FEBRUARY 2006 VOLUME 33, NO. 2

The Official Membership Publication of The International Comanche Society

The Comanche Flyer is the official monthly member publication of the Volume 33, No. 2 • February 2006 International Comanche Society www.comancheflyer.com 5604 Phillip J. Rhoads Avenue Hangar 3, Suite 4 Bethany, OK 73008 Published By the International Comanche Society, Inc. Tel: (405) 491-0321 Fax: (405) 491-0325 CONTENTS www.comancheflyer.com 2 Letter From The President Karl Hipp ICS President Karl Hipp Cover Story: Comanche Spirit Tel: (970) 963-3755 4 Mike and Pattie Adkins – Kim Blonigen E-mail: [email protected] Pilots, Partners and Owners of N4YA Managing Editor 6 2005-2006 ICS Board of Directors Kim Blonigen & Tribe Representatives E-mail: [email protected] 6 2005-2006 ICS Standing Advertising Manager Committees & Chairpersons John Shoemaker 6 ICS 2006 Nominating Committee 800-773-7798 Fax: (231) 946-9588 6 ICS Website Update E-mail: [email protected] Special Feature Graphic Design 8 Surviving Katrina Koren Herriman 9 Call for Nominees E-mail: [email protected] Pilot Pointers Printer Village Press 10 It Should Not Happen To You — Omri Talmon 2779 Aero Park Drive Comanche Accidents for Traverse City, MI 49685-0629 November 2005 and a Case www.villagepress.com Technically Speaking Office Manager 14 Online Intelligence — Gaynor Ekman Learning to Use the Garmin 430 and 530 Tel: (405) 491-0321 17 Technical Tidbits Michael Rohrer Fax: (405) 491-0325 E-mail: [email protected] 19 CFF-Approved CFIs The Comanche Flyer is available to members; From the Logbook the $25 annual subscription rate is included in the Society’s Annual Membership dues in 20 Transatlantic Adventures – Part Two Karl Hipp & US funds below. John van Bladeren USA, Canada & Mexico 2006 ICS Convention – Australia $64 First Year, $60 per year 24 The Over Water 400 thereafter 25 2006 Convention Update Lawrence Paratz UK, Europe, Asia & Africa $85 First Year, $82 per year Hamilton Island – Don’t Miss It! thereafter The Numbers are Growing and the All other Countries Incl. Australia Excitement is Building Fast $80 First Year, $75 per year Product Information thereafter 38 Shoulder Harness Program Update Cover Photo Newly refurbished 1964 PA30 owned by 40 From the Tribe Chiefs Mike and Patti Adkins, ICS #13947. Fly-In Report Photo taken by James Lawrence. 42 North Central Tribe Fly-In to Muncie, Indiana Copyright Notice Featured Fly-In The act of making a submission for publication is an express warranty that such contribution 44 South Central Tribe Enjoys Bruce Thumann does not infringe on the rights or copyright of Dickens on the Strand Festival in Galveston others. Nothing appearing in the Comanche Flyer shall be reproduced or distributed without 46 Comanche Classified the express permission of the publisher. 47 Advertiser’s Index Postmaster Last Laugh Send address changes to the above address. 48 Periodical postage paid at Bethany, OK 73008 and at additional mailing office. ISSN 08994223

FEBRUARY 2006 Comanche Flyer • 1 Actually between monitoring power settings, RPM and such, Letter From The President and resetting the pre-cessing DG, and looking for traffic, there is quite a bit to keep us busy. Throw in some thunderstorms to go around and it can get quite busy. When it appears to ulti-tasking – a relatively new word in our vocabulary. your co-pilot that you seem to be competently achieving the Most of us have been doing it for years and didn’t know aforementioned tasks, she will sometimes apply an additional Mwe were doing it until there was a word for it. When workload as evidenced in the photo to the left. flying your Comanche you are multitasking. You navigate, Personally I think this is carrying multi-tasking a bit far. communicate, and let’s see – what else? Oh yeah, fly the airplane. And, might I add, this is not a recommended practice. It does distract from the primary reason you are occupying the front left seat - flying the airplane. Now I’ll get to the Meat and Potatoes: It has to do with something my old instructor Murray taught me. He asked me one day after a couple hours of instrument instruction, “What is the most important thing about instrument flying”? I had about 18 or 20 hours of instrument training in my 250 at the time and had just done an extraordinarily lousy job of demonstrating my learned skills. I thought awhile and came up with answers like, “maintaining the assigned altitude” – NOPE. “Uh, not deviating from the flight plan” – NOPE. “Well, um, making sure you understand the controller’s instructions” – NOPE. “I give up.” He says, “The next two things.” I don’t understand at all what he is talking about. He explains; the most important thing is whatever the next two things are. For instance, when you are cleared for an approach, don’t try to memorize the approach! The first two things are the initial approach fix and the altitude. If you also try to memorize the heading and distance to the first step down fix, you’ll probably descend through the altitude. Sure you need to review the missed approach procedure and have the correct frequency tuned in, but if you try to get the entire approach procedure in your head, (as I had been doing) you will screw up the whole thing, just as I had done that day. Using Murray’s advice, I began to do much better. I think this advice also applies to flying, in general. If we concentrate on the next two things in any situation, we can’t go wrong. 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: Kim Blonigen, Managing Editor at [email protected] Articles and photos may also be sent via U.S. Mail to: Kim Blonigen 2031 South Beech • Wichita, KS 67207 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.

2 • Comanche Flyer FEBRUARY 2006 Now back to multitasking – we get so good at multitasking while flying the Comanche. It’s too distracting from flying that after a while we are thinking so far ahead of the airplane, and setting a bad example for the other Comanche drivers. we forget things like putting down the gear. My theory goes He pointed out that as President of ICS, I should be setting something like this: When you first transition to a fast complex a good example. (Isn’t there some saying about the difficulty of airplane, the wisdom always is that you are “behind the air- a leopard changing its spots? I’m only president for one year, plane”. You cannot keep up with what is going on: Approaching but I will be me as long as I’m around). Guess he’s right the airport, reduce airspeed, call for advisory, check the though. It’s kind of like talking on the cell phone while driving. fuel selector, turn on the pump, drop the gear, watch the It’s a distraction. He called it creating an “unnecessarily airspeed, check that the gear is down, flaps!! dangerous situation”. (I’m adding that phrase to my vocabulary). The Super Cub didn’t have flaps!! I agree that it’s definitely not a safe practice. I don’t hold Too much to do! Too much to do! Too little time! Judy’s yarn or use the laptop unless I’m at altitude with a But after hours of flying your Comanche, and years of squawk and talking with Center. And in West Texas (or familiarity, you find yourself so efficient that you are multi- another desolate place with very little traffic at 17,500 feet). tasking without even thinking about it. You have actually So fellow Comanche drivers, being the leopard that I am, caught up with, and passed the airplane! This stuff is easy! take everything I say with a grain of salt. Let’s see, after I land and put the plane away, we need to P.S. I’ve sent my exhaust pipes and wastegates to Acorn remember my fishing rods and tackle box in the hangar because Welding in Edmunton, Alberta Canada. Acorn came highly I need to take them home and put new line on the reels. recommended by my Canadian buddy, Rob Mudd who flies And the sleeping bags and camp stove. And the reels probably his turbo twin out of Calgary. Acorn has to manufacture jigs to need cleaning and oiling. Oh boy! Looking forward to fishing rebuild my pipes as the Miller conversion with the IO-360’s is with the kids next weekend. unlike any other animal. They are doing all this work at a What’s that noise? Oh Crap! I just landed with the gear up!! price less than the quotes I received stateside. In fact, most I don’t know if that is what’s happening, but it sure seems of the rebuilders I contacted in the lower 48 wouldn’t take like a plausible scenario. I think multitasking is great! the job. I’m looking forward to seeing their work. When there is no other traffic and you have lots of altitude Karl Hipp on a bright sunny day. But not when your airplane needs ICS #10241 your attention – your attention to the next two things. [email protected] Whether you are behind the airplane, with the airplane, 970-963-3755 or ahead of the airplane; if you concentrate and focus on the next two things, you can’t go wrong. Referring back to the photo, we are IFR in controlled airspace (at FL190), so there is no chance (I hope) of a mid-air collision and we don’t need to be looking outside. The engines are running smooth – lean of peak, of course, using very little fuel – burning mostly air. And I am way out ahead of the air- plane. But I am being distracted from flying the airplane by the task that Judy has assigned to me with her yarn. Nevertheless, I have a backup plan to remind me of – you guessed it – the next thing! Let’s see, what’s the next thing in this situation? Autopilot is flying the airplane. Five hours to destination. We are cleared direct so no immediate direction changes. Fuel! I will need to change tanks. JPI-EDM 760 says about 40 minutes left in the tips. So I have set a kitchen timer at 35 minutes to remind me to change the tanks. Since I have a Bose noise canceling headset on my head I will not be able to hear the timer if it is in its normal location velcroed to the front left window post. So when I use the timer, I transfer its location to being velcroed to the left side of my headset. Besides being functional, this is likely to set a new headset fashion standard. Actually it looks kind of stupid, but it will remind me of the next thing. So the advice is: VFR or IFR; ahead of, with, or behind the airplane; what’s the next thing, or next two things? The person sitting in the right seat can be an ally in your pursuit of the next two things. When Center says “Advise when 30 miles east of the Blue Mesa VOR,” why not show your right seat passenger how your DME or one of your GPS boxes works in relation to distance measuring and ask her/him to give you a holler when the number is approaching 30 miles? And then onto thinking about the next thing. [email protected] I got an e-mail from a Comanche Society member a while ago. He said I shouldn’t talk about writing on my laptop

FEBRUARY 2006 Comanche Flyer • 3

Cover Story: Comanche Spirit Mike and Pattie Adkins – Pilots, Partners and Owners of N4YA by Kim Blonigen

ike Adkins met his wife Patti almost 30 years ago, agreed to take on the task. Alternators, when he was her instructor at Martin Aviation at vortex generators, GAMI injectors and MOrange County Airport in Los Angeles and they have speed brakes were added; and any com- been flying together ever since. Currently they have about ponents such as gas caps and sound 75 years and 30,000 hours of flying between the two of them insulation that could be upgraded, were. having flown and instructed in a wide variety of aircraft Suffice it to say, every bolt, hose, cable, ranging from helicopters, gliders, radial engine biplanes, rod, etc. in the aircraft or aircraft systems seaplanes, tail draggers and jets. (particularly the landing gear) was replaced Four years ago, they started searching for an airplane or certified. that would fill their flying needs in the foreseeable future. Following, came the fun part for the Adkins – personalizing Specifically, they would use the plane to fly Patti to her job their airplane. During this process, the Adkins’ felt fortunate as an Airline Captain and to fly to Ireland for a pint, accom- they were able to obtain help and advice from ICS members panied by their flying pooch, Mr. Riley. Mike had flown a such as Maurice Taylor, Dave Buttle, Karl Hipp, John Van Twin Comanche 30 years ago and had always liked its look Bladeren, Hans Neubert, Charlie Tripp and Dave Fitzgerald, and feel and, over the years, had stayed in touch with the to name a few. Comanche Society. First, came a new N number combining Patti and Mike’s last The Adkins’ aircraft requirements were pretty clear – their names. Next, was adding all the mods they thought might tack Twin Comanche would have to be turbocharged for high on a few knots of speed. A big plus was enlisting the talents altitude range benefits and weather avoidance, carry a lot of of Mike Oakes at Buchanan Aviation in Concord, Calif. to gas and be fuel efficient. Further, by necessity it had to be do a ground-up interior and panel starting from bare metal. configured for single pilot, hard IFR and night flight. They The avionics had to be redundant so a backup ADI and finally found a 162-gallon, turbo, 1964 PA30 with about every- altimeter were added. For peace of mind on those long over thing in need of repair except the low-time engines and props. water legs, a fuel flow and engine analyzer were installed. Mike and Patti’s primary concern had always been safety For the single pilot requirements, a Garmin 530, an S-Tec and now they had a chance to completely refurbish and 55 with GPSS\Altitude Select, and a Stormscope, fit the bill. customize their aircraft. Mike Rohrer at Altus Aircraft Repair For the night flying, all instruments were backlit and battery backup lighting was installed. To prevent vertigo, all circuit breakers were converted to push-pull and moved to the panel. ᮤ Mike Adkins, left, with Mike Rohrer and Every instrument in the panel was either new or overhauled. the original logbook For those flights into the sun, all glass was replaced with new of the airplane. gray tinted glass. The Adkins also found a use for the old CB location on the floor, it makes an excellent insulated cooler for drinks. Patti designed the instrument panel and it was cut to fit her ideas. The leather interior and panel were done in shades of tan, with all the lettering silk screened in black and gold. No labels were permitted on the interior and all required lettering was ᮢ Mike and Patti Adkins with their flying pooch, Mr. Riley. stitched in gold. Photos by James Lawrence. After much deliberation, and against heavy opposition, Mike took responsibility for the decision to paint the aircraft a single color and shipped it off to Biz Jet in Tulsa, Okla. for a metallic steel blue, Clear Coat, Jet Glo paint job. All other parts of the plane, including the entire landing gear, were polished or chromed. Mike states, “My logic was that the Twin Comanche is kind of like a ‘flying Porsche’ and I wanted that ‘look’, although the vote isn’t in yet!” Sections of the aircraft were also re-skinned during painting and the tip tanks reformed to smooth lines. In May of 2005, after their airplane came out of its makeover, someone suggested taking it to Oshkosh. Having never been

4 • Comanche Flyer FEBRUARY 2006 there, it sounded like a good idea to Mike and Patti and they were quite amazed when N4YA won a “Lindy” trophy for “Best Custom Contemporary Single/Multi-Engine”. After Oshkosh, Mike and Patti started thinking about where to fly their newly refurbished airplane and decided that since the engines sat without running for one-and-a-half years, it would be best to let Penn Yan Aero overhaul them, which they are doing at this time. The Adkins hope the day is drawing near when they can finally fly their Twin Comanche all over the place, including to Ireland, with Mr. Riley for that pint.

Mike and Patti's newly refurbished airplane won a Lindy trophy at Oshkosh for Best Custom Contemporary Single/Multi-Engine.

Photos by James Lawrence.

