KING AIR CCATM Electric Air Conditioning is FAA APPROVED!
Click here for more information & on site demo.
Use less engine bleed air to drive a unique
turbocharger that pressurizes with fresh air and
eliminates toxic bleed air from the aircraft cabin.
Welcome to
Peter Schiff Aero, Inc.
Revitalize your Commander with the Cabin Comfort Unit ("CCU") Pressurization & Air Conditioning System for 50+ more horsepower, more range, less maintenance, better air conditioning, improved reliability, with direct savings that pay for the installation, WITH A BACKUP INDEPENDENT EMERGENCY PRESSURIZATION FEATURE.
U.S. PATENTS #7,305,842 AND 8,047,903 B1, OTHERS PENDING.
STC'd & PMA'd for Twin Commander Models 690, 690A, 690B, 690C, 690D, 695, 695A, 695B.
  • 690 Commander performance advantages

    Performance Advantages for the 690 Series Turbo Commanders:

    1. Up to a 10% fuel burn reduction at the same horsepower.
    2. 60 horsepower increase at the same fuel flow.
    3. A typical 18oC engine temperature reduction for less maintenance.
    4. A typical 130 mile range increase.
    5. A 65+ pound installed weight reduction and less fuel for more useful load.
    6. Eliminate that hole in the roof, gain equipment bay space.
    7. No bleed air in the cabin, no deadly TCP contamination- See internet- "aerotoxic syndrome".
    8. Twice the pressurization air flow- full differential without repeated cabin sealing.
    9. Reduced maintenance & parts costs- no expensive ground blower or valve replacement.
    10. Lower engine temperatures= less maintenance & fewer ITT harness replacements.
    11. New backup emergency pressurization feature- full differential in seconds.
    12. The best Air Conditioning System for your Commander, period
    13. Increased useful load.
    14. Improved maintenance access.

  • Jetprop performance advantages

    Performance Advantages for the Jetprop Series Commanders:

    1. Up to a 6% fuel burn reduction at the same horsepower.
    2. 50 horsepower increase at the same fuel flow.
    3. A typical 12oC engine temperature reduction.
    4. A typical 90 mile range increase.
    5. A 15 pound installed weight reduction and less fuel for more useful load.
    6. Dramatic improvements in reliability compared to OEM systems.
    7. No bleed air in the cabin, no deadly TCP contamination- See internet- "aerotoxic syndrome".
    8. More that twice the pressurization air flow- full differential without repeated cabin sealing.
    9. Reduced maintenance & parts costs.
    10. Lower engine temperatures= less maintenance & fewer ITT harness replacements.
    11. New backup emergency pressurization feature- full differential in seconds.
    12. The best Air Conditioning System for your Commander, period

  • No toxic cabin bleed air and improved fuel efficiency
    Conventional ECU pressurization systems pressurize the aircraft cabin with bleed air that exceeds 100 psi and 600 degrees Fahrenheit. This antiquated concept puts toxic engine bleed air in the cabin, exposing passengers to TCP's and other turbine oil contaminants, with resulting aerotoxic syndrome poisoning, labelled as "the biggest coverup in aviation". It is the subject of several major lawsuits and incidents of "Aerotoxic Syndrome", including documented crew incapacitations .
    Please click on the following links for just some of the toxic air syndrome publications:
    http://www.youtube.com/watch?v=LMUc41uYoBs http://en.wikipedia.org/wiki/Aerotoxic_syndrome http://www.naturalnews.com/029014_air_travel_aerotoxic_syndrome.html http://www.drmyhill.co.uk/wiki/Aerotoxic_syndrome http://www.avmed.in/2011/02/aerotoxic-syndrome-a-cause-for-concern/
    The CCUTM pilot control panel for Pressurization and Air Conditioning. The pressurized oil supply for the turbocharger has a pressure readout. The turbocharger "in" pressure indication changes with the cabin pressure differential.

