comanche flyer foundation, inc. - International Comanche Society

Transcription

APRIL 2014
The Official Membership Publication of
The International
Comanche Society
VOLUME 41, NO. 4
•
The US patent office has allowed the
G Series patent.
•
It will be the most comprehensive
engine monitoring patent ever
granted.
•
All of the G Series unique and
revolutionary ideas are
protected for 20 years.
Instrument Corporation
Commanche Flyer.indd 1
13/12/2013 10:17:13 AM
13 AM
The Comanche Flyer
is the official monthly member
publication of the
International Comanche Society
P.O. Box 1810
Traverse City, MI 49685-1810
U.S.: (888) 300-0082 Other: (231) 946-3712
Fax: (231) 946-6180 E-mail: [email protected]
www.comancheflyer.com
Volume 41, No. 4 • April 2014
Published By the International Comanche Society, Inc.
ICS President
Bob Cretney
Cell: (214) 725-6584
Email: [email protected]
Managing Editor
Melissa Frisbie
E-mail: [email protected]
Senior Advertising Director
John Shoemaker
(800) 773-7798 Fax: (231) 946-9588
Advertising Executive Assistant –
Trading Post & Classified Advertising
Nancy A. Whitten
Ph: (800) 773-7798, Fax: (231) 946-9588
Graphic Design
Brandon Hoffman
Printer
Village Press
2779 Aero Park Drive
www.villagepress.com
Maintenance Resource Advisors
Pat Barry
Ph: (949) 362-1600 on Pacific Time
Dave Clark
Ph: (817) 860-4393
Zach Grant
Cell: (317) 201-4293
(Email preferred contact)
Karl Hipp
Ph: (970) 963-3755
Lucky Louque
Ph: (903) 345-9198
Cliff Wilewski
Ph: (815) 395-0500, Cell: (815) 979-7785
ICS Tool Loan Program
Matt Kurke
8192 Sanctuary Drive, Unit 1
Naples, FL 34104
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
U.S., Canada, Mexico
One year $72, Two years $136
UK, Europe, Asia & Africa
All Other Countries
Spousal Members
Cover Photo
Barry Payne’s 1962 Comanche PA24-250.
Copyright Notice
The act of making a submission for publication is an
express warranty that such contribution does not infringe
on the rights or copyright of others. Nothing appearing
in the Comanche Flyer shall be reproduced or distributed
without the express permission of the publisher.
Postmaster
Send address changes to the above address.
Periodical postage paid at Traverse City, MI 49686
APRIL 2014
CONTENTS
2 Letter from the President
Bob Cretney
Comanche Spirit
A Caribbean Flying Adventure
4
12 ICS Board of Directors, Tribe Chiefs,
Andres Darvasi
& Tribe Representatives
ICS Standing Committees
13 Maintenance Resource Advisors
ICS Tool Loan Program
CFF-Trained CFIs
14 ICS Membership Renewal Form
Online Intelligence
16 Panel Upgrade – GNS480?
18 ICS Name Badge Order Form
Convention News
20 2014 Convention – Update
Pat Donovan
Feature
28 How Serious is Sleep Apnea to Aviation?
32 ICS Items for Sale
Dr. Jerrold Seckler
Feature
34 Rudder Balance Weight Arm Cracks
Pat Barry
Feature
36 Sirens of the Confluence
37 From the Tribe Chiefs
Fred Zervos
Feature
42 Comanche Flyer Needs your Stories, Tips and Tricks!
Best of the Flyer
44 Why a Comanche?
One Airplane Owner’s Quest to Step Up
Scott J. Ducey
46 Comanche Classifieds
47 Advertisers’ Index
INTERNATIONAL
COMANCHE
SOCIETY, INC.
Comanche Flyer •
1
LETTER FROM THE PRESIDENT
same time frame due to accidents,
salvage or permanently parked.
D
eclining participation and membership are becoming a bigger
and bigger problem for all aviation organizations, ICS included. Over
the past five years, depending on whose
statistics you are using, ICS has lost
roughly 50 members each year. This
happens to parallel the number of
Comanches taken out of service in the
Parked aircraft generally result from
the owner no longer flying and electing
not to sell his plane. Eventually, most of
these end up being salvaged due to the
cost of placing them back in service. I
know of two beautiful, well-equipped,
low time Comanches that were parked
due to the aircraft being in estates. Both
were overpriced and did not sell due
to the length of time they were out of
service prior to being placed on the
market. Buyers were concerned with
the length of time the engines had not
been run and the estates still wanted
top dollar. One eventually sold for salvage and, to my knowledge, the other
is still for sale.
Concerning member retention, like
other aircraft organizations, your ICS
Board is looking for solutions to these
declining numbers. Safety seminars
are being offered somewhere in North
America almost monthly, to improve
owner proficiency and aircraft longevity. Member retention is an elusive
issue and we do not have a handle on
it. Fly-in attendance, with the exception of those including maintenance
programs, is declining. We are trying
to include more maintenance/instructional programs with the fly-ins and,
at the same time, include activities
that appeal to those not interested
in the technical side. But this does
not address the problem as a whole.
Something needs to be done to capture the members’ interest so they
will want to remain part of ICS and
feel their membership has value. If
you have any thoughts or comments
regarding what could be done for you
to be a more enthused and dedicated
ICS member, please share them with
your Tribe Chief or your Executive
Officers. We need your input.
An alternative to declining membership is to develop a solution to
recruit new members. Promoting ICS
Comanche Flyer Submission Guidelines
All members are encouraged to submit articles for publication in
the Comanche Flyer. If you have an article about a maintenance event,
trip, piloting technique, or anything else pertinent to Comanche
ownership, please share it with your fellow members.
For those with access to the Internet, please submit the article
via e-mail, preferably in Microsoft Word. You may also include the
article in the body of your e-mail message. Include your full name,
as you would like it published, and your ICS number.
Please attach digital pictures, if applicable, in jpeg format.
For best results, use the highest resolution setting your camera
will allow. Photo files under 500 kb in size typically do not
reproduce well.
Although submissions are reviewed for technical accuracy, the
information in this magazine is meant for reference only. Any
modifications, alterations, or major repairs to U.S. aircraft require
FAA-approved data as a basis for beginning 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.
Send to: Melissa Frisbie, Managing Editor at [email protected]
Articles and photos may also be sent via U.S. Mail to:
Melissa Frisbie • 125 N. Turnberry St., Wichita, KS 67230
2 • Comanche Flyer
APRIL 2014
in other aviation publications has been
discussed. To date, the Board doesn’t
feel the expense is justified. Technical
articles regarding updating Comanches
with high tech avionics, mods, paint,
and interiors are published frequently
in the Flyer. They may help our current members when upgrading, but
unless they are published where nonComanche pilots are going to read
them, very little interest by younger,
high tech pilots will be generated. So
far, discussions regarding how to accomplish this have not been productive. Again, if you have any ideas or
comments, please contact us.
anything new in its class, especially
when upgraded with today’s latest
equipment. The question is: How do we
convey that information to the public
and what should be done to improve
member retention?
Tales from the Wide Side
When the weight of the paper equals
the weight of the airplane, only then
can you fly.
‘Til next month …
Bob Cretney
The Comanche is a great plane
and its overall performance surpasses
Comanche Pilot
Training Program
CPTP
Comanche Specific
Training Clinics
Boca Raton, FL (BCT)
Flight Clinic
February 7– 9th, 2014 (completed)
•••••
Hinesville, GA (LHW)
IFR Clinic
March 14 – 16th, 2014 (completed)
•••••
Muskogee, OK (MK0)
IFR Clinic
April 11 – 13th, 2014
•••••
Fulton, NY (FZY)
Flight Clinic
May 2 – 4th, 2014
www.comanchetraining.com
Contact Dennis Carew
[email protected]
(920) 749-9558
ICS Past Presidents
2011-2012 Zach Grant
1994 Chuck Medicus
1979 Larry Larkin
2009-2010 Bernie Mazurek
1993 Dale Vandever
1978 Clifford Younger
2007-2008 Dave Fitzgerald
1992 Bill Jackson
1977 Art Shriver
2006 Lawrence Paratz
1991 Martin Busch
1976 Mike Keedy
2005 Karl Hipp
1990 George Burson
1975 George Smith
2004 Skip Dykema
1989 William Creech
1974 Paul Rechnitzer
2003 John Van Bladeren
1988 Jim Fox
1973 Andy Speer
2002 Larry Rackley
1987 Pat Rowe
2001 Robert Noble
1986 Ted Peifer
2000 David Buttle
1985 Bill Shank
1999 Roy Roberts
1984 Jerry Irvin
1998 Harley McGatha
1983 Bill Stanyer
1997 Charles Wiseman
1982 Norn Berneche
1996 Bryce Campbell
1981 Ben Kitchens
1995 Jess Bootman
1980 Jack Holaway
APRIL 2014
Comanche Flyer •
3
C O M A N C H E
A CARIBBEAN
FLYING
ADVENTURE
by Andres Darvasi
COVER STORY
The author, San Juan, PR
APRIL 2014
Key West sunset
4,033 NM,
30 hrs. flying
(about 25 overwater),
415 gls of avgas used
THE BACKGROUND
S
ometime in July 2013, my
friend Jorge Cornish, the only
Mexican that has been around
the world in a single-engine
aircraft and President of the Mexican
Private Pilots’ Association, said that
we should organize a trip to the the
Caribbean around Christmas. I was
very attracted to the idea; however, I
needed to make absolutely sure that
my wife Marcela was willing to go along.
Marcela is not a fan of flying in a small
aircraft, most likely due to the fact that
she started flying in small aircraft with
me when I had very few hours and the
inexperience was transparent. I am an old
man but a young pilot. I got my license in
January 2005, a few weeks before turning
60. Now, almost 69 with close to 1,000
hrs, IFR qualified, and on my fourth airplane, I do a significantly better job than
when she was flying with me when I had
APRIL 2014
talk with my wife, I started looking for a
less expensive airplane and miraculously
found N9359P, which had been listed for
about two weeks.
N9359P is a 1969 Comanche 260C
that I bought in March 2013; it had 3023
hours total time. It had been completely
overhauled in 2000, including new wiring,
factory remanufactured engine, prop, new
paint, etc. It also has upgraded avionics:
Garmins 530W and 430, all the engine
gauges are Electronics International, and
the original Altimatic IIIB autopilot works
like a charm. I have also installed a Reserve Lift Indicator.
50 hrs. But to fly over 4,000 miles, mostly
over water, I certainly needed her most
definite consent and approval.
I have loved airplanes since I can remember, and also wanted to fly from a
very young age. My father owned a Cessna
180 and I flew a lot with him, but he never
taught me. He once told me, “If you will
fly the way you drive, I won’t teach you.”
Later in life, I have realized my mother’s
fears may have been behind this decision.
My first airplane was a 1967 Piper
Cherokee 180. It was really underpowered to fly at the altitudes that we fly in
Mexico; I sold it after about 100 hrs. I
bought a 1980 Cessna 182 turbo retractable which I kept for around 350 hours
then moved up to a 1977 Cessna Turbo
210. It was a wonderful aircraft that I sold
in December 2012 (after about 400 hours)
because “I wasn’t going to fly anymore,”
but mainly due to the cost. Well, after
about three months of hurting and a long
Streets in San Juan, PR
Malu Cornish waiting, as usual,
for our landing at Aguadilla, PR
Comanche Flyer •
5
Stepping
out from
the condo in
Cayman Brac
Taking off from
Atizapán
The previous owner flew with me from
Leesburg (KLEE) to Pine Shadows Air
Park (94FL) where I had made arrangements with ICS member Jim Hiatt to give
me transition instruction and fly with me
to Mexico to get familiar with the aircraft.
Everything went very well and Jim did a
fantastic job.
We fly mostly in Mexico, around high
mountains, uncertain weather during
spring and summer, and are based at an
airport near Mexico City, which is at an
elevation of 8,120 feet (MMJC) and has
a runway that is only 4,200 feet long.
My wife has always been an extremely
good soldier, flying along on most trips
without saying much. She is even getting
better at accepting turbulence and has
discovered that if she sits low on the seat
and pretends that she is in an airliner, it
bothers her a lot less. Marcela was enthusiastic about visiting new places, seeing
the wonderful Caribbean Sea from the
air, and having a relaxing (?), three-week
vacation. As for the flying required to
achieve that ... well, she said that she
could live with it.
THE PLANNING
Jorge and I started the planning immediately in August, deciding where we
were going to go, verifying the availability
of avgas, calculating distances and consumptions, and flying times, etc. I made
an Excel sheet that automatically provided the parameters if any destination
was changed. Once we had determined
the destinations and dates, I started the
task of calling or mailing the different authorities to find out entry requirements,
costs, availability of fuel, etc., and then
hotel reservations.
In the meantime, we sent an invitation to the Association members and
private pilots in general, advertising the
trip to see who else wanted to join us.
As usual, there was some initial interest
that never materialized. However, Juan
Carlos Revuelta, who flies a 1978 Cessna
310 (XB-JNT), found out about the trip
in November and did decide to join us.
