Nifty 50 Flyer
Sandusky Area - Huron, Ohio
Volume 50, Issue 10 October 2009
Next Meeting Educational Meeting: Sept. 6
Opper Picnic Ben Gleason
12:30 p.m. was opened at
01:35 by EAA
Opper Field Fifty, President
Bring a dish to share! members in
attendance stand and recite
the “Pledge of Allegiance”.
After the pledge, Bill intro-
#50 Calendar duced Pete Kodish, our visi-
tor from our sister Chapter
November 1 in Lorain. Pete is very in-
1:30 pm terested in Aviation History,
Army Aviation Safety, and Building.
Hinde Airport (88D)
Next on the President’s
December 5 agenda was an around-the-
6:00 pm room discussion of existing
Chapter #50 Awards Banquet projects.
State Theatre, Sandusky
Trustee and Tool Chair,
December 6 Don Roth, gave members an Todd Mather discusses proper radio/airport procedures.
1:30 pm update on the tool crib.
Educational Meeting - TBA
Hinde Airport (88D) Bill introduced our guests
overly long finals, pilot un- ing five members read dif-
speaker, Comair Airline
awareness of other flying ferent call-ins to the unicom
Captain, Todd Mather, and
CONGRATULATIONS! and landing aircraft and at the same time. Since
his wife Tiff, who also just
poor habits and manners there were a number of ac-
EAA AirVenture 2009 happened to bring some
with prop-wash at startup tive pilots in attendance that
Reserve Grand Champion really good cookies, chips,
and ground maneuvering. could relate different experi-
Silver Lindy and home made “Sloppy
ences and actions, the meet-
Joe’s” with her in the Capt. Mather took every ing proved to be well above
Jon Brausch, Huron, Ohio Mather’s beautiful Cessna item and explained the average in quality of infor-
1966 Piper PA-30, N7954Y 195. proper procedures taken mation learned.
from the FAR’s. In addition,
Secretary Gleason took
Todd explained the common After the meeting, the
the floor as a prelude to our
courtesies every pilot should members continued to talk
guest and discussed with the
be taught in pilot training, that special thing that we all
group several items that he
as well as in flight reviews. love, “Airplane Talk” also
and his wife, JoAnn wit-
known as “Hangar Flying!”
Sept’s Mystery Aircraft: nessed during arrival and Mr. Mather used several Thank you, Todd, for the
Airbus A380 departure at the recent Fly- handouts to explain airspace great safety information and
In at port Clinton, Ohio. and held a really thought-
Correct Answer: Tiff for the excellent good-
These items were; constant provoking demonstration
Ben Gleason ies!
unnecessary radio clutter, about radio clutter by hav-
Roger Munsterman inaccurate pattern altitudes,
V O LU M E 5 0 , IS S U E 1 0 N I FTY 5 0 F LY ER PAGE 2
EAA #50 Board Meeting: September 27, 2009
P r esid e n t S ha n k useable Aeronca spars, and Bill thought that the Spring BSA merit badge event
brought the Board meet- it would be neat to make the case from is already scheduled and the Chapter
ing to order at 09:10. them. The Board agreed. should be thankful that we have the
Board Members in at- talent of member and “Eagle Scout”
tendance were President Don gave the Board estimates for our Andy Overly to assist with these well-
Shank, Secretary Glea- office carpet cleaning and chairs to be received events.
son, Treasurer West, cleaned. Don also suggested purchase
Trustees Roth and We- of an outside door mat and some eves The Board was reminded from Leroy
ber, and Members Patsch, Plumb and trough repairs. A Motion by Shank, by E-Gram that our domain name and
Overly. Outgoing Trustee Hawkins was seconded by Gleason, and the Board web host comes up for renewal in the
absent. approved the expenses. Don was ad- spring.
vised to get it done.
