GEOFF ROBISO N

PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

Volunteers and speaking up

The big show is now only days away,

and I am busy preparing myself to be
gone from the office for an extended
period of time. In fact I will be in
Oshkosh for a total of 19 days on this
trip. Our annual July Vintage Aircraft
Association (VAA) work party is set for
the weekend ofjuly 13-15 this year.
It amazes me each year the number
of individuals who will travel hundreds
of miles to engage themselves in the
always-extensive efforts to prepare the
grounds at Wittman Field for each EM
AirVenture in Oshkosh, Wisconsin. The
VM will typically schedule at least three
different volunteer work weekends, and
we will see dozens of individuals arrive
solely for the purpose of volunteering
their personal time to prepare the
Vintage area of the convention grounds.
That 's not to mention the dozens of
folks who will arrive as early as April and
actually stay right through AirVenture,
volunteering their time performing a
myriad of duties.
As you can imagine, a fair amount
of these folks are retired and find this
sort of volunteering rewarding. EAA
has been so successful in upholding
our founder's long-standing goal of
maintaining the EAA grounds to an
extremely high standard, due in large
part to the efforts of all these fine
individuals who give thousands of
hours of volunteer time.
One great story I have told many
members time and again, and I'll
share it with you. It occurred in Camp
Scholler during last year's event. As
many of you know, the 2006 event was
the first year that Ford Motor Company
and Eclipse Aviation sponsored movie
night in the campground. The owner
of the company who operates this

outdoor theater was reportedly shocked

and amazed when the movie ended
and the hundreds of happy campers got
up to leave. Typically the owner hires
several individuals to do cleanup of the
theater area at the end of each evening.
His amazement was based on the fact
that when everyone left, typical to EM's
high standards, there was virtually no
trash or debris left behind for his crew
to clean up. In a normal evening, his
crew would work several hours policing
the area of all the trash. This gentleman
has been providing this outdoor theater
service for many years and had never
witnessed a phenomenon of this sort
in all that time. That certainly speaks
volumes about our fellow members
and your strong support of EM's high
standards of quality and cleanliness.
The issue of user fees for general
aviation continues to be big news in
most all of the aviation publications.
Are you getting the feeling, as I am, that
the virtual camel has now successfully
managed to get its very large nose under
the tent flap by imposing a number of
new and more expensive user fees? If the
ATA and FAA win, user fees are certain
to impact all of us. Want specifics?
These fees include additional gas taxes
and paperwork fees that will increase
what you and I will pay to fly. Even the
no-radio winged machinery we like to
fly around the patch will be impacted;
the justification for these fees are all
wrapped in the flag of "fairness." We
should all be concerned, and we should
continue to voice our opposition to our
elected officials.
Some pilots would say these new
fees are small and mostly insignificant
increases in the overall big picture of
what the costs will eventually become

for us to stay airborne. However, based

on the volume and extensiveness of the
rhetoric we continue to hear from the
airlines and the current administration,
I strongly suspect that we are beginning
to see only a small portion of what is
likely to be a large iceberg that is being
developed inside the beltway. Do we
really want to see a fee-based system
based on a European model? Look what
it's done to limit civilian aviation on
that side of the Atlantic!
The airlines are determined to shift
as much of the expense of the system to
as many of the hobbyist, non-revenue
aviators as they possibly can. What
can we "little guys" do? What should
our reaction be , and how can we be
as effective as possible in combating
these burdensome changes? The best
approach I can recommend is for us all
to remain vocal. In fact, at this point
we need to do even more by turning up
the volume and continuing to inform
our representatives that these changes
are overly burdensome and expensive.
Yes, I would agree that a number of our
representatives have really done a good
job of supporting general aviation. So
let's encourage them to do even more.
My other recommendation to each of
you is to continue to support the voices
of advocacy through your continued
membership to the EAA and the Vintage
Aircraft Association. Please remember,
we truly are better together, acting in
unison to maintain our rights to freely
access the system, as unrestricted as
safety allows.
Let's all pull in the same direction for
the good of aviation. Remember, we are
better together. Join us and have it all.

A~

AG

N E

VOL. 35, No.8

2007

AUGUST

CONTENTS
I Fe

Straight & Level

Volunteers and speaking up
by Geoff Robison

News

Lockheed 12A

The Whittlesey family's 68-year-old limo

by Budd Davisson

10

The Golden West EAA Regional Fly-In

Look what's growing in California's Central Valley

by H.G. Frautschy

15

What Our Members Are Restoring

18

Woolaroc

The Winner of the 1929 Dole Race

by Ed Phillips

25

Getting Your A&P Rating

Part II - Long-in-the-tooth A&P students

by Dave Clark

30

Pass It to Buck

Change in the air

by Buck Hilbert

34

The Vintage Instructor

"There are two emergency exits on this PA-12 aircraft ..."

by Doug Stewart

36

Mystery Plane
by H.G. Frautschy

38

Calendar

39

Classified Ads

COVERS
FRONT COVER & BACK COVER: The winner of the Grand Champion Antique Lindy at
EM AirVenture Oshkosh 2006, Grand Champion Antique at the Sun 'n Fun Fly-In and the
winner of the Paul E. Garber Trophy at the National Aviation Heritage Invitational in Reno in
2006, this is Les Whittlesey's Lockheed 12E Electra Junior, restored to perfection and used
by the family as the

u~imate

in personal transportation . Front cover photo by Bonnie Kratz.

Back cover by EM volunteer photographer Phil High.

STAFF

EAA Publisher
Director of EAA Publications
Executive Director/Editor
Executive Assistant
Managing Editor
News Editor
Photography
Advertising Coordinator
Classified Ad Coordinator
Copy Editor
Director of Advertising

Tom Poberezny
David Hipschman
H.G. Frautschy
Jillian Rooker

Kathleen Witman

Ric Reynolds

Jim Koepnick
Bonnie Kratz
Sue Anderson
Daphene VanHullum
Colleen Walsh
Katrina Bradshaw

Display Advertising Representatives:

Northeast: Allen Murray
Phone 856-229-7180, FAX 856-229-7258, e-mail: [email protected]
Southeast: Chester Baumgartner
Phone 727-532-4640, FAX 727-532-4630, e-mail: cballllllll @milldsprillg.com
Central: Todd Reese
Phone 800-444-9932, FAX 816-741-6458, e-mail: [email protected]
Mountain & Pacific: John Gibson
Phone 916-784-9593, e-mail: [email protected]
Europe: Willi Tacke
Phone +498969340213, FAX +498969340214, e-mail: wi1li@{lyillg-pages.com

VINTAGE AIRPLANE

VAA Board Expands

Contemporary Judging Category
The VM Contemporary judging cat
egory has been expanded to include
aircraft built up to December 31, 1970,
from December 31,1967. This change,
made by the EM Vintage Aircraft Asso
ciation's board of directors, gives EM
and VM members who have restored
many of the capable personal aircraft
of the late 1960s an opportunity to par
ticipate in EAA's world-class judging
program. This distinction also allows
those aircraft to be insured through
VAA's aircraft insurance program, ad
ministered by AUA Inc.
Effective starting with this year's
EAA AirVenture Oshkosh 2007, the
VAA's internationally recognized
judging categories are:
- Antique: Aircraft built prior to
September I , 1945
- Classic: September I, 1945 - De
cember 31, 1955
- Contemporary: January I, 1956
December 31, 1970

Rim Roller
Pete Gorman of Lake Worth, Flor
ida, wrote to us looking for someone
who could form a unique tire rim.
Pete's building a Fokker D-VII replica
and needed to make a pair of 23- by
2.75-inch rims. As so often happens,
as soon as he wrote us, he found
someone with the adjustable rim
forming machine he needed, and he
wanted to let the rest of the member
ship know of his find. The company
is AutoComponenti in Brookville,
Ohio; call 937-884-5142 or visit www.
AutoComponenti.com.

Bristol Jupiter Engine

David Saunders called from Hun
gary to ask if we could get the word
out concerning a need for an engine
for a Gloster Gamecock restoration.
He's in need of a Bristol Jupiter, either
a 6 or 7. He's also looking for a Klimov
M-105PF or M-I07. Both are needed
for current restorations. Contact D.
Saunders (Accountable Manager), Leg
2

AUGUST 2007

EAA Chapter 10 Makes VAA Friends of the Red Bam Donation

Vintage Aircraft Association Chapter 10, Tulsa, has been a Friends of
the Red Barn (FORB) contributor since its origin, always contributing at
the top level each year of the program 's existence. This year the chapter
is a Diamond Plus contributor. For more information on the VAA FORB
program, please visit http://VintageAircraft.org/programs/redbarn.html
or call 920-426-6110.
The chapter is actively involved with all sport aviation activities in the
Tulsa area. It is a co-sponsor of the Annual Tulsa Regional Fly-In, www.
TulsaFlyln.com, as well as strong volunteer supporters of the Biplane
Expo. The chapter has co-hosted the EAA B-17 Aluminum Overcast for
all of its Tulsa tour stops as well as the Ford Tri-Motor in 2006, and it
will host the Tri-Motor on its 2007 tour on September 13-16, 2007.
The Tulsa EAA chapters are unique in that they are all Chapter 1O-in
addition to VAA Chapter 10, the other Tulsa chapters include EAA Chapter
10, lAC Chapter 10, Ultralight Chapter 10, and Warbird Squadron 10.

endary Aircraft Kft, Gyor-Per Airport,

9099 Per, Hungary. Cell phone: +36
20/9188009, Phone: +3696547038,
Fax: +3696547039 . E-mail: info@War
bird.hu. Skype: Legendaryl940.

New Handheld Computers to Aid

Aircraft Judging
This year's AirVenture aircraft judg
ing process has received a major up
grade ... and a new technical sponsor.
EM member John Craparo, a senior
vice president with Hewlett-Packard
(H-P), mentioned his willingness to
help EAA in any way possible during
conversations with EAA's development
department and EM President Tom Po
berezny. Craparo was able to introduce
Jeff Kaufman, EAA's director of busi
ness development, to the right folks at

H-P, which resulted in EM receiving a

considerable discount from H-P on the
purchase of 150 of the company's iPaq
handheld computers.
After volunteer Rob Reece pro
grams the units, EAA aircraft judges
will use them to enter the scores of
each judged aircraft beginning this
year at EAA AirVenture Oshkosh.
"Since the inception of EM's com
puterized registration program, we've
used handheld computers in this ap
plication with varying levels of suc
cess," said H.G. Frautschy, executive
director of EM's Vintage Aircraft As
sociation, who oversaw the processes
within EAA headquarters to purchase
new units. "We're very grateful for H
P's generosity of and their willingness
to make these new units available to

us. The new units will streamline the

judging process, and take what is al
ready the world standard for aircraft
judging to even greater heights."
H-P is also now the new technol
ogy sponsor of the EAA Aircraft Judg
ing Program. AeroShell Flight Jacket
is the official sponsor of the judging.

EAA's New Video Player

is one for all

Comet Model News DVD

I'd bet that the vast majority of our members started out in aviation by
build ing models when they were young. Before World Wa r II , the Comet
Model Airplane & Supply Company was one of the most prolific, churni ng
out thousands of kits sold by more than 6 ,000 dealers worldwide. There
were not too many million dollar businesses built during the depths of the
Great Depression , but Comet was one that made it big. Bill Bibich kow and
Sam Goldenberg began their business in the back of Bi ll's fath er' s tailor
shop on the near west side of Chicago. They made a profit from the very
beginning, with innovative designs that flew well and could be constructed
by youngsters of nearly all ages.
One of the 300 employees who worked for Comet during t hose heady
days was Eddie Kapitanoff, who served as the company 's We st Co ast
salesman. In addition to being an effective salesman, Edd ie had a hobby
that served to preserve Comet's history; he was an avid photographer,
skilled with both a still camera and movie film. This treasure trove of mate
rial , dormant in the fam ily collection for many years, served as the basis
for Nancy Kapitanoff's short documentary, The Comet Model News, now
available on DVD. Ms. Kapitanoff is the daughter of Eddie and his wife ,
Comet 's former bookkeeper. Using the information from the compa ny
newsletters that Nancy's mother saved , Nancy has skillfully woven t he
stills and movie footage shot by both her father and Bill Bibich kow (includ
ing Kapitanoff's rare color footage of Carl Goldberg flying his Zipper dur
ing his national tour in the mid-1930s) into a fun look back at an amazing
time in aviation. The Comet Model News is a fasc inating glimpse into a
business that helped create a legion of aviation enthusiasts who continue
to keep aviation alive. In addition, there 's a bonus 12-mi nute silent black
and-wh ite film of 13-year-old Walter Eckart building a Comet lO-cent kit of
a Stinson and flying it in a park after he's done building. Great fun!
The winner of the Best Short Film Documentary award at the Winn ipeg
International Film Festival in 2006, The Comet Model News is available
for $19.95 plus shipping and handling from Hannan 's Runway, www.HRun
way.com, or mail an SASE to Hannan 's Runway, P.O. Box 210, Magalia , CA

95954. You can also call 530-873-6421 to order a copy. Please be con
siderate of the time; it's in the western time zone.