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2005-2006 ICS BOARD OF DIRECTORS & TRIBE REPRESENTATIVES President: North West: Europe: Karl Hipp, ICS #10241, MS Tribe Tribe Rep/Sec Shirley Nelson, ICS #14897 ICS Rep Monica Rehkopf, ICS #14462 131 Beaver Lane 925 Ludwick Ave, 85570 Siggenhofen; Germany Redstone, CO 81623-8763 Blaine, WA 98230 Hm: 49-8121-229333 Fax 49-8121 229 332 Phn: (970) 963-3755 Cell (970) 948-5776 Phn: (360) 671-7388 Cell (360) 305-0287 Email: [email protected] Email: [email protected] Email: [email protected] Tribe Chief Avril Stadie, ICS #13280 Vice President: Tribe Chief Jay Hulbert, ICS #15334 Bay House 4 Yeomans, Lawrence Paratz, ICS #12475, AU Tribe 54967 East Kirkwood Dr. Eversley, Hampshire, RG27 0QD, UK 11 Wrixon St., Kew Sandy, OR 97055 Phn: +44 (0) 78-76-65-32-77 Melbourne, VIC 3101 Phn: (503) 702-6403 Fax: +44 (0) 78-76-65-90-44 Australia Email: [email protected] Email: [email protected] Phns: 03-9817-1222 03-9817-2088 Email: [email protected] W. Canada: S. Africa: Tribe Chief Don Ostergard, ICS #3263 Tribe Chief Fred Morrison, ICS #15438 Treasurer: Box 2550 PO Box 3912, Midrand Gauteng Charlie Tripp, ICS #7191, SE Tribe Drumheller AB T0J 0Y0 Canada 1685 South Africa PO Box 527 Wrk: (403) 823-9326 Fax (403) 823-9183 Hm: 27-11-314-8181 Fax 27-11-314-8182 Brownsville, TN 38012 Hm: (403) 823-8813 Cell (403) 823-0574 Email: [email protected] Phn: (901) 772-2130 Cell Email: [email protected] Email: [email protected] Australia: E. Canada: Tribe Chief John Macknight, ICS #596 Secretary: Tribe Chief Bruce MacRitche, ICS #10998 PO Box 356, Don Nelson, ICS #118, NW Tribe PO Box 244 Deniliquin NSW 2710; Australia 925 Ludwick Ave. Welland ONT K0A 1L0 Canada Hm: 61-3-5881 6000 Blaine, WA 98230-5109 Phn: (905) 295-4968 (905) 735-7773 Mbl: 61-427 694008 Phn/Fax: (360) 332-2743 Cell (360) 305-0286 Email: [email protected] Email: [email protected] Email: [email protected] Past President: Skip Dykema, ICS #3062, SE Tribe 5720 SW 38TH St. Davie, FL 33314 Phn: (954) 584-6558 Cell (954) 661-1454 2005-06 ICS Standing ICS 2006 Email: [email protected] Committees & Nominating CFF President: (non-voting) Harley McGatha, ICS #11687, SE Tribe Chairpersons: Committee 50 Country Rd. 537 Centre, AL 35960 Historical: None Chair: Phn: (256) 927-5044 Cell (256) 484-1738 Communications – Chair: Skip Dykema, ICS #3062, SE Tribe Email: [email protected] Mark Pfeifer, MS 5720 SW 38TH St. • Davie, FL 33314 Technical – Overall Chair: Phn: (954) 584-6558 Cell (954) 661-1454 TRIBE REPRESENTATIVES & CHIEFS: John vanBladeren, NW Email: [email protected] South East: Maintenance – Chair: Tribe Chief Ken Rivard, ICS #13465 Karl Hipp, MS Members & Tribes: 230 Malaga Ct. John van Bladeren, ICS #1282, NW Tribe Merritt Island, FL 32953 Operations – Chair: 2007 SE Ash St. • Portland, OR 97214 Phn: (321) 453-6700 Cell Bill Harris, NE Phn: (503) 329-8512 Email: [email protected] Finance & Budget – Chair: Email: [email protected] North East: Charlie Tripp, SE Tribe Chief Bill Harris, ICS #13820 Nancy Harris, ICS #14957, NE Tribe 4069 Shadowland Dr. Parts: None 4069 Shadowland Dr. • Radford, VA 24141 Radford, VA Bylaws, Standing & Special Rules – Chair: Phn: (540) 633-2567 Hm: (540) 633-2567 Cell (540) 818-3540 Don Nelson, NW Email: [email protected] Wrk: (540) 731-4772 Fax (540) 731-0543 Email: [email protected] Nominating – Chair: Shell Bresin, ICS #4570, SW Tribe Skip Dykema, SE North Central: 6 Blacksmith Circle Tribe Chief Dave Fitzgerald, ICS #10297 Flagship: None Phillips Ranch, CA 91766-4804 Phn: (909) 629-2626 5393 Hillsboro Ave. SE Elections – Chair: Email: [email protected] Canton, OH 44707-1167 Harley McGatha, SE Phn: (330) 484-4609 Cell Email: [email protected] Long Range Planning – Chair: Hank Spellman, ICS #5847, NC Tribe Lawrence Paratz, AU 111 Park Place • Lincoln, IL 62656-1529 Mid States: Marketing – Chair: Phn: (217) 732-8425 Tribe Rep/A.TC Mark Pfeifer, ICS #14817 Email: [email protected] PO Box 342 B David Pyle, SC Marshall, MN 56258 Phn: (507) 532-0439 Cell (507) 829-5889 Email: [email protected] Tribe Chief Dale McCaslin, ICS #15639 2300 NE Barry Rd. Kansas City, KS 64155 Web Site Changes – Update Phn: (816) 436-0272 Fax (816) 436-0003 n the last issue of the Flyer, the announcement regarding the website changes Email: [email protected] were misleading to some readers. Be assured that only registered members South Central: Tribe Chief Dick Brown, ICS #12179 Ihave access to all discussions on the website. 7015 Roundrock Rd. Previously, members were having difficulty logging into the Forum section Dallas, TX 75248 Phn: (972) 661-3923 Cell due to having a separate username and password, than what was used to login Email: [email protected] to the website. Now, members can use the same login information for both, South West: if they choose to do so. Tribe Chief Craig Varga, ICS #12906 4451 W. Folley Pl. If a member uses their Screen Name and Password when logging onto the Chandler, AZ 85226 Members Section, all they have to do is click the ICS Forum button and they’ll Phn: (480) 598-5583 Cell Email: [email protected] be automatically logged into the Forum without a need to re-enter in a different username or password.

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FEBRUARY 2006 Comanche Flyer • 7 Special Feature Surviving Katrina

Last April, Charlie and Melody Horton Channel as it came ashore on Monday (ICS #08483 & 14306 ) hosted an ICS morning. It was painfully obvious that fly-in at the airpark community where Diamondhead was taking a direct hit. they live in Diamondhead, Miss. As it turned out, Diamondhead was in Thirty-eight airplanes from 18 states the eastern side of the eyewall for the flew in to Diamondhead, bringing entire northern track of the storm. It together 90 people. Approximately is speculated that we not only had the four months later, Hurricane Katrina high water and high winds, but also dramatically changed their lives and some tornadic activity. ceramic knick knacks. Anything with Diamondhead. Below, Melody recounts As the storm progressed northward, a motor on it was ruined by the salt the events of evacuation, the devastation we decided it was time to fly the airplanes water, and Charlie’s tools are a total that Katrina brought and how they are out of the path of the storm. We left loss. All of our memorabilia is gone. rebuilding their lives in the aftermath. Mom’s mid-day on Monday and flew to All of our race trophies are gone. All Dallas where we stayed with friends. On of our photos are gone. But the good n Saturday, August 27, it was August 30, the day after the storm, news is we’ve made a lot of progress obvious we had a terrible Charlie flew back to Diamondhead to since August 29. And most importantly Ostorm in the Gulf and we spent check the damage. Our plan was for me we have been truly blessed to have the the day preparing to evacuate. We filled to fly home the next day if I didn’t hear support of our family and friends through up gas tanks, readied the generator for from him. About 8:00 p.m. that night, this crisis. Not only did our family help when we returned and boarded up the Charlie called me to say “Stay put, us in many, many ways from Wal-Mart house. At 8:00 a.m. Sunday morning, I’m coming back to Dallas.” What he gift cards to clothing, we also had friends I taxied out to take off for my mom’s house found when he arrived in Diamondhead from all over the country calling to see in Missouri. We had beautiful clear blue was heartbreaking. The entire south side how they could help. Our wonderful skies, but there was water already of Diamondhead, where we lived, was friends in Dallas – took us in for as long coming up around the runway. That destroyed. Most houses were completely as we needed, let us use their phone, was my first real indication of the gone – down to the slabs. There were their address, their office, their com- severity of this storm. I called Charlie a few houses on the airport that were puters, took messages for us, gave us on the radio and told him about the still standing, but all were gutted and a back yard for our dogs, and the list goes water. He took off an hour later. We all their contents were washed away. on and on. Our wonderful friends in didn’t want the airplanes to get stuck Many of our neighbors did not fly their the International Comanche Society there, with no way to get them out. airplanes out and every one of them helped us with hangar space for our We spent the first night at Mom’s house was completely destroyed. Most came airplanes, a loaner truck, a loaner Bobcat and watched the storm on the Weather out of their hangars. Our house was for clearing debris, Wal-Mart gift cards, one of the few standing, but it was racked help with fuel in Charlie’s airplane as he over and we recently had it demolished. flew several humanitarian flights into Our hangar made out just as bad, but Diamondhead to help our neighbors the steel structure was mostly intact. right after the storm, and that list Everything in the house and hangar was goes on and on as well. washed out and most of it has never Through a friend in ICS, we met a been found. Our car and truck, which we wonderful lady in Austin who wanted left safely tucked away in the hangar, to donate a motor home to a hurricane were washed outside and were totaled victim and she was told about us. We by the flood waters. We had at least a moved that motor home to Diamondhead 30-foot storm surge, with battering waves on September 29. We have since moved on top of the surge. The slab of our house into a trailer provided by the State of was at 16 feet above sea level and the Mississippi, which is now placed on water was over the roof line of the house. our property in front of the hangar. To make a long story a little shorter, Our yard has been completely cleared, we saved the two airplanes, two dogs, us, the car and truck have been towed away, and about four days of summer clothes. and the house has been demolished Everything else is a total loss. We’ve including the slab. The hangar has been pulled a few things from the rubble, like repaired with three new walls and new some of my china and crystal, a few doors. As of December 22, we were

8 • Comanche Flyer FEBRUARY 2006

finally able to lock the hangar for the but still have a long way to go. Plans first time since the storm (we were are in the works for a hangar/house. looted after the storm – they stole our The hangar/house will be a metal generator, chain saw, pressure washer, building (the metal buildings survived and fuel transfer pump). Charlie has the storm, better than the brick houses) pressure washed the inside of the hangar and will consist of a hangar on the first and was able to bring his airplane back floor and a second floor living area a few weeks ago. My airplane is still at starting at 20 feet above the hangar. Mercury Air Service in Addison, Texas Hopefully, we’ll finalize those plans in and we expect to get it Dec. 29, exactly the near future so we can start the four months since the storm. building process. Electricity was restored November 4. Charlie’s shop in Metairie, La. was Prior to water being restored, Charlie flooded with about four inches of water installed a 500-gallon water tank and and had one big roll-up door buckled in transported water in 55 gallon barrels. from the wind. We were fortunate not We had a water well drilled and have to have more severe damage and were been using that successfully for all able to reopen the business on our water needs with the exception of September 20. All of our employees drinking water. City water was finally came back, but they all lost their homes restored December 23. Charlie also as well, and can’t work 100 percent of set up a washer and dryer in the the time. So the business is operating, hangar, so I don’t have to go to the but we’re not back to our normal oper- laundromat anymore. ating level just yet. But, to quote Charlie, As you can tell, we’re making progress, “we’re getting better every day.” Call for Nominees Nominations for office in the ICS 2006 Annual Voting of Members are now open. The Nominations Committee is named in this issue (page 6) and may be contacted with suggestions for candidates including one’s own desire to run for Office. The Offices open are President, Vice President, Secretary, and Treasurer. The terms of Office are for one year beginning with the close of the Annual General Meeting, this year to be held in Australia in mid-August. Nominations will close on April 2, and the Annual Voting by mail will begin with delivery of the ballots in the July Flyer. Candidates are not required to be present at the meeting in Australia, where the winners will be announced. Please contact the Chair, any member of the nominating committee, or myself for further information. Don Nelson, ICS Secretary ICS BYLAWS - ARTICLE VIII NOMINATIONS AND VOTING Section 1. On all questions brought before the Members of the Society, each member in good standing as of the closing date of the membership rolls for that vote shall be entitled to one vote. A member in good standing is a member whose dues are currently paid. The membership rolls shall close on the 21st day of the month immediately preceding the beginning of the voting period. Section 2. Within 90 days following each AGM, the Board shall select a Nominating Committee (NomCom) of three or more persons to nominate candidates for officers to be voted upon at the next Annual Voting of Members. Not more than one member of the NomCom shall be a member of the Board, and the President may not appoint to nor serve on the NomCom. No Board member may nominate more than one person to the NomCom, and no Tribe shall be represented on the committee by more than one tribe member. The NomCom is to nominate one or more members in good standing for each office, and no member of the NomCom may be nominated by the committee for any of the offices, to be filled at the succeeding election. Section 3. The names and contact information for the Chairperson and members of the NomCom, and a call for nominations, shall be published in the Comanche Flyer in each issue not past deadline from the appointment of the committee until nominations are closed. Section 4. In addition to candidates proposed by the NomCom, any member in good standing of the Society shall be a candidate if he or she submits to the Chairperson of the NomCom a letter agreeing to serve if elected and letters from three other members in good standing, not more than one of whom is from the same tribe as the potential candidate, nominating the potential candidate and attesting to the potential candidate’s fitness for the position sought. The Chairperson shall immediately acknowledge each communication received from a member wishing to be a candidate or nominating and attesting to another member’s fitness to serve. Section 5. Nominations for the election of officers and the closing time for placing on the ballot for all questions to be brought before the membership in a Voting of Members shall end no sooner than 5 PM at the Society office 90 days prior to the beginning of the voting period.

FEBRUARY 2006 Comanche Flyer • 9 Pilot Pointers It Should Not Happen to You Comanche Accidents for November 2005 and a Case by Omri Talmon - ICS #7949

Comanche Accidents, cell that was in the area. The pilot’s was obtained from information recorded logbooks were not located, therefore, by the FAA. Between 1151:09 and November 2005 his instrument currency and experience 1154:10, the radar data depicted an 11.1 was left undefined. No anomalies were airplane with a mode C transponder Make/Model: PA24 noted with the airplane, engine, or its code “1200,” flying northwest and Date: 11/03/2005 flight instruments that would have climbing from 7,300 feet to 8,500 feet. Location: Tacoma, WA Description: Acft called inbound from the contributed to the accident. No distress Radar plots showed that the airplane east for landing. Controller issued landing calls were received from the airplane. made a left turn followed by a right turn. instructions and reporting point. No further The National Transportation Safety The last three radar returns (while the communications were received from pilot. Board determines the probable cause(s) aircraft was in the right turn), showed Pilot conducted a low approach over runway and was last observed on radar on down wind of this accident as follows: The pilot’s the airplane descending from 8,500, to leg west of the airport. Pilot landed gear up loss of control and the exceeding of 7,600 feet and 4,700 feet, respectively. on runway. One POB, no injuries. the design limits of the airplane which The 4,700-foot radar return was the Damage: Substantial resulted in an in-flight break-up. A factor last recorded. The airplane’s fuselage 11.2 was inadvertent VFR flight into IMC. was located approximately 4,500 feet Make/Model: PA24 southwest of the last radar return. Date: 11/16/2005 History of Flight Location: Denver, CO On June 30, 2002, approximately Personal Information Description: Acft reportedly lost power and 1200 Central Daylight Time, a Piper The private pilot held single-engine landed off the airport on a frontage road PA-24-260 single-engine airplane, was land, multi-engine land and instrument alongside 1-25 south of Denver. One POB, no injuries. destroyed following an in-flight breakup airplane ratings. He held a valid third- Damage: None near Gorman, Texas. The airplane was class medical certificate that was issued registered to and operated by the pilot. on January 11, 2000, with the limitation, 11.3 The instrument-rated private pilot and “Must have available glasses that correct Make/Model: PA24 Date: 11/26/2005 three passengers sustained fatal injuries. for near vision.” The pilot’s logbooks Location: Lincoln Park, NJ Visual meteorological conditions pre- were not made available to the NTSB Description: Acft crashed into a wooded area vailed, and a flight plan was not filed investigator-in-charge (IIC), but his last after the engine failed. Two POB, both sus- for the 14 CFR Part 91 personal flight. medical certificate application indicated tained minor injuries. Damage: Substantial The cross-country flight originated from he had accumulated a total of 7,900 the Lamesa Municipal Airport, Lamesa flight hours. It is unknown whether A Case (2F5), Texas, stopped at the San Angelo the pilot was current in instrument Accident occurred Sunday, June 30, Regional/Mathis Field (SJT), San Angelo, flying, when his last biennial flight 2002 in Gorman, Texas. Aircraft: Texas, and at the Dublin Municipal review took place, or how much Piper PA-24-260. Injuries: Four fatal. Airport (9F0), Dublin, Texas, to pick up instrument flight time he had accu- The instrument-rated pilot lost con- passengers. At 1145, the flight departed mulated. Dublin for the return flight to Lamesa. trol of the airplane, which experienced Aircraft Information an in-flight break-up, after encounter- At 1150, a witness heard a low flying [Description of the PA-24-260]. The ing instrument meteorological conditions airplane, and one minute later he maintenance records were not located; (IMC) while on a visual flight rules heard a “thud.” The witness stated that however, a repair order for the aircraft’s (VFR) cross-country flight. There was the wind was blowing out of the southeast last annual inspection was obtained. no record of a weather briefing or air at 20 miles per hour and light rain and The annual inspection was started on traffic control (ATC) communications low clouds existed near the accident September 10, 2001, and was signed off for the accident airplane. Radar data site. No radio or distress calls were on October 1, 2001. The repair order – see the full narrative. The wreckage received from the airplane. The Civil listed the airworthiness directives was distributed along a 1.4-mile wreckage Air Patrol (CAP) received Emergency complied with, the emergency locator path. Weather radar data at the time Locator Transmitter (ELT) signals at due date, and engine compression check of the accident was overlayed onto 1428, 1452, and 1522. At 1600, the CAP results. No anomalies or repairs were the ATC radar data. The combined initiated a search, and at 2045, the listed. According to the repair order, information depicted the airplane flying accident site was located. the aircraft tachometer reading and through the leading edge of a precipitation Air traffic control (ATC) radar data aircraft total time was 5,090.0 hours.

