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Publicationviewcomanche Flyer September 2011
Publicationviewcomanche Flyer September 2011
Publicationviewcomanche Flyer September 2011
The International
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International Comanche Society
P.O. Box 1810
Volume 38, No. 8 • September 2011
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U.S.: (888) 300-0082 Other: (231) 946-3712
Fax: (231) 946-6180 E-mail: ICS@villagepress.com
G
reetings and welcome to my In looking at the membership numbers,
first president’s column. I it is obvious that we have added many
could tell you a lot of things new members over the past couple of
about myself, and bore you years. I can also look and see that there
with details about how I somehow got to are quite a few single digit membership
this position, but I won’t. Simply put, it numbers still as active members. What
really doesn’t matter. I am honored to makes both of these groups want to
follow in the footsteps of the many ICS belong to the ICS? How do we as a society
leaders who have preceded me. The fact best serve all of our members? These are
that ICS is still around, and is a viable all questions that are looming in the
organization is a testament to one thing future. How do we evolve into the
in particular, and that is that the unknown, without killing the known?
Comanche series aircraft are great Please don’t just read these as rhetorical
airplanes! ICS has certainly had its ups questions … I expect your feedback!
and downs. It has never been a “perfect” ICS is THE International Comanche
organization to all people, nor will it ever Society. We are international, we are
be. What it is today is vastly different than multi-cultural, we are young, we are old,
it was originally imagined to be, and I am we are everything in between … BUT…
sure that as the years pass it will continue we have a common bond (yes, we all love
to evolve, and may take on a significantly Comanches, but as they say, that’s not
different personality than it has now. the answer I was looking for). We must
If there is anything happening that is give to the society, in order for it to be
going to shape this evolution, it is that a thriving organization that we can take
time never stands still. As timeless as our value from. I have been asked why it is
Comanches may be, unfortunately, that important to belong to the ICS, when
is not the case with the owners! We are information is available elsewhere. I have
seeing a transfer of caretakership at an answered in many ways, but I believe I
unprecedented rate as many of the more have had a revelation. I believe mem-
“original equipment pilots” pass their bership is not necessary for each of us
mounts on to the next group. individually, but rather, individually our
AIRCRAFT
1997 Charles Wiseman
1996 Bryce Campbell
1995 Jess Bootman
COVERS
& ENGINE PLUGS
1994
1993
1992
Chuck Medicus
Dale Vandever
Bill Jackson
1991 Martin Busch
1990 George Burson
TOLL FREE: 1989 William Creech
800.777.6405 1988 Jim Fox
1987 Pat Rowe
1986 Ted Peifer
1985 Bill Shank
1984 Jerry Irvin
1983 Bill Stanyer
1982 Norn Berneche
1981 Ben Kitchens
1980 Jack Holaway
1979 Larry Larkin
1978 Clifford Younger
1977 Art Shriver
phone: 408.738.3959 fax: 408.738.2729 e-mail: bruce@aircraftcovers.com 1976 Mike Keedy
1975 George Smith
WWW.AIRCRAFTCOVERS.COM
1974 Paul Rechnitzer
Bruce’s Custom Covers, 989 E. California Ave. Sunnyvale, CA 94085 1973 Andy Speer
SEPTEMBER 2011
C O M A N C H E
Cover Story: Comanche Spirit
I
recently finished a total refurbishment of the country to the other transporting
… scratch that … a complete redesign it to the shop I selected to do the redesign.
of my 1964 Piper Comanche 250. The final result is an airplane that quite
There is an awful lot that goes into a possibly may be the most customized
project like this. The major questions I single-engine, four-seat airplane in the
first had to answer were: world. This is my story.
David, with his new and improved Comanche 250, the Vegas Viper.
SEPTEMBER 2011 5
How It All Began die for. It certainly opened my mind as handles like a Ferrari, has plenty of power
Plane & Pilot, AOPA, Flight Training, to what can be done to make an older while being stingy on fuel, has tremendous
Aviation Safety, IFR Magazine – I have aircraft look better than most new aircraft range and payload, can easily fly in the
subscriptions to them all, and over the being offered. I left without placing a mid-teens, and the overall operating costs
last few years I read about the glass panels deposit on a VLJ, but not empty handed. are very reasonable. I fly approximately
offered in light GA aircraft. Next came I purchased a Garmin 696 to replace my 200 hours per year, and by my
the articles about the new airplanes that 396; what a great piece of equipment! I calculations, it costs me $125/hour in
promised to fill the skyways over the purchased IFR approach plates, added all. Not too bad for a 185 mph airplane!
next decade called VLJs (Very Light Jets) the XM entertainment package and kept
and they set my imagination on fire. For my WX weather that I had on my 396. A Change in Plans?
about a million dollars, I could own my Admittedly, I have a bit of an obsessive Late in 2008 I was still hot about
own jet. I was soon consumed with the personality. After the AOPA convention, owning the Cirrus Jet when the global
idea and started learning as much as I was going to own a VLJ. While I was seizing of the credit markets began. My
possible about the offerings that were soaking up all the information I could business was negatively impacted
about to come to market – the SJ30, about the Cirrus Jet and the company in immediately, and of course the financial
Honda Jet, Piper Jet, Cessna Mustang, general, I kept flying my trusty old Piper crisis didn’t just affect me. The shock
Diamond Jet and Cirrus Jet. Comanche around the Southwest. I use waves reverberated throughout the world,
In 2008, I flew to the AOPA convention it almost exclusively for business and and no industry was left untouched.
where I visited Piper Jet but became have real estate holdings in Las Vegas, General aviation also was hit hard;
intrigued with two other VLJs, the Mission Beach, Calif., Phoenix, Ariz. and overnight the world had changed for the
Diamond D-Jet and the Cirrus Jet. Park City, Utah. I typically fly to one airplane manufacturers and their
Besides the seductive new VLJs, the other of these destinations three times a suppliers. While everyone kept a good
planes that grabbed my attention were month, and as my Comanche attains true game face, the fact was (and still is) most
a new light sport aircraft called the ICON airspeeds between 150 and 160 knots, of the VLJ programs were in precarious
A5 and the AOPA sweepstakes airplane, depending on the altitude and situations. The “million dollar” jet was
a 1970 Piper Archer. The ICON A5 looked temperatures I’m flying at (typically going to be closer to a “two million dollar”
like a piece of sculpture from every angle between 9.5 and 12.5), my flight times jet if and when it ever got produced. This,
and the interior looked like a Porsche or vary between one hour and thirty combined with the fact that my income
BMW. The AOPA sweepstakes plane had minutes to two hours and forty-five had drastically changed, caused me to
a gorgeous paint scheme, a glass panel minutes. Not too bad considering I block reassess my plans.
with the Aspen PDF as its centerpiece out my fuel burn at 12 gph. I actually Given my new financial reality, my old
and handcrafted sport seats that were to LOVE my Comanche. It’s relatively fast, trusty Comanche was looking better and
1. Nickname ____________________________________________________________________
2. Name _______________________________________________________________________
Choice for above badge (circle one) SAFETY PIN ALLIGATOR CLIP
Please make checks payable to Doris Click and send to: 228 Doolittle St., Orlando, FL 32839-1474
SEPTEMBER 2011 9
But, even in today’s market, you don’t back-up gauges, then you can’t legally fly. 3. Did their price represent a fair value?
get an awful lot of airplane for $165,000. Aspen suggested I would be better off 4. Would I enjoy the experience of
The Comanche is a great and proven keeping my steam gauges and forgoing working with them?
airframe and I am very familiar with all their back-up battery solution at this time.
After a bit of homework, I learned that
of its systems and flying characteristics. That was a game changer for me. I was Oxford had an outstanding reputation
I realized that I could invest the $80,000 going to have to keep back-up steam and had done several involved makeovers
now and $30,000 in a few years for the gauges no matter what system I chose. for AOPA over the years. I called and
new powerplant and end up with a However, if I went with the G500, I would asked them to send me some information
uniquely customized plane exactly the have my coveted synthetic vision. And, about their facilities and some of the
way I want it. What an opportunity! My if I purchased a GDL69-A (a refurbished projects they’d recently completed.
decision was made. I told you we airplane one from Garmin is about 60% of the cost Within days I had a two-inch thick binder
lovers are good at rationalizing this stuff! of a new one and still comes with a full
filled with information and lots of
one-year warranty), I could sell my 696
The Avionics pictures. They have painted many
for approximately $2,800. Plus, the G500
I had quickly narrowed the field to two Comanches over the years and had state-
allows me the option to have geo-
systems – Aspen and the Garmin G500. of-the-art facilities with multiple stripping
referenced approach plates. The drooling
After spending hours reading articles about bays and properly ventilated painting
began again so I cancelled my Aspen
each system, visiting their respective bays. I also learned that they had been
order and went with the G500 with
websites, participating in several internet in business for over 20 years and had
synthetic vision and the refurbished
forum sites and reading user posts about many employees that had been there for
GDL69-A. In addition to the G500, I also
their experiences with each system 15-plus years. Next, I asked them to send
purchased the new 830 display from JPI
(although at the time, the Aspen MFD was me a quote for painting my Comanche
Instruments. This takes the place of my
not installed in any aircraft yet and therefore and installing the same exact seats that
current 700 display while utilizing my
no one had any real world experience they they used in the AOPA Archer. I was
existing harness and only costs $1,200
could share), I really liked the Aspen but I concerned about a good value, not the
as a trade up. It’s not a primary display
was drooling over the Garmin G500 with cheapest price.
