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NOTICE

The subject matter contained in this flight training manual was derived on information obtained from the Pilot's Operating Handbook and Maintenance/ Service Manuals for the PA-24 Comanche and the Textron Lycoming Flyer.

Additional information was obtained from The Piper Indians, Bill Clarke, Tab Books, Inc., 1988 and Piper Aircraft and Their Forerunners, Roger W. Peperell & Colin M. Smith, Air-Britain (Historians) Limited, 1987.

The material presented in this publication is to be used for training purposes and aircraft familiarization only.

The Piper Training Center welcomes suggestions for improvements in this manual and the academic presentations.

TRAIHIHG PURPOSES ONLY

NOTICE

The subject matter contained in this flighttraining manual was derived on information obtainedfrom the Pilot's Operating Handbook and MaintenancelService Manuals for the PA-24 Comanche and the TextronLycoming Flyer.

Additional information was obtained from ThePiper Indians, Bill Clarke, Tab Books, Inc., 1988and Piper Aircraft and Their Forerunners, Roger W.Peperell & Colin M. Smith, Air-Britain (Historians)

-Limited,1987.

The material presented in this publication is tobe used for training purposes and aircraft familiarization only.

The Piper Training Center welcomes suggestions forimprovements in this manual and the academic presentations.

~~TRAINING PURPOSES ONLY

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CHAPTER

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CHAPTER

CHAPTER

CHAPTER

CHAPTER 9

CHAPTER 10

CHAPTER 11

CHAPTER 12

CHAPTER 13

CHAPTER 14

AIRCRAFT FAMILIARIZATION

LANDING GEAR AND BRAKE SYSTEM

FLIGHT CONTROLS

FUEL SYSTEM

POWERPLANT

ELECTRICAL

PITOT/STATIC AND VACUUM SYSTEM

ENVIRONMENTAL SYSTEM

WEIGHT AND BALANCE

PERFORMANCE AND FLIGHT PROFILE

EMERGENCY PROCEDURES

PREFLIGHT

MINOR SERVICE AND MAINTENANCE

OPERATING TIPS

CONTENTS

CHAPTER 1

CHAPTER 2

CHAPTER 3

CHAPTER 4

CHAPTER 5

CHAPTER 6

CHAPTER 7

CHAPTER 8

CHAPTER 9

CHAPTER 10

CHAPTER 11

CHAPTER 12

CHAPTER 13

CHAPTER 14



FLIGHT CONTROLS

FUEL SYSTEM

POWERPLANT

ELECTRICAL

PITOT/STATIC AND VACUUM SYSTEM

ENVIRONMENTAL SYSTEM

WEIGHT AND BALANCE

PERFORMANCE AND FLIGHT. PROFILE


PREFLIGHT


OPERATING TIPS

CHAPTER 1

AIRCRAFTFAMILIARIZATION

PA-24 COMANCHE


Chapter 1

CONTENTS

1. Introduction

2. Early History - 3. Chronology of Piper Classics

4. Chronology of the Indians

5. Individual Aircraft Specifications:

a. PA-24-180 Comanche b. PA-24-250 Comanche c. PA-24-260 Comanche d. PA-24-260B Comanche e. PA-24-260C Comanche f. PA-24-400 Comanche g. PA-24-260C Turbo

6. Production Figures/Serial Numbers:

a. PA-24-180/250/260/400 b. PA-24-260 c. PA-24-260B d. PA-24-260C and Turbo 260C e. PA-24-400

7. Comanche Description

FIGURE

1-1

1-2

PAGE

1.1

1.1

1.3

1.6

ILLUSTRATIONS

TITLE PAGE

Construction Details of the Piper 1.22

Access Panels - PA-24-260 1.23 S/N 24-4300 and Up

Access Panels - PAz24-400

TRAIWIWG PURPOSES WLY

PA-24 COMANCHE


Chapter 1

CONTENTS

1. Introduction

2. Early History

3. Chronology of Piper Classics

4. Chronology of the Indians

5. Individual Aircraft Specifications:

a. PA-24-180 Comancheb. PA-24-250 Comanchec. PA-24-260 Comanched. PA-24-260B Comanchee. PA-24-260C Comanchef. PA-24-400 Comancheg. PA-24-260C Turbo

6. Production Figures/Serial Numbers:

a. PA-24-180/250/260/400b. PA-24-260c. PA-24-260Bd. PA-24-260C and Turbo 260Ce. PA-24-400

7. Comanche Description

ILLUSTRATIONS

PAGE

1.1

1.1

1.3

1.6

1.91. 101.111. 121. 131. 141. 15

1. 161. 171. 181. 191. 20

1. 21

FIGURE

1-1

1-2

1-3

TITLE

Construction Details of the Piper

Access Panels - PA-24-260SiN 24-4300 and Up

Access Panels - PA-24-400

~G.6f!!:TRAINING PURPOSES ONLY

PAGE

1. 22

1. 23

1. 24

1.0

PA-24 COMANCHE

CHAPTER 1


INTRODUCTION

The mere words "Piper Cub" are often used in reference to any small airplane. Perhaps this is because there is no other name more associated with small airplanes than Piper.

EARLY HISTORY

The Piper Aircraft Corporation began life as the Taylor Brothers Aircraft Corporation, formed by C . G. Taylor. William T. Piper bought a few shares of the fledgling Taylor company as an investment when Taylor first moved his company to Bradford,. Pennsylvania. Piper was not involved with the airplane manufacturing business at that time.

When the Taylor Brothers Aircraft Corporation failed - as many small companies did during the depression era - Piper bought the remaining assets for $600. He then formed the Taylor Aircraft Corporation and promptly gave half of the assets back to C.G . Taylor. (Never let it be said that Piper was a selfish man.)

.Abo~it this time, Taylor designed a small two-place trainer called the Cub. The Cub was intended to be a cheaper, less complex trainer than was currently on the market. The only similar aircraft at that time was the Aeronca.

All these business dealings took place during the Depression years. This was a time when, for most people, money was scarce for. food and shelter. Jobs were scarce. Flying was for the rich. Life for a fledgling aircraft company was difficult at best.

The financial times were so hard that, at one point, airplane engines were available to Piper only on a cash-andcarry basis. When a customer arrived at the factory to purchase a new airplane, a Piper employee made a quick trip to the railroad express office to pick up an engine. All new engines were stored at the express office until paid for in cash. After the cash was paid, the engine was taken to the factory where it was installed on the new airplane. All this took place while the customer waited.

TRAIUIUG PURPOSES ONLY

PA-24 COMANCHE

CHAPTER 1


INTRODUCTION

The mere words "Piper Cub" are often used in referenceto any small airplane. Perhaps this is because there is noother name more associated with small airplanes than Piper.

EARLY HISTORY

The Piper Aircraft Corporation began life as the TaylorBrothers Aircraft Corporation, formed by C. G. Taylor.William T. Piper bought a few shares of the fledgling Taylorcompany as an investment when Taylor first moved his companyto Bradford,. Pennsylvania. Piper was not involved with theairplane manufacturing business at that time.

When the Taylor Brothers Aircraft Corporation failed as many small companies did during the depression era - Piperbought the remaining assets for l600. He then formed theTaylor Aircraft Corporation and promptly gave half of theassets back to C.G. Taylor. (Never let it be said that Piperwas a selfish man.)

About this time, Taylor designed a small two-placetrainer called the Cub. The Cub was intended to be acheaper, less complex trainer than was currently on themarket. The only similar aircraft at that time was theAeronca.

All these business dealings took place during theDepression years. This was a time when, for most people,money was scarce for food and shelter. Jobs were scarce.Flying was for the rich. Life for a fledgling aircraftcompany was difficult at best.

The financial times were so hard that, at one point,airplane engines were available to Piper only on a cash-andcarry basis. When a customer arrived at the factory to purchase a new airplane, a Piper employee made a quick trip tothe railroad express office to pick up an engine. All newengines were stored at the express office until paid for incash. After the cash was paid, the engine was taken to thefactory where it was installed on the new airplane. All thistook place while the customer waited.

~)?.. -::::0,._ 1.1

TRAINING PURPOSES ONLY

PA-24 COMANCHE


In 1935 the partnership with Taylor was dissolved. Taylor went to alliance, Ohio and formed the Taylorcraft Aviation Company. In 1937 the original Bradford airplane factory was destroyed by fire. After the fire, the factory was relocaated to Lock Haven, Pennsylvania, and the name changed to Piper Aircraft Corporation.

Not long after Piper inaugurated business in Lock Haven, the clouds of World War I1 began forming. It was a recognized fact that the war would be a test of air superiority. The United States government, seeing the air race coming, shouted a mighty call for pilots. As a result, Piper Air- craft began producing large numbers of small trainer airplanes. They were called Piper Cubs.

Piper prpduced the L-4, a military version of the 5-3 Cub, during the war. These planes were used for light transport.

After the war, Piper Aircraft, like all other airplane builders, produced large numbers of small planes to quench the postwar flying thirst. Unfortunately, in 1947 the sales boom went bust.

By late 1947, Piper was pared to 157 employees, down from 1,738. Recovery was slow, and only done with the most careful of planning and the introduction of practical airplanes.

By 1951, Piper had seen the introduction of the Vagabond (a "poor man's airplane), the four-place Pacer, and the Tri- Pacer. Billed as easy to fly, the Tri-Pacer's sales took off.

In 1954 the first Piper twin-engined airplane, the Apache, was introduced. Profits from the Apache gave Piper the necessary funds to expand.

In the 1960s a new production plant was bui1.t for Piper in Vero Beach, Florida. In addition to aircraft production, considerable research was conducted at the new Florida facility - no doubt due to the better year-round flying conditions than those provided by the long and cold Pennsylvania winters.

TRAINING .PURPOSES OWLY

PA-24 COMANCHE


In 1935 the partnership with Taylor was dissolved.Taylor went to alliance, Ohio and formed the TaylorcraftAviation Company. In 1937 the original Bradford airplanefactory was destroyed by fire. After the fire, the factorywas relocaated to Lock Haven, Pennsylvania, and the namechanged to Piper Aircraft Corporation.

Not long after Piper inaugurated business in Lock Haven,the clouds of World War II began forming. It was a recognized fact that the war would be a test of air superiority.The United States government, seeing the air race coming,shouted a mighty call for pilots. As a result, Piper Aircraft began producing large numbers of small trainer airplanes. They were called Piper Cubs.

Piper prpduced the L-4, a military version of the J-3Cub, during the war. These planes were used for lighttransport.

After the war, Piper Aircraft, like all other airplanebuilders, produced large numbers of small planes to quenchthe postwar flying thirst. Unfortunately, in 1947 the salesboom went bust.

By late 1947, Piper was pared to 157 employees, downfrom 1,738. Recovery was slow, and only done with the mostcareful of planning and the introduction of practical airplanes.

By 1951, Piper had seen the introduction of the Vagabond(a "poor man's airplane), the four-place Pacer, and the TriPacer. Billed as easy to fly, the Tri-Pacer's sales tookoff.

In 1954 the first Piper twin-engined airplane, theApache, was introduced. Profits from the Apache gave Piperthe necessary funds to expand.

In the 1960s a new production plant was built for Piperin Vero Beach, Florida. In addition to aircraft production,considerable research was conducted at the new Floridafacility - no doubt due to the better year-round flying conditions than those provided by the long and cold Pennsylvaniawinters.

1.2

TRAINING,PURPOSES ONLY

PA-24 COMANCHE


Additional fabrication plants were built in Pennsyl- vania, but it was in Florida that Piper designed and built the larger Indian models that now serve the commuter airlines and corporate users. The Lock Haven plant is part of Piper, history now, as are the planes once produced there. (except Super Cubs and watch LoPresti Piper with the Comanche)

History sometimes produces strange turns of events. One such point of interest is that Taylorcraft airplanes, of C.G. Taylor design, were being built until early 1987 in the old Piper plant at Lock Haven - the very plant that once produced the Piper Cub.

It's interesting-that William T. Piper did not start his aviation career until he was nearly 50 years of age. Mr. Piper died in 1970, at the age of 89.

Piper Aircraft later became a division of Lear Siegler, Inc., a diversified manufacturer with operations in numerous fields including aerospace, electronics, automotive, agricultural, and recreation.

In 1987, Piper was sold to M. Stuart Millar, a private businessman . CHRONOLOGY OF PIPER CLASSICS

The most famous word associated with Piper airplanes is "Cub". Cub actually was the name applied to several models of Taylor/Piper airplanes. The first Cub of Piper manufacture was the model 5-3. A simpler flying machine has never been made.

A pre-World War I1 design airplane, the 5-3 Cub was introduced in 1938. Civilian production was halted during the war years; however, the 5-3 went to war as the Army L-4. The L-4 was used for liaison, VIP transportation, and tactical observation. Among the VIPs who rode in the L - 4 were George Patton, Omar Bradley, Dwight Eisenhower, and Winston Churchill. At one time, J-3s were coming out of the factory door at the rate of one every 10 minutes.

TRAIUIUG PURPOSES WLY

PA-24 COMANCHE


Additional fabrication plants were built in Pennsylvania, but it was in Florida that Piper designed and builtthe larger Indian models that now serve the commuter airlinesand corporate users. The Lock Haven plant is part of Piperhistory now, as are the planes once produced there. (exceptSuper Cubs and watch LoPresti Piper with the Comanche)

History sometimes produces strange turns of events. Onesuch point of interest is that Taylorcraft airplanes, of C.G.Taylor design, were being built until early 1987 in the oldPiper plant at Lock Haven - the very plant that once producedthe Piper Cub.

It's interesting-that William T. Piper did not start hisaviation career until he was nearly 50 years of age. Mr.Piper died in 1970, at the age of 89.

Piper Aircraft later became a division of Lear Siegler,Inc., a diversified manufacturer with operations in numerousfields including aerospace, electronics, automotive, agricultural, and recreation.

In 1987, Piper was sold to M. Stuart Millar, a privatebusinessman.

CHRONOLOGY OF PIPER CLASSICS

The most famous word associated with Piper airplanes is"Cub". Cub actually was the name applied to several modelsof Taylor/Piper airplanes. The first Cub of Piper manufacture was the model J-3. A simpler flying machine hasnever been made.

A pre-World War II design airplane, the J-3 Cub wasintroduced in 1938. Civilian production was halted duringthe war years; however, the J-3 went to war as the Army L-4.The L-4 was used for liaison, VIP transportation, andtactical observation. Among the VIPs who rode in the L-4were George Patton, Omar Bradley, Dwight Eisenhower, andWinston Churchill. At one time, J-3s were coming out of thefactory door at the rate of one every 10 minutes.

1.3


PA-24 COMANCHE


Civilian production was restarted in 1945, and continued through 1947. A total of 14,125 J-3s were built. The 5-3 was the basis for many other Piper models through the Super Cub.

The 5-4 Cub Coupe was built before the war, from 1939 to 1941. The Coupe used many 5-3 parts, which kept costs of design and production to a minimum. No J-4s were built after the war. They seated two, side-by-side, and were powered with a 65-hp engine.

The 5-5 Cub Cruiser was introduced just before the war, in 1941, and seated three persons. The pilot sat up front in a single bucket seat and there was a bench for two to sit - very cozily -.in the rear. Like the 5-4, it shared many 5-3 parts. After the war the J-5C, an improved version of the J- 5, was brought out as the Super Cruiser. Improvement, in aviation, ofter means the same old airframe with a larger engine. The J-5C was powered with a 100-hp engine.

The J in the early Piper model numbers was for Walter C. Jamouneau, Pipers's Chief Engineer. Later the PA designator (for Piper Aircraft) replaced the J.

The PA-11 Cub Special was introduced in 1947 as a modernized version of the 5-3. The improvements aliob+rd for solo flight from the front seat and a fully cowled engine, available in either 65 hp or 90 hp. 1,428 Specials were built before production ceased in 1949.

The PA-12 Cruiser was an updated 5-5. It still had the three-seat configuration, but added a slightly larger engine.

The first Piper production model of a four-place airplane was the PA-14 Family Cruiser. First built in 1948, the PA-14 is really a modified PA-12, with an extra seat up front. The family 'Cruiser was small and underpowered. Only 237 were manufactured. The price for a new PA-14 was $3,285.

The PA-15 was introduced as the Vagabond in 1948. A very basic airplane, it had a Lycoming 0-145 engine rated at 65 hp, and seated two side-by-side. The main landing gear were solid, with the only shock-absorbing action coming from the tires and the finesse of the pilot at landing time.

PA-24 COMANCHE


Civilianthrough 1947.was the basisCub.

production was restarted in 1945, and continuedA total of 14,125 J-3s were built. The J-3

for many other Piper models through the Super

The J-4 Cub Coupe was built before the war, from 1939 to1941. The Coupe used many J-3 parts, which kept costs ofdesign and production to a minimum. No J-4s were built afterthe war. They seated two, side-by-side, and were poweredwith a 65-hp engine.

The J-5 Cub Cruiser was introduced just before the war,in 1941, and seated three persons. The pilot sat up front ina single bucket seat and there was a bench for two to sit very cozily -.in the rear. Like the J-4, it shared many J-3parts. After the war the J-5C, an improved version of the J5, was brought out as the Super Cruiser. Improvement, inaviation, ofter means the same old airframe with a largerengine. The J-5C was powered with a 100-hp engine.

The J in the early Piper model numbers was for Walter C.Jamouneau, Pipers's Chief Engineer. Later the PA designator(for Piper Aircraft) replaced the J.

The PA-11 Cub Special was introduced in 1947 as amodernized version of the J-3. The improvements allowed forsolo flight from the front seat and a fully cowled engine,available in either 65 hp or 90 hp. 1,428 Specials werebuilt before production ceased in 1949.

The PA-12 Cruiser was an updated J-5. It still had thethree-seat configuration, but added a slightly larger engine.

The first Piper production model of a four-place airplane was the PA-14 Family Cruiser. First built in 1948, thePA-14 is really a modified PA-12, with an extra seat upfront. The family 'Cruiser was small and underpowered. Only237 were manufactured. The price for a new PA-14 was $3,285.

The PA-15 was introduced as the Vagabond in 1948. Avery basic airplane, it had a Lycoming 0-145 engine rated at65 hp, and seated two side-by-side. The main landing gearwere solid, with the only shock-absorbing action coming fromthe tires and the finesse of the pilot at landing time.

1.4 ~~'= c:;-~


PA-24 COMANCHE


The PA-16 Clipper was introduced in 1949 as an update to the PA-14. The Clipper had shorter wings and fuselage than the PA-14, and was really the first of the "short wing" Pipers. The PA-14 and the PA-16 are unique from the standpoint of controls. They have sticks, rather than the control wheels usually associated with four-place airplanes.

A new, improved Vagabond came off the assembly line later in 1948. The new PA-17 Vagabond was a plushier airplane than the Pa-15. It had bungee-type landing gear, floor mats, and a Continental A-65 engine. The Continental ensine had more "punch" than the Lycoming, yet both were rated at 65 hp.

The Super Cub, PA-18, is basically an airplane whose roots can be traced back to the 5-3. Although built with a completely redesigned airframe, the PA-18 looks like a 5-3. First built in 1949, it's a fun plane to fly; however, it's usually found working for its keep. Super Cubs are utilized . in photography, mapping, fish spotting, spraying, glider towing, bush flying, and etc.

In 1950, the PA-20 Pacer series was begun, as an updated four-place plane. Like the PA-14s and -16s, the PA-20s were of tube-and fabric construction and conventional gear design. A total of 1,120 Pacers were built. Evolution of the Pacer saw the eventual addition of a nosewheel, the latter resulting in the PA-22 Tri-Pacer.

Billed as an "anyone can fly it" airplane due to the tri-gear, the PA-22 was first sold as an option to the PA-20 Pacer. Sales of the nosewheeled Tri-Pacer soared, while those of the conventional-geared Pacer fell. As a result, the Pacer was removed from production in 1954.

The PA-22s were built from 1951 until 1960 and can be found with 125-, 135-, 150- and 160-hp engines. A total of 7,670 Tri-Pacers were built before Piper moved on to all- metal four-place airplanes.

Piper's last tube-and-fabric airplane was the PA-22-108 Colt, a trainer. It was really a two-seat, flapless version of the Tri-Pacer. The Colt was powered with a 108-hp Lycoming engine; 1,820 were built between 1961 and 1963.

(Of course, the above paragraph will have to be rewritten when the present Super-cub line is discontinued.)

R

TRAIHIHG PURPOSES f f lLY

PA-24 COMANCHE


The P~-16 Clipper was introduced in 1949 as an update tothe PA-14. The Clipper had shorter wings and fuselage thanthe PA-14, and was really the first of the "short wing"Pipers. The PA-14 and the PA-16 are unique from the standpoint of controls. They have sticks, rather than the controlwheels usually associated with four-place airplanes.

A new, improved Vagabond came off the assembly linelater in 1948. The new PA-l? Vagabond was a plushierairplane than the Pa-15. It had bungee-type landing gear,floor mats, and a Continental A-65 engine. The Continentalengine had more "punch" than the Lycoming, yet both wererated at 65 hp.

The Super Cub, PA-18, is basically an airplane whoseroots can be traced back to the J-3. Although built with acompletely redesigned airframe, the PA-18 looks like"a J-3.First built in 1949, it's a fun plane to fly; however, it'susually found working for its keep. Super Cubs are utilizedin photography, mapping, fish spotting, spraying, glidertowing, bush flying, and etc.

In 1950, the PA-20 Pacer series was begun, as an updatedfour-place plane. Like the PA-14s and -16s, the PA-20s wereof tube-and fabric construction and conventional gear design.A total of 1,120 Pacers were built. Evolution of the Pacersaw the eventual addition of a nosewheel, the latterresulting in the PA-22 Tri-Pacer.

Billed as an "anyone can fly it" airplane due to thetri-gear, the PA-22 was first sold as an option to the PA-20Pacer. Sales of the nosewheeled Tri-Pacer soared, whilethose of the conventional-geared Pacer fell. As a result,the Pacer was removed from production in 1954.

The PA-22s were built from 1951 until 1960 and can befound with 125-, 135-, 150- and 160-hp engines. A total of7,670 Tri-Pacers were built before Piper moved on to allmetal four-place airplanes.

Piper's last tube-and-fabric airplane was the PA-22-108Colt, a trainer. It was really a two-seat, flapless versionof the Tri-Pacer. The Colt was powered with a 108-hpLycoming engine; 1,820 were built between 1961 and 1963.

(Of course, the above paragraph will have to bewhen the present Super-Cub line is discontinued.)

~~< c::


rewritten

1.5

PA-24 COMANCHE


CHRONOLOGY OF THE INDIANS

When Piper Aircraft introduced its first all-metal airplane, the tradition of utilizing American Indian tribal and weapon names for different aircraft models was adopted.

Apache: A nomadic North American Indian Tribe found in the southwestern area of the United States. Piper's first airplane named for an American Indian tribe was a light twin c.Lled the Apache. First introduced in 1954, the PA-23 saw many changes over the years, eventually evolving into the Aztec. The last year of Apache production was 1963.

Comanche: A tribe of North American Indians that once roamed the south plains. In 1958 the Comanche, powered by a Lycoming 180 hp engine, was introduced as an all-metal, single -engine, retractable-geared airplane. The "180" was quickly followed by the Comanche 250 powered by a Lycoming 0-540 engine producing 250 hp. 260's appeared in 1965 and in 1966, the Comanche B appeared with a third side window and a fifth and sixth seat option. In the meantime, the "400" was introduced in 1964 powered by a Lycoming 10-720 engine producing 400 hp. Needless to say, it was the fast~st of the Comanches. The Comanche C and Turbo Comanche C were introduced in 1969 with the Tiger Shark Cowling b

throttle quadrant. In addition, the now familiar "T" instrument arrangement was introduced in the "C"

Comanche production was halted by Hurricane Agnes in 1972. It remains to be seen if the work being done at LoPresti Piper will bring back the Comanche.

In 1963 Piper brought out a new light twin, the PA-30 Twin Comanche. Powered with two Lycoming 160 hp engines, it sits low to the ground, and is very docile to fly. Production of the Twin Comanche ended in 1972 also with Hurricane Agnes. In 1970, Piper improved the handling of the Twin Comanche by adding counter-rotating engines, thus eliminating the critical engine effect. At this time the model number was changed to PA-39, but the Twin Comanche name remained.


PA-24 COMANCHE


CHRONOLOGY OF THE INDIANS

When Piper Aircraft introduced its first all-metalairplane, the tradition of utilizing American Indian tribaland weapon names for different aircraft models was adopted.

Apache: A nomadic North American Indian Tribe found inthe southwestern area of the United States. Piper's firstairplane named for an American Indian tribe was a light twinc ·Lled the Apache. First introduced in 1954, the PA-23 sawma~y changes over the years, eventually evolving into theAztec. The last year of Apache production was 1963.

Comanche: A tribe of North American Ihdians that onceroamed the south plains. In 1958 the Comanche, powered by aLycoming 180 hp engine, was introduced as an all-metal,single -engine, retractable-geared airplane. The "180~ wasquickly followed by the Comanche 250 powered by a Lycoming0-540 engine producing 250 hp. 260's appeared in 1965 and in1966, the Comanche B appeared with a third side window and afifth and sixth seat option. In the meantime, the "400" wasintroduced in 1964 powered by a Lycomiug 10-720 engineproducing 400 hp. Needless to say, it was the fastest of theComanches. The Comanche C and Turbo Comanche C wereintroduced in 1969 with the Tiger Shark Cowling aId "throttle quadrant. In addition, the now familiar nT n instrument arrangement was introduced in the "C"

Comanche production was halted by Hurricane Agnes in1972. It remains to be seen if the work being done atLoPresti Piper will bring back the Comanche.

In 1963 Piper brought out a new light twin, the PA-30Twin Comanche. Powered with two Lycoming 160 hp engines, itsits low to the ground, and is very docile to fly.Production of the Twin Comanche ended in 1972 also withHurricane Agnes. In 1970, Piper improved the handling ofthe Twin Comanche by adding counter-rotating engines, thuseliminating the critical engine effect. At this time themodel number was changed to PA-39, but the Twin Comanche nameremained.

1.6


PA-24 COMANCHE


Aztec: Central American Indians noted for the highly advanced civilization. In 1960, the first sales of the Aztec PA-23 were made. It was powered with twin 250-hp Lycoming engines, and seated five. After 1961, all Aztec models had six seats. The Aztec shares the PA-23 model number with the Apache.

Cherokee: A tribe of North American Indians that once dwelled in the North Carolina and Tennessee area. In 1961 Piper launched the PA-28 Cherokee series. The PA-28 series was destined to be the backbone of all Piper single-engine airplanes.

Improvements would come in the form of larger engines, modified wings, stretched cabins, and retractable landing gear.

Initially, the PA-28 was powered with a 150 hp Lycoming engine. It was call the PA-28-150. An optional version, the PA-28-160 with a 160 hp engine, was also available.

The Cherokee 140 was introduced in 1964 as s two-to-four place trainer. This was the first training aircraft Piper produced since the end of Colt production In reality, the 140 was a standard PA-28 without the rear seat: otherwise it was the same airframe as a four-place PA-28.

1965 saw the introduction of a much larger Cherokee, the PA-32. Called the Cherokee Six, it was available with 260-hp or 300-hp engines. Equipped with removable seats, this craft can carry cargo, a stretcher or even livestock.

Arrow: A straight, thin shaft, shot from a bow, known for its speed and accuracy. In 1967, the PA-28R Arrow, with retractable landing gear, was ushered in. Simplicity is the key to the operation of the Arrow. Even the responsibility of controlling the landing gear was removed from the pilot - it's automatic!

Seneca: A tribe of North American Indians once found in the Finger Lakes region of western New York. In 1971, Piper introduced a new light twin called the Seneca. It was basically a Cherokee Six made twin. Called the PA-34, the Seneca is a very roomy light twin.


PA-24 COMANCHE


Aztec: Central American Indians noted for the highlyadvanced civilization. In 1960, the first sales of the AztecPA-23 were made. It was powered with twin 250-hp Lycomingengines, and seated five. After 1961, all Aztec models hadsix seats. The Aztec shares the PA-23 model number with theApache.

Cherokee: A tribe of North American Indians that oncedwelled in the North Carolina and Tennessee area. In 1961Piper launched the PA-28 Cherokee series. The PA-28 serieswas destined to be the backbone of all Piper single-engineairplanes.

Improvements would come in the form of larger engines,modified wings, stretched cabins, and retractable landinggear.

Initially, the PA-28 was powered with a 150 hp Lycomingengine. It was call the PA-28-150. An optional version, thePA-28-160 with a 160 hp engine, was also available.

The Cherokee 140 was introduced in 1964 as a two-to-fourplace trainer. This was the first training aircraft Piperproduced since the end of Colt production In reality, the140 was a standard PA-28 without the rear seat: otherwise itwas the same airframe as a four-place PA-28.

1965 saw the introduction of a much larger Cherokee, thePA-32. Called the Cherokee Six, it was available with 260-hpor 300-hp engines. Equipped with removable seats, this craftcan carry cargo, a stretcher or even livestock.

Arrow: A straight, thin shaft, shot from a bow, knownfor its speed and accuracy. In 1967, the PA-28R Arrow, withretractable landing gear, was ushered in. Simplicity is thekey to the operation of the Arrow. Even the responsibilityof controlling the landing gear was removed from the pilot it's automatic!

Seneca: A tribe of North American Indians once found inthe Finger Lakes region of western New York. In 1971, Piperintroduced a new light twin called the Seneca. It wasbasically a Cherokee Six made twin. Called the PA-34, theSeneca is a very roomy light twin.

1.7


PA-24 COMANCHE


Warrior: An Indian experienced in battle. In 1974, the Warrior series was brought out. The Warriors were the PA-28 with longer, redesigned wings and a stretched fuselage. Piper claimed, "The Warriors are a logical progression of the PA-28 series".

Performance changes resulted in expanded carrying abilities and extremely gentle stall characteristics. The new wing, often called the "Warrior wing", was later added to all PA-28 series airplanes.

Tomahawk: A light axe used as a weapon or tool by many North American Indians. In 1978, the PA-38 Tomahawk was introduced as a trainer. The Tomahawk, an all-metal low-wing airplane, bears no resemblance to the earlier tube-and-fabric Piper trainers. It was the first true two-place trainer built by Piper since Colt production was halted in 1963.

Seminole: A tribe of American Indians living in the southern regions in the State of Florida. Piper announced the PA-44-180 Seminole in March, 1978. In 1979, Piper developed the PA-44-180T Turbo Seminole with weather radar, propeller de-icing, optional oxygen systems with a 160 hp turbo charged engine. Production of the normally aspirated Seminole stopped in November 1981 and production was stopped on the Turbo Seminole in October, 1982.

Malibu: A tribe of American Indians. T! PA-46-310 received FAA certification in September, 1983. The Malibu is a six place, pressurized, high altitude single engine, high performance airplane that leads the way in the industry. It was powered by a Continental 10-520 Turbo-charged engine capable of delivering 310-hp and can cruise well over 200 knots. A new model, The PA-46-350 Malibu Mirage was introduced in November 1988. It is powered with a Lycoming Turbo-charged 10-540 capable of 350 hp. First deliveries were made in January 1989.

Members of the Piper tribe used for corporate and commuter-airline operations are the Aerostar, Mojave, Navajo Chieftain and Cheyenne. The Pawnee and Pawnee Brave are used for chemical application. (crop dusting)

Super Cub: The PA-18 Super Cub is back in production as a completed airplane and also as a kit.


1.8

Co m.a..n c h.e..

