The Rockwell Commander 685 was a turbocharged high-performance piston-powered airplane designed to meet the business requirements of room and speed normally found in propjet aircraft. The seven to nine place 685 is powered by twin turbocharged 435-hp Continental engines with Hartzell constant-speed full feathering three-blade props. It can cruise at speeds of 255 mph at 24,000 feet. Its cabin can be arranged in no less than 12 different ways and can maintain sea level cabin pressure at altitudes up to 9,000 feet (4.2 psi differential). The Commander’s high wing, sturdy landing gear, and 75 knot stall speed allow it to operate from short unimproved strips. With 322 gallons of fuel, the 685 has a range of 1,731 miles with a 45-minute reserve. Its simple fuel system requires no crossfeeding. All fuel feeds into a central fuselage tank.
The 685 / 680FL, Courser Commander (ATC 2A4) first flew on 29 December 1962. It sold only in small numbers and was cancelled in late 1969.
Aero Commander 680FL N68X
685 Engines: 2 x Continental GTSIO-¬520-K, 435hp MAUW: 9000 lbs. Gross weight: 9,000 lb Empty weight: 6,021 lb Fuel capacity: 250-322 USG Seats: 9 Top speed: 279 mph. Cruise speed: 256 mph Stall speed: 86 mph Initial climb rate: 1,490 fpm Range: 976-1,284 sm Ceiling: 27,500 ft Takeoff dist (50ft): 1,943 ft Landing distance (50ft): 2,312 ft
Appearing circa 1970, the Aero Commander was under ATC 2A7 and A3SW.
Aero Commander 680
Two civil 680 went to the USAF as U-4B, 55-4647 and 55-4648, and four to Army, 56-4023 to 56-4026, later becoming U-9C.
The US Army tested electronics systems with the one NL-26D, 57-6531, and tested side-looking radar (SLAR) with RL-26D 57-6183 and 57-6184, plus three modified from L-26C. They later became NL-9D and RU-9D. Two more were built, but destroyed in pre-delivery accidents.
Aero Commander 680 Super in production in late 1955.
The Aero Commander 680-E (ATC 2A4) appeared in 1958.
Aero Commander 680F NASA801
The 680F first appeared in 1964.
First flown on 31 December 1964, the first turbo-prop Commander, the 680T, appeared in 1966. The 680T was to all intents and purposes, a turbine-engined edition of the pressurised Grand Commander, the nine seat 680FLP.
The 1967 680V featured picture windows and clamshell gear doors.
The 680W appeared in 1968.
The 1969 680T Turbo II, Hawk Commander ATC (2A4) was priced at $369,500.
The first of the Commander twins was the 1958 model 500 with 230hp Lycoming O-540 engines. In 1960 the model 500A with Continental IO-470-M engines, redesigned nacelles, structural mods, new landing gear, and higher gross weight, was introduced. Both operated under 6A1.
The 500 was developed into the six seat Aero Commander 520 (the 520 indicating the total horsepower), certificated January 30,1952 and selling forty-three in that same year of production. From 1956 USAF and Army version of 520, 560, and 680 were designated L-26. All redesignated U-9 in 1962.
Approximately 150 model 520 were built. The 520 sold for $45,000, $66,000 in 1954. An upgrading of the powerplants followed in 1954, from the 260 hp Lycoming GO-435 engines of the Commander 520 to the 295 hp Lycoming GO-480 engines of the 560 in 1954. Gross weight lifted by 500 lbs to the 6,000 of the Commander 560 vertical tail surfaces were slightly swept. Approximately 150 model 560A were built with swept vertical tail, increased gross weight, and structural mods.
Three civil 520 went to the US Army, 52-6217 to 52-6219, as YL-26, later becoming U-9B.
Aero Commander 500A ZK-DCF
The 1960 model 500B, also under 6A1 featured Lycoming IO-540-B1A5 engines and a gross weight of 6750 lb.
