View source for Rockwell Commander 112

{{Short description|US four-seat single-engined general aviation aircraft, USA}}

<div style="float:right; clear:right; margin-left:20px;">
{|{{Infobox aircraft begin
 |name= Commander 112/114
 |image= File:Commander112landing.jpg 
 |caption= Commander 112
}}{{Infobox aircraft type
 |type=Four-seat personal transportation 
 |national origin=United States
 |manufacturer= [[Rockwell International|North American Rockwell]] <br>[[Rockwell International]] <br> Commander Aircraft Co.
 |first flight=4 December 1970
 |designer=
 |introduced=1972
 |status= In service
 |primary user= Private individuals, aeroclubs, military  
 |more users= 
 |produced= 1972–1980, 1992–2002
 |number built= 1,490 (111:2, 112:803, 114:501, 114B:154, 115:30)
 |developed from = 
 |developed into=
 |variants with their own articles=
}}
|}
</div>


The '''Rockwell Commander 112''' is an American four-seat single-engined  [[general aviation]] aircraft designed and built by North American Rockwell (later [[Rockwell International]]) starting in 1972. In 1976, they introduced the turbocharged version 112TC and mounting a larger engine with other minor improvements they introduced the '''Rockwell Commander 114'''. A total of approximately 1,300 examples of all models were produced before the production line shut down in 1980. In 1981, the type certificate owner was Gulfstream Aerospace,<ref name="TC"/> but that company had no interest in single-engine piston production.

The rights to the design were sold to Commander Aircraft Company in 1988.<ref name="TC"/> They improved the interior and made other upgrades to the '''Commander 114B''' series, released in 1992. Approximately 200 examples were produced before they shut down in 2002. Aircraft produced between 2000 and 2002 were named Commander 115 for commercial purposes. Between 2005 and 2012, the Commander Premier Aircraft Corporation (CPAC)<ref name="TC"/> was producing spare parts only. An attempt to begin production was made by CPAC who planned a Commander 115 series; however, {{asof|2016|lc=yes}}, financial issues had delayed production indefinitely. The total number of all airframes produced under the Commander name was approximately 1490 examples (111:2, 112:803, 114:501+154, 115:30).

==Development==
===Original production===
[[File:Aero Cdr 112-098 PT-JAZ SP Marte 06.04.75 edited-3.jpg|thumb|right|Brazilian-registered Commander 112 at São Paulo's [[Campo de Marte Airport]] in 1975.]]
[[File:Rockwell Commander 112A (VH-SLN) at Essendon Airport.jpg|thumb|A late-build Commander 112A, sharing many similarities with the 114.]]
[[File:VHRNS.JPG|thumb|A late-model 114; with a different-shaped engine cowling and fresh-air inlet in the leading edge of the tail fin (seen in this photo with a red plug to prevent birds entering).]]

In 1970, Rockwell's Aero Commander division developed a new line of aircraft that would span everything from the fixed-gear four-seat market to a retractable twin-engine six-seat design<ref name=aopa>{{cite web |first=Peter |last=Bedell |date=5 November 2000 |title= Rockwell Commander 112: Commanding Style |website=AOPA |url=https://www.aopa.org/news-and-media/all-news/2000/november/pilot/rockwell-commander-112}}</ref>

The first models of this lineup were two versions of a four-seat low-wing monoplane, the fixed tricycle landing gear Commander 111 and the retractable tricycle landing gear Commander 112. The 111 was marketed at $17,950 and 112 at $22,100 (${{inflation|US|17,950|1970}} and ${{inflation|US|22,100|1970}} in {{inflation/year|US}}). Only two prototype Commander 111s were built; the company decided that only the Commander 112 would go into production.<ref>{{cite journal|magazine=Air Progress|date=December 1971|title=Aero Commander 112|page=52}}</ref>

The design had a modern look and considerable interior room that set it apart from older designs like the [[Piper Cherokee]] and [[Beechcraft Bonanza]]. As one reviewer put it:

