Comanche

The Piper PA-24 Comanche is an all-metal, low-wing, retractable-gear single-engine monoplane that first flew on May 24, 1956, and entered production in 1958. It was Piper's first retractable-gear single and was designed to compete directly with the Beechcraft Bonanza. The Comanche is widely regarded as one of the best-designed retractable singles ever built, combining a laminar-flow wing, all-flying stabilator, and swept vertical tail into an airframe that remains efficient and fast by modern standards.

Production spanned from 1958 to 1972 when Hurricane Agnes caused catastrophic flooding of the Susquehanna River, destroying Piper's Lock Haven, Pennsylvania factory along with tooling, parts inventories, and partially completed airframes. A total of 4,857 single-engine Comanches were built across all variants. Piper never resumed Comanche production, instead pivoting to the PA-28R Arrow line from its new Vero Beach facility.

The Comanche excels as a cross-country machine. It carries big loads, cruises fast on reasonable fuel burn, and flies well in IFR conditions. The 260-hp models in particular hit a sweet spot of speed, payload, and range that few contemporaries matched. The airframe's chief weakness is complexity: the electro-mechanical landing gear system demands diligent maintenance, and a growing list of airworthiness directives -- particularly concerning the stabilator and wing spar -- requires attentive ownership.

The International Comanche Society (ICS), headquartered in Traverse City, Michigan, is one of the strongest type clubs in general aviation and provides outstanding technical support, a bi-monthly magazine (The Comanche Flyer), forums, POH reprints, and an extensive tips archive.

Note: The PA-24-250 was the workhorse of the line. The PA-24-260C is generally considered the most desirable standard variant due to its highest gross weight (3,200 lbs), fuel injection, "Tiger Shark" cowling with cowl flaps, and aileron-rudder interconnect. The PA-24-400 is a collector's piece -- only 148 were built, powered by the only horizontally-opposed eight-cylinder engine Lycoming ever produced for GA.

The Comanche's laminar-flow wing is the key to its efficiency. At altitude, the airframe comes into its own: the wing's low-drag profile means the Comanche actually gains a speed advantage over the Bonanza in the low teens. At 75% power, a 260 model will true 155-161 KTAS while burning approximately 14 GPH -- a remarkable miles-per-gallon figure for a 260-hp retractable.

With 90-gallon tanks, the 260C has a published range exceeding 1,000 nm with reserves. Even the standard 60-gallon tanks yield 600+ nm at economy cruise, making the Comanche a genuine no-fuel-stop cross-country machine for most mission profiles east of the Rockies.

Rate of climb is respectable at 1,320 FPM for the 260C, though this drops as gross weight approaches the 3,200-lb max. Service ceiling is 19,500 ft (naturally aspirated models) or 25,000 ft for the rare 260TC.

Comparison to competitors:

• vs. Bonanza 35/33: The Bonanza is faster down low by 5-10 knots, but the Comanche closes the gap at altitude. The Comanche has a larger cabin, higher useful load, and is significantly cheaper to buy. The Bonanza has better build quality and resale value.
• vs. Mooney M20: The Mooney is 10-20 knots faster on less fuel, but the Comanche has a much roomier cabin, higher useful load, and better climb performance. The Mooney is tighter inside but more aerodynamically slick.
• The Comanche arguably offers the best balance of speed, payload, cabin room, and cost among the classic retractable singles.

The Comanche's useful load is one of its greatest strengths. The PA-24-260C at 3,200 lbs gross with 1,427 lbs useful load offers genuine four-adult-plus-baggage capability with full fuel.

Scenario Analysis (PA-24-260C with 90-gallon tanks):

Notes:

• At max gross weight with 90 gallons (540 lbs fuel), you have 887 lbs remaining -- enough for four 180-lb adults and 167 lbs of baggage.
• The 60-gallon standard tanks (360 lbs fuel) leave 1,067 lbs for payload, extending cabin flexibility but reducing range to approximately 600 nm.
• The PA-24-250 with its 2,800-lb gross weight is more constrained: 60-gallon tanks leave about 840 lbs for payload after fuel.
• The rare PA-24-400 at 3,600 lbs gross has the most payload flexibility but burns 16-23 GPH, limiting effective range despite 100/130-gallon tanks.
• CG management is important. Heavy baggage loads can push the CG aft; verify W&B for each flight.
• At economy cruise (55% power, ~12.5 GPH), range extends significantly but speed drops to roughly 145 KTAS.

Cross-Country Travel (9/10): This is the Comanche's reason for being. Fast cruise, long range, big useful load, and stable IFR handling make it an outstanding traveling machine. With 90-gallon tanks and 160-knot cruise, you can cover serious ground.

IFR Platform (9/10): The stabilator provides excellent pitch authority, the airframe is stable in turbulence, and the panel accommodates modern avionics well. IFR-equipped Comanches are common and well-suited to the mission.

