SEPTEMBER 2005 VOLUME 32, NO. 9

The Official Membership Publication of The International Comanche Society

The Comanche Flyer is the official monthly member publication of the International Comanche Society Volume 32, No. 9 • September 2005 5604 Phillip J. Rhoads Avenue www.comancheflyer.com Hangar 3, Suite 4 Bethany, OK 73008 Tel: (405) 491-0321 Published By the International Comanche Society, Inc. Fax: (405) 491-0325 www.comancheflyer.com CONTENTS ICS President 2 Letter From The President Skip Dykema Skip Dykema Tel: (954) 584-6558 Cover Story: Comanche Spirit E-mail: [email protected] 4 Comanche N5699P Is a Family Treasure Dianne White Managing Editor Dianne White 6 Letters to the Editor E-mail: [email protected] 7 CFF-Approved CFIs Advertising Manager 8 2004-05 ICS Standing John Shoemaker 800-773-7798 Committee Chairs Fax: (231) 946-9588 Technically Speaking E-mail: [email protected] 10 The Life and Death of an Bill Creech Graphic Design Airworthiness Directive Koren Herriman E-mail: [email protected] Pilot Pointers Printer 16 It Should Not Happen To You — Omri Talmon Village Press Comanche Accidents for 2779 Aero Park Drive June 2005 and a Case Traverse City, MI 49685-0629 www.villagepress.com Interview With An ICS VIP Office Manager 18 Meet Charlie & Sara Liller Skip Dykema Gaynor Ekman Tel: (405) 491-0321 2005 ICS Convention – Washington D.C. Fax: (405) 491-0325 24 Convention Update Mark Smith E-mail: [email protected] 25 Flying the Washington D.C. Area ADIZ Mark Smith The Comanche Flyer is available to members; the $25 annual subscription rate is included 27 Washington D.C. 2005 in the Society’s Annual Membership dues in US funds below. Convention Registration Form USA, Canada & Mexico 28 Washington D.C. 2005 $64 First Year, $60 per year thereafter Convention Merchandise Order Form UK, Europe, Asia & Africa From the Logbook $85 First Year, $82 per year 32 Honkin’ Along at FL190 Karl Hipp thereafter All other Countries Incl. Australia 39 Headquarter Items for Sale $80 First Year, $75 per year thereafter 40 From the Tribe Chiefs Cover Photo Featured Fly-In 1958 PA-250 owned by Curtis & Lisa Hahn of Torrance, Calif. 44 Southwest Tribe Hosts Fly-In to Peggy Harmon Spectacular Bryce Canyon, Utah Copyright Notice The act of making a submission for publication Fly-In Reports is an express warranty that such contribution does not infringe on the rights or copyright of 45 European Tribe Visit Corsica Ron Nunn others. Nothing appearing in the Comanche Flyer shall be reproduced or distributed without 45 South Central Tribe Goes Dick Brown the express permission of the publisher. Back to College Postmaster Send address changes to the above address. 46 Comanche Classified Periodical postage paid at Bethany, OK 73008 and Advertiser’s Index at additional mailing office. 47 ISSN 08994223 48 Last Laugh

SEPTEMBER 2005 Comanche Flyer • 1

we said anything or not. It was extremely disappointing to be faced with that attitude. Needless to say, there was very little Letter From The President response to my request, and as it was, Maurice passed away just 10 days after that meeting. I’m getting off the merry-go-round Another disappointing subject was the location of the next now. I took a full lap and it is over. It’s Spring Board Meeting. The Board as a whole decided to have been a great experience, one that I will it at Tacoma, Wash. I couldn’t believe it. It made no sense. always remember. I have to say I have Immediately after the meeting, the member who seconded the seen some highs and lows this year. It’s motion stated that he had no intention of attending that meeting. been a real rollercoaster ride for me. Another who voted for it stated that he would not attend either. It all started about a week after I became President when the Others were equally non-committal. FAA came out with the Stabilator Torque Tube SAIB that was My question, why did you vote for it? Go figure. The Board mailed to every U.S.-registered Comanche owner. What a bomb- then over the next four months spent 90 percent of their com- shell that was. I immediately worked very hard to organize a munications discussing whether to continue with Tacoma or series of letters from prominent, high volume Comanche shops change to a different location. As president, I don’t control advocating no AD or greatly lengthened inspection intervals. the Board of Directors, I only try my best to carry out their I also was in touch with Hans Neubert, who is continually in wishes as expressed via motions passed by a majority. touch with the FAA Atlanta Office on our behalf concerning this It is hurtful to even mention the Board’s discussion of my hard matter. The jury is still out, and I guess always will be, as to work on the Stabilator Torque Tube SAIB. Leave it at saying whether this matter will be escalated to an AD or not. But it was probably the most disappointing treatment that I have so far, so good. ever had after doing a massive amount of hard work. The Fall Board Meeting in Dallas was definitely the lowest Maurice’s passing propelled me into a series of trips and point I ever reached during my 26 years in ICS. It was amazing phone calls in this matter. First there was his viewing in Lake to me some of the responses that I received from simple initiatives Wales, Fla., and then a trip a few days later to Binghamton, N.Y., that I requested from the Board of Directors that day. I am still and to his funeral service in Walton, N.Y. This turned out to in shock thinking of that day. At one point I asked the Tribe Chiefs be probably one of the most impressive times of my ICS to contact their members and ask that any members who had membership. I was there with the people who were most known and corresponded with Maurice Taylor to have them write important to Maurice’s life. Although I don’t pretend that I was a little something about Maurice that we could use in case Maurice very important in Maurice’s life, it was a privilege to be accepted were to pass away. I was told by one Board Member at the and made to feel welcome by those who were. I will always meeting that when Maurice was dead, he wouldn’t care whether cherish meeting those unique and special people. Maurice’s passing also propelled me into putting together a special edition of the Comanche Flyer Magazine. Believe me, that was a lot of work. I contacted everyone I could think of to We know aviation and try to get them to write articles about their experiences with Maurice. It was time-consuming and difficult with little help from we know insurance. anyone other than those willing to write something. I gratefully thank those persons. I worked through the last half of November, Our Brokers have an average of 20 years through Thanksgiving weekend, and into early December, doing everything I could to make the magazine a fitting tribute to of aviation insurance experience and Maurice. One Tribe Chief did get a couple of letters together, backgrounds in aircraft ownership, air but unfortunately they weren’t passed to me and then slipped traffic control, insurance underwriting, between the cracks and didn’t make it into the special Maurice edition. Dianne White did an excellent job of organizing and flight instruction. We are able to what I passed to her and making for an excellent presentation understand your needs and produce the to our membership. Some of the most heartwarming things that have happened results you deserve. Please contact us this year have been the well-attended maintenance related so we may show you the difference. fly-ins that ICS has hosted. The first one was in Titusville, Fla., sponsored by the Tribe Chief Kenneth Rivard and the SE Tribe. The second one was in Laughlin, Nev., put together by Lorne Harmon. The third was in Diamondhead, Miss., hosted by Melody and Charlie Horton, and the fourth was in Jackson, Tenn., hosted by Judy and Charlie Tripp. All of these maintenance-oriented fly-ins have been heavily attended and well received by our membership. My thanks to all who have made these fly-ins possible through your hard work and dedication. These sort of fly-ins seem to me to be what the membership wants and what we should strive to deliver in the future. Anytime we can educate our membership on East Kansas City Airport 600 A EE Kirby Road how to better operate and maintain their Comanche, we are Grain Valley, MO 64029 doing the right thing. I would be remiss not to mention that 877.661.1799 • [email protected] technical fly-ins are also being hosted in Australia. They have

2 • Comanche Flyer SEPTEMBER 2005 a great bunch of Comanche enthusiasts down there. It is hoped I would like to thank Omri Talmon for restarting the “It Should we will have some future technical related fly-ins in Europe. Not Happen to You” monthly column. It is an honor for me to Speaking of Australia, there were at least three Australian know that he chose my time as president to come back and members who attended Sun ‘N Fun this year in Lakeland, Fla. contribute to ICS in such an important way. Monica Rehkopf They spent quite a bit of time at the ICS booth and it was good has always been willing to help wherever it was needed and getting to know folks from halfway around the world. As usual has given me much needed moral support. there was plenty of Comanche enthusiasm at Sun ‘N Fun I would further like to thank John Dunning for sticking it especially with the debut display of the Comanche 350T Eagle out as our webmaster and making www.ComancheFlyer.com XP, complete with static display and daily flight demonstrations. work for us as an electronic gathering spot. Through his efforts Innovators Dave Pratt and Bob Meier were both there to the Web site continually evolves into something better and better. answer any questions that interested members had. There I would like to thank Mark Smith for sticking it out as Manassas were plenty of questions and interest. Convention Chairman. He has trudged forward doing the work Of course, you can’t be president in a vacuum. There are of many to make for a wonderful upcoming convention for all many ICS members who have been very helpful to me and of us to enjoy. If you haven’t made plans yet, please consider I would like to point out just a few of them. Some of them attending Manassas. All the best that ICS has to offer will be have participated in the VIP Interviews that I have done there drawn together in one place for a few wonderful days. during the year. I hope that getting to know some of the key Dale Vandever is a past president who stays involved along people in ICS has been helpful to the membership in general. with submitting “On-Line Intelligence” most months for our There are so many I would like to thank, but here are just a few: Comanche Flyer Magazine. Hank Spellman. I would like to thank Hank for always being I would like to thank Bill and Nancy Harris for giving me available for consultation when I needed to talk to someone support for the many years that I have known them. They truly who was impartial and knowledgeable. He always answers are the epitome of dedicated ICS members and give unselfishly his phone on the first ring and has time to talk, even at 11 p.m. of their time and resources (they provide free of charge a server I would like to thank the three officers who have supported for our Web site, to name one of the many things they do for me this past year. They are all continuing for the next year us). They are both extremely knowledgeable and involved. and so I would say that ICS will be in good hands. They are It is a privilege to know them and consider them as friends. Karl Hipp, Charlie Tripp and Don Nelson. I have depended Last, but not least, I would like to thank Dotty, for under- heavily on their input and have no question as to their ded- standing all those times I was late to dinner while pounding ication to ICS. Since the nominations are closed and there are away at the computer after work and all those times when no candidates running in opposition, I have to assume they are I was off to some ICS function. already in place as the upcoming leadership. As president, I know there are many persons that I have left out. There I have tried to continue the work that John van Bladeren started is just not enough space. I thank you all. Thanks for the and I feel certain that Karl Hipp as president will maintain help and thanks for the adventure. continuity in the same general direction. I feel good about Sincerely, this situation. Skip Dykema - ICS #7949 Comanche Flyer Submission Guidelines All members are encouraged to submit articles for publication in the Comanche Flyer. If you have an article about a maintenance event, trip, piloting technique, or anything else pertinent to Comanche ownership, please share it with your fellow members. For those with access to the Internet, please submit the article via e-mail, preferably in Microsoft Word. You may also include the article in the body of your e-mail message. Include your full name, as you would like it published, and your ICS number. Please attach digital pictures, if applicable, in jpeg format. For best results, use the highest resolution setting your camera will allow. Photo files under 500 kb in size typically do not reproduce well. Send to: Dianne White, Managing Editor, at [email protected]. Articles and photos may also be sent via U.S. Mail to: Dianne White 4912 W. 158th St. Overland Park, KS 66224 Although submissions are reviewed for technical accuracy, the information in this magazine is meant for reference only. Any modifications, alterations, or major repairs to U.S. aircraft require FAA-approved data as a basis for begin- ning work, and as such should not be based solely on information contained in this magazine. The International Comanche Society does not endorse any piloting adverse to published FAA regulations. Submissions are subject to editing and revision unless specifically requested to be published as submitted. The right is reserved to publish or not, any submission. Deadline for all submissions is the 20th of the month, approximately 40 days prior to month of publication.

SEPTEMBER 2005 Comanche Flyer • 3

Cover Story: Comanche Spirit Comanche N5699P Is a Family Treasure by Dianne White

omanche N5699P has been the source of many won- Cderful memories for Curtis and Lisa Hahn. Lisa has been fly- ing in this plane since she was one year old – her father was the pre- vious owner. When she was a little girl, the 1959 PA-250 transported Lisa and her family to many vaca- tion spots in Pennsylvania, New Jersey and the Bahamas. When Curtis entered Lisa’s life, the Comanche was there, too. When we were dating, my father would fly us to great places,” Lisa remembered. “We just knew we had to keep it in the family. So we purchased the plane from my father and continue our flying family vacations.” Today, Curtis and Lisa use the aircraft to visit their Great Plane ... Comanche = Great Painting favorite destinations, including Sun Valley, Idaho where they have a second home. In addition, they have flown to Give us a Call! Grand Marais, Mich., for a canoe trip in Canada, to Punta Chivato, Baja and to Orcas Island, Wash. “Having a Comanche with the tip tanks for added fuel range has made flying to exciting places a real joy,” added Lisa. “It allows us to have simple ‘bounce back weekends’ or longer cross country trips without having to sit in the car for hours just to get out of the Los Angeles basin.” Curtis, who attained his private pilot’s certificate in 1989, has now accumulated 2,000 hours and an instrument rating. The Hahns base their Comanche at the Torrance, Calif., airport (KTOA). Aside from several speed mods, they have installed a three-blade Hartzell Scimitar propeller. ICS has been an important part of the Hahn’s ownership experience as well. “We enjoy fly-ins to new places and meeting new people. It has opened up a whole new world to us to be able to dis- cuss aspects about the Comanche,” Lisa said. “We’ve received tips on how to get the best performance, general maintenance and finding hard-to-find parts.” In conclusion, Lisa had one final message for Curtis:

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4 • Comanche Flyer SEPTEMBER 2005

Letters to the Editor “Illegal” Fixed Tab I had a very interesting incident happen last week that I He naturally was quite perturbed about this, but fired up the think would be of interest to all our Comanche Flyer readers. bird and returned to his home base. Upon arrival, he gave the A Comanche owner called me to inquire about obtaining grounding order to his A&P and (you’re not gonna believe adequate lateral trim for his Comanche. There have been a this) the A&P proceeded to REMOVE THE FIXED TAB from number of questions on this subject directed to me lately, so the left aileron! With the loss of the tab, he naturally had no I was poised to give him a few suggestions. Most of the recent aileron trim available. His A&P thoroughly fouled up his ailerons questions have been for aircraft that have been damaged and flaps by trying to adjust them to counter the loss of his over the years and the standard fixed tab on the left aileron tab, and his very valid question to me was, “How do I obtain has proved inadequate. lateral trim for my Comanche?” I proceeded to question him about his problem and the When I told him that the fixed tab was a standard feature following story ensued. It seems that he had flown his bird from designed into our great airplane, by Mr. Piper for ALL his home to another location for the day. He secured his bird COMANCHES, he simply could not believe what I was and proceeded to go about his business. Late in the afternoon, telling him. I told him to refer the FAA “official” directly to he returned to fly his Comanche home. On approaching his me if there were any further questions. His aileron trim Comanche, he noticed a tag which was attached to his door “fix” was obviously quite simple, as most of you can imagine, latch. The tag which was signed by an FAA official, informed and I’m certainly not holding my breath until I hear from him that his airplane was grounded as “not airworthy.” The that FAA “official.” reason provided was that he had an “unauthorized fixed tab” Cheers, installed on his left aileron. Bill Creech - ICS #3423 Note from the Editor In July’s Letters to the Editor, President Skip Dykema wrote FAA in response to the (SAIB) CE-04-88. Due to a technical about the FAA’s Special Airworthiness Information Bulletin problem, two of those names were inadvertently left off. regarding possible corrosion of the stabilator torque tube, Here is the complete list of Comanche shops that sup- attached fittings, and attaching hardware. Skip gave special ported our Comanche fleet by responding to the FAA on recognition to the shops/persons who submitted letters to the this critical issue.

