The interviews are very informative, thanks Eric. Your videos that share A* info and training are gold. As the relatively small A* fleet ages and experienced pilots/engineers hang up their wings, it's challenging to understand the type thoroughly and get good pilot/equipment tips - especially for those of us not in the USA. So this content is not only entertaining but helpful for continued safe operation of A*s. It would be wonderful to see an interview with your dad sharing some of his insights! We appreciate your time and effort. (Super700 S/N 61P-0684 )
Fantastic story and its a real treat to ride along. Eric, you are a wealth of knowledge when it comes to the Aerostar and it shows in everything you do. Well done.
There is more to come. Will have the engine test and high speed taxi next. After that the trip to Coeur d Alene and the work Aerostar will do. After that it is off to the avionics shop and Robert's transition training.
The outward counter rotating engines were for maximum speed potential, as it was explained to me in 1976. The story I was told, was that the outboard downward moving prop, incurred minimal fuselage drag interference, outboard of the engine nacelles! That's the story I heard.
Piper did the counter rotating props to balance the effects of torque and P-factor, meaning that such aircraft do not have a critical engine in the case of engine failure. Piper still does this with the Seneca V.
@@AerostarPilot From what I've read, this outward rotation improves air-flow and stability. I shot an E-mail to Piper out of my own curiosity. I can't even find Piper brochures on it. I'll post what they say if they respond.
@@hawkdsl I believe Steve Speer, now president of Aerostar Aircraft was involved in the design of the PA-60-700P while he was at Piper. I have heard the story but have forgotten. Jim Christy at AAC should know as well.
One thing about the Aerostar and Commanders, the key to the plane is exactly the same. That one key will allow you to take any Commander, or Aerostar. Have key will travel.
Not yet. We got delayed 3 months due to a lost Airworthiness Certificate. FAA is backlogged by that much. We are still doing taxi tests and engine runs but so far all is like normal
@@AerostarPilot Once you do get flying, I would love to see 20+ minutes, to full length flights in this plane at 15,000 ft or higher, with a few low altitude flights interspersed. Aviation is fascinating stuff, cos I like science and technology
@@thatguyalex2835 It will be a while before that happens. I can do that in N11111. The next flight in N14VM will be from PAE to COE in a few months. I will video that flight. Maybe Ill set it up for questions from the viewers that I can answer while inflight.
@@AerostarPilot That sounds like a great idea. I wish you a safe flight. :) What is your typical cruising altitude for flights that are 50 miles, 100 mi, and 200 miles? Do shorter flights fly at lower altitudes, since planes "eat up" horizontal distance to climb up to cruising altitude?
@@thatguyalex2835 50m between 4k and 6k, 100m 7-9k and 200m 17k-19k. Longer trips typically 22k to 25k. This varies with winds a bit. My climb speed is 150kts IAS at 1000fpm. Dont forget you pick p about 2kts of TAS for every 1000' you climb. There are tradeoffs but usually climbing will save time and fuel on a longer trip.
Counter rotating props should always benefit single engine performance unless aerodynamics dictates otherwise as with the P-38. Why on earth do you want and wish for two critical motors? You?
The P-38 with counter rotating props in the outward direction and the few Piper 700P's with counter rotating props also rotate outward. Most other twins with counter rotating props rotate inward. The definition of the critical engine is the engine whose failure has the most adverse effect on directional control. Therefore there is NO critical engine on twins with counter rotating props. However you can always make the case that either engine if were to fail is critical. :)
It's nice to know the history of this Aerostar, its original owner, and the current owner. Heartwarming.
Eric let all who was involved with getting this Amazing Aircraft that I said Thank you for all the hard work and hours as I watched
Excellent content Eric!
The interviews are very informative, thanks Eric. Your videos that share A* info and training are gold. As the relatively small A* fleet ages and experienced pilots/engineers hang up their wings, it's challenging to understand the type thoroughly and get good pilot/equipment tips - especially for those of us not in the USA. So this content is not only entertaining but helpful for continued safe operation of A*s. It would be wonderful to see an interview with your dad sharing some of his insights! We appreciate your time and effort. (Super700 S/N 61P-0684 )
Thanks JW. We will continue to add more Aerostar training info.