President Shank began the meeting The Board’s discussion moved to
with his report, which gave the Board Don discussed a wire crimper pur- new business. Your Board determined
information about a past meeting with chase. Bill Shank suggested it be pur- there are no By-Law changes that need
Newsletter Editor and Web Master chased through the tool fund, but from submitting this year.
Leroy. The meeting included Chuck an Aircraft supply company. Don will
make the purchase. The new “Oshkosh 365" website is
and Betty Plumb, who graciously do- outstanding.
nate their time and funding to print and The Annual Elections were next on
mail the Newsletters to #50 Members the agenda. The following people will Secretary Gleason reported that there
who receive it by snail mail. The intent be on the ballot to serve as Officers and is a good media relationship developing
of the meeting was to make it better for Trustees: between the Sandusky Register and
all concerned, in regards to time, • President Shank EAA #50! The Secretary advised that
money, and to ease the burden on the he had submitted articles to National
• Vice President Plumb
editor. All parties involved deemed the EAA and AOPA hoping for some press
• Secretary Gleason
meeting productive and successful. from both.
• Treasurer Weber
Bill moved to the Friday night meet- • Trustees Roth, West and Patsch. Andy Overly commented that your
ings which have been on the Board’s FAA Flight Licenses must be stamped
table for some time. Bill regretted tell- Secretary Gleason was advised to “English speaking”. Secretary Gleason
ing the Board, but he felt he simply had prepare ballots. It should be noted that will research.
no time to organize the event, therefore it is important for other members to
he requested canceling it all together or step up to the plate to help your organi- Meeting adjourned at 10:15.
passing it to another person. The Board zation. Both President Shank and Sec- Ben Gleason, EAA #50 Secretary
agreed to permanently table the event. retary Gleason have advised that this
will be their last year as both are retir-
Treasurer Art West reported that, at ing. In addition, Newsletter Editor
this time, he had not received monies Leroy plans to stop doing the newslet-
from National EAA for the Ford Visit ter after 2010. Three important posi-
nor had Strayer Insurance reimbursed tions will be vacated after 2010.
the money for advertising. Secretary
Gleason advised he would look into the The Board moved to the Chapter’s
situation. Art passed out hard copies of Calendar for the balance of 2009 events Can You Identify this
the Chapter finances to the members in and the beginning plans for 2010. Tom
attendance and, after review, a motion Griffing advised the Board that he is Aircraft?
was made to accept the report by Bill putting in grass runways so he can ac-
commodate additional EAA Fifty Send your guess to
Shank, seconded by Sue Weber. Board
events. Tom also requested input and email@example.com before
#50 assistance to complete the new October 20. Names of the
Trustee and Tool Chair Don Roth grass strips. The Board graciously winners will be printed in
advised the “Strut Display Case“ is not thanks the Griffing family and will give the next issue.
started yet. Bill Shank suggested that any help necessary.
Brian Safran was giving him some un-
Secretary Gleason advised the Board
V O LU M E 5 0 , IS S U E 1 0 N I FTY 5 0 F LY ER PAGE 3
October’s Featured EAA #50 Aircraft/Project
The Piper Twin Comanche, equipped PA-30B sold for approxi-
or PA-30, was the twin engine mately $45,000.00, depending on
variant of the successful single equipment (For purposes of compari-
engine design known as the son, a similarly equipped 1966 Beech-
PA-24 Comanche. The Twin craft Travel Air sold for approximately
Comanche was designed by $67,000.00). N7954Y was delivered as
Ed Swearingen for Piper Air- a “professional” model, meaning that
craft Company at the urging of the aircraft offered redundant vacuum
Howard Piper, who had become concerned pumps and generators, an IFR panel, a
that Piper had no answer to the Travel Air, DME, and other “upgrades” from the
the entry-level, 180 horsepower light twin base model. This particular airplane the Twin Comanche series. N7954Y
that Beechcraft was manufacturing. also left Lock Haven with tip tanks, has many of the available airframe
Swearingen found the laminar-flow airfoil, giving 54 Yankee a maximum fuel load modifications, and although they do
and flying stabilator of the single-engine of 120 gallons, or 720 pounds. modernize and improve the appearance
Comanche the perfect foundation from of the airplane, the improvement in
which to design a twin that would provide All of the normally aspirated Twin performance over book specifications
modern looks, impressive handling charac- Comanche models have similar per- looks to be minimal, at best. In addi-
teristics, and offer speeds and useful loads formance numbers, depending on tion to the airframe modifications, 54
comparable to that of the competition. equipment, and weight. N7954Y has Yankee has had extensive instrument
Both the single and twin models of the Co- an empty weight of 2,552 pounds, and panel and autopilot upgrades, making
manche would be built along side one an- a maximum gross weight of 3,725 the airplane a capable and efficient
other at the Lock Haven, Pennsylvania pounds, giving the airplane a useful cross country machine.
