But like I've said in other threads, running a GTSIO will be very close to running a TPE in cost. But when they do work, I've heard they're the fastest Aerostars there are.Ĥ21 certainly has better cabin size, so if you plan on flying a lot of people, then that might be the choice. One huge turbo at back, rather than two, which is so close to accessories and hoses it fries them. Has single shaft, dual mag, which is not a good design. The Chieftain engine doesn't hold well at all, from what I hear. The S1A5 is solid because they only take 290hp from it. The overboosted AA1's of the Superstar is what not always holds up as well. A heavier case built to take the 350hp from factory. But if you want 350hp, the U2A engines have a reputation for being tough. The low comp/high boost engines can't touch that, not even pulled back. Fuel misers at LOP - they rack up a consistent 200kts on 25gph up high. However, if economy is important to you, the 601P with S1A5 high comp engine rules.
They're just a little better performers overall. Doing it again, though, I'd probably go 700. I can only talk about Aerostars, as that's what I used to own. I liked that engine on the Chieftan, but heard it didn't work well on the Aerostar. Is that engine better than the modified S1A5 or the modified AA1A5 ? Why ?Īlso did anyone ever do anything with the J2BD Super II. Some 700 sellers pitch the U2A engine as a selling point. My first specific question is on the boosted engines. There are longer runway options at each end if needed. All can get hotter than 40 hells so I'm asking a lot of this new bird. Oh and by the way KVBT is 4426' long at elevation 1298.
I really liked the turbo normalized IO540 in the 601P but I'm thinking coming out of Salt Lake in the summer I'll need the smash of the TIO. I think I'll need extended fuel for that one westbound in the winter. Some days I will go nonstop KVBT to U42 and back, 871NM each way. Collins, CO) to U42 (Salt Lake City) at 318NM. The typical mission will be KVBT (Bentonville, AR) to KFNL (Ft. I think anything around that price point in a turbine is going to require me to have sizeable maintenance reserve. I will, of course, move that up for the right bird. The turbine crowd is pitching that route but I don't see it happening at my target price of 250k or less. I know they are slower and a bit spendy but will haul a good load in comfort. The 421C is only in the mix because of the <5% of the time I'll want to carry six peeps and all their stuff and actually go somewhere. I owned a 601P for a few years back in the 90s and had a great ownership experience (once I got past a crooked maintenance experience). I've pretty much narrowed my choices to Aerostar 601P, A* 700SS, or Cessna 421C. I've had my V35B for just over a year and am thoroughly impressed by it, but the mission has changed and so must the airplane. I'm starting the pre-search for my next bird.
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