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FEBRUARY 2006 Comanche Flyer • 11 Meteorological Information front fuselage belly and the remaining nearly empty aircraft will be 140 mph, The nearest weather observation empennage remained lodged in the farm resulting in the reduction of about 2.4 facility was located in Mineral Wells, equipment. The right wing was separated miles per hour per 100 pounds of Texas, which was approximately 50 outboard from the flap, and the left wing reduced weight. The resulting differ- statute miles northeast of the accident was separated outboard from the landing ence in MP is not so dramatic and may site. At 1207, the weather facility issued gear wheel well. The right and left main be three to four inches. So we have to a special observation reporting the wind landing gears were found in the retracted placard/remember two MP values (Full- from the southeast at 13 knots gusting position. [Balance of the description of Empty) and extrapolate in between. to 19 knots, visibility 5 statute miles in the wreckage is omitted for brevity]. The speed will stay at VA, or close to it, as long as the aircraft flies level. Pitch light rain and mist, and few clouds at Medical and 1,800 feet, broken clouds at 3,900 feet, nose down and the speed shoots to the and an overcast layer at 5,000 feet agl. Pathological Information forbidden and dangerous area. Therefore, An autopsy was conducted on the pilot The temperature was 72 degrees struggling with the controls with both by the Tarrant County Office of Chief Fahrenheit and the dew point was 70 hands and with ultimate attention – we Medical Examiner on July 1, 2002. degrees Fahrenheit. fly level and forget about updrafts and According to the autopsy report, the The Abilene, Texas, weather obser- downdrafts. These may be quite impres- pilot died as a result of “massive blunt vation facility, located approximately sive. I saw a vertical speed up of 1,500 force trauma.” 70 miles west-southwest of the accident feet per minute with a near MTOW Toxicological testing was conducted site, issued a weather report at 1152, aircraft when I was vectored by ATC by the Federal Aviation Administration which reported the wind from 140 directly into a cell while in solid IMC. (FAA) Toxicology Accident Research degrees at 5 knots, visibility 10 statute There may of course be exceptions calling Laboratory, Oklahoma City, Oklahoma. miles, and broken clouds at 4,400 and for special actions but the level flight Toxicology tests for cyanide, ethanol, 6,000 feet agl. The temperature and should be the rule even if it means wan- and drugs were positive for 3.964 ug/ml dew point were 73 and 72 degrees dering away from our initial altitude. This of acetaminophen detected in the Fahrenheit, respectively. The altimeter also implies disconnection of the autopi- pilot’s blood. setting was 30.08 inches of mercury. lot (at the very least the altitude hold). The ATC radar data was plotted along Discussion This is just a partial reminder of with weather radar data obtained from This is not a typical Comanche some basic weather flying rules, in the Dyess Air Force Base NEXRAD (Next accident, of the kind I am trying to find case we find ourselves in trouble in spite Generation Radar) facility. A review of and discuss. However, it reminds us that of preparations and careful planning. the weather radar animation revealed our beloved aircraft is no different from Back to the accident: The last three precipitation moving through the acci- the rest: It has design limits. Further radar returns showed the airplane dent area from the south-southeast to – winter is here and the accident is a descending from 8,500 feet to 7,600 feet the north-northwest. An overlay of the reminder of weather flying. and 4,700 feet. We have no idea about the radar track with the NEXRAD image Inadvertent VFR flight into IMC, cited time intervals between the returns. If showed that at the time of the accident, by the NTSB as a factor in this accident, these were consecutive (at each radar the airplane was positioned along the should of course be avoided, practically revolution) the resulting descent speeds leading edge of a precipitation cell that and legally. However, it is not by itself are horrendous. No wonder that the air- was moving to the north. a killer provided the pilot is trained speed may have been well over the red There was no record of a weather and current in instrument flying and line and when the pilot tried evading briefing for the accident airplane. the aircraft is properly equipped, and action with the controls, the aircraft as long as the basic safety rules are went over the design limits and broke up. Wreckage and A remark about the toxicology: The Impact Information adhered to. Some highlights follow. Clouds/cells are characterized, pilot was positive for a drug called The accident site was located at 032 inter alia, by turbulence, all the way acetaminophen. This is the active ingre- degrees 15.643 minutes north latitude to very severe one. The number one rule dient in Tylenol and other similar drugs. and 098 degrees 42.535 minutes west in such cases is to fly at VA – Maneuvering By itself, Tylenol is not a forbidden drug longitude. The wreckage was distributed Speed (AKA Turbulent Air Penetration to pilots and this is probably the rea- along a linear path that measured 1.40 Speed). It is sometimes easier said than son why it is not cited by the NTSB as miles in length and was oriented from the done, as the airspeed indicator goes wild a factor in the accident. However, we southeast to northwest. Documentation and jumps all over the place. The way don’t know why the pilot took Tylenol. of the wreckage path began with the to go about it is to placard the manifold Did he have fever? Or migraine? How fuselage, which was located at the south- pressure which, in cruise with the normal severe? How long? Such conditions east edge of the path. The main wreckage RPM setting the pilot uses, results in may indicate self grounding. consisted of the propeller, engine, and VA. Now we can use the MP gauge in fuselage from the cockpit aft to the tail Lessons lieu of the non readable ASI in order cone. The fuselage came to rest inverted Avoid dangerous weather if possible. to get us to the desired speed. There in a field against farm equipment. The Refresh the ABC’s of weather flying is another problem though – the main wreckage was compressed, meas- and stick by them. Maneuvering Speed is weight dependent. uring approximately 2 feet in height It is lower for lighter weight of the aircraft. Proverb from the belly to the top of the fuselage. For example: My tip tank equipped PA-30 One cannot win a conflict with The cabin roof was separated from the is placarded at 163 mph but this is for weather. The best one can hope for is fuselage. The fuselage, aft of the cabin, maximum takeoff weight. The VA for a a draw. was folded over, coming to rest on the 12 • Comanche Flyer FEBRUARY 2006 An affordable fix for those old Comanche Sun Visors!

As an optometrist and Comanche-owner (ICS #13091), I wanted better sun visors for my Comanche 400, so I obtained field approval for these. The parts are aircraft-grade black 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 and spectrum to block direct sunlight and minimize adaptation time to dusk light conditions. These utilize your existing mounts. $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* DEPOSIT, refundable IF returned within 15 days. No returns accepted after 15 days. Call and leave a message or fax or email me with mailing address and credit card information. *s/h: $1.00 for plans/337; $9.95 for “SAMPLE PAIR”; outside US extra Dr. Steven A. DeGroff 150 Forest Park Drive • Berne, IN 46711 1-866-FLY-2020 • fax: 260-589-2911 email: [email protected] www.degroffaviation.com CONTEMPORARY BRONZE LINDY “Custom Multi Engine”

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FEBRUARY 2006 Comanche Flyer • 13 ONLINE INTELLIGENCE Technically Speaking Learning to Use the Garmin 430 and 530

This month’s discussion comes from think the only difference between it and Marshal, the Avionics Folder, regarding the the 430 you have, is the size of the a. Buy the video half price, as quoted. issue of how best to learn to use the screen. Your question is very general, It is not that bad. Garmin 430 and 530. The following before anyone can give you advice b. The sim is a great tool. I hope is from a series of online postings you have to explain what you want it you know you can place yourself at from the Comanche’s Owner’s Forum. to do for you. I bought the training your own airport and “fly” from there. These postings are provided for video from Garmin after I had the c. If you get lost in the box, the informational purposes only. The views unit for several months and was quite solution is to press a long CLR. It will expressed in these postings represent disappointed. I felt I had learned bring you from wherever you are to the opinions of individual Comanche everything they pointed out in the video. the first NAV screen, with the in built owners and have not been vetted by One always thinks there is more in there CDI and the data, the one “left” to the the ICS technical committee. but once you learn to program flight moving map. As a responsible pilot and aircraft plans, fly approaches, do vectors to final, Omri owner, you should always seek the learn what all the dials do, nearest vor, ––––––––––––––––––––––––––––––––––– advice from an experienced, trusted airport, ndb, intersection and the like, I found the simulator to be the best source, such as your A&P or CFF- you pretty much have it mastered. for me. I got so comfortable with the approved CFI, before applying any of If you have something that you’re 430 that when we (Avionics shop guy the techniques or recommendations having problems with, let us know & me) went on the test flight, it seemed presented in these postings. and we can be a bit more informative. that I knew more than he did on its The postings are printed as they I found that the box was more intimi- operation. As another person said you appeared in the Forum. Due to space dating than complicated. Roll up your need to practice, practice & more considerations, we are publishing sleeves and have fun. It is the greatest practice in VFR conditions before you only selected posts. thing since the Wright Flyer, believe go in actual IFR. Have fun with the ––––––––––––––––––––––––––––––––––– me. I truly love my 530 and wouldn’t 430. All, fly without it. Joe, ICS #5302 My local avionics shop had a slow ––––––––––––––––––––––––––––––––––– BTW: if you want the Garmin train- Hi Omri, spell and gave me a deal I couldn’t ing video it’s half price, plus shipping. refuse to add a Garmin 430 and GPSS. Thanks for the inputs. I had figured Email me at [email protected] out how to work from my home field. They did a very nice job too – Midwest Regards, Avionics in Auburn, IN. But, I don’t think the simulator drives daveb1234 the HSI when in VLOC mode, though. I’m reading the manual cover to cover ––––––––––––––––––––––––––––––––––– and using the simulator, but want to Get the TRAINING VIDEO. I am in Also, I wish my Comanche could “simu- know if there are some additional the same boat that you are. I have late the simulator” by doing 600 knots! training tools I should be getting. The only flown the plane for one hour for Which screen(s) do you monitor on classes I’ve seen are not workable for the initial break-in of the engine and an approach? It seems like I want to be me from a time/location standpoint. the video was the only thing I had flipping between the first Nav screen Any recommendations? watched. Funny, the video does not and the map. I’d prefer not to be Thanks, tell you to hit enter, enter, to get started. doing that on approach. Marshall Aurnou After going in patterns over the airport Regards, ––––––––––––––––––––––––––––––––––– for an hour, I accidentally hit enter, Marshall ––––––––––––––––––––––––––––––––––– Marshall enter. I think the only way to learn that Marshal, Harley My rule is to eliminate any pilot action thing is [to] take a safety pilot and go out ––––––––––––––––––––––––––––––––––– and play with it. I have the 530, which I (except of course in emergency) at the

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FEBRUARY 2006 Comanche Flyer • 15 ONLINE INTELLIGENCE

last phases of an approach, certainly altitude hold and I’m glad I listened; it Bob, try this: after the FAF (save for bringing the makes holds, cruising, and approach Go to the flight plan page. flaps from half to full, but only after brief/setups easy. I like using the Garmin Press menu. having the runway in site). This rule simulator to review the issues related Select change fields. includes the 430, so no screen switching. to flight planning, changing, skipping Select ETE. I normally have it on the map, with over or deleting waypoints in mid plan; Back out of there by pressing the the approach activated. This helps for diversions, and switching between the cursor knob. Or when done, press position awareness, especially if ATC IAF and vectors in the approach (PROC and hold the clr button to put you on tosses me all over the place. The screen- and FPL pages). These skills are useful the default nav page. ing for possible conflicts includes the when ATC can’t let you fly your plan. Press the fpl button. You’ll see the two ILSes and the map. I have two I used the manual in concert with the active route. altimeters but both are hooked to the simulator then went out and flew Press the cursor button. Scroll same static system. In case I have any approaches with my instructor. I find down to the bottom using the big reason to doubt the performance of that developing flight plans and flying knob on the right. ETE to destination this system I switch, of course before them from your home field while sim- is at the bottom. the FAF, two screens right. There you ulating a diversion and reprogramming If all is set up, one press of fpl have the altitude reading which, we know, the waypoints is a useful drill. shows when we will get there. can be a couple or three hundred off, I think it’s key to understand how Omri but is still the best I have to validate to quickly access the tools in the pro- ––––––––––––––––––––––––––––––––––– the altimeter readings. Next comes the cedures and waypoint pages. I modified That’s just what I was looking for altitude at the FAF, which is on the let my Nav 2 page a bit. This is helpful if Omri. That would have been a two down plate and should be exact. you’d like to see different digital info hour phone call to Tech Support, if I Omri or rearrange the info on these pages. I got the info at all! ––––––––––––––––––––––––––––––––––– tried using checklists and fuel planning Bob Bradley Omri, ––––––––––––––––––––––––––––––––––– in the Aux pages and found that better Bob, It sounds like you’ve really nailed is the enemy of good enough. I find the the autopilot coupling, and knowing My pleasure. Once the group of GPSS coupling to be the best way to let fanatic Comancheros, sometimes called who to keep happy for that matter. I George fly the approach, unless you am still too chicken to do any of my the Choir, or at least a part thereof, have a precision approach at home, tried to evaluate how complex is the own avionics wiring. This comes from a like I do at Oakland, then VLOC is complete electrical failure I had shortly cockpit of the average Comanche. We best… Sounds like you’re having fun. set as criterion the number of buttons, after I got the plane – we found lots of Bruce Godfrey, N5888P bad wiring behind the panel. I figured dials, switches, toggles etc. There were, 1959-180, ICS #15256 on the average, 200 of these. The 430 if qualified mechanics could make this ––––––––––––––––––––––––––––––––––– kind of a mess, I wasn’t familiar enough I fly a Garmin 530 with a Century has about 30 screens and each has a to do it myself. So, I’ve had well-respected 2000 and I love the combination. Can’t menu with several options. The bottom avionics shops redo the whole thing and wait for Century to come out with line is that the 430 is as complex as subsequent adds. Everything works great GPSS which is supposed to be any day the rest of the cockpit (unless there are now. I’m sure at some point in the (for the last year). other gizmos), but all this is controlled future I’ll make sure I have the right One pet peeve that I have with the by just ten buttons and a couple of knobs tools and dig in - just not yet. Garmin is that I can’t find a way to with a center push button. Not an easy I believe the VOR coupling issue you show “Time to destination”. It shows proposition, and not very intuitive. had is typical. Both avionics shops I time to the next fix, but I, and my pas- Therefore after installing the 430 I took dealt with told me VOR signals are sengers, want to know, “Are we there a very firm decision: If I get lost in the poor for coupling. However, the localizer yet” and if not “How much longer”. 430 maze I leave it alone and resort to signal should be very good. I found Now I can pull up the flight plan page, the old fashion instrument galore. myself using the heading bug instead look at the last entry to get the distance The maximum action in this situation, of VOR or Loran couplings for the same to destination. Then take the ground time and workload permitting, is to press reason. The Loran was better, but didn’t speed and make a pretty good guess. long the CLR, which brings the unit do so well in fringe areas. With the GPSS, But with all of this computer horsepower, to the first (from left) NAV screen. I don’t need to do anything - just program it seems that this piece of information One click to the right of the small the route in the GPS and away I go. should be available. In fact, it should right knob brings up the map. Regards, take the current winds and even figure Omri ––––––––––––––––––––––––––––––––––– Marshall in heading changes and subsequent Our thanks to Dale Vandever for ––––––––––––––––––––––––––––––––––– ground speed changes into account. Marshall: compiling this text. You can view Has anyone discovered something these messages in the context of the The previous posts nail most of the that I have missed? issues I’ve discovered since I began entire discussion by going to: Bob Bradley http://forums.delphiforums.com/ playing with my 530 and an S-Tec 50 ––––––––––––––––––––––––––––––––––– this March. JvB recommended I get the comancheflyer.

