Engines: 2× Lycoming IO-320-B | Power: 160 hp each (320 hp total) | Gross Weight: 3,600 lbs | Category: Normal — FAA Approved
Important Disclaimer
All data is from the Piper Twin Comanche C Owner's Handbook (Part No. 753-773, revised November 1973) and is provided for educational reference only. Performance figures are for standard conditions at sea level or stated altitude at gross weight. Always use the AFM/POH specific to your aircraft N-number and serial number. If any inconsistency exists between this reference and the FAA-approved Airplane Flight Manual, the AFM governs.
About the Piper PA-30 Twin Comanche
The Piper PA-30 Twin Comanche is a six-seat, low-wing, all-metal twin-engine aircraft produced by Piper Aircraft Corporation in Lock Haven, Pennsylvania. It is the twin-engine derivative of the single-engine Comanche and was designed for cross-country transportation — pairing high cruise speeds with the safety redundancy of two engines.
The "C" variant uses two Lycoming IO-320-B fuel-injected engines, each producing 160 hp at 2,700 rpm, fitted with Hartzell HC-E2YL-2 constant-speed, full-feathering propellers. Fuel injection (via the Bendix RSA-5 system) eliminates the carburetor icing risks present in carbureted twins, while the full-feathering props are essential for single-engine performance — a windmilling propeller on an inoperative engine creates enormous drag and can make single-engine climb impossible.
The PA-30 features a retractable tricycle landing gear (electric motor-driven), dual vacuum pumps for gyro reliability, and a dual alternator electrical system. It was designed as a cross-country touring aircraft and remains a popular platform for Multi-Engine Rating training because its handling characteristics — particularly its Vmc behavior — are representative of the broader class of light twins.
Weights
3,600 lbs
Gross Weight
~2,238 lbs
Standard Empty Weight
~1,362 lbs
Useful Load (standard)
250 lbs
Max Baggage
With optional wing tip tanks installed, gross weight limit increases to 3,725 lbs. Any weight above 3,600 lbs must be in tip tank fuel only.
Fuel System
- Total capacity: 90 US gallons (standard, no tip tanks)
- Main cells: 2 × 30 gallons (27 usable each) — located in leading edge of each wing inboard section
- Auxiliary cells: 2 × 15 gallons (all usable) — outboard of main cells. Aux fuel is for level flight only
- Unusable fuel (inboard tanks): 6 gallons total
- Approved fuel: Aviation grade, minimum 91/96 octane (100LL is approved)
- Crossfeed: Available for single-engine operations — allows operating engine to draw from opposite side tanks
Critical Fuel Management Rules
- • Use main cells only for takeoff, landing, climb, and descent
- • Auxiliary and tip tank fuel: level flight only
- • Do not take off with main cells less than one-quarter full
- • Turn on electric fuel pumps during takeoff, landing, and every tank switch
- • Do not put both fuel selectors in crossfeed simultaneously
- • Switch tanks every hour in cruise to maintain balance
Key Airspeeds
All speeds from the PA-30 Owner's Handbook. Note: the handbook uses mph (miles per hour), not knots. Convert: 1 knot ≈ 1.15 mph.
| Speed | Definition | Value (MPH) | Approx. KIAS | Notes |
|---|---|---|---|---|
| Vmc | Min. Control Speed (OEI) | 90 | ~78 | FAA-determined CAS. Never fly below Vmc with one engine at TO power |
| Va | Maneuvering Speed | 162 | ~141 | Design maneuvering speed — reduce to this in turbulence |
| Vle/Vlo | Max Gear Extend/Retract | 150 | ~130 | Lower gear below 150 mph |
| Vfe | Max Flap Extension | 125 | ~109 | Lower flaps below 125 mph |
| Vy | Best Rate of Climb (both eng.) | 112 | ~97 | Multi-engine best rate of climb speed at sea level |
| Vx | Best Angle of Climb | 90 | ~78 | Also equals Vmc — use only with full obstacle clearance requirement |
| Vyse | Best Single-Engine R/C | 105 | ~91 | Blue line. Feather prop, gear up, flaps up for 260 fpm at sea level |
| Vs | Stall Speed (clean) | 76 | ~66 | Power off, gear/flaps up, at 3,600 lb gross |
| Vs0 | Stall Speed (gear/flaps down) | 69 | ~60 | Power off, full flaps, gear down, at 3,600 lb gross |
| Rotate | Rotation / Lift-off | 80 | ~70 | Accelerate to Vmc (90 mph) before rotation on takeoff |
| Final approach | Normal approach speed | 100 | ~87 | Full flaps, gear down; 105 mph for single-engine approach |
Performance Data
From Section I of the Owner's Handbook. All values at 3,600 lb gross weight, sea level, standard conditions.
