SEPTEMBER 2006 VOLUME 33, NO. 9

The Official Membership Publication of The International Comanche Society

The Comanche Flyer is the official monthly member publication of the International Comanche Society Volume 33, No. 9 • September 2006 5604 Phillip J. Rhoads Avenue www.comancheflyer.com Hangar 3, Suite 4 Bethany, OK 73008 Published By the International Comanche Society, Inc. Tel: (405) 491-0321 Fax: (405) 491-0325 www.comancheflyer.com CONTENTS

ICS President 2 Letter From The President Lawrence Paratz Lawrence Paratz A New ICS Board and the Ph: + 61-3-9817-1222 Issues We All Face E-mail: [email protected] Cover Story: Comanche Spirit Managing Editor 4 Learning New Languages at the Age of 40 – Jan Brill Kim Blonigen E-mail: [email protected] The Globetrotter Twin Comanche Advertising Manager 10 2005-2006 ICS Board of Directors John Shoemaker & Tribe Representatives 800-773-7798 Fax: (231) 946-9588 10 2005-2006 ICS Standing E-mail: [email protected] Committees & Chairpersons Graphic Design 11 CFF-Approved CFIs Koren Herriman Technically Speaking E-mail: [email protected] 12 Upgrading Supplemental Oxygen Chris Burns Printer Will Lighten Your Load Village Press 2779 Aero Park Drive 14 Online Intelligence — Traverse City, MI 49685-0629 Alternator Problems www.villagepress.com Pilot Pointers Office Manager 18 It Should Not Happen To You — Omri Talmon Gaynor Ekman Comanche Accidents for Tel: (405) 491-0321 June 2006 and a Case Fax: (405) 491-0325 E-mail: [email protected] 22 Flight Into O’Hare Wasn’t Hairy at All Charlie Littwin The Comanche Flyer is available to members; the $25 annual subscription rate is included From the Logbook in the Society’s Annual Membership dues in 24 What I Did on my Summer Vacation LeWayne Garrison US funds below. 31 From the Tribe Chiefs USA, Canada & Mexico $63 per year 37 Shoulder Harness Program UK, Europe, Asia & Africa Fly-In Reports $85 per year 38 The South Central Tribe’s Dick Brown All other Countries Incl. Australia Palo Duro Extravaganza $78 per year 41 Mid-States and North Central Barb Beil Cover Photo Tribes Enjoy House on the Rock 1964 Turbo PA30 owned by Jan Brill of Straubing Germany 42 Southwest Tribe Reeps Reno’s Peggy Harmon Offerings and Welcome New Board Copyright Notice The act of making a submission for publication Featured Fly-In is an express warranty that such contribution 44 North Central Tribe Gains Knowledge and Bill Schnauffer does not infringe on the rights or copyright of Camaraderie at Maintenance Seminar Fly-In others. Nothing appearing in the Comanche Flyer shall be reproduced or distributed without 46 Comanche Classified the express permission of the publisher. Postmaster 47 Advertiser’s Index Send address changes to the above address. Periodical postage paid at Bethany, OK 73008 and at additional mailing office. ISSN 08994223

SEPTEMBER 2006 Comanche Flyer • 1 Letter From The President A New ICS Board and the Issues We All Face efore getting into this first column as ICS President, I would like to acknowledge the work of Karl Hipp and Bthe outgoing board. They have done a fine job and made hard decisions. General aviation is not getting any easier anywhere in the world, and events are rapidly and possibly permanently driving fuel prices even higher (which is sure not helping). So managing your Society and making sure it supports Comanches into the future is now much more challenging than in the easy days of cheap fuel and booming general aviation. Like everything else, we only get out what we put in. So don’t stand back and criticize, but pitch in. If the Society has a shortcoming, don’t rub it in our faces – help us to address it. And please remember the Society has all the same cost pressures that impact the rest of us. And to acknowledge that the ICS has entered a new phase, wrench as an automatic part of aircraft ownership; others and having said that, if we all accept some new realities that do not. Some have long and illustrious aviation backgrounds are impacting aviation, then there’s plenty of great flying covering a wide range of experience; others are stepping up and times to be had. The role of the ICS is critically important. to retractable and constant speed for the first time. But all Nurture it, support it, and ensure that you and every Comanche are members. owner you know are members. It’s in your best interests. Your board will use two tests as they think about the things As I am writing this, the Australian Convention is coming you have entrusted to us. How does this work for current up fast. This is a key event in the ICS world, but not all ICS members? And how does this work for future members? members are attending this convention, or even attend You might ask – Why worry about future members? Can’t Conventions at all. Attendance has been around 200 at recent they look after themselves? Conventions – or about one for every 15 ICS members, in My response would be that the next person to own your round terms. And looking back to larger conventions at a Comanche is very important to you. Our goal should be time when the number of Comanches was higher, as well as that demand for our aircraft should always be there – so you the ICS membership, the ratio hasn’t changed all that much. get full value when it’s time to move on. This means that the Perhaps it peaked at around one for 10. Comanche needs to remain an attractive possession – So that leaves no doubt that many ICS members are part desirable, affordable, accessible and saleable. of ICS for a wide range of reasons. For some it’s the local fly- This is not as straight forward as it was. There is of course ins; for others, the Flyer; some may be involved for the tech- the obvious impact of rising fuel prices worldwide, but cer- nical support resources; for others, it’s the chance to shoot tainly a major shock in the United States. While it’s still the breeze and talk airplanes; and it may even be the col- pretty true that the cheapest thing you can put in an aircraft lective strength and ability to influence issues impacting is fuel, the impact on sentiment cannot be ignored and markets our operations that counts. are generally flat and negative. Once again, lots of good second- The ICS is all of these. It doesn’t mean that each of us hand airplanes seem to be getting exported from the United rate these things the same – but they are all components States, which is always an indicator of sentiment in that market. which need to be matched to the needs and aspirations of But there is another series of issues that cannot be ignored. the membership. It’s a bit like a smorgasbord. You don’t I recently visited Sun ’n Fun and found that the sellers of new have to eat some of every dish to be satisfied. Rather as long generation aircraft were generally upbeat and reporting good as there is a range of things you like, the way you like, at business. I expect Cessna will have unveiled their “Cirrus the right value – you are satisfied. Killer” by now. I had the pleasure of flying some of the new That’s pretty much the way Dave Fitzgerald, your new vice products, including the Cirrus and DA-42 Twinstar. I also president, and I see the ICS. It’s not about debating which talked with the sales folk at every stand about who’s buying. services are the most important – it’s about having the right I was left with two key thoughts: mix to serve your needs, alongside your fellow members. First, the people buying these aircraft are reportedly And not all members are the same. Some see swinging a quite different to the current owner population. They often

2 • Comanche Flyer SEPTEMBER 2006 haven’t worked their way up the fleet from trainer to fixed- Compare that to our twins. To keep the engines happy, you gear, four-seater to complex aircraft, often in many little need to correctly manage the following controls – throttle, steps over many years. Rather they have come to aviation propeller, mixture, cowl flap, alternate air, electric fuel pump, in mid-life, and have a strong utility view of it. They buy new, magnetos, mechanical fuel selector, tip tank electrical sole- and they buy “the best” straight up. The top models sell noid … and the starter. So there are over 20 items in the better than the base models. cockpit which have to be set, understood and managed for And so the product is being tailored to this market. Features, correct engine operation. And I have not included the numer- fitout and finesse all rate highly. You simply can’t sell a cell ous gauges to monitor - RPM, MAP, EGT, CHT, FF, fuel quantity, phone without countless features, even though most are not oil pressure and oil temperature. Perhaps, I should have used downstream by the customer. But it’s the packaging said “almost 40 items” to manage and understand. and inclusion of features that sells, not the basic call function. Now we are all comfortable with that level of complexity, Likewise, this market is buying airplanes that look and and for many, mastering that is part of the appeal. But I feel like cell phones or PCs – for them it’s a familiar environ- can’t help thinking that this may be a barrier for the current ment. You can even get an airplane with a remote to control it! crop of buyers. In fact, will they see a Comanche as an This is very important to us. It means that the future of upgrade or not? our aircraft has to come from it having a desirability of its To create this long term value, we need to make and reinforce own – it will not have the sleek finish of the new plastic air- our aircraft as an “aspiration” possession – having their own frames, and few will be fitted out with an integrated and mystique, own appeal, and drawing looks and comments on ergonomic glass flight environment. the ramp. Old beaters just won’t do it – they will be per- So our Comanches have to be classy – seen as the “real deal;” ceived as complex and unsafe. aircraft flown and desired by aviators. They also have to be So we all have responsibilities in this – the ICS and its affordable to operate and capable of undertaking a wide range members. of missions – from the local scenic flights to flexible and The ICS team is going to work on the big issues – the FAA efficient cross-country hauls in a range of IFR conditions. and continuing airworthiness, the Flyer, the technical support This then is one of the key responsibilities of ICS, and by to members and ensuring the preservation of the many life- the way the reason that any Comanche owner who is not a times of accumulated Comanche knowledge. member just isn’t doing themselves a favour. You need to work on the small things – keeping your aircraft Secondly, our aircraft may be quite confronting to a generation truly airworthy, making sure it has shoulder harnesses, keeping brought up in the current crop of certified aircraft just because yourself fit and current, and flying the aircraft actively. of their underlying complexity of operation. The Twinstar made Together there’s a great outlook for many happy years of an impression on me. The engines basically had simple controls personal aviation ahead. – Fuel on/off/xfeed, one engine on/off switch, one engine test Regards, switch, one power lever … and a key starter. That’s about it. Lawrence All the rest is hidden and safely managed by the aircraft.

Comanche Flyer Submission Guidelines All members are encouraged to submit articles for publication in the Comanche Flyer. If you have an article about a maintenance event, trip, piloting technique, or anything else pertinent to Comanche ownership, please share it with your fellow members. For those with access to the Internet, please submit the article via e-mail, preferably in Microsoft Word. You may also include the article in the body of your e-mail message. Include your full name, as you would like it published, and your ICS number. Please attach digital pictures, if applicable, in jpeg format. For best results, use the highest resolution setting your camera will allow. Photo files under 500 kb in size typically do not reproduce well. Send to: Kim Blonigen, Managing Editor at [email protected] Articles and photos may also be sent via U.S. Mail to: Kim Blonigen 2031 South Beech • Wichita, KS 67207 Although submissions are reviewed for technical accuracy, the information in this magazine is meant for reference only. Any modifications, alterations, or major repairs to U.S. aircraft require FAA-approved data as a basis for begin- ning work, and as such should not be based solely on information contained in this magazine. The International Comanche Society does not endorse any piloting adverse to published FAA regulations. Submissions are subject to editing and revision unless specifically requested to be published as submitted. The right is reserved to publish or not, any submission. Deadline for all submissions is the 20th of the month, approximately 40 days prior to month of publication.

