SEPTEMBER 2011 VOLUME 38, NO. 9

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Unparalleled Customer Service Since 1979 The Comanche Flyer is the official monthly member publication of the International Comanche Society P.O. Box 1810 Volume 38, No. 8 • September 2011 Traverse City, MI 49685-1810 www.comancheflyer.com U.S.: (888) 300-0082 Other: (231) 946-3712 Fax: (231) 946-6180 E-mail: [email protected] www.comancheflyer.com Published By the International Comanche Society, Inc. ICS President Zach Grant Cell: (317) 201-4293 CONTENTS E-mail: [email protected] (e-mail preferred contact) 2 Letter from the President Zach Grant Managing Editor Kim Blonigen Comanche Spirit E-mail: [email protected] 4 The Vegas Viper: My “All New” David Lessnick Display Advertising Manager Genevieve Lyon Customized Comanche 250 (800) 773-7798 Fax: (231) 946-9588 E-mail: [email protected] 6 ICS Name Badge Order Form Trading Post & Classified Advertising ICS News Nancy A. Whitten Ph: (800) 773-7798, Fax: (231) 946-9588 12 Comanche Pilot Profi ciency Programs E-mail: [email protected] 2011 Annual General Membership Meeting Graphic Design Service Clinic Organized for All Comanche Aircraft Brandon Hoffman E-mail: [email protected] 14 ICS Board of Directors, Tribe Chiefs, Printer & Tribe Representatives Village Press 2779 Aero Park Drive 2010-2011 ICS Standing Committees Traverse City, MI 49685-0629 www.villagepress.com 15 ICS Technical Directors ICS Technical Directors ICS Tool Loan Program Pat Barry CFF-Trained CFIs Ph: (949) 362-1600 on Pacific Time E-mail: [email protected] Letter to the Editor Bill Creech Ph: (915) 581-3401 (9:00 a.m.-9:00 p.m. MST) 16 Comments on High Altitude Prop Settings Frank Brunot Fax: (915) 581-6168 E-mail: [email protected] Hans Neubert 18 ICS Membership Renewal Form E-mail: [email protected] on Pacific Time From the Logbook Cliff Wilewski 20 New Zealand Safari – Part 2 Various Writers Ph: (815) 395-0500, Cell: (815) 979-7785 E-mail: [email protected] Feature ICS Tool Loan Program An Unfortunate Lesson Learned at a Fly-In Randy Biles Matt Kurke 28 10340 Regent Circle, Naples, FL 34109 Ph: (239) 593-6944 32 ICS Items for Sale [email protected] From the Tribe Chiefs The Comanche Flyer (ISSN 08994223, 34 USPS 2-324) is available to members; the $25 annual subscription rate is included Online Intelligence in the Society’s Annual Membership dues 37 Fuel Gauge – Low Level Warning in US funds below. Comanche Flyer is published monthly by Village Press Feature U.S., Canada, Mexico Comanche Racer Michele Boyko One year $69, Two years $130 41 UK, Europe Technical Q & A One year $95, Two years $182 ADs, Toe Brakes, Tank Solenoids, and Starters Australia, SA, and all other countries 44 One year $83, Two years $158 46 Comanche Classifi eds Spousal Members One year $34.50, Two years $65.00 47 Advertisers’ Index Cover Photo David Lessnick’s 1964 Comanche 250, the “Vegas Viper”. Copyright Notice The act of making a submission for publication is an express warranty that such contribution does not infringe on the rights or copyright of others. Nothing appearing in the Comanche Flyer shall be reproduced or distributed without the express permission of the publisher. Postmaster Send address changes to the above address. INTERNATIONAL Periodical postage paid at Traverse City, MI 49686 COMANCHE SOCIETY, INC. letter from the President

reetings and welcome to my In looking at the membership numbers, first president’s column. I it is obvious that we have added many could tell you a lot of things new members over the past couple of Gabout myself, and bore you years. I can also look and see that there with details about how I somehow got to are quite a few single digit membership this position, but I won’t. Simply put, it numbers still as active members. What really doesn’t matter. I am honored to makes both of these groups want to follow in the footsteps of the many ICS belong to the ICS? How do we as a society leaders who have preceded me. The fact best serve all of our members? These are that ICS is still around, and is a viable all questions that are looming in the organization is a testament to one thing future. How do we evolve into the in particular, and that is that the unknown, without killing the known? Comanche series aircraft are great Please don’t just read these as rhetorical airplanes! ICS has certainly had its ups questions … I expect your feedback! and downs. It has never been a “perfect” ICS is THE International Comanche organization to all people, nor will it ever Society. We are international, we are be. What it is today is vastly different than multi-cultural, we are young, we are old, it was originally imagined to be, and I am we are everything in between … BUT… sure that as the years pass it will continue we have a common bond (yes, we all love to evolve, and may take on a significantly Comanches, but as they say, that’s not different personality than it has now. the answer I was looking for). We must If there is anything happening that is give to the society, in order for it to be going to shape this evolution, it is that a thriving organization that we can take time never stands still. As timeless as our value from. I have been asked why it is Comanches may be, unfortunately, that important to belong to the ICS, when is not the case with the owners! We are information is available elsewhere. I have seeing a transfer of caretakership at an answered in many ways, but I believe I unprecedented rate as many of the more have had a revelation. I believe mem- “original equipment pilots” pass their bership is not necessary for each of us mounts on to the next group. individually, but rather, individually our

Comanche Flyer Submission Guidelines

All members are encouraged to submit articles for publication Although submissions are reviewed for technical accuracy, the in the Comanche Flyer. If you have an article about a maintenance information in this magazine is meant for reference only. Any event, trip, piloting technique, or anything else pertinent to modifications, alterations, or major repairs to U.S. aircraft require Comanche ownership, please share it with your fellow members. FAA-approved data as a basis for beginning work, and as such For those with access to the Internet, please submit the article should not be based solely on information contained in this via e-mail, preferably in Microsoft Word. You may also include the magazine. The International Comanche Society does not endorse article in the body of your e-mail message. Include your full any piloting adverse to published FAA regulations. name, as you would like it published, and your ICS number. Submissions are subject to editing and revision unless specifi- Please attach digital pictures, if applicable, in jpeg format. cally requested to be published as submitted. The right is For best results, use the highest resolution setting your camera reserved to publish or not, any submission. will allow. Photo files under 500 kb in size typically do not Deadline for all submissions is the 20th of the month, approx- reproduce well. imately 40 days prior to month of publication.

Send to: Kim Blonigen, Managing Editor at [email protected] Articles and photos may also be sent via U.S. Mail to: Kim Blonigen • 2031 South Beech • Wichita, KS 67207

2 • Comanche Flyer SEPTEMBER 2011 membership is required for the Society, president’s column. If you don’t have the time, and I, as well as your ICS officers and therefore required for the betterment time to write a full article, take time to and board members, will be working to of each other as a group. As such, mem- participate on the ICS forums, either see that it continues. I hope that you will bership should not be taken lightly. I asking questions, or answering them if join me in opening up and enhancing the believe it comes with a few more duties and you feel qualified. Everything that is channels of communication. I hope you responsibilities than simply sending in written there is searchable and is will get involved with the Comanche your dues every year. Don’t think of mem- archived for everyone’s future use. Make community, get involved with maintaining bership as simply a right to get a magazine, an effort to get involved at the tribe level. your aircraft, and get involved in ICS. or access to a web site, or a license to con- Organize technical seminars, social Most of all, I hope you get your airplane tact someone on the other end of a phone outings, or sponsor a fly-in. Volunteer out of the hangar, and go fly! Enjoy the line or on a computer, that you can call for an office (trust me, its easier than wonder of flight as only a Comanche or for help from time to time. Without other getting railroaded because you are the Twin Comanche can deliver. members giving to the Society, these only one who didn’t take a step back As always, fly safe. would not be available. The people who when they asked for volunteers to step Happy Comanche’ing! take the time to do all of these things are forward), and learn how ICS works so Zach Grant relatively few, and are a very small you can move up the ladder to other percentage of the group as a whole. duties in time. ICS Past Presidents With that said, my charge to each and As we go forward in the coming year, every one of you is very simple. Everyone you will probably hear about many more 2009-2010 Bernie Mazurek opportunities, and you may have an idea has a skill, and everyone has some extra 2007-2008 Dave Fitzgerald time. Make it count, and enrich your that could be the next great thing. Don’t 2006 Lawrence Paratz society. How? Let’s start with articles be shy, speak up, carry the torch, and for the magazine. If you have a flight contribute. After all this is OUR society. 2005 Karl Hipp training experience, a trip experience, a The president, the other board members, 2004 Skip Dykema technical tip, a human interest story, a and all of the tribe officers work for YOU, 2003 John Van Bladeren great picture of your Comanche for the but we can only do so much. 2002 Larry Rackley cover, send it in. Submittal instructions ICS is doing a credible job supporting 2001 Robert Noble are usually on the same page as the the fleet. It is getting better all of the 2000 David Buttle 1999 Roy Roberts 1998 Harley McGatha 1997 Charles Wiseman 1996 Bryce Campbell AIRCRAFT 1995 Jess Bootman 1994 Chuck Medicus COVERS 1993 Dale Vandever & ENGINE PLUGS 1992 Bill Jackson 1991 Martin Busch 1990 George Burson TOLL FREE: 1989 William Creech 800.777.6405 1988 Jim Fox 1987 Pat Rowe 1986 Ted Peifer 1985 Bill Shank 1984 Jerry Irvin 1983 Bill Stanyer 1982 Norn Berneche 1981 Ben Kitchens 1980 Jack Holaway 1979 Larry Larkin 1978 Clifford Younger 1977 Art Shriver phone: 408.738.3959 fax: 408.738.2729 e-mail: [email protected] 1976 Mike Keedy WWW.AIRCRAFTCOVERS.COM 1975 George Smith 1974 Paul Rechnitzer Bruce’s Custom Covers, 989 E. California Ave. Sunnyvale, CA 94085 1973 Andy Speer

SEPTEMBER 2011 Comanche Flyer • 3 COMANCHE Cover Story: Comanche Spirit The Vegas Viper: My “All New” Customized Comanche 250

4 • Comanche Flyer SEPTEMBER 2011 COMANCHE

by David Lessnick, ICS # 15929

1. Is it “worth it” to invest a significant amount of money in a plane that is 45 years old and has a current “market value” of approximately $55,000? 2. What avionics package should I install? 3. Who should I trust with the interior design and exterior paint? It’s been a long, involved, interesting and incredibly rewarding journey. I’ve spent hundreds of hours doing research; witnessed my plane torn apart looking more like a downed robot, with its wires dangling, than a slick flying machine; and flown over 14 states from one end recently finished a total refurbishment of the country to the other transporting … scratch that … a complete redesign it to the shop I selected to do the redesign. Iof my 1964 Piper Comanche 250. The final result is an airplane that quite There is an awful lot that goes into a possibly may be the most customized project like this. The major questions I single-engine, four-seat airplane in the first had to answer were: world. This is my story.

David, with his new and improved Comanche 250, the Vegas Viper.

SEPTEMBER 2011 Comanche Flyer • 5

Spirit How It All Began die for. It certainly opened my mind as handles like a Ferrari, has plenty of power Plane & Pilot, AOPA, Flight Training, to what can be done to make an older while being stingy on fuel, has tremendous Aviation Safety, IFR Magazine – I have aircraft look better than most new aircraft range and payload, can easily fly in the subscriptions to them all, and over the being offered. I left without placing a mid-teens, and the overall operating costs last few years I read about the glass panels deposit on a VLJ, but not empty handed. are very reasonable. I fly approximately offered in light GA aircraft. Next came I purchased a Garmin 696 to replace my 200 hours per year, and by my the articles about the new airplanes that 396; what a great piece of equipment! I calculations, it costs me $125/hour in promised to fill the skyways over the purchased IFR approach plates, added all. Not too bad for a 185 mph airplane! next decade called VLJs (Very Light Jets) the XM entertainment package and kept and they set my imagination on fire. For my WX weather that I had on my 396. A Change in Plans? about a million dollars, I could own my Admittedly, I have a bit of an obsessive Late in 2008 I was still hot about own jet. I was soon consumed with the personality. After the AOPA convention, owning the Cirrus Jet when the global idea and started learning as much as I was going to own a VLJ. While I was seizing of the credit markets began. My possible about the offerings that were soaking up all the information I could business was negatively impacted about to come to market – the SJ30, about the Cirrus Jet and the company in immediately, and of course the financial Honda Jet, Piper Jet, Cessna Mustang, general, I kept flying my trusty old Piper crisis didn’t just affect me. The shock Diamond Jet and Cirrus Jet. Comanche around the Southwest. I use waves reverberated throughout the world, In 2008, I flew to the AOPA convention it almost exclusively for business and and no industry was left untouched. where I visited Piper Jet but became have real estate holdings in Las Vegas, General aviation also was hit hard; intrigued with two other VLJs, the Mission Beach, Calif., Phoenix, Ariz. and overnight the world had changed for the Diamond D-Jet and the Cirrus Jet. Park City, Utah. I typically fly to one airplane manufacturers and their Besides the seductive new VLJs, the other of these destinations three times a suppliers. While everyone kept a good planes that grabbed my attention were month, and as my Comanche attains true game face, the fact was (and still is) most a new light sport aircraft called the ICON airspeeds between 150 and 160 knots, of the VLJ programs were in precarious A5 and the AOPA sweepstakes airplane, depending on the altitude and situations. The “million dollar” jet was a 1970 Piper Archer. The ICON A5 looked temperatures I’m flying at (typically going to be closer to a “two million dollar” like a piece of sculpture from every angle between 9.5 and 12.5), my flight times jet if and when it ever got produced. This, and the interior looked like a Porsche or vary between one hour and thirty combined with the fact that my income BMW. The AOPA sweepstakes plane had minutes to two hours and forty-five had drastically changed, caused me to a gorgeous paint scheme, a glass panel minutes. Not too bad considering I block reassess my plans. with the Aspen PDF as its centerpiece out my fuel burn at 12 gph. I actually Given my new financial reality, my old and handcrafted sport seats that were to LOVE my Comanche. It’s relatively fast, trusty Comanche was looking better and Help Us Get to Know You! Order an ICS Name Badge Today Wear an ICS name badge at fly-ins, air shows and all aviation events. Actual size is 2 X 3 inches. Blue on white plastic with 3-color ICS logo. $10 includes shipping in the U.S., Canada and Mexico. Overseas, add $1 per order. For additional badges, use this format on plain paper.