unit like the 930, but I had to draw the
the synthetic vision option. line somewhere. The quote I received was very
My panel makeover was at the same Now that I was going with the G500, thorough and Oxford owner Jim
time Aspen was getting their MFD certified Dwight and I took a good look at my Horowitz spent a lot of time with me on
existing panel in order to determine if the phone going over all that was
and they were offering an attractive rebate
we could alter it to accommodate the involved in an Oxford paint job and
for any customer who ordered both their
new equipment or needed to design and interior installation. After a few calls
PFD and MFD units (pro-series). The
cut a completely new panel. At the end with Jim, I knew that the price quoted
significant rebate caught my attention. In
of the day, he felt it would be easier and was indeed a good value, and just as
addition, I really liked the fact that if I
more cost effective to start from scratch. important, I knew that Jim was someone
went with the Aspen PFD and MFD pro,
After about 100 hours, my panel was I would enjoy working with. When tackl-
I could remove the back-up instruments
reborn and ready to be taken out for its ing a job of this magnitude, both in sheer
that I would need to keep if I went with
first stroll around the neighborhood. amount of work involved and dollars I
the Garmin. I also liked the idea of having
was committing, it was paramount for
two independent AHRS with the Aspen Ready for Interior and Paint
me to feel comfortable with the team I
system (this is one reason why back-up Remember that AOPA sweepstakes was entrusting the project to.
instruments could be removed) and the plane I referred to earlier… the one with
ability to turn my Aspen MFD into a PFD Another key resource I used to educate
the really nice paint, seats and interior?
should my PFD fail for any reason. After myself about the project was looking
Well, I was so impressed with that
a final consultation with Dwight, the through the hundreds of postings on the
restoration that I wanted to know what
owner of the Sunrise Mountain Avionics shop was responsible for the amazing two popular online Comanche forums.
in Las Vegas, he assured me I would be transformation. It was a shop called It was the single best way I was able to
very happy with either system. I decided Oxford Aviation, and as luck would have get up to speed and learn the right
I could live without the synthetic vision it, it was located just about as far from questions to ask. And ask I did! Jim was
and committed to installing the Aspen Las Vegas as possible – in Oxford, Maine. very patient while I peppered him with
two display system. When I committed to refurbishing question after question, and he answered
51papa, I knew I wanted Oxford to do all of them completely. I loved it when
Dwight ordered the Aspen PFD1000
the work. While it was love at first sight Jim said to me without any hesitation,
and MFD1000. We then learned that if I
when I saw the AOPA Archer, I still “David, we will make sure your plane
wanted to remove my back-up gauges, I
needed to do some due diligence and exceeds any expectations that you have.”
would have to purchase an external
make sure that they were as good as they Jim was so confident with his statement,
battery backup from Aspen. It was a
appeared to be. There were several key I knew it wasn’t just a sales pitch. I had
relatively small additional cost so I gave
criteria that I was concerned about: indeed found the right shop!
Dwight the approval for it. However, after
Dwight spoke with an Aspen tech prior 1. Was the shop reputable and did they Let the Work Begin
to them shipping, he learned that the have professional facilities to The first meeting was with Jim and his
battery requires annual servicing and a accomplish the work needed? beautiful wife and head of Oxford’s
diagnostic check before every flight. If the 2. Did the shop have a lot of turnover or interior department, Louise. I had a
battery check fails, and you removed your did they have a veteran team in place? frequent communication, including many
Comanche Flyer SEPTEMBER 2011
emails with a lot of pictures of my ideas, up the Viper. Jim thought it would take individuals and a company that stand
in the months leading up to my arrival, a couple days to button everything up by their work and go above and beyond
so Jim and Louise were up to speed with before he could turn over the keys. I was to make sure the customer’s expectations
my vision. I also came prepared with a fine with that and happy to have the are exceeded.
typed-out list of new ideas and the three opportunity to be “hands on” for the The Viper Wins Awards
of us quickly dove into the design idea finishing touches.
Fast-forward seven months to July and
phase. Jim and Louise quickly saw the After a much different and longer than it was almost time for AirVenture in
passion that I had for my plane, and Jim expected experience (the airplane was Oshkosh. I had never attended before and
commented that in all his years in awesome, it was something else more could barely contain my excitement. I
business, no other customer had ever out of a Hollywood movie plot) that is a was told how tough the judging was there,
come to him with an entire design plan much longer story than can be explained not to mention the competition. All that
laid out. He was genuinely inspired by here, we left later than anticipated and aside, I intended to have the Viper judged
my ideas and passion, and his creative headed back home to make the Death and let the chips fall where they may.
juices started to flow. By the end of this Valley/Furnace Creek Comanche Fly-In
first two-hour meeting, Jim had The 2010 Oshkosh was quickly named
so I could show off the Vegas Viper for
“Sploshkosh.” I was one of the last planes
committed to personally oversee the its first debut. After brunch all the
to land before they diverted all other
Vegas Viper project – something he Comanche owners made their way back
aircraft to surrounding airports due to
hadn’t done in years. Louise also jumped down to the airport and after many “oohs
the fact that the fields were too wet to
right in and started to put together a and ahs,” my ego was massaged
park any more aircraft. The Viper ended
color and fabric board. This was going thoroughly and we took off for the
up coming away with top honors for all
to be fun. 45-minute flight to Las Vegas. If I had
PA-24s. I have to give a shout out to Lee
By the end of the first day, I had been wearing a shirt with buttons, no
Hussy who is also an ICS member and
personally met with the head of the paint doubt I would have popped a few with
owns the most beautiful Comanche 400
shop, lead mechanic, and several of my chest puffed up with pride.
in existence. He ended up winning an
Oxford’s interior craftsmen who were To recap, my Comanche went through award for “best customized.” While my
going to bring the Vegas Viper to life. basically a complete airframe restoration. paint, interior and panel may have been
The day simply couldn’t have gone any My landing gear was completely a few levels up, his firewall forward was
better, and I knew I had made the right overhauled including a new wiring about 20 levels past mine. I got a lot of
choice in Oxford. I wished I could stay harness and squat switches from Matt ideas after seeing Lee’s engine
at Oxford and be part of the daily Kurke. New wheels after bead blasting compartment and am looking forward to
transformation. Jim promised me that uncovered some damage, so a new, doing my firewall forward restoration
he would be in contact weekly, if not serviceable shimmy dampener was complete with a zero time factory reman.
daily, and send a lot of photos. The Vegas installed along with new steering arm I flew the Viper to the 2011 Sun ‘n Fun
Viper was about to be born! rollers. My stabilator horn assembly was and came away with top honors. The
With all the amazing communications completely overhauled by Denny Haskins only award I still covet and will finish off
technology in today’s modern world (i.e., and then shipped and installed at Oxford. a hat trick is an award from the
Skype, digital photography, email, texting, I had a “super” annual done with every International Comanche Society.
etc.), the long distance gap was almost a rivet inspected and three cracked rivets
repaired with flush patches thanks to Lessons Learned
non-factor. Jim, true to his word, kept
me updated on almost a daily basis with Hans Neubert. My brake master cylinder If I wrote about everything I learned
a phone call, emails, and most importantly was overhauled and new wing tips and through this process, I’d fill up the entire
HID landing lights were installed. A brand magazine. Probably the biggest single
a ton of progress pictures. I did my part
new glass panel was put in and every thing I’d do differently is to allow for
by sourcing out all the vendors I wanted
piece of the interior was pulled out, more time to thoroughly troubleshoot
to use for the different upgrades (yolks,
customized and refit. Every control the plane when I went to pick it up. In
side panels, lighting, etc.) which made
surface had been removed from the the perfect scenario, I would have given
it much easier for Oxford to concentrate
airframe, and the exterior was repainted. myself two full weeks, especially given
on the heavy lifting. I basically acted as
I don’t think there was one inch of the the fact that all the work was done over
a full time project consultant. I’m not
plane left untouched! Other than redoing 2,000 miles from my home base.
sure how other shops would handle this
type of symbiotic client-shop relation- my fire wall forward, it was very much At the end of the day, I wanted to
ship, but Oxford Aviation not only like building a plane from scratch . . . in create something that inspired aircraft
some aspect, even more challenging. owners whose airplanes were getting a
welcomed it, but embraced it. The ease
of working this way together made all the Truth be told, I was expecting to have bit long in the tooth to get creative to
difference in both the final outcome and a big list of squawks after flying the Viper give their respective airplanes a new
just as important, ENJOYMENT of this back across country. To my surprise, and life. I don’t have anything against the
enormous project. as a testament to Oxford’s quality, there modern era of aircraft like Cirrus and
were relatively few issues and most were Columbia, but I will share that every
Delivery Day minor. Again, any issue I had Oxford aircraft mechanic who has seen the
Work on the plane officially began on quickly helped to fix it even if it meant Vegas Viper has made the same
Monday October 19, 2009. On January them paying my A&P in Las Vegas to comment, “I’d take this plane over any
4, 2010 my girlfriend, Nancy, and I were troubleshoot and fix any unsatisfac- new one on the market.”
on a plane headed back to Maine to pick tory item. It was so nice to deal with Mission accomplished.
SEPTEMBER 2011
It’s Not to Late to Sign Up!
