Comanche PIPER PA-24 User guide
A
Z/5
NG
p
e
LT
LA
L
Rl
1%
MODEL
PA-24
and
PA-24-250
Owner’s
Handbook
P11
Piper
Aircraft
Corporation,
Lock
Haven,
Pa.
U.
s.
A.
Additional
copies
of
this
manual
may
be
purchased
by
writing
to
the
SERVICE
DEPARTMENT,
PIPER
AIRCRAFT
CORPORATION,
Lock
Haven,
Pennsylvania,
U.S.A.
Published
by
TECHNICAL
PRODUCTIONS
Piper
Aircraft
Corporation
Revised:
October
1963
SECTION
I
SPECIFICATION
FEATURES
Power
Plant
.
Performance
Weights
Fuel
Baggage
Dimensions
.
Landing
Gear
THE
PIPER
COMANCHE
SECTION
1
SPECIFICATION
FEATURES:
POWER
PLANT
PA-24-180
PA
-24-250
Engine
Lyc.
O-360-A1D
Lyc.
O-540-A1DS
Rated
Horsepower
180
250
Rated
Speed
RPM
2700
2575
Bore,
inches
5.125
5.125
Stroke,
inches
4.375
4.375
Displacement,
cubic
inches
361
541.5
Compression
Ratio
8.5:1
8.5:1
Dry
Weight,
pounds
285
396
Fuel
Consumption
(75%
power
gph)
10 14
Oil
Sump
Capacity,
quarts
8
12
Fuel
Aviation
Grade
Octane
91/96
91/96
PERFORMANCE
Take-off
Run
(ft.)
750
750
Best
Rate
of
Climb
Speed
(MPH)
96
105
Rate
of
Climb
(ft.
per
min.)
910
1,
350
Service
Ceiling
(ft.)
18,500
20,
000
Absolute
Ceiling
(ft.)
21,
000
22,000
Top
Speed
(MPH)
167
190
Cruising
Speed
(75%
power,
sea
level,
(MPH)
150
171
Optimum
Cruising
Speed,
(75%
power,
optimum
altitude)
160
181
SECTION
I
THE
PIPER
COMANCHE
SPECIFICATION
FEATURES:
(cont)
PERFORMANCE
PA-24-180
PA-24-250
Fuel
Consumption
(Gal.
per
hr.,
75%
power)
10
14
Cruising
Range
(75%
sea
level,
std.
fuel)
S
hrs,
750
mi.
4.3
hrs,
740
mi.
Cruising
Range,
Optimum
(std.
fuel)
6.2
hrs,
920
mi.
7.5
hrs,
1100
mi.
Cruising
Range
(75%
sea
level,
reserve
fuel)
6
hrs,
900
mi.
6.4
hrs,
1100
mi.
Cruising
Range
Optimum
(Reserve
fuel)
7.5
hrs,
1100
mi.
11.2
hrs,
1650
mi.
Stalling
Speed
(flaps
down,
MPH)
61
61
Landing
Roll
(flaps
down,
ft.)
600
650
Published
figures
are
optimum
for
custom
airplanes
flown
at
gross
weight under
standard
conditions
at
sea
level
unless
otherwise
stated.
WEIGHTS
PA-24-180
PA
-24-250
Gross
Weight
(1bs)
2,
550
2,900
Empty
Weight
(Standard)
(lbs)
1,
530
1,
690
THE
PIPER
COMANCHE
SECTION
I
SPECIFICATION
FEATURES:
(cont)
WEIGHTS
PA-24-180
PA-24-250
USEFUL
LOAD
(Standard)
(lbs)
1,020
1,210
Empty
Weight
(Custom)
(1bs)
1,
550
1,700
USEFUL
LOAD
(Custom)
(lbs)
1,
000
1,
200
Empty
Weight
(Super
Custom)
(lbs)
1,
570
1,755
USEFUL
LOAD
(Super
Custom)
(ibs)
980
1,165
FUEL
Fuel
Capacity
(Standard)
(gal)
S0
60
Fuel
Capacity
(With
Reserve
Fuel)
(gal)
60
90
Oil
Capacity
(qts)
8
12
BAGGAGE
Maximum
Baggage
(1bs)
200 200
Baggage
Door
Size
20
in.
x
20
in.