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better. Then Garmin announced a glass an old generator system to an alternator, to invest the dollars required to create retrofit called the G600 – a smaller changed out the old style two blade prop my dream in such an old airframe, or version of their successful G1000 that for a new three blade (huge difference was I better off using those same dollars could be installed in Part 91 aircraft. Not by the way), switched out the old towards a new plane? too much longer after that, they mechanical tach for a digital one, mounted introduced the G500 – basically the G600 my Garmin 696 loaded with all the options The Investment Decision minus the synthetic vision and a few available, and swapped out the original After some napkin math, I estimated it other options. The base price of the G500 wing tips for newer ones. As much as I was going to cost me in the neighborhood was $15,000 and the synthetic vision would have liked new paint and interior, of $70,000 to $80,000 to upgrade 51P in upgrade was another $5,000. Garmin I knew it would be a major capital expense the manner I wanted. This was for a offered the G500 to directly compete and wouldn’t make it perform any better complete avionics upgrade, top of the line with the Aspen line of products which or safer. But, I was becoming more envious paint including clear coat, a complete was soon to offer a certified MFD to go of the slick looking newer airplanes. I custom interior and some airframe along with their already certified PFD. started to daydream about what my 1964 modifications including wing root fairings Now I had options. What made life even Comanche could look like if I did a spinner and newer style wingtips. In approximately more exciting for me was that JPI to tail restoration. two years, I’d be looking at spending instruments was offering an upgraded Have I mentioned that once I set my another $30,000 for an overhauled engine. glass display which would easily plug into sights on a goal I can be quite obsessive? The total investment I was envisioning my existing 700 engine monitor. For I started to scour the internet for aircraft was going to be close to $110,000; add in about $1,500 I could have a fantastic interiors that inspired me. Unless you’re my initial acquisition cost and the engine monitor display that would even flying in a G5, the interiors are very bland modifications I’ve already made and I show my RPM, manifold pressure and and utilitarian in their design. I started was coming close to having $200,000 percentage of horsepower. I could to see a lot of “little” features that I invested in a plane that as-is, was only basically have the same glass (albeit on wanted to incorporate into my design worth $55,000. From a practical and a smaller display) cockpit that the newest and began to keep a journal of what I strictly “return on investment” analysis, planes offered at a fraction of the cost! wanted. I was starting to really convince this didn’t make sense. After all, I would When it came to spending money on myself that with the proper planning, NEVER invest over $100,000 (in addition 51Papa, I’ve always spent it on the engine, partnerships, and execution, my antique to initial purchase price) in a piece of real airframe and avionics – in that order. Comanche could transform into estate that was only worth half that in the Since I’ve owned it, I’ve upgraded from something quite special. But was it wise current market. Or would I? SEPTEMBER 2011 Comanche Flyer • 7 The backseat interior before (left) and after (below).

The exterior before and after (below).

The Viper's new modern panel.

The airplane gutted dur- ing the refurbishment.

8 • Comanche Flyer SEPTEMBER 2011 The one thing I know that all of us airplane lovers share is the amazing ability to rationalize the amount of time and money we spend on our passion. I typically think of return on investment in dollars and cents. But what about pure enjoyment? The latter is much harder to create a metric for, but none the less is important – at least when we are talking about airplanes (wink). Getting back to my original question, if I knew I was going to keep a property for a long time and that it would bring me years of enjoyment and satisfaction, I would invest money in it knowing that I would never recoup the money if I had to sell it in the near future. The final question I had to answer was, what other air- plane could I buy if I sold my Comanche for the market value of $55,000 and added the $110,000 I was willing to invest in it? You can see where I’m going here … I’d have $165,000. Sounds like a lot, and it is … if I were buying a car.

SEPTEMBER 2011 Comanche Flyer • 9 But, even in today’s market, you don’t back-up gauges, then you can’t legally fly. 3. Did their price represent a fair value? get an awful lot of airplane for $165,000. Aspen suggested I would be better off 4. Would I enjoy the experience of The Comanche is a great and proven keeping my steam gauges and forgoing working with them? airframe and I am very familiar with all their back-up battery solution at this time. After a bit of homework, I learned that of its systems and flying characteristics. That was a game changer for me. I was Oxford had an outstanding reputation I realized that I could invest the $80,000 going to have to keep back-up steam and had done several involved makeovers now and $30,000 in a few years for the gauges no matter what system I chose. for AOPA over the years. I called and new powerplant and end up with a However, if I went with the G500, I would asked them to send me some information uniquely customized plane exactly the have my coveted synthetic vision. And, about their facilities and some of the way I want it. What an opportunity! My if I purchased a GDL69-A (a refurbished projects they’d recently completed. decision was made. I told you we airplane one from Garmin is about 60% of the cost Within days I had a two-inch thick binder lovers are good at rationalizing this stuff! of a new one and still comes with a full filled with information and lots of one-year warranty), I could sell my 696 The Avionics pictures. They have painted many for approximately $2,800. Plus, the G500 Comanches over the years and had state- I had quickly narrowed the field to two allows me the option to have geo- of-the-art facilities with multiple stripping systems – Aspen and the Garmin G500. referenced approach plates. The drooling bays and properly ventilated painting After spending hours reading articles about began again so I cancelled my Aspen bays. I also learned that they had been each system, visiting their respective order and went with the G500 with in business for over 20 years and had websites, participating in several internet synthetic vision and the refurbished many employees that had been there for forum sites and reading user posts about GDL69-A. In addition to the G500, I also 15-plus years. Next, I asked them to send their experiences with each system purchased the new 830 display from JPI me a quote for painting my Comanche (although at the time, the Aspen MFD was Instruments. This takes the place of my and installing the same exact seats that not installed in any aircraft yet and therefore current 700 display while utilizing my they used in the AOPA Archer. I was no one had any real world experience they existing harness and only costs $1,200 concerned about a good value, not the could share), I really liked the Aspen but I as a trade up. It’s not a primary display cheapest price. was drooling over the Garmin G500 with unit like the 930, but I had to draw the the synthetic vision option. line somewhere. The quote I received was very My panel makeover was at the same Now that I was going with the G500, thorough and Oxford owner Jim time Aspen was getting their MFD certified Dwight and I took a good look at my Horowitz spent a lot of time with me on the phone going over all that was and they were offering an attractive rebate existing panel in order to determine if involved in an Oxford paint job and for any customer who ordered both their we could alter it to accommodate the interior installation. After a few calls PFD and MFD units (pro-series). The new equipment or needed to design and with Jim, I knew that the price quoted significant rebate caught my attention. In cut a completely new panel. At the end was indeed a good value, and just as addition, I really liked the fact that if I of the day, he felt it would be easier and important, I knew that Jim was someone went with the Aspen PFD and MFD pro, more cost effective to start from scratch. I would enjoy working with. When tackl- I could remove the back-up instruments After about 100 hours, my panel was ing a job of this magnitude, both in sheer that I would need to keep if I went with reborn and ready to be taken out for its amount of work involved and dollars I the Garmin. I also liked the idea of having first stroll around the neighborhood. was committing, it was paramount for two independent AHRS with the Aspen Ready for Interior and Paint me to feel comfortable with the team I system (this is one reason why back-up Remember that AOPA sweepstakes was entrusting the project to. instruments could be removed) and the plane I referred to earlier… the one with Another key resource I used to educate ability to turn my Aspen MFD into a PFD the really nice paint, seats and interior? myself about the project was looking should my PFD fail for any reason. After Well, I was so impressed with that through the hundreds of postings on the a final consultation with Dwight, the restoration that I wanted to know what owner of the Sunrise Mountain Avionics shop was responsible for the amazing two popular online Comanche forums. in Las Vegas, he assured me I would be transformation. It was a shop called It was the single best way I was able to very happy with either system. I decided Oxford Aviation, and as luck would have get up to speed and learn the right I could live without the synthetic vision it, it was located just about as far from questions to ask. And ask I did! Jim was and committed to installing the Aspen Las Vegas as possible – in Oxford, Maine. very patient while I peppered him with two display system. When I committed to refurbishing question after question, and he answered all of them completely. I loved it when Dwight ordered the Aspen PFD1000 51papa, I knew I wanted Oxford to do Jim said to me without any hesitation, and MFD1000. We then learned that if I the work. While it was love at first sight “David, we will make sure your plane wanted to remove my back-up gauges, I when I saw the AOPA Archer, I still exceeds any expectations that you have.” would have to purchase an external needed to do some due diligence and Jim was so confident with his statement, battery backup from Aspen. It was a make sure that they were as good as they I knew it wasn’t just a sales pitch. I had relatively small additional cost so I gave appeared to be. There were several key indeed found the right shop! Dwight the approval for it. However, after criteria that I was concerned about: Dwight spoke with an Aspen tech prior 1. Was the shop reputable and did they Let the Work Begin to them shipping, he learned that the have professional facilities to The first meeting was with Jim and his battery requires annual servicing and a accomplish the work needed? beautiful wife and head of Oxford’s diagnostic check before every flight. If the 2. Did the shop have a lot of turnover or interior department, Louise. I had a battery check fails, and you removed your did they have a veteran team in place? frequent communication, including many 10 • ­Comanche Flyer SEPTEMBER 2011 emails with a lot of pictures of my ideas, up the Viper. Jim thought it would take individuals and a company that stand in the months leading up to my arrival, a couple days to button everything up by their work and go above and beyond so Jim and Louise were up to speed with before he could turn over the keys. I was to make sure the customer’s expectations my vision. I also came prepared with a fine with that and happy to have the are exceeded. typed-out list of new ideas and the three opportunity to be “hands on” for the The Viper Wins Awards of us quickly dove into the design idea finishing touches. Fast-forward seven months to July and phase. Jim and Louise quickly saw the After a much different and longer than it was almost time for AirVenture in passion that I had for my plane, and Jim expected experience (the airplane was Oshkosh. I had never attended before and commented that in all his years in awesome, it was something else more could barely contain my excitement. I business, no other customer had ever out of a Hollywood movie plot) that is a was told how tough the judging was there, come to him with an entire design plan much longer story than can be explained not to mention the competition. All that laid out. He was genuinely inspired by here, we left later than anticipated and aside, I intended to have the Viper judged my ideas and passion, and his creative headed back home to make the Death and let the chips fall where they may. juices started to flow. By the end of this Valley/Furnace Creek Comanche Fly-In The 2010 Oshkosh was quickly named first two-hour meeting, Jim had so I could show off the Vegas Viper for “Sploshkosh.” I was one of the last planes committed to personally oversee the its first debut. After brunch all the to land before they diverted all other Vegas Viper project – something he Comanche owners made their way back aircraft to surrounding airports due to hadn’t done in years. Louise also jumped down to the airport and after many “oohs the fact that the fields were too wet to right in and started to put together a and ahs,” my ego was massaged park any more aircraft. The Viper ended color and fabric board. This was going thoroughly and we took off for the up coming away with top honors for all to be fun. 45-minute flight to Las Vegas. If I had PA-24s. I have to give a shout out to Lee been wearing a shirt with buttons, no By the end of the first day, I had Hussy who is also an ICS member and doubt I would have popped a few with personally met with the head of the paint owns the most beautiful Comanche 400 my chest puffed up with pride. shop, lead mechanic, and several of in existence. He ended up winning an Oxford’s interior craftsmen who were To recap, my Comanche went through award for “best customized.” While my going to bring the Vegas Viper to life. basically a complete airframe restoration. paint, interior and panel may have been The day simply couldn’t have gone any My landing gear was completely a few levels up, his firewall forward was better, and I knew I had made the right overhauled including a new wiring about 20 levels past mine. I got a lot of choice in Oxford. I wished I could stay harness and squat switches from Matt ideas after seeing Lee’s engine at Oxford and be part of the daily Kurke. New wheels after bead blasting compartment and am looking forward to transformation. Jim promised me that uncovered some damage, so a new, doing my firewall forward restoration he would be in contact weekly, if not serviceable shimmy dampener was complete with a zero time factory reman. daily, and send a lot of photos. The Vegas installed along with new steering arm I flew the Viper to the 2011 Sun ‘n Fun Viper was about to be born! rollers. My stabilator horn assembly was and came away with top honors. The With all the amazing communications completely overhauled by Denny Haskins only award I still covet and will finish off technology in today’s modern world (i.e., and then shipped and installed at Oxford. a hat trick is an award from the Skype, digital photography, email, texting, I had a “super” annual done with every International Comanche Society. etc.), the long distance gap was almost a rivet inspected and three cracked rivets Lessons Learned non-factor. Jim, true to his word, kept repaired with flush patches thanks to me updated on almost a daily basis with Hans Neubert. My brake master cylinder If I wrote about everything I learned a phone call, emails, and most importantly was overhauled and new wing tips and through this process, I’d fill up the entire magazine. Probably the biggest single a ton of progress pictures. I did my part HID landing lights were installed. A brand thing I’d do differently is to allow for by sourcing out all the vendors I wanted new glass panel was put in and every more time to thoroughly troubleshoot to use for the different upgrades (yolks, piece of the interior was pulled out, the plane when I went to pick it up. In side panels, lighting, etc.) which made customized and refit. Every control the perfect scenario, I would have given it much easier for Oxford to concentrate surface had been removed from the myself two full weeks, especially given on the heavy lifting. I basically acted as airframe, and the exterior was repainted. the fact that all the work was done over a full time project consultant. I’m not I don’t think there was one inch of the 2,000 miles from my home base. sure how other shops would handle this plane left untouched! Other than redoing type of symbiotic client-shop relation- my fire wall forward, it was very much At the end of the day, I wanted to ship, but Oxford Aviation not only like building a plane from scratch . . . in create something that inspired aircraft some aspect, even more challenging. welcomed it, but embraced it. The ease owners whose airplanes were getting a of working this way together made all the Truth be told, I was expecting to have bit long in the tooth to get creative to difference in both the final outcome and a big list of squawks after flying the Viper give their respective airplanes a new just as important, ENJOYMENT of this back across country. To my surprise, and life. I don’t have anything against the enormous project. as a testament to Oxford’s quality, there modern era of aircraft like Cirrus and were relatively few issues and most were Columbia, but I will share that every Delivery Day minor. Again, any issue I had Oxford aircraft mechanic who has seen the Work on the plane officially began on quickly helped to fix it even if it meant Vegas Viper has made the same Monday October 19, 2009. On January them paying my A&P in Las Vegas to comment, “I’d take this plane over any 4, 2010 my girlfriend, Nancy, and I were troubleshoot and fix any unsatisfac- new one on the market.” on a plane headed back to Maine to pick tory item. It was so nice to deal with Mission accomplished. SEPTEMBER 2011 Comanche Flyer • ­1 1 It’s Not to Late to Sign Up! Comanche Pilot Proficiency Programs