16 • Comanche Flyer FEBRUARY 2006 Technically Speaking Technical Tidbits by Michael Rohrer - ICS #13393, Altus Aircraft Repair, Inc.

want to thank all my friends and loyal customers over the last few years. Much has happened in 2005, it was a Ivery busy and exciting year. First, we finished Mike Adkins PA30 the “Blue Streak”. I was very pleased and I know Mike is. (He and his wife Pattie are highlighted in the Comanche Spirit feature of this Flyer, page 4). Plane and Pilot magazine is doing a feature article on the airplane. Secondly, I finished a flight in a customer’s PA39 to Australia (OZ) in August. This was probably the most fun and adventurous thing I have done. The total trip was 57.2 more difficult it became to hours. Look for more information about it in an upcoming Flyer. move. It came to a point This article is long over due. But I think the time is right to where I could not move it at get back into the saddle, per say. It feels good to be back and all. I sprayed it down and let it set overnight. The next most important, keeping my loyal customers informed and morning, it moved like it was a totally different cable. We up-to-date. This month’s article will be short, but I feel it needs use the “Kwikee Penetrant” every inspection and it seems to be passed on. to last a whole year. This is an easy and quick remedy, and Last year during the Kansas City convention, I was shown if used on a regular basis, it will keep from expensive some pictures that were taken by Tony Brown, a gentleman from replacement costs. England. He figured with my exposure with the Comanche fleet Take care and so long for now. I might be of some help. The photos showed severe corrosion in the stabilator itself. The corrosion is located by removing the stabilator and looking inside the end, which the torque tube slides into. This is the stabilator attachment fitting. Corrosion has reared its ugly head on Comanche’s that have been painted and stripper has been used during the preparation phase. Since this issue has come to my attention, we have seen two airplanes with this same problem – none as severe, but never the less, a problem. If you have had your airplane painted and they used stripper, it would be a good idea to remove one side and check it out. If caught early enough, it’s easy to remedy, but waiting too long will cause extensive damage. While you are looking, go a little further and take a good look at the stabilator and wheel bearings. These also take a hit with the stripper. Refer to the photos shown, they tell a lot. A good and reputable paint shop will take precautions against this. Bizjet in Tulsa, Okla. did the paint job on Mike Adkins’s PA30. We followed it through the entire paint process. We removed all flight controls, gears, panels so that this would not be a problem. Some of you please remember (and you know who you are) that I am just the messenger, so don’t shoot me. I hope this is useful. I want to add to a recent answer to a question that was asked in the “Ask the Expert” column, concerning a problem with sticking control cables. We have used a product called “Kwikee Penetrant” for about the last five years with great success. This item is sold by a company called Lawson. It contains a special additive A/T for quick penetration and molybdenum disulfide for lubrication. We have saved customers a lot of money from having to replace cables that were totally frozen in place. I had a propeller control cable that I had thought for sure needed to be replaced. As the weather turned colder, the

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18 • Comanche Flyer FEBRUARY 2006 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 COMANCHE FLYER FOUNDATION, INC. [email protected] Maurice Taylor Video Programs James Bates – AZ Take advantage of Maurice’s expert knowledge, captured on these Single, (480) 837-3836 professionally produced videos. Great tools for mechanics, too. [email protected] Program 1: Preflight Walk-around Program 2: Tech Tips: A Closer Look Kevin C. Baun – OH Twin, (740) 881-9878 Program 3: Comanche Landing Gear [email protected] Program 4: Single Comanche Flight Tips Program 5: Twin Comanche Flight Tips Sheldon Bresin – CA Single & Twin, (909) 629-2626 (Programs 1-3 apply to both the single and twin models.) [email protected] Now Available on DVD (all five programs on one DVD.) Orlando Brown – OK DVD each $101.00 plus shipping (North America $4.00, elsewhere $7.00) Single, (405) 376-4056 Special Sale on Videotapes (while supplies last). One program per tape. [email protected] Specify programs desired and VHS or PAL tape format. Dennis Carew – WI Tapes each $25.00 (regular price $39.95) plus shipping, Twin & Single or all five for $100.00 plus shipping (North America: $2.00 plus $2.00 per tape; (262) 250-3136 / (920) 749-9558 plus [email protected] elsewhere: $6.00 $3.00 per tape.) Charles Classen – IL Books Single, (815) 269-2552 Into the Wind: The Story of Max Conrad by Sally Buegeleisen [email protected] Enjoy this account of the life and feats of legendary pilot Max Conrad, including Linda Dowdy – MN his record setting flights in our own Comanche N110LF. pb, 264pp. Twin, (763) 753-1571 Price: $21.50 plus shipping (North America: $5.00: elsewhere: $12.00.) [email protected] PA-30 & Multi-Engine Flying by Alice S. Fuchs. pb, 68pp. William Harris – VA Single & Twin, (540) 731-4772 Price $9.00 plus shipping (North America: $2.00; elsewhere: $4.50.) [email protected] Please fill out to order Ira Menin – IA Please circle items above and indicate any multiple quantities. Be certain to Single, (712) 239-5142 [email protected] specify DVD or tapes, and format (VHS or PAL) and programs desired for tape orders. Eric Schlanser – MI Item(s) cost: ______Add all shipping: ______Order Total: ______Single, (616) 382-3709 Mail to: CFF c/o Henry A. Spellman, 111 Park Place, Lincoln, IL 62656-1529 [email protected] Telephone & Fax: (217) 732-8425 / E-Mail: [email protected] Dave Stewart – IN Enclose check, money order, or credit card information. U.S. funds only. Single, (219) 462-0182 Credit card information: Discover MasterCard Visa [email protected] Roger Wentowski – AL Card Number: ______Expiration Date: ______Single, (205) 290-8401 [email protected] Signature: ______V Code (Visa only): ______Larry J. Whitbeck - IL Ship to name: ______Single, (217) 732-9704 [email protected] Street Address: ______Steve Zaboji – VA City: ______State: ______Single & Twin, (703) 471-1764 [email protected] Zip Code: ______Country: ______Telephone:______E-Mail: ______

FEBRUARY 2006 Comanche Flyer • 19 From the Logbook Transatlantic Adventures - Part Two By Karl Hipp - ICS #10241 and John van Bladeren - ICS #01282

On April 12, 2003, Karl Hipp and John Van Bladeren began a transoceanic round-trip flight from mid-America to the western part of Europe. A trip many ICS members remember because they could follow it on the ICS website and one that was so good, we’re reprinting it in the Flyer. In January’s issue of the Flyer, Part One of the flight log excerpts were featured, below the journey continues with Part Two.

ᮤ Karl replacing a spark plug.

ᮤ Barb and Judy with a full bag- gage compartment

ᮢ Portugal near the coast

20 • Comanche Flyer FEBRUARY 2006 ᮡ Douro River where the grapes for port wine are grown

SUNDAY, APRIL 27, 2003, 14:45 UTC ᮣ Winery Manor House Report from Porto, Portugal, by Karl Hipp While the girls and I loaded the plane change a spark plug. On run-up at this morning, John rechecked the San Sebastian, we determined the spark weather and filed the flight plan to plug for the left magneto on #3 cylinder, Porto, Portugal. CNN news showed a left engine, was bad. The JPI EDM 760 mess of rain where we are headed in told us so – great unit! Portugal, but my computer Flightcheck The handler asked if I wanted jet-A. shows the terminals predicted CAVU. I said, “No; Avgas-100LL.” Another truck The bus hauls us to the terminal. John confirms after checking the met appears. Two more handlers working We enter a nondescript back door and office in San Sebastian that, as usual, for the same outfit get out. The first guy avoid immigrations, customs, and CNN is full of it. looks at the plane, while the second security that the passengers from the The two-and-one-quarter hour flight comes over and asks if I want jet-A. I commercial flight, which just landed, becomes two-and-three-quarters with answer again, “No; Avgas-100LL.” are enduring. Then, it was two beers strong headwinds. Once airborne, John The guy from the first truck leaves. in the terminal restaurant and a taxi begins to negotiate the complex route. A van pulls in with two more employees to the hotel. MEA is FL120. He negotiated FL80 VFR and they start grabbing our bags. I tell TUESDAY, APRIL 29, 2003, them, “Not so fast. We need to change on top. In Spain, it is not called VFR on 10:30 UTC top; you need to proclaim you “have a plug and get fuel.” They say no Report from Porto, Portugal, the ground in sight.” Eventually, we problem, the girls can sit in the van eliminate a dozen waypoints by getting and we will wait. by Karl Hipp direct to LPPR. John talks to Center and A big fuel truck pulls up five minutes We spent yesterday and today with a we make quite certain that we are still on later. It says Jet-A all over. I explain to private guide we hired, a Portuguese guy an IFR flight plan. We have adopted the the driver we need 100LL. By the way, named Fernando. He drove us all over phrase, “Are we in positive control?” these guys all speak fairly good English, Porto yesterday and up the Duoro river LPPR is a major airport. There are no they just don’t care or pay attention. valley through the wine country today. FBOs like in the states. You get parked John and I got the bad spark plug We visited several wineries, and sampled in the middle of nowhere, and then a out and are ready to put in a spare. many wines and Ports. guy shows up in a mini-truck and asks, Ten more minutes; here comes a jeep The weather doesn’t look good for “Do you require a handler?” Stupid with a fuel tank on a trailer. We took the planned flight to France tomorrow. question they ask, of course we need 287 litres. Cost was 302 Euros, or about We may go along the coast to avoid a handler. When asked the charge, $4 per gallon, with my “commercial” possible ice at the MEA of FL110 across they shrug; they have no idea. I make discount”. We now have 120 gallons the mountains. La Rochelle in France it clear we are in no hurry for a van, aboard for the flight Wednesday to La is predicting thunderstorms. We will we need to get fuel and we need to Rochelle, France. check weather in the morning.

FEBRUARY 2006 Comanche Flyer • 21 WEDNESDAY, APRIL 30, 2003 was gone another 10 minutes and got we never showed anyone our passports) Even though we got a fairly early start us some boarding passes. plus charged a transport fee—all totaling today, we didn’t take off till 10:45 a.m. Once we got past the police, John and about $18 Euro. from Porto, Portugal. It was just the girls were taken the “about 2-3 We contacted the tower, got permis- moments before our flight plan would miles” to 56Y. While John was loading sion to start and taxi. Our clearance time out. Porto is a big airport with all and pre-flighting, I was escorted to the was ready at the runway. I flew the leg the wonderful security, and the airport guy who computes all the fees we owe. to La Rochelle, France. The flight was authority has no separate way to deal It is apparently a complex formula based three hours with tailwinds averaging with general aviation. I had a card with on the aircraft weight, where you came 25 knots. We managed to stay on top a telephone extension number for the from, the length of your stay, and where for the most part at FL130 through airport, a mobile phone number, and you are going. In addition to that infor- Portugal and northern Spain. fax number that the handler had given mation, I had to show him my pilot’s There was light ice in the clouds. me when we left the airport on Sunday. license and aircraft registration. They John and I anticipated the coastal cloud I had the hotel fax the flight plan and spend time doing investigative work to tops to be lower and we were correct. then tried to call. No answer on either make sure you don’t live in Europe with Once in French airspace, we got a line. The taxi dropped us at the only an “N” registered aircraft. Also, they descent to FL90 since we had no oxygen. airport access point – the main terminal. will try to collect VAT (value added tax) There was ice in the clouds over France We went to information and they called – around 17-19 percent. throughout the descent until FL50. the “handler”. The handler told me to go I complained to the handlers of what The approach to La Rochelle was visual. to gate 7, show the police my pilot’s a poor job they had been doing and all Ceiling was 3,000, wind 270 at 25G30, license, aircraft registration and flight the delays. It is their job to expedite landing runway 28. plan, and they will meet us on the our flight plan, weather reports, and At Rochelle, it was another Mercedes “other side.” all aspects of our transit through the diesel taxicab to the hotel. The meal that We did so, but at the gate the police terminal and airport property. After night was typical of France. Small shook their heads and, in so many words, paying the $60+ airport fees, I was amounts of good food that is expensive. told us to go away. So it was back to the escorted to the handler’s office. I was Also, as Dave Buttle has observed, “It information desk, and another call to met by a supervisor who apologized for doesn’t matter what you order; you the handler. In 10 minutes they were the very poor service. They waived all will get what they bring you.” at gate 7. The police then said we needed the handling fees, which I am sure boarding passes; just like passengers would have been $40 to $60, but on a commercial airliner. The handler charged for a “customs” fee (even though Continued on Page 28

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FEBRUARY 2006 Comanche Flyer • 23 ICS30854.qxd 19/8/05 4:33 PM Page 1

ᮤ Australian Comanche 400 VH-EDM over “Panshanger Estate”, Tasmania, the home of George and Maree Mills. This Comanche was bought new by George’s uncle, Ernest, in 1965 and has been based on the property in the ownership of the one family ever since. The Over Water 400 ustralia is a federation of states, Ernest flew it the 500 nautical miles you – but surely this aircraft has spent the most southerly of which is home. The aircraft made its first Bass more time over water than any other ATasmania – an island some 175 Strait crossing and since then has spent Comanche? And only once has a turn nautical miles from the mainland 40 years in the same hangar and own- back been necessary when a partially across Bass Strait. ership of the same family. blocked injector caused rough running. Tasmania boasts a rich history dating Ernest used the airplane as transport in As one would expect, his attention to back to the early 1800s when it was his farming business and put 3,400 hours maintenance is meticulous. No chances settled as a British penal colony. History on the airframe over the next 22 years. are taken. Spark plugs for example, are suggests it was chosen for its isolation Many of these hours were flown on trips of changed every 100 hours regardless of and distance from England. This isolation over 1,100 nautical miles between his condition. After the new engine installation has helped preserve much of its heritage Tasmanian base and Yepoon, near – carried out at Melbourne’s Moorabbin and has given it a character which sets Rockhampton in Queensland where he airport on the mainland – he spent 15 it apart from the other states. also had farming interests. Rockhampton hours bedding it in over terra firma It is a ruggedly beautiful part of the is just a little south of Hamilton Island, before tackling Bass Strait, regarded by world with 18 National Parks. The famous the site of this year’s Convention. sailors as one of the most treacherous Tasmanian World Heritage Area covers George took over EDM in 1987 and stretches of water in the world. 3.5 million acres and draws visitors from put the aircraft through a complete Naturally, great attention is given to all corners of the globe. refurbishment. During the almost 3,000 survival planning in the highly unlikely Farming is also an important industry hours since, he has looked after it as a event the IO-720 decides to take a holiday. and dates from the early days of settle- member of the family and restored and High-quality lifejackets and a very well- ment. Vast tracts of land were opened up upgraded many components. Recent equipped raft have always been manda- creating some of Australia’s finest farms. additions include an S-TEC autopilot, tory. Recently, George has gone a step Some survive to this day. One such farm Garmin 430 and completely independ- further and all occupants now wear jackets is “Panshanger Estate”, now owned by ent backup electrical system. The air- which incorporate a personal life raft. ICS members George and Maree Mills. craft is in superb condition. Ernest Mills’ flying career started in And on the 6,000 acre property, is a The original engine was overhauled unusual circumstances between the first beautifully maintained grass airstrip twice and at 6,000 hours, a new engine was and second World Wars. While in London known as “Longdown” and there resides installed. Reliability is essential for all during an overseas trip, he received a a Comanche 400 with a great story to tell. aircraft, but for George Mills it takes on telegram from his father, a man who VH-EDM was bought new in April, 1965 an even more important meaning. Like would not set foot in a flying machine. by George’s uncle, Earnest Mills, a life his uncle, he uses the 400 extensively It read: “Would you learn to fly gyrocopter member of the Australian tribe and one in the management of his farming if I pay, love Dad”. of this country’s great aviation characters. enterprises and this means frequent He accepted the offer, and in doing so It had been packed in crates and shipped over-water crossings on trips to various became the first person in the world to to Australia where it was reassembled mainland destinations. gain a gyrocopter license without any pre- at Sydney’s Bankstown airport by the vious flying experience. He returned to local Piper dealer. Over the water record Australia and gained his aeroplane license Without trawling through 40 years of with the Royal Aero Club of Tasmania at ᮢ A journey undertaken countless times. log books, it is hard to be precise but nearby Launceston Airport. It is one of VH-EDM powers up the sloping taxiway George suggests the faithful Comanche through the lucerne paddock on its way the oldest aero clubs in Australia. to the carefully maintained grass runway. has made around 1,000 crossings of Bass Strait which equates to approximately Cut and thrust 1,000 hours over water. It is always risky Ernest owned a number of other air- to claim records – someone invariably craft before coming under the Comanche comes out of the woodwork and trumps spell. Many of his flying exploits are