Aero Commander 500B N9384R
President Eisenhower took office and refused to use the “Independence”, Harry Truman’s airplane, as his Air Force One. Instead, he ordered a Lockheed Constellation as his primary aircraft. But for short trips into and out of his farm grass strip near Gettysburg, PA, the President needed something to operate from the short and unimproved landing area. Helicopters were not yet reliable enough. Driving took too long and snarled traffic. He told his chief pilot, Col. William Draper, to conduct an evaluation. His mission was to find a plane to go back and forth to the farm, and to make other short trips. The Colonel chose one of the most popular executive transports of the day, the Aero Commander 560A, and the Air Force ordered several for the President’s use. The Air Force designated the planes the L-26. Himself a pilot, Ike often took the controls of the Aero Commander, enjoying the opportunity to fly.
The fourteen U-4B (redesignated from L-26B) plus two L-26C (55-4647 and 55-4648) were the first lightplanes to earn the designation “Air Force One” and painted in the now standard blue-and-white color scheme.
Aero Commander U-4B 55-4647
A fleet of six Commander L-26’s were assigned to the White House and used exclusively by President Eisenhower, Vice President Nixon, Cabinet and government officials, Secret Service, family and White House staff. This aircraft, 55-4638, was one of those original six. Two more were added a year later with turbocharged engines and assigned exclusively for Presidential use. This plane was used daily in the famous Gettysburg Airlift in 1955 and 1956, as well as the Greenbriar Airlift that hauled Ike along with the President of Mexico to North Carolina. Another seven L-26 aircraft were based in the Washington DC area and assigned to military units.
The sole USAF YL-26A 55-3815 of 1955 was a civil 560, later becoming U-4A.
A total of 34 L-26B were produced from 1952. Fourteen went to USAF; 55-4634 to 55-4646, and 57-1791, later becoming U-4B.
Approximately 70 model 560E were built with wingtip extensions and gross weight increase.
95 of the Aero Commander 500 were built.
The Aero Commander 500A and 500B later known as 500U, then Shrike Commander.
Shrike Commander
The 560F was a 1960 model.
The 1968 500S (6A1) incorporated more powerful engines, a redesigned pointed nose, some structural strengthening, pilot’s door and other equipment changes. Engines can be run at full throttle without restriction. All fuel tanks are interconnected, so no tank selection or cross-feeding is required. One-engine flight is managed without any particular fuss.
The 1964 500-U / Shrike Commander / Shrike Esquire (6A1) was the only twin in its class approved for limited aerobatics, as demonstrated by Bob Hoover in tours. Base price was $103,950.
Shrike Commander Pilot Bob Hoover
One distinguishing feature of the Rockwell Shrike is its eyebrow windows for improved cockpit visibility. The Shrike was certified in the utility category partly because the landing gear was designed for use on aircraft nearly twice the Shrike’s gross weight making landings on unimproved airstrips easy. The Shrike Commander 500S production was terminated 1980.
Shrike Commander Engines: 2 x Lycoming IO-540-E1B5, 290-hp Wing span: 49 ft 0.5 in / 14.95 m Length: 36 ft 9.75 in / 11.22 m Gross wt: 6,750 lb / 3062 kg Empty wt: 4,608 lb / 2090 kg Top speed: 215 mph Cruise speed 75% 9000ft/2745m: 203 mph / 176 kt / 326 kph Stall speed: 68 mph Initial climb rate: 1,340 fpm / 409 m/min Range at 178 kt / 205 mph / 330 km, 45min res: 798 miles / 698 nm / 1525 km Service ceiling: 19,400 ft / 5913 m TO dist (50ft): 1,915 ft Landing distance (50ft): 2,235 ft Fuel capacity: 156 USG Seats: 4-7 Cabin length: 10 ft 7.5 in / 3.24 m Cabin width: 4 ft 4 in / 1.32 m Cabin height: 4 ft 5 in / 1.35 m Cabin capacity: 177 cu.ft / 5.01 cu.m / 500 lb / 227 kg
