AUGUST 2014 VOLUME 41, NO. 8

The Official Membership Publication of The International Comanche Society FREE CATALOG

Proud Sponsor of email us [email protected] The Comanche Flyer is the official monthly member publication of the International Comanche Society P.O. Box 1810 Volume 41, No. 8 • August 2014 Traverse City, MI 49685-1810 U.S.: (888) 300-0082 Other: (231) 946-3712 www.comancheflyer.com Fax: (231) 946-6180 E-mail: [email protected] www.comancheflyer.com Published By the International Comanche Society, Inc. ICS President Bob Cretney Cell: (214) 725-6584 CONTENTS Email: [email protected] Managing Editor Melissa Frisbie 2 Letter from the President Bob Cretney E-mail: [email protected] Senior Advertising Director Comanche Spirit John Shoemaker 4 Can Dreams Really Come True Kris Duckett (800) 773-7798 Fax: (231) 946-9588 E-mail: [email protected] 10 ICS Board of Directors, Tribe Chiefs, Advertising Administrative Assistant Trading Post & Classified Advertising & Tribe Representatives Betsy Beaudoin ICS Standing Committees Ph: (800) 773-7798, Fax: (231) 946-9588 Email: [email protected] 11 Maintenance Resource Advisors Graphic Design Brandon Hoffman ICS Tool Loan Program E-mail: [email protected] CFF-Trained CFIs Printer Village Press Ask Sparky 2779 Aero Park Drive Traverse City, MI 49685-0629 12 Comanche Landing Gear Electrical Description www.villagepress.com Online Intelligence Maintenance Resource Advisors Pat Barry 15 Fuel Flow - Pressure - EGT Ph: (949) 362-1600 on Pacific Time E-mail: [email protected] CPPP Dave Clark Ph: (817) 860-4393 20 Border Crossing Steve Zaboji Email: [email protected] Zach Grant Best of the Flyer Cell: (317) 201-4293 24 Getting the Most out of Your Autopilot Dale Smith Email: [email protected] (Email preferred contact) 27 Comanche Joe Karl Hipp Ph: (970) 963-3755 Feature Email: [email protected] Lucky Louque 28 Beware Running Fuel Tank Dry Nick Bray Ph: (903) 345-9198 Email: [email protected] 32 ICS Items for Sale Cliff Wilewski Ph: (815) 395-0500, Cell: (815) 979-7785 34 ICS Membership Renewal Form E-mail: [email protected] ICS Tool Loan Program 36 From the Tribe Chiefs Matt Kurke 8192 Sanctuary Drive, Unit 1 39 ICS Name Badge Order Form Naples, FL 34104 Ph: (239) 593-6944 Feature [email protected] 40 Comanche Flyer Needs your Stories, Tips and Tricks! The Comanche Flyer (ISSN 08994223, USPS 2-324) is available to members; the $25 annual subscription rate is included in the Society’s Annual Membership Feature dues in US funds below. Comanche Flyer is published 42 I Can See Clearly … Dr. Jerrold Seckler monthly by Village Press U.S., Canada, Mexico 46 Comanche Classifieds One year $72, Two years $136 UK, Europe, Asia & Africa 47 Advertisers’ Index One year $98, Two years $188 All Other Countries Last Laugh One year $86, Two years $164 48 Airplane Jokes Spousal Members One year $36, Two years $72 Cover Photo Kris Duckett’s 1963 PA-24-250. Copyright Notice The act of making a submission for publication is an express warranty that such contribution does not infringe on the rights or copyright of others. Nothing appearing in the Comanche Flyer shall be reproduced or distributed without the express permission of the publisher. INTERNATIONAL Postmaster COMANCHE Send address changes to the above address. Periodical postage paid at Traverse City, MI 49686 SOCIETY, INC.

AUGUST 2014 Comanche Flyer • ­1 LETTER FROM THE PRESIDENT

Maintenance Resource Advisors, and everything up and can contact other the Tool Loan Program. Additional members in your area to help. Committees that provide support/in- As the economics and demographics formation for ICS Members include the in aviation and ICS change, the needs Historical Committee, Fleet Airworthi- and desires of our membership change. ness Committee and The Information These, combined with our aging aircraft Technology Committee, all of which and new technology, are changing the can be found in either the electronic priorities of our members. The social or paper version of the Comanche aspects of fly-ins are still important, but Flyer. As you can see, your member- new equipment (mostly in the forward ship provides many opportunities for panel) and maintenance compliance support and involvement in the Co- are taking over first place. Flight train- manche Family. ing seminars that specialize in using the Your respective Tribe Chiefs are the new generation equipment are the most point-of-contact for anything ICS—use popular, followed by maintenance semi- them! They have the latest informa- nars specializing in AD compliance, big tion on fly-ins and maintenance or ticket component maintenance, and he Annual Convention and EAA flight training seminars in your tribe. operational techniques that minimize AirVenture are over for another They can also direct you to sources of the deterioration of these components Tyear. This marks the beginning information that may not have been are also at the top of the list. of a new year for ICS and its support apparent in your efforts to resolve a The social aspect of these meetings of fly-ins, maintenance seminars, Comanche or ICS question. Talk to happens in the evening when the group flight training seminars, theComanche them about hosting a fly-in at a place can relax, enjoy each other’s company, Flyer magazine, the comancheflyer. you really like in your area. They will make new friendships and renew old com website, the Comanche Forum, provide you with information for setting ones. If advised in advance that spouses

Comanche Flyer Submission Guidelines

All members are encouraged to submit articles for publication in Although submissions are reviewed for technical accuracy, the the Comanche Flyer. If you have an article about a maintenance event, information in this magazine is meant for reference only. Any trip, piloting technique, or anything else pertinent to Comanche modifications, alterations, or major repairs to U.S. aircraft require ownership, please share it with your fellow members. FAA-approved data as a basis for beginning work, and as such should not be based solely on information contained in this magazine. The For those with access to the Internet, please submit the article International Comanche Society does not endorse any piloting via e-mail, preferably in Microsoft Word. You may also include the adverse to published FAA regulations. article in the body of your e-mail message. Include your full name, as you would like it published, and your ICS number. Submissions are subject to editing and revision unless specifi- cally requested to be published as submitted. The right is reserved Please attach digital pictures, if applicable, in jpeg format. to publish or not, any submission. For best results, use the highest resolution setting your camera will allow. Photo files under 500 kb in size typically do not Deadline for all submissions is the 20th of the month, approxi- reproduce well. mately 40 days prior to month of publication. Send to: Melissa Frisbie, Managing Editor at [email protected] Articles and photos may also be sent via U.S. Mail to: Melissa Frisbie • 125 N. Turnberry St., Wichita, KS 67230

2 • ­Comanche Flyer AUGUST 2014 will be attending, the host can set up day- Tales from the Wide Side time activities for them, and then “every- The larger the aircraft, the easier one” gets together again in the evening. it is to operate, but when there are Give some consideration to hosting troubles ... the bigger the troubles. one of these events. Ask other Coman- ‘Til next month … che Members in your area to help host it together. They are well attended and information to set one up is available through the Tribe Chiefs or your ICS Bob Cretney Officers. It is rewarding and a lot of fun. New IFR Clinic • • • • • Seymour, IN (KSER) What is CPTP? by Pat Donovan Systems/Flight Clinic CPTP is the Comanche Pilots Training Program (www.comanchetraining. Sept 26–28 com), an independent aviation training organization dedicated to the Piper Co- manche community. While the name is relatively new, the staff of CPTP, Dennis • • • • • Carew and George Richmond, are veterans of the Comanche and ICS community, Lancaster, TX (LNC) each with over 30 years of Comanche ownership, operation and instruction IFR Clinic given. As a team, Dennis and George have been providers of Comanche specific Oct 24-26th, 2014 flight and maintenance training since 2008. Prior to forming CPTP they, along with Zach Grant developed, managed and operated the ICS/CFF flight training www.comanchetraining.com program. While at AirVenture 2014, be sure to stop by the ICS Hospitality Tent Contact Dennis Carew from Monday thru Thursday from 10-11am. to partake of the free Comanche [email protected] educational seminars provided by the CPTP, and meet the instructors and the other fine providers of Comanche-specific services. See you there! (920) 749-9558

ICS Past Presidents

2011-2012 Zach Grant 1994 Chuck Medicus 1979 Larry Larkin 2009-2010 Bernie Mazurek 1993 Dale Vandever 1978 Clifford Younger 2007-2008 Dave Fitzgerald 1992 Bill Jackson 1977 Art Shriver 2006 Lawrence Paratz 1991 Martin Busch 1976 Mike Keedy 2005 Karl Hipp 1990 George Burson 1975 George Smith 2004 Skip Dykema 1989 William Creech 1974 Paul Rechnitzer 2003 John Van Bladeren 1988 Jim Fox 1973 Andy Speer 2002 Larry Rackley 1987 Pat Rowe 2001 Robert Noble 1986 Ted Peifer 2000 David Buttle 1985 Bill Shank 1999 Roy Roberts 1984 Jerry Irvin 1998 Harley McGatha 1983 Bill Stanyer 1997 Charles Wiseman 1982 Norn Berneche 1996 Bryce Campbell 1981 Ben Kitchens 1995 Jess Bootman 1980 Jack Holaway

AUGUST 2014 Comanche Flyer • ­3 COMANCHE CAN DREAMS REALLY COME TRUE

A role I never get tired of – chauffeuring my wife and kids on memorable trips.

by Kris Duckett ICS #17436

4 • ­Comanche Flyer AUGUST 2014 COMANCHE

COVER STORY

enerally speaking, dreams Cleaned up and ready to be taken home. come and go in a person’s life. GKids dream about everything: What they want to be, where they want to live, or what new toy can they have. I’m sure we aviators start dreaming of flying as early as the courting stage of our parents! Nevertheless, every so often there comes a special dreamer, someone with a predestined rendez- vous with magic. Those dreamers are called Comanche owners.

The smile says it all!

AUGUST 2014 Comanche Flyer • ­5 an airplane. After months of research leading to countless dead ends, a buddy of mine introduced me to that certain airplane I had never heard of— it was located in Clovis, NM (something else I had never heard of until the Air Force sent me there) at Blue Sky Aviation. The manager, Carlos Arias, gave me a tour of an old, dusty, powder-blue PA-24-250. This lady was definitely in need of some attention! After a few “it’s cool” and a couple “not too bad,” my search would continue. Having piqued my interest, more research led to a You had to see it to believe it ... Comanche for sale not far from where anyone up for a sack race? I lived. A series of phone calls sent me to look at another Comanche in Hobbs, NM, where I met with a mechanic who My magic moment arrived when first-time owner of an airplane I had was able to show the airplane for the I laid eyes on N8311P. After years of never heard of but had seen many times owner while it was undergoing annual. dreaming, months of searching, weeks … in my dreams. This gave me an opportunity to really of convincing (the wife), I was finally Since that first flight I continued to inspect the airplane and, needless to wheels up in a 1963 Piper Comanche pursue the challenge of flight; graduat- say, I wanted a ride! Unfortunately this taking her home! My dream of owner- ing from Louisiana Tech University with Comanche sold before I got a chance. ship was years in the making, starting a bachelor’s degree in Professional Avia- A few weeks later another friend told from the first flight I ever had in a Piper tion, continuing on to U.S. Air Force me he had just gone to see a Comanche Arrow out of New Orleans Lakefront Navigator training, and finally earning that was in good shape and thought I (KNEW) airport. It was on this first my wings as a pilot. I decided (actu- should go check it out (Thanks, Ed!). ride I was bitten by the bug of aviation. ally, TaShara, my wifey agreed) by the Having suffered the loss of the first Sixteen years later I became a proud, rank of Captain I was going to own Comanche I wasn’t very excited at the

I wasn’t kidding ... the proof is in the poop!

