Piper Comanche For Sale

If you want to track down a Piper Comanche in your area, I’d start with the big aviation classifieds and work outward into the local scene. Online marketplaces like Controller, Trade-A-Plane, Barnstormers, and GlobalPlaneSearch let you filter by model and radius — set alerts for 'Piper Comanche' so new listings ping you immediately. There are also owner-run Facebook groups and niche forums where owners post before they put a plane on the big sites; search for local flying groups and the 'Comanche Flyers Association' threads. Next, poke around nearby airports. I personally go to the FBOs and maintenance shops at nearby fields and ask if anyone’s selling a Comanche or knows an owner. Flight schools, flying clubs, and avionics shops often have leads, and brokers circulate unadvertised inventory. Don’t forget the FAA registry to confirm N-numbers and ownership history if you spot a Comanche on the ramp. Finally, plan for a proper pre-buy: an A&P with IA, logbook review, corrosion inspection, and conditional engine/prop checks. It’s a hunt that pays off — when you find the right Comanche it’s a rush, and it’s worth being thorough.

Crunching the numbers and listings over the past year, I’d peg the average asking price for a Piper Comanche in flying condition right around $100k to $150k, with a market median usually near $120k. That’s a loose average because those airplanes span a wide spectrum: early low-horsepower PA-24s and well-used airframes can be down in the $50k–$80k range, while upgraded 250/260 models with modern avionics and fresh engines push into the $150k–$250k territory.

What really moves the needle are engine time and avionics. A Comanche with an engine near TBO, fresh logs, autopilot, and a Garmin retrofit will command a premium, whereas one needing an engine overhaul, corrosion repair, or a paint and interior job drops the price a lot. Don’t forget location: hangar availability and local demand can swing asking prices by thousands. Personally, I love hunting for the ones that have character but only need avionics to shine.

If I were buying, I’d budget beyond the purchase price for an inspection, possible ADS-B/GPS upgrades, and a contingency for an engine shop visit—those costs change the effective price a surprising amount, and that’s part of the thrill for me.

I geek out about old Piper singles, so when someone asks where reputable dealers list a Piper Comanche for sale I get a little excited. The main marketplaces I check first are Controller, Trade-A-Plane, and Barnstormers — those three tend to have the widest selection and are used by both brokers and owner-sellers. GlobalAir and Aircraft Shopper Online (ASO) are also solid for cross-checking prices and seeing aircraft photos and logbook notes. AvBuyer sometimes lists late-model or well-equipped Comanches too.

Beyond those sites, I always scout owner forums and Facebook groups dedicated to Comanches and classic Pipers; owners will often post ships-for-sale before they hit mainstream classifieds. Local FBOs and well-known maintenance shops sometimes have leads or broker relationships, and getting an FBO to help coordinate a pre-buy inspection is priceless. For peace of mind, work with brokers who will provide full logbooks, a clean title search, and an escrow service — and don’t skip a professional pre-buy. Happy hunting; finding the right Comanche feels like treasure hunting and it’s worth taking your time.

Growing up near a dusty little airport, I watched a parade of Piper Comanches taxi by, and over the years I learned to spot the differences that matter. In my experience the mid-to-late 1960s Comanches — especially those fitted with the 250- and 260-horsepower engines — tend to be the happiest compromise between performance and proven systems. Those years saw refinements to fuel systems, electrical installations, and factory options that make later models more comfortable for cross-country work, and they often have better aftermarket support for modern avionics and engine upgrades.

That said, year alone isn't destiny. A well-loved 1959 Comanche with complete logs, corrosion control, and recent engine work will be more reliable than a neglected 1969 one. Key things I look for on any Comanche are solid documentation, corrosion inspections (wing spars and tanks), engine compression and oil analysis records, and whether prior owners installed sensible STC upgrades. Personally, I lean toward a late-60s 250/260 model when I want speed without constant tinkering, but I always keep an enthusiastic mechanic and a good owner group on speed dial — they make all the difference.

Every time I walk past a Comanche sitting in a hangar it hits me how much character these planes bundle into a single airframe — and that character comes with a handful of predictable issues buyers should expect. Older Comanches tend to show corrosion in hidden places: wing roots, flap channels, and around inspection plates where moisture collects. That often means expensive sheet-metal work or unexpected time in the shop. The retractable gear is another recurring headache; seals, hydraulic hoses, and actuators age, and owners frequently report sticky gear, slow cycling, and the odd hydraulic leak that looks small until you start tearing panels apart.

Engine-wise, high-time Lycomings are common, so compression checks, oil-consumption history, and evidence of cylinder work are crucial. Carburetor or fuel-injection quirks, leaky fuel tanks or bad senders, and magneto/ignition service are typical. Avionics can be ancient — expect vacuum pump issues for the gyros, obsolescent radios, and the need for ADS-B/modern GPS retrofits. Always comb through the logs for AD compliance and past damage history; a cosmetically nice paint job can hide deeper structural or engine problems. I still love the way a Comanche handles in the pattern, but if you buy one, budget for a thorough prebuy and a realistic maintenance plan — it’ll save tears and dollars down the line.

Inspecting a Piper Comanche shouldn't be rushed. The first thing I do is sit down with the logbooks and treat them like a mystery novel: annuals, phase inspections, AD compliance, engine and prop logs, and any STC paperwork need to be complete and consistent. Look for gaps, cryptic entries, or countless one-line repairs — those often point to recurring problems. Verify any major repairs or field approvals, and confirm that the tach/time and serial numbers match the paperwork. If the airplane has an engine upgrade or turbo installation, get the specific STC paperwork and performance figures.

After the paperwork, I move to a hands-on inspection. Walk every surface: check for corrosion around the wing roots, flap tracks, and belly skin where wet-wings can show seepage. Inspect gear doors and retraction components closely — Comanches have retractable gear and the mechanism history matters. On the engine, I like to see a borescope inspection, compression test results, and an oil analysis for metal content; check prop condition, spinner tightness, and for any evidence of prop strikes. The cockpit should have secure instrument mounts, tight control cables, sober avionics wiring, and an autopilot test. Finally, the test flight is where everything reveals itself: verify gear operation under power, check climb vs POH numbers, listen for surges or unexplained noises, and feel for trim or control anomalies. I always end by jotting down a prioritized list of fixes and a realistic budget — a well-documented, mechanically sound Comanche makes me grin every time.