Comanche Pilot Proficiency Programs
T
he following Comanche Pilot Profi- and tell the hotel you are with the ICS discount is given if paid in advance (30
ciency Programs (CPPP) have been group to get this discounted group rate. days prior to the clinic course start date).
scheduled. Mark your calendars Ground transportation between hotel Ground School ONLY attendance is
if these programs will be in your area. and airport will be furnished. Our host available (no flying with an instructor)
will be ICS member Robert Fox, class- for a fee of $425. A $25 discount is
room and activities will be in his hangar. given if paid in advance (30 days prior
(KPDT) Aircraft parking at the main terminal. to the clinic course start date).
Hotel: Knights Inn, rates are $45 -$55, See Air Nav for MKO airport details. Plan to The full course and ground school only
plus tax. Call (541) 276-3231 for reser- arrive Thursday evening as ground school course fees include over $150 worth of
vations, and tell them you’re with the begins at 8:00 a.m. on Friday morning. Comanche-specific CPPP course books.
CPPP/CFF ICS group. This cost is included in the course fee.
All programs include eight-plus
hours of ground school and lab systems There is no additional charge for these
Ground transportation between the Comanche-specific books and manuals
hotel and airport will be furnished. training. Fridays are ground school day
beginning at 8:00 a.m. On Saturday and for your particular airplane.
The classroom will be at the EAA facil- Sunday, approximately four hours of It is a requirement that the certificate
ity inside their hangar. Aircraft parking personal instruction in your Comanche of insurance and insurance papers are
will be at the Terminal bldg. Fuel is avail- are completed with a Comanche Flight included with the course registration.
able from Pendleton Aircraft Service, instructor. Each full course attendee Registration forms and instructions
(541) 276-1441. Other airport info is (Flight/Ground) will have the opportu- can be downloaded on the ICS web site,
available on Air Nav. Plan to arrive nity to earn an IPC and Flight Review under “News” and by clicking on the
Thursday evening, as ground school will and get Wings Program credit. “CFF” tab. After the forms are filled
begin at 8:00 a.m. on Friday morning.
Lunches are included on Friday and out, please mail it with the payment
Saturday at the airport. Evening meals (check only) payable to CFF/CPPP to
are on your own, usually with other CFF/CPPP, c/o Dennis Carew, 3316 N.
Comanche people. Ranking St., Appleton, WI, 54911.
Hotel: Holiday Inn Express Hotel,
Shawnee Bypass, Muskogee, Okla. Room Cost for the full clinic is $850, which Questions may be directed to Dennis
rates are $95.00, plus tax. For reserva- includes flying and complete ground Carew via email at capt.carew@gmail.
tions, call (918) 687-4224 (a free call); school and systems lab training. A $50 com or by telephone at (920) 749-9558.
T
he CFF/CPPP has organized a results, and receive a written report of
Comanche Service Clinic at RFD the survey from the surveying ICS
on Friday and Saturday, October technical director. The Comanche sur-
7-8, 2011. This is a maintenance/ser- vey will take approximately two hours
vice clinic for ALL Comanche aircraft, and will be scheduled into a time slot
their owners, maintenance personnel and when payment is received.
Comanche pilots. All Comanche owners and their
Heritage Aero will be the host FBO maintenance personnel are encouraged
and provide classrooms and mainte- to attend, learn, and participate. The
nance shop facilities for this service maintenance seminar and aircraft sur-
clinic. Heritage Aero is located on the veys will be led by ICS Technical
northeast corner of the RFD airport. Directors Zach Grant and Cliff Wilewski
See Air Nav for RFD airport details. and supported by the staff and facilities
of Heritage Aero.
We will be staying at the Holiday Inn,
7550 State Street, Rockford, Ill. For res- The cost of seminar (Part I only) is
ervations, call (815) 398-2000 (a free $350.00; the cost of Part II, the
call) and ask for the Heritage Aero dis- Comanche aircraft survey with the ICS
counted rate of $69.95, plus tax. technical director is an additional
$325.00. Both Part I and Part II, the
Part I of the clinic will focus on the
entire service clinic and aircraft sur-
Comanche maintenance and systems
vey, is $675.00.
seminar and will be on Friday from
8:00 a.m. to 5:00 p.m. It will cover such Sign up for Part I, Part II or the entire
topics as the proper care and feeding clinic. There are a limited number of
of your Comanche, important FAA slots for Part II; they will be allotted on
maintenance regulations, aging aircraft a first-come first-serve basis. Early paid
topics and issues, common and misun- registration will receive a $25.00 discount
derstood maintenance issues, 100-hour/ for EACH PART they are registered in,
annuals, most critical ADs, their proper provided advance payment is received
compliance, correct paperwork, air- on or before September 16, 2011.
craft systems, log book organization/ Lunch will be furnished on Friday
content workshop, cost saving tips, and Saturday; all other meals, hotel and
latest on tail issues, etc. You will be other expenses are NOT included.
able to pick and choose which por- Payment can be made by check,
tions of Part I are of most interest to PAYABLE to CFF/CPPP and mailed to
you or participate in the whole main- Dennis R. Carew, 3316 N. Rankin Street.
tenance/systems seminar. Appleton, WI 54911. Please indicate on
With Part II, on Saturday, October 8, your check which part you are signing
you will have an opportunity to survey up for – Part I, Part II or all.
your Comanche with an ICS technical Should you have any questions or
director. The survey will be conducted desire additional information, please
with the owner, his/her maintenance contact Dennis Carew at capt.carew@
person, and an ICS technical director. gmail.com or (920) 749-9558.
The comprehensive survey of your
Comanche will include aircraft systems, WARREN GREGOIRE & ASSOCIATES LLC
1933 DAVIS STREET, SUITE 276
landing gear survey, flight controls, SAN LEANDRO, CA 94577
engine, etc. You can participate in your VOICE 510-633-9353, FAX 510-633-9355
WEBSITE www.warrengregoire.com
Comanche survey, discuss the survey
SEPTEMBER 2011
2011-2012 ICS Board Of Directors
President: Secretary: Past President:
Zach Grant, ICS #15515, NC Tribe Peggy Harmon, ICS #15079, SW Tribe Bernie Mazurek, ICS #7947, NC Tribe
6736 Chapel Hill Rd. 1491 Northridge 41816 Rayburn Dr.
Indianapolis, IN 46214 Prescott, AZ 86301 Northville, MI 48168-2085
Cell: (317) 201-4293 Ph: (734) 420-2691
Ph: (928) 717-2630
Email: L1011jock@sbcglobal.net Cell: (734) 717-4946
Email: pegharmon@cableone.net
Email: bmazurek@aol.com
Vice President
Bob Cretney, ICS #2269, SC Tribe
Treasurer: CFF President: (non-voting)
Pat Donovan, ICS #12246, MS Tribe
428 McDaniel Rd Lorne Harmon, ICS #12436, SW Tribe
421 Piper Ct.
Ferris, TX 75125 1491 Northridge
Troy, MO 63379
Cell: (214) 725-6584 Prescott, AZ 86301
Phone: (636) 462-8370
Email: bob.cretney@lecwireless.com Ph: (928) 717-2630
Email: pa24pilot@centurytel.net
Email: flying@cableone.net
T
he Online Intelligence article Thus, if Cd is constant, the ONLY way temperature probes, etc.), in the quest
titled “High Altitude Prop to increase velocity is to increase Power. to improve aircraft performance.
Settings” in the July 2011 And if the Manifold Pressure is at its
Frank Brunot, ICS #16500
issue of the Flyer was inter- maximum, and the mixture leaned to
esting, but way too complicated. Let best power, the ONLY way to increase
me throw in my two cents worth. Power is to increase RPM. PERIOD! Editor’s Note: When reviewed by ICS
Note that if one wanted to double the Technical Directors, they commented:
From basic physics, Power = Force x
airplane’s velocity, you would need to Though true of power, thrust is
Velocity. For an airplane in cruise mode,
increase the engine’s power by a factor what makes a plane move, and so
the amount of Force needed to over-
of (2 x 2 x 2) or 8! This is why reducing merely increasing power is only part
come Drag = Cd (Coefficient of Drag) x
the Coefficient of Drag is so impor- of the equation. How efficiently that
Velocity x Velocity (velocity squared).
tant (basic aircraft alignment, cooling power is turned into thrust is equally,
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SEPTEMBER 2011
twenty-four
People, nine
Comanches,
Fifteen Days
Editor’s Note: Last month’s
issue of Comanche Flyer
followed the first part of a
15-day adventure through New
Zealand of some members of
the Australian Tribe, as well as
a few ICS members from the
United Kingdom and United
States, as told through the daily
reports of Irene Lawson, Jenny
Buttle, Tony and Jan Van Der
Spek, John Van Bladeren, Julie
South, David and Ann
Sheppard, and Ron and June
Nunn. Read on as their
wonderful adventure continues.
A
nother dull morning and the decision
was made not to fly again. Nobody
seemed to mind too much as Alan Breen
and Julie South made some quick changes and
by mid-morning we were off in a coach for a
most delightful impromptu day on the East
Coast of the North Island of New Zealand.
A visit to the Crab Farm Winery for some
fine wine tasting with some alfresco style
dining got everyone in the mood for the rest
of the day. A few purchased from their
sampling while others chose to drink their
favorites over lunch. We didn’t see any crabs,
but the food was delicious.