PA-24 COMANCHE


Warrior: An Indian experienced in battle. In 1974, theWarrior series was brought out. The Warriors were the PA-28with longer, redesigned wings and a stretched fuselage.Piper claimed, "The Warriors are a logical progression of thePA-28 series".

Performance changes resulted in expanded carryingabilities and extremely gentle stall characteristics. Thenew wing, often called the "Warrior wing", was later added toall PA-28 series airplanes.

Tomahawk: A light axe used as a weapon or tool by manyNorth American Indians. In 1978, the PA-38 Tomahawk wasintroduced as a trainer. The Tomahawk, an all-metal low-wingairplane, bears no resemblance to the earlier tube-and-fabricPiper trainers. It was the first true two-place trainerbuilt by Piper since Colt production was halted in 1963.

Seminole: A tribe of American Indians living in thesouthern regions in the State of Florida. Piper announcedthe PA-44-180 Seminole in March, 1978. In 1979, Piperdeveloped the PA-44-180T Turbo Seminole with weather radar,propeller de-icing, optional oxygen systems with a 180 hpturbo charged engine. Production of the normally aspiratedSeminole stopped in November 1981 and production was stoppedon the Turbo Seminole in October, 1982.

Malibu: A tribe of American Indians. TI PA-46-310received FAA certification in September, 1983. The Malibuis a six place, pressurized, high altitude single engine,high performance airplane that leads the way in the industry.It was powered by a Continental 10-520 Turbo-charged enginecapable of delivering 310-hp and can cruise well over 200knots. A new model, The PA-46-350 Malibu Mirage wasintroduced in November 1988. It is powered with a LycomingTurbo-charged 10-540 capable of 350 hp. First deliverieswere made in January 1989.

Members of the Piper tribe used for corporate andcommuter-airline operations are the Aerostar, Mojave, NavajoChieftain and Cheyenne. The Pawnee and Pawnee Brave areused for chemical application. (crop dusting)

Super Cub: The PA-18 Super Cub is back in production asa completed airplane and also as a kit.

~~. _.~


SPECIFICATIONS

PA-24-180

COMANCHE

SPEED Top Speed at Sea Level: Cruise: Stall (w/flaps)

TRANSITIONS Takeoff over 50' obstacle: Ground run: Landing over 50' obstacle: Ground roll:

RATE OF CLIMB AT SEA LEVEL: SERVICE CEILING: FUEL CAPACITY

Standard With reserve

ENGINE : TBO : Power:

DIMENSIONS Wingspan: Length: Height:

WEIGHTS Gross Weight: Empty Weight Useful Load: Baggage Allowance:

167 mph 160 mph 61 mph

2240 ft 750 ft 1340 ft 460 ft 910 fpm

18.500 ft

50 gal 60 gal

Lycoming 0-360-AID 2000 hrs*

180 hp

2550 lbs 1455 lbs 1090 lbs 200 lbs

* with 1/2 inch valves

TRAIWIWG PURPOSES MLY

SPECIFICATIONS

PA-24-180

COMANCHE

SPEEDTop Speed at Sea Level:Cruise:Stall (w/flaps)

TRANSITIONSTakeoff over 50' obstacle:Ground run:Landing oVer 50' obstacle:Ground roll:

RATE OF CLIMB AT SEA LEVEL:SERVICE CEILING:FUEL CAPACITY

StandardWith reserve

ENGINE:TBO:Power:

DIMENSIONSWingspan:Length:Height:

WEIGHTSGross Weight:Empty WeightUseful Load:Baggage Allowance:

167 mph160 mph

61 mph

2240 ft750 ft

1340 ft460 ft

910 fpm18.500 ft

50 gal60 gal

Lycoming 0-360-A1D2000 hrs*

180 hp

36 ft 0 in24 ft 11 in

7 ft 4 in

25GO lbs1455 lbs1090 lbs

200 lbs

============================================================



1.9

SPECIFICATIONS

PA-24-250

COMANCHE 250


TRANSITIONS Takeoff over 50' obstacle: Ground rbin: Landing over 50' obstacle: Ground roll:



ENGINE: TBO : Power:

DIMENSIONS Wingspan : Length: Height:



1675 ft 1180 ft 1420 ft 920 ft

1350 fpm 20.000 ft

60 gal 90 gal

Lycoming 0-540-AlA5 2000 hrs*

250 hp

2900 lbs 1690 lbs 1210 lbs 200 lbs


TRAINIIYG PURPOSES .ONLY

SPECIFICATIONS

PA-24-250

COMANCHE 250


TRANSITIONSTakeoff over 50' obstacle:Ground run:Landing over 50' obstacle:Ground roll:



ENGINE:TBO:Power:



190 mph181 mph

61 mph

1675 ft1180 ft1420 ft

920 ft1350 fpm

20.000 ft

60 gal90 gal

Lycoming 0-540-A1A52000 hrs*

250 hp

36 ft 0 in24 ft 11 in

7 ft 4 in

2900 Ibs1690 lbs1210 lbs

200 lbs

============================================================


1. 10

TRAINING PURPOSES·ONLY

SPECIFICATIONS

PA-24-260

COMANCHE 260


TRANSITIONS


Takeoff over 50' obstacle: 1400 ft Ground run: 760 ft Landing over 50' obstacle: 1290 ft Ground roll: 655 ft

RATE OF CLIMB AT SEA LEVEL: 1500 fpm SERVICE CEILING: 20,600 ft FUEL CAPACITY

Standard 60 gal With reserve 90 gal

ENGINE : Lycoming 0-540-E or IO-540-D TBO: 2000 hrs* Power: 260 hp

DIMENSIONS Wingspan : 36 ft 0 in Length: Height:


2900 lbs 1700 lbs 1210 lbs 200 lbs


TRAIWIN6 PURPOSES ONLY

SPECIFICATIONS

PA-24-260

COMANCHE 260





ENGINE: Lycoming 0-540-ETBO:Power:



195 mph185 mph

67 mph

1400 ft760 ft

1290 ft655 ft

1500 fpm20,600 ft

60 gal90 gal

or IO-540-D2000 hrs*

260 hp

36 ft 0 in24 ft 11 in

7 ft 4 in

2900 lbs1700 lbs1210 lbs

200 lbs

============================================================


1.11


SPECIFICATIONS

PA-24-260B

COMANCHE 260B

SPEED Top Speed at Sea Level: 194 mph Cruise: 182 mph Stall (w/flaps) 67 mph

TRANSITIONS Takeoff over 50' obstacle: 1725 ft Ground run: 760 ft Landing over 50' obstacle: 1435 ft Ground roll: 655 ft

RATE OF CLIMB AT SEA LEVEL: 1370 fpm SERVICE CEILING: 20,000 ft FUEL CAPACITY

Standard 60 gal With reserve 90 gal

ENGINE : Lycoming 0-540-E or 10-540-D TBO : 2000 hrs* Power: 260 hp

DIMENSIONS Wingspan: 36 ft 0 in Length: 25 ft 4 in Height: 7 ft 6 in

WEIGHTS Gross Weight: 31CO lbs Empty Weight 1728 lbs Useful Load: 1372 lbs Baggage Allowance: 250 lbs Maximum Landing Weight 2945 lbs ............................................................ ............................................................



SPECIFICATIONS

PA-24-260B

COMANCHE 260B

SPEEDTop Speed at Sea Level:Cruise:Stall (w/flapsl




ENGINE: Lycoming 0-540-ETBO:Power:


WEIGHTSGross I,eight:Empty WeightUseful Load:Baggage Allqwance:Maximum Landing Weight

194 mph182 mph

67 mph

1725 ft760 ft

1435 ft655 ft

1370 fpm20,000 ft

60 gal90 gal

or IO-540-D2000 hrs*

260 hp

36 ft 0 in25 ft 4 in

7 ft 6 in

3100 lbs1728 lbs1372 lbs

250 lbs2945 lbs

============================================================


1. 12


SPECIFICATIONS

COMANCHE 260C


TRANSITIONS Takeoff over 50' obstacle: Ground run: Landing over 50' obstacle: Ground roll: - -



ENGINE: TBO : Power :


WEIGHTS Gross Weight: Empty Weight Useful Load: Baggage Allowance: Maximum Landing Weight


1400 ft 820 ft 1320 ft 690 ft

1320 fpm 19,500 ft

60 gal 90 gal

Lycoming 10-540-N1A5 2000 hrs*

260 hp

3200 lbs 1773 lbs 1427 lbs 250 lbs 3040 lbs


TRAINIMG PURPOSES WLY

SPECIFICATIONS

PA-24-260C

COMANCHE 260C





ENGINE:TBO:Power:


WEIGHTSGross Weight:Empty WeightUseful Load:Baggage Allowance:Maximum Landing Weight

195 mph185 mph

61 mph

1400 ft820 ft

1320 ft690 ft

1320 fpm19,500 ft

60 gal90 gal

Lycoming IO-540-N1A52000 hrs*

260 hp.

36 ft 0 in25ft 11 in

7 ft 6 in

3200 lbs1773 lbs1427 lbs

250 lbs3040 lbs

========================================================:==:


1.13


SPECIFICATIONS

COMANCHE 400





ENGINE : TBO : Power :




100 gal 130 gal

Lycoming 10-720-A1A 1800 hrs*

400 hp

3600 lbs 2110 lbs 1490 lbs 200 lbs


TRAINING PURPOSES O#LY

SPECIFICATIONS

PA-24-400

COMANCHE 400




StandardWith reserVe

ENGINE:TBO:Power:



223 mph213 mph

68 mph

1500 ft980 ft

1820 ft1180 ft

1600 fpm19. 500 ft

100 gal130 gal

Lycoming IO-720-AIA1800 hrs*

400 hp

36 ft 0 in25 ft 8 in7 ft lOin

3600 lbs2110 lbs1490 lbs

200 lbs

============================================================


1. 14


SPECIFICATIONS

PA-24-260C TURBO

COMANCHE 260C TURBO

SPEED Top Speed at 20,000 ft. Cruise 25,000 ft. Economy Cruise 25.000 ft. Stall (w/flaps)




ENGINE: Lycoming TBO : Power:


WEIGH'l'S Gross Weight: Empty Weight Useful Load: Baggage Allowance: Maximum Landing Weight

233 mph 224 mph 209 mph 67 mph

1400 ft 820 ft 1465 ft 690 ft

1320 fpm 25,000 ft

60 gal 90 gal

10-540-RIA5 1800 hrs*

260 hp

3200 lbs 1894 lbs 1306 lbs 250 lbs

3040 lbs


SPECIFICATIONS

PA-24-260C TURBO

COMANCHE 260C TURBO

SPEEDTop Speed at 20,000 ft.Cruise 25,000 ft.Economy Cruise 25.000 ft.Stall (w/flaps)




ENGINE:TBO:Power:


WEIGH'l'SGross Weight:Empty WeightUseful Load:Baggage Allowance:Maximum Landing Weight

233 mph224 mph209 mph

67 mph

1400 ft820 ft

1465 ft690 ft

1320 fpm25,000 ft

60 gal90 gal

Lycoming IO-540-R1A51800 hrs*

260 hp

36 ft 0 in25 ft. 7 in

7 ft 6 in

3200 lbs1894 lbs1306 lbs

250 lbs3040 lbs

============================================================


1. 15


PA-24 COMANCHE

............................................................. .............................................................

Production Figures and Serial Numbers Model PA-24-180/250

The following list shows the production years and total number of PA-24-180/250 airplanes that were built, along with serial numbers.

Production Total

Aircraft Serial Numbers Year Produced Beginning Ending

TRAINING PURPOSES OWLY

PA-24 COMANCHE

=============================================================

Production Figures and Serial NumbersModel PA-24-l80/250

The following list shows the production years and totalnumber of PA-24-180/250 airplanes that were built, along withserial numbers.

TotalProduction Aircraft Serial Numbers

Year Produced Beginning Ending

1958 333 24-3 24-3361959 1139 24-337 24-14761960 821 24-1477 24-22981961 544 24-2299 24-28431962 440 24-2844 24-32841963 272 24-3285 24-35571964 129 24-3558 24-3687

=============================================================

1.16


PA-24 COMANCHE

Production Figures and Serial Numbers Model PA-24-260

The following list shows the production years and total number of PA-24-260 airplanes that were built, along with serial numbers.

Total Production Aircraft Serial Numbers



PA-24 COMANCHE

=============================================================

Production ~igures and Serial NumbersModel PA-24-260

The following list shows the production years and totalnumber of PA-24-260 airplanes that were built, along withserial numbers.

ProductionYear

TotalAircraftProduced

Serial NumbersBeginning Ending

1965 299 24-4000 24-4299

=============================================================


1. 17

PA-24 COMANCHE

Production Figures and Serial Numbers Model PA-24-260B

The following list shows the production years and total number of PA-24-260B airplanes that were built, along with serial numbers.

Production Total

Aircraft Serial Numbers Year Produced Beginning Ending


PA-24 COMANCHE

=============================================================

Production Figures and Serial NumbersModel PA-24-260B

The following list shows the production years and totalnumber of PA-24-260B airplanes that were built, along withserial numbers.



1966 360 24-4300 24-46601967 90 24-4661 24-47511968 51 24-4752 24-4803

=============================================================

1. 18


PA-24 COMANCHE

Production Figures and Serial Numbers Model PA-24-260C and 260C Turbo

The following list shows the production years and total number of PA-24-260Caircraft that were built, along with serial numbers.

Production Year

Total Aircraft Serial Numbers Produced Beginning Ending

TRAINING PURPOSES WLY

PA-24 COMANCHE

============================================================

Production Figures and Serial NumbersModel PA-24-260C and 260C Turbo

The following list shows the production years and totalnumber of PA-24-260Caircraft that were built, along withserial numbers.



1969 96 24-4804 24-49001970 50 24-4901 24-49501971 50 24-4951 24-50001972 27 24-5001 24-5028

=============================================================

1. 19


PA-24 COMANCHE

Production Figures and Serial Numbers Model PA-24-400

The following list shows the production years and total number of PA-24-260C aircraft that were built, along with serial numbers.

Total Production Aircraft Serial Numbers


1964 146* 26-3 26-148


PA-24 COMANCHE

============================================================

Production Figures and Serial NumbersModel PA-24-400

The following list shows the production years and totalnumber of PA-24-260C aircraft that were built, along withserial numbers.

ProductionYear

TotalAircraftProduced

Serial NumbersBeginning Ending

1964 146* 26-3 26-148

=============================================================

1. 20TRAINING PURPOSES ONLY

PA-24 COMANCHE


COMANCHE DESCRIPTION

The Piper PA-24 Comanche is a four place, (optional 5th and 6th seats are available in the PA-24-260, Serial Nos. 24-4300 and up) single engine, low-wing monoplane of all metal construction.

Wing - The laminar flow wing is an all-metal stressed skin, full-cantilever, low-wing design, consisting of two wing panels bolted together at the center of the fuselage. The wing tips are removable. The ailerons are cable and push rod controlled and are statically and dynamically balanced. The trailing edge wing flaps are manually or electrically operated. Wing airfoil section is a laminar flow type, NACA- 64 A215, modified with maximum thickness about 40% aft of the leading edge.

Fuselage - The fuselage consists of three basic units: The engine section, the cabin section and the sheet-metal tail cone.

Empennage - The empennage consists of the fin, stabilator and stabilator trim tab. The rudder and stabilator are dynamically and statically balanced.

A11 structure parts are finished with zinc chromate prior to assembly to prevent corrosion.

TRAINING. PURPOSES OULY

PA-24 COMANCHE


COMANCHE DESCRIPTION

The Piper PA-24 Comanche is a four place, (optional 5thand 6th seats are available in the PA-24-260, Serial Nos.24-4300 and up) single engine, low-wing monoplane of allmetal construction.

Wing - The laminar flow wing is an all-metal stressedskin, full-cantilever, low-wing design, consisting of twowing panels bolted together at the center of the fuselage.The wing tips are removable. The ailerons are cable and pushrod controlled and are statically and dynamically balanced.The trailing edge wing flaps are manually or electricallyoperated. Wing airfoil section is a laminar flow type, NACA64 A215, modified with maximum thickness about 40% aft of theleading edge.

Fuselage - The fuselage consists of three basic units:The engine section, the cabin section and the sheet-metaltail cone.

Empennage - The empennage consists of the fin,stabilator and stabilator trim tab. The rudder andstabilator are dynamically and statically balanced.

All structure parts are finished with zinc chromateprior to assembly to prevent corrosion.

1. 21


-+.a..drur ..uDI.

c~owof.-,m IrnLrr-...k.

*u--mc

CONSTRUCTION DETAILS OF THE PIPER

FIGURE 1-1

SteW&.tw, e..w ........... ....wu_fw .......celIItreA.WIty ...1 ........................_.

1.22

VOl ....... !.,.... ........ ..-.

........_-..,.. _-

::::::c- ............ ,.., c.t ....... ,..........~.,50••"-- .,..dIy •60 .......,..

CONSTRUCTION DETAILS OF THE PIPER

FIGURE 1-1


e-.. l .... I.k..... .

ACCESS PANELS

PA-24-260 S/N 24-4300 AND UP

FIGURE 1-2

TRAIWIWG PURPOSES ONLY

fUSELAG(" AfT SECTllK ACC{SS PlATt

GUR TiAXSMISSI(JIACCt:SS 'AJ(lISllll

lUlll..1lRT flfl TAl« ACCESS PUTtlSEALI / .' t: .

/

Im.l;E·IMERGOlCl DOOIl

M'. run I.... mIss PUTtISUII_ fUll "III fLUI PUTtISUlI

'WIlll aruCWIMSmnOO PUTt

- W~G .I.ccrss HOlE COvt.R PLAIT

OIllGEJitl GUI IlTlHSIIJl1.11 .IctlSS PUTt

EHGIN£ RIGHT ACCESS PlH£L

ACCESS PANELS

PA-24-260 SiN 24-4300 AND UP

FIGURE 1-2


1.23

ACCESS PANELS

PA-24-400

FIGURE 1-3

TRAINING PURPOSES MLY

1.24

flSum 10""CDYU 'UTI

IKl,UI(ACtUS 'un

fumm HOOImus tAlUS

Ill. fill Ii.lttm "-AnISUll

Illl1 'Ill Ull'lLn PUTtISU,ll

~- UU'I IUlClUIIISrftTIII PUT(

ACCESS PANELS

PA-24-400

FIGURE 1-3

~.~~


ISUll

(.EKtICl HIn .Item ,~IUUTllSl'.

m,a[ IIUT lCctU ,un

11M' ACcns MOl! tom PUll

U'Il( lEfT lccns 'un

III FUElmmnm

S,..u

AND BRAKESYSTEM

CHAPTER 2

LANDING GEARAND

BRAKE SYSTE

PA-24 COMANCHE

Chapter 2


Contents

1. Landing Gear

2. Brake System

ILLUSTRATIONS

FIGURE TITLE

2-1 Nose Gear Strut

2-2 Nose Gear Installation

Nose Gear Locking Mechanism

* Original Installation * Dual Spring Installation

Main Gear Strut

Main Gear Installation

* Squat Switch * Down Limit Switch

PAGE

2.1

2.2

PAGE

2.4

2.5

Landing Gear Retraction Mechanism 2.11

Landing Gear Retraction Transmission Assembly

Landing Gear Up Limit Switch 2.13

Brake System Installation

Brake System Installation PA-24-180 & PA-24-250 Serial #'s 24-1 to 24-2174 incl.,

2-11 24-2176 to 24-2298 incl. 2.14

Brake System Installation PA-24-180 and PA-24-250 Serial #'s 24-2175, 24-2298 and up,

2-12 PA-24-260 and PA-24-400 2.15

TRAININ6 PURPOSES ONLY

PA-24 COMANCHE

Chapter 2


ContentsPAGE

1. Landing Gear

2. Brake System

ILLUSTRATIONS

2.1

2.2

FIGURE

2-1

2-2

2-3

2-4

2-5

2-6

2-7

2-8

2-9

2-10

TITLE

Nose Gear Strut

Nose Gear Installation

Nose Gear Locking Mechanism

* Original Installation

* Dual Spring Installation

Main Gear Strut

Main Gear Installation

* Squat Switch

* Down Limit Switch

Landing Gear Retraction Mechanism

Landing Gear RetractionTransmission Assembly

Landing Gear Up Limit Switch

Brake System Installation

PAGE

2.4

2.5

2.6

2.7

2.8

2.9

2.10

2.11

2.12

2.13

Brake System Installation PA-24-180 & PA-24-250Serial #'s 24-1 to 24-2174 incl.,

2-11 24-2176 to 24-2298 incl. 2.14

Brake System Installation PA-24-180 and PA-24-250Serial #'s 24-2175, 24-2298 and up,

2-12 PA-24-260 and PA-24-400 2.15

2.0


IIII

I

IIII

I

IIII

I

IIII

I

IIII

I

IIII

I

IIII

I

IIII

I

III

PA-24 COMANCHE


Chapter 2

LANDING GEAR

All Comanche models are equipped with a steerable nose wheel operated by the rudder pedals that can rotate 20 degrees either side of center to allow a very small turn radius with minimum use of brakes. In addition, the nose wheel is equipped with a shimmy dampener. The mechanical steering is automatically disengaged when the wheels are retracted to reduce rudder pedal loads in flight.

Early Comanche models have a hand operated brake while toe brakes were optional on the pilots side. Left side toe brakes later became standard and optionally, right side toe brakes were available.

The brake fluid reservoir is located on the left hand side of the firewall in the engine compartment. The correct fluid is MIL 5606.

All three landing gear are equipped with air/oil struts with a normal (full static load) extension of 2.75 inches. The 400 is 2.5 inches. Proper inflation of struts and tires are necessary to insure landing loads do not carry through to the airframe.

CAUTION: Never fly your aircraft with a flat strut. The struts must extend to allow the wheels to enter the wheel wells during the retraction cycle.

The landing gear on all Comanche models is retracted through an electro/mechanical system operated by an electric motor mounted under the floor between the two front seats. Emergency extension (due to motor failure) requires that the motor arm is manually disengaged from the worm drive (after properly slowing the aircraft) allowing gravity to extend the gear. Correct procedures are contained on a placard in your aircraft. Early models contained a telescoping handle above the floor to manually extend the gear while on PA-24-260C aircraft, the emergency extension handle is stowed under a access plate between the front seats.


Co ma..n c h...e..

PA-24 COMANCHE


Chapter 2

LANDING GEAR

All Comanche models are equipped with a steerable nosewheel operated by the rudder pedals that can rotate 20degrees either side of center to allow a very small turnradius with minimum use of brakes. In addition, the nosewheel is equipped with a shimmy dampener. The mechanicalsteering is automatically disengaged when the wheels areretracted to reduce rudder pedal loads in flight.

Early Comanche models have a hand operated brake whiletoe brakes were optional on the pilots side. Left side toebrakes later became standard and optionally, right side toebrakes were available.

The brake fluid reservoir is located on the left handside of the firewall in the engine compartment. The correctfluid is MIL 5606.

All three landing gear are equipped with air/oil strutswith a normal (full static load) extension of 2.75 inches.The 400 is 2.5 inches. Proper inflation of struts and tiresare necessary to insure landing loads do not carry through tothe airframe.

CAUTION: Never fly your aircraft with a flat strut.The struts must extend to allow the wheels to enter the wheelwells during the retraction cycle.

The landing gear on all Comanche models is retractedthrough an electro/mechanical system operated by an electricmotor mounted under the floor between the two front seats.Emergency extension (due to motor failure) requires that themotor arm is manually disengaged from the worm drive (afterproperly slowing the aircraft) allowing gravity to extend thegear. Correct procedures are contained on a placard in youraircraft. Early models contained a telescoping handle abovethe floor to manually extend the gear while on PA-24-260Caircraft, the emergency extension handle is stowed under aaccess plate between the front seats.

~~TRAINING PURPOSES ONLY 2.1

PA-24 COMANCHE


All three wheels are held down by an over-center mechanism assisted by various springs and bungees. Main gear bungees must be replaced every 500 hours or 3 years, whichever comes first. Reference A.D. 77-13-21 and Piper Service Letter No. 782B. A bungee replacement tool as described in the International Comanche Society (I.C.S.) Tips Special makes what can be a very difficult job a simple task.

A gear warning horn located on the cabin side of the firewall sounds under the following conditions:

a) The gear is up and the manifold pressure is reduced to approximately 12-14 inches.

b) The gear selector is placed in the "UP" position while the airplane is on the ground and the master switch is "ON".

As a final safety feature, a squat switch on the left main gear prevents activation of the landing gear motor until the strut reaches near full extension as on takeoff.

A "GEAR UP" and "GEAR DOWN" light are located on the instrument panel and on later models, a "gear in trsnsit" light is also available. The gear down light requires that all three gear are in the down and locked position prior to its activation.

The landing gear can be lowered at speeds up to 150 mph, but reducing speed to 125 mph or below is recommended.

BRAKE SYSTEM

All three landing gear on the PA-24 models, with the exception of the first 129 Comanche 4001s, are equipped with Cleveland 6.00 X 6 wheels. The main wheels are provided with Cleveland disc hydraulic brake assemblies. Two piston brakes are standard and either organic or sintered iron linings are used depending on the aircraft model.


PA-24 COMANCHE


All three wheels are held down by an over-centermechanism assisted by various springs and bungees. Main gearbungees must be replaced every 500 hours or 3 years, whichever comes first. Reference A.D. 77-13-21 and Piper ServiceLetter No. 782B. A bungee replacement tool as described inthe International Comanche Society (I.C.S.) Tips Specialmakes what can be a very difficult job a simple task.

A gear warning horn located on the cabin side of thefirewall sounds under the following conditions:

a) The gear is up and the manifold pressure is reducedto approximately 12-14 inches.

b) The gear selector is placed in the "UP" positionwhile the airplane is on the ground and the masterswi tch is "ON".

As a final safety feature, a squat switch on the leftmain gear prevents activation of the landing gear motor untilthe strut reaches near full extension as on takeoff.

A "GEAR UP" and "GEAR DOWN" light are located on theinstrument panel and on later models, a "gear in transit"light is also available. The gear down light requires thatall three gear are in the down and locked position prior toits activation.

The landing gear can be lowered at speeds up to 150 mph,but reducing speed to 125 mph or below is recommended.

BRAKE SYSTEM

All three landing gear on the PA-24 models, with theexception of the first 129 Comanche 400's, are equipped withCleveland 6.00 X 6 wheels. The main wheels are provided withCleveland disc hydraulic brake assemblies. Two piston brakesare standard and either organic or sintered iron linings areused depending on the aircraft model.

2.2TRAINING PURPOSES ONLY

PA-24 COlUNCAE

LANDING GEAR AND BRAKE SYSTF3

The correct method of breaking in a new set of linings is as follows:

Organic-perform a minimum of six light pedal effort braking applications from 25 to 4 0 mph. Allow the brake discs to partially cool between stops.

Sintered Iron-perform three successive hard braking applications from 45 to 50 mph. Do not allow the brake discs to cool between applications.

The above break-in procedure will greatly increase brake life and will ensure optimum braking is available on your Comanche if required.


PA-%4 COMANCHE


The correct method of breaking in a new set of liningsis as follows:

Organic-perform a minimum of six light pedal effortbraking applications from 25 to 40 mph. Allow the brakediscs to partially cool between stops.

Sintered Iron-perform threeapplications from 45 to 50 mph.to cool between applications.

successive hard brakingDo not allow the brake discs

The above break-in procedure will greatly increase brakelife and will ensure optimum braking is available on yourComanche if required.

TRAUUN6 PURPOSES ONLY2.3

4

1. Shimmy Dampener 2 . T o r q u e L i n k , Upper 3 . T o r q u e L i n k , Lower 4. F o r k Assembly 5 . S t e e r i n g Arm

NOSE GEAR STRUT

FIGURE 2-1

TRAIIIWG PURPOSES ONLY

2.4

2---\

1---4

1'1 l. Shimmy DampenerII

(J (, 2. Torque Link, Upper3. Torque Link, Lower

"4. Fork Assembly5. Steering Arm

NOSE GEAR STRUT

FIGURE 2-1


1. Steering Arm, Left 2. Steering Arm, Right 3 . Steering Bellcrank

NOSE GEAR INSTALLATION

FIGURE 2-2

TRAIWIW6 PURPOSES ONLY

2 3

NOSE GEAR INSTALLATION

FIGURE 2-2


1

1. Steering Arm, Left2. Steering Arm, Right3. Steering Be11crank

2.5

1. Down L i m i t S w i t c h , E a r 2 . Down L o c k S u r i n a

L 2

3 . L o w e r D r a g L i n e , L e f t 4 . U p p e r D r a g L i n e , L e f t

NOSE GEAR LOCKING MECHANISM

ORIGINAL INSTALLATION

FIGURE 2-3


2.6

---4

3

1. Down Limit Switch, Early2. Down Lock Spring3. Lower Drag Line, Left4. Upper Drag Line, Left


ORIGINAL INSTALLATION

FIGURE 2-3


1. Down L i m i t S w i t c h , L a t e 2 . Down Lock S p r i n g s


DUAL SPRING INSTALLATION

PIPER KIT 761 082

FIGURE 2-4

TRAIWIHG PURPOSES ONLY

1. Down Limit Switch, Late2. Down Lock Springs


DUAL SPRING INSTALLATION

PIPER KIT 761 082

FIGURE 2-4


2.7

1. Housing, Oleo Strut 2. Fork Assembly, Late 3. Fork Assembly. Early

MAIN GEAR STRUT

FIGURE 2-5

1

2.8

MAIN GEAR STRUT

FIGURE 2-5

IJl

~i!>~TRAINING PURPOSES ONLY

1. Housing, Oleo Strut2. Fork Assembly, Late3. Fork Assembly, Early

1. Safety Switch, Late 2. Safety Switch, Early

MAIN GEAR INSTALLATION

SQUAT SWITCH

FIGURE 2-6

TRAINING PURPOSES OHLY

1--+-'1-- 1

1. Safety Switch, Late2. Safety Switch, Early


SQUAT SWITCH

FIGURE 2-6


2.9


FIGURE 2-7

Switch, Early Switch, Late

TRAINING PURPOSES MlLY

2.10

1. Down Limit Switch, Early2. Down Limit Switch, Late


FIGURE 2-7


1. L o c k A s s e m b l y - L a n d i n g G e a r Safety

2 . P u s h - P u l l C a b l e - Right 3 . P u s h - P u l l C a b l e - L e f t

LANDING GEAR RETRACTION MECHANISM

FIGURE 2 - 8

TRAIMIMG PURPOSES ONLY

3--~~

~~ I 2

/

/

1

1. Lock Assembly - LandingGear Safety

2. Push-Pull Cable - Right3. Push-Pull Cable - Left

LANDING GEAR RETRACTION MECHANISM

FIGURE 2-8

~,;;-

~=


2.11

4 . Release Tube 5. Transmission

LANDING GEAR RETRACTION

TRANSMISSION ASSEMBLY

FIGURE 2-9

TRAINING PURPOSES ONLY '

2.12

2

3

k"I"'----- 5

~::...-_- 41. Brake Solenoid2. Transmission Motor3. Motor Brake Disk4. Release Tube5. Transmission

LANDING GEAR RETRACTION

TRANSMISSION ASSEMBLY

FIGURE 2-9


1

LANDING GEAR UP LIMIT SWITCH

FIGURE 2-10

1. Limit Switch, Gear Up2. Torque Arm Assembly

LANDING GEAR UP LIMIT SWITCH

FIGURE 2-10


2.13

1. Master Cylinder 2. Reservoir 3 . Parking Brake Handle 4. Brake Handle

BRAKE SYSTEM INSTALLATION PA-24-180 and PA-24 250

Serial #'s 24-1 to 24-2174 incl., 24-2176 to 24-2298 incl.

