As of June 2017 the engines were at 840 SMOH per JGG's for sale ad:
viewtopic.php?f=51&t=139664&hilit=Jg

So 1300 hours flown in 2.5 years is certainly possible, but unlikely.

Looks like someone swapped engines. I'll take back it being a good deal, now.

For reference, I paid $120K for overhaul of both of my IO-540-S1A5's when all was said and done, and that was from a mid tier shop, not gold plating it. My quotes came in at $26900/engine, but by the time you've done NDT on engine mounts, new mounts, new harnesses, new sparks, new hoses, overhauled wastegates and turbos, pumps, labour etc, you're looking at $60K/side.

If that engine time is right this is a smoking deal for someone. Makes more sense about the case bolts in that situation.

LyCon will warranty fix the engine in all likelihood.

Hope someone here gets it.

That aircraft had been geared-up before, and as I recall there was a significant (about 1,000#) discrepancy in the weight and balance. I looked at that one before buying ours.

Those are almost full, new retail prices. Unless you are one of the few people that can sell used equipment for more than new, you will be lucky to get anywhere near $32.5k for those..

I hope someone rebuilds it. I hate to see a good Aerostar be scrapped...

I think you haven't been paying attention to eBay prices lately. I have.

A GTN650 is typically $7,500 on the secondary market when included with a rack and connectors.

The last GTX-345 I saw go was close to $4,500. ADS-B is coming and those are slide-in and done replacements. Prices will go down Mar-April or so next year but for now pretty pricey.

A Class 3 Aspen Pro 1000 with SynVis typically $6,000-6,500. Another $2,500-3,000 for the 2nd display, a little more if you don't hack the harness and RSM getting it out. It's not just a generic Aspen, Class 3 are harder to find.

Might be +/- $1.000 but I watch avionics pretty closely for certain things, pretty sure I'm pretty close to market values.

Either way $40-50k and you'd be in this in a very nice way. It'll be interesting to see what LyCon does with the engine warranty for a transferred owner when their rebuild caused the issue.

If someone searches on here, finds this from a recent Ly-Con rebuild, and finds they didn't honor their warranty, even with a new owner, it'll hurt business.

How about the six puck brakes, props, wing extensions alone are 25G’s installed. How about a main gear door. I believe those alone are around 9G a piece from the factory. Flaps, ailerons, rudder, complete tale section, wings, mains and nose gear. All kinds of goodies on that plane.

http://www.aerostarworld.com/index.php/ ... t&type=raw

This is a listing from when it was for sale back when I looked at it in 2012. That should give a reasonable idea what was installed on it at that point in time.

I'm still curious why one wouldn't simply shut down and feather the vibrating engine, and proceed to a suitable airport, though if it was being operated anywhere near the useful load published in the POH that I saw, I can understand why an unimproved surface was chosen.

Rumor has it the engine would not feather. That would not be good.

Aren't the engines at 892.1 since overhaul?

Engines were installed at 2088.1 and the hours are now 2980.2.

That does seem unlikely given how the system works, although, given that the prop was also shipped off for inspection (Insurance wanting to verify what happened), that may be what the pilot said happened.

Accidentally shutting it down before feathering it? That would make more sense in that scenario of not being able to feather the prop. I'd be curious what the prop shop and engine shop would say about it. They're both listed, probably an easy phone call for someone wanting to bid on it.

It would help if the times were verifiable with basic math. Whoever is writing these ads is not doing a great job of it, unless they want it to bring less than it possibly could otherwise...?



That link is a good one, just about every Machen mod that exists it would seem, plus recently upgraded avionics. Someone had a LOT of money in that Aerostar. If it were FIKI and I hadn't already bought Laz, I'd be bidding on it.

That does seem unlikely given how the system works, although, given that the prop was also shipped off for inspection (Insurance wanting to verify what happened), that may be what the pilot said happened.

Accidentally shutting it down before feathering it? That would make more sense in that scenario of not being able to feather the prop. I'd be curious what the prop shop and engine shop would say about it. They're both listed, probably an easy phone call for someone wanting to bid on it.

It would help if the times were verifiable with basic math. Whoever is writing these ads is not doing a great job of it, unless they want it to bring less than it possibly could otherwise...


That link is a good one, just about every Machen mod that exists it would seem, plus recently upgraded avionics. Someone had a LOT of money in that Aerostar. If it were FIKI and I hadn't already bought Laz, I'd be bidding on it.

Teamwork might be why I am alive today!

Today I woke up in my own bed thanks to several people giving me a helping hand during an engine loss in the mountains. Yesterday myself and my trusty sidekick Zoey (Siberian Husky) were making our way home from Iowa to Lake Tahoe after visiting EBACE for AirplaneManager.com in our Aerostar 601P. It is a low time aircraft and has had more extra maintenance than most ever get. 20 hrs out of extensive annual inspection even.

We spent the day steering clear of thunderstorms and enjoying the view. However, near the end of the flight bam! The right engine starting shaking! I had no indications of anything abnormal on my gauges. I lost my alternator first and I cycled through anything I could to see what might be wrong. It got worse quickly. I was in high terrain and now only making power on the left. I used my avionics to scan airports. I reached out to Salt Lake Center for help and got it! A fellow Citation pilot came on the air to give assistance! I had a copilot now and had no time to spare! The right engine was smoking. Fire was now my concern as was weather and mountains. Salt Lake Center gave headings, weather, and options. The citation pilot gave airport information and all other traffic gave way on the radio. The nearest paved airport was 80 miles away at this point and there was weather at that airport. The citation pilot gave me a full briefing on the dirt airport option in front of me and I decided it was best to put this plane down quickly. Salt lake center called for fire department response and the Citation pilot relayed my requests as radios were broken. I shut down the smoking engine and started my final to land. I was never alone thanks to Salt Lake Center and this helpful citation pilot who clearly is a professional pilot! I landed safely and considering the situation I landed well without any damage to the aircraft other than the engine. The engine had broken its case, lost its oil, and cylinders were loose. I am alive though today and thanks to the help of those mentioned. A little help goes a long way because I was able to focus on flying the airplane and preventing a stall. Thank you to Salt Lake Center for stepping up and thank you to the Citation pilot who took it upon himself to help a fellow pilot and his dog live to fly another day!