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Unparalleled Customer Service Since 1979 The Comanche Flyer is the official monthly member publication of the International Comanche Society P.O. Box 1810 Volume 37, No. 9 • September 2010 Traverse City, MI 49685-1810 www.comancheflyer.com U.S.: 888-300-0082 Other: 231-946-3712 Fax: 231-946-6180 Email: [email protected] www.comancheflyer.com Published By the International Comanche Society, Inc. ICS President Bernie Mazurek Ph: (734) 420-2691 Cell: (734) 717-4946 CONTENTS E-mail: [email protected] Managing Editor 2 Letter from the President Bernie Mazurek Kim Blonigen E-mail: [email protected] Comanche Spirit Display Advertising Manager 4 Dedicated to the Comanche Kim Blonigen Genevieve Lyon (800) 773-7798 Fax: (231) 946-9588 8 ICS Items for Sale E-mail: [email protected] 10 ICS Board of Directors, Tribe Chiefs, Trading Post & Classified Advertising & Tribe Representatives Nancy A. Whitten Ph: (800) 773-7798, Fax: (231) 946-9588 2009-2010 ICS Standing Committees E-mail: [email protected] 11 ICS Technical Directors Graphic Design ICS Tool Loan Program Brandon Hoffman E-mail: [email protected] CFF-Trained CFIs Printer ICS News Village Press 2779 Aero Park Drive 12 Comanche Pilot Profi ciency Program (CPPP) Traverse City, MI 49685-0629 The Comanche Flyer Foundation – Frank Sargeant www.villagepress.com Why, What, and Who ICS Technical Directors Pat Barry 14 ICS Name Badge Order Form Ph: (949) 363-1600 on Pacific Time E-mail: [email protected] Online Intelligence Bill Creech 16 Troubleshooting Engine Roughness Ph: (915) 581-3401 (9:00 a.m.-9:00 p.m. MST) Fax: (915) 581-6168 E-mail: [email protected] Technically Speaking Zach Grant There Are Annuals, W.B. Johnson Cell: (317) 201-4293 (Calls accepted all hours 18 on his cell, he’ll return call if message left) and Then There Are Annuals E-mail: [email protected] Hans Neubert 22 ICS Membership Renewal Form E-mail: [email protected] on Pacific Time From the Logbook Cliff Wilewski 24 An Outpost of France in North America Alan Hepburn Ph: (815) 395-0500, Cell: (815) 979-7785 E-mail: [email protected] The Best of the Flyer ICS Tool Loan Program 30 Soaring the Comanche Ron Delp Matt Kurke From the Tribe Chiefs 10340 Regent Circle, Naples, FL 34109 34 Ph: (239) 593-6944 Feature [email protected] My Hangar Story Herbert Yuttal The Comanche Flyer (ISSN 08994223, 38 USPS 2-324) is available to members; Featured Fly-In the $25 annual subscription rate is included in the Society’s Annual Membership dues 40 The Great Yellowkife Fly-In of 2010 Don Ostergard in US funds below. Comanche Flyer is published monthly by Village Press Fly-In Report U.S., Canada, Mexico 43 Mid States Tribe Experiences Niobrara Sarah Jane McKinley One year $66, Two years $120 46 Comanche Classifi eds Europe and South Africa One year $89, Two years $166 47 Trading Post Australia, All other countries One year $79, Two years $146 47 Advertiser’s Index Spousal Members $33 per year Last Laugh Cover Photo 48 More Aviation Quotes Gary Snell’s 1966 PA30 B Comanche. Copyright Notice The act of making a submission for publication is an express warranty that such contribution does not infringe on the rights or copyright of others. Nothing appearing in the Comanche Flyer shall be reproduced or distributed INTERNATIONAL without the express permission of the publisher. COMANCHE Postmaster Send address changes to the above address. SOCIETY, INC. Periodical postage paid at Traverse City, MI 49686

SEPTEMBER 2010 Comanche Flyer • 1 letter from the President

eptember is here and the ICS landing area), Investigate (switch fuel Convention in San Diego is in full tanks, check mixture, check mags), and Sswing. Hopefully the weather is Communicate (contact ATC). cooperating and everyone is having a With an engine failure at altitude in good time renewing old friendships and cruise flight, time is not as crucial as learning about their Comanches. failure on takeoff. The Comanche 260C When was the last time you reviewed has an engine-out glide ratio with gear or thought about Comanche emergency and flaps retracted and propeller procedures? How many times during windmilling in low pitch of 10 to one, or cross-country flights have you looked for approximately two miles of gliding emergency landing areas in case an distance for each 1,000 feet of altitude. engine quits. What is the optimum engine Drag is substantially reduced when the out “best glide speed” for your aircraft? propeller is put in high pitch (low rpm) How does weight affect it? What happens improving the glide ratio to 13 to one. if the cabin door pops open? What is the Extending the landing gear will increase “absolute single engine service ceiling” drag and reduce the glide ratio to seven control are very survivable. Review your for the normally aspirated Twin to one. The “best glide speed” is 105 mph best glide speed, and note on the Comanche? The answers to these at 3,200 pounds gross weight and reduces airspeed indicator where that is. If the questions and more can be found in by four mph for each 200 pound weight engine quits on takeoff, the nose will Douglas L. Killough’s Pilot’s Operating reduction below gross. In the case of an drop. One’s first reaction may be to pull Handbook for Comanches. (Editor’s Note: engine failure on takeoff, with sufficient back on the wheel, resulting in an To order, go to page 15.) runway remaining, land straight ahead increased angle of attack and possible stall. Do not allow the airplane to stall. While in the comfort of your home, (the reason I like mile-long runways). it’s a good time to set up various “what Before takeoff, it’s a good idea to look at Push forward on the wheel to maintain if” scenarios (e.g., single Comanche with the departure end of your runway and best glide speed and land. engine failure) and plan a course of mentally select where you would land Other types of emergencies include action, remembering to Aviate (fly the if the engine quit. Roads are not a good the cabin door popping open, electrical airplane, reduce airspeed to best glide idea because of wires and traffic. Treetop failure, induction system icing, and speed), Navigate (towards a suitable landings with the aircraft flown under vacuum pump failure. This shouldn’t

Comanche Flyer Submission Guidelines

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

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

2 • Comanche Flyer SEPTEMBER 2010 create a problem in VFR conditions, but can prove dangerous in IMC. In closing, the key to any emergency procedure is to run through the sequence of events on a regular basis so that you are prepared to: AVIATE, NAVIGATE, INVESTIGATE AND COMMUNICATE. $1370 $1785 Fly safe and check gear down when landing. Bernie Mazurek Phone (954) 966-7329 FAX: (954) 966-3584 5614 SW 25 St., Hollywood, FL 33023 ICS Past Presidents web: www.survivalproductsinc.com email: [email protected] 2007-2008 Dave Fitzgerald 2006 Lawrence Paratz 2005 Karl Hipp 2004 Skip Dykema COMANCHE PARTS 2003 John Van Bladeren 2002 Larry Rackley 2001 Robert Noble 2000 David Buttle • SHOULDER HARNESS KITS 1999 Roy Roberts FAA STC/PMA 1998 Harley McGatha Inertia Reel and Strap Models 1997 Charles Wiseman Complete Kit with Installation Instructions 1996 Bryce Campbell PA-24, -30, -39 1995 Jess Bootman 1994 Chuck Medicus • ENGINE MOUNTS 1993 Dale Vandever Repair yours or Buy from Stock 1992 Bill Jackson Repaired – Yellow Tagged 1991 Martin Busch White Tag for Exports 1990 George Burson 1989 William Creech 1988 Jim Fox • NOSE GEAR HOUSINGS 1987 Pat Rowe Repaired Cracked or 1986 Ted Peifer Worn Nose Gear Housings 1985 Bill Shank FAA Approved (P/N 21715) 1984 Jerry Irvin 1983 Bill Stanyer 1982 Norn Berneche – FREE CATALOG – 1981 Ben Kitchens 1980 Jack Holaway 800-4KOSOLA (456-7652) 1979 Larry Larkin CELEBRATING OVER 36 YEARS OF SERVICE 1978 Clifford Younger 1977 Art Shriver 1976 Mike Keedy FAA APPROVED REPAIR STATION HE4R229M 1975 George Smith 1974 Paul Rechnitzer KOSOLA AND 1973 Andy Speer ASSOCIATES, INC. 5601 Newton Road Albany, GA 31701 USA 229-435-4119 FAX 229-888-5766 [email protected] • www.kosola.com

SEPTEMBER 2010 Comanche Flyer • ­3 COMANCHE Cover Story: Comanche Spirit Dedicated to the

ComancheBirdsville by Kim Blonigen

here is no doubt that Gary Snell likes Comanches – he’s currently on his fourth one. TWhile living in England, he owned his first Comanche, a 1970 PA30 C. He sold it and then moved on to a “deiced” PA39. When he moved back to Australia, he sold that airplane and it went back to the United States. He then imported a Turbo PA24 C, but unfortunately it was wrecked a few years ago with engine failure while in cruise (the crankshaft gear retaining bolt). Gary says he bought his latest Comanche, a 1966 PA30 B, about four years ago with run-out engines, poor paint and most of the avionics not working. “Now, some dollars later, I’ve got new engines, Miller wing tanks, new propellers from Knots 2 U on the way, a weather radar, upgraded avionics, and autopilot all working. The aircraft only Gary, surrounded by his wife, Marianne, and daughter-in-law, has 3,600 hours and I think I’ve nearly Felicity, at The Royal Victorian Aero Club fly-away to the Echuca replaced everything,” he comments. Blues Festival. A small country town in Victoria. (continued on next page)

4 • Comanche Flyer SEPTEMBER 2010 COMANCHE

Gary Snell, ICS #9759 Comanche year and model: 1966 PA30 B Airport home base: Moorabbin, Victoria in Australia Year pilot’s license attained: 1977 Total number of hours: 600 Ratings attained: PPL/IR Other aircraft owned: Turbo PA24 C, PA39, and PA30 C Comanches.

SEPTEMBER 2010 Comanche Flyer • 5

Spirit (continued from previous page) Gary uses the Comanche strictly for Ayres Rock seen from Snell's Comanche. personal use for touring around Australia. He thinks it would make a great long- distance aircraft, as it now holds 160 gallons of fuel. “The problem is,” he says, “that no one can stand to sit that long without a bathroom break!” One of his favorite places to fly is The Outback in central Australia for the annual Birdsville Races, held every September. He explains that there are usually about 100 aircraft that come to the races from all over Australia and everyone camps under the wing of their airplane. “From Birdsville, we fly over Ayres Rock, which is an impressive place to see from the air as there is nothing else out there except a flat desert landscape and no one flying for hours.” Since he’s owned four, what does he enjoy most about flying the Comanche? Gary says the nice handling of the aircraft. He also appreciates the great type support and the helpful members that ICS offers through its membership.

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We Buy Worldwide SEPTEMBER 2010 Comanche Flyer • ­9 2009-2010 ICS Board Of Directors President: Secretary: Past President: Bernie Mazurek, ICS #7947, NC Tribe Alan Burrows, ICS # 16073, EU Tribe Dave Fitzgerald, ICS #10297, NC Tribe 41816 Rayburn Dr. St Judes Lodge 5393 Hillsboro Ave. SE Northville, MI 48168-2085 Old Laxey Hill Canton, OH 44707-1167 Ph: (734) 420-2691 Laxey, Isle of Man Ph: (330) 484-4609 Cell: (734) 717-4946 IM1 3AD Cell: (330) 936-7979 Vice President Ph: +44 1624 861957 Email: [email protected] Dick Kuszyk, ICS #16208, NE Tribe Email: [email protected] 1129 Delaware Avenue CFF President: (non-voting) Frank Sargeant, ICS #61 Churchton, MD 20733 Treasurer: Don Nelson, ICS #118, NW Tribe 6327 81st St E Ph: (410) 867-9156 925 Ludwick Ave. Puyallup, WA 98371 Email: [email protected] Blaine, WA 98230-5109 Ph: (253) 848-6370 Ph/Fax: (360) 332-2743 Email: [email protected] Cell: (360) 305-0286 Email: [email protected]

Tribe Representatives and Chiefs Southeast: Southwest: E. Canada: Tribe Chief/Tribe Rep Sally Williams, ICS #15620 Tribe Chief Kristin Winter, ICS #15964 Tribe Chief/Tribe Rep Stewart Campbell, ICS # 16294 103 Lost Bridge Dr. 905 Holly Lane 229 Yellow Birch Drive Palm Beach Gardens, FL 33410-4469 Petaluma CA 94952 Kitchner ON N2N 2P4 Canada Ph: (561) 625-0313 Ph: (707) 477-4727 Ph: (519) 568-7491 Cell: (561) 676-3884 Email: [email protected] Email: [email protected] E-mail: [email protected] Tribe Rep Mike Foster, ICS #14077 Europe: Ph: (909) 208-6616 Northeast Tribe Tribe Chief/Tribe Rep Ben Ayalon, ICS #14048 Cell: (909) 208-6616 8 Sherrards Mews, Rectory Road Tribe Chief/Tribe Rep Keith Johnson, ICS #15548 Email: [email protected] Welwyn Garden City 181 Proctors Purchase Rd Herts AL8 7AX United Kingdom Hartly, DE 19953 Northwest: Ph: 44-0-1707-394540 Ph: (302) 492-1931 Tribe Chief TBA Cell: 44-0-7774-759 Cell: (302) 242-8201 Tribe Rep Sec Shirley Nelson, ICS #14897 Email: [email protected] Email: [email protected] 925 Ludwick Ave Blaine, WA 98230 North Central: S. Africa: Ph: (360) 671-7388 Cell: (360) 305-0287 Tribe Chief/Tribe Rep Russell Knowles, ICS #16469 Tribe Chief/Tribe Rep Jerry Jesion, ICS #14746 Email: [email protected] Box 1114, Halfway House 26980 Coachlight 1685 South Africa Woodhaven, MI 48183 W. Canada: Ph/Fax: +27 11 8052902 Ph: (734) 692-6152 Tribe Chief/Tribe Rep Don Ostergard, ICS #3263 Cell: +27827809228 Cell: (734) 626-2121 Box 2550 Email: [email protected] Email: [email protected] Drumheller AB T0J 0Y0 Canada Wrk: (403) 823-9326 Mid States: Australia: Fax: (403) 823-9183 Tribe Chief/ Tribe Rep Ian Thomson, ICS #13680 Tribe Chief John Johnson, ICS #16644 Hm: (403) 823-8813 36 Ian Road 3100 State Highway Cell: (403) 823-0405 Mount Martha VIC 3934 Australia Ozark, MO 65721 Email: [email protected] Ph: +613-5988-4608 Ph: (417) 581-9196 Cell: +61-401-775-783 Email: [email protected] Email: [email protected] South Central: Tribe Chief Bob Cretney, ICS #2269 434 McDaniel Rd Ferris, TX 75125 Ph: (214) 725-6584 Cell: (214) 725-6584 Email: [email protected] 2009-10 ICS Standing Committees & Chairpersons: Tribe Rep Bruce Thumann, ICS #14028 6618 Avenel Drive Historical – Chair: Nominating Committee: Editorial Committee: Pasadena, TX 77505 Dale Vandever, SC. Ray Bejarano, NE Bernie Mazurek, NC – Chair Home: (281) 487-5782 Communications – Chair: Lorne Harmon, SW Dave Fitzgerald, NC Work: (713) 649-8588 Dave Fitzgerald, NC Bruce Ladrie, SE Lorne Harmon, SW Cell: (713) 875-3056 Monica Rehkopf, EU Dale Vandever, SC Fax: (713) 649-8151 Tech & Maintenance – Chair: Zach Grant, NC Flagship – Chair: Fleet Airworthiness Email: [email protected] Cliff Wilewski, NC Committee: Finance & Budget – Chair: Hans Neubert, SW – Don W. Nelson, NW Elections – Chair: Co-Chairman Bruce Thumann, SC Bylaws, Standing & Special Dave Fitzgerald, NC – Rules – Chair: Marketing – Chair: Co-Chairman Don W. Nelson, NW Dick Kuszyk, NE