Our arrival into Napier was challenging for
our coach driver and equally frustrating for
Alan giving directions, but eventually we pulled
up and piled out for a real step back in time.
Milford Sound
Napier is a port city in Hawkes Bay, and is the
largest crossbred wool producing area in the
Southern Hemisphere along with growers of
apples, pears and stone fruits. The people of
Napier have taken their 1930’s built city
buildings and restored them into the exquisite
and “most visited Art Deco city” it is today.
Many of the locals dress in the elegance of the
30’s era, also. You could only imagine what
the annual weekend festival would bring out!
We enjoyed our guided tour wandering in and
out of many of the buildings being hurried
along by a very passionate and proud guide,
and rightfully so.
Late afternoon travelling back to Taupo and
our hotel it was rather quiet as many took ad-
vantage of a “nanny nap.” The naughty boys
in the back were not so quiet with Jim intro-
ducing Barry Payne into his world of mad
culture, reading a poem from the works of John
O’Brien. Barry gave his rendition of “The Boree
Norfolk Island
Log” altering to suit his impression of this day.
SEPTEMBER 2011
Milford Sound
Friday, 19 February, 2010 into Tory Channel and Queen Charlotte for Omarama, and a final briefing for the
Lake Taupo to Queenstown via Sound, down to Picton, over the range to approach to Queenstown.
Omaka, Omarama the south of the Marlborough Sounds and By this time, the weather was quite
Today was finally a better day, still with on to Omaka and the Aviation Heritage perfect, and a fascinating summer flight
early morning clouds and some concern Museum. After an interesting open field past the ski fields of Treble Cone and
about which route to take after viewing landing, the first for most of the Aussie Cardrona ensued after passing Wanaka.
the volcanic peaks of Tongariro National pilots, one of whom admitted to feeling Finally, at around 6:30 p.m., just after the
Park, but at last we were on our way south. “mushy” ailerons during his approach, control tower closed, we entered the
It was a longer day than originally we refuelled both ourselves and our Queenstown zone and landed safely to
scheduled, but with any luck we would aircraft before a very enthralling museum meet our transport and head for the
catch up with our initial trip plans across tour. The museum presented an extremely Copthorne Hotel.
the Canterbury Plains and into the well designed array of dioramas of the
mountains of the South Island. early days of flight with special emphasis Saturday, 20 February, 2010
Once our trusty leader, Alan Breen, on the flying exploits recorded during Mandeville
reached the summit view of Mt Ruapehu World War I and memorabilia of regional It was a beautiful day in Queenstown.
(great views), it became apparent that a pilots and others involved in early aviation. Some of the group took a bus to the coast
diversion to the west via New Plymouth Both pilots and passengers enjoyed the to enjoy the scenery at the fjords. I was
would be needed to skirt the final curtain visit and marvelled at the ingenuity of part of the group that flew to Mandeville
of the weather system which had dogged those early aviators. Airport in Gore, New Zealand. There were
our previous three days. Time was pressing again, so we headed four airplanes that made the 30-minute
A helpful controller at New Plymouth south past Kaikoura and the Canterbury flight. While the weather was good, the
tower soon had everybody on track safely plains inland from Christchurch, which winds were a little challenging, but the
south towards Mt Taranaki/Egmont − yet was clearly visible across the flat terrain Comanches were up to the task. Mandeville
another volcanic peak to marvel at and to our eastern side, while the Alpine has a nice grass strip and is home of
navigate by! Approaching Whanganui, the ranges slowly grew ever higher on our Croydon Aircraft Company which rebuilds
cloud base was even lower, but safely western flank. Inland from Timaru, we old DeHavilland aircraft. We were
navigable along the coastal fringe towards turned westward and climbed over Burke’s fortunate in our timing that the field was
Oahu Point and our crossing of Cook Pass keeping the peak of Mt Cook, now having an open house and a fly-in of many
Strait. Clearing skies greeted our arrival clearly evident, to our right as we headed of the old aircraft. (continued on page 24)
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We landed and they even had
a follow me in truck. We parked
and started walking around. There
were many interesting planes that
we saw, including Tiger Moths,
a twin engine DH 90 Dragonfly,
one of only two flying anywhere
in the world, Percival Proctor and
the DH89 Rapide, an old twin
engine transport plane. Alan
Breen, Jim Peters, David Buttle
and Ojars Boladis bought a ride
Art Deco building in Napier.
in the plane.
24 Comanche Flyer SEPTEMBER 2011
SEPTEMBER 2011 25
The Croydon hangar was open. They fiord to the open sea, passing magnificent the most enjoyable flight of his Comanche
were in the midst of rebuilding some old waterfalls, sandy bays and don’t-give-a-damn life. How good is that coming from two
planes, one of which is a replica DH88 sleeping seals. Words are inadequate in very experienced Comanche pilots?!
Comet. Another was a Beechcraft Stagger- attempting to explain the absolute size of Barry Payne was acting taxi driver
wing; it looked beautiful. Besides the old the fiords. At one point I thought I saw a waiting to take us to the Last Resort Hotel,
planes, they had some old engines and model boat in one of the bays; I scanned where on arrival some had a beer and cold
tractors which dated back to the early the shoreline, in vain, looking for someone drinks, others of a more refined nature
1900s. A picnic lunch was supplied and working the remote controls. It wasn’t until had afternoon tea served in china tea-cups
topped off a fantastic day. It was a step our boat tracked alongside that I realised that had belonged to the host’s mother.
back in time. this “model” boat was in fact the same After a brief rest and showers, we dressed
size as our three or four decked boat! This for party night, as this was going to be the
Saturday, 20 February, 2010 happened a few times such is the height, last night we would all be together.
Milford Sounds depth and width of the Milford Sounds.
David Buttle and Ron Nunn kept up the
Today was meant to be the “free” day You really have to be there to appreciate
European tradition of wearing their
where we could all choose our own way the huge distortion in perspective from
Comanche ties on the party night, and David
to spend the day, knowing we hadn’t “normal” size to “gigantic” size.
Sheppard was very embarrassed as his wife
missed out on the best the Queenstown On arriving back at our hotel, we briefly had forgotten his tie! The dinner was very
Lakes District had to offer. Sadly, owing caught up with a glowing Jan Van der Spek generous and delicious. There was a country
to the fact we were in catch-up mode from (who’d spent a few hours being pampered blues band playing and the townspeople
the grounding weather of Taupo, that by one of Queenstown’s finest beauticians) enjoyed the singing and dancing as well, so
wasn’t how it ended up being. Some had and the guys who were still on a high from a good night was had by all.
to choose between visiting Mandeville, their Mandeville visit, before dinner.
After dinner Ian thanked Tony Van der
going to the Milford Sounds or tasting the
Sunday, 21 February, 2010 Spek, Alan Breen, Julie South, Barry and
local sights of Queenstown. Sandra Payne, John Funnell and Chrissie
Queenstown to Hokitika –
Julie South, accompanied by Ian for all their hard work organizing the trips,
Hokitika to Karamea
Thomson and Irene Lawson, Jenny Buttle, as well as the flying. Also when the
Anne Sheppard and June Nunn got up at The weather was looking fair, and we
weather stopped us for a couple of days,
were gathered in the hotel lobby all look-
the crack of dawn to join the tour party Plan B seemed to fall effortlessly into
ing forward to the day’s flying. At the
headed for Milford Sounds. The 12-hour place, but we know that there was a lot
airfield, the pilots had their last briefing
day started and finished at the Copthorne of hard work and re-organizing going on
before taking off. David Buttle was very
Queenstown Hotel taking in Te Anau and to make sure we all have a good time and
relaxed and looked skyward in anticipation.
a few other lesser tourist towns en route saw as much of New Zealand as possible.
The aircraft were all fuelled and ready to go.
to Milford Sound in the Fiordland District Barry judged the best approach and
of the South Island. We took off, waved goodbye to Queens-
landing into Karamea. The Best Twin was
town, and said hello to spectacular scenery
Unfortunately, Mitre Peak’s lopsided Jim Peters with a well-judged touchdown,
over the mountains to Mount Cook. The
mountain top was shrouded in low clouds and the Best Single was Ojars Balodis with
flight from Queenstown to Hokitika was
(Milford Sound airport was accordingly touchdown and turn off, very nice.
fantastic. Climbing up to 12,000 feet, the
closed for business that day), but that Ian presented Barry and Alan with
views of Mount Cook and Fox Glacier were
didn’t stop the majestic experience that Aussie Akubra Bushman’s Hats and
stunning and the weather was perfect. As
can only be had in one of the world’s most we came down through a bit of low broken Sandra and Julie with an Aborigine
renowned fiords. clouds, we were over the coastline, and it artwork printed scarf each, on behalf of
One of my memories is the sheer size of was just beautiful. Then we were on our us all in appreciation for their hard work.
everything to do with the fiords. Not much way up the coast to Hokitika for lunch. John also received a Cattleman’s hat.
has changed since someone famous once We landed in Hokitika and everybody Manfred expressed his thanks to Ian, Tribe
said in 1883 “… for thousands of feet was very happy. It was a great flight, and Chief, for all his hard organizational skills
upwards the eye looks upon straight cut Hokitika has a nice airfield. The transport needed to make it all happen.
