Piper PA-24 Comanche
From Wikipedia, the free encyclopedia
| PA-24 Comanche | |
|---|---|
 |
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| PA-24-250 Comanche with optional wingtip tanks | |
| Type | Civil utility aircraft |
| Manufacturer | Piper Aircraft |
| Designed by | Howard "Pug" Piper |
| Status | production ceased |
| Primary users | Private aviators Flight schools |
| Produced | 1957-1972 |
| Number built | 4,857 |
| Unit cost | $17,850-$36,890 |
| Variants | Piper PA-30 Twin Comanche Piper PA-39 Twin Comanche |
The Piper PA-24 Comanche is a four-seat, low-wing, all-metal, light aircraft of monocoque construction with retractable landing gear that was first flown in 1957. Together with the Twin Comanche, it made up the core of the Piper Aircraft line-up until 1972, when the production lines for both aircraft were wiped out in a flood.
Stable flight characteristics made the Comanche a popular airplane for IFR (Instrument Flight Rules) flying. Dual Nav/Com radios and an optional auto-pilot made long-distance flying comfortable.
Contents |
[edit] Production history
[edit] Development
It is reported that Pug Piper made many of his design choices based on existing aircraft. The laminar flow wing was a feature found on the P-51 Mustang fighter. The Comanche's swept tail was evocative of 1950s fighter aircraft, and the stabilator was a prominent feature of the Bell X-1, the first aircraft to break the sound barrier.
[edit] Comanche 180
The original version of the Comanche was the PA-24, which featured a carbureted 180 hp (134 kW) Lycoming O-360-A1A engine, swept tail, laminar flow airfoil, and all-flying stabilator. Designed by Howard "Pug" Piper, the new Comanche was intended to compete in the market with the very successful Beechcraft Bonanza.
The initial production run of the 180 hp Comanche singles were given the PA-24 type designation. The remainder of this production run were given the PA24-180 designation.
Standard fuel capacity was 60 gallons. An option for auxiliary fuel tanks, holding 30 additional gallons, was made available in 1961. Flaps were manual, controlled by the same "Johnson bar" actuator as the Piper Cherokee. The aircraft specifications were for cruise speeds of 116 to 139 knots and fuel burns between 7.5 and 10.5 gph. (Those figures represent the range between 55-percent and 75-percent power settings.) Full-fuel payload with standard fuel was 715 pounds, and range with 45-minute reserve was 700 nautical miles.
When new, standard, average-equipped Comanche 180s sold between $17,850 (1958) and $21,580 (1964). A total of 1,143 were built.
[edit] Comanche 250
In 1958 Piper introduced a 250 horsepower (186 kW) version using a Lycoming O-540 engine, giving the PA-24-250 Comanche a top cruise speed of 160 kts (185 mph; 298 km/h). Most 250s had carbureted Lycoming O-540-AIA5 engines, but a small number were fitted out with fuel-injected versions of the same engine. Early Comanche 250s had manually-operated flaps and carried 60 gallons of fuel. Auxiliary fuel tanks (90 gallons total) became available in 1961. Electrically actuated flaps were made standard with the 1962 model year. The aircraft's gross weight was increased from 2,800 pounds to 2,900 pounds in 1961, making the useful load 1,270 pounds.
The Comanche 250 advertised cruise speeds of 140-157 knots and fuel burns of 10-14 gph (55% and 75% power).
Prices of new Comanche 250s ranged from $21,250 (1958) to $26,900. This meant that they were only $3,000 to $5,000 more expensive than the Comanche 180, which helps explain the comparative popularity of the 250 over the 180. Some 2,537 were sold.
[edit] Comanche 260
In 1965 the first of four 260 horsepower (194 kW) versions of the Comanche was introduced. They were the PA-24-260 (1965); PA-24-260B (1966 to 1968); PA-24-260C (1969 to 1972); and PA-24-260TC. A total of 1,029 airplanes were sold from the Comanche 260 line, including the 260TC. 38 Comanche 260s were delivered with carbureted engines; the rest used the fuel-injected Lycoming IO-540 engine.
The straight 260 had an empty weight of approximately 1,700 pounds and a max gross weight of 2,900 pounds. It had four seats and a 90-gallon-capacity auxiliary fuel system was available as an option. Cruise speed was advertised as 142-161 knots with fuel burn of 13-19 gallons per hour. New, they sold for approximately $30,740.
The 260B had an overall length six inches longer than the previous models. This was due to a longer prop spinner, not a longer fuselage. The 260B had a third side window, and a provision for six seats - but the fifth and sixth seats are suitable only for children and take up the entire baggage compartment. Typical empty weight was 1728 pounds and gross weight was 3,100 pounds. Fuel burn was 11-14 gallons per hour and advertised speed was 140-160 knots. New, they sold for $32,820 to $33,820.
The 260C introduced a new "Tiger Shark" cowling, max gross weight of 3200 pounds, cowl flaps, and an aileron-rudder interconnect. Cruise speed was advertised as 150-161 knots with fuel flow of 12.5-14.1 gallons per hour. To prevent possible aft center of gravity problems due to the increased gross weight and its fifth and sixth seats, the propeller shaft was extended. This moved the center of gravity slightly forward. New, they sold for $36,550 to $45,990.