20
in.
x
20
in.
Baggage
Compart-
ment
Size
20
cubic
ft.
20
cubic
ft.
SECTION
I
THE
PIPER
COMANCHE
SPECIFICATION
FEATURES:
(cont)
DIMENSIONS
PA-24-180
PA
-24-250
Wing
Span
(ft)
36
36
Wing
Area
(sq.
ft.)
178
178
Wing
Loading
(lbs.
per
sq.
ft.)
14.3
16.3
Length
(ft.)
24.9
Height
(ft.)
7.3 7.3
Power
Loading
(lbs.
per
HP)
14.2
11.6
LANDING
GEAR
Wheel
Base
(ft.)
6.5
6.5
Wheel
Tread
(ft.)
9.8
9.8
Tire
Pressure
(l1bs.)
Nose
27
27
Main
27
42
SECTION
II
DESIGN
INFORMATION
Engine
and
Propeller
.
Structures
.
Landing
Gear
.
Control
System
Fuel
System
Electrical
System
Heating
and
Ventilating
System
Instrument
Panel.
Baggage
Compartment.
Seats
.
10
12
13
15
16
16
THE
PIPER
COMANCHE
SECTION
II
SECTION
II
DESIGN
INFORMATION
ENGINE
AND
PROPELLER
The
Comanche
PA-24-180
is
equipped
with
a
Lycoming
0-360-A
engine
ratedat
180
HPat
2700
RPM
while
the
PA-24-250
is
powered
by
a
Lycoming
O-540-A
engine,
developing
250
HP
at
2575
RPM.
Both
engines
are
direct
drive,
wet
sump,
hori-
zontally
opposed
models.
The
compressionratio
of
8.5to
1
and
the
required
use
of
91/96
Aviation
fuel
is
the
same
for
both
the
four
cylinder
180
HP
engine
and
the
six
cylinder
250
HP
engine.
The
engines
are
furnished
with
a
geared
starter,
50
ampere
12
volt
generator,
vacuum
pump
drive,
and
carburetor
air
box
and
filter.
Exhaust
gases
from
the
engine
are
carried
overboard
through
an
exhaust
manifold.
The
manifold
incorporates
a
stainless
steel
muffler
fitted
with
a
heater
shroud
which
provides
heat
for
both
the
cabin
interior
and
the
carburetor
heat
system.
Engine
cooling
is
accomplished
without
the
usual
cowl
flaps,
exhaust
augmenters,
or
drag
producing
fixed
cowl
flanges.
There
are
two
different
models
of
Hartzell
propellers
used:
the
180
Comanche
carries
a
Model
HC-92ZK-8D
while
the
"250"
utilizes
the
Hartzell
Model
HC-A2XK-1.
The
propeller
is
controlled
by
a
governor
mounted
on
the
engine
which
supplies
oil
to
the
propeller
through
the
180
HP
LYCOMING
0-360
SECTION
II
THE
PIPEKER
COMANCHE
engine
shaft.
The
governor
in
turn
is
controlled
by
the
propeller
control
in
the
cockpit.
STRUCTURES
Structures
are
of
sheet
a
aluminum
construction,
and
are
designed
to
ultimate
load
factors
well
in
excess
of
normal
requirements.
All
components
are
com-
250
HP
LYCOMING
O-540
pletely
zinc
chromate
primed,
exterior
surfacesare
coated
with
acrylic
lacquer.
The
main
spars
of
the
wings
are
jointed
with
high
strength
butt
fittings
in
the
center
of
the
fuselage,
making
in
effect
a
continuous
main
spar.
The
spars
are
attached
to
the
fuselage
at
the
side
of
the
fuselage
and
in
the
center
of
the
structure;
wings
are
also
attached
at
the
rear
spar
and
at
an
auxiliary
front
spar.
The
wing
airfoil
section
is
a
laminar
flow
type,
NACA
-
642A215,
with
maximum
thickness
about
40%
aft
of
the
landing
edge.
This
permits
the
main
spar,
located
at
the
point
of
_
-
maximum
thickness,
to
pass
through
the
cabin
under
the
rear
seat,
providing
unob-
structed
cabin
floor
space
ahead
of
the
rear
seat.
