Great to see you uploading again Adam. Another point worth mentioning is that turbine engines also have a much smaller oil capacity than a turbocharged six-cylinder reciprocating engine. For example, the Garrett TFE-731, a 3500lb thrust engine that powers the Learjet 35, only has an oil capacity of 5 quarts. Compared to 12 on a TSIO-520. Also I think its important to address the two primary reasons WHY turbine engine oil lasts as long as it does. The first reason, is that there are vastly less moving parts to lubricate in a turbine engine. Second, and the most significant, is that oil isn't used to cool a turbine engine the way it's used to cool a reciprocating engine. Safe travels!
The thing with oil in turbine engines, is that the oil is constantly changed during operation. You then simply fill up after a flight (or a couple of flights). This is how it works on the big jets, oil servicing is done after each flight: you simply fill it up! The reason is that some oil passes through the shafts seals and bearing cavity seals, and goes away in the exhaust gases. If you want a deeper explanation about turbine engines in general, I highly recommend you AgentJayZ's workshop/test cell channel. Lots of great stuff there!
Cross country, maybe a travelogue from LA to Chicago and back? Great, except for that two fold set of reasons we heard about... Still we can wait and hope.
Great information. I’m looking to own one soon. Is it better to own a turboprop aero commander rather than a piston engine. How hard is it to find parts on both turboprop and piston engine? What is a good model to own in the turboprop or piston engine market? I was looking at the 500 S model or the 690B if I was to choose turboprop or piston engine. Will be doing a lot of Caribbean flying.
stratobee If I want to have an airplane for the next 10-15 years, it’s probably better to own a turbine commander rather than the piston engine. Most of my flights will be a 1000 nautical miles trips. What will operating costs typically be like in a turbo commander 690B? I know the TBO on those Garret TPE331 is 5000 hrs. That’s far greater than the P&W engines.
@@dreamaviation381 You can get them down to about $500-600/hr if you're vigilant, source your own parts and are on top of maintenance. But if you take them to service centers, just toss them the key and tell them to fix it, it's a $1000/hr plane. In general, turbines are pretty reliable planes and you'll most likely go from one phase inspection to the next with no or few squawks. So most of the costs come from engine reserves, fuel and insurance.
stratobee thanks for the information. How hard is it to get your own parts? How often do you have to do an inspection on the spar cap? Is it more affordable to have your own mechanic that is knowledgeable on the Commander models?
@@dreamaviation381 I would highly recommend to get a 690B that has had the spar replacement STC to remove the recurring inspection. Otherwise you're looking at $15K each 36 month for the inspection as you need to remove the fuel tanks to be able to inspect spar cap. Most 690's have had that replacement done, but there are still some out there without the STC, often the ones with the lowest purchase price. Parts are easy, it's fully supported by Twin Commander LLC.
Авто/Мото
Great to see you uploading again Adam. Another point worth mentioning is that turbine engines also have a much smaller oil capacity than a turbocharged six-cylinder reciprocating engine. For example, the Garrett TFE-731, a 3500lb thrust engine that powers the Learjet 35, only has an oil capacity of 5 quarts. Compared to 12 on a TSIO-520. Also I think its important to address the two primary reasons WHY turbine engine oil lasts as long as it does. The first reason, is that there are vastly less moving parts to lubricate in a turbine engine. Second, and the most significant, is that oil isn't used to cool a turbine engine the way it's used to cool a reciprocating engine. Safe travels!
The thing with oil in turbine engines, is that the oil is constantly changed during operation. You then simply fill up after a flight (or a couple of flights).
This is how it works on the big jets, oil servicing is done after each flight: you simply fill it up!
The reason is that some oil passes through the shafts seals and bearing cavity seals, and goes away in the exhaust gases.
If you want a deeper explanation about turbine engines in general, I highly recommend you AgentJayZ's workshop/test cell channel. Lots of great stuff there!
Keep your info coming. The COST items are so informative. Keep it coming.
Glad to see your video! ( you inspired me in buying my first twin engine aircraft ) greetings from Argentina.
I sure miss flying videos...I've been watching the old vids of you and the old girl...
Some flying videos! Would love to see some cross county flying!
Cross country, maybe a travelogue from LA to Chicago and back? Great, except for that two fold set of reasons we heard about... Still we can wait and hope.
Have you seen the Bob Hoover Commander maneuvers? Engine out 3 point rolls, etc.? The Commander must be built very well.
How are you making out with the pressurization issue?
Great information. I’m looking to own one soon. Is it better to own a turboprop aero commander rather than a piston engine. How hard is it to find parts on both turboprop and piston engine? What is a good model to own in the turboprop or piston engine market? I was looking at the 500 S model or the 690B if I was to choose turboprop or piston engine. Will be doing a lot of Caribbean flying.
Nothing compares to a turbine or a 690B. If you can swing it, that's the way to go. Once you go turbine, it's hard to go back.
stratobee If I want to have an airplane for the next 10-15 years, it’s probably better to own a turbine commander rather than the piston engine. Most of my flights will be a 1000 nautical miles trips. What will operating costs typically be like in a turbo commander 690B? I know the TBO on those Garret TPE331 is 5000 hrs. That’s far greater than the P&W engines.
@@dreamaviation381 You can get them down to about $500-600/hr if you're vigilant, source your own parts and are on top of maintenance. But if you take them to service centers, just toss them the key and tell them to fix it, it's a $1000/hr plane. In general, turbines are pretty reliable planes and you'll most likely go from one phase inspection to the next with no or few squawks. So most of the costs come from engine reserves, fuel and insurance.
stratobee thanks for the information. How hard is it to get your own parts? How often do you have to do an inspection on the spar cap? Is it more affordable to have your own mechanic that is knowledgeable on the Commander models?
@@dreamaviation381 I would highly recommend to get a 690B that has had the spar replacement STC to remove the recurring inspection. Otherwise you're looking at $15K each 36 month for the inspection as you need to remove the fuel tanks to be able to inspect spar cap. Most 690's have had that replacement done, but there are still some out there without the STC, often the ones with the lowest purchase price. Parts are easy, it's fully supported by Twin Commander LLC.
Is it possible to instal a bigger generator in the turboprop to provide extra eletric engine in an airplane?
I'm sure it's possible, but legally and certified is another matter.
Auido needs work.Can't hear the vid.Compression is your friend.