Hello everyone, I've just joined up and this is my first post. I want to thank you all for providing this site, I have already leaned quite a lot and used the FAQ document that is available. But of course many more questions and I'd be grateful for your collective wisdom.
First a little about me to put the questions that follow in context. I have a little over 200 hours, about 100 in Cherokees/Warriors 30 years ago (long story) and about 100 in DA-20s in the last year. I passed my PPL flight test and written in December 2023 and have about 5 hours since in a DA 40. I'm now looking to buy my first airplane. In terms of mission, I'd like to complete an IFR in the next couple of years, 100-300 mile weekends with my family of three (all together we weigh 400lbs) and once I get my nerve up 1 or 2 1000 plus nm trips a year (I'm in Canada, it's big!). And lots of hamburgers. Lots and lots of hamburgers.
After determining that fixed-gear Piper prices have become crazy and Mooneys are incompatible with my knees, my list became Arrows and Commanders. But really I always leaned Commander for no better reason than it looks so good. And a sensible number of doors. I've now found a very nice 112TCA at my preferred airport, 3000 TTAF, 300 SMOH. Initial impressions are favourable and of course any offer would be subject to PPI. With that, my questions, most of which revolve around the turbo:
1) It's a turbo. All other things being equal I thought I preferred a 112A or B. It's not so much the extra fuel burn, you can go slow and burn less if you want, or the increased overhaul cost, I'm more concerned about the extra engine management given my limited experience. I think I will already have lots to learn with the prop and gear. It has a G2 Insight graphic engine monitor. Am I going to go off the left side of the runway while watching the MP on takeoff? Am I going to cook the turbo when out of instinct I go all levers full forward on a go around? Or am I overthinking and its no big deal, just a couple of numbers to monitor and a nice digital display that's up in my line of site to make it easy?
2) What does the extra management and cost get me? I know more altitudes are available, hopefully I will grow into using them. I understand that it is not turbo normalized, so not producing 210hp at altitude. Producing more than the non-turbo 112, but not maintaining rated power as you climb. Is this correct? What does this mean for hot and high runway/climb performance? I'm not in the mountains but it is 35 degrees celsius (95f) and quite humid quite often and depending on the wind I have a 2400 ft runway at home base. Is the turbo going to help here? I expect it's better than the straight 112, but still no rocket ship.
3) More engine questions. I see oil being topped up regularly in the log. I expect it to burn some oil, most engines do. What would be considered a normal amount to add for every 10 hours? Do these engines typically make TBO? There are not a lot of these TO-360s in the field, any issues with support, parts, finding someone familiar with the engine to do an overhaul?
4) ADs. Canada and the US treated the 90-04-07 wing spar AD a little differently, with Canada only requiring the fix if a crack was found (I learned this from your site, thank you). A log review indicates the spar mod kit has been done so this is a relief. However, the elevator spars are being borescoped every annual. If cracks are found, how much is the fix going to cost? Are parts easily available? I think Aerodyne sells the kit?
5) Speaking of parts, how helpful is the current incarnation of Commander Aircraft? I know they are in business and have a list of parts available on their website.
6) Getting ahead of myself with this one, but how about the VG kit? I think it would be my first mod. I think you lower stall speed by 4 knots? Seems like a good deal for the $3-$4k CAD installed. I know it also increases rudder authority. Any other benefits? Takeoff roll, climb? Confidence for low-time pilot managing a turbo?
That's a long list, and many thanks to anyone who takes the time to respond to offer the benefit of their experience. Do not take my long list as a sign of lack of enthusiasm, I really like the airplane and the current owner who seems very diligent in his maintenance and record keeping. Just trying to be thorough and benefit from the wisdom of the Commander community.
Thank you!
First a little about me to put the questions that follow in context. I have a little over 200 hours, about 100 in Cherokees/Warriors 30 years ago (long story) and about 100 in DA-20s in the last year. I passed my PPL flight test and written in December 2023 and have about 5 hours since in a DA 40. I'm now looking to buy my first airplane. In terms of mission, I'd like to complete an IFR in the next couple of years, 100-300 mile weekends with my family of three (all together we weigh 400lbs) and once I get my nerve up 1 or 2 1000 plus nm trips a year (I'm in Canada, it's big!). And lots of hamburgers. Lots and lots of hamburgers.
After determining that fixed-gear Piper prices have become crazy and Mooneys are incompatible with my knees, my list became Arrows and Commanders. But really I always leaned Commander for no better reason than it looks so good. And a sensible number of doors. I've now found a very nice 112TCA at my preferred airport, 3000 TTAF, 300 SMOH. Initial impressions are favourable and of course any offer would be subject to PPI. With that, my questions, most of which revolve around the turbo:
1) It's a turbo. All other things being equal I thought I preferred a 112A or B. It's not so much the extra fuel burn, you can go slow and burn less if you want, or the increased overhaul cost, I'm more concerned about the extra engine management given my limited experience. I think I will already have lots to learn with the prop and gear. It has a G2 Insight graphic engine monitor. Am I going to go off the left side of the runway while watching the MP on takeoff? Am I going to cook the turbo when out of instinct I go all levers full forward on a go around? Or am I overthinking and its no big deal, just a couple of numbers to monitor and a nice digital display that's up in my line of site to make it easy?
2) What does the extra management and cost get me? I know more altitudes are available, hopefully I will grow into using them. I understand that it is not turbo normalized, so not producing 210hp at altitude. Producing more than the non-turbo 112, but not maintaining rated power as you climb. Is this correct? What does this mean for hot and high runway/climb performance? I'm not in the mountains but it is 35 degrees celsius (95f) and quite humid quite often and depending on the wind I have a 2400 ft runway at home base. Is the turbo going to help here? I expect it's better than the straight 112, but still no rocket ship.
3) More engine questions. I see oil being topped up regularly in the log. I expect it to burn some oil, most engines do. What would be considered a normal amount to add for every 10 hours? Do these engines typically make TBO? There are not a lot of these TO-360s in the field, any issues with support, parts, finding someone familiar with the engine to do an overhaul?
4) ADs. Canada and the US treated the 90-04-07 wing spar AD a little differently, with Canada only requiring the fix if a crack was found (I learned this from your site, thank you). A log review indicates the spar mod kit has been done so this is a relief. However, the elevator spars are being borescoped every annual. If cracks are found, how much is the fix going to cost? Are parts easily available? I think Aerodyne sells the kit?
5) Speaking of parts, how helpful is the current incarnation of Commander Aircraft? I know they are in business and have a list of parts available on their website.
6) Getting ahead of myself with this one, but how about the VG kit? I think it would be my first mod. I think you lower stall speed by 4 knots? Seems like a good deal for the $3-$4k CAD installed. I know it also increases rudder authority. Any other benefits? Takeoff roll, climb? Confidence for low-time pilot managing a turbo?
That's a long list, and many thanks to anyone who takes the time to respond to offer the benefit of their experience. Do not take my long list as a sign of lack of enthusiasm, I really like the airplane and the current owner who seems very diligent in his maintenance and record keeping. Just trying to be thorough and benefit from the wisdom of the Commander community.
Thank you!