    The CCUTM pressurizes without bleed air, even for cabin heating. A special turbocharger is driven directly by the hot high pressure bleed air. The compressor section of the turbocharger then pressurizes the cabin with only fresh outside air. Very little energy is wasted. The CCUTM uses only about 17 horsepower to pressurize the cabin. The OEM systems use as much as 80 horsepower! The result is that the bleed air volume from the engines is reduced by two thirds. The engines run more than 15oC cooler, produce more horsepower at the same fuel flow, and toxic bleed air does not enter the cabin.
    The CCUTM Turbocharger is developed and fabricated by PSA. The turbocharger is dynamically balanced to state of the art specifications so that it runs virtually vibrationless. It is now backed by a two year pro-rated warranty. Several installations have exceeded 1000 hours of service with a high time install of 2000 hours.
    According to the block diagram, the aircraft bleed air is connected to the turbocharger through a pressure regulator controlled by a unique pressure controller that adjust the turbocharger speed depending on the aircraft altitude and cabin differential for the requirements of the aircraft cabin.
    The pressure regulator, turbocharger and heat valve assembly- a combination of superior technology and craftsmanship. The axial flow pressure regulator is a fail-safe design that qualifies as the total means of bleed air shutoff in the model 690/ 690A, and 690B aircraft, eliminating all those expensive and troublesome valves.
    The CCUTM provides substantially larger pressurization air flow than the OEM ECU, so that full pressurization can usually be achieved in "problem" cabins, without frequent expensive cabin resealing, especially for 6.7 differential Model 690D, 695A and 695B aircraft. Every CCUTM Installation achieves full differential.
    RAM air cooling to the heat exchanger comes from a scoop installed in the aircraft belly service opening. It has a flapper that moves up and down to control the RAM air flow and the cabin temperature. At altitude in the "heat" mode, the flapper is fully retracted upward for minimal aerodynamic drag.
    The heat exchanger housing includes ground blowers for ground air conditioner operation. The heat exchanger also houses the unique dual condensers for exceptional air conditioning.
    The completed installation includes new overhead panels, with cooling air blowing downward throughout the cabin. Special blowers result in an abundance of air flow from the pilot and copilot overhead vents.
  • Superior air conditioning w/ 120VAC pre-cool
    The CCU pressurization system is combined with a superior 134a air conditioning system featuring a variable speed freon compressor. The compressor speed is changed to control the air conditioning level, instead of slamming the compressor on and off with high current spikes, as other systems do. The system uses dual condensers to optimize efficiency. The result is superior cooling with no more current draw than other systems that provide less cooling. The air conditioning has no altitude restriction.
    The air conditioner and "soft start" variable speed drive module. The "soft start" module eliminates high starting currents and allows the system to pre cool the aircraft from a conventional 120VAC electrical outlet with a 10 pound adapter. A new feature mounts the GPU module in the aircraft so only an extension cord is required for pre-cooling. No cabin access is required. To pre-cool your cabin, a line man simply plugs the extension cord into a connector in the baggage compartment. That is all there is to it!
  • Now with a standard backup pressurization feature
    An emergency pressurization addition for the CCUTM is now standard on all installations. As shown in the block diagram, a pilot panel switch actuates a relay that opens a bleed air valve (1), directing bleed air flow through the CCU Heat Exchanger. The relay turns off bleed air to the turbocharger, and opens the flapper at the belly scoop (2) to cool the heat exchanger. It cannot be any simpler and more reliable. The CCUTM is the only pressurization system with a totally independent pressurization option.
    The Emergency Pressurization Block Diagram
  • The CCU 10 after 10 years of installation experience
    With 10 years of installation experience, the CCU has matured with many improvements optimizing performance, serviceability, and reliability. This is a result of our intimate and tireless involvement with every installation, which allowed us to address discrepancies and user feedback with minor changes to reduce service requirements, improve accessibility, and reduce installation time.
    When a change is made, it is accompanied with a service letter, so that, at the discretion of the owner, suitable updating of existing installations can be performed to incorporate those advantages when the particular service interval for that portion of the CCUTM is reached.
    The result of all this is what we call our CCU10, with ten years of CCUTM field experience. The CCU10 now includes our emergency pressurization feature, which provides a separate backup pressurization system, available at the flick of a switch, if there is ever a problem with the primary pressurization. It will produce full differential at FL280 within seconds of activation, pressurizing with bleed air. The bleed air passes through the CCUTM heat exchanger so that the pressurization air is not excessively hot, unlike most emergency pressurization concepts. It will allow you to complete your flight at altitude.
  • LED Cabin Lighting
    Having removed many overhead panels and with lots of night flying experience, we felt Commander cabin lighting could be improved. So we developed optional LED Cabin Lighting. LED lighting is simpler, lighter, more efficient, produces more light, and it dim-able. Need we say more?
    In the "high" mode, the cabin incident light level is raised to 16 fc, with the overhead spot lights on. We added floor lighting below the cabin tables, as shown. In the low position, there is just enough light in the cabin so it is not a deep black hole, without interfering with pilot vision.
    As an added touch, the overhead push button switches for the spot lights are replaced with lighted switches, so you do not have to fumble around to find them at night. The Cup holders are lighted for accent.
  • Service and Product Support
    The CCUTM is the only Commander Pressurization System with direct factory support. So when you need an expert for a pressurization issue, you can call Peter Schiff Aero and get real answers. Our suggestion - have PSA service your CCU. We can do it better, faster, and chances are for less, at our base at TN80. For service at your facility, just call us for pricing.
    Peter Schiff Aero, Inc. Hangar at TN80 in Central Tennessee.
    Commander Aero, Dayton, Ohio, an approved CCUTM Installer. You can reach Commander Aero at 888-881-5580 for all your Commander Servicing.
    All the parts for the CCUTM are either "off the shelf" components or they are made by Peter Schiff Aero, Inc., so there is hardly ever a time when you cannot get a part shipped out immediately. We do not have to call a vendor to check parts availability when you need something. A pleasant surprise is that the few parts you need are usually priced lower than you expect.