The final planned itinerary was from the
Mexico City region (Jorge from Toluca/
MMTO, and Juan Carlos and me from
Atizapán/MMJC) to Cozumel; then to
Grand Cayman to refuel; next Cayman
Brac, Haiti; Santo Domingo, Dominican
Republic; Aguadilla and San Juan, Puerto
Rico; Samaná, Dominican Republic; Great
Inagua to clear Customs and Immigration
into the Bahamas and refuel; Crooked
Island, Cat Island, Great Exuma to exit
the Bahamas, Key West, Merida, Mexico
and back home.
Jorge flies a fantastic Mooney Acclaim
2006 (N312TN), so of course there is a
“bit” of difference with the cruising speed
of my Comanche. We maintained constant radio contact on 123.45, while Jorge
was ahead during the whole trip advising
about weather and landing conditions,
SAFETY
On board of my airplane, I had a
survival kit (which I always carry) that
contains flares, thermal blankets, first
aid kit, etc.; two new life jackets, a raft
for 2 to 3 people, a gallon of water, a
personal locator, a SPOT locator, and a
couple of flashlights. Marcela and I read
extensively on ditching and water survival. I also read a most recommendable
book: “Ocean Flying: A Pilot’s Guide” by
Louise Sacchi, which was given to me by
Jorge. For those considering flying over
water, I recommend visiting http://www.
pilotfriend.com/safe/safety/ditching.htm
APRIL 2014
THE TRIP
Very early on Christmas day I took
off from Atizapán on a direct flight to
Cozumel (700 NM). We had excellent
weather, some constant head wind, and
flew at 13,500 feet most of the way; the
trip took 5.2 hours. Jorge took off from
Toluca a little later but got there almost
at the same time; his flying time was a
little over 4 hours. We spent the night in
Cozumel and went to bed early because
we were tired after a long day.
On December 26, we took off from Cozumel for Cayman Brac with an IFR flight
plan via Grand Cayman. I had checked
the availability of Avgas with Cayman
Brac via telephone on December 23 and
was told they had plenty. We, therefore,
decided not to stop in Grand Cayman.
Our third flying companion, Juan Carlos,
arrived from Europe on the 25th and flew
on the 26th from Atizapán to Merida and
Cayman Brac—a long flight after an 11.5hour commercial flight the day before …
and 7 hours of jet lag! The age difference
counts for something (Juan Carlos is 10
years younger).
APRIL 2014
We arrived in Cayman Brac in the early afternoon on Boxing Day (everything
was closed). Upon landing, I requested
Avgas and was told there was no fuel on
the island and had not been for months!
I told them who I had checked with on
December 23 and there were eyes rolling while stating, “we will have to have
a talk with that person” (of course, that
did not provide any gas). For Jorge and
me it was not really a big issue because
we had about half tanks, but we were
concerned for Juan Carlos, who was arriving around 7 pm that evening directly
from Merida (555 NM).
After touring the complete island looking for a place to eat, we finally found
the Hotel Alexander, not far from the
Caribsands Resort where we were staying which had no eating facilities. The
whole hungry team met for supper; then
called it a night. There was a restaurant
right beside the Caribsands, the Captain’s
Table, but it was also closed. The next
day we went to the airport thinking about
flying to Gran Cayman to fill the tanks,
but in the end decided to go to Kingston,
Jamaica on our way to Haiti. The Cessna
310 had enough fuel to get there … barely.
We spent the whole day relaxing
around the beach enjoying the beautiful Caribbean waters and preparing for
the upcoming flight: Kingston, Jamaica,
Port-au-Prince and Jacmel (Haiti). While
swimming in Cayman Brac, I went along a
dock and realized when I reached the end
there was a strong head wind. The dock
was not very wide, but to swim against the
wind was tiring. When I came around the
other side there was a small boat moored
alongside the dock with a platform over
the engine foot. I tried to climb on the
boat to get on the dock but could never
lift myself onto the platform, so I swam
to the beach and got out. I realized then
and there how difficult a ditching may
be, and the importance of having a raft
with a ladder.
The flight to Kingston was about 1.3
hours; we spent two hours on the ground
doing our entry and exit paperwork as
well as refueling. It is important to mention that we went to Kingston instead
of Montego Bay because, in the latter,
Comanche Flyer •
7
Comanche-5
pilot
Beach in front
of Hotel
Jim
Barry
Acaya,
LasinspectTerrenas
ing World War II
Japanese aircraft
wreckage in the
tropical jungle of
Balalae Island.
Our “fleet”
parked at
Pittstown
Point Landing,
Crooked Island
Hotel Acaya, Las Terrenas
Shark seen at
the Marina’s
dock in Hawk
Nest, Bahamas
Pittstown Point Landing beach
APRIL 2014
they compel you to use an FBO that quoted
us $280 per airplane (in Kingston we paid
$28 per airplane). I took off from Kingston
around 2:30 pm with nothing to eat yet,
and landed in Port-au-Prince around 4:40
pm. The route was full of CBs and a number of detours were necessary. Jorge and
Juan Carlos were leaving for Jacmel when
I landed; I was really worried that I wasn’t
going to make it because the sunset was
at 5:30 pm and the Jacmel airport doesn’t
have lights. Well, the Haitians managed to
turn us around in 20 MINUTES – customs,
immigration, flight plan, payments, everything. At 5:05 pm we were on our takeoff
run! They were fantastic.
We landed in Jacmel with tail wind
(could not see any wind sock) at the very
last minute (before sunset) and used up
every inch of the landing strip ... it did
not peel off my tires, but it was close. Jim
Hiatt was familiar with Jacmel having
worked as a volunteer during the Haitian
earthquake. He warned me about the
irregularity of the landing strip caused
by the landing of C130s during the emergency. It was a very good heads up. The
food at the hotel was great, but the service
was ever so slow. We finally got some food
close to 9 pm – it had been a very long
way since breakfast. We dined on lobster
galore accompanied by French wine. We
spent the next day in Jacmel, mainly at
the Cyvadier Hotel, which I highly recommend. We went to town on Sunday
morning (December 29). The desolation
and abandonment was a great impact.
This town must have been very beautiful
sometime in the past – it reminded us of
the French Quarter of New Orleans – but
after the earthquake of 2010, the houses
are semi-demolished, boarded up, and
there was garbage everywhere (there is
apparently no garbage collection system).
There is a new boardwalk along the beach,
but the beach itself is full of garbage.
There are a couple of new constructions
going up, but not much. We stopped for a
beer at the Florita Hotel which appeared
to be the only place where you could eat
or have a drink. They have an attractive
bar with several interesting old things (I
wouldn’t call them antiques).
paperwork, fueling the aircraft, etc. We
then went to the Old Quarter downtown,
where we stayed at the Hostal Nicolas de
Ovando hotel ... great place and fantastic
location. Santo Domingo is a beautiful
city, full of history and very nice people.
We had drinks and dined at the hotel.
On the last day of the year we visited the
Cathedral (the first one built in America
in 1510), Diego Colon’s (Christopher Columbus’ son) palace, and other historic
attractions. We went out for supper on a
terrace for New Year’s Eve and had a great
time admiring the locals dressed in their
best; then went to bed right at midnight.
On January 1, we flew VFR from Santo
Domingo to Aguadilla in Puerto Rico. Since
there was considerable cloud coverage, I
flew at 11,500 feet until Aguadilla where
it was clear sky (I had to do a couple of
360s to lose altitude). U.S. Customs and
Immigration were easy. We were received
by very friendly CBP officers and, besides
the General Declaration, no further paperwork required! We had supper at a very
good restaurant at the Villa Montaña resort
located right on the beach ... enjoying the
beautiful view and great food.
Early the next day, January 2, we
flew the short leg to San Juan, which is
a most beautiful city. We landed at the
Isla Grande airport, close to downtown.
After checking in at the hotel, I went back
to the airport where I met up with Carlos
Matos, a fellow pilot I had met through the
Cessna Pilots Association. Carlos helped
me connect with a mechanic that was
going to verify a persistent, if not important, oil leak that was using up a quart of
oil every 6-7 hours. To me it seemed to
be the gasket of the propeller governor,
but it was hard to tell. After examining
the oil soaked front of the engine, the
mechanic thought that it was probably
the crankshaft seal – so we got a seal and
the mechanic got to work around 4 pm
(well, it wasn’t the seal). He then thought
it was an engine plug that was leaking. He
sealed it, reinstalled the prop, and closed
the cowling that night. We invited Carlos
and his wife for supper that same night
and they showed us around the Placita
de Santurce area. We had dinner at a
most delightful restaurant called Bodega
Compostela, which I highly recommend.
(continued on next page)
On the 30th we took off VFR for Santo
Domingo, Dominican Republic via Portau-Prince to go through Customs and
Immigration. We landed in Santo Domingo at the Isabela airport and spent a
couple of hours in the airport between the
APRIL 2014
Comanche Flyer •
9
had stopped. The idea was to stay in Key
West for the night and continue on to
Merida the next day; however, we liked
the city and enjoyed our evening so much
that we decided to stay an extra day for
sightseeing.
One curiosity of Key West is the loose
roosters and chickens that you find everywhere. In the ’70s, when the cockfights
were forbidden, many of the cocks were
let loose. They found hens and the rest
is history. They are now protected by
law, and roam the streets and parks. Just
outside the hotel in the garden was a hen
with her chicks, which was really nice.
Breakfast in Key West, where we decided to stay another day
On Friday, January 3, we all went our
different ways to do sightseeing in Old
San Juan. What a wonderful experience!
There are free trolleys and a small train
that constantly take you around; you can
hop on-and-off as you wish. In the afternoon I went to the airport where I met
Carlos Matos and took the Comanche for
a test flight. Everything seemed to be in
perfect order, so I filled the plane with gas
and we were ready to take off the next day
for Samaná in the Dominican Republic.
Early on January 4 we took off for
El Catey Airport in Samaná to go to Las
Terrenas. The arrival, after 1.2 hours, was
uneventful and formalities were quick.
We got in a taxi for the 45-minute ride
to our destination. The place is beautiful,
the beaches unbelievable, and the hotel
was very simple but had all the facilities,
including an iffy Wi-Fi system.
On January 5, we had the taxi pick us
up at 8 am to drive us back to El Catey for
our flight to Great Inagua and Crooked
Island. The outgoing formalities were
as easy as the incoming ones. After 1.6
hours, we landed in Great Inagua to clear
Bahamians Customs and Immigration
as well as fill the fuel tanks. The officers
were friendly and very professional. (The
colors of the Caribbean Sea and its transparency are breathtaking, and I cannot
imagine a better view than what you have
flying a small airplane.)
After about one hour we left for
Crooked Island – Pittstown Point Land10 • Comanche Flyer
ing. The flight took less than an hour and
we arrived there for a late lunch. The staff
at the Crooked Island Lodge was very
friendly, the rooms comfortable, and the
beach a delight. Now for the bugs ... that
was something else. Even though we were
covered in repellent, we were eaten alive
by some creatures called chiggers, which
apparently have predilection for some
people and not others because Marcela
and I were really covered by very itching bites. The itching lasted for around
a week and the marks ... three weeks
and counting. Our friends were barely
touched – have we been sinful in ways
that the others haven’t?
On January 7, we flew to Cat Island
– Hawk Nest Resort. It started raining
almost immediately after our landing, but
didn’t last long. Also friendly staff, good
accommodations, and good food; and not
much to do other than read, relax and lay
under the sun. (Update: The Comanche
was still leaking oil, although it seemed
to be less than before.)
On January 9, we took off for Great
Exuma for an 18-minute flight to clear
immigration, refuel, and continue on
to Key West. The authorities in Great
Exuma were less friendly than in Great
Inagua, and charged us $50.00 that I am
not convinced we should have paid ...
but who do you argue with? The flight
to Key West was uneventful (2.1 hours),
and we arrived just after the heavy rain
On January 11 we took off early for
the long flight over the Gulf. About 40
miles out of Key West you are switched
to Havana Radio which, in turn, transfers
you to Merida Radio about 120 miles before arrival. The flight took 3.5 hours; we
had great weather and about 10 knots of
head wind. The arrival in Mexico, I have
to confess, was unpleasant. After landing
in Merida they started to make our lives
difficult. First, the Customs officer considered the pilots as commercial pilots
(i.e., airlines), which is not the case; and
the law, which I carry with me for those
situations, is very clear. The difference is
in the duty free allowance, which in this
case was irrelevant because we did not
have anything to declare; but it is just
the point of trying to abuse their power.
Then, it was immigration that wanted
to consider our wives as “passengers,”
again, like in a commercial flight, for
which the officer wanted to charge $120
per companion. Again, we showed her
the law which clearly states that private
aircraft are exempt – she told me to,
“prove to me that you are the owner
of the aircraft.” When I got the paperwork out, she then said, “because it is in
English I need to have it translated and
notarized.” At that point I was getting
more than a bit frustrated and told her
that my name and Mexican address did
not need translation. And furthermore,
the brand, model, serial number and
registration of the aircraft didn’t need
translating either. Her supervisor sided
with us and we didn’t pay! I must say that
if we would have paid, she was going to
give us an official receipt. You wonder, is
it ignorance or just willingness to make
the life of others miserable?
APRIL 2014
Proud inhabitant of Key West
We then moved to the DGAC office
(equivalent of FAA) to proceed with the
temporary import of the aircraft … it took
two hours. I entered Mexico via Reynosa last
December 22, and it took 35 minutes. We
had ordered fuel as we landed, and after 2.5
hours we had not yet seen the fuel truck!
