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Commander Spotlight, N1102J |
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Tech News & Information
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Marco Silva, N1102J
My name is Marcos. I am currently based out of Saint Louis Missouri
(SUS). I’ve been flying for almost 10 years now and I am working on my
A&P certificate by trying to log hours and take the test when time is
right.
I transitioned from Military into Law Enforcement, which made it even more difficult to pursue flying (We don’t make the big bucks), but I was determined to prioritize my finances so I could get back in the air once again. After speaking with Judi and learning about the Commanders, I became very interested in the possibility of owning one. I have a great respect for these birds and being able to trust them and be comfortable around them was essential for me. I was determined to learn everything I could about the Commanders, including how it operated, its limitation, handling, performance, how density altitude really affected it, how sloppy the controls get, how fast and how slow I can land it, etc… So, I began my journey by reading all the flight manuals and operating handbooks, studying, including charts and even calling Lycoming to debunk the myth about the 5-minute full throttle limit on the Lycoming IO-360 engine on takeoff. I decided that I was ready to give it a try and my story with N1102J began with the biggest “no-no” in the aviation industry. I fell in love with the airplane at first sight. That’s right! In addition, I didn’t do a pre-buy other than talking to the previous owner’s mechanic (which is another big no-no). I asked basic questions like: • Is the engine making metal? (honestly not really knowing what that meant at that time) • Is the engine burning a lot of oil? • What’s the compressions like? • Any issues I should be aware of? The conversation was brief, and I decided that N1102J was going to be my next airplane without even seeing it (but the way, I honestly got lucky and I highly discourage anyone from doing that now). I subsequently purchased the tickets and headed to California to pick her up. After some testing flying with the previous owner, I purchased N1102J in June 2019 and I flew it back from northern California to Saint Louis, Missouri (1H0). The trip was great and uneventful and for a normally aspirated engine, going through the mountains was surprisingly easy. The airplane was in OK shape and like many others, it was very outdated. My main goal was once I arrived back home was to dive into every single aspect regarding the maintenance of the airplane and weighing in my options on potential updates, doing as much as I could myself under the supervision of my A&P/AI. This would also push me forward on the path to become A&P in the near future. Being a VFR only pilot, I wanted to install a “new to me” GPS unit and couple it with some sort of MDF. I thought about the budget friendly KMD series or the KLN 94 coupled with a 540 screen. These offered an enroute GPS with a descent size screen size at very reasonable price. My primary focus was to be able to fly the airplane with at least two sources of navigation (VOR/GPS) with a moving map and an iPad as a backup with AHRS in case all else fails. The Interior was in ok shape, but it looked outdated and just plain ugly honestly. So, I immediately put that on my list. I knew I had a lot of work ahead of me and partnering up with a good, experienced, and reasonable A&P/AI to help me thought this was going to be the key to success. I had previously met another Commander owner (Thanks to Judi for the introduction) and found a great mechanic that was willing to work with me. He has been very informative, patient and has taught me a lot about safety. During this first annual, we heavily focused on the airplane’s safety as expected, and subsequently progressed towards the new interior and panel to fit my budget. I had some requirements for the panel such as ADSB in and out and I wanted to be able to see live traffic and weather on my panel GPS. Lastly, I wanted my panel to look “OEM” and professionally done… and of course, like we all dream, I wanted this to be done right, but budget friendly. That’s easier said than done. After the mechanic inspected the engine and found it to be in great condition, I knew I had a lot of life left in it, so I could set my mind at ease and concentrate on other things and save money for an engine overhaul in a few years. We began by taking everything apart and I mean everything. We inspected every single wire and every single inch of the airplane. Besides all the stuff you would normally inspect on an annual, like landing gear, hoses, lubrication, proper cable tension, etc. these are some of the issues we addressed: • New boost fuel pump • New gascolator • Engine baffle work • New spark plugs • Oil change and oil filter (of course) • Engine sludge removed • New alternator belt • Most hoses replaced • New bearings installed • New ELT batteries • Refurbished/replaced all interior plastic parts • New trim on all plastic parts • Polished all the windows • Installed a new upper console with new vents and LED lights • Re-done all interior labels • Refurbished both yokes • Re-upholstered all the seats • Re-done all door panels and rear panels • Installed brand new interior carpet • Removed the old ADF and antenna • Removed the old Apollo GPS • Removed the old VOR NAV • Removed old King Transponder • Installed brand new altitude encoder • Install FreeFlight ADSB in and out with Wi-Fi module • Created and installed brand new panel with all the markings • Installed a Garmin GNS 530 coupled with the Century Autopilot • Installed a Garmin Transponder • Installed a Garmin MX20 MFD for Map and ADSB live traffic and weather • Most wiring was replaced, including new RG400 coax for the antennas • Garmin Flight 210 installed and coupled with GNS 530 (more on that below) • Wired a 4-place intercom • Treated the airplane with ‘Corrosion X’ • Replaced the panel lights with LED lights • Installed a new glareshield • Added a music aux input for passengers • Overhauled the fuel sending units • Installed Carl’s baggage/cabin door strut and main gear leg lights • Balanced prop • Polished the entire exterior and finished with a ceramic coat It was quite a transformation and after the IFR certification, the airplane look great with zero squawks. I test flew the airplane for several hours before venturing out and my confidence on the airplane grew exponentially. Since I owned N1102J, the airplane has been trouble free (knock on wood!). My opinion is that if you take good care of your airplane, you should have a relatively trouble free airplane. If you’re in the budget like me, you have to choices: Either get another job to help pay for your undoubtedly expensive hobby or if you’re mechanically inclined (and under good supervision) you can do it yourself to save a ton of money. It is no doubt a LOT of work, a LOT of frustration, but it’s quite rewarding to see a gorgeous airplane with the details you want when it is all done. I would like to share some of my mistakes with my commander family so, if we get another young inexperienced person like me, he or she will have an easier time giving the airplane a makeover. I know these mistakes, may seem obvious to a lot of you with hundreds or thousands of hours and lots of airplanes under your belt, but they were not so obvious to me when I was climbing the ladder to where I am now. A good pre-buy As we all know, an airplane is a big investment, and a good pre-buy will give you a good idea what you’re dealing with and give you some room (mostly) to negotiate the price. I got lucky with N1102J. Not having a hangar When I purchased N1102J, I was excited to fly it back and start working on it right away. I figured I could work on the shaded port for a while until a hanger opened. WOW, that was a mistake. The weather is brutal and being indoors is a must. During the summer months it wasn’t too bad and maybe a fan can keep you cool while you change the oil but having a hangar will make your life much easier. I would never be able to finish all that work being in a shaded port. No WAAS Most of us VFR only pilots with a 100-dollar hamburger airplane only want a simple GPS so we can fly without getting lost and the WAAS concept sounds like it’s something that is only used by the big jet pilots. I purchased a non WAAS 530, but I regret it. I put the RG-400 and the Flight Stream 210 during the annual thinking I would upgrade the WAAS later. It used to be 1500 dollars, but now it’s 5000 and there is only one place that does it (while supplies last). At that time, I should have spent about 2K more for the WAAS unit and save myself some time and money. Airtex interiors – not as great. I bought the new interior from Airtex and I was not able to use it. I waited for several months and when they arrived, they were too small and would not fit correctly. I could not return them, so I ended up having to purchase the certified material and doing it in house. I believe you will get better results if you get the fireproof material from a good source but have a professional do the upholstering for you. Airtex is cheap but it didn’t work. If you decide to go with them, make certain you’re getting what you need. Wire labeling. Label ALL your wires. I purchased all aviation grade wire from Spruce, and I use a shrink tube with a label maker to label all my wires. It will save you a ton of time and ensure you get everything correctly. These are just some of the mistakes I made that I now wish I had taken a different path. I still have plans for more upgrades, like the WAAS and the AV-30 (AI/DG) and a new autopilot, but for now, I need to enjoy all the work I put into making N1102J the best airplane I ever had. As I progress towards my A&P certificate, I will be looking out for an affordable abandoned Commander and see if I can bring it back to life. I would like to finish up by saying thank you to all the members of my Commander family. This group has been a great support and a huge source of information. I could never have done any of these without my commander family. So, to all of you... Thank you. Marcos
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