6 • ­Comanche Flyer AUGUST 2014 A dream airplane and a greatly anticipated trip ... definitely worth the wait. possibility of seeing this one, but my with taxiing so off we went … or not. wife said, “Let’s go take a look anyway.” A dead battery. Yet again, no Coman- (Yes, dear …) che love. On the drive home TaShara Volunteer Pilots Volunteer Pilots About an hour-and-a-half drive led said, “Maybe later you could try again.” us to what has been referred to as “alien After all, she could see my heartache Needed Needed country,” Roswell, NM. Upon arrival we even though she was nowhere near as met Phillip Cathay, one-third owner of optimistic as I was (Yes, dear …). a 1963 PA-24-250. Through phone con- A couple of weeks later Mr. Miller versations I discovered he was one of (owner number two) gave me a call three dentists looking to sell the plane asking if I would like to see the aircraft due to his age, loss of medical, and again, and this time he had an instruc- lack of time to fly … maybe my luck is tor to take me up. I agreed and took the swinging! After a brief meet and greet 1.5-hour journey solo, fully expecting with Mr. Cathay, and a short walk to the more bird poop and burlap! This time ramp I finally laid eyes on … bird poop! would prove to be different. Volunteers flying for the Volunteers flying for the Holy cow, apparently the birds had environment since 1979. environment since 1979. practiced their aim for months and had As I approached the FBO, I was become true marksmen! The interior met by Mr. Miller and the instructor was not much improved having seen pilot Robert Baldock. Strangely enough better days. The instrument cluster was he was the owner of the previous original, the seats were vintage burlap, Comanche I had seen in Hobbs. En- and the carpet was terrible. The newly ter the sandman and his dream dust! installed Garmin 530 WAAS was very After the short meet and greet, discus- Phone: 307-332-3242 Phone: 307-332-3242 attractive and still hopeful, so I decided sions about the Comanche, and some to fire her up. Since Mr. Cathay had logbook and POH review we were off www.lighthawk.org www.lighthawk.org recently lost his medical it prevented to the hangar. Inside was N8311P all us from flying, but I felt comfortable waxed up like no other aircraft in the

AUGUST 2014 Comanche Flyer • ­7

6th Vertical

Volunteer Pilots Needed

Volunteers flying for the environment since 1979.

Phone: 307-332-3242 • www.lighthawk.org

6th Horizontal Just hangin’ out at Oshkosh ... finally!

A great-looking new interior worth showing off twice.

8 • ­Comanche Flyer AUGUST 2014 Out with the old ... in with the new!

Since purchasing N8311P, I was able to make a couple of much need- ed upgrades. First was the instrument panel—out with the old, in with the new! Next, you guessed it … no more burlap! Ron Matta of Aviation’s Cre- ations helped me create a great new leather look and was a pleasure to work with. TaShara and I had taken a few trips with the kids, but the highlight hangar. She was magnificent with her Almost as soon as the key turned so far has been the pilgrimage she and clean lines and polished chrome spin- the Lycoming IO-540 fired right up! I made to Oshkosh 2012! Arrival at ner. The interior had been vacuumed The taxi and ground handling were OSH was a long time in the making (unfortunately no escaping the burlap), great, run up superb, the takeoff noth- and N8311P made it truly magical. The spider webs removed, and the smell of ing short of graceful! This machine was love for my Comanche is everything I Febreeze was in the air! After a solid a dream to fly! After about half an hour had ever dreamed it would be. Without walk-around and preflight complete, of flying (and dreaming) I returned to a shred of doubt, I will most certainly the moment of truth had arrived ... the airfield with a wide smile and one keep dreaming because I know for a fact “Clear Prop!” phrase, “Let’s make a deal!” that dreams truly do come true!

AUGUST 2014 Comanche Flyer • ­9 2013-2014 ICS Board Of Directors President: Secretary: Past President: Bob Cretney, ICS #2269, SC Tribe Ron Keil, ICS #7001 Zach Grant, ICS #15515, NC Tribe 428 McDaniel Rd 1135 Christine Dr. 6736 Chapel Hill Rd. Ferris, TX 75125 Lapeer, MI 48446 Indianapolis, IN 46214 Cell: (214) 725-6584 Ph: (810) 406-2065 Cell: (317) 201-4293 Email: [email protected] Cell: (810) 834-0168 Email: [email protected] Email: [email protected] Vice President CFF President: (non-voting) Berl Grant, ICS #10704, NC Tribe Treasurer: Mike Foster, ICS #14077, SC Tribe 426 Mutton Creek Drive Pat Donovan, ICS #12246, MS Tribe 970 Flightline Dr. Seymour, IN 47274 421 Piper Ct. Spring Branch, Texas 78070 Ph: (812) 522-2587 Troy, MO 63379 Cell: (210) 701-6795 Phone: (636) 462-8370 Email: [email protected] Email: [email protected]

Tribe Representatives and Chiefs Southeast: South Central: Europe: Tribe Chief/Tribe Rep Phillip Hobbs, ICS #10509 Tribe Chief Bob Cretney, ICS #2269 Tribe Chief/Tribe Rep Kate Burrows, ICS #17285 Ph: (704) 651-9417 428 McDaniel Rd Ramsey Road, Rockwood Email: [email protected] Ferris, TX 75125 Laxey, Isle of Mann IM4-7PY United Kingdom Ph: (214) 725-6584 Ph: 44 1624 861957 (h) Northeast Tribe Cell: (214) 725-6584 Email: [email protected] Tribe Chief/Tribe Rep Av Shiloh Email: [email protected] Huntington Valley, PA S. Africa: Ph: (215) 740-5558 Tribe Rep Bob Fox, ICS #13650 Tribe Chief/Tribe Rep Russell Knowles, ICS #16469 Email: [email protected] 1630 W 35th North St. Box 1114, Halfway House Muskogee OK 74401 1685 South Africa North Central: Cell: (918) 607-6880 Ph/Fax: +27 11 8052902 Tribe Chief Bob Williams, ICS #13853 Email: [email protected] Cell: +27827809228 647 Robins Gate Email: [email protected] Akron, OH 44319 W. Canada: Ph: (330) 867-6711 Tribe Chief/Tribe Rep Ken Mori, ICS #3894 Australia: Cell: (330) 592-3111 1433 Copper Mountain Court Tribe Chief/Tribe Rep George Mills Email: [email protected] Vernon BC V1B 3Y7 Canada Panshanger P.O. Box 269 Ph: 250-545-2491 (home) Tribe Rep Cliff Wilewski Longford, TAS 7301 Australia Email: [email protected] 1651 Grumman Drive Ph: +03-6397-6500 Rockford IL 61109 E. Canada: Email: [email protected] Ph: (815) 395-0500 Tribe Chief/Tribe Rep Tim Stain, ICS #168357 Cell: (815) 979-7785 Laurier Avenue Email: [email protected] Toronto ON M4X 1S2 Canada Mid States: Ph: (647) 341-9100 (home) Tribe Chief/Tribe Rep Carl M Talkington, ICS #3208 Email: [email protected] 180 Peregrine Circle Broomfield CO 80020-1275 Ph: (303) 460-8127 Cell: (720) 560-4862 Email: [email protected] Southwest: Tribe Chief Ed Moore, ICS # 12926 2013-14 ICS Standing Committees & Chairpersons: 456 S Sierra Way San Bernardino CA 92408-1425 Ph: (909) 888-9859 Historical – Chair: Bruce Thumann, SC Elections – Chair: Sally Williams, SE Email: [email protected] Information Technology – Chair: Editorial Review – Chair: Tribe Rep Scott Myers, ICS #16819 Dave Fitzgerald, NC Bob Cretney, SC 1041 Jasmine Ct. Vista, CA 92081 Technical Resources – Chair: Editorial Committee: Ph: (760)727-7444 (w) Zach Grant, NC Pat Donovan, MS Cell: (760)-519-8604 Dave Fitzgerald, NC Email: [email protected] Finance & Budget – Chair: Zach Grant, NC Pat Donovan, MS Bernie Mazurek, SE Northwest: Bylaws, Standing & Special Rules – Chair: Hank Spellman, NC Tribe Chief Dennis Springer, ICS #10237 4796 Drew St. N.E. Hank Spellman, NC Fleet Airworthiness – Chair: Salem, OR 97305 Nominating – Chair: Dave Fitzgerald, NC Dave Fitzgerald, NC Ph: (503) 390-9444 Annual Convention – Chair: Email: [email protected] Nominating Committee: Bernie Mazurek, SE Shirley Nelson, NW Tribe Rep Bill Case, ICS # 16889 Bruce Thumann, SC P.O. Box 549 Lebanon OR 97355 Flagship – Chair: Ph: (541) 259-5557 Cliff Wilewski, NC Cell: (503) 260-2473 Email: [email protected]

10 • ­Comanche Flyer AUGUST 2014 MAINTENANCE Lucky Louque Ph: (903) 345-9198 Comanche-trained RESOURCE ADVISORS Email: [email protected] Instructors Pat Barry Cliff Wilewski Ph: (949) 362-1600 on Pacific Time Ph: (815) 395-0500, Cell: (815) 979-7785 E-mail: [email protected] E-mail: [email protected] Certified flight instructors who have completed a Comanche training program. Dave Clark The International Comanche Society, Inc. (ICS) publishes this Ph: (817) 860-4393 list in the spirit of member information. The opinions, state- Email: [email protected] ments and claims made by the instructors are their own and ICS TOOL LOAN not those of the International Comanche Society (ICS). The Zach Grant listed CFIs have undergone a Comanche-specific Training Cell: (317) 201-4293 PROGRAM Program. ICS assumes no responsibility for any actions Email: [email protected] between its members and the listed CFIs. It is incumbent upon (Email preferred contact) Matt Kurke the member, when using this list of instructors, to do due 8192 Sanctuary Drive, Unit 1 diligence in researching and selecting a qualified instructor Karl Hipp Naples, FL 34104 for the type of training desired. Ph: (970) 963-3755 Ph: (239) 593-6944 Email: [email protected] [email protected] Bill Archer - AZ (Phoenix/Mesa) Single/Twin, (480) 203-3043 [email protected] Dennis R. Carew – WI COMANCHE FLYER FOUNDATION, INC. Twin & Single, (920) 749-9558 MAURICE TAYLOR VIDEO PROGRAMS [email protected] Take advantage of Maurice’s expert knowledge, captured on these Zach Grant - IN (Indianapolis) professionally produced videos. Great tools for mechanics, too. Single/Twin, (317) 201-4293 Program 1: Preflight Walk-around [email protected] Program 2: Tech Tips: A Closer Look William Harris – VA Program 3: Comanche Landing Gear Single & Twin, (540) 731-4772 Program 4: Single Comanche Flight Tips [email protected] Program 5: Twin Comanche Flight Tips Craig Mussman - IL (Programs 1-3 apply to both the single and twin models.) Single/Twin, (815) 450-3692 All five programs on one DVD. [email protected] DVD each $101.00 plus shipping (North America $7.00, elsewhere $11.00) Donny Nelson - WA VHS and PAL tapes are no longer available Single/Twin, (360) 305-0689 [email protected] BOOKS Myron Oakley - IL Into the Wind: The Story of Max Conrad by Sally Buegeleisen Twin only, (815) 985-7894 [email protected] Enjoy this account of the life and feats of legendary pilot Max Conrad, including his record setting flights in our own Comanche N110LF. pb, 264 pp. George Richmond - NE (Omaha) Price: $21.50 plus shipping (North America: $8.00; elsewhere: $15.00) Single and Twin, (402) 350-1915 [email protected] PA-30 & Multi-Engine Flying by Alice S. Fuchs. pb, 68 pp. Price $9.00 plus shipping (North America: $5.00; elsewhere: $7.00) Steve Smith - MT Single/Twin, (406) 425-0754 These merchandise purchases and/or your donations can be [email protected] made through CFF on the ICS website with either a credit Mike Stich - OH card or our newly availabe PayPal option. Please visit: Single/Twin, (330) 283-1857 www.comancheflyer.com [email protected] Todd Underwood - AZ (Phoenix/Prescott) Single/Twin, (623) 202-6910 TO ORDER BY MAIL PLEASE FILL OUT [email protected] Larry Whitbeck - IL Single only Cell: (217) 737-6074 Mail to: CFF c/o Shirley Nelson, Office: (217) 732-9704 925 Ludwick Avenue, Blaine, WA 98230-5109 [email protected] Telephone: 360-671-7388, Fax: 360-671-7388 Kristin Winter - CA (Northern) Single & Twin, (707) 477-4727 Enclose check or money order made payable to CFF. [email protected] Steve Zaboji – VA Single & Twin, (571) 228-3420 [email protected]

