STRAIGHTAND 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, di-
rectors 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 re-
quired 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 informa-
tion 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 Conven-
tion 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 turn-
over 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 count-
ing; the results will be announced during the annual Divi-
sion 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 loca-
tion again will be in the tent adjacent to the Antique/Clas-
sic 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-dimen-
sional 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 beau-
tiful 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 over-
whelming. 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 member-
ship. 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 consider-
ation to your commitment toward sport aviation and the
preservation of our heritage.

2 JUNE 1983
PUBLICATION STAFF
PUBLISHER
Paul H. Poberezny
EDITOR
GeneR. Chase
MANAGING EDITOR
Pat Etter
EDITORIAL ASSISTANT
NormanPetersen
FEATURE WRITER
GeorgeA.Hardie,Jr.
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President Vice President
W. BradThomas, Jr. JackC. Winthrop
301 DodsonMill Road Route 1, Box 111
Pilot Mountain,NC 27041 Allen,TX75002
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,IL60180
913/828-3518 815/923-4591
DIRECTORS
RonaldFritz ClaudeL. Gray,Jr.
15401 Sparta Avenue 9635Sylvia Avenue
Kent City,MI 49330 Northridge,CA91324
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
MortonW. Lester
455 Oakridge Drive P.O.Box 3747
Rochester,NY 14617
Martinsville,VA 24112
716/342-3170
703/632-4839
ArthurR. Morgan JohnR. Turgyan
3744 North 51stBlvd. 1530Kuser Road
Milwaukee, WI 53216 Trenton,NJ 08619
414/442-3631 6091585-2747
S. J. Wittman GeorgeS. York
Box 2672 181 Sloboda Ave.
Oshkosh, WI 54901 Mansfield, OH44906
414/235-1265 419/529-4378
ADVISORS
JohnS. Copeland StanGomoll
9Joanne Drive 104290th Lane, NE
Westborough, MA 01581 Minneapolis, MN 55434
617/366-7245 6121784-1172
RobertG. Herman EspieM. Joyce,Jr.
W 164N9530WaterStreet Box 468
Menomonee Falls, WI 53051 Madison,NC 27025
414/251-9253 919/427-0216
Gene Morris DanielNeuman
27 Chandelle Drive 1521 Berne Circle W.
Hampshire,IL60140 Minneapolis, MN 55421
3121683-3199 6121571-0893
RoyRedman S. H. "Wes"Schmid
Rt. 1,Box 39 2359 Lefeber Road
Kilkenny,MN 56052 Wauwatosa,WI 53213
507/334-5922 4141771-1545
JUNE1983 Vol. 11, No.6
COPYRIGHT , 1983EAAANTIQUE/CLASSICDIVISION,INC..ALLRIGHTSRESERVED
Contents
2 StraightandLevel
byBradThomas
4 Antique/ClassicNews
byGeneChase
5 MemoriesofanAirportKid
byEarlVieaux
6 Woolaroc!
byEdPhillips
12 AT-6onAutoFuel
byGeneChase
14 NoticeofAnnualBusinessMeeting
andElection
16 A.C."Charlie"Miller- PilotandMaster
Craftsman,Part4
byTedBusinger
21 TedKoston'sPictureAlbum
byGeneChase
22 Antique/ClassicChapter11 Fly-Out
byNormPetersen
23 MysteryPlane
byGeorgeHardie
24 BookReview
byGeneChase
24 Members'Projects
24 Sun'nFunPermanentQuarters
byGeneChase
25 CalendarofEvents
26 LettersToThe Editor
Page 6
Page 16
Page 22
FRONTCOVERVerynicerestorationofanOX-5powered1928Travel
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
2200pounds,and shipcould carry 1000poundsand land at45mph.
Cabinhad fourwickerseats,could beconvertedto ambulanceconfig-
uration in less than five minutes.Seestoryon page 6.
(Courtesyof 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 sentto:Gene R. Chase,Editor, The VII\iTAGE AIRPLANE, P.O. Box 229,Hales Corners,WI 53130.
