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114A Gran Turismo Data from  General characteristics
Crew: one Capacity: three passengers Length: 25 ft 0½ in (7.63 m) Wingspan: 32 ft 9.1 in (9.98 m) Height: 8 ft 5 in (2.57 m) Wing area: 152.0 ft2 (14.12 m2) Aspect ratio: 7.740 Empty weight: 2070 lb (939 kg) Gross weight: 3260 lb (1479 kg) Powerplant: 1 × Lycoming IO-540-T4B5D, 260 hp (194 kW) each Performance
Maximum speed: 191 mph (307 km/h) Cruise speed: 181 mph (291 km/h) Range: 813 miles (1308 km) Service ceiling: 16,500 ft (5030 m)
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The prototype Rockwell 112 first flew on 4 December 1970. Loss of the prototype delayed certification until the fault was rectified, and deliveries began in late 1972.
The 112 was developed through a number of sub-models, with engines ranging from a 4-cyl., 200 hp/150 kW to 210 hp / 156 kW. In 1976 the 114 appeared, essentially similar, but with a six-cylinder, 260 hp / 194 kW engine.
In 1974, the introduction of the 112A solved the door problem. The fix was to use aluminum doors, which added still more weight but provided the desired fit to quiet the cabin and keep the rain out.
The 112A also brought a 100-pound maximum gross weight increase, minimizing the perceived weight gain from the modifications.
A turbocharged version, dubbed the 112TC, arrived in 1976 with a carbureted 210-horsepower Lycoming TO-360 engine. The TC was produced alongside the normally aspirated 112.
The turbo allowed the 112 to operate at 160 knots at altitudes as high as 20,000 feet. But the design's lackluster climb performance made the long climb to high altitudes worthwhile only on long trips.
The 112TC also had serious competition from a new stablemate, the Commander 114. With its six-cylinder 260-hp Lycoming IO-540, the 114 proved to be a much better marriage of airframe and powerplant. However, some would argue that the design should have had 300 hp from conception.
The 112B was introduced in 1977 with the same 32-inch stretch in wingspan as the TC. The increased span allowed Rockwell to raise the max takeoff weight of the normally aspirated 112B to 2,800 pounds.
Even though it was slightly less than that of Piper's Arrow III, which was also introduced in 1977, the useful load of the Commander 112 had reached a respectable 1,000 pounds.
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In the early 1990s, Commanders received another blow in the form of an AD requiring a beef-up modification where the main landing gear drag link attaches to the wing spar. Small cracks in that area were discovered on several airplanes, necessitating the rulemaking. Commander 700 flight training Pilot training
In 2005 it was announced that Commander Aircraft had gone into receivership.
All the assets of Commander Aircraft Company were purchased by Commander Premier Aircraft Corporation, a company formed by over 50 owners of Commander aircraft.
The Company was formed to produce new Commander aircraft and to service the worldwide fleet of Commander aircraft.
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If the owner desires, the restoration jobs can be extremely thorough and make older 112s look much like the new airplanes. For information about the refurbishments, visit the Web site www.commanderair.com
Production is scheduled to begin early in 2006 with new Commander aircraft flying this summer.
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