Stabilator Flutter

Recent Discussions from the Comanche Owner’s Forum –

Stabilator Flutter

s many ICS members can

attest, the best source of

information is often other

Comanche owners who have faced

similar maintenance and operational

issues. As a service to all ICS

members, the following is a series of

online postings from the Comanche’s

Owner’s Forum. This discussion

between Comanche owners con-

cerns stabilator flutter. It is printed

as it appeared in the Forum.

I just installed an S-TEC 55X

autopilot in my 1965 twin and

when I go to a vertical speed decent

and the airspeed approaches 195

or just about the yellow arc, the

stabilator starts to flutter. As soon

as I disengage the A/P, it stops. I

have checked the cable tension on

the elevator and the bridle cables

on the A/P. I have had the A/C for

nine years with the old Altimatic

A/P and this is a new problem.

Any insight from anyone would be

appreciated thanks.

I would be very interested in hear-

ing about any such flutter problems

and their resolution in this forum.

I get stabilator flutter on my TC at

about 195 IAS if the bushing or bolt

between the control rod and the trim

actuator. Just fixed it again last week.

I wonder if the pitch trim bridle

is reaching its nose down cable limit

and slipping the clutch?

I have seen a low frequency 5 HZ

(+-) oscillation with the autopilot on,

out-of-trim and some play in the trim

drum. I did it by leveling off, cranking

in cruise trim (before speeding up)

and hitting altitude hold. My guess

is that what you are seeing is a

similar effect, as the autopilot doesn’t

have the speed to produce a fast

oscillation on its own.

I fixed the tab play and don’t hit

the hold so early and have not

had a repeat. Check the stabilator

trim tab play.

I’ve got a 55X in my 1966 PA 30

and have never experienced anything

like you describe. The highest I’ve

ever let my airspeed get was about

220 indicated on a very smooth day

and still no flutter whatsoever.

Normally, just to ensure no issues

in a descent, I’ll reduce power to

keep the airspeed 5 to 10 mph below

the yellow. The 55X has always

been rock steady.

Not directed at you Todd but to

everyone, are we really talking about

flutter guys? Not a term I would

throw around loosely! I wasn’t aware

that you could have a true flutter

incident that didn’t result in loss

or near loss of the aircraft.

Hans, help me out on this will you?

According to Maurice, and other

postings on this forum and my own

experience as well, stabilator flutter

will occur in different degrees of

intensity.

Severe flutter will result in serious

damage and possible loss of control

of the aircraft. The plane in the

famous NASA flutter movie managed

to land safely although it did need

some (a lot of?) repairs.

At the other end, I have experi-

enced what I would call mild flutter,

where the airframe vibrated and a

slight sensation was also felt in the

yoke for a few seconds. This was also

an alarm bell to get things fixed

immediately.

I would consider all incidents of

flutter as quite serious since they

all are at least a first step (or last)

before loss of control and damage

and reflect an airframe in need of

immediate maintenance.

Comments are welcome.

To everyone interested in this

discussion: True flutter occurs

when torsional instability couples

to the bending frequency of the

structure. Normally, up to flutter

speed, structural damping and air

damping, prevent these vibration

modes from coupling. The torsional

mode is when the stabilator tips

rotate about the spar, and the

bending mode is when the stabilator

tips flex up and down.

Looking at the NASA flutter film,

one observes that the stabilator tips

are both rotating and flexing. The

motion is somewhat similar to a

manta ray swimming.

What Jack01267, T6, Charlie,

James and others have experienced

(including myself at one time) is a

buffeting caused by looseness in the

stabilator trim system, which can

be the start of torsional instability.

The two main causes of stabilator

trim tab buffeting are 1) Washing the

airplane, and getting water into the

trim tab (increases tab mass), and 2)

Looseness of the trim system (exci-

tation force and reduced damping).

There are three locations where

this looseness can occur. The two

ends of the trim tab control rod

contain bushings, a thru pin, and an

AN bolt. The trim drum contains two

bushings, which are preloaded by

the two cable guard bolts. The entire

assembly must allow movement,

but with minimum excess play.

So, what is the maximum allow-

able up/down movement, measured

at the aft center of the trim tab? I

don’t recall if the service manual

has a requirement, but I will offer

up that ± .050 is maximum.

