Vietnam War veteran Thomas W. “Tom” Olsson is interviewed about his military service as a helicopter pilot with the United States Army. He discusses his combat tours in Southeast Asia flying the Bell AH-1 Cobra gunship and describes his later assignments as a flight instructor for the Cobra and the Hughes AH-64 Apache. He also touches on his post-military careers with Rockwell Collins and the Boeing Company and on his volunteer work at The Museum of Flight.
Thomas W. “Tom” Olsson is a Vietnam War veteran who served with the United States Army as a helicopter pilot and flight instructor. He was born in the mid-1940s in Kentfield, California to Ward T. Olsson and Wilma E. Olsson. His father was a career officer with the U.S. Air Force, and his mother was a housewife and hospital volunteer.
After graduating from high school, Olsson attended the Northrop Institute of Technology (California), where he studied aircraft maintenance engineering. While in college, he became a certified A&P (Airframe and Powerplant) mechanic and worked for Brittain Industries helping to install aircraft autopilot systems.
In July 1968, knowing that he would likely soon be drafted, Olsson opted to join the U.S. Army and become an aviator. He completed training at Fort Polk (Louisiana) and Fort Wolters (Texas), learning to fly on the Hughes 269 helicopter. He next underwent training in the Bell AH-1 Cobra at Hunter Army Airfield (Georgia) and was deployed to Southeast Asia. Over the course of his combat tour, he flew a mix of attack, visual reconnaissance, ground support, and evacuation missions and accumulated over 1,300 hours of helicopