The Official Membership Publication of The International ... · The Official Membership Publication of The International ... publication of the International Comanche Society

OCTOBER 2007 VOLUME 34, NO. 10

The Official Membership Publication of

The International Comanche Society

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The Comanche Flyeris the official monthly member

publication of the International Comanche Society

P.O. Box 1810 Traverse City, MI 49685-1810

U.S.: 888-300-0082Other: 231-946-3712Fax: 231-946-6180

Email: [email protected]

www.comancheflyer.com

ICS President Dave Fitzgerald (330) 484-4609

E-mail: [email protected]

Managing Editor Kim Blonigen


Display Advertising Manager John Shoemaker (800) 773-7798

Fax: (231) 946-9588 E-mail: [email protected]

Trading Post & Classified Advertising Nancy A. Whitten

(800) 773-7798 Fax: (231) 946-9588


Graphic Design Koren Herriman


Printer Village Press

2779 Aero Park Drive Traverse City, MI 49685-0629

www.villagepress.com

ICS Technical Directors Bill Creech

Tel: (915) 581-3401 (9:00 a.m.-9:00 p.m. MST) Fax: (915) 581-4176

E-mail: [email protected] Gitelman

Tel: (585) 381-4785 (9:00 a.m.-9:00 p.m. EST) Cell: (585) 317-8446


ICS Tool Loan Program Matt Kurke

10340 Regent Circle Naples, FL 34109

Ph: (239) 593-6944 [email protected]

The Comanche Flyer (ISSN 08994223, USPS 2-324) is available to members;

the $25 annual subscription rate is included in the Society’s Annual Membership dues

in US funds below. Comanche Flyer is published monthly by Village Press

USA, Canada & Mexico $66 per year

Europe & South Africa $89 per year

All other Countries Incl. Australia $79 per year

Spousal Members $33 per year Cover Photo

Bill Weaver’s 1967 260B, Carl Miller’s 1964 PA-30 and Alan Cheak’s 1963 PA-24/250 on a Parkwest tour of the southwest U.S. Photo by Collin Fay.

Copyright NoticeThe act of making a submission for publication is an express warranty that such contribution does not infringe on the rights or copyright of others. Nothing appearing in the Comanche Flyer shall be reproduced or distributed without the express permission of the publisher.

Postmaster Send address changes to the above address.

Periodical postage paid at Traverse City, MI 49686

Published By the International Comanche Society, Inc.

www.comancheflyer.comVolume 34, No. 10 • October 2007

2 Letter from the President Dave Fitzgerald

Cover Story: Comance Spirit 4 The Parkwest Adventure Bill Weaver

6 CFF-Approved CFIs

7 ICS Board of Directors & Tribe Chiefs 2007-2008 ICS Standing Committees, Tool Loan Program, and Technical Directors

15 Letters to the Editor

Technically Speaking 17 Online Intelligence — Pre-Purchase Inspection

20 Diagnosis and Treatment David Clark of a Sticking Valve

The Best of The Flyer 30 Landing Gear Emergency Joe Shelton

32 ICS 2008 Convention

30 Headquarter Items for Sale

Feature 34 7480P – A Good Run Al Griffiths for Over 31 Years

Tribe News 36 A Variety of European Fly-Ins Have Been Planned for All

38 Now Available ICS POH and AFM

39 From the Tribe Chiefs

Featured Fly-In 41 Summer of ‘07 AirVenture Style Zach Grant

46 Comanche Classifieds

47 Advertiser’s Index

CoNTENTS

OCTOBER 2007 Comanche Flyer • 1

INTERNATIONALCOMANCHESOCIETY, INC.

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2 • Comanche Flyer OCTOBER 2007

Pilots fly, but so does time. It seems like only yesterday many of us were preparing for our trip to the convention in Tacoma, Wash.; and already, it is part of our history.

For the first time in years, Linda and I decided to take advantage of our accumulated air miles with Delta and go first class on an airliner for just the cost of the taxes. Flying commercially certainly has its advantages, but it also has built-in disadvantages. A couple of them are spending a lot of extra time at the airport due to heightened security and layovers at hub airports. In addition, being sealed up in a cylindrical tube with 300 other people, breathing re-circulated air somehow makes me feel like a target for some kind of bad bug. On the other hand, the speeds and altitudes were a wee bit better than the average Comanche. Our appreciation certainly goes to Don & Shirley Nelson along with Warren & Phyllis Cermak who waited until nearly 1:00 a.m. at the Seattle Airport for our plane to get an open gate so we

could disembark. I do rather feel sorry for those Delta pilots, though. I think they log as much time on the ground waiting for an open gate, as they do in the air.

The convention team of the Northwest Tribe did an outstand-ing job. My thanks go out to the people who put many hours into the planning and execution of all the functions at the Tacoma convention. There was a full slate of activities including seminars, fine dining, tours, and on Saturday night – a great banquet. Our guest speaker at the banquet was Scott Morris, an attorney from the FAA, who gave us a few pointers on how to avoid unnecessary legal action from the FAA.

We were never in want of something to do. Trips to visit the Museum of Flight at Boeing Field on Thursday and the Boeing Factory located in Everett, Wash. on Friday were both well worth the time and effort. On Tuesday and Wednesday, the visibility was clear, and from the Restaurant/Lounge at the top of our hotel, you could get a full view of Mount Rainier – wow, what a sight! A camera cannot really capture the full beauty of Mount Rainier on a clear day. The landscape in the northwest corner of Washington is unique and quite beautiful. The air seems to have a crisp clean feel. I suppose it is from the trade winds off the North Pacific.

After the convention Linda and I, along with Harley and Alecia McGatha, rented a car and headed for the Pacific coast for a ride down scenic highway 101. A drive you will not want to miss if you ever get a chance to visit the northwest corner of the country. We then drove to Aurora, a small town just south of Portland, Ore. to visit the Van’s Aircraft plant. This is where most of the parts for the RVs are manufactured, and the quick-build kits assembled. Van’s is a very impressive and well-organized operation. We enjoyed a personal tour of the plant, and had the weather been better, we would have been able to take a demo flight in one of their aircraft.

I know there are many of you who have never taken the opportunity to attend an ICS Convention, possibly because of work or other family obligations, but I would really like to encourage you to consider adding an ICS Convention to your future vacation plans. One of the things that impressed me most about my first convention was the warmth and friendliness

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 67207Although 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.

Comanche Flyer Submission Guidelines

Letter From The President

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extended by the other members. The knowledge available about my Comanche was also equally impressive. There are usually seminars concerning maintenance issues, flight operations, and the “how to,” or “how not to” of everything about Comanches. If you are looking for a hard-to-find part for your Comanche, an ICS member probably has one laying in the back of his/her hangar that they may be willing to sell at a reasonable price. There are usually A&Ps and AIs from all over the world present and most are more than willing to share their knowledge and experiences with you. This is also an opportunity to learn about any recently uncovered safety issues.

You will find information about our next convention, The ICS Convention Cruise and Comanche 50th Birthday Party, posted on our website under the subheading “Conventions” and on page 32 of this issue of the Flyer. This will be our first ever “Fly In - Ship Out” event. We hope to see many new faces there!

ICS BusinessFirst, I would like to thank our past president, Lawrence

Paratz, for his leadership in the transition of the day-to-day operations of ICS from our Oklahoma office to Village Press.

This was a difficult time and decision for our society. Actually, the discussion and effort started two presidents ago with John van Bladeren and Karl Hipp. There were also a number of members involved in working out the details. Thanks to all who were involved! Things are running smoothly now with finances slowly heading in the right direction.

I am now working on the agenda for the Fall Board Meeting, which will take place in Detroit, Mich. on September 22. One

of the main topics to be discussed is ways to increase our membership. One member suggested to me that I should encourage spouses, who are not currently members, to join ICS. I thought this was a great idea. The dues for a spouse are half of a regular membership. Those of you that understand and appreciate the importance of the work the ICS does to help make your flying safer, and your plane worth more because of the support from a strong Type Club should be in favor of this. Think about it! Just one bit of maintenance information that you pick up reading the Flyer or obtain at a convention or fly-in, could possibly save you and your family from an unnecessary repair bill or even a serious accident. That alone would make keeping your Type Club strong, by signing up your spouse, well worth the expense.

Not all of the Tribes have had their annual business meetings, as of this writing. I have been informed that there will be a few new Tribe Chiefs and Tribe Representatives elected this year. You can find this information posted in your Flyer in the “ICS Board of Directors” section (page 7). In addition, you can visit our website at comancheflyer.com for the minutes of the Fall Board Meeting, which will be over by the time you read this. To find them, go to the forum section under ICS Governance, then Secretary/Treasurer’s Report. Now that you are on the forum, it would be great time to go to the member’s discussion area and share some of your recent Comanche experiences.

Until next time, remember: gear up after departure, gear down prior to landing.

Dave Fitzgerald

The sight of Mount Rainier from the hotel.

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C o m a n C h eCover Story: Comanche Spirit

The Parkwest Adventure

A story of a journey that is full of everlasting beauty and adventure and brings three ICS couples together.by Bill Weaver, ICS #4064, Photos by Alan Cheak and Carl Miller

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While the trip does not begin until Saturday afternoon, I became fixated on the weather

the Sunday before. We had over half of the country to cover and that always means crossing several weather systems. I spent way too much time on the computer searching all of the aviation sites, willing the flight path to open and stay clear. I kept searching them all trying to combine the optimistic points of each until departure morning on Wednesday. I believed that if I allowed a lot of time and planned several routes, this trip would be doable.

The Parkwest Air Tour folks advised a northern and southern approach to the starting point at Grand Junction, Colo. From our location in northwest-ern Pennsylvania, the northern route was the primary plan. It takes us to Scottsbluff, Neb. and then west through half of Wyoming in order to cut south over relatively low terrain (below 12,000 feet). The southern route leads in from Albuquerque, N.M. with the same purpose.

My fretting about the weather changed it from a 60 percent chance of thunderstorms with low overcast, to a 20 percent chance and partly cloudy skies. It is with this victory and on an IFR flight plan that we depart DUJ for Burlington, Iowa, half way to Scottsbluff on a relatively straight line. The first leg of the trip is weather friendly, if you don’t count a continuous 30-knot headwind component. Any altitude under our 8,000-foot cruise was pretty bumpy. The arrival in Burlington was gusty to a 33-knot wind. As we re-enter the Comanche for an additional leg, the wind removes my flight plan from my hand and sends it sailing out of sight. While I am trying to re-create the plan I had on file in the GNS480 and enter-taining my wife with my frustrations, the lineman returned my paperwork and saved the day.

C o m a n C h e SpiritThe Parkwest Adventure

Continued on Page 8

A story of a journey that is full of everlasting beauty and adventure and brings three ICS couples together.by Bill Weaver, ICS #4064, Photos by Alan Cheak and Carl Miller

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Pete Anderson – TXSingle, (817) 279-1627

[email protected]

Samuel Appavoo – CanadaTwin, (519) 524-7301 [email protected]

James Bates – AZSingle, (480) 837-3836 [email protected]

Kevin C. Baun – oHTwin, (740) 881-9878

[email protected]

Sheldon Bresin – CASingle & Twin, (909) 629-2626

[email protected]

orlando Brown – oKSingle, (405) 376-4056 [email protected]

Dennis Carew – WITwin & Single

(262) 250-3136 / (920) 749-9558 [email protected]

Charles Classen – ILSingle, (815) 269-2552 [email protected]

Linda Dowdy – MNTwin, (763) 753-1571

[email protected]

William Harris – VASingle & Twin, (540) 731-4772

[email protected]

Ira Menin – IASingle, (712) 239-5142 [email protected]

Eric Schlanser – MISingle, (616) 382-3709 [email protected]

Dave Stewart – INSingle, (219) 462-0182

[email protected]

Roger Wentowski – ALSingle, (205) 290-8401 [email protected]

Larry J. Whitbeck - ILSingle, (217) 732-9704 [email protected]

Steve Zaboji – VASingle & Twin, (703) 471-1764

[email protected]

CFF-Trained CFIsCertified 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.