Bob Weber, Webco Aircraft Newton, KS, 316-283-7929 Bill Turley, Aircraft Engineering Bartow, FL., 863-533-1870 Chuck Iliff, Iliff Aircraft Repair and Service Co., Tulsa, OK. 918-835-5554 Dave Johnston, Johnston Aircraft Service Inc., Tulare, CA., 559-686-1794 Aircraft Sales, Avionics, and Maintenance Tim Talley, Clifton Aero Clifton, TX, 254-675-3771 Pat Barry, Barry Aviation Founded by Maurice Taylor Laguna Hills, CA, 949-362-1600 Servicing Comanches for over 40 years Bob Squire, Squire Aircraft Inc. Buhl, ID, 208-543-8803 Are you intimidated by new GPS systems? Dan Claycomb, Penn-Air Inc. Martinsburg, PA, 814-793-2164 Any GPS purchase, panel mount or Andy Liebfried , Liebfried Aviation handheld, includes one-on-one training Fitchburg, MA, 978-343-6536 August Mazzella, Swift Aviation Norwood, MA, 781-769-4030 Located at the Altoona-Blair County Airport Bill Stein, ICS # 12208 Las Cruces, NM, 505-526-3641 Aviation (AOO) Correction In the August issue of Ask the Experts, 814-793-2164 we incorrectly identified the member who contributed to the column. Ken www.flypennair.com Eckel contributed the information for that column. We apologize for the mistake.

6 • Comanche Flyer SEPTEMBER 2005

2004-2005 ICS BOARD OF DIRECTORS & TRIBE CHIEFS President Northwest Europe Skip Dykema, ICS #3062, SE Tribe ICS Rep Shirley Nelson, ICS #14897 Tribe Chief Ron Nunn, ICS #10763 5720 SW 38th St. 925 Ludwick Ave Willersey Cottage Davie, FL 33314 Blaine WA 98230 W. Markham, Newark, NG 22 OPN, UK Phn (954) 584-6558 Cell (954) 661-1454 Phn (360) 671-7388 Cell (360) 305-0287 Phn 44-1777-871569 E-mail: [email protected] E-mail: [email protected] E-mail: [email protected] Vice President Tribe Chief Tom Cecil, ICS #15226 S. Africa Karl Hipp, ICS #10241, MS Tribe 1203 16th St. Tribe Chief Fred Morrison, ICS #15438 131 Beaver Lane Wheatland, WY 82201 PO Box 3912 Redstone, CO 81623-8763 Phn Cell (307) 331-1033 Midrand Gauteng 1685 South Africa Phn (970) 963-3755 Cell (970) 948-5776 E-mail: [email protected] Phn: (h) 27-11-314-8181 E-mail: [email protected] W. Canada (f) 27-11-314-8182 Treasurer Tribe Chief Don Ostergard, ICS #3263 E-mail: [email protected] Charlie Tripp, ICS #7191, SE Tribe Box 2550 Australia PO Box 527 Drumheller AB TOJ OYO Canada Tribe Chief Ken Holdsworth, ICS #9394 Brownsville, TN 38012 Phn (403) 823-8813 PO Box 354 Phn (731) 772-2130 Cell: (731) 225-4323 E-mail: [email protected] Salisbury, QLD 4107 Australia E-mail: [email protected] E. Canada Phn 61-07-3277-2282 Secretary Tribe Chief Bruce MacRitchie, ICS #10998 E-mail: [email protected] Don Nelson, ICS #118, NW Tribe PO Box 244 925 Ludwick Ave. Welland, ONT K0A 1L0 Canada Blaine, WA 98230-5109 Phn (905) 295-4968 (905) 735-7773 Phn/Fax (360) 332-2743 Cell (360) 305-0286 E-mail: [email protected] E-mail: [email protected] Past President John van Bladeren, ICS #1282, NW Tribe 2007 SE Ash St. Portland, OR 97214 Phn Cell (503) 329-8512 E-mail: [email protected] CFF President (non-voting) Harley McGatha, ICS #11687, SE Tribe 50 Country Rd. 537 Centre, AL 35960 Phn (256) 927-5044 Cell (256) 484-1738 E-mail: [email protected] TRIBE REPRESENTATIVES Southeast Tribe Chief Ken Rivard, ICS #13465 230 Malaga Ct. Merritt Island, FL 32953 Phn (321) 453-6700 E-mail: [email protected] Northeast Tribe Chief John Dunning, ICS #14237 570 Great Road Stow, MA 01775 Phn (978) 897-5626 E-mail: [email protected] North Central Tribe Chief Dave Fitzgerald, ICS #10297 5393 Hillsboro Ave. SE Canton, OH 44707-1167 Phn (330) 484-4609 E-mail: [email protected] Mid States Tribe Chief Mark Pfeifer, ICS #14817 PO Box 342b Marshall, MN 56258 Phn (507) 532-0439 Cell (507) 829-5889 E-mail: [email protected] South Central Tribe Chief Dick Brown, ICS #12179 7015 Roundrock Rd. Dallas TX 75248 Phn (972) 661-3923 E-mail: [email protected] Southwest Tribe Chief Craig Varga, ICS #12906 4451 W. Folley Pl. Chandler, AZ 85226 Phn (480) 598-5583 E-mail: [email protected]

SEPTEMBER 2005 Comanche Flyer • 7

2004-05 ICS Standing Committee Chairs

Historical – None Bylaws, Standing & Special Rules Communications Chair: Don Nelson, NW Chair: Mark Pfeifer, NC Nominating Technical Chair: Bernie Mazurek, NC Overall Chair: John van Bladeren, NW Flagship – None Maintenance Chair: Karl Hipp, MS Elections Operations Chair: Chair: Harley McGatha, SE Bill Harris, NE Long-Range Planning Finance & Budget Chair: David Pyle, SC Chair: Charlie Tripp, SE Marketing Parts – None Chair: David Pyle, SC

8 • Comanche Flyer SEPTEMBER 2005

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SEPTEMBER 2005 Comanche Flyer • 9

Technically Speaking The Life and Death of an Airworthiness Directive by Bill Creech - ICS #3423

any people have declared that the Piper Comanche and upper main spar attachment plate.” Wow, we thought, our is a horrible example of Airworthiness Directives wings are not safe and are subject to regular and frequent M(AD) history. After all, there have been more than 50 shedding! Needless to say, it received lots of attention amongst of them issued to our favorite aircraft and accessories over Comanche owners. Compliance required a modification of the the past 40-odd years. The redemption of our great airplane wing skin at both wing roots in order to allow the annual is that by far the most of these ADs have been one-time inspection to be made. inspections that haven’t caused an undue distress to the This AD resulted from a single occurrence of a wing failure owner. Also, those that are repetitive are generally not too on a Canadian-registered Comanche. The aircraft (CF-PYU difficult to comply with. Serial Number 24-2113) was observed making a sharp pull-up While we recognize that the purpose of an AD is to help on the fatal flight on July 24, 1982. Those who were familiar to ensure our safety of flight, that purpose has not always with the deceased owner of CF-PYU reported that he frequently been met. This article is about a particular AD that was not engaged in acrobatic flight contrary to the limits posted in based on logic or sound engineering principles. the Pilots Operating Instructions. The AD was 82-19-01, dated Sept. 3, 1982. It was issued The whole approach by the FAA to this accident raised many “to prevent the possibility of catastrophic wing failure associated concerns. I personally called the New York Aircraft Certification with fatigue damage occurring in wing main spar lower caps Office (which was the office of primary concern) and the answers PROPELLERS

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that I received to my questions simply weren’t acceptable. I with Douglas Aircraft, did a complete structural analysis of the found that they had depended primarily upon the Canadian aircraft, and guess what? Roy came up with the conclusion that investigation for their actions. I also found they didn’t have our favorite aircraft was essentially a flying Brooklyn Bridge. many of the basic facts that should have been immediately There just weren’t any points of concern to him in the design available about the details of the accident. or the structural history of our wing. Meanwhile, the Comanche fleet was making more than 4,000 A trip to Kansas City was next on my agenda to try to talk inspections each year without any discrepancies being reported. some reason into these “experts.” We left with the proposal When the FAA’s New York office forcefully reminded me that that we convince Piper to inspect 10 Comanches with more than an AD represented Federal Law, and as such was essentially 5,000 hours. If they were found to be sound, they would rescind inviolate and without a need for review, they got my attention. the AD. I considered this promise a victory. So away I went to I started immediate action to rescind the AD. Vero Beach. I found Piper and their chief engineer Harvey Nay Part 11 of the FARs was strange territory for me. I found that to be most receptive. Harvey was as certain as I was that the a very detailed letter accompanying a petition of interested aircraft would pass with flying colors. We then started beating owners was the first requirement. I went to the Savannah ICS the bushes for 10 high time Comanches. (5,000 hours was a Convention that year and obtained 73 signatures to my petition. lot in those days!) Our volunteers were K.Gross, Bert Yuttal, The FAA (Kansas City Office) sent a rep to the Convention to B.Truax, T. Couch, L. Wilson, J. Mullen, T. Veal, B. Geutsch, W. try to convince us all that we were making a mistake in opposing Dannecker, and Mike Keaty. Again after all these years, I thank the AD. He failed miserably in his quest. these 10 Comanche owners (if they’re still up and around) When I submitted the petition to the Small Aircraft for their efforts. Piper did their thing on all 10 of these birds Directorate at Kansas City, they started the ball rolling. It was and as expected, they all passed beautifully. then published in the National Register to make it a legally Just before the Piper inspections were completed, I received sufficient document. FAA structural engineers started to get a very formal letter from the Small Aircraft Directorate in Kansas into the act at about this time. After a lot of study and consul- City telling me that my petition was disapproved. With this tation, they came to the conclusion that somewhere around the news I nearly became “unglued.” Here we were finally getting 4,000-hour mark, we should start losing wings with regularity. something done and the Feds just couldn’t allow anyone else Meanwhile, could I possibly get them a section of the question- any credit. They were insistent that the whole thing be their able section of a spar to examine in detail? idea and they did this dastardly act knowing full well that the I was able to find one from our local aircraft crash collector Piper inspections were underway. I fired off a response to them and shipped it to them. About simultaneously, Roy Aker, an ICS that I’m sure that they weren’t expecting. I ignored their member with an extensive background in structural analysis disapproval and continued to hold them to their promise. CONTEMPORARY BRONZE LINDY “Custom Multi Engine”

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SEPTEMBER 2005 Comanche Flyer • 13

Throughout this entire exercise, the bureaucratic FAA wanted more than anything, to just not be wrong. It didn’t bother them in the least that more than 15,000 inspections had been done by Comanche pilots without a single reported discrepancy. Those inspections cost them absolutely nothing but they cost Comanche owners approximately a $1.5 million. Toward the end of this exercise, some very interesting info came our way, courtesy of an independent investigation of CF- PYU’s accident. This investigation was done by an independent company in North Carolina. They found that the spar cracks that had propogated to failure on the final flight were very old cracks. They also found that they had initiated forward and had propogated aft in the lower spar cap. They also found that the old “minor” accident that had been ignored in the accident investigation wasn’t very minor. The airplane had hit head-on into a fence at what must have been a high speed and did major damage to both wings. They reckoned that the cracks on both lower spar caps actually were initiated in that prior accident because of the imposition of the aft load and had propogated to failure in the final flight. Sure sounds logical to me! Why hadn’t the FAA uncovered these facts rather than give all Comanches the “broad brush” treatment? When the news of the rescission was passed to all the owners, there was much jubilation. I got a pile of very much appreciated letters of thanks, also as well as considerable recognition in the aviation press. The FAA drug their feet all the way to the final letter of rescission. As for me, well it was worth it to get something from the FAA bureaucracy. The victory was worth the year of frustration.

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SEPTEMBER 2005 Comanche Flyer • 15

Pilot Pointers It Should Not Happen to You Comanche Accidents for June 2005 and a Case by Omri Talmon - ICS 7949

Comanche Accidents – Thus, the most common accidents of This is preliminary information, our fleet (and other retractables as well) subject to change, and may contain June 2005 are left without serious investigation. errors. Any errors in this report will be Believe it or not – no Comanche Some time ago (about 2000) I corrected when the final report has accidents/incidents during June. found the following preliminary report been completed. However, it was too early to feast. in the NTSB database. No final and On Sept. 15, 1998, at 0510 central At the date when this article goes to full report followed, and eventually daylight time, a Piper PA-24-260, regis- press (July 26th) there are already three even this one disappeared from the tered to an individual and operated by accidents, one with three fatalities. database. Let's try to bring to good an instrument-rated, commercial pilot, A Case use what little was saved. sustained substantial damage when it The NTSB database includes very landed with the landing gear not NTSB Preliminary Report extended on runway 35 (7,001 feet x 150 few reports about gear-up landings. Accident occurred: Sept. 15, 1998 at These are considered minor, and feet dry/asphalt), at Central Nebraska Grand Island, Neb. Regional Airport, near Grand Island, since usually there are no injuries, Aircraft: Piper PA-24-260 the NTSB does not investigate them. Neb. The pilot said that he initiated a Injuries: 1 uninjured go-around to allow another airplane to land, and that on his second approach, landed with the landing gear not extended. The pilot reported no injuries. The business 14 CFR Part 91 flight was operating in visual meteorological AIRCRAFT conditions. No flight plan was on file. The flight departed North Platte, COVERS Neb., at 0430. & ENGINE PLUGS My Discussion The NTSB report is very succinct and lacks details, such as the pilot's general TOLL FREE: experience and time in make and model. We normally fly by patterns that we 800.777.6405 develop with time, and that include a sequence of procedures in preparation for this or other phases of the flight. These patterns are, of course, based on the flight manual of the aircraft, but with some individual touches hopefully in the sense of additional safety. Most unfortunately, flying is some- times unpredictable. So from time to time these well established and rehearsed patterns have to be broken. There lies the danger of omission or wrong action. This is what probably happened in this case: The pattern (VFR landing) was phone: 408.738.3959 fax: 408.738.2729 e-mail: [email protected] broken by the go-around, the pilot raised the gear (as should be done, discussion WWW.AIRCRAFTCOVERS.COM below) but then forgot to perform the appropriate check list. Didn’t he perform Bruce’s Custom Covers, 989 E. California Ave. Sunnyvale, CA 94085 it just a while ago?