    If we do need some outside production help, we have a few select vendors, including Bront Machining, Inc., an ISO-9001 and AS-9100 certified machine shop with a staff of some 20 employees, founded in 1973. Bront Machining is a recognized leading machining facility, with up to 9 axis machining centers, with a record of achievements in aviation and medical products.
    From left to right, Mark Rogers, President, Lone Mountain Aircraft Sales, John Bosch, Peter Schiff, and Gary Warlaumont, President, Bront Machining, Inc. at the product documentation transfer agreement signing.
  • In-house Manufacturing
    Peter Schiff Aero, Inc., has extensive in-house fabrication capability. As a start, Peter Schiff, the developer of the CCUTM, has owned and operated a 690C Commander since new in 1980, The perplexing ECU problems he experienced started a development process in 1992, using extensive Schiff Medical, Inc. manufacturing facilities used to produce cardiac assist equipment.
    We have the best and most diversified equipment to manufacture the CCUTM, including a full machine shop, with the latest CNC equipment, a welding shop, full electronics manufacturing, including printed circuit board production, sheet metal fabrication, Microvib II balancing, a pressurization cart, and aircraft weight scales. In short, we have invested in most everything to make the CCUTM, install it, and service it.
    The turbocharger is balanced to perfection in four dedicated steps during its manufacturing process. The rotating components are custom manufactured for the turbocharger for state of the art performance.
    The printed circuit boards for the CCUTM are manufactured in-house. This is the pressure controller that adjusts the turbocharger speed according to the aircraft altitude and cabin differential.
  • CCUTM Cost Analysis- it pays for itself!
    Cost of operation for Turbo Commander Aircraft with Sundstrand ECU @200 hours/ year use. Calculations are based on fuel @ $5.50 per gallon, Δ 1oC ITT/EGT = 1.88 hp, 2.5 hp = 1# fuel/hour.
    1. Typical 21# / hour less fuel burn, for more payload & range.(21# x 200 hrs)
    $3,447.00/year
    2. Eliminate two fuel stops a year (engine cycles, etc.)
    $1,000.00/year
    3. A 430 gallon capacity Turbo Commander above FL250 will gain up to a 100 mile range increase.
    4. 15oC lower engine temperatures means reduced maintenance costs. No ITT harness replacement between HSI ( 2 x $4,000 x 1000 hrs/200 hrs per year)
    $1,600.00/year
    5. Other engine maintenance reductions- equal to ITT harness costs
    $1,600.00/year
    6. Sundstrand Overhaul @300 hr @ $30,000.00 vs. CCU overhaul @ 1,800 hr @ at $20,000.00 or less
    $17,778.00/year
    7. Cabin sealing to maintain full differential ($3,000 every 3 years)
    $1,000.00/year
    8. Your health- no TCP's & other toxins                     What's it worth to you?
    $____________
    9. Safety- fly with a backup pressurization system     What's it worth to you?
    $____________
    If safety and your health have no value, you will save $26,425.00 per year! If you value your safety and your health, there is no basis of comparison. If you consider comparing the cost of a dash 10 conversion, the CCUTM is by far the best "bang for the buck". Those three "ifs" make the CCUTM right for your Commander!
  • The CCUTM Flight Experience

