PIPER COMANCHE OWNER'S HANDBOOK

6 tires. The nose’ gear is steerable through a 40 degree arc through use of the rudder pedals. As the nose gear retracts, the steering linkagedisengages to reduce rudder pedal loads in flight. The nose wheel is equipped with a hydraulic shimmy damper. Many of the parts of the three air-oil type landing gear units, including the forks, struts, and torque links, are interchangeable. All three gears are inflated to approximately 23 inches of strut extension. The landing gear is retracted or extended in 7 seconds by an electric motor installed under the front center floorboards, actuating push-pull controls to each of the gears. Manual extension of the 8 The Piper Comanche section 1 I secrion The Piper Comanche gear is accomplished with the Emergency Gear Lever aft of the nose gear well. : The brakes are actuated by a hand lever and a master cylinder locited under the front left floorboards along with the parking brake unit. The brake fluid reservoir is installed on the front left side of the firewall. To prevent inadvertent retraction of gear on the ground, a switch is installed on the left main gear which cuts off current to the re- traction motor until the gear is fully extended. This feature must not be tested during ground operation. A green light on the instrument panel below the landing gear switch indicates all gears down and locked. An amber light above the switch indicates gears up. These lights are antomatically dimmed when the navigation lights are turned on. 10 The Piper Comanche secrion | 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 trim crank in the cabin ceiling. The stabilator provides extra sta- bility and controlability with less size, drag nm;) weight than with conventional horizontal tail surfaces. 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 secrion The Piper Comanche VL. Fuel System: 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. Each fuel cell holds a maximum of 30 gallons. On the 180, 1o obtain the standard fuel quantity of 50 gallons 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 The Piper Comanche secrion | of failure of the standard engine driven pump. The electric pump is norimally 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 gasculetcs 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 ctear the line as well as the gasculator. 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 50 amperes. Electrical switches and circuit . breakers, located on the lower left instrument panel, control the navigation and instrument lights, 1 secrion The Piper Comanche 4 The Piper Comanche section: | 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. Allow approximately two minutes for breakers to cool before reset- ting. VIll. 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 laiches at the outboard upper corners. The entire rear 15 I secrion The Piper Comanche 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 ll.ftmg both the seat and the back as one unit from the cockpit. The Piper Comanche secrion | The Piper Comanche 1 secrion Buypel pun BuypueA WV HSEYA NIAVD &S WIV YELVEH NIEVO 4mm "TOW.INOD INJA NIEVD "JOYINOD LVEH NIEVD * "TOYINOD WHLISO¥IIA TOUINOD INHA NIEYD LETLNO YALSOWSEA LI TINO YELYEH LE'IND ¥ELYSH LETIN0 ¥IY HSA¥X JLEINI WIV HSEYS °AdBds SN ®a 18 SECTION TWO OPERATING INSTRUCTIONS L IL IIL v. V. VI VIIL VIIIL. IX. Prefight . . Starting . . Warm-up and Ground Check Take-off, Climb, Stalls Cruising . : Approach and Landing Emergency Procedures Mooring . . Weight and Balance Tips . . : Page 19 19 19 20 21 23 27 28 29 The Piper Comanche secrion Il OPERATING INSTRUCTIONS L. Preflight: Be sure that you have been thoroughly checked out before op- erating this aircraft. The following safety procedure instructions must become an jin- tegral part of the aircraft owner’s operational routine and/or pre- flight inspection. Before each flight, visually inspect the airplane, and/or deter- mine that: (1) The tires are satisfactorily inflated and not excessively worn, ] (2) 'The landing gear oleos and shock struts operate within imits. (3) The propellers are free of detrimental nicks. (4) The ground area under propeller is free of loose stones, cinders, etc. (5) The cowling and inspection opening covers are secure. (6) 'There is no external damage or operational interference to the control surfaces, wings or fuselage. (7) The windshield is clean and free of defects. (8) 'There is no snow, ice or frost on the wings or control surfaces. (9) The tow-bar and control locks are detached and properly stowed. (10) The fuel tanks are full or are at a safe level of proper fuel. (11) The fuel tank caps are tight. (12) The fuel system vents are open. (13) The fuel strainers and fuel lines are free of water and sediment by draining all fuel strainers once a day. (14) The fuel tanks and carburetor bowls are free of water. and sediment by draining sumps once a week. (15) There are no obvious fuel or oil leaks. (16) The engine oil is at proper level. (17) The brakes are working properly. (18) The radio equipment is in order. (19) There is adequate carburetor heat. 19 I secrion The Piper Comanche (20) The weather is satisfactory .for the type of flying you expect to do. (21) All required papers are in order and in the airplane. (22) Upon entering the plane, ascertain that all controls oper- ate normally, that the landing gear and other controls are in proper positions and that the door is locked. Il. Starting: ‘When the engine is cold, (under 40° F.) prime three.to five strokes; if extremely cold, pull the propeller through by hand four to six times before turning on the key ignition to “left” and engaging the starter button. The throttle should be open about one-quarter inch for easiest starting. On airplanes equipped with ignition key starter, disregard “left” mag starting instructions. 