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your friends who merely fly normally
aspirated airplanes.
In truth, you don’t need to ascend
to high altitudes on every trip to benefit
from a turbo. Even cruise at 11,500
feet can capitalize on turbocharging,
providing as much as eight to 10 knots
more cruise than in the normally aspirated
model. Better still, uphill transitions
are far quicker and safer with
a turbo installed.
Turbos have changed dramatically
in the past 20 years. Today’s turbochargers
run cooler, are more reliable,
provide more power to higher
altitudes and demand less service than
older systems. In olden times, critical
altitude (the height at which the
engine can no longer deliver sea-level
manifold pressure) was 14,000 to
18,000 feet.
These days, some turbos provide
sea-level power all the way to 20,000
feet or higher. While it’s true you can’t
supercharge the wings, extra power
from a turbo up high can make flying
far more comfortable, allowing you to
ascend with confidence even at two
to four miles above the sea.
Take a look at the products offered
by Tornado Alley Turbos in Ada, Okla.
Tornado Alley’s cofounders, George
Braly and TimRoehl, first championed
a line of fuel injectors in 1993. Since
then, they’ve established GeneralAviation
Modifications Inc. (GAMI),
which produces the GAMIjectors that
have become an industry standard, providing
more even fuel distribution for
more power on less avgas.
Five years later, Braly and Roehl
had some better ideas on pilot-friendly
turbocharging and learned that Flite-
Craft Turbo of Pagosa Springs, Colo.,
was interested in selling its line of turbo
systems. FliteCraft’s products included
turbo systems for the Cessna 180/185
andCardinal RGand latermodel Beech
33 and 35 Bonanzas plus all model 36
Bonanzas. The GAMI partners purchased
all rights to FliteCraft Turbos
and proceeded to modify the systems
for greater simplicity and reliability.
Braly and Roehl carefully avoided
the traps of previous aftermarket turbos.
The two engineers were determined
that all Tornado Alley
conversions would be totally transparent
systems, as easy to operate as
normally aspirated powerplants, but
with all the benefits of a turbocharger.
To that end, they refined their products
to make them as idiotproof as possible.
In the past eight years, Tornado
Alley has installed more than a hundred
turbo systems, so they must be
doing something right.
Cirrus Design of Duluth, Minn.,
seemed a logical target for a turbocharger.
The company introduced
its entry-level airplane, the 200 hp
SR20, in 1999, and followed up two
years later with the 310 hp SR22. Since
then, the SR22 has become the world’s
best-selling airplane, outselling the
SR20 by five to one. More impressively,
the current SR22 outsells even
the venerable Cessna Skyhawk, despite
a price tag that’s nearly double that of
the littlest Cessna.
Because of the SR22’s success, pilots
have been asking when Cirrus would
take the next step, either to retractable
gear, turbocharging or both. A few
years ago Alan Klapmeier, president
of Cirrus, told me, “Despite the obvious
sex appeal of hiding the wheels,
retractable gear isn’t that cost-effective,
especially if you’ve already done
a reasonably good job of drag reduction
on the airplane’s wheel pants.
Developing a retraction system is relatively
expensive, the mechanism adds
weight that subtracts from useful load,
the level of complexity increases, fold-
THE TURBO CIRRUS IS HERE
By Bill Cox | Photography By James Lawrence
Justin Dillon
36 P i l o t J o u r n a l November/December 2006 37
ing the wheels into the wings can actually
reduce fuel capacity or necessitate
a redesign of the fuel system, and it’s
obviously one more system that can
fail. Besides, the cruise benefit is usually
limited to 15 or 20 knots at most.
“Turbocharging can make a lot
more sense,” Klapmeier continued,
“because when it’s properly executed,
it doesn’t compromise the airplane’s
other systems so severely. Also, if a
turbo should fail, the usual consequence
is that the engine simply reverts
to normal aspiration.”
Cirrus announced its turbonormalizer
program in a press conference at
AirVenture 2006, and Alan Klapmeier
acknowledged that Tornado Alley did
　
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