Piper PA-30/PA-39 Twin Comanche

The Piper PA-30 Twin Comanche is one of aviation's great efficiency stories: a light twin piston aircraft capable of 168 knots at cruise on just 17 gallons per hour total — two engines burning scarcely more than a single-engine Cherokee 180. Designed as a twin-engined development of the popular piper-pa24-comanche, the PA-30 shares that aircraft's low-wing, retractable-gear, laminar-flow wing DNA while adding a second 160 hp Lycoming out front and stretching the cabin to carry four to six occupants.

Piper received FAA type certification under TC A1EA on February 5, 1963. First delivery followed on July 15, 1963, from the company's Lock Haven, Pennsylvania factory. Production ran continuously until June 1972 when Hurricane Agnes flooded Lock Haven and ended the line. A total of 2,156 Twin Comanches were built: 2,001 PA-30s across three sub-variants (original, B, and C) and 155 PA-39 C/Rs with counter-rotating propellers.

The type enjoys a dedicated following through the International Comanche Society and TwinComanches.com. Owner-to-owner knowledge transfer is deep, technical documentation is well-preserved through the Comanche Data Project, and the Lycoming IO-320 powerplant is among the most rugged and well-understood engines in general aviation. That said, the Twin Comanche demands respect: its fuel system complexity, hard-edged stall behavior, and modest single-engine climb (260 FPM) require disciplined, recurrent training. Pilots who treat it as a sophisticated aircraft — not a large single — are rewarded with economical, long-range IFR transportation that stands alone among vintage light twins.

Notes:

• The PA-30-200 (two 200 hp engines) and PA-30-290 (two 290 hp IO-540 engines) were experimental one-offs never put into production.
• The PA-39 received its own FAA type approval (under the existing TC A1EA) on November 28, 1969.
• Tip tanks add 30 gallons of fuel (15 per side) and raise MTOW by 125 lbs to 3,725 lbs.

Cruise efficiency: The PA-30's defining characteristic is its speed-per-dollar of fuel. At 75% power, the standard normally aspirated model delivers approximately 165–168 KTAS while burning 16–17 GPH combined — roughly 9 gallons per side per hour. This compares favorably to contemporaries like the Piper Seminole (which burns more fuel for less speed) and the Beechcraft Duchess. The turbo B and C models push 194 KTAS at 75% in the mid-teens, while the turbo C approaches 209 KTAS — genuinely competitive with turbocharged singles.

Single-engine performance: The PA-30's Achilles heel is its modest single-engine climb rate of 260 FPM at sea level, standard day, maximum gross weight. Single-engine service ceiling is just 5,800 ft. In hot-and-high conditions or at higher gross weights, Vyse yields little or no climb. Pilots transitioning from light singles routinely underestimate this limitation. The PA-39 alleviates the psychological challenge by eliminating the critical engine (counter-rotating props), but the raw climb numbers remain similar.

Stall characteristics: The Twin Comanche's laminar-flow wing produces a sharp, abrupt stall break — less gradual than most Cessna or Cherokee designs. The aircraft "wants to fly" before Vmc and will attempt to lift off prematurely during takeoff. Proper technique involves holding the airplane in ground effect until reaching Vmc. On landing, the tapered wing sheds lift suddenly at low airspeed — a characteristic noted by experienced owners as "the gear goes kerplunk." Consistent, on-speed approaches (approximately 90 KIAS on final) prevent hard arrivals.

Density altitude sensitivity: Rate of climb degrades significantly above 5,000 ft density altitude with both engines, and single-engine climb becomes marginal above 3,000 ft DA at gross weight. Pilots operating in mountainous terrain should plan conservatively and treat the aircraft's single-engine ceiling as a real constraint rather than a theoretical limit.

Real-world range: With standard 90-gallon tanks (no tips), published range is approximately 770 nm at economy cruise. With optional tip tanks (120 total gallons), range extends to approximately 970 nm with reserves, or 1,000+ nm in the turbo variants. The airplane typically achieves book numbers accurately, though headwinds at lower cruise altitudes can erode range significantly on long cross-countries.