THE VINTAGE AIRPLANE (ISSN 0091-6943) is publi shed and owned exclusivelyby EAAAntique/Classic Division,
Inc.of the Experimental Aircraft Association,Inc. and is published monthlyat 11311 W.ForestHomeAve., Franklin,
Wisconsin 53132, P.O. Box 229, Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners
PostOffice,HalesCorners,Wisconsin53130andadditionalmailingoffices.MembershipratesforEAAAntique/Classic
Division,Inc. are $18.00 for current EAAmembersfor 12 month period ofwhich $12.00 isforthe publication ofThe
VINTAGE AIRPLANE.Membership is open to all who are interested in aviation.
ADVERTISING- Antique/ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertising.
We invite constructive criticism and welcomeany report of inferiormerchandiseobtained through ouradvertising so
thatcorrective measures can be taken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc.,P.O.box229,HalesCorners,W153130.
VINTAGE AIRPLANE 3
WINGS ON DREAMS
"WingsOn Dreams" is thethemeofthe31steditionof
the world's largest and most exciting aviation event ...
the Annual EAA International Fly-In Convention and
SportAviation Exhibition.
One of the highlights ofthis year's EAA Convention
at Wittman Field, Oshkosh, Wisconsin is the preview
openingofthe new EAA Aviation Center. This beautiful
facility, located adjacent to the Convention complex in-
cludes the new andmagnificent museum,conference and
audio/visual centers, librariesand the EAA World Head-
quarters.It will be open each day ofthe Convention.
Other featured attractionswill be:
Sat., July30.... OpeningAirshow
Sun.,July31... WarbirdsinAction
Mon.,Aug.1.... Airshow
Tues.,Aug.2... TheOshkosh500AirRace
Wed.,Aug.3 ... . Antique/ClassicParadeofFlight;
CanadianSnowbirds;ARVFly-off
Thur.,Aug.4 ... HomebuiltRevue;ARVFly-off;
CanadianSnowbirds
Fri .,Aug.5..... ARVFly-off
Sat.,Aug.6..... WonderfulWorldofUltralights;ARV
Fly-off
New daily airshowscheduleshavebeenannounced as
follows:
Sat.,July30 .. 4:00-6:30 p.m.
Sun., July 31 .. 3:00-5:30 p.m.
Mon.thruFri.. 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 aswell asEAAmembersatlarge.
Paul will open this concentrated information session
addressed to theChapterLeadershipofourorganization.
HewillbefollowedbyEAAandEAAAviationFoundation
personnel andotherEAA leadershipto presentaninside
viewofthefar-reachingactivitiesof ourorganization.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
andfutureactivitiesofEAAandt heEAAAviationFoun-
dation.
This meeting is a MUST for all Chapter leaders and
members attendingOshkosh '83. Putiton yourschedule
for theConvention.
What: CHAPTERSUPERSPECTACULAR
When:Monday, August1, 9:00 a. m.
Where: ForumTent #2atthe Conventionsite
AIC CHAPTER 11
CHARTER NIGHT
Avery happyoccasion wastheCharterNightcelebra-
tion of the new Antique/Classic Chapter 11 at Capitol
Airport on the northwest si de ofMilwaukee on Monday,
March 7, 1983. Presentationofthe Charterwas made by
Chuck Larsen, EAA Chapter,Director,on behalfofEAA,
while acceptance on behalfofthe new Chaptermembers
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
travelogueandvarioussmallairportsinEuropewaspre-
sented by Norm Petersen ofthe EAA editorial staff. The
congenial hosts for the new Chapter 11 are Wally and
MargaretMitchell ,ownersofCapitol Airport .
Inadditiontoalmostweeklyfly-outs,thisactivebunch
ofantiquers holds regular meetings on the firstMonday
ofeach month atCapitol Airportandcordiallyextendan
invitation to all interested in antiqueairplanes.
(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 MAYISSUE
Becauseofunanticipatedproblemsourprinterexperi-
enced withthe installationofa new four-color press, the
MayissueofThe VINTAGE AIRPLANE wasdelayedap-
proximately threeweeks.We respectfullyaskyoutobear
with us as the subsequentissues return to their normal
delivery times.