Fantastic story and its a real treat to ride along. Eric, you are a wealth of knowledge when it comes to the Aerostar and it shows in everything you do. Well done.
Thank you. I learn new stuff on every video we do.
I’m looking forward to seeing the next video
What a great story! Can’t wait to see her in the air ! Had to laugh at the end Eric, “and a”
I almost edited that out but felt there was some humor and honesty there.
Really enjoying this series, Eric. Thanks.
There is more to come. Will have the engine test and high speed taxi next. After that the trip to Coeur d Alene and the work Aerostar will do. After that it is off to the avionics shop and Robert's transition training.
Outstanding Content Eric. I can hardly wait to see your next video.
I’m very excited
Job accomplished
Got it started, but a long way from mission accomplished.
I’m really enjoying this series. I’m a baron driver right now but looking for a 601p or 602p as my next jump.
The outward counter rotating engines were for maximum speed potential, as it was explained to me in 1976. The story I was told, was that the outboard downward moving prop, incurred minimal fuselage drag interference, outboard of the engine nacelles! That's the story I heard.
Piper did the counter rotating props to balance the effects of torque and P-factor, meaning that such aircraft do not have a critical engine in the case of engine failure. Piper still does this with the Seneca V.
Yes but they rotate outwards rather than inwords. I still don’t have a good reason why they did this.
@@AerostarPilot From what I've read, this outward rotation improves air-flow and stability. I shot an E-mail to Piper out of my own curiosity. I can't even find Piper brochures on it. I'll post what they say if they respond.
@@hawkdsl I believe Steve Speer, now president of Aerostar Aircraft was involved in the design of the PA-60-700P while he was at Piper. I have heard the story but have forgotten. Jim Christy at AAC should know as well.
One thing about the Aerostar and Commanders, the key to the plane is exactly the same. That one key will allow you to take any Commander, or Aerostar. Have key will travel.
AerostaR. It's like R. Like Responsibility. Responsibility for every little detail.
Hi Eric. How is the restoration going? Is this airframe back in the air?
Not yet. Owner is on hold due to $$. It is sort of for sale. $200k
No Flying :(
Not yet. We got delayed 3 months due to a lost Airworthiness Certificate. FAA is backlogged by that much. We are still doing taxi tests and engine runs but so far all is like normal
@@AerostarPilot Once you do get flying, I would love to see 20+ minutes, to full length flights in this plane at 15,000 ft or higher, with a few low altitude flights interspersed. Aviation is fascinating stuff, cos I like science and technology
@@thatguyalex2835 It will be a while before that happens. I can do that in N11111. The next flight in N14VM will be from PAE to COE in a few months. I will video that flight. Maybe Ill set it up for questions from the viewers that I can answer while inflight.
@@AerostarPilot That sounds like a great idea. I wish you a safe flight. :) What is your typical cruising altitude for flights that are 50 miles, 100 mi, and 200 miles? Do shorter flights fly at lower altitudes, since planes "eat up" horizontal distance to climb up to cruising altitude?
@@thatguyalex2835 50m between 4k and 6k, 100m 7-9k and 200m 17k-19k. Longer trips typically 22k to 25k. This varies with winds a bit. My climb speed is 150kts IAS at 1000fpm. Dont forget you pick p about 2kts of TAS for every 1000' you climb. There are tradeoffs but usually climbing will save time and fuel on a longer trip.
Counter rotating props should always benefit single engine performance unless aerodynamics dictates otherwise as with the P-38. Why on earth do you want and wish for two critical motors? You?
The P-38 with counter rotating props in the outward direction and the few Piper 700P's with counter rotating props also rotate outward. Most other twins with counter rotating props rotate inward. The definition of the critical engine is the engine whose failure has the most adverse effect on directional control. Therefore there is NO critical engine on twins with counter rotating props. However you can always make the case that either engine if were to fail is critical. :)