A Look Back with Mark Twombly

Mark Twombly has been involved with producing Flight Levels almost since its inception more than 20 years ago. As he spends less time with the magazine these days and more flying corporate and charter, we thought it would be interesting to catch up with him and see, with the perspective of hindsight, how he views his tenure with Flight Levels and Twin Commander Aircraft.

How did you get involved with Twin Commander?

In the mid-1990s Jim Matheson, at the time General Manager of the Twin Commander Aircraft Corporation, had the idea to launch a magazine specifically for Twin Commander owners, operators, service centers and potential customers. As manufacturer-sponsored publications go it was refreshingly relevant, more like an independent consumer publication with feature profiles of owners and operators and useful-information safety and hands-on operational, maintenance and upgrade articles.

At about that time I was going through a transition in my career. I had been with AOPA PILOT magazine for nearly a dozen years, the last five as editor-in-chief of the magazine and a senior vice-president of the association. I wanted to try my hand at a more entrepreneurial opportunity and found it at a small magazine publishing company in Kansas City. Part of the appeal was that the company operated a Twin Commander 690B, and I was given the happy assignment of reporting to Art Ronan, a renowned Commander instructor in the Dallas area, for in-airplane training. Soon after I was introduced to Flight Levels.

What experience do you have in the airplanes? 

My ultimate career goal was to be my own boss, so in 1996 I moved to Florida with my family and continued to work as a contractor with the Kansas City publishing company as well as for AOPA PILOT as a contributing columnist. That’s when I learned that Jim Matheson wanted to make a change in the contractor producing Flight Levels, and my name had come up as a possible successor. The timing was perfect, a deal was struck, and the Spring 1998 issue was my first as editor. We were off and running on a more-than two-decades-long relationship.

My second formal Commander training experience was the Twin Commander Pilot Initial course, which at the time was being offered by FlightSafety International (FSI) at its Houston Learning Center. I had already done initial training in the airplane with Art, but FSI had two Level C Commander simulators and I wanted to write about it for Flight Levels. It was my first simulator training experience, and it was an eye-opener.

After a relatively benign get-acquainted flight the emergencies began piling on, which of course is the real value of simulator training. That and the in-depth systems classes made for a real confidence-building experience. I emerged with an FSI Pro Card—a proud moment. Subsequently I attended several recurrent sessions at FSI and later at SimCom, which acquired the Twin Commander training program and simulators from FSI.

Who have you met in the community that has really impressed you?

Some years ago I began flying a Commander 900 for an owner in Naples, Florida, that was based at and managed by Naples Jet Center (NJC). The airplane also was on NJC’s Part 135 on-demand charter certificate, so I trained with NJC’s parent company, Eagle Creek Aviation Services. At the time Hugh Davis trained and checked Eagle Creek’s charter pilots, and I flew with him. Hugh was an experienced, excellent pilot and instructor, and the time spent with him was some of the best trainings I’ve had. Hugh also was a contributor to Flight Levels, sharing his piloting insights in “The Control Column.”

What’s your favorite model?

Over the years I’ve flown a number of Twin Commanders for Flight Levels stories and as a contract pilot, but most of my experience is in that Model 690D 900. It had been upgraded to TPE-331-10T engines and state-of-the-art Garmin avionics, and it was a joy to fly.

You’ve flown a number of different turboprops and light jets. How do Commanders compare?

While at AOPA PILOT I earned my first type rating, in a Cessna Citation 501, but until I started flying Commanders my turbine time totaled an impressive 7 hours. I’ve since been typed in and flown a Cessna 650 Citation VII and currently fly a Citation 550 Bravo as well as a Pilatus PC-12. All airplanes have unique features and qualities, and the Commander certainly does. It’s something of a cliché to say, “It’s a pilot’s airplane!” but the Commander qualifies.

What do you think are the airplane’s strengths?

It’s big—a long wing and large tail—and low-slung, with a hulking ramp presence. The low ground clearance makes for a small step up into the cabin, which is a distinct advantage for many passengers. The high wing and landscape passenger windows in all but the 690D and 695 models make for unparalleled viewing of the earth passing quickly below, and the wide bench seat in the earlier models also is a popular feature.

The large, easy access baggage hold aft of the passenger cabin also is a distinct advantage.

There is plenty to like for pilots as well. A Twin Commander handles beautifully, with smooth, effortless roll control—the distinctive ram’s horn control yoke just feels right—and it takes turbulence like a much larger airplane. Unlike free-turbine Pratt turboprops, the Commander’s direct-drive Honeywell engines respond immediately to changes in power for more precise speed and altitude control in critical phases of flight.

There’s a lot of switchology in Twin Commanders including the overhead panel, but it’s quickly learned and, like perfecting a tune on a piano, manipulating the switches soon becomes a source of pride. Same with ground handling. They say the most difficult thing about piloting a Twin Commander is taxiing it. There is truth in that, but when you get the hang of using just the right amount of sensitive pressure on the top of the rudder pedals to precisely steer the nosewheel, you’ll wear a satisfied smile taxiing to and from the runway. The Commander rewards pilot attention, skill and proficiency, and who doesn’t want to be an engaged, skilled and proficient pilot.

I think that is a significant part of the appeal of the Twin Commander to certain pilots. It is old school at heart—a pilot’s airplane—but upgraded with a state-of-the-art panel and backed by stable support from the type certificate holder and a loyal authorized service center network it is as sophisticated as any current-production airplane.

The Commander continues to endure as an object of affection to owners and non-owners alike. Why?

It seems there is no middle ground on how pilots view Twin Commanders. They either are drawn to its unique appearance or apparently believe that all airplanes should have the wing on the bottom of the fuselage. I suppose that’s why the Twin Commander is considered something of a cult airplane. It’s not for everyone, but those who enjoy taking a bit of a different path are rewarded with a wonderful flying experience.

Many owners of other legacy aircraft struggle to find parts and support. Why is owning a Twin Commander different? 

The service center network is unlike anything else in the legacy airplane business. I’ve always thought of the factory-authorized shops that make up the network as like a big family. Each is independently owned and operated and in many ways are direct competitors, but they and Twin Commander Aircraft are bound by a common purpose: to ensure that the Twin Commander fleet is actively flying and that the airplanes continue as a competitive force in the marketplace. They accomplish those goals by providing technical and parts support; engine, airframe and avionics upgrades to keep the airplanes contemporary; deep experience on the maintenance side; and buyer and seller sales support.

Over my years with Flight Levels I attended regular meetings of the Twin Commander Advisory Committee—AdCom—comprised of factory executives and senior personnel from the authorized service centers. The committee’s job is to discuss issues with the fleet and the service centers and advise on factory policies regarding fleet support. I’m not Italian, but to me those meetings are like a big Italian family gathering—a bunch of strong-willed and highly driven people who somehow manage to balance the twin objectives of competing with each other for business and coming together for the benefit of the customer. It makes for a lively discussion and good outcomes, and then we all go to dinner. Good times!

The good times continue as Mark hands off most of the Flight Levels duties to Ian Twombly, also an AOPA writer and editor.

Mark and son Ian, an airplane and helicopter-rated pilot who is now involved in producing Flight Levels magazine.