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POH - Blue Ridge Aviation

1. 57 700505 SECTION II circulating air fan continues to operate for about two minutes while the heater cools slowly and purges itself of hot air and fumes To obtain best service life from the Southwind heater components it is recommended that the heater switch be turned off about two minutes before stopping the engines and shutting off the master switch This should normally be done during taxiing after landing Operation of the Janitrol Heater is controlled by three position switch labeled and The position will operate the vent blower only arid be used for cabin ventilation on the ground or windshield defogging when heat is not desired For heat the manual fuel valve must be on and the three position switch turned towards This will commence fuel flow and ignite the burner simultaneously With instant starting and no need for priming heat should be felt within a few seconds Regulation of heat airflow and defroster operation is con trolled by levers on the heater control c nsole The top lever is connected to an adjustable thermostat which makes it possible to select a temperature of heated air through a wide range Since the air temperature is controllable it is unnecessary to have an overboard dump for excess hot air Cabin temperature and air circulation can be maintained by using various combinations of lever settings to
2. N tas d 8 For emergency single engine operation a crossfeed is pro 3 E 9 vided to increase the range When using fuel from tanks on the 8 E 8 Lou side as the operating engine the position of the fuel se 51 17 lector will remain the same for normal operation with 11 700505 700505 66 SECTION II TWIN SECTION IV dnd 13 3 1304 3NI9N3 ex 2 SERIXIW 331108 Y H3lV3H amp SATA 330 1nHS C HOlV ine3u uo1v9IQNI JHL 9NIQV3U 8011015 10 9216 8011 911 01091 1598 o E 18 04 9 09 2 A samog 1598 auey 310 981 1804 1598 aduey 10 93 1 9111 pay 33455089 A013 1304 033488082 lt gt M0715 1303 IVWYON 880123135 Vans W3NIVMIS gt HHE OT 547414 1304 3 us SIIONI SURLXIW Q O fa QJ un uu s 3905 M074 3019 1093 OAH3S SNL W WALSAS 1304 YOLVIIGN I MOld 1303 12 700505 700505 65 SECTION H TWIN COMANCHE auxiliary fuel pump off unless the engine driven pump is inoper ative NOTE Do not put both fuel selectors in the crossfeed position at the same time When using fuel from cells on the opposite side of the oper ating engine move the fuel selector for the i
3. 59 Altitude Conversion Chart 60 Range vs Density Altitude 61 True Airspeed vs Density Altitude 62 Landing Ground Run Distance 63 Landing Distance Over 50 Foot Obstacle 64 Fuel Flow 2 65 Power Setting Table 66 SECTION V General Maintenance Tire Inflation ei 6 4 2 0 55 67 Battery Service 67 Brake Service 20 amp 68 Landing Gear Service 69 Fuel and Oil Requirements 60 Care of Air Filter 2 70 Care of Windshield and Windows 70 Serial Number Plate 73 Proper Service 73 Fuel System 74 IND EX cont SECTION III cont Flooded Start Warm Up and Ground Check Electrical Power Taxiing and Pre Take Off Take Off and Climb Wing Flaps Short and Soft Field Take Offs Landing Gear Retraction Deicer Boots Vine Stalis Spins Spin Recovery Cruising tute uU FuelManagement Approach and Landing Post Landing Emergency Procedures Vme Demonstration Vmc and Stall Speed Mooring Loading and Weight 32 BEINE Operating Tips Flight Conditions Diving Spiral Radio Operation SECTION IV Performance Charts Take Off Ground Run Distance Take Off Distance Over 50 Foot Obstacle 3 Multi Engine Climb Rate and Airspee
4. During the external preflight check see that the baggage door is properly secured Prior to flight passengers should be briefed about seat belts the use of oxygen when applicable how to evacuate the airplane and advised not to smoke during take off or landing They should be cautioned against handling or interfering with essential equipment and flight controls fuel valves switches circuit breakers trim knobs or cranks radios etc 1 Ignition and master switches OFF 2 Fuel strainer sump drained and not leaking 3 Fuel selectors on main cells 4 Control surfaces wing fuselage no damage or oper ational interference 5 Control surface free of obstructions ice and snow 6 Fuel supply adequate 7 Fuelcell caps secure 8 Fuel system vents open 9 Landing gear struts 2 3 4 piston exposed under static load 10 Tires inflated and not excessively worn 11 Cowling landing gear doors oil and inspection covers secure 12 Propellers check 13 Oil supply adequate 14 Leaks absent 15 Windshield clean and secure 16 Dorsal fin air scoop free of obstruction 17 Control locks detached 18 Baggage door secure 19 Tow bar stowed 20 Cabin controls operative 26 700505 TWIN COMANCHE remains within the allowable weight vs center of gravity envelope while in flight The owner or pilot must determine before each flight that the gross weight is not exceeded and
5. LANDING DISTANCE OVER 50 FOOT OBSTACLE AT VARIOUS ALTITUDES d WEIGHTS AND WINDS P SETTING 27 POWER OFF FUPPROACHY SPEED 90 MPH IAS PAVED LEVEL RUNWAY NOTE THE LANDING DATA SHOWN BELOW WAS PREPARED IN ACCORDANCE WITH CIVIL AIR REGULATION 3 86 222 NPIN MUE WB a ae a ENSE SEES T 20 40 3600 3400 3200 3000 2800 0 18 20 TEMPERATURE F WEIGHT LBS 700505 2800 2400 2000 1600 1200 800 2 WEADWIND MPH SECTION IV LANDING DISTANCE FT 64 SECTION IV TWIN TWIN COMANCHE ds cp d pee 21 LANDING GROUND RUN DISTANCE AT VARIOUS ALTITUDES TEMPERATURES WEIGHTS AND WINDS IM 21 TOUCH DOWN 70 MPH IAS 22 PAVED LEVEL RUNWAY 1200 11114 Ze d O 20 40 3600 34003200 3000 2800 0 10 20 30 TEMPERATURE F WEIGHT LBS HEADWIND MPH 63 700505 TWIN SECTION ELECTRICAL SYSTEM Electrical power for the Twin Comanche is supplied by a 12 volt direct current system Incorporated in the system is a 12 volt 50 ampere generator and 35 ampere hour battery which furnish electrical power during operation The battery is located behind the baggage compartment bulkhead in a sealed stainless steel battery box Refer to th
6. TRUE AIRSPEED MPH 15 700505 700505 62 SECTION IV TWIN COMANCHE DENSITY ALTITUDE FEET 61 TWIN COMANCHE RANGE VS DENSITY ALTITUDE FULL FUEL 90 GAL AT TAKE OFF WITH 84 GAL USABLE dum CRUISE FUEL CONSUMPTION LEANED TO BEST ECONOMY RATED RPM GPH b POWER TOTAL t 75 2400 17 2 2400 152 NO RESERVE FUEL 55 2400 134 45 MINUTE RESERVE 08 2200 n2 1 FUEL AT CRUISE E L 9 b 55 45 RATED POWER 55 45 55 45 4 65 11 55 12000 p ri Lij 1 75 11 11 158 8000 4 6 1 4 1 4 1 4 1 t I I 4000 4 H 1 gak 4 n 114 SL 2141 2 600 100 800 900 1000 1100 1200 RANGE STATUTE MILES 700505 TWIN COMANCHE SECTION II be visible Suctionis indicated onthe gauge in inches of mercury normal operating range is 4 8 to 5 1 inches The system is con trolled by two adjustable regulators one located in each engine nacelle After initial adjustment the regulators require very little attention VACUUM MANIFOLD CHECK VALVES CENTRAL FILTER ARTIFICIAL HORIZON DIRECTIONAL GYRO REGULATOR REGULATOR VACUUM GAGE LEFT ENGINE RIGHT ENGINE 4 VACUUM PUMP VACUUM PUMP INSTRUMENT PANEL The instrument panel i
7. IO 320 B 160 2700 5 125 3 875 319 8 8 5 1 295 753 664 731112 TWIN COMANCHE 700505 NOTES SECTION V 75 SECTION V TWIN COMANCHE TWIN COMANCHE SECTION I SPECIFICATIONS cont CHAMBER PRESSURE REQUIREMENTS WITH TEMPERATURE FUEL AND OIL Temp F Press psi Temp F Press psi Fuel Capacity U S gal 90 Unusable fuel inboard tanks only 6 Fuel Aviation Grade minimum octane 91 96 Oil Capacity qts each engine 8 BAGGAGE AREA NOTE Do not check pressure or charge with propeller in feather position Maximum Baggage 155 200 Baggage Space cubic ft _ 2220 Baggage Door Size 20 x 20 FUEL SYSTEM DIMENSIONS The fuel screens in the strainers require cleaning at fifty l hour or ninety day intervals whichever first occurs The fuel Wing Span ft 36 strainers beneath the floor panel are accessible through a plate Wir sq fO E 178 in the underside center of the fuselage The fuel injector screen L ES 25 2 is located the housing where the fuel inlet line connects the uu 8 8 2 injector This screen should be cleaned every fifty hours of Wiss EET dr operation dj Power Loading lbs per hp 11 3 Propeller Diameter in E 72 74 700505 700505 SECTION SPECIFICATIONS cont LANDING GEAR Wheel Base ft Wheel Tread ft Tire Pressure psi Tire Size Nose Main Nose Main TWIN COMANCHE six ply rating six ply rating 7 3 42 42
8. i PIPER TWIN COMANCHE OWNER S HANDBOOK 153 644 TWIN COMANCHE 30 Owner s Hand book i PIPER Piper Aircraft Corporation Lock Haven Pa THIS HANDBOOK IS NOT DESIGNED NOR HAND BOOK SERVE AS SUBSTITUTE FOR ADEQUATE AND COMPETENT FLIGHT INSTRUCTION OR KNOWLEDGE OF THE CURRENT AIRWORTHINESS DIRECTIVES THE APPLI CABLE FEDERAL AIR REGULATIONS AND ADVISORY CIR CULARS IT IS NOT INTENDED TO BE A GUIDE OF BASIC FLIGHT INSTRUCTION NOR A TRAINING MANUAL FOR TRANSITION FROM SINGLE ENGINE FLYING TO MULTI ENGINE FLYING THE HANDBOOK IS DESIGNED 1 HELP YOU OPERATE YOUR TWIN COMANCHE WITH SAFETY AND CONFIDENCE 2 TO MORE FULLY ACQUAINT YOU WITH THE BASIC PERFORMANCE AND HANDLING CHARACTERISTICS OF THE AIRPLANE 3 TO MORE FULLY EXPLAIN YOUR TWIN COMANCHE S OPERATION THAN IS PERMISSIBLE TO SET FORTH IN THE AIRPLANE FLIGHT MANUAL IF THERE IS ANY INCONSISTENCY BETWEEN THIS HAND BOOK AND THE AIRPLANE FLIGHT MANUAL APPROVED BY THE F A A THE FLIGHT MANUAL SHALL GOVERN Revised text and illustrations shall be indicated by a black vertical line in the margin opposite the change Additional copies of this manual Part No 753 644 may be obtained from your Piper Dealer Published by PUBLICATIONS DEPARTMENT Piper Aircraft Corporation 2753 644 INDEX cont SECTION IV cont i Page Single Engine Climb Rate and Airspeed
9. If the battery is not up to proper charge recharge starting with a charging rate of 4 amps and finishing with 2 amps Quick charges are not recommended BRAKE SERVICE The brake system is filled with MIL H 5606 petroleum base hydraulic brake fluid This should be checked at every 100 hour inspection and replenished when necessary Refill the brake reservoir on the aft bulkhead of the nose section to the indicated level 1 No adjustment of brake clearance is necessary If the brake blocks become worn to 1 64 inch minimum lining replace them with new brake segments Remove the four cap bolts that join the brake cylinder housing and lining back plate assemblies then remove the back plates from between the brake disc and wheel Slide the brake cylinder housing from the torque plate and slide the pressure plate and lining from the bolts of the cylinder housing Remove the lining by prying it from the pressure plate and back plates With the four cap bolts 68 700505 TWIN COMANCHE SECTION SECTION 11 DESIGN INFORMATION ENGINE AND PROPELLER The Lycoming IO 320 B four cylinder fuel injected engines are rated at 160 horsepower at 2700 rpm These engines are equipped with geared starters fuel injectors and shielded ignition systems Engine mounts of steel tube dynafocal mount construction Engine cowls are cantilever structures attached at the firewall with side panels which are quickly removed by means o