10 • Comanche Flyer SEPTEMBER 2010 Hans Neubert ICS TECHNICAL E-mail: [email protected] CFF-Trained CFIs DIRECTORS on Pacific Time Cliff Wilewski Pat Barry Ph: (815) 395-0500 Certified flight instructors who have com- Ph: (949) 363-1600 Cell: (815) 979-7785 pleted a CFF approved training program E-mail: [email protected] E-mail: [email protected] on Pacific Time The International Comanche Society, Inc. (ICS) publishes this list in the spirit of open discussion and the opinions, statements and Bill Creech claims made by the instructors are their own and not of the Ph: (915) 581-3401 Society (ICS). The listed CFIs have undergone an extensive training Fax: (915) 581-6168 program specialized in the Comanches. ICS assumes no respon- E-mail: [email protected] ICS TOOL LOAN sibility for any actions between its members and the listed CFIs. *No calls before 9:00 a.m. or after 9:00 p.m. Mountain Standard Time. PROGRAM Roger Wentowski – AL Single, (205) 290-8401 Zach Grant Matt Kurke [email protected] Cell: (317) 201-4293 10340 Regent Circle E-mail: [email protected] Naples, FL 34109 Todd Underwood - AZ (Phoenix/Prescott) (Calls accepted all hours on his cell, Ph: (239) 593-6944 Single/Twin, (623) 202-6910 he’ll return call if message left) [email protected] [email protected] Bill Archer - AZ (Phoenix/Mesa) Single/Twin, (480) 203-3043 [email protected] COMANCHE FLYER FOUNDATION, INC. Sheldon Bresin – CA

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

VHS and PAL tapes are no longer available Charles Classen – IL Single, (815) 269-2552 Books [email protected] Into the Wind: The Story of Max Conrad by Sally Buegeleisen Larry J. Whitbeck - IL Single, (217) 732-9704 Enjoy this account of the life and feats of legendary pilot Max Conrad, including [email protected] his record setting flights in our own Comanche N110LF. pb, 264pp. Zach Grant - IN (Indianapolis) Price: $21.50 plus shipping (North America: $5.00: elsewhere: $12.00.) Single/Twin, (317) 201-4293 [email protected] PA-30 & Multi-Engine Flying by Alice S. Fuchs. pb, 68pp. Scott Spencer - IN (Indianapolis) Price $9.00 plus shipping (North America: $2.00; elsewhere: $4.50.) Single, (317) 291-9792 [email protected] Please fill out to order Dave Stewart – IN Please circle items above and indicate any multiple quantities. Single, (219) 462-0182 [email protected] Item(s) cost: ______Add all shipping: ______Order Total: ______Linda Dowdy – MN Twin, (763) 753-1571 Mail to: CFF c/o Tina Thumann, Contract Builders Supply, [email protected] 6430 Mayfair Street, Houston, TX 77087, Telephone: 713-649-8588 George Richmond - NE (Omaha) Fax: 713-649-8151, E-Mail: [email protected] Single and Twin, (402) 350-1915 Enclose check, money order, or credit card information. U.S. funds only. [email protected] Credit card information: � Discover � MasterCard � Visa Kevin C. Baun – OH Twin, (740) 881-9878 Card Number: ______Expiration Date: [email protected] Orlando Brown – OK Single, (405) 376-4056 Signature: ______V Code: [email protected] Ship to name: ______William Harris – VA Street Address: ______Single & Twin, (540) 731-4772 City: ______State: [email protected] Zip Code: ______Country: ______Steve Zaboji – VA Single & Twin, (703) 471-1764 Telephone: ______E-Mail: [email protected] Dennis Carew – WI COMANCHE FLYER FOUNDATION, INC. Twin & Single, (262) 250-3136 / (920) 749-9558 [email protected]

Instructors interested in becoming a certified instructor, contact Zach Grant, CFF Director of Training at [email protected]. SEPTEMBER 2010 Comanche Flyer • 11

DVDFlyerAdRevision1.doc • To receive the discounted price for the LNC clinic, payment must be received by September 16, 2010. The Rockford Clinic (RFD) ONLY will have a maintenance service clinic integrated into the CPPP course. The service portion will include: your Comanche (up on jacks) inspected by a qualified Comanche technical expert (ICS-qualified mechanic) and your hands-on participation, if desired. This will be a great opportunity to thoroughly go over your Comanche airplane with a Comanche maintenance expert. Comanche Pilot Proficiency Program You will receive a written report of the aircraft’s inspection and recommen- he Comanche Pilot Proficiency The clinics include eight hours of dations as to future actions you might Program (CPPP) is accepting concentrated ground school instruction consider. This is NOT an annual enrollments for the following about the Comanche airplane, followed inspection, but will be an in-depth eval- Tclinics: with approximately four hours dual uation of your aircraft and its systems. • CPPP Clinic at Hagerstown, Md. instruction in the attendee’s own Due to the time required to conduct a (HGR), September 17-19, 2010 Comanche airplane. The course is thorough inspection, the number of • CPPP Clinic at Rockford, Ill. (RFD), Comanche-specific. Attendees can earn Comanches accepted for the service Oct 1-3, 2010 an FAA-required Flight Review, clinic portion will be limited. Instrument Proficiency Check, and FAA • CPPP Clinic at Lancaster, Texas Four training packages are available Wings Program qualification. The flying (LNC), Oct 29-31, 2010 for RFD: is designed to meet the client’s specific 1. Flying, ground training and the service training desires and needs. Questions clinic (as described above) for $995 from interested persons can be directed per attendee. to Dennis Carew at (920) 749-9558. 2. Flying and ground school package The HGR and LNC clinics will include (everything except the service clinic) one full day of Comanche specific ground would cost $795 each. school, hands-on systems training with 3. Ground school training, NO FLIGHT a Comanche on jacks and about four TRAINING but including the service hours of flight instruction time in your clinic for your Comanche is $645 airplane with a qualified Comanche each. instructor. All course books and manuals are included with paid registration. 4. Ground school training only (no service clinic and flight training) is The cost of the clinics is $795 per $395 each. attendee for the full clinic (flying and ground portions). The ground training Note: The advanced payment portion only, with no flight time, is $395 discounts have already passed for the per attendee. RFD clinic. Advance registration and PAYMENT Each “paid in advance” attendee in full will be discounted as follows: would be allowed to bring (at your expense) one qualified licensed A&P (the The full clinic course cost will be one that works on your Comanche) to discounted $100, making it $695 per audit the ground portion only of the RFD attendee. CPPP Clinic. No Comanche manuals or The ground school portion only (no course materials would be provided to flying) will be discounted $75, making your guest auditor. Space limited, first it $320 per attendee. paid, first come basis. These discounts apply to payments received 45 days prior to the course start date. • The advanced payment date has already passed for the HGR clinic.

12 • ­Comanche Flyer SEPTEMBER 2010 The Comanche Flyer Foundation – Why, What, and Who by Frank Sargeant, CFF President, ICS #61

mazingly, the questions noted 3. To research, study, and promote aviation Obviously, this new organization above continue to occur education by means of publishing required funding if it was to be able to Afrequently even though the various educational materials, assisting accomplish any of its noble goals. Do- Comanche Flyer Foundation (CFF) is or establishing museums, and initiating nations were solicited from ICS members almost as old as the ICS itself. The scholarship funds. with amazingly good results. In addition, purpose of this article is to try to answer some in ICS may still remember the 4. To make or obtain loans of money, raucous auctions that were held during those questions so that there should be with or without securing the same, for no doubt as to what the CFF is, what it several ICS annual conventions. CFF was any purposes necessary, incident or does, and how it does it. able to raise several thousand dollars in appropriate to the foregoing purposes. this manner. In addition, for a number The Why and the What 5. To operate exclusively for charitable, of years, a dollar of the ICS annual dues In the early 1970s, the early years of scientific, and educational purposes; was given to CFF. It also became a the ICS, the term “type support” had to make contributions to any tradition for the tribe sponsoring the perhaps not yet been invented. But the organizations described in Section 501 annual convention to split any profits concept of an organization dedicated to (C) (3) of the Internal Revenue Code with CFF. Unfortunately, neither of those both the safety and effective utilization of 1954 and all amendments thereto funding sources is currently available. of the Comanche was of some concern with the exception of organizations In fact, it was within three years or so, to many ICS members. The problem was, testing for public safety; to engage in that CFF had accumulated enough of course, that ICS did not have funds any and all lawful activities incidental investment income to begin funding available for such activities. Several to any of the foregoing purposes, except scholarships which were awarded to members discussed the possibility of as restricted by the Indiana Not-For- promising aviation student mechanics adopting the charitable foundation Profit Corporation Act of 1971. who aim to work in general aviation. models of both AOPA and the Bonanza societies for an organization separate and apart from ICS to accomplish those goals of pilot safety and utilization. The proposed foundation would be a win-win for ICS members in that they could contribute or donate to their own AIRCRAFT educational advantage, while the funds so donated would be tax deductible and have the added advantage of growing in value COVERS through the magic of investment income. & ENGINE PLUGS Subsequently, the Comanche Flyer Foundation was formed and incorporated as a 501 (C) (3) charitable organization in TOLL FREE: the state of Indiana on February 24, 1977 800.777.6405 for the purposes as listed: 1. To promote widespread understanding regarding the safe, economical, and ecologically prudent operation of private aircraft generally, and the Piper Comanche in particular. 2. To provide services of a charitable and humanitarian nature for which such aircraft are uniquely suited, including the transportation of rations, drugs, medical supplies and equipment in time of emergency; the transportation of persons in distressed and urgent phone: 408.738.3959 fax: 408.738.2729 e-mail: [email protected] circumstances, excluding medical patients; the transportation of WWW.AIRCRAFTCOVERS.COM members of this or other charitable organizations in the pursuit of their Bruce’s Custom Covers, 989 E. California Ave. Sunnyvale, CA 94085 charitable objectives.

SEPTEMBER 2010 Comanche Flyer • ­13 Introducing the new ICS Is CFF actually doing anything of value Foundation is run by a Board of Directors chartered require that upon dissolution in the way of the type support it was (BOD). It is a separate and independent of CFF, all of its remaining assets must founded to do? The answer is yes. CFF organization. It is the responsibility of the be donated to a like 501 (C) (3) organ- currently is engaged in a number of trustees to elect and advise the CFF Board ization. In addition, certain CFF funds PILOT’S OPERATING HANDBOOK activities. Perhaps the most visible is CFF of Directors who is responsible for running are restricted to or for specific purposes, financial support of seminars organized the organization. Neither the Board of and would not be available for general by individual ICS tribes and members Directors, nor the trustees, are required use by ICS. The ICS BOD has more than AND FAA APPROVED for the promotion of flying safely and to be ICS members. However, in practice, enough on its hands without taking on effective Comanche maintenance and trustees are selected from among ICS the additional burdens of CFF. In short, utilization. CFF also sponsors the members who over time have displayed the members of ICS would have nothing AIRPLANE FLIGHT MANUAL Comanche Pilot Proficiency Program both the willingness and enthusiasm to gain and much to lose by ending CFF. “Formerly Published And Produced by the late Douglas L. Killough” (CPPP). The organization awards three needed in giving of their time and energy The fact is however, that CFF will be student aviation mechanic scholarships in support of the goals and activities of unable to continue the current level of per year. It offers for sale the very CFF. Neither the trustees nor the BOD support without additional funding. excellent Maurice Taylor series of receive any pay for their support of CFF. There are two problems here. One is that instructional videos and for the twin The annual meeting of the CFF Board of IRS regulations require that a specified pilots, PA-30 and Multiengine Flying by Directors is held in conjunction with the percentage of income must be obtained Alice Fuchs. Also available is Max ICS annual convention for the the simple from income other than interest income. Conrad’s biography, Into the Wind. In reason that as members of ICS, most of Second, investment income, as everyone addition, CFF maintains and owns the them also attend the convention. CFF knows, has been negative for some time greatest Comanche of them all, Max may, and has called special meetings of now. The simple fact is that without Conrad’s 110LF (110 Lets Fly). This the trustees when urgent circumstances additional income being obtained, CFF historic airplane is currently on display required them. will either reduce its expenditures or end at the Mid America Air Museum at It has been suggested from time to its operations. It is for this reason that Liberal, Kansas. The question remains, time that because CFF has accumulated ICS members may be asked for additional are ICS members getting their money’s significant investments while ICS has funding support so that CFF will be able worth from CFF? In answer, during the little cash reserves, that ICS members to continue in its mission of type support last fiscal year, CFF expended $27,000 would be better served if CFF simply shut for the members of the International in support of those activities. down and transfer its assets to ICS who Comanche Society. The Who would then carry on. There are several If anyone has any further questions It is important to know that CFF is reasons why that is not a feasible idea. regarding CFF, please feel free to contact not run by ICS. The Comanche Flyer The IRS regulations under which CFF is me at [email protected]. Help Us Get to Know You! Order an ICS Name Badge Today Wear an ICS name badge at fly-ins, air shows and all aviation events. Actual size is 2 X 3 inches. Blue on white plastic with 3-color ICS logo. $10 includes shipping in the U.S., Canada and Mexico. Overseas, add $1 per order. For additional badges, use this format on plain paper.

Enclosed is $______for _____ badges Type or print CLEARLY (What we see is what you’ll get.)

