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Piper Comanche N5799P Best Practices & Tips
Introduction
This is a quick run-down of helpful things about this aircraft. This includes things the previous owner shared
with me, my own observations, and things I've read (mostly from the POH and the International Comanche
Society). This is not intended as a substitute for reading the POH and obtaining training and checkout specific to
this aircraft from a qualified CFI.
This is a fast, fun plane to fly! I hope you'll enjoy it as much as I do. It is an older aircraft, so some things are
different or even quirky. I try to cover those things here. I have made an effort to cover the more important
things first, and the less important things later.
Please email or text me if you have questions or think of things I should document.
Systems.com, 858-353-4181.
Landing Gear
Gear - Manual Extension
DO NOT PERFORM MANUAL GEAR EXTENSION UNLESS YOU ARE EXPERIENCING A REAL EMERGENCY.
I'm breaking my own rule about not typing in all capitals because I want extra emphasis! Piper
Comanche's require an A&P/IA to swing the gear, test and align it, and certify it for return to service
after a manual gear extension. This will cost time and money and cause frustration. Don't do it unless
you have no other choice.
Here's how you manually extend the landing gear. First, establish slow flight, full flaps, under 87 kts.
Next, ensure the gear switch is in the center position. Open the access panel on the floor between the
pilot and co-pilot seats. Fully extend the lever to disengage the gear motor. Next, extend the
telescoping gear extension lever so you will have mechanical advantage. Finally, push the lever all the
way back toward the dash as far as it will go (back to the position it was in when you took off). These
instructions are also placarded on the bottom of the access panel door.
Important note, those last steps may require a great deal of muscle. If you are having a hard time
getting the gear down you may find slowing down more helps. (The airflow over the nose gear is
working against you, plus you must overcome the resistance of several bungee cords that are part of the
gear system).
Another important note: once on the ground you must keep pressure on the manual gear lever to
prevent the gear from retracting. If you have someone in the co-pilot seat, have them push against the
lever with their foot. Taxi more slowly than normal to be safe.
Gear - After Takeoff
The gear selector switch has a center/neutral position. This can be confusing when putting the gear
down, as you may think you have lowered the gear when really you only moved the switch one notch. I
Revised 06/02/2019
Neal@Morgan-
Page 1
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Summary of Contents for Piper Comanche 5799P
- Page 1 DO NOT PERFORM MANUAL GEAR EXTENSION UNLESS YOU ARE EXPERIENCING A REAL EMERGENCY. I’m breaking my own rule about not typing in all capitals because I want extra emphasis! Piper Comanche’s require an A&P/IA to swing the gear, test and align it, and certify it for return to service after a manual gear extension.
- Page 2 have taken the practice of switching the gear to that neutral position after take-off and gear retraction. Once I see the white light is lit, I move the switch to the center notch. Gear - Approach to Landing The required placard on the dash says: “Ldg gear dn-locked - 150 mph” but we have an aircraft whose airspeed indicator is in knots! 150 mph = 130 knots.
- Page 3 When cold, prime 6 to 8 times before cranking. The notch for pulling the primer out is about a ¼ inch turn past where the primer appears ready to release, when rotating clockwise. Crack the throttle ¼ inch and it should start within 3-4 blades, and you’ll look like a pro to anyone looking! Hot start requires no prime, throttle open ½...
- Page 4 to put 26 gallons in. Instead, it took 16. Lesson here is, stick the tanks and use the calibration graph to really know what you have left until I get the senders reworked. The International Comanche Society (ICS) suggests keeping the fuel tanks full between use to slow down the deterioration of the fuel bladder/membranes and to lessen the possibility of condensation accumulating.
- Page 5 I find the door easiest to latch from the inside when sitting in the left seat. That middle latch can feel nearly impossible to move if you are at the wrong angle (for instance, when sitting in the right seat, or when standing in front of the plane reaching over the wing.) It seems easiest to move when in the pilot seat or standing on the wing facing the door.
- Page 6 In one case, the voltage declined over time, and on closer look I discovered the alternator wasn’t charging. It turns out the circuit breaker on the bottom labeled “gen” had popped. Because the row of breakers on the bottom is not visible, and because there are two sizes of breakers there, it is not easy to tell when one has tripped.
- Page 7 I walk to the left side. That’s it! I hope you enjoy flying Comanche 5799P as much as I do! Revised 06/02/2019...