SEPTEMBER 2006 Comanche Flyer • 3 COMANCHE Cover Story: Comanche Spirit SpiritLearning New Languages at the Age of 40 – The Globetrotter Twin Comanche by Jan Brill, ICS #14831

eriously – how many of my fellow moving to New York. That would be a around the United States from Nantucket tribesmen have logged a landing story of its own, but it was somewhere to New Orleans to San Francisco and Sat Tehran Mehrabad International on an IFR flight plan on top of the back to the East Coast – a plane like (OIII) with a Twin Comanche? Or how 12,000 foot icecap in Greenland when this you don’t sell light-hearted. So about Phnom Penh in Cambodia? I suddenly knew: Darn! I want a twin! rather than putting her on the market, N7311Y used to be a country girl. Parting with my beloved Tiger came I searched for a new home. I found one, Dutifully flying for the University of first. An airplane that served me well for the price was right and the deal was Pennsylvania initially, doing atmospheric many years and even carried me across closed within days. research, later serving with Weather the North Atlantic and all the way Continued on Page 6 Modifications Inc., a Fargo, N.D. based cloud seeding company. ᮢ After many months of searching, finally in icy North Dakota a clean Turbo PA30 was That was – until I was shopping for found. Here N7311Y at her new home close to New York City, still in cold temps. a Twin. At the time I had no idea what I was looking for. I used to work for a Swiss Investment Bank in New York City. Having owned a valiant Grumman Tiger (AA5B) for a few years in Zurich, Switzerland I had to fly my trusted single engine non-turbo, fixed-prop 180 HP airplane across the North Atlantic when

ᮢ Grateful for the improvements and maintenance, N7311Y served me well while living in New York City. Now came the search for a twin. Even the Turbo Twin Co was a class of its The biggest problem I had so far while living in the Big Apple I was easily able own when it came to performance, load shopping for a twin wasn’t so much to afford the frugal Grumman. A twin carrying capability and operating costs: the run-down beaters my budget dic- would eat my lunch, and it did. But It’s giving you Bonanza-like fuel econ- tated me, but rather the very peculiar what should I get? Looking at my omy and speed at twin engine safety attitude of some sellers. Not returning budget an Apache came to mind, a Beech (except during takeoff). It was my dream! calls or only reading the first half of Travellair maybe or even a run-down But I wasn’t the only person reaching my e-mailed questions were big no- tuna tank 310. I had no illusions that that conclusion, so prices for turbo nos when it came to doing business whatever I saved in purchase costs would PA30s were high – too high for me. with someone. have to be paid back in maintenance Then 9/11 happened and living right Things were different with the Fargo twofold. But I wanted a twin! in Midtown Manhattan the attack put Company. Having upgraded most of their There was the Grumman Cougar – a hold on many of my plans – as it did cloud-seeding ships to turboprops or sleek, modern, easy to fly, but not cheap. for so many others. cabin-class twins, they were getting rid And then there was the Twin Comanche... It wasn’t until Spring 2002 that I was of their last few PA30s, after operating Working in a number-crunching envi- seriously in the market again, when I more than 20 of them over the years. ronment around traders and analysts, found two Turbo Twin Co’s for sale in They replied to my e-mails and returned it didn’t take me long to find out that Fargo, N.D. calls! From the first contact, I knew I could do business with these people. Scratching together my last pennies and negotiating the asking price down to my best ability, we finally made a deal. From the two Turbo Twin Co’s they had for sale, I wanted N7311Y – the older one (1964) but the clean one without STOL or other options I would not have chosen for my type of operations. A pre-buy was arranged, the price was lowered again and the deal was closed. Being an FBO and flight school, the Fargo Company had very experienced Twin Co instructors available so my checkout was no problem. Continued on Page 8

ᮤ Versatility: Taking off from small grass strips or flying across the globe. The PA30 can do it all!

ᮢ The flight of a lifetime! Mount Everest on a VFR flight from Kathmandu in Nepal. SEPTEMBER 2006 Comanche Flyer • 7 ᮡ Sharing a weekend trip with friends in the PA30 (Jan is second from right).

The seven-plus hours I acquired for my ME-CPL a few years earlier only provided the most basic set of skills. A thorough checkout was required. And thorough it was. I spent several days up in ice cold North Dakota, not only flying the airplane but also taking it apart and getting to know its quirks and particularities. Of course the first annual I went ᮡ N7311Y in its new environment: Europe. Seen here at the historic airport of Berlin through in New York was a nightmare. Tempelhof, site of the legendary Berlin Airlift of 1948/49. Not as bad as I expected, but still rather horrible. So the twin did eat my lunch – with this charismatic gentleman before, operated a MU-2B. That, I decided – was and then some! But it served me well I was somehow on their shortlist. too much. Before that they operated sev- for two more years in New York, flying After some serious haggling with eral Aerostars and 414s. about 100 hours per year for business myself, I decided to quit my bank job Looking at the prospect of a rocky and pleasure, even leaving some room in and plunge into the life as managing transition from a charismatic owner/ the maintenance budget for improve- editor in a small aviation publishing founder to a relative newcomer like me, ments (with significant “owner assis- company in Europe. The magazine we I decided for a less costly company tance”) – a modern panel, a new basic publish can best be described as a airplane – my Twin Comanche! After interior, Webco-Nacelle-Tanks, an RNAV- German language blend between all, the company had operated a Turbo Approved Approach GPS (cheap, cheap Aviation Consumer and IFR-Magazine. PA30 for several years in the late 1980s – KLN89B) and an alternator to replace Besides that, we host seminars, organize and it had proven its merits as a fast, the fading generator on the left. trips and publish various other guides safe and economic workhorse. It wasn’t until a connecting rod for and media. Not needing the pressurized cabin, the right-hand throttle broke (just after The company has a 25-year track it was a slam dunk and in April 2004, departure from Newark on my way to record of fiercely defending pilots and after installing an STEC-30 Autopilot, my homebase (KFRG) at 500 feet over general aviation interests in the European N7311Y left the United States for the the ice-cold New York harbor) that I aviation mess and a strong and loyal first time and flew – safely, fast and fully appreciated that I had a twin! base of subscribers prove the case. without complaining – over the North The remaining engine safely pulled me Over the years the company always Atlantic to its new home in Straubing and my sister up to a safe altitude (sure, operated regular general aviation air- Germany (EDMS). we were light and it was cold!) and planes for its purposes, setting it apart In its 40th year of flying, the old lady propelled us though the January night from its German language competitors: was now about to learn a new language. to a safe and uneventful landing at magazines published by major publish- And since European bureaucracy isn’t Farmingdale Republic Field (KFRG). ing houses whose staff rarely see an particularly fond of old general aviation That would have been very different ILS-approach in earnest or a removed airplanes, I decided to leave 11Y on the in my Tiger! cylinder in all its oily beauty. U.S. register. With the help of Lloyd In early 2004, I decided for a rather In short, we’re the only magazine Nelson, an FAA-DAR and a good friend, drastic career-change. When the owner actively flying and breathing general who had already helped me get the Tiger and founder of one of Germany’s most aviation in the three German speaking ready for its ferry flight, a trust was set prominent general aviation magazine countries – that’s what I wanted and up to make it all legal. suddenly died in 2003, the heirs were that’s what I signed up for. But at the The company (of course) has changed looking for a successor. Having worked time of its founder’s death, the company a lot since the days when the first Twin

8 • Comanche Flyer SEPTEMBER 2006 Comanche served in the late 1980s. One example: On a flight from Taipei, way since its days as a basic cloud- We’re now in the business of organiz- Taiwan (RCTP) to Siem Reap, Cambodia seeder in Fargo, N.D. It now has a mod- ing an intercontinental trip (called (VDSR), N7311Y flew 1,211 NM across ern panel layout, a basic (but clean) “Leserreise”) every two years for people the South China Sea and Vietnam with new interior, an approach-certified GPS, who wish to fly their high-performance 140 USG fuel on board in spite of con- the STEC-30 two axis autopilot, a large general aviation airplanes to remote stant headwinds, arriving with more moving map (MT Vision Air) including locations such as Alaska, Australia or than 90 minutes of fuel left! WX-uplink, realtime ATC-flight plan South Africa. A Cheyenne IIIa, flying the same submission, Terrain Warning and WX- We do this mostly for the PR that route as part of our group, had to divert 500 Stormscope display, backup gyros, comes with it and – let’s be honest – for to Hong Kong for fuel. It has to be said an engine overhaul, nacelle tanks, tip the heck of it! Our job: Organizing the for fairness, that while we had on average tanks, alternators, lightweight starters trip! This means basically flying the 5-10 KTS headwind down low, the and finally last winter a new paint job! intended route a few months in advance Turboprop was faced with 20-30 KTS Flying now around 200 hours a year to scout out all the problems and issues, at altitude, but it underlines the ver- mostly for business, I’m planning to get sort them out, make sure Avgas is avail- satility of the PA30 to be able to fly many more hours out of this excep- able and repeat the thing with a flock fuel efficient in a wide range of alti- tional aircraft. of 10-15 airplanes a few months later. tude levels. What I value most about the Turbo The average airplane on these trips Many of the larger Twins (C303, C340, PA30 is the versatility of the design. is a cabin class twin or turboprop. Let’s Seneca) did not even attempt the flight While it’s an airplane that you can fairly say a 340, ranging up to a PC12 or a on that day. On these ultra-long-range easily circumnavigate the globe with, Cheyenne III. There’re also Turbo- challenges, the Twin Co was only sec- you can also take off from your favorite Mooneys and Senecas in the crowd, but ond to the powerful PC12 and a highly 500-meter (1,600-foot) grass strip near our Twin Comanche is definitely on the modified Turbine-Bonanza. the beach and fly with four people and lower end of the performance envelope. (All the events and impressions from enough fuel on board to go 500 NM. Here is what I’ve learned: While these two flights to the Far East would It’s giving you Bonanza-like fuel effi- 11Y is already serving us well for our prove too much for this column, but I ciency and almost the load hauling regular business trips within Europe have assured Kim that we could feature characteristics of a C210. All that at (300 – 1,000 NM), this girl can do so the trip in future Flyers.) twin engine safety and (for turbo PA30s) much more! Outfitted with tip- and Flying across the globe of course is a single engine service ceiling well nacelle-tanks its range (140 USG) and the exception. On a daily basis 11Y flies above Europe’s highest mountains or speed (170-190 KTAS) make it a true for business, carrying me and/or staff Greenland’s dreaded icecap. globetrotter! members on an average of 200-500 NM Even when comparing it to newer So in early 2005 a coworker and me trips throughout Europe. designs such as the DA42 (which we set out to prepare the 2005 “Leserreise” And N7311Y – affectionately chris- tested intensively) it’s simply the best – a trip all the way from Europe to China, tened “Gretchen” by a good friend of light twin design on the market as stopping in Iran, Pakistan, India, Nepal, mine from New York – has come a long long as you don’t require the pressur- Thailand and Laos on the way east; and ized cabin. in Cambodia, India, Oman, Bahrain Jan Brill, born November 5, 1974 is and Jordan on the way back. managing editor of Pilot und Flugzeug, To cut a long story short, 11Y did Germany’s leading general aviation maga- just great! All the way from the hot- zine: www.pilotundflugzeug.de. You can and-high conditions of Iran, the extreme contact him at [email protected] environment in the Himalaya to the jungle of Laos and Cambodia, the Twin flew wonderfully. There were problems with SAP- Millennium cylinders installed during engine overhaul a few months earlier, causing us to stop in Amman, Jordan ᮡ EDM engine moni- for maintenance, but they were sorted tor, Approach-GPS, out. Let me say that I’m flying Lycoming large Moving Map cylinders now and the costs were picked (MT Vision Air). The cockpit of 11Y is a up by Superior. workplace, not so On the actual main-trip in late 2005, much an avionics when the group was with us, 11Y did showroom. However, marvelously again! Way faster than the the airplane has to Senecas in the group, equally fuel effi- perform reliably and economically cient than the Mooney M20M and with for business…. a better load carrying capability (on ultra long range trips of 1,000+ NM), ᮣ ...and for pleasure! than even the Cessna 340; the Twin Co Arriving at Endelave, a beautiful island on proved all the reasons why I had initially Denmark for a spent my last penny on that design. weekand getaway.

SEPTEMBER 2006 2006-2007 ICS BOARD OF DIRECTORS & TRIBE REPRESENTATIVES

President: South Central: E. Canada: Lawrence Paratz, ICS #12475, AU Tribe Tribe Rep Dale Vandever, ICS #2826 Tribe Chief Bruce MacRitche, ICS #10998 11 Wrixon St., Kew 12603 Mile Drive PO Box 244 Melbourne, VIC 3101 Houston, TX 77065-1303 Welland ONT K0A 1L0 Canada Australia Ph/Fax: (281) 469-2435 Ph: (905) 295-4968 905-735-7773 Ph: +61-3-9817-1222 Fax: +61-3-9817-2088 Email: [email protected] Email: [email protected] Tribe Chief Bruce Thumann, ICS #14028 6618 Avenel Drive Europe: Vice President: Pasadena, TX 77505 ICS Rep Monica Rehkopf, ICS #14462 Dave Fitzgerald, ICS #10297, NC Tribe Ph: (281) 487-5782 Cell: (713) 875-3056 85570 Siggenhofen, Germany 5393 Hillsboro Ave. SE Email: [email protected] Hm: 49-8121-229333 Fax: 49-8121 229 332 Canton, OH 44707-1167 Email: [email protected] Ph: (330) 484-4609 South West: Email: [email protected] Tribe Chief Lorne Harmon, ICS #12436 Tribe Chief Dave Sheppard, ICS #14629 1491 Northridge Lipstone Cottage Secretary: Prescott, AZ 86301 Cansey Lane, Wix Dorothy Meadows, ICS #6723, NC Tribe Ph: (928) 717-2630 Essex, CO11 2RJ, UK 1500 Odette Email: [email protected] Ph: 01255-870061 Hartland, MI 48353 Email: [email protected] Ph: (810) 632-9588 North West: Email: [email protected] Tribe Rep/Sec Shirley Nelson, ICS #14897 S. Africa: 925 Ludwick Ave Tribe Chief Fred Morrison, ICS #15438 Treasurer: Blaine, WA 98230 PO Box 3912, Midrand Gauteng Don Nelson, ICS #118, NW Tribe Ph: (360) 671-7388 Cell: (360) 305-0287 1685 South Africa 925 Ludwick Ave. Email: [email protected] Hm: 27-11-314-8181 Fax: 27-11-314-8182 Blaine, WA 98230-5109 email: [email protected] Ph/Fax: (360) 332-2743 Cell: (360) 305-0286 Tribe Chief Jay Hulbert, ICS #15334 Email: [email protected] 54967 East Kirkwood Dr. Australia: Sandy, OR 97055 Tribe Chief John Macknight, ICS #596 Past President: Ph: (503) 702-6403 PO Box 356 Karl Hipp, ICS #10241, MS Tribe Email: [email protected] Deniliquin NSW 2710; Australia 131 Beaver Lane Hm: 61-3-5881 6000 Redstone, CO 81623-8763 W. Canada: Mbl: 61-427 694008 Ph: (970) 963-3755 Cell: (970) 948-5776 Tribe Chief Don Ostergard, ICS #3263 Email: [email protected] Email: [email protected] Box 2550 Drumheller AB T0J 0Y0 Canada Revised 8-01-06 by Secretary Don Nelson, CFF President: (non-voting) Wrk: (403) 823-9326 Fax: (403) 823-9183 updates in bold. Harley McGatha, ICS #11687, SE Tribe Hm: (403) 823-8813 Cell: (403) 823-0405 50 Country Rd. 537 Email: [email protected] Further changes/corrections will follow, Centre, AL 35960 as they are made available. Ph: (256) 927-5044 Cell: (256) 484-1738 Email: [email protected]

