Latitude Aviation is proud to bring to market N171AT, which is a 1966 Rockwell Aero Commander 680V. N680V is owned by a well-known BeechTalk member and it is based at El Monte Airport in Los Angeles, CA. N171AT has been a labor of love for its owner but it is time for it to move on to its next home.

N171AT has 6816 hours with 4379 SNEW and 1483 since HSI on the engines. It also has 72 SPOH. The engines are the Century Turbo -1 models. It will cruise at roughly 240 to 250 knots on 60 to 64 gallons per hour at up to 25,000 feet.

N171AT comes equipped with an Avidyne IFD 540, Garmin GNC 255A, L3 ESI 500 standby PFD, King RDR 2000 radar, Avidyne AXP 322 ADS-B Out transponder, Avidyne Skytrax ADS-B In receiver, and Avidyne AMX 240 audio panel.

This plane also has Keith air conditioning, auxiliary fuel system, AeroDyne winglets, the clamshell landing gear door removal STC, and LED landing light and taxi light.

This is an incredibly economical turboprop to own and operate for the following reasons:

1. No recurring spar inspections.
2. No mandatory landing gear overhauls.
3. No calendar items - just phase inspections every 100 hours. For example, if you only fly 25 hours per year, then you would conduct a phase inspection every 4th year. Very few aircraft have maintenance intervals this easy.
4. Economical plastic windshields and windows - all of the later models had heated glass windshields and cost 10 times as much to replace.
5. Plenty of spare parts.
6. Economical/fuel-efficient upgraded Century engines.

Below is a spec sheet which has a Dropbox link that will take you to the logbooks, 337's, and photo gallery. I have also pasted a number of photos as well. Please email or call anytime to discuss N171AT. Thank you!

-Neal

1966 Rockwell Aero Commander 680V
N171AT
Serial # 1616-49
Price: $235,000 USD

Contact:
Neal Schwartz
Latitude Aviation LLC
914.625.5776
neal.schwartz@gmail.com.

Airframe: 6816 TT
Engines: 4379 SNEW (5400 TBO) and 1483 SHSI – Garrett TPE-331-1-151K (Factory new 8/1975 and hot section inspection 9/1996)
Propellers: 72 SPOH – Hartzell HC-B3TN-5K (Executive Propeller Service 9/2012)

Max Gross Takeoff Weight: 9400 pounds
Basic Empty Weight: 6614 pounds
Useful Load: 2786 pounds
Usable Fuel Capacity: 337 gallons
Empty CG: 212.31 inches

General:
• Aircraft located at El Monte Airport (KEMT) in Los Angeles, CA
• Complete logbooks and high-resolution photo gallery available for download by clicking here: https://www.dropbox.com/scl/fo/zuxjihk0 ... gxkmu&dl=0
• Phase inspection (100-hour inspection) due 6909.7 TT
• IFR certification due 10/2024
• Century Turbo TPE-331-1 engine conversion

Performance:
• Speed: 240 to 250 knots
• Fuel burn: 64 gallons per hour in the mid-teens and under 60 gallons per hour in the twenties.
• Max range: 1200nm
• Max ceiling: 25,000ft
• Max pressure differential: 4.2 psi

Avionics:
• Avidyne IFD 540 WAAS #1 GPS/Nav/Comm (with SVT and radar enablement)
• Garmin GNC 255A #2 Nav/Comm
• Honeywell H-14 autopilot
• L-3 ESI 500 standby PFD (with back-up battery)
• Collins FD 108 attitude indicator / flight director
• Collins HSI
• King RDR 2000 radar (displays on IFD 540)
• Avidyne AXP 322 ADS-B Out transponder
• Avidyne Skytrax 100 ADS-B In receiver (displays ADS-B traffic and weather on IFD 540)
• Avidyne AMX 240 audio panel
• King KI209 CDI/GS indicator
• Guardian Avionics IPM-100 iPad Mini aircraft-powered panel-mounted docking station
• Aero Air digital EGT indicators
• Mid Continent MD93 digital chronometer/USB plug
• Mid Continent True Blue Power TA102 USB plugs
• UMA electroluminescent instrument lights

Additional Equipment:
• Keith air conditioning system
• Auxiliary fuel system
• Commander Aero AeroDyne Winglets (STC SA1359GL)
• Deice boots and electrically-heated propellers
• LED landing light and taxi light
• Whelen strobe lights
• Built-in oxygen
• Cleveland wheels and brakes
• Clamshell landing gear door removal STC

Exterior:
• New paint by Business Jet Design 5/1993
• Matterhorn White with Light Grape and Dark Grape stripes

Interior:
• Partial new interior 2017
• Tan leather
• 5 passenger seats and 2 pilot seats

More pictures.

-Neal

More pictures.

-Neal

Here to answer any in-depth technical questions.

OK, I’ll bite!

What kind of jet is on your shopping list?

(I hope that wasn’t too technical).

OK, I’ll bite!

What kind of jet is on your shopping list?

(I hooe that wasn’t too technical).

…until Tarver’s next post!

Your plane is gorgeous and that interior is stunning and looks comfy!

That’s a cool machine and will make somebody a fun toy!

Hi Adam,

What’s the wingspan?

Is is pressurized by bleed air or a separate compressor?

same question, was it converted to bleed air or still the hydralulic powered turbocharger which is now getting hard to source and never really worked that well to start with, owned one of these many years ago with the pre-century engines, great aircraft but would only hold about 2.3 differential with a fairly tight cabin (some leakage but better than most). My hunch is it has been converted because at 25,000 feet with the old system you would need to be on oxygen because your cabin would be in the high teens. Not a huge fan of Skydrol but it what it is.

This must be the inspiration for your interior design.

I don’t know about Adam, but I’m inspired:)


Robert T

44ft wingspan, bleed air pressurization (part of the Dash 1 STC conversion).

Best part, it's converted to 5606 too, so NO Skydrol!

She'll hold the diff with Max Diff button pressed in - one of the many things I fixed was pressurization and chasing down leaks. I think the 25000ft was also because the original -43BL engines ran out of poop up there. With the -1's she has bit more margin. But to be honest, never had her up there, she seems to do best around FL180-200.

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!!