199207-1992 Commander 114B
COMMANDER 114B · Pilot's Operating Handbook
Overview
The document provides a comprehensive overview of the Commander 114B aircraft, detailing its specifications, performance, and design improvements over previous models. It highlights the aircraft's features, including its upgraded cabin and flight capabilities, as well as the history of the Commander brand.
- The Commander 114B was introduced in 1976 as a successor to the Commander 112.
- It features a 260 horsepower Lycoming engine and a three-blade McCauley propeller.
- The aircraft has a maximum gross weight of 3,250 pounds and an empty weight of 2,080 pounds.
- The cabin has been upgraded to luxury standards with leather and fabric upholstery.
- The 114B can cruise at speeds of up to 160 knots at 75% power.
- It has a service ceiling of 16,800 feet and a maximum level speed of 164 knots.
- The aircraft is designed for easy entry and exit with wide doors that open 90 degrees.
- Production of the Commander aircraft ceased in 1979, but the type certificate was later acquired by Commander Aircraft.
Document
Source
Originally published by aeroresourcesinc.com. Sprinkle hosts a reference copy with an added summary, specifications and searchable full text.
Document details
- Type ·
- Pilot's Operating Handbook
- Year ·
- 1992
- File size ·
- 3.7 MB
- Publisher ·
- aeroresourcesinc.com
- Language ·
- en
Specifications & performance
Extracted from this document.
Specifications
- Seats ·
- 4
- Height ft (in) ·
- 8 ft 5 in
- Length ft (in) ·
- 24 ft 11 in
- Useful load (lb) ·
- 1,170 lb
- Wingspan ft (in) ·
- 32 ft 9.1 in
- Empty weight (lb) ·
- 2,080 lb
- Gross weight (lb) ·
- 3,250 lb
- Oil capacity qt ·
- 8 qt
- Wing area sq (ft) ·
- 152 sq ft
- Cabin width ft (in) ·
- 3 ft 11 in
- Fuel capacity (gal) ·
- 70 gal
- Cabin height ft (in) ·
- 4 ft 1 in
- Cabin length ft (in) ·
- 6 ft 3 in
- Max ramp weight (lb) ·
- 3,260 lb
- Baggage capacity (lb) ·
- 200 lb
- Power loading lb (hp) ·
- 12.5 lb/hp
- Max takeoff weight (lb) ·
- 3,250 lb
- Wing loading lb sq (ft) ·
- 21.4 lb/sq ft
- Usable fuel capacity (gal) ·
- 68 gal
- Payload with full fuel (lb) ·
- 762 lb
Performance
- Cruise speed (kt) ·
- 160 kt
- Rate of climb (fpm) ·
- 1,070 fpm
- Max level speed (kt) ·
- 164 kt
- Service ceiling (ft) ·
- 16,800 ft
- Cruise endurance hr ·
- 4.2 hr
- Landing distance ground roll (ft) ·
- 720 ft
- Takeoff distance ground roll (ft) ·
- 1,040 ft
- Landing distance over 50 ft obstacle (ft) ·
- 1,200 ft
- Max demonstrated crosswind component (kt) ·
- 19 kt
- Takeoff distance over 50 ft obstacle (ft) ·
- 2,000 ft
V-speeds
- VA_KIAS ·
- 118
- VX_KIAS ·
- 75
- VY_KIAS ·
- 100
- VFE_KIAS ·
- 111
- VLE_KIAS ·
- 187
- VLO_KIAS ·
- 130
- VNE_KIAS ·
- 187
- VNO_KIAS ·
- 148
- VS1_KIAS ·
- 61
- VSO_KIAS ·
- 56
Weight & balance
- Useful load (lb) ·
- 1,170 lb
- Empty weight (lb) ·
- 2,080 lb
- Gross weight (lb) ·
- 3,250 lb
- Max ramp weight (lb) ·
- 3,260 lb
- Max takeoff weight (lb) ·
- 3,250 lb
- Payload with full fuel (lb) ·
- 762 lb
What is the 199207-1992 Commander 114B?