AUGUST 2014 Comanche Flyer • ­11 Solutions for electrical & avionics issues

Comanche Landing Gear Electrical Description or this month’s column, I LEFT main landing gear, the gear power (parallel) [Figure 3], and one would like to take some time up limit switch (located in the gear for the lights (series) [Figure 2]. Fto provide an overall descrip- transmission well and also known All told, there are multiple circuits tion of the electrical circuits that as the motor arm switch), and, of involved in the Comanche landing operate the Comanche landing gear course, the gear motor and motor gear system, but we will touch on and how they interact with the me- brake. Also included are the gear UP the most important ones. chanicals of the landing gear itself. and DOWN indicators and the gear Beginning with the aircraft on Frequently, landing gear troubles warning switch and horn. The gear the ground and the gear selector relate to overheated motors and selector switch has four sections switch in the DOWN position, the resultant popped circuit breakers. (poles) which can activate multiple only circuit energized is the GREEN There are interrelations between circuits either in the UP or DOWN gear DOWN light, which is protected the electrical circuits and the elec- positions. This is known as a four by a 5 amp circuit breaker. Should tromechanical components in the pole, double throw or 4PDT switch the gear selector be moved to the landing gear which warrant closer (Note: Some Comanche gear selec- UP position, the gear will remain scrutiny. tor switches have a middle position down as one pole of the safety switch Electrical components in the that deactivates all motor control prevents completing the gear sole- Comanche landing gear include circuits. They are known as 4P3T noid circuit and operating the gear. the battery, two circuit breakers, switches). Each landing gear limit On PA-24s (serial number 656 and landing gear solenoid, gear selector switch is a 2PDT switch, as is the later), PA-30s (serial number 1745 switch, a gear down limit switch for gear up limit switch. The landing and later), and all PA-39s, the gear each landing gear, a safety (“squat”) gear limit switches support two horn will sound as a reminder that switch which is located on the separate circuits, one for solenoid the gear switch is in the UP position

12 • ­Comanche Flyer AUGUST 2014 while the aircraft is on the ground. Brake Please trust me on this ... do not find Coil out the hard way that your gear safety Gear Motor Solenoid switch is not working properly. Warn- ing: The safety switch should only be checked while the aircraft is on jacks Armature to prevent an unwanted collapse in case of malfunction. Once airborne, as the landing gear struts become fully extended, the safety Field Up Coil switch transfers thereby allowing ac- tivation of the gear solenoid when the gear selector switch is placed in the UP position. When this occurs, bat- tery power travels through the gear selector switch, then through the gear Down Gear up limit switch (closed as long as the Selector gear transmission has not fully raised the gear) and actuates the gear sole- See Solenoid Control Circuit noid. Power for this circuit is provided through the same 5 amp circuit breaker Figure 1 Gear Motor Circuit as that of the gear lights on later serial numbers, while the earlier serial num- has fully raised the gear, the gear up gear legs have no function when rais- bers have separate circuit breakers for limit switch opens, thus de-energizing ing the gear. At the same time, the the solenoid and gear lights (Figure 3). the gear solenoid. Power is removed other pole of the 2PDT gear up limit Once the solenoid closes, the gear from the motor brake solenoid (brake switch illuminates the AMBER gear motor brake is energized, disengaging engaged), motor armature, and mo- UP light (Figure 3). the brake, and the gear motor is now tor field coils. Only one switch – the Success! The gear is up ... take a operating and raising the gear. Power breath. to the brake and motor is provided gear up limit switch – removes power through a 30 amp circuit breaker, then to the motor when the gear is fully The gear down circuit is a little more through the gear solenoid contacts and raised. The switches on each of the involved. Let’s start out by describ- directly to one side of the motor, the other side being grounded (Figure 1). Motor direction is controlled by Horn Throttle Switches Nose Leg Switch >15” >15” Down two of the poles of the gear selector switch, which change the direction <15” <15” Not Down of current flowing through the motor Squat SwitchGear Selector Up field coils depending on the position of the switch. Current flows through Flasher Contacts Ground Down the motor armature in only one di- Either Gear Up Throttle rection! The GREEN gear DOWN light (Yellow) Up Limit <15” Switch Not Up Switch turns off as the landing gear begins to retract. Once the gear transmission >15” Up Gear Down Flasher Heater (Green) Not Down Not Down Not Down

Down Down Down

Flasher Heater Gear Leg Down Switches (located on Gear Linkages) Instrument Lights On

Off Figure 2 Simplified PA-30/39 Gear Light/Warning circuit

AUGUST 2014 Comanche Flyer • ­13 Up Limit Switch (located on Transmission) ONLINE INTELLIGENCE Up Up Squat Switch www.comancheflyer.com Not Up Ground Down Gear Down Selector

Gear Motor Solenoid Not Down Gear Leg Down Switches (located on Gear Linkages) Figure 3 Simplified Comanche Solenoid Control Circuit ing the two poles of each gear down the opposite direction driving the gear circuit breakers!). The landing gear limit switch. One pole of each switch down. Upon commencement of gear may be unsafe for landing, but that’s is wired with the others as a parallel movement, the gear up limit switch not the case today. All is well, and the circuit and is now in the closed posi- transfers and turns off the AMBER gear landing is a greaser. tion. This parallel combination will UP light. The gear motor will continue One last item is that of the gear keep the motor running as long as any to run as long as any of the gear down warning horn operation with the land- of the switches remain closed. Only limit switches indicate that their re- ing gear in the UP position. Retard- when all three switches open, with the spective gear is not down and locked. ing the throttle such that the throttle gear down and locked, will the circuit Rigging is critical! All three landing gear switch allows battery power through become de-energized (Figure 3). The drag links must go over center simulta- the gear light/solenoid 5 amp circuit second pole of each switch is wired neously and all three gear switches must breaker to be applied through one pole with each other as a series circuit and transfer simultaneously as that hap- of the nose gear down limit switch, will is only used to light the GREEN gear pens. Only then will the gear solenoid sound the gear horn. Remember, the DOWN light upon all three closing when de-energize and, in turn, de-energize only down limit switch that has any- the gear is down (Figure 2). the gear motor brake, gear motor ar- thing to do with the gear horn circuit The sequence begins by moving the mature, and gear motor field coils. At is the nose gear switch (Figure 2). This gear selector switch to the DOWN posi- the same time this occurs, the gear light can be a handy trick in determining if tion. This applies battery power to one circuit will be made, and the GREEN you have an actual gear unsafe situation pole of all three landing gear down limit gear DOWN light will illuminate. If the or if you have a green light circuit issue. switches. The parallel output of the motor circuit is not de-energized with I hope this helps everyone better three switches then goes through the the gear extended, the 30 amp circuit understand the sequence and com- closed gear safety switch and energizes breaker will pop. In this case, you may ponents involved in Comanche gear the gear solenoid. As with raising the or may not have a green gear indica- operation. Comments invited. gear, power is applied to the gear motor tion. In addition, the gear may go fully Regards. brake, gear motor and motor field coils down and stop, without a green gear “Sparky” through the 30 amp circuit breaker. As light. Both scenarios indicate a problem the gear selector switch is now in the that should be addressed before further DOWN position, the current to the field flight (remember that the gear lights coils are opposite of that when raising and the gear motor power are two dif- the gear, hence the motor will run in ferent circuits powered from different

14 • ­Comanche Flyer AUGUST 2014 ONLINE INTELLIGENCE www.comancheflyer.com

From the Comanche Website Maintenance Forum FUEL FLOW - PRESSURE - EGT

PART 1 compared to my 182 flying experience. screen was not much more than he I did switch probes on #2 and have would see during an annual. This plane have owned my PA24-250 for confirmed it is not a probe problem was annualed in November. The con- five weeks now and it has been other than I used to get a shock cooling tamination is an interesting story but in the shop every weekend. To warning at the slightest descent, but for another time. The recent flight was say I am shaking out the bugs I since switching the probe I no longer all on the right tanks. is an understatement. Very expen- get this. Anyway, after flying another 20 On takeoff I am seeing 20-24gph on sive bugs. I previously posted how minutes the fuel pressure just jumped the Shadin, which based on other posts the engine would quit on turning off to five and the oscillations in fuel flow I have seen, seems high. the boost pump. I have been watch- settled down to between 11-13. This ing this more closely and have a few is a carbureted aircraft and I was in So ... any words of wisdom? I must other details to add. clear air the entire time. I plan to check admit, this is the first plane I have During my most recent flight, the this situation on my return flight on actually started to be a bit nervous fuel pressure was barely reading 1.0 Thursday on the opposite side tanks about flying. Has anyone experienced with fuel pump off. The Shadin fuel of the aircraft. a jammed control yoke? I can now say I have but that is another story. flow meter was oscillating between 15 Boost pump on startup tends to give ______and 9 gph. After about 20 minutes, I me 3psi on the gauge. I must admit, I switched to the tip tank and same re- did not turn on the boost pump when 20-24 gph on takeoff at SL seems sults for 20 minutes. I leaned until the pressure was reading less than one to in the ballpark to me. engine ran rough and enriched slightly. see what would happen. Because of Are you working with a mechanic Still same results. all my previous issues with the engine that really knows Comanches? I would My #2 cylinder seems to be the hot- cutting out in a climb I leave the boost suggest getting together with Bill Turley test on this plane, which is also disturb- pump on until I level out. at Aircraft Engineering in Bartow, FL. ing since I would think it would be one We did find contamination in the It sounds like you need someone who of the coolest. Still, after leaning at 7K left tip tank which we flushed out and really knows Comanches, not someone it reads 325CHT and around 1280EGT, we cleaned the belly screen out though who has just worked on them from which to me are not really that high my mechanic felt the dirt in the belly time to time.