10. The gear selector has the shape of a wheel to 700505 8 SECTION TWIN distinguish it from the electric flap control which has an air foil shape an added safety feature the warning horn is connected to the gear selector Switch The horn will then op erate if the selector is moved to the UP position with the master switch on and the weight of the airplane on the landing gear To prevent gear retraction on the ground an anti retraction switch is Gear Selector Switch stalled on the left main gear This prevents the completion of the electric circuit to the landing gear motor untilthe gear strut is within 3 4 inch of fullextension The gear indicating lights are located conveniently by the gear selector switch The green indicating light below the selec tor switch shows that all gear are down and locked The amber light above the gear selector switch is the gear up indication it will flash if the power of one engine is reduced below 12 inches of manifold pressure while the gear is up and locked The gear up warning horn will sound when power is reduced below approx imately 12 inches of manifold pressure on both engines and the gear is not down and locked GEAR INDICATION LIGHTS ARE DIMMED WHILE THE INSTRUMENT LIGHTS ARE ON The brakes are actuated by toe brake pedals mounted on the left set of the rudder pedals Hydraulic brake cylinders above the brake pedals are accessible in the cockpit for ser
11. thereby making it pos sible to operate the heater withall controls in the closed position After the heater switch is turned to the Off position com bustion in the heater stops both the combustion fan and the 700505 18 SECTION II i TWIN COMANCHE TWIN COMANCHE SECTION IV TWIN COMANCHE XT MULTI ENGINE CLIMB RATE AND SPEED d E 5 E 8 Ed E a z lt 8 VS Pm ERES ges EER 558 DENSITY ALTITUDE AND WEIGHT Ee GEAR AND FLAPS RETRACTED zRZ85 555 COWL FLAPS OPEN xix REO e 222201 24000 Bi DIS 20000 1 E 5 16000 lt 2 1 p 5 wm NS 1 gt a us gt 8000 ex 1224 3 5 4000 2 5 ERI T 0 400 800 1200 1800 2000 90 100 110 RATE OF CLIMB FT MIN BEST RATE OF CLIMB SPEED MPH 19 700505 700505 58 SECTION IV TWIN COMANCHE TWIN COMANCHE Lo TAKE OFF DISTANCE OVER 50 FOOT OBSTACLE AT VARIOUS ALTITUDES TEMPERATURES WEIGHTS AND WINDS FLAP SETTING 15 ATTAIN 81 MPH IAS AT 50 FT PAVED LEVEL RUNWAY NOTE THE TAKE OFF DATA SHOWN BELOW WAS E 16 ZERSREESSS 3 m TEMPERATURE 5 Yer WEIGHT v he
12. vicing Parking brake valves are incorporated in each cylinder and have two cables attached from the parking brake handle To prevent inadvertent application of the parking brake in flight a safety lock is incorporated in the valves thus eliminating the possibility of pulling out the handle until pressure is applied by use of the toe brakes Toe brakes for the right side are available as optional equipment 9 700505 SECTION V GENERAL MAINTENANCE Tire Inflation Battery Service Brake Service Landing Gear Service Fuel and Oil Requirements Care of Air Filter Care of Windshield and Windows Serial Number Plate Propeller Service Fuel System 67 67 69 69 70 70 73 73 74 SECTION 1 tow is provided with each aircraft When not in use it is stowed in the baggage compartment When towing with power equipment caution should be used not to turn the nose gear beyond its 40 degree arc as this may cause damage to the nose gear and steering mechanism CONTROL SYSTEM Dual flight controls are provided as standard equipment Cables connect the movable control surfaces with the rudder pedals and control columns Directional and longitudi nal trim is provided by an adjustable trim mechanism for the rudder and stabilator The manual rudder trim control is located to the right of the throttle quadrant Max Lift electrically op erat
13. 6 00x 6 6 00x 6 700505 TWIN COMANCHE SECTION V 3 Remove oil grease or sealing compounds with a cloth Soaked in kerosene 4 After cleaning apply a thin coat of hard polishing wax Rub lightly with a soft dry cloth 5 A severe scratch or mar can be removed by using jew eler s rouge After the flaw has been removed apply wax to the area SERIAL NUMBER PLATE The serial number plate is located inside the fuselage on the left skin opposite the rear fuselage access plate or on the fuselage adjacent to the left side of the tail skid The serial number of the airplane should always be used when referring to service or warranty matters PROPELLER SERVICE The air charge in the propeller cylinder should be kept at the pressure specified on the placard located in the spinner cap A copy of the placard is shown on page 74 The pressure in the cylinder will increase about one third psi for every Fahrenheit degree increase in temperature This effect should be considered when checking pressure The charge maintained must be accurate and free of excessive moisture since moisture may freeze the piston during cold weather Dry nitrogen gas is recommended 700505 73 SECTION V TWIN COMANCHE much as 100 on engines equipped with full flow cartridge type oil filters provided the element is replaced each 50 hours of operation The following grades are required for the specified temperatures Temperatures above 60 S A E 50 Te
14. MOORING The airplane should be moved on the ground with the aid of the nose wheel towing bar provided with each plane The tow bar is stowed in the baggage compartment Tie down ropes for mooring the airplane can be fastened to the wing tie down rings and tail skid The aileron and stabilator controls should be secured means of a safety belt or control locks to prevent control surface damage The rudder is held in position by its connections with the steerable nose wheel and does not need to be secured except under unusually high wind conditions LOADING AND WEIGHT AND BALANCE CAUTION It is the responsibility of the owner and pilot to determine that the gross weight of the airplane is not exceeded and to determine that the airplane 50 700505 TWIN COMANCHE SECTION 111 21 Gear selector switch down 22 Required papers in order 23 Turn master switch on check stall warning system 24 Check navigation lights 25 Fasten safety belts STARTING ENGINES Master switch on Gear lights check green Fuel quantity check gauge reading Cowl flaps open Trim tabs set Throttles open 1 2 inch Propeller controls forward Mixtures rich 9 Electric fuel pumps on till indication on fuel flow gauge 10 Mixtures idle cut off 11 Magneto switches on l 12 Propellers clear 13 Starters engage 14 Mixtures advance 15 Oil fuel pressure check ui 4 FLOODE
15. f Magnetos check Normal drop 100 rpm Maximum drop 175 rpm Differential drop left to right 50 rpm Engine gauges check green Lights as required on Pitot heat as required on Transponder stand by Flaps set Gyro pressure 4 8 to 5 1 in Hg Directional Gyro set 10 Turn amp Bank operating 11 Altimeter set 2 Clock wind amp set I3 Generators on 14 Electric fuel pumps on 15 Door locked 16 Safety belts fastened l 753 664 20 731112 O v o0 uo gn TWIN COMANCHE SECTION 111 engine rated pilot who is familiar with the Twin Comanche char acteristics and procedures For most single engine practice it 18 recommended that the reduction drag accomplished by feathering a propeller be simulated by a power setting of 10 inches of manifold pressure and 2200RPM This will accomplish a zero thrust on the selected engine Under the proper conditions actual propeller feathering may be practiced The following precautions should be exercised when an engine is feathered for practice a Do not feather a propeller for practice if you think the engine may be difficult to restart b Do not feather a propeller for practice at a low altitude above the ground c Do not feather a propeller for practice with a low charged battery as it takes electrical power to get the engine started d Do not feather a propeller for practice unless you are within reasonable distance of an a
16. in the downstream end of the vent jacket with the reset button on the heater shroud It is reached only through the nose section to insure that the mal function causing the overheat condition is corrected prior to future heater operation Ventilating air for the cabin interior is obtained from two individual sources The two ventilators located at each side of the instrument panel obtain air from the inlet in the fuselage nose Air for the two overhead rear seat vents is obtained from a scoop mounted on the dorsal fin Each individual vent is ad justable for the desired airflow Located in the aft section of the cabin is an exhaust vent to improve the circulation of air in the cabin interior 21 700505 TWIN COMANCHE SECTION IV TWIN COMANCHE EET TAKE OFF GROUND RUN DISTANCE AT VARIOUS ALTITUDES TEMPERATURES WEIGHTS AND WINDS FLAP SETTING 15 LIFT OFF SPEED 80 MPH IAS PAVED LEVEL RUNWAY TTT TO OBTAIN TAKEOFF DISTANCE 1 PLOT TEMPERATURE AND PRESSURE ALTITUDE AT A 2 TRANSFER TO B ON 3600 GROSS WEIGHT LINE 3 TRANSFER PARALLEL TO REFERENCE LINE TO C AT PROPER WEIGHT 4 TRANSFER TO D O WIND LINE 5 TRANSFER PARALLEL TO REFERENCE LINE TO E AT OPER WIND 6 READ TAKEOFF DISTANCE AT F EN uw 2400 SUD A ST y pus NN 2000 reu N 1600 EERE i pu ECL E 11 058 8 Pe ESN 1111 L DNY TEMPERATURE n
17. main fuel cells during take off landing climb and descent Auxiliary fuel and tip tank fuel is to be used in level flight only The electric fuel pumps should be on during take off landing and while switching tanks in order to prevent loss of power at critical times in turning off the electric fuel pumps allow a time delay of approximately 20 seconds between switching each of the fuel pumps off in order to insure that the engine driven pumps are operating properly Since a fuel injected engine such as is used on the Twin Comanche takes an appreciable length of time to start after fuel starvation it is recommended that you avoid emptying a fuel cell to depletion If the engine should stop because a fuel cell is 700505 37 SECTION HII TWIN COMANCHE depleted of fuel be prepared to wait a while for the engine to start after changing to a fuel cell with fuelin it If it is necessary to use all the fuel in a fuel cell carefully monitor the fuel flow meter and quickly change the fuel valve position at the first indication of a decrease in fuel flow This will enable you to keep the engine operating while using all of the fuel in the fuel cell CAUTION If tiptanks are installed on the airplane and if the tip tanks have been run completely dry in flight air may be trapped in the line from tip tank to solenoid valve when tip tanks are subsequently filled The air pocket in the line may prevent im mediate feeding of fuel amp om tip t