(Continuedon Page 26)
4 JUNE 1983
ByEarl Vieaux
(EAA 51078)
1516EdgwoodAvenue
Chicago, IL60411
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 of having 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. It was 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 call ing 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.
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During the War when Max's hangar and all his
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 air-
port 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 neighbor-
hood 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
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 my
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
editorof EAA Chapter260. We thoughttheabove, which
appearedin theApril,1983 issueof hisnewslettermight
bringback similarmemoriesof 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.
ByEdPhillips
(EAA 124038, Al e 7505)
1125So. 160E.
(Photos by the author
Wichita, KS67230
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 bet-
ween 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 inter-
rupt 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 produc-
tion.
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 monop-
lanes 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.
of Travel 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 re-
fused. 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 Hegen-
berger 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 Jul y 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" com-
pleted 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 Califor-
nia on August 6.
The flight to California was very important. Fuel con-
sumption 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-Avia-
tion" 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 some-
one 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 "Ok-
lahoma". 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 de-
veloped 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 mix-
ture (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 held to course and waited
anxiously for the dawn to greet them. Onl y 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
aloft 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 every-
thing 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 handl e 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 di scussed 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 prepara-
tions 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 justifi-
cation 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 Au-
gust. 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 Bur-
nham and other workmen who would be involved in mod-
ifications 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 discus-
sion 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 in-
strumentation 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 fusel-
age. 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 com-
pleted 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 dis-
couraged. 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 . Perfor-
mance was just not good enough. Art Goebel hadn't bar-
gained 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 low-
ered 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 perma-
nently. 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, Wil-
liam 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 "preserva-
tion". 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 avia-
tion history.
Should any readers wish to inquire of the Frank Phil-
lips Foundation and Museum for more information on the
"Woolaroc" the following address is provided: Frank Phil-
lips 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
GeneChase,pilotand SeniorEditorfor EAApublications,after
their successfulflight backfrom Minden,NE.
AT-6
ON AUTO FUEL
By Gene Chase
(Photos by Author Except as Noted)
Charles Petersen (EAA 204139) and his son Todd oper-
lite a fl eet of six Grumml'!n Ag Cats in their aerial appli-
cation 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 de-
cided to obtain their own STC to operate the 450 hp engines
on auto fuel.
Charlie had been following the articles in SPORT A V-
IA TION describi ng the EAA Aviation Foundation's flight
test program which resulted in t he 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. probeattachedto the LF radio antenna maston 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 unl eaded and regular auto fuel; opera-
tion 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 150-
hour conti nuous run ofthe engine, with the only shutdowns
Don Boswell ,owner of D&L Aviation at Minden runs uponeof
Petersen's Ag Cats.He and his mechanic, Gene Lindholm,an
Charlie 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 autofuel ofcourse.
of sprayplanes.
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 accumu-
lated 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 operat-
ing the larger engine on unleaded auto fuel, they also
tested and received similar STCs for the Air Tractor AT-
301l301A, 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 ven-
erable old Texan and thought they too could enjoy lower
operating expenses.
A phone call to Paul Poberezny resulted in Paul's AT-
6D (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 De-
Havilland 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 temper-
ature 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-gal-
lon left tank was quickly filled with auto fuel preheated
to 110F. With Richard Parduhn, the FAA test pilot from
Wichita strapped in the back seat with his portable instru-
ments, 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 Weath-
erly 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, ask-
ing 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 ap-
proved 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 suc-
cess 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
NOTICEOF
ANNUAL BUSINESS MEETING
AND
ELECTION OF
OFFICERS AND DIRECTORS
Noticeisherebygiventhatanannualbusinessmeeting
ofthemembersoftheEAAAntique/ClassicDivisionwill
beheldonSaturday,August6,1983at10:30a.m.(Central
Daylight Time) at the 31st Annual Convention of the
Experimental Aircraft Association, Inc., Wittman Field,
Oshkosh, Wisconsin.
