For DSallee:

I have the Century IV in my 601P. The lateral and vertical guidance comes from an Aspen PFD Pro (Legacy) through the Aspen ACU. Attitude reference is still the pressure driven attitude gyro that is also a backup attitude display to the Aspen.

Laterally, autopilot NAV mode to GPS and VOR/LOC courses is good for basic leg types. Can't fly a hold or some of the curved approach segments in NAV because the later Garmin 430 software loads don't pass the legs well to the Aspen. On the other hand, Aspen GPSS steering to HDG mode works quite well and will fly the holds, but the magenta path will only be on the G430, not the PFD. Straight non GPSS HDG select tends to wander back and forth...likely an issue with slow turn rates and the response of the Aspen heading output.

Vertically the altitude hold is reasonable and attitude climb and decent are good but there are no advanced functions like automatic altitude capture. Glideslope capture is a bit abrupt, you sure know the mode changed to GS! I do have the glideslope enable wire from the Aspen to the ACU, so the GS mode will also fly a GPS style GP on approach.

Unfortunately the Century IV is getting to the end of its useful life, and the experts that still know how to service and repair these analog electronic components are retiring.

Thinking about a solution to this. Dan I may have some serviceable C-IV components you can try, just lmk.

Looks like I can't shake Ted Smith's! Came home with this old Superstar II today!

Panel ancient, paint flaking, but hey, she flies and most everything works. I look forward to being back in an Aerostar again.

Congratulations on your purchase. That machine is a beast, no doubt! I have been watching that bird advertised for a while just waiting to see where it would end up at. I think that the Superstar II is the only true 700 HP Aerostar, or at least the only Lycoming engine that was intended for 350 HP and a Turbocharger. That is the Navajo Chieftan engines, counter rotating props, correct?

Thanks, Frank

Superstar II does not included the TIO540-J2B engines although many have probably been upgraded to them instead of overhauling the original engines. The Piper Aerostar 700 came with the -J2B engines which were also used in the Navaho

Congratulation Adam! What did you end up doing with your Aero Commander?

Correct, so no critical engine. These are, once set up correctly, the fastest model in the series they say.

But it does have some drawbacks - they have a rep for running hot and the big turbo in the back can cook the accessories. It's also got that dreaded dual mag.

Adam,

I think you have an undiagnosed condition. Not sure if it is in the DSM yet.
But I call it, the must restore airplane addiction.

Let me know when this Aerostar is all done and ready to sell.

Tim

.

Correct, so no critical engine. These are, once set up correctly, the fastest model in the series they say.

But it does have some drawbacks - they have a rep for running hot and the big turbo in the back can cook the accessories. It's also got that dreaded dual mag.

Good candidate for electronic ignition to replace the dual mag setup!

The super II has some unique speed mods (exclusive to the super II).

I have flown in a friends, and I’m pretty sure on a hot day the density controllers will give you 50+” of manifold pressure!! A real screamer

I will not be pushing the redline on this. This happened to be part of the partial trade we made, it just happened to be a Superstar II that was on the table. Initially I was reluctant as I'd heard all the stories, but with all the part avail troubles with the regular turbos for the 601P/700's I kept reading about, suddenly the JBD engine didn't seem so bad! .

My cowl flap motors are also disabled, so the flap stays open all the time for maximum cooling. I heard it robs about 5kt of top speed. But I'm mainly looking to run this at the same fuel burn I did my 601P - around 25-30gal/hr total LOP. Whatever speed that gives me. I'm hoping LOP I can get her up in same region, around 190kts, but perhaps not. This one is a little slipperier with the bat wing fillets and no VG's etc, so maybe.

here’s an electroair setup on an aerostar, not mine.

But I always thought this would be perfect, two of these bad boys and no more dual mag.

Can you legally put two on? I always thought you could only put one on.

Not a very good location to mount the coil pack. One failed belt, on either the AC compressor of the alternator, and the wires could easily be damaged/severed.

BTW, that isn't a -J2BD, that engine has two conventional mags.

Jeff

The Superstar II was the original Machen Superstar, where a 350hp TIO-540-J2BD was swapped on - a Navajo Chieftain engine. Single Garrett Turbo.

These were originally just called Superstars, until they went away from the J2BD and started modifying the stock engine.

The next generation started with Superstar I - 625, Superstar I - 650, Superstar I - 680 and eventually Superstar I 700. If you were to do a Superstar conversion today, it would be a Superstar I . You can also swap on the Lycoming factory 350 hp engine from the Piper Aerostar 700P on the Superstar I STC.

The early Superstar with the Chieftain engine became the Superstar II (because it was the highest HP at that time) upon introduction of the Superstar I modifications to the existing engine.

The Piper 700P has the TIO-540-U2A.