he following Comanche Pilot Profi- and tell the hotel you are with the ICS discount is given if paid in advance (30 ciency Programs (CPPP) have been group to get this discounted group rate. days prior to the clinic course start date). Tscheduled. Mark your calendars Ground transportation between hotel Ground School ONLY attendance is if these programs will be in your area. and airport will be furnished. Our host available (no flying with an instructor) Pendleton, Ore., September 23-25 will be ICS member Robert Fox, class- for a fee of $425. A $25 discount is Eastern Oregon Regional Airport room and activities will be in his hangar. given if paid in advance (30 days prior (KPDT) Aircraft parking at the main terminal. to the clinic course start date). Hotel: Knights Inn, rates are $45 -$55, See Air Nav for MKO airport details. Plan to The full course and ground school only plus tax. Call (541) 276-3231 for reser- arrive Thursday evening as ground school course fees include over $150 worth of vations, and tell them you’re with the begins at 8:00 a.m. on Friday morning. Comanche-specific CPPP course books. This cost is included in the course fee. CPPP/CFF ICS group. All programs include eight-plus hours of ground school and lab systems There is no additional charge for these Ground transportation between the Comanche-specific books and manuals hotel and airport will be furnished. training. Fridays are ground school day beginning at 8:00 a.m. On Saturday and for your particular airplane. The classroom will be at the EAA facil- Sunday, approximately four hours of It is a requirement that the certificate ity inside their hangar. Aircraft parking personal instruction in your Comanche of insurance and insurance papers are will be at the Terminal bldg. Fuel is avail- are completed with a Comanche Flight included with the course registration. able from Pendleton Aircraft Service, instructor. Each full course attendee Registration forms and instructions (541) 276-1441. Other airport info is (Flight/Ground) will have the opportu- can be downloaded on the ICS web site, available on Air Nav. Plan to arrive nity to earn an IPC and Flight Review under “News” and by clicking on the Thursday evening, as ground school will and get Wings Program credit. “CFF” tab. After the forms are filled begin at 8:00 a.m. on Friday morning. Lunches are included on Friday and out, please mail it with the payment Muskogee, Okla., October 28-30 Saturday at the airport. Evening meals (check only) payable to CFF/CPPP to Davis Field Airport (KMKO) are on your own, usually with other CFF/CPPP, c/o Dennis Carew, 3316 N. Comanche people. Hotel: Holiday Inn Express Hotel, Ranking St., Appleton, WI, 54911. Shawnee Bypass, Muskogee, Okla. Room Cost for the full clinic is $850, which Questions may be directed to Dennis rates are $95.00, plus tax. For reserva- includes flying and complete ground Carew via email at capt.carew@gmail. tions, call (918) 687-4224 (a free call); school and systems lab training. A $50 com or by telephone at (920) 749-9558.

12 • Comanche Flyer SEPTEMBER 2011 Service Clinic Organized for All Comanche Aircraft PA24-180, PA24-250, PA24-260, PA24-400, all PA30/PA39s Discounts Run Out September 16!

he CFF/CPPP has organized a results, and receive a written report of Comanche Service Clinic at RFD the survey from the surveying ICS Ton Friday and Saturday, October technical director. The Comanche sur- 7-8, 2011. This is a maintenance/ser- vey will take approximately two hours vice clinic for ALL Comanche aircraft, and will be scheduled into a time slot their owners, maintenance personnel and when payment is received. Comanche pilots. All Comanche owners and their Heritage Aero will be the host FBO maintenance personnel are encouraged and provide classrooms and mainte- to attend, learn, and participate. The nance shop facilities for this service maintenance seminar and aircraft sur- clinic. Heritage Aero is located on the veys will be led by ICS Technical northeast corner of the RFD airport. Directors Zach Grant and Cliff Wilewski See Air Nav for RFD airport details. and supported by the staff and facilities of Heritage Aero. We will be staying at the Holiday Inn, 7550 State Street, Rockford, Ill. For res- The cost of seminar (Part I only) is ervations, call (815) 398-2000 (a free $350.00; the cost of Part II, the call) and ask for the Heritage Aero dis- Comanche aircraft survey with the ICS counted rate of $69.95, plus tax. technical director is an additional $325.00. Both Part I and Part II, the Part I of the clinic will focus on the entire service clinic and aircraft sur- Comanche maintenance and systems vey, is $675.00. seminar and will be on Friday from 8:00 a.m. to 5:00 p.m. It will cover such Sign up for Part I, Part II or the entire topics as the proper care and feeding clinic. There are a limited number of of your Comanche, important FAA slots for Part II; they will be allotted on maintenance regulations, aging aircraft a first-come first-serve basis. Early paid topics and issues, common and misun- registration will receive a $25.00 discount derstood maintenance issues, 100-hour/ for EACH PART they are registered in, annuals, most critical ADs, their proper provided advance payment is received compliance, correct paperwork, air- on or before September 16, 2011. craft systems, log book organization/ Lunch will be furnished on Friday content workshop, cost saving tips, and Saturday; all other meals, hotel and latest on tail issues, etc. You will be other expenses are NOT included. able to pick and choose which por- Payment can be made by check, tions of Part I are of most interest to PAYABLE to CFF/CPPP and mailed to you or participate in the whole main- Dennis R. Carew, 3316 N. Rankin Street. tenance/systems seminar. Appleton, WI 54911. Please indicate on With Part II, on Saturday, October 8, your check which part you are signing you will have an opportunity to survey up for – Part I, Part II or all. your Comanche with an ICS technical Should you have any questions or director. The survey will be conducted desire additional information, please with the owner, his/her maintenance contact Dennis Carew at capt.carew@ person, and an ICS technical director. gmail.com or (920) 749-9558. The comprehensive survey of your Comanche will include aircraft systems, WARREN GREGOIRE & ASSOCIATES LLC 1933 DAVIS STREET, SUITE 276 landing gear survey, flight controls, SAN LEANDRO, CA 94577 engine, etc. You can participate in your VOICE 510-633-9353, FAX 510-633-9355 WEBSITE www.warrengregoire.com Comanche survey, discuss the survey SEPTEMBER 2011 Comanche Flyer • 1 3 2011-2012 ICS Board Of Directors President: Secretary: Past President: Zach Grant, ICS #15515, NC Tribe Peggy Harmon, ICS #15079, SW Tribe Bernie Mazurek, ICS #7947, NC Tribe 6736 Chapel Hill Rd. 1491 Northridge 41816 Rayburn Dr. Indianapolis, IN 46214 Prescott, AZ 86301 Northville, MI 48168-2085 Cell: (317) 201-4293 Ph: (734) 420-2691 Ph: (928) 717-2630 Email: [email protected] Cell: (734) 717-4946 Email: [email protected] Email: [email protected] Vice President Bob Cretney, ICS #2269, SC Tribe Treasurer: CFF President: (non-voting) Pat Donovan, ICS #12246, MS Tribe 428 McDaniel Rd Lorne Harmon, ICS #12436, SW Tribe 421 Piper Ct. Ferris, TX 75125 1491 Northridge Troy, MO 63379 Cell: (214) 725-6584 Prescott, AZ 86301 Phone: (636) 462-8370 Email: [email protected] Ph: (928) 717-2630 Email: [email protected] Email: [email protected] Tribe Representatives and Chiefs Southeast: South Central: Europe: Tribe Chief/Tribe Rep Sally Williams, ICS #15620 Tribe Chief/Tribe Rep Bob Cretney, ICS #2269 Tribe Chief/Tribe Rep Ben Ayalon, ICS #14048 103 Lost Bridge Dr. 434 McDaniel Rd 8 Sherrards Mews, Rectory Road Palm Beach Gardens, FL 33410-4469 Ferris, TX 75125 Welwyn Garden City Ph: (561) 625-0313 Ph: (214) 725-6584 Herts AL8 7AX United Kingdom Cell: (561) 676-3884 Cell: (214) 725-6584 Ph: 44-0-1707-394540 E-mail: [email protected] Email: [email protected] Cell: 44-0-7774-759 Email: [email protected] Northeast Tribe W. Canada: Tribe Chief/Tribe Rep Pete Morse, ICS #16012 Tribe Chief/Tribe Rep Dean Harvey, ICS #16825 S. Africa: 104 Woodside St. 1536 Acadia Dr. S.E. Tribe Chief/Tribe Rep Russell Knowles, ICS #16469 Putnam, CT 06260 Calgary AB T2J 3B3 Canada Box 1114, Halfway House Ph: (860) 928-3323 Ph: (403) 460-3141 (home) 1685 South Africa Cell: (401) 636-1046 Cell: (403) 680-1004 Ph/Fax: +27 11 8052902 Email: [email protected] Fax: (403) 720-6565 Cell: +27827809228 Email: [email protected] Email: [email protected] North Central: Tribe Chief/Tribe Rep Jerry Jesion, ICS #14746 E. Canada: Australia: 26980 Coachlight Tribe Chief/Tribe Rep Stewart Campbell, ICS #16294 Tribe Chief/ Tribe Rep Ian Thomson, ICS #13680 Woodhaven, MI 48183 229 Yellow Birch Drive 36 Ian Road Ph: (734) 692-6152 Kitchner ON N2N 2P4 Canada Mount Martha VIC 3934 Australia Cell: (734) 626-2121 Ph: (519) 568-7491 Ph: +613-5988-4608 Email: [email protected] Email: [email protected] Cell: +61-401-775-783 Email: [email protected] Mid States: Tribe Chief/Tribe Rep John Johnson, ICS #16644 3100 State Highway W 2010-11 ICS Standing Committees & Chairpersons: Ozark, MO 65721 Ph: (417) 581-9196 Email: [email protected] Historical – Chair: TBD Flagship – Chair: Communications – Chair: Cliff Wilewski, NC Southwest: Dave Fitzgerald, NC Elections – Chair: Sally Williams, SE Tribe Chief Chuck Parker, ICS #2297 1201 Linda Mar Blvd Technical Resources – Chair: Marketing/Membership – Chair: TBD Pacifica, CA 94044 Zach Grant, NC Editorial Review – Chair: Ph: (650) 355-0596 Finance & Budget – Chair: Zach Grant, NC Cell: (650) 228-4186 Don W. Nelson, NW Editorial Committee: Email: [email protected] Bylaws, Standing & Special Rules – Chair: Zach Grant, NC – Chair Northwest: Don W. Nelson, NW Bernie Mazurek, NC Tribe Chief Dennis Springer, ICS #10237 Nominating – Chair: TBD Dave Fitzgerald, NC 4796 Drew St. N.E. Lorne Harmon, SW Nominating Committee: John Johnson, MS Salem, OR 97305 TBD Ph: (503) 390-9444 Hank Spellman, NC Email: [email protected] Fleet Airworthiness – Chair: Dave Fitzgerald, NC Tribe Rep Sec Shirley Nelson, ICS #14897 925 Ludwick Ave Fleet Airworthiness Committee: Blaine, WA 98230 Hans Neubert, SW – Ph: (360) 671-7388 Co-Chairman Cell: (360) 305-0287 Dave Fitzgerald, NC – Email: [email protected] Co-Chairman Annual Convention – Chair: Shirley Nelson, NW

14 • Comanche Flyer SEPTEMBER 2011 Cliff Wilewski ICS TECHNICAL Ph: (815) 395-0500 Cell: (815) 979-7785 CFF-Trained CFIs DIRECTORS E-mail: [email protected] Pat Barry Certified flight instructors who have com- Ph: (949) 362-1600 pleted a CFF approved training program E-mail: [email protected] on Pacific Time The International Comanche Society, Inc. (ICS) publishes this list in the spirit of open discussion and the opinions, statements and Bill Creech claims made by the instructors are their own and not of the Ph: (915) 581-3401 ICS TOOL LOAN Society (ICS). The listed CFIs have undergone an extensive training Fax: (915) 581-6168 PROGRAM program specialized in the Comanches. ICS assumes no respon- E-mail: [email protected] sibility for any actions between its members and the listed CFIs. *No calls before 9:00 a.m. or after 9:00 p.m. Mountain Standard Time. Matt Kurke 10340 Regent Circle Roger Wentowski – AL Naples, FL 34109 Single, (205) 290-8401 Hans Neubert [email protected] E-mail: [email protected] Ph: (239) 593-6944 on Pacific Time [email protected] Todd Underwood - AZ (Phoenix/Prescott) Single/Twin, (623) 202-6910 [email protected] Bill Archer - AZ (Phoenix/Mesa) Single/Twin, (480) 203-3043 [email protected] COMANCHE FLYER FOUNDATION, INC. Sheldon Bresin – CA

Single & Twin, (909) 629-2626 Maurice Taylor Video Programs [email protected] Take advantage of Maurice’s expert knowledge, captured on these Kristin Winter - CA (Northern) professionally produced videos. Great tools for mechanics, too. Single & Twin, (707) 477-4727 Program 1: Preflight Walk-around [email protected] Program 2: Tech Tips: A Closer Look Samuel Appavoo – Canada Twin, (519) 524-7301 Program 3: Comanche Landing Gear [email protected] Program 4: Single Comanche Flight Tips Malcolm Dickinson - CT/NY Program 5: Twin Comanche Flight Tips Single, (203) 698-2600 (Programs 1-3 apply to both the single and twin models.) [email protected] Ira Menin – IA All five programs on one DVD. Single, (712) 239-5142 DVD each $101.00 plus shipping (North America $4.00, elsewhere $7.00) [email protected]

VHS and PAL tapes are no longer available Charles Classen – IL Single, (815) 269-2552 Books [email protected] Into the Wind: The Story of Max Conrad by Sally Buegeleisen Larry J. Whitbeck - IL Single, (217) 732-9704 Enjoy this account of the life and feats of legendary pilot Max Conrad, including [email protected] his record setting flights in our own Comanche N110LF. pb, 264pp. Zach Grant - IN (Indianapolis) Price: $21.50 plus shipping (North America: $5.00: elsewhere: $12.00.) Single/Twin, (317) 201-4293 [email protected] PA-30 & Multi-Engine Flying by Alice S. Fuchs. pb, 68pp. Scott Spencer - IN (Indianapolis) Price $9.00 plus shipping (North America: $2.00; elsewhere: $4.50.) Single, (317) 291-9792 [email protected] Please fill out to order Dave Stewart – IN Please circle items above and indicate any multiple quantities. Single, (219) 462-0182 [email protected] Item(s) cost: ______Add all shipping: ______Order Total: ______Linda Dowdy – MN Twin, (763) 753-1571 [email protected]

Mail to: CFF c/o Shirley Nelson, George Richmond - NE (Omaha) Single and Twin, (402) 350-1915 925 Ludwick Avenue, Blaine, WA 98230-5109 [email protected] Telephone: 360-671-7388, Fax: 360-332-2743 Kevin C. Baun – OH Twin, (740) 881-9878 [email protected] Orlando Brown – OK Enclose check or money order made payable to CFF. Single, (405) 376-4056 [email protected] Ship to name: ______William Harris – VA Street Address: ______Single & Twin, (540) 731-4772 City: ______State: [email protected] Zip Code: ______Country: ______Steve Zaboji – VA Single & Twin, (703) 471-1764 Telephone: ______E-Mail: [email protected] Dennis R. Carew – WI COMANCHE FLYER FOUNDATION, INC. Twin & Single, (920) 749-9558 [email protected]

Instructors interested in becoming a certified instructor, contact Zach Grant, CFF Director of Training at [email protected]. SEPTEMBER 2011 Comanche Flyer • 1 5

DVDFlyerAdRevision1.doc letter to the editor

Comments on High Altitude Prop Settings he Online Intelligence article Thus, if Cd is constant, the ONLY way temperature probes, etc.), in the quest titled “High Altitude Prop to increase velocity is to increase Power. to improve aircraft performance. And if the Manifold Pressure is at its Settings” in the July 2011 Frank Brunot, ICS #16500 issue of the Flyer was inter- maximum, and the mixture leaned to T best power, the ONLY way to increase esting, but way too complicated. Let me throw in my two cents worth. Power is to increase RPM. PERIOD! Editor’s Note: When reviewed by ICS Technical Directors, they commented: From basic physics, Power = Force x Note that if one wanted to double the Though true of power, thrust is Velocity. For an airplane in cruise mode, airplane’s velocity, you would need to what makes a plane move, and so the amount of Force needed to over- increase the engine’s power by a factor of (2 x 2 x 2) or 8! This is why reducing merely increasing power is only part come Drag = Cd (Coefficient of Drag) x the Coefficient of Drag is so impor- of the equation. How efficiently that Velocity x Velocity (velocity squared). tant (basic aircraft alignment, cooling power is turned into thrust is equally, Re-writing the equation, Power = Cd drag with improved cowlings, wingtip if not more important, than power x V x V x V (velocity cubed). drag with newer wingtips, antennas, produced.