AUGUST 2014 Comanche Flyer • ­15 ______If you hear two sets of clicks running at to only read full to half tank, i.e. at half Per Lycoming, 250-takeoff fuel flow slightly different speeds, then both are tank indication it is actually empty. should be 22.5-28gph std day (29.92” working. You can figure out the faulty Gear down light does not show when Hg and 15ºC) at sea level. It sounds pump by touching them when on (the Nav lights are on. Already replaced AI like you are in the ballpark there as one not vibrating is kaput) should give and HSI that both failed in flight in IFR. you are probably at warmer than std about 5 psi when you check them be- Oh boy! Discovered mag compass light temps. If your fuel pressure just jumped fore start. Flow oscillations are normal didn’t work when HSI failed at night. with the engine driven pump only, you in a carbureted airplane as the float Just replaced bulb, will see if it works probably had a stuck pressure bypass bowl will fill at different rates, but the on flight home since it should be dusk in the pump. It wasn’t regulating the average will be very accurate. by the time I land. During HSI repair pressure; it was dumping it, and there- #2 CHT is just fine. Tweaking the they discovered ELT was not connected fore was not delivering enough fuel to baffling can make the temps more even, to the antenna. Beginning to wonder if the engine to keep it running at high but if your hot cyl is only low 300s I the ASI is correct. It shows about 120 power, thus your engine cutout issues wouldn’t mess with it! IAS yet my ground speed is consistently in the climb. That issue may now have ______about 160. Stall light tends to stay on fixed itself, but could return so you all the time. The list goes on ... may want to get an overhauled pump Thanks. The bypass valve explana- and replace it. That’s up to you. Did tion makes sense. However, the plane starts very nice this aircraft sit for an extended period The plane was not flown much and flies beautifully. before you acquired it? the past year. Maybe 20 hours tops. This fuel flow issue is definitely As for your boost pumps, yes there I have put about 20 hours on it the concerning me but your explanation are two, are they both working? You past month alone. makes a lot of sense. Can the bypass can tell by listening. If you only hear It has a host of gremlins that I am valve be adjusted or do I need a whole one regular “click-click-click ...” when slowly discovering and attempting to new fuel pump? Ugh. it is on, chances are one is not working. address. Left tip tank fuel gauge appears ______

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16 • ­Comanche Flyer AUGUST 2014 PART 2 I replaced both boost pumps this past weekend in my PA24-250. They were the original boost pumps. We checked the direct pressure out- put of the boost pumps and we had 4#. We then checked the pressure in line with the engine-driven fuel pump and still had 4# on an external gauge. So Since 1917... far so good. Ready So we buttoned everything up but alas I still only show maybe 1.5# pres- for Takeoff sure with only the boost pumps on Since there have been airplanes, there have been people pushing them to with the cockpit fuel pressure gauge. their peak performance. When I crank up the engine I see the We are those people. same thing even during run up. On Hartzell Propeller’s Top Prop conversion program provides your airplane takeoff I see the same thing. But ... enhanced performance for: once I level off to cruise the pressure 〉 Shorter take-off distance gauge creeps up to 4# (boost pumps 〉 Lower noise levels 〉 Swap Your Prop off) and stays there pretty much Better ground clearance 〉 Reduced tip erosion Most Top Prop orders ship throughout the flight. 〉 Increased climb rate from stock within 3 days. 〉 Increased cruise speed Shadin fuel flow is still somewhat 〉 Smoother operation PIPER erratic when pressure reads 1.5# but We love to fly. And we love the people Comanche 180 (2-blade) Comanche 260 again steadies out in cruise flight. I who love to fly. Arrow & Turbo Arrow am told I need to replace the pressure Cherokee 235 & Dakota Prepare for takeoff. Cherokee Six-260 & 300 gauge but I am not so sure. Why would Aztec Twin Comanche (2-blade) cruise flight have any bearing on the Seneca II & III Malibu/Mirage/Matrix (3-blade composite) indication? Lance & Turbo Lance Apache (2-blade) On a separate note. My #2 cylinder Seminole is around 320 degrees CHT and pretty much in line with the other cylinders. However, the EGT is around 1400— about 75 degrees warmer than the oth- ers. Should I be concerned? What EGT reading should I be leaning to? I know when I flew a C-182 we typically leaned Learn more at HartzellProp.com to 1430 EGT on the peak cylinder. I Built on Honor since 1917 have temp probes on each cylinder. I Contact us at 800-942-7767 am beginning to think I might have too much information. I am still trying to figure out what the #7 probe is reading. Clearly it is showing OAT on the EGT for the EAA, and owns and flies a 1979 keeping these numbers at or below side but the CHT side had a reading of T310. He has free webinars on the web- 380ºF is what Mike Busch teaches. 117. The cockpit oil temp was reading site just mentioned and teaches folks CHT is by far much more important 200 so this can’t be oil temp. When I how to lean their engines. From what than EGT. Your 1400 EGT reference add carb heat this reading does not I understand, leaning to any particu- is absolutely nothing to be concerned change so it is not that. lar EGT value would not be the goal. about. In fact, EGT differences across ______Leaning by reference to the peak EGT your cylinders really are of no great would be a better way to go. The most concern (assuming all cylinders and I am no expert but I highly recom- important numbers are not EGT at spark plugs are firing) because so many mend you read everything you can by all, but CHT are extremely important. things impact the number you see on Mike Busch (savvymx.com). He writes Leaning impacts CHT dramatically and your display. In a perfect world, as you

AUGUST 2014 Comanche Flyer • ­17 operating practices with attention to temps can reduce those wear rates and Get Oiled extend the life of the engine. Before You Start! As for shock cooling, Mike Busch Install an Oilamatic discusses this also. He seems to be- Aircraft Engine Preoiler lieve it is rather overrated. Again, in my little opinion, if my choices are gradual changes versus abrupt changes, I choose gradual every time. It just seems logical to me that over the life of the engine, gradual would be better than abrupt. One last comment about CHTs. Busch discusses the CHT threshold REDUCE ENGINE WEAR! as being somewhat variable depending on outside air temp. The 380 number Up to 70% of engine wear would be for a day in the vicinity of is caused by insufficient standard. He discusses using a slight- lubrication during start. ly lower threshold in the wintertime and somewhat higher threshold in Certified on Comanches and Twin Comanches the summertime—in the ballpark of +/- 20 degrees. If it’s me, and again I am no expert (I just read a lot), I would have an uneasy feeling looking http://www.oilamatic.com at a 425 (note: I have zero experience P.O. Box 5284 • Englewood, CO 80155 in a Navajo). The engine certainly is (303) 770-0175, 1-800-343-7623, FAX (303) 793-0493 not going to come apart at that temp, I would just like to bring that down somewhat, assuming a normal flight lean, all your EGT’s would rise, peak, rough then enrich a bit and see what and not an extenuating circumstance. and fall at the same time regardless of the JPI instrument tells me. My personality is quite conservative by what the absolute numbers are. Initially I was constantly getting an nature however. I also believe, there Read what Mike Busch has to say. It alert that I was shock cooling the #2 is a little (not a lot, but a little) luck will take you many hours of research cylinder with the slightest nose down involved in engine life also. but the education will be well worth it. pitch or power reduction. Swapped ______the leads with #4 cylinder and that These postings are provided for problem has gone away though #2 informational purposes only. The Mike Busch is worth reading, but a is still my hottest cylinder usually views expressed in these postings rep- note of caution. Mike is a Continental/ which is strange being up front. The Cessna guy. He is not a Lycoming or resent the opinions of individual Co- baffles are all in great shape so that manche owners and have not been Piper guy, and his recommendations isn’t the problem. vetted by the ICS technical committee. are not always entirely valid for us. While lower CHT’s are good, Lycomings Still working out the gremlins of As a responsible pilot and aircraft often run warmer. I have personally run which I have plenty in this aircraft. owner, you should always seek advice from an experienced, trusted source, a set of Navajo engines from day one to ______such as your A&P or CFF-trained CFI, TBO and the CHT’s were usually around In my little opinion (which is prob- before applying any of the techniques 400ºF and in the summer could be as ably only worth what you paid for it), or recommendations presented in high as 425ºF for periods. The engines I would agree with your “old school” these postings. had zero heat-related problems. method of leaning in a naturally as- The postings are printed as they ______pirated engine. If CHT’s are good, fly appeared. Due to space consider- Thanks for the tips. Sounds like along happily. ations, sometimes only selected posts I can lean a bit more since my CHTs Rarely is anything “absolute.” Nor- have been published. are all under 350. I may resort to old mal engine ware is cumulative. It school and lean till the engine runs does not happen on one flight. Good

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AUGUST 2014 Comanche Flyer • ­19 CPPP Border Crossing by Steve Zaboji CPPP CFI, ICS# 12506

he Comanche Flyer Foundation’s new Comanche ground and flight training over a two-day period for course- Pilot Proficiency Program has acquired an registered members of the Western Canada Tribe. Six Tinternational flair. Its assigned crew crossed members were from Calgary, four were from other parts of the Canadian border on May 30 on its way to Calgary’s Alberta, and two were from British Columbia. The weather Springbank Airport located about 10 miles northwest of was nearly perfect with only a few nomadic thunderstorms the city. The mission was to facilitate a Comanche-specific passing through the afternoon of the second day.

Any more questions on the how the Is this what the emergency gear op- Instructors Craig Mussman & emergency gear operates? eration looks like? Steven Zaboji

CPPP Clinic Instructors (lt to rt): Dinner at Nick’s Steakhouse & Pizza: At the restaurant: Donny Nelson, Peter Cliff Wilewski, Steven Zaboji, Mike James Harder, Julie Trucotte, Ron Miles, Alex Miles, Frank Szafanski, Stich, Donny Nelson, Craig Mussman Coults, Mike Stich, Larry Biever, Larry Biever, Cliff Wilewski. Cliff Wilewski

Ron Coutts, Julie Turcotte, James FR (lt to rt) James Harder, Dean Harder, Larry Biever with Cliff Wilews- Sandham, Julie Turcotte, Ken Mori, RR ki figuring out how the landing gear (lt to rt) Anton Suss, Ron Coutts, Don operates with the use of the simulator. Ostergard, Peter Miles, Alex Miles, Joel Hodorek, Brian Lecompte, Larry Biever

20 • ­Comanche Flyer AUGUST 2014 Ron Coutts in front of his beautiful Comanche 250 after completing his proficiency flight with CFI Steve Zaboji. Ron, who is a board member of the Calgary Flying Club, helped facilitate CPPP’s use of the club’s training room and hangar.

Course participants Peter Miles from Grand Prairie AB with his 19-year-old son Alex. Alex represents the newest gen- eration of Comanche pilots. He started his flight training at an early age in gliders. After Alex’s proficiency flight with CPPP CFI Mike Stich, Mike remarked, “Alex nailed it.”

