NOVEMBER 2013 VOLUME 40, NO. 11
The Official Membership Publication of The International Comanche Society Over 25 Years serving OverComanche 25 Years Owners serving
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Bogert in Hero’s of Manufacturing. ScanBogert barcode in Hero’s with ofSmart Manufacturing. Phone to watch Bogert in Hero’s of Manufacturing. www.bogert--av.comav.com (800)(800) 627627--80888088 oror (509)(509) 736736--15131513 www.bogert-av.com (800) 627-8088 or (509) 736-1513 The Comanche Flyer is the official monthly member publication of the International Comanche Society P.O. Box 1810 Volume 40, No. 11 • November 2013 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 Kim Blonigen 2 Letter from the President Bob Cretney E-mail: [email protected] Display Advertising Manager Comanche Spirit John Roddy 4 10 Day Father-Son Adventure Donna Pitts (800) 773-7798 Fax: (231) 946-9588 E-mail: [email protected] to Central America Trading Post & Classified Advertising Nancy A. Whitten 7 ICS Name Badge Order Form Ph: (800) 773-7798, Fax: (231) 946-9588 E-mail: [email protected] 10 ICS Board of Directors, Tribe Chiefs, Graphic Design & Tribe Representatives Brandon Hoffman ICS Standing Committees E-mail: [email protected] Printer 11 Maintenance Resource Advisors Village Press 2779 Aero Park Drive ICS Tool Loan Program Traverse City, MI 49685-0629 CFF-Trained CFIs www.villagepress.com Maintenance Resource Advisors Technical Q & A Pat Barry 12 Manifold Pressure Gauge, Carb Heat and Dave Clark Ph: (949) 362-1600 on Pacific Time E-mail: [email protected] Abandoned STCs Dave Clark Ph: (817) 860-4393 CFF News Email: [email protected] 13 CFF In Search of CFI Instructors Zack Grant Cell: (317) 201-4293 Online Intelligence Email: [email protected] (Email preferred contact) 16 Dual Exhaust Versus Stock Karl Hipp Ph: (970) 963-3755 Convention News Email: [email protected] 20 2014 ICS Convention at EAA’s AIRVENTURE Pat Donovan Lucky Lougue Ph: (903) 345-9198 23 ICS Membership Renewal Form Email: [email protected] Cliff Wilewski Feature Ph: (815) 395-0500, Cell: (815) 979-7785 E-mail: [email protected] 27 A Tough Lesson Learned Marty Miesko ICS Tool Loan Program 30 From the Tribe Chiefs Matt Kurke 8192 Sanctuary Drive, Unit 1 Naples, FL 34104 Favorite Fly-In Destination Ph: (239) 593-6944 31 Old Town Bay St. Louis, Miss. Charlie Horton [email protected] The Comanche Flyer (ISSN 08994223, USPS 2-324) 32 ICS Items for Sale is available to members; the $25 annual subscription rate is included in the Society’s Annual Membership From the Logbook dues in US funds below. Comanche Flyer is published monthly by Village Press 34 Round-the-World Adventure, Part Four Bob Jeffery U.S., Canada, Mexico Featured Fly-In One year $72, Two years $136 UK, Europe, Asia & Africa 44 Northeast Tribe Hosts Fly-in to Nantucket Island Pete Morse One year $98, Two years $188 All Other Countries 46 Comanche Classi eds One year $86, Two years $164 Spousal Members 47 Advertisers’ Index One year $36, Two years $72 Cover Photo Don Pitts’ PA 24-260 Comanche which he and his son took on a trip to Central America. 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.
NOVEMBER 2013 Comanche Flyer • 1 LETTER FROM THE PRESIDENT
of the Standing Rules to streamline of the ICS web site. Use either one, and reduce the cost of operation for complete and submit it. Hopefully, this ICS. Additionally, the Standing Rule will open new horizons for all of us to regulating the rates of classified ads explore. Your participation is required to members has been reduced by 50%, to make this successful, so please use beginning with this issue. The new rates these new venues to share some of your will be in effect for several months and favorite places with the rest of our ICS if enough members take advantage, it members. will remain. Trading Post ads remain The Stab Horn information cur- free for the first 25 words. rently available will be superseded by Last month a new column in the the time you read this, so I will be brief. Comanche Flyer was announced, titled The current supply of Australian Horns “Favorite Fly-In Destination.” This has been depleted and another batch new item will describe the location, will soon begin the manufacturing pro- accommodations, transportation, din- cess. The timeline on these is unknown, ing choices, and what made this place but will probably be at least 60 days. reetings and welcome to your favorite. It is a magazine version Supply issues are not a problem, but the November issue of the of the Favorite Destinations area on pipeline logistics may take a little time G Comanche Flyer. Your Board the ICS web site (www.comancheflyer. to develop. The main thing is to “not of Directors, working together in an com), which can be found by clicking get excited” over the inventory, there electronic Board of Director’s meet- on forums>chat forums>favorite des- will be an ample supply. As this is writ- ing (with the help of Hank Spellman tinations. Soon, a form to present your ten, it looks like the United States will who crafted the language, and Scott information will be published in the have one distributer, whose name has Myers who set up the TeamSpeak com- Flyer and a link to Favorite Destina- not yet been announced, but may be munications) have amended several tions will be placed on the home page by the time you read this.
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: Kim Blonigen, Managing Editor at [email protected] Articles and photos may also be sent via U.S. Mail to: Kim Blonigen • 2031 South Beech • Wichita, KS 67207
2 • Comanche Flyer NOVEMBER 2013 Another issue regarding the Stab Horn AD involves the torque tubes. Comanche Pilot Dave Fitzgerald confirmed that unless Training Program your current torque tube is unusable, Update a new torque tube is not required by Your the AD. An optional kit is available from the Australians, if ordering their SUN VISORS! CPTP horn, which allows the holes being Comanche Specific drilled in the new horn to align with • Provides maximum protection Training Clinics those in your current tube. For the from disabling glare latest information, go to the comanche Boca Rotan, FL (BCT) flyer.com web site home page, click on • Uses your existing mounts Flight Clinic technical>mechanics corner and select • Affordable February 7– 9th, 2014 the information you are looking for. • • • • • As an optometrist and Comanche Owner, (ICS# 13091), Hinesville, GA (LHW) I wanted better sun visors for my Comanche, so I Tales from the Wide Side IFR Clinic obtained field approval for my anti-glare sun visors. March 14 – 16th, 2014 Northwest 605: Northwest 605 re- $10 plus S & H includes plans and 337 Field-Approved • • • • • quest taxi. paperwork. A perfect sample pair for your use as Muskogee, OK (MK0) a pattern to make your own is available for a $197 Ground: Northwest 605, taxi to run- IFR Clinic deposit, refundable IF returned within 15 days. Call April 11 – 13th, 2014 way 29L and follow the CRJ; you will or email for details. • • • • • be number two. Fulton, NY (FZY) Northwest 605: Roger, we will follow Flight Clinic the Smurf-Jet. Dr. Steven A. DeGroff May 2 – 4th, 2014 DeGroff Aviation Technologies Flagship 5600: At least my air- www.comanchetraining.com plane does not qualify for an AARP 150 Forest Park Drive Contact Dennis Carew Berne, IN 46711 [email protected] membership. 260-466-2848 • fax: 260-589-2911 ‘Til next month… email: [email protected] (920) 749-9558
Bob Cretney
FROM OUR READERS
im Martin, long-time ICS member #3791, passed away in his sleep Sunday morn- ing, Oct. 13, 2013, at the age of 82. Jim was often referred to as “Gentleman JJim” because of his unique Southern demeanor. He had an exceptionally warm and kind personality. Jim served as the South East Tribe Chief in 1999 and 2000 and as ICS Treasurer in 2001 and 2002. He will be greatly missed by his wife, Peggy, his children, grand- children, and great grandchildren, as well as his extended family, all of us that knew him well from ICS. Jim’s obituary can be found at http://www.leavittfuneralhomewadesboro.com/ new_view.php?id=4949542.
NOVEMBER 2013 Comanche Flyer • 3 COMANCHE 10 DAY FATHER-SON ADVENTURE TO CENTRAL AMERICA
by Donna Pitts
his father-son pair is always on weather prevented them from proceeding Don and Darell then proceeded on their the go and looking for adven- to their destination of Veracruz. By the journey to Flores, Guatemala (MGMM), ture. Their newest adventure following day, the weather had cleared which took 2.7 hours in IMC at 14,000 feet. began when Don Pitts and his some and they flew IFR at 13,000 feet to They shot the ILS to runway 10, breaking Tson, Darell, decided to join a group of Veracruz, Mexico with a flight time of 3.8 out at 800 feet in the dark and rainy condi- the Baja Bush Pilots on a trip to Central hours. They landed in Veracruz, fueled up, tions. Flores is a small island in the middle America. Their original intent was to fly and attempted to clear customs. After a of Lago Peten Itza that is a favorite spot for from Lovington, N.M. to Veracruz, but two-hour wait trying to get a multi-entry the Bush Pilots, as the hotel sits right on weather conditions didn’t allow for that. permit, they found out that the comput- the water. At the hotel, the pilots nor- Leaving a day later than planned, the ers at the Mexican airport were down. In mally gather at the bar to watch fellow two men left Lovington on Saturday, Janu- most cases, this would be a huge delay, pilots land; however a couple of the planes ary 5, 2013. The first leg of the flight was a however this time it wasn’t; the two men didn’t get there until night due to the delay short trip to Laredo, Texas (KLRD), where got lucky and were cleared to leave the in Veracruz. This is where the 2013 Cen- Don and Darell stayed the night, as the country without a permit. tral America adventure officially began.
(continued on next page)
4 • Comanche Flyer NOVEMBER 2013 COVER STORY
Don and Darell enjoying the flight. Don and Darell met up with the five experience the Gar- other aircraft that were part of the Bush ifuna cultures. Pilots group, consisting of a Cessna 421, On January 10, 182, and 210, two V-tail Bonanzas, and the group flew 20 Don’s PA24-260 Comanche. Everyone minutes over the took a taxi to the motel and had din- ocean to Roatan. ner together. They stayed two Monday, January 7 consisted of touring nights in Roatan, the Tikal National Park where the group where Don went visited one of the largest and most inter- fishing and caught esting Mayan ruins in Guatemala. The a three-foot long noise in the jungle was quite interesting as Barracuda, and The route of the Central American adventure taken by Don sounds from the Howler Monkeys rumbled Darell toured the and Darell Pitts with the Baja Bush Pilots organization. throughout. The group ate lunch at the island on a motor- Tikal Park and then went back to Flores. cycle. Life was most definitely good The next morning, they left Cayman The next leg of the trip, on January in Honduras. Brac for an IFR flight over Cuba, which 8, was a short 1.5-hour IMC flight to La Day seven of the Central American took them 2.9 hours before they reached Ceiba, Honduras (MHLC) which is lo- adventure began when the group headed Stella Maris (MYLS) in the Bahamas. cated on the Bay of the Indian Ocean. out to Grand Cayman (MWCR), which They stopped there for $8.65 a gallon fuel There, they stopped for fuel and to clear was a 2.5-hour flight, for fuel and to clear and to clear Bahamian customs. They Honduras customs. Then it was on to customs. After paying $8.00 a gallon then headed onward with another short Trujillo, Honduras (MHTJ) where the for fuel, they headed to Cayman Brac flight to New Bite International Airport aircraft landed in the rain on a short, (MWCB), which was less than 45 minutes at Cat Island, Bahamas (MYCB). Don and paved strip. In the small colonial village in the air. There, they took a taxi ride to Darell stayed there on the beach for two of Trujillo, located in the southeastern the hotel for an overnight stop, in which days at Fernandez Village, which is well corner of Honduras, the group stayed the Bush Pilots group reviewed the plan known for having one for the best bays for two days. While there, they got to for flying over Cuba. in all of the Bahamas. (continued on page 8)
Don’s PA 24-260 Comanche, N9115P, at Honduras.