Load Hauling (7/10): The 260C offers 1,427 lbs of useful load -- exceptional for a four-seat retractable. Full fuel (90 gal / 540 lbs) still leaves 887 lbs for people and bags. Four adults plus luggage is realistic.

Efficiency (8/10): 155-161 KTAS on 14 GPH is roughly 11 nm per gallon, which is excellent for the speed class. The laminar-flow wing earns its keep.

Weekend Fun (7/10): A pleasure to fly with responsive controls and good visibility. The retractable gear and constant-speed prop add workload but also satisfaction for experienced pilots.

Training (3/10): Overpowered, complex, and expensive for primary training. Appropriate for complex/high-performance endorsements only.

Backcountry (2/10): Retractable gear, relatively long ground roll, and low prop clearance make this unsuitable for unimproved strips.

Aerobatics (1/10): Normal category only. Not designed for aerobatic maneuvers.

The Comanche's panel is wide and accommodates modern avionics stacks well. Common upgrades include:

GPS/Nav/Com:

• Garmin GTN 750Xi or GTN 650Xi (touchscreen GPS/Nav/Com)
• Garmin GNS 530W / 430W (legacy but still common)
• Avidyne IFD550 / IFD440

Primary Flight Display:

• Garmin G500 TXi (dual-screen EFIS)
• Dual Garmin G5s (popular cost-effective solution for AI/HSI replacement)

Autopilot:

• Garmin GFC 500 (certified for PA-24-180, -250, -260, -260C; integrates with GTN stack)
• Century 41 and Autocontrol III (legacy systems still flying)
• S-TEC 55X (older but functional)

Transponder & ADS-B:

• Garmin GTX 345 (ADS-B In/Out with built-in AHRS backup)
• Appareo Stratus transponder line

Audio Panel:

• Garmin GMA 345 (Bluetooth, intercom, marker beacon)

Engine Monitor:

• JPI EDM-930 or EDM-830 (highly recommended for fuel-injected IO-540)
• Electronics International CGR-30P

A comprehensive glass panel upgrade (GTN 750Xi, G500 TXi, GFC 500, GTX 345, GMA 345) typically runs $60,000-$80,000 installed. Many Comanches on the market already have partial or full panel upgrades, which significantly affects resale value.

The Comanche has one of the richest aftermarket ecosystems in GA:

Speed Modifications:

• Knots 2U -- Industry leader for Comanche speed mods: flap gap seals, aileron gap seals, rudder gap seals, gear lobe fairings, wing root fairings. Total package adds 5-10 knots.
• LoPresti Wow Cowl -- Composite cowling replacement for 260 models; advertised 10-15 MPH speed increase with improved cooling.
• Aviation Performance Products (APP) Eagle Cowl -- Available for 180-260B models; composite cowling with performance and cooling gains.
• Hoerner Wingtips -- 3-5 MPH cruise increase, 60 FPM climb improvement, reduced stall speed.

Engine Upgrades:

• STC to upgrade PA-24-180 (1960+) to Lycoming O-540 (250 hp)
• STC to upgrade carbureted O-540 to fuel-injected IO-540
• Various STC prop upgrades (Hartzell, McCauley)

Structural & Safety:

• Shoulder harness STCs (original aircraft lack them)
• Fuel tank bladder replacements and aux tank STCs
• Cleveland brake upgrades

Interior:

• Airtex and other interior kit providers offer complete cabin refreshes

Annual Inspection: Budget $1,500 - $3,000 for a standard annual on a well-maintained airframe. First annual on a newly acquired aircraft can run $5,000+ if deferred maintenance is found.

Engine Overhaul (IO-540, 260 hp):

• Independent shop: $45,000 - $55,000
• Factory overhaul: $58,000 - $75,000
• Factory rebuild: $64,000 - $80,000
• Add $5,000 - $10,000 for removal, installation, prop overhaul, and accessories
• TBO: 2,000 hours

Landing Gear Service: Budget $2,000 - $4,000 for a comprehensive gear overhaul. Bungee replacement ($500-$800) is required every 500 hours or 3 years.

Key Support Resources:

• International Comanche Society (ICS): comancheflyers.com -- The premier resource. Membership includes The Comanche Flyer magazine, forum access, technical tips archive, and discounted POH reprints. ICS technical counselors can assist with purchase inspections and maintenance questions.
• Comanche Data Project: pipercomanche.info -- Comprehensive archive of service manuals, parts catalogs, and owner's handbooks.
• Northeast Comanche Club: docs.northeastcomanche.org -- Regional club with excellent document archive.
• Piper Flyer Association: piperflyer.com -- Broad Piper support with Comanche-specific content.
• Knots2U: knots2u.net -- Speed modifications and aftermarket parts.