Speed modifications: The full Knots2U speed mod package (gap seals, gear lobe fairings, WOW cowl, wing root fairings) adds approximately 10–15 knots in cruise, pushing the normally aspirated model into the 175–180 KTAS range. See avionics-pricing and the STCs & Modifications section below.

Standard configuration (90-gallon tanks, no tips):

• Full fuel: 90 gal × 6.0 lbs/gal = 540 lbs fuel
• Useful load: 1,390 lbs (typical; verify actual empty weight)
• Fuel weight: 540 lbs
• Remaining for pax + bags: 850 lbs (~2 adults + ample baggage, or 3 adults with minimal bags)
• Range at 75% power: ~770 nm with 45-min reserve

With tip tanks (120-gallon configuration, MTOW 3,725 lbs):

• Full fuel: 120 gal × 6.0 lbs/gal = 720 lbs fuel
• Useful load: ~1,455 lbs (3,725 – 2,270 lbs typical empty with tip tanks installed)
• Remaining for pax + bags: 735 lbs (~2 adults + bags, or 2 adults + 1 child)
• Range at 75% power: ~970 nm with 45-min reserve

Optimized 2-pax mission (standard tanks):

• 2 adults (340 lbs) + 100 lbs baggage: 440 lbs payload
• Remaining for fuel: 950 lbs → limited by tank capacity to 540 lbs (90 gal)
• Full fuel: 770+ nm range; fuel is the limiting factor, not gross weight

Full-seats scenario (6 pax × 170 lbs avg = 1,020 lbs):

• 6 adults + 100 lbs bags: 1,120 lbs payload
• With standard tanks: exceeds useful load; not legal at MTOW
• With tip tanks: 1,455 – 1,120 = 335 lbs fuel max (56 gallons), yielding approximately 400 nm range
• Bottom line: "6-seat" is a marketing designation. 4 adults with baggage and full fuel is the practical payload ceiling for most flight planning.

Turbo variants and altitude: Turbocharged models gain payload efficiency at altitude by maintaining power and achieving true airspeeds of 194–209 KTAS — making the same tank of fuel go further per hour. A PA-39 Turbo C/R cruising at FL200 can cover 1,100+ nm on 120 gallons with appropriate reserve planning. The tradeoff is higher operating costs and stricter maintenance requirements.

Single-engine divert planning: In the event of an engine failure at gross weight near sea level, the remaining engine supports only ~260 FPM climb. Pilots must have a pre-planned single-engine divert airport within gliding/single-engine range at all times, particularly during departure and initial climb from high-elevation airports. This is not an aircraft that allows casual departure planning at high DA or at gross weight into mountainous terrain.

The Twin Comanche's original panel was Piper's non-standard "hodgepodge" arrangement common to 1960s-era aircraft. The PA-30C (1969) introduced a proper T-pattern instrument layout with an offset radio stack, significantly improving usability. Most flying examples have had at least some panel modernization.

Budget configuration (~$15,000–$25,000 in avionics):

• Garmin GTR 225 or Garmin GNC 255 Nav/Comm
• Garmin GTX 345 ADS-B Out transponder (Mode S + ADS-B)
• S-TEC 50 or Century III autopilot (if still serviceable)
• Garmin G5 as HSI/DG replacement (single unit)

Mid-tier IFR panel (~$35,000–$55,000):

• Dual Garmin G5s (AI + DI/HSI)
• Garmin GNS 430W or GTN 650Xi GPS/Nav/Comm
• Garmin GTX 335 ADS-B Out transponder
• Garmin GFC 500 digital autopilot (preferred over aging S-TEC units)
• JPI engine monitor

Full glass upgrade (~$75,000–$100,000+):

• Garmin G500 TXi or Garmin G3X Touch as primary flight display
• Garmin GTN 750Xi touchscreen GPS/Nav/Comm
• Garmin GFC 500 autopilot with yaw damper
• Garmin GI 275 backup instruments
• Garmin GEA 110 engine interface unit

The Maxcraft Avionics PA-30 G500 build and Sarasota Avionics twin-panel gallery document real-world completed installations. Specialty shops familiar with Comanche wiring and airframe-specific installation challenges are preferred over generalist avionics shops given the aircraft's vintage systems.

