VA-Vol-11-No-6-June-1983

STRAIGHT AND LEVEL

The EAA Antique/Classic Division Board of Directors held its quarterly meeting on May 6, 1983 at the Kermit Weeks Flight Research Center in Oshkosh, Wisconsin. We are pleased to report that of the twenty-two officers, di­rectors and advisors, only two couldn't make it - one on flight duty and another in Japan on tour. Planning for the annual EAA International Convention dictated much of the meeting time.

Probably the most tiring and time-consuming work by our volunteers occurs during that first Friday through Monday of the Convention, when the tremendous influx of arrivals appear. We have noted in the past that many pilots who park in the Antique/Classic area do not register their aircraft during the Convention. There is no fee re­quired to register an aircraft in the show plane area and there are benefits to the pilot and the Convention itself. By registering the aircraft, a complimentary Convention coffee cup is given to the pilot, signifying attendance at the world's largest aviation event. Further, our records will be more complete regarding information on both the pilot and plane.

This year, each arrival will be given a sheet explaining our registration procedure and the cooperation of all pilots is requested . To register your aircraft, you complete a simple form that will enable our volunteers to note whether you want your aircraft judged or not, where you are located on the field and other information valuable for our fly-in records. Your patience will be appreciated and the informa­tion is useful to us.

During the next few months "Straight and Level" will feature guest editorials by various members of our Board. The subject matter of these articles will be of interest to the reader in that you will learn of the volunteer work accomplished by these fine people, both during the annual Convention and in the field of aviation. Director Claude Gray will be featured in the July 1983 issue, so look for an interesting piece on aircraft judging.

A goal of your President over the past few years has been to establish participation of every Board member in the agendas of the Board meetings, the Oshkosh Conven­tion and in their own localities. The response has been outstanding and· the addition of these feature articles in the "Straight and Level" column is a move toward your understanding of our participation.

One way you will be able to identify us Antique/Classic elected officials is by our wearing identical gold blazers with a Division logo on the breast pocket. Look for us at various fly-ins and aviation-related events. Too often the Division officials are known only by name; these blazers will help you recognize us as your representative to the Antique/Classic Division. Approach us for answers to your questions.

In compliance with our Bylaws an election is held each year for half of our officers and directors. Each serves two-year terms. This system eliminates a complete turn­over during an election year and further allows incoming

By Brad Thomas President

Antique/Classic Division

officers and directors to become familiar with the Division and its procedures and operating methods. Ballots have been included in this June issue and should be completed by every member in good standing. We ask you to support your Division by completing your ballot and mailing it to Division headquarters at EAA for verification and count­ing; the results will be announced during the annual Divi­sion membership meeting at the Annual EAA Convention, Saturday, August 6, 1983 at 10:30 a .m., Wittman Field in Oshkosh. All members are invited to attend and the loca­tion again will be in the tent adjacent to the Antique/Clas­sic Red Barn on the Convention site.

During our recent Board meeting, we were given a tour of the construction site of our new EAA Aviation Center. Many of us remember the ground-breaking ceremony in 1981 and the huge hole in the ground and new lakes along the entrance during the 1982 Convention; but during our recent tour, we were amazed at the progress made in the last year. An architectural sketch presents two-dimen­sional views and your imagination is expected to add further dimension. But nothing can replace the actual physical view. Many of us were so impressed by the beau­tiful layout of the facility that our eyes were still wide open with amazement following the tour.

Each display area has its own theme and as you scan the aircraft and exhibits the overall impression is over­whelming. Each level is divided to present the theme of an era or represent an EAA Division. Many aircraft will be suspended as if in flight while others will be static. Actual restoration work on aircraft can be viewed from the upper level and during the 1983 Convention, it is our understanding that a complete homebuilt project will be constructed in the Center. The tower in the front portion is an impressive sight, both from inside the structure as well as from the main highway. The facility will be open to the membership during the 1983 Convention and if you miss it, your trip will definitely be lacking.

As we all know, no facility or project of this nature can be accomplished without the financial help of its member­ship. Each of us has received information, either by mail or through direct personal contact. To miss being a part of this venture could be as disappointing as the loss of your medical after forty years of active flying! If you have not made your pledge of support, please give serious consider­ation to your commitment toward sport aviation and the preservation of our heritage. •

2 JUNE 1983

PUBLICATION STAFF

PUBLISHER Paul H. Poberezny

EDITOR Gene R. Chase

MANAGING EDITOR Pat Etter

EDITORIAL ASSISTANT Norman Petersen

FEATURE WRITER George A. Hardie, Jr.

EAA ANTIQUE/CLASSIC DIVISION, INC.

OFFICERS

President Vice President W. Brad Thomas, Jr. Jack C. Winthrop 301 Dodson Mill Road Route 1, Box 111

Pilot Mountain, NC 27041 Allen , TX 75002 919/368-2875 Home 2141727-5649 919-368-2291 Office

Secretary Treasurer M. C. "Kelly" Viets E. E. "Buck" Hilbert Route 2, Box 128 P.O. Box 145 Lyndon, KS 66451 Union, IL 60180

913/828-3518 815/923-4591

DIRECTORS

Ronald Fritz Claude L. Gray, Jr. 15401 Sparta Avenue 9635 Sylvia Avenue Kent City, MI 49330 Northridge, CA 91324

616/678-5012 213/349-1338

Dale A. Gustafson AI Kelch 7724 Shady Hill Drive 66 W. 622 N. Madison Ave. Indianapolis, IN 46274 Cedarburg, WI 53012

317/293-4430 414/377-5886

Robert E. Kesel Morton W. Lester 455 Oakridge Drive P.O. Box 3747

Rochester, NY 14617 Martinsville, VA 24112 716/342-3170 703/632-4839

Arthur R. Morgan John R. Turgyan 3744 North 51st Blvd. 1530 Kuser Road Milwaukee, WI 53216 Trenton, NJ 08619

414/442-3631 6091585-2747

S. J. Wittman George S. York Box 2672 181 Sloboda Ave.

Oshkosh, WI 54901 Mansfield, OH 44906 414/235-1265 419/529-4378

ADVISORS

John S. Copeland Stan Gomoll 9 Joanne Drive 1042 90th Lane, NE

Westborough, MA 01581 Minneapolis, MN 55434 617/366-7245 6121784-1172

Robert G. Herman Espie M. Joyce, Jr. W 164 N9530 Water Street Box 468

Menomonee Falls, WI 53051 Madison, NC 27025 414/251-9253 919/427-0216

Gene Morris Daniel Neuman 27 Chandelle Drive 1521 Berne Circle W.

Hampshire, IL60140 Minneapolis, MN 55421 3121683-3199 6121571-0893

Roy Redman S. H. "Wes" Schmid Rt. 1, Box 39 2359 Lefeber Road

Kilkenny, MN 56052 Wauwatosa, WI 53213 507/334-5922 4141771-1545

JUNE 1983 • Vol. 11, No.6 COPYRIGHT , 1983 EAA ANTIQUE/CLASSIC DIVISION, INC .. ALL RIGHTS RESERVED

Contents

2 Straight and Level by Brad Thomas

4 Antique/Classic News by Gene Chase

5 Memories of an Airport Kid by Earl Vieaux

6 Woolaroc! by Ed Phillips

12 AT-6 on Auto Fuel by Gene Chase

14 Notice of Annual Business Meeting and Election

16 A. C. "Charlie" Miller - Pilot and Master Craftsman, Part 4

by Ted Businger 21 Ted Koston's Picture Album

by Gene Chase 22 Antique/Classic Chapter 11 Fly-Out

by Norm Petersen 23 Mystery Plane

by George Hardie 24 Book Review

by Gene Chase 24 Members' Projects 24 Sun 'n Fun Permanent Quarters

by Gene Chase 25 Calendar of Events 26 Letters To The Editor

Page 6

Page 16

Page 22

FRONT COVER Very nice restoration of an OX-5 powered 1928 Travel Air 2000, NC6117, SIN 615 owned and flown by Dean Tilton (EAA 206128) of Lakeland, Flo

(Photo by Ted Koston)

BACK COVER Clyde Cessna built this Anzani-powered monoplane outside of Travel Air control in the spring of 1926. Gross weight was 2200 pounds, and ship could carry 1000 pounds and land at 45 mph. Cabin had four wicker seats, could be converted to ambulance config­uration in less than five minutes. See story on page 6.

(Courtesy of Beech Aircraft Corporation)

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase, Editor, The VII\iTAGE AIRPLANE, P.O. Box 229, Hales Corners, WI 53130.

THE VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association, Inc. and is published monthly at 11311 W. Forest Home Ave., Franklin, Wisconsin 53132, P.O. Box 229, Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130 and additional mailing offices. Membership rates for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising . We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

Postmaster: Send address changes to EAA Antique/Classic Division, Inc., P.O. box 229, Hales Corners, W153130. VINTAGE AIRPLANE 3

WINGS ON DREAMS "Wings On Dreams" is the theme of the 31st edition of

the world's largest a nd most exciting aviation event ... the Annual EAA International Fly-In Convention and Sport Aviation Exhibition.

One of the highlights of this year's EAA Convention at Wittman Field, Oshkosh, Wisconsin is the preview opening of the new EAA Aviation Center. This beautiful facility, located adjacent to the Convention complex in­cludes the new and magnificent museum, conference and audio/visual centers, libraries and the EAA World Head­quarters . It will be open each day of the Convention.

Other featured attractions will be: Sat., July30 .... OpeningAirshow Sun.,July 31. .. Warbirds in Action Mon., Aug. 1 .... Airshow Tues., Aug. 2 . .. The Oshkosh 500 Air Race Wed., Aug. 3 .. . . Antique/Classic Parade of Flight;

Canadian Snowbirds; ARV Fly-off Thur., Aug. 4 . .. Homebuilt Revue; ARV Fly-off;

Canadian Snowbirds Fri ., Aug. 5 . . . .. ARV Fly-off Sat., Aug. 6 ..... Wonderful World of Ultralights; ARV

Fly-off New daily airshow schedules have been announced as

follows: Sat., July 30 .. 4:00-6:30 p.m. Sun., July 31 .. 3:00-5:30 p.m. Mon. thru Fri.. 4:00-6:30 p.m. Sat., Aug. 6 ... 2:00-5:00 p.m.

CHAPTER SUPER SPECTACULAR AT OSHKOSH '83

EAA President Paul Poberezny's traditional Monday morning meeting with Chapter Officers has become a highlight of each Convention's activities. Oshkosh '83 brings a greatly expanded gathering that can only be described as a "Super Spectacular" for Chapter Officers and members as well as EAA members at large.

Paul will open this concentrated information session addressed to the Chapter Leadership of our organization. He will be followed by EAA and EAA Aviation Foundation personnel and other EAA leadership to present an inside view of the far-reaching activities of our organization. The materials presented will make you a more informed and effective Chapter leader with a better understanding of your personal , and Chapter's, importance in the present and future activities ofEAA and the EAA Aviation Foun­dation.

This meeting is a MUST for all Chapter leaders and members attending Oshkosh '83. Put it on your schedule for the Convention.

What: CHAPTER SUPER SPECTACULAR When: Monday, August 1, 9:00 a.m. Where: Forum Tent #2 at the Convention site

AIC CHAPTER 11 CHARTER NIGHT

A very happy occasion was the Charter Night celebra­tion of the new Antique/Classic Chapter 11 at Capitol Airport on the northwest side of Milwaukee on Monday, March 7, 1983. Presentation of the Charter was made by Chuck Larsen, EAA Chapter,Director, on behalf of EAA, while acceptance on behalf of the new Chapter members was handled by John (Monocoupe ) Kalas, first president.

Following a delicious dessert served to members and guests, a one-hour slide presentation of a European travelogue and various small airports in Europe was pre­sented by Norm Petersen of the EAA editorial staff. The congenial hosts for the new Chapter 11 are Wally and Margaret Mitchell , owners of Capitol Airport .