Parts Availability: Good overall. The ICS maintains a parts network, and many components are shared with the PA-30/PA-39 Twin Comanche. Lycoming engines and their parts are widely available. Some magnesium landing gear components and early-model-specific parts are becoming scarce, making PMA alternatives and salvage yards important sources. The aftermarket is active with multiple STC holders providing upgrades and replacement parts.

Current Market (2025-2026):

Price Ranges (2025-2026):

• PA-24-180: $45,000 - $90,000 (typical $65,000)
• PA-24-250: $70,000 - $160,000 (typical $105,000)
• PA-24-260/260B: $90,000 - $180,000 (typical $135,000)
• PA-24-260C: $100,000 - $200,000 (typical $145,000)
• PA-24-260TC: Extremely rare; when available, $130,000 - $220,000
• PA-24-400: Collector market; $150,000 - $300,000+

Market Trends: The broader Piper wing spar AD situation (primarily affecting PA-28/PA-32 models) has created some spillover uncertainty in the PA-24 market. Savvy buyers can find value in well-maintained Comanches whose owners have proactively completed all spar and stabilator inspections. Aircraft with complete AD compliance documentation command significant premiums.

The Comanche has a significant AD history that buyers must understand thoroughly:

Critical ADs

Stabilator System:

• AD 2012-17-06 -- Stabilator horn assembly inspection for stress corrosion cracking. Requires repetitive inspection every 500 hours or 5 years. Replacement with new horn extends interval to 1,000 hours or 10 years. This is a serious flight-safety item -- the stabilator is the Comanche's only pitch control surface.
• AD 94-13-10 -- Stabilator torque tube inspection.
• AD 74-13-03 -- Stabilator attach bolts inspection.

Wing Spar:

• AD 83-19-03 -- Lower spar cap inspection. Requires eddy current inspection of spar bolt holes.
• AD 77-08-01 -- Aileron spar crack inspection.
• Note on PA-28/PA-32 Spar AD (2024): The 2024 wing spar life-limit ADs (AD 2024-00008-A and AD 2024-00033-A) primarily target PA-28 and PA-32 series aircraft whose spars were cold-bent to create wing dihedral. The PA-24 Comanche uses a different wing design and spar construction. However, the PA-24 has its own spar-related ADs (83-19-03) and the general heightened scrutiny of Piper wing spars has created market uncertainty. Buyers should verify current spar inspection compliance and monitor the FAA AD database for any expansion of spar requirements to PA-24 models.

Landing Gear:

• AD 77-13-21 -- Prevent landing gear collapse; requires detailed gear inspection every 1,000 hours per Piper SL 782.
• AD 97-01-01 R1 -- Main gear sidebrace stud inspection.
• AD 64-22-03 -- Landing gear safety switch.

Fuel System:

• AD 68-13-03 -- Fuel cell collapse prevention.
• AD 59-26-02 / 60-24-03 -- Fuel cell vent tube inspection.

Rear Spar Attachment (2024):

• AD 2024-10-04 -- Inspection for double-drilled holes at rear wing spar attachment fittings. Required before further flight after June 6, 2024. This AD applies to multiple Piper models and checks for fittings with reduced strength that could lead to wing separation.

Common Maintenance Issues

1. Landing gear system -- The electro-mechanical gear system is the Comanche's Achilles heel. Limit switches contaminate with dirt and oil, motor brushes stick, and improper rigging causes excessive stress. Main gear bungees require replacement every 500 hours or 3 years. The gear motor worm drive needs regular lubrication with lithium grease. Neglected gear systems can cost $10,000+ to restore.
2. Stabilator corrosion -- The stabilator torque tube and attach fittings are prone to corrosion, especially in coastal environments.
3. Fuel tank sealing -- Older bladder-style tanks can deteriorate and leak. Replacement is expensive ($3,000-$5,000 per tank).
4. Magnesium nosegear components -- Magnesium parts corrode and are increasingly hard to source.

The Comanche is classified as complex, retractable, and high-performance (260+ hp models), which places it in a higher insurance tier than fixed-gear singles.

Typical Annual Hull + Liability Premiums:

• Low-time pilot (200-500 hrs, 10 hrs retractable): $2,300 - $3,500
• Experienced pilot (1,000+ hrs, 100+ retractable): $1,600 - $2,200
• High-time pilot (2,500+ hrs): $1,200 - $1,800

Factors Affecting Premiums:

• Hull value (higher avionics investment = higher premiums)
• Pilot retractable and complex time (insurers want to see retractable experience)
• IFR currency and instrument rating
• Gear-up landing history on the specific airframe
• Training through the ICS or equivalent Comanche-specific checkout

Insurer Expectations: Most underwriters require a Comanche-specific checkout (typically 5-10 hours dual) for pilots new to type. Some require annual recurrent training. The gear-up landing rate for Comanches is historically higher than average for retractable singles, which insurers factor into pricing.