28 Mar 2024, 08:23 [ UTC - 5; DST ]
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Post subject: Re: Aerostars Posted: 02 Nov 2017, 08:23 |
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Joined: 12/17/13 Posts: 6322 Post Likes: +5519 Location: Hollywood, Los Angeles, CA
Aircraft: Turbo Commander 680V
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Username Protected wrote: My first upgrade would be to add the winglets. I think they make a real difference in the operation and look cool. Second I would add 6 puck brakes because stopping always seems to be a challenge on short fields. Yeah, the 6-pucks are a great addition. Forgot about them.
_________________ Problem is the intelligent people are full of doubt, while the stupid ones are full of confidence.
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Post subject: Re: Aerostars Posted: 03 Nov 2017, 15:40 |
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Joined: 12/06/11 Posts: 21 Post Likes: +27 Location: Bogota, Colombia
Aircraft: Aerostar 601P
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Many thanks Adam, Erik, Jim, Tim, and Walter. Really appreciate the advice, and will follow!!! I already asked for a quote from Aerostar Corp. I'll keep you posted on the work. Best, Miguel
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Post subject: Re: Aerostars Posted: 08 Nov 2017, 10:15 |
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Joined: 03/08/14 Posts: 102 Post Likes: +118 Company: Innovation Two
Aircraft: Piper PA 60
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A previous owner of my Aerostar had a 5-puck system installed, callipers on one side were 2's and on the other side 3's. Excellent results and the rotors seem to love the arrangement.
One less set of seals to leak - but same clamping forces
Bob
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Post subject: Re: Aerostars Posted: 10 Nov 2017, 23:04 |
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Joined: 12/02/15 Posts: 377 Post Likes: +164 Location: KBLM KAPF
Aircraft: Aerostar600A
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Username Protected wrote: A previous owner of my Aerostar had a 5-puck system installed, callipers on one side were 2's and on the other side 3's. Excellent results and the rotors seem to love the arrangement.
One less set of seals to leak - but same clamping forces
Bob One side had to be better than the other....or am I missing something?
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Post subject: Re: Aerostars Posted: 11 Nov 2017, 12:50 |
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Joined: 12/02/15 Posts: 377 Post Likes: +164 Location: KBLM KAPF
Aircraft: Aerostar600A
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Thanks Paul...now it makes sense
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Post subject: Re: Aerostars Posted: 22 Nov 2017, 08:33 |
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Joined: 03/08/14 Posts: 102 Post Likes: +118 Company: Innovation Two
Aircraft: Piper PA 60
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To be more precise, I should have said "inboard and outboard" relating to the brake rotor itself.
Someone once told me the 5-pucks performed better than the six puck, but that's hard to believe. Brakes on aircraft - at least the GA category are just so much less effective than what we are used to in cars.
Bob
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Post subject: Re: Aerostars Posted: 22 Nov 2017, 09:23 |
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Joined: 11/25/11 Posts: 9168 Post Likes: +17159 Location: KGNF, Grenada, MS
Aircraft: Baron, 180,195,J-3
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Username Protected wrote: In my Columbia 350 once I push power past 25” MP brakes will not hold
In my Aerostar with six pucks I hold the brakes until 42” confirmed then let go Brad, It is not an unusual practice for pilots to come to takeoff power before beginning the roll, but there are cautions. Without forward movement, sand and dust particles are drawn into the props and will cause blade tip erosion; sometimes at alarming rates. So, pay close attention. Jgreen
_________________ Waste no time with fools. They have nothing to lose.
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Post subject: Re: Aerostars Posted: 22 Nov 2017, 10:36 |
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Joined: 11/06/10 Posts: 11884 Post Likes: +2848 Company: Looking Location: Outside Boston, or some hotel somewhere
Aircraft: None
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Username Protected wrote: THANKS JOHN,
Probably not necessary on my 7000 foot runway. Early on someone gave me advice to push to 42" confirmed so as to maintain full attention to center line and other engine parameters on take off. I think my small brain is catching up to this wonderful plane a bit now.
Please let me know how much power you would put in before releasing brakes On a 7000 runway. Never. Line up, bring power up slowly over a period of a few seconds to keep it even. Learn your plane, so you know which engine pulls a little stronger at each general area of the throttle. I actually on a 5K runway did this a few times to get a feel. Once I was at full throttle, I waited a couple of seconds then cut to idle and taxi back and do it again. Only time I brought full power standing on the brakes was on a short 3K runway where I had to back taxi to get to the end. As a general rule, you can carry five maybe ten miles an hour from the taxi way onto the runway and advance the throttle as you turn. A couple of heart beats after you finish the turn you are at full throttle. This has consistently taken less runway than a full stop. Tim
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Post subject: Re: Aerostars Posted: 22 Nov 2017, 14:42 |
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Joined: 03/14/15 Posts: 218 Post Likes: +175
Aircraft: Piper Cheyenne II
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Username Protected wrote: THANKS JOHN,
Probably not necessary on my 7000 foot runway. Early on someone gave me advice to push to 42" confirmed so as to maintain full attention to center line and other engine parameters on take off. I think my small brain is catching up to this wonderful plane a bit now.
Please let me know how much power you would put in before releasing brakes I would always bring the power up far enough to get the turbos on spool (about 30 inches - you can tell when the turbos come up), give a careful lookover of the engine guages, then advance the rest of the way smoothly after releasing the brakes and letting the airplane roll. If the power comes up unevenly to the degree you need major corrective action you have engine setup problems to chase. Very high power with no forward movement providing airflow, and rapid movement to max power are very high strain on those engines. People go nutso about shock cooling, but if you look at the temperature change at initial power up it it a far more harsh change then any shock cooling you will see.
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Post subject: Re: Aerostars Posted: 22 Nov 2017, 18:23 |
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Joined: 11/25/11 Posts: 9168 Post Likes: +17159 Location: KGNF, Grenada, MS
Aircraft: Baron, 180,195,J-3
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Username Protected wrote: THANKS JOHN,
Probably not necessary on my 7000 foot runway. Early on someone gave me advice to push to 42" confirmed so as to maintain full attention to center line and other engine parameters on take off. I think my small brain is catching up to this wonderful plane a bit now.
Please let me know how much power you would put in before releasing brakes Brad, Like Tim suggests, on a long runway, I am very, very slow to advance the throttles. I have no problem with Steve's wish to spool up the turbos, but you can do that on the roll before going forward with power. As for running up the engines so you can turn your attention to other things, is does not seem to present a problem for me. My "general" rule with any aircraft engine, NA or turbo, is 5 seconds from idle to full throttle or back. Even though my engines are turbo normalized, I add power even slower than that on a long runway; probably 8 seconds. Jgreen
_________________ Waste no time with fools. They have nothing to lose.
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