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 powered Cirrus SR22 will climb from sea level to 12000' faster then any other Cirrus, over a minute faster then a turbo.

As noted in the Diamond forums, the supercharged DA 40 can pick up 25 knots in the mid teens.

Product specifics including price can be found on our Cessna Products, Cirrus Products and Diamond 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.

We currently install and support superchargers for Continental O-470L, R, S, and U and PPonk, IO-550N. and the Lycoming IO-360. We have done some injected Continentals with data approvals and some 6 cylinder Lycomings on homebuilt aircraft.

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.

Our superchargers are self lubricating and are not connected to the engine oil in any way.

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. However, some engine builders will look for an easy way out of a warranty.