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Finally, a recent FAA Special Airworthiness Information Bulletin (SAIB) calls owners attention to the possibility a Commanders flap switch may be operating or installed improperly. The Commander line soon was reconstituted by a company bearing the nameplates original name and funded by interests in Kuwait. /* custom css */ Although pilots rave about the trailing-link design and its ability to soften otherwise firm arrivals, there has been a relatively high proportion of gear-collapse accidents in the past, so it may not be quite as good at sopping up thuds as conventional wisdom suggests. Regarding the 20-knot speed loss when compared to some of the more “state of the art” aircraft available today with 200 HP: My average trip is between one and two hours. Squeezing even more load carrying ability out of the airframe, Rockwell delivered the 112B in 1977, still powered by the same 200-HP Lycoming IO-360-C1D6 as earlier models. The 114, meanwhile, offers what might be called a gentlemanly cruise of about 150 knots. According to the FAA, a recent fatal accident investigation found a 112 with its flaps fully extended shortly after takeoff. Part of this is due to the high-parts-count build; theres a lot of stuff in the Commander airframe. A series of model changes ensued and original production ended in 1979. The net gain is about 25 HP worth of performance, about 1200 FPM climb at sea level and cruise in the high 130s at 12 GPH. G-OIBM Rockwell Commander 114 South Coast Computers Ltd Wellesbourne Mountford (EGBW), UK - England Barry J Collman - 27/06/1993. By the time the 114TC came along, the ZFW was set at 3000 pounds, 305 less than max gross, regardless of CG. By this time the price had climbed to the $50,000 range, which was comparable to the Piper Arrow III. As is so often the case with a new aircraft, continuing improvements and a larger engine resulted in a new model, the 114, which arrived in 1976. Now that I have made multiple long-distance trips, I am absolutely in love with this airplane. Also, soundproofing was added and fixes were made for earlier compass interference and trim-tab freeze-up problems. Owners and shops familiar with the rest of the fleet tell us there are very few aircraft without the mods, but they likely do exist. It's pretty clear what we're doing now won't. Rockwell Commander 114 Scenic Flight in Michigan - Duration: 11:37. 112 TC. Our family was “up to its ears in alligators” during the aviation boom in the mid-1970s. With a typical empty weight of 1905 pounds, according to the Aircraft Bluebook Price Digest, this limits cabin payload to around 950 pounds for everyday flying. We do not consider a 112 or 114 as a backcountry or short-field machine, so respect for takeoff performance numbers as well as density altitude is warranted. Find helpful customer reviews and review ratings for Rockwell Razors 6S Stainless Steel Adjustable Double Edge Safety Razor + 5 Swedish Stainless Steel Razor Blades at Amazon.com. Most notable among the changes are a standard-equipment three-blade prop. David Womacks 13,230 views. Perhaps it could accelerate airline recovery. During our review of the 100 most recent Rockwell 112/114 series accidents, we were struck by two things: the relatively few runway loss of control (RLOC) mishaps and the high number accidents due to poor or lack of maintenance. It featured a three-blade prop, new cowl flaps and an upscale interior; its average equipped price was close to $100,000. Climb performance and range of the 114 are both adequate. We hypothesize that more than a few pilots bought the complex Rockwell singles because of the low purchase price then discovered that a complex airplane is expensive to maintain and scrimped on maintenance. In 2000, Commander upgraded the model again with improvements including a lowered instrument panel, improved seats, an upgraded electrical system and TKS de-icing. In the 1990s, Commander manufactured approximately 127 114B models, plus 27 114TCs, while production of the 115 and 115TC hovered at around 15 or so each. Doing so isnt an extreme burden, but is one more thing to plan for. When Gulfstream purchased the rights to Rockwell designs in 1979, the 112 and 114 models were taken out of production. Most mods offer minor improvements or replacements of existing parts. Despite a relatively small population in the field, theres a long list of STCs available for the Commander 112/114 series. We think further support for the rep is shown by the low number of stall crashesthree. The fuel system is unique among low-wing aircraft for having a both-tanks-selected option. SB-112-71C or SB-114-22C, depending on aircraft model) were issued by Gulfstream, by then the marques owner, calling for inspection and repair if needed. The tails vertical spar attachment was cracking, too. 1978 Rockwell Commander 114. The large spinner, great lines and the mid-tail give it a presence on the ramp that is hard to beat. Meanwhile, the very few airplanes on which the wing and tail AD-required mods have not been performed need an inspection every 100 hours, or until terminating modifications are made. Actual work on the mods has been performed by the new Commander Aircraft Co., and newer 114Bs and 115s had them incorporated at the factory. Owners estimate they burn about nine to 11 GPH in cruise on the Commander 112 and 12 to 15 GPH on the Commander 114. The gear system, for example, is massively built, using a retraction/extension system similar to the Piper Arrow and based on an electrically