No, not really. But it is possible as an extreme. 1500nm is very doable.

I would not expect that generally in zero winds.

Some examples by looking up 695 registrations on flightaware:

1513 nm:
http://flightaware.com/live/flight/N695 ... /KBZN/KCEW

1710nm (but not sure I believe FA on this):
http://flightaware.com/live/flight/N12V ... /KCRQ/KPNS

1264 nm, but took ~6 hours heading east? Why? Longest time enroute I found:
http://flightaware.com/live/flight/N12V ... /KBPT/KCRQ

Vast majority of flights are < 3 hours. Very tiny number > 5 hours. People think they want long range, but when they get it, it isn't often used. So the benefit is a tiny amount of time saved per year, maybe an hour or two.

Mike C.

More range capability helps when flying internationally where the stops are longer, costlier and more complicated. The more of them one can avoid the better.

Max Nerheim just flew his Conquest 2 from Juneau AK to Scottsdale AZ non stop. 7 hr flight and landed with 580lbs. RVSM helps;)

http://flightaware.com/live/flight/N184 ... /PAJN/KSDL

Yes, and so does TPE331 and 300 knots, though the ground speed on this flight is not impressive, suggesting a significant headwind, or using long range cruise power settings. The file speed was 301 knots, though.

Mike C.

The thing that has worried me about Commanders is that they seem subject to fatigue and corrosion problems.

Consider these ADs:

2003-07-03: 690D, 695A, 695B

Inspect and modify, then recurring inspections, of wing and fuselage fatigue locations. FAA estimates worst case cost to comply $233K.

2009-25-02: 690, 690A, 690B

Inspect under wings skins for engine mount beam corrosion. FAA estimate $35K. I've heard this can cost much more in reality.

2006-15-01: 690, 690A, 690B

Inspect for aileron hinge cracks. FAA estimate worst case $17K.

95-12-23: 690C, 695

Inspect repetitively for wing cracks.

94-04-14: 680, 681, 685, 690

More wing crack inspections.

I stopped looking at this point. I don't claim to understand the severity of these ADs, but the number and pattern of occurrence is a bit daunting. It would take some research to fully understand the economic impact of these ADs and assess the potential for future ones.

Perhaps most importantly, a prospective owner needs to model the behavior of the TC holder, TCAC, to see how they treat owners when it comes to imposing inspection requirements and ADs (for example, like Cessna did with SIDs).

Mike C.

Thanks Steve. What about hourly inspections? Is it just an annual, or is it a phase program like the King Airs?

I would need real world range of 1,500 or so. I'm guessing the 840 would be the lowest one that would meet that need? From what I can gather, the 680/690 don't have the range even with the -10s.

Robert

Exactly. We forget how easy it is to fly in the US - we can get 100LL everywhere and there's very little hassle. In many parts of Europe, Caribbean, South America, Africa etc, forget 100LL to start with. Add mandatory handling, predatory landing fees, big airport hubris, noise certificates, curtailed opening hours and general unfriendliness and the qualities of the Commander became even more important: the ability to fly past all the nasty airports or countries looking to rob you blind. Additionally, the ability to land at the airport with the least amount of infrastructure (big infrastructure = license to suck you dry).

Thanks Steve!

Robert

Exactly. We forget how easy it is to fly in the US - we can get 100LL everywhere and there's very little hassle. In many parts of Europe, Caribbean, South America, Africa etc, forget 100LL to start with. Add mandatory handling, predatory landing fees, big airport hubris, noise certificates, curtailed opening hours and general unfriendliness and the qualities of the Commander became even more important: the ability to fly past all the nasty airports or countries looking to rob you blind. Additionally, the ability to land at the airport with the least amount of infrastructure (big infrastructure = license to suck you dry).

Technically, that can't be true. Turboprop twins are subject to 91.409(e)/(f) which requires selecting an inspection program, most often the one provided by the manufacturer (TC holder).

Practically, if the manufacturer's program is an annual inspection, regardless of hours flown, and has no other staged events (no 500 hour, 2000 hour etc, items), then it is "just an annual" in effect.

I've never seen a program like that, but it could exist.

Where can I get a copy of the factory inspection program? I'd love to read it and see just how onerous or not it is.

Mike C.

I get the impression the Commanders are noticeably faster and lighter.

You also don't get a nosebleed trying to get in one as the Merlin has that huge air stair.

I can tell you that some of the elderly folks I fly with simply can't get in a Merlin.

The Merlin is built more sturdily, there is no question about that. Also has way more fuel, 600+ gallons.

Since any owner is an indentured servant to the TC holder when it comes to inspections, parts, and, for the most part, promulgating ADs, it isn't clear to me who treats their operators better, M7 Aero or TCAC. M7 seems to be geared to airline customers with Metros mostly, hence manuals cost a LOT, so I'm leery of how they treat low utilization owner operators.

Mike C.

Merlin is the range king. Erwin - I seem to recall you fly somewhere in South America direct to Canada, right?

I get the impression the Commanders are noticeably faster and lighter.

You also don't get a nosebleed trying to get in one as the Merlin has that huge air stair.

I can tell you that some of the elderly folks I fly with simply can't get in a Merlin.

The Merlin is built more sturdily, there is no question about that. Also has way more fuel, 600+ gallons.

Since any owner is an indentured servant to the TC holder when it comes to inspections, parts, and, for the most part, promulgating ADs, it isn't clear to me who treats their operators better, M7 Aero or TCAC. M7 seems to be geared to airline customers with Metros mostly, hence manuals cost a LOT, so I'm leery of how they treat low utilization owner operators.

Mike C.

From SGME to CYQK (4800 nm +/-) in two stops.