MODEL PA-24 and PA-24-250 Owner’s Handbook

Retraction of the landing gear isaccomplished through the useof an electric motor and gear train located under the floorboards, actuating- push-pull cables to each of the gears. The landing gear e R motor is activated by a se- lector switch located on the instrument panel. To guard againstinadvertent movementof the landing gear selector on the ground, a mechanical guard is positioned just below the selector handle. The handle mustalso be pulledaft be- fore moving it upward. The gear selector is in the shape of a wheel to differentiate it from the electric flap control knob, which hasanairfoil shape. Asanadded safety feature, the warning horn is connected to the gear selector switch. The horn will then operate if the selector is moved to the "UP" position with the master switch on and the weightof the airplaneis onthe landing gear. As a final safety factor to prevent gear retraction on the ground, an antiretraction switch is installed on the left main gear. This preventsthe e- lectric circuit to the landing gear motor from being com- pleted until the gear strut is fully extended. A green lighton the instrument panel below the landing gear switch is the indication that all- gears are down and locked. The warning horn will also sound if the power is reduced below approximately 12" of manifold pressure and the 'I;HE PIPER COMANCHE SECTION II gear has not been lowered. The telescoping emergency gear handle should notbe used as the primary indication that the gear is down and locked. Anamber lightabove the switch indicates gears up. THE INDICATION LIGHTS ARE AUTOMATICALLY DIMMED WHEN THE NAVIGATION LIGHTS ARE TURNED ON. The brakes on the Com- anche are actuated by toe brake pedals mounted on the left set of rudder pedals or by a hand lever protruding from under the instrument panel. Hydraulic brake cylinders are located above the left rudder pedals and are accessible inthe cockpit for servicing. Parking brake valves are incorporated in each cylinder. Two cables extending from the parking brake "T' handle are attached to the parking brake valves. To prevent inadvertent application of the parking brake in flight, a safety lock is incorporated in the valves thus eliminating the possibility of puiling out the "T" handle until pressure is applied by use of the toe brakes or the hand lever. CONTROL SYSTEM The flight controls on the Comanche are the conventional three control type operated by a control column and rudder pedals. The all movable stabilator, with an anti-servo tab which also acts as a longitudinal trim tab, pro- vides extra stability and con- trollability with less size drag and weight. SECTION II THE PIPER COMANCHE Provision for directional and longitudinal trim is pro- vided by an adjustable trim mechanism for the rudder and stabilator. Dual flight controls are installed in the Comancheas standard equip- ment. A hand brake is provided to operate the brakes while occupying the right seat. The flaps on the Com- ¢ e anche 180 are mechanically operated and can be positioned in three locations of 9°, 18°, and 27°. 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. A second lock is incorporated on the Comanche 250 to prevent the flap from going full down in case a step load is applied and the full up lock was not fully engaged. Installed on the Comanche 250 are electrically operated Max-Lift flaps. As the flaps are operated by an electric motor they can be lowered and stoppedin any desired position. The flap control switch is located on the nose wheel well just above the rudder trim control. Located on the instrument panel is a flap position indicator which is marked to show the degrees of flap travel. A range for take-off operation is also shown. FUEL SYSTEM The fuel for the Com- anche is carried in two rubber-like fuel cells located in the inboard leading edge sections of the wings. Cap- acity of these cells, which are classified as the main 10 THE PIPER COMANCHE SECTION II fuel cells,are 30 gallons each. On the 180 Comanche 50 gal- lons of fuel is called out as the standard fuel capacity. To obtain this amount of fuel it is necessary to fill the cells only to the bottom of the filler neck. To obtain the standard fuel load plus reserve quantity the cells are filled to the top of the filler neck. This sys- tem provides a reserve fuel capacity for the 180 Comanche without the necessity for extra Fuel Selector - PA-24-250 cells. On the 250 Comanche 60 gallons is the standard fuel capacity of which 56 gallons is usable; however,if auxiliary fuel cells are installed the fuel capacity is increased to 90 gallons of which 86 gallons is usable. As optional equipment for the Comanche 250 only, a 30 gallon auxiliary fuel system is available. The system consists of two 15 gallon fuel cells installed in the wings just outboard of the main fuel cells. Use auxiliary fuel in level flight only. The cells should be kept full of fuel during storage of the airplane to prevent accumulation of moisture 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. During normal operation the fuel is drawn to the engine from the cells by a mechanically operated fuel pump located on the engine accessory section. In the event the engine driven fuel pump fails an electric auxiliary fuel pump is pro- vided. This pump is operated during starting, take-offs, and landings. Two auxiliary pumps are used on the Comanche 250. The fuel strainer unit for the system is located under the floorboard in the center section of the fuselage. Daily draining of the strainer is accomplished in the cockpit by opening the hinged access door located in the floorboard just aft of the fuel 11 SECTION II THE PIPER COMANCHE selector valve and moving the quick drain valve handle to the full aft position. The general procedure for drain- ing the fuel system is to open the strainer quick drain for a few seconds with the fuel cell selector on one cell, then change the fuel selector to the opposite cell and repeat the process. The same process applies to the T : Fo bl auxiliary fuel system when installed. Allow enough fuel to flow to clear the lines as well as the strainer. Positive fuel flow shut-off can be observed through the clear plastic tube which carries the fuel over- board. Fuel quantity is indicated by an electric gauge located in the instrument cluster. The instrument is connected to a transmitter unit located inthe fuel cell. On the 180 Comanche, two individual indicating systems are used, one for each main cell. The Comanche 250 incorporates only one fuel quantity gauge. This gauge will indicate the amount of fuel in the cell