20 Apr 2024, 02:21 [ UTC - 5; DST ]
|
Username Protected
|
Post subject: Re: Aerostars Posted: 08 Sep 2017, 09:48 |
|
|
|
|
Joined: 03/08/14 Posts: 102 Post Likes: +118 Company: Innovation Two
Aircraft: Piper PA 60
|
|
Getting IN is not a problem for 3,000 ft or even less. Landing my 601P seldom needs any braking at all until the last 20 kts. Full flap on landing, then you plant the nose and start pulling the yoke back. It should be full back throughput the roll-out and brakes are usually not needed.
You have full flap, gear down, fine pitch on the props, and the elevator is fully displaced against the weight on the nose wheel. Stops quickly and smoothly. Last 20 kts at the turn-off | use braking if needed.
Takeoff heavy on a 601P needs management until the gear is up. Blue line, flaps retract and you get 1,500 fpm or more fully loaded. 700 is even better. Winglets help a lot on the 601 and are relatively cheap.
Bob
|
|
Top |
|
Username Protected
|
Post subject: Re: Aerostars Posted: 11 Sep 2017, 13:11 |
|
|
|
|
Joined: 10/01/15 Posts: 184 Post Likes: +64 Location: Nashville, TN
Aircraft: C340 Ram VII
|
|
Just thought I'd throw in a cool paint scheme on an Aerostar my buddy snapped some photos of in Birmingham AL.
Please login or Register for a free account via the link in the red bar above to download files.
|
|
Top |
|
Username Protected
|
Post subject: Re: Aerostars Posted: 11 Sep 2017, 20:17 |
|
|
|
|
|
Joined: 02/10/12 Posts: 6827 Post Likes: +7940 Company: Minister of Pith Location: Florida
Aircraft: Piper PA28/140
|
|
Username Protected wrote: Getting IN is not a problem for 3,000 ft or even less. Landing my 601P seldom needs any braking at all until the last 20 kts. Full flap on landing, then you plant the nose and start pulling the yoke back. It should be full back throughput the roll-out and brakes are usually not needed.
You have full flap, gear down, fine pitch on the props, and the elevator is fully displaced against the weight on the nose wheel. Stops quickly and smoothly. Last 20 kts at the turn-off | use braking if needed.
Takeoff heavy on a 601P needs management until the gear is up. Blue line, flaps retract and you get 1,500 fpm or more fully loaded. 700 is even better. Winglets help a lot on the 601 and are relatively cheap.
Bob Apparently someone disagrees. Of course they don't have the stones to say why.
_________________ "No comment until the time limit is up."
|
|
Top |
|
Username Protected
|
Post subject: Re: Aerostars Posted: 11 Sep 2017, 21:23 |
|
|
|
|
|
Joined: 12/17/13 Posts: 6357 Post Likes: +5540 Location: Hollywood, Los Angeles, CA
Aircraft: Turbo Commander 680V
|
|
Username Protected wrote: Just thought I'd throw in a cool paint scheme on an Aerostar my buddy snapped some photos of in Birmingham AL. That's Aerostar Owner Association's president Ken Bacon's plane.
_________________ Problem is the intelligent people are full of doubt, while the stupid ones are full of confidence.
|
|
Top |
|
Username Protected
|
Post subject: Re: Aerostars Posted: 11 Sep 2017, 22:45 |
|
|
|
|
|
Joined: 11/15/09 Posts: 1859 Post Likes: +1345 Location: Red Deer, Alberta (CRE5/CYQF)
Aircraft: M20E/Bell47
|
|
Username Protected wrote: Just thought I'd throw in a cool paint scheme on an Aerostar my buddy snapped some photos of in Birmingham AL. That's Aerostar Owner Association's president Ken Bacon's plane. Minor Correction...Ken Bacon in the Aerostar Owners Association's Executive Director.
The President is an elected position and the Executive Director is a paid position of the association. If you call the AOA hotline to ask any questions about Aerostars, Ken's the guy you will be talking to.
Glenn
|
|
Top |
|
Username Protected
|
Post subject: Re: Aerostars Posted: 11 Sep 2017, 23:59 |
|
|
|
|
|
Joined: 02/04/10 Posts: 1520 Post Likes: +2662 Company: Northern Aviation, LLC
Aircraft: C45H, Aerostar, T28B
|
|
Username Protected wrote: Getting IN is not a problem for 3,000 ft or even less. Landing my 601P seldom needs any braking at all until the last 20 kts. Full flap on landing, then you plant the nose and start pulling the yoke back. It should be full back throughput the roll-out and brakes are usually not needed.
You have full flap, gear down, fine pitch on the props, and the elevator is fully displaced against the weight on the nose wheel. Stops quickly and smoothly. Last 20 kts at the turn-off | use braking if needed.
Takeoff heavy on a 601P needs management until the gear is up. Blue line, flaps retract and you get 1,500 fpm or more fully loaded. 700 is even better. Winglets help a lot on the 601 and are relatively cheap.
Bob Not sure what the dislike is all about, must be the reference to relitive cheap winglets??? I found the post to be pretty much spot on. I fly my 601P out of a 2200'/1860 msl air park in AZ. I go in and out light and pay a bit more attention to airspeed control than normal, but the airplane handles it fine. Jeff
|
|
Top |
|
Username Protected
|
Post subject: Re: Aerostars Posted: 13 Sep 2017, 17:56 |
|
|
|
|
Joined: 03/08/14 Posts: 102 Post Likes: +118 Company: Innovation Two
Aircraft: Piper PA 60
|
|
Dislikes are just "an opinion" - often from someone who has never flown an Aerostar. I lump that into the who cares category.