LANDING
GEAR
The
nose
gear
is
steer-
able
with
the
rudder
pedals
through
a
40
degree
arc.
During
retraction
of
the
gear
the
steering
mechanism
is
THE
PIPER
COMANCHE
SECTION
II
SECTION
II
THE
PIPER
COMANCHE
disconnected
automatically-
to
reduce
rudder
pedal
loads
in
flight.
The
nose
gear
is
equipped
with
a
hydraulic-
shimmy
dampener.
Retraction
of
the
landing
gear
isaccomplished
through
the
useof
an
electric
motor
and
gear
train
located
under
the
floorboards,
actuating-
push-pull
cables
to
each
of
the
gears.
The
landing
gear
e
R
motor
is
activated
by
a
se-
lector
switch
located
on
the
instrument
panel.
To
guard
againstinadvertent
movementof
the
landing
gear
selector
on
the
ground,
a
mechanical
guard
is
positioned
just
below
the
selector
handle.
The
handle
mustalso
be
pulledaft
be-
fore
moving
it
upward.
The
gear
selector
is
in
the
shape
of
a
wheel
to
differentiate
it
from
the
electric
flap
control
knob,
which
hasanairfoil
shape.
Asanadded
safety
feature,
the
warning
horn
is
connected
to
the
gear
selector
switch.
The
horn
will
then
operate
if
the
selector
is
moved
to
the
"UP"
position
with
the
master
switch
on
and
the
weightof
the
airplaneis
onthe
landing
gear.
As
a
final
safety
factor
to
prevent
gear
retraction
on
the
ground,
an
antiretraction
switch
is
installed
on
the
left
main
gear.
This
preventsthe
e-
lectric
circuit
to
the
landing
gear
motor
from
being
com-
pleted
until
the
gear
strut
is
fully
extended.
A
green
lighton
the
instrument
panel
below
the
landing
gear
switch
is
the
indication
that
all-
gears
are
down
and
locked.
The
warning
horn
will
also
sound
if
the
power
is
reduced
below
approximately
12"
of
manifold
pressure
and
the
'I;HE
PIPER
COMANCHE
SECTION
II
gear
has
not
been
lowered.
The
telescoping
emergency
gear
handle
should
notbe
used
as
the
primary
indication
that
the
gear
is
down
and
locked.
Anamber
lightabove
the
switch
indicates
gears
up.
THE
INDICATION
LIGHTS
ARE
AUTOMATICALLY
DIMMED
WHEN
THE
NAVIGATION
LIGHTS
ARE
TURNED
ON.
The
brakes
on
the
Com-
anche
are
actuated
by
toe
brake
pedals
mounted
on
the
left
set
of
rudder
pedals
or
by
a
hand
lever
protruding
from
under
the
instrument
panel.
Hydraulic
brake
cylinders
are
located
above
the
left
rudder
pedals
and
are
accessible
inthe
cockpit
for
servicing.
Parking
brake
valves
are
incorporated
in
each
cylinder.
Two
cables
extending
from
the
parking
brake
"T'
handle
are
attached
to
the
parking
brake
valves.
To
prevent
inadvertent
application
of
the
parking
brake
in
flight,
a
safety
lock
is
incorporated
in
the
valves
thus
eliminating
the
possibility
of
puiling
out the
"T"
handle
until
pressure
is
applied
by
use
of
the
toe
brakes
or
the
hand
lever.
CONTROL
SYSTEM
The
flight
controls
on
the
Comanche
are
the
conventional
three
control
type
operated
by
a
control
column
and
rudder
pedals.
The
all
movable
stabilator,
with
an
anti-servo
tab
which
also
acts
as
a
longitudinal
trim
tab,
pro-
vides
extra
stability
and
con-
trollability
with
less
size
drag
and
weight.
SECTION
II
THE
PIPER
COMANCHE
Provision
for
directional
and
longitudinal
trim
is
pro-
vided
by
an
adjustable
trim
mechanism
for
the
rudder
and
stabilator.
Dual
flight
controls
are
installed
in
the
Comancheas
standard
equip-
ment.