that is selected. An over-ride system is incorporated so that it is possible to check the amount of fuel available in the remaining cells without moving the selector handle to that cell position. This is accomplished by depressing the red button (located on the fuel selector plate) under the desired fuel cell position. The fuel gauge will indicate the amount of fuel available in that cell. When the red button is released the indicating system will return to its normal operation. ELECTRICAL SYSTEM Electrical power for the Comanche is supplied bya 12 volt, direct current system. Incorporated in the system is a 12 volt 50 ampere generator, which furnishes electrical power during 12 THE PIPER COMANCHE SECTION11 all normal operation. A 12 volt 33 ampere hour battery is used in the system to pro- vide power for starting and as a reserve power source in caseofgenerator failure. The battery is located behind the baggage compartment bulk- head ina sealed stainless steel battery box. Refer to the Maintenance Section for serv- icing of the battery. Electrical switches and : circuit breakers for the different systems are located on the lower left instrument panel. The circuit breakers automatic- ally break the electrical circuit if an overload is applied to the system, thereby preventing damage to the componentand wiring. To reset the circuit breakers simply push in the reset button. Allow approximately two minutes for breakers to cool prior to resetting. Continual popping out of a circuit breaker indicates trouble in that circuit and must be checked prior to operation. It is possible to manually trip the breaker by pulling out on the reset button. HEATING AND VENTILATING SYSTEM There are four individual controls provided for regulat- ing the heating, defrosting and ventilating air. The controls are located on the lower right side of the instrument panel in a console panel. Heated air for the cabin interior is provided by a heater shroud attached to the exhaust muffler. Fresh air is picked up atthe rear engine 13 PIPER COMANCHE THE SECTION II Buybay pup Buyojyuap (t) LIINI ¥ALYaH M1V LSNVHXE NIGVO Y1V YHLYEH NIEVO 4 ¥V HSFYd NIEVD umm L3TLNO MY LSNYHXHA NIgVD STOYLINOD YHALSOHAAd ANY ¥IV NIgVD 1d7.1N0 ¥415S0¥43a LATNI ¥3.150¥43d LATLNO YALYIH ONITOOD 0Iav¥ - L37TNI Y1V HS3 ¥4 137LN0 ¥IV HSEYA LAINI U1V HS3Hd —~ M WO N @ ot 14 THE PIPER COMANCHE SECTION II baffle and passed through the heater shroud into a control valve for distribution to the cabin. Warm air for the defroster system is obtained directly from the heater shroud. The amount of air applied to the windshield is regulated with the control in the console. Caution should be used if it is necessary to operate the defroster on the groundas pro- = , longed applicationof heat to the windshield may cause distortion. Fresh air for the cabin interior is picked up from two air scoops attached to the lower engine cowling. The air passes through flexible hoses to control valves on the firewall where the flow is regulated to the cabin. Located at each seat aretwo smaller air vents that may be regulated by the individ- ual. Located in the aft section of the cabin is an exhaust vent to improve the circulation of air in the cabin interior. L INSTRUMENT PANEL The instrument panel in the Comanche is designed to accommodate the customary advanced 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. Instruments are shock mounted and are accessible for maintenance by removing a portion of the fusel- age cowl over the instruments. The Artificial Horizon and the Directional Gyro in the flight group arevacuum operated through use ofa vacuum pump installed on the engine. The Turn and Bank is an electrically operated instrument and serves as a standby for the Gyro's in case of vacuum system failure. Radio units are installed in the center of the panel. Radio power supplies are mounted aft of the baggage compartment. 15 SECTION II THE PIPER COMANCHE 1. Vacuum Gauge 12. Fuel Pressure 2. Clock 13. Ammeter 3. Airspeed 14. Oil Temperature Gauge 4. Directional Gyro 15. Oil Pressure Gauge 5. Gyro Horizon 16. Altimatic Console 6. Omni Indicator 17. Flap Position Indicator 7. ADF Indicator 18. Rate of Climb 8. Compass 19. Landing Gear Selector 9. Manifold Pressure Gauge 20. Turn and Bank 10. Fuel Quantity Gauge 21. Altimeter 11. Tachometer 22. Narco D.M.E. BAGGAGE COMPARTMENT Maximum placarded weight of the baggage area is 200 pounds with 20 cubic feet of area available, accessible through a 20 x 20 inch door. Provision for securing cargo is provided by tie-down belts installed in the compartment. Attached to the top of the baggage compartment are provisions for stowing the tow bar. The key used in the ignition operates the lock on the baggage compartment door. 16 THE PIPER COMANCHE SECTION 11 SEATS Front scats are adjustable so as to provide comfort and facilitate ease of entry and exit from the aircraft for pilot and passengers. They are easily removed by taking out the stops at the end of the mounting tracks and sliding the scats off their tracks. The back of the rear seat is adjusted to various fore and aft positions by use of the latches at the outboardupper corners. The entire rear seatis removed quickly by disengaging the aft seat bottom tube from its attachment clamps, dctaching 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. 17 SECTION III OPERATING INSTRUCTIONS Preflight . Starting Engine Warm-up and Ground Check Take-off . Climb . Cruising . Stalls Approach and Landing . Emergency Procedures Manual Gear Extension . Gear-up Landing Engine Failure - Mooring Operating Tips Weight and Balance . 19 20 21 22 25 26 27 27 30 30 31 32 32 33 34 THE PIPER COMANCHE SECTION III SECTION III OPERATING INSTRUCTIONS PREFLIGHT The following safety procedure instructions must become an integral part of the aircraft owner's operational routine and preflight inspection. Before each flight, visually inspect the airplane and determine that: 1. a. Ignition and battery switches "OFF". 2. a. Thereis no external damage or operational interference to the control surfaces, wings,or fuselage. b. There is no snow, ice, or frost on the wings or control surfaces. 3. a. Check the fuel supply. b. Check fuel tank caps and covers for security. (Adjust 19 SECTION III THE PIPER COMANCHE caps to maintain tight seal.) c. The fuel system vents are open. 4. a. The landing gear shock struts are properly inflated (approximately 2-3/4" of piston exposed). b. Thetires are satisfactorily inflated and not excessively worn. 5. a. The cowling and inspection covers are secured. b. The windshield is clean and free of defects. c. The propeller is free of detrimental nicks. d. Theground area under propeller is free of loose stones, cinders, etc. e. There are no obvious fuel or oil leaks. f. The engine oil is at the proper level. 