OWNERS’ HANDBOOK FOR Operation and Maintenance OF THE PIPER COMANCHE Models PA-24-180 and PA-24-250

unit. The brake fluid reservoir is installed on the front left side of the firewall. To prevent inadvertent re- traction of gear on the ground. a switch is installed on the left main gear which cuts off cur- rent to the retraction motor un- til the gear is fully extended. This feature must not be tested during ground operation. A green light on the in- strument panel below the land- ing gear switch indicates all gears down and locked. An am- SENR DUNE . L T ber light above the switch indi- cates gears up. These lights are "; : automatically dimmed when the navigation lights are turned on. I SECTION The Piper Comanche V. Control System and Surfaces: Dual wheel and rudder controls are provided, with cables to control surfaces. The horizontal tail is a stabilator, with an anti- servo tab which also acts as a longitudinal trim tab, actuated with irim crank in the cabin ceiling. The stabilator provides extra sta- bility and controlability with less size, drag and weight than with conventional horizontal tail surfaces. The Piper Comanche secTioN | A rudder trim adjustment is mounted on the right side of the nose wheel dome to permit directional trim as needed in flight. The flaps are manually operated, balanced for light operating forces and spring loaded to return to the up position. Locks on the inboard ends of the flaps hold them in the up position so that the right flap can be stepped on for entry or exit. The flap will not support a step load except when in the full up position, so must be completely retracted when used as a step. The flaps have three extended positions, 9, 18 and 27 degrees. Full flap is recommended for landing, zero or partial flap for take-offs. I section The Piper Comanche VI. Fuel System: 10 Two nylon and neoprene fuel cells in the inboard leading edge sections of the wings pro- vide fuel capacity. The cells should be kept full of fuel dur- ing storage of the airplane to prevent accumulation of mois- ture and deterioration of the cells. For long term storage without fuel, the cells should be coated with light engine oil to keep the rubber from drying out. The Piper Comanche secTion | Each fuel cell holds a maximum of 30 gallons. On the PA-24- 180, to obtain the standard fuel quantity of 50 galions total, or 25 gallons per tank, the cells are filled only to the bottom of the filler neck, which extends into the fuel cell about one inch. To obtain the standard plus reserve quantity, the cells are filled to the top of the filler necks. This system provides a reserve fuel capacity without the necessity for extra tanks, valves and lines. On the 250 Comanche, 60 gallons is the standard fuel capacity, and the tanks are normally filled to the tops of the filler necks. An electric auxiliary fuel pump is provided for use in the event of failure of the standard engine driven pump. The electric pump is normally turned on for landings and take-offs. The fuel strainer, equipped with a quick drain, is mounted under the right forward section of the fuselage. The strainer should be drained regularly to check for water or dirt accumulations. The procedure for draining the right and left tanks and lines is to open the gasculator quick drain for a few seconds with the fuel tank selector on one tank. Then change the fuel selector to the op- posite tank and repeat the process, allowing enough fuel to flow out to clear the line as well as the gasculator. 11 I SECTION The Piper Comanche VIl. Electrical System: A 12-volt 33 ampere hour battery is mounted behind the bag- gage compartment in a sealed stainless steel battery box. The standard generator has an output of 35 amperes, and a 50 ampere generator is available optionally. Electrical switches and circuit breakers, located on the lower left instrument panel, control the navigation and instrument lights, two landing lights, electric turn and bank, and other electrical com- ponents. The circuit breakers automatically break the electrical circuit if an overload is applied to the system, preventing damage to electrical wiring. To reset the breakers, simply push in the buttons. 