'FIGURE 2-11

TRAINING PURPOSES fflLY

1. Master Cylinder2. Reservoir3. Parking Brake Handle4. Brake Handle

BRAKE SYSTEM INSTALLATION PA-24-180 and PA-24 250

Serial #'s 24-1 to 24-2174 incl., 24-2176 to 24-2298 incl.

'FIGURE 2-11

2.14


1. Reservior 2. Right Master Cylinder

BRAKE SYSTFM INSTALLATION PA-24-180 and PA-24-250

Serial # ' s 24-2175, 24-2298 and up, PA-24-260 and PA-24-400

FIGURE 2-12


1. Reservior2. Right Master Cylinder3. Left Master Cylinder4. Brake Cylinder Assembly

BRAKE SYSTEM INSTALLATION PA-24-180 and PA-24-250

Serial #'s 24-2175, 24-2298 and up, PA-24-260 and PA-24-400

FIGURE 2-12


2.15

CHAPTER 3

FLIGHT CONTROLS

PA-24 COMANCHE

FLIGHT CONTROLS

Chapter 3

CONTENTS

1 . Introduction

2 . General

3 . Electrically operated flaps

4 . Trim Systems

FIGURE

3 - 1

3-2

3 -3

3-4

3 -5

3 -6

3-7

3 -8

3 -9

3 -10

3 - 1 1

3 - 1 2

ILLUSTRATIONS

TITLE

Control Wheel Installation

Aileron Controls

Rudder/Aileron Interconnect

Stabilator and Trim Controls

Stabilator Trim

Rudder Control Cables

Rudder Pedal Installation

Rudder Trim

Flap Controls

Manual Flap Control

PA-24 -250 /260 Electric Flaps

PA-24-400 Electric Flaps

PAGE

3 . 1

3 . 1

3 . 2

3 . 3

PAGE

3 . 4

3 . 5

3 . 6

3 . 7

3 . 8

3 . 9

3 . 1 0

3 . 1 1

3 . 1 2

3 . 1 3

3 . 1 4

3 . 1 5


PA-24 COMANCHE

FLIGHT CONTROLS

Chapter 3

CONTENTS

PAGE

1. Introduction 3.1

2. General 3. 1

3. Electrically operated flaps 3.2

4. Trim Systems 3.3

ILLUSTRATIONS

FIGURE

3-1

3-2

3-3

3-4

3-5

3-6

3-7

3-8

3-9

3-10

3-11

3-12

TITLE

Control Wheel Installation

Aileron Controls

Rudder/Aileron Interconnect

Stabilator and Trim Controls

Stabilator Trim

Rudder Control Cables

Rudder Pedal Installation

Rudder Trim

Flap Controls

Manual Flap Control

PA-24-250/260 Electric Flaps

PA-24-400 Electric Flaps


PAGE

3.4

3.5

3.6

3.7

3.8

3.9

3.10

3.11

3.12

3.13

3.14

3. 15

3.0

PA-24 COMANCHE

Chapter 3

FLIGHT CONTROLS

INTRODUCTION

The flight controls in the PA-24 Comanche are conventional, consisting of dual control wheels which operate the ailerons and stabilator, and dual pedals that operate the rudder.

GENERAL

The aircraft is controlled in flight by the use of three standard primary control surfaces, consisting of the ailerons, stabilator and rudder. Operation of these controls is through the movement of the dual control columns and dual rudder pedals. The individual surfaces are connected to their control components through the use of cables and push- pull tubes. Provisions for directional and longitudinal :rim control is provided by an adjustable trim mechanism for the rudder and stabilator.

The aileron controls consist of two-control wheels connected by torque tubes to sprockets on each end of the horizontal control column. A chain is wrapped around the sprockets and around a double sprocket on the left control tube. The chain is connected to the primary aileron control cable which is routed under the left floor of the fuselage to the main spar and out through the wings to a bellcrank in each wing. A balance cable is also connected to the bellcrank. As the control wheels are moved, the control cables move the bell cranks and actuate push-pull rods to move the ailerons.

The stabilator controls are also connected to the control column. From the connecting point, cables are routed around a series of pulleys down under the floor and aft to the tail section of the airplane. The aft end of the cables connect to the stabilator balance arm which in turn is connected to the stabilator. When the control wheels are moved forward or aft, the cables move the balance arm on the stabilator up and down, rotating the stabilator at its hinge points.

TRAIUIWG PURPOSES MLY

PA-24 COMANCHE

Chapter 3

FLIGHT CONTROLS

INTRODUCTION

The flight controls in the PA-24 Comanche are conventional, consisting of dual control wheels which operate theailerons and stabilator, and dual pedals that operate therudder.

GENERAL

The aircraft is controlled in flight by the use of threestandard primary control surfaces, consisting of the ailerons, stabilator and rudder. Operation of these controls isthrough the movement of the dual control columns and dualrudder pedals. The individual surfaces are connected totheir control components through the use of cables and pushpull tubes. Provisions for directional and longitudinal trimcontrol is provided by an adjustable trim mechanism for therudder and stabilator.

The aileron controls consist of two-control wheelsconnected by torque tubes to sprockets on each end of thehorizontal control column. A chain is wrapped around thesprockets and around a double sprocket on the left controltube. The chain is connected to the primary aileron controlcable which is routed under the left floor of the fuselage tothe main spar and out through the wings to a bellcrank ineach wing. A balance cable is also connected to the bellcrank. As the control wheels are moved, the control cablesmove the bell cranks and actuate push-pull rods to move theailerons.

The stabilator controls are also connected to thecontrol column. From the connecting point, cables are routedaround a series of pulleys down under the floor and aft tothe tail section of the airplane. The aft end of the cablesconnect to the stabilator balance arm which in turn isconnected to the stabilator. When the control wheels aremoved forward or aft, the cables move the balance arm on thestabilator up and down, rotating the stabilator at its hingepoints.

~ .r------.. j)7q~IfM"~< .~


3.1

PA-24 COMANCHE

FLIGHT CONTROLS

The rudder is controlled by the pilot's and co-pilot's rudder pedals. Cables are connected to both sides of the rudder pedal assembly and are routed aft through the bottom of the fuselage to the rudder horn. When one rudder pedal is pushed, the cables move in opposite directions turning the rudder horn and rudder.

On some later models, the rudder and ailerons are interconnected by a cable-spring system for co-ordinated control action.

FLAPS

Manually controlled flaps are provided on the PA-24-180. The flaps are balanced and spring loaded to return to the retracted (up) position. A control handle, which is located between the two front seats extends the flaps by the use of a control cable. To extend the flaps, the handle is pulled up to the desired flap setting of 9, 18 or 27 degrees. To retract, depress the button on the end of the handle and lower the control. When extending or retracting flaps, there is a pitch change in the airplane. This pitch change can be corrected either by stabilator trim or increased control wheel force. When the flaps are in the retracted (up) position, locks on the inboard ends of the flaps, hold them in the up position so the right flap may be used as a step.

NOTE

The right flap will support a load only in the fully retracted (up) position. When the flap is to be used as a step, make sure the flaps are in the retracted (up) position.

The Comanche 250, 260 and 400 are equipped with electrically operated Max-Lift flaps that can be used in any position up to the maximum of 32 degrees. A second up lock is provided so that if someone steps on the right flap without it being locked, it will not go to the full 32 degree position.

TRAII(II(6 PURPOSES ONLY

PA-24 COMANCHE

FLIGHT CONTROLS

The rudder is controlled by the pilot's and co-pilot'srudder pedals. Cables are connected to both sides of therudder pedal assembly and are routed aft through the bottomof the fuselage to the rudder horn. When one rudder pedal ispushed, the cables move in opposite directions turning therudder horn and rudder.

On some later models, the rudder and ailerons areinterconnected by a cable-spring system for co-ordinatedcontrol action.

FLAPS

Manually controlled flaps are provided on the PA-24-180.The flaps are balanced and spring loaded to return to theretracted (up) position. A control handle, which is locatedbetween the two front seats extends the flaps by the use of acontrol cable. To extend the flaps, the handle is pulled upto the desired flap setting of 9, 18 or 27 degrees. Toretract, depress the button on the end of the handle andlower the control. When extending or retracting flaps, thereis a pitch change in the airplane. This pitch change can becorrected either by stabilator trim or increased controlwheel force. When the flaps are in the retracted (up)position, locks on the inboard ends of the flaps, hold themin the up position so the right flap may be used as a step.

NOTE

The right flap will support a load onlyin the fully retracted (up) position.When the flap is to be used as a step,make sure the flaps are in the retracted(up) position.

The Comanche 250, 260 and 400 are equipped with electrically operated Max-Lift flaps that can be used in anyposition up to the maximum of 32 degrees. A second up lockis provided so that if someone steps on the right flapwithout it being locked, it will not go to the full 32degree position.

3 . 2


PA-24 COMANCHE

FLIGHT CONTROLS

Flaps may be lowered at speeds up to 125 mph, but slowing to 100 mph will reduce the air loads during operation.

STABILATOR TRIM

An overhead crank located between the two front seats operates the stabilator trim/anti-servo tab to longitudinally trim the airplane. Electric trim via a switch on the pilots control wheel is available on later models.

RUDDER TRIM

Rudder trim is accomplished through a knob located on the right side of the nose wheel well and can be used to maintain a centered ball throughout the speed/power envelope on the Comanche. The control actually moves the steering arm which repositions the rudder and rudder pedals.

AILERON TRIM

Aileron trim is accomplished through a ground adjustable tab on the left aileron.

TRAIWIWG PURPOSES OULY

PA-24 COMANCHE

FLIGHT CONTROLS

Flaps may be lowered at speeds up to 125 mph, butslowing to 100 mph will reduce the air loads during operation.

STABILATOR TRIM

An overhead crank located between the two front seatsoperates the stabilator trim/anti-servo tab to longitudinallytrim the airplane. Electric trim via a switch on the pilotscontrol wheel is available on later models.

RUDDER TRIM

Rudder trim is accomplished through a knob located onthe right side of the nose wheel well and can be used tomaintain a centered ball throughout the speed/power envelopeon the Comanche. The control actually moves the steering armwhich repositions the rudder and rudder pedals.

AILERON TRIM

Aileron trim is accomplished through a ground adjustabletab on the left aileron.

~. .,~-=

TRAINING PURPOSES ONLY3.3

1. Control Chain - Aileron 2. Control Tube 3. Control Wheel

CONTROL WHEEL INSTALLATION

FIGURE 3-1

3 --...,

1. Control Chain - Aileron2. Control Tube3. Control Wheel

3.4

CONTROL WHEEL INSTALLATION

FIGURE 3-1

~~< ,.--

TRAI~ING PURPOSES ONLY

AILERON CONTROLS

FIGURE 3-2


, \

,::-'

AILERON CONTROLS

FIGURE 3-2


3.5

RUDDER/AILERON INTERCONNECT

FIGURE 3-3

TRAIN INS PURPOSES ONLY

3.6

PA-24-400

PA-24-260C

RUDDER/AILERON INTERCONNECT

FIGURE 3-3


STABILATOR AND TRIM CONTROLS

FIGURE 3-4


STABILATOR AND TRIM CONTROLS

FIGURE 3-4


3.7

u - . . - . - . . - . .

1. Trim Drum 2. Actuator Rod 3. Handle, Trim

STABILATOR TRIM

FIGURE 3-5

TRAIHIWG PURPOSES ONLY

r

I

I

~.

3.8

~-l

STABILATOR TRIM

FIGURE 3-5


1. Trim Drum2. Actuator Rod3. Handle, Trim

RUDDER CONTROL CABLES

FIGURE 3-6


RUDDER CONTROL CABLES

FIGURE 3-6


3.9

RUDDER PEDAL INSTALLATION

FIGURE 3-7

TRAINIWG PURPOSES OWLY

1. Steering Rod2. Boot, Steering Rod

/

/

2

RUDDER PEDAL INSTALLATION

FIGURE 3-7

3.10


1. Nose G e a r S teer ing Arm 2. C o n t r o l Knob 3. T u b e 4 . A c t u a t o r S c r e w , T r i m B u n g e e 5. T u b e , T r i m B u n g e e 6 . C l i p 7. Spring

RUDDER TRIM

FIGURE 3-8


//

I/

2 I,

~.

, ,-, \-, •.---":11-'ir'I~"1';~ .

\ \ " " '" .----."'1', ,~., 1-, ...... , ..." . ,'~,.- ...;. --"- ~-'

4 5 6 7

~(_6---"'""1...,,..,.l, ,........_

l'" l;, ' .. ", ,'• .;..._~ _

~. ~' :~1S9\-- ..

1. Nose Gear steering Arm2. Control Knob3. Tube4. Actuator Screw, Trim Bungee5. Tube, Trim Bungee6. Clip7. Spring

RUDDER TRIM

FIGURE 3-8

3.11


1. Spring

FLAP CONTROLS

Figure 3-9

TRAIWIWG WRPOSES ONLY

3.12

1. Spring

FLAP CONTROLS

Figure 3-9

PURPOSES OHLYTRAINING

/

MANUAL FLAP CONTROL

FIGURE 3-10

TRAIWIWG PURPOSES OWLY

MANUAL FLAP CONTROL

FIGURE 3-10


3.13

1. Motor Assembly, F l a p 2 . Transmission 3 . Spring 4 . Spring

PA-24-250/260 ELECTRIC FLAPS

FIGURE 3-11

U/tftY

1. Motor Assembly, Flap2. Transmission3. Spring4. Spring

PA-24-250/260 ELECTRIC FLAPS

FIGURE 3-11

4

3.14 ~~TRAINING PURPOSES ONLY

& .-

1. W i r e and C o n d u i t Assy.

PA-24-400 ELECTRIC FLAPS

FIGURE 3-12

TRAIHING PURPOSES ONLY

1. Wire and Conduit As~y.

\\\

~-

PA-24-400 ELECTRIC FLAPS

F;I:GURE 3-12


3.15

III

I

I

IIIII

I

I

IIIII

I

IIIII

I

I

IIIII

I

I

I

FUEL SYSTEM

oumtlllC Q

CHAPTER 4

FUELSVSTEM

PA-24 COMANCHE

CHAFTER 4

FUEL SYSTEM

Contents

1. Fuel System PA-24-180/250/260

2. Optional Tanks

3. Fuel Pump Operation

4. Fuel Strainer

5. Fuel Quantity

6. Fuel System PA-24-400

ILLUSTRATIONS

FIGURE TITLE

4.1 Fuel system schematic PA-24-180

4.2 Fuel System Schematic PA-24-250 s/n 24-105 to 24-2298

4.3 Fuel System Schematic PA-24-250 s/n 24-2299 to PA-24-260

4.4 Fuel System Schematic PA-24-260 Turbo

4.5 Fuel System Schematic PA-24-400

PAGE

4.1

4.1

4.1

4.2

4.2

4.3

PAGE

4.4


PA-24 COMANCHE

CHAPTER 4

FUEL SYSTEM

Contents

1. Fuel System PA-24-180/250/260

2. Optional Tanks

3. Fuel Pump Operation

4. Fuel Strainer

5. Fuel Quantity

6. Fuel System PA-24-400

ILLUSTRATIONS

PAGE

4.1

4.1

4.1

4.2

4.2

4.3

FIGURE

4.1

4.2

4.3

4.4

4.5

TITLE

Fuel system schematic PA-24-180

Fuel System Schematic PA-24-250sin 24-105 to 24-2298

Fuel System Schematic PA-24-250sin 24-2299 to PA-24-260

Fuel System Schematic PA-24-260Turbo

Fuel System Schematic PA-24-400


PAGE

4.4

4.5

4.6

4.7

4.8

4.0

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

PA-24 COMANCHE

CHAPTER 4

FUEL SYSTEM

FUEL SYSTEM - PA-24-180/250/260 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, are 3 0 gallons each. On the 1 8 0 Comanche 5 0 gallons of fuel is called out as the standard fuel capacity. To obtain this amount of fuel it is necessary to fill the cells only to the bottom of the filler neck. To obtain the standard fuel load plus reserve quantity the cells are filled to the top of the filler neck. This system provides a reserve fuel capacity for the 1 8 0 Comanche without the necessity for extra cells. On the 2 5 0 Comanche 6 0 gallons is the standard fuel capacity of which 5 6 gallons is usable: however, if auxiliary fuel cells are installed the fuel capacity is increased to 9 0 gallons of which 8 6 gallons is usable.

As optional equipment for the Comanche 2 5 0 only, a 3 0 gallon auxiliary fuel system is available. The system consists of two 15 gallon fuel cells installed in the wings just outboard of the main fuel cells. Use auxiliary fuel in level flight only.

The cells should be kept full of fuel during storage of the airplane to prevent accumulation of moisture and deterioration of the cells. For long term storage without fuel, the cells should be coated with light engine oil to keep the rubber from drying out.

During normal operation the fuel is drawn to the engine from the cells by a mechanically operated fuel pump located on the engine accessory section. In the event the engine driven fuel pump fails an electric auxiliary fuel pump is provided. This pump is operated during starting, take-offs and landing. Two auxiliary pumps are used on the Comanche 250.


PA-24 COMANCHE

CHAPTER 4

FUEL SYSTEM

FUEL SYSTEM - PA-24-180/250/260

The fuel for the Comanche is carried in two rubber-likefuel cells located in the inboard leading edge sections ofthe, wings. Capacity of these cells, which are classified asthe main fuel cells, are 30 gallons each. On the 180Comanche 50 gallons of fuel is called out as the standardfuel capacity. To obtain this amount of fuel it is necessaryto fill the cells only to the bottom of the filler neck. Toobtain the standard fuel load plus reserve quantity the cellsare filled to the top of the filler neck. This system .provides a reserve fuel capacity for the 180 Comanche withoutthe necessity for extra cells. On the 250 Comanche 60gallons is the standard fuel capacity of which 56 gallons isusable: however, if auxiliary fuel cells are installed thefuel capacity is increased to 90 gallons of which 86 gallonsis usable.

As optional equipment for the Comanche 250 only, a 30gallon auxiliary fuel system is available. The systemconsists of two 15 gallon fuel cells installed in the wingsjust outboard of the main fuel cells. Use auxiliary fuel inlevel flight only.

The cells should be kept full of fuel during storage ofthe airplane to prevent accumulation of moisture anddeterioration of the cells. For long term storage withoutfuel, the cells should be coated with light engine oil tokeep the rubber from drying out.

During normal operation the fuel is drawn to the enginefrom the cells by a mechanically operated fuel pump locatedon the engine accessory section. In the event the enginedriven fuel pump fails an electric auxiliary fuel pump isprovided. This pump is operated during starting, take-offsand landing. Two auxiliary pumps are used on the Comanche250.

/JI

~~TRAINING PURP~SES ONLY

4.1

PA-24 COMANCHE

FUEL SYSTEM

The fuel strainer unit for the system is located under the floorboard in the center section of the fuselage. Daily draining of the strainer is accomplished through an access panel located on the bottom of the airplane on early models. Later models can be drained from 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 the 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 the fuel selector to the opposite cell and repeat the process. The same process applies to the auxiliary fuel system when installed. Allow enough fuel to flow to clear the lines as well as the strainer. Positive fuel flow shut-off can be observed through the clear plastic tube which carries the fuel overboard.

Fuel quantity is indicated by an electric gauge located in the instrument cluster. The instrument is connected to a transmitter unit located in the 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.

Several fuel cell venting changes have been made since the first Comanche. The NACA vent kits became standard on S/N 24-3530.

All non-fuel injected models contain a primer located in the cockpit to aid in starting.

Later models of the 250 and 260 were fuel injected but the basic fuel system was the same.

TRAIWIWG PURPOSES OHLY

PA-24 COMANCHE

FUEL SYSTEM

The fuel strainer unit for the system is located underthe floorboard in the center section of the fuselage. Dailydraining of the strainer is accomplished through an accesspanel located on the bottom of the airplane on early models.Later models can be drained from the cockpit by opening thehinged access door located in the floorboard just aft of thefuel selector valve and moving the quick drain valve handleto the full aft position. The general procedure for drainingthe fuel system is to,open the strainer quick drain for a fewseconds with the fuel cell selector on one cell, then changethe fuel selector to the opposite cell and repeat the process. The same process applies to the auxiliary fuel systemwhen installed. Allow enough fuel to flow to clear the linesas well as the strainer. Positive fuel flow shut-off can beobserved through the clear plastic tube which carries thefuel overboard.

Fuel quantity is indicated by an electric gauge locatedin the instrument cluster. The instrument is connected to atransmitter unit located in the fuel cell. On the 180Comanche, two individual indicating systems are used, one foreach main cell. The Comanche 250 incorporates only one fuelquantity gauge. This gauge will indicate the amount of fuelin the cell that is selected.

An over-ride system is incorporated so that it ispossible to check the amount of fuel available in theremaining cells without moving the selector handle to thatcell position. This is accomplished by depressing the redbutton (located on the fuel selector plate) under the desiredfuel cell position. The fuel gauge will indicate the amountof fuel available in that cell. When the red button isreleased the indicating system will return to its normaloperation.

Several fuel cell venting changes have been made sincethe first Comanche. The NACA vent kits became standard onSIN 24-3530.

All non-fuel injected models contain a primer locatedin the cockpit to aid in starting.

Later models of the 250 and 260 were fuel injectedbut the basic fuel system was the same.

4.2~


PA-24 COMANCHE

FUEL SYSTEM

FUEL SYSTEM COMANCHE 400

The Comanche 400 fuel system is basically the same as the other models with the exception that the auxiliary tanks contain 35 gallons each giving a total fuel capacity of 130 gallons. Of that amount, 1 2 4 gallons are usable.


PA-24 COMANCHE

FUEL SYSTEM

FUEL SYSTEM COMANCHE 400

The Comanche 400 fuel system is basically the same asthe other models with the exception that the auxiliary tankscontain 35 gallons each giving a total fuel capacity of 130gallons. Of that amount, 124 gallons are usable.

TRAINING PURPOSES ONLY 4.3

.- ,- - - -- -- - - - - - - - - --. . . - - I - - - - - . - . - - - - \ , - - - - - - ~ --.--.--.-..--..., , ,

, , . . . - - - - - - - - . - - . - - - - - - - - . .

ELECTRIC Nil PUW iLECTRIC N E l M Y

V E r n V E r n

FUEL SYSTEM X H E M T I C PA-24-180

FIGURE 4-1

INBOARD FUEL CEll

~ fUEL GAGES

II

SCREEN FUEL GUCTOR SCREENI -~ ~ -------=INBOIRO fUEL CEll

"--, ----

FUEL STRAINER FUEL STRAINER

IE",EN;HI! FUEl PIlIII'

1fr;====:;::r- ELECTRIC FUEL PIlIII'FUllPlllII' SWrrCN

PlIO PUll'

IE"'

~:;;;;::::::;=:;;:y ELECTRIC FUEL PUlII'

ENGINE FUEL PIlIII'

PRIlEX PIlIII'

FUELPUMP SWrrCH

~'TI'---'Ji~

MIXTURE@Il.

CARBURETIll

THRonu-IE"'

WlUl!TIlI

IEHT

I

'=I

I PRIMER NOZZUS

Still\. m. H·I 11 2t·UU SUlIllIQS 24<22!t.l." lIP

FUEL SYSTEM SCHEMATIC

PA·24·180

4.4

FIGURE 4-1

~~=-~


CARBURETOR SYSTEM


PA-24-250. Serial Nos. 24.105 to 24-2298

FIGURE 4-2

TRAIHING PURPOSES fflLY

fUEL SENDER

lUX. fUEL CEll

YENT

YENT

SCREEN I ~'-'----::~

Fun GAGES

FUElSELECTOR

CARBlJRETDR~==;;;;!)

ENGlIEFUEL PIJIIP

PRIMER PUMP

YENT-

INBOARD fun CEU r.=~~~~~ INBOARD fUEL CEllII fun STRAIHER

,=:;;;:;::;~?,;~E~lE;C~TRIC fUEL PUMPSfUEL r

PUMP SWITCH~-~f-~~rl-I"~~ FUEL PRESSURE\ \ 'I

AUX. fUEL CEll

FUEL SENDER

PRIMER IIOZZl£S

CARBURETOR SYSTEM


PA·24·250, Serial Has. 24·105 10 24·2298

FIGURE 4-2

4.5


AUI . NEL CfU

ELECTRIC NEL PUMP

i - C - - NIL ROW 64

i PRMR NOZZLES

FUEL INJECTION NU HOZZUS I CARBURETOR I

SYSTEM I SYSTEM

F U E L SYSTEM SCHEMATIC

PA-24-250, Serial Nos. 24-2299 and up and PA-24-260

FIGURE 4-3

TRAIIIIIIG PURPOSES WLY

lUX, FUEL cm

FUEL PRESSURE

MIl11lRE

'1'iNRom~~ -, '

~"':::'===Ji CIRBURfTOR

~;;====;l11

,b

smCTOR swrrc~' 'f' ) FUEL GIGE

,Hi SENOERVEII1 VENT ~ i VENT

~ ~'" L,.!, i; j 1

:v" 'J J! - CIPSCREEN SCREEN ' I

lUX, fUEl CEll

ElECTRIC FUEl PIIMl'

VIII1

FUEl FLOW GIG[

r-~

PRIllER NOZZlES

FUEL INJECTION

SYSTEM

FUEL NOllUSCARBURETOR

SYSTEM


PA·24·250, Serial Has. 24·2299 and up and PA·24·260

FIGURE 4-3

4.6

~~'" c::~



PA-26260 (TURBO)