6. a. Thetow-bar and control locks are detached and proper- ly stowed. 7. a. Upon entering the airplane, ascertain that all controls operate normally. b. Check that the landing gear selector and other controls are in their proper position. c. Close and secure the cabin door. d. Check that required papers are in order and in the airplane. e. Drain the fuel strainer located under the floorboard aft of the fuel selector. STARTING ENGINE Fuel selector to the proper tank. Mixture control full in, "RICH" position. Carburetor heat control full in, "COLD" position. Throttle open 1/4 inch. Propeller control full in "INCREASE RPM". Turn master switch to "ON" position. Turn the auxiliary fuel pump switch "ON", listen for pump to operate and note fuel pressure indication. 8. Prime. When engine is cold (under 40° F) prime three to five strokes, if engineis warm do not prime. (Auxiliary fuel pump must be operating in order for the primer to operate.) NN R Wy 20 THE PIPER COMANCHE SECTION III NOTE If the engine is extremely cold, prime three to five strokes then pull the propeller through by hand. Insure the ignition switch is "OFF". 9. Check all radios for being "OFF". 10. Check the propeller area for being "CLEAR". 11. Turn the ignition switch to the "START" position and hold until engine starts. (Limit starter operation to 30 sec- onds) When the switch is released it will return to the "BOTH" position. NOTE If the above procedure does not start the engine reprime and repeat the process. If the engine is overprimed, open the throttle and turn the engine over with the starter. If the engine still fails to operate, check for malfunctioning of ignition or fuel system. 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. In cold weather it will take a few secondslonger to get an oil pressureindication. Warm-up the engine at 800 to 1200 RPM for not more than two minutes in warm weather, four minutes in cold weather. If electrical 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 125 RPM with manifold pressure of 15" HG. 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 21 SECTION III THE PIPER COMANCHE clear out the carburetor if any ice has formed. It should also be checked in flight occasionally whenoutside 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 momentarily 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 normal range during the warm-up to check for proper operation, then left in the full high RPM position. During cold weather oper- ation the propeller should be cycled a minimum of three times to insure that warm engine oil has circulated throughout the system. During the propeller check, as during other ground oper- ations, 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. TAKE-OFF Just before take-off the following should be checked: 1. Controls free 6. Carburetor heat off 2. Flaps set 7. Fuel on proper tank 3. Tab set 8. Electric fuel pump on 4., Propeller set 9. Engine gauges normal 5. Mixture rich 10. Door latched In a smooth, steady motion of the throttle apply full power allowing the aircraft to accelerate in the three point attitude until the control surfaces become effective. Then apply 22 THE PIPER COMANCHE SECTION I1I L~ Ny ° Flap deflection Standard flaps TAKE-OFF GROUND RUN ———==4 TAKE-OFF DISTANCE OVER 50 FOOT BARRIER __ TAKE-OFF DISTANCE UNDER VARIED CONDITIONS weigne | atumde | e o T o pn 2100 S 40 880 660 460 1450 1100 850 2550 .............. E ............ 4 0 ...... . 1280 ............. 1000 ........... 720 2000 1600 .......... 1300 ...... 2100 L 60 940 720 500 1550 1200 950 B e e L T 2100 E 80 1000 780 540 1650 1300 1050 B o S et 2 2100 2 30 1000 750 380 1650 1300 10C0 22t : e o e 2100 ° 50 1060 820 500 1850 1450 1150 2550 .............. 1; ............ 50 ........... 1540 ............ “70 800 .......... 2600 .......... Z OSO .......... l 700 ....... 2100 ’5 70 1120 860 620 2050 1600 1300 oo L e Tl 2100 4 20 1120 870 620 1900 1500 1200 e o o e 2 2100 ° 40 1200 920 660 2100 1700 1400 '“2550 ll.; 40 1740 1350 980 3000 ...... 2500 .......... 2000 ..... | 2100 'll?:‘ 60 1280 970 700 2300 1900 1600 ”2550 60 1840 1450 1040 3300 2800 2200 Example shown in shaded areas: Airplane weight 2550 lbs., airport altitude 2000 ft., take-off ground run distance 1240 ft., total take-off distance over 50 ft. Take-off Performance Chart air temperature 70° F., wind velocity 10 mph .= barrier 2250 ft. Also see 23 SECTION 11l THE PIPER COMANCHE X L = Max - Lift flaps TAKECOF > P{P2C e D c 15° Flap deflection FORMANCE <250 5 A ;———\ TAKE-OFF GROUND RUN—=| TAKE-OFF DISTANCE OVER S0 FOOT BARRIER TAKE-OFF DISTANCE UNDER VARIED CONDITIONS weign | atinge | pir | Sroumd i ot wna vetciy: | mors dtance cwind vty 2500 ; 40 760 580 420 1150 900 800 g B S LS QML ; 2500 L 60 830 640 460 1275 1000 825 2900 5 60 1180 920 680 1675 1350 1050 2500 E 80 900 700 500 1400 1100 850 2900 80 1260 980 720 1800 1450 1150 2500 2 30 900 700 500 1400 1150 900 2 o D 2T I L L 2500 ° 50 950 740 540 1500 1200 925 2900 ............. :. ....... S0 1310 1040 770 1900 1550 1200 E 2500 T 70 ] g et 2500 4 20 980 760 560 1600 1300 1000 - 2900 * 8 20 1400 1090 800 2000 1650 1300 s |0 Lo Qe [ s | a0 | aes [ e | o] 2900 ll;. 40 1490 1170 860 2250 1825 1450 o T T Lo Lo | s | e | mo | we | noo ] 2900 60 1580 1250 940 2500 2000 1600 Exaniple shown in shaded areas: Airplane weight 2900 lbs., airport altitude 2000 ft., air temperature 70° F., wind velocity 10 mph .= take-off ground run distance 1100 ft., total take-off distance over 50 ft. barrier 1700 ft. Also see Take-off Performance Chart 24 THE PIPER COMANCHE SECTION III slight back pressure on the control column to lift the nose wheel. Under normal take-off conditions the Comanche will leave the ground at about 65 M.P.H. Trying to pull the aircraft off before the proper speed is obtained will only pro- long the take-off run. After the take-off has proceeded to the point atwhich a landing could no longer be made with the wheels down in the event of power failure, the gear should be retracted. As soon as the gear is up and sufficient altitude has been gained, reduce power to climb setting. For a minimum take-off run in the Comanche 250, the Max-Lift flaps should be lowered to the recommended 15 de- grees. With the flaps in this position the take-off run will be reduced approximately 20 per cent. Normally flaps are not used during crosswind take-offs. It is desirable to hold the nose wheel on the runway