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Heat Shrouds
- Thread starter jukelemon
- Start date
Sherman
New member
Columbia MD & Goldvein VA
- Aircraft Year
- 1978
- Aircraft Type
- 112TCA
- Reg Number
- N112HT
- Serial Number
- 13254
Re: Heat Shrouds
Jason, just want to comment that since you have joined the COG you have raised a lot of very interesting questions, some of which are topics of previous discussions, but many like this thread brings to light how different our Commander versions are.
Luv your exploratory inquisitiveness! Thanks for keeping our collective community 'brain active'
Jason, just want to comment that since you have joined the COG you have raised a lot of very interesting questions, some of which are topics of previous discussions, but many like this thread brings to light how different our Commander versions are.
Luv your exploratory inquisitiveness! Thanks for keeping our collective community 'brain active'
jukelemon
New member
Louisville, KY
- Aircraft Year
- 1977
- Aircraft Type
- 112B Hot Shot
- Reg Number
- N377SB
- Serial Number
- 526
Re: Heat Shrouds
With anything I have ever owned...I like to ask lots of questions with the intent of one day becoming an SME of sorts.
I like knowing
For this post...subject...I redid the duct work on the left side. Some of the lines had holes. I also re routed the cowl intake so that the SCAT tube is not crushed lol...
I think I would have been good sans the cold air blowing up from the rear seat and my oil cooler foam was not covering enough area for a flight in single digit F range.
If I can nail the rear seat air issue (I have a plan on that) and getting my oil temps up a bit more...I will be golden I think.
Interestingly...and not a surprise...just one I did not consider...is that running your heat full blast and like in a car, it removes a great deal of heat from the engine i.e. lowers internal temps.
My oil temp dropped ~7 degs when I was running the heater...which through off my assumption on the foam/oil cooler cover area.
On 7SB, I think I need at least 2/3 covered and not 1/2 in order to maintain good temps AND with the heat running.
Hey, thanks Sherman. I appreciate that.Jason, just want to comment that since you have joined the COG you have raised a lot of very interesting questions, some of which are topics of previous discussions, but many like this thread brings to light how different our Commander versions are.
Luv your exploratory inquisitiveness! Thanks for keeping our collective community 'brain active'
With anything I have ever owned...I like to ask lots of questions with the intent of one day becoming an SME of sorts.
I like knowing
For this post...subject...I redid the duct work on the left side. Some of the lines had holes. I also re routed the cowl intake so that the SCAT tube is not crushed lol...
I think I would have been good sans the cold air blowing up from the rear seat and my oil cooler foam was not covering enough area for a flight in single digit F range.
If I can nail the rear seat air issue (I have a plan on that) and getting my oil temps up a bit more...I will be golden I think.
Interestingly...and not a surprise...just one I did not consider...is that running your heat full blast and like in a car, it removes a great deal of heat from the engine i.e. lowers internal temps.
My oil temp dropped ~7 degs when I was running the heater...which through off my assumption on the foam/oil cooler cover area.
On 7SB, I think I need at least 2/3 covered and not 1/2 in order to maintain good temps AND with the heat running.
Last edited:
Charlie
New member
Albuquerque, NM
- Aircraft Year
- 1973
- Aircraft Type
- 112 Hot Shot
- Reg Number
- Former Owner N1094J
Re: Heat Shrouds
Jason, as you and I appear to have a similar "rear seat air" issue, I am greatly interested in your plan. Please clue me (us) in when you can.
Jason, as you and I appear to have a similar "rear seat air" issue, I am greatly interested in your plan. Please clue me (us) in when you can.
jukelemon
New member
Louisville, KY
- Aircraft Year
- 1977
- Aircraft Type
- 112B Hot Shot
- Reg Number
- N377SB
- Serial Number
- 526
Re: Heat Shrouds
Well, the plan is 2 pronged - temp and then long term.
The temp plan is to stuff the scoop with foam. That solves the cold air issue but does not speak to the belly sucking instead of blowing.
Long term plan is to extend the scoop like others have done.
I like both Scott and Sherman's ideas. I like the idea of not having to undo the rivets. I am wondering if, like Sherman's idea, one could simply bolt on an extension. I would not think it would take more than 3 small fasteners per side to attach a 4" extension.
I dont know...just thinking out loud really.
But I would REALLY take a look at your cowl intake to heat shroud intake connection AND the T that is connected from the exhaust of the shroud to the T i.e. making sure the T intake is the 90 deg leg. Mine was such that the shroud to T connection actually was in line with the defroster as opposed to equally splitting the flow by going into the 90 deg. The 90 deg leg was the heater lol.. not good at all.
ideally...there should not even be a T here and it should be a Y in my opinion. BUT even more ideally...there should never have been a T in the 1st place as airflow has to go up the defroster gate and then just stop...creates backflow and waste. But oh well...if I can solve the cold air in the cabin issue...I have enough airflow for the heater now to stay toasty.
Hi there.
Well, the plan is 2 pronged - temp and then long term.
The temp plan is to stuff the scoop with foam. That solves the cold air issue but does not speak to the belly sucking instead of blowing.
Long term plan is to extend the scoop like others have done.
I like both Scott and Sherman's ideas. I like the idea of not having to undo the rivets. I am wondering if, like Sherman's idea, one could simply bolt on an extension. I would not think it would take more than 3 small fasteners per side to attach a 4" extension.
I dont know...just thinking out loud really.
But I would REALLY take a look at your cowl intake to heat shroud intake connection AND the T that is connected from the exhaust of the shroud to the T i.e. making sure the T intake is the 90 deg leg. Mine was such that the shroud to T connection actually was in line with the defroster as opposed to equally splitting the flow by going into the 90 deg. The 90 deg leg was the heater lol.. not good at all.
ideally...there should not even be a T here and it should be a Y in my opinion. BUT even more ideally...there should never have been a T in the 1st place as airflow has to go up the defroster gate and then just stop...creates backflow and waste. But oh well...if I can solve the cold air in the cabin issue...I have enough airflow for the heater now to stay toasty.
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Nr. Albany, GA
- Aircraft Year
- 1974
- Aircraft Type
- 112 Hot Shot
- Reg Number
- N1182J
- Serial Number
- 155
Re: Heat Shrouds
Jason.
As an easy test, could you push a sponge into the plastic shroud on the belly, cut it to the correct size, I am assuming that it has not been re-installed backwards as I think it is riveted on, can't remember for sure.
Ken
Jason.
As an easy test, could you push a sponge into the plastic shroud on the belly, cut it to the correct size, I am assuming that it has not been re-installed backwards as I think it is riveted on, can't remember for sure.
Ken
jukelemon
New member
Louisville, KY
- Aircraft Year
- 1977
- Aircraft Type
- 112B Hot Shot
- Reg Number
- N377SB
- Serial Number
- 526
Re: Heat Shrouds
It is indeed riveted on and scooped aft...as it should be.
Yes, I have it stuffed now. Will test it this week if the weather clears up
Hi Ken.
It is indeed riveted on and scooped aft...as it should be.
Yes, I have it stuffed now. Will test it this week if the weather clears up