Perhaps you were one of the thou

sands of members who attended EAA
AirVenture, or you missed it this year,
and you want to see what you missed.
Whichever the case, we invite
you to visit the EAA AirVenture web
site at your earliest convenience
and check out the new video player
there. Hosted by a company called
Brightcove and sponsored by Micro
soft and RotorWay, it's available 24/7.
The player allows aviation enthusi
asts around the world to experience
AirVenture wherever and whenever
they want.
One of its features allows viewers to
also be producers; EAA members can
upload their own videos, providing
a potentially endless variety of per
spectives on the world of flight, and
naturally, we're expecting a lot of sub
missions from this year's AirVenture.
The first user submission arrived just
a few days after the player was made
available online at www.AirVenture.org.
U.S. Air Force Maj . Paul "Max" Moga,
an F-22 pilot who is slated to fly one
of the advanced fighter aircraft at Os
hkosh this year, posted a five-minute
clip showing a recent air show demon
stration of the airplane.
"That in itself shows how great
this new web tool can be," said Adam
Smith, EAA vice president of out
reach. "We announced the new web
player in mid-June, and less than a
week later one of the scheduled par
ticipants posted his own preview
video to the AirVenture site. How
cool is that?"
Check out the daily content posted
during the convention, including Air
Venture news updates and highlights,
historical flashbacks, interviews, hu
man-interest stories, forums and pre
sentations, air show performances,
VINTAGE AIRPLANE

Reach for the Sky

At EAA AirVenture Oshkosh 2007,
a Learn to Fly Center staffed by EAA
and the National Association of Flight
Instructors provides inspiration and in
formation for those who desire to learn
to fly but haven't yet realized their
dream. As part of that outreach, EAA
produced a new publication, Reach for
the Sky, which explains the process
of learning to fly. The new piece also
includes a guide to ali of the available
special light-sport aircraft.
Reach for the Sky is also now
available in PDF format to download
from www.EAA.org so you can share
a copy with your friends who might
be interested in learning to fly. Avia
tion newcomers are faced with the
potentially intimidating jargon of fly
ing, airport fences, and the attitude
of exclusivity exhibited by some pilots.
Reach for the Sky is EAA's effort to
remove these and other barriers and
invite more people into the community
of flight EAAers share.

and more. Post-convention, EAA will

start integrating the player into all its
websites, including new videos as well
as content from the massive multi
media treasure trove created over the
organization's 54-year history.
"This is more than the simple ad
dition of a new feature; this is an ex
citing new dimension in how EAA
shares valuable knowledge and in
formation among our community of
aviation enthusiasts," said EAA Presi
dent Tom Poberezny. "Our members
4

AUGUST 2007

and the public are seeking richer and

more immediate multimedia content
delivered via the Internet."
Other features : The Brightcove
player has a built-in syndication com
ponent, allowing any EAA member or
chapter to host the video player on
a website, blog, or other web-based
medium. Other enhanced features
include an RSS (really simple syndi
cation) feed, sharing content with
friends via e-mail, and imbedding
individual clips into your own blogs
and websites.
It's available right now. All you
need is a broadband Internet connec
tion and the Macromedia Flash player
installed on your computer. Log on
and tune in at www.AirVenture.arg!

FAA Issues Young Eagles'

Exclusion to Air Tour
Rule Requirements
The FAA delivered on a promise
made earlier in the year by issuing an
amendment to the National Air Tour
Safety Standards rule to specifically ex
clude EAA Young Eagles flights from the
rule's tighter requirements. As originally
written, the rule would have adversely
affected the Young Eagles program by
limiting what aircraft could be used, as
well as placing additional restrictions
on pilot qualifications and frequency of
Young Eagles activities.
Of course, EAA already received the
exclusion in February in the form of a
letter from FAA headquarters to EAA
President Tom Poberezny. That letter
stated that the rule "does not apply to
Young Eagles flights where the pilot
does not receive compensation."
The amendment was issued June
7, just two days before EAA's Inter
national Young Eagles Day. It states,
"During development of the Na
tional Air Tour Safety Standards final
rule, we believed that the Experimen
tal Aircraft Association (EAA) used its
FAA-issued exemptions for all flights
conducted under its Young Eagles
program. Since publication of the fi
nal rule, however, we have learned
that EAA uses its exemptions only
for those few Young Eagles flights
that are flown for compensation or
hire. We therefore clarify that the fi

nal rule applies to only Young Eagles

flights that are flown for compensa
tion or hire, but the rule does not ap
ply to other Young Eagles flights ."

Good 01' Days: Pioneer Airport

EAA Pioneer Airport's annual liv
ing aviation history event, Good 01'
Days, is August 18-19, bringing the
excitement and adventure of avia
tion's golden age back to life.
Good 01' Days features a family
activity center where kids will have
the opportunity to play games that
were popular back in the day. A va
riety of vintage vehicles on display
add to the experience, and attendees
will have a chance to ride around
the EAA grounds in a Vintage, pre
WWll vehicle. Other activities in
clude a time capsule opening, pie
eating and Charleston dance con
tests, and special flightline displays
and tours . Pioneer staff and volun
teers will be dressed in period cos
tume, adding even more flavor to
the event.
Of course, visitors can also take an
airplane ride in one of EAA's fleet of
Pioneer aircraft, including the 1929
Ford Tri-Motor, 1929 Travel Air bi
plane, 1927 Swallow biplane, and
several Young Eagles airplanes. Ad
mission to EAA members is always
free, and Good 01' Days is included
with regular museum admission for
nonmembers.

Whodunit?
Murder and intrigue abound at Pio
neer Airport ... can you solve the crime?
Take part in an all-new caper as
EAA's Aviation Murder Mystery Din
ner returns August 17-18 in concert
with the Good 01' Days weekend.
The plot: During the buffet dinner, a
new artifact is dedicated at Pioneer
Museum-a rare Quetzalcoatl-and
a team of archeologists is anxious
to hand over the precious piece to
the museum. But the rare piece may
never make it into the collection . ..
Tickets, including dinner and the
mystery, are $30 for EAA members
and $35 for nonmembers. Make your
reservations at www.AirVentureMuseum.
arg or call 920-426-6880.

VINTAGE AIRPLANE

The cabin's outstanding appointments extend to the cock

pit. The center console includes a nifty cover duplicating
the look of the old autopilot, which covers the modem
radios when the aircraft is on display.
and I took both Wacos across the U.S.
and barnstormed a bunch of Waco fly
ins and also made it to Oshkosh, where
the ZPF won a Bronze Lindy. We called
the trip '2001, A Biplane Odyssey.' The
only thing better than flying across the
U.S. in a couple of biplanes is having
your dad fly one of them."
This is a man who isn't afraid to ven
ture out in his old airplanes, feeling
that, if they are properly maintained
and were mechanically 100 percent at
the beginning, there's no reason they
shouldn't rival a modern airplane for
both utility and reliability. Plus, they
have the added benefit of providing
much classier transportation.
"I had always admired the polished
12A owned by Sandy and Kent Blan
kenburg, but it wasn't until '96, when I
saw serial number 1277 at the Stagger
wing Fly-In at Bill Allen's on Gillespie
Field in San Diego, that I saw them in
a different light. Little did I know that
I would own the airplane someday. I
really liked the lines of the airplane, as
it was from that classic era of aviation's
Golden Age. I put the thought of own
ing one day in the back of my mind and
that where it stayed for several years, as
I was in the middle of the restoration of
the ZPF-7.
"In 2002 my dad called and told me
there was a Lockheed 12A for sale in
Trade-A Plane. I contacted the owner,
and sure enough it was the same ship
I had seen in San Diego. It seemed that
the owner had passed away, and his
6

AUGUST 2007

The stately cabin of the Whittlesey Lockheed is perfectly ap

pointed for long-distance cruising.

wife was very reluctant in putting the

plane up for sale. We started e-mailing
back and forth about the plane, and I
finally made an offer that was rejected.
I e-mailed my best and final offer from
work before the Thanksgiving holiday
and left for the long weekend. I came
back into work and checked my e-mail
and to find out that she had accepted
my last offer. When I told my wife, I
reassured her that this was not a proj
ect, that we had bought a flyer that just
needed a little work. She still periodi
cally reminds me of that conversation,
even though she really loves what we
did with the airplane."
The Lockheed 12A is an interesting
airplane, if nothing else, because it has a
massive identity problem: Far too many
people mistake it for a Twin Beech,
which is frustrating for Lockheed own
ers because, to their eye, the long lines
and sleek, chopped-windshield look of
the nose sets the airplane entirely apart
from the more common Beech.
"We get asked all the time if she is
a Twin Beech," says Whittlesey, "and
we say, 'No, that's her ugly stepsister.'"
Although the two airplanes first flew
only a little over a year apart, the 12A
was designed much earlier and a casual
examination of its systems shows that
it is much more of an antique than the
Beech. Still, in its day, the airplane was
nothing short of phenomenal.
The specific airplane Whittlesey had
purchased, SIN 1277, was built in 1939
and the next year was taken over by the

Treasury Department to become part of

a Lend-Lease package headed for Eng
land. She became part of the RAF and
for the balance of the war did utility and
liaison duties before being discharged in
1945. Rumor has it that even Winston
Churchill rode in her.
For the next 17 years she passed
through a number of hands before be
coming part of a short-haul airline in
France being operated by a Monsieur
Chapeau. This was 1962, and for the
next 20 years Monsieur Chapeau con
tinued flying 1277 all over Europe. He
would probably still be doing it, but as
he coasted past his 78th birthday the
French government took an increas
ingly dim view of him continuing to act
as chief pilot. It would be nice to know
more about characters such as Monsieur
Chapeau because he wasn't about to sit
on the ground while other people flew
his airplanes. So he unceremoniously
shut down the airline and retired.
A noted French aviation enthusi
ast bought all the assets of the airline,
which included not only SI N 1277,
but at least two other Lockheed 12As
as well. Shortly thereafter, SI N 1277
moved to Greenville, Maine, where Lou
Hilton continued to campaign for her at
air shows. Incidentally, she didn't come
over in the hold of a ship. They simply
strapped three 55-gallon drums to the
floor in the fuselage and flew over. After
all, she is an airplane.
After several years, Hilton needed
some extensive work done on the air

plane and it was sent to Florida. In the

process, he decided to sell the airplane,
and it was bought by Dave Swanson,
who had the work finished.
If you've been reading closely, you'll
note that from 1939 until Whittlesey
purchased her in 2002-a period of 63
years! there were no significant dor
mant periods in the airplane's life. It
spent little or no time tied down, col
lecting bird droppings . In fact, for the
majority of its life SIN 1277 has been a
working airplane. This might be some
kind of record.
When Whittlesey was sitting at his
computer in sunny Southern Califor
nia negotiating the purchase, it was the
dead of winter everywhere else in the
country. Especially in New Hampshire,
where the airplane was based. This
caused a problem Whittlesey hadn't re
ally conSidered, as it would be one of
the worst winters in years.
"Part of the deal was to have the air
plane receive an annual. When we ce
mented the deal, it started snowing in
New Hampshire and did not stop until
spring. There was so much snow on top
of the hangar, the roof sagged and the
door would not open. You could not
get the airplane out to complete an an
nual, and so there she sat until the fol
lowing spring.
"I could not go out and get her, so a
family friend, 'Captain Kirk' Mcquown,
a good stick (he soloed 14 planes on his
16 th birthday), and my dad flew back
to pick her up. When they were flying
the airplane home, they began to get
an inkling of how tired the old girl was,
and when we started poking into her in
nards, we really weren't left any choice.
Every machine wears out, and after 63
continuous years of use, that's exactly
what was happening to this one."
When they pulled the wings off and
started what they knew was going to
be a long process, one of the goals was
to convert it back to civilian transport
configuration from the C-40, the mili
tary configuration it had carried for so
many years. More than that, Whittle
sey wanted to make it as period-correct
as he could and still have it be a viable
piece of transportation and not a mu
seum piece.
As is always the case, when you start

One unique aspect of the retractable

landing gear is the factory addition of
a pair of mud guards installed on the
gear. In the interest of maintainabil
ity, Whittlesey installed Twin Beech
tires, wheels and brakes to replace the
nearly impossible to find air wheels
and original brakes.
working with an aluminum airframe
that is more than six decades old, an
interesting process takes place. First,
you think that most of the aluminum
is still flyable, so you'll replace only the
panels that have corrosion or are re
ally beat up. So, you replace one. In
stantly the perfection of the new panel
brings out previously unnoticed im
perfections in the surrounding panels.
Although Whittlesey didn't say so in so
many words, the fact that he wanted to
polish the airplane and quickly found
so many more zits on it than he could
live with led to a progressive re-skin
ning that included both outer wing
panels, all the flight controls, and 80
percent of the fuselage.
"When we were doing the skinning,
in the interest of originality, we used the
peculiar brazier head rivets Lockheed
used," Whittlesey says. "We scoured the
country for them and because they were
so old, they were really hard to rivet. So
we looked up how to properly heat treat
them to make them soft and then kept
them in the freezer until we were ready
to use them, as they would get hard

The nose features a forward baggage

compartment, but you'll need a ladder
to access it.
again if left on the bench."
One interesting little side note sur
faced during the re-skinning process:
They found flak damage from WWII
in the left wing. It was the result of
the airplane being hit by friendly fire
over Belgium.
"Since we had the airplane on stands
and completely apart, we pulled the
landing gear and rebuilt and X-rayed
every bit of it. We also had brand new
screw jacks machin ed, since the old
ones were getting pretty tired. We went
through everything and replaced all
the electrical wiring, fuel system, and
all the control cables. Eighty percent
of the pulleys had stopped turning and
VINTAGE AIRPLANE

were being sawed through by

(Left to right) Neil Whittlesey (Les' father),
the cables."
Jim Heinemann, project manager; Captain
A sticking poin t for Lock
Kirk" Me Quown, flight Instnldor and c0
heed 12A owners is the main
median; Lindy Whittlesey, (14); Les; his wife
gear tires; they aren't easily
Susan; Steve Dotson, aircraft
Allie
available, if at all. The originals
Whittlesey (12); and Dave w.anr.an_
were smooth doughnut types
craft restorer.
and are no longer available.
"I didn't want to modify any
thing, but the tires and brakes
just weren't going to work on
a long-term basis. While I love
the look, the old-style tires and
brakes are impossible to come
by, and the last thing r wanted
to worry about were odd tires
and ancient brakes. So, we just
bit the bullet and went with
Twin Beech tires, wheels, and
brakes. They aren't original, but
r can service them and don't
have to worry about them."
Totally remanufacturing
(not restoring) an airplane like a Lock delivered over a 100 airplanes for Mc
heed 12A isn't something you take on Donnell Douglas and Boeing, so he had
solo, and Whittlesey recognized that. As plenty of experience in managing com
much as he would have liked to be able plex airplanes. We started this in '03
to say, "I did it all myself," regardless of and flew three years later. I could prob
his abilities in the workshop, that just ably calculate how many hours we put
wasn't practical.
into it, but r really don't want to know.
liMy crew and r set up a little opera
r know it's in the tens of thousands, and
tion on Chino they called 'The Lock that's close enough. All I know for sure
heed Stinkworks,' and the slogan was is that it was a lot. Everyone asks, 'How
'Where airplanes are restored to udder much money do you have in the air
perfection.' This is in reference to the plane?' and r say, 'It is in the 2s .. . 'Too
dairies that surround the airport and much!'"
One of the major problems in a proj
can usually be smelled. They even had
an cartoon character dairy cow drawn ect like this is where you draw the line
up like the Lockheed skunk.
as to what should be done. The short
li My brother-in-law, Jim Heinemann,
answer is, you don't. Since the airplane
took over as project manager, coordi is such a piece of history and so visually
nating the various subcontractors we arresting, you really can't look at some
had working on the airplane. He had thing and say, "That's good enough."
8