12 secTioN | 13 Comanche The Piper I SECTION The Piper Comanche VIill. Cabin Features: » The instrument panel of the Comanche is designed to accom- modate the customary advanced blind flight instruments on the left side in front of the pilot. and the engine instruments on the right side. Provision for extra instruments is made in both sections. In- struments are shock mounted, and are accessible for maintenance by removing a portion of the fuselage cowl over the instruments. Front seats are adjustable through a long range for pilot com- fort and to facilitate entry and exit. They are easily removed by taking out the stops at the end of the mounting tracks and sliding the seats off their tracks. The rear seat back is adjusted to various fore and aft positions by use of the latches at the outboard upper corners. The entire rear seat is removed quickly by disengaging the aft seat bottom tube from its attachment clamps, detaching the latches behind the top of the seat back, removing the center safety belt bolt, then lifting both the seat and the back as one unit from the cockpit. 14 SECTION l Comanche The Piper I SECTION The Piper Comanche SECTION TWO . OPERATING INSTRUCTIONS I. II. III. IV. V. VI. VIIL. VIIL IX. Preflight Starting . _ Warm-up and Ground Check Take-off, Climb, Stails Cruising . . . Approach and Landing Emergency Procedures Mooring . . . Weight and Balance Page 17 17 17 19 21 22 23 27 28 The Piper Comanche SECTION " OPERATING INSTRUCTIONS I. Preflight Check: The airplane should be given a careful visual inspection prior to flight, covering tires, landing gear oleos, control surfaces, fuel tank caps, cowling, propeller, and gascolator. Upon entering the plane, the pilot should ascertain that all controls operate normally, that the landing gear and other controls are in proper positions and that the door is locked. H. Starting: When the engine is cold, prime three to five strokes; if ex- tremely cold, pull the propeller through by hand four to six times before turning on the key ignition and engaging the starter button. The throttle should be open about one-quarter inch for easiest starting. If the engine does not start in the first few revolutions, open the throttle wide while the engine is turning over with the ignition on. This unloads the engine if it is over-rich. If this procedure does not start the engine, continue to load the cylinders by priming or unload by opening the throttle. If the engine still does not start, check for malfunction of the ignition or fuel system. When the engine is warm, do not prime but turn ignition switch on immediately and engage starter. Some priming can be accom- plished by pumping the throttle, and care should be taken not to overload the engine this way. It is not necessary to turn the electric fuel pump on for starting. Il. Warm Up and Ground Check: As soon as the engine starts, the oil pressure should be checked. If no pressure is indicated within thirty seconds, stop the engine and determine the trouble. Warm up the engine at 800 to 1000 RPM for not more than two minutes in warm weather, four minutes in cold weather. If electrical 17 " SECTION The Piper Comanche power is needed from the generator, the engine can be warmed up at 1200 RPM at which point the generator cuts in. The magnetos should be checked at 2000 RPM, the drop not to exceed 100 RPM. The engine is warm enough for take off when the throttle can be opened without the engine faltering. Carburetor heat should be checked during the warm up to make sure the heat control operation is satisfactory and to clear out the carburetor if any ice has formed. It should also be checked in flight occasionally when outside air temperatures are between 20°F and 70°F to see if icing is occurring in the carburetor. In most cases when an engine loses manifold pressure without apparent cause, the use of carburetor heat will correct the condition. When carburetor heat is applied, cold air entering the induction system is taken from a rear baffle to an exhaust pipe shroud, then to the carburetor; it is not filtered. For this reason carburetor heat should not be used on the ground in dusty conditions except momen- tarily during the run-up. Dust taken into the intake system can damage the engine severely, and caution must always be exercised during ground operation to prevent dust from entering the engine. The propeller control should be moved through its norma! range during the warm up to check for proper operation, then left in the full high RPM position. During the propeller check as during other ground operation, care must be taken not to run-up the engine with the propeller over loose stones, cinders or other objects which can be picked up by the propeller, and which frequently cause extensive damage to the propeller blades. 