Let me introduce myself

[fowlerflaps]

I'm new to ICS as of about 12 hours ago. I have been flying for about a year now. Earning my PPL in August 08 and my instrument privilages shortly after. I have flown about 320 hrs in that time, mainly in a Cirrus SR-22 and am now completing my C-AMEL training in a PA-30 (still only have about 12 hours and getting the hang of the landings is still the toughest part IMHO). I'm writing this post not only to introduce myself but also to get some much needed advice on purchasing a PA-30. After seeing how much $$$ I spent this past year on my flying addiction I have decided it might be best to delve into the world of aircraft ownership, and what better aircraft to experience this with but a PA-30C!? At least I think so from my research. I was hoping that you good folks could point me in the right direction of an AI that's competent with Twincos as I think i have located a couple i am going to place offers on shortly. I fly out of CDW and MMU so someone in the NY metropolitan area would be best.

I am interested in normally aspirated 69's and later because of the obvious changes Piper made with the C models. If anyone is interested in helping me narrow down an aircraft or know of anyone that is selling please let me know. It's been a little daunting narrowing down which ones to go after even though I have found what I think may be right I still have some doubts. For example, the 69 with all the speed mods, 530/taws, graphic engine monitor, great int/ext, gear AD complete more bells and whistles and even radar BUT a gear up in 2000 OR the 69 with a little less AFTT, midtime engines beautiful paint and int, NDH but much less by way of avionics??? Soo much information, so many variables. Advice is GREATLY appreciated afterall I am at ICS and I was told this is the place to be for all things TWINCOS. I will end the long-winded forum post now, thanks!!

FYI i have only been considering aircraft with less that 6000ttaf because i believe airframe to be #1 on priority list,

[Scott Ducey]

I am more than happy to help you out considering my location. My name is Scott. I live in N.J. not to far from MMU. Actually I did some training out of certified flyers at MMU. i have a blog that talks a bit out what you are going through. www.twincomanche.blogspot.com. I also know a VERY GOOD twin Comanche AI based in N.J. that can help you. YOu can reach me directly by email at: scott.ducey@harborpoint.com or call my cell at 908-256-3158.

Scott

[N3322G]

Welcome to ICS!

I fly a PA-39 - the counter-rotated Twin and successor to the PA-30s. You might consider broadening your potential purchase to include the 39. As you likely already know they are a sweet plane to fly in instrument conditions because of the very stable platform.

There have been some recent posts on purchasing 260 Comanches that have some common elements to your purchase that you might like to review.

By the way, on landings. I find that if my speed and attitude is correct, they go much better AND

Zach Grant runs a Comanche Pilot Proficiency course that I took when it was run by Larry Larkin, who worked for Piper and I highly recommend it.

Others will post on advice for pre-purchase inspection stuff as I don't have local knowledge for you other than Dave and Marcia Gitelman in Rochester may have some thoughts. You can see NY Comanche owners via the Pathfinder function on the website.

Hope to see you at a future fly-in or convention.

[Zach Grant L1011jock]

Good morning Mr, Fowler Flaps (I wish I had a name with the handle...can you provide?).

Welcome to ICS, and Comanche land. I, as many others certainly will agree on this site, think you are making a fantastic choice in light twins (perhapse the only choice when you really do the math). Now, looking at your position and needs you can go several ways. First, finding a true "no damage" aircraft is almost impossible. Finding a no "Damage History" aircraft is pretty easy. Suffice it to say many airplanes out there have had a few things brushed under the rug over the years. I say all of that to say this, if the airplane has been repaired correctly (wich is pretty obvious when looking at the airframe), there is no difference in servicability or safety between one that has been geared up, and one that hasn't. Both of my airplanes have been on their belly, my turbo twin once, and my 180 3 times. Both are still very nice, safe, reliable airplanes. So take this into consideration that if the right airplane comes along that just happens to have had a gear up, it probably is still a good airplane, and is no reason to shy away.

PA-30s...The two changes that happened from a B to a C were the panel/switch layout, and the thicker stab cross section. The stab didn't really do anything but make the tail a bit less suceptable to ice (all PA-30s handle ice well however) and slowed tha airplane down a couple of knots. The PA-39 was nothing more than a C with Counter Rotating engines. SO....to make it more complex, you will find lots of PA-30B aircraft that have new panels, you will see 30Bs with C/R engines, you will see C models with C/R essentially making a PA-39, and any combination in between. I have had both a straight PA-30 as well as the PA-30T that I have currently. The turbo is a C/R. It is that way because someone changed it long before it became a member of our family. I wouldn't do it today! Having everything the same on both engines makes for easier maint., easy trouble shooting, and all around easier ownership. The hogwash about C/R eliminating the critical engine is spewed all over, but everyone knows, the first engine to quit in a light twin is the critical, engine, and the second one to quit is the MOST critical engine...

Sorry for the long dissertation, but ideally, I think you need to look at a specific set of traits that you want/need, and then look for the airplanes with them, regardless of year or original model number, as the mod status of the fleet is such that an original 63 PA-30 may be a better buy for what you want in an airplane than a 72 PA-39. Identify your mission, and your needs, add in the wants, and ballance against what is available, and what you can do with whats available, and temper that with a budget...and voila...easy right?

In any event, if you would like to talk about anything, operationally or technically related to PA-30s, please don't hesitate to call me 317.201.4293 cell, or email at L1011jock@sbcglobal.net. I will help you any way I can.

Zach Grant
ICS Technical Services Chairman

[N8632Y]

Welcome and good choice. You are where I was back in "01. I did buy a PA30C and now after 8 years, I'm glad I made the choice.
I know of a PA30B that may be for sale. I fly with the pilot sometimes.
Nice paint, beautiful interior, century 2000 AP, 430W, HSI, JPI. Don't know the times etc...
Always maintained, never a trainer.
f u'r interested I can put you in touch with him, I'll ask him meanwhile.
steve
609-760-1211
stevenmdavis@comcast.net
KVAY.....just outside of PNE in jersey