TRIBE REPRESENTATIVES & CHIEFS: 2006-07 ICS Standing South East: Tribe Chief Charles Littwin, ICS #14809 Committees & Chairpersons: 108 Amelia Lane Mooresville, NC 28117-8457 Ph: (704) 799-2989 Wrk: (704) 528-1130 Fax: (704) 799-2981 Cell: (704) 658-7910 Email: [email protected] Historical: None Bylaws, Standing & Special North East: Rules – Chair: Tribe Chief Bill Harris, ICS #13820 Communications – Chair: Don Nelson, NW 4069 Shadowland Dr. Radford, VA 24141 Mark Pfeifer, MS Hm: (540) 633-2567 Cell: (540) 818-3540 Nominating – Chair: Wrk: (540) 731-4772 Fax: (540) 731-0543 Email: [email protected] Technical – Overall Chair: Skip Dykema, SE North Central: John vanBladeren, NW Tribe Chief Dave Fitzgerald, ICS #10297 Flagship: None 5393 Hillsboro Ave. SE Maintenance – Chair: Canton, OH 44707-1167 Ph: (330) 484-4609 Karl Hipp, MS Elections – Chair: Email: [email protected] Harley McGatha, SE Mid States: Operations – Chair: Tribe Rep/A.TC Mark Pfeifer, ICS #14817 PO Box 342 B Bill Harris, NE Long Range Planning – Chair: Marshall, MN 56258 Lawrence Paratz, AU Ph: (507) 532-0439 Cell: (507) 829-5889 Email: [email protected] Finance & Budget – Chair: Don Nelson, NW Marketing – Chair: Tribe Chief Dale McCaslin, ICS #15639 2300 NE Barry Rd Bill Schnauffer, NC Kansas City, KS 64155 Parts: None Ph: (816) 436-0272 Fax: (816) 436-0003 Email: [email protected]

10 • Comanche Flyer SEPTEMBER 2006 CFF-Trained CFIs Certified flight instructors who have completed the CFF Larry Larkin Seminar

The International Comanche Society, Inc. (ICS) publishes this list in the spirit of open discussion and the opinions, statements and claims made by the instructors are their own and not of the Society (ICS). The listed CFIs have undergone an extensive training program specialized in the Comanches. ICS assumes no responsibility for any actions between its members and the listed CFIs.

Pete Anderson – TX Single, (817) 279-1627 [email protected] Samuel Appavoo – Canada COMANCHE FLYER FOUNDATION, INC. Twin, (519) 524-7301 [email protected] Maurice Taylor Video Programs James Bates – AZ Take advantage of Maurice’s expert knowledge, captured on these Single, (480) 837-3836 professionally produced videos. Great tools for mechanics, too. [email protected] Program 1: Preflight Walk-around Program 2: Tech Tips: A Closer Look Kevin C. Baun – OH Twin, (740) 881-9878 Program 3: Comanche Landing Gear [email protected] Program 4: Single Comanche Flight Tips Program 5: Twin Comanche Flight Tips Sheldon Bresin – CA Single & Twin, (909) 629-2626 (Programs 1-3 apply to both the single and twin models.) [email protected] Now Available on DVD (all five programs on one DVD.) Orlando Brown – OK DVD each $101.00 plus shipping (North America $4.00, elsewhere $7.00) Single, (405) 376-4056 Special Sale on Videotapes (while supplies last). One program per tape. [email protected] Specify programs desired and VHS or PAL tape format. Dennis Carew – WI Tapes each $25.00 (regular price $39.95) plus shipping, Twin & Single or all five for $100.00 plus shipping (North America: $2.00 plus $2.00 per tape; (262) 250-3136 / (920) 749-9558 elsewhere: $6.00 plus $3.00 per tape.) [email protected] Charles Classen – IL Books Single, (815) 269-2552 Into the Wind: The Story of Max Conrad by Sally Buegeleisen [email protected] Enjoy this account of the life and feats of legendary pilot Max Conrad, including Linda Dowdy – MN his record setting flights in our own Comanche N110LF. pb, 264pp. Twin, (763) 753-1571 Price: $21.50 plus shipping (North America: $5.00: elsewhere: $12.00.) [email protected] PA-30 & Multi-Engine Flying by Alice S. Fuchs. pb, 68pp. William Harris – VA Single & Twin, (540) 731-4772 Price $9.00 plus shipping (North America: $2.00; elsewhere: $4.50.) [email protected] Please fill out to order Ira Menin – IA Please circle items above and indicate any multiple quantities. Be certain to Single, (712) 239-5142 [email protected] specify DVD or tapes, and format (VHS or PAL) and programs desired for tape orders. Eric Schlanser – MI Item(s) cost: ______Add all shipping: ______Order Total: ______Single, (616) 382-3709 Mail to: CFF c/o Henry A. Spellman, 111 Park Place, Lincoln, IL 62656-1529 [email protected] Telephone & Fax: (217) 732-8425 / E-Mail: [email protected] Dave Stewart – IN Enclose check, money order, or credit card information. U.S. funds only. Single, (219) 462-0182 Credit card information: Discover MasterCard Visa [email protected] Roger Wentowski – AL Card Number: ______Expiration Date: ______Single, (205) 290-8401 Signature: ______V Code (Visa only): [email protected] Larry J. Whitbeck - IL Ship to name: ______Single, (217) 732-9704 Street Address: [email protected] Steve Zaboji – VA City: ______State: ______Single & Twin, (703) 471-1764 [email protected] Zip Code: ______Country: ______Telephone:______E-Mail: ______

SEPTEMBER 2006 Comanche Flyer • 11 Technically Speaking Upgrading Supplemental Oxygen Will Lighten Your LOAD by Chris Burns, ICS #9680

or thirteen years I hauled around a 35- Oxygen supply and delivery has changed since the birth pound oxygen bottle attached to my PA-30. of the Comanche. Oxygen cylinders have evolved from the FAs my family grew, I increasingly looked need for thick-walled containers to lightweight aluminum for ways to cut empty weight so that I could containers wrapped with high-strength carbon fibers. Flow haul the additional payload without sacrificing rates for on-demand supplemental oxygen have also dropped fuel. Lightweight starters and alternators helped dramatically by using delivery devices like the Nelson A-4 nip away at the empty weight. So did a huge OximizerTM shown in Figure 1. Scott Aviation (now AVOX) box of excess wiring that I removed during a manufactures a line of Kevlar wrapped aluminum cylinders panel modification. When my son invited his and regulators known as their 895 series that is a direct 180-pound roommate for our 2003 Thanksgiving replacement for older units. I studied the weights and trip to the Bahamas, I looked at the large green dimensions of these units and found that a 22-cubic-foot steel cylinder behind the baggage com- bottle could be mounted between the existing fuselage partment and decided it had to go. mounts for the larger steel bottle. With a full charge of oxy- Give up my oxygen? This seemed gen, the 22-cubic-foot cylinder weighed just 7.8 pounds. like the simplest solution – and the Would 22-cubic-feet of oxygen provide enough supply? TM Figure 1: cheapest. Most of my flights are flown The Nelson A-4 Oximizers use just .3 liters per minute Nelson A-4 Flow Meter between 8,000 and 11,000 feet – not when set for 10,000 feet. Using flow rates for different altitude exactly nosebleed territory. But over settings provided for the A-4 Flowmeter and doing some the years, using supplemental oxygen has reduced my fatigue conversions from cubic feet to liters, I constructed Figure 2 at the end of a full day of flying and has helped me feel better below to see how far 22 cubic feet of oxygen would go. The the next day. I also consider supplemental oxygen an essential last column in Figure 2 shows the oxygen duration using for night flying. I determined giving up supplemental oxygen standard constant flow masks at two liters per minute. With was not an acceptable answer. I considered a portable seat-back the Oxymizer’s set to 10,000 feet, I could suck gas for 34 bottle but decided against it because a built-in system is hours or four of us could use oxygen for over eight hours – this totally out of the way until it is needed and then it is always seemed like a plentiful supply. available – even if you were not planning on needing oxygen. I placed a call to Scott Aviation’s technical support to find So, rather than chuck the built-in oxygen capability altogether, out which regulator matched the characteristics of the original the search was on for a lighter built-in oxygen supply that installation. These characteristics included input and output would provide adequate support for my type of flying. pressures/flow rates and the actuating geometry. The original

Figure 2: OXYGEN DURATION (Hours) Cruise Altitude WITH 22 CU FT CAPACITY (1850 PSI) using Nelson A-4 Users 10,000 12,000 14,000 16,000 18,000 2LPM OximizerTM Oxygen Dispensers 1 34.2 25.7 20.5 17.1 13.7 5.1 2 17.1 12.8 10.3 8.6 6.8 2.6 3 11.4 8.6 6.8 5.7 4.6 1.7 4 8.6 6.4 5.1 4.3 3.4 1.3

12 • Comanche Flyer SEPTEMBER 2006 I brought the local FSDO into the project from the very beginning. They approved the submitted data for field approval and the new bottle and regulator assembly was ordered and installed with little difficulty. The fittings from the old regulator had to be transferred to the new regulator. The new regulator was fitted with a thermal discharge port and a short piece of aluminum tubing was fabricated to provide a discharge path in the event of thermal discharge. See Figure 5 for the final installation. Scott Aviation, one of the truly old aviation names, has gone through numerous changes since this project was undertaken. They were bought by TYCO International who kept their fire-safety line of products and spun off the aviation products to the French company Zodiak, S.A. However, the original Scott Aviation products are still sold and serviced by AVOX of Irvine, Calif. (www.avoxinc.com or 949-727-3844). For anyone who would like more details on this installation, please feel free to drop me a line.

Chris Burns has owned N8000, a 1965 PA-30 since 1991. Figure 3 He can be reached at [email protected].

63.5 cubic-feet cylinder and regulator assembly, called out on the Figure 4 Piper Drawing 25432, is Scott P/N 800112-12. Scott compared the characteristics of this original installation (shown in Figure 3) to their new line of bottles/regulators and recommended a bottle/regulator assembly (P/N 895-09022) that included a 22-cubic-foot capacity composite cylinder and a regulator (P/N 803214). New cylinder brackets (P/N 800644-00) would also be required because the new bottle has a much smaller diameter than the original. The final step in the plan was to design an adapter that would transition from the bolt-hole spacing of for the larger diameter bottle brackets to the bolt-hole spacing of the smaller brackets. Figure 4 shows the new bottle brackets attached to the adapters.

