maybe owner

[Commander91gm]

The extended wingtips up the gross a bit but in addition to the tips there were a bunch of other little things that were added to the airframe. A lot of it depends on your mission. The 112 TCA is slower than the 114 down low but above 8,000 ft or so it excels because of the turbo. If you're going in and out of high altitude airports like I do the turbo makes a big difference.

 

[Avee8tor]

Agree it is roomy and the two doors are a bonus. As is the Lyc. engine vs Cont., IMO. McCauley is a low-maintenance prop also. The essentials are there. What is the 'hot shot' mod? Do the 112TC/114B extended wingtips/span change performance much over the vanilla 114?

Hot Shot is an STC that added turbo-normalizing to it. Unlike the regular turbo you are not boosting the engine over 30" MP. In fact, the HS limits boost automatically to 28.5" MP and will hold sea level power settings into the mid-teens.

 

[FlyGuy]

ok, thanks, understand. Thinking about the change tail incidence mod, yes it would reduce drag some, but the tail trim drag is still there whether the stabilizer is aligned or not. Looking at CG of KEF, and in general for the 114, CG is well forward and you have to be trying to get the CG aft, even with 250lb in the baggage area. CG moves forward with fuel burn. Cruising around with the CG at 24%MAC when aft limit is 31.5% would have sig trim drag - I can't tell you the number in lbs without doing calcs, and I'm out of practice.

VH-KEF R114 #14133		Datum – 0, 62.5” fwd firewall face
Item	mass (lb)	arm (in)	lb.in
LMG	771.76	121.9	94077.544
RMG	755.26	121.9	92066.194
Nosewheel	479.16	39	18687.24
Fuel	12	109.5	1314
Empty	2018.18	lb	206144.978
Basic CG (in. AOD)	102.14	16.3%	MAC
P1	210	99	20790
P2	200	99	19800
Pax1	150	136	20400
Pax2	150	136	20400
Baggage	50	164	8200
Fuel	360	109.5	39420
	1120		129010
	3138.18	lb
XC CofG	106.80	24.8%	MAC
Min. Wt.
P1	210	99	20790
P2	200	99	19800
Pax1	150	136	20400
Pax2	150	136	20400
Baggage	50	164	8200
Fuel	30	109.5	3285
	790		92875
	2808.18	lb
Min Fuel	106.48	24.2%	MAC

 

[David Price]

No CG issues here. 1100 UL

 

[wab003]

It's all part of the journey as I learn about this airframe. I am at about 500 hrs since major overhaul with all new cylinders and a new prop after the previous owner had a runway excursion when the nosewheel steering cable popped and struck a runway light, but the powerplant as a whole was originally manufactured when I was in high school If I'm still flying this airframe when I get to major overhaul again (at the current rate I'm building hours, I'll be in my late 70s), I think I will spend the extra to get a factory new or reman just to get the extended TBO they are now advertising.

I'm starting to want a Turbo to get up higher and cooler, but I also want FIKI in my next airplane. I know that there are rare Commanders (one maybe?) that are Turbo / FIKI, but at the expected price point, I will probably also be looking at Malibu's Matrix's , A36s, or a Turbo 210

Adam Clark had a really nice 114 Turbo in his shop last time I was there, and it got me thinking

Chris,

I may have your next bird; but not yet ready to part ways with her. At 75 there are always unexpected life events. Turbo, FIKI, A/C, MT prop, she has all the toys and zero issues with CG (thanks to MT prop, AC hardware and FIKI TKS tank and pumps.) 25K service ceiling and above 12K, the parasitic drag starts to fall away and the TAS rises nicely. Always flight plan 150 and that is with the prop pulled back to 2200-2300. Isn’t even working hard.

There are more like her out there; but not many.

 

[FlyGuy]

In Oz, hills and icing are not a great problem. The added complexity, failure modes and cost hardly justified in my case.

 

[Codeeno]

The only time I have to concern myself about a forward CG is there’s only myself and a heavy passenger (250+). Then I consider ballast in the cargo area depending on luggage loads. So far, I’ve been at max weight for takeoff with full tanks and never had any challenge staying within the envelope.

Dean

 

[Chris Mixon]

The only time I have to concern myself about a forward CG is there’s only myself and a heavy passenger (250+). Then I consider ballast in the cargo area depending on luggage loads. So far, I’ve been at max weight for takeoff with full tanks and never had any challenge staying within the envelope.

