SEPTEMBER 2011 VOLUME 38, NO.

The Official Membership Publication of

The International
Comanche Society
 You Fly
The
Plane...
UBG-16

Programmable Redlines
Shock Cooling Alert
Differential Alarm
Trend Analysis
True Lean Detection
Data Recording...
and so much More!

We’ll
Watch
The Engine
FP-5L

Fuel Flow to .1 GPH

Multiple Fuel Alarms
Fuel Remaining & Used
Time to Empty w/ Alarm
Fuel Efficiency
GPS Interface w/ Alarms
Horsepower...and more!

Electronics International
63296 Powell Butte Hwy
Bend, OR 97701
(541)318-6060 WWW.Buy-EI.Com

Unparalleled Customer
Service Since 1979
 The Comanche Flyer
is the official monthly member
publication of the
International Comanche Society
P.O. Box 1810
Volume 38, No. 8 • September 2011
Traverse City, MI 49685-1810 www.comancheflyer.com
U.S.: (888) 300-0082 Other: (231) 946-3712
Fax: (231) 946-6180 E-mail: ICS@villagepress.com

www.comancheflyer.com Published By the International Comanche Society, Inc.

ICS President
Zach Grant
Cell: (317) 201-4293 CONTENTS
E-mail: L1011jock@sbcglobal.net
(e-mail preferred contact)
2 Letter from the President Zach Grant
Managing Editor
Kim Blonigen Comanche Spirit
E-mail: kblonigen@cox.net
4 The Vegas Viper: My “All New” David Lessnick
Display Advertising Manager
Genevieve Lyon Customized Comanche 250
(800) 773-7798 Fax: (231) 946-9588
E-mail: glyon@villagepress.com 6 ICS Name Badge Order Form
Trading Post & Classified Advertising ICS News
Nancy A. Whitten
Ph: (800) 773-7798, Fax: (231) 946-9588 12 Comanche Pilot Proficiency Programs
E-mail: nancy@villagepress.com 2011 Annual General Membership Meeting
Graphic Design Service Clinic Organized for All Comanche Aircraft
Brandon Hoffman
E-mail: bhoffman@villagepress.com 14 ICS Board of Directors, Tribe Chiefs,
Printer & Tribe Representatives
Village Press
2779 Aero Park Drive 2010-2011 ICS Standing Committees
Traverse City, MI 49685-0629
www.villagepress.com 15 ICS Technical Directors
ICS Technical Directors ICS Tool Loan Program
Pat Barry CFF-Trained CFIs
Ph: (949) 362-1600 on Pacific Time
E-mail: 26981@att.net
Letter to the Editor
Bill Creech
Ph: (915) 581-3401 (9:00 a.m.-9:00 p.m. MST) 16 Comments on High Altitude Prop Settings Frank Brunot
Fax: (915) 581-6168 E-mail: BJC1946@aol.com
Hans Neubert 18 ICS Membership Renewal Form
E-mail: hdneubert@sbcglobal.net
on Pacific Time From the Logbook
Cliff Wilewski
Ph: (815) 395-0500, Cell: (815) 979-7785
20 New Zealand Safari – Part 2 Various Writers
E-mail: cliff@heritageaero.com
Feature
ICS Tool Loan Program 28 An Unfortunate Lesson Learned at a Fly-In Randy Biles
Matt Kurke
10340 Regent Circle, Naples, FL 34109
Ph: (239) 593-6944 32 ICS Items for Sale
mkurke@comanchegear.com
The Comanche Flyer (ISSN 08994223,
34 From the Tribe Chiefs
USPS 2-324) is available to members;
the $25 annual subscription rate is included
Online Intelligence
in the Society’s Annual Membership dues 37 Fuel Gauge – Low Level Warning
in US funds below. Comanche Flyer is
published monthly by Village Press Feature
U.S., Canada, Mexico
One year $69, Two years $130
41 Comanche Racer Michele Boyko
UK, Europe Technical Q & A
One year $95, Two years $182
Australia, SA, and all other countries
44 ADs, Toe Brakes, Tank Solenoids, and Starters
One year $83, Two years $158
Spousal Members
46 Comanche Classifieds
One year $34.50, Two years $65.00
47 Advertisers’ Index
Cover Photo
David Lessnick’s 1964 Comanche 250,
the “Vegas Viper”.
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. INTERNATIONAL
Periodical postage paid at Traverse City, MI 49686
COMANCHE
SOCIETY, INC.
 letter from the President

G
reetings and welcome to my
first president’s column. I
could tell you a lot of things
about myself, and bore you
with details about how I somehow got to
this position, but I won’t. Simply put, it
really doesn’t matter. I am honored to
follow in the footsteps of the many ICS
leaders who have preceded me. The fact
that ICS is still around, and is a viable
organization is a testament to one thing
in particular, and that is that the
Comanche series aircraft are great
airplanes! ICS has certainly had its ups
and downs. It has never been a “perfect”
organization to all people, nor will it ever
be. What it is today is vastly different than
it was originally imagined to be, and I am
sure that as the years pass it will continue
to evolve, and may take on a significantly
different personality than it has now.
If there is anything happening that is
going to shape this evolution, it is that
time never stands still. As timeless as our
Comanches may be, unfortunately, that
is not the case with the owners! We are
seeing a transfer of caretakership at an
unprecedented rate as many of the more
“original equipment pilots” pass their
mounts on to the next group.
In looking at the membership numbers,
it is obvious that we have added many
new members over the past couple of
years. I can also look and see that there
are quite a few single digit membership
numbers still as active members. What
makes both of these groups want to
belong to the ICS? How do we as a society
best serve all of our members? These are
all questions that are looming in the
future. How do we evolve into the
unknown, without killing the known?
Please don’t just read these as rhetorical
questions … I expect your feedback!
ICS is THE International Comanche
Society. We are international, we are
multi-cultural, we are young, we are old,
we are everything in between … BUT…
we have a common bond (yes, we all love
Comanches, but as they say, that’s not
the answer I was looking for). We must
give to the society, in order for it to be
a thriving organization that we can take
value from. I have been asked why it is
important to belong to the ICS, when
information is available elsewhere. I have
answered in many ways, but I believe I
have had a revelation. I believe mem-
bership is not necessary for each of us
individually, but rather, individually our

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 specifi-
cally 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, approx-
imately 40 days prior to month of publication.

Send to: Kim Blonigen, Managing Editor at kblonigen@cox.net

Articles and photos may also be sent via U.S. Mail to:

2 Comanche Flyer SEPTEMBER 2011

membership is required for the Society,
and therefore required for the betterment
of each other as a group. As such, mem-
bership should not be taken lightly. I
believe it comes with a few more duties and
responsibilities than simply sending in
your dues every year. Don’t think of mem-
bership as simply a right to get a magazine,
or access to a web site, or a license to con-
tact someone on the other end of a phone
line or on a computer, that you can call
for help from time to time. Without other
members giving to the Society, these
would not be available. The people who
take the time to do all of these things are
relatively few, and are a very small
percentage of the group as a whole.
With that said, my charge to each and
every one of you is very simple. Everyone
has a skill, and everyone has some extra
time. Make it count, and enrich your
society. How? Let’s start with articles
for the magazine. If you have a flight
training experience, a trip experience, a
technical tip, a human interest story, a
great picture of your Comanche for the
cover, send it in. Submittal instructions
are usually on the same page as the
president’s column. If you don’t have the time, and I, as well as your ICS officers
time to write a full article, take time to and board members, will be working to
participate on the ICS forums, either see that it continues. I hope that you will
asking questions, or answering them if join me in opening up and enhancing the
you feel qualified. Everything that is channels of communication. I hope you
written there is searchable and is will get involved with the Comanche
archived for everyone’s future use. Make community, get involved with maintaining
an effort to get involved at the tribe level. your aircraft, and get involved in ICS.
Organize technical seminars, social Most of all, I hope you get your airplane
outings, or sponsor a fly-in. Volunteer out of the hangar, and go fly! Enjoy the
for an office (trust me, its easier than wonder of flight as only a Comanche or
getting railroaded because you are the Twin Comanche can deliver.
only one who didn’t take a step back As always, fly safe.
when they asked for volunteers to step Happy Comanche’ing!
forward), and learn how ICS works so Zach Grant
you can move up the ladder to other
duties in time.
ICS Past Presidents
As we go forward in the coming year,
you will probably hear about many more 2009-2010 Bernie Mazurek
opportunities, and you may have an idea
2007-2008 Dave Fitzgerald
that could be the next great thing. Don’t
be shy, speak up, carry the torch, and 2006 Lawrence Paratz
contribute. After all this is OUR society. 2005 Karl Hipp
The president, the other board members, 2004 Skip Dykema
and all of the tribe officers work for YOU, 2003 John Van Bladeren
but we can only do so much. 2002 Larry Rackley
ICS is doing a credible job supporting 2001 Robert Noble
the fleet. It is getting better all of the
2000 David Buttle
1999 Roy Roberts
1998 Harley McGatha

AIRCRAFT
1997 Charles Wiseman
1996 Bryce Campbell
1995 Jess Bootman

COVERS
& ENGINE PLUGS
1994
1993
1992
Chuck Medicus
Dale Vandever
Bill Jackson
1991 Martin Busch
1990 George Burson
TOLL FREE: 1989 William Creech
800.777.6405 1988 Jim Fox
1987 Pat Rowe
1986 Ted Peifer
1985 Bill Shank
1984 Jerry Irvin
1983 Bill Stanyer
1982 Norn Berneche
1981 Ben Kitchens
1980 Jack Holaway
1979 Larry Larkin
1978 Clifford Younger
1977 Art Shriver
phone: 408.738.3959 fax: 408.738.2729 e-mail: bruce@aircraftcovers.com 1976 Mike Keedy
1975 George Smith
WWW.AIRCRAFTCOVERS.COM
1974 Paul Rechnitzer
Bruce’s Custom Covers, 989 E. California Ave. Sunnyvale, CA 94085 1973 Andy Speer

SEPTEMBER 2011
C O M A N C H E
Cover Story: Comanche Spirit

The Vegas Viper:

My “All New”
Customized
Comanche 250

4 Comanche Flyer SEPTEMBER 2011

Spirit by David Lessnick, ICS # 15929
I
recently finished a total refurbishment
… scratch that … a complete redesign
of my 1964 Piper Comanche 250.
There is an awful lot that goes into a
project like this. The major questions I
first had to answer were:
David, with his new and improved Comanche 250, the Vegas Viper.
SEPTEMBER 2011
1. Is it “worth it” to invest a significant
amount of money in a plane that is 45
years old and has a current “market
value” of approximately $55,000?
2. What avionics package should I install?
3. Who should I trust with the interior
design and exterior paint?
It’s been a long, involved, interesting
and incredibly rewarding journey. I’ve
spent hundreds of hours doing research;
witnessed my plane torn apart looking
more like a downed robot, with its wires
dangling, than a slick flying machine;
and flown over 14 states from one end
of the country to the other transporting
it to the shop I selected to do the redesign.
The final result is an airplane that quite
possibly may be the most customized
single-engine, four-seat airplane in the
world. This is my story.
5
How It All Began
Plane & Pilot, AOPA, Flight Training,
Aviation Safety, IFR Magazine – I have
subscriptions to them all, and over the
last few years I read about the glass panels
offered in light GA aircraft. Next came
the articles about the new airplanes that
promised to fill the skyways over the
next decade called VLJs (Very Light Jets)
and they set my imagination on fire. For
about a million dollars, I could own my
own jet. I was soon consumed with the
idea and started learning as much as
possible about the offerings that were
about to come to market – the SJ30,
Honda Jet, Piper Jet, Cessna Mustang,
Diamond Jet and Cirrus Jet.
In 2008, I flew to the AOPA convention
where I visited Piper Jet but became
intrigued with two other VLJs, the
Diamond D-Jet and the Cirrus Jet.
Besides the seductive new VLJs, the other
planes that grabbed my attention were
a new light sport aircraft called the ICON
A5 and the AOPA sweepstakes airplane,
a 1970 Piper Archer. The ICON A5 looked
like a piece of sculpture from every angle
and the interior looked like a Porsche or
BMW. The AOPA sweepstakes plane had
a gorgeous paint scheme, a glass panel
with the Aspen PDF as its centerpiece
and handcrafted sport seats that were to
die for. It certainly opened my mind as
to what can be done to make an older
aircraft look better than most new aircraft
being offered. I left without placing a
deposit on a VLJ, but not empty handed.
I purchased a Garmin 696 to replace my
396; what a great piece of equipment! I
purchased IFR approach plates, added
the XM entertainment package and kept
my WX weather that I had on my 396.
Admittedly, I have a bit of an obsessive
personality. After the AOPA convention,
I was going to own a VLJ. While I was
soaking up all the information I could
about the Cirrus Jet and the company in
general, I kept flying my trusty old Piper
Comanche around the Southwest. I use
it almost exclusively for business and
have real estate holdings in Las Vegas,
Mission Beach, Calif., Phoenix, Ariz. and
Park City, Utah. I typically fly to one
of these destinations three times a
month, and as my Comanche attains true
airspeeds between 150 and 160 knots,
depending on the altitude and
temperatures I’m flying at (typically
between 9.5 and 12.5), my flight times
vary between one hour and thirty
minutes to two hours and forty-five
minutes. Not too bad considering I block
out my fuel burn at 12 gph. I actually
LOVE my Comanche. It’s relatively fast,
handles like a Ferrari, has plenty of power
while being stingy on fuel, has tremendous
range and payload, can easily fly in the
mid-teens, and the overall operating costs
are very reasonable. I fly approximately
200 hours per year, and by my
calculations, it costs me $125/hour in
all. Not too bad for a 185 mph airplane!
A Change in Plans?
Late in 2008 I was still hot about
owning the Cirrus Jet when the global
seizing of the credit markets began. My
business was negatively impacted
immediately, and of course the financial
crisis didn’t just affect me. The shock
waves reverberated throughout the world,
and no industry was left untouched.
General aviation also was hit hard;
overnight the world had changed for the
airplane manufacturers and their
suppliers. While everyone kept a good
game face, the fact was (and still is) most
of the VLJ programs were in precarious
situations. The “million dollar” jet was
going to be closer to a “two million dollar”
jet if and when it ever got produced. This,
combined with the fact that my income
had drastically changed, caused me to
reassess my plans.
Given my new financial reality, my old
trusty Comanche was looking better and

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

Comanche Flyer SEPTEMBER 2011

better. Then Garmin announced a glass
retrofit called the G600 – a smaller
version of their successful G1000 that
could be installed in Part 91 aircraft. Not
too much longer after that, they
introduced the G500 – basically the G600
minus the synthetic vision and a few
other options. The base price of the G500
was $15,000 and the synthetic vision
upgrade was another $5,000. Garmin
offered the G500 to directly compete
with the Aspen line of products which
was soon to offer a certified MFD to go
along with their already certified PFD.
Now I had options. What made life even
more exciting for me was that JPI
instruments was offering an upgraded
glass display which would easily plug into
my existing 700 engine monitor. For
about $1,500 I could have a fantastic
engine monitor display that would even
show my RPM, manifold pressure and
percentage of horsepower. I could
basically have the same glass (albeit on
a smaller display) cockpit that the newest
planes offered at a fraction of the cost!
When it came to spending money on
51Papa, I’ve always spent it on the engine,
airframe and avionics – in that order.
Since I’ve owned it, I’ve upgraded from
SEPTEMBER 2011
an old generator system to an alternator,
changed out the old style two blade prop
for a new three blade (huge difference
by the way), switched out the old
mechanical tach for a digital one, mounted
my Garmin 696 loaded with all the options
available, and swapped out the original
wing tips for newer ones. As much as I
would have liked new paint and interior,
I knew it would be a major capital expense
and wouldn’t make it perform any better
or safer. But, I was becoming more envious
of the slick looking newer airplanes. I
started to daydream about what my 1964
Comanche could look like if I did a spinner
to tail restoration.
Have I mentioned that once I set my
sights on a goal I can be quite obsessive?
I started to scour the internet for aircraft
interiors that inspired me. Unless you’re
flying in a G5, the interiors are very bland
and utilitarian in their design. I started
to see a lot of “little” features that I
wanted to incorporate into my design
and began to keep a journal of what I
wanted. I was starting to really convince
myself that with the proper planning,
partnerships, and execution, my antique
Comanche could transform into
something quite special. But was it wise
to invest the dollars required to create
my dream in such an old airframe, or
was I better off using those same dollars
towards a new plane?
The Investment Decision
After some napkin math, I estimated it
was going to cost me in the neighborhood
of $70,000 to $80,000 to upgrade 51P in
the manner I wanted. This was for a
complete avionics upgrade, top of the line
paint including clear coat, a complete
custom interior and some airframe
modifications including wing root fairings
and newer style wingtips. In approximately
two years, I’d be looking at spending
another $30,000 for an overhauled engine.
The total investment I was envisioning
was going to be close to $110,000; add in
my initial acquisition cost and the
modifications I’ve already made and I
was coming close to having $200,000
invested in a plane that as-is, was only
worth $55,000. From a practical and
strictly “return on investment” analysis,
this didn’t make sense. After all, I would
NEVER invest over $100,000 (in addition
to initial purchase price) in a piece of real
estate that was only worth half that in the
current market. Or would I?
 The backseat interior before (left)
and after (below).