AUGUST 2007

In the decades prior to World War II,

the Sportsman Pilots Association cre
ated crests for use by the members on
their aircraft. Whittlesey decided that
in the same spirit, he'd create one for
his family. The "W" is seNexplanatory,
and the "LS" stand for Les and Susan,
his wife. The "LA" stands for their
daughters, Lindy and Allison. Lindy is
named for Charles Lindbergh, and Al
lison for the great World War II fighter
engine of the same name.
liThe cowlings on the airplane were
perfectly usable, but when you're look
ing at a round motored airplane, what's
the first thing that catches your eye? The
motors, right? So the cowlings had to be
redone, which opened an entire can of
worms because you don't just go to your
local scrap yard and come up with a set
of Lockheed 12A cowlings. They were a
very specific shape, and the only way we
were going to get them was by building
our own. We teamed up with Yanks Air
Museum at Chino, which owns a C-40,
the only military version flying. Along
with three other owners, we made a die
and stretched formed blanks for five
ship sets of cowls. Of course, once you
have the skins you have to add all the
internal structure, which, with Yanks,
we built enough parts for two airplanes.
We are really glad we did them, and
these will last way longer than the 63
years the first ones did."
Airplanes and big cars of the 1930s
shared a very distinct feel to their interi
ors. Whether it was Packard or Cadillac,
Lockheed or Stinson, they all had an

overstuffed, limousine feel to them, and

to do the Lockheed's interior any other
way would be cheating on the experi
ence of flying in the airplane.
"The original floor boards were ply
wood sandwiches with balsa cores,
which, of course, don't carry much of
a fire rating, so we opted to go to alu
minum skins on a balsa core in those
areas for safety reasons. But for the up
holstery and headliner we went strictly
1930s. We used original factory photos
for the location of changes in materials.
The headliner is the old mohair style,
while the sidewalls have a wooden belt
strip, like wainscoting, running around
the interior under the windows with
leather up to that. All the fabric was
purchased from an antique auto inte
rior company, and then we had it fire
proofed. Yanks had a complete set of
plans, and we used those to rebuild all
the seats, which are all different at each
location, so not one is the same. The
plans were invaluable, as we even cop
ied where the welt cords went on the
seats. We even put the hat netting back
in, as everyone wore hats back then."
Being a mini-airliner, the 12A had a
toilet, and that's a story of its own.
"Considering how old the airplane is
and how many owners had worked it,
it was pretty amazing to find it still had
the original toilet. While on the surface
it was a little primitive, it was pretty ad
vanced, with spring-loaded doors and
a vent attached to the back to suck out
any fumes . The bathroom even had an
ashtray, which I found amazing, since
the airplanes had the option to have
two 50-gallon fuel tanks installed be
hind the pilots for longer range. Smok
ing can be hazardous to your health,
especially when you are smoking next
to fuel. "
"When we got the airplane, the door
handles were off of a recreational vehi
cle of some sort and obviously weren't
right. However, we also had original
ads and photos so we could tell what
the original door handles looked like.
So, I took my pictures with me to the
Pomona Antique Auto Swap Meet and
started walking up and down the rows.
Two hours later, 10 and behold, I found
two new old-stock handles still in their
original bags."

When Whittlesey did the instru

ment panel on his family liner, he had
another of those "how original do I
go?" decisions to make. He wanted to
fly this airplane as if it were a modern
twin, which meant including items that
didn't exist in 1938.
"We really wanted to keep to the orig
inality of the time period of the aircraft
while also including avionics that were
provided for greater utility and safety.
One of the team, Dave Waterman, took
out the entire control console and in
strument panel and completely rebuilt
them. We reinstalled all the old instru
ments, even down to the clock. To make
things as original as possible, Dave even
made a cover from the old 1939 autopi
lot that we could place over the modern
radios when we went to air shows. This
way we could have a functional panel
and keep it looking original.
"It is amazing how small today's avi
onics are compared to the old ones.
Where the original autopilot was, we
were able to fit a Garmin GPS 480, an
MX-20 with satellite weather, a Mode S
transponder, a SL-40 second radio, and
the audio panel with marker beacon."
As the restoration progressed, Whittle
sey began to think about re-registering it
because it carried a personalized N num
ber applied by a former owner, Hilton.
"The airplane came out of the fac
tory December 27, 1939, registered as
NC18900. A quick search showed that
number was now on a Ryan SCW and
the owner wasn't going to give it up.
I didn't want the personalized license
plate look, so I searched the FAA web
site for available N numbers and came
up with 18906, as it would layout the
same size and be as close to the original
number as possible. "
Being a stickler for authenticity is the
goal of any restoration, but it does have
its downsides.
"By the time we were done, Michelle
Gruenburg, the painter, hated me. It
took us seven tries to get the logos and
stripes right. We were down to counting
rivets on old photos and advertisements.
But I wanted her exactly like she came
from the factory, so it was important."
Every project has some part that dogs
the builder right to the end. In the case of
the Whittlesey L-12A, it was the wingtips.

"Steve Dotson and Lefty McGluck

ian, two very good sheet metal men at
Chino, worked on those wingtips right
up to the first flight. I think the paint
on the bottom of the wingtip was even
still tacky when they were put on. That
is one thing we don't want to ever have
to do again, and I think the guys would
agree with me."
The Whittlesey family is now enjoy
ing their aerial limo. The trip back from
Oshkosh was the first trip the family
had made in the plane, as she had only
seven hours on her when she left Chino
for her first air show at Oshkosh. The
whole family participated on the return
trip back, with Susan, his wife, and his
girls, Lindy (14) and Allison (12)-yes,
they were named after Charles Lind
bergh and the Allison engine helping
from the copilot seat in flying her back.
In fact, all of the kids' stick time has
been in either the Wacos or the Lock
heed. Since then, SN/1277 has won the
prestigious Paul E. Garber Trophy at the
National Aviation Heritage Invitational
at the Reno Air Races.
Still, as perfect as the airplane ap
pears, is there anything that Whittlesey
still feels isn't complete?
"I'm still looking for an original lens
that the red warning light on the nose
used," he says. "I had to make one out
of acrylic and it looks right, but it isn't
right. I have the Lockheed part number
for the lens, which is cast glass, but still
haven't come up with one. Also, the air
plane originally came with hat clips for
the interior, like on the back of chairs at
old diners. We would love to get some
of those. And lastly, an original sales
brochure, and flight and maintenance
manuals. I have copies of those, but
having originals would be great."
The concept was to build a safe, com
fortable piece of transportation that
Whittlesey felt good entrusting his fam
ily to and, judging from the amount of
flight time they've already put on the
airplane, it looks as if he succeeded.
"People always ask, 'After all that
work and how rare the airplane is, are
you afraid to fly her?' My answer," says
Whittlesey, "is that you don't hang art
in a closet, so you need to fly these air
planes and get them out there so every
........
one can enjoy seeing them."
VINTAGE AIRPLANE

The Golden West

EAA

I Fly-In

Dan Schurph of Placerville, California, has owned his Aeronca Sedan since the early 1970s. Equipped with a seaplane door on the left
side and supplemental type certificated metal fuel tanks, he's hoping it will go to a family interested in a classic airplane, as he has it up
for sale. It won the Champion Classic trophy.
The best of the bunch in the antique
category is Jerry Impellezzeri's
masterful restoration of a Travel Air
E-4000. We'll have an article on this
outstanding restoration in a future
issue of Vintage Airplane. It was
the winner of the Antique Grand
Champion of the Golden West EAA
Regional Fly-In.

Mike Melvill and his wife, Sally, flew

up in their Rutan Long-EZ for the
day so Mike could be the speaker
for the Saturday evening dinner. His
talk about the work at Scaled Com
posites and on the SpaceShipOne
program (no, Mike couldn't fill us in
on SpaceShipTwo-we tried!) had
the audience spellbound. He was
gracious, as always, doing his best
to sign members' programs until he
had to depart the airport for their
return trip to Mojave, where he and
Sally had to get back to work!

VINTAGE AIRPLANE

11

The newest of the EAA regional

by the mountains to the west, the valley

fly-ins has moved around abit in

seems to have perpetual VFR weather. As

the Central Valley of California, an

I'm aconfirmed northern Midwesterner,

area known as one of the most

the dry summer weather is abit of cui

fertile vegetable- and fruit-

ture shock for me, but it's easy to get

growing regions of the United

used to. I always enjoy atrip out west

States. The weather and hos

to visit with members and friends who

pitality is conducive to the

I don't see nearly enough, and to mar

growth of Fly-Ins, too, if the

vel at their fantastic restorations. Our

Golden West fly-in is any in

thanks to members Rand Siegfried, Kent

dication. The event seems to

and Sandy Blankenburg, Paul Price, and

have found agreat home in

Golden West President John Gibson for

Marysville, asmall city near

their hospitality and help during our all

the state capital of Sacra

too-brief visit to the "Golden West." The

mento. Insulated from the

11th Golden West EAA Regional Fly-In is

Pacific maritime climate

scheduled for June 6-8, 2008.

The Champion Antique award winner, from Napa, California, was Frank Russo's Piper J-3 Cub.
12

AUGUST 2007

These four family members were just a few of the thou

sands of people who passed through the gates of the
Golden West Fly-In_

The older Aeronca-styIe oleo landing gear is a clue that this is an early
Champion Citabria_ It was flown to the Golden West Fly-In by Don Johnston
of Davis, California, and took home the Contemporary Champion award.

The Reserve Grand Champion Clas

sic of the Golden West was Brett
Scheidel's Cessna 195.

Top dog in the Classic cat

egory, the winner of the
Grand Champion trophy
was Howard McGinnis'
Cessna 120. He's from
Watsonville, California.

VINTAGE AIRPLANE

13

Ben Mueck and his family gather next to Ben's re

cently completed restoration of this rare Curtiss
Wright Travel Air Speedwing. Ben's had the project
for more than 35 years. H was originally owned by
Casey Lambert in St. Louis. Last year at the Reno
National Championship Air Races, EAA Founder
Paul Poberezny presented Ben with a photo of the
plane taken when Lambert owned it. Lambert and
Poberezny became friends when Lambert retired to
the north woods of Wisconsin, and Lambert buiH a
Baby Ace on floats that now resides in the EAA Air
Venture Museum. The photo helped Mueck finalize
his restoration's details. The Mueck family's CoW
Speedwing won the Antique Reserve Grand Cham
pion trophy.

Willie Turner, son of the late restorer/air

craft replica builder Bill Turner, serves the
Golden West as air boss. For his day job,
Willie is the vice president of operations of
the Hiller Aviation Museum in San Cartos,
California, in the Bay area. For more info
on the museum, visit www.Hiller.org.

14

AUGUST 2007

ARIZONA STEARMAN

Jack Pollack picked up his Stea

rman project in Seattle, Washington,
in February 2000. It's a 1941 PTl3
B, serial number 75-873. The project
had been kicked around for many
years and was, as he puts it, "in a mil
lion pieces in boxes." The last time it
flew was in 1968.
Shortly after starting work on 099,
he made contact with Ken Wilson, a
Stearman historian, and asked him
to trace the history of this aircraft.
Its first assignment in the military

was in March 1941 at Hemet Field.

It bounced around California until
July 1945. Its last assignment was at
Thunderbird Field II, now Scottsdale
Airport. Interestingly, that was Jack's
home base at the time he bought the
project. In another odd coincidence,
the airplane was sold from the mil
itary to Leland Hayward and John
Connelly. John Connelly is the fa
ther of Scott Connelly, a friend of
Jack's! Scott is a former Stearman
owner, now flying a Cessna 180 out

of Carefree, Arizona.
Jack would like to thank EAA for
its invaluable help in this restora
tion project. He also extends a special
thanks to Tom Weidlich for his help
and guidance.
After almost seven years and more
than 3,500 hours work, Jack's Stear
man flew for the first time in almost
40 years, on November 30, 2006. The
Stearman flew perfectly.
Jack Pollack, EAA 328199
Scottsdale, Arizona
VINTAGE AIRPLANE

15

MISSOURI CHAMPION

This Champion 7FC (L-16 replica) was one of the last

"greenhouse" models built by Champion in 1963. Don
Miles did a complete restoration with new wood, glass,
and Poly-Fiber fabric. It was finished in AN yellow as an
L-16. This aircraft was an instrument trainer and has a
full gyro panel. Dave says it now has a zero-time Con

tinental C90-12F and a new Sensenich propeller and

Airtex interior. Don extends his thanks to G&J Aircraft
in Boonville, Missouri, for providing rebuilding advice
and inspections.
Donald Miles, EAA 161653
Columbia, Missouri

BRAZIL LUSCOMBE

16 AUGUST 2007

Here's what Joao Moura of

Santa Catarina, Brazil, wrote con
cerning his Luscombe:
"I bought my project in
March 2003. After hours and
hours of pleasure working in the
recovery, making a new instru
ment panel and new paint (by
myself) My Dream has already
come true.
'''My Dream is a 1946
Luscombe Silvaire 8E with C-85
12F (experimental). My Garmin
Pilot III already shows I've accu
mulated a total of 16,000 miles
flown among the states of the
south of Brazil.
lilt is an incommensurable plea
sure to fly this beautiful airplane."
Joao Moura
EAA 625755
Santa Catarina, Brazil

