For more information on this photo see below. The Model 500S, named Shrike Commander, was the nineteenth Commander model to be placed into production, the first 162 serial numbers by the Aero Commander Division of North American Rockwell Corporation at Bethany (Wiley Post Airport), Oklahoma City, Oklahoma; the next 44 by the Commander Aircraft Division, Rockwell International Corporation; and the last 110 by the General Aviation Division, Rockwell International Corporation.
The 316 examples were built between May 1968 and October 1979, with serial numbers in three ranges, 1755-1 through 1876-49, 3050 through 3282 and 3290 through 3323.
Of these, 30 were initially certified in 1968; 46 in 1969; 19 in 1970; 17 in 1971; 29 in 1972; 33 in 1973; 50 in 1974; 45 in 1975; 15 in 1976; 12 in 1977; 15 in 1978; and 5 in 1979. Needless to say, the 500S was the most built of any model and enjoyed the longest production timespan.
A factory document describes the Model 500S, under Wing Drawing 5170045 modified for 8500lb. wing, as “identical structurally, aerodynamically, and has the same performance characteristics as the 500U. The only differences are as follows: a) cabin heater concept; b) interiors; c) baggage compartment certified for 500 pounds instead of 350 pounds; and d) pilot entrance door now standard. No new loads reports were prepared for this model. Certification was obtained on March 15, 1968, under the same basis as the 500U.” Gross weight is 6,750 pounds.
The Model 500S was certified on March 15, 1968, under Type Certificate 6A1, in both Standard-Normal and Utility categories and had 290 horsepower Lycoming IO-540-E1B5 engines. The first 53 examples used the 80.625-inch-diameter Hartzell HC-A3VK-2A/V8433-4 propellers; the next 70 the 80-inch diameter HC-C3YR-2/C8468-6R; the next 156 the HC-C3YR-2F/FC8468-6R; and the last 37 the HC-C3YR-2UF/FC8468-6R.
A number of these Shrikes had their engines modified by having Rajay turbochargers installed under STC SE62WE.
Later, other engines were used, including the 300-horsepower Lycoming IO-540-M1C5, called the “Merlyn” Shrike; the 350-horsepower Lycoming TIO-540-J2B(D) under STC No. SA5969NM; and the 400-horsepower Lycoming IO-720-B1B(D) under STC Nos. SA2478SW and SA2691WE.
G-BCLK is Serial Number 3180 and was Certificated as N57083 on February 23, 1974, then exported new to the UK and became G-BCLK, for the British Airports Authority. As can be seen, it was used by their Visual Aids Inspection Unit and the rather bright color scheme was chosen as it often operated in congested airspace and high visibility was considered essential. It was sold back to the factory distributor, Glos-Air Ltd., of Bournemouth-Hurn Airport in Dorset, it was then sold on to International Systems & Applications Ltd., of Bradford, West Yorkshire on May 8, 1979, before export back to the USA where it became N1187G in September 1981. On January 8, 2007, it was re-Registered as N101AA while with American East Airways Corp., (of Wilmington, Delaware), but was damaged beyond repair at Willcox-Cochise County Airport, Arizona on July 2, 2014 and Registration was cancelled March 16, 2018.
Like the Models 520 and 680T and not unexpectedly given its long production run, the 500S did evolve, but cosmetically rather than structurally.
The first examples, serial numbers 1755-1 through 1876-49, had the standard nose, with nose lights and a rounded vertical fin cap. However, some of these had the optional lengthened fibreglass “Miller” nose. For serial numbers 3050 through 3075, the lengthened nose was metal and was a standard feature. The nose lights were replaced with the retractable type mounted in the lower wing surface. And for serial numbers 3076 upwards, the cockpit overhead or “eyebrow” windows were introduced, and they also had a more squared vertical fin cap.
Later in the production run, a luxury version of the Shrike was marketed, the Shrike Esquire that was available in three options, the El Cid, the Cour de Lion and the Valiant.
Of course, no mention of the Shrike is complete without the mention of Mr. Robert A. “Bob” Hoover. The factory made ready a new Shrike every year for Mr. Hoover when he was ready to turn in his old one. The aircraft turned in were gone over by the service center and were always in good shape. The aircraft was not totally stock as sometimes reported. A hydraulic accumulator was installed in the propeller un-feathering system that allowed them to be un-feathered very quickly during the part of his routine where both propellers were feathered. Normally the little un-feathering pump took several seconds to un-feather a propeller. The aircraft also had a military-type battery with the lead floats in the caps to eliminate acid spillage during inverted flight.
Fugro Twin Commander Information
Along with many other Models, the Commander 500S Shrike was used quite extensively in the aerial survey or photography role. VH-FGZ is Serial Number 3071 and is depicted here while owned by Fugro Airborne Surveys Pty Ltd., of Wembley, Western Australia and was photographed on April 11, 2011 at Auckland, New Zealand by Heng Zhang. Note the ‘stinger’ tail for the magnetometer equipment and the magnetic anomaly detector endplates on the wings. Also note the intake on the engine nacelle, for the Freon Air Conditioning.
Certificated as N9085N on December 11, 1969 it was re-Registered as N45WS in October 1972 before export to Australia as VH-ZZS. Becoming VH-FGZ in August 2008, it is currently operated by Townsville Airlines Pty Ltd., of Trinity Beach, Queensland.