18. manner 1 Retard both throttles to idle position 2 Applyfull rudder in the opposite direction to the spin 3 Push control wheel full forward While it is not necessary for recovery the use of ailerons against the turn ie right aileron if spin is to left will expedite re covery Maintain controls in these positions until the spin stops Then neutralize rudder and ailerons 4 Recover from dive with smooth back pressure on control wheel No abrupt control movement should be used during recovery from the dive NOTE Altitude loss in a spin may be in excess of 2000 feet Avoid any maneuver which might result in a spin at low altitude The more rapidly spin recov ery is begun the more prompt the recovery will be CRUISING The cruising speed of the Twin Comanche is determined by many factors including power setting altitude temperature weight and equipment installed The normal recommended economy cruising power setting of the Twin Comanche is at 65 power At 12 000 feet this gives a True Airspeed of 186 MPH This power setting is obtained under standard conditions at 2400 RPM and full throttle Fuel consumption is approximately 15 2 gallons per hour total The optimum cruising speed of the Twin Comanche at 8000 is 194 MPH See Power and Performance charts for power settings and performance under various conditions 36 700505 TWIN COMANCHE SECTION Ill NOTE Landings with a crosswind component greater th
19. manually lowering the landing gear 700505 l 41 SECTION 111 TWIN COMANCHE onto final approach has been completed Then reduce to a final approach speed at 100 miles per hour Set the propeller high cruising RPM of atleast 2400 RPM for ample power ifa go around is neces sary Mixture control should be in the f ll rich position unless density altitude or conditions of high temperature and humidity dictate otherwise Avoid steep turns at low airspeeds or at low alti tudes particularly during the turn from base leg to final approach Ascertain the landing gear is down and locked on base leg or final approach by checking the green indicator light on the instrument panel The degree of wing flap extension and touch down speed vary with conditions but under normal conditions full wing flaps 27 degrees should be used during the final approach and landing to reduce stall speed and to permit contact with the runway at a slower speed Contact the ground at the minimum speed consistent with landing conditions For short slow landings under normal conditions use full wing flaps partial power and hold the nose up as long as possible before and after contacting the ground with the main wheels In high winds and crosswinds it is desirable to approach a landing at higher than normal speeds with half or no wing flaps If a go around is necessary apply full throttle retract the landing gear and slowly retract th
20. the throttle valves This throttle cut off is not intended to be used in lieu of the mixture control for engine shut down it is to be used only when the mixture control is placed in idle cut off and there is indication of a rough stop 11 During single engine flights be sure that the gear and flaps are fully retracted when climbing at the best single engine climb speed Speeds above or below the best single engine climb speed will decrease climb performance Close the cow flap on the inoperative engine and trim the airplane to reduce drag 52 753 664 731112 TWIN COMANCHE SECTION III SECTION 111 OPERATING INSTRUCTIONS PREFLIGHT The following safety procedure instructions must become an integral part of the pilot s operational routine and preflight inspection Begin the preflight inspection in the cockpit Check that the landing gear selector switch is in the down position Turn master switch on and check that the green landing gear indicator light is on If the green light is not on make sure that the instrument panel light switch is turned to the OFF position The landing 700505 25 SECTION 11 TWIN COMANCHE gear indicator light is automatically dimmed and is difficult to in the daytime if the instrument lights are on Drain about a quarter of a pint of fuel from each tank with the cockpit drains before doing the external preflight check During the external check determine that the fuel has stopped draining
21. to move the propeller control rapidly in and out of feathered position to prevent a drop of more than 500 RPM Excessive manifold pressure will occur if the RPM count falls below 1000 during this check 3 Do not retract the landing gear prematurely on takeoff 4 To reduce wing flap operating loads lower the wing flaps at airspeeds well below 125 miles per hour 5 Determine the position of the landing gear by checking the gear position lights 6 During landing allow the main wheels to contact the ground while centering the rudder pedals Apply additional back pressure to the control wheel and retract the wing flaps for good directional control and maximum effectiveness of brakes during landing roll 7 When the instrument lights are on the gear position lights are dimmed for night flight 8 Be sure that all radio switches light switches and pitot heat switch are in the off position before starting engines 9 Due to the responsive trim tab controls a small adjustment in trim gives a rapid change in attitude 10 Engine shut down by use of the mixture controls may cause a rough stop during high ambient temperature conditions A spring loaded device on the throttle will shut down the engines by closing the throttle valves and shutting off air to the engines As this mechanism is connected to and operated by the last 1 8 inch travel of the throttles stop on the quadrant prevents the throttles from being pulled fully aft and closing
22. D START Magneto switches on Throttles open Mixtures idle cut off Electric fuel pumps off Starters engage When engine fires retard throttle and advance mixture Cranking periods should be limited to 30 seconds with a two minute interval Longer cranking periods Shorten the life of the starter Do not engage the starter immediately after releasing it as the starter mechanism may be damaged 753 664 27 731112 SECTION Ill TWIN COMANCHE WARM UP AND GROUND CHECK Check the oil pressure as soon as the engines start If no pressure is indicated within thirty seconds stop the engine and determine the trouble If cold temperatures exist 10 F or be low a longer period of time will be necessary before an indi cation is received Warm up the engines at 1000 to 1400 RPM for not more than two minutes in warm weather and four minutes in cold The en gines are warm enough for take off when no faltering occurs with the throttle opened Avoid prolonged idling at low RPM to prevent fouled spark plugs Check the magnetos with the propeller in low pitch and the engine running at 2200 RPM The maximum drop on each magneto should not exceed 175 RPM while the differential drop between them should not exceed 50 RPM Operation on one magneto should not exceed 10 seconds Move the propeller controls through their complete range to check feathering action then leave them in the full forward low pitch position F
23. ON III the airplane the first time on a single engine approach in order to avoid the need for a go around Under some conditions of loading or density altitude go around may be impossible and in any event the sudden application of power during single engine operation may cause control difficulties If single engine go around cannot be avoided the landing gear and wing flaps should be retracted as soon as possible after application of full power since under most conditions climb or even level flight is impossible during single engine operation with landing gear and wing flaps extended CAUTION rudder trim has been used to ease single engine control pressures the trim should be adjusted as the throttle control is retarded for final approach and landing RECOMMENDED PRACTICE When operating single engine maintain speed above 97 mph This speed 97 mph will not provide optimum single engine climb performance Optimum single engine climb is obtained at the best single engine rate of climb speed 105 mph with the operating engine at full throttle 2700 rpm and the inoperative engine propeller feathered and cowl flap closed The gear and flaps must be retracted 700505 45 SECTION III TWIN COMANCHE Carefully retard the throttle control of the suspected in operative engine in order to identify the malfunctioning engine and verify that it is not producing power Turn on fuel pumps check ignition switches fuel gauges an
24. Power Taxiing and Pre Take Off Take Off and Climb ES WingFlaps Short and Soft Field Take Offs Landing Gear Retraction Deicer Boots Vmc Stalls Spins A Spin Recovers Technique Cruising Fuel Management Approach and Landing Post Landing Emergency Procedures Vmc Demonstration V mc and Stall Speed Mooring 5 Loading Weight Balance Operating Tips Flight Conditions Diving Spiral Radio Operation 25 27 27 28 29 29 31 31 32 33 33 33 34 35 36 36 37 39 42 42 49 50 50 50 52 53 55 55 TWIN COMANCHE SECTION III 12 Fuel from auxiliary cells and from optional wing tip tanks is to be used in level flight only Takeoffs should not be made using fuel from the auxiliary cells or tip tanks or with the main cells less than one quarter full Certain maneuvers should be avoided These maneuvers could cause fuel to move away from fuel cell outlets If the outlet is uncovered the flow of fuel will be interrupted and a temporary loss of power may result gt Running turning takeoffs prolonged slips or skids in any pitch attitude or any unusual or abrupt maneuvers which could cause uncovering of the fuel outlet should be avoided 13 The rudder pedals are suspended from a torque tube which extends across the fuselage The pilot should become familiar with the proper positioning of his feet on the rudder pedals so as to avoid interference with the torque
25. ROTECTOR FLAP MOTOR amp 20 AMP CIRCUIT PROTECTOR T I 4 AIRSPEED LEFT GENERATOR WS 50 AMP CIRCUIT PROTECTOR STALL WARNING DENSITY ALTITUDE 5 AMP CIRCUIT PROTECTOR WEIGHT 3600 LBS T EM cn GUT TROTEGTOR F COWL FLAPS CLOSED FUEL PUMP 20 AMP CIRCUIT PROTECTOR FLAP SOLENOID 5 AMP CIRCUIT PROTECTOR GEAR SOLENOID 5 AMP CIRCUIT PROTECTOR INSTRUMENT LIGHTS 5 AMP CIRCUIT PROTECTOR FUEL GAGE AND GEAR WARNING 5 AMP CIRCUIT PROTECTOR CYL OIL TEMP AND GEAR LIGHTS 5 AMP CIRCUIT PROTECTOR HEATER 20 AMP CIRCUIT PROTECTOR 16000 TURN AND BANK 5 AMP CIRCUIT PROTECTOR ROTATING BEACON 10 AMP CIRCUIT PROTECTOR 12000 POSITION LIGHTS 10 AMP CIRCUIT PROTECTOR 2 LANDING LIGHTS 20 AMP CIRCUIT PROTECTOR 8000 RIGHT GENERATOR 50 AMP CIRCUIT PROTECTOR STARTER SOLENOID 15 CIRCUIT PROTECTOR 4000 Di BUSS BAR lectrica agram I1 LEFT STARTER MASTER SWITCH 6 RIGHT GENERATOR SWITCH 12 RIGHT STARTER STARTER SWITCH 7 LEFT STARTER SOLENOID 13 LEFT GENERATOR SL 12 VOLT BATTERY 8 RIGHT STARTER SOLENOID 14 RIGHT GENERATOR 9 0 DENSITY ALTITUDE FT ah MASTER SOLENOID LEFT VOLTAGE REGULATOR 15 PARALLELING RELAY 140 160 180 200 220 LEFT GENERATOR SWITCH 10 RIGHT VOLTAGE REGULATOR 16 AMMETER
