Total Time:  +/- 6896

Engines: 

Props:

Lycoming IO-320-B1A  

Hartzell Q-Tip Propellers HC-E2YL-2BSF

2,000 Hours TBO

2,400 Hours Recommended TBO

Left :    +/- 1329  Hours since Major Overhaul 2003

Left :     +/- 1838 Hours Since Overhaul 1999

Right :  +/-1354   Hours since Major Overhaul 2002

Right :   +/- 1838 Hours Since Overhaul 1999

Compressions:

  Left: #1.  79/80   #2.  75/80  #3.  75/80  #4.  70/80

Props Resealed January 2006

Right: #1.  79/80   #2.  80/80  #3.  80/80  #4.  75/80

Interior:

Exterior:

Nice Gray Seats  

Juneau White Base

Matching Carpet

Trimmed in Madrid Red

Matching Side Panels

and Royal Blue

New In (2003)

Could use a paint touch up, but its not that bad.

Inspections

Adlog Aircraft Maintenance System Since May 2003

Annual , Due April  2009

Altimeter Static and Transponder Due July 2010

ELT Due 12-2009

All AD's Complied With

Heater:

S & W  2,000 Hrs TBO

Over-Hauled  at 393.0 Hours

 Has about 650 Hrs TT

• King KMA-24 Audio Selector Panel

• King KN-73 Glide Slope Receiver

• King KX-170B Nav/Com System TSO'd

• Altitude Encoding Altimeter

• King KX-155 With GlideSlope New In 2004

• King KI-209 VOR/LOC/ILS Indicator NEW In 2004

• King KT-78 TSO'D Transponder

• Radar Ryan WX 10A Digital Weather Avoidance Weather System

• King MKR-Marker Beacon Receiver

• Emergency Locator Transmitter

• Narco 890 Digital DME System

• Avionics Master Switch

• King KI-214 VOR/LOC/ILS Indicator DUAL GLIDE-SLOPE Indicators

• Autopilot CenturyIII Autopilot System with Altitude Hold Heading Pre-Select Electric Pitch Trim Nav 1/2 switching and VOR/LOC/ILS Coupling Modes --The Autopilot is INOP--

• Q-Tip Propellers

• Bracket Air Filters

• Digital Quarts Chronometer

• 4-Place Cabin Intercom System (SPA-400)

• K.S. All Cylinder EGT Probe Mod

• Alternator STC 2004

• Speed Modification Kit (Knots 2U)

• Super Soundproofing

• New Style Yokes

• Lopresti Flap Bracket Fairing's

• Electric Trim

• Single Piece Windshield

• Knots To You Aileron, Flap and Rudder Gap Seals

• Exhaust Gas Temperature Monitor

• Installed Tanis AC Acces Door and Pilot Light 2004

• Miller Extended Dorsal Fin

• Piper Shoulder Harness Kit

• Newer Panel

• Miller Nose Taxi Light

• Wing Tip And Tail Strobe Lights

• Oil Quick Drain L/E

• Piper Air Flow Modification Kit

• Pilot & Co-Pilot PTT

• Metco Wing Tips

• Exhaust Stack Extensions (Gulf Coast)

• Small Nose Wheel STC

• Lifetime Warranty on composite spinners and bulk-head

• Both Prop Governors OH 2003

• New Strobe Power Supply 2005

• All New Fuel Cells 2000

• New Oil Cooler R/E 2004

• New Panel Light Rheostat 2003

• Corrosion Sprayed  2003

• New Composite Spinner Bulk-Head 2003/04

• New Storme-scope Antenna 2003

• New Bungee's 2006

• New Spinner Carbon Fiber  2003/05

• New Overhead Speaker 2003

• New Copper Starter Cables 2006

• New Discs (Brakes) 2006

• New Cabin door seals 2003

• O/H Left Fuel Selector 2004

• New Plugs 2009

• New Instrument Panel Mounts 2003

• Pre Wire A/C for Tanis

• Rebuilt Both Air Boxes 2005

• New Vac Pump R/E 2004
• New Vac Pump L/E 2007

• New Battery 2005

• Resealed Compass 2005

• New Flap Indicater Sending Unit 2004

• Left Strut resealed 2009

• New Starter Relays 2005

• Left Boost Pump New Moter-Rebuilt Pump

• Moved Starter Solenoids to Fire Wall 2005

• New Starters 2005/2006

• New Autopilot DG 2009

• New Landing Gear Circuit breaker 2005

• O/H Gear Trans 2005

• New Exhaust Stack R/E 2003

• New Engine Mounts 2003

• New Gear Motor 2005

• New Overhauled Kolsmen Altimeter 2004

• New Cowl Seals 2003

Piper Twin Comanche

The Piper Twin Comanche is one of the few successful aircraft types where a twin engine variant was derived from a single. The single Comanche came in a wide range of versions, right up to the Comanche 400 with a cruise speed of 190 kts !  Work did not proceed until 1962, as Piper were concentrating on other aircraft in their range. The first flight of a Comanche converted to twin configuration took place on 7 November 1962, and production deliveries began late in 1963.

