George Braly,

I just listened to a fellow describe putting a 550P in a P210 and then adding turbo normalization to it.

Would it be feasible to offer a to TN the 520 that is in a T210 or a P210? Hell, why not offer to TN a the T310 or the 320 Cessna?

Granted it would probably require you to increase the floor space you have for performing the work you currently provide.

Just a thought, because your group has so much experience with the TN process, it makes sense to offer that on other air frames. I know you have tried it with the Baron, but I have not heard anything for over a year.

Not that I intend to purchase a T210, but my brother spent over 60K having his T210's motor changed out. It still runs hotter than I would like. His T210 burns 2 GPH more than my Bonanza at the same TAS and the same altitude. I would think that your firm could improve on that.


Tom

Does your Bo have a turbo?

Western Skyways has been working on certifying a TN210.

See https://m.youtube.com/watch?v=9DiRf_Fgr_U&feature=youtu.be

http://www.westernskyways.com/turbonormalized_cessna.asp

210N IO520 Turbo Normalized by Western Skyways

120-125 KIAS ROC 900-1100 FPM 7000- 180000 CHT 350-390

11,500~ 185-192 ktas

14,000~ 196-201 ktas

17,000~ 197-203 ktas
________________________________________________________
210N IO550 Turbo Normalized by Western Skyways
3700 lbs. OAT 85 Base Elevation 5782

120-125 kias ROC 1100-1400 FPM 7000-18000 msl CHT in
climb 350-390

Cruise at 11,500-12000~ feet 196-203 ktas

Cruise at 14000~ 200-210 ktas

Cruise at 17500~ 203-212 ktas


Another block of numbers;
C210N with turbo normalized IO550F

Density Altitude 7,200.
Climb from 5780 base elevation.
Full gross weight. 1000 fpm rate of climb

Altitude 11,500-12,000 feet Cruise
196-198 KTAS 2450 RPM 16gph LOP
207-209 KTAS 2420 ROM 22gph ROP

Altitude 14000 FT Cruise
198-202 KTAS 2430 RPM 16-16.5 gph LOP
206-210 KTAS 2430 RPM 21~ gph ROP

Altitude 17,500-17,800 Cruise
207-211 KTAS 2410 RPM 14.8-15.4 gph LOP
209-218 KTAS 2410 RPM 21~ gph ROP

--------------------

I have some vague recollection ten years ago in Ada that george basically said if there was demand he'd build it. I don't think the 210 (or 310) market really made the business case.

Plus there's PRISM, and the 100LL replacement, and the TN Cirrus, and the TN Baron that george has on his plate.

Vitatoe has done it with a 550:

Vitatoe Aviation hangs an easy-breathing, cool-running, turbonormalized IO-550 on a P210, giving it a strong rate of climb and turbine speed at altitude.

http://www.avweb.com/news/features/Turb ... 019-1.html

Yes, I remember my brothers, one older and one younger; all three of us trying our best to shake Dad down for upping the performance of our go-cart engine. It was a big thing back in late 70's and early 80's. We knew all sorts of tricks, and Dad did too.
I remember very vividly Dad saying "one %#$@ at a time"

Erwin,

My Bonanza is a 1959 model. It has the IO550B installed.

I used to have a 520 in it and tried to get it turbonormalized. Not possible because of a number of reasons: For example. I have the straight engine mounts on my Bonanza, not the canted mounts installed on the S and newer Bonanza.

So, when I found a good 550B, I installed it. That gave me better ROC, and better high altitude performance without the problems associated with a turbo.

I know there is one 1960 M model Bonanza with a TN installed. Its N number is N1CE.

Tom

Western Skyways has just added some 46 airframes to the Turbo Normalized family. (complete line of 206, 207 and 210 with either the 520 or 550 engines). This took roughly 7 years to complete, and truckloads of money for R&D.

Prior to STC issuance, 13 jobs were pre-ordered and paid for. There are 80 some as of now on our watch list for calendar slots.

This is on top of the Western Skyways Turbo Normalizing STC for the Bonanza.
This is also on top of over 300 engines built this year alone, with a total of 1100 work orders from all streams (component overhaul, engine installation, etc).

And for the 206 enthusiast;

just test flew a U206 with our Turbo normalized IO550F engine.
In the climb (Gross weight less 200 lbs):
1) 85-90 kias I saw a ROC up to 2,000 fpm with CHT's under 380 2500/32"
2) 100 kias 1383 (time to altitude) from 5780 to 16,500 temps 365 2500/32"

In cruise;
16,500 2400/32 22gph 170-175 ktas (CHT's 340-380)
16,500 2400/32 14.5-15.2 160-165ktas (CHT's 320-350)

12,000 2400/32 22gph 163-168 ktas(CHT's 340-380)
12,000 2400/32 14.2-15.4 gph 158-162 ktas (CHT 320-360)

I have seen one of those. I would not spend my money on going that direction.

I have seen one of those. I would not spend my money on going that direction.

Based on the install I saw, I would not write a $117k check. And that's just my opinion.



Everything you read in aviation magazines is sponsored content.

Well...in a word, no.

That is a completely false accusation, and in any event, that's not where I read about the conversion. I've heard about it from P210 owners who are quite impressed with the conversion and the company.

These are the guys who actually wrote the check, not just someone who looked under the hood.

Robert

Well...in a word, no.

That is a completely false accusation, and in any event, that's not where I read about the conversion. I've heard about it from P210 owners who are quite impressed with the conversion and the company.

These are the guys who actually wrote the check, not just someone who looked under the hood.

Robert

Do they have an article on it?