26. TAKE OFF Start to move the airplane forward During initial taxiing throttle back and apply brakes to check their operation Use differential power and nose wheel steering rather than brakes when taxiing Retard the throttle to the engine on the inside of turn and advance the throttle to the engine on the outside of the turn autopilot should be off before take off On a cold day test defroster and cabin heater before take off Do not fly in cold weather when the heater is inoperative as the windshield may become frosted 700505 29 SECTION HI TWIN COMANCHE Lock the door before take off If this item is neglected and the door comes open after take off maintain normal climb and airspeed until sufficient terrain clearance is obtained Do not tisk loss of control of the airplane to close the door It is pos sible to continue safely for extended periods with the door un latched When it is impossible to land straight ahead the door may sometimes be closed by the following procedure slow the airplane to 100 miles per hour lower landing gear and wing flaps open the small window to the left of the pilot pull the door shut and lock it Check list 1 Parking brake on 2 Engine run up Mixture controls forward b Propeller controls forward c Throttle controls forward 1500 rpm d Propeller controls exercise Check feather 500 rpm maximum e Throttle controls forward 2200 rpm
27. TP EIGHT IBS s HEADWIND MPH 700505 56 TWIN COMANCHE SECTION INSTRUMENT STATIC PRESSURE SYSTEM Static air for the airspeed indicator altimeter and vertical speed indicator is supplied from two static ports one located on each side of the aft fuselage section An optional alternate static source is available to provide continuous operation of the pitot static instruments should the static system ports or lines become obstructed The alternate static source is located in the cabin on the lower left side of the instrument panel If incorrect instrument readings are suspected the alternate static source valve should be opened venting the static system to cabin pressure Cabin pressure will vary however with cabin ventilators open cabin heater operating and various airspeeds Use of the alternate static source may result in the following instrument indications The altimeter reads higher than normal indicated airspeed greater than normal and the vertical velocity indicator monentarily shows a climb The following table shows airspeed corrections for the standard static system and the alternate static system Standard Alternate Gear and Static System Static System Flaps IAS CAS CAS MPH MPH MPH 80 82 81 Retracted 88 90 91 120 121 113 160 160 148 200 197 185 220 216 204 80 80 81 91 90 91 100 98 97 Extended 120 117 113 700505 22 SECTION II TWIN COMANCHE SEATS Front seats are adjustable to provide c
28. an 20 miles per hour should be avoided When extending or retracting wing flaps do so a few degrees at a time to avoid an asymmetrical flight condition which would result if one wing flap should stick l Do not side slip with wing flaps extended Avoid prolonged side slip with a fuel selector set to a fuel cell with low fuel indication l Prior to landing and early in the roll out the brakes should be checked for operation After landing maximum braking is achieved by retracting wing flaps and pulling back on the con trol wheel as wheel brakes are applied CAUTION It is possible for a pilot to inadvertently reach for the landing gear selector switch instead of the wing flap switch while there is still enough lift on the wings to keep full weight of the airplane off the wheels and thus prevent the actuation of the landing gear safety mechanism causing retraction during the landing roll If additional braking is not needed the wing flaps should be retracted after the airplane has been maneuvered to a stop off the runway If a landing must be made without wheel brakes the air plane should be flown to contact the ground at a slower speed and landed short on the longest available runway The procedure for manually lowering the landing gear should be memorized and understood completely so that it can be ac complished quickly in an emergency situation such as a single engine landing Refer to Emergency Procedures in this section for
29. anks To avoid this condition purge air from lines priorto starting of aircraft 21 Turn fuel selector valve to AUX po sition l 2 Turn on aircraft master switch and place tip tank fuel selector switch to tip tank position Ascertain that tip tank solenoid switch under fuel console is operating by listening for a slight click when switch is operated 223 Lift up appropriate fuel drain valve and allow fuel to drain Observe for flow in clear plastic tube followed by interrupted flow of no fuel for a few seconds further followed by a bubbling flow then full flow Total drain time should not be less than 30 seconds 4 Procedure shall be accomplished for each tip tank separately 5 In addition to above procedure operate the the power plant from each wingtip separately until steady fuel flow is during ground runup prior to flight 38 700505 TWIN COMANCHE SECTION 111 If not properly inspected and maintained the bladder like fuel cells of the airplane could partially collapse causing the fuel gauging system to be inaccurate The tanks and gauging system therefore should be inspected in accordance with Piper Service instructions and kept in good condition During flight keep account of time and fuel used in connec tion with power settings to determine how the fuel flow and fuel quantity gauging systems are operating If the fuel flow indication is considerably higher than the fuel actually being
30. ar down and locked After the gear has been extended manually do not perform any unnecessary operation to the gear until the aircraft is placed on jacks NOTE Reducing power and rocking gear extension handle will aid in manually extending the landing gear DO NOT RETRACT WITH HANDLE IN SOCKET DO NOT RE ENGAGE MOTOR IN FLIGHT Procedure for returning the gear to electric operation a Place the airplane on jacks b Landing gear circuit breaker should be disengaged c Pull landing gear emergency extension handle about half way back allowing gear to hang partially retracted d Re engage circuit breaker and with landing gear control Switch move end of the electric motor drive shaft into position about halfway back so that the slot in the drive shaft is near the mating pin on the torque tube e Using the extension handle move the torque tube pin slightly back and forth until it can be engaged with the drive shaft slot then push the parts together 48 700505 TWIN COMANCHE SECTION IN ELECTRICAL POWER Do not attempt flight with a very low charged battery CAUTION Be sure to have the generators turned on If the battery charge is low and generators are not operating an inadvertent gear up landing is possible because the warning horn and flashing light will not operate and the landing gear can not be extended electrically Manual extension of the landing gear is required under these circumstances TAXIING AND PRE
31. consumed or an asymmetric flow gauge indication is observed you may have a clogged fuel nozzle which should be cleaned APPROACH AND LANDING Prior to extending the landing gear for landing retard both throttle controls to check that the landing gear warning horn is operating Flying the airplane with the horn inoperative is not permitted It can lead to a gear up landing as it is easy to forget the landing gear when approaching for a single engine landing when other equipment is inoperative or when attention is drawn to events outside of the cockpit Therefore it is especially im portant to check that the landing gear is down when there is any distraction in the landiug situation Lower the gear at speeds below 150 miles per hour and the flaps at speeds below 125 an hour CAUTION Maintain sufficient speed during turns in thetraffic pattern It is a good practice to trim the aircraft to establish a speed of at least 115 miles per hour on the downwind leg and 110 miles an hour on the base leg Hold 110 miles per hour until the turn 700505 39
32. d 56 57 58 753 664 731112 SECTION SPECIFICATIONS Performance Weights Power Plant Fuel and Oil Baggage rea Dimensions Landing Gear INDEX SECTION I Page Specifications l Performance Weights Power Plant Fuel and Oil Baggage Area Dimensions Landing Gear 4 CQ Co CO SECTION 1 Design Information Engine and Propeller 4 le ee ats 6 Fuel Injection ee 7 Structures JOSEP E 8 Landing Gear 8 Control System 4 10 Fuel System we e s 11 Electrical System 14 Vacuum System 40404040 14 Instrument Panel 16 Heating and Ventilating System 18 Instrument Static Pressure System 22 Ur en ih e RM 23 Finish 224 4 2 85 22 x 7 23 Baggage Area 23 Stall Warning System 24 SECTION III Operating Instructions Pretlght 4 1 52258 ow 4 de e dew ox 595 Starting Engines 27 TWIN SPECIFICATIONS PERFORMANCE Performance figures are for airplanes equipped for cross country transportation and flown at gross weight under standard conditions at sea level or stated altitude Any changes in equip ment may result in changes in performance Take off Run short field ft 1250 Take off Distanc
33. d fuel cell selectors and try to determine cause of the engine failure If power cannot be regained the propeller on the inoperative engine should be feathered by retarding the throttle to the idle position and moving the propeller pitch control into the feather position The mixture should then be moved to idle cut off and ignition turned off Reduce power on the operating engine if altitude and loading are such that adequate performance can be maintained on one engine and then reduce the electrical load Best single engine performance will be obtained with the wing on the side having the inoperative engine held about three to five degrees higher than level to help counteract the tendency to turn in that direction Rudder trim may be used to correct for additional control pressure needed in single engine flight c Single Engine Approach As the airport is approached for landing reduce power on the operative engine and gradually retrim the rudder When it is obvious that the airport can be reached lower the landing gear and check the indicators to make sure landing gear is down and locked During a single engine approach the landing gear should not be lowered until landing is assured It is important however to extend the landing gear soon enough that there will be time to lower it manually in the event of a landing gear malfunction and also so there will be no great change in airplane configuration just prior to landing Maintain addi