16 • Comanche Flyer SEPTEMBER 2005

What should be done, then? The first Lessons Proverb reaction to a change in a pattern is to Any change from a “normal” flying Two are better than one; because sound all alarms inside our brain and pattern should trigger our extra attention. they have a good reward. switch on the maximum attention. A check list is valid for only one (Ecclesiastes, 4:9, KJV) Then – try to establish the flight on a event. Repeating the event for a sec- known pattern. In this case – the go- ond time, even in a very short while, around becomes a takeoff with all that requires running through the check it takes, and all previous check lists list from scratch. are reset to zero. It is advisable to run a second or Now to the issue of the gear. Some even a third “green” check, as late as of my best friends maintain that in such nearly over the fence. cases the gear should stay down, pre- cisely in order to avoid the misfortune of a gear-up landing. Some will make the distinction between “go-around” on a VFR flight and “missed approach” on an instrument flight in IMC. I beg to differ. In addition to breaking another pattern (takeoff with the gear left down) there are very good reasons why the gear should be retracted. Our aircraft are conceived to fly clean: Gear up, flaps up. In this configuration the drag is at minimum, the climb is the best, and the emergency performance in case of power loss, or with one engine inoperative, is the best. As we do not know what will happen next on the flight (this includes, for example, blocking of the runway by the aircraft we allowed to land before us) we had better configure the aircraft for normal flight and best emergency performance. I like to refer to the terrible accident (five fatalities) in Europe which was described a few months ago: The pilot of the Twin Comanche performed a 360 on final in order to allow another aircraft to land first. He did so in landing con- figuration: Gear down, flaps extend- ed, approach speed. At this time the engine inner to the circle lost power with the horrible consequences. Back to the issue: After reaching pattern altitude we proceed with a normal landing and check list. This means pulling, pushing and operating quite a few handles and switches (gear, flaps, carburetor heat where applicable, heater, RPM and mixture controls, landing lights, fuel pump(s) just to name a few). Approaching the fence, these chores are behind us. Our left hand is firmly on the yoke and will stay there until the end of the landing roll. Our right hand is on the throttle(s) and also will stay there until the end of the landing roll. It is a good time to throw a quick glance at the gear lights and make sure that we have the green. This second and conclusive check can save the day.

SEPTEMBER 2005 Comanche Flyer • 17

Interview With An ICS VIP Meet Charlie & Sara Liller by Skip Dykema – ICS #3062

This month, our reporter Skip Dykema interviewed Liller: I would rather not respond totally to that question. long-time member Charlie Liller. I sense some tensions within the Tribe, but I don’t understand it or know the reasons. The Tribe is financially healthy and Comanche Flyer: You and Sara have been involved with ICS we were able to put up all the deposits prior to the Tampa on the Tribe and international levels as long as I can remember. Convention without having to borrow anything from ICS. When did you first get involved with the Tribe activities? We had a group at our last business meeting that thought we When did you first get involved with the international side? should spend down the treasury but after some discussion, Liller: I joined ICS as soon as I knew that I would be buying that was put aside. a Comanche. We had not even taken delivery of the airplane For Sara and I, we both enjoy being with the many friends when I joined. That was in September 1983. we have in ICS at the fly-ins. Since we are now both retired, Due to our work schedules, we could not attend many fly-ins we can go for the entire three days. in the beginning, but we both took a week’s vacation time and From the maintenance aspect, there is always something worked at the 1986 Annual Meeting and Convention at Savannah, that can be learned. But for me, I have been very much involved Ga. Sara worked at the registration desk and I worked at the with at least 20 of the annual inspections on my Comanche airport. Sara and I were again involved with the 1995 annual and have turned wrenches on just about every part of it. I have meeting and convention. She again worked the registration done all of the emergency gear extension tests and re-attached desk and I did both the airport and transportation duties. I did the worm gear over those years. Also, during my Air Force not get involved at the international level until I became the career, I served six years as a quality control inspector, first Southeast Tribe Chief in 1996. on B-47 aircraft and then on F-4 Phantom fighters. I also Comanche Flyer: How many years were you Tribe Chief have a knowledge of proper maintenance practices. in the SE Tribe? How many years was Sara the treasurer in You might also call me somewhat of an airport bum as I hang the SE Tribe? around Bob Meiers’ shop on occasion, observing (and probably Liller: I was the Tribe Chief for three years, 1996-1999. getting in the way) the many types of aircraft maintenance After the first two years, we had no one step forward to done in his shop. I have seen the insides of engines, although assume the position, so I stayed on for the third year. Sara I would never attempt to assemble one myself. Bob is an was secretary/treasurer for five years, 1999-2004. ICS member and does a lot of work on Comanches.

Comanche Flyer: Along with you being co-chairman for Comanche Flyer: You and Sara were probably the closest the Tampa Convention, Sara was extremely involved with that ICS members to Maurice Taylor. You probably saw him more as well. Most people didn’t know it, but Sara’s father was gravely than any other members, especially when he lived fulltime in ill and actually passed away during the Convention. What gave Lake Wales. How many years did you personally know Maurice? Sara the strength to carry on through that ordeal? Did Maurice ever give you advice about your Comanche? Liller: In the beginning, I was the lone chairman, but when Liller: Most of the answers to this question can be found in I was diagnosed and operated on for thyroid cancer, I asked the piece that I wrote for the Maurice Taylor Tribute issue George Carter to co-chair the convention with me since there of the Flyer last January. would be follow-up treatments. George is very knowledgeable We were only close to him for about five years and it was not and he readily agreed. nearly long enough. He was such a fascinating and interesting Sara and I worked together throughout the planning stages, person. It was a 125-mile round trip to Maurice’s house, so we meeting with the hotel and restaurant representatives, arranging didn’t get over to see him as much as we would have liked. activities and negotiating contracts. We both worked at the We did visit with him on several occasions at his North registration planning and Sara also took care of the money Carolina home. as treasurer. Sara’s dad suffered a stroke the week before the Maurice did help me locate new aileron bearings during one of Convention and her sister and her sister’s husband and her my annual inspections. I also called on him to talk to a know-it- brother came to be with him. They all live out of state. all mechanic when the mechanic wouldn’t accept my explanation We knew that he was dying and it was just a matter of time of how the brake discs are installed on a Comanche. This guy so there was a period to mentally prepare for it. It was not a wouldn’t listen to Maurice either. The mechanic finally gave in sudden death. Sara’s brother-in-law is a minister, which also when I pointed out a few things in the Comanche parts manual. helped in the situation. After the daily activities were over at Comanche Flyer: You have most of Maurice’s artifacts the hotel, we would go to her Dad’s house to spend some time from his estate that you are keeping safe for ICS. Part of with him after he was sent home from the hospital. that is Maurice’s computer. What do you think should be Comanche Flyer: What is your opinion of the Southeast done with Maurice’s computer at this point? Tribe at this time? Do you think it is healthy? What do you most Liller: When I first brought the computer home, it like about it, the social aspects or the maintenance aspects? would not work so it just sat here until I finally brought it

18 • Comanche Flyer SEPTEMBER 2005

to a computer shop. It is now working again. The Board of yes, I did have to go through a hub airport and change planes, Directors would not okay ICS paying for the repair so I did but it was no big deal. it on my own. I plan to go through the computer and One writer in the Web site forum recently quipped, “Maybe attempt to match up member maintenance questions with we should just hold the meeting at headquarters.” I’m quite Maurice’s responses. I have worked some at it and it looks sure that was said “tongue in cheek,” but it is probably the like it will be quite a chore since Maurice did not answer most sensible thing that I have heard in a while. promptly and two months may have gone by between ques- tion and answer so just trying to match the time frame by Comanche Flyer: You have been an opponent of the Bylaws date does not really work. Amendments that were passed during the first mail-in voting. There also are letters written by Maurice to the FAA that What do you not like about them? should be printed out and saved. In that file on the computer, Liller: To begin with, I think that they were improperly there are 890 letters written by Maurice, some personal and introduced to the membership in that the first time most people others of interest to ICS, so they will have to be sorted out. knew anything about the changes was when they were pub- It will be a time-consuming job. lished in the Flyer just prior to the voting period. There was no chance for any input from the membership about the Comanche Flyer: The ICS Board of Directors recently changes. Yes, I know of the postings being on the Web site but spent a considerable amount of energy debating the location the reality is that less than 30 percent of the membership uses of their next meeting. What is your opinion of this debate? the Web site. There are those members that don’t have access Liller: Frankly, I think the idea of moving the meeting place to the Internet and are therefore unable to see the posting. around the country is absurd. I can see no reason for holding The only medium that reaches almost 100 percent of the the meeting at the location of the next annual meeting and membership is the Flyer magazine. The changes should have convention as it would serve no purpose. been posted there several months prior to it coming to a Think about the 2006 annual meeting and convention being vote with ample time between for input from the members. in Australia! When we had to move the headquarters several After all, the Bylaws are for and by the members, not just years ago, Oklahoma City was chosen because of the central a committee. location with the thought of the Board of Directors having to I am not impressed with the fact that the Bylaw changes travel for a Board meeting. The argument has come up that were approved by the general membership during the voting Oklahoma City is not a hub airport and it is difficult to get there cycle. Anyone who understands the nature of voters in such on commercial airlines. During my tenure as Tribe Chief, I matters knows that putting any issue to the voters as a simple traveled to the Board meetings on commercial airlines and “Yes” or “No” vote will almost always be carried with a “Yes”

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vote simply because most voters do not read the amendments and just vote “Yes.” This can be seen in referendums put before voters in any general election. I have been asked recently for my views of the By-Laws by the committee. Since the Kansas City convention I have discussed the points with committee members as well as written to them through e-mails about the Bylaws and I feel as though I have been beating my head against a wall and see no point in continuing. There are a few reasons that I don’t like the Bylaw changes themselves and I will just hit on them briefly. I don’t see any reason for the Tribe representative for Board meetings. There are already two representatives, the Tribe Chief and the Assistant Tribe Chief. The Tribe Chief is by definition, a member of the Board of Directors and as such, it is his or her duty to attend the B.O.D. meetings. Another one recently came to light that I had not thought about and that is the quorum change to 60 percent. Putting any number on the quorum is wrong in that a couple disgruntled members of the Board could conceivably derail a scheduled meeting by simply not showing up. That almost happened at the spring B.O.D. meeting. That would have been most unfair to those that made the trip and were present only to find that a quorum was not present and a meeting could not be held.

Comanche Flyer: You are the person most responsible for organizing the ICS booth at Sun ’N Fun. A few years ago, the ICS booth at Oshkosh was costing ICS somewhere around $3,000 (this included Bruce Berman’s travel, lodging, meals, weekly pay, and shipping of supplies back and forth) while the Sun ’N Fun booth was costing ICS practically nothing. Last

20 • Comanche Flyer SEPTEMBER 2005

SEPTEMBER 2005 Comanche Flyer • 21

year, ICS did not have a booth at Oshkosh although Sun ’N Comanche Flyer: You recently installed a different engine Fun had the normally successful booth. in your Comanche 250 with the help of Bob Meier. How did Do you have any recommendations for invigorating the that work out? How much longer is your medical good for? ICS effort at Oshkosh? Are you doing much flying lately? Liller: Obviously, you need someone to step forward and Liller: Yes, I installed an engine that came through Bob’s take the initiative to put in the time to organize and run the shop. It came from a Comanche that was destroyed in Hurricane program (being retired helps). Overheard at Sun ’N Fun this Charley after it was torn loose from the tie downs and flipped. year, when a member of the North Central Tribe was asked to Bob Meier (ICS #11696) is an A&P and IA. Most of the work done volunteer a day at Oshkosh, his reply was something like, on my 250 is done at Bob’s shop and he lets me get my hands “I’m no longer in a position of authority in ICS so I don’t have dirty too, so you can say “I helped.” I also installed the STC’d to do that sort of thing anymore.” That’s a terrible attitude 260 style dual exhaust. I only have about four hours on it so to have. It takes everyone doing their little bit to make any far, but it’s doing just fine. I’ll be putting seven or eight hours organization work and it takes some of us to do a little more on it this weekend flying to Charlie and Melody Horton’s to take up the slack. I know, Skip, that you put in a lot more Diamondhead fly-in. time and energy into ICS than anyone else that I am aware of. My medical is good till the end of October this year but I Sun ’N Fun is somewhat different than Oshkosh in that we will start jumping through the FAA hoops in July in hopes to are privileged to be invited to share space with Dave Pratt get all of my paperwork in so as not to have a lapse when (ICS member #02583) at his prime rented location for his mine runs out. I have been going through this routine for seven two businesses. years now and I guess I’m more stubborn than the FAA because We are not stuck away in the crowded type tent and we I keep doing it instead of just throwing up my hands and have lots of room for members to come in, sit down and chat giving up. a while. We also have Dave’s beautiful Comanche parked right No, I’m not flying as much as I would like. Being retired there which allows us to talk to potential aircraft buyers about closes up the purse strings a bit and with the price of fuel the many strong points of our Comanche airplanes. This year now, it puts quite a dent in the bank account. Dave had the airplane modified with the twin turbo 350 I would like to thank you Skip, for giving me this oppor- engine installed and that brought a lot of curious people to us. tunity to present myself to some of the members who don’t This year at Sun ’N Fun, we signed up two new members know me. My name and sometimes a photo show up in the and took four renewals. We also provide another service to Flyer from time to time and I know there are probably some members by taking orders for and having ICS name badges members who wonder, “Who is this guy?” made up right there.