If there are airplanes out there

with more play than that, then the

word needs to get out for problem

correction. We don’t want to lose an

JANUARY 2004 Comanche Flyer • 17

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18 • Comanche Flyer JANUARY 2004

airplane and lives, nor do we want

the FAA to give us another AD.

Thank you for your excellent discus-

sion of the stabilator flutter situation.

I have never had a stabilator vibration

in my airplane, (I did on a brand B

I owned years ago) but my A&P will

have a copy of your post to review

at my next annual. This forum is a

great resource.

Regarding washing the airplane,

and getting water into the trim tab:

Won’t the water run out of the trim

tab before flight? (Aside: now I have

an excuse to not wash my airplane).

The “water in trim tab” possibility

was suggested to me by Phil Wiltze,

head of aerodynamics at Rockwell

during the Shuttle design phase.

One time, about 10 years ago,

after washing the airplane, took a

ride to “dry it off.” On the return leg,

straight and level, moderate power

setting, I felt the oscillation at the

wheel at about 3 Hz, with a total

stroke of about 1 inch. Slowing

down made it stop.

One time, about 13 years ago,

carrying about 600 pounds of

sandbags during the Cafe 400 race,

had a similar experience. Then, I

was coming downhill fairly high in

the yellow range. Reducing power

and raising the nose to slow it

down made it stop.

Thanks so much Hans, I knew

you could help us all out on this

one. So, is buffet or vibration flutter

or the beginnings of flutter or simply

related to flutter?

Assume for the moment that a

Comanche stabilator is placed in a

wind tunnel, and rigidly constrained.

At the flutter speed, where the

aerodynamic forces exceed the

restraining bending and torsional

stiffnesses, the stabilator will start

to flex, and couple in with the tor-

sion stiffness to cause twist. When

the oscillations become large

enough, the stabilator will come

off the airplane. Usually, 3 or 4

cycles are all it takes. However,

this phenomena does not happen

instantaneously, but rather one

can sneak up to it.

Now consider a trim tab in the

same situation that has a lot of

play. The tab, having a reduced

flexural and torsional stiffness,

will begin to oscillate about its

hinge line first. The tab will then

start to excite the torsional mode

of the stabilator. In flight, we feel

this as a low-frequency oscillation

of the control wheel.

If we continue to let the tab

oscillate about its hinge line, and

increase the flight speed, the stabi-

lator torsional mode will couple to the

flex mode, and stabilator becomes

unstable on its own. The speed at

which all this happens (i.e., “how

much time do I have”) depends

on mathematically complicated

stability derivatives.

You might recall the crash of a

F-117 a few years back. A

mechanic left out a bolt at the

right aileron hinge bracket. After

about 3 cycles, the aileron was

gone, and the plane crashed. Prior

to that, the plane was flown from

its airbase to the air show without

any problems. So, at the right

combination of airspeed and control

forces, things can happen quickly.

Also, a few years back there

JANUARY 2004 Comanche Flyer • 19

was a Comanche that crashed in

Anaheim Hills, where I live.

According to the NTSB, there was

the likelihood of airframe icing,

and radar returns show the pilot

was making a hard right turn.

Normally, a hard turn shouldn’t

take the stabilator off of a Comanche,

but this one was found about half a

mile away from the main crash site.

We’ll never know what happened

for sure.

Message to all, we have 40-year-old

airplanes that need maintenance to

keep them in near new condition.

Flutter speed for the Comanche was

established using a new airplane.

Bear with me Hans.

So, if a trim tab is loose, you

could get into an unstable situation

which could cause a low-frequency

oscillation of the tab which could

then help to induce flutter in the

entire control surface but at that

point it is probably too late as

once the real flutter starts you are

probably history.

Is that about right? And is the

“buzz” I have heard some people

describe here and elsewhere just

another symptom of excess play and

poor maintenance that could aggra-

vate flutter but not flutter itself?

Sorry, I think I am getting there

and I appreciate the education!

To answer your questions

specifically;

1. A loose trim tab will cause a

low-frequency oscillation to the

stabilator itself? Yes. Keep in mind,

as a surface, the trim tab itself is

not balanced.

