29 Mar 2024, 11:41 [ UTC - 5; DST ]
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Post subject: Re: Comanche 400 advice Posted: 21 Jan 2023, 14:44 |
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Joined: 01/15/11 Posts: 899 Post Likes: +920 Location: Elk City, OK
Aircraft: B55 P2 & 210
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Username Protected wrote: 1800 hrs of Comanches single and twin, the 400 isn’t just a plane and you figure it out in… you will significantly increase your chances of damaging yourself or the aircraft How does the 400 fly different than the other Comanche's? I would expect it to be a little heavy on the nose and to require a lot of rudder, but what else is different? Does it have enough power to try to torque roll on a go around? How does the rudder force compare to a later 210? I had a T210L and it took quite a bit of rudder compared to my old 210 or my Baron. I did just find a friend who has flown one quite a bit, who has agreed to fly with me a little when, and if the plane gets here. I had forgotten about him last night when I first posted.
_________________ Sincerely, Bobby Southard
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Post subject: Re: Comanche 400 advice Posted: 21 Jan 2023, 18:53 |
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Joined: 01/01/18 Posts: 776 Post Likes: +907 Location: West Long Branch, NJ (KBLM)
Aircraft: 1960 Twin Bonanza
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Username Protected wrote: Maybe show them the IO-720 $100k overhaul cost. They are great planes and climb like a homesick angel. They are heavier in the nose than the Comanche 250. They are also thirstier. A friend had one and sold it a while back. Last quote I got a few months ago was 55k for overhaul if the crank and cam were within spec.
_________________ CFII MEI
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Post subject: Re: Comanche 400 advice Posted: 21 Jan 2023, 19:03 |
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Joined: 11/03/08 Posts: 14530 Post Likes: +22861 Location: Peachtree City GA / Stoke-On-Trent UK
Aircraft: A33
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The engine is so long that distribution of cooling air can be a challenge. On my pawnee brave we put some homemade baffle scoops above the space between the 2nd and 3rd rows of cylinders to encourage some air to go through the front cylinders.
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Post subject: Re: Comanche 400 advice Posted: 21 Jan 2023, 19:06 |
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Joined: 12/03/14 Posts: 19252 Post Likes: +23615 Company: Ciholas, Inc Location: KEHR
Aircraft: C560V
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Username Protected wrote: Last quote I got a few months ago was 55k for overhaul if the crank and cam were within spec. And if they aren't? Mike C.
_________________ Email mikec (at) ciholas.com
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Post subject: Re: Comanche 400 advice Posted: 21 Jan 2023, 19:42 |
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Joined: 01/01/18 Posts: 776 Post Likes: +907 Location: West Long Branch, NJ (KBLM)
Aircraft: 1960 Twin Bonanza
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Username Protected wrote: Last quote I got a few months ago was 55k for overhaul if the crank and cam were within spec. And if they aren't? Mike C.
Cam is ~ $7,000 and crank is ~ $10,000
If you can find them.
I’m currently running 4 IO-720’s. I have a pickled 20 SMOH engine, a spare overhauled case, a spare cam, and a spare crank. The 720 specific stuff is hard to find, everything else is a little easier.
I see parts pop up on barnstormers and eBay from time to time - you have to be proactive for parts, but I’m used to running rare lycomings at this point.
_________________ CFII MEI
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Post subject: Re: Comanche 400 advice Posted: 21 Jan 2023, 21:14 |
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Joined: 12/03/14 Posts: 19252 Post Likes: +23615 Company: Ciholas, Inc Location: KEHR
Aircraft: C560V
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Username Protected wrote: Cam is ~ $7,000 and crank is ~ $10,000
If you can find them. That doesn't sound like Lycoming new prices. Sounds like used parts. Guaranteed serviceable or as removed? Mike C.
_________________ Email mikec (at) ciholas.com
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Post subject: Re: Comanche 400 advice Posted: 21 Jan 2023, 21:41 |
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Joined: 01/01/18 Posts: 776 Post Likes: +907 Location: West Long Branch, NJ (KBLM)
Aircraft: 1960 Twin Bonanza
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Username Protected wrote: Cam is ~ $7,000 and crank is ~ $10,000
If you can find them. That doesn't sound like Lycoming new prices. Sounds like used parts. Guaranteed serviceable or as removed? Mike C.
I was looking a year ago. Cam was new, crank was overhauled with tags. I haven't checked with Lycoming directly on the lead time for parts.
I hope to be burning Jet-A before I have to overhaul a piston engine.
Back to topic. Comanche 400's are very cool and the IO720 doesn't require any special operating technique. Starting technique is the same as most fuel injected engines. It runs well LOP and is very smooth if plugs, injectors, and timing are all in order.
_________________ CFII MEI
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Post subject: Re: Comanche 400 advice Posted: 22 Jan 2023, 23:53 |
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Joined: 07/14/11 Posts: 821 Post Likes: +947
Aircraft: Bonanza V35
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As for flying it - just read the POH. Tells you everything you need to know.
As for owning, WHY? It is 185-190 knot plane on 18-21 GPH. A TN V35 will do 200 knots on 17GPH and is much better looking and much better built. Any modern experimental is far better like the Lancair ES with an IO-550 will do 185 knots on 14 GPH.
The old IO-720 has limited parts available and has some cooling issues in the Comanche.
There are much better planes for the $.
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Post subject: Re: Comanche 400 advice Posted: 23 Jan 2023, 00:29 |
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Joined: 08/01/11 Posts: 6692 Post Likes: +4355 Location: In between the opioid and marijuana epidemics
Aircraft: 182, A36TC
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Make sure you know emergency gear extension procedure.
_________________ Fly High,
Ryan Holt CFI
"Paranoia and PTSD are requirements not diseases"
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