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22 • Comanche Flyer SEPTEMBER 2005

CFF-Approved CFIs Certified flight instructors who have completed the CFF Larry Larkin Seminar The International Comanche Society, Inc. (ICS) publishes this list in the spirit of open discussion and the opinions, statements and claims made by the instructors are their own and not of the Society (ICS). The listed CFIs have undergone an extensive training program specialized in the Comanches. ICS assumes no responsibility for any actions between its members and the listed CFIs. Pete Anderson – TX Single, (817) 279-1627 [email protected] Samuel Appavoo – Canada Twin, (519) 524-7301 [email protected] COMANCHE FLYER FOUNDATION, INC. James Bates – AZ Single, (480) 837-3836 Maurice Taylor Video Programs [email protected] Take advantage of Maurice’s expert knowledge, captured on these Kevin C. Baun – OH professionally produced videos. Great tools for mechanics, too. Twin, (740) 881-9878 Program 1: Preflight Walk-around [email protected] Program 2: Tech Tips: A Closer Look Program 3: Comanche Landing Gear Sheldon Bresin – CA Single & Twin, (909) 629-2626 Program 4: Single Comanche Flight Tips [email protected] Program 5: Twin Comanche Flight Tips (Programs 1-3 apply to both the single and twin models.) Orlando Brown – OK Single, (405) 376-4056 Now Available on DVD (all five programs on one DVD.) [email protected] DVD each $101.00 plus shipping (North America $4.00, elsewhere $7.00) Dennis Carew – WI Special Sale on Videotapes (while supplies last). One program per tape. Twin & Single Specify programs desired and VHS or PAL tape format. (262) 250-3136 / (920) 749-9558 Tapes [email protected] each $25.00 (regular price $39.95) plus shipping, or all five for $100.00 plus shipping (North America: $2.00 plus $2.00 per tape; Charles Classen – IL elsewhere: $6.00 plus $3.00 per tape.) Single, (815) 269-2552 [email protected] Books Randall Davis – GA Into the Wind: The Story of Max Conrad by Sally Buegeleisen Single & Twin, (770) 386-9901 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. Linda Dowdy – MN Price: $21.50 plus shipping (North America: $5.00: elsewhere: $12.00.) Twin, (763) 753-1571 [email protected] PA-30 & Multi-Engine Flying by Alice S. Fuchs. pb, 68pp. Price $9.00 plus shipping (North America: $2.00; elsewhere: $4.50.) William Harris – VA Single & Twin, (540) 731-4772 [email protected] Please fill out to order Please circle items above and indicate any multiple quantities. Be certain to Ira Menin – IA specify DVD or tapes, and format (VHS or PAL) and programs desired for tape orders. Single, (712) 239-5142 [email protected] Item(s) cost: ______Add all shipping: ______Order Total: ______Eric Schlanser – MI Mail to: CFF c/o Henry A. Spellman, 111 Park Place, Lincoln, IL 62656-1529 Single, (616) 382-3709 Telephone & Fax: (217) 732-8425 / E-Mail: [email protected] [email protected] Enclose check, money order, or credit card information. U.S. funds only. Dave Stewart – IN Credit card information: Discover MasterCard Visa Single, (219) 462-0182 [email protected] Card Number: ______Expiration Date: ______

Roger Wentowski – AL Signature: ______V Code (Visa only): ______Single, (205) 290-8401 [email protected] Ship to name: ______

Larry J. Whitbeck - IL Street Address: ______Single, (217) 732-9704 [email protected] City: ______State: ______

Steve Zaboji – VA Zip Code: ______Country: ______Single & Twin, (703) 471-1764 [email protected] Telephone:______E-Mail: ______

SEPTEMBER 2005 Comanche Flyer • 23

2005September 28 – October ICS 2, 2005 Convention www.ics2005dc.org Washington D.C. Convention Update by Mark Smith - ICS #13881, Convention Chairman his is the last update for the convention that will be As a repeat from a previous month, you should decide which published in the Flyer. It feels weird to be writing this restaurant you prefer for your tribe dinner outing and then Tat the beginning of July not knowing what the convention contact your tribe chief. A list will be available during registra- will actually be like, but knowing that by the time you read tion. For your edification, I have reproduced the current list this it will just about be on top of us. In retrospect, I should here. This is directly from the Washington D.C. Convention have put together an e-mail list for current information on the Web site (http://www.ics2005dc.org/events.php). The menus, convention. As always, check out the Web page for up-to-minute painstakingly typed in, are also available online. Please take information (http://www.ics2005dc.org). advantage of them to figure out what kind of food you want In this issue of the Flyer you will note that there is an order for your tribe dinner. form for the fabulous merchandise we are offering connected with the convention. I know there are only a few weeks left, Nick’s Riverside Grill but buy now, buy often; there’s still time! And don’t worry, The Riverside is a traditional American cuisine restaurant. The if you don’t buy now, you can buy at the convention. presentation was decent in a fun atmosphere. There is plenty of Since this is the last publicized update, I would like to take the extra space. There is a room overlooking the river with a large sky- opportunity to thank everyone on our list of donors for door light. Everything is light colored helping to lighten the experience even when the lights are dim. prizes and raffle prizes. Sequoia Aircraft Spruce - Gift Certificate The Sequoia is the most fancy of the bunch and consequently AOPA it’s a bit pricier. They have special rooms available (the mezzanine Tool Kit, Knife Set, Blanket, Sweater, Shirt, and the decks), but they cost extra. The wide open overhanging Umbrella, Glass Set presentation is beautiful. When we were there (the off-season), they were working on the outside. The view from the 40-foot tall Avemco Insurance Company glass panes out of the Potomac river is a beautiful sight. Promo Hats, Lighted Key Chains Belvoir Aviation Group Cabanas One Year Subscription to one each of: The Cabanas is a Mexican restaurant. They claim to be authentic. Aviation Consumer, Aviation Safety, IFR, If you’ve been to Mexico, be the first to validate that! There is a IFR Refresher, and Light Plane Maintenance. large and friendly bar available. There is an outdoor terrace for eat- ing outside when the weather is nice. Bogart Aviation 1 Comanche Bogi-Bar, 1 Tribal Jack, Tony and Joe’s 1 Battery Box Mod with 2 Cables Tony and Joe’s Seafood Place is another American cuisine place Engine Components, Inc. except it has lots of seafood. Hat, Shirt, 10% discount on Bangkok Joe’s Titan cylinder assemblies Bangkok Joe’s is a Thai food place. It specializes in dumplings. JP Instruments - FS-450 Fuel Flow Gauge King Schools - Gift Certificate As of the time of this writing, we have about 50 registrants. Comanche Gear, Inc. - Gear Wiring Replacement I’m told that most of the registrations come in much closer to Oregon Aero., Inc. the convention. Our goal is to have 120 people. Because Headset Upgrades, Soft Seat, Afgan, Catalogs registrations are coming along so nicely, I might go out on RMS Technology, Inc. a limb and think that we’re going to go over that goal. One Year Subscription Flightsoft Pro By the time you are reading this, early bird registrations will Rocky Mountain Propellers, Inc. be over. The deadline was Aug. 27. More importantly, the hotel Logo Beer Glasses, Logo Coffee Cups reservations will be over, too. I will try to get you into the hotel, Ron and John - Replacement Panel but all bets are off; and the rate is gone at this time, too. Steven A DeGroff - One set of DeGroff Visors Again, if you have questions, email to [email protected]. Superior Air Parts - Shirts I look forward to hearing from you. Trade-A-Plane It’s been a pleasure writing these monthly updates. I hope One Year Subscription. Free issue to write a round-up sometime after the convention. for each convention attendee

24 • Comanche Flyer SEPTEMBER 2005

S Convention Washington D.C. Flying in the Washington DC Area ADIZ by Mark Smith - ICS #13881

s the result of the terrorist attacks When the ADIZ was first instituted, on the field and is quite happy to take of Sept. 11, 2001, the Air Defense it was mandated that a pilot always be walk-in customers. If you’re in the air AIdentification Zone (ADIZ) was in communication with ATC while in the for any length of time while traveling created over Washington, D.C. air. To a non-pilot, that sounded practical, toward the D.C. area, you should make The Washington, D.C., area includes but in practice, it makes a non-towered time to check NOTAMs with FSS along four large airports (Class B), including airport much more dangerous as no one your route of flight. Washington Dulles International Airport would have been able to make positional The next step is to file an ADIZ flight (KIAD), Reagan National Airport (KDCA), calls on CTAF. Thankfully, AOPA has plan. This flight plan is an odd one; it is Baltimore-Washington International been working tirelessly in trying to not like anything you’ve ever filed before. Airport (KBWI), and Andrews Air Force force sense into the rules. Because of this, you should file it with Base (KADW). Andrews is an active AFB Leesburg FSS if practical. Other FSS and is usually off-limits for civilians. “Do NOT penetrate the regions can file it, but you won’t be sure National is currently covered by a long ADIZ airspace without first it will be done correctly. FSS’s that are standing TFR disallowing non-scheduled geographically near have a better chance traffic into it. getting a squawk code. of doing it correctly (Altoona FSS comes Three GA airports are within this TFR You will be visited by to mind). The further away you’re and have been severely hamstrung by coming from, the less likely they’re the restrictions. FBOs have been forced the U.S. Secret Service going to get it right. to close down and other local businesses after landing and/or forced For one thing, the VFR flight plan suffered greatly. These are the so-called must be put into the system with the IFR “DC3,” College Park KCGS (the longest to land by a gunship.” box checked. To distinguish this from an continually operating airport in the actual IFR flight plan, it will have the world, home of the Wright brothers A small note should be inserted descriptor *ADIZ* attached to it in the military showcase airport), Potomac here to say that the steps that are comment box. This is done so that the Airfield (KVKX), and Washington being laid out below are for flying VFR FSS computers will route the flight plan Executive Hyde (W32). into the region. If you are flying IFR to ATC. If you recall, VFR flight plans are That leaves several airports that are into the region, the steps are far easier. normally handled by FSS’s, but they’re within the ADIZ umbrella, but are In fact, the only thing you MUST do is not the entities that will be handling outside of the TFR. These GA airports to never, ever fly with a squawk code of traffic in the air. So that is not possible include Leesburg, Va. (KJYO), 1200. To do so, even for a few moments, in this case. Gaithersburg, Md., (KGAI), and will invite a mandatory write-up with For another, an ADIZ flight plan is Manassas, Va., (KHEF). stiff penalties. just that, a flight plan. You will never be Flying in and out of these airports is Besides any other normal steps you given a clearance for the ADIZ. The the topic of this story. There are some take before flying, it is imperative that requirements for flying in that airspace very specific rules when flying in or you get NOTAMs as close to departure are having an ADIZ flight plan, a squawk out of them. Break any of them, and as is practical. For those of us based at code and be in communication with you may find yourself on the wrong Leesburg, it is quite convenient as the ATC. A clearance would imply something side of a gunship very quickly. Leesburg FSS for the region is located Continued on Page 26

SEPTEMBER 2005 Comanche Flyer • 25

2005 ICS Convention September 28 – October 2, 2005 Washington D.C.

Flying in the Washington D.C. Area ADIZ continued... that ATC has not granted to you. You Leesburg, Va., and you’re using a VFR such as you would be doing for flight are not cleared into any Class B air- flight plan, you’ll file a VFR plan from training, it doesn’t hurt to make specific space, you are only permitted to nav- KLUK to KJYO, activate it in the normal mention of that in the comment box. igate within the ADIZ. way and cancel it in the normal way. A word of warning about agencies Another oddity of the ADIZ flight plan In addition, you’ll also need to file an involved in monitoring the area. ATC is that you are not permitted to file it ADIZ flight from the nearest entrance is using radar with a nine-second sweep, via electronic means. You must either point to the ADIZ. In this case, perhaps but there are a number of other agencies walk in to the FSS and file in person or Winchester, W.V. (KOKV) would do for in the area who are actively monitoring you must file it via a telephone. Filing this purpose. You will also file an ADIZ air traffic that have different types of via DUATS or other electronic means flight plan from KOKV to KJYO. The equipment. They take their job very is not permitted. ADIZ flight plan will be activated by seriously and have a hotline to ATC. If An ADIZ flight plan is not a VFR flight ATC while in the air. Do NOT penetrate they find any rule broken, they’ll call up plan. If you have a VFR flight plan on the ADIZ airspace without first getting ATC. If ATC doesn’t have an answer, file and it is activated, you will also a squawk code. You will be visited by the pilot must be written up. require an ADIZ flight plan. That is, you the U.S. Secret Service after landing It’s always in your favor to let ATC will need two flight plans. If you’re fly- and/or forced to land by a gunship. know what you’re up to. Even brushing ing IFR, that flight plan by itself will Stiff penalties will be applied. up against the side of the airspace be sufficient. An IFR flight plan meets An ADIZ flight plan does not need to requires a mandatory write-up. It’s the requirement of having established be canceled. It is automatically canceled recommended that you keep 5 nm out- communication and a squawk code for you some time after you land. Keeping side of the airspace you wish to avoid. whereas a VFR flight plan does not. that in mind, if you land and you take Many violators had been navigating An ADIZ flight plan only covers the off again some time later, you may be in with GPS and thought they were out- ADIZ area. For instance, if you’re fly- violation and will be asked to land. If you side of the ADIZ. Surprisingly, you may ing in from Lunken, Ohio (KLUK) to plan on landing and taking off again, be written up even if you are outside of the ADIZ. If their radar system says you are inside, even if you are not, it’s an uphill battle to prove yourself. Dismantling 68 Comanches With all this talk of gunships and (20) PA30-39 (9) PA24-180 (26) PA24-250 (9) PA24-260 (2) PA24-400 being forced to land, it should also be noted that you must be aware of inter- cept procedures (you are reminded of this in a NOTAM). If you’re not up on this, pick up a FAR/AIM and read it. Your best bet (also by NOTAM) is to always monitor 121.5 while in the ADIZ. A gunship will try to communicate to you on this frequency first. If you are taking off inside the ADIZ, you must have a squawk code activated before taking off. To get one, you can contact clearance delivery on the ground. Communications to get one are slightly different than getting an IFR clearance. A typical conversation for me while taking off from JYO is as follows: (FRQ: 118.55): Aircraft: Potomac Clearance, Comanche 8351P on the ground at Leesburg, Surprise Valley Aviation requesting ADIZ activation. All Parts Guaranteed ATC: November 8351P squawk Visa, Mastercard, C.O.D. 1234, frequency 126.1. Aircraft: Squawk 1234, Cedarville Airport Phone 530-279-2111 frequency 126.1. Cedarville, CA Fax 530-279-6173 ATC: Readback correct. Continued on Page 29

