Some feedback from our customers:
Hi Tim,
Just wanted to give you an update on how the TN system is running. On our recent trip to Miami, FL we flew our initial leg at 17,000 ft. The climb up was totally different than anything I have ever seen in my aircraft. 1000 to 1200 fpm all the way thru 15,000 feet. Quite impressive. At 17,000 our TAS was in the 200 – 202 knot range with a ground speed over 260 knots – WOW. On the return trip to Ohio, we cruised at 12,000 ft. with a TAS of around 190 knots. Seems as if the airplane is performing well as expected. All cylinder head temperatures never exceeded 365F during climb or cruise with an OAT around 50 – 60F
The installation you performed at TA turbo is superb. Very clean and professional. Combined with the treatment I received during my visits to your top notch facility, the whole package is first-class. I had small problem with the JPI rpm sensor on the magneto, and Dave promptly sent out a new sending unit which fixed the problem. Thanks for the great customer service. Make sure to let me know when the next series of upgrades are ready, it’s great to have such a fast and comfortable airplane. BTW, even after the TA Turbo and TKS de-ice system install, I still have a useful load of 1, 714 lbs. in my early model “straight” 36…
Once again, thanks for everything.
Rob Basile
AB Plastics, Inc.
Yes Gordon, this photos were taken this summer when I ferried to europe a TN22G2 for a friend of mine. As you know, the legs are between 680NM, up to 760NM, so you must fly in a GO FAR mode. This is especially true with a turbo G2 (only 81 USG usable).
I am familiar with the Mooney Bravo, and was impressed by the performance and efficiency of the SR22. To get the same TAS you need 5 to 6 USG/hr more because you cannot run smooth LOP on the TIO540. As a result, it is difficult to remain below 400°F CHT. If you want to go below 380°F you most reduce the power drasticaly and loose 10 to 15 kt.
Patrice Portmann JAA CFI
That is the secret about the Mooney they do not tell you. Published speed is only one parameter.
I now fly a turbo. For those of you that do not know, I was very critical of the Cirrus Turbo when it first came out because I did not have a good past experience with turbo planes. And most of that experience was in Mooneys in the past. But there is a world of difference between the "stock turbos" of the past (of which Mooney still uses) and the turbonormalized system in the SR22. George and his Tornado Alley crew got this right and it is the best turbo system I have ever seen. It runs reasonably cool, it gets a reasonable fuel burn and still goes fast. There is nothing not to like about the system that I can see so far and I have been flying it for almost 2 years now.
Brian Turrisi SR22 Turbo #2135
Dear Tim,
Recently, I had a Whirlwind II Turbonormalizing System and the associated built-in oxygen installed by you in my 1996 A36 Bonanza. I cannot begin to tell you how thrilled I am with this conversion. The plane now has Baron speed and load carrying capability with half the fuel flow. It is also much simpler to fly and to manage the engine. There is little doubt that these upgrades are unparalleled in the industry and well worth the investment.
But, my delight with your company doesn’t end with the product. So, I would like to take this opportunity to also provide some comments and “kudos” to Tornado Alley on the personnel and process involved with my specific conversion.
First, when a “slot” became available, Tornado Alley sent Bilby Wallace to pick up the plane at your expense. I was more than pleasantly surprised that you would do this. It saved me a lot of time, was extremely convenient, and definitely exceeded my expectations.
Second, when you got the plane, you noticed that the air-conditioning system was not working. You trouble shot the problem and let me know what was wrong. I had been trying to find someone that could find out what was wrong for the past three summers. I have had the plane to many shops – including Beechcraft – and no one seemed to be able to find the problem. Many thanks for doing this.
Third, after the conversion, when the JPI engine analyzer failed during the first test flight before the plane was delivered back to me, John Landreth tried as hard as he could to get a new analyzer and minimize delays – even to the point of offering to purchase a second instrument from JPI. Although JPI wouldn’t do this (I have no idea why) and wasn’t as responsive as they could have been, everyone at Tornado Alley performed flawlessly.