In addition to almost weekly fly-outs, this active bunch of antiquers holds regular meetings on the first Monday of each month at Capitol Airport and cordially extend an invitation to all interested in antique airplanes.

(Photo by Gene Chase) Chuck Larsen, EAA Chapter Director on the left, presents the Chapter Charter for the new Antique/Classic Chapter 11, to a smiling John Kalas, first president of the new Chapter.

LATE MAY ISSUE

Because of unanticipated problems our printer experi­enced with the installation of a new four-color press, the May issue of The VINTAGE AIRPLANE was delayed ap­proximately three weeks. We respectfully ask you to bear with us as the subsequent issues return to their normal delivery times.

(Continued on Page 26)

4 JUNE 1983

By Earl Vieaux (EAA 51078)

1516 Edgwood Avenue Chicago, IL 60411

In a recent issue of AOPA PILOT, Frank Kingston Smith wrote about Colonel Roscoe Turner and it brought back memories of my days as an "airport kid" at the old Brown County Airport at Green Bay, Wisconsin. In the mid-thirties, Colonel Turner was flying a Lockheed Air Express promoting the Gilmore Oil Company and on this particular afternoon he was coming to Green Bay from Milwaukee and planning to break a speed record. He made the flight in 23 minutes which was fast for the 127-mile distance. (330 mph? . .. Ed.)

I remember seeing the dashing figure of Colonel Turner getting out of the plane dressed like I believed all great aviators should dress, with the riding britches, boots, short dress jacket, Sam Brown belt, and that cap that never looked like the one I wore in the Army Air Corps in WWII.

I was thrilled because being an airport kid (and a gofer) I was privileged to be inside the fence and could get a close look at the Colonel and his beautiful plane. But more than that experience, the thrill ofhaving Colonel Roscoe Turner pick me up so I could see his pet lion in the passenger compartment of the plane. I never did forget that moment and I faithfully followed every event in the career of Colonel Turner in the air races and all his other exploits. He was a hero to me.

I also remember the first famous flyer I met as an airport kid.Itwas Clarence "Cash" Chamberlain. Ofcourse I was too young to realize he was a famous ocean flyer at the time. I recall being in the airport office and Cash picked me up; I was about seven or eight at the time, and he sat me on his knee. He talked with me about flying and asked me if I wanted to be a pilot when I grew up. I told him, "Yes, just like you." He touseled my blond hair and said, "Whitey, I hope you do." After that the rest of the pilots and the airport manager, Red Kersten, began calling me "Whitey".

In the thirties many a famous pilot at one time or another landed at the Brown County Airport. One man who made an impression on me was Max Conrad. He wasn't famous in '39 and '40, yet, but we got to know him and his wife quite well. Mrs. Conrad was a lovely lady and always made me feel good when she talked with me.

'2.. E o :; ~ <3 >­.ll o '0 .s: !:.

During the War when Max's hangar and all his pla.n~s were destroyed by a fire , I felt it almost as much as If It were my personal loss. When Max started breaking all those flying records and establishing more it was like I was partofit because I knew Max before he became famous .

Another thrill I received was meeting Wisconsin's own famous racing pilot, Steve Wittman. I remember the air­port manager, Joe Dionne, taking me to Oshkosh to see Steve's Bonzo. It was a thrill for me, a lad of about ten, to have this famous pilot pick me up and set me in the cockpit of the racing plane. Of course I was too small to see out but it was a thrill none of the other boys in the neighbor­hood was given.

Being an airport kid also gave me the opportunity to meet many bandleaders who flew such as Jimmy Dorsey, Dick Jurgens, Jimmy Lunceford, and Wayne King. I r~­member Wayne King quite well because he landed hIS Stinson Reliant at the airport late one afternoon. Since there was an early sunset on that December day everyone had gone home and the airport was locked up.

But this airport kid ran to the field , which I should point out was only about 300 feet from my home, and I told the pilot everyone was gone. He asked about a phone and I told him to come to my house and use our phone. (It was one of only three in the neighborhood at the time.)

The pilot told my mother he was Wayne King and she was really excited because she loved his music . He called a cab and then sat down on the couch to wait. He must have been very tired because he put his head down on the arm rest and went to sleep.

Well, the cab didn't come and Wayne slept on. My mother covered him up with a blanket and he spent the night sleeping on the couch. When he awoke the next morning he was surprised and offered to pay ~lUt my moth~r refused his money. He told her the next tIme he was III

Green Bay he would take her for a plane ride. I believe my mother prayed he would forget what he said because she was afraid to fly and still is.

Being an airport kid gave me an enjoyable life and I'm glad I was one. Editor's Note: Earl Vieaux is president and newsletter editor ofEAA Chapter 260. We thought the above, which appeared in the April, 1983 issue ofhis newsletter might bring back similar memories of other "airport kids. " ... GRC •

VINTAGE AIRPLANE 5

The "new Woolaroc" as it appeared in November 1928, ready (Courtesy Beech Aircraft Corporation) to assault the transcontinental speed record. Cockpit was in Pratt & Whitney radial of 400 hp is installed, and fuel tanks center fuselage, making forward visibility nearly impossible. totalling 600 gallons capacity inhabit forward fuselage.

By Ed Phillips (EAA 124038, Al e 7505)

1125 So. 160 E. (Photos by the author Wichita, KS 67230 except as noted)

$25,000! Walter Beech puffed on his pipe and thought about all that money. Relaxing in his office at the Travel Air factory, he had heavy responsibilities on his shoulders. He had been president of Travel Air since February, 1927 after Clyde Cessna departed the company. And now he faced a serious decision: James Dole had put up $25,000 for the first place winner to fly non-stop from California to Hawaii, and Travel Air was getting inquiries from pilots who wanted an airplane to make the flight.

But who should get an airplane? It was May and 17 orders had been tendered for Dole racers. Yet, Beech and the board of directors at Travel Air hadn't decided who to build for.

It wasn't the first time such orders had been received. Back in March Travel Air had refused three orders to build a large, transatlantic airplane for passenger service bet­ween New York and Paris! Ever since Lindbergh's flight, it seemed everyone was infected with "aviation fever".

Now Dole had offered another tidy sum of money for someone to make the Pacific crossing to Hawaii. Beech

really couldn't see how the company could afford to inter­rupt current production to construct special racing ships for the Dole contest. But it was very tempting, indeed.

If a Travel Air won, there would be terrific publicity.

(Courtesy Beech Aircraft Corporation) Travel Air's first product was the Model A, an example shown here being flown by Walter Beech in the summer of 1925. This model firmly established Travel Air's reputation as a builder of high quality, dependable commercial airplanes.

6 JUNE 1983

But if a Travel Air lost ... Beech decided to give it more thought.

Hawaii was just a tiny speck amid the vast reaches of the Pacific Ocean. An error of a few degrees in navigation could spell disaster, making the pilot miss the islands altogether.

Meetings were held discussing the situation. Travel Air's board of directors authorized Beech to build two machines for the Dole race, and keep the production line rolling at the same time. That was a most important point, because Travel Air was still located in their West Douglas factory where there was very little space for construction of two special ships.

The solution was a new factory , and Travel Air was slated to move into the facility in June 1927. The company had been busy producing the Model B, BW and BH along with the Model 5000 monoplane for National Air Transport in the West Douglas plant, but the new factory would greatly reduce problems associated with normal produc­tion.

Art Goebel (left) with Frank Phillips (center) and W. D. "Billy" Parker pose with the "Woolaroc" after the Dole race. "Nu-Avia-

Fifty men labored long hours to build Travel Air airplanes, and Beech knew that few could be spared for any special projects. He consulted with factory manager Bill Snook. From Snook's viewpoint, it would be possible to build two ships for the race, but they would have to be built in the new factory.

By June everything was settled. The four NAT monop­lanes would be finished in the downtown facility, the Dole racers would be built out at the East Central location. Men and equipment began the move in June, and the production line was hardly interrupted in the process. By June 30 the new factory was humming with activity.

Walter Beech, Bill Snook, Horace Weihmiller and the board of directors perused the Dole race situation. The only type of airplane suitable for modifications necessary for the race was the Model 5000 monoplane.

This design was originally drawn up for competition and a production contract at the req'lest of NAT in October 1926. Clyde Cessna had designed , financed and built his own monoplane, completely free of Travel Air control, in March 1926. Walter Beech liked it. Lloyd Stearman and Cessna redesigned it to meet NAT requirements in the Fall of 1926.

By December NAT had flown the prototype and issued a production contract to Travel Air for eight ships on

January 7, 1927. Seats for four passengers in a heated cabin with wicker chairs was not too bad for those days! Even the large cabin windows could be slid open and closed for environmental comfort.

But the cabin would not house seats and windows for the Dole racers. Instead, large fuel tanks would inhabit the area, with a navigator's station provided farther aft if necessary.

Travel Air engineers handled the changes required to make the Model 5000 into a long distance flyer . Horace Weihmiller was chief engineer, assisted by Herb Rawdon, Walter Burnham and C. B. Bennett.

Finally, on June 18, 1927 Travel Air contracted for the first of two Dole race airplanes. A tall , handsome young man by the name of Art Goebel signed his name on the order and discussed modifications with Beech and the engineers. Goebel had been flying mostly in California where he worked for National Pictures, Inc. He was well liked and respected as both a pilot and businessman, and these two points were well taken by the board of directors

(Courtesy Robert J . Pickett Collection)

tion" fuel logo can be seen on aft fuselage. Note that drift device has been removed from cockpit door.

ofTravel Air. They interviewed and questioned Mr. Goebel for five days before deciding to let him sign. Goebel had flown other ships in California but came to Wichita because he wanted a Travel Air. A $5000 deposit was placed on the airplane and work began immediately.

Hot on Goebel's heels were Al Henley and Benny Griffin who ordered their ship on June 28 after surviving the same scrutiny from the board of Directors. Their $5000 deposit was placed and the factory began work on Dole racer #2.

Soon after these orders were placed, the original Travel Air Model 5000, sold to Pacific Air Transport in 1927, was about to take off for Hawaii piloted by its new owner, Earnest Smith.

Walter Beech was aware of this attempt and wrote a letter to Smith recommending he allow Travel Air to suitably modify the ship for such a flight, but Smith re­fused. Smith and his navigator Carter had to turn back not long after they took off from Oakland's new airport because of a broken wind deflector. A second attempt was successful on July 14-15, 1927. Smith had a new navigator named Emergy Bronte and they were the first commercial pilots flying a commercial airplane to reach Hawaii. The Army had beaten them, though. Maitland and Hegen­berger flew their Atlantic C-2 from Oakland to Wheeler Field on June 28-29 to become the first airmen to fly that

VINTAGE AIRPLANE 7

route . As July drenched Wichita in typical Kansas heat,

Frank Phillips of the Phillips Petroleum Company entered the Dole race picture. He decided to sponsor both Goebel and Henley in the race , partly because of promotion for a gasoline named "Nu-Aviation" .

But Frank Phillips also cared about aviation. His cash enabled Art Goebel and Griffin to enter the race as their financial backers did not have all the necessary funds. Because of Phillips' help, Goebel named his ship the "Woolaroc," a word meaning woods, lakes and rocks, the topographical features of the Phillips ranch in Bartlesville, Oklahoma.

The "Woolaroc" was ready for test flight by August 2. Clarence Clark, Travel Air's chief test pilot, made the uneventful hop. Weighing in at 2,200 pounds empty, the "Woolaroc" was well dressed for the race in her colors of Travel Air blue fuselage and orange wings. Wingspan was 52 feet and power came from a Wright "Whirlwind" of200 hp. Wing and fuselage tanks carried 425 gallons of fuel , the fuselage units being specially made for this purpose.

Travel Air workers rushed to get the "Woolaroc" com­pleted as the date of the race, August 17, was not far away. Goebel accepted the airplane, paid the balance of the $18,000 price tag and took off for Bartlesville. He visited with Frank Phillips and then departed for Califor­nia on August 6.

