viewtopic.php?f=3&t=89249&hilit=EVS

Bottom Line:

EVS is great at night, on the ground for confirmation the way is clear and in the air for seeing clouds (bumps and ice) that radar can't see.
If you are operating around terrain you'll see it better (IMO) than synthetic vision.


It can see through clouds and fog better than I can, but it isn't a magic bullet, on a precision approach I can see the lights in time to get in if the weather is at or above minimums. The FAA doesn't give me credit for my EVS. Would it help in a jam, yes it would!
If you frequent small unattended airports at night, EVS is very handy, in a SE plane EVS would give a pilot a fighting chance in the event of a night engine failure.

If you are a day VFR guy, EVS is cool but probably not worth the money.

I flew your plane but it was day VFR so I didn't look at it too much. I'm wondering- is it sufficient to allow you to see animals that are loitering on the runway you're about to land on? That really would make it worth the money. Some of these airports are like a scene from NatGeo at night. I like to buzz the runway first, but down to minimums that's just not practical; the critters could come back while you're on the missed.

I've never seen a deer on it, but it really shows a person.
Their body heat just lights up on the infrared.

viewtopic.php?f=3&t=89249&hilit=EVS

Bottom Line:

EVS is great at night, on the ground for confirmation the way is clear and in the air for seeing clouds (bumps and ice) that radar can't see.
If you are operating around terrain you'll see it better (IMO) than synthetic vision.


It can see through clouds and fog better than I can, but it isn't a magic bullet, on a precision approach I can see the lights in time to get in if the weather is at or above minimums. The FAA doesn't give me credit for my EVS. Would it help in a jam, yes it would!
If you frequent small unattended airports at night, EVS is very handy, in a SE plane EVS would give a pilot a fighting chance in the event of a night engine failure.

If you are a day VFR guy, EVS is cool but probably not worth the money.

Mark,
Not sure where you are based, but if you can get to my part of the world, I'll be happy to give you a demonstration.

Forrest

But is buying the Aerostar cause or effect?

Mike C.

The drivers do not fit very well in the baggage space.
I have put three travel (one men's, and two shorter ladies) sets in the baggage space with the drivers removed.

Oh, I still had the aux tank installed.

Tim

I used to run LOP, depending on OAT and altitude I would run between 23 and 25 MAP and 2100 RPM. The fuel flow was between 12.5 and 14 per side.
Pretty consistent 180-190 KTAS.

Tim

You guys are hilarious! Yep, I am happy with my 601P. Options for upgrades are there anytime. I particularly like the idea of EPS diesels in mine. Fast, efficient and can burn farm diesel if necessary (with Prist).


I did do a couple of ROP barn burner runs, one of which was the Airventure Cup last year. Michell SD to Wausau WI at 248.5 kts (367 nm) including climb to FL190 and back down. Speed when you want, efficiency otherwise, goes for the AEST entire line.

Pretty much busted there, too.

John, Craig, Forrest,

I was just reading the thread from the start; I saw some comments about always landing with flaps. If you have not done it, find a long runway and takeoff and land with no flaps.
It is kind of eye opening and also fun (very nose high perspective to compared to the normal flat view)

The reason this skill is required is the emergency gear deployment takes away the hydraulic pressure. The Aerostar uses hydraulic pressure to lower the flaps and hold them down...

Tim

Pretty good EVS video:

http://youtu.be/hlblK6A8pEU

Pretty good EVS video:

http://youtu.be/hlblK6A8pEU

Adam,

Here is a quote from a Super700 Aerostar owner asking about when to overhaul. Just a data point.

"One of my engines (TIO 540 U2A) installed in 1997 after Lycoming overhaul now has TSMOH of 1998 and total time of 3789 hrs. Two cylinders were replaced since, #2 (now 326hrs.)and #4 cylinders (now 508hrs). Oil consumption stable at one quart/3hrs for past 500hrs. Good compressions and runs great. One turbo has 1470hrs and the other 558hrs. No issues on oil analysis yet. Questions for opinion among the membership..."

You want to know when you really appreciate the speed of an Aerostar?

Yesterday, Karen and I flew back from DC into 50 knot headwinds ; that was not forecast .

I just pushed up from my normally very modest power settings and still made it in 4 hours and 4 minutes with over an hour reserve.

Got home to rain and minimums . The A* slid down the LPV slope like on rails MAN I LOVE THAT.

After all these years, breaking out of crud looking straight down the runway and into white over red VASI's still melts my butter.

Jgreen

No explanation needed