AUGUST 2014 Comanche Flyer • ­21 Don transported us to the Spring- Next, I introduced a new “Human bank Airport where we were intro- Factors” segment that centers on the “The Piper Comanche duced to Ken Mori, Western Canada forensics of the emotional forces that spans three generations Tribe Chief, who organized the event pilots face when making flight deci- with Don’s help. Springbank, the 12th sions. These forces often manifest in of pilots, and the CPPP busiest airport in Canada, is a serious a “Pilot Error” verdict after a tragic general aviation airdrome and is home fatal accident. course straightforwardly to a myriad of businesses in and out of Ending the first day, CFIs met addresses the Coman- aviation, including The Calgary Flying with their assigned pilots for a brief- Club. The Club, whose facilities we ing for the following day’s proficiency che’s historic mainte- were privileged to use for our CPPP rides. The group then adjourned to event, hummed with flying activity un- the hotel to freshen up for a group nance paradigm. While like any we have seen in a long time. In dinner at Nick’s, a wonderful local addition to their offices, simulators, and attendees of the CPPP steakhouse. Good food and camara- the training room there was a great rec- derie were had by all. reation area with games, cozy couches, are eager to learn how magazines, books, and a door that led Day 2 – Proficiency Flights and to fly better and more onto a deck where one could bask in Mechanical Orientation in the the sun, view the beautiful Canadian Hangar safely with CPPP flight Rockies, and critique the landings of Four CPPP instructors, eleven pi- fellow pilots. Downstairs there was an lots, and ten Comanches (six PA-250s, instructors, understand- exceptional airport café with friendly one PA-180, one PA-260, and two PA- ing the maintenance servers who catered a wonderful lunch 30s) participated in three 3-hour flight the day of our ground school. segments in which landings, takeoffs, slow flights, stalls, accelerated stalls, aspects of their planes is Day 1 - The CPPP Ground In- emergency let-downs, engine-out emer- struction a high priority.” gency landings, slow flights, Dutch On the first day, the ground school Rolls, emergency gear procedures, portion was led by CFI Mike Stich with and a PA-30 engine shut down in flight an introduction to the course’s first (and even flying with power and rudder Our flight schedule went off without subject: Comanche accidents and in- controls only) were all part of eleven a hitch, and all twelve Comanche pilots cidents. CFI Craig Mussman continued smooth sorties that averaged about two (with one plane in the shop and the pi- with a section on weight and balance hours each in the air. lot only participating in the ground por- issues, followed by CFI Donny Nelson While the flights were in progress, tion) worked well together to achieve discussing Comanche traits that could Cliff set up hands-on Comanche main- a greater awareness of three important be detrimental to a pilot’s day. perceptions: tenance training in the hangar includ- The Piper Comanche spans three ing the eminent CPPP landing gear 1. Comanche, The Plane and its generations of pilots, and the CPPP simulator where everyone could get Systems course straightforwardly addresses the his or her nose into the landing gear’s Comanche’s historic maintenance para- 2. Flying the Comanche Safely, mechanism. The knowledge gained digm. While attendees of the CPPP are Expertly, and Efficiently in a here has saved the day for many a eager to learn how to fly better and Regulated Environment Comanche pilot in the past. Someday more safely with CPPP flight instruc- it could save yours, too! 3. Human Factors in Accidents tors, understanding the maintenance It was calculated that among the On my way to Calgary, I met up with aspects of their planes is a high prior- four instructors in Calgary, there was a Cliff Wilewski IA (Heritage Aero) and ity. Cliff Wilewski, a pilot, A&P, IA, combined experience level in excess of Craig Mussman CFI in Chicago, and we and owner of the legendary Comanche 45,000 flight hours, making knowledge traveled together to Calgary where WC shop Heritage Aero in Rockford, IL in an aeronautical setting like the CPPP tribe member Don Ostergard met us. devotes an abundant amount of time event a vital differentiating factor. As we exited the international arrivals on the Comanche’s electrical, vacuum, area, Don’s friendly smile, warm wel- control, engine, heating, ventilation, After concluding the day with a come and gift of organizational material brake, and landing gear systems. This meaningful debriefing by all paired in- immediately signaled a sense that this is a must for any Comanche owner, structors and CPPP participants, there would be a well-run event. whether new or a veteran. was a presentation of signed certificates

22 • ­Comanche Flyer AUGUST 2014 Peter Miles’ PA-250’s gorgeous panel is a good example of the well maintained Comanches that participated in the Cal- gary CPPP event. of accomplishment, followed by heart- The CPPP program is evolving, and felt good-byes. early discussions focus on our next Our thanks and appreciation go out event possibly in October in the Mid- to Ken Mori, Don Ostergard, Shirley Atlantic area. Please stay tuned for Nelson, The Calgary Flying Club, and to more information. all of our Comanche pilot friends from Thank you, Calgary! And remember the Western Canada tribe who helped to keep the blue side up. make CPPP’s international debut a re- Engine Baffles sounding success. • Landing Gear Wire Harness Kits • Conduit and Harness Installation Service Let’s Keep ’em Flying! Scan for YouTube video of landing gear transmission

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AUGUST 2014 Comanche Flyer • ­23 The Best ofFlyer the Getting the Most out of Your Autopilot by Dale Smith

hether you are flying hard said. One of the first things it will tell Basic Single IFR or just out in search of you is whether yours is a rate-based or Axoll System Wthe best $100 hamburger, an attitude-based autopilot. there’s one piece of equipment that’s Is your autopilot rate-based or right in your panel that can cut the attitude-based? workload on any flight you make – your As Plantz explained it, an attitude- autopilot. That is if you use it. based system it is going to get its input Truth be told, the majority of pilots from your vacuum-driven attitude gyro, rarely take the time to get to know the while a rate-based autopilot gets its capabilities of their airplane’s autopilot. primary information from a specially Operationally speaking, they’re a lot like designed electric turn-coordinator that airborne weather radars – many airplanes comes with the autopilot system. have them, but very few pilots ever take Why is that important? Well, on the Basic Two-Axis the time to learn how to use it. Sure you average flight it’s not. But it can be criti- tch System could read the Owner’s Manual, but what cal when things start to go wrong and self-respecting pilot will do that? you need to know whether or not you But you have a lot of money in- can you get help from your autopilot. vested in your airplane and the Pilot’s “What happens if you’re in IMC and Operating Handbook (POH) that came your vacuum system fails and you have with your particular autopilot is the an attitude-based autopilot?” Plantz best place to start to get the most out said. “If you don’t do anything your of that investment. autopilot is going to follow that gyro “Pilots need to spend time reading down to its [the autopilot’s] design lim- their autopilot’s POH. It won’t take long its before disengaging. In other words, if and it will greatly increase their under- that autopilot is designed to disengage standing and confidence in using their at a 40-degree bank angle, it will follow autopilot on every flight,” Greg Plantz, that gyro until it reaches that limit. Director of Sales, S-TEC Corporation That’s too late.”

24 • ­Comanche Flyer AUGUST 2014 Reprinted from the February 2007 Comanche Flyer

that gyro slowly spools down you can find the autopilot fly while you get things yourself in an unusual attitude before you sorted out. Then you can turn it off realize it. So if you have an attitude-based and hand fly.” autopilot, you know that if you have a Plantz stressed that knowing these vacuum failure, you can’t use it. A lot of operational differences are critical to pilots don’t understand that.” helping you get the most capabilities “What else do you have in your air- and safety out of whatever autopilot plane to back up that gyro?” he asked. you have. The better you know your “Do you have a standby vacuum pump? autopilot and how it interacts with The point is, if your primary vacuum the other systems on your airplane, or gyro fails is there a backup data the better prepared you are to handle source for your autopilot? If not, it’s an emergency. not going to work.” Preflight your autopilot. “An advantage of a rate-based Another thing you’ll find in your Advanced Three-Yaw System autopilot is it doesn’t care about the POH is the large section it dedicates vacuum system,” Plantz said. “If you to preflighting your autopilot. Did you “Vacuum failure is a subtle thing,” have an electrical failure, you’ll at least even know there are preflight proce- he continued. “If the vacuum failed and have enough power in the battery to let dures? Sure you did.

(continued on next page)

AUGUST 2014 Comanche Flyer • ­25 “It’s a step that most pilots have for- all three servos,” he explained. “Even Plantz also said that he has his ap- gotten about, but it’s very important. Es- if you only have a wing-leveler and one proach procedures decided before he pecially if you’re launching off into IMC. servo, the procedure is still the same.” even begins his decent. “Have a game In the clouds is not the place to discover Autopilot operational tips. plan for when you are going to discon- that your autopilot isn’t working – espe- Now that you know that your au- nect during the approach,” he added. cially if it’s part of your get-home plan,” topilot is functioning as designed, it’s “On a non-precision approach are you Plantz said. “What you really want to do time to launch off into that 500-foot going to use the autopilot to maintain is go through all the preflight procedures ceiling, right? Not so fast. Knowing that the inbound course? If your autopilot in your POH. Companies go through a your autopilot works is not the same doesn’t have vertical speed capability lot to get these [POHs] approved and as knowing how you’re going to work are you going to keep it engaged to fly this is one of the things it stresses. Some with your autopilot. Take a tip from the the inbound course while you manually pilots just get too lazy.” professionals and have a game plan for control the vertical decent? What are Plantz said that his preflight au- autopilot usage. you going to do when you reach MDA?” topilot check not only confirms that “It’s a comfort thing with every pi- “I keep the autopilot on from the the systems are working but he also lot,” Plantz said. “Everyone wants to MDA to the missed approach,” Plantz uses it as an opportunity to ‘exercise’ use their autopilot at a different phase said. “Or until I visually acquire the the various servos. “The muscle of the of flight and that’s fine. The key is to airport – then the autopilot comes off. system is the servo and it needs to be have the decision made before you Pilots who don’t trust their autopilots used,” he said. “Carbon and corrosion leave the ramp.” to track the inbound course turn it off can build up on the brushes so the and hand fly. But let’s say the autopilot motor won’t work as well – they won’t has been holding a 30-degree crab into respond as quickly to small directions a crosswind. You turn off the autopilot from the autopilot’s controller. So the and turn the aircraft into the runway controller ends up sending more voltage “Like honing any skill, heading and guess what? By the time and then the servomotor over reacts it takes practice to get you get down to the decision height to the signal. That’s one of the things you’re off course. If you have a capable we look at when someone complains comfortable with your autopilot, why wouldn’t you fly it down about pitch-oscillation or wing-rock.” to minimums to help you out?” While how to do an approved auto- autopilot. That’s why Another helpful tip on approach is pilot exercise plan is part of the auto- it’s a good idea to fly as to use the throttle to help the autopi- pilot’s preflight procedures in the POH, lot stay on the glide slope. “Pilots can Plantz said that he kicks his up a notch. much as you can with it anticipate the autopilot’s pitch change “What I do is throw my heading bug and use power to help it out,” he said. 30-degrees to the left. My servo starts on. Pick a VFR day and turning the yoke to the left. But before “I’m not making huge power changes, it hits the stop, I grab the yoke and hold fly simulated IFR flight just small increments to smooth the ap- it until the clutch engages,” he said. “I proach out.” Another tip Plantz shared hold it for five or 10 seconds. It makes with a safety pilot.” is to use the heading bug to slowly start the motor work longer and I also verify turning the aircraft in towards the fi- that the clutch is working properly.” nal approach heading to smooth the intercept angle out during a localizer “I do that again for a right turn. “Personally, I engage my autopilot approach. Then I do it the same way for the pitch at 500 feet AGL. Other guys will hand “If you’re flying a 30-degree inter- servo,” Plantz said. “I use the maximum fly to 1,000 feet, then turn it on. It’s a cept your needle will be fully deflected. commands to get the maximum volt- matter or your procedure and comfort,” When you see that needle come off age requirements to the servo from he continued. “Have your departure the peg, there’s nothing wrong with the flight computer so I have the best profile decided upon early. Say it’s 200 using the heading bug to slowly start chance of having the highest RPMs on overcast and a half-mile. I’m going to turning the aircraft inbound,” he said. the servos.” use my flight director for the first 500 “This will help the autopilot fly a tighter Since the S-TEC model Fifty Five feet and then engage my autopilot. I’ve localizer approach.” X autopilot Plantz has in his Cherokee also decided which modes I’m going to Six 300 has an auto-trim servo, he also use while on the ground – am I using Practice makes perfect. turns the autopilot off and runs the my Heading or NAV modes? It’s all pre- Like honing any skill, it takes prac- electric trim all the way to its stops in decided on the ground so I can con- tice to get comfortable with your auto- both directions. “By doing this I’ve run centrate on safely flying the airplane.” pilot. That’s why it’s a good idea to fly as

26 • ­Comanche Flyer AUGUST 2014 much as you can with it on. Pick a VFR counter IMC weather and your ability day and fly simulated IFR flight with a to use your autopilot to keep your wings safety pilot. How does your autopilot level and execute a 180 may be a real track the localizer? What is your per- difference maker. sonal disconnect altitude? Get a feel for If you’re not comfortable doing it helping it fly the approach with throttle yourself, find an experienced instruc- inputs. The extra practice is good for tor who knows autopilots and can give you and great for your autopilot. you a few hours of dual. When it gets Even if you are a VFR-only pilot. down to “crunch time” it may be the There may come a day when you en- best investment you’ve ever made.