18 The Piper Comanche SECTION " IV. Take-Off, Climb and Stalls: Just before take-off the following should be checked: . Controls free. . Flaps up. . Tab set. Propeller set. Mixture rich. -Carburetor heat off. Fuel on proper tank. Electric fuel pump on. Engine gauges normal. Door latched. S0 0 1OV U - W o — L After the take-off has proceeded to the point at which a landing can no longer be made wheels down in the event of power failure, the wheels should be retracted. For maximum rate of climb, the 19 The Piper Comanche SECTION " propeller and threttle controls should be left at take-off power. For reduced power climbs, the RPM can be reduced to 2400 or 2500 RPM, with full throttle. or manifold pressure can be reduced as desired. The best rate of climb is obtained at 96 MPH indicated air- speed at sea level on the PA-24-180, 95 MPH on the PA-24-250. This speed should be decreased about 1 MPH per thousand feet of altitude, so that at 10,000 feet. the best airspeed for maximum rate of climb is 86 MPH. A good rate of climb is obtained at lower alti- tudes at 100 to 110 MPH, while forward speed is increased. Re- ducing the climbing airspeed below 95 MPH at low altitudes has the added disadvantage of cutting down forward visibility, so no speeds below that fizure are recommended. The gross weight stalling speed of the two Comanche models with full flaps is 61 and 64 MPH respectively. The stall speed increas- es about 5 MPH with flaps up. All controls are effective at speeds down to the stalling speed. and stalls are genile and easily controlled. V. Cruising: The cruising speed of the Comanche models is determined by many factors including power setting, altitude, temperature, load. and equipment installed on the airplane. For the 180 Comanche, the normal recommended cruising speed is 160 MPH at 75¢; power at 80CO feet altitude. This power setting is obtained under standard conditions at 2400 RPM and about 22" M. P. Fuel consumption at this speed approximates 10 gallons per hour. This gives a cruising range with standard fuel of 5 hours or 800 miles, and with reserve fuel 6 hours or 960 miles. The 250 Comanche has a maximum recommeded cruising speed of 181 MPH at 75% power at 7000 feet, 2400 RPM and 22.6” M. P. With a fuel consumption of 14 gallons per hour, this cruising con- dition gives a range of 1.3 hours or 785 miles. To keep engine wear, fuel consumption, and noise at reasonable levels, cruising RPM’s from 2100 to 2400 are recommended, with appropriate Manifold Pressures to obtain power settings of 659 to 759 power at low and intermediate altitudes. With the Hartzell propeller installation on the 180 HP engine, Manifold Pressures of more than 23.5”” should not be used at less than 2250 RPM to avoid undesirable propeller stresses. Otherwise, 21 Il secTion The Piper Comanche there are no power setting limitations on this installation. In the case of the McCauley propeller, cruising at 2450 RPM or higher with Manifold Pressures over 24.5”” must be avoided. This induces no operational handicap because these power settings are too high (over 809, power) to be practical. With this installation, Mani- fold Pressures over 25 should not be used at less than 2100 RPM. In the operation of the PA.24-250 with the Hartzell propeller, RPM’s between 2225 and 2275 must be avoided at all Manifold Pressures. No other limitations must be observed. For minimum fuel! consumption and maximum efficiency, the best power settings during cruising flight are with minimum RPM and the necessary Manifold Pressures to obtain a given percent of power, consistent with the above limitations. Engine smoothness and noise level should be major factors in determining the best RPM. Use of the mixture control in cruising flight reduces fuel con- sumption significantly, especially at higher altitudes. The mixture should always be leaned during cruising operation over 5000 feet altitude, and normally also at lower altitudes at the pilot’s discretion. The continuous use of carburetor heat during cruising flight increases fuel consumption and reduces power and performance. Unless icing conditions in the carburetor are severe, do not cruise with the heat on. Apply full heat only for a few seconds at intervals determined by icing