Heritage Aero, Inc.

Your Midwest Comanche Specialists www.heritageaero.com

815-395-0500 815-395-9044 (fax) 1651 Grumman Drive Rockford, IL 61109

16 • Comanche Flyer SEPTEMBER 2011 P referred Airparts Chosen for value and service

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SEPTEMBER 2011 Comanche Flyer • 1 7 INTERNATIONAL KEEP YOUR COMANCHE SOCIETY, INC. MEMBERSHIP GOING!

You know how valuable the International Comanche Society has been to you for helping you learn about and enjoy your Comanche airplane, both singles and twins, providing a high-quality magazine, and for the camaraderie you’ve experienced among your fellow members. Don’t let your membership lapse or miss a single issue of Comanche Flyer! And for convenience, we are now offering multiple-year memberships! Fill out the renewal form below, and e-mail, fax, or mail it back to us, and keep enjoying the International Comanche Society!

Name:______ICS Number:______Address:______City:______State:______Zip:______Country:______Telephone:______Fax:______E-Mail:______Aircraft Model:______Based Airport Identifier:______

Registration/Tail #:______Serial #:______

Renewal Selection Spousal Renewal U.S., Canada, Mexico* UK and Europe** Australia, South Africa, other Spouse’s ICS#______One year – $69 One year – $95 One year – $83 One year – $34.50 Two years – $130 Two years – $182 Two years – $158 Two years – $65 *Includes second-class mailing of the Flyer **Includes $9 returned to the EU tribe for communications ------PLEASE PRINT ------

YOUR SPOUSE CAN JOIN, TOO! One of the beauties of owning and flying your own airplane is the quality time you get to spend with your spouse, traveling to new destinations or social events, and filling the memory book for years to come. Your spouse can also join the International Comanche Society for only $34.50! With a spousal membership, your spouse will receive a Membership Kit containing a folder, membership card, membership certificate, a cloth ICS patch, ICS decal, access to the popular ICS website and discussion forums, and voting rights! Simply fill out the form below and return it with payment to start your spouse’s membership today!

Your Name:______Your ICS Number:______Spouse’s Name:______Address:______City:______State:______Zip:______Country:______Telephone:______Fax:______E-Mail:______Spousal Membership One year – $34.50 Two years – $65

PAYMENT INFORMATION (Please total all selections) MC Visa Check or Money Order Credit Card Number:______Exp. Date:______Amount Paid (U.S. Funds):______

------PLEASE PRINT ------Authorized Signature:______Please mail to: International Comanche Society, P.O. Box 1810, Traverse City, MI 49685-1810. Tip Tank Kits Extended Range, Gross Weight Increase, more useful load, Lower Engine & Airframe Maintenance let’s Keep ’em • Fifteen (15) U.S. gallons each, Flying! aluminum tip tanks. Engine Baffl es • LED navigation lights now available. • Replacement • Osborne Tip Tank Kits are original Landing Gear Wire Piper factory equipment. Harness Kits

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Phone: 800-963-8477 • (760)245-8477 • Fax: (760)245-5735 Phone: 800-963-8477 • (760)245-8477 Fax: SOUTHWEST FLORIDA Extended discount pricing www.comanchegear.com for ICS MEMBERS • E-mail: [email protected] 92394 • www.jlosborne.com CA Victorville, 18173 Osborne Rd, 877-593-6944 Toll-Free 239-404-7524 Cell Get Oiled update Your old Comanche Panel Before You Start! Install an Oilamatic Make room for a MFD Aircraft Engine Preoiler

Update your panel to a standard “T” configuration. Add space for REDUCE ENGINE WEAR! new electronics. All panels computer drawn and laser cut. Up to 70% of engine wear ‘58-60 Centerstack Conversion $950.00 (Fully STC’d) is caused by insufficient ‘61-68 Single or Twin $825.00 (Fully STC’d) lubrication during start. Recuts left side – $250 • Recuts right side – $100. (Prior Panels) Certified on Comanches Contact: John Van Bladeren at: and Twin Comanches ron & John’s Comanche Service 2007 SE Ash Street • Portland, OR 97214

http://www.oilamatic.com (503) 329-8512 (Day or Night) • Fax: (503) 234-0677 P.O. Box 5284 • Englewood, CO 80155 e-mail: [email protected] (303) 770-0175, 1-800-343-7623, FAX (303) 793-0493

Please mail to: International Comanche Society, P.O. Box 1810, Traverse City, MI 49685-1810. SEPTEMBER 2011 Comanche Flyer • 1 9 twenty-four People, nine Comanches, Fifteen Days Editor’s Note: Last month’s issue of Comanche Flyer followed the first part of a 15-day adventure through New Zealand of some members of the Australian Tribe, as well as a few ICS members from the United Kingdom and United States, as told through the daily reports of Irene Lawson, Jenny Buttle, Tony and Jan Van Der Spek, John Van Bladeren, Julie South, David and Ann Sheppard, and Ron and June Nunn. Read on as their wonderful adventure continues.

20 • Comanche Flyer SEPTEMBER 2011 From the Logbook Part 2

New Zealand Safari Photo contributors are John Van Bladeren, Manfred Melloh, Ian Thomson, Irene Lawson and Ojars Balodis.

Thursday, 18 February, 2010 Crabs to Art Deco nother dull morning and the decision was made not to fly again. Nobody A seemed to mind too much as Alan Breen and Julie South made some quick changes and by mid-morning we were off in a coach for a most delightful impromptu day on the East Coast of the North Island of New Zealand. A visit to the Crab Farm Winery for some fine wine tasting with some alfresco style dining got everyone in the mood for the rest of the day. A few purchased from their sampling while others chose to drink their favorites over lunch. We didn’t see any crabs, but the food was delicious. Our arrival into Napier was challenging for our coach driver and equally frustrating for Alan giving directions, but eventually we pulled up and piled out for a real step back in time. Milford Sound Napier is a port city in Hawkes Bay, and is the largest crossbred wool producing area in the Southern Hemisphere along with growers of apples, pears and stone fruits. The people of Napier have taken their 1930’s built city buildings and restored them into the exquisite and “most visited Art Deco city” it is today. Many of the locals dress in the elegance of the 30’s era, also. You could only imagine what the annual weekend festival would bring out! We enjoyed our guided tour wandering in and out of many of the buildings being hurried along by a very passionate and proud guide, and rightfully so. Late afternoon travelling back to Taupo and our hotel it was rather quiet as many took ad- vantage of a “nanny nap.” The naughty boys in the back were not so quiet with Jim intro- ducing Barry Payne into his world of mad culture, reading a poem from the works of John O’Brien. Barry gave his rendition of “The Boree Norfolk Island Log” altering to suit his impression of this day.

SEPTEMBER 2011 Comanche Flyer • 2 1 Milford Sound

Friday, 19 February, 2010 into Tory Channel and Queen Charlotte for Omarama, and a final briefing for the Lake Taupo to Queenstown via Sound, down to Picton, over the range to approach to Queenstown. Omaka, Omarama the south of the Marlborough Sounds and By this time, the weather was quite Today was finally a better day, still with on to Omaka and the Aviation Heritage perfect, and a fascinating summer flight early morning clouds and some concern Museum. After an interesting open field past the ski fields of Treble Cone and about which route to take after viewing landing, the first for most of the Aussie Cardrona ensued after passing Wanaka. the volcanic peaks of Tongariro National pilots, one of whom admitted to feeling Finally, at around 6:30 p.m., just after the Park, but at last we were on our way south. “mushy” ailerons during his approach, control tower closed, we entered the It was a longer day than originally we refuelled both ourselves and our Queenstown zone and landed safely to scheduled, but with any luck we would aircraft before a very enthralling museum meet our transport and head for the catch up with our initial trip plans across tour. The museum presented an extremely Copthorne Hotel. the Canterbury Plains and into the well designed array of dioramas of the mountains of the South Island. early days of flight with special emphasis Saturday, 20 February, 2010 Once our trusty leader, Alan Breen, on the flying exploits recorded during Mandeville reached the summit view of Mt Ruapehu World War I and memorabilia of regional It was a beautiful day in Queenstown. (great views), it became apparent that a pilots and others involved in early aviation. Some of the group took a bus to the coast diversion to the west via New Plymouth Both pilots and passengers enjoyed the to enjoy the scenery at the fjords. I was would be needed to skirt the final curtain visit and marvelled at the ingenuity of part of the group that flew to Mandeville of the weather system which had dogged those early aviators. Airport in Gore, New Zealand. There were our previous three days. Time was pressing again, so we headed four airplanes that made the 30-minute A helpful controller at New Plymouth south past Kaikoura and the Canterbury flight. While the weather was good, the tower soon had everybody on track safely plains inland from Christchurch, which winds were a little challenging, but the south towards Mt Taranaki/Egmont − yet was clearly visible across the flat terrain Comanches were up to the task. Mandeville another volcanic peak to marvel at and to our eastern side, while the Alpine has a nice grass strip and is home of navigate by! Approaching Whanganui, the ranges slowly grew ever higher on our Croydon Aircraft Company which rebuilds cloud base was even lower, but safely western flank. Inland from Timaru, we old DeHavilland aircraft. We were navigable along the coastal fringe towards turned westward and climbed over Burke’s fortunate in our timing that the field was Oahu Point and our crossing of Cook Pass keeping the peak of Mt Cook, now having an open house and a fly-in of many Strait. Clearing skies greeted our arrival clearly evident, to our right as we headed of the old aircraft. (continued on page 24) 22 • ­Comanche Flyer SEPTEMBER 2011 COMANCHE PARTS

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SEPTEMBER 2011 Comanche Flyer • 2 3 We landed and they even had a follow me in truck. We parked and started walking around. There were many interesting planes that we saw, including Tiger Moths, a twin engine DH 90 Dragonfly, one of only two flying anywhere in the world, Percival Proctor and the DH89 Rapide, an old twin engine transport plane. Alan Breen, Jim Peters, David Buttle and Ojars Boladis bought a ride Art Deco building in Napier. in the plane.

