Piper Comanche 250 Question and Answer Time
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- čas přidán 27. 04. 2019
- Took the Comanche up to La Crosse, WI again on a flight to get more data for the fuel flow computer. Along the way I answer some questions to help pass the time.
Took me a while to get this one put together. Added a camera and new editing software that I had to figure out.....god forbid I read directions. :-) - Auta a dopravní prostředky
Love watching your utube videos, thank you for all your trouble u go to
Fantastic video, beautiful Comanche.
Wow! I do enjoy this entire sharing of the 250 abilities and the overall explanations of where we are going and what we are seeing. Thanks.
Great great great video. Keep doing them and like the question/answer segment.
Thinking of buying a Comanche as well.
You have a truly NICE PLANE
Always a pleasure to come along with you on your trips! I love how clean and beautiful the cockpit of your comanche is! The second camera looking out of the right window over the wing would be nice to see, or a little closer look on the cockpit itself and the instruments! But that is just an idea from my side! Looking forward for some more Comanche videos in the future and always happy landings to you sir!
Great rental for trips,charter,complex upgrades...I like about everything in the piper line
Love the Q&A part, really informative. Keep them coming. Maybe have a time stamp for when they start.
Thats not a half bad idea. I will do that. Have a good weekend.
That's an awesome equipment/avionics package you have! I love the Comanches... I really hope some day I'm fortunate enough to own one...
Love the 250 's I was lucky to get 20 hours in N8218P out of KWJF late 90's not sure if it is still flying . I want a Comanche about as much as a cessna
I really enjoyed this video! Back in '66 when I got my commercial and instrument, there were no satellites. So we did a lot of hard navigating and serious chart reading. No GPS, natch, so "getting lost" was not an option -- we had to know exactly where we were at all times the good old fashioned way ...guess work. (That was a joke.) Also, I couldn't afford a headset so I logged my thousands of hours with the mike in my lap. No one but airliners had a transponder -- and only rich people had an auto pilot ...flight directors hadn't been invented yet. Anyway, when I said I had a thousand hours, that meant a thousand hours without my hand off the control column for even 5 seconds. Today when they say "Captain Soandso has 8,000 hours, they really mean he has 7,900 hours of monitoring computers. and about 100 hours of actual hands-on flying. To me that's scary -- but that's how it is now. And I don't think we were better trained, necessarily, or better pilots, it just meant we never had a chance to get "rusty" basking in all the comforts of computerized aviation. One quick observation: you might be better off not retracting your gear where there is still so much useful runway in front of you! I doubt that needs explanation. Thanks for a fun trip.
Nice to hear the engine and how the sound changes when you adjust something ;-)
Your camera clarity is excellent.
Awesome aircraft...
This is one of "those comments", but you may want to revisit how you do the controls check - or not.
"Boxing" the controls may provide indications of interference in the controls you may not otherwise feel using the method you used in this video. At minute 1:53 you move the controls in a manner that doesn't trace a full "rectangle" of control movement.
I had a situation in one of the flight sims I maintain where during a right aileron, forward elevator movement, a tab would interfere with a wiring block that had been improperly placed. We wouldn't have noticed if the controls had just been pushed fore and aft and then left, right aileron. The tab traced a very different path during boxing.
Just a thought.
Thanks for the videos!
Hi Michael. Just discovered you the past few days and love your channel. I'm a relatively old (58) new pilot (130 hrs) with IFR in my immediate future. I was going to wait and respond to a later post as I watch your videos but it looks like you see the ones posted on these older ones. Like many, I too am perhaps looking at a Comanche in my future from a PA-28-181 Archer II. I like the 260B as I am in Renton (Seattle) and fly over the Cascades on many of my flights. Not in the market for the Turbo though. This past summer we installed 2 G5's and a GTX345 , new ELT, and a GNS530W. So we seem to think alike (I would have done a newer GTN or GNX but my partner in the plane already had the 530W). Also, I have an electronic ignition, we are putting in next month (Surefly) - I think you may have done Eltroair? Also like you, my next big thing is the engine monitor - trying to decide between the CGR-30P or EDM 8 or 930 - seeing the 830 (I think) makes me lean (punn intended) to that big screen. We also installed USB's on both sides of the panel. I suppose I also feel close to you since I spent 9 years in Peoria and been at the John Deere Classic and the Quad Cities Marathon. All the cities you visit I visited with kids in swimming while we were there! I do want to thank you for not editing out the occasional faux pax because I make those errors (more frequently than you but I learn from each one). One question I have for you - when you did the 830 did you consider going to the 930 and replacing your primaries or was that an option or? Look forward to continuing to learn about these wonderful (and like me) old airplanes - thank you!