The best advice I can give is if you come to
Mexico, stay away from the Merida airport,
at least for entry formalities. Besides, they
compel you to use an FBO owned by the
airport operator that charges $80.
Jorge and Juan Carlos decided to continue on toward Mexico City. Marcela and
I stayed in Merida for the night. It is a
beautiful, safe, and very clean city with
magnificent mansions of a bygone era.
Early the morning of January 12, we flew
to Mexico City (Atizapán Airport). It took
us 4.5 hours to do the 660 miles, instead
of 612 for the original route planned, due
to a lot of diverting to avoid the Mexico
City International Airport airspace. We
also encountered moderate turbulence in
the last hour which obliged me to slow
down considerably. We landed at 1:15
pm and I was tired.
done only a few times in a lifetime. Marcela would rather spend, most likely, less
money travelling commercially to many
places on her bucket list than “visiting
many landing strips,” as she put it. However, she enjoyed the trip, the views, the
people, and certainly became much more
comfortable flying with her husband. As
a last word, I would like to add that we
did not pay any bribe anywhere, and we
received receipts or invoices for every
payment made to authorities. This was
a real breath of fresh air.
SUMMARY
Ah! The oil leak culprit was the gasket
of the propeller governor, apparently quite
a common failure in the IO-540s
This was a fantastic trip in many aspects: It allowed us to visit places that
are very difficult, if not impossible, to
get to commercially; it was a great flying
and learning experience; it afforded us
the opportunity to appreciate and enjoy
our travel companions (everybody got
along great); mingle in other cultures; and
discover great cities and historic sites.
Andres Darvasi was born in Chile, lived
in Canada for 25 years and has been
living in Mexico for the last 19 years. He
works as a consultant in several fields
related to manufacturing, marketing,
sales and project management.
It is expensive and, at least for some
of us, it is the kind of trip that can be
Flat Rate Annuals - Structural Repairs - Modifications
Expert Glass Replacement - Engine Overhauls
• Offering Pre-purchase Evaluations in our shop or at aircraft location •
• Contact us for AD Note 2012-17-06 Stabilator Horn Assembly Inspection •
• STC’D Australian Horn Installation • Pick Up & Delivery Service Available •
Our experienced Licensed Staff takes pride in assuring customer
safety and customer satisfaction, with special attention to detail.
In service since 1983
CLIFTON AERO
Clifton Airport P.O. Box 249 Clifton, TX 76634 Tim Talley ICS #8375
30 minute flight SW of Dallas/Ft. Worth
254-675-3771
www.cliftonaero.com • e-mail: [email protected]
APRIL 2014
Comanche Flyer •
11
2013-2014
President:
Bob Cretney, ICS #2269, SC Tribe
428 McDaniel Rd
Ferris, TX 75125
Cell: (214) 725-6584
Vice President
Berl Grant, ICS #10704, NC Tribe
426 Mutton Creek Drive
Seymour, IN 47274
Ph: (812) 522-2587
ICS Board Of Directors
Secretary:
Ron Keil, ICS #7001
1135 Christine Dr.
Lapeer, MI 48446
Ph: (810) 406-2065
Cell: (810) 834-0168
Treasurer:
Pat Donovan, ICS #12246, MS Tribe
421 Piper Ct.
Troy, MO 63379
Phone: (636) 462-8370
Past President:
Zach Grant, ICS #15515, NC Tribe
6736 Chapel Hill Rd.
Indianapolis, IN 46214
Cell: (317) 201-4293
CFF President: (non-voting)
Mike Foster, ICS #14077, SC Tribe
970 Flightline Dr.
Spring Branch, Texas 78070
Cell: (210) 701-6795
Tribe Representatives and Chiefs
Southeast:
Tribe Chief/Tribe Rep Phillip Hobbs, ICS #10509
Ph: (704) 651-9417
Northeast Tribe
Tribe Chief/Tribe Rep Av Shiloh
Huntington Valley, PA
Ph: (215) 740-5558
North Central:
Tribe Chief Bob Williams, ICS #13853
647 Robins Gate
Akron, OH 44319
Ph: (330) 867-6711
Cell: (330) 592-3111
Tribe Rep Cliff Wilewski
1651 Grumman Drive
Rockford IL 61109
Ph: (815) 395-0500
Cell: (815) 979-7785
Mid States:
Tribe Chief/Tribe Rep Carl M Talkington, ICS #3208
180 Peregrine Circle
Broomfield CO 80020-1275
Ph: (303) 460-8127
Cell: (720) 560-4862
Southwest:
Tribe Chief Ed Moore, ICS # 12926
456 S Sierra Way
San Bernardino CA 92408-1425
Ph: (909) 888-9859
Tribe Rep Scott Myers, ICS #16819
1041 Jasmine Ct.
Vista, CA 92081
Ph: (760)727-7444 (w)
Cell: (760)-519-8604
Northwest:
Tribe Chief Dennis Springer, ICS #10237
4796 Drew St. N.E.
Salem, OR 97305
Ph: (503) 390-9444
Tribe Rep Bill Case, ICS # 16889
P.O. Box 549
Lebanon OR 97355
Ph: (541) 259-5557
Cell: (503) 260-2473
South Central:
Tribe Chief Bob Cretney, ICS #2269
428 McDaniel Rd
Ferris, TX 75125
Ph: (214) 725-6584
Cell: (214) 725-6584
Tribe Rep Bob Fox, ICS #13650
1630 W 35th North St.
Muskogee OK 74401
Cell: (918) 607-6880
W. Canada:
Tribe Chief/Tribe Rep Ken Mori, ICS #3894
1433 Copper Mountain Court
Vernon BC V1B 3Y7 Canada
Ph: 250-545-2491 (home)
E. Canada:
Europe:
Tribe Chief/Tribe Rep Kate Burrows, ICS #17285
Ramsey Road, Rockwood
Laxey, Isle of Mann IM4-7PY United Kingdom
Ph: 44 1624 861957 (h)
S. Africa:
Tribe Chief/Tribe Rep Russell Knowles, ICS #16469
Box 1114, Halfway House
1685 South Africa
Ph/Fax: +27 11 8052902
Cell: +27827809228
Australia:
Tribe Chief/Tribe Rep George Mills
Panshanger P.O. Box 269
Longford, TAS 7301 Australia
Ph: +03-6397-6500
Tribe Chief/Tribe Rep Tim Stain, ICS #168357
Laurier Avenue
Toronto ON M4X 1S2 Canada
Ph: (647) 341-9100 (home)
2013-14 ICS Standing Committees & Chairpersons:
Historical – Chair: Bruce Thumann, SC
Information Technology – Chair:
Dave Fitzgerald, NC
Technical Resources – Chair:
Zach Grant, NC
Finance & Budget – Chair:
Pat Donovan, MS
Bylaws, Standing & Special Rules – Chair:
Hank Spellman, NC
Nominating – Chair: Dave Fitzgerald, NC
Nominating Committee:
Bernie Mazurek, SE
Bruce Thumann, SC
Flagship – Chair:
Cliff Wilewski, NC
Elections – Chair: Sally Williams, SE
Editorial Review – Chair:
Bob Cretney, SC
Editorial Committee:
Pat Donovan, MS
Dave Fitzgerald, NC
Zach Grant, NC
Bernie Mazurek, SE
Hank Spellman, NC
Fleet Airworthiness – Chair:
Dave Fitzgerald, NC
Annual Convention – Chair:
Shirley Nelson, NW
APRIL 2014
MAINTENANCE
RESOURCE ADVISORS
Pat Barry
Ph: (949) 362-1600 on Pacific Time
Lucky Louque
Ph: (903) 345-9198
Cliff Wilewski
Ph: (815) 395-0500, Cell: (815) 979-7785
Certified flight instructors who have
completed a CFF training program
ICS TOOL LOAN
PROGRAM
The International Comanche Society, Inc. (ICS) publishes this
list in the spirit of open discussion. The opinions, statements
and claims made by the instructors are their own and not those
of the International Comanche Society (ICS) or the Comanche
Flyer Foundation, Inc. (CFF). The listed CFIs have undergone an
extensive training program specializing in the Comanches. ICS
and CFF assume no responsibility for any actions between its
members and the listed CFIs.
Dave Clark
Ph: (817) 860-4393
Zach Grant
Cell: (317) 201-4293
(Email preferred contact)
Karl Hipp
Ph: (970) 963-3755
Matt Kurke
8192 Sanctuary Drive, Unit 1
Naples, FL 34104
Ph: (239) 593-6944
[email protected]
COMANCHE FLYER FOUNDATION, INC.
MAURICE TAYLOR VIDEO PROGRAMS
Take advantage of Maurice’s expert knowledge, captured on these
professionally produced videos. Great tools for mechanics, too.
Program 1: Preflight Walk-around
Program 2: Tech Tips: A Closer Look
Program 3: Comanche Landing Gear
Program 4: Single Comanche Flight Tips
Program 5: Twin Comanche Flight Tips
(Programs 1-3 apply to both the single and twin models.)
All five programs on one DVD.
DVD each $101.00 plus shipping (North America $7.00, elsewhere $11.00)
VHS and PAL tapes are no longer available
BOOKS
Into the Wind: The Story of Max Conrad by Sally Buegeleisen
Enjoy this account of the life and feats of legendary pilot Max Conrad,
including his record setting flights in our own Comanche N110LF. pb, 264 pp.
Price: $21.50 plus shipping (North America: $8.00; elsewhere: $15.00)
PA-30 & Multi-Engine Flying by Alice S. Fuchs. pb, 68 pp.
Price $9.00 plus shipping (North America: $5.00; elsewhere: $7.00)
These merchandise purchases and/or your donations can be
made through CFF on the ICS website with either a credit
card or our newly availabe PayPal option. Please visit:
TO ORDER BY MAIL PLEASE FILL OUT
Mail to: CFF c/o Shirley Nelson,
925 Ludwick Avenue, Blaine, WA 98230-5109
Telephone: 360-671-7388, Fax: 360-671-7388
Enclose check or money order made payable to CFF.
APRIL 2014
CFF-Trained CFIs
Todd Underwood - AZ (Phoenix/Prescott)
Single/Twin, (623) 202-6910
[email protected]
Bill Archer - AZ (Phoenix/Mesa)
Single/Twin, (480) 203-3043
[email protected]
Kristin Winter - CA (Northern)
Single & Twin, (707) 477-4727
[email protected]
Larry Whitbeck - IL
Single only
Cell: (217) 737-6074
Office: (217) 732-9704
[email protected]
Zach Grant - IN (Indianapolis)
Single/Twin, (317) 201-4293
[email protected]
Steve Smith - MT
Single/Twin, (406) 425-0754
[email protected]
George Richmond - NE (Omaha)
Single and Twin, (402) 350-1915
[email protected]
William Harris – VA
Single & Twin, (540) 731-4772
[email protected]
Steve Zaboji – VA
Single & Twin, (571) 228-3420
[email protected]
Dennis R. Carew – WI
Twin & Single, (920) 749-9558
[email protected]
Comanche Flyer •
13
INTERNATIONAL
COMANCHE
SOCIETY, INC.
KEEP YOUR
MEMBERSHIP GOING!
---------------------- PLEASE PRINT ----------------------
You know how valuable the International Comanche Society has been to you for helping you learn about and enjoy
your Comanche airplane, both singles and twins, providing a high-quality magazine, and for the camaraderie you’ve
experienced among your fellow members. Don’t let your membership lapse or miss a single issue of Comanche Flyer!
And for convenience, we are now offering multiple-year memberships! Fill out the renewal form below, and e-mail, fax,
or mail it back to us, and keep enjoying the International Comanche Society!
Name: __________________________________________________ ICS Number: ___________________________________________
Address: ______________________________________________________________________________________________________
City: ____________________________________________State: _________Zip: __________________ Country: ___________________
Telephone: ______________________________________________ Fax: __________________________________________________
E-Mail: _______________________________________________________________________________________________________
Aircraft Model: _____________________________________________Based Airport Identifier: ___________________________________
Registration/Tail #: __________________________________________Serial #: ______________________________________________
Renewal Selection
U.S., Canada, Mexico*
One year – $72
Two years – $136
Spousal Renewal
UK, Europe, Asia, and Africa**
One year – $98
Two years – $188
All Other Countries
One year – $86
Two years – $164
Spouse’s ICS# ____________________
One year – $36
Two years – $72
*Includes second-class mailing of the Flyer
**Includes $9 returned to the EU tribe for communications
YOUR SPOUSE CAN JOIN, TOO!
-------------------------- PLEASE PRINT --------------------------
One of the beauties of owning and flying your own airplane is the quality time you get to spend with your spouse, traveling to
new destinations or social events, and filling the memory book for years to come. Your spouse can also join the International
Comanche Society for only $36! With a spousal membership, your spouse will receive a Membership Kit containing a folder,
membership card, membership certificate, a cloth ICS patch, ICS decal, access to the popular ICS website and discussion
forums, and voting rights! Simply fill out the form below and return it with payment to start your spouse’s membership today!