6 • Comanche Flyer NOVEMBER 2013 PA-24-180/250/260/400, PA-30 FAA REPAIR STATION YYBR664L / EASA.145.6472 Complete Kits PA-24-180/250/260/400 CUSTOM ENGINE PA-30 FAA/STC, PMA Approved OVERHAULS $799 Fixed Strap Kit (and exchange) $999 Inertial Reel Kit Rear lap belts available. “A TOP RATED SHOP” - March 2010 Aviation Consumer New limit standards, new cylinder
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NOVEMBER 2013 Comanche Flyer • 7 Don Pitts and his son, Darell, ready for their Central American adventure.
Don piloting N9115P while you can see the beautiful view out the window.
On day 10, it was time for departure where everyone went their separate ways and headed back to the States. Don and Darell decided to head back to Florida, along with another fellow pilot. Leaving Cat Island, one of the outer islands, they flew over Nassau for an IFR flight to Ft. Lauderdale (KFXE). Once there, they cleared customs into the U.S., fueled up once again, and picked up another IFR clearance for a 2.3-hour flight to Quincy, Fla. (J9) for more fuel. After checking the weather, the men decided to go ahead and stay the night in Quincy. There were no courtesy cars at the airport, so they convinced some lo- cals to take them to a motel. That night, three of the six airplanes from the group met up and stayed in Quincy. While there, the men checked the weather en route to Liberty, Texas (T78). This leg of the trip was to be a 4.1-hour IFR flight with nasty headwinds and lots of weather deviations. They eventually made their way to Liberty for an uneventful landing and fueled the airplane.
Time to relax with a peaceful view and good refreshment.
8 • Comanche Flyer NOVEMBER 2013 From Liberty, Don and Darell flew a short flight to Brenham, Texas. They For over 37 years, the Industry Choice! stayed there for a brief visit with some good friends and a quick bite of lunch. After lunch, they hopped in the plane one last time for a three-hour flight in which THE ™ MAINTENANCE they fought nasty south Texas and New RECORD-KEEPING SYSTEM Mexico winds all the way home. adlog Overall, the trip was a great adventure and in the end, Don and Darell made it FOR VIRTUALLY ALL GENERAL AVIATION FIXED & ROTARY back to their hometown of Lovington, N.M. WING AIRCRAFT plus EXPERIMENTAL and HOMEBUILTS Their total flying time was 29.8 hours. The PA 24-260 Comanche performed 14/15 color coded sections, simplify, organize and centralize all data. flawlessly on this trip of 4,000-plus NMS. Provides lightning-fast retrieval of all maintenance ADs, service Thanks to Jack, the owner of Baja bulletins and inspection requirements for your aircraft. Includes Bush Pilots (www.Bajabushpilots.com), AD search, text of applicable ADs, and 1 year AD revision service. and his assistant, Claudia, for making this Keeps you on top of all required repetitive activity- annuals, 100 amazing adventure possible. Gratitude hour inspections, transponder/altimeter checks, VOR checks, etc. also goes to them for putting this and ORGANIZED FOR LOGICAL, STRAIGHTFORWARD UPKEEP. other memorable trips together. Because adlog saves your maintenance facility valuable time, you This adventure then led to an out- save valuable money. E-Mail: [email protected] standing new exploration to Baja, Mexico with Don’s wife, daughter and her friend 1-800-235-6444 FAX: 1-631-765-9359 … but, that’s a whole other story! AEROTECH PUBLICATIONS, INC. P.O. Box 1359, Southold, NY www.adlog.com
Update Your Old Comanche Panel Make Room for a MFD
Update your panel to a standard “T” configuration. Add space for new electronics. All panels computer drawn and laser cut. ‘58-60 Centerstack Conversion $950.00 (Fully STC’d) ‘61-68 Single or Twin $825.00 (Fully STC’d) Recuts left side – $250 • Recuts right side – $100. (Prior Panels) Contact: John Van Bladeren at: Ron & John’s Comanche Service 2007 SE Ash Street • Portland, OR 97214 (503) 329-8512 (Day or Night) • Fax: (503) 234-0677 e-mail: [email protected]
NOVEMBER 2013 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] CFF President: (non-voting) Vice President Lorne Harmon, ICS #12436, SW Tribe Berl Grant, ICS #10704, NC Tribe Treasurer: 1491 Northridge, Prescott, AZ 86301 426 Mutton Creek Drive Pat Donovan, ICS #12246, MS Tribe Ph: (928) 717-2630 Seymour, IN 47274 421 Piper Ct. Email: [email protected] Ph: (812) 522-2587 Troy, MO 63379 Phone: (636) 462-8370 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 John Moore Email: [email protected] Vernon BC V1B 3Y7 Canada 10 Cooper Grove Ph: 250-545-2491 (home) Tribe Rep Cliff Wilewski Strathfieldsaye VIC 3551 Australia Email: [email protected] 1651 Grumman Drive Ph: +61-3-5439-3293 Rockford IL 61109 E. Canada: Email: [email protected] Ph: (815) 395-0500 Tribe Chief/Tribe Rep Stewart Campbell, ICS #16294 Cell: (815) 979-7785 229 Yellow Birch Drive Email: [email protected] Kitchner ON N2N 2P4 Canada Mid States: Ph: (519) 568-7491 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 Editorial Review – Chair: Email: [email protected] Bob Cretney, SC Information Technology – Chair: Tribe Rep Scott Myers, ICS #16819 Dave Fitzgerald, NC Editorial Committee: 1041 Jasmine Ct. Pat Donovan, MS Vista, CA 92081 Technical Resources – Chair: Dave Fitzgerald, NC Ph: (760)727-7444 (w) Zach Grant, NC Zach Grant, NC Cell: (760)-519-8604 Bernie Mazurek, SE Email: [email protected] Finance & Budget – Chair: Pat Donovan, MS Hank Spellman, NC Northwest: Bylaws, Standing & Special Rules – Chair: Fleet Airworthiness – Chair: Tribe Chief Dennis Springer, ICS #10237 Dave Fitzgerald, NC 4796 Drew St. N.E. Hank Spellman, NC Salem, OR 97305 Nominating – Chair: Dave Fitzgerald, NC Fleet Airworthiness Committee: Ph: (503) 390-9444 Hans Neubert, SW – Email: [email protected] Nominating Committee: Co-Chairman Bernie Mazurek, NC Dave Fitzgerald, NC – Tribe Rep Bill Case, ICS # 16889 Bruce Thumann, SC P.O. Box 549 Co-Chairman Lebanon OR 97355 Flagship – Chair: Annual Convention – Chair: Ph: (541) 259-5557 Cliff Wilewski, NC Shirley Nelson, NW Cell: (503) 260-2473 Email: [email protected] Elections – Chair: Sally Williams, SE
10 • Comanche Flyer NOVEMBER 2013 Lucky Louque MAINTENANCE Ph: (903) 345-9198 CFF-Trained CFIs RESOURCE ADVISORS Email: [email protected] Cliff Wilewski Certified flight instructors who have Pat Barry Ph: (815) 395-0500, Cell: (815) 979-7785 Ph: (949) 362-1600 on Pacific Time completed a CFF training program E-mail: [email protected] E-mail: [email protected] The International Comanche Society, Inc. (ICS) publishes this list in the spirit of open discussion. The opinions, statements Dave Clark and claims made by the instructors are their own and not those Ph: (817) 860-4393 of the International Comanche Society (ICS) or the Comanche Email: [email protected] Flyer Foundation, Inc. (CFF). The listed CFIs have undergone an ICS TOOL LOAN extensive training program specializing in the Comanches. ICS Zach Grant and CFF assume no responsibility for any actions between its Cell: (317) 201-4293 PROGRAM members and the listed CFIs. Email: [email protected] (Email preferred contact) Matt Kurke 8192 Sanctuary Drive, Unit 1 Todd Underwood - AZ (Phoenix/Prescott) Karl Hipp Naples, FL 34104 Single/Twin, (623) 202-6910 Ph: (970) 963-3755 Ph: (239) 593-6944 Email: [email protected] [email protected] [email protected]
Bill Archer - AZ (Phoenix/Mesa) Single/Twin, (480) 203-3043 [email protected]
Kristin Winter - CA (Northern) Single & Twin, (707) 477-4727 [email protected]
Larry Whitbeck - IL Single only Cell: (217) 737-6074 Office: (217) 732-9074 [email protected]
Zach Grant - IN (Indianapolis) Single/Twin, (317) 201-4293 [email protected]
Steve Smith - MT Single/Twin, (406) 425-0754 [email protected]
George Richmond - NE (Omaha) These merchandise purchases and/or your donations can be Single and Twin, (402) 350-1915 made through CFF on the ICS website with either a credit [email protected] card or our newly availabe PayPal option. Please visit: www.comancheflyer.com William Harris – VA Single & Twin, (540) 731-4772 TO ORDER BY MAIL PLEASE FILL OUT [email protected]
Steve Zaboji – VA Single & Twin, (571) 228-3420 Mail to: CFF c/o Shirley Nelson, [email protected] 925 Ludwick Avenue, Blaine, WA 98230-5109 Telephone: 360-671-7388, Fax: 360-671-7388 Dennis R. Carew – WI Enclose check or money order made payable to CFF. Twin & Single, (920) 749-9558 [email protected]
NOVEMBER 2013 Comanche Flyer • 11 TECHNICAL Q&A ciitpldfsqwertyabsedleManifold Pressure anderligentowcuhibytGauge, Carb Heat and hubredisemanimusrelcAbandoned STCs
Edited by Dave Clark
I have a 1963 180 and just I have a Twin Comanche some doing to get these STCs declared had a manifold pressure and I am looking for an “abandoned” by the FAA, however it Q:gauge installed. We did this Q:STC done on the cabin can be done. But be careful what you because the old one was sluggish. The heater exhaust that will divert the wish for – getting an STC means tak- new gauge will sometimes stay at 29.92 exhaust away from the outside body ing on some responsibility and some with the engine at idle, and if you blow of my twin. Both the stack and the liability, often for very little reward, out the line there is some oil or fuel in fuselage gather soot during the heater so it is understandable that some folks it. The line has two dips in it from the season, not to mention that it is also have mixed emotions about acquiring aluminum tube to the firewall fitting. corrosive. A fellow TC owner has such a these STCs. My mechanic seems to think maybe modification on his plane, but tells me Many of these STCs are in a kind the intake valve guide is leaking, but that the owner of the STC has passed of limbo and it is often very difficult to at a difference of 15 inches vacuum, it and it is no longer available It is a very find documentation on them unless you would seem that the gauge would move, simple flaring that is mounted to the know somebody who just happens to even if slowly. body of the nose belly (not the exhaust) to divert the exhaust air away from the have one. I spent a lot of time looking Blow the line out well from belly of the plane. for two or three of these elusive owners. the gauge side with it dis- One bright ray of hope in this country connected from the #4 cyl- I had never heard of this is that the FAA has started cutting us A: STC, so I emailed my good inder. After doing this, make sure that some slack in replacing parts for our friend Pat Barry and he had there is a weep hole in the low point of A: planes, especially where the parts are already spoken to you on the phone. the line as it comes out of the cylinder. “no longer available” from the manu- I agree with him completely that this It sounds to me that you do not have facturer. I have made several parts for might be a good place for an owner- the required drain hole in the line and my TC, and as required by the regula- produced part. therefore it is backfilling the line with tion, are “as good as, or better, than the original.” oil. Also make sure that the MP gauge We are seeing the situation you de- is not obstructed. There is a metering scribed more and more. That is, the Dave Clark (damping) screw in the suction inlet, owner of an STC has died and his heirs and backing this screw off will help the could not care less about it and in some I flew my 250 for 900 hours gauge move more quickly. If you open cases won't even answer our calls or and only encountered carb it too much the needle will bounce with letters. The small nose tire STC is a A:ice one time. It is not as every opening of the intake valve. prime example. The retired airline pilot prone to icing as an older 172, for in- who held this STC died a few years stance, where the POH has you pulling Zach Grant ago, and we have never been able to on carb heat on downwind and keeping • • • • • • • • • • • get a response from his widow. It takes it on through the landing. The one thing