FIGURE 4-4

TRAIIYIWG PURPOSES ONLY

AUI. FUEL CEU

DIAl!

~~~

_ flI!l CEU

FUEL ",;t

CHECK mY!

IERT

flIEl flOW GAI1l:

Y!1f1

:::--,.'""'"INIOARII FUEl crn

AUI. FUEl crn

IIIlT1IR[ TlIIDmE

R

fU!lINJECTDII~6~'ljp=lf:=::V

lENT

FUn 1IDl1lE5


PA·24-260 (TURBO)

FIGURE 4-4

4.7


Ntl MEl

i i 1 i I

j


FUEl SASE011

JSElEeTIlll SWITCIl

CAP YIN!

wmlARD run emIKBOUD FUn CEll

run FLOW"GE

SCREEMSCREEIl • L, , YIOT 1.1 CAP

JQj----,--;I~O @

1;- .lIUTIOARD FUEl CEll

4.8

FUEL SYSTEM SCtiEM ...TIC

P...·24-400

FIGURE 4-5


CHAPTER 5

POWERPLANT

PA-24 COMANCHE

POWERPLANT

CHAPTER 5

CONTENTS

1. Introduction

PAGE

5.1

2. Engine Controls 5.1

3. Textron Lycoming Powered Normal Aspirated Models 5.2

4. Induction System 5.3

5. Textron Lycoming Powered Turbo Charged Models 5.4


FIGURE

5-1

5-2

5-3

ILLUSTRATIONS

TITLE

Turbocharger System

Fuel Air Bleed Nozzle

Engine Baffle Installation

PAGE

5.5

5.6

5.7


PA-24 COMANCHE

POWERPLANT

CHAPTER 5

CONTENTS

PAGE

1. Introduction 5.1

2. Engine Controls 5.1

3. Textron Lycoming Powered Normal Aspirated Models 5.2


5. Textron Lycoming Powered Turbo Charged Models 5.4


ILLUSTRATIONS

FIGURE

5-1

5-2

5-3

TITLE

Turbocharger System

Fuel Air Bleed Nozzle

Engine Baffle Installation


PAGE

5.5

5.6

5.7

5.0

P A - 2 4 COMANCHE

POWERPLANT

CHAPTER 5

INTRODUCTION

The PA-24 Comanche aircraft all utilize Textron Lycoming engines, of various displacements and rated horsepower, for all models.

ENGINE CONTROLS

The engine controls of the PA-24 Comanche aircraft consist of a throttle, propeller control. and a mixture control. These controls are located on the control quadrant on the lower center of the instrument panel where they ape accessible to both the pilot and the copilot on the "C" models. Earlier models utilize push/pull controls and many cases have a vernier adjustment.

The throttle lever is used to adjust the manifold pressure. It incorporates a landing gear up warning horn switch which is activated when manifold pressure decreases to approximately 14 inches. (varies with switch adjustment and altitude) If the landing gear is not down, the horn will sound until it is either down and locked or the throttle is advanced to increase power. This is a safety featule to prevent a gear up landing.

The propeller control lever is used to adjust the propeller pitch for low or high RPM.

The mixture control lever is used to adjust the air to fuel ratio. The engine is shut down by the placing of the mixture lever in the full lean or idle cut off position.

A friction adjustment lever is located on the right side of the control quadrant on the "C" models and may be used to increase or decrease the friction holding the throttle, propeller and mixture controls in a selected position.

The alternate air or carburetor heat control is located to the right of the engine controls. When alternate air or carburetor heat is in the off or closed position, the engine is operating on filtered air; when the controls are activated, the engine is operating on unfiltered, heated air.

TRAIMIMG PURPOSES WLY

PA-24 COMANCHE

POWERPLANT

CHAPTER 5

INTRODUCTION

The PA-24 Comanche aircraft all utilize Textron Lycomingengines, of various displacements and rated horsepower, forall models.

ENGINE CONTROLS

The engine controls of the PA-24 Comanche aircraftconsist of a throttle, propeller control. and a mixturecontrol. These controls are located on the control quadranton the lower center of the instrument panel where they areaccessible to both the pilot and the copilot on the "C"models. Earlier models utilize push/pull controls and manycases have a vernier adjustment.

The throttle lever is used to adjust the manifoldpressure. It incorporates a landing gear up warning hornswitch which is activated when manifold pressure dp.creasesto approximately 14 inches. (varies with switch adjustmentand altitude) If the landing gear is not down, the horn willsound until it is either down and locked or the throttle isadvanced to increase power. This is a safety feature toprevent a gear up landing.

The propeller control lever is used to adjust thepropeller pitch for low or high RPM.

The mixture control lever is used to adjust the air tofuel ratio. The engine is shut down by the placing of themixture lever in the full lean or idle cut off position.

A friction adjustment lever is located on the right sideof the control quadrant on the "~CO models and may be used toincrease or decrease the friction holding the throttle,propeller and mixture controls in a selected position.

The alternate air or carburetor heat control is locatedto the right of the engine controls. When alternate air orcarburetor heat is in the off or closed position, the engineis operating on filtered air; when the controls areactivated, the engine is operating on unfiltered, heated air.

5 .1

TRAlIHIlG PURPOSES otIll

PA-24 COMANCHE

POWERPLANT

TEXTRON LYCOMING NORMAL ASPIRATED ENGINE MODELS

Listed below are the types of aircraft, engine models and rated horsepower for all normal aspirated models.

AIRCRAFT ENGINE HORSEPOWER

a. 180 Carburetor 0-360-AlA/AlD 180

B. 250 Carburetor 0-54O-AlA5/AlB5/AlC5/AlD5 250

c. 250 Fuel Injected 10-540-ClB5 250

d. 260 Carburetor 0-540-E4A5 260

e. 260 Fuel Injected 10-540-N1A5 260 s/n 24-4783,4804 and up

f. 260 Fuel Injected 10-540-D4A5 s/n 24-4000 to 4782

g. 400 Fuel Injected 10-720-A1A 400

The normal aspirated engines are either 4 or 6 cylinder, direct drive and horizontally opposed. They are furnished with a starter, 35/50 ampere 12 volt generators, shielded ignition, vacuum pump drive, fuel pump, propeller governor and an induction air filter. Later models are equipped with alternators. Recommended overhaul period of 1800/2000* hours is based on Textron Lycoming service experience. Operation beyond the recommended time is the decision of the operator. Since Textron Lycoming from time to time revises the recommended overhaul period, the owner should check their latest Service Instruction at his/her Piper dealer for the latest recommendation and other service information.

All Comanches are equipped with a constant speed, controllable pitch propeller. All except the "400" have two blades while the "400" is equipped with a three bladed propeller. The pilot can control the RPM at various power settings by adjusting the propeller control in the cockpit.

* with 1/2 inch exhaust valves ,-,

TRAIIIIIIG PURPOSES OWLY

PA-24 COMANCHE

POWERPLANT

TEXTRON LYCOMING NORMAL ASPIRATED ENGINE MODELS

Listed below are the types of aircraft, engine modelsand rated horsepower for all normal aspirated models.


a. 180 Carburetor

B. 250 Carburetor

c. 250 Fuel Injected

d. 260 Carburetor

0-360-A1A/A1D 180

0-540-A1A5/A1B5/A1C5/A1D5 250

IO-540-C1B5 250

0-540-E4A5 260

e. 260 Fuel Injected IO-540-N1A5sin 24-4783,4804 and up

f. 260 Fuel Injected IO-540-D4A5sin 24-4000 to 4782

260

260

g. 400 Fuel Injected IO-720-A1A 400

The normal aspirated engines are either 4 or 6 cylinder,direct drive and horizontally opposed. They are furnishedwith a starter, 35/50 ampere 12 volt generators, shieldedignition, vacuum pump drive, fuel pump, propeller governorand an induction air filter. Later models are equipped withalternators. Recommended overhaul period of 1800/2000* hoursis based on Textron Lycoming service experience. Operationbeyond the recommended time is the decision of the operator.Since Textron Lycoming from time to time revises therecommended overhaul period, the owner should check theirlatest Service Instruction at his/her Piper dealer for thelatest recommendation and other service information.

All Comanches are equipped with a constant speed,controllable pitch propeller. All except the "400" have twoblades while the "400" is equipped with a three bladedpropeller. The pilot can control the RPM at various powersettings by adjusting the propeller control in the cockpit.

* with 1/2 inch exhaust valves ~)

~ft ~5.2


PA-24 COMANCHE

POWERPLANT

The exhaust system is a crossover type, which reduces back pressure and improves performance. It is constructed entirely of stainless steel and is equipped with single or dual mufflers. Cabin heat and windshield defrosting are provided by a heater shroud around the muffler.

An oil cooler is used on all models and is mounted in various locations on the different models.

INDUCTION SYSTEM

The induction system on the carbureted engines utilizes a Marvel-Schebler MA-4-5 carburetor. Manual leaning is providedfor optimum performance.

The induction system on all fuel injected engines except for the "400" is a Bendix RSA-SAD1 fuel injector. The system is based on the principle of measuring airflow and using the airflow 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 airflow.

Fuel pressure regulation, by means of the servo valve, necessitates only a minimum fuel pressure drop through the entire metering system. 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 airflow 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 accurate indication of fuel flow in gallons per hour.

NOTE An increasing or abnormally high fuel flow indication is a possible symptom of restricted injector lines or nozzles.

TRAIHIH6 PURPOSES OWLY

PA-24 COMANCHE

POWERPLANT

The exhaust system is a crossover type, which reduces backpressure and improves performance. It is constructedentirely of stainless steel and is equipped with single ordual mufflers. Cabin heat and windshield defrosting areprovided by a heater shroud around the muffler.

An oil cooler is used on all models and is mounted invarious locations on the different models.

INDUCTION SYSTEM

The induction system on the carbureted engines utilizesa Marvel-Schebler MA-4-5 carburetor. Manual leaning isprovided for optimum performance.

The induction system on all fuel injected engines exceptfor the "400" is a Bendix RSA-5ADl fuel injector. The systemis based on the principle of measuring airflow and using theairflow signals to operate a servo valve. The accuratelyregulated fuel pressure established by the servo valve, whenapplied across a fuel control (jetting system), makes fuelflow proportional to airflow.

Fuel pressure regulation, by means of the servo valve,necessitates only a minimum fuel pressure drop through theentire metering system. An inherent feature of the servosystem is self-purging which eliminates any possibility ofvapor lock and associated problems of difficult starting.

The injection system consists of a Servo Regulator,which meters fuel flow in proportion to airflow to theengine, giving proper fuel air mixture at all engine speeds,and a Flow Divider, which receives the metered fuel andaccurately divides fuel flow to each cylinder fuel nozzle.

Installed in the instrument panel is a fuel flowindicator. This instrument is connected to the flow dividerand monitors fuel pressure. The instrument converts fuelpressure to an accurate indication of fuel flow in gallonsper hour.

An increasingis a possiblenozzles.

NOTEor abnormally high fuel flow indicationsymptom of restricted injector lines or


5 . 3

PA-24 COMANCHE

POWERPLANT

Induction air for the engines enters through various means on the different models. It is directed through a filter and on to the injector/carburetor. An alternate air source is incorporated to provide airflow to the engine in case the normal flow through the filter is restricted. The alternate air door is spring loaded, and will remain closed during normal operation. The alternate air door will operate automatically, if the normal induction airflow thorough the filter is restricted, or when the push-pull control, located on the instrument pane., is placed in the FULL ON position. The control should be placed in the FULL ON position if icing conditions are suspected.

TEXTRON LYCOMING TURBO CHARGED ENGINE MODEL

Listed below is the aircraft type, engine model and rated horsepower for the turbo charged model.


a. PA-24-260 Turbo 10-540-RIA5 260

The turbocharged Textron Lycoming 10-540-RIA5 engine is a six cylinder, horizontally opposed, fuel injected engine rated at 260 horsepower at 2700 RPM and 29 inches of MP. It is equipped with basically the same accessories as the normal aspirated models with the exception of the turbocharger and its controller. The turbocharger system is controlled by a manually operated lever in the cockpit which closes the waste gates as required to maintain a MP of 29 inches. Normal operation requires that the engine throttle is used as long as possible to maintain 29 inches, and then the Turbo Control is used to maintain 29 inches as the airplane climbs. The system is capable of maintaining 25 inches of manifold pressure at 25,000 feet.

INDUCTION SYSTEM

The same Bendix RSA-5AD-1 fuel injection system as used on the fuel injected normally aspirated engines is utilized on the 260 Turbocharged model. The injector nozzles and the flow divider are referenced to deck pressure instead of the atmosphere to maintain correct refewnce.

TRAIHIHG PURPOSES WILY

PA-24 COMANCHE

POWERPLANT

Induction air for the engines enters through variousmeans on the different models. It is directed through afilter and on to the injector/carburetor. An alternate airsource is incorporated to provide airflow to the engine incase the normal flow through the filter is restricted. Thealternate air door is spring loaded, and will remain closedduring normal operation. The alternate air door will operateautomatically, if the normal induction airflow thorough thefilter is restricted, or when the push-pull control, locatedon the instrument pane., is placed in the FULL ON position.The control should be placed in the FULL ON position if icingconditions are suspected.

TEXTRON LYCOMING TURBO CHARGED ENGINE MODEL

Listed below is the aircraft type, engine model andrated horsepower for the turbo charged model.

AIRCRAFT

a. PA-24-260 Turbo

ENGINE

IO-540-RIA5

HORSEPOWER

260

The turbocharged Textron Lycoming IO-540-RIA5 engine isa six cylinder, horizontally opposed, fuel injected enginerated at 260 horsepower at 2700 RPM and 29 inches of MP. Itis equipped with basically the same accessories as the normalaspirated models with the exception of the turbocharger andits controller. The turbocharger system is controlled by amanually operated lever in the cockpit which closes the wastegates as required to maintain a MP of 29 inches. Normaloperation requires that the engine throttle is used as longas possible to maintain 29 inches, and then the Turbo Controlis used to maintain 29 inches as the airplane climbs. Thesystem is capable of maintaining 25 inches of manifoldpressure at 25,000 feet.

INDUCTION SYSTEM

The same Bendix RSA-5AD-l fuel injection system as usedon the fuel injected normally aspirated engines is utilizedon the 260 Turbocharged model. The injector nozzles and theflow divider are referenced to deck pressure instead of theatmosphere to maintain correct refe~ nce.

5.4


TURBOCHARGER SYSTEM

FIGURE 5-1

TRAIFIIFIG PURPOSES OWLY

[lCIlI( £IulST --

- nelll[ Ull.IVST.-........-

_All. .Ifill

TURBOCHARGER SYSTEM

FIGURE 5-1

~G" <~.. =-~


fill PUlP 'liT

l eOIUOL mEl

eOIUOL CAlLE

an. ~.usuuuauena_ rAm

5.5

FUEL A I R BLEED NOZZLE

FIGURE 5-2


FUEL AIR BLEED NOZZLE

FIGURE 5-2

5.6 ~>TRAINING PURPOSES ONLY

ENGINE BAFFLE INSTALLATION

FIGURE 5-3

TRAIIYING PURPOSES OHLY

ENGINE BAFFLE INSTALLATION

FIGURE 5-3


5.7

I

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I

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II

CHAPTER 6 CHAPTERS

ELECTRICAL

PA-24 COMANCHE

ELECTRICAL SYSTEM

CHAPTER 6

CONTENTS

1. Introduction

2. Electrical system

FIGURE

6 - 1 '

6-2

6-3

ILLUSTRATIONS

TITLE

Electrical Symbols

Generator and Starter Wiring System

Alternator and Starter Wiring System * Delco - Remy

Alternator and Starter Wiring System * Prestolite

Hydrometer Reading and Battery Discharge Report

Generator/Alternator Belt Tension

Electrical Wire Coding

External Power Supply Schematic

PAGE

6 . 1

6 . 1

PAGE

6 .3

6 . 4

6 . 5


PA-24 COMANCHE

ELECTRICAL SYSTEM

CHAPTER 6

CONTENTS

1. Introduction

2. Electrical system

ILLUSTRATIONS

PAGE

6.1

6.1

FIGURE

6-1

6-2

6-3

6-4

6-5

6-6

6-7

6-8

TITLE

Electrical Symbols

Generator and Starter Wiring System

Alternator and Starter Wiring System* Delco - Remy

Alternator and Starter Wiring System* Prestolite

Hydrometer Reading and BatteryDischarge Report

Generator/Alternator Belt Tension

Electrical Wire Coding

External Power Supply Schematic


PAGE

6.3

6.4

6.5

6.6

6.7

6.7

6.8

6.9

6.0

I

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PA-24 COMANCHE

ELECTRICAL SYSTEM

CHAPTER 6

INTRODUCTION

Electrical power for the Comanche is supplied by a 12- volt, direct current, single wire, negative ground electrical system. A 12-volt battery is incorporated in the system to furnish power for starting and a reserve power source in case of generator or alternator failure. An external power receptacle can be provided as optional equipment in the fuselage to permit the use of an external power source for cold weather starting.

ELECTRICAL SYSTEMS . ,

On the PA-24-180 and Pa-24-250 models, a 35-ampere or 50-ampere generator is installed. With the generator is a regulator assembly, composed of a voltage regulator and current regulator to prevent overloading of the battery electrical circuits. Also, with the regulator is a reverse current cutout to prevent the generator from being motorized by the battery when the generator output drops below the battery voltage.

On the PA-24-260 and PA-24-400 models, a 70 ampere alternator is installed. It is controlled by a voltage regulator within the field circuit to control field voltage. Also, in the field circuit is a 5-ampere thermal circuit breaker, master switch, radio noise filter and an overvoltage relay.

The generator or alternator is located on the front lower right side of the engine and utilizes a belt drive from the engine crankshaft. The generator voltage regulator is located on the engine firewall and the alternator voltage regulator and relay is located within the aft section of the fuselage.

Electrical switches are located on the left lower side of the instrument panel. Circuit breakers for the individual circuits are mounted in a cluster below the left side of the instrument panel.

TRAINING WRPOSES ONLY

PA-24 COMANCHE

ELECTRICAL SYSTEM

CHAPTER 6

INTRODUCTION

Electrical power for the Comanche is supplied by a 12volt, direct current, single wire, negative ground electricalsystem. A 12-volt battery is incorporated in the system tofurnish power for starting and a reserve power source incase of generator or alternator failure. An externalpower receptacle can be provided as optional equipment in thefuselage to permit the use of an external power source forcold weather starting.

ELECTRICAL SYSTEMS

On the PA-24-180 and Pa-24-250 models, a 35-ampere or50-ampere generator is installed. With the generator is aregulator assembly, composed of a voltage regulator andcurrent regulator to prevent overloading of the batteryelectrical circuits. Also, with the regulator is a reversecurrent cutout to prevent the generator from being motorizedby the battery when the generator output drops below thebattery voltage.

On the PA-24-260 and PA-24-400 models, a 70 amperealternator is installed. It is controlled by a voltageregulator within the field circuit to control field voltage.Also, in the field circuit is a 5-ampere thermal circuitbreaker, master switch, radio noise filter and an overvoltage relay.

The generator or alternator is located on the frontlower right side of the engine and utilizes a belt drive fromthe engine crankshaft. The generator voltage regulator islocated on the engine firewall and the alternator voltageregulator and relay is located within the aft section of thefuselage.

Electrical switches are located on the left lower sideof the instrument panel. Circuit breakers for the individualcircuits are mounted in a cluster below the left side of theinstrument panel.

6.1


PA-24 COMANCHE

ELECTRICAL SYSTEM

CAUTION

The alternator circuit breaker should not be opened under any circumstances, other than an emergency, while the engine is running.

Standard lighting on the Comanche are navigation lights, landing lights, cockpit light and instrument lighting. As optional equipment, a rotating beacon and individual instrument lights are available.

CAUTION

The landing gear position indicating lights are dimmed when the navigation lights are on.

An ammeter is installed on the instrument panel to indicate battery charge/discharge current.

TRAIN IN6 PURPOSES ONLY

Co m D." C h..e.-

PA-24 COMANCHE

ELECTRICAL SYSTEM

CAUTION

The alternator circuit breaker should not beopened under any circumstances, other than anemergency, while the engine is running.

Standard lighting on the Comanche are navigation lights,landing lights, cockpit light and instrument lighting. Asoptional equipment, a rotating beacon and individualinstrument lights are available.

CAUTION

The landing gear position indicating lightsare dimmed when the navigation lights are on.

An ammeter is installed on the instrument panel toindicate battery charge/discharge current.

6.2


BATTERY KNIFE CONNECTOFn BUS BAR

>)--I 0 SWITCH P U S T I P C

P U S H - R I L L TYPE TYPE

CIGAR ALTERNATOR BEACON

THERMAL SWITCH E L E C T R I W C u T W

- SOLENMD P n u c M A n c PHVELU~C TERMINAL BLOCK POTEMTIOYETW

P R E S S - N.C. PRESS.- M.O. OR OR L A M P

VACUUU- N.O. VACUUU -M.C ZENER DIODE OIODE FUSE RESISTOR

,A I R GRCUNO

I BUTT CONNECTORS A

NOISE FILTER

. . PUSH.BUlTON

CMOUCTORS SWITCH SWITCH

SHIELDLO CCHWCTORS SHIELMD CONNECTOR +* -r' - :w, ($ +Q--++& -

TONOUCTORS. CRQSINGS AND JUNCTIONS OF CONDUCTORS. THE 001 AT THE INTERSECTION INDICATES A JO~NLNG OF VALVE CONDUCTORS.

ELECTRICAL SYMBOLS

FIGURE 6-1

TRAIWING PURPOSES OWLY

BATTERY KNiFE CONNECTORS BUS BAR

-:;H I1 I I~I--~»)---;--<~

SWITCHTYPE

ALTERNATOfIl

(:~ELECTRICAL CLUTCH

))

GROUND

0 0

0 0

0 0

0 0

LAMP

TERMlNAL BLOCK

RESISTOR

PRESS. - N.D.OR

VACUUIII ·H.C.

PNU[,...&T1CSW1T'Oi

DIODE

PRES$.- N.C.OR

VACUUIII·H.O.

ZENER0100£

SOt..ENOID

"'CONDUCTORS. CROSSINGS AND JUNCTIONS OF CONDUCTORS.THE OOT AT THE INTERSECTION INDICATES A JOINING OFCONDuCTORS.

n <: 9J

T <

PUSH·BUTrONSWITCH

SHIELDEO CONNECTOR

t SOLENOIDVALVE

I

SWITCti

NOISEFILTER

CONDUCTORS~ ~

C~OUCTORS

~.::e:..

SHIELDED

r

BUn CONNECTORS

~~

ELECTRICAL SYMBOLS

FIGURE 6-1

6.3


GENERATOR AND STARTER WIRING SYSTEM

FIGURE 6-2


Ul n.o \Ill

I f'--~_....J

I ,., I I~f- ---l"'~---ll

IAml CIC1IIT mHCTOY,4'1" )\EM£l1lO1 CICUIT mHCTOIl1llTlIIIE\UL\TOI

sTAlm

1T1l~[NOIL I ~ IlIIl

ntI

/0 c,+--f--'l--+-~ t-~-J'''TT','"l"--1I>-- ~~1

TO STIllERS'ITClI.,,. IUS1lI SWITtll

( .. -- .\_ ...I

,c;:::J0~ ~ IAffill

~' 0

: ..,~ •

MAsm SOlENOIL

GENERATOR AND STARTER WIRING SYSTEM

FIGURE 6-2

6.4


ALTERNATOR AND STARTER WIRING SYSTEM

FIGURE 6-3


" "~

~

Ii Ii~ II:

----1 D ~ 1

(~ YOLU'l I£&UUIOI .

0-I

""0SlIml 10l{liOm )

:>-

/

c::::J U/

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~,r r.--I

~TO HillElSWACII ILTUII1101 . III i I

"4,. IlOO <::;;P- I I~IEI

01lOl IUmllWACII

[ "\---"~-)l,I -

c::::J~ -l. unEll ; ,.

~~

~ J;~F...

"'ITU 10l[~OW r1I

2 ~Yl.'ayo YGlT HUY


DELCO-REMY

FIGURE 6-3

~<o:::~_=---!.-'

1O:G 't£:


6.5


PRESTOLITE

FIGURE 6-4


\,....,'.... •... 'ClI H"". ",'101I\IOCII•• 11&,11 "91"0011

, ,~~-~''''='i>'--If--------.Jf ,,!l-- " L -+__-=======::t==::!o..~·::·'::'::''::'::'::'::'tJ'i'E':'::':":'::'-~"'=j--1:": .. ~ :

:;,:~ ~ .:~.~ o. 0 ' : •••

.J... ,0-;:. ... - Of

~ O'I'I:;~:aGf -: .:~r:~'1====t==:o~~~o ===~;~"~=f~O&~.'~O ~~~. h, I'l: 0---+-------~ .." .r r ~-;. ~1 ~,\'I:

I...- """"""0


PRESTOLITE

FIGURE 6-4

6.6 ~-O~~~~


HYDROMETER READINGS PERCENT OF CHARGE

1280 100

1250 7 5

1220 50

1190 25

1160 Very Little Useful Capacity

1130 or Below Discharged

HYDROMETER READING AND BATTERY DISCHARGE PERCENT

FIGURE 6-5

WIDTH OF BELT

3/8 Inch

3/8 Inch

1/2 Inch

1/2 Inch

TORQUE INDICATED AT CONDITION GENERATOR/ALTERNATOR PULLY

New 11 to 13 ft. lbs.

Used 7 to 9 ft. lbs.

New 13 to 15 ft. lbs.

Used 9 to 11 ft. lbs

GENERATOR/ALTERNATOR BELT TENSION

FIGURE 6-6


HYDROMETER READINGS

1280

1250

1220

1190

1160

1130 or Below

PERCENT OF CHARGE

100

75

50

25

Very Little Useful Capacity

Discharged

HYDROMETER READING AND BATTERY DISCHARGE PERCENT

FIGURE 6-5

WIDTH OF TORQUE INDICATED ATBELT CONDITION GENERATOR/ALTERNATOR PULLY

3/8 Inch New 11 to 13 ft. lb",.

3/8 Inch Used 7 to 9 ft. lbs.

1/2 Inch New 13 to 15 ft. lbs.

1/2 Inch Used 9 to 11 ft. lbs.

GENERATOR/ALTERNATOR BELT TENSION

FIGURE 6-6


6.7

CIRCUIT FUNCTION LETTER

ELECTRICAL WIRE CODING

TRAINING WRPOSES WLY

P14A 20

CIRCUIT FUNCDON LETTER

WIRE NUMBER

IRE SEGMENT LETTER

~£IREGAUGEIr~ P 14 A

CIRCUlTIDENTIFICATION CIRCUlTS

A AUTOMATIC CONTROLS

C CONTROL SURFACE

E ENGINE /NSTR UMENT

F FLIGHT INSTRUMENTS

G LANDING GEAR SYSTEM

H HEATER. VENTILATING

1 IGNITION SYSTE."I

L LlGHTIl\G SYSTEM

M CIGAR LIGHTER

P PRlMAR Y POWER

PF ALTERNATOR FIELD

Q FUEL AND OIL

RG R.~DIO GROUND

RP RADIO POWER

RZ RADIO .~CDlO AND lNTERPHONE

ELECTRICAL WIRE CODING

6.8~~~URE 6;}:J~ ~.. -


XTERNAL n w c m

- - MASTER SW. -

L~~ BUS BAR a STARTER CIRCUIT

EXTERNAL POWER SUPPLY SCHEMATIC

FIGURE 6-8


EXTERNA~

POwERRECEPTAC~E

:n~4::::::t

20

MASTERCONTAC:OR

MAST'ER SW.

TO BUS BAR II STARTER CIRCUIT

EXTERNAL POWER SUPPLY SCHEMATIC

FIGURE 6-8

",_=---37..~,f4;"~

( '= .


6.9

CHAPTER 7

TOTISTAT AND

VACUUM SYSTEM

CHAPTER 7

PITOT/STATICAND

VACUUM SYSTEM

PA-24 COMANCHE

PITOT/STATIC - VACUUM SYSTEMS CHAPTER 7

CONTENTS

PAGE

1 . Pitot/Static System. ..............................J. 1

2. Vacuum System ....................................... 7.2

ILLUSTRATIONS

FIGURE TITLE PAGE

7-1 Pitot/Static System PA-24 7; 3

7-2 Gyro Vacuum System (wet) 7.4

7-3 Gyro Vacuum System (dry) 7.5


PA-24 COMANCHE

PITOT/STATIC - VACUUM SYSTEMS

CHAPTER 7

CONTENTS

PAGE

1. Pi tot/Static System 7.1

2. Vacuum System 7.2

ILLUSTRATIONS

FIGURE

7-1

7-2

7-3

TITLE

Pitot/Static System PA-24

Gyro Vacuum System (wet)

Gyro Vacuum System (dry)

.~li\: c::~

. TRAINING PURPOSES ONLY

PAGE

7.3

7.4

7.5

7.0

PA-24 COMANCHE

PITOT/STATIC - VACUUM SYSTEMS CHAPTER 7

PITOT/STATIC SYSTEM

The system supplies both pitot and static pressure for the airspeed indicator, altimeter, and the vertical speed indicator.

s

Pitot pressure is picked up by the pitot tube installed on the bottom of the left wing and carried through lines within the wing and fuselage to the airspeed indicator on the instrument panel.

The static air is supplied from a port on both sides of the aft fuselage, connected through a "T" arrangement, to the airspeed, altimeter and rate of climb instruments on the instrument panel. The "T" arrangement minimizes any erroneous readings when the aircraft is in un-coordinated flight.

An alternate static source is available as optional equipment. When installed, the control valve is located below the left side of the instrument panel. When the valve is set in the alternate position, the altimeter, vertical speed indicator and airspeed indicator will be using cabin air for static pressure. Normally, airspeed and altitude will read higher when using alternate air.

A heated pitot tube, which alleviates problems with icing and heavy rain, is available as optional equipment. The switch for pitot heat is located on the electrical switch panel in front of the pilot.

To prevent bugs and/or water from entering the pitot tube, a cover should be placed over the tube when the aircraft is parked. A partially or completely blocked pitot tube will give erratic or zero readings on the airspeed indicator.

NOTE

DURING PREFLIGHT, BE SURE THE PITOT COVER IS REMOVED.


PA-24 COMANCHE


CHAPTER 7

PITOT/STATIC SYSTEM

The system supplies both pi tot and static pressure forthe airspeed indicator, altimeter, and the vertical speedindicator.

Pi tot pressure is picked up by the pitot tube installedon the bottom of the left wing and carried through lineswithin the wing and fuselage to the airspeed indicator on theinstrument panel.

The static air is supplied from a port on both sides ofthe aft fuselage, connected through a "T" arrangement, to theairspeed, altimeter and rate of climb instruments on theinstrument panel. The "T" arrangement minimizes anyerroneous readings when the aircraft is in un-coordinatedflight.

An alternate static source is available as optionalequipment. When installed, the control valve is locatedbelow the left side of the instrument panel. When the valveis set in the alternate position, the altimeter, verticalspeed indicator and airspeed indicator will be using cabinair for static pressure. Normally, airspeed and altitudewill read higher when using alternate air.

A heated pi tot tube, which alleviates problems withicing and heavy rain, is available as optional equipment.The switch for pi tot heat is located on the electrical switchpanel in front of the pilot.

To prevent bugs and/or water from entering the pitottube, a cover should be placed over the tube when theaircraft is parked. A partially or completely blocked pitottube will give erratic or zero readings on the airspeedindicator.

NOTE

DURING PREFLIGHT, BE SURE THE PITOT COVERIS REMOVED.

7.1


PA-24 COMANCHE


VACUUM SYSTEM

The vacuum system operates the air driver gyro instruments. This system consists of an engine-driven vacuum pump, a vacuum regulator, a filter, a vacuum gauge, the necessary plumbing and when installed, the directional and attitude indicator instruments.

The vacuum plmp on early Comanches is the wet type while later models use the dry type pump. A shear drive protects the engine from damage when the dry pump is used in case of pump failure. The gyros also become inoperative when the pump fails.

The vacuum gauge, mounted on the instrument panel provides valuable information to the pilot about the operation of the vacuum system. A decrease in pressure in a system that has remained constant over an extended period may indicate a dirty filter, dirty screens, possible a sticking vacuum regulator or leak in the system. Zero pressure would indicate a sheared pump drive, defective pump, possible a defective gauge or collapsed line. In the event of any gauge variation from the norm, the pilot should have a mechanic check the system to prevent possible damage to the system components or eventual failure of the system.

A vacuum regulator is provided in the system to protect the gyros. The valve is set so the normal vacuum reads 4 . 2 to 4 . 7 inches of mercury, a setting which provides sufficient vacuum to operate all the gyros at their rated RPM. Units with a central air filter system should be adjusted to indicate between 4.8 and 5.1 inches of mercury. Higher settings will damage the gyros, and with a low setting the gyros will be unreliable. The regulator is located in the engine compartment.

A kit ( 7 5 4 3 5 6 ) is available to convert any wet vacuum system to a dry system.

TRAIAING WRPOSES ONLY

PA-24 COMANCHE


VACUUM SYSTEM

The vacuum system operates the air driver gyroinstruments. This system consists of an engine-driven vacuumpump, a vacuum regulator, a filter, a vacuum gauge, thenecessary plumbing and when installed, the directional andattitude indicator instruments.

The vacuum pump on early Comanches is the wet type whilelater models use the dry type pump. A shear drive protectsthe engine from damage when the dry pump is used in case ofpump failure. The gyros also become inoperative when thepump fails.

The vacuum gauge, mounted on the instrument panelprovides valuable information to the pilot about theoperation of the vacuum system. A decrease in pressure in asystem that has remained constant over an extended period mayindicate a dirty filter, dirty screens, possible a stickingvacuum regulator or leak in the system. Zero pressure wouldindicate a sheared pump drive, defective pump, possible adefective gauge or collapsed line. In the event of any gaugevariation from the norm, the pilot should have a mechaniccheck the system to prevent possible damage to the systemcomponents or eventual failure of the system.

A vacuum regulator is provided in the system to protectthe gyros. The valve is set so the normal vacuum reads 4.2to 4.7 inches of mercury, a setting which provides sufficientvacuum to operate all the gyros at their rated RPM. Unitswith a central air filter system should be adjusted toindicate between 4.8 and 5.1 inches of mercury. Highersettings will damage the gyros, and with a low setting thegyros will be unreliable. The regulator is located in theengine compartment.

A kit (754356) is available to convert any wet vacuumsystem to a dry system.

7.2


1. Static Ports 2. Pitot Tube 3. Valve, Alternate Static 4. Airspeed Indicator 5. Altimeter

2-

PITOT/STATIC SYSTEM PA-24

FIGURE 7-1

TRAIWIWG PURPOSES MnLY

1. Static Ports2. pitot Tube3. Valve, Alternate Static4. Airspeed Indicator5. Altimeter