Your Name: ______________________________________________ Your ICS Number: ________________________________________
Spouse’s Name:_________________________________________________________________________________________________
Address: ______________________________________________________________________________________________________
City: ____________________________________________State: _________Zip: __________________ Country: ___________________
Telephone: ______________________________________________ Fax: __________________________________________________
E-Mail: _______________________________________________________________________________________________________
Spousal Membership
One year – $36
Two years – $72
PAYMENT INFORMATION
MC
Visa
(Please total all selections)
Check or Money Order
Credit Card Number: _____________________________________________________________Exp. Date: ____________________
Amount Paid (U.S. Funds): ______________________________________________________________________________________
Authorized Signature: __________________________________________________________________________________________
Please mail to: International Comanche Society, P.O. Box 1810, Traverse City, MI 49685-1810.
APRIL 2014
Update
Your
SUN VISORS!
• Provides maximum protection
•
•
from disabling glare
Uses your existing mounts
Affordable
As an optometrist and Comanche Owner, (ICS# 13091),
I wanted better sun visors for my Comanche, so I
obtained field approval for my anti-glare sun visors.
$10 plus S & H includes plans and 337 Field-Approved
paperwork. A perfect sample pair for your use as
a pattern to make your own is available for a $197
deposit, refundable IF returned within 15 days. Call
or email for details.
Dr. Steven A. DeGroff
DeGroff Aviation Technologies
150 Forest Park Drive
Berne, IN 46711
260-466-2848 • fax: 260-589-2911
email: [email protected]
Volunteer Pilots
Needed
Volunteer Pilots
Needed
Volunteers flying for the
environment since 1979.
Phone: 307-332-3242
www.lighthawk.org
Phone: 307-332-3242
www.lighthawk.org
6th Vertical
Volunteer Pilots Needed
Volunteers flying for the environment since 1979.
Phone: 307-332-3242 • www.lighthawk.org
Comanche Flyer •
APRIL 2014
6th Horizontal
15
ONLINE INTELLIGENCE
From the Comanche Website Maintenance Forum
PANEL UPGRADE
— GNS480?
L
ooking to upgrade my panel does
anyone have a GNS480 installed
any good/bad comments would
be appreciated.
Bill
___________________________________
I have a 480. I love the unit. There
is a Yahoo email list thingie for the 480
that has a lot of knowledgeable folks.
The best thumbnail description of the
480 in comparison to the 430/530 units
is that the 480 is for IFR pilots who
occasionally fly VFR and the 430/530
units are for VFR pilots who occasional fly IFR. The two units think a bit
differently and the 480 has airways in
the database, and the 430/530 does
not. To program the 480 for a trip, you
have to tell it the destination first, and
then fill in how you want to get there.
With the 430/530 you enter sequential
points, one after the other. That is a
lot of work on a long flight unless you
are going direct or nearly so.
___________________________________
This is kind of like arguing religion
– there is a users group over on Yahoo
that you should join and then you can
view the several thousands of comments
that are posted there. http://groups.
yahoo.com/group/gns480-users/
IMHO—it really comes down to your
attitude and approach to flying. If you
want to hit D> you don't want to go with
the 480 ... you will not be happy with it.
If you are a bit more of a geek (I'll throw
myself on that pile, as I have one) and
want an experience that is more like a
FMS, the 480 does that. JVB pulled his
dual 480s and installed a 750 and a 650
to replace. That is probably “the high
end solution.” I really like the 480 as it
flies the airways – no intermediate way
points have to be entered. It took me a
few hours to get up to speed on the 480
... I had to think (YUCK!). But I love it.
___________________________________
I installed my 480 a year ago and
absolutely love it. My only regret is not
installing two of them. My background
is military and airline; the 480 works
very much like an airliners’ FMS so it
was a very easy transition. There is a
great free simulator available for the
PC where you are able to use your current Jepp database to practice whatever and wherever. I have found it very
useful to be able to see how the arrivals
and departures load up and sequence
from the comfort of my office desk
before going out and flying it for real.
Bang for the buck ... I don't think the
480 can be beaten.
___________________________________
I have added a 480 and an MX20
to the panel of my plane this winter,
and I could not be happier. I flew a
corporate Seneca with that set up for
over 400 hours and found the system
easy to use once I understood the
logic behind it. Reroutes are easily accomplished with the 480, especially
when they involve airways, as they
usually do. With a little selective
shopping the cost for both was less
than a 430W. I also second all of the
above comments.
___________________________________
Thanks for all the comments. I
watched a video on line the other day
from a fellow by the name of David
McVinnie. It gave what I thought was
a decent introduction to the unit and
its capabilities. It impressed me in
regard to what it can do. http://www.
youtube.com/watch?v=XhIwBUKL_-E
APRIL 2014
___________________________________
Plus one for the 480. I bought a PA30 with a 480. I also fly a Cirrus
equipped with Dual 430s and a Cessna
340A with a 530W. I would say for
someone new to either unit, the
430/530 may be quicker to learn and
the operation is fairly simple. The 480
is a bit more sophisticated but I LOVE
IT. It’s like a full FMS with all the airways. There are LOTS and LOTS of
cool details to it, and it is very well
thought out. One example (and I could
give dozens): When updating the database, the card it uses is a simple Compact Flash card, not a proprietary
Garmin card. The CF card holds two
databases at once so you can update
the card to the soon-to-be current database version. The unit will keep using
the “current” database until the new
one becomes current based on date; it
will then automatically switch. Very
cool. With the 430/530, I always debate
if it’s “legal” to update before a new
database is current. Anyway, there are
lots of things like that with the 480 that
are cool. I’d suggest downloading the
manuals and PC simulator for it from
the Garmin website to get a better
hands-on idea. The “knob-ology” is
very different from the 430/530 though,
so don’t get frustrated. Give it some
time if the 430 is what you are used to.
One final comment ... recently I
heard someone talk about wanting
support for the 480. I asked Garmin
about this and they said they have
government contracts that require
continued 480 support for at least
another eight years. Just FYI.
___________________________________
I have been reading all of the posts
praising the 480 and putting down the
430W and 530W. When investing in
new avionics, two questions I always
have are: What is the Manufacturer’s
future direction? How does my new
installation fit into that future?
Clearly, Garmin is trying to move
everyone to their new touch screen
GTN series. They are building some
bridges to the old GNS430W and GNS530W, such as crossfill. The GDL88,
which is Garmin’s nicely thought out
ADS B in-and-out solution will interAPRIL 2014
Since 1917...
Ready
for Takeoff
Since there have been airplanes, there have been people pushing them to
their peak performance.
We are those people.
Hartzell Propeller’s Top Prop conversion program provides your airplane
enhanced performance for:
〉
〉
〉
〉
〉
〉
〉
Shorter take-off distance
Lower noise levels
Better ground clearance
Reduced tip erosion
Increased climb rate
Increased cruise speed
Smoother operation
We love to fly. And we love the people
who love to fly.
Prepare for takeoff.
Swap Your Prop
Most Top Prop orders ship
from stock within 3 days.
BEECH
33 Bonanza & Debonair (2 & 3-blade)
35 Bonanza (2 & 3-blade)
36, A36 & G36 Bonanza
A36TC & B36TC Bonanza
Travel Air (2-blade)
55 Baron (2 & 3-blade)
58 Baron
Learn more at
HartzellProp.com
Built on Honor since 1917
face to the GTN series (the 430W and
530W), but not the 480. And there
doesn't appear to be any plans to provide connection to the 480. A lot of
the products from the Garmin AT division, such as the SL30 and SL40,
MX200, etc., have very nice features;
but Garmin has been slowly moving
away from them. Just some additional food for thought.
___________________________________
Contact us at 800-942-7767
The vnav portion of the 430/530 does
provide obstacle clearance, as long as you
follow the rnav approach plate limits.
Gary
___________________________________
I can’t speak for others but the intent
of my post was not to bash or knock the
430/530 line. I’ve flown hundreds of
hours with them and love them, and
Comanche Flyer •
17
frankly find them simpler to use. That
said I very much like my 480. You are
right that Garmin has not invested a
great deal (and won’t at this point) in
making the 480 more compatible with
the rest of the Garmin product line.
Some things will interface (e.g., GTX
327 transponder) but other things won’t
(wish the flight plan on my 480 could
be automatically fed into my aera510).
The 480 is (IMHO) a great product.
Yesterday I flew from DC to Boston and
back, and my routing was changed no
less than 6 times (complete new full
route via airways). Having the airways
in the 480 like a “mini-FMS” was awesome ... didn’t have to knob it all in.
Also, I can tell you that the folks at
Garmin told me the 480 platform was
what they used as the base for the new
GTN series. Others may say otherwise,
and in truth I don’t know for sure but
that is what the techs I spoke to at
Garmin told me during one call. I think
the 430 / 530 and 480 are all great tools.
___________________________________
Over on Yahoo’s 480 user’s group,
there was talk a few weeks back about
one more upgrade for the 480. I was
under the impression it related to
ADSB. I don’t recall the timing and I
can’t locate the exact post right now,
but I’m pretty sure (short of finding the
specific post) that there was an interface coming. The post contained a
statement about the government has
so many of these units that they were
insisting that the capability be added.
___________________________________
Update: I got the GNS-480 installed
and was very impressed with it.
I have a question in regard to fuel
flow data: Does anyone know if I can
feed data from the same flow meter into
the 480 as we do the JPI? We were able
to allow the 480 to talk to the JPI 700
and provided the necessary data to give
me fuel required, remaining etc, on the
JPI, but I do not get any data on the 480.
___________________________________
Probably not. My Insight G4 gets
time to destination from which it calculates fuel remaining data, but fuel flow
data is not supplied to the 480.
___________________________________
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 advice
from an experienced, trusted source,
such as your A&P or CFF-trained CFI,
before applying any of the techniques
or recommendations presented in
these postings.
The postings are printed as they
appeared. Due to space considerations, sometimes only selected posts
have been published.
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. $10 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 _____ badges
Type or print CLEARLY (What we see is what you’ll get.)
1. Nickname ____________________________________________________________________
2. Name _______________________________________________________________________
3. City & State __________________________________________________________________
4. Plane # _________________ Tribe ______________________ ICS # ____________________
Nonmembers should leave ICS # blank or show crew title.
Choice for above badge (circle one)
SAFETY PIN
ALLIGATOR CLIP
Please make checks payable to Doris Click and send to: 228 Doolittle St., Orlando, FL 32839-1474
APRIL 2014
CUSTOM ENGINE
OVERHAULS
NEAR CHICAGO
“A TOP RATED SHOP”– Aviation Consumer, July 2013
Flat Rate Prop Strike Inspections and Repairs
Dynamic Propeller Balancing While You Wait
FAA Repair Station YYBR664L / EASA.145.6472
800-397-8181
815-544-2300
www.poplargroveairmotive.com e-mail: [email protected]
11619 Rt. 76, Poplar Grove, IL 61065
APRIL 2014
Comanche Flyer •
19
CONVENTION NEWS
International
Comanche
Society Convention
2014 ICS Convention
at EAA’s AIRVENTURE
in Oshkosh, Wisconsin
July 25-27, 2014
2014 Convention – Update
by Pat Donovan
T
per child. Forty dollars (or multiples
thereof) will buy how much avgas?
Full or partial refunds will be made
for cancelations made after June 1, as
finances permit – so why wait?
convention events at the Retlaw are
the Board of Directors meeting, ICS
annual General Meeting, and dinner
on Saturday; everything else will be
at Oshkosh.
You have until April 30 to take advantage of the “early bird” registration fee of $210 per adult and $70 per
child under 18. Starting May 1, the fee
increases to $250 per adult and $90
Rooms at the Retlaw Hotel are going fast; we already have half of the
ICS blocked rooms spoken for. All of
the double queen-size bed rooms were
blocked in anticipation that you will be
bringing company. Due to the AirVenture crush, Retlaw requires a four-night
minimum including Friday & Saturday
(and prior) at $79, and Sunday & Monday (and beyond) at $159. The only
Aircraft camping at Oshkosh is
obviously the cheapest option at $25
per night and no reservations are required. Aircraft campers will be parked
together to enhance the camaraderie
and put you front and center with the
action. Aircraft departures can happen
at any time except during the airshows.
Campers and RVs can be together or
separate, as desired.
his will be the tenth article
written about the upcoming
ICS convention and I am
running out of new things to
talk about. So I apologize now if some
of this piece seems repetitious. Last
month was a recap of the time critical
decisions depending on your plans.
This month’s writing will continue
along that theme.
Nobody gets excited
about their starter
until it doesn’t work.
Nothing grounds an airplane and your plans faster than a faulty starter.
That’s why Hartzell Engine Technologies is committed to making significant
improvements to starter technology and reliability. Our starter lineup offers
the industry’s best duty-cycle performance and we’ve introduced unique
improvements to specific models. Innovations such as high-torque motors
with lower battery draw, built-in kick-back protection (E-Drive), minimal
back-torque for starter adapter protection, integrated contactors (X-Drive),
stronger lightweight housings, and more. So when it’s time for a new starter,
make the switch to Hartzell. And make starter AOG’s a thing of the past.
SEVERE DUTY TEST
0
NUMBER OF STARTS
10
15
20
5
HARTZELL
25
30
30+
STARTS
E-DRIVE
Competition fails after 10 starts
0
Undo your thinking.