until a higher than normal take-off speed is obtained, then apply a definite but not abrupt back pressure to the control column to lift the aircraft from the runway. Once airborne, set up the required crab angle, retract the gear,and continue the climb- out. During cold weather operation, when taking off from slush or water covered runways, allow the gear to remain down longer than usual so that any slush remaining onthe gears will freeze and be broken away when the gear is retracted. CLIMB The best rate of climb is -obtained at 96 M.P.H. indicated airspeed at sea level on the 180,105 M.P.H. on the 250. This speed should be decreased about 1 M.P.H. per thousand feet of altitude so that at 10, 000 feet the best airspeed for max- imum rate of climb is 86 M.P.H. A good rate of climb is obtained at lower altitudes at 100 to 110 M.P.H., while for- ward speed is increased. Reducing the climbing airspeed below 95 M.P.H. at low altitudes has the added disadvantage of cutting down forward visibility. Extended climbs at speeds below that figure are not recommended. 25 SECTION I1I THE PIPER COMANCHE 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 cruising speed is 160 M.P.H. (T.A.S.) at 75% power at 8000 feet altitude. This power sétting is obtained under standard conditions at 2400 R.P.M. 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 recommended cruising speed of 181 M.P.H. at 75% power at 7000 feet, 2400 R.P.M. and 22.6" M.P. Fuel consumption at this speed approximates 14 gallons per hour. This gives a cruising range with standard fuel of 4.3 hours or 740 miles, and with auxiliary fuel cells installed a range of 6.4 hours or 1100 miles. To keep engine wear, fuel consumption, and noise at reasonable levels, cruising R.P.M.'s from 2100 to 2400 are recommended with appropriate Manifold Pressures to obtain. power settings of 65% to 75% power at low and intermediate aldtudes. With the Hartzell propeller installation on the 180 or 250, Manifold Pressures of more than 23.5" should not be used at less than 2250 R.P.M. to avoidundesirable propeller stresses. Otherwise, there are no power setting limitations. For minimum fuel consumption and maximum efficiency, the best power settings during cruising flight are with minimum R.P.M. 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 R.P.M. Use of the mixture control in cruising flight reduces fuel consumption significantly, especially at higher altitudes. The mixture shouldalways be leaned during cruising operationover 5000 feet altitude, and normally also at lower altitudes at the pilot's discretion. 26 THE PIPER COMANCHE SECTION III The continuous usc of carburctor hcat during cruising flight reduces power and performance. Unless icing conditions in the carburetor are severe, do not cruise with the heat on. Apply heat slowly and only for a few scconds 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 recommended 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 com- pletely out. This will take approximately two hours if the tanks were full, including the reserve quantity at take-off, and will leave about one more hour's fuel left 1n the sccond tank. On the 250 a similar procedure should be used kecping the fuel loadin an approximate balance to avoid wing heaviness. If auxiliary tanks are installed, it is suggested that the fuel in the two auxiliary tanks be uscd [irst. STALLS The gross weight stalling speed of the two Comanche ‘models with full flaps and gear down is 61 M.P.H. The stall speed of the Comanche 180 increases about 5 M.P.H. with flaps and gear up. The stall speed of the Comanche 250 will increase about 9 M.P.H. in the same configuration. All con- trols are effective at speeds down to the stalling speed. Stalls are gentle and the airplane is easily controlled. APPROACH AND LANDING Before Landing Check List: Mixture "RICH". Propeller set. Carburetor heat "OFF" (unless icing conditions exist). Electric fuel pump "ON". Fuel selector on proper tank. . Landing gear "DOWN". (Under 150 M.P.H. check green light "ON'", warning horn "OFF", gear emergency NN WN 27 SECTION III THE PIPER COMANCHE PERFORMANCE oI 27° Flap detlection (_Kr Standard flaps uunms GROUND ROLL — LANDING DISTANCE OVER 50 FOOT BARRIER LANDING DISTANCE UNDER VARIED CONDITIONS Weight Altitude Air Landing roll - max. braking effort] Total distance at wind velocity Temp. 0 mph. 10 mph. 20 mph. 0 mph. 10 mph. 20 mph. 2100 E 10 350 240 130 1230 1060 810 S E PR 440 ............. 310 u,o ........... 1320 .......... “40 .......... 9. 00 ....... ] 2100 1;: 60 370 250 140 1260 1090 840 - v - o } .35(.). ........... 200 ............ l.;;.o. .......... ,”,.5;0 i - E 2100 L 0 390 260 150 1290 1120 870 2550 50 480 350 220 1360 1160 920 2100 2 30 380 250 140 1280 1110 460 2”0 ........ ... g ............ 30 ........... "0 ............. “0 ............ 100 ............ 1 350 .......... 1 1 HO ......... 9,0 ....... 2100 : 50 400 270 150 1300 1120 870 2550 .............. Fof 50 ..... o ” " o e 920 ....... 2100 1[E 70 420 290 160 1320 1130 880 ........................................................................................................................ cosadeiireieneiiines 2550 T 70 510 350 220 1390 1200 930 2100 4 20 100 270 150 1310 1130 370 ................ L oteeeeefeeriireee e e 2550 3 20 490 340 200 1390 1200 930 2100 ° 40 420 290 160 1340 1160 900 zsso ....... i 40 510 300 220 1410 1220 930 2100 5 60 440 310 170 1370 1190 930 2550 60 530 380 240 1430 1240 970 Example shown in shaded areas: Arrplance weight 2550 Lbs ., airport altitude 2000 ft., air temperature 70° F., wind velocity 10 inph.s stopping distance with maximum braking cffort 350 ft., total landing distance from over S0 ft. barrier 1200 ft Also see lLanding Performance Chart 28 THE PIPER COMANC HE SECTION 111 LANDTN PA-24- C__N»—\D . — 32° Flap deflection 1/_%{ Max-Lift flaps pipd [g— |-— LANDING GROUND ROLL—— | =— LANDING DISTANCE OVER 50 FOOT BARRIER LANDING DISTANCE UNDER VARIED CONDITIONS weighs | aite | e Lo vl e ke wftn | Tod dstance s ind seocry 2500 s 40 740 560 400 1260 1010 800 2900 .............. 2 ............ ‘.1.0. ............ 330 ............. 630 ........... 710 ........ | 330 .......... “20 9 - 2500 = 60 780 590 430 1290 1050 830 ............................................................. T 2900 ]é 60 920 720 550 1420 1160 930 2500 : B 820 1. 620 .20 30 100 ) B0 "2900 - 80 960 760 590 1460 1200 960 2500 p) 30 790 600 450 1310 1070 840 * 2900 """"""""" g .......... 3 o 920 730 560 - 1430 1160 940 2500 ° 50 830 630 480 1340 1100 870 2900 ............ F ..... S0 950 760 580 1470 1200 950 s0 | o5 |0 w0 | o0 | s | a0 | w0 | os0 2900 | T 70 980 790 620 1510 1240 1000 2500 4 20 830 640 470 1350 1100 900 ............................................................................................................................................ ; 2900 g 20 970 780 620 1480 1220 980 2500 ° 40 870 680 510 1390 1130 920 ,m .............. F .......... - o - o - - o 2500 e & 520 720 350 fase o poueo 2900 T 60 1050 840 660 1560 1300 1040 Example shown in shaded areas: stopping distance with maximum: braking effo 1240 ft. Also see Landing Performance Chart rt 790 ft., Airplane weight 2900 lbs., airport altitude 2000 ft., air temperature 70° F total landing distance from over 50 ft. wind velocity 10 mph .5 barrier 29 SECTION III THE PIPER COMANCHE handle in "FORWARD'" position. 7. Flaps as desired (under 125 M.P.H.) During the approach, the landing gear can be lowered at speeds under 150 M.P.H., preferably on the downwind leg. The airplane should be trimmed to approach speed of about 85 M.P.H. and flaps extended. The flaps can be lowered at speeds up to 125 M.P.H., if desired. The propeller should be sct at full R.P.M. or ata high cruising R.P.M. 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 crucial 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 atthe 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 approachthe ground at higher than normal speeds with partial or no flap. Maximum braking effect during short field landings can be obtained by holding full back on the control wheel with flaps up while applying brakes. This forces the tail down and puts more load on the main wheels, resulting in better traction. EMERGENCY PROCEDURES Manual Gear Extension: Manual landing gear extension is accomplished with the telescoping lever located directly aft of the nose wheel housing. This control can beused only to extend the gear if the electrical actuating system has failedand notto retractthe gear manually without the use of the electric motor. With the electric motor 30 THE PIPER COMANCHE SECTION II1 disengaged from the gear torque tube, as required in extending the gear manually, there is no mechanism for holding the gear in the "UP" position so that the gear will not stay up if retracted man- ually. To extend the gear, re- move the cover over the emergency disengage control located between the two front seats, and follow the instruc- tions on the back of this cover as follows: 1. Airspeed not over 100 M.P.H. 2. Landing gear switch in center "OFF" position. 3. Disengage electric motor by pushing motor release arm forward through full travel. 4. Extend emergency handle to full length. S. Push handle forward full travel to extend the landing gear. After the gear has been extended manually, do not perform any unnecessary operation to the gear until the aircraft is placed on jacks. To return the system’ to normal electric operation, re-engage the electric motor to the landing gear extension torque tube by following the procedure given: 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. 3. With landing gear control switch move end of the electric motor drive shaftinto position about half way back so that the slot in the drive shaft is near the mating pin on the torque tube. 4. 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. 31 SECTION I1I THE PIPER COMANCHE S. Lock the drive shaft to the torque tube by pulling the motor release arm full back to the normal locked position. Gear-Up Landing: A gear-up landing should only be made during an emer- gency (1) when the surface is too soft or rough to permita 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, (3) when a water landing is necessary. In the event ofa 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 at minimum speed. Engine Failure: The most common cause of engine failure is mismanage- ment 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 being 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. 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. MOORING The Comanche should be moved on the ground with the aid of the nose wheel-tow-bar provided with each plane and stored in the baggage compartment on the bottom of the hat shelf. Tie-down ropes for mooring the airplane can be fastened to the wing tie-down rings and the tail skid. 32 THE PIPER COMANCHE SECTION 111 The aileron and elevator controls should be secured by means of the safety belt to - prevent control surface dam- age. The rudder is held in position by its connections with the steerable nose wheel and does not need to be secured except under unusually high wind conditions. The flaps are locked in position when left full "UP", so should always be retracted for moor- : ing to prevent wind damage and permit using the flap as a step. OPERATING TIPS In the operation of the Comanche, as in that of any other type of aircraft, there are a few points of technique and information that apply particularly to this model. The follow- ing Operating Tips may be helpful in the operation of the Comanche: (1) Remember that when the navigation lights are on the gear position lights are very dim. (2) Learn to trim the airplane for take-off so that only a very light back pressure on the wheel is required to lift the ship off the ground. (3) On take-off, do not retract the gear prematurely. The aircraft may settle and make contact with the ground because of lack of flying speed, atmospheric conditions or rolling terrain. (4) The best speed for take-off is at about 65 M.P.H. under normal conditions. Trying to pull the airplane off the ground at too low an airspeed will increase the take-off roll rather than decrease it. (5) Althoughit is permissible to extendthe landing gearat 33 SECTION III THE PIPER COMANCHE speeds up to 150 M.P.H., the loads on the landing gear exten- sion motor and on the gear doors are much lower if slower speeds are used. For this reason, it is recommended that unless thereis good reason tolower the gear ata higher speed, it should normally be extended at speeds below 125 M.P.H. (6) Theflaps can belowered atairspeeds upto 125M.P.H. To reduce flap operating loads, however, it is desirable to slow the airplane to 100 M.P.H. or less before extending the flaps. At these reduced speeds, the load applied to the flaps is greatly reduced. (7) During gear operation keep the floor area under the emergency gear lever clear. Restriction to movement of the lever will cause the gear motor circuit breaker to open. (8) Always ascertain position of landing gear by the position of the emergency gear lever as well as the gear position lights. (9) If, under unusual circumstances, the landing gear motor is apparently being overloaded and the circuit breaker opens repeatedly, the electric motor can be assisted by apply- ing light hand pressure to the emergency gear lever. (10) Before attempting to reset any circuit breaker, allow a two to five minute cooling off period. (11) When landing and upon making contact with the ground on the main wheels, neutralize the rudder pedals, apply additional back pressure to the control wheel and retract the flaps. This gives best directional control on the ground and provides for full effectiveness of the brakes during the landing roll. 