rocky frontages, not worn smooth by time, was waiting to take us into town where
or by wind or water, but as sharply defin- Monday, 22 February, 2010
we had two hours to do our own thing –
ed and as fresh looking in all respects as Karamea to Kerikeri via
shopping, lunch, etc.
if riven asunder but yesterday by the New Plymouth
After our quick stop, we took off and
stupendous wedges of Titanic Masons.” headed for Karamea. The symbol of a duck It was an early rise after a super evening
Local legend has it that the Maori were on the map caused a bit of fun when it to say goodbye to Brent and Lynne
the first to attribute the creation of the was misinterpreted as a duck shooting area Fergeson who had driven over from Nelson
fiords to a “titanic mason,” Tute Raki- instead of a conservation area and was to see us. We were pleased to hear that the
whanoa [Too-tey Rack-ee-phan-o’er] who relayed to the rest of the party. Several problems with the Malibu were well on the
hued out the steep sided valleys with keen quacks were heard over the radio! It was way to being solved. Hostess Kate kept up
edged adzes. a 35-minute flight along the coast and as the hard work and produced a huge full
Milford is by far the best known of all we landed everybody was in good spirits English breakfast to send us on our way.
of New Zealand fiords and the only one having had a great day’s flying. Jim and John led off in perfect flying
that can be accessed by road. It is ap- Manfred Melloh said it was his first time weather to New Plymouth via Cape Far
proximately 16 km from the head of the up to 12,000 feet, and Jim Barry said it was and Farewell Spit ( love the name) arriving
Comanche Flyer SEPTEMBER 2011
around mid-day. The lunch supplied by presents a delight for any keen Engineer’s office. All in all a good tour
New Plymouth was very impressive and photographer, professional or otherwise. taking us back into earlier days on Norfolk
tasty with three different pies, salads, the As late afternoon took a hold, Jan and I Island. After a late lunch at the local coffee
lot! The small museum of posters of New thought we would do a little shopping, but shop, a last check of the aircraft made
Zealand Wartime Pilots made very alas the shops were closed all day on sure all was ready for our flight back to
interesting reading. Not surprisingly most Wednesdays. Both Ian and Tony had gone Australia the following morning.
of them were originally farmers. back to Kingston to book our tours for the
After lunch Jim and John led us out following day, taking the time to drive Friday, 26 February, 2010
again and up the coast to Kerikeri over around the back of the airfield and onto Norfolk Island − Lord Howe Island
turquoise sea with the opportunity for the coast at Rocky Point Reserve. − Port Macquarie
legal low flying. Back to the Copthorne Following the coastline, they turned Another bright morning and it wasn’t
Hotel Bay of Islands for a final get-together inland at Anson Bay to Mt Pitt (320 mtr) long before the three aircraft were up and
dinner and a very jolly evening. giving them a full view across the island. away, flying first into Lord Howe Island for
Jan and I spent time at the coffee shop clearances and fuel. Approaching the main-
Tuesday, 23 February, 2010 pondering over what we could have bought land of Australia, we encountered clouds
Kerikeri − Norfolk Island had the shops been open and later at an and headwinds but could pick out coastal
Although it was early and a little sad to artifacts display at a local hall. towns as we headed for Port Macquarie on
say goodbye to half of the group, the rest As late afternoon rolled on, we entered the northern coast of NSW. During the next
of us felt slightly exhilarated at the thought the Museum Theatre for the “Trial of the couple of days in and around Port Maquarie
of once again taking ourselves out and Fifteen,” a re-enactment from Norfolk with Tony and Jan, we toured around, driv-
over the (ditch) Tasman Sea and seeing Island’s tumultuous past. The performance ing west to Sea Acres Rainforest for lunch
nothing but sea and sky. We cleared was excellent as fifteen characters, one at the coastal town of Flynns Beach and
ourselves through immigration, and by after another, faced the judge. The unique took very pleasent drives through the
mid-morning our much smaller convoy part was that only five actors were Hinterland. A few days of rest and relax-
of five Aussie Comanches led again by involved and with the judge being one, ation restored us before our last flights
TSJ were airborne. Our flight up to the the remaining four made quick changes home to Bendigo and Tyabb with the
northern tip of New Zealand and our last as they brought each character to trial. weather closing in fast behind both planes.
sight of this spectacular rugged coastline The actors joined us for sherry at the end
Over the next few days Victoria was
again took my breath away. of the performance.
wet and wild, adding to our thoughts on
The five aircraft flew northwest at Later that evening we dined at how lucky we had been travelling over
heights varying from 3,500 to 8,500 feet Josephine’s, again out on the balcony in “The Ditch” in near perfect conditions
trying to avoid what little headwind that the warm night air. Ojars had gone off ex- with wonderful Comanche pilots, wives,
was around. Dodging around clouds, we ploring for himself, and I am sure enjoying partners and friends.
eventually broke out into blue skies with the island’s ever unfolding beauty.
only a short distance to run to Norfolk We must finish by first thanking Ian
Island. That evening we spent outdoors Thursday, 25 February, 2010 Thomson, our Comanche Chief, for daring
at Annabellas and dined on local dishes. Norfolk Island to dream and making his dream possible
The balmy night air along with the for others. Thanks to Barry Payne, Alan
We had managed to shop for some
champagne and wine and jovial company Breen and John Funnell, Comanche pilots,
breakfast provisions to start the day, and
made our last night with all the Aussies and their partners from New Zealand
it wasn’t long before we were off again
very pleasant indeed. showing us the way around their
driving to Kingston with its historic sites,
spectacular country, and to John Van
convict buildings, etc. Our tour began
Wednesday, 24 February, 2010 Bladeren for travelling from the United
with Margaret Christian, a local historian
Norfolk Island with a wealth of knowledge on the island,
States to join up with us. Let’s not forget
Jim B., Manfred and Jim P. left us this the three pilots and their wives all flying
taking us through homes in Quality Row
morning to continue on to Australia. We commercial from the UK. Lastly, but by
built around 1844. One such restored
heard from them in the late afternoon. no means the least, the five Aussie
Georgian architecture designed house was
After their flight back to the mainland, originally built as a home for the foreman Comanche pilots with happy crews on
they had encountered some roughness, and his family. The magnificent home has board taking on additional passengers
especially after refuelling at Lord Howe many local materials such as calcarenite whenever the need arose. We became a
Island. Our group was down to three from the reef and the majestic Norfolk family in our wonderful Comanche aircraft
aircraft as we set out to explore Norfolk Pine. There were grander homes for flying us from the northernmost tip of
Island on land. commandants where people live today all New Zealand’s North Island to deep into
Taking advantage of the vehicles that beautifully restored. Margaret’s passion South Island experiencing its breathtaking
had come with the accommodation, we for the area showed as she took us into beauty and sheer diversity of landscapes,
set out first to Kingston Pier and the penal the Commissariat Store which now holds all of which will remain with us forever.
ruins, Emily Bay, the headland and Ball artefacts and pieces from the first This journal is made up of memories
Bay aptly named with hundreds of round settlement. It is being tastefully restored and thoughts of the attendees all of
black boulders of various sizes hugging and only the bottom floors are used today whom made each day of our wonderful
the coastline inlet. The scenery is as a museum and a church. We had ICS New Zealand Safari 2010 one to
magnificent, and everywhere you look it morning tea in the Reo cafe once the Royal remember.
SEPTEMBER 2011
Feature
An Unfortunate
Lesson Learned
at a Fly-In
O
n April 16 of this year, I was hosting an ICS Mid States
fly-in at Pueblo, Colo. (PUB). I had purchased a new I-Fly700
GPS and, to save money, I bought some 6800MAH Lithium
Ion (Li-Ion) batteries (made in China) for $28 each, with
the chargers. I really love the I-Fly700 and on this flight was powering
it off the battery instead of plugging it into the cigarette lighter. I had
my air traffic detector plugged in to the airplane at the time and didn’t
want to use a power splitter.
I landed at Pueblo and shut down as usual, shut the power to the
GPS off at the battery, which has an on/off switch, and went on with
my fly-in hosting duties. After about three hours, we were informed
that one of the parked aircraft was on fire. It was my Comanche!
Apparently the GPS battery decided to short out internally and catch
fire. The fire spread to the dash cover and then the headliner, self-
extinguishing when all the oxygen in the cabin was consumed. Tell me
that our Comanches are not sealed well!
SEPTEMBER 2011 29
Since the fire, I have been going back
and forth with the insurance company.
The first estimate came in at $67,000.
The insurance company would have
totaled the airplane and gotten $20,000
in salvage from the repair shop. I told
them to pay me for the coverage, that I
would buy the airplane back from them,
and that we would repair it ourselves. The
insurance company then got a second
quote from another source for $42,494.
We will probably let the second shop
repair the plane.
I have since learned a lot about Li-Ion
batteries. Of all the rechargeable batteries
the Li-Ion are the most prone to catching
on fire on their own. Apparently it does
not happen often, but it can and does
more so than with Ni-Cad or Ni-MH
batteries. I also learned that the higher
quality, newer Li-Ion batteries use a little
different manufacturing process and are
less prone to catching on fire. How does
one know if the quality is good when most
of these things come from China?
My oldest son is a first officer for Sky
West Airlines. He said the airlines are
looking at not allowing Li-Ion batteries to
be checked through in luggage. These
types of batteries are being used
extensively in notebook computers, cell
phones and many other battery-powered
devices. The Li-Ion batteries are so
popular because they have a huge energy
density.