severity. In order to keep the airplane in best lateral trim during cruising, the fuel should be used alternately from each tank. On the 180 Comanche, it is recommeded that one tank be used for one hour after take off, then the opposite tank used for two hours, and then the first tank until the fuel runs completely out. This will take approxi- mately two hours if the tanks were full. including the reserve quantity, at take off, and will leave about one more hour’s fuel left in the second tank. On the PA.24-250, a similar procedure should be used keeping the fuel load in an approximate balance to avoid wing heaviness. Vi. Approach and Landing: During the approach, the landing gear can be lowered at speeds under 150 MPH, preferably on the downwind leg. The airplane should be trimmed to approach speed of about 85 MPH, and flaps extended. The flaps can be lowered at speeds up to 125 MPH if desired. The propeller should be set at full RPM or at a high cruising 22 The Piper Comanche SECTION " RPM to facilitate an emergency go-around if needed. Carburetor heat should not be applied unless there is indication of carburetor icing, since the use of carburetor heat causes a loss in engine power which may be critical in the event of a go-around, and can induce detonation in this situation. The amount of flap used during landings and the speed of the aircraft at contact should be varied according to the wind, the landing surface, and other factors. It is always best to contact the ground at the minimum practicable speed consistent with landing conditions. Normally, the best technique for short and slow landings is to use full flap and a small amount of power, holding the nose up as long as possible before and after ground contact. In high wind conditions, particularly in strong crosswinds, it may be desirable to approach the ground at higher than normal speeds, with partial or no flap. Maximum braking effect during short landings can be obtained by holding full back on the control wheel while applying brakes. This forces the tail down and puts more load on the main wheels, resulting in better traction. Landing Check List: Mixtures rich. Propeller set. Carburetor heat off (unless icing conditions exist). Electric fuel pump on. . Fuel selector on proper tank. Landing gear down (under 150 MPH, check green light on, warning horn off, gear emergency handle in forward posi- tion). . Flaps down (under 125 MPH). O Y W o -1 VIl. Emergency Procedures: Emergency landing gear extension is accomplished with the telescoping manual extension lever. This control can be used only to extend the gear if the electrical actuating system has failed, and not to retract the gear manually without the use of the electric motor. With the electric motor disengaged from the gear torque tube, as required in extending the gear manually, there is no mech- anism for holding the gear in the up position, so that the gear will not stay up if retracted manually. 23 "SECTION The Piper Comanche To extend the gear, remove the cover over the emergency disengage control, located between the two front seats, and follow the instruction on the back of this cover, as follows: 1. Airspeed not over 100 MPH. . 2. Landing gear switch in center “off”” position. 3. Disengage electric motor by pushing motor release arm forward through full travel. 4. Pull out emergency extension handle to full length. - 5. Push handle forward full travel to extend landing gear. If it should become necessary to extend the gear manually, at the completion of the flight the trouble should be determined with the airplane on jacks. Then to return to normal electrical gear operation, re-engaging the electric motor to the landing gear extension torque tube should be done as follows: 1. Landing gear switch in center “off” position. 2. Pull landing gear emergency extension handle about half way back, allowing gear to hang partially retracted. 24 The Piper Comanche section |l 3. With landing gear control switch, move end of the electric motor drive shaft into position about half way back. so that the slot in the drive shaft is near the mating pin on the torque tube. ‘1. Using the extension handle. move the torque tube pin slightly back and forth until it can be engaged with the drive shaft slot, then push the parts together. 25 "SECTION The Piper Comanche 5. Lock the drive shaft to the torque tube by pulling the motor release arm full back to the normal locked position. 