Revised 06/02/2019
Page 4
to put 26 gallons in. Instead, it took 16. Lesson here is, stick the tanks and use the calibration graph to really
know what you have left until I get the senders reworked.
The International Comanche Society (ICS) suggests keeping the fuel tanks full between use to slow down the
deterioration of the fuel bladder/membranes and to lessen the possibility of condensation accumulating. I’m
still trying to make up my mind on this one. (Not to mention, the need for gas gives me an excuse to fly to
where gas is cheaper!) Follow your own opinion here for now.
When filling the tanks, note the fill collar sticks down into the tanks beneath the level of the fuel when it is full.
That means, to really fill up the tank, you have to be willing to fill to about 3/8 of an inch from the top of the
collar, where the drain hole is. That felt worrisome to me the first few times I did it, but it works. It’s probably
worth slowing down the fuel flow as you get close to prevent splashing.
Unlike Cherokee’s and 172’s, this aircraft has only one place to check for fuel contamination: the strainer behind
the small door located aft of the nose gear. To be thorough here, this is a multi-step process. First, confirm the
fuel tank selector valve is set to either right or left tank (and not off). Then get under the plane in front of the
wing and open the strainer door by loosening the thumbscrew. (Note there is a mat in the baggage
compartment for comfort and to keep your clothing clean. There is also a fuel tester in the storage box there.)
Drain some fuel. Resist the urge to hold your fuel tester upright as the gas is going to follow the tilt of the valve
and you will get wet! Inspect the sample, pour it back into the tank, climb in the plane and switch the fuel valve
to the other tank and repeat the testing. Once complete, be sure you secured the fuel strainer and filler doors.
The good news is the fuel filler collar, cap, and the doors that cover them seem to keep rain and dew out nicely
(unlike Cherokees). I have not seen any water or contaminants in my fuel samples after rain. I have seen water
accumulate in the tanks once due to condensation.
Transponder
I’ve gotten spoiled in other planes with newer transponders that come on automatically and switch to “alt” on
their own. This one doesn’t. Make sure you turn it on when you turn the avionics master on after starting the
engine, as it takes a little while to warm up. Be sure to select “alt” in the run up or you may find yourself having
the “I’m not receiving altitude” conversation with ATC after lifting off.
Door
The door requires some attention/effort to get closed securely. The key is to get the bottom catch secure
before moving to the top and middle. From the outside, push on the door at the handle firmly from 6 to 10
inches before closed; a gentle but firm not-quite slam. From the inside, do the same holding on to the leather
strap. You’ll know the latch is secure if you push on the door and it doesn’t open. (*Note, this can be difficult if
the inflatable gasket is still inflated. See below).
Once the bottom latch is secure, continue by latching the top. This latch is easy enough as it hooks into its
closure and pulls the top shut. The middle latch goes last and sometimes requires a little inboard pull while
moving the slide aft.
