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1. 12:55 AM - 685 vs. Aerostar (stratobee)
2. 08:15 AM - =?utf-8?B?UmU6IENvbW1hbmRlci1MaXN0OiBOb24tQ29tbWFuZGVyIFF1ZXN0aW9uOiBCaXBs?= =?utf-8?B?YW5lcw==? (=?utf-8?B?eW91cnRjZmdAYW9sLmNvbQ==?=)
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Subject: | 685 vs. Aerostar |
Here we go again.. :D
As I look ahead for my future flying and something to grow into, once again my
thoughts come back to the 685. I've read Milt Concannon's summary about it and
how he thinks it's just a little bit misunderstood.
My work takes me all over the US, and I'd love to be able to fly myself there when
it's feasible and weather permits. I'd ideally need all weather capability,
long range and pressurization. Especially long range. I'd kind of set my sights
on Ted Smiths's other design, the Aerostar as a good step up. In fact, I came
very close to buying an immaculate one about 6 months ago, but couldn't quite
make the finances work in time.
But as I look at the 685's for sale just sitting there month in and month out and
not moving - prices keep going down - I couldn't help but start comparing the
two again. A 685 can be had for about the same price as an Aerostar, give or
take.
PROS OF 685:
1. Now, what's good about the 685 is that it has many of the things I want already
built in. First of all it's a Commander, but secondly it has insane range,
full de-ice and all that good stuff. Stuff that I'd have to add on the Aerostar
most likely, at least the aux fuel tank to get comparable range. That's a $15000
modification just for the aux tank. Most of them don't have full certification
for icing, but can be upgraded for another $10K or something. It adds up.
2. The other "advantage", if one may say so is that a 685 would probably able to
land at a smooth grass field or a dirt strip without shedding a leg, whereas
the Aerostar would probably not. I realize none of them are particularly well
suited for backcountry flying, but if there's a choice the 685 is probably better
at it.
3. The Aerostar has a racy wing and won't tolerate you going slow, so even though
it's 3000lbs lighter, you'll use the same amount of rwy and touch down at the
same speed. None of them are short field performers.
The Aerostar has a life limit on most of it's windows (just below 5000hrs) and
the front wind shield is about $20K. I'm assuming the 685 has no such vices?
CONS OF 685:
1. The Aerostar is probably the most economical twin for fuel one can fly. 25gph
at LOP and 190-200kts. That's hard to beat. I'm assuming the 685, leaned to
within an inch of its life, would struggle to get below 35-38gph at speeds around
180-190kts. On a long cross country that's a difference of about 100gal..
2. The Aerostar has "normal" engines and none of that funny stuff. That said, my
geared engines have not given me undue trouble and I know of quite a few people
who fly geared and have little problems. However, the 685's is the most highly
strung of the geared engines and I've heard that a couple of cylinders will
pop each year. Just how it is. And should they need an overhaul, we're talking
$50K/pop. Phew.
3. The Aerostar is also fully supported, whereas I'm assuming the 685 is probably
not.
4. I also fly predominantly alone or with few passengers - do I really need to
lug around 9000lbs of airplane for one person? Seems a bit irresponsible almost...
Who the most reliable is mechanically is probably also a draw. I'm assuming they'll
see the equal amount of insides of hangars. Good thing is that I know a lot
more people that can give good advice in the Commander community than I do
in Aerostars.
Thoughts on this subject?
--------
Adam
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=392628#392628
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