AD Hours: Landing Gear: every 1,000 hrs rebuilt, Bungy Cords every 3 years Tail Horn: every 1,000 hrs Took a Flight to Breakfast and along the way discussed the 2 main AD's with the Piper Comanche
Really appreciate you sharing your experience on landing the Comanche with me and for calling me back even though you were in Spain. You are just awesome and what a good ambassador of General Aviation Pilots should be. THANK YOU Bill Wood N5600P 1959 PA 24 - 50
Check with Webco on the 1000 hours gear AD, they have all the pieces parts. They are in Newton Kanas. I made a 9: o’clock app,and they were done by closing. I flew home to GXY Colorado the next morning.
That is a sweet little plane! I've had some lessons in a 152, and would love to try a low wing some day. I had to quit because it was becoming too expensive, and I'll admit that when the emergency training started it turned my stomach for a bit. Stay safe!
@@pipercomanche2506 I just might. What's funny is how planes are similar to a tractor. The way the throttle works, and how uneventful the cruising is between take off and landing. It's like you're just plowing along at level flight. Don't get me wrong. It's way cooler than that. But that came to mind when I flew. I've raced cars and motorcycles all my life, and was never scared much. But not having anything holding my ass up but that blender is a little bit freaky to me. I own a machine shop, and I have experience with all kinds of machines and instruments, and I understand what causes them to fail so it's hard for me to trust them. That's my real hangup I suppose. Again, that is a really nice plane you got there. And your videos are really cool as well. Thanks for the response. Be well, and keep having fun!
Good airplanes, My dad bought a 180 and after my experience flying all the other Comanches and hearing about how the 180 is only half a Comanche it truly is the best flying out the bunch, light wing loading and nicely rigged it creeps to 145kts with me solo. That’s as good or better than Mooney’s C thru E models and. It’s much more comfortable. Back seat like a 57 Chevy. The early 250 is my favorite for get up and go but not much faster than the 180 in cruise.
Hitt Aviation Services 61 250 owner here. Anyone who says the 180 is half a Comanche is an idiot. Doesn’t climb as fast but a lot more enjoyable when you look at the fuel bill.
Hi Michael, I'm really enjoying your videos and have learned quite a bit about the Comanche through you. I'm looking at getting back into flying after an 8 year hiatus because my 16 yr old is now interested and is starting lessons. Since my son is looking at this being a career I've been researching SELs for time builders and the Comanche 180 is near the top of my list. With the factory flood and the loss of their tooling, how difficult is it to find replacement parts for the Comanche? Keep up the videos!
Hi Bill, Nice to hear your son is interested in flying . I have never flown a 180 but folks that have say they are the best flying of all the Comanches. I guess that makes sense at the Lycoming 360 is the motor it was designed for. You are not going to carry 4 adults and full fuel with one, but for 3 they are very capable. So far, for me, parts have not been an issue. With companies like Webco, Matt Kurke, and others supplying parts that are hard to find in a salvage yard I have not had any issues at all. Good luck with your search. Mike
Raleigh Leesman I don’t know if it is $4500, I am guessing. I could be lying to myself, maybe it is just wishful thinking. Cliff has done a ton of them, he will know.
The best way to grease a Comanche is 8O on final 70 if you know your shit, slight slip regardless of wind and trim the weight off the nose ,roll in a little above idle on the throttle then Touch one main wheel first as smoothly as you can holding steady rudder and the other one will follow. You’ll never feel it touch and will grease it every time. If you land it by the book or like a Cessna it’s gonna thump hard when that wing gives up flight.
TAil horn every 1000 hours even if you have the Australian horn???? Confused on that. Landing gear i believe if you have the brass insert you don't have to redo???Correct me if i'm wrong
I always wonder if I would get used to the trim lever on the old Pipers. I've done all of my flying in 172s, Warriors, and Arrows, so I'm used to the up/down forward/backward trim wheel. The wheel seems more intuitive.
