THE PIPER COMANCHE

front spar. ' The wing airfoil section is a laminar flow type, NACA- 642A215, with maximum thickness about 40% aft of the landing edge. This permits the main spar, located at the point of @ maximum thickness, to pass through the cabin under the rear seat, providing unob- structed cabin floor space ahead of the rear seat. LANDING GEAR The nose gear is steer- able with the rudder pedals through a 40 degree arc. During retractionof the gear the steering mechanism is R et PRI T THE PIPER COMANCHE SECTION I1 SECTION II THE PIPER COMANCHE disconnected automatically- to reduce rudder pedal loads in flight. The nose gear is equipped with a hydraulic- shimmy dampener. 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 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. As anadded 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 andthe 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 # THE PIPER COMANCHE SECTION 1 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 pulling 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 Comancheare the conventional three control type operated by a control column and rudder pedals. The all movabic stabilator,with an aoti-scivo tab which also acts as o longitudinal trim tab, pro vides extra stability and con trollability with less sivc drag and weight. SECTION IT 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- i anche 180 are mechanically operated and can be positioned in three locations of 99, 189, and 27°. Locks on the inboard cnds 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 incosporated on the Comanche 230 to prevent the flap from going full down in case a step load is applied and the full up lock was not fully cngaged. Installed on the Comanche 230 are clectrically operated Max-Lift flaps. As the flaps are operatcd 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 1is carried in two rubber-like fuel cells located in the inboard leading edge sections of the wings. Cap- acity of these cells, which 10 are classified as the main - —== it < e s, 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 reservequantity 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 airplancto 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 oul . " . 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 OFF L ¥ e e ox i e - driven fuel pump fails an clectric auxiliary fuel pump is pro- vided. This pump 1 operated during starting, take-offs, and landings. Two auxiliary pumps are used on the Comanche 250. The fuel straincr unit {or the system is located under the floorboard in the center scction ol the Tusclage. Daily draining of the strainer is accomplished o the cockpil by opening the hinged access door located in the (loorhoard just aft of the fuel 11 SECTION I1 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 cell, then change the fuel selector to the opposite cell and repeat the process. The same process applies to the R auxiliary fuel system when 111stalled Allow enough fuel to flow to clear the lines as well as the strainer. Positive fuel flow shut-ofl can be observed through the clear plastic tube which carrics 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 fuel cell selector on one . THE PIPER COMANCHE SECTIONI1 all normal operation. A 12 volt 33 ampere hour battery is used in the system to pro- vide power for starting and as a reserveé power source in caseofgenerator failure. The battery is located behind the baggage compartment bulk- headina sealed stainless steel battery box. Refer to the Maintenance Section for serv- icing of the battery. , Electrical switches and s e 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 component and 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 I'here are four individual controls provided for regulat- ing the heating:, defrosting and ventilating «ir. The controls are located on the lower right side of the instiment panel in a console pancl. Heated air for the «alan interior is provided by o heater shroud attached to the exhaust muffler. I'rvesh an ispicked up atthe rcar cnpine 13 THE PIPER COMANCHE SECTION I BuypaH pub Buypjiyusp IV ISOVHXE NIEVO {amin IV ¥HLVEH NIEVO {um ¥IV HSE¥d NIgVO {mmm LATLNO ¥V LSNVHXE NIGVD STOYULINOD ELSOWAIA ANV ¥IV NIGVD LATLN0 ¥31S0¥dEd LAINI ¥H.LS0¥I8A LH7T100 9LYEH LETINI 9HLYEH ONITOO0D OIaVY - LATINI IV HSH¥4 LAT.LNO ¥IV HSEdd LETINI 91V HSHA wm o 0ot 14 THE PIPER COMANCHE SECTION11 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- longedapplicationofheatto the wmdshleld 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. INSTRUMENT PANEL The instrument panel in the Comanche is designed to accommodate the customary advanced flight instruments on the lcft side in front of the pilot and the engine instruments on the right side. Provision for extra instruments is made in both scclions. Instruments are shock mounted and are accessible for maintenance by removing a portion of the fusel- age cowl over the instruments. The Axtificial Tlorizon and the Directional Gyro in the flightgroup arcvacim operated through use ofa vacuum pump installed on the engine. ‘I'he T'urn and Bank is an clectrically operated instrumoent and scives asoa standby for the Gyro's in case of vacuum system lure, Radio units are installed in the conter 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 Ii SEATS Front seats 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 seats off their tracks. The back of the rear seat is adjusted to various fore and aftpositions by use of the latches atthe outboardupper corners. The entire rear seatis removed quickly by disengaging the aft seat bottom tube from its attachment clamps, detaching the latches behind the top of the seat back, removing the center safety belt bolt, then lifting both the seat and the back as one unit from the cockpit. 17 SECTION III OPERATING INSTRUCTIONS Preflight . . .. ... .. o e Starting Engine . . . . . .. ... e Warm-up and Ground Check . . . ... ................ Takeoff . . . . . i e e e e e e e e e e e e e e e e Approachand Landing . ... ... ... . ...... .. ...... Emergency Procedures . . . . ... ... ... ... Manual Gear Extension . . . . .. ... . e Gear-up Landing . .. ... ... oo oo EngineFailure . ... ........ ... ... ..., MOOIINg . . . . v i e e e Operating TIPS . . . . o . o i e it Weightand Balance . . .. .. ... ... ... ... .. ..., 753 597 731108 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 noexternal 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 753 597 731108 18 SECTION III } THE PIPER COMANCHE caps to maintain tight seal.) ¢. 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 ofloose 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 andproper- 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. €. 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 donot prime. (Auxiliary fuel pump must be operating in order for the primer to operate.) NN e W 753 597 19 731108 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 0il 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 753 597 731108 20 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 cdarburetor 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 11. Safety belts fastened 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 753 597 21 731108 THE PIPER COMANCHE SECTION III fi:@&fhi PER%RMANCE o1 I~ o° Fiap deflection - Standard flaps Nty é}. TAKE-OFF GROUND RUN ——— TAKE-OFF DISTANCE OVER 50 FOOT BARRIER ——= TAKE-OFF DISTANCE UNDER VARIED CONDITIONS v Weight Altitud Air Ground run at wind velocity: Total distance at wind velocity: cight titude Temp. O mph. 10 mph. 20 mph. 0 mph. 10 mph. 20 mph. S 40 880 660 460 1450 1100 850 E A 2100 L 60 940 720 500 1550 1200 950 ..................... Feveeeeeefennrmmnnmnenfonni b e e e [ 2550 v 60 1370 1060 760 2250 1750 1450 E 2100 L 80 1000 780 540 1650 1300 1050 2550 80 1460 1120 800 2450 1900 1600 70 1120 860 620 2050 1600 1300 2550 60 1840 1450 1040 3300 2800 2200 Example shown in shaded areas: Airplane weight 2550 lbs., airport altitude 2000 ft., air temperature 70° F., wind velocity 10 mph = take-off ground run distance 1240 ft., total take-off distance over 50 ft. barrier 2250 ft. Also see Take-off Performance Chart 753 597 22 731108 SECTION 11 THE PIPER COMANCHE TAKEFOPF PERFOQRMANCE . —~ S > 15° Flap deflection > . < Max - Lift flaps