The 199207-1992 Commander 114B is a pilot's operating handbook for the COMMANDER 114B, dated 1992.
Where does the 199207-1992 Commander 114B come from?
This copy of the 199207-1992 Commander 114B was originally published by aeroresourcesinc.com and is hosted on Sprinkle as a free, searchable reference copy.
What year was the 199207-1992 Commander 114B published?
The 199207-1992 Commander 114B — the COMMANDER 114B pilot's operating handbook on file — is dated 1992.
Most owners only have the POH. Here's the essential set for the COMMANDER 114B.
- Pilot's Operating Handbook / AFM
- Checklist
- Maintenance Manual
- Parts Catalog (IPC)
- Systems & Wiring
- Service Bulletins on file
- Type Certificate (TCDS)
More COMMANDER 114Bmanuals & documents
In this document
Introduction
The Commander 114B is a follow-on model to the Commander 112, featuring a more powerful engine and improved design.
Specifications
The 114B is powered by a Lycoming 10-540-T4B50 engine, has a wingspan of 32 ft 9.1 in, and a wing area of 152 sq ft.
Performance
The aircraft can achieve a maximum level speed of 164 knots and has a service ceiling of 16,800 feet.
Cabin Improvements
The cabin has been redesigned with luxury materials, including leather and fabric, to enhance passenger comfort.
Flight Characteristics
The 114B retains effective control even at high speeds and has specific limitations for gear and flap operations.
Production History
Production of the Commander aircraft ended in 1979, but efforts have been made to revive the model under new ownership.
Safety notes
- The first notch of flaps can be deployed at a maximum speed of 151 KIAS.
- The gear can be extended at a maximum speed of 130 KIAS.
- Full flaps significantly increase drag, requiring power management during descent.
Full document text
A 114B equipped with flight control system, DME, ADF, strobes, and area navigation system would retail for about $200,000. The "B" suffix suggests-correctly- that this Commander was preceded by a model "A" and an original, un- alphabetized version. The Rockwell International Com- mander 114 was introduced in 1976 as the logical follow-on to the Comman- der 112, the first single to be certified under Federal Aviation Regulations Part 23. The basic difference between the two models was the engine: 200 horsepower in the 112,260 hp in the 114. The 114A Gran Turismo, with a higher gross weight, replaced the 114 in 1979. That was the end of the line, though. Commander production ceased in 1979 after about 1,135 had been built, of which some 485 were 114s and 114As. Gulfstream American (now Gulf- stream Aerospace) picked up the Commanders as part of a larger deal to acquire the rights to the Rockwell Commander twin turboprops. Except for parts and technical support, the Commander singles lay dormant in the hands of Gulfstream. Then, Com- mander Aircraft, founded specifically to bring back the handsome singles, acquired the type certificate, tooling, and the remaining stock of parts. Commander has been four years developing a new airplane that blends the best features of the original with changes that address some of its shortcomings. The basic Rockwell single design is more than two decades old, but it still looks fresh and appealing. The perfor- mance potential of the original 114 was unrealized, however. It managed to deliver only about 150 knots, maybe a little less. And like wide ties and plat- form shoes, the 114 cabin-one of the widest and tallest among piston sin- gles-bore a peculiarly late 1960s1 early 1970s look'lots of molded plastic and glossy vinyl. Thus, when Com- mander Aircraft set about to improve on the 114, the immediate objectives were to bring the cabin up to the stan- dards of today's luxury cars and to make the airplane go faster. First, the cabin: Plastic and vinyl have been replaced by leather and fabric. Each of the four seats is uphol- stered in expensive-smelling leather with the gathers and tucks that befit finely crafted chairware. Side walls are 46' JULY 1992 The objectives were to bring