Hello Folk,
The following is a series of raw conversations regarding TCFG members' thoughts/experience in regard to owning/operating the Model 680 Aero Commander.
These conversations are sourced from the TCFG Chatlist in the early 2000's and are strictly the opinions of members at the time.
While I am sure the experiences discussed are still as relevant in 2015, it should be noted that some key members featured have since passed out of Commander ownership.
The flight described was one of my earliest experiences in flying the Aero/Twin Commander...
Enjoy!
Cheers
Russell
VH-CAU
560E s/n 726
680 (often known as the straight 680)
Flying a straight Aero Commander 680
Individual aircraft: s/n 680-464-134, VH-AVC, TYPE CERT 2A4, PROD CERT 203, ENG TYPE GSO-480-A1A6,DATE JAN 1957, ACCEPTED No13, PLATE No 235001.
My first introduction to the aircraft was during a visit to Bankstown Airport near Sydney, New South Wales (NSW) in 1976 when I met the owner; Kevin Hicks who very happily indulged me in some local flying and circuits... I immediately was convinced that this machine was an absolute favorite! Kevin owned the aircraft until the late 1980's when it eventually was sold to a Northern Territory operator.
AVC last flew in early 1991 before becoming an instructional airframe, a job it still performs in a stirling fashion at the Southern Sydney Institute (SSI) Aeroskills Centre, Padstow College, TAFENSW here in Australia.
Alpha Victor Charlie (AVC) first saw the light of day towards the end of the 680 production run which I think extended from December, 1955, until November, 1957.
She was first used by the Texas Oil company as a corporate hack, was sold in Australia to Avis Rent-A-Plane (Sydney based) and later used as a commuter/charter aircraft by Tasman Airlines (Melbourne based).
Eventually Kevin purchased the aircraft for corporate use by his Autobake P/L company and spent considerable money on ensuring that the interior and exterior were impeccable.
This particular flight, one of several I ended up being fortunate enough to join, was a Sydney (Mascot Airport)-Canberra-Sydney sortie, and the following description is compiled from my diary notes...if not somewhat faded!
The walk around seemed like a blur but I remember noticing small splashes of goo lying on the tarmac under the oil breather pipes, a feature that I later routinely expected to find!
AVC was fitted with weather radar which gave her a rather retrousse and cheeky nose and was decked out as a full seven-seater.
On board, buttoned up and belted in, we started the brace of 340 h.p. engines, waited a while to get correct temperatures and pressures and taxied out to the business end of Mascot's runway 25.
Off the deck after a longish run to consolidate a Vr of 90 knots indicated, the old girl climbed sedately but purposefully at 500 f.p.m. swinging over the Georges River with instruments showing 40"/3000rpm at between 110 and 130 knots indicated. The rate of climb soon built up to a more comfortable level.
First ground speed check between Mascot and Mittagong (20 min) gave us a ground speed of 141 knots.
We built up to a steady 144 knots indicated, cruising at 9,000 ft, eventually deciding on 32"/2600rpm. At Goulburn, backplotting suggested that our ground speed had been up around 195 knots.
We landed on runway 30 at Canberra.
Wheels-off to wheels-on was carried out in 57 minutes with an average ground speed of about 165 knots, allowing for circuit work etc.
The return trip was planned to the north via Cullerin, the Bindook Beacon and abeam Camden with a right turn back to Mascot.
After take off at Canberra it was evident that a significant and favourable wind would assist in a fast return.
Lake George to our right, was just within sight as we climbed out at 500 f.p.m. heading between Sutton and Cullerin, with a ground speed of 153 knots. We reached cruise altitude just as we set course from Cullerin to Bindook Beacon. From Cullerin to abeam Burra Burra lake our ground speed clocked at 176 knots with almost 190 knots at Bindook.
We calculated that AVC would true out at about 165 knots on 65% power in ISA conditions.
At this speed AVC was very sensitive as we descended via the steps, and we found it best to leave most of the trimming alone until we had something significant to throw at the elevators.
Turns were conducted with sheer ease.
We were slowed at Camden and dawdled due traffic before accepting a straight-in approach via runway 07 with a slight downwind component.
On finals we found AVC to be as steady as a rock with no notable surge from the downwind component, and found that we needed to initiate just the slightest of flares before bleeding off power to touch down.
Total time wheels-off to wheels-on for the return was 61 minutes (average ground speed of 137 knots).
Lucille be a Butt Kicking straight 680.A little something for all of you non
believers,less than 3 miles out,after liftoff,she was bumping 6,000 and when
we were cleard to turn out we wre at our cruise altitude of 8,000.Neadless
to say,the corporate boys want to talk partenership.BIG AL