500U Engines: 2 x Lycoming O-540-A1A6, later GO-480-C1B6, 290-hp Wingspan: 49’1″ Length: 36’7″ Gross wt: 6,750 lb Empty wt: 4,635 lb Fuel capacity: 156 USG Top speed: 230 mph Cruise speed: 215 mph Stall speed: 68 mph Ceiling: 19,400 ft Initial climb rate: 1,340 ft Range: 1,230 sm Takeoff distance (50ft): 1,375 ft Landing distance (50ft): 1,235 ft Seats: 4-7
520 Engines: 2 x Lycoming GO-435-A, 260 hp Wingspan: 43’10” Length: 32’0″ Useful load: 1318 lb Max speed: 181 mph Cruise: 165 mph Stall: 56 mph Range: 700 mi Seats: 8
560 Engines: 2 x Lycoming GO-480, 295 hp Span: 44 ft Wing area: 242 sq.ft Length: 34 ft 2.5 in Height: 14 ft 9 in MAUW: 6000 lb
560A Engine: 270 hp Lycoming GO-480-B Span: 44 ft Wing area: 242 sq.ft Length: 34 ft 2.5 in Height: 14 ft 9 in Empty weight: 3970 lb Loaded weight: 6000 lb Max speed: 209 mph at SL Cruise: 200 mph at 10,000 ft ROC: 1400 fpm Range: 1048 mi Seats: 5-7
The four-seat cabin monoplane Aero Commander 200 began as a product of the Meyers Aircraft Co, first flown on 8 September 1953, and deliveries began in 1959. With Meyers, the airplane evolved from the two-place Meyers 145 to the Meyers 200 that was initially produced with a 240-hp engine. Small numbers of this model were produced until the design was acquired by Rockwell-Standard Corporation 12 July 1965, who marketed the Model 200 as the Aero Commander 200.
Meyers MAC 200
During its nine years of production, the Aero Commander 200 was upgraded in horsepower from 260 hp to 285 hp. With the larger engine, the airplane had a top speed of 235 mph and a cruise speed of 215 mph. Fuel consumption was only 12 USgph. Takeoff and landing distances were also minimal, and the gear was sturdy enough to extend up to speeds of 210 mph. Though the airplane was high-spirited and somewhat temperamental, it achieved a strong following for its speed and outstanding flight characteristics.
Aero Commander 200D N2943T
In 1977, the Meyers 200D was about to go back into production. Tooling as well as the name and manufac¬turing rights for the four place single were bought by the Meyers Aircraft Company, a new firm in Denver. The airplane they hope to build will be identical to the Aero Commander 200 as the Meyers 200D; designer Al Meyers built the 200 and 200A, B and C between 1959 and 1965, before the sleek but labor intensive design was bought by Aero Commander and then Interceptor.
The Meyers 200D manufactured by Aero Commander had a slightly higher roofline and 15 more horsepower than the straight 200 model.
Meyers 200D
Interceptor Corporation (established November 18,1968) acquired all rights and tooling of the Myers 200C from Aero Commander Inc. A modification of this design, called the Interceptor 400, was tested by the Interceptor Corp.
Meyers MAC 200 Engine: 225 hp Continental O-470-E Wingspan: 30 ft 4 in Wing area: 160 sq.ft Length: 23 ft 8.5 in Height: 8 ft Empty weight: 1625 lb Loaded weight: 2600 lb Max speed: 196 mph Cruise: 182 mph ROC: 1050 fpm Service ceiling: 18,000 ft Max range: 700 mi Seats: 4
In its original conception, the 112 was to be a 120 mph fixed gear airplane that could compete with the Cessna 172. As the decision was made to begin with a retractable and compete with Mooneys, Arrows and Sierras, a Rockwell survey showed that most pilots would give up a little speed for a really comfortable cabin that could be entered from either side. From this came the wide body 112 series. The single-engined Model 112 was delivered to customers from 1972.