2---~IlJ"'-'

PITOT/STATIC SYSTEM PA-24

FIGURE 7-1


4././

/>./

/ ../////

i~//1$;.----3

7.3

1. Vacuum Pump - Wet 2. Oil Separater 3 . Regulator, Vacuum 4 . Screw, Vacuum Adjust

GYRO VACUUM SYSTEM - WET FIGURE 7-2


(

TO DIIECTIDIW. GYRD

.---4

TO ne-MaIIZlll

III I P

3

2---1

1. Vacuum Pump - Wet2. Oil Separater3. Regulator, Vacuum4. Screw, Vacuum Adjust

7.4

GYRO VACUUM SYSTEM - WET

FIGURE 7-2


6

3. Valve - suction \\ \ Reaulator .,

4. Filter - Regulating Valve

5. Gauge - Suction 6. Splined Coupling

GYRO VACUUM SYSTEM - DRY FIGURE 7-3


If

5

2

3

4

1. Pump, Vacuum - Dry2. Filter Assembly - Air3. Valve - Suction

Regulator4. Filter - Regulating

Valve5. Gauge - Suction6. Splined Coupling

GYRO VACUUM SYSTEM - DRY

FIGURE 7-3

~, .,~~

TRAINING' PURPOSES ONLY

7.5

CHAPTER 8 ..

ENVIRONMENTALSYSTEM

PA-24 COMANCHE

ENVIRONMENTAL SYSTEMS

CHAPTER 8

CONTENTS

1. Heating, Ventilating and Defrosting System

2. Ventilating System

3. Heater Maintenance

4. Oxygen System

FIGURE

8-1

ILLUSTRATIONS

TITLE

Environmental System 180-250 24-1 to 24-1251

Environmental System 180-250 24-1252- to 24-2298

Environmental System 180-250 24-2299 and Up

Environmental System 260 24-4000 to 4246, and 4249 to 4299

Environmental System 260 24-4247, 4300 to 4782

and 4784 t o 4803 Inclusive

Environmental System 400

Environmental System 260 24-4783, 4804 and Up

Oxygen Pressure/Temperature

PAGE

8.1

8.1

8.2

8.3

PAGE

8.4

PA-24 COMANCHE


CHAPTER 8

CONTENTS

1. Heating, Ventilating and Defrosting System

2. Ventilating System

3. Heater Maintenance

4. Oxygen System

ILLUSTRATIONS

PAGE

8.1

8.1

8.2

8.3

FIGURE

8-1

8-2

8-3

8-4

8-5

8-6

8-7

8-8

TITLE

Environmental System 180-25024-1 to 24-1251

Environmental System 180-25024-1252- to 24-2298

Environmental System 180-25024-2299 and Up

Environmental System 26024-4000 to 4246, and 4249 to 4299

Environmental System 26024-4247, 4300 to 4782

and 4784 to 4803 Inclusive

Environmental System 400

Environmental System 26024-4783, 4804 and Up

Oxygen Pressure/Temperature


PAGE

8.4

8.5

8.6

8.7

8.8

8.9

8.10

8.11

8.0

PA-24 COMANCHE


CHAPTER 8

HEATING SYSTEM

Heat for the cabin of the Comanche is provided by a hot air exchanger installed on the exhaust muffler. On the PA-24-180 and PA-24-250, fresh air enters the engine compartment through the upper portion of the nose cowling, passes over the engine and is vented to the heater muff through a flexible hose located on the.baffling at the rear of the engine. On the PA-24-260 and PA-24-400, air enters through the lower portion of the nose cowl and is directed through flexible hoses to the muffler shroud. The air is then heated and vented into the cabin area through a valve which can be controlled from the instrument panel. When the valve is completely closed off, the heated air is vented back into the engine compartment. The heater outlet in the cabin is located at the top of the nose wheel housing on early PA- 24-180 and PA-24-250 models and along each side of the fuselage on late PA-24-180 and PA-24-250 as well as all PA- 24-260 and Pa-24-400 aircraft. Control for the heater system is located on the right panel, below the instruments. The windshield is kept clear of frost, ice and etc. by a defroster system which operates from the heater muff, but has an individual control.

VENTILATING SYSTEM

Fresh air for early PA-24-180 and PA-24-250 models is supplied to the cabin by adjustable ventilators located beside each seat, and one larger ventilator located under the instrument panel on the left side of the cabin.

For the late PA-24-180 and PA-24-250 aircraft, fresh air is supplied by ventilators located beside each seat and an air intake located at the top of the fuselage directing air through individual overhead outlets.

TRAIMIMG PURPOSES Only

PA-24 COMANCHE


CHAPTER 8

HEATING SYSTEM

Heat for the cabin of the Comanche is provided by a hotair exchanger installed on the exhaust muffler. On thePA-24-180 and PA-24-250, fresh air enters the engine compartment through the upper portion of the nose cowling,passes over the engine and is vented to the heater muffthrough a flexible hose located on the -baffling at the rearof the engine. On the PA-24-260 and PA-24-400, air entersthrough the lower portion of the nose cowl and is directedthrough flexible hoses to the muffler shroud. The air isthen heated and vented into the cabin area through a valvewhich can be controlled from the instrument panel. When -thevalve is completely closed off, the heated air is vented backinto the engine compartment. The heater outlet in the cabinis located at the top of the nose wheel housing on early PA24-180 and PA-24-250 models and along each side of thefuselage on late PA-24-180 and PA-24-250 as well as all PA24-260 and Pa-24-400 aircraft. Control for the heater systemis located on the right panel, below the instruments. Thewindshield is kept clear of frost, ice and etc. by adefroster system which operates from the heater muff, but hasan individual control.

VENTILATING SYSTEM

Fresh air for early PA-24-180 and PA-24-250 models issupplied to the cabin by adjustable ventilators locatedbeside each seat, and one larger ventilator located under theinstrument panel on the left side of the cabin.

For the late PA-24-180 and PA-24-250 aircraft, fresh airis supplied by ventilators located beside each seat and anair intake located at the top of the fuselage directing airthrough individual overhead outlets.


8.1

PA-24 COMANCHE


VENTILATING SYSTEM (Continued)

On the PA-24-260 and PA-24-400 , fresh air for the cabin interior is picked up from two air inlets in the leading edge of each wing. The air passes through the wings to the wing root area and is discharged into the cabin near the floor just forward of the front seats. In addition, 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 between the windshield posts and the instrument panel.

HEATER MAINTENANCE

If a crack or other defect should occur in the exhaust muffler, carbon monoxide fumes may be discharged into the cabin area. Make sure that your exhaust and heater system is properly maintained.

CAUTION

If any exhaust gases are smelled in the cabin, turn off all heat and open fresh air vents to insure proper ventilation.

OXYGEN SYS;. I

A fixed oxygen system to provide supplementary oxygen for the pilot and passengers during high altitude flights (above 10,000 feet is recommended) was available as optional equipment. The major components of the system are a 63 cubic foot, 3AA 1800 oxygen cylinder, an oxygen pressure gauge, an ON-OFF flow control knob, a pressure regulator and four or six plug-in receptacles and oxygen masks.

WARNING

Positively NO SMOKING while oxygen is being used by anyone in the aircraft.


PA-24 COMANCHE


VENTILATING SYSTEM (Continued)

On the PA-24-260 and PA-24-400 , fresh air for the cabininterior is picked up from two air inlets in the leading edgeof each wing. The air passes through the wings to the wingroot area and is discharged into the cabin near the floorjust forward of the front seats. In addition, two fresh airscoops are located on the dorsal fin. These provide air fortwo overhead ventilators in the rear seat area and two frontseat ventilators located between the windshield posts and theinstrument panel.

HEATER MAINTENANCE

If a crack or other defect should occur in the exhaustmuffler, carbon monoxide fumes may be discharged into thecabin area. Make sure that your exhaust and heater systemis properly maintained.

CAUTION

If any exhaust gases are smelled in the cabin,turn off all heat and open fresh air vents toinsure proper ventilation.

OXYGEN SYS~_I

A fixed oxygen system to provide supplementary oxygenfor the pilot and passengers during high altitude flights(above 10,000 feet is recommended) was available as optionalequipment. The major components of the system are a 63 cubicfoot, 3AA 1800 oxygen cylinder, an oxygen pressure gauge, anON-OFF flow control knob, a pressure regulator and four orsix plug-in receptacles and oxygen masks.

WARNING

Positively NO SMOKING while oxygen isbeing used by anyone in the aircraft.

8.2


PA-24 COMANCHE


To use the oxygen system, masks should be plugged into their respective outlets, the OXYGEN control should be pulled and the masks placed over the face. The red flow indicator should disappear in each mask supply hose. This indicates that oxygen is flowing to the individual mask.

To stop the system, the OXYGEN control should be pushed in. Leave the mask supply hoses connected for approximately three minutes to purge the system.

To preclude the possibility of fire during oxygen use, oil, grease, paint, hydraulic fluid, lipstick or any other flammable material should be kept away from oxygen equipment.

Oxygen cylinders must be hydrostatically tested at the end of each five year period and only oxygen approved for aviation use should be used.

TRAIWIWB PURPOSES OnLY

PA-24 COMANCHE


To use the oxygen system, masks should be plugged intotheir respective outlets, the OXYGEN control should be pulledand the masks placed over the face. The red flow indicatorshould disappear in each mask supply hose. This indicatesthat oxygen is flowing to the individual mask.

To stop the system, the OXYGEN control should be pushedin. Leave the mask supply hoses connected for approximatelythree minutes to purge the system.

To preclude the possibility of fire during oxygen use.oil, grease, paint, hydraulic fluid, lipstick or any otherflammable material should be kept away from oxygen equipment.

Oxygen cylinders must be hydrostatically tested at theend of each five year period and only oxygen approved foraviation use should be used.

~'<0 =~


8.3

6 FRESH AIR

6 HEATER SYSTEM A,R

DEFROST SYSTEM

CHABIN HEAT, DEFROSTER AND FRESH AIR

PA-24-1 TEIROUGH PA-24-1251

FIGURE 8-1


8.4

q FRESH AIR

q HEATER SYSTEM AIR

~ DEFROST SYSTEM

CHABIN HEAT, DEFROSTER AND FRESH AIR

PA-24-1 THROUGH PA-24-1251

FIGURE 8-1


I) Cmm ~ A T E R AIR

CABIN FRESH AIR

I) CABIN EXHAUST AIR

CABIN HEATER, DEFROSTER AND FRESH AIR SYSTEM

PA-24-1252 THROUGH PA-24-2298

FIGURE 8-2


..... CABIN HEATER AIR

_ CABIN FRESH AlP.

... CABIN EXHAUST AIR


PA-24-1252 THROUGH PA-24-2298

FIGURE 8-2

~< (_.-~


8.5

I) CABIN FRESH AIR

".) CABIN HEATER AIR "* CABIN EXHAUST AIR


PA-24-180 AND 2 5 0 , SERIAL NUMBERS PA-24-2299 AND UP

FIGURE 8-3


-....." "h

-.~

\

\ ,---"............... ,I ..~,.,

-- .... \.----::"-......-J

"-

.. CABIN FRESH AIR

~ CABIN HEATER AIR

",",", CABIN EXHAUST AIR

\


PA-24-180 AND 250, SERIAL NUMBERS PA-24-2299 AND UP

FIGURE 8-3

8.6



PA-24-260, 24-4000 TO 24-4246, 24-4248 TO 4299

FIGURE 8-4

TRAIWIWG PURPOSES MYLY


PA-24-260, 24-4000 TO 24-4246, 24-4248 TO 4299

FIGURE 8-4


8.7


PA-24-260, 24-4247, 24-4300 TO 24-4782 AND

24-4784 TO 24-4803 INCLUSIVE

FIGURE 8-5


\.

\

4:----

"I-I~,' .-

8.8


PA-24-260, 24-4247, 24-4300 TO 24-4782 AND

24-4784 TO 24-4803 INCLUSIVE

FIGURE 8-5



PA-24-400

FIGURE 8-6

TRAIUIU6 PURPOSES ONLY

,.---6fiiP -- I


PA-24-400

FIGURE 8-6


B.9

CABIN BEATER, DEFROSTER AM) FRESH AIR SYSTEM

PA-24-260 24-4783, 24-4804 AND UP

FIGURE 8-7

TRAIW IWG PURPOSES fflLY

--

//

..~


PA-24-260 24-4783, 24-4804 AND UP

FIGURE 8-7

8.10


I N D I C A T E D O X Y G E N C Y L I S D E R P R E S S U R E S

F O R G I V E N A M B I E N T T E M P E R A T U R E S

OXYGEN FILL PRESSURES

FIGURE 8-8

T E M P E R A T L ' R E O F


I N D I C A T E D C Y L I N D E R P R E S S . P S I

I~DICATED OXYGE~ CYU:-;DER PRESSURES

FOR GIVE~ AMBIE~TTEMPERATURES

I:-;DICATED CYU:-;DER PRESS.TEMPERATURE of PSI

110 1980100 193590 189080 184570 180060 175550 171040 1665

OXYGEN FILL PRESSURES

FIGURE 8-8


8.11

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

II

I

I

I

I

I

I

I

I

I

II

WE T & BALANCE

CHAPTER 9

WEI T & BALANCE

PA-24 COMANCHE

WEIGHT AND BALANCE

CHAPTER 9

CONTENTS

1. Introduction

2 . Weight and Balance Determination for Flight

ILLUSTRATIONS

FIGURE TITLE

9-1 Leveling Diagram

9-2. Weight and Balance Loading Form

9-3 C.G. Range and Weight Graph

PAGE

9.1

9.2

PAGE

9.4

9.5

9.6


PA-24 COMANCHE

WEIGHT AND BALANCE

CHAPTER 9

CONTENTS

1. Introduction

2. Weight and Balance Determination for Flight

ILLUSTRATIONS

PAGE

9.1

9.2

FIGURE

9-1

9-2'

9-3

TITLE

Leveling Diagram

Weight and Balance Loading Form

C.G. Range and Weight Graph


PAGE

9.4

9.5

9.6

9.0

I

II

I

II

II

I

I

I

II

II

I

I

I

II

II

I

I

I

II

II

I

I

I

II

II

I

I

I

I

I

II

PA-24 COMANCHE

WEIGHT AND BALANCE

CHAPTER 9

INTRODUCTION

In order to achieve the performance and flying characteristics which are designed into the airplane, it must be flown with the weight and center of gravity (C.G.) within the approved operating range (envelope). Although the airplane offers a flexibility of loading, it cannot be flown with the maximum number of adult passengers, full fuel tanks and maximum baggage. With this loading flexibility comes responsibility. The pilot must insure that the airplane is loaded within the loading envelope before takeoff.

Misloading carries consequences for any aircraft. An overloaded airplane will not take off, climb or cruise as. well as a properly loaded one. The heavier the airplane is loaded, the less climb performance it will have, and the higher the stall speed.

Center of gravity is a determining factor in flight characteristics. If the C.G. is too far forward in any airplane, it may be difficult to rotate for takeoff or landing. If the C.G. is too far aft, the airplane may rotate prematurely on takeoff or tend to pitch up during climb. Longitudinal stability will be reduced. This can lead to inadvertent stalls and even spins; and spin recovery becomes more difficult or impossible as the center of gravity moves aft of the approved limit. An aft C.G. (within limits) will generally mean a less stable, but faster airplane.

A properly loaded airplane, however, will perform as intended. Before the airplane is licensed, it is weighed, and a basic empty weight and C.G. location is computed (basic empty weight consists of the standard empty weight of the airplane plus the optional equipment). Using the basic empty weight and C.G. location, the pilot can easily determine the weight and C.G. position for the loaded airplane by computing the total weight and movement and then determining whether they are within the approved envelope.


Co m.a..n c h.&

PA-24 COMANCHE

WEIGHT AND BALANCE

CHAPTER 9

INTRODUCTION

In order to achieve the performance and flying characteristics which are designed into the airplane, it must beflown with the weight and center of gravity (e.G.) within theapproved operating range (envelope). Although the airplaneoffers a flexibility of loading, it cannot be flown with themaximum number of adult passengers, full fuel tanks andmaximum baggage. With this loading flexibility comesresponsibility. The pilot must insure that the airplane isloaded within the loading envelope before takeoff.

Misloading carries consequences for any aircraft. Anoverloaded airplane will not take off, climb or cruise aswell as a properly loaded one. The heavier the airplane isloaded, the less climb performance it will have, and thehigher the stall speed.

Center of gravity is a determining factor in flightcharacteristics. If the e.G. is too far forward in anyairplane, it may be difficult to rotate for takeoff orlanding. If the e.G. is too far aft, the airplane may rotateprematurely on takeoff or tend to pitch up during climb.Longitudinal stability will be reduced. This can lead toinadvertent stalls and even spins; and spin recovery becomesmore difficult or impossible as the center of gravity movesaft of the approved limit. An aft e.G. (within limits) willgenerally mean a less stable, but faster airplane.

A properly loaded airplane, however, will perform asintended. Before the airplane is licensed, it is weighed,and a basic empty weight and C.G. location is computed (basicempty weight consists of the standard empty weight of theairplane plus the optional equipment). Using the basic emptyweight and e.G. location, the pilot can easily determine theweight and e.G. position for the loaded airplane by computingthe total weight and movement and then determining whetherthey are within the approved envelope.

9.1


PA-24 COMANCHE

WEIGHT AND BALANCE

The basic empty weight and C . G . location are recorded in the Weight and Balance Data Form and the Weight and Balance Record. The current values should always be used. Whenever new equipment is added or any modification work is done, the mechanic responsible for the work is required to compute a new basic empty weight and C . G . position and to write these in the Aircraft Log Book and the Weight and Balance Record. The owner should make sure that it is done.

A weight and balance calculation is necessary in determining how much fuel or baggage can be loaded so as to keep within allowable limits. Check calculations prior to adding fuel to insure against improper loading.

NOTE

The useful load includes usable fuel, oil, baggage, cargo and passengers. Following this is the method for computing takeoff weight and C.G.

WEIGHT AND BALANCE DETERMINATION FOR FLIGHT

(a) Add the weight of all items to be loaded to the basic empty weight.

lb) Use the arm as listed in weight and balance data to determine the moment of all items to be carried in the airplane.

(c) Add the moment of all items to be loaded to the basic empty weight moment.

( d ) Divide the total moment by the total weight to determine the C . G . location.

(e) By using the figures in item (a) and item (d) above, locate a point of the C . G . range and weight graph. If the point falls within the C . G . envelope, the loading meets the weight and balance requirements for takeoff.

TRAIUIWG PURPOSES ONLY

PA-24 COMANCHE

WEIGHT AND BALANCE

The basic empty weight and C.G. location are recorded inthe Weight and Balance Data Form and the Weight and BalanceRecord. The current values should always be used. Whenevernew equipment is added or any modification work is done, themechanic responsible for the work is required to compute anew basic empty weight and C.G. position and to write thesein the Aircraft Log Book and the Weight and Balance Record.The owner should make sure that it is done.

A weight and balance calculation is necessary in determining how much fuel or baggage can be loaded so as to keepwithin allowable limits. Check calculations prior to addingfuel to insure against improper loading.

NOTE

The useful load includes usable fuel, oil,baggage, cargo and passengers. Followingthis is the method for computing takeoffweight and C.G.

WEIGHT AND BALANCE DETERMINATION FOR FLIGHT

( a)

( b)

(c)

( d)

( e)

9.2

Add the weight of all items to be loaded to the basicempty weight.Use the arm as listed in weight and balance data todetermine the moment of all items to be carried in theairplane.Add the moment of all items to be loaded to the basicempty weight moment.Divide the total moment by the total weight to determinethe C.G. location.By using the figures in item (a) and item (d) above,locate a point of the C.G. range and weight graph. Ifthe point falls within the e.G. envelope, the loadingmeets the weight and balance requirements for takeoff.


PA-24 COMANCHE

WEIGHT AND BALANCE

(f) Then estimate your fuel burn for the intended flight. Subtract the weight and moment to determine your landing C.G. and weight. If the C.G. is still within the C.G. envelope and your weight is less than 3,040 pounds, the aircraft meets all weight and balance requirements for the intended flight.

NOTE

It is the responsibility of the pilot and aircraft owner to insure that the airplane is loaded properly at all times.

TRAIWING PURPOSES OWLY

PA-24 COMANCHE

WEIGHT AND BALANCE

(f) Then estimate your fuel burn for the intended flight.Subtract the weight and moment to determine your landingC.G. and weight. If the e.G. is still within the C.G.envelope and your weight is less than 3,040 pounds, theaircraft meets all weight and balance requirements forthe intended flight.

NOTE

It is the responsibility of the pilotand aircraft owner to insure that theairplane is loaded properly at all times.


9.3

ACTUAL WEIGHT AND BALANCE

MODEL PA-24-260

SERIAL NO. 24- IDENTIFICATION NO. N DATE :

h t as Weighed ( I n c l u d e s I t ems checked on Eauip- ment L i s t

L e f t Wheel 765

R i g h t Wheel 7 6 1

Nose Wheel ( N ) 463

TOTAL (T) 1 9 8 9

LEVELING DIAGRAM

FIGURE 9-1 -


SERIAL NO. 24-

ACTUAL WEIGHT AND BALANCE

MODEL PA-24-260

IDENTIFICATION NO. N DATE:

8 18 _-r L 18" _~Z9.!.il-t-- 79" I

Empty Wei~ht as Weighed (Includes Items checked on Equipment List)

Left Wheel 765

Right Wheel 761

Nose Wheel (N) 463

TOTAL (T) 1989

LEVELING DIAGRAM

FIGURE 9-1

9.4 ~§..:;;!:~


Takeoff Weight (3200 Lbs Mdx) I I

The center of gravity (C.G.) for the take-off weight of this sample loading problem is at inches aft of the datum line. Locate this point ( )on the C.G. range and wcight graph. If this point falls within the wcight - C.G. envelope, this loading meets the weight and balance requirements.

Locate the center of gravity of the landing weight on the C.G. range and wcight graph. If this point falls within the weight - C.G. envelope, the loading may be assumed acceptable for landing.

Takeoff Weight - Fuel Burn (Inboard) - Fuel Burn (Outboard) Landing Weight (3040 Max)

IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER TO INSURE THAT THE AIRPLANE IS LOADED PROPERLY AT ALL TIMES.

90.0 95.0

WEIGHT AND BALANCE LOADING FORM FIGURE 9-2


PA-24-260C

Arm AftWeight Datum Moment(Lbs) (1 nches) (In-Lbs)

Empty Weight 1989 83.4 165883Pilot and Passenger (Fseat) 84.8Passenger/s3rd and 4th Seat 120.5

Passenger/s - 5th and6th Seat (Max 235 lbs) 148.0

Fuel (Inboard Tanks) 56 Ga 90.0

Fuel (Outboard Tanks) 30 Ga 95.0

Oil (3 Gal) 23 28.0 644·Baqqaqe (Max 250 Lbs) 142.0

Takeoff Weight (3200 Lbs Me x)

The center of gravity (C. G.) for the take-off weight of this sample loadingproblem is at inches aft of the datum line. Locate this point ( )onthe C.G. range and weight graph. If this point falls within the weight CG. envelope, this loading meets the weight and balance requirements.

Takeoff Weight- Fuel Burn (Inboard) 90.0- Fu",l Burn (Outboard) 95.0

Landinq Weiqht (3040 Max)

Locate the center of gravity of the landing weight on the C.G. range andweight graph. If this point falls within the weight - C.G. envelope, theloading may be assumed acceptable for landing.

IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFTOWNER TO INSURE THAT THE AIRPLANE IS LOADEDPROPERLY AT ALL TIMES.

WEIGHT AND BALANCE LOADING FORM

FIGURE 9-2/11


9.5

APPROVED C. G . RANGE AND WEIGHT

Maximum L a n d i n g Weight 3040 l b s

C. G. ( Inches A f t Datum)

Moment Due t o R e t r a c t i n g Landing Gear = 1266 Inch Pounds

FIGURE 9-3


3200

3000

2800

~

OJ2600"";:;

;:l0Il.~ ~4JO

...,:J.~ 2200~

3

2000

1800

1600

APPROVED C. G. RANGE AND WEIGHT

".;'

~,~-,- _. -+--

./ I

/' I II ,

/' ; I

I'

II ,

III ,

!I

I

Maximum LandingWeight 3040 lbs

80 85 90 95

9.6

C. G. (Inches Aft Datum)

Moment Due to Retracting Landing Gear = 1266 Inch Pounds

FIGURE 9-3

~/J7;,;/'\ .~:g:~


CHAPTER 10 CHAPTER 10

PERFORMANCEAND

FLIGHT PROFILE

PA-24 COMANCHE

PERPORMANCE/FLIGHT PROFILE

CHAPTER 10

CONTENTS

1. Performance and Flight Planning

FIGURE

ILLUSTRATIONS

TITLE

10-1 PA-24-260 Altitude Conversion Chart 10.2

10-2 Turbo Comanche C 10.3 Stalling Speed Vs. Angle of Bank

10-3 Turbo Comanche C 10.4 Stalling Speed Vs. Gross Weight

10-4 PA-24-260 Take-off Distance Over 50 Ft. 10.5 Obstacle at Various Altitudes, Temperatures

Weights and Winds

PA-24-180 True Air Speed Vs. Standard Altitude

PA-24-250 True Air Speed Vs. Standard Altitude

10-7 PA-24-400 Speed for Best Rate of Climb 10.8 and Best Angle of Climb

10-8 Turbo Comanche C 10.9 True Airspeed Vs. Density Altitude

10-9 PA-24-180 Landing Performance 10.10

TRAIN IN6 PURPOSES ONLY

PA-24 COMANCHE

PERFORMANCE/FLIGHT PROFILE

CHAPTER 10

CONTENTS

1. Performance and Flight Planning

ILLUSTRATIONS

10.1

FIGURE

10-1

10-2

10-3

10-4

10-5

10-6

10-7

10-8

10-9

TITLE

PA-24-260 Altitude Conversion Chart

Turbo Comanche CStalling Speed Vs. Angle of Bank

Turbo Comanche CStalling Speed Vs. Gross Weight

PA-24-260 Take-off Distance Over 50 Ft.Obstacle at Various Altitudes, Temperatures

Weights and Winds

PA-24-180 True Air SpeedVs. Standard Altitude

PA-24-250 True Air SpeedVs. Standard Altitude

PA-24-400 Speed for Best Rate of Climband Best Angle of Climb

Turbo Comanche CTrue Airspeed Vs. Density Altitude

PA-24-180 Landing Performance

iJ1~~


10.2

10.3

10.4

10.5

10.6

10.7

10.8

10.9

10.10

PA-24 COMANCHE


CHAPTER 10

ILLUSTRATIONS (CONTINUED)

FIGURE TITLE PAGE

10-10 PA-24-260 Landing Distance Over 50 Ft. 10.11 Obstacle at Various Altitudes, Temperatures,

Weights and Winds

10-11 Part Throttle Fuel Consumption 10.12 Lycoming Model 10-540-D Series

10-12 Turbo Comanche C Part Throttle Fuel Consumption

10-13 Power Setting Table (Cruise) 10.14 Rajay Turbocharged Lycoming 10-540-RIA5

10-14 Power Setting Table 10.15 Lycoming Model 0-540-A, 250 HP Engine

10-15 Reading the Fuel Flow Indicator, PA-24-260 10.16

TRAINING PURPOSES OllLY

PA-24 COMANCHE


CHAPTER 10

ILLUSTRATIONS (CONTINUED)

FIGURE TITLE

10-10 PA-24-260 Landing Distance Over 50 Ft.Obstacle at Various Altitudes, Temperatures,

Weights and Winds

10-11 Part Throttle Fuel ConsumptionLycoming Model IO-540-D Series

10-12 Turbo Comanche CPart Throttle Fuel Consumption

10-13 Power Setting Table (Cruise)Rajay Turbocharged Lycoming IO-540-R1A5

10-14 Power Setting TableLycoming Model 0-540-A, 250 HP Engine

10-15 Reading the Fuel Flow Indicator, PA-24-260

L~. I""~c---~


10.11

10.12

10.. 13

10.14

10.15

10.16

PA-24 COMANCHE

PERFORMANCE

CHAPTER 10

PERFORMANCE AND FLIGHT PLANNING

The performance information presented in this section is taken from the owners' handbooks of various Comanche models. It is not intended to substitute for any handbook, but rather to present data in the various forms utilized in Comanche owner handbooks during Comanche production.

Remember, performance charts are based on new aircraft, flown by very proficient pilots. You may not achieve the same performance with your airplane. However, if you want to achieve chart performance, or come as close as possible, you must use the chart procedures.

Effects of conditions not considered on the charts must be evaluated by the pilot, such as the effect of soft or grass runway surface on takeoff and landing performance, or the effect of winds/temperatures aloft on cruise and range performance. Endurance can be grossly affected by improper leaning procedures, and inflight fuel flow and quantity checks are recommended.

WARNING

Performance information derived by extrapolation beyond the limits shown should not be used for flight planning purposes.


PA-24 COMANCHE

PERFORMANCE

CHAPTER 10

PERFORMANCE AND FLIGHT PLANNING

The performance information presented in this section istaken from the owners' handbooks of various Comanche models.It is not intended to substitute for any handbook, but ratherto present data in the various forms utilized in Comancheowner handbooks during Comanche production.

Remember, performance charts areflown by very proficient pilots. Yousame performance with your airplane.achieve chart performance, or come asmust Use the chart procedures.

based on new aircraft,may not achieve theHowever, if you want toclose as possible, jou

Effects of conditions not considered on the charts mustbe evaluated by the pilot, such as the effect of soft orgrass runway surface on takeoff and landing performance, orthe effect of winds/temperatures aloft on cruise and rangeperformance. Endurance can be grossly affected by improperleaning procedures, and inflight fuel flow and quantitychecks are recommended.

WARNING

Performance information derivedby extrapolation beyond the 1imitsshown should not be used for flightplanning purposes.

~. "", :9." s:':=.~


10.1

PA..24..260COMANCHE

THISCHARTSIIOULDBEUSEDTOIlTERMIIIEDENSITYALTITUD£FIlOMEXISTIIIlTIMPWTIlREANDPRESSUREALTlTUO£CllIlDITIONSFORUSEWITHPERFIlRJWICECHARTS

24000~I--+-.---

-t--+--------I......",..j

100 80 2.• ·20 ·40

8000

16000

12000

20000

TEMPERATURE,OF

10.2

TRAININGPURPOSESONLY

TURBO COMANCHE C

GROSS WEIGHT - 3 2 0 0 LBS.

ANGL: OF BANK - DEGREES FIGURE 10-2

TRAIWIW6 PURPOSES MYLY

110

== 100....::IE

""........90....

v>CD:z:::::;....oC

80....v>

70

TURBOCOMANCHEC

, , ,

~'U'£!.\[!'[!'~~«ii ~IP~~@ W'!J £!.\~«ii[!'~ @[? ®£!.\~~

GROSS WEIGHT· 3200 LBS,POWER OFF

//

/

V /'\~

./ V /. """~ V /~~ .. 'I: ,.,' /

t~~~ ./~ t~ ~- ~l ...'\...~t.t~ ~.. \:;.-

1.&t.\.~

60o 10 20 30 40 50 60

ANGlZ OF BANK· DEGREESFIGURE 10-2


10.3

STALLING SPEED - MPH.

TU

RB

OC

OM

AN

CH

EC

f-

~'if~I!.Il.UIro@~lP[§[§®

o/J'J>@oo@~~

W[§U@

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~~

~-~

- -I..

80

::....::E70

C>

..........V>

CD

:z60

:::::i-'

c....V>

SO4020002200

24002600

28003000

3200

10

.4

GROSSW

EIGHT·

LBS.

FIG

UR

E1

0-3

~,

,..,~~

TRAININGPURPOSES

ONLY

PA-24-260 COMANCHE

FIGURE 10-4 -

TRAIMIMG PURPOSES ONLY

PA-24-260COMANCHE

I II 1t1t!\~Ill:~~~~ I©~~1td~~ll: I I I

f-- -

f-- @Wll:1i1 !il@ ~1t. -@1D~1tQ\<r;U Q\1t WQ\1i10@[!iJ$ Q\1!.1tij1t[!iJ©~$a

-1tll:~IPll:r;aQ\1t[!iJr;a~$5a W[§O@IW1t$aQ\~© WO~©$ -

f-- FLAP smllG . 150 -ATTAIII.3 )( STAU SPEED AT 50 F££T

-- -- -f- PAYED LEVEL RUNWAY

I-- -- - -- -- Kf--- I 1\/ \ r-. \

f---- -- r--\ \1/ \...

1\ \ \ ~\f--- ~/ /'-- r; V \ \ \ \~--.;:

1\ \ \ \'1\\f---- -#/'/ / I\.-

V '\ \ \ \ \ \'// 1\

~1/ ./'./'

"" '" \ \ \ \ \./

.000:/: /1V './"v

':'--...' r--.'"~"" \. "'\ "'-./

GIOO /" ::::---~~ ,..........~c~~0 ~" "-'/': i\.4000 :::::::::: -~~~ ...........~~ ::-...."~~'..... sm:TEMP. " f

SL --I ~t:=t'~ :': ~~~I ':'--...I - .........~~1---)--f---- 1 .....

r--...::\o 20 4D GO .0 310. 2500 2100 2500 2300 10 20 30

1010

GOOI

5111

t::401. ...

u:lila""lODO ......""..:.""~

200.

lOGO

o

TEMPERATURE . of WEIGHT . liS.

FIGURE 10-4


HEADWIHD . M.P .H.

10.5

TRUE AIR SPEE0,M.P.H. FIGURE 10-5

TRAII(IN6 PURPOSES ONLY

~W&.1..

0"0W o

Qt'I:;)-...-!J<t00a: o<toQeD

Z~(/)

TRUE AIR SPEEDvs

STANDARD ALTITUDE

GROSS WEIGHT 2530 LBS.

:::-,I ~

~

1 'b\\l:)~

1 '\\" AI\

I

/~\I 1/ ~/ J ,~\

/ / ~) .\~

/ / ~~I

"1l

t-" $ ~lit ,..

SI ....

ff J c:...: ...~

-4

~I :x:i ::u

if-4.

~.0

~ -4., -4lD ...

l'\

J

/ / II

ooo't'

oooCO-

PIPER COMANCHE

PA24. 180 H.P.

110 120 130 '40 '50 160 170 180TRUE AIR SPEED, M.P.H.

10.6FIGURE 10-5


TRUE AIR SPEED, M.P.H.

FIGURE 10-6


•

TRUE AIR SPEEDVS

STANDARD ALTITUDEGROSS WEIGHT 2900 LBS.

'0~'\<"11')\0-OO~~::\

'" 1\

~\\

~..

~ \~/ ~

\\~

s: 'L_.9:' $ ~' !f - -;

00 ., Q)

ff) 't?/ \-:n-- !2

:'-~c

a: a:~ \r;:

"" ""-3: 3: UJ fL-l -I0 0 ~

~Q. Q.

0 ;DQ.-~ .~ .~ ;J 'J;

00 -I

-I<t <t It) <0 ,.; r

/ /l"l

, /

oooco-

PIPER COMANCHE

PA24 2!50 H.P•

t:iwU. o"0W o

00.1:::>-!::~«000:: 0«0OCDZ

~en

ooo~

130 140 150 160 170 180 190 200

TRUE AIR SPEED, M.P.H.

FIGURE 10-6

10.7


PA-24-400 COMANCHE

GEAR AND FLAP POSITIONS AS NOTED COWL FLAPS OPEN

\ I 8 0 90 100 110 9 0 100 110 120

CLIMB INDICATED AIRSPEEDS-MPH

FIGURE 10-7

PA-24-400COMANCHE

120100 110 90 100 110

CLIMB INDICATED AIRSPEEDS-MPH90

SPEEDS FOR BEST RATE OF CLIMB

AND BEST ANGLE OF CLIMB

GEAR AND FLAP POSITIONS AS NOTED

COWL FLAPS OPEN

2650 RPM, FULL THROTTLE

I iGEAR AND FLAPS

I TRETRA~TFOI

BE~T ANGL~ 1\ B~ST RATE

GFAR EXTENDED OF CLIMB / \ OF CLIMBFLAPS-Is· I

I\ BE1ST

\BEST

ANGLE \RATE

\ \1\

i\ \\ { \

4000

f-'lJ..

~ 16000o::>f-

~<l: 12000oa::(§z 8000~(f)

. 20000

24000

oBO

10.8FIGURE 10-7

~'"......- ,.,."

~


TURBO COMANCHE C

GROSS WEIGHT . 3200 LBS.

TRUE AIRSPEED - MPH.

FIGURE 10-8

TRAIHIHG PURPOSES OWLY

TURBOCOMANCHEC

26024022020018015D

I I ,

'il'OOIW~ ~OOO~IP~~@ W'!J @~~~O'il'\l ~I!. 'il'~'il'M@~

W RICH SIDE Of PEAK EGTIEXCEPT MAX. CONTINUOUS POWERI

GROSS WEIGHT· 3200 LBS.GEAR ANO fLAPS RETRACTED

I I I I

NOTE: OEOUCT 3 MPH WHENOPERATING AT PEAK EGT.

I

I I~rk!J-fj-..,...~l-_ii::

:;: :: "] :::"'f--'" '"/ / / ~I

::::J

f f / / 1,.,L.I/ / / /q~

1/~ ~ ~ ..:r-~l-'" ~ -?j

~I~ ~ $~ ~

'fl,.L ... 0/;:; ~ r:::.

~if ~~ ~ ~# Co» t:: ~I.., .... -~ t:: I-tf!f~~ ~ ~ f/cs~~~ .:::... '" ... '--~

~ ~ ~ v/ / iv-4o

140

20000

4000

28000

24000

16000t::...Cl

i= 12000!5c

1:~ 8000....Cl

TRUE AIRSPEED· MPH.

FIGURE 10-8

10.9


TRAINIHG PURPOSES OWLY

I-LANDING GROUND ROLL I II- LANDING DISTANCE OVER 50 FOOT BARRIER---l

LANDING DISTANCE UNDER VARIED CONDITIONS

Weight Altitude AirTemp.

Landing roll M max. braking effort To~l distance at wind velocityo mph. 10 mph. 20 mph. 0 mph. 10 mph. 20 mph.

2100

2550

5 40 350 240 130 1230 1060 810•••.. E ..

A 40 440 310 180 1320 1140 900

840

870

1090

11201290

1260140

15026'"

250. , .

390

3702100 L 60............... · ·E · .. · .

