Hi Eric, I have almost 500 hrs in a 1981 Aerostar 602P. N3647J - When we were purchasing this airplane, the boss sent me to Vero Beach Training Center for training. This was in August 83. I received 2 hrs of familiarization in a PA60 and really started to love that airplane. The boss really loved it too because we were not cancelling many flights due to the ability to hop over much of the in-flight weather. This airplane had great single-engine performance, I could flight plan 200Kts no matter what the wind conditions were. I can only imagine what kind of performance the 700 had. Fast forward - present day. With the pilot shortage, I recently got in touch with a couple local companies one that does part 91 with BE200 and above. I am recertifying my medical (fingers crossed) in hopes to help them out with right-seat flights. I really look forward to this adventure getting back into flying once again. The other company has a PA60 that they use to pickup parts and short flights. I will be able to help out there as well. This will be a well-welcome addition to my life. Hope to see more vids from your Aerostar adventures!
I am not the retired USAF or Navy pilot. Wish I had that experience. I do have the privilege of flying with both Navy and AF pilots in their Aerostars.
Keep flying with the USAirforce F-15C Pilot and let him know that I said thank you for his service and please enjoy the opportunity to owning the most fastest Piston Multi engine aircraft ever that Piper manufacture
More fun to fly than the law should allow. The flight controls are like running on rails. Loud, I mean Loud in the cabin but that's the price for speed. Rule #1, top off all the fuel tanks because the fuel system is goofy, and never double cross feed the fuel. My suggestion after flying the Aerostar for hundred of hours, I preferred the Cessna, 402 C, 414 C, and the C421. Cessna has simple reliable systems, easy to fly, better all weather planes, and more cabin room.
I have flown all the C400 series and especially like the no tip tank versions. However, I find it more fun to fly the Ferrari as opposed to the Ford Excursion.
Gensys says my 3100 might ship mid September but I think it will be later. They also said 10 out of 19 on order have shipped. Been waiting a long time and looking forward to upgrading my 55x unit.
Great video Eric! I'm a co-owner of a Piper Comanche PA24 250 with approximately 500 total hours with 300 in the Comanche. Although we're having a lot of fun with our Comanche the Aerostar is a twin we have considered looking into. Interested in your thoughts on a transition like this...thanks!
Is it okay to leave the flaps up and not in neutral for the duration of the flight? Also what flap setting do you usually use for a normal takeoff. I have been using 20 to get off the ground faster but takes longer to get to blue line. Great video by the way!
The POH recommends the flaps be placed in the neutral position after retracting them. After placing them in the up position I don't think anything bad can happen if left in the up position. If after placing flaps in the full down position and leaving the handle in the down position could cause an issue if you were to lose hydraulic pressure. The aerodynamic pressure on the flaps would tend to retract them and they could retract asymmetrically. I almost always use 20° for takeoff. POH says 0°-20°. I believe it is safer to use 20 since Vmc is lower and there is less wear and tear on the gear and tires.
Good looking plane. I’m debating between a Ram VII Cessna 340 and an Aerostar 700. I’ve flown the 340 and was surprised how much quieter it was than my TU206G. Any idea how much louder the Aerostars run than the 340s? BTW, the F-15C is one of the easiest planes to land there is IMHO. Lots more going on in the Aerostar on Final.
Having flown both, the 340 is considerably quieter. The entire passenger compartment is located behind the props. There’s always a “resonance” in the Aerostar. However, there’s no substitute in its class for the fun you have flying the Aerostar.
Agreed, also having flown both. The 700 however can carry a bigger load and is considerably faster and really not that much more noisy in cruise. 767TB has a useful load of 2000 pounds with standard fuel load of 165.5 gal. If you enjoy flying, get the 700. not the Piper version but the one modified by Aerostar.
@@AerostarPilot Ultimately I'm trying to figure out what would be less fatigue for my pax. If it's not much louder than the 340, the speed of the Aerostar would be preferred for bladder range. But if the resonating props are too much, then it seems like it could be less fatiguing to go a little slower. Hopefully I can bum a ride from someone getting maintenance at the Flight Shop to experience it for myself. Craig does a great job maintaining my 206 and their close proximity is not a small factor in my considering the Aerostar.
@@yamashill Craig is a good guy and you are in good hands. I am sure you can arrange a ride from someone who has their plane there. Have Craig let you know the owners are then we can look them up in the Aerostar Owners Association. I think you will find the ones with the square tip quite props, you won't notice much. I have a friend with a C-421 and he said at cruise the A* really wasn't that much noisier. That says a lot to me. It has been way too long since I have flown any of the 400 series Cessnas to make a comparision.