Dean

114SG is the same way. Hard against the front limit with full fuel and two fluffy people up front. I avoid any potential problems by carrying a flat of water when I don't have the AC and external battery in the back.

 

[Codeeno]

My ballast is very basic. Flattish cardboard boxes that are large and square-ish. They have some padding in them and a plate weight (as used on a barbell or weight bar). I have a few and they are marked for their weight, so I can combine them. The larger cardboard (I think) helps distribute the weight over a wider area in the baggage compartment so it’s better for the floor.

Dean

 

[ksandrew]

I have been using these water jugs for a number of years now. they hold just under 6 us gals each so weigh about 100 lbs between them.

They are ideal as a ratchet strap from the rear tiedowns can be threaded through the handles to secure them..

When not needed I just empty the water on to the ground and carry them empty. I have my own well at home so the cost of the water is not a major consideration.

Life is a barrel of fun.

Ken

 

[FlyGuy]

I have been using these water jugs for a number of years now. they hold just under 6 us gals each so weigh about 100 lbs between them.

They are ideal as a ratchet strap from the rear tiedowns can be threaded through the handles to secure them..

When not needed I just empty the water on to the ground and carry them empty. I have my own well at home so the cost of the water is not a major consideration.

Life is a barrel of fun.

KenView attachment 211183View attachment 211182

good ideas both - I was going to mention water.

 

[lwickter]

Dave, I have checked rigging, gear droop and such since that would be a lot less expensive fix

According to my research, the rise in parasitic drag from real rough old paint is about 3-5%, and for GA aircraft results in an average decrease of 2-5 kts. 114SG is still in its original 1979 paint and it's in poor shape. We tried to wax and smooth it out and only ended up with more paint loss. I'm still happy at 143 KTAS, just jealous when I hear folks seeing 5-8 kts faster. If I wanted speed, I woulda gone with the Ovation.

I have had paint on my budget list for all three years since I got her, but each year, we have had a major project that ate that budget. Gear in year one, fuel tanks in year two, and time-limited items like Mags, Aspen batteries, and Autopilot problems, along with general upkeep stuff in year 3. Hopefully year 4 is the year

Hi Chris. I’m facing two of the problems you’ve crossed off your list: tanks, and recently my STEC30 stopped working. Where did you find solutions to these problems?

Thanks.

 

[Chris Mixon]

Adam Clark at Circle C in Henderson, TX. (KRFI) did my tanks. He is set up for it and has done a few since mine. He will be in Branson this year for the fly-in if you are going. Highly recommended.

I used Auric Avionics at Lakefront (KNEW) for my Bendix -King 200 autopilot. They are a great avionics shop, but probably a little out of the way for IL. I chose them because they still have the expertise, testing equipment, and parts on hand for older KFC autopilots.

 

[David Price]

Depending on what is wrong with your autopilot, an STec dealer can send the 30 back to the factory for adjustment. If it's the push button the dealer should be able to fix it. I would recommend the remote switch with that unit, as the push button has a plastic part inside that breaks easily.

 

[lwickter]

Depending on what is wrong with your autopilot, an STec dealer can send the 30 back to the factory for adjustment. If it's the push button the dealer should be able to fix it. I would recommend the remote switch with that unit, as the push button has a plastic part inside that breaks easily.

Thank you both.

 

[Quest4Air]

I just flew a friend of mine over to buy a 114A and one the way back at 11,500 we were exactly the same speed the whole way in my 112-TC vs the bigger motor in the 114. Obviously it will climb a little faster down low, but then up high the turbo wins seems like at 11,500 was the spot were we were dead even for the whole 3 hour flight. And I agree with everyone here, I LOVE 2 DOORS, the COMFORT IS UNREAL, and the slightly slower than the “fast -guys” in their shoulder touching tin cans …and means 15 minutes on a 3 or 3.5 hour trip …I’ll take 15 minutes longer in comfort everytime. I fly mine absolute minimum of right around 200 hours a year, and since I got it in May 2021 have put a total of 900 + hours on it (hobbs, I don’t remember tach time off top of my head like I do hobbs when I got it so that’s what I go bye And I haven’t regretted owning it once! Would I like a Cirrus, sure if I could afford to buy it or maintain it … would I take a faster smaller plane over this one at any price, even if I could afford it … NO WAY! I LOVE MY COMMANDER!

 

[Commander91gm]

typically the 112 turbo variants will outrun the 114 above about 8,000 ft and at 15,000 ft there's just no comparison