1. Nickname______

2. Name______

3. City & State______

4. Plane #______Tribe______ICS #______Nonmembers should leave ICS # blank or show crew title.

Choice for above badge (circle one) SAFETY PIN ALLIGATOR CLIP

Please make checks payable to Doris Click and send to: 228 Doolittle St., Orlando, FL 32839-1474

14 • ­Comanche Flyer SEPTEMBER 2010 Introducing the new ICS PILOT’S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL “Formerly Published And Produced by the late Douglas L. Killough”

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

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

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

TO ORDER CALL WEBCO AIRCRAFT AT 316-283-7929 OR WWW.WEBCOAIRCRAFT.COM. Specify “Bound” or “Unbound/Un-punched.”

Order Manual Gross Year(s) Flight Manual SN SN Model Qty Number Weight Mfg Report Number Begin End Singles: 01.) 180 2550 1957-64 1047 24-1 3687 02.) 250 2800 1958-60 997 103 2298 03.) 250 2900 1961 1127 2299 2843 04.) 250 2900 1962-64 1179 2844 3687 05.) 250 2900 1962-64 1220 (FI) 2844 3687 06.) 260 2900 1965 1334 4000 4299 07.) 260 2900 1965 1333 (Carb) 4000 4299 08.) 260B 3100 1966-68 1359 4300 4803 Not Avail 09.) 260B 3100 1966-68 1358 (Carb) 4300 4803 10.) 260C 3200 1969-72 1545 4804 5028 11.) 260T 3200 1970-72 1640 (Turbo) 4901 5028 12.) 400 3600 1964-65 1295 26-3 148 Twins: 13.) PA30 3600 1963-68 1269 30-2 1744 1969 1515 1745 2000 14.) PA30T 3725 1964-68 1269 (Turbo) 143 1744 1969 1515 (Turbo) 1745 2000 15.) PA39 3600 1970-72 1605 39-1 155 16.) PA39T 3725 1970-72 1605 (Turbo) 1 155 SEPTEMBER 2010 Comanche Flyer • 15 Online Intelligence www.comancheflyer.com Troubleshooting Engine Roughness

______The following is from a series of online took a trip to my AP&I friends, cleaned postings from the Comanche’s Owner’s the seat, and installed a new valve. Put Hi Dwight, Forum. These postings are provided for ’er all back together and she started and I agree with you about which valve to informational purposes only. The views ran like new. There was no reason found lose if you have to. For anyone reading expressed in these postings represent for the infant mortality of that valve, but this thread that does their own wrench the opinions of individual Comanche there it was. I ran that engine for several bending, keep in mind that all the intake owners and have not been vetted by the hundred hours after that with zero tubes on all cylinders must be removed ICS technical committee. problems. I later heard that it went way and checked for debris after you spit out As a responsible pilot and aircraft over 2,000 hours with no problems. I a valve and beat the daylights out of the owner, you should always seek the found no evidence of anything being piston top. The “good” cylinders can suck advice from an experienced, trusted stuck between the valve and seat, so I junk back in the wrong way and many a source, such as your A&P or CFF- believe it was an imperfection in that guy has gotten the rude surprise of approved CFI, before applying any of new valve. ruining the other cylinders in short order the techniques or recommendations No warning of any kind and suddenly after replacing the one that lost the valve. presented in these postings. you’re a short-winged glider. It does hold On another note, my PA 14 is now The postings are printed as they your attention until you roll to a stop living with its new owners on a private appeared in the Forum. Due to space and find no ensuing fire to deal with. My airport, just south of Denver, with an considerations, we are publishing only friend was out working on his super cub, elevation of 7,000 feet and reports that selected posts. I landed and managed to roll out and turn it does well up there. I asked if it got a to park by his Cub. It was pretty neat as ______nosebleed that high as I don’t think I ever he asked why I had come in with the had it above 2,500 feet. I had a lot of fun Ray B, engine off. We both had a good laugh with the -14, but sold it in a flash when about the “happening” and before the If anyone offers a choice for you I had the chance to have a 250 Comanche sun set that day, it was back running and again after 40 years of regret over selling between the exhaust or intake valve, I I returned home to my own hangar. my first one. (And it was paid for! What would advise the exhaust choice. Back was I thinking?) in the mid-60s, I was cruising along in I envy your owning a PA 14, as there Ray B my PA 20 Pacer with about 30 hours on are very few left around and I always a majored engine 0-290-D2 135 hp. With thought they would be a good plane to own. ______absolutely no warning of any kind, there CAVU to you, was a continual loud backfiring, engine We cannot stand the idea of another Dwight E. Lambert, ICS 4473, RPM went to barely shaking along. It stuck valve in my Comanche 250. We ream Albany, Oregon produced no power and I shut it down; the guides every 250 hours or so and as mags and fuel off. I was lucky and, in None of this got reported to the Feds we approach 1,300 hours, we are down to spite of low altitude, glided to a friend’s so they didn't get to revoke my license, having to ream two or three exhaust guides, grass strip. An open cowl revealed the fine me, harass, threaten or put me in but we sure check them all! intake pipe blown off and no compression jail for up to a year. Ah, those were I have had two stick in over 2,000 on one cylinder. I removed the cylinder definitely the good days of freedom! If it hours. Once on a fairly new set of superior with my friend’s tools and found the happened today, they'd most likely take millennium cylinders. At the low-hour intake valve curled up on one side. I then everything away but my birthday! end, we were getting four or five that

16 • ­Comanche Flyer SEPTEMBER 2010 needed reaming. I am a firm believer of doing the “rope” trick to fix these, as is Online Intelligence my mechanic. There has been nothing that needed cowl removal and it is all “gunk in the guides” mostly a carbon-like www.comancheflyer.com stuff that seems to cause it. Some are somewhat tight and sure loosen up when reamed. We diamond hone them as well, after reaming them. It takes about five to six hours of a day with the cowl off for annual and well worth it. Howard ______

Mike, If your friends engine is depending on carbon to take up the “slack”, it needs more than a clean out, it needs repaired or replaced. Howard sure has it right, as usual – clean oil, filter changes and regular correct operation is hard to beat. An engine will love good care and repay the owner with a good long life and peak performance. My personal thought is the use of any carbon removing additive when it is needed to remove excess carbon. Otherwise it’s as Howard describes in his prior post. The money saved from buying unneeded additives can be spent on some cooling additives for the pilot when the flying days done. That'll work! CAVU to you, Dwight E. Lambert, ICS 4473 ______

Jeff, I would like to second the lifters as a possible source of the “shakes”. I was trouble shooting another problem and pulled all the lifters to check for weak ones. The engine only had 500 hours, so I didn't think there would be a problem with them. WRONG! Half of them were weak and three were just bad. I replaced them all. That didn't fix the problem I was chasing, but the engine was noticeably smoother at all power settings. The high oil flow at takeoff power could hide a weak lifter that might show up at a lower power setting (less oil flow). Just a thought. Marty ______

Our thanks to Dale Vandever for compiling this text. You can view these messages in the context of the entire discussion by going to: http://forums. delphiforums.com/comancheflyer.

SEPTEMBER 2010 Comanche Flyer • ­17 Six weeks and $10,000 later, we got the Comanche back and I’m a happy Technically Speaking camper. Why, you ask, would I be happy with an annual that cost almost five times the previous year’s? Three reasons: First, I know we now have a mechanically impeccable aircraft that There Are Annuals, we can rely on, regardless of which family member is flying. Second, they kept me informed as the annual and then progressed, and even sent pictures to explain their concerns. They told me what was optional to repair, and let me make those decisions. Third, it’s not the There Are Annuals same airplane anymore. It now has by W.B. “John” Johnson M.D., ICS #16644 several useful modifications, and maybe it’s my psyche talking, but it just seems e’ve owned our 1963 Comanche the compression, swing the gear, change to fly more smartly than before. 250 for a little over two years. the oil and filter, fix the owner’s squawks, So, what did we get from Webco for WI bought it sight unseen from check the AD’s and sign ‘er off. So, as a ten large ones? The parts list is two an old retired Navy pilot who took great new member of the International pages single-spaced, and two more pages pride in his aircraft and was compulsive Comanche Society, I read each magazine documenting 120 hours of labor. Here with his record keeping. It had low carefully for tips about maintenance. In are just a few of the more notable log airframe and engine times, but hadn’t addition, I distinctly remember seeing entries starting with that cabin door: flown much in the previous few years a startling FAA video of a Piper stabilator Webco found the door to be loose at the and had been tied down outside. Just as developing flutter in flight − very hinge points, so removed and we made the purchase, an annual impressive. With the ICS discussion of disassembled it. Both upper and lower inspection was being done by the shop stabilator control horn cracks, my door hinge locations were cracked, the that had maintained it for a number of concern about the thoroughness of my lower hinge was broken, the lower years (I paid them to install a one-piece previous annual, the fact that my wife fuselage frame at the door was cracked, windshield), and I hired an unrelated and two sons are also pilots who fly this and the door structure had several third- mechanic to do a pre-purchase bird, and hearing good words about rate repairs to its structure. The latch inspection during the annual. No Webco from ICS members, I decided it yoke was broken, the cables were significant problems were identified. was time to call them. The annual misadjusted and were sticking. No We were happy with the aircraft after inspection was set for late November, wonder the door was hard to close! flying it for a year and 60 hours, and our and I e-mailed Webco my squawk list Properly reinforced repairs were made, local IA, who has owned Comanches, with the comment to call me before the Webco upper latch kit and a performed our first annual inspection. fixing any other problems they identified. serviceable lower door hinge were My main squawks: The left flap would First impression: Webco’s hangar is a installed, and the door was completely hang up in the retracted position for an mess! It’s stuffed with Comanches and re-rigged. It seals tight as Dick’s hatband instant then let loose with a “pop” when Twinkies, airframe and engine pieces in now – no more windstorms. extended, and when turning on both various states of undress, the work areas What about that stabilator control landing lights the voltmeter would drop and office appear to be a hundred years horn? After removing the tail cone and to 12, the alternator CB would open (I old, and the hangar’s way too small. the stabilator, Webco called me. It seems wondered about possible corroded wiring Nonetheless, I met John Regier and Bob someone had previously bored out the connections and/or a defective CB, but Weber, and liked them immediately. It control horn bolt holes and pressed in what do I know?) and there was a lot of was obvious they know Comanches, and bushings, then replaced the original breeze coming in the upper cabin door I felt comfortable letting their crew bolts which were rusted nearly through. edge. He had it in the shop for two or proceed. I gave them our list of squawks There was nothing in the logs about this, three days, replaced the alternator, and and requests: “Install an upper cabin and no DER approval of this repair signed it off. Over the following year, door latch (to improve the breeze at the technique. Although there were no there were few issues but one episode of door edge), install a small nose tire and evident cracks in the control horn, we the gear failing to extend electrically was a vernier mixture control, make the left had little choice but to replace it and disconcerting. Manual extension worked, flap quit popping, thoroughly inspect the the bolts. As Piper hasn’t made this part and our IA couldn’t find an explanation stab torque tube and control horn, and in years, I was relieved to learn that for it. The left flap started popping again. replace the gear bungees (more good tips Webco has an inventory of serviceable The alternator CB occasionally opened from the ICS!). Also, could they figure control horns (as well as hundreds of with high electrical loads. I had to add out why the gear wouldn’t extend that other crucial parts). The torque tube hardware store weather stripping to one time? Oh, and maybe could they fix was sent off for Magnaflux and cad improve the door leak. the Shadin fuel flow indicator that plating, the replacement horn got an In my 46 years of flying, I’ve come to consistently shows all zeros?” I’d adjusted eddy current inspection, and eventually realize that an annual inspection is to the alternator CB problem and forgot it all got reassembled into a functioning sometimes a rather cursory affair: Check to even mention it. and safe stabilator. (continued on page 20) 18 • Comanche Flyer SEPTEMBER 2010 Webco Aircraft The World’s Leader in Comanche Support and Parts Supply

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PA30 ENGINES: 2 IO-320B1A 0SM, Warranty new parts. Fuel system except for servos. Can supply rebuilt servos and can supply rebuilt prop governors. All baffl es installed and in perfect shape. New baffl e rubber all accessory drives. Super Bendix mag leads and Bendix installed. All new fuel pump and oil hoses. Oil coolers reconditioned, new oil fi lters. Can supply new lord mounts. Everything attached to make fast exchange. Can mount engines if desired. Exchange for same with normal run out: $12,000 or outright at $17,000, each. My PA30 is still for sale. Everything in top condition, high time engines - runs good. Now $70,000. Fuel valve repairs – still using the same Your Midwest methods that we have for over 40 years. Comanche Specialists www.heritageaero.com

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SEPTEMBER 2010 Comanche Flyer • 19 Right, an inadequate door frame repair using a patch. Below it, the removed patch shows the crack.

Stabilator torque tube control horn with illegal bushings.

Worn trim drum on top. Inadequate door corner patch (top left) above a proper door corner reinforcement. Leaking main gear strut with deterio- rated hydraulic fluid (bottom left). Baffle out of position and cracked from overtorqued tie rod (right). Bent, over-torqued tie rod (below).

Starter cable resting on throttle arm. 20 • ­Comanche Flyer SEPTEMBER 2010 ASHBY AIRCRAFT GLARESHIELDS Cessna - Piper - Beech - Mooney One piece hand-laminate with a molded Naugahyde tex- ture, designed to tuck under the windshield from the front totally covering the top of the instrument panel. Protects Instruments from Intense Heat The glareshield extends (3) three inches past the front of the panel to shade instrument faces. The reinforced “lip” forms a nifty handhold on the Glareshield’s front edge and provides room for mounting optional FAA approved lights for greater night visibility. Call Toll Free 1-877-4-SPRUCE7 7 7 8 2 3 www.aircraftglareshield.com

The landing gear seems to be support was broken; a trim drum was Comanche mechanical failure number worn beyond specs; flap rollers needed one, so I did want the two-year-old replacement, and multiple other small bungees replaced. Another call from items needed attention. The Shadin is Webco informed me that there were working fine now and the alternator CB multiple splices in the gear wiring, and no longer opens with max electrical load, the insulation was cracking on the although I don’t know what they did to 46-year-old wires. They recommended fix it ... probably has something to do complete replacement of the wiring, and with the defective wire connections and suggested considering replacement of circuit breaker work that was needed the micro switches since they were behind the panel. I still don’t know why original and looking pretty haggard as the gear wouldn’t extend that one time, well. I’d worried about those micro but I’ll bet it never happens again. Now, switches before, and since Webco was I gotta get those avionics upgraded... replacing wires at each switch anyway, it made a lot of sense to replace them. You might conclude that this A main gear strut was leaking some nasty Comanche must have been a junker, black goo that should have looked like but you’d be wrong. It was a basically hydraulic fluid, so all the struts were sound, low-time bird which simply had cleaned, flushed, and resealed. Main not had an inspection by a shop that gear studs were checked for cracks, and really knows Comanches. There are multiple new bushings were required to annuals, and then there are annuals, correct gear play. The gear transmission and this was an annual! The Comanche was removed, cleaned, and re-lubed. A was far superior to our previous Cessna new nose gear inner trunion and steering 172 for cross-country flying. Now it’s an stops were needed, a worn main gear even better aircraft, thanks to Bob and door hinge was replaced, brake linings John and all the guys at Webco who were confirmed good and the reservoir know these airplanes. serviced, and everything was lubricated, By the way, I contributed to their reassembled, and re-rigged. FAA defense fund, and you should too. A lot of other issues needed to be Bob and John are being devastated addressed as well: The engine baffle tie financially by the Feds, and I understand rods were over-torqued, pulling the Bob has had to sell his personal airplane baffles out of proper position and to finance their defense. They’re an contributing to several cracks; a tie rod invaluable resource for you and for the was rubbing on an oil line; the starter entire Comanche community even if cable was resting on the throttle arm; they never do your maintenance, and rudder cable tension was too low and it in my opinion they’re getting a very was rubbing on the floor; the tail pipe raw deal.