The exterior before and after (below).

The Viper's new

modern panel.

The airplane gutted dur-

ing the refurbishment.

8 Comanche Flyer SEPTEMBER 2011

 The one thing I know that all of us
airplane lovers share is the amazing
ability to rationalize the amount of time
and money we spend on our passion. I
typically think of return on investment
in dollars and cents. But what about pure
enjoyment? The latter is much harder
to create a metric for, but none the less
is important – at least when we are
talking about airplanes (wink). Getting
back to my original question, if I knew
I was going to keep a property for a long
time and that it would bring me years
of enjoyment and satisfaction, I would
invest money in it knowing that I would
never recoup the money if I had to sell
it in the near future. The final question
I had to answer was, what other air-
plane could I buy if I sold my Comanche
for the market value of $55,000 and
added the $110,000 I was willing to
invest in it? You can see where I’m going
here … I’d have $165,000. Sounds like
a lot, and it is … if I were buying a car.

SEPTEMBER 2011 9
But, even in today’s market, you don’t
get an awful lot of airplane for $165,000.
The Comanche is a great and proven
airframe and I am very familiar with all
of its systems and flying characteristics.
I realized that I could invest the $80,000
now and $30,000 in a few years for the
new powerplant and end up with a
uniquely customized plane exactly the
way I want it. What an opportunity! My
decision was made. I told you we airplane
lovers are good at rationalizing this stuff!
The Avionics
I had quickly narrowed the field to two
systems – Aspen and the Garmin G500.
After spending hours reading articles about
each system, visiting their respective
websites, participating in several internet
forum sites and reading user posts about
their experiences with each system
(although at the time, the Aspen MFD was
not installed in any aircraft yet and therefore
no one had any real world experience they
could share), I really liked the Aspen but I
was drooling over the Garmin G500 with
the synthetic vision option.
My panel makeover was at the same
time Aspen was getting their MFD certified
and they were offering an attractive rebate
for any customer who ordered both their
PFD and MFD units (pro-series). The
significant rebate caught my attention. In
addition, I really liked the fact that if I
went with the Aspen PFD and MFD pro,
I could remove the back-up instruments
that I would need to keep if I went with
the Garmin. I also liked the idea of having
two independent AHRS with the Aspen
system (this is one reason why back-up
instruments could be removed) and the
ability to turn my Aspen MFD into a PFD
should my PFD fail for any reason. After
a final consultation with Dwight, the
owner of the Sunrise Mountain Avionics
in Las Vegas, he assured me I would be
very happy with either system. I decided
I could live without the synthetic vision
and committed to installing the Aspen
two display system.
Dwight ordered the Aspen PFD1000
and MFD1000. We then learned that if I
wanted to remove my back-up gauges, I
would have to purchase an external
battery backup from Aspen. It was a
relatively small additional cost so I gave
Dwight the approval for it. However, after
Dwight spoke with an Aspen tech prior
to them shipping, he learned that the
battery requires annual servicing and a
diagnostic check before every flight. If the
battery check fails, and you removed your
Comanche Flyer
back-up gauges, then you can’t legally fly.
Aspen suggested I would be better off
keeping my steam gauges and forgoing
their back-up battery solution at this time.
That was a game changer for me. I was
going to have to keep back-up steam
gauges no matter what system I chose.
However, if I went with the G500, I would
have my coveted synthetic vision. And,
if I purchased a GDL69-A (a refurbished
one from Garmin is about 60% of the cost
of a new one and still comes with a full
one-year warranty), I could sell my 696
for approximately $2,800. Plus, the G500
allows me the option to have geo-
referenced approach plates. The drooling
began again so I cancelled my Aspen
order and went with the G500 with
synthetic vision and the refurbished
GDL69-A. In addition to the G500, I also
purchased the new 830 display from JPI
Instruments. This takes the place of my
current 700 display while utilizing my
existing harness and only costs $1,200
as a trade up. It’s not a primary display
unit like the 930, but I had to draw the
line somewhere.
Now that I was going with the G500,
Dwight and I took a good look at my
existing panel in order to determine if
we could alter it to accommodate the
new equipment or needed to design and
cut a completely new panel. At the end
of the day, he felt it would be easier and
more cost effective to start from scratch.
After about 100 hours, my panel was
reborn and ready to be taken out for its
first stroll around the neighborhood.
Ready for Interior and Paint
Remember that AOPA sweepstakes
plane I referred to earlier… the one with
the really nice paint, seats and interior?
Well, I was so impressed with that
restoration that I wanted to know what
shop was responsible for the amazing
transformation. It was a shop called
Oxford Aviation, and as luck would have
it, it was located just about as far from
Las Vegas as possible – in Oxford, Maine.
When I committed to refurbishing
51papa, I knew I wanted Oxford to do
the work. While it was love at first sight
when I saw the AOPA Archer, I still
needed to do some due diligence and
make sure that they were as good as they
appeared to be. There were several key
criteria that I was concerned about:
1. Was the shop reputable and did they
have professional facilities to
accomplish the work needed?
2. Did the shop have a lot of turnover or
did they have a veteran team in place?
3. Did their price represent a fair value?
4. Would I enjoy the experience of
working with them?
After a bit of homework, I learned that
Oxford had an outstanding reputation
and had done several involved makeovers
for AOPA over the years. I called and
asked them to send me some information
about their facilities and some of the
projects they’d recently completed.
Within days I had a two-inch thick binder
filled with information and lots of
pictures. They have painted many
Comanches over the years and had state-
of-the-art facilities with multiple stripping
bays and properly ventilated painting
bays. I also learned that they had been
in business for over 20 years and had
many employees that had been there for
15-plus years. Next, I asked them to send
me a quote for painting my Comanche
and installing the same exact seats that
they used in the AOPA Archer. I was
concerned about a good value, not the
cheapest price.
The quote I received was very
thorough and Oxford owner Jim
Horowitz spent a lot of time with me on
the phone going over all that was
involved in an Oxford paint job and
interior installation. After a few calls
with Jim, I knew that the price quoted
was indeed a good value, and just as
important, I knew that Jim was someone
I would enjoy working with. When tackl-
ing a job of this magnitude, both in sheer
amount of work involved and dollars I
was committing, it was paramount for
me to feel comfortable with the team I
was entrusting the project to.
Another key resource I used to educate
myself about the project was looking
through the hundreds of postings on the
two popular online Comanche forums.
It was the single best way I was able to
get up to speed and learn the right
questions to ask. And ask I did! Jim was
very patient while I peppered him with
question after question, and he answered
all of them completely. I loved it when
Jim said to me without any hesitation,
“David, we will make sure your plane
exceeds any expectations that you have.”
Jim was so confident with his statement,
I knew it wasn’t just a sales pitch. I had
indeed found the right shop!
Let the Work Begin
The first meeting was with Jim and his
beautiful wife and head of Oxford’s
interior department, Louise. I had a
frequent communication, including many
SEPTEMBER 2011
emails with a lot of pictures of my ideas,
in the months leading up to my arrival,
so Jim and Louise were up to speed with
my vision. I also came prepared with a
typed-out list of new ideas and the three
of us quickly dove into the design idea
phase. Jim and Louise quickly saw the
passion that I had for my plane, and Jim
commented that in all his years in
business, no other customer had ever
come to him with an entire design plan
laid out. He was genuinely inspired by
my ideas and passion, and his creative
juices started to flow. By the end of this
first two-hour meeting, Jim had
committed to personally oversee the
Vegas Viper project – something he
hadn’t done in years. Louise also jumped
right in and started to put together a
color and fabric board. This was going
to be fun.
By the end of the first day, I had
personally met with the head of the paint
shop, lead mechanic, and several of
Oxford’s interior craftsmen who were
going to bring the Vegas Viper to life.
The day simply couldn’t have gone any
better, and I knew I had made the right
choice in Oxford. I wished I could stay
at Oxford and be part of the daily
transformation. Jim promised me that
he would be in contact weekly, if not
daily, and send a lot of photos. The Vegas
Viper was about to be born!
With all the amazing communications
technology in today’s modern world (i.e.,
Skype, digital photography, email, texting,
etc.), the long distance gap was almost a
non-factor. Jim, true to his word, kept
me updated on almost a daily basis with
a phone call, emails, and most importantly
a ton of progress pictures. I did my part
by sourcing out all the vendors I wanted
to use for the different upgrades (yolks,
side panels, lighting, etc.) which made
it much easier for Oxford to concentrate
on the heavy lifting. I basically acted as
a full time project consultant. I’m not
sure how other shops would handle this
type of symbiotic client-shop relation-
ship, but Oxford Aviation not only
welcomed it, but embraced it. The ease
of working this way together made all the
difference in both the final outcome and
just as important, ENJOYMENT of this
enormous project.
Delivery Day
Work on the plane officially began on
Monday October 19, 2009. On January
4, 2010 my girlfriend, Nancy, and I were
on a plane headed back to Maine to pick
SEPTEMBER 2011
up the Viper. Jim thought it would take
a couple days to button everything up
before he could turn over the keys. I was
fine with that and happy to have the
opportunity to be “hands on” for the
finishing touches.
After a much different and longer than
expected experience (the airplane was
awesome, it was something else more
out of a Hollywood movie plot) that is a
much longer story than can be explained
here, we left later than anticipated and
headed back home to make the Death
Valley/Furnace Creek Comanche Fly-In
so I could show off the Vegas Viper for
its first debut. After brunch all the
Comanche owners made their way back
down to the airport and after many “oohs
and ahs,” my ego was massaged
thoroughly and we took off for the
45-minute flight to Las Vegas. If I had
been wearing a shirt with buttons, no
doubt I would have popped a few with
my chest puffed up with pride.
To recap, my Comanche went through
basically a complete airframe restoration.
My landing gear was completely
overhauled including a new wiring
harness and squat switches from Matt
Kurke. New wheels after bead blasting
uncovered some damage, so a new,
serviceable shimmy dampener was
installed along with new steering arm
rollers. My stabilator horn assembly was
completely overhauled by Denny Haskins
and then shipped and installed at Oxford.
I had a “super” annual done with every
rivet inspected and three cracked rivets
repaired with flush patches thanks to
Hans Neubert. My brake master cylinder
was overhauled and new wing tips and
HID landing lights were installed. A brand
new glass panel was put in and every
piece of the interior was pulled out,
customized and refit. Every control
surface had been removed from the
airframe, and the exterior was repainted.
I don’t think there was one inch of the
plane left untouched! Other than redoing
my fire wall forward, it was very much
like building a plane from scratch . . . in
some aspect, even more challenging.
Truth be told, I was expecting to have
a big list of squawks after flying the Viper
back across country. To my surprise, and
as a testament to Oxford’s quality, there
were relatively few issues and most were
minor. Again, any issue I had Oxford
quickly helped to fix it even if it meant
them paying my A&P in Las Vegas to
troubleshoot and fix any unsatisfac-
tory item. It was so nice to deal with
individuals and a company that stand
by their work and go above and beyond
to make sure the customer’s expectations
are exceeded.
The Viper Wins Awards
Fast-forward seven months to July and
it was almost time for AirVenture in
Oshkosh. I had never attended before and
could barely contain my excitement. I
was told how tough the judging was there,
not to mention the competition. All that
aside, I intended to have the Viper judged
and let the chips fall where they may.
The 2010 Oshkosh was quickly named
“Sploshkosh.” I was one of the last planes
to land before they diverted all other
aircraft to surrounding airports due to
the fact that the fields were too wet to
park any more aircraft. The Viper ended
up coming away with top honors for all
PA-24s. I have to give a shout out to Lee
Hussy who is also an ICS member and
owns the most beautiful Comanche 400
in existence. He ended up winning an
award for “best customized.” While my
paint, interior and panel may have been
a few levels up, his firewall forward was
about 20 levels past mine. I got a lot of
ideas after seeing Lee’s engine
compartment and am looking forward to
doing my firewall forward restoration
complete with a zero time factory reman.
I flew the Viper to the 2011 Sun ‘n Fun
and came away with top honors. The
only award I still covet and will finish off
a hat trick is an award from the
International Comanche Society.
Lessons Learned
If I wrote about everything I learned
through this process, I’d fill up the entire
magazine. Probably the biggest single
thing I’d do differently is to allow for
more time to thoroughly troubleshoot
the plane when I went to pick it up. In
the perfect scenario, I would have given
myself two full weeks, especially given
the fact that all the work was done over
2,000 miles from my home base.
At the end of the day, I wanted to
create something that inspired aircraft
owners whose airplanes were getting a
bit long in the tooth to get creative to
give their respective airplanes a new
life. I don’t have anything against the
modern era of aircraft like Cirrus and
Columbia, but I will share that every
aircraft mechanic who has seen the
Vegas Viper has made the same
comment, “I’d take this plane over any
new one on the market.”
Mission accomplished.
It’s Not to Late to Sign Up!
Comanche Pilot Proficiency Programs
T
he following Comanche Pilot Profi-
ciency Programs (CPPP) have been
scheduled. Mark your calendars
if these programs will be in your area.
(KPDT)
Hotel: Knights Inn, rates are $45 -$55,
plus tax. Call (541) 276-3231 for reser-
vations, and tell them you’re with the
CPPP/CFF ICS group.
Ground transportation between the
hotel and airport will be furnished.
The classroom will be at the EAA facil-
ity inside their hangar. Aircraft parking
will be at the Terminal bldg. Fuel is avail-
able from Pendleton Aircraft Service,
(541) 276-1441. Other airport info is
available on Air Nav. Plan to arrive
Thursday evening, as ground school will
begin at 8:00 a.m. on Friday morning.
Hotel: Holiday Inn Express Hotel,
Shawnee Bypass, Muskogee, Okla. Room
rates are $95.00, plus tax. For reserva-
tions, call (918) 687-4224 (a free call);
Comanche Flyer
and tell the hotel you are with the ICS
group to get this discounted group rate.
Ground transportation between hotel
and airport will be furnished. Our host
will be ICS member Robert Fox, class-
room and activities will be in his hangar.
Aircraft parking at the main terminal.
See Air Nav for MKO airport details. Plan to
arrive Thursday evening as ground school
begins at 8:00 a.m. on Friday morning.
All programs include eight-plus
hours of ground school and lab systems
training. Fridays are ground school day
beginning at 8:00 a.m. On Saturday and
Sunday, approximately four hours of
personal instruction in your Comanche
are completed with a Comanche Flight
instructor. Each full course attendee
(Flight/Ground) will have the opportu-
nity to earn an IPC and Flight Review
and get Wings Program credit.
Lunches are included on Friday and
Saturday at the airport. Evening meals
are on your own, usually with other
Comanche people.
Cost for the full clinic is $850, which
includes flying and complete ground
school and systems lab training. A $50
discount is given if paid in advance (30
days prior to the clinic course start date).
Ground School ONLY attendance is
available (no flying with an instructor)
for a fee of $425. A $25 discount is
given if paid in advance (30 days prior
to the clinic course start date).
The full course and ground school only
course fees include over $150 worth of
Comanche-specific CPPP course books.
This cost is included in the course fee.
There is no additional charge for these
Comanche-specific books and manuals
for your particular airplane.
It is a requirement that the certificate
of insurance and insurance papers are
included with the course registration.
Registration forms and instructions
can be downloaded on the ICS web site,
under “News” and by clicking on the
“CFF” tab. After the forms are filled
out, please mail it with the payment
(check only) payable to CFF/CPPP to
CFF/CPPP, c/o Dennis Carew, 3316 N.
Ranking St., Appleton, WI, 54911.
Questions may be directed to Dennis
Carew via email at capt.carew@gmail.
com or by telephone at (920) 749-9558.
SEPTEMBER 2011
Service Clinic Organized for
All Comanche Aircraft
PA24-180, PA24-250, PA24-260,
PA24-400, all PA30/PA39s
Discounts Run Out September 16!
T
he CFF/CPPP has organized a
Comanche Service Clinic at RFD
on Friday and Saturday, October
7-8, 2011. This is a maintenance/ser-
vice clinic for ALL Comanche aircraft,
their owners, maintenance personnel and
Comanche pilots.
Heritage Aero will be the host FBO
and provide classrooms and mainte-
nance shop facilities for this service
clinic. Heritage Aero is located on the
northeast corner of the RFD airport.
See Air Nav for RFD airport details.
We will be staying at the Holiday Inn,
7550 State Street, Rockford, Ill. For res-
ervations, call (815) 398-2000 (a free
call) and ask for the Heritage Aero dis-
counted rate of $69.95, plus tax.
Part I of the clinic will focus on the
Comanche maintenance and systems
seminar and will be on Friday from
8:00 a.m. to 5:00 p.m. It will cover such
topics as the proper care and feeding
of your Comanche, important FAA
maintenance regulations, aging aircraft
topics and issues, common and misun-
derstood maintenance issues, 100-hour/
annuals, most critical ADs, their proper
compliance, correct paperwork, air-
craft systems, log book organization/
content workshop, cost saving tips,
latest on tail issues, etc. You will be
able to pick and choose which por-
tions of Part I are of most interest to
you or participate in the whole main-
tenance/systems seminar.
With Part II, on Saturday, October 8,
you will have an opportunity to survey
your Comanche with an ICS technical
director. The survey will be conducted
with the owner, his/her maintenance
person, and an ICS technical director.
The comprehensive survey of your
Comanche will include aircraft systems,
landing gear survey, flight controls,
engine, etc. You can participate in your
Comanche survey, discuss the survey
SEPTEMBER 2011
results, and receive a written report of
the survey from the surveying ICS
technical director. The Comanche sur-
vey will take approximately two hours
and will be scheduled into a time slot
when payment is received.
All Comanche owners and their
maintenance personnel are encouraged
to attend, learn, and participate. The
maintenance seminar and aircraft sur-
veys will be led by ICS Technical
Directors Zach Grant and Cliff Wilewski
and supported by the staff and facilities
of Heritage Aero.
The cost of seminar (Part I only) is
$350.00; the cost of Part II, the
Comanche aircraft survey with the ICS
technical director is an additional
$325.00. Both Part I and Part II, the
entire service clinic and aircraft sur-
vey, is $675.00.
Sign up for Part I, Part II or the entire
clinic. There are a limited number of
slots for Part II; they will be allotted on
a first-come first-serve basis. Early paid
registration will receive a $25.00 discount
for EACH PART they are registered in,
provided advance payment is received
on or before September 16, 2011.
Lunch will be furnished on Friday
and Saturday; all other meals, hotel and
other expenses are NOT included.
Payment can be made by check,
PAYABLE to CFF/CPPP and mailed to
Dennis R. Carew, 3316 N. Rankin Street.
Appleton, WI 54911. Please indicate on
your check which part you are signing
up for – Part I, Part II or all.
Should you have any questions or
desire additional information, please
contact Dennis Carew at capt.carew@
gmail.com or (920) 749-9558.
WARREN GREGOIRE & ASSOCIATES LLC
1933 DAVIS STREET, SUITE 276
SAN LEANDRO, CA 94577
VOICE 510-633-9353, FAX 510-633-9355
WEBSITE www.warrengregoire.com
 2011-2012 ICS Board Of Directors
President: Secretary: Past President:
Zach Grant, ICS #15515, NC Tribe Peggy Harmon, ICS #15079, SW Tribe Bernie Mazurek, ICS #7947, NC Tribe
6736 Chapel Hill Rd. 1491 Northridge 41816 Rayburn Dr.
Indianapolis, IN 46214 Prescott, AZ 86301 Northville, MI 48168-2085
Cell: (317) 201-4293 Ph: (734) 420-2691
Ph: (928) 717-2630
Email: L1011jock@sbcglobal.net Cell: (734) 717-4946
Email: pegharmon@cableone.net
Email: bmazurek@aol.com
Vice President
Bob Cretney, ICS #2269, SC Tribe
Treasurer: CFF President: (non-voting)
Pat Donovan, ICS #12246, MS Tribe
428 McDaniel Rd Lorne Harmon, ICS #12436, SW Tribe
421 Piper Ct.
Ferris, TX 75125 1491 Northridge
Troy, MO 63379
Cell: (214) 725-6584 Prescott, AZ 86301
Phone: (636) 462-8370
Email: bob.cretney@lecwireless.com Ph: (928) 717-2630
Email: pa24pilot@centurytel.net
Email: flying@cableone.net