The airplane was not right in the beginning, when production glitches were numerous, so Rockwell recalled and modified the first batch of airplanes and moved production from the Albany, Georgia plant to Rockwell’s General Aviation Division plant in Bethany, Oklahoma, where their prop twins are made. The doors were part of the modification program of the original 112s. Original 112 doors were made of fiberglass and fitted so poorly that they shrieked in the wind and leaked in the rain. Metal doors, with plenty of latch points, cured that. (The metal doors were incorporated on existing airplanes, at no cost to the customer.) The Bethany built 112A is top quality. Rockwell offered two 112 derivatives, the 114 and the 112TC. The 114, powered by a fuel injected 260 hp engine (compared with the 112’s 200 hp engine) in the same four place airframe as the 200 hp Model 112A, was first on the scene, beating the 112TC (with a turbocharged 210 hp Lycoming) to certification by at least a month. The 114’s design goal apparently was to answer the most frequently voiced complaint about the 112A the limited payload that resulted from powering a big airplane with a relatively small engine. The 114, with a 260 hp Lycoming engine, address this problem; its useful load is 391 pounds greater than the 112’As and provides 10 percent more speed. The airplanes look almost exactly alike. The more powerful six cylinder engine fitted under the same cowl used for the four cylinder 200. The top cowling comes off for access. The only visible differences between the 112A and the 114 are at the front of the cowling where a bulge is necessary to make room for the 114’s alternator and where the prop governor pokes out. The bulge has a slot at its bottom to facilitate cooling the alternator. Only 26.5 pounds of structure were added, primarily in the area of the main landing gear attachments to absorb greater landing loads. The 112A has a maximum landing weight of 2,550 pounds, so the 114 can touch down with almost 600 pounds more. The tires and brakes on the 114 are a bit larger than on the 112A, too, and there are some small additional items in the tail cone. In total, the 114’s standard empty weight is shown as 99 pounds higher than for the 112A. Rockwell also introduced a version of the 112A that, is powered by the Lycoming TO 360, which is essentially the 112A engine fitted with a fixed waste gate turbocharger. Its ability to produce a higher manifold pressure allows the engine to develop 210 hp up to nearly 14,000 feet. With that engine, the Rockwell 112TC A can carry about 140 more pounds of payload than the 112A when both are filled with 399 pounds of fuel. The 112TC-A is equipped with auto boost; a throttle controlled turbocharger. You boost the engine to maximum allowable simply by monitoring the manifold pressure gauge. The Commander 114B received certification in 1973 and is essentially a 112A with the 260hp engine. In the Magnum 300 Machen puts in the 300 hp version of the same 540 cubic inch Lycoming six that, in derated form, powers the 114. A new, two blade aluminum Hartzell or an optional three blade Hoffmann prop of composite construction and the battery migrates to the very tip of the tail cone to redress the balance. A 25 pound optional soundproofing kit reduces cabin noise by seven decibels. The Machen Magnum’s STC raises the gross weight to 3,000 pounds, with a zero fuel weight of 2,580. The entire 420 pound fuel load can always be carried, but cabin load is limited to about 790 pounds. Machen was seeking an STC on two additional seats in the baggage space behind the rear seats, with a placard maximum of 200 pounds. The 300 hp Magnum 300’s performance includes cruising speeds at 75 percent in the 155 160 knot range at 6,500 feet, with fuel flows of around 15 or 16 USG per hour. With a usable fuel capacity of 68 gallons, the range at maximum cruise speed with a 45 minute reserve is about 550 nautical miles. Machen’s scheme calls for a week of downtime to replace the owner’s 200 hp IO-360, with five hours flying time for break in and debugging. The bigger engine just fits in the standard cowling, part of the spinner disappearing into the front of the cowling. The optional Hoffmann propeller ($1,000 more than the two blade Hartzell) is of composite construction, the main part of the blade a fiberglass laminate to which is bonded a metal leading edge for abrasion resistance. A three blade prop is quieter than two blades; but it does not produce more thrust.
The Model 111A was generally similar to the Model 112 but with a 180 hp Lycoming O-360-A1G6 and non-retractable undercarriage. It was a development aircraft only.
