Very nice.

On market or off market? How did you find it?

At fl 230 I saw a Max of 340 gs/320+ avg on this flight the other week. About 195 true at 12 gph per side lop. Or 225 true at 18gph rop. SS700.

https://flightaware.com/live/flight/N80 ... /KSPB/KSMX

I miss that capability....

Tim

Mine burns a ton of fuel but it is still a lot of fun to fly. Came back this week from Midland, Texas to Houston, Texas and made well over 300kts over the ground with a 55 knot tail wind at 65% power.

What sort of fuel burns were you seeing for those speeds?

Most 700 Aerostars burn 23-24 gph per side at about 65% power (32” – 2200 rpm) and 1550 max TIT. Trying to run a 700 LOP will result in TIT’s over 1650 because of the low compression engines. Full power take off is 42”.

I think those are primarily U2A fuel burns. S1A5's I think are around 16-18 gal. per side at 65%. Then again, you have the short comings of the S1A5's as opposed to the U2A's. There's always a trade off.

It depends on altitudes and/or power settings. My 700SS with U2A's runs just fine at 75% LOP below about 10,000', or below about 60% power up to FL200. Beyond those two (straight line) restrictions, it won't operate LOP and remain below the recommended (to me) 1550 TIT's.

75% power at FL200 will put you right at 1650 TIT on mine..

Jason

I think it has more to do with the pistons than the specific engine. You either have low compression (601/2P-Superstar, Super 700, 700P etc.) or you have high compression pistons (stock 601-P, 602-P). Then there is the additional factor of intercooling or not which makes a pretty large performance difference. The S1A5 can be had either way. I think all U2A's in Aerostars are low compression but I might be mistaken. Low compression planes don't do LOP very well, high compression planes do it quite well with the appropriate injectors and engine monitoring. When I had my 601-P-700 Superstar, GAMI told me not to bother with their injectors because my plane would not reliably do LOP ops. As to the TIT, I'm not sure it's appropriate to make a hard & fast rule that 1550 is the operational recommendation. My TIT was rather different from one engine to the other and from one exhaust stack to the other. It also changed during my ownership period depending on the JPI probe and other little changes with the engine. 1625 in one plane may be richer than 1580 in another plane. Best to do an actual lean find at top of climb. Also remember that the 1650 peak was created with a conservative margin and before Inconel.

The stock 602P's also have low compression pistons. It's the primary differentiator between the 601P and 602P.

True. I had forgotten about that. Guess I was thinking 601-B but wrote 602-P.

It depends on altitudes and/or power settings. My 700SS with U2A's runs just fine at 75% LOP below about 10,000', or below about 60% power up to FL200. Beyond those two (straight line) restrictions, it won't operate LOP and remain below the recommended (to me) 1550 TIT's.

75% power at FL200 will put you right at 1650 TIT on mine..

Jason

Turbos have to work harder, which means higher temps.

On the 700's you can get a mod that changes cabin diff to 5.5psi and FL280, so the turbos have enough to provide that.

Interesting, I could never keep the TIT below 1600ish when LOP above 50% power. As a result, I recall running LOP around 45% most of the time.
If I ever buy another Aerostar, I may have to see what I can do to run that power up higher and keep the TIT low enough...

Tim