Piper PA-24-260 Comanche 260

Piper introduced the PA-24 Comanche in 1957 as the company's first low-wing, all-metal, retractable-gear four-seat single. The original Comanche 180 had a Lycoming O-360 at 180 hp. Piper iterated through Comanche 250 (Lycoming O-540 at 250 hp), Comanche 260 (Lycoming O-540 at 260 hp introduced 1965), and Comanche 400 (Lycoming IO-720 at 400 hp, the only eight-cylinder Comanche). The PA-24-260 became the volume Comanche from 1965 onward.

Production iterated through three variants of the PA-24-260: the original 260 (1965-1968) with the carbureted O-540-E4B5, the 260B (1969-1970) with refined airframe details, and the 260C (1971-1972) with fuel injection and the IO-540-D4A5 engine. The 260C represents the final and most refined Comanche. Piper planned a 260D but never produced it.

Piper ended Comanche production in 1972 after the catastrophic 1972 Pennsylvania flood that damaged production tooling. The company chose to focus the post-1972 lineup on the newer PA-32 Cherokee Six and Cherokee Arrow lines rather than reinvest in the older Comanche tooling. Total PA-24-260 production was about 1,400 aircraft across all three variants. The fleet has remained popular with cross-country pilots and is supported by the active International Comanche Society community.

The Comanche 260 cruises at about 160 KTAS at 75% power, burning 14 gph of 100LL. At long-range cruise (65%), the airplane drops to about 148 KTAS on 12 gph. The Comanche is meaningfully faster than the contemporary Cherokee 235 (about 25 to 30 knots faster on similar power) due to the more aerodynamically refined airframe and the retractable gear. Performance is comparable to a Beech Bonanza F33A at similar fuel burn, which is the airplane's quiet advantage at much lower acquisition cost.

Useful load on a Comanche 260 is about 1,050 to 1,200 pounds depending on equipment. Full fuel (84 gallons usable, including the 30-gallon tip tanks standard on most variants) leaves about 550 to 700 pounds for people and bags. Four adults of typical weight plus light luggage fit within gross with careful loading. Range with reserves is about 950 nm at long-range cruise. The tip-tank fuel system gives the Comanche unusual range capability for a four-seat single. Service ceiling is 19,500 ft on paper.

The Lycoming O-540-E4B5 (Comanche 260 and 260B) or IO-540-D4A5 (Comanche 260C) is the engine on the PA-24-260. Six-cylinder, horizontally opposed, direct-drive piston rated at 260 hp at 2,700 RPM. The O-540-E4B5 is carbureted. The IO-540-D4A5 is fuel-injected. Lycoming's published TBO is 2,000 hours per Lycoming Service Instruction 1009 BE. Both engines have universal parts and shop support through the broader O-540 / IO-540 community.

Field overhauls at Penn Yan, Gann Aviation, or other reputable Lycoming shops run $42,000 to $55,000 in 2026 prices. The O-540 family is well-supported with excellent cylinder availability. The IO-540 in the 260C is slightly more expensive to overhaul than the carbureted O-540 due to fuel injection components but trades similar reliability.

Oil consumption on a healthy O-540 / IO-540 runs about 0.3 to 0.5 quarts per hour. The engines reach TBO routinely when operated regularly. The Hartzell or McCauley two-blade constant-speed propeller on the Comanche requires overhaul concurrent with the engine. Prop overhauls run $2,500 to $4,500. Many Comanches have been retrofit with three-blade scimitar props for improved climb and reduced noise, with corresponding overhaul cost increases.

Plan on $200 to $290 per flight hour at 100 hours a year of utilization, all-in. The Comanche's operating cost is meaningfully lower than a Bonanza F33A at similar acquisition price. Fuel and oil run about $78 to $100 per hour at 14 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $21 to $28 per hour based on a $42,000 to $55,000 overhaul amortized across the 2,000-hour TBO. Prop overhaul reserve adds $1.25 to $2.25 per hour. Airframe maintenance reserve is $30 to $50 per hour due to gear-system maintenance.

Annual fixed costs (hangar, insurance, annual inspection) add another $60 to $115 per hour at 100 hours a year of utilization. Insurance on the Comanche 260 is moderate for a four-seat retractable. Hull values are reasonable. First-time retract owners pay $3,500 to $6,500 a year typically. Established Comanche pilots with 200+ hours in type pay $2,200 to $4,200.

Acquisition cost in mid-2026: A Comanche 260 (1965-1968) with mid-time engine and steam-gauge panel runs $80,000 to $115,000. A 260B (1969-1970) runs $90,000 to $145,000. A 260C (1971-1972) with the fuel-injected IO-540 runs $100,000 to $165,000. Aircraft with documented gear-system rebuilds in recent years trade at premiums. The 260C represents the most-refined and most-valuable Comanche in the used market.

International Comanche Society (ICS) is essential. Annual dues run about $80. ICS provides type-specific pre-buy guidance, AD compliance tracking, the type-specific maintenance manual, and the accumulated 60+ years of Comanche fleet knowledge. Two notable ADs affect the Comanche fleet: the control system corrosion and wear AD (2012-17-13), and the stabilator attachment AD. Both require recurring inspection.