Call Today for Advertising Opportunities in Comanche Flyer Genevieve (Gen) Lyon, Advertising Manager Phone: (231) 946-3712 or 1-800-773-7798 FAX: (231) 946-9588 Starter cable resting on throttle arm. E-mail: [email protected] SEPTEMBER 2010 Comanche Flyer • 21 INTERNATIONAL KEEP YOUR COMANCHE SOCIETY, INC. MEMBERSHIP GOING!

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

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

Registration/Tail #:______Serial #:______

Renewal Selection Spousal Renewal U.S., Canada, Mexico* Europe and South Africa** Australia, All other countries Spouse’s ICS#______One year – $66 One year – $89 One year – $79 $33 per year Two years – $120 Two years – $166 Two years – $146 *Includes second-class mailing of the Flyer **Includes $9 returned to each foreign tribe for communications ------PLEASE PRINT ------

YOUR SPOUSE CAN JOIN, TOO! One of the beauties of owning and flying your own airplane is the quality time you get to spend with your spouse, traveling to new destinations or social events, and filling the memory book for years to come. Your spouse can also join the International Comanche Society for only $33! With a spousal membership, your spouse will receive a Membership Kit containing a folder, membership card, membership certificate, a cloth ICS patch, ICS decal, access to the popular ICS website and discussion forums, and voting rights! Simply fill out the form below and return it with payment to start your spouse’s membership today!

Your Name:______Your ICS Number:______Spouse’s Name:______Address:______City:______State:______Zip:______Country:______Telephone:______Fax:______E-Mail:______Spousal Membership One year – $33 Two years – $60

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

------PLEASEAuthorized PRINT ------Signature:______

22 • ­Comanche Flyer SEPTEMBER 2010 look to us for solutions! Tribal Jack

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SEPTEMBER 2010 Comanche Flyer • 23 From the Logbook

id you ever dream of flying your Comanche to France? Most of us do, but it doesn’t take a lot of consideration An Outpost to come up with some Dpretty formidable obstacles, and the idea often dies right there. However, what if France were less than 500 miles away, of France and only about a third of the trip was over water? Well, it turns out that there’s a little piece of France that fits that description – the islands of St. Pierre and Miquelon, just 10 miles off in North the south coast of Newfoundland, and 484 miles from Princeton, Maine. The islands have an interesting history. First colonized by Basque America fishermen in the mid-17th century, the British forced the French settlers out in by Alan Hepburn, ICS #16828 1715. Between then and 1815, the islands changed hands seven times, finally reverting to French rule under the Treaty of Paris in 1815. The mainstay of the economy was fishing, augmented by rum running during Prohibition, which ended in 1933.

Forillon National Park

24 • Comanche Flyer SEPTEMBER 2010 During the second World War, the government of St. Pierre and Miquelon sided with the pro-Nazi Vichy Rocher Percé government in mainland France. This raised the prospect of support for engendered good feeling between him town hall. The currency is euros, and they German U boats being available on the and Roosevelt – a distrust which marred even use European electrical plugs with east coast of North America. Canada their relationship long after St. Pierre 230-volt power. You’ll need your passport and the United States did not think and Miquelon had disappeared from the to show to the French douane on arrival. much of this idea, but before they got international scene. around to doing anything about it, The islands and the sea out to 12 General deGaulle dispatched a free Today, the islands are unmistakably miles offshore are a territory of France. French squadron to bring the colony French. The language is the French of France would like to greatly expand back into line. True to character, Normandy – quite different from the the 12-mile radius. Given that the deGaulle did not dream of asking French spoken in Québec, just a couple continental shelf is now a major source anybody’s permission before mounting hundred miles away. The flags of France of offshore oil, Canada takes a pretty this little expedition. This hardly and the European union fly outside the dim view of this idea.

SEPTEMBER 2010 Comanche Flyer • 25 The population of the islands is too well with the French government, Entering and Operating in Canada around 7,000. Of these, 700 live in a so they spent 140 million euros on a Since your route to St. Pierre will small settlement on the northern island new airport capable of providing direct almost certainly involve a stop in of Miquelon, and the remainder are in airline service to France. The airport Canada, it’s worth mentioning some of the capital and only town on St. Pierre. opened in 1999; they’re still waiting for the procedures there. Your have to file With the decline of the cod fishing airline service from France to start! a flight plan and make your first landing industry, the only real source of outside The ICAO designator for the airport in Canada at a designated Port of Entry. income is tourism. We were told that is LFVP, and you can download approach You’ll find these listed by province on: 65 percent of the workforce is employed charts free from the French AIP at: http://www.cbsa-asfc.gc.ca/contact/ by the French government. The https://www.sia.aviation-civile.gouv. listing/indexpages/indextype5-e.html. remaining 35 percent work in tourism, fr/aip/enligne/uk/AIP%20CAR-SAM- You have to make arrangements with fishing, and construction. These NAMProduitPartieframeset.htm. Canada Customs for inbound clearance industries have one thing in common at least two hours before your arrival – they’re all seasonal. So they go on Just enter LFVP as the ICAO ID, click by calling 1 888 CANPASS. Have your government assistance for about half “OK”, and you’ll download a 27-page itinerary, and the names and dates of the year. The locals enjoy the same pdf file with all the charts and local birth of everybody on the aircraft services available in mainland France information in both French and English. available. They will only speak to the – education is provided locally up to the The lowest approach available is the pilot. You also have to submit an high school level; and students pursuing ILS RWY 26, with minimums of 200 outbound manifest to the U.S. eAPIS higher education receive a stipend of feet and 700 meters RVR. Do study the system. That’s been described in a 400 euros a month, and a paid trip home charts before you need them – the previous Comanche Flyer. once a year. You have to wonder how format is a little different from what much of this is known to the general you’re used to. Note that vertical On arrival in Canada, be sure your public back in France! Why do the distances are in feet, while horizontal flight plan is closed with a Canadian French continue to support this distances are in meters. The runway flight service station. Don’t just call back unsustainable situation? Well, it length is 1,500 meters (about 5,000 to the U.S. That will close your U.S. probably comes down to French national feet). Unlike European airports, the flight plan, but they do not coordinate pride. Maybe they think it will be a transition level is high (18,000 feet), with Canada, so your flight plan will still useful beachhead if they ever want to so you’ll be flying altitudes (as be open there. Then wait until the ETA colonize North America again! opposed to flight levels) on arrival, you gave. If a customs agent does not appear, call the above number again. Flying to St. Pierre and Miquelon and will be issued the altimeter setting (QNH) in millibars. If you ask, They’ll give you an arrival report It seems that flying is currently the however, they’ll quote you the number number, and you’re good to go. It’s as only way to get to St. Pierre. There was in inches of mercury. Their English simple as that. a ferry service to Newfoundland by high is accented, but good. The regulations in Canada are very speed hydrofoil, but the vessel has been similar to those in the United States, The cheapest en route charts are the tied up at the pier in St. Pierre since the but there are a few differences you need Canadian LO 7/8, which are available spring of 2009 with engine problems, to know: and when we visited, there was no from Sporty’s, or VIP in Montreal. Since 1. Flight plans are required for all flights prospect of the service being resumed. you will probably be visiting Canada en longer than 25 nm, even for VFR. The islands have their own airline – Air route, you should also pick up the St. Pierre, which operates a French Canada Air Pilot [CAP 7] for the Atlantic 2. The equivalent of the Airport/Facility registered ATR-42 service to Halifax, St. region, available from the same sources. directory is the Canada Flight John’s and Montreal. Apparently, this For VFR en route information, the Supplement, available from the idea of only being able to reach the relevant sectionals are the U.S. Halifax sources listed above. territory being via Canada did not sit sectional (alternatively the Canadian one 3. Some airports publish a mandatory for Moncton), and the Canadian one frequency. You have to announce for Gander. As an alternative, you your intentions on that frequency might consider the WAC F-22 chart, before you reach the published though the data on this is notoriously distance from the field on arrival, and out-of-date. before you move on departure. The main difficulty you are 4. There are quite a few airports where likely to encounter is the weather. there is an airport advisory service, The islands are located adjacent rather than a tower. They use the to the Grand Banks, which are mandatory frequency, and their call notorious for fog. There’s no point sign is “so-and-so Radio”. They may or in going if it’s going to be foggy, may not be located on the field. They even if you are able to land, so my can get your IFR clearance for you. advice is to have alternate 5. Generally, in flight advisory service destinations planned, and only go is available on discrete frequencies, to St. Pierre if it looks like you have by calling the appropriate Radio a forecast of a few days of station. They do not use voice on a reasonable weather for your trip. VOR frequency to reply. Carolyn in front of town hall.

26 • ­Comanche Flyer SEPTEMBER 2010 6. Air Radio stations used to use a com- 2. When you fly across Maine, you need mon frequency of 126.7. Increasingly, to get a transponder code from Boston this is being used as an air-to-air Center before you cross the border, position reporting frequency, and will VFR or IFR. Contacting center at low not be answered by a ground station. VFR altitudes can be problematic. 7. Canada recently announced its 3. You lose an hour when you cross the intention to mandate the use of 406 Québec/Maine border. Mhz ELTs. However, implementation The next morning, we had a short hop of this legislation is on hold at this time. to Crown Jewel, a fly-in resort owned by an ex-Israeli Air Force F16 pilot and his 8. You will be charged a navigation fee wife (www.crownjewelresort.com). In of around $17 per calendar quarter. the afternoon, we visited the Alexander If your trip straddles two quarters, Graham Bell museum, expecting to you’ll be charged for both. find a major exhibit associated with Enroute Stops the 100th anniversary of flight in My wife Carolyn and I first tried to Canada. Frankly, we were disappointed. On the Zodiac boat to Langlade. make the trip to St. Pierre in 2007. We They really had nothing extra laid out planned the visit as part of a tour of the for the occasion. The resort is a sort for customs. They were eager to get us Canadian Maritime provinces. Our of ecological dude ranch. The processed before they had to handle an jumping off point was to have been accommodation and cuisine are outbound Air St. Pierre flight. Charlottetown, Prince Edward Island. excellent, but unless you’re into horse Unfortunately, the forecast on the riding, a one night stay will exhaust There was little tourist information morning of our departure called for the possibilities. available at the terminal, so we took a cab to the downtown tourist information weather below IFR minimums, so we On Wednesday, we made a short hop office, where we rapidly arranged a bed- went to Halifax, Nova Scotia instead. As over to Sydney, and filled the tanks for and-breakfast within walking distance you can see, it’s wise to have some the trip to St. Pierre. The idea was to of the harbor front. The only real hotel alternative options available; see the have enough gas to avoid the need to in town is the Île de France, but being sidebar for some other destinations in fill up in “France”. I never did check a Scotsman, I didn’t feel inclined to the Canadian Maritimes, as they are all the price of fuel in St. Pierre, but if it’s spend that kind of money. Our room for well worth a visit. anything like the price in European two, with breakfast and a glass of wine France, you don’t want to have anything Our Trip to St. Pierre and Miquelon on arrival, cost 100 euros for two nights. to do with it. Weather, NOTAMS and Carolyn and I again tentatively We also booked a short bus tour of St. flight planning are available from the planned our trip to the Canadian Pierre for the evening and a day trip to usual Transport Canada phone number Maritimes and St. Pierre and Miquelon the other islands in the group for the (1-866-WXBRIEF). There was a NOTAM for early September 2009. As the following day. We had the afternoon to indicating that St. Pierre was closed departure timeframe approached, one walk around the town, which has a very until 1300 local (another one-hour time of the first hurricanes of the season was French ambiance. shift, by the way), so we filed to arrive working its way up the east coast of the The evening tour was informative. United States and Canada. However, shortly after that. The airway has an MEA of 14,000 feet, but this is due to The town of St. Pierre is the only once it was through, it looked as if we’d habitation on the fairly small island, so have about a week of good weather. On navaid coverage. They’re quite happy to accept a plan at non-oxygen altitudes. it doesn’t look like the cars will put on Saturday, August 29, we determined to a lot of mileage. We had a delicious leave our home base in Pembroke in the So off we went, destination LFVP. Gander switched us to St. Pierre dinner in a neat little Basque restaurant, Ottawa River Valley the following which turned out to be quite inexpensive. Monday, September 1. Our first night approach about 35 miles out, and we would be spent with friends in Halifax, were cleared to the airport. Not cleared The next morning, the first leg of our Nova Scotia. for the approach, just cleared to the tour was by Zodiac boat to Langlade, airport. There were a few clouds below another island in the archipelago, We left home late Monday morning, us, but basically it was a fine VMC day. located perhaps seven miles northwest stopped for lunch at St. Hubert (just We called field in sight, expecting to be of St. Pierre. Langlade is only populated south of Montreal) and continued across cleared for the visual. No such luck, we during the summer by people who own Maine to Halifax. On arrival, there was heard, “Call established on final” in a vacation property or who run horses a little residual cloud from the hurricane, very Parisian French accent. Still no there. Our tour guide was a Janot, whose which by now was over Newfoundland, approach clearance, but flying the full business, other than the B&B owners, but basically it was VMC. A few things procedure would have taken us 10 miles was one of the few examples of to note in passing: out, so we simply made a visual turn at independent enterprise we saw on the 1. St. Hubert is an ideal airport for five miles and called final. We taxied in islands. We were provided with wet accessing the city of Montreal. It has and parked west of the passenger weather gear, and embarked on a ILS, customs, and is actually closer terminal. I think the lesson is that, if choppy, but enjoyable ride. Our route to downtown than Montreal you want a visual approach, you have took us close to the cliffs and through International (CYUL). And you avoid to ask for it in as many words. We parked a cave before we approached the the landing fees and major airport the airplane (no tie downs) grabbed our beacharf at Langlade. Seals were sunning navigation fee charged at CYUL. bags, and proceeded inside the terminal themselves on the rocks nearby.