The flight to California was very important. Fuel con­sumption and engine break-in were paramount concerns for Goebel. He double-checked everything. All went well and he arrived at Oakland on August 9, ready to go.

Walter Beech departed Travel Air Field on August 7 to fly out and supervise servicing and handling of both the "Woolaroc" and the "Oklahoma," as Griffin and Henley's ship had been named. Phillips had a cache of "Nu-Avia­tion" fuel waiting at Oakland for both airplanes.

The "Woolaroc" was equipped with a Pioneer earth inductor compass, drift indicator and a radio taken from Earnest Smith's Travel Air. All Goebel lacked was a navigator. The race officials highly recommended a navigator, especially one qualified in celestial/marine navigation. Few pilots in 1927 were experts at both so the idea was a wise one.

D. W. Tomlinson, a lieutenant in the Navy, knew some­one Goebel could depend on for his navigator: Lieutenant William V. Davis. Goebel and Davis already knew each other so the team was formed and the race date closed in.

Brice Goldsborough and J . D. Peace of the Pioneer Instrument Company were on hand to check equipment. The "Woolaroc" compasses were calibrated and the earth inductor unit checked. Accuracy of these components across 2500 miles of open ocean was well appreciated by all 15 -entrants, arid Goldsborough and Peace were busy men prior to takeoff day .

On August 8, all pilots drew takeoff slots. Goebel ended up number 7. Benny Griffin was number one in the "Ok­lahoma". On race day , August 16, 1927 both the "Woolaroc" and "Oklahoma" took off safely and were on their way. The "Oklahoma" returned to Oakland after only one hour enroute and was out of the race due to an overheating engine.

Now Travel Air and Phillips Petroleum were down to one airplane and two airmen, winging their way toward Hawaii. The "Woolaroc" was doing fine. Davis was able to receive signals from the Army's San Francisco-Maui radio range , installed for the Maitland-Hegenberger flight .

Celestial sightings were also taken along the route, with Davis opening the hatch on the upper fuselage for sextant reading. The hatch also had a windscreen built into it so that slipstream buffeting would not affect the sightings.

Up front, Art Goebel was flying the Great Circle routes given to him by Davis. This information and other data 8 JUNE 1983

Wright J-5CA of 200 hp powered "Woolaroc" across the to Hawaii. Engine shown here is the original powerplant. Note the pressure grease fittings on the rocker box assemblies. These were special fittings that, once grease was injected into the box cavity, would keep pressure feeding the lubricant to the valve mechanism. These units were considered standard equipment for any long distance flight. Lindbergh also had them on his Wright radial. The "sunken" exhaust ring shown here was de­veloped by Travel Air engineers and was used only on the "Woolaroc". Magnetos are hidden behind bumps forward of cylinders.

View of cockpit showing instrument panel, stick and throttle quadrant details. Mannequin of Art Goebel is sitting in the cockpit.

With mannequin removed, more detail can be seen. Here's the stabilizer trim wheel on left cockpit sidewall, mounted at left of pilot seat. Fuel lines from tank to selector assembly, pulleys for control surfaces are also visible.

ClOSe-up view of throttle quadrant on left cockpit sidewall. Three levers are throttle (top), spark advance/retard (center) and mix­ture (bottom).

(Courtesy Beech Aircraft Corporation) Art Goebel seated in the revised cockpit of the "Woolaroc" transcontinental speed ship. Full instrumentation, including Pioneer earth inductor compass, were installed on panel. The two windows shown here were the only means of outside vision and were enlarged after first flight. Top speed of ship was 160 mph, but cruise was a disappointing 135 mph, not fast enough for a new record attempt.

Right fuselage view, looking forward. Notice that entry door no longer has large window as original door did.

were transmitted between the two men via a pull string! pulley arrangement. The "Woolaroc" was level at 4000 feet for the early portion of the flight, holding a heading of250 degrees .

As the blue/orange monoplane progressed westward it was slowly engulfed by the Pacific darkness. They were indeed alone.

Davis now took sightings on Polaris, and transmitted Morse code position reports to passing ships. By midnight Goebel had climbed the "Woolaroc" to 6000 feet atop a stratus layer of clouds. They he ld to course and wa ited anxiously for the dawn to greet them. Only then could they check their drift from the night wind.

When sufficient daylight existed, Davis and Goebel dropped smoke bombs to check drift. As an aid, Travel Air workers had painted angular drift lines on the "Woolaroc's" horizontal stabilizer. Calculations showed a groundspeed of nearly 100 mph, with the predicted northeast winds a loft helping them out.

A course change was made to 230 degrees for the final hours into Wheeler Field. The wind was shifting to the east and southeast, so Goebel held the new course despite his disagreement with Davis over the heading change.

Hours went by. The Wright droned on perfectly. Both men were getting tired but felt good. Then Goebel noticed what seemed to be a "cloud" on the distant horizon. But it didn't move as they got closer. "Maui!" thought Goebel. It was Maui .

Soon the "Woolaroc" flew past Diamond Head, met there by a Boeing PW -9 pursuit ship from Wheeler Field. As Goebel and Davis watched, the Boeing pilot nestled in tight formation with the "Woolaroc". He held up one finger and was grinning from ear to ear! They were first!

Goebel flew inland and landed at Wheeler Field 26 hours, 17 minutes and 33 seconds after takeoff. It was a victory well earned and Goebel had much thanks for his navigator, Bill Davis. Both men were honored during their short stay in the islands. The "Woolaroc" was disassembled and shipped to the states aboard the steam ship "Monoa".

In October, Goebel and the "Woolaroc" flew into Wichita and received a hero's welcome. Walter Beech commented that when Goebel ordered his airplane in June, he didn't even specify any colors! Goebel had put every­thing in the care of Travel Air.

From August to October, the "Woolaroc" flew over 10,000 miles attending tour stops in celebration of the Dole win.

When she returned to Travel Air in October, it was time for a complete recover and overhaul. And it was time for a second chance at glory. Art Goebel had a plan for the endurance record, using the "Woolaroc". He instructed Travel Air to install 525-gallon fuel tanks, strip all excess weight from the Dole race configuration, and beef up the landing gear to handle the higher gross weight.

But Goebel had company. Benny Griffin brought the "Oklahoma" back to Travel Air for the same modification for the same purpose. He and Goebel discussed making a two-airplane endurance attempt, but the idea was scuttled later.

Goebel intended to use Wichita for the attempted flight. The grass runway at Travel Air Field was not long enough at 2500 feet to safely take offwith all that fuel , so prepara­tions were made to use the California section south of the Travel Air factory .

A one-mile-long runway was prepared, but after the modifications were done to both airplanes, both pilots began to have second thoughts about basing the attempts at Wichita. Perhaps it was the small purse of$7 ,500 offered for the event, or the fact that only $5000 had really been raised by late Fall when the flights were to be made.

Goebel also complained that Wichita's field elevation of about 1400 feet above sea level would hamper climb performance of the "Woolaroc," and that longer span wings

VINTAGE AIRPLANE 9

needed to be built. But there was no money, time or justifi­cation for them.

About this time news was received that cities in Texas and Florida were offering much higher sums of money for pilots to make their endurance flights there, and that ended both Goebel and Griffin's interest in a Wichita endurance flight.

After consultation with Frank Phillips, Goebel decided to retire the "Woolaroc". Clarence Clark flew the ship down to Arkansas City, Kansas for long-term storage in February 1928.

But Art Goebel returned to claim his airplane in Au­gust. He planned to fly the ship to Los Angeles where it would be on display while Goebel would be winging his way across the U.S. in a Lockheed Vega, attempting to set a cross-country speed record. It was a nice bit of publicity work indeed.

Pete Hill and Goebel flew to Arkansas City but couldn't get the Wright started. The magnetos were dead. Another set were installed and the "Woolaroc" was soon off for Los Angeles.

On August 20, Goebel set a record from Los Angeles to New York in 18 hours, 58 minutes. He averaged 150 mph. Goebel began serious consideration of an east-west trip in the upcoming months. But there was no Vega for such a flight ... the only ship readily available was the "Woolaroc".

Frank Phillips wanted more publicity out of the Travel Air, and he discussed the idea of using the "Woolaroc" for the east-west speed dash. Goebel knew it wasn't designed for pure speed but maybe Walter Beech and Travel Air could do something about that.

Beech listened along with Herb Rawdon, Walter Bur­nham and other workmen who would be involved in mod­ifications to the airplane. They didn't like what they heard. Goebel proposed removing the cupola, gutting the front cockpit and fairing it over for less drag. The pilot would sit in the aft compartment where side vision out of two windows would suffice for flight visibility. The engineers immediately discounted that idea. They told Goebel the airplane would be so "blind" with that 52-foot wing obstructing nearly all forward vision that it would be unsafe to fly. But Goebel insisted, after some heated discus­sion with Travel Air personnel, that he could handle the airplane just fine and he wanted the change made.

Beech agreed to all the modifications and the "Woolaroc" disappeared inside the Travel Air factory . Deadline for all work was November 20, the night Goebel wanted to make the flight west, using the full moon as an aid to navigation.

The front cockpit was dismantled and the area faired over. Additional fuel tanks were installed there, bringing the total fuel capacity to 600 gallons. A new instrument panel was installed in the aft compartment where Bill Davis had sat during the Dole race. All new flight in­strumentation was included, with full capability for "blind" flying in use at the time.

A special seat arrangement had to be worked out for Goebel. He would be able to raise or lower his seat as required to see through an opening cut in the upper fusel­age. This was to be used during take-off and landing. The original entry door was retained on the right side.

The Wright "Whirlwind" was removed and a Pratt & Whitney "Wasp" of 400 hp installed, complete with "bayonet" exhaust stacks. The extra fuel capacity would be needed for the big, thirsty P&W.

Despite hard work, the "Woolaroc" couldn't be com­pleted prior to November 20, but was done by November 24. Goebel inspected the ship and approved all the changes. Even the landing gear drag had been reduced by changing the overall area and profile of the gear struts.

The mild-mannered "Woolaroc" had been transformed 10 JUNE 1983

(Courtesy Beech Aircraft Corporation) The NAT airplanes were larger than Model 5000 prototype, and most were powered with newer Wright J-5 series engines of 225 to 230 hp. Cabin was heated and featured sliding side windows for inflight ventilation. A vomit tube was standard equipment . . . is visible under fuselage.

into a slicked-up speedster, but how fast was it? It was time to find out. Clarence Clark told Goebel that he had better be careful on take-off ... it looked pretty nasty to see out of the aft cockpit.

But Goebel wasn't worried. He got in, fired up the radial and performed some pre-flight checks. The stacks of the Pratt & Whitney engine were barking loudly as it idled and then ran up, whipping the chill Kansas air.

Ready for take-off, Goebel lined up, fed in the throttle and experienced a rapid acceleration as the "Woolaroc" gathered speed. But he couldn't see! He was making the take-off without raising the seat, relying only on the side windows for visibility. Goebel just looked outside as best he could and kept on going!

Once airborne everything was normal. But visibility was very poor at best from his aft perch in the Travel Air. Walter Beech took off in a J-5 Model 4000 biplane and tried to catch up with the "Woolaroc". He just couldn't keep up with Goebel. A full throttle speed check disclosed an indicated airspeed of 160 mph! Not bad, but not good enough for a cross-country attempt, and Goebel was dis­couraged. He needed to average over 160 mph to better the existing record, but the "Woolaroc" wouldn't be able to make that kind of speed and he knew it.

Throttling back to cruise rpm of 1900 yielded a paltry 135 mph. There was no use continuing the flight . Perfor­mance was just not good enough. Art Goebel hadn't bar­gained for what happened next. As he approached for landing, he could hardly see the runway area. Judging the flare was tough and the ship hit hard, bounced, and Goebel had to feed in bursts of power to keep her flying . Then the ship hit again, bounced, hit, bounced and finally came to a controlled stop.