12 • Comanche Flyer NOVEMBER 2013 that should be emphasized is that when fuel.) Once you have done that, you you DO NEED carb heat, you want can think about contaminated fuel or heat – so you lean to get your EGTs as separated valves and things you might hot as possible. not be able to do much about anyway. Aircraft When the engine starts running It doesn’t hurt the engine to fly with carb heat applied. Interiors rough or faltering, you apply the heat as Standard & Custom Designs a first solution. (This assumes you have Karl Hipp LEATHER ciitpldfsqwertyabsedle NAUGAHYDE • FABRIC Seats • Headliners • Seat Belts anderligentowcuhibyt Carpet • Window Trims • Sound Proof • Side Panels CFF NEWS Glare Shields • Windows hubredisemanimusrelc Headrests • Visors • Curtains CFF In Search of CFI Instructors Call Mike Roney he Comanche Flyer Foundation is looking for well qualified CFI instruc- 402-572-8788 tors who have experience teaching in the Comanche airplane, either ICS #4102 Tsingle or twin. A reasonable salary will be paid, plus travel expenses. If you have interest in joining other instructors who are teaching the MIKE’S UPHOLSTERY INC. Comanche Pilot Proficiency Program (CPPP), please contact CFF President 12303 N. 72nd, North Omaha Airport Omaha, NE 68122 Lorne Harmon at [email protected] or calling (928) 925-1225. Aircraft Upholstery At Same Location Since 1968 PROPELLERS
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800-462-7605 2865 AIRPORT DRIVE ! ERIE, CO 80516 FAX: 303-665-7164 FAA/EASA CRS FR6R545N GOVERNORS NOVEMBER 2013 Comanche Flyer • 13 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
14 • Comanche Flyer NOVEMBER 2013 PILOT’S OPERATING HANDBOOK Heritage Aero, Inc. AND FAA APPROVED AIRPLANE FLIGHT MANUAL Webco Aircraft is thankful for the “Formerly Published And Produced by the late Douglas L. Killough” support the ICS and Comanche owners have shown us over the years. We look forward to 2014 offering the same great quality parts, service and helpful information we have become known for. Best wishes for you and yours in 2014, Bob Weber and your Comanche family at Webco Aircraft Your Midwest Comanche Specialists www.heritageaero.com WEBCO AIRCRAFT LLC 1134 North Oliver Road, Hangar G 815-395-0500 Newton, Kansas 67114 815-395-9044 (fax) 316-283-7929 • www.webcoaircraft.com 1651 Grumman Drive [email protected] Rockford, IL 61109
NOVEMBER 2013 Comanche Flyer • 15 ONLINE INTELLIGENCE www.comancheflyer.com
From the Airworthy Comanche Delphi Forum DUAL EXHAUST VERSUS STOCK y exhaust needs replacement. Everything I have heard from people well made product and the people I Anyone have experience and/ who have done that has been positive. know that have them are quite happy. Mor advice on going to the dual ______I’ve bought/installed a couple of the exhaust? I have read the web page and Keeping the record straight … APP stainless dual systems, four and articles, so I was hoping to get some Aircraft Exhaust.com provides replace- six banger. A well-equipped shop first-hand experience. should complete the install in one day. ment parts and systems that are already You may choke on the cost, but it Also what kind of time is involved in FAA approved. They do not sell an will be one of the best upgrades that the installation? I will have a reputable FAA Approved STC/PMA Dual Exhaust you’ll ever make and you, your me- shop do the work either way, but they System for the single engine 180, 250 chanic and your engine will love the are not necessarily Comanche experts. or 260 Comanche. benefits of the stainless duals. It’s Thanks. ______worth every red cent. ______Correct. I was only suggesting a place ______Are you dealing with a 180 Comanche to get a replacement exhaust using PMA’d I had the system installed in 2006. It with the four-cylinder engine, or the 250 parts. A conversion to the dual exhaust is a very good add-on and it fixed my heat Comanche with a six-cylinder engine? system definitely requires an STC. problems. My tech used it as a practice ______forum and ran up countless extra hours well beyond someone with experience If it were my money and you are I have a 1964 Comanche 250, so should have done. I paid way too much for looking for a complete exhaust revi- six-cylinder. him, but that’s how it works sometimes. sion, I would look strongly at the STC’d ______Dave’s STC is the only viable deal. dual exhaust conversion. One of its ______I have used these folks in South major benefits is that you get the muf- Carolina for years (http://aircraft fler out of the way in the back of the I concur with those that have rec- exhaust.com). A new product, usu- engine compartment making any ommended the dual exhaust from Dave ally on the shelf, and I have never had maintenance in that area much easier Pratt’s company. It’s an excellent a problem with the fit! Even on the to perform. Piper went to dual ex- product with great support. I had it snake-pit of a Turbo Aztec. The prices hausts for reasons and I believe that installed on my 250 and it was defi- are okay also. that is one of them. Vipperrr [sic] will nitely a good choice. ______not toot his own horn, but it is a very (continued on page 18)
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NOVEMBER 2013 Comanche Flyer • 17 F.A.A. Certified Repair Station VI4R597M
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ICS 12289 PA-30 N808N
______to go with the dual exhaust, but I am “canting” a little to achieve the desired WeCustom recently changed our Comanche Enginedoing several things at once and I haveOverhaul clearance. Not all of the 180 pump 250’s exhaust to the Aviation Perfor- limited funds to do everything so I want mounts are welded on in the exact same mance Products STC’d dual exhaust. to make sure I have it all covered. The position and a little difference can make Like others say, it’s great. The firewall install is definitely something I can do for a lot of extra hours to fabricate and runs a lot cooler which we hope will on my own with the support of my IA relocate. Possibly the same is true of make the avionics last longer. It is much if that’s what is necessary. Can anyone some of the six banger mounts? Each easier to change the oil filter because comment if the electric fuel pumps and install may take some different work, there is much more room back there. start solenoid have to be relocated for but in general, the fit is close but nice And maybe it’s my imagination, but the the right side exhaust to clear? If so, when completed. air in the cabin seems less smelly, and how difficult is that? Maybe I can get ______the engine has a cool growly sound that a copy of instructions from APP so I Mine had to be moved a little up or we like! can evaluate it. Thanks again everyone! down, I forgot. Then there were the ______Our mechanic had some difficulty new cuts on the lower cowl for the new with modifying and fitting the stock I believe the “trick” on the cowl fit exhaust pipe ends, and he made new cowl around the two mufflers and tail- and firewall clearance is to install the fiberglass sections for the moved air pipes, but he finally had success. If lower cowl with four screws for align- scoops – I could have done without your mechanic has not had experience ment by turning the mufflers to obtain that, there were plenty of other cabin with the system, I’d recommend on the desired clearance of both. A felt vent sources. He spent time with an planning on a couple of day’s labor. marker makes a good reference to re- English Wheel too for the sheet metal ______align after removing the cowl before plugs to cover old holes – the guy took I appreciate everyone’s input. Thank drilling any holes and final in place three days or more. I expected 12-16 you very much. I will contact APP and mounting. The clearance can be close hours max. get some additional details on the and sometimes on the four banger, the If you use a guy who has never done modifications needed. I definitely want fuel pump/lines need relocation or it before, he’ll take longer, trust me.
18 • Comanche Flyer NOVEMBER 2013 ______take some time and parts. I’ve never The extensive work to install your had to relocate scoops, but on some duals may have been the result of not models that may be a clearance prob- PA30/39 loosely installing the lower cowl and lem. The 1961 I did was a four banger, moving the adjustable parts around but the cabin air scoops cleared the NACELLE to check for best fit. The fuel pump exhaust nicely. There seems to be some TANK KITS remount may have been unavoidable inconsistency on exact location and due to the original being welded at a some clear and some don’t. On the very slight different position. That 1961, I suspect the lower cowl was from aluminum pump relocate would have used up a another plane, not the original. I’m handmade few hours. guessing that with dual pumps on your construction ______airplane, the pumps will require reloca- tion and that will take some time. It I’m getting ready to start our install would be nice if the kit came with the stc/pma of Dave’s exhaust. I went with a new relocation bracket to save time in the flange from Aircraft Spruce for the air 40 us gallon field install. If both the dual pumps and pick-up that will come off the filter box. all usable cowl vents require relocation then the And will be careful to fit the cowl before time/hours spent will go up. drilling the muffler pin hole. His kit is compatible with very nice, and it looks pretty straight- Good luck and you will enjoy the forward. I have two questions though; duals when the install and head scratch- miller/tip tanks ing is over. What has been the solution for the two fresh air scoops? Do they need to Addendum: If the scoops need to be relocated? be relocated, you may want to give some thought to changing over to NASA SHOULDER We have a ‘61 carbureted mode with style scoops as some here on this forum the two electric fuel pumps mounted HARNESS have done. The NASA design looks cool, to the engine mount. Will these have but frequently the originals are in poor KITS to be raised? condition to locate/use. ______PA24-180/ I have a ‘61 too, carbureted. We did These postings are provided for move the fuel pumps, and as for the 250/260/400 informational purposes only. The views vents, had I known how much time was expressed in these postings represent going in to do those, I just would have the opinions of individual Comanche PA30/39 blanked them. It cost me hours as he owners and have not been vetted by cut and formed fiberglass scoops at the the ICS technical committee. front and rear seats new area. He later said it was required to keep the STC legal as it was in the As a responsible pilot and aircraft instructions. owner, you should always seek advice stc/pma ______from an experienced, trusted source, such as your A&P or CFF-trained CFI, Why was it necessary to move the before applying any of the techniques fuel pumps? or recommendations presented in ______these postings. PHILL-AIR I think the key is the reinstalling of The postings are printed as they the lower cowl to adjust the new system appeared. Due to space consider- INC for best fit and clearance. If the pumps/ ations, sometimes only selected posts 4157 Seven have been published. lines have to be relocated, it’s going to Hickories Road Dover, DE 19904 302-678-9823
[email protected] www. phill-air.com ICS – please support our advertisers!
NOVEMBER 2013 Comanche Flyer • 19 International CONVENTION NEWS Comanche Society Convention
2014 ICS Convention at EAA’s AIRVENTURE in Oshkosh, Wisconsin July 25-27, 2014
20 • Comanche Flyer NOVEMBER 2013 by Patrick Donovan PHOTOS BY PATRICK DONOVAN
ast month was all about our youngsters and grandkids and how they would have a great L time going to KidVenture. This month I’d like to talk about the educational aspects of both AirVenture and our convention for the adults. Okay, I admit that most of education- al opportunities are for the pilot or mechanic for our steeds, but there are some for the less aviation oriented. At the usual ICS convention, a day or so will be dedicated to seminars about Comanches. Sometimes there will be just one or two seminars, some- times more. Generally they are given by other ICS members who are experts or occasionally by vendors who have some knowledge or expertise that we desire. For the past several years at AirVenture, the ICS hospitality tent has featured several seminars of interest to our members. This coming convention, the ICS-specific seminars will continue in the hospitality tent as we hope to have two per day beginning Monday 2013 map of AirVenture grounds; arrow denotes forum/workshop area.
