COMANCHE PA-24-260 Owner’s Handbook

installed on the 10-540-D engine is based on the principle of measuring air flow and using the air flow signals to operate a servo valve. The accurately regulated fuel pressure established by the servo valve, when applied across a fuel control (jetting system), makes fuel flow proportional to air flow. Fuel pressure regulation, by means of the servo valve, necessitates only a minimum fuel pressure drop through the en- tire metering system. This makes it possible to maintain metering prtessure above vapor forming conditions, and at the same time requires a fuel inlet pressure sufficiently low sothat a diaphragm pump can be used. An inherent feature of the servo system is self-purging which eliminates any possibility of vapor lock and associated problems of difficult starting. The injection system consists of a Servo Regulator, which meters fuel flow in proportion to air flow to the engine, giving proper fuel air mixture at all engine speeds, and a Flow Divider, which receives the metered fuel and accurately divides fuel flow to each cylinder Fuel Nozzle. Installed in the instrument panel is a Fuel Flow Indicator. This instrument is connected to the flow divider and monitors fuel pressure. The instrument converts fuel pressure to an accu- rate indication of fuel flow in gallons per hour, percentage of cruise power, and proper leaned mixture for take-off at various altitudes. 6 650715 THE PIPER COMANCHE SECTION I NOTE An increasing or abnotmally high fuel flow indi- cation is a possible symptom of restricted injector lines or nozzles. Induction air for either engine enters an opening in the nose cowl below the propeller and is picked up by a latge air duct. The ait is directed through a filter and on to the carburetor or servo regulator, For the fuel injection installation, located in the air box at the throat of the servo regulator is a spring loaded door which opens automatically if the filter becomes blocked. STRUCTURES Structures are of sheet aluminum construction, and are de- signed to ultimate load factors well in excess of normal require- ments. All components are completely zinc chromate primed, and exterior surfaces are coated with acrylic lacquer. The main spars of the wings are joined with high strength butt fittings in the center of the fuselage, making in effect a con- tinuous main spar. The spars are attached to the fuselage at the side of the fuselage. The wings are also attached to the fuselage at the rear spar and at an auxiliary front spar. Wing airfoil section is a laminar flow type, NACA-642A215, modified with maximum thickness about 40% aft of the leading edge. This permits the main spar, located at the point of maxi- mum thickness, to pass through the cabin under the center seat, providing unobstructed cabin floor space ahead of the center seat. LANDING GEAR The nose gear is steerable with the radder pedals through a 40 degree arc. During retraction of the gear the steering mech- anism is disconnected automatically to reduce rudder pedal 670731 7 SECTION Il THE PIPER COMANCHE loads in flight. The nose gear is equipped with a hydraulic shimmy dampener (o) F)/\ Retraction of the landing & 1 gear is accomplished through the use of an electric motor and transmissionlocated under the floorboards, actuating push-pull cables to each main gear and a push-pull tube to the nose gear. The landing gear motor is activated by a selector switch located on the instrument panel, To guard against inadvertent movement of the landing gear selector on the ground, a mechanical guard is positioned just below the selector handle, The handle must also be pulled aft before moving it upward. The gear selector is in the shape of a wheel, to differentiate from the electric flap control knob, which has an airfoil shape. As an added safety feature, the warning horn is connected to the gear selector switch, The horn will operate if the selector is moved to the UP position with the master switch on and the weight of the airplane on the landing gear, As a final safety factor to prevent gear retraction on the ground, an anti-retraction switch is installed on the left main gear. This prevents the electric circuit to the landing gear motor from being completed until the gear strut is within three quar- ter inch of full extension. A green light on the instrument panel below the landing gear switch is the primary indication that all gears are down and locked. The telescoping emergency gear handle should be used as a secondary indication only. The warning horn will also sound if power is reduced below approximately 12’ of manifold pressure and the gear has not been lowered. As optional equipment, a visual indicator, located on top of the instrument panel, will pop-up if the gear is retracted and power is reduced below 14”’ manifold pressure. This indicator Landing Gear Selector Switch 8 661001 THE PIPER COMANCHE SECTION II is operated mechanically by the landing gear and throttle and therefore has no connec- tion with the electrical system. An amber light above the switch indicates gears up. THE INDICATION LIGHTS ARE AUTOMATICALLY DIM- MED WHEN THE NAVIGA- TION LIGHTS ARE TURNED ON. The brakes on the Co- manche are actuated by toe brake pedals mounted on the left set of rudder pedals and by a hand lever protruding from under the instrument panel, Hydraulic brake cylindets are located above the left rudder pedals and are accessible in the cockpit for servicing, Parking brake valves are incormporated in each cylinder., Two cables extending from the parking brake ‘T’ handle are attached to the parking brake valves., To prevent in- advertent 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. A tow-bar is provided with each aircraft., When not in use it is stored next to the main spar. It may be removed by lifting the flap covering the forward side of the spar and removing the bar from its fasteners. When towing with power equipment, caution should be used not to turn the nose gear beyond its 20 degree radius from center as this may damage the nose gear and steering mechanism. Tow-Bar Storage CONTROL SYSTEM The flight controls on the Comanche are the conventional three control type operated by a control column and rudder pedals. 650715 9 SECTION 1l THE PIPER COMANCHE The all movable stabilator, with an anti-servo tab which also acts as a longitudinal trim tab, provides extra sta- bility and controllability with less size, drag and weight. Provision for directional and longitudinal trim is pro- vided by an adjustable trim mechanism for the rudder and stabilator. Installed on the Coman- . ache are electrically operated Flap And Trim Control Max-Lift flaps. As the flaps are operated by an electric motor they can be lowered and stopped in 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. Located in the inboard end of the right flap is a lock which holds the flap in the UP position so that it can be used as a step for entry or exit. A second lock is incorporated to prevent the flap from going full down in case a step load is applied and the up lock is not fully engaged. FUEL SYSTEM The fuel for the Comanche is carried in two rubber-like fuel cells located in the inboard leading edge sections of the wings. Capacity of these cells, which are classified as the main fuel cells is 30 gallons each (28 gallons useable). As optional equipment for the Comanche, a 30 gallon aux- iliary 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. 