Goebel got out of the airplane and started looking for Walter Beech. He told Beech that the windows needed to be enlarged for better visibility and that the airplane was a bit tough to fly from the aft cockpit. Workers were put on the job quickly. They cut the openings larger and low­ered the seat more. That was all they could do, as Goebel wanted to take off that day for New York.

Another test flight was made and Goebel found the larger windows were some improvement. His handling of the airplane was better and he felt more confident it was flyable.

He left Wichita late in the afternoon and pointed the reborn "Woolaroc" east, toward St. Louis. Arriving after dark, Goebel couldn't locate his primary airport so he went looking for any airport he could find . The sooner he got the airplane on the ground the better. He had only made a few landings with it during the day and landing it at

night would be a chore indeed. He finally found an airport. Letting down cautiously,

he came in for landing without the benefit of landing lights. The "Woolaroc" touched down safely but then hit an unseen ditch that caused the ship to lurch to a stop, her main landing gear damaged, her pilot a little upset.

Goebel decided to repair the airplane and return to Wichita. Even he now agreed it was just too unsafe for flight . After a few days making the repairs, he took off for Travel Air. But the "Woolaroc" had one more scare in store for her pilot.

Flying in a foggy mist, seeing ahead was impossible. Nearing the west side of St. Louis a tall water tower flashed by the side window, barely clearing the wing. Goebel just kept flying, thinking how close that one was and wondering why he modified a docile machine into one that almost killed him!

The "Woolaroc" landed at Travel Air Field on December 1 and Goebel told Walter Beech and Frank Phillips he could not safely fly the ship and it should be retired perma­nently. Beech and Phillips agreed completely with Goebel.

Recognizing the limitations of the Travel Air design, Goebel and Phillips released the "Woolaroc" from possible destruction trying to set another record. The 11 th Model 5000 to be built would soon fly no more, but rest forever in a specially built museum.

Located on the Phillips ranch, the museum would be a permanent legacy to Travel Air and the feats of the "Woolaroc," Art Goebel and William Davis, as well as the many men who designed and built the ship.

It was decided to return the "Woolaroc" to its original configuration of the Dole race, and this work was carried out under the able workmanship of Carl and Guy

The "Woolaroc" was the 11th Model 5000 built, and posed here are some of the men who designed, built and flew her to victory. (L-R): Howard Baccus, Walter Burnham, Herbert Rawdon, Wil­liam Hauselman, "Pinky" Grimes, Ted Cochran, Art Goebel,

Winstead, two of Wichita's early aviation personalities. It was repainted Travel Air blue and orange and flown on a 15-day "farewell tour" by Goebel. Phillips had received over 400 requests for such a tour, and Goebel consented to make the flights.

The "Woolaroc" was unlicensed for the tour, and was placed in the museum in August 1929. The license for NX869 was permanently retired on November 16, 1929.

Since that day, the "Woolaroc" has been admired by thousands of visitors to the Phillips ranch, but it has suffered terribly at the hands of the juvenile set. Graffiti has been scrolled all over the fabric , and in 1979 the Frank Phillips Foundation decided to remove the ship from the main museum and display it inside a sealed-off hangar of its own. No one can gain entry to the new building without the curator's presence.

Overall the "Woolaroc" is in a sad state of "preserva­tion". Torn fabric, musty interior, limp control cables and general depreciation are taking their toll on this important airplane.

Curators at the site want very much to see the airplane restored to its proper condition, but no action has been taken. Frank Phillips said in July, 1929, " . .. the "Woolaroc" will be faithfully preserved and protected for the benefit of future generations". Let's hope that the only surviving Model 5000 Travel Air will soon be restored to her former appearance as a famous part of American avia­tion history.

Should any readers wish to inquire of the Frank Phil­lips Foundation and Museum for more information on the "Woolaroc" the following address is provided: Frank Phil­lips Foundation, Inc., Woolaroc, Route 3, Bartlesville, OK 74003. •

(Courtesy Beech Aircraft Corporation)

Ralph Morton, Harold Brooks, Horace Weihmiller and Clarence Clark. Photo taken prior to Dole race. Note wind drift eye-cup and sight wires on cockpit door, Pioneer magnetic compass directly behind windscreen.

VINTAGE AIRPLANE 11

(Photo by Marian Cavadias) The first North American AT-6 certified to use auto fuel with Gene Chase, pilot and Senior Editor for EAA publications, after their successful flight back from Minden, NE.

AT-6 ON AUTO FUEL

By Gene Chase (Photos by Author Except as Noted)

Charles Petersen (EAA 204139) and his son Todd oper­lite a fleet of six Grumml'!n Ag Cats in their aerial appli­cation business at Minden, Nebraska. Tired of feeding $1.65 (their cost) per gallon of 80 octane avgas to those thirsty Pratt and Whitney R-985 power plants, they de­cided to obtain their own STC to operate the 450 hp engines on auto fuel.

Charlie had been following the articles in SPORT A V­IA TION describing the EAA Aviation Foundation's flight test program which resulted in the issuance of an STC to operate Cessna 150s powered with the Continental 0-200 on unleaded auto fuel. He contacted the FAA who set up

The O.A.T. probe attached to the LF radio antenna mast on the AT-6/SNJ.

a test program for him to follow and soon had one of his Ag Cats being flight tested by FAA test pilot Richard Parduhn from the Wichita (Kansas) Aircraft Certification Office.

This testing included comparative climbs using 100LL avgas versus both unleaded and regular auto fuel; opera­tion on preheated fuel; three in-flight engine shutdowns with subsequent air starts; and climbs to 10,000' at full rated power.

Next, the FAA conducted detonation tests with ground runs on 100LL avgas and both unleaded and regular auto fuel. Detonation was clearly evident with the avgas while no detonation occurred with either type ofautomotive fuel.

The most arduous of the tests came next with a 150­hour continuous run ofthe engine, with the only shutdowns

Don Boswell, owner of D&L Aviation at Minden runs up one of Petersen's Ag Cats. He and his mechanic, Gene Lindholm, anCharlie Petersen flew B-24s during WWII. Here he prepares to

take off on a crop spraying mission in his Grumman Ag Cat ex-AF fighter pilot do the maintenance on the Petersen fleet . . . using auto fuel of course. of spray planes . 12 JUNE 1983

occurring so the oil could be changed. The first ground run was with an R-985 and so the engine would not cool down during oil changes, the fresh oil was preheated to a minimum of 800, put into the oil tank, and the engine restarted immediately.

One hundred and five cumulative hours of the 150 total were at full rated power, 36.5" m.p. and 2,300 r.p.m . The periods offull power applications lasted 1.5 hours, followed by 1.5 hours at 29" and 2,100 r.p.m., then back to full power for 1.5 hours, etc. Other runs were for shorter time periods, but with constant changing of power settings. Throughout the entire 150-hour test a log was maintained in which clock times, power settings, oil temperatures and cylinder head temperatures (at each of the nine cylinders) were recorded.

After the ground run was completed, all of the accumu­lated data was sent to Boston where it was analyzed and the results sent to FAA's Regional Office at Kansas City. The test results were all positive and in a very short time the Petersens had earned their STC.

Realizing that the aerial spraying industry as a whole could benefit from lower operating costs the Petersens decided to go for approval for the 600 hp P&W R-1340 engine as well as several aircraft using both models of P&W engines. In addition to receiving an STC for operat­ing the larger engine on unleaded auto fuel, they also tested and received similar STCs for the Air Tractor AT­301l301A, Thrush and Weatherly 620.

What does this have to do with a North American AT -6? Admittedly the plane is not known as an ag plane, but Charlie knew that a lot of Warbird members fly the ven­erable old Texan and thought they too could enjoy lower operating expenses.

A phone call to Paul Poberezny resulted in Paul's AT­6D (on loan to the EAA Aviation Foundation) winging its way to Minden, a town of 3,000 population in south central Nebraska. Arriving at noon, 30 minutes ahead of a De­Havilland Beaver from Vermillion, South Dakota, both planes were shoved into a hangar just as a deluge of rain along with some pea-sized hail covered the area.

The Beaver was there for the same reason as the AT-6, and because conformity inspections had to be made before flight tests could be conducted, that afternoon and most of the following day was spent by an FAA inspector, Mr. Richard Brooks from Kansas City, accomplishing those tasks. He determined that the fuel systems in the planes were completely standard and both aircraft passed their conformity checks.

Next would come the flight testing, consisting of a climb to 10,500' using heated auto fuel. Charlie and Todd devised an ingenious and safe system for heating the fuel, utilizing a standard 40-gallon domestic hot water heater, some copper tubing and a 150-gallon insulated tank to hold the fuel.

Before flight, two temperature probes provided by the FAA had to be installed on the plane to be tested. In the case of the AT-6 the probe measuring outside air temper­ature was mounted on the top of the wooden low frequency radio mast ahead of the windshield. This placed the device out of the slipstream. The second probe was mounted in a spare fuel cap which had been drilled for this purpose, replacing the original cap for the left wing tank. Wiring from these probes was run, with the use of duct tape, to the rear cockpit and into protable read-out instruments.

Both wing tanks on the AT-6 had previously been drained and the right tank refilled with auto fuel. After warming the engine on fuel from the right tank, the 55-gal­lon left tank was quickly filled with auto fuel preheated to 110°F . With Richard Parduhn, the FAA test pilot from Wichita strapped in the back seat with his portable instru­ments, I switched the fuel selector to the left tank and taxied to the active runway.

Charles Petersen (R) and his son Todd running auto fuel into the 150-gallon insulated tank prior to heating it.

Richard Parduhn, FAA Flight Test Pilot prepares to put a Weath­erly 620 ag plane through its paces for auto fuel certification.

At the completion of the run-up Mr. Parduhn asked for a full rated power run on the engine. When the engine instruments stabilized he gave the signal to take off, ask­ing that I hold full rated power for no more than five minutes during the climb. Accomplishing this, I reduced power to normal climb settings and continued my ascent at best rate to 10,500 feet as requested by my back seat passenger who was busy recording his instrument readings at various altitudes.

Absolutely no problems were encountered and when Mr. Parduhn's recording chores were completed, he enjoyed taking over the controls, making the letdown and landing. He is a former Air Force fighter pilot and this was his first opportunity in many years to fly a T-6.

Since the certification by FAA for the use of unleaded auto fuel in A'f-6/SNJ aircraft, STCs have also been ap­proved for the Model 18 Twin Beech, DeHaviliand Beaver and a R-985-powered Piper Brave. The Petersens have additional certification tests planned for the future, some of which involve smaller engines and they credit the suc­cess of their programs to the outstanding cooperation they have received from the FAA.

For information concerning the STCs mentioned in this article contact: Charles Petersen, Petersen Flying Service, Rt. 1, Box 18, Minden, NE 68959 - 308/832-2200. •

VINTAGE AIRPLANE 13

NOTICE OF ANNUAL BUSINESS MEETING

AND ELECTION OF

OFFICERS AND DIRECTORS Notice is hereby given that an annual business meeting

of the members of the EAA Antique/Classic Division will be held on Saturday, August 6, 1983 at 10:30 a.m. (Central Daylight Time) at the 31st Annual Convention of the Experimental Aircraft Association, Inc., Wittman Field, Oshkosh, Wisconsin.

Notice is hereby further given that the annual election

of officers and directors of the EAA Antique/Classic Divi­sion will be conducted by ballot distributed with this issue of the Vintage Airplane. Said ballot must be returned properly marked to the Ballot Tally Committee, EAA Antique/Classic Division, P .O. Box 229, Hales Corners, WI 53130, and received no later than July 29, 1983.

Morton W. Lester, Chairman of the Nominating Com­mittee submits the following list of candidates.