AUGUST 2014 Comanche Flyer • ­27 FEATURE

Beware Running Fuel Tank Dry by Nick Bray ICS #15519

t approximately 7:00 a.m. on flying in Comanches since 1967 when Okay ... I switch to Left main where Wednesday, May 21, 2014, I I was a teenager. My dad ran tanks I have at least 24-25 gallons. Turn on Awas at 7000 ft. en route from dry dozens of times, even at night. No boost pump. Nothing. Quiet. Prop is Waco to Houston Hobby. I had filed problem. Since I bought my Comanche windmilling. Open throttle and full Rich IFR due to weather varying between ten years ago, I have done it at least a mixture. Nothing. Go to Right main overcast and VMC conditions. About dozen or more times. Never a hiccup. with the same amount of fuel. Nothing. 20 NM or so NNW of Bryan, I was My wife has always complained of the Having now lost about 800-900 feet cleared by Houston Approach Control risk. I have assured her it is not a risk and still dropping, I double-check the to proceed direct to Hobby. A couple because the engine is turning, and the positioning of the fuel selector on both of minutes later the engine dies—the pump will pick up fuel and restart with main tanks. Still nothing. I knew then right aux tank was dry. I have been no problem. this wasn’t right. I informed Houston Approach that I had an engine problem and had lost power. The Controller advised of the distance to College Sta- tion Easterwood Field—about 15-16 NM. I declined and advised I would go to Coulter Field (KCFD), which is a couple of miles northeast of Bryan. A good airport with a nice long runway. I tuned in KCFD on the Garmin GPS and it showed a bit over 10 NM distance. I set up the best glide speed. I then have to descend through the overcast layer, [email protected] (403) 987-9258 but the local AWOS is reporting the (250) 394-4122 ceiling at 1900 feet. Okay. Now I am watching altitude and distance. Back

28 • ­Comanche Flyer AUGUST 2014 and forth. Try the boost pump again. Nothing. I break out of the overcast at 1800 feet AGL. Coulter Field is ahead, to my left and 1-2 miles. I think I can make it. I switch to Unicom for Coulter Field and notify local traffic of my situ- ation and advise to “give way.” Good thing—a Bonanza was taxiing out for departure. I head straight for the end of runway 16. Looks like I will make it. At 250-300 yards from the end of the runway, I put the gear down. Going to be close ... very close. I am now hoping I clear the runway end lights. I do clear them by three or four feet but she’s really shaking and stalling. It’s a good hard carrier landing, but I’m down. Rolling out the prop stops. Made it! Once we tow it back to the ramp, a general inspection of the engine re- veals everything is normal. The auxiliary pump can be heard running, but the engine will not start sitting there on the ramp. The fuel line is disconnected and the auxiliary pump engaged. Air and fuel spit out of the line for several seconds and then a steady stream of fuel. A pres- sure test shows 20 lbs PSI, which is good. Startup and run-up on the ramp is good. The conclusion drawn by two different mechanics (one who knows Comanches and my airplane quite well) is that the diaphragm in the pump is weak; air was drawn into the line when the tank ran dry, and with air in the line it could not pick up the fuel from the main tank. It is believed an airlock was created and the auxiliary pump could not get the fuel fed into the engine-driven pump. I have since flown the airplane on three occasions putting 5-5.5 hours on it. I have switched to all tanks without a problem. Not even a hiccup or belch. But, I have not run any tanks dry. As we all know, an incident is typi- cally not due to a single monumental mistake, but a series of minor mistakes that, in and of themselves, are not haz- ardous. But in series, and compounded by some catalyst, the results can be unpleasant. As you know, that model had standard 90 gallons fuel. On this occasion, I merely glanced at the tanks before taking off rather than “dip” the

AUGUST 2014 Comanche Flyer • ­29 tanks as I usually do. [I have calibrated minutes. But, in not knowing when I levels and time on each tank to avoid “Nick sticks” for the main and auxiliary switched to it and having guessed at this again in the future. tanks so that I know for certain the how much was in the tank, it caught [Member comment: Interesting sto- amount of fuel I have in each tank. I me somewhat by surprise when it ran ry with safe ending. Like Nick, I have learned a long time ago to never trust dry. We believe in that moment when run the tips and aux dry on special those Comanche fuel gauges.] I hesitated trying to understand why occasions. I also watch very close and It’s only an hour and 15-minute the tank ran out as it did, before taking change them as the fuel pressure starts flight (with tail wind) to Hobby. I have action, air was perhaps pulled into the to fluctuate. Some may ask, “Why do over a thousand hours in this airplane, system. The rest is history. you want to run your tanks dry?” At and I can bet the farm on it burning I am not a mechanic, and I don’t the end of a long journey when you’re 12.5 gallons per hour block to block. have the advanced degree of technical trying to reach the maximum safe I was fairly certain I had 24-25 gal- skill and understanding of all this that range of your plane, you need to know lons in each main tank (here again, many of you in the ICS have. How- exactly where the remainder of all your by sight), so I know I have plenty of ever, my mechanic, who has worked fuel is. Only on a couple occasions fuel in the main tanks. Nevertheless, on everything over the last 40 years, have my engines sputtered for about my plan is to draw down the auxiliary from Cubs to DC10s and 737s (and 2-3 seconds, and I don’ think that’s tanks once en route and have them Comanches), says he is not a propo- long enough to cause any damage. topped at the FBO at Hobby to avoid nent of running fuel tanks dry in piston Nick pointed out, “The diaphragm in the “ramp fee.” The next minor over- aircraft engines. Of course my wife is a the pump was weak and with air in the sight occurred when I switched to that very strong antagonist to this practice, line, it could not pick up the fuel from auxiliary tank. I did not make any note especially now. You can draw your own the main tank.” I would have thought of the time I switched to it. I assumed conclusions as to what happened and that the electric pump should have I had 5-6 gallons in it, and my inten- engaging in this practice. But, lesson compensated for any weakness in the tions were to run on that tank for 15 learned. I will carefully monitor fuel diaphragm pump—apparently not.

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30 • ­Comanche Flyer AUGUST 2014 I believe Nick was flying a single it’s good information and should be and I’m not sure what the difference carefully considered before running is, if any, between the single and the your tanks dry.] twin fuel delivery system. In any case,

[Editor’s Note: The information below was reprinted from The Comanche Flyer TIPS Manual, which is located on the ICS website under the TECHNICAL header – Comanche Tips.] Chapter One – Flight Performance FUEL MANAGEMENT ost importantly, proper fuel management requires that the pilot KNOW how much fuel is on board prior to flight - by switching tanks appropriately and well prior to fuel exhaustion - and later verifying both fuel tank capacity Mand consumption rates by measuring the amount of fuel remaining after landing and by how much it takes to refill. The following key points will ensure good fuel management: 1. Investigate the fuel system of your aircraft. Learn where all the components are and how they operate, including all valves, pumps and vent systems. 2. Properly maintain the fuel system! 3. Drain all fuel from all tanks and refill while calibrating the gauges and tank capacities. Make sure that the maximum fuel capacity (as well as the type of fuel) is properly placarded next to the filler opening of each tank, as certified (see flight manual). 4. Determine and note the maximum ACTUAL fuel capacity of each tank when sitting in a typical ramp position. Note that this is the maximum that can ever be put in the aircraft, NOT what it could hold in level flight, and is usually LESS than the placarded maximum amount. 5. Lean the fuel flow in accordance with the POH or manufacturer’s recommendations, carburated or injected. Do not be afraid to lean at lower altitudes and during climb as long as the power setting is 75% or less and the CHT and oil temps are in the green. 6. Develop a method to keep good track of fuel usage during each flight leg. Pay attention to time en route vs. average fuel consumption rate(s) and don’t rely on the gauges. Even calibrated gauges are only approximate at best, and in some type of aircraft are next to useless - especially if they consistently hang-up on the high-side. 7. After landing, develop the habit of “sticking’’ each tank with your calibrated dowel prior to refilling. Use this informa- tion to double check against the associated gauge, and add the figure to the actual amount it takes to top off the tank to verify maximum tank capacity. 8. Turn on the fuel aux. pump prior to switching. This will assist in re-establishing a strong fuel flow should a break in fuel flow occur. 9. Pre-flight your aircraft, including fuel drain samples and by looking into the tanks, and flight plan properly (seeAR F 91.5). And - NEVER RUN A TANK DRY. 10. It’s also a good practice to always ensure that the tanks (at least the mains) are fully topped off prior to any cross country flight, unless weight considerations dictate less. There could come a time, due to weather or other unpredicted adverse circumstances, that the last bit of fuel could be worth its weight in gold! Now, is there any excuse for running out of fuel, or a need to run a tank dry?

AUGUST 2014 Comanche Flyer • ­31 Tips Manual Creech Manual Ball Cap Landing Visor Gear DVD

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AUGUST 2014 Comanche Flyer • ­33 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!

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Editor’s Note: DATE TRIBE EVENT/LOCATION INFO SOURCE/HOST Tribe Chiefs and Aug 14-17 WC 3-day Fly-in/Drumheller, Don & Carol Ostergard Fly-In Coordinators, Alberta, Canada (403) 823-0405 (Don cell) (403) 823-8813 (res) remember to send [email protected] in your calendar Oct 24-26 SC CPTP IFR Refresher Bob Cretney Clinic, Lancaster, Tex. (214) 725-6584 (cell) of fly-ins and more [email protected] detailed information, Nov. 16 NE Lunch/Georgetown, Del. Ron and Lynn Ward – To register: [email protected] as it becomes avail- Dec. 16 NE Lunch/Cambridge, Md. Ron and Lynn Ward – To register: able, so it can be [email protected] published in the Flyer. * The following Sunday is the raindate.

MID-STATES TRIBE the entrée of choice. We will stay in the groups.msn.com/SouthCentralTribe MCM Grand—they will provide trans- ICS/welcome.msnw and in the South Saturday Lunch Fly-Ins portation to and from the airport as Central Tribe newsletter Smoke Trails. well as to dinner in the evening. (If you wish to organize a lunch fly- Saturday Lunch Fly-Ins will be The instructors (both own and fly in, please contact Bruce Thumann at posted in our new Comanche Winds Comanches) are airline pilots who pro- [email protected] or newsletter which will come out every vide professional training and have over (713) 875-3056.) other month. 1000 hours each instructing in Coman- ches. This is in addition to the thou- Tribe E-mail Updates SOUTH CENTRAL TRIBE sands of hours they have instructing in If you are not receiving the South other types of aircraft and simulators. Central Tribe’s Smoke Trails Newslet- October 24-26 They have operated this Comanche ter and would like to, please e-mail CPTP IFR Refresher Clinic training program for over seven years. Bruce Thumann at bruce@contract Lancaster, Texas Please try to make this seminar. It builderssupply.com, and he will make sure to amend the list to include your The South Central Tribe will host will be the best Comanche training you e-mail address. a CPTP IFR Refresher Clinic at Lan- can receive and includes techniques caster, Texas, October 24, 25 and 26. to make instrument flying easier for For those who have attended the Lan- you and easier on your Comanche. W. CANADA TRIBE caster Clinics in the past, the venue See the CPTP ad in this issue for con- will remain the same. The Cold War tact information ... I can be reached at Aug 14-17 Aviation Museum will provide the same (214) 725-6584 or email bob.cretney@ Fly-in – The Great stellar classroom facilities, fuel is the lecwireless.com. Dinosaur Valley lowest in the area (currently $4.60 a Drumheller, Alberta, Canada gallon), and the airport sports a 6500 Saturday Lunch Fly-Ins foot runway and ramp built two years If it is difficult for you to make a Drumheller is known as “The Dino- ago. The area provides many airports full weekend fly-in, you may find the saur Capital of the World.” Specimens with a variety of approaches within Saturday lunch gatherings with Co- from Drumheller’s Dinosaur Valley are close proximity of LNC, so flight time manche camaraderie, sharing of flying on display in most of the world’s great to them is minimal. The Taxiway Café stories, maintenance talk and lunch, to museums. Drumheller’s Royal Museum is on the field and Aircraft Insurance your liking. You should be able to find of Paleontology is recognized as the Agency by Duncan will provide lunch a schedule of the lunch fly-ins on the largest and finest museum of Ancient each day. As in the past, BBQ will be South Central Tribe website at http:// Life in the world. (continued on page 38)

