AOPA Turbine Pilot Magazine - September 2011 - 79

While it is pure enjoyment when everything is working, it is not particularly forgiving when something goes wrong. As an example, single-engine rate of climb is only about 240 fpm—if the pilot does everything right.
several electrically driven fuel valves while going through the fuel selector position test prior to engine start usually makes the prudent decision to avoid moving a selector in flight because an electrical hiccup can stop the delivery of fuel to that engine. The 601P is not for the dilettante or someone unwilling to learn it thoroughly. The price of its capability is the willingness of its pilot to keep skill levels high and take serious recurrent training, as well as joining the Aerostar Owners Association (www.aerostar-owners.com) for updates on the airplane and systems. While it is pure enjoyment when everything is working, it is not particularly forgiving when something goes wrong. As an example, single-engine rate of climb is only about 240 fpm—if the pilot does everything right. But now, Center has cleared me to begin my descent and I program the autopilot to progress downward at the desired rate. Later, hand-flying for the sheer joy of it, I approach the nontowered airport that is my destination, enter the pattern with power at about 17 inches, slowing to gear and flap speed comfortably on downwind. Turning final I hold 100 knots, finding that the airplane easily trims for the desired speed. Coming into the flare I close the throttles, pitch up a few more degrees, and roll on the mains, holding the nosewheel off as long as I can. Slowing to taxi speed I reflect on the flight, and how the ability to retrofit the powerful technology of the G600 should help keep such a high-speed, capable work of art flying in good form for many years. Rick Durden is an aviation attorney in Colorado, and editor of IFR Refresher magazine.

two-screen G600 places an MFD and PFD on the left side, and it’s driven by a pair of GNS 430W receivers. A Garmin G3X with its own AHRS provides the backup display. Dave Morss, a highly accomplished test pilot, per formed the initial Speedstar flights in 2009, and the airplane has now logged more than 120 flight hours. Taylor said the airplane typically cruises at 260 KTAS at 20,000 feet and consumes 38 gallons of fuel an hour at altitude. With full tanks (235 gallons) it can carr y four adults (Taylor removed two of the original airplane’s six seats) and 200 pounds of cargo more than 1,200 nm with reser ves. The Speedstar’s flying characteristics are significantly dif ferent than those of the original Aerostar, however, because of the higher speeds, removal of the piston engines (1,400 pounds) from the wings, addition of a turboprop up front, larger control sur faces, and other factors, Taylor said. “It’s a ver y solid, stable aircraft that’s light on the controls—but not at all twitchy,” he said. “Its control balance is per fect and the trim is neutral in cruise. It’s just a phenomenal airplane.” Taylor said he built the Speedstar to satisfy his own curiosity and doesn’t plan to produce any more. He didn’t keep track of how much he spent on the project but estimates it’s “well south of $1 million.” He is so pleased with the Speedstar that last year he did something that previously would have been unimaginable. He sold his original piston Aerostar 600. “It was my ideal airplane for 32 years,” Taylor said, “but I like the Speedstar even better.” Email the author at dave.hirschman@aopa.org.
AOPA PILOT • 79 • SEPTEMBER 2011

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AOPA Turbine Pilot Magazine - September 2011

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