Needless to say the batteries will not
go in our airplane anymore. The fire
damage is being repaired at Crott’s
Aviation in Dodge City, Kansas. While
they’re at it, I am going to have them
install another 12V outlet to use with the
GPS under a 337.
SEPTEMBER 2011
Tips Manual Creech Manual
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Knit Polo (light blue, mens with pocket, ladies no pocket) Lapel Pins
Paint Scheme CDs (Single or Twin) Decal, Patch Mens Dark Blue Knit Polo Shirt
Comanche Flyer SEPTEMBER 2011
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Tips Manual $60.00
Easy to use, fold flat spiral bound, 365 pages.
Piper Single Comanche Care and Maintenance $25.00
look to us for solutions!
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tribal Jack
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NEW! Circle selection: Single: M L XL XXL
Mens Light Blue Knit Polo Shirt with pocket $35.00
Circle selection: Twin: S M L XL
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Circle selection: Single Twin
Lapel Pin $5.00
Circle selection: Single Twin Logo
Paint Scheme CD $12.50
Circle selection: Single, Twin
Decals 2 for $5.00
Online - alphaaviation.com
INTERNATIONAL
COMANCHE
SOCIETY, INC.
1-800-653-5112 Fax 1-952-856-5158
SEPTEMBER 2011
From the EVENT CALENDAR SUMMARY
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SEPTEMBER 2011
Please send your registration checks
made out to: 2010
If you are not receiving the South
Sarah or Mac McKinley Central Tribe’s Smoke Trails Newsletter
18524 Highway 33 Blue Fire Grill
and would like to, please e-mail Dianna
Holt, MO 64048 Cody, South Central Tribe Scribe, at Plans and pricing are underway for:
Questions to hosts: diannacody@yahoo.com and she will AGENDA
Mac and Sarah McKinley, email: make sure to amend the list to include
flyingmacs@aol.com. your e-mail address.
Phones: (816) 320-3462 (home), (816) in – North County Airport FBO (F45)
729-8583 (Mac’s cell), (816) 868-1015
SoutheaSt tribe
(Sarah’s cell).
surprise)
Saturday Lunch Fly-Ins will be posted
in our new Comanche Winds newsletter Palm Beach, Fla. (F45)
which will come out every other month, Palm Beach – you stay in your vehicle
Heads up to everyone – planning is
and are now posted in the calendar and drive through an area of roaming
underway for the annual Southeast Tribe
summary in the Flyer. wild animals
New Year’s Fly-In weekend. To give you
Also, we will be sending out e-mail notic- a taste of our current plans, we will be
es a month before and the week of the fly-in. returning to the Palm Beach Gardens wild animals
There are several fly-ins already in the Marriott who has promised a group room
process, so watch your e-mails. These fly-ins rate of $79, plus tax. Hotel amenities shopping or wild animals
will focus on having fun, kicking tires, tell- include:
ing stories and promoting more new and
old friendships among our tribe members.
days before and after our activity reception, buffet dinner and dancing
If you would like to host a lunch
fly-in, please call Sarah McKinley
Breakfast and depart at your leisure
at (816) 868-1015 (cell) or e-mail at
flyingmacs@aol.com. parking More information will be available
shortly with pricing, registration and direct
hotel reservation information. You can
If you are not receiving the Mid States contact Sally Williams, email: willia760@
Comanche Winds newsletter and would area shopping and restaurants aol.com with any questions.
like to, please call Sarah McKinley
at (816) 868-1015 or by e-mail at
Flyingmacs@aol.com and she will make
sure to amend the list to include your
e-mail address.
SEPTEMBER 2011
Did you get the same results for both bargain. Also for the twin it gets rid of has dropped between the engine fuel
auxs? If so, I guess you could just fly on the micro switches attached to the fuel pump and the carburetor. Or would this
the auxs until the gauge reads completely selectors as well as some of the wiring not provide enough time to switch tanks
empty and then take your time to change attached to the fuel selector panel (from before the engine dies?
to the mains. the switches for the tip/aux tank). Ken Hill
I am assuming that the senders were I have a Shadin fuel flow that is dead
_________________________________
not at sometime “re-adjusted by someone, accurate, but it only tells you what is in
i.e., wire attached to the float, bent so the sum of the three tanks on that side.
Thanks Skip; just wondering if we
the gauge would show empty at two The gauge will be going in at next annual.
could get the computer to analyze the
gallons.” IF that was the case then the Gary fuel flow and groundspeed to give “best
simple fix would be to bend it back to
_________________________________ throttle setting.” Probably a pipe dream!
the original.
By the way, I tried running an aux
My two cents… I think that they made the four tank tank dry on the ground to see if it would
Gary gauges because I and others asked for a give me time to respond...it just died...
four tank single gauge. I planned to put no sputter...no indication of fuel
_________________________________
the gauges together horizontally and use starvation. That got my attention!
I was under the assumption that you the outside gauges for the aux’s, and the
inside ones for the mains. That didn’t Randy Johnson
had already installed the gauge. I
apologize. work out because of the instrument _________________________________
markings so I mounted them vertically.
The way the fuel senders are situated
I used the top one for the mains, and Randy, in flight the prop will be wind
in the aux tanks precludes them from
bottom for the aux’s. It makes weight driven and I forget the time span they
registering the first two gallons. No
and balance situations a bit easier, and say it takes to start, but believe me in
amount of adjusting seems to be able to
gives you a good idea of fuel on board at real life it seems like forever. In a FI
change that.
a glance. With a fuel flow like the JPI in engine, if you catch it as the fuel pressure/
I had all four senders repaired by conjunction with the gauges, you would fuel flow first shakes, you can keep it
Webco, and when they were returned they really have to work at it to have a fuel running without interruption.
worked properly. By the way, if you decide exhaustion problem. I do suggest that Tom Burke
to have yours done, Webco charges for you test your senders and if they are off,
the repairs that they do to the senders, have them looked at it. I preferred Webco _________________________________
and if the senders require everything their for that, and wire the lighting so at night
price was a little less then the outfit in the power comes off the instrument light Randy,
Pennsylvania. If they didn’t need circuit so the glare from the gauge can Here’s the link for Shadin and its key
everything replaced, the cost was lower. be reduced. features as you scroll down the page.
The outfit in Pennsylvania charges one
price no matter what is needed, and that Tom Burke http://www.shadin.com/products/
price is a bit higher then Webco’s price if _________________________________ fuelflow/digiflo.html
everything is replaced. Pat
The main tanks register properly. How Randy,
_________________________________
I compensate for the aux problem is to Most newer model electronic fuel flow
use my JPI Fuel Flow to measure two gauges have a “miles per gallon” read-out I have a JPI 760 connected to my GNS
gallons after the 13 gallons is used from when hooked to a GPS. Is that the 480 which, between the two of them,
each tank. My aux tanks actually hold information you were asking about? Of provide all the fuel information that a
15.5 gallons from empty so there is a course there are other read-outs available person could want. The JPI will “alarm”
little cushion there. It takes a little bit of as well. Most gauges have limited space (flash) when your overall predicted fuel
attention, but it is only important on available for presentation and require reserve drops below a pilot selectable
extremely long flights. I like seeing the multiple button pushes to get to the amount, in my case an hour’s worth of
fuel display of all four tanks at a glance particular info that you want, but when gas. It doesn’t alarm when I HAVE only
and they are pretty accurate, which is linked to a GPS, the GPS usually has a an hour’s left, it alarms when, based on
far better then the original gauges. page that presents most of the fuel flow
the fuel on board and my GPS flight
information on one page for an easier
Tom Burke plan, it predicts that I will have an hour’s
overview of the total fuel picture.
worth of fuel left at the destination.
_________________________________ Sincerely, In some cases (bad winds) that might
Yes, that was the light bulb that went Skip Dykema be as soon as I level in cruise, so I get
off when I first saw the unit. You have, plenty of warning.
_________________________________
in my case six fuel tank levels at a glance For tank switching, I use an old school
and a warning when they are approaching I would still like something simple like solution. I take off on the mains. When
empty. For the price it seems like a good an indicator light that the fuel pressure I switch to my tip or aux tanks, I note
Comanche Flyer SEPTEMBER 2011
the amount of fuel on board, subtract 28
gallons (for a bit of fudge factor and write ASHBY AIRCRAFT GLARESHIELDS
(for example) “TIPS OFF 88” on a post- Cessna - Piper - Beech - Mooney
it note that I put right under the JPI. One piece hand-laminate with a molded Naugahyde tex-
When the JPI says I have 88 gallons ture, designed to tuck under the windshield from the front
totally covering the top of the instrument panel.
remaining, I switch. Works fine.
Protects Instruments from Intense Heat
If it’s going to be a max range effort, The glareshield extends (3) three inches past the front of
then I’ll burn off all 30 gallons before the panel to shade instrument faces. The reinforced “lip”
forms a nifty handhold on the Glareshield’s front edge and
switching, and warn my pax that there provides room for mounting optional FAA approved lights
might be a stumble or two. for greater night visibility.
Jay Call Toll
Free 1-877-4-SPRUCE 7 7 7 8 2 3
www.aircraftglareshield.com
_________________________________
Randy,
Some of the more experienced
Comanche pilots I know have run tanks
dry on carbureted Comanches (not
recommended on Fuel Injected
Comanches). I have run tanks dry a few
times for the purposes of having the tank
be empty when on the ground and ready
to remove for replacement. It is not a big
deal and I can say that upon landing there
wasn’t a teaspoon of fuel left in the tank.