2. Could the tab oscillation

induce flutter into the stabilator

and make for a bad day? Yes. But,

only if allowed to progress and

diverge, which will require some

additional airspeed. How much

extra airspeed? Don’t know, but a

SWAG would be an extra 10 to 15

mph indicated.

3. The “buzz” is a symptom of

excess play in the trim tab system?

Yes. Could it cause flutter to occur?

Yes, if left unchecked with addi-

tional airspeed. I don’t believe that

the reduced flutter speed due to

wear-and-tear has been thoroughly

investigated.

The regulatory requirement for

CAR 3 airplanes is for a demonstrated

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For Part 23 airplanes, there is an

equation, which works out V(dive)

to be 210 kts (twins), which also

must be 1.25 times V(cruise),

whichever is greater.

Thanks Hans, I have saved all this

to help me in the future. I think I

certainly understand more than I

did. I am sure many of us did.

Your last paragraph is also

interesting. In the case of our twins

that would mean that they were

actually tested to a higher airspeed

than they would have been under

CAR 23 I think. Of course all of these

margins are pretty slim if the aircraft

is not maintained properly.

Hans,

I’d like to echo Bill’s thanks for

clarifying the flutter issue. It’s an

important one IMO and it’s hard

to write too much on it.

Our thanks to Dale Vandever for

compiling this text. You can view

these messages in the context of

the entire discussion by going to:

http://forums.delphiforums.com/

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ored with touch and go’s?

Move up to a bang-and-

bolter.

As a frustrated fighter pilot

wannabe, I always wondered if I

could do a no-flare carrier-type

landing in my 1959 PA 24-180.

One way to find out is to try it!

During one of my flights a few

months ago, I went to a low traffic,

uncontrolled airport and set up a little

longer-than-usual final. It was sur-

prising how hard it is to slow my

approach speed below the recom-

mended 78 mph. It is strangely

difficult to pull the wheel back steadi-

ly, without ballooning too seriously,

to work the speed down slowly.

At first try, I might have gotten a lit-

tle below 75, but I kept at it. By work-

ing at it by increments on successive

approaches, I finally achieved my tar-

get speed of about 65 mph. I was full

dirty with high-pitch prop, full flaps,

gear down. When I finally achieved

a reasonably well-stabilized attitude

before touchdown, I sucked it up and

let it bang on without a flare.

The nose was high enough that the

mains hit first, and I was surprised

at the relatively light impact. As a

matter of fact, I’ve flown worse trying

to do it at 78 with full flare. On suc-

cessive flights I practiced this kind of

approach, finding the greatest chal-

lenge was in getting my speed down

to about 65 and stabilized in the

approach. I kept my right hand on

the throttle, mentally cued to full

power at the first sensation of

excessive sink or impending stall.

After seeing our president’s

plane catch the last wire on his

carrier approach and hearing his

pilot go to full power immediately

upon landing, I became curious

about doing a bang-and-bolter. I

wanted to see how my plane

would respond to a bolter as if I

had missed the wire.

At my first opportunity, I set things

up for a carrier approach at my

uncontrolled home field. Only 5,000

feet of the 10,000-foot runway were

available due to work on the far end.

So I was forced into a mere 5,000-foot

length to work with. Gotta get down

and off in that short of space, so it

was good to have a plan.

As before, I set up a little longer

than usual final and got the speed

down to about 65. The runway is 100

feet wide so I felt like I was really

flying down to the concrete. But I

hung in there and banged it on.

Immediately after touchdown, I

popped the flaps up with my Johnson

bar, and pushed the throttle up to

full afterburner.

My longstanding habit of raising

the flaps immediately after landing

to keep glued to the ground just took

over and led me to do flaps-up first.

The plane practically leaped off

the ground with a very short run.

the nose went up rather easily,

but not excessively.

I was always careful not to trim out

full nose up pressure on final to avoid

strong pitch up with full power and

increased speed. On these last

bangers, I noted a sink rate of about

500 feet per minute on short final,

and an almost level attitude.

After three of these, I declared

myself to be a carrier-qualified

Comanche pilot. Next, I am going

to try doing the bolter without

first raising the flaps.