Generator to alternator conversion: Original PA-30s used generators, which are inadequate for modern avionics loads. An InterAv alternator conversion is considered essential on any aircraft being upgraded for serious IFR use. Budget approximately $2,500–$4,000 per side. See avionics-pricing for current install cost estimates.

Full speed mod package (gap seals + fairings + WOW cowl, excluding props): Approximately $15,000–$18,000 installed; delivers approximately 10–15 knots improvement over stock, pushing the normally aspirated model to 175–180 KTAS.

See maintenance-ecosystem for general parts and labor context.

Parts availability: Rated "good." The Comanche Data Project (pipercomanche.info), TwinComanches.com, Piper's own Customer Service, PremierAeroStore, and Essco Aircraft all carry or can source PA-30/PA-39 structural and systems parts. The Lycoming IO-320 engine is among the most widely supported light aircraft powerplants in the world with an active overhauler network. Primary challenge is vintage airframe parts — some rubber items, seals, and plastic components require either finding old-stock or fabrication.

Mechanic familiarity: Rated "specialist." Most A&Ps have seen a Comanche but the fuel system complexity, hydraulic gear system, and turbocharger systems (on turbo models) benefit from an A&P who has worked on the type specifically. The International Comanche Society maintains a referral list of recommended shops. TwinComanches.com provides direct access to knowledgeable maintenance contacts.

Annual inspection cost: $1,500–$2,000 for a straightforward annual on a well-maintained aircraft with no deferred items. Budget $2,500–$4,000 if discrepancies are expected or for a first annual with a new shop. Fuel system inspection is labor-intensive given the number of tanks and valves.

Engine reserves: Budget $18/hour per engine ($36/hr total) at the 2,000-hr IO-320-B1A TBO, targeting $15,000–$22,000 per overhaul. Turbo IO-320-C1A engines: 1,800-hr TBO; budget $20,000–$25,000 per engine due to turbocharger complexity.

Major expense items:

• Dual engine overhaul: $30,000–$44,000 (normally aspirated) or $40,000–$50,000 (turbo)
• Hartzell prop overhaul/replacement: $4,000–$8,000 per prop (two required)
• Hydraulic pump and actuator service: $1,500–$3,500 as needed
• Landing gear bungee cord kit: $300–$500 per replacement cycle
• Magneto overhaul (4 required): $300–$600 each
• Alternator conversion (if still on generators): $5,000–$8,000 installed

Total annual ownership cost at 100 hrs/year:

• Fuel (16.5 GPH avg @ $6.00/gal): ~$9,900
• Engine reserve: ~$3,600
• Annual inspection: ~$1,750
• Maintenance reserve: ~$1,500
• Insurance: ~$2,800
• Tie-down/hangar: ~$1,800
• Oil, subscriptions, misc: ~$900
• Estimated total: ~$22,250/year

See valuation-methodology for the general framework. PA-30/PA-39-specific value drivers:

Engine time: The dominant value factor. Each engine overhaul costs $15,000–$22,000 (total $30,000–$44,000 for both), and the aircraft has two engines approaching or past TBO. Expect $20,000–$30,000 discount for dual run-out engines versus dual fresh overhauls. SMOH (since major overhaul) hours are the first number buyers check.

Variant premium: PA-39 C/R commands a 10–15% premium over equivalent PA-30 due to the safety benefits of counter-rotating props and the production rarity (only 155 built). Turbo variants command an additional 15–25% over normally aspirated equivalents when in serviceable condition, but turbo models with aging Rajay systems and undocumented maintenance histories can trade at a discount.

Tip tanks: Virtually all later production aircraft have them and buyers expect them. Aircraft without tip tanks should be discounted $3,000–$5,000 or priced with the understanding that buyers will add them.