10 650715 SECTION 1l THE PIPER COMANCHE ST1ZZ0N- ¥INIYd 130 1304 XY 40134N84v2 08Z-v7 vd W3LSAS 1304 o diNd YIHIN HILMS dwnd 1304 I MI!JT. = T139 1304 G¥V0ENI NOILIIINT 1304 H0INGIHLSID D D < SI1ZZ0N 1304 @— HOLIMS 1 650715 SECTION Il THE PIPER COMANCHE The cells should be kept full of fuel during storage of the airplane to prevent accu- mulation of moisture and deterioration of the cells. For storage over ten days without fuel, the cells should be coated with light engine oil to keep the rubber from drying out. . During normal operation the fuel is drawn to the engine from the cells by a mechani- cally operated fuel pump lo- cated on the engine accessory section. In the event the engine driven fuel pump fails, an electric auxiliary fuel pump is provided. This pump is operated during starting, take-offs, and landings. The fuel selector and strainer units for the system are lo- cated between the front seats. Daily draining of the strainer is accomplished in the cockpit by opening the hinged access door located in the floorboard just aft of the fuel selector valve and moving the quick drain valve handle to full aft position. The general procedure for draining the fuel system is to open the strainer quick drain for a few seconds with the fuel cell selector on one cell, then change fuel selector to the opposite cell and repeat the process. The same process applies to the auxiliary fuel system. Allow enough fuel to flow to clear lines as well as the strainer. Positive fuel flow shut-off can be observed through the clear plastic tube which carries fuel overboard. Fuel quantity is indicated by an electric gauge located in the instrument cluster. This gauge will indicate the amount of fuel in the cell that is selected. An over-ride system is incorpo- rated 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 avajl- Fuel Selector And Drain 12 650715 THE PIPER COMANCHE SECTION I able in that cell. When the red button is released the indicating system will return to its normal operation. When the fuel selector handle is not in a positive selector detent position, more than one fuel port will be open at the same time. It should be ascertained that the fuel selector is positioned in a detent, which can be easily felt when moving the handle through its various positions. ELECTRICAL SYSTEM The Comanche electrical system includes a 12 volt 70 amp alternator, providing power at all engine speeds, a transistorized voltage regulator, an over voltage relay and a 35 ampere hour battery. This results in improved petformance for radio and electrical equipment and longer battery life. The voltage regulator andrelays are mounted immediately aft of the baggage compartment. Access for service or inspection is obtained through a removable panel located in the right half of the rear cockpit panel. The battery is located in the engine compartment. Electrical switches are located on the lower left side of the instrument panel. The circuit breakers, located below the elec- trical switches, automatically break the electrical circuit if an overload should occur. To reset circuit breakers, push in the reset button. It may be necessary to allow approximately two minutes cooling period before resetting breakers. Corrective action should be taken in event of continual circuit breaker popping. It is possible to manually trip the breakers by pulling out on the reset button. The alternator circuit breaker, mounted onthe same panel, is of the switchtype and should not be opened without consulting the Service Manual for detailed procedure. Standard electrical accessories, in addition to those already listed, include a geared starter, stall warning indicator, cigar lighter, ammeter and position lights. Glare ban instrument lighting, pitot heat, auxiliary power unit, and anti-collision light are offered as optional accessories. Circuit provisions are made to handle 661001 13 SECTION |l THE PIPER COMANCHE ELECTRICAL SYSTEM PA-24-260 FLAP MOTOR 20 AMP CIRCUIT PROTECTOR AMMETER GEAR MOTOR 30 AMP CIRCUIT PROTECTOR BATTERY IGNITION ALTERNATOR 15 AMP CIRCUIT PROTECTOR GEAR SOLENOQID AND INDICATOR LIGHTS 5 AMP CIRCUIT PROTECTOR FLAP SOLENOID AND INDICATOR 5 AMP CIRCUIT PROTECTOR NAVIGATION LIGHTS 10 AMP CIRCUIT PROTECTOR ALTERNATOR FIELD 5 AMP CIRCUIT PROTECTOR MASTER SOLENOID ALTERNATOR - 85 AMP CIRCUIT PROTECTOR mRTER INSTRUMENT LIGHTS 5 AMP CIRCUIT PROTECTOR BATTERY FUEL GAGES, OIL, CYLINDER HEAD TEMP. FLAP INDICATOR AND DOME LIGHT 5 AMP CIRCUIT PROTECTOR == VOLTAGE REGULATOR LANDING LIGHT 20 AMP CIRCUIT PROTECTOR ROTATING BEACON 10 AMP CIRCUIT PROTECTOR PITOT HEAT 15 AMP CIRCUIT PROTECTOR STALL WARNING S AMP CIRCUIT PROTECTOR FUEL PUMP 10 AMP CIRCUIT PROTECTOR TURN AND BANK S AMP CIRCUIT PROTECTOR BUSS BAR MASTER SWITCH 14 650715 THE PIPER COMANCHE SECTION II .optional communications and navigational equipment. Operation of the alternator system, as far as visual indi- cation to the pilot, is the same as a standard generator system. The ammeter, located in the upper right corer of the instrument panel, will give a constant indication of battery charge, or discharge in case of a malfunction of the system. Should a mal- function of the voltage regulator occur that would cause a high voltage condition, the over voltage relay will cut the alternator out of the system. Battery power will still be available to the bus bar, HEATING AND VENTILATING SYSTEM There are four individual controls provided for regulating the heating, defrosting and ventilating air. The controls are located on the lower right side of the instrument panel in a console panel. Heated air for the cabin interior is provided by a heater shroud attached to the left exhaust muffler. Fresh air is picked up at the air induction inlet at the front of the cowl 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 ground as prolonged application of heat to the windshield may cause distortion. Fresh air for the cabin interior is picked up from Heating Controls 661001 15 THE PIPER COMANCHE SECTION 1l Ylv ¥0L3IuNsyvI 8 STOHINOD ¥3L1s0¥43Q B HIV NISBVI °L 137LN0 ¥Iv LSNVHX3 NIEVD "9 137100 ¥3150443Q "G 137100 ¥V Q31V3H °V L3INI ¥IV G31V3aH °¢€ 1371N0 IV HS3¥4 °2 137N )V HS3¥d °| WILSAS ONILVIILNIA B ONILVIH 650715 16 THE PIPER COMANCHE SECTION Ii air inlets in the leading edge of each wing. The air passes through the wings to the wing toot area and is discharged into the cabin near the floor just forward of the front seats. In ad- dition, two fresh air scoops are located on the dorsal fin. These provide air for two overhead ventilators in the rear seat area and two front seat ventilators located adjacent to the windshield posts. Cabin air is exhausted through an outlet located above the hat shelf, VACUUM SYSTEM Suction for the vacuum operated Gyro instruments with central air filter system is supplied by an engine driven (dry type) vacuum pump. A vacuum gauge is installed in the instrument panel to pro- vide a constant indication of vacuum source. Suction is indi- cated on the gauge in inches of mercury; normal operating range is 4.8 to 5.1 inches. The system is controlled by one adjustable regulator, located under the instrument panel. After initial ad- justment the regulator will require very little attention. INSTRUMENT PANEL The instrument panel in