Tribe Representatives and Chiefs

Southeast: South Central: Europe:
Tribe Chief/Tribe Rep Sally Williams, ICS #15620 Tribe Chief/Tribe Rep Bob Cretney, ICS #2269 Tribe Chief/Tribe Rep Ben Ayalon, ICS #14048
103 Lost Bridge Dr. 434 McDaniel Rd 8 Sherrards Mews, Rectory Road
Palm Beach Gardens, FL 33410-4469 Ferris, TX 75125 Welwyn Garden City
Ph: (561) 625-0313 Ph: (214) 725-6584 Herts AL8 7AX United Kingdom
Cell: (561) 676-3884 Cell: (214) 725-6584 Ph: 44-0-1707-394540
E-mail: willia760@aol.com Email: bob.cretney@lecwireless.com Cell: 44-0-7774-759
Email: benjamin.ayalon@virgin.net
Northeast Tribe W. Canada:
Tribe Chief/Tribe Rep Pete Morse, ICS #16012 Tribe Chief/Tribe Rep Dean Harvey, ICS #16825 S. Africa:
104 Woodside St. 1536 Acadia Dr. S.E. Tribe Chief/Tribe Rep Russell Knowles, ICS #16469
Putnam, CT 06260 Calgary AB T2J 3B3 Canada Box 1114, Halfway House
Ph: (860) 928-3323 Ph: (403) 460-3141 (home) 1685 South Africa
Cell: (401) 636-1046 Cell: (403) 680-1004 Ph/Fax: +27 11 8052902
Email: pete.morse@rogerscorporation.com Fax: (403) 720-6565 Cell: +27827809228
Email: dcharvey99@hotmail.com Email: rusknow@iafrica.com
North Central:
Tribe Chief/Tribe Rep Jerry Jesion, ICS #14746 E. Canada: Australia:
26980 Coachlight Tribe Chief/Tribe Rep Stewart Campbell, ICS #16294 Tribe Chief/ Tribe Rep Ian Thomson, ICS #13680
Woodhaven, MI 48183 229 Yellow Birch Drive 36 Ian Road
Ph: (734) 692-6152 Kitchner ON N2N 2P4 Canada Mount Martha VIC 3934 Australia
Cell: (734) 626-2121 Ph: (519) 568-7491 Ph: +613-5988-4608
Email: nctc@jesion.com Email: sgcampbell@primus.ca Cell: +61-401-775-783
Email: ianirene@internode.on.net
Mid States:
Tribe Chief/Tribe Rep John Johnson, ICS #16644
3100 State Highway W 2010-11 ICS Standing Committees & Chairpersons:
Ozark, MO 65721
Ph: (417) 581-9196
Email: wbjohnsonii@hotmail.com Historical – Chair: TBD Flagship – Chair:
Communications – Chair: Cliff Wilewski, NC
Southwest: Dave Fitzgerald, NC Elections – Chair: Sally Williams, SE
Tribe Chief Chuck Parker, ICS #2297
1201 Linda Mar Blvd Technical Resources – Chair: Marketing/Membership – Chair: TBD
Pacifica, CA 94044 Zach Grant, NC Editorial Review – Chair:
Ph: (650) 355-0596 Finance & Budget – Chair: Zach Grant, NC
Cell: (650) 228-4186 Don W. Nelson, NW Editorial Committee:
Email: charlesparke@gmail.com
Bylaws, Standing & Special Rules – Chair: Zach Grant, NC – Chair
Northwest: Don W. Nelson, NW Bernie Mazurek, NC
Tribe Chief Dennis Springer, ICS #10237 Nominating – Chair: TBD Dave Fitzgerald, NC
4796 Drew St. N.E. Lorne Harmon, SW
Nominating Committee: John Johnson, MS
Salem, OR 97305
TBD Hank Spellman, NC
Ph: (503) 390-9444
Email: DJ8161P@comcast.net Fleet Airworthiness – Chair:
Dave Fitzgerald, NC
Tribe Rep Sec Shirley Nelson, ICS #14897
925 Ludwick Ave Fleet Airworthiness Committee:
Blaine, WA 98230 Hans Neubert, SW –
Ph: (360) 671-7388 Co-Chairman
Cell: (360) 305-0287 Dave Fitzgerald, NC –
Email: sanelson7@comcast.net Co-Chairman
Annual Convention – Chair:
Shirley Nelson, NW

Comanche Flyer SEPTEMBER 2011

 Cliff Wilewski
ICS TECHNICAL Ph: (815) 395-0500
CFF-Trained CFIs
DIRECTORS Cell: (815) 979-7785
E-mail: cliff@heritageaero.com
Pat Barry Certified flight instructors who have com-
Ph: (949) 362-1600 pleted a CFF approved training program
E-mail: 26981@att.net
on Pacific Time The International Comanche Society, Inc. (ICS) publishes this list
in the spirit of open discussion and the opinions, statements and
Bill Creech
Ph: (915) 581-3401 ICS TOOL LOAN claims made by the instructors are their own and not of the
Society (ICS). The listed CFIs have undergone an extensive training
Fax: (915) 581-6168
E-mail: BJC1946@aol.com
PROGRAM program specialized in the Comanches. ICS assumes no respon-
sibility for any actions between its members and the listed CFIs.
*No calls before 9:00 a.m. or after 9:00 p.m.
Mountain Standard Time.
Matt Kurke
10340 Regent Circle Roger Wentowski – AL
Hans Neubert Naples, FL 34109 Single, (205) 290-8401
E-mail: hdneubert@sbcglobal.net Ph: (239) 593-6944 rwentowski@btsal.com
on Pacific Time mkurke@comanchegear.com Todd Underwood - AZ (Phoenix/Prescott)
Single/Twin, (623) 202-6910
todd@atjeu.com
Bill Archer - AZ (Phoenix/Mesa)
Single/Twin, (480) 203-3043
flyawaboy@cox.net
COMANCHE FLYER FOUNDATION, INC. Sheldon Bresin – CA
Single & Twin, (909) 629-2626
Maurice Taylor Video Programs shellflycfii@verizon.net
Take advantage of Maurice’s expert knowledge, captured on these Kristin Winter - CA (Northern)
professionally produced videos. Great tools for mechanics, too. Single & Twin, (707) 477-4727
Kristin_winter@comcast.net
Program 1: Preflight Walk-around
Program 2: Tech Tips: A Closer Look Samuel Appavoo – Canada
Twin, (519) 524-7301
Program 3: Comanche Landing Gear appavoo@cabletv.ca
Program 4: Single Comanche Flight Tips Malcolm Dickinson - CT/NY
Program 5: Twin Comanche Flight Tips Single, (203) 698-2600
malcolm@malcolm.cc
(Programs 1-3 apply to both the single and twin models.)
Ira Menin – IA
All five programs on one DVD. Single, (712) 239-5142
DVD each $101.00 plus shipping (North America $4.00, elsewhere $7.00) iracomman@aol.com
VHS and PAL tapes are no longer available Charles Classen – IL
Single, (815) 269-2552
Books classaero@illicom.net
Into the Wind: The Story of Max Conrad by Sally Buegeleisen Larry J. Whitbeck - IL
Single, (217) 732-9704
Enjoy this account of the life and feats of legendary pilot Max Conrad, including skyhawk-2@hotmail.com
his record setting flights in our own Comanche N110LF. pb, 264pp. Zach Grant - IN (Indianapolis)
Price: $21.50 plus shipping (North America: $5.00: elsewhere: $12.00.) Single/Twin, (317) 201-4293
L1011jock@sbcglobal.net
PA-30 & Multi-Engine Flying by Alice S. Fuchs. pb, 68pp. Scott Spencer - IN (Indianapolis)
Price $9.00 plus shipping (North America: $2.00; elsewhere: $4.50.) Single, (317) 291-9792
aerokinetic@sbcglobal.ne
Please fill out to order Dave Stewart – IN
Please circle items above and indicate any multiple quantities. Single, (219) 462-0182
comanchedave@ATTB1.com
Item(s) cost: _______________ Add all shipping: _____________Order Total: _________________
Linda Dowdy – MN
Twin, (763) 753-1571
lindowdy@visi.com
Mail to: CFF c/o Shirley Nelson, George Richmond - NE (Omaha)
Single and Twin, (402) 350-1915
925 Ludwick Avenue, Blaine, WA 98230-5109 l49fe@cox.net
Telephone: 360-671-7388, Fax: 360-332-2743 Kevin C. Baun – OH
Twin, (740) 881-9878
kbaun@columbus.rr.com
Orlando Brown – OK
Enclose check or money order made payable to CFF. Single, (405) 376-4056
c172@worldnet.att.net
Ship to name: ____________________________________________________ William Harris – VA
Street Address: ___________________________________________________ Single & Twin, (540) 731-4772
City: ________________________________ State: ______________________ bill@motioncontrol.org
Zip Code: ____________________________ Country: ___________________ Steve Zaboji – VA
Single & Twin, (703) 471-1764
Telephone: ___________________________ E-Mail: ____________________ SZaboji@aol.com
Dennis R. Carew – WI
COMANCHE FLYER FOUNDATION, INC. Twin & Single, (920) 749-9558
Capt.carew@gmail.com
becoming a certified
Instructors interested in
or, cont act Zach Gran t, CFF Director of
instruct
bcglobal.net.
Training at L1011jock@s
SEPTEMBER 2011
letter to the editor
Comments on High Altitude Prop Settings

T
he Online Intelligence article
titled “High Altitude Prop
Settings” in the July 2011
issue of the Flyer was inter-
esting, but way too complicated. Let
me throw in my two cents worth.
From basic physics, Power = Force x
Velocity. For an airplane in cruise mode,
the amount of Force needed to over-
come Drag = Cd (Coefficient of Drag) x
Velocity x Velocity (velocity squared).
Re-writing the equation, Power = Cd
x V x V x V (velocity cubed).
Thus, if Cd is constant, the ONLY way
to increase velocity is to increase Power.
And if the Manifold Pressure is at its
maximum, and the mixture leaned to
best power, the ONLY way to increase
Power is to increase RPM. PERIOD!
Note that if one wanted to double the
airplane’s velocity, you would need to
increase the engine’s power by a factor
of (2 x 2 x 2) or 8! This is why reducing
the Coefficient of Drag is so impor-
tant (basic aircraft alignment, cooling
drag with improved cowlings, wingtip
drag with newer wingtips, antennas,
temperature probes, etc.), in the quest
to improve aircraft performance.
Frank Brunot, ICS #16500
Editor’s Note: When reviewed by ICS
Technical Directors, they commented:
Though true of power, thrust is
what makes a plane move, and so
merely increasing power is only part
of the equation. How efficiently that
power is turned into thrust is equally,
if not more important, than power
produced.

