Search results

I have done it both ways. I first got my IA back in the 80's. It involved an interview and a 10 question, open book test, that focused on AD's, TCDS's, and various regs and AC's. It was a fairly challenging test. I let it lapse when a job had me 110% focused on flying. In the late aughts, I...

I had the same problem with a GNS480. The GA35 antenna was going bad. Replaced it and problem solved.

The Piper Comanche Group on FB has a list of instructors. Off hand, there is a gal named Sue Folkringa who I think is around Ft. Lauderdale, though I am not 100% on exactly where in FL she is.

Free-lancing IA's seem to be somewhat more available than journeymen A&P's willing to go to work for the average GA maintenance shop.

Sold it and bought a Duke. A Duke is god's way of saying you have too much money.:)

Reasonable in theory, very difficult in practice. You crank and crank and crank without much happening, and then when it does happen, the MAP jumps quickly. Then as you run down the runway, the MAP goes up more. There is no overboost protect in the system, being careful is key. At higher...

Troll funny!

There is a list of instructors on the Facebook group: Piper Comanche. The Airworthy Comanche Forum over on Delphi is also a good place to ask.

Based on the various advertisements for A&P's and in talking to other shops around the country, I have yet to identify a location that is so desirable that it has enough A&P's. Do you know of any?

I see a lot of owner maintenance. Some is of good quality. Lots are not. Training and experience counts for a lot.

Maybe where you are, but on the field where I am based, there is one maintenance shop, one part 141 school, and one engine shop. They are all looking to hire an A&P and have been for most of the year.

Except that they don't perform as well as an NA Twinkie and cost more to maintain. Other than that . . .

Nothing scary about Vmc in a Twin Comanche if you have a clue as to what you are doing. 50 years ago, the FAA said to do these demos at low altitude and anyone with a CFI and a multi rating was a multi CFI. When the FAA quit being stupid, then the problem went away. That being said, they are...

The 180 Comanche was certified without a stall warning device. Apparently the aerodynamic buffet was determined to be adequate.

Reports to ATC are not reports to the FAA that anyone would track. The purpose of the report to ATC is to alert them that the aircraft might not be able to provide the minimum performance that ATC would expect. Not applicable VFR and not helpful to figuring out whether twins are safer than...

It is not so much the alodine which makes the Comanches more corrosion resistant than most all GA aircraft. It is that every piece got the zinc chromate paint before they were assembled. Bought a 180 that had been disassembled after being bellied in. The fuselage sat outside through two...

Air Deere. These are are quite nifty. https://tiffinaire.com/aircraft-tugs/

A service bulletin is not regulatory, but highly, highly recommended in most case.

I loved Bax and also Len Morgan.

I place a few orders every month. I have been doing for over 15 years. No organization is perfect, but they do a darn good job considering that over that time they have absorbed several competitors and had to integrate them into the system. A couple of times when Spruce has disappointed me...