the Comanche is designed to ac- commodate the customary advanced flight instruments on the left side in front of the pilot and the engine instruments on the right side. Provision for extra instruments is made in both sections, Gyro instruments are shock mounted and all are ac- cessible for maintenance by removing the access panel over the instruments. The Artificial Horizon and the Directional Gyro in the flight group are vacuum operated through use of a vacuum pump in- stalled on the engine. The Turn and Bank is an electrically op- erated instrument, controlled by the master switch, and serves as a standby for the Gyros in case of vacuum system failur'e. Radio units are installed in the center of the panel. Radio 661001 17 SECTION I THE PIPER COMANCHE ATNO NOLLDAMNI 73M3 HLIM = YO1D3313S 8v3I9 ONIANVTT "8} * HOLVIJIANI MOo1d 73nd4 21 SSY4WO0D Olavy 4ay "9 39NV NOILINS ‘€2 W10 TvIILY3A L) YILIWANY 11 TOYINOD 2ILYWILIV "G YOLVIIAN]I NOJv3E HIANEVW 2T HOLVIIANI INWO *9} UILSATO INIWAYLSNIL 01 NOZIYOH TTYJI4118V "% HALAWILEIY §2 HOLVIIAN d¥14 ‘S| YILAWCOHIVL 6 gHAD TIYNOILD3N¥IQ ‘€ LH9IT ONINMVM TTVLS 02 ZTI=%N ‘01aVY JHA ‘i 3JUNSSIUd QTO4INVIN "8 Q33dSHIV 2 HOLVDION| ONYS ONV N¥nl ‘61 J10SNOD 1§ JILVYWILIVY ‘€1 olavy dav ‘L %3072 *} zl €l w1 Sl 9/ 8l 6l 0C Iz [44¥4 650715 18 THE PIPER COMANCHE SECTION Ii power supplies are mounted aft of the baggage area. SEATS The front and center re- clining seats are adjustable fore and aft to provide comfort for pilot and passengers. Seat backs may be tipped forward to facilitate ease of entry and exit from the aircraft., They are easily removed by taking Seat Adjustment Handles out the stops at the end of the mounting tracks and sliding the seats off their tracks. The optional family seat(s) may be removed, allowing for.more baggage area and access to the rear fuselage panel by releasing the snap fasteners that attach the seat backs to the hat shelf and turning the wing fasteners at the back of the seat cushions. BAGGAGE AREA Maximum weight in the baggage area, including bag- gage and/or passenger(s) and family seat(s) is 250 pounds, with up to 20 cubic feet of available space, Baggage may be placed in the aircraft through a 19 x 21 inch door or the passenger entrance. Tie- down straps are available for securing baggage when the family seat(s) are not installed. The baggage door may 661001 Baggage- Emergency Door 19 SECTION I THE PIPER COMANCHE also be used as an emetgency exit and is opened by holding the inside door knob up and, at the same time, turning the latch clockwise. The baggage door should not be opened in flight as it is difficult to close. FINISH All aluminum sheet components of the Comanche are care- fully finished inside and outside to assure maximum service life, Both sides of all pieces are alodine treated, and are sprayed with zinc chromate primer. External surfaces are coated with durable acrylic lacquer in attiractive high gloss colors. The application of primer to interior surfaces will prevent corrosion of structural and non-structural parts on the inside where there is no access for normal maintenance. 20 650715 THE PIPER COMANCHE SECTION 1l 650715 NOTES 21 SECTION 11l OPERATING INSTRUCTIONS Preflight Starting Engine (Carburetor) . Starting Engine (Fuel Injection) . Warm-Up and Ground Check Take-Off Stalls Climb Cruising Approach and Landing . Stopping Engine . Emetgency Procedures . Mooring Operating Tips Radio Operation . 650715 22 23 24 25 27 28 29 29 30 31 32 34 34 36 THE PIPER COMANCHE SECTION Il SECTION 1l OPERATING INSTRUCTIONS PREFLIGHT The following safety procedure instructions must become an integral part of the pilot’s operational routine and preflight inspection. Below is an outline for preflighting the Comanche: 1. a. Ignition and master switches are ‘'OFF"’, 2. a, Check for external damage or operational interference Femmm——mm———— e 4Tk - L 661001 22 SECTION I ‘THE PIPER COMANCHE to the control surfaces, wings or fuselage. b. Check for snow, ice, or frost on the wings or control surfaces. 3. a. Check fuel supply. b. Check fuel cell caps and covers for security (adjust caps to maintain a tight seal). c. Fuel system vents open. 4. a. Landing gear shock struts properly inflated (approxi- mately 2-3/4’’ piston exposed). b. Tires satisfactorily inflated and not excessively worrn. c. Cowling, landing gear doors and inspection covers properly attached and secured. d. Propeller free of detrimental nicks. e. No obvious fuel or oil leaks. f. Engine oil at the proper level, (Insure dip stick is properly seated.) 5. a. Windshield clean and free of defects. 6. a. Tow-bar and control locks detached and properly’ stowed. Check that baggage-emetgency door is secured. 7. a. Upon entering the airplane, ascertain that all controls operate normally. b. Check that the landing gear selector and the other controls are in their proper position. c. Close and secure the cabin door. d. Drain the fuel strainer, e. Check that required papers are in order and in the airplane. STARTING ENGINE (Carburetor) 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. Snp b= 23 650715 THE PIPER COMANCHE SECTION 11l 7. Turn the auxiliary fue]l 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 engine is warm do not prime. 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. Turn all radios '‘OFF’’, 10. Check that propeller area is ““CLEAR". 11. Tum the ignition switch to the **START" position and hold until engine starts. (Limit starter operation to 30 seconds.) 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. STARTING ENGINE (Fuel Injection) Starting Engine When Cold: 1. Open throttle approximately 1/2 inch. 9. Turn on master switch and electric auxiliary fuel pump. 3, Move mixture control to full rich until an indication on the fuel flow meter is noted. (Engine is primed.) 661001 24 SECTION [l THE PIPER COMANCHE 4. Move mixture control to idle cut-off. S. Engage starter. 6. When engine fires, advance mixture control to full rich. If engine does not fire within 5-10 seconds, disengage starter and reprime. Starting Engine When Hot: 1. Throttle open approximately 1/2 inch. 2. Mixture in idle cut-off. 3. Electric auxiliary fuel pump off. 4. Engage starter. When engine fires, advance mixture. Starting Engine When Flooded: 1. Throttle full open. 2. Mixture in idle cut-off, 3. Electric auxiliary fuel pump off. 4. Engage starter. When engine begins to fire, advance mix- ture and retard throttle. Turn electric fuel pump on for take-off, after climb-out. Do not take off with a dead battery as some voltage is needed to excite the alternator. Starter manufacturers recommend that cranking periods be limited to thirty seconds with atwo minute rest between cranking periods. Longer cranking periods will shorten the life of the starter. 