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AUGUST 2014 Comanche Flyer • ­37 Drumheller also has a rich coal min- We’ve set aside a block of rooms at through the city taking part of it with an ing heritage. Long ago when coal was the Drumheller Ramada. Call 1-877- old tram. Travel by cable car up to the king, there were over 50 underground 807-2800, mention “Comanche Flyers” Schlossberg, enjoy a view over Graz, get coal mines in the valley. Though lots of to get the group rate of CAN$175.49 a bit of history, visit a knight museum coal is still available, economics brought per night. Drumheller fills up fast in (the biggest one in Europe), and have Drumheller’s commercial mining indus- the summer months, so be forewarned. a guided tour through the canals below the city. Also, take a trip up a mountain try to a close a number of years ago. Don & Carol Ostergard, ICS 3263 Box 2550 in a cable car, see a lovely view over We’ll also visit a Hutterite Colony Drumheller AB T0J 0Y0 Styria Region with lunch at the top, in which members of this pacifist sect Tel (403) 823-0405 (Don, cell) and enjoy the evening gala dinner in live in large communal farming colo- Tel (403) 823-8813 (res) the old university. Finally, a trip to the nies. They operate huge state-of-the-art [email protected] vineyards in the south of Graz, visiting farming enterprises while maintaining different vineyards with lunch at one their traditional garb and living a non- EUROPEAN TRIBE of them. Contact Titica von Roschka ostentatious lifestyle with deeply faith- at [email protected]. based values. (No, they are NOT Amish!) September 4-8 We’ll host a barbecue at Ostergard’s Fly-in Seed Farm. Graz, Austria We’ve got a few other adventures The basic program will be in the in mind, too. city of Graz with the best places to see Bring the kids! and be at. It will include a guided tour

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AUGUST 2014 Comanche Flyer • ­39 FEATURE

VOLUME 39, NO. 9 Comanche Flyer SEPTEMBER 2012 Needs your Stories, Tips

The Official Membership Publication of The International and Tricks! Comanche Society Share your Comanche Knowledge with your Fellow ICS Members o you have a good technical tip or overhaul story you can share? What about a flying experience or recent instructional experience where you’d learned a lesson from which all pilots could benefit? Maybe a trip you took in your Comanche that you’d recommend to others. We also desperately need in-flight photos of your Comanche Dto feature on the cover of the Flyer (needs to be at least 1 MB in size to print well). Anything you can share that would be helpful to fellow ICS members, we need you to send in your information! You don’t have to be a writer by trade, just put your thoughts down and tell your story – it will be edited, if needed. Below is a list of regular columns in the Flyer, and a few new ones that have been suggested (the word count provided is only an average to help guide you).

Cover photo/Comanche Spirit – Not owners of an issue that occurred with a vendor that you’d like to share or only do you get to have your Comanche your airplane. Anything technical is have you recently purchased a product on the cover of the Flyer, but we like to featured in this column. Average length that you’d recommend to other ICS feature the owner so ICS members can is 500-1,200 words. members? The best information that get to know you better. You can fill out Maintenance Q & A – Do you have most owners get is from others who an owner questionnaire and the editor a question regarding maintenance on have experienced it, so share with us! will write a story about you, or you can your Comanche? Send it in and we’ll Average length is 250-750 words. submit your own. Average length is have our Technical Directors suggest Fly-In Reports – A pretty popular 1,000 words. some solutions. As questions come in column, but we don’t see the and a reader has an alternate solution, Letters to the Editor – Send in your experiences some of the tribes are they can send them in as well. This comments about an article you read in having. Send us your story. We’d like would be an ongoing format for a past Comanche Flyer. Or you can also to hear how your Tribe is getting send items of interest you’d like to share maintenance discussion. together and sharing the camaraderie. with other Comanche owners that may From the Logbook – If you have a Average length is 250-500 words. not be long enough for an article. Really, trip that you’d recommend to other we’d like to hear from you! members, or a particular “adventure” Best of the Flyer – This is an easy one. If you know of an article in past Technically Speaking – We like to you’ve taken in your Comanche that you’d Flyers that you found useful and you feature technical information you have like to share, this is the column! We have think needs repeating, send a copy and found useful in maintaining your Co- featured trips in story and journal formats. we’ll reprint it. manche. Maybe it was an ongoing Average length is 1,500 words. problem that you finally found a Product/Vendor Information – If you have a story that you don’t solution or you want to warn other Did you have a good experience with feel fits into any of the above categories,

40 • ­Comanche Flyer AUGUST 2014 send it anyway. Most issues include feature stories and we’d like to hear from you. What do you enjoy learning or reading about in the Flyer? Do you have something you can OFTEN IMITATED, contribute? We’d like to hear from you! NEVER DUPLICATED. Send your contributions and ideas to Editor Melissa Frisbie at [email protected], or 125 N. Turnberry St., Wichita,

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AUGUST 2014 Comanche Flyer • ­41 FEATURE

I Can See semion / 123RF Stock Photo Clearly … by Dr. Jerrold Seckler

he eye is similar in many ways treated for one. Most people with cata- to a camera. There is a mecha- racts have them in both eyes, although Tnism, the pupil, to open and they can occur in only one eye. close, allowing more or less light into The lens in our eyes is primarily the eye that is analogous to the aperture made up of protein and water. As we age of a camera lens. The eye itself has a some of the protein “clumps” together lens that focuses the light entering it and this is the start of the cataract. onto a specific point on the retina. Just This clumped area in the lens does not A color illustration of the eye as a bit of dirt or a smudge on a camera allow light to pass through unimpeded highlighting the cornea, pupil and lens, and the way an image lens can affect the quality of a picture, and therefore negatively impacts our focuses on the retina. (Credit NATIONAL a clouding of the lens in the eye can visual acuity. As the lens continues to EYE INSTITUTE, NATIONAL INSTITUTES OF HEALTH) affect the quality of your vision. Such a cloud, things become dimmer as less clouding of the lens is called a cataract. light gets through, and the clumped Cataracts are quite common and area does not bend light waves normally become more common as we age. By so the light going through the cataract age 80, at least 50 percent of people does not focus correctly, leading to a will have a cataract or will have been progressively blurrier image.

42 • ­Comanche Flyer AUGUST 2014 At present there is no known cause and because there is less light to be- and is then suctioned out of the eye. for the usual idiopathic cataract. (Id- gin with at night, and the cataract A plastic intraocular lens is then posi- iopathic is a fancy term doctors use impedes the passage of light through tioned where the original lens had been. to mean we have no idea whatsoever the lens, night vision often deteriorates The entire procedure can be done with is causing the problem.) We do know, significantly. either local or general anesthesia and however, that cataracts are more com- Once cataracts form, the primary takes well under an hour. mon in diabetics and smokers; and problem for the pilot is one of visual Like all surgery, cataract surgery also that prolonged exposure to the acuity. As cloudiness of the lens pro- carries some risk, but the vast majority ultraviolet light one gets in bright sun gresses, it becomes more and more of patients undergoing the procedure can increase the cataract risk. This difficult to focus and you no longer can experience a significant improvement is one of many reasons pilots need to see or easily correct to 20/20 vision. in vision. wear good sunglasses. For First and Second Class Medicals, If you have cataract surgery, your There are also other conditions one needs uncorrected or corrected AME can issue a medical certificate as that are known to cause cataracts vision of 20/20 in each eye. Third Class long as you have completely recovered such as eye trauma, but the ma- applicants need 20/40 uncorrected or from the surgery, have no complica- jority of cataracts are simply corrected in each eye. tions and can pass all the usual vision idiopathic. When the cataract reaches the tests. There is no need for a Special The symptoms of a cata- point where vision can no longer be Issuance. It is a good idea for your ract are all related to the corrected to the required standard, it first post cataract surgery AME visit to

semion / 123RF Stock Photo clouding of the lens. Be- is time to consider corrective surgery. have your ophthalmologist complete cause a cloudy lens lets The most common procedure involves an FAA Form 8500-7 (ophthalmologic in less light than a clear phacoemulsification, where the surgeon evaluation) and bring it at the time of one, things gradually makes a small incision in the cornea your exam. appear darker. Colors and then places a small ultrasonic Dr. Jerrold Seckler has recently may be more diffi- probe on the lens. The lens is broken retired after practicing medicine (urol- cult to distinguish, up (emulsified) by the ultrasonic waves ogy) for over 40 years and as an ac- tive AME for 25 years. He has almost 6,000 total hours, 1,700 of those in his 2001 Cirrus SR22. He is a CFII, former COPA Board Member and a ground instructor at CPPPs. The items discussed in this col- umn are related to experiences by Dr. Seckler in his many years as an AME, and made hypothetical for the article. Any information given is general in nature and does not constitute medi- cal advice.

A clear fluid flows continuously in and out of the anterior chamber and nourishes nearby tissues. The fluid leaves the chamber at the open angle where the cornea and iris meet. When the fluid reaches the angle, it flows through a spongy meshwork and leaves the eye. (Credit: National Eye Institute, National Institutes of Health)

AUGUST 2014 Comanche Flyer • ­43 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 specifications 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

44 • ­Comanche Flyer AUGUST 2014 PILOT’S OPERATING HANDBOOK Nobody gets excited AND FAA APPROVED about their starter AIRPLANE FLIGHT MANUAL until it doesn’t work. “Formerly Published And Produced by the late Douglas L. Killough” Nothing grounds an airplane and your plans faster than a faulty starter. That’s why Hartzell Engine Technologies is committed to making significant improvements to starter technology and reliability. Our starter lineup offers the industry’s best duty-cycle performance and we’ve introduced unique improvements to specific models. Innovations such as high-torque motors with lower battery draw, built-in kick-back protection (E-Drive), minimal back-torque for starter adapter protection, integrated contactors (X-Drive), stronger lightweight housings, and more. So when it’s time for a new starter, make the switch to Hartzell. And make starter AOG’s a thing of the past.