Many trams provide relief for weary feet.
NOVEMBER 2013 Comanche Flyer • 21 It wouldn’t be Oshkosh with- out Jerry’s One Man Band. AirVenture also has hands-on work- held in the EAA museum. Many of the shops about electrical systems, riveting, vendors hold seminars and discussions woodworking, fabric covering, sheet on their products at their sites. The of AirVenture and continuing through metal, composites, and welding. I know FAA also holds seminars in its building. Thursday, as this will allow plenty of you may be thinking that these work- For the non-aviation folks, there are time for members to see the rest of the shops don’t offer much to a Comanche activities and classes in the “Women’s “big show.” flyer, but with the exception of fabric Activity Tent” for all types of crafts. AirVenture itself has seminars on a covering, they do. Besides, when the (I apologize to the women and other huge array of topics beginning at 8:00 Comanche is done, you need these members of ICS interested in crafts a.m. and continuing through 5:00 p.m. skills for the other project lurking in for the characterization.) for six straight days (Monday-Saturday) the back of your mind. Perhaps you are Everything I’ve talked about so far by more than 500 people. Seminars thinking that at some point you might has been a formal type activity. How- range from homebuilding; maintaining, not pass the FAA physical and would ever, the biggest learning opportunity repairing and restoring aircraft; pre- need to sell your current Comanche, is by exploring the AirVenture grounds, sentations on various airplane types; and would like to remain flying via an finding something that intrigues you cutting-edge technology; and how to fly LSA – you can learn all about that at in the airplane you are looking at, and safer, better and more proficiently. Past AirVenture. then asking questions of the owner. examples include: interior design and Aviation-oriented seminars are This technique applies to Comanches, replacement, engine maintenance and generally held in a group of open air homebuilts, antiques, war birds, etc. overhaul, engine accessory information, structures on the northern part of the You can generate a spontaneous learn- autopilots, ADS-B, painting, iPad use, grounds. Open air workshops are adja- ing experience almost anywhere and and Q&A with historical figures (Chuck cent and host the hands-on activities. at any time. Yeager, Bud Anderson, Burt Rutan). Other general interest seminars are also (continued on page 24) Please mail to: International Comanche Society, P.O. Box 1810, Traverse City, MI 49685-1810. 22 • Comanche Flyer NOVEMBER 2013 INTERNATIONAL KEEP YOUR COMANCHE SOCIETY, INC. MEMBERSHIP GOING!
You know how valuable the International Comanche Society has been to you for helping you learn about and enjoy your Comanche airplane, both singles and twins, providing a high-quality magazine, and for the camaraderie you’ve experienced among your fellow members. Don’t let your membership lapse or miss a single issue of Comanche Flyer! And for convenience, we are now offering multiple-year memberships! Fill out the renewal form below, and e-mail, fax, or mail it back to us, and keep enjoying the International Comanche Society!
Name: ______ICS Number: ______Address: ______City: ______State: ______Zip: ______Country: ______Telephone: ______Fax: ______E-Mail: ______Aircraft Model: ______Based Airport Identifier: ______
Registration/Tail #: ______Serial #: ______
Renewal Selection Spousal Renewal U.S., Canada, Mexico* UK, Europe, Asia, and Africa** All Other Countries Spouse’s ICS# ______One year – $72 One year – $98 One year – $86 One year – $36 Two years – $136 Two years – $188 Two years – $164 Two years – $72 *Includes second-class mailing of the Flyer **Includes $9 returned to the EU tribe for communications ------PLEASE PRINT ------
YOUR SPOUSE CAN JOIN, TOO! One of the beauties of owning and flying your own airplane is the quality time you get to spend with your spouse, traveling to new destinations or social events, and filling the memory book for years to come. Your spouse can also join the International Comanche Society for only $36! With a spousal membership, your spouse will receive a Membership Kit containing a folder, membership card, membership certificate, a cloth ICS patch, ICS decal, access to the popular ICS website and discussion forums, and voting rights! Simply fill out the form below and return it with payment to start your spouse’s membership today!
Your Name: ______Your ICS Number: ______Spouse’s Name: ______Address: ______City: ______State: ______Zip: ______Country: ______Telephone: ______Fax: ______E-Mail: ______Spousal Membership One year – $36 Two years – $72
PAYMENT INFORMATION (Please total all selections) MC Visa Check or Money Order Credit Card Number: ______Exp. Date: ______Amount Paid (U.S. Funds): ______
------PLEASE PRINT ------Authorized Signature: ______
Please mail to: International Comanche Society, P.O. Box 1810, Traverse City, MI 49685-1810. NOVEMBER 2013 Comanche Flyer • 23 N8883P belonging to NC Tribe member, David Koster, ICS #17754.
Vintage Aircraft Association headquarters
So you have all these opportuni- of interesting items; the problem will ties, but what, where, and when are be to avoid getting sidetracked. the formal events? Fortunately, those Next month’s article will be about are easy questions to answer. When the day trips we have planned to let you get your AirVenture wristbands, you know that Oshkosh is more than you should also receive a booklet just airplanes. We should also have the providing those details. For the elec- registration information ready for you. tronically adept, EAA has a database Finally, a thread is being started on the and an “app” that can be downloaded ICS “chat” forum for any questions or before arriving onsite. Using these comments you have. tools, it is easy to create a schedule See you there! 24 • Comanche Flyer NOVEMBER 2013 Vintage Aircraft Association headquarters What have I gotten myself into?!
Be nice to your spouse or else!
NOVEMBER 2013 Comanche Flyer • 25 Flat Rate Annuals - Structural Repairs - Modifications Expert Glass Replacement - Engine Overhauls
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26 • Comanche Flyer NOVEMBER 2013 FEATURE
A Tough Lesson Learned by Marty Miesko, ICS #17682
Editor’s Note: This article describes some of the author’s experiences as a new Comanche owner. He wanted to share them hoping that others will not make the same mistake he encountered. ICS Technical Advisors have commented as well, noted in red, to hopefully provide additional helpful information.
’ve dreamt of flying ever since I found her in Tennessee. The previous a great experience and I felt very confi- was a small boy. For many rea- owners, the Littles, had outfitted her very dent with the aircraft and her systems. sons, it just didn’t happen until I well with many performance modifica- I would highly recommend this for any Iwas 38. When I started, there was tions including a new cowl. Avionics new owner to become comfortable with no question, I was hooked. My training were top notch as well, providing a great a complex, high-performance aircraft. for my private pilot’s license was done IFR platform. A relatively new interior, This was also a new endorsement that I in a Cessna 172. I had the chance to custom modern stack panel and great would be requiring. We had the minor try a Piper Warrior and loved the feel paint gave her wonderful curb appeal. repairs to the exhaust performed in of the low-wing aircraft so much more The aircraft logs were all up to date and about one week’s time. My partner and than the high-wing experience. Particu- all ADs accounted for and complied. I then scheduled a Saturday morning larly, the crosswind handling seemed so Having only flown in one other Coman- with my local CFI to get our check rides much better in the low-wing airplane. che, I didn’t have much to compare her for our endorsements of complex and After I finished my private license to, but feeling the controls and perfor- high-performance aircraft. training, I moved on to flying a Cirrus mance of N8603P had me hooked Having already experienced six SR20 since the trainers were never within minutes. Takeoff, climb, cruise, hours dual time in the Comanche, in available for rental when I needed and maneuvers were all amazingly my pre-flight briefing we discussed them. The Cirrus really spoiled me smooth. Control inputs were amaz- demonstrating power on/power off with its glass panel cockpit, perfor- ingly precise. The range and useful load stalls, competency of configuring for mance, and excellent handling. When was exactly what we were looking for landing, and establishing the proper it was time to start shopping for a bird as well. I talked to my partner and we transition for various stages of flight. of my own, the benefits of sharing an agreed following a favorable pre-buy The most important transitions we airplane with a partner and splitting inspection, this would be our aircraft! discussed were managing airspeed the costs quickly became apparent. Chris Little and I flew her back to and being very aware of the various In addition, partnering up meant that Pennsylvania for a pre-buy inspection V speeds for this aircraft type. An ad- our combined investment would buy at O&N Aircraft in Factoryville, Pa. ditional measure we briefed on was a whole lot more airplane than either Only minor squawks were found; the the procedure for a manual gear exten- of us could afford on our own. I re- worst of which were some minor ex- sion. My CFI read the POH to become ally didn’t know where to begin in the haust components that needed to be familiar with the procedure, and then search, but my partner had a really replaced. We agreed upon a very fair he had me read it. We discussed how strong desire to find a Comanche. The price and were now the proud owners to perform the procedure and he sug- more I read about the Comanche, the of N8603P. Chris being a CFI had given gested that I perform a manual gear better it sounded. me approximately six hours of dual in- extension as a close to the checkout Our searches lead us to N8603P, a struction between the flights we made that morning. I agreed and we further 1964 PA24-260. It was the first in the to demonstrate the aircraft and the trip briefed the procedure by reading the series to receive the IO-540 engine. We back to Pennsylvania. This proved to be instructions on the removable panel
NOVEMBER 2013 Comanche Flyer • 27 in the aircraft floor. (Technical Advisor to the side of the runway to find out prevented damage to the ailerons. The comments: The title of Emergency Gear what happened, make sure we were all belly skins were scuffed up, but not Extension on the removable panel shows okay, and several fire extinguishers worn through. All antennae on the that it is not a normal procedure, and like were brought out should the need arise. belly were missing. There was a small anything in flying, intentionally inducing At this point my Comanche experi- thump mark on the right leading edge an emergency is not wise.) ence came to grinding halt, literally. I from the runway light impact. It all As expected, all of the initial stages was very happy that no one was injured. looked very minimal. of the check ride went well. I was very The sight of the airplane sitting on the A report to the FAA was filed later that confident in my ability to demonstrate grass was a very hard one to process. day. As it was a weekend, they informed the requested maneuvers. I also dem- What had gone wrong? Was there some- me that it was likely no one would be onstrated two complete full stop thing that I did wrong? How could this out to inspect the aircraft until Monday. landings. The remaining procedure was have happened? These thoughts kept A claim was started with our insurance the manual gear extension. We flew a racing through my mind. We stood by company. The adjuster was backlogged short distance to the practice area and and watched as N8603P was loaded and he said it would likely take him two began the procedure. The gear was onto a roll-back truck. It was brought weeks or more to get out and see the easily disengaged from the motor. The first attempt to drop the gear was not accom- plished until the airspeed was decreased to 100 knots. This attempt did not yield a green light on the panel. I then retracted the gear fully and attempted another extension, this time at 90 knots. We re- ceived a green light on this attempt. Believing we were correctly configured for land- ing, we entered the traffic pattern, further configured for landing, and proceeded base to final. The wind was calm and variable at less than four knots. I demonstrated a nearly perfect landing. The next event that occur- The author’s 1964 PA24-260, red took me by such complete N8603P, where it came to a rest surprise that I think I may after its gear collapsed. have gone into a state of shock or disbelief. The gear collapsed as soon as the weight of the to O&N Aircraft on the field there at aircraft. In the meantime, he did autho- aircraft settled onto the runway. We Seaman’s Airport. There, lifting jacks rize the shop to start putting together an skidded on the asphalt for approxi- were placed in the appropriate posi- estimate to repair the airplane. mately 250 feet, then clipped a runway tions under the wings and a weight was Later that following week, the shop light with the right leading edge and added to the tail. The truck could drive called my partner and me to come see spun to a stop in the grass to the right out from under the airplane at this the landing gear on the Comanche. The of the runway. Confirming that every- point. It was actually very surprising shop’s manager showed us a unique one was okay and no injuries were how little damage there was to the air- feature of the landing gear system. The sustained, I shut down all systems in plane itself. The bent propeller and bar that is used to extend and retract the airplane as my CFI and partner promise of an engine teardown aside, the gear plays an important role in (who was in the back seat) exited the the airframe still looked rather good. The maintaining the position of the gear. airplane. Everyone at the airport rushed flaps had been lowered and actually When no pressure is applied to the bar,