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2007-2008 ICS BOARD OF DIRECTORS

ICS TOOl lOAn PROGRAm

South East: Tribe Chief Sally Williams, ICS #15296103 Lost Bridge Dr.Palm Beach Gardens, FL 33410-4469Ph: (561) 625-0313E-mail: [email protected]

North East Tribe Tribe Chief Bill Weaver, ICS #4064840 Hughey RoadBrookville, PA 15825Ph: (814) 849-2516 Fax: (814) 849-5522Email: [email protected] or [email protected]

North Central: Tribe Chief Zachary Grant, ICS #155156736 Chapel Hill Rd.Indianapolis, IN 46214 Ph: (317) 243-3079 Cell: (317) 201-4293 Email: [email protected]

Mid States: Tribe Chief Larry Degner, ICS #78414701 Pioneer TrailEden Prairie, MN 55347Ph: (952) 941-1111Email: [email protected]

South Central:Tribe Chief Bruce Thumann, ICS #140286618 Avenel Drive Pasadena, TX 77505Home: (281) 487-5782 Work: (713) 649-8588Cell: (713) 875-3056 Fax: (713) 649-8151Email: [email protected]

South West: Tribe Chief Ed Wegner ICS #139171634 W. Brooks StreetChandler, AZ 85224-2643Ph: (480) 963-3998E-mail: [email protected]

North West: Tribe Rep/Sec Shirley Nelson, ICS #14897925 Ludwick AveBlaine, WA 98230Ph: (360) 671-7388 Cell: (360) 305-0287Email: [email protected]

Tribe Chief Jay Hulbert, ICS #1533454967 East Kirkwood Dr.Sandy, OR 97055Ph: (503) 702-6403Email: [email protected]

W. Canada: Tribe Chief Don Ostergard, ICS #3263Box 2550 Drumheller AB T0J 0Y0 CanadaWrk: (403) 823-9326 Fax: (403) 823-9183Hm: (403) 823-8813 Cell: (403) 823-0405Email: [email protected]

E. Canada: Tribe Chief Bruce MacRitche, ICS #10998PO Box 244 Welland ONT K0A 1L0 CanadaPh: (905) 295-4968, (905) 735-7773Email: [email protected]

Europe: ICS Rep Monica Rehkopf, ICS #1446285570 Siggenhofen, GermanyHm: 49-8121-229 333 Fax: 49-8121 229 332Email: [email protected]

Tribe Chief David Sheppard, ICS #14629Lipstone Cottage, Cansey Lane WixWssex Co11 2rj United KingdomPh: 012-5587-0061 Wrk/Fax: 012-0685-2900Email: [email protected]

S. Africa: Tribe Chief Fred Morrison, ICS #15438PO Box 3912, Midrand Gauteng1685 South AfricaPh: 27-11-314-8181 Fax: 27-11-314-8182email: [email protected]

Australia: Tribe Chief John Macknight, ICS #596PO Box 356 Deniliquin NSW 2710; AustraliaPh: 61-3-5881 6000Cell: 61-427 694008Email: [email protected]

Changes reflected as of 8/20/07.

ICS TEChnICAl DIRECTORS

Bill CreechTel: (915) 581-3401 Fax: (915) 581-4176 E-mail: [email protected]

Dave GitelmanTel: (585) 381-4785 (home) Cell: (585) 317-8446 E-mail: [email protected]

2006-07 ICS Standing Committees & Chairpersons:

Historical: None

Communications – Chair: Bill Harris, NE

Technical – overall Chair: John vanBladeren, NW

Maintenance – Chair: Karl Hipp, MS

Flight operations – Chair: Zach Grant, NC

Finance & Budget – Chair: Treasurer Don Nelson, NW

Bylaws, Standing & Special Rules – Chair: Don Nelson, NW

Nominating – Chair: Karl Hipp, MS

Flagship: Dale Vandever, SC

Elections – Chair: Harley McGatha, SE

Marketing – Chair: Bill Schnauffer IV, NC

Editorial Committee Lawrence Paratz, AU – Chair Dave Fitzgerald, NC Lorne Harmon, SW Karl Hipp, MS Dale Vandever, SC

Matt Kurke10340 Regent Circle

Naples, FL 34109Ph: (239) 593-6944

[email protected]

President: Dave Fitzgerald, ICS #10297, NC Tribe5393 Hillsboro Ave. SE Canton, OH 44707-1167Ph: (330) 484-4609 Cell: (330) 936-7979 Email: [email protected]

Vice PresidentBernie Mazurek, ICS #794741816 Rayburn Dr.Northville, MI 48168-2085Ph: (734) 420-2691E-mail: [email protected]

Secretary:Dorothy Meadows, ICS #6723, NC Tribe1500 Odette Hartland, MI 48353Ph: (810) 632-9588 Email: [email protected]

Treasurer:Don Nelson, ICS #118, NW Tribe 925 Ludwick Ave. Blaine, WA 98230-5109Ph/Fax: (360) 332-2743 Cell: (360) 305-0286Email: [email protected]

Past President:Lawrence Paratz, ICS #12475, AU Tribe11 Wrixon St., KewMelbourne, VIC 3101AustraliaPh: +61-3-9817-1222 Fax: +61-3-9817-2088Email: [email protected]

CFF President: (non-voting) Harley McGatha, ICS #11687, SE Tribe50 Country Rd. 537 Centre, AL 35960Ph: (256) 927-5044 Cell: (256) 484-1738Email: [email protected]

TRIBE REPRESEnTATIVES AnD ChIEFS

*No calls before 9:00 a.m. or after 9:00 p.m. For Bill in Mountain Standard Time and Dave in Eastern Standard Time.

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Then it was off the ground for an entirely different second leg. Within min-utes, we were in and out of clouds and looking both left and right at lightning on the Nexrad display. We passed through several areas of rain and dark clouds, but the convection stayed at least 50 miles on either side of our route. Landing in Scottsbluff, Neb. and checking the weather behind us showed a closure of the storm over our route, which would have stopped us cold had we departed two hours later.

Scottsbluff was the overnight stop before we entered the Rocky Mountains. The overnight there was unique, to say the least. The FBO was quick to recom-mend the Candlelight Motel. That’s because they keep several cars at the airport for pilots to use. We drove to town (five minutes away) and found a very clean Mom and Pop establishment; $75, plus tax, bought the car, motel room, high-speed wireless internet, two drinks at the bar, and a happy hour food spread that easily counted for dinner. Oh, and then there was a full hot breakfast before we left. The Bible in the room was opened to the 23rd Psalm, so I’m sure they had seen my landing.

We departed Scottsbluff in the morn-ing with the plan to be in Grand Junction, Colo. (GJT) before noon. Parkwest had advised us that convection made flying in the mountains less fun in the after-noon. The warming morning sun made the trip at 12,000 feet quite rough, so I was glad we didn’t wait until later. Other than the need for a 360 to lose altitude, the arrival into GJT was uneventful.

We had some R & R on Friday morn-ing then signed up for a mountain flying clinic in the afternoon and on Saturday. Our morning trip took us to an approach in Aspen and a landing at Leadville, the highest airport in North America (9,927 feet above sea level). Now I’ve been there and bought the hat. Another Comanche driver and ICS member, Carl Miller and his wife Donna, took part in the clinic. The Millers fly a beautiful PA30. On Saturday after-

noon the rest of our touring group joined us. There was six airplanes and a guide ship. Included in the group was another ICS family, Alan and Anna Cheak. The Cheaks fly a bountifully equipped 250. Comanches are well represented on this tour.

Saturday afternoon, Marisa Fay, who along with her husband Collin and Brad Sullivan own Parkwest Air Tours, gave us a travel briefing. This included the week’s itinerary and the “do not misses” of the trip. The afternoon was followed by the first of many wonderful meals and great camaraderie included in the travel package.

Sunday morning after breakfast, Collin briefed the group on the flying procedures we would use through the following week. This included special flight rules in the Grand Canyon airspace, as well as communication protocol for

Monument Valley

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air-to-air conversation. Flight routes are well marked on appropriate sectional maps with GPS check/reporting points. We were all provided with these route waypoints well in advance so that we could have flight plans entered into our GPS units. After the thorough walk through, we departed the Grand Junction airport in the Parkwest van for an afternoon tour of the Colorado National Monument. These ancient rock forma-tions were to be the first indication of what lay in store in the coming week.

Monday morning started with a 0730 pickup at the hotel and trans-portation to the airplanes. They were all fueled, lined up on the ramp, and ready for loading. Weight and balance had been thoroughly covered in the flight briefing, so a few unneeded items were left in the Parkwest office. With amazing efficiency, and a last-minute weather briefing, we were off the ground before 0900 beginning a two-hour flight through some beautiful territory to Page, Ariz., the site of the Glen Canyon Dam and Lake Powell. We flew over Arches National Park, Canyonlands National Park, Natural Bridges National Park, Monument Valley Navajo Tribal Park, and Rainbow Bridge National

Monument. All of this was done from 2,000 feet above, to well below the peaks. It was an awesome display on the terrain feature of the MX20! Landing at Page, the planes were fueled and tied down on a separate area of the ramp. We offloaded baggage to Parkwest vehicles and headed for a great dam tour and lunch at our resort, the Wahweap Lodge, on the lake. Dinner was prime rib aboard the large cruise boat docked a few steps from our lakefront room. My camera would take hours to cool down.

Tuesday’s pick up was at 0800 and we were in the air by 0900, streaming our way to the Grand Canyon airport, the only towered field on the tour. We flew along the canyon for the one-hour trip, again heating up the camera. For a relative flatlander, these mountains and gorges are something. The arrival was speedy and efficient. We were on the way to the IMAX Theater after a quick trip through the airport gift shop. While we were viewing a movie on the canyon, our luggage was transported to our rooms at the El Tovar Lodge fifty feet from the south rim of the canyon. After the movie, we traveled in a tour bus along the south rim to several viewing sites and trailheads. A picnic

lunch was enjoyed and we even headed down one of the mule trails (for a few hundred yards). Dinner was in the gourmet El Tovar dining room and was befitting of our surroundings.

Wednesday was a day on our own at the Grand Canyon. Several in the group took helicopter tours to an Indian village in the canyon. It is located out of the park, so flight below the rim was acceptable. Most chose to take advantage of the park service tours and shuttles to the best viewing areas. Due to the length of time necessary, no one hiked or rode the mules to the canyon floor. In the evening, at dinner, we all exchanged memory sticks with the days photos stored on them. The recently re-introduced Condors put on quite a show during the day. Photos just can’t do the Grand Canyon justice. The immense size is more than can be conveyed via any media but one’s eyes.

Continued on Page 11

82831.indd 9 9/17/07 9:53:53 AM


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Thursday, after another buffet break-fast, brought an early departure for Twenty Nine Palms California and Joshua Tree National Park. This was a very “hands on” park and our tour included a two-hour hike with a park ranger to and through the Keys ranch, which is within the park boundary. We saw first-hand the evidence of how life was for the pioneer farmer/miners of the early 1900s. Few of us would survive

the first few weeks! The proprietor of our hotel, the Twenty Nine Palms Inn, not only provided us with lodging, but a geology and history lecture on the oasis upon which his inn is established. We toured his gardens, as he explained the faults that caused the water to rise on his neighboring properties.

Friday’s flight took us to the lowest airport in the western hemisphere – Furnace Creek, Calif. At -210 feet on

the altimeter and 117 degrees on the thermometer, it was an interesting arrival. The Furnace Creek Ranch is a beautiful resort, and it’s a shame it could not be located in a more hospitable climate. We had planned to play golf on the lowest course in the U.S., but a few minutes of unpacking and securing the airplanes convinced us that indoor or swimming pool events were more to our liking. We really enjoyed the day we spent in Death Valley, but the next morning’s departure was not unhappy.

It was only 93 degrees when we took off from Furnace Creek early on Saturday morning, headed across Nevada for southern Utah and Bryce Canyon National Park. The two-hour trip, again, provided breathtaking scenery and hundreds of photo opportunities. Bryce Canyon airport is at 7,600 feet, so it was uphill all the way. This is a wonderful small and friendly airport that is very close to the unbelievable natural beauty of the park. Who knew that Hoodoos existed? It doesn’t take multiple days to enjoy, unless you are a hiker, but it has to be high on the list of “must sees” in western United States.


Bryce Canyon

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82831.indd 12 9/17/07 9:54:02 AM


Sunday got off to a much more lei-surely start with a 9:00 a.m. departure for the final stop on our Parkwest tour. We headed back to Grand Junction, Colo., for an afternoon of reminiscing and farewells with old friends of one week’s duration. Three Comanches, a Mooney, a Cirrus and two Cessnas had made the fantastic circle in about seventeen hours (on the 172 Hobbs) of flying time.

It was hard to conceive expectations of this journey. We had never taken a two-week trip in the Comanche. I knew the flying was going to be fun, but had no idea how challenging it would be. Indeed, the flying part was great fun and in great part this was due to the planning on Parkwest’s

part. Each morning a weather briefing was held and a group decision was made about the day’s flight. The sites visited and ground organization could not have been better.

Parkwest has several itineraries. We chose the Southwest Safari because it included the Grand Canyon, a site we had always wanted to visit. As a group, at the last dinner, we decided to do a reunion tour, the Grand Expedition, in 2009. This is a longer itinerary and now we are all comfortable with that.

You should check out the Parkwest ad in this issue and visit their website. Take one of their tours to make new friends (even some ICS members), see new places, and make better use of that Comanche.

ICS member Profile: Bill and linda Weaver, ICS # 4064

Comanche year & model: 1967 260BYears owned: 5Airport home base: DuJ, DuBois regional Airport in Brookville, Pa.Pilot’s license attained: at age 31Total hours: 1,200Total Comanche hours: 800Ratings: Instrument

ICS member Profile: Carl & Donna miller, ICS #13142

Comanche year & model: 1964 PA-30 (twin Comanche)Years owned: 10Airport home base: FL74, Indian river Aerodrome in vero Beach, Fla.Pilot’s license attained: at age 20Total hours: 2,500Total Comanche hours: 1,000Ratings: mE, Instrument, Glider and SeaplaneOther aircraft owned: 1941 Piper J-3 Cub

ICS member Profile: Alan & Anna-marie Cheak, # 09652

Comanche year & model: 1963 PA-24/250Years owned: 15Airport home base: KFFC, Falcon Field in Peachtree City, Ga.Pilot’s license attained: at age 17Total hours: 12,000 plus, as an Airline Captain for FedEx Total Comanche hours: 1,500Ratings: AtP, mE, InStTyped in: mD-11, A-300, B-727

The ICS Group (l to r) Linda and Bill Weaver, Anna-Marie and Alan Cheak, and Donna and Carl Miller.