A
hand
brake
is
provided
to
operate
the
brakes
while
occupying
the
right
seat.
The
flaps
on
the
Com-
¢
e
anche
180
are
mechanically
operated
and
can
be
positioned
in
three
locations
of
9°,
18°,
and
27°.
Locks
on
the
inboard
ends
of
the
flaps
hold
them
in
the
"UP"
position
so
that
the
right
flap
can
be
stepped
on
for
entry
or
exit.
A
second
lock
is
incorporated
on
the
Comanche
250
to
prevent
the
flap
from
going
full
down
in
case
a
step
load
is
applied
and
the
full
up
lock
was
not
fully
engaged.
Installed
on
the
Comanche
250
are
electrically
operated
Max-Lift
flaps.
As
the
flaps
are
operated
by
an
electric
motor
they
can
be
lowered
and
stoppedin
any
desired
position.
The
flap
control
switch
is
located
on
the
nose
wheel
well
just
above
the
rudder
trim
control.
Located
on
the
instrument
panel
is
a
flap
position
indicator
which
is
marked
to
show
the
degrees
of
flap
travel.
A
range
for
take-off
operation
is
also
shown.
FUEL
SYSTEM
The
fuel
for
the
Com-
anche
is
carried
in
two
rubber-like
fuel
cells
located
in
the
inboard
leading
edge
sections
of
the
wings.
Cap-
acity
of
these
cells,
which
are
classified
as
the
main
10
THE
PIPER
COMANCHE
SECTION
II
fuel
cells,are
30
gallons
each.
On
the
180
Comanche
50
gal-
lons
of
fuel
is
called
out
as
the
standard
fuel
capacity.
To
obtain
this
amount
of
fuel
it
is
necessary
to
fill
the
cells
only
to
the
bottom
of
the
filler
neck.
To
obtain
the
standard
fuel
load
plus
reserve
quantity
the
cells
are
filled
to
the
top
of
the
filler
neck.
This
sys-
tem
provides
a
reserve
fuel
capacity
for the
180
Comanche
without
the
necessity
for
extra
Fuel
Selector
-
PA-24-250
cells.
On
the
250
Comanche
60
gallons
is
the
standard
fuel
capacity
of
which
56
gallons
is
usable;
however,if
auxiliary
fuel
cells
are
installed
the
fuel
capacity
is
increased
to
90
gallons
of
which
86
gallons
is
usable.
As
optional
equipment
for the
Comanche
250
only,
a
30
gallon
auxiliary
fuel
system
is
available.
The
system
consists
of
two
15
gallon
fuel
cells
installed
in
the
wings
just
outboard
of
the
main
fuel
cells.
Use
auxiliary
fuel
in
level
flight
only.
The
cells
should
be
kept
full
of
fuel
during
storage
of
the
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
pro-
vided.
This
pump
is
operated
during
starting,
take-offs,
and
landings.
Two
auxiliary
pumps
are
used
on
the
Comanche
250.
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
in
the
cockpit
by
opening
the
hinged
access
door
located
in
the
floorboard
just
aft
of
the fuel
11
SECTION
II
THE
PIPER
COMANCHE
selector
valve
and
moving
the
quick
drain
valve
handle
to
the
full
aft
position.
The
general
procedure
for
drain-
ing
the
fuel
system
is
to
open
the
strainer
quick
drain
for
a
few
seconds
with
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
T
:
Fo
bl
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
over-
board.
Fuel
quantity
is
indicated
by
an
electric
gauge
located
in
the
instrument
cluster.
The
instrument
is
connected
to
a
transmitter
unit
located
inthe
fuel
cell.
On
the
180
Comanche,
two
individual
indicating
systems
are
used,
one
for
each
main
cell.
The
Comanche
250
incorporates
only
one
fuel
quantity
gauge.
This
gauge
will
indicate
the
amount
of
fuel
in
the
cell
that
is
selected.
An
over-ride
system
is
incorporated
so
that
it
is
possible
to
check
the
amount
of
fuel
available
in
the
remaining
cells
without
moving
the
selector
handle
to
that
cell
position.
This
is
accomplished
by
depressing
the
red
button
(located
on
the
fuel
selector
plate)
under
the
desired
fuel
cell
position.