Scott Woodman Hi Scott, I installed a 730 and left the standard “approved” instruments in, it cost a lot less to do it that way. A 250, or 260 will do pretty good up to 15k feet so for your flights it should do fine. Best of luck with your search.
Aviation has always been a dream of mine! just never gave it any real consideration as a kid and a few tragic events in my teens just had my mind in such a state that I didn't know what I wanted to do. now many years later I know precisely what I want to do and that passion to fly burns hot.
It is an addictive drug. 😀
@@pipercomanche2506 ahhh yes you are right about that. I can only afford to fly on a flight simulator on Xbox right now lol.l a high school buddy of mine his dad was an aviation mechanic and had taught me quite a bit about flying but never got a chance to go up and was also we were in what was called the air national guard explorer program in high school that was fun. now I would sell my truck to get my pilot license lol If I didn't need it!
@@michaelharper2339 I understand. :-) Keep in mind, there is no limit on how long it takes you to get your Pilots License, if you can afford 1 flight a week or every 2 weeks that is what you can do. Once you have it, look for a flying club in your area. That is probably the cheapest route. And keep working in the Sim it will help. Best of luck. Mike
@@pipercomanche2506 thank you! I definitely keep the dream and hope alive that I might get there one day. thank you for the great video and keep it coming.
PA24 is a great aeroplane. I knew Max Conrad the worlds famous ferry pilot who ferried 4 from the USA to Australia. Probably one of the best aircraft ever built in its class.
This is my dream airplane! Currently own a Piper Tomahawk but looking forward to the day I can buy/restore one of these beauties. Gonna need the wingtip tanks though!
Very cool, my first 6 hours where in a Tomahawk, loved the wide cabin and view.
SmokingSpitfire
In 1961 piper added two aux tanks for a total of 90 gallons
After 4 hours, I’m ready to stretch my legs
@@pipercomanche2506 I'm not sure I could stay in my Tommy for that long! I want the wing tanks on a Commanche more for the awesome look than anything else!
Very much enjoyed the video. New to airplanes, so watching videos to learn more about them. I plan to start working towards my pilots license very soon. Considering purchasing a plane at some point. Figured I would go ahead start taking lessons and see how that goes before committing to a plane. The Piper Comanche 250 is at the top of my list now. On positioning that second camera, as a beginner pilot, I would find love to have a better view of the panel. It would b very cool and useful if the video alternated between that main view out the windows and the gauge panel enabling the viewer (me) to see what's happening on the panel as the flight progresses. Thanks for sharing!! Subscribed and Liked. I'll be following along with you!
Good luck with your lessons and have fun with it. You will get to a point that you will get frustrated with your performance, while training....work through it. It's worth it.
@@pipercomanche2506 Thank you! Right now it's a pretty huge mountain in front of me. A mountain of time and money! :D
But if it was easy everyone would do it. ;)
nice video. love the trim wheel, I flew an early pa28 for a bit with that trim wheel there. nice aircraft. does you're AC have electric flaps or the bar?
Tim Kirk Morning Tim, mine has the Johnson bar flap actuator. On you PA28 it was on the floor between the seats, on this PA24 it is just more upright in front of the wheel well. Mike
I found one for rent at $150 an hour. Compared to $130 for a C172, it's a real bargain for trips. Not even considering the amazing useful load.
I had the opportunity for 20 hours in a Comanche 250 out of WJF 8218P I hope that its still flying. I want to get a 250 for a IFR platform for wings of hope out of Central Valley to LA or SFO.
