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T h e P i p e r
C o m a n c h e
Use
of the mixture control in cruising flight reduces
fuel
con-
sumption significandy, especially
at
higher alti~udea.
The
mixture
should
always
be
leaned during cruising operation over
5000 feet
altitude, and
ntlrmdly also
at
lower altitudes a E
the
pilot's discretion.
.
The
continuous
use
of
carburetor heat during cruising
Bight
increases
fuel consumption and reduces power and
periormance.
bless icing conditions
in
the carburetox are
severe,
do
not
cruise
with the
heat on,
Apply full
heat only
for
a
few seconds
at
intervals
determined
by
icing severity.
111
order
to
kcep
the
airpIme in best laleral trim during
cruisitlg,
the
fuel sl~ould be
used
alternately from
each tank.
On
the
180
Comanclie,
it is recamneded that
m e tank
be
used
for one hour
after
take
afT,
then
the
opposiie
tai~k
uscd.
far
two
hours, and 111an the
first lank until
h e
Iucl
runs
completely
out.
This will
take
approxi*
#
rnately
two
hours
if the
tanks
were
full,
including
the
reserve quantity,
at
take off, and
will leave
aboul
one
more
hour's fuel left
in
the
second
tank,
On
the
250,
a
similar procedure should
be
used
keeping
-the
fuel load in an
approximate balance
to
avoid
wing heaviness.
VI.
Approach and
Landing:
During the approach, the landing gear
can
be lowered ar speeds
under 150
MPH, preferably
on
the downwind leg. The .flaps can
be
lowered
at
speeds of
up
to
125
MPH, if desired.
For
final
approach,
trim the aircraft
to
approximarely
85
MPH
(PA-24-180), 90 MPH
(PA-24-25
0 )
with
full flaps,
or
approximately 90
MPH
(PA-24-180). 9
5
MPH
(PA-24-250)
with
no flaps. The propeller should be
set at
high
RPM to faci1itate
an
emergency
goaround
if
needed. Carburetor heat
generally is not applied during
landing unless icing conditions are
suspected.
If
a
landing
is
aborted
move the carburetor heat to
the off
position immediately
if
full power is desired.
The
amounr
of flap
used during landings and the
speed
of the
aircraft
a t
contact
should be varied according
to
the wind, the landing
surface, and other factors. It is always
best
to
contact the
ground
a t
the
minimum practicable speed
consisrent
with landing conditions.
Normally,
the
best technique for
shaa and
dow
landings is
to
use
full flap and
a
small amount o f
power,
holding
the
nose
up as,long
as
possible before and after ground contact.
In
high wind conditions,
pa~6cularly in strong crosswinds, it may be desirable
to
approach the
ground
at
higher than normal speeds, with partial
or no flap.
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