It’s a great airplane mated to a great engine—the perfect combination that only a visionary like Howard Piper could have developed. While the airplane isn’t intrinsically difficult to service, system age cannot be ignored: Even the newest Comanche is approaching 40 years of age. In its first production year, two models were offered: the 180-HP PA-24-180 Comanche and a 250-HP version, the PA-24-250. Check a copy of the Comanche Flyer magazine or the ICS Web site (www.comancheflyer.com) for details. At busy airports, there’s no problem keeping approach speeds right in the flow. In flight, the Comanche is smooth, stable and tight, with a climb rate that is impressive and difficult to prevent. Products from Knots2U and Webco are respected. The Piper Comanche 400 is the show-stopping, top-of-the-line Comanche model. We call it our magic carpet ride. The 100-pound rise in gross gave the airplane a hefty 1427-pound useful load. The landing gear system certainly is not complicated but a review of service difficulty reports indicates it’s a top sore spot, along with general airframe corrosion, and engine/prop issues. 0000002462 00000 n It is the fastest model year of the Twin Comanches and can cruise around 200 knots at altitude while sipping just 16 gallons an hour! There’s also an AD on the vertical fin attachment (AD 75-12-06). Horsepower: 1 x 260 HP. Meanwhile, Met-Co-Aire (www.metcoaire.com). But Howard Piper had other plans. A prop inspection (AD 2005-18-12) is the most oft-complained about, costing nearly $1000 every 500 hours or five years. As an instrument platform, it’s stable and responsive. If you find the right person and keep them happy, you’ll be happy. A prop can cost $15,000-plus. As for mission capability, we recently flew from Fond du Lac, Minnesota, to Muskogee, Oklahoma, in 3.5 hours. Generally, I see cruise speeds of 165 kts burning 13 GPH lean of peak, or over 170 knots at 15 GPH rich of peak. �w&���L=�2�����-y There’s a bit of a tendency for the Comanche to wheelbarrow during crosswind takeoffs, caused by pilots holding down the nose to prevent a premature departure. The Comanche 260 is fun to fly, fast, responsive and stable for IFR. The Comanche 400 proved that you can have too much of a good thing. Piper built 148 Comanches with an eight-cylinder, 400 hp engine up front. H�|TK�� ��W��52���V�l�V��R��:8�%�k���;���f������ )��] This beast had a normally aspirated, fuel-injected, eight-cylinder Lycoming IO-720-A1A fitted with a three-blade prop. 1969 PIPER PA-24-260C Comanche 0 reviews Single engine piston aircraft with retractable landing gear. 0000007729 00000 n Comanche 400 is powered by the 400-horsepower horizontally opposed eight-cylinder Lycoming IO-720 engine, an engine developed specifically for the model.. ���f��.��Ϣa�"��=� 'dZ��?`��6��1�͚�۹. LoPresti Speed Merchants (www.speedmods.com) offers, among other mods, the Wholey Cowl originally dreamed up for the Comanches resurrection, along with a three-blade SynchroPulse prop. Logs back to 1984 first 20 years missing. A turbonormalized version of the Comanche C was offered alongside the normally aspirated model in 1970. endstream endobj 16 0 obj<> endobj 17 0 obj<> endobj 18 0 obj<>/Font<>/ProcSet[/PDF/Text]/ExtGState<>>> endobj 19 0 obj<> endobj 20 0 obj<> endobj 21 0 obj[/ICCBased 32 0 R] endobj 22 0 obj<> endobj 23 0 obj<> endobj 24 0 obj<>stream Of course nobody to this day knows how fast a Bonanza would go with the same engine, but logic would dictate that it would be at least a little bit faster. Patterned after the P-51 Mustang, Mr. Piper installed a 400-HP engine into his slick Comanche. X\,�$ING��.��7�e��w0u6N�m�8A��}o��B` ��'���l3�\��Y�L�rY��A~_�-�Q�89fg�* I just thought Id write to let you know how much I like my Comanche 400, N64400. 0 Generally, I see cruise speeds of 165 kts burning 13 GPH lean of peak, or over 170 knots at 15 GPH rich of peak. The company also offers a stainless steel dual exhaust system. 96�T*�L�9u̇�u��^2N��Q������n�. End of the line By 1972, the two Comanches still in production – the 260 and turbo 260 – were losing popularity. 