24 • ­Comanche Flyer SEPTEMBER 2011 SEPTEMBER 2011 Comanche Flyer • 25 The Croydon hangar was open. They fiord to the open sea, passing magnificent the most enjoyable flight of his Comanche were in the midst of rebuilding some old waterfalls, sandy bays and don’t-give-a-damn life. How good is that coming from two planes, one of which is a replica DH88 sleeping seals. Words are inadequate in very experienced Comanche pilots?! Comet. Another was a Beechcraft Stagger- attempting to explain the absolute size of Barry Payne was acting taxi driver wing; it looked beautiful. Besides the old the fiords. At one point I thought I saw a waiting to take us to the Last Resort Hotel, planes, they had some old engines and model boat in one of the bays; I scanned where on arrival some had a beer and cold tractors which dated back to the early the shoreline, in vain, looking for someone drinks, others of a more refined nature 1900s. A picnic lunch was supplied and working the remote controls. It wasn’t until had afternoon tea served in china tea-cups topped off a fantastic day. It was a step our boat tracked alongside that I realised that had belonged to the host’s mother. back in time. this “model” boat was in fact the same After a brief rest and showers, we dressed size as our three or four decked boat! This for party night, as this was going to be the Saturday, 20 February, 2010 happened a few times such is the height, last night we would all be together. depth and width of the Milford Sounds. Milford Sounds David Buttle and Ron Nunn kept up the You really have to be there to appreciate Today was meant to be the “free” day European tradition of wearing their the huge distortion in perspective from where we could all choose our own way Comanche ties on the party night, and David “normal” size to “gigantic” size. to spend the day, knowing we hadn’t Sheppard was very embarrassed as his wife missed out on the best the Queenstown On arriving back at our hotel, we briefly had forgotten his tie! The dinner was very Lakes District had to offer. Sadly, owing caught up with a glowing Jan Van der Spek generous and delicious. There was a country to the fact we were in catch-up mode from (who’d spent a few hours being pampered blues band playing and the townspeople the grounding weather of Taupo, that by one of Queenstown’s finest beauticians) enjoyed the singing and dancing as well, so wasn’t how it ended up being. Some had and the guys who were still on a high from a good night was had by all. their Mandeville visit, before dinner. to choose between visiting Mandeville, After dinner Ian thanked Tony Van der going to the Milford Sounds or tasting the Sunday, 21 February, 2010 Spek, Alan Breen, Julie South, Barry and local sights of Queenstown. Queenstown to Hokitika – Sandra Payne, John Funnell and Chrissie Julie South, accompanied by Ian Hokitika to Karamea for all their hard work organizing the trips, Thomson and Irene Lawson, Jenny Buttle, as well as the flying. Also when the The weather was looking fair, and we Anne Sheppard and June Nunn got up at weather stopped us for a couple of days, were gathered in the hotel lobby all look- the crack of dawn to join the tour party Plan B seemed to fall effortlessly into ing forward to the day’s flying. At the headed for Milford Sounds. The 12-hour place, but we know that there was a lot airfield, the pilots had their last briefing day started and finished at the Copthorne of hard work and re-organizing going on before taking off. David Buttle was very Queenstown Hotel taking in Te Anau and to make sure we all have a good time and relaxed and looked skyward in anticipation. a few other lesser tourist towns en route saw as much of New Zealand as possible. The aircraft were all fuelled and ready to go. to Milford Sound in the Fiordland District Barry judged the best approach and We took off, waved goodbye to Queens- of the South Island. landing into Karamea. The Best Twin was town, and said hello to spectacular scenery Unfortunately, Mitre Peak’s lopsided Jim Peters with a well-judged touchdown, over the mountains to Mount Cook. The mountain top was shrouded in low clouds and the Best Single was Ojars Balodis with flight from Queenstown to Hokitika was (Milford Sound airport was accordingly touchdown and turn off, very nice. fantastic. Climbing up to 12,000 feet, the closed for business that day), but that views of Mount Cook and Fox Glacier were Ian presented Barry and Alan with didn’t stop the majestic experience that stunning and the weather was perfect. As Aussie Akubra Bushman’s Hats and can only be had in one of the world’s most we came down through a bit of low broken Sandra and Julie with an Aborigine renowned fiords. clouds, we were over the coastline, and it artwork printed scarf each, on behalf of One of my memories is the sheer size of was just beautiful. Then we were on our us all in appreciation for their hard work. everything to do with the fiords. Not much way up the coast to Hokitika for lunch. John also received a Cattleman’s hat. has changed since someone famous once We landed in Hokitika and everybody Manfred expressed his thanks to Ian, Tribe said in 1883 “… for thousands of feet was very happy. It was a great flight, and Chief, for all his hard organizational skills upwards the eye looks upon straight cut Hokitika has a nice airfield. The transport needed to make it all happen. rocky frontages, not worn smooth by time, was waiting to take us into town where Monday, 22 February, 2010 or by wind or water, but as sharply defin- we had two hours to do our own thing – Karamea to Kerikeri via ed and as fresh looking in all respects as shopping, lunch, etc. if riven asunder but yesterday by the New Plymouth After our quick stop, we took off and stupendous wedges of Titanic Masons.” headed for Karamea. The symbol of a duck It was an early rise after a super evening Local legend has it that the Maori were on the map caused a bit of fun when it to say goodbye to Brent and Lynne the first to attribute the creation of the was misinterpreted as a duck shooting area Fergeson who had driven over from Nelson fiords to a “titanic mason,” Tute Raki- instead of a conservation area and was to see us. We were pleased to hear that the whanoa [Too-tey Rack-ee-phan-o’er] who relayed to the rest of the party. Several problems with the Malibu were well on the hued out the steep sided valleys with keen quacks were heard over the radio! It was way to being solved. Hostess Kate kept up edged adzes. a 35-minute flight along the coast and as the hard work and produced a huge full Milford is by far the best known of all we landed everybody was in good spirits English breakfast to send us on our way. of New Zealand fiords and the only one having had a great day’s flying. Jim and John led off in perfect flying that can be accessed by road. It is ap- Manfred Melloh said it was his first time weather to New Plymouth via Cape Far proximately 16 km from the head of the up to 12,000 feet, and Jim Barry said it was and Farewell Spit ( love the name) arriving 26 • ­Comanche Flyer SEPTEMBER 2011 around mid-day. The lunch supplied by presents a delight for any keen Engineer’s office. All in all a good tour New Plymouth was very impressive and photographer, professional or otherwise. taking us back into earlier days on Norfolk tasty with three different pies, salads, the As late afternoon took a hold, Jan and I Island. After a late lunch at the local coffee lot! The small museum of posters of New thought we would do a little shopping, but shop, a last check of the aircraft made Zealand Wartime Pilots made very alas the shops were closed all day on sure all was ready for our flight back to interesting reading. Not surprisingly most Wednesdays. Both Ian and Tony had gone Australia the following morning. of them were originally farmers. back to Kingston to book our tours for the After lunch Jim and John led us out following day, taking the time to drive Friday, 26 February, 2010 again and up the coast to Kerikeri over around the back of the airfield and onto Norfolk Island − Lord Howe Island turquoise sea with the opportunity for the coast at Rocky Point Reserve. − Port Macquarie legal low flying. Back to the Copthorne Following the coastline, they turned Another bright morning and it wasn’t Hotel Bay of Islands for a final get-together inland at Anson Bay to Mt Pitt (320 mtr) long before the three aircraft were up and dinner and a very jolly evening. giving them a full view across the island. away, flying first into Lord Howe Island for Jan and I spent time at the coffee shop clearances and fuel. Approaching the main- Tuesday, 23 February, 2010 pondering over what we could have bought land of Australia, we encountered clouds Kerikeri − Norfolk Island had the shops been open and later at an and headwinds but could pick out coastal Although it was early and a little sad to artifacts display at a local hall. towns as we headed for Port Macquarie on say goodbye to half of the group, the rest As late afternoon rolled on, we entered the northern coast of NSW. During the next of us felt slightly exhilarated at the thought the Museum Theatre for the “Trial of the couple of days in and around Port Maquarie of once again taking ourselves out and Fifteen,” a re-enactment from Norfolk with Tony and Jan, we toured around, driv- over the (ditch) Tasman Sea and seeing Island’s tumultuous past. The performance ing west to Sea Acres Rainforest for lunch nothing but sea and sky. We cleared was excellent as fifteen characters, one at the coastal town of Flynns Beach and ourselves through immigration, and by after another, faced the judge. The unique took very pleasent drives through the mid-morning our much smaller convoy part was that only five actors were Hinterland. A few days of rest and relax- of five Aussie Comanches led again by involved and with the judge being one, ation restored us before our last flights TSJ were airborne. Our flight up to the the remaining four made quick changes home to Bendigo and Tyabb with the northern tip of New Zealand and our last as they brought each character to trial. weather closing in fast behind both planes. sight of this spectacular rugged coastline The actors joined us for sherry at the end Over the next few days Victoria was again took my breath away. of the performance. wet and wild, adding to our thoughts on The five aircraft flew northwest at Later that evening we dined at how lucky we had been travelling over heights varying from 3,500 to 8,500 feet Josephine’s, again out on the balcony in “The Ditch” in near perfect conditions trying to avoid what little headwind that the warm night air. Ojars had gone off ex- with wonderful Comanche pilots, wives, was around. Dodging around clouds, we ploring for himself, and I am sure enjoying partners and friends. eventually broke out into blue skies with the island’s ever unfolding beauty. only a short distance to run to Norfolk We must finish by first thanking Ian Island. That evening we spent outdoors Thursday, 25 February, 2010 Thomson, our Comanche Chief, for daring at Annabellas and dined on local dishes. Norfolk Island to dream and making his dream possible for others. Thanks to Barry Payne, Alan The balmy night air along with the We had managed to shop for some Breen and John Funnell, Comanche pilots, champagne and wine and jovial company breakfast provisions to start the day, and and their partners from New Zealand made our last night with all the Aussies it wasn’t long before we were off again showing us the way around their very pleasant indeed. driving to Kingston with its historic sites, spectacular country, and to John Van convict buildings, etc. Our tour began Wednesday, 24 February, 2010 Bladeren for travelling from the United with Margaret Christian, a local historian States to join up with us. Let’s not forget Norfolk Island with a wealth of knowledge on the island, the three pilots and their wives all flying Jim B., Manfred and Jim P. left us this taking us through homes in Quality Row commercial from the UK. Lastly, but by morning to continue on to Australia. We built around 1844. One such restored no means the least, the five Aussie heard from them in the late afternoon. Georgian architecture designed house was After their flight back to the mainland, originally built as a home for the foreman Comanche pilots with happy crews on they had encountered some roughness, and his family. The magnificent home has board taking on additional passengers especially after refuelling at Lord Howe many local materials such as calcarenite whenever the need arose. We became a Island. Our group was down to three from the reef and the majestic Norfolk family in our wonderful Comanche aircraft aircraft as we set out to explore Norfolk Pine. There were grander homes for flying us from the northernmost tip of Island on land. commandants where people live today all New Zealand’s North Island to deep into Taking advantage of the vehicles that beautifully restored. Margaret’s passion South Island experiencing its breathtaking had come with the accommodation, we for the area showed as she took us into beauty and sheer diversity of landscapes, set out first to Kingston Pier and the penal the Commissariat Store which now holds all of which will remain with us forever. ruins, Emily Bay, the headland and Ball artefacts and pieces from the first This journal is made up of memories Bay aptly named with hundreds of round settlement. It is being tastefully restored and thoughts of the attendees all of black boulders of various sizes hugging and only the bottom floors are used today whom made each day of our wonderful the coastline inlet. The scenery is as a museum and a church. We had ICS New Zealand Safari 2010 one to magnificent, and everywhere you look it morning tea in the Reo cafe once the Royal remember. SEPTEMBER 2011 Comanche Flyer • ­2 7 Feature An Unfortunate Lesson Learned at a Fly-In

28 • Comanche Flyer SEPTEMBER 2011 by Randy Biles, ICS #14087 n April 16 of this year, I was hosting an ICS Mid States fly-in at Pueblo, Colo. (PUB). I had purchased a new I-Fly700 GPS and, to save money, I bought some 6800MAH Lithium OIon (Li-Ion) batteries (made in China) for $28 each, with the chargers. I really love the I-Fly700 and on this flight was powering it off the battery instead of plugging it into the cigarette lighter. I had my air traffic detector plugged in to the airplane at the time and didn’t want to use a power splitter. I landed at Pueblo and shut down as usual, shut the power to the GPS off at the battery, which has an on/off switch, and went on with my fly-in hosting duties. After about three hours, we were informed that one of the parked aircraft was on fire. It was my Comanche! Apparently the GPS battery decided to short out internally and catch fire. The fire spread to the dash cover and then the headliner, self- extinguishing when all the oxygen in the cabin was consumed. Tell me that our Comanches are not sealed well!

SEPTEMBER 2011 Comanche Flyer • 29 Since the fire, I have been going back and forth with the insurance company. The first estimate came in at $67,000. The insurance company would have PILOT’S OPERATING HANDBOOK totaled the airplane and gotten $20,000 in salvage from the repair shop. I told AND FAA APPROVED them to pay me for the coverage, that I would buy the airplane back from them, and that we would repair it ourselves. The AIRPLANE FLIGHT MANUAL insurance company then got a second “Formerly Published And Produced by the late Douglas L. Killough” quote from another source for $42,494. We will probably let the second shop repair the plane. I have since learned a lot about Li-Ion batteries. Of all the rechargeable batteries the Li-Ion are the most prone to catching on fire on their own. Apparently it does not happen often, but it can and does more so than with Ni-Cad or Ni-MH batteries. I also learned that the higher quality, newer Li-Ion batteries use a little different manufacturing process and are less prone to catching on fire. How does one know if the quality is good when most of these things come from China? My oldest son is a first officer for Sky West Airlines. He said the airlines are looking at not allowing Li-Ion batteries to be checked through in luggage. These types of batteries are being used extensively in notebook computers, cell phones and many other battery-powered devices. The Li-Ion batteries are so popular because they have a huge energy density. Needless to say the batteries will not go in our airplane anymore. The fire damage is being repaired at Crott’s Aviation in Dodge City, Kansas. While they’re at it, I am going to have them install another 12V outlet to use with the GPS under a 337.

30 • ­Comanche Flyer SEPTEMBER 2011 PILOT’S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL “Formerly Published And Produced by the late Douglas L. Killough”

Piper Aircraft ceased production of the Comanche and Twin Comanche in 1972, several years before the General Aviation Manufacturers Association (GAMA) established specifi cations for the contemporary Pilot’s Operating Handbook (POH). As a result, the Owner’s Handbook published by Piper is incomplete by modern standards. Now available EXCLUSIVELY from the INTERNATIONAL COMANCHE SOCIETY, INC., through it’s licensed agents, is the upgraded Pilot’s Operating Handbook and FAA approved GAMA format Airplane Flight Manual.

Discounted to current ICS members at $75.00 each, plus shipping (must ask for ICS member discount and provide ICS membership number when placing order). Available only through Webco Aircraft at 316-283-7929 or www.webcoaircraft.com. Available Bound or Unbound/Un-punched.

There are SIXTEEN different GAMA format manuals available for the Piper Single and Twin Comanche. Please order your manual by “Manual Number 1-16” from the chart below.

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Order Manual Gross Year(s) Flight Manual SN SN Model Qty Number Weight Mfg Report Number Begin End Singles: 01.) 180 2550 1957-64 1047 24-1 3687 02.) 250 2800 1958-60 997 103 2298 03.) 250 2900 1961 1127 2299 2843 04.) 250 2900 1962-64 1179 2844 3687 05.) 250 2900 1962-64 1220 (FI) 2844 3687 06.) 260 2900 1965 1334 4000 4299 07.) 260 2900 1965 1333 (Carb) 4000 4299 08.) 260B 3100 1966-68 1359 4300 4803 Not Avail 09.) 260B 3100 1966-68 1358 (Carb) 4300 4803 10.) 260C 3200 1969-72 1545 4804 5028 11.) 260T 3200 1970-72 1640 (Turbo) 4901 5028 12.) 400 3600 1964-65 1295 26-3 148 Twins: 13.) PA30 3600 1963-68 1269 30-2 1744 1969 1515 1745 2000 14.) PA30T 3725 1964-68 1269 (Turbo) 143 1744 1969 1515 (Turbo) 1745 2000 15.) PA39 3600 1970-72 1605 39-1 155 16.) PA39T 3725 1970-72 1605 (Turbo) 1 155 SEPTEMBER 2011 Comanche Flyer • 3 1 Tips Manual creech Manual Ball cap

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Paint Scheme cds (Single or Twin) decal, Patch Mens dark Blue Knit Polo Shirt 32 • Comanche Flyer SEPTEMBER 2011 item Price Qty Total Tips Manual $60.00 Easy to use, fold fl at spiral bound, 365 pages. look to us for solutions! Piper Single comanche care and Maintenance $25.00 Donated by Maintenance Director and long term member, Bill Creech. Tips on care and maintenance of your Single Comanche. tribal Jack Men’s dark Blue Polo Shirt with Pocket $35.00 NEW! Circle selection: Single: M L XL XXL Mens light Blue Knit Polo Shirt with pocket $35.00 Circle selection: Twin: S M L XL Single: S XL Mens White Polo Shirt with pocket $35.00 Circle selection: S M L XL XXL Circle selection: Single Twin Both Stone Washed denim Shirt $35.00 NEW! Circle selection: S M L XXL Circle selection: Single Twin denim Shirt $35.00 Short Sleeve: S M L XXL liMiTEd Long Sleeve: M L XXL SUPPlY ladies light Blue Knit Polo Shirt $35.00 Circle selection: S M L XL XXL Circle selection: Twin Both Single Ball cap $19.00 Circle selection: Navy/Stone Cinder/StoneliMiTEd Circle selection: Twin Both SUPPlY coffee Mug $7.50 • Raise wheel independently. • Change a tire in a few minutes. Circle selection: Single Twin • Service brakes and bearings. • Compatible with dog-leg gear. lapel Pin $5.00 Circle selection: Single Twin Logo Paint Scheme cd $12.50 Circle selection: Single, Twin decals 2 for $5.00 cloth Patch $6.00 bogert-av.com 800-627-8088

