potentially you can 3d print Inconel and make waste gates. they 3d print turbineplades for jets.

however from my experience they will be much more expensive than cast ones if done in some small volume.

Not without engineering substantiation. Depending on the part and the criticality of that part it can be a minor or a major change. If it's a major, that's a full blown FAA cert project.

But, keep in mind, Aerostars have AAC ( https://aerostaraircraft.com/) providing support.

Other cabin class piston twins don’t have the same level of parts and engineering support.

This is the understatement of the year! John Jurkovich in parts and Jim Christy were awesome for support when I owned mine. I remember several times trying to find a part, or other info and John would go pull the original plans out of the vault and give me the answer all while on the phone with him.[/quote]

Yes, John is definitely the man. Unmatched knowledge and an unbelievable resource.
He always has time to talk to you and has a memory like a steel trap.

Frank

Unfortunately, I have not seen nor heard of anyone to carry on after they retire ...

I've been searching for a naturally aspirated Aerostar with deice boots for ever a year, but they seem to be nonexistent. I've seen 1, and it had over 11k hours on it.

I've found a number of 600's for sale without boots, and at very reasonable prices. So this gets me thinking, is it feasible to add to boots? I'm an A&P and don't mind projects, but I'm trying to wrap my head around how big of a project this would be. Obviously I would need the boots themselves, which are readily available commercially. I'm assuming the rest I would need to strip out of a donor airplane so I would need find someone parting one that would be willing to send me every little bit and piece. Typing this out it doesn't sound like such a good idea anymore.... Anyway, if someone here has done it I wouldn't mind hearing from you.

And let's not get into the pro/cons of boots, and the never ending light planes in ice debates. I've done my own research and made a decision that works for me as to how I want my plane equipped.

I’m going down the road the previous poster said he didn’t care to hear.
Well I’ll do it eventually.

1. Boots are helpful but there is no substitute for hot props if you are going to tangle with the ice fairy.

Here’s the deal:

The first question is known ice or just ice protection

Known ice is boots (including the portion of the wing inside the engine cowl), alternate air (for engines) hot props and windshield heat (or alcohol) I don’t know whether 600s even ever had known ice certification.
If they do it’s going to be a Piper (think 1978 or later) deal.
Planes with ice protection are going to have hot props, and boots (but not inner wing) and either alcohol or a hot plate for the windshield, and (I hope) ice screens for the engines.

If the goal is to have a fighting chance to get out of ice (be advised: if you encounter ice, getting out of the ice should be a high priority item), you want hot props and screens as a minimum and boots.

Here’s the deal:

IF you are serious about playing in ice, and you want the best chance for a good outcome.
(Seriously what are you thinking?)

You want a 602 or a factory 700.

Or

This 601B
https://www.trade-a-plane.com/search?ma ... e=aircraft
It was known ice, but boots were removed at some point in the past.

I did “known ice” on my 600 several years ago. All required parts except the boots themselves I acquired from Aerostar Corporation, or, I should say Juliet Delta did. All in at the time it cost me around $80,000.00. I don’t buy used parts for anything I don’t have to. Especially things concerning life and death.

Not sure if there is an STC, but I have seen a few Aerostars that had the turbos removed to make them normally aspirated. Probably a whole lot easier than attempting to install boots.

Not sure if there is an STC, but I have seen a few Aerostars that had the turbos removed to make them normally aspirated. Probably a whole lot easier than attempting to install boots.

I’ve spotted this one on FlightAware; that dude flies a lot! Lots of late night runs in/out of ATL; looks like he’s doing late night hot-shot parts runs for Delta.

The known ice 600s I maintained definitely had inboard wing boots and hot plates. Never saw any Aerostar with alcohol w/s.

He is a professional pilot for a major airline . He also has a 135 cert and uses his Aerostar on that cert and flys on his days off. He certainly does cover some serious miles .
As for the alcohol windshield on an Aerostar, it’s pretty common I think. I have alcohol on three of the Aerostars that I currently own and a hot plate on the fourth one.

Thanks, Frank

There were plenty with alcohol windshields. They did them at least up to the early 1980's - I have a 1981 602P with an alcy windshield that I believe is grandfathered known-ice.

I don't think you can make one known ice with the alcy added to the plane at this point.

There were plenty with alcohol windshields. They did them at least up to the early 1980's - I have a 1981 602P with an alcy windshield that I believe is grandfathered known-ice.

I don't think you can make one known ice with the alcy added to the plane at this point.

I don't care if the plane is legally FIKI as I'm not intending to launch into known icing. However if I do get into it I want a fighting chance. 20% of the world's freshwater is located less than 50 miles from my house. If you want to fly IFR more than a few months out of the year you need to have a plan for ice.

I thought about buying a non pressurized 601 as well but those are almost as rare as 600's with boots. And I don't need the turbos in the flat midwest I fly in. Buying a 601 and removing the turbos somehow feels sacrilegious to me.