Hi Michael. One topic I’ve been meaning to ask about: What typical weather can be expected around Moline and the airports you normally visit? During spring? Summer? Fall? Do you fly during the winter months? What months are the flying season? What types of weather phenomena are common? Do you have a lot of IFR days? What parts of Moline weather would you not miss if you moved someplace else? (I live in California, and while we have rain and strong winds during the winter, we usually have at least some good flying days.)
Hi Peder, Typical weather around here varies wildly by season.
Winter normally hovers around +20F but can dip into the negatives for a couple of weeks in Jan-Feb, low ceilings are typical which means not a lot of flying without De-Icing capability. There are a few good days when we get a canadian high pressure sitting over us and you can see for 50 miles or better, the problem is those are typically the days of very cold temps. Preflighting the plane becomes harder. I typically only fly 10-15 hrs from late Nov to late Mar. One nice thing is the Airplane developes a lot of horsepower and the air is typically smooth.
Spring is a time of change. We start in late Mar (every 200 miles you go north winter will break about a week later) with cold rain and the winds start picking up as the air-masses change. You can have good and bad days in Spring. As the snow melts you will start getting turbulence in the afternoon because the fields are different colors. Towards the end of April we will start to get Thunderstorms as temps rise and the atmosphere is able to hold more energy. For me wind is the biggest challenge in Spring because I am a bit rusty from the long winter. The other thing to pay attention to is the freezing level because it fluxuates...One day you are good to go IFR and the next may be a no-go. Keep an eye on the Skew-T charts.
Summer time....Junish through September...(every 200 miles north this time frame will shrink by a week) is typically great flying in the morning. By afternoon T-Storms and Clear Air Turbulence under 10K feet are common...Afternoons can get a little rough on the passengers. Once the corn and beans are up, the visibility can get pretty hazy. Not like they have in the Southeast but pretty hazy. Temps are Hot (80-90's) and Humidity is high (80-90%ish). One thing about T-Storms here is they can be absolute monsters. You do not want to get within 20 miles of them. They can be pushing roll clouds in front and the sky will start to turn a funny green shade. When these storms line up and form a squall line the only thing you can do is run...get on the ground, get tied down, and wait. I stay VFR when T-Storms are possible, they are normally visible for miles and miles so you can avoid them. Fly in the morning if you want to go somewhere.
Fall is like Spring the airmass's are shifting and the winds pick up about October and go into mid-December. One great thing is....once the harvest is in, if you have an emergency you can land just about anywhere. :-)
The above is for my area. As I said every 200 miles north or south take or add about a week for the seasons to change.
A great book that covers flying in the different seasons is Flying the Weather Map by Richard Collins, in it he details flying in different seasons and what to expect.
Mike
Thanks for the excellent reply; more than I even hoped for. I hit pay dirt with my question. :-) I have Flying the Weather Map, have read it only once, should probably read it again. (I'm currently reading Thunderstorms and Airplanes, also by Collins.) I appreciate your first-hand perspective about what your area is really like through the seasons.
I have a 1960 PA-24 250 I just bought with older panel I noticed you have a JPI 930 in your opinion if you were to upgrade an older panel as i have would you add a new JPI 930 or start some other upgrade first. Also how many hours to install the JPI 930 as the unit is around $6600 so quite an expense. Is there a reason you left in the old gauges that the JPI 930 replaces. Thanks for the videos.
Morning Darrell, That is not a 930, it is a 730 (you have to keep the certified gauges) a lot cheaper and does the same thing as a 930 but you do have to keep and maintain the old gauges. To be honest all I use it for is fuel flow/amount left and cht/egt the rest is nice to have but???? My 2 cents is start with an upgrade plan and build a modern Ron & Johns Panel to match that future plan. Get the base done 1st, then you have something to add on too, even if it is a multi year project like mine has been. Mike
Really enjoy these vids, What size ipad do you use and did you create your own checklists?
Hi Hugh, It is normal IPAD Air, I think it is a 10.3 inch. And the checklist is based out of the Comanche POH, but I added a few items to cover the equipment specific to my aircraft. Mike
How much do you pay for maintenance on your comanche? I am in need of a little more power. I have a cherokee atm but considering an upgrade. Any recommendations?