A friend of mine has a 1959

Comanche totally apart in his hangar

and I have spent some time thor-

oughly examining parts I’ve never

seen before. One of the things that

impressed me most was the size of

the main wing spars. To my unprac-

ticed eye, they looked huge! I don’t

believe I’m going to bend them

unless I step up from bangers to

full crash mode!

Bang and Bolter

by Lloyd Roberts - ICS #12514

Pilot Pointers

ansas City is one of the nation’s finest treasures. Visitors to this

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The Heart of America

24 • Comanche Flyer JANUARY 2004

Continued on Page 26

Convention and Visitors Bureau of Greater Kansas City

Convention

Logo

(Dianne - I don’t have a

logo????) or is that the

right city shot I have

for the airport

????)

he annual ICS Convention site for

2004 is Kansas City Downtown

Airport (MKC) Kansas City, Mo. The

success of the convention depends upon the

hard work and faithfulness of volunteers. I

want you to know many members of ICS

are working hard to make this convention

a success.

Planning for the 2004 convention began

as early as October of 2001. During the last

12 months the intensity of the planning

has increased and will continue to intensify

over the next eight months leading to the

convention.

We are looking forward to hosting you in

Kansas City. Located in the center of the

United States, Kansas City has become the

city of choice for those looking for great

shopping, cultural, and sporting events. In each

of the coming months look for information

and pictures featuring the events being

planned for your visit including specifics

concerning things to see in Kansas City.

Each month this space will feature an

article by one of my committee Chairman

detailing their area of interest in your ICS

Convention.

Our goal is to provide a great time for all of

you in Kansas City. September weather is great,

the food is always superb, and we welcome

you all to come experience the hospitality

and entertainment of Kansas City.

Darrell Norris

Chairman

From the 2004

Convention

Chairman:

2004 ICS Convention

MaintenanceSuperSeminar

by Karl Hipp - ICS #10241

hat’s right, It’s all one word. MaintenanceSuperSeminar. Because

it’s all being combined! It will be unlike any maintenance sympo-

sium ever held at any ICS Convention or fly-in.

Instead of a bunch of vendors all holed up in one room and seminars

going on in various rooms scattered around the hotel, we will have only

a few select vendors in a large room showing their wares and conducting

the seminar.

This will be a Comanche-specific event. There won’t be anyone selling

insurance, engine pre-oilers, headsets or batteries. And there will be no

seminar rooms. The exhibitors themselves will be taking turns explain-

ing the various maintenance issues we have with our Comanches. There

will be hands-on displays of the landing gear components and other sys-

tem components, such as trim drums, stabilator tubes and fuel strainers,

just as examples. There will be maintenance solutions and procedures

explained. There will be discussion on items ranging from gear rigging to

engine rebuilding tips. We will be using a closed circuit camera and a

public address system so that everyone attending can see what is hap-

pening on a big screen.

JANUARY 2004 Comanche Flyer • 25

trip to Kansas City is a high point

on anyone’s calendar. Flying your

own airplane into one of the most

historical airports in the country

makes it even better. Flying your

Comanche into the same airport and

arriving in the company of some 200

other Comanche’s, owners, and families

has to be one of the most memorable

events ever.

The Kansas City

Downtown

Airport (MKC)

Convention and Visitors Bureau of Greater Kansas City

Continued on Page 27Continued on Page 27

Convention and Visitors Bureau of Greater Kansas City

through a lively market area, known

today as the City Market. Farmers

and vendors still offer home-grown,

as well as exotic, produce, herbs and

flowers in Missouri’s largest open-air

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enclosed shopping and entertain-

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through 14 exhibits. Guests can visit

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the process used in greeting card

production, push a button to make

their own colorful gift bow, watch

excerpts from the company’s

“Hallmark Hall of Fame” television

26 • Comanche Flyer JANUARY 2004

Continued from Page 24

Kansas City-

The Heart of America

Convention and Visitors Bureau of Greater Kansas City

presentations or step through a keyhole

into a room filled with giant pencils,

brushes, paint tubes and jars. Other

Crown Center activities include the

American Heartland Theatre, the

Coterie Theatre, a children’s live

performance theater with family

programming, ice skating in the winter

and outdoor entertainment in the

summer. The complex features 29

restaurants.