28 • Comanche Flyer NOVEMBER 2013 the nose wheel can be easily pressed same result probably would have played prevent this incident from occurring. It rearward and the gear collapses. How- out when the transmission finally met its turns out that the FAA is aware of the ever, apply some light pressure to the limits on a rough runway or taxiway.) We tendency for the Comanche gear to col- landing gear extension bar inside the tried this ourselves several times and lapse. They also estimate that there may aircraft and it becomes impossible to found the manager to be completely be 30 or so Comanches that do not have make the gear collapse. (Technical Ad- correct. Further investigation revealed the modification to the gear that prevents visor comments: This is not a unique that Piper later came out with a locking the collapse. (Technical Advisor com- feature of the Comanche. It is, in fact, mechanism that would prevent the gear ments: The emergency down-lock latch indicative of a mis-rigged landing gear from collapsing upon extending the gear was only included by Piper during the 1969 system. If you are trying to hold the manually. It was originally covered as a model year production and later singles bar forward and the gear comes under warranty from Piper and owners could and twins. It was available for a time, but center as it did, you would be seriously have this mechanism added to a 1965 rather than say only 30 don’t have it, the hurt! When properly rigged, the nose or later Piper Comanche. The 1964 and fact is MOST Comanches don’t have it. The gear is actually timed to go over center earlier models were not included in this truth is that this latch will not prevent gear slightly after the mains so that it snaps modification, but more about this later. collapse if the gear is improperly rigged, as it will pull out of its mounts if the gear comes under center as N8603P being loaded on to a was the case here.) truck for transfer to a service center to assess its damages. How many of these aircraft are still flying remains in ques- tion. It was apparent that ours belonged to this small group. The investigator emphasized to us all that the demonstra- tion of a manual gear extension is a procedure that should only be performed on jacks and never in the air unless there is an actual emergency where it becomes necessary in order to land the aircraft. There was also discussion that the proce- dure outlined in the POH is not an accurate representation of what follows the manual gear extension. For instance, the re-rigging of the gear and actuating or cycling the motor is not described in any detail. The only description is that down and the main gear push/pull cables The local FAA investigator from Al- the gear must be reset before attempting maintain the proper preload. It is actu- lentown, Pa. came out to see the aircraft to return to flight. Our shop estimated ally the nose gear that holds everything and requested the POH, registration, that resetting the gear is a process that over center, and the paragraph A re- airworthiness and airframe logs, etc. He can take from two to four hours. (Tech- quirement of AD 77-13-21 requires the requested some time to review our doc- nical Advisor comments: Putting the installation of a second nose gear “down uments and then followed up with us by aircraft on jacks and reattaching the gear assist” spring kit. The fact that your mis- the end of the week with a debriefing. transmission after an emergency ex- rigged condition was found after the My partner, CFI, and myself, were all tension should take no more than 10 fact proves that it was the transmission present for the meeting. We were in- minutes. There is no more to it than put- that was holding the gear down under formed that the event would be classified ting the aircraft on jacks and aligning the normal operation, but this condition is as an “incident.” He then wanted to mechanism so that the release latch can for a “limited time,” as eventually the discuss what could have been done to be re-latched). We were not aware
NOVEMBER 2013 Comanche Flyer • 29 that this would be the case. This is attain your complex endorsement. The repair process took nearly 10 something that should be emphasized A clear understanding of the procedure months to complete. Our Comanche to every pilot who flies this make/type should be emphasized without dem- was nearly sent for salvage. There were of aircraft. Further discussion with onstrating the procedure. Again, as a more lessons to be learned, but that is other CFIs led me to discover that low-time pilot, with no experience in a story for another time. manual gear extension is not a common complex aircraft, this was a tough les- procedure demonstrated in order to son to learn. FROM THE TRIBE CHIEFS
MID-STATES TRIBE DATE TRIBE EVENT/LOCATION INFO SOURCE/HOST Nov 16 * NE Lunch/Cambridge, Md. Ron and Lynn Ward at Saturday Lunch Fly-Ins [email protected] register at: Dec. 14 * NE Lunch/Georgetown, Del. Ron and Lynn Ward at Saturday Lunch Fly-Ins will be [email protected] register at: posted in our new Comanche Winds newsletter which will come out every * The following Sunday is the raindate. other month, and are now posted in the calendar summary in the Flyer. (If you wish to organize a lunch fly- NORTHEAST TRIBE Also, we will be sending out e-mail in, please contact Bruce Thumann at notices a month before and the week [email protected] or of the fly-in. There are several fly-ins Saturday Lunch Fly-Ins (713) 875-3056.) already in the process, so watch your Monthly Saturday lunch fly-ins e-mails. These fly-ins will focus on hav- scheduled for remainder of year. See Tribe E-mail Updates ing fun, kicking tires, telling stories and calendar for locations. If you are not receiving the South promoting more new and old friend- Central Tribe’s Smoke Trails Newslet- ships among our tribe members. SOUTH CENTRAL TRIBE ter and would like to, please e-mail If you would like to host a lunch Bruce Thumann at bruce@contract- fly-in, please call Sarah McKinley Saturday Lunch Fly-Ins builders supply.com, and he will at (816) 868-1015 (cell) or e-mail at make sure to amend the list to include If it is difficult for you to make a your e-mail address. [email protected]. full weekend fly-in, you may find the Tribe E-mail Updates Saturday lunch gatherings with Co- manche camaraderie, sharing of flying SOUTHEAST TRIBE If you are not receiving the Mid stories, maintenance talk and lunch, to Saturday Lunch Fly-ins States Comanche Winds newsletter your liking. You should be able to find and would like to, please call Sarah a schedule of the lunch fly-ins on the We will be scheduling lunch fly-ins McKinley at (816) 868-1015 or by e- South Central Tribe website at http:// throughout the spring. These will be mail at [email protected] and she groups.msn.com/SouthCentralTribe scheduled by email. Let me know if will make sure to amend the list to ICS/welcome.msnw and in the South there are good destinations in your include your e-mail address. Central Tribe newsletter Smoke Trails. area. We will get the word out!
Call Today for Advertising Opportunities John Roddy, Advertising Manager Phone: (231) 946-3712 or 1-800-773-7798, FAX: (231) 946-9588, E-mail: [email protected]
30 • Comanche Flyer NOVEMBER 2013 FAVORITE FLY-IN DESTINATION Old Town Bay St. Louis, Miss. Airport: Diamondhead, Mississippi (66Y) by Charlie Horton
relude: Comanche fly-ins are Town in Bay St. Louis for lunch and a taxi up to my hangar and hangar house. fun but not all ICS members stroll around the city, showing you the Hotels and rental cars are available if can make these functions due best part of the town. It would be like you want to spend the night (rental cars to a number of reasons. One a mini fly-in without all the planning are from nearby Stennis International P and preparation, and will add some Airport (KHSA)). From 66Y, it’s about of the top reasons is logistics; it may be too far to travel for that event. The fun into Comanche life! Each tribe will a 30-minute drive to Old Town Bay other reasons are probably conflicts in be asked to submit a showcase town, St. Louis (www.baystlouisoldtown. your schedule, time commitments, and even the remote areas, so all regions com) where we can have lunch at an fuel expense. If we showcase a town can prosper and our distant Comanche open air restaurant on the beach and once a month, the members could con- friends can participate. walk through the old town stores and tact the host and make arrangements As mentioned, this month’s show- antique shops. Budget Travel magazine to meet for the day. For instance, if case destination is Old Town Bay St. named Old Town one of the “Cool- your family or business trip took you Louis. Land at Diamondhead Airport est Small Towns in America” in April to Florida, your return trip might take (66Y) where fuel is $5.30/gallon self- 2013. Coastal Living magazine named you by Diamondhead, Miss. You would service. Diamondhead is an airport Bay St. Louis one of the top ten small contact me and I could pick you up community and I live around the cor- beach towns in the country! Another at the airport and take you to the Old ner from the runway. You can actually attraction close by is “Infinity Sci- ence Center” at Stennis Space Center (www.visitinfinity.com) where you can explore the depths of the oceans and the farthest reaches of space. Visiting these showcased towns is not a one-time invitation. The invita- tion is open forever, whenever you are flying by or just need a place to go to get $1370 $1785 away from it all. I have two cars to take passengers, any more than that we need to arrange a fly-in with transportation. Contact Charlie Horton at (504) MADE IN USA PHONE: (954) 966-7329 FAX: (954) 966-3584 495-5379 for information and arrange- 5614 SW 25 St., Hollywood, FL 33023 ments before arrival (I still work for a WEB: www.survivalproductsinc.com EMAIL: [email protected] living, but will gladly take off to visit new Comanche folks). NOVEMBER 2013 Comanche Flyer • 31 Tips Manual Creech Manual Ball Cap Landing Visor Gear DVD
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32 • Comanche Flyer NOVEMBER 2013 Code Item Price Qty Total ICS11 Tips Manual $65.00 Easy to use, fold flat spiral bound, 365 pages. Updated version due soon. ICS23 Care and Maintenance of the Piper Comanche Single (Creech Manual) $25.00 Donated by Maintenance Director and life-long member, Bill Creech. Tips on care and REVISED maintenance of your Single Comanche. ICS35 Landing Gear DVD $25.00 Watch complete gear removal from the airplane and 1000 hour gear AD performed and hosted by Hans Neubert and George Mahurin. 2 hours. ICS09 Mens White Polo Shirt with pocket $35.00 Circle selection: Single S M L XL XXL Twin S M L XL XXL Both S M L XL XXL ICS14 Ladies Light Blue Knit Polo Shirt $35.00 Circle selection: S M L XL XXL Circle selection: Twin Both Single ICS24 Mens Light Blue Knit Polo Shirt with pocket $35.00 Circle selection: Twin: S M L XL Single: S XL LIMITED SUPPLY ICS27 Mens Ultramarine Polo Shirt with Pocket $35.00 Circle selection: Single: S M L XL XXL ICS28 Stone Washed Denim Shirt $35.00 Circle selection: S M L XL XXL Circle selection: Single Twin Circle selection: Long Sleeve Short Sleeve ICS36 Men’s (New Style) Light Blue Polo Shirt $38.00 Easy Care 60/40 cotton/poly blend, stain release, wrinkle resistant, uv protection, curl free collar, 6.7 ounce, 3 button placket, bone horn buttons, straight bottom, rib knit collar & cuffs, reinforced side vents, taped neck & shoulders. ICS32 Ball Cap $14.00 Circle selection: Tan Blue Circle selection: Twin Single ICS34 Visor $14.00 Ultramarine (blue) Sun Visor with ICS logo. Hook and loop type closure. 100% cotton. ICS26 Coffee Mug $7.50 Circle selection: Single Twin ICS10 Lapel Pin $5.00 Circle selection: Single Twin Logo ICS05 Decals (price for 2) $5.00 ICS06 Cloth Patch $6.00
