AOPA Pilot Magazine - February 2014 - 47

production. Speer estimates it will cost
about $5 million to complete certification,
a figure that seems unrealistically low in
today's regulatory environment, but one
Speer says is on target for adding a new propulsion system to an existing design.
The company won't say how close it is to
finding an investor or a production partner,
and it continues to chip away at certification
requirements as resources allow.
With FAA certification, the company could offer jet upgrades to existing
Aerostars for about $1.7 million. Factorynew aircraft could be produced for about
$2.6 million, although starting a production
line is a multiyear project that will require
major new investments.
"We're convinced this airplane can be
FAA certified as is, or with only minor modifications," Christy said. "This isn't a proof
of concept airplane. It's a fully conforming flight test vehicle that can be used for
certification."
ORIGINAL VISION

The airframe of what would become the
first Aerostar Jet, N31TT, was originally
built in 1977 as a pressurized, turbocharged
601P. It had logged about 1,600 hours total

time as a piston twin, and Aerostar Aircraft previously
used it as a testbed for a gross weight increase-so it's
a workhorse, not a show horse. The wings are bare aluminum, the fuselage is an unadorned white, and the
steam-gauge instrument panel is mostly original with
the exception of the engine controls and instrumentation.
The airframe dimensions are unchanged with the
obvious exception of the jet engines, which are a total 400
pounds lighter than the piston models they replace-and an
additional fuselage fuel tank and enlarged wing fuel tanks,
which enable the airplane to carry a total of 309 gallons (up
from 165 gallons). It's also got additional structure on the
inboard portions of the wings to support the jet engines.
Cabin entry is standard through the pilot-side clamshell door. Engine start is simple and quick. With the
electrical system fully charged at 28 volts, move the start
switch to the On position and when N2 reaches 12 percent,

AEROSTAR JET and
piston models have
identical external
dimensions. In an
effort to reduce the
parts count, the
vertical stabilizer
and rudder are the
same as the horizontal
stabilizer and elevator
(above).

SPEC SHEET
Aerostar Jet

BASE PRICE: $1,895,000
PRICE AS TESTED: TEST AIRCRAFT NOT FOR SALE
SPECIFICATIONS

Powerplant | Two Pratt & Whitney
615F-A turbofans ; 1,460 lbs thrust (ea)
Length | 34.9 ft
Height | 13.2 ft
Wingspan | 37.6 ft
Wing area | 178.4 sq ft
Wing loading | 38.4 lb/sq ft
Power loading | 0.44 lb/lbf
Seats | 6
Cabin length | 149.5 in
Cabin width | 45.5 in
Cabin height | 47.5 in
Empty weight | 4,100 lb
Max ramp weight | 6,890 lb
Useful load | 2,750 lb
Payload w/full fuel | 667 lb
Max takeoff weight | 6,850 lb
Max landing weight | 6,500 lb

Fuel capacity, std | 309 gal, 2,083 lb
Baggage capacity | 20 cu ft
PERFORMANCE

Takeoff distance, ground roll | 1,600 ft
Rate of climb, sea level | 3,800 fpm
Max level speed, 41,000 ft | 409 kt
Max operating altitude | 41,000 ft
Landing distance, ground roll | 2,500 ft

LIMITING AND RECOMMENDED AIRSPEEDS

VMC (min control w/critical engine
inoperative) | 90 KIAS
VX (best angle of climb) | 100 KIAS
VY (best rate of climb) | 140 KIAS
VYSE (best single-engine rate of climb) |
120 KIAS
VA (design maneuvering) | 167 KIAS

VFE (max flap extended) | 175 KIAS
VLO (max gear operating) | 157 KIAS
VNO (max structural cruising) | 260 KIAS
VR (rotation) | 95 KIAS
VS1 (stall, clean) | 81 KIAS
VSO (stall, in landing configuration) |
73 KIAS
For more information, contact Aerostar
Aircraft (www.aerostaraircraft.com), 10555
Airport Drive, Coeur d'Alene Airport,
Hayden Lake, Idaho 83835-9742. Phone
208-762-0338
All specifications are based on manufacturer's calculations. All performance figures
are based on standard day, standard atmosphere, sea level, gross weight conditions
unless otherwise noted.

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AOPA Pilot Magazine - February 2014

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