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. 34 SECTION IV PERFORMANCE CHARTS Take-off Performance - PA-24-180 Take-off Performance - PA-24-250 True Airspeed vs Standard Altitude - PA-24-180 True Airspeed vs Standard Altitude - PA-24-250 Range vs Standard Altitude - PA-24-180 Range vs Standard Altitude - PA-24-250 Rate of Climb vs Standard Altitude - PA-24-180 Rate of Climb vs Standard Altitude - PA-24-250 Landing Performance - PA-24-180. La;lding Performance - PA-24-250. Power Chart - Lycoming O-360-A . Power Chart - Lycoming O-540-A1B5 Power Setting Table - Lycoming Model O-360-A Power Setting Table - Lycoming Model O-540-A 35 36 37 38 39 40 41 42 43 44 45 46 47 48 THE PIPER COMANCHE SECTION IV PIPER COMANCHE PA-24-180 ——em e TAKEOFF DISTANCE OVER 50 FOOT OBSTACLE AT VARIOUS ALTITUDES TEMPERATURES, b—f—ip}y {- - ~WEIGHTS AND WINDS - 000 | | ' | ! AT ocFLaps, | | i TAKEOFF AT 130 X STALL SPEED ! ! | ! i | | L b A ke PAVED SURFACE ! TO OBTAIN TAKEOFF DISTANGE -\ | . PLOT TEMPERATURE AND PRESSURE ALTITUDE AT A. 2. TRANSFER TO B ON GROSS WEIGHT LINE. 3. TRANSFER PARALLEL TO REFERENGE LINE TO C. AT PROPER GROSS WEIGHT. — l 4. TRANSFER TO D ON O-WIND LINE. 5. TRANSFER PARALLEL TO REFERENCE LINE TO E AT PROPER WIND. | l 6. READ TAKEOFF ousrmce AT i i fi}_ — 500 Lfi——- — - ~—£*~_A‘w*r Jp__L——L 400 0 20 40 60 80 25 24 23 22 21 20 0 110 20 30 TEMPERATURE WEIGHT, LBS HEADWIND °F X 100 M.P.H. 35 TAKEOFF DISTANCE , FEET SECTION 1V THE PIPER COMANCHE PIPER COMANCHE PA-24-250 TT T T 1T T 1T 717 T 71 71T T 1 __ TAKEOFF DISTANCE OVER 50 FOOT OBSTACLE_| AT VARIOUS ALTITUDES , TEMPERATURES, 'WEIGHTS AND wmos[ I5° SLOTTED FLAPS | ) " TAKEOFF AT 130 X STALL SPEED | To oBTAIN TAKEOFF DisTance-| | | | I. PLOT TEMPERATURE AND PRESSURE ALTITUDE AT A. 2. TRANSFER TO B ON 2900 GROSS WEIGHT LINE. | | | '[3. TRANSFER PARALLEL TO REFERENCE LINE TO G AT PROPER L GROSS WEIGHT. ~ 2000 4. TRANSFER TO D ON O-WIND LINE. - 5. TRANFER PARALLEL TO REFERENGCE LINE TO E AT PROPER WIND. w {6.READ TAKEOFF DISTANCE AT F L T - w - w LN \ e &PAVED SURFACE / \ \ ~! ':," \ 2 Qé}/ \ \\ 5000 ’u', ,\o&‘/ - \\ \ ] o Q w AL NN o0 5 S /// . A\ \ X T TEN P AR RTY s. < /// \\X \\\\ 3000 : o™ A /__/\\\ \\\ N o ST }r//‘g \\ D\ N \ _1032/'5;; B f E\—\_ wi\\ \\~ £ 2000 ‘ AT 1 S N S §§§\§\\\3000/ L] ¢L \\\. [~ —\0004: % \\\x§—~ 1000 S\ : < |I 0 20 40 solao 2900 2700 2500 0 10 20 30 ° TEMPERATURE WEIGHT HEADWIND °F LBsS. M.P.H. 36 THE PIPER COMANCHE SECTION IV PIPER COMANCHE PA-24-180 TRUE A\|/§ SPEED STANDARD ALTITUDE 8 GROSS WEIGHT 2550 LBS. ® B N W S Lo\ _§?§; AN R %}\\= %) 28 / k" 3s / [l 17 Z L S [ Ty rE g g g 1e | F3 sl | &1 13™ c o T TR A / M0 120 130 140 150 160 170 180 TRUE AIR SPEED,M.PH. 37 SECTION IV 8000 12000 16000 STANDARD ALTITUDE, FEET 4000 40% POWER, 100 P THE PIPER COMANCHE PIPER COMANCHE PA-24-250 TRUE AIR SPEED VvS§ STANDARD ALTITUDE GROSS WEIGHT 2900 LBS, 130 40 150 iI60 170 180 190 200 38 TRUE AIR SPEED,M.PH. SECTION IV THE PIPER COMANCHE PIPER COMANCHE PA-24-180 RANGE VS STANDARD ALTITUDE GROSS WEIGHT 2550 LBS. MIXTURE LEANED 1000 RANGE, MILES 900 700 800 1200 1100 0009i —o0031 0008 1334 30NLUNV GHVANVLS ooov 39 THE PIPER COMANCHE SECTION IV PIPER COMANCHE PA-24-250 1334°30NLILTV QYVANVYLS (13n3'S3M) HAO 'L H 001'HIMOd % Ot e = e e wm e = vl a - > o mlem = mlon = - - oo mle o ole o el - - - __ i (13n4°S34) HdOGR e C11'U3MOd % St W oo+ a0 by aasle ot o= spospastenpantn S 3| [T ke = o3 (1303°S38) Hao 2 ay oa. o . | N T T ” M _ _ _ »WW&#MWI&IW\)O&INO@ E M z w AJWDMWWIv—IQQ—V . — ._ lllnll4lll lllrll.-l o N 1881 ‘Happy % - N% T w -3 TP~ M m ©cx Hd9G HOOFYIMOg %O w - | l | M 3 X ‘Hd9 68 .n:n___ .mu;oa_xmv m @ = .zawo_fmm_.zu.;oa_.\.mm @ ! S —— n_.\lv m :a_om_._&mw__ H43IMOJ %g9 . . | HdO 1 H 881 'N3IMOd %oy 0009I 0002¢i 0008 000+ 1300 1500 1700 RANGE, MILES 1100 700 900 40 THE PIPER COMANCHE SECTION IV PIPER COMANCHE PA-24-180 RATE ?/ls"' CLIMB STANDARD ALTITUDE GEAR AND FLAPS RETRACTED CLIMB SPEED AT SEA LEVEL DECREASE | MPH. PER 1000 FEET 32000 24000 Ve 0 VoS 0 'STANDARD ALTITUDE, FEET 4 < 0 é% O NQ, N\, \\. \\‘ | \ N\ N N 200 400 600 800 1000 1200 1400 RATE OF CLIMB, FEET PERMINUTE 8000 41 SECTION 1V _ THE PIPER COMANCHE STANDARD ALTITUDE, FEET 42 PIPER COMANCHE PA-24-250 RATE OF CLIMB STANDARD ALTITUDE O GEAR AND FLAPS RETRACTED 81‘ CLIMB SPEED AT SEA LEVEL “l DECREASE | M\PH. PER 1000 FEET ”m \\o S—\ '< \o R 5 N ? O 8 1\ | X g%< S 5, \ % L\ 8 A ‘o, 3 N \\ \\ . N \ 200 600 1000 1400 1800 2200 2600 RATE OF CLIMB, FEET PER.MINUTE THE PIPER COMANCHE SECTION IV PIPER COMANCHE PA-24-180 17 1 1T 1 1 T T T ' T 1 . LANDING DISTANCE OVER 50 FOOT OBSTACLE AT VARIOUS ALTITUDES , TEMPERATURES, 7 7 "WEIGHTS AND WINDS = = <27° FLAPS - : APPROACH AT 130 X STALL SPEED ' -+ — 4 4 4 i ! { PAVED SURFACE g} l 4 ’ ’ - - . 1 ¢ 1700 LANDING DISTANCE , FEET < 1600 1500 1400 1300 1 1200 - 1100 TO OBTAIN LANDING DISTANCE- }' I. PLOT TEMPERATURE AND PRESSURE ALTITUDE AT A. 1 ;2. TRANSFER TO B ON GROSS WEIGHT LINE. 1 1000 3. TRANSFER PARALLEL TO REFERENCE LINE TO C AT PROPER WEIGHT. 4 4. TRANSFER TO D ON O-WIND LINE. | 5. TRANSFER PARALLEL TO REFERENCE LINE TO E AT T ‘ T PROFPER WIND. . bo—t ‘ — 6. READ LANDING DISTANCE AT F. ‘ | | T ==y T f 1 800 ] | | | | 11“]‘ *lybs' '[vo 1 ‘L_“.v J‘ 1 l‘l l' l 1 l i i L ]700 0O 20 40 60 BO 25 249 23 22 21 20 O S 10 15 20 TEMPERATURE WEIGHT , LBS. HEADWIND °F X 100 M.PH, 43 SECTION IV THE PIPER COMANCHE PIPER COMANCHE PA-24-250 L* LANDING DISTANCE OVER 50 FOOT OBSTACLE —- i | AT VARIOUS ALTITUDES, TEMPERATURES ‘_J e —_—r ‘, WEIGHTS AND WINDS | | ' | 32° SLOTTED FLAPS o B | APPROACH AT 1.30 X STALL SPEED T I 1 by PAVED SURFACE | 1806 LANDING DISTANCE , FEET eyl TO OBTAIN LANDING DISTANCE- ~1. PLOT TEMPERATURE AND PRESSURE ALTITUDE AT A\ _\ ' 2. TRANSFER TO B ON GROSS WEIGHT LINE. ~3. TRANSFER PARALLEL TO REFERENGE LINE TO G AT —\—+\-\ PROPER WEIGHT. ~4. TRANSFER TO D ON O-WIND LINE. 5. TRANSFER PARALLEL TO REFERENGE LINE TO E AT ! o0 r PROPER WIND. N - —_ | 6. 