Avionics: A full glass panel (G500 TXi, GTN 750Xi, GFC 500) on an otherwise solid airframe adds $40,000–$60,000 in real buyer appeal and can justify asking prices at or above $200,000. A mid-tier IFR panel (dual G5s, GTN 650W, GFC 500) adds $20,000–$30,000. Stock or outdated avionics depress value in today's market.

Speed mods: The full Knots2U package adds approximately $8,000–$12,000 in value as a recognized STC improvement. WOW cowl alone adds $5,000–$7,000 to well-maintained examples.

Price tiers by condition (2025):

• Project/run-out: $80,000–$100,000 (requires engine overhaul and systems work)
• Flying/average condition: $110,000–$145,000 (mid-time engines, basic IFR avionics)
• Show-condition PA-30C or PA-39: $160,000–$185,000 (fresh engines, modern panel, speed mods)
• Fully rebuilt/show PA-39 with glass: $190,000–$220,000+

Active / Recurring Airworthiness Directives

TwinComanches.com maintains a library of 43 individual ADs spanning 1964 to 2024 for the PA-30/PA-39. Key recurring and notable directives:

Pre-Buy Red Flags

Fuel system: The PA-30's most accident-prone system. The aircraft can have more than five separate fuel tanks (main left, main right, aux left, aux right, tip left, tip right), with separate selector valves that must be managed actively in flight. Pre-buy issues to check:

• Corrosion or biological contamination in infrequently used tanks
• Deteriorated fuel selector valve seals and cable linkage
• Water accumulation in aux and tip tanks (prone to poor drainage)
• Fuel-related ADs confirm compliance

Landing gear: The gear system is hydraulically actuated but the emergency extension is mechanical (not a backup hydraulic system). Gear warning wiring runs through wheel wells and flexes on every cycle — inspect for chafing and shorts causing intermittent gear-up lights. Circuit breaker failures often precede gear malfunctions. Verify emergency extension knowledge during transition training.

Engine mounts (turbo models): Exhaust heat concentration causes corrosion and fatigue in engine mounts, particularly on turbocharged variants. Inspect carefully during pre-buy.

Aging wiring: 50+ year-old wiring throughout; look for brittle insulation, improper splices from past avionics installs, and generator-to-alternator conversion quality.

Empty weight creep: Decades of modifications (avionics, paint, interior) commonly push actual empty weight above logbook values. Require a fresh aircraft weigh-in during pre-buy — useful load may be significantly less than published figures.

Magneto coil resin leaks: Age-related magneto failures; budget for magneto overhaul or replacement on higher-time aircraft.

See insurance-underwriting for general multi-engine underwriting factors. PA-30-specific notes:

Category: Light twin piston. Insurance carriers treat the PA-30 similarly to a Piper Seminole or Beechcraft Duchess but with greater age-related concern. Industry observers note that the Twin Comanche is increasingly difficult to insure through standard markets as the fleet ages and fewer carriers write vintage light twins.

Typical annual premiums (2025):

• Liability only ($1M smooth): $850–$1,050/year for well-qualified pilots
• Comprehensive (liability + hull, hull value ~$130,000): $2,400–$3,200/year for qualified pilots (1,500+ total hours, 500+ multi-engine hours)
• Less-qualified pilots (below 500 ME hours): $3,000–$4,500/year with possible underwriting conditions

Underwriting requirements:

• Multi-engine instrument rating required for IFR insurance
• Transition training with a PA-30/39-qualified instructor strongly recommended; some underwriters require a sign-off
• Recurrent training (Instrument Proficiency Check plus multi-engine recurrency) expected annually
• Pilot logs will be scrutinized; low multi-engine time triggers surcharges or declinations

Hull value caution: Agreed hull value should reflect the aircraft's actual market value — underinsuring (e.g., insuring a $140,000 aircraft for $80,000) is common and leaves owners short in a total loss. Review hull value annually against current market comparables.

Fleet aging concern: With the youngest PA-30/PA-39 now over 50 years old, several carriers have exited the vintage twin market entirely. Obtain insurance quotes before completing purchase to avoid discovering insurability issues post-closing.