A little further south is the famous

Country Club Plaza, an outdoor

center covering 14 square blocks

and containing over 180 of the

finest stores in the country, as well

as dozens of restaurants. With more

than 40 fountains, many unique to

the world, and over 50 sculpted works

of art and exquisite mosaics, the Plaza

is often referred to as an “outdoor

museum.” A walking art tour of these

magnificent works is a delightful

way to experience the Plaza. The

Plaza’s Moorish architecture is

modeled after Seville, Spain, one of

Kansas City’s sister cities. Between

Thanksgiving and mid-January, the

Plaza is illuminated by over 75

miles of colorful holiday lights.

Facts About Kansas City

Nicknames: K.C., City of Fountains, Heart of America

Sister City: Seville, Spain

Famous

Residents:

Thomas Hart Benton (artist), Harry S. Truman (politician),

Charlie Parker (jazz musician), Tom Pendergast (politician),

Ed Asner (actor), Jean Harlow (actress), Ginger Rogers (actress),

Satchel Paige (baseball player), Walt Disney (writer/producer/director)

and Mickey Mouse (born in Kansas City under Walt Disney’s hand),

Calvin Trillin (columnist); George Brett (baseball player);

Tom Watson (golfer).

Hometown

Headquarters:

Hallmark Cards, Sprint, Farmland Industries, Russell Stover

Candies, Yellow Freight Corporation, H&R Block, AMC Theaters,

Applebee’s International, American Italian Pasta, among others.

Home of: Harry S. Truman Library

(one of eleven presidential libraries in the nation),

Linda Hall Library of Technology (one of the largest privately

endowed scientific and technical reference libraries in the country),

Veterans of Foreign Wars, American Academy of Family Physicians.

Pro Sports: Kansas City Chiefs Football Club

Kansas City Royals Baseball Club

Kansas City Wizards Outdoor Soccer Club

Climate in

September:

Ave. high temp: 80

Ave. low temp: 60

Ave precip: 4.39 inches

JANUARY 2004 Comanche Flyer • 27

The Kansas City

Downtown

Airport (MKC)

Continued . . .

This is your chance to get educated about your bird and ask questions

about those issues that have been bugging you about your airplane. It’s also

an opportunity for you to bring along your mechanic, so he can learn the

proper maintenance procedures for your airplane, and find out about the

problem areas and nuances of our unique aircraft.

Webco, Johnson Aircraft, B&C, and Altus will be our primary exhibitors.

And we also plan to have a few other folks, so make your reservations early.

See you at the Maintenance-SuperSeminar!

2004 ICS Convention

MaintenanceSuperSeminar Continued . . .

Only a handful of major cities

on the continent enjoy a bustling

general aviation facility adjacent to

the downtown business center -

Kansas City is one of them.

Dedicated by Charles Lindbergh

in 1927, Charles B. Wheeler

Downtown Airport (MKC) is the

city’s first airport and still one of

its busiest. Originally home to

commercial aviation, the airport

now attracts a large number of

corporate, charter and recreational

flyers. MKC nestles up to the Missouri

River that separates the State of

Missouri from the State of Kansas.

In the shadows of the downtown

skyline, up to 700 aircraft per day

takeoff or land at the airport –

everything from single-engine air-

craft to sleek corporate jets. The

facility and its control tower are open

24 hours a day and consistently

rank highly among private and

corporate pilots for their full range

of service to general aviation.

Fixed-base operators service

nearly 300 based aircraft, as well as

itinerant and charter aircraft, offer-

ing fuel, full maintenance, aircraft

rentals, sales and flight training.

Your arrival into MKC will be

one logbook entry to treasure, but

it will be only the beginning of five

days of activity learning more

about your Comanche and enjoying

many of Kansas City’s great enter-

tainment choices.

If this will be your first trip to

Kansas City you will leave knowing

why so many people make KC a

regular event. It will not be your

last trip to KC.

Look for more information

about MKC in upcoming issues of

the

Flyer.