the cabin up to luxury-car standards and make the airplane gofaster. a combination of color-coordinated carpet, leather, and fabric (English woolens), and the fabric headliner is nicely padded. The original1l4's plastic instru- ment panel fascia has been rejected in favor of a professional-looking black metal panel. Mechanical engine instruments have been replaced with smaller electronic instruments, and all instruments are internally lighted. The panel reflects some carefully consid- ered rearrangement of instruments, gauges, and switches. Power controls, cowl flap lever, pitch trim and indica- tor, and fuel selector are conveniently arranged on a center pedestal, as they are on the original 114. With headset on, headroom in the 1148 is about on par with an F33A, which is noted for its generous cabin height. Commander claims the 1148 cabin is just an inch shorter than the F33A and 4 inches narrower than the T8-20. The F33A is the longest, fol- lowed by the 1148 and MSE, which are the same length. Raw measurements don't tell the full story, however; the shape of the fuselage cross section, fuselage taper, seat shape and posi- tion, and legroom all affect comfort. No question, Commander has done a nice job improving the insides. Would the pampered driver or passen- ger of one of today's superb new sport-luxury cars be satisfied sitting in the 1148? I think yes. When you climb inside the cabin and pull the doors shut, you feel a muffled, big-ear-like "whump" rather than the sharp, metallic slam typical of light airplanes. That's not to say the 1148 is as quiet as a luxury car. It's simply not possible to achieve that kind of parity in a piston-powered single. But the 1148's soundproofing-four layers thick in some spots-and the exten- sive leather, fabric, and foam do a good job of soaking up noise and vibration. Entering and exiting the cabin is easy with two wide doors, each of which opens about 90 degrees. The drawback to double doors is twice the potential for gapping in flight, which is a significant noise generator. Com- mander is changing the way it fits the doors to the fuselage to reduce the gapping. Almost all of the remainder of the changes to the 114 to make it a 1148 have taken place ahead of the wind- shield. Most noticeable is the new AOPA PilOT. 47 still sits on the Commander board as vice chairman. Wirt Walker, who is chairman of the board of KuwAm and serves in that same capacity at Com- mander Aircraft, said about $8 million will have been invested in the compa- ny before cash begins to flow to the positive side of the ledger. William Boettger was hired as presi- dent and CEO of Commander in August 1991. He brought years of general avia- tion manufacturing experience, most recently as president ofTeIedyne Conti- nental Motors. Before that, he managed Cessna Aircraft's Pawnee Division, where he oversaw some 5,000 employ- ees who sent up to 30 new Cessna sin- Commander 114B Base price: $169,500 Specifications Lycoming 10-540- T4B50, 260 hp @2,700 rpm Recommended TBO 2,000 hr Propeller McCauley, three-blade, n-in diameter 24 ft II in 8 ft 5 in 32 ft 9.1 in 152 sq ft 21.41b/sq ft 12.5Ib/hp 4 6 ft 3 in 3 ft 11 in 4 ft I in 2,080 lb 3,2601b 3,2501b 1,1701b 762lb 3,250 lb 70 gal (68 gal usable) 420 lb (408 lb usable) 8 qt 200 lb, 22 cu ft engine. I expect most pilots will fly their 114Bs at about 65-per- cent power, flight plan for about 155 KTAS, and, with 68 gallons usable fuel, fly for up to 4.5 hours with an hour's reserve. Gross weight of the 114B is 3,250 pounds, same as the 114A. Empty weight is 2,080
Show full textShow less