34. e Maintenance Section for servicing of the battery Dual generators are available as optional equip ment Electrical switches for the various systems are located on the lower left instrument panel The circuit breakers located under the floorboard aft of the nose wheel well automatically break the electrical circuit if an overload should occur To reset the circuit breakers simply push in the reset button It may be necessary to allow approximately two minutes before resetting the breakers Corrective action should be taken in event of continual circuit breaker popping It is possible to manually trip the breaker by pulling out on the reset button VACUUM SYSTEM Suction for the vacuum operated gyro instruments is supplied by two engine driven dry type vacuum pumps interconnected to form a single system Either vacuum pump has sufficient capacity to operate the gyro instruments If suction is lost from one or the other side a check valve automatically closes and suction is supplied by the remaining system A vacuum gauge is installed in the instrument panel to pro vide a constant indication of vacuum source Incorporated in the instrument are two red indicators right and left systems During normal operation the indicators are not visible but if vacuum is lost for example on the right side then the right indicator will 700505 14 SECTION TWIN COMANCHE TWIN COMANCHE SECTION IV O i TWIN COMANCHE 30 AMP CIRCUIT P
35. e Over 50 ft Barrier ft 2160 Vmc mph as determined by the F A A 90 Stalling Speed gear and flaps down power off mph 69 Stalling Speed gear and flaps up power off mph 76 Best Rate of Climb ft per min 1460 Best Rate of Climb Speed mph 112 Best Angle of Climb Speed mph 1 90 Single Engine Rate of Climb ft per min 2 260 Best Single Engine Rate of Climb Speed mph 105 Absolute Ceiling ft 20 000 Service Ceiling ft 18 600 Single Engine Absolute Ceiling ft 7 100 Single Engine Service Ceiling ft 5 800 Top Speed mph 205 Optimum Cruising Speed 75 power at 8 000 mph 194 Cruising Speed 65 power at 12 000 ft mph 186 Sea Level Cruise Speed 7596 power mph 181 Fuel Consumption 75 power gph both engines 17 2 Fuel Consumption 65 power gph both engines 15 2 700505 1 SECTION I TWIN COMANCHE SPECIFICATIONS cont PERFORMANCE Cruising Range 75 power at 8 000 ft mi Cruising Range 65 power at 12 000 ft Cruising Range 45 power at 16 000 ft Landing Roll short field flaps down ft Landing Distance Over 50 ft Barrier flaps down ft WEIGHTS Gross Weight lbs Empty Weight Standard 155 USEFUL LOAD Standard Ibs POWER PLANT Engine Lycoming Rated Horsepower Rated Speed rpm Bore in Stroke in Displacement cubic in Compression Ratio Dry Weight Ibs These weights are approximate 948 1025 1116 700 2100 3600 2160 1440
36. e Southwind Heater is controlled by an Off Prime Low High heat switch which is located on the lower right instrument panel The ventilating fan motor operates and provides air flow through the heater system whenever the heater switch is in the low or high heat position In flight additional air is supplied by ram air pressure through the nose inlet This atrangement assures an adequate flow of air through the heater at all times To turn the heater on first ascertain that the heater fuel valve located on heater control panel is full on then move the heater switch to High or Low heat If the heater does not start promptly return the heater switch to Prime position for 15 seconds to prime the heater then upon moving the switch to heat the heater should start and continue to operate after 1 to 1 1 2 minutes of warm up l Use of the high heat position on the ground may result in excessive exhaust smoke from the heater therefore high heat should only be used in flight and the low heat position be used for heating the cabin during ground operation To heat the cabin 1 turn the heater switch to high or low heat as desired 2 adjust the air flow control as required to heat the rear seat 3 control the heat to the front seats with the adjustable air outlet located below the right and left corners of the instrument panel There is a dump valve arrangement in the heater bonnet to exhaust excessive heat
37. e wing flaps During a crosswind approacli hold a crabbed angle into the wind until ready to flare out for the landing Then lower the wing that is into the wind reduce crabbed angle and keep the wheels aligned to the runway using rudder 40 700505 TWIN COMANCHE SECTION IH The Lycoming engines on the Twin Comanche can be cruised at any percent of power from 75 down 2400 RPM isrecommended for maximum cruise performance and lower RPM s down to 1800 for more economical cruising conditions Ordinarily RPM setting should be selected which will give maximum smoothness To avoid undesirable stresses on the propellers and the possi bility of detonation in the engine no manifold pressure settings over 25 should be used with an RPM of less than 2000 To obtain the desired power set the manifold pressure and RPM according to the power setting table in this manual After the desired power settings have been set up adjust the mixture control for corresponding best power setting as indicated by the fuel flow meter The low side of the power setting as shown on the fuel flow meter indicates best economy for that percent of power while the high side indicates best power During climbing operation the servo regulator will sense the change in altitude and will automatically lean the mixture For better economy manual leaning with the mixture control can also be accomplished if desired FUEL MANAGEMENT Fuel should be used from the
38. eathering action can be checked by running the engine between 1000 and 1500 RPM and pulling the prop control into feather position momentarily Do not allow a drop of more than 500 RPM and do not feather the propeller when operating at a high manifold pressure with the aircraft on the ground Pro pellers should be cycled three times in cold weether Cowl flaps permit cooling of the engines by manual control during ground operations or special conditions of flight It is recommended that cylinder head temperature not exceed 400 F and the oil temperature should not exceed 245 F Turn off the electric fuel pumps after starting to make sure that the engine driven pumps are operating The electric fuel pumps should be on during take off landing and when changing fuel selector positions to prevent loss of power at critical times 28 700505 SECTION ili f Lock the drive shaft to the torque tube by pulling the motor release arm full back to the normal locked position Disengage the extension handle and return to stowage h Check gear for proper operation 5 Gear Up Landing An emergency gear up landing may be necessary under the following conditions a If surface is too soft or rough for gear down landing b When the field is too short for a gear down landing c When a water landing is necessary During a gear up landing use a normal flaps up approach During flare out close the throttles shut off
39. ed flaps are used on the Twin Comanche The flaps are operated by an electric motor they can be lowered Rudder Trim and Flap Controls 700505 10 SECTION Il TWIN COMANCHE TWIN COMANCHE SECTION IV and stopped in any desired position The airfoil shaped flap con trol is to the right of the power control quadrant Located on the o2 88 instrument panel is position indicator marked to show o 2 M 2 T E E 8 the position of the flap relative to the wing range for take off 5 2 88 operation is also shown a iD Located the inboard end of the right is lock which T 2 B a4 5 ad holds the flap in the UP position so that it can be used as a step T SH for entry or exit second lock is incorporated to prevent the ER 85506 flap from going full down case a step load is applied and the D m 8 3 up lock is not fully engaged Ei 9 POR Ste Due H p bg N a P d n 9 FUEL SYSTEM Qi E ESOR uno E NAOMON MIL B The fuel is carried in four integral fuel cells located in the lt 88 leading edge sections of the wings Capacity of the two gt Bl ot E 8 E fuel cells is 30
40. f quick release fasteners The exhaust system is a cross over type with exhaust gases directed overboard at the bottom of the nacelles in the area of the cowl flaps The cowl flaps are located on the bottom of the engine nacelles and are manually operated by push pull controls located in the cabin to the right of the power control quadrant Oil coolers are mounted on the left rear baffle of each engine Air passes through the oil coolers before reaching the area of the cowl flaps The propellers are Hartzell HC E2YL 2 constant speed controllable full feathering units These are controlled entirely by use of the propeller control levers located in the center of the power control quadrant Feathering of the propellers is accom plished by moving the controls fully aft through the low RPM detent into the feathering position Feathering takes place in approximately three seconds propeller is unfeathered by moving the prop control ahead and engaging the starter See Section III for complete feathering and unfeathering instructions 700505 6 SECTION 1 TWIN COMANCHE FUEL INJECTION The Bendix RSA 5 fuel injection system is based on the principle of measuring engine air consumption by use of a venturi tube and using airflow to control fuel flow to the engines Fuel distribution to the cylinders is accomplished by a fuel flow divider Fuel pressure regulation by means of the servo valve causes a minimal drop in fuel pressure through
41. gallons each of which 27 gallons is usable o BL uou c Tor PES 5 py NINAN 3 985 The auxiliary fuel system consists of two 15 gallon cells a 828 all usable installed in the wings just outboard of the main fuel E 3 E cells Wing tip tanks are available as optional equipment Auxil 9 28 E fuel and tip tank fuel is to be used in level flight only En 3 4 WIE Read mcr Ep e m PE 2 The cells should be kept full of fuel during storage of the 5 238 airplane to prevent accumulation of moisture and deterioration of o EER sez ol 2oooooocoocsoocsortut i o g the cells For storage of more than ten days without fuel the 2 2 5 mE cells should be coated with light engine oil to prevent excessive n 5 H 8 drying EZR RASSRRRLAAAASSH BES 7 During normal operation use the engine driven fuel pump o x E 9 tT ris 898 to draw fuel from the cell directly adjacent to that engine How ola dzuuugggosskiii 8 ever fuel can be drawn from any cell to both engines through D 858 use of the engine driven fuel pump or the electric auxiliary fuel N 2 4 5 1 lt v5 N N c
42. gine Climb Rate and Airspeed Single Engine Climb Rate and Airspeed Altitude Conversion Chart Range vs Density Altitude True Airspeed vs Density Altitude Landing Ground Run Distance Landing Distance Over 50 Foot Obstacle Fuel Flow Indicator Power Setting Table 56 2 57 58 59 60 61 62 63 65 66 SECTION II STALL WARNING SYSTEM An approaching stall is indicated by a stall warning light activated by a lift detector installed on the left wing outboard of the engine nacelle 700505 24 TWIN COMANCHE SECTION III DIVING SPIRAL At night or during instrument flying conditions it is possible for a pilot not proficient at instrument flying to get into an in advertent steep diving spiral If a spiral should develop recover in the following manner a Reduce power b Levelthe wings c Bring the nose of th airplane to the horizon RADIO OPERATION Communication and navigational equipment controls are located in the center of the instrument panel Associated auxiliary switches are located on a separate panel below the control column on the lower right side of the instrument panel Circuit breakers for the radios are located on the main circuit breaker panel l All sets turned the switch located on the control head of each particular unit with the exception of the marker beacon and glide slope power switches which are located on the Audi