The Comanches were always known as a luxurious, efficient and fast aircraft and these characteristics carried on to the Twin Comanche. As a result, the International Comanche Society has been a strong organization for many years, and provides a valuable source of information about Comanches, and their owners and pilots! No other similar light twin has such an organization of devoted followers!

The Twin Comanche has two fuel injected Lycoming IO-320 engines, developing 160HP each. The Twin Comanche has such an efficient airframe design that it comfortably achieves a cruise speed of 160 kts .

This airframe design includes gap seals on flaps and ailerons, flush riveted wings (similar to the Mooney - also well known for speed) and an extremely efficient engine cowl design.

Fuel load in the PA30 is excellent, with main, auxiliary and tip tanks giving an endurance of almost 7 hours. Fuel management is simple, with no requirement to transfer fuel from one tank to another.

Cabin room is exceptional, with the PA30 originally having 6 seats.

Single engine performance in the Twin Comanche is no better and no worse than other similar size twins. Any twin pilot will know that the engine failure after takeoff in any of these aircraft is a very dangerous situation, and must be carefully planned for.

Thank you for taking the time to check out my aircraft listing.  I purchased this aircraft in April of 2003 from a broker out in Florida.  This is the first time I have purchased an airplane.  The aircraft was purchased with a fresh annual inspection and was supposed to be in an airworthy condition.  I had my mechanic look it over the next day and he told me I should get down on my knees and kiss the ground.  He said he had no Idea how I made it back from Florida to Indiana without an engine failure or fire.  I called the Faa that same day and told them what was going on.  The next day the Faa arrived with a video camera and started inspecting the aircraft.  A couple hours later the Faa ordered an emergency revocation of the A&P IA who signed off the annual.  To make a long story short, I got screwed.  The broker told me to f**k off that it’s not his problem.  Then about two weeks later the broker closed up shop.  The aircraft was down for about 8 months after that.  I’ve spent a lot of money on this bird.  The last thing I want to do is sell my airplane but due to my financial situation I must.  I have put about 1100 hours on the aircraft since all this happened.  It a great airplane.  Most of everything that I have done to the aircraft can be found on this page.

More Info:The aircraft has plumbing installed for the alcohol props and heated windshield.   After I purchased the aircraft I had the alcohol nozzles removed from the props because one was broken, and I was also told that the heated windshield was stolen in 2001.  Also I had a new nose wheel canvas installed March of 2007, new Left Hand Mixture control cable March of 2007, and a new tach for the left engine in 2006.  In December of 2006 I had to exchange the left engine case due to a crack.  The engine was rebuilt with all new bearing.

The old logbook for the right engine is missing. All the current information for the engine is in the new adlog aircraft maintenance system as of 2003.

Damage History:

65 Hours out of the factory in 1964 the owner forgot to put the gear down and bellied in.  In 2000 the mains collapsed after landing but the nose gear stayed in tact and did not cause any damage to the props or engines. 

• Length 25.2 ft

• Height 8.2 ft

• Wingspan 36 ft

• Baggage Capacity 200-250 lbs

• Gross Weight 3,600 lbs

• Standard Empty Weight 2,207 lbs

• Maximum Useful Load 1,383 lbs

• Maximum Useful Load w/Full Fuel 853 lbs

• 75% Power 16.2 GPH, Range 892 sm, 194 mph, 4.6 hrs

• 65% Power 13.2 GPH, Range 967 sm, 186 mph, 5.2 hrs

• 55% Power 12 GPH, Range 1,015 sm 172 mph 5.9 hrs

• Rate of climb at Gross 1,460 fpm

• Rate of climb at 2,600 lbs, 2,200+ fpm

• Single Engine Rate of Climb 260 fpm

• Service Ceiling 18,600 ft

• Absolute Ceiling 20,000 ft

• Single-Engine Service Ceiling 5,800 ft

• Takeoff Distance Ground Run 1,250 ft

• Total over A 50 Foot Obstacle 2,160 ft

• Landing Distance Ground Roll 700 ft

• Total Over a 50 foot Obstacle 2,100 ft