Fourth, when the weather and my own personal schedule made it impossible for me to pick up the plane in Ada, OK, you had Bilby, once again, deliver it to me at your expense. This allowed me to keep a previous appointment to upgrade the avionics that had been set just a few weeks earlier. Again, these actions save me a lot of time, were extremely convenient, and exceeded my expectations
Fourth, when Bilby was flying the plane back, he noticed a leak in the oxygen system. He could have chosen to disregard the anomaly and not reported it to me. I would not have known the difference. But, he did not do that. Instead he made me well aware of the problem and told me it was Tornado Alley’s responsibility to have it fixed. Although JA Air Center (my maintenance and avionics shop) found and corrected the problem, Tornado Alley paid for their services. This also shows the honesty, integrity and a true concern Tornado Alley has for its customers. I was very impressed.
Last, throughout the installation process, Dave Landreth and you kept me informed of progress with the plane. When problems occurred, I was told me about them and Tornado Alley tried to resolve them it as quickly as possible. I could not ask for more. My experience, Tim, is that everyone has a few problems when a job as big as a conversion like this takes place. It’s how a company responds to these problems that really makes the difference. In my opinion, Tornado Alley gets all “A’s” in this category.
In addition, all of us who fly have had far too many experiences where companies are not honest or care much about their customers as we would like them to. Many won’t admit mistakes or take responsibility for them - just to make an extra dollar. Tornado Alley is definitely at the opposite end of that spectrum. I received nothing but “straight answers” and the very best of service from everyone at Tornado Alley. Many times this service far exceeded my expectations. I believe your honesty and integrity are a testament to a group of down-to-earth, honest people with a fabulous product. It is rarely seen in today’s business world. I can assure you that I will provide nothing but glowing accounts of my interactions with Tornado Alley. I would like to thank you for making my experience such a great one. And please share these comments with Dave Landreth and Bilby Wallace and everyone there at Tornado Alley. You have a fabulous product but and even more fabulous team.
Click here to see Edward J. McDevitt's reference in full.
"Kelly:
In my flight back yesterday I was able to take advantage of tailwinds between 50 and 70 knots almost the whole way. I was giddy watching my ground speed as it topped 240 knots…then surprised when it exceeded 250 knots…then shocked when it exceeded 260 knots…then ecstatic when it exceeded 270 knots…then blown away when I exceeded 280 knots in level flight. It is on my auxiliary page on the MFD and I was wondering if this may be some kind of record. I think it is recorded at 281.5. It was awesome and we made the whole trip non stop in just over 4 hours.
Can you forward this message to our friends at Tornado Alley as I could not have achieved this without their turbo conversion.
Scott"
"George:
Thank you for the wonderful hospitality and excellent service this week in Ada. My 2 1/2 days were productive, rewarding and most enjoyable.
Tim's tour of the facilities Wednesday afternoon was extremely thorough and insightful. The engine test cell is nothing short of incredible. I particularly enjoyed the opportunity to share lunch and dinner with
many members of your team Thursday and Friday.
David completed N9BN's inter cooler upgrade without a hitch. He also identified and fixed 2 small but pesky oil leaks that had eluded two other mechanics. His attention to detail, competence, perseverance and enthusiasm are most impressive. David was undaunted by my constant presence and endless stream of questions. He also correctly identified and corrected the J/K thermocouple calibration problem producing falsely
low temperature indications. I appreciated your personal test flight
of the airplane after the conversion. Your recommended adjustments to the the number #4 and #5 GAMIjectors cut the EGT spread in HALF!!!
I also enjoyed spending time with Mack, Brian, and Davy. Davy had my laptop connected to the Internet via your network at T1 speed in no time, allowing me to stay in touch with business during my stay. Mack was kind enough to join the oil leak detection team and answer additional test cell questions. I would love to have stayed for the advanced engine management seminar over the weekend, but family and work commitments prevented me from doing so.
Now for the numbers......
N9BN: BE36 with three bladed prop, Osborne tip tanks and deicing boots.
