For cruise we expect to see an increase of 10-15 KIAS over what your airframe did prior to the supercharger installation. Owners report 8-21, depending on the conditions. The full potential of the supercharger should be realized from 12000' to mid teens. For example, our test Cirrus was fastest at 8000' in a cruise setting prior to the supercharger. After the FAT system was installed we saw the full 15+ knot increase at 12,000'. In addition to increased cruise speeds expect to see an increase in climb over what your airframe was capable of prior to the supercharger being installed. A supercharged Cessna 182 will climb approximately 500 FPM faster at all altitudes above 5000'. A FAT power Cirrus SR22 will climb from sea level to 12000' faster then any other Cirrus, over a minute faster then a turbo.
Product specifics including price can be found on our Cessna Products and Cirrus Products pages. If you have a home built or experimental aircraft you can get details on our Homebuilt Products page. Homebuilt prices vary depending on exactly what you are looking for. Installation is extra at our facility or at your FBO. Please contact us for quotes on partial kits and field approvals.
At Forced Aeromotive Technologies we are always looking to expand our product line. As the expense of certification is substantial, some airframes are cost prohibitive. However, we are currently pursuing a number of aircraft for certification. We also have a number of field certifications available. Please contact us for up to date status on our current projects. Who knows? Your plane might be next!
Current Projects (both active and exploratory):
IO-550-N powered Cessna 206/210, Mooney Ovation, Lancair Legacy, Diamond DA-40
We currently install and support superchargers for Continental O-470L, R, S, and U and PPonk, and the IO-550N. We are operating a Lycoming IO-360 on a Diamond DA-40 for the purpose of establishing the potential market for this system. We are happy to help home builders with custom applications.
Our supercharger systems range from 30-40 pounds. 28 pounds of that is between the baffle and the firewall as far back as we could fit it under the cowl to minimize the forward CG shift. The result is a minimal CG change. For the Diamond DA-40 and Lycoming 360 powered homebuilts the system weights approximately 17.5 pounds.
Quite simply, superchargers use a belt, gears or both to turn the compressor in much the same manner as a belt or gears turn an alternator. Turbochargers direct exhaust gasses over a turbine which powers the compressor via a shaft that connects the two.
Our supercharger systems have many benefits over traditional turbocharger systems. The obvious benefit is they are much lighter and less expensive than most of the turbo systems on the market. Mechanically, superchargers are very simple and robust. They are a bolt on kit, typically taking 40 hours or less to install and require no modification to the cowling (except the DA-40) or exhaust. Superchargers are also very cool running. During a full power run the case of the supercharger is cool enough to grab in an un-gloved hand! The cool operating temperature of our systems means many of the maintenance issues often associated with turbocharging are not an issue, providing a lower cost of ownership when compared to turbo systems.
Engine manufacturers have told us that if a warranty issue could be attributed to the presence of the supercharger, it will be, and therefor not covered under warranty. If the issue is unrelated to the presence of the supercharger that work will still be honored.
Making more power will likely never reduce maintenance costs. With that in mind our systems themselves are designed to be as maintenance free as possible, and have minimal impact on the life of the engine itself. To this point we offer a 6 year/1800 hour warranty on our parts. We expect them to be that trouble free. In addition, in our six+ years of producing these systems we have never had a customer report a cylinder replacement. We have also never rebuilt a supercharger unless it has ingested some foreign object.
Recurring maintenance costs were also a consideration of ours when designing our systems. There are more parts to be inspected during annual so naturally there will be a cost associated with that, but it is a far easier inspection than those associated with a turbo system and the relative time and cost should reflect that simplicity. Our duct work is also designed to be easily removed to provide access to other parts like the spark plugs.