26 • Comanche Flyer SEPTEMBER 2005

Washington DC 2005 ICS Convention You are cordially invited to attend the Washington DC 2005 ICS Convention between 09/28 and 10/2. This form may be used for you and your spouse: just multiply by two when applicable. For up to the minute information and online registration go to: http://www.ics2005dc.org/. Please print clearly. Name: ______ICS#: ______Pilot: □ Spouse: ______ICS#: ______Pilot: □ Address: ______City:______State/Region: ______Postal Code: ______Country:______Phone Number: ______Tail#: ______Email:______Tribe: ______Registration We have tried very hard to break new ground in reduced registration fees. Registration is $99 per person. $ ______If you register before Saturday, August 27 take another $24 off that price! ($75). Please note, in order to make this offer available, the deadline will be strictly enforced by postmark. If you miss this deadline, your room may be at risk (see below). Welcome Reception Meet with old friends. Make new friends. Refreshments will be served in a comfortable atmoshere for $ ______$22 per person. (drinks not included) Airport Day An entire day is planned at the airport. Lunch and transportation will be provided for $10 per person. $ ______Banquet You are invited to a fancy dinner affair with all of your friends. Add $65 per person. (drinks not included) $ ______Udvar-Hazy Event If you’ve ever wanted to see the Enterprise Space Shuttle, an SR71, and the Enola Gay under one roof, $ ______this is your event. Add $26 per person. This low fee includes bus travel and lunch. A guided tour is available for the first 100 people to sign up. Capitol Area Event Bus Transportation and lunch will be provided direct to the doors of the Air and Space Museum downtown. $ ______All of the museums are free and you will be free to wander around. Afterward, your tribe can get together at one of five hand-picked restaurants at the Washington Harbour in downtown Georgetown directly on the Potomac River. Add $44 per person (dinner not included) Raffle Tickets We are still working on raffle prizes, but currently we have Comanche Gear wiring harness and a JPI fuel totalizer. $ ______Other items are coming. Buy as many as you like. Pick up the tickets when you show up. Buy an opportunity for $5 each, 3 for $10. Event Media We are still working on exactly what will be in the official CD/DVD, but it will be a pretty good deal no matter $ ______how you cut it. Will include events, meetings, and may include seminars. Add $15 for each. Total Please register online at http://www.ics2005dc.org (credit card accepted) or send your check made out to $ ICS 2005 Convention to ICS Convention, 21773 Canfield Terrace, Sterling, VA 20164

Hotel is not included in registration. We have reserved a block of rooms at the Manassas Comfort Suites, 7350 Williamson Blvd, Manassas, VA 20109. They are reserved at the low price of $99 (plus tax), but only until Saturday August 27th. To reserve your room call 703-686-1100 or go to http://www.comfortsuitesmanassas.com. Remember, these rooms are reserved ONLY until Saturday, August 27th. We have no control over this. When they’re gone, they’re gone.

Due to cancellation charges imposed by our events suppliers, we cannot issue refunds for no shows for any reason. All cancellations must be in writing. Cancellations before August 27th will result in a full refund. Cancellations after August 27th but before September 20th will result in only a $50 per person refund. Cancellations after September 20th will not receive a refund. We apologize for any inconvenience this may cause, but your understanding is appreciated!

2005 ICS Convention September 28 – October 2, 2005 Washington D.C.

Flying in the Washington D.C. Area ADIZ continued... The last statement may or may not be If the controller doesn’t contact you, It’s not atypical to be forced to orbit while omitted. If it’s a beautiful sunny weekend don’t switch frequencies early, and by they’re looking for the proper paperwork. after a few rainy ones, it may take a all means do not switch to 1200. To do Be patient. They do not like being the while to get through the queue. This so, will invite a mandatory write-up with cops in the sky any more than you like is not an IFR clearance so you will never stiff fines. If you’re unsure, wait; then being delayed. The traffic in the area can receive a release time, a void time or when you’re sure, wait another mile. be horrendous on a beautiful weekend a clearance. You can’t get written up for keeping a and they are terribly overworked. The only other thing the controller code for too long. One particular issue to be aware of may ask of you is to tell him when Flying into the ADIZ is, unfortunately, is that if you’re arriving from the north, you’re done with the squawk code. If a harder prospect, but luckily, not much. the ADIZ flight plan will be automati- it’s a really busy weekend, they may use The hard part is that you have to get the cally transmitted to the New York Center up their allotment of squawk codes and attention of a controller before entering computers and not to the Washington would appreciate the explicit release the airspace and the controller must find Center computers. The flight service of a code. This doesn’t happen very your paperwork. You should do this more specialist taking the ADIZ flight plan frequently though, and they will ask you than a few miles outside of the airspace. should enter a note that the flight plan to do so if they feel it is necessary. Don’t Nevertheless, the basic problem is must be transmitted to Washington offer your cancellation unless they ask this: you are required to have an ADIZ Center. You can save some orbit time for it because the airwaves and ATC flight plan on file. ATC will look for by gently reminding the agent of this. work loads are already too high. this flight plan. Unfortunately, since On the occasions that I was forced After this brief communication, set it’s not entirely compatible with the to orbit, I was able to convince them your squawk code, and get ready to way they have always done things, it that I did in fact have an ADIZ flight switch frequencies. A frequent operation may get delayed or mishandled by their plan on file. In this case, they gave me is to handle it exactly like you would computer system in one way or another. Continued on Page 30 handle a normal frequency switch. Personally, I set up the active frequency for my COM No. 1 with the CTAF at my Leesburg (122.975) and the stand-by for COM No. #1 with the ATC assigned frequency. Then take off normally. When you start to leave the pattern, contact ATC as a normal frequency change. For me, it looks something like this: Aircraft: Leesburg traffic, Comanche 8351P, departing to the north. Then, I hit the frequency flip/flop but- ton on my COM No. 1, wait to see if there is anyone else talking, then continue: Aircraft: Potomac Departure, Comanche 8351P off Leesburg, 1,400 feet. ATC: 8351P, Remain VFR. Aircraft: Wilco. In the Leesburg area, 1,400 is about the highest you can go without pene- trating the Class B airspace above me. At Comanche speeds, you’re out of the neighborhood quite quickly. Upon leaving the airspace, your controller will most likely notify you: ATC: N8351P, you are departing the ADIZ, squawk 1200, frequen- cy change approved. Aircraft: 1200.

SEPTEMBER 2005 Comanche Flyer • 29

2005 ICS Convention September 28 – October 2, 2005 Washington D.C.

Flying in the Washington D.C. Area ADIZ continued... a squawk code thus allowing me in. If it corridor any more, nor can it be, but to start making position reports, do so turned out that I did not have a flight plan your route will take you within a few by first asking. on file and someone checked (perhaps feet of the TFR. Aircraft: Approach, 8351P some of the three-letter acronym agen- It is a good idea to stay alert during is within six miles of cies monitoring the airspace), I would this transition. The controller will get Gaithersburg, but still don’t be liable for stiff penalties. written up for giving you directions have it in sight, would like to A communication with ATC asking for that penetrate the TFR, but the pilot switch to CTAF. ADIZ penetration might look something will also be held responsible. If in doubt, ATC: 8315P, frequency change like the following. To determine the ask. If you’re sure you’re going to pen- approved, keep your squawk correct frequency, use the Washington etrate the TFR, give ATC enough notice code until on the ground. Terminal Area Chart (TAC). I find that to take corrective measures. This cor- the frequency is often wrong, so make ridor can be busy with a parade of The tendency is to want to continue sure you call in with plenty of time to heavies a few thousand feet over your to talk to ATC, but this is unsafe as ATC get the right frequency. head flying right hand patterns for 01R. is not providing a separation service When approaching your airport to other VFR traffic, particularly near Aircraft: Potomac Approach, destination, call ATC and let them know pattern altitudes. Comanche 8351P off of you have it in sight. At that point, you When dealing with towered airports Winchester, requesting will be directed to change your fre- (KHEF) within the ADIZ, life is a little ADIZ activation. quency to CTAF (or tower), but you will bit easier. You can get a squawk code ATC: Squawk 1234. be reminded once again to not change on the ground without having to go Aircraft: 1234. your squawk code until on the ground. through a ground outlet - just talk to Please note, as said earlier, there is Once you have changed frequency, arrive clearance (in the case of Manassas that no clearance to enter the ADIZ. Once normally. There is no need to cancel would be ground). All the normal rules you have your squawk code and have your ADIZ flight plan. still apply for Class D airspace. When established communications, you should If the frequency is very congested, it arriving, make sure you contact them proceed to your destination. Again, is possible that the controller will merely before entering their airspace. Approach unless you have explicitly been granted state something like the following: will make this easy by assigning their Class B airspace penetration, don’t frequency to you. Again, you must not ATC: 8351P, understand that enter it. As always, if unsure, ask. Many change your squawk code until after you have Leesburg in sight, controllers will remind you to stay you have all wheels on the ground. frequency change approved, clear of the Class B airspace as well. keep your squawk code until So, in a nutshell: As an interesting note, if you’re on the ground. 1. You must have an ADIZ flight plan coming from the northeast to an air- Aircraft: 51P. on file from an entrance point to an port on the south side of the ADIZ, or exit point; if you’re coming from the south and Obviously, this is non-standard as the 2. You must have an ATC-assigned southeast to an airport on the north, aircraft did not initiate the call with squawk code anytime you’re in the air; you may be asked to fly what was the Leesburg in sight, but it does get the job 3. You must be in two-way communi- VFR corridor between National (KDCA) done. If you get close to your destination cation except for maneuvering near and Dulles (KIAD). Okay, it’s not a VFR and would like to switch frequencies untowered airports, at which point you’re supposed to be communi- cating on the CTAF for the airport; 4. Getting the right frequency can be a difficult, do your homework before getting to the point of using certain frequencies; 5. Get all current NOTAMs. There are some new AOPA-instigated procedures which are supposed to streamline this process. They involve using a standard squawk code for leav- ing the area, but I have not ever used it and will not comment any further on it.

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SEPTEMBER 2005 Comanche Flyer • 31

From the Logbook Honkin’ Along at FL190 by Karl Hipp ICS #10241

(Composed on a laptop computer he Princess and I are honkin’ I have got the burn on these turbo-IO- April 28 en route from Paonia, Colo., along in our Twin Comanche at 360’s down to 6.5 gal per side. We are to the South Central Tribe Fly-In at TFL190 at 204 kts groundspeed. going to a Charlie and Melody Horton Diamondhead Miss.) That’s not at all bad when you consider fly-in at Diamondhead, Miss. It’s Thursday – a day early – but we don’t have much work and Charlie says some others are arriving Thursday. Plus, the weather looks much better today than tomorrow. We left 7V2 (Paonia, Colo.) this morning with only 90 gallons on board with the intention of getting some cheap fuel three hours out at CHK-Chickasaw, just south of OKC. I was going to go it VFR at 17,500, but clouds over the Continental Divide near La Veta Pass necessitated higher, so I got an IFR clearance direct to CHK at FL190. We were seeing groundspeeds of 240 kts and east of the divide, we got into a 2,000 fpm downdraft. I requested a block of 17,000 to FL190. After cooperating with the downdraft to maintain adequate airspeed and the subsequent smaller updrafts, we went back to FL190. Groundspeed is still 240 kts. We had our ultimate destination of Diamondhead, Miss., in one of the other various and assorted GPS boxes in the cabin of 56Y. According to the information it was dispensing, along with the information gleaned from our trusty and reliable JPI EDM 760 magical fuel data analyzer, we had enough fuel to make 66Y with a 10 minute reserve. I thought, if this tailwind persists, we can make Diamondhead nonstop. No fun once you are at FL190 to descend to a sea level airport just to buy silly old fuel! So I began doing the fuel conservation tricks: • RPM 2375 (I am placarded to avoid 2200 to 2350 – bad harmonics I suppose); • Back the throttles slightly off the stops; • Back off turbo controls until MP is at 20 inches; • Fuel flow set at 6.5 gal per side; This is lean of peak and the engines are smooth. I don’t have the GAMI’s. But I have played with the stock injectors to get it to run smooth. I would guess the engines are pro- ducing about 40 percent power. Turbo

32 • Comanche Flyer SEPTEMBER 2005

buying a new Comanche or pricing insurance for the one you have?

