27 Apr 2024, 22:30 [ UTC - 5; DST ]
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Post subject: Re: FS:1966 Rockwell Aero Commander 680V Posted: 27 Sep 2023, 22:27 |
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Joined: 06/10/18 Posts: 75 Post Likes: +6 Company: Gulf states air
Aircraft: BE-58
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looks like most all the problems with the orginal has been addressed, cant beat the reliabilty and efficiency of most all the -century engines. lots of bang for the buck!!
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Post subject: Re: FS:1966 Rockwell Aero Commander 680V Posted: 28 Sep 2023, 13:04 |
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Joined: 12/17/13 Posts: 6365 Post Likes: +5545 Location: Hollywood, Los Angeles, CA
Aircraft: Turbo Commander 680V
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Username Protected wrote: Am I seeing that you can get a Stec 3100 on a 680V?
That and a G600Txi and you're in a seriously capable machine
GLWS Hmm, looks like it. That was news to me. The Stec 65 was the only one approved for many years on it - and that was already an old A/P when I looked at getting a quote. Let's just put it this way - not worth it for the 65. I forgot to mention that I serviced the old H-14 A/P at Auto Pilot Central in Tulsa a few years back. It's ancient, but it flies just fine. I never did coupled approaches with it though.
_________________ Problem is the intelligent people are full of doubt, while the stupid ones are full of confidence.
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Post subject: Re: FS:1966 Rockwell Aero Commander 680V Posted: 28 Oct 2023, 10:15 |
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Joined: 02/21/21 Posts: 185 Post Likes: +160
Aircraft: Bonanza A36TN
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Wow! Maybe it’s time to trade in the Bonanza.
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Post subject: Re: FS:1966 Rockwell Aero Commander 680V Posted: 17 Nov 2023, 17:13 |
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Joined: 06/25/08 Posts: 5648 Post Likes: +519 Company: Latitude Aviation Location: Los Angeles, CA (KTOA)
Aircraft: 2007 Bonanza G36
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Username Protected wrote: Is there a flight supplement available for the -1 conversion? I have the original manual, but it has performance numbers for the -43 engines. Jim, I'm not sure but will check with Adam. -Neal
_________________ Latitude Aviation Specializing in sales/acquisitions services for Bonanzas, Barons, and TBM's
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Post subject: Re: FS:1966 Rockwell Aero Commander 680V Posted: 17 Nov 2023, 20:16 |
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Joined: 06/25/08 Posts: 5648 Post Likes: +519 Company: Latitude Aviation Location: Los Angeles, CA (KTOA)
Aircraft: 2007 Bonanza G36
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Username Protected wrote: I missed it in the logs, but is there compliance with service letter 196 (FIKI)? Not sure but I will go back through and look as well. -Neal
_________________ Latitude Aviation Specializing in sales/acquisitions services for Bonanzas, Barons, and TBM's
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Post subject: Re: FS:1966 Rockwell Aero Commander 680V Posted: 22 Nov 2023, 10:39 |
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Joined: 11/01/12 Posts: 266 Post Likes: +100 Company: Acadiana Fixed Wing Location: Lafayette, LA
Aircraft: C55
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Username Protected wrote: Is there a flight supplement available for the -1 conversion? I have the original manual, but it has performance numbers for the -43 engines. As with most engine conversions of the era, there is only a statement to "meet or exceed" performance published in the flight manual. It is still rated for 575HP for takeoff (good luck with -43/-A's/-or BL's) although the -1's are 665HP. The Century converted 680V will always "meet or exceed". The "Century" conversion (three separate conversions are usually considered-Engine , environmental system, hydraulic system; although the hydraulic and environmental can be symbiotic. There were several with only the engine conversion. Technically, the Century conversion is just the engines) was a brainchild of Rockwell who owned the TC at the time and decided to incorporate 681/690ish system into the piston derived systems of the 680T/V/W series. This particular airplane was actually a 680T and converted to a "V" before it left the factory. In addition, all of the conversions were done at the same time by Rockwell Dallas about 1974 (iirc). Unfortunately, Rockwell didn't see fit to put -5's on the 680/681. Although there is/was one airplane who someone did install the -6 compressor on the -1's, a' la "Super Dave" Merlin IIB...................... With regards to W&B, everything you put into a Commander is a forward/neutral moment displacement except the baggage compartment. There can be a consideration being out of the forward envelope but not out with regard to aft - unless you are hauling gold/lead in the baggage compartment. Useful load/GW is the only real concern, but only a minor one.
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Post subject: Re: FS:1966 Rockwell Aero Commander 680V Posted: 22 Nov 2023, 19:57 |
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Joined: 12/03/14 Posts: 19252 Post Likes: +23623 Company: Ciholas, Inc Location: KEHR
Aircraft: C560V
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Username Protected wrote: If anyone knows how high a pilot could expect to still get 575 hp that would be really helpful. I could work out most of the rest. Knowing it’s 665 at sea level is almost enough info, but any more data would still be vey useful. Based on MU2 F model, which is TPE331-1 engines, you can get 665 HP at 0 MSL ISA. You aren't quite at the temp limit under those conditions (assuming a healthy engine), but by the time you reach, say, 3000 ft, the temp limit has been reached and power drops to stay under the limit. On a "normal" nice day of 25 C at the ground, you are already reaching temp limits even at 0 MSL. In contrast, a TPE331-10 engine will hold 665 HP to FL180-200 at ISA. Mike C.
_________________ Email mikec (at) ciholas.com
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