manufacturing facility. load of 1,173 pounds. Useful load with
full fuel is just north of 450 pounds. The entire Comanche line was built
The first Twin Comanche was delivered Typical rate of climb at sea level is just to stand the test of time. From the first
in 1963, and the design was an immediate shy of 1500 feet per minute, and the singles delivered in 1958, to the last
success. 931 examples of the first four seat airplane offers a service ceiling of Twin Comanche built in 1972, the Co-
model, known simply as the Piper PA-30, 18,600 feet with both fans running. manche series offered a surprising
were sold between 1963 and 1965. Eventu- Single engine service ceiling is listed in combination of speed, handling, effi-
ally, more than 2,150 Twin Comanches the book as 5,600 feet. At 75% power ciency, and utility; even by today’s
would be produced and sold in a production the Twin Comanche cruises at an hon- standards.
run that lasted until 1972. The big draw est 165 knots on 18 gallons per hour,
was the sleek lines produced by and with the fuel tanks full, 54 Yankee In June of 1972, Hurricane Agnes
Swearingen’s eye for design, and the air- is capable of staying airborne for al- came ashore bringing with her the-
plane’s ability to attain high cruise speeds most 6 hours with IFR reserves. The beginning-of-the-end for Comanche
from relatively small power plants, and normally aspirated Twin Comanche, production. Heavy rains forced the
minimum fuel flows. equipped with tip tanks, has fairly long Susquehanna River from it’s banks,
legs. causing substantial damage to the Piper
Starting in 1966, Piper began producing Aircraft facility in Lock Haven, Penn-
the PA-30B, which added a third side win- A number of after market modifica- sylvania. Much of the tooling, includ-
dow, two jump seats in the baggage area, tions are available from both Knots-2- ing the jigs and dies used to build the
and wing-tip fuel tanks, which were offered U, and Lopresti Speed Merchants for Comanche, were lost or destroyed. All
as an option. It is interesting to note that Comanche production ceased as a
Piper never used any “fuselage plugs”, or result of the flood.
stretched the fuselage aft of the firewall on
any Comanche model. Although this is a By the Fall of 1972, all Piper
popular misconception, the outside dimen- production had been shifted to the
sions of the PA-30, PA-30B, PA-30C, and Vero Beach, Florida production
PA-39 are identical. facility, and the Twin Comanche
was well on it’s way to being re-
N7954Y was built in the Spring of 1966, placed by the new twin in the Piper
and was issued an airworthiness certificate stable, the Piper PA-34 Seneca.
in April of that year. In 1966, a typically
V O LU M E 5 0 , IS S U E 1 0 N I FTY 5 0 F LY ER PAGE 4
My Big Adventure (part 2)
While working with the tery which was hundreds of
instructor we took several dollars. I thought about fly-
trips cross country. I fig- ing back to Sandusky with-
ured why not it was beau- out a good backup battery
tiful western scenery and I but after thinking it through
had never seen it from the decided it would be foolish
air CLOSE UP. One trip to fly long distance in an all
we took was to Sedona, glass panel through unfamil-
Arizona. We landed at Sedona airport iar countryside without a
(KSEZ). This airport is interesting in good backup battery. So,
that it is perched high on a mesa. The after a day and ½ waiting for
runway takes all the space of the mesa Cessna to deliver a new
so if you land short or go off the run- backup battery I was finally
way at the end; it is a long way down ready to go back to San-
the side of a large mesa wall. This dusky.
