AEROSTAR
In May 1967 Ted Smith certified his Model 360. It had 180 HP per side therefore the 360. It was a 5 place twin-engine aircraft with one 111 gallon center fuselage fuel tank. It was a great concept but could use more horsepower so in October of the same year he certified the Model 400. This one had 200 horsepower per side.
In March 1968 he came out with the Model 600. Not quite 600 horsepower, it had two 290 horsepower normally aspirated Lycoming engines. The max gross takeoff weight increased from the 4100# of the 360 and 4500# of the 400 to 5500 lbs. It could carry up to 7 passengers with the bench seat although the bench seat was limited to a maximum of 380#. Fuel was added to the wings and now the Aerostar had a capacity of carrying up to 165.5 gallons usable fuel. This aircraft could cruise at 200 knots up to about 11,000’.
In November of the same year Ted hung two Rajay Turbochargers on each engine calling the new turbo-normalized model the 601. The wastegates were electrically operated by the pilot who had to watch carefully to not overboost the engines. Turbo-normalized = maintaining the same 290 HP by not exceeding 29.5” but able to maintain the 290 HP to well above sea level. Although this aircraft was not pressurized, it was certified to 30,000’. The maximum takeoff weight increased to 5700 lbs and if the wing extensions (15” each side) were added the takeoff weight increased to 6000#. The 601B had the wing extensions and automatic wastegates. With the 601B the pilot didn’t have to concern himself as much with overboost unless selecting high power with cold oil such as during takeoff on a cold day without waiting for the oil temperature to rise sufficiently.
Five years later (Nov. 1973) came the 601P. Yes, the P stands for pressurized. Still the same turbo-normalized 290 HP engines it was certified to 25,000’. The 4.2 pressure differential meant that the cabin could maintain sea level pressure to about 9,000’ or an 11,000’ cabin altitude to about 25,000’. The optional 5.5 pressure differential allowed a cabin pressure of 8,000’ at 25,000’ or a cabin altitude of 10,300’ at FL 300. Maximum takeoff weight still was 5700# or 6,000’ if the aircraft had the wing extensions. This aircraft had high compression engines and were susceptible to detonation if the pilot did not operate them according to the POH.
Piper acquired the rights to the Aerostar and made the 602P and the 700P. The 602P was nearly identical to the 601P except it had low compression engines which were not as susceptible to detonation as those on the 601P. The 700P took on TIO 540 engines from Lycoming and had a maximum of 42” MAP which increased the horsepower to 350 each side. The 700P’s Max takeoff weight increased to 6315# and acquired an audible stall warning system. The pitot tube was now place forward of the cabin door where they could be inspected during preflight. 238 Kt at FL 250 in the 700P is a realistic expectation.
Since Aerostar Aircraft Corporation acquired the rights to the Aerostar they have come up with the 702P model. It is essentially a 700P with the 5.5 max pressure differential option but maximum takeoff weight has increased about 500 lbs. There has been no new Aerostar built since about 1986.
Notes: There are numerous modifications available to the Aerostar, wing extensions, the ventral fin extension (water rudder), VGs, intercoolers, increased horsepower – up to 350 HP per side for some models, flight into known ice certification for numerous models, 5.5 pressure differential for the pressurized models, inconel exhaust etc, etc. The fire detection system is required to be installed on all turbocharged Aerostars.
My opinion:
The Aerostar is a great airplane. The more complex they are (turbocharging, pressurization etc.) the more maintenance is required. Pilots seem to love these aircraft and mechanics despise working on them. The main landing gear door “banana” bellcranks break pretty easily if the gear is extended or retracted in a turn or slip so the heavier bellcranks are recommended. There are many recommendations that we may bring to your attention either prior to purchasing an Aerostar or during flight training. Pilots who don’t know the Aerostar believe that the airplane is a widow maker. You’ve probably heard the nickname “scare-o-star” or something similar. The fuel system is said to be complex but, think about this - the fuel selector position is either ON, OFF or CROSSFEED. How difficult is that? One of our instructors, Jerry has more than 2500 hours in Aerostars and very much enjoys the challenge of flying this machine. The vertical stabilizer and rudder appear to be too small. That is true – therefore the need of the “water rudder” or VGs. If you know this airplane, fly it within its limitations and treat it with the respect that every complex airplane deserves you should have years of enjoyable flying in this fine machine. With the push-pull tubes moving the flights controls rather than sagging control cables it feels as if you are flying a sports car.
Some quirks on the Aerostar
The nose wheel steering is electrical/hydraulically operated and accomplished by pushing a split electrical switch mounted on the console or the “eyebrow”. It takes the average pilot about 3 taxis with takeoff & landings in between to get used to this system. Moving the rudder pedals does not affect the nose wheel steering. One advantage to this system is that the nose wheel is aligned correctly upon extension and does not tend to take the aircraft to one side of the runway or the other when landing in a crosswind.
Ensure that the forward nose gear doors are not open while on the ground.
The nose wheel steering collar should be checked for cracks during preflight.
The fuel selectors are operated by electric motors.
The rudder and left elevator trim tabs are electrically operated. The right elevator trim tab is positioned by a flex shaft powered from the left elevator. Ensure that these trim tabs move through use of their switches. The elevator trim tab has a master switch on most models. There is no manual back up of the elevator, or rudder, trim tab so if there is a trim runaway – recognize and stop it quickly.
If the fuel caps are not sealed well i.e. a bad “O”-ring on the cap, the fuel will not be burned evenly from
the wings and there will be a significant fuel imbalance on a longer flight.
Ensure that the upper cabin door is closed and locked prior to takeoff. Check the door Annunciator light. If the upper cabin door opens during takeoff or just after liftoff, you won’t be the first one this has happened to. If it happens to you do not reach out to try to close it – remember where the left propeller is
and what the wind will do to your hand and arm.
I’d recommend that you install a baggage door Annunciator light. If you takeoff with the baggage door open or unlatched, you’ll understand this recommendation.
As with every airplane, fill in the trend monitoring sheet – including the system volts and amps even though the gauge is a little hard to read.
Just five questions: 1) How might you correct a situation where the system voltage has decreased to ~ 20 volts in flight? 2) Are you able to taxi adequately if the nose wheel steering fails? 3) How would you correct the situation if the avionics circuit breaker fails? 4) Would you takeoff if the nose strut was flat? – Why not?
There are many more items that need to be discussed, but we can discuss these during ground school.
OBSERVATION – The Aerostar is no longer being built.