0000004060 00000 n ��} �w5������� &��H@��x8��?10�fZ�VGh����ړ�*ty�@s10D�L@l �|�@��� Z) In 1966, the Comanche B, with a fuel-injected 260-HP Lycoming IO-540-D4A5, a boosted gross weight (now 3100 pounds) and two more seats were added to the lineup, starting with serial number 24-4300. The 400 Comanche carries 130 gallons of fuel (124 usable) so, at altitude, easy math proves the airplane has long legs. This should be the first step before any aftermarket mods are installed. Piper Aircraft ceased production of the Comanche and Twin Comanche in 1972, several years before the General Aviation Manufactures Association (GAMA) established specifications for the contemporary Pilot’s Operating Handbook (POH). It will cruise at 16,000 feet at over 170 knots true airspeed and burn about 14 GPH. Legroom is good for both pilots and passengers, and the cabin is definitely more spacious than the Arrow that followed. The 180 can climb at 700 to 900 FPM after using more than 2200 feet to clear a 50-foot obstacle. In fact, the Comanche was the fastest production airplane manufactured with a 180-horsepower engine. Unmodified Comanches fly the same, just a little slower. Both are available for the 250 (which requires some additional mods) or the 260. Some owners dispute this, others confirm it. The airframe is essentially identical to the 250, except the 400 uses the Piper Aztec stabilizer. Also, the carbureted O-540 found in the Comanche 250 may be upgraded to fuel injection. The increase in cruising speed was minuscule when compared with the fuel flow and noise. COMANCHE 400 TURBO WITH STOL • $93,000 • AVAILABLE • 5500TT 200smoh in 2005 by Brodie’s aircraft, prop 250 spoh. Here’s an airplane that has a lot of flexibility. 0000006978 00000 n Cowlings are also offered by Aviation Performance Products (www.aviationperformanceproducts.com), which claims that its Eagle XP cowling increases speed, economy and improves maintenance access. With a 90-gallon fuel capacity and 13-15 gallon-per-hour fuel burn, its an efficient 155-knot airplane. For the purchase price of a Cessna 172 you get a complex, high-performance transcontinental airplane. As seniors, my wife and I enjoy these kinds of flights in the Comanche and certainly dont miss the hassles of airline terminals and TSA security checks. With a Comanche expert doing the maintenance, these systems have been trouble-free for me, but not cheap. 15 20 The early panel layout doesn’t conform to the later standard “T” configuration, so it may be unfamiliar to recently trained pilots. Production of both the 180 and 250 ended after the 1964 model year. Recurring ADs on any aircraft can run up the cost of operation, and Comanches are no different. Also, as with the fuel injection system, earlier airplanes can have a turbo added. ��iv 0000000987 00000 n There are so many mods available for the Piper Comanche line that probably no two aircraft are alike today. Dual turbochargers allow operation at altitudes up to 25,000 feet. The AD list is pretty long, but most of the items are one-time fixes, followed by future inspection. Since its important that the flight controls are properly rigged (while assuring the landing gear and landing gear doors are retracted fully and fit flush.) As for range, even an old 250 model with 60 gallons of fuel will generally go from Western Massachusetts to North Carolina in 3.5 hours with one hour of fuel remaining. "2��_!buYR�X*�4��Xc��y�-�����z�o ȣ>�������>��g C9�i���!,ڀ���x3��h-�q��& S���yB=5��̹3�]ti��3�I�� �? The landing gear and stabilator are unique to Comanches, and a knowledgeable mechanic is required. SA 2359 WE Installation of turbocharged Lycoming IO-720-A1A engine on Piper Comanche PA-24-400 SE 57 WE Installation of two Roto-Master Turbochargers P/N 600572-00 on Continental TSIO-520-D engine. When compared to a Comanche B, the 400 has a gross weight 500 pounds higher. H�|�=s�0�w� Of course, I did not know how to fly when I purchased the Comanche, so I didn’t knew what the instruments were for, but I was soon to learn. The first owner-an elderly 84-year-old pilot-had tears in his eyes as the plane left his sight. This photo is copyright protected and may not be used in any way without proper