24 • Comanche Flyer FEBRUARY 2006 ICS30854.qxd 19/8/05 4:33 PM Page 1

Australia 2006 Convention Update HAMILTON ISLAND – DON’T MISS IT! The Numbers are Growing and The Excitement is Building Fast by Lawrence Paratz - ICS # 12475 ᮡ The over water Comanche 400 in front of the ICS 2005-2006 Vice President and hangar where it has lived for the last 40 years. Australian Convention Chairman

legend in Australia, as was his running battle with the Department of Civil t is great to be able to report a tremendous Aviation (equivalent of FAA). It isn’t hard interest and many registrations for the to work out who won the contest. Ernest IAustralian Hamilton Island Convention. finally relinquished his license just While the committee has put in like crazy prior to his 90th birthday. to make this the convention of a lifetime, as Now in his 90’s, his eyes still light up ᮡ Between them these men have spent I’m sure do all convention committees, we are when talking of the cut and thrust. On around 1,000 hours over water in Comanche really excited to see the way registrations now VH-EDM travelling between the Tasmanian one memorable trip he changed tanks are rolling in. At mid-December, we already farm and the Australian mainland. Earnest had 120 paid registrations and there will be just before Bass Strait on the way home, Mills (right) bought the 400 new in 1965 only to have the engine quit. A refueller and put 3,400 hours on the airframe over more by the time you read this. had jammed the chain in beside the cap the next 22 years. His nephew, George, This is great news for the Convention then took over the aircraft and has since and great news for ICS! allowing fuel to vent overboard. He glided flown nearly 3,000 hours. down in IMC from 8,000 feet and broke We have registered delegates from right around the world, including a lot from the out above the only clearing in a great memorable occasion, he dozed off while U.S. and Europe. expanse of forest and made a successful approaching Melbourne. EDM continued This early commitment is also making it landing. The owner of the farm greeted on autopilot right through the middle of much easier for us to build even more into the him, “I didn’t hear an aeroplane.” “That’s the zone while controllers diverted jets convention program, which is happening right because I’m out of fuel,” Ernest replied. in all directions. now. So standby for some exciting extras, The farmer offered gas. When Ernest There were also a couple of encoun- not in the brochure. The sooner you book, politely explained that he needed avgas ters with wildlife. He once landed on an the more you help us to make the convention the farmer contacted the police for unseen horse which came off second-best. the absolute best. assistance who arrived and cordoned off A large crow succumbed to the 400’s If you have misplaced the convention the aircraft while contacting the ATSB as furious speed during a sightseeing blast brochure, it’s available for download at our per procedure. Sensing trouble, Ernest just above river level. On that occasion, website, www.comancheflyer.com.au. Jodie, contacted the nearby Sale Aero Club and George was in the front right-hand seat who is our convention organizer, and her team arranged for the urgent delivery of a drum and took the full force as the bird came are a mine of information not only about of avgas. He quickly refuelled and depart- through the windscreen. the convention, but about Hamilton Island. ed for Tasmania before the arrival of Ernest has been a great contributor to In fact, Jodie has just spent her honeymoon any more officialdom! the Australian Tribe and indeed is a great there to ensure she is right up-to-date – Ernest flew by his own rules, but they contributor to general aviation. His that’s dedication. worked for him. He regarded NDB’s as nephew, George, continues the tradition. I have been asked about cell-phone cov- underpowered and unreliable. Instead, George and Maree, and VH-EDM will erage on the island. It’s excellent and if you he let down on radio stations because “they be at the Hamilton Island Convention. have a GSM phone with a major carrier, then were always there and always worked”. Look them up and ask about the over there will probably be a roaming agreement Control zones were just another obstacle water Comanche. There are more stories that had to be negotiated. On one to tell. Continued on Page 26

FEBRUARY 2006 Comanche Flyer • 25 Australia 2006 Convention Update – continued... in place. If you don’t have a GSM phone are not sure what arrangements will It is great to hear how many people as your regular phone, or even if you do, be in place at the convention. I will try from all over the world have already it’s a good idea to bring over a spare or and include this information in a later made the decision to join us at Hamilton old GSM phone. Then buy a prepaid update, including whether it’s in-room Island for a truly memorable ICS card for it (available on the island), and wireless or Ethernet. Of course the Convention August 6-11, really just a and you can call your convention and cell-phone networks provide various few months away now. Australian friends without incurring data capabilities which will be of most If you haven’t done so, now is the international roaming charges. interest to the Australians who have time to make the decision to join in, For the Australians, the island advises the required hardware. register, and book your travel. best coverage is by Telstra and Optus Australian electricity supply is Registration is easy. Just go to with some Voda coverage. If you are 240VAC 50Hz with a unique Australian www.comancheflyer.com.au and follow with another carrier, you might wish socket pattern. Adaptor plugs are widely the links to the Convention and online to enquire of your carrier. available on arrival in Australia, and on registration. And Jodie is always avail- And while we are on technical mat- the island, so as long as your devices able by phone to discuss your plans. ters, the island is currently revamping are happy with 240V, you shouldn’t have Details are on the website and in the its internet access, so at this stage we too many problems brochure you received recently in your Flyer. Remember this is the Convention where your family can join you in your Australia 2006 Convention aviation activities and at the same time have the holiday of a lifetime – regardless of their age – maybe even the grandkids. Confirmed Delegates by Country So, build in some tourism time before

Attendee Attendee Companion Attendee Attendee Companion or after the Convention. I said last month, that here in the AUSTRALIA CANADA Australian Tribe, enthusiasm is building Mr James Barry Mr Rob Mudd Mrs Sheila Mudd – and that’s still the case. Ms Christine Cochrane Mr Travis Cochrane DENMARK And the Tribe is still keeping its Mr Robyn Crowe Mrs Leigh Crowe Mr Holger Von Bulow Mrs Gigi Von Bulow regular activity going, as well. As I write Mr Reg Darwell Mrs Pat Darwell this, we are about two weeks from a fly-in Ms Althea Drew GERMANY weekend to ICS member John Ward’s Mr Brian Duddy Mrs Julie Duddy Mr Friedrich Rehkopf Ms Monica Rehkopf Mr John Graham Mrs Robyn Graham new airstrip at his winery. And our Mr Peter Hazelton Ms Ronnie Hazelton SWITZERLAND proficiency program is also continuing. Mr Francis Hendry Mrs Helen Hendry Mr Rolf Frieden But importantly, we are looking Mr Kenneth Holdsworth UK forward to hosting you with our leg- Mr Rob Horne Mrs Margaret Horne Dr David Buttle Mrs Jennifer Buttle endary Australian hospitality in just a Ms Veronica Howlett Mr Ronald Nunn Mrs June Nunn few months. Register now, and make Ms Loretta Kahler-Page Mr Matthew Page sure Jodie knows your travel plans so Mr Jim Lansdown Ms Pamela Vagg USA we can meet and greet you on arrival. Mr Ken Lapham Mrs Vicki Lapham Mr Richard Beil Mrs Barbara Beil Mr Roger Lenne Mrs Lynda Lenne Mr Richard Brown Mrs Doris Brown Within the Australian Tribe, this Mr John Macknight Ms Jan MacKnight Mr William Cody Dr Dianna Cody Convention is a rare chance to enter Mr John Michell Mr Lewis Combs Ms Jennifer Combs an ICS flagship contest, and some Mr George Mills Mrs Maree Mills Mr Richard Drewyer members are really taking this seriously. Mr Geoff Modra Mrs Eunice Modra Mr David Fitzgerald Mrs Linda Fitzgerald I’m sure there’s more “spit and polish” Mr Jack Moore Mrs Jennifer Moore Mr Lorne Harmon Mrs Peggy Harmon to come as the date approaches. Perhaps Dr Fred Morgan Mrs Marcia Morgan Mr Karl Hipp Ms Judy Brin I’ll have to bite the bullet and get my Mr Trevor Nixon Mrs Lynette Nixon Mr Harley McGatha Mrs Alecia McGatha long deferred repaint done (but don’t Mr Lawrence Paratz Mrs Kerrie Paratz Ms Dorothy Meadows Mr Gene Meadows hold me to that). Mr Gordon Pickering Mrs Shirley Pickering Mr Don Nelson Mrs Shirley Nelson In any case, there should be some Mr Tony Read Mrs Angela Read Mr Mark Pfeifer Mrs Denise Pfeifer Mr Martin Singer Mrs Diane Singer Mr Ronald Renfro Mrs Lana Renfro top-flight Comanche flagship contenders Mr Bill Smith Ms Rosemary Smith Mr Fred Riplo Mrs Connie Riplo to view and appreciate as well as those Mr Ian Thomson Ms Irene Lawson Mr Philip Role Mrs Mary Catherine Role machines which have completed the Mr David Tull Mrs Jenny Tull Mr Ralph Russi Mrs Avona Russi inter-continental trip out here for the Mr Tony Van Der Spek Mrs Jan Van Der Spek Mr Francis Sargeant Mrs Janet Sargeant event. Mr John Ward Mr William Schnauffer Mrs Judy Schnauffer See you in Australia. Mr Peter Webb Mrs Margaret Webb Mr Roger G Smith Ms Joan Smith Mr Spider Webb Ms Yvonne Webb Mr Bruce Thumann Mrs Tina Thumann Mr Nigel Wettenhall Mrs Margaret Wettenhall Mr John Van Bladeren Ms Barb Maksymowicz Mr Stephen Wood Mrs Erica Wood Mr Robert Williams Ms Martha Calderwood

26 • Comanche Flyer FEBRUARY 2006 5HJLVWUDWLRQ)RUP

First Name: Surname:

Postal Address:

City: State: Post (Zip) Code:

COUNTRY: Ph: Fax: Mobile:

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Twin Share or Double Accommodation for the nights of Sunday 6 August, 2006 – Friday 10 August 2006 is included in your registration fee. Any additional night’s accommodation will be charged by Hamilton Island at a rate of $210 AUD per room per night (rate valid for the three days previous to and following the conference).

Please Select: R Reef View Hotel R
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Flying Commercial? Flight Number: ______Date ____/_____/______Time: ______Registration includes: twin share or double bed and breakfast in the Reef View Hotel or the Whitsunday Apartments for the nights of Sunday 6 August, 2006 to Friday 10 August, 2006. It also includes access to all Presentations, as well as the following functions: Welcome Cocktail Party on Sunday 6 August, Poolside Buffet on the evening of Monday 7 August, Great Barrier Reef Trip on Tuesday 8 August, Conference Gala Dinner on Wednesday 9 August, Whitehaven Beach Trip on Thursday, 10 August, Daytime catering on Monday 7 August and Wednesday 9 August.

Registration (per person $AUD): $1980

Single Supplement: If you would prefer to have your own room at the conference, please add $300 to your registration fee. + $300

Sub Total: Less Earlybird Discount (if paid in full before 15 December 2005): - $198

Early Departure (Thursday 10 August) - $250

TOTAL: $ Payment Options: R Cheque (for Australian Residents Only – made out to the International Comanche Society).

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Signature: Please note that Iceberg Events will appear on your credit card statement. Please also note that all prices shown are in Australian Dollars. When paying by credit card, your card provider will convert the currency, and your bill will be shown in your home currency. The conversion rate will depend on the rate on the day of processing, and on the policy of your card provider. Please return your form with payment to: Iceberg Events, PO Box 780, MT OMMANEY QLD 4074, Australia Or fax to +61 7 3715 8275 or e-mail [email protected] Currency converter available on line: www.xe.com

www.comancheflyer.com.au ᮤ German submarine pens. without any amendments. This has been typically how it operated for us. Getting it FRIDAY, MAY 2 approved initially was the difficult part. We were up at 7 a.m. and in the air at Once over Belgium, we asked for 10:00 a.m., having departed La Rochelle some direct routings to avoid the longer for Lelystad, Holland. We’ll meet John’s filed paths, and they were accepted. Continued from Page 22 cousin, Dini, in Amsterdam. I just called We were also able to vary the altitude her on the satellite phone to inform we without much resistance. The time over THURSDAY, MAY 1 are one hour out. It’s solid in the clouds; Belgium was short as the country is pret- Today, John and I were going to take now at FL100, negative ice at minus ty small. We were now at FL 80 approach- a bus to visit the German submarine five degrees Celsius. The HF antenna ing Rotterdam. Again, a change in flight pens. It’s a bank holiday. No buses! is full of ice and shaking the tail. plan was requested and granted. We We took a taxi. also asked for FL 60 when available Observation: There have been con- SATURDAY, MAY 3, 2003 and that was granted. The Dutch con- tinuous “holidays” since we arrived in Report from Amstelveen, troller asked if we wanted to remain IFR Europe. No wonder they pay such high Netherlands, by John Van Bladeren and we assured him that we did, not taxes. Between all the holidays, and Entering Belgium airspace, the weath- make the mistake we did in England two hours “closed for lunch”, they er cleared up, along with the accents from when we left controlled airspace. The don’t work much! the French controllers. One thought that Dutch controller was in Amsterdam and We were told the sub pens were off had always been presented to us about sounded as good and clear as any of the limits and guarded. We figured we European flying, was the rigidity of the controllers in the United States. The would get a look from the outside. As system. We did not find that to be the case sighting of Amsterdam was like coming it turned out we had no problems gaining entirely, although they were insistent home, as Barb and I visit Amsterdam access. Maybe the French don’t guard about the flight plans which had to be filed often, and Karl and Judy have been stuff on holidays. for the flight. While we are used to “direct guests of my cousin Dini, and Jaap in The sub pens are an enormous set of routing” in the United States, our flight Amstelveen before. structures. John estimates a bazillion plan from La Rocelle to Leleystadt had 12 We were now cleared to 2,000 feet cubic yards of concrete (he’s an engineer; points in a 500 NM flight. They zigged and given a QnH setting of 1012, which he should know). Apparently the Allies and zagged all over the place. Once the meant we were about to leave the Flight bombed the pens like crazy in World flight plan was approved from Center, we Levels. The controller asked if we had War II with no effect. picked up our clearance from the Tower Lelystadt in sight. We indicated we did

28 • Comanche Flyer FEBRUARY 2006 and he responded with a question about canceling IFR. We agreed to cancel. He then came back and stated we could go to Lelystadt information only after descending to 1,500 MSL. We were told previously by others that there is no VFR in the Netherlands above 1,500 MSL. This would seem to confirm that. The landing in Lelystadt was uneventful. We were met by a follow-me truck which led us to parking. Saturday in Amstelveen was very quiet and we are beginning to think about the trip back to the United States. First thing tomorrow, Barbara leaves for Portland, Oregon. It is an hour drive to the airport and a two hour flight back to Blackbushe in London. We will prepare for the return trip across the ocean by putting the aux fuel tank back in and packing the extra goods we had sent back to London with the Buttles. WEDNESDAY, MAY 7, 2003, 09:39 UTC Report from Goose Bay, Labrador, by Karl Hipp Yesterday, May 6th, we went on an eight-hour bus tour of a small part of Iceland. John and I found much of the countryside to resemble Wyoming – wide