2550 V 60 460 330 200 1340 1150 910E--I----I----+----l---+_--+_---I----l

2100 L 80

2550 80 480 350 220 1360 1160 920

860

9102550

2100 2 30 380 250 140 1280 1110.... ·0 .

o 30 470 330 200 1350 1180l----I--0'---I---l~--__I_---_I__--__I---_I__--__I--___1

870

880

1300 Jl20

1320 1130

150

160

270

290

400

420

2550

2100

2100

...... ; . 50.... ·F.. · · ..

E 50 490 340 210 1370 1190 920I------<'--E--l---+---+----l~--+_.:....--+_--+-:..-_I

T 70

2550.......................................................................................' :.:.~:.;-'~.,~~~,~ .

70 510 350 220 1390 '. l~OO.~.· 930

2100 4 20 400 270 150 1310 1130 870.. ·..0 .. · · ..

j....:.25=5::0_-I_g 20 490 340 200 1390 1200 9JQ

9JQ

900

11901370

1340lbO

170310

290

440

4202100 40............... · F.. · .. · .

2550 E 40 510 360 220 1410 1220 9WE-...j....-=--.J-....:....--1--=-:..---I---I--:...:..:-+----I-...:....:-~

2100 T 60 ........................................................................................' .2550 bO 530 380 240 1430 1240 970

Example show·n in shaded areas:Airplane weight 2550 Ibs., airport altitude 2000 ft., air temperature 700 F" wind velocity 10 mph.

stopping distance with maximum braking effort 350 ft., total landing distance from over SO It. b6.rrler1200 ft. Also see Landing Performance Chart

10.10FIGURE 10-~

~TRAINING PURPOSES ONLY

PA-24-260 COMANCHE

TMP€RIITURE."F WLtWl-UIS. WWM-M.P.H.

FIGURE 10-10

TRAINIIIG PURPOSES ONLY

PA..24..260COMANCHE

• %I 41 I' II III 211I 2711 2511 2311 II 21 3.

WEIGHT-LBS.

FIGURE 10-10


HEADWIIIII·M.P.H.

10.11

FUEL HECTOR .BEMIX MOOEL RSA5ADl MlXrURE CONTROL - MANUEL TO BEST ECOHOMV

100 120 140 160 180 200 228 240 219 280

ACNAL BRAKE HORSEPOWER

FIGURE 10-11


20

IS

11

IX

<!:. 11

~11.,;= 15

:z=i= 14....2E=V> 13:z=........ 12....=...

11

10

!

1

10.12

ILL 1 I II I J _l II If- [;> t!\~ lj' lj' [}{) 00©lj'lj'I!.~ IF l!!J ~!!. «:©~~ l!!J ~JJ [;>ifil@~~ -

!!.w«:©~u~@ ~©[Q)~I!. U@ g ~C!)@ g @ $~OOil~~f- --

COMPRESSIOM RATIO 8.50:1f- SPARKTlCIlG 250 BTC

FUEL INJECTOR ·BENDIX MODEL RSA5AD1f- MIXTURE CONTROL • MANUEL TO BEST ECONOMY

OR BEST POWER AS INDICATED ~

e--- -~""FUEL GRADE • MINIMUM 91/96 ~~~

~~

. '--I~#

-

~~PERCEIlT RATED POWEI '-15

15 ~ '// ~~ ~<§>

5~ j;.~

I'i: ~~~45 // ~~

~'l ~.,.-- ~~/V;,.<§>

~ !';.. C>

~ ~'/'"'...

0:: ....t:;- '"...~ V~~'" -...

~~

=-::<~:i ~i...

I:;;q...--

100 120 140 160 110 200 220 240 2U 210

ACTUAL BRAKE HORSEPOWER

FIGURE 10-11


TURBO COMANCHE C

. l o GAL./HR. F O R E A C H 1 o 0 f VARIATION

I I I I I I I I

1 9 2 0 21 2 2 2 3 2 4 2 5 2 6 2 7

MANIFOLD PRESSURE - IN. H6.

FIGURE 10-12 -


IB

16::c"...:Z:14c::>;:="::IE=>v>~ 12...........i:

10

TURBOCOMANCHEC

,

IP.;i\~ Ii' Ii'IXI~@Ii'Ii'l!.~ ~ l!JJ ~ l!. «:@lro$l!JJ 1MIPIi'O@ lrolYCOMING IO·S40·R1AS

I MODIFIED IN ACCOROANCE WITH STC SA2062WE

II

-NOH: CORRECT THE FUEl CONSUMPTION.10 GAL./HR. FOR EACH 10°F VARIATION -FROM STANDARD ALTITUDE TEMPERATURE;ADD-FOR D.A. T. BELOW STANDARD. -

__ PEAK EGTe-- ___ 15° RICH SIDE

OF PEAK EGT

..... ~

¥.~",.... ......

~ ..... ~,.... ,1':l~~ - -- I

~

...... , f...- ~ ...... -'- l...... 1--- 1~~~ ,....

--~ -f...-"'"

....- ~,....

1~~~"'" - ---- V.................

--1~\\- --- ............--...... '- - -- -- :...---~---V---- 1----~ ......- ---I--

~::::-- V -- ~- -..:: V --- 11\\\\- ------~ ---~ V ----I-- ......-r--- I--

~~ I--~---a

19 20 21 22 23 24

MANIFOLD PRESSURE • IN. HG.

FIGURE 10-12


25 26 27

10.13

Power Setting Table [Cruise] - Rajay Turbocharged Lycoming 10-540-RIA5 -

I. To maintain constant power, correct manifold pressure approximately 0.17" Hg. for each 10'~ variation in induction air tanperarure from standard altitude temperamre. Add manifold prwure for air tempmrure above standard; subtract for temperatures below standard.

2. Do not exceed 27.0" M.P. when manually leaning. 3, To determine fuel consumption for h e x power wmngs, refer to the Fuel Consumption Chart. 4. Ar higher altitudes, engine rougnncss or 1q.s of power may result from low RPM mings . In such a a

u x higher RPM power sctcing. 5. The recommended engine speeds for various altirude ranges are as follows:

Sea L ~ e l to 17,000 feet 2200 RPM or above 17,000 to 20,000 feet 2400 RPM or above 20,000 to 25,000 feet 2500 RPM or above

Long Range Cruise

M.P.

23ao mM 26.0 2400 2400 25.0

2500 24.2

FIGURE 10-13

Economy Cruise

Turbo Cruise

TRAIWIWG . PURPOSES ONLY

Intermediate Cruise

RPM M.P.

2200 24.0 2300 23.0 2400 22.1 2500 21.4

RPM M.P.

2200 22.0 2300 21.1 2400 20.4 2500 19.7

Power Setting Table lCruise] . Rajay Turbocharged lycoming IO·540·R1A5-

Turbo Intermediate Economy Long RangeCruise Cruise Cruise Cruise

RPM M.P. RPM . M.P. RPM M.P. RPM M.P.

2500 25.0 ~"'oo 26.0 2200 24.0 2200 22.02400 27.0 2400 25.0 2300 23.0 2300 21.1

2500 24.2 2400 22.1 2400 20.42500 21.4 2500 19.7

1. To maintain constant power, correct manifold pressure approximately 0.17" Hg. for each 100 Fvariation in induction air temperature from standard altitude temperature. Add manifold pressure forair temperature above standard; SUDtract for temperatures below standard.

2. Do not exceed 27.0" M.P. when manually leaning.3, To determine fuel consumption for chese power settings, refer to the Fuel Consumption Chart.4. At higher altitudes, engine rougnno;s !'rI~ of power may result from low RPM settings. In such a case

use higher RPM power setting.5. The recommended engine speeds for various altitude ranges are as follows:

Sea Level to 17,000 feet 2200 RPM or above17,000 to 20,000 feet 2400 RPM or above20,000 to 25,000 feet 2500 RPM or above

FIGURE 10-13

10.14

TRAINING·PURPOSES ONLY

Power Setting Table-Lycorning .Model 0-540-A, 250 HP Engine

138 HP-55% Rated 163 HP-;5% Rated 1BB HP-75% Rated Appror. Fuel 10.3 Gal./Hr. Approx. Fuel 12.3 Cal.lHr. Approx. Fuel 14.0 GaI./Hr. RPM AND MAN. PRESS. RPM AND MAN. PRESS.

Frrr RPM AND MAN. PRESS.

12 16 18.6 18.1 17.5 17.0 - - - - 13 12 - 1 7 9 17.3 16.8 14 9 - - 17.1 16.5 15 5 - - - 16.3

To maintain conatant power. correct manifold pmaure appmximaidy 0.17" Hg for each 10. F. variation in carburetor air temperature fmm standard altitude temperature. Add manifold prcuum for air t a p e n t u r c . above standard; 9ubtmet for temperature below standard.

FIGURE 10-14

Power Setting Table - Lycoming. Model 0-540-A, 250 HP Engine•

Press. SId. 138 HP-55% Raled 163 HP-65% Raled IBB HP - 75 % RatedAll. All. Approx. Fuel 10.3 GaL/Hr. Appro... Fuel 12.3 GaLiHr. Approx. Fuel KG Gal./Hr.!DOll Temp. RPM AND MAN. PRESS. RPM AND MAN. PRESS. RPM AND MAN. PRESS.Feet of

2100 2200 230ll 2400 2100 2200 230ll 2400 220ll 2300 2400

SL S9 21.6 20.8 20.2 19.6 24.2 23.3 22.6 22.0 25.8 25.1 2.4.31 55 21.4 20.6 20.0 19.3 23.9 23.0 22.4 21.8 25.5 24.8 24.12 52 21.1 20.4 19.7 19.1 23.7 22.8 22.2 21.5 25.3 24.6 23.83 48 20.9 20.1 19.5 18.9 23.4 22.5 21.9 21.3 25.0 24.3 23.64 45 20.6 19.9 1').3 18.7 23.1 22.3 21.7 21.0 24.8 24.1 23.35 41 20.4 19.7 19.1 18.5 . 22.9 22.0 21.4 20.8 23.8 23.06 38 20.1 19.5 18.9 18.3 22.6 21.8 21.2 20.6 22.87 34 19.9 19.2 18.6 18.0 22.3 21.5 21.0 20.48 31 19.6 19.0 18.4 17.8 21.3 20.7 20.19 27 19.4 18.8 18.2 17.6 20.5 19.9

10 2.3 19.1 18.6 18.0 17.4 19.6II 19 18.9 18.3 17.8 17.212 16 18.6 18.1 17.5 17.013 12 17.9 17.3 16.814 9 17.1 16.515 5 16.3

To maintain constant power~ correct manifold pres&ure approximately 0.17'" Hg for each 10· F. variation in carburetorair temperature {rom Sl&ndard altitude temperature. Add manifold pressure for air temperatures above standard. subtractfor temperatures below ata.ndard.

FIGURE 10-14

III~~

. C=-.~


10.15

READING THE

FUEL FLOW INDICATOR P A - 2 4 - 2 6 0

FIGURE 10-15


10.16

READ IKG THE

FUEL FLOW INDICATORPA-24-260

FIGURE 10-15


CHAPTER 11

EMERGENCY·PROCEDURES

PA-24 COMANCHE


CHAPTER 11

CONTENTS

1. General Information

2. Emergency Procedures Checklist

* Engine Fire During Start

* Engine Power Loss During Takeoff

* Engine Power Loss in Flight

* Power Off Landing

* Gear Down Emergency Landing

* Gear Up Emergency Landing

* Fire in Flight

* toss of Oil Pressure

* Loss of Fuel Pressure

* Engine Driven Pump Failure

* High Oil Temperature

* Electrical Failures

* Propeller Overspeed

* Emergency Landing Gear Extension

* Spin Recovery

* Open Door

* Emergency Descent

PAGE

11.1


PA-24 COMANCHE


CHAPTER 11

CONTENTS

PAGE

1. General Information 11. 1

2. Emergency Procedures Checklist

* Engine Fire During Start 11.2

* Engine Power Loss During Takeoff 11. 2

* Engine Power Loss in Flight 11.2

* Power Off Landing 11.3

* Gear Down Emergency Landing 11. 3

* Gear Up Emergency Landing 11. 3

* Fire in Flight 11.4

* Loss of Oil Pressure 11.4

* Loss of Fuel Pressure 11.4

* Engine Driven Pump Failure 11. 4

* High Oil Temperature 11.5

* Electrical Failures 11. 5

* Propeller Overs peed 11.6

* Emergency Landing Gear Extension 11. 6

* Spin Recovery 11.7

* Open Door 11.7

* Emergency Descent 11.7


11. 0

PA-24 COMANCHE


CHAPTER 11

GENERAL INFORMATION

The following recommended procedures are for a PA-24-260 Turbo Comanche "C" for use in coping with various types of emergencies and critical situations. All of the required (FAA regulations) emergency procedures and those necessary for the safe operation of the aircraft as determined by the operating and design features of the airplane are presented.

These procedures are suggested as the best course of action for coping with the particular condition described, but are not a substitute for sound judgement and common sense. Since emergencies rarely happen in modern aircraft, their occurrence is usually unexpected and the best corrective action may not always be obvious. Pilots should familiarize themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise.

Most basic emergency procedures, such as power off landings, are a normal part of pilot training. Although these emergencies are discussed here, this information is not intended to replace such training, but only to provide a source of reference and review, and to provide information on procedures which are not the same for all aircraft. It is suggested that the pilot review standard emergency procedures periodically to remain proficient in them.


PA-24 COMANCHE


CHAPTER 11

GENERAL INFORMATION

The following recommended procedures are for a PA-24-260Turbo Comanche "C" for use in coping with various types ofemergencies and critical situations. All of the required(FAA regulations) emergency procedures and those necessaryfor the safe operation of the aircraft as determined by theoperating and design features of the airplane are presented.

These procedures are suggested as the best course ofaction for coping with the particular condition described,but are not a substitute for sound judgement and commonsense. Since emergencies rarely happen in modern aircraft,their occurrence is usually unexpected and the bestcorrective action may not always be obvious. Pilots shouldfamiliarize themselves with the procedures given in thissection and be prepared to take appropriate action should anemergency arise.

Most basic emergency procedures, such as power offlandings, are a normal part of pilot training. Althoughthese emergencies are discussed here, this information is notintended to replace such training, but only to provide asource of reference and review, and to provide information onprocedures which are not the same for all aircraft. It issuggested that the pilot review standard emergency proceduresperiodically to remain proficient in them.

11. 1


PA-24 COMANCHE


PA-24-260 COMANCHE "C" - EMERGENCY PROCEDURES CHECKLIST ENGINE FIRE DURING START

Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . crank engine Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . idle cut-off Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel selector OFF Abandon if fire continues.

ENGINE POWER LOSS DURING TAKEOFF

If sufficient runway remains for a normal landing, leave gear down and land straight ahead.

If area ahead is rough, or if it is necessary to clear obstructions: . . . . . . . . . . . . . . . . . . . . . . . Gear selector switch UP

If sufficient altitude has been gained to attempt a restart: Maintain safe airspeed. Fuel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch to tank

containing fuel . . . . . . . . . . . . . . . . . . . . . . . . . Electric fuel pump ON Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check RICH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alternate air OPEN If power is not regained, proceed with power off landing.

ENGINE POWER LOSS IN FLIGHT

Fuel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch to tank containing fuel

Electric fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . ON Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RICH Alternate air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . left/right/both

if no -hange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine gauges check :ar indication of cause of power loss

If no fuel pressure is indicated, check tank selector position to be sure it is on a tank containing fuel.


PA-24 COMANCHE


PA-24-260 COMANCHE "c" - EMERGENCY PROCEDURES CHECKLIST

ENGINE FIRE DURING START

Starter crank engineMixture ..................•................. idle cut-offThrottle· openFuel selector OFFAbandon if fire continues.

ENGINE POWER LOSS DURING TAKEOFF

If sufficient runway remains for a normal landing, leave geardown and land straight ahead.

If area ahead is rough, or if it is necessary to clearobstructions:Gear selector switch UP

Mixture .Electric fuel pump .

Alternate air ..If power is not regained, proceed with power

If sufficientMaintain safeFuel selector

altitude has been gained to attempt a restart:airspeed.

switch to tankcontaining fuelONcheck RICHOPENoff landing.

ENGINE POWER LOSS IN FLIGHT

Fuel selector .•..•......................... switch to tankcontaining fuel

Electric fuel pump ONMixture RICHAl terna te air ..•........................... OPENMagnetos left/right/both

if no changeEngine gauges check lor indi-

cation of causeof power loss

If no fuel pressure is indicated, check tank selector position to be sure it is on a tank containing fuel.

11. 2


PA-24 COMANCHE


When power is restored: . . . . . . . . . . . . . . . . . . . . . . . . . . Alternate air CLOSED . . . . . . . . . . . . . . . . . . . . . Electric fuel pump OFF If power is not restored, prepare for power off landing Trim for 9 7 MPH.

POWER OFF LANDING

Trim for 9 7 MPH. Locate suitable field. Establish a spiral pattern. 1000 ft. above field at downwind position for normal landing approach. When field can be easily reached, extend gear, flaps and slow to 8 7 MPH for shortest landing.

GEAR DOWN EMERGENCY LANDING

Touchdowns should normally be made at lowest possible airspeed with full flaps.

When committed to landing: . . . . . . . . . . . . . . . . . . Landing gear selector down Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . close

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mixture idle cut-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ignition OFF . . . . . . . . . . . . . . . . . . . . . . . . . . Master switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel selector OFF . . . . . . . . . . . . . . . . . . Seat belt and harness tight

GEAR UP EMERGENCY LANDING

In the event a gear up landing is required, proceed as follows: Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as desired Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . close Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . idle cut-off . . . . . . . . . . . . . . . . . . . . . . . . Ignition switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . Master switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel selector OFF . . . . . . . . . . . . . . . . . . Seat belt and harness tight Contact surface at minimum possible airspeed.


PA-24 COMANCHE


When power is restored:Al ternate air CLOSEDElectric fuel pump OFFIf power is not restored, prepare for power off landing.Trim for 97 MPH.

POWER OFF LANDING

Trim for 97 MPH.Locate suitable field.Establish a spiral pattern.1000 ft. above field at downwind position for normal landingapproach. When field can be easily reached, extend gear,flaps and slow to 87 MPH for shortest landing.

GEAR DOWN EMERGENCY LANDING

Touchdowns should normally be made at lowest possible airspeed with full flaps.

When committed to landing:Landing gear selector downThrot tIe closeMixture irlle cut-offIgni tion OFFMas ter swi tch OFFFuel selector OFFSeat belt and harness tight

GEAR UP EMERGENCY LANDING

In the event a gear up landing is required. proceed asfollows:Flaps as desiredThrottle closeMixture idle cut-offIgnition switch OFFMas ter swi tch OFFFuel selector OFFSeat belt and harness tightContact surface at minimum possible airspeed.

~}

~.=--- j",

,~G:g:


11. 3

PA-24 COMANCHE


FIRE IN FLIGHT

Source of fire ........................... check

Electrical fire (smoke in cabin): Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Land as soon as practicable.

Engine fire: Fuel selector ............................ OFF Throttle ................................. CLOSED Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . idle cut-off Electric fuel pump . . . . . . . . . . . . . . . . . . . . . . . check OFF Heater and defroster ...................... OFF Proceed with power off landing procedure.

LOSS OF OIL PRESSURE

Land as soon as possible and investigate cause. Prepare for power off landing.

LOSS OF FUEL FLOW

Electric fuel pump . . . . . . . . . . . . . . . . . . . . . . . ON Fuel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . check on full tank Note: See CAUTION below.

ENGINE DRIVEN FUEL PUMP FAILURE

Throttle ................................ as required Electric fuel pump . . . . . . . . . . . . . . . . . . . . . . . ON Note: See CAUTION below.

CAUTION

If normal engine operation and fuel flow is not immediately re-established, the electric fuel pump should be turned off. The lack of a fuel flow indication while in the ON position could indicate a leak in the fuel system, or fuel exhaustion


PA-24 COMANCHE


FIRE IN FLIGHT

Source of fire check

Electrical fire (smoke in cabin):Master swi tch OFFVents openCabin heat ..................•............ OFFLand as soon as practicable.

Engine fire:Fuel selector OFFThrot tle CLOSEDMixture idle cut-offElectric fuel pump check OFFHeater and defroster ...............•...... OFFProceed with power off landing procedure.

LOSS OF OIL PRESSURE

Land as soon as possible and investigate cause.Prepare for power off landing.

LOSS OF FUEL FLOW

Electric fuel pump ONFuel selector check on full tankNote: See CAUTION below.

ENGINE DRIVEN FUEL PUMP FAILURE

Throt tle as requiredElectric fuel pump ONNote: See CAUTION below.

CAUTION

If normal engine operation and fuelflow is not immediately re-established,the electric fuel pump should be turnedoff. The lack of a fuel flow indicationwhile in the ON position could indicatea leak in the fuel system, or fuelexhaustion

11.4


PA-24 COMANCHE


HIGH OIL TEMPERATURE

Land at nearest airport and investigate the problem. Prepare for power off landing.

ELECTRICAL FAILURES

Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Discharge Reduce electrical loads to minimum ALT field circuit breaker . . . . . . . . . . . . . . check and reset

as required Main ALT circuit breaker . . . . . . . . . . . . . . . ON If power is not restored Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (for 6 seconds) to reset overvoltage relay, then ON

If either the alternator field circuit breaker or the main alternator circuit breaker opens when the master switch is turned back on, continue with reduced electrical load and land as soon as practical.

Emergency landing gear extension procedures may be required if the battery is depleted. Use electric flaps with caution as sufficient power may not be available to retract them in case a go-around is required.

The battery may power a reduced electrical load system for 25 to 45 minutes if the failure is noticed within 5 minutes.

NOTE

If the battery is depleted, the landing gear must be lowered using the emergency extension procedure. The gear position lights will be inoperative.


PA-24 COMANCHE


HIGH OIL TEMPERATURE

Land at nearest airport and investigate the problem.Prepare for power off landing.

ELECTRICAL FAILURES

Ammeter ......•.......................•.

Reduce electrical loads to minimumALT field circuit breaker .

Main ALT circuit breaker

Discharge

check and resetas requiredON

If power is not restoredMaster switch OFF(for 6 seconds) to reset overvoltage relay, then ON

If either the alternator field circuit breaker or the mainalternator circuit breaker opens when the master switch isturned back on, continue with reduced electrical load andland as soon as practical.

Emergency landing gear extension procedures may be requiredif the battery is depleted. Use electric flaps with cautionas sufficient power may not be available to retract them incase a go-around is required.

The battery may power a reduced electrical load system for 25to 45 minutes if the failure is noticed within 5 minutes.

NOTE

If the battery is depleted, the landing gearmust be lowered using the emergency extensionprocedure. The gear position lights will beinoperative.

11. 5


PA-24 COMANCHE


PROPELLER OVERSPEED

Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . retard Oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . check Prop control . . . . . . . . . . . . . . . . . . . . . . . . . . . full DECREASE rpm,

then set if any control available

Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . reduce Throttle ............................... as required to re-

main below red line

EMERGENCY LANDING GEAR EXTENSION (Discussion Only)

Prior to emergency extension procedure: Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . check ON Circuit breakers . . . . . . . . . . . . . . . . . . . . . . . check Instrument lights . . . . . . . . . . . . . . . . . . . . . . OFF (in daytime) Gear indicator bulbs . . . . . . . . . . . . . . . . . . . check To extend the gear, remove the plate covering the emergency disengage control and proceed in these steps as listed:

a. Reduce power - airspeed 100 MPH or below. b. Gear selector "down locked" position c. Disengage motor - raise motor release arm and push

forward through full travel. d. Remove gear extension handle from storage. If left

socket is not in clear position, place handle in right socket. Engage slot and twist clockwise to secure handle. Extend handle and rotate forward until left socket is in clear position. Remove handle and place in left socket and secure. Extend handle. Rotate handle FULL FORWARD to extend landing gear and engage emergency safety lock. Pull aft on the handle to check that the safety lock is engaged.

e. HANDLE LOCKED in full forward position indicates landing gear is down and emergency safety lock engaged. Gear "down locked" indicator light should be ON. If the gear selector switch is moved to the up position with the emergency safety lock engaged, the white light will indicate that the gear is in transit although the gear will remain down and locked as indicated by the green light.


PA-24 COMANCHE


PROPELLER OVERS PEED

Throttle ~ .Oil pressure .Prop control .

AirspeedThrottle

...............................

...............................

retardcheckfull DECREASE rpm,then set if anycontrol availablereduceas required to remain below red line

EMERGENCY LANDING GEAR EXTENSION (Discussion Only)

Prior to emergency extension procedure:Master switch check ONCircuit breakers checkInstrument lights OFF (in daytime)Gear indicator bulbs check

To extend the gear, remove the plate covering the emergencydisengage control and proceed in these steps as listed:

a. Reduce power - airspeed 100 MPH or below.b. Gear selector "down locked" positionc. Disengage motor - raise motor release arm and push

forward through full travel.d. Remove gear extension handle from storage. If left

socket is not in clear position, place handle in rightsocket. Engage slot and twist clockwise to securehandle. Extend handle and rotate forward until leftsocket is in clear position. Remove handle and place inleft socket and secure. Extend handle. Rotate handleFULL FORWARD to extend landing gear and engage emergencysafety lock. Pull aft on the handle to check that thesafety lock is engaged.

e. HANDLE LOCKED in full forward position indicates landinggear is down and emergency safety lock engaged. Gear"down locked" indicator light should be ON. If the gearselector switch is moved to the up position with theemergency safety lock engaged, the white light will indicate that the gear is in transit although the gear willremain down and locked as indicated by the green light.

11.6

TM1111116 PURPOSES OftU

PA-24 COMANCHE


NOTE

Reducing power and rocking gear extension handle will aid in manually extending the gear. DO NOT RETRACT WITH HANDLE IN SOCKET. DO NOT RE-ENGAGE MOTOR IN FLIGHT.

SPIN RECOVERY (INTENTIONAL SPINS ARE PROHIBITED)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Throttle idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder full opposite to direction of rotation . . . . . . . . . . . . . . . . . . . . . . . . . . Control wheel full forward until

spin stops (When nose bobs down rapidly, the stall is broken.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder neutral (when

rotation stops) . . . . . . . . . . . . . . . . . . . . . . . . . . Control wheel steady back pressure as required to smoothly regain level flight attitude.

If buffeting is felt during recovery, release the back pressure slightly. The spin recovery may be expedited by using aileron opposite the direction of rotation.

OPEN DOOR

If the latch opens, the door will trail slightly open and airspeeds will be reduced slightly. Fly the airplane and return to land.

EMERGENCY DESCENT

A malfunction of the oxygen system requires an immediate descent to an altitude at or below 12,500 feet.

TRAII(IW6 PURPOSES OWLY

PA-24 COMANCHE


NOTE

Reducing power and rocking gear extensionhandle will aid in manually extending thegear. DO NOT RETRACT WITH HANDLE IN SOCKET.DO NOT RE-ENGAGE MOTOR IN FLIGHT.

SPIN RECOVERY (INTENTIONAL SPINS ARE PROHIBITED)

Throt tIe idleRudder '.' full opposite to

direction of rotationControl wheel full forward until

spin stops(When nose bobs down rapidly, the stall is broken.)Rudder neutral (when

rotation stops)Control wheel steady back pressure

as required to smoothly regainlevel flight attitude.

If buffeting is felt during recovery, release the backpressure slightly. The spin recovery may be expedited byusing aileron opposite the direction of rotation.

OPEN DOOR

If the latch opens, the door will trail slightly open andairspeeds will be reduced slightly. Fly the airplane andreturn to land.

EMERGENCY DESCENT

A malfunction of the oxygen system requires an immediatedescent to an altitude at or below 12,500 feet.

11.7


PA-24 COMANCHE


NOTE

Time of useful consciousness at 20,000 ft. is approximately 10 minutes.

The following procedure is recommended if a rapid descent is necessary for any reason.

a. Power - idle b. Landing gear - extend c. Airspeed - 150 MPH

TRAIHIIYG PURPOSES WLY

PA-24 COMANCHE


NOTE

Time of useful consciousness at 20,000 ft.is approximately 10 minutes.

The following procedure is recommended if a rapid descentis necessary for any reason.

a. Power - idleb. Landing gear -c. Airspeed - 150

11. 8

extendMPH


CHAPTER 12

PREFUGHT

PA-24 COMANCHE

PREFLIGHT

CHAPTER 12

CONTENTS

1. Preflight

2. Preflight - Night 3. Preflight - IFR

FIGURE

12-1

ILLUSTRATIONS

TITLE

PA-24 Topview

PAGE

12.1

12.2

12.2

PAGE

12.3


PA-24 COMANCHE

PREFLIGHT

CHAPTER 12

CONTENTS

PAGE

1. Preflight 12.1

2 , Preflight - Night 12,2

3, Preflight - IFR 12.2

ILLUSTRATIONS

FIGURE TITLE PAGE

12-1 PA-24 Topview 12,3


12,0

PA-24 COMANCHE

PREFLIGHT

CHAPTER 12

I. PREFLIGHT - DAY The following safety procedure instructions must become an integral part of the pilot's operational routine and preflight inspection.

Use figure 12.1 as a guide and follow the preflight outline below:

Ignition and master switches OFF Drain fuel strainer Check for external damage or operational interference to the control surfaces, wings or fuselage Check and remove any snow, ice or frost on wings and control surfaces Check fuel supply Check fuel cell caps and covers for security (adjust caps to maintain a tight seal) Fuel system vents open Remove pitot tube cover (if used) Landing gear shock struts properly inflated. 2.75 inches Tires properly inflated and not excessively worn Cowling, landing gear doors and inspection covers properly attached and secured. Propeller free of detrimental nicks No obvious fuel or oil leaks Engine oil at proper level and dipstick properly seated Windshield clean and free of defects Tow-bar and control locks detached and stowed. Check that baggage - emergency door is secured. Upon entering the airplane, check that all controls operate normally Check that landing gear selector and other controls are in their proper position. Check that required documents are in order and in the airplane. Oxygen supply (if high altitude flight is planned)


PA-24 COMANCHE

PREFLIGHT

CHAPTER 12

I. PREFLIGHT - DAY

The following safety procedure instructions must becomean integral part of the pilot's operational routine andpreflight inspection.

Use figure 12.1 as a guide and follow the preflight outline below:

1. a.b.

2 . a.

b.

3. a.b.

c.d.

4 . a.

b.c.

d.e.f.

5. a.6 . a.

7. a.

b.

c.

8. a.

Ignition and master switches OFFDrain fuel strainerCheck for external damage or operational interference to the control surfaces, wings or fuselageCheck and remove any snow, ice or frost on wingsand control surfacesCheck fuel supplyCheck fuel cell caps and covers for security(adjust caps to maintain a tight seal)Fuel system vents openRemove pitot tube cover (if used)Landing gear shock struts properly inflated.2.75 inchesTires properly inflated and not excessively wornCowling, landing gear doors and inspection coversproperly attached and secured.Propeller free of detrimental nicksNo obvious fuel or oil leaksEngine oil at proper level and dipstick properlyseatedWindshield clean and free of defectsTow-bar and control locks detached and stowed.Check that baggage - emergency door is secured.Upon entering the airplane, check that all controls operate normallyCheck that landing gear selector and other controls are in their proper position.Check that required documents are in order and inthe airplane.Oxygen supply (if high altitude flight is planned)


12.1

PA-24 COMANCHE

PREFLIGHT

11. PREFLIGHT - NIGHT a. Interior lights b. Exterior lights c. Oxygen is recommended if flight above 5000 feet is

planned d. Flashlight available and working

111. PREFLIGHT - IFR a. Pitot heat operational


PA-24 COMANCHE

PREFLIGHT

II. PREFLIGHT - NIGHT

a. Interior lightsb. Exterior lightsc. Oxygen is recommended if flight above 5000 feet is

plannedd. Flashlight available and working

III. PREFLIGHT - IFR

a. Pitot heat operational

12.2


PA-24 TOP VIEW

FIGURE 12-1


r------.----- 2--------.-----~, ,, ,, ,, ,.. '!', ,, ,.................... ., r

J.. '.. ,6 't\ ', ', ,

\ \, ......-f, -·-·····-2.-._._.•

...........,o,,,,,,o,oo

.----- 3------+------- 4---, r--- 4----+------- 3__• J, 0o ,, 0.,. ,, 0

~ "t-o ,, 0, ., ,, 5 '• • J

._-",.. -..---_.-~ \,•_...•.. 2- ,.. -_ .....

PA-24 TOP VIEW

FIGURE 12-1

12.3


NOR SE AND MA

CHAPTER 13

MINOR SERVICEAND MAINTENANCE

PA-24 COMANCHE


CHAPTER 13

CONTENTS

1. Introduction

2. Airplane Inspection Periods

3. Preventive Maintenance

4. Airplane Alterations

5. Inspection Report Addendums

FIGURE

13-1

ILLUSTRATIONS

TITLE

Inspection Report

Propeller Group

Engine Group

Turbocharger Group

Cabin Group

Fuselage and Empennage Group

Wing Group

Landing Gear Group

Operational Inspection

General

PAGE

13.1

13.2

13.2

13.3

13.13

PAGE

13.5

13.5

13.5

13.8

13.8

13.9

13.10

13.11

13.12

13.12

TWIINING PURPOSES ONLY

PA-24 COMANCHE


CHAPTER 13

CONTENTS

PAGE

1. Introduction 1 3 . 1

2. Airplane Inspection Periods 13.2

3. Preventive Maintenance 13.2

4. Airplane Alterations 13.3

5. Inspection Report Addendums 13.13

ILLUSTRATIONS

FIGURE TITLE PAGE

13-1 Inspection Report 13.5

A. Propeller Group 13.5

B. Engine Group 13.5

C. Turbocharger Group 13 .8

D. Cabin Group 13.8

E. Fuselage and Empennage Group 13.9

F. Wing Group 13.10

G. Landing Gear Group 13.11

H. Operational Inspection 13.12

1. General 13.12


13.0

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

PA-24 COMANCHE


CHAPTER 13

INTRODUCTION

Piper Aircraft Corporation takes a continuing interest in having the owner get the most efficient use from his aircraft and keeping it in the best mechanical condition. Consequently, Piper Aircraft from time to time issues Service Bulletins, Service Letters and Service Spares Letters relating to the aircraft.