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Battery Service Brake Service . Landing Gear Service . Lubrication Chart Fuel Systems . Care of Air Filter Care of Windshield and Windows . Serial Number Plate 49 49 S0 S0 S2 oS4 S5 THE PIPER COMANCHE SECTIONV SECTION V MAINTENANCE This section of the Comanche Handbook contains inform- ation which pertains to minor maintenance of the airplane. Any complex repair or modification should be accomplished by a Piper Certified Service Center or equivalent. TIRE INFLATION For maximum service from the tires on the Comanche, keep tires inflated to the proper pressure of 27 lbs. 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 wheel should be maintained whenever possible upon reinstallation. OQOut of balance wheels cancause extreme vibration in thelanding gear during take-off. In the installation of new components, it may be necessary to rebalance the wheels with the tires mounted. 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. 49 SECTION V THE PIPER COMANCHE BRAKE SERVICE The brake system is filled with Univis No. 40 (petroleum base) hydraulic brake fluid. This should be checked at every 100 hour inspection and replenished when necessary, refilling the brake reservoir on the fire- wall 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 nut and withdrawing the axle bolt, the axle retainer cups, the axle, and remove four bolts from the brake assembly after which the wheels slip freely from the wheel fork. Tires are dismounted from the wheels by deflating the tube, then removing the wheel through-bolts, allowing the wheel halves to be separated. LANDING GEAR SERVICE In jacking up the Comanche for landing gear and other service, a jack kit (available through the Piper Aircraft Distributor Service Departments) should be used. This kit includes two hydraulic jacks anda tail support. Approximately 300 lbs. 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 according to instruction on the units. All three oleos should be extended until about 2-3/4'" 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 30 THE PIPER COMANCHE HOURS[LUBRICANT RUDDER MHINGES AND HORN e e STARILATOR BEARINGS 100 | A [~ STABILATOR TRIM s Tag '00 e STAB'L ATOR ADJUSTMENT 100 STABILATOR CONTROL puLLEYS '00 I DOOR AND B AB00R HiNGES 100 AILERON AND FLAP fié:GENi. 100 PULLEY, BLLLCRA RIGHT AND LEFT HINGES- 100 ! Eflcr: IN LANDING GEAR WGREASE FITTINGS RIGHT AND LEFT, 100 6 EACH MAIN WHEEL BEARINGS RIGHT AND LEFT 100 " LANDING GEAR SYSTEM 500 (SEE NOTE 2) LUBRICA';ION CHART OR PIPER COMANCHE PA-24 SECTION V LUBRICANT (HOURS v (SEE CAUTION 4) 100 CONTROL COLUMN 50 OF RESERVOIR MZCHANISM STABILATOR Tnum 250 PULLEYS i BRAKE RESERVOIR, MAINTAIN FLUID LEVEL INDICATED ON THE SIDE 100 RUDDER ADJUSTMENT 100 HINGES-NOSE wHEEL COR, 2 TCTAL WITH A CASTOR OiL OR ESTER BASE. E CABLES FROM THE COCKPIT AS THIS MAY CAUSE ENGINE OIL TANK, DRAIN AND RE.*’I% e DETERGENT) 50 [FUEL SELECTOR VA | E UT FA-24- 180 LEGEND ©]500 INTERNAL faRts AV v i2 QT PA-24-250 @ |MIL-G-6032 LUBRICANT L \USE MIL-G-6032 GREASE NOTES O |MIL-G-718 GREASE- GEAR AND AT | | | RUE. STSTEM- THE FOLLOWING POITS REQUIRE REGULAR SERVICING.— ACEOSTOR ! i &5 ) CAUTIONS FUE. PP STRAINER - CARBURETOR SCREEN- L- |MIL-L-7870 OIL-GENERAL PURPOSE ! DO NOT USE A NYDRAULIC fLuip FLTEE BOW_-0UTK DRAIN UN'T LOW TEMP LUBRICATION ' 2 DO NOTY OVER-LUBRICATE PEDESTAL CONTRQ s 2 LMONG GEAR RETRACTION SYSTEM-WHEN REASSEMBLING TRANSMISSION, FILL TRANSMISSION D MILL-7711 GREASE- LUBRICATION | 3. DO NOT APPLY LUBRICANT o R | - COVEF 7 FJU_. OF ‘GEAR AND ACTUATOR GREASE™ SPECIFICATION MIL-G-7118. APPLY THIN GENERAL PURFOSE AIRCRAFT { 4. UNDER N ) - UBBER PARTS. 05 0F TEAR AND ACTUATOR GREASE” TO RETRACTION SCREW AFTER CLEANING O [micL-3ses crease-LusRicaTION 10 T NE ReGRCUMSTANCES SHOULD Th EVEPr & oy me HIGH TEMPERATURE suppage T N OF THE FUSELAGE SE LUBRICATED- T ANDST GEZE STRUTS-FOLLOW INSTRUCTION PLACARD ON OLEO STRUT. @ [MILG3278 GREASE -~ AIRCRAFT AND 5. REMOVE | 4 DURING ROUTINE MAINTENANCE CHECKS, APPLY LUBRICATION TO INSTRUMENTS' ALL EXCESS GREASE fR ¥ET a hwades O [MiL0-5606 HYDRAULIC FLUID (RED) OM GREASE FITTiNGS S BATTERT-Mfly BATTERY FLUID LEVEL,8 BATTERY CONDITION EVERY 25 HOURS. NON-DETERGENT ¥ 5 G € Mln i ergp ATION UNTIL % LYCOMING SERVICE | e N e e B 10 St SR oy 1014 FOR Use OF DEvEmsEnY Grr T IF WPER AFUTER 1S INSTALLED, CLEAN FILTER BY TAPPING THE UNIT“ LIGH SAE 20 BELOW 10° AiR TEMP | AGANSY& WaRD SU . DO NOT USE SOLVENT OR COMPRESSED AIR. THE PIPER COMANCHE SECTIONV the oleo to compress fully. Next remove the air valve core and fill the unit through this opening. Then compress the oleo to within 1/4" of full compression, allowing air and excess 0il to escape. Then reinsert the valve core and pump up the strut. FUEL AND OIL REQUIREMENTS Aviation Grade 91/96 Octane (minimum) fuel mustbe 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 O-360-A is 8 quarts, and the minimum safe quantity is 2 quarts. For the O-540-A, the capacity is 12 quarts and the minimum safe quantity 2-3/4 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 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 ’ 3 screws are leveling points = g . ? 9 ." : o L)\\\Mfiflg and the airplane is longitu- Placed on the head of these Longitudinally Level dinally level when a level 52 SECTION V THE PIPER COMANCHE 1. Fuel strainer 2. Fuel selector S. Carburetor 3. Left fuel tank 6. Electric fuel pump 4. Engine driven pump 7. Right fuel tank Fuel System Comanche -180 H.P. 53 THE PIPER COMANCHE SECTIONV .@\IO\(II‘UN'- Fuel strainer Fuel selector Main fuel cell 1 "’ Auxiliary fuel cell ' Engine driven pump Carburetor Electric fuel pumps Engine primer Fuel Systemm Comanche-280 With Auxliliary Fuel System PA-24-250 54 SECTION V THE PIPER COMANCHE screws indicates level. (2) To put the airplanein a longitudinally level position on scales, first block the main gear oleos to full extension, then deflate the nose wheel tire until the proper position is reached. For rigging purposes only, place airplane on jacks. (3) To level the airplane laterally, place alevel across the floorboard at station 136.5 bulkhead (in baggage compart- ment between rear Spar Laterally Level attachment points). Rigging: Although the fixed flight surfaces onthe Comanche obviously cannot be adjusted in position for rigging purposes, it may be necessaryon occasion to check the position of these surfaces. The movable surfaces, with the exception of the flaps, all have adjustable stopsas well as adjustments on their cables or push-pull connections so that their range of movement can be altered. The positions and travels of the various surfaces are as follows: (1) Wings: 5° dihedral, no twist. (2) Stabilator: No dihedral, travel - PA-24-180 