E. E. "Buck" Hilbert, Treasurer Ronald Fritz, Director Claude L. Gray, Jr., Director Dale A. Gustafson, Director John R. Turgyan, Director

M. C. "Kelly" Viets, Secretary EAA Antique/Classic Division

E. E. "BUCK" HILBERT Union, Illinois

"Buck" is a native of Chicago and a graduate of Lewis College. He began learning the "pilot's point of view" while working as a line boy at the old Elmhurst Airport near Chicago in 1938. The pay wasn't much, but it was "flyin'" time and he soloed an Aeronca 65LA Chief in October, 1941.

He graduated into the Air Force shortly thereafter, into the Training Command where he flew and instructed in many of the training aircraft of that era. He flew gunnery training at Las Vegas Army Air Field in B-17 s and finished up teaching Chinese Nationalist Pilots twin engine trans­ition.

Recalled for the Korean War, "Buck" qualified as an Army Aviator and flew with the HQ. Company Air Section of the 24th Infantry Division. "A most rewarding and memorable experience," he reports.

"Buck" and Dorothy and their four children are at home at "Hilbert's Funny Farm" where he has an airstrip and keeps a stable of interesting and flyable "old" airplanes including the Airmail Swallow he flew across the nation to commemorate the Bicentennial and United Air Lines 50th Anniversary. An Aeronca C-3, a Champ and Stinson L-5 also reside in that stable. Buck is with United Air Lines flying as Captain on DC-8s.

Buck is no stranger to the Antique/Classic Division. He is past President, having served from 1971 through 1975. He currently is Treasurer of the Division and is also a member of the EAA Aviation Foundation Board ofTrus­tees.

RON FRITZ Kent City, Michigan

Ron took his first flying lesson in a J-3 Cub in 1957 when he was a sophomore in high school. He has owned several aircraft including a Ryan PT-22, Waco UIC, Aeronca Champ, and part interest in a Consolidated Vultee BT-13. He currently owns a Tripacer and part interest in a rare Lincoln All Purpose.

Ron has been an EAA member since 1960 and was one of the founders of the Antique/Classic Division. He has held several EAA Chapter offices including President of Chapter 145 two separate times, President of Chapter 211, SecretarylTreasurer of Chapter 211, President of AlC Chapter 8, Vice President of Chapter 704 and Secretary ofMEAACC. In addition, Ron has been AlC Forums Chair­man at the annual Oshkosh Convention since 1980.

Ron is employed as a social worker and lives on a private strip with his wife and two children.

14 JUNE 1983

DALE GUSTAFSON Indianapolis, Indiana

Dale has been interested in airplanes since he was a small child and took his first plane ride in 1939 at the age of 10. He started taking flying lessons in 1945 and soloed at the age of 16. After high school, he worked at the airport in South Bend, servicing airliners, handling cargo and doing field maintenance.

Dale attended Spartan School of Aeronautics in 1948 and 1949 to obtain additional pilot ratings . After this he freelanced as a flight instructor and ran a small FBO at South Bend until hired as a co-pilot on Turner Airlines in Indianapolis in 1950. He has been with the same airline since then. Through name changes and mergers, the air­line is now USAir and Dale is flying as captain on DC-9s.

Through the years, Dale has owned various aircraft ­a Stinson V-77, Piper Colt, Fairchild 24, C-195, C-150 and currently has a Piper J-4 and a Stearman for restoration. He is a member of several organizations interested in the antique, classic and homebuilt aircraft, a member of EAA since 1960 and the Antique/Classic Division since it was organized. He has served as an advisor to the Division and is currently serving as a Director. For several years, Dale has judged antiques at Oshkosh and for two years he served as Program Chairman for the Antique/Classic Divi­sion awards.

CLAUDE L. GRAY, JR. Northridge, California

Claude had his first airplane ride at the age of ten in 1928 at Kansas City, Missouri. His real interest in airplanes started at Jefferson City, Missouri in 1932, where the next four years were spent as mechanics helper and line boy at the local airport. He was able to commence flying more seriously in 1938, and at the start of WWII was instructing his first class of Army Air Corps Cadets at Bevo Howard's Hawthorne School of Aeronautics, Orangeburg, South Carolina. He spent 11/2 years there and put eight classes through primary in Stearmans.

In early 1943, Claude went to work for Consolidated Vultee Aircraft as a production test pilot on B-24s. In October, 1944 he was hired as a co-pilot with Western Air Lines. He spent the next 34 years with Western and retired as DC-10 Captain in October, 1978. During his career with Western he flew DC-3s, DC-4s, Convairs, DC-6s, Lockheed Electras, Boeing 720s, 707s and the last several years on the DC-10.

He has been a member of EAA since 1960. At that time, with a fellow Western pilot, he built the 7th Smith Miniplane to fly . This plane is still flying and his partner has full ownership now. Since then Claude has restored two aircraft, one a 1927 OX-5-powered American Eagle, 1976 Grand Champion Antique at Oshkosh. The other is his 1946 Fairchild 24W. He still has both aircraft flying regularly and gets one or both to most of the West Coast fly-ins . He is currently Chairman of the EAA National Judging Committee.

JOHN TURGYAN Trenton, New Jersey

John has been actively involved in aviation since his days as a line boy at age 13. He soloed at 16 and received his private and commercial pilot ratings at 17 and 18 respectively. He flew everything on the airport from Cubs to Aztecs.

He has owned several airplanes, including a J-3, PT-22, Champ, Stinson 108-3, Howard DGA-15, Stinson SR-6 and a Beech Bonanza (S/N 67). John currently owns a Spartan 7-W, a Howard DGA-ll and a Waco Taperwing.

John joined EAA in 1970 and the Antique/Classic Di­vision when it was founded in 1972. He is a lifetime member of EAA, AAA and AAHS. He was named to the Antique/Classic Division Board of Directors in November 1979.

His duties at Oshkosh include serving as Co-Chairman of Antique/Classic Division activities and Chairman of the Picnic Committee. For four years he was on the Antique and Classic Judging Committee.

John is employed by USAir as a co-pilot on DC-9s . • VINTAGE AIRPLANE 15

Photo of Douglas DC-4/C-54 dated 3/20/45. (Douglas Aircraft Co. photo from Roy Russell collection)

II.(!. 7!h4,,1;~' Af;lltl" Pilot and Master Craftsman, Part 4

By Ted Businger (EAA 93833, NC 2333)

Rt. 2, Box 280 Willow Springs, MO 65793

Editor's Note: This is the fourth and final installment of author Ted Businger's Charlie Miller story . . . G.R.C.

(Photos from the author's collection except as noted)

DOUGLAS DC-4 "SACRED COW"

In 1943 we reworked a Douglas DC-4/C-54 into Presi­dent Roosevelt's personal plane, the "Sacred Cow". It was designated the VC-54C-DO.

In the beginning, no one at the plant was aware of the degree of incapacitation of the President. A two-fisted, hard-drinking chief of Presidential Security named Reilly arrived at Santa Monica to enlighten us. These revelations were not to be publicized; in fact, we were sworn to secrecy. As a result of this information many un-anticipated changes had to be incorporated.

The most notable revision was the addition of an elevator. This was located near the aft end of the fuselage and it led directly to his private cabin. It was custom-built to accomodate his wheel chair which was of an advanced design. To assure its correct operation, two others and myself rode on it and it did work quite well.

The president's private cabin also contained a large swivel-based easy chair, a bed (or bunk) and a bathroom. The easy chair was positioned to assist him in moving to 16 JUNE 1983

the bathroom. Directly in front of his chair was about a 2' x 2lJz' bulletproof window that was one inch thick. On one test flight I was allowed to sit in that chair, and of course the view through that window was terrific! The location of the elevator prevented any possible exposure of his cabin from the ramp. When boarding, the President's limousine would pull as close to the elevator as was practical , and a shield of secret service men would surround the operation. The President would then slide out of the car and into the waiting wheel chair, which was then pushed onto the elevator. Once in his cabin, he would then smile and wave to the crowd.

The galley originally was located next to the elevator area. One day as the plane was being loaded it became tail heavy and decided to sit on its tail. Fortunately this occurred inside a hangar. This created great consternation for our weight and balance people. They had not been informed of all the heavy "extras" that had been included, so it was back to the drawing board for them. One of these "extras" was a complete silver service that had been pro­cured by Mr. Donald Douglas' private secretary.

In the final configuration, the galley was moved for­ward just aft of the cockpit and crew's quarters. Next to the crew's quarters (with bunks), was a good-sized cabin with standard seating for other members of the entourage. Next was the conference room with wall maps of all the­aters of war. This conference room also contained complete communication facilities . Last was the President's cabin.

All of these facilities were positioned on the left side of the aircraft to create a wider aisle and allow easier access to the cockpit by the President. The co-pilot's seat featured a folding arm rest on the left side so Roosevelt

I ...•

(McDonnell Douglas photo) President Roosevelt's personal aircraft, the "Sacred Cow," a converted Douglas C-54.

could slide into that seat. Reports confirmed his regular use of this seat.

The hand-picked crew included Lt. Col. Henry Myers who was in command. This gentleman was a fantastic pilot, proving his mettle and intelligence many times.

He preferred to have us take complete responsibility for the "Sacred Cow," including maintenance. To make this possible, he would fly the ship cross-country, usually at night. He timed these flights to arrive in California as closely as possible to our starting time at Douglas. As I was General Superintendent then, the specific work needed on the plane was explained to me and I saw that it was accomplished. Because their arrival time coincided so closely to our scheduled starting time, it wasn't too difficult to give them instant action on their requests.

The flight crew usually vanished for a day on the town. We developed a wonderful rapport with this crew and they were lavish in their praise of our efforts. The reports they made went directly to the "top", which certainly didn't do the company, or us, any harm.

The flight crew had developed an "esprit de corps" that was outstanding. They related an interesting incident to us one day. On a flight from Hawaii to Alaska a de-icer boot was found to be sloppy after it had come into contact with fuel. Col Myers instructed the emptying of that wing tank, and complete filling of the tank in the opposite wing. Using full aileron against the heavy side, he took off and completed the flight. We at the plant just shook our heads at his ingenuity and ability.

On one very foggy morning the word came down that the "Cow" was coming. At that time during the war every­thing resembling the aircraft factory and the field had been completely camouflaged. It was done so thoroughly that it was extremely difficult for even us residents to locate it from the air. The field sloped up toward the northeast, and our first sighting of the "Cow" showed his left wing below the horizon, with the plane flying barely above the housetops. We could just about see him as he came over the golf course to land.

Later the Colonel told us he had located and followed Pico Boulevard to the beach, but in order to be sure of staying with that street he flew pretty low. when he was in the vicinity of the beach, he made a 1800 turn to the right, which brought him out of the golf course adjacent

to the runway. He then made a 1800 turn to the left and landed. To Col. Myers it was just a routine flight.

The flight crew was nearly as effusive in praise of their navigator as they were their pilot. He was a major whose name I have forgotten. They claimed he never missed his arrival times calculated at take-off. His maximum devia­tion was said to be three minutes on any trans-oceanic trip. For navigating a piston-engined aircraft, that was extremely close.

Historical Note: The very first aircraft procured for presidential transportation was the converted B-24 (C­87 A), dubbed "Guess Where II" by its pilot, (then) Maj. Henry T. Myers ofTifton, Georgia. For a variety ofreasons, Mr. Roosevelt never used this aircraft.

Prior to completion of the "Sacred Cow," another C-54 was used, which involved an extremely long ramp to con­vey the President into the cabin. Henry Myers was pilot-in­command of the "Sacred Cow" during its entire operating life. He next commanded the "Independence" for President Truman. It would have been appropriate to list the entire crew, but the author has not been able to obtain this information. Any reader able to supply the names is urged to submit them to the author.

BOEING B-17

In 1944 one of the men who had worked on the Douglas assembly line at Santa Monica, went on to become a test pilot at Long Beach. On one trip down there, I requested a ride with him on a test flight of a B-17 built under contract by Douglas. In the beginning of the flight I rode in the bombardier's position, then later I moved back to the waist gunner's spot. My pilot friend then vacated his left seat to allow me a change at the controls.

