piper comanche engine upgrade

We have been in the Aviation Support Business Ive found that landing gear bungees generally need replacement at every annual inspection. the North American representative 2-blade 2-blade Scimitar. Thats the Trio Pro Pilot autopilot, which also has a growing STC list and some smart features as standard. Piper kept the Comanches electromechanical manual landing gear relatively simple, although it can be a source of woes when not maintained properly. The plane has not been a drain maintenance wise. Seven approached so low that they hit an obstruction or impacted the ground short of the runway. The early panel layout doesnt conform to the later standard T configuration, so it may be unfamiliar to recently trained pilots or those coming from more modern rides. Mon-Fri:9:00am 5:30pm Of course the dense market doesnt make an already difficult buying decision any easier. There were eight runway loss of control incidents, low, we think-and one of them involved a student pilot. Those owners will eventually spend big money at the avionics shop for new metal panels and modern avionics, including autopilots and engine displays. The performance change has been incredibleI cant begin to explain how different the plane feels. With a gross weight significantly lower than later Comanches, cabin payload with full standard fuel (60 gallons) is about 660 pounds-think three-person airplane. A side benefit of the standard turbo installation is that its quieter than the normally aspirated Comanche C. The -N1A5 engine, beefed up to handle the boost pressure and higher temperatures at altitude, is just as robust as the normally aspirated engine; both have a 2000-hour TBO. The mods that can offer the most speed include relocating the brakes to the inside of the gear forks, gap seals, wheel well slippers and wingroot fairings, both front and rear. Which of the reductions is smaller is too hard to say, but the difference isn't going to be significant. *$4495 with Flight Stream 210 (built-in AHRS). The airframe dimensions are identical, but the internal fuselage structure was changed to accommodate the additional window. So I sent the crankcase off to DivCo in Oklahoma City (www.divcoinc.com), the crankshaft to Rick Romans Inc. (Tulsa, Oklahoma), and Im fortunate enough that at my home airport, we have one of the finest engine facilities in the country Zephyr Aircraft Engines (Zephyrhills, Florida, www.zephyrengines.com).. Other than the obvious boost in confidence and reliability, getting rid of all that hardware sheds sizable weight and clutter behind the instrument panel. The Comanche is gentle when it comes to stalls and is stable for flying instruments. Discussion in 'Maintenance Bay' started by bjohnsonmn, Oct 6, . The Comanche hit the market running in 1958 and in its first production year, Piper offered the 180-HP PA-24-180 (Lycoming O-360) and the 250-HP PA-24-250 (Lycoming O-540). Four of those involved inflight breakups-the clean Comanche airframe will smoke through Vne in short order once the nose is down or in a diving spiral. Garmin GNC 255A Nav/Comm. If youve already invested in a modern transponder upgrade and dont fly above 18,000 feet, one top pick is the uAvionix skyBeacon wingtip unit with LED position and strobe lamps. Also installed was a new glare- shield and a metal panel. With the plane on jacks, swing the gear and look for loose fits and bushings. Tail mount version. This is part five of seven parts. Everything Laminar Flow Systems makes has integrity, a design philosophy which puts the pilot 1st! "COMANCHE". Its so tolerant of any heat that its not going to hurt it, so I used the same paint., Piehl also wanted to stress that this article is very abbreviated. It put the Comanches on the map. What stands out in this section of our overhaul is the way that Piehl again constructs a template with which to practice and test his major work. Walter Sykes, (561) 278-1964. Has built-in WAAS GPS receiver, tablet interface requires Flight Stream wireless Bluetooth, Garmin Pilot or ForeFlight app. Email: [email protected], Address: This requires the use of micrometers, calipers, thickness gauges, and other measuring equipment to ensure that all parts meet the tolerances required by the engine manufacturer. While many Comanches sport three-blade propellers, some could have old clamp-style propellers. See what a new Top Prop performance propeller conversion can do to make it even better. Total time 3505. And it's fun to recall some Piper engineers, back when it was introduced, boasting that the fat, new, stubby wing was actually every bit as good as the sexier-looking tapered Comanche wing, aerodynamically. The airplane also gained cowl flaps and an aileron-rudder interconnect. Budget Buy: Comanche 260 - AOPA Those familiar with the Comanche maintain major causes of gear-system problems are poor maintenance or rigging by mechanics unfamiliar with it. Garmin G5 Electronic Flight Instrument. ADS-B is old news. Many carb engines will happily run LOP too. The Rajay system essentially had a second throttle wastegate control the pilot used to manually set boost at altitude. The installation was straight-forward with no surprises. But it's a nice theory. It offers a magazine as well as other resources and can be reached at 888-300-0082 or via the website at www.comancheflyers.com. install a One-Piece Windshield, our High Performance good looking Wingtips, one Some years ago, there was some thought given to resurrecting the design at the hands of the legendary and brilliant Roy LoPresti, but like the Swift Fury, it came to nothing. How do you test an engine after a rebuild without mounting it back onto the plane? If theres any doubt about its