Heritage
Aero, Inc.

Your Midwest
Comanche
Specialists
www.heritageaero.com
815-395-0500
815-395-9044 (fax)
1651 Grumman Drive
Rockford, IL 61109

Comanche Flyer SEPTEMBER 2011

 PA referred
irparts
Chosen for value and service

New Surplus Parts

for all Pipers
PA-18 through Cheyenne

• Airframe Parts
• Accessories, bellcranks
• Bushings, cowling
• Cables, gears, spars
• OHC Rotables
• Propellers .com/props.htm
• and a whole lot more!

Discounts from
25% to 85% off list price

FREE online parts search

www.preferredairparts.com
Due to the size and diversity of our
inventory, we need P/N’s from you.
Items to help complete your order:
Champion Oil Filters
Donaldson Air Filters
AN, MS, NAS Hardware

Preferred Airparts, LLC

Division of JILCO Industries Inc.

11234 Hackett Rd, PO Box 12

Kidron, Ohio 44636 USA

800-433-0814
Toll free US and Canada

330-698-0280 PH
330-698-3164 FAX
$1370 $1785
sales2@preferredairparts.com

We Buy
inventories of parts for nearly
anything, also tired or damaged
Cessna twins, Caravans,
Citations, engines and propellers.
MADE IN USA
PHONE: (954) 966-7329 FAX: (954) 966-3584
5614 SW 25 St., Hollywood, FL 33023
WEB: www.survivalproductsinc.com
EMAIL: sales@survivalproductsinc.com

SEPTEMBER 2011
 INTERNATIONAL
COMANCHE
KEEP YOUR
SOCIETY, INC. MEMBERSHIP GOING!
You know how valuable the International Comanche Society has been to you for helping you learn about and enjoy
your Comanche airplane, both singles and twins, providing a high-quality magazine, and for the camaraderie you’ve
experienced among your fellow members. Don’t let your membership lapse or miss a single issue of Comanche Flyer!
And for convenience, we are now offering multiple-year memberships! Fill out the renewal form below, and e-mail, fax,
or mail it back to us, and keep enjoying the International Comanche Society!
---------------------- PLEAS E PRI NT ----------------------

Name: __________________________________________________ ICS Number: ___________________________________________

Address: ______________________________________________________________________________________________________

City: ____________________________________________State: _________Zip: __________________ Country: ___________________

Telephone: ______________________________________________ Fax: __________________________________________________

E-Mail: _______________________________________________________________________________________________________

Aircraft Model: _____________________________________________Based Airport Identifier: ___________________________________

Registration/Tail #: __________________________________________Serial #: ______________________________________________

Renewal Selection Spousal Renewal

U.S., Canada, Mexico* UK and Europe** Australia, South Africa, other Spouse’s ICS# ____________________
One year – $69 One year – $95 One year – $83 One year – $34.50
Two years – $130 Two years – $182 Two years – $158 Two years – $65
*Includes second-class mailing of the Flyer
**Includes $9 returned to the EU tribe for communications

YOUR SPOUSE CAN JOIN, TOO!

One of the beauties of owning and flying your own airplane is the quality time you get to spend with your spouse, traveling to
new destinations or social events, and filling the memory book for years to come. Your spouse can also join the International
Comanche Society for only $34.50! 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: ________________________________________
-------------------------- PLEAS E PRI NT --------------------------

Spouse’s Name:_________________________________________________________________________________________________

Address: ______________________________________________________________________________________________________

City: ____________________________________________State: _________Zip: __________________ Country: ___________________

Telephone: ______________________________________________ Fax: __________________________________________________

E-Mail: _______________________________________________________________________________________________________

Spousal Membership
One year – $34.50 Two years – $65

PAYMENT INFORMATION (Please total all selections)

MC Visa 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.
 Tip Tank Kits
Extended Range, Gross Weight
Increase, more useful load, Lower
Engine & Airframe Maintenance
FAA approved installation kits in stock.
Distributors for JP Instruments,
Whelen Lighting, and Shadin
Extended discount pricing
for ICS MEMBERS
Get Oiled
Before You Start!
Install an Oilamatic
Aircraft Engine Preoiler
REDUCE ENGINE WEAR!
Up to 70% of engine wear
is caused by insufficient
lubrication during start.
Certified on Comanches
and Twin Comanches
http://www.oilamatic.com
SEPTEMBER 2011
let’s Keep ’em
Flying!
Engine Baffles
Replacement
Landing Gear Wire
Harness Kits
Stabilator
Services
Conduit and
Harness
Installation
Service
SOUTHWEST FLORIDA
www.comanchegear.com
877-593-6944 Toll-Free
239-404-7524 Cell
update Your old Comanche Panel
Make room for a MFD
Update your panel to a standard “T” configuration. Add space for
new electronics. All panels computer drawn and laser cut.
‘58-60 Centerstack Conversion $950.00 (Fully STC’d)
‘61-68 Single or Twin $825.00 (Fully STC’d)
Contact: John Van Bladeren at:
ron & John’s Comanche Service
 twenty-four
People, nine
Comanches,
Fifteen Days
Editor’s Note: Last month’s
issue of Comanche Flyer
followed the first part of a
15-day adventure through New
Zealand of some members of
the Australian Tribe, as well as
a few ICS members from the
United Kingdom and United
States, as told through the daily
reports of Irene Lawson, Jenny
Buttle, Tony and Jan Van Der
Spek, John Van Bladeren, Julie
South, David and Ann
Sheppard, and Ron and June
Nunn. Read on as their
wonderful adventure continues.

Comanche Flyer SEPTEMBER 2011

 From the Logbook
Part 2

New Zealand Safari

Photo contributors are John Van Bladeren, Manfred Melloh, Ian
Thomson, Irene Lawson and Ojars Balodis.
Thursday, 18 February, 2010
Crabs to Art Deco

A
nother dull morning and the decision
was made not to fly again. Nobody
seemed to mind too much as Alan Breen
and Julie South made some quick changes and
by mid-morning we were off in a coach for a
most delightful impromptu day on the East
Coast of the North Island of New Zealand.
A visit to the Crab Farm Winery for some
fine wine tasting with some alfresco style
dining got everyone in the mood for the rest
of the day. A few purchased from their
sampling while others chose to drink their
favorites over lunch. We didn’t see any crabs,
but the food was delicious.
Our arrival into Napier was challenging for
our coach driver and equally frustrating for
Alan giving directions, but eventually we pulled
up and piled out for a real step back in time.
Milford Sound
Napier is a port city in Hawkes Bay, and is the
largest crossbred wool producing area in the
Southern Hemisphere along with growers of
apples, pears and stone fruits. The people of
Napier have taken their 1930’s built city
buildings and restored them into the exquisite
and “most visited Art Deco city” it is today.
Many of the locals dress in the elegance of the
30’s era, also. You could only imagine what
the annual weekend festival would bring out!
We enjoyed our guided tour wandering in and
out of many of the buildings being hurried
along by a very passionate and proud guide,
and rightfully so.
Late afternoon travelling back to Taupo and
our hotel it was rather quiet as many took ad-
vantage of a “nanny nap.” The naughty boys
in the back were not so quiet with Jim intro-
ducing Barry Payne into his world of mad
culture, reading a poem from the works of John
O’Brien. Barry gave his rendition of “The Boree
Norfolk Island
Log” altering to suit his impression of this day.
SEPTEMBER 2011

Friday, 19 February, 2010
Lake Taupo to Queenstown via
Omaka, Omarama
Today was finally a better day, still with
early morning clouds and some concern
about which route to take after viewing
the volcanic peaks of Tongariro National
Park, but at last we were on our way south.
It was a longer day than originally
scheduled, but with any luck we would
catch up with our initial trip plans across
the Canterbury Plains and into the
mountains of the South Island.
Once our trusty leader, Alan Breen,
reached the summit view of Mt Ruapehu
(great views), it became apparent that a
diversion to the west via New Plymouth
would be needed to skirt the final curtain
of the weather system which had dogged
our previous three days.
A helpful controller at New Plymouth
tower soon had everybody on track safely
south towards Mt Taranaki/Egmont − yet
another volcanic peak to marvel at and
navigate by! Approaching Whanganui, the
cloud base was even lower, but safely
navigable along the coastal fringe towards
Oahu Point and our crossing of Cook
Strait. Clearing skies greeted our arrival
22 Comanche Flyer
into Tory Channel and Queen Charlotte
Sound, down to Picton, over the range to
the south of the Marlborough Sounds and
on to Omaka and the Aviation Heritage
Museum. After an interesting open field
landing, the first for most of the Aussie
pilots, one of whom admitted to feeling
“mushy” ailerons during his approach,
we refuelled both ourselves and our
aircraft before a very enthralling museum
tour. The museum presented an extremely
well designed array of dioramas of the
early days of flight with special emphasis
on the flying exploits recorded during
World War I and memorabilia of regional
pilots and others involved in early aviation.
Both pilots and passengers enjoyed the
visit and marvelled at the ingenuity of
those early aviators.
Time was pressing again, so we headed
south past Kaikoura and the Canterbury
plains inland from Christchurch, which
was clearly visible across the flat terrain
to our eastern side, while the Alpine
ranges slowly grew ever higher on our
western flank. Inland from Timaru, we
turned westward and climbed over Burke’s
Pass keeping the peak of Mt Cook, now
clearly evident, to our right as we headed
Milford Sound
for Omarama, and a final briefing for the
approach to Queenstown.
By this time, the weather was quite
perfect, and a fascinating summer flight
past the ski fields of Treble Cone and
Cardrona ensued after passing Wanaka.
Finally, at around 6:30 p.m., just after the
control tower closed, we entered the
Queenstown zone and landed safely to
meet our transport and head for the
Copthorne Hotel.
Saturday, 20 February, 2010
Mandeville
It was a beautiful day in Queenstown.
Some of the group took a bus to the coast
to enjoy the scenery at the fjords. I was
part of the group that flew to Mandeville
Airport in Gore, New Zealand. There were
four airplanes that made the 30-minute
flight. While the weather was good, the
winds were a little challenging, but the
Comanches were up to the task. Mandeville
has a nice grass strip and is home of
Croydon Aircraft Company which rebuilds
old DeHavilland aircraft. We were
fortunate in our timing that the field was
having an open house and a fly-in of many
of the old aircraft. (continued on page 24)
SEPTEMBER 2011
 COMANCHE PARTS
SHOULDER HARNESS KITS
SCOTT MYERS & FAA STC/PMA
DENISE PORTER Inertia Reel and Strap Models
Complete Kit with Installation Instructions
Specializing in
Aviation Insurance PA-24, -30, -39
Fixed and Rotor Wing Aircraft
Maintenance / Avionics Shops
ENGINE MOUNTS
Repair yours or Buy from Stock
Flight Schools
Repaired – Yellow Tagged
Worker’s Comp
White Tag for Exports
Hangar / Premises

Contact us at 888-727-9655 or NOSE GEAR HOUSINGS

smyers@avwestinsurance.com or Repaired Cracked or
www.avwestinsurance.com
Worn Nose Gear Housings
FAA Approved (P/N 21715)

PROUD COMANCHE OWNER – FREE CATALOG –

AND ACTIVE ICS MEMBER
800-4KOSOLA (456-7652)
CELEBRATING OVER 37 YEARS OF SERVICE

KOSOLA AND
ASSOCIATES, INC.
5601 Newton Road
Albany, GA 31701 USA
229-435-4119 FAX 229-888-5766

