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29 Mar 2024, 05:57 [ UTC - 5; DST ]


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 Post subject: Re: Aerostars
PostPosted: 17 Apr 2023, 09:32 
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Username Protected wrote:
Jason,

Common you can do better than 900 miles!
I went from MKGW to KLAR non-stop, that is just under 1200.

Tim

Was that a 700 or a 601P? I would have to throttled back significantly to make that distance in my 680.


602P upgraded to effectively the 702 except the digital autopilot. For max range, I pulled power back to roughly 45-50% (depending on altitude and temperature) so I could run LOP. Anywhere between 12 and 14 GPH per engine.

Tim

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 Post subject: Re: Aerostars
PostPosted: 17 Apr 2023, 15:27 
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Location: Owosso, MI (KRNP)
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Username Protected wrote:
Jason,

Common you can do better than 900 miles!
I went from MKGW to KLAR non-stop, that is just under 1200.

Tim

Was that a 700 or a 601P? I would have to throttled back significantly to make that distance in my 680.


Mine was a 601P/SS700. I was probably around 65% power.

I found depending on my weight, lower power settings put me on the back side of the power curve and became much less efficient. The heavier I was, the higher power setting needed..

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 Post subject: Re: Aerostars
PostPosted: 17 Apr 2023, 23:46 
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Joined: 11/25/19
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Aircraft: Aerostar 601P, AS350
I just put the gas to it and go fast. Didn’t buy an Aerostar to go slow, doesn’t seem worth it to me to pull the power back.


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 Post subject: Re: Aerostars
PostPosted: 18 Apr 2023, 05:01 
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Username Protected wrote:
I just put the gas to it and go fast. Didn’t buy an Aerostar to go slow, doesn’t seem worth it to me to pull the power back.


I used to flight plan 55 GPH first hour, and 45 GPH each hour after that. So if I over filled the tanks, I could get 4.5 hours no reserve range. With a block speed of 240 KTAS, left me effectively bingo fuel around 800 miles.

Instead, if did max climb, and deal with Potomac, in 30 minutes I was at cruising altitude. So assume 30 gallons gone, I then went to max range settings, so 26 GPH. This left me 8 hours of effective no reserve range, with a block speed around 210 KTAS. So, I could max trips as long as 1700 miles with no wind.

Tim


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 Post subject: Re: Aerostars
PostPosted: 18 Apr 2023, 08:16 
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Aircraft: Aerostar 601P, AS350
I did lean of peak 25” 2200rpm and my fairly light 601P with winglets would do 207KTAS on 26.6gph at FL200. This same 601P does 250KTAS at FL250 on 39gph 75% power.

How you got a 700 to do 210KTAS on 26gph is impressive. I have a friend with a 700 and he burns 49gph running 32/2200rpm.


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 Post subject: Re: Aerostars
PostPosted: 18 Apr 2023, 09:02 
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Username Protected wrote:
How you got a 700 to do 210KTAS on 26gph is impressive. I have a friend with a 700 and he burns 49gph running 32/2200rpm.


Pull the power way back, is the only way. if your injectors are not balanced, work with GAMI and get a balanced set.

Tim


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 Post subject: Re: Aerostars
PostPosted: 18 Apr 2023, 09:29 
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Username Protected wrote:
How you got a 700 to do 210KTAS on 26gph is impressive. I have a friend with a 700 and he burns 49gph running 32/2200rpm.


Pull the power way back, is the only way. if your injectors are not balanced, work with GAMI and get a balanced set.

Tim


That's kind of funny. GAMI (I believe George) told me they would sell me a set of injectors, but I wouldn't see any gain from them as the U2A's that I had didn't run well LOP. I tried prior to that and they would only do so at low power settings. I couldn't keep the EGT (single gauge) cool enough.

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 Post subject: Re: Aerostars
PostPosted: 18 Apr 2023, 13:26 
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Username Protected wrote:
That's kind of funny. GAMI (I believe George) told me they would sell me a set of injectors, but I wouldn't see any gain from them as the U2A's that I had didn't run well LOP. I tried prior to that and they would only do so at low power settings. I couldn't keep the EGT (single gauge) cool enough.