111A Engine: 180 hp Lycoming O-360-A1G6 Undercarriage: non-retractable
112 Engine: Lycoming IO-360-C1D6, 200 hp Wingspan: 32 ft 10,75 in / 10.03 m Length: 25 ft 0 in / 7.52 m Empty weight: 1530 lb / 694 kg MTOW: 2550 lb / 1157 kg Cruise 75% 7500ft / 2285m: 152 kt / 175 mph / 281 kph ROC SL: 100 fpm / 305 m/min Service ceiling: 17,000 ft / 5180 m Range no res: 981 nm / 1130 mi / 1818 km Seats: 4 Cabin length: 9 ft 7.5 in / 2.93 m Cabin width: 3 ft 11 in / 1.19 m Cabin height: 4 ft 1 in / 1.24 m Baggage compartment: 21 cu.ft / 0.59 cu.m / 200 lb / 90.7 kg
111A Engine: 180 hp Lycoming O-360-A1G6 Undercarriage: non-retractable
112A Engine: Lycoming IO 360 C1D6, 200 hp TBO: 1,600 hr Propeller: Hartzell 76 inch dia. 2 blade Length: 24 ft 10 in Height: 8 ft 5 in Wingspan: 32 ft 9 in Wing area: 153 sq.ft Wing loading: 17.4 lb/sq.ft Seats: 4 Empty weight: 1,761 lb Useful load: 889 lb Payload full fuel: 481 lb Gross weight: 2,650 lb Power loading: 13.3 lb/hp Fuel cap (std): 68 USG/408 lb Baggage area: 21 cu.ft Rate of climb: 1,020 fpm Service ceiling: 13,900 ft Maximum speed: 148 kt 75% Cruise 6,000ft: 140 kt 55% cruise 5,000ft: 119 kt Stall speed (clean): 66 kt Stall (gear / flaps down): 54 kt Min runway: 1,585 ft Range @ max cruise (45 min res., std. tanks): 765 nm. Range @ econ cruise (45 min res., std. tanks): 850 nm Duration @ max cruise (no res., std. tanks): 6.1 hr
112B Engine: Lycoming IO-360-C1D6, 200 hp TBO: 2000 hrs Fuel type: 100LL Propeller: Constant speed Seats: 4 Wing loading: 17.1 lb/sq.ft Pwr loading: 14 lb/hp Gross wt: 2800 lb Empty wt: 1773 lb Equipped useful load: 933 lb Payload max fuel: 525 lb Range max fuel/75% pwr: 831 nm/5.8 hr Range max fuel, 55% pwr: 945 nm/ 7.8 hr Service ceiling: 15,050 ft 75% cruise: 142 kt. 55% cruise: 122 kt Stall: 51-56 kt 1.3 Vso: 66 kt ROC: 950 fpm Min field length: 1829 ft Fuel cap: 288/408 lb Undercarriage: retractable
112 TC Engine: Lycoming TO 360 ClA6D with factory installed Rajay turbocharger, 210 hp TBO: 1,200 hrs Prop: Hartzell two blade, constant speed, 77 in. dia Length: 25 ft. 5 in Height: 8 ft 5 in Wingspan: 35 ft. 7 in Airfoil: NACA 63.415 Aspect ratio: 7.7 Wing area: 163.8 sq.ft Wing loading: 17.4 lb/sq.ft Seats: 4 Empty weight: 1,820 lb Useful load: 1,030 lb Payload with full fuel: 622 lb Gross weight: 2,850 lb Power loading: 13.6 lb/hp Fuel cap (std): 48 USG/288 lb Fuel capacity (optl): 68 USG/408 lb Baggage cap: 200 lb Baggage area: 21 cu.ft Minimum runway: 2,280 ft Rate of climb: 888 fpm Service ceiling: 20,000 ft Max speed @ 15,000 ft: 191 mph, 164 kt Stall speed (clean): 56 kt Stall (gear, flaps down): 51 kt Cruise (75 % @ 8,000 ft): 135 kt Economy cruise (55% @ 8,000 ft): 129 kt Range max cruise (45min res, std tanks): 401 nm Range @ econ cruise (45 min res, std tanks): 623 nm Endurance @ max cruise (no res, std tanks): 3.7 hr