pounds. With the tanks full, 762 pounds of people and bags could be loaded aboard. The 114B shares the same flying qualities as the earlier Rockwell-built versions. The hinged ailerons become quite heavy as speed increases but retain some effectiveness even after the wing has stalled. The 151- KIAS limitation for deploying the first notch of flaps allows for quick slowdowns and pre- cipitous descents from cruise. The gear can be extended at 130 KIAS,and it goes down-or up-fast, thanks to the new electrical system. Gear and flap extension and power changes have little effect on attitude because of the high stabilizer. The drag increase with full flaps is noticeable, however, and the airplane descends rapidly if the power is retard- ed to idle. Carry a bit of power all the way to touchdown and hold what seems like a slightly nose-down atti- tude, and the 114B rolls onto the run- way. That trailing link gear helps soak up minor imperfections in pilot tech- nique. Crosswind landings are not quite so easy given the lack of rudder area. Commander Aircraft was formed in June 1988 by Randall Greene. Greene set up shop in a former FBO complex of three hangars on the north side of Wiley Post Airport near Oklahoma City. The plant where Rockwell built I I2s and 114s after moving produc- tion from Albany, Georgia, is on the southeast corner of the field. It now belongs to Gulfstream. In 1991, Greene was forced to sell majority intere'st in the company in order to attract major new investment. Controlling interest in Commander Aircraft now is in the hands of Special Situations Investment Holdings, Limit- ed (SSIH), a Washington, D.C.-based limited partnership investment firm. SSIH acquires financially ailing or bankrupt companies with the inten- tion of making them profitable for eventual resale. KuwAm (a contraction of Kuwaiti American) Corporation is the general partner of SSIH. Greene 50 ' JULY 1992 Powerplant Length Height Wingspan Wing area Wing loading Power loading Seats Cabin length Cabin width Cabin height Empty weight Max ramp weight Gross weight Useful load Payload w/full fuel Max takeoff weight Fuel capacity, std Oil capacity Baggage capacity Performance Takeoff distance, ground roll Takeoff distance over 50- ft obstacle Max demonstrated crosswind component 1,040 ft 2,000 ft 19 kt gles out the door each day. That was about 15 years ago, during general aviation's salad days. Boettger's appetite is much more modest today. He hopes to deliver 188 new 114Bs in 1992 and 200 in 1993. The 114B will be sold through retail dealers. Commander has been on a hectic schedule demonstrating N 114BW to prospective dealers and hopes to sign up 15 to 20 in the United States with an almost equal number abroad. Commander Aircraft has made the transition from a single-mind- ed focus on development to one of pro- ducing and delivering airplanes. But the tinkering is not over. Boettger predicts another 10 knots can be extracted by fix- ing more ofthe 114's draggy characteris- tics-better wing-to-fuselage and fin-to- stabilizer junctures, retractable steps, smoother wing skins, faired flap hinges, brush seals between prop spinner and cowl, and other detail refinements. The company also plans to certify a tur- bocharged Lycoming 540 in the 114. But these are future endeavors. The first cut at a much-improved airplane has been made. Commander Aircraft is on its way. 0 Rate of climb, sea level 1,070 fpm Max level speed 164 kt Cruise speed/endurance w/45-min rsv, (fuel consumption) @75% power 160 kti4.2 hr (85.8 pphll4.3 gph) @ 65% power, best economy 155 kt/4.8 hr (75.6 pph/12.6 gph) @55% power, best economy 149 kti5.8 hr (67.2 pphll1.2 gph) Service ceiling 16,800 ft Landing distance over 50-ft obstacle 1,200 ft Landing distance, ground roll 720 ft Limiting and Recommended Airspeeds Vx (best angle of climb) 75 KIAS Vy (best rate of climb) 100 KIAS VA (design maneuvering) 118 KIAS VFE (max flap extended) III KIAS VLE (max gear extended) 187 KIAS VLO (max gear operating) 130 KIAS VNO (max structural cruising) 148 KIAS VNE (never exceed) 187 KIAS VS1 (stall, clean) 61 KIAS Vso (stall, in landing configuration) 56 KIAS For more information, contact Comman- der Aircraft Company, 7200 N. W. 63rd Street, Bethany, Oklahoma 73008;telephone 405/495- 8080. All specifications are based on manufactur- er's calculations. All performance figures are based on standard day, standard atmosphere, sea level, gross weight conditions unless other- wise noted. I