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NOVEMBER 2013 Comanche Flyer • 33 FLORES (LPFL) – SANTA MARIA (LPAZ) September 16 – 324 nm, 2.5 hours his flight passed over Horta Airport and an adjacent moun- Ttain which peaks over 8,000 feet high, so the flight level was 100. On arrival at Santa Maria, customs and immigration formalities were ef- fortless as the local airline, SATA, was the handling company. I requested de- tails of the maintenance shop and was informed the only shop in the Azores was at Ponta Delgada International Airport. The gentleman taking care of the processing phoned them, spoke in Portuguese for a while, then handed the telephone to me. I asked the engi- neer if they had any experience with Twin Comanches; his reply was “just fly the plane over.” Arrangements were made for a departure at 10:00 a.m. the next day for the short, 52 nm flight to the International Airport (LPPD) on Ponta Delgada. The Santa Maria Hotel had a com- Part 4 fortable room and served an excellent dinner that evening and breakfast the Editor’s Note: In the last issue of Comanche Flyer, following morning. Access to the air- author Bob Jeffery shared Part 3 of his Round-the- craft parking area was convenient and a short walk from the SATA handling World Adventure, from having a wonderful time at office. On arrival at LPPD, I was mar- the ICS Convention, that year, held in Savannah, Ga., shalled by the “follow me” vehicle to a transition parking area on the opposite to spending time in Lock Haven and ending up on side of the airport from the terminal buildings, then driven to the mainte- one of the islands of the Azores. His adventure con- nance hangar. The shop staff was very tinues for his final destination … home. welcoming and explained they did all the maintenance for the Dash 8 Q800 aircraft which SATA uses as inter-island by Bob Jeffery commuters. The plan was to work on
34 • Comanche Flyer NOVEMBER 2013 From the Logbook
VH-WVL when there was no work on Departing Santa Maria for Lisbon, straight into a trough. the Dash 8s. The chief engineer drove me over to the Comanche and another engineer guided me during taxi back to the workshop. They needed a service manual for the fuel system, so we down- loaded it. The engineer took it home and studied it that evening. I decided to replace both solenoid valves and ordered them from JL Osborne. Then Webco was contacted to supply a gasket set for both fuel selector valves. The following morning, I was given a pass to access the shop via the secu- rity gate. The care and attention given to VH-WVL during the 12 days she was in the maintenance hangar were out- standing, and the friendly nature of all of the staff members is memorable. I visited the airport every other day and took local bus rides on public transport the alternate days. Even though the large hangar was old, the company kept it in very clean condition with a clean- p.m. said, “My duty time is up now, but him that year. On September 30, after ing lady continually servicing the con- I started this and will stay here until it bidding our farewells, I took a short crete floor with a machine. She also is finished.” When I asked for the cost flight back to Santa Maria. maintained the supply of excellent of the bill in Euros, I was told, “Bob, it fresh coffee in the mess room. is costing you nothing.” SANTA MARIA (LPAZ) – CASCAIS, LISBON (LPCS) Both fuel selector valves were re- During my conversations with the October 02 – 809 nm, 5.5 Hours moved and examined internally then staff, they explained that due to the new gaskets and seals were fitted with recession the company had not held a eather conditions were not the Webco supplied parts. The entire Christmas party the past two years. I the best for my departure, as fuel system was pressure tested. The had two 500 Euro notes for incidental Wa trough was moving north, day after the parts arrived, the Chief expenses so I walked up the stairs to and right across the first half of my Engineer had, at one stage, four engi- the maintenance manager’s office and flight area. After the friendly lady at neers working on the Comanche. I could spoke with his secretary who guided Santa Maria Radio gave me a warm see one pair of legs out through the bag- me to his office. He was the only person farewell, I headed into the trough area gage door, another through the cabin who wore a suit and tie. I handed him with bumpy conditions for the first door, another inside and the unfortunate the 1,000 euros and said, “You are all two hours. There was no indication gentleman under the belly re-installing having a Christmas party on me this of cell activity on the WX500. The GA the fuel selector valves, who, at 4.30 year.” I received a Christmas card from airport at Cascais was smaller than I
NOVEMBER 2013 Comanche Flyer • 35 had expected, but was efficient and had the opposite side of the airport from the found the weather officer spoke good all the amenities for a pleasant stay. Ac- terminal and administration buildings. English and, furthermore was cheerful cess to the parking area was easy, and I had difficulty getting through security and friendly. He briefed in advance for the locals employed at the shops were as both officers could not speak English; the following day’s flight and assured friendly and ready to help if needed. in the end, a local pilot assisted. Prob- me someone would be on duty the next lems started the following day, when I morning at 6:00 a.m. I then tried to file CASCAIS (LPCS) – took a taxi back to security to check the the flight plan at the adjacent office, VALENCIA (LEVC) plane over and get my pilot’s bag with but it was declined because it could October 04 – 430 nm, 2.9 Hours all the charts to finalise the next flight only be filed after all airport taxes and ngines were started, pre-checks plan. In poor English I was told there charges were paid for, and the payment complete, and three other planes was no access without a filed flight plan could only be done immediately prior Ewere ahead of me for takeoff. We for departure. Once again, another pi- to departure. That afternoon I returned were advised to shut down, the SSR at lot helped, and within 10 minutes an to the GA parking area security gate Lisbon was out. There was a delay of airport car arrived with a young man and this time was allowed to walk to over an hour, then I had a departure who spoke perfect English. He told me my nearby airplane. But there were over water. ATC was straight forward he would drive me to the aircraft and I more unwelcome surprises in store in Portugal, but around half-way across was allowed to get my pilot’s bag only, for me – there was no avgas tanker. I Spain after a frequency change, I could and do nothing else. He also informed had to taxi the plane over to the fuel not get an answer from the lady in ATC, me a handler must be used at their air- depot, adjacent to the administration who was speaking only in Spanish. Lat- port. Before he departed, arrangements buildings. I had to pay cash in Euros, er contact was made with Valencia, were made for access to the plane the but I had enough as I had stopped at then I had a trouble-free approach. next day for re-fuelling. That was duly an ATM that morning. The weather throughout was clear. I arranged for mid-afternoon. The next was surprised to see the vast clusters of morning, I located the building where VALENCIA (LEVC) – wind turbines all across Spain. The GA weather and flight briefing was pro- PALERMO (LICJ) parking area at LEVC was large and on cessed. A surprise was in store, as I October 09 – 641 nm, 4.3 Hours
Inside SATA hangar at Ponta Delgada Azores.
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36 • Comanche Flyer NOVEMBER 2013 had an early start and a short walk to the administration building. I They must have been asleep, as there was no answer on the paging phone at the counter. At the flight plan briefing office, I woke the lady on duty. She was uncooperative and pointed to a machine which I had seen local pilots use to file flight plans the previous day. It was in Spanish only, and I refused to use it. I further “dis- rupted” her morning by requesting the airport account for cash payment – so much for the 24-hour “service.” She got her act together and in a welcome short space of time attended to both formalities, as I am sure she was as eager to get rid of me as I was to see the last of her and Valencia Airport. The weather conditions across the Medi- terranean were poor and through the clouds I could see vicious squall marks on the surface. Approaching Sicily, the weather started to improve. The ATC at Rome was very friendly and oblig- ing, but their English was sometimes
difficult to understand. I was met by but not the hotel where I stayed. The three people who drove to the parking day before departure, I arranged for a area just along the passenger terminal. re-fuel mid-afternoon. This was done They were from a handling company at the depot alongside where VH-WVL which the tower must have decided I was parked. The fuel company had required. All staff was very efficient “provision” for credit card payment, and had a well-equipped office/lounge however my Visa was rejected and so airside. It was self-contained and had was the debit MasterCard. My guide a kitchen which my late wife, Akiko, from the handler said, “Bob, this is would have approved of. They al- Italy!” I had to get cash from an ATM lowed me to use one of their desks then go through security again which and computer. Taxis were expensive, is effortless if you have a handler.
NOVEMBER 2013 Comanche Flyer • 37 Parked at Palermo Airport in Sicily.
Mountain alongside Horta Airport Azores; photo taken from 10,000 feet.
PALERMO (LICJ) – did not have to wear any uniform at LUXOR (HELX) any airport I visited. After leaving the October 12 – 1,386 nm, 9.4 Hours United States, I carried the pilot’s shirt learance for the flight to Luxor with captain’s epaulets (I had purchased had not arrived by the time I it at a pilot’s shop in the U.S.) inside my Cchecked out of the hotel, so overnight bag. On entering the arrival I spent time waiting at the handler’s lounge, the handler said that I wouldn’t comfortable lounge room. It came by be allowed through immigration because mid-afternoon, and fortunately the bad I didn’t look like air crew. I asked the location of the nearest restroom, went weather had cleared. It was dark by the inside, and changed to the pilot’s shirt time the Egyptian coast approached, and black pants. and I was given a flight route different from the planned one due to military I found the Egyptians friendly, par- restricted areas. ATC was no problem ticularly at the hotel where I spent and I was invited to visit the tower at most of my time, except when souve- from the terminal building and as ex- Luxor at my leisure (which I did not nir shopping. My arrival had been in plained “too far to walk, you must use get around to doing). The handler, AN darkness, so the vastness of the con- transport.” This meant paying US$30 Aviation, was the same used by Robert crete tarmac area was unbelievable, out and another back when you re- Limb during his more recent African as also highlighted in Robert’s African quired access to your plane, during adventure as the staff member had Adventure story. I did not see another re-fuel. Transport was a huge bus also worked for the hotel and an attractive aircraft at Luxor Airport during my used for large groups of passengers on room rate was given. Up until now, I stay, and VH-WVL was parked way out commercial flights.
38 • Comanche Flyer NOVEMBER 2013 LUXOR (HELX) – also was seated right in front of a “wall- MUSCAT (OOMS) type” air-conditioner which was far too October 13 – 1,455 nm, 10.2 Hours cold for my liking. There were several Get Oiled other guests dining, and when no one Before You Start! he over-flight charge for Saudi was looking, I switched the air off. To Install an Oilamatic Arabia was paid before depar- Aircraft Engine Preoiler Tture which was convenient in- my surprise there was a draught beer stead of a charge arriving later. After on tap in the corner near my table. crossing the Red Sea, the inhospitable It was a relief to get back to my room terrain ahead became visible. At this and turn in. I was sound asleep when point, at the flight plan level of 090, the phone started ringing at 7:00 a.m. moderate turbulence started and was It was the front desk advising me that with me all the way across to the Gulf a representative from Oman Air was Coast area. VH-WVL was in a light area there to meet me. I had informed them of desert dust, the top appeared to be on arrival that I would visit their office around 12,000 feet. ATC all the way around 10:30 a.m. the following day. REDUCE ENGINE WEAR! across and to my destination was very This was the beginning of an incident good which eased the discomfort of Up to 70% of engine wear which I will not write about any further the flight conditions somewhat. By the is caused by insufficient except to say that it had nothing to do time of entry into Muscat FIR, it was lubrication during start. dark. The arrival procedure was reason- with Oman Air; rather, everything to Certified on Comanches able, and the system used for taxi hire, do with a conniving local hotel staff. and Twin Comanches where a voucher is purchased at a stall Inside the restaurant, the young outside, was convenient. waiters had the hard rock music play- ing at a deafening level and when I entered for breakfast I told them in no http://www.oilamatic.com uncertain terms what to do with their P.O. Box 5284 • Englewood, CO 80155 (303) 770-0175, 1-800-343-7623, FAX (303) 793-0493 CD as I am sure the Golden Tulip chain would not have such music in their restaurant. Arrangements were made during my visit to the airport for re- fuelling the following day. There were many aspects of Seeb Airport and my stay at the hotel which made me wish I had never stopped there. An added frustration was a disrup- tion of the internet service to the area where the hotel was located.
