There are Aerostar owners in AUS....it would be best to contact them and see you works on their planes

Frank if the plane is in Texas there is a guy at San Marcos who is good. Also, Wes Right at Fly Right Aviation in Conroe is really good. Wes claims (IIRC) that he worked for Aerostar at one point. I may have that wrong but he sure knew a lot about a 700P.

Don Smith at Aerostarworld is also good.... I'd get the person who will ferry it involved - that pilot would have a vested interest in the pre-purchase I would imagine.

Bob Keeping

Edit: Forgot to add, when we asked the local FSDO (Anchorage) they said just do a log entry. Nothing more, doesn't get better than that!

https://www.aircraftspruce.com/catalog/ ... cfer=15430


Jeff[/quote]

Thanks Jeff. At that link there are a number of caps, some are glass-in, some are 3 inch - but which ones did you use and what the adapter ring look like?

Well, at least you know you must have picked a good one.

Sure - sell one of your kids (the noisy / expensive one) - maybe donate a kidney to a stranger... all OK

But selling your Aerostar ? Not easy

Bob Keeping

Members,

I've seen the general rule of thumb of 50 gallons first hour and 30 gallons every hour thereafter.

I've also seen JGG's picture of him getting 187 ktas with 26 gph at 9500'

What kind of KTAS could I LOP at 25k and ROP at 25K. Also, what would the approximate fuel flow (gph) be 25K ROP and LOP.

Which size engines and how do you want to run them?
The basic extremes are the 601P "high compression" making 290HP each with 8.5CR. Compared to the 700/Suprestar versions which are "low compression" making 350HP with 7.5CR.

There are a couple of variations in between. And more for the bigger U2A 350HP engines you need to decide if you are going to run fast ROP at 65% or pull back to 45% LOP.

Tim

Hi Tim,

I am looking at the 601P 290 hp engines.

I am curious of typical speed (ktas) and fuel flow at 25K and at 15k

For those two altitudes, I would be interested in the performance LOP and ROP

Frank,

Forrest runs his 601P LOP at altitude and can give real numbers.

The "rule of thumb" is high for first hour. I burn 55 gph on climb setting and can almost figure from start up to altitude, slightly more than one gallon per thousand feet. So, if I'm going to 15,000', I will have burned about 15-17 gallons by the time I get there.

I make the trip from KGNF to KHEF, Manassas somewhat regularly. No wind, ROP, I burn 115 gallons.

I have never flown anything but the 601P. I know nothing about the other models.

Jgreen

Up to this point I didn't think pilot times were important, Mil pilots went fighting wars with 300 hrs (back in WW2). So I never attached much importance to TT. But after reading this thread here a while I am seeing some aspects that are worth noting.

Hrs for a civil pilot means a lot more than stick and rudder, it means maturity of experience in Aviation. You do not have it!
Before you start dropping another dime into a new airplane you should consider getting back into a C-172 and flying it for a few years. At this point it looks to me that you will show up here on the crush thread sooner rather than later. Placing yourself and your already worried wife in an even more above your skill level airplane is almost an assured death sentence. I am saying this as a CFI, it seems that your ego is pushing you faster than your skill and aviation experience maturity level.
Not trying to insult you or put you down, just my take on your attitude and thought pattern, and trying to keep you and family alive. Don't rush in this business; study learn practice and then do it again. You ain't there Yet!!

Frank,

I have a 601P.

For flight planning I use, 150 miles and 40 gallons for the first hour and 200 miles and 30 gallons for subsequent hours.

LOP (25-28 gph) I expect to see 210 at FL250 and around 195 at 15K.

At equal power settings you gain about two knots for every 1,000' of altitude, but I can run more power (LOP) down low so I get a few more kts.

ROP at 75% power (@FL250) speed is 230-235 (depending on weight) with a burn of 38 gph. (If I go ROP, I make sure to keep well clear of the 'red box'.

Figure on losing 20 Kts at 15,000'.

Don't forget to sign up for Aerostar-Forum.com

Forrest,

I just signed up and I am waiting on approval from and administrator.

Up to this point I didn't think pilot times were important, Mil pilots went fighting wars with 300 hrs (back in WW2). So I never attached much importance to TT. But after reading this thread here a while I am seeing some aspects that are worth noting.

Hrs for a civil pilot means a lot more than stick and rudder, it means maturity of experience in Aviation. You do not have it!
Before you start dropping another dime into a new airplane you should consider getting back into a C-172 and flying it for a few years. At this point it looks to me that you will show up here on the crush thread sooner rather than later. Placing yourself and your already worried wife in an even more above your skill level airplane is almost an assured death sentence. I am saying this as a CFI, it seems that your ego is pushing you faster than your skill and aviation experience maturity level.
Not trying to insult you or put you down, just my take on your attitude and thought pattern, and trying to keep you and family alive. Don't rush in this business; study learn practice and then do it again. You ain't there Yet!!

John and Forrest

Thanks for the detail on performance.

Unfortunately, I just discovered the Aerostar will not fit in our T hangars at GTU.

Dang.