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Although Cirrus holds its developmental cards close to its chest, everyone in the industry understands that the next big thing in the glacial advancement of aircraft engines will be electronic controls of some kind, specifically FADEC. If it continues that trend, it will sell more than 900 airplanes in 2007, but even if sales level off, Cirrus will sell about 600 SR22s. 0000001856 00000 n
To its credit, Continental read these tea leaves ahead of anyone else and bought a company called Aerosance, a startup launched by a group of former Hamilton Standard engineers. 0000003615 00000 n
TORNADO ALLEY TURBO, INC. 22-6460004 Continued Airworthiness. It bought the entire pre-engineered turbo system lock, stock and mixture knob from Tornado Alley Turbo, which launched the turbonormalizing of the SR22 on its own, based on pressure from Cirrus owners who wanted to go faster. Airframe manufacturers have dabbled in STC deals with outside vendors in the past, but we cant remember anything quite this bold. Klapmeier says there has been virtually no customer demand for FADEC and that Cirrus sees the system as pricey, heavy and without known benefits for buyers. Moreover, Braly and his APS associates John Deakin and Walter Atkinson occasionally took their engine show on the road, including to the annual Cirrus Migration held in Duluth, Minnesota. Only one OEM-Liberty Aerospace-is offering it on new aircraft. I was blown away with the performance and ease of operation and the simplicity. This document supersedes 215-10 release 08 Nov … Its still digging out of a quality control debacle, it has no visible electronic controls and, worse, its own sister company, Cessna, may turn to Continental for power for its new Next Generation aircraft.
Does that mean that Cirrus might be the missing benefactor for PRISM?“Watching how long it takes to develop an engine,” says Klapmeier, “and the changes that even a company like Continental brings are pretty slow and methodical. Rev. Its a light installation,” Klapmeier says. I think its a good idea, but Im still a little concerned…is the market ready to pay the price in both cost and weight?”GAMI/TAT has its own developmental FADEC called the PRISM system, which has been validated in the test cell but not in the air. “It is coming. Less obviously, they also got a paradigm shift in engine operating philosophy that is, in our view, significant.Perusing our archives, we can produce an article or two in which we describe in tedious-occasionally anguished-detail the then ongoing debate about the merits of lean-of-peak engine operation. Heres why we think thats a big deal.slammed against a hardened steel seat 10 times a second swirled in a gale of white hot combustion gas. Rather than saddle its own technical staff with the Everest-steep learning curve of sorting out a turbo design, it realized that Tornado Alley had already done that. Its also not outlandish to think Cirrus and/or a consortium of investors might make Teledyne an offer it cant refuse for the Continental Motors operation. Cirrus was late to the turbocharged bandwagon because of these very fears.“We flew our own turbocharged installation here four years ago or so,” Dale Klapmeier told us, “and we were getting very good performance. For more information, please contact: Tim Roehl Toll-Free: (877)359-8284 Phone: (580)332-3510 Fax: (580)332-4577 300 Airport Road, Ada, OK 74820. Why?
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“Its a big effort.” Although Cirrus has its hands full with current developmental work, especially its emerging jet, it wouldnt surprise us if it IPOd in the not-too-distant future. CTRL + SPACE for auto-complete. And Continental had itself worked with Piper to establish lean-of-peak operation for the TSIO-520-BE in the 1984 Malibu and it approved similar operation in other engines. The debate was ignited by General Aviation Modifications-the progenitor of Tornado Alley Turbo and Advanced Pilot Seminars-when it developed GAMIjector calibrated fuel nozzles, which nicely smoothed out the air/fuel imbalances in Continental and Lycoming engines. Taken together, these developments stirred an ongoing buzz among owners, pilots and potential aircraft buyers, especially Cirrus customers, more than one of whom put a bug in the Klapmeiers ears about GAMI/TATs work.
STC arrangements are sometimes seen-rightly or wrongly-as not as safe as type certificate solutions because testing may not be as rigorous. Is it conceivable that a clean sheet engine-designed from the ground up to run lean with fully electronic controls-could evolve from TATs relationship with Cirrus and other companies? This would have been circa 1997-a full decade ago. Power Shift: Cirrus and Tornado Alley In 2007, more than half of all the turbocharged singles sold will be powered by systems built by a little shop in Oklahoma. C Page | 1 22 Sept 2011 Continued Airworthiness Manual . Its not hard to imagine how Cirrus might leverage this into other big projects outside the normal realm of engine development. 6,�*�'����c�c�/P=�y���a�ֵ������x�[f}p�B���&�������\�|���Y���m>�T��{�6���xx&0;OT0�x����&�y�h(8�)��(����! And those turbo systems will be built not by Continental nor Cirrus under a new or amended type certificate, but by Tornado Alley Turbo, under an STC arrangement. 3902 20
Weve been told that Lycoming has explored initiatives with Toyota, possibly on engine development. In 2007, more than half of all the single-engine high-performance aircraft sold will be turbonormalized by Tornado Alley, a company that just a few years ago was the subject of dismissive service bulletins from Lycoming ridiculing the idea of lean-run engines.None of this means Lycoming or Continental might as well fold their tents. Cirrus has tested the Continental FADEC system and Klapmeier believes electronic controls of some kind are inevitable. 0000005754 00000 n
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