That seems a little faster than my experience but definitely in the ballpark. For what it's worth, I did one flight from SEA to OAK experimenting with what I call "extreme long range" in my fuel planner. Climbed up to FL210 at 35"/2,200/56gph (which is more conservative than a typical Aerostar climb, which is done at 37.5"/2,400/74gph) and then cruised at 25"/2,000 which netted me a consistent 195ktas on 30gph total.

You gain about 10 knots per five thousand feet, so I'd expect to get about 205 at 30gph up at FL250, in my bird at least.

I haven't done it since; after all, I purchased her to go fast, but Jim's numbers really do check out! The conservative climb profile often does make a lot of sense though; it's not much slower, and the fuel burn goes way down. Especially when you're getting step-climbed by ATC, it often ends up being a total wash in terms of time but saves some gas.

Fuel flows at takeoff power sure are epic, but it's only until 400AGL, so who cares? The average airliner probably couldn't run at TOGA down low for much more than an hour, either. Although with passengers, I've learned not to enter the destination into my fuel page until after level-off, to avoid the "not enough fuel to reach [destination] message," which tends to concern people.

For the last four years, I simply have not been using my Aerostar enough to justify its ownership. Most of you understand the reason. I bought my "retirement" airplane, a Cessna 180 and it is getting a complete makeover, slowly but surely. The new panel is underway.

I put the Aerostar on the market last fall and had a buyer wishin 24 hours. The man lost his medical before we could close the deal.

My A* was recommended to another buyer last week, the pre-buy is done, and it is to be picked up Saturday.

To say that it passed the pre-buy with flying colors is an understatement. The "inspector", a very knowledgeable man with A*'s, almost couldn't believe it. He was delving into minutia to find something to write up. We went to altitude and he said it might be the tightest pressure vessel he's been in in quite a while. Lowest compression was 78/80.

When I think of the capability this airplane gives me, I almost get ill to think of selling it. But, my "situation" is simply what it is.

The amazing thing is just how inexpensive the 601P has been to maintain to these standards. When I see buyers jumping into the maintenance of a A* 700 or 58P, or Duke, or any other pressurized twin, I just shake my head. The 601P is the best kept secret of general aviation.

Am I having seller's remorse? HELL YES. But much of that remorse is the idea of really moving to my "retirement" airplane. I am physically healthy and can still guide an airplane down the glide slope like it is on rails, but ridding myself of "hassles" in my life is my first priority.

I'm not giving up on aviation just yet and trying not to give up on myself as a pilot after 58 years in the left seat. I learned to fly at eleven.

Then, as my grandmother used to say, "There's many a slip between the cup and the lip". The last buyer lost his medical and this buyer's inexperience and training demands could step in and "screw the pooch".

But today, I'm moving out of my office of the last twenty years, located in a shopping center I sold in June, and into a new one in a center I still own. Fewer hassles, that's a good thing.

Still, I think I'm going to miss shooting approaches in the A* on Sunday mornings.

Jg

JGG,

There is a lot of serenity in simplifying your life. My life never got easier when I bought an airplane or harder when I sold one. Just my experience. I hope you enjoy one less thing to worry about.

Stew

Sold my Aerostar last month after operating for 27 years. Bitter sweet for sure.

You may enjoy this article Jg. I did.

https://www.flyingmag.com/gear-up-shes- ... tm_source=

We have had our 601B for 3 years now. Great airplane for our needs. The turbocharged, non pressurized, long wing 601B has an insane useful load. I can carry nearly 2000 lbs. That’s full fuel and another 1000 lbs of people and bags!

The turbo normalized with Machen intercoolers performance is great too. We typically cruise with full fuel and 3 people and bags 11,500 or 12,500 and average 200 knots true burning 26 gph.

My 20 yo son, who is an aspiring professional pilot, with a fresh private and multi ticket is building a bit of cross country and multi time in it. He enjoys the challenge and I believe it is providing some great experience that will look great on his resume!

After he gets the time he needs we may sell it. Always wanted an Aerostar and was lucky enough to be able to get a great one. We usuallly only have 2 of us on trips so I may build something. one of my other bucket list airplanes is an aerobatic experimental. I’ve been looking at the little Venom turboprop or possibly an L-39.

Anyone here ever blast around in an intercooler 601P without boots? Is it really 7-10 knots faster than the booted bothers?

John,

My unbooted, intercooled 601P would do book numbers anytime and anywhere.

Jg

My intercooled 601P had boots but in conversation with at least 2 owners of unbooted 601P's (JGG being one of them), YES they appear to be 5-10 knots faster, maybe even a bit more depending on altitude/power setting.

Glenn

I have a customer (Mooneys forever) that has been looking for a piston or turboprop twin. Looked at all of them, then got a ride in an Aerostar and fell in love.

He said he is 5'4" tall and this is the only airplane he can see out of

Does anyone have the Aerostar manuals online for sharing?

Try the AOA training materials here

Found them. Thanks

Coming soon.....

Congrats John!

601P is a great choice. It's the miser of the Aerostars and a very economical twin to run in fuel.

What year is she? Got any of the mods?

Nice plane John. I like the retro paint scheme too!