Figure 5 ONLINE INTELLIGENCE Technically Speaking Alternator Problems

The following is from a series of Does anybody have a suggestion? I have Your idea is what I am really expect- online postings from the Comanche’s hooked up a digital volt meter to the ing to have to do. However in the mean Owner’s Forum. These postings are pro- outlet and confirmed the voltage when time I was planning on installing a volt vided for informational purposes only. online is 14 volts and drops to 12 meter in the extra hole in panel and The views expressed in these postings volts. Thanks for any help. see if any thing shows in flight. Do you represent the opinions of individual Ed Taylor, ICS #14510 think that may help to see if it drops Comanche owners and have not been ––––––––––––––––––––––––––––––––––– rapidly offline or [if there’s] a slow During my last alternator episode, our vetted by the ICS technical committee. lowering of voltage before it drops offline. local shop sent us back to get the voltage As a responsible pilot and aircraft I have the great luck of the most odd-ball regulator. They tested both (alternator owner, you should always seek the problems. Hope you are getting better. and regulator), together and separately. advice from an experienced, trusted Cheers, This time it was a bad regulator. source, such as your A&P or CFF- Ed Taylor, ICS #14510 Rich approved CFI, before applying any of ––––––––––––––––––––––––––––––––––– ––––––––––––––––––––––––––––––––––– Dave- the techniques or recommendations While the connections may look good, I will look again at all the wires like presented in these postings. I would suspect the wire that connects you have suggested. Last time it was The postings are printed as they to the brushes. It is the small thin wire a bad connection. I thought that we appeared in the Forum. Due to space that goes between the regulator (marked had corrected all the bad crimps and considerations, we are publishing only field) and the brushes (the small tab bad wires. The last annual in June is selected posts. protruding from the back of the alter- when I started chasing all of these little ––––––––––––––––––––––––––––––––––– nator). If the end was crimped on I have a 1960 250 with an Alcor quirks. I hope that I may have missed using excessive pressure, several or alternator conversion on it. About 15 something. Thanks for the ideas. all of the strands of wire could have hours ago I was doing the run up away Cheers, fractured. The only thing holding every- from home and I noticed that the Ed Taylor thing together would then be the out- alternator was not showing a charge on ––––––––––––––––––––––––––––––––––– side skin. This wire supplies the field Brian- the ammeter. We checked everything voltage to the alternator. If it is inter- Thanks for the contact info. I talked visible before we flew home (about 15 mittent, the alternator will drop offline. to one of their techs and had him suggest minutes away) and found nothing A simple check is to grab hold of the that he had seen a similar problem on wrong. I pulled the alternator off and wire and give it a tug. If it comes apart, Cessna 182 and it was the master sole- had it checked and overhauled at a that’s your problem. It is the only line noid. He said it may be the ground wire local shop. After it was repaired with that can cause this problem. If the end or burned contacts. When I find the new brushes, new diode package and isn’t fractured, you may want to con- problem I will let everyone know. general cleanup I reinstalled it. The sider replacing the entire line. It’s a Thanks for the ideas. charging system worked excellent for good idea to make sure that the line is Cheers, about 10 hours and now sometimes anchored and can’t flop around in the Ed Taylor the alternator will drop offline and breeze. That can also cause the individ- ––––––––––––––––––––––––––––––––––– not start charging again until I put a I think the easiest thing to do is get ual strands of wire to break, eventually load on the system by turning on both the regulator checked. If the regulator causing a failure. landing lights on and then off. After and alternator are both okay, all you can Dave Gitelman that simple load, the alternator works ––––––––––––––––––––––––––––––––––– do is keep looking. I’m no electrical great. I have checked connections for Inter-Av (Alcor) has a web site system expert, but my experiences have broken or loose wires with nothing (www.inter-av.com/alternator.htm) been with regulators and alternators. found. I did talk to the folks in San with troubleshooting advice. A phone Rich ––––––––––––––––––––––––––––––––––– Antonio and they think that it may be number is listed for customer support a bad connection also. I know this is long too. I hope this helps. winded, but I am at a loss where to look. Brian Continued on Page 16 –––––––––––––––––––––––––––––––––––

14 • Comanche Flyer SEPTEMBER 2006 Tired of your stem?... Whatta drag! OAT Outside Air Temperature gauge

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SEPTEMBER 2006 Comanche Flyer • 15 Ed, You can pick up a voltmeter that Update Your Old Comanche Panel fits in the cigar lighter from an auto parts store for about $10. Steve Make Room for a MFD ––––––––––––––––––––––––––––––––––– Hi Ed I also have a 1960 250 and last year did the alternator conversion and did a lot of reading up on the charging system. One thing that became evident was the merit of adding a separate on/off field switch for the alternator. How it works is that at start up, you switch the alternator OFF, this provides more juice to the starter and more impor- tantly eliminated spikes to the charging Update your panel to a standard “T” configuration. Add space for system and over voltage situation caused new electronics. All panels computer drawn and laser cut. during the starting process. This can be seen as a “short” to the system by the ‘58-60 Centerstack Conversion $950.00 (Fully STC’d) over voltage regulator which will kick in ‘61-68 Single or Twin $825.00 (Fully STC’d) and switch the alternator off line to compensate for the apparent “short.” Recuts left side – $250 • Recuts right side – $100. (Prior Panels) Once the engine is running, then switch the alternator ON, notice the Ammeter Contact: John Van Bladeren at: reading go up, to replace the charge Ron & John’s Comanche Service from the battery taken to start the engine, this should slowly reduce to 2007 SE Ash Street • Portland, OR 97214 zero as the charge is replaced. I added a voltmeter as well to see the (503) 329-8512 (Day or Night) • Fax: (503) 234-0677 charging system generate about 14 volts even when the ammeter is at zero. If for some reason in flight the alternator goes off line, you can cycle the alternator on and off using the alternator field AIRCRAFT on/off switch without having to go the master on/off routine. Shut the alter- nator off again as the last thing when COVERS you shut the engine down. & ENGINE PLUGS Right now you probably have a loose wire or the voltage regulator is toast. Add an alternator field switch to help the charging system, if you don’t have TOLL FREE: one already. 800.777.6405 For more info and reading go here: www.nflite.com/ChargingSystem.html. Good Luck, let us know how you make out. Ivan ––––––––––––––––––––––––––––––––––– I want to thank everyone for all of the good ideas. I plan to spend this weekend checking and hope to find a simple repair. The prop will be ready tomorrow for another 500 hours so let the fun begin. Ed Taylor, ICS #14510 ––––––––––––––––––––––––––––––––––– Our thanks to Dale Vandever for phone: 408.738.3959 fax: 408.738.2729 e-mail: [email protected] compiling this text. You can view these messages in the context of the entire discussion by going to: http://forums. WWW.AIRCRAFTCOVERS.COM delphiforums.com/comancheflyer. Bruce’s Custom Covers, 989 E. California Ave. Sunnyvale, CA 94085

16 • Comanche Flyer SEPTEMBER 2006 HIGH PERFORMANCE WING TIPS

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SEPTEMBER 2006 Comanche Flyer • 17 Pilot Pointers It Should Not Happen to You Comanche Accidents for June 2006 and a Case by Omri Talmon, ICS #7949

A Case problems with the aircraft or engine. Comanche Accidents, The FAA Airplane Flying Handbook, June 2006 Accident occurred Wednesday, concerning soft field takeoffs, states: February 5, 2003 in Halstead, Kan. “After becoming airborne, the nose Aircraft: Piper PA24-180 should be lowered very gently with the wheels clear of the surface to allow the 6.1 Injuries: Two uninjured. The aircraft was flown by a private airplane to accelerate … an attempt to Make/Model: PA24 climb prematurely or too steeply may Date: 06/17/2006 pilot who was receiving Comanche familiarization and a checkout from a cause the airplane to settle back to the Location: Houghton Lake, Mich. surface as a result of losing the benefit Description: Aircraft landed gear up. flight instructor. It was substantially damaged when it impacted terrain of ground effect.” One person on board, no injuries. The National Transportation Safety Damage: Substantial shortly after takeoff. They had been doing air work and touch and goes at Board determines the probable cause(s) other airports in the area and upon of this accident as follows: 6.2 Failure by the flight crew to execute Make/Model: PA24 return to Halstead, they landed to the south and taxied back to the departure an aborted takeoff when acceleration Date: 06/16/2006 degraded and the improper soft field Location: Mammoth Lakes, Calif. end of the runway. According to the instructor, the wind takeoff procedure as flown by the pri- Description: Aircraft on takeoff, crashed vate pilot. Contributing factors were under unknown circumstances. Two was light and out of the south, as it had been all afternoon. A soft field technique inadequate supervision by the flight persons on board, no injuries. instructor and the tailwind encountered Damage: Unknown was employed on the accident takeoff and the full runway length was used. on takeoff. 6.3 The instructor stated, “Just over half way Narrative Make/Model: PA24 down [the] runway – normal acceler- On February 5, 2003 at 1715 Central Date: 06/20/2006 ation degraded. We were past abort point Standard Time, a Piper PA-24-180 Location: Wilkesboro, N.C. and due to dangerous road area elected Comanche, piloted by a flight instructor Description: Aircraft crashed under to fly,” although the aircraft was “behind and dual student, was substantially unknown circumstances. One person the power curve.” damaged when it collided with terrain on board, fatally injured. After liftoff, the aircraft did not level shortly after takeoff from runway 17 Damage: Unknown out very much and was at a relatively (2,640 feet x 150 feet, turf) at the high-pitch attitude. Initially the aircraft Halstead Airport (SN05), Halstead, Kan. 6.4 climbed to approximately 40 feet above The dual student was a private pilot Make/Model: PA24 ground level. However, it settled lower receiving a complex aircraft checkout Date: 06/26/2006 and was “bobbling” in and out of and Comanche familiarization. The Location: Perry, Fla. ground effect as they approached the instructional flight was conducted under Description: Aircraft landed gear up. end of the runway. Due to an inability the provisions of 14 CFR Part 91 and was Four people on board, no injuries. to climb, they were forced to fly under not on a flight plan. Visual meteorolog- Damage: Substantial a set of power lines at the end of the ical conditions prevailed at the time runway. The power lines ran along a of the accident. The flight instructor roadway, which bordered the south side and dual student reported no injuries. of the airport. The instructor said they According to the flight instructor’s “could not accelerate” and were “unable statement, the flight originally departed to climb.” A decision was made to cut Halstead Airport early on the afternoon the power, and impact (landing) was of the accident. He noted that they had made before reaching more obstruc- completed air work, and touch and goes tions (trees). at Hutchison (HUT) and Kingman (9K8). Upon exiting the aircraft, he noted They departed Kingman at 1635 to that the wind was now from the north. return to Halstead. Both pilots indicated there were no Continued on Page 20

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SEPTEMBER 2006 Comanche Flyer • 19 Upon arrival at Halstead, they landed After liftoff, the instructor stated the stated that they “could not accelerate” to the south and taxied back to the aircraft did not level out very much and and were “unable to climb.” The decision beginning of runway 17. The instructor was at a relatively high pitch attitude. was made to cut the power and impact stated that the wind was light and was Initially the aircraft climbed to approx- (landing) was made before reaching still out of the south, as it had been all imately 40 feet above ground level. more obstructions (trees). afternoon. However, it settled lower and was Initial impact was on the right wing He noted that a soft field technique “bobbling” in and out of ground effect tip and right main landing gear, was employed on the accident takeoff, as they approached the runway, accord- according to the instructor. The air- and that the full runway length was used. ing to the instructor. craft came to rest about one-fourth mile He stated: “Just over half way down [the] The flight instructor reported that, south of the airport in a wheat field. runway – normal acceleration degraded. due to an inability to climb, they were Upon exiting the aircraft, he noted that We were past abort point and due to forced to fly under a set of power lines the wind was now from the north. dangerous road area elected to fly,” at the end of the runway. The power The instructor noted that SN05 did although the aircraft was “behind the lines ran along a roadway, which bor- not have any weather reporting serv- power curve.” dered the south side of the airport. He ices, although a wind sock was located approximately one-half mile from the runway. He reported the runway con- dition as dry, short grass. Weather at the scene was reported The First! as overcast with light winds, by the flight instructor. He estimated a tail wind component of 5 ~ 10 knots on takeoff. He stated that after the acci- dent, the wind started picking up out of the north and the temperature got noticeably colder. Weather conditions reported by the Newton City/County Airport (EWK) automated weather observing station (AWOS), approximately 11 nm east of the accident site, at 1655 were: few clouds at 3,500 feet agl, and wind from 030 degrees magnetic at 9 knots. Both pilots indicated that there were no problems with the aircraft or engine, either prior to, or at the time of the accident. your best deal on The FAA Airplane Flying Handbook, concerning soft field takeoffs, states: aircraft financing. “After becoming airborne, the nose The First is proud to offer aircraft financing with a distinct advantage. should be lowered very gently with the Our banking executives are experienced with both financing and wheels clear of the surface to allow the aircraft – as lending professionals, as pilots and as aircraft owners. airplane to accelerate … an attempt We’ve been in your shoes, and flown in them, too, so call us first to to climb prematurely or too steeply get your best deal on aircraft financing. may cause the airplane to settle back I Single and Light Twin Financing I Refinancing I Fast Response to the surface as a result of losing the I Flexible Terms, I No Application I Upgrades benefit of ground effect.” Competitive Rates Fees Discussion I New and Used Aircraft Before a short discussion of the prob- able causes as determined by the NTSB, the situation begs for some questions: Way back when I learned to fly, we were told that the before takeoff proce- dure includes a glance at the windsock. This low-tech device shows the wind direction and velocity. From the report, Aircraft Finance Division we note there was a windsock on the airport and the instructor apparently 1-888-559-8892 looked at it after the accident. Why not [email protected] have a look before takeoff? The normal acceleration degraded P.O. Box 420 Member FDIC Equal Opportunity Lender just about half-way down the runway. Oskaloosa, Iowa 52577 Equal Housing Lender

