Sweeeeeet.......need pics of exclamation and excitement.

Michael, all I can muster today is emoticons - I'm in Malibu and the plane is in Scottsdale at EAM. Still waiting on the DAR process, getting the new callsign painted on, hoping to start flying next week.
In the meantime:

Great news, Patrick! When's she back in CA?

Congrats!!

Almost there... New registration going on.

Starting my initial training program in the plane Monday morning, can't wait.

Cool! Where you doing it?

Please keep us here and on the Twin Commander forum updated.

My German friend Achim took his first test ride in a Commander 980 this week and he's posted a report over at the TC forum. He was set on TBM's etc, but I pointed him in Commander direction for his mission (1500nm, short field), so I'm very happy he seems to enjoy the aircraft and might go down that route.

http://www.twincommandergroup.com/index.php?topic=231.0

That's a wild paint job! Wow, what was that guy thinking?

Impressive stopping demonstration by demo pilot, 800ft without using the brakes.

Looks like the interior needs work. The little I can see is that the Overhead EL is warped. Plus your buddies comments on the interior condition. Too bad he did not get to see a clean one.

Many people remove one of the rear facing seats which really opens up the cabin.

You might want to suggest that. Although it Sounds like he wants the 1000 which is a great choice.

Wonder why there are not many commanders in Europe?

Mid-initial training at this point, mostly done with ground school and have now had some time flying the plane.

After a few flights, flying the aircraft is still requiring changing some habits and revealing my lack of mastery of certain things.

I'm still adjusting to turbine procedures and differences, learning where things are.
It seems silly but having manual trim wheel horizontal on the ceiling rather than vertical below the throttle quadrant is causing me to think for a second which way I should be turning it, despite a big sign telling which way does what, if you choose to look at it.

Starting to get the hang of taxiing, when I manage to get both engines off the locks... Which I didn't one time today at Camarillo, in front of the cafe... Which caused some consternation by the line guys as I inched towards a V-tail bonanza, going left when I'm steering right with the tops of the pedals and differential power positioned correctly with the levers, with those big props and wings heading toward the V-tail. Now I understand "the locks" a bit better. The instructor ended up backing it up a tiny bit using reverse to make the turn after getting the engine off the locks - my first time going backwards in a plane under power...

Having to anticipate and use Left rudder on takeoff, seems a small thing to adjust to, but after only flying aircraft that required right rudder in the past due to props rotating in the opposite direction or counter rotating twins, is requiring some habit adjustment.

Airwork is going well, it is a sweet plane to fly, very predictable in steep turns, stalls.
It is a complete rocket ship in the climb out... Happy to do 3000 feet per minute. Tons of power on takeoff, tons of extra power in general, a very nice situation to be in on rotation and climb out.

Crosswind landings need some work.

Being able to take the props to flight idle or ground idle (or reverse, which seems overkill but is shockingly effective) on landing gives you so much stopping power it is pretty amazing.

Flying along in the flight levels, or even vfr in the high teens burning too much fuel, at 280kts tas is pretty cool.

Overall, Very happy with the choice. Need to get the piloting up to the speed of the plane. This is fun.
[edited the bit about the props on the locks]

"Starting to get the hang of taxiing, when I manage to get both engines off the locks... Which I didn't one time today at Camarillo, in front of the cafe... Which caused some consternation by the line guys as I inched towards a V-tail bonanza with those big props and wings. Now I understand "the locks" a bit better. "

Lol, I've done that. Got one off and thought the other was too, lined up on the numbers, pushed up the throttles, and started a rapid right turn. Don't sweat it, everyone does that once.

Sounds fun can't wait to see it.

Hearing the performance you are getting makes me wonder why I spent so much more for my 980?

The 690s with -5 are such a smoking bargain.

The trim wheel in the ceiling will become so second nature that when you ever fly another plane after it you'll be grabbing the headliner trying to trim!

They definitely do seem to be. I'm quite blown away by what I got for the $. For the price of a nice post 1984 Baron like I was shopping for 18 months ago (before I ended up spending less and buying an 1982), I'm getting something in a completely different category.
I've now seen one annual and I have the beginning of direct experience for how the maintenance shops price turbine stuff. It is a different cost category as well as performance...

I do see the reasons for going for the later commanders, as well, after a few cross country flights including some rare stormy weather for the Southwestern US this week - better cabin differential, ability to go higher and get over the tops of some weather, lower running costs on the engines, longer cabin, higher Vmo. I think these components of the differences might a good deal more valuable and useful than just that extra ~30 kts of speed at high altitude you get from later planes. Not that faster isn't better...
[minor edits to the differences on the jet commanders]

Nah, Steve - I think you have pretty much the perfect TC. The 980 is the best of everything. Sure, the 6.7psi cabin is nice to have, but would you want to give that up for much less luggage space?