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Online -alphaaviation.com INTERNATIONAL COMANCHE SOCIETY, INC. 1-800-653-5112 Fax 1-952-856-5158 SEPTEMBER 2011 Comanche Flyer • 3 3 From the EVENT CALENDAR SUMMARY Date Tribe Event/Location Info Source/Host tribe Chiefs Sep. 10* NE Saturday Fly-In/ Pete Morse, NE Tribe Chief: Latrobe, Pa. (LBE) [email protected] Sep. 16-18 MS Weekend Fly-In/Minneapolis, Mike Stephan, Phone: (952) 443-4788 Minn. (FCM) or (612) 327-3653, Email: MiD-StateS tribe [email protected] Sep. 23-25 SW Cannery Row, Monterey Bay Scott Myers, [email protected] September 16-18 Aquarium/Monterey, Calif.,/ Weekend Fly-In Sep. 23-25 CPPP/Pendleton, Ore. (KPDT) See page 12 for more details. Oct. 7-8 ICS All Comanche Service See page 13 for more details. Minneapolis, Minn. (FCM) Clinic/Rockford, Ill. (RFD) As the Northeastern border of our Oct. 7-9 MS Fall Fly-In/Hannibal, Mac and Sarah McKinley, email: Tribe’s geography, too few of us have Mo. (HAE) fl [email protected]. Phones: (816) 320-3462 (home), (816) 729-8583 enjoyed the beauty that Minnesota offers (Mac’s cell), (816) 868-1015 a general aviation pilot. In addition to (Sarah’s cell). overflying glacier-carved lakes in route Oct. 15 SW Grand Canyon Skywalk/ Scott Myers, [email protected] to Flying Cloud Airport (FCM), our host Grand Canyon, Ariz., has a varied list of activities to consider Oct. 15* NE Saturday Fly-In/ Pete Morse, NE Tribe Chief: while enjoying the camaraderie of fellow Martinsburg, W.V. (MRB) [email protected] tribe members. Here’s a look at the Oct. 28-30 CPPP/Muskogee, Okla. (KMKO) See page 12 for more details. tentative itinerary: Nov. TBA SW Tour/Monument Valley, Ariz. Scott Myers, [email protected] Nov. 12* NE Saturday Fly-In/ Pete Morse, NE Tribe Chief: Friday, September 16 Dover, Del. (33N) [email protected] Arrivals into KFCM will be greeted off Dec, 3* NE Saturday Fly-In/ Pete Morse, NE Tribe Chief: the Alpha taxiway at ASI/Jet Center Georgetown, Del. (GED) [email protected] ((952) 941-6255). Ramp parking is free Dec 30- SE Annual New Year’s Fly-In Sally Williams, email: Jan 1, 2012 Palm Beach, Fla. (F45) [email protected] and will be in a designated area. Overnight hangars are available for a fee. Lodging * The following Sunday is the raindate. has been reserved at the AmericInn of Chanhassen at a rate of $89 per room. Call (952) 934-3888 for reservations, and “Hairspray” ($77 per person) at the We will explore the caves, cruise on mention “ICS or Mid-States Tribe” to get acclaimed Chanhassen Dinner Theater the riverboat, take in the museums and the rate. Reservations need to be made (dinner at 6:00 p.m., curtain at 8:00 p.m.). galleries, visit Twain sites, shop and dine by August 16 in order to be a part of the Sunday, September 18 around town and experience the blocked rooms. Transportation (rental excitement and magic of Tom and Huck. Breakfast is available at the host hotel vans) will be coordinated for the group The hotel we will be staying in is the and shuttles back to Flying Cloud will for a fee TBD. Dinner will be at Maynard’s Best Western on the River. Twenty rooms start as early as necessary to Restaurant overlooking nearby Lake have been blocked under ICS or accommodate the pilot’s (or co-pilots in Minnetonka at 7:00 p.m. Comanche Flyers at the rate of $69.99, some cases) best aeronautical decision plus tax. To make reservations, call (573) Saturday, September 17 making process. 248-1150. The deadline for reservations Several activities are planned for the Please RSVP to: is September 7, with a 24-hour notice day. For the sports fan, the Minnesota Mike Stephan, ICS Member #16746 for cancellation. There will be some Twins are playing the Cleveland Indians Phone: (952) 443-4788 or additional costs for transportation, at their new outdoor stadium starting at (612) 327-3653 snacks at the airport, trolley, cave and 12:10 p.m. For the treasure hunter, the Email: [email protected] riverboat. Mall of America is nearby and includes 520-plus stores to shop at, while covering October 7-9 Registration fees are as follows: two miles of indoor walkways. For the Fall Fly-In Trolley-$8.75, riverboat-$14.12, cave- outdoor enthusiast, the University of $13.00 Hannibal, Mo. (HAE) Minnesota’s Landscape Arboretum features Transportation cost and snacks- 1,137 acres of beautiful public gardens SEE NEW INFORMATION ABOUT $30.00 per person designed to inspire ideas for visitors’ own REGISTRATION AND FEES Grand total coming to $66.00 per backyards. There will also be apple tasting Nearly 160 years ago, Mark Twain person or $132.00 per couple. on this particular weekend. transformed this sleepy river town into Deadline for registration and hotel is an American icon. Today, Hannibal offers After the day’s events and time to rest September 8. or freshen up, the evening dinner includes many adventures in the spirit of those a chance to enjoy a production of the author made famous. (continued on page 36)

34 • Comanche Flyer SEPTEMBER 2011 PROPELLERS

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SEPTEMBER 2011 Comanche Flyer • 3 5 Please send your registration checks Tribe E-mail Updates • Hospitality Suite for December 30-31, made out to: 2010 If you are not receiving the South Sarah or Mac McKinley • Special daily price for breakfast in the Online Intelligence Central Tribe’s Smoke Trails Newsletter Blue Fire Grill 18524 Highway 33 and would like to, please e-mail Dianna Holt, MO 64048 Cody, South Central Tribe Scribe, at Plans and pricing are underway for: www.comancheflyer.com Questions to hosts: [email protected] and she will AGENDA Mac and Sarah McKinley, email: make sure to amend the list to include Friday, December 30, 2011 your e-mail address. [email protected]. • For those Comanche members flying Phones: (816) 320-3462 (home), (816) in – North County Airport FBO (F45) 729-8583 (Mac’s cell), (816) 868-1015 Southeast Tribe • Welcome Reception (Sarah’s cell). • Dinner on your own (or maybe a Saturday Lunch Fly-Ins Dec. 30-Jan.1, 2012 surprise) Saturday Lunch Fly-Ins will be posted Annual New Year’s Fly-In Saturday, December 31, 2011 in our new Comanche Winds newsletter Palm Beach, Fla. (F45) • Trip to Lion Country Safari in West which will come out every other month, Palm Beach – you stay in your vehicle Heads up to everyone – planning is and are now posted in the calendar and drive through an area of roaming underway for the annual Southeast Tribe summary in the Flyer. wild animals New Year’s Fly-In weekend. To give you Also, we will be sending out e-mail notic- a taste of our current plans, we will be • Shopping for those who do not enjoy es a month before and the week of the fly-in. returning to the Palm Beach Gardens wild animals There are several fly-ins already in the Marriott who has promised a group room • Relaxing for those who do not enjoy process, so watch your e-mails. These fly-ins rate of $79, plus tax. Hotel amenities shopping or wild animals will focus on having fun, kicking tires, tell- include: • Possible technical seminar ing stories and promoting more new and • Room rate will be available three (3) • Private New Year’s Eve Party with old friendships among our tribe members. days before and after our activity reception, buffet dinner and dancing If you would like to host a lunch • Marriott Rewards points Sunday, January 1, 2012 fly-in, please call Sarah McKinley • Breakfast and depart at your leisure at (816) 868-1015 (cell) or e-mail at • Complimentary self parking and valet [email protected]. parking More information will be available shortly with pricing, registration and direct • Complimentary fitness center on site Tribe E-mail Updates hotel reservation information. You can If you are not receiving the Mid States • Complimentary Marriott shuttle to contact Sally Williams, email: willia760@ Comanche Winds newsletter and would area shopping and restaurants aol.com with any questions. like to, please call Sarah McKinley at (816) 868-1015 or by e-mail at [email protected] and she will make sure to amend the list to include your e-mail address.

South Central Tribe Saturday Lunch Fly-Ins If it is difficult for you to make a full weekend fly-in, you may find the Sat- urday lunch gatherings with Comanche camaraderie, sharing of flying stories, main- tenance talk and lunch, to your liking. You should be able to find a schedule of Call Today for Advertising the lunch fly-ins on the South Central Opportunities in Tribe website at http:// groups.msn.com/ SouthCentralTribeICS/ welcome.msnw Comanche Flyer and in the South Central Tribe newsletter Genevieve (Gen) Lyon, Advertising Manager Smoke Trails. (If you wish to organize a lunch fly-in, please contact Pat Andrews Phone: (231) 946-3712 or 1-800-773-7798, at [email protected]). FAX: (231) 946-9588, E-mail: [email protected]

36 • ­Comanche Flyer SEPTEMBER 2011 Online Intelligence www.comancheflyer.com

Fuel Gauge – Low Level Warning

he following is from a series of We have the JPI 450 fuel flow. It gives Gary, a very accurate reading of the fuel used, online postings from the Were you able to get the aux tank Comanche’s Owner’s Forum. fuel remaining, fuel needed to the next T gauges to indicate the first two gallons These postings are provided for waypoint if talking to your GPS, which of fuel you added to them? When I informational purposes only. The views can be a portable unit, time remaining installed mine, the way the floats were expressed in these postings represent in fuel, etc. All this for a very reasonable installed in the tank required the addition price. Installation was fairly easy on our the opinions of individual Comanche of two gallons before the float got wet. owners and have not been vetted by the 61, which has a carburetor. I highly ICS technical committee. recommend this product. Tom Burke Andrew Foster As a responsible pilot and aircraft ______owner, you should always seek the ______advice from an experienced, trusted Tom, Randy, source, such as your A&P or CFF- No, I have not bought them yet; too approved CFI, before applying any of Here is another alternative. This is a many upgrades this year, including the four-tank fuel gauge that is fully STC’d the techniques or recommendations seat bag airbags when they get here. I as a direct replacement for your panel presented in these postings. am probably looking at this fuel gauge at mounted gauges. They also have a six-tank the next annual. Hmm, sounds a bit iffy The postings are printed as they model if you have tip tanks. When I have if the gauge doesn’t register until two appeared in the Forum. Due to space extra cash burning a hole in my pocket, I gallons are put in. Was the aircraft level? considerations, we are publishing only am going to invest in one. The cost for a I wonder if this is a Piper norm? Maybe selected posts. four tank model is around $700 plus install. the floats are supposed to be sending an ______The nice advantage is you know how empty signal with two gallons left? much is in each tank at a glance. Also I looked in the Piper documentation My 1962 250 has four tanks and 90 this unit uses the factory sensors, making and all it says is the gauge must read gallon fuel capacity. I love everything the install somewhat less demanding. correct when tank is empty... which it about this airplane but the fuel system. Here is the web site: http://www. does in this case so maybe all Piper fuel Am I the only guy who would like a low aerospacelogic.com/store/index.php? gauge senders are set up this way? The fuel level warning (idiot) light? I know dispatch=products.view&product_id=151 last two gallons after the gauge reads your scan should include the fuel gauge; You can download the install and empty are for the wife and kids? I just have anxiety about missing it. Is owners manual as well. I know the service manual shows a set there an add-on solution that others have And no, I have no ties to this company. up rig for testing the senders, but it had success with? Regards, doesn’t indicate what level the float Randy Johnson Gary becomes wet in the tank.

______(continued on page 38)

SEPTEMBER 2011 Comanche Flyer • ­3 7 Did you get the same results for both bargain. Also for the twin it gets rid of has dropped between the engine fuel auxs? If so, I guess you could just fly on the micro switches attached to the fuel pump and the carburetor. Or would this the auxs until the gauge reads completely selectors as well as some of the wiring not provide enough time to switch tanks empty and then take your time to change attached to the fuel selector panel (from before the engine dies? to the mains. the switches for the tip/aux tank). Ken Hill I am assuming that the senders were I have a Shadin fuel flow that is dead ______not at sometime “re-adjusted by someone, accurate, but it only tells you what is in i.e., wire attached to the float, bent so the sum of the three tanks on that side. Thanks Skip; just wondering if we the gauge would show empty at two The gauge will be going in at next annual. could get the computer to analyze the gallons.” IF that was the case then the Gary fuel flow and groundspeed to give “best simple fix would be to bend it back to throttle setting.” Probably a pipe dream! the original. ______By the way, I tried running an aux My two cents… I think that they made the four tank tank dry on the ground to see if it would Gary gauges because I and others asked for a give me time to respond...it just died... four tank single gauge. I planned to put ______no sputter...no indication of fuel the gauges together horizontally and use starvation. That got my attention! I was under the assumption that you the outside gauges for the aux’s, and the Randy Johnson had already installed the gauge. I inside ones for the mains. That didn’t apologize. work out because of the instrument ______markings so I mounted them vertically. The way the fuel senders are situated I used the top one for the mains, and Randy, in flight the prop will be wind in the aux tanks precludes them from bottom for the aux’s. It makes weight driven and I forget the time span they registering the first two gallons. No and balance situations a bit easier, and say it takes to start, but believe me in amount of adjusting seems to be able to gives you a good idea of fuel on board at real life it seems like forever. In a FI change that. a glance. With a fuel flow like the JPI in engine, if you catch it as the fuel pressure/ I had all four senders repaired by conjunction with the gauges, you would fuel flow first shakes, you can keep it Webco, and when they were returned they really have to work at it to have a fuel running without interruption. worked properly. By the way, if you decide exhaustion problem. I do suggest that Tom Burke to have yours done, Webco charges for you test your senders and if they are off, the repairs that they do to the senders, have them looked at it. I preferred Webco ______and if the senders require everything their for that, and wire the lighting so at night price was a little less then the outfit in the power comes off the instrument light Randy, Pennsylvania. If they didn’t need circuit so the glare from the gauge can Here’s the link for Shadin and its key everything replaced, the cost was lower. be reduced. features as you scroll down the page. The outfit in Pennsylvania charges one price no matter what is needed, and that Tom Burke http://www.shadin.com/products/ price is a bit higher then Webco’s price if ______fuelflow/digiflo.html everything is replaced. Pat Randy, The main tanks register properly. How ______I compensate for the aux problem is to Most newer model electronic fuel flow use my JPI Fuel Flow to measure two gauges have a “miles per gallon” read-out I have a JPI 760 connected to my GNS gallons after the 13 gallons is used from when hooked to a GPS. Is that the 480 which, between the two of them, each tank. My aux tanks actually hold information you were asking about? Of provide all the fuel information that a 15.5 gallons from empty so there is a course there are other read-outs available person could want. The JPI will “alarm” little cushion there. It takes a little bit of as well. Most gauges have limited space (flash) when your overall predicted fuel attention, but it is only important on available for presentation and require reserve drops below a pilot selectable extremely long flights. I like seeing the multiple button pushes to get to the amount, in my case an hour’s worth of fuel display of all four tanks at a glance particular info that you want, but when gas. It doesn’t alarm when I HAVE only and they are pretty accurate, which is linked to a GPS, the GPS usually has a an hour’s left, it alarms when, based on page that presents most of the fuel flow far better then the original gauges. the fuel on board and my GPS flight information on one page for an easier Tom Burke plan, it predicts that I will have an hour’s overview of the total fuel picture. worth of fuel left at the destination. ______Sincerely, In some cases (bad winds) that might Yes, that was the light bulb that went Skip Dykema be as soon as I level in cruise, so I get plenty of warning. off when I first saw the unit. You have, ______in my case six fuel tank levels at a glance For tank switching, I use an old school and a warning when they are approaching I would still like something simple like solution. I take off on the mains. When empty. For the price it seems like a good an indicator light that the fuel pressure I switch to my tip or aux tanks, I note 38 • ­Comanche Flyer SEPTEMBER 2011 the amount of fuel on board, subtract 28 gallons (for a bit of fudge factor and write ASHBY AIRCRAFT GLARESHIELDS (for example) “TIPS OFF 88” on a post- Cessna - Piper - Beech - Mooney it note that I put right under the JPI. One piece hand-laminate with a molded Naugahyde tex- When the JPI says I have 88 gallons ture, designed to tuck under the windshield from the front totally covering the top of the instrument panel. remaining, I switch. Works fine. Protects Instruments from Intense Heat If it’s going to be a max range effort, The glareshield extends (3) three inches past the front of then I’ll burn off all 30 gallons before the panel to shade instrument faces. The reinforced “lip” forms a nifty handhold on the Glareshield’s front edge and switching, and warn my pax that there provides room for mounting optional FAA approved lights might be a stumble or two. for greater night visibility. Jay Call Toll Free 1-877-4-SPRUCE7 7 7 8 2 3 ______www.aircraftglareshield.com By the way, the fuel gauges from Aerospace Logic Flash when empty. At night it can be a little annoying. Tom Burke ______

