Been looking at a 500A Twin Commander with IO-470s. Since it has the same engines as a B55 thought I’d ask for input on the 470s from 55 operators? Good bad indifferent?

Kirk

I have IO-470s 260HP on my Widgeon. I think the 470 is the best Continental they made.

Great engine but way too little power for an Aero Commander. The 500B is a much better airplane OR a 500A with a Colemill conversion. Just my $.02 for the evening. Bruce Byerly would be the best person on this forum to ask.

Great engine but way too little power for an Aero Commander. The 500B is a much better airplane OR a 500A with a Colemill conversion. Just my $.02 for the evening. Bruce Byerly would be the best person on this forum to ask.

By now I’m sure Bruce thinks I’m a lunatic based on our back and forth over the past year. I keep coming back to the AC50 as a potential airframe that would fit our mission but I keep getting sidetracked by newer, more familiar airplanes! (just sold our 421B)

The 500A is interesting because it has all of the Shrike mods and would need just a simple panel upgrade to meet my needs. As I understand it the A and B models were built concurrently so they are the exact same airframe with different power plants. Yes it has 60 fewer horsepower but those remaining 520 horses are carrying 500 fewer pounds. I understand the useful load will be less but my mission will literally never involve filling 6 seats and traveling over 2 hours. The only time I’ll need full fuel will be with just one or two of us on board. According to the POH numbers it’s only 5 knots slower at cruise and at my typical operating weights will still have a 350+ fpm SE climb. I believe both engines are fine engines. I’ve owned airplanes with Lycomings (Navajo and Commander 112) and Continentals (Bonanza, 310R, 421B).

So would 290 HP be nicer than 260 HP? Of course. Would a TPE331 hanging out there be better than a IO540? Of course. Maybe I should just get a Jet Commander? (Wait, it was underpowered too). Would a Lycoming be better than a Continental? I’m indifferent having flown both. I’m not saying the A is better than the B. I’m simply looking at it from my mission standpoint and wondering if it would work. The engine is just one data point.

I’ve never heard anything negative about the IO470 from a maintenance standpoint. That’s why I asked the question here on BT where there are so many IO470 operators. Just looking for real world experience.

By definition, aircraft owners are lunatics. But we’re all here to help.

If It was only me flying around, I’d have a B55 or a Cirrus. But I suspect it’s the price you’re attracted to and for that I can’t offer much except it’s always nice to have the power and a smoother, more desirable package to operate and sell with the 540 plane

The only good argument I have seen for the IO470 or IO520 vs the IO540 300 hp Lycoming is the parts are cheaper for the Continental. If you are a mechanic/owner that probably is a good argument as the labor will be "free".

The 540 Lycoming is as good a 300 hp engine as exists for longevity. The only issue that is hurting the engine right now is that factory new cylinders are about $2700 each last time I looked!

Well, look at it this way: Big Bore Conti cylinders are only good for 900 hours (WAG - not stat) and Lycos seem to go the distance with few failures so let's call it 1800 hours (another WAG!) .

So the Conti @ $1700 is $2/hr and the Lyco comes to $1.5/hr .

Case dismissed.

Just one opinion, but I think the Lycoming nacelles look better on a Commander. Also hard to overheat Lycoming cylinders with all that air going through. Story I heard was that Hoover’s cylinders were fine despite going from full power to no power a lot more than usual.

Just one opinion, but I think the Lycoming nacelles look better on a Commander. Also hard to overheat Lycoming cylinders with all that air going through. Story I heard was that Hoover’s cylinders were fine despite going from full power to no power a lot more than usual.

That’s a great picture. I’ve always liked that perspective. Yours is the best one I’ve seen though. There is something about where the spinner ends up and the way the wing tapers off in those photos that helps give the horizon perspective.

Thanks Mark!

I need to find the original as this thumbnail doesn’t do it justice but it’s one shot that makes me think happy thoughts:

Sedona airport in the background.
That cowling look familiar Bruce?

FWiW, My 310J has 470's and about 1000 hrs each and are in fine shape. Minimal oil consumption. all comps in the 70's and are the originals from a factory reman in 2006. Bore-scopes are clear and I couldnt be happier with fuel consumption. (total=20gph@10.5 WOT)

I seem to be replacing accessories more often. (fuel control, mags, etc.)

I only went with with the 310 vs a 500A/B because of the higher speed and Commander parts costs. The continentals didn't factor into it.

The 310 is more sensitive to load vs speed than the 500. If I had a mission to fill all those seats and baggage, then I'd take the 500A/B. Also, they dont have the recurring spar inspection like the S/U/F models.

Hi Brian! Yessir - that’s the one! Your bird is doing well.