Good morning BT,







I have read through this thread. Very good information.

I do have a several questions.



1. I have noticed that some say the S1A5MM engines are more efficient than the U2A engines for the same horse power. Why is this true?

2. The U2A engines also have a +300 lb increase in MGTOW, but similar HP S1A5MM engine aircraft do not. Why is that?

3. If the S1A5MM engines are in fact more fuel efficient than the U2A engines, do they have a speed advantage. Is one faster than the other.

4. Are the S1A5MM engines any less reliable. Will they go to TBO.



Thanks for everyones input. This thread has been very informative.

I have read through this thread. Very good information.

I do have a several questions.



1. I have noticed that some say the S1A5MM engines are more efficient than the U2A engines for the same horse power. Why is this true?

2. The U2A engines also have a +300 lb increase in MGTOW, but similar HP S1A5MM engine aircraft do not. Why is that?

3. If the S1A5MM engines are in fact more fuel efficient than the U2A engines, do they have a speed advantage. Is one faster than the other.

4. Are the S1A5MM engines any less reliable. Will they go to TBO.



Thanks for everyones input. This thread has been very informative.

From what I recall, the S1A5MM is modified to the same low compression as the U2A engine. 7.5 ratio While the S1A5 retains the higher 8.3 or 8.5 (I forget which) ratio. At any specific fuel flow, the the higher compression will be slightly more efficient.

Where the real difference comes into play is when you run high power cruise. From about Up to about 65% (or 75% I forget which) on the 290HP engines you can run LOP, while on the more powerful 350 low compression motors you cap out around 55% power when want to run LOP. The result, is that there is a band for high speed cruise where the lower HP high compression engines really do shine. The result is at the flight levels the 290HP can run up to ~125 KIAS LOP, while make LOP for the 350 is ~120 KIAS. However the 350 can then run ROP and push ~160+ KIAS.

It has been roughly two years since I sold my Aerostar 700, so we need someone to confirm the memory numbers

I personally preferred the greater power, speed and flexibility to run really fast ROP or pull the power back and go crazy distances with LOP.

Tim

Hello again,

Thank you Forrest Ward and Timothy Spear for your prompt responses.

I have had the thought of upgrading to a pressurized twin for some time.

It may happen in the near future.

It would primarily satisfy my desire to fly to the San Blas, Puerto Vallarta area from San Diego area non stop (950-1000nm). So range would be a factor too. The speed is also a big bonus.

The current prices of these aircraft are quite enticing.



Thanks for the input. Keep them coming.

I'm going to be in San Diego (KSEE) around December 11-19 or so.

If you are going to be in the area on the afternoon of the 11th, let me know, I'll shoot you a PM with my ETA, if you are there I'll be happy to give you a quick ride.

Good morning BT,







Hello Forrest Ward.

Thank you for the invitation. If I am in San Diego at that time I will certainly take you up on the offer. I would love to get in an Aerostar and check it out. It is in fact one of the aircraft I have never been in.

I live right up the hill from KSEE, at Mt. Helix. So it would be very convenient for me. I am scheduled to go to Mexico that weekend, so we will just play it be ear.

We will stay in touch.

Thanks again for the invite. I very much appreciate the offer.

I have a 1980 601P that will be moving to the San Diego area in early December, it will then get new Avionics, it should be ready to fly in early Jan. (GTN750 G500 ADSB-in/out)

I'm planning to put it at KCRQ and would be open to a partnership if someone was interested in a 1/2 partnership. I'd be willing to consider KCRQ or KMYF, but not KSEE....

I chose the 601P because its at 6000lb and may give me the no medical option next year....

PM me if interested.

Good evening BT,



Hello Paul,







Thanks for the offer. I will concider that.

I would love to see your aircraft some time also. Sounds like it would be nice.

I will keep in touch over the next couple of months.

Eric, will you share the story on your engine out?

Here is an odd story -

I flew from the midwest to Las Vegas 2 weeks ago, about 850nm, in my Columbia 400. The Columbia is a very comfortable, very capable aircraft (for VFR over the mountains) and is a 190kt - 225kt aircraft depending on your altitude and your LOP/ROP selection. Great cockpit, G-1000 which comes with the best autopilot around, really effortless with all the room in front of you w sidesticks. But - unless you go high, it's a 190kt ac which is actually a 165kt groundspeed ac when you're westbound at any altitude. Going high means the pulse oxymiter and the cannulas or mask. I did a variety of both low and high on O2, but was amazed at how fatigued I was that evening after just flying about 5.0 total. And the same thing on the way back - went faster, but on O2 the whole way, and done for the day on arrival.

I had a terrific 601p/700 that unfortunately had sat for about 10y prior to the time a guy found it, did some cleanup/upgrades, and sold it to me. Unfortunately I had 2 engine failures on S1A5MMs, had a hard time getting it worked on, and sold it because I could not depend on it. Always loved flying it - just had poor dispatch reliability.

After that Vegas trip - I cold-called the owner of my old Aerostar. From flight aware, it looked like it was getting used less. Sad story - the owner has lost his medical, and had just begun thinking about selling the aircraft. He's had it 10y or so and about 500h, bought it from the guy I sold it to - and has done impressive upgrades, fresh U2As on both sides, aux fuel, GTN 750/650, upgraded to Hartzell turbos and single waste gate controller on each side.

I am smitten - going to look at it next week - with a nod to serendipity.

Am I crazy to get rid of a 8yo latest technology efficient aircraft for a nearly 40yo ex girlfriend? I mean airplane?

The reason for the question for Eric - I need to get over the sting of those engines betraying me - twice - although each was a non-event and the aircraft flies easily on one. I keep reminding myself that's what I'm doing right now, flying with one engine out -

Have you considered the Aerostar 200?

In 1971 that is what a Mooney was called.

Crazy?

Nope.

Crazy?

Nope.

Nice picture Jeff. All I can think of is how wonderfully cold a nice Coors Light would be dipped in those waters.

Marty,
Pressurization makes all the difference for the body as it ages. Still requires staying hydrated but the 5+ flight hours in a day are more tolerable and don't leave you as exhausted than a single without P. Now please don't blame us if you take the plunge. We are anxiously waiting for your "reveal".

It was an interesting feeling. at least it was for me, knowing there was absolutely nothing besides water, ice and the occasional seal or polar bear for almost a 1000 miles in any direction. It made me feel very small.

Morning Flight from Norfolk to Danbury:








Beautiful Morning.

New TFR wasn't a problem.