SEPTEMBER 2010 Comanche Flyer • ­27 appeared to be VMC, although we did notice some fog on top of the hill just north of the airport. Next, we headed over to the administrative office under the tower to file a VFR flight plan to Winterland. Taxiing out, an inbound Air St. Pierre flight told us that the mainland was fogged in. We had plenty of fuel, so I decided to depart anyway. Returning At the airport in St. Pierre. to St. Pierre was always an option. After a short water crossing, we On arrival at Langlade, Janot had a Returning by bus and Zodiac to St. reached the Burin peninsula, and indeed bus to take us on a local tour, after which Pierre, we had dinner in the restaurant it was shrouded in fog. We got an IFR we were served lunch at a restaurant of the Hôtel Île de France. Again, the clearance from Gander for the RNAV owned by a relative of Janot’s. We then French cuisine lived up to its reputation. approach into Winterland, but as we went over to the west cost of the island, turned final the fog cleared, and we were where we stopped off at a house trailer Off to Newfoundland able to close our flight plan before owned by Janot’s cousin, and were On Friday morning, we called landing. On the ground, we found – treated to a glass of Pernod. Janot also CANPASS to arrange our arrival back nothing. There were two hangars, both participated. Next, the road continued in Canada, then headed out to the of which were closed, and there wasn’t further north, running alongside airport and made our first call at the a phone in sight. The next discovery expansive beaches with unlimited views Méteo France office to check the weather was that my GSM cell phone, which out over the Gulf of St. Lawrence. We for our very short hop up to Winterland, works in most countries around the soon reached the islands’ other an airfield on Newfoundland’s Burin world, didn’t work in Newfoundland. I settlement of Miquelon, a village of 700, peninsula. Since we now wanted to head started hiking down the road, looking complete with airport. Janot described back west, the fact that Winterland was for a house from which I could call several efforts made by the French a Port of Entry would avoid us having CANPASS. No luck. Returning to the government to establish industries on to go out of our way in Newfoundland airfield, a gentleman drove up to one of the islands, none of which appeared to to clear customs at the larger airports the hangars. Fortunately, he had a cell have enjoyed much success. of St. John’s or Gander. The weather phone which did work, and we were able to call CANPASS for our inbound clearance. Back in the air, we called Gander and got an IFR clearance to Deer Lake, about 130 nm to the north. Deer Lake turned out to be a very well appointed airport with good airline service. It apparently services most of western Newfoundland, because its location away from the coast allows it to enjoy better weather than some of the nearby coastal locations. We gassed up, rented a car, and set off for the Gros Morne National Park, located on the coast about 30 miles west of Deer Lake. Newfoundland standard time, by the way, is 3 1/2 hours behind UTC. The Gros Morne Park is characterized by magnificent fjords, dotted with fishing villages originally inhabited by the first French settlers in the area. The fishing industry is virtually dead, though some crab and lobster fishing remains. We explored the southern part of the park, and headed for the principle community of Rocky Harbour, where we found accommodation fairly well booked up, but eventually secured a bed and breakfast in a private home. Some of the most spectacular scenery in Newfoundland is located on a fresh water fjord named Western Brook Pond. We booked tickets for a cruise along this fjord for the following day. The next morning we explored an old fishing 28 • ­Comanche Flyer SEPTEMBER 2010 station on the coast, then hiked the The Canadian Maritime Provinces are New Brunswick, Nova Scotia, Prince three-kilometer trail to the cruise boat Edward Island and Newfoundland/Labrador. Parts of Eastern Quebec are also terminal. The two-and-a-half-hour convenient stopping points on routes leading to St. Pierre. cruise to the end of the fjord was one of New Brunswick Destinations the highlights of the trip. St. Stephen is just over the border from Maine. It is a port of entry, and nearby Returning to Rocky Harbour, we St. Andrews has good opportunities for golf, whale watching, etc. enjoyed a dinner of cod, the St. John, further up the shore of the Bay of Fundy, is another possible port of quintessential Newfoundland dish, and entry, as is Fredericton, the provincial capital. then returned to Deer Lake in darkness. You have to be careful driving after dark Nova Scotia Destinations in Newfoundland, because the moose Halifax, the provincial capital is well worth a visit. It has an excellent maritime population has become quite a problem. museum, with relics of the sinking of the Titanic. When a car hits an 1,800-pound moose, Crown Jewel (CDW2) is a fly-in eco resort on the Bras d’Or Lake near Baddeck nobody wins. on Cape Breton Island. Baddeck is home to the Alexander Graham Bell museum, Back Westward and was the site of the first powered flight in Canada, in 1909. The runway is gravel, The next day, we were glad that we’d and the approach can be a little tricky in a crosswind. The strip is “Prior Permission Required”. fueled on arrival, because the FBO was deserted. The beautiful weather that Fox Harbour (CFH4) is a fly-in golf resort on Nova Scotia’s north shore. The we’d enjoyed throughout the trip was strip is “Prior Permission Required”. forecasted to continue, and we now started Sydney, at the northeast tip of Cape Breton Island, is an ideal gas stop from which on our homeward journey, heading west to leave for St. Pierre. It is also a possible Port of Entry on your return to Canada. across the Gulf of St. Lawrence for the town of Gaspé, Québec, on the peninsula Prince Edward Island Destinations of the same name. Climbing to 8,000 Charlottetown, the capital of this small island province will probably be your feet, we were never out of sight of land, destination. The Canadian confederation was formed here in 1867. PEI is also although the entire 290-mile trip was famous as the birthplace of Anne of Green Gables. over water. We arrived in Gaspé, rented Newfoundland Destinations a car, and enjoyed lunch in an outdoor restaurant by the water, before setting When you leave St. Pierre, you will need to land at a Port of Entry when you get out southwards to explore the peninsula. back to Canada. The nearest is Winterland, but be advised that it has no public phone, and your cell phone may not work. It does have an RNAV approach, but About 40 miles south of Gaspé is the nothing else! You might want to discuss what happens with CANPASS if you are island of Rocher Percé, an unmistakable unable to phone them on arrival. Other possibilities are St. John’s and Gander, landmark, and a major tourist trap. Yes, but these are a little out of the way if St. Pierre is the furthest you want to go. I think you could get a Comanche through there with room to spare! We Deer Lake, in western Newfoundland, is well located for exploring the Gros Morne National Park, but it is not a Port of Entry. spent some time there before continuing to our overnight stop at Chandler, on Québec Destinations the north shore of the Baie de Chaleur. There are a number of airports on the Gaspé Peninsula, which are located on The following morning, we drove west obvious routes to and from St. Pierre. The peninsula is well worth a few days of along the bay, then turned north through exploration. The town of Gaspé itself is perhaps the most obvious choice. the Chic Chocs mountains to rejoin the Another rather remote destination, but one that is well located for flyers heading St. Lawrence at St. Anne des Monts. The to St. Pierre, are the Iles-de-la-Madeleine (CYGR), located in the Gulf of St. drive back east towards Gaspé saw the Lawrence, north of Prince Edward Island. A great location for outdoor activities first poor weather of the entire trip. The and the unique island culture. next day, Tuesday, we explored the If you have never visited the provincial capital of Québec City, it is one Forillon National Park before returning experience you should not miss. It has very distinctive French to the Gaspé airport for the trip home. colonial architecture dating back to the earliest days of The park is at the extreme tip of the French settlement on North America. Gaspé Peninsula. The Appalachian trail runs through the park, before reaching its eastern terminus where the land drops into the gulf. The remainder of our trip was an uneventful three-and-a-half hours, again in perfect weather. The total point to point distance covered was 1,933 nm in 13.2 hours, for an average of 146 knots. The entire trip was thoroughly enjoyable, and at least one fairly unique designator was added to my log book. If you’re headed back stateside, don’t forget to call customs and submit your eAPIS manifest before you leave Canada. SEPTEMBER 2010 Comanche Flyer • 29 The Articles from past Flyers that are worth repeating. Best ofFlyer the Soaring the Comanche by Ron Delp, ICS #2248

“The turning or twisting motion of thermal generated lift is usually quite apparent in dust devils since the particulate matter being carried aloft gives visual definition to the thermal.”

30 • Comanche Flyer SEPTEMBER 2010 Reprinted from the May 1988 Comanche Flyer

his column covered various aerodynamic aspects of “Flying Efficiently.” The heart of the subject centered on the concepts of lift verses drag with the hope of developing a better understanding and appreciation for various Tspeeds in relation to that for maximum lift/drag … the most aerodynamically efficient speed. Readers may note my continuing reference to gliding flight and to gliders and sailplanes. The reason for the comparisons to sailplanes is the latter’s total dependency on aerodynamic cleanliness, in its absence of brute power (which partially makes up for the relatively dirty compromise designs of many typical light-powered aircraft). In a sailplane, a full appreciation of lift/drag relationships are necessary for the pilot to achieve the most efficient performance when having to consider the effects of rising verses descending air and head verses tail winds, when there is no throttle available. My point is that the same concepts also apply to an airplane and will assist the pilot in maximizing performance for any particular set of circumstances. But in addition, my personal appreciation may be based on having learned to fly in a glider. Some of my recollections of that period over 28 years ago are as strong today as they were then. The quietness, except for the rush of the slipstream; the strong sensation of lift when entering a thermal (like Mother Nature has grabbed you by the seat of the pants and is pulling you upwards against your ability to resist); and the awesome and eerie feeling that prevails when wave soaring at altitude. I haven’t flown a sailplane since 1964, but if I close my eyes, it doesn’t take much to vividly recall some of those experiences. In fact, I can almost “feel” some of them. Little wonder then that I’m often tempted to relate such experiences to the aerodynamic efficiencies and the fine handling qualities of my Comanche.

Soaring Possibilities Soaring a powered aircraft that is gaining or sustaining altitude with the engine at or near idle power, is not at all far-fetched. When flying in my Comanche cross-country over some of the western desert/mountain areas at typical altitudes of 10,000 to 12,000 feet MSL, I have often run into wide areas of thermal lift that a cross-country soaring pilot would give a month’s pay for. Typical examples are lift that results in climb rates of 1,200, 1,500, even 2,000 feet per minute … rates not too unusual for a sailplane wrapped up in a spiral well centered in the thermal lift. But mind you, this is in a Comanche traveling 180 mph, straight and level, with no pilot induced pitch change! I’ve occasionally been unable to resist the temptation and have made a turn or pegged and the altimeter winds up like a good climb in a King two, or more often, used such an occasion to climb to the Air! Circling, however, should be reserved for when the pilot next higher VFR cruise level to reduce the discomfort of is alone, since a tight climbing spiral with a little turbulence turbulence. For example, in such condition, going from is almost guaranteed to turn any passenger (even a rated pilot) 11,500 to 13,500 will take substantially less than a minute’s instantly green and quickly subject your nice upholstery to time merely by pulling back on the yoke. The air speed will an undesired color and aroma change, which in itself is almost drop from 180 to 130 or so, briefly, but the VSI can be easily bound to then turn the pilot green!

SEPTEMBER 2010 Comanche Flyer • 31 The Causes of Thermal Lift in diameter, but yet can be very strong only when there is localized temperature Thermal lifting conditions such as and rise to many thousands of feet of differentials (horizontally) and the these are not at all unusual in the altitude. It is rough and uncomfortable lapse rate is such to support adiabatic desert/mountain areas in July and when flying through such areas in lifting with height. August during mid-day. But it isn’t just cross-country flight, since it is a Due to its visual definition, dust heat that causes it. In fact, if the greater constant change from up to down to up devils generally appear as a tall, narrow air mass is relatively stable, it can be air, and the rates of rising and snaking column, supporting the notion hotter than heck at the surface and descending air are pronounced. Unlike that thermal lift is indeed a tall column uncomfortably warm at altitude, but the “moist” thermals that terminate in of continuously rising air. It is hard to with little turbulence or lift. On the a cloud at altitude, the sky may be argue against that. On the other hand, other hand, if the air mass is relatively CAVU, which makes the areas of any experienced soaring pilot can tell unstable, particularly with some thermal activity difficult to locate by you that, in other than dust devil types, humidity, the thermal lift and sight. However, should the thermal thermals often appear to be the result turbulence can be very pronounced. activity be fairly strong, the surface of rising individual bubbles of air, with composed of loose, light dry soil (such any “column” composed of surrounding A typical summertime, mid-day as fine sand or powdered dirt), and a air being “sucked” up along with and condition would produce scattered flat- bit of surface winds, dry thermals can between the bubbles. This is supported bottomed cumulus clouds with bases be seen visually from flight, as well as by the boiling Silex coffee pot theory, at 15,000 to 18,000 feet MSL. These ground level, when they carry the soil with its rising bubbles. Personally, I’ve can later turn scattered to partially in the rising air. This is often to great experienced both “types”, probably in broken with potential for multiple heights (many times I have seen such equal amounts. individual cumulonimbuses by late narrow columns snaking from the afternoon. The areas of lift produced, The latter type becomes quite desert surface to altitudes of near below cloud base, are generally quite apparent when thermal soaring along 15,000 feet). They are known as “dust extensive and often results in “cloud with several other sailplanes, all devils” and are relatively harmless to streets” that are visible to beyond the attempting to gain altitude in the same persons on the ground, unless hit by horizon. The individual thermals can thermal. One or more sailplanes will larger debris than dirt particles, but have entered the invisible thermal and be quite wide … a couple of miles or can pose some strong gust loads on start spiraling upward. Another pilot a more … which makes straight-line aircraft transiting through at cruise short distance away sees the “gaggle” soaring flight in the lift under the cloud flight speeds. going up and speeds toward the group. street easy. Due to the clouds, the areas But upon reaching the area and “locking of strong potential lift become quite The turning or twisting motion of into” the rising column, may soon find obvious, and little, if any, turning is thermal generated lift is usually quite himself at near zero since (not rising) necessary. There is down-going air apparent in dust devils since the particulate matter being carried aloft or actually descending. Assuming the between the areas of lift but, while the gives visual definition to the thermal. locating technique was proper, the conditions are building, the down areas In the Northern Hemisphere, the accepted explanation may well be that generally are much smaller than the “bathtub drain” theory suggests that this pilot inadvertently ended up up areas and the down-going rates are all thermals rotate counter-clockwise; entering the “thermal” between bubbles less than the up-going rates. And while as does the air around any low pressure where the air was weak or not rising at in the wide areas of lift, the turbulence center (rising air creates low pressure). all. I have also seen situations involving is generally minimal, the straight-line From my personal observations, this several sailplanes, like a half-dozen or cross-country powered pilot experiences generally appears to be the case, more, where a group in close proximity a lot of uncomfortable turbulence due although sometimes it is difficult to tell are spiraling with equal effect, at an to the fact that the aircraft is going from since one can see through the swirling upper altitude, and another group being up to down to up air at a rapid rate. mass and be confused by the far side similarly successful at a lower altitude, The faster the speed, the greater the of the thermal. Similarly, a tornado is yet another sailplane joining the gust loads the aircraft is subjected to also supposed to rotate counter- “column” at a mid-altitude not being … typically by observation of my clockwise. The difference is that a able to rise at the same rate as the accelerometer, +1.5/-1.0 g over normal, tornado originates only from aloft and upper and lower groups. “moderate chop”. only out of the violent rotating and In contrast to these types of rising air mass within a full-fledged Types of Lift conditions … which are similar to the cumulonimbus under specific For the serious sailplane pilot, there humid conditions in the more eastern conditions. As a violently rotating are three types of soaring, or lift. The part of the country except that cloud vortex, it becomes a tornado when the most predominant is, of course, thermal bases may develop at much lower rotating vortex descends to and touches lift where the aircraft is spiraled within altitudes there … arid regions, typical the ground. When formed over water the “column” of rising air. Thermal lift of many western locales, may never and carried aloft, it is known as a “water is produced anywhere whenever surface develop clouds even though the air spout”. This bit of trivia is only to differential heating by the sun’s rays mass is unstable and many thermals indicate that in contrast, while often (insulation) and the stability index of exist. In such conditions, the lift is in quite strong, a dust devil or thermal is the air mass above it will allow the air “dry” thermals. These are generally not NOT a tornado and is typically not to rise. Open flat terrain of all the same as wide spread, are typically very small lethal. It originates at ground level, and type is a poor producer. Better is rocky