TAKE-OFF GROUND RUN-—=] TAKE-OFF DISTANCE OVER 50 FOOT BARRIER —= TAKE-OFF DISTANCE UNDER VYARIED CONDITIONS i 1 Air Ground run at wind velocity: Total distance at wind velocity: Weight Altimude Temp. 0 mph. 10 mph. 20 mph. O mph. 10 mph. 20 mph. 2500 S 40 760 580 420 1150 900 800 ..................... Frenemmreforvesmnnecnnnatloennnmnmn b b 2900 A 40 1100 860 640 1550 1250 950 1400 1090 800 2000 1650 1300 cocdw b 3 2900 60 1580 1250 940 2500 2000 1600 Example shown in shaded areas: Airplane weight 2900 lbs., airport altitude 2000 ft., air temperature 70° F., wind velocity 10 mph .4 take-off ground run distance 1100 ft., total take-off distance over 50 ft. barrier 1700 ft. Also see Take-off Performance Chart 23 753 597 731108 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 inthe 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 oxr 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 sca level on the 180,105 M.P.H. on the 250. This speed should be decrcased 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 increascd. Reducing the climbing airspeed below 95 M.P.H. at low altitudes has the added disadvantage of cutting down forward visibility. lixtended climbs at speeds below that figure are not recommended. 753 597 | 731108 24 SECTION IIi 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 milcs. 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 milcs. 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 Pressurcs to obtain power settings of 65% to 75% power at low and intcrmediate altitudes. 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. 753 597 25 731108 THE PIPER COMANCHE SECTION I11 The continuous use of carburetor heat during cruising flight reduces power and performance. Unless icing conditionsin the carburetor are severe, do not cruise with the heat on. Apply heat slowly and only for a few seconds at intervals determined by icing severity. ' , In oxrder to keep the airplane in best lateral trim during cruising, the fuel should be used alternately from each tank. If auxiliary tanks are installed, it is suggested that the fuel in the two auxiliary tanks be used first. CAUTION In keeping with general practice for all aircraft, it is recommended that when flying in turbulent air or active weather such as storm conditions, that a satisfactory margin be maintained between the operating cruise speed and the Vne red line so as to allow for inadvertent speed buildups which may occur through the atmospheric conditions or distractions caused by these conditions. 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 controls are effective at speeds down to the stalling speed. Stalls are gentle and the airplane is easily controlled. 753597 731108 26 SECTION III THE PIPER COMANCHE 27° Flap deflection -~ Standard flaps CJ -t gy LANDING GROUND ROLL —— LANDING DISTANCE OVER 50 FOOT BARRIER —— LANDING DISTANCE UNDER VARIED CONDITIONS Weight Altitude ‘/\11 Landing roll - max. braking effort| Total distance at wind velocity Temp. 0 mph. 10 mph. 20 mph. 0 mph. 10 mph. 20 mph. 2100 5 40 350 240 130 1230 1060 810 2100 4 20 400 270 150 1310 1130 870 ..................... Qremremmefemmremrenmmee e b e 2550 0 20 490 340 200 1390 1200 930 0 2100 40 420 290 160 1340 1160 900 Example shown in shaded areas: Airplane weight 2550 tbs., airport altitude 2000 {t., aix temperature 70° F., wind velocity 10 mph= stopping distance with maximum braking effort 350 {t., total landing distance from over 50 ft. barrier 1200 ft. Also see Landing Performance Chart 27 753597 731108 * v THE PIPER COMANCHE SECTION I1II .\ LANDTNG PERFORMANCE |PA-24250 oT L— 5 32% Flap detlection Max-Lift flaps wod g LANDING GROUND ROLL——~ LANDING DISTANCE OVER 50 FOOT BARRIER — LANDING DISTANCE UNDER VARIED CONDITIONS Weight Altitude .‘:\Il Landing roll v‘m‘. - bara k}l}}{ effory Totarl distance at wind \:'eluciry Temp. 0 mph . 16 mph . 20 mph., O mph. 10 mph. 20 mph. 2500 S 40 740 500 400 1260 1010 800 29“0 .............. j\ ............ m ............ M“ ............. OV“ ........... sm ”w ”20 ..... - 2500 60 750 430 1290 1050 830 2500 60 1050 840 660 1560 1300 1040 Example shown in shaded arcas: Airplane weight 2900 Ibs., airport altitude 2000 ft., air temperature 70° F., wind velocity 10 mph=| stopping distance with maximum- braking effort 790 fi., total landing distance from over 50 ft. barrier 1240 fr. Also see Landing Performance Chart 753 597 28 731108 . SECTION III THE PIPER COMANCHE APPROACH AND LANDING Before Landing Check List: 1. Mixture "RICH". 2. Propeller set. 3. Carburetor heat "OFF" (unless icing conditions exist). 4. Electric fuel pump "ON". 5. Fuel selector on proper lank. 6. Landing gear "DOWN", under 150 M.P.H. (Checkgreen light "ON", warning horn "Ol'l'", gear emergency handle in "FORWARD" position.) 7. Flaps as desired (under 125 M.P.iL) 8. Safety belts fastened During the approach, the landing gear can be lowered at 150 MPH or lower, preferably on the downwind leg. The flaps can be lowered at 125 MPH or below, 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 MPI1 (PA-24-250) with no flaps. The propeller should be set for high RPM to facilitate a go-around if required. 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 smallamount 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. 753597 29 731108 e e iy A IR . = « THE PIPER COMANCHE SECTION It Maximum braking effect during short field landings can he 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 aftof the nose wheel housing. This control can beusedonly 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 753 597 731108 30 SECTION III THE PIPER COMANCHE 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 11, 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. 5. Push handle forward full travel to extend the landing gear. After the gear has been extended manually, do not perform any unmecessary operation to the gear until the aircraft is placed on jacks. To return the system to normal electric operation, Te-engage the electric motor to the landing gear extension torque tube by following the procedure given: I. 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 driveshaft slot, then push the parts together. 753 597 31 731108 e THE PIPER COMANCHE SECTION I11 5. 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. 753 597 731108 32 SECTION I11I THE PIPER COMANCHE 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 notneed 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 753 597 33 731108 THE PIPER COMANCHE SECTION III 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 uniess thereis good reason tolower the gear ata higher speed, it should normally be extended at speeds below 125 M.P.H. . (6) The{flaps can be lowered 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) 1f, 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) The shape of the fuel tanks is such that in certain maneuvers the fuel may move away from the tank outlet. If the outlet is uncovered, the fuel flow may be interrupted and 2 temporary loss of power may result. Pilot’s can prevent inadvertent uncovering of the outlet by having adequate fuel in the tank selected and avoiding . maneuvers which could result in uncovering the outlet. Running turning takeoffs should be avoided as fuel flow interruption may occur. Prolonged slips or skids in any pitch attitude or other unusual or abrupt maneuvers which could cause uncovering of the fuel outlet must be avoided. (12) The rudder pedals are suspended from a torque tube which extends across the fuselage. The pilot should become familiar with the proper positioning of his feet on the rudder pedals so as to avoid interference with the torque tube when moving the rudder pedals or operating the toe brakes. 753 597 731108 33a SECTION III THE PIPER COMANCHE 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. 