    To realize the maximum benefit from the CCUTM System, we recommend that the same fuel flow experienced with the original environmental system be maintained. This will result in ITT/EGT temperatures that are approximately 15o C lower, with an increase of over 50 horsepower. Gone are the smelly bleed air fumes from the cabin. The ITT harness will last much longer, the engine maintenance will be reduced at hot section time, and the aircraft will fly further on a tank of fuel. The air conditioning cools better. The critical altitude to maintain full engine torque will be 2000+ feet higher. Frequent cabin resealing is eliminated. Your hot takeoff rolls will be shorter. It is like flying your aircraft with the bleed air off- try it !

    Think of your engines without the "bleeding" penalty of excessive bleed air volume use, just to pressurize the cabin. That air is now part of the combustion process and provides extra cooling that will reduce your engine maintenance bill.

    Now that you know all that, is there a reason not to have the CCUTM, considering the improved performance, the increased range, the effect on your health, improved air conditioning, improved comfort, SAFETY for you AND your passengers, and reduced maintenance ? If you really think about it, with all the expense of your current ECU and all its problems, you need the CCUTM, even if you fly only 50 hours a year.

    We would welcome an opportunity to discuss a CCU� Installation for your Turbo Commander. We can also help you make the economics of the system work for you. Please call PSA at 931-537-6505 or Commander Aero at 937-885-5088 x12 to give us that chance. You may be pleasantly surprised.

  • Warranty

    The best warranty in the industry!!

    Six months, parts and labor (prior approval required), 2 years parts - simple! We do have the parts in stock. In your travels, drop in to our full service facility at TN80 for a no charge complimentary CCUTM checkout. You can call us at 931-537-6505 on short notice. Our Unicom is 122.725 MHz.

  • Turbo Commander ECU Comparison
    -
    TURBO COMMANDER ECU SYSTEM FEATURES
    FEATURECCUSundstrandENVIROFairchildNOTE
    Toxic cabin air None Yes Yes Yes Bleed Air Toxin
    Pres. Air Flow 3X Low Low Low for full differential
    Bleed Shutoff Failsafe Yes Yesmarginal(1)
    Backup System Standard No No NoW/ Cool Cabin
    Air Conditioning Best
    Standard
    no FL Limit
    lowest weight
    Medium
    Add-on
    FL180 limit
    Inadequate
    Add-on
    FL180 limit
    Medium
    Add-on
    FL180 limit
    most weight
    Summer?
    A/C Air Flow Best, overhead outlets Marginal Poor Marginal-
    Pre-Cool w/o engine 120VAC or APU APU only w/ add-on A/C APU only w/ add-on A/C APU only w/ add-on A/C-
    Engine Temperature +4C +12C +12C +17C(2)
    HP for Pressurization 17 hp 45 hp 45 hp 65 hp(3)
    Fuel Savings 5-8% - - -3%(4)
    Troubleshooting simple average complex average(5)
    Technology 2000's 1975's 1980's 1960's-
    Part / Operational $ lowest high medium medium-
    Main Issues turbo problem solved! low reliability poor cooling
    hi alt. diff. electrical
    inefficient, poor accessibility-
    Cabin leak tolerance high moderate low moderate(6)
    Warranty 6 Mo P&L, 2 Yr Parts, turbo pro-rated 1 Year overhauled components 1 Year parts n/a-
    Factory Support Yes 24/7 None ? None(7)



    (1) Engine bleed air shutoff valve addition @ $30,000+ is recommended for the OEM system
    (2) The EGT / ITT temperature change when the bleed air is turned on to pressurize
    (3) HP used for pressurization = Engine temp. rise (in degrees C) with bleed air on X 1.88
    (4) 2.5 HP = 1 pound of fuel per hour
    (5) Complex procedures / specialized equipment needed to troubleshoot
    (6) Low pressurization cabin airflow requires periodic cabin sealing
    (7) Who has answers when there is a real problem?

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