32 • ­Comanche Flyer SEPTEMBER 2010 terrain or other areas that have range themselves, causing still more level of the obstruction causing the dissimilar terrain types or features in stratified areas of lift above them. Also, wave. In actuality and effect, it is a close proximity so as to develop the “ripple effect” downwind causes a horizontal tornado! Stay out of this temperature differentials in the air series of additional lift and down areas, area or stay above it! immediately above it. Bubbles of air hence the name “waves”. In some If wanting to experience some mild warmer than the surrounding air will respects similar to ridge lift, the “waves” wave soaring, the power pilot has an then break loose and rise. remain stationary over whatever advantage since he doesn’t require Another type, very basic to glider obstruction is creating them. In clear launching or a tow to altitude as a training and used extensively air, which is often the case, the sailplane might. Instead, he can simply throughout the early days of glider desirable up areas can be identified by climb and fly to the most desired flight, is ridge soaring. When a large air knowledge of the effects of air mass portion, and leave at will. While I mass is moving steadily across an movement over obstructions. Just as haven’t had the personal experience of obstruction perpendicular to its path, often however, there is enough moisture flying a sailplane in the big Sierra Wave, the obstruction causes the air on the content aloft to form a thin cap cloud I have flown airplanes in reasonably windward side to rise (Orographic lift). at the crest of the rising portion of the like conditions many times. But my One of the best known examples is the wave. Such a cloud is called a most memorable wave soaring flight “lenticular” due to its lens shape. area along the Pacific sea coast north was while in my first glider, an old Standing lenticulars, sometimes of San Diego and in particular, “Torrey BG-7, over a small farm town in stacked above each other, are generally Pines”. Here the cliffs rise almost southern California. It was not a strong a sign of strong wind activity aloft. Wind vertically to 400 feet above the beach. wave, but was sufficient to carry me direction is easily determined since, to It is often surprising how very little over 11,000 feet, where, by matching form the wave or cloud, it must be wind speed will support sailplane flight, my airspeed with that of the wave at perpendicular to them. Lenticulars are two-thirds of a windsock is often that altitude, I was able to remain interesting since they form with the enough. In such conditions, a sailplane motionless over the center road condensation of invisible moisture in can soar in absolute smoothness, back intersection of the town two miles up-wind rising portion and subsequently and forth along the cliffs, 50 to a couple below, for over three-and-a-half hours! dissipate in the down-wind descending hundred feet above the crest, for hours It was so smooth and still, except for portion as the air is reheated with on end. Similar type lift often exists the low sound of the slipstream that I compression. And they stand motionless during cross-country flight whenever had to fight the temptation to open the over the ground even though the air there are hills and wind present. cockpit door and step outside! That passing through them may be at speeds Mountain power pilots use the windward particular flight lasted over five hours of 100 knots or more. Flying in the side of mountain ridges and canyons by choice (an FAI soaring badge rising portion, parallel to the wave to help gain altitude during climb, to requirement) and I landed only because front, is easy and almost eerie with its help avoid the “roll” turbulence in mid- of becoming bored. canyon and for safety should a tight smoothness even with sailplane rates- reversing turn be necessary. The area of-climb of over 2,000 fpm. The down- Nostalgia has its place and rewards. But of ridge lift is parallel to the major ridge wind side, however, may (not always) the point here is that any pilot in any type line, on the up-wind side, and extends have some turbulence associated with of powered airplane can also gain the upward from immediately in front of it. In fact, some of the most violent experience, and rewards, in investigating the ridge at low altitudes to slightly turbulence for pilots occur in the rotor a little about soaring. The knowledge behind the highest part when above cloud that often exists under the lee gained will add immeasurably to one’s the ridge. Roll turbulence and side of a wave generally at or below the flying enjoyment and safety. downdrafts will exist on the lee side, but it is relatively smooth in rising air. Editor’s Note: If you think a story from a past issue of the Comanche Flyer is useful and worth re-running, send a copy to Editor Kim Blonigen. The third type is wave soaring, not known until the 40s. It is primarily caused by upper level jet stream activity, although similar effects can result from more localized air mass movement when large and strong enough. The most famous example of this is the “Sierra Wave” which occurs over the north-south running Sierra Nevada mountain range whenever jet stream activity dips to the lower atmosphere in this region. The very high and well-defined mountain range and the strong winds aloft combine to produce “standing areas” of lift and down-going air parallel to, but above, the mountain range. The long rising areas of lift then act like a mountain

SEPTEMBER 2010 Comanche Flyer • ­33 From the EVENT CALENDAR SUMMARY

Tribe Chiefs Date Tribe Event/Location Info Source/Host Sep 7-12 ICS Annual Convention/ Mike Foster, e-mail: EuRoPEAn TRIBE San Diego, Calif. [email protected] Sep 7 SE Annual Tribe Business Mtg/ Sally Williams, Oct. 7-12 San Diego, Calif. email: [email protected] Fly-In/Tour Oct. 7-12 EU Fly-In & Tour/ Organised by Dave Hanss Marrakech (Morocco) Marrakech (Morocco) Oct. 29-31 SC CPPP/Lancaster, Texas Bob Cretney at (214) 725-6584 After many weeks of hard work and meetings with our travel agents, the program for the Marrakech fly-in is now complete. Cancellation procedure: Cost: 35€ (US $43) per person The fly-in will take place between Should you need to cancel, the 9th October 2010 Thursday 7th October and Tuesday 12th following cancellation charges will apply: Free day October, for a total of five nights. • If the cancellation is received on or Gala Dinner in the hotel The Hotel prior to 30 days of the departure date, 10th October 2010 you will forfeit the deposit of £96 (US We will stay at the Club Med Le Medina Atlas Mountains by 4x4 in Marrakech. The hotel/resort is located $145) per person. Includes transportation with four- in the heart of the old town, opposite If the cancellation is received within wheel drive, lunch in a restaurant, half Djemaa el-Fna Square. 30 days of departure, cancellation bottle of water and one-fourth bottle of charges are levied as follows: Our deal includes the following: wine per person, and guide. • Within 21 to 29 days of the departure • Accommodation in a Club Room Cost: 90€ (US $111) per person. date: 25 percent of the total cost • All meals, wine, beer and soft drinks 11th October 2010 • Within 8 to 20 days of the departure at the Club Med village date: 50 percent of the total cost Free day • Open bar and snacks 12th October 2010 • Within 3 to 7 days of the departure • Club Med fitness, golf, guided bike date: 80 percent of the total cost Departure using local public transport. rides, tennis, archery If most people will depart at the same • Less than 3 days prior to the departure time, we will look at organising a coach. • Sports – no tuition. Badminton, date: 100 percent of the total cost This will carry an extra charge. volleyball, cardio and weight training The Program room at the Club Med gym Important information The major obstacle to the program As you have noticed in order to qualify • Outdoor swimming pool was the very high and unreasonable for a reduced rate at the hotel, the • Live music and folklore, bridge lounge prices that the local tour operators minimal group number should be of 20 demand, therefore the program that we • Shuttle to La Palmeraie and Le Riad, people, currently only 19 people wanted to offer was cut in order to keep access to all activities at La Palmeraie expressed their intentions to arrive with the cost to a reasonable level. a further four who indicated that they • Group classes at La Palmeraie 7th October 2010 might arrive. This means that your cost The cost per person is £365.00 (US might increase. Also, in case of Arrival to Marrakech – You will make $550) based on a minimum of 20 people cancellation the deposit of £96 (US $145) your own way to the hotel using public taking part. Should the group numbers per person is not refundable. transport. fall below this, the price will be £384.00 In today’s meeting I provided the travel (US $580) per person. If most people arrive at the same time, agents with a list of the names for those we will look into the possibility of having that were in contact with me and Terms and Conditions a transfer by coach. This will carry an indicated their interest. I would suggest To confirm the booking, there is extra charge. that at this point of time you contact the requirement of a deposit of £96.00 (US 8th October 2010 agency and register with them on or $145) per person, this is non- before 30th June as “To Be Advised”, but Tour of Marrakech to include the refundable; the balance would be due DO NOT PAY. Please send me an email gardens and Souks. 10 weeks prior to departure (29 July saying that you have done so, this will 2010). We can accept names as a “To A visit to Majorelle garden, Menara enable me to follow the total number of Be Advised” until one month prior to garden and the souk. Transportation with participants. Once I know there will be departure if this helps. caleches, entrance fees and guide. more than 20 people, I will send a notice

34 • Comanche Flyer SEPTEMBER 2010 to all who registered to go ahead and pay, If you would like to host a lunch fly- War Museum is providing floor space for this will ensure that you will have the in, please contact Sarah McKinley at a Comanche to be on jacks so you can best possible rate. (816) 868-1015 (cell) or e-mail at observe its systems in use. [email protected]. Cost (per person): Accommodations will be at the MCM with 20+ participants (less than 20 participants) Grand Hotel in Duncanville, Texas. • 5 nights at the Club Med Marrakech Tribe E-mail Updates Contact Dedra Frasier at (972) 224-9100 £365 £384 If you are not receiving the Mid States for reservations, and be sure to tell her • Tour of Marrakech Comanche Winds newsletter and would you’re with the International Comanche 5 3 € 35€ like to, please e-mail Sarah McKinley at Society. Rates are $79.00 per night and (816) 868-1015 or by e-mail at include a king or two queens, a hot • Atlas Mountains by 4x4 [email protected] and she will make breakfast, and a complimentary drink 0 9 € 90€ sure to amend the list to include your from 5:30 to 7:00 p.m. each evening. TOTAL (Per person) e-mail address. Transportation will be with both the £365 + 125€ £384 + 125€ (US $704)* (US $734)* hotel van and a rental van. Rental cars South Central Tribe are available if you want your own * U.S. Dollar conversion will vary based transportation. on the date the dollars are converted and is only given as an estimate. October 29-31 Ground school fees are $395 and flight training is an additional $420. The total Booking your place CPPP/Fly-in cost of $795 is due on arrival and can be This fly-in was organised and should Lancaster, Texas paid with check, cash, Visa, MasterCard be booked with our travel agents. The or PayPal. A $100 discount ($695 total) reason for this was to provide a safety A Comanche Pilot Proficiency Program is available if paid by September 29 and net and be covered by law should the (CPPP) will take place October 29-31 at applies to the full course only. If you are standard of the hotel or the excursions Lancaster. The classroom work will take prepaying with a check, make it out to fall below standard or are not being place in one of the Cold War Museum CFF and send to Dennis Carew at 3316 delivered. briefing rooms at the Lancaster Airport. North Rankin Street, Appleton, WI Please note that the tribe does not In addition to the classroom, the Cold 54911, to arrive before September 29. receive any commission from the travel (continued on next page) agents and acts as your representative to the travel agents. Our contact person in the agency is Paul Rice. His contact details are: U pdate Your Old Comanche Panel Paul Rice Personal Travel Coordinator Make Room for a MFD Off Broadway Travel 18 - 20 Prospect Place Welwyn Hertfordshire AL6 9EN Tel: 01438 716 200 Fax: 01438 715 888 Email: [email protected] Web: www.offbroadwaytravel.com

MID-STATES TRIBE Update your panel to a standard “T” configuration. Add space for new electronics. All panels computer drawn and laser cut. Saturday Lunch Fly-Ins ‘58-60 Centerstack Conversion $950.00 (Fully STC’d) Saturday Lunch Fly-Ins will be ‘61-68 Single or Twin $825.00 (Fully STC’d) posted in our new Comanche Winds newsletter which will come out every Recuts left side – $250 • Recuts right side – $100. (Prior Panels) other month. Also, we will be sending out e-mail Contact: John Van Bladeren at: notices two weeks before and the week of the fly-in. There are several fly-ins Ron & John’s Comanche Service already in the process, so watch your 2007 SE Ash Street • Portland, OR 97214 e-mails. These fly-ins will focus on having fun, kicking tires, telling stories and (503) 329-8512 (Day or Night) • Fax: (503) 234-0677 promoting more new and old friendships e-mail: [email protected] among our tribe members.

SEPTEMBER 2010 Comanche Flyer • ­35 Register for this event by calling msn.com/SouthCentralTribeICS/ The Southeast Tribe Business Meeting Dennis at (262) 250-3136 or (920) 749- welcome.msnw and in the South will now be held on Tuesday, September 9558, as soon as possible, with your Central Tribe newsletter Smoke 7, during the ICS Annual Meeting in San name, aircraft type and horsepower, type Trails. (If you wish to organize a lunch Diego, Calif., time and place to be of navigation equipment (GPS, HIS, etc.), fly-in, please contact Pat Andrews at announced prior to the meeting. type of autopilot if any, and any other [email protected].). Due to the illness of Charles Liller, ICS special equipment the aircraft has (STOL, Southeast Tribe Nominating Committee Miller, etc.). This allows time for CPPP Tribe E-mail Updates Chair, the remaining two members of the to custom make your Quick Reference If you are not receiving the South ICS Southeast Tribe Nominating Manuals for non-normal operations and Central Tribe’s Smoke Trails Newsletter Committee, Jim Martin (N7761Y@ the performance and ground school and would like to, please e-mail Dianna windstream.net) and Doris Click manuals specific to your aircraft. Cody, South Central Tribe Scribe, at ([email protected]) will be handling the [email protected] and she will election of ICS Southeast Tribe offi cers You may attend the ground school make sure to amend the list to include for 2010-2011. only, but must attend the ground school your e-mail address. if you receive the flight training. For additional information or ICS Southeast Tribe business items for the Please call Bob Cretney, Tribe Chief, SouThEAST TRIBE agenda, please contact Sally Williams at (214) 725-6584 with any questions, ([email protected]). comments or suggestions you may have September 7 about these topics or anything else. RESCHEDULED Annual We apologize for any inconvenience this rescheduling may have caused, and Saturday Lunch Fly-Ins Tribe Meeting look forward to seeing you in San Diego. If it is difficult for you to make a full San Deigo, Calif. weekend fly-in, you may find the Because of the cancellation of the Mid- Saturday lunch gatherings with Atlantic Fly-In May 14-16, in Lumberton, Comanche camaraderie, sharing of flying N.C., we have rescheduled our annual ICS stories, maintenance talk and lunch, to Southeast Tribe Business Meeting that your liking. You should be able to find a was planned during that fl y-in for the schedule of the lunch fly-ins on the South election of Tribe offi cers for 2010-2011 Central Tribe website at http:// groups. and any Tribe business.