28 • Comanche Flyer JANUARY 2004

ast year I bought the Twin

Comanche PA 30B “D-GABY,”

which was located at the

Karlsruhe Baden Airport. I was flying

this aircraft on a rental base about

50 hours before and knew it quite

well. Some months after the acqui-

sition, I decided to prepare GABY for

the next 25 years. She was newly

painted and together with Markus

Eberle and Peter Strobl from the

local DLE Luftfahrtservice GmbH, an

avionics and maintenance facility

located at the Karlsruhe/Baden-

Baden Airport, we planned the new

avionics for IFR flying.

DLE and especially Marcus Eberle

accomplished an extensive refur-

bishment of the Twin Comanche.

DLE Luftfahrtservice GmbH is a

wholly owned subsidiary of motorflug

baden-baden gmbh.

The avionics, installation and

mechanic departments had several

discussions with me before and

during the refurbishment to better

understand my requirements and

personal desires. In this way, I was

able to participate directly in the

development of the new design of my

aircraft. Furthermore, I could realize

my ideal interior by choosing my

favorite colour composition and by

deciding what kind of materials,

leather and carpets should be used.

The protection of existing equip-

ment, wiring and cables was of first

concern to DLE after having removed

the existing interior, avionics and

instrument panel.

Taking into account my

requirements and all existing new

technology available today, a

computer-controlled CAD program

was used to design and develop a

new instrument panel that was

acceptable to me. Precision is what

is required when combining the

limited space available and the unique

requirements of the customer and

this can be difficult at times.

However the experienced crew of

technicians at DLE are at ease

with this type of work.

Twin Comanche is

Even Better Than New!

by Joachim Weith - ICS #15101

Feature

GABY in front of the Air France Concorde.

Interior before refurbishment.

Newly designed interior.

The Twin Comanche after removal of

existing interior, panel and avionics devices.

“We have performed several panel

redesigns and modifications on

different aircraft types, such as the

Piper Malibu, Cessna 182, Mooney

M20F and F260. Based on this

experience, we always carry out

work with precision and technical

expertise,” Markus Eberle promised

before starting his job. Like every

refurbishment DLE first begun with

a mock-up of the panel to determine

the accuracy of the CAD design.

This also allowed to me to get a

first-hand view of my new instru-

ment panel and make any last

minute changes.

To allow for better passenger

control of the cabin temperature,

the heating and adjustable air

ventilation system was upgraded.

Being a tall pilot can be uncom-

fortable when flying for extended

periods of time. Therefore during

this refurbishment the pilot’s seat

height and shoulder harness

placement were modified to meet

my personal needs.

Using modern laser technology,

both the instrument and pedestal

panels were constructed using 3.2

mm thick aluminium coated with

Nextel lacquer. The labels and warn-

ing signs were then engraved into

the panel by the DLE technicians.

With a new S-TEC 60/2 autopilot

installed, which includes altitude

preselect and GPSS roll adapter, I

have no longer to bother with the

long manual process of entering

flight plans and heading changes;

they are all done automatically.

I told DLE that I like the new

autopilot system so well I seldom get

to touch the newly covered leather

steering yokes and “let the autopilot

fly.” The new panel includes a new

MX20 multifunctional display with

a high-resolution, 20-foot high

terrain warning device.

The highly polished spinners

complement the impressive new look

of the refurbished Twin Comanche.

Since the aircraft already has a

new paint scheme, I am now con-

sidering the installation of two new

engines with turbochargers for better

performance and fuel efficiency,

which takes me to my destination

in a timelier manner. Yes, that means

faster and more fun to fly.

The work was finished after five

weeks on May 1, so we could start

immediately along the Mont Blanc

mountain into a wonderful weekend

on the warm Mallorca Island.

JANUARY 2004 Comanche Flyer • 29

Manufacturing of new panel.

Old panel with avionics

removed.

New air ventilation valve

and shoulder harness.

Old air ventilation valve.

New co-pilot side aft.

Co-pilot side aft before

refurbishment.

Old panel.

New panel.

Old circuit breaker panel.

New circuit breaker panel.

High polished spinners.

The “new” Twin Comanche.

