Does anyone have experience with these commanders and do they compare to a 421?

I have a lead on a 685 but 435hp is a lot to pull from any piston engine, also the 3 year spar inspection is very expensive, I’d put the labor into the spar kit, just don’t know the cost of it.

It seems like the 680FLP is the ultimate piston commander. Stretched but no added drag... I’ve read.

I sent a request to join the commander group, just no response yet.

John, the 680F, 680F-P, 680FL, 680FL-P, and 685 have become near extinct for a reason. The first four models mentioned have IGSO-540's with Simmonds fuel injection for which there is zero support. Central Cylinder is the only place I know of that is even capable of repairing Simmonds injection. The 685's engines as you know are highly stressed and do not have a reputation for longevity. There are many other caveats but keeping one of these birds in top shape would be a labor of love and very deep pockets.

421 all day.....

My pockets aren’t deep, but I have an A&P rating and tons of free time to wrench on it.

My wife love high wing planes, I always had an obsession for the commander.

John,

The 685 or any version of a piston pressurized Commander avoid like the plague ... even with your free time and A&P License .. you’d have to have a full time shop with 3/4 guys wrenching and deep pockets to maint one.

I Maintained both 74- 500S and 85-AC1000 Commander. I’d take those any day over having to wrench on a 685 Commode. A lot of the tasks require 2 people to work.

See this thread

https://www.beechtalk.com/forums/viewtopic.php?f=49&t=144776

Nigel

I think I’m backing down from the 685, it scared me and I don’t scare too easy.

I am only looking to fly an actual trip about once a month, and every other week to keep things moist.

I looked really hard at the 685 at one point. I love tilting at windmills. I even flew one.

The one you are probably looking at was operated by the state of Oklahoma for many years and is probably the best example in the world. That isnt' saying much as only 40 something were made and when I was looking 4 years ago there were under 10 on the US registry of which maybe 4 had flown more than 50 hours in the last 5 years.

The plane is mostly a jet commander, but has a couple of issues

1) underpowered for the airframe
2) overpowered for the engine
3) engine is not a GTSIO-520 just like a 421. Fuel injection in particular is unique to the 685 and hard to support. (Like really really hard to support, not just have to call the specialist shop)
4) has the commander spar issue which is a big production
5) notorious for difficult to chase pressurization leaks

My big attraction to it was that it seemed like a legit 8 place (or at least 6 adults, two kids) airplane more than a 421. Ended up in a 421. The cabin is big but not huge. It's not a KA 350 or long body MU2.

I called somebody in oklahoma to ask about their plane. They weren't impressed, basically said it was some high-ups wild hair and they'd rather have a king air. Called a big commander shop in IL, forget which one, they flat out refused to work on it and told me to run away. Found a shop near me that had worked on one and he said, basically, "Oh my god, I thought I was done iwth that airplane"

I just never found anyone (other than the commander salesman in TN) who had anything good to say about them.

But it's cool looking!

Actually it’s N414C, not listed. I can buy it for $30k, but then what?

Cessna cancelled a program (piston engine predecessor to 441) with this engine due to engine probelms in flight test.

414C was a nice plane. I was sort of interested in it, but got the owner/broker pissed at me. as of 2013 it had essentially been dormant for many years.

If you can fly the plane

check whether it holds pressurization
check CHT on takeoff (the one I flew was pushing 500)
see if spar AD is in compliance. Can't recall if 414C has the mod or still requires inspection every 36 months.

At $30K you're probably not far above part out value, especially if the interior is still nice. You only live once!

Wasn't that the 404, or something different? I loved the 404, almost as much as the 441...

Jason

History tells us you'll get what you paid for.

Wasn't that the 404, or something different? I loved the 404, almost as much as the 441...

Jason

Go here: http://report.myairplane.com/ and enter the N number.

As you know, I'm the biggest Commander cheerleader there is, but even I say the 685 is a bridge too far. The same goes for the 680FP and FLP - even though they're a bit simpler mechanically, they make up for that with a totally unserviceable hydraulic pressurization system.

The only one I'd consider would be the 685/680FP with the Mr. RPM conversion to the IO-720. Not cheap, but at least serviceable.

I was waiting for you the chime in! I am worried to say the least.

The geared engine on the 680/685 would be nice for interior sound, but taking 400hp from 8 cylinders seems a lot better than 380/435 from 6.

I didn’t know the 680 has hydraulic pressurization system, that sounds like an interesting headache.