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most of the heavy lifting on the turbo
program. Roehl, who is not only a
cofounder, but also president of Tornado
Alley, said the Cirrus program
was a natural fit. “We’d had experience
with the Continental IO-550 on
some of the Bonanzas we’d done,” commented
Roehl, “but the SR22’s IO-
550N was a little different. One problem
was fitting the turbo inside the
standard Cirrus cowling. We also had
to assure adequate cooling. Fortunately,
that’s not too difficult if you run the
engine slightly lean of peak, where
temperatures and pressures are reduced.”
The SR22’s development process
required more than two years, and at
some point during that period, Cirrus
came down to Ada to check out Tornado
Alley’s progress and ask if they
might participate. “Naturally,” said
Roehl, “we were delighted to have
Cirrus’ help. Their engineering expertise
on various aspects of the powerplant
installation, exhaust system and
technical details of the turbo interface
was invaluable.”
In fact, everyone came out a winner
from the interaction of Cirrus and
Tornado Alley. From Cirrus’ point of
view, adapting a turbocharger as an
STCmod was a lot less expensive than
going for full certification. Tornado
Alley obviously gained factory support
and knowledge, plusmarketing advantages
from the world’s largest piston
aircraft company.
The usual goal of turbocharging is
to allow the subject airplane to ascend
to the flight levels and blaze along at
high Mach speeds. The Klapmeiers
weren’t all that insistent on keeping
up with the Joneses, or in this case,
the Columbias, however, so they opted
instead for turbo utility with economy.
TornadoAlley’s TurboCirrus accepts
a lean mixture during climb, and
it’s possible to reduce the fuel flow
immediately after takeoff with no
adverse effects on the engine. Initial
climb is listed at 1,300 fpm from sea
level, but the Turbo SR22 can still
score nearly 1,000 fpm through 10,000
feet, a very real benefit if you need
Justin Dillon (lower left)
of Cirrus presents the
turbocharged aircraft, which
cruises up to 211 knots at
25,000 feet.
“One problem was
fitting the turbo
inside the standard
Cirrus cowling. We
also had to assure
adequate cooling.
Fortunately, that’s
not too difficult if
you run the engine
slightly lean of peak,
where temperatures
and pressures are
reduced.”
Justin Dillon
00 P i l o t J o u r n a l
to top clouds or tall terrain.
Cirrus’ preferred method of operation
is to set the fuel burn at a modest
17.5 gph for virtually all turbo
altitudes. You won’t see the truly big
cruise numbers at this setting, as it’s
significantly lean of peak, but you’ll
see lower fuel burn and higher gas
mileage, significant advantages in a
time of high fuel prices and, at times,
constricted supply. It’s important to
note that this lean-of-peak power setting
won’t damage the engine and is
approved by Continental.
The Turbo Cirrus can still travel
cross-country at 200 knots at only
17,500 feet. That’s out of positive control
airspace where VFR pilots can fly
without an IFR flight plan or an instrument
rating, and it’s not so high that
a loss of supplemental oxygen will present
an emergency. Pilot-friendly operation
has always been as high on the
Klapmeiers’ priority list as good performance.
In fact, even many experienced
IFR aviators prefer to file VFR
below 18,000 feet when the weather
allows. It’s often more efficient, there’s
rarely any traffic in those middle altitudes
and flight at 16,500 to 17,500
feet will usually place you well above
weather and turbulence.
If you decide to cruise higher, you
can simply leave the fuel burn at 17.5
gph while you climb to the airplane’s
maximum operating altitude of 25,000
feet. At that maximum height, the
TurboCirrus will score about 210 knots.
That’s well behind the Columbia 400’s
235-knot book spec pace, but Alan
Klapmeier says he’s more interested in
engine reliability and economy than
pure speed. “We wanted to keep cylinder
head temps in the 380-degree range,”
says Klapmeier, “and we can do that
without problems at 17.5 gph.”
　
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