Randy, Some of the more experienced Comanche pilots I know have run tanks dry on carbureted Comanches (not recommended on Fuel Injected Comanches). I have run tanks dry a few times for the purposes of having the tank be empty when on the ground and ready to remove for replacement. It is not a big deal and I can say that upon landing there wasn’t a teaspoon of fuel left in the tank. Ideally, you don’t want the engine to quit (can you spell sudden cooling?). The procedure is while at a safe altitude, to know about when it will be empty based on calculated time to empty and have the co-pilot watch the fuel pressure gauge. About five seconds before the engine quits, the pressure will drop and you better switch immediately when that happens or the engine will quit. Not complicated, but someone has to be watching the gauge in a dedicated manner. Not the pilot during flight. Never tried to run a tank dry while on the ground. Just drain it. I guess I do not understand your question about power settings. If you have a fuel flow type meter and it is hooked to the GPS, then most of them will tell you MPG. If you want to know what is the most economical engine setting to run, just play with the engine setting while watching the MPG on the fuel meter. It will change as you change the power settings and airspeeds. Look for the max MPG or whatever criteria you are wanting. (continued on next page) SEPTEMBER 2011 Comanche Flyer • ­3 9 I use JPI engine analyzers with fuel to do. You’re right, the engine does not However, with regular passengers the flow. I’m not sure what to say about sputter, it just quits! You need to pull pucker factor was high amongst the recommendations though. While doing the power back to idle switch tanks and guests when the fire went out! The the installation, I usually curse JPI about turn on the electric pumps. The engine solution came with the installation of a every minute or so. Something about is still windmilling and catches quickly. fuel pressure switch wired to an amber them is a huge pain to install. As a pilot, (If you don’t pull the power back the light placed on the upper left side of the after all the installation is done, I really prop will surge up and down as it has panel. The light came on a good 30 to like the way it works. Communicating gone flat trying to maintain RPM when 40 seconds before “All Quiet” and gave with their factory can be extremely the power stopped.) You’ll usually be plenty of time to switch tanks. As I recall frustrating if you run into any kind of 100 feet higher once the engine starts it didn’t cost $100 to have the shop put problem. For example, don’t try to call as you just can’t help pulling back a bit it in. N6659P only has 60 gallons so I them on a Friday. They all go home some during the tank switch; the whole thing never plan more than four hour jumps. time around mid morning on Friday. Be takes five to 10 seconds. I normally took (In reality, my bladder/butt range is no prepared to hold a LONG time when off on the left main, then switched to more than three hours, so running to contacting them. When the instrument both aux tanks at 2,000 feet and climb dry is not needed anymore). Hope this speed of 140mph. Aux tanks usually is in the panel and working, I forget all gives some food for thought. went to two hours and 20-30 minutes; that other stuff. Ray B I switched back to left main and ran to Sincerely, dry usually at about the five-hour mark ______Skip Dykema where the right main was selected with a planned landing at two hours or less Our thanks to Ben Ayalon for ______which gave a 30 minute reserve. (When compiling this text. You can view these messages in the context of the entire Hi guys, here’s my two cents. Forty you know the tank is empty, you won’t discussion by going to: http://forums. years ago, my first Comanche, a ’62 250 switch back to it in an emergency). delphiforums.com/comancheflyer. with four tanks, was always run to “tanks This all worked well as long as we dry” on long runs just like the book said only had Comanche drivers aboard.

Insuring & Flying Comanches for more than 50 years.

ICS Member #9879

40 • ­Comanche Flyer SEPTEMBER 2011 Feature

Comanche Racer by Michele Boyko, ICS # 17256

hat a wonderful way to spend a week – racing a Comanche around the United States. She soared to two knots shy of Vne … twice … and never balked at flying the entire route full throttle. “Pantarita,” our W 1964 PA24-250, performed beautifully and we were grateful that our mechanic had taken extra care of her during the annual.

SEPTEMBER 2011 Comanche Flyer • 4 1 And what an incredible race – 2011 into her parking space. Being #49, she The next morning had cooled brought the 35th annual Air Race Classic was second to last in the lineup and significantly and the winds looked (more information can be found at http:// almost all the other aircraft had already favorable, so we planned our departure. www.airraceclassic.org/2011race.asp). arrived. What a grand sight to see so Although the large gas load and speed Crews consist of a lady pilot and copilot many planes ready to race! provided us with options of landing or team with additional lady pilot team The next couple of days were spent continuing, we didn’t like the look of members being optional. Race routes attending meetings, aircraft inspections the weather on the final leg, so we change each year and this year’s route and warily watching the weather. The planned to stop in El Dorado, where the was planned at 2,365 NM, starting at Iowa briefings covered CFR (previously FAR) trees made the descent even more City, Iowa. The course wound through reminders, selected rule discussions and exciting. By now, the flybys almost felt Brookings, S.D., Jamestown, N.D., detailed reviews of the flybys. The flybys normal. As expected, the thunderstorms Spearfish, S.D., Rawlins, Wyo., Alliance, were designed from 200 AGL to 300 AGL were still threatening Mobile and the Neb., Great Bend, Kansas, Borger, Texas, across timing lines at the selected airports ceilings of some airfields en route were Norman, Okla., El Dorado, Ark., and and created a challenging flight path for IFR, but the forecast said the weather finally finished at Mobile, Ala. It was us new racers. Thankfully new racers, might improve later. We decided to wait intended to start on June 21 and end termed “baby birds” were assigned on our decision to stay or continue. Friday, June 24, with crews flying when “mother birds” who were experienced Remember, our crew enjoys a good meal, they chose based on favorable winds and teams selected to provide advice and so we went to lunch at a marvelous weather. Crews were required to stay answer questions. Our mother birds, sandwich shop in El Dorado and got VFR and fly between the hours of sunrise Joyce and Kathy, were marvelous. “adopted” by another amazing team of and sunset during the race, and adhere mother birds. It is fun to hang out with to additional rules regarding flight and As Tuesday approached, the weather other flyers and swap airplane stories. flybys approved by the FAA. To make systems throughout the northern part of Everywhere we went, someone had a the race accessible and fair, crews flew the race route refused to improve. Comanche story. Upon return to the against their own handicap. Thunderstorms and low ceilings plagued the first few legs. The race organizers airport, we got another weather brief As with many adventures, the weather had to make a tough decision to keep the and it looked much better. The ceilings conspired against us from the start. My race safe. The new start location was had lifted and the storms had broken copilot, Laura, and I took off from Alliance, Neb. and the start date was now into a gap. We decided to go for it. So Albuquerque, N.M. on a beautiful morning Wednesday, June 22. We just had to Pantarita soared into the air once more on June 17 and stayed in Omaha, Neb. figure out a way to get there, so another with full tanks and joyously raced along that evening with friends. Laura is the the last leg. We figured we must be doing more experienced pilot, but she agreed couple of IFR flights and a day and a half well because we’d seen good tailwinds to be copilot for the trip (and she is later, we made it to Alliance. We were and the airplane had performed actually building an airpark, here’s proof: ready to race. flawlessly. Maybe, baby birds that we http://www.wildhorseairpark.com/. It was exhilarating watching the other were, we could even win a leg prize! We went to bed with happy hearts and teams launch and line up for flybys. As we grew closer to Mobile, we began a good forecast for the morning. We Although the best tailwinds were in the to watch the datalink weather more awoke the next morning not to the alarm morning, we chose to wait until an hour closely. There was more green than when clock, but to a distant rumble which after the others had launched to be able we’d launched. Then, two little yellow meant a delayed takeoff, for sure; the to space ourselves from the other computer confirmed our fears. Our hopes airplanes. But I underestimated the spots … right over Mobile Regional and a for a VFR arrival were dashed as we Comanche. We accomplished our first half NM south of Mobile Downtown, our looked at the massive thunderstorms, so flyby at Great Bend with a great rush of destination. By the time we were about we replanned for an IFR arrival that took adrenaline. It took a fair amount of 30 NM north, the yellow had grown and us on a circuitous southern route. Thank concentration to manage the descent now contained red – sure enough, two goodness for our 90-gallon tanks! and airspeed to overfly the field on thunderstorms. Disappointed, we swung Fortunately, our host knew a fantastic heading (what a rush!), then on to Borger. a large 360 as we tried to assess how place for breakfast and things looked a On the way, we passed over a dozen quickly the storms were moving; not fast little better following a good meal. Laura planes, flew our first 200-foot flyby to enough. So we looked for the closest clear did most of our flight planning and we stop our clock and landed at Borger in airport near to Mobile and Pascagoula launched into grey skies before lunch. time to secure the Comanche before most shown brightest. We stayed at Pascagoula Since our Comanche does not have of the others arrived. The friendly folks for 20 minutes waiting for the storms to autopilot, we worked as a team as PIC to in Borger took good care of us and their clear with the clock continuing to tick. ensure we flew safely. Upon arrival at new terminal is shaping up beautifully. (By the way, Pascagoula is a charming Iowa, we were greeted by the ground We slept fitfully as we dreamed of the place for a fuel stop when you are not in crew at Jet Air who helped push Pantarita next two legs. the middle of a race.) Our arrival at Mobile

42 • ­Comanche Flyer SEPTEMBER 2011 Downtown was over an hour later than but for last place there’s a $100 prize … perhaps, but the Lycoming seemed to we had planned, but we made the most and a turtle. More importantly, we made enjoy the high speeds, so we only backed of the flyby and landed safely. Awaiting the right decision when faced with off a bit. We stopped in Corsicana, Texas our arrival were our two young future inclement weather, and that always feels for BBQ and got great service with the pilots who had adopted us for the race. good … especially when you’ve been fuel. Ah finally, the last leg home. But They had been corresponding with us blessed to fly the race in a Comanche. wait, what’s that on the XM weather until then and gave us a hero’s welcome. Days later, following the awards, we between us and home? Oh no! Not more It was great getting to share our love of launched for home, a little slower thunderstorms! flying and the Comanche with two aspiring aviatrixes. The image of them at the controls is priceless. All in all, it was an experience of a lifetime. I am sure Comanches must have raced before, but ours was the only one in the race this year and she performed beautifully. Her handicap speed was clocked 157.9, just .9 above the POH speed. Someday, we hope to go back and visit Call Today for Advertising the northern airports that we skipped for Opportunities in Comanche Flyer weather during the race, as many of the Genevieve (Gen) Lyon, Advertising Manager pilots who flew this year plan to. And our Phone: (231) 946-3712 or 1-800-773-7798 race results? Well, we came in dead last FAX: (231) 946-9588 with our unexpected tour of Mississippi, E-mail: [email protected]

FAA REPAIR STATION YYBR664L CUSTOM ENGINE OVERHAULS Innovation. Reliability. Value. (and exchange) The Original Lightweight Starter Imitated, but never equaled — the benchmark of lightweight “A TOP RATED SHOP” starters for Lycoming engines. - March 2010 Aviation Consumer Features a high torque series-wound New limit standards, new cylinder motor, all- options, O.E.M. fuel systems, metal gears, each engine balanced and test run. and four heavy-duty * T.B.O. WARRANTY * ball-bearings. No “compromises” — no Cylinder & Accessory Service plastic gears, bushings, or troublesome Bendix drive, (800) 397-8181 STC/PMA and no permanent magnet O-235 thru motor requiring high current IO-720 www.poplargroveairmotive.com draw. Weighs just 10.2 lbs. E-mail: [email protected] 123 E. 4th Street • P. O. Box B • Newton, KS 67114 11619 Rt. 76 Poplar Grove, IL 61065 Voice: 316-283-8000 • Fax: 316-283-7400 Web: www.BandC.info

SEPTEMBER 2011 Comanche Flyer • 4 3 technical Q & a onabplitatisitinullacmesru mastobucledrivonabplitADs, Toe Brakes, Tank atisitinullacmesrumSolenoids, and Starters