The only way to run the U2A LOP is to pull power way back. I think it was around 45-50% power settings in dead of winter at very high altitudes (26-28K). Below that or in summer I was often limited to a little lower than that. The limit was always the TIT. Memory says 1550F was my personal cap, with 1650F the stated cap.

I found running go fast mode I almost doubled the fuel flow for roughly a 10% increase in speed. Somehow I still ran fast most of the time....

As a general rule, GAMI has told me Lycoming's rarely need balanced injectors. They come pretty close from the factory. In my case, I did not have to do anything.

Tim


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 Post subject: Re: Aerostars
PostPosted: 18 Apr 2023, 14:01 
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I used to run my stock 601P LOP with that simple factory EGT meter, no Gamis, nothing. At least I think I did. I followed some experts advice on here and leaned until it started running rough, then enriched just ever so slightly. Was told you could never hurt the engine that way if you were below 65%. Went 200hrs over TBO with those engines.

Anyway, that used to net 25gph total and just about 200KTAS. Amazingly good economy for a twin.

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 Post subject: Re: Aerostars
PostPosted: 19 Apr 2023, 00:43 
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Username Protected wrote:
I used to run my stock 601P LOP with that simple factory EGT meter, no Gamis, nothing. At least I think I did. I followed some experts advice on here and leaned until it started running rough, then enriched just ever so slightly. Was told you could never hurt the engine that way if you were below 65%. Went 200hrs over TBO with those engines.

Anyway, that used to net 25gph total and just about 200KTAS. Amazingly good economy for a twin.


That is what a 601P does at peak at low power. To get advantage running LOP you have to pull more power, and usually you are at about 14.5 gph or so 214 -217 ktas.


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 Post subject: Re: Aerostars
PostPosted: 19 Apr 2023, 12:45 
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Aircraft: IAR823, LrJet, 240Z
I think a LOP issue with a lot of the Lycomings is the 20BTDC ignition timing.
Since my TIO-540-AE2Ax is modified for installation in my Experimental aircraft I've tried a bit more advanced timing and was able to shift some of that high TIT up to the CHTs which is easily controlled LOP by being... LOP.

Of course a lot of that was in the cooler months, so the next 6 months will be interesting to see. But likely a TIO-Lycoming at 20btdc timing will maybe not work as well as the Continentals seem to do.

* I think.

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 Post subject: Re: Aerostars
PostPosted: 24 Apr 2023, 15:22 
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Username Protected wrote:
If anyone is interested I have a complete aux fuel set up from a 602P/Machen 700 I just acquired.


Hi Norman,

Do you still have the aux fuel set up? If so, shoot me an email, please...

Giventofly5@aol.com

Thanks,
Brent


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 Post subject: Re: Aerostars
PostPosted: 31 May 2023, 18:51 
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Location: Hollywood, Los Angeles, CA
Aircraft: Turbo Commander 680V
Looks like Josh Holtzmans, Trey O'Daniel and John Herlihy's (JGG's old bird) from this thread are all for sale at the same time. Wonder what they're moving to?

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 Post subject: Re: Aerostars
PostPosted: 31 May 2023, 21:38 
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Location: Portland, Oregon
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awful lot of former Aerostar owners in the MU-2 world....both are the most efficient aircraft in their class...


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 Post subject: Re: Aerostars
PostPosted: 01 Jun 2023, 02:27 
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Joined: 12/18/12
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Location: Europe
Aircraft: Aerostar 600A
Username Protected wrote:
I think a LOP issue with a lot of the Lycomings is the 20BTDC ignition timing.
Since my TIO-540-AE2Ax is modified for installation in my Experimental aircraft I've tried a bit more advanced timing and was able to shift some of that high TIT up to the CHTs which is easily controlled LOP by being... LOP.
Of course a lot of that was in the cooler months, so the next 6 months will be interesting to see. But likely a TIO-Lycoming at 20btdc timing will maybe not work as well as the Continentals seem to do.
* I think.


Very interesting observations and I would tend to agree.

PS: That's the Piper Mirage engine - what are you running it in ?
PS bis: I have two TIO-540-AEA2 for sale.

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