82831.indd 13 9/17/07 9:54:04 AM


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82831.indd 14 9/17/07 9:54:06 AM


Dear Editor:

Bill Creech’s feature story in the May [issue] prompted me to dig up [an] SAE report out of my archives. On pages 2 and 3, it quantifies the pilots’ “war stories” about the spinning tendencies of the origi-nal Twin Comanche.

This behavior was improved by an airflow kit offered by Piper as a no-change service bulletin, which subsequently became an AD. It consisted of:

Stall strips – two on the right wing and one on the left.

Gap seal on the rudder and re-rigging to provide five degrees more right rudder travel.

Limitation to one-half of the original up-elevator travel.

The addition of interconnect springs between rudder and aileron cables to permit a wing to be raised at low speed by use of rudder alone.

I had one of the original [Comanches], and it could be a handful. The unwritten rule was never to make carrier approaches, particularly on one engine. I inadvertently spun it one time on a Vmc demonstration with another pilot. Instant spin recovery controls broke it in about one-and-a-half turns, but I could readily see how an unwary or untrained pilot could auger it all the way in. Many were lost this way in training accidents.

An author named Alice Fuchs wrote a pamphlet on spinning the Twin Comanche. If I run across mine, I’ll send it on. Maybe it can help someone else.

I loved the Comanches (three in total) but have currently demoted myself to a Zodiac XL, for which we’re developing a rotable wing fold system.

Best regards, Richard A. Dooley, ICS #4075_____________________________________

Excerpts from page 2 and 3 of Society of Automotive Engineers, Inc. (SAE), NASA Aerodynamic Research Applicable to Business Aircraft, dated March 1971:

One example of a combined flight and wind-tunnel study of general aviation air-craft will now be discussed to illustrate how the two methods of investigation are being utilized, and to show how studies of a particular problem may foster a broad new research program. Flight studies of the flying characteristics of one light twin-engine aircraft indicated that as the stall was approached insufficient rudder power was available for trim. The control deflec-tions utilized in an effort to maintain trim

as the stall was approached are shown in Fig. 4(a), and as suggested by these results, rapid divergence in roll and yaw occurred at the stall. The conjecture of the pilots who conducted the flight studies was that the aircraft lost directional stability or rudder effectiveness at the stall. Studies of the aircraft in the Langley 30- by 60-foot tunnel, however, showed that unsymmet-rical wing stalling caused out-of-trim rolling and yawing moments of such large magni-tude that insufficient control power was available to maintain trim. No loss in effectiveness was found in the controls themselves. The magnitude of the rolling and yawing moments as determined in the wind-tunnel experiments can be judged from the results shown in Fig. 4(b).

The nature of the stall progression as determined from tuft studies is illustrated in Fig. 5. Large areas of the left wing are seen to be almost complexly stalled, where-as only a small region of stalled flow is evident near the root of the right wing. This unsymmetrical stall did not occur with

the propellers removed or in the locked condition, but was evident in varying degree for all power settings from a wind-milling to full-power condition. The propel-lers rotate in the same direction, which no doubt, produces some asymmetric flow over the wings and thus may be a factor in the asymmetric stall. Studies of a single-engine version of the aircraft did not show the large asymmetry in wing stall. A sub-stantial wind-tunnel program is planned to provide a better understanding of the factors involved in the mechanism of the stall of twin-engine aircraft, particularly with regard to the effects of power and to nacelle design and placement.

Flight studies of the same twin-engine aircraft were also made to evaluate the effect of a yaw-rate damper on the handling characteristics and, particularly, on the air-craft motions at the stall. The roll rate with and without the damper operating is shown in Fig. 6 and is seen to be substantially reduced by the damper. The yaw damper appeared to slow the motions at the stall sufficiently so that the pilot could take cor-rective action; and, further, the amount of control necessary to trim was small com-pared with that for the basic airplane.

Letters to the Editor

82831.indd 15 9/17/07 9:54:36 AM


[email protected]

Online intelligence

82831.indd 16 9/17/07 9:54:42 AM


The following is from a series of online postings from the Comanche’s Owner’s Forum. These postings are provided for informational purposes only. The views expressed in these postings represent the opinions of individual Comanche owners and have not been vetted by the ICS technical committee.

As a responsible pilot and aircraft owner, you should always seek the advice from an experienced, trusted source, such as your A&P or CFF-approved CFI, before applying any of the techniques or recommendations presented in these postings.

The postings are printed as they appeared in the Forum. Due to space considerations, we are publishing only selected posts.–––––––––––––––––––––––––––––––––––––––––––––––––––––––

I am shopping for a 250 or 260. I came across one I like, but I noticed skin wrinkle on both sides of the fuselage just aft of the engine compartment right about the height of the engine mount attach points on the firewall. It has been on its belly once in its life and I was wondering if this wrinkle is an indication of structural damage to the firewall/engine mount.

Since noticing this I have seen the same wrinkle in many Comanche photos. Can anyone enlighten me on this?

Thanks very much to all. –––––––––––––––––––––––––––––––––––––––––––––––––––––––

Keep looking. Without eyeing the aircraft, I’d take a guess and say that the damage was extensive (bent fuse) and the repair not so good. Those skins should have been replaced. There are better ones out there. Join the ICS as well; there is plenty of experience here and there!

Good luck, Barry

–––––––––––––––––––––––––––––––––––––––––––––––––––––––A skin wrinkle on both sides of the fuselage suggests that the

belly landing impacted the engine or nose steering area and has transmitted energy to the area of the fuselage behind the engine area. This needs to be inspected, and I wonder how the plane passed its last annual? This issue could render the aircraft inoperable.

If you choose to proceed further with this aircraft, please get your own mechanic and have the plane inspected. If the price is a bargain, then that incentive might encourage you to proceed, but the pre-buy inspection is a cheap investment considering that some aircraft are mis-described and there can be a lot of money riding on the result. A good pre-buy usually runs a grand, so I hope that helps.

Pat–––––––––––––––––––––––––––––––––––––––––––––––––––––––

The flexed area you refer to I have no firm answer. Some have [them and] some don’t, including not (recorded) bellied

airframes. No damage is, of course, preferred but if “properly” repaired [it] could also be a good bird.

Please join the ICS and take advantage of one of the many mechanics’ Comanche expertise.

Good luck, Dwight E. Lambert, ICS 4473,Albany, Ore.

–––––––––––––––––––––––––––––––––––––––––––––––––––––––Thanks Pat for your input. I do plan to do a pre-buy inspection

should I consider proceeding further. This particular plane has 50 hours on a new three-blade prop and Mattituck overhaul plus decent paint, and radios. All I have to add is an IFR GPS and a new interior to have a nice plane. Assuming it has no structural damage beyond the skin wrinkles.

Mike–––––––––––––––––––––––––––––––––––––––––––––––––––––––

Technically Speaking

Online intelligence

Pre-Purchase Inspection


82831.indd 17 9/17/07 9:54:43 AM


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82831.indd 18 9/17/07 9:54:46 AM


But the skin wrinkles are an indication of structural damage. That’s my concern here. These aircraft are monocoque construc-tion – the integrity is a combination of spars, stringers and skins all held together by rivets, and skin wrinkling to both sides after the damage that you described suggests that there is a problem there. It needs to be looked at by a sheet metal expert to determine what has caused the damage and what is involved in repairing it.

Pat–––––––––––––––––––––––––––––––––––––––––––––––––––––––

Pat,I am just speculating as I haven’t seen the plane, but the first

thing that pops into my brain is to wonder if there isn’t a torsional twist to the fuselage caused be the prop striking the runway while still carrying a bit of power. I would at least look for sign of that. I would doubt that there is any economical way to remove such damage.

Kristin–––––––––––––––––––––––––––––––––––––––––––––––––––––––

Hi Kristin:That is a good thought, but the kinetic energy from the

propeller smashing into the ground at high power (if the engine was even at high power) would dissipate in a different fashion. Past gear collapses which have evolved at high rpm have bent the blades and ruined the engine mounts and damage has been seen on the firewall, but not generally in wrinkles on both sides of the fuselage. My guess is (not having seen the plane in question) that the plane went down heavily in the nose and that the impact was taken in the repairable area (engine, nose cowl and engine mounts), but that the next point to give was exactly where the wrinkles are, and that the fuselage bent upwards at that point. This degree of damage might have led to the write off of the fuselage, but since the other repair work has been done then this portion of the repair may be practical.

The visible impact is in the wrinkling of the skins; however I’d be really interested to see underneath the interior panels in the cabin and behind the soundproofing and see the actual movement in the fuselage that has led to these wrinkles. With skin wrinkling the way it has been described, there has to have been some movement on the stringers that provide support to the external skin. My assumption is that the nose was pushed upwards and the stretching has occurred aft of the firewall and forward of the wing section. That’s why I suggested earlier that an experienced sheet metal person look at it (when it is opened up) since there is repair work to be done (on the wrinkled skin in the least) and possibly on some structural members as well. All of this should have been done after the impact when the other work was done, so it’ll be interesting to hear why it wasn’t.

That’s also why I wonder how it was signed off? What was the IA thinking when he signed off a fuselage that had wrinkled skin?

Pat–––––––––––––––––––––––––––––––––––––––––––––––––––––––

Pat, Like you, a huge red flag [went off when I read] wrinkled skin.

However I recall seeing “new” Comanches with a rather concave (not wrinkled) look in the area described. The common ramp joke was that it was assembled at the factory that way to get the new retract owner used to looking at bent sheet metal so he wouldn’t look so shocked when he bellied it in the first time.

Dwight E. Lambert, ICS 4473,Albany, Ore.

–––––––––––––––––––––––––––––––––––––––––––––––––––––––

Hi Dwight-That’s a really funny story – I had a chuckle as I read it.

However, the coincidence in this case is the potential buyer’s interest in the buckled skin and the fact that there is buckling in the skin. I’ve seen photos and I saved them to file and enlarged them 400% and the buckling is clearly evident on one side and is said to be on the other (where the area in the photo is in shade and can’t be seen).

What I feel is that I’d want to look inside (remove the inner panels and the soundproofing material) and look at the rivets and see if they have stretched at all. The problem is curable, but might require new skins and rivets along that area. Without a close-up inspection, I can’t say for sure that there is a problem, but the bulging of the skin along the structure when combined with the impact that could very well have pushed the nose upward certainly requires a close look. The plane appears to have recent paint and the paint would cover the stretched rivets, if stretched rivets exist. (I’d expect new paint after an incident like this and I’m not suggesting for a moment that the seller has tried to mask any defects – not at all). All I feel is that there is an indication of possible damage, com-bined with a heavy impact 50 hours ago, and it should be looked at for stretched rivets and elongated rivet holes. If any are found, the cure is to remove rivets and skins and replace with new so as to restore the integrity of the location, if a problem exists.

The situation shows again the reason for having pre-buy inspections and, in this case, an additional by a good sheet metal person or an engineer who is familiar with Comanches.

Pat–––––––––––––––––––––––––––––––––––––––––––––––––––––––

Agree with Barry. I would spend no more time on this plane and look for a straight one. Airworthiness issues not-withstanding, you might consider the difficulty you may have in selling this aircraft someday.

Good luck.Dale

–––––––––––––––––––––––––––––––––––––––––––––––––––––––Pat, [I] totally agree with your expert opinion. A pre-buy especially

in this case is [an] absolute requirement. [I] didn’t mean to pooh-pooh the seriousness of the likely damage-problem. When the Comanches were new, there were some being bellied and consequently many pilots and mechanics were looking at even brand-new Comanches for tell-tale bends. Kind of like the old saying, “Those that have and those that will, leave the gear up.” I have not, nor do I intend to join the gear-up club.

The Comanche certainly does not have an exclusive corner on gear ups, other brands fit in and poor repairs are just as common on those other brands.

CAVU and GUMP to you and all, Dwight E. Lambert

–––––––––––––––––––––––––––––––––––––––––––––––––––––––(I would spend no more time on this plane and look for

a straight one.) Me, I wouldn’t touch it with a pole.John

–––––––––––––––––––––––––––––––––––––––––––––––––––––––Our thanks to Dale Vandever for compiling this text.

You can view these messages in the context of the entire discussion by going to: http://forums.delphiforums.com/comancheflyer.

82831.indd 19 9/17/07 9:54:47 AM


Diagnosis and Treatment of a Sticking Valveby David Clark, ICS #08592, A/P

Valve sticking is a very common problem in small aircraft engines and although we have a number

of things we can do to prevent this, it still happens. It is my hope that this article informs you that there is a relatively easy method to check valve stem clearances in order to identify tight valves and to repair a sticky or stuck valve stem without pulling a cylinder. The procedures I will be detailing have been briefly touched upon in the Flyer

in the past. Experts say the likelihood of valves sticking greatly increases around 400 to 500 hours of engine time since overhaul and, not unexpectedly, Lycoming SB 388C mandates checking valve stem clearances every 400 hours in our engines, while Lycoming SI 1425A outlines procedures for preventing valve sticking. Although it is much more common for exhaust valves to stick, intake valves are not immune from this problem.