We understand AD 94-13- I have a 1960 Comanche 180 I am having problems with 10 (amendment 39-8951) and I’d like to find out about the Bendix drive in my Q:which superceded AD Q:toe brakes. Who has the STC Q:starters. Without constant 74-13-01 (amendment 39-1870) can be or is one necessary? What do you think spraying with WD 40, it will hang up. complied with (and thereby discontin- the approximate cost would be? This is now a problem with both start- ue the recurring 100-hour requirement) ers. Would it be a good idea to replace by installing the Piper Part No 760 835 There is no STC that I know these starters with one of the newer (Hi-Shear Rivet Replacement Kit). Where of. The 180 had a hand brake Bendix free lightweight starters? can we order this kit? A:fitted so the type certificate does not allow for an installation of toe Do you have the copper cables Piper still builds these kits brakes, so without an STC, a 337 field installed? If not, then that for Comanches. I’ve bought approval would be necessary. A:should be first on your list. A:several of these kits over the You might call Webco. They used to I have had the Skytec starters for 10 years. Aviall is now the official Piper market a toe brake system that used years and have never had a problem. parts distributor. Contact them at 1 Beechcraft toe parts. Plumbing into the And, you will save about 12 pounds. (800) 284-2556. The part number is brake system is simple enough, but get- Check to make sure you have enough very important. In addition, Webco has ting the 337 could be difficult. At one electrical cable slack since the con- an AMOC which allows them to install time, I tried to do this with my local nection point to the starter is a bit it their way – others find it easier if FSDO and the chief inspector there further forward. they remove the vertical stabilizer and would not agree to it. You may have Hans Neubert go in from the top. better luck with your FSDO. Like Hans, I also have the Pat Berry Pat Barry high-speed starters and I love • • • • • • • • This is a very benign AD. A A.them. They do need a battery simple tail shake and a listen I think my left tip tank sole- that is pretty much fully charged, A:in a quiet shop will comply noid is sticking. When where the old Bendix starters can turn with the AD. I recommend not doing Q:parked, I had a full left tip on about eight volts, but if you keep the “fix” if there is no problem to begin tank drain into the already full aux this in mind you’ll never have a prob- with. The test is not costly nor is it tank (selector was set to “off”) and the lem. SkyTec is owned by a man who onerous. The repair kits are, however, expensive fuel overflowed onto the either has a Twin Comanche or used to fairly pricey, if you can find them, and ground through the aux overflow tube. – if you ever have a problem they will you need four of them (one for each For now, I’m leaving the tip tanks send you a refurbished unit as a mounting bracket), plus the installa- empty. What do I need to do? replacement – good service. I think that tion labor which can run upwards of 20 The tip tank solenoid diagno- they are worth the money. It really isn’t hours, especially if someone has never sis is correct. You should call worth the money to try to make the old done it before. It’s this repair versus a A:Osborne at (800) 963-8477. starters perform better; I really feel that a change is worth the investment. 30-second test every 100 hours. It is The Osborne family has the STC for Pat Barry your airplane and your choice, but I these tip tank systems and they will sell you an approved valve replacement. If don’t see the benefit if the rivets aren’t I have experienced problems the valve is stuck in the open position, loose to begin with. like this with my starters in then you need to replace it. Zach Grant the past: once when I first got Pat Barry A. • • • • • • • • my Twin Comanche about 22 years ago • • • • • • • • and then again a couple of years back.

44 • Comanche Flyer SEPTEMBER 2011 Both times I simply replaced the Bendix drive and it totally cured the problem. This is a pretty easy and relatively For over 25 years, the Industry Choice! cheap repair. And both times it made my old starters act like new. The start- er shop I have used here in the Dallas THE ™ area told me that it is not really feasible MAINTENANCE to repair those Bendix drives and Record-Keeping System squirting stuff in them is a stop-gap adlog ADs, Toe Brakes, Tank measure at best. Ultimately it will lead to them “gumming up” even more so. FOR VIRTUALLY ALL GENERAL AVIATION FIXED & ROTARY To be sure, the high-speed starters are WING AIRCRAFT plus EXPERIMENTAL and HOMEBUILTS nice, but as Pat pointed out even they Solenoids, and Starters have their drawbacks. Dave Clark 14/15 color coded sections, simplify, organize and centralize all data. Provides lightning-fast retrieval of all maintenance ADs, service bulletins and inspection requirements for your aircraft. Includes AD search, text of applicable ADs, and 1 year AD revision service. Keeps you on top of all required repetitive activity- annuals, 100 hour inspections, transponder/altimeter checks, VOR checks, etc. ORGANIZED FOR LOGICAL, STRAIGHTFORWARD UPKEEP. Because adlog saves your maintenance facility valuable time, you save valuable money. E-Mail: [email protected] 1-800-235-6444 FAX: 1-631-765-9359

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“The top-rated shop” Aviation Consumer March 2010 2-YEAR 500-HOUR WARRANTY

Call Charlie or Herman 800-204-0735 Website: zephyrengines.com • E-mail: [email protected]

ICS 12289 PA-30 N808N

SEPTEMBER 2011 Comanche Flyer • ­45 Custom Engine Overhaul 1967 PA24-260 B, TT5300, 480SMOH & SMOP Aircraft Wanted annual & IFR current 6/2011, Garmin 430 & yoke Classifieds 496 w/wx/terrain, twin G/S, AP, CHT, hangared, “COMANCHE’S WANTED” All models, very nice $69,900. (810) 956-7892 s.ehardt@ runouts OK, needing P&I/Radio upgrades sbcglobal.net. 1/2 • (Two issue minimum) OK, fast discriminate transaction on your ramp 20 years experience/references. Call Jim (760) • 25 Words: $50.00/2 issues 803-3093. [email protected] 2/2 • 25 Words w/Photo: PA30 $70.00/2 issues '64 Twin Comanche, Miller Conversion. Lost medical Comanches For Sale - must sell. TT2694, LE204, RE195, Props 201.3, • Extra Words: $0.40/word fresh annual, dorsal fin, many mods. IFR. Excellent paint/interior. $89K OBO. (541) 672-0937. 2/2 • Payment must accompany PA24-180 advertisement order. 1967 PA 30B. Same owner past 24 years. Always All advertising must be received 1962 PA24-180, 7669P, 3860TT, 660SMOH, 15 hangared. TT2885, engines 460, props 635, six Prop SN. Good original condition, 33-yr owner, seats, good avionics, GPS, autopilot coupled, by the ICS in writing (mail, fax, or always hangared. NDH, well maintained, $29,500, complete logs and manuals, NDH, overseas e-mail) five weeks prior to the Oregon, (503) 789-2032. Details/Photos: shipment available. Asking $80,000 or OBO. (951) [email protected]. 1/2 845-0899, cell (760) 668-0390. lbmcconnell13@ desired month of publication. gmail.com. 2/2 Payment must accompany adver­ tisement order. PA24-250 Renewals may be made by 1959 PA-24-250 Turbo Comanche, 6040 TTSN,115 telephone, but initial ad must SPOH. Hartzel 3/bl. Tip Tanks 90Gal, 1224lbs. useful load. King Avionics, JPI Fuel Flow, S-Tec coupled A/P, be in writing. 150KT TAS. Annual May/2011. $55,000. (905) 520- 2755, [email protected]. 2/2 The publisher makes no warranties as to the veracity or accuracy of the information provided by the advertiser. The 1963 PA-30, Our Fantastic Flying Machine, You’ve got to see it to believe it. TT 4250, RT 167 publisher is under no obligation to SMOH, LT 355 SNEW by Lycoming, Over accept any or all advertisements. $150,000. spent in upgrades, refurbishing all interior components, control pulleys/bearings and control lines, Webco push/pull conduit, International S-Tec 50 with alt. hold, Garmin 430 with terrain, Comanche Society King HSI, WX-10A, Shadin Fuel computer, new fuel pumps, new main fuel cells, electronic Trading Post & Classified engine monitoring. Many speed mods and Advertising Contact: accessories. REDUCED TO $80,000.00 OR BEST PA24-260 OFFER. E-mail for pictures and equipment list. Nancy A. Whitten Emil at [email protected] or (941) 360-9282 / 1966 PA260B SN 24-4411 N8954P TTAF 3000, (613) 821-9430. 2/2 2779 Aero Park Drive SMOH 1392, Prop SMOH 71 Hrs. Center Stack Panel with 2 King 155’s, 6 Seat, Met-Co-Aire Traverse City, MI 49686 Wing Tips, Knots2U Gap Seals, Custom Blue Phone: (800) 773-7798 Interior, Electric Trim, Hartzel Prop, 4 Fuel Tanks, Trading Post 1 Piece Windshield, New electric fuel pump, Fax: (231) 946-9588 Hangared in Phoenix since I bought it in 1978. E-mail: [email protected] Lost Medical, out of Annual, $ 57,500. Bob Fax: (231) 946-9588 (602)996-0800, [email protected]. 1/2 E-mail: [email protected] Trading Post is a non-commercial, member to member service provided free of charge, one time per member, per year. The sale of aircraft is not permitted in the Trading Post. • Ads must be submitted in writing only (fax or E-mail OK). • Free ads may not be placed by phone. • First 25 words are free. • Extra words are $0.40 per word.

46 • ­Comanche Flyer SEPTEMBER 2011 Placing an ad? Advertising Index Use this list as a guideline for the information you may Aerotech Publications...... 45 want to provide and the order in which to do so. Aerox...... 23 • YEAR, Model Year of Aircraft Air Parts of Lock Haven...... 35 • MODEL, PA 24-180, 250, 260, 400 • SERIAL NUMBER, Serial Number of Aircraft Aircraft Engineering...... 48 • N-NUMBER, Registration Number of Aircraft Aircraft Specialties Services...... 39 • TOTAL AIRFRAME TIME, Total Hours On Airframe Aircraft Spruce and Specialty....39,C3 • AIRFRAME DAMAGE HISTORY, Any Damage History e.g. Gear Up Landing • TOTAL ENGINE TIME, Total Hours On Engine Since Factory New or Remanufactured Alpha Aviation...... 33 • ENGINE TIME SINCE TOP OR MAJOR OVERHAUL Aviation West Insurance Broker.... 23 • PROPELLER TIME, Total Time On Prop Since New or Overhaul • ANNUAL INSPECTION DATE B & C Specialty Products Inc...... 43 • FLIGHT INSTRUMENTS, Standard Gyro Panel, Electronic Flight Instrument System Bogert Aviation...... 33 • RADIO / NAVIGATION EQUIPMENT LISTING, Bruce’s Custom Covers...... 3 Communications & Navigation Equipment Listing e.g. GPS, ILS, VORs • WEATHER ADVOIDANCE EQUIPMENT, Stormscope, Radar, Comanche Flyer Foundation...... 15 • SPECIAL EQUIPMENT LISTING, Engine Monitor (EGT, CHT, Fuel Flow, etc.) Comanche Gear...... 19 • AUTOPILOT, Type & Make of Autopilot • INTERCOM DAC International Inc...... 16 • INTERIOR CONDITION & NUMBER OF SEATS Electronics International...... C2 • EXTERIOR MODIFICATIONS, Gap Seals, Wing Tips, Speed Mods, Windshield General Aviation Modifications..... 13 • PAINT CONDITION • HANGERED OR TIED DOWN Great Lakes Aero Products...... 7 • AD NOTE COMPLIANCE Ground Tech...... 23 • GENERAL COMMENTS • ASKING PRICE Hartzell Propeller, Inc...... 17 • CONTACT PHONE NUMBER Heritage Aero, Inc...... 16 • CONTACT E-MAIL J.L. Osborne, Inc...... 19 Johnston Aircraft Services...... C4 Abbreviation Key: Knots 2U, Ltd...... 48 A/C Air Conditioning ILS Instrument Landing System Kosola & Associates...... 23 AD’s Airworthiness Directives LE Left Engine ADF Automatic Direction Finder LOC Localizer (Runway Centerline Guidance) Met-Co-Aire...... C3 AH Artificial Horizon LORAN Long Range Navigation System A&P Airframe & Powerplant Mechanic M/B Marker Beacon Oilamatic, Inc...... 19 AI Aircraft Inspector MDH Major Damage History A/P Audio Panel NDH No Damage History Paul Bowen...... C3 AP Autopilot NM Nautical Miles CDI Course Deviation Indicator NAV Navigation Radio Receiver Plane Power...... C2 CHT Cylinder Head Temperature OAT Outside Air Temperature COM Communication OH Overhaul Poplar Grove Airmotive...... 43 C/R Counter Rotating PET Piper Electric Trim C/T Carburetor Temperature RB Rotating Beacon Precision Propeller...... 7 DF Direction Finder R/C Rate of Climb DG Directional Gyro RE Right Engine Preferred Airparts...... 17 DME Distance Measuring Equipment RG Retractable Landing Gear EFIS Electronic Flight Instrument System RNAV Area Navigation Rocky Mountain Propellers, Inc.... 35 EGT Exhaust Gas Temperature SB’s Service Bulletins ELT Emergency Locator Transmitter SCMOH Since Chrome Major Overhaul Ron & John’s Comanche Service... 19 E/P External Power Plug SFN Since Factory New Sky Tec Partners Ltd...... C2 F/D Flight Director SFRM Since Factory Remanufacture FGP Full Gyro Panel SMOH Since Major Overhaul Sound Ex Products...... 48 FWF Firewall Forward SOH Since Overhaul GPS Global Positioning System S/N Serial Number Survival Products...... 17 G/S Glide Slope SPOH Since Propeller Overhaul GSP Ground Service Plug STOH Since Top Overhaul Travers & Associates...... 40 H/P Heated Pitot TBO Time Between Overhauls HP Horsepower TT Total Time Warren Gregoire & Associates...... 13 HSI Horizontal Situation Indicator TTAE Total Time Airframe and Engine IFR Instrument Flight Rules TTSN Total Time Since New Zephyr Aircraft Engines...... 45 IMC Instrument Meteorological Conditions XPDR Transponder

SEPTEMBER 2011 Comanche Flyer • ­4 7 48 • ­Comanche Flyer SEPTEMBER 2011 Avionics Sales Team Call Toll Free: 800-826-3160 Visit our website for our used Avionics Section

FREE! 2011-2012 800+ page email us Parts Catalog! [email protected] COMANCHE ALERT!

With the pending Australian Horn STC Pending FAA A.D. note on the Comanche empennage horn, we are notifying Piper Horn you that Johnston Assembly Aircraft Service can furnish parts and installation of the Piper horns and hopefully soon the Australian horn.

Johnston Aircraft Service is an installation center and dealer for approved AmSafe Seatbelt Airbags. Now that the AmSafe Airbags have been added, we are ready to help you with your Comanche installation. Visit www.gaairbags.com and listen to the testimonials of accident survivors and understand their reaction to having a seatbelt airbag installed on their aircraft.

Johnston Aircraft Service LYCOMING ENGINE PROFESSIONALS

P.O. Box 1457 • Tulare, CA 93275 • Phone: (559) 686-1794 or 686-2161 • Fax: (559) 686-9360 e-mail: [email protected] • Web Site: www.johnstonaircraft.com