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, (over 40°F.) do not prime but turn ignition switch on immediately and engage starter. Warm start prim- ing can be accomplished by pumping the throttle, however care should be taken not to overload the engine this way. It is not necessary to turn the electric fuel pump on for starting. lll. 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 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 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 clear out the carburetor if any ice has formed. Tt should also be checked 20 The Piper Comanche secrion [l 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 hedt 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 normal 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 laose stones, cinders or other objects which can be picked up by the propeller, and which frequently cause extensive damage to the propeller blades. IV. Take-Off, Climb and Stalls: Just before take-off the following should be checked: (1) Controls free. (6) Carburetor heat off. (2) Flaps up. (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. 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 propeller and throttle 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 180, 95 MPH on the 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 altitudes at 100 to 110 MPH, while forward speed is increased. Reducing the climb- 21 1 secrion The Piper Comanche ing airspeed below 95 MPH at low altitudes has the added disad- vantage of cutting down forward visibility, so no speeds below that figure 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 gentle 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 8000 feet altitude. This power setting is obtained under standard conditions at 2400 RPM and about 227 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 4.3 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 65% to 75% 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, 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 hi (over 80% power) to be practical. With this installation, Maniy fold Pressures over 25” should not be used at less than 2100 RPM. 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 pover, consistent with the above limitations. Engine smoothness and noise level should be major factors in determining the best RPM. 22 The Piper Comanche secrion Il 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 intetvals 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 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 flaps can be lowered at speeds of up to 125 MPH, if desired. For final approach, trim the aircraft to approximately 85 MPH (PA-24-180), 90 MPH (PA-24-250) with full flaps, or approximately 90 MPH (PA-24-180), 95 MPH (PA-24-250) with no flaps. The propeller should be sct at high RPM to facilitate an emergency go-around if needed. Carburetor heat generally is not applied during landing unless icing conditions are suspected. If a landing is aborted move the carburetor heat to the off position immediately if full power is desired. 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. 23 710914 1l secrion The Piper Comanche Maximum braking effect during short landings can be obtained by holding full back on the control wheel with flaps up while apply- ing brakes. This forces the tail down and puts more load on the main wheels, resulting in better traction. Landing Check List: (1) Mixtures rich. (2) Propeller set. (3) Carburetor heat off (unless icing conditions exist). (4) Electric fuel pump on. (5) Fuel selector on proper tank. (6) Landing gear down (under 150 MPH, check green light on, warr)ling horn off, gear emergency handle in forward posi. tion). (7) Flaps down (under 125 MPH). 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. 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. 24 The Piper Comanche secrion Il (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 shaft into 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 shait slot, then push the parts together. (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 25 1 secrion The Piper Comanche mightcause more damage through hitting obstructions than the gear- up landing would cause, (3) 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 at minimum speed. : 2 The Piper Comanche secrion I 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 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. 1f changing to the opposite fuel tank does not restore the engine: (1) Creck 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. Tie-down' ropes for mooring the airplane ‘can be 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 1 secrion The Piper Comanche held in position by its connections with the steerable 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. The Piper Comanche sécrion |l 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. 29 11 secrion The Piper Comanche X. 