FEBRUARY 2006 Comanche Flyer • 29 open, with no trees except those that ᮤ Waterfall in Iceland have been planted. We saw a picturesque waterfall, some geysers, and a volcanic crater. One of the most interesting features we saw was the rift between the ᮢ Volcanic Crater North American and European geological plates. There is a face of rocks on either side where the earth is “pushing apart.” New material is being formed from below and pushing up in the center. This new real estate being created is, of course, taking millions of years. This morning, we received excellent service from Sveinn Bjornsson, the owner of Flight Services, Ltd. Weather maps and terminal weather printouts were provided, and he also filed our flight ᮤ Rocks on the fault line plan for both route segments. A Bonanza had come in the night before, and we met the owner, who is a Frenchman moving back to Paris from New York. He had along as his co-pilot, Margaret Dudertwaltz, who is an accomplished North Atlantic ferry pilot. Sveinn said she had recently completed her 500th crossing. Margaret commented on my “poopy suit” as I was donning it. She refers to this type of suit as “a full body condom.” Sveinn remarked that the suit I have, as uncomfortable as it is, will keep you alive in the water. The type of suit John has is an oil rig workers suit. Sveinn, and Andrew at Far North in Scotland, both agree this type of suit will not help keep you alive for any significant time in the North Atlantic. We are now enroute to Narsarsuaq, Greenland, and John is flying. We are presently at 14,000 feet, in and out of clouds, with an outside air temperature of minus 20 degrees Celsius, doing 160 knots groundspeed. Winds are predicted to be light and variable from Reykjavik, Iceland to Narsarsuaq. The plan is to land there for fuel and continue today to Goose Bay, Labrador. The winds along that route are predicted to be from the north at 40 knots, but the weather is better so we may go lower. We will get a weather update after landing in Greenland. Now airborne again, I am flying. The new outlook for winds aloft is not as bad as earlier. We are level at 8,000 feet, in and out of stratus clouds, and averaging 150 knots ground speed. I’m continuing to write, off and on, as I have time, what with position reports, monitoring fuel, etc. We have been run- ning lean of peak most of the time, for several reasons. Fuel cost is one. Another is range. Weight is also a factor. If you

30 • Comanche Flyer FEBRUARY 2006 FAA REPAIR STATION YYBR664L CUSTOM ENGINE OVERHAULS (and exchange) “A TOP RATED SHOP” - April 2005 Aviation Consumer New limit standards, new cylinder options, O.E.M. fuel systems, each engine balanced and test run. * T.B.O. WARRANTY * Cylinder & Accessory Service (800) 397-8181 www.poplargroveairmotive.com E-mail: [email protected] 11619 Rt. 76 Poplar Grove, IL 61065

FEBRUARY 2006 Comanche Flyer • 31 need less fuel to get from A to B, that of Reykjavik with 200 gallons of fuel means less weight. We have made 17 this morning, at a gross weight of about takeoffs since leaving Colorado. None 4,700 pounds. John was initially have been at less than my certificated climbing at 110 mph IAS at 1,000 feet gross weight of 3,800 pounds. In fact, our per minute. After the initial climb to lightest takeoff has been about 4,400 clear terrain he made the turn to our pounds. Most have been 4,500, with the first fix and lowered the nose to 140 mph heaviest takeoff at over 5,000 pounds. IAS. At this airspeed, we climb at 400 Careful attention has been paid to the to 500 feet per minute and I set up center of gravity. Optimum is 89.5 inches cruise/climb settings; 2,400 RPM, 24 View leaving Greenland and we have been within a half-inch. inches MP, and fuel flow at 10 gph, per ᮡ The nose baggage compartment in 56Y side. At altitude, we burn from eight to was repeating every three seconds, it helps simplify the balancing act. nine gallons a side, depending on winds. seemed, “The cable is up!” He was The 200 hp turbo-normalized Lycom- My landing at Goose Bay was crappy making such a big deal of it, we quit ings make climbing easy. We went out (not my last, probably). The controller taking photos. The “cable” is an arresting cable about 1,000 feet from the threshold. It is suspended about two inches off the runway. If you did land short, it would just give you a jolt as you roll over it. Woodward Aviation was right on the job. An employee was at the door immediately, asking what we needed. We loaded 120 gallons on board and got a weather briefing for tomorrow. It looks VFR for the route we want to fly: Goose Bay (CYYR), with a stop for gas at Moosonee (CYMO) at the base of Hudson Bay, and on to Duluth, Minn. (KDLH), for customs clearance and re-entry into the United States. We have reservations for dinner tonight at the German Club on the base at Goose Bay. It’s a private club for members and guests only, but I spoke with the manager and assured him I am 90 percent German heritage and that John is a good guy; we just flew the North Atlantic and want to celebrate in his club. THURSDAY, MAY 8, 2003, 23:25 UTC Report from Watertown, South Dakota. by Karl Hipp We are back on American soil. We were picked up at 7:30 a.m. this morning at our hotel in Goose Bay by Woodward Aviation. There was an unpredicted low overcast this morning. I filled out our IFR flight plan form Woodward Aviation faxed it to Gander. After half-an-hour, we discovered there was a problem with the phone lines and Gander didn’t have our flight plan. In Canada, you need an IFR or VFR flight plan if you are going to wander farther than 25 miles from the airport. Since we intended to wander 1,500 nautical miles, we needed a flight plan. We scrapped the IFR idea in favor of negotiating a VFR release from the tower. We managed that and launched off.

32 • Comanche Flyer FEBRUARY 2006 Update Your Old Comanche Panel Stop the exhaust skin damage in the exhaust trough area by installing FAA approved Make Room for a MFD stack extensions. Trouble free heat protection for the life of your aircraft. ATTENTION All PA30-39 Non-Turbo Owners

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ORDER FROM “Windlock ” Device Dennis Ashby This control “lock” is designed to P.O. Box 6432 be used inside the cockpit & Paris, TX 75461 attaches to the flight controls. Cannot be forgotten prior to 1-800-945-7668 flight! Voice: 903-784-8187 JOSTENS PILOT RINGS $69.00 Fax: 903-784-8145 2850 SW CEDAR HILLS BLVD. #12 ($6 S&H) BEAVERTON, OR 97005-1393 PHONE: (503) 645-5952 FAX: (503) 533-9613 www.pilotrings.com 93-878 www.aircraftglareshield.com 34 • Comanche Flyer FEBRUARY 2006 John flew the first leg and had to go north of our course to maintain forward visibility. The big low to the south and Dismantling 68 Comanches a high to the north was generating a (20) PA30-39 (9) PA24-180 (26) PA24-250 (9) PA24-260 (2) PA24-400 15 knot tailwind at our height of just several hundred feet. Our fuel stop was to be Moosonee, Canada (CYMO), 748 nautical miles southwest, located at the southern tip of Hudson Bay. After about 100 miles, John was able to proceed direct on top of a broken layer. The tailwind was 30 knots at 10,500 feet. Moosonee is a middle-of- nowhere place that is there for just the hospital (socialized medicine is a big government operation in Canada). I flew the leg from Moosonee to Duluth International Airport in Minnesota where we cleared customs. It was 527 easy miles, in the clear, with diminishing tailwinds. The cus- toms guy was very thorough and observant. He wanted to see all the aircraft information along with the 337s and STCs for the non-factory Surprise Valley Aviation fuel tanks (paperwork which I am All Parts Guaranteed legally obliged to carry). The cabin bladder had been stored in a nacelle Visa, Mastercard, C.O.D. locker back in Blackbushe. He looked Cedarville Airport Phone 530-279-2111 at it and knew he couldn’t say much Cedarville, CA Fax 530-279-6173 since it was just “cargo”. John decided I should do the rest of the flying back to Colorado. Since it was only 4:30 pm local at Duluth, we Flat Rate Annuals - Structural Repairs - Modifications continued on to Watertown, S.D. The Expert Glass Replacement - Engine Overhauls weather would be “down” in that area, but doable. I climbed to 4,500 feet under a developing ceiling. That worked okay until about 50-60 miles from Watertown when I needed to get down to “pattern altitude” because of lower- ing ceilings, crappy visibility, and rain. We landed at Watertown, where it was raining. The computer weather station at the FBO indicates the most challenging weather of our 12,000 miles of flying may be tomorrow. There is a big low pressure in South Dakota with plenty of moisture, Professional Complete Aircraft Restorations - Alternator Inop Warning Light Kits NEW! and there is the same over northern State of the Art 60 amp Alternator Conversion for PA 24 & PA 30 Aircraft-Only 8.5 lbs. Call for details Colorado. Our tentative plan is to file IFR, go low altitude towards Pueblo, Our experienced Licensed Staff takes pride in assuring customer safety and Colo., and cross the continental divide customer satisfaction, with special attention to detail. via airways to the western slope in southern Colorado, where there seems to In service since 1983 be less moisture than in the north. The terminal forecasts for Montrose CLIFTON AERO and Grand Junction seem promising for this plan to be doable. This has been a fantastic trip, and Clifton Airport P.O. Box 249 Clifton, TX 76634 Tim Talley ICS #09375 we have had tailwinds 80 percent of 30 minute flight SW of Dallas/Ft. Worth the time! But we will have to pay for the trip – and the tailwinds – for the 254-675-3771 next several years. www.cliftonaero.com • e-mail: [email protected]

FEBRUARY 2006 Comanche Flyer • 35 FRIDAY, MAY 9, 2003 Final report, from Redstone, Colorado, by John van Bladeren Epilog It is my pleasure to compose the concluding chapter on the flight to by Glen Plymate - ICS #02658 Europe in N8256Y with my good friend, Karl Hipp. In terms of the final flight, the event was straightforward as we depart- ed Watertown, S.D. at approximately 0830 hours. Paonia, Colo. (7V2), Karl’s home airport, was approximately 600 miles away and on the other side of the Continental Divide. The weather people were not very optimistic, but we plotted a path down to Colorado Springs, then ᮢ Macon ᮣ Part of the across the divide. We were into the Countryside Castle Property clouds at 300 feet, and on top, initially, at 6,000 feet. The winds were not an issue on the initial leg. Continuing on, we were in telephone contact with Friedrich Rehkopf in Munich, Germany via the satellite telephone. We, in fact, spoke with Friedrich a number of times during our flights. Friedrich was following the progress of the flight on the web. On this particular day, Friedrich went to his weather page to say that the weather on the other side of the Divide was not as bad as the earlier forecast had pre- dicted. Friedrich was right! The trip over the Continental Divide was made at FL 180. We picked up just a smattering of ice on the climb. Karl arl and John’s flight, crossing the foreign currencies, quantity measure- was piloting, and his familiarity with the Atlantic both ways, was about as ments, and inches of mercury to mil- terrain made the trip a very safe one. K flawlessly planned and executed libars, were more than enough to keep Once we got to the west side of the Divide, as it can get. They departed on April 10, them fully occupied. But they took the the clouds below us were broken to 2003 and returned a month later on time to cut into their activities, find scattered. Predicted head winds of 40 to May 9, exactly as scheduled. A remark- connections, and make their reports, 50 knots simply did not materialize. We able feat! and we are most grateful. saw headwinds of 20 knots. Once past The daily reporting of their progress The reports were given top priority Aspen, we began a descent and were able and sharing photos of their activities and all got through except one which to cancel, 40 miles from the Paonia on the Internet was something new for had inadvertently remained in the com- airport in good VFR conditions. this flight, and comanchepilot.com was puter and was not discovered until The landing was made, and we pleased to be a part of it. unloading and reorganizing the material arrived grateful for our friendship, and It went pretty well. In spite of trouble from the flight. Since it covered a high- for Twin Comanche N8256Y. It had in finding Internet connections in Europe, light of the trip – the Fly-In at Macon, it served us well, with only two bad spark- and a mysterious loss of data from is presented below. Even retroactively, plugs (both Autolites) and an oil drain Iceland, most of the reports got through the report is of considerable interest and tube to write up on the squawk sheet. and many of them were posted on the will complete the story of the flight. Also, the right engine vacuum pump quit Internet the very next day. on descent into the pattern at 7V2. Karl and John worked hard to keep SATURDAY, APRIL 19, 2003, This would have been a no-go item to us informed and much of their reporting 15:50 UTC cross the Atlantic. Not at all bad service was done as it was happening. Then, as Report from Macon, France, from 57Y! We logged 80.23 hours tach soon as a connection could be found, by Karl Hipp time for the trip. the reports and pictures were fired off. Yesterday, it was up at 6:00 a.m. We The rigors of flying, the pressures of caught the subway to Waterloo station, operating in complicated airspace and then the train to Wokingham, where complying with foreign restrictions, deal- Barbara, John, Judy, and I were met by ing with regulations of various govern- Dave Buttle. From there, it was off to ments and agency officials, converting the Blackbushe airport. Dave had the

ᮤ Sidewalk Cafe at Macon

36 • Comanche Flyer FEBRUARY 2006 mains and tips on 56Y filled for us on ANNOUNCING THE NEW AND IMPROVED SECOND EDITION the previous day. So, after sumping the tanks, checking oil, paying for fuel and PILOT’S OPERATING HANDBOOK the landing and parking fees, we checked out with customs and departed for AND FAA APPROVED France on a VFR flight plan that had AIRPLANE FLIGHT MANUAL been pre-filed by Dr. Buttle. John flew the one-hour leg to Le The Best Just Got Better Touquet where we landed, cleared French customs, and paid the landing fee. We then departed VFR for Macon, this RECOMMENDED BY THE time with me in the left seat. I flew at AOPA AIR SAFETY FOUNDATION flight level 54, which means we use an altimeter setting of 29.92, since the class A airspace boundaries are defined Available EXCLUSIVELY from AIRCRAFT PUBLICATIONS by standard pressure altitudes. We had is the upgraded GAMA format POH for the some class A bases at FL55, so 5,400 feet Piper Comanche and Twin Comanche at 29.92 worked out well. There are actu- ally three different altimeter settings that 180-250-260-400-TWIN are used in Europe: Qfe, which is height To order using above the airfield; Qnh, which is actual VISA or MasterCard call: height above sea level; and Qne, which ONLY $45.00 (512) 250-9350 is standard pressure, all given in mil- Plus $6.00 S&H –USA Fax: (512) 250-9063 libars, rather than inches of mercury. $15.00 Canada, Mexico, Western Europe, We arrived at Macon about 2:30 p.m. and the Pacific Rim. $20.00 Other Or Mail Your Order To: Airmail Worldwide DOUG KILLOUGH, ICS #07248 local, with Friedrich and Monica Rehkopf AIRCRAFT PUBLICATIONS from Germany just behind us. After a E-Mail: [email protected] P.O. BOX 201183 great reception with wine, beer, and AUSTIN, TEXAS 78750-1183 food, we boarded the bus to the hotel. There are SIXTEEN different GAMA format Manuals available for the Comanche At the banquet later that evening, and Twin Comanche. Include your aircraft’s Year, Model, and John and I received plaques commem- Serial Number with your order. Also note if your airplane is Turbocharged. orating our effort in crossing the Atlantic the long way, in a Comanche, to attend this European Fly-In. In addi- tion, Judy, Barbara, John, and I, along with Art and Lois Jacobsen, who flew commercial from the west coast of America, received commemorative plaques simply for being here. APRIL 20, 2003 These Europeans are a wonderful bunch. They have made us extremely welcome. Their bonds of friendship here are much stronger than I have seen within ICS in the United States. The flying here is much more difficult, and they all take it quite seriously. We spent the last two days touring the village of Macon, medieval churches, wineries, a grotto, and a medieval Abbey in the town of Cluny. The Buttles, the Rehkopfs, Ron and June Nunn, and the four of us have decided to stay on in Macon another day. After that, we will travel to Avignon, France, about 60 or so miles south. APRIL 21, 2003 Today, we’ll go to the airport to see the others off. Friedrich will help us with flight planning for Spain and the rest of the trip. Then, we’ll take a boat ride on the river.