The flaps are all hydraulic controlled by a mechanical valve connected to the flap handle. The neutral position closes the valve to either up or down actuation. If the flaps are already retracted, placing the handle either up or neutral will not do any thing. To deploy the flaps you place the flap handle in the down position until the flap indicator reads the chosen flap setting, 10, 20, 30 or full down 45°. You must put the flap handle back to neutral to stop the movement at the appropriate setting. Same is true for retraction.
@@AerostarPilot Got to be careful with the flaps on this airplane from what it sounds like. I wonder if Piper fixed this system in later makes and models?? Seems like a poorly designed system but this aircraft is quite old so maybe it was advanced for this era. Nice vid.
@Eric Reese - Aerostar Pilot seems so. Is there some sort of safety feature in case your hand slips in turbulence or an electrical anomaly? I am speaking to flap overspend. Thanks
Good observation Dani, We were still at climb power which is 37" and 2400 RPM. At this power setting, you are to run the mixtures at full rich. The fuel flows need to be 37 gph or greater. With this plane the fuel metering is a bit off between right and left and yes the left could have been leaned to match the right. The general rule of thumb with these high HP turbocharged engines is to run the fuel flow in gph the same as the MP in inches. This applies to power settings above 75%. On takeoff for example, the engine should be developing 42" and an approximate 42 gph at full rich.
The Aerostar flaps are hydraulic. When you want 20° for example, you need to set 20 on the indicator gauge then stop the movement by placing the handle back to the neutral position.
Hi Eric,
I have almost 500 hrs in a 1981 Aerostar 602P. N3647J - When we were purchasing this airplane, the boss sent me to Vero Beach Training Center for training. This was in August 83. I received 2 hrs of familiarization in a PA60 and really started to love that airplane. The boss really loved it too because we were not cancelling many flights due to the ability to hop over much of the in-flight weather. This airplane had great single-engine performance, I could flight plan 200Kts no matter what the wind conditions were. I can only imagine what kind of performance the 700 had.
Fast forward - present day. With the pilot shortage, I recently got in touch with a couple local companies one that does part 91 with BE200 and above. I am recertifying my medical (fingers crossed) in hopes to help them out with right-seat flights. I really look forward to this adventure getting back into flying once again. The other company has a PA60 that they use to pickup parts and short flights. I will be able to help out there as well. This will be a well-welcome addition to my life.
Hope to see more vids from your Aerostar adventures!
Just when I think I’m done watching CZcams…. You drag me back…. Thank You for the pleasant Diversion.. and, Nice way to end an outstanding video….
This is awesome!!
Thanks again, Eric.
Col Reese , Sir thanks for your service you are my Grandaughters hero. She loves Retired NAVY Pilots.
I am not the retired USAF or Navy pilot. Wish I had that experience. I do have the privilege of flying with both Navy and AF pilots in their Aerostars.
Beautiful
I liked the design of the aerostar!
Nice
To nice aerostar beautiful
Keep flying with the USAirforce F-15C Pilot and let him know that I said thank you for his service and please enjoy the opportunity to owning the most fastest Piston Multi engine aircraft ever that Piper manufacture
I will do that. The Aerostar is the fastest production piston twin made.
More fun to fly than the law should allow. The flight controls are like running on rails. Loud, I mean Loud in the cabin but that's the price for speed. Rule #1, top off all the fuel tanks because the fuel system is goofy, and never double cross feed the fuel. My suggestion after flying the Aerostar for hundred of hours, I preferred the Cessna, 402 C, 414 C, and the C421. Cessna has simple reliable systems, easy to fly, better all weather planes, and more cabin room.
I have flown all the C400 series and especially like the no tip tank versions. However, I find it more fun to fly the Ferrari as opposed to the Ford Excursion.
Gensys says my 3100 might ship mid September but I think it will be later. They also said 10 out of 19 on order have shipped. Been waiting a long time and looking forward to upgrading my 55x unit.
I’d leave that yaw damper on until the very last moment.
Ever been to Tyndall? (KPAM) aka TY? That was an F-15 training base for years. That's where I live. You may know John Hampton aka "Waldo"
If I could have kept flying, my plan was to get my multi-engine and intrument ratings next !
Great video Eric! I'm a co-owner of a Piper Comanche PA24 250 with approximately 500 total hours with 300 in the Comanche. Although we're having a lot of fun with our Comanche the Aerostar is a twin we have considered looking into. Interested in your thoughts on a transition like this...thanks!
Send me an email, emreese@comcast.net. Ill send my phone number, we can chat.
Heavy chunk of change for that puppy…
Is it okay to leave the flaps up and not in neutral for the duration of the flight? Also what flap setting do you usually use for a normal takeoff. I have been using 20 to get off the ground faster but takes longer to get to blue line. Great video by the way!