MUSCAT (OOMS) – COLOMBO (VCBI) October 18 – 1,631 nm, 11.2 Hours ven though I had done my best the day before to encourage the Estaff of Oman Air to have all the account paperwork ready for payment I secured a room at the Golden Tu- by 7:00 a.m., it wasn’t, and I had to wait lip Hotel which was closest to the air- for 35 minutes then walk back into the port and used by some air crew. By the immigration hall to the cashier’s office time I checked in, it was after 11:00 to settle. Then there was a delay for p.m. and I was hungry. I entered the start approval, and a further one for restaurant and was surprised, and an- taxi approval. Finally, I was in the air noyed, at the loud “hard rock” music at 0805 local time and away from the being played on the sound system. I place. Passing through 2,000 feet, ATC
NOVEMBER 2013 Comanche Flyer • 39 requested an estimate for the transition wheel and then asked where the han- a bank. He went inside with the cash waypoint from Muscat to Mumbai FIR, dler was. I had no idea; they were al- then drove back to the fuel depot. Two which was three waypoints down the ways in attendance with the drums were taken to the parking area track. Standby requested was in order “wheel-chocker.” We both waited, then and with two men from the office, the to verify winds at 070, they came back after five minutes, I told him I would handler, three refuellers and I, with a advising Mumbai needed to know. My walk to the arrival hall. He invited me little precious avgas being spilt, they reply was, “in due course.” The ATC to hop up on his tug vehicle, sit on the managed to get most of the contents operator at Mumbai Radio was busy and fender for a free ride. Inside the im- into the tanks. That night Charith took handled traffic very well. Their system, migration hall, I was not permitted me to his home for dinner. He and his it seems, required me to give them es- through and was taken up an open new wife live with his mother in the timates for two waypoints in advance. stairway to an office overlooking the family home. What a pleasant change The clearance included a track across entire hall. An officer requested the from Muscat! the southern tip of India, so I was care- reason I was in the arrival hall, I ex- ful and polite ... to a point. plained, then was asked the name of COLOMBO (VCBI) – When the transponder started to the handling company. I was not ad- PENANG (WMKP) “blink” SSR coverage seemed reliable. vised by the clearance company in October 21 – 916 nm, 6.1 Hours ATC asked for an estimate abeam an England of the handler’s company t was a beautiful morning when I NDB. I had to hurriedly estimate the name. The officer, who had been ag- departed and the flight across the is- distance on the paper chart using my gressive with his questioning, told me Iland was very scenic. ATC directed present surface speed. ATC came back, immigration clearance would not be my attention to a town nestled in a “your estimate is three minutes out.” possible without a handler in atten- most beautiful valley. Over the ocean, As this abeam position was 50 minutes dance. I suggested he phone the control I was transferred to Chennai Radio in ahead, I thought what are these people tower as they had the clearance for me India for oceanic HF ATC. The mon- on?! There were more hassles after to land at Colombo and therefor would soon trough was just to the north of my being transferred to another ATC op- know which local company processed track and I had to cope with the effects erator past the NDB abeam point. I the application. He made a phone call, of it throughout. I was not the only pi- must note that the approved flight plan spoke in the local language, then con- lot having problems with Indian ATC, a Qantas flight had requested 10 nm consisted of international waypoints cluded the call. He then changed the left and right of track due to weather throughout. subject of conversation, became friend- with the controller. After about five ATC then requested an estimate ly and we had an interesting conversa- minutes, he requested a second time. abeam a VOR about 120 miles further tion for about five minutes until a man Each request was acknowledged by from Air Lanka (the local airline) ar- on. That was it! With the early start ATC. After another five minutes, the rived to guide me through formalities. and continued hassles at Muscat I was pilot questioned the reason for the in no mood for this. My reply, “Lady, I The following morning I returned delay. Shortly, she came back with 10 have been up since 4:30 this morning, to the airport to get an airport pass. nm left of track approved. From my give...me...a...break!” Two minutes This took about 40 minutes. Arrange- monitoring, there were no other flights later, I was transferred to another ATC, ments were made to re-fuel the follow- in the area at the time. On descent and there were no more requested spe- ing morning for the flight to Penang. into Penang, I was prepared for an ILS cial estimates. The young man, Charith, from Air approach as the weather in the area The forecast indicated thunder- Lanka who had taken charge of my from southern Thailand to Penang storms in the area and the WX500 had handling was a friendly newlywed. The was adverse. cell activity to the track southwest and next morning, the fuel depot manager Luck was with me again as the flight inland over the mountains. As it was advised payment for the avgas (in path was clear onto left base. The sky already night by the time of arrival in 200-litre drums only) had to be in for- around Butterworth on the other side the bad weather area, lightning was eign currency cash. I did not want to of Penang was black. I was directed to clearly visible confirming the WX500 use any of the U.S. dollars I had remain- park in front of the control tower as was functioning well. Once again, even ing, so I explained I would have to get the GA parking area was under re- though the winds were not assisting, I local currency from an ATM. This was construction and closed. There was no was fortunate with smooth passage not acceptable. The handler had a con- handler to meet me once again. I was through the bad weather areas. Ar- versation with them and after about 30 in contact by VHF with the tower and rival into Colombo was efficient and minutes, he took me to an ATM. I with- they invited me to walk the short dis- friendly. The worker chocked the nose drew enough cash then he drove me to tance and take the elevator to their
40 • Comanche Flyer NOVEMBER 2013 In-flight over Penang-Subang Airport, Kuala Lumpur Malaysia
Parked in front of Penang Airport tower in Malaysia.
Ready at Denpasar Airport in Bali for flight back to Australia.
NOVEMBER 2013 Comanche Flyer • 41 They were each handed a Malaysian Ringgit note worth around US$12. We all drove to the im- migration hall entrance in their van. I was taken through immigration by the elder of the three, and the others took off in the van with my overnight bag, straight through the access gate without any customs check. In next to no time, I had the keys to the hotel room. A two-night stay was planned, and the fol- lowing day they picked me up and we drove to the airport where another two drums of avgas were pumped into the tanks. Dinner at Charith’s Mother’s home in Colombo Sri Lanka. After a haggle, I had the handling charge reduced control room. This was done in the the GA airport for Kuala Lumpur – from US$500 to approximately US$160 rain. My shoes were removed before previously the main international air- which was paid for in Malaysian Ring- entering the control room area. It was port. The flight down to Subang was gits cash, the exchange rate of which spotless and staffed by a young gentle- scenic and most enjoyable. Malaysia they were unsure. man and a lady. I had intended to stay is very GA-friendly and a delight to fly JAKATRA (WIHH) – three nights here and get the oil through. On arrival, I made contact with a maintenance company for an oil DENPASAR (WADD) changed in the engines but due to the change. The young gentleman attending October 26 – 566 nm, 3.8 Hours GA area closure they asked if I could to this was Azim, a young man who took arrange to depart the following morn- he handlers did not arrive to very good care and assisted me during transport me to the airport, they ing. This was arranged just before the my two days at Subang. must have figured out the Ring- handler was located by phone. He met T git exchange rate ... ah well ... when in me by the Comanche, and we walked KUALA LUMPUR (WMSA) – Rome! There were no delays here, the to his office. I was handed a bill for JAKARTA (WIHH) tower called me to taxi when I hadn’t around US$390. I refused to pay be- 802 nm, 5.4 Hours finished the engine run-up. The flight cause of a no-show on arrival. zim was waiting for my arrival to Bali was scenic and interesting with at the airport and guided me to PENANG (WMKP) – effortless ATC procedures. Another the office for payment of airport KUALA LUMPUR (WMSA) A three handlers met me, sub-contrac- charges then through immigration and October 22 – 218 nm, 1.4 Hours tors to the main handling company. I to VH-WVL. He did not charge for his wasn’t happy with the hotel they had had requested the avgas tanker for time, as his company was used for the reserved and would not accept it, so an 0900 re-fuel while at the han- oil change service. There were no de- they drove me back to the airport for Idler’s office the afternoon before. parture delays, and it wasn’t long be- my own arrangements. A good hotel On time, a tanker arrived but I noted fore a change to the Singapore FIR was was reserved which was an enjoyable Jet A1 on the markings. The driver made. I lost VHF contact before being accommodation with good service and informed me that jet fuel had been handed over to Indonesia. Eventually meals. Three nights had been planned ordered by KLAS, the handler; he then I had contact, and made a trouble- and the last full day I prepared the ar- drove off and returned in the avgas free arrival at Halim, the secondary rival documents for Australian Border tanker. The lady in the tower filed my airport for Jakarta. Three men from Protection which had to be faxed to flight plan and gave me copies of the the handling company were standing their Broome office, my arrival airport. plates for Subang Airport which is now by when the engines were shut down. Three weeks earlier after checking their
42 • Comanche Flyer NOVEMBER 2013 website for the phone Adventurousand fax numbers, with handwriting, volunteer and checked pilots all re- Goneneeded were the smooth over-water I sent them an email as well to ensurefor conservationceipts. They were not interested missions in the conditions. On arrival, I taxied to the I had the correct fax number. Their paperwork for the new props and the avgas outlet and after a walk-around office in Sydney confirmed the same EFIS which I had declared and which discovered a deep nick in one of the number as listed on the website. This I had in order for the airworthiness right prop blades. They were un- was not their Broome office at all, but documents for CASA (similar to the marked that morning when I did the the airport administration office which FAA). Eventually, they came across checks at Broome. There were large was closed for a public holiday (a Fri- the printed copy of the email I received loose stones all around the tarmac day) and not open on Saturdays, my from their Sydney office with the wrong area of this small airport. arrival day from Bali. information. Then they looked at the travelling clock presented to me at the TENNANT CREEK (YTNK) – BALI (WADD) – Savannah Convention “Australia to GOLD COAST (YBCG) BROOME (YBRM) Savannah 2011 VH-WVL.” They started October 31 – 1,241 nm, 9.1 Hours October 29 – 695 nm, 4.7 Hours to realize I probably was not running here is no taxi service at Tennant drugs from Bali to Broome. After about he weather was fair for my final Creek so without transport it was an hour, they told me to put all my be- international flight to Broome, a one KM walk in the dark to the longings back in the plane, requested T which made it very smooth with airport. The final flight was planned via T charges of $160 and departed. What a a scenic departure from Bali. The Cus- Longreach for a fuel stop. Once again welcome back home! toms/Immigration office did not have headwinds were experienced for most any details of my arrival. The tower of the flight back to the Gold Coast, my VolunteersBROOME flying for (YBRM) the environment – since 1979. phoned them, they were already on RTW departure airport. TENNANT CREEK (YTNK) their way to meet a charter flight and October 30 – 726 nm, 5.1 Hours My RTW Adventure was complete! arrived about 10 minutes later. I was given a hard time, they werePhone: certain I307-332-3242 had an early departure t www.lighthawk.org for the most Total flight time: 172.2 hours was up to no good. They went through uncomfortable flight of the entire Distance flown: 25,064 nm my pilot’s bag, read every piece of paper Iadventure Half Horizontalfor dodging cu buildups. Countries Visited: 13
Adventurous volunteer pilots needed for conservation missions
Volunteers flying for the environment since 1979.
Phone: 307-332-3242 t www.lighthawk.org
NOVEMBER 2013 Comanche Flyer • 43 CS-NE hosted a three-day fly-in FEATURED FLY-IN weekend on Nantucket Island I(ACK) from Friday, September 13 to Sunday, September 15. There was also the option to join us for the day on Saturday. September is the lovely end of the season on Nantucket and most Northeast shops are still open. We had a number of planned activities, as well as free time to explore the shops and sights. The group stayed at the Nantucket Inn, Tribe Hosts located across the street from the air- port. The Inn provides an extensive breakfast buffet each morning, making Fly-in to a great start to the day. Flying a Comanche to Nantucket is not a big problem, but VFR-only pilots Nantucket need to be aware of the unique local weather patterns. After all, the airport location was chosen to train Navy pilots in handling low visibility operations. Island Our weekend was no exception, with low clouds and rain on Friday, the ar- by Pete Morse, ICS #16012 rival day. Two Comanches managed to land using the ILS-24 under a low overcast. The rest arrived early on Sat- urday, in beautiful weather and in time for the day’s activities.