made for some wind shear at the airport
so the instructor (a very nice pretty On another occasion with the instruc- I realized that some of the
young lady by the way) asks to land at tor I have my head in the two screens area between Arizona and eastern New
the mesa. She did and the next I knew and my brains up my A__. The instruc- Mexico was high AND desolate, so
the Cessna is tilted high on its front and tor say look ahead. I look up, just ahead decided to be careful about my route.
right wheel with the right wing almost at our level is a large mesa and we are Off to the flight shop to purchase all
dragging the ground as we hurdled heading straight for it. Like they say, the needed charts then to the FBO to
down the runway. About this time I stay away from the edges of the air and discuss the various routes with the local
herd strange sounds of fright and sur- you will be ok. I think,” all this stuff on pilots. Once this was done it was back
prise come from her lips as she worked the panel will get you into trouble, best to my hotel to plan the next day’s trip.
to get the Cessna back under control. to look out more like you do in an I considered a straight shot east from
She did and no damage was done. She Aeronca”. Scottsdale to Albuquerque, New Mex-
apologized and said she was embar- ico as this was the most direct route
rassed but I said nothing to further em- It took several days of flying a few
hours a day but I got the sign off on the following a victor airway, but the MEA
barrass her. After we parked she got was very high and the terrain very
out a little shaken and went into the Cessna AND the glass panel. I discov-
ered the 182 was more difficult to land mountainous and sparsely populated.
FBO for a soda as did I, AFTER I Also some points were no radio con-
closely looked at the landing gear, wing then our Cessna 172 we had just sold. It
was much more sensitive to power in- tact. I felt that to make this direct flight
tip and firewall. without oxygen (The oxygen system
puts, needed more effort to keep the
Landing aside I highly recommend nose up and had a narrower flight enve- we purchased was being shipped from
the Sedona area for some of the most lope then the Cessna 172 in order to California) and non IFR might be dan-
beautiful fly over country around. It is make a good landing. I also discovered gerous, so decided against it.
truly beautiful with many red rock me- using all the glass panel menus while in The alternate route was South East
sas around the small city. On the week- controlled airspace was a handful. from Scottsdale to El Paso then East
end before I had time and drive up to flying close to Interstate 10 over to just
Sedona via Flagstaff in a rented auto. As I was receiving my instruction the
backup battery low charge light came west of Dallas then North East up to
The town itself is beautiful. However, Carlsbad, New Mexico then to Okla-
you better have a lot of money to pur- on. These are very expensive batteries
and once they are discharged it is diffi- homa City, St Lewis, Indianapolis and
chase a home there. Flagstaff is also Sandusky Griffing. This route would
very nice and it is a wonderful drive cult to get them charged up again. I
went over to Glendale Arizona Munici- allow me to fly about 5,000 feet lower
from flagstaff to Sedona with winding on the first leg then the more direct trip,
mountain roads, pine tree covered high pal Airport (KGEU) and had it charged.
I then flew the aircraft for two more keep me at 9,500 feed or below and
country and American Indian reserva- closer to populated areas.
tions. There are very interesting Indian days with the instructor but the battery
art and craft items being sold along the would not keep a full charge. Because
road in the high country. my son had already purchased the air-
craft we had to eat the cost of the bat- Continued next month . . .