6. Safety-wire the release arm in the locked position. Gear-Up Landing: A gear-up landing should only be made during an emergency (1) when the surface is too soft or rough to permit a gear down landing. (2) when a field is too short for a gear-down landing. which might cause more damage through hitting obstructions than the gear- up landing would cause. 13) when a water landing is necessary. In the event of a gear-up landing, make a normal approach as with gear down, leave flaps up (to reduce flap and wing damage). close the throttle and cut the master and ignition switches during the flare out, turn the fuel selector off. and contact the ground al minimum speed. Engine Failure: The most common cause of engine failure is mismanagement or malfunction of the fuel system. Therefore. the first step to‘take after engine failure is to move the fuel selector valve to the tank not heing used. This will often keep the engine running even if there is no apparent reason for the engine to stop on the tank being used. The Piper Comanche section 11 If changing to the opposite fuel tank does not restore the engine: 1. Check fuel pressure and turn on electric fuel pump, if off. 2. Push mixture control to full rich. 3. Apply carburetor heat. 4. Check ignition switch. VIll. Mooring: The Comanche should be moved on the ground with the aid of the nose wheel-tow-bar provided with each plane and installed in the baggage compartment on the bottom of the hat shelf. 27 "SECTION The Piper Comanche Tie-down ropes for mooring the airplane can he fastened to the wing tie-down rings and the tail skid. The aileron and elevator controls should be secured by means of the safety belt to prevent control surface damage. The rudder is held in position by its connections with the steerah'e nosewheel and does not need to be secured except under unusually high wind con- ditions. The flaps are locked in position when left full up, so should always be retracted for mooring to prevent wind damage and permit using the flap as a step. iX. Weight and Balance: For weight and balance data. see the Flight Manual and Weight and Balance form supplied with each airplane. which gives the exact weight of the airplane and permissible center of gravity conditions. 28 SECTION THREE Page PERFORMANCE CHARTS . . ] 29.38 POWER CHARTS AND TABLES . 39-40 PIPER COMANCHE PA24 180 H.P,250H.P. TAKE-OFF DISTANCE VS ALTITUDE 8 FLAPS UP TEMP 60°F O () O H o w 3W w o > o o Ho av 2000 400 600 800 1000 1200 1400 1600 (800 TAKE- OFF DISTANCE,FEET ' PIPER COMANCHE PA24, ISOH.P. TRUE AIR SPEED VS STANDARD ALTITUDE 180 o ~ . OH. @ ®a; 3 = n OD w « o z & O u ga = < o * oW = o w2 © - o ~ o 0009l 0002l 0008 (o]o]o} - 1334 ‘3aNLILTV QYVANVLS PIPER COMANCHE PA24,250 H.P. TRUE AIR SPEED VS STANDARD ALTITUDE 200 O o ) o @ ® - o @ 2 - T © o W © E 4 & o 3 R -— Hen IN;OQ %St - < H 001 '¥43MOd %0t a 0009l 000%¢! 0008 o00?¢ o 1334 ‘30NLILTV QYVANVLS TRUE AIR SPEED,M.PH. PIPER COMANCHE PA24,I80H.P. RANGE VS STANDARD ALTITUDE GROSS WEIGHT 2550LBS. 0009l MIXTURE LEANED - - —— — oy o~ - -— (93n3" 000¢2I 0008 1334 34NLLV QYVANVYLS ooov 900 1000 1100 1200 RANGE, MILES 700 800 8000 12000 16000 STANDARD ALTITUDE, FEET 4000 PIPER COMANCHE PA24,250H.P. RANGE Vs STANDARD ALTITUDE GROSS WEIGHT 2800 LBS. MIXTURE LEANED POWER, 1132 8.5 6PN, 5%P OWER, 138+p 10 6pyy. 409 POWER, 100 HR. 7.5 GPH. 700 800 900 11000 1100 RANGE, MILES 1200 PIPER COMANCHE PA24, 180 H.P. RATE (\)/ls" CLIMB STANDARD ALTITUDE 32000 24000 STANDARD ALTITUDE, FEET 16000 8000 200 400 600 800 1000 1200 1400 RATE OF CLIMB,FEET PER.MINUTE PIPER COMANCHE PA24,250H.P. RATE (\),g CLIMB STANDARD ALTITUDE 16000 24000 32000 STANDARD ALTITUDE, FEET 8000 200 600 1000 1400 1800 2200 2600 RATE OF CLIMB, FEET PER.MINUTE ALTITUDE, FEET 4000 8000 6000 2000 PIPER COMANCHE PA24 |180H.P,250H.P. 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III. Iv. V. VI. VII. VIIIL IX. X. Leveling and Rigging . Tire Inflation Battery Service Brake Service Landing Gear Service Fuel Requirements Care of Air Filter . Care of Windshield and Windows Serial Number Plate Warranty Page 4 41 43 44 44 46 48 48 49 50 The Piper Comanche section IV GENERAL MAINTENANCE I. Leveling and Rigging: Leveling the Comanche for purposes of reweighing or rigging is accomplished as follows: 1. Partially withdraw two machine screws located on the side of the fuselage over the baggage door. These screws are leveling points and the airplane is longitudinally level when a level placed un the head of these screws indicates level. 