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 following Operating Tips may be helpful in the operation of the Comanche: (1) Remember that when the navigation lights are on the gear Pposition 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 air- craft 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 MPH under nor- mal 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) Although it is permissible to extend the landing gear at speeds up to 150 MPH, the loads on the landing gear extension motor and on the gear doors are much lower if slower speeds are used. For this reason, it is recommended that unless there is good reason to lower the gear at a higher speed, it should normally be extended at speeds below 125 MPH. (6) The flaps can be lowered at airspeeds up to 125 MPH. To reduce flap operating loads, however, it is desirable to slow the air- plane to 100 MPH or less before extending the flaps. At these re- duced speeds, the load that the pilot must apply to the flap lever is very light. (7) During gear operation, keep the floor area under the emer- gency 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 repeat- edly, the electric motor can be assisted by applying light hand pres- sure 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 makirig contact with the ground on the rear 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. 30 SECTION THREE PERFORMANCE CHARTS POWER CHARTS POWER TABLES Page 3138 3940 41-42 PIPER COMANCHE PA24 180 H.P,250H.P. TAKE}OFFE DISTANGE s S DARD ALCTITUD 8 FLAPS UP TEMP 6O°F o o - w w e w a8 e 2 oI 7 3o.p ) © a :/ s £8 g |E=4 < oY .%/ z : 53 EY gl )/ S8 400 600 800 1000 1200 1400 TAKE- OFF DISTANCE, FEET 1600 1800 PIPER COMANCHE PA24, IBOH.P. 9 JEIAIR SPEED VS FNDIFrD_lL TTUDE 16000 GRDSS| WEIGHT 2550|LBS. ™\ 12000 / I\ / 8000 \ 2 3 ] ilo AV STANDARD ALTITUDE, FEET 4000 1o o g g g E S L S S % = o | 1 i / / 120 130 140 150 160 170 TRUE AIR SPEED, M.PH. 180 PIPER COMANGHE 190 200 QT =o o] = T o 4 R w ® Sw & a 3 » o g 8 ® 2 w 22 -z €1 ¥IM0d O-I < (001 [ ¥43IM0d 0009} 000zl 0008 ooor 1334 ‘30NLILTV GYVANYLS PIPER COMANCHE PA24,180H.P. 1100 1200 1000 700 800 900 1334 30NLILY QUVANVLS o ("=~ o ==t_C 2 9 L 4 T ST W d |« 1S3 e B | Sl ] o+ %:E:«.wx:o.mm: > T T 04 ST gk =L — 5 4”0 B¢ — ] T S g =i = £ C3ndrar 5 £ — LS g g 9y Brga=r TM0d % od—— a8 S g “ o T — H g n |5 3N361g a5 6T %gg %g, 00091 00021 0008 000¥ RANGE, MILES 8000 12000 16000 STANDARD ALTITUDE , FEET 4000 PIPER COMANCHE PA24,250H.P. 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Iv. V. VI VIL VIIL IX. Leveling and Rigging ‘Tire Enflation Battery Service Brake Service Landing Gear Service Fuel Requirements Care of Air Filter Care of Windshield and Windows Serial Number Plate Warranty Page 43 43 44 45 45 47 49 288 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 on the head of these screws indicates level. .+ (2) To put the airplane in 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 a level across the floorboard at station 136.5 bulkhead (in baggage compartment be- tween rear spar attachment points). 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. (2) Stabilator: No dihedral, travel 13° up, 5° down, +4-/—1°. (3) Fin: Should be vertical and in line with center of fuselage. (4) Ailerons: Travel 19° up, 15° down, 4/—1°. (5) 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. 1. 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 Ibs. 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 43 W secrion The Piper Comanche wheel should be maintained whenever possible upon reinstallation. Out of balance wheels can cause extreme vibration in the landing %ear during take off. In the installation of new components, it may e necessary to rebalance the wheels with the tires mounted. Ilil. 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. The Piper Comanche secrion. I IV. Brake Service: The brake system is filled with Univis No. 40 (petroleum base) hydraulic brake fluid. This should be checked at évery 100 hour in- spection and replenished when necessary, Tefilling the brake reservoir on the firewall to the indicated level. No adjustment of brake clearances is necessary on the Conianche 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 jack kit. (available through’ the Piper Aircraft Distributor Ser- vice Departments) should be used. This kit includes two hydraulic jacks and a tail support.. Approximately 300 Ibs. of ballast should be placed on the base of the tail support-before jacking up the airplane. IV secrion The Piper Comanche 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 4" of full compression, 46 The Piper Comanche section [V allowing air and-eéxcess oil to éscape.’ Then reinsert the valve core and pump up, the strut. VL. Fuel fiequ irements: 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 maxi- mum 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 a W secrion The Piper Comanche 1. FUEL STRAINER 2. FUEL SELEGTOR 3. LEFT FUBL TANKC 4. ENOINE DRIVEN PUME 5. GARBURETOR 6. ELECTRIC FUEL POMP. 7, RIGHT FUEL TANK FUEL SYSTEM COMANCHE The Piper Comanche secrion [V VIl. Care of Air Filter: The air carburetor filter must be cleaned at least once 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 kept on hand and used for rapid replacement. | The following cleaning procedure is recommended by the manu- facturer of the filter: (1) Remove-air-scoop. (2) Remove filter from carburetor air box. (3) Tap gently to remove dirt particles. Do not use com- pressed air. (4) Reassemble to carburetor air box and replace scoop. IV secrion The Piper Comanche Vill. 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: (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 mot 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 inside of the baggage door. The serial number of the plane should always be used in referring to the airplane in service or warranty matters.