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AUGUST 2014 Comanche Flyer • ­45 Hangared at 5M0. $43,000 FIRM. Submit queries or CLASSIFIEDS questions to: [email protected]. 1/2

• (Two issue minimum) PA24-250 • 25 Words: $25.00/2 issues 1960 Comanche PA24-250: engine Lycoming O540- • No charge for photos A1D5; TT A/C 4398hrs; since engine overhaul 1984hrs; • Extra Words: $0.50/word since top overhaul 579hrs. $55,000. Contact: Bill • Payment must accompany advertisement order. Lippert or Ib Jensen: (805)905-4788, (805)495-7377, All advertising must be received by the ICS in writing (805)482-1631; [email protected] or swlippert@ (mail, fax, or e-mail) five weeks prior to the desired verizon.net. 2/2 month of publication. Payment must accompany adver­ tisement order. Renewals may be made by telephone, but initial ad must be in writing. The publisher makes no warranties as to the veracity or accuracy of the information provided by the advertiser. The publisher is under no obligation to accept any or all advertisements. International Comanche Society Trading Post & Classified PA30/39 Advertising Contact: Very clean 1964 Comanche 250: Only 2052TT. Rare factory fuel injected IO540 Lycoming; 673SMOH. 1966 PA30B. Lost medical, must sell. TT7655, SMOH Betsy Beaudoin Smooth McCauley C400 3-blade. Aux fuel tanks, L2302/R2302. Altimatic III coupled to Localizer, HSI, 2779 Aero Park Drive Garmin GNS430. 3 axis Century autopilot NSD360A Garmin 430, King KNS80w glideslope, LoPresti mods, HSI with gyros slaved. Single piece windscreen. 19 Traverse City, MI 49686 small nosewheel, 6 year paint, leather. All logs since panel post lights. WagAero wingtips. KT-76 transponder. new. Runs good. $40K. (503) 522-5012, Norm@ Phone: (800) 773-7798 Sigtronics 4-pl intercom. Exceptionally nice in and Hitechinventory.com. 2/2 Fax: (231) 946-9588 out. Some damage 15 yrs ago from “gentle gear” E-mail: [email protected] collapse but all repairs professionally done. All maint, ADs, repair, mod records available.Hangared at Chehalis, WA. (CLS) Family wants more RV, less plane travel. Larry Weaver 360-790-9101 or larry@ Aircraft Wanted weaverland.com $79,900. 2/2 COMANCHES WANTED: All models, runouts OK, PA24-260 needing P&I/Radio upgrades OK, fast discriminate transaction on your ramp. 20 years experience/ 1965 PA24-260 Turbo, SN4176, TT4976, SMOH1072, references. Call Jim, (760) 803-3093. avloc@ all ads, complete logs, IFR, NDH, paint 9+, leather yahoo.com. 2/2 int. 9+, maintained by Clifton Aero, owner/pilot since 1972 Twin Comanche CR. SN. 151, For the 1985. Collins 251/351 w/LOC/GS, King 155w/LOC, Comanche flyer who wants it all, look at this. STEC 60-2, KN62A, KN76A, KA134, KR85, WX900 3740TT. 1200SMOH, New panel insert with all Stormscope, JPI/EDM700 w/FF, 90 gal fuel, numerous new GARMIN, G500 MFD PFD synthetic vision, Comanches For Sale mods. see at www.FRA747.com. Fred Riggs (817) 266-8500, [email protected], $78,500. 1/2 PA24-180

1960 Comanche180 N6832P SN-24-1965. TT-4300 ET-2080, 200 since top (two new Cylinders) prop 970-SN. All ad’s c/w. All logs and paperwork since new. Must sell, lost medical. This AC has been flown hard IFR for 9+ years by the current owner, who also was the owner of C-Cubed Avionics. Yes, it is tricked out and everything works. Garmin 430-GI-106W/ WSI weather, Garmin GMA-340 with dual yoke PTT and 4-place stereo IC, Garmin 327, A-30 encoder. #2 Is KX-155 With KI209. (Has dual GS), WX-7 Stormscope , STEC-30 AP w alt hold and yoke mounted remotes. Gem 602 engine analyzer. 1965 260. Fuel injected. Garmin stack. IFR both K2U gear and wingroot fairings. 60-gallon fuel with sides. Too many extras to list. This is the Comanche new 2-year old bladders. 160 MPH on 9.5 GPH. for the pilot who wants the best in the fleet. Sold with fresh annual. Altogether there is more than [email protected] for pics and detailed info. $34K worth of installed, working avionics and extras. (please see photos top of next column) 1/3

46 • ­Comanche Flyer AUGUST 2014 ADVERTISING INDEX

PLACING AN AD? Aerotech Publications...... 37 Use this list as a guideline for the information you may want to provide and the order in which to do so. Aerox...... 16 Air Parts of Lock Haven...... 35 • YEAR, Model Year of Aircraft • WEATHER ADVOIDANCE EQUIPMENT, • MODEL, PA 24-180, 250, 260, 400 Stormscope, Radar, Aircraft Specialties Services...... 19 • SERIAL NUMBER, Serial Number of Aircraft • SPECIAL EQUIPMENT LISTING, Engine Monitor (EGT, CHT, Fuel Flow, etc.) Aircraft Spruce and Specialty...... C2 • N-NUMBER, Registration Number of Aircraft Type & Make of Autopilot • TOTAL AIRFRAME TIME, Total Hours On Airframe • AUTOPILOT, AKG...... 41 • INTERCOM • AIRFRAME DAMAGE HISTORY, Any Damage Alpha Aviation...... 35 History e.g. Gear Up Landing • INTERIOR CONDITION & NUMBER OF SEATS • TOTAL ENGINE TIME, Total Hours On Engine Since • EXTERIOR MODIFICATIONS, Gap Seals, Wing Clifton Aero...... 38 Factory New or Remanufactured Tips, Speed Mods, Windshield • ENGINE TIME SINCE TOP OR MAJOR OVERHAUL • PAINT CONDITION Comanche Flyer Foundation...... 11 • PROPELLER TIME, Total Time On Prop Since New • HANGERED OR TIED DOWN Comanche Gear...... 23 or Overhaul • AD NOTE COMPLIANCE • ANNUAL INSPECTION DATE • GENERAL COMMENTS Comanche Pilot Training Program...... 3 • FLIGHT INSTRUMENTS, Standard Gyro Panel, • ASKING PRICE General Aviation Modifications...... 18 Electronic Flight Instrument System • CONTACT PHONE NUMBER • RADIO / NAVIGATION EQUIPMENT LISTING, • CONTACT E-MAIL Great Lakes Aero Products...... 30 Communications & Navigation Equipment Listing e.g. GPS, ILS, VORs Hartzell Engine Technologies...... 45 Hartzell Propeller, Inc...... 17 ABBREVIATION KEY Heritage Aero, Inc...... C2,33 Insight Instrument Corp...... C3 A/C Air Conditioning EGT Exhaust Gas Temperature LOC Localizer (Runway SFN Since Factory New AD’s Airworthiness Directives ELT Emergency Locator Transmitter Centerline Guidance) SFRM Since Factory Remanufacture ADF Automatic Direction Finder E/P External Power Plug LORAN Long Range Navigation System SMOH Since Major Overhaul Johnston Aircraft Services...... C4 AH Artificial Horizon F/D Flight Director M/B Marker Beacon SOH Since Overhaul A&P Airframe & Powerplant Mechanic FGP Full Gyro Panel MDH Major Damage History S/N Serial Number Knots 2U, Ltd...... 45 AI Aircraft Inspector FWF Firewall Forward NDH No Damage History SPOH Since Propeller Overhaul A/P Audio Panel GPS Global Positioning System NM Nautical Miles STOH Since Top Overhaul AP Autopilot G/S Glide Slope NAV Navigation Radio Receiver TBO Time Between Overhauls Lighthawk...... 7 CDI Course Deviation Indicator GSP Ground Service Plug OAT Outside Air Temperature TT Total Time CHT Cylinder Head Temperature H/P Heated Pitot OH Overhaul TTAE Total Time Airframe and Engine McCauley Propeller Systems...... 41 COM Communication HP Horsepower PET Piper Electric Trim TTSN Total Time Since New C/R Counter Rotating HSI Horizontal Situation Indicator RB Rotating Beacon XPDR Transponder C/T Carburetor Temperature IFR Instrument Flight Rules R/C Rate of Climb Met-Co-Aire...... C2 DF Direction Finder IMC Instrument Meteorological RE Right Engine DG Directional Gyro Conditions RG Retractable Landing Gear Oilamatic, Inc...... 18 DME Distance Measuring Equipment ILS Instrument Landing System RNAV Area Navigation EFIS Electronic Flight LE Left Engine SB’s Service Bulletins Instrument System SCMOH Since Chrome Major Overhaul Paul Bowen...... 25 Phill-Air Inc...... 19

GTN 750 & 650 with traffic, free weather, terrain, planecover.comD...... C2 IFR flight charts, GDL 88 ADS B in and out, back up CDI 106, panel mount 396 with XM weather, TRADING POST Poplar Grove Airmotive...... 33 JPI 960 engine and fuel flow analyzer, WX1000 Precision Propeller...... 35 storm scope, 406 ELT, New STEC 55X autopilot fully coupled 1&2 with GPSS steering, VG KIT, Fax: (231) 946-9588 Preferred Airparts...... 27 Jetglow paint 1999 excellent, nice black interior, E-mail: [email protected] Rocky Mountain Propellers, Inc...... 37 Extensive annual with everything fixed, due 4-15, Trading Post is a non-commercial, member to member Tanis heaters, No damage history, $168,000 Or service provided free of charge, one time per member, Ron & John’s Comanche Service...... 16 OFFER. Ron 712-830-6335. 2/2 per year. The sale of aircraft is not permitted in the Sky Manor’s Air Repair LLC...... 45 Trading Post. • Ads must be submitted in writing Sky Tec Partners Ltd...... 29 only (fax or E-mail OK). Sound Ex Products...... 38 • Free ads may not be placed by phone. • First 25 words are free. Survival Products Inc...... 19 • Extra words are $0.40 per word. Tsuniah Lake Lodge...... 28

Warren Gregoire & Associates...... 37

Webco...... 30

Zephyr Aircraft Engines...... 39

AUGUST 2014 Comanche Flyer • ­47 LAST LAUGH Airplane Jokes I was working in Manhattan, flying a sightseeing small Working in aviation, I was doing the night shift at the aircraft. When the first group of tourists arrived I asked airport directing the planes in and out. All of a sud- them, “Have you ever flown on a small airplane before?” den the radio crackles and I hear a young voice request “No!” They replied. So I took out a pack of gum and told permission to approach the runway to land. I ask for a them all to take a piece to keep their ears from popping. name, and he replies, “guess who?” I turn off the run- After we landed, I asked everyone if they enjoyed it, and way lights and say, “guess where?!” one Blonde lady comes over and asks, “That gum did Source: http://www.funniestcleanjokes.com wonders, but how do I get it out of my ears?” ______Cessna: “Jones tower, Cessna 12345, student pilot, I am Paul was a photographer for the Baltimore Sun, and was out of fuel.” scheduled to fly out on a plane to take some pictures. When he saw the runway he climbed into the first plane Tower: “Roger Cessna 12345, reduce airspeed to best he saw that had a pilot, “Hit it,” he yelled. The pilot took glide!! Do you have the airfield in sight?!?!!” off, and was soon in the air. “OK,” said Paul, “fly close to Cessna: “Uh ... tower, I am on the south ramp; I just that building over there, I want to take a few pictures.” want to know where the fuel truck is.” “What do you mean?” asked the pilot. Paul looked at the pilot and answered a little annoyed, “I need to take some Source: www.jokesclean.com/Flying pictures for the Baltimore Sun, so please…..” There was a long pause, before the pilot asked in a shaky voice, “you mean you’re not my pilot instructor?” ______Can Stock Photo Inc. / blamb ©

48 • ­Comanche Flyer © Can Stock Photo Inc. / blamb Johnston Aircraft Service now selling and installing Aero-Tech Services’ bladders, and APS “BlackSteel™” brakes

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Aero-Tech does not currently manufacture a single-ply bladder. In a singly-ply layup as diagramed, a single layer of raw sheet material is applied and Bladders backed overlapped to complete the assembly. by a 10-year Some manufacturers describe the blended layers of a single-ply or sheet material as multi-ply construction, when in fact it is still only single-ply of material. warranty.

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Johnston Aircraft Service, Inc. wants to extend to you an open invitation to stop in at our facilities and look us over. We have been in the aviation support business since 1947 and have a reputation for quality, reliability, and service. We like, own, work on, and understand “Comanche”. Johnston Aircraft Service P.O. Box 1457 • Tulare, CA 93275 • Phone: (559) 686-1794 or 686-2161 • Fax: (559) 686-9360 e-mail: [email protected] • Web Site: www.johnstonaircraft.com