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 seconds longer to get an oil pressure indication. Warm-up the engine at 800 to 1200 RPM for not more than two minutes in warm weather, four minutes in cold weather. Avoid prolonged idling at low RPM as this practice may result in fouled spark plugs. The magnetos should be checked at 2000 25 670731 THE PIPER COMANCHE SECTION 111 RPM with 15’’ MP and the propeller in high RPM, the drop not to exceed 125 RPM. The engine is warm enough for take-off when the throttle can be opened without the engine faltering. The electric fuel pump(s) should be turned off after starting or during warm-up to make sure that the engine driven pump is opetating by noting if fuel pressure or fuel flow is maintained. Prior to take-off the electric pump(s) should be turned on again to prevent loss of power during take-off should the engine driven pump fail, In aircraft with carburetor induction engines, the carburetor heat should be checked during the warm-up to make sure the heat control operation is satisfactory and to clear out the car- buretor if any ice has formed. It should also be checked in flight occasionally when outside air temperatures are between 20° F and 70° F to see if icing is occurring in the carburetor. In most cases when an engine loses manifold pressure without apparent cause, the use of carburetor heat will correct the condition. When carburetor heat is applied, cold air entering the in- duction system is taken from the engine compartment, through the exhaust muffier shroud, then tothe carburetor; it is not filtered. For this reason carburetor heat should not be used on the ground in dusty conditions except momentarily during the run-up., Dust taken into the intake system can damage the engine severely, and caution must always be exercised during ground operation to prevent dust from entering the engine, The propeller control should be moved through its complete range during the warm-up to check for proper operation, then left in the full high RPM position, During cold weather operation the propeller should be cycled a minimum of three times to insure that warm engine oil has circulated throughout the entire system. During the propeller check, as during other ground operations, 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. 661001 26 SECTION Il THE PIPER COMANCHE 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 set (rich¥*) 10. Door locked * Carburetor induction system only. 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 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 MPH. Trying to pull the aircraft off before the proper speed is obtained will only prolong the take-off run. After the take-off has proceeded to the point at which a landing could no longer be- made with the wheels down in the event of power failure, the gear should be retracted. As soon as the gear is up and sufficient altitude has been gained, reduce power to climb setting. For a minimum take-off run the flaps should be lowered to the recommended 15 degrees. With the flaps in this position, the take-off run will be reduced approximately 20 per cent. Nommally 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 tiot 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 at a safe altitude, and continue the climb-out. During cold weather operation, when taking off from slush or water covered runways, allow the gear to remain down longer than usual so that any slush remaining on the gears will freeze and be broken away when the gear is retracted, In aircraft with fuel injection, during a normal take-off with 27 650715 THE PIPER COMANCHE SECTION 11l full rich mixture the pointer on the fuel flow meter will stabilize between the sea level mark and the red line. This setting gives a slightly rich mixture to aid in fuel cooling the engine and is recommended for all normal take-offs at sea level. When taking off from a high altitude field (example 4,000 feet), the mixture should be leaned to obtain maximum power. This is done during the pre-take-off check. Apply full throttle, then move mixture control towards tlie lean position until the fuel flow pointer has stabilized at the 4,000 foot mark, located between the 19-1/2 and 20 gallon marks. Leave the mixture in this position and proceed with the take-off. Caution should be used when operating with the mixture leaned so that the engine is not overheated. STALLS All controls are effective atspeeds down through the stalling speed, and stalls are gentle and easily controlled. STALL SPEED TABLE Configuration (Power Off) Gear and Flaps Up 75 MPH Calibrated Airspeed Gear and Flaps Down (Full) | 67 MPH Caljbrated Airspeed These figures are at gross weight of 3100 1bs. 661001 28 SECTION ItI THE PIPER COMANCHE CLIMB The best rate of climb speed at gross weight will be ob- tained at 111 MPH. The best angle of climb may be obtained at 87 MPH. At lighter than gross weight these speeds are reduced somewhat. For climbing enroute a speed of approximately 130 MPH is recommended. This will produce better forward speed and increase visibility over the nose during the climb. CRUISING The cruising speed of the Comanche is determined by many factors including power setting, altitude, temperature, weight, and equipment installed, The normal recommended ecofiomy cruising power setting of the Comanche is at 65% power. At 10,800 feet this gives a True Airspeed of 176 MPH. This power setting is obtained under standard conditions at 2400 RPM and full throttle, Fuel con- sumption is approximately 12.7 gallons per hour total. The optimum cruising speed of the Comanche at 7000 ft. is 182 MPH. (See Power and Performance charts for power settings and performance under various conditions.) The Lycoming engine in the Comanche can be cruised at any percent of power from 75% down. 2400 RPM is recommended for maximum cruise performance and lower RPM’s, down to 1800, for more economical cruising conditions. Ordinarily an RPM setting should be selected which will give maximum smoothness. To obtain the desired power set the manifold pressure and RPM accotding to the power setting table in this manual. After the desired power settings have been set up, adjust the mixture control. Fuel injection engines best power setting is indicated by the fuel flow meter. The low side of the power setting, as shown on the fuel flow metet, indicates best economy for that petcent of power while the high side indicates best power. During climbing operation the servo regulator will sense the change in 29 661001 THE PIPER COMANCHE SECTION ill altitude and wili automatically lean the mixture. For better economy manual leaning with the mixture control can also be accomplished. Use of the mixture control in cruising flight reduces fuel consumption significantly, especially at higher altitudes. The mixture should always be leaned during cruising operation over 5000 feet altitude, and at lower altitudes at the pilot’s dis~ cretion. The continuous use of carburetor heat during cruising flight reduces power and petrformance, Unless icing conditions in 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 order to keep the airplane in best lateral trim during cruising, the fuel should be used alternately from each tank. If auxiliaty tanks are installed, it is suggested that the fuel in the two auxiliary tanks be used first, APPROACH AND LANDING Before landing check list: Fuel selector on proper tank. Mixture *‘RICH"". Propeller set. Carburetor heat *'OFF'’ * (unless icing conditions exist). Electric fuel pump “‘ON’". . Landing gear "DOWN’’. (Under 150 MPH check green light ‘“ON’’, warning homn *‘OFF'’, gear emergency handle in “*'FORWARD"’ position.) 7. Flaps as desired (under 125 MPH). * Carburetor induction system only. ok wo = During the approach, the landing gear can be lowered at speeds under 150 MPH, preferably on the downwind leg. The airplane should be trimmed to approach speed of about 85 MPH and flaps extended. The flaps can be lowered at speeds up to 661001 30 SECTION I THE PIPER COMANCHE 125 MPH, if desired. The propeller should be set at full RPM or at a high cruising RPM to facilitate an emergency go-around if needed. 