KENTUCKY CUB

to the note sent in by Steve Trutschel, this

NEW HAMPSHIRE
CubAccording
was ready for the scrap yard. Seven years went into
bringing this 1940 Cub back to life. As you can see in this
shot, the short field performance with just 90 hp is unbe
PIPER TRI-PACER
lievable,
with a takeoff run shorter than 200 feet. When
Complete with a functional Piper autoflight system, this
is David Adams' Piper Tri-Pacer, which he restored with the
help of EAA Chapter 51, with additional help from Steve
Grant for the re-cover and Gene Rebielo for the engine
overhaul and certification.
This shot was taken after the first flight on May 5, 2006.
The restoration was done in a garage in Dighton, Massa
chusetts. Dave has owned this airplane for 35 years and
wouldn 't recommend taking that long to restore an air
plane. It took so long because of all those wonderful inter
ruptions in life: kids, family, work, and flying and keeping
another aircraft. He's certainly happy he stuck with it!
David Adams
EM 230967
West Ossipee, New Hampshire

you add Super Cub controls, trim system, baggage com

partment, 26-inch tundra tires, balanced elevators, PA-ll
front seat, wing tanks, and the vortex generators, you
have the original recipe for the yellow "smiley face."
Steve thanks Susan Bell, who helped push him through
the tough times and who would dig right into the nastiest
jobs. He also expresses many thanks to Cub Stewart of Red
Stewart Airfield (40I) for the use of his time, buildings, tools,
and knowledge of the little Piper Cubs. Also thanks to Cathy
Stewart for the extremely nice fabric work on this Cub. Steve
says, "Without the help of these very close friends, I would
never have finished this delightful little airplane."
Steve Trutschel
EAA 0387707
Alexandria, Kentucky

WISCONSIN CHAMP

David Meyer, who hails from the north woods of

Wisconsin in Merrill, Wisconsin, restored this Aeronca
Champ, which is powered by an 85-hp Continental en
gine. New parts include wood, spars, struts, leading edges
and cowling, and a snazzy Airtex interior. Done in the
Stits Poly-Fiber process, the airplane actually belongs to
David's son, ]eremie. David's other son, Jody, helped with
the covering tapes and installing all those PK screws in

the wings and tail surfaces. The color scheme mimics one
published on the cover of Sport Aviation in 1996, but in
Cub Yellow and Juneau White.
Dave thanks Darrell Kahn for his technical support,
and A&P/IA Al Hatz.
David Meyer
EAA 347287
Merrill, Wisconsin
VINTAGE AIRPLANE

17

The winner of the 1929 Dole race

ARTICLE AND PHOTOS BY ED PHILLIPS

$25 OOO'
1

:~lft;:~e:c~
his pipe and

thought about

all that money. Relaxing in his office at the Travel Air fac
tory, 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 nonstop from California to Hawaii, and Travel
Air was getting inquiries from pilots who wanted an airplane
to make the flight.
But who should get an airplane? It was May, and 17 orders
had been tendered for Dole racers. Yet, Beech and the board
of directors at Travel Air hadn't decided who to build for.
It wasn't the first time such orders had been received. Back
in March Travel Air had refused three orders to build a large,
transatlantic airplane for passenger service between New York
and Paris! Ever since Lindbergh's flight, it seemed everyone
was infected with "aviation fever."
REPRINTED FROM

18

AUGUST 2007

Now Dole had offered another tidy sum of money for

someone to make the Pacific crossing to Hawaii. Beech really
couldn't see how the company could afford to interrupt cur
rent 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. 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 its 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 Models B, BW, and BH, along with
the Model 5000 monoplane for National Air Transport (NAT)

Vintage Airplane JUNE

1983

Lead: The new Woolaroc as it appeared in November 1928,

ready to assault the transcontinental speed record. The cock
pit was in center fuselage, making visibility nearly impossible.
APratt & Whitney radial of 400 hp is installed, and fuel tanks
totaling 600 gallons capacity inhabit folWard fuselage.

Walter Beech, Bill Snook, Horace Weihmiller, and the

board of directors perused the Dole race situation. The only
type of airplane suitable for the modifications necessary for
the race was the Model 5000 monoplane.
This design was originally drawn up for competition and
a production contract at the request of NAT in October 1926.
in the West Douglas plant, but the new factory would greatly Clyde Cessna had designed, financed, and built his own
reduce problems associated with normal production.
monoplane, completely free of Travel Air control, in March
Fifty men labored long hours to build Travel Air airplanes, 1926. Walter Beech liked it. Lloyd Stearman and Cessna rede
and Beech knew that few could be spared for any special proj signed it to meet NAT requirements in the fall of 1926.
ects. He consulted with factory manager Bill Snook. From
By December NAT had flown the prototype and issued
Snook's viewpoint, it would be possible to build two ships for a production contract to Travel Air for eight ships on Janu
the race, but they would have to be built in the new factory.
ary 7, 1927. Seats for four passengers in a heated cabin with
By June everything was settled. The four NAT monoplanes wicker chairs was not too bad for those days! Even the large
would be finished in the downtown facility, the Dole rac cabin windows could be slid open and closed for environ
ers would be built out at the East Central location. Men and mental comfort.
But the cabin would not house seats and windows for the
equipment began the move in June, and the production line
was hardly interrupted in the process. By June 30 the new fac Dole racers. Instead, large fuel tanks would inhabit the area,
with a navigator's station provided farther aft if necessary.
tory was humming with activity.
Travel Air engineers handled the changes
required to make the Model 5000 into a long
distance flyer. Weihmiller was chief engineer,
assisted but Herb Rawdon, Walter Burnham,
and C.B. Bennett.
Finally, on June 18, 1927, Travel Air con
tracted 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 modification 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 a bUSinessman, and these
two points were well-taken by the board of
directors of Travel Air. They interviewed and
Travel Air's first product was the Model A, an example shown here being
questioned Mr. Goebel for five days before
flown by Walter Beech in the summer of 1925. This model firmly estab
deciding to let him sign. Goebel had flown
lished Travel Air's reputation as a builder of high-quality, dependable com other ships in California but came to Wichita
mercial airplanes.

VINTAGE AIRPLANE

19

because he wanted a Travel Air. A $5,000 deposit was placed

on the airplane and work began immediately.
Hot on Goebel's heels were Al Henley and Benny Griffin,

Wright J-5CA of 200 hp powered the Woolaroc across the

Pacific to Hawaii. The 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 pres
sure feeding the lubricant to the valve mechanism. These
units were considered standard equipment for any long-dis
tance flight. Lindbergh also had them on his Wright radial.
The "sunken" exhaust ring shown here was developed by
Travel Air engineers and was used only on the Woolaroc.
Magnetos are hidden behind bumps forward of cylinders.

View of the cockpit showing instrument panel, stick, and

throttle quadrant details. Mannequin of Art Goebel is sit
ting in the cockpit.
20 AUGUST 2007

who ordered their ship on June 28 after surviving the same

scrutiny from the board of directors. Their $5,000 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, Ear
nest Smith.
Walter Beech was aware of this attempt and wrote a letter
to Smith recommending he allow Travel Air to suitably mod
ify the ship for such a flight, but Smith refused. Smith and
his navigator Carter had to turn back not long after they took
off from Oakland's new airport because of a broken wind de
flector. A second attempt was successful on July 14-15, 1927.
Smith had a new navigator named Emery Bronte, and they
were the first commercial pilots flying a commercial airplane
to reach Hawaii. The Army had beaten them, though. Mait
land and Hegenberger flew their Atlantic C-2 from Oakland
to Wheeler Field on June 28-29 to become the first airmen to
fly that route.
As July drenched Wichita in typical Kansas heat, Frank
Phillips of the Phillips Petroleum Company entered the Dole
race picture. He decided to sponsor both Goebel and Henley
in the race, partly because of promotion for a gasoline named
"Nu-Aviation."
But Frank Phillips also cared about aviation. His cash en
abled Art Goebel and Griffin to enter the race as their finan
cial 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. Clar
ence 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 rave in her colors of Travel Air blue fu
selage and orange wings. Wingspan was 52 feet and power
came from a Wright Whirlwind of 200 hp. Wing and fuselage
tanks carried 425 gallons of fuel, the fuselage units being spe
cially made for this purpose.
Travel Air workers rushed to get the Woolaroc completed
as the date of the race, August 17, was not far away. Goebel
accepted the airplane, paid the balance of the $18,000 price
tag, and took off for Bartlesville. He visited with Frank Phillips
and then departed for California on August 6.
The flight to California was very important. Fuel 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-Aviation" fuel wait
ing at Oakland for both airplanes.
The Woolaroc was equipped with a Pioneer earth induc
tor 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

With mannequin removed, more

can
seen.
the stabilizer trim wheel on left cockpit sidewall, mounted
at left of pilot seat. Fuel lines from tank to selector assem
bly, pulleys for control surfaces are also visible.
were experts at both, so the idea was a wise one.
D. W. Tomlinson, a lieutenant in the Navy, knew someone
Goebel could depend on for his navigator: Lieutenant Wil
liam V. Davis. Goebel and Davis already knew each other, so
the team was formed and the race date closed in.
Brice Goldsborough and]. D. Peace of the Pioneer Instrument Company were on hand to check equipment.
The Woolaroc compasses were calibrated and the earth in
ductor unit checked. Accuracy of these components across
2,500 miles of open ocean was well appreciated by all 15
entrants, and Goldsborough and Peace were busy men
prior to take-off day.
On August 8, all pilots drew take-off slots. Goebel ended
up number 7. Benny Griffin was number one in the Okla
homa. On race day, August 16, 1927, both the Woolaroc and
Oklahoma took off safely and were on their way. The Okla
homa returned to Oakland after only one hour en route 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 were
transmitted between the two men via a pull-string pulley ar
rangement. The Woolaroc was level at 4,000 feet for the early
portion of the flight, holding a heading of 250 degrees.
As the blue/orange monoplane progressed westward it
was slowly engulfed by the Pacific darkness. They were in
deed alone.
Davis now took sightings on Polaris and transmitted Morse

code position reports to passing ships. By midnight Goebel

had climbed the Woolaroc to 6,000 feet atop a stratus layer
of clouds. They held to course and waited anxiously for the
dawn to greet them. Only then could they check their drift
from the night wind.
When sufficient daylight existed, Davis and Goebel
dropped smoke bombs to check drift. As an aid, Travel Air
workers had painted angular drift lines on the Woolaroc's
horizontal stabilizer. Calculations showed a groundspeed of
nearly 100 mph, with the predicted northeast winds 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 dis
agreement 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. "Mauil" thought Goebel. It
was MauL
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 forma
tion with the Woolaroc. He held up one finger and was grin
ning from ear to ear! They were first!
Goebel flew inland and landed at Wheeler Field 26 hours,
r-------------------------

VINTAGE AIRPLANE

21

Right fuselage view, looking forward. Notice that entry door

no longer has large window as original door did.
Close-up view of throttle quadrant on left cockpit sidewall.
Three levers are throttle (top), spark advance/retard (cen
ter), and mixture (bottom).

Art Goebel seated in the revised cockpit of the Woolaroc

transcontinental speed ship. Full instrumentation, including
Pioneer earth inductor compass, was installed on panel.
The two windows shown here were the only means of out
side 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.
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 steamship Monoa.
In October, Goebel and the Woolaroc flew into Wichita and
received a hero's welcome. Walter Beech commented that
22

AUGUST 2007

when Goebel ordered his airplane in June, he didn't even

specify any colors! Goebel had put everything in the care of
Travel Air.
From August to October, the Woolaroc flew more than 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 re-cover and overhaul. And it was time for a sec
ond chance at glory. Art Goebel had a plan for the endurance
record, using the Woolaroc. He instructed Travel Air to install
525-gallon fuel tanks, strip all excess weight from the Dole
race configuration, and beef up the landing gear to handle
the higher gross weight.
But Goebel had company. Griffin brought the Oklahoma
back to Travel Air for the same modification for the same pur
pose. He and Goebel discussed making a two-airplane endur
ance 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
2,500 feet to safely take off with all that fuel, so preparations
were made to use the California section south of the Travel
Air factory.
A one-mile-long runway was prepared, but after the modi
fications 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 $5,000 had really been raised by late fall
when the flights were to be made.
Goebel also complained that Wichita's field elevation
of about 1,400 feet above sea level would hamper climb
performance of the Woolaroc and that longer span wings
needed to be built. But there was no money, time, or justi
fication 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 this ended both
Goebel and Griffin's interest in a Wichita endurance flight.
After consultation with 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 Goebel returned to claim his airplane in August. He

planned to fly the ship to Los Angeles, where it would be on

display while Goebel would be winging his way across the
U.S. in a Lockheed Vega, attempting to set a cross-country
speed record. It was a nice bit of publicity work indeed.
Pete Hill and Goebel flew to Arkansas City but couldn't get
the Wright started. The magnetos were dead. Another set was
installed and the Woolaroe 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.
Phillips wanted more publicity out of the Travel Air, and
he discussed the idea of using the Woolaroe for the east-west
speed dash. Goebel knew it wasn't designed for pure speed,
but maybe Beech and Travel Air could do something about
that.
Beech listened along with Herb Rawdon, Walter Burnham,
and other workmen who would be involved in modifications
to the airplane. They didn't like what they heard. Goebel pro
posed removing the cupola, gutting the front cockpit, and
fairing it over for less drag. The pilot would sit in the aft com
partment, where side vision out of two windows would suffice
for flight viSibility. The engineers immediately discounted that
idea. They told Goebel the airplane would be so "blind" with
that 52-foot wing obstructing nearly all forward vision that it
would be unsafe to fly. But Goebel insisted, after some heated
discussion with Travel Air personnel, that he could handle the
airplane just fine and he wanted the change made.
Beech agreed to all the modifications and the Woolaroe dis
appeared 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 in
stalled in the aft compartment, where Davis had sat during
the Dole race. All new flight instrumentation was included,
with full capability for "blind" flying in use at the time.
A special seat arrangement had to be worked out for Goe
bel. He would be able to raise or lower his seat as required to
see through an opening cut in the upper fuselage. This was to
be used during takeoff and landing. The original entry door
was retained on the right side.
The Wright "Whirwind" was removed and a Pratt & Whit
ney (P&W) Wasp of 400 hp installed, complete with "bayo
net" exhaust stacks. The extra fuel capacity would be needed
for the big, thirsty P&W.
Despite hard work, the Woolaroe couldn't be completed
prior to November 20, but was done by November 24. Goe
bel 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 Woolaroe had been transformed 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 takeoff .. .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 preflight checks. The stacks of the Pratt
& Whitney engine were barking loudly as it idled and then
ran up, whipping the chilly Kansas air.
Ready for takeoff, Goebel lined up, fed in the throttle, and
experienced a rapid acceleration as the Woolaroe gathered speed.
But he couldn't see! He was making the takeoff without raising
the seat, relying only on the side windows for visibility. Goebel
just looked outside as best as 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. Beech took
off in a J-5 Model 4000 biplane and tried to catch up with the
Woolaroe. He just couldn't keep up with Goebel. A full-throttle
speed check disclosed an indicated airspeed of 160 mph! Not
bad, but not good enough for a cross-country attempt, and
Goebel was discouraged. He needed to average more than 160
mph to better the existing record, but the Woolaroe wouldn't
be able to make that kind of speed and he knew it.
Throttling back to cruise rpm of 1,900 yielded a paltry 135
mph . There was no use continuing the flight. Performance
was just not good enough. Art Goebel hadn't bargained for
what happened next. As he approached for landing, he could
barely 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
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VINTAGE AIRPLANE