Avemco – Cleared Direct

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inlet temps are a cool 1,400 degrees. to mains, mixture slightly forward to help SW corner of Arkansas and 269 miles. CHT’s around 300 the engine start firing again. Boy, this My King KMD 150 confirms it and the The EDM 760 now says we have a one- airplane sure yaws a lot when an engine Garmin GNC300 XL also says 269 nm hour plus reserve to 66Y. I requested to quits. Funny, my 250 never did that, to 66Y. The Apollo Flybuddy happens to go off frequency to get WX. Got confir- the nose just dipped a little. agree also, as does the Apollo Precedus. mation from Flight Watch that the winds Called Center and advised that des- Isn’t it great when all five GPS receivers at FL190 will remain on the tail and from tination is now Diamondhead. are in agreement? slightly left and right of the tail at 40-plus Checking oxygen per instructions. Some people (Friedrich Rehkopf) kts increasing about 10 to 15 kts as we Looks like a couple hundred PSI, but have complained I have too much stuff proceed further east. So the one-hour- when it gets that low it goes quick. I have in here and it is confusing. And that is plus reserve should grow slightly. The the other tank on the rear floor ready why I usually don’t turn everything on. fuel… (Oops, had to stop typing and fly to hook up when it runs out. Now the I am at the stage of life where old age is for a minute as the right tip tank just went Princess is hot. The sun is on her side. setting in and I don’t need to complicate dry – boost pump on, switch tanks, bump Oh well, I will turn the heater down and the situation by adding confusion. But up the mixture forward, engine catching. suffer in silence. Doesn’t matter – when here at FL190, there is not much to run The left tip should go pretty soon, but she is happy, I am happy. Now a 1 hour into, so I have turned everything on. when doing this lean of peak, low RPM- 10 minute reserve. Wow! Only 90 gallons More time has passed and Princess low power stuff, you run everything dry. on board when we left this morning to has advised oxygen is gone, so now have So not switching it yet) go 1,034 nm and we should land with changed tanks. 209 kts groundspeed Back to the story. The fuel computer about six or seven gallons in each main. indicated 118 kts and the trusty whiz now says 14.5 gal reserve and the time You know, this yoke is sure in the way wheel says 161 kts true. My third grade en route is 2:46 with 3:55 fuel. Stopped of the laptop computer. Maybe someone math says we have a 48-kt tailwind. (You typing for a minute to wait for left tip tank could fix this design flaw. I know! Since can say what you want about those mean to run dry. (Princess advises to switch Dave Pratt is doing an STC to stuff a Old Catholic school nuns, but they did off the left tip now, but when doing this 350-hp turbo Lycoming in a 250 a good job of teaching an otherwise lean of peak low power, long range stuff… Comanche, it should be no additional hard-to-educate, misbehaving brat.) She also thinks I am getting stupid, trouble for him to do a side stick con- If I powered these engines up to 28 (wonder why?) so I need to check the version like in the Lancair and Cirrus! inches MP, 2650 rpm and 12 gallons a oxygen. Waiting … okay … fuel flow on How about it Dave? side (like Charlie Tripp would be doing left engine erratic – Left MP needle Princess advises from her color if he were here), we could easily get jumping around, boost pump on. Switch Skymap that we are passing thru the 200-plus kts true. But we would need

34 • Comanche Flyer SEPTEMBER 2005

An affordable fix for those old N8846P, N5788, N9021P, Comanche Sun Visors! N9029P, N9046P, N9163P, N9289P, N9312P, N9362P, N666KH What Do These N#’S Have In Common? • They are some of the best late model Comanches • I owned them, flew them...and sold them • A good deal for both buyers and the seller When the time comes to sell your Comanche you can benefit from my experience: Advice on pricing and selling your pride and joy As an optometrist and Comanche-owner (ICS #13091), I wanted better sun visors for my Compose a sales offering and post it with photos Comanche 400, so I obtained field approval for these. The parts are aircraft-grade black at the leading Internet aircraft sales sites powder-coated aluminum and bronze tinted acrylic to provide maximum protection from disabling glare. I used physiological optics technology to ensure the tint is the best density As sales contact deal with buyers and spectrum to block direct sunlight and minimize adaptation time to dusk light conditions. to complete the sale These utilize your existing mounts. Each of these activities carries a fee. $10.00*, includes plans and 337 Field-Approval paperwork. A PERFECT SAMPLE PAIR FOR YOUR USE AS A PATTERN TO MAKE YOUR OWN IS AVAILABLE FOR A $139.00* If you are already there, sell it yourself DEPOSIT, refundable IF returned within 15 days. No returns accepted after 15 days. Call and save money. However it will probably and leave a message or fax or email me with mailing address and credit card information. take longer and you may not get what *s/h: $1.00 for plans/337; $9.95 for “SAMPLE PAIR”; outside US extra your Comanche is worth.

Dr. Steven A. DeGroff Think about this. Then call or e-mail me. 150 Forest Park Drive • Berne, IN 46711 1-866-FLY-2020 • fax: 260-589-2911 Dave Pyle, ICS #730 email: [email protected] www.degroffaviation.com (713) 464-6717 • [email protected]

SEPTEMBER 2005 Comanche Flyer • 35

to stop for fuel. So “Sorry Charlie,” we Ruby, and has just advised me she the fastest piston-powered, non-turbo, will be waiting for you in Diamondhead. does not have some proper knitting certified civilian aircraft ever built. Darn, now I have to pee. I checked equipment aboard that she needs. We I hope Charlie has an award for best before we left to make sure I have on will have to re-stock knitting supplies mileage in a twin. We should cinch that board two of the 32-ounce Gator Aid in Diamondhead. one. Usually if I get 10 miles per gallon bottles that are well suited to this pur- This should be a heck of a fly-in. on the JPI, I am happy. But this trip we pose. When John Van Bladeren and I Hans Neubert is coming in from Kaal-ee- are seeing up to 16 miles per gallon with flew the Atlantic, John introduced me for-nee-a, so he will beat us on further the tailwind and low power settings. If I to this technology. John had a one-gallon distance. Charlie will be giving a sem- got these engines much leaner, they Gator Aid bottle we used for the trip. inar on speed mods that work. Hans would be running on only air. Of course As hard as we tried, we were unable will talk about mods, and I am sure he that is my ultimate goal. to fill it during the course of our 9.5 will touch on proper rigging. Hans and I have the King KMD 150 on the 50- hour flight. Charlie have collaborated to make mile scale and the Gulf of Mexico is The air is smooth, and Princess has Charlie’s 400 the fastest 400 in the coming into the right of the screen. That been knitting a sweater for granddaughter world. For that matter, it is probably is a good sign we are getting near. One hour, 3 minutes ETA – 2 hrs, 13 minutes fuel – If the tanks were properly filled, the engines won’t quit while taxiing. New Product We won’t be the first to arrive. Charlie advised this morning via e-mail that Keith Flowers came in Wednesday to avoid the Thursday weather north of 66Y. The weather for those north and east will be an issue. Just under one hour out. Stowing the laptop to request from Center that we begin a slow descent. I will send this e-mail when I get a hookup later. Now at the Ramada on Friday morning. We decided to stop at Picayune yesterday just a few miles short of Diamondhead for fuel as Charlie had negotiated $2.77. (What a deal!) The tips and mains took 80 gallons. We lost the tailwind on descent so the last hundred miles the mileage dropped to 12 mpg. Also, since I hadn’t anticipated this long- range event, I didn’t personally fill the mains on Wednesday, so there may have Tribal Jack been room for a gallon more per side. • Raise wheel independently. • Change a tire in a few minutes. • Service brakes and bearings. • Compatible with dog-leg gear. Dave Pyle and his wife Nicole came in Thursday with Dale Vandever. Another fellow from New Mexico arrived. He landed at Stennis by accident. Stennis is three miles west and is also a runway 18/36 configuration. Melody has made name tags for every- one on her computer. I asked her to make a book for him as a gag “award.” The cover says, “GPS For the Navigationally Challenged” First page says: Program destination. Second page says: Land there. Charlie thinks that giving him this book would be politically incorrect. I had breakfast with Keith Flowers. Judy went out running. She keeps in shape and looks pretty good for someone turning 60 in a week. When she returns, we are leaving to go to Charlie and Melody’s hangar to greet the Friday bogert-av.com 800-627-8088 arrivals. Judy will make new friends while I insult old ones.

36 • Comanche Flyer SEPTEMBER 2005

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SEPTEMBER 2005 Comanche Flyer • 37

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38 • Comanche Flyer SEPTEMBER 2005

Date Tribe Event/Location Info Source/Host Sept 1-4 Europe Paris Avril Stadie, e-mail to [email protected] Sept 10 NC U.S. Air Force Museum Millie Hoerner, (937) 620-5289 Dayton, Ohio (I73) or e-mail [email protected] Sept. 28-Oct. 2 ALL 2005 ICS Convention www.ics2005dc.org Mid-States Tribe E-mail to [email protected] Oct 14-16 MS Osage Beach, MO Sarah and Mac McKinley Grand Glaize Airport (K15) (816) 320-3462 Oct 14-16 Dec. 2-4 SC Galveston Bruce and Tina Thumann, Grand Glaize Airport (K15) Dickens on the Strand (713) 649-8588 work, (281) 487-5782 home, Osage Beach, Mo. or (713) 875-3056 cell Come join us for an “Autumn Colors” Weekend in the beautiful rolling hills a $5 registration fee per person. A total Please let Millie know you are coming of the Lake of the Ozarks. The hillsides of all would be $42 per person. Make so she can better plan our transportation are ablaze with brilliant hues of yellow, check payable and send to Mac or Sarah needs. Millie’s cell number is (937) orange and red. This fly-in is hosted McKinley, 18524 Highway 33, Holt, MO, 620-5289 or e-mail [email protected]. by Sarah and Mac McKinley. 64048. If you have questions call us at We will be staying at the Comfort Inn. (816) 320-3462. Come join us for autumn South Central Tribe Contact them at (573) 348-9555, and colors in the Missouri Lake of the Ozarks. mention ICS or Comanche Society for the special rate of $71.99 plus tax. A Sept. 29 Put These Events block of rooms are reserved until Oct. 1. On Your Calendar! Rental cars will be needed. Washington, D.C. There are two upcoming events which The Mid-States tribe will hold its Reservations maybe made by calling should be on your “serious consideration” annual membership meeting and election the local Enterprise (Lebanon, Mo.) list. The first is our annual convention of officers on Tribe night (Thursday Rent-a-car at (417) 533-7368 at $9.99 being held in the Washington D.C. area night) at the 2005 Convention in per day for the small compact car for Sept. 26 through Oct. 2. The hosting tribe Washington, D.C. three days. Pickup and drop-off will be is putting a lot of effort into making this at the Grand Glaize Airport. Contact North Central Tribe an enjoyable experience at an affordable them by Oct. 1. There will be a gas dis- cost. The details are available in this and count and no tie-down fee with purchase previous Flyers. It’s always possible to of gas (bring tie-downs). A full schedule North Central Tribe make a “late” decision to go. Even if the of activities and maps will be ready Business Meeting block of rooms reserved for the event upon arrival at the airport. We will have our annual business is gone, I’m sure there are nearby Friday night informal (get together) meeting and election of North Central alternatives that will work. dinner will be at the ScoreCards Grill Tribe officers at the annual ICS con- This should be a beautiful time of year & Pub at 6 p.m. vention in Manassas, Va., this year on to join the Mid-States Tribe for their fall Saturday we will have a tour of the Tribe Night. fly-in at Grand Glaize Airport (K15). See Willmore Lodge and museum built in the Mid-States write-up for details. We the 1930s. A lunch cruise at noon will Sept 10 always enjoy enjoy joining with the Mid- take in the beautiful fall colors of the Dayton, Ohio (I73) States Tribe and appreciate their cama- Lake of the Ozarks region. Charge for raderie and support of our tribe events. cruise will be $26. RSVP by Oct. 1. Millie Hoerner will host a fly-In to Dinner Saturday night will be at the the U.S. Air Force Museum at Wright December 2-4 Patterson AFB in Dayton, Ohio on City Grill (6 p.m.) followed by a Country Galveston Music Show at the Main Street Opry. Saturday, Sept. 10. We will fly to Moraine Charge for Opry will be $11. RSVP by Airport (I73). Plan to arrive between “Dickens on the Strand” Oct. 1st. 8 and 10 a.m., Saturday morning. Hear Ye! Hear Ye! Hear Ye! Be it known Other local sights to see are: (1) Ha Ha WARNING: Do not fly into Wright that all lords, ladies, children, and Tonka State Park (old Scottish castle Patterson AFB. You will probably be Comancheros shall come and celebrate ruins), a cave, natural bridge and hiking arrested if you do! the 32nd anniversary of Dickens on the trails, some paved, in brilliant fall colors; There is an administration fee of $7 Strand in Galveston, Texas, December (2) Osage Beach Premium Outlet Mall per couple or $4 per person to cover 2-4 of 2005. This holiday festival will take (largest shopping mall in Missouri) with roundtrip transportation and expenses. you back in time to another era of 110 name manufacturers; (3) 13-plus We will have coffee and donuts for the parades, Bobbies, Beefeaters, and the golf and miniature golf courses; (4) arrivals. Lunch can either be by group Queen herself, in a re-creation of a antique stores and art galleries; or (5) or on your own at the Museum Cafeteria. 19th Century Victorian London. visit Bagnell Dam. This museum is one of the largest and It all takes place in Galveston’s historic We will need a check by Oct. 1 to hold best in the world, constantly changing turn-of-the-century Strand District. There reservations for luncheon cruise ($26 per and growing. The IMAX theater at the will be lots of eats, lots of spirits, lots of person) and/or Main Street Opry ($11 museum is really awesome, you might entertainment, and most important, lots per person), if you are attending. Also, want to include it in your plans! of shopping opportunities for the ladies

40 • Comanche Flyer SEPTEMBER 2005

as the Strand turns out in all its grandeur policy for our group only. Do not wait Registration will be $20 per person, for this special event. until the last minute. This is a very large which will provide for ground transporta- Step back in time for this family- event for Galveston, and after Nov. 2 tion and arrival snacks. All attendees oriented, internationally renowned or when our allotted rooms are gone, will pay their own way to all attended holiday festival that will transform whichever comes first, you will be on attractions, which should be approxi- Galveston’s Strand into a street from your own and the less expensive rooms mately $60 per person, excluding Charles Dickens’ London. You will see on the entire island will probably be meals and accommodations. many of the characters from the Charles gone. Remember, for the special rate, It is our hope that once we have an Dickens’ novels walking the street. And you must mention the International approximate head count, we will then feel free to bring your own period attire, Comanche Society. be able to negotiate discounts for some as all attendees are encouraged to join For an unobstructed view of the Gulf, of the attractions. Registration fees should in the fun. For additional info, go to request the fourth or fifth floor. The hotel be sent to your hosts Bruce and Tina www.dickensonthestrand.org, or call can not guarantee a specific floor, but Thumann, at 6430 Mayfair, Houston, (409) 765-7834. they will note the request and try to Texas, 77087. Please call us at (713) Time permitting, we will try to book accommodate you. 649-8588 work, (281) 487-5782 home, at least two other tours on Saturday at the Bishop’s Palace and/or Moody Mansion, and the Railroad museum. Saturday night, after an early dinner at Gaido’s, a Galveston tradition, we will The First! be going to the Strand Theatre to see “Santaland Diaries,” adapted from David Sedaris’ hilarious essays on the Christmas season for National Public Radio. It is billed to be a” laugh-until- you-cry” adult comedy. Plan to arrive early Friday or leave late Sunday so that you can take your own tour of the Lone Star Flight Museum, which is just a block away from the Scholes Field terminal entrance. It is billed as the largest of its kind in the southern United States and is unique in that the planes are restored to flying condition. These aircraft appear at air shows throughout the nation. For those flying in, you will be landing at GLS (Scholes International Airport), on Galveston Island. Everyone please be sure to check your charts. Scholes Field your best deal on is building a tower and may be a con- trolled field prior to this event. Once aircraft financing. you arrive, taxi to Evergreen Aviation The First is proud to offer aircraft financing with a distinct advantage. FBO (at the terminal building), so that Our banking executives are experienced with both financing and we can get you some refreshments, signed aircraft – as lending professionals, as pilots and as aircraft owners. in, and either over to Lone Star Flight We’ve been in your shoes, and flown in them, too, so call us first to Museum or on your way to the hotel. get your best deal on aircraft financing. Evergreen has assured us that ICS will I I Refinancing I receive full service fuel at the self-serve Single and Light Twin Financing Fast Response I I No Application I Upgrades price and that there are no tie-down or Flexible Terms, Competitive Rates Fees landing fees. Be sure to mention ICS to I New and Used Aircraft get the discount. We will be staying at the new Holiday Inn Beach Hotel at 1702 Seawall Blvd. If you drive in, please do not confuse this hotel with the older and larger Holiday Inn, which is also located on the seawall in the 5200 block. Our hotel was just opened in June 2005 and should still be fresh for our stay. For room reservations, call (409) Aircraft Finance Division 762-4141. I have reserved 15 gulf view rooms, double occupancy, with a king- 1-888-559-8892 size bed or two queens, your choice, for [email protected] $109 per night plus tax. Your reservation P.O. Box 420 Member FDIC must be made prior to Nov. 2, and the Equal Opportunity Lender Oskaloosa, Iowa 52577 Equal Housing Lender hotel will honor a 72-hour cancellation SEPTEMBER 2005 Comanche Flyer • 41