SEPTEMBER 2011
 We landed and they even had
a follow me in truck. We parked
and started walking around. There
were many interesting planes that
we saw, including Tiger Moths,
a twin engine DH 90 Dragonfly,
one of only two flying anywhere
in the world, Percival Proctor and
the DH89 Rapide, an old twin
engine transport plane. Alan
Breen, Jim Peters, David Buttle
and Ojars Boladis bought a ride
Art Deco building in Napier.
in the plane.
24 Comanche Flyer SEPTEMBER 2011
SEPTEMBER 2011 25
 The Croydon hangar was open. They
were in the midst of rebuilding some old
planes, one of which is a replica DH88
Comet. Another was a Beechcraft Stagger-
wing; it looked beautiful. Besides the old
planes, they had some old engines and
tractors which dated back to the early
1900s. A picnic lunch was supplied and
topped off a fantastic day. It was a step
back in time.
Saturday, 20 February, 2010
Milford Sounds
Today was meant to be the “free” day
where we could all choose our own way
to spend the day, knowing we hadn’t
missed out on the best the Queenstown
Lakes District had to offer. Sadly, owing
to the fact we were in catch-up mode from
the grounding weather of Taupo, that
wasn’t how it ended up being. Some had
to choose between visiting Mandeville,
going to the Milford Sounds or tasting the
local sights of Queenstown.
Julie South, accompanied by Ian
Thomson and Irene Lawson, Jenny Buttle,
Anne Sheppard and June Nunn got up at
the crack of dawn to join the tour party
headed for Milford Sounds. The 12-hour
day started and finished at the Copthorne
Queenstown Hotel taking in Te Anau and
a few other lesser tourist towns en route
to Milford Sound in the Fiordland District
of the South Island.
Unfortunately, Mitre Peak’s lopsided
mountain top was shrouded in low clouds
(Milford Sound airport was accordingly
closed for business that day), but that
didn’t stop the majestic experience that
can only be had in one of the world’s most
renowned fiords.
One of my memories is the sheer size of
everything to do with the fiords. Not much
has changed since someone famous once
said in 1883 “… for thousands of feet
upwards the eye looks upon straight cut
rocky frontages, not worn smooth by time,
or by wind or water, but as sharply defin-
ed and as fresh looking in all respects as
if riven asunder but yesterday by the
stupendous wedges of Titanic Masons.”
Local legend has it that the Maori were
the first to attribute the creation of the
fiords to a “titanic mason,” Tute Raki-
whanoa [Too-tey Rack-ee-phan-o’er] who
hued out the steep sided valleys with keen
edged adzes.
Milford is by far the best known of all
of New Zealand fiords and the only one
that can be accessed by road. It is ap-
proximately 16 km from the head of the
Comanche Flyer
fiord to the open sea, passing magnificent
waterfalls, sandy bays and don’t-give-a-damn
sleeping seals. Words are inadequate in
attempting to explain the absolute size of
the fiords. At one point I thought I saw a
model boat in one of the bays; I scanned
the shoreline, in vain, looking for someone
working the remote controls. It wasn’t until
our boat tracked alongside that I realised
this “model” boat was in fact the same
size as our three or four decked boat! This
happened a few times such is the height,
depth and width of the Milford Sounds.
You really have to be there to appreciate
the huge distortion in perspective from
“normal” size to “gigantic” size.
On arriving back at our hotel, we briefly
caught up with a glowing Jan Van der Spek
(who’d spent a few hours being pampered
by one of Queenstown’s finest beauticians)
and the guys who were still on a high from
their Mandeville visit, before dinner.
Sunday, 21 February, 2010
Queenstown to Hokitika –
Hokitika to Karamea
The weather was looking fair, and we
were gathered in the hotel lobby all look-
ing forward to the day’s flying. At the
airfield, the pilots had their last briefing
before taking off. David Buttle was very
relaxed and looked skyward in anticipation.
The aircraft were all fuelled and ready to go.
We took off, waved goodbye to Queens-
town, and said hello to spectacular scenery
over the mountains to Mount Cook. The
flight from Queenstown to Hokitika was
fantastic. Climbing up to 12,000 feet, the
views of Mount Cook and Fox Glacier were
stunning and the weather was perfect. As
we came down through a bit of low broken
clouds, we were over the coastline, and it
was just beautiful. Then we were on our
way up the coast to Hokitika for lunch.
We landed in Hokitika and everybody
was very happy. It was a great flight, and
Hokitika has a nice airfield. The transport
was waiting to take us into town where
we had two hours to do our own thing –
shopping, lunch, etc.
After our quick stop, we took off and
headed for Karamea. The symbol of a duck
on the map caused a bit of fun when it
was misinterpreted as a duck shooting area
instead of a conservation area and was
relayed to the rest of the party. Several
quacks were heard over the radio! It was
a 35-minute flight along the coast and as
we landed everybody was in good spirits
having had a great day’s flying.
Manfred Melloh said it was his first time
up to 12,000 feet, and Jim Barry said it was
the most enjoyable flight of his Comanche
life. How good is that coming from two
very experienced Comanche pilots?!
Barry Payne was acting taxi driver
waiting to take us to the Last Resort Hotel,
where on arrival some had a beer and cold
drinks, others of a more refined nature
had afternoon tea served in china tea-cups
that had belonged to the host’s mother.
After a brief rest and showers, we dressed
for party night, as this was going to be the
last night we would all be together.
David Buttle and Ron Nunn kept up the
European tradition of wearing their
Comanche ties on the party night, and David
Sheppard was very embarrassed as his wife
had forgotten his tie! The dinner was very
generous and delicious. There was a country
blues band playing and the townspeople
enjoyed the singing and dancing as well, so
a good night was had by all.
After dinner Ian thanked Tony Van der
Spek, Alan Breen, Julie South, Barry and
Sandra Payne, John Funnell and Chrissie
for all their hard work organizing the trips,
as well as the flying. Also when the
weather stopped us for a couple of days,
Plan B seemed to fall effortlessly into
place, but we know that there was a lot
of hard work and re-organizing going on
to make sure we all have a good time and
saw as much of New Zealand as possible.
Barry judged the best approach and
landing into Karamea. The Best Twin was
Jim Peters with a well-judged touchdown,
and the Best Single was Ojars Balodis with
touchdown and turn off, very nice.
Ian presented Barry and Alan with
Aussie Akubra Bushman’s Hats and
Sandra and Julie with an Aborigine
artwork printed scarf each, on behalf of
us all in appreciation for their hard work.
John also received a Cattleman’s hat.
Manfred expressed his thanks to Ian, Tribe
Chief, for all his hard organizational skills
needed to make it all happen.
Monday, 22 February, 2010
Karamea to Kerikeri via
New Plymouth
It was an early rise after a super evening
to say goodbye to Brent and Lynne
Fergeson who had driven over from Nelson
to see us. We were pleased to hear that the
problems with the Malibu were well on the
way to being solved. Hostess Kate kept up
the hard work and produced a huge full
English breakfast to send us on our way.
Jim and John led off in perfect flying
weather to New Plymouth via Cape Far
and Farewell Spit ( love the name) arriving
SEPTEMBER 2011
around mid-day. The lunch supplied by
New Plymouth was very impressive and
tasty with three different pies, salads, the
lot! The small museum of posters of New
Zealand Wartime Pilots made very
interesting reading. Not surprisingly most
of them were originally farmers.
After lunch Jim and John led us out
again and up the coast to Kerikeri over
turquoise sea with the opportunity for
legal low flying. Back to the Copthorne
Hotel Bay of Islands for a final get-together
dinner and a very jolly evening.
Tuesday, 23 February, 2010
Kerikeri − Norfolk Island
Although it was early and a little sad to
say goodbye to half of the group, the rest
of us felt slightly exhilarated at the thought
of once again taking ourselves out and
over the (ditch) Tasman Sea and seeing
nothing but sea and sky. We cleared
ourselves through immigration, and by
mid-morning our much smaller convoy
of five Aussie Comanches led again by
TSJ were airborne. Our flight up to the
northern tip of New Zealand and our last
sight of this spectacular rugged coastline
again took my breath away.
The five aircraft flew northwest at
heights varying from 3,500 to 8,500 feet
trying to avoid what little headwind that
was around. Dodging around clouds, we
eventually broke out into blue skies with
only a short distance to run to Norfolk
Island. That evening we spent outdoors
at Annabellas and dined on local dishes.
The balmy night air along with the
champagne and wine and jovial company
made our last night with all the Aussies
very pleasant indeed.
Wednesday, 24 February, 2010
Norfolk Island
Jim B., Manfred and Jim P. left us this
morning to continue on to Australia. We
heard from them in the late afternoon.
After their flight back to the mainland,
they had encountered some roughness,
especially after refuelling at Lord Howe
Island. Our group was down to three
aircraft as we set out to explore Norfolk
Island on land.
Taking advantage of the vehicles that
had come with the accommodation, we
set out first to Kingston Pier and the penal
ruins, Emily Bay, the headland and Ball
Bay aptly named with hundreds of round
black boulders of various sizes hugging
the coastline inlet. The scenery is
magnificent, and everywhere you look it
SEPTEMBER 2011
presents a delight for any keen
photographer, professional or otherwise.
As late afternoon took a hold, Jan and I
thought we would do a little shopping, but
alas the shops were closed all day on
Wednesdays. Both Ian and Tony had gone
back to Kingston to book our tours for the
following day, taking the time to drive
around the back of the airfield and onto
the coast at Rocky Point Reserve.
Following the coastline, they turned
inland at Anson Bay to Mt Pitt (320 mtr)
giving them a full view across the island.
Jan and I spent time at the coffee shop
pondering over what we could have bought
had the shops been open and later at an
artifacts display at a local hall.
As late afternoon rolled on, we entered
the Museum Theatre for the “Trial of the
Fifteen,” a re-enactment from Norfolk
Island’s tumultuous past. The performance
was excellent as fifteen characters, one
after another, faced the judge. The unique
part was that only five actors were
involved and with the judge being one,
the remaining four made quick changes
as they brought each character to trial.
The actors joined us for sherry at the end
of the performance.
Later that evening we dined at
Josephine’s, again out on the balcony in
the warm night air. Ojars had gone off ex-
ploring for himself, and I am sure enjoying
the island’s ever unfolding beauty.
Thursday, 25 February, 2010
Norfolk Island
We had managed to shop for some
breakfast provisions to start the day, and
it wasn’t long before we were off again
driving to Kingston with its historic sites,
convict buildings, etc. Our tour began
with Margaret Christian, a local historian
with a wealth of knowledge on the island,
taking us through homes in Quality Row
built around 1844. One such restored
Georgian architecture designed house was
originally built as a home for the foreman
and his family. The magnificent home has
many local materials such as calcarenite
from the reef and the majestic Norfolk
Pine. There were grander homes for
commandants where people live today all
beautifully restored. Margaret’s passion
for the area showed as she took us into
the Commissariat Store which now holds
artefacts and pieces from the first
settlement. It is being tastefully restored
and only the bottom floors are used today
as a museum and a church. We had
morning tea in the Reo cafe once the Royal
Engineer’s office. All in all a good tour
taking us back into earlier days on Norfolk
Island. After a late lunch at the local coffee
shop, a last check of the aircraft made
sure all was ready for our flight back to
Australia the following morning.
Friday, 26 February, 2010
Norfolk Island − Lord Howe Island
− Port Macquarie
Another bright morning and it wasn’t
long before the three aircraft were up and
away, flying first into Lord Howe Island for
clearances and fuel. Approaching the main-
land of Australia, we encountered clouds
and headwinds but could pick out coastal
towns as we headed for Port Macquarie on
the northern coast of NSW. During the next
couple of days in and around Port Maquarie
with Tony and Jan, we toured around, driv-
ing west to Sea Acres Rainforest for lunch
at the coastal town of Flynns Beach and
took very pleasent drives through the
Hinterland. A few days of rest and relax-
ation restored us before our last flights
home to Bendigo and Tyabb with the
weather closing in fast behind both planes.
Over the next few days Victoria was
wet and wild, adding to our thoughts on
how lucky we had been travelling over
“The Ditch” in near perfect conditions
with wonderful Comanche pilots, wives,
partners and friends.
We must finish by first thanking Ian
Thomson, our Comanche Chief, for daring
to dream and making his dream possible
for others. Thanks to Barry Payne, Alan
Breen and John Funnell, Comanche pilots,
and their partners from New Zealand
showing us the way around their
spectacular country, and to John Van
Bladeren for travelling from the United
States to join up with us. Let’s not forget
the three pilots and their wives all flying
commercial from the UK. Lastly, but by
no means the least, the five Aussie
Comanche pilots with happy crews on
board taking on additional passengers
whenever the need arose. We became a
family in our wonderful Comanche aircraft
flying us from the northernmost tip of
New Zealand’s North Island to deep into
South Island experiencing its breathtaking
beauty and sheer diversity of landscapes,
all of which will remain with us forever.
This journal is made up of memories
and thoughts of the attendees all of
whom made each day of our wonderful
ICS New Zealand Safari 2010 one to
remember.
 Feature

An Unfortunate
Lesson Learned
at a Fly-In

28 Comanche Flyer SEPTEMBER 2011

 by Randy Biles, ICS #14087

O
n April 16 of this year, I was hosting an ICS Mid States
fly-in at Pueblo, Colo. (PUB). I had purchased a new I-Fly700
GPS and, to save money, I bought some 6800MAH Lithium
Ion (Li-Ion) batteries (made in China) for $28 each, with
the chargers. I really love the I-Fly700 and on this flight was powering
it off the battery instead of plugging it into the cigarette lighter. I had
my air traffic detector plugged in to the airplane at the time and didn’t
want to use a power splitter.
I landed at Pueblo and shut down as usual, shut the power to the
GPS off at the battery, which has an on/off switch, and went on with
my fly-in hosting duties. After about three hours, we were informed
that one of the parked aircraft was on fire. It was my Comanche!
Apparently the GPS battery decided to short out internally and catch
fire. The fire spread to the dash cover and then the headliner, self-
extinguishing when all the oxygen in the cabin was consumed. Tell me
that our Comanches are not sealed well!

SEPTEMBER 2011 29
 Since the fire, I have been going back
and forth with the insurance company.
The first estimate came in at $67,000.
The insurance company would have
totaled the airplane and gotten $20,000
in salvage from the repair shop. I told
them to pay me for the coverage, that I
would buy the airplane back from them,
and that we would repair it ourselves. The
insurance company then got a second
quote from another source for $42,494.
We will probably let the second shop
repair the plane.
I have since learned a lot about Li-Ion
batteries. Of all the rechargeable batteries
the Li-Ion are the most prone to catching
on fire on their own. Apparently it does
not happen often, but it can and does
more so than with Ni-Cad or Ni-MH
batteries. I also learned that the higher
quality, newer Li-Ion batteries use a little
different manufacturing process and are
less prone to catching on fire. How does
one know if the quality is good when most
of these things come from China?
My oldest son is a first officer for Sky
West Airlines. He said the airlines are
looking at not allowing Li-Ion batteries to
be checked through in luggage. These
types of batteries are being used
extensively in notebook computers, cell
phones and many other battery-powered
devices. The Li-Ion batteries are so
popular because they have a huge energy
density.
Needless to say the batteries will not
go in our airplane anymore. The fire
damage is being repaired at Crott’s
Aviation in Dodge City, Kansas. While
they’re at it, I am going to have them
install another 12V outlet to use with the
GPS under a 337.

Comanche Flyer SEPTEMBER 2011

 PILOT’S OPERATING HANDBOOK
AND FAA APPROVED
AIRPLANE FLIGHT MANUAL
“Formerly Published And Produced by the late Douglas L. Killough”

Order Manual Gross SN SN

Model

SEPTEMBER 2011
 Tips Manual Creech Manual
Ball Cap

Coffee Mugs
Knit Polo (light blue, mens with pocket, ladies no pocket) Lapel Pins

Polo Shirts (with pocket)

Denim Shirts (with pocket)

Stone Washed Denim Shirt

Paint Scheme CDs (Single or Twin) Decal, Patch Mens Dark Blue Knit Polo Shirt
Comanche Flyer SEPTEMBER 2011
 Item Price Qty Total
Tips Manual $60.00
Easy to use, fold flat spiral bound, 365 pages.
Piper Single Comanche Care and Maintenance $25.00
look to us for solutions!
Donated by Maintenance Director and long term
member, Bill Creech. Tips on care and maintenance
of your Single Comanche.
tribal Jack
Men’s Dark Blue Polo Shirt with Pocket $35.00
NEW! Circle selection: Single: M L XL XXL
Mens Light Blue Knit Polo Shirt with pocket $35.00
Circle selection: Twin: S M L XL
Single: S XL
Mens White Polo Shirt with pocket $35.00
Circle selection: S M L XL XXL
Circle selection: Single Twin Both
Stone Washed Denim Shirt $35.00
NEW! Circle selection: S M L XXL
Circle selection: Single Twin
Denim Shirt ED $35.00
Short Sleeve: S M L XXL LIMITPLY
Long Sleeve: M L XXL SU P
Ladies Light Blue Knit Polo Shirt $35.00
Circle selection: S M L XL XXL
Circle selection: Twin Both Single
Ball Cap
ED $19.00
LIMITPLY
Circle selection: Navy/Stone Cinder/Stone
Circle selection: Twin Both SUP
Coffee Mug $7.50
Circle selection: Single Twin
Lapel Pin $5.00
Circle selection: Single Twin Logo
Paint Scheme CD $12.50
Circle selection: Single, Twin
Decals 2 for $5.00

Cloth Patch $6.00

bogert-av.com 800-627-8088
Item USA Canada Foreign
SUB TOTAL
Michigan residents
Tips or Creech Manual $4.00 $16.00 $31.00 please add 6% sales tax