20 • Comanche Flyer SEPTEMBER 2006 It means that there were some 1,300 feet until the end of the runway, which is turf and was dry. Why not abort the takeoff and aggressively ride the brakes? It should have worked. I fail to understand the meaning of “We were past abort point”. If acceler- ation degrades there must be something which is wrong or very wrong (like an engine failure, fuel starvation or a rapid change in wind direction) and may become more so in a second. Therefore, in most of these circumstances, aborting the takeoff would be the least hazardous action, and a fixed idea of an “abort point” may be dangerous. I still have to learn how an abort point can be determined. In this case, the aircraft climbed to 40 feet while still over the runway. It could not have been too close to the end of it. The above is what I believe to be the essence of the probable cause. However, there is a secondary probable cause. This relates to soft field takeoff proce- dures, but is applicable to every takeoff. It is understood that when a pilot sees obstacles growing larger through the windshield, the instinct is to pull back on the yoke. The correct action however is to maintain level flight and let the aircraft accelerate, then “jump over” the obstacle. A Comanche with a properly operating engine and full throttle will accelerate very nicely when leveled at 40 feet. We don’t know, however, whether the gear and the flaps, if deployed, were retracted. Generally speaking, before starting the takeoff run we should do some thinking as to what should be done if something possibly goes wrong. It is a moment of full concentration and attention, and some pre-evaluation may save us from a bad surprise. Likewise, before each landing the checklist and go around procedure should be clear, especially when under instrument conditions. A good state of mind is to say to oneself: I am going to make an approach to the runway and then go around, but if conditions permit I will abort the go-around and land. Lessons The wind may change suddenly from one flight to the next. At every takeoff, some thinking should be given to what should be done if something goes wrong during takeoff. Proverb Remember, you’re always a student in an airplane.

SEPTEMBER 2006 Comanche Flyer • 21 Flight into O’Hare Wasn’t Hairy at All by Charlie Littwin, ICS #14089

n Tuesday, March 21, Patti and I departed Lake Norman Airpark in North Carolina for a business seminar in OChicago. Rather than paying for a cab or a rental car from a “reliever” airport, we committed to the challenge of flying the Comanche into O’Hare Airport (KORD). A fuel stop was made in Bloomington, Ind. where we were delighted with the exceptional service provided by Cook FBO. After topping off at $2.68 a gallon (a savings of $2.27 a gallon compared to $4.95 at O’Hare), we were off again with an ETA of 8:10 p.m. at KORD. Routing was fairly direct with vectors smoothly provided near the airport. Despite two requests for landing on 9L which was advertised on the ATIS, ATC decided we were going to use 4R, the farthest runway from the FBO. Full power on final to combat the 10-knot headwind, 150 knots, two-mile final, reduce power, slow down, gear down, green light and we’re down. Something we have never seen before were the lights embedded into the runway directing us to the requested taxiway turn off. The fun part was the three-mile taxi to Signature. I’m not sure who was more excited Patti and I while admiring the grandeur of the airport and the multitude of heavy iron, or the ground crew pointing to us as we taxied between two 747’s.

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SEPTEMBER 2006 Comanche Flyer • 23 ARCHES NATIONAL PARK

M O AB UTAH

ᮡ Balanced Rock

ᮡ Window Arch From the Logbook

WHAT I DID ON MY SUMMER VACATION by LeWayne Garrison, ICS #8202

y family was looking for an from Grand Junction, Colo., on some unusual place to fly to for an of the most spectacularly beautiful and “Moab sits near the M extended weekend or a week geologically interesting land in the of activities. We also wanted some- United States. It is located on the eastern border of Utah, where that would not break the bank. Colorado River and is within 30 min- How about some of the most spectac- utes driving time of both Canyonlands not far from Grand ular scenery in the west? We decided National Park and Arches National Park. to try Moab, Utah. Some of you may The famous mountain bike area is Junction, Colo., on some not have heard of Moab, or if you called the Slickrock Bike Trail. This trail have, maybe you only know it as the is on an area just east of town on bar- of the most spectacularly “Mecca of mountain biking.” Either ren pale-red rock – thus the name way, you don’t know what you’re Slickrock. While Slickrock may have beautiful and geologically missing. My wife, daughter and I made a geological meaning, in the Moab area the trip recently. it means hard-rock landscape with no interesting land in the Moab sits near the eastern vegetation. In this same area are some border of Utah, not far famous four-wheel-drive trails. United States.” Continued on Page 26 ᮢ Landscape Arch If mountain biking is not your thing but in a fault valley, caused by a geo- walked around and under to see the (it’s not ours), head on out to Arches logical shift that displaced the layers view from both sides. National Park, about 10 minutes from of red sandstone. My personal favorite arch is one Moab. Stop first at the visitor’s center Further up the road from the view that is not particularly famous; it’s the and get educated about the conditions of the fault valley are several vertical Pinetree-arch which can be seen on the which caused these unique rock forma- formations known by various names, trail to Landscape Arch. Some of the tions to be created. such as Courthouse Rock, Balanced arches are visible from the road, but for The first formation the park service Rock and the Three Gossips. While you the best viewing, get out of your vehicle may point out is that the same rock admire these formations ponder the and walk closer. Most of the walks to the layers on each side of the canyon are time and forces that created them. arches are on easy, well-marked, level several hundred feet different in height. A bit farther along this road you’ll trails. However, some of the trails are This is due to the fact that Moab doesn’t see the first of the signature arches. moderate to difficult. An example of a lie in a river valley (even though the North and South Window arches are a moderate trail is the trail to the most Colorado River runs through town), short walk up a gravel trail and can be famous arch of all – Delicate Arch. There is an easy walk to a lower view point and an easy-to-moderate walk to an upper viewpoint. Again, there is a New Product trail to the arch itself, but it is a fairly long, strenuous hike. Allow a minimum of six to eight hours to tour Arches National Park. There are several days’ worth of formations to see, so make your plans according to the time you have available. After touring Arches, you must see at least part of Canyonlands National Park. Canyonlands is a much bigger park and has three separate districts: Island in the Sky (which is the closest to Moab), Needles, and The Maze. The only district we toured was Island in the Sky. This district is the most accessible and has some spectacular views. If you see nothing else at Canyonlands, see the overlooks in Island in the Sky. This area is so named because it is the top of a plateau that has been carved by the Colorado and Green Rivers and their Tribal Jack tributaries. This plateau above the rivers • Raise wheel independently. • Change a tire in a few minutes. and canyons is your “island in the sky.” • Service brakes and bearings. • Compatible with dog-leg gear. The Needles area is about an hour or so drive from Moab and the Maze district is even further. The Needles area is predominantly a backpacking and climbing area. The Maze is a very remote area of Canyonlands National Park. It is perhaps most well known as the area in which Aron Ralston caught his arm between a boulder and a canyon wall. A small Utah state park called Dead Horse Point State Park is another must- see area near Moab. The turn to this park is located just off the road to the Island in the Sky Visitor Center. This park gets its name from the fact that this point is on a long, narrow plateau with a very narrow neck. In the late 1800s, wran- glers would drive mustangs into this plateau and build a fence across the narrow neck to form a natural corral. Various stories abound as to how the bogert-av.com 800-627-8088 Dead part of the name came to be, but you’ll have to visit Moab to hear all the

26 • Comanche Flyer SEPTEMBER 2006 different versions. The State Park is Guided tours abound in Moab and Park and as you return down the river small, but has some of the most spec- run the gamut from river tours to the canyon walls are lit in time to a tacular views of the Colorado River four-wheel-drive tours, to petroglyph musical narration on the boat. This trip you will see. tours and the aforementioned movie must be experienced to be appreciated. Moab is justifiably proud of the num- tours. If you are in the mood for some Guided hikes and horseback rides are ber of movies, television and ads made four-wheeling, many options are also plentiful. Horseback riding through in the area. Many older westerns includ- available. You can rent stock to super- the canyons is spectacular. Among the ing John Wayne’s Comanchero and modified Jeeps, and do your own thing, trees and small streams, it is surpris- Wagon Master were made near Moab. or you can book a tour. The tours run ingly cool. Bring your camera to capture Most of the television series Gunsmoke from extreme rock trails in super- the memories of the scenery. was shot near Moab and the nearby modified Jeeps or Hummer H1s, to Moab is definitely a summer town. Monument Valley. More recent movies tamer (but still rugged) trails that can And a hot summer it is. The daily highs include Thelma and Louise, City be done in air-conditioned SUV’s. in mid-summer tend to run in the upper Slickers II, The Legend of Curly’s Gold, Don’t miss the river tours on the 90s to lower 100s. Bring sunscreen and and Mission Impossible II (the opening Colorado River. They vary from half-day take a lot of water, both for hiking and scene was in Dead Horse Point State to full-day raft trips through Class two the flight in. There are some cooler days Park). There is a small Moab movie rapids, on up to several day trips on (in late June we had two days that museum at Red Cliffs Lodge and some Class four and Class five water in never topped 85 degrees) but don’t of the guided tours take you to areas Cataract canyon. Riverboat trips are expect cool weather in Moab. Winter where movies were filmed. also available for sightseeing and short is not the time to visit, though. The nature-walks. Jet boats are available locals say that between October and and always a fun way to see the scenery. March, the town rolls up the sidewalks. A unique river trip in Moab is the The locals take their vacations during “Canyonlands by Night” tour. After the winter and recharge for the coming feeding you a western-style barbecue tourist season. While winters aren’t dinner, you board a barge-type boat particularly severe, all the tourist up the river next to Arches National activities and attractions are closed. Continued on Page 28

ᮤ Three Gossips

ᮢ Window Arch For a place to stay, Moab has all the a multitude of activities on site; plan on While we were in Moab we didn’t usual chain motels and hotels, such as spending about $170 per night if you discover any spectacularly good eateries, LaQuinta, Best Western, Holiday Inn, stay there. For the particularly well- but we were also never disappointed in etc. The rates are fairly reasonable at heeled, Sorrel River Ranch is a resort our choices. Moab Brew-Pub on Main the chains we checked. Rates under with spa and a four-to-five star restau- Street has good, typical brew pub fare $100 per night are easy to find. For rant on site and is also on the river. at good prices. Moab Diner was our most those wanting something a little fancier, Rates run from $280 to $460 per night. frequent choice and had the usual diner Red Cliffs Lodge is available a few miles There are also bed and breakfast inns fare of very good quality. They also up-river from Moab. It is situated on the available. Go to www.moab-utah.com had a wide selection of ice cream and Colorado River and has a restaurant and to find more information. the prices were low. Moab’s airport is the Canyonlands Airport (KCNY), and is at 4,555 feet MSL. Runway 3/21 is asphalt and is 7,100 feet long. It sits on a flat area between slightly higher plateaus, and has clear approach- es. The surrounding areas are higher than the runway, but are not a hazard if you are aware of them. As mentioned earlier, summer temperatures can be high, so be mindful of density altitude. The FBO at KCNY is Redtail Aviation. Everyone we dealt with at Redtail was friendly and helpful. They were very laid back, but took care of everything we asked for. Fuel prices were competi- tive and tie-downs were reasonable.

ᮡ Gemini Bridges

ᮢ Long Canyon CANYON LANDS NATIONAL PARK

ᮡ Canyon Overlook ᮢ Dead Man’s Point ᮤ Horse Trail

Thrifty car rental is in the terminal and will have a car ready for you with a prior call. The car rental counter in the airport is only manned with prior reser- vations, so don’t wait until you arrive. Moab is a great and unique place to visit for a few days or a week. Make your plans for a memorable visit.

Editor’s Note: LeWayne Garrison wrote this article in hopes to promote the use of Comanches for leisure travel. He states, “I know I don’t utilize my own airplane, N5827P, as much as I would like to. I am submitting these articles solely to try and share some of my favorite trips and memo- ries.” Look for other travel destination stories by LeWayne in future issues.