SpearHead1011 Hi SpearHead, I would say a Plain-Jane annual runs around $1,500 - $2,500. Can be done for less if you do some of the work yourself of course. As you know, If they find something it goes up from there. The only big difference between your Cherokee and a Comanche is going to be the gear swing. The extra speed gets pretty close to canceling out the extra fuel burn. Good luck in your search.
Thank you for sharing helpful hints/info about the Comanche 250, much appreciated. Going to be in the market in the not far future to buy, after doing lots research and studying I believe the Comanche is the way I'm going to go too. What kind of cameras are you using? They are very good with the HD. I do agree with others your Comanche is beautiful.
Greg Dannels Hi Greg, I use a Garmin Ultra 30 and a Go Pro 6.
@@pipercomanche2506 Thank you Michael I appreciate It. :-)
Commander 180 mo' betta. Not as fast, though. Nice radio gear. Lotta airplane. A tad more stressful. Probably a higher payload. Didn't look as much fun though. Just felt a little heavier and not quite as quick, even if faster. Thanks anyway. Mooney would be a good Try. Take a deep breath and wiggle your toes. IFR can barely kill you if you lose anything.
Pointed aft but centered on you is better for the second camera, and if you can zoom it in some that’s a good perspective.
M H Thanks. I am still messing with it.
Michael, nice video! How do you like the hand brake? The Comanche 250 is one of my favorite classics. You have done a great job maintaining and upgrading her!
Vero Flyboys Hand brake is really not a big deal. It takes maybe 10 mins to get used to. Mike
@@pipercomanche2506 Thank you Michael! I hope to have some Comanche videos soon. Keep up the good work!
What program are you running on your iPad for your checklist?
Hi Brady, it called ForeFlight and it does a lot more. Mike
What are you using on the tablet for your checklist?
Jean-Claude AskMe Hi Jean-Claude, I use the checklist app built into either ForeFlight or Garmin Pilot. I took my old paper checklist and typed into the App. Mike
I’m considering buying a Comanche. I understand you want an A&P well versed in them. Could you tell me who works on yours? It looks like you’re near the Quad Cities and I’m in NE Missouri. Just doing some preliminary research. Thank you.
Morning G Davis, I use Heritage Aero in Freeport, IL. There are a couple of Comanche drivers down in St. Louis that might have someone closer to you. If you are on Facebook there are a couple Facebook Groups you might find useful. One is simply called Piper Comanche the other is I Fly St. Louis. I would ask there for someone more local. Freeport is going to be a 1 - 1.5 hr flight for you. Good luck in your search. Mike
Great video. I'll be looking to potentially purchase a Comanche in about a year or so. What are you writing/scribbling on the ipad right after you switched the fuel tanks around the 44 minute mark?
Hi Mitchell, I am keeping track of how much fuel I have left and in which tank it resides. I have 4 Fuel tanks 2-30 gal and 2-15 gal tips. I keep track of where my fuel is in the airplane. This is a good habit to develop for when you go on a long range cross country. You need to know not just how much fuel is left in the plane, but where is it at.
@@pipercomanche2506 Ah, makes sense. About those wing tips, did they increase your useful load at all? I've never understood how that works, but I know I want them on whatever plane I end up getting. :-)
@@mitchellmimier5004 Yes, on the 250's they add to the useful load. What's nice is you can use the extra useful load for fuel or for people. N6928P currently has a 1,217 lb useful load, fully loaded with fuel (90 gal / 86 usable), I can put 677 lbs in the cabin. At 7,000 ft, 65% HP, 100* ROP my TAS 145kts and with the Electronic Ignition, at those setting, I am burning 13 GPH so with a 1 hr reserve that is 5.6 hrs in the air. Which is NUTS. If I start with 1/2 tips (which is what I normally keep in them) that's 75 gal / 71 usable, or 4.4 hrs with 1 hr reserve, this set up gives me 767 lbs of useful load or 2-200lb men and 2-135 lb women leaving 97 lbs of bags. If I drop down to a gallon in each tip, thats 62 gal / 58 usable or 3.4 hrs with one hour receive and 845 lbs in the cabin or 4-200lb men and 45 lbs for bags. The Comanche 250 with Tips is very versatile as you can leave fuel out of the tips as needed, without worrying about fuel bladders drying out. This is a consideration on the 260's and above. Mike
@@pipercomanche2506 dang, that's awesome. Any problems with CG with heavy people in the back? And are you saying the 260s can't have the tip tanks?