{{cquote|If people bought airplanes based on looks and roominess alone, there would likely be a lot more Rockwell Commanders out in the field. This stout, four-seat single has a stylish look that is noticeably absent among many airplane designs dating to the 1950s and '60s. On the ramp the Commander's rakish nose, towering tail, and upright stance set it apart from its dowdy-looking competitors. Likewise, its interior volume is closer to that of a cabin-class twin than other four-seat singles.<ref name=aopa/>}}

The design had been made to follow the newly released FAR Part 23 standards for light aircraft, which had an emphasis on gust response and fatigue mitigation. The resulting design boasted considerable strength, a fact that Rockwell marketed heavily. Unfortunately, this also had an impact on performance, and in spite of its clean lines the 112 was slightly slower than similar aircraft like the [[Piper Arrow]].<ref name=aopa/>

A prototype Commander 112 crashed after the tail failed during testing, which led to a redesign of the tail unit. This delayed the delivery of the first production aircraft until late in 1972.<ref name="AnetA"/> It also led to changes that further increased the weight of the aircraft. This resulted in its being seriously underpowered; the 112 prototype was powered by a 180&nbsp;hp (134&nbsp;kW) [[Lycoming O-360]] engine, this was replaced by a 200&nbsp;hp (149&nbsp;kW) [[Lycoming O-360|IO-360]] engine in production aircraft.<ref name="TC"/> Even with this engine, there is widespread agreement that the aircraft was underpowered.<ref name=aopa/> Another annoyance was that the fibreglass composite doors did not fit well and tended to leak.<ref name=aopa/>

===New versions===
[[File:The Rockwell Commander 112 (831441070).jpg|thumb|right|Commander 112]]
[[File:Rockwell Commander 112A AN0692879.jpg|thumb|right|Commander 112A]]
[[File:G-JURG Rockwell 114 CVT(1) (20167646096).jpg|thumb|right|Commander 114A]]
In 1974, after 123 production aircraft had been built, a number of improvements were made to the 112, producing the 112A. The doors were fixed by replacing them with new aluminum units, which added still more weight, but had the benefit of making the cabin quieter.<ref name=aopa/> The wing was redesigned internally with increased fuel capacity and a 100&nbsp;lb increase in maximum takeoff weight (MTOW) to 2,650&nbsp;lb.<ref name="TC"/> After another 30 112s were built, Rockwell offered an option for increased fuel capacity (68 [[US gallon]] vs. 48 gallon standard tanks).<ref name="TC"/>

The 1976 Commander line introduced two new models, the Commander 112TC with a [[Turbocharger|turbocharged]] engine of 210&nbsp;hp and MTOW of 2,850&nbsp;lb,<ref name="TC"/> and the Commander 114 with a six-cylinder [[Lycoming O-540|Lycoming IO-540]] engine of 260&nbsp;hp.<ref name="AnetA"/> The 112TC had a significantly improved cruise speed of {{convert|160|knots}} when flying at higher altitudes, as high as {{convert|20000|feet}}, which was aided by a {{convert|32|inch}} increase in wingspan. However, the low climb performance made this useful only on long trips where the climb time was not a serious issue. In comparison, the 114 offered a far better powerplant for the airframe, providing roughly the same cruise speed as the 112TC but at lower altitudes, and the extra power giving it far better climb performance.<ref name=aopa/>

In 1977, the wing span stretch of the TC model was applied to the base 112 to produce the 112B. This allowed the 112B's [[maximum takeoff weight]] to rise to {{convert|2800|lbs}}, giving it a respectable useful load of {{convert|1000|lbs}}. Production of the 112B ended in 1979,<ref name=pap/> while the 112TC was further upgraded with a {{convert|50|lbs}} maximum weight increase and minor detail changes. The major change was a complete makeover of the avionics suite with a three-axis autopilot, producing the 112TCA "Alpine". This offered little more performance than the original 112TC, and was more expensive than similar offerings from other companies. A smaller set of upgrades, notably a three-bladed propeller and a slightly raised maximum takeoff weight of {{convert|3250|lbs}}, produced the 114A "Gran Turismo".<ref name=c115/><ref name=pap/> The 112TCA and 114A remained in production until 1980, when Rockwell shut down the production line with about 1,000 examples of the different models having been delivered.<ref name=aopa2/>

