Piper didn’t distinguish between the 180 and 250 in its serial number records, but total production for 1958 was 336, comparing favorably to the 396 J35 Bonanzas Beech cranked out that same year. The 180 and 250 Comanche airframes are the same and there’s an STC to upgrade the 180 to the larger engine-although the 250 boasted a significantly higher gross weight: 2800 pounds versus 2550 pounds for the 180. Piper kept the Comanche’s electromechanical manual landing gear relatively simple, although it can be a source of woes when not maintained properly. Both models had carbureted engines mated to constant-speed props. The Comanche hit the market running in 1958 and in its first production year, Piper offered the 180-HP PA-24-180 (Lycoming O-360) and the 250-HP PA-24-250 (Lycoming O-540). The good news is that lots of shops can work on them (although as the accident reports show, pick one that knows the model well), parts are available and market prices are steady, yet reasonable. With a tapered laminar-flow wing, respectable speed (big-engine models make downright impressive numbers), solid handling and lots of available speed mods, the right Comanche could be one of the most desirable vintage piston singles.īut unless you buy one that’s been particularly well-restored and cared for, getting an old Comanche up to snuff can be a pricey proposition. Sure, the Piper PA-24 series is old-one of Piper’s first metal, non-tailwheel cruisers-and ultimately a competitor to the Beech Bonanza and Cessna 210. If you’re shopping the used four-place retrac market no doubt you’ll consider a Comanche.
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