Let me give you two scenarios:• Scenario number one: You are at

your home field, and for any one of several reasons, are concerned about your valve stem clearances and discussing it with your A & P.

Technically Speaking

Rope in cylinder

Rocker arm removed

82831.indd 20 9/17/07 9:54:48 AM


Diagnosis and Treatment of a Sticking Valveby David Clark, ICS #08592, A/P

• Scenario number two: You are hundreds of miles from home at an airport with no mechanic, and are fairly certain you have a stuck valve. On startup, your engine ran rough on either magneto and would not smooth out. You performed the “poor man’s compression test” and after pulling the prop through all the cylinders, it felt like one of them was decidedly weak. You opened the cowling and felt a cold cylinder and, after pulling the top spark plugs and putting your finger over the holes while pulling the prop through, you confirmed the problem in one par-ticular cylinder. You pulled the rocker box cover and saw that one of your valves was stuck in the open position. If it were stuck in the closed position, which is fortunately much less com-mon, the problem would be signifi-cantly worse and would involve a bent push rod and tube and would mean having to pull a cylinder.

The procedures for doing this test and the repairs are basically the same for both the single engine and Twin Comanches, although my explanation and photos will be of the IO-320 engine in the Twin.

Scenario number One1. Remove the top spark plug and remove

the rocker box cover. Push the rocker arm shaft to one side, and the rocker arms will fall off in your hand. Make note of which rocker arm goes to the exhaust and which one goes to the

intake. They are different and have different part numbers on them. You don’t need to remove the push rods unless you have a stuck valve.

2. Make sure the piston is at approximate bottom dead center. Stuff almost all of a ½-inch diameter, 10-foot rope into the cylinder. Turn the prop again until the piston is firmly pushing the rope against the valves and you can’t turn the prop any longer.

3. Using a valve spring compressor tool and a pencil magnet, remove the keys which hold the exhaust valve spring seat in place. Put all this (springs, valve spring seat, keys, end caps, etc.) in the rocker box cover for safekeeping. Repeat this process with the intake valve. Note: The exhaust valve stem may have a cap on it in Lycoming engines, whereas the intake valve does not.

• Valvespringcompressor

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• Reamerwrench

• 10feetof½-inchdiametermountain-climbing-type rope

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• Mechanicalfingers(strongSnap-on two prong flexible type)

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If you have trouble obtaining any of the above tools, check my website for sources at: http://home.roadrunner.com/~dave5201/.

list of minimum tools needed to do both a diagnostic check and ream a valve:

Using spring compressor tool


82831.indd 21 9/17/07 9:54:48 AM


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82831.indd 22 9/17/07 9:54:51 AM


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82831.indd 23 9/17/07 9:54:54 AM


4. Rotate the prop backward and remove the rope from the cylinder. Take the end of the valve between your fin-gers and wiggle it. There should be a small amount of “play” to the right and left and up and down. If the valve doesn’t have any play, then it is too tight. (If it really moves around, it is probably too loose and you may need a valve job, but that is a differ-ent problem.) Next grab the valve stem near the end and push it into the valve guide and move it in and out. If it moves easily, this is a good sign; it means you don’t have to ream this valve guide. Lycoming has some fancy tools to measure the clearances, but in my experience, your fingers will tell you what is too loose and what is too tight. If neither the exhaust nor the intake valve

82831.indd 24 9/17/07 9:55:08 AM


guides need reaming, then you can skip ahead to step 8.

If a valve stem is too tight, you must ream the valve guide. To do this, gently push the valve part way into the cylinder and grasp it with your mechanical fingers. You can visualize it easily if you insert the thin flexible light through the spark plug hole. Now push the valve all the way into the cylinder and set it down gently. CAUTION: Do not move the prop with the valve in the cylinder.

5. To ream a valve guide, you must use a valve guide reamer of the proper size. You can find these numbers in the Table of Limits Lycoming SSP 1776 which is also in the back of the Lycoming Engine Overhaul Manual. For my engines (Lycoming IO 320 B1A), the exhaust guides were reamed

when new to a finished ID of a mini-mum of .4985 inch and a maximum of .4995 inch. The intake guides were .4040 min/.4050 max. I will leave it up to you and your IA and/or cylinder shop to determine which reamers you will need for your engine.

Place the reamer in a reamer wrench. Put plenty of bearing grease on the flutes of the reamer to collect the debris. Line the reamer up with the valve guide so that you are going in very straight and ALWAYS turn

the tool clockwise ONLY. Slowly turn the reamer and push it into the guide. Even when removing the reamer, you must still be turning clockwise. Turn the reamer until it gets easy to turn and most of it has disappeared into the guide. Now slowly remove the reamer while turning it clockwise. Clean off the reamer with a clean cloth and avoid touching it with your fingers.

Reamer in place

Reaming exhaust valve guide


82831.indd 25 9/17/07 9:55:25 AM


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82831.indd 26 9/17/07 9:55:29 AM


6. Once you have finished reaming, put a thin flexible “spaghetti” flashlight into the top spark plug hole to visu-alize the valve where it is lying on the side wall of the cylinder. It is at this point that you can inspect the valve head and the stem. If you see damage or unusual wear on the valve face, you can stop this process and prepare to remove the cylinder so that you can take it to a cylinder shop for a “valve job” where they will install a new valve, and probably a new seat and guide. Going through the same hole with a pair of strong mechanical fingers, or a powerful pencil magnet, grasp the end of the valve stem and bring it through the spark plug hole after you remove the light. Wrap a piece of safety wire around the valve stem to keep it from falling back into the cylinder. Grasp the valve stem and polish it clean using Scotch-Brite. Don’t use sand-paper and don’t scrape it with any-thing metal. Gently lower the valve back into the cylinder. At this point you can remove the bottom spark plug so that you can pour or squirt some solvent into the top plug hole and through the valve guide to wash out any carbon or metal created by your reaming.

7. Using the thin flexible light in the cylinder for visualization, grasp the valve stem in the middle with the mechanical fingers. Introduce the pencil magnet through the valve guide into the cylinder. (Unless you have three hands, you can turn the light loose.) Touch the magnet to the end of the valve and pull it toward the valve guide opening. Remove the mechanical fingers gently and intro-duce your wire hook to support the valve to a position level with the valve guide. Often you can look through the valve guide around the pencil magnet

and see the end of the valve stem lining up. Once you can definitely feel the valve advancing into the guide, you may encourage it by pushing on the other end of the valve with your hook. This takes a bit of practice, but soon you will be an expert. Push the valve about halfway back through the guide and squirt some oil into the guide and, using the magnet, work the valve in and out to lubricate the guide.

8. Put the rope back into the cylinder and push it up against the valve to hold it in place while you reattach the

valve spring compressor tool and put the springs, the spring seat, and the keys back in place. I can do this by myself, but it is often easier if somebody can hold the prop (and the rope) against the valve while you are using the valve spring tool. Be careful not to pinch your fingers, as those springs are very strong if the tool slips off while you are compressing them.

9. Replace the valve stem cap (if the valve has one) and the rocker arms and rocker arm shaft. Sometimes the shaft will go in easily by tapping it lightly with your hammer and

sometimes you will need the help of the valve spring compressor tool to relieve the tension on the springs and allow the rocker arms in place. Be careful how much you press on the valve spring tool because you can unseat the keys. After putting on the rocker box cover and inserting the spark plugs, you are finished with that cylinder. Once you get good at it, you can do a cylinder about every thirty minutes.

Valve stem in spark plug hole

Supporting valve


82831.indd 27 9/17/07 9:55:30 AM


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.

This is a “must read for all ICS members.”

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

help Us Get to Know You!order an ICS name Badge Today

Wear an ICS name badge at fly-ins, air shows and all aviation events. actual size is 2 X 3 inches. Blue on white plastic with 3-color ICS logo. $8 includes shipping in the U.S., Canada and mexico. overseas, add $1 per order.

For additional badges, use this format on plain paper.

enclosed is $_______________ for _____ badgesType or print CLeaRLY (What we see is what you’ll get.)

1. nickname ____________________________________________________________________

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82831.indd 28 9/17/07 9:55:37 AM


Scenario number Two1. If you have an obviously stuck valve,

then you are going to do this proce-dure a little differently than in sce-nario number one where you are just checking valve stem clearances with an eye to reaming guides, if necessary. A stuck (open) valve is going to require that you push it back in its seat so that you can remove the keys and springs. Sometimes this can take a bit of effort. Don’t hesitate to use some Liquid Wrench, or similar solution, on the valve stem. Essentially you will have already removed the rocker box cover and spark plug in order to have diagnosed the stuck valve. Now you must use the rope to “unstick” the valve. Refer to steps 1 through 5 in scenario number one and using the “rope trick,” push hard on the prop. When the valve breaks loose, you will usually hear a loud “clank.” This accomplished, you can remove the keys, springs, etc. and then you will have to reverse course and push the valve into the cylinder so that you can ream the guide and polish the stem. Remember that the valve stem is still very tight and is probably still stuck, but in a different position. It may take some hammer-ing to move the valve if it tightly stuck. You must use either an aluminum dowel or a brass punch put against the valve stem end. You should NEVER hit the valve directly with a hammer.

2. With the valve in the cylinder, you can proceed to step 6 in scenario number one, ream the valve guide, polish the valve stem with Scotch-Brite, and finish the rest of the procedures through step 10.

3. At your earliest convenience, you should check the valve stem clear-ances on the remainder of your cylinders.

Technical Editor’s Note: This pro-cedure is not authorized by the FARs, under the pilot authorized mainte-nance. With the proper tools, the pilot may do this only under the direct supervision of an A & P mechanic.

82831.indd 29 9/17/07 9:55:49 AM


Let’s start with a basic premise; unless the airplane is low on fuel, the weather is a major factor, or there is some other mechanical problem, a landing gear prob-

lem is NOT an emergency – at least not immediately. If the landing gear won’t extend for whatever reason, the most important thing is to know what you have to do and then do it. A gentle reminder, the first and most important thing to do is fly the airplane!

In the 1980’s the L-1011 crashed in the Florida Everglades because all three of the flight crew busied themselves trying to resolve a landing gear problem. While all three crew members were engaged, the autopilot disengaged, the air-craft drifted down and crashed. It turns out, all aboard were killed because of a faulty gear light and the simple fact that no one or nothing was flying the airplane.

It’s not an EmergencyLet’s look at an example of a gear “emergency” in a Comanche.

A number of years ago, I was returning to my home airport, San Jose, Calif., in a relatively new (to me) Comanche. San Jose International Airport serves most of the major airlines and has mountain ranges parallel to the approach path on both the east and west sides. The weather was high thin overcast with about 15 miles visibility. It was very dark and there was no moon. The time was approximately 12:30 a.m.

As I executed my pre-landing checklist, I selected Gear Down and the landing gear only partially extended. When the Johnson bar stopped in transit, I immediately switched the three position (up-off-down) landing gear switch to off.

Regarding Johnson bars, I have a 1960 250 Comanche with the landing gear Johnson bar between the seats. The Johnson bar moves to the floorboards when the gear is up and almost vertically to the back of the nose wheel well when the gear is extended. Based on a tip from the Comanche Tips book, I always apply light pressure by pushing the bar every time I extend the gear. By assisting the gear, I have the oppor-tunity to feel if any part of the mechanism is binding. When the gear extends into locked down position, there is a tactile thump as the gear reaches full extension. In addition, the posi-tion of the lever arm against the wheel well also can be used as a rough indication that the gear is completely extended.

I then turned the gear switch back on and selected Gear Up and when the gear had retracted; I selected Gear Down again – with the same result. The gear froze half-way through the extension. This time I immediately turned the gear switch to off.

It was surprising that the circuit breaker did not pop. There are two probable reasons that it didn’t. First, both times I selected down at the first sign of the gear stopping, I imme-diately switched the gear switch to Off or Up so that the motor wasn’t running against a jam. Second, I later checked and found that the circuit breakers were very old, (most were original) and might not have been usable or effective. So I had my A & P replace all the circuit breakers.

Fly the Airplane FirstI then notified the tower that I had a landing gear problem

and turned east, away from the airport. My intent was to find a safe place to sort out the problem. I flew away from the approach and departure paths and began circling. Since there were high mountains only a few miles to the east, I devoted 80 percent of my time to flying the aircraft and 20 percent to resolving the problem. Had I been on an instrument approach in IMC, I would have notified the controller of the problem and asked for a clearance to depart to VFR conditions or to a holding pattern where I could take as much time as necessary to resolve the problem.

Use your ResourcesLuckily, I was not alone. Although not a pilot, my passenger

Jon was an experienced Navy air crewman and wasn’t prone to nerves. I verbally set the priorities, I would fly the aircraft as my primary responsibility and Jon would hold a flashlight and read the emergency gear extension checklist. With Jon’s assistance, I would execute the checklist one step at a time. Had I been alone, I would have done exactly the same thing. The only difference is that it would have taken me longer to fly, read the checklist, and execute the items on the checklist. I was over fairly dark landscape and the only outside refer-ences were the lights of San Jose to the west. I knew that I was in a situation where I could either lose outside reference when turning to the east or even accidentally fly into the mountains.

I had another card up my sleeve. Then, as now, I carry the number of my A & P with me when I fly. On the oft chance that I ever need help, it’s as close as a phone call away, especially with a cell phone on board.