13° up, 50 down, +1°;PA-24-250 14° up, 4° down, + 1°. (3) Fin: Should be vertical and in line with center of fuselage. (4) Ailerons: Travel 19° up, 15° down, + 1°. (5) Flaps: Travel - PA-24-180 27° downinthree 9° incre- ments; PA-24-250 320 down. (6) Rudder: Travel 259 left or right, + 20, For purposes of changing the lateral trim, a fixed tab is provided on the leftaileron which can be adjustedas necessary. CARE OF AIR FILTER The carburetor air filter must be cleaned at least once S5 THE PIPER COMANCHE SECTION V every fifty hours and depending on the type of condition existing, it may be necessary to clean the filters daily or every five hours. Extra filters are inexpensive and should be kepton hand and used for rapid replacement. The following cleaning procedure is recommended by the manufacturer of the filter: (1) Remove air scoop. (2) Remove filter from cowling. (3) Tap gently to remove dirt particles. Do not use com- pressed air. (4) Reassemble to cowling and replace scoop. CARE OF WINDSHIELD AND WINDOWS A certain amount of care is required to keep the plexiglas windows clean and clear. The following procedure is recom- mended: (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. SERIAL NUMBER PLATE The serial number plate on the Comanche is located on the inside of the baggage door. The serial number of the plane should always be used in referring to the airplane in serviceor warranty matters. 56 PIPER AIRCRAFT CORPORATION WARRANTY Piper Aircraft Corporation (“Piper”) warrants each new airplane, radio, and part manufactured by it to be free from defects in material and workmanship under normal use and service, Piper’s obligation under this warranty being limited to either repairing or replacing any part or parts thereof that shall, within one year after delivery in the case of Piper manufactured radio equipment or within six months after delivery, 150 hours of operation, or 30 days after discovery of the defect, whichever shall first occur, in the case of the airplane or any other part or parts, be returned to Piper at its factory with tx:ansportation charges prepaid and that Piper’s examination shall disclose to its satisfaction to have been defective. Upon the expir- ation of the applicable period aforesaid any such obligation or liability shall terminate. This warranty shall not apply to any air- plane or part manufactured by Piper that shall have been repaired or altered outside of Piper’s factory or that shall have been sub- ject to misuse, negligence or accident. Piper further warrants to the person purchasing directly from Piper (“‘the buyer’”) as to each new airplane and part manufactured by Piper that (a) the title to such article conveyed by Piper is good and its transfer rightful, (b) such article is delivered to the buyer free from any security interest or other lien or encumbrance of which the buyer at the time of purchase has no knowledge or notice and (¢) such article is delivered to the buyer free of the rightful claim of any third person by way of infringement or the like. Piper makes no warranty whatever with respect to engines, radios manufactured by others, propellers, ignition apparatus, starting devices, generators, batteries, or other trade accessories, inasmuch as such products are usually warranted separately by their respective manufacturers. NO OTHER WARRANTY, WHETHER OF MERCHANTABILITY, FITNESS OR OTHERWISE, EXPRESS OR IMPLIED IN FACT OR BY LAW, IS GIVEN BY PIPER WITH RESPECT TO ANY NEW AIRPLANE OR PART, AND NO OTHER OR FURTHER OBLIGA- TION OR LIABILITY SHALL BE INCURRED BY PIPER BY REA- SON OF THE MANUFACTURE AND/OR SALE OF ANY NEW AIR- PLANE OR PART OR OF ITS USE, WHETHER FOR BREACH OF ANY WARRANTY, NEGLIGENCE OF MANUFACTURE OR OTHERWISE. In no event shall Piper be liable for special or con- sequential damages. No distributor, dealer, agent or employee of Piper is authorized to extend any other or further warranty or incur any additional obligation on Piper's behalf in connection with the sale of its products. (230 039) THE PIPER COMANCHE INDEX SECTION I Page Specification Features . | Power Plant 1 Performance . 1 Weights . 2 Fuel . 3 Baggage . 3 Dimensions 4 Landing Gear- 4 SECTION I1 Design Information S Engine and Propeller . 2 Structures . ; Landing Gear- o Control System - 10 Fuel System - > Electrical System . 13 Heating and Ventilating System . . Instrument Panel 16 Baggage Compartment 6 Seats . SECTION 111 9 Operating Instructions o Preflight . . o1 Warm-up and Ground Check . 52 Take-off c e e e e e 25 Climb . . . . . . . « « « « s e e > Cruising . . . . . . . . . e e 57 Stalls, . . . T 30 Emergency Procedures R " 30 Manual Gear Extension, . . . . . + = ° "3 Gear-up Landing THE PIPER COMANCHE INDEX (cont) Page Engine Failure . . . . . . . . . . . . . . 32 Mooring. . . . . . . , . . . o . . . . . . 32 Operating Tips . . . . . . . . . . . . . . . 33 Weightand Balance . . . . . . . . . . . . . 34 SECTION IV Performance Charts . . e e« .« .« . 35 Take-off Performance - PA 24 180 e v« « o« « . 35 Take-off Performance - PA-24-250 . . . . . . 36 True Airspeed vs Standard Altitude - PA-24- 180 .. 37 True Airspeed vs Standard Altitude - PA-24-250 . . 38 Range vs Standard Altitude - PA-24-180 . . . . . 39 Range vs Standard Altitude - PA-24-250 . . . . . 40 Rate of Climb vs Standard Altitude - PA-24-180 . . 41 Rate of Climb vs Standard Altitude - PA-24-250 . . 42 Landing Performance - PA-24-180. . . . . . . . 43 Landing Performance - PA-24-250. . . . . . . . 44 Power Chart - Lycoming O-360-A. . . . . . . . 45 Power Chart - Lycoming O-540-A1D5 . . . . . 46 Power Setting Table - Lycoming Model O-360- A .. 47 Power Setting Table- Lycoming Model O-540-A . . 48 SECTION V General Maintenance. . . . . . . . . . . . . . 49 Tire Inflation . . . . . . . . . . . . . . . 49 Battery Service. . . . . . . . . . . . . . . 50 Brake Service . . . . . . . . . . . . . . . 50 Landing Gear Service . . . . . . . . . . . . 51 LubricationChart. . . . . . . . . . . . . . 52 Fuel Systems. . . . . . . . . . . . . . . . 52 Care of Air Filter. . . « + « « « .+ . . 54 Care of Windshield and W1ndows &« « « « « « + . 55 Serial Number Plate . . . . ., ., . . . . . . . 55 joRIYqNS !pIRPUBIS JAOQE sarnjesodwa) Il I0J 9In (0)2INqIRD Ul UOLIBLIBA " QI YoLa 10} S .10 APreWwixoe i N % seatd™djojruews ppy -~ *pIepuels Molaq soImjerddwdl Ioj - -grnjeradwal apninfe- plepuels wol} dInjerodway Ire Ide ainssoxd plojiuew 1091100 ‘Iamod jueISUOD UlEIUTEW O, - €91 — — » G Sl 691 T'LI — — 6 b1 g9l ¢€L1 6'L1 — 21 <U — — — — 0Ll____SLI 18l 981 91 7l — — — — ZL1 9Ll €81 691 6l I 961 . 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