2.5
5
7.5
10
12.5
ELAPSED TIME IN MINUTES
15
M-DRIVE
X-DRIVE
HartzellEngineTech.com | +1.334.386.5400
HET0011
APRIL
2014Grounded Ad CF.indd 1
1/9/14
11:03
Comanche
Flyer
• AM
21
Client: Hartzell Engine Technologies
Ad Title: Grounded Ad
Publication: Comanche Flyer
Trim: 7”x4.875” • Bleed: None • Live: Not Provided
I have a suggestion for each Tribe
– get your members to travel together
from their respective areas. I’m not
referring to a formation flight, but a
group loosely traveling together. Stopping at similar en route or overnight
points for additional enjoyment and
support would be enjoyed by all of the
participating members.
Schedule of events:
Friday, July 25
Only Seen at
EAA AirVenture 2014
S
ome of the world’s top air show performers have made their commitments to flying as part of the afternoon and night air show lineups.
Another highlight and an AirVenture first is a performance by the
U.S. Air Force Thunderbirds. They previously announced Oshkosh on their
2014 schedule and logistics work continues on bringing their full performance
to the show.
• Arriveatyourconvenience
Here are the pilots and aircraft already committed to Oshkosh:
• CheckinwithConventionregistration
Chuck Aaron (Red Bull BO-105 helicopter)
• DinnerwithyourTribeandfriends
on your own
AeroShell Aerobatic Team (T-6s)
Saturday, July 26
• DaytripviabusfrombothRetlaw
and Oshkosh Airport
• “Old”BoardofDirectorsmeetingat
Retlaw (8:00am - 5:00pm)
Roger Buis (OTTO helicopter)
Bob Carlton (Sub Sonex jet)
Kirby Chambliss (Red Bull Edge 540)
EAA Warbirds of America (Various warbirds)
Fairey Gannet XT752
• DinneratRetlaw(7:00pm)
Kyle Franklin (“Dracula” Franklin Demon-1 biplane)
• AnnualGeneralMeetingatRetlaw
(8:00pm)
Geico Skytypers (SNJs)
(text continued on page 26, color photos on 24)
Mike Goulian (Extra 330SC)
Jerry Kerby (RV-8)
Greg Koontz (Xtreme Decathlon)
David Martin (Breitling CAP 232)
Steve and Suzanne Oliver (de Havilland Chipmunk)
Volunteer Pilots
Needed
Volunteer Pilots
Needed
Melissa and Rex Pemberton
(Edge 540/Wingsuit)
Kent Pietsch (Interstate Cadet)
Jim Peitz (Beechcraft F33C Bonanza)
Red Bull Skydive Team
Doug Rozendaal (Red Tail P-51C Mustang)
Skip Stewart (Prometheus)
Team Rocket (F1 Rocket/Harmon Rocket II)
Jim Tobul (F4U Corsair)
Sean D. Tucker (Oracle Challenger III)
USMC MV-22 Osprey
Patty Wagstaff (Extra 300)
Scott Yoak (P-51 Mustang)
Matt Younkin (Beech 18)
Phone: 307-332-3242
www.lighthawk.org
Phone: 307-332-3242
www.lighthawk.org
ICS – please support our advertisers!
APRIL 2014
6th Vertical
2014 Convention Registration Form
ICS 41st Anniversary Annual Meeting & Convention • July 25-28, 2014 • Host Airport: Wittman Regional, Oshkosh, WI (KOSH)
Checks should be made out to Mid States Comanche Tribe.
[email protected]
(403) 987-9258
(250) 394-4122
APRIL 2014
APRIL 2014
Comanche Flyer •
25
Saturday Day Trip
• Union Star Cheese Factory
www.unionstarcheese.com
• Paper Baron Mansions
www.bergstrom-mahlermuseum.com
• Lunch on the Fox River
• Paper Discovery Center
www.paperdiscoverycenter.org
• History Museum at the Castle
www.myhistorymuseum.org
Sunday, July 27
• DaytripviabusfrombothRetlaw
and Oshkosh Airport
• “AirportDay–FlagshipCompetition” at Oshkosh (9:00am - noon)
• LunchatICSAirVentureHospitality Tent at Oshkosh (noon)
• “New”BoardofDirectorsmeeting
(afternoon)
• Awards Banquet at EAA Museum
(7:00pm)
were built in Manitowoc and barged
down the Mississippi to New Orleans
from there.
• July2013–Conventionannouncement and general information
• August2013–Accommodations
Monday-Sunday, July 28 – August 3
• FrankLloydWright’s“Houseonthe
Rock” near Spring Green, Wis.
• Comanche-specificoperationsand
maintenance seminars in the ICS
Airventure Hospitality Tent
• Nancy’sNotionsinBeaverDam,Wis
(for seamstresses). Eat at Walker’s
Restaurant & Bakery.
• AirVentureforumsonmanytopics
• Milwaukee’sBoernerBotanicalGardens or the Pabst (as in beer) Mansion
• January 2014 – Registrationand
general update
• Madison’sWisconsinVeteranMuseum with dioramas on all wars from
the Civil War to the present; or the
Olbrich Botanical Garden
• February 2014 – Reminder why
Oshkosh was chosen
• Visittheseaplanebase
• Planes,planes,andmoreplanes
• Afternoonairshow
• NightairshowonThursdayand
Saturday
• KidVenture
• Explorethelocalarea
• Seamstressesenjoy the Thursday
Sewing Guild/Quilt Show in Oshkosh.
• Gohomewhenyouhavehadenough
planes, education, bought all the
goodies, and/or ran out of money.
Places in Wisconsin to consider
stopping while en route (driving or
flying)
• Wisconsin Maritime Museum in
Manitowoc, Wis.—tour a Gato-class
World War II submarine. Many subs
• September2013–AirVenture
• October2013–KidVenture
• November2013–Education
• December2013–DayTrips
• March2014–PlanningUpdate
• Seewww.travelwisconsin.
com or call (800)432-8747
for more information and
travel guides.
For reference, the below topics were covered in previous issues of the Flyer. You can look
them up by going through your
own archives or use the online
archive at www.comancheflyer.
com. After logging in, click the
Members button (on the far left
of the menu bar). There you
will find issues going back to
January 2004.
Sunday Day Trip
• Paine Art Center & Gardens
www.thepaine.org
• Lunch on the Fox River
• Oshkosh Public Museum
www.oshkoshmuseum.org
APRIL 2014
Next generation
mechanic in
training.
PROPELLERS
DOWTY
HARTZELL
MCCAULEY
MT PROPELLER
SENSENICH
RAPCO DISTRIBUTOR
WOODWARD PT6A
LARGE INVENTORY
SAME DAY SHIPPING
UNCOMPROMISED QUALITY
COMPETITIVE PRICES
WORLD CLASS WARRANTY
FACTORY TRAINED TECHNICIANS
http://www.rockyprop.com
e-mail: [email protected]
800-462-7605
2865 AIRPORT DRIVE ERIE, CO 80516
FAX: 303-665-7164 FAA/EASA CRS FR6R545N
GOVERNORS
APRIL 2014
Comanche Flyer •
27
UNREST
STASIS
event
by Dr. Jerrold Seckler
DISORDER
PASSAGE
SLEEP
AIRWAY
ALERTNESS
CESSATION
BLOCKAGE
acute
cardiac AWAKENED
OBESITY AW
DEFICITS
MOOD
COGNITIVE STOP
How Serious
is Sleep Apnea
ABRUPT
ETYMOLOGY
to Aviation?
C
I
N
O
R
CH
obstructive
INSOMNIA
PSYCHOSIS
TASK
CIRCADIAN
DEPRIVATION
APNEA
Obstructive sleep
apnea occurs when
the airway becomes
constricted and limits
the airflow.
APRIL 2014
COGNITIVE STOP
T
N
A
FEATURE
A
nyone who has read an aviation magazine or blog
in the last few months has heard that the FAA has
proposed mandatory sleep apnea screening for any
medical certificate applicant who has a body mass
index (BMI) greater than 40 and a neck circumference greater than 17 inches. While sleep
apnea has always been a disqualifying condition requiring a Special Issuance, this
mandate to screen certain applicants for
this condition is new. This controversial
proposal came about as a result of an
NTSB recommendation issued after a
two-person crew fell asleep during flight
and overshot their destination prior to
awakening. The NTSB’s Probable Cause
of that incident reads:
This often happens during deep sleep when the neck muscles
that support the airway become limp and allow the airway to
collapse. This narrows the airway making air exchange difficult. The passage of air through the narrow airway
often results in very loud snoring. When the
patient becomes hypoxic enough, they wake
up sufficiently to allow the neck muscles to
regain their tone and support the airway
enough to allow for normal flow. This
shift from obstruction to normalcy is
often accompanied by a loud grunt or
snort. Patients are not aware of this
issue since they are asleep. Partners,
however, can report loud snoring, grunting and long periods where it seems the
patient is not even breathing. Obesity may
contribute to sleep apnea because of fat deposition around the airway that causes some
degree of compression, thereby minimizing air flow.
“So what exactly is
sleep apnea? Is it
serious? How is it
diagnosed? Can it be
related to aviation
safety issues?”
The captain and first officer inadvertently falling asleep during the cruise phase
of flight. Contributing to the incident were the
captain’s undiagnosed obstructive sleep apnea and the
flight crew’s recent work schedules, which included
several consecutive days of early-morning start times.
Of note is that BOTH crew members fell asleep and one
of them did NOT have sleep apnea. Also noteworthy is that
both crewmembers had several consecutive days of earlymorning start times (0530) and this by itself can cause fatigue
and a disruption of normal circadian rhythms.
So what exactly is sleep apnea? Is it serious? How is it
diagnosed? Can it be related to aviation safety issues?
Apnea means the absence of breathing, so sleep apnea
refers to a condition that occurs during sleep where breathing
temporarily becomes very shallow or stops altogether. This
cessation of breathing occurs for several seconds to as long
as a few minutes. Breathing then resumes, but the apneic
episodes usually repeat multiple times during the night.
There are two primary types of sleep apnea – central
and obstructive. Central sleep apnea is due to a primary
defect in the brain (part of the central nervous system) and
is seen in association with strokes, disorders of the brain
stem (where the central respiratory center is located) and
a number of other neurological conditions; it is not the type
of sleep apnea that the FAA is concerned about. Usually the
condition responsible for central sleep apnea is disqualifying
for a medical certificate.
Obstructive sleep apnea, which is far more common than
the central type, occurs when the airway (breathing tube)
becomes constricted, thereby limiting airflow through it.
APRIL 2014
Comanche Flyer •
29
PA30/39
NACELLE
TANK KITS
aluminum
handmade
construction
stc/pma
40 us gallon
all usable
compatible with
miller/tip tanks
SHOULDER
HARNESS
KITS
PA24-180/
250/260/400
PA30/39
front and rear seats
stc/pma
PHILL-AIR
INC
4157 Seven
Hickories Road
Dover, DE 19904
302-678-9823
[email protected]
www. phill-air.com
To diagnosis sleep apnea, one needs
to undergo a sleep study during which
several parameters are measured.
These include: the number and duration of episodes where the patient stops
breathing, the number and duration of
episodes where the patient is breathing
through a partially obstructed airway,
the pO2, the heart rate, blood pressure and, often, the EEG (brain wave
pattern) during any obstructive or
apneic episodes. These studies are
typically done in a sleep center and
are fairly expensive.
Certain medical
conditions are associated with a higher
than usual incidence
of sleep apnea. At
least half of the sufferers of sleep apnea
are obese. It is also
more common in
smokers, men, the
elderly and diabetics.
of those events occurred between 2000
and 2007 while the rest occurred after
2007 indicating a recent rise in the
NTSB’s interest in the problem. In only
one of those incidents was fatigue related to sleep apnea cited as the probable
cause. That incident involved the driver
of a fuel truck who fell asleep at the
wheel and drove into a parked American Airlines F100. In all the other cases
where sleep apnea was mentioned, it
was cited only as a possible contributing factor rather than the cause of the
accident or incident.
In those instances,
there were other
possible contributing factors including medications,
long duty hours (fatigue), and simple
insomnia.
“Why does sleep
apnea matter?
Well, for one thing,
sleep apnea is associated with multiple other medical
issues including
a higher risk of
hypertension, cardiac arrhythmias
(abnormal heart
beats), diabetes,
and stroke.”
Why does sleep
apnea matter? Well,
for one thing, sleep
apnea is associated
with multiple other
medical issues including a higher
risk of hypertension,
cardiac arrhythmias
(abnormal heart
beats), diabetes, and
stroke. Additionally,
persons with sleep
apnea often have
problems maintaining alertness during
the day, and at least
theoretically, are more prone to industrial, driving, and perhaps, aviation
accidents.
The NTSB has recently begun to
consider the possibility of pilot incapacitation due to sleep apnea in their
evaluation of many accidents. A search
of the NTSB database from January 1,
2000 to January 1, 2014 using “sleep
apnea” as a keyword revealed 32 accidents/incidents where sleep apnea
was mentioned. Interestingly only five
There is no
question that sleep
apnea is a critical
condition that increases the risk of
a number of serious diseases. There
is no doubt that it
is in the best interest of the patient
to have sleep apnea diagnosed and
treated. There is
also no uncertainty
that persons with
sleep apnea are often tired during the
day and potentially
can doze off at inopportune times. But
given that sleep apnea is only one of many conditions that
can impair performance and can occur
in patients who are not obese, one must
wonder whether the economic cost of
the new FAA policy will be even remotely justified by a commensurate
increase in aviation safety.
