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
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