Decal or Patch $1.00 $1.25 $1.25 Handling $6.00

Paint Scheme CD $2.50 $5.25 $7.50
Shipping

Any Other Item $5.50 $15.00 $26.00 TOTAL PA-24-180/250/260/400, PA-30

Ship Order To:

Complete Kits
PA-24-180/250/260/400
PA-30/39
Name:
FAA/STC, PMA Approved
ICS #:
$729 Fixed Strap Kit
$929 Inertial Reel Kit
Street Address:
Rear lap belts available.
City: State: Zip:
MC
Payment: Visa Card # Exp. Date:

* Three Leg Design

Order by mail, fax, phone or web: * Rugged Construction

* #6000 Capacity Ram
* Range 24" – 41"
International Comanche Society US: (888) 300-0082 * Locking Safety Collar
* Slide Under Fit
P.O. Box 1810 Other: (231) 946-3712
Traverse City, MI 49685-1810 Fax: (231) 946-6180 MODEL 324 $199.00 EA.
Tail Stand / Weight Available
http://www.comancheflyer.com/buy-merchandise.php

Online - alphaaviation.com
INTERNATIONAL
COMANCHE
SOCIETY, INC.
1-800-653-5112 Fax 1-952-856-5158
SEPTEMBER 2011
From the
tribe Chiefs
MiD-StateS tribe
As the Northeastern border of our
Tribe’s geography, too few of us have
enjoyed the beauty that Minnesota offers
a general aviation pilot. In addition to
overflying glacier-carved lakes in route
to Flying Cloud Airport (FCM), our host
has a varied list of activities to consider
while enjoying the camaraderie of fellow
tribe members. Here’s a look at the
tentative itinerary:
Arrivals into KFCM will be greeted off
the Alpha taxiway at ASI/Jet Center
((952) 941-6255). Ramp parking is free
and will be in a designated area. Overnight
hangars are available for a fee. Lodging
has been reserved at the AmericInn of
Chanhassen at a rate of $89 per room.
Call (952) 934-3888 for reservations, and
mention “ICS or Mid-States Tribe” to get
the rate. Reservations need to be made
in order to be a part of the
blocked rooms. Transportation (rental
vans) will be coordinated for the group
for a fee TBD. Dinner will be at Maynard’s
Restaurant overlooking nearby Lake
Minnetonka at 7:00 p.m.
Several activities are planned for the
day. For the sports fan, the Minnesota
Twins are playing the Cleveland Indians
at their new outdoor stadium starting at
12:10 p.m. For the treasure hunter, the
Mall of America is nearby and includes
520-plus stores to shop at, while covering
two miles of indoor walkways. For the
outdoor enthusiast, the University of
Minnesota’s Landscape Arboretum features
1,137 acres of beautiful public gardens
designed to inspire ideas for visitors’ own
backyards. There will also be apple tasting
on this particular weekend.
After the day’s events and time to rest
or freshen up, the evening dinner includes
a chance to enjoy a production of
Comanche Flyer
EVENT CALENDAR SUMMARY
Sep. 10* NE Saturday Fly-In/
Latrobe, Pa. (LBE)
Pete Morse, NE Tribe Chief:
pete.morse@rogerscorporation.com
Sep. 16-18 MS Weekend Fly-In/Minneapolis, Mike Stephan, Phone: (952) 443-4788
Minn. (FCM) or (612) 327-3653, Email:
mstephan@montmush.com
Sep. 23-25 SW Cannery Row, Monterey Bay Scott Myers, swtripchair@gmail.com
Aquarium/Monterey, Calif.,/
Sep. 23-25 CPPP/Pendleton, Ore. (KPDT) See page 12 for more details.
Oct. 7-8 ICS All Comanche Service See page 13 for more details.
Clinic/Rockford, Ill. (RFD)
Oct. 7-9 MS Fall Fly-In/Hannibal, Mac and Sarah McKinley, email:
Mo. (HAE) flyingmacs@aol.com. Phones: (816)
320-3462 (home), (816) 729-8583
(Mac’s cell), (816) 868-1015
(Sarah’s cell).
Oct. 15 SW Grand Canyon Skywalk/ Scott Myers, swtripchair@gmail.com
Grand Canyon, Ariz.,
Oct. 15* NE Saturday Fly-In/ Pete Morse, NE Tribe Chief:
Martinsburg, W.V. (MRB) pete.morse@rogerscorporation.com
Oct. 28-30 CPPP/Muskogee, Okla. (KMKO) See page 12 for more details.
Nov. TBA SW Tour/Monument Valley, Ariz. Scott Myers, swtripchair@gmail.com
Nov. 12* NE Saturday Fly-In/ Pete Morse, NE Tribe Chief:
Dover, Del. (33N) pete.morse@rogerscorporation.com
Dec, 3* NE Saturday Fly-In/ Pete Morse, NE Tribe Chief:
Georgetown, Del. (GED) pete.morse@rogerscorporation.com
Dec 30- SE Annual New Year’s Fly-In Sally Williams, email:
Jan 1, 2012 Palm Beach, Fla. (F45) willia760@aol.com
* The following Sunday is the raindate.
“Hairspray” ($77 per person) at the We will explore the caves, cruise on
acclaimed Chanhassen Dinner Theater the riverboat, take in the museums and
(dinner at 6:00 p.m., curtain at 8:00 p.m.). galleries, visit Twain sites, shop and dine
around town and experience the
excitement and magic of Tom and Huck.
Breakfast is available at the host hotel
The hotel we will be staying in is the
and shuttles back to Flying Cloud will
Best Western on the River. Twenty rooms
start as early as necessary to
have been blocked under ICS or
accommodate the pilot’s (or co-pilots in
Comanche Flyers at the rate of $69.99,
some cases) best aeronautical decision
plus tax. To make reservations, call (573)
making process.
248-1150. The deadline for reservations
Please RSVP to: , with a 24-hour notice
Mike Stephan, ICS Member #16746 for cancellation. There will be some
Phone: (952) 443-4788 or additional costs for transportation,
(612) 327-3653 snacks at the airport, trolley, cave and
Email: mstephan@montmush.com riverboat.
Registration fees are as follows:
Trolley-$8.75, riverboat-$14.12, cave-
$13.00
Hannibal, Mo. (HAE)
Transportation cost and snacks-
$30.00 per person
Grand total coming to $66.00 per
Nearly 160 years ago, Mark Twain person or $132.00 per couple.
transformed this sleepy river town into
Deadline for registration and hotel is
an American icon. Today, Hannibal offers
many adventures in the spirit of those
the author made famous. (continued on page 36)
SEPTEMBER 2011
 PROPELLERS
✦ DOWTY
LARGE INVENTORY
✦
✦ HARTZELL
✦ SAME DAY SHIPPING
✦ MCCAULEY
✦ UNCOMPROMISED QUALITY

✦ MT PROPELLER ✦ COMPETITIVE PRICES

✦ SENSENICH ✦ WORLD CLASS WARRANTY

✦ RAPCO DISTRIBUTOR
✦ FACTORY TRAINED TECHNICIANS
✦ WOODWARD PT6A

http://www.rockyprop.com
e-mail: rockyprop@rockyprop.com

800-462-7605 2865 AIRPORT DRIVE ✦ ERIE, CO 80516

FAX: 303-665-7164 FAA/EASA CRS FR6R545N

GOVERNORS
Cluster Gauges Fuel Senders STC SHIMMY DAMPER KIT
S.W., AC, Rochester Overhauled ALH-001 & ALH-002
Overhauled APPROVED FOR PIPER
MODELS PA24, 30, & 39 SER.

WE OVERHAUL ALL INSTRUMENTS

Altimeters Airspeed Indicator Tachometers VSI

WE STILL DO AEROMARINE INSTRUMENTS Heater Overhauls

LIKE AIRSPEED FUEL FLOW

OVERHAUL YOUR
HOT PLATE

WE OVERHAUL P/N 21286-000

GEAR MOTOR AND OTHER
GEAR AND FLAP MOTORS FOR
OTHER AIRCRAFT

1084 East Water Street, Hangar #3 Piper Airport, Lock Haven, PA 17745
Phone 1-800-443-3117 or 1-570-748-0823 Fax 1-570-748-1786
Web Site: www.airpartsoflockhaven.com E-MAIL: gmckinney@airpartsoflockhaven.com

SEPTEMBER 2011
 Please send your registration checks
made out to:
Sarah or Mac McKinley
18524 Highway 33
Holt, MO 64048
Questions to hosts:
Mac and Sarah McKinley, email:
flyingmacs@aol.com.
Phones: (816) 320-3462 (home), (816)
729-8583 (Mac’s cell), (816) 868-1015
(Sarah’s cell).
Saturday Lunch Fly-Ins will be posted
in our new Comanche Winds newsletter
which will come out every other month,
and are now posted in the calendar
summary in the Flyer.
Also, we will be sending out e-mail notic-
es a month before and the week of the fly-in.
There are several fly-ins already in the
process, so watch your e-mails. These fly-ins
will focus on having fun, kicking tires, tell-
ing stories and promoting more new and
old friendships among our tribe members.
If you would like to host a lunch
fly-in, please call Sarah McKinley
at (816) 868-1015 (cell) or e-mail at
flyingmacs@aol.com.
If you are not receiving the Mid States
Comanche Winds newsletter and would
like to, please call Sarah McKinley
at (816) 868-1015 or by e-mail at
Flyingmacs@aol.com and she will make
sure to amend the list to include your
e-mail address.
2010
If you are not receiving the South
Central Tribe’s Smoke Trails Newsletter
Blue Fire Grill
and would like to, please e-mail Dianna
Cody, South Central Tribe Scribe, at Plans and pricing are underway for:
diannacody@yahoo.com and she will AGENDA
make sure to amend the list to include
your e-mail address.
in – North County Airport FBO (F45)
SoutheaSt tribe
surprise)
Palm Beach, Fla. (F45)
Palm Beach – you stay in your vehicle
Heads up to everyone – planning is
and drive through an area of roaming
underway for the annual Southeast Tribe
wild animals
New Year’s Fly-In weekend. To give you
a taste of our current plans, we will be
returning to the Palm Beach Gardens wild animals
Marriott who has promised a group room
rate of $79, plus tax. Hotel amenities shopping or wild animals
include:
days before and after our activity reception, buffet dinner and dancing
Breakfast and depart at your leisure
parking More information will be available
shortly with pricing, registration and direct
hotel reservation information. You can
contact Sally Williams, email: willia760@
area shopping and restaurants aol.com with any questions.

South Central tribe

If it is difficult for you to make a full

weekend fly-in, you may find the Sat-
urday lunch gatherings with Comanche
camaraderie, sharing of flying stories, main-
tenance talk and lunch, to your liking.
You should be able to find a schedule of Call Today for Advertising
the lunch fly-ins on the South Central
Tribe website at http:// groups.msn.com/
SouthCentralTribeICS/ welcome.msnw Comanche Flyer
and in the South Central Tribe newsletter
Genevieve (Gen) Lyon, Advertising Manager
Smoke Trails. (If you wish to organize a
lunch fly-in, please contact Pat Andrews
at pandrews3@satx.rr.com). glyon@villagepress.com

Comanche Flyer SEPTEMBER 2011

ONLINE INTELLIGENCE
www.comancheflyer.com
Fuel Gauge – Low
Level Warning
T
he following is from a series of
online postings from the
Comanche’s Owner’s Forum.
These postings are provided for
informational purposes only. The views
expressed in these postings represent
the opinions of individual Comanche
owners and have not been vetted by the
ICS technical committee.
As a responsible pilot and aircraft
owner, you should always seek the
advice from an experienced, trusted
source, such as your A&P or CFF-
approved CFI, before applying any of
the techniques or recommendations
presented in these postings.
The postings are printed as they
appeared in the Forum. Due to space
considerations, we are publishing only
selected posts.
_________________________________
My 1962 250 has four tanks and 90
gallon fuel capacity. I love everything
about this airplane but the fuel system.
Am I the only guy who would like a low
fuel level warning (idiot) light? I know
your scan should include the fuel gauge;
I just have anxiety about missing it. Is
there an add-on solution that others have
had success with?
Randy Johnson
_________________________________
SEPTEMBER 2011
We have the JPI 450 fuel flow. It gives
a very accurate reading of the fuel used,
fuel remaining, fuel needed to the next
waypoint if talking to your GPS, which
can be a portable unit, time remaining
in fuel, etc. All this for a very reasonable
price. Installation was fairly easy on our
61, which has a carburetor. I highly
recommend this product.
Andrew Foster
_________________________________
Randy,
Here is another alternative. This is a
four-tank fuel gauge that is fully STC’d
as a direct replacement for your panel
mounted gauges. They also have a six-tank
model if you have tip tanks. When I have
extra cash burning a hole in my pocket, I
am going to invest in one. The cost for a
four tank model is around $700 plus install.
The nice advantage is you know how
much is in each tank at a glance. Also
this unit uses the factory sensors, making
the install somewhat less demanding.
Here is the web site: http://www.
aerospacelogic.com/store/index.php?
dispatch=products.view&product_id=151
You can download the install and
owners manual as well.
And no, I have no ties to this company.
Regards,
Gary
_________________________________
Gary,
Were you able to get the aux tank
gauges to indicate the first two gallons
of fuel you added to them? When I
installed mine, the way the floats were
installed in the tank required the addition
of two gallons before the float got wet.
Tom Burke
_________________________________
Tom,
No, I have not bought them yet; too
many upgrades this year, including the
seat bag airbags when they get here. I
am probably looking at this fuel gauge at
the next annual. Hmm, sounds a bit iffy
if the gauge doesn’t register until two
gallons are put in. Was the aircraft level?
I wonder if this is a Piper norm? Maybe
the floats are supposed to be sending an
empty signal with two gallons left?
I looked in the Piper documentation
and all it says is the gauge must read
correct when tank is empty... which it
does in this case so maybe all Piper fuel
gauge senders are set up this way? The
last two gallons after the gauge reads
empty are for the wife and kids?
I know the service manual shows a set
up rig for testing the senders, but it
doesn’t indicate what level the float
becomes wet in the tank.
(continued on page 38)
 Did you get the same results for both
auxs? If so, I guess you could just fly on
the auxs until the gauge reads completely
empty and then take your time to change
to the mains.
I am assuming that the senders were
not at sometime “re-adjusted by someone,
i.e., wire attached to the float, bent so
the gauge would show empty at two
gallons.” IF that was the case then the
simple fix would be to bend it back to
the original.
My two cents…
Gary
_________________________________
I was under the assumption that you
had already installed the gauge. I
apologize.
The way the fuel senders are situated
in the aux tanks precludes them from
registering the first two gallons. No
amount of adjusting seems to be able to
change that.
I had all four senders repaired by
Webco, and when they were returned they
worked properly. By the way, if you decide
to have yours done, Webco charges for
the repairs that they do to the senders,
and if the senders require everything their
price was a little less then the outfit in
Pennsylvania. If they didn’t need
everything replaced, the cost was lower.
The outfit in Pennsylvania charges one
price no matter what is needed, and that
price is a bit higher then Webco’s price if
everything is replaced.
The main tanks register properly. How
I compensate for the aux problem is to
use my JPI Fuel Flow to measure two
gallons after the 13 gallons is used from
each tank. My aux tanks actually hold
15.5 gallons from empty so there is a
little cushion there. It takes a little bit of
attention, but it is only important on
extremely long flights. I like seeing the
fuel display of all four tanks at a glance
and they are pretty accurate, which is
far better then the original gauges.
Tom Burke
_________________________________
Yes, that was the light bulb that went
off when I first saw the unit. You have,
in my case six fuel tank levels at a glance
and a warning when they are approaching
empty. For the price it seems like a good
Comanche Flyer
bargain. Also for the twin it gets rid of
the micro switches attached to the fuel
selectors as well as some of the wiring
attached to the fuel selector panel (from
the switches for the tip/aux tank).
I have a Shadin fuel flow that is dead
accurate, but it only tells you what is in
the sum of the three tanks on that side.
The gauge will be going in at next annual.
Gary
_________________________________
I think that they made the four tank
gauges because I and others asked for a
four tank single gauge. I planned to put
the gauges together horizontally and use
the outside gauges for the aux’s, and the
inside ones for the mains. That didn’t
work out because of the instrument
markings so I mounted them vertically.
I used the top one for the mains, and
bottom for the aux’s. It makes weight
and balance situations a bit easier, and
gives you a good idea of fuel on board at
a glance. With a fuel flow like the JPI in
conjunction with the gauges, you would
really have to work at it to have a fuel
exhaustion problem. I do suggest that
you test your senders and if they are off,
have them looked at it. I preferred Webco
for that, and wire the lighting so at night
the power comes off the instrument light
circuit so the glare from the gauge can
be reduced.
Tom Burke
_________________________________
Randy,
Most newer model electronic fuel flow
gauges have a “miles per gallon” read-out
when hooked to a GPS. Is that the
information you were asking about? Of
course there are other read-outs available
as well. Most gauges have limited space
available for presentation and require
multiple button pushes to get to the
particular info that you want, but when
linked to a GPS, the GPS usually has a
page that presents most of the fuel flow
information on one page for an easier
overview of the total fuel picture.
Sincerely,
Skip Dykema
_________________________________
I would still like something simple like
an indicator light that the fuel pressure
has dropped between the engine fuel
pump and the carburetor. Or would this
not provide enough time to switch tanks
before the engine dies?
Ken Hill
_________________________________
Thanks Skip; just wondering if we
could get the computer to analyze the
fuel flow and groundspeed to give “best
throttle setting.” Probably a pipe dream!
By the way, I tried running an aux
tank dry on the ground to see if it would
give me time to respond...it just died...
no sputter...no indication of fuel
starvation. That got my attention!
Randy Johnson
_________________________________
Randy, in flight the prop will be wind
driven and I forget the time span they
say it takes to start, but believe me in
real life it seems like forever. In a FI
engine, if you catch it as the fuel pressure/
fuel flow first shakes, you can keep it
running without interruption.
Tom Burke
_________________________________
Randy,
Here’s the link for Shadin and its key
features as you scroll down the page.
http://www.shadin.com/products/
fuelflow/digiflo.html
Pat
_________________________________
I have a JPI 760 connected to my GNS
480 which, between the two of them,
provide all the fuel information that a
person could want. The JPI will “alarm”
(flash) when your overall predicted fuel
reserve drops below a pilot selectable
amount, in my case an hour’s worth of
gas. It doesn’t alarm when I HAVE only
an hour’s left, it alarms when, based on
the fuel on board and my GPS flight
plan, it predicts that I will have an hour’s
worth of fuel left at the destination.
In some cases (bad winds) that might
be as soon as I level in cruise, so I get
plenty of warning.
For tank switching, I use an old school
solution. I take off on the mains. When
I switch to my tip or aux tanks, I note
SEPTEMBER 2011
the amount of fuel on board, subtract 28
gallons (for a bit of fudge factor and write
(for example) “TIPS OFF 88” on a post-
it note that I put right under the JPI.
When the JPI says I have 88 gallons
remaining, I switch. Works fine.
If it’s going to be a max range effort,
then I’ll burn off all 30 gallons before
switching, and warn my pax that there
might be a stumble or two.
Jay
ASHBY AIRCRAFT GLARESHIELDS
Cessna - Piper - Beech - Mooney
One piece hand-laminate with a molded Naugahyde tex-
ture, designed to tuck under the windshield from the front
totally covering the top of the instrument panel.
Protects Instruments from Intense Heat
The glareshield extends (3) three inches past the front of
the panel to shade instrument faces. The reinforced “lip”
forms a nifty handhold on the Glareshield’s front edge and
provides room for mounting optional FAA approved lights
for greater night visibility.
Call Toll
Free 1-877-4-SPRUCE 7 7 7 8 2 3