At first I did some easy "S" turns, then he said to "push it" ... this gave a very pronounced snaking motion. Next he wanted it put into a vertical turn then reverse the controls. This maneuver was no sweat for the B-17 .

Then he wanted a power-on stall ... this I declined to do. We exchanged seats and he really hung it on the props. There was no stall warning shake at all; it just hung there until it went into a tail slide and ship stalled. Follow­ing the stall, he allowed me to fly the B-17 back to Long Beach. The co-pilot was in the seat this time but he never touched the controls, allowing me to do my thing. The only four engine plane I'd flown was a C-54 which produced a lot of "feedback" to the pilot preceding a stall.

Some flight personnel returning from England told an VINTAGE AIRPLANE 17

interesting story. There was a medical emergency which required a substantial amount of ice in a hurry. Ice was an unavailable item there so a B-17 crew volunteered to provide all that was needed. They loaded on board some new trash cans filled half full of water and climbed the bomber up to 30,000 feet . The cold temperature there produced ice in a very short time. The following quick descent delivered the ice to the hospital. I wonder what prompted them to come up with this ready solution?

THE EL SEGUNDO OPERATION

One day in 1948 I was called to the manager's office at the EI Segundo division and told to take over that production control operation. It definitely needed atten­tion. With considerable table pounding, plus the "off and on" approach (off your duff and on your feet) the stock rooms were put in order, lost parts were found, and gener­ally the pace of this one-time lethargic operation quick­ened. Satisfaction is always derived from doing a job to the best of one's ability, and I was pleased with the result of my efforts here.

Any administrative position entails the occupational hazard of being taken for an s.o.b. Whenever this hap­pened, it was usually accompanied with a respect for my integrity. There always were those among the workers who were as eager as I was to get the job done. These became my friends and were the "frosting on the cake" on this type of assignment.

It was always my habit to use the direct approach in resolving a problem. This was not always the most pleas­ant way, but at least for me, it was the most effective. One comment that pretty well summed it up was, "I don't like that damned Charlie, but he's one hell of a good mechanic."

DOUGLAS A-4 MOSQUITO BOMBER

While I was in production control, an orphan depart­ment was acquired. It was the remnants of a super secret project which had resulted in the first aerodynamic con­tainer for the "maximum weapon". This concept allowed

(U.S. Navy photo) Douglas A-4E assigned to Attack Squadron 144 on the U.S. Navy carrier, Bon Homme Richard in 1969.

that weapon to be carried as an external store even on as small a plane as the A-4 Mosquito bomber.

The mechanical end of things always attracted my greatest interest and this was no exception. We used the left-over parts of the original project to develop the "buddy store" fuel system. This concept was the carrying of an external store, similar to an auxiliary fuel tank, but differ­ing in that this system would not only extend the range of the aircraft but would allow fuel transfer to another jet aircraft. This operation was to save the Navy's multi-mill­ion dollar jets, which might be lost at times when a carrier deck was not immediately available.

The unit consisted of a 250-gallon fuel tank, a hydraulic pump coupled to the fuel delivery pump, and a hydraulic motor-driven hose reel. A feathered prop was installed on the nose which changed into "drive" once the solenoid was activated. This air-driven propeller then drove the pumps. The exterior shape ofthe tank necessitated the immersion of the pumps in the fuel.

The hose reel contained 50 feet of two-inch wire rein­forced hose. At the end was a standard refueling coupling with a drogue chute attached on the hose directly ahead.

The "tanker" pilot needed only to push two buttons to make the system operate. The plane to be refueled would pull behind the tanker. Pushing one buttom expelled the drogue chute which pulled out the hose. After hook-up the tanker pilot would activate the fuel transfer. A small display board showed the number of gallons transferred. Also, fuel from the tanker's wing tanks could be gravity fed into this system if needed.

When the fueling sequence was completed the tanker pilot pushed a button which caused the hose to be reeled in, compressing the drogue chute as it retracted into the tail. In case of emergency a shotgun shell actuated a guillotine knife to cut the hose.

Originally the A-4 refueling probe was located on a wing tip; however, during night operations this location created a difficult alignment problem for the pilot so the probe was repositioned to the nose . For night operations the drogues were fitted with "isolite" buttons (similar to those used to outline carrier decks), but only 2" to 3" in diameter. With a half-life of 25 years, large inventories of these buttons were not needed!

18 JUNE 1983

DOUGLAS 0558-1 and -2 SKYSTREAK

Douglas built both the D558-1 and -2 in the experimen­tal shop at EI Segundo. These craft were built for the U.S. Navy and N.A.C.A. They were the first aircraft built by Doulgas with extremely high wing loadings and we were somewhat skeptical of their ability to fly . In the shop they were referred to as the "flying prostitutes" as they had no visible means of support!

The function of these planes was to gradually nibble at the sound barrier to determine what might be expected at those high speeds. Some feared that the aircraft might actually disintegrate.

Historical Note: Navy Commander Turner Caldwell broke the world speed record on August 20, 1947 at 640.7 mph in the D558-1. On August 25, 1947 Marine Corps Major Marion Carl broke the record again at 650.6 mph.

Personalities at the Douglas EI Segundo plant in 1947 (L-R): G. A. Hatcher, Mr. Rogers, Eric Springer, Mr. Conant, Donald Doug­las, Ed Heinemann and A. E. Raymond.

Three of these Douglas 0-558-1 Skystreaks were delivered in 1947. On 8/20/47 Navy Commander Caldwell set a world's record in one of them at 640.7 mph.

(Photo by Roy Russell) In 1950 Douglas delivered three of these 0-558-2 Skyrockets to the U.S. Navy.

Three examples ofeach model were built. Although not verified, one example is thought to be in the Navy museum. One D558-1 was butchered for water ski tests in 1952.

DOUGLAS F4D SKYRA Y

This delta wing Navy jet fighter was an excellent air­craft. To the best of my knowledge, it was the only jet fighter flown manually although a hydraulic assist was provided. The Navy desired this arrangement to preclude a catastrophic hydraulic failure.

At this time we were beginning to learn about super­sonic flight. Virtually every design was an attempt to cope with the known factors while at the same time there was an intense search going on probing the unknown gray areas.

The flight controls on the F4D were elevons, located on the wing trailing edges. The elevons worked up and down simultaneously for pitch control and differently for roll control. This controlling mechanism worked wonder­fully. The pitch/trim actuator is another interesting story. We were learning about a pheonomonen called "tuck under" which was an instantaneous, severe maneuver that could not be corrected by the elevons. The situation was most pronounced during after-burner cut-ins. The pitch/ trim system was hydraulically operated and was designed to combat this action. Extremely high control surface load­ing was experienced while the pitch/trim system was operating.

The overall design concept of the Skyray was that of a flying wing, with the cockpit being an appendage at the nose. The engine was supported laterally by an 80,000­pound crash strap. The opposite side was retained by a sliding support which allowed for heat expansion. The rear support was a hinged yoke providing for longitudinal ex­pansion. The cowl was hinged from below to allow ease of service, as well as simplified engine change procedures. The cowl was, in fact, a structural section, tying the lower wing surfaces together.

One test flight ended with the plane being so severely damaged in the air that it was a total write-off after landing. Either the pitch/trim system malfunctioned, or the after-burner was suddenly cut-off. At any rate the plane made a 10.5 G loop, then immediately went into a 9 G loop. The pilot blacked out on the first loop and greyed out on the second one, recovering sufficiently to land the plane.

The engine had been torn loose and was lying inside the cowling and large wrinkles covered most of the top wing surfaces. The design was engineered for 10.5 Gs and although the plane was a total loss, not a single major component had failed. Ed Heinemann was chief engineer then, and as he and I viewed the remains in a hangar, Ed was absolutely ecstatic that his design criterion had been successfully proven. This represented the ultimate design goal, of minimum weight versus maximum strength.

Sometimes problems are answered purely by accident. A very good structures man and his friend looked very perplexed as I walked into the drafting room. They were trying to resolve the problem of keeping the doors to the ammunition boxes open against the wind blowing across a carrier deck. The space available was insufficient for a compression spring.

After looking at the drawing for a short while, a light dawned and I took them to a nearby Ford dealer's to get a coil spring that was being used on trunk lids. It worked nicely in the space available!

Historical Note: Lt. Commander James Verden broke the world's speed record on October 3, 1953 going 753.4 mph in the XF4D-1.

VINTAGE AIRPLANE 19

The one-off X8-42 Mixmaster with two Allison engines built by Douglas X8-43 with two 4,000 lb. thrust G.E. engines. Two were Douglas in 1945. built in 1946.

Result of a hard landing by an FAA flight test crew in this Douglas DC-S. The repair bill was $3 million.

Author's Note: Charlie and his vivaciou~ wife Kitty live in the home they built for themselves in Santa Monica, CA, where their activities keep them well occupied.

Charlie is still fond of things mechanical, and keeps busy in his own shop. He also maintains a friend 's high­powered pleasure boat. The last plane he piloted was a Cub in 1960.

It should make Charlie a little proud to know that so many DC-3s are still flying (including the EAA Aviation Foundation's). Other Douglas aircraft he was involved with that are still flying are the airlines' DC-B, DC-9, DC-lO, and ofcourse the Confederate Air Force's SBD and A-20. Various museums also have examples ofaircraft he helped build, including the National Air and Space Museum . This institution has some ofthe most significant, such as: The Ryan NYP, Northrop Alpha, Douglas DC-3, DC-7, SBD and the A4D. Over the years there were many more aircraft which Charlie had a hand in building, most of which have no surviving examples today.

Charlie Miller spent a considerable amount of time with the author while granting this interview and in going through his photo collection to provide several of the pre­viously unpublished photos to help document his story. We appreciate his efforts and are mostgrateful that he allowed us to write about his accomplishments. •

20 JUNE 1983

FROM TED KOSTON'S

PICTURE ALBUM By Gene Chase

These photos are from the collection of well known aviation photographer, Ted J . Koston, (EAA 44514, Ale 131),38 Le Moyne Parkway, Oak Park, IL 60302.

An interesting comparison of two Meyers aircraft seen at Oshkosh '76. The 1941 OTW, N34311, SIN 55 was the still is owned by Dick Martin (EAA 62813, AlC 3099) of Green Bay, WI. The Meyers 145, N551 , SIN 216 was flown to the Convention by owner Carl R. Schwarz (EAA 753) of Kent, WA.

Dick Jackson (EAA 794, AlC 371) of Rochester, NH taxies by in his extremely rare 1934 Waco S3HD, NC14048, SIN 3814. This aircraft, called the "Super Sport" is actually the civilian version of a military export craft and is the only example manufactured. Photographed in June 19n.

This 1928 Fairchild 71 , NC9727, SIN 603 was donated to the Air Power Museum, Blakesburg, Iowa and photographed there in August 1972.

Bob and Pat Friedman, Highland Park, IL owned this 1940 Ryan STA Special, N8146, SIN 457 photographed at Butler Field, Oak­brook, IL in August 1976.

Phil Coulson (EAA 71350, AlC 572), Lawton, MI poses with his 1930 Waco INF, NC644Y, SIN 3382. The April 1980 issue of THE VINTAGE AIRPLANE features a cover story on this aircraft.

VINTAGE AIRPLANE 21

ANTIQUE/CLASSIC CHAPTER 11 FLY-OUT

By Norm Petersen EAA Staff Editorial Assistant

(Photos by Gene Chase)

As the cold winter slowly gave way to spring, a new Antique/Classic chapter gelled into being at Milwaukee's Capitol Airport. Under the capable leadership of President John (Monocoupe) Kalas, the newest AlC chapter celeb­rated its Charter Night on March 7, 1983. The host airport for this active group is owned by AlC Division members Wally and Lois Mitchell , a wonderful pair of dedicated "antiquers" .