112-TCA Engine: Lycoming TO-360-C1A6D, 210 hp. TBO hrs: 1800 Propeller: Hartzell 2 blade CS/77 Fuel type: 100LL Wingspan: 35 ft 7 in Overall length: 25 ft 1 in Height: 8 ft 5 in Wing area: 163.8 sq.ft Wing loading: 18 lb/sq.ft Power loading: 14 lb/hp Gross wt: 2950 lb Empty wt: 2035 lb Max landing wt: 2950 lb Equipped weight: 1900 lb Useful load, std: 1050 lb Useful load (equipped): 1050 lb Baggage cap: 200/22 lb Payload, full std. fuel: 630 lb Fuel cap: 68 USG/408 lb Equipped useful load: 1022 lb Payload max fuel: 614 lb Undercarriage: tri/retractable Wheel base: 6 ft 10 in Wheel track: 10 ft 11 in Tires (mains): 7.00 x 6 Tires (nose): 5.00 x 5 Cabin doors: 2 Cabin width: 44 in Cabin height: 49 in Seats: 4 1.3 Vso: 68 kt Service ceiling: 20,000 ft Min field length: 2100 ft T/O 50-ft. obstacle: 1750 ft Max level speed: 170kt/196mph @ 20,000ft ROC: 914 fpm Cruise 75% power @ 24,000 ft.: 163 kt /196 mph Cruise 65% power @ 6,500 ft.: 154 kt /177 mph Cruise 55% power @ 16,000 ft.: 137 kt /158 mph Stall speed (gear, flaps up): 58 kt /67 mph Stall speed (gear, flaps down): 54 kt /62 mph Fuel consumption 75% power: 13.2 USGph Fuel consumption 65% power: 10.0 USGph Fuel consumption 55% power: 8.5 USGph Range max fuel/75% pwr: 751 nm/4.5 hr Range max fuel/55% pwr: 1037 nm/ 7.3 hr Max range (w/ res) 75% power: 665 nm / 765 sm Max range (w/ res) 65% power: 835 nm / 960 sm Max range (w/ res) 55% power: 900 nm / 1035 sm
114 Engine: Lycoming IO 540 T4A5D, 260 hp. TBO: 2,000 hrs Prop: constant speed, two blade, 77 in dia Length: 24 ft. 10 in Height: 8 ft 5 in Wingspan: 32 ft 9 in Wing area: 152 sq.ft Wing loading: 20.7 lb/sq.ft Seats: 4 Empty wt: 1,990 lb Useful load: 1,150 lb Gross weight: 3,140 lb Payload with full fuel: 742 lb Power loading: 12.1 lb/hp Usable fuel: 68 USG/408 lb Min runway requirement: 1,650 ft Rate of climb: 1,054 fpm Service ceiling: 16,800 ft Max speed: 160 kt Stall speed, clean: 59 kt Stall speed, gear/flaps down: 55 kt Max cruise (75% power @ 2,500 rpm): 151 kt Economy cruise (55 % power 2,300 rpm): 132 kt Range at max cruise (45 min res): 615 nm Range at economy cruise (45 min res): 685 nm Duration at max cruise, no res: 5.0 hrs
114A Engine: Lycoming IO-540, 260 hp Cruise: 150 kt Seats: 4 U/C: Retract nose Useful load: 1350 lb MTOW: 3140 lb ROC: 1054 fpm Range: 820 sm
114B Engine: Lycoming IO-540-T4B5, 260hp TBO: 2000 hrs Propeller: Constant speed Landing gear: Tri/Retr Gross weight: 3260 lb Fuel (gals.): 68 Empty weight, std: 2102 lb Useful load, std: 1158 lb Wingspan: 32 ft. 9 in Overall length: 24 ft 11 in Height: 8 ft. 5 in Wing area: 152 sq.ft Seating capacity: 4 Cabin width: 47 in Cabin height: 49 in Baggage capacity: 200 lb Cruise speed 75% power: 160 kt Cruise speed 65% power: 155 kts Max range (w/res) 75% pwr: 636 nm Fuel burn 75% power: 14.3 USGph Max range (w/res) 65% pwr: 705 nm Fuel burn 65% power: 12.6 USGph Stall speed (gear, flaps dn): 54 kt Best rate of climb: 1070 fpm Service ceiling: 16,800 ft Takeoff ground roll: 1145 ft Landing ground roll: 720 ft
114TC Engine: Lycoming TIO-540-AG1A, 200 hp TBO: 2000 hr Propeller: Const. spd. Landing gear type: Tri/Retr. Gross weight: 3305 lb Empty weight, std: 2152 lb Useful load, std: 1153 lb Fuel capacity: 88 USgals Wingspan: 32 ft 9 in Overall length: 24 ft 11 in Height: 8 ft 5 in Wing area: 152 sq.ft Seating capacity: 4 Cabin width: 47 in Cabin height: 49 in Baggage capacity: 200 lb Cruise speed 75% power: 187 kts Cruise speed 65% power: 169 kts Best rate of climb: 1050 fpm Service ceiling: 25,000 ft Takeoff ground roll: 1408 ft Landing ground roll: 734 ft Max range (w/res) 75% pwr: 670 nm Fuel burn 75% power: 16.3 USgph Max range (w/res) 65% pwr: 780 nm Fuel burn 65% power: 14.1 USgph Stall speed (gear, flaps down): 59 kt
