Enjoyed a recent multi-leg trip from Sheridan, WY (KSHR) to Nashua, NH (KASH), to Nantucket, MA (KACK), to Muskegon, MI (KMKG) to Canton, OH (KCAK) to Toledo, OH (KTOL) and back to Sheridan and took the opportunity to try some high and low power settings after having the winglets installed. Low speed power setting of 25" MP and 2,000 RPM produced 178 KTAS at 10,000' and 206 KTAS at FL240 burning approximately 23.4 gph (I have 2,000+ hours in various Baron models and my normally aspirated B58 burned approximately 22.4 gph at 10,000' to produce 178 KTAS when operated Lean of Peak whereas my B55 was about 6 knots faster at the same fuel flow). Up high at flight levels 210 - 240, 44 gph produced 244 - 247 KTAS at 65% power (32"/2,200) and 254 KTAS at 48 gph (air was smooth at FL210 but continuous light turbulence and occasional moderate turbulence @ FL220-FL240 so difficult to get a precise airspeed reading). Enjoyed a wind assisted 322 ground speed when flying at 244 KTAS at FL210 (of course paid for that fast ground speed when on my return flight to the West flying into the ever present headwinds). The winglets (which reduced induced drag by 12%) seem to produce about 6-9 more knots of true airspeed at lower power settings (with the plane flying a bit nose up which produces induced drag where the winglets are very effective) and about 3-4 knots at high speed settings. The plane comes off the runway like a Cessna 182 now (before the winglets on takeoff it took a delicate hand to rotate, push forward and allow the plane to build speed before enjoying an impressive climb rate...with winglets, now just rotate and start an impressive climb rate) and can climb at 2,300 fpm @ 128-130 KIAS @ 42"/2,500 burning 84 gph (blue line 117) if you like or lower nose to 170 KIAS and get 1,000 fpm, or 150 KIAS and get 1,600 - 1,800 fpm burning about 72 gph (36"/2,400) or if you do not need to climb fast for obstacles reduce power to 35"/2,200 and climb at 140 KIAS and get 1,000 fpm burning about 48 gph.

Just thought I would share the information since many folks are buying pressurized twins and turbines. The Aerostar offers turbine like speeds (albeit without the benefits of turbine engines...but also without the impressive cost of turbines and the associated phase inspections and calendar/cycle costs) at "Baron-like" fuel burns when the power is pulled back, plus "turbine speeds" at "Baron-like" prices. You can come down hill really fast as VNE is 242 KIAS with flutter reported to be 500 mph above VNE. The ride in turbulence is nothing short of amazing with no "tail wag". Parts availability is impressive and prices reasonable along with a very long list of STCs via Aerostar Aircraft Corporation. Have flown the Aerostar about 250 hours and have found it to be a very honest airplane when operated with proper attention to airspeed as it is an "airspeed control" airplane. Accelerate/stop about 500 more feet than the Baron but if you fly the plane about 500 lbs. under gross you can shorten the distance by about 500'. The Superstar 700 (350hp engines) allows the pilot to "take their time" to identify/verify/feather as the plane will hold altitude or climb at 1-200 fpm at full gross with the gear out, take off flaps and with a windmilling prop on the failed engine. Clean the plane up and enjoy about 500 - 700+ fpm single engine climb depending on weight...again, "turbine like" performance. Certainly the cabin is not as roomy as a King Air (not much is) but for four guys with fishing/hunting/golf equipment (with only 4 seats in the plane) this 6 seat aircraft offers a very comfortable cabin. The 601P model with TN 290 hp engines is even more fuel efficient and can be run LOP at higher power settings whereas the SuperStar 700 low compression engines can only be operated LOP at low power settings. Here are some photos along with a flightaware.com log of the "fast tailwind flight" http://flightaware.com/live/flight/N831 ... H/tracklog
Check out "log time" of 2:42 when "my" speed jumped almost 150 knots!...fun Tom

Your Red & Blue Speed lines seem a little high, but 30kt apart, lots of room.

How does it land?

Nice, who makes these winglets?

Hi Marcus,

With the winglets, it feels very stable on approach. Landed at the POH recommended airspeeds it will achieve the POH #s (1,200' - 1,800' ground roll dependent on the normal factors). 120 KIAS on final...100 KIAS on short final...96 KIAS at 50' agl...touchdown at 86 KIAS = a very stable landing (79 KIAS stall in landing config)....BUT you cannot land it like a Baron (which to me lands like any Bonanza)...e.g. you cannot "stretch the landing" by pulling back on the yoke...doing so will cause a stall in a heart beat. Before the winglets at the same airspeeds the plane felt a bit "sloppy" to me vs. the Baron...that feeling is gone with the installation of the winglets as the plane feels rock solid to me.

The plane "feels" the same to me at 200 KIAS as it does at 100 KIAS...there are no sensory inputs as the speed declines (wind noise, seat of the pants, etc.), therefore the need to pay attention to the airspeed.

All that said, I feel very comfortable flying the plane into a 3,400' dirt strip at a 1,000 field altitude on a standard day and at 500 lbs. under gross to achieve an accelerate/stop distance...assuming I have practiced short landings and able to control my airspeed within a knot or two.

Tom

Aerostar Aircraft Corporation in Coeur d'Alene, ID provides and installs the blended winglets.
http://www.aerostaraircraft.com/

The install just takes a few days...excellent workmanship....but most important, the winglets look very "Cool"!