43. gine unfeathered will decrease single engine performance 3 Unfeathering It is not recommended that propeller feathering and un feathering be practiced on the ground because of the excessive vibration that occurs in the engine installation In flight feath ering should be practiced only to familiarize the pilot with the proper procedures To unfeather propellerin flight the following technique is recommended Ignition switches ON Mixture RICH Throttle open about 1 2 inch Prop control at cruise setting Engage starter until engine starts f Allow engine to idle at 1000 to 1500 RPM until oil temper ature begins to rise Adjust to cruising powerwhen engine warms The Twin Comanche operating under optimum conditions of turbulence and pilot technique and under standard conditions of temperature and pressure has a single engine service ceiling of 5800 feet at 3600 pounds gross weight and maximum con tinuous power l During initial multi engine training and in order to maintain subsequent proficiency it is desirable to practice single engine flight Such practice is not advisable with passengers aboard the airplane with a heavy load or with extreme rearward center of gravity In no case should single engine operation be practiced without having in one of the pilot s seats a well qualified twin 46 700505 TWIN COMANCHE SECTION II The normally recommended setting for sea level take off is fu
44. ically if primary source is obstructed or manually by the push pull control on the right side of the power control quadrant The primary system should always used for take off 7 700505 TWIN COMANCHE SECTION V SECTION V GENERAL MAINTENANCE This section contains information on preventive maintenance Refer to the Twin Comanche Service Manual for further main tenance Any complex repair or modification should be accom plished by a Piper Certified Service Center TIRE INFLATION For maximum service from the tires keep them inflated to the proper pressure of 42 psi Interchange the tires periodically for even wear All wheels and tires are balanced before original installation and the relationship of tire tube and wheel should be maintained upon reinstallation In the installation of new components it may be necessary to rebalance the wheels with the tires mounted Out of balance wheels can cause extreme vibration in the landing gear BATTERY SERVICE Access to the 12 volt 35 ampere hour battery is through the right rear baggage compartment panel The stainless steel box has a plastic drain tube which is normally closed off with a clamp and which should be opened occasionally to drain off any accumulation of liquid 700505 67 TWIN SECTION II STRUCTURES Structures are of sheet aluminum construction and are de signed to ultimate load factors well in excess of normal require ments All c
45. ions not to handle heavy icing Even if the airplane is equipped with deicing equipment do not plan to fly it in any icing condition Deicing equipment should be checked in accordance with the Airplane Flight Manual instructions prior to entering known icing conditions When flying in wet heavy snow or other conditions where the induction air filters may become clogged monitor the manifold pressure gauge decrease in manifold pressure may indicate a clogged filter If the decrease is followed by a slight increase in manifold pressure this will then indicate that the automatic alternate induction air system is in operation and the manifold pressure may then be brought back to the desired level with the throttle control continued drop in manifold pressure would indicate that the automatic induction air system was not working In this case actuate the manual alternate air control which serves as a back up for the automatic system A partial regain of manifold pressure will indicate that the manual alternate air induction system is operating Throttle controls may be advanced to gain additional manifold pressure The manual alternate air control should not be actuated on the ground with the engines operating because the engines would then be supplied with unfiltered air 54 753 664 731112 SECTION 111 OPERATING INSTRUCTIONS Preflight Starting Engines Flooded Start 2 Warm Up and Ground Check Electrical
46. irport e Do not feather a propeller for practice in conditions of temperature altitude weight or turbulence which may prevent single engine flightat altitudes wellabove the ground elevations 4 Manual Gear Extension Manual landing gear extension is accomplished with the mechanism located under the floorboard directly aft of the nose wheel housing This system is used only to extend the gear if the electrical actuating system has failed and not to retract the gear manually without the use of the electric motor With the electric motor disengaged from the gear torque tube as required in extending the gear man ally there is no mechanism for holding the gear in the position so that the gear will not stay up if retracted manually Before proceeding with emergency gear extension check the following a Master and gear circuit breakers are in b Master switch is on c Navigation lights are off daytime To extend the gear remove the cover over the emergency 700505 47 SECTION Ill TWIN COMANCHE 2 Feathering The Hartzell HC E2YL 2 feathering propellers can be feath ered only while the engine is rotating above 1000 RPM Loss of centrifugal force due to slowing RPM will actuate a stop pin that keeps the propeller from feathering each time the engine is stopped on the ground If an engine freezes up it will be im possible to feather its propeller Single engine flight with the propeller of the inoperative en
47. ks and a tail support Place about 300 pounds of ballast on the base of the tail support before jacking the aircraft Landing gear oleos should be serviced according to instruc tion on the units All three oleos should be extended until about two and three quarter inches of oleo strut extension is exposed in static position To add air to the oleo struts attach a strut pump to the air valve and pump the oleo up to the proper position To add oil release the air through the strut valve and allow the strut to extend fully Remove the air valve and fill the unit through its opening Compress the oleo to within one quarter inch of full compression allowing air and excess oil to escape Reinsert the valve core and pump up the strut FUEL AND OIL REQUIREMENTS A minimum octane of 91 96 Aviation Grade fuel must be used in the Twin Comanche Since the use of lower grades of fuel can cause serious engine damage in a short period of time the engine warranty is invalidated by use of lower octanes The oil capacity of the Lycoming IO 320 B is 8 quarts with a minimum safe quantity of 2 quarts It is recommended that engine oil be changed every 50 hours or sooner under unfavorable conditions Intervals between oil changes can be increased as 700505 69 SECTION IV 4 l TWIN COMANCHE i The battery should be checked frequently for proper fluid level but must not be filled above the baffle plates All con nections must be clean and tight
48. light techniques vary it is best especially when heavily loaded or on a cold day to fly the aircraft as though V mce were slightly higher Under no circumstances should the aircraft be flown below the Vmc of the aircraft with one engine operating at maximum power and the other engine windmilling When operating under single engine flight conditions either in training or in emergency situations maintain indicated airspeed above 97 mph APPROACH WITH CAUTION On take off the aircraft should be kept either on or near the runway until reaching V mc After has been reached the air 700505 33 SECTION III TWIN COMANCHE craft should be accelerated as rapidly as possible to the best rate of climb speed 112 mph if there obstacles ahead If there are obstacles ahead maintain the best angle of climb speed 90 mph The applicable speed should be maintained until all obsta cles are cleared and the airplane gains sufficient altitude STALLS WARNING When practicing stalls maintain minimum terrain clearance of 5000 feet Single engine or asymmetric power stalls prohibited Power on stalls above 2100 RPM prohibited Do not practice stalls when carrying passengers when the airplane is heavily loaded or with the center of gravity near the aft limit The left wing on the Twin Comanche with clock wise rotating propellers will generally speaking under conditions of moderate symmetrical power stall more
49. ll throttle at 2700 RPM The slightly rich mixture for this setting aids in cooling the engine TAKE OFF AND CLIMB 1 Parking brake off 8 Flaps retracted 2 Mixtures forward 9 Climb power set 3 Propellers forward At approx 400 AGL 4 Throttles forward 10 Cowl flaps set 5 Accelerate to 90 MPH Maintain cyl hd temp Prior to climb at or below max 6 Landing gear retract 11 Oxygen smoking 7 Accelerate to 112 MPH 10 000 ft amp above Best R C speed During take off roll apply light back pressure to the control wheel to avoid porpoising during the take off run Accelerate to single engine minimum control speed Vmc before applying stronger back pressure for rotation During normal conditions retraction of the landing gear Should occur when a gear down landing is no longer possible on the runway Attain the best rate of climb speed and at least 400 feet above ground level before reducing power WING FLAPS Wing flaps are not necessary for take off except when operating from a short or soft field The use of wing flaps during take off in a lightly loaded airplane may cause the airplane to lift off the runway before Vme is attained An effort to hold the airplane on the runway too 700505 31 SECTION III 32 long may result in a wheelbarrowing tendency with most of the weight on the nose wheel Wing flaps are not normally used during a crosswind take off Afte
50. mperatures between 30 and 90 F 5 40 Temperatures between 0 and 70 5 30 Temperatures below 10 F S A E 20 CARE OF FILTER The induction air filters must be cleaned at least once every fifty hours Depending on the type of condition existing it may be necessary to clean the filters more often The following cleaning procedure is recommended by the manufacturer of the filter 1 Remove the filter from the engine compartment 2 Tap filter gently to remove dirt particles Do not use compressed air or cleaning solvents 3 Reinstall air filter CARE OF WINDSHIELD AND WINDOWS The following procedure is recommended for care of the plexiglas windows 1 Flush with clean water and dislodge excess dirt and mud by hand 2 Wash with mild soap and warm water using a soft cloth or sponge Do not rub 70 700505 SECTION II DESIGN INFORMATION Engine and Propeller Fuel Injection Structures Landing Gear Control System Fuel System Electrical System Vacuum System Instrument Panel Heating and Ventilating System Instrument Static Pressure System Seats Finish Baggage Area Stall Warning System 10 11 14 14 16 18 22 23 23 23 24 SECTION V removed it is possible to remove the main wheels by taking off the dust cover and axle nut LANDING GEAR SERVICE To raise the aircraft for servicing use two hydraulic jac
