Curious why you use 2 notches of flaps on takeoff? I have a 1960 Comanche 250 and I’ve only ever used one notch. Some guys suggest not using flaps at all. Just curious on the two notches. Thanks for the video… was fun to compare what I do to someone a bit more seasoned in the same plane.
Great question! This was something I was taught by a good friend and comanche specific instructor. The thought here is that take off and landings are the most critical points in flight. By using two notches I get off the ground much faster and start my climb quicker. Altitude is my friend in case of an engine out on take off. Why not gain as much altitude as possible if it’s an option (short field TO technique).
@@MyFamilyFlightPlan there are definitely different ideas out there on how it works best. I know SR22s have it in their POH to add flaps on TO and I think some Comanches also have it though I'm pretty sure it's not in our 1959 version. We have a 180 Comanche and I don't use flaps at all on TO except for operating off a grass strip or when I needed to do a short field. The other side is on landing. I've heard many believe that full-flaps is a no-no but I use full flaps just about every time and have good landings. The Comanche is definitely a finicky lander, but a solid airplane all around! Thanks for sharing the video, love the Comanche!!
Also, it's possible you have the oil from the breather tube because you have too much oil in it. 2-9 is the operating range though I'd definitely keep it closer to the 9. But, the 9 might be the cause of the spillover. I run 7qts down to 6 and then refill. No belly oil.
@@andrewthome77 yes agreed that there are different thoughts on this. POH says flaps “as required” on mine. With that in mind, I like to treat all my Take offs as short field to gain as much altitude as I can. 100% agree on landing. Also taught to mostly always use full flaps. Only time I don’t is when I’m flying solo, I’ll use two notches. Helps not coming in too flat.
@@andrewthome77 yes! I fill mine up to 9 qts and refill when it gets below 7qts. Still have a slight streak of oil on the belly. I was told that this could be due to me having a wet pump as well 🤷🏽♂️
Great question. Most airplanes have an impulse coupling on the left mag only. During engine start, the ignition key grounds out the right mag, so only the left mag provides spark. The timing of the spark from the left mag is later than usual during engine start so the engine will start easier.
I know that the stall warning light was standard equipment, had to switch out the bulb last annual as it had gone out. The Comanches did not come with stall horn though, just a light
@@jsteiger2228 very interesting that the 180 didn’t come with it as they were the same airframe. Thankfully the buffet is pretty noticiable and stalls are light on the Comanche’s
I must say as a mechanic i love your use of leaning on the ground HOWEVER i disagree with leaving the gear down you should cycle the gear to keep it lubricated and know where your plane is i.e. GUMPS
Appreciate your feedback Sam! I do fly or try to fly weekly so the gear does get lubricated and cycled. For pattern work days though I do prefer to keep it down.
Curious why you use 2 notches of flaps on takeoff? I have a 1960 Comanche 250 and I’ve only ever used one notch. Some guys suggest not using flaps at all. Just curious on the two notches. Thanks for the video… was fun to compare what I do to someone a bit more seasoned in the same plane.
Great question! This was something I was taught by a good friend and comanche specific instructor. The thought here is that take off and landings are the most critical points in flight. By using two notches I get off the ground much faster and start my climb quicker. Altitude is my friend in case of an engine out on take off. Why not gain as much altitude as possible if it’s an option (short field TO technique).
@@MyFamilyFlightPlan there are definitely different ideas out there on how it works best. I know SR22s have it in their POH to add flaps on TO and I think some Comanches also have it though I'm pretty sure it's not in our 1959 version. We have a 180 Comanche and I don't use flaps at all on TO except for operating off a grass strip or when I needed to do a short field.
The other side is on landing. I've heard many believe that full-flaps is a no-no but I use full flaps just about every time and have good landings. The Comanche is definitely a finicky lander, but a solid airplane all around! Thanks for sharing the video, love the Comanche!!
Also, it's possible you have the oil from the breather tube because you have too much oil in it. 2-9 is the operating range though I'd definitely keep it closer to the 9. But, the 9 might be the cause of the spillover. I run 7qts down to 6 and then refill. No belly oil.
@@andrewthome77 yes agreed that there are different thoughts on this. POH says flaps “as required” on mine. With that in mind, I like to treat all my Take offs as short field to gain as much altitude as I can.
100% agree on landing. Also taught to mostly always use full flaps. Only time I don’t is when I’m flying solo, I’ll use two notches. Helps not coming in too flat.
@@andrewthome77 yes! I fill mine up to 9 qts and refill when it gets below 7qts. Still have a slight streak of oil on the belly. I was told that this could be due to me having a wet pump as well 🤷🏽♂️
Thanks for the Video, really enjoyed it. I have a question? Why do you only start on one mag and not both?
Great question. Most airplanes have an impulse coupling on the left mag only. During engine start, the ignition key grounds out the right mag, so only the left mag provides spark. The timing of the spark from the left mag is later than usual during engine start so the engine will start easier.
great video ! what is the name of the airport?
Thank you. This is Reid Hillview airport
Was the stall warning switch an STC? I have a '61 -180 and there is no stall warning system.
I know that the stall warning light was standard equipment, had to switch out the bulb last annual as it had gone out. The Comanches did not come with stall horn though, just a light
@@MyFamilyFlightPlan Did some research - looks like all Comanches had stall warning except the -180. Oh well. At least the buffet is noticeable.
@@jsteiger2228 very interesting that the 180 didn’t come with it as they were the same airframe. Thankfully the buffet is pretty noticiable and stalls are light on the Comanche’s
@@jsteiger2228 our '59 180 has a stall warning light, just no horn like the OP stated.
Another owner of a '59 Piper Comanche 180... NO Stall warning light or horn.. Not standard on early planes...
I must say as a mechanic i love your use of leaning on the ground HOWEVER i disagree with leaving the gear down you should cycle the gear to keep it lubricated and know where your plane is i.e. GUMPS
Appreciate your feedback Sam! I do fly or try to fly weekly so the gear does get lubricated and cycled. For pattern work days though I do prefer to keep it down.
Нормас. У нас нет такого уровня малой авиации. Но помогает MSFS 2020... Было очень познавательно посмотреть. Спасибо!
Thank you! Flight simulator is how I got started as a kid