Altitude: 19,000
Temp: -8 C
GW: 3250
MP: 28.8" (I have already adjusted the new pressure controller to provide 30" at WOT)
RPM: 2500
16.0 GPH 200 KTAS
CHT's
1: 302
2: 355
3: 338
4: 358
5: 301
6: 352
EGT's 1420-1470
TIT: 1580
The Whirlwind II's performance is nothing short of amazing: 200 KTAS at FL190 and 16.0 gph in a 3 bladed A36 with tip tanks and boots producing a 1200 nm range and 6 hour endurance with one hour cruise fuel reserve.
The hottest CHT's are 20 degrees below the recommended 380 degree limit. My biggest problem now is keeping the cabin warm enough speeding through the chilly rarefied air. Next on the upgrade list is a more
efficient heater muff. Such problems.
The people, products and service at GAMI and TA Turbo are second to none. What a pleasure to personally enjoy the fruits of your commitment to the advancement of general aviation backed by science and implemented with integrity. Please put me at the top of your ever growing list of completely satisfied customers and refer anyone to me (cfelton@infinityhealthcare.com , 414.350.8090) who may be interested in learning more about my experiences with GAMI and TA Turbo.
With warm regard and sincere appreciation,
Chris Felton
N9BN"
">>I'd get the alt air door checked out before you get a permanent crease in the
pilot's seat cushion.
Door checks out - the magnet is firm but responsive. The turbo system
checks out . . . holds 30" into the low 20,000's. BTW, would you believe
I've gone beyond TBO with this mill. Only one jug was ever off to free up
a bit of carbon from a valve seat. Still burning only 2qts between 50hr
oil changes; compressions all low 70s/high 60's; and Fenton says all oil
analyses are normal. Must be those LOP climbs!
Bob"
"Dear George, Tim and David.
The louvers you sent fit perfectly. George, I have returned your loaners via
US Priority Mail, so you should receive them in a couple of days.
My Bonanza with your Turobnormalizer runs great. I have put about 15 or 18
hours on it since leaving Ada two weeks ago. I flew it back from Gainsville,
TX to Fallbrook, CA (near San Diego) nonstop at 16,500 Feet and got 191 TAS
Knots using 15.1 GPH. All the CHT temps were well below 380 F (366 highest)
with the TIT showing 1550 F. I have been flying it in the 15,000 to 18,000
Ft. range on my trips and everything performs as advertised.
George, I sure enjoyed our time together and thanks for your advice during
our test and orientation flights. Although I had been flying on the lean
side of peak before we turbocharged it, I learned a lot during our
discussions and orientation. You do a fine job describing not only the "how",
but also the "whys" of the system.
If you have a prospective customer on the West coast, I will be happy to
provide a kind word and a demo if you need one.
Thanks again and will you please pass my thanks to David and his crew for
their good work and attention to detail.
Regards,
Jack Byrd"
"Tim,
I had scheduled an annual for my Bonanza 238D at the end of July, but I'm not
going to be able to get out there to have it done. I'll just have to do it
here, sorry. Very pleased with the mod. getting a consistant 200 knts at
FL180 burning 16.5 GPH. Cooling in climb is much improved, no problem
staying under 385. Let me know when the S/B alt. will be availiable.
Bob"
"Tim,
Thanks for all the help in getting everything to/from OK City.
I will be sending you an Invoice for a new paint job. I am sure at
the speeds I am flying that the paint will peel off the plane.
WOW! 194 knots with a slight headwind at 12,500.
30in & 2500RPM, 16.5GPH (245HP/82%)
VERY EASY TO KEEP CHT'S COOL (#4 377)
PEAK TIT ABOUT 1660, CRUISE TIT ABOUT 1575
AMAZING CLIMBOUT
SIGN ME UP FOR THE WHIRLWIND III.
THANKS AGAIN,
Mark Seaman
For more information, please contact:
Tim Roehl
or
Chris Vandeveer
Toll-Free: (877)359-8284
Phone: (580)332-3510
Fax: (580)332-4577