SEPTEMBER 2006 Comanche Flyer • 29 The International Comanche Society Invites You to Join Us

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

Name:______Spouse: ______

Address: ______

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Country: ______Zip: ______

Telephone:______Fax:______

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

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Date Tribe Event/Location Info Source/Host Sep 22-24 MS Fly-In George and Cathy Richmond, Omaha/Fremont, Neb. (402) 894-2917 or e-mail: [email protected]. Sep 30- E. Can Fall Colours Fly-in John Hamilton at [email protected]. Oct 1 Haliburton/Stanhope Oct 14 SC Hangar Dance Dick Brown at Ft. Worth, Texas (FTW) e-mail: [email protected] EAST CANADA TRIBE or by home telephone at (972) 661-3923. Considering the lack of attendance Oct 27-29 MS/SC Joint Fly-In Tina and Bruce Thumann, and inconsistent weather patterns we Eureka Springs, Ark. (281) 487-5782 and experience around the great lakes, we Sarah and Mac McKinley, (816) 320-3462. usually try to tag our fly-ins on a regular basis along with other events that are Other alternate afternoon trips are: Please join us for a fun-filled weekend. usually pre-planned the Fall Colours • The Wildlife Safari across from the A registration fee of $7.00 per person fly-in at Haliburton/Stanhope on Sept. SAC Museum. will be charged and deadline for regis- 30 and Oct. 1. • The Fremont and Elkhorn Valley tration is September 1. Send the fee to We usually try to plan something in Railroad and Museum with an George H. Richmond, 15958 Madison the peninsula at either Fort Erie or excursion train which runs 16 miles Street, Omaha, NE 68135. Welland, Bruce McRitchie’s home base through the Elkhorn Valley from For more information, you may con- and we will keep you advised. Fremont to Nickerson leaving the tact George at (402)894-2917 or e-mail If you have any events you would station at 1:00 p.m. The rail cars are at [email protected]. like to add to the schedule, please advise vintage and date to the 1920s. John Hamilton at [email protected]. Fly-In • Old Historic Fremont with its MID-STATES TRIBE homes and antiques shops. Eureka Springs, Ark. • The famous Henry Doorly Zoo and October 27-29 Fremont/Omaha, Neb. IMAX Theater in Omaha. Let's mark our calendars and join • There are also several nice Art the South Central Tribe for a great Fall Fremont, Neb. Airport (FET) museums – the Joslyn Art fly-in to the mountains of Northern Sept 22-24 Museum and the Durham Western Arkansas. The Eureka area is filled with In 1856, this land was a sea of prairie Heritage Museum (located in the Ozark mountain music, Ozark coun- grass and wildflowers and no trees except historic Omaha Union Station). try food, a very interesting Historic at the Platte River shore. The only homes • Several shopping malls are scat- Downtown filled with many unusual were teepees for 1,500 Pawnee south of tered around the Omaha area shops, trolley cars and even a hotel with the Platte. Streets were Indian trails and (for the shop till you drop ladies). a ghost! Down the road is War Eagle military roads which headed west. It was We will wind up our day at the Kiewit Mill (a water-powered stone gristmill). a wilderness. Lodge with a great meal and a melodra- With all this to do, you may want to Today, Fremont is a bustling city of ma. Dinner will be served at 4:45 p.m. stay for a week! See the South Central 25,000 residents and will be celebrating Our hotel will be the Holiday Lodge write-up for the details. its 150th anniversary this year. We will in Fremont. It has a full-service restau- be flying into the Fremont Airport for rant and bar. A special group rate will SOUTH CENTRAL TRIBE a weekend of adventure and fun. be $53.95 for double occupancy. Call Friday night will be our traditional for reservations at (402) 727-1110. The Hangar Dance meal together and meeting and greeting deadline is September 1. Remember to Fort Worth, Texas (FTW) of old friends at 5:30 p.m. say you are with ICS or International Saturday we will start the day out Comanche Society. October 14, 2006 A delightful event takes place each with a visit to the “Historic Old Market” Car rental is through Enterprise Rent- year at the Vintage Flying Museum area of Omaha, with its famous Saturday a-car in Fremont. The local telephone located on Meacham Field (FTW) in morning market vendors. Lunch will be number is (402) 727-4160 and the con- Forth Worth. Some of the vintage air- at one of the Old Market's unique restau- tact is Aubrey. A compact car is $14.99 planes are pushed out of the museum's rants. Afternoon will find us at the per day; a midsize car is $18.49 per day, hangar, a bandstand and tables are set up, famous Strategic Air and Space Museum with three-day minimums. Passenger and a wonderful evening follows which (see history come alive with 300,000 vans carrying 15 people are $150.00 includes a Texas Barbeque dinner, a square feet of space, including World per day, contact George if you are wonderful display of the vintage aircraft, II and Cold War aircraft and artifacts interested in vans. a chance to go through one or two planes, as well as traveling exhibits, library, The airport requests you bring your theater, and flight simulators). own tie-downs and stakes. Continued on Page 32

SEPTEMBER 2006 Comanche Flyer • 31 a great "big band" plays real danceable This is not a “hosted” South Central by Wednesday, October 4 for reservations music from by-gone eras, and a large Tribe ICS fly-in event per se. In previous for the barbeque dinner, the dance, fun-loving, aviation-oriented crowd, years, some South Central Tribe and table reservations so we can sit many of whom will be in some kind of members have gotten together and sat together. Dick will have the dinner uniform or dress (mostly reminiscent together at this Vintage Flying Museum and dance tickets to give to everyone of World War II), who will dance the extravaganza. We are going to do that as they show up for the event. The dinner night away. If you like good barbeque, again this year. Although, we have not ($15) is from 6:30 p.m. until 8:30 p.m. you can't lose. If you like airplanes, you yet received all the details from the (dinner tickets are sold only in advance). can't lose. If you like great big band music, Vintage Flying Museum, we have pro- If you want to skip the dinner, you can you can't lose. If you like to dance, or jected the schedule and costs based join us just for the dance from 8:00 p.m. just watch the show put on by other on year’s past. until midnight (tickets $20 in advance, dancers, you can't lose. Send Dick Brown $40 (per person) $25 at the door). Dick’s address is 7015 Roundrock Rd, Dallas, TX ,75248. He can be reached by e-mail at [email protected] or by home telephone at (972) 661-3923. He doesn’t carry his cell phone except when he needs to, but will carry it on the day of the event, so all can be assured of contacting him at the last minute, if needed, at (214) 500-6666. If anyone plans to fly in, the closest FBO on Meacham Field is the Sandpiper, about one-half of a mile from the Vintage Flying Museum Hangar. It is feasible to walk, but the neighborhood isn't all that great. If you will let Dick know when you are arriving, he’ll meet you at the Sandpiper FBO, and transport you to either the Barbeque Dinner and Dance, or to a motel if you are staying overnight. The Vintage Flying Museum may be negotiating a rate with a nearby facility. There will be more motel information for those wishing to stay overnight published in the SS Tribe newsletter Smoke Trails. If you are not a South Central Tribe member, you can either ask Dick to send you a newsletter or contact him personally closer to the event for motel information. We look forward to having a fun group. Fly-In Eureka Springs, Ark. October 27-29 Please note date change. The date for this fly-In has been changed from a previous announcement, due to conflicts with other major events in the area. Eureka is the Greek word for “I found it.” You too will be shouting EUREKA from the mountain tops once you visit this small, quaint, historical town. Located deep in the heart of the Ozark Mountains, Eureka Springs was officially named on the Fourth of July in 1879. It soon became famous during the Victorian era for its “curing springs” and quickly grew in size to over 10,000 residents.

Continued on Page 34

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SEPTEMBER 2006 Comanche Flyer • 33 There are numerous local attractions from the airport. Mr. Saunders was very show in America every mid-October. in the area to satisfy your every desire. wealthy and became friends with many Fortunately, the 250,000 people who Ladies, you will want to bring your of the elite of his time, amassing a fine attend it will be gone by the time we are Christmas shopping money for that collection of unusual and unique hand there. But, you will see the only water- special gift you will surely find in one guns, artifacts, and various items which powered stone gristmill in operation of the dozens of fine shops in the belonged to some of America’s most in Arkansas and have the opportunity Historical Downtown Shopping District. famous and not-so-famous heroes and to purchase some of their all-natural We have selected some of what we desperados. products and other gift items at their consider to be the best attractions for Do not forget to bring warm clothing General Mercantile Store. your dining and entertainment pleasure. or a blanket for Saturday night (there Assuming normal seasonal changes, First, plan to arrive by mid-afternoon is a Wal-Mart in Berryville, if you do you may also expect to see some of on Friday in order to have time for a forget). After another fine dinner at the most beautiful displays of color in pleasant world-class dining experience one of the local eateries (and if the America as the fall season arrives in before you being shuttled off to the weather cooperates), we will be attend- Arkansas. You will see the Fall colors Ozark Mountain Hoe-Down Country ing The Great Passion Play. It is billed from the air as well, as in the many Music Theatre for an evening of great as America’s number-one attended out- valleys and on hillsides as you tour Comedy and Musical entertainment. door drama. We will see the final show the area by car. Many travel to this On Saturday, the available daytime of the season and be entertained by a area in October for the colors alone. activities will feature several popular cast of hundreds who bring to life the We will be staying at the Best Western attractions including, but not limited awe-inspiring epic drama of Christ, Eureka Inn. Nightly rates are $99.00 to, the multi-award-wining historic and “The Greatest Story Ever Told.” for two with two double beds or $106.00 Thorncrown Chapel, the Historical It will be an unforgettable experience. for two with one king or queen bed. You Downtown Shopping District, the Then, on Sunday morning, please must mention ICS for the discount when Turpentine Creek big cat and wildlife do not plan to leave until after lunch. making reservations. The telephone refuge, the Historic District Narrated We will be taking everyone out to the number is (877) 516-9900. There have Tram Tour, and the 1886 Crescent Hotel. War Eagle Mill, 25 miles south of town, been15 rooms blocked for the event that For gun enthusiasts, don’t miss the C. for a wonderful breakfast and one last will be held through September 22. Any Burton Saunders Memorial Museum in shopping experience for the ladies. cancellation must be made 48 hours Berryville, which is only a few miles War Eagle is the site of the largest craft prior to your arrival date.

Continued on Page 36

34 • Comanche Flyer SEPTEMBER 2006 An affordable fix for those old Comanche Sun Visors!

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SEPTEMBER 2006 Comanche Flyer • 35 We will be flying in to the Berryville, Carroll County Airport, (4M1). The air- port is located approximately 12 miles east of Eureka Springs. Self-service fuel is available and was +/- 30 percent less than the national average as of this writ- ing. Rental cars are not readily available in the area, so please RSVP for this event in order that we can obtain adequate van transportation for those coming. Registration will be $30.00 per person, which will include van/shuttle trans- portation to and from the hotel and various events, as well as arrival snacks and refreshments. This event is being hosted by Bruce and Tina Thumann of the South Central Tribe and Mac and Fiberglass Sarah McKinley of the Mid-States Tribe. All registrations should be sent to Bruce Thumann, 6430 Mayfair St., “Glareshield” Houston, Texas, 77087. Contact phone numbers for Bruce are (281) 487-5782 One piece hand-laminate with a (home), (877) 776-9663 (toll-free at molded Naugahyde texture, work), (713) 875-3056 (cell). Tina’s cell number is (832) 788-9673, and the air- designed to tuck under the port phone numbers are (870) 423-2668 windshield from the front, total- for the terminal lounge or (479) 244- ly covering the top of the instru- 5210 for Airport Manager Perry Evans cell number. ment panel. Plan to join us and be a part of this “For Fun” fly-In! Glareshield Price List: Protects Instruments Piper PS24/30 Comanche STC...... $275 Saturday Lunch Fly-Ins From Intense Heat Piper PA 38 Tomahawk...... $275 If it is difficult for you to make a full Piper PA28 Cherokee Series ...... $275 weekend fly-in, you may find the Piper Cherokee 6, PA32, 34, Ex...... $275 Saturday lunch gatherings with The Glareshield extends approxi- Comanche camaraderie, sharing of Beech 33, 35 & Baron (1962-1970) .$350 mately three (3) inches past the flying stories, maintenance talk and Beech 33, 35 & Baron (1971-1983) .$450 front of the panel to shade instru- lunch, to your liking. You should be able Cessna 120/150/140...... $275 to find a schedule of the lunch fly-ins ment faces. The reinforced “lip” Cessna 170/172/175...... $275 on the South Central Tribe website at forms a nifty handhold on the Cessna 180/182/185...... $275 Glareshield’s front edge and pro- http://groups.msn.com/SouthCentral Cessna 210/206 ...... $275 TribeICS/welcome.msnw and in the vides room for mounting optional Cessna 337 Skymaster ...... $275 South Central Tribe newsletter FAA approved lights for greater Mooney 201 & up...... $275 Smoke Trails. visibility. Optional FAA approved lights ...... $130 Glareshield shipping lower 48 UPS ground ..$ 35