753597 33b 731108 SECTION IV PERFORMANCE CHARTS Altitude Conversion Chart . . . . ... ...... Takeoff Performance -PA-24-180 . ... ... .. Takeoff Performance - PA-24-250 . . . ... ... True Airspeed vs Density Altitude - PA-24-180 . True Airspeed vs Density Altitude - PA-24-250 . Range vs Density Altitude - PA-24-180 . . . . . . Range vs Density Altitude - PA-24-250 . . . . .. Rate of Climb vs Density Altitude - PA-24-180 . Rate of Climb vs Density Altitude - PA-24-250 . Landing Performance -PA-24-180 . ... ... .. Landing Performance - PA-24-250 . . ... .. .. Power Chart - Lycoming O-360-A . . ... .. .. Power Plant - Lycoming O-540-A1D5 . . . .. .. Power Setting Table - Lycoming Model 0-360-A Power Setting Table - Lycoming Model O-540-A 753 597 731108 THE PIPER COMANCHE 24000 20000 ., 16000 12000 DENSITY ALTITUDE - FT. 4000 SL rrrrrr ot ALTITUDE CONVERSION CHART THIS CHARY SHOULD BE USED T0 DETERMINE DENSITY ALTITUDE FROM EXISTING TEMPERATURE AND PRESSURE ALTITUDE CONDITIONS FOR USE WITH PERFORMANCE CHARTS. —— ST0. \“y / L TEWP\ st T - — ‘\‘4‘}!§§!}3T”" 1 | — e \\““I“ - wor | TL1 \‘“\// - /-/ o | —"’W ‘A_,,VJ”,” \!9§¥"’% ——"A — | | — = 7L A I““ | ] ol 4—""/’/”/ 1] ‘992‘4 4+ L~ = | el v':/ ] il =T 1 J/ \ -40 -20 0 20 40 §0 30 100 753 597 731108 TEMPERATURE - °F SECTION IV 34 SECTION IV ! THE PIPER COMANCHE PIPER COMANCHE PA-24-180 T T T T T T T T T T T T | TAKEOFF DISTANCE OVER 50 FOOT OBSTACLE AT VARIOUS ‘ALTITUDES , TEMPERATURES, J | WEIGHTS AND WINDS — | a1 oo Faps| | TAKEOFF AT 1.30 X STALL SPEED LPAVED SURFAGE \Q‘\_ s = Q) TO OBTAIN TAKEOFF DISTANCE- I PLOT TEMPERATURE ATT PRf§su554[?<fl\\\\\\ ALTITUDE AT A. 2. TRANSFER TO B ON GROSS WE!GHT LINE. 3. TRANSFER PARALLEL TO REFERENGE LINE\ TO G. AT PROPER GROSS WEIGHT. ——-] ] 4. TRANSFER TO D ON O-WIND LINE. 5. TRANSFER PARALLEL TO REFERENCE LINE TO E AT PROPER WIND.! | ] | | 6. READ TAKEOFF DISTANCE AT F?"l""}"’\ O 20 40 60 80 25 24 23 22 21 20 O 10 20 30 TEMPERATURE WEIGHT, LBS HEADWIND °F X 100 M.P.H. 5000 4500 4000 - w Ll 3500 W. w o 2 3000 - @ o n 2500 - o w 3 2000 1500 1000 500 400 * 753 597 731108 THE PIPER COMANCHE ' SECTIONIV PIPER COMANCHE PA-24-250 11 1T 1T 7 17 ©T7 1T T - TAKEOFF DISTANCE OVER 50 FOOT OBSTACLE _| AT VARIOUS ALTITUDES , TEMPERATURES, ’}TWEIGHTS AND WINDS| * 15° SLOTTED FLAPS |14 TAKEOFF AT 130 X STALL SPEED TO OBTAIN TAKEOFF DISTANGE- | | | 1. PLOT TEMPERATURE AND PRESSURE ALTITUDE AT A. 2.TRANSFER TO B ON 2900 GROSS WEIGHT LINE. 3. TRANSFER PARALLEL TO REFERENGE LINE TO G AT PROPER GROSS WEIGHT. [4. TRANSFER TO D ON O-WIND LiNE. 1 | 7000 - 5. TRANFER PARALLEL TO REFERENGE LINE TO E AT PROPER WIND| w 6.READ TAKEOFF DISTANGE AT F} | E IR | 1 co00 -PAVED SURFAGE / \ I I . A N o | 2 | A et - ‘qé/ T \ 5000 5 @’ o N \\ i L - o B N 4000 O N§ w S A \ X & - LA / o 3000 000/' // L /v—/// Ar~7‘€ < \ \ \ o | ] L ONIND 108" 1 |1 [ o o r o :'f;///\ NN <] F] 20 S S SR T fagggfif?’/‘ ‘%J. \\\\ % 1 7 Y 720&4‘ oo \QE\ \ 1000 \05.\_- {%0 I— \ i i L 0 0O 20 40 60 80 29002700 2500 O 10 20 30 TEMPERATURE WEIGHT HEADWIND °F LBS. M.P.H. 753 597 731108 3o SECTION IV 8000 12000 16000 DENSITY ALTITUDE, FEET 4000 THE PIPER COMANCHE PIPER COMANCHE PA-24-180 TRUE AIR SPEED VS DENSITY ALTITUDE GROSS WEIGHT 2550 LBS. B S 1o 120 130 140 150 160 170 180 37 TRUE AIR SPEED,M.PH. 753 597 731108 THE PIPER COMANCHE SECTION IV PIPER COMANCHE PA-24-250 TRUE AIR SPEED : VS DENSITY ALTITUDE g’ GROSS WEIGHT 2900 LBS. Q © I.- 1 e < “o ) w D oS % S« = 5 a )- = w0 Z [V8] o 130 K0 150 160 (70 180 | 200 TRUE AIR SPEED, M.PH. 753 597 731108 38 THE PIPER COMANCHE SECTIONIV PIPER COMANCHE PA-24-180 700 800 X o -4 = © - w o4 a3 GSAML 2>> 5y x = wp n FTXx A o 2 o 0009I 0002I 0008 000¢ 1334 3anLv ALISN3Q 1000 1100 {200 900 RANGE, MILES 753 597 731108 39 2 Z O— - B v {(73N4'S3M)" HdO GL&H 001 ' H3MOd % OF nnw W -----.J_m_m&_m.mwv.._mummmm#m__._mm;ma % St T AJmDm. ), - II.Ill_lll_llllll === o 2 Lo 1304°838) Hap o1 ¢ o 2 0o > 3 P Ty S M ke | _ A E of T_m:.._‘mmxv_raw_w_. o T ] 77T 0 o ” z || (F-HE9 ¥IMod %go M N ul ..Mn_ N W Suau.wmmv_rmw_!._ | _ Tl x S S M O QN nAKnV _vl. wm "Hd9G2 cH 00 H3IMOd %0 1 — W [ _ b O < n 3 m "Hd9 68 m;___ _mm;om_o\,m« M m Q. M 8 = Hd 01 tH 8¢ 1 ‘w3mod %sg oo b | i ! 