Takeoff & Landing
1,250 ft
Takeoff Ground Roll (short field)
2,160 ft
Takeoff Over 50-ft Obstacle
700 ft
Landing Roll (flaps down)
2,100 ft
Landing Over 50-ft Obstacle
Climb Performance
1,460 fpm
at 112 mph
Best Rate of Climb (both engines)
90 mph
sea level
Best Angle of Climb Speed
260 fpm
at 105 mph (Vyse)
Single-Engine Rate of Climb
18,600 ft
multi-engine
Service Ceiling
Single-Engine Ceilings
7,100 ft
Single-Engine Absolute Ceiling
5,800 ft
Single-Engine Service Ceiling
Cruise Speeds (at gross weight, standard conditions)
| Power Setting | MP | RPM | Altitude | Speed (mph) |
|---|---|---|---|---|
| Normal | 26.0" | 2,400 | 4,200 ft | 198 mph |
| Intermediate | 24.0" | 2,400 | 6,400 ft | 196 mph |
| Economy | 24.0" | 2,200 | 6,400 ft | 188 mph |
| Long Range | 20.0" | 2,200 | 11,200 ft | 178 mph |
Do not exceed 28 inches of manifold pressure below 2,400 RPM. To increase power: first increase RPM, then MP. To decrease power: first decrease MP, then RPM.
Stall Speeds by Bank Angle
From the PA-30 Owner's Handbook stall speed table (CAS, power off, at 3,600 lb gross weight):
| Bank Angle | Gear & Flaps Up (mph CAS) | Gear & Flaps Down (mph CAS) |
|---|---|---|
| 0° | 76 mph | 69 mph |
| 20° | 79 mph | 71 mph |
| 40° | 87 mph | 79 mph |
| 50° | 108 mph | 98 mph |
Note: At 50° bank, clean stall speed (108 mph) exceeds Vmc (90 mph). Always recover from steep turns before stall onset in a twin. The left wing stalls first due to clockwise-rotating props — expect left roll tendency if stall develops.
Engine & Systems
Lycoming IO-320-B (per engine)
- Configuration4-cylinder, horizontally opposed
- Horsepower160 hp at 2,700 rpm
- Displacement319.8 cu in
- Compression ratio8.5:1
- Fuel injectionBendix RSA-5
- Dry weight295 lbs
- Magneto check max drop175 rpm per mag
- Max differential drop50 rpm (L vs R)
- Oil capacity (each)8 quarts
- Max CHT400°F
- Max oil temp245°F
Propellers & Systems
- Propeller typeHartzell HC-E2YL-2
- Blades2-blade, constant speed
- FeatheringFull feathering (~3 seconds)
- Diameter72 inches
- Vacuum systemDual dry pumps, cross-connected
- Normal vacuum4.8–5.1 in. Hg
- Alternators2× 12V 70A (paralleled)
- Battery35 Ah
- Landing gearElectric motor, retractable
- Manual gear extensionEmergency handle, floor panel
- Max crosswind (landing)20 mph (17 knots)
Multi-Engine Concepts: Vmc, OEI, and the Critical Engine
The PA-30 is the aircraft that introduces most pilots to the most important concept in multi-engine flight: Vmc — velocity minimum control. Understanding Vmc is the single most important safety concept tested on the Multi-Engine Rating practical exam.
What is Vmc?
Vmc (90 mph CAS for the PA-30) is the minimum calibrated airspeed at which the aircraft can maintain directional control with one engine at full takeoff power and the other engine windmilling. Below Vmc, there is not enough rudder authority to counteract the asymmetric thrust — the aircraft will yaw uncontrollably toward the dead engine. Recovery: immediately reduce power on the operating engine and lower the nose.
Why Vmc Equals Vx on the PA-30
On the PA-30, best angle of climb speed (Vx = 90 mph) is identical to Vmc (90 mph). This means if you're climbing at Vx with one engine failed and one at full power — a scenario an inexperienced pilot might attempt to clear an obstacle — you are flying exactly at the minimum controllable airspeed. Any speed reduction causes loss of control. The handbook is explicit: during single-engine operations, maintain at least 97 mph at all times.
The Critical Engine
The PA-30 uses clockwise-rotating propellers (viewed from behind). With both props turning the same direction, P-factor and accelerated slipstream effects are worse when the left engine is inoperative — the left engine is the critical engine. With the left engine out, the right engine's thrust line is farther from the aircraft centerline, creating more yaw moment. The left wing also stalls first with power applied. The handbook warns: "the left wing will generally stall more rapidly than the right wing" — expect left roll tendency at stall.
Single-Engine Service Ceiling: 5,800 ft
At 3,600 lb gross weight, maximum continuous power on the operating engine, propeller feathered, gear/flaps up, the PA-30 can maintain level flight up to 5,800 ft (service ceiling) and reach an absolute ceiling of 7,100 ft. Above these altitudes, single-engine level flight is impossible. In Dallas at summer density altitudes, the effective single-engine ceiling is lower. Always plan with this in mind: a PA-30 climbing over mountainous terrain is not the same aircraft it was at sea level.
Emergency Procedures
The following procedures are from Section III of the PA-30 Owner's Handbook. Multi-engine checkride applicants must know these from memory and be able to execute them accurately under DPE observation.