===Commander Aircraft===
Following the end of production in 1981, Rockwell sold the design rights to the Aero Commander suite to [[Gulfstream Aerospace|Gulfstream American]].<ref name="TC">[http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/38008c9446c7996a862574980068b1ed/$FILE/A12SO.pdf FAA Type Certificate A12SO.] Retrieved: 11 November 2008.</ref> Gulfstream was only interested in the [[Aero Commander 500|Turbo Commander]], and did not restart production of the 112/114 series. In 1988, Gulfstream sold the rights to Randall Greene, who set up Commander Aircraft to provide support for existing aircraft and build new aircraft.<ref name="AnetB">[http://www.airliners.net/aircraft-data/stats.main?id=168 Airliners.net Commander 114B data.] Retrieved: 11 November 2008.</ref>

[[File:N6010Y.jpg|thumb|Commander 114B produced by CAC]]

The design was given a fairly extensive set of upgrades and recertified as the Commander 114B in 1992. Among the changes were a new streamlined cowling, strengthening of the airframe, changes to various air intakes, and a new prop. These improved cruise speed by a significant {{convert|8|knots}}, making it more competitive with similar models from other companies. More significant upgrades were carried out in the interior, which received a high-quality leather upholstery upgrade, reading lamps, better soundproofing and an optional powerful [[air conditioning]] unit.<ref name="AnetA">[http://www.airliners.net/aircraft-data/stats.main?id=342 Airliners.net Rockwell 112/114 data.] Retrieved: 11 November 2008.</ref> One reviewer summed it up as "an ultra-spacious interior that looks more like a luxury car than a spam can".<ref name=avweb>{{cite web |url=http://www.avweb.com/news/reviews/182571-1.html |title= The New Commander 114B |first=Carl |last=Marbach |date=18 November 1996 |website=AVWeb}}</ref>

In 1995, they added the 114TC, a version of the 114B with a 260&nbsp;hp turbocharged engine, primarily to improve high altitude cruise speed to just over {{convert|200|knot}}s. The company marketed the aircraft primarily to non-traditional markets,<ref name=avweb/> namely [[Wall Street]] executives, via [[The Wall Street Journal]], [[Forbes]], and [[Fortune (magazine)|Fortune]], and middle eastern executives, for whom the extremely powerful air conditioning system was added.<ref>{{cite web |title= Commander 114  |url=https://www.aopa.org/go-fly/aircraft-and-ownership/aircraft-fact-sheets/commander-114 }}</ref>

The company had plans to reintroduce the 114B and 114TC as the 115 and 115TC. These featured a host of upgrades, mostly to the interior and avionics. However, these plans ended when production ended in 2002 after about 200 114Bs and turbocharged 114TCs had been built, and Commander Aircraft was subsequently liquidated.<ref>Niles, Russ. [http://www.avweb.com/avwebflash/briefs/189004-1.html "Commander Aircraft To Be Liquidated" - AVweb Briefs, 19 January 2005.] Retrieved: 11 November 2008.</ref>

=== Commander Premier Aircraft===
In 2005, the Commander Premier Aircraft Corporation (CPAC) was formed by over 50 owners of Commanders, in order to provide spare parts support for their aircraft.<ref name="CPAU"/> Commander Premier purchased the assets of Commander Aircraft from the bankruptcy trustee in mid-2005 and moved all production equipment from [[Oklahoma City]] to a new facility in [[Cape Girardeau, Missouri]].<ref name="CPAU">{{cite web |title= About Us |website= Commander Premier Aircraft Corporation |url= http://www.commanderpremier.com/About_us.htm |archive-url=https://web.archive.org/web/20080509144823/http://www.commanderpremier.com/About_us.htm |archive-date=9 May 2008}}</ref>

In addition to planning to produce the 115 and 115TC, they also planned on selling a cut-down 115AT ("Advanced Trainer") with a simplified interior, crew training and a complete set of spares, intending to sell it to pilot training schools looking for a high performance trainer.<ref name=c115>{{cite web |url=http://www.commanderpremier.com/115/115_1.htm |title=Commander 115 Series |website=Commander Premier Aircraft Corporation |archive-url=https://web.archive.org/web/20080730010518/http://www.commanderpremier.com/115/115_1.htm |archive-date=30 July 2008}}</ref>