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 con- tact ground at the minimum practicable speed consistent with landing conditions. Normally, the best technique for short and slow landings is to use full flap and a small amount of power, holding the nose up as long as possible before and after ground contact. In high wind conditions, particularly in strong crosswinds, it may be desirable to approach the ground at higher than normal speeds with partial or no flap. Maximum braking effect during short field landings can be obtained by holding full back on the control wheel with flaps up while applying brakes. This forces the tail down and puts more load on the main wheels, resulting in better traction. On aircraft with a carburetor installed, carburetor heat should not be applied unless there is indication of carburetor icing, since the use of carburetor heat causes a loss in engine power which may be crucial in the event of a go-around, and can induce detonation in this situation. STOPPING ENGINE The flaps should be raised and the electric fuel pump turned off at the pilot’s discretion. After parking, the radios should be turned off, the propeller set at minimum blade angle, and the engine stopped by pulling the mixture control out to idle cut-off, The throttle should be left full aft to avoid engine vibration while stopping. Then the ignition and master switches must be turned off and the parking brake set, 31 661001 THE PIPER COMANCHE SECTION Il EMERGENCY PROCEDURES Manual Gear Extension: Manual landing gear extension is accomplished with the telescoping lever located directly aft of the nose wheel housing. This control is used to extend the gear if the electrical actuating system has failed, The gear willnot stay up if retracted manually. Before proceeding with the emergency extension check the following: 1. Gear circuit breakers are in. 2. Master switch is on, 3. Navigation lights are off (daytime). To extend the gear, remove the cover over the emergency disengage control located between the two front seats, and follow the instructions on the back of this cover as follows: 1. Airspeed not over 100 MPH. 2. Landing gear switch inthe ‘“‘Gear Down Locked’’ position. 3. Disengage electric motor by pushing motor release arm forward through full travel. 4. Extend emergency handle to full length. 5. Push handleforward fulltravel to extend the landing gear. After the gear has been extended manually, do not perform any unnecessary operation to the gear until the aircraft is placed on jacks., To teturn the system to normal electric operation, re- engage tne electric motor to the landing gear extension torque tube by following the procedure given: 1. Circuit breaker should be disengaged. 2. Pull landing gear emergency extension handle about half way back, allowing gear tohangpartially extended. Emergency Gear Extender 661001 32 SECTION il THE PIPER COMANCHE 3. Engage circuit - master switch off. 4. With master and selector switches move the 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. 5. Using the extension handle move the torque tube pin slightly back and forth until it can be engaged with the drive shaft slot, then push the parts together. 6. 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 emergency (1) when the surface is too soft or rough to permit a gear-down landing, (2) when a field is too short for a gear-down landing, which might cause more damage through hitting obstructions than the gear-up landing would cause, (3) wheu 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 dam- age); 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 mismanagement ot 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 another tank does not restore the engine: 1. Check fue] pressure and turn on electric fuel pump, if off. 2. Push mixture control to full ‘‘RICH"’. 3. Apply carburetor heat (carburetor installation), 4. Check ignition switch. 33 661001 THE PIPER COMANCHE SECTION Il MOORING The Comanche should be moved on the ground with the aid of the nose wheel tow-bar provided with each plane and stored on the front spar. 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 held in position by its connections with the steerable nose wheel and does not need to be secured except under un- usually high wind conditions. 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 infor- mation that apply particularly to this model. The following Oper- éting Tips may be helpful in the operation of the Comanche: 1. Remember that when the navigation lights are on, the gear position lights are 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 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. Although it is permissible to extend the landing gear at speeds up to 150 MPH, the loads on the landing gear extension motor and ori the gear doots are much lower if slower speeds are used. For this reason, it is recommended that unless there is a 661001 34 SECTION 1l THE PIPER COMANCHE good reason to lower the grear 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 airplane to 100 MPH or less before extending the flaps. At these reduced speeds, the load applied to the flaps is greatly reduced. 7. If the flap actuating mechanism is not properly maintained it is possible for one or both flaps to remain down. Therefore, in extending or retracting the flaps, it is recommended to do so in steps to avoid undesirable roll due to asymmetric flaps. If one flap sticks down the other can usually be controlled so that the pilot can achieve symmetric positions. 8. 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. 9. Always ascertain position of landing gear by the position of the emergency gear lever as well as the gear position lights. 10. If, under unusual circumstances, the landing gear motor is apparently overloaded and the circuit breaker opens repeatedly, the electric motor can be assisted by applying light hand pressure to the emergency gear lever. 11. Before attempting to reset any circuit breaker, allow a two to five minute cooling off period. 12. When landing and upon making contact with the ground on the main wheels, neutralize the rudder pedals, apply additional back pressure to the control wheel and retract the flaps. This gives best directional control on the ground and provides for full effectiveness of the brakes during the landing roll. 13. In some instances when operating with fuel injection at altitudes over 10,000 feet, surging of the engine may be experienced. This condition may be eliminated by proper leaning of the mixture or by use of the electric fuel pump. 14. A high fuel pressure indication of the fuel flow indicator is a possible indication of restricted air bleed nozzles. 