Engine Failure During Takeoff Roll (before lift-off)
- 1.Reduce power on both engines
- 2.Stop the airplane straight ahead
- 3.Do not attempt single-engine takeoff
Engine Failure After Lift-Off (landing distance ahead)
- 1.Immediately reduce power on both engines
- 2.Effect a landing straight ahead
- 3.Do not attempt to climb on one engine at low altitude
Engine Failure During Climb-Out
- 1.Maintain directional control with rudder and ailerons
- 2.Establish best single-engine rate of climb speed — 105 mph (Vyse)
- 3.Verify mixture, propeller, and throttle controls are full forward on both engines
- 4.Landing gear and flaps — UP
- 5.Identify inoperative engine: gently throttle back suspected engine
- 6.If no effective power — feather propeller on inoperative engine
- 7.Trim directionally with rudder trim
- 8.Climb straight ahead to pattern altitude and return for landing
- 9.Do not attempt to turn or climb too sharply
Engine Failure During Cruise Flight
- 1.Maintain airspeed and directional control
- 2.Advance mixture, propeller, and throttle controls (both engines)
- 3.Correct yaw toward dead engine with rudder and rudder trim
- 4.Identify inoperative engine: carefully retard suspected throttle
- 5.Check fuel pumps ON, ignition ON, fuel selector, fuel gauges
- 6.If power cannot be regained: retard throttle to idle, move prop control to FEATHER
- 7.Move mixture to idle cut-off, turn ignition OFF on dead engine
- 8.Hold dead-engine wing 3–5° HIGH to reduce yaw tendency
- 9.Use rudder trim to reduce control pressure
Single-Engine Approach
- 1.Maintain 105 mph on approach (half flaps — not full — for go-around capability)
- 2.Do not lower landing gear until landing is assured
- 3.Lower gear early enough that manual extension is possible if motor fails
- 4.Adjust rudder trim as throttle is retarded for final
- 5.Land the first time — go-around may be impossible at some weights/density altitudes
- 6.If go-around cannot be avoided: full power, retract gear and flaps immediately
Inadvertent Spin Recovery
- 1.Retard both throttles to idle
- 2.Apply full rudder opposite to spin direction
- 3.Push control wheel full forward (ailerons against the turn expedite recovery)
- 4.Hold controls until spin stops — then neutralize
- 5.Recover from dive with smooth back pressure — no abrupt inputs
- 6.Note: altitude loss in a spin may exceed 2,000 ft
Propeller Feathering & Unfeathering
Feathering is the single most important drag-reduction action in OEI flight. A windmilling propeller on an inoperative engine creates enormous drag and can reduce single-engine climb rate from 260 fpm to zero or negative.
To Feather
- 1.Confirm engine is inoperative
- 2.Retard throttle to idle
- 3.Move prop control fully aft through low RPM detent into FEATHER
- 4.Feathering takes ~3 seconds
- 5.Move mixture to idle cut-off
- 6.Turn ignition OFF
- 7.Close cowl flap on inoperative engine
Propeller can only be feathered while engine rotates above 1,000 RPM. A frozen/seized engine cannot be feathered.
To Unfeather (in flight)
- 1.Ignition switches ON
- 2.Mixture — RICH
- 3.Throttle — open ~½ inch
- 4.Prop control — cruise setting
- 5.Engage starter until engine starts
- 6.Allow idle at 1,000–1,500 RPM until oil temp begins to rise
- 7.Advance to cruise power when engine warms
For practice, simulate zero-thrust by setting 10" MP / 2,200 RPM rather than actually feathering. This avoids battery drain and restart risk at low altitude.
The Multi-Engine Rating: What the PA-30 Teaches You
The Multi-Engine Rating is a pivotal step in any career pilot program. It unlocks twin-engine aircraft privileges and is required for most commercial airline pathways. The PA-30 is an ideal platform for earning this rating because it has genuine single-engine performance challenges — its 260 fpm single-engine climb rate is honest about the limits of light twin aircraft — while remaining manageable for pilots transitioning from single-engine.
The competencies built in multi-engine training on the PA-30 transfer directly to regional airline aircraft. The discipline of identifying the dead engine (Dead foot = dead engine), feathering without hesitation, maintaining Vyse, and executing single-engine approaches are the same skills used on the Embraer 175 and CRJ-900 — the aircraft many Parrish Aviation graduates fly at regional carriers.
Multi-engine training at Parrish Aviation is taught by instructors with real-world airline experience, including our founder Jack Parrish — a former Embraer 170/190 First Officer with Boeing 757/767 type ratings. The muscle memory and decision-making frameworks built on the PA-30 form the foundation of professional multi-crew operations.
Dimensions & Specs
36 ft
Wingspan
178 sq ft
Wing Area
25.2 ft
Length
8.2 ft
Height
20.2 lb/sq ft
Wing Loading
11.3 lb/hp
Power Loading
20 cu ft
Baggage Space
Up to 6 seats
Seating
Earn Your Multi-Engine Rating at Parrish Aviation
FAA Part 141 Flight School at Dallas Executive Airport (KRBD) — Multi-Engine Rating with airline-background CFIs