The
fuel
gauge
will
indicate
the
amount
of
fuel
available
in
that
cell.
When
the
red
button
is
released
the
indicating
system
will
return
to
its
normal
operation.
ELECTRICAL
SYSTEM
Electrical
power
for
the
Comanche
is
supplied
bya
12
volt,
direct
current
system.
Incorporated
in
the
system
is
a
12
volt
50
ampere
generator,
which
furnishes
electrical
power
during
12
THE
PIPER
COMANCHE
SECTION
11
all
normal
operation.
A
12
volt
33
ampere
hour
battery
is
used
in
the
system
to
pro-
vide
power
for
starting
and
as
a
reserve
power
source
in
caseofgenerator
failure.
The
battery
is
located
behind
the
baggage
compartment
bulk-
head
ina
sealed
stainless
steel
battery
box.
Refer
to
the
Maintenance
Section
for
serv-
icing
of
the
battery.
Electrical
switches
and
:
circuit
breakers
for
the
different
systems
are
located
on
the
lower
left
instrument
panel.
The
circuit
breakers
automatic-
ally
break
the
electrical
circuit
if
an
overload
is
applied
to
the
system,
thereby
preventing
damage
to
the
componentand
wiring.
To
reset
the
circuit
breakers
simply
push
in
the
reset
button.
Allow
approximately
two
minutes
for
breakers
to
cool
prior
to
resetting.
Continual
popping
out
of
a
circuit
breaker
indicates
trouble
in
that
circuit
and
must
be
checked
prior
to
operation.
It
is
possible
to
manually
trip
the
breaker
by
pulling
out
on
the
reset
button.
HEATING
AND
VENTILATING
SYSTEM
There
are
four
individual
controls
provided
for
regulat-
ing
the
heating,
defrosting
and
ventilating
air.
The
controls
are
located
on
the
lower
right
side
of
the
instrument
panel
in
a
console
panel.
Heated
air
for
the
cabin
interior
is
provided
by
a
heater
shroud
attached
to
the
exhaust
muffler.
Fresh
air
is
picked
up
atthe
rear
engine
13
PIPER
COMANCHE
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14
THE
PIPER
COMANCHE
SECTION
II
baffle
and
passed
through
the
heater
shroud
into
a
control
valve
for
distribution
to
the
cabin.
Warm
air
for
the
defroster
system
is
obtained
directly
from
the
heater
shroud.
The
amount
of
air
applied
to
the
windshield
is
regulated
with
the
control
in
the
console.
Caution
should
be
used
if
it
is
necessary
to
operate
the
defroster
on the
groundas
pro-
=
,
longed
applicationof
heat
to
the
windshield
may
cause
distortion.
Fresh
air
for
the
cabin
interior
is
picked
up
from
two
air
scoops
attached
to
the
lower
engine
cowling.
The
air
passes
through
flexible
hoses
to
control
valves
on
the
firewall
where
the
flow
is
regulated
to
the
cabin.
Located
at
each
seat
aretwo
smaller
air
vents
that
may
be
regulated
by the
individ-
ual.
Located
in
the
aft
section
of
the
cabin
is
an
exhaust
vent
to
improve
the
circulation
of
air
in
the
cabin
interior.
L
INSTRUMENT
PANEL
The
instrument
panel
in
the
Comanche
is
designed
to
accommodate
the
customary
advanced
flight
instruments
on
the
left
side
in
front
of
the
pilot
and
the
engine
instruments
on
the
right
side.
Provision
for
extra
instruments
is
made
in
both
sections.
Instruments
are
shock
mounted
and
are
accessible
for
maintenance
by
removing
a
portion
of
the
fusel-
age
cowl
over
the
instruments.
The
Artificial
Horizon
and
the
Directional
Gyro
in
the
flight
group
arevacuum
operated
through
use
ofa
vacuum
pump
installed
on
the
engine.
The
Turn
and
Bank
is
an
electrically
operated
instrument
and
serves
as
a
standby
for
the
Gyro's
in
case
of
vacuum
system
failure.
Radio
units
are
installed
in
the
center
of
the
panel.
Radio
power
supplies
are
mounted
aft
of
the
baggage
compartment.
15
This manual suits for next models
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