Private Pilot Magazine decided to flight test and evaluate Aerostar Aircraft Corporation's Super 700 Aerostar. This executive bullet was waiting for us at Boeing Field Airport in Washington State. Having read up on the plane and the remarkable performance increases the literature said it had, we were eager to obtain some serious flight time. Given the nature of people and companies to exaggerate, we expected a little fluff in the numbers. One of Aerostar's customer service pilots, Larry Brown, flew the plane to Boeing Field and sat in the right seat, providing technical and operational information.

Entry into the Super 700 is identical to past Aerostars. A clamshell hatch allows the top half to open upward, while the bottom half serves as the step. Larry pointed out that the proper procedure is to slide the pilot seat all the way forward, making entry quite easy. The Aerostar has sometimes received a bad rap for lack of easy entry because the seat was in the doorway. As is often the case, the airplane was blamed for lack of knowledge on the part of the operator. The flight deck is not overly big, but adequate, similar to a fighter crew station, which is probably what Aerostar would like you to believe. After all, they do push the "pilot's airplane" line.

Comfortably seated, we were given a briefing on the instrument panel, which as well-equipped with King NAV/COMs, colour radar and a GPS display coupled into a map that would play on the stormscope. Also, tucked neatly in the panel was a Ryan TCAD (traffic collision avoidance system), with audio and visual annunciation to warn you when you're too near another aircraft. Unfortunately, there was no azimuth information; up and down, yes, but you still have to crane your neck left and right. The autopilot was standard, but it also had an altitude pre-select feature that allows you to watch while the aircraft levels off at the preset cruise altitude.

With both engines humming and the avionics active, we were ready to call Boeing tower for our IFR clearance and departure to Spokane. Taxiing out gave us the opportunity to play with the electric nosewheel steering. Using the electric rocker switch, located on the centre console between the pilot and co-pilot seats, was fun, but it wasn't anything a pilot couldn't master in about two minutes. Those two minutes can be pretty exciting and probably shouldn't be practiced in tight parking areas. For those of you who don't know what we're talking about, during taxi, the plane is steered by activating the rocker switch, which operates a hydraulic pump to turn the nosewheel. White on the runway and rolling, the aircraft is controlled by rudder input.

Once the aircraft was aligned with the runway, we made sure the nosewheel was also aligned with the runway by allowing the aircraft to roll forward a few feet. Once cleared for departure, the recommended procedure is to hold the brakes, throttle up to 30 inches manifold pressure, release the brakes and go to 42 inches. You can hold 42 inches all the way up to 20,000 feet. You'll be climbing about 700 fpm faster than any other Aerostar you've been in. Acceleration is positive, to say the least. Automatic controllers limit the m.a.p. to 42 inches and blow-off valves provide overboost protection. This allows the pilot to concentrate on the departure without having to closely monitor the m.a.p. - as is found on older turbocharger engines.

Due to the relatively small 1-degree positive angle of incidence of the wing, the Aerostar must be positively rotated on the takeoff roll. Following Larry's advice, we pulled back on the yoke, which is spring-loaded to go full forward when left alone, to take some weight off the nose at about 60 kts. At about 90 kts. we gently raised the nose and the plane flew off about 92 kts. (Or, that's what they say it did) The airspeed needle was moving so fast it could have been anything around there. If the nose isn't raised a bit on the takeoff roll, it's possible to over-rotate a bit and initially get the nose too high. They also said we could have gotten to Vmc + 5 kts. about 300 feet shorter than with the standard model. If you have to worry about 300 feet, you don't belong there.

Larry pointed out a great safety feature: the ability of the plane to maintain altitude at 100 kts. with one engine out. Not impressed? How about if we tell you that's with the gear and flaps down and the prop windmilling? It's not happy, but it's flying and unlike the others out there that want it cleaned up and the prop feathered within 10 seconds, you have time to make some decisions without relying on your long-gone teen-age reflexes.

While we're talking about single-engine performance, here's what Larry and Jim Christy, the other Aerostar representative we spoke with, told us. Cleaned up, that standard Aerostar claims about 240 fpm at sea level, while the Super 700 will give you 400 fpm under identical conditions. Now, that's significant. They also tell us that the Super 700 will keep you at 17,000 feet, as opposed to the 9300-foot, one-engine ceiling of the standard model - especially nice to know if you're about 50 miles west of Denver.