www.aircraftglareshield.com
_________________________________

By the way, the fuel gauges from

Aerospace Logic Flash when empty. At
night it can be a little annoying.
Tom Burke
_________________________________

Randy,
Some of the more experienced
Comanche pilots I know have run tanks
dry on carbureted Comanches (not
recommended on Fuel Injected
Comanches). I have run tanks dry a few
times for the purposes of having the tank
be empty when on the ground and ready
to remove for replacement. It is not a big
deal and I can say that upon landing there
wasn’t a teaspoon of fuel left in the tank.
Ideally, you don’t want the engine to quit
(can you spell sudden cooling?). The
procedure is while at a safe altitude, to
know about when it will be empty based
on calculated time to empty and have
the co-pilot watch the fuel pressure
gauge. About five seconds before the
engine quits, the pressure will drop and
you better switch immediately when that
happens or the engine will quit. Not
complicated, but someone has to be
watching the gauge in a dedicated
manner. Not the pilot during flight. Never
tried to run a tank dry while on the
ground. Just drain it.
I guess I do not understand your
question about power settings. If you
have a fuel flow type meter and it is
hooked to the GPS, then most of them
will tell you MPG. If you want to know
what is the most economical engine
setting to run, just play with the engine
setting while watching the MPG on the
fuel meter. It will change as you change
the power settings and airspeeds. Look
for the max MPG or whatever criteria
you are wanting.
(continued on next page)

SEPTEMBER 2011
 I use JPI engine analyzers with fuel
flow. I’m not sure what to say about
recommendations though. While doing
the installation, I usually curse JPI about
every minute or so. Something about
them is a huge pain to install. As a pilot,
after all the installation is done, I really
like the way it works. Communicating
with their factory can be extremely
frustrating if you run into any kind of
problem. For example, don’t try to call
them on a Friday. They all go home some
time around mid morning on Friday. Be
prepared to hold a LONG time when
contacting them. When the instrument
is in the panel and working, I forget all
that other stuff.
Sincerely,
Skip Dykema
_________________________________
Hi guys, here’s my two cents. Forty
years ago, my first Comanche, a ’62 250
with four tanks, was always run to “tanks
dry” on long runs just like the book said
Insuring & Flying Comanches for more than 50 years.
Comanche Flyer
to do. You’re right, the engine does not
sputter, it just quits! You need to pull
the power back to idle switch tanks and
turn on the electric pumps. The engine
is still windmilling and catches quickly.
(If you don’t pull the power back the
prop will surge up and down as it has
gone flat trying to maintain RPM when
the power stopped.) You’ll usually be
100 feet higher once the engine starts
as you just can’t help pulling back a bit
during the tank switch; the whole thing
takes five to 10 seconds. I normally took
off on the left main, then switched to
both aux tanks at 2,000 feet and climb
speed of 140mph. Aux tanks usually
went to two hours and 20-30 minutes;
I switched back to left main and ran to
dry usually at about the five-hour mark
where the right main was selected with
a planned landing at two hours or less
which gave a 30 minute reserve. (When
you know the tank is empty, you won’t
switch back to it in an emergency).
This all worked well as long as we
only had Comanche drivers aboard.
However, with regular passengers the
pucker factor was high amongst the
guests when the fire went out! The
solution came with the installation of a
fuel pressure switch wired to an amber
light placed on the upper left side of the
panel. The light came on a good 30 to
40 seconds before “All Quiet” and gave
plenty of time to switch tanks. As I recall
it didn’t cost $100 to have the shop put
it in. N6659P only has 60 gallons so I
never plan more than four hour jumps.
(In reality, my bladder/butt range is no
more than three hours, so running to
dry is not needed anymore). Hope this
gives some food for thought.
Ray B
_________________________________
Our thanks to Ben Ayalon for
compiling this text. You can view these
messages in the context of the entire
discussion by going to: http://forums.
delphiforums.com/comancheflyer.
ICS Member #9879
SEPTEMBER 2011
 Feature

Comanche
Racer
by Michele Boyko, ICS # 17256

W
hat a wonderful way to spend a week – racing a Comanche around the
United States. She soared to two knots shy of Vne … twice … and
never balked at flying the entire route full throttle. “Pantarita,” our
1964 PA24-250, performed beautifully and we were grateful that our
mechanic had taken extra care of her during the annual.

SEPTEMBER 2011
 And what an incredible race – 2011
brought the 35th annual Air Race Classic
(more information can be found at http://
www.airraceclassic.org/2011race.asp).
Crews consist of a lady pilot and copilot
team with additional lady pilot team
members being optional. Race routes
change each year and this year’s route
was planned at 2,365 NM, starting at Iowa
City, Iowa. The course wound through
Brookings, S.D., Jamestown, N.D.,
Spearfish, S.D., Rawlins, Wyo., Alliance,
Neb., Great Bend, Kansas, Borger, Texas,
Norman, Okla., El Dorado, Ark., and
finally finished at Mobile, Ala. It was
intended to start on June 21 and end
Friday, June 24, with crews flying when
they chose based on favorable winds and
weather. Crews were required to stay
VFR and fly between the hours of sunrise
and sunset during the race, and adhere
to additional rules regarding flight and
flybys approved by the FAA. To make
the race accessible and fair, crews flew
against their own handicap.
As with many adventures, the weather
conspired against us from the start. My
copilot, Laura, and I took off from
Albuquerque, N.M. on a beautiful morning
on June 17 and stayed in Omaha, Neb.
that evening with friends. Laura is the
more experienced pilot, but she agreed
to be copilot for the trip (and she is
actually building an airpark, here’s proof:
http://www.wildhorseairpark.com/.
We went to bed with happy hearts and
a good forecast for the morning. We
awoke the next morning not to the alarm
clock, but to a distant rumble which
meant a delayed takeoff, for sure; the
computer confirmed our fears. Our hopes
for a VFR arrival were dashed as we
looked at the massive thunderstorms, so
we replanned for an IFR arrival that took
us on a circuitous southern route. Thank
goodness for our 90-gallon tanks!
Fortunately, our host knew a fantastic
place for breakfast and things looked a
little better following a good meal. Laura
did most of our flight planning and we
launched into grey skies before lunch.
Since our Comanche does not have
autopilot, we worked as a team as PIC to
ensure we flew safely. Upon arrival at
Iowa, we were greeted by the ground
crew at Jet Air who helped push Pantarita
42 Comanche Flyer
into her parking space. Being #49, she
was second to last in the lineup and
almost all the other aircraft had already
arrived. What a grand sight to see so
many planes ready to race!
The next couple of days were spent
attending meetings, aircraft inspections
and warily watching the weather. The
briefings covered CFR (previously FAR)
reminders, selected rule discussions and
detailed reviews of the flybys. The flybys
were designed from 200 AGL to 300 AGL
across timing lines at the selected airports
and created a challenging flight path for
us new racers. Thankfully new racers,
termed “baby birds” were assigned
“mother birds” who were experienced
teams selected to provide advice and
answer questions. Our mother birds,
Joyce and Kathy, were marvelous.
As Tuesday approached, the weather
systems throughout the northern part of
the race route refused to improve.
Thunderstorms and low ceilings plagued
the first few legs. The race organizers
had to make a tough decision to keep the
race safe. The new start location was
Alliance, Neb. and the start date was now
Wednesday, June 22. We just had to
figure out a way to get there, so another
couple of IFR flights and a day and a half
later, we made it to Alliance. We were
ready to race.
It was exhilarating watching the other
teams launch and line up for flybys.
Although the best tailwinds were in the
morning, we chose to wait until an hour
after the others had launched to be able
to space ourselves from the other
airplanes. But I underestimated the
Comanche. We accomplished our first
flyby at Great Bend with a great rush of
adrenaline. It took a fair amount of
concentration to manage the descent
and airspeed to overfly the field on
heading (what a rush!), then on to Borger.
On the way, we passed over a dozen
planes, flew our first 200-foot flyby to
stop our clock and landed at Borger in
time to secure the Comanche before most
of the others arrived. The friendly folks
in Borger took good care of us and their
new terminal is shaping up beautifully.
We slept fitfully as we dreamed of the
next two legs.
The next morning had cooled
significantly and the winds looked
favorable, so we planned our departure.
Although the large gas load and speed
provided us with options of landing or
continuing, we didn’t like the look of
the weather on the final leg, so we
planned to stop in El Dorado, where the
trees made the descent even more
exciting. By now, the flybys almost felt
normal. As expected, the thunderstorms
were still threatening Mobile and the
ceilings of some airfields en route were
IFR, but the forecast said the weather
might improve later. We decided to wait
on our decision to stay or continue.
Remember, our crew enjoys a good meal,
so we went to lunch at a marvelous
sandwich shop in El Dorado and got
“adopted” by another amazing team of
mother birds. It is fun to hang out with
other flyers and swap airplane stories.
Everywhere we went, someone had a
Comanche story. Upon return to the
airport, we got another weather brief
and it looked much better. The ceilings
had lifted and the storms had broken
into a gap. We decided to go for it. So
Pantarita soared into the air once more
with full tanks and joyously raced along
the last leg. We figured we must be doing
well because we’d seen good tailwinds
and the airplane had performed
flawlessly. Maybe, baby birds that we
were, we could even win a leg prize!
As we grew closer to Mobile, we began
to watch the datalink weather more
closely. There was more green than when
we’d launched. Then, two little yellow
spots … right over Mobile Regional and a
half NM south of Mobile Downtown, our
destination. By the time we were about
30 NM north, the yellow had grown and
now contained red – sure enough, two
thunderstorms. Disappointed, we swung
a large 360 as we tried to assess how
quickly the storms were moving; not fast
enough. So we looked for the closest clear
airport near to Mobile and Pascagoula
shown brightest. We stayed at Pascagoula
for 20 minutes waiting for the storms to
clear with the clock continuing to tick.
(By the way, Pascagoula is a charming
place for a fuel stop when you are not in
the middle of a race.) Our arrival at Mobile
SEPTEMBER 2011
Downtown was over an hour later than but for last place there’s a $100 prize … perhaps, but the Lycoming seemed to
we had planned, but we made the most and a turtle. More importantly, we made enjoy the high speeds, so we only backed
of the flyby and landed safely. Awaiting the right decision when faced with off a bit. We stopped in Corsicana, Texas
our arrival were our two young future inclement weather, and that always feels for BBQ and got great service with the
pilots who had adopted us for the race. good … especially when you’ve been fuel. Ah finally, the last leg home. But
They had been corresponding with us blessed to fly the race in a Comanche. wait, what’s that on the XM weather
until then and gave us a hero’s welcome. Days later, following the awards, we between us and home? Oh no! Not more
It was great getting to share our love of launched for home, a little slower thunderstorms!
flying and the Comanche with two aspiring
aviatrixes. The image of them at the
controls is priceless.
All in all, it was an experience of a
lifetime. I am sure Comanches must have
raced before, but ours was the only one in
the race this year and she performed
beautifully. Her handicap speed was
clocked 157.9, just .9 above the POH speed.
Someday, we hope to go back and visit Call Today for Advertising
the northern airports that we skipped for Comanche Flyer
weather during the race, as many of the Genevieve (Gen) Lyon, Advertising Manager
pilots who flew this year plan to. And our
race results? Well, we came in dead last
with our unexpected tour of Mississippi, glyon@villagepress.com

FAA REPAIR STATION YYBR664L

CUSTOM ENGINE Innovation. Reliability. Value.