Noticeisherebyfurthergiventhattheannualelection
ofofficersanddirectorsoftheEAAAntique/ClassicDivi-
sionwillbeconductedbyballotdistributedwiththisissue
of the Vintage Airplane. Said ballot must be returned
properly marked to the Ballot Tally Committee, EAA
Antique/ClassicDivision,P.O.Box229,HalesCorners,WI
53130, andreceivednolaterthanJuly29, 1983.
Morton W. Lester, Chairmanofthe NominatingCom-
mitteesubmitsthefollowing listofcandidates.
E. E. "Buck"Hilbert,Treasurer
RonaldFritz, Director
ClaudeL. Gray,Jr.,Director
DaleA. Gustafson, Director
JohnR. Turgyan,Director
M.C. "Kelly"Viets, Secretary
EAA Antique/ClassicDivision
E. E. "BUCK" HILBERT
Union, Illinois
"Buck" isa nativeofChicagoanda graduateofLewis
College.Hebeganlearningthe"pilot'spointofview"while
working as a line boy at the old Elmhurst Airport near
Chicagoin1938.Thepaywasn'tmuch,butitwas"flyin'"
time and he soloed an Aeronca 65LA Chiefin October,
1941.
HegraduatedintotheAirForceshortlythereafter,into
the Training Command where he flew and instructed in
manyofthetrainingaircraftofthatera.Heflew gunnery
trainingatLasVegasArmyAirFieldinB-17sandfinished
up teachingChineseNationalistPilotstwinenginetrans-
ition.
Recalled for the Korean War, "Buck" qualified as an
ArmyAviatorandflewwiththeHQ.CompanyAirSection
of the 24th Infantry Division. "A most rewarding and
memorableexperience," he reports.
"Buck"andDorothyandtheirfourchildrenareathome
at"Hilbert's Funny Farm" where he has anairstrip and
keeps a stable ofinteresting and flyable "old" airplanes
including the Airmail Swallow he flew across the nation
to commemorate the Bicentennial and United Air Lines
50thAnniversary. AnAeroncaC-3, a ChampandStinson
L-5 also reside in that stable. Buck is with United Air
Lines flying asCaptainon DC-8s.
Buck is no stranger to the Antique/Classic Division.
He is past President, having served from 1971 through
1975.HecurrentlyisTreasureroftheDivisionandisalso
a memberoftheEAAAviationFoundationBoardofTrus-
tees.
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,
AeroncaChamp,andpartinterestinaConsolidatedVultee
BT-13. Hecurrentlyowns a Tripacerandpartinterestin
a rareLincoln All Purpose.
Ron hasbeenanEAAmembersince1960andwasone
of the founders of the Antique/Classic Division. He has
held several EAA Chapter offices including Presidentof
Chapter145twoseparatetimes,Presidentof Chapter211,
SecretarylTreasurer of Chapter 211, President of AlC
Chapter 8, Vice President ofChapter 704 and Secretary
ofMEAACC.In addition,RonhasbeenAlC ForumsChair-
man attheannual OshkoshConventionsince 1980.
Ron is employed as a social worker and lives on a
privatestripwith 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 air-
line 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 Divi-
sion 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 Di-
vision 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.(!. Af;lltl"
Pilot and Master Craftsman, Part 4
ByTed Businger
(EAA 93833, NC2333)
Rt. 2, Box280
Willow Springs, MO 65793
Editor's Note: This is the fourth andfinal installmentof
authorTedBusinger'sCharlieMillerstory.. . 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 Presi-
dent 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 t he 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 pro-
cured by Mr. Donald Douglas' private secretary.