Tom

Nice, have any photos of the cabin? How does the cockpit feel for a tall pilot (6'4") ?

Vmc is 84 KIAS
Vxse is 101 KIAS
Vyse is 117 KIAS

Lands great. If on the numbers, easy to grease. Best analogy I can give, is land it like a Mooney or a Cirrus. If a short runway, the strong gear is great to set the plane down firmly.

Tim

A little faster than the Duke.. I normally fly the pattern at 120-100 depending on traffic, but slow down to 90 descending, 80 over the fence and touchdown just under 75. Done right, this will come a easy stop under 1,500ft. I've flown into 2,500 ft fields, but haven't tried Grass yet. Our props hang too low for a dirt strip!

Flying along with the Big Iron, I can keep 170kt to about 500ft/1 mile final and still slow to 90kt at touchdown (long runway). Does the Aerostar mix 'up' well too?

Yes. I practice high speed IR approaches once in a while. 170 KIAS to FAF down to 150 KIAS down to 200ft AGL. Drop everything out, pull power way back and slow down to 100 by short final, normally need some power back in and cross the numbers at 90.

This is on my todo list with my instructor in a few weeks. I tried it again a few weeks ago and went high on the glide slope !@#!!@#$ by one bar.

Tim

Hi Adam...I am 6' and cockpit is very comfortable. Estimate I have about 3+ inches to headliner...and then you have about another inch or so of room because of the "eyebrow" windows. Think you would be OK at 6' 4" but please go fly one to be sure. Plenty of elbow room with two, 200 lb.+ guys up front. Estimate about 3-4 more inches of width than the cockpit of the Baron. Floor is flat the entire length of the fuselage and seat rails run the entire length as well...which makes for very flexible seating arrangements to gain leg room when only 4 seats in the cabin. Most pilots fly with five seats installed vs. 6...I prefer to fly with just 4 seats for more leg room for back seat passengers. Also the fuselage is the same width in front and back with no tapering. Here are a few photos of the interior you requested. I prefer to remove the rear "bench seat" and then slide the two middle seats aft to give those seats more leg room. Baggage goes behind the two middle seats with enough room for 4 200+ lb. guys with fishing gear and 8 cases of beer. Plane sits "rock solid" when loading the plane...no tipping or rocking which inspires confidence in the passengers giving it a "big plane" feel...and the CG just keeps getting more "centered" the more weight you put into those seats.

After 250 hours of flight, I am just starting to appreciate this plane.

Thanks for your interest.

Tom


Tom

I tried to get into one once upon a time.

Never been on my radar since that attempt.

Then again, few see me as short of stature, but there have been a few.

You may notice from my avatar that I do occupy a substantial bit of a Baron's front working area.

YMMV

Marcus, as Tim stated, YES, you can fly this plane fast into the pattern...as fast as you like. Interesting as the plane descends extremely fast (more than once I have been asked to slow down for the Regional jet ahead...I usually ask the controller to "say again"... but once you put in the first 10 degrees of flaps...and then when you wish to slow down more just lift the nose to get to gear operating speed (156 KIAS so slower than the Duke which I think is 172 KIAS...at least that is what I remember about my 58P...as the Aerostar has huge clam shell doors so you want to be sure the wings are level and the ball centered before extending the gear...I like to slow down to just below 150 KIAS before extending the gear) and reduce the power, the plane really decelerates quickly...so quickly that you must be watchful to bring back in power (as Tim stated) to avoid getting too slow. At uncontrolled airports you can easily be several thousand feet high on short final and without slipping, dirty the plane up and reduce the power (assuming your ears are OK) and you will still come across the numbers around 88-90 KIAS and you will still need to bring back in power to arrest the descent. So as I said before, the pilot needs to be ever watchful of the airspeed as the plane "feels the same" at 100 KIAS as it does coming downhill at the top of the yellow. Think I am starting to appreciate why so many Aerostar owners are retired military and airline guys...they say the Aerostar handles like a jet. Since I have no jet experience, I assume that statement is true.

Tom

Hi Don...was nice talking with you about the Duke in Louisiana a friend of my needed to get inspected a few months ago (didn't[ buy one yet) my first few attempts of getting into the plane where difficult as well as it was hard to get you leg between the front of the seat and the side of the fuselage....but then the mechanic relocated the "chair slip" round stop (fits into the seat rail) a few inches and now it is easy to get into the plane. To stop the seat from possibly slipping aft the Aerostar Owners Association came up with a seat stop that once the pilot is seated, is simply dropped into the seat rail just aft of the seat to stop the seat from sliding back should the seat locking mechanism fail.

Best regards,

Tom

Tom, Marcus,

My personal steep descent record to land was coming home last winter into KSCX. Since it was VFR, I had an awesome tailwind for once I decided to stay high as long as possible. About 10 miles out and 16K MSL to land at an airport 1500 MSL. Slowed the plane down, threw gear out, speed brakes out, power back, props full forward, full flaps and nose over. Maintained 100 KIAS all the way down with a ~2500 FPM descent and crossed the numbers at 90 KIAS. It was the best landing I had all winter!


Tim

Looks awesome, I'd love to upgrade to pressurized and cabin class at some point. Who wants to take me for a ride?