CPAC was sold to Ronald G. Strauss in 2009, and was to fall under the ownership of Aero-Base, a firm which Strauss owned. While CPAC had failed to establish a stable aircraft manufacturing operation in the city-financed factory at the [[Cape Girardeau Regional Airport]], it did at least manufacture parts and provide aircraft service.<ref>{{cite web |url=http://www.aopa.org/aircraft/articles/2009/090714command.html |title=Will the Commander Rise Again? |first=Alton |last=Marsh |website=AOPA |date=14 July 2009}}</ref> In October 2011, CPAC was evicted from its city-owned hangar for unpaid lease obligations. By May 2012, CPAC was back in bankruptcy, the deal by Canadian financier Strauss having failed to achieve traction, with an unnamed firm not associated with Strauss showing interest in purchasing the company.<ref>{{cite news |title=Commander bankruptcy delayed for fourth time |url=http://www.semissourian.com/story/1851937.html |newspaper=Southeast Missourian |first= Scott |last=Moyers |date=23 May 2012}}</ref>

===Super Commander===
Jim Richards purchased a 1977 Commander 114, was unimpressed with its performance, and began looking for a solution. This presented itself in the form of the [[Lycoming IO-580]], released in 1997. This is roughly the same size as the IO-540 and only slightly heavier, but offers 320&nbsp;hp, a significant improvement over the 260&nbsp;hp of the stock 114. Richards formed Aerodyme Corporation to sell and service conversions consisting of the engine, 78-inch Hartzell three-blade Scimitar prop and a new cowl to fit it. At least one 115 was also converted in this fashion, known as the "Super Commander".<ref name=aopa2>{{cite web |url=http://www.flyingmag.com/pilot-reports/pistons/new-power-commander |title= New Power to the Commander |first=Robert |last=Goyer |date= 12 April 2007}}</ref>

==Description==
The 112 and 114 are conventional layout monoplanes with the main wing set low and a mid-mounted horizontal stabilizer. This places the stabilizer outside the prop wash, and results in heavier handling at lower speeds.<ref name=aopa/>

The cabin is {{convert|47|inch}} wide and {{convert|49|inch}} high,<ref name=pap>{{cite web |url=http://www.planeandpilotmag.com/article/1977-rockwell-commander-112tc-a/#.WBdOh3cZPTU |website=Plane and Pilot |title= 1977 Rockwell Commander 112TC-A |date=1 December 2007}}</ref> compared to a contemporary aircraft like the Piper Arrow at {{convert|41|inch}} by {{convert|38|inch}}.<ref>{{cite web |url=http://sats.aeroengineer.net/data/arrow.html |archive-url=https://web.archive.org/web/20040407165852/http://sats.aeroengineer.net/data/arrow.html |url-status=usurped |archive-date=April 7, 2004 |title= Piper PA-28R-201 Arrow}}</ref> This was the most spacious cabin of any design of the era.<ref name=pap/> There is a full-sized door on both sides of the aircraft, while most aircraft of this class have a full-sized passenger door on one side and a smaller door for the pilot on the other.<ref name=aopa/><ref name=avweb/>

The low mounted wing has significant dihedral<ref name=avweb/> and features fully faired retractible main landing gear. The gear use the [[Trailing arm|trailing-link design]] for additional travel and softer "even less-than-perfect" landings.<ref name=avweb/> The 112B, 112TC-A and 114A received larger main wheels and [[disc brake]]s as part of their upgrades.<ref name=pap/>

Both the wings and fuselage were built using new construction methods that built sections as complete assemblies rather than riveting together many individual parts. The aircraft has far fewer rivets than contemporary designs.<ref name=pap/> As part of the 1976 modifications, various air scoops were moved and redesigned, offering a slight performance increase, while the extended wing tips reduced the stall speed from {{convert|62|mph}} to {{convert|58|mph}} in the 112A.<ref name=pap/>