30 • Comanche Flyer JANUARY 2004

Pat Wachsman, President -

ICS #06061

oals for the Comanche Flyer

Foundation are becoming

a reality. The CFF Web page

is nearing completion. Web page

information is being gathered and

will soon be out for viewing. The new

CFF brochures tell the story of CFF,

Max Conrad and the unbelievable

Comanche N110LF. The book, “Into

The Wind,” a biography of Max

Conrad and “110 Let’s Fly,” covers

the life and history of this legendary

pilot and plane and is available for

interesting reading by the fireside

this winter.

The Comanche Flyer Foundation

Scholarship Program is going well.

The scholarships offered for the year

of 2004 are: The Maurice Taylor

Scholarship to be awarded in the

amount of $2,000. The Cecil

Wachsman Memorial Scholarship to

be awarded in the amount of $1,500.

The Comanche Flyer Foundation

Scholarships to be awarded in the

amount of $1,500. These scholar-

ships will be awarded to students of

Kansas State University, Aeronautical

College of Technology in Salina, Kan.

The objective of these educational

scholarships is to give financial aid

to students in the field of General

Aviation Maintenance and to assist

in training for an FAA Airframe

and Powerplant Certificate.

Larry Larkin Comanche Seminar

is available to all tribes of the

International Comanche Society.

A Tribe Chief has only to contact

either Mr. Larkin or CFF to schedule

these seminars. There is no expense

to a Tribe for the seminars as CFF

fully funds all expenses incurred by

Mr. Larkin. Contact Pat Wachsman,

President of CFF for guidelines in

hosting a Larry Larkin Comanche

Seminar.

Plans are in the mill for another

CFI Training Program in the near

future. Larry Rackley is working

diligently on these plans and infor-

mation will be available within the

next couple months. If you know of a

CFI who is interested in this training

program, contact Larry Rackley. He

will be glad to take their name and

talk with you about the program.

Kansas City Here We Come! The

Comanche Flyer Foundation is

working with the Convention

Chairperson in seeing that simulator

rides will be available on a first-come,

first-serve basis. Be sure to sign up

for this ride and for a surprise when

you COMPLETE the ride. Plan to

attend the ICS Annual Convention

hosted by the Mid States Comanche

Tribe. CFF still has many goals to

meet during the coming year and

trustees are working together to

meet those goals.

NOTE: The Comanche Flyer

Foundation will meet in Oklahoma

City on March 6, 2004 along with ICS

Spring Board Meeting. The two meet-

ings are planned separately to allow

those trustees who also sit on ICS

Board to attend both meetings. Details

will be available in time for all trustees

to schedule their attendance.

Into the Wind: Biography of Max Conrad

Enjoy this account of the life and feats of legendary pilot Max Conrad.

Narrative includes coverage of our own historic Comanche N110LF.

Price: $21.50 + Shipping: $3 North America, $15.00 overseas

Maurice Taylor Video Tapes

Take advantage of Maurice’s expert knowledge, captured on these

professionally-produced videos. Great tools for mechanics too!

(Tapes 1-3 apply to both PA-24 and PA-30 models.)

SAVE! ANY 3 TAPES for $119.85; Addl. tapes $39.95

Single tapes $44.95 each. VHS or PAL formats available.

Shipping included for North America. Overseas add $15.00 per order.

PLEASE FILL OUT TO ORDER

Please circle item(s) above and indicate any multiple quantities.

Mail to:

CCF c/o Henry Spellman, 111 Park Place, Lincoln, IL 62656

Telephone & Fax: (217) 732-8425 / E-Mail: [email protected]

Item(s) cost:_________ add all shipping:________ Order Total:________

Note: Enclose CHECK or MONEY ORDER ONLY - U.S. Funds

Ship to:

_____________________________________________________

Street Address:_______________________________________________

City:____________________________ State:______________________

Zip code:_________________________ Country:____________________

N110LF Patch

Full-color photo emblem. Great for

caps, jackets, shirts - order several!

Price: $5 + shipping: .50; $1 overseas

PA-30: MultiEngine Flying

by Alice Fuchs; Great Value!

Price: $9 + Shipping: $1; $2 overseas

Tape 1: Pre-flight Walk-around

Tape 2: Tech Tips: A Closer Look

Tape 3: Comanche Landing Gear

Tape 4: Single Comanche Flight Tips

Tape 5: Twin Comanche Flight Tips