It is funny, after my initial reaction, I didn’t feel pressure at all. I knew I had a problem, but I also had two hours of fuel remaining, a number of very long runways nearby, and someone to help me resolve the problem.

landing Gear Emergencyby Joe Shelton

The

Best o

f

the

Flyer

articles from past Flyers that are worth repeating.

Reprinted from February 2000 Comanche Flyer

82831.indd 30 9/17/07 9:55:49 AM


Follow your ChecklistI slowed the aircraft down to the recommended speed,

executed the checklist exactly as stated, with my passenger’s help pushing on the gear extension bar, the gear fell easily into position. I had a green gear down light indicating a suc-cessful extension. But now there was a question. Green light or not, was the gear actually locked down?

I called the tower again and asked for a flyby to verify that the gear looked extended. Was a flyby worth the risk? One theory is that no one on the ground will really be able to tell if the gear is actually locked down and the risk of low and slow flight isn’t worth it. Because the three gear switches are wired in series on the Comanche, if all three switches are working correctly then a green light indicates that all three gear are down. But if you are careful, as I was, there is nothing that can be hurt by a flyby – but maybe nothing gained. After the flyby, the tower responded that the gear all looked down and cleared me to land on runway 12L.

At this point, I believe I showed real common sense. First, I knew I didn’t need to rush to get on the ground and second, I felt that landing on runway 30 was the better alternative. It is usually the active runway and I had undoubtedly made at least 95 percent of my day landings and probably 99 percent of my night landings on 30. So I decided to use a runway where all the visual clues were familiar. I also told the tower that I requested landing clearance for runway 30L, the longest of the three runways. I wanted everything on my side. I made a normal approach to a soft field landing. The touchdown was so soft and smooth that neither my passenger nor I felt the mains roll on. Our first indication that we were on the ground was when the nose started dropping. I have never made another landing like that in any airplane – shows you what concentration (or fear!) will do!

Be Careful When TaxiingWe taxied to my tied down. I have subsequently learned

that I was still at risk of gear collapse when I was taxiing. Even though the gear was down with a green gear light showing it is still possible for the gear to collapse. I know now that when the emergency gear extension is used, it is very important to treat the aircraft very carefully on the ground. It might even be better to stop the airplane on the taxiway and care-fully tow it to a tie down. Certainly, it should never be taxied over rough ground, grass, or at any speed that might put side loads on the landing gear.

All’s Well, That Ends WellThe problem was in the transmission. Gears were broken

and jammed. There was little evidence that this transmission had been serviced in many years. Webco repaired and returned the gearbox within five days. My Comanche has over 1,100 hours on it since that incident with good maintenance and without another gear problem.

After sharing this experience with a couple of other Comanche pilots, I learned a really good way to get experience manually extending the gear. During the annual inspection when my airplane is up on jacks and the A & P is cycling the gear, I often take the opportunity to actually practice a manual extension.

The important things to remember from this story are: 1. Don’t panic. Treat any gear issue as a problem, not an emer-gency. 2. Fly the airplane first. 3. Use whatever resources (passengers, approach, local controller, you’re A & P, etc.) that are at your command. 4. Follow the emergency exten-sion checklist. 5. After landing, be extremely careful when taxiing. And above all, use common sense.

Use a ChecklistOne final and very important note. Many more general

aviation aircraft have landed gear up because the pilot forgot to put the gear down in the first place than have landed gear up because of mechanical problems. You’ve heard it before and you’ll hear it again – use a checklist for all phases of flight and use a checklist before every landing. The use of checklists is undoubtedly the cheapest flying insurance there is.

Editor’s Note: This column was suggested by an ICS member and will start with reprinted articles from the February 2000 issue of Comanche Flyer which focused strictly on the Comanche landing gear.

If you think a story from a past issue of the Comanche Flyer is useful and worth re-running, send a copy to Kim Blonigen. (Contact information on page 2.)

82831.indd 31 9/17/07 9:55:50 AM


COStregistration: $$* plus $25 non refundable reservation fee. (*this amount is still to be determined.)Galveston moody Gardens resort Hotel: $164.00, plus tax (Saturday night)ConquestCruiseShiprates:(based on double occupancy, two persons sharing) Prices include port charges, taxes, and most important for your convenience – all onboard gratuities. Inside Cabin – $582.56 (per person, double occupancy) Outside Cabin with window – $702.56 (per person, double occupancy) Outside Cabin with balcony – $852.56 (per person, double occupancy)

hosted by the South Central TribeGalveston, TX (GlS)

October 11-19, 2008

ICS 2008 Convention and 50th Anniversary Cruise

**ImPORTAnT**Due to new Passport regulations imposed on foreign travel by Homeland Security, passports will be required for this trip. Thenew regula-tions have created a longer wait time for pass-ports, so you should apply for your passport immediately so as not to be without one when the April ‘08 reservation deadline rolls around.

more information to come soon. For questions, contact Bruce Thumann at [email protected] or by telephone at (713) 649-8588 (work), (713) 875-3056 (cell).

Plan now to join us for a one night’s stay in the spectacular Galveston Island moody Resort Hotel and a seven-day cruise of the Western Caribbean aboard the CarnivalConquest,withstopsatMontegoBay,GrandCayman,andCozumel.

For additional information regarding port excursions and virtual tours of the Carnival Conquest,visithttp://www.carnival.com/CMS/Static_Templates/Virtual_Tours_Conquest.aspx.

mark your calendars now for the first ever ICS Convention Cruise, and plan to be Comanche Crusin’ with all the gang in 2008, also the 50th Anniversary of the Piper Comanche.

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Lapel Pin – ICS10 $7.00 Please circle selection: Single, Twin, Logo

Ball Cap – ICS01 $15.00 Please circle selection: Denim, Khaki, White

New Polo Shirts – ICS09 $35.00 Please circle selection: S, M, L, XL, XXL

Polo Shirt Twin Logo – ICS02 $35.00 Please circle selection: S, M, L, XL, XXL

Polo Shirt Single Logo – ICS03 $35.00 Please circle selection: S, M, L, XL, XXL

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TOTAL

Name: ICS #:

Street Address:

City: State: Zip:

Payment: MC Visa

Card # Exp. Date:

To order mail, fax or call:International Comanche SocietyP.O. Box 1810Traverse City, MI 49685-1810US: (888) 300-0082Other: (231) 946-3712Fax: (231) 946-6180

headquarter Items For Sale

Ship Order To:

Lapel Pin (Single, Logo, Twin)

Ball Cap (Denim, Khaki, White)

New Polo Shirts (with pocket)

Polo Shirts - Single or Twin (with pocket)

Denim Shirts (with pocket)

Decal Patch

Paint Scheme CDs (Single or Twin)

82831.indd 32 9/17/07 9:55:53 AM

ICS 2008 Convention and 50th Anniversary Cruise

Item Price Qty Total (including shipping)

Lapel Pin – ICS10 $7.00 Please circle selection: Single, Twin, Logo

Ball Cap – ICS01 $15.00 Please circle selection: Denim, Khaki, White

New Polo Shirts – ICS09 $35.00 Please circle selection: S, M, L, XL, XXL

Polo Shirt Twin Logo – ICS02 $35.00 Please circle selection: S, M, L, XL, XXL

Polo Shirt Single Logo – ICS03 $35.00 Please circle selection: S, M, L, XL, XXL

Denim Shirt Long Sleeve – ICS07 $40.00 Please circle selection: S, M, L, XL, XXL

Denim Shirt Short Sleeve – ICS08 $40.00 Please circle selection: S, M, L, XL, XXL

Paint Scheme CD – ICS04 $30.00 Please circle selection: Single, Twin

Decals – ICS05 2 for $5.00 Cloth Patch – ICS06 $5.00 SUB TOTAL Michigan residents please add 6% sales tax Handling $5.50 $5.50 overseas members please add $6.00 postage $6.00

TOTAL

Name: ICS #:

Street Address:

City: State: Zip:

Payment: MC Visa

Card # Exp. Date:

To order mail, fax or call:International Comanche SocietyP.O. Box 1810Traverse City, MI 49685-1810US: (888) 300-0082Other: (231) 946-3712Fax: (231) 946-6180

headquarter Items For Sale

Ship Order To:

Lapel Pin (Single, Logo, Twin)

Ball Cap (Denim, Khaki, White)

New Polo Shirts (with pocket)

Polo Shirts - Single or Twin (with pocket)

Denim Shirts (with pocket)

DecalDecal Patch

Paint Scheme CDs (Single or Twin)

82831.indd 33 9/17/07 9:55:56 AM


Editor’s note: The following was addressed in a letter to ICS, which was forwarded to me. I liked the story so much, I asked Mr. Griffiths if it could be printed in the Flyer, and he agreed to share it.

In the beginning of my aviation career, I was a Wireless Operator/Air Gunner/Signals (WOP/AG/S) in

the Royal Air Force, 1943-1947. I immi-grated to the United States in 1949, got a DVM degree in 1956 and started [flight] training in 1962. I started on a Piper PA 18 Super Cub, progressed to a Piper PA 22-109 Colt and after getting my private [license] in 1964, flew a number of rented Cherokees.

In March of 1975, I purchased a 1961 Piper PA-24-250 Comanche, N7480P from Louis Dyson. It came equipped with: Narco MK 12-360 with VOR 4; Narco Mk. 5 with VOR omni: Lear ADF 12; Narco UDI 3 DME; marker beacon; Altimatic II 3-axis autopilot; electric compass; carburetor temp.; emergency

locator beacon; and other good things including upgraded insulation. I paid $14,500, plus $725 in Illinois state tax. That would have bought a good Mercedes Benz auto at the time.

Over the 31 years that I owned 7480P, I had only two incidents in the air. In April 1985, on the first flight after the annual, I experienced a partial engine failure at 400 feet. I was able to stagger around the pattern and land; the engine had swallowed an exhaust valve. In July 1999, returning from an Illinois Pilots Association board meeting in Springfield, the gear went down only half way. It would recycle up, but only half-way down. Without much confidence, I initi-ated the emergency procedure but it did nothing to resolve the problem. I had two pilots on board, [the late] Dick Schultz took the controls and I slid back and got my feet on the emergency lever and pushed with all my might. The lever went forward and hit the throttle – with

a dramatic effect on attitude and noise. The cause was a worn and broken cog in the transmission gear, which got overhauled.

I had been plagued with slow starts and regular tripping of the gear circuit breaker on extending the undercarriage. Installing the copper cable and battery box mods in 1992 solved those prob-lems. In 1995, while waiting for those $900 bolts for the undercarriage AD, I had the interior upholstery redone. I had the shoulder belts installed in 1998. I had several radio and equipment upgrades and replacements through the years, but by 1998 the ADF and DME were unserviceable and something had to be done. In May and June of that year, I installed an Apollo GX 60 and KN 53 with GS and one without. I also had an Apollo hand held for several years before that.

I took a lot of guff from my pals because the airplane had its original paint. I regularly thought of getting a new paint job but all the other stuff seemed more important. Then I read an article which suggested that a new owner would rather paint his new airplane the way he might want it – and I knew that something was coming.

September 2004 was the time to renew my airman’s medical, which turned into a nightmare. The physician I had been using quit, so I went to the FAA web page to find a replacement. There were several listed and I picked

Feature

7480P – A Good Run for Over 31 Yearsby Al Griffiths, ICS #1381

82831.indd 34 9/17/07 9:55:58 AM


Dr. Peterson because his name sounded familiar. I called the listed phone num-ber and made an appointment with Dr. Peterson for two weeks hence. His office called back to move it up a week – okay. At the appointed time, I presented myself and told the recep-tionist I was there for an airman’s medi-cal with Dr. Peterson. She said, “He is not in today.” In the event, I filled out the form and she announced that he was coming in to see me. In due course, a guy came in and proceeded with the examination; he did not identify himself, and I assumed he was Dr. Peterson. He then informed me that he could not issue the certificate because I had (occult) blood in my urine and he advised me to consult my regular physician and report back. It turned out I had a pin-point tumor in my bladder but my physician failed to report my condition because he was trying to contact Dr. Peterson, who it turned out had retired five years earlier. The doctor I saw was a Dr. File and he had kicked the case up to Oklahoma. On top of that, there was more stupid miscommunications originating in Oklahoma and the local hospital where Dr. File worked. It was May of 2005 before I got a medical.

In February of 2006, the flywheel starter ring lost a few cogs and by the time it got fixed the annual was overdue. I had to get a ferry permit to get the airplane up the road 15 miles to the Rantoul FBO. This was necessary because Frasca Field’s (my home field) FBO had been sued in court – won the suit – but was unable then to get insurance and stopped all services. The Rantoul FBO would not sign the airplane off on account of problems with the landing gear and that kept the airplane out of service until June, not to mention $15,000. Was fate trying to tell me something?

Between July and October of that year, I made three trips within Illinois and two local flights and all went well. On October 24, I was doing touch and goes on Runway C16 on my home filed and there was an Aztec in the pattern also doing touch and goes. I lost track of him, then found him on the upwind to Runway 27. On my next circuit, he was on the runway back taxiing. I put my gear down, extended my pattern and came in to land. On the radio some-one, rather casually, said, “Comanche, go around.” It was too late, the prop was curling up. What happened? I did select gear down, but the circuit breaker popped (the first time since 1992) and

I did not check the green light for I was watching the Aztec!