Early models featured front seat three-point harnesses where the shoulder belt was fixed to the seat itself. This was found to offer too little strength and was replaced with one fixed to the fuselage behind the seat as part of a 1987 Airworthiness Directive (AD).<ref>{{cite web |url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/50D93B9ECAC46E4986256A4E00591314?OpenDocument |title= Airworthiness Directives; Gulfstream Model 112, 112TC and 114 Series Airplanes |website=Federal Aviation Administration |date=27 April 1987}}</ref> In spite of being designed specifically to avoid fatigue issues, the series has been subject to a number of ADs due to fatigue cracking, both in the main wing and the elevator.<ref>{{cite web |url=http://www.faa.gov/regulations_policies/airworthiness_directives/search/?q=commander+112 |title= Airworthiness Directives; Airplanes, commander 112 |website=Federal Aviation Administration}}</ref><ref>{{cite web |url=http://www.faa.gov/regulations_policies/airworthiness_directives/search/?q=commander+1124 |title= Airworthiness Directives; Airplanes, commander 114 |website=Federal Aviation Administration}}</ref>

==Variants==
[[File:Rockwell Commander 114 (built 1976) Cotswold Airport arp.jpg|thumb|Rockwell Commander 114 (built 1976)]]
[[File:G-JURG-RockwellCommander114-1980.jpg|thumb|A 1979-built 114A.]]
;111
:Fixed landing gear variant powered by a {{convert|180|hp|kW|abbr=on}} [[Lycoming O-360]]-A1G6 engine, two prototypes built.<ref name="simp150">{{harvnb|Simpson|1995|p=150}}</ref>
;112
:Production variant with retractable landing gear and powered by a {{convert|200|hp|kW|abbr=on}} [[Lycoming O-360|Lycoming IO-360-C1D6]], 125 built.<ref name="simp150"/>
;112A
:Marketing name for a strengthened variant of the 112 to meet the [[Federal Aviation Regulations#Organization|FAR23 Amendment 7]] requirements with increased maximum takeoff weight, 363 built.<ref name="simp1501">{{harvnb|Simpson|1995|pp=150–151}}</ref>
;112B
:112A with an increased maximum takeoff weight, increased wingspan, new propeller and larger wheels, 44 built.<ref name="simp151">{{harvnb|Simpson|1995|p=151}}</ref>
:Serial numbers 500 and subsequent.<ref name="simp151"/>
;112TC
:112A with turbocharged [[Lycoming O-360|Lycoming TO-360]]-C1A6D engine, 109 built.<ref name="simp151"/>
:Serial numbers 13000 thru 13108.<ref name="simp151"/>
;112TCA
:112TC with increased load and higher takeoff weight and other improvements similar to 112B, later named Alpine Commander, 160 built.<ref name="simp151"/>
:Serial numbers 13150 and subsequent.<ref name="simp151"/>
;114
:112 with a {{convert|260|hp|kW|abbr=on}} [[Lycoming O-540|Lycoming IO-540]]-T4A5D engine,<ref name="TCp3-5">{{harvnb|TCDS A12SO|2013|pp=3–5}}</ref> 460 built.<ref name="simp151"/>
;114A
:114 updated similar to 112B, later named Gran Turismo, 41 built.<ref name="simp151"/>
;114B
:Variant of 114A built by Commander Aircraft with new propeller, revised engine cowling and a Lycoming IO-540-T45BD engine.<ref name="simp151"/> Marketed as ''115'' from 2000.<ref name="gahp11">{{harvnb|Simpson|Longley|Swan|2022|p=11}}</ref>
;114AT
: Trainer version of 114B with dual controls and modified interior. Marketed as '''115AT''' from 2000.<ref name="gahp11"/>
;114TC
:Variant of 114B with {{convert|270|hp|kW|abbr=on}} turbocharged [[Lycoming O-540|Lycoming TIO-540]]-AGIA engine.<ref name="TCp13-15">{{harvnb|TCDS A12SO|2013|pp=13–15}}</ref> Marketed as '''115TC''' from 2000.<ref name="gahp11"/>
;Super Commander
:[[Supplemental Type Certificate]] modification package including the [[Lycoming IO-580]] engine, three bladed prop, and new cowling.

