John,

Absolutely.

I learned a lot.

I'm closer to a pass than I was when I left for San Diego.

I am now the proud owner of a snappy new knee board and plotter as well as a mechanical and an electronic E6-B.

I can fly and teach eights on pylons and Chandelles and lazy eights, and steep descents, stalls to commercial and pvt pilot standards, slow flight, and cross wind landings, I even know the difference between the propeller and governor on a C172RG and an Aerostar.

The foundation is there.

Just a matter of putting all the pieces in place.

The FIRST thing I would have done was check that the chart was current

Glenn

The FIRST thing I would have done was check that the chart was current

Glenn

The FIRST thing I would have done was check that the chart was current

Glenn

Which Aerostar model/s has 5.5 differential on pressurization vs 4.3?

That is an option done by AAC. I forget the cost, but it has the advantage to "reset" the clock on some of the pressurization clocks.

Tim

Thanks Tim,
I see on Controller the ones that have 5.5 have it listed as option #262.

I seems like you would list this upgrade if equipped so I'll assume any plane that doesn't have 5.5 psid listed does not have it.

Realize there are many options for aerostars and some people may miss a few when they do an ad. The 5.5 psi option allows a ceiling to 30000 feet which due to RVSM is 28000 feet. With the standard 4.3psi the ceiling is 25000 feet. I don't have the 5.5 PSI option as I usually fly in the teens and don't see an extra 3000 feet of ceiling worth it for me. I note that at higher ceilings the CHTs tend to go up and are above 380 even close to 400 degrees. Since I am paying the bills I prefer not to be that hot.

The windshield I think has a lifetime of 4816 hours. If you add the 5.5 PSI option and the windshield meets the thickness requirements its life gets extended.

One detail:

The 5.5 gets you to 28K' IF the plane is a 700, if it is a 601P or 602, max ceiling remains 25K'.

Edit:

680s (basically a 700 w/o the shortened props) get the higher service ceiling approval too.

I did it not for the extra 3K feet, but to lower the cabin altitude 3K feet. I found for me there is a difference between 8K ans 11K feet for my personal endurance.

Tim

i have the 5.5 which is great except I ended up with a Dukes controller and outflow valve. I think I may have been the first conversion because I have valve serial number 001. It is all electric and very few people understand the valve. Some Lancair's apparently use the same valve. The pricks at Dukes wanted 60 to 90 days to service their own valve when mine went south -- it was unbelievable to me how disinterested they were in supporting their product. My A&P and I fixed it in a couple of hours as the only problem was a setscrew had unscrewed. With that said, the system works great.

Like Tim I would prefer 5.5 to lower pressure altitude, not to be able to climb above FL25.
I now wear 02 at and above 8k on longer trips.

My P02 tends to run lower than most at altitude.

AAC did the 5.5 upgrade when they did the winglets in 2013, they now have an approved protocall for overhauling salvage pressurization controllers out of Malibu's, which means I'm no longer dependent on service from Dukes.

Jim told me I'd get the higher ceiling P/W if I upgraded to a 700.

I appreciate the lower cabin altitudes, with the winglets I have no doubt it would go to 30K, but, so far, I've never felt the need to go higher than 25K'.

I did not know the 601P and 700 have different ceilings with the 5.5 PSI upgrade. I agree the extra pressure would make the airplane more comfortable at altitude. For me I just cannot put more money into a plane that I would never get back at resale.. I would love to do winglets, increased pressure, gross weight increase, bleed air cabin heat, updated ac duct, etc. None of these things help the resale very much so I don't do it. Common theme in aviation.

Can't argue with the economics of your decision.

That said....

For me, upgrades are driven by my desire to improve performance and utility.

I regularly benefit from the mods I have done.

For example, on my recent trip to San Diego, I sent text messages while enroute (MLX770), used bleed heat and 5.5 psi and winglets (+10KTS in cruise) on flying cross country at night with one fuel stop, and used synthetic vision (EFD1000) and EVS on my night visual approaches into Sedona, AZ and Sandy Springs, OK. I remained comfortable sitting on my nine year old Oregon Aero Seat(s). The KFC200 AP played nicely with the Aspen, keeping my work load on a long day at minimum. Chart view, XM weather and music (GMX200) kept me situationally aware and entertained for those nine hours.

Could I have made the trip without all that stuff.

Sure.

Would I have wanted to?

No way.

I didn't do all those (and other) mods on day one of ownership, but as I have identified problems and solutions, I regularly do upgrades to make my job (as pilot) easier.

I look at it like fuel, fuel doesn't add (much) value to the plane, but I do get significant value from the money I spend at the pump.