[edit] Comanche 260TC (turbo)
The 260-TC (1970 to 1972) had a turbo normalizing system of dual manually controlled Rajay turbochargers. These were controlled by what Piper called a "second throttle" on the power quadrant. This manually controlled turbocharger was used by first using throttle to bring manifold pressure up to the desired level. If conditions are such that insufficient manifold pressure is developed for the task at hand, then the pilot would begin closing the turbo's wastegate by moving the turbocharger lever forward. This raised manifold pressure to values as high as 29 inches MAP at altitudes up to 25,000 feet. In this way, the turbocharger was able to make up for the effects of high altitude.
The 260TC was advertised to fly at a true airspeed of 198 knots at 25,000 feet; 178 knots at 12,000 feet; and 210 knots at optimum altitude. Gross weight was 3,200 pounds. New, the TC sold for between $46,375 and $51,720.
[edit] Comanche 400
The PA-24-400 Comanche 400 featured the very powerful 8-cylinder Lycoming IO-720 engine under the cowl, an engine developed specifically for the Comanche. Challenging to fly, with high insurance premiums and some engine cooling problems due to the rear two cylinders receiving poor airflow, resulted in a limited production run - only 148 Comanche 400s were sold.
The 400 had a three-blade propeller and carried 100 gallons of fuel, or 130 gallons with optional extended tanks. Fuel burn was advertised as 16-23 gallons per hour (55%-75% power). The 400 had a typical empty weight of 2,110 pounds and a max gross weight of 3,600 pounds. New they sold for about $36,890.
[edit] Twin Comanches
See article: Piper PA-30 Twin Comanche
[edit] PA-33
In 1967 a single Comanche was modified by Edward Swearingen to pressurize the cabin. The prototype was designated the PA-33, but Piper decided not to put the aircraft into production. The one prototype PA-33 was scrapped following a taxiing accident.
[edit] End of production
Production of the Comanche ended in 1972 when torrential rains from Tropical Storm Agnes caused the great Susquehanna River flood of 1972, flooding the manufacturing plant and destroying airframes, parts, and much of the tooling necessary for production. Rather than re-build the tooling, Piper chose to abandon production of the Comanche and Aztec, and continue with two newer designs already in production at Piper's other plant in Vero Beach, Florida: the twin engine PA-34 Seneca and the PA-28R-200 Arrow.
At that time Piper had already begun to concentrate on its successful Piper PA-28 Cherokee line, which had originally been conceived as a cheaper alternative to the Comanche. The Arrow was a retractable gear version of the popular Cherokee trainer; its smaller 200-horsepower engine was less expensive and easier to fly than the Comanche; sales of the single engine Comanche had faltered after the introduction of the Arrow in 1967.
The Comanche production run ended with the disposal of the last seven airframes. After the Susquehanna River receded, Piper moved the last aircraft to Vero Beach and completed construction there. The self-described junior member of the completion team happened to be Chuck Suma, who 30 years later would become the CEO of The New Piper Aircraft, Inc.
[edit] Fuel capacity and modifications
Factory-installed auxiliary fuel tanks in the wings gave the Comanche a fuel capacity of 90 US gallons (341 litres) and a respectable range of nearly 1,125 miles (1,800 km) for some models. Later, the Brittain Industries Company produced a wingtip fuel tank modification that gave the Comanche an extra 30 US gallons (113 litres) of fuel. Brittain Industries sold their tip-tank division to J.L. Osborne Company which still produces these tip tanks. Some Comanche aircraft have all six tanks installed, giving a fuel load of 120 gallons. The addition of the wingtip tanks had the added advantage of increasing the useful load to 3000 pounds. Even without tip tanks, mid-model Comanches have an impressive range.
[edit] World Record
Perhaps the most impressive display of the Comanche's performance and economy was the record-breaking long distance flight of Max Conrad in a Comanche 250 in June 1959. Having removed the interior seats and replaced them with fuel tanks, Conrad flew non-stop from Casablanca, Morocco to Los Angeles, a distance of 7,668 statute miles (12,340 km). When the aircraft took off from Casablanca, it was loaded 2,000 pounds (910 kg) over its production gross weight limit, demonstrating the ruggedness of the airframe design.
[edit] Today
The Comanche remains popular in the used aircraft market. It is appreciated for its attractive lines and its fast cruise speed. The 250 and 260 models especially are respected as economical machines which perform well, though parts can be difficult to find. Comanche owners remain loyal fans, and the aircraft's aircraft type club, The International Comanche Society[1], hosts fly-ins, prints a monthly magazine, and offers training specific to the model.
[edit] Famous fatalities
Country music singer Patsy Cline was aboard a Comanche when it crashed in 1963, killing all passengers.
[edit] External links
- The International Comanche Society
- "The Comanche Story" history of the Comanche models
- web site of Webco Aircraft, manufacturer of replacement parts for Comanches
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