health, have your shop evaluate it. Piper Cherokee Modifications & SpeedImprovements, :uninterrupted flow in which the direction of flow. While offering good looks and good performance for the money, the Comanche 260 may be a handful for the first-time owner. Any thoughts or ideas? The old boys that I learned to fly with would say that if you can shut the door on whatever you got into a Comanche, it would fly away without a problem. After 34 years, the first flight of N6494P took place at Zephyrhills Airport, three days before leaving on a trip to Oshkosh, Wisconsin, just in time for AirVenture in July and August 2021. Also, the inspector must have experience using this equipment.. We did not find evidence that the Comanche has peculiar landing characteristics-there were only six hard landing events, well below what we would expect for an airplane that is truly difficult to land. AUSTRALIAN HORN COMPRISES, Please Either way, a realistic budget should be around $100,000. You can modify its engine, its look, its handling, its panel and its features. He headed back to home plate and ran the airplane dry on downwind. Rocky Landsverk is the Editor and Publisher of the Piper Owner Society and PIPERS magazine. The MAX, which is available in one-, two- and three-screen versions (just like the original Evolution), is designed as a drop-in replacement for the older displays. Piper Comanche PA-24 Models. Clockwise from the top: The digital Genesys S-TEC 3100 has a growing STC list and is a good value because it work with existing S-TEC autopilot servos, saving a sizable amount of installation time. After years of distance-traveling in my airplane (to places I never would have visited if it werent for my Comanche), I believe a full-featured autopilot is perhaps the most useful avionics system you can buy. Power Flow Systems offers its exhaust mod for the Aviat Husky, Cessna 170, 172, 175, 177 and 177RG, Diamond Star, Beech 19 and 23 series, Grumman Americans and four-cylinder Maules, among others. by Scott Sherer | Jan 20, 2023 | Upgrade & Refurbish | 0. Theres also Knots2U (www.knots2u.net, 262-763-5100) that has, in addition to the wing fillet mod, a dorsal fin kit, speedbrakes and a variety of other mods for Comanches. Ive taken the course twice. of our High Performance Propellers, Knots This rebuilding a Piper engine article is from Greg Piehl, who lives in St. Petersburg, Florida, with his wife Debbie, spent three years restoring and upgrading their 1959 Piper Comanche 250. Garmin GTX 345 ADS-B Transponder. Before even asking a shop for a price quote, bring them the aircraft. Still, the respected International Comanche Society (ICS) reports the best way to learn to land-and fly-this machine is to get some dual from an expert in the type, not the local flight school unless they have a Comanche expert on hand-and some schools even have Comanches. Piper Aircraft has always offered some of the best aviation values in the sky. Recommended: Click on a photo for a popup photo gallery. Upgrading a Comanche Panel (Comanche Restoration Series Part 4) | Piper So to help sort it out, in this article well offer an around-the-bases look at the most popular new avionics configurations-from entry-level (for basic aircraft) to higher-budget (for go-places higher-end machines). A competent tech can generally rig a cabin door in an afternoon. Upgrade & Refurbish | Piper Owner Society Connecting the G5 directional instrument to third-party autopilots and earlier GPS navigators requires the $699 GAD29B nav interface module. Of all the avionics upgrades, planning a primary flight display retrofit is perhaps the most difficult. by Piper Owner Society | Feb 13, 2023 | Upgrade & Refurbish | 0. I guess that explains why I have had the same plane for 30 years! Daytona Beach, FL 32114. Designed by Elegant Themes | Powered by WordPress, Electronic Aircraft Ignition Electroair Review, How to Replace Your Piper Door Lock: Medeco Lock Review, Piper PA-24-250 Comanche Review: Restored Plane Flies for the First Time in 34 Years (Series Part 7, Finale), Reassembling a Restored Piper (Comanche Restoration Series Part 6), Rebuilding a Piper Engine in a Comanche (Comanche Restoration Series Part 5), Upgrading a Comanche Panel (Comanche Restoration Series Part 4), Restoring a Piper Interior (Comanche Restoration Series Part 3), How to Save Money When You Get Your Piper Repainted (Comanche Restoration Series Part 2), https://www.facebook.com/PiperOwnerSociety?fref=ts. 24LOB, Hub Cap W/Access Door. Do you need a field approval to start or finish a panel upgrade? Its a worthy suggestion, in our view. In my opinion, there is no reason to own a 180 Comanche unless you are consumed with fuel range and can tolerate the vibration from the engine being so far out from the firewall. In 1972, there were two single-engine Comanche models still in production-the 260 and turbo 260. if(MSFPhover) { MSFPnav2n=MSFPpreload("_derived/comwingtips.htm_cmp_jas110_hbtn.gif"); MSFPnav2h=MSFPpreload("_derived/comwingtips.htm_cmp_jas110_hbtn_a.gif"); } Last edited: Oct 6, 2013. if(MSFPhover) { MSFPnav1n=MSFPpreload("_derived/comprops.htm_cmp_jas110_hbtn.gif"); MSFPnav1h=MSFPpreload("_derived/comprops.htm_cmp_jas110_hbtn_a.gif"); } Ive owned my 1961 PA24-250 N7754P for six years, and the airframe has 2200 hours total and the engine has 980 hours since factory reman. The Piper Arrow has similar engine benefits. 2-blade. General Tiger with fixed gear goes just as fast and another contemporary retractable, the Mooney M20C or M20E, will outrun the 180. Get it approved in advance.. The trick-as it is with any older aircraft-is finding a shop or technician experienced in the type.

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