Comanche 400?
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Originally Posted by PA39
Ha ha Comanchie... Tetchy, overrated and a maintenance black hole. There's stuff around with a lot less than 400HP that will do better with wheels sticking out ....
Sure but we're talkin' 1964!
Sure but we're talkin' 1964!
Not many aircraft combine all that for well under $100k these days. I haven't flown a 400, but the 260 is hard to beat as a budget alrounder. Even the 180s have a reputation for being nice to fly (with loads more room than a Mooney!).
Ha ha Comanche... Tetchy, overrated and a maintenance black hole. There's stuff around with a lot less than 400HP that will do better with wheels sticking out ....
What "Stuff" are you talking about? I'd be keen to see a list that has the speed, payload, range and versatility of the a Comanche that can land on many shorter grass strips.
The IO720's seriously unreliable. BIG wallet is a pre requisite.
I suspect many are run at 65% power or less, probably close to 55% truth be known, the engine isn't working that hard. The engine should go to TBO without too many issues.
Sure at overhaul there's a bigger bill, but I would suspect no worse then two IO360's or some of the TSIO 540 variants.
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27/09
720's run on Ag work and properly maintained have a very good reputation. No trouble going to TBO and considerably beyond. They run 100% for at least half of their time.
720's run on Ag work and properly maintained have a very good reputation. No trouble going to TBO and considerably beyond. They run 100% for at least half of their time.
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PA24 400
The trouble with the 720's were similar to the little IO320's. Most were hangar queens and didn't get enough work hence the "rolled" camshafts etc. Cylinder cracking is another one. The old saying use it or lose it.
The Excalibur conversion on the Queenies usually flew long and often.
They were in the Pawnee (?) as well
The Excalibur conversion on the Queenies usually flew long and often.
They were in the Pawnee (?) as well
SuperCecil
That was my understanding too with the ones used on Ag work.
My reference to 65% and 55% was for the ones in the 400 Comanche. I doubt most owners use too much power.
Yep used in the Pawnee Brave 375 and 400
That was my understanding too with the ones used on Ag work.
My reference to 65% and 55% was for the ones in the 400 Comanche. I doubt most owners use too much power.
Yep used in the Pawnee Brave 375 and 400
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I remember the first light aircraft that I had ever seen up close, was a Fletcher with a 720 spraying a crop on my mates farm. The ag pilot had the cowls off the thing at one point and explained the unique design of air cooled, slow revving, large cubic inch, high power aero engines.
The next light aircraft that I encountered (and my first ever flight) was a C210 taking us on a scenic flight. I recalled being nervous about the (likely) very cashed strapped owner and his tiny aircraft that only had a gutless 285hp 6 cylinder engine and not a 400hp V8 like the Fletcher!
The next light aircraft that I encountered (and my first ever flight) was a C210 taking us on a scenic flight. I recalled being nervous about the (likely) very cashed strapped owner and his tiny aircraft that only had a gutless 285hp 6 cylinder engine and not a 400hp V8 like the Fletcher!
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The aforementioned VH-EDM has crossed Bass Strait many times per year for 51 years with that woefully unreliable 720 out the front. And continues to do so. Someone should submit the -400 for ASEPTA
This photo was taken in the EAA Museum at Oshkosh (apologies for the focus - it was very dark).
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VH_EDM
The aforementioned VH-EDM has crossed Bass Strait many times per year for 51 years with that woefully unreliable 720 out the front. And continues to do so. Someone should submit the -400 for ASEPTA
And old Ernie should he still be with us would be the first to confirm how many times he held his heart in his mouth
Gee I remember his flat batteries!! Trying to hand swing it and nearly pulling my arms out of their sockets.
And old Ernie should he still be with us would be the first to confirm how many times he held his heart in his mouth
Gee I remember his flat batteries!! Trying to hand swing it and nearly pulling my arms out of their sockets.
Speaking of the -260C, on one occasion I went Bankstown Innesfail direct, the only reason it wasn't to Cairns direct is early morning fog in Bankstown, we ran out of last light.
Fuel consumption wise, 6-point EGT and LOP made such a difference to range.
That was back in the wonderful days when I only had an instrument rating, not a night VMC rating, so I couldn't re-file NVMC, and I couldn't file IFR, because most of the avionics were too new to have made it onto DCA approval lists, mere TSO wasn't nearly good enough. It was good enough to fly the Pacific IFR, but not in all-hallowed rarefied Australian air.
Not a lot has changed.
Tootle pip!!
Fuel consumption wise, 6-point EGT and LOP made such a difference to range.
That was back in the wonderful days when I only had an instrument rating, not a night VMC rating, so I couldn't re-file NVMC, and I couldn't file IFR, because most of the avionics were too new to have made it onto DCA approval lists, mere TSO wasn't nearly good enough. It was good enough to fly the Pacific IFR, but not in all-hallowed rarefied Australian air.
Not a lot has changed.
Tootle pip!!
Está servira para distraerle.
ZS-DZZ
Dave Charlton, the racing driver who died a couple of years ago, had one based at Grand Central, Johannesburg (FAGC) when I was an instructor there many years ago. It was an enormously powerful machine, even at 5,300 ft airfield elevation + on a summer's day at 30c.
I seem to remember that he had a lot of trouble with the aircraft and it didn't have tip tanks which cramped the cruise range.
http://www.avcom.co.za/phpBB3/downlo...a44cc1abc3c321
Dave Charlton, the racing driver who died a couple of years ago, had one based at Grand Central, Johannesburg (FAGC) when I was an instructor there many years ago. It was an enormously powerful machine, even at 5,300 ft airfield elevation + on a summer's day at 30c.
I seem to remember that he had a lot of trouble with the aircraft and it didn't have tip tanks which cramped the cruise range.
http://www.avcom.co.za/phpBB3/downlo...a44cc1abc3c321
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Comanche 400 VH-EDM
Used to go flying with Ernie in the 70’s at a property called ‘Lambrook’ near Gunnedah for annual flyin events. Fell in love with the 400 and all these years later have aquired one from the states. It will be the 10th one on the Australian register with the rego VH-CDC. She’s in the paint shop at Bankstown at the moment being brought back to pristine condition.Long live the 400! gp.
u
The aforementioned VH-EDM has crossed Bass Strait many times per year for 51 years with that woefully unreliable 720 out the front. And continues to do so. Someone should submit the -400 for ASEPTA
And old Ernie should he still be with us would be the first to confirm how many times he held his heart in his mouth Gee I remember his flat batteries!! Trying to hand swing it and nearly pulling my arms out of their sockets.
And old Ernie should he still be with us would be the first to confirm how many times he held his heart in his mouth
Gee I remember his flat batteries!! Trying to hand swing it and nearly pulling my arms out of their sockets. Join Date: Sep 2018
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Haven't seen a 400 in a coons age!id hate to imagine how much a 720 would cost to overhaul?
Used to operate a pair of them on a single airframe, the FF gauge needles went hard over on T/off, glad I wasn't paying for the gas!