Hi, I own a 33% in commander 840 and an 33% in C441 different partners, my commander needs a engine, prop, landing gear and 12 year inspection so I am looking into 600K for having a near new aircraft (I will do interior and exterior), I like the c441 flying and landing gear but we just finish al the new inspection and it was almost 150K for 27 inspection and 3 month (next 300 Hr and we need to do another 12 inspections) down time, baggege wise the Commander is a the winner and maintenance is much more simple to have self manage. I love garret engines an main mission in 1200 NM which means I need at least 6 hr of fuel at 280 KTN, I prefer the commander but I wanted to ask you guys your opinion, getting an exchange for a new commander whit the pricer is a no, no they have 800 hrs or more and is a new world of discovering stuff that are wrong , because my 3 option are:
1) fixing the commander and keeping to my self is better deal that sell it and get a new Comander 840 or 980. no interest in the 1000.
2) sell the commander and get another C441 and have the same problem at least on my first big inspection review. and now manage 2 C441
3) changing the commander for something else around 1.5M
i am not interest in jets at the moment.
insurance wise I have open pilot policy so both are at the same price, my partner and mi self are pilots and we have a pilot for each aircraft full time.
entering on the commander is much much simpler and easy, normal mission we are 5 passenger and the pilot some ocarinas we are 7 plus pilot.

Piaggio. Faster, easier to maintain, significantly larger cabin, flies high, rides turb better and is quiet. Burns about same fuel as commander on a trip basis, maybe a little more efficient on long trips.

I love this first post

Happy to discuss with you. One note; there is no recurring 12 year inspection on an 840. Where are you based?

I am wondering how you got yourself into partnerships with this caliber of Aircrafts!

we are not interested on a piaggio it will not fill my mission

I love this first post

Happy to discuss with you. One note; there is no recurring 12 year inspection on an 840. Where are you based?

i had luck and we are both pilots going up from a PA32 to the C441 and the 840 is a partnership whit my cousin. now we decide to sell my 840 and get the 441 to have 2 C441 for 3 families, we do 300 HR year on each.

Can I revive this thread? I’m looking to transition out of a 421C and into either a commander or 441. I have a young family with 4 kids. I really want turbine reliability. Unfortunately, I’m probably on a piston budget. Likely around 1.1M. If I could find the right 425, I would consider that too. I prefer the Garrett engines to be quite honest. Also, the commanders tend to be lower time and better upgraded as far as avionics go. I would like to see what BT have to say.

Have you considered an MU2 Marquise or Solitaire? They compare very well against the 840 and 441 and have Garrett engines.

Im not really interest in a MU2.

Wish we lived a little closer Chase, our 441 could fly more.

You won't regret moving to a turbine.

I helped design both the 425 and 441. Several comments:
They are both getting sort of old.
On the 441, the electronic fuel control system is unique and it is very helpful to have a shop with experience on the system.
Either will be difficult on a piston budget, especially when a major event like an HSI or OH comes due, or there is a major engine problem.
Performance-wise, the 441 is clearly superior, especially for longer trips.
Many 441's have been converted to -10 engines. I am not familiar with the differences from an owner/operator standpoint.
I can't really comment on Commanders.

Revived!

441 is out of your budget to acquire, but the top choice for you otherwise considering its capability and your 400 series history.

The 425 is much less of an airplane, IMO. Not enough juice for the squeeze.

Commanders are big and somewhat maintenance intensive. Hangars can be an issue, turbulence isn't as enjoyable.

If MU2 is too weird, Merlin probably also not on the table.

Maybe a King Air A100? Rare, but TPE331 powered.

That pretty much exhausts the TPE331 choices.

How about Citation 501SP? That's not as far a stretch as it may seem and no turboprop can compare for safety and comfort. The lower entry price pays for the extra fuel and the longer inspection intervals saves a lot of money and down time.

Mike C.