51. noperative engine to the main or auxiliary position then move the fuel selector for the operating engine to the crossfeed position For single engine landing fuel must be pumped from the main cell on the same side as the operating engine The fuel strainers for the system are located beneath the floor panel in center section of the fuselage Daily draining of the strainers may be accomplished in the cockpit by opening the hinged access door located in the floor panel just aft of the fuel selector handles and pulling up on the knob located in the center of the selector valve The general procedure for draining the fuel system is to open the strainer quick drain for several seconds with the fuel cell selector on the main cell then to change the selector to the auxiliary cell and repeat the process Allow enough fuel flow to clear the lines as well as the strainer Positive fuel flow shut off can be observed through the clear plastic tube that carries the fuel overboard Located inside the fuel valves is a by pass valve which will open at 1 2 psi differ ential pressure if the strainer screen becomes blocked Fuel quantity is indicated by two electric gauges located at the top of the instrument cluster The instruments are connected to a transmitter unit located in each fuel cell The gauges will indicate the amount of fuel available inthe cells that are selected 13 700505 TWIN COMANCHE TWIN COMAN CHE bd sd
52. o Selectot Switch Panel After power is supplied the pilot may wish to operate one of the two transmitters by moving the transmitter selector switch to the proper position The switch is located on the selector switch panel A separate three position audio selector switch is provided for each receiver Each receiver audio output may be connected to either the speaker or the headset addition they may be placed in the or standby position To receive audio through the speaker from the Marker Beacon and DME the top Mark 12 must be in operation Power from this radio is not re quired when the headphones are connected to Marker Beacon or DME Two or more sets may be simultaneously connected to either the headset or speaker position by placing the selector switches in the desired combination For example the A D F and the top Mark 12 may be selected to operate on the speaker and the lower Mark 12 may be selected for headset operation If desired the pilot may listen to the speaker and the co pilot the headset 753 664 731112 55 SECTION II TWIN COMANCHE Secure safety belts in severe turbulence Flying over 10 000 feet without using supplemental oxygen should be avoided Do not take off with ice or frost on the wings as ice or frost will radically change the flight conditions of the airplane The deicing equipment on light twins if installed is de signed to allow the pilot to out of inadvertent icing situat
53. omfort and facilitate ease of entry and exit from the aircraft for pilot and passengers They are easily removed by taking out the stops at the end of the mounting tracks and sliding the seats off their tracks The back of the rear seat is adjusted to various fore and aft positions by use of the latches at the outboard upper corners The entire rear seat is removed quickly by disengaging the aft seat bottom tube from its attachment clamps detaching the latches behind the top of the seat back removing the center safety belt bolt then lifting both the seat and the back as one unit from the cockpit FINISH All aluminum sheet components are carefully finished inside and outside to assure maximum service life Both sides of all pieces are alodine treated External surfaces are coated with durable acrylic lacquer in attractive high gloss colors The application of primer to interior surfaces prevents corrosion of Structural and non structural parts on the inside of the airplane BAGGAGE AREA Maximum weight in the baggage area is 200 pounds with up to 20 cubic feet of available space Baggage may be placed in the aircraft through a 20 x 20 inch door or through the passenger entrance Tie down straps are available for securing baggage For additional baggage compartment loading informationrefertopage51 23 700505 SECTION IV PERFORMANCE CHARTS Take off Ground Run Distance Take off Distance Over 50 Foot Obstacle Multi En
54. omponents are completely zinc chromate primed and exterior surfaces are coated with acrylic lacquer The main spars of the wings are joined 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 leading edge This permits the main spar located at the point of max imum thickness to pass through the cabin under the rear seat providing unobstructed cabin floor space ahead of the seat LANDING GEAR The nose gear is steerable with the rudder pedals through a 40 degree arc During retraction of the gear the steering mecha nism is disconnected automatically to reduce rudder pedal loads in flight The nose gear is equipped with a hydraulic shimmy dampener Retraction of the landing gear is accomplished through the use of an electric motor and gear train actuating push pull cables to each of the main gear and a tube to the nose gear The landing gear motor is beneath the center floor panel and the selector switch on the instrument panel to the left of the power control quadrant To guard against inadvertent movement of the landing gear selector on the ground the handle must also be pulled aft before moving it upward
55. out the metering system Metering pressure is maintained above vapor forming conditions while fuel inlet pressure is low enough to allow the use of a diaphragm pump Vapor lock and associated problems of difficult starting are thus eliminated Incorporated in the servo regulator is the airflow sensing System which contains a throttle valve and venturi The differ ential pressure between the entrance and the throat of the venturi is the measurement of air entering the engine These pressures are applied across an air diaphragm in the regulator A change in power changes the airflowto the engine and across the diaphragm in the regulator Mounted on top of the engine is the ported fuel flow divider with four nozzle lines routed to the cylinders The divider con tains a spring loaded positive shut offvalve Within each cylinder are continuous flow air bleed nozzles with provisions to eliminate the adverse effects of low manifold pressure when idling Since fuel metering is provided by the servo regulator rather than the nozzles more uniform cylinder head temperatures result and a longer engine life is possible Induction air for the engine enters the opening in the nose cowl and is picked up by a large air duct at the right rear baffle The air is directed through a filter and on to the servo regulator Analternate air source for the induction system contains a spring loaded door at the throat of the servo regulator This door op erates automat
56. r lift off set up the required crab angle retract the gear safe altitude and continue climb out An en route climbing speed of 130 miles per hour is recommended for increased forward visibility during continuous climb SHORT AND SOFT FIELD TAKE OFFS If it is necessary to get the airplane off the runway in the shortest possible distance set take off wing flaps with the flap position needle at the bottom of the white arc on the flap indicator With brakes set run upengines to maximum power and check instruments If the airplane is off the runway at less than 90 miles per hour it is essential to fly level a few feet off the runway immedi ately after lift off until reaching 90 mph After airspeed has increased initiate a climb at the best angle of climb speed 90 mph at sea level if an obstacle is to be cleared or at the best rate of climb speed 112 mph at sea level if a normal climb out is desired Since the airplane cannot be controlled in flight below Vme in the event of the sudden power loss in one engine be ready to reduce power promptly NOTE Take off at high altitude density altitude from a soft wet rough or grassy field or with an uphill gradient or tail wind component results in greatly reduced take off performance During take off roll check to be sure the airspeed indicator is operating properly The needle should indicate zero when the airplane is at rest 700505 TWIN COMANCHE TWIN COMANCHE SECTI
57. rapidly than the right wing and if re covery is not promptly initiated the airplane will have a tendency to roll to the left As in any multi engine aircraft stall recovery in the Twin Comanche should be initiated at the first indication of a pre stall buffet or warning light The aircraft should not be permitted to develop into a full stall 734 700505 TWIN COMANCHE SECTION III If an engine failure occurs after lift off with adequate landing distance ahead immediately reduce the power on both engines and effect a landing 25 If engine failure occurs during climb out after take off maintain directional control with rudder and ailerons and estab lish the best single engine rate of climb airspeed 105 mph at sea level Speeds below or above the best rate of climb speed will result in lower than optimum rate of climb Check that mix ture propeller and throttle controls are full forward and landing gear and wing flaps are up If enough altitude has been reacked before the failure occurred or if performance is satisfactory for reaching the airport with landing gear extended leave the landing gear in the down position Make positive identification of inoperative engine by gently throttling back on suspected engine If no effective power is being delivered by that engine feather the propeller and trim directionally with rudder trim Climb straight ahead to traffic pattern altitude and return to airport for landing Do not tr
58. s designed to accommodate the cus tomary advanced flight instruments on the left side in front of the pilot and engine instruments on the right side The optional in Struments such as the gyro instruments of the flight group are shock mounted The Artificial Horizon and Directional Gyro in this group are operated by an optional vacuum pump on each engine Turn and Bank is an electrically operated instrument and serves as a standby in case of vacuum system failure 700505 16 SECTION IV TWIN COMANCHE TWIN COMANCHE SECTION 11 TWIN COMANCHE 4OLVIIGNI 033dS 32NV1sSlQ HOLVDIGNI NOILISOd HOIVJIQNI U3NHVA ua3lIi3wilnv 01 210 1 771716 4316119 6 9 13 ALISN3Q 7 H313WAWY 710H1NO2 9 Glave JHA 39nvo ANNIVA 3unss3Hd OT04INVIN 173 1V2 1H3A IINA YOLYSIGNI INNO xog 3 019 0 u 14 7 1 1 45013 E 2 nv 57 zu 2 5 e c Oa ae 2 1 2 2 c we cc CO e v 2 2 af e ur t c a9 89 is 1 t 2 zu al A T a 2 15 2 2 u a