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36 • Comanche Flyer SEPTEMBER 2010 Tired of your stem?... Tip Tank Kits Whatta drag! Extended Range, Gross Weight OAT Increase, more useful load, Lower Outside Air Temperature Engine & Airframe Maintenance gauge • Fifteen (15) U.S. gallons each, aluminum tip tanks. Replace your present stem thermometer with • LED navigation lights now available. a new digital read-out • Osborne Tip Tank Kits are original • New features: night light, auto-power shut-off, Piper factory equipment. stand-by battery, push button switches. • Reads F° or C° in large, easily read numbers. Aerodynamic Efficient • Increased Stability Gross Weight Increase • Aluminum Constructed • Tiny no-drag outside fairing. Go faster! System Choices • Product Quality • Designed by Comanche owner for Comanches. Customer Approval • Product Support • Models for Brand X low and high wing planes. FAA approved installation kits in stock. • No wiring. Accurate to 1°; Resolution, 0.1° Distributors for JP Instruments, • Contains 2 easily replaced 5000 hour batteries.

Whelen Lighting, and Shadin $79.98 + 4.95 S&H (CT add 6% tax) Phone: 800-963-8477 • (760)245-8477 • Fax: (760)245-5735 Phone: 800-963-8477 • (760)245-8477 Fax: Send check or money order & plane make and model to: Extended discount pricing Questair, Inc. PO Box 1225, Orange CT 06477 18173 Osborne Rd, Victorville, CA 92394 • www.jlosborne.com • E-mail: [email protected] 92394 • www.jlosborne.com CA Victorville, 18173 Osborne Rd, for ICS MEMBERS Tel: 203-795-0611 Fax: 203-795-3291

SEPTEMBER 2010 Comanche Flyer • ­37 Feature My Hangar Story by Herbert Yuttal

I was sitting in on a hangar flying on the ground and there were no stars strange. As I approached Newman, the session a while back, about half of the visible in the sky. Run up was complete glow of Juarez and El Paso melded participants were experienced pilots, and I called for release; the tower together; it looked as if someone had and the other half seemed to be short- released me at 10:32 p.m. spread 1,000 carats of diamonds on a timers. The conversations seemed to be The sequence of events went as well as black velvet sheet and let them sparkle. the classic, “I can top that.” Each ever – V1, rotate, climb, gear up, landing I was watching the lights grow bigger as “member” seemed to have had a near lights off and tower turned me over to I approached the mountains and more disaster equally divided by mechanical departure, which cleared me to Stanfield of the city was visible. Albuquerque failure, weather, or the dreadful as soon as I reached 6,000 feet. As I turned Center called and sent me to El Paso combination of mechanical failure with on course, the lights of Phoenix went Approach, which asked if I could accept the worst weather ever, not forecast. As behind me and the night was black. a surveillance approach by a Biggs Air Force controller. the stories got worse and the solutions Departure switched me to Albuquerque performed seemed more than Center, climbing out, the glow of Tucson As soon as I said yes, I was turned miraculous, I thought I must be one of was the only thing in sight, and as I passed over and began a fully controlled the blessed, since in over 8,000 hours I them it was total blackness. I put on the approach to runway without the need had never experienced anything close oxygen mask and turned on the regulator. for me to acknowledge. I set the #1 Nav to the stories told. For the next 70 miles, it was as if I was to 111.5 for the ILS and the #2 to 115.2 As the group was breaking up, one of the only living being. ELP VOR for the missed approach, if the old timers who is a flight instructor The next light glow en route was San necessary. I watched with amazement asked me why I didn’t have a story to Simon, then Silver City, well off to the as the controller vectored me to intersect contribute. I said I did but it was not in north. As I passed that outpost of the localizer, kept me on course by the same vain as what had gone on for civilization, there was nothing – and I telling me to turn right or left and stop over an hour, but it stuck in my mind, mean nothing – showing. The void was turn, and advised when I passed the and was one of the reasons I liked flying complete; this is when you trust your outer marker, continuing my descent, and turned me over to ELP tower, who so much. instruments, as there was nothing cleared me to land. As I was taxiing in, In August 1992, I had finished working outside but blackness. At about 10 miles I noted the time … two hours and 40 with a customer in Phoenix, Ariz.; we west of Columbus, Albuquerque Center minutes en route. Not bad! agreed to meet at 7:00 p.m. at a called (the first contact since climb out restaurant and have dinner before I left at Phoenix) with a re-route, “Present What a wonderful evening! This was for my next appointment in El Paso, position direct Newman VOR, then El my great adventure. Sorry, but nothing Texas the next morning. Everything Paso,” I acknowledged and tuned in went wrong, and this was essentially worked out as planned and we had an Newman VOR and proceeded direct. how 99 percent of my flights turned enjoyable evening. I left the restaurant The airwaves were so quiet, it was out. at about 9:30 p.m. and drove to Cutter, the FBO, at Sky Harbor Airport, turned in my rental car, had the line personnel fuel 72P while I checked weather and filed an IFR flight plan, paid my bill, loaded my gear, and did my walk around. I then climbed aboard, started up, called for clearance and prepared for a routine flight, one of many I had made on this route – Phoenix to the Stanfield VOR, victor 198 to Columbus VOR, direct to El Paso at 13,000 feet – in about two hours and 45 minutes. I was cleared as filed and taxied to runway 28 for departure. As I taxied out, I noted it was still over 90 degrees

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SEPTEMBER 2010 Comanche Flyer • 39 The Curtiss C-46 “Commando” (right) was Featured Fly-In the backbone of the World War II “Hump” operation over the Himalayas. Buffalo Joe has two of about a dozen still THE GREAT remaining. YELLOWKIFE FLY-IN OF 2010 by Don Ostergard, Western Canada Tribe Chief ack in 1985, the Western Canada • The Midnight Sun Golf Classic (tee off This DC-3 (right) saw service Tribe sponsored a fly-In to at midnight and make sure to watch on D-Day. “Buffalo Joe” BYellowknife, located in Canada’s out for the thieving ravens who’ll steal McBryan has 10,000 hours Northwest Territories. The Great your golf balls!) piloting this plane alone. Yellowknife Fly-In of 1985 has earned a • The Beer Barge Festival. Back in the place in Comanche folklore as one of the old days, before the highway, most five Lockheed L-188 Electras, several best ever, so 25 years later, we thought supplies had to arrive by barge across Canadair CL-215 amphib water bombers it appropriate to expose a new generation huge (North America’s fifth largest) and a Norseman on floats. Buffalo Airways of Comanche fans to the wonders of Great Slave Lake – groceries, lumber, is the outfit portrayed in the TV series Canada’s North. The Great Yellowknife mail order clothing, you name it. Not “Ice Pilots NWT”. Like all “reality” TV Fly-in of 2010 was held June 17-22. surprisingly, the arrival of the first shows, the story is pretty lame but the The weather across southern Canada boat after Spring breakup was a great planes are beautiful. You can see their was not very friendly toward general event. (For obvious reasons, they wonderful photo gallery at www. aviation in late June with resulted in always unloaded the beer last!) buffaloairways.com. three planes and seven ICS members • The Float Plane Association hosted a Air Tindi operates a diverse fleet of unable to complete their journey. complimentary pancake breakfast in wheeled and float planes throughout the However, we did manage to greet 23 our honour – a chance for us to meet North. One of their specialties is air planes carrying 60 passengers from and mingle with some real Bush pilots. ambulance work with their fleet of King places as far as Southern Ontario, Ohio Airs (and Twin Otters for really remote and Southern California. places where the King Airs can’t go). There’s a bit of irony in that They also provide a lot of Yellowknife ICS members John and passenger service to remote Carol Currie, who had contributed areas, along with air cargo in greatly to the success of our program, planes as varied as Dash 7s, were absent from the fly-in – their son Caravans, and Beech 99s. It’s a real is an officer in the Canadian Navy and eye opener for us southerners to discover was being handed the command of 16 first-hand how the airplane has ships at a ceremony in Victoria BC improved the quality of life for that very same weekend. Living in people in the remote reaches Yellowknife, John and Carol don’t get of the North. Some of our ICS the chance to meet very many fellow Yes, The Northwest Territories really members chartered Air Tindi’s ICS members. But on the other hand, do have the world's most unique Turbo-converted Otter for a sightseeing what proud parents could possibly stay license plates! flight around Yellowknife! We all went away from their son’s big day? away impressed by the professionalism The Summer Solstice in late June is We had the opportunity to tour Buffalo that is so very apparent in both of these the biggest holiday weekend of the year Airways, a passenger, cargo and fire- bush flying operations. in the North. While Yellowknife lies below fighting operation. Buffalo has an Great Slave Lake is North America’s the Arctic Circle, the days are very long interesting fleet of about 49 planes deepest lake. Everyone who chose to go and it never really gets dark. There is a including nine DC-3s, four DC-4s, two of fishing that weekend managed to catch lot happening that weekend, including: the world’s 12 remaining Curtiss C-46s, (and release) a “Big One”! 40 • Comanche Flyer SEPTEMBER 2010 A modern city of 20,000 built on per- mafrost and granite. Note the tiny houseboats in the foreground. There are some very interesting folks living in them year round – boating in and out in summer, snowmobiling across the ice in winter. No rent, no taxes.

Tammy Biever (top) and Donna Lecompte with their big fish.

SEPTEMBER 2010 Comanche Flyer • 41 Rich and Barb Beil from Wisconsin pose with an airplane with a combination of wheels and skis. The snow lingers for a long time in the farthest reaches of Canada's High Arctic.

Our banquet speaker was a delightful octogenarian named Yvonne Quick. Yvonne originally came North to haul fish using her Helio Courier and Howard DGA. Among other things, she did some crop spraying in northern Saskatchewan, ran a flying school, started an air charter service, was an undertaker (for 25 years), and built a fly-in fishing camp (which is still in the family), using her all-time favourite plane − a Beech 18 on floats. Now that she’s approaching retirement age, pretty much all she does anymore is run the city of Yellowknife from behind the scenes, which may or may not make life a bit simpler for the Mayor and City Council! Everybody knows (and loves) Yvonne. We cannot begin to express our appreciation for the friendly welcome and the generosity we received from EVERYONE in Yellowknife. It’s a great little city and a wonderful place to visit. As the fly-in drew to a close, a few of us flew up North America’s longest river, the mile-wide Mackenzie, to the tiny Inuit settlement of Tuktoyaktuk where Some midnight fun in the “Land of the Midnight Sun” at the Beer Barge we could dip our toes in the Arctic Ocean. Festival. The ice had been out of Great Slave Lake for about a week! But that’s a story for another day!

42 • ­Comanche Flyer SEPTEMBER 2010 Fly-In Report Mid States Tribe Experiences

Niobrara by Sarah Jane McKinley, ICS # 17262

great time was had by all for The first time I saw one, it was crossing Leading up to the fly-in most of east those who attended the Mid the airport parking lot; I thought it was and south Nebraska had bridges out and State Tribe’s Niobrara float a small dog. Something made me think flooded roads. Some of our floaters who A held June 18-20. A friend of maybe I was part of the movie Alice in were coming in cars and vans did not one of the Comanche members said “I Wonderland. Bob, a fellow Comanchero make it. The planes all came in though, am a 65-year-old looking for adventure.” and host FBO, said there was a group no bridges or roads for us! And that it was … a new adventure for of 30 out there. Thank goodness they Saturday morning everyone was up most, as they were first-time floaters. eat vegetables! and ready for the float. We could not There are two things everyone needs Everyone else arrived on Friday to have asked for a better day. The bus to know when flying into Valentine, experience the small-town atmosphere. picked us up at the hotel and away we Neb.: One, the wind always blows. There was a surprise that day too. A went with our suntan lotion, sun glasses When arriving on Thursday, the winds young family flew into Valentine in their and hats on for the great adventure. The were up to 35 mph, an almost direct Comanche for a wedding, not knowing water was running fast but not too high. crosswind when we landed. I couldn't about the fly-in and looked in amazement If you have not been there, I can tell get the airplane door open! Within an at the banner on the fence, stating you the water is only three-to-five-feet hour the winds were up to 50 mph! “Welcome Comanches”. They indicated deep in most places. No white water Two, the jack rabbits there are fat, big they would love to fly with us sometime here, but a very nice moving river of six and at least two-and-a-half-feet high! in the future. to seven miles per hour.

SEPTEMBER 2010 Comanche Flyer • 43 Halfway down, about two-and-a-half hours after our start, a catered lunch of grilled hamburgers, potato salad, coleslaw, chips, drinks and brownies was served. There was several water falls along the trip, and the birds were singing their hearts out. Some turtles were laying along the banks. The bluffs rose above us and gave a beautiful and serene feeling. After floating for five hours, we were all ready for some food, rest and relaxation. The bus picked us up and we went back to the hotel to clean up and have dinner. I must say that this is cattle country, so the steaks were big! Most of the group had never floated the Niobrara before and thoroughly enjoyed it. All indicated they wanted to make this an annual trip. We had Comanches from Missouri, Kansas, Nebraska, Wyoming and Texas. It was a small group, but many interesting conversations and a lot of fun moments were had by all. The best floater award goes to Robert Moody. What a trooper!

44 • ­Comanche Flyer SEPTEMBER 2010 SEPTEMBER 2010 Comanche Flyer • ­45 XPDR, R/C & Altimeter, 2007. King KX155 w/CDI; current annual for buyer. Hangared Tucson AZ. 4-place intercom. Lost medical. $39,000. For pictures, $125,000 for quick sale. Mike (520) 909-0949. Classifieds email [email protected]; call (405) 368-7889. 2/2 [email protected]. 1/2 1960 PA24-180 3835 TT, 335 on 3-bladed prop, • (Two issue minimum) new battery, new brakes, stand-by vacuum, dual KX155 w/ glide slope, audio panel w/ 3 light • 25 Words: $50.00/2 issues marker beacon, Mitchell II Auto Pilot, Morrow/ • 25 Words w/Photo: $70.00/2 issues Garmin GPS w/moving map, paint is a 9, leather interior is a 10. June 2010 annual. Priced to sell • Extra Words: $0.40/word $35,000.00. (860) 974-0562. 2/2 • Payment must accompany advertisement order.