permission. Even heeding all of my advice, expect to spend money to acquire and keep an aging Comanche. For example, with 400 HP under the cowling, it can climb at over 1600 FPM at its gross weight of 3600 pounds. The 28-400 features a Lycoming Engine with 400 hp. The Lycoming 540 aspirated engine is bullet-proof, according to fellow flyers. These and later Comanches can be spotted by the extra cabin window and rear baggage door on the left side, which doubles as an emergency exit. Pilots who don’t understand the undercarriage and its various procedures, particularly the emergency extension procedure, also are a source of problems. Piper’s sleek, roomy all-metal design featured an oval-section fuselage, tapered laminar-flow wing and sharp-edged styling. 0000000016 00000 n This gave Piper a reason to pull the plug on the airplane, choosing to concentrate on the more-popular, less-expensive and higher-profit PA-28 line, including the Arrow being produced at the Vero Beach site. 35 years ago Piper issued a replacement kit p/n 760-791 to replace the original Bendix pump . Speeds are up around 155 to 160 knots at cruise, burning about 12 GPH. It will cruise at 16,000 feet at over 170 knots true airspeed and burn about 14 GPH. The engines are identical, but with a different propeller redline. Twin ray jay turbos this a turbo normalized system. The Lycoming 540 aspirated engine is bullet-proof, according to fellow flyers. As seniors, my wife and I enjoy these kinds of flights in the Comanche and certainly don’t miss the hassles of airline terminals and TSA security checks. besides simplicity, the added advantage is that you control the amount of boost, so you get what you want, not a fixed amount. As one result, many have opted to replace their old Hartzells for new two-or three-blade Hartzell or MacCauley propellers, which terminates the AD. This plane is being simultaneously listed … Because of its classic vintage, the Comanche is easy to understand mechanically. That extra payload has to go for fuel to feed the IO-720, meaning that for flights of more than 300 miles, the 400 actually has less payload available than the 260. The first owner—an elderly 84-year-old pilot—had tears in his eyes as the plane left his sight. Your cost for EAGLE XP Cowling COMANCHE 180: $15,600.00 INSTALLED COMANCHE 250: $15,900.00 INSTALLED COMANCHE 260: $11,800.00 INSTALLED (Does Not Include Painting) Of course, I did not know how to fly when I purchased the Comanche, so I didnt knew what the instruments were for, but I was soon to learn.I have since flown the Comanche 800 hours, flew to AirVenture at Oshkosh, Wisconsin, several times, flew around the United States and even flew along the New York Hudson River corridor and around the Statue of Liberty. The point is the Comaches list of mods, modifiers and parts resources is long and best accessed from involvement with the ICS and its members and publications. While many Comanches sport three-blade propellers, some could have old clamp-style propellers. Cabin and cowling door repairs are often neglected, so be sure to inspect them for shoddy repairs and improper cabin door seals. The 400 Comanche carries 130 gallons of fuel (124 usable) so, at altitude, easy math proves the airplane has long legs. The basic Piper Comanche airframe proved successful and wasn’t changed much during its production run. 0000005520 00000 n Comanches come in models from the 180 to the 400, twin and single and can be equipped with everything from day VFR with one navcom to … Heres an airplane that has a lot of flexibility. The Comanche has a laminar flow wing with flush rivets that make the airplane really slippery. The onboard XM Weather system has eliminated dangerous weather mistakes that were common decades ago. The throttle quadrant has been upgraded to vernier controls and the cabin windows were replaced with thicker, tinted glass. Meanwhile, Met-Co-Aire (www.metcoaire.com). According to my instructor at the time, it had a nice set of instruments. Musk and the FAA should declare a truce and get back to the remarkable work at hand.
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