Service Bulletins are of special importance and should be complied with promptly. These are sent to the latest registered owners, distributors and dealers. Depending on the nature of the bulletin, material and labor allowances may apply, and will be addressed in the body of the Bulletin.

Service Letters deal with product improvements and service hints pertaining to the aircraft. They are sent to dealers, distributors and occasionally (at the factory's discretion) to latest registered owners, so they can properly service the aircraft and keep it up to date with the latest changes. Owners should give careful atte~tion to the Service 1,etter information.

Service Spares Letters offer improved parts, kits and optional equipment which were not available originally and which may be of interest to the owner.

If an owner is not having his aircraft serviced by an Authorized Piper Service Center, he should periodically check with a Piper dealer or distributor to find out the latest information to keep his aircraft up to date.

Piper Aircraft Corporation has a Subscription Service for the Service Bulletins, Service Letters and Service Spares Letters. This service is offered to interested persons such as owners, pilots and mechanics at a nominal fee, and may be obtained through Piper dealers and distributors.

A service manual, parts catalog, and revisions to both, are available from your Piper dealer or distributor. Any correspondence regarding the airplane should include the airplane model and serial number to insure proper response.


PA-24 COMANCHE


CHAPTER 13

INTRODUCTION

Piper Aircraft Corporation takes a continuing interestin having the owner get the most efficient use from hisaircraft and keeping it in the best mechanical condition.Consequently, Piper Aircraft from time to time issues ServiceBulletins, Service Letters and Service Spares Lettersrelating to the aircraft.

Service Bulletins are of special importance and shouldbe complied with promptly. These are sent to the latestregistered owners, distributors and dealers. Depending onthe nature of the bulletin, material and labor allowances mayapply, and will be addressed in the body of the Bulletin.

Service Letters deal with product improvements andservice hints pertaining to the aircraft. They are sent todealers, distributors and occasionally (at the factory'sdiscretion) to latest registered owners, so they can properlyservice the aircraft and keep it up to date with the latestchanges. Owners should give careful attention to theService Letter information.

Service Spares Letters offer improved parts, kits andoptional equipment which were not available originally andwhich may be of interest to the owner.

If an owner is not having his aircraft serviced by anAuthorized Piper Service Center, he should periodically checkwith a Piper dealer or distributor to find out the latestinformation to keep his aircraft up to date.

Piper Aircraft Corporation has a Subscription Servicefor the Service Bulletins, Service Letters and Service SparesLetters. This service is offered to interested persons suchas owners, pilots and mechanics at a nominal fee, and may beobtained through Piper dealers and distributors.

A service manual, parts catalog, and revisions to both,are available from your Piper dealer or distributor. Anycorrespondence regarding the airplane should include theairplane model and serial number to insure proper response.

13.1


PA-24 COMANCHE


AIRPLANE INSPECTION PERIODS

The Federal Aviation Administration (FAA) occasionally publishes Airworthiness Directives (ADS) that apply to specific groups of aircraft. They are mandatory changes and are to be complied with within a time limit set by the FAA. When an AD is issued, it is sent by the FAA to the latest registered owner of the affected aircraft and also to subscribers of their service. The owner should periodically check with his Piper dealer or A & P mechanic to see whether he has the latest issued AD against his aircraft.

One hundred hour inspections are required by law if the aircraft is used commercially. Otherwise this inspection is left to the discretion of the owner. This inspection is a complete check of the aircraft and its systems, and should be accomplished by a Piper Authorized Service Center or by a qualified aircraft and power plant mechanic who owns or works for a reputable repair shop. The inspection is listed, in detail, in the inspection report of the appropriate Service Manual.

An annual inspection is required once a year to keep the Airworthiness Certificate in effect. It is the same as a 100-hour inspection except that it must be signed by an Inspection Authorized (IA) mechanic or General Aviation District Office (GADO) representative. This inspection is required whether the aircraft is operated commercially or for pleasure.

A spectographic analysis of the oil is available from several sources. This system, if used intelligently, provides a good check of the internal condition of the engine, for this system to be accurate, oil samples must be sent in at regular intervals, and induction air filters must be cleaned or changed regularly.

PREVENTIVE MAINTENANCE

The holder of a Pilot Certificate issued under FAR Part 61 may perform certain preventive maintenance described in FAR Part 43. This maintenance may be performed only on an aircraft which the pilot owns or operates and which is not

TRAIWIWG PURPOSES OHLY

PA-24 COMANCHE


AIRPLANE INSPECTION PERIODS

The Federal Aviation Administration (FAA) occasionallypublishes Airworthiness Directives (ADs) that apply tospecific groups of aircraft. They are mandatory changes andare to be complied with within a time limit set by the FAA.When an AD is issued, it is sent by the FAA to the latestregistered owner of the affected aircraft and also tosubscribers of their service. The owner should periodicallycheck with his Piper dealer or A & P mechanic to see whetherhe has the latest issued AD against his aircraft.

One hundred hour inspections are required by law if theaircraft is used commercially. Otherwise this inspection isleft to the discretion of the owner. This inspection is acomplete check of the aircraft and its systems, and should beaccomplished by a Piper Authorized Service Center or by aqualified aircraft and power plant mechanic who owns or worksfor a reputable repair shop. The inspection is listed, indetail, in the inspection report of the appropriate ServiceManual.

An annual inspection is required once a year to keep theAirworthiness Certificate in effect. It is the sam~ as a100-hour inspection except that it must be signed by anInspection Authorized (IA) mechanic or General AviationDistrict Office (GADO) representative. This inspection isrequired whether the aircraft is operated commercially or forpleasure.

A spectographic analysis of the oil is available fromseveral sources. This system, if used intelligently,provides a good check of the internal condition of theengine. for this system to be accurate, oil samples must besent in at regular intervals, and induction air filters mustbe cleaned or changed regularly.

PREVENTIVE MAINTENANCE

The holder of a Pilot Certificate issued under FAR Part61 may perform certain preventive maintenance described inFAR Part 43. This maintenance may be performed only on anaircraft which the pilot owns or operates and which is not

13.2

/J!~~


PA-24 COMANCHE


used to carry persons or property for hire, except as provided in applicable FAR'S. Although such maintenance is allowed by law, each individual should make a self-analysis as to whether he has the ability to perform the work.

All other maintenance required on the airplane should be accomplished by appropriately licensed personnel.

If maintenance is accomplished, an entry must be made in the appropriate logbook. The entry should contain:

a. The date the work was accomplished. b. Description of the work. c. Number of hours on the aircraft. d. The certificate number of pilot performing the work. e. Signature of the individual doing the work. f. Approval for return to service.

AIRPLANE ALTERATIONS

If the owner desires to have his aircraft modified, he must obtain FAA approval for the alteration. Major alterations accomplished in accordance with Advisory Circular 43.13-2, when performed by an A & P mechanic, may be approved by the local FAA office. Major alterations to the basic airframe or systems not covered by AC43.13-2 require a Supplemental Type Certificate.

The owner or pilot is required to ascertain that the following Aircraft Papers are in order and in the aircraft.

a. To be displayed in the aircraft at all times: 1. Aircraft Airworthiness Certificate Form FAA-8100-2 2. Aircraft Registration Certificate Form FAA-8050-3 3. Aircraft Radio Station License if transmitters are

installed.

b. To be carried in the aircraft at all times: 1. Pilot's Operating Handbook 2. Weight and Balance data plus a copy of the latest

Repair and Alteration Form FAA-337, if applicable


PA-24 COMANCHE


used to carry persons or property for hire, except as provided in applicable FAR's. Although such maintenance isallowed by law, each individual should make a self-analysisas to whether he has the ability to perform the work.

All other maintenance required on the airplane should beaccomplished by appropriately licensed personnel.

If maintenance is accomplished, an entry must be made inthe appropriate logbook. The entry should contain:

a. The date the work was accomplished.b. Description of the work.c. Number of hours on the aircraft.d. The certificate number of pilot performing the work.e. Signature of the individual doing the work.f. Approval for return to service.

AIRPLANE ALTERATIONS

If the owner desires to have his aircraft modified, hemust obtain FAA approval for the alteration. Majoralterations accomplished in accordance with Advisory Circular43.13-2, when performed by an A & P mechanic, may be approvedby the local FAA office. Major alterations to the basicairframe or systems not covered by AC43.13-2 require aSupplemental Type Certificate.

The owner or pilot is required to ascertain that thefollowing Aircraft Papers are in order and in the aircraft.

a. To1.2.3.

b. To1.2.

be displayed in the aircraft at all times:Aircraft Airworthiness Certificate Form FAA-8100-ZAircraft Registration Certificate Form FAA-8050-3Aircraft Radio Station License if transmitters areinstalled.

be carried in the aircraft at all times:Pilot's Operating HandbookWeight and Balance data plus a copy of the latestRepair and Alteration Form FAA-337, if applicable

13.3


PA-24 COMANCHE


Although the aircraft and engine logbooks are not required to be in the aircraft, they should be made available upon request. Logbooks should be complete and up to date. Good records will reduce maintenance cost by giving the mechanic information about what has or has not been accomplished.

Section V of your Owner's Handbook contains additional minor maintenance information about your airplane. Recognizing the need for minor maintenance and making sure it is completed can often prevent expensive, time consuming maintenance problems at a later date.

TRAIHING PURPOSES ONLY

PA-24 COMANCHE


Although the aircraft and engine logbooks are notrequired to be in the aircraft, they should be made availableupon request. Logbooks should be complete and up to date.Good records will reduce maintenance cost by giving themechanic information about what has or has not beenaccomplished.

Section V of your Owner's Handbook contains additional minormaintenance information about your airplane. Recognizing theneed for minor maintenance and making sure it is completedcan often prevent expensive, time consuming maintenanceproblems at a later date.

13.4~~


INSPECTION REPORT

FIGURE 13-1

Nature of Inspection

A. PROPELLER GROUP

I. Inspect spinner and back plate for cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Inspect blades for nicks and cracks . . .. . . . .. . . . . . . . . . ... . . .. . . . . .. . . . 3. Inspect for grease and oil leaks. .. . . . . . . . . . . . . . . . . . . . . .. . . .. . . . . . . . . . 4. Lubricate per lubrication chart in service manual 5. Inspect spinner mounting brackets for cracks.. . . . . . . . . . . . . . . . . . . . . . . . . 6. Inspect propeller mounting bolts and safety (check torque if

safety is broken). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7. Inspect pitch actuating arms and bolts.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8. Inspect hub pans for cracks and corrosion.. . . . . . . . . . . . . . . . . . . . . . . . . . . 9. Rotate blades and check for tightness in hub pilot tube.. . . . . . . . . . . . . . . .

10. Remove propeller: remove sludge from propeller and crankshaft . . . . . . . . . I I . Overhaul propeller (see latest revision Hanzell Service Letter 61) . . . . . . . .

B. ENGINE GROUP

WARN1NG:Ground magneto primary circuit before working on engine.

NOTE: Read notes 8 and 19 prior to completing this inspection group.

I . Remove the engine cowl.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Clean and check cowling for cracks, distonion and loose or

missing fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3. Drain oil sump (set note 5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. Clean suction oil strainer at oil change (inspect strainer for .

foreign panicles) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .'. . . . . . . . 5. Clean pressure oil strainer or change full flow (canridge type)

oil filter element (inspect strainer or element for foreign panicles). . . . . . . . 6. Inspect oil temperature sender unit for leaks and security . . . . . . . . . . . . . . .

TRAIHINS PURPOSES WLY

(hrs)

loo0

0 0 0 0

0 0

0

0

0 0

50

0 0 0

0

0

0

Inspection

100

0 0 0 0

0

0

0 0

Time

500

0 0 0 0

0 0 0

0 0 0 0 0 0 0 0 0 0 0 0

-0

0 0 0

0 0 0 0

0

0 0


A. PROPELLER GROUP

I. Inspect spinner and back plate for cracks ......•......................2. Inspect blades for nicks and cracks .3. Inspect for grease and oil leaks ........................•...•.........4. Lubricate per lubrication chart in service manual .5. Inspect spinner mounting brackets for cracks .....•....................6. Inspect propeller mounting bolts and safety (check torque if

safety is broken) ..........••.......................................7. Inspect pitch actuating arms and bolts .8. Inspect hub parts for cracks and corrosion .9. Rotate blades and check for tightness in hub pilot tube .........•.......

10. Remove propeller; remove sludge from propeller and crankshaft .II. Overhaul propeller (see latest revision Hartzell Service Letter 61) .

Inspection Time (hrs)

SO 100 SOO 1000

0 0 0 00 0 0 00 0 0 0

0 0 00 0 0

0 0 00 0 00 0 00 0 0

0 00

B. ENGINE GROUP

WARNING:Ground magneto primary circuit before working onengine.

NOTE: Read notes 8 and 19 prior to completing thisinspection group.

I. Remove the engine cowl .2. Clean and check cowling for cracks, distortion and loose or

missing fasteners .3. Drain oil sump (see note 5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 04. Clean suction oil strainer at oil change (inspect strainer for

foreign particles) 05. Clean pressure oil strainer or change full flow (cartridge type)

oil filter element (inspect strainer or element for foreign particles) . . . .. . .. 06. Inspect oil temperature sender unit for leaks and security .

INSPECTION REPORT

FIGURE 13-1


o

oo

o

oo

o

oo

o

oo

o

oo

o

oo

13.5


7. lnspect oil lines and fittings for leaks. security, chafing, ............................ dents and cracks (See Notes 7 and 17)

.......................... 8. Clean and inspect oil radiator cooling fins.. ...................................... 9. Remove and flush oil radiator

10. lnspect rocket box coven for evidence of oil leaks. If found. replace gasket: torque cover screws 50 inch-pounds (See Note 9) ........

NOTE: Lycoming requires a Valve Inspection be made after every 400 hours of operation (See Note 10.)

I I. lnspect wiring to engine and accessories. Replace damaged wires and clamps. Inspect terminals for security and cleanliness ..............

12. Inspect spark plug cable leads and ceramics for corrosion and deposits ......................................................

13. Check cylinder compression (Ref: AC 43.13-IA) ...................... 14. Inspect cylinders for cracked or broken fins .......................... 15. Fill engine with oil as per lubrication char t . . .........................

........................................ .......... I 16. Clean engine .:. 17. Inspect condition of spark plugs (Clean and adjust gap as

required. 0.015 to 0.018 or 0.018 to 0.022. as per latest revision o i Lycoming Sewice Instruction S o . 1042) .................

i NOTE: If fouling of spark plugs has been apparent. rotate bottom plugs to upper plugs.

! 18. lnspect ignition harnesses and insulators (High tension leakage

................................................... and continuity) / 19. Check magneto main points for clearance - Maintain clearance

................................................. 1 at 0.018 2 0.006.. ................................. ! 20. lnspect magneto for oil seal leakage

21. Inspect breaker felts for proper lubrication ........................... : 22. lnspect distributor block for cracks. burned areas. and corrosion

......................................... 1 and height of contact springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Check magnetos to engine timing .;.

. . . . . . . . . ................ I 2 1 Overhaul or replace magnetos (See Note 6) . A 15. Remove air cleaner screen and clean (Refer to Piper Service I Manual) ......................................................... / 26. Drain carburetor and remove and clean carburetor inlet screen

I or remove and clean fuel injector inlet screen. (Clean injector nozzles as required) (Clean with acetone only) ........................

1 17. Inspect condition of carburetor heat or alternate air door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i and box

Inspection Time (hrs.)

INSPECTION REPORT

50

TRAIUIUG PURPOSES OWLY

100 500 1000 Nature of Inspection

B. ENGINE GROUP (cont.)


50 100 500 1000

0 I0 0

0 0 0 00 0 00 0 0

0 0 0 00 0 0

0 0 0

0 0 0II

Ii 0 0 0I 0 I 0 0,

0 I 0 0,

0 0 00 0 0

0

0 0 0 0

I,

0 0 I 0 0,I I

0 0 I 0 0 I

I I II

I

I

7. Inspect oil lines and fittings for leaks. security, chafing,dents and cracks (See !'iotes 7 and 17) .

8. Clean and inspect oil radiator cooling fins .9. Remove and flush oil radiator .

10. Inspect rocket box covers for evidence of oil leaks. If found.replace gasket: torque cover screws 50 inch-pounds (See Note 9) .•••.•.•.

NOTE: Lycoming requires a Valve Inspection be made after every400 hours of operation (See Note 10.)

11. Inspect wiring to engine and accessories. Replace damaged wiresand clamps. Inspect terminals for security and cleanliness .

12. Inspect spark plug cable leads and ceramics for corrosion I

and deposits , .13. Check cylinder compression (Ref: AC 43. 13- IA) .14. Inspect cvlinders for cracked or broken fins .15. Fill engi~e with oil as per lubrication chart I

II :~: f~:;~C;~~~~it;~~' ~i ~~~~k :PI~g's' (Cie'a'~ ~~d' ~dj~~; ~~~ .~~ .

required. 0.015 to 0.0 I8 or 0.018 to 0.022. as per latestI revision of Lycoming Service Instruction :-':0. 1(42) .

I:-IOTE: If fouling of spark plugs has been apparent. rotate bottom

plugs to upper plugs., 18. Inspect ignition harnesses and insul~tors (High tension leakage. and continuity) .

19. Check magneto main points for clearance - Maintain clearanceat 0.018 j; 0.006 I

20. Inspect magneto for oil seal leakage I21. Inspect breaker felts for proper lubrication .22. Inspect distributor block for cracks. burned areas. and corrosion

and height of contact springs ' .I 23. Check magnetos to engine timing : Ii 24. Overhaul or replace magnetos (See Note 6) ; 1

25. Remove air cleaner screen and clean (Refer to Piper Service IYlanual) .

26. Drain carburetor and remove and clean carburetor inlet screenor remove and clean fuel injector inlet screen. (Clean injectornozzles as required) (Clean with acetone only) .

i 27. Inspect condition of carburetor heat or alternate air door ,and box 1

i

o o

ooo

o

ooo

o

13.6

INSPECTION REP, T~.=--- j;;_~/!;il.~-


1 B. ENGINE GROUP (con.) I ! ! !


INSPECTION REPORT 13.7

Inspection Time (hrs.) '


28. Inspect intake sealsfor leaks and clamps for tightness I .................. 29. Inspect condition ot flexible fuel lines (See Sote 17). ................... 30. Replace flexible fuel lines (See Note 17) .................... 31. Inspect fuel system for leaks.. ....................................... 32. lnspect and lubricate fuel selector valve (PA-24-180 and

250 per latest Piper Service Bulletin No. 354) (See Note 13 & 15) .................................................

.............. 33. Clean screens in electric fuel pump(s) (Plunger type pump) 34. Check fuel pumps for operation (Engine driven and electric). ............

1000

0

500 50

0 O 0 0

8 1

0 0 1 ° 0

I00

0

0 0

0 1 ! I

0

0

0

0 1 0

0 0

0

0

35. Overhaul or replace fuel pumps (Engine driven and electric) ....................................................... (See Note 6)

................................... 36. lnspect vacuum pumps and lines.. 37. Overhaul or replace vacuum pumps (See Note 6 ) . ...................... 38. Inspect throttle. carburetor heat or alternate air, mixture

and propeller governor controls for travel and operating condition .........................................................

39. lnspect exhaust stacks, connections and gaskets (Refer to PA-24 Service Manual, Section 111) (Replace gaskets as required) ..............

40. Inspect muffler, heat exchanger and baffles (Refer to PA-24 Service Manual, Section 111) ........................................

41. Inspect breather tube for obstructions and security ..................... 42. Inspect crankcase for cracks, leaks and security of seam bolts 43. Inspect engine mounts for cracks and loose mounting.. ................. 44. Inspect rubber engine mount bushings for deterioration

(Replace every 500 hours). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0

0

0

0 0 0 0

I I 0

1 8 1 " l 1 0 . 0

45. Inspect all engine baffles for cracks.. ................................. 1 i 0 .......................................... 46. lnspect firewall for cracks..

47. Inspect condition of firewall seals .................................... ' 48. Inspect condition and tension of generator or alternator drive i

belt .............................................................. 49. lnspect condition of generator or alternator and starter

i f 0 0 0 .................

50. Lubricate all controls per lubrication chan in Service Manual ........... 1 0 0 0 51. Overhaul or replace propeller governor (Refer to latest revision

Hanzell Service Letter No. 61) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I 52. Complete overhaul of engine o r replace with factory rebuilt ! (See Note 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

............................................... 53. Reinstall engine cowl i

0

0 0 0 0

0

0 0

f 0 0 0

0 0

: O

0 0

I 1 0


B. ENGINE GROUP (cont.)

Inspection Time (hrs.)·

50 100 500 1000

28. Inspect intake seals for leaks and clamps for tightness .................. 0 0 029. Inspect condition of flexible fuel lines (See 'ore 17) .................... 0 0 030. Replace flexible fuel lines (See ";ore 17) .................... 031. Inspect fuel system for leaks ......................................... 0 0 032. Inspect and lubricate fuel selector valve (PA-24-180 and

250 per latest Piper Service Bulletin No. 354)(See Note 13 & 15) ................................................. 0 0 0 I

33. Clean screens in electric fuel pump(s) (Plunger type pump) " ............ 0 0 0 034. Check fuel pumps for operation (Engine driven and electric) ............. 0 0 035. Overhaul or replace fuel pumps (Engine driven and electric)

I I(See Note 6) .............•......................................... 0 0 0

36. Inspect vacuum pumps and lines ..................................... I 0 0 037. Overhaul or replace vacuum pumps (See Note 6) .......................

I0

38. Inspect throttle. carburetor heat or alternate air. mixture I Iand propeller governor controls for travel and operating

Icondition ......................................................... 0 0 039. Inspect exhaust stacks, connections and gaskets (Refer to PA-24 !

IService Manual, Section III) (Replace gaskets as required) .............. 0 0 0 0

40. Inspect muffler, heat exchanger and baffles (Refer to PA-24Service Manual, Section III)

,0 0 0........................................ ,

41. Inspect brea,ther tube for obstructions and security ..................... 0 0 042. Inspect crankcase for cracks, leaks and security of seam bolts 0 0 043. Inspect engine mounts for cracks and loose mounting ................... 0 0 I 044. Inspect rubber engine mount bushings for deterioration

(Replace every 500 hours) .................. '" ...................... \ 0 0 045. Inspect all engine baffles for cracks ................................... 0 0 046. Inspect firewall for cracks ........................................... , 0 0 047. Inspect condition of firewall seals .................................... : 0 0 048. Inspect condition and tension of generator or alternator drive I

belt .............................................•......•......... I 0 0 049. Inspect condition of generator or alternator and starter ................. \ 0 0 050. Lubricate all controls per lubrication chart in Service Manual ........... 0 0 051. Overhaul or replace propeller governor (Refer to latest revision \

Hartzell Service Letter No. 61) ...................................... 052. Complece overhaul of engine or replace with factory rebuilt

(See Note 6) .................. '" .................................. I 053. Reinstall engine cowl ............................................... ! 0 0 0

,

INSPECTION REPORT


13.7

I . lnspect all air inlet ducting and compressor discharge ducting for worn spots. loose clamps or leaks.. . . . . . . . . . . . . , . . . . . . . . . . . . . . . . . .

2. lnspect engine air inlet assembly for cracks, loose clamps and screws ........................................................

3. lnspect waste gate housing, exhaust ducting, and exhaust stacks for signs of leaks or cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,

4. Carefully inspect all turbo support brackets. struts. etc., for breakage. sagging or wear.. . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . ,

5. Inspect all oil lines. fuel lines. and fittings for wear. leakage, heat damage or fatiguelSee Sore 17). . . . . . . . . . . . . . . . . . . . . . . . . ,

6. Actuate waste gate control: check spring pre-load and ! examine control for any pending sign of breakage.. . . . . . . . . . . . , . . . . . . . . 1 7. Remove inlet hose to compressor and visually inspect ! compressorwheel .................................................. i 8. Inspect the compressor wheel for nicks. cracks or broken

blades ............................................................ I 9. Inspect for excess bearing drag or wheel rubbing against i housing ........................................................... : 10. Inspect induction and exhausr components for worn or damaged

areas. loose clamps, cracks and leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ; I I . inspea rurbine wheel for broken blades or signs of rubbing . . . . . . . . . . . . . , 12. lnspect turbine heat blanket for condition and security.. . . . . . . . . . . . . . . . . 1 13. lnspect rigging of exhaust waste gates . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . ! 14. lnspect rigging o i alternate air control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15. Run up englne. check instrumenrs for smooth. steady response.. . . . . . . . . . 16. Remove all Turbocharger components from the engine. lnspect

and repair or replace as necessary.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D. CABIN GROUP


/ I. lnspect cabin entrance door. baggage compartment door 1 and windows for damage, operation and security.. . . . . . . . . . . . . . . . . . . . . . 1 2. lnspecr upholstery for tears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . / 3. lnspecr seats. seat belts. securing brackets and bolts . . . . . . . . . . . . . . . . . . . . i 4. lnspect trim operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5. lnspect rudder pedals. brake pedals. and cylinders for 1 operation and Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . .

6. lnspect parking brake . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . , . . . . . , . . . . ,

INSPECTION REPORT

C. TURBOCHARGER GROUP i

lnspecrion Time ihrs.)

TRAINXU6 PURPOSES ONLY

50 100 500 1000

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o

o

o

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o

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o

o

o

o

o

oooo

o I g

emove In ease a compressor an Vlsua y Inspectcompressor wheel .

8. Inspect the compressor wheel for nicks. cracks or brokenblades ,.

9. Inspect for excess bearing drag or wheel rubbing againsthousing .

to. Inspect induction and exhaust components for worn or damagedareas. loose clamps. cracks and leaks .

1 \ l. Inspect turbine wheel for broken blades or signs of rubbing .12. Inspect turbine heat blanket for condition and security .

1 13. Inspect rigging of exhaust waste gates .14. Inspect rigging of alternate air control "15. Run up engme. check instruments for smooth. steady response .16. Remove all Turbocharger components from the engine. Inspect

and repair or replace as necessary .

Inspection Time (hrs.)Nature of Inspection

50 100 500 1000

C. TURBOCHARGER GROUP

l. Inspect all air inlet ducting and compressor discharge ductingfor worn spots. loose clamps Or leaks .............................. , .. 0 0 0 0

2. Inspect engine air inlet assembly for cracks. loose clampsand SCrews ........................................................ 0 0 0 0 I3. Inspect waste gate housing, exhaust ducting, and exhauststacks for signs of leaks or cracks .................................... 0 0 0 0

4. Carefully inspect all turbo suppOrt brackets. struts. etc.•for breakage. sagging or wear. ....................................... 0 0 0 .0

5. Inspect all oil lines. fuel lines. and fittings for wear.leakage, heat damage or fatigue \See" Ole 17), ......................... 0 .. 0 0 I

I,

6. Actuate waste gate control: check spring pre·load and

I Iexamine control for any pending sign of breakage ...................... 0 0 0 0i

7 R 1 t h d II It

D. CABIN GROUP

I. Inspect cabin entrance door. baggage compartment doora nd windows for damage, operation and securitv .

2. Inspect upholstery for tears : .3. Inspect seats. seat belts. securing brackets and bolts .4. Inspect trim operation .5. Inspect rudder pedals. brake pedals. and cylinders for

operation and leaks .6. Inspect parking brake .

oooo

oo

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13.8

INSPECTION REPORT

/fl~~< C;:::.~


D. CABIN GROUP (cont.) I I

Nature of Inspectton

..................... 7. Inspect control wheels, column. pulleys and cables ................ 8. Check landing. navigation. cabin and instrument lights..

............................. 9. lnspect instruments, lines and attachments .............. 10. lnspect instruments, central air filter lines and replace filter.

I I. lnspect condirion of vacuum operated instruments and operation of electric turn and bank (Overhaul or replace as required) ..............

.................................... 12. Replace vacuum regulator filter.. 13. Replace filters, if equipped, in gyro horizon and directional

gyro .............................................................. 14. lnspect altimgter (Calibrate altimeter system in accordance

.................................... with FAR 91.170. if appropriate) ................... 15. Inspect operation of fuel selector valve (See Note 14)

....................... 16. lnspect oxygen outlets for defects and corrosion ...................... 17. lnspect oxygen system operation and components

/ E. FUSELAGE AND EMPENNAGE GROUP I l l 1 /

lnspect~on Time (hrs.)

I N S P E C T I O N REPORT

1000 I

I . Remove inspection panels and plates ................................. ........................ 2. Check fluid in brake reservoir (Fill as required)

3. lnspect battery, box and cables (Check a t least every 30 days. Flush box as required and fill battery per instructions

................................................ in Service Manual). 4. Inspect electronic installations .......................................

