I'm 6'2", and don't notice any significant headroom issues in the Aerostar. I was renting an A36 before, and it seemed to have less headroom in it. The Aerostar's eyebrow windows are good for another inch or so of headroom. I don't have the "lazy-boy" seat cushions in mine - they're probably 2 1/2"-3" thick.

One thing I don't like about the Aerostar is the pilot's seat does not recline - something about keeping the pilot out of the prop arc in the event of a blade separation. Fortunately, I get everywhere fast enough this issue can be overlooked.

Once you get access to the A.O.A. board, post an introduction. I suspect there will be a member in your area who would be willing to show you their airplane.

I'm 6'5" and didn't fit in the Aerostar I sat in. I have never been in an A36 but own a Deb. I don't fit in the Deb all that well either. I do think you could have a seat cut down for an Aerostar but don't ask for the 8710.

If it makes you guys feel any better I have yet to sit in any pilot seat that I think would accommodate a 6'6" man comfortably. I'm 6' and it's always a squeeze.

hmmmm.....

Stan,

It was a similar statement many thousands of years ago that caused to be minted, the idiom, "That's a case of the pot calling the kettle black."

Being a friend of both of you, I can get away with that.

Jgreen

Patrick,

I sold my Mooney Bravo last spring to go back to a twin. The A* was not originally very high on my list. However, the demo ride blew me away. I would have never gotten that far without both Glenn and Tim encouraging me to "look closer".

I did a pretty detailed analysis of what I "thought" maintenance would be. I'm pretty fastidious about those things and replace wearable items at what I figure is about 75% of MTBF. I bought a 601P with intercoolers (that's a big deal on 601P's) and my estimate for maintenance (after getting the initial previously deferred items out of the way) is about $17,000/year for 100-150 hours of use. It should be noted that an A* has a recommended 50 hour inspection that will cost about $1,200-1,700 if nothing is wrong.

That is probably high, but then again, considering four turbos, pressurization, A/C, etc., etc., maybe not. I spent $10,000 on maintenance items within the first four weeks of owning the airplane which included a thorough inspection by my mechanic overseen by Ken Bacon. We have targeted about $5,000 more to be done at the next annual.

The AOA site is extremely valuable and Ken Bacon a "national" treasure. You can't believe how helpful he will be and free with his time; not for the on site inspections though.

What I got in return for my decision is a pressurized, air conditioned airplane that will cruise 200 knots on 26 gph in the mid teens or 240 @ 36 gph should I get in a big hurry. That being said, it is not for every pilot. It requires training and continued currency.

Unfortunately, you won't see me around the AOA site as they threw me off for asking some unwanted questions and making some unneeded suggestions. They let me back on, but I think I'll hang out around here and try to keep my mouth shut.

Just for the record, I've been thrown out of better places than AOA so it's no big deal. I can be a real pain in the *** when you get to know me.

If you would like to "chat" about my buying experience and learning curve, just PM me for my phone #

Jgreen

For this topic, height isn't everything...some people have long legs and a short torso others the reverse. Ass-to-Height ratio also needs to be taken into consideration.

Glenn

And I "blame" Stan (Thanks Stan!) so by inference you can blame him too.

Glenn

And I "blame" Stan (Thanks Stan!) so by inference you can blame him too.

Glenn

So....were you able to figure out how to run LOP?

Rick,

No; at least not yet. While in the avionics shop, I had a full engine monitor installed. I have only flown the airplane four times since picking it up, but with what little "playing" I've done so far, the airplane would need gamis for LOP.

The way I fly the airplane may make it a moot point. I generally fly at about 55% power, which gives me 190 to 200 knots depending on altitude and 26 gph. At that, I'm at peak EGT, but with those power settings, it is no issue. My CHT's are about 325.

I will probably install gamis anyway as I did on the Bravo in which I didn't bother with LOP either. Though, with the Bravo, LOP simply did nothing except slow me to a crawl with no gain in MPG. I'm sure that with gamis, I'll have to try it just to see what happens.

Jgreen

Which engines are in your airplane ?

PS. My name is on a number of the drawings for the pressurization system and other components - - from the summers I worked for Ted Smith (1967-1968-1969).

George,

I am fairly positive John has the 601P high compression engines with the Machen intercooler.

Tim

Correct.

Jgreen

Good. With a good set of well set up fuel injectors - - those engines will run pretty well LOP. The TIT is NOT a problem with the high compression engines.