15. The shape of the wing 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 will be interrupted and a temporary loss of 35 %%x 721218 THE PIPER COMANCHE SECTION il 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. RADIO OPERATION Communication and navigational equipment controls are located in the center of the instrument panel. Associated auxiliary switches are located on a separate panel below the control column on the lower right side of the instrument panel. Circuit breakers for the radios are located to the left of the main switch panel. All sets are turned “ON" by the switch located on the control head of each particular unit, with the exception of the marker beacon and glide slope power switches which are located on the Audio Selector Switch Panel. After power is supplied, the pilot may wish to operate one of the two transmitters by moving the transmitter selector switch to the proper position. The switch is located on the selector switch panel. A scparate three position audio selector switch is provided for each receiver. Each receiver audio output may be connected to either the speaker or the headset. In addition, they may be placed on the “OFF"” or standby position. To receive audio through the speaker from the Marker Beacon and DME the top Mark 12 must be in operation. Power from this radio is not required when the headphones are connected to the Marker Beacon or DME. Two or more sets' may be simultaneously connected to either the headset or speaker position by placing the selector switches in the desired combination. For example, the A.D.F. and the top Mark 12 may be selected to operate on the speaker and the lower Mark 12 may be selected for headset operation. If desired the pilot may listen to the speaker and the copilot the headset. 721218 36 * SECTION IV PERFORMANCE CHARTS T ake-off Distance over 50 Foot Barrier Take-off Ground Run Distance Speed For Best Rate and Angle of Climb . Climb Rate vs Standard Altitude and Weight . True Airspeed vs Altitude Range vs Standard Altitude Landing Distance over 50 Foot Barrier Landing Ground Roll Altitude Conversion Chart Power Setting Table, Lycoming 0O-540-E . Power Setting Table, Lycoming 10-540-D. Part Throttle Fuel Consumption, I0-540-D Fuel Flow Indicator, Lycoming [0-540-D . 650715 37 38 39 40 41 42 43 44 45 46 47 48 49 THE PIPER COMANCHE SECTION IV PA-24-260 COMANCHE T T 1T T T T 7T 77 TAR OBSTACLE AT VARIOUS ALTITUDES, | ?EMPEE‘%M‘@E’BES WEIGHTS, AND W[llN]@S [ E-OFF DISTANCE - OVER 50 FT. ] FLAP SETTING- 15° ATTAIN1.3 = STALL SPEED AT 50 FEET PAVED LEVEL RUNWAY & \ & \ D /RS//// /z\ \ N N \ SOCASNNA /\\\\\\\ N N w NN ;M?’/ STD. mr \N%\\\\\ § N |F * | RSN 1 ~ Y I 0 20 40 60 80 3100 2900 2700 2500 2300 10 20 30 TEMPERATURE - °F WEIGHT - LBS. HEADWIND - M.P.H. 650715 1000 4000 3000 2000 1000 37 TAKE-OFF DISTANCE - FT. SECTION IV THE PIPER COMANCHE PA-24-260 COMANCHE T T T T T T T T T T T 11 — TAKE-OFF GROUND RUN DISTANCE o AT VARIOUS ALTITUDES, " TEMPERATURES, WEIGHTS, AND WINDS| FLAP SETTING 15° LIFT-OFF AT STALL SPEED 38 PAVED LEVEL RUNWAY & $ ‘\,\\\% / & V7 & r \\ 1 8000 - / P 4000 )C = \A I L A /// L STD. TENF., st \ R NN N A A A TOOBTAIN TAKEOFF DISTANCE- 6 READ TAKEOFF DISTANCE AT F 1 1 PLOT TEMPERATURE AND PRESSURE ALTITUDE AT A 2 TRANSFER TO B ON 3100 GROSS WEIGHT LINE 3 TRANSFER PARA#LEL TO REFERENCE LINE TO C AT 4 TR 70 D ON O-¥| 5 TRANSFER FI‘\PI‘?[:;LLEL TO REFERENCE LINE VO E AT Wiz zoz=z= =z A 0 20 40 60 B0 3100 29[]0 2700 2500 2300 10 20 30 HEADWIND - M.P.H. TEMPERATURE -°F WEIGHT - LBS. 2600 2400 2000 1600 1200 GROUND RUN DISTANCE - FT. 400 650715 THE PIPER COMANCHE SECTION 1V DENSITY ALTITUDE - fT. PA-24-260 COMANCHE IIIIIIIIIII SPEEDS FOR BEST RATE OF CLIM3 AND BEST ANGLE OF CLIMB 1 I[;m Aiun Fulps GEAR AND FLAP POSITIONS AS NOTED 16000 [ l {Y\ STANDARD TEMPERATURE CONDITIONS o ][] \\ g | l / l \ \ GEAR“EXTENBED 12000 7 [ I l \ \ \ FLAPS - 15° / / ] \\ BESTANGI.EI , \ \IIISIRA[E— /” If \ g II \\\ \\\\ o Ll X\ \ L MURTEN Ty 42 H RINE EEE RN Hl Jaal | I T VW 288k | o | L] AL Ll VA A o L] LU Ul -3 o — = = 00 %0 100 1n 1 80 CLIMB INDICATED AIRSPEEDS - M.P.H. 650715 39 DENSITY ALTITUDE - FT. SECTION IV THE PIPER COMANCHE 24000 20000 16000 12000 §o0o 4000 40 SL PA-24-260 COMANCHE T "CLIMB RATE " Vs ] — DENSITY ALTITUDE AND WEIGHT — GEAR AND FLAPS RETRACTED EXCEPT AS NOTED ] — BEST RATE OF CLIMB SPEED, 2700 R.P.M. - FULL THROTTLE - STANDARD TEMPERATURE CONDITIONS A\ \\\ \ SN % N\ IND \\ | \%p_@,\%_ N | % % \\ N \é‘a, NN j\ RN AN 0 400 800 1200 1600 2000 2400 RATE OF CLIMB - FT./MIN. 650715 THE PIPER COMANCHE SECTICN IV PA-24-260 COMANCHE TRUE AIRSPEED Vs DENSITY ALTITUDE GROSS WT. 3100 LBS. 16,000 STANDARD TEMPERATURE CONDITIONS 14,000 45%RA 12,000 10,000 8000 DENSITY ALTITUDE - FT. 6000 4000 2000 SL 120 140 160 180 200 TRUE AIRSPEED - MPH 650715 41 DENSITY ALTITUDE - FT. SECTION IV THE PIPER COMANCHE PA-24-260 COMANCHE RANGE Vs DENSITY ALTITUDE BEST ECONOMY MIXTURE SETTING 2400 R.P.M. STANDARD TEMPERATURES 14000 TAKE-OFF WEIGHT 3100 LBS. I I I [ I 86 SAL USABLE 12000 56 GAL USABLE STANDARD AND AUXILIARY FUEL T ——t— i | | f— = ——-—STANDARD FugL | e 10000 /I 8000 // | /] 2000 42 900 1000 1100 RANGE - STATUTE MILES 1200 670731 THE PIPER COMANCHE SECTION IV PA-24-260 COMANCHE - LANDING BISTANCE OVER S06T.| OBSTACLE AT VARIOUS ALTITUDES, _| | TEMPERATURES, WEIGHTS, AND WINDS | FLAP SETTING 32° APPROACH AT 1.3 STALL SPEED “PAVED LEVEL RUNWAY J\\_\\\;};“/ \X S "\\\ \ ol ] NN s fl:\_\\\}x}_\\ e RSN k__Sl .! ' \;::::::?\\\ \\j::: \QA \\:\ 3 LI W o AR| | e AW N W AN X 0 20 40 60 80 100 2900 2700 2500 2300 10 20 30 TEMPERATURE-F 650715 WEIGHT-LBS. HEADWIND-M.PH. 1800 1600 1400 1200 1000 400 43 LANDING DISTANCE - FF. SECTION IV THE PIPER COMANCHE PA-24-260 COMANCHE T TrrT o — LANDING GROUND RUN DISTANCE — AT YARIOUS ALTITUDES, WEM@EBAW&D[}BES W{ED@[HIWTS AND W[I[N]@SB APPROAclLlA K13 STHLL SPEED PAVEILI LEVEL RUNWAY \& 1400 o\XX°§§§;/4 V\}“ N \ 1200 L / AL—T0s 4 |\ C L N STD. TEMP. i ™ R\ V N \\ 7 \ LBUUU 6000 4000 2000 St (N 7 1000 '\ \ I AN 808 / Sz ftd / L/ 1/ — % GROUND ROLL DISTANGE - FT. 800 Ui \\ LANDING WEIGHT *\\ 410 £ === < Z 200 0 20 40 60 80 100 2900 2700 2500 2300 10 20 30 TEMPERATURE - °F WEIGHT - LBS HEADWIND - M:P.H. 44 650715 DENSITY ALTITUDE , FT. THE PIPER COMANCHE SECTION IV PA -24 -260 COMANCHE l ALTITUDE CONVERSION CHART 17 T 17T T 1 THIS CHART SHOULD BE USED TO DETERMINE DENSITY ALTITUDE FROM EXISTING TEMPERATURE AND PRESSURE ALTITUDE CONDITIONS FOR USE WITH PERFORMANCE CHARTS 24000 / 20000 STANDARD e ] A\ . | — L eweemarore | b | | WS =1 f B“““ // |/ 16000 |4 — AT et ; L1 fl@“ | 12000 ] o = — - L1 L \““/ |1 8000 — "\\\"’/’ oy K 1 /r° L | /L/ | — \/ \“““ —— 4000 o 1 1A TN 1 L1 N 40 20 0 2 a0 50 80 100 650715 TEMPERATURE, °F 45 THE PIPER COMANCHE SECTION IV ‘plepuels mo]aq sainjeradway 103 j0BIIqNS {plEpUE}S 9A0QE s3Injeradwa) 1re 1o amssaid pjojiuew ppy “ainjesadway apninje piepueis woly simesadway Ite 1032InqIeD Ul uoTjElIeA T yoes 103 8H ,/.1°( A[eyewrxoidde ainssaid ploptuew 3091100 ‘Jomod JUBISUOD UTEJUTRW O], 000°ST vor 0°L1 — - g 000°ST 000' 4T 991 TLD LLI - 6 000't1 000°€1 891 Ll 6L1 - At 000'€T 000°Z1 61— - - 0L LT T81 T61 91 000'ZT 000°11 S61 — - - TLT 6°L1 ¥'8I V61 61 000°1T 00001 L6l €07 — - yLT T'81 981 9'61 £ 000°0T 000°6 661 90T 91 - 9.1 €87 881 B¥61 LT 000'6 000'8 L1c €t - - 10¢ 807 817 9T 8.1 S81 T6I 002 153 0008 000°Z 0T st - - 0z T1'IC 02 8¢ 08T L'81 €61 70T e 000°2 000‘9 T 8T L€ - 907 €1¢ 72T T'€T 781 6'81 S61 $0T 8¢ 0009 000's ST O0€T 6'€EC 8V 807 S'1C vTZ €€L ¥'8L T61 L61 90T 184 000°'s 000’y L'z €€T THT TSt 01 81T 927 9€T L'81 ¥'61 661 80T St 000"t 000‘€ 0'€C 9'€T SVYZ ¥'ST Tz 02 6'CC B'€C 681 961 10Z 012 134 000'€ 000°7 €€ 6'€C 8VYT LST S'1C TTr 1€ T've I'6l 861 b0z €1C s 000‘g 0001 S€C T'¥T 06z 09T L'1Z S'TT €€T ¥ €61 00T 907 S'IC s 000‘T 1S 8'€C vvZ €St €9z 617 LT 9€T 9be S61 T0Z 80T L1Z 6S