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Heat Shrouds
- Thread starter jukelemon
- Start date
Circle Pines, MN
- Aircraft Year
- 1974
- Aircraft Type
- 112/A
- Reg Number
- N1215J
- Serial Number
- 215
Re: Heat Shrouds
Jason,Jason,Jason, first it’s too cold out,now your airplane is too hot, which is it?
Want to sell that plane? It’s only 7 above up here, I could use a warmer cockpit!
All in fun friend...
Jason,Jason,Jason, first it’s too cold out,now your airplane is too hot, which is it?
Want to sell that plane? It’s only 7 above up here, I could use a warmer cockpit!
All in fun friend...
jukelemon
New member
Louisville, KY
- Aircraft Year
- 1977
- Aircraft Type
- 112B Hot Shot
- Reg Number
- N377SB
- Serial Number
- 526
Re: Heat Shrouds
I am talking about getting MORE heat with adding in 2 more shrouds for the exhaust pipes
The Hot Shots have a heat shroud/exchanger (?) on 2 exhaust pipes as a way to get cabin heat. I heard you can use 4 to get more.
Hope you're well.
? Not sure I follow Rolf.
I am talking about getting MORE heat with adding in 2 more shrouds for the exhaust pipes
The Hot Shots have a heat shroud/exchanger (?) on 2 exhaust pipes as a way to get cabin heat. I heard you can use 4 to get more.
Hope you're well.
jukelemon
New member
Louisville, KY
- Aircraft Year
- 1977
- Aircraft Type
- 112B Hot Shot
- Reg Number
- N377SB
- Serial Number
- 526
Re: Heat Shrouds
Is there a layout/drawing for using 4 as opposed to 2?
Did you already order yours?
Thanks Chip
Agree...
Is there a layout/drawing for using 4 as opposed to 2?
Did you already order yours?
Thanks Chip
- Aircraft Year
- 1974
- Aircraft Type
- 112 Hot Shot
- Reg Number
- N1144J
- Serial Number
- 186
Re: Heat Shrouds
The early original design used 4. I'm not sure if any of these still exist - I haven't ever seen one. The later, improved design, uses just 2. I'd have to see a picture of yours to know which you have.
There are better, and worse ways to plumb them that make a big difference in their performance.
The early original design used 4. I'm not sure if any of these still exist - I haven't ever seen one. The later, improved design, uses just 2. I'd have to see a picture of yours to know which you have.
There are better, and worse ways to plumb them that make a big difference in their performance.
jukelemon
New member
Louisville, KY
- Aircraft Year
- 1977
- Aircraft Type
- 112B Hot Shot
- Reg Number
- N377SB
- Serial Number
- 526
Re: Heat Shrouds
I have 2 now. Can you please explain the better and worse ways?
When I look on the Right side, there is a really steep bend from the cowl intake to the shroud. The SCAT has to really rise quickly to get to the shroud intake.
Thanks
Thanks Carl.
I have 2 now. Can you please explain the better and worse ways?
When I look on the Right side, there is a really steep bend from the cowl intake to the shroud. The SCAT has to really rise quickly to get to the shroud intake.
Thanks
- Aircraft Year
- 1974
- Aircraft Type
- 112 Hot Shot
- Reg Number
- N1144J
- Serial Number
- 186
jukelemon
New member
Louisville, KY
- Aircraft Year
- 1977
- Aircraft Type
- 112B Hot Shot
- Reg Number
- N377SB
- Serial Number
- 526
Nr. Albany, GA
- Aircraft Year
- 1974
- Aircraft Type
- 112 Hot Shot
- Reg Number
- N1182J
- Serial Number
- 155
Re: Heat Shrouds
N1182J had the 4 on when Sven bought her down to Georgia. Said that I did not need 4 and the extra would get in the way when working on the plane.
We took them off but unfortunately I did not get any pics.
I have the parts but would have no idea how to fit. I will look at old pics and see if I can find anything.
Life is a barrel of fun.
N1182J had the 4 on when Sven bought her down to Georgia. Said that I did not need 4 and the extra would get in the way when working on the plane.
We took them off but unfortunately I did not get any pics.
I have the parts but would have no idea how to fit. I will look at old pics and see if I can find anything.
Life is a barrel of fun.
jukelemon
New member
Louisville, KY
- Aircraft Year
- 1977
- Aircraft Type
- 112B Hot Shot
- Reg Number
- N377SB
- Serial Number
- 526
Re: Heat Shrouds
Thanks Ken.
One of things I was telling Carl is that the intake to shroud takes a crazy S turn. I bet it loses 40% or more airflow because of that. It HAS to get up there but if I could attach a rounded elbow to the shroud...now I think that would make a significant difference.
Ah...that explains it.
Thanks Ken.
One of things I was telling Carl is that the intake to shroud takes a crazy S turn. I bet it loses 40% or more airflow because of that. It HAS to get up there but if I could attach a rounded elbow to the shroud...now I think that would make a significant difference.