The history of the basic airframe began in 1961 when Volaircraft Incorporated received type approval for their only product, the Volaire Model 10, a two-seat prototype version N6663D. The four seat Volaire with a 135 hp O 290 Lycoming powerplant cruised at 115 mph at 75% power and sold for under $8,000 in 1964. The production version, the Model 1050, received type certification in 1965 with four seats and 150-hp achieved limited production at Aliquippa, Pennsylvania, billed as the lowest-priced four-placer in the market (at $8500).
Volaire 1050 N6666D
This design was acquired by Aero Commander and renamed Aero Commander 100. With the merger of Aero Commander and North American Rockwell the name changed again in 1968, this time to “Darter.” In 1969 the price was $8,950.
The AC 100’s NACA 2312 airfoil gives it a solid feel in slow flight, and this makes it a pleasant airplane to land, while the fiberglass-sprung gear really smooths out a rough field.
The AC 100 will spin, though it’s placarded against it. It does need reasonable rudder-aileron coordination for good turns. Its three-position flaps are quite effective. Brakes are good, operated by a single hand lever as with the TriPacer. A speed check at 5,000 feet, with two aboard and almost full tanks, trued out at 130 mph. As you would suspect, with four large people aboard and full tanks, there’s little or no baggage allowance left.
AC 100
In 1968, Aero Commander announced two “new” airplanes, the 150-hp Darter Commander ($8,950), which was simply the AC 100 renamed and repainted; and the Lark Commander ($12,995), which used the same airframe, with a new swept rudder, re-shaped cowl, and Lycoming 180 hp. But the production life of these craft was short, perhaps due in part to the lack of a proper dealer network, and none of the fixed-gear Aero Commanders are exactly plentiful supply in the used plane market today.
Aero Commander 100 Cadet N3871X
Equipped with the 180-hp engine and a fixed-pitch prop, this airplane provided rather unspectacular cruise performance and short field capability for its class. Built with a steel-tube cabin structure, semi-monocoque aft fuselage, steel landing gear legs attached to a 1” x 6” x 25” fibreglass slab spring, and a relatively roomy cabin with two doors.
Aero Commander Lark Commander
With the introduction of the Aero Commander 112 (subsequently Rockwell Commander 112), the Lark and Darter both went out of production in the early part of 1971.
Ted Smith and a team of fellow engineers at Douglas de-riveted and stripped down an A-20 airframe. Ted scaled down the plans and they started the rebuilding his business aircraft. This prototype flew from Santa Monica airport in 1947 and by 1948 was rolling off the production line in Bethany, Oklahoma.
The first Aero Commander had two 190 hp Lycoming O 435s driving wooden blade Aeromatics. This was the airplane that made headlines when it took off at gross from Bethany, Oklahoma in 1951 and flew non-stop to Washington, D.C. with the left prop in the baggage compartment.
From 1974 to 2006 the airframe sat on a pole at the state fairgrounds. It subsequently went to a technical school, where Tom Ray and Kenny Payton, engineers who worked at the Rockwell/Gulfstream factory, knew the history of the airplane and used their sheet metal classes to help restore it.