23

he came in for landing without the ben

efit 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 lit
tle 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 repairs, he took off for Travel
Air. But the Woolaroc had one more scare in
store for her pilot.
The NAT airplanes were larger than Model 5000 prototype, and most were
Flying in a foggy mist, seeing ahead was
powered with newer Wright J-5 series engines of 225-230 hp. Cabin was
impossible. Nearing the west side of St.
heated and featured sliding side windows for inflight ventilation. A vomit
Louis a tall water tower flashed by the side
tube was standard equipment... visible under fuselage.
window, barely clearing the wing. Goebel
just kept flying, thinking how
close that one was and wondering
why he modified a docile machine
into one that almost killed him!
The Woolaroc landed at Travel Air
Field on December 1, and Goebel
told Walter Beech and Frank Phillips
he could not safely fly the ship and
it should be retired permanently.
Beech and Phillips agreed com
pletely with Goebel.
Located on the Phillips ranch, the
museum would be a permanent leg
acy to Travel Air and the feats of the
Woolaroc Art Goebel and William Da
vis, as well as the many men who de
signed and built the ship.
It was decided to return the
The Woolaroc was the 11111 Model 5000 built, and posed here are some of the men who
Woolaroc to its original configu
designed, built, and flew her to victol}'. (L-R) Howard Baccus, Walter Burnham, Herbert
Rawdon, William Hauselman, "Pinky" Gromes, Ted Cochran, Art Goebel, Ralph Morton, ration of the Dole race, and this
work was carried out under the
Harold Brooks, Horace Weihmiller, and Clarence Clark. Photo taken prior to Dole race.
able workmanship of Carl and Guy
Note wind drift eye-cup and sight wires on cockpit door, Pioneer magnetic compass di
Winstead, two of Wichita's early
rectly behind windscreen.
aviation personalities. It was re
Walter Beech. He told Beech that the windows needed to be painted Travel Air blue and orange and flown on a 15
enlarged for better visibility and that the airplane was a bit day "farewell tour" by Goebel. Phillips had received over
tough to fly from the aft cockpit. Workers were put on the job 400 requests for such a tour, and Goebel consented to
quickly. They built the openings larger and lowered the seat make the flights.
more. That was all they could do, as Goebel wanted to take
The Woolaroc was unlicensed for the tour and was placed
off that day for New York.
in the museum in August 1929. The license for NX869 was
Another test flight was made, and Goebel found the larger permanently retired on November 16, 1929.
windows were some improvement. His handling of the air
Editor's note: Since this article was written, the Woolaroc has
plane was better, and he felt more confident it was flyable.
been restored and is now on display in it's own "airplane room"
He left Wichita late in the afternoon and pointed the within the Woolaroc Museum and Wildlife Preserve, located 12
reborn Woolaroc east, toward St. Louis. Arriving after dark, miles south-southwest of Bartlesville, Oklahoma. www.woola
Goebel couldn't locate his primary airport, so he went look roc.org, or call 800-636-0307 for hours and information.
ing for any airport he could find. The sooner he got the
airplane on the ground, the better. He had only made a
Should any readers wish to inquire of the Frank Phillips Foun
few landings with it during the day and landing it at night dation and Museum for more information on the Wooiaroc, the
would be a chore indeed.
following address is provided: Frank Phillips Foundation, Inc.,
He finally found an airport. Letting down cautiously, Woolaroc, Route 3, Bartlesville, OK 74003.
......
24

AUGUST 2007

Getting Your A&P Rating

Part II - Long-in-the-tooth A&P students

BY DAVE CLARK

Vincennes University Avi

ation Technology Center
(A&P school) in Indianapo
lis is the home of a number
of "senior" A&P students. A
state law allows Indiana re
tirees 60 and older to attend
this state-supported school
tuition-free. Yes, that's right,
FREE. This is made possible
through the Indiana Senior
Scholarship Program.
This is the tale of four seniors'
wish-a longtime goal for some,
a more recent one for others-to
earn an A&P certificate. All four
are pilots and EAA and/or VAA mem
bers who wanted to know more about
the planes they fly.
As a kid, I think I built almost
every kind of model airplane in the
known world. But Mr. Piper's Cub was
the first real plane I ever flew, back in
1958. Forty fun-filled hours later in
the Cub, I had my Single-engine land
pilot's certificate.
In 1969, I bought a 1946 Aeronca
Chief (NC-9726E) for $1,450. It was
even in flying condition! In about 1971,
I thought I would recover the Chief
and put it into original colors. It would
take about five to six months-or so I
thought! Make that two years!
At first it seemed I was better
suited to chemistry, test tubes, and
pharmacology than to aircraft res
toration, but years of working on
old cars helped some. Mike Girdley,
A&P/ lA, helped me with the work
and made sure everything was done
correctly. While waiting to fly in the
Parade of Flight at EAA AirVenture
1985, Gene Chase, then the editor
of Vintage Airplane, took a beautiful
photo of my Chief and put it on the

cover of the magazine in December

1985.
In 1985 I was "recruited" by Dale
(Gus) Gustafson to help judge an
tique aircraft at Oshkosh and I have
been judging every year since then.
My family and I attended the EAA
fly-in two times in Rockford and
since then I have missed only two of
the events at Oshkosh, both times for
business reasons.
1995 brought a tornado to our lit
tle Indiana airport that the weather
bureau called "straight-line winds."
Right! Twenty airplanes were totally
destroyed and the huge hangar was
about 200 yards removed to a corn
field. The Chief was rolled up in a
blue-and-yellow ball with its wheels
pointing skyward! It was enough to
make a grown man cry.
Meanwhile, I bought a Piper Tri
Pacer in partnership with Paul Vogel,
who is also featured in this article. A
guy has to have something to fly!
About four years ago, restoration
on the Chief began to show some
progress. In 2001, my retirement gave
me time to take a welding class at the
A&P school in Indianapolis. Mike

Gehrich, the department

head, said that I could,
but it was not given until
the next semester. He then
handed me a brochure
which contained all of the
classes offered in the A&P
school and asked if there
were any other classes
that might be of interest.
I picked the sheet metal
class, and I was hooked!
The classroom work and
the labs were excellent
and made me want more!
I got along famously with
all of my "much younger" classmates
and seemed to fit right in.
The FAR class was put out of the
way next. By the time the fall classes
started, I had signed up for all of
the airframe classes and I thought I
would get the airframe certification
and leave it at that.
After the" A" was in my back
pocket, I missed the classes and the
interaction with professors and stu
dents, so I enrolled for the second
year. Now it was time to take all of
the powerplant classes. Two semes
ters later the pretesting, FAA written
tests, orals and two days of practicals
were out of the way and I was a real
A&P. It makes the owner-assisted an
nuals a lot more fun!
After graduation, Mr. Gehrich
asked me to do the substitute teach
ing at Vincennes University Aviation
Technology Center and I have been
having a ball teaching several differ
ent classes. Tutoring two young stu
dents two times a week in the A&P
classes has been my latest project.
If everything goes well, the Aeronca
Chief (late of the tornado) should be
flying by the fall of this year. The
VINTAGE AIRPLANE

25

EAA members
all, in the back
row we have Joe
Kokes, A&PIA,
Tim LeBaron,
A&PIA and Gary
Zeller, A&PIA.
The students in
front are Dave
Clark and Paul
Vogel

right aileron of the Chief was de

stroyed and I decided to "make one"
with this shiny new A&P certificate.
It is under construction at the time of
this writing and is looking good!
The Chief's fuselage welding repairs
were done by A&P/IA Mike Girdley.
During the past two years, I over
hauled the Continental A-65-8, the
two magnetos, the carburetor, and
many other pieces and parts. The in
struments were sent out to Keystone
Instruments in Lock Haven, Pennsyl
vania, and they look fantastic. The
wood-grain instrument panel was
hand-painted by Hot Brush in Bird
City, Kansas, and looks beautiful. Tail
feathers are covered with Ceconite
102 through nitrate with Randolph
Dope to follow. The rest of the cover
ing is waiting for better weather.
Before I started the A&P classes,
and having worked on several of
my other planes, I thought I knew a
fair amount about small airplanes,
but I didn't realize how much I
didn't know!
In summary, I can't say enough
about how helpful and encouraging
all of the professors are. The equip
ment and aircraft are outstanding and
the instruction was excellent! I never
expected to be able to work on such a
variety of aircraft-which included a
Boeing 737 as part of my class work.
Since earning my A&P, I take on each
restoring task with a totally new en
thusiasm and excitement! I would
recommend the A&P school at Vin
cennes University to anyone-no,
make that everyone! Go get an A&P. To
26

AUGUST 2007

quote a famous tiger, "It's grrreat."

Dave Clark (EAA 71411, VAA
9581) is a retired pharmacist,
professional speaker, and associ
ation management executive. He
is also a member ofEAA Chapter
1311. Dave uses his new expertise
to teach new A&P students, and
to work on his Aeronca Chief.
A few of Dave's fellow A&P stu
dents weigh in on the benefits of
earning an airframe & powerplant
mechanic's certificate:

John C. Broyles
My retirement from Delta Air Lines
as a customer service agent became
official in November 2000. Today I
work part-time as a handyman and
attend Vincennes University Aviation
Technology Center pursuing and A&P
certificate.
At the age of 13, I got my first ride
in an airplane when my dad's cousin
landed a pretty yellow Cub at the
family farm just west of Indianapolis.
One day, when I was 21, my Uncle
Sam said "I need you boy," and off I
went to training as a Huey mechanic.
After a tour in Vietnam, I returned to
Indiana, took up flying, and earned a
private pilot certificate.
As so often happens, I got married,
started a family, and a familiar story
unfolded. There was not enough
money left over for flying! However,
the desire was always there to own
and fly my own Ercoupe or Champ.
Retirement began a new era in my
life. One day, while looking at the In

diana Community College Network

website, I read about the Indiana Se
nior Scholarship Program. Since Vin
cennes University's A&P school was
only 15 minutes from our home,
bells went off in my head! I debated.
Should I go back to flying and rent an
airplane once or twice a month, or
should I earn an A&P certificate and
put off flying for a while? I decided
to earn the A&P certificate and I am
really glad I did! I am having a great
time learning the vast array of skills
necessary to graduate from the uni
versity and earn an A&P certificate.
By the time you read this, I will
have earned my A&P. I never realized
it would be so enjoyable to go back
to school! Being around the much
younger folks makes you actually feel
younger yourself. The professors at Vin
cennes University are terrific and have
been very helpful and patient. I would
recommend going back to college and
earning an A&P to anyone, but espe
cially to any retired person who has an
interest in airplanes. Go do it!
John C. Broyles, EAA 135502, is
an A&P a n d a gra duate of Vin
cennes University in Indianapo
lis and a member ofEAA Chap ter
1311.

Eastwood Herin
As most of you know, achiev
ing your dream in aviation can mean
many different things, and we are for
tunate to have choices. However, when
the dream eventually becomes the ca
reer, the career seems to take us away
from the basics that led us to the dream
in the first place. I knew that when re
tirement from line flying was finally
forced upon me, "not flying" some
thing would be out of the question. En
ter the PT-17 Boeing Stearman.
Returning to the beginning sud
denly takes on a whole new meaning.
A little over 12 years ago while a re
serve captain at my airline's New York
base, I began to collect everything I
could about the noble Stearman bi
plane. The souped-up version with
a Pratt & Whitney 450 engine was
my first airplane ride. Memories of
slow rolls into the sunset over freshly
drenched Indiana farmland will al

John Broyles and Eastwood Herin, now A & P mechanics,

in the small engine overhaul class at Vincennes University

in Indianapolis.

ways linger in my Technicolor brain.

However, since acquiring one in fly
ing condition is not possible on the
average aviator's paycheck, I began
what is called "delusion planning."
That's when the average Indiana trac
tor mechanic thinks he has enough
smarts to put together an antique air
plane from a basket of parts.
Smarts and parts are the only two
items flying in formation with that
planning program. It takes e-d-j-i-k
a-s-h-u-n! Speaking with experienced
Stearman rebuilders, I met many who
started out with enthusiasm but soon
tired of the time and expense of track
ing down parts all over the country
side to fill the voids in their "basket."
Most of the success stories came from
individuals who started with at least
a complete carcass and, most nota
bly, these were the smart ones who
took the time, at some point in their
aviation career, to obtain the A&P
mechanic's certificate . That means
SCHOOL at age 60!
I already had the desire, but there
was also some fear factor. The money
thing was no small consideration ei
ther. The school where I started soon
lost its original airline ownership to a
technical-oriented school conglomer
ate that doubled the tuition. I made
some serious inquiries and found a
better option in a local two-year col
lege, Vincennes University.
During the application process, I
was pleasantly surprised that Indi
ana, my state of residence, encour-

Paul Vogel, with over 14,500 hours of flying, earned his

A&P after retirement.

ages senior retirees over the age of 60

to return for vocational and degree
oriented retraining with a substantial
assistance incentive of fully paid tu
ition. I have found that this program
is offered in some other states, so if
you are thinking about expanding
your ability to maintain your own or
someone else's aircraft, check out the
continuing education departments in
your state.
One major regret is that more
good might have come from obtain
ing the license at a younger age. Once
you are actively employed in avia
tion, there is virtually no way to at
tend the FAA-approved curriculum,
and the only way to do it then is to
gain the actual experience working
with a A&P/IA, logging 30 months
of apprentice experience in order to
qualify for the written and practical
exam. (See Kathie Ernst's article in
the July issue of Vintage Airplane for
more information on earning your
A&P in that way.) Take the opportu
nities when you have them.
No matter where you are in life,
if you love airplanes and the people
involved, the A&P certificate might
be your ticket to either remaining in
aviation or simply expanding your
horizons. I've started a new dream,
and that Technicolor brain still sees a
barrel-roll into the sunset. This time
I'll be at the controls, with the pride
of building my own! Dream BIG!
Eastwood Herin is retired
Continental Airlines captain

and an A&P student at Vin

cennes University.