Editor’s Note: On Tuesday, Feb.11,
2014, the U.S. House of Representatives
passed a bill that would require the
Federal Aviation Administration (FAA)
to follow the long-established rulemaking
APRIL 2014
Adventurous volunteer pilots needed
for conservation missions
process before implementing any mandatory pilot-screening requirement for
obstructive sleep apnea as a condition
for getting a medical certificate. A similar measure has also been introduced
before the Senate.
About the Author: Dr. Jerrold
Seckler recently retired after practicing medicine (urology) for over
40 years and as an active AME for
25 years. He has almost 6,000 total
hours; 1,700 of those in his 2001 Cirrus SR22. He is a CFII, former COPA
Board Member, and a ground instructor at COPA CPPPs.
Engine Baffles
•
Landing Gear Wire
Harness Kits
•
Conduit and Harness
Installation Service
Let’s Keep ’em
Flying!
The items discussed in this column
Scan for YouTube video of
may be related to experiences by Dr.
landing gear transmission
Seckler in his many years as an AME.
Any information given is general in
Volunteers flying for the environment since
nature and does not constitute medical advice.
1979.
Phone: 307-332-3242 t www.lighthawk.org
www.comanchegear.com
877-593-6944 Toll-Free
Half Horizontal
239-404-7524
Cell
Adventurous volunteer pilots needed
for conservation missions
Volunteers flying for the environment since 1979.
Phone: 307-332-3242 t www.lighthawk.org
APRIL 2014
Comanche Flyer •
31
Tips Manual
Ball Cap
Creech Manual
Landing
Gear DVD
Visor
LY
P
P
U
S
D
E
LIMIT
Knit Polo
(light blue, mens with pocket, ladies no pocket, 65% poly, 35% cotton)
Coffee Mugs
Polo Shirts (with pocket)
3 Button Placket Shirt
Decal, Patch
Stone Washed Denim Shirt
Lapel Pins
Mens Ultramarine Knit Polo Shirt
APRIL 2014
Code Item
ICS11 Tips Manual
Price Qty
$65.00
Easy to use, fold flat spiral bound, 365 pages.
Updated version due soon.
ICS23
Care and Maintenance of the Piper
Comanche Single (Creech Manual)
$25.00
Landing Gear DVD
$25.00
Donated by Maintenance Director and life-long member,
the late Bill Creech. Tips on care and maintenance of your
Single Comanche. 2013 edition revised by Cliff Wilewski
ICS35
Watch complete gear removal from the airplane and
1000 hour gear AD performed and hosted by Hans
Neubert and George Mahurin. 2 hours.
Total
Heritage Aero, Inc.
REVISED
ICS09 Mens White Polo Shirt with pocket
Circle selection: Single S M L XL XXL
Twin S M L XL XXL
Both S M L XL XXL
$35.00
ICS14 Ladies Light Blue Knit Polo Shirt
Circle selection: S M L XL XXL
Circle selection: Twin Both Single
$35.00
ICS24 Mens Light Blue Knit Polo Shirt with pocket
Circle selection:
Twin: S M L XL
Single: S XL
$35.00
ICS27 Mens Ultramarine Polo Shirt with Pocket
Circle
le selection: Single: S M L XL XXL
$35.00
ICS28 Stone Washed Denim Shirt
Circle selection:
S M L XL XXL
Circle selection:
Single Twin
Circle selection:
Long Sleeve Short Sleeve
$35.00
UPPLY
LIMITED S
Your Midwest
Comanche Specialists
www.heritageaero.com
ICS36 Men’s
s (New Style) Light Blue Polo Shirt
$38.00
Easy Care 60/40 cotton/poly blend, stain release, wrinkle
resistant, uv protection, curl free collar, 6.7 ounce, 3 button
placket, bone horn buttons, straight bottom, rib knit collar
& cuffs, reinforced side vents, taped neck & shoulders.
ICS32 Ball Cap
Circle selection: Tan Blue
Circle selection: Twin Single
$14.00
ICS34 Visor
Ultramarine (blue) Sun Visor with ICS logo.
Hook and loop type closure.
losure. 100% cotton.
$14.00
ICS26 Coffee Mug
Circle selection: Single Twin
$7.50
ICS10 Lapel Pin
Circle selection: Single Twin Logo
$5.00
ICS05 Decals (price for 2)
$5.00
ICS06 Cloth Patch
$6.00
Item
USA
Canada Foreign
Creech or Tips Manual
$4.00
$16.00
Decal or Patch
$1.00
$1.25
$1.25
Any Other Item
$5.50
$15.00
$26.00
$31.00
815-395-0500
815-395-9044 (fax)
1651 Grumman Drive
Rockford, IL 61109
SUB TOTAL
Michigan residents
please add 6% sales tax
Handling
Shipping
$6.00
TOTAL
Ship Order To:
Name:
ICS #:
Street Address:
City:
Payment:
State:
MC
Visa
Card #
Zip:
Exp. Date:
Order by mail, fax, phone or web:
International Comanche Society
P.O. Box 1810
US: (888) 300-0082
Other: (231) 946-3712
Fax: (231) 946-6180
http://www.comancheflyer.com/buy-merchandise.php
APRIL 2014
Comanche Flyer •
33
FEATURE
Rudder Balance
Weight Arm Cracks
PA30/39 & PA24-400 —
Inspection Recommended
by Pat Barry, A&P/IA
W
hile an owner was restoring
his PA-30 he removed the
plastic rudder cap for replacement and discovered a broken
counter weight mount. As you can see
only one side is broken. The bracket
is also riveted to the lower bulkhead
shown in the picture. We considered
there is no way of checking this with
out removing the cap that is riveted on,
however an expert tried removing the
white position light and going in with a
camera probe, and this was successful
on another aircraft and no cracking
was observed.
The aircraft with the cracks in the
photos has no recorded rudder damage and the TT is under 4000 hrs. An
IA looked at his other PA-30 (it has
just under 10,000 hrs). and found both
brackets cracked in the identical place.
APRIL 2014
A PA30 out of Australia had the
rudder cap removed for cosmetic replacement and the counter weight
mount was cracked through on one
side and almost through on the other.
The owner had two replacements cut
from the same gauge of aluminum and
installed as a repair, using the broken
pieces as a template.
While the sample observed for this
inspection is minuscule, the rate of
cracking among the sample is high,
suggesting that this could be significant. I encourage every PA30/39 owner
to find a borescope or a camera with
a probe on it and go in through the
white position light opening and look
for cracks. If there is any question,
drill out the rivets that hold the rudder
cap in position, remove the cap, and
inspect. The cap can be reinstalled
with cherrymax rivets, or screws and
rivnuts or screws and nutplates which
are a minor modification. Nutplates
may outlast rivnuts, but the choice is
yours. If the cap is aged and cracked
(as most are) then a replacement can
be sourced from Webco or Knots 2U.
While this work should be signed off by
a LAME in Australia, it is a repair or
a minor modification in the U.S. and
no FAA approvals should be required.
The PA24-400 has a tail that is similar to the PA30/39, and Page 325 of the
PA24 parts manual shows the rudder,
and part #5 on the list looks the same as
is on the PA30 with the Rudder Balance
Arm parts appearing to be the same,
or similar, as on the PA30/39. We recommend owners of the PA24 perform
the inspection as well even though we
have heard no reports of - 400 owners
removing their rudder cap or of any
balance arm cracks.
Reports may be directed to the ICS
website at http://www.comancheflyer.
com/NS/tr.php (located on the ICS
Home Page under “Technical” on the
menu bar). If a significant cracking occurrence is observed then I assume this
will encourage FAA action, so accurate
reporting is encouraged. We're looking
for feedback from all owners about this
possible problem.
APRIL 2014
Comanche Flyer •
35
FEATURE
A view of the Grand Canyon
Confluence from about 11,000
feet. The wreckage was near
confluence of the two rivers.
PHOTO CREDIT TED GRUSS
GRUSSING
R
RUSS
ING
Sirens of the
Confluence
by Fred Zervos, ICS #13960
A
OPA has many online learning
resources—one of them is a
refresher of airspace knowledge. As a person goes through the
course a button pop up appears saying
“LEARN MORE.” As I came to uncontrolled airspace module, I clicked the
LEARN MORE button. I was then able
to download a crash report that happened on June 30, 1956. Upon reading
this report several times, no conclusion
was made to what actually caused a
DC-7 commercial airliner to run into
the tail section of another commercial airliner over the Grand Canyon
at 21,000 feet killing 128 people with
no survivors and no witnesses. What
is puzzling about this accident is VFR
on top in uncontrolled airspace was in
effect. Why didn’t the DC-7 pilot see
the Lockheed Constellation left and
to the front of him?
All evidence suggests VFR did exist
with cumulus buildups that were being dodged. One unanswered question
was that both flights were three-anda-half minutes behind schedule. It was
attributed to head winds, dodging cumulus buildups, and possible sightseeing over the Grand Canyon. Also, both
flights were north of their routes. Both
routes intersected 17 miles further east
from the crash site; they both radioed
earlier to be at that point at the same
time. It was explained how both flights
ended up at the same altitude – they
each departed Los Angeles California;
the DC-7 took off three minutes after
the Constellation. The Constellation
departed with a dogleg to the northeast
with a flight plan to Kansas City Airport.
The DC-7 departed with a dogleg to the
southeast with a flight plan to Chicago.
Both crews were well experienced and
rested; equipment was in good shape,
and weather en route not extreme. Due
to man power shortage and expense,
the area they crashed in was uncontrolled airspace. That means that the
pilots provided their own separation
and “See and Be Seen” was in effect.
Assuming both airplanes had stayed
on course, they should have collided
at the point their routes intersected –
17 miles further east at 1031 hours.
But at 1031 hours they collided near
the Grand Canyon Confluence. The
DC-7 had an 18 knot faster cruise speed
than the Lockheed Constellation. I’m
leaning towards the sightseeing of the
Grand Canyon that caused the delay
and possibly the crash. I think both
airplanes were circling the Confluence
of the Little Colorado River/Colorado
River and did not know the other plane
was doing the same (we all learned
that a standard rate turn takes three
minutes). The Constellation pilot was
alerted of the DC-7 plane at 21,000 feet
earlier but did not know the present DC-7 location. The Constellation pilot may have circled the
Grand Canyon to avoid a conflict
where their routes intersected.
The DC-7 pilot may have tried to
avert the intersection conflict by
circling the Grand Canyon too.
What they knew and when they
knew it is not clear.
In Homer’s The Odyssey, written some 2700 years ago, one story
tells of the Sirens. They were female
mermaids that called to the sailors
as they passed a certain rocky shore
area. Their beautiful songs and shapely
figures lured the sailors to their deaths
when the sailors attempted to swim to
shore abandoning their ships. Only the
captain survived to tell the story, as he
tied himself to the mast and resisted
the temptation of the Sirens. Could
it be the lure of the Grand Canyon
that occupied the pilot’s attention and
he failed to see the Constellation in
time? Only a surviving old-timer pilot
could possibly answer this question.
The report does not conclude what
happened because no survivors or witnesses existed. Buildup of cumulus
clouds and the plane in a bank may
also have come into play.
These captains were the best with
15,000 hours or more flying time. How
are GA pilots supposed to “See and
Avoid” when the best have problems?
It takes more than an anti-collision light
to avoid collisions. Keep heads up and
vigilance at all times. And beware of the
Sirens calling. Now that being said, I
hope I can follow my own advice.
APRIL 2014
FROM THE TRIBE CHIEFS
DATE
TRIBE EVENT/LOCATION
April 11-13
SC
April 18-20
May 31
SC
NC
July 25-27
ICS
July 28-Aug 3 ICS
Aug 14-17
WC
INFO SOURCE/HOST
IFR Refresher Clinic
Muskogee, Okla.
(Produced by CPTP)
Fly-in/Natchitoches, La. (IER)
AOPA Regional Fly-in
Indianapolis Regional Airport
Indianapolis, Indiana
2014 ICS Convention/
Oshkosh, Wis.
AirVenture/Oshkosh, Wis.
3-day fly-in/Drumheller,
Alberta, Canada
Nov. 16
NE
Lunch/Georgetown, Del.
Dec. 16
NE
Lunch/Cambridge, Md.
Contact Bob Fox for
information and registration at:
[email protected], 918-607-6880
Hosts: The Huntons and Nicewarners
Bob Williams
Mid-States Tribe
Don & Carol Ostergard
(403) 823-0405 (Don cell)
(403) 823-8813 (res)
[email protected]
Ron and Lynn Ward – To register:
[email protected]
Ron and Lynn Ward – To register:
[email protected]
Editor’s Note:
Tribe Chiefs and
Fly-In Coordinators,
remember to send
in your calendar of flyins and more detailed
information, as it
becomes available, so
it can be published in
the Flyer.
* The following Sunday is the raindate.
MID-STATES TRIBE
Saturday Lunch Fly-Ins
Saturday Lunch Fly-Ins will be
posted in our new Comanche Winds
newsletter which will come out every
other month.
SOUTH CENTRAL TRIBE
April 18-20
Fly-in
Natchitoches, La. (IER)
Come join us for a weekend in the
oldest City in Louisiana (pronounced
Nack-ah-tish). We are staying at the
Church Street Inn: (318) 238-8888 or
1-800-668-9298. We have 10 rooms
reserved under “Comanche Pilots,”
but no room rates have been given to
us yet. Cost is $30.00 per person. We
need a head count, so make checks
payable and mail ASAP to:
Clara Hunton
2569 Barron Road
Keithville, LA 71047
APRIL 2014
FRIDAY, April 18
Arrivals at Natchitoches Airport (IER) –
Transportation to the Church Street Inn
7:00 pm: Welcome reception and dinner at Merci Beaucoup – the Mayor has
been invited.