Between those efforts, and now with the support of Dave Amis and others, the Blue Goose has a strong future. Amis worked with the city of Bethany, which owned the airplane, to transfer the historic artifact to the Oklahoma History Center. He has gathered local businesses and Twin Commander supporters, and is soon planning to mate the wings, weld the landing gear, paint it, and eventually have it installed on a pedestal in a park immediately south of the Wiley Post airport in Oklahoma City.
At the closing stages of World War Two a number of engineers assisting Donald Douglas with design refinements for the Douglas A-20 Havoc had their own visions for the corporate aircraft they were sure would be in demand after the cessation of hostilities. These men, soon to leave the Douglas Aircraft Company and form the nucleus of a design team known as the Aero Design and Engineering Company, were led by Ted R. Smith. The original Aero Company was formed in Culver City, Los Angeles, in December 1944 to design and build the Aero Commander. In 1950 it was reformed as Aero Design & Engineering Company in Bethany, Oklahoma to build the Commander in series. The first Aero Commander aircraft flew in 1948 and were produced as such until 1958, when Colonel Rockwell and his associates (Rockwell Standard) acquired the company as a wholley owned subsidiary in 1960. It then became known as Aero Commander Inc, a division of Rockwell. 1963: Ted Smith left company to found Aerostar Co.
In 1965 Rockwell-Standard acquired Snow Aeronautical, and rights to Snow S-2, continuing to produce agricultural aircraft at Olney as Snow Commanders (as division of Aero Commander), and acquired Intermountain Manufacturing Company (IMCO)
1965: Acquired rights and tooling to Meyers 200; Albany GA.
In mid-1965 Volaire become a division of Aero Commander Inc. After the North American Rockwell Standard merger in 1967 the single-engined and twin-engined types continued in development. Low-wing twin-engined Rockwell Commander 700 produced jointly with Fuji in Japan. Thrush Commander was very notable specially-designed agricultural aircraft. The entire Thrush Commander range sold to Ayres Corp and then became known by the Ayres name and Commander Jetprops were continued by Gulfstream American Corporation.
The DG-1 held the distinction of being the first custom-built Unlimited Class racer to be built in the United States since the 1930s. It was intended for competition in that category as recognized by the United States Air Racing Association of the National Aeronautic Association. The prototype N10E flew on 25 July 1977, and in addition to racing, the design is adaptable for follow-on production of two-place, tandem seating models. The wings are the cantilevered midwing type with a fiberglass-reinforced plastic spar and foam-filled internally. The fuselage is a steel-tube frame covered by plywood and fiberglass reinforced. Power is supplied by fore and aft Mazda auto engines modified to produce in excess of 330 hp each. Both are fuel injected and turbocharged by custom AiResearch units and turn 68-inch three-blade propellers.
Engines: 2 x 330-hp Mazda RX-3 auto. Wing span: 19ft 7 in Length: 20ft 4in Gross weight: 2300 lb Empty weight: 1700 lb Fuel capacity: 55-90 USG. Top speed: 400 mph Cruise: 345 mph Stall: 98 mph Range: 460 mi
An experimental aircraft intended for high-altitude researches. The engine was a pair of DB605 coupled together to form a DB610 with an output of 2,950 h.p. which drove a single four bladed propeller. The crew of three occupied a pressure cabin with room for two observers.
The only prototype first flew on 6 June 1946. The engine overheated constantly and with money running out this one off only achieved some forty hours flying time before it was grounded and eventually scrapped.
Engine: 1 x 3000hp Daimler-Benz DB-610A piston engine Take-off weight: 9971 kg / 21982 lb Empty weight: 7367 kg / 16242 lb Wingspan: 22.32 m / 73 ft 3 in Length: 17.09 m / 56 ft 1 in Height: 6.10 m / 20 ft 0 in Wing area: 50.0 sq.m / 538.2 sq.ft Max. Speed: 600 km/h / 373 mph Ceiling: 13500 m / 44300 ft Crew: 5