We soon received a progressive climb to flight level 220, where the Super 700 likes to be. At cruise, handling is sensitive, yet responsive. Much as we would have like to, we didn't roll it or even do any trick maneuvers. The roll rate was quick enough to be favorably compared to a Bonanza: actually, the whole feel of the yoke approximated the plane. Part of the required modifications with the bigger engines was a BOB weight system which, they told us, improved pitch stability. Since the plane flew wonderfully anyway, how were we to tell?

We were cruising at 65-percent power, 32.0 inches m.a.p. at 2200 rpm, and that resulted in about 22.0 gph from each engine. This produced an indicated 171 KIAS. TAS was 245 kts. with a displayed ground speed of 320 kts.

Larry indicated that he wanted to demonstrate 75-percent power and increased the power setting to 35.5 inches m.a.p. at 2200 rpm. The airspeed went to 182 KIAS with no effort. We were also assured that 75-percent power would be available up to 25,000 feet. Being ever diligent and wanting to catch them up, we asked the obvious questions about fuel burn and range. Larry adroitly avoided the issue by telling me that the gross weight went up 315 pounds and that the useful load increased 265 pounds. Emphasizing the point, Larry said, "What would you rather do: 250 kts on 44 gph or 215 kts on 36 gph?Ó Good question!

Time passed all too quickly on our flight and we soon received our clearance to descend to 6000 feet. We dropped the nose and descended at the rate of about 2500 fpm. With the spoilers, we could have increased that to about 3500 fpm. The pressurization system, let us down in comfort, slowly, at about 400 fpm. The landing, at 100 KIAS with full flaps, was uneventful and positive.

After the flight, we chatted about what Aerostar is trying to do and who the company sells to. "The answer to that," Jim said, "is speed. We sell to people upgrading from 340s, Senecas and those types, as well as those who have discovered that running a turboprop is more expensive than they had originally calculated. This is a happy alternative between them. There's also the issue of decreased down time." He went on to explain that as the standard Aerostars age, their performance drops off. This results in shop time, during which the mechanics try to keep the plane flying at optimum levels. With the 700's higher power margins available at altitude, the pilots have more than enough performance for a longer period of the aircraft's life. That means less maintenance and down time.

This is a pilot's airplane and a high-performance personal transport. If your business needs dictate the latter, or if you are in the market for your own personal bullet, we recommend you take a serious look at Aerostar Aircraft Corporation's Super 700 and its other modified Aerostar offerings and options.

The Company
by Bill Fedorko

Private Pilot recently had the pleasure of test flying the Super 700 Aerostar, quite an impressive aircraft. It has evolved from a simple configuration of the original design: a naturally aspirated, six-passenger twin with a 600 model designation. The older model 600 was followed by the turbocharged model 601, and with a little cabin pressurization and refinements to power and interior amenities added, the 601P Aerostar was born. With the company now in the hands of two original employees of Aerostar - Steve Speer and Jim Christy - it has now created the Super 700 Aerostar. The 700 is similar in appearance to the original Aerostar, but don't let that fool you. Take a closer look; the changes are quite dramatic and the performance matches the changes.

Ted Smith Aircraft Co.

Aerostar has the type certificate, and with its engineering expertise, the company can solve almost any problem that might arise with existing older aircraft in the field. Aerostar supports owners and maintenance facilities around the world with spare parts and technical service.

The comfort upgrades to the Super 700 offer horsepower increases, as mentioned, but also add pressurization upgrades. The new 5.5 psi cabin pressurization will allow the certified ceiling to increase from 25K to 30K.

Another improvement to reliability is the addition of new Inconel exhaust system, installed on the 350-hp turbo supercharged, intercooled Lycoming engines. It's expensive, but it adds a degree of safety.

Although the cabin and cockpit are rather small, they do have a sports car-like feel and performance.

Aerostar still lays claim to an aircraft that flies higher, faster and farther than the competition in its class. The new 700 not only flies 5000 feet higher, but it is also 30 kts faster and travels 300 nm farther than predecessor aircraft built in the '70s. Other modifications Aerostar is quite proud of are the increased, low-speed handling characteristics. To accomplish this, the engineers installed Vortex generators on the vertical fin, increasing flow over the rudder and horizontal stabilizers.

The test aircraft we flew also had a modification for slowing and dropping altitude quickly: pop-up spoilers, small spoilers located just forward of the flaps, slightly outboard of the engines. Losing altitude quickly is the name of the game. This modification is not offered by the factory, but it was included on our test aircraft. Needless to say, we used the spoilers to the max.