Mitchell Mimier No CG issues as all, in fact she flys better with people in the back as she is nose heavy. Remember the airframe was designed with the O-360 in mind. I have been told by people who fly both, that the 180 is the nicer flying of the 2. 180s are also not that much slower 10-15 kts maybe, they just can’t carry as much.
The 260 can have tips, which on most of them would give you 120 gal of fuel, as they have outboard bladder tanks built into the wing, so with tips you would have 6 tanks. The range on something like that would be insane and only the true “Iron Butt” pilot would actually use it. That would be an extra 2 hrs in the air. I am not sure if the Tips give the 260 a useful load increase as they had that from the factory. Good question for the Airworthy Comanche Forum. Mike
Mike I noticed in one of your videos a radar altimeter count down in your landing. What do you have that’s giving you that info?
Hi, Its not a Radar Altimeter it is a Laser. Here is a link to the system. landingheight.com/ and here is a link to the Comanche Zoom recording where the owner of the company introduced it to us www.quietcornerbands.org/Flight/NeCT/Zoom/Oct6-LaserLandingHeightSystemUpgrade_Link.pdf and a second that he spoke about the install. www.quietcornerbands.org/Flight/NeCT/Zoom/Mar2-InstallingLaserHeightSystem.pdf Mike
@@pipercomanche2506 thanks! Have you noticed it helping you gauge your touchdowns and improve landings?
@@YouSoCouldHaveGotMe No, I don't think so. I bought it for the gear down feature. If my gear are not down it starts saying "Check Gear" over and over. :-)
I have toe breaks (only on pilots side) and a hand break on my Comanche 260... :)
just found your channel. I just bought a 67' 260b last week. Im based in MCW fly over the quad cities a lot. I'm putting a new engine in her before I get to fly her. I curious what auto pilot do you have? I've been looking at a glass upgrade but there isn't an auto pilot out that I'm aware of that is certified for the PA24 that will work with any of the new glass. You seem to have a much more advance autopilot. Would really like to chat about what you have done to upgrade your bird. mike
Hi MB, I have an old STEC 50 with Alt hold, tied into the G5’s and GTN 650. Currently both Garmin and STEC are working on Digital autopilots. STEC is trying to get all PA-24s approved, while Garmin is only doing 260s and above. The STEC is called the 3100 and Garmin is called the GFC 500. Mike
Michael Ellis. Mike, does the STEC 50 require the vacuum system to drive it? My goal in upgrading the panel is to eliminate the vacuum driven instruments and go 100% electric.
M.B. L. Morning MBL, no it uses an Electric Turn and Bank indicator. My plane no longer has a vacuum system. I would encourage you to have patience and wait until one of the new digital autopilots is available before you jump. They are a great deal more accurate and are going to cost about the same.
Michael Ellis that is kinda what I've been coming to. The G3 with the new 345 ads b in/out with engine monitoring and new panel is 50K but I have to keep the vacuum system and old DG until the new autopilots are approved which then means another trip to the shop. So I think you are probably correct, get it all picked out and ready to go as soon as they approve it. I'm like a kid with a new toy, I just wanted to get it all done sooner than later. Oh well, give me time to save up some money after putting in the new engine.
Hi. What iPad and mount are you using? Thank you
Kato o Hi Kato, here is what I use. All by RAM products. I run the Arm under the yoke. Part# RAM-HOL-AP17U, Part# RAM-B-201U-C, Part# RAM-B-108B-STRAP40U, Part# RAM-B-202U. Mike
@@pipercomanche2506 This is great! I was going to ask the same question in a comment and instead looked through the comments and found it. BTW, this is cheaper and nicer than the one I saw on Amazon. Thanks for taking the time to put the part numbers and stuff! YOU DA MAN!
Not sure if you answered this one but why do you cruise at 2350 rpm and not something lower ?