driven hydraulic pump. As is so often the case with a new aircraft, continuing improvements and a larger engine resulted in a new model, the 114, which arrived in 1976. Finally, a recent FAA Special Airworthiness Information Bulletin (SAIB) calls owners attention to the possibility a Commanders flap switch may be operating or installed improperly. A Beech Sierra, renowned for its casual cross-country pace, can eke out another five knots or so more than a 112. Headed by Randall Greene, the company purchased. logged little time in the previous 10 years). A fix-for $2500-was mandated by AD 88-05-06. text-align: left; Everybody seems to like the handling, except for two negative points: a tail waggle in turbulence, and insufficient rudder for an adequate sideslip in a crosswind landing without crabbing. All pleasure- not tax write-off unfortunately. Other models certificated subsequent to the 114 also have a zero-fuel weight in their paperwork: The 112TC, 112B, 112TCA and 114B include the limitation, with the exact value determined by CG location. Switch to Off to prevent this problem. Its the best place for information on Commanders. What tipped the scale was the roomy cockpit, two doors and that it can handle four adults with no weight and balance issues. As mentioned, the Commander single series began life as the Rockwell 112, a 200-HP retractable designed to compete against Cessnas Cardinal RG, Pipers Arrow and Beechs Sierra. Currently, I fly a 1997 Rockwell Commander 114B. Around 1980, Rockwell sold the Commander division to Gulfstream. It turned out that despite the big cabin, the Commander 112 was quite deficient in useful load, resulting in the 112A model, which came out in 1974. Powered by a 260-HP IO-540-T4A5D Lycoming engine (an IO-540-T4B5D for 1977 and later models), it was often characterized as the airplane the 112 should have been in the first place. Aerodyme also has an STC to retrofit the 210-HP Lycoming IO-390 into Commander 112s. One owner decided that having had two prop strikes didnt warrant checking out the engine or propeller. The two-door design was very important to me because I fly with my family and I wanted two ways out if anything goes wrong. Also incorporated were main gear inner door mods, which filled a small, drag-creating gap. Once its off, a Super Commander has a 21-percent climb gradient that can hustle to 12,000 feet in 12 minutes, says Aerodyme. One exception is the Hot Shot turbonormalizing system offered by RCM Normalizing Inc, of Big Piney, Wyoming (www.rcmnormalizing.com, 307-276-3386). TTAF: 2650 hrs. I have experienced many five-hour flights in both my 112TC and the 114B, and the only thing making it uncomfortable was my bladder. Doing so isnt an extreme burden, but is one more thing to plan for when doing much more than checking the oil. More Aircraft. 18:02. The number of fuel-related accidents was higher than we expected to see; however, only two involved failing to select a tank with fuel in ita problem with systems that give pilots tank selection options beyond on and off. A final airworthiness directive (90-4-7, which superseded AD 87-14-03 and also is the most recent type-specific AD) incorporated the revised procedures described in the third version of the service bulletins. Owners tell us an early 112 can benefit from the 112As increased gross weight after applying a service bulletin and a few dollars. The engine compartment suits the overall size of the airplane and the engines rear-mounted accessory case is readily accessible to fix what breaks. GF142242. So, it seems to fit all sizes. Its got style, comfort and plenty of space inside. Then there were the seats. And like any good GA design, the Commander 112/114 line may again be resurrected. Owners familiar with the rest of the fleet tell us there are very few aircraft without the mods, but they do exist. Despite the big cabin, the 112 was quite deficient in useful load, resulting in the 112A model, which came out in 1974. Rockwell Commander piston singles are sturdy, comfortable travelers, but the 114 is the better performer. Three went well below approach minimums and hit terrain. Base price of the first 114Bs was $169,500 (average $215,000, equipped). Browse more videos. Presuming you accept that speed isnt everything, these unique airplanes can be a real value buy. Good news includes factory support: Parts availability is, reportedly, no problem at all. I never wish to make a big deal that I am a female pilot, but in this case, its for your readers to know its an easy plane to fly and land. In 1992, Commander certified the 114B, which included a 28-volt electrical system (instead of the original 14-volt), plus several speed mods making it faster than the original 114, including a newly designed, aerodynamically cleaner cowling. Then in 1985, another AD (85-3-4, now in Revision 2) came out following a couple of accidents in which front seat rollers failed and the seats came loose. The additional attention to gear-up drag improved cruise speed by a handful of knots. The Commander single series began life as the Rockwell 112, a 200-HP retractable designed to compete against Cessnas Cardinal RG, Pipers Arrow and Beechs Sierra. To convert my 114B to a 580 sets me back $100K. Getting to that point, however, requires removing the single-piece top cowling half. A final airworthiness directive (90-4-7, which superseded AD 87-14-03 and also is the most-recent type-specific AD) incorporated the revised procedures described in the third version of the service bulletins. During its development, Rockwell