2. To put the airplane in a longitudinally level position, either on scales or on the floor, first block the main gear oleos to full ex- tension, then deflate the nose wheel tire until the proper position is reached. 3. To level the airplane laterally, place a level on the bottom edge of the instrument panel and raise or lower one wing tip until a level reading is obtained. Rigging: Although the fixed flight surfaces on the Comanche obviously cannot be adjusted in position for rigging purposes, it may be necessary on occasion to check the position of these surfaces. The movable surfaces, with the exception of the flaps, all have ad- justable stops as well as adjustments on their cables or push-pull connections, so that their range of movement can be altered. The po- sitions and travels of the various surfaces are as follows: 1. Wings: 5° dihedral, no twist. Stabilator: No dihedral, travel 13° up, 5° down, +/—1°. Fin: Should be vertical and in line with center of fuselage. Ailerons: Travel 19° up, 15° down, 4/-1°. Flaps: Travel 27° down in three 9° increments. 6. Rudder: Travel 25° left or right, +/—2°. For purposes of changing the lateral trim, a fixed tab is provided on the left aileron which can be adjusted as necessary. SN iI. Tire Inflation: For maximum service from the tires on the Comanche, keep tires inflated to the proper pressure of 27 Ibs. on all three tires on the Comanche 180, and 42 lbs. on the main wheels and 27 lbs. on the nose wheel on the Comanche 250. Interchange the tires on the wheels if necessary to produce even wear. All wheels and tires are balanced before original installation, and the relationship of tire, tube and 41 The Piper Comanche 42 IV section The Piper Comanche SECTION “’ wheel should be maintained whenever possible upon reinstallation. Out of balance wheels can cause extreme vibration in the landing gear during take off. In the installation of new components, it may be necessary to rebalance the wheels with the tires mounted. ill. Battery Service: Access to the 12-volt 33-ampere hour battery is through the right rear baggage compartment panel. The stainless steel box has a plastic drain tube which is normally closed off with a clamp, and which should be opened occasionally to drain off any accumulation of liquid. The battery should be checked frequently for proper fluid level. but must not be filled above the baffle plates. All connections must be clean and tight. If the battery is not up to proper charge, recharge starting with a charging rate of 4 amps, and finishing with 2 amps. Quick charges are not recommended. IV section The Piper Comanche IV. Brake Service: The brake system is filled with Univis No. 40 (petroleum base) hydraulic brake fluid. This should be checked at every 100 hour in- spection and replenished when necessary, refilling the brake reservoir on the firewall to the indicated level. No adjustment of brake clearances is necessary on the Comanche brakes. If after extended service the brake blocks become worn excessively, they are easily replaced with new brake segments. Main wheels are easily removed by taking off the hub caps, axle nut, and removing four bolts from the brake assembly after which the wheels slip freely from the axles. Tires are dismounted from the wheels by deflating the tube. then removing the wheel through-bolts, allowing the wheel halves to be separated. V. Landing Gear Service: In jacking up the Comanche for landing gear and other service, a PA-23 or PA-24 jack kit (available through the Piper Aircraft Corporation Service Department) should be used. This kit includes The Piper Comanche section IV 45 Iv SECTION The Piper Comanche two hydraulic jacks and a tail support. Approximately 200-300 Ibs. of ballast should be placed on the base of the tail support before jacking up the airplane. Landing gear oleos on the Comanche should be serviced ac- cording to instruction on the units. All three oleos should be ex- tended until about 234" of oleo piston tube is exposed. To add air to the oleo struts, a strut pump is attached at the air valve and the oleo pumped up to the proper position. To add oil. first release the air through the valve, allowing the oleo to compress fully. Next remove the air valve core and fill the unit through this opening. Then