or (713) 875-3056 cell, if you have any ANNOUNCING THE NEW AND IMPROVED SECOND EDITION questions or concerns. Or, e-mail me at PILOT’S OPERATING HANDBOOK [email protected]. PLEASE, send your registration in early AND FAA APPROVED or at least call so that we can complete AIRPLANE FLIGHT MANUAL our reservations with the various events and restaurants. The Best Just Got Better Again, MAKE YOUR RESERVATIONS TODAY if you think you might want to attend this event. In the event that you are unable to get a reservation at the RECOMMENDED BY THE Holiday Inn Beach Hotel, please call me AOPA AIR SAFETY FOUNDATION and I will provide a list of other hotels in close proximity. For those wanting to stay in a Galveston icon, the Luxurious Available EXCLUSIVELY from AIRCRAFT PUBLICATIONS Galvez Hotel, where we stayed last is the upgraded GAMA format POH for the year, is only walking distance (3-4 Piper Comanche and Twin Comanche blocks) from the Holiday Inn where most of our Comancheros will be staying. 180-250-260-400-TWIN When I checked with them in July, the To order using Dickens rate was $229 per night and not VISA or MasterCard call: many rooms were left at that rate. For ONLY $45.00 (512) 250-9350 anyone interested, the Galvez reserva- Plus $6.00 S&H –USA Fax: (512) 250-9063 tions desk is at (409) 765-7721. ICS has $15.00 Canada, Mexico, Western Europe, no discount with them for this event. and the Pacific Rim. $20.00 Other Or Mail Your Order To: As a side note, the 11 a.m. seafood and Airmail Worldwide DOUG KILLOUGH, ICS #07248 AIRCRAFT PUBLICATIONS more Sunday Brunch Buffet at the Galvez E-Mail: [email protected] P.O. BOX 201183 Hotel is as fine a spread as you will see AUSTIN, TEXAS 78750-1183 anywhere. Don’t miss it if you have the There are SIXTEEN different GAMA format Manuals available for the Comanche time. I promise you that it will be a fine and Twin Comanche. Include your aircraft’s Year, Model, and way to top off the weekend and a pleasant Serial Number with your order. Also note if your airplane is Turbocharged. memory. Plan to be there early due to all the extra people in town for the Dickens Festival. Europe

Sept 1-4 Paris Arriving in Pontoise, to the northeast of Paris, we will travel into this romantic city for our stay. Dinner on the Thursday night will be at La Fermette Marbeuf, with its renowned and luxurious interior of glass and ceramics – a place where art nouveau and the art of cuisine become as one. Over the course of the weekend, we will visit Montmartre, Sacre-Coeur, Versailles, the Eiffel Tower and the Jacquemart Andre Museum, full of Italian Renaissance and 18th century French painting. The highlight of the tour will be the visit to the Palace of Versailles, with its spectacular gardens, enhanced by water flowing through the myriad of statues and the sounds of Baroque music seeping into the air. The cost of this weekend, inclusive of your hotel in central Paris, will be in the region of Euro 700. For further details please e-mail Avril Stadie at [email protected]

42 • Comanche Flyer SEPTEMBER 2005

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ᮣ One of three mini- tour buses headed Featured Fly-In for Bryce Canyon. Southwest Tribe Hosts Fly-In to Spectacular Bryce Canyon, Utah by Peggy Harmon, Trip Chairman

ᮡ Bryce Canyon from one of many viewpoints. ᮣ Don Nelson from the Northwest ᮡ Some of the Tribe meeting for ᮤ Some members on 29 Comanches the first time Dave a three hour horseback parked at Bryce Blankenbaker of the ride in Losee Canyon. Canyon Airport. Southwest Tribe.

tah’s red rock country can really draw a crowd and make The Best Western Ruby’s Inn shuttle took us all up to Ruby’s a Comanche fly-in a real winner. On June 24-26, we had Inn and Bryce View Lodge, which are practically at the National U29 Comanche aircraft, 63 adults, four children and three Park gate. Ruby and Minnie Syrett opened Ruby’s Inn in 1916, dogs in attendance. This number included ICS visitors from and both of these facilities are still run by the Syrett family. Colorado, Wyoming, Kansas, Washington, and even Canada. Everyone was “on their own” that Friday afternoon and Most everyone arrived around noon on Friday (Comanche evening. There are lots of things to do right at the hotels, i.e., drivers know about the threat of thunderstorms this time of year horseback riding, helicopter rides, rodeo, etc., as well as a General in that country). We all found the Bryce Canyon Airport to Store & Gallery, rock shops, ice cream shop and swimming pool. be a very user-friendly airport. Some of us chose a nearby Mexican restaurant that evening, while most dined at the Ruby’s Inn Lodge. On Saturday, you again had your choice of the activities mentioned above, and I heard no complaints (this writer endured 3.5 hours of horseback riding). We met that evening for our organized tour of the canyon from 4 to 6 p.m. This time was suggested by the tour company as the best time to view the canyon in that the red rocks literally “glow” when the sun is going down. We had a thunder- storm come in just as we were loading onto the buses, so for a while we thought the canyon might really “glow” with lightning strikes. No such luck; the storm passed through and we were on our way. Our first stop proved to everyone that the place is absolutely awesome! It just got better at every stop. Several folks told me they would be coming back to see it at another time of day to see if it could possibly get any better. This place is a “must see” for everyone. We returned to the hotel just in time to have cocktails at 6:30 and dinner an hour later. What a great buffet dinner it was… pot roast and salmon and all the accompaniments, ending with three kinds of cheesecake. In fact, we applauded the ladies who took care of our dinner service and told them how much we enjoyed the food and service. We followed our dinner with a short business meeting and our usual raffle (wine, various airplane-related items, and cash drawing). Sunday morning was a leisurely departure for most. Hubby and I were one of the last planes to leave, and I just could not bear to leave without one more stop in Utah. We landed 20 minutes later at the beautiful little town of Kanab and were granted permission to use an old police courtesy car. We explored the town, had lunch, and I then gave the pilot permission to fly out of that beautiful state.

44 • Comanche Flyer SEPTEMBER 2005

Fly-in Reports European Tribe Visit Corsica by Ron Nunn - ICS #10763, European Tribe Chief

ngelina and Francis Truche embarked on a motor boat for a coastal to a British carrier for a while. organized this well-planned visit trip and cave exploration followed by Sunday dawned sunny and clear and Ato Propriano on the west coast lunch in a harbour restaurant. off we set in a glass bottom boat around of the island. The airfield has a 1400 Bonifacio is a very interesting old the bays and small fjords to enjoy meter E-W hard runway and interest- historical town well worth an exploratory swimming, BBQ, walks and more. ing local geography for circuit flying! walk around. Whilst there, we met Jean- The Gala dinner followed at night Twenty-one aircraft with 51 pilots/ Philipe Giordano, a local coral diver who and so to rest. passengers arrived safely from Israel, creates jewelry from the local red coral. Sunday was a freedom-of-choice day – Switzerland, Germany, France, U.K. and On our return to Propriano we were restful preparation for departure and Channel Islands in glorious weather, entertained in the Town Hall by the return home on Monday. which lasted the whole visit. Mayor M. Paul-Maire Bartoli and his I think those of us who were there Friday started with a coastal coach Deputies Mme. Elisabeth Taberner and had a very enjoyable time. Our thanks ride to Bonifacio complete with guide. M. Ange Lary.I had an interesting chat go once again to Angelina and Francis We viewed the unusual rock shapes on with a Francois Rossi who was a pilot for all their efforts in the preparation the coast along the way. On arrival we in the French Navy and was seconded and execution of the event. South Central Tribe Goes Back to College by Dick Brown - ICS #12179 fortunate few South Central Tribe members descended on College AStation, the heart of Aggieland where Texas A&M University is located. We had a blast. Friday evening we had the best barbecue in Texas. Saturday started with a tour of the Bush Presidential Library, located on the Texas A&M campus, where we were privileged to review a chapter of the history of our country in a most informative and tasteful manner. Then we met “Kit,” a senior at A&M and a third generation Aggie, who filled us full of Aggie tradition and esprit de corps as she showed us the campus. She is a pretty, graceful young lady whose enthusiasm put us on the magic carpet of life at A&M. Thanks, Kit. Don’t you ever let anyone tell you Texas doesn’t have good wines and interesting wineries. We toured the Messina Hof Winery, complete with tasting lessons and lots of samples. This was followed by an enjoyable ele- gant dinner at the winery’s Vintage House Restaurant. Nobody flew home that night.