Hi Dave, I have tried it but my engine runs a snitch rough below 2250 RPM so I normally stay above that. Just runs smoother up there.
Have you or previous owners done anything specific to your Comanche since it was new, in order to have it start easier?
Hi Private Pilot Life, yes. Originally had 2 magnetos, normal starter, normal battery connector, etc. Owner before me started by replacing the cable from battery to starter from aluminium to a cooper. I then replaced 1 magneto with an electronic ignition, then replaced the original starter to a high torque light weight one. Starting problems in a carbureted Lycomings are normally pretty easy to fix. Get your Mechanic to go through it step by step and don't just throwing money at it by replacing things (for which I have been guilty many times). Its always Fuel, Spark, or Air....one of those three are out of wack. Get your Mechanic to figure out which one it is and then move forward. You spend a little bit of money on diagnosis before spending a ton on parts. :-) Another good place to ask for diagnosis help is the Airworthy Comanche Forum.
Oh and I just watched your last video....Nice center stack.
The owner before me, changed the starter to the high torque light weight... Last annual I had both mags sent out and overhauled, since it had been a while. I also had my aluminum cables changed at the previous annual. I have fuel injection so that cuts out the carb... It will start every time but it has difficulty getting moving. It will turn about 10-20 degrees then stop...I bump the ignition a few times then it kicks off...The battery is only a few years old and has it makes no difference if I fully charge it prior to start. I think I may have to check on the ground. Not sure if the solenoid goes bad on them, but I'm sure any electrical goes bad with time. It has been this way since I purchased it back in 2012. I have been repairing and upgrading, little by little each year, and just got it out of its annual a few weeks ago. I did not think to mention it to the mechanic until after the annual was completed, as it always starts. But I saw how easy yours cranks over, and I guess I will focus on that next... I've had the front nose wheel rebuilt and the prop overhauled...New bungies, new tires, etc... Once I get this starting thing cleaned up, the plane will be very solid and I will be able to get refocused on the panel again...Thanks for the response... :)
@@privatepilotlife1770 Hmmm...come to think of it, I did a battery box modification a couple of annuals ago. When I put in the Electronic ignition it had a hard time turning over and getting started. We had the positive side all modernized but the ground what just an one of those woven aluminum cables, we cut the box and installed a copper set up from Bogert Aviation. Here is their site. bogertaviation.com/ Have a look you could be right.
Wow , thanks!
Your Pre fight Pre Taxi check list was nice but you exercised full deflection of controls three times before finally moving onto Cleared for Take off Possibly the extended check list and repeated efforts was for the Video ??? Nice Comanche....
Hi Richard, nope I check them and the trim 3 times to make sure, that way if I miss it once I have 2 more chances. Kinda anal I know but…..
@@pipercomanche2506 Good for you Mike....I sorta expected what your answer would be....I was just curious thinking I might be cutting my Prechecks short but I've touched the gear handle, Flap switch and mixture more then once on approach.....Full defection of controls before Take Off ....is a Proven Life saver !!!
Q&A begins @ 31:20
How tall are you? Tallest person ever in the plane? 6'6" here, curious on the fit. Thanks.
Hi 4Nursebee, I am right at 6ft, and have bounced my head off the ceiling in the bumps a few times. At 6'6" you are going to have a hard time fitting in an older 4 place GA retract Airplane as they were designed for an average pilots height of 5'7" who weighs 170 lbs (back in the 50's-60's this was the "average").
There are a few things you can do, for example you could take the pilots seat out and modify the bottom cushion which might give you another inch or two, but 6 is going to be a big stretch.
Depending on how big you are sideways you have a couple of options in the in the 4 place high performance retract segment that might work better. Tall in legs and skinny seems to do well in the Mooney's as they seem to have the most front legroom. They are harder to get in and out of because the seat bottom sits almost on the floor like a sports car and the back seat room in the short models is very limited. But if it is normally just you and one other person not a big deal.
Now, tall and wide is a bit harder and I would see if you can find a Bonanza to sit in to see if they will work, they are normally more expensive, but the cabin is taller than a Comanche. Unfortunately they are skinnier and you could be rubbing shoulders with your passenger unless he/she is quite small.