compress the oleo to within 14” of full compression. allowing air and excess oil to escape. Then reinsert the valve core and pump up the strut. Vi. Fuel Requirements: Aviation Grade 91/96 Octane (minimum) fuel must be used in the Comanche. The use of lower grades of fuel can cause serious engine damage in a very short period of time, and is considered of such importance that the engine warranty is invalidated by such use. The oil capacity of the Lycoming 0-360-A is 8 quarts, and the minimum safe quantity is 2 quarts. For the 0-540-A, the capacity is 12 quarts and the minimum safe quantity 234 qts. The operating oil level is normally kept a quart or more below the maximum to reduce oil consumption. It is recommended that engine oil be changed every 50 hours, or sooner under unfavorable conditions. The following grades are required for the specified temperatures: Temperatures above 40°F S.A.E.50 Temperatures between 10°F and 40°F S.A.E.30 Temperatures below 10°F S.A.E.20 The Piper Comanche SECTION “’ / W SECTION The Piper Comanche VIil. Care of Air Filter: The carburetor air filter, mounted on the carburetor air box and easily removable through the nose cowl, should be removed and cleaned regularly to prevent clogging of the filter or the passage of dirt into the engine. Under very clean operating conditions. the filter needs only to be cleaned during 100 hour checks. but under dusty conditions it should be cleaned daily. To clean the filter, first wash it with kerosene or gasoline, then soak in S. A. E. 10 or S. A. E. 20 oil. allowing it to drain thoroughly before reinstallation. VIII. Care of Windshield and Windows: A certain amount of care is required to keep the plexiglas windows clean and clear. The following procedure is recommended: 48 The Piper Comanche SECTION W 1. Flush with clean water and dislodge excess dirt, mud, etc., with your hand. 2. Wash with mild soap and warm water. Use a soft cloth or sponge. (Do not rub). 3. Remove oil, grease or sealing compounds with a cloth soaked in kerosene. 4. After cleaning, apply a thin coat of hard polishing wax. Rub lightly with a soft dry cloth. 5. A severe scratch or mar can be removed by using jeweler’s rouge to rub out scratch, smooth on both sides and apply wax. IX. Serial Number Plate: The serial number plate on the Comanche is located on the front right Aoorboard. under the carpet. The serial number of the plane should always be used in referring to the airplane in service or warranty matters. 49 W SECTION The Piper Comanche X. Warranty: Piper Aircraft Corporation hereby warrants each new airplane- and part manufactured by it to be free from defects in material and workmanship under normal use and service, its obligation under this warranty being limited to making good at its factory any part or parts thereof which shall, within ninety (90) days after delivery of such airplane or part to the original purchaser or fifty (50) hours of operation, whichever shall first occur, be returned to it with transportation charges prepaid and which its examination shall dis- close to its satisfaction to have been defective. No other warranty shall be implied by law or otherwise, and no other or further obli- gation or liability shall be incurred by Piper Aircraft Corporation by reason of the sale of any airplane or part thereof or its use whether for breach of warranty (expressed or implied by law, or otherwise) or negligence in manufacture, or otherwise. Upon the expiration of the period above stated, any such obligation or lia- bility shall terminate. In no event shall Piper Aircraft Corporation be liable for special or consequential damages. No -distributor, dealer, agent, or employee of Piper Aircraft Corporation is author- ized to extend any other or further warranty, or incur any addi- tional obligation, in its behalf in connection with the sale of its products. ' This warranty shall not apply to any airplane or part manu- factured by Piper Aircraft Corporation which shall have been re- paired or altered outside of its factory, or which has been subject to misuse, negligence or accident. Piper Aircraft Corporation makes no warranty whatever with respect to engines, wheels, propellers, ignition apparatus, starting devices, generators, batteries, instruments or other trade accessories, inasmuch as they are usually warranted separately by their respective manufacturers. PIPER AIRCRAFT CORPORATION