Speed Brakes

[Mark Anderson]

Has anyone out there installed speed brakes on their Comanche? Or flown in one that had them? If so how effective are they? Was it worth the money? Thanks!

[John Wedge]

A member in Houston area has them on his 250 or 260, don't remember which it is. Maybe he will answer your questions. I saw it about 2 years ago and if I remember from his conversation he liked them. They did look neat.
John

[David Pyle]

It may be David Lawrence who is the proprietor of COF. He has a tricked out 250, or may put you in touch with the Houston owner who has them. His email is david-k-lawrence@comcast.net.

[KJB]

I have the Precise Flight Speedbrakes on my PA30 turbo,1966.
It´s exciting, they never made problems and worked fine.
On a long descent from let`s say 18000ft, I can keep my engines warm with 1200-1500 rpms, but I can realize a a steep descent with 1000ft/min., and keep my speed down below 140kn.
And in case riding down a Non precision approach, maybe you pop out of the clouds and the airport is right under your nose, you have a real chance to get the airplane down to final without acrobatics.
Even on a VFR day, may be you are too high on final, its quiet simple to loose altitude.
Also using them to shorten groundroll after landing,you may notice it.
I won`t miss them, it`s a worthy investment.
KJB

[Mark Anderson]

Klaus, thanks for the input. I have only heard from one other person that has them on a Comanche and he really likes them also. I guess now all I have to do is come up with the money!

[Scott Ducey]

I do not have the breaks on my pa-30, but have flown one that does. It is a nice toy to have but not necessary.

[Mark Anderson]

I agree. What we really need on these Comanches is some " Ground Lift Dump" devices so we could stick every landing without bouncing or floating. That would be sweet! My technique for slowing and descending is as follows: I like to go fast all the way down to traffic pattern entry/altitude. At this point I lead with the coffee grinder and start trimming the nose up. As I do this, I apply forward pressure on the control wheel to try to maintain level flight or a momentary 500 FPM climb. I do this while keeping manifold pressure as high as practical. Also go to 2500 or full engine RPM. I like to be around 120 MPH for gear extension. At this point I can start my descent or approach. In IMC I do all of this outside the final approach fix. I would be interested in hearing other techniques?