I agree that very light loads going out make a short TO possible but, I like a balanced field. I only aborted a takeoff once and made the 3,500 ft exit - but I aborted way below V1 / VR. AT that speed - every second is 150 feet you won't get back. So a 2-second decision cycle means 300 feet off the end. Learn to decide fast.
Bob
|
|
Top |
|
Username Protected
|
Post subject: Re: Aerostars Posted: 16 Sep 2017, 09:08 |
|
|
|
|
|
Joined: 12/30/15 Posts: 1703 Post Likes: +1728 Location: Charlotte
Aircraft: Avanti-Citabria
|
|
Username Protected wrote: why are you descending at 3600 fpm? There is a bit more answer as to why I was descending so fast. I wanted to see how much usable fuel my bird had in the wings. I have the auxiliary tank and have used it several times so far. It pumps 1.5 GPM. Circling within ten miles of the airport at 12,000 feet I wanted to see the fuel light come on...once. I had around twenty gallons in my aux tank and activated the pump after the low fuel light came on then began descent to airport. The low fuel warning light went off within a minute or so since the aux tank had pumped the main back over twelve gallons. I put just over 67 gallons in each wing. 67+67+42+15+45= a bit more than two hours of flight
_________________ I wanna go phastR.....and slowR
|
|
Top |
|
Username Protected
|
Post subject: Re: Aerostars Posted: 16 Sep 2017, 11:48 |
|
|
|
|
|
Joined: 12/17/13 Posts: 6357 Post Likes: +5540 Location: Hollywood, Los Angeles, CA
Aircraft: Turbo Commander 680V
|
|
Brad, as you know the fuel warning comes on when there's 12gal left in main tank. In my experience the Aerostars, rightly calibrated, have some of the most accurate fuel gauges I've ever encountered. In fact, they were so accurate that I could see if plane wasn't level or flying dirty before I could see it on the ball.
I'm sure you already know this, but the engines burns 4gal out of the wing for every 1gal they take from main. This ensures the wings burn down to empty before main - it's a wonderfully simple system that needs almost no attention. Ted Smith always made brilliantly simple fuel systems. Only time you need to cross feed ever, and lock out the main tank, is if you have imbalance or a venting problem. There were a lot of accidents in the beginning because people didn't understand just how simple this fuel system is and were flying in double cross feed etc to "save" the main tank. They carried the run-dry-and-switch-tank-mentality over from other aircraft. You literally don't need to do a thing on an Aerostar - set it and forget it.
_________________ Problem is the intelligent people are full of doubt, while the stupid ones are full of confidence.
|
|
Top |
|
Username Protected
|
Post subject: Re: Aerostars Posted: 16 Sep 2017, 12:45 |
|
|
|
|
Joined: 03/14/15 Posts: 218 Post Likes: +175
Aircraft: Piper Cheyenne II
|
|
Adam - I've been looking for that ratio forever and just wasn't asking the right folks apparently! So 4 to 1... I assume that's "4 total" to 1? So 2 per wing tank to each gallon in the fuselage? How about the common head level of the fuselage (i.e. if you start with all 3 full, at what level in the fuselage do you start to draw from the wings?
I guess I probably could gotten there myself eventually doing all the tracking and math.
btw.... I have joined you in slumming it in the turboprop world, but that's another thread....
|
|
Top |
|
Username Protected
|
Post subject: Re: Aerostars Posted: 16 Sep 2017, 14:50 |
|
|
|
|
Joined: 03/14/15 Posts: 218 Post Likes: +175
Aircraft: Piper Cheyenne II
|
|
Username Protected wrote: Educate me, I thought in my dads 601P the both engines fed from the main/ Fuselage tank and the wings fed the main tank, unless in cross feed? It's hard to explain without the diagram, but super easy to understand once you see the picture. Each engine drinks from its own wing and the fuselage tank. The engine cannot drink directly from the opposite wing tank unless in crossfeed, in which case that's the only tank it's drinking from. The fuselage tank will feed in all attitudes until empty, the wings will not - so the fuselage acts like a header tank when the wings are low.
|
|
Top |
|
Username Protected
|
Post subject: Re: Aerostars Posted: 16 Sep 2017, 14:51 |
|
|
|
|
Joined: 03/14/15 Posts: 218 Post Likes: +175
Aircraft: Piper Cheyenne II
|
|
Username Protected wrote: Steve, as I've been told, and put another way, the left engine will take 75% out of left wing and 25% gal from main. Right engine will take 75% of right wing and 25% out of main. It's not both wing tanks combined, but individually. What turbine did you buy?? A Cheyenne II.... which I love, but to be honest I still have Turbo Commander Envy !!
|
|
Top |
|
|
You cannot post new topics in this forum You cannot reply to topics in this forum You cannot edit your posts in this forum You cannot delete your posts in this forum You cannot post attachments in this forum
|
Terms of Service | Forum FAQ | Contact Us
BeechTalk, LLC is the quintessential Beechcraft Owners & Pilots Group providing a
forum for the discussion of technical, practical, and entertaining issues relating to all Beech aircraft. These include
the Bonanza (both V-tail and straight-tail models), Baron, Debonair, Duke, Twin Bonanza, King Air, Sierra, Skipper, Sport, Sundowner,
Musketeer, Travel Air, Starship, Queen Air, BeechJet, and Premier lines of airplanes, turboprops, and turbojets.
BeechTalk, LLC is not affiliated or endorsed by the Beechcraft Corporation, its subsidiaries, or affiliates.
Beechcraft™, King Air™, and Travel Air™ are the registered trademarks of the Beechcraft Corporation.
Copyright© BeechTalk, LLC 2007-2024
|
|
|
|