SATURDAY, April 19
Everyone free for your own breakfast
Call Today for
Advertising
Opportunities
9:00 am: Assemble and leave for Melrose Plantation Tour
10:00-11:30 am: Tour Melrose Plantation
11:30 am: Depart for downtown
12:30 pm: Lunch on your own
2:00-3:00 pm: Fort St. Jean Baptiste
3:00-7:00 pm: Free to tour town
7:00 pm: Group dinner at The Landing
Restaurant
SUNDAY, April 20
Everyone free for your own breakfast
Depart for Airport
Sponsors: Hunton’s and Nicewarner’s
John Shoemaker,
Senior Advertising
Director
PHONE:
(231) 946-3712 or
1-800-773-7798,
FAX:
(231) 946-9588,
E-MAIL:
[email protected]
Comanche Flyer •
37
Saturday Lunch Fly-Ins
If 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/SouthCentralTribe
ICS/welcome.msnw and in the South
Central Tribe newsletter Smoke Trails.
(If you wish to organize a lunch flyin, please contact Bruce Thumann at
[email protected] or
(713) 875-3056.)
Tribe E-mail Updates
If you are not receiving the South
Central Tribe’s Smoke Trails Newsletter and would like to, please e-mail
Bruce Thumann at bruce@contract
builderssupply.com, and he will make
sure to amend the list to include your
e-mail address.
NORTHCENTRAL TRIBE
May 31
AOPA Regional Fly-In
Indianapolis, In. (KMQJ)
In case you didn't see it, one of the
AOPA regional fly-ins for this year will
be in Indianapolis at KMQJ. I think
this would be a great event to have a
large Comanche presence at. AOPA
has supported our events in the past
and we should reciprocate ... besides it
sounds like a fun day. It’s in our tribe
area and AOPA is doing all the planning
and setup. It’s an opportunity for us
to make a strong showing for the best
plane ever ”Comanche.” Hope to see
many of you there.
Happy Flying
Bob Williams
W. CANADA TRIBE
Aug 14-17
Fly-in – The Great
Dinosaur Valley
Drumheller, Alberta, Canada
Drumheller is known as “The Dinosaur Capital of the World.” Specimens
from Drumheller’s Dinosaur Valley are
on display in most of the world’s great
museums. Drumheller’s Royal Museum
of Paleontology is recognized as the
largest and finest museum of Ancient
Life in the world.
Drumheller also has a rich coal mining heritage. Long ago when coal was
king, there were over 50 underground
coal mines in the valley. Though lots of
coal is still available, economics brought
Drumheller’s commercial mining industry to a close a number of years ago.
We’ll also visit a Hutterite Colony
in which members of this pacifist sect
live in large communal farming colonies. They operate huge state-of-the-art
farming enterprises while maintaining
their traditional garb and living a nonostentatious lifestyle with deeply faithbased values. (No, they are NOT Amish!)
We’ll host a barbecue at Ostergard’s
Seed Farm.
We’ve got a few other adventures
in mind, too.
Bring the kids!
We’ve set aside a block of rooms at
the Drumheller Ramada. Call 1-877807-2800, mention “Comanche Flyers”
to get the group rate of CAN$175.49
per night. Drumheller fills up fast in
the summer months, so be forewarned.
Don & Carol Ostergard, ICS 3263 Box 2550
Drumheller AB T0J 0Y0
Tel (403) 823-0405 (Don, cell)
Tel (403) 823-8813 (res)
[email protected]
EUROPEAN TRIBE
May 29 - June 2
Fly-in
Koblenz, Germany
The preparations for the fly-in to
Koblenz are coming to the final stages.
We are trying to establish the number
of people wishing to attend so Annette
can finalise details with the restaurants,
transportation, and other venues we
will be visiting. In the next few days,
the registration form will be sent out,
but until then please contact Annette
at [email protected] or Kate [email protected] to let them
know you will be coming to the fly-in.
Hotel information:
Mercure Hotel Koblenz
http://accor.com/en.html
Mention the code: “Fly-In KoblenzWinningen” to get the special price
which is €128 – includes breakfast.
These rooms will be released back to
the hotel on April 17, so please make
sure you have booked your reservation
before then.
July 3-7
Fly-in
The Channel Islands
The basic program will be flying
into Jersey, going for a coastal Ice-Age
walk, visiting a castle, taking a guided
tour of the Island, participating in a
wine-blending session, spending a day
visiting Sark to attend a folk festival
or just walk around (there are no cars
or motorbikes on Sark), or simply get
away from it all! The itinerary is being
finalized and will be published in the
EU Newsletter. Contact Alan Burrows
at [email protected].
September 4-8
Fly-in
Graz, Austria
The basic program will be in the
city of Graz with the best places to see
and be at. It will include a guided tour
through the city taking part of it with an
old tram. Travel by cable car up to the
Schlossberg, enjoy a view over Graz, get
a bit of history, visit a knight museum
(the biggest one in Europe), and have
a guided tour through the canals below
the city. Also, take a trip up a mountain in a cable car, see a lovely view over
Styria Region with lunch at the top,
and enjoy the evening gala dinner in
the old university. Finally, a trip to the
vineyards in the south of Graz, visiting
different vineyards with lunch at one
of them. Contact Titica von Roschka
at [email protected].
APRIL 2014
PA-24-180/250/260/400, PA-30
Complete Kits
PA-24-180/250/260/400
PA-30
Webco Aircraft is thankful for the
support the ICS and Comanche
owners have shown us over the years.
FAA/STC, PMA Approved
$839 Fixed Strap Kit
$1039 Inertial Reel Kit
We look forward to 2014 offering the same
great quality parts, service and helpful
information we have become known for.
Rear lap belts available.
Best wishes for you and yours in 2014,
Bob Weber and your Comanche family
at Webco Aircraft
* Slide Under Fit
* Rugged Construction
* #6000 Capacity Ram
* Range 24" – 41"
* Locking Safety Collar
* Three Leg Design
MODEL 324
WEBCO AIRCRAFT LLC
1134 North Oliver Road, Hangar G
Newton, Kansas 67114
316-283-7929 • www.webcoaircraft.com
[email protected]
$249.00 EA.
Tail Stand / Weight Available
Online
- alphaaviation.com
1-800-653-5112 Fax 1-952-856-5158
FOR SALE
$19,000
1960 PA-24-250
Project w/engine core,
lots of new parts
Will part out.
See pictures
and conditions
at WEB site
http://goo.gl/xWGbJP
(928) 351-7259
leave message
FOR SALE
APRIL 2014
Comanche Flyer •
39
PILOT’S OPERATING HANDBOOK
AND FAA APPROVED
AIRPLANE FLIGHT MANUAL
“Formerly Published And Produced by the late Douglas L. Killough”
Piper Aircraft ceased production of the Comanche and Twin Comanche in 1972,
several years before the General Aviation Manufacturers Association (GAMA)
established specifications for the contemporary Pilot’s Operating Handbook (POH).
As a result, the Owner’s Handbook published by Piper is incomplete by modern
standards. Now available EXCLUSIVELY from the INTERNATIONAL COMANCHE
SOCIETY, INC., through it’s licensed agents, is the upgraded Pilot’s Operating
Handbook and FAA approved GAMA format Airplane Flight Manual.
Discounted to current ICS members at $75.00 each, plus shipping (must
ask for ICS member discount and provide ICS membership number when
placing order). Available only through Webco Aircraft at 316-283-7929 or
www.webcoaircraft.com. Available Bound or Unbound/Un-punched.
There are SIXTEEN different GAMA format manuals
available for the Piper Single and Twin Comanche.
Please order your manual by “Manual Number 1-16”
from the chart below.
TO ORDER CALL WEBCO AIRCRAFT AT 316-283-7929 OR
WWW.WEBCOAIRCRAFT.COM. Specify “Bound” or “Unbound/Un-punched.”
Order
Qty
Manual
Number
Model
Gross
Weight
Year(s)
Mfg
Flight Manual
Report Number
SN
Begin
SN
End
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
Singles:
Not Avail
08.)
260B
3100
1966-68
1359
4300
4803
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
13.)
PA30
3600
1963-68
1269
30-2
1744
1969
1515
1745
2000
Twins:
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
APRIL 2014
FREE
CATALOG
Proud Sponsor of
email us
[email protected]
APRIL 2014
Comanche Flyer •
41
FEATURE
Comanche Flyer
Needs your
Stories, Tips
and Tricks!
SEPTEMBER
2012
VOLUME 39,
NO. 9
Publication of
tional
The InternaSociety
Comanche
The Official
Membership
Share your Comanche Knowledge with your Fellow ICS Members
D
o you have a good technical tip or overhaul story you can share? What about a flying experience or recent
instructional experience where you’d learned a lesson from which all pilots could benefit? Maybe a trip you took
in your Comanche that you’d recommend to others. We also desperately need in-flight photos of your Comanche
to feature on the cover of the Flyer (needs to be at least 1 MB in size to print well). Anything you can share that
would be helpful to fellow ICS members, we need you to send in your information!
You don’t have to be a writer by trade, just put your thoughts down and tell your story – it will be edited, if needed. Below
is a list of regular columns in the Flyer, and a few new ones that have been suggested (the word count provided is only an
average to help guide you).
Cover photo/Comanche Spirit – Not
only do you get to have your Comanche
on the cover of the Flyer, but we like to
feature the owner so ICS members can
get to know you better. You can fill out
an owner questionnaire and the editor
will write a story about you, or you can
submit your own. Average length is
1,000 words.
Letters to the Editor – Send in your
comments about an article you read in
a past Comanche Flyer. Or you can also
send items of interest you’d like to share
with other Comanche owners that may
not be long enough for an article. Really,
we’d like to hear from you!
Technically Speaking – We like to
feature technical information you have
found useful in maintaining your Comanche. Maybe it was an ongoing
problem that you finally found a
solution or you want to warn other
owners of an issue that occurred with
your airplane. Anything technical is
featured in this column. Average length
is 500-1,200 words.
Maintenance Q & A – Do you have
a question regarding maintenance on
your Comanche? Send it in and we’ll
have our Technical Directors suggest
some solutions. As questions come in
and a reader has an alternate solution,
they can send them in as well. This
would be an ongoing format for
maintenance discussion.
From the Logbook – If you have a
trip that you’d recommend to other
members, or a particular “adventure”
you’ve taken in your Comanche that you’d
like to share, this is the column! We have
featured trips in story and journal formats.
Average length is 1,500 words.
Product/Vendor Information –
Did you have a good experience with
a vendor that you’d like to share or
have you recently purchased a product
that you’d recommend to other ICS
members? The best information that
most owners get is from others who
have experienced it, so share with us!
Average length is 250-750 words.
Fly-In Reports – A pretty popular
column, but we don’t see the
experiences some of the tribes are
having. Send us your story. We’d like
to hear how your Tribe is getting
together and sharing the camaraderie.
Average length is 250-500 words.
Best of the Flyer – This is an easy
one. If you know of an article in past
Flyers that you found useful and you
think needs repeating, send a copy and
we’ll reprint it.
If you have a story that you don’t
feel fits into any of the above categories,
APRIL 2014
send it anyway. Most issues include
feature stories and we’d like to hear
from you. What do you enjoy learning
or reading about in the Flyer? Do you
have something you can contribute?
We’d like to hear from you!
Send your contributions and ideas
to Editor Melissa Frisbie at mfrisbie8@
att.net, or 125 N. Turnberry St., Wichita,
KS 67230.
WARREN GREGOIRE & ASSOCIATES LLC
1933 DAVIS STREET, SUITE 221
SAN LEANDRO, CA 94577
VOICE 510-282-9300, FAX 510-633-9355
WEBSITE www.warrengregoire.com
APRIL 2014
Comanche Flyer •
43
th Bes The
e t
Fly of
er
Why a Comanche?
One Airplane Owner’s
Quest to Step Up
by Scott J. Ducey, ICS #16789
I
earned my pilots license in 2001,
and like many others received my
training in a C-172. During training I was spending a lot of money on
airplane rentals, so I thought it made
sense to buy. I bought a one-fourth
share in a 1978 C-172.
After I passed my checkride, I found
sharing the plane too restrictive, so I
also joined a flying club that had four
airplanes, one of which was a Piper
Archer. I loved how the Piper flew,
the panel layout, the view it provided
from being a low-wing airplane, and
decided Piper was for me. I sold my
share in the 172, left the flying club
and purchased a Piper Archer II. It
treated me well. I took it to Oshkosh,
Sun ‘n Fun, and used it for business
and pleasure.