ORDER FROM “Windlock ” Device Dennis Ashby This control “lock” is designed to 288 CR 12200 be used inside the cockpit & Paris, TX 75462 attaches to the flight controls. Cannot be forgotten prior to 1-800-945-7668 flight! Voice: 903-784-8187 $69.00 Fax: 903-784-8145 ($6 S&H) www.aircraftglareshield.com

36 • Comanche Flyer SEPTEMBER 2006 Shoulder FAA Approved Repair Station #DER765K Harness 39 Years Specializing in: ࡗ Structural Repair Program ࡗRoutine Maintenance ࡗInspections ue to the tremendous response, ࡗModifications ࡗ Engine Overhauls P.V. Aero and Kosola have agreed Dto extend the discount programs Extensive Comanche Experience since on their shoulder harness installation kits to all ICS members indefinately. the days of old Bill Piper. Annual Inspections, If you are not an ICS member, call 100 Hr. Inspections and 1000 Hr. Inspections Gaynor at Headquarters at (405) 491- 0321 to sign up so you can get the dis- on All Piper Models. counts. The shoulder harness kits provided by Kosola and P.V. Aero exceed the ILIFF Aircraft Repair FAA strength standards by a factor of 1.3 or more. & Service Co., Inc. Have your ICS number and aircraft Hangar 17 serial number ready when you ask to Tulsa International Airport speak to the shoulder harness program Tulsa, OK 74115 person. The prices and phone numbers Phone: (918) 835-5554 Chuck Iliff for Kosola and P.V. Aero are as follows: Fax: (918) 835-9572 KOSOLA E-mail: [email protected] Phone: (229) 435-4119 Fax: (229) 888-5766 Contact: John Brim Flat Rate Annuals - Structural Repairs - Modifications Front seat: per seat price $420 to Expert Glass Replacement - Engine Overhauls $440 for strap and $595 to $620 for the inertia reel setup. The prices vary according to serial number. Rear seat: per seat price $420 for strap and $595 for the inertia reel Kosola is offering an ICS member discount of $50 per seat. P. V. AERO Phone: (918) 274-1616 Cell: (816) 210-4829 Contact: Lenny Spall Both front seats are normally $475; and both rear seats are normally $475. Professional Complete Aircraft Restorations - Alternator Inop Warning Light Systems. NEW! State of the Art Alternator Conversion for PA 24 & PA 30 Aircraft. ICS members receive a special, dis- Call for details. counted price of $425 for a seat pair, Our experienced Licensed Staff takes pride in assuring customer safety and or $800 for all four seats. customer satisfaction, with special attention to detail.

In service since 1983 CLIFTON AERO

Clifton Airport P.O. Box 249 Clifton, TX 76634 Tim Talley ICS #09375 30 minute flight SW of Dallas/Ft. Worth 254-675-3771 www.cliftonaero.com • e-mail: [email protected]

SEPTEMBER 2006 Comanche Flyer • 37 Fly-In Reports The South Central Tribe’s Palo Duro Extravaganza by Dick Brown, ICS #12179

e had fun, fun, fun! Sixteen the world-famous Big Texan Steak airplanes full of fun-loving Ranch Restaurant where you can eat “The surrounding WComancheros, plus the tribe a 72-ounce steak for free. None of us chief (Dick and Doris) whose twin could belly up to that. We had a private “broke down” on the way, gathered at dining room to enjoy the best of Texas Tradewind Airport in Amarillo Texas. eating with Texas art and artifacts all flat semi-desert Mark and Denise Pfeiffer performed a around to remind us we were in a very “Comanche air lift” to get Dick and special place. As usual, the Mid-States Doris to the fly-in on time. Tribe supported our fly-in big time (as To set the stage, Amarillo is in the we do theirs). We had a chance to rec- Texas panhandle in the middle of ognize folks from both tribes for their makes the Kansas nowhere. The surrounding flat semi- contributions to our fun over the past desert makes the Kansas flatlands few months, tell a few stories, lies, and look like beautiful rolling hills. Why in general enjoy each other’s company. would we go there? Read on! We had one interloper from the South flatlands look like We gathered at the Tradewind Airport East Tribe, Jim Martin who added a in five stage coaches (aka vans) to little “gentile” behavior to our raucous check in at the motel and proceed to crowd. At the appropriate moment, beautiful rolling

hills. Why would

we go there?

Read on!”

ᮣ Steaks at Big Tex

38 • Comanche Flyer SEPTEMBER 2006 three cowboys and a Texas lady strolled to music and special sound and visual in and entertained us with great western effects occurring on the 800-foot canyon music. The Comanche camaraderie wall natural backdrop. It was spectac- doesn’t get any better that it did that ular with trees being split by lighting night. The evening ended with our fleet and thunder which made you “duck”. of stage coaches returning to our motel Now I don’t really know the complete with happy campers aboard. story, but rumor has it that upon return Saturday was a great day. It started to our hotel, two of our Comanche early with a 20-mile drive to the rim of rowdies were having such a good time the world-famous Palo Duro Canyon. that they actually got thrown out of There we were “herded” on to several our motel and others were threatened. off-road vehicles decorated with long- You will have to ask them about that. horns and dusty Texas art. We bounced All I really know is that not all of us down a steep canyon dirt road to the checked out of the same motel we chuck wagon of the Elkins Ranch. checked into. ᮡ The ride deep into Palo Duro Ranch hands fed us the best cowboy On Sunday, we had to go back to breakfast we could have wanted, served reality. Our Texas Panhandle weekend all the stage coach drivers, and to each on a tray with no dishes – just like is now an indelible memory. Our thanks who attended. I don’t really understand they did it in the real cowboy days. to Butch and Linda Baker for volun- why our whole tribe doesn’t show up, An intruding rattle snake got shot on teering to be the hosts of the fly-in, to as we have so much fun. the spot. Everything tasted great, the biscuits and coffee were superb. Then some real Texas comedy and musical entertainment got underway with cowboy/singer Ed Montana and his sidekick. Ed tried to teach Mark Pfeifer and Elaine Fox to yodel – it didn’t work. He gave us about an hour-and-a-half of half-true history of the majestic canyon we were sitting in, interspersed with song and comedy. We could watch the deer nearby, and savor the colors of the canyon – it was a great morning. We next visited the world famous Panhandle-Plains Historical Museum. We could have spent several hours there, as its diversity offered something of interest to everyone. But recognizing we have to have “shopping” as part of every fly-in, our fleet of stage coaches had to proceed to the historic Route 66 shopping area. Here our stage coaches went different directions, antique shop- ping, mall shopping, to the airport to kick tires, or back to the motel for a nap. I went with the airport crowd. It was fun listening to the owners of the many impeccably maintained Comanches share their secrets. The evening brought us to the climax of our fly-in. Our stages coaches took us back to the Palo Duro Canyon, and then deeper in to the canyon for the world-famous barbeque and musical extravaganza “Texas.” The setting was a 2,000-seat outside amphitheater among the beautiful canyon rock formations, with a large open stage and the canyon wall as its backdrop. The play essentially revolved around the history of a pan- handle town, with its pioneer struggles, love stories, and indians, and was set

SEPTEMBER 2006 Comanche Flyer • 39 Aircraft Interiors Standard & Custom Designs LEATHER NAUGAHYDE • FABRIC

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40 • Comanche Flyer SEPTEMBER 2006 Fly-In Reports continued... Mid-States and North Central Tribes Enjoy House on the Rock

by Barb Beil

he skies were welcoming on Friday, June 23 to 17 beautiful Comanche airplanes flying into southwestern Wisconsin. Those Comanches carried 47 people from T11 states who were present to enjoy the beautiful scenery Wisconsin offered. We stayed at the House on the Rock Inn, enjoying a hospitality room and many swimming pools with a special wading pool for the children, that was a large copper submarine. We dined at a fish and broasted chicken buffet at Jimmy’s that evening. Saturday we were off to the House on the Rock and its museums. “Awesome,” was just one of the comments about the House on the Rock. It truly is one of a kind. That evening we dined at Thym’s Supper Club. We welcomed two couples that were at a fly-in for the first time – Leon and Jean Hapka from Argyle, Minn. and Milt and Fay Blersch from Cincinnati, Ohio. Dorothy Meadows enlightened us of upcoming fly-ins for the North Central tribe; while Sarah McKinley told us of the events sched- ᮡ The Einspahr family. uled in the Mid-States tribe. Sunday all airplanes and passengers flew out, despite marginal weather.

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SEPTEMBER 2006 Comanche Flyer • 41 Fly-In Reports continued... Southwest Tribe Reeps Reno’s Offerings and Welcome New Board by Peggy Harmon, ICS #12436

he Southwest tribe’s July fly-in facility. We had 44 people and 14 air- both ladies and gentlemen were shut- and annual business meeting planes at the fly-in which was hosted tled downtown. Some chose to tour Twas held this year July 14-16 at by our treasurer, Sandy Moore and Harrah’s famous Automobile Museum, Reno’s best kept secret, the Peppermill her co-host, Shari Caton (with the while others shopped and strolled along Casino on South Virginia Street. Even assistance of their partners-in-crime, the Truckee River. though this beautiful casino is located Ed and John, respectively). Saturday evening found everyone in south of the downtown area, it has all After arrival on Friday, everyone was the Peppermill’s Tahoe banquet room the amenities one could ask for of a on their own for dinner at the several for cocktails, followed by their won- gambling resort. The only drawback was restaurants in the casino or the sur- derful Gold Rush Dinner Buffet. Tribe the remodeling expansion, which tells rounding area. After breakfast Saturday Chief Craig Varga then opened our you it is a desired and thus growing morning and a little gambling time, business meeting in which next year’s PROPELLERS

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42 • Comanche Flyer SEPTEMBER 2006 officers were elected. They are as fol- lows: Tribe Chief – Lorne Harmon; Assistant Tribe Chief – Charles Parker; Tribe Scribe – Peggy Harmon; Treasurer – Sandy Moore; and Trip Chairman – John Caton. The new position of Communications Officer was added to our by-laws, and Dorian Swartz was elected to fill that position. In addition, a big round of applause was given for the current Board’s service. After the meeting, we had the pleasure of a presentation by Chuck Kuennan, FAA/Lockheed Martin representative, concerning weather information and potential changes in the flight service system in the future. He followed up with a short question-and-answer period. We ended with our usual gift raffle (a lot of great gifts), the cash drawing from the evening’s ticket sales, as well ᮤ ᮡ The group as the annual drawing for our “big pot” enjoying their ($520). The lucky winner of the “big dinner at the Peppermill. one” was Isabel Frimmersdorf, the host of our recent Santa Rosa fly-in. We all had a great time at this fly-in, and many thanks again to Sandy and Shari for all their work.

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SEPTEMBER 2006 Comanche Flyer • 43 Featured Fly-In North Central Tribe Gains Knowledge and Camaraderie at Maintenance Seminar Fly-In by Bill Schnauffer, ICS #12489

n Saturday June 10, Cliff and some attendees drove to the event. also had one stabilator removed and dis- Wilewski (ICS #15746) hosted The maintenance seminar started at cussed the issues and proper inspec- Oa maintenance seminar at his 10:30 a.m. and concluded at 4:00 p.m. tion of the stabilator torque tube. FBO, Heritage Aero, Inc. (www.her- Cliff had a PA-30 on jacks and discussed Heritage Aero’s team of Comanche itageaero.com), in Rockford, Ill (RFD). the functions and maintenance to the specialists looked over all the planes Thirteen Comanches and 40 people landing gear system. He utilized a that attended the seminar. All aircraft attended the seminar. The attendance small camera and projected the images owners were given a list of suggested was dampened by inclement weather on a video screen so all could see. Cliff items that should be corrected on their

44 • Comanche Flyer SEPTEMBER 2006 “Cliff had a PA-30 on jacks and discussed the functions and maintenance to the landing gear system. He utilized a small camera and projected the images on a video screen so all could see.”

perspective airplanes. Henry Spellman from the Comanche Flyer Foundation offered copies of Maurice Taylor's tape, “Comanche Landing Gear” for attendees. Bill Schnauffer and his son Will were the chefs and prepared lunch for everyone. Heritage Aero, Inc. plans to host additional maintenance seminars in the future and invites all to attend. Everyone had a great day and found the experience very informative and worthwhile.