Paul Vogel, A&P

After more than 50 years and more
than 14,500 hours of flight time, I
could not separate myself from the ex
citing field of aviation. Having spent
lots of hours listening to the hum of
engines, I was always amazed that
they performed so faithfully during all
kinds of weather and at altitudes where
the temperatures were more than 80
degrees colder than the ground below.
I would watch the glow of the turbo
chargers under the cowling hour after
hour during night flights and marvel
at how dependable they were. With
most of the passengers asleep and all
the gauges, dials, needles, lights, and
instruments telling me that all was
well, it was very relaXing, though a bit
boring at times. Still, it was the way
you would want it to be.
Then, when turboprops and jets
came along, and flights would pen
etrate precipitation that was so heavy
you could hardly see the wingtips,
you could depend on the fire to
keep burning with no added igni
tion. Flameouts were so rare that it
was hardly considered. Some of the
helicopters I flew did, however, have
problems with flameouts in heavy
snow. Installing instant relight kits
took care of that and the pilots never
knew there was a flameout unless
they checked the cycle count that
would register one more engine cyVINTAGE AIRPLANE

27

cleo Improvements never cease.

After my days of flying for oth
ers, I wanted to know more about
these flying machines that never
stop evolving into ever-more-excit
ing means of travel.
I had attended many factory train
ing seminars and classes for flight
crews to familiarize them with the
latest and best aircraft we were flying.
It was, however, a cursory, quick cov
erage of the systems that would be at
my disposal to make the flight safe
and enjoyable. There was still a sense
that I wanted to know more of what
was going on "under the hood. "
When I discovered that the Vin
cennes University A&P program was
in my own backyard, and was shown
all of the planes I would be able to
work on, I couldn't resist giving it a
try. With both recip and turbine en
gines there to be taken apart, put back
together, and finally taken to the test
cell for the moment of truth, you can
see that it doesn't get much more ex
citing than that. Although you never
leave Mother Earth, there are a lot of
anxious moments before that engine
bursts into life. Thankfully, the all
knowing instructors were always close

at hand with a lot of patience for the

neophyte would-be mechanics.
Being a senior citizen among a
bunch of college-age young folks may
seem a bit awkward at first. But that
only lasts until the first lab assign
ment; then everyone is in the same
boat, checking ADs, verifying compli
ance with type certificate data sheets,
searching through maintenance
manuals, microfiche, computers, ad
visory circulars, etc. Working closely
with the next generation has been
a rewarding experience and it gives
me a feeling of encouragement for
the future of aviation. On occasion I
couldn't help but tell a few "hangar
stories" that most seemed to enjoy,
and some said they benefited from
my experience. Just like way back in
my college days, there were those
brainy few who had all the answers
and were always helpful to me on
some of the fuzzy parts. Overall, it
was a great experience.
Now that I have completed my
training for the A&P certificate, and
passing the oral and practical exams,
I'm going to have to find something
else to do in the field of aviation.
After shopping the market for the

right kit, and making arrangements to

clean out the garage to have a place to
work on a project, I have begun build
ing a Son ex. Now I feel a bit more
comfortable in doing it "A&P" right. If
you have ever considered taking such
training, I would highly recommend
you take a look at what Vincennes
University has to offer. If you're not in
Indiana, check out your state techni
calor vocational schools. I hope you
will enjoy it as much as I did!
Paul Vogel, EAA 412992, is a
retired Indiana State Police chief
pilot and was a professional cor
porate and charter pilot. He has
owned several small GA aircraft
and has attended Vintage work
parties as weU as many EAA Air-
Venture Oshkosh fly-ins. He is a
member ofEAA Chapter 1311.
Since this article was written, Tom
Chapman, also an EAA and Chapter
131 member, has also earned an A &
P thought the seniors program. Tom
is a retired physics teacher and now
teaches physics at Vincennes Univer
sity A & P school.

Vincennes University website:

http://www.vinu .edu

rAiLW~eeL5

DAVE BROWN C 2007

www.tailwheels.com

BY BUCK HILBERT

Change in the air

A few issues back I had written a
bit about flying becoming too compli
cated . This article has fostered ques
tions from some of the membership.
Questions like, You flew a restored
open-cockpit Varney Airlines Swallow
(Varney later merged into United Air
lines); what was it like? How does it
compare with the later airliners like the
DC-3 through the transition to jets?
Good questions. And it gave me
food for thought.
The open-cockpit Swallow was the
typical biplane of the late '20s. Not
too stable, four ailerons that gener
ated a lot of adverse yaw, and it just
wouldn't fly hands-off. It would wan
der all over the sky, and it kept you
on the edge of the seat all the time. It
was work even though it was exhila
rating and sometimes fun .
I didn't get to fly the de Havilland
DH-4 or the Curtiss Carrier Pigeon,
with the 400-horse Liberty engines,
but the sheer size of them probably
made them even more difficult to
handle. I'll have to ask those fellows
in St. Louis who just restored one at
Creve Coeur Airport. Looking at the
book the airmail pioneers published
back in the 1950s, and seeing the
number of nose-overs and damage
as the result of forced landings and
weather problems, I'm happy to have
missed that era. In my opinion, those
pilots were real heroes. They flew
those unstable, unreliable airplanes
and in the worst possible weather
conditions with no navigation aids.
They did it with no blind-flying in
struments, and yet they completed
30 AUGUST 2007

their schedules better than 90 percent

of the time.
I did get a chance to fly the later
twin-engine airplanes, like the Lock
heed 10 and the Boeing 247. I found
them to be just great for stability and
handling. They do require attention
in ground handling. That rudder be
comes an important factor in keeping
it going straight down the runway!

The DC3 had

about reached the

end of its big airline

career when I began

flying it...

The experience flying the military

Twin Beech AT-lIs, C-45s, and B-17s
carried over when I went with United
Airlines. I had already learned about
using the engines to help in taxiing,
and becoming proficient in han
dling engine-out problems was of
extreme importance.
The DC-3 had about reached the
end of its big airline career when I be
gan flying it, although it remained in
service on the less populous routes for
many years after competition in the
busier markets gave way to the bigger
and more efficient types. Moderniza
tion was taking place. The Convair
240s and 340s were much more effi
cient, carried more people, and were

pressurized for passenger comfort.

I did like the DC-3. It was stable,
good for short-field operations, reli
able, and actually almost indestruc
tible. It was somewhat limited, being
unpressurized. Most of our flying was
done at minimum en route altitudes,
in visual flight rules, and never above
10,000 feet. We became intimately ac
quainted with the terrain and towns
along the routes, avoided thunder
storms, if at all possible, and made
many radio range and automatic
direction finder approaches when
we had to. There were times when
we sometimes traversed the same
weather front three times in one day.
We earned our pay.
Passenger comfort was always a
problem. Very little heat in the win
tertime, sweltering in the summer,
along with plenty of noise, vibration,
and sometimes turbulence made the
trip very interesting. Flying was still
an adventure, and people really had a
sense of accomplishment when they
got there.
The Convair series of airliners were
the biggest change. Pressurized, and
now able to climb to much higher
altitudes, they were equipped with
weather detection radar and with
modern instrumentation and naviga
tion equipment so we could go high
or low as the situation called for. They
had nose-wheel steering that eased
ground handling, autopilots for easy
straight-and-Ievel flight between sta
tions, and even a PA system to keep
the passengers informed, rather than
notes passed back down the aisles.

Plus they had air conditioning. It was the capsule and asked him how it
In squeezing every bit of power
a great improvement as far as passen went, it's been reported that he said, out of an old technology, using the
ger comfort was concerned.
"Another 500 feet and I'd have been exhaust gases to drive turbos that
The simplicity of the DC-3 was "on top!"
generated about 700 added horse
all but forgotten. The systems that
The DC-6 and especially the DC power, they were real powerhouses.
provided the convenience and com 6B model were my favorite. I firmly But pushing them to the limits also
fort were becoming complicated; believe they were the turning point in made for high maintenance. The ex
airline flying was becoming a bit air transportation. They and the Lock tra horsepower gave us more speed,
heed Constellations were the forerun consumed great quantities of oil, and
more professional.
I almost left out another Douglas ners of what followed. The last of the made engine synchronization diffi
product. The DC-4. Also unpressur prop jobs were the four-engine turbo cult. New York to Los Angeles in less
ized, heavy on the controls, and ex compound-powered DC-7s. The joke then eight hours now became a real
tremely reliable, it was the airplane here was that it was "the best three ity. It was also now possible to do a
that, now looking back, was the be engine airplane ever built."
Chicago-West Coast turnaround in
ginning of the movement to "coach" , - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
transportation. The "red eye" era had
arrived. The systems and flying were
much like the DC-3, except now we
had two more engines and carried a
much heavier load of people and/or
cargo. It had a much longer range;
the passengers still sweltered and
froze, and since it wasn't pressurized,
most of the flying was done below
10,000 feet.
The DC-4s did yeoman duty as mil
itary and civilian airliners and freight
haulers. They were the saviors in the
Berlin Airlift saga and proved them
~--------------------------selves again and again even through
the Korean War days hauling cargo
and troops all over the world.
Enter the DC-6. The first to "dis
cover" the DC-6 and its almost im
mediate follower, the DC-6B was the
entertainer Bob Hope. Even before
the airline introduced them into
daily schedules, Hope used the early
models right off the Douglas assem
bly lines for his usa tours.
Now we had all the systems the
Convairs had, but with four-engine
reliability and a greater payload capa
bility for cargo and passengers, with
range and speeds now approaching
EnjOy the New, Expanded Illustrated

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This brings to mind one of the axi

oms of aviation. It seemed like no mat
ter how high we went there was always
the thought that if we could just get a
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Consolidated
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VINTAGE AIRPLANE

31

less then eight hours, and because of

the increased performance, the pilot's
working conditions began to change.
More on that later.
The DC-7 had a 55-gallon oil tank
for each engine, needed not only for
lube and stuff, but also for cooling.
With all the heat being generated
producing the higher power, you can
guess it did use oil. Lots of it. Stan
dard procedure was to shut down
the engine when the oil quantity
dropped to 15 gallons, the minimum
for operation. Air Sea Rescue was fre
quently called out on the long Ha
waiian Islands flights both going and
coming from the mainland, so the
standards were changed. Run the en
gine until the oil pressure began to
fluctuate, and then shut down. An
other technique was to shut down
at 15 gallons and then restart for the
approach and landing.
The actual flying of these airplanes
was about the same. Despite the in
creases in speed and horsepower
and modern systems, through sight,
sound, and feel (seat of the pants)
they all handled about the same. The
DC-7 took a little more manhandling,
and a bit of preplanning for approach
and landing, but they were all pretty
much the same. United did not or
der any of the new turbo props then
available. The thinking was they were
only an interim and would soon be
outmoded by the jets.
Enter the jet age. Boeing led the
parade. With Douglas falling behind
in the delivery of the DC-8, United
broke a long tradition of loyalty and
purchased the hot rod short-range ver
sion of the 707 for the ChicagO-West
Coast markets. The passengers now
had what they had long awaited.
United also bought the French
built Sud Caravelle for the short-haul
market. Then along came the Boe
ing 727. Now the pilot's life began to
change. All the systems-electrical,
hydraulic, pressurization, and engine
operation-became much more com
plicated. The actual flying changed as
well. All that seat-of-the-pants experi
ence went out the window, and flying
by the numbers and using the gauges
became the norm.
32

AUGUST 2007

No more just pulling off the power

and landing. The old days were gone.
Precision flying was it.
Engine operation changed; now
you took advantage of the increased
drag while maintaining higher power.
The acceleration time from idle to full

The DC8 was the

last of the real

pilot airplanes.

The captain and I

were always

contesting to see

who could make the

best approaches

and landings.

We explored all the

flight parameters, and

we loved it.

power made it imperative you keep

the engine "spooled" up. We learned
about speed brakes, spoilers, anti-skid
brakes, and performance charts. Tem
perature and humidity considerations
had to be factored in as well.
Speeds were now up in the 500
mph range. This played havoc with
working conditions. More time was
spent on the ground waiting for un
loading, cleaning, refueling, reload
ing, and load planning than time
spent in the air. Now the actual flying
time was about one hour for every
four hours on duty. For the pilot, it

used to be the other way around.

V-speeds became the norm. No
latitude was tolerated. Flying right
on the numbers for takeoff, climb
out, cruise approach , and landing
was an absolute expectation. En
gine-out procedures changed radi
cally. And the swept wings changed
the flight characteristics as well, ne
cessitating new ways to enter hold
ing patterns, adjusting to the greater
speeds, and trying to stay ahead of
the airplane. Since we "old guys "
had all we could do to ignore our
seat-of-the-pants experience, some
had a bad time transitioning. There
was little looking out the window.
New instrumentation like proxim
ity warning devices, flight guidance
systems, inertial navigation systems,
and the constant awareness of fuel
conservation took a lot of thinking
and doing.
The actual flying was easier. The
aircraft were at the peak of perfection.
It was the operation, the way things
were done, that changed. No more
run-ups prior to takeoff; the airplanes
had self-monitoring systems and un
believable reliability. I still marvel at
the versatility of being able to plan
on being there and back and yet have
the flexibility to detour around bad
weather, going high and fast, and still
make the schedule.
After flying the Caravelle, which
handled very much like a DC-3 with a
couple of blow torches under the tail,
and then the Boeing 727, which de
manded the precision I talked about,
the DC-8 was a real pleasure for this
old man to fly. The Caravelle re
minded me of the short-Wing Pipers.
It flew very much like the Tri-Pacer
our flying club had. Or so it seemed.
On the other hand, the 727 didn't
fly like an airplane at all. The Century
series fighter pilots who flew with a
g-suit, brain bucket, snot catcher, and
big boots loved it. The seat-of-the
pants old-timers made themselves
sick trying to fly it like an airplane.
I personally never had vertigo in my
life until I flew the first 727. Every
thing was by the numbers, and after
flying a schedule for a couple of days,
I couldn't wait to get back into my

little airplane, just to feel flying.