The insurance company took the airplane and the residual equity I had in it over and above the insurance. So somebody may paint it yet. The insur-ance paid $56,000 less my $2,500 deduct-ible. That would buy a nice Mercedes Benz auto today.

I have not been very active in the ICS, but I have been an active member of the Illinois Pilots Association Board of Directors since 1992 and twice president for a total of five years. I did attend

the 1999 annual meeting in Cambridge, England and fondly remember dancing with Judy Brin, as well as the other good stuff. Of course, it was an oppor-tunity to visit my extended family in Wales.

At age 82, I cannot find the justifi-cation of reinvesting in an airplane, although I have not closed the door. I will go ahead and renew my ICS member-ship in this fantastic organization for another year – if for nothing else than nostalgia. I had a good run for 31 years.

82831.indd 35 9/17/07 9:55:58 AM


The European Tribe has three fly-ins planned for 2008 to the destinations of Bergen, Norway;

Odessa and Kiev in the Ukraine; and to Annecy in the French Alps.

Bergen, norway – 3-7 July Arrival to Flesland (ENBR) will be

at 1200-1700 hours on Thursday, 3 July, at which time attendees will be transported by bus to the hotel for check-in. Later the group will walk to the Floeybanen funicular, where they will take the funicular to the top and have dinner at the restaurant there.

On Friday, after breakfast at the hotel, a visit to Bryggen Museum, a ferry ride to the aquarium for lunch and shopping are all on the agenda. Saturday will feature a cruise with veteran S/S Oster to Herdla (wartime German fighter base); with lunch served on board, and a visit to the museum. Other destinations for the day are still being planned.

Sunday the group will experience “Norway in a nutshell” in an all-day famous sightseeing trip by scenic rail-way, cruise boat and bus. After break-fast at the hotel on Monday, a bus will provide transportation back to the airport for departure.

For more information on the Bergen trip, contact Egil Ingvaldsen by e-mail at [email protected].

Odessa and Kiev, Ukraine – 5-13 August

Arrival in Odessa on Tuesday, 5 August will be followed by a brief orientation of the city while being transferred to the hotel. Dinner will be at the hotel that night.

6 AugustWednesday will start off after break-

fast by taking in the main highlights of Odessa with a tour that involves some walking. The city center was designed to a classical plan with wide tree-lined streets, stretching south from Prymorsky Boulevard. Its beauty lies in the early 19th century buildings, the shady promenade, the park tumbling towards the sea and the sweep of the Potemkin Steps. The 193 steps, built between 1837 and 1841, descend from a statue of the Duc de Richelieu in a Roman Toga. At the eastern end, a Pushkin statue and a British Tiger Gun, captured in 1854 during the Crimean campaign, stand before the pink-and-white colonnaded Odessa City Hall. At the western end of the boulevard is the Palace of Vorontsov – the residence of a former governor of the city built in 1826 in a classical style with surprising Arabic detailing on the interior. Another highlight of the city is the Opera and Ballet Theater designed in the 1880s by Viennese architects Flener and Gelmer in the Habsburg Baroque of the day, with a number of Italian Renaissance features.

After lunch at a local restaurant, a visit to several of the excellent museums Odessa has to offer is on the agenda. The Archeology museum, established in 1875 was the first museum of its kind in the former Russian Empire. The highlight is the Gold Room, which has jewelry and coins from early Black Sea civilizations, including the first Slavic coins of St. Volodymyr (10th century AD). Russian and Ukrainian art are well covered in the Art museum, where it is described as a maze of over 15 rooms

on two floors and has treasures, which run from 15th century icons onward and includes works by Levitsky, Ayvazovsky and Repin. Dinner will be provided that evening at a local restaurant.

7 AugustThursday’s activities will include a

morning tour, followed by an afternoon of leisure and dinner at the hotel. The sandstone on which Odessa stands is riddled with about 1,000 kilometers of tunnels, quarried out for building in the 19th century. They have been used by smugglers, revolutionaries and World War II partisans. The tour will include a visit to one of the network of tunnels in Nerubayske Village on the northwest edge of Odessa, which sheltered a group of partisans during World War II and now has been turned into the Museum of Partisan Glory, which is also known as Catacombs museum.

8 AugustFriday offers an excursion to Belgorod-

Dnestrovsky Castle and dinner at a local restaurant with a bandore music performance.

9 AugustSaturday, after breakfast at the hotel,

all will checkout and head to the airport for a flight to Kiev. The arrival transfer will include a brief orientation tour of Kiev, which is not only the capital of Ukraine, but also the mother city for all Eastern Slavic people. Kievan Rus, the state from which Ukraine, Russia and Belarus are all descended, was estab-lished there between the 9th and 11th centuries. The modern centre and the remains of the old city are both on the

A Variety of European Fly-Ins have Been Planned for All

W h a T ’ S h a P P e n I n G W I T h T h e E U R O P E A N T R I B eW h a T ’ S h a P P e n I n G W I T h T h e E U R O P E A N T R I B e

T R I B e n e WS

82831.indd 36 9/17/07 9:55:59 AM


hilly west bank of the Dnipro, the third-largest river in Europe. Dinner will be provided that night at the hotel.

10 AugustOn Sunday, the morning tour starts

with a short ride to Old Town of the ancient city of Kiev. Enroute you’ll see the University, Taras Schevchenko Opera and Ballet Theater, the Golden Gate – the historic main gateway into the ancient city, and the newly reno-vated Michael’s Cathedral. We will visit St. Sophia Cathedral, the city’s oldest standing church, which was built in 1017-31 in honor of Prince Yaroslav’s victory over a rival tribe. After lunch at a local restaurant, we will visit Kiev-Pechersk Lavra Monastery. Founded three kilometers south of where Kiev stood in 1051, the Caves Monastery was Kievan Rus’s first, and for a long time, most famous monastery. Spread across wooded slopes above the Dnipro River, it is a unique array of gold-domed churches, underground labyrinths lined with mummified monks, and elegant monastic buildings turned museums, one of which has a hoard of Scythian gold. To top off the day, dinner will be at a local restaurant.

11 AugustA morning tour and leisure time after

lunch is what’s in store for Monday. The tour destination will be Andriyivsky Slope, where we’ll visit the Ukraine History Museum with its extensive exhib-its that go back to the Scythians and the Greek Black Sea colonies right up to World War I, Kievan Rus and the Cossacks. Stroll down to Low Town of Podol and visit 1746-61 St. Andrew’s Church, an inspired Baroque inter-pretation of the traditional five-domed, cross-shaped church by Rastrelli, an Italian architect who designed many of St. Petersburg’s great buildings. Dinner will be held at the hotel that evening.

12 AugustOn this last day before departure, we

will enjoy an excursion to the open-air Pirogovo Museum, followed by lunch at a local restaurant. The afternoon will feature a one-hour Dnipro River cruise and that evening all will enjoy a fare-well dinner at a local restaurant with folkloric music.13 August

After breakfast at the hotel, the group will transfer for departure.

For more information on this event, please contact organiser John van Bladeren.

Annecy in the French Alps – TBD

The fly-in to Annecy will be sched-uled around the other two fly-ins, and also in great part, the weather. Ben Ayalon is the organiser of this event and information will be provided as soon as it becomes available.

2009Two venues have already been sug-

gested for 2009. One to Croatia and Montenegro, which is being organised by Omri Talmon and the other to Isle of Man, which is being organised by Alan Burrows.

More information will be offered as it is planned.

W h a T ’ S h a P P e n I n G W I T h T h e E U R O P E A N T R I B e

T R I B e n e WS

82831.indd 37 9/17/07 9:56:00 AM

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

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

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

OrderQty

ManualNumber

ModelGrossWeight

Year(s)Mfg

Flight ManualReport Number

SNBegin

SNEnd

Singles:

01.) 180 2550 1957-64 1047 24-1 3687

02.) 250 2800 1958-60 997 103 2298

03.) 250 2900 1961 1127 2299 2843

04.) 250 2900 1962-64 1179 2844 3687

05.) 250 2900 1962-64 1220 (FI) 2844 3687

06.) 260 2900 1965 1334 4000 4299

07.) 260 2900 1965 1333 (Carb) 4000 4299

08.) 260B 3100 1966-68 1359 4300 4803

Not Avail 09.) 260B 3100 1966-68 1358 (Carb) 4300 4803

10.) 260C 3200 1969-72 1545 4804 5028

11.) 260T 3200 1970-72 1640 (Turbo) 4901 5028

12.) 400 3600 1964-65 1295 26-3 148

Twins:

13.) PA30 3600 1963-68 1269 30-2 1744

1969 1515 1745 2000

14.) PA30T 3725 1964-68 1269 (Turbo) 143 1744

1969 1515 (Turbo) 1745 2000

15.) PA39 3600 1970-72 1605 39-1 155

16.) PA39T 3725 1970-72 1605 (Turbo) 1 155

PIlOT’S OPERATInG hAnDBOOKAnD FAA APPROVED

AIRPlAnE FlIGhT mAnUAl“Formerly Published And Produced by the late Douglas L. Killough”

Introducing the new ICS

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

82831.indd 38 9/17/07 9:56:02 AM


EaSTERN CaNaDaWe are looking for more events to

attend this flying season. If you have any ideas, please do not hesitate to advise us and we will get the information out to the organization. We need at least one month’s notice to get information into the Flyer. Please contact John Hamilton at [email protected].

MiD STaTES TRibE

Fly-In Nebraska City, Neb. (AFK) October 5-7

“All Tribes Welcome.”Here we go again! We are flying into

Nebraska City, where “Arbor Day” was founded by J. Sterling Morton. The interesting story about this is that

his new wife was going to leave and return back to her home state of Michigan because there were no trees in Nebraska and she missed the trees. In order to keep her happy, Mr. Morton ordered thou-sands of trees to be sent to Nebraska for planting. So what you see in this area

of Nebraska is the efforts of a man to please his wife (at any cost). Therefore we now celebrate Arbor Day, the founder J. Sterling Morton (of Morton Salt fame) and also Secretary of Agriculture under President Grover Cleveland.

FAA Approved Repair Station #DER765K

39 Years Specializing in:

lStructural Repair lRoutine Maintenance lInspections lModifications lEngine Overhauls

Extensive Comanche Experience since the days of old Bill Piper. Annual Inspections, 100 Hr. Inspections and 1000 Hr. Inspections

on All Piper Models.

ILIFF Aircraft Repair & Service Co., Inc.

Hangar 17 Tulsa International Airport

Tulsa, OK 74115 Phone: (918) 835-5554 Chuck Iliff

Fax: (918) 835-9572 E-mail: [email protected]

neW StainleSS Steel Dual

eXhauSt SyStem

aViationperFormanCe proDuCtS, inC.

975 aurora Road melbourne, Fl 32935 phone: 321/254-2880

Fax: 321/254-9115 www.aviationperformanceproducts.com

StC/pma approVeD For the pa24-180/250 anD 260

ComanChe

ComanChe 180: $3595.00 pluS inStallation

ComanChe 250/260: $3995.00 pluS inStallation

PIlOT’S OPERATInG hAnDBOOKAnD FAA APPROVED

AIRPlAnE FlIGhT mAnUAl“Formerly Published And Produced by the late Douglas L. Killough”

Introducing the new ICS

Date Tribe Event/Location Info Source/Host

Oct 5-7 MS Fly-In/Nebraska City, Mac and Sarah McKinley, Neb. (AFK) home (816) 320-3462 or by cell, Mac: (816) 729-8583, Sarah: (816) 868-1015; e-mail [email protected].

Oct 12-14 SC Fly-In/ Pineville, La. (2L0) Enoch Nicewarner, (318) 452-0919

From the Tribe ChiefsE v E n t C A L E n D A r S u m m A r y


82831.indd 39 9/17/07 9:56:02 AM


Nebraska City is steeped in history with 300 historic buildings and a treasure trove of museums. This small town lying along the Missouri River, south of Omaha, has the Arbor Lodge State Park and Arbor Lodge Mansion, where Mr. Morton and his wife lived. The mansion can be toured and has 52 rooms, with one of the first bowling alleys in the basement, especially built for President Grover Cleveland who was a frequent guest. The front yard is full of labeled and marked trees from all parts of the coun-try, along with gardens and fountains. This should be “peak” time for autumn colors in this area. There is an Arbor Day farm and apple orchard including the oversized “Wolf River apple,” which is big enough for an entire pie. Apple House Pie Garden (sandwiches and pies)

Restaurant and Arbor Trails Winery are located between the Lodge we’re staying at and the Arbor Mansion.

In historic downtown, there are various antiques, coffee shops and several fine outlets, one being the Pendleton Outlet. There is also a small outlet mall just out of town on the way to the airport.

We will be staying at the Lied Lodge and Conference Center (one of the most beautiful lodges, the entry way is an experience). The food is also excellent! The site has views looking over to the Arbor Mansion and apple orchard with hiking trails everywhere, and a golf course.

For Arbor Day Farm Lied Lodge and Conference Center, I was able to block only 14 rooms at a group rate of $139.00

per night. You will not be disappointed! The telephone number is toll-free (800) 546-5433 or (402) 873-8733. Say you’re with ICS or International Comanche Society. Deadline for reser-vations was August 28. There is a 48-hour cancellation time on rooms.