3 W a. e m fdd2) ST HIM0g hes O - Axa_ov_ _a._ mm_w_ e, Q. T ——==-43M0d %5 | 0 = oy oy o m 00091 0002t 0008 000+ ¢ . = 1334°30NLILOV ALISN3Q 40 (100 1300 1500 1700 RANGE, MILES 700 900 753 597 731108 SECTION IV THE PIPER COMANCHE PIPER COMANCHE PA-24-180 RATE (\)/g CLIMB DENSITY ALTITUDE o GEAR AND FLAPS RETRACTED Q CLIMB SPEED AT SEA LEVEL 8 DECREASE | M.PH. PER 1000 FEET 2] i— il ww w -0 w o a S = '—- 0 < >3- o n® 2 w o o Q o o 200 400 600 800 1000 i200 1400 RATE OF CLIMB,FEET PERMINUTE G 753597 41 731108 THE PIPER COMANCHE SECTION IV 4000 : DENSITY ALTITUDE,FEET 753597 731108 PIPER COMANCHE PA-24-250 RATE (\?Ig CLIMB DENSITY ALTITUDE GEAR AND FLAPS RETRACTED CLIMB SPEED AT SEA LEVEL DECREASE | M.PH. PER 1000 FEET 200 600 1000 1400 800 2200 2600 RATE OF CLIMB, FEET PER.MINUTE 42 SECTION IV THE PIPER COMANCHE PIPER COMANCHE PA-24-180 bttt | _ LANDING DISTANCE OVER 50 FOOT OBSTACLE | AT VARIOUS ALTITUDES , TEMPERATURES, WEIGHTS AND WINDSI"" t—fere FLAPS +— ] _|APPROACH AT 130 X STALL SPEED | PAVED SURFAGE | o — - 1700 S _ . — N~ \\ N 1600 ~ \>\ NN 5 \\\ ™ ; W ] :\\\\\\ * 1500 u.- ] - - w P B:\Qwii\ \\ 1400 g Bl \\\\x%ig A . = \\\{\\\\ « - T & Y - Bo0 B P \\\ o TR N | Fz0 B ™ S\" X z - - <{ \ b - — ] LY\ A - 4 noo TO OBTAIN LANDING DISTANCE- F1. PLOT TEMPERATURE AND PRESSURE ALTITUDE AT ;\\ | 2. TRANSFER TO B ON GROSS WEIGHT LINE. 11000 3. TRANSFER PARALLEL TO REFERENCE LINE TO C AT \ \\ I PROPER WEIGHT. | 4. TRANSFER TO D ON O-WIND LINE. 1 \ 5. TRANSFER PARALLEL TO REFERENGE LINE To € AT | N\} | 2% - PROPER WIND. et e 6. READ LANDING DISTANGE AT F. ‘ 1 r \ - b 800 L1 b DL L 700 O 20 40 60 80 25 24 23 22 21 20 O 5 10 15 20 TEMPERATURE WEIGHT, LBS. HEADWIND °F X 100 ‘M.PH. 753 597 , 43 731108 THE b #_ Lo bt ] PIPER COMANCHE ’ SECTION IV PIPER COMANCHE PA-24-250 T T T T T _ LANDING DISTANCE OVER 50 FOOT OBSTACLE AT VARIOUS ALTITUDES , TEMPERATURES, T WEIGHTS AND WINDS i 32° SLOTTED FLAPS L APPROAGH AT 1.30 X STALL SPEED | PAVED SURFAGE e e i b e - | W) | | | i ‘ \‘“0‘/ v“é’%'w?// ? ST NN G 2222 2833 - %’% A / / / a2 9 cf oY W- } / — Pl ? \ & Vo | L) _ —_ .4.__F_ Lt TO OBTAIN LANDING DISTANCE- 2. F3. TRANSFER PARALLEL TO REFERENGE LINE TO G AT ta. 5. [s. \ | [ E i PLOT TEMPERATURE AND PRESSURE ALTITUDE AT A~ TRANSFER TO B ON GROSS WEIGHT LINE. TRANSFER TO D ON O-WIND LINE. TRANSFER PARALLEL TO REFERENGCE LINE TO E AT PROPER WEIGHT. \ \ PROPER WIND. e READ LANDING DISTAN(ZIE AT Fl. ‘ { l ; T O 20 40 60 BO 29 27 25 O 10 20 30 TEMPERATURE WEIGHT HEADWIND °F LBS. X 100 M.P.H. 753 597 731108 2000 1800 1600 1400 1200 1000 800 LN LANDING DISTANCE , FEET THE PIPER COMANCHE SECTION IV ‘OH NI -34NSS34d QTI04INVI L2 92 G2 +2 &2 1334 NI 3@NLILSTV 3UNSS3Yd YOH 3IxMvys NOIL NILNOD Hod 08— %~ 34NSS34d 9 o ueu s SRS T ASLTT) aw wsore LA X [0 2v ] A8t vy unEsaud dNAL LTINI U1V ONV 39 mu\so&mmmoI TIO4INVH WE H ' 30MLLLTY NO¥S 1n4 B3MOGISHOH WNLOY ONId OL VIVO 30NVRE04N3S V-09E-0 BUIWODLT ‘YD 19M0d 753 597 731108 THE PIPER COMANCHE SECTION IV 1334 N A0NLIOY 38NSS3ud "OH ‘Ni‘34NSS34d TI04INVA 3107058V 3 5 & & L & & I & T e 8 g 88 8 8 8 8 8 fi g |5 62 82 .z 9z SZ vz €2 2z 12 = oo | T T T T T T T T o5 RN .AV/V . F4o- 3L 3unive3dW3L 30NLOY GYVANYLS | | o L] - N —— [ ] I ! . % s . T oo awngsg | | | N 0 s QI04INVA 13ATT | 3 N | v3S INIWAINDI— | e T oti } } 0, @ # %%, f | 2 ! M N # ™ ! 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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. Out 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 MIL—H-5606 (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 dismountcd from the wheels by deflating the tube, then removing the wheel through-bolts, allowing the wheel halves to be separated. LANDING GEAR SERVICLE t 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 1bs. of ballast should be placed on the base of the tail support before jacking up the airplane. Landing gear strut exposure should be measured with the airplane parked on a level surface and with all wing tanks full of fuel. The recommended exposures for all three gears are 2-3/4 inches on the PA-24-250 and 2-1/4 inches on the PA-24-180. Nose gear strut exposure may vary from 2-1/4 to 2-3/4 inches at the pilot’s discretion. To add air to the oleo struts, a strut pump is attached to the air valve and the oleo pumped to the proper position. To add oil, first 753 597 50 731108 THE PIPER COMANCHE SECTIONV 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 1/4 inch of full compression, allowing air and excess oil to escape. Then reinsert the valve core and inflate the strut to the proper position. 