SEPTEMBER 2006 Comanche Flyer • 45 PA24-180 Comanche Shoulder Harnesses Classified STC, FAA, PMA approved for front and rear seats for comanche aircraft.

$475 FOR BOTH FRONT SEATS Trading Post is a non-commercial, $475 FOR BOTH REAR SEATS member to member service pro- $850 FOR FRONT & REAR vided free of charge, one time per (ICS MEMBERS ONLY) 1959 Piper Comanche PA24-180 member, per year. The sale of air- *Not available for rear seats of three side 3949TT 815 SMOH 3 blade McCauley window (B-C model) A/C. craft is not permitted in the prop 205 SNEW custom avionics Trading Post. P.V. Aero • Lenny Spall panel, IFR capable, copper cables, (918) 274-1616 alternator one piece windshield. Ads must be submitted in writing Cell: (816) 210-4829 only (fax or E-mail OK). Free ads Narco 810, 120, nav Narco 120,121, may not be placed by phone. First Apollo loran, Narco 890, DME inter- 25 words are free. Extra words are com Hangared paint 7, interior 8 $0.40 per word. Fax (405) 491-0325 Classified $44,500 Call 541-997-6964 1/2 E-mail: [email protected] Advertising PA24-250 FOR SALE: One pair of New Piper gear Rate: 1960 PA24-250 Engine 0540-I-A-C- cables P/N 455-180. Sell for $500 or (Two issue minimum) 5. Registration N6789P Ser# 24-1921 Trade for Overhauled Flap Transmission/ Airframe Hours 8400 Engine Hours 870 Motor. HM 253-564-6323 CELL (253) Minimum Ad Charge: Since new. Propeller: Hartzel 350 Since SMOH eddy current AD Due 10/07. Paint 377-9758. 2/2 $50.00 FOR SALE: Three original PA-30 A/C New paint 6/14/04 Original 1960 Polished Prop Spinners, one still with Comanche 3 tone scheme. Interior New Payment must accompany Leather installed with leather headliner yellow tag, each $325.00 includes US advertisement order. Shipping. E-mail Adamyk (941) 360- 2003 D&T Aircraft, Cal City CA. Annual 9282, [email protected] 2/2 Extra charge for Photos. Due: Fresh annual preformed Dec 2005. For Sale: Polished Spinner (D7086) & Piper Service Bulletin No. 1160 Complied Backing Plate (D7089A) off a 3 blade All advertising must be received with. Avionics: Center stack panel by Ron McCauley prop model no B3D32C412- by the editor in writing (mail, fax, and John’s. Fiber Glass glare shield by C. $250.00 plus shipping. Contact David or e-mail) five weeks prior to the Dennis Ashby, Instruments lighting by at [email protected] 1/2 desired month of publication. new light, Garmin GMA 340 Audio Panel For Sale: Polished Spinner (D7086) & Payment must accompany adver- with 3-light marker, and 4 place intercom, Backing Plate (D7089A) off a 3 blade tisement order. Renewals may be Music Input, King KX 125 Nav/Com with McCauley prop model no B3D32C412- made by telephone, but initial ad 209A glide slope, Garmin 250 XL GPS C. $250.00 plus shipping. Contact David must be in writing. with remote needle/moving map, Narco at [email protected] 1/2 AT 150 with encoder, Narco 890 DME, Auto controlII for 180/250 complete, The publisher makes no warranties EDM 700 engine Analyzer all 6 wiring cables, control box, A.H. indicator, as to the veracity or accuracy of Cylinders, Fuel Scan 400 Fuel totalizer. servo, works great replaced w/ STEC the information provided by the S-Tec Autopilot (Heading) (GPS VOR 60-2 $400.00 OBO Bob Sayles 704-947- advertiser. The publisher is under LOC Tracking) Altitude Hold, Tip Tanks 8000, [email protected]. 1/2 no obligation to accept any or all 90 gal fuel, Price $83,000.00 OBO. OVER advertisements. $130,000 invested, if you see this plane and want a Comanche, you will buy it, European Center for International many more extras, Call for Spec sheet. Comanche Parts Comanche Society Mick Thames Ryan Airfield, Tucson, AZ (520) 883-4823 E-mail [email protected] 5604 Phillip J. Rhoads Avenue Twins, Comprehensive stock of New & or Gary Towle Tucson AZ (520) 444- Serviceable S/H Sparews, Inc., Props, Spinner Hangar 3, Wiley Post Airport 0316 E-mail [email protected] Back Plates, Engines, Undercarriage Wheels, Bethany, OK 73008 ICS #12974 2/2 Wings, CSU’s, El Boost Pump, Generators, 1958 PA24-250 Well Maintained w/Same Alternators, etc. In fact 90% of all Twin TEL: (405)-491-0321 owner for 35 Yrs. 4243TT, 1023 SMOH, Parts. PA24’s less comprehensive, but try me. FAX: (405) 491-0325 New Hartzell 2 Blade Prop, Dual KX Will Ship World Wide. No List. 170B’s, GS, KX86 NDB, GX55 w/CDI Tel: or FAX: E-mail: (IFR Certifiable), AT150 Xpndr, S-Tec UK: 44 116 240 2294 40 Coupled Autopilot, Remote Compass, E-Mail: [email protected] [email protected] www.PiperSpares.com

46 • Comanche Flyer SEPTEMBER 2006 Tip Tanks, 4 Place Intercom, Paint/ 1971 Piper Comanche 260C N9476P: Interior (Leather) 9+/9, Soundproofed, Always Hangared, 2200 TT Airframe Advertiser’s 2 Strobes Rotating Beacon, IFR Certified, and Engine, NDH, Annual 4/07, Standby Vacuum, 1 Piece Windshield, Adlogs/Original Logs, All AD's comp., Index 1/4" Glass, Upgraded Panel w/Center Great Comp, Beige & Putty Leather Stack Radios, Portable Oxygen, Int 2002, ?'' Glass, Altimatc IIB 3- Ada Aircraft Painting ...... 15 Shoulder Harnesses. $70,000. Warren Axis, Insight CHT/EGT, GNS 530, Advanced Pilot Seminars...... 19 Cermak (419) 798-5809 or wcermak@ Shadin Miniflo L, Mark 12D Nav/Com, Aero Tech Services ...... 33 cros.net.GPS 2/2 Narco Transp, DME, PSI 4-Audio Aero-PMA-Parts ...... 44 Prop, Dual KX 170B’s, GS, KX86 NDB, panel, WX10 Stormscope, 4-Place Aerotech Publications ...... 43 GX55 w/CDI(IFR Certifiable), AT150 Oxygen, Electric Trim, NULITE Inst Aerox ...... 15 Xpndr, S-Tec 40 Coupled Autopilot, Lts, $114K/OBO, info & pics: cz@sky- Air Parts of Lock Haven ...... 35 Remote Compass, Tip Tanks, 4 Place dogcreative.com, 917-699-0593 1/2 Aircraft Engineering, Inc...... 22 Intercom, Paint/ Interior (Leather) 1966 PA24 260B, N9086P, TT 3037.8 Aircraft Specialty Services ...... 40 9+/9, Soundproofed, 2 Strobes SMOH 1104.3, SPOH 378.1 Snew Aircraft Spruce and Rotating Beacon, IFR Certified, annual 10-18-05, IFR 09-09-05, No Specialty ...... Inside Back Cvr Standby Vacuum, 1 Piece Windshield, damage history. To many things to Avemco ...... 7 1/4” Glass, Upgraded Panel w/Center list. Call or email for pictures and Aviation Performance Products ...... 23,43 Stack Radios, Portable Oxygen, equipment. $105,000. 361-552-5838, B&C Specialty Products, Inc...... 23 Shoulder Harnesses. $70,000. [email protected] 1/2 Bogert Aviation ...... 26 Warren Cermak 419-798-5809 or Bruce’s Custom Covers ...... 16 [email protected] 1/2 PA30 / PA39 CFF ...... 11 1965 PA-30 Twin Commanche- Clifton Aero ...... 37 PA24-260 Counter Rotated, 4365 TT, 750 SMOH Comanche Gear...... 21 1965 Comanche, PA-24-260, Lycoming LE/RE, LOST MEDICAL, Loran, Nose Degroff Aviation Technologies...... 35 IO540 D TT 3254 SMOH 1787 SCTOH Wheel Tug, Manuals, KX-170B and Mac Dennis Ashby...... 36 355 Next Annual 3/07 2nav coms: Mac Digital Radios, Insight EGT/CHTs, Eagle Fuel Cells ...... 48 LED flip-flop, KX-170B, HSI coupled 3 Horizontal Compass, Small Nose Wheel, Electronics International...... 21 axis A/P, 2 glide slopes, GPS King 89B Amp/Volt Meter, Lopresti Wow Cowls First National Bank Midwest ...... 20 IFR cert, excellent IFR platform, DME, and Speed Spats, Arapaho 1 Piece General Aviation Modifications ...... 33 ADF, 6 probe EGT, Audio panel, 3 light Windshield, K2-U Wing Fillets, Pilot/ Great Lakes Aero Products ...... 32 Mkr Bcn, Feul flow gauge, Avionics master Co-Pilot Shoulder Harnesses, Bogart Gulf Coast Stacks ...... 41 switch, Bonzer Radar Alt alert, Alt static, Battery Cables, 4 Place Intercom, Hartwig Fuel Cell Repair ...... 44 Alt vacuum, 4 place intercom, Hand Johnston Wingtips, See thru Visors, Glare Hartzell Propeller, Inc...... 45 & toe brake, Oxy receptacles, Black Shield, Upper door latch, Altimatic II, Icarus Instruments ...... 48 anodized panel very sharp: 3 point Always Hangared. Family Owned For Iliff Aircraft Repair ...... 37 strobe, Pitot heat & cover, 90 gal tanks, Over 30 Years, Paint and Interior 7/8, J.L. Osborne, Inc...... 48 Hartzell prop, Metco wing tips, Copper $75,000. Call Ed at 530 550-8855 or Johnston Aircraft Services ...... Back Cvr cables, Walker oil return, Ext Aux power email [email protected] 1/2 Knots 2U ...... Inside Front Cvr supply, Oil pan heat pad, Red carpet Kosola & Associates...... 33 8/10 in, 9/10 out, Ad log system, All Ads, Linda Lou, Inc...... 15 Always Hangared, Parts & Service man- LoPresti Speed Merchants...... 23 uals, Nose wheel tow mule, Small N Met-Co-Aire ...... 17 numbers, & much more! $79,500 or Mike’s Upholstery ...... 40 best offer. Call Ernest & Lorraine Seth Paul Bowen ...... 17,Inside Back Cvr (304) 643-4668, or E-mail lauriefmk@ Poplar Grove Airmotive...... 35 zoominternet,net. 2/2 Precise Flight ...... 22 1966 PA24 260B N9106P, TTSN 5645, Precision Propeller ...... 19 SMOH 1945, STOH (Millennium) 702, 1967 Factory Turbo Twin Comanche, Questair ...... 15 SPOH 45, S-TEC 60 AP w/ pitch control Ser #3-1602, 3365 TT, 1375 SMOH, Rocky Mountain Propellers, Inc...... 42 King IFR, KX155’s, WX-8 StormScope, L/E and R/E, Altimatic III, one-piece Ron & John’s Comanche Service ...... 16 backup vacuum, KMA25H w/ 4pl windshield 1/4" glass, Factory Oxygen, Schweiss Bi-Fold Doors ...... 33 intercom, 1-pc windshield, shoulder Strobe Lights. Always hangared, No Sky-Tec Partners ...... 7 harnesses, strobes, new interior, good damage history, Well Maintained. One Sound Ex Products ...... 36 paint, hangared since ‘97 June annual, Owner last 24 years. Annual 12/05. Survival Products...... 40 $65,000, Dixon (303) 818-2990, $98,000 Call (949) 493-4642 or e-mail Travers & Associates ...... 34 [email protected] 2/2 [email protected]. 1/2 Tsuniah Lake Lodge ...... 7 Turton Enterprises...... 17 Warren Gregoire & Assoc. LLC ...... 40 Webco ...... 39 White Industries ...... 11 William Creech ...... Inside Back Cvr Zephyr Aircraft Engines ...... 19

SEPTEMBER 2006 Comanche Flyer • 47 48 • Comanche Flyer SEPTEMBER 2006 This is a “must read for all ICS members.”

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

For info, call Bill at 915-581-3401 or order ($20.00 plus S&H) at www.the3rdgreatestfighterpilot.com, or www.authorhouse.com, or 1-800-839-8640 3-BLADE COMPACT HUB PROPELLER

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