Over time, I outgrew the airplane
and decided it was time to step up. I
had two requirements – I wanted to
carry more and go faster – all of this on
a budget. It surprised me that there
really weren’t many choices. It seemed
that the real choice was BETWEEN
going faster OR carrying more … not
both. I looked at a Mooney – a fast
airplane, but it carried very little and
seemed cramped for my hulking, well
defined physique (ha!). I looked at the
Piper Lance and the Six. Both were
APRIL 2014
Reprinted from the January 2009 Comanche Flyer
Scott Ducey, with his Twin Comanche.
nice airplanes, but they didn’t go
much faster than my Archer. There
were other contenders, but each came
up short. Then I stumbled onto a
Comanche. “It’s a Piper,” I thought. I
asked around, did the research and
my quest began. I looked at a number
of singles and twins. Being that the
airplane was approximately 40 years
old, I took a simple approach – I found
a mechanic that knew Comanches. I
had him look at the airplanes stem to
stern. It is not cheap to fly a mechanic
all over the country, but I thought it
was money well spent.
I eventually bought a 1969 Twin. It
had a lot of goodies – a slaved HSI,
Garmin 530W, autopilot and
Robertson STOL kit. For me, it is the
ultimate flying machine. It is much
faster than the Archer, has more
room, doesn’t burn a lot of fuel, and is
a pleasure to fly. It also seems solid –
a real flying tank.
APRIL 2014
My first adventure in the Twinkie
was for the 50-year celebration of
the Comanche at AirVenture in
Oshkosh last summer, and we parked
amongst the many beautiful planes.
What a thrill!
Is there anything I don’t like about
the Comanche? Well, uh … that
thing we do at the end of each flight
… the landing. I was told that this
airplane was not for the easily embarrassed. Truer words were never spoken. I have managed to improve my
landings with tips from members on
the Comanche website. But clearly,
my twin landing abilities are a work
in progress!
as the $20,000 hamburger. Most of us
don’t have those kinds of resources.
But in truth, whether doing pattern
work or going across the country, the
Comanche serves most missions, and
serves them well. Pound for pound,
the Comanche separates itself from
the rest of the pack in terms of speed,
utility and economy.
You can find airplanes that go faster and carry more. But until I have
“John Travolta” money, I’m going to
stick with the Twinkie.
In a perfect world, pilots should
have an airplane for every mission. A
five-mile radius plane, a $100 hamburger plane, a fast plane for business, and let’s not forget a jet – for
flying to Paris for dinner, also known
Comanche Flyer •
45
CLASSIFIEDS
•
•
•
•
•
(Twoissueminimum)
25Words:$25.00/2issues
Nochargeforphotos
ExtraWords:$0.50/word
Paymentmustaccompanyadvertisementorder.
PA24-250
1961 PA24-250; Fresh Annual Jan 2014; 5908TT,
1184 SFOH; Good IFR Radio Stack; Hangared past
12 years. One-Piece Windshield, $46,500 or Best,
Jim Brimhall (805)550-2165, email: gwd.aviation@
live.com
2/2
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 advertisement 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.
PA39
International
Comanche Society
1971 PA-39,Turbo Twin Comanche, Rare, All Miller
Mods, TT 6010, 700 SMOH,Full IFR with Garmin 530
coupled to STEC autopilot, GEM, and more. Contact:
[email protected] or (416) 540-7970. 2/2
Trading Post & Classified
Advertising Contact:
Nancy A. Whitten
2779 Aero Park Drive
Traverse City, MI 49686
Phone: (800) 773-7798
Fax: (231) 946-9588
Aircraft Wanted
1964 PA24-250, N8384P, 3730TT, 985SMOH
Western Skyways New Limits, 170PSNEW Black
Mac 3-Blade, 2-KX155s, S-TEC 60-2, Toe Brakes,
Speed Mods, 1-Piece W/S, 90-Gallons,
1109# Useful, Hangared, P&I 7+, California
Based, $59,500.00, HoganAviation.com, jim.
[email protected], (916)439-1052. 2/2
TRADING POST
Trading Post is a non-commercial, member to member service provided free of charge, one time per
member, per year. The sale of aircraft is not permitted
in the Trading Post.
• Adsmustbesubmittedinwriting
only (fax or E-mail OK).
• Freeadsmaynotbe placedbyphone.
• First25wordsarefree.
• Extrawordsare$0.40perword.
COMANCHES WANTED: ALL MODELS, runouts OK,
needing P&I/Radio upgrades OK, fast discriminate
transaction on your ramp 20 years experience/
references. Call Jim, (760) 803-3093. avloc@
yahoo.com.
2/2
Fax: (231) 946-9588
Comanches For Sale
PA24-180
PA24-260
1962 PIPER COMANCHE 180: 5177TT, 194SMOH,
235SPOH; View additional details: http://piper
comanche.net. Fresh annual; stabilator, AD
completed. $44,900 OBO. Contact Steve (770)780-5108 [email protected].
2/2
1965 260 TT2550, SMOH120, Many mods, 90 gal.
fuel, GAMI injectors, always hangared, preoiler, no
dry starts. 72K (503)631- 3117.
1/2
For sale: Comanche 250 project for sale. $19,000.
See WEB site, (http://goo.gl/xWGbJP ) for details
and pictures.
1/2
1965 Comanche fuselage with nose gear, flaps, gear
motors. Both wings and complete landing gear (latestyle). Many other parts, call (806) 438-0878 or
[email protected]
1/2
Wanted: Osbourne tip tank system for a PA24-250
complete or parts. Call or email with what you
have. Doug at (360)903-9156 or p51flyguy@
yahoo.com
1/2
Stabilator Horn Assembly - Part # 20399-005 - dye
penetrant inspected and yellow tagged at Webco
11-13-13. $300. Contact James Webb at
[email protected] or (602)459-3581.
1/2
APRIL 2014
PLACING AN AD?
ADVERTISING INDEX
Aerotech Publications ...................... 39
Use this list as a guideline for the information you may
want to provide and the order in which to do so.
Aerox ................................................ 31
• YEAR, Model Year of Aircraft
• MODEL, PA 24-180, 250, 260, 400
• SERIALNUMBER, Serial Number of Aircraft
• N-NUMBER, Registration Number of Aircraft
• TOTALAIRFRAMETIME, Total Hours On Airframe
• AIRFRAMEDAMAGEHISTORY, Any Damage
History e.g. Gear Up Landing
• TOTALENGINETIME, Total Hours On Engine Since
Factory New or Remanufactured
• ENGINETIMESINCETOPORMAJOROVERHAUL
• PROPELLERTIME, Total Time On Prop Since New
or Overhaul
• ANNUALINSPECTIONDATE
• FLIGHTINSTRUMENTS, Standard Gyro Panel,
Electronic Flight Instrument System
• RADIO/NAVIGATIONEQUIPMENTLISTING,
Communications & Navigation Equipment Listing
e.g. GPS, ILS, VORs
Air Parts of Lock Haven ................... 19
• WEATHERADVOIDANCEEQUIPMENT, Stormscope,
Radar,
• SPECIALEQUIPMENTLISTING, Engine Monitor
(EGT, CHT, Fuel Flow, etc.)
• AUTOPILOT, Type & Make of Autopilot
• INTERCOM
• INTERIORCONDITION&NUMBEROFSEATS
• EXTERIORMODIFICATIONS, Gap Seals, Wing
Tips, Speed Mods, Windshield
• PAINTCONDITION
• HANGEREDORTIEDDOWN
• ADNOTECOMPLIANCE
• GENERALCOMMENTS
• ASKINGPRICE
• CONTACTPHONENUMBER
• CONTACTE-MAIL
Against the Wind .............................. 39
Aircraft Specialties Services............. 15
Aircraft Spruce and Specialty ............ 41
Alpha Aviation .................................. 39
Clifton Aero ...................................... 11
Comanche Flyer Foundation ........... 13
Comanche Gear ............................... 31
Comanche Pilot Training Program ..... 3
Degroff Aviation Technologies.......... 15
Electronics International ................. 24
General Aviation Modifications ........ 15
Great Lakes Aero Products .............. 19
Ground Tech .................................... 48
Hartzell Engine Technologies ........... 21
Hartzell Propeller, Inc. ..................... 17
Heritage Aero, Inc ....................... 33,41
ABBREVIATION KEY
A/C
AD’s
ADF
AH
A&P
AI
A/P
AP
CDI
CHT
COM
C/R
C/T
DF
DG
DME
EFIS
EGT
ELT
E/P
F/D
FGP
FWF
GPS
G/S
GSP
H/P
HP
HSI
IFR
IMC
Air Conditioning
Airworthiness Directives
Automatic Direction Finder
Artificial Horizon
Airframe & Powerplant Mechanic
Aircraft Inspector
Audio Panel
Autopilot
Course Deviation Indicator
Cylinder Head Temperature
Communication
Counter Rotating
Carburetor Temperature
Direction Finder
Directional Gyro
Distance Measuring Equipment
Electronic Flight Instrument System
Exhaust Gas Temperature
Emergency Locator Transmitter
External Power Plug
Flight Director
Full Gyro Panel
Firewall Forward
Global Positioning System
Glide Slope
Ground Service Plug
Heated Pitot
Horsepower
Horizontal Situation Indicator
Instrument Flight Rules
Instrument Meteorological Conditions
APRIL 2014
Insight Instrument Corp ..................C2
Johnston Aircraft Services ...............C4
ILS
LE
LOC
LORAN
M/B
MDH
NDH
NM
NAV
OAT
OH
PET
RB
R/C
RE
RG
RNAV
SB’s
SCMOH
SFN
SFRM
SMOH
SOH
S/N
SPOH
STOH
TBO
TT
TTAE
TTSN
XPDR
Instrument Landing System
Left Engine
Localizer (Runway Centerline Guidance)
Long Range Navigation System
Marker Beacon
Major Damage History
No Damage History
Nautical Miles
Navigation Radio Receiver
Outside Air Temperature
Overhaul
Piper Electric Trim
Rotating Beacon
Rate of Climb
Right Engine
Retractable Landing Gear
Area Navigation
Service Bulletins
Since Chrome Major Overhaul
Since Factory New
Since Factory Remanufacture
Since Major Overhaul
Since Overhaul
Serial Number
Since Propeller Overhaul
Since Top Overhaul
Time Between Overhauls
Total Time
Total Time Airframe and Engine
Total Time Since New
Transponder
Knots 2U, Ltd. .................................. 48
Lighthawk ............................... 15,22,31
McCauley Propeller Systems ............ 48
Met-Co-Aire ...................................... 29
Oilamatic, Inc................................... 11
Paul Bowen ....................................... 41
Phill-Air Inc ...................................... 30
Plane Power ...................................... 25
Poplar Grove Airmotive ................... 19
Precision Propeller ........................... 33
Preferred Airparts............................. 43
Rocky Mountain Propellers, Inc. ...... 27
Ron & John’s Comanche Service ........ 9
Sky Manor’s Air Repair LLC ............ 48
Sky Tec Partners Ltd ....................... 25
Sound Ex Products ........................... 43
Tsuniah Lake Lodge ......................... 24
VAC Veterans Airlift Command .......C3
Warren Gregoire & Associates ......... 43
Webco ............................................... 39
Zephyr Aircraft Engines ..................... 7
Comanche Flyer •
47
OFTEN IMITATED,
NEVER DUPLICATED.
Celebrating 75 years, McCauley propellers
are known for their industry leading design,
reliability and warranty. We don’t just meet
industry standards – we set them.
McCauley also sells direct with volume
pricing discounts available.
For more information, call 1.316.831.4021
or go to www.mccauley.textron.com.
Fewer AD’s | Longer TBO’s | Single Piece Hub
VMG llc ▼ JOE LANDWEHR ▼ 316-734-3026
Client: McCauley ▼ Publication: ABS AD
COLOR: 4-color ▼ SIZE: 7” x 4.875” (no bleed)
APRIL 2014
High Performance
For Your Comanche!
JAS High Performance Wingtips
for… 180 – 250 – 260 – 400
and Twin Comanches
Speed
• 2-7MPHIncrease
Safety
•
•
•
•
LowerStallSpeed
DecreasedSinkRateonApproach
ImprovedLandings
QuickerSpinRecovery
Better Looks
Hundreds of Comanche owners
will attest to the improvement.
Our support program for
“Your Comanche”
•
•
•
•
•
•
•
•
Annual/100hourinspections
RoutineMaintenance
Minor/MajorRepairs
3-BladeHighPerformancePropeller
DynamicPropeller
Balancing
Boost the
TheBESTengine
performance
rebuildsforyourdollar
of your 250/260
Engineremovaland
Comanche with
replacement
a modern good
ComancheModifications
2-BladeHighPerformancePropeller
looking propeller.
WeightandBalance
We own, fly and understand Comanches
Johnston Aircraft Service
NORTHAMERICANAGENTFORAUSTRALIANHORN
LyCOMINGENGINEO/HPROFESSIONALS
P.O. Box 1457 • Tulare, CA 93275 • Phone: (559) 686-1794 or 686-2161 • Fax: (559) 686-9360
e-mail: [email protected] • Web Site: www.johnstonaircraft.com

comanche flyer foundation, inc. - International Comanche Society

Transcription

Similar documents

JEEP COMANCHE CONCEPT

Geologic Map of Texas

Samantha F Ally M.notebook

Welcome to Your Hometown Co-op - Comanche Electric Cooperative

Adding RCA outputs to Mercedes Benz 2005 C240 W203 Audio20

Silego Technology - Globalpress Electronics Summit

CHILI`S® CORDIALLY INVITES YOU TO Mothers Against Drunk

2-Comanche Texans - Institute of Texan Cultures

The Thank You Report - International Charter School