The planned Saturday group ac- tivities began at 10:00 a.m. with a one-and-a-half-hour guided bus tour of Nantucket by Aras Tours. We de- parted the Nantucket Inn and drove to ‘Sconset on the eastern end of Nan- tucket. Along the way, Ara told us of the history of the buildings we passed, and pointed out the many interesting gardens. After a brief stop to stretch our legs on the bluff overlooking the Atlantic, we continued to the Brant Point Lighthouse. This was recently moved back from the bluff to prevent it from toppling into the sea as the island erodes. On the way back to town, we stopped to inspect a cranberry bog and learn about it’s method of harvesting. Then it was slowly through town, past the restored windmill, to the Coast Guard Beach and another chance to stretch our legs before being dropped off in town for the day.
The mid-day free time gave ev- eryone a chance to do some serious browsing among the shops or to visit the Nantucket Whaling Museum. We also found our own places to eat lunch, choosing from the many little pubs and restaurants. At 4:00 p.m., we all met on Straight built by Captain Jim 35 years earlier, Maine. We happily assisted in setting Wharf for an hour-and-a-half sail on and is patterned on the small fishing the sails and ventured out of the har- Friendship Sloop Endeavor. It was boats of the early 1900s in Friendship, bor into Nantucket Sound. There was a nice breeze from the southwest and the boat seemed very happy to be alive. Captain Jim was happy to answer all questions about the boat and Nantucket in general. I think we were all sorry when we returned to the pier that our time on board was over. After riding the shuttle van back to the Inn, we all went to dinner at AK Diamonds. As always, the food was great and the conversation even better. On Sunday, we each went our own way following goodbyes after the break- fast buffet, some to depart for home and others to continue to explore Nan- tucket. Everyone expressed their hap- piness in the weekend’s activities and a desire to come back another time. See you next time on the Grey Lady!
NOVEMBER 2013 Comanche Flyer • 45 CLASSIFIEDS Comanches For Sale PA24-260 1965 260 TT2550 SMOH 120 Many mods, 90 gal. • (Two issue minimum) PA24-250 fuel, GAMI injectors, always hangared, preoiler, no • 25 Words: $25.00/2 issues dry starts. 82K (503)631- 3117. 2/2 • No charge for photos 1964 Comanche 250, 5268TT, 675SMOH, Prop • Extra Words: $0.50/word 602SMOH, annual completed. Avionics, Garmin • Payment must accompany advertisement order. GNS530WASS, Garmin 340 Audio, Garmin GTX370 Transponder, Narco MK12D+ Nav Com, Narco All advertising must be received by the ICS in writing 890DME, Century 2000 auto pilot with altitude (mail, fax, or e-mail) five weeks prior to the desired month of publication. Payment must accompany adver- hold, connected to GNS-530W & JPI-450. JPI-700 tisement order. engine analyzer, JPI-450 fuel totalizer. New Artex 406 ELT and new STC'd R&J metal instrument Renewals may be made by telephone, but initial panel. LoPresti mods, Wholly Cowl, aileron & gap ad must be in writing. seals, elevator mod (speed increase to 227mph). The publisher makes no warranties as to the 3-Blade McCauley prop, four new fuel bladders 90 veracity or accuracy of the information provided by gallons total, Webco push/pull conduits, Bogart the advertiser. The publisher is under no obligation to cables and Pulsar lights,.Engine overhauled by accept any or all advertisements. Mattituck with new Millennium cylinders. New paint Cheveron White with two shades of blue. This PA30 International Comanche is well maintained and hangared at 4B0, Comanche Society Albany, NY. I have owned it for the last 15 years, 1963 Turbo PA30 C/R, SN30-70, “C” model interior, relocating and time to sell. $85,000. David Turboed (upgraded), 2720TTAF, 210 both engines Trading Post & Classified (813)633-7867 or email [email protected]. 1/2 SFOH, same owner 35yrs, 160 gal gives 2000mi N/S; Advertising Contact: sound proofed, 1/4” glass, “Q” tips, Century III auto pilot, Dual Coupled ILS, King Avionics: KI-229 RMI; Nancy A. Whitten KCS-55A comp KMA-24 Audio; (2) KY-197 Comms; 2779 Aero Park Drive KNS-80, KN 53,87,76; KMA-10 R.ALTMTA.; WX-10A Stormscope. Lt Wt Starters, Alternators, dual tach & Traverse City, MI 49686 M/P, all gap seals, Shadin fuel Comptr; Basic “T” Phone: (800) 773-7798 Panel. Best Offer. Tom (425)485-6226 (WA) 1/2 Fax: (231) 946-9588 E-mail: [email protected] TRADING POST
Trading Post is a non-commercial, member to mem- PA24-250: This aircraft has been owned by the ber service provided free of charge, one time per same pilot for the past 14 years and has been member, per year. The sale of aircraft is not permitted meticulously maintained. Early logs are missing in the Trading Post. but the past 12+ years are carefully recorded. • Ads must be submitted in writing 1026SMOH. Airframe: TTAF4012. Engine Specs: only (fax or E-mail OK). Lycoming O-540 A-1-A, SMOH1026. Prop(s): 2 • Free ads may not be placed by phone. Aircraft Wanted blade, 467SPOH. Avionics/Radios: Garmin 430W • First 25 words are free. w/Terrain/Traffic/Lightning, #2 Garmin 430 with • Extra words are $0.40 per word. COMANCHES WANTED: ALL MODELS, runouts OK, traffic, Garmin 340 Audio Panel; GTX 330 Mode S needing P&I/Radio upgrades OK, fast discriminate Transponder, L3 WX-500 Strike Finder, King KCS Fax: (231) 946-9588 transaction on your ramp 20 years experience/ 55-A HSI, Garmin GI 106 Indicator, STEC 60-2 Auto E-mail: [email protected] references. Call Jim, (760) 803-3093. avloc@ Pilot w/GPSS Steering, 406 Mhz ELT Unit, JPI EDM 700 Engine Monitor, JPI FS 450 Fuel Flow, Narco yahoo.com. 2/2 Both recently overhauled, looking like new: 1 Dukes ADF 140, Guardian C.O. Detector. Additional gear transmission & motor assembly, $2995.00 and 1 Equipment: Sky-Tec Lightweight Starter, Airwolf Dura gear transmission & motor assembly, $2495.00. Air/Oil Separator, Avionics Master Switch, Single Please, only serious inquiries. (817) 267-0465. 2/2 piece windshield, 4-place Intercom, Sky-Tec 60amp Lighweight Alternator, new Champion Wire FOR SALE: Two brake caliper assemblies for Harness, Irridium single wire plugs (new), Vertical Comanche. #471-716 – rebuilt w/ all new O rings. card Compass, new ¼"glass side windows, Tested and usable stabilator yoke assembly and Standby Vacuum System, Master Dimmer Panel torque tube. Calipers $550.00, Yoke and T-tube Lights, Nu-Lites Full Panel. Exterior Paint and $800.00. Dan @ (409)789-4314. 2/2 Interior: Overall white w/Maroon and Gray trim, in very good condition. Interior: red velour - w/a Wanted: Set of wings for 1971 single engine Comanche modern redone panel. Navaho Ram Horn Yokes, 260. Victor Gelking: (701) 293-8362 (ND). 2/2 Overhead Door Lock. Inspection Status: annual inspection complied with 9/2012. IFR Cert 1/2013. Wanted: PA-30, low TTAF; NDH, mid-time engines $49,900.00. For information, contact: Robert OK; upgraded avionics a plus. Please send pics Sayles cell (704)430-7576 or Safeflightservice. and specs to: [email protected]; [email protected]. 1/2 (727)379-2555. 1/2
46 • Comanche Flyer NOVEMBER 2013 PLACING AN AD? Use this list as a guideline for the information you may want to provide and the order in which to do so. • YEAR, Model Year of Aircraft • WEATHER ADVOIDANCE EQUIPMENT, Stormscope, • MODEL, PA 24-180, 250, 260, 400 Radar, • SERIAL NUMBER, Serial Number of Aircraft • SPECIAL EQUIPMENT LISTING, Engine Monitor (EGT, CHT, Fuel Flow, etc.) • N-NUMBER, Registration Number of Aircraft Type & Make of Autopilot • TOTAL AIRFRAME TIME, Total Hours On Airframe • AUTOPILOT, • AIRFRAME DAMAGE HISTORY, Any Damage • INTERCOM History e.g. Gear Up Landing • INTERIOR CONDITION & NUMBER OF SEATS • TOTAL ENGINE TIME, Total Hours On Engine Since • EXTERIOR MODIFICATIONS, Gap Seals, Wing Factory New or Remanufactured Tips, Speed Mods, Windshield • ENGINE TIME SINCE TOP OR MAJOR OVERHAUL • PAINT CONDITION • PROPELLER TIME, Total Time On Prop Since New • HANGERED OR TIED DOWN or Overhaul • AD NOTE COMPLIANCE • ANNUAL INSPECTION DATE • GENERAL COMMENTS • FLIGHT INSTRUMENTS, Standard Gyro Panel, • ASKING PRICE Electronic Flight Instrument System • CONTACT PHONE NUMBER • RADIO / NAVIGATION EQUIPMENT LISTING, • CONTACT E-MAIL Communications & Navigation Equipment Listing e.g. GPS, ILS, VORs
WARREN GREGOIRE & ASSOCIATES LLC 1933 DAVIS STREET, SUITE 276 SAN LEANDRO, CA 94577 VOICE 510-633-9353, FAX 510-633-9355 ABBREVIATION KEY WEBSITE www.warrengregoire.com A/C Air Conditioning ILS Instrument Landing System AD’s Airworthiness Directives LE Left Engine ADF Automatic Direction Finder LOC Localizer (Runway Centerline Guidance) AH Artificial Horizon LORAN Long Range Navigation System A&P Airframe & Powerplant Mechanic M/B Marker Beacon AI Aircraft Inspector MDH Major Damage History A/P Audio Panel NDH No Damage History AP Autopilot NM Nautical Miles CDI Course Deviation Indicator NAV Navigation Radio Receiver CHT Cylinder Head Temperature OAT Outside Air Temperature COM Communication OH Overhaul C/R Counter Rotating PET Piper Electric Trim C/T Carburetor Temperature RB Rotating Beacon DF Direction Finder R/C Rate of Climb DG Directional Gyro RE Right Engine DME Distance Measuring Equipment RG Retractable Landing Gear EFIS Electronic Flight Instrument System RNAV Area Navigation EGT Exhaust Gas Temperature SB’s Service Bulletins ELT Emergency Locator Transmitter SCMOH Since Chrome Major Overhaul E/P External Power Plug SFN Since Factory New F/D Flight Director SFRM Since Factory Remanufacture FGP Full Gyro Panel SMOH Since Major Overhaul FWF Firewall Forward SOH Since Overhaul GPS Global Positioning System S/N Serial Number G/S Glide Slope SPOH Since Propeller Overhaul GSP Ground Service Plug STOH Since Top Overhaul H/P Heated Pitot TBO Time Between Overhauls HP Horsepower TT Total Time HSI Horizontal Situation Indicator TTAE Total Time Airframe and Engine IFR Instrument Flight Rules TTSN Total Time Since New IMC Instrument Meteorological Conditions XPDR Transponder
NOVEMBER 2013 Comanche Flyer • 47 ADVERTISING INDEX
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