The DC-8 was the last of the real
pilot airplanes. Cable-operated con
trols (power-assisted of course) , big
and sturdy, and with the flight char
acteristics of a big, overgrown Aeronca
Champ. Responsive and dependable,
it was a joy to fly. When I first checked
out as copilot, we flew them like we
always did. The captain and I were
always contesting to see who could
make the best approaches and land
ings . We did power-off 360-degree
overhead approaches. We explored all
the flight parameters, and we loved
it. It was a pilot's airplane. It could be
hand-flown rather than coupled to
the autopilot, and as I said, it flew like
a Champ. What a great airplane.
I did not transition to the DC-10
or the Boeing 747 before I retired in
1984. I never had the seniority or the
inclination. I was too much in love
with the DC-8, and that, fellow mem
bers, are some of my thoughts.
Over to you,
t(

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BY DOUG STEWART

"There are two emergency exits on

this PA12 aircraft ..."
"Do you want me to brief you as
if you were a 'real' passenger?" is a
question I am often asked by appli
cants in the process of administering
their private pilot practical test.
"Well, I didn't know I was a fake
passenger, and furthermore if I am
going to be able to assess your skills
at giving a good passenger briefing,
I suppose that is something you will
need to do" is how I want to reply
but, realizing that might appear as
a somewhat passive-aggressive re
sponse and totally inappropriate to
the situation, I bite my tongue and
just respond: "Yes, please. "
The vast majority of the appli
cants I test then proceed to sup
ply only the minimum amount of
information to me , as required by
the regulations, and the PTS (Practi
cal Test Standards). That is to "brief
occupants on the use of seat belts,
shoulder harnesses, doors and safety
equipment ." But is that all that re
ally should be briefed? Aren 't there
so many other things that should be
included in our briefing to our pas
sengers if we are to be truly respon
sible pilots?
Don't our passengers hav e the
right to be apprised of the risk fac
tors involved with flying? Shouldn't
they be told how they could take an
active part in contributing to the
safety of the flight? Wouldn 't it be
b etter if our passengers knew of the
potential physiological problems
th ey might encounter during the
34

AUGUST 2007

flight, so that if they did experience

them, they would know how to deal
with them? And the list goes on ...
There are many things we could
include in our passenger briefings .
What you, the pilot in command
(PIC), choose to include in that list
is one of the many decisions you
have to make. Some pilots fear that
"telling too much" might frighten
our passengers into not flying, while
other pilots find that their passengers
both appreciate and benefit from a
thorough preflight briefing. Achiev
ing the right balance is up to you .
Here are some of the things I feel re
sponsible pilots should include in
their passenger briefing.
Certainly at the top of the list is
the proper use of the seat belt and
shoulder harness as well as how to
open the door. Have them try releas
ing the seat belts and opening the
door before you start the engine. If
you have emergency exits in your
airplane, point them out and demon
strate how to open them. Remember,
you, the PIC, might be incapacitated
in an accident and unable to assist
your passengers, so they need to
know these things before you ever
start the engine.
If you have headsets and an inter
com, show your passengers how to
properly use them. If there are sepa
rate volume and squelch controls for
each station, they'll need to know
how to adjust them. They also need
to be informed that in the unlikely

event of an aCCident, they'll have to

remove their headsets and clear their
exit pathway of the wires, not only
of the headset, but the power cords
and antenna wires of a variety of
handheld pieces of equipment that
might be in their egress pathway.
It can be difficult to expeditiously
exit a burning aircraft when all those
wires hobble one's ankles.
The concept of a sterile cockpit is
one that I introduce early on in my
passenger briefing. It is extremely
important that your passengers
understand that their talking dur
ing ground operations, takeoff and
climb-out, approach and landing,
and anytime you are operating in
or near the airport area might have
a serious impact on the safety of
the flight. There have been impacts
of aircraft with each other as a re
sult of the distractions caused by a
"motor-mou thed" passenger. Let's
make sure our passengers don 't fit
that description.
On the other hand, your passen
gers should be briefed on how they
can assist in scanning for other air
craft. Describe to them the tech
niques you want them to use in
pointing out aircraft they see (clock
pOSition, high, low, same altitude,
etc.), whether verbally or manually
with their index finger.
If your passengers are taking
their first flight in an airplane and
are unfamiliar with the controls,
ensure tha t they are instructed to

keep their hands and feet clear of

the yoke/stick and rudder pedals. I
observed one instance when a pi
lot could barely taxi his airplane be
cause his passenger, unbeknownst
to the pilot, had locked his feet un
der the rudder pedals, preventing
the pilot from being able to steer
the airplane. Had the passenger
been properly briefed, that situation
would have never arisen. Luckily
there was no bent metal as a result.
Your passengers must also be made
aware of the physiological effects of
flying. I always make it a point to
show my passengers where the sick
sacks are before starting the engine.
My experience has shown that if you
point out the sack after your pas
senger is already looking like that
pea soup you had for lunch, he will
undoubtedly need that handy con
tainer, but rarely get to it in time. Re
membering that it's the pilot who is
supposed to clean up the airplane af
ter the flight should have you point
ing out those relief bags well ahead
of time. Doing so might very well
prevent their even being needed.
Another area, somewhat related,
is keeping your passengers comfort
able. Be sure to point out in your
briefing where the fresh air vents
are as well as their proper opera
tion. Also let your passengers know
of your limited psychic abilities that
they should let you know if they are
too hot, or too cold, and that you
have the ability to control their
physical comfort to some extent.
Keeping properly hydrated dur
ing flight is important, so your pas
sengers should be told of that. But
just as important is the other side
of good hydration. Suggest to your
passengers that they should drain
their own sumps while you drain
the fuel sumps of the airplane. We
are all aware of the bad decisions
that have arisen as a result of exter
nal pressures. The same could hap
pen from internal pressures. If it is
going to be a long flight and you
have one of the many containers
available for bodily relief on board,
the time to describe the proper us
age of such devices is yet again dur

ing the passenger briefing. Believe

me, I know how distracting it can
be to give that description in flight,
let alone demonstrate proper usage.
Most of our vintage airplanes are
not equipped with many, if any, an
nunciator lights, or aural warning
devices, but if you have any of these
installed, it's best to brief your pas
sengers about them. Remember that
if it is your passenger's first flight,
they might become very alarmed
when they see some of the normal
lights that we are used to seeing,

I observed
one instance

when a pilot could

barely taxi his

airplane because

his passenger,

unbeknownst to

the pilot, had locked

her feet under the

rudder pedals ...

and hear that stall warning sound

ing as we grease it on. Let them
know in advance and it becomes a
non-issue.
Hopefully everyone of us runs
the I'M SAFE checklist on ourselves
prior to each and every flight, but
do you ask the same of your pas
sengers? Shouldn't you be aware
of any medical condition or illness
they might have? I heard of a recent
flight that ended in a double fatal
ity when the passenger, who was
a diabetic, went into a seizure and
ended up disabling the airplane. Had
the pilot been aware of the condi
tion prior to flight, he might have
ensured that proper medication was
brought along in case it was needed.
This, too, needs to be part of our pas

senger briefing.
Although none of us intends to
intentionally park our airplane in a
remote site, away from any and all
help and aSSistance, yogurt some
times happens and we end up there.
If you are going to be flying over re
mote areas, it becomes absolutely
imperative that you brief your pas
sengers about bringing along proper
clothing and supplies in the event
that the worst happens. I am sure
you and your passengers do not want
to be included in the tragiC stories of
people surviving a crash only to die
later of exposure.
Your briefing, especially if you will
be flying over remote areas, needs to
include the location and use of emer
gency equipment such as flares and/
or signal devices; emergency locator
transmitters and/or personal locator
beacons; emergency rations (if on
board); the need to stay warm and
dryas essential to survival; and the
need to stay near the aircraft. Even
though your flight might have been
planned only as a short sightseeing
flight, the possibility of being forced
into parking your airplane on a re
mote mountain peak could very well
become the reality. Will your pas
sengers be prepared if this becomes
the case?
As you can see, there are many
things we might choose to include
in a passenger briefing beyond just
the belts and doors. In fact, a check
list specifically for passenger brief
ings might very well be in order. One
source for help in creating that check
list is the Aviators Model Code of Con
duct available at www.SecureAv.com.
What you, the PIC, decide to in
clude in your own passenger briefing
is your decision and your responsi
bility. Just please be sure that when
blue skies and tail winds beckon,
your passengers are as prepared for
the flight as you are.

Doug Stewart is the 2004 National

CFI of the Year, a NAFI Master Instruc
tor, and a designated pilot examiner.
He operates DSFI Inc. (www.DSFlight.
com), based at the Columbia County
Airport (lBI).
.......
VINTAGE AIRPLANE

35

BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE COLLECTION OF ED BEATTY

OF RUSKIN , FLORIDA. THE AIRPLANE WAS BUILT IN INDIANA, BUT THE YEAR AND MAKE
ARE UNKNOWN. WE'VE NOT DOCTORED THE PHOTO AT ALL, SO YOU HAVE AS MUCH
INFORMATION AS WE HAVE.
Send your answer to
EAA, Vintage Airplane, P.O.
Box 3086, Oshkosh, WI
54903-3086. Your answer
needs to be in no later than
September 10 for inclusion
in the November 2007 issue
of Vintage Airplane.
You can also send your
response via e-mail. Send
your answer to mysteryplane@
eaa.org. Be sure to include
your name, city, and state
in th e body of your note,
and p ut "(Month) Mystery
Plane" in the subject line.

MAY ' S MYSTERY ANSWER

No answers were received for the May Mystery Plane

36 AU G U ST 2007

Jerry Osborne
Prescott Valley, AZ

"Late bloomer" - started flying

in 1990 with a Cessna 172
Traded for current airplane,
Beech J35 Bonanza, in 1995
Private pilot's license, rated
in SEL airplanes

1837 total hours

"I have enjoyed doing business with AUA because of their

reasonable rates and personable service. I highly recommend
them to

anyone."

- Jerry Osborne

Jerry and friend Diana Edwards

in Punta Chivato, Mexico

AUA is Vintage Aircraft Association approved. To become a member of VAA call 8008433612.

AUA's Exclusive EAA Vintage Aircraft Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages
No component PQ.rts endorsements

The best is affordable. Give AUA a call - it's FREEl

The following list ofcoming events is furnished to our readers as a matter of information only and does not consti
tute approval, sponsorship, involvement, control, or direction of any event (fly-in, seminars, fly market, etc.) listed.
To submit an event, send the information via mail to: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903
3086. Or e-mail the information to: [email protected]. Information should be received four months prior
to the event date.
August 4-Sunriver, OR-Sunriver Airport (S21)

AUGUST 25-Niles MI-Jerry Tyler Memorial.

SEPTEMBER 2223- Winchester, VA-Winchester

Regional Airport (KOKV) EM 186 Fall

16th Annual "Wings and Wheels " vintage

Airport (3TR) VAA Chapter 35 Annual Corn

planes and vintage cars 8:00am-4:00pm

& Sausage Roast Lunch served 11:00am

Ry-in Pancake breakfast 8 AM to 11

Free food, fuel discounts for exhibitors

to 3:00 pm. Rain date on Sunday, August.

AM both days . Aircraft judging, displays,

Judging at 1:00pm- Great prizes Info:

26th Donations of $5.00 for adults and

more. www.eaa186.org. Richard Largent:

Brian Lansburgh , Airport Mgr. (541) 593

$3.00 for children under 12 Contact Len

4603 [email protected]

Jansen [email protected]

AUGUST 5-Queen City, MO-Applegate Airport

SEPTEMBER I -Marion, IN-Marion

snookflyer@Verizon .netor 540-868-2698

OCTOBER 57-Camden, SC-Kershaw

County Airport (KCDN) . VAA Chapter 3

(15MO). 20th Annual Watermelon Ry-In &

Municipal Airport (MZZ). 17th Annual

Fall Fly-In . All classes welcome. BBQ

BBQ. 2pm 'til dark. Come and see grass roots

Fly-In Cruise-In. 7 :00am until 2 :00pm.

on field Fri. Evening. EAA judging all

aviation at it's best. Info: 660-766-2644

This annual event features antique,

classes Sat. Banquet Sat. Nite. Info:

classic, homebuilt, ultralight and

Jim Wilson 843-753-7138 or eiwilson@

AUGUST 5-Chetek, WI-Southworth

Municipal airport (Y23). BBQ Fly-In .

warbird aircraft as well as vintage cars,

10:30am Warbird displays, antique and

trucks, motorcycles , and tractors. An

unique airplanes, antique & collector car

all-you-can-eat Pancake Breakfast is

displays, and raffles for airplane rides.

served, with all proceeds going to the

Procedes will be given to local charities.

local Marion High School Marching

homexpressway.net

OCTOBER 5-7-St. Louis, MO-Creve Coeur

Airport (lHO) The Monocoupe Club Ry-In &
Reunion www.monocoupe.com

OCTOBER 1014-Tullahoma, TN-" Beech

Info: Chuck Harrison - Office 715-924

Band . www.FlylnCruiseln .comlnfo: Ray

Birthday Party 2007" Staggerwing,

4501, Cell 715-456-8415, fixdent@

Johnson (765) 664-2588 or rjohnson@

Twin Beech 18, Bonanza , Baron,

chibardun.net; Tim Knutson - Home

715-237-2477, Cell 651-308-2839 ,

[email protected]

AUGUST 1719--McMinnville, OR-25th Annual

indy.rr.com

SEPTEMBER I -Zanesville , OH-Riverside

Airport (OH36) EM Chapter 425 Pancake
Breakfast 8:00 AM till 2:00 PM All you

West Coast Travel Air Reunion Come Celebrate

can eat pancakes, sausage and drink

the Rebirth of the Travel Air. Expected to be

$5.00 for adults $2.50 for children under

the largest gathering of Vintage Travel Airs

six. Lunch items served after 11:00PM

in recent times. Held in conjunction with the

Contact: Chuck Bruckelmeyer Phone:

Northwest Antique Airplane Club Event. Info:

(740) 454-7487

Bruce McElhoe 559-638-3746

AUGUST 18--Forest Lake , MN-(25D)-Airport

Fly-in and Open House lOam - 4pm . 24
hour gas and 24-hour grass: 3000-foot
31/ 13. Forest Lake Lions serve brats ,

Beech owners& enthusiasts. Info 931

455-1974

2007 MAJOR

FLy-INS
For details on EM Chapter flyins and other local avi
ation events, visit www.eaa.orgfevents

SEPTEMBER 2-Mondovi, WI-21st Annual

Log Cabin Airport Ry-In. Doug Ward, Owner/

EAA Mld-Eastem Regional Ryln

Operator, 715-287-4205. Lunch @ noon.