The POH recommends the flaps be placed in the neutral position after retracting them. After placing them in the up position I don't think anything bad can happen if left in the up position. If after placing flaps in the full down position and leaving the handle in the down position could cause an issue if you were to lose hydraulic pressure. The aerodynamic pressure on the flaps would tend to retract them and they could retract asymmetrically.
I almost always use 20° for takeoff. POH says 0°-20°. I believe it is safer to use 20 since Vmc is lower and there is less wear and tear on the gear and tires.
Just curious...do you know what Sean McGilivray is flying now after the Aerostar 767TB? Great video!
a Turbine Commander not sure which model.
What is that avionics setup with the MFD/PFDs? Looks nice.
Garmin G600, GTN750xi and a G5 backup.
Good looking plane. I’m debating between a Ram VII Cessna 340 and an Aerostar 700. I’ve flown the 340 and was surprised how much quieter it was than my TU206G. Any idea how much louder the Aerostars run than the 340s? BTW, the F-15C is one of the easiest planes to land there is IMHO. Lots more going on in the Aerostar on Final.
Having flown both, the 340 is considerably quieter. The entire passenger compartment is located behind the props. There’s always a “resonance” in the Aerostar. However, there’s no substitute in its class for the fun you have flying the Aerostar.
AreoStar 100%
Agreed, also having flown both. The 700 however can carry a bigger load and is considerably faster and really not that much more noisy in cruise. 767TB has a useful load of 2000 pounds with standard fuel load of 165.5 gal. If you enjoy flying, get the 700. not the Piper version but the one modified by Aerostar.
@@AerostarPilot Ultimately I'm trying to figure out what would be less fatigue for my pax. If it's not much louder than the 340, the speed of the Aerostar would be preferred for bladder range. But if the resonating props are too much, then it seems like it could be less fatiguing to go a little slower. Hopefully I can bum a ride from someone getting maintenance at the Flight Shop to experience it for myself. Craig does a great job maintaining my 206 and their close proximity is not a small factor in my considering the Aerostar.
@@yamashill Craig is a good guy and you are in good hands. I am sure you can arrange a ride from someone who has their plane there. Have Craig let you know the owners are then we can look them up in the Aerostar Owners Association. I think you will find the ones with the square tip quite props, you won't notice much. I have a friend with a C-421 and he said at cruise the A* really wasn't that much noisier. That says a lot to me. It has been way too long since I have flown any of the 400 series Cessnas to make a comparision.
You had your flaps set in the neutral position
Put those fueling mats on the wings
I would be careful with that charging cable being draped across throttle quadrant especially when it’s moving from yoke movements
I’m looking at your flaps at takeoff and climb out you raise them up and back down and on your flight over
The flaps are all hydraulic controlled by a mechanical valve connected to the flap handle. The neutral position closes the valve to either up or down actuation. If the flaps are already retracted, placing the handle either up or neutral will not do any thing. To deploy the flaps you place the flap handle in the down position until the flap indicator reads the chosen flap setting, 10, 20, 30 or full down 45°. You must put the flap handle back to neutral to stop the movement at the appropriate setting. Same is true for retraction.
@@AerostarPilot Got to be careful with the flaps on this airplane from what it sounds like. I wonder if Piper fixed this system in later makes and models?? Seems like a poorly designed system but this aircraft is quite old so maybe it was advanced for this era. Nice vid.
@@816928 It is simple and easy.
@Eric Reese - Aerostar Pilot seems so. Is there some sort of safety feature in case your hand slips in turbulence or an electrical anomaly? I am speaking to flap overspend. Thanks
at 10 min 08 sec: 11% higher fuel burn with the left engine than with the right ?
Good observation Dani, We were still at climb power which is 37" and 2400 RPM. At this power setting, you are to run the mixtures at full rich. The fuel flows need to be 37 gph or greater. With this plane the fuel metering is a bit off between right and left and yes the left could have been leaned to match the right. The general rule of thumb with these high HP turbocharged engines is to run the fuel flow in gph the same as the MP in inches. This applies to power settings above 75%. On takeoff for example, the engine should be developing 42" and an approximate 42 gph at full rich.
I’ll fly with him anytime so just give me a call
Great choice ... or piper M6oo
Ignorant question on my part, but why put flaps back after retracting ?
The Aerostar flaps are hydraulic. When you want 20° for example, you need to set 20 on the indicator gauge then stop the movement by placing the handle back to the neutral position.
How many hp per side you aerostar
350
Does the pilot also fly a BD5-J?
Nope!
Is that a stutter, or his callsign? lol
You're welcome for the free training I paid for.
wun wun, wun wun wun. That's awful 😂
Whole lotta ones.
@@AerostarPilot easy to remember though, lol