Nr. Albany, GA
- Aircraft Year
- 1974
- Aircraft Type
- 112 Hot Shot
- Reg Number
- N1182J
- Serial Number
- 155
Re: Heat Shrouds
Have some pics. Amazing how Sven can still help us with his great documentation,
In pic 1 I am assuming that one is for the defrost????????? It is on the pilots side and obviously gives off heat. Or there may have been a second one that side,
Will look for more pics.
Life is a barrel of fun.
Have some pics. Amazing how Sven can still help us with his great documentation,
In pic 1 I am assuming that one is for the defrost????????? It is on the pilots side and obviously gives off heat. Or there may have been a second one that side,
Will look for more pics.
Life is a barrel of fun.
Attachments
Last edited:
jukelemon
New member
Louisville, KY
- Aircraft Year
- 1977
- Aircraft Type
- 112B Hot Shot
- Reg Number
- N377SB
- Serial Number
- 526
Re: Heat Shrouds
Thanks Ken.
The 1st pic...
Looks like the heat vents are off i.e. I see the line going up which I assume is going to the T then to both the Defroster gate and the heat vents. But I dont see the heat sent at all.
Did he run one heat shroud for the Defroster and one for the heat?
On a different note...that is a damn clean engine.
Thanks Ken.
The 1st pic...
Looks like the heat vents are off i.e. I see the line going up which I assume is going to the T then to both the Defroster gate and the heat vents. But I dont see the heat sent at all.
Did he run one heat shroud for the Defroster and one for the heat?
On a different note...that is a damn clean engine.
- Aircraft Year
- 1974
- Aircraft Type
- 112 Hot Shot
- Reg Number
- N1144J
- Serial Number
- 186
Re: Heat Shrouds
82J is S/N 155. The heat is ducted through the firewall differently than yours.
82J is S/N 155. The heat is ducted through the firewall differently than yours.
Davis, CA
- Aircraft Year
- 1975
- Aircraft Type
- 112 Hot Shot
- Reg Number
- N1286J
- Serial Number
- 286
Re: Heat Shrouds
I have two now, but originally had 4. I'll see if I can dif up an old photo.
The original design of the shrouds were different -- and pretty much ineffective. And there was only one air intake. The move from 4 to 2 with a second NACA was a huge increase in heat for me. But it is not nearly enough on really cold days and/or altitudes. 4 would be better. Better still would be something that could take better advantage of the heat that the turbo generates.
Regards,
Neal
I have two now, but originally had 4. I'll see if I can dif up an old photo.
The original design of the shrouds were different -- and pretty much ineffective. And there was only one air intake. The move from 4 to 2 with a second NACA was a huge increase in heat for me. But it is not nearly enough on really cold days and/or altitudes. 4 would be better. Better still would be something that could take better advantage of the heat that the turbo generates.
Regards,
Neal
Davis, CA
- Aircraft Year
- 1975
- Aircraft Type
- 112 Hot Shot
- Reg Number
- N1286J
- Serial Number
- 286
Re: Heat Shrouds
1182J (and 1286J for that matter) is a much earlier Commander than yours. As a result the heater routing is different, so I would suggest that you could not route the SCEET in quite the same manner.
Ken,
It appears there is a typo in your signature. N1182J is a 1974 Commander.
Regards,
Neal
Jason,
1182J (and 1286J for that matter) is a much earlier Commander than yours. As a result the heater routing is different, so I would suggest that you could not route the SCEET in quite the same manner.
Ken,
It appears there is a typo in your signature. N1182J is a 1974 Commander.
Regards,
Neal
jukelemon
New member
Louisville, KY
- Aircraft Year
- 1977
- Aircraft Type
- 112B Hot Shot
- Reg Number
- N377SB
- Serial Number
- 526
Re: Heat Shrouds
Yeah...as I get a bit obsessive on this...I am seeing what seems to be several challenges in the air flow.
That big S turn from cowl intake to the 1st shroud is not something a SCAT hose should do on its own i.e. it cannot bend that much.
Like I mentioned, I am betting that I am losing 40% + of air flow because of that alone.
Now, I know I cannot change the cowl intake AND I know I cannot change the heat shroud intake angle.
So... I am hoping that it is legal/an option to attach a small 45 deg coupler to the intake of the shroud so that the cowl to shroud SCAT is more linear/unobstructed. I am thinking that alone would be a huge win for the airflow.
Also, I am hoping that it is legal/an option to find not a better couple for the Defrost to Heat SCAT i.e. not a T but an elbow to increase airflow.
I dont know...just thinking out loud..
Thanks Neal and understood. That makes sense.
Yeah...as I get a bit obsessive on this...I am seeing what seems to be several challenges in the air flow.
That big S turn from cowl intake to the 1st shroud is not something a SCAT hose should do on its own i.e. it cannot bend that much.
Like I mentioned, I am betting that I am losing 40% + of air flow because of that alone.
Now, I know I cannot change the cowl intake AND I know I cannot change the heat shroud intake angle.
So... I am hoping that it is legal/an option to attach a small 45 deg coupler to the intake of the shroud so that the cowl to shroud SCAT is more linear/unobstructed. I am thinking that alone would be a huge win for the airflow.
Also, I am hoping that it is legal/an option to find not a better couple for the Defrost to Heat SCAT i.e. not a T but an elbow to increase airflow.
I dont know...just thinking out loud..
