Does anyone have experience with nose wheel steering of an Aero Commander?
I have heard they are challenging, but assume like anything... practice, practice, practice...

Is there a different system between a piston and turbine commander?

I'm inexperienced in Commander operation but the best way I can explain it is lock your heels together, then turn using your toes. Moving the pedal does nothing unless you also push on the brake. It's strange because you can turn one way with the pedals set for rudder deflection the other way (ex. turn left by pressing on the brake but with the right pedal on the floor).

The University of Oklahoma used to have a Commander for turbine transition training. The first 60-90min of time in the plane was just learning to taxi.

Ah, thats an interesting scenario. I didn't thing of "pedals" right but left pedal top actuated to turn left. That seems to counteract differential braking. When you release pressure does the nose wheel self center?
60-90min of dual taxi instruction, wow. I'd rather be flying


Is it a "footful" on T/O or Landing?

I once flew a Hunter. The pedals actuate which valve to open for the corresponding brake. Then the lever in front of the main grip on the center stick applied the pressure. That didn't take too long to sort out.

Thx for the feedback.

From memory, on the 690 the first couple of times taxiing was a bit jerky, but you will soon get the hang of it. Its all about over riding your automatic habit of using toe brakes. Push with your toes too far and you will go from steering to braking.

Don’t get too hung up on this.

There just isn’t any connection between the rudder and the nosewheel. It’s a good system. Aero Commander is more maneuverable than a 201 mooney.

Great feedback all.

Speaking of general maneuverability... can the turbine turn around on a 50ft wide runway?
On a blue moon I drop into 50-60 ft wide runways with no taxi ways.
The Commander seems like a non issue to put a tire into mowed grass, but if there is mud on the side...

Peter,

While Commanders are extremely forgiving, I would strongly suggest professional training from someone who can properly explain the unique and capable systems to you. If you are trying to figure this plane (or any twin) out by yourself with the help of this forum, you are asking for trouble or worse. Please feel free to call anytime if you would like some referrals. Blue skies!

Bruce

Peter,
Bruce Byerly is one of the most knowledgeable Aero/Turbo Commander professionals on the planet. He handled the procurement of a 690B several years ago for a very good friend of mine. He set up the pre-purchase inspection, handled the maintenance and guided me on flight training. His knowledge is second to none. I loved flying that airplane.
Good luck if you go that way. It’s a great machine.
Regards,
Harry

+1. Insurance will likely require this anyway, possibly on a recurring basis, as I’ve explained to Bruce recently. Geez, I hope that no one is taking any of this advice to go and figure a commander out on their own. There’s certain more to it than my description. Just seems like every time I’ve heard this come up the mythology around it exceeds the reality. One of Bruce’s referrals has the opinion that it is so good more airplanes should have this system. I think that is true.

There is a CFI/MEI out here at Leesburg that rents one and is a phenomenal instructor. We spent time on the systems and I was able to taxi it right out of the gate at KJYO and it took about 2 long taxis at KMRB to get used to it. It was really easy to adapt to and was much easier than the tiller on the 737 was the first time I tried it (in the sim). There is a lot more to be gleaned than 2 hours of ground and 2 hours in the air can provide, but it is certainly a phenomenal opportunity to fly a speed demon safely with a great CFI.

Carter has a whole program designed around the AeroStar and is a retired military pilot as well.

It'll take a few minutes to get used to steering but it's simple once you understand how it all works.

I had to land a 690 on a 37' wide runway once. It was a little tense but doable. The pads at the end of the runway were less that 50' wide and I was able turn around with room to spare.

Big nothingburger. The steering is different but you get the hang of it in like 5 minutes.

I have found that the hydraulic actuator is so ineffective that I pretend it is not there. Keep your feet together and just use slight brake pressure-much like a fully castering lake amphib. You will also find that you have better control with a little bit of speed. It will easily pivot on a main when turning around. Lead it a bit to straighten it out though.

Bruce are you at:
http://www.byerlyaviation.com/
Thanks for the info. I will give you a shout if I need more info.

John,

Thanks for that info. Perfect.

I am investigating. I agree that insurance would mandate the training but so would I. Even if it is a requirement, it is also fun and I cant know enough. So win win. I do 61.58 annually as is.
I currently fly an E55 and a C501. Thus my comparison in mostly relevant to the C501. The C501 is a rock solid platform, but the range, performance and costs of the Commander are appealing. I was just checking on aspects that are not captured by the POH.

Sorry to tack on to this thread, but how are internal sound levels? I assume the Commander 1000 (695A) is quieter than the other models based on the higher differential includes more robust structures that may improve acoustics for the passengers. Maybe it is not noticeable.

The 695A ceiling of FL350 is intriguing (provided RVSM) as I usually file FL350 or 340 for the >1hr flights due to efficiency and to top weather but restricted by single pilot oxygen. Step climbing to FL410 and sucking on O2 would is fine for temporary clearance and slightly more range, but I rarely do.

Thanks all for the useful information.

Takes a few minutes to learn and not that hard. You can always tell a new Commander pilot by how much the rudder moves when taxiing (hint - it shouldn't).