59. suit the indi viduals desires To minimize the feeling of drafts a low airflow high heat combination may be used Windshield defrosting may be regulated by various settings of the defroster lever and in severe windshield fogging or icing conditions it may be desirable to restrict the heater air as this will drive more air through the defrosters When heat is no longer desired the Janitrol Heater switch may be turned to the position and the manual fuel valve closed as there is no purge time required Either the Southwind or Janitrol Heater can be used to warm the cabin before flight by turning on the master switch the right auxiliary fuel pump and starting the heater They should not 700505 20 SECTION 11 TWIN COMANCHE be used in such a way as to run down the battery The cabin heater uses gasoline from the fuel injector on the right engine Therefore anytime the right fuel selector is off the heater is inoperative In case of right engine failure the heater can be operated by leaving the fuel selector on and operating the auxiliary pump The mixture control must be closed Before the heater is operated under these conditions it must be deter mined that no fuel leaks are present between the tank and engine Located in the heater is a heat limit switch which acts as a safety device to render the heater system inoperative if a malfunction should occur which results from excessive high temperatures This control is located
60. t e 5 2 e 2 QO 5 gt 2 2 2 z 4 e e j 2 e r 1 amp oo lt alm s s s a e x 60 80 100 4 TEMPERATURE F 20 20 40 qux sw E 7 Bets DIS 94 YOLVIIGNI 9 401140109 76 NOZINOH 121411 v 5012 08 9 aaadsuiv 2 60 700505 700505 17 SECTION IV DENSITY ALTITUDE FEET 59 12000 10000 6000 4000 2000 TWIN COMANCHE TWIN COMANCHE ae 8 od SINGLE ENGINE RATE OF CLIMB VS ALTITUDE AND WEIGHT LEFT ENGINE INOPERATIVE GEAR AND FLAPS RETRACTED Ree 4 SERVICE CEILING 100 200 300 RATE OF CLIMB FT MIN 400 500 90 100 110 BEST RATE OF CLIMB SPEED MPH 700505 TWIN COMANCHE SECTION 11 HEATING AND VENTILATING SYSTEM The flow of airfor heating and defrosting the Twin Comanche is taken through an inlet located in the nose and regulated by controls located in the lower right side of the instrument panel Heated air for the cabin and windshield defrosting is pro vided by a Southwind or Janitrol Heater installed in the nose section of the Twin Comanche Operation for th
61. that the center _of gravity is within allowable limits For weight 700505 and balance see the Airplane Flight Manual and Weight and Balance form supplied with each air plane The airplane can carry four passengers with full fuel capacity of 90 gallons without wing tip tanks and less than the allowable baggage As with any airplane improper loading will cause undesirable flight characteristics if the airplane approaches a critical or marginal flight condition Make sure that baggage and or cargo are secured properly with tie down straps to avoid an acciden tal in flight shift of the center of gravity or injury to passengers With tip tanks installed the airplane has an allowable gross weight of 3725 pounds It is important to remember that any weight in excess of 3600 pounds however must be in the form of fuel in the tip tanks SECTION III 51 SECTION III TWIN COMANCHE AND STALL SPEED More power is available on the operating engine at lower altitudes if the engine is normally aspirated and hence there can be more asymmetric thrust The Vme is highest at low altitudes The Vme decreases with altitude and at higher altitudes the air plane will approach a stall speed before reaching Vmc The most critical situation occurs at the altitude where the stall speed and Vmc Speed coincide Care should be taken to avoid this flight condition because at this point loss of directional control could lead to a spin
62. the master and ignition switches turn fuel selectors off and contact the ground at minimum speed VMC DEMONSTRATION WARNING The engine out minimum control speed demon stration required for the FAA flight test for the multi engine rating approaches uncontrolled flight condition with power reduced on one engine The demonstration should not be performed at an altitude of less than 3500 feet above the ground APPROACH Vyc WITH CAUTION Initiate re covery during the demonstration by immediately reducing power on the operating engine and promptly lowering the nose of the airplane 700505 49 SECTION Ill TWIN COMANCHE disengage control located between the two front seats and follow the instructions on the back of the cover as follows a Airspeed not over 100 MPH b Landing gear switch in center OFF position if landing gear switch is a three position switch or in the DOWN position if switch is a two position switch c Disengage Motor Raise motor release arm and push forward thru full travel d Remove gear extension handle from stowage If left Socket is not in clear position place handle in right socket Engage slot and twist clockwise to lock handle Extend handle and rotate forward until left socket is in clear position Remove handle and place in left socket Lock and extend handle Rotate handle forward full travel to extend landing gear Green light on panel indicates landing ge
63. tional altitude and speed during approach keeping in mind that landing should be made right the first time and that a go around may require the use of full power on the operating engine making control more difficult A final approach speed of 105 miles per hour and the use of half rather than full wing flaps will place the airplane in the best configuration for a go around should this be necessary but it should be avoided if at all possible It is essential to land 44 700505 TWIN COMANCHE SECTION lil LANDING GEAR RETRACTION Make sure the aircraft has sufficient altitude and airspeed with no chance of settling back on the runway before retracting the gear When taking off from a long 2 runway retract the landing gear when it would no longer be possible to land straight ahead DEICER BOOTS If your Twin Comanche is equipped with deicer boots they should not be operating during take off since inflated boots can change the stall characteristics of the airplane VMC Vmc Velocity minimum control is the calibrated airspeed determined by FAA test pilots below which a twin engine aircraft cannot be controlled in flight with one engine operating at take off power and the other engine windmilling The Vmc which the FAA has determined for the Twin Comanche is 90 mph CAS Calibrated airspeedis equal tothe airspeed indicator reading corrected for position and instrument error Since calibrated air speed and density altitude and pilot f
64. tube when moving the rudder pedals or operating the toe brakes 14 Anti collision lights should not be operated in heavy haze or clouds since reflected light can produce spacial disorientation Show courtesy for other pilots by not operating strobe lights while taxiing in the vicinity of other aircraft FLIGHT CONDITIONS Do not fly into marginal or deteriorating weather unless you are equipped and qualified to fly as instrument rated pilot under instrument conditions Before taking off on an instrument flight or a flight at night or in marginal conditions make sure all instruments and equipment are operating properly In mountainous terrain maintain proper distance from the mountains especially in strong winds which may cause extreme downdrafts and turbulence Flight should be planned to avoid thunderstorm areas In conditions of extreme turbulence reduce power to slow the air plane below the design maneuvering speed of 162 miles per hour A further reduction of power will ease the stress to which the airplane is subjected by virtue of turbulence When flying in extreme turbulence or strong vertical currents using the auto pilot the altitude hold mode should not be used 753 664 53 731112 SECTION 111 TWIN COMANCHE OPERATING TIPS 1 Trim for takeoff so that a light back pressure on the control wheel allows the airplane to lift from the runway 2 When checking the propeller feathering action it is necessary
65. xtures idle cut off 7 Generators on 4 Magneto switches off If control locks are not available and the airplane is to be left for more than a few minutes secure the control wheel with the safety belt strap Chock the wheels and secure tie downs at appropriate places EMERGENCY PROCEDURES 1 Engine Failure a During Take off Or After Lift off If an engine failure occurs during take off run prior to lift off with adequate stopping distance remaining reduce the power on both engines and stop the airplane straight ahead 753 664 2 731112 TWIN COMANCHE SECTION 111 CAUTION Use controls promptly to counteract any rolling or yawing action of the airplane during the approach to and recovery from the stall The stall warning system is inoperative if the master switch is off NOTE increase in bank angle increases the stalling speed STALL SPEED TABLE CAS Angle of Bank Gear amp Flaps Up Gear amp Flaps Down 76 69 These figures are at gross weight of 3600 pounds with power off SPINS The Twin Comanche is FAA approved in the normal category and in this category all intentional acrobatic maneuvers in cluding spins are prohibited Spins and other intentional acrobatic maneuvers may subject the airplane to stresses beyond which it was designed 700505 l 35 SECTION III TWIN COMANCHE SPIN RECOVERY TECHNIQUE In the event of an inadvertent spin recovery can be accomplished in the following
66. y to turn or climb too sharply Turns however can be made toward the inoperative engine if necessary NOTE A climbing turn toward an inoperative engine is more critical than a gliding turn toward an in operative engine because there is more asymmetric thrust with the power setting used for climb Trim directionally with rudder trim b During Cruise Flight If engine failure occurs during cruise flight maintain air speed and directional control of airplane immediately advance mixture propeller and throttle controls The airplane will yaw in the direction of the inoperative engine It will rarely be possible to immediately locate the inoperative engine viewing the manifold pressure gauge This yaw in the direction of the in operative engine can be corrected with rudder and rudder trim 700505 43 SECTION 111 TWIN COMANCHE Landing check list Mixtures rich Electric fuel pumps on Fuel selectors on proper tanks Propellers at high cruising rpm Landing gear down under 150 mph check green Flaps under 125 mph set Safety belts fastened B OIN D D POST LANDING Check list 1 Flaps retract 2 Cowl flaps open 3 Electric fuel pump off 4 Prop controls forward When completely stopped in a parking spot check the follow ing items for shut down 1 Radio amp elec equip off 5 Master switch off 2 Heater if used fan off 6 Parking brake on 3 Mi

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