All advertising must be received by the ICS in writing (mail, fax, or e-mail) five weeks prior to PA30 the desired month of publication. Payment 1966 PA-30 C.R., N8037Y serial #1147, 5200TT, must accompany adver­tisement order. 920SMOH, Props. 10 & 920 SMOH, New Panel, King Renewals may be made by telephone, IFR w/GX55, WX8, S-Tec20, 4pl. intercom, Knots2U but initial ad must be in writing. mods & many other extras. Very nice in & out w/ leather interior. Details & pictures: wcsawyer@ The publisher makes no warranties as to the PA24-250 gmail.com, or (208) 340-8118. Make offer. 1/2 veracity or accuracy of the information provided by the advertiser. The publisher is under no 1963 PA24-250, 8136p, TT- 5,975, SMOH 1,012, 1966 PA30-B Turbo Twin Comanche: Miller obligation to accept any or all advertisements. PROP 47, Radios KX170, Garmin 250XL, KN62, Conversion 200HP, Robertson Stol, TT4300, New DME, ADF, WX-10, S-TEC 40, EGT Analyzer, Fuel Annual. 300 SMOH L&R Victor, 1300 SPOH L&R, Flow Meter, Intercom, Toe Brakes, very good Composite 02 Bottle, Tip Tanks, Arapaho Windshield. International Comanche Society paint & leather interior, always T-Hangared. Six Seats – Hangared, electric door seal, Shoulder Trading Post & Classified Located in Austin,TX. $49,000.00 OBO. Jim Harness Mod, good paint, interior & glass. No Accuntius (512) 508-1186, [email protected]. 1/2 Advertising Contact: Damage – maintained Clifton Aero, 190 @ 8,500. Avionics: GMA 340 Audio Panel, Dual GNS 430 Nancy A. Whitten 1960 Comanche 250/260, N6803P, 4525 TTAF – Garmin, STEC 50 A Auto Pilot, GTX320 Transponder, 338 SMOH Engine – 15 hrs on NEW ECI CermaNil 2779 Aero Park Drive Shadin Fuel Flow, Sandel SN 3308 HIS, Storm cylinders,new Hartzell NO AD prop, Skytec starter, Scope, Bose. $195,000 or will trade for PA-30. Traverse City, MI 49686 recent paint & interior – always hangared, 1-pc Please contact Roy Johnson @ (479) 754-7818 Phone: (800) 773-7798 windscreen, front shoulder harnesses, DeGroff sun visors, Osborne tip tanks. Comprehensive annual (home), (214) 384-0221 (cell), or email roymj@ Fax: (231) 946-9588 02/10. IFR certified. Century 2000 AP/w fully coupled suddenlink.net. 1/2 E-mail: [email protected] w/HIS. Two KX 155’s, one w/GS. PS Engineering PAC 24 Com. Xponder. EI Engine Monitor & Fuel Flow/ Pressure. Digital Chronometer. Flies great, looks terrific! $79,000. (817) 578-3369. 2/2 Aircraft Wanted COMANCHE’S WANTED: All models, runouts OK, needing P&I/Radio upgrades OK, fast discriminate transaction on your ramp 20 years experience/refer- ences. Call Jim, (760) 930-9300. [email protected] 2/2 Real Estate ENJOY 360+ SUNSHINE DAYS! – Wickenburg, AZ area Aviation & General Real Estate info. Active Comanche pilot from Eagle Roost Airpark. Pat Mindrup, Realtor, MVR Properties. www.wickenburgpat.com PA24-260 (928) 671-1597. 1/2 1965 NIICV PA24-260, 3646TT, SMOH new limits 546, 240 on new 3-blade McCauley, HIS, auto Comanches For Sale pilot, encoding alt, King 155, DME, ADF, NDH, always hangared, Lansing Illinois, IGO. Call Bob (773) 233-4827 or Jim (219) 789-9604. 2/2 PA24-180 1960 Comanche 180, S/N 1974, White/Red; 5955 PA24-400 TTAF; 303 SMOH; 3-blade McCauley, 674 SFN, 303 SOH. New 1/4" 1-piece windshield. Strobes & 1964 Comanche 400. N400HP, TT 3022, SMOH pulse lights. Many speed mods; Eagle XP cowling 782, PROP 473. GNS 530 GPS, TCAS, Century w/ dual exhaust, new paint 2006. Aug-09 annual 2000 AP, JPI engine monitor. Cover Mar 2005 Flyer by Webco. NDH. Hangared last 12 years. 138 knots @ and can be downloaded online. Exterior 9, interior 10 GPH. New Garmin 430W w/CDI, Garmin GTX 327 8. This a very nice, fast airplane. In annual with

46 • ­Comanche Flyer SEPTEMBER 2010 1966 Piper Twin Comanche PA-30: Registration N8019Y, Airframe Time 3975.0 hours, Serial Number 30-1128, Robertson Stol w/114 gallon tank (total Tip Tanks), New fuel bladders in main & auxiliary tanks, Placing an ad? new battery, A/D’s current, annual due March 2011, digital fuel flow, Alcore Dual EGT, SMOH IO320-B1A, Use this list as a guideline for the information you may Avionics: KXI55A NAV/COM,GARMIN 430 GPS/NAV/ want to provide and the order in which to do so. COM, Garmin 340 AUDIO PANEL,IFR-3-10, all AD'S • YEAR, Model Year of Aircraft are current, S-TEC Autopilot model 50,HSI, DCI, ADF. • MODEL, PA 24-180, 250, 260, 400 White paint with red and black. Six seats. New • SERIAL NUMBER, Serial Number of Aircraft custom carpet. Very nice inside and out. More photos • N-NUMBER, Registration Number of Aircraft and information: Steve, Thomas Oklahoma, (580) 774-1249, [email protected]. $85,000. 2/2 • TOTAL AIRFRAME TIME, Total Hours On Airframe • AIRFRAME DAMAGE HISTORY, Any Damage History e.g. Gear Up Landing 1967 PA30B. One owner past 23 years, always • TOTAL ENGINE TIME, Total Hours On Engine Since Factory New or Remanufactured hangared. 2873TT, engines 435 SMOH, props 632, • ENGINE TIME SINCE TOP OR MAJOR OVERHAUL six seats, tip tanks, small nose wheel, one piece • PROPELLER TIME, Total Time On Prop Since New or Overhaul tinted windshield, new 1/4 in side windows, speed • ANNUAL INSPECTION DATE mods, new heater, good avionics, coupled autopilot, • FLIGHT INSTRUMENTS, Standard Gyro Panel, Electronic Flight Instrument System complete logs, NDH, $89,500. (760) 873-6249, cell • RADIO / NAVIGATION EQUIPMENT LISTING, (760) 668-0390, [email protected]. 2/2 Communications & Navigation Equipment Listing e.g. GPS, ILS, VORs • WEATHER ADVOIDANCE EQUIPMENT, Stormscope, Radar, • SPECIAL EQUIPMENT LISTING, Engine Monitor (EGT, CHT, Fuel Flow, etc.) • AUTOPILOT, Type & Make of Autopilot • INTERCOM • INTERIOR CONDITION & NUMBER OF SEATS • EXTERIOR MODIFICATIONS, Gap Seals, Wing Tips, Speed Mods, Windshield • PAINT CONDITION • HANGERED OR TIED DOWN • AD NOTE COMPLIANCE • GENERAL COMMENTS • ASKING PRICE Advertising Index • CONTACT PHONE NUMBER • CONTACT E-MAIL Ada Aircraft Painting...... 19 Aero Tech Services...... 28 Aerotech Publications...... 39 Aerox...... 12 Abbreviation Key: Air Parts of Lock Haven...... 23 A/C Air Conditioning FGP Full Gyro Panel OH Overhaul Aircraft Engineering...... 37 AD’s Airworthiness Directives FWF Firewall Forward PET Piper Electric Trim Aircraft Specialties Services...... 9 ADF Automatic Direction Finder GPS Global Positioning System RB Rotating Beacon Aircraft Spruce and Specialty...... C3,21 AH Artificial Horizon G/S Glide Slope R/C Rate of Climb Amsafe Aviation...... C3 A&P Airframe & Powerplant Mechanic GSP Ground Service Plug RE Right Engine Avemco...... 48 AI Aircraft Inspector H/P Heated Pitot RG Retractable Landing Gear Avgroup for Jetparts...... 25 A/P Audio Panel HP Horsepower RNAV Area Navigation Aviation Performance Products...... 7 AP Autopilot HSI Horizontal Situation Indicator SB’s Service Bulletins B & C Specialty Products Inc...... 39 CDI Course Deviation Indicator IFR Instrument Flight Rules SCMOH Since Chrome Major Overhaul Bogert Aviation...... 23 CHT Cylinder Head Temperature IMC Instrument Meteorological Conditions SFN Since Factory New COM Communication ILS Instrument Landing System SFRM Since Factory Remanufacture Bruce’s Custom Covers...... 13 C/R Counter Rotating LE Left Engine SMOH Since Major Overhaul Comanche Flyer Foundation...... 11 C/T Carburetor Temperature LOC Localizer (Runway Centerline SOH Since Overhaul Comanche Gear...... 7 DF Direction Finder Guidance) S/N Serial Number DeGroff Aviation Technologies...... 36 DG Directional Gyro LORAN Long Range Navigation System SPOH Since Propeller Overhaul Electronics International...... C2 DME Distance Measuring Equipment M/B Marker Beacon STOH Since Top Overhaul General Aviation Modifications...... 19 EFIS Electronic Flight Instrument System MDH Major Damage History TBO Time Between Overhauls Great Lakes Aero Products...... 39 EGT Exhaust Gas Temperature NDH No Damage History TT Total Time Ground Tech...... 17 ELT Emergency Locator Transmitter NM Nautical Miles TTAE Total Time Airframe and Engine Hartzell Propeller, Inc...... 17 E/P External Power Plug NAV Navigation Radio Receiver TTSN Total Time Since New Heritage Aero, Inc...... 19 F/D Flight Director OAT Outside Air Temperature XPDR Transponder J.L. Osborne, Inc...... 37 Johnston Aircraft Services...... C4 Knots 2U, Ltd...... 25 Kosola & Associates...... 3 Met-Co-Aire...... C3 Oilamatic, Inc...... 39 Trading Post Paul Bowen...... 45 Plane Power...... C2 Trading Post is a non-commercial, member to Poplar Grove Airmotive...... 36 member service provided free of charge, one For sale: 180 complete exhaust, new carb heat Precision Propeller...... 23 shroud, polished spinner, black front and rear seat Preferred Airparts...... 9 time per member, per year. The sale of aircraft Questair...... 37 is not permitted in the Trading Post. belts, Narco AT50A transponder nonoperational Rocky Mountain Propellers, Inc...... 6 • Ads must be submitted in writing only with new install kit. Call Andy (845) 786-2953. 1/2 Ron & John’s Comanche Service...... 35 (fax or E-mail OK). Schweiss Bi-Fold Doors...... 33 Sky Tec Partners Ltd...... C2 • Free ads may not be placed by phone. For sale: Factory Built 5th and 6th seat for PA24- Sound Ex Products...... 9 • First 25 words are free. 260B,C or PA30/39; set A/C Jacks and tail stand, Survival Gear...... 3 • Extra words are $0.40 per word. strut pump, engine Dry unit (keeps engine Webco...... 19 William Creech...... 7 Fax: (231) 946-9588 moisture out when parked). Delivery available. Bill Zephyr Aircraft Engines...... 7 E-mail: [email protected] (352)[email protected]. 1/2

SEPTEMBER 2010 Comanche Flyer • ­47 The strength of the turbulence is Nothing said I had to crash. L ast Laugh directly proportional to the temperature — R.A. Bob Hoover, after hitting a of your coffee. telephone wire and losing two feet of — Gunter’s Second Law of Air Travel wing in his P-51

More Aviation Quotes ••••••••••• •••••••••••

The bulk of mankind is as well Lady, you want me to answer you if Both optimists and pessimists con- equipped for flying as thinking. this old airplane is safe to fly? Just how tribute to the society. The optimist — Jonathon Swift in the world do you think it got to be invents the aeroplane, the pessimist the ••••••••••• this old? parachute. Which is now a more hopeful statement — Anonymous — George Bernard Shaw than Swift intended it to be. — Will Durant

••••••••••• When asked why he was referred to as “Ace”: Because during World War II, I was responsible for the destruction of six aircraft, fortunately three were enemy. CALM, — Captain Ray Lancaster, USAAF

•••••••••••

Death is just nature’s way of telling you to watch your airspeed. COOL — Anonymous

••••••••••• Buttons… check. Dials… check. Switches… check. Little colored lights… check. PROTECTED — The Bill Waterson comic CALLING ALL character Calvin, of “Cavin and COMANCHE Hobbes”’ fame OWNERS! ••••••••••• When your aircraft hits turbulence, you need to be calm, cool, and When it comes to testing new aircraft collected. When the economy hits turbulence, you need to be calm, cool, ® or determining maximum performance, and protected. You need Avemco . pilots like to talk about “pushing the If an accident does occur, you can stay calm knowing Avemco protects you with: envelope.” They’re talking about a two - No coverage exclusions because an annual, - Up to $5,000 in legal defense costs if the dimensional model: the bottom is zero medical, or fl ight review expires mid-term. FAA or civil authority takes pilot certifi cate altitude, the ground; the left is zero - No cap on the cost of adjusting a claim or enforcement or civil penalty action against speed; the top is max altitude; and the legal expenses for your defense. you for a covered loss or accident. And so right, maximum velocity, of course. So, much more. the pilots are pushing that upper-right- Plus you’ll be pleased to know you can save a cool 10% on your fi rst year’s hull premium* hand corner of the envelope. What and 15% on the second if you’ve been fl ying the same type airplane without incident for 12 everybody tries not to dwell on is that months or longer. that’s where the postage gets canceled, And even in an uncertain economy, you’ll enjoy the security of being protected by Avemco’s too. levelheaded approach to doing business, which has helped to earn an A+ (Superior) rating from A.M. Best for more than 30 consecutive years. — Admiral Rick Hunter, U.S. Navy By insuring with Avemco, you too can be calm, cool, and protected … even when it’s the ••••••••••• economy that’s turbulent. Receive your FREE Avemco insurance quote by calling You know the part in High Flight 800-821-7762 or visiting www.Avemco.com. where it talks about putting out your hand to touch the face of God? Well, ® when we’re at speed and altitude in the SR, we have to slow down and descend in order to do that. — USAF Lt. Col. Gil Bertelson,

R SR-71 pilot, in “SR-71 Blackbird: *Premium savings subject to underwriting guidelines. Stories, Tales and Legends”’ 2002.

48 • ­Comanche Flyer ADS0052 01-09.indd 1 SEPTEMBER2/3/09 11:43:032010 AM

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