TS 1904 00SZ 00¥Z G60ET 00ZT 00¥Z 00€Z 00ZZ 00LZ 00vZ 00€£7 00ZZ 0012 4- 1094 Ny *SS3ud "NV ANV Wd Y *$S3Ad "NVW ANV WdJ *§SIAud "NVW ANV Wdd dway Hy *s$3.d potoy %GL — dH S6L Paioy %59 — dH 691 paioy %55 — dH E¥L HY Ppis | °ssay awdu3 4y 097 ‘3-0¥5-0 3POW Buiwodky - ajge] Buas Jamog €70731 46 SECTION IV THE PIPER COMANCHE *piepyels mo]aq samjesadwa) 103 3oenqNS {pIBpUE}S 240Qe saInjeradws) e 10j omssaid plojiuBW PPy "@Imjeiadwa) apnjfi[e prepuels wWoly amesadway, 1IE 10j21nqIEa UT UOTIBIIEA J OT Yoea 10§ 3H ,.1°g Ajojewrxoidde amssaid plojiuew 3091103 ‘19mod JueISUOD UTERIUTBW O 000'ST Lot L1 - - S. 000'ST 000'pT 691 ST - - 6 000'¥1 000'€T 141 841 S81 - o 000°€1 000°'ZT L1 08T L8 961 91 000°21 000'TT 86T — - - LT 781 681 861 61 00011 000'01 00c 20T - - L'LT S8T T61 0°0¢ £C 000°0T 000'6 €0Z 012 61 ~— 08T 281 ¥61 €0T 12 000°6 000'8 61z — - = S0z TI1T 127 - T8l 681 961 S0T 1€ 000'8 000, e ose -~ - L0t S'1T ¥TT S'€T ¥81 T'61 661 LOT vE 000°Z 000'9 VZz €€ 1Ty — 6'0C L'1Z 92T L'fT 98T 61 107 01T 8¢ 000'9 000°s L'tz S€T ¥ve v'se T'IZ 02 627 0¥ 881 961 €0T CT1Z ¥ 000'Ss 000t 62 S'€C Lyl L'ST Y12 TTT 1€ T 061 861 90Z V12 Sy 000‘t 000'€ TET 0vZ 0°ST 097 917 STT ¥ET ST 761 007 807 L'T1Z 8% 000'€ 000'Z SET €VC £ST £€9¢C 81T LT 9€C 8+C ¥61 €0z 01z 61T TS 000°C 000'1 L'SC SvT SST 99C 07 67T 6€C 1S 96T S0z €12 12T "S§ 000°T 1S 0'vz 8¥T ST 69 T TE 1'¥T €S2 861 L0Z SIZ €T . 69 1S 4904 006z 00¥Z 00€Z 00Z7 00r7 00£Z 00ZZ 00LZ 00¥Z 00£Z 00ZZ 00LZ do 134 Hy *$S3Ud "NVW ANV Wd Y *$S3Ud "NVW ANV Wd¥ *$S3Ud 'NYW ANV W duiay nv *ssald Painy %SL — dH S61 Pa42y %59 — dH 691 PaIoYy %56 — dH EFL NV Pis | °ssey uI3u3 dH 097 ‘0-0¥5-01 19POW Buiwodky - sjgeL Bunjas Jamod 47 670731 SECTION IV THE PIPER COMANCHE T 1 [ T T 7 17 1 1T [ | — PART THROTTLE FUEL CONSUMPTION — | LYCOMING MODEL 10 - 340 - D SERIES GOMPRESSION RATIO 8.50:1 | — SPARKTIMING 259 81C FUEL INJECTOR -BENDIX MODEL RSASAD1 MIXTURE CONTROL - MANUEL TO BEST ECONOMY | OR BEST POWER AS INDICATED —_S FUEL GRADE , MINIMUM 91/96 v $ L A 19 u / 18 PERCENT RATED POWER1—75 S@ o N\ { 17 4 A 7 3 65 / Rt | 7 = 15 H\i . 55 S 5 VSHSS= o 7 [ o3 2 « 457 j//// 7 § 12 g“t /,; “5@ = e | a = E- _EU’/ i : nnlk‘V ?@ ]D %*E“"EIL Y \% ‘ = §t/ = 8 = 00 120 140 160 180 200 220 240 260 260 ACTUAL BRAKE HORSEPOWER 48 650715 THE PIPER COMANCHE SECTION 1V READING THE FUEL FLOW INDICATOR PA-24-260 lest Economy at 63% Power \)\Bo st Power Green Arc 650715 49 SECTION V MAINTENANCE Tire Inflation ., Battery Service Brake Service. . . . . . . . ., Landing Gear Setvice Fuel and Oil Requitements Leveling and Rigging . Care of Air Filter Care of Windshield and Windows. Serial Number Plate Fuel System 650715 50 50 51 51 54 55 56 56 57 57 THE PIPER COMANCHE SECTION V SECTION V MAINTENANCE This section of the Comanche Handbook contains information which pertains to minor maintenance of the airplane. Any com- plex 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 42 1bs. onthe main wheels and 27 lbs. on the nose wheel. 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 teinstallation. Out of balance wheels can cause extreme vibration in the landing gear during take-off. In the instal- lation of new components, it may be necessary to rebalance the wheels with the tires mounted. BATTERY SERVICE Access to the 12-volt 35 ampere hour battery is through the engine right access panel. The battery should be Battery Installation 650715 50 SECTION V THE PIPER COMANCHE checked frequently for proper fluid level, but must not be filled above the baffle plates. All connections must be clean and tight. The battery and battery box should be removed periodically and checked for corrosion. Corrosion effects may be neutralized by applying a solution of baking soda and water, allowing no soda solution to enter the battery. Wash battery and box with clean water and dry. If the battety 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. BRAKE SERVICE The brake systemis filled with MIL-H-5606 (petroleum base)“ hydraulic brake fluid. This should be checked at every 50 hour inspection and replenished when necessary, refilling the brake reservoir on the firewall to the indicated level. No adjustment of brake clearances is necessary on the Comanche brakes. If after extended service the brake blocks be- come worn excessively, they are easily replaced with new brake segments. To remove the brake disc, lining and backing plate, remove the four bolts through the brake housing, then the main wheels are easily removed by taking off the axle nut and withdrawing the wheel from the axle. Tites are dismounted from the wheels by deflating the tube, then removing the wheel through-bolts, allowing the wheel halves to be separated. LANDING GEAR SERVICE In jacking up the Comanche for landing gear and other service, a jack kit (available through the Piper Aircraft Distributor Service Departments) should be used. Thit kit includes two hydraulic jacks and a tail support. Approximately 300 lbs. of ballast should be placed on the base of the tail support before jacking up the airplane, 51 661001 THE PIPER COMANCHE SECTION Vv RUDDER HINGES AND HORN STABILATOR TRIM TAB 100 STABILATOR ADJUSTMENT MECHANISR 100 STABILATOR CONTROL PULLEYS 100 BAGGAGE DOOR AND MAIN DCOR HINGES FLAP TRACKS (SEE NOTE 7) 100 120 AILERON HINGES, FLAP ROLLERS, PULLEY AND BELLCRANK RIGHT AND LEFT 100 HINGES- HAIN GEAR DOORS, 1EACH 100 WAIN LANDING GEAR GREASE FITTINGS RIGHT AND LEFT, 6 EACH 100 MAIN WHEEL BEARINGS RIGHT AND LEFT LANDING GEAR FLAP RETRACTION SYSTEM {SEE NOTE 2) 500 ENGINE OIL TANK, DRAIN AND FILL Kfl QT. CAPACITY 50 LUBRICANT | v ENGIRE] » FUEL SYSTEM-THE FOLLOWING POINTS FUEL PUMP STRAINER-INJECTOR SCREEN-FILTER BOWL-QUICK DRAIN UNIT. LANDING GEAR RETRACTION SYSTEM-WHEN REASSEMBLING TRANSMISSION, FiLL TRANSMISSION 1/2 FULL OF *‘GEAR AND ACTUATOR GREASE’' SPECIFICATION MIL-G-23827 or MIL-G-7118. APPLY THIN COATING OF "GEAR AND ACTUATOR GREASE" TO RETRACTION SCREW AFTER CLEANING EVERY 500 HOURS. 3. LANDING GEAR STRUTS-FOLLOW INSTRUCTION PLACARD ON OLEO STRUT. 4. MISCELLANEOUS-DURING ROUTINE MAINTENANCE CHECKS, APPLY LUBRICATION TO MISCELLANEOUS LINKAGES. ow NOTES . BATTERY-CHECK BATTERY FLUID LEVEL, & BATTERY CONDITION EVERY 25 HOURS. CLEAN PAPER AIR FILTER BY TAPPING THE UNIT LIGHTLY AGAINST A HARD SURFACE. PO NOT USE SOLVENT OR COMPRESSED AIR. 7. LUBRICATE FLAP TRACKS WITH DUPONT'S ALL PURPOSE SLIP SPRAY 26611, 661001 REQUIRE REGULAR SERYICING.~ LUBRICATION CHART |74 A Ty 0 C_J. MILG-23827 or MLG-7118 MIL-L-7870 ‘L MIL-L-2545 MLG3278 MIL-H-5606 LEGEND GREASE-GEAR AND ACTUATOR OIL-GENERAL PURPOSE LOW TEMP. LUBRICATION GREASE-LUBRICATION GENERAL PURPOSE AIRCRAFT GREASE—LUBRICATION HIGH TEMPERATURE GREASE - AIRCRAFT AND INSTRUMENTS HYDRAULIC FLUID (RED) SAE 50 ABOVE 60" F AIR TEMP SAE 40 BETWEEN 30° F AND 90° F AIR TEMP SAE 30 BETWEEN 0° F AND 70* F AIR TEMP SAE 20 BELOW 10* F AIR TEMP LUBRICANT 5 HOURS STABILATOR TRIR PULLEYS (SEE CAUTION 4) CONTROL COLUMN BRAKE RESERVOIR, MAINTAIN FLUID LEVEL INDICATED ON THE SIDE OF RESERVOIR RUDDER ADJUSTHENT MECHANISK SEAT ADJUSTHENTS NOSE WHEEL STEERING INDUCTION AIR FILTER (SEE NOTE 8} PROPELLER GREASE FITTINGS, 4 TOTAL NOSE GEAR GREASE FITTING, 6 TOTAL UPPER AND LOWER TORQUE LINK CONNECTING BOLT DRAG LINK GREASE FITTINGS, 5 TOTAL NOSE WHEEL BEARING HINGES-NOSE WHEEL DOOR, 2 TOTAL 100 RETRACTION PUSH-PULL ROD END FITTING 1. 