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 0-540-A, the capacity is 12 quarts and the minimum safe quantity 2-3/4 gts. The operating oil levelis 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 400 F S.A.E. 50 Temperatures between 109 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: o (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 longitu- dinally level when a level placed on the head of these Longitudinally Level 5 753 597 731108 31 THE PIPER COMANCHE CTION V ; o b ’ 314UV "SONILLIA ISYIHD WOWA ISYIYD SSIOXT 11y JAOWIY “3DVddIIS ISNVO AVINSIHL §v ‘31VOINRMNT 38 30V135N4 3HL 40 U¥3H 3HL OL LIENDOD IHL WOHJ 53718YD THL QINOHS SIONVLSRNIYIO ON H3TNN /SLHVd HIWENY O1 LNYIIHENT ATddY LON 0Q ‘STOYINOD LIdND03 31¥DIHENT-HIAO LON OQ '3SVE Y3LS3 YO 710 YOLSVI ¥ HLIM AINTd DI TNYHAAH 35N 1ON OQ SNOLLNVYD "ATTYNNNY HO IVAHILNI BAOH 001 HOVI AV G31¥OIHANT 38 ATNOHS SMIYIS HOLYNLOV "ATIVANNY YO TVAHILNt HNOH 009 HOYS LV QILVDIHENT ONV ‘G3LO34SNI ‘03NV3T0 ‘A3TANSSSYSIG 38 GINOHS SNOISSINSNYML ¢ "E09S 'ON 300009 110 3HNJ . WNLYIOHLId, HLIM SONIN-0 ¥OVd "IATVA HOLD3T3S TAN4 ONITNVHEIAO NIHM - SATYA HOLDIT3S 13nd 9 ‘SHNOH 3A14 ABIA2 HO ATIVA ¥3L7id IHL NVITD OL AHVSSIOIN 38 AVW L} 'SNOLLIANOD BNILSIX3 NO DNION343Q 'S “SIN3NZHINDIN NOILWOIWBNT HO4 19 'ON HALLIIT 3IDIANIS O1 HIdFH.'y ‘SIOVHNIT SNOINVITIOSHA OL LNYIRISNT Alddy ‘SMIIHD JONVNILNIVAW 3INILNOY DNIHNG - SNOINVIIISIN £ “UC 1N2DY313Q 40 38N HO4 #L0L "ON NOJLINHLSNI 2DIAHIS ONIWOTAT 33§ 2 “YILVYM 40 ALILNVNO TYWHONEY NV Ol J8NSOdX3 Y314V ONINDVEIH ONV DNINYITO JHINDIY - SONINYIE T33HM 'L $3i0ON 0 v € z 4 9 3LON 33S "IATVA 30 TNVHHIAO ONIHNG ILYDIHENT - IATYA HOLOI VIS 13Nd NOILISOd JAIE DI ‘¥ 3LON 33§ “G3HINDIY SV 3LVYIIHENT - FIATYA HOLIATIS 13N NOLLISOd ITYHL ‘7 NOLLNYD 33S "WONINIW Vv 1V 34V SNOILIONOD ALSNA NIHM SHAOH 082 OL AIANILXZ 38 AV NOILVOIHENT - SATT1INd WIHL OVIHEIAO ‘D HOL3NS OL HIJ34 'STONIH dV1d HLIM ST300W ATHY3I 40 NOILVOINENT HO4 'SHIT110H €O SHOVML V14 BIHLIA NO NOILVIIYSNT JHINDIY LON T1IM SHITI0H NOIAN HLIM Sdv1d 'HILVM 30 ALINVAD TVWHONEY NV 0L J¥NSOdX3 U314V NOLLYIIHENT ANV ONINVITO JHIND3Y SHIVEL NV SHITIOH V14 "LL99 "ON AVHdS dI1S ISOLHNG 1TV S.LNOING HLIM NIVHL VT4 LVIIHENT "ONILVO148NT3H 340438 7543 ‘LeIg “110 ‘3SYIHO @10 40 NV3ITO SINIO NOTLYOIHENT 11V 34i1m - SLNIOd NOKLYDIHanT ATEWISSYSIC TN NOILVOIYENT CN 3IfI0ZH ONV OQ31VOIHENTIdd I8V SHITT2dOHd AITNVIW ‘10N ONILLIY QIAOWIY 40 FTOH LY SHVIMAY 3SVIRD HSIHZ TIINN ONILLIA HONOWHL 25VZHD AT4dV 20V 18 HOVI HO4 SONILLI ISYIUD 0L FHL 4O INO JAOWIH - 43713d0Hd NOILO3S IVNNVIW IDIAHES OL H3J3H HO ‘B3INIVINOD HO LINN NO SNOILONHLSNI HAd 1114 - HIOAHISIH 3XVHA ANV SLAYLS 0210 ‘9 JLON 335°SMIYOS HOLYNLOV NO ISUIHO £Z8EZ-O TN HO BLLL O 1IN 35 L¥0D NiHL V A7ddY "NOISSINSNYHL H3HLIZ NI 0IMOTIV St NOILNLILSENS ON ‘ISTIND [ZEEZ-D-T1IW HO 811 £-D-1IW HLIM NOISSINSNYHL YHNA HO LNVIIHENT ¥ "ON $33NT HLil NCISSIWSNYHL SINNG TT14 ‘SNOISSIWSNVYL ONITANISSYIH NIHM "LNIATOS 3dAl ONIABG XDIND ¥ HAIM NVITD ONV ITIWISSVSIQ "ONISNOH NOISSIWSNVEL NO Q3dWviS 0520101 "ON 1HYd SVH VHNG ‘ONISNOH NOISSIASNYHL NO 138v1 SYH $3¥NA "G3TIVLSNI NOISSINSNYYHL 30 J4AL AJILNICI 'SMIHOS NV SNOISSINSNYH L dv14 ANV HV3D SNIONVT ‘(SONIYY3E 3TV S 1430X3) ONLLYIIHENTIIY 250238 LNIATOS 34AL AHMG V HL1iM HOIEILXI NVI1D - SONIHSNG ONV SONIWviE 'S 3LON 335 'SNOILONHLSNI ONY H3171d 31VIH4OHddY 404 ‘NOILOIS ANYTE §3MOs CTVONVA 3DIAHES OL Y343AH - HALTIH HIV ONIDIAHIS GNY ONINVETO SNOILONYLSNI 7V103dS fl;_ . ~ © o v‘ o o~ LN¥28:333% 11T ONY INFTOSYD “JATVA DNTd '3SVIHD L0 O1IR o 3.5 "ON LNO4NQ AVHdS dI1S 3504HNd 11V 4 FYNLVHIIWIL HOIH 'LIVHIUIV '38VIND res-o- TN 3 M3YIS HOLYNLDY ONY YYD "LNIWNULSNI ONV LIVHIEIV ‘ISVIHD 28T DN a 3sva WN2T0Y.13d "IN DITVEAAH 095 H-TIN 2 "dW3L HIV 3.0} MOT38 0Z 3VS "dWIL HIV 4,04 OL o0 O 3VS "NIL BV 4,06 01,88 OF 3VS ‘dW3L HIV 3,09 IA0EV 05 3VS Q3141034S SV IAVEO {NOLSId) ANIONT DNILYIOHAIDIY LAVHDHIY “TI0 ONILYIHENT Z809 T 1IN a "dW3L MO '3S0dHNd TYHINAD “TIO ONILVYOIEEanS 04841 v HILEIT- LNYOIHENT NOILYOI4103dS NOILYDI1INaal SINVOIHENT 40 3dAL 753 597 731108 THE PIPER COMANCHE SECTION V SKETCH G P T EXAMPLE - C 7 S ~ . s . Q RAETHOD OF L FREQUENCY ™. /"/ ¥ LUBRICATION i OF LUBR|CA7|DN\V\>, A l' TYPE OF . SPECIAL SK[TCN “ LUBRICANT INSTRUCTIONS SKETCH € SKETCH ¥ FREGUENCY METHOD QQO Wiiifs oL GREASE SPRAY ppyqy HYDRAULIC 100 500 AS REQUIRED : PACK CAN 6UN FLUID SKETCH1 753 597 731108 53 SECTION V THE PIPER COMANCHE Rt S i e e 1. Fuel strainer % 2, Fuel selector 5. Carburetor 3. Left fuel tank 6. Electric fuel pump i 4, Engine driven purp 7. Right fuel tank ¢ Fuel System Comanche -180 H.P. 753 597 54 731108 THE PIPER COMANCHE SECTIONV . Fuel selector Main fuel cell 6 . Auxiliary fuel cell . Engine driven pump . Carburetor . Eleetric fuel pumps . Engine primer BT O U L e Fuel Sygtem Comanche -2850 With Auxillary Fuel System PA- 24 -250 753 597 731108 55 SECTION V THE PIPER COMANCHE screws indicates level. (2) To put the airplanein a longitudinally level position onscales, first blockthe 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 floorboaxrd at station 136.5 bulkhead (in baggage compart- ment between Trear 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, +17; 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 56 o i s R T THE PIPER COMANCHE SECTIONV 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. ‘ e (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 spenge. (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 service or warranty matters. 57 THE PIPER COMANCHE INDEX SECTION I Page Specification Features . . . .. . ... .. ............ 1 PowerPlant . .. .. ... ... ... ... ... ... ... 1 Performance . .. ... ... ... .. ... .. ..., 1 Weights . . .. ... . . e 2 Fuel . ... .. ... . e 3 Baggage . . . .. e e e e e e e e e 3 DImensions . . . . . . .. it 4 ! LandingGear .. ....................... 4 i SECTION II J Design Information . . . .. ... ... .. ... . ... 5 Engine and Propeller .. ... .. ... ........... 5 k Structures . . .. . ... e 6 LandingGear .. ... .................... 6 , ControlSystem . . ............. e e 9 ‘ FuelSystem . .. ....................... 10 ! Electrical System . . ... .. ... .. ........... 12 i Heating and Ventilating System . . .. ... ........ 13 InstrumentPanel . . ... .................. 15 Baggage Compartment . . .. ................ 16 Seats .. ... ... e 17 SECTION III Operating Instructions . . . . . . . .. ot vt v e i n .t 18 Preflight . .. ... .. ... ... ... .. .. 18 Starting Engine . ... ... ... ... oo 19 Warm-up and Ground Check . . . ... ... ........ 20 Takeoll © . o . oo L 21 Chimb ... ... ... 24 Cruising . . . . ... .. ... ..., 25 Stalls . . ... ... 26 Emergency Procedures . . . . ... ... L., 30 Manual Gear Extension . . . . .. e 30 Gear-upLanding . ... ... ... ... ..... 32 THE. PIPER COMANCHE INDEX (cont) Page EngineFailure ... ... ............... 32 Mooring . .. ..... ... ... .. 32 Operating Tips . . . . . .. ..ot i i i i 33 l Weightand Balance . . .. .................. 33b SECTION IV Performance Charts . .. ... ... ...... . ........ 34 | Altitude Conversion Chart . . . . ... ........... 34 Takeoff Performance -PA-24-180 . . . .. ... ...... 35 Takeoff Performance - PA-24-250 . . . ... ........ 36 True Airspeed vs Density Altitude - PA-24-180 ... . .. 37 True Airspeed vs Density Altitude - PA-24-250 . . . . .. 38 Range vs Density Altitud - PA-24-180 . . . ... ... .39 Range vs Density Altitude - PA-24-250 . . ... ... ... 40 Rate of Climb vs Density Altitude - PA-24-180 . . . . . . 41 Rate of Climb vs Density Alritude - PA-24-250 . . . . .. 42 Landing Performance - PA-24-180 .. .. .. ... .. .. 43 Landing Performance PA-24-250 .. ........... 44 Power Chart - Lycommy O-360-A . . . ... .. ... ... 45 Power Chart - Lycoming O-540-A1D5 . . ... ...... 46 Power Setting Table - I.ycoming Model 0-360-A . . . .. 47 Power Setting Tablc - 1.ycoming Model O-540-A . . . .. 48 SECTIONV General Maintenance . . .. .. ... ..... R 49 Tire Inflation . ... ........... e 49 Battery Service . . .. .. ... ... 50 Brake Service . . ... ... ... ... ... 50 Landing Gear Service . . . . ... ... ... ... 50 Fuel and Oil Requirements . . . . ... ... ........ 51 Levelingand Rigging . .. .. .. .............. 51 LubricationChart . . . .. .. ... ... ... 53 FuelSystems . . . . . ... ... ..., 54 Carcof AirFilter . . ... .. ... ... ....... ... 56 Care of Windshield and Windows . .. ... ... .. ... 57 Serial NumberPlate . . ... ............ e ... 57