........................... 5. Inspect bulkheads and stringers for damage 6. Inspect loop and loop mount. antenna mount and electric . .


500 50 100

0

0

i

0

o i

o i 0

0

0 1 i

w f r ~ n e ............................................................ I i o i o 7 . inspect E.L.T. installation and condition of battery and

....................... antenna (See latest revision Piper S I L No. 820). 8. Remove, drain. and clean fuel filter bowl and screen (Drain I l o +

(Refer to Service Manual). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . / j O ! O / O I ; 12. lnspect stabilator bearings. bungee, and stabilator trim horns : control rod and trim mechanism for security of installation.

I , , ' ! damage and operation (Refer to latest Piper Service Bulletin

I 1 3'0.464) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 0 0 1 1 13. Inspect stabilator tip balance weight arm for cracks . . . . . . . . . . . . . . . . . . . .

I I I

...................................... i and clean at least every 90 days) 9. lnspect fuel lines. valves and gauges for damage and

1 operation (See Note 13). ............................................ I 10. Inspect security of all lines .......................................... / I I . Inspect stabilator and stabilator trim tabs for security of

0 0 0 0

0 1 0 0

0 q 0 I

0

mounting. free play of components and ease of operation

0 1 0 j 0 :

0 0 0 1 0

0 1 0

Inspection Time (hrs.)Nature of Inspection

50 100 500 1000

D. CABIN GROUP (cont.) II,

7. Inspect control wheels, column. pulleys and cables ..................... 0 0 08. Check landing. navigation. cabin and instrument lights •................. 0 0 09. Inspect instruments. lines and attachments ............................. 0 0 0 I

10. Inspect instruments. central air filter lines and replace filter. " ........... 0 0 0 ,

II. Inspect condition of vacuum operated instruments and operationof electric turn and bank (Overhaul or replace as required) .............. 0 0 0

12. Replace vacuum regulator filter ...................................... 0 0 013. Replace filters. if equipped. in gyro horizon and directional

gyro .. , ............................................................ 0 0i14. Inspect altimeter (Calibrate altimeter system in accordance

I with FAR 91.170. if appropriate) .................................... 1 0 0 0,

II

15. Inspect operation of fuel selector valve (See Note 14) ................... 0 0 0

\16. Inspect oxygen outlets for defects and corrosion ....................... 0 0 0

I 17. Inspect oxygen system operation and components ...................... 0 0 0

IE. FUSELAGE AND EMPENNAGE GROUP

I. Remove inspection panels and plates ................................. 0 0 02. Check fluid in brake reservoir (Fill as required) ........................ 0 0 0 03. Inspect battery. box and cables (Check at least every 30

days. Flush box as required and fill battery per instructionsin Service Manual) ................................................. 0 0 0 a

4. Inspect electronic installations ....................................... a a a5. Inspect bulkheads and stringers for damage ........................... a a a6. Inspect loop and loop mount. antenna mount and electric

wiring . ........................................................ '" a a a7. Inspect E.L.T. installation and condition of battery and

, antenna (See latest revision Piper S I L No. 820) ....•................... a a a8. Remove. drain. and clean fuel filter bowl and screen (Drain

and clean at least every 90 days) ..................................... a a a a,

9. Inspect fuel lines. valves and gauges for damage andI operation (See Note 13) ............................................. a a a!

10. Inspect security of all lines a 0 a..........................................I 11. Inspect stabilator and stabilator trim tabs for security of,

mounting. free play of components and ease of operation \I Refer to Service Manual) ........................................... a a a

, 12. Inspect stabilator bearings. bungee. and stabilator trim horns icontrol rod and trim mechanism for security of installation.

I

damage and operallon I Refer to latest PIper ServIce Bullelln'10. 464) ,

13. Inspect stabilator tip balance weight arm for cracks .

INSPECTION REPORT

~~< c-~


aa

aa

aa

13.9

I 1 lnsoection Time Ihrs.) I Xature of Inspection

1 E. FUSELAGE A N D EMPENNAGE GROUP (con*.) I I 14. lnspect fin front spar to fuselage attachment. per latest revision

of Piper Service Letter No. 751 and AD No. 75-12-06 . . . . . . . . . . . . . . . . . . 15. Inspect fin. rudder and stabilator surfaces for damages. . . . . . . . . . . . . . . . . . 16. Inspect rudder and rudder tab hinges. horns and attachments

................................. for security. damage and opera t ion . . ............................. 17. Inspect rudder trim mechanism operation

18. lnspect all control cables and trim cables for correct cable tension. and turnbuckles. guides. and pulleys for damage. operation and . . satetles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19. Replace rudder hinge bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20. lnspect rotating beacon ior wear. etc..

. . . . . . . . . . . . . . . . . . . . 21. Lubricate per lubrication chart in Service Manua l . . 22. lnspect security and condition of Autopilot bridle cables and

clamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23. Reinstall inspection panels and plates.

F. WING GROUP

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I. Remove inspection plates and fairings 2 . lnspect wing. aileron and flap surfaces lor damage and loose

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . rivets. and condition of wing tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3. lnspect condirton of walkway. . , 4. lnspect aileron attachments and hinges lor damage. looseness i and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . : 5. inspect aileron balance weight and arm for security and condit ion. . . . . . . .

6 . Replace outboard aileron hinges with Aileron Outboard Hinge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bracket Kit 5 0 . 7 6 0 914

: 7 . lnspect aileron cables for correct tension. pulleys. bellcranks and i control rods lor corrosion. damage and operation . . . . . . . . . . . . . . . . . . . . . . 1 Y , lnspect flap attachments and hinges. o r tracks and rollers for . damage. looseness and operation. Clean tracks and rollers. . . . . . . . . . . . . . . I 9. Inspect flap cables. pulleys. step lock. bellcranks and rods for

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . / corrosion. damage and operation ! 10. Replace pins and or bolts used with aileron hinges and flap 1 hinges or tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . / I I . Lubricate per lubrication chart in Service Manua l . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . 12. Inspect \vine attachment bolts and brackets (See Sore 18) !

INSPECTION REPORT

-


Inspection Time Ihrs.l:\ature of Inspection

50 100 500 1000

E. FUSELAGE AND EMPENNAGE GROl:P (cant.) .

14. Inspect fin front spar to fuselage attachment. per latest revisionof Piper Service Letter !';o. 751 and AD !';o. 75-12-06 .

15. Inspect fin. rudder and stabilator surfaces for damages .16. Inspect rudder and rudder tab hinges. horns and attachments

for security. damage and operation .17. Inspect rudder trim mechanism operation .18. Inspect all control cables and trim cables for correct cable tension.

and turnbuckles. guides. and pulleys for damage. operation andsaieties .

19. Replace rudder hinge bolts .20. Inspect rotating beacon for wear. etc .21. Lubricate per lubrication chart in Service Manual .22. Inspect security and condition of Autopilot bridle cables and

clam~ .23. Reinstall inspection panels and plates. : .

F. WING GROUP

000000

000000

000, 0 I 0 I

000000

000o ·0 0

I. Remove inspection plates and fairings .2. Inspect wing. aileron and flap surfaces for damage and loose

rivets. and condition of wing tips .3. Inspect condition of walkway , .4. Inspect aileron attachments and hinges for damage. looseness

and operation , , , , , . , , .5. Inspect aileron balance weight and arm for security and condition .. , .. , . ,6. Replace outboard aileron hinges with Aileron Outboard Hinge

Bracket Kit :\0. inO 914 .- Inspect aileron cables for correct tension. pulleys. bellcranks and

control rods for corrosion. damage and operation, , .8, Inspect flap attachments and hinges. or tracks and rollers for

damage. looseness and operation. Clean tracks and rollers , , . .. 09. Inspect flap cables. pulleys. step lock. bellcranks and rods for

corrosion. damage and operation .10, Replace pins and or bolts used with aileron hinges and flap

hinges or tracks. , , , , .II. Lubricate per lubrication chart in Service Manual ,. 012. Inspect wing attachment bolts and brackets I See :\ote 18) , , ..

INSPECTION REPORT13.10


o

oo

o

o

o

oo

o

oo

oo

o

o

o

oo

o

oo

oo

o

o

o

o

ooo

F. WING GROUP (cont.)


13. lnspect fuel tanks and lines for leaks and water . . . . . . . . . . . . . . . . . . . . . . . . 14. Fuel tanks marked for capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15. Fuel tanks marked for minimum octane rating.. . . . . . . . . . . . . . . . . . . . . . . . 16. Inspect switches to indicators registering fuel tank quantity. . . . . . . . . . . . . . 17. Inspect fuel cell vents.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18. lnspect thermos type fuel cap rubber seals for brittleness,

deterioration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19. Reinstall inspection plates and fairings.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Inspectton Time I hrs.) 1

/ G. LANDING GEAR GROUP I I I 1. lnspect oleo struts for proper extension. (Inspect for proper

i fluid level as required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , 2. lnspect nose gear steering control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. lnspect wheels for alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. Put airplane on jacks.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. lnspect tires for cuts. uneven or excessive wear and slippage.. . . . . . . . . . . . 6. Remow wheels. clean. inspect and repack bearings . . . . . . . . . . . . . . . . . . . . .

I I

7. Inspect wheels for cracks, corrosion and broken bolts.. . . . . . . . . . . . . . . . . . 8. Check tire pressure (Refer to Service Manual) ... . . . . . . . . . . . . . . . . . . . . . . . 0 9. Inspect brake lining and disc for wear and cracks . . . . . . . . . . . . . . . . . . . . . .

10. lnspect brake backing plates for cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I I . lnspect condition of brake lines.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. lnspect condition of shimmy dampener . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

j 13. Inspect gear forks for damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . 14. lnspect oleo struts for fluid leaks and scoring.. . . . . . . . . . . . . . . . . . . . . . . . .

i 8 15. lnspect gears struts. attachments. torque links, retraction

links and bolts for operation (See Note I I ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16. lnspect torque link bolts and bushings (Rebush as required) . . . . . . . . . . . . . 17. lnspect drag link bolts (Replace as required). . . . . . . . . . . . . . . . ;. . . . . . . . . . 18. Inspect gear doors and attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

! 19. lnspect warning horn and light for operation . . . . . . . . . . . . . . . . . . . . . . . . . . / 20. Retract gear - Check operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . , . . . I 21. Retract gear - Check doors for clearance and operation. . . . . . . . . . . . . . . . . I 22. lnspect emergency operation of gear (See latest revision Piper S . L 782) . .

23. lnspect Landing gear motor. transmission and attachments. . . . . . . . . . . . . . . , 24. lnspect anti-retraction system.. . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . , . I ! 25. lnspect position indicating switches and electrical leads for

( 50

INSPECTION REPORT


I00 500 1000 I Nature of Inspection

F. WING GROUP (cant.)


SQ. 100 500 1000

13. Inspect fuel tanks and lines for leaks and water .14. Fuel tanks marked for capacity .15. Fuel tanks marked for minimum octane rating .16. Inspect switches to indicators registering fuel tank quantity .17. Inspect fuel cell vents .18. Inspect thermos type fuel cap rubber seals for brittleness,

deterioration .19. Reinstall inspection plates and fairings .

G. LANDING GEAR GROUP

ooooo

oo

o 00 ' 0o 0o 0o 0

o 0o 0

I. Inspect oleo struts for proper extension. (Inspect for properfluid level as required) .

2. Inspect nose gear steering control .3. Inspect wheels for alignment .4. Put airplane on jacks .5. Inspect tires for cuts. uneven or excessive wear and slippage .6. Remove wheels. clean. inspect and repack bearings .7. Inspect wheels for cracks, corrosion and broken bolts .8. Check tire pressure (Refer to Service Manual) .9. Inspect brake lining and disc for wear and cracks .

10. Inspect brake backing plates for cracks , .II. Inspect condition of brake lines .12. Inspect condition of shimmy dampener .13. Inspect gear forks for damage .14. Inspect oleo struts for fluid leaks and scoring .15. Inspect gears struts. attachments. torque links. retraction

links and bolts for operation (See ~ote II) .16. Inspect torque link bolts and bushings (Rebush as required) .17. Inspect drag link bolts (Replace as required) .18. Inspect gear doors and attachments .

I 19. Inspect warning horn and light for operation .20. Retract gear - Check operation .. , .21. Retract gear - Check doors for clearance and operation , .22. Inspect emergency operation of gear (See latest revision Piper 5, L 782) ..23. Inspect landing gear motor. transmission and attachments .24. Inspect ami-retraction system .25. Inspect position indicating switches and electrical leads for

security .

INSPECTION REPORT


0 0 00 0 00 0 00 0 00 0 00 0 00 0 0

0 0 0 00 0 00 0 00 0 00 0 0

i 0 0 00 0 0

0 0 00 00 0

0 0 00 0 0

I 0 0 00 0 00 0 00 0 0

! 0 0 0

0 0 0

13.11

1 G. LANDING GEAR GROUP (conk) i l l ! ! Nature of Inspection

i

26. Inspect rubber assist bungee cords and check bungee arms for wear, cracks and /o r deformation. (See Note 12) ....................

.................... 27. Lubricate per lubrication chan in Service Manual. . ....................................... 28. Remove airplane from jacks..

H. OPERATIONAL INSPECTION

I . Check fuel pump and fuel tank selector operation.. .................... 2. Check indication of fuel quantity and pressure or flow

gauges ........................................................... 3. Check oil pressure and temperature indications ........................

............................... 4. Check generator or alternator o u t p u t . . ................................ 5. Check manifold pressure indications..

6. Check operation of carburetor heat or alternate a i r . . . . . . . . . . . . . . . . . . . . . 7. Check operation of brakes and parking brake .........................

................................... 8. Check operation of vacuum gauge ................................. 9. Check gyros for noise and roughness

......................................... 10. Check cabin heat operation ................................... I I . Check magneto switch operation..

...................................... 12. Check magneto RPM variation ............................... 13. Check throttle and mixture operation..

14. Check engine idle .................................................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15. Check propeller smoothness..

..................................... 16. Check propeller governor action 17. Check electronic equipment operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

......................................... 18. Check operation o i controls .......................................... 19. Check operation of flaps..

70. Check operation of Autopilot. including automatic pitch trim. and . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual Electric Trim (See Sore 16)

1. GENERAL


I I I I I I

INSPECTION REPORT

1000 50

I I Aircraft conforms to FAA Specifications.. ............................ / 1: All FAA Airworthiness Directive complied wirh ....................... 1 3. All Manufacturers Service Letrers and Bulletins complied with.. .........

4. Check for proper Flight Manual ..................................... 5 , .41rcrait papers in proper order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


0 0 0 0 0

100 500 Nature of Inspection


50 100 500 1000

G. LANDING GEAR GROUP (cont.)

o I 0I

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o

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o

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o

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I. Aircraft conforms to FAA Specifications .2. All FAA Airworthiness Directive complied with .3. All Manufacturers Service Letters and Bulletins complied with .4. Check for proper Flight Manual .5. Aircraft papers in proper order , .

26. Inspect rubber assist bungee cords and check bungee armsfor wear. cracks and! or deformation. (See Note 12) .

27. Lubricate per lubrication chan in Service Manual 'I

28. Remove airplane from jacks .

H. OPERATIONAL INSPECTION II. Check fuel pump and fuel tank selector operation " /2. Check indication of fuel quantity and pressure or flow I

gauges , 03. Check oil pressure and temperature indications '1' 04. Check generator or alternator output , 05. Check manifold pressure indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 06. Check operation of carburetor heat or alternate air. . . . . . . . . . . . . . . . . . . . . 07. Check operation of brakes and parking brake 08. Check operation of vacuum gauge 09. Check gyros for noise and roughness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0

, 10. Check cabin heat operation 0[II. Check magneto switch operation. .. . . .. . . . . . . . . .. .. . .. . .. . .. . .. .. .. .. 0I 12. Check magneto RPM variation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 0

1

13. Check throttle and mixture operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 014. Check engine idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 0

I 15. Check propeller smoothness , . . . . . . . . . . .. 0I 16. Check propeller governor action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 0! 17. Check electronic equipment operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0I 18. Check operation of controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 0

II 19. Check operation of flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 0. 20. Check operation of Autopilot. including automatic pitch trim. andII. ~~~~a~~~etriCTrim ISee '\ote 16) .

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IINSPECTION REPORT

13.12


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INSPECTION REPORT ADDENDUMS

1. Refer to the last card of the Piper Parts Price List - Aerofiche, for a checklist of current revision dates to Piper inspection reports and manuals.

2. All inspections or operations are required at each of the inspection intervals as indicated by a (0). Both the annual and 100 hour inspections are complete inspections of the airplane, identical in scope, while both the 500 and 1000 hour inspections are extensions of the annual or 100 hour inspection, which require a more detailed examination of the airplane, and overhaul or replacement of some major components. Inspections must be accomplished by persons authorized by the FAA.

3. Piper service bulletins are of special importance and Piper considers compliance mandatory.

4. Piper service letters are product improvements and service hints pertaining to servicing the airplane and should be given careful attention.

5 . Intervals between oil changes can be increased as much as 100% on engines equipped with full flow (cartridge type) oil filters, provided the element is replaced each 50 50 hours of operation.

6. Replace or overhaul as required or atengine overhaul (for engine overhaul, refer to latest revision of Lycoming Service Letter L201).

7. Replace flexible oil lines at engine TBO per latest revision of Lycoming Service Bulletin 240.

8. Inspections given for power plant are based on the engine manufacturer's operator's manual (Lycoming Part No. 60297-19). Any changes issued to the engine manufacturer's operator's manual supersede or supplement the instructions outlined in this report. Occasionally, service bulletins or service instructions are issued by

TRAIWIHG PURPOSES ONLY

PA-24 COMANCHE


INSPECTION REPORT ADDENDUMS

1. Refer to the last card of the Piper Parts Price List Aerofiche, for a checklist of current revision datesto Piper inspection reports and manuals.

2. All inspections or operations are required at each of theinspection intervals as indicated by a (0). Both theannual and 100 hour inspections are complete inspectionsof the airplane, identical in scope, while both the 500and 1000 hour inspections are extensions of the annual or100 hour inspection, which require a more detailed examination of the airplane, and overhaul or replacement ofsome major components. Inspections must be accomplishedby persons authorized by the FAA.

3. Piper service bulletins are of special importance andPiper considers compliance mandatory.

4. Piper service letters are product improvements andservice hints pertaining to servicing the airplane andshould be given careful attention.

5. Intervals between oil changes can be increased as much as100% on engines equipped with full flow (cartridge type)oil filters, provided the element is replaced each 5050 hours of operation.

6. Replace or overhaul as required or at engine overhaul(for engine overhaul, refer to latest revision ofLycoming Service Letter L201).

7. Replace flexible oil lines at engine TBO per latestrevision of Lycoming Service Bulletin 240.

8. Inspections given for power plant are based on the enginemanufacturer's operator's manual (Lycoming Part No.60297-19). Any changes issued to the engine manufacturer's operator's manual supersede or supplement theinstructions outlined in this report. Occasionally,service bulletins or service instructions are issued by

13.13


PA-24 COMANCHE


Avco Lycoming Division that require inspection procedures that are not listed in this manual. Such publications usually are limited to specific models and become obsolete after corrective steps have been accomplished. All such publications are available from Avco Lycoming distributors, or from the factory by subscription. Consult latest revision of Lycoming Service Letter L114 for subscription information. Maintenance facilities should have an up-to-date file of these publications available at all times.

9. Check cylinders for evidence of excessive heat indicated by burned paint on the cylinders. This condition is indicative of internal damage to the cylinder and, if found, its cause must be determined and corrected before the.aircraft is returned to service.

Heavy discoloration and appearance of seepage at the cylinder head and barrel attachment area is usually due to emission of thread lubricant used during assembly of the barrel at the factory, or by slight gas leakage which stops after the cylinder has been in service for awhile. This condition is neither harmful or detrimental to engine performance and operation. If it can be proven that leakage exceeds these conditions, the cylinder should be replaced.

10. At every 400 hours of engine operation, remove the rocker box covers and check for freedom of valve rockers when valves are closed. Look for evidence of abnormal wear or broken parts in the area of the valve tips, valve keeper, springs and spring seat. If any indications are found, the cylinder and all of its components should be removed (including the piston and connecting rod assembly) and inspected for further damage. Replace any parts that do not conform with limits shown in the latest revision for Service Table of Limits SSP 1776.

11. Refer to Section VI of PA-24 Service Manual for proper inspection and wear limits.

TR4IIIIII6 PURPOSES MLY

PA-24 COMANCHE


Avco Lycoming Division that require inspection proceduresthat are not listed in this manual. Such publicationsusually are limited to specific models and becomeobsolete after corrective steps have been accomplished.All such publications are available from Avco Lycomingdistributors, or from the factory by subscription.Consult latest revision of Lycoming Service Letter Ll14for subscription information. Maintenance facilitiesshould have an up-to-date file of these publicationsavailable at all times.

9. Check cylinders for evidence of excessive heat indicatedby burned paint on the cylinders. This condition isindicative of internal damage to the cylinder and, iffound, its cause must be determined and corrected beforethe-aircraft is returned to service.

Heavy discoloration and appearance of seepage at thecylinder head and barrel attachment area is usually dueto emission of thread lubricant used during assembly ofthe barrel at the factory, or by slight gas leakage whichstops after the cylinder has been in service for awhile.This condition is neither harmful or detrimental toengine performance and operation. If it can be proventhat leakage exceeds these conditions, the cylindershould be replaced.

10. At every 400 hours of engine operation, remove the rockerbox covers and check for freedom of valve rockers whenvalves are closed. Look for evidence of abnormal wear orbroken parts in the area of the valve tips, valve keeper,springs and spring seat. If any indications are found,the cylinder and all of its components should be removed(including the piston and connecting rod assembly) andinspected for further damage. Replace any parts that donot conform with limits shown in the latest revision forService Table of Limits SSP 1776.

11. Refer to Section VI of PA-24 Service Manual for properinspection and wear limits.

13.14


PA-24 COMANCHE

12. Replace bungee cords every 500 hours in service or every three years, whichever occurs first.

13. For PA-24-400, refer to latest Piper Service Letter 851.

14. Refer to latest revision of Piper Service Bulletin 354.

15. If the fuel selector valve has 400 hours or more total time in service, inspect valve within the next 100 hours of aircraft operation and every 400 hours thereafter. Inspect the valve in accordance with instructions in Section VIII of the service manual and lubricate per lubrication chart in Section 11.

16. Refer to flight manual supplement for preflight and flight check, for intended function in all modes.

17. Replace all Rajay turbo air, fuel and oil hoses upon condition or every five years.

18. Refer to and comply with Airworthiness Directive 82-19-01.

19. Refer to VSP 69.

TRAINING PURPOSES OnLY

PA-24 COMANCHE


12. Replace bungee cords every 500 hours in service or everythree years, whichever occurs first.

13. For PA-24-400, refer to latest Piper Service Letter 851.

14. Refer to latest revision of Piper Service Bulletin 354.

15. If the fuel selector valve has 400 hours or more totaltime in service, inspect valve within the next 100 hoursof aircraft operation and every 400 hours thereafter.Inspect the valve in accordance with instructions inSection VIII of the service manual and lubricate perlubrication chart in Section II.

16. Refer to flight manual supplement for preflight andflight check, for intended function in all modes.

17. Replace all Rajay turbo air, fuel and oil hoses uponcondition or every five years.

18. Refer to and comply with Airworthiness Directive82-19-01.

19. Refer to VSP 69.


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CHAPTER 14

OPER TING TIPS

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PA-24 COMANCHE

OPERATING TIPS

CHAPTER 14

CONTENTS


PAGE

14.1


PA-24 COMANCHE

OPERATING TIPS

CHAPTER 14

CONTENTS


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PA-24 COMANCHE

OPERATING TIPS

CHAPTER 14

GENERAL INFORMATION

In the operation of Comanches, as in any other aircraft, there are a few points of technique that apply. The following operating tips may be helpful.

1. Remember that when the instrument or navigation lights are on, the gear position lights are very dim. (Model dependent.)

2. Learn to trim the airplane for take-off with varying loads so only a very slight back pressure on the wheel is required to rotate the airplane from 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 on the various models is listed below. Trying to pull the airplane off the ground at too low an airspeed will increase rather than decrease the take-off roll.

PA-24-180 65 MPH PA-24-250 65 MPH PA-24-260 65 MPH PA-24-260 Turbo 70 MPH PA-24-400 80 MPH

5. Although it is permissible to extend the landing gear at speeds up to 150 MPH, the loads on the landing gear extension motor and on the gear doors are much lower if slower speeds are used.

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.


PA-24 COMANCHE

OPERATING TIPS

CHAPTER 14

GENERAL INFORMATION

In the operation of Comanches, as in any other aircraft,there are a few points of technique that apply. The following operating tips may be helpful.

1. Remember that when the instrument or navigation lightsare on, the gear position lights are very dim. (Modeldependent.)

2. Learn to trim the airplane for take-off with varyingloads so only a very slight back pressure on the wheelis required to rotate the airplane from the ground ..

3. On take-off, do not retract the gear prematurely. Theaircraft may settle and make contact with the groundbecause of lack of flying speed, atmospheric conditionsor rolling terrain.

4. The best speed for take-off on the various models islisted below. Trying to pull the airplane off theground at too Iowan airspeed will increase rather thandecrease the take-off roll.

PA-24-180PA-24-250PA-24-260PA-24-260 TurboPA-24-400

65 MPH65 MPH65 MPH70 MPH80 MPH

5. Although it is permissible to extend the landing gearat speeds up to 150 MPH, the loads on the landing gearextension motor and on the gear doors are much lower ifslower speeds are used.

6. The flaps can be lowered at airspeeds up to 125 MPH. Toreduce flap operating loads, however, it is desirable toslow the airplane to 100 MPH or less before extendingthe flaps.

14.1


PA-24 COMANCHE

OPERATING TIPS

7. If the flaps 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. Before attempting to reset any circuit breaker, allow a two to five minute cooling off period.

9. 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. (Models with the emergency gear lever above the floor. )

10. If, under unusual circumstances, the landing gear motor is apparently being overloaded and the circuit breaker opens repeatedly, the electric motor can be assisted by applying light hand pressure to the emergency gear lever. (Models with the emergency gear lever above the floor. )

11. When landing and upon making contact with the main wheels, neutralize the rudder pedals, apply additional back pressure to the control wheel. If a short field landing is desired, retract the flaps as soon as the airplane is on the ground. This gives best directional control on the ground and provides for full effectiveness of the brakes during the landing roll.

TRAIIIWG PURPOSES ONLY

PA-24 COMANCHE

OPERATING TIPS

7. If the flaps actuating mechanism is not properly maintained, it is possible for one or both flaps to remaindown. Therefore, in extending or retracting the flaps,it is recommended to do so in steps to avoid undesirableroll due to asymmetric flaps. If one flap sticks down,the other can usually be controlled so that the pilotcan achieve symmetric positions.

8. Before attempting to reset any circuit breaker, allowa two to five minute cool,ing off period.

9.

10.

11.

14.2

During gear operation, keep the floor area under theemergency gear lever clear. Restriction to movement ofthe lever will cause the gear motor circuit breaker toopen. (Models with the emergency gear lever above thefloor. )

If, under unusual circumstances, the landing gear motoris apparently being overloaded and the circuit breakeropens repeatedly, the electric motor can be assisted byapplying light hand pressure to the emergency gearlever. (Models with the emergency gear lever above thefloor. )

When landing and upon making contact with the mainwheels, neutralize the rudder pedals, apply additionalback pressure to the control wheel. If a short fieldlanding is desired, retract the flaps as soon as theairplane is on the ground. This gives best directionalcontrol on the ground and provides for full effectiveness of the brakes during the landing roll.


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