In the final configuration, the galley was moved for-
ward 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 the-
aters 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 every-
thing 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 180
0
turn to the
right, which brought him out of the golf course adjacent
to the runway. He then made a 180
0
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 devia-
tion 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 (C-
87 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 con-
vey the President into the cabin. Henry Myers was pilot-in-
command 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. Follow-
ing 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 atten-
tion. 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 gener-
ally the pace of this one-time lethargic operation quick-
ened. 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 hap-
pened, 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 pleas-
ant 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 depart-
ment was acquired. It was the remnants of a super secret
project which had resulted in the first aerodynamic con-
tainer 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 differ-
ing 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-mill-
ion 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 rein-
forced 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 experimen-
tal 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 Doug-
las, 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 of each 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 air-
craft. 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 super-
sonic 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 wonder-
fully. 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 load-
ing 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 80,000-
pound 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 ex-
pansion. 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 v i v c i o u ~ 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 high-
powered 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 pre-
viously unpublished photos to help document his story. We
appreciate his efforts and are most grateful 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, Al e
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, Oak-
brook, 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
ByNorm Petersen
EAAStaff EditorialAssistant
(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 celeb-
rated 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 coat-
ing 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 t he
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 Dela-
van, 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 t he
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 run-
ning 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, Wisconsi n'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, t he 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 land-
scape. 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 returni ng 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 ai rplane 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)
.... ..
'.
'.
."
...
-
' .
:..- ..
'..,.
p'
..... '-,.. .",
_ . "'!I ,....
,; - .
'9 ...f.
.. .It-
...
i
'\
.
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 ven-
ture of two individuals who later be-
came prominent in the aviation indus-
try. The mounting of the lower wing
panel is reminiscent of several other
airplane designs in aircraft develop-
ment. It would be interesting to know
what advantage the designer antici-
pated from this arrangement.
Answers will be published in the Au-
gust 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 re-
sulted 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 recom-
mended 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

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 Flyln. 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 Air-
craft 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
Flyln. 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, avia-
tion 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 Chap-
ters 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 Inter-
national 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 Flyln. 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. 414/4254860.
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 Memo-
rial Airport. For information contact AI Hourigan, 839 N. 6th St. , Vandalia,
IL 62471 , 618/283-0320.
OCTOBER 14-16 - CAMDEN, SOUTH CAROLINA - EAA Antiquel Classic
Chapter 3 Fly-In. Antiques, Classics and Homebuilts welcome. Contact
Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 27211 .
VINTAGE AIRPLANE 25
MEMBERSHIPINFORMATION
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 19
fAA
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 and
ANTIQUE-
mustgive EAA membership number.
Non-EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division. 12
CLASSIC
monthly issues of The Vintage Airplane. one year membership in the EAA and separate membership'
cards.SportAviationnot included.
lAC Membership in the International Aerobatic Club. Inc. is $20.00 annually which includes 12 issues of
Sport Aerobatics.All lAC membersare required to be members ofEAA.
WARBIRDS
Membership in the Warbirds of America. Inc. is $25.00 per year. which includes a subscription to
Warblrds Newsletter. WarblfdmembersarereqUIred to bemembersofEAA.
Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication
ULT
RALIGHT ($15.00 additionalforSport Aviation magazine). For current EAA members only. $15.00. which includes
UltralIght publicatIOn. .
FOREIGN MEMBERSHIPS: Please submit yourremittance with a check ordraft drawn on a United States
bankpayable in United States dollars oran internationalpostalmoneyordersimilarly drawn.
AlC NEWS . . .
(ContinuedfromPage 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 endur-
ing 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 Her-
desty, 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 Oc-
tober 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 Na-
tional 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 Institu-
tion, Washington, DC 20560. Phone 202/357-2475.
GORDON ISRAEL
Gordon L. Israel who was first known for his racing-
plane 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 Grum-
man aircraft firms, and more recently was hired by Wi l-
liam P. Lear to design the Learjet. He succumbed to cancer
at age 71.
LETTERSTO THE EDITOR
Dear Gene:
Hey, that's a pretty bird on the cover of the
VINTAGE AIRPLANE. Not only that, but a darn mce
painting as well. Do you happen to know where
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, SIN192 is not registered. 3923 as reproduced
on the cover is a Grumman Registration Number. Accord-
ing 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-Bbest. 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
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26 JUNE 1983
CLASSIFIED ADS
Classicowners! Regulartype, 45c perword; Bold F.ce,50c perword; ALLCAPS,
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PLANE, P.O. Box 229, HalesCorners, WI 53130.
ACRO SPORT - Single place biplane capable of un-
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Go antique on ground and in the air: 1926 Std. 6 Buick
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VINTAGE AIRPLANE 27