OVERHAULS
(and exchange) The Original Lightweight Starter
Imitated, but never equaled — the benchmark of lightweight
“A TOP RATED SHOP” starters for Lycoming engines.
- March 2010 Aviation Consumer Features a high torque
series-wound
New limit standards, new cylinder motor, all-
options, O.E.M. fuel systems, metal gears,
each engine balanced and test run. and four
heavy-duty
* T.B.O. WARRANTY * ball-bearings.
No “compromises” — no
Cylinder & Accessory Service plastic gears, bushings, or
troublesome Bendix drive,
(800) 397-8181 STC/PMA
O-235 thru
and no permanent magnet
motor requiring high current
IO-720
www.poplargroveairmotive.com draw. Weighs just 10.2 lbs.
E-mail: dallen@poplargroveairmotive.com
123 E. 4th
11619 Rt. 76 Poplar Grove, IL 61065

SEPTEMBER 2011
 technical Q & a
onabplitatisitinullacmesru
ADs, Toe Brakes, Tank
mastobucledrivonabplit
a tSolenoids,
i s i t i n u l and
lacmStarters
esrum
Q: We understand AD 94-13-
10 (amendment 39-8951)
which superceded AD
74-13-01 (amendment 39-1870) can be
complied with (and thereby discontin-
ue the recurring 100-hour requirement)
by installing the Piper Part No 760 835
(Hi-Shear Rivet Replacement Kit). Where
can we order this kit?
A:
Piper still builds these kits
for Comanches. I’ve bought
several of these kits over the
years. Aviall is now the official Piper
parts distributor. Contact them at 1
(800) 284-2556. The part number is
very important. In addition, Webco has
an AMOC which allows them to install
it their way – others find it easier if
they remove the vertical stabilizer and
go in from the top.
Pat Berry
A:
This is a very benign AD. A
simple tail shake and a listen
in a quiet shop will comply
with the AD. I recommend not doing
the “fix” if there is no problem to begin
with. The test is not costly nor is it
onerous. The repair kits are, however,
fairly pricey, if you can find them, and
you need four of them (one for each
mounting bracket), plus the installa-
tion labor which can run upwards of 20
hours, especially if someone has never
done it before. It’s this repair versus a
30-second test every 100 hours. It is
your airplane and your choice, but I
don’t see the benefit if the rivets aren’t
loose to begin with.
Zach Grant
44 Comanche Flyer
Q: I have a 1960 Comanche 180
and I’d like to find out about
toe brakes. Who has the STC
or is one necessary? What do you think
the approximate cost would be?
A:
There is no STC that I know
of. The 180 had a hand brake
fitted so the type certificate
does not allow for an installation of toe
brakes, so without an STC, a 337 field
approval would be necessary.
You might call Webco. They used to
market a toe brake system that used
Beechcraft toe parts. Plumbing into the
brake system is simple enough, but get-
ting the 337 could be difficult. At one
time, I tried to do this with my local
FSDO and the chief inspector there
would not agree to it. You may have
better luck with your FSDO.
Pat Barry
Q:
I think my left tip tank sole-
noid is sticking. When
parked, I had a full left tip
tank drain into the already full aux
tank (selector was set to “off”) and the
expensive fuel overflowed onto the
ground through the aux overflow tube.
For now, I’m leaving the tip tanks
empty. What do I need to do?
A:
The tip tank solenoid diagno-
sis is correct. You should call
Osborne at (800) 963-8477.
The Osborne family has the STC for
these tip tank systems and they will sell
you an approved valve replacement. If
the valve is stuck in the open position,
then you need to replace it.
Pat Barry
Q: I am having problems with
the Bendix drive in my
starters. Without constant
spraying with WD 40, it will hang up.
This is now a problem with both start-
ers. Would it be a good idea to replace
these starters with one of the newer
Bendix free lightweight starters?
A:
Do you have the copper cables
installed? If not, then that
should be first on your list.
I have had the Skytec starters for 10
years and have never had a problem.
And, you will save about 12 pounds.
Check to make sure you have enough
electrical cable slack since the con-
nection point to the starter is a bit
further forward.
Hans Neubert
A.
Like Hans, I also have the
high-speed starters and I love
them. They do need a battery
that is pretty much fully charged,
where the old Bendix starters can turn
on about eight volts, but if you keep
this in mind you’ll never have a prob-
lem. SkyTec is owned by a man who
either has a Twin Comanche or used to
– if you ever have a problem they will
send you a refurbished unit as a
replacement – good service. I think that
they are worth the money. It really isn’t
worth the money to try to make the old
starters perform better; I really feel
that a change is worth the investment.
Pat Barry
A.
I have experienced problems
like this with my starters in
the past: once when I first got
my Twin Comanche about 22 years ago
and then again a couple of years back.
SEPTEMBER 2011
Both times I simply replaced the Bendix
drive and it totally cured the problem.
This is a pretty easy and relatively
F or over 25 year s, the I ndustr y C ho ice!
cheap repair. And both times it made

adlog
my old starters act like new. The start-
er shop I have used here in the Dallas
area told me that it is not really feasible
THE ™ MAINTENANCE
to repair those Bendix drives and RECORD-KEEPING SYSTEM
squirting stuff in them is a stop-gap
measure at best. Ultimately it will lead
to them “gumming up” even more so. FOR VIRTUALLY ALL GENERAL AVIATION FIXED & ROTARY
To be sure, the high-speed starters are WING AIRCRAFT plus EXPERIMENTAL and HOMEBUILTS
nice, but as Pat pointed out even they
have their drawbacks.
Dave Clark
14/15 color coded sections, simplify, organize and centralize all data.
Provides lightning-fast retrieval of all maintenance ADs, service
bulletins and inspection requirements for your aircraft. Includes
AD search, text of applicable ADs, and 1 year AD revision service.
Keeps you on top of all required repetitive activity- annuals, 100
hour inspections, transponder/altimeter checks, VOR checks, etc.
ORGANIZED FOR LOGICAL, STRAIGHTFORWARD UPKEEP.
Because adlog saves your maintenance facility valuable time, you
save valuable money. E-Mail: info@adlog.com

1-800-235-6444 FAX: 1-631-765-9359

AEROTECH PUBLICATIONS, INC. P.O. Box 1359, Southold, NY
www. ad lo g. co m

F.A.A. Certified Repair Station VI4R597M

Custom Engine Overhaul

“The top-rated shop”
Aviation Consumer March 2010

2-YEAR 500-HOUR WARRANTY

Call Charlie or Herman 800-204-0735

ICS 12289 PA-30 N808N

SEPTEMBER 2011 45

Classifieds
$70.00/2 issues
advertisement order.
All advertising must be received
by the ICS in writing (mail, fax, or
e-mail) five weeks prior to the
desired month of publication.
Payment must accompany adver-
tisement order.
Renewals may be made by
telephone, but initial ad must
be in writing.
The publisher makes no
warranties as to the veracity or
accuracy of the information
provided by the advertiser. The
publisher is under no obligation to
accept any or all advertisements.
International
Comanche Society
Trading Post & Classified
Advertising Contact:
Nancy A. Whitten
2779 Aero Park Drive
Traverse City, MI 49686
Phone: (800) 773-7798
Fax: (231) 946-9588
E-mail: nancy@villagepress.com
Comanche Flyer
aircraft Wanted
“COMANCHE’S 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
Comanches For Sale
Pa24-180
1962 PA24-180, 7669P, 3860TT, 660SMOH, 15
Prop SN. Good original condition, 33-yr owner,
always hangared. NDH, well maintained, $29,500,
Oregon, (503) 789-2032. Details/Photos:
bwarner@sturdi-built.com. 1/2
Pa24-250
1959 PA-24-250 Turbo Comanche, 6040 TTSN,115
SPOH. Hartzel 3/bl. Tip Tanks 90Gal, 1224lbs. useful
load. King Avionics, JPI Fuel Flow, S-Tec coupled A/P,
150KT TAS. Annual May/2011. $55,000. (905) 520-
2755, chriselgar@mwebelting.com.
Pa24-260
1966 PA260B SN 24-4411 N8954P TTAF 3000,
SMOH 1392, Prop SMOH 71 Hrs. Center Stack
Panel with 2 King 155’s, 6 Seat, Met-Co-Aire
Wing Tips, Knots2U Gap Seals, Custom Blue
Interior, Electric Trim, Hartzel Prop, 4 Fuel Tanks,
1 Piece Windshield, New electric fuel pump,
Hangared in Phoenix since I bought it in 1978.
Lost Medical, out of Annual, $ 57,500. Bob
(602)996-0800, bobloeb@q.com.
1967 PA24-260 B, TT5300, 480SMOH & SMOP
annual & IFR current 6/2011, Garmin 430 & yoke
496 w/wx/terrain, twin G/S, AP, CHT, hangared,
very nice $69,900. (810) 956-7892 s.ehardt@
sbcglobal.net. 1/2
Pa30
'64 Twin Comanche, Miller Conversion. Lost medical
- must sell. TT2694, LE204, RE195, Props 201.3,
fresh annual, dorsal fin, many mods. IFR. Excellent
paint/interior. $89K OBO. (541) 672-0937. 2/2
1967 PA 30B. Same owner past 24 years. Always
hangared. TT2885, engines 460, props 635, six
seats, good avionics, GPS, autopilot coupled,
complete logs and manuals, NDH, overseas
shipment available. Asking $80,000 or OBO. (951)
845-0899, cell (760) 668-0390. lbmcconnell13@
gmail.com. 2/2
2/2
1963 PA-30, Our Fantastic Flying Machine,
You’ve got to see it to believe it. TT 4250, RT 167
SMOH, LT 355 SNEW by Lycoming, Over
$150,000. spent in upgrades, refurbishing all
interior components, control pulleys/bearings
and control lines, Webco push/pull conduit,
S-Tec 50 with alt. hold, Garmin 430 with terrain,
King HSI, WX-10A, Shadin Fuel computer, new
fuel pumps, new main fuel cells, electronic
engine monitoring. Many speed mods and
accessories. REDUCED TO $80,000.00 OR BEST
OFFER. E-mail for pictures and equipment list.
Emil at comadco@aol.com or (941) 360-9282 /
(613) 821-9430. 2/2
trading Post
Fax: (231) 946-9588
1/2 E-mail: nancy@villagepress.com
Trading Post is a non-commercial, member to
member service provided free of charge, one
time per member, per year. The sale of aircraft
is not permitted in the Trading Post.
only (fax or E-mail OK).
SEPTEMBER 2011
PLACING AN AD?
Use this list as a guideline for the information you may
advertising index
Aerotech Publications .................. 45
want to provide and the order in which to do so. Aerox ............................................ 23
Model Year of Aircraft
Air Parts of Lock Haven ............... 35
PA 24-180, 250, 260, 400
Serial Number of Aircraft Aircraft Engineering ..................... 48
Registration Number of Aircraft Aircraft Specialties Services......... 39
Total Hours On Airframe
Aircraft Spruce and Specialty ...39,C3
Any Damage History e.g. Gear Up Landing
Total Hours On Engine Since Factory New or Remanufactured Alpha Aviation .............................. 33
Aviation West Insurance Broker ... 23
Total Time On Prop Since New or Overhaul
B & C Specialty Products Inc....... 43
Standard Gyro Panel, Electronic Flight Instrument System Bogert Aviation ............................. 33

Communications & Navigation Equipment Listing e.g. GPS, ILS, VORs

Bruce’s Custom Covers .................. 3
Stormscope, Radar, Comanche Flyer Foundation ....... 15
Engine Monitor (EGT, CHT, Fuel Flow, etc.)
Comanche Gear ........................... 19
Type & Make of Autopilot
DAC International Inc.................. 16
Electronics International .............C2
Gap Seals, Wing Tips, Speed Mods, Windshield
General Aviation Modifications .... 13
Great Lakes Aero Products ............ 7
Ground Tech ................................ 23
Hartzell Propeller, Inc. ................. 17
Heritage Aero, Inc ........................ 16
J.L. Osborne, Inc. ......................... 19
Johnston Aircraft Services ...........C4

Abbreviation Key: Knots 2U, Ltd. .............................. 48

A/C Air Conditioning ILS Instrument Landing System Kosola & Associates ..................... 23
AD’s Airworthiness Directives LE Left Engine
ADF Automatic Direction Finder LOC Localizer (Runway Centerline Guidance) Met-Co-Aire ..................................C3
AH Artificial Horizon LORAN Long Range Navigation System
A&P Airframe & Powerplant Mechanic M/B Marker Beacon Oilamatic, Inc............................... 19
AI Aircraft Inspector MDH Major Damage History
A/P Audio Panel NDH No Damage History Paul Bowen ...................................C3
AP Autopilot NM Nautical Miles
CDI Course Deviation Indicator NAV Navigation Radio Receiver Plane Power ..................................C2
CHT Cylinder Head Temperature OAT Outside Air Temperature
COM Communication OH Overhaul Poplar Grove Airmotive ............... 43
C/R Counter Rotating PET Piper Electric Trim
C/T Carburetor Temperature RB Rotating Beacon Precision Propeller ......................... 7
DF Direction Finder R/C Rate of Climb
DG Directional Gyro RE Right Engine Preferred Airparts......................... 17
DME Distance Measuring Equipment RG Retractable Landing Gear
EFIS Electronic Flight Instrument System RNAV Area Navigation Rocky Mountain Propellers, Inc. .. 35
EGT Exhaust Gas Temperature SB’s Service Bulletins
ELT Emergency Locator Transmitter SCMOH Since Chrome Major Overhaul
Ron & John’s Comanche Service .. 19
E/P External Power Plug SFN Since Factory New
F/D Flight Director SFRM Since Factory Remanufacture
Sky Tec Partners Ltd ....................C2
FGP Full Gyro Panel SMOH Since Major Overhaul
Sound Ex Products ....................... 48
FWF Firewall Forward SOH Since Overhaul
GPS Global Positioning System S/N Serial Number Survival Products ......................... 17
G/S Glide Slope SPOH Since Propeller Overhaul
GSP Ground Service Plug STOH Since Top Overhaul Travers & Associates .................... 40
H/P Heated Pitot TBO Time Between Overhauls
HP Horsepower TT Total Time Warren Gregoire & Associates ..... 13
HSI Horizontal Situation Indicator TTAE Total Time Airframe and Engine
IFR Instrument Flight Rules TTSN Total Time Since New Zephyr Aircraft Engines ............... 45
IMC Instrument Meteorological Conditions XPDR Transponder

SEPTEMBER 2011
48 Comanche Flyer SEPTEMBER 2011
 Avionics Sales Team
Call Toll Free: 800-826-3160
Visit our website for our used Avionics Section

FREE!
2011-2012 800+ page email us
Parts Catalog! info aircraftspruce com
COMANCHE ALERT!
With the pending Australian Horn
STC Pending
FAA A.D. note on
the Comanche
empennage horn,
we are notifying
Piper Horn you that Johnston
Assembly Aircraft Service can
furnish parts and installation of the
Piper horns and hopefully soon the
Australian horn.

Johnston Aircraft Service is an

installation center and dealer
for approved AmSafe Seatbelt
Airbags. Now that the AmSafe
Airbags have been added, we
are ready to help you with your
Comanche installation.
Visit www.gaairbags.com
and listen to the testimonials
of accident survivors and
understand their reaction to
having a seatbelt airbag
installed on their aircraft.

LYCOMING ENGINE PROFESSIONALS