conducted elaborate studies of pilot preferences. It emphasized looks, cabin room and comfort over raw performance. I fly between at 6000-10,000 feet, at around 145 knots true. Two doors, shoulder room, stands tall on the ramp, 130 knots on 10 GPH, super-stable approach with no trimming till 20 degrees of flaps (and then very little). With help from Lycoming, the 320-HP IO-580-B1A STC made that happen. A TC-A model brought with it little more than another 37 pounds of soundproofing. It currently lists an annual inspection for $2195, and $1500 when done in conjunction with one of Aerodymes STCs. The Commander line soon was reconstituted by a company bearing the nameplates original name and funded by interests in Kuwait. I bought my 1976 Commander 112A in 2000. These aircraft are designated the 115 and 115TC, respectively. The 114 seats up to 3 passengers plus 1 pilot. In mid-2009, CPAC announced it had approved a letter of intent to sell itself to Montreal, Canada-based Aero-Base Inc. At this point, there are no new production Commanders. The FAA cautions pilots to verify the flap switchs operation on the ground as part of the preflight procedures. We were operating four High Desert airports serving as FBOs which included aircraft sales, flight instructions, fuel sales, aircraft repair shop, and tie-downs and hangars for rent. The 580 Super Commander upgrade was born when company founder Jim Richards wanted more speed from his own model 114. During its development, Rockwell conducted elaborate studies of pilot preferences and even aviation journalists (Aviation Consumer editors included) were invited to take a look atpreliminary designs and makesuggestions. The 112TC had an IO-360 and the 114B has a 540. Cost is $75 a year. Annuals have averaged $1600 with oil change. Theres also a neutral, or power-off, position in between. Nothing in the accident record of the Rockwell 112 and 114 raised any flags concerning design of the line. The history of this problem goes back to the mid-1970s and AD 77-16-09, requiring strengthening of the front seat framework and seat belt attachment. The additional attention to gear-up drag improved cruise speed by a handful of knots. All 112TC models were powered by a 210-HP Lycoming TO-360-C1A6D. N114SR Rockwell Commander 114 Blue Skys Aviation Ltd Oklahoma City - Wiley Post (PWA / KPWA), USA - Oklahoma Barry J Collman - 01/09/2001. The 112B featured 16-inch wingtip extensions, which allowed. Cost is $75 a year. Adding all that together, we come up with around 1450 copies of the various Commander singles produced to date. Base price was about $47,000, equipped: $63,000. An owner who requested a GPU start had the aircrafts battery explode when he turned on the master switch. At 130 knots or so, the original 112 can barely get out of its own way; a fixed-gear Piper Archer with 20 less horsepower usually can stay even. ... Carenado Aero Commander 500 Review P3Dv3 - Duration: 18:02. Part of this is due to the high-parts-count build; theres a lot of stuff in the Commander airframe. View and Download Commander 114TC operating handbook online. A Beech Sierra, renowned for its casual cross-country pace, can eke out another five knots or so more than a 112. In 1979, the final year of Rockwell production, the 114A Gran Turismo model was offered. It is extremely well built, looks great, has a comfortable cabin, is fuel efficient and generally affordable to purchase and own. That company also sells flap gap seals, which its Web site says theyll install for free if you spring for the turbo. One problem with the system, however, can crop up when the airplane is parked on an uneven surface and “Both” is selected: Fuel can fill the lower tank, causing it to overflow. And, while the 114s loading picture is much better, theres no free lunch: The 114 comes with a zero-fuel weight (ZFW) limit of 2852 pounds for normal-category operations, 2500 for the utility category. One owner declined to repair his leaking fuel system despite warnings from other pilots. Listed rate of climb is just over 1000 FPM for the 1976 model and 1160 FPM for later ones, comparable to the Mooney 201 and Cessna Skylane RG. .td_uid_104_5fc7afaa0928e_rand.td-a-rec-img { CTRL + SPACE for auto-complete. That was confirmed by four pilots who hit obstructions after takeoff and two crashes in the mountains where the pilots flew into rising terrain. The Lark, Darter and efforts to revive the Meyers 200 didnt exactly work out the way Rockwell had hoped. One is the Hot Shot turbonormalizing system offered by RCM Normalizing (www.rcmnormalizing.com, 805-215-2982). This involved aircraft in compliance with the earlier AD. All 112TC models were powered by a 210-HP Lycoming TO-360-C1A6D. © Belvoir Media Group, LLC. Getting to that point, however, requires removing the single-piece top cowling half. It featured a three-blade prop, new cowl flaps and an upscale interior; its average equipped price was close to $100,000. The engine compartment suits the overall size of the airplane and the engines rear-mounted accessory case is readily accessible to fix what breaks. All rights reserved. Finally, owners tell us the Commander wing is currently undergoing fatigue testing, with definitive results expected within the next year or so. The tails vertical spar attachment was cracking, too. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. Specs, range, speed, operating weights and performance for the Commander 115 here Read honest and unbiased product reviews from our users.
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