If none of the above will work, then older mainstream 4 place retracts from the big 3 are out and you are looking at some of the smaller produced models. Navions, for example, are big/roomy but slow for the horse power...don't get me wrong, I have been told they are nice and very easy to fly airplanes, just on the slower side for the fuel burn. There are probably a few others that you could explore, but I cannot think of them off the top of my head.
Ask around your local area and see if someone has a model of the above and ask if you can sit in it to see how they fit.
If none of the above will work drop the retract and look at a Cessna 182, not as fast but good load haulers and your maintenance cost will be lower as the gear is down and welded.
Or you can step up into a 6 seater and look at a Cessna 210, Piper 6/260 etc.
I guess it is really going to depend on what your normal mission/budget is.
@@pipercomanche2506 Thank you good sir!
Nice aircraft but can you justify the cost compared to a similar aged Archer.
HI Mensa....I guess it is a question of how fast you would like to go. All aircraft are trade offs. Just taking stats off Trade A Plane a comparably priced Piper Archer would be from the early 1980s and Cruise at 140 MPH with a useful load of say 800-1000/lbs. A Comanche 180 is going to be 160 MPH give or take with the same payload and a bigger cabin. If you step up to a 250 then you are getting 180 MPH and 1000-1200 lb useful load. Same cabin at the 180. It's like asking why do guys fly jets....because they can. 🙂
I agree. In the UK we call it horses for courses. You pay your money and take yourchoice.
What’s all the OUR jive, daddy’s money???
Sorry, I don’t understand the question. My Dad was a high lineman for our local Municipal Utility. Wasn’t even Union, I did not grow up with any excess money if that’s your question. Never went hungry or went without a winter coat or anything. I stepped off the plane after serving in the US Army and living in Berlin GE for 7 yrs with a duffel bag of cloths, $350 to my name and a bunch of great memories. My Dad picked me up at the airport, let me move back in until I got a job, and the 1st months deposit on an apartment. I have worked my backside off ever since. Maybe when saying “our” I am referring to the plane? Or my Wife? I don’t know. Mike
AUTO PILOT ....FANCY PANTSY
Can this be a beginner airplane?
Hi Urban, Yes I suppose it could but it would make your training take much longer. There are reasons why traditional training aircraft are designed the way they are. The Cessna 152, 172, & Piper Cherokee have some built in margins for a young pilot. If a new Pilot gets too close to the edge, they allow a certain flexibility that more high performance aircraft simply do not allow for. Not saying you can't just that I wouldn't. Mike
@@pipercomanche2506 thank you Michael, I appreciate that. After I get my ppl I just went a good XC aircraft. I liked the comanche do to the width and roomy interior. I do plan on getting an instrument and commercial rating later on.
@@Sexiestpilot4u I would learn in the schools airplane. When you are ready for instrument get the Comanche, they are pretty good platforms for flying in the clouds so long as you avoid ice and convection. :-)
@@pipercomanche2506 thank you, I was thinking also that it might be better overall to get my ppl from a school, build a few hours with complex training and then look into ownership.
@@Sexiestpilot4u Yep that is a decent plan. Best of luck and enjoy the learning part it is a great deal of fun.
Sorrt typo should read Bentley
I have a Comanche 250 for sale 28,000
What’s your email address?
Why so much hastle srarting the engine. Compared to the comanche my 1948 Bentlet is a breeze.
I guess I don't understand the question. I don't have a starting issue so I am a bit lost.
In the Bentley I insert the key and turn it to the right, then I press the start button and job done. That was 1948 technology.
@@MENSA.lady2ahh you are comparing a water cooled car engine to an air cooled aircraft engine. Yes you are correct, compared to starting a car this is much more involved.
I have noticed some pilots describe things in a very complicated manner when actually 99 % of the GA flight training is extremely simple & requires minimal skill and a big dose of common sense - this isn't military advanced F-16 flying type stuff . So ... damn , don't try to impress folks with your overwhelming ridiculous techno bullshit ! Try to stick to basic good stick / rudder skill and where am I ? We want more simple safe good flying the aircraft not flyin the " engine " in some 87 million dollar aerospace computerized 50,000 ft. Cruise missle.