The airport has waived the overnight fees and has discounted gas for us. Bring tie-downs, please! Their tele-phone number is (402) 850-7436.

Mac and Sarah will be greeting you at the airport with goodies, drinks and of course information, maps and con-versation (especially Mac).

Food and transportation will be $15 per person or $30.00 per couple. Be sure to indicate the name of the fly-in on your check.

Send checks before September 15 to:Mac and Sarah McKinley18524 Highway 33Holt, Missouri 64048If you have any questions, you can

contact Mac and Sarah at home at (816) 320-3462 or by cell, Mac: (816) 729-8583 or Sarah: (816) 868-1015; or you can e-mail them at [email protected].

Come join us for the last fly-in of the season in a beautiful area of Nebraska!

NORTh CENTRaL TRibE

Tribe E-mail UpdatesIf you are not receiving the North

Central Tribe e-mail update and would like to, please email Zach Grant, North Central Tribe Chief at [email protected] and he will make sure to amend the list with your e-mail address.

SOUTh CENTRaL TRibE

Fly-In Pineville, La. (2L0) October 12-14, 2007

The South Central Tribe is plan-ning a fly-in in conjunction with the annual EAA Chapter 614 Fall Fly-In and Campout at the Pineville Municipal Airport (2L0) located in central Louisiana. This fly-in is part of the Louisiana EAA Fly-In Series and is one of the largest fly-ins in the state of Louisiana. The airport is on Lake Buhlow, with an over-the-water approach to R/W 36. There are usually several amphibian and/or float planes in attendance that operate off the lake.


82831.indd 40 9/17/07 9:56:04 AM


What a summer it was! By the time you read this, many will be looking fall squarely in the

face and dreading the cold that will make flying and maintaining aircraft much less pleasant, but let’s talk about warm once more. This past summer was a treat for all who made the trek to Oshkosh, Wis. for this year’s AirVenture 2007. For those who have never been, it is a spectacle that defies description. Perhaps the best description is thinking of it as the mega state fair of aviation. It is where the good, bad, and ugly show up once a year to be with others who enjoy the sights, sounds and smells of the farm … err … airport. It is the Mecca for aviation! At the end of this report, I will talk about some great reasons for everyone to start making plans to attend next year. It will be something to remember!

Summer of ‘07, AirVenture Styleby Zach Grant, North Central Tribe Chief / Flight Operations Chairman

OSH Approach

Bill Cody and Cory Kroll at

Manitowac briefing.

Featured Fly-in


82831.indd 41 9/17/07 9:56:06 AM


FUEL CELLSBUY DIRECT FROM

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Oil Temp Conversion Kits“The ONLY STC approved kit on the market”

Use the New Rochester Probe with your AC Gauge

STC Oil Temperature Coupler Kit, ALH-I-005Approved for Piper Models PA-23 PA-24 PA-30-39

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overhauled

Fuel sendersoverhauled

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82831.indd 42 9/17/07 9:56:12 AM


The EAA Chapter will be having Young Eagle flights on Friday afternoon, so be attentive to traffic. There will not be an air show, so the airport will not be closed at anytime during the fly-in. Unicom is 122.8 and Polk Approach Control is 132.05. Alexandria International Airport (AEX) is located six nm west with Tower on 127.35.

Lodging will be at the Sleep Inn in Pineville. The rate will be approximately $100 per night. Call 1-800-424-6423 for reservations and mention the “Comanche Tribe” when you call.

After you arrive Friday, you can attend the fly-in and/or go to your motel. Friday night we will be dining at either a local restaurant or at the airport (meal by EAA Chapter at the Club House).

Saturday, the women will go on a tour of the Kent Plantation House. Built in 1800 on Spanish Land Grant property, this is central Louisiana’s oldest standing structure and depicts plantation life between 1795 and 1855. After the Kent House and lunch, they will tour River Oaks Art Square and several art museums.

The men will tour the Louisiana Maneuvers & Military Museum at Camp Beuregard, then lunch and spend the afternoon at the fly-in and/or other places of interest. The mili-tary museum honors the fact that in 1940-1942 central Louisiana partici-pated in “the dress rehearsal” for World War II where over a million young men were trained at five major training camps.

Saturday night we will be dining at a local restaurant famous for Louisiana cuisine. On Sunday, there will be breakfast at the airport and a leisurely departure for home.

There is a registration fee of $30.00 per person to cover transportation, etc. Checks should be made payable and sent to Enoch Nicewarner, 430 Glen Ellen St., Pineville, LA 71360. Please provide your name, address, phone numbers, e-mail address and whether you plan to arrive Friday or Saturday. Closeout for registration is September 30. If you have any ques-tions, you can call Enoch at (318) 452-0919.

Saturday Lunch Fly-InsIf it is difficult for you to make a full

weekend fly-in, you may find the Saturday lunch gatherings with Comanche camaraderie, sharing of flying stories, maintenance talk and lunch, to your liking. You should be able to find a schedule of the lunch

fly-ins on the South Central Tribe website at http://groups.msn.com/SouthCentralTribeICS/welcome.msnw and in the South Central Tribe newsletter Smoke Trails. (If you wish to organize a lunch Fly-In, please contact Pat Andrews at [email protected].)

Fiberglass “glareshield”One piece hand-laminate with a molded Naugahyde texture, designed to tuck under the wind-shield from the front, totally covering the top of the instru-ment panel.

Protects instruments From intense heat

the glareshield extends approxi-mately three (3) inches past the front of the panel to shade instru-ment faces. the reinforced “lip” forms a nifty handhold on the glareshield’s front edge and pro-vides room for mounting optional Faa approved lights for greater visibility.

Glareshield Price list:piper pa 24/30 Comanche stC.......$275piper pa 38 tomahawk ...................$275piper pa 28 Cherokee series ...........$275piper Cherokee 6, pa32, 34, Ex. .....$275Beech 33, 35 & Baron (1962-1970) .$350Beech 33, 35 & Baron (1971-1983) .$450Cessna 120/150/140 ..........................$275Cessna 170/172/175 ..........................$275Cessna 180/182/185 ..........................$275Cessna 210/206 .................................$275Cessna 337 skymaster ......................$275mooney 201 & up.............................$275optional Faa approved lights .........$130Glareshield shipping lower 48 UPS ground .$ 35

www.aircraftglareshield.com

“Windlock ” Device

this control “lock” is designed to be used inside the cockpit & attaches to the flight controls. Cannot be forgotten prior to flight!

$69.00 ($6 s&h)

o r D e r F r o m

Dennis ashby288 Cr 12200

paris, tX 75462

1-800-945-7668Voice: 903-784-8187Fax: 903-784-8145

82831.indd 43 9/17/07 9:56:12 AM


AirVenture 2007 was a great event for us Comacheros. We started the week with a 31-Comanche rendezvous in Manitowoc, Wis. for the mass arrival. At one point, we had over 50 signed up, but we were happy to get the perfect number for our parking area. Special

thanks goes to Kurt Drumm and his staff for helping us with the staging and lunch.

What a sight. All of the Comanches making airplane noise, waiting to fly, and then descending all at once on our primo parking at Oshkosh in the

type club area just north of the ultra-lights. A lot of spectators got a real treat watching the parade of Comanches taxiing across the road, through the grass and into the reserved rows of parking. With all the sub types represented in the parking area during the week, as

“Comancheland” in Oshkosh.

Oshkosh Comanche dinner at Green Lake.

82831.indd 44 9/17/07 9:56:17 AM


well as planes showing most of the popular major modifications, it was easy for all to see the great variety in the fleet, and to see everything from stock original to highly modified. It was a great way to let other pilots in on our little secret about how wonderful these airplanes are.

During the week we had some great group participation events. Tuesday night was the official unofficial camp get together and “meeting of liars and scallywags.” Our little reception kicked off after the air show and ended late in the night. Somewhere between the discussions of the bygone eras of sha-boom, shaboom, the dressing habits of some who camped nearby and the “grilling” of hot dogs, nothing but happy people and full trash bags were to show for the event. We even proved to some of those brand B and C drivers that Piper did, in fact, make a “real” airplane and its owners know how to have fun! There were no pictures taken knowingly at this event to protect the guilty and save the innocent.

Thursday night was the annual Oshkosh Comanche dinner at Green Lake. We had 42 members and guests that joined us at the Harbor Lights restaurant for a great meal. This year they were ready for us, and everything went very smoothly. Many thanks to those who joined us, and especially to Dave Fitzgerald and Harley McGatha for setting this up! It was the only night of rain all week, so it was good to be

inside away from the flight line. We stayed dry for the most part and all had another fun evening.

During the week of AirVenture, the ICS was well represented this year with over 125 sign-ins plus their guests, at the type tent. I would like to express gratitude to those that helped man the table; most were the same people who volunteered last year: Harley McGatha, Jerry Ross, JJ Miller, Mark Pfeifer, Mark Sullivan, Frank Radspinner, Dennis and Ilene Carew, Skip Dykema, Keith Flowers, Dale McCaslin, and Bill

Cody. I want to especially thank Dave Fitzgerald for driving to Oshkosh with all the loot and coordinating the table for the week. I hope I didn’t miss any-one. If I did, thanks to you too! Those at the table sold $125 of ICS goodies, which was a feat for being stuffed away in the type tent which some had difficult finding. They also were suc-cessful in signing up seven new mem-bers, with several others promising to sign up when they got home. Great job!


82831.indd 45 9/17/07 9:56:20 AM


For Sale: Two prop spinners for PA-30 in perfect condition. One aluminum, one carbon fiber; both have chrome caps. (919) 929-3424. 2/2

For Sale: Polished spinner c/w back plate for PA-30, PN 23818-00. Overhauled and in excellent condition. $300.00, including UPS shipping in the U.S. Emil, e-mail [email protected]. (941)360-9282. 2/2

For Sale: Hartzell HC-A2VK-1, sn J598 as removed from PA24-250 in airworthy condition at the time of removal. ADs not complied with. Contact Tony @ [email protected] 2/2

Wanted: Used autopilot system for my Comanche 180. Contact: [email protected] or Call (231) 301-2667. 1/2

For Sale: 1959 PA24 250 For parts. Most parts available. Call Denny @ (909) 709-1258 for details and prices. 1/2

For Sale: Model #8100-AA S/N 955 FAA overhauled electric fuel pump. Asking price is $1000. Bill Archer (480) 203-3043 [email protected]. 1/2

aircraft WantedCOMANCHE’S WANTED: All models, runouts OK, needing P&I/Radio upgrades OK, fast discriminate transaction on your ramp 20 years experience/references. Jim, call (760) 930-9300. [email protected] 2/2

Comanches For Sale Pa24-180

COMANCHE PA24-180: Late 1961 Pa24-180; SN 24-2862, TTAF - 4685, SMOH - 890, STOH - 86, 798 on 3 - blade McCauley prop, Ashby glare shield, center stack, Garmin 430 GPS & com., coupled to Century IIB autopilot, #2 com. & nav. KX170B ( mark 1700 up grade ), North Star GPS M3, S-Tec 30 alt. hold, stand by vac, Rams horns yokes, dual push to talk, dual exhaust system, Sky-Tec starter, alternator elec. system, JPI fuel flow gauge, 1- piece windshield 1/4”, new side glass 1/4”, Bogart battery box, copper cables, reversed brakes on landing gear, small nose wheel, most of the available speed modes, 160 mph on 10 gal. of gas, new head liner with sound proof insulation, Met-Co-Aire wingtips with strobes, Webco upper door latch, Halogen landing light with pulse light mode., interior 9 outside 9, Annual due 5/08, ASKING $63,500.00. For pix and many more details: e-mail: [email protected] Call (781) 760-7176. Based at OWD. 1/2

Pa24-2501964 Comanche 250: exceptional plane, fuel injected, 2421 TT, 487 SMOH, 85 since replacement 6 ECI Titan cylinder assemblies supplied by ECI per ECI SB 05-8, new interior, paint is #10. 3-blade prop (334 hrs). Copper cables, Sky-Tec starter, 1-pc windshield, 90 gals. Complete logs, $83,500. CO: (303) 659-4008. 1/2

1959 PA24-250 N6465P TTAF 6225, SMOH 425 factory. 120 gal fuel. Based ASH. $66,000 or 1/3 share $22,000. Contact Murray [email protected] Call (603)-396-2157. More info: www.targetenterprises.com. 1/2

1963 PA24-250 SN 24-3481 TTAF-4269; SMOH-673 (Cermichrome); 205 on 3-blade McCauley prop; carbureted; Ashby glare shield; Narco avionics center stack by Autopilot Central including glidescope, WX-10 Stormscope, coupled Century III Autopilot and Apollo 618 TCA Loran, all backlit with dimmers (no posts); two avionics masters; Sigtronics 2-place intercom; jacks for external antenna and aux mic; flap, aileron, rudder and stabilator trimtab gap seals; NACA cowl air inlets; inboard mounted brakes; fore and aft wing root fairings; electric semi-Fowler flaps;

aileron trim; Met-Co-Aire wingtips with strobes; one piece windshield; frameless vent; Cherokee upper door latch; Precise Flight standby vacuum; alternator; copper battery cables; vernier controls; air-oil separator; engine oil pre-heater; external power inlet and plug; and more. NDH, all ADs c/w, IFR certified, hangared since ‘84, last annual Nov. ‘06. Maintenance records available. Logs complete since ‘79. See Commanche Flyer, Feb. ‘04. Asking $69,500. For pix & details: [email protected] (402) 489-4585. 1/2

