The main thing it's capable of doing is going very fast. I consider it "capable," too, but with limits. I wouldn't own one unless I flew it a couple of hundred hours or more per year. The training commitment needs to be there. The Aerostar is not an airplane you can own and fly casually. (I figure my little TwinCo costs around $110/hr.) They're ungodly expensive to operate - probably $450/hr. I'm tickled pink with the P-Baron, but certainly respect others that like the other brands as much or more and could see myself getting one if the circumstances were right.Ĭlick to expand.I like them and came close to buying one about three years ago, before I came to my senses. In the end, most of the decision to me is what you've been flying and what you like. Staying Beech was easier and a little more affordable. The insurance folks had a say in things for me.
Slick plane that a lot of folks really like. I didn't like where the door was-just me. I know the TCM engine and would have a disadvantage with the Lycoming. As you know, it's got some Piper characteristics. Reminded me of the couple times I had a problem in the A-36 and how easy it was to get parts and find a mechanic-even on Christmas Eve couple years ago cautioned me things were much thinner for the Aerostar. A mentor, who was involved in the design of the Aeorstar as a young man, cautioned me that dispatchibility is a priority for me. It's a Cessna product and if that's your cats meow, great.īoth the Cessna and Baron had great parts availability and plenty of experienced folks to work on the plane. Having most of my time in Beechcraft, probably steered me away. Very complex fuel system that has caused more than one accident. My thoughts are the C-340 is the most comfortable as far as being able to move about the cabin. Good friend has a 340 guy across from me had a completely redone Aerostar and was able to fly the P-Baron.
Compass error may exceed 10° with both alternators inop.I looked at the C-340 Aerostar and P-Baron after determining I wanted a pressurized twin. If alternator remains inop, reduce electrical load and continue flight. If power is not restored check circuit breakers and reset once if required. If one ammeter shows zero output, cycle its switch off, then on. Determine alternator showing least amps and turn it’s switch off.Įlectrical loads Re-establish up to 60 Amps Turn OFF both switches then on one at a time to observe ammeters. If both alternators inop, reduce electrical load. To extend, re-position clip downward and clear of knob and proceed as follows: PA34-200T Piper Seneca II_Emergency procedures
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