FEBRUARY 2006 Comanche Flyer • 37 For over 25 years, the Industry Choice! Product Information THEadlog™ MAINTENANCE RECORD-KEEPING SYSTEM Shoulder FOR VIRTUALLY ALL GENERAL AVIATION FIXED & ROTARY WING AIRCRAFT plus EXPERIMENTAL and HOMEBUILTS Harness

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38 • Comanche Flyer FEBRUARY 2006

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http://www.rockyprop.com 2865 AIRPORT DRIVE ! ERIE, CO 80516 e-mail: [email protected] FAX: 303-665-7164 FAA/JAA CRS FR6R545N GOVERNORS FEBRUARY 2006 Comanche Flyer • 39 Date Tribe Event/Location Info Source/Host Feb 10-12 SW Fly-In For further information, contact Laughlin, Nevada Lorne Harmon at 928-717-2630, or email at [email protected] Mar 31- MS/SC Joint Fly-In Contact Pat Keefer at [email protected] Apr 2 Hutchinson, Kan. (HUT) May 19-21 MS Sunburst Ranch Jim Guglielmino and Janice McIntyre Southwest Tribe Canoe Trip (MU48) (913) 722-2800 Gainesville, Mo. More information to follow Laughlin, Nevada June 23-25 NS/NC House on the Rock Rich and Barb Beil(715)754-2423 or February 10-12, 2006 Spring Green, Wis. email [email protected] The popular Laughlin fly-in will be June 29- Europe Gdansk, Poland David Sheppard at held again this year; however, we are July 3 [email protected] changing to the beautiful Flamingo Hotel. A room rate of $39 per night, dou- Sep 22-24 MS Fly-In George and Cathy Richmond, ble occupancy, has been secured under Omaha/Fremont, Neb. (402) 894-2917 the “Southwest Comanche Tribe”. On More information to follow. Saturday, February 11th, we will be host- Oct 20-22 MS/SC Joint Fly-In Tina and Bruce Thumann, ing an avionics seminar provided by Eureka Springs, Ark. (281) 487-5782 and Sarah and Ramona Avionics of Ramona, California. Mac McKinley (816) 320-3462 The owner, Dave Hainline, has been gen- More information to follow. erous enough to put on this seminar. He is an authorized Garmin dealer and has installed hundreds of GPS units and auto We’ve arranged an extra hour in [email protected] to be added to pilots in various aircraft. He also is very this weekend so you can have time for the notification list to receive more aware of the Comanche airplane and can all the fun, as Daylight Savings time details as they become available. tell us the “ins and outs” of various begins. This is a joint fly-in and all avionic components and how they fit in ICS members are welcome. For more North Central our Comanches. information on Hutchinson, visit On Saturday evening, we will have our www.visithutch.com. House on the Rock in banquet dinner, short business meeting Spring Green, Wisconsin and drawings for prizes and cash. For Here’s what has been planned so far, June 23-25, 2006 those that have not attended a previous more details to follow: Come join the North Central and Laughlin fly-in, you will be pleasantly sur- • Friday, March 31 – Dinner at the Mid-States Tribes in beautiful southwest- prised to find that Laughlin is located on excellent Airport Steakhouse. ern Wisconsin. We will be visiting the the Colorado River, with a riverwalk • Saturday, April 1, a.m. – Maintenance House on the Rock in Spring Green connecting to all casinos. The daytime Seminar, Bob Weber has been invited. (www.thehouseontherock.com) and temperatures for this time of the year will • Saturday, April 1, p.m. – Visit the staying at the House on the Rock Inn be most likely be in the 70’s. famous Kansas Cosmosphere and Main Lodge, which is a truly unique In addition to the seminar, there is an Space Museum where you can see the hotel. The swimming pool has to auto museum in one of the casinos, Apollo 13 Command Module, SR-71 seen to be appreciated. river tours, movie theatres, and a factory and so much more (www.cosmo.org). Reservations can be made by calling outlet mall for those that might want Other Saturday activities available 888-935-3960. There are 15 rooms to shop. Of course, the gambling is are the 20,000 square foot indoor being held until May 31, 2006. Please always free! water park adjoining the hotel, 150 refer to the ICS SOCIETY when calling For further information, contact Lorne downtown antique shops or visiting for reservations. The room rate for two Harmon at 928-717-2630, or email at the nearby Amish community stores. nights will be $239 + tax which includes [email protected]. • Sunday, April 2 – Early brunch. two nights and two adult admission tickets to The House on the Rock. Rates South Central We’ll be staying at the recently ren- for guests staying only one night will ovated Grand Prairie Hotel and be $149 + tax which includes room Joint Fly-In, Hutchinson, Convention Center (www.grand- for one night and two adult admissions Kansas – March 31-April 2 prairiehotel.com). to The House on the Rock. This trip is Maintenance Seminar, Famous Put this on your calendars now and also ideal for children. Cosmosphere and Space Museum, plan to enjoy the education and fun Airplanes will land at the Mineral Amish and Antique Shopping, that always comes with a gathering of Point airport (MRJ) and all will be Indoor Water Park ICS members. Contact Pat Keefer at transported by bus to the hotel.

40 • Comanche Flyer FEBRUARY 2006 Please let Rich and Barb Beil know that region including Sopot and Gdynia. relax and regroup, before transport to you will be attending by calling (715) Today Kate and our coach will take us another of the finest restaurants in the 754-2423 or email [email protected]. to explore the general region. There region. The Gdanska Restaurant is again are many and varied places of interest highly regarded and has played host to European Tribe available for us to see. The Old City of many distinguished guests, including Gdansk, Sopot pier, Olivia Cathedral Lech Walesa, the former electrician and June 29-July 3 with its famous organs, the harbour President of Poland. As you would expect, Gdansk, Poland with the Dar Pomorza tall ship, and the the menu is traditionally Polish and The following is a proposed itinerary Blyskawica Destroyer. Our visit will includes duck in the classic Gdansk style for a fly-in to Gdansk, Poland. include a break for lunch at Chlopska and delicious country goose. Baltic Chata restaurant – a quaint little typically salmon and flounder are also features Thursday, 29th June Polish venue where we can sample and we will have four courses accom- Arrival at the Gdansk Airport at local dishes and ‘cheeky’ Polish beer. panied with wine. approximately 3:00 p.m. Again we will return to our hotel to Continued on Page 42 The V.I.P. lounge will be made avail- able for us with refreshments until all have assembled, or until 5:00 p.m., when transport will take us to our hotel, 15 kilometers away. The First! The Hotel Posejdon is positioned 100 metres from the sea, and has its own indoor swimming pool, dry and steam saunas, fitness room, massage salon, bar and restaurant. The rooms are equipped with satellite television, coffee making facilities, internet con- nections, etc. After settling in to our hotel, transport will take us to one of the most exclusive restaurants in Gdansk with 400 years of tradition, the “Pod Lososiem”. The time of the meal is yet to be confirmed, but we will have four courses, with wine and a glass of ‘Goldwasser’ – this being the famous Polish vodka, locally taken as a refreshing long drink with apple juice. your best deal on Friday, 30th June Throughout the visit, our guide will aircraft financing. be Ms. Katarnzyna Czaykowska – The First is proud to offer aircraft financing with a distinct advantage. hereafter known as ‘Kate’! This day a Our banking executives are experienced with both financing and coach will take us to the Cashubian Lake aircraft – as lending professionals, as pilots and as aircraft owners. District. In the beautiful landscape of We’ve been in your shoes, and flown in them, too, so call us first to the region, we will meet with the get your best deal on aircraft financing. Cashubian people and relax with a I Single and Light Twin Financing I Refinancing I Fast Response boat trip on one of the lakes. We will I Flexible Terms, I No Application I Upgrades enjoy regional cuisine with a folk show Competitive Rates Fees at the Strzecha Kaszubsia. We then have I New and Used Aircraft a choice of places to visit in the after- noon should we wish – the Cathedral at Kartuzy, the Cashubian Museum, the Necel Pottery, and there are many spec- tacular panoramic views of the area to enjoy. Our schedule for this tour will remain flexible and relaxing, and we will return to our hotel to refresh before evening transport to Sopot for dinner at Aircraft Finance Division the restaurant Zloty Ul. – one of the most highly regarded venues in the area. 1-888-559-8892 [email protected] Saturday, 1st July P.O. Box 420 Member FDIC Equal Opportunity Lender Gdansk is one part of the ‘Tri-City’ Oskaloosa, Iowa 52577 Equal Housing Lender

FEBRUARY 2006 Comanche Flyer • 41 Fly-In Report North Central Tribe Fly-In to Muncie, Indiana

e had a good fly-in lunch in Muncie, Indiana last who would like to have a Fly-In should contact your Tribe month – three singles and three twins, with twelve Chief (listed on page 6 for your reference). Wpeople. Thanks to everyone who made it and we Note: Any North Central members not receiving the hope to see those of you that couldn’t, at the next fly-in. “NC Tribe News Letter,” and would like to be, please email We are watching the long range weather forecast for another your Tribe Chief with your email address and ask to be Lunch Fly-In after the holidays. Any North Central members added to the e-mail list. From the COMANCHE PARTS Tribe Chiefs Continued from Page 41

Sunday, 02nd July • SHOULDER HARNESS KITS Today is reserved for a visit to Malbork Castle – the largest brick-built castle in FAA STC/PMA Europe. There is much to see here, and Inertia Reel and Strap Models many interesting aspects to the history of Complete Kit with Installation Instructions the castle. The construction started in 1274, and later in the 15th century it was PA-24, -30, -39 the capitol of the Teutonic Knights. Many myths and mysteries surround the area, • ENGINE MOUNTS and our guide will be on hand to help us explore. We will have lunch at the Repair yours or Buy from Stock Zamkowa Restaurant, which is located in Repaired – Yellow Tagged the historical edifice of Pomeranian White Tag for Exports Princes’ Palace in Szczecin. The setting is impressive and imposing to say the least, and our three courses will be accompa- • NOSE GEAR HOUSINGS nied by wine and beer, as desired. Repaired Cracked or We will return to our hotel with free time to spare in order to enjoy our loca- Worn Nose Gear Housings tion before dinner in our own restaurant. FAA Approved (P/N 21715) Monday, 03rd July Breakfast will be at our leisure, before transport to the airport at an agreeable – FREE CATALOG – time yet to be arranged. 800-4KOSOLA (456-7652) All of the above to be included in the estimated cost of 600 euros (approxi- CELEBRATING 30 YEARS OF SERVICE mately $703 USD) per person for two sharing a room or 680 euros (approxi- mately $797 USD) for single occupancy. Early indication of interest will FAA APPROVED REPAIR STATION HE4R229M enable us to confirm numbers at the soonest possible time in order to negoti- KOSOLA AND ate the best discounts possible. Please respond to organiser, David Sheppard at ASSOCIATES, INC. [email protected] if 5601 Newton Road you are interested in attending this fly-in. Albany, GA 31701 USA 229-435-4119 FAX 229-888-5766 [email protected] • www.kosola.com

42 • Comanche Flyer FEBRUARY 2006 The International Comanche Society Invites You to Join Us

Who Are We? What Does It Cost Per Year To Belong? An organization formed in 1972 with over For all U.S., Canada and Mexico: New member- 3,000 Comanche owners, pilots and others $63.00; renewals-$63.00 (Includes second class who love these aircraft; both singles and twins. mailing of the Flyer) For Europe, Asia, Africa Where Are We? and the United Kingdom: $85.00 for the first In many countries on the six continents of the year; $85.00 thereafter and includes $7.00 world: Africa, Asia, Australia, Europe, United returned to each foreign tribe for communi- Kingdom, South America and North America. cations. Dues for Australia and all other countries are $78.00 for the first year and What Do We Do? $78.00 thereafter. The spouse of a member We exchange information and experiences may join ICS also for $31.50 per year. This about our airplanes, we make friends and we will ensure her voting rights. have fun! We also help members with their technical needs including parts, publications How Do You Join? and member’s maintenance tips. Easy, just E-mail or Fax this completed form. If you are uncomfortable with sending infor- What Do You Get? Lots! mation over the computer, you may mail the Comanche Flyer 1. A monthly magazine The form to us. We accept checks, cash, money- (12 issues per year) is included. It is packed orders, MasterCard, Visa and American Express. with helpful information. Chances are good Don’t forget to include the expiration date. that this information will save you much more that you pay in dues. 2. Assess to technical expertise along with International Comanche Society member discounts on certain parts. 5604 Phillip J. Rhoads Ave. 3. Opportunities to attend Fly-Ins and our Hanger 3, Suite 4 annual convention. These are both social and educational. A great way to make Bethany, OK 73008 new friends. Tel: 405/491-0321 Fax; 405/491-0325 4. Membership card and certificate that you e-mail: [email protected] will be proud to frame and display in your home or office. Website: www.comancheflyer.com WELCOME ON BOARD! ICS MEMBERSHIP FORM– PLEASE PRINT

Name:______Spouse: ______

Address: ______

City: ______State:______

Country: ______Zip: ______

Telephone:______Fax:______

E-Mail: ______

Aircraft Model: ______Address: ______

Registration #: ______S/H: ______PAYMENT INFORMATION Name:______Date: ______MC Visa AmEx Check or Money Order

Credit Card Number: ______Exp. Date: ______

Amount Paid (U.S.): ______

Authorized Signature:______Featured Fly-In South Central Tribe Enjoys Dickens on the Strand Festival in Galveston by Bruce Thumann - ICS #14028

or all of those who attended the with guests, 30 people were in attendance In addition, Dave Pyle’s friends, Don G I C

fly-in December 2-4, the South for the event at one time or another. and Mary Hide of the Bellanca Society V B

Texas winter weather cooperated And, in addition to all the South Central attended along with their daughter P

F h with comfortable, short-sleeve, clear Tribe participants, Darrell and Phyllis Stephanie; the Rivard’s grandchildren, o t weather for the most part. Everyone Norris represented the Mid States James and Jessica from nearby LaPorte, o was able to thoroughly enjoy the gala Tribe from Kansas and Ken and Judy stopped in to visit and take in the sights and sounds of the annual Rivard represented the South East Strand; our friends, Mark and Pam Dickens on the Strand Festival. Along Tribe from Florida. Bouchard joined us for dinner Saturday

44 • Comanche Flyer FEBRUARY 2006 night; and ICS members RD and Ginger them in the van headed to the Mexican All in all, it was a great Fly-In with a Burnsides from nearby Baytown, also restaurant where the rest of the group lot of fun and camaraderie being enjoyed joined the group for dinner on was dining, and then took them back by all. Many thanks to the Moodys, the Saturday night at Gaido’s. to the hotel after dinner. How lucky Pyles, and to Dale Vandever for helping One of the highlights of the Fly-In can one be? Jack commented on the with the shuttle service during the event. was a case of being “in the right place, way back to the hotel, that it was a As for us, Tina and I had a great time at the right time” for two late Twinco real treat for him to meet and talk to too, getting everyone together and arrivals from north of Los Angeles, Calif. other Comanche owners whose names sharing our hospitality and experi- They had been in the air approximately he had seen on the Delphi forum and ences with everyone. To top it all off, eight hours when they finally arrived at possibly corresponded with, but never the newlyweds Rodney and Camille Galveston. Though they were not ICS met. Donna said that they were definitely Armstrong, treated Tina and I to a members, they were treated to some going to become new ICS members delightful Sunday brunch at the Galvez. good old southern hospitality, the likes when they got back to California. What a way to make memories. of which they will never forget. It seems that our California couple, Jack and Donna, had left California early Friday morning for a cruise out of Galveston, with the intentions of making the flight

“Everyone was able to thoroughly enjoy the gala sights and sounds.”

in three legs and spending the night in Fort Stockton. However, the illusive tailwind Genie, who most of us have never met, practically blew them all the way to Galveston with only one stop for fuel. I had gone out to pick up Darrell and Phyllis Norris from the airport after dark, when Darrell commented that a Twinco had just landed. Thinking that it was Merritt and Marie Ulmer, who were not sure that they were coming, we walked out on the ramp to help them unload. To our surprise, it turned out to be Jack and Donna. They were tired, unaware that the festival was going on, had no hotel reservation, no car, were hungry, and had no clue how much of a problem it was going to be for them to get those necessities put together on a Friday night in Galveston, with people from all over the country already on the Island to attend the festival. On top of all else, they seemed to be just a little leery of these complete strangers which they had just met only a few minutes before who were going to help them get all of this accomplished before the night was out. That’s where great old southern hospitality and ICS camaraderie came into play. Within 15 minutes, we had them a hotel, took them there to get checked in (only two rooms left), got