==Operators==
[[File:Rockwell Commander 112TC N481DS (4797153620).jpg|thumb|Rockwell Commander 112TC N481DS 1985]]

===Civilian operators===
The 114 is popular with some flight training organizations in the US for complex and high-performance airplane endorsement according to FAR 61.31. In the EASA environment, it is used for variable pitch propeller and retractable undercarriage endorsement flight training. It is suitable for CPL(A) license training and single-engine instrument rating. The Commander is mostly operated by flying clubs and private individuals.
;{{USA}}
* Eagle Aircraft Flight Academy: Rockwell Commander 112TC
;{{SLO}}
* [[Letalski center Maribor]]: Commander 114B (in service), Rockwell Commander 112A (historical)

===Military operators===
;{{GIB}}
;{{ELS}}
;{{HON}}
;{{USA}}
*U.S.Air Force Nevada Wing: Rockwell Commander 112TC (historical)

==Specifications (114B 1992)==
[[File:Aero Commander 112 3-view line drawing.png|frameless|right|3-view line drawing of the Aero Commander 112]]

{{Aircraft specs
|ref=<ref>{{cite book|title=Commander Aircraft Company 114B|publisher=CAC |date=1992 |page= 7,15,29,51}}</ref>
|prime units? = kts
|crew= 1
|capacity= 3 passengers
|length m=
|length ft=24
|length in=11
|span m=
|span ft=32
|span in=9
|height m=
|height ft=8
|height in=5
|wing area sqm=
|wing area sqft=152
|airfoil=
|empty weight kg=
|empty weight lb=2077
|gross weight kg=
|gross weight lb=3260
|gross weight note=
|max takeoff weight kg=
|max takeoff weight lb=3250
|max takeoff weight note=
|fuel capacity=70 USGal
|more general= 
*'''Max landing weight:''' {{convert|3140|lb|kg|abbr=on}}
*'''Max zero fuel weight:''' {{convert|3000|lb|kg|abbr=on}}
*'''Max baggage weight:''' {{convert|200|lb|kg|abbr=on}}

|eng1 number= 1
|eng1 name= Textron Lycoming
|eng1 type= IO-540-T4B5
|eng1 kw=
|eng1 hp=260

|prop blade number= 3
|prop name= McCauley B3O32C4 L 9/82NHA-5
|prop dia m=
|prop dia ft=
|prop dia in= 77

|max speed kmh=
|max speed mph=
|max speed kts= 164
|max speed note=
|cruise speed kmh=
|cruise speed mph=
|cruise speed kts= 135-155
|cruise speed note= 
|stall speed kmh=
|stall speed mph=
|stall speed kts= 60
|stall speed note=
|never exceed speed kmh=
|never exceed speed mph=
|never exceed speed kts= 187
|never exceed speed note=
|range km=
|range miles=
|range nmi=600 
|range note= at 75% Power
|ferry range km=
|ferry range miles=
|ferry range nmi=720
|ferry range note=Long Range Cruise at 55% Power
|endurance= 4h 10' at 75%, 5h 50' at 55%
|ceiling m=
|ceiling ft=14,200
|ceiling note=at MTOM
|g limits=+3.8g to -1.52g Aerobatic maneuvers are prohibited
|glide ratio=9.9 (gear up)
|climb rate ms=
|climb rate ftmin=1070
|climb rate note=Initial Sea Level Rate
|wing loading kg/m2=
|wing loading lb/sqft=21.4
|wing loading note=
|fuel consumption kg/km=
|fuel consumption lb/mi=
|power/mass=
|thrust/weight=
|more performance=
*'''Takeoff distance to 50 ft (15 m):''' {{convert|1985|ft|m|0|abbr=on}} at Sea Level
*'''Landing distance from 50 ft (15 m):''' {{convert|1200|ft|m|abbr=on}} at Sea Level
|avionics=BendixKing, Garmin, Sandel, Hoskins, Insight, S-TEC, Bennett 
}}

==External links==
* Commander Owners Group (http://www.commander.org/Bergcom/Tech/Documents/Commander-FAQ.pdf)
{{Aero Commander aircraft}}