Jon the Pilot Hi Jon, When I started I used a mental trick. Picture your hand smacking your head if I am hitting the front of my head as I rotate the trim I would look up. This is trimming the nose up. If I rotate it the other direction, I would be smacking he back of my head, making me look down. That is nose down. After a few flights it becomes second nature and is no longer thing of it.
@@pipercomanche2506 Thanks, Michael. I don't think I could forget that if I ever get a chance to fly one of these old birds. I absolutely love your Comanche, especially the upgrades you've done to the panel. Have you ever thought about replacing the old yokes with newer Piper yokes?
Jon the Pilot The Comanche has a very thick tube that the yokes hook too. None of the modern piper yokes will fit. I would need to find an Aztec Yoke, maybe a Dutchess Yoke would work. To be honest I kind of like the yokes. :-)
ken johnson Hi Ken, there are a few minor differences. I suppose the biggest difference is 260 is normally fuel injected, while the 250 is normally carbureted. I think there is a tad more maintenance with the 260, but you do not have to worry about carb ice. The 260 has 10 more horsepower and might be a couple MPH faster. 250 with tip tanks has a more flexible weight loading. 250 without tips only carries 60 gal of gas so range is limited to 3.0 hrs or so. They are pretty much the same aircraft, in my view they have just minor differences.
@@pipercomanche2506 The in-wing aux tanks were optional on the '61 model of the 250 and standard on the '62 and later. The 260 has single fork landing gear which cuts the drag a bit and with the additional power it is a bit faster. Your advise on a pre-purchase inspection is spot on. I would add that Webco in Newton, KS is also a good Comanche shop. For people looking for mechanic recommendations, the Airworthy Comanche Forum - forums.delphiforums.com/comanches/start or there is a Facebook page as well. Unfortunately, there isn't a list anywhere of Comanche savvy mechanics.
Kristin Winter Nice , Thank You. I get asked the Mechanic question often, when folks are looking at Comanches or are wanting to do a pre-buy. I always pointed them to Heritage, Clifton Aero, or Webco, but did not know anyone out east or out west. I lurk on Airworthy Comanche Forum, and the Piper Comanche facebook group but did not think to send them there because I did not think there was a thread listing Mechanics. I had not thought about it but, I guess they could still just ask the question on the board. I did ask Cliff over at Heritage Aero about it and he said he thought the reason why the Comanche Owners Club (no longer a member myself) did not do it was for liability reasons. I think information like this will be good for the subject of an upcoming video. Thanks again.
You will be very happy with either the 250 or 260. I have flown both extensively. The 260 cruises 3 mph faster than the 250 and the engine runs slightly smoother because of the fuel injection. The carbureted 250 always starts within 3 blades whether it is hot or cold and the fuel injected 260 will be be troublesome to start when hot or flooded but once you learn the appropriate starting procedure, it is no big deal. Do not consider purchasing a 250/260 unless it has the 90 gallon fuel capacity. I have 2000 hours in a 250 and carburetor ice was never even a factor. If I am not mistaken, I think there are even a few fuel injected 250's out there that were built during the transition period.
Hi Monkey. I guess I don't understand the question. 3016 was the alt setting and that has nothing to do with needing flaps for take off. I sometime use flaps if the field is soft for short, but normally do use T/O flaps at all. Mike
Hi Mike. Is the comanche allowed to Instrumental Flight? I can see all the needed instruments for this, but in the paragraph for IFR and ILS is saying you also need Slip-Skid indicator. As I know, even the C172r doesn't has one but allowed to perform IFR. Any thoughts about this?
Michael Movshovich Morning Mike, yes I have a turn and slip/skid Indicator in the panel, at this camera angle you cannot see it because of the IPad. It is the instrument that drives my autopilot.
@@pipercomanche2506 So you able to make full instrumental flight in zero visibility, nice! Any way, Comanche is an awesome machine, nice to see you so carrying about it! Have a nice weekend, Mike!
Keep a tight one and deep pockets. Shit happens when you least expect it. Sweaty palms. The 3rd one is the one that will get you. Wait till you see some real turbulence. lol. If you survive. Head for the nearest bar, if your still alive. Fall asleep and end of story. Contact departure.