FEBRUARY 2006 Comanche Flyer • 45

PA24-180 $73,000. Contact Laurie at 801-816-0230 or [email protected] 2/2 1961 PA24-180 SR#24-2861, TT- Comanche 1962 PIPER COMANCHE PA-24-250, Acft 3142, SMOH 742, No Damage, all 8005P. Fuel Injected, 6250-TT, 250 AD’s c/w, annualed 5/05, IFR certified SMOH. Only 240 hours since new Classified 9/05, Audio Panel,m Dual Mitchel MX 11 McCauley three blade prop. Custom F/flop, Intercom, VOR w/glide slope, Dashboard, Avionics Master Switch, 4 pl Trading Post is a non-commercial, mem- Narco AT-50/Encoder, Piper Autocontrol, ber to member service provided free of Intercom, Ski Tube, 90gal. fuel, 1-piece King ADF, Apollo 12 Loran, EGT, 2- charge, one time per member, per year. windshield, All AD’s, Original logs, D/Gyros, Tow brakes, 1pc windshield, (The sale of aircraft is not permitted in Always Hangared- Houston Texas. ? tinted glass, Paint and Interior 9/9. the Trading Post. Paint 7, interior 8, $65,000. August - All logs, complete set piper manuals, Ads must be submitted in writing only (fax 2006 annual. Private Seller, ICS 3rd owner for 26 years $51,500 Roy or E-mail OK). Free ads may not be placed Member --- Must sell quickly as being 361-935-4458 cell 361-575-2744 2/2 by phone. First 25 words are free. Extra relocated out of USA. Contact Richard words are $0.40 per word. Fax (405) 491- PA24-250 Ameen @ (281) 793-5080 or e-mail @ 0325 E-mail: [email protected] [email protected] for more detailed 1960 250 N6789P. Airframe hours specification sheet. 1/2 For Sale: Short Wave Transreceiver 8400, engine hours 870. Hartzel 350 1960 PA-24-250 4420TT, 1630SMOH, system in like new condition. Barret SMOH, eddy current AD Due 10/07. 0SPOH, New Interior complete(9.5), 550 Modes SSB/AM/CW 1.6 to 30 MHZ Paint A/C new paint 6/05 original 1960 custom repaint (7.5), NDH, Complete 500 free programmable channels, Comanche 3 tone scheme interior new logs, dry country history, All digital output power 100 – 150 Watt. 550RH leather installed with leather headliner avionics Garmin/King/Narco, including Remote control head 511 Automatic 2003. Annual due 11/05 Avionics: Center GPS, Dual GS, wing tip tanks, one piece antenna tuner Microphone loudspeaker stack Panel by Ron and John’s, Fiber windshield, Fresh annual, Fresh 5yr/500 Manuals, Antenna installation drawings Glass glare shield by Dennis Ashby, Prop AD. $52,900 Price Reduced and for Comanche. Price for package US instrument lighting by new light, ready to GO! (520) 444-6579 1/2 $1,800 [email protected] 2/2 Garmin GMA 340 Audio Panel with 3 For Sale: New Overhauled Magneto fits light marker, and 4 place intercom. PA24-260 an IO-720 engine, right side. Mag Garmin GNS 430 GPS VOR with glide 1969 PA 24-260C: N9379P. SN24-4880, Overhauled by Kelly Aerospace. $575.00 slope moving map, Garmin 250 XL TT2636, 714 SFOH, 203 SPOH. Wing Tip Call Mike 580-482-9393 2/2 with remote needle, Garmin GTX Tanks, 120 gal. Fuel, 5th & 6th Seats, transponder with Alt output to the Classified advertising rate: 1pc Windshield, Tinted Side Windows, 430. EDM 700 Engine analyzer all 6 (Two issue minimum) Skytec Starter. Copper Cables, Aux. Minimum Ad Charge: $50.00 cylinders, Fuel scan 400 Fuel totaliz- Power Recpt. KMA24 Audio Panel, Dual Payment must accompany er S-Tec Autopilot (Heading) (GPS Narco MK12D's w/dual Glide Slopes, advertisement order. VOR LOC tracking) altitude Hold. Extra charge for Photos. KN64DME. Narco AT150 Transponder, Hard wire for Bose Head set. Tip tanks All advertising must be received by Auto Control III AP, PM 1000 II 4 Place 90 gal, and 3000 Gross New Fuel the editor in writing (mail, fax, or e- intercom, 4 David Clark Headsets w/dual mail) five weeks prior to the desired Cells 11/3/02. 260 Split exhaust by PTT, Horizon Digital Tach w/Mag month of publication. Payment must Aviation Performance no AD’s no FW accompany advertisement order. Monitor/diagnostics, El Volt/Amp Meter, Heat, Toe breaks, front seat shoulder Renewals may be made by telephone, JPI-EGT701 Graphic Engine Monitor, harness, new single fork 260 type struts but initial ad must be in writing. Shadin Digiflo, Electric Trim. Lopresti 1000 hr. AD complied with, and new The publisher makes no warranties as Speed Mods, Custom Paint in 00. Leather to the veracity or accuracy of the gear wiring by Matt@comanchegear. Interior, IFR Certified, All AD's complied information provided by the advertiser. Vernier eng controls stream lined tale The publisher is under no obligation to with, Complete Logs, Fresh Turley fin with built in strobe by Knots-2-U. accept any or all advertisements. Annual included with Sale, Hangared New side windows with frameless International Comanche Society at Bartow, FL (KBOW) Email: vent windows both sides, Single piece 5604 Phillip J. Rhoads Avenue [email protected], call 340- Hangar 3, Wiley Post Airport w/s ?”. Tail has been removed 774-4537 evenings, $125,000.00 2/2 Bethany, OK 73008 inspected and reassembled with all TEL: (405)-491-0321 1972, PA24-260C SN 24-5015, TTSN new parts. Adlog Maintenance record FAX: (405) 491-0325 4400, SMOH 520, K170B, Narco 12B Book system. $90,000.00 Contact E-mail: [email protected] ADF, DME, Morrow S20GPS, Garmin Mick Thames Ryan Airfield, Tucson, AZ 295, Johnson Tips, excellent paint and 520-883-4823 E-mail [email protected] Shoulder Harnesses interior, no damage history, always or Gary Towle, Tucson AZ 520-444-0316 STC, FAA, PMA approved for front hangared. $115,000.00 770-483-3473, E-mail [email protected] 2/2 and rear seats for comanche aircraft. email [email protected] 1/2 1959 Comanche 250 - 3879 TT, 830 $475 FOR BOTH FRONT SEATS 1965, PA24-260 SN 24-4107: 3460 TT, SMOH, All logs, always hangered, 3-blade $475 FOR BOTH REAR SEATS 943 SFOH, 503 SPOH: IFR certified, $850 FOR FRONT & REAR McCauley prop, 4 place intercom, ICOM GEM 602 Engine Monitor, Precise Flight (ICS MEMBERS ONLY) ICA 200 & MX 12 Navcoms; NARCO 150 Standby Vac & Pulse-Lites, dual KX-170B *Not available for rear seats of three Transponder, 90 gal. with tip tanks, side window (B-C model) A/C. (1-McCoy digital mod), LOC/GS, KT76A shoulder harness for pilot/co-pilot, fresh P.V. Aero • Lenny Spall xpdr, KMA 20, Narco 890 DME, Century annual 11/05. Outside paint with origi- (918) 274-1616 II-B autopilot, one-piece windshield, nal paint scheme, newer red interior. Cell: (816) 210-4829 612 Loran, 5-place O2, 4-place intercom,

46 • Comanche Flyer FEBRUARY 2006 Metco tips, all ADs c/w, OR (541)598- Owner since 1973 (2nd Owner) No 4928 Mark, email: [email protected] Damage History. Complete Log Books & for Website. $86,500 1/2 Records Location of Aircraft: CA. Advertiser’s 1969 260C - 9342 P Zero time G and N Avionics: Garmin GMA 340 Audio Panel, Index overhauled engine. Zero time Hartzell Markers Garmin GPS 430 Nav/ILS/COM three blade prop. 3800 TT. Narco Mark Garmin G 106 A Indicator King KX155 Ada Aircraft Painting ...... 7 12 dual navcoms, DME and ADF. Two- Nav/Com/IILS King KI 209 LOC/ILS Advanced Pilot Seminars...... 23 Axis Auto pilot. Hangared. Owned by Indicator King KR 87 ADF King KI 227 Aero Tech Services ...... 34 two partners for l7 years. Great Paint ADF Indicator Narco 890 DME Narco Aero-PMA-Parts ...... 33 and Interior. North Carolina TTA. AT150 Transponder (Mode C) Altimatic Aerotech Publications ...... 38 This is a great airplane in great shape. III Autopilot (Fully coupled Navs and Aerox ...... 11 Call Chuck at 919 819 -0718 or GPS) - (Fitted New in 2002) Other Air Parts of Lock Haven ...... 39 Carlyle at 919 280 3479. 1/2 Options: Electronics International AMP- Aircraft Components, Inc...... 11 1966 Comanche 260B beautiful aircraft, VOLT Meter Fluid De-Ice to Props and Aircraft Publications ...... 37 1pc windshield, 90 gal fuel, 6 seats, Screen Tip Tanks (120 Gallons Total Fuel) Aircraft Specialty Services ...... 11 TTAF 4830, SMOH 1846, STOH 1023, Aircraft Cover 6 Seats 4 Place Intercom Aircraft Spruce and Specialty ...... 5 dual KX155s, 1 KI209 & 1KI 209A, Dual PTT Interior: "Excellent Condition" - Altus...... 13 KLN94 gps, S-TEC 55 auto pilot w/ver- Beige Leather with Gold Carpet (New Avemco ...... 7 Aviation Performance Products ...... 7,22 tical speed and alert, electric trim, KMA24 2002) Exterior: "Like New" - White/Cream B&C Specialty Products, Inc...... 31 audio panel, KT 76C transponder, with Red and Gold Stripes (Repainted in Bogert Aviation ...... 18 American king AK950L enunciator indi- 2002)original Factory Paint Design. Price: Bruce’s Custom Covers ...... 33 cated, JP instrument cht/egt engine $119,000 OBO Contact: Avner Yoshpe CFF ...... 19 monitor, NAT intercom W/Bose headsets Tel: 323-304-8150 Location: Sacramento, Clifton Aero ...... 35 (4), IFR cert. Metco Aire Tips W/strobes, CA (KSAC) 2/2 Comanche Gear...... 29 ?” glass, ram horn yokes, sound proofed 1966 PA 30B: N17MB. 3306 TT; 811 Degroff Aviation Technologies...... 13 & insulated. Always hangared, 1 SMOH. July Annual. Many extras. Dennis Ashby...... 34 owner since 1982, $102.500 Steve Ca Improvements since 2000: New panel, E-ZHeat ...... 28 951-695-5547 Cell 702-682-7811 Garmin 430, Strikefinder, HIS, Intercom, Eagle Fuel Cells ...... 48 [email protected] 1/2 Paint, Leather Interior, JPI engine analyz- Electronics International...... 48 ers. Photos and details available via email. First National Bank Midwest ...... 41 PA30 / PA39 $130,000. 941-922-2864, 951-0388; Flight Life ...... 15 1965 Piper Twin Comanche: N7812Y, [email protected] 2/2 General Aviation Modifications ...... 7 S/N 30-891. 8600-TT, Engines 1112 1972 PA-39-140 FACTORY TURBO. Great Lakes Aero Products ...... 32 Ground Tech ...... Inside Back Cvr SMOH, Props 1112 SPOH, No Damage, 3814 TTAF, 314 L/R engines SFRM, 125 Gulf Coast Stacks ...... 33 Complete Logs, All ADs, Annual Due SNP, 314 on factory rebuild of turbos. All 7/06, Apollo MX-20 Color MFD, Apollo Hartwig Fuel Cell Repair ...... 17 logs. King slaved HSI, dual KX155s, Hartzell Propeller, Inc...... 45 SL-60 GPS/Com, S-TEC 30 Autopilot Kingdigital ADF, STEC AP w/altitude Iliff Aircraft Repair ...... 38 w/ALT & HDG HOLD (Fully Coupled), hold, KLN94 color GPS, KMA24 audio, J.L. Osborne, Inc...... 37 All Metal Panel, 4-Place I-Com, Knots 2 U King digital DME, King KT76 xpdr, Shadin Johnston Aircraft Services ...... Back Cvr Wingtips, 2001 Paint, Leather Interior fuel flow, speed mods, factory tip tanks Jostens ...... 34 & Glass "Like New." Hangared in & oxygen. Good leather, needs paint. Knots 2U ...... Inside Front Cvr Virginia Beach, VA. Asking $79,500. $145,500. CA/(831) 724-4980. Info: Kosala & Associates...... 42 Call (704) 932-1370. Photos & Details http://www.marigo.net 1/2 Linda Lou, Inc...... 15 at www.GreatScotsAircraft.com. 2/2 1969 Turbo PA30C SN 1805 Counter LoPresti Speed Merchants...... 23 1969 Turbo Twin Comanche PA30, Rotating props (PA39) 2897hrs TTSN Met-Co-Aire ...... 5 Ser# 1833, TT 5790, 670 SMOH (L&R), 357hrs SMOH 368hrs SPOH Full IFR Mike’s Upholstery ...... 18 Props and acc. At same time. Arapaho NDH. Robertson STOL. Small nose wheel Oilamatic, Inc...... 15 windshield, Tip Tanks, Oxygen, 4 seat with light. Knots-2-U Mods, Precise Flight Paul Bowen ...... 29,Inside Back Cvr Poplar Grove Airmotive...... 31 intercom, radio master, ski tube. KLN pulse Lights, dual glide slopes. New Precise Flight ...... 13,28 89B GPS, KX 155 w/GS, KY 96A ADF, leather. Excellent poly-paint. Altimatic Precision Propeller ...... 3, DME, AltimaticIII Hangared in Arizona, III. 6 place) 02 and intercom. 6 seats. Questair ...... 11 same owner last 17 years Annual Oct Much more. All AD’s, Hangared E-mail Redding Aero Enterprises ...... 15 2005, Pictures available, $105,000.00 [email protected] $125,000 1/2 Rocky Mountain Propellers, Inc...... 39 Call Jack 480-456-5350, 602-826-3012 Ron & John’s Comanche Service ...... 33 E-mail [email protected] 2/2 European Center for Comanche Parts Schweiss Bi-Fold Doors ...... 19 1967 TWIN COMANCHE PA-30B Sky-Tec Partners ...... 9 Twins, Comprehensive stock of New & Airframe: 2830 Hours since New Serviceable S/H Sparews, Inc., Props, Spinner Sound Ex Products ...... 18 Engine(s) Left: 936 Hours since Engine Back Plates, Engines, Undercarriage Wheels, SVA ...... 35 Overhaul Right: 974 Hours since Engine Wings, CSU’s, El Boost Pump, Generators, Travers & Associates ...... 31 Alternators, etc. In fact 90% of all Twin Parts. Overhaul Prop(s): Left: 432 Hours since PA24’s less comprehensive, but try me. Tsuniah Lake Lodge ...... 34 Propeller Overhaul (OH Date 05/97 Will Ship World Wide. No List. Warren Gregoire & Assoc. LLC ...... 18 Right: 432 Hours since Propeller Tel: or FAX: Webco ...... 30 UK: 44 116 240 2294 William Creech ...... Inside Back Cvr Overhaul (OH Date 05/97) Last Annual: E-Mail: [email protected] 05/2005 This Plane is a Gem...Present www.PiperSpares.com Zephyr Aircraft Engines ...... 23

FEBRUARY 2006 Comanche Flyer • 47 Last Laugh

pilot was working on his multi- engine rating at an airport where Athe controllers had apparently grown very familiar with the routine for training flights. While on downwind in a Cessna with his instructor, the pilot heard on the radio: Controller: “Bonanza 123AB you will be following a Cessna on downwind, he’s about to lose an engine.”

48 • Comanche Flyer FEBRUARY 2006 This is a “must read for all ICS members.”

This is an account of the 31 year career of a USAF Fighter Pilot. It deals with flying over 300 combat missions in fighters during three wars, WWII, Korea, and Viet Nam. He was shot down twice during WWII, flew F-86’s during Korea, and went on to command a F-100 squadron in the Viet Nam era. It also deals with some of the frustrations of bureaucracy and in retire- ment, his experiences as President of the ICS as well as owning and maintaining a Comanche for 2700 hours.

For info, call Bill at 915-581-3401 or order ($20.00 plus S&H) at www.the3rdgreatestfighterpilot.com, or www.authorhouse.com, or 1-800-839-8640