Ideally, you don’t want the engine to quit
(can you spell sudden cooling?). The
procedure is while at a safe altitude, to
know about when it will be empty based
on calculated time to empty and have
the co-pilot watch the fuel pressure
gauge. About five seconds before the
engine quits, the pressure will drop and
you better switch immediately when that
happens or the engine will quit. Not
complicated, but someone has to be
watching the gauge in a dedicated
manner. Not the pilot during flight. Never
tried to run a tank dry while on the
ground. Just drain it.
I guess I do not understand your
question about power settings. If you
have a fuel flow type meter and it is
hooked to the GPS, then most of them
will tell you MPG. If you want to know
what is the most economical engine
setting to run, just play with the engine
setting while watching the MPG on the
fuel meter. It will change as you change
the power settings and airspeeds. Look
for the max MPG or whatever criteria
you are wanting.
(continued on next page)
SEPTEMBER 2011
I use JPI engine analyzers with fuel to do. You’re right, the engine does not However, with regular passengers the
flow. I’m not sure what to say about sputter, it just quits! You need to pull pucker factor was high amongst the
recommendations though. While doing the power back to idle switch tanks and guests when the fire went out! The
the installation, I usually curse JPI about turn on the electric pumps. The engine solution came with the installation of a
every minute or so. Something about is still windmilling and catches quickly. fuel pressure switch wired to an amber
them is a huge pain to install. As a pilot, (If you don’t pull the power back the light placed on the upper left side of the
after all the installation is done, I really prop will surge up and down as it has panel. The light came on a good 30 to
like the way it works. Communicating gone flat trying to maintain RPM when 40 seconds before “All Quiet” and gave
with their factory can be extremely the power stopped.) You’ll usually be plenty of time to switch tanks. As I recall
frustrating if you run into any kind of 100 feet higher once the engine starts it didn’t cost $100 to have the shop put
problem. For example, don’t try to call as you just can’t help pulling back a bit it in. N6659P only has 60 gallons so I
them on a Friday. They all go home some during the tank switch; the whole thing never plan more than four hour jumps.
time around mid morning on Friday. Be takes five to 10 seconds. I normally took (In reality, my bladder/butt range is no
prepared to hold a LONG time when off on the left main, then switched to more than three hours, so running to
contacting them. When the instrument both aux tanks at 2,000 feet and climb dry is not needed anymore). Hope this
speed of 140mph. Aux tanks usually gives some food for thought.
is in the panel and working, I forget all
went to two hours and 20-30 minutes;
that other stuff. Ray B
I switched back to left main and ran to
Sincerely, dry usually at about the five-hour mark _________________________________
Skip Dykema where the right main was selected with
a planned landing at two hours or less Our thanks to Ben Ayalon for
_________________________________ compiling this text. You can view these
which gave a 30 minute reserve. (When
you know the tank is empty, you won’t messages in the context of the entire
Hi guys, here’s my two cents. Forty
switch back to it in an emergency). discussion by going to: http://forums.
years ago, my first Comanche, a ’62 250
delphiforums.com/comancheflyer.
with four tanks, was always run to “tanks This all worked well as long as we
dry” on long runs just like the book said only had Comanche drivers aboard.
Comanche
Racer
by Michele Boyko, ICS # 17256
W
hat a wonderful way to spend a week – racing a Comanche around the
United States. She soared to two knots shy of Vne … twice … and
never balked at flying the entire route full throttle. “Pantarita,” our
1964 PA24-250, performed beautifully and we were grateful that our
mechanic had taken extra care of her during the annual.
SEPTEMBER 2011
And what an incredible race – 2011 into her parking space. Being #49, she The next morning had cooled
brought the 35th annual Air Race Classic was second to last in the lineup and significantly and the winds looked
(more information can be found at http:// almost all the other aircraft had already favorable, so we planned our departure.
www.airraceclassic.org/2011race.asp). arrived. What a grand sight to see so Although the large gas load and speed
Crews consist of a lady pilot and copilot many planes ready to race! provided us with options of landing or
team with additional lady pilot team The next couple of days were spent continuing, we didn’t like the look of
members being optional. Race routes attending meetings, aircraft inspections the weather on the final leg, so we
change each year and this year’s route and warily watching the weather. The planned to stop in El Dorado, where the
was planned at 2,365 NM, starting at Iowa briefings covered CFR (previously FAR) trees made the descent even more
City, Iowa. The course wound through reminders, selected rule discussions and exciting. By now, the flybys almost felt
Brookings, S.D., Jamestown, N.D., normal. As expected, the thunderstorms
detailed reviews of the flybys. The flybys
Spearfish, S.D., Rawlins, Wyo., Alliance, were still threatening Mobile and the
were designed from 200 AGL to 300 AGL
Neb., Great Bend, Kansas, Borger, Texas, ceilings of some airfields en route were
across timing lines at the selected airports
Norman, Okla., El Dorado, Ark., and IFR, but the forecast said the weather
and created a challenging flight path for
finally finished at Mobile, Ala. It was might improve later. We decided to wait
us new racers. Thankfully new racers,
intended to start on June 21 and end
termed “baby birds” were assigned on our decision to stay or continue.
Friday, June 24, with crews flying when
“mother birds” who were experienced Remember, our crew enjoys a good meal,
they chose based on favorable winds and
teams selected to provide advice and so we went to lunch at a marvelous
weather. Crews were required to stay
answer questions. Our mother birds, sandwich shop in El Dorado and got
VFR and fly between the hours of sunrise
Joyce and Kathy, were marvelous. “adopted” by another amazing team of
and sunset during the race, and adhere
As Tuesday approached, the weather mother birds. It is fun to hang out with
to additional rules regarding flight and
systems throughout the northern part of other flyers and swap airplane stories.
flybys approved by the FAA. To make
the race route refused to improve. Everywhere we went, someone had a
the race accessible and fair, crews flew
Thunderstorms and low ceilings plagued Comanche story. Upon return to the
against their own handicap.
the first few legs. The race organizers airport, we got another weather brief
As with many adventures, the weather and it looked much better. The ceilings
had to make a tough decision to keep the
conspired against us from the start. My had lifted and the storms had broken
race safe. The new start location was
copilot, Laura, and I took off from
Alliance, Neb. and the start date was now into a gap. We decided to go for it. So
Albuquerque, N.M. on a beautiful morning
Wednesday, June 22. We just had to Pantarita soared into the air once more
on June 17 and stayed in Omaha, Neb.
figure out a way to get there, so another with full tanks and joyously raced along
that evening with friends. Laura is the
couple of IFR flights and a day and a half the last leg. We figured we must be doing
more experienced pilot, but she agreed
later, we made it to Alliance. We were well because we’d seen good tailwinds
to be copilot for the trip (and she is
ready to race. and the airplane had performed
actually building an airpark, here’s proof:
flawlessly. Maybe, baby birds that we
http://www.wildhorseairpark.com/. It was exhilarating watching the other
were, we could even win a leg prize!
We went to bed with happy hearts and teams launch and line up for flybys.
Although the best tailwinds were in the As we grew closer to Mobile, we began
a good forecast for the morning. We
morning, we chose to wait until an hour to watch the datalink weather more
awoke the next morning not to the alarm
after the others had launched to be able closely. There was more green than when
clock, but to a distant rumble which
to space ourselves from the other we’d launched. Then, two little yellow
meant a delayed takeoff, for sure; the
computer confirmed our fears. Our hopes airplanes. But I underestimated the spots … right over Mobile Regional and a
for a VFR arrival were dashed as we Comanche. We accomplished our first half NM south of Mobile Downtown, our
looked at the massive thunderstorms, so flyby at Great Bend with a great rush of destination. By the time we were about
we replanned for an IFR arrival that took adrenaline. It took a fair amount of 30 NM north, the yellow had grown and
us on a circuitous southern route. Thank concentration to manage the descent now contained red – sure enough, two
goodness for our 90-gallon tanks! and airspeed to overfly the field on thunderstorms. Disappointed, we swung
Fortunately, our host knew a fantastic heading (what a rush!), then on to Borger. a large 360 as we tried to assess how
place for breakfast and things looked a On the way, we passed over a dozen quickly the storms were moving; not fast
little better following a good meal. Laura planes, flew our first 200-foot flyby to enough. So we looked for the closest clear
did most of our flight planning and we stop our clock and landed at Borger in airport near to Mobile and Pascagoula
launched into grey skies before lunch. time to secure the Comanche before most shown brightest. We stayed at Pascagoula
Since our Comanche does not have of the others arrived. The friendly folks for 20 minutes waiting for the storms to
autopilot, we worked as a team as PIC to in Borger took good care of us and their clear with the clock continuing to tick.
ensure we flew safely. Upon arrival at new terminal is shaping up beautifully. (By the way, Pascagoula is a charming
Iowa, we were greeted by the ground We slept fitfully as we dreamed of the place for a fuel stop when you are not in
crew at Jet Air who helped push Pantarita next two legs. the middle of a race.) Our arrival at Mobile
SEPTEMBER 2011
technical Q & a
onabplitatisitinullacmesru
ADs, Toe Brakes, Tank
mastobucledrivonabplit
a tSolenoids,
i s i t i n u l and
lacmStarters
esrum
Q: We understand AD 94-13-
10 (amendment 39-8951)
which superceded AD
74-13-01 (amendment 39-1870) can be
Q: I have a 1960 Comanche 180
and I’d like to find out about
toe brakes. Who has the STC
or is one necessary? What do you think
Q: I am having problems with
the Bendix drive in my
starters. Without constant
spraying with WD 40, it will hang up.
complied with (and thereby discontin- the approximate cost would be? This is now a problem with both start-
ue the recurring 100-hour requirement) ers. Would it be a good idea to replace
A:
by installing the Piper Part No 760 835 There is no STC that I know these starters with one of the newer
(Hi-Shear Rivet Replacement Kit). Where of. The 180 had a hand brake Bendix free lightweight starters?
fitted so the type certificate
A:
can we order this kit?
does not allow for an installation of toe Do you have the copper cables
A:
Piper still builds these kits brakes, so without an STC, a 337 field installed? If not, then that
for Comanches. I’ve bought approval would be necessary. should be first on your list.
several of these kits over the You might call Webco. They used to I have had the Skytec starters for 10
years. Aviall is now the official Piper market a toe brake system that used years and have never had a problem.
parts distributor. Contact them at 1 Beechcraft toe parts. Plumbing into the And, you will save about 12 pounds.
