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!!

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.

Price reduced to $275,000.

-Neal

Wow! Maybe it’s time to trade in the Bonanza.

Little hop around the block in Aug:

https://www.instagram.com/reel/CzvH3wtOWeY/?igshid=MzY1NDJmNzMyNQ%3D%3D

Short video of new interior in Aug:

https://www.instagram.com/reel/CzvIO0uuxIL/?igshid=MzY1NDJmNzMyNQ%3D%3D

I also wanted to show the UMA-lighting around the old analog gauges - I love that look and did it on my old 520 as well. Makes it feel real modern at night.

What an awesome airplane for the price of a 70's A36. Love the interior!

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

Thanks. Can you see if there's a Form 118V available? If I'm right, this has the moment arms for all the loading stations in the airplane. It should also have the weight/moment table for fuel. It's not in the manual, but the manual mentions the 118V form being necessary for a W&B calculation.

Also, is there an updated W&B with the interior in its current condition?

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

The plane has the SB update for full FIKI.

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.

Useful info, thanks.

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.