SEPTEMBER 2005 Comanche Flyer • 45

PA24-260 Shoulder Harnesses 1967 PA-260-B N9220P, SN 24-4716, Late 1967 Comanche model. 2780 TTAF, 960 FNEW Eng, 300 APOH, STC, FAA, PMA approved for front Annual due 9-05. Always Hangared, S. CA climate. GPS Garmin 295 hardwired, Comant antenna, Classified and rear seats for comanche aircraft. Dual KX 155s, Dual KI 209 vor/loc/gs, KN64 DME, KMA24 Aud pnl, KT 76A xpndr/enc, Piper III AP, $475 FOR BOTH FRONT SEATS 6 prob eng monitor, Davtron DVOR, 4 plc intercom Trading Post is a non-commercial, member to $475 FOR BOTH REAR SEATS w/ clearance rec, Pulse Lights, 1/4 in glass, Vert card member service provided free of charge, one time compass, Digital volt/amp meter, Rosen visors, per member, per year. (The sale of aircraft is $850 FOR FRONT & REAR Kennon sun shields, Pfluger panel, Stc sm nose whl, not permitted in the Trading Post. (ICS MEMBERS ONLY) Knots 2U trailing edge wing fillets, Front Shoulder Ads must be submitted in writing only (fax or harnesses, Excellent Pt & Int, Micro vortex gen kits, E-mail OK). Free ads may not be placed by phone. *Not available for rear seats of three IMPROVES COMANCHE PERFORMANCE. $97,000 First 25 words are free. Extra words are $0.40 side window (B-C model) A/C. FIRM Don Christenson, 626-285-3492 til 7PM Pacific per word. Fax (405) 491-0325 E-mail: icsadmin@ time. email [email protected] 2/2 sbcglobal.net P.V. Aero 1965 PA24-260, 2693-TTAF, 1531 SMOH, 664 SPOH, Lenny Spall annual due 10-05. Dual King KX155 Nav/Com King KN65 DME, NSD 360 Slaved HSI, 618 Loran, Narco For Sale: Comanche 250 Cowl, Baffling, (918) 274-1616 AT150 transponder, 4-place David Clark intercom, Exhaust, Muffler, etc. as removed for Eagle Cowl. cell: (816) 210-4829 EI voice annunciator, check airspeed, landing gear, For more information contact: (937) 620-5289 time and altitude, engine analyzer, fuel level and or [email protected] 2/2 pressure, and bus voltage, Century IIB auto pilot For Sale: Comanche PA24-250 Hartzell 2- Bladed 1962 PA24-250: 3594 TTAF, 784 SMOH, 133 coupled to HSI. EI UBG16, engine analyzer, EI super Prop., Spinner, Backplate, Govenor and Prop TTProp. 3-blade McCauley, Interav 50A Alternator, clock, timer altitude, outside air temperature, flight Assembly. $2,500 or obo plus shipping. Changed KMA-24, dual KX155, dual G/S, KT76, S-Tec system timer, EI fuel computer, NDH. All original log books. to 3-bladed. Contact:(619) 444-1688 or email: 50, Flightcom Intercom/Digital Clearance recorder, $77,000.00 Contact Mike, LA/(318)282-93812/2 [email protected] 2/2 SVS III standby vacuum, Pulsar landing light system, For Sale: Seats for 1960 PA24-250. Seats were Insight 6plc CHT/EGT, one piece windshield, Metco rebuilt by Aircraft Interior Shop. Made from gray Tips, Fresh annual, All Logs, Paint (9) & Int. (9) New cloth and vinyl material. Like new for only $450 1990. Beautiful aircraft. Asking $85,000. Contact each. contact: (713) 645-5155 ext 222 or email Ken: (570) 693-3012 or E-mail: [email protected] 2/2 for pictures: [email protected] 2/2 AIRCRAFT FOR SALE: PA24/250 TTA 2237, For Sale: Bottom Engine cowling for 1961 PA24-250. Tsmoh 2hrs.on Piedmont ovh.Prop. 2hrs. sovh. Best offer plus shipping. Contact me by Email: Center Stack Panel with Digital Bendix 2000 [email protected] 2/2 pckge. and KX155 w/gs. 3 glideslopes (2digital, For Sale: HC-A2VK-1 &8433-7 Hub & Blades 1analog) 2 altimeters, 1/4 single piece w/s with from 1962 PA-250 removed for 3-Blade thick side windows. Toe brakes, "EAR" insulation McCauley $1250, Govenor $150, spinner$150. throughout, many other updates. Aircraft is a 9 Comanche wing tips good condition $100. plus out and a 9 plus in.Call for pics and details. Original glareshield $50. Two center windshield Serious inquires only! Gwyn Reid 828-396-7045/ Trim strips P/N 20715-00 $10 each. Kosola L/R [email protected]. 1/2 front seat shoulder harnesses for PA24-180/250 1959 Comanche - EAA award winner - PA 24- SN 1-1329, never installed, with STC paperwork 250/260 injected; 4817TT, 48 SMOH; 1150 1965 PA24-260: 5478 TT, 190 SMOH, 640 $200. (405) 528-1097, dwaters@ ssafara.net 2/2 TTSN, 640 SPOH; Hartzel Compact; KMA24 SMOH prop., 7 in & out, fresh gear o/h, $79,000 For Sale: Comanche parts for Singles & Twins. Audio; KX155/G5 Nav/com; KLX135A GPS/Com; call Rob: (914) 490-8835 2/2 PA24.250 Tail Section aft of baggage Comp., KN62A DME; KR85 ADF; KT76 Transponder; complete with stabs and rudder with vert.fin and Intercom - Auto control IIIB - Coupled; most speed 1964 PA24-260 Fast Comanche. Aircraft SN:24- dorsal fin in Excellent Cond. Nose and Main Landing mod’s (except cowling); 90 gal. fuel (in wings); 4025, No Damage History. Red/White/Yellow. IFR gear assys complete, ailerons and flaps, misc for 180 navy leather; Pearl paints; polished leading-edges Certified, 6370TTSN, 3170SFN, 942 SMOH & 250,top cowl for 260, Gear transmission & motor and gear; professional airframs and interior restora- 572SPOH (Since Inspection). All AD’s complied. (fits all comanches) Call Gwyn Reid at 828-396-7045 tion; mine since Nov of 1980. Serious inquiries only. Logs current and complete. Fresh Annual or email at [email protected]. 1/2 $99,000 (worth more). 800-769-0725 Denny. Photos Inspection. Aircraft hangared for most of its life. For Sale: I’m Selling an accidented but almost - http://brinksuzuki.com/59Comanche269.htm 1/2 Exterior 8/Interior 9 $69,500 For details call Bob complete and repairable PA39 (1971 s/n 79) that 1961 Comanche 250 3143TT, 1340SMOH, 300 570-883-7823 or photos and description go to rest in my hangar(Buenos Aires, Argentina). If STOR (new Millenium cylinders), fresh prop www.bobbyz.net/comanche.html 1/2 you are interested on the complete package overhaul hand polished, newpaint (red, white and 1965 PA24-260: 6200 TT, 1290 SMOH, 542 SPOH, (with both engines, propellers, instruments, blue), recent interior, 1/4" windows, 1/4" one piece Garmin 430, WX 900, S-Tec 50 with altitude etc.), please contact me. Asking, firm, $ 25.000. windshield, cabin insulated with ensolite rubber hold-coupled to GPS and heading bug, 4 place Ramón C. A. Juegen, fx: (+54-11) 4258-1134. and Learjet insulation (very quite), copper cables, intercom, front seat shoulder harnesses, strobes Email: "rjueguen@ feedback.net.ar". 1/2 new glare shield, metco wing tips, gear lobe speed $78,900, contact Dave at 304-549-1591 1/2 mod, IFR, new King audio panel, KX155, KX179B, PA24 260C Turbo 1970 A rare bird only 29 turbo PA24-250 Apollo GX 55 GPS (IFR enroute), auto pilot slaved, models manufactured. Very few remaining 2970 1960 PA24-250: N6849P, ser # 24-1983, TT 6190, Narco DME (just rebuilt) Bendix transponder, door T.T. 1400 engine - Compressions Mid 70’s - 1 quart 1690 SMOH, 1281 SPOH, 146 since prop insp. King seals, custom panel lights, halogen landing lights, oil per 10 hours Garmin CNX80/480 WASS approved KX155, Nav. Com, Loc, GS, ICOM 720 comm, A200 halegon strobe, alternator, shoulder harnesses, new G.P.S. with NAV.COM., localizer, glide slope, coupled digital com radio, King KY79 Trans and Encoder. baffeling, platinum plugs, 90 gallons fuel (3 tanks to Piper auto-controlled III with S-TEC 60 P.S.S. Marker beacons, 3/05 annual, new fuel cells, good just resealed), alternate vacuum, recent btakes and with altitude hold and vertical speed. Certified I.F.R. paint and interior. new 4 place intercom, Good solid roters. Complete logs, always hangered, May see GPS Enroute and Approached Certified (The new plane am selling because we need to train a couple at Well Aircraft, Hutchinson, KS 620-663-1546. Vnav approaches) [email protected] 936-447- of pilots and need trainer. Would consider trade for Contact Bryce Luty e-mail [email protected] Phone 6141 C.A. Parker 936-662-0692 $150,000.00 Cherokee 180 or Warrior.. Chuck 800-735-4955 or 620-663-7038. Send for additional info and pictures. http://www.1970comancheturbo.com/ 1/2 (701) 721-5101 $42,000 2/4 Price reduced from $85,000 to $81,000. 1/2

46 • Comanche Flyer SEPTEMBER 2005

Wonderfully maintained 1965 Turbo PA-30: 3634 TT, 526 SMOHL / 707 SMOHR Mattituck, tip tanks, Northstar M-3 IFR GPS, S-Tec-30 Autopilot fully Advertiser’s European coupled, Garmin 295 GPS, Narco Audio Panel, Wx-900 Stormscope. Too many extras to list. Index Center for Original owner group since new, always hangered Ada Aircraft Painting ...... 33 and treated with TLC. See photos and spec sheet Comanche Parts Advanced Pilot Seminars...... 38 at http://www.trade-a-plane.com/unprotected/ Aero Tech Services ...... 15 specs/35070.html. Original asking price $115,000, Aero-PMA-Parts ...... 19 Twins, Comprehensive stock of New & reduced to $89,000 for immediate sale! 516-541- Aerotech Publications ...... 11 Serviceable S/H Sparews, Inc., Props, Spinner 1547 or [email protected]. 1/2 Aerox ...... 13 Back Plates, Engines, Undercarriage Wheels, 1971 PA39-115 4150 Hrs. 230 Both SMOH, too Air Parts of Lock Haven ...... 38 Wings, CSU’s, El Boost Pump, Generators, many mods to list Narco MK 120 KMA 20 Northstar Aircraft Belts, Inc...... 15 Alternators, etc. In fact 90% of all Twin Parts. KM62A, King transponder KR85 Altimatic IIIB Aircraft Engineering, Inc...... 14 Aircraft Publications ...... 42 PA24’s less comprehensive, but try me. $125,000.00 William Sweet 815-734-4320 1/2 1966 Piper Twin Comanche - PA30, 6087 TT LT Aircraft Specialty Services ...... 9 Aircraft Spruce and Specialty ...... 21 Will Ship World Wide. 1806 SMOH, 728 STOH RT 728 SMOH; KA 134 AircraftColors.com ...... 20 No List. audio; KX175B Nav/Com; MAC 1700 Nav/com; Alpha Aviation...... 9 Tel: or FAX: KN 62 DME; KR 86 ADF; 618C Loran; KT76 Altus...... 12 Transponder Altimatic II w/alt. hold; paint 8+; Art By Cher ...... 4 UK: 44 116 240 2294 interior 9+; aileron gap seals; Vortex generators; Avemco ...... 33 E-Mail: [email protected] 1pc windshield; 5 seats; complete books since new; Aviation Insurance Corporation ...... 2 www.PiperSpares.com fresh annual. $79,000 - Denny TX 800-769-0725. Aviation Performance Products ...... 11,34 For photos: http://www.brinksuzuki.com/ B&C Specialty Products, Inc...... 14 66TwinComanche.htm 1/2 Be A Pilot...... 45 Bogert Aviation ...... 36 1965 PA30: 2658 TTSN, 1176 LE, 979 RE, New Bruce’s Custom Covers ...... 16 PA 400 Century 2000 autopilot with HSI, strikfinder, Digital 1965 PA24-400: Second owner since new. TT 4100 CFF ...... 23 Tachometers, Narco MK 12D’s, ARNAV Loran, Knots Chelton Aviation SN: 26-133, Engine and prop 100 hrs, Nicely equipped, 2U filters & wheel pods, Tip tanks, always hangared. Corporation ...... Inside Bk Cvr bx2000 rnav system, slaved hsi, Stormscope, radar Never used for training, No accidents Paint & Interior Clifton Aero ...... 19 altimeter GPS, Cent 111 autopilot etc. Many spare (9). January 2004 annual $110,000 Including power Comanche Gear...... 48 are available. Paint & Interior 7+. Asking $150,000 tow. Call and ask for Dick 800-374-3744 1/2 Cottonwood Welding and MFG ...... 23 Principals only. Call William at: (325) 247-5474 1964 PA30, 4950 TT 365/150 SMOH CP136, 2 MK Dave Pyle ...... 35 or email: [email protected] 3/3 12D, KR87, KN62, KT76A, ALTIMATIC III, IFR Degroff Aviation Technologies...... 35 LORAN STORMSCOPE, 1 piece W./S ?” side glass, Dennis Ashby...... 15 PA30 / PA39 Diagnostic Technologies, Inc...... 37 SHADIN F/F, many more mods, GOOD CLEAN 1964 PA-30: 6000 TT, 482 SMOH L, 209 SMOH Eagle Fuel Cells ...... 48 A/C $105,000 MARK 712-225-3636 1/2 R, Complete Interior & R&J panel upgrade, 1/4” Electronics International...... 29 glass, shoulder harness, S-Tec 50 w/ Alt. Hold, Erect-A-Tube ...... 20 Garmin GNC300XL GPS, GMA 340 Garmin Audio Fessler Aviation ...... 38 First National Bank Midwest ...... 41 Panel w/ 4 place intercom, glareshield, 2 GPS Flight Life ...... 9 antennas. Brakes turned, new landing gear harness, Classified advertising rate: General Aviation Modifications ...... 33 Bogart battery box mod, SS nacelle fairings, wheel Great Lakes Aero Products ...... 32 spats, exhaust stacks. Interior 9, paint 7, complete (Two issue minimum) Gulf Coast Stacks ...... 31 logs, always hangared. $110,000. Nevada (775) 883- Minimum Ad charge: $50.00 Hartwig Fuel Cell Repair ...... 20 3173 or email: [email protected] 3/3 Hartzell Propeller, Inc...... 17 1967 PA30B Twin Comanche, 2310TTSN, 239 Payment must accompany Heavens Landing ...... 5 SMOH, 455 SPOH, KNS80, KX155, KY92, KA134, advertisement order. Iliff Aircraft Repair ...... 22 AT150, Narco HSI coupled, ALT III w/alt hold, Loran, J.L. Osborne, Inc...... 42 ADF, Fact Oxy, 6 Leather Sts, El Trim, STC Mods, All advertising must be received by Johnston Aircraft Services ...... Back Cvr the editor in writing (mail, Fax, or Knots 2U ...... Inside Front Cvr Sm nose whl, WOW Cowls, gap seals, spats, Met- Kosala & Associates ...... 13 co-air tips, EGT, Shoulder harness, Dual brake E-mail) five weeks prior to the desired Linda Lou, Inc...... 31 calipers, Knots-2-U strobe Control wheel mike, trim month of publication. Payment must LoPresti Speed Merchants...... 43 & map light sw, voice act intercom, Alt conversions. accompany advertisement order. Met-Co-Aire ...... 31 NDH, Hangared, Fresh annual with purchase. Renewals may be made by telephone, Mike’s Upholstery ...... 11 $89,500, all offers considered. Jim Moore, 978-632- but initial ad must be in writing. Oilamatic, Inc...... 9 4252, or after 10/15/05 try 321-752-5219. 2/2 Park West Tours...... 8 1966 PA-30 Twin Comanche, 1970 TT, 312 TSO on The publisher makes no warranties Paul Bowen ...... 8,21 IO-320-B1As, eng/fuel anlyz, D. KX-155, DME, Penn-Air...... 6 as to the veracity or accuracy of Poplar Grove Airmotive...... 43 KR-86, KT-64 xpdr, S-TEC ap, KMA-20 Aud/Int, the information provided by the Precise Flight ...... 21,37 Janitrol htr, very nice, hangared, $130K. Gill, advertiser. The publisher is under Precision Propeller ...... 37 802-492-3454. 2/2 no obligation to accept any or all Questair ...... 22 advertisements. Redding Aero Enterprises ...... 13 AOG? Rocky Mountain Propellers, Inc...... 10 Ron & John’s Comanche Service ...... 11 Need Representation at Piper’s front door? International Comanche Society Schweiss Bi-Fold Doors ...... 30 Call Me: Sam Price 5604 Phillip J. Rhoads Avenue Sky-Tec Partners ...... 44 Air - Parts of Vero Beach Sound Ex Products ...... 33 Hangar 3, Wiley Post Airport 1-800-524-1617 fax: (772) 770-6120 Survival Products...... 15 Bethany, OK 73008 SVA ...... 26 2604B Piper Dr. -Ship TEL: (405)-491-0321 Traverse & Associates ...... 35 P.O. Box 2765 - Mail FAX: (405) 491-0325 Tsuniah Lake Lodge ...... 13 Vero Beach, FL 32961 Warren Gregoire & Assoc. LLC ...... 31 1/4 E-mail: [email protected] Webco ...... 7 Zephyr Aircraft Engines ...... 43

SEPTEMBER 2005 Comanche Flyer • 47

Last Laugh photographer from a well-known national magazine was assigned Ato cover Southern California’s wildfires. The magazine wanted pictures of the heroic work the fire fighters were doing as they battled the blazes. When the photographer arrived on the scene he realized that the smoke was so thick that it would seriously impede, or even make impossible, his obtaining good photographs from ground level. He requested permission from his boss to rent a plane and take photos from the air. His request was approved, and via a cell phone call to the local county airport, necessary arrangements were made. He was told a single-engine plane would be waiting for him at the airport. He arrived at the airfield and spotted a plane warming up outside a hangar. He jumped in with his bag, slammed the door shut, and shouted, “Let’s go!” The pilot taxied out, swung the plane into the wind, and roared down the runway. Within just a minute or two of his arrival they were in the air. The photographer requested the pilot to, “Fly over the valley and make two or three low passes so I can take some pictures of the fires on the hillsides.” “Why?” asked the pilot. “Because I’m a photographer for a national magazine,” he responded, “and I need to get some close-up shots.” The pilot was strangely silent for a moment; finally he stammered, “So, you’re telling me you’re not the flight instructor?”

48 • Comanche Flyer SEPTEMBER 2005

International Comanche Society, Inc. 5604 Phillip J. Rhoads Ave., Hangar 3 Bethany, OK 73008