Emailed Tim Roehl with Gami/Tornado Alley Turbos to find out more information about what it would take to turbo-normalize the Continental engine in the SR22. The first thing they need is customer #1 who would be willing to part with their SR22 for several months while the installation and STC are completed. There is a huge discount available not to mention the undying gratitude of Cirrus Owners everywhere. Won’t be me but rumor has it that some of the Cirrus owners have more than one plane in the hangar. Something to consider.
Beyond that, Tim needs several customers who are willing to commit to an installation once the STC is approved. Didn’t know much about TAT or the turbo-normalization process so I asked Tim a bunch of questions and thought I’d post them in case anyone was interested.
Tell me a little about the company.
We have three web sites http://www.gami.com>http://www.gami.com,http://www.taturbo.com and http://www.engineteststand.comDeakin on the subject but in short it is the addition of a turbocharging system to engine with limitation of MP to that which the engine would have available at sea level. Using an automatic wastegate, absolute pressure controller, and pressure relief valve, the system is easily operated much as one operates the NA engine, but the system is protected from overboost and maintains the MP to 20,000’ if desired. The system includes an intercooler.
What other modifications (cowl flaps, etc.) will you have to make to the plane?
We’ll have to see whether that’s necessary or not. Probably not, to meet certification requirements but we might consider some additional cooling provisions.
What will the conversion cost and how long does it take?
Probably about the same or less as our Bonanza conversions- $43,000 installed and it typically takes 3-4 weeks to complete.
How much does it weigh and how will that affect the W&B in the SR22?
It is 79 lbs in the Bonanza and will likely be heavier in the Cirrus. I’m not familiar with the CG conditions on the SR22. Send me your W & B and I’ll look at that. Sent Tim the POH.
Expected Performance, climb, cruise, etc?
Send me the performance tables and we’ll do some calculations. In our Bonanza, which is not as slick, we see 210 KTAS at 20,000 on 17.5-18 GPH and no cylinder hotter than 380F.
The SR22 is limited to 17,000 feet right now, will you try to increase that with the STC?
Depends on what is limiting it to that- I’ve had our V Tail to 33,000 still climbing- came home from AOPA at 27,000’ over the weather.
What about the future of 100LL. Cirrus has been reluctant to build a turbo-charged engine because of this.
Got that covered with our PRISM electronic ignition! It will run that or the same fuel without lead- octane = 92.
Any chance to do some concurrent STCs like built in O2 or increasing the take off and landing weight.
Just got our 115 cu. ft. built in system approved in the Bonanza. As for increasing the weight, we would like to but not sure if the BRS has been tested at higher weights, not optomistic.
Misc stuff like TBO, rebuild cost, shock cooling, speed brakes, etc.
TBO hours are the same and the cost will be slightly higher, maybe $5,000 more. As for shock cooling, it never gets hot so it is hard to shock cool. Won’t need speed brakes. Easy technique to allow for high rates of descent.
What sort of discount would be available for the test bed plane?
Significant discount, probably about $25,000.
That’s all the questions I thought to ask. I will forward this link on to Tim and hopefully he will monitor the discussion and be able to field questions or weigh in with any additional comments. If you want to email Tim directly here is his address firstname.lastname@example.org.