Not content to be a "sit and listen" group, the members have fly-outs every month, providing the weatherman cooperates. Such a day was Saturday, February 5, 1983 when the bunch of ambitious flyers spent all morning warming up Dave Broadfoot's hangar and melting a coat­ing of ice from several of the planes.

By 11 :30 a.m., all planes were ice-free and warmed up for take-off. One by one, they broke ground and pleased their owners with rather spectacular climb rates in the cold February air. Approximately forty minutes later, each pilot of the group brought his airplane in for a landing on Lake Lawn's hard-surfaced, north-south runway at Dela­van, Wisconsin. With generous snow banks on each side of the runway, some rather delicate "toe dances" were done on the rudder pedals to keep the birds on the straight and narrow!

With all planes parked neatly in a row, the group headed for the warm confines of the Lake Lawn Lodge dining room where a delicious meal was enjoyed by all. As usual , the waitress learned to be very cautious while serving food as the hands and arms were going in all directions as the pilots described their maneuvers. Even the bulky, cold-weather clothing didn't interfere with the enjoyment of the day as the crew left the lodge and headed back to the airport two blocks away.

Very little coaxing was needed to get the engines run­ning again and each pilot played follow-the-Ieader on the taxiway to the north end of the field . Again , quick take-offs were evident as the cold, dense air did its job. In addition 22 JUNE 1983

Following an excellent meal at Delavan, Wisconsin's Lake Lawn Lodge which is located about two blocks from the airport, the AlC Chapter 11 group posed for their picture in front of the Airport Terminal just prior to takeoff.

to absolutely smooth air, the airspeeds ran about 5-10 mph faster than normal because of the dense air .

The tailwind on the return trip to Capitol Airport brought the group home in only thirty minutes - almost too short a time to view the pretty, white Wisconsin land­scape. The sun was slowly sinking in the west as each pilot returned his plane to its respective hangar. It was easy to see that everyone had a good time. The smiles between the rosy cheeks told the entire story. •

AlC advisor Bob Herman and his daughter, Valerie pose by Bob's Piper Tripacer after returning to Capitol Airport. Bob had left in the morning to pick up Valerie at college and then join the group at Lake Lawn.

Here's a guy who would rather fly than eat! 01' Bob Lumley gets ready to fire up the Aeronca Chief for the trip to Lake Lawn. Note aux. gas tank by Bob's shoulder.

Dave Broadfoot and Norm Petersen get ready to board Dave's Cessna 170 for the return trip. When Dave rebuilt the 1948 ragwing model, he painted the entire airplane schoolbus yellow with brown and orange trim. Visibility against the white snow is truly outstanding.

Ken Reese checks his Piper Pacer before heading back to Capitol Airport. He had wisely removed the wheel pants before starting out. (Note stub axle)

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Taking off from Lake Lawn Lodge Airport, the group had a birdseye view of aU the ice fishermen doing their thing on a Saturday afternoon.

MYSTERY PLANE By George Hardie

The April Mystery Plane photo was submitted by member Mike Rezich of Chicago, IL. This sleek OX-5 powered biplane was designed by the well­ At press time no correct answers known pioneer, Guiseppe M. Bellanca. were received. According to Mike, this was the first of two designs ... both were single place. Bellanca also built a six-place cabin monoplane powered with an OX-5.

This unusual biplane was built in Tulsa, Oklahoma in 1936. The photo is from the collection of Member George Goodhead, also of that city. The airplane was a cooperative ven­ture of two individuals who later be­came prominent in the aviation indus­try . The mounting of the lower wing panel is reminiscent of several other airplane designs in aircraft develop­ment. It would be interesting to know what advantage the designer antici­pated from this arrangement. Answers will be published in the Au­gust 1983 issue of The VINTAGE AIRPLANE. •

VINTAGE AIRPLANE 23

~ BOOK ®

REVIEW By Gene Chase

TRAVEL AIR - Wings Over the Prairie by Ed Phillips. Flying Books, 1982. 126 pages, 8W ' x 11", hardcover with numerous photos and excellent detailed drawings.

The author's extensive research of the subject has re­sulted in a highly interesting account of the Travel Air Manufacturing Company. From its humble beginning in 1925 with only six men including Walter Beech, Clyde Cessna and Lloyd Stearman, the company reached the pinnacle of success in the aviation world.

Travel Air built good airplanes and a list of pilots who flew them for business reasons, for setting records, or for just plain fun, sounds like a who's who of not only aviation, but other fields of endeavor .. . to name a few: Wallace Beery, Louise Thaden, Ken Maynard, Charles and Ann Lindbergh, twin brothers Newman and Truman Wadlow, Frank Hawks, Doug Davis, etc.

The name Travel Air represented the finest airplanes money could buy, and as Walter Beech stated in 1929, "The Standard of Aircraft Comparison". Today Travel Airs are still much sought after by antique buffs and they remain a favorite of many. This book is highly recom­mended for its readability and historic content and should be a part of every collector's library.

Order from Historic Aviation, 3850 Coronation Road, Eagan, MN 55122 (phone 1-612/454-2493) , $21.95. •

(Photo by Gene Chase) This ever-popular facility is the Antique/Classic Headquarters at the Sun 'n Fun site. There is always a group on the front porch enjoying the airplane scenery.

(Photo by Gene Chase) New in '83 is this Judges' Headquarters building located out of the heavy traffic area where the judges can meet and do their thing. Shown here are Jerry Nyren, Jacksonville, FL, one of the Antique Judges and Donna Morris, Lakeland, FL, Chief Antique Judge.

24 JUNE 1983

MEMBERS~ PROJI~CTS This section of The VINTAGE AIRPLANE is dedicated

to members and their aircraft projects. We welcome photos along with descriptions, and the projects can be either completed or underway. Send material to the editor at the address shown on page 3 of this issue.

Dear Sirs: I am enclosing an airframe photo of my rebuild of a

1942 Waco UPF-7 , SIN 5849, NC39716. This airplane which was based in Bloomer and Racine, Wisconsin crashed near Chicago in 1962.

Restoration work started in 1968. I am converting the Waco to a ZPF-7 using a 275 hp Jacobs R-755-B2 engine on an Ag-Cat ring mount made by Schweizer. (STC is pending.) All new wings are about halfcomplete at present.

John Eney (EAA 21712, AlC 191) 272 Sandy Ridge Road Doylestown, PA 18901 •

Waco UPF-7 NC39716 (serial 5849) being converted to ZPF-7 model. All new engine mount is for 275 hp Jacobs. Owner/ restorer is John Eney, 272 Sandy Ridge Rd., Doylestown, PA 18901.

PERMANENT QUARTERS

CALENDAR OF EVENTS We would like to list your aviation event in our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, P.O. Box 229, Hales Corners, WI 53130. Information must be received at least two months in advance of the issue in which it will appear.

JUNE 3-5 - BLAKESBURG, IOWA - 3rd National Bucker Fly-In and Tigre Days. Vintage National Aerobatic Contest. Contact John Bergeson, 615 W. May, Mt. Pleasant, MI 48858. 517/773-3436 .

JUNE 3-5 - MERCED, CALIFORNIA - 26th Annual Merced West Coast Antique Fly-In at Merced Municipal Airport. For inlormation contact Dee Humann, Registration Chairman, Merced West Coast Antique Fly-In, P.O. Box 2312, Merced, CA 95344. 209/358-3487 .

JUNE 5 - CADIZ, OHIO - Third Annual Fly-In Pancake Breakfast at Harrison County Airport . Sponsored by E. F. Aircraft Service and Cadiz Volunteer Fire Department. Starts at 8:00 a.m. Rain date, June 12. Prizes for antique and experimental aircraft . For information contact Lois A. Fida, #308 N. York St ., Wheeling, WV 26003.

JUNE 5 - DE KALB, ILLINOIS - EAA Chapter 241 Annual Fly-In, Drive-In Breakfast 7 a.m. 'til noon at DeKalb Municipal Airport . Contact Marlin Crown, 159 Thomas Street, Sycamore, IL 60178 . 815/895-6856.

JUNE 5 - ARLINGTON, TEXAS - Benelit Air Show sponsored by EAA Chapter 34 to raise funds for World Aerobatic Competition. At Arlington Municipal Airport, 2 miles south of 120 on S. Collins. From 2:00 to 4:00 p.m.

JUNE 10-12 - DENTON , TEXAS - Texas Chapter Antique Airplane Associ· ation Fly·ln. For information contact Bob Landrum, Rt. 4, Box 14Q, Roanoke, TX 76262, 817/430-3387 (after 6 p.m.) or Jack Winthrop, Rt. 1, Box 11 t , Allen , TX 75002. 2141727-5649 .

JUNE 10-12 - MIDDLETOWN, OHIO - Aeronca Fly-In, including tours of the Aeronca lactory and U.S.A.F. Museum. Banquet on Saturday night with speaker and aircraft judging awards. For more information contact Jim Thompson, Box 102, Roberts, IL 60962, 217/395-2522.

JUNE 12 - REDDING, CALIFORNIA - 10th Annual Fly-In breakfst and air show at Muni Airport. Trophies, door prizes. 916/222-5225.

JUNE 17-19 - TRAIL, BRITISH COLUMBIA, CANADA - Trail Flying Club's 8th Annual Fly-In. Homebuilts, antiques, classics, ultralights. Camping on field. Trophies, prizes. Hangar dance and barbeque.

JUNE 18 - TOMS RIVER, NEW JERSEY - 7th Annual Antique & Homebuilt Fly-In at R. J. Miller Airport, Berekely Twsp. Trophies, flour bombing contest, plane rides, refreshments . Admission free . Rain date June 19. Contact Tom or Vivian Tedrow, Box 451 Three Brooks Rd., Freehold, NJ 07728. Phone 2011780-0765 .

JUNE 18-19 - FREDERICKSBURG, VIRGINIA - 16th Annual Antique Air­craft Fly-In and Two Day Airshow at Shannon Airport . Airshow featuring Northern Knights, Republic Airlines Microjet and more. For details call 703/373-4431 or write P.O. Box 509, Fredericksburg, VA 22404.

JUNE 21 - JULY 11 - HOBBS, NEW MEXICO - 18th World Soaring Championships. For information contact Soaring Society 01 America, Box 66071 , Los Angeles, CA 90066. 213/390-4447 .

JUNE 24-26 - HAMILTON, OHIO - 24th Annual National Waco Reunion Fly·ln. Sponsored by the National Waco Club. For information contact Ray Brandly, 700 Hill Avenue, Hamilton, OH 45015.

JUNE 24-26 - PAULS VALLEY, OKLAHOMA - Pauls Valley, Oklahoma Fly-In sponsored by Greater Oklahoma City Chapter AAA. Contact Bob Akin , Flying A Ranch, Route 1, Box 133-0, Washington, OK 73093. 4051 288-6161 .

JUNE 25-26 - ORANGE, MASSACHUSETIS - 7th Annual New England Regional Fly-In Sponsored by EAA Chapter 726. Restricted parking, avia­tion flea market, commercial exhibitors, seminars, overnight camping, food and luel available. Contact Paul Dexter, 15 Sunset Dr., Orange, MA Ot364. Tel. 617/544-6412, evenings only.

JULY 2-3 - SUSSEX, NEW JERSEY - 1983 Festival of Flight Fly-In at Sussex County Airport. Sponsored by EAA AlC Chapter 7 and EAA Chap­ters 73 and 238. All invited. Fly market, square dance, food , camping permitted. Contact Ann Fennimore, 4 Ridge Road, Succasunna, NJ 07876. 201 /584-4154.

JULY 2-4 - BLAKESBURG, IOWA - Second Annual Aeronca Fly-In at Antique Airfield. Aircraft judging, awards, forums and meetings of several type clubs. For further information contact Aeronca Club, 1432 28th Ct. , Kenosha, WI 53140, 414/522-9014 or Antique Airplane Association, Rt. 2, Box 172, Ottumwa, IA 52501,515/938-2773.