V O LU M E 5 0 , IS S U E 1 0 N F T Y 5 0 F LY ER
N I IFTY 5 0 F LYE R PAGE 5
Boy Scouts at Hinde
You can be very This program is becoming so popular,
proud of your EAA we are already booked for our spring
Chapter. Andy Overly, session, April 2010! I'm getting calls
Chuck Plumb, Bob Op- from all over the state from troops that
per, Sue Weber, the are interested. In addition, I'm getting
Bores Family, and yours input from the general public that what
truly, put another group we are doing on a no-cost to the partici-
of Boy Scouts through pant, is outstanding!
the Boy Scout Aviation
Merit Badge program Friday, Saturday Andy and I continue to develop the
and Sun at Hinde, that was par excel- presentation by use of my computer
lent! In all fairness to Lori Douglas, she and Power Point so it's becoming very
volunteered to be on site but after dis- professional! It is a pleasure to work Scout with the Aviation credentials of
cussion she finished the fantastic news with the fine volunteers we have in Andy Overly in the mix, look out . . .
letter coming to your computer. #50. And, when we can throw an Eagle we’re HOT!
How to Write an Article for the Nifty Fifty Flyer
Have you had something questions as possible; Who? What? trivial or common. You may be sur-
interesting happen to you or When? Where? Why? How? prised. There are people in #50 who do
your aircraft/project? Have not have a lot of aviation experience
you taken a good aviation- Don’t worry about grammar or spell- and who enjoy reading about others.
related trip? Do you have ing. Even listing random thoughts is You do not have to be an expert to
some technical information fine. It is the newsletter editor’s job to write for the newsletter.
that you would like to share? make you look good.
Are you an aviation history buff? Is The only thing you may not do is
there something on your mind? It is If possible, include pictures that: copy anything which has already be
easier than you think to write an article • Are close to the subject. published. Submit only original work.
for the Nifty Fifty Flyer. • Show action or evoke emotion.
Articles will be included as space
• Are taken under overcast skies or
Try to: allows. Please be patient. On occasion,
in the shade.
• Keep it around 100-500 words. articles may need to be trimmed or
• Include one or two good pictures Often I hear that people do not think reworded for better comprehension.
others would be interested in what they Please be understanding.
which reinforce the article.
• Answer as many of the following have to say, that their experiences are
Send articles to: firstname.lastname@example.org
Experimental Aircraft Association
Chapter 50 Newsletter Office
PO Box 84
Greenwich, OH 44837-0084
Contributions, corrections, complaints,
criticisms and crude comments
may be directed to the editor.
EAA Chapter #50 Website:
Chapter 50 Volunteers
President Bill Shank 419-625-0840
Nifty 50’s Monthly
Vice President VACANT
Secretary Ben Gleason 440-967-6284
Treasurer Art West 419-515-1033
Trustees Jim Hawkins 419-684-8015
Don Roth 419-668-0855
Sue Weber 419-668-7181
Newsletter/Web Editor Leroy unl.
Newsletter Distribution Chuck & Betty Plumb 419-433-4289
Safety Programs Don Roth 419-668-0855
Young Eagles Bob Opper 419-668-3604
Tool Program Don Roth 419-668-0855
Roger Munsterman 419-433-7710
Jim Kent 419-626-5077
Don Sieg 419-433-7394 Jody Brausch’s 1966 Twin Comanche N7954Y
Technical Counselor Dave Ross 440-839-2664
Flight Advisors Ben Gleason 440-967-6284
Don Mather 419-366-5527
Todd Mather 419-357-5400
Dave Ross 440-839-2664
Flight Instructors Lee Griffing 419-626-5161
Thomas Griffing III 419-626-5161
Don Mather 419-366-5527
Todd Mather 419-357-5400
Don Paolucci 440-965-7787
Dottie Patrick 419-798-4538
Dave Ross 440-839-2664
Ed Rusch (BFRs only) 419-341-4487
A&P / IA Mechanics Todd Mather 419-357-5400
Dennis Ross 440-839-2664
Ed Rusch 419-341-4487