(800) 284-2556. The part number is brake system is simple enough, but get- Check to make sure you have enough
very important. In addition, Webco has ting the 337 could be difficult. At one electrical cable slack since the con-
an AMOC which allows them to install time, I tried to do this with my local nection point to the starter is a bit
it their way – others find it easier if FSDO and the chief inspector there further forward.
they remove the vertical stabilizer and would not agree to it. You may have Hans Neubert
A.
go in from the top. better luck with your FSDO.
Like Hans, I also have the
Pat Berry Pat Barry
high-speed starters and I love
A: Q:
This is a very benign AD. A them. They do need a battery
simple tail shake and a listen I think my left tip tank sole- that is pretty much fully charged,
in a quiet shop will comply noid is sticking. When where the old Bendix starters can turn
with the AD. I recommend not doing parked, I had a full left tip on about eight volts, but if you keep
the “fix” if there is no problem to begin tank drain into the already full aux this in mind you’ll never have a prob-
with. The test is not costly nor is it tank (selector was set to “off”) and the lem. SkyTec is owned by a man who
onerous. The repair kits are, however, expensive fuel overflowed onto the either has a Twin Comanche or used to
fairly pricey, if you can find them, and ground through the aux overflow tube. – if you ever have a problem they will
you need four of them (one for each For now, I’m leaving the tip tanks send you a refurbished unit as a
mounting bracket), plus the installa- empty. What do I need to do? replacement – good service. I think that
A:
tion labor which can run upwards of 20 The tip tank solenoid diagno- they are worth the money. It really isn’t
hours, especially if someone has never sis is correct. You should call worth the money to try to make the old
done it before. It’s this repair versus a Osborne at (800) 963-8477. starters perform better; I really feel
The Osborne family has the STC for that a change is worth the investment.
30-second test every 100 hours. It is
these tip tank systems and they will sell Pat Barry
your airplane and your choice, but I
A.
don’t see the benefit if the rivets aren’t you an approved valve replacement. If
I have experienced problems
loose to begin with. the valve is stuck in the open position,
like this with my starters in
Zach Grant then you need to replace it.
the past: once when I first got
Pat Barry
my Twin Comanche about 22 years ago
and then again a couple of years back.
adlog
my old starters act like new. The start-
er shop I have used here in the Dallas
area told me that it is not really feasible
THE ™ MAINTENANCE
to repair those Bendix drives and RECORD-KEEPING SYSTEM
squirting stuff in them is a stop-gap
measure at best. Ultimately it will lead
to them “gumming up” even more so. FOR VIRTUALLY ALL GENERAL AVIATION FIXED & ROTARY
To be sure, the high-speed starters are WING AIRCRAFT plus EXPERIMENTAL and HOMEBUILTS
nice, but as Pat pointed out even they
have their drawbacks.
Dave Clark
14/15 color coded sections, simplify, organize and centralize all data.
Provides lightning-fast retrieval of all maintenance ADs, service
bulletins and inspection requirements for your aircraft. Includes
AD search, text of applicable ADs, and 1 year AD revision service.
Keeps you on top of all required repetitive activity- annuals, 100
hour inspections, transponder/altimeter checks, VOR checks, etc.
ORGANIZED FOR LOGICAL, STRAIGHTFORWARD UPKEEP.
Because adlog saves your maintenance facility valuable time, you
save valuable money. E-Mail: info@adlog.com
SEPTEMBER 2011 45
aircraft Wanted
Classifieds
1967 PA24-260 B, TT5300, 480SMOH & SMOP
annual & IFR current 6/2011, Garmin 430 & yoke
496 w/wx/terrain, twin G/S, AP, CHT, hangared,
“COMANCHE’S WANTED” All models,
very nice $69,900. (810) 956-7892 s.ehardt@
runouts OK, needing P&I/Radio upgrades
sbcglobal.net. 1/2
OK, fast discriminate transaction on your ramp
20 years experience/references. Call Jim (760)
803-3093. avloc@yahoo.com 2/2
Pa30
$70.00/2 issues '64 Twin Comanche, Miller Conversion. Lost medical
Comanches For Sale - must sell. TT2694, LE204, RE195, Props 201.3,
fresh annual, dorsal fin, many mods. IFR. Excellent
paint/interior. $89K OBO. (541) 672-0937. 2/2
advertisement order. Pa24-180 1967 PA 30B. Same owner past 24 years. Always
1962 PA24-180, 7669P, 3860TT, 660SMOH, 15 hangared. TT2885, engines 460, props 635, six
All advertising must be received seats, good avionics, GPS, autopilot coupled,
Prop SN. Good original condition, 33-yr owner,
by the ICS in writing (mail, fax, or always hangared. NDH, well maintained, $29,500, complete logs and manuals, NDH, overseas
e-mail) five weeks prior to the Oregon, (503) 789-2032. Details/Photos: shipment available. Asking $80,000 or OBO. (951)
bwarner@sturdi-built.com. 1/2 845-0899, cell (760) 668-0390. lbmcconnell13@
desired month of publication. gmail.com. 2/2
Payment must accompany adver-
tisement order. Pa24-250
Renewals may be made by 1959 PA-24-250 Turbo Comanche, 6040 TTSN,115
SPOH. Hartzel 3/bl. Tip Tanks 90Gal, 1224lbs. useful
telephone, but initial ad must load. King Avionics, JPI Fuel Flow, S-Tec coupled A/P,
be in writing. 150KT TAS. Annual May/2011. $55,000. (905) 520-
2755, chriselgar@mwebelting.com. 2/2
The publisher makes no
warranties as to the veracity or
accuracy of the information
provided by the advertiser. The 1963 PA-30, Our Fantastic Flying Machine,
You’ve got to see it to believe it. TT 4250, RT 167
publisher is under no obligation to SMOH, LT 355 SNEW by Lycoming, Over
accept any or all advertisements. $150,000. spent in upgrades, refurbishing all
interior components, control pulleys/bearings
International and control lines, Webco push/pull conduit,
S-Tec 50 with alt. hold, Garmin 430 with terrain,
Comanche Society King HSI, WX-10A, Shadin Fuel computer, new
fuel pumps, new main fuel cells, electronic
Trading Post & Classified engine monitoring. Many speed mods and
Advertising Contact: accessories. REDUCED TO $80,000.00 OR BEST
Pa24-260 OFFER. E-mail for pictures and equipment list.
Nancy A. Whitten 1966 PA260B SN 24-4411 N8954P TTAF 3000,
Emil at comadco@aol.com or (941) 360-9282 /
(613) 821-9430. 2/2
2779 Aero Park Drive SMOH 1392, Prop SMOH 71 Hrs. Center Stack
Panel with 2 King 155’s, 6 Seat, Met-Co-Aire
trading Post
Traverse City, MI 49686 Wing Tips, Knots2U Gap Seals, Custom Blue
Phone: (800) 773-7798 Interior, Electric Trim, Hartzel Prop, 4 Fuel Tanks,
1 Piece Windshield, New electric fuel pump,
Fax: (231) 946-9588 Hangared in Phoenix since I bought it in 1978.
Fax: (231) 946-9588
E-mail: nancy@villagepress.com Lost Medical, out of Annual, $ 57,500. Bob
(602)996-0800, bobloeb@q.com. 1/2 E-mail: nancy@villagepress.com
Trading Post is a non-commercial, member to
member service provided free of charge, one
time per member, per year. The sale of aircraft
is not permitted in the Trading Post.
SEPTEMBER 2011
48 Comanche Flyer SEPTEMBER 2011
Avionics Sales Team
Call Toll Free: 800-826-3160
Visit our website for our used Avionics Section
FREE!
2011-2012 800+ page email us
Parts Catalog! info aircraftspruce com
COMANCHE ALERT!
With the pending Australian Horn
STC Pending
FAA A.D. note on
the Comanche
empennage horn,
we are notifying
Piper Horn you that Johnston
Assembly Aircraft Service can
furnish parts and installation of the
Piper horns and hopefully soon the
Australian horn.