JULY 8-10 - ALLIANCE, OHIO - Annual Taylorcraft Fly-ln/Reunion at Barbers Field. Factory tours, many activities. Contact Allan Zollitsch, 37 Taft Ave ., Lancaster, NY 14086, 716/681-1675 or Bruce Bixler, 12809 Greenbower Rd., Alliance, OH 44601, 216/823-9748.

JULY 9 - GEORGINA TOWNSHIP, ONTARIO, CANADA - 3rd Annual Antique, Sport and Specialty Aircraft Fly-In and Brunch at Georgina Civic Centre Air Park. Contact Dick Shelton, Box 385, Sutton West, Ontario, Canada LOE 1RO. 416/722-3295 .

JULY 10 - BROOKFIELD. WISCONSIN - Bob Huggins and F. S. Toney Day at Capitol Drive Airport . Everyone welcome. For information contact Chuck Faber, 4141786-3279.

JULY 15-17 - MINDEN, NEBRASKA - National Stinson Club· 108 Section Fly-In. All Stinson Lovers - 108 and Round Engines welcome. Aircraft judging, forums, banquet Saturday night. Camping on field or motel (3081 832-2750) available. For further information contact George Ackerman, Alliance, NE 3081762-4770 .

JULY 16-17 - HOLLISTER, CALIFORNIA - The Friendly Fly-In sponsored by EAA Chapter 62. Contact Edward Shaules, 3910 Paladin Drive, San Jose, CA 95124. 408/264-5714 .

JULY 16-17 - NIAGARA FALLS, NEW YORK. 2nd Annual Fly-In and Inter­national Airshow. Classics, warbirds and fly-bys. Two full days of avialion. Contact Joseph Koch. 188 Schoelles Road, No. Tonawanda, NY 14120. 716/689-9392.

JULY 29-31 - COFFEYVILLE, KANSAS - 6th Annual Funk Fly·ln. Antiques, classics, homebuilts invited . Contests, trophies, dinner. Contact Ray Pahls, 454 Summitlawn, Wichita, KS 67209.316/943-6920 .

JULY 30 - AUGUST 6 - OSHKOSH, WISCONSIN - 31st Annual Fly-In Convention. Start making your plans now to attend the World's Greatest Aviation Event. Contact EAA, P.O. Box 229, Hales Corners, WI 53130.

AUGUST 5-7 - SHELTON, WASHINGTON - Third Annual Antique, Classic and Warbird Fly-In at Sanderson Field. Sponsored by Puget Sound Antique Airplane Club, EAA AlC Chapter 9. Public display, dinner Saturday evening. Fly-a-way Breakfast Sunday. Contact Pete Bowers, 10458 16th Ave. So. , Seattle, WA 98168 , 206/242-2582.

AUGUST 5-7 - THREE FORKS, MONTANA - 6th Annual Montana Antique Airplane Assoc. Fly-In. Contact Bud Hall at 406/586-3933.

AUGUST 8-1 2 - FOND DU LAC, WISCONSIN - EAA lAC International Aerobatic Championships. For information contact EAA, P.O. Box 229, Hales Corners, WI 53130. 414/425·4860.

AUGUST 21 - WEEDSPORT, NEW YORK - Antique, Classic and Homebuilt Fly-In sponsored by EAA Chapter 486 at Whitfords Airport. Pancake breakfast and air show. Contact Herb Livingston, 1257 Gallagher Rd. - B, Baldwinsville, NY 13027.

AUGUST 26-28 - TULSA, OKLAHOMA - Annual EAA Chapter 10 Fly-In at Tulsa Downtown Airpark. Contact LeRoy Opdyke, 13535 N. 155 E. Ave., Collinsville, OK 74021 , 918/371-5770.

SEPTEMBER 1-5 - TULLAHOMA, TENNESSEE - 3rd Annual Ole South Fly-In at Parish Aerodrome, Soesbe-Martin Field. Sponsored by Tennessee Valley Sport Aviation Association, Inc. For information contact Jimmy Snyder, 5315 Ringgold Road, Chattanooga, TN 37412, 615/894-7957.

SEPTEMBER 16-18 - RENO, NEVADA - Reno National Championship Air Races at Stead Airfield. Qualifying September 13-15. Airshow. Contact Greater Reno-Sparks Chamber of Commerce, P.O. Box 3499, Reno, NV 89505. 702/786-3030.

SEPTEMBER 17-18 - BALTIMORE, MARYLAND - 14th Annual EAA East Coast Fly-In at Glenn L. Martin State Airport. Sponsored by East Coast EAA Chapters. Show aircraft, static displays, flea market, forums, aerobatic demonstration, pancake breakfast, Saturday chicken barbeque. Contact Jim Eggleston, 2602 Elnora St. . Wheaton, MD 20902, 301 /933-0314.

SEPTEMBER 23-25 - TAHLEQUAH, OKLAHOMA - 1982 Tulsa Fly-In at Tahlequah Municipal Airport. Sponsored by Tulsa chapters of lAC, AlC, UL and AAA. For information contact Charles W. Harris, 119 East 4th St. , Tulsa, OK 74103, 918/585-1591.

OCTOBER 6-9 - EFFINGHAM, ILLINOIS - International Cessna 120/140 Association, Inc. Annual Convention and Fly-In at Effingham County Memo­rial Airport. For information contact AI Hourigan, 839 N. 6th St. , Vandalia, IL 62471 , 618/283-0320.

OCTOBER 14-16 - CAMDEN, SOUTH CAROLINA - EAA AntiquelClassic Chapter 3 Fly-In. Antiques, Classics and Homebuilts welcome. Contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 27211 .

VINTAGE AIRPLANE 25

MEMBERSHIP INFORMATION • Membership in the Experimental Aircraft Association. Inc. is $25 .00 for one year. $48.00 for 2 years

and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19fAA years of age) is available at $15.00 annually. Family Membership is availabfe for an additional $10.00 annually.

• EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division. 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member andANTIQUE­must give EAA membership number.

• Non-EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division. 12CLASSIC monthly issues of The Vintage Airplane. one year membership in the EAA and separate membership ' cards. Sport Aviation not included.lAC • Membership in the International Aerobatic Club . Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA.

WARBIRDS • Membership in the Warbirds of America. Inc. is $25.00 per year. which includes a subscription to Warblrds Newsletter. Warblfd members are reqUIred to be members of EAA.

• Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication

ULTRALIGHT ($15.00 additionalfor Sport Aviation magazine). For current EAA members only. $15.00. which includes UltralIght publicatIOn. .

• FOREIGN MEMBERSHIPS: Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn .

AlC NEWS . . . (Continued from Page 4)

TWO SMITHSONIAN INSTITUTION PROGRAMS

"World War I Aviation: Knights of the Air," a unique presentation scheduled for October 16-21, 1983 features pre-eminent experts in their fields focusing on the endur­ing excitement and high adventures of the first air war. They also look beneath the romantic patina of those years to offer new perspectives on the tragic problems of the limitations and use of aviation during those years.

The well known speakers include Walter J . Boyne, Jack Bruce, Thomas G. Foxworth, Peter Frosz, Von Her­desty, Donald S. Lopez, Douglas H. Robinson, and other N ASM staff experts. The lectures and tours take place in the most popular museum in the world and its equally exciting restoration shops at the Paul E. Garber facility (formerly Silver Hill ).

"Aircraft Restoration: How To" is scheduled for Oc­tober 23-27, 1983 and features hands-on workshops at the Paul E. Garber facility, the world-famous preservation, restoration and storage facility, with the highly skilled craftsmen who have restored the masterpieces in the Na­tional Air and Space Museum's collection.

Also included are specially arranged behind-the-scene tours with WalterJ. Boyne, Director ofNASM and Donald S. Lopez, Deputy Director. Please note that enrollment in this special program is limited.

For information on course content, registration and accommodations for both of the above programs, contact: SELECTED STUDIES, A&I 1190, Smithsonian Institu­tion, Washington, DC 20560. Phone 202/357-2475.

GORDON ISRAEL

Gordon L. Israel who was first known for his racing­plane designs in the thirties died recently at his Pacific Palisades, CA home. He was a self-taught engineer and also capable of flying the planes he designed. He was involved with all of the Benny Howard racers, from "Pete" to "Mr. Mulligan". He also designed, built and flew his own speedster which he named "Redhead".

Israel later worked for the Stinson, Howard and Grum­man aircraft firms, and more recently was hired by Wil­liam P. Lear to design the Learjet. He succumbed to cancer at age 71. •

LETTERS TO THE EDITOR Dear Gene:

Hey, that's a pretty bird on the cover of the Ma~ch VINTAGE AIRPLANE. Not only that, but a darn mce painting as well. Do you happen to know where i~ mig~t be possible to get any kind of plans of that one? I Just dId some cross-checking from the Antique Directory '66 and the '72 Civil Register and find that five Lairds are still in existence and registered as listed in the Directory except NC6906, SIN 165 is in Chicago Heights now.

NC10538, SIN 192 is not registered. 3923 as reproduced on the cover is a Grumman Registration Number. Accord­ing to info I could find in Juptner, that was not a correct number for Lairds.

Judging from a comparison with the photo in Juptner, the cover girl is an LC-B, ATC 86, one of two in existence. LC-B-200 is in Chicago, NC10402, SIN 188 is LC-lB-300, ATC 353. Interesting. I like the looks of the LC-B ·best. I thought you might be interested in the above info.

How did Emil Strasser get the Stinson J.D. in before I did? I sent mine right away. Must be more Post Office delay. I've been experiencing quite a bit of it with my magazines the past year. Keep The VINTAGE AIRPLANE going the way it is. Good work.

Regards, Dick Gleason (EAA 3131, AlC 1164) 1704 29th Avenue S.E . Rt. 2, Box 125 Austin, MN 55912 •

THE JOURNAL OF THE EARLY AEROPLANE

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with payment to Advertising Department, The VINTAGE AiR· PLANE, P.O. Box 229, Hales Corners, WI 53130.

ACRO SPORT - Single place biplane capable of un­limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos ana exploded views . Complete parts and materials list. Full size wing drawings. Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport WingFinish it right with an Drawing - $15.00. Send check or money order to: ACRO airtex interior SPORT, INC., Box 462, Hales Corners, WI 53130. 414/

Complete interior assemblies for do·it'yourself installation. 425-4860 . ACRO II - The new 2-place aerobatic trainer and sport

Custom Quality at economical prices. biplane. 20 pages of easy to follow , detailed plans. Com­plete with isometric drawings, photos, exploded views . • Cushion upholstery sets Plans - $85.00. Info Pack - $4.00. Send check or money • Wall panel sets order to: ACRO SPORT, INC., P.O. Box 462 , Hales Cor·• Headliners ners , WI 53130.414/425-4860. • Carpet sets POBER PIXIE - VW powered parasol - unlimited in• Baggage compartment sets low. cost pleasure flying. Big, roomy cockpit for the over• Firewall covers six foot pilot . VW power insures hard to beat 3V2 gph at• Seat Slings cru ise setting. 15 large instruction sh eets. Plans - $45.00. • Recover envelopes and dopes Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ Free Catalog of complete product line. Fabric Selection Guide

showing actual sample colors and styles of materials: $3.00. 425-4860. Go antique on ground and in the air: 1926 Std. 6 Buick Sedan fully restored. AACA Senior and Preservation

•t Iet .,;;r VISA Awards. $15,000. M. J. Shelton, 1567 Bartram Way, EI Qlr ex products, inc. t t Cajon, CA 92021. 619/444-2323 .

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J.eket - unlined tan poplin with gold and white braid trim. Knit waist and cuffs, zipper front and slash pockets. Antique/ Classi c logo patch on chest. Sizes· XS through XL ........... $28.95 ppd

C.p - pale gold mesh with contrasting blue bill , trimmed with gold braid. Antique/ Classic logo patch on crown of cap. Sizes· M and L (adjustable rear band) ........... $ 6.25 ppd

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CJ

VINTAGE AIRPLANE 27