Page 26 - January 2022

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Because the cockpit was so far aft it was nearly impossible for Goebel to see ahead during takeoff and landing operations. The large wing and its supporting struts seriously reduced forward visibility, and this disadvantage was repeatedly explained to Goebel by the engineers, but he insisted that the aft cockpit location would be adequate. In an effort to improve visibility from the cockpit, a special seat arrangement was designed and installed that would allow the pilot to raise the seat high enough to see forward over the wing through a small hatch in the upper fuselage. Although engineers and Walter Beech were concerned that the cockpit arrangement was a bad idea, it met Art’s requirements and work continued at a leisurely pace as the months went by.
The second major change was installation of a nine- cylinder, Pratt & Whitney “Wasp,” a static, air-cooled radial engine in place of the “Woolaroc’s” original 200-horsepower, Wright Aeronautical J5 powerplant. The Wasp, rated at 400-horsepower, featured velocity exhaust stacks and turned an adjustable-pitch, two- blade propeller.
Finally, November 24 the ship was rolled out for initial engine testing and other preparations for first flight. Goebel inspected the airplane and approved of all the modifications that included reducing drag by slightly downsizing the main landing gear and streamlining wing struts. Art climbed aboard through the cabin door and started the Wasp. It quickly settled into a noisy idle as the “bayonet-type” exhaust stacks barked their load reports.
The first takeoff quickly proved how dangerous the aft cockpit position could be without raising the seat. Peering out of the large windows on each side of the cockpit, Goebel struggled to keep the ship pointed straight ahead until airborne. Visibility during the climb to altitude was nonexistent as Art tried to locate and fly loose formation with Walter Beech flying chase in a Type 4000 biplane.
Anxious to find out how fast the reborn “Woolaroc” could go, Art eased the throttle forward and checked the indicated airspeed when full power was applied – only 160 mph! Fast, but not fast enough to clinch a transcontinental speed record. Reducing power to the planned cruise setting of 1,900 RPM, Goebel was further disappointed to see an airspeed of only 135 mph. He knew the Travel Air needed to cruise at a minimum of 160 mph to have any chance of setting a record.
Returning to Travel Air Field, Goebel managed to line up the ship with the broad, grass-covered runway, but when he tried to land, he had his hands full of the wild, wandering “Woolaroc.” Art could not see forward, and as the airplane hit the runway hard and bounced back into the air, he fed in bursts of throttle in an attempt to keep the monoplane under control. Realizing that he was quickly running out of runway, he plopped the ship down, cut the throttle, rolled to a stop, and went
24 • KING AIR MAGAZINE
JANUARY 2022