2 3 4. @ CAUTIONS DO NOT USE A HYDRAULIC FLUID WITH A CASTOR OIL OR ESTER BASE. DO NOT OVER~LUBRICATE PEDESTAL CONTROLS. DO NOT APPLY LUBRICANT TO RUBBER PARTS. UNER NO CIRCUMSTANCES SHOULD THE CABLES FROM THE COCKPIT TO THE REAR OF THE FUSELAGE BE LUBRICATED-AS THIS MAY CAUSE SLIPPAGE. REMOVE ALL EXCESS GREASE FROM GREASE FITTINGS. SEE LYCOMING SERVICE INSTRUCTIONS NO. 1014 FOR USE OF DETERGENT OlL. 52/53 THE PIPER COMANCHE SECTION V Landing gear oleos on the Comanche should be serviced according to instructions on the units, All three oleos should be extended until about 2-3/4 inches of oleo piston tube is exposed under static load. 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, jack the aircraft, release the air through the strut valve and allow the strut to extend fully. Next remove the air valve 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 pump up the strut. FUEL AND OIL REQUIREMENTS Aviation Grade 91/96 Octane (minimum) fuel must be used in the Comanche. The use of lower grades of fuel can cause serious engine damage in a very short period of time and is con- sidered of such importance that the engine warranty is invali- dated by such use. The oil capacity of the Lycoming O-540-E or 10-540-D is 12 quarts and the minimum safe quantity 2-3/4 quarts. The op- erating oil level is normally kept a quart or more below the max- imum to reduce oil consumption. It is recommended that engine oil be changed every 50 hours or sooner under unfavorable con- ditions. The following grades are required for the specified temperatures: Tempetratures above 60° F S.A.E. 50 Temperatures between 30° F and 90° F S.A.E. 40 Temperatures between 0° F and 70° F S.A.E. 30 Temperatures below 10° F S.A.E. 20 650715 54 SECTION V THE PIPER COMANCHE LEVELING AND RIGGING Leveling the Comanche for purposes of reweighing or rigging is accomplished as follows: 1. Partially withdraw the two machine screws on the side of the fuselage located one fore and one aft of the right rear window. 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, place airplane on jacks. 3. To level the airplane laterally, place a level on or par- allel to the hat section channel of the firewall. (Even length spacers may be used to bring the level above any obstacles in the area of the channel.) Rigging: Although the fixed flight surfaces on the Comanche cannot be adjusted in position for rigging purposes, it may be necessary on occasions to check the position of these surfaces. The movable surfaces all have adjustable stops as well as adjust- ments on their cables or push-pull connections so that their Z;Q Jo C”_’— / a‘ . // N /J”W Longitudinally Leveling Laterally Leveling 55 650715 THE PIPER COMANCHE SECTION V range of movement can be altered. The positions and travels of the various surfaces are as follows: Wings: 5° dihedral, no twist. Stabilator: No dihedral, travel -14° *1° up, 4° t1° down. Fin: Should be vertical and in line with center of fuselage. Ailerons: Travel 19° +2° up, 15° +2° down. Flaps: Travel -32° £1° full down. Rudder: Travel 25° left or right, +2°, Horizontal Tail Tab Travel: 7° £1° up, 15° +1° down. Stabilator Tab Ratio: 1%:1 For purposes of changing the lateral trim, fixed tabs are provided on the ailerons which can be adjusted as necessary. NN R DN CARE OF AIR FILTER The induction air 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 manufacturer of the filter: 1. Remove air scoop. 2. Remove filter from cowling. 3. Tap gently to remove dirt particles. Do not use com- pressed air. 4. Reassemble to cowling and replace scoop. CARE OF WINDSHIELD AND WINDOWS A certain amount of care is required to keep the plexiglas windows clean and clear. The following procedure is recom- mended: 1. Flush with clean water and dislodge excess dirt, mud, etc., with your hand. 670731 56 SECTION V THE PIPER COMANCHE 2. Wash with mild soap and warm watet. Use a soft cloth or sponge. Do not rub, 3. Remove oil, grease or sealing compounds with a cloth soaked in kerosene, 4. After cleaning, apply a thin coat of hard polishing wax. Rub lightly with a soft dry cloth. 5. A sevete scratch or mar can be removed byusing jeweler's rouge to rub out scratch, smooth on both sides and apply wax. SERIAL NUMBER PLATE The serial number plate is located outside of fuselage to the left of the tail skid. The serial number of the plane should always be used in referring to the airplane in service or warranty matters. FUEL SYSTEM The fuel screens in the strainet, the carburetor injector screen and fuel nozzles will require cleaning at the first 25 hour inspection and every 50 hour inspection thereafter. The screen in the carburetor and injector is located in the housing where the fuel inlet line connects to the injector. The fuel strainer located under the floorboards is accessible forcleaning through an access plate on the bottom of the fuselage. When reassem- bling the strainer after cleaning, a small amount of grease applied to the gasket will facilitate assembly. Acetone is rec- ommended for cleaning these screens. 57 650715 THE PIPER COMANCHE SECTION V 650715 NOTES 58 INDEX SECTION | Page Specifications: . . . . . . . . . . . . . 1 Performance. Weights Power Plant. Fuel Baggage . Dimensions . Landing Gear W wNhNNDN - SECTION I Design Information: 5 Engine and Propeller . 5 Induction System 6 Structures 7 Landing Gear 7 Control System . 9 Fuel System. 10 Electrical System . 13 Heating and Ventilating System 15 Vacuum System . . 17 Instrument Panel . . . . . . . . . . . 17 Seats . . . . . . .+ . . . .00 19 Baggage Area . . . . . . . . . . . . 19 Finish. . . . . <+ . . . . . . . . . 20 SECTION Il Operating Instructions: . . . . . . . . « . 22 Preflight . . . . e e e e e 22 Starting Engine (Carburetor) e e e e e 23 Starting Engine (Fuel Injection) . . . . . . 24 Warm-Up and Ground Check . . . . . . . . 25 650715 INDEX (cont) SECTION Il (cont) Page Take-Off . . . . . .+ « « + .+« o . . 27 Stalls . . . . . . . e e e e e e 28 Climb . . . . « + .+ + « « « < .+ . . 29 Cruising . . e e e e e e 29 Approach and Landmg e e e e e e e 30 Stopping Engine . . . . . . . . . . . 31 Emergency Procedures . . . . . . . . ., 32 Mooring . . . . « . . .« + < < o+ . . 34 Operating Tips . . . . . . . . . . . . 34 Radio Operation . . . . . . . . . . . 36 SECTION IV Performance Charts: . . . . c e e 37 Take-off Distance over 50 Foot Barner e 37 Take-off Ground Run Distance . . o 38 Speed For Best Rate and Angle of C11mb c e 39 Climb Rate vs Standard Altitude and Weight . . 40 True Airspeed vs Altitude . . . . . . . . 41 Range vs Standard Altitude . . . e 42 Landing Distance over 50 Foot Bamer e e 43 Landing Ground Roll . . . . . . . . . . 44 Altitude Conversion Chart . . . c e e 45 Power Setting Table, Lycoming 0-540- Coe 46 Power Setting Table, Lycoming 10- 540~ . 47 Part Throttle Fuel Consumption, [0-540-D . . . 48 Fuel Flow Indicator, Lycoming I0-540-D . . . . 49 SECTION V Maintenance: . . . . . . . . . .+ .« . . 50 Tire Inflation . . . . . . . . . . . . 50 Battery Service. . . . . . . . . . . . 50 650715 INDEX (cont) SECTION V (cont) Page Brake Service . . . . . . . . . . . . 51 Landing Gear Service. . . . . . . . . . 51 Fuel and Oil Requirements . . . . . . . . 54 Leveling and Rigging. . . . . . . . . . 55 Care of Air Filter . . . e e e 56 Care of Windshield and Windows . . . . . . 56 Serial Number Plate . . . . . . . . . . 57 Fuel System. . . . . . . . . . . . . 57 650715