Mansfield Lahm Airport, Mansfield, OH

August 25-26,2007

SEPTEMBER 8-Newark, Ohio-Newark

Heath Airport (VTA) Annual Fly-In / Drive-

http://MERR.info

corn-on-the-cob and ice cream . 100LL is

In Breakfast " Pancakes and More , n

available John Schmidt EAA 250021 St.

Young Eagles Flights , Vintage Airplanes,

Paul , Minnesota 651 776 1717

Classic Cars , Tom McFadden 740-587

Virginia Regional EAA Ry-In

Dinwiddie County Airport (PTB), Petersburg, VA
October 6-7, 2007

2312; email: [email protected]

www.VAEAA.org

AUGUST lS-l9-Long Island, NY- Bayport

(23N) Annual Antique Aeroplane Ry-In Old

SEPTEMBER 9-Mt. Morris, IL-Ogle County

time movies, popcorn, pig roast, flour bomb

Airport (C55) EM Chapter 682 Fly-In

drop and spot landing contest with the days

Breakfast 7am-12pm For information call

ending in the in famous " Sheep Shagger

Baa For more info www.MCGNY.orgor email
Stuart Bain at [email protected]

AUGUST 19-Brookfield, WI-Capitol Airport

Dr. Glen Orr 815-735-7268

SEPTEMBER 2122-Bartlesville , OK-Frank

Phillips Field (BVO). 51st Annual Tulsa
Regional Fly-In. Antiques, ClaSSiCS,

(02C). Ice Cream Social and vintage

Light Sport, Warbirds, Forum , Type

Aircraft Display, VAA Chapter 11. Dean

Clubs. Info: Charlie Harris 918-622

London, 262-442-4622

8400 www.tu/saflyin .com

38

AUGUST 2007

EAA Southeast Regional Ryln

Middleton Field Airport (GZH), Evergreen, AL
October 12-14, 2007
www. SERR.org

Copperstate Regional EAA Ry-In

Casa Grande (Arizona) Municipal Airport (CGZ)
October 25-28, 2007
www.copperstate.org

Your One

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Call Today For Our New Catalog

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Exhaust Systems
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Visit Us At OSHKOSH
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Members get in FREE!
www.airventuremuseum.org
Phone: (920) 4264818

/\1 RVENTURE
~~~

GET CONNECTED...

Stay Informed

E-mail is the easiest way for

you to get comected to the EAA

community and stay informed.

By sharing your e-mail address

with us, you'll receive:

EAA's e-Ho~ine electronic newsletter

Information on EAA events
The latest aviation industry updates
And requests for your feedback on current

Something to buy,

Changed your e-mail address?

Let us knowl

Your name crd e-mail address win never

be shared with a Ihird polly.
See our privocy polity at www.eoo.org/discloimer.hImI.

or trade?

Classified Word Ads: $5 .50 per 10 words , 180 words maximum, with boldface leadin on
first line .
Classified Display Ads : One column wide (2 .167 inches) by 1, 2 , or 3 inches high at $20
per inch. Black and white only, and no frequency discounts.
Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January
10 is the closing date for the March issue). VAA reserves the right to reject any advertising in
conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted
via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or
e-mail ([email protected]) using credit card payment (all cards accepted) . Include name on
card, complete address, type of card, card number, and expiration date. Make checks payable
to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O.
Box 3086, Oshkosh, WI 54903-3086.

MISCELLANEOUS
Airplane TShirts
150 Different Airplanes Available
WE PROBABLY HAVE
YOUR AIRPLANE!

www.airplanetshirts.com

1-8006457739
Flying wires available. 1994 pricing.
Visit www.f/yingwires.com or call

Aircraft Construction and Restoration,

Russ Lassetter, Cleveland, GA. 706

348-7514
Mahogany desktop models, caps, and
shirts. Pratt & Whitney merchandise.
All types of desktop models available,
crop duster models and prints. Custom
desktop models of your plane. E-mail for
complete list and price. CRPDSTRS@
AOL.COM

800-517 -9278.

SERVICES

aviation issues.

Getting connected is easy:

Log on to www.eaa.org/email

and RII in the form

sell,

THERE'S JUST NOTHING LIKE IT

ON THE WEB!!
www.airplanetshirts.com
A Website with the Pilot in Mind
(and those who love airplanes)

Always Flying Aircraft Restoration, LLC

A&P I.A.: Annual, 100 hr. inspections.
Wayne Forshey 740-472-1481
Ohio - statewide.

BABBITT BEARING SERVICE - rod

bearings, main bearings, bushings, master
rods, valves, piston rings. Call us Toll Free
1-800-233-6934, e-mail ramremfg@aol.
com Website www.ramengine.com
VINTAGE ENGINE MACHINE WORKS,
N. 604 FREYA ST., SPOKANE, WA 99202

VINTAGE AIRPLANE

39

Membershi~ Services
VINTAGE

AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND

ASSOCIATION
EAA's VINTAGE AIRCRAFT ASSOCIATION
OFFICERS
Vice-President

President
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
dJie{[email protected]

George Daubner

2448 Lough Lane

Hartford, WI 53027
262-673-5885

[email protected]

Secretary

Treasurer

Steve Nesse

Charles W. Harris
7215 East 46th St.

Tulsa, OK 74147

918-622-8400

[email protected]

2009 Highland Ave.

Albert Lea, MN 56007
507-373-1674
[email protected]

DIRECTORS
Steve Bender
85 Brush Hill Road

Sherborn, MA 01770

508-653-7557

Jeannie Hill
P.O. Box 328

Harvard, IL 60033-0328

815-943-7205

sst 1()@comcast.net

[email protected]

David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-645-8370

Espie "Butch" joyce

704 N. Regional Rd.
Greensboro, NC 27409
336-668-3650

[email protected]

[email protected]

john Berendt

7645 Echo Point Rd.

cannon Falls, MN 55009

507-263-2414

[email protected]

Steve Krog

lOO2 Heather Ln.

Hartford, WI 53027
262-966-7627
[email protected]

Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317-839-4500

Robert D. "Bob" Lumley

1265 South 124th St.
Brookfield, WI 53005
262-782-2633
[email protected]

davecpd@iquest,net

Gene Morris

john S. Copeland
lA Deacon Street
Northborough, MA 01532
508-393-4775
copeland I @jul1o.com

[email protected]

Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
269-624-6490

Dean Richardson
1429 Kings Lynn Rd
Stoughton, WI 53589
608-877 -8485

[email protected]

da [email protected]

Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317 -293-4430

S.H. "Wes" Schmid

2359 Lefeber Avenue
Wauwatosa, WI 53213
414-771-1545

dalefayeCw,llSll.com

[email protected]

5936 Steve Court

Roanoke, TX 76262
817-491-9110

DIRECTORS

EMERITUS

Gene Chase
2159 carlton Rd.
Oshkosh, WI 54904
920-231-5002

E.E. "Buck" Hilbert

8102 Leech Rd.
Union, IL 60180
815-923-4591

[email protected]

[email protected]

Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330
616-678-5012

Directory

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

Phone (920) 426-4800

Fax (920) 426-4873

Web Sites: www.vintageaircra(t.org, www.airventure.org, www.eaa.org/memberbenefits

E-Mail: vintageaircra([email protected]
EAA and Division Membership Services
Flying Start Program ............ 920-426-6847

800-843-3612 ............. FAX 920-426-6761

Library Services/Research ........ 920-426-4848

(8:00 AM-7:00 PM
Medical Questions .............. 920-426-6112

Monday-Friday CSn
Technical Counselors .. . .. __. ... 920-426-6864

. New/renew memberships: EAA, Divisions

Young Eagles ... .. .. . ... . ... .. . 877-806-8902

(Vintage Aircraft Association, lAC, Warbirds),

National Association of Flight Instructors
Benefits
(NAFI)
AVA Vintage Insurance Plan ..... 800-727-3823
Address changes
EAA Aircraft Insurance Plan ..... 866-647-4322
Merchandise sales

Term Life and Accidental ........ 800-241-6103

Gift memberships

Death Insurance (Harvey Watt & Company)

EAA Platinum VISA Card .. 800-853-5576 ext. 8884
Programs and Activities
EAA Aircraft Financing Plan . . . . 866-808-6040
EAA AirVenture Fax-On-Demand Directory
EAA Enterprise Rent-A-Car Program
............. . ....... . . . ..... 732-885-6711
.. ..... . . . . . . . .. ... . . ... . . 877-GAI-ERAC

Auto Fuel STCs ......... . . . .... 920-426-4843

Editorial. . .. .................. 920-426-4825

Build/restore information ........ 920-426-4821

VAA Office ......... . ...... FAX 920-426-6865

Chapters: locating/organizing .... 920-426-4876

Education.... ... . . ..... .. . . ... 888-322-3229
EAA Air Academy
EAA Aviation Foundation
EAA Scholarships
Artifact Donations ............ _920-426-4877
Flight Advisors information ...... 920-426-6864
Financial Support ...... .. ..... 800-236-1025
Flight Instructor information ..... 920-426-6801

MEMBERSHIP INFORMATION

EAA
Membership in the Experimental Aircraft
Association, Inc. is $40 for one year, includ
ing 12 issues of SPORT AVIATION. Family
membership is an additional $10 annually.
Junior Membership (under 19 years of age)
is available at $23 annually. All major credit
cards accepted for membership. (Add $16 for
Foreign Postage_)

EAA SPORT PILOT

Current EAA members may add EAA
SPORT PILOT magazine for an additional
$20 per year.
EAA Membership and EAA SPORT
PILOT magazine is available for $40 per
year (SPORT AVIATION magazine not in
cluded). (Add $16 for Foreign Postage.)

VINTAGE AIRCRAFf ASSOCIATION

Current EAA members may join the
Vintage Aircraft Association and receive
VINTAGE AIRPLANE magazine for an ad
ditional $36 per year.
EAA Membership, VINTAGE AIRPLANE
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magazine not in
cluded). (Add $7 for Foreign Postage.)

lAC

Current EAA members may join the

International Aerobatic Club, Inc. Divi
sion and receive SPORT AEROBATICS
magazine for an additional $45 per year.
EAA Membership, SPORT AEROBAT
ICS magazine and one year membership
in the lAC Division is available for $55
per year (SPORT AVIATION magazine
not included ). (Add $18 for Foreign
Postage_)

WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magazine for an additional $45
per year.
EAA Membership, WARBIRDS maga
zine and one year membership in the
Warbirds Division is available for $55 per
yea r (SPORT AVIATION magazine not in
cluded). (Add $7 for Foreign Postage_)

FOREIGN MEMBERSHIPS
Please submit your remittance with a
check or draft drawn on a United States
bank payable in United States dollars. Add
required Foreign Postage amount for each
membership.

[email protected]

Membership dues to EM and its divisions are not tax deductible as charitable contributions
Copyright 2007 by the EM Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPlANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published month~ at EM Avia
tion Genter, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: [email protected]. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine,
is $36 per year for EM members and $46 for non-EM members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane,
PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54, Windsor, ON N9A 6J5. e-mail: [email protected]. FOR
EIGN AND APO AODRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee
or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POUCY: Members 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. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPlANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EM and EM SPORT AVIATION, the EM Logo and Aeronautica' are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and
service marks without the permission of the Experimental Aircraft Association, Inc. is strict~ prohib~ed.

40

AUGUST 2007

~ ~a-!I!~~ition

X-PLAN VEHICLE PRICING

ENJOY THE PRIVilEGE

OF PARTNERSHIP
EAA Members considering the
purchase or lease of a new Ford
vehicle should be sure to take
advantage of the Ford Partner
Recognition Program. Your mem
bership benefits quality you for
X-Plan pricing, which could save
you as much as $1,800 on a 2008
Ford Taurus Limited:

With $1,800 in savings on

a new Ford Taurus limited,
you could pay for:
Aviation Insurance
Annuallnspection
and your EAA Membership!
* Based on comparison of 2008 Ford Taurus $28.070
MSRP versus $26.226 X-Plan price.

The all new Ford Taurus. Rated the Safest Full-Size Car in America.
It's official. The all new 2008 Ford Taurus is rated the safest full-size car in America, based
on NHTSA and IIHS crash tests. The Taurus earned perfect five-star safety ratings in four impact
categories: driver, front passenger, front and rear side.
What makes Taurus unique? It starts with the air bags. Six of them. Standard. Innovative SPACE
Architecture not only enhances cabin safety in side impacts, it also helps give Taurus the roomiest
interior of any full-size car in America.
The all new 28-mpg, 263-horsepower Taurus. Check it out at your Ford Dealer or fordvehicles.com.

EXCLUSIVE PRICING, EXCEPTIONALLY SIMPLE!

Ford Motor Company, in association with EAA, is proud to offer members the opportunity to save on the
purchase or lease of vehicles from Ford Motor Company's family of brands-Ford, lincoln, Mercury, Mazda,
Volvo, Land Rover and Jaguar.
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan pricing
from the EM website (www.eaa.org) by clicking on the EAA/Ford Program logo.You must be an EM Member for at least
one year to be eligible.This offer is available to residents of the United States and Canada.

Certain restrictions apply. Available at participating dealers. Please refer to

www.eaa.org or caIiSOO-S43-3612.

mazDa

tBLIN COL N

..,
MERCURY

JAGUAR