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Aviation History
1963
1963 - 0626.PDF
600 FLIGHT International, 25 April 1963 Extremely clean engine nacelles are a noteworthy feature of the Twin Comanche THIS IS THE TWIN COMANCHE True airspeed at various power set tings and altitudes FULL THROTTLE 2,400 r p mI FULL THROTTLE 1 1 i K] \2700 rpm - 45°/o RATED IS5°/oRATED, POWER I" 160 180 TRUE AIRSPEED (mp.h.) 5S<7o 45"/o 55°fo 4S"fo 65% I T7T1 Range versus alti tude at various powers. The dotted lines show range with a 45min re serve at cruising power, the solid lines extreme range If m Ml i i ' / RANGE (St miles") is adequate for airways use, but not good during steep turns or map-reading navigation. The main instrument panel has been extended to accommodate the additional instruments, there being separate r.p.m. gauges but twinned intake pressure and fuel-flow dials. The rudder trimmer has also been moved into greater prominence, but such items as autopilot controller, blind-flying instruments and radio audio panel are still regrettably scattered. There is room in the central radio area for three Narco "Mark-sized" radios and, probably, some additional space on the extreme left. Empty weight of the basic Twin Comanche, fitted only with basic instruments and single generator and vacuum pump, is 2,1551b. Within the gross weight of 3,6001b, this allows for full fuel, 4 US gal of oil, four people and 1951b of baggage and equipment. The Cus tom 122 model will have dual 50A generators and vacuum pumps, heated pitot head, 90-channel Narco Mk 12 and VOR, Motorola ADF-T-12B radio compass and Piper Altimatic autopilot, bringing the empty weight to 2,2431b and baggage allowance to 1071b. The Executive 222 model adds "glare ban" instrument lighting, true-airspeed indicator, a second Narco Mk 12 and VOR, and a marker beacon receiver, bringing empty weight to 2,2611b and reducing baggage allowance to 891b. The 322 Sportsman version simply adds "Palm Beach" luxury finish and curtains, and weighs about the same as the model 222. Finally there is the model 422 Professional, adding Narco DME and glide-slope receiver, bring ing empty weight to 2,2901b and baggage allowance to 601b. Centre of gravity margins are excellent, with radio equipment making only 0.1 in difference and fuel usage following the e.g. envelope line with either forward or rearward initial positions. The most concentrated forward loading still keeps the e.g. 1.75in aft of the forward limit and the rearward limit is not exceeded, even with full fuel and oil, a pilot in front, two passengers in the rear and the full 2001b load in the baggage compartment. These figures are for Piper's prototype, a fully equipped Executive model. The Twin Comanche seems to have an excellent potential and should fill a gap which has widened progressively in recent years. PIPER PA-30 COMANCHE (Two Lycoming IO-320-BIA giving 160 h.p. each) Span, 36ft; length, 25.1ft; wing area, 178 sq ft; empty weight, 2,1601b; gross weight 3,6001b; wing loading, 20.22lb/sq ft; power loading, I I-25lb/h.p.; fuel capacity, 75 imp gal (70gal usable). Performance Maximum speed, 205 m.p.h.; sea-level speed at 75 per cent power, 181 m.p.h.; cruising speed at 75 per cent power at 8,000ft, 194 m.p.h.; cruising speed at 65 per cent power at 12,000ft, 186 m.p.h.; stalling speed, power off, flaps down; 69 m.p.h.; best rate of climb at 112 m.p.h., I,460ft/min; service ceiling, 18,600ft. single-engined rate of climb at 105 m.p.h., 260ft/min; single-engined absolute ceiling, 7,100ft; take-off to 50ft, short field technique, 1,570ft; landing distance from 50ft. short field technique, 1,875ft; maximum range at 75 per cent power at 8,000ft, 948 miles; maximum range at 45 per cent power at 16,000ft, 1,116 miles. Twin- and single- engined rates of climb at various weights 400 800 tDOO l£CO 2DOO RATE OF CLIMB Cft/min")
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