1961 Comanche PA24-250: TTAF 8010.31, TSO 1366.81, Hartzell 2-blade prop inspection due Aug 2009, IFR cert due June 2008, December annual, KMA 25 audio panel; dual KX 155-GS, KN 64-DME Apollo GX55 GPS, Garmin GTX 327 transponder, Davtron M877 Chronometer, M655 OAT, Softcom 4-place stereo intercom, Aerotrim Aileron electric trim, Rosen sun visors, Johnston wing tips, LoPresti gap seals and speed spats, Cherokee door latch, InterAv alternator conversion, Sky-Tec lightweight starter, post lighting, sound proofing, 90 gallon tanks. $44,500.00. Call Joe: (602) 524-0084. 1/2

1958 PA24-250, 5700 TT, 1565 SMOH, 10 SPOH, KN124, KX155, II-Morrow (Garmin) SL60 GPS/Com W/Map, KN64 DME, KR87 ADF, GTX320 XPDR, EI Digital fuel & temp, stby vac, visors, shldr harness, Metco tips. Excellent original Comanche. $49,500. OR/(541) 740-7633. 1/2

Pa24-260

PRICED BELOW WHOLESALE! 65 260, 61K IFR Very pretty airplane. 7600 TT 700 SMOH, MX170B MX 11 KT76A Garmin 90. Reedley, CA Dean Castang (559) 285-2232 www.aircraft-mart.com 2/2

1968 260B: TTAF 6200, SMOH 1300, as expected there are lots of extras including GNS430, Strikefinder, LoPresti mods, Slick-start, B&C starter, and “much much more”. Go to WWW.N9254P.COM for pictures and other details. $82,000, (847) 577-5843, Email: [email protected] 2/2

1972 PA 24-260C: N9505P #24-5022, one of the very few remaining last year production Comanche singles. 4890 TT, 590 SMOH, 460 SPOH. IFR-equipped. Many modifications, complete OH Gears, NEW main tires + aircraft covers, original

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 per-mitted in the Trading Post.

Ads must be submitted in writing only (fax or E-mail OK). Free ads may not be placed by phone. First 25 words are free. Extra words are $0.40 per word. Fax (231) 946-9588 E-mail: [email protected]

Trading Post

Comanche Classifieds:(Two issue minimum)

25 Words: $50.00/2 issues25 Words w/Photo: $70.00/2 issues

Extra Words: $0.40/wordPayment must accompany

advertisement order.All advertising must be received by the ICS in writing (mail, fax, or e-mail) five

weeks prior to the desired month of publication. Payment must accompany

adver tisement order.

Renewals may be made by telephone, but initial ad must be in writing.

The publisher makes no warranties as to the veracity or accuracy of the

information provided by the advertiser. The publisher is under no obligation to

accept any or all advertisements.

International Comanche Society Nancy A. Whitten2779 Aero Park Drive

Traverse City, MI 49686Phone: (800) 773-7798Fax: (231) 946-9588


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interior, paint 8/10. Complete OH prop governor + magnetos + fuel pump. NEW Skytec starter + flyweight assembly, ALL AD’s. Owned since 1984. Annual 2/2/2007. $99,500. Heinz/Uta (650) 941-6921 / (650) 725-8089, [email protected] / [email protected] 2/2

1967 Piper PA24-260B, N9198P, TT 3292, 1460 SMOH, Garmin 250XL, Com-KX 155, PMA 6000 audio panel, Piper auto control 3 w/couplers, EGT, 2 softcom headsets, canopy cover, same owner last 25 years, excellent paint and interior, always hangared, annual due 9/6/07. Price $88,000. PH: (386) 756-0032. 2/2

1965 PA24-260 3254 TT,1787 SMOH, 355 SCTOH, HSI coupled Century III autopilot, KX-170 B, Mac LED flip-flop, 2nd glide slope, GPS king 89B, DME, ADF, 6 probe EGT, 90 Gal tank, always hangared, NDH, more info, (304) 643-4668, lauriefmk@zoominternet, $72,900. MUST SELL! 1/2

1969 PA24-260C, N9372P, TT 992 hrs, S.R. 24-4872, always hangared, no damage, original paint - blue & white, blue leather interior, 5th & 6th seats, Sky-Tec starter, copper cables, digital compass, wingtip mirror, Argus moving map, Arnav, two KX-170As - one w/Mac conversion, KR85 ADF, KT-76A XPDR, Mode C, KX 165 twin glide slopes, CHT gauge, digital RPM. Same owner since Jan 1970, has complete logs & manuals. New annual Aug. 1st. Firm price of $110,000. (712)542-3548. 1/2

Pa30/Pa39

PA-30 TURBO: $139,000. Way above average, IFR, custom panel, Garmin 430, dual ILS, radar, s/scope, 0xy, nice paint, leather/fabric, K2U mods, coupled A/P, speedbrakes. Too much to list. For eng/prop times more pics/details contact Martin (403) 510-0323, [email protected] or Keith (403) 686-0529 [email protected] 2/2

1963 PA-30, TT 4200, RT 150 SMOH, LT 275 SMOH by Lycoming. over $100,000 spent in complete refurbishing including new R & J panel, S-Tec 50, Garmin 430, King HSI, WX-10a storm scope, IFR, Shadin fuel computer, new fuel pumps and many other mods and equipment. E-mail and will send a list with pictures. Asking $129,500.00, OBO. Emil at e-mail [email protected], phone (941) 360-9282. 2/2

1967 PA-30 Piper Twin Comanche: annual 2/07, all AD’s, SB’s, hangared, no damage history. 5056 TTAP, SMOH 1100, SPOH 450. New built-in 4-place intercom, Garmin 430 (IFR Approach), #2 GPS Garmin GX-55 (new), #3 Com/Nav Narco MK-12D TSO, Garmin GMA 340 Audio Panel, Collins ADF 640A TSO, Narco 165A Transponder TSO, WX-900 Storm Scope, Autopilot w Altitude Hold, Digital clock/timer. Paint 6/Interior 8. $112,500. SC (864) 304-2898. [email protected] 2/2

1967 PA30B. One owner past 20 years, always hangared. 2869TT, engines 431 SMOH, props 627, six seats, tip tanks, sm nose wheel, one piece w/s, new tinted 1/4 in windows, LoPresti & K2U mods, new heater, lt wt starters, nice paint and interior, CP 136m, MK/12D+, MK 12D, K62A DME, ELT-10, GX55 GPS, Altimatic auto pilot coupled, complete logs, NDH, $105,000. (760) 873-6249, cell (760) 668-0390. 2/2

1965 Twin Comanche PA-30, TTAF 7,060, 2,100 SMOH R. Eng, 1,885 SMOH L. Eng--Fresh annual, Exterior 7-8, Interior 80% new, avionics; 2-KX-155’s, ADF, DME, Century IIB autopilot, $49,000, Call (320) 256-7332, e-mail, [email protected]. 2/2

1964 PA30 Ser. #378:5548 TT, LE 800, RE 728 SMOH, 115 Hours since all new cylinders per AD. 9 consecutive Turley annuals. Call for emailed specs and photos. $89,500. Don @ (888) 301-8116 or (386) 689-0309. 1/2

1969 Turbo Twin Comanche: 5,000TT plus, 790SMOH plus on both engines. The props have the same as the engines on TTSMOH. Fuel system is all new/overhauled. Garmin 530WAAS and King HSI, JPI760 fuel/engine monitor, Most K2 speed modes and no damage history. Annual due in 12/07. Bill Archer (480) 203-3043 [email protected] Asking price is $135,000. 1/2

1970 PA39/9, TT3988 - LE158, RE1231. annual 4/6/07, King 64 DME, Garmin 340 audio, altamatic 111B A.P., Garmin 530 W, King 90 GPS, Tannis heater, new paint, new leather interior, full Robertson STOL. Call: (641) 757-1961. 1/2

Ada Aircraft Painting ............................12Aero Tech Services ..............................42Aero PMA Parts ....................................22Aerotech Publications ..........................22Aerox ....................................................22Air Parts of Lock Haven ..........................42Aircraft Specialty Services ......................35Aircraft Spruce and Specialty ........................... Inside Back CvrAvemco .................................................37Aviation Performance Products ......16,39B&C Specialty Products, Inc. ...............14Basic Aircraft Products ........................31Be A Pilot ..............................................29Bogert Aviation .....................................12Bruce’s Custom Covers ........................48CFF .........................................................6Clifton Aero ..........................................22Comanche Gear ...................................24DAC International, Inc. ........................42Degroff Aviation Technologies .............10Dennis Ashby .......................................43Eagle Fuel Cells ....................................24General Aviation Modifications ............12Great Lakes Aero Products ..................45Ground Tech ........................................17Gulf Coast Stacks .................................23Hartwig Fuel Cell Repair ..................... Inside Front CvrHartzell Propeller, Inc. .........................25Iliff Aircraft Repair ...............................39J.L. Osborne, Inc. .................................23Johnston Aircraft Services ........ Back CvrKnots 2U ...............................................29Kosola & Associates .............................26Kreative Concepts LLC................ Inside Front CvrLinda Lou, Inc. .....................................18LoPresti Speed Merchants ....................10Met-Co-Aire ..........................................28Mike’s Upholstery .................................12Oilamatic, Inc.......................................23Park West Tours ............. Inside Back CvrPaul Bowen ........Inside Front & Back CvrPoplar Grove Airmotive .......................14Precise Flight ........................................16Precision Propeller ...............................16Questair ................................................26Rocky Mountain Propellers, Inc. ..........10Ron & John’s Comanche Service .........23Schweiss Bi-Fold Doors ..........................6Sky-Tec Partners ..................................18Sound Ex Products ...............................18Tsuniah Lake Lodge ............................26Warren Gregoire & Assoc. LLC............26Webco ...................................................40William Creech .....................................28Zephyr Aircraft Engines .......................14

advertising index

82831.indd 47 9/17/07 9:56:21 AM


AIRCRAFT COVERSAIRCRAFT COVERS& ENGINE PLUGS

Bruce’s Custom Covers, 989 E. California Ave. Sunnyvale, CA 94085

phone: 408.738.3959 fax: 408.738.2729 e-mail: [email protected]

WWW.AIRCRAFTCOVERS.COM

TOLL FREE: 800.777.6405TOLL FREE: 800.777.6405

2008 – A Year of Celebration

I mentioned next year in the open-er. Here is the deal; 2008 is the 50th anniversary of the production of the Comanche. There will be numerous things to announce for next year com-ing up this fall. We are planning to kick off the new Comanche Proficiency Program early next year. We will con-tinue to hold numerous maintenance seminars throughout the country. We are going to start the fly-in season in style with the 50th celebration starting at Sun ‘n Fun and continuing with big plans for Oshkosh. Those plans include having our own tent and display space that will display aircraft, hold safety seminars and provide a great place to gather for all things Comanche. Again we will be planning a mass arrival, and we want at least “50 for 50” aircraft to participate. We will be working with the EAA to get group parking again for next year, and we plan on having a full week of great events. If you missed this year’s event, just ask someone who was there how much you missed, and start planning for next year! If ever there were a reason to dust off the old girl and get out and fly, it would be the 50th anniversary of the Comanche!

With such a successful fly-in year behind us, it only stands to reason that next year can be bigger and bet-ter. We will have a lot of information forthcoming, so stay informed with your tribes email lists, and look for future notices in the Flyer. Remember, the 50th only comes around once. Let’s make it a big year!

Lined up and ready to go in Manitowac.

“If ever there were a reason to dust off the old girl and get out and fly, it would be the 50th anniversary of the Comanche!”

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Speed• 2-7 MPH Increase

Safety• Lower Stall Speed

• Decreased Sink Rate on Approach

• Improved Landings

• Quicker Spin Recovery

Better Looks

Hundreds of Comanche owners will attest to the improvement.

JAS High Performance Wingtips for… 180 – 250 – 260 – 400 and Twin Comanches

High Performance For Your Comanche!

Johnston Aircraft ServiceLYCOMING ENGINE PROFESSIONALS

TELEDYNE CONTINENTAL ENGINE & PARTS DISTRIBUTORP.O. Box 1457 • Tulare, CA 93275 • Phone: (559) 686-1794 or 686-2161 • Fax: (559) 686-9360

e-mail: [email protected] • Web Site: www.johnstonaircraft.com

Boost the performance

of your 250/260 Comanche with a modern good

looking propeller.

Our support program for

“Your Comanche”• Annual/100 hour

inspections

• Routine Maintenance

• Minor/Major Repairs

• Dynamic Propeller Balancing

• The BEST engine rebuilds for your dollar

• Engine removal and replacement

• Comanche Modifi cations

• Weight and Balance

We own, fl y and understand Comanches

3-Blade High Performance Propeller

2-Blade High Performance Propeller

Blow out special on 3 blade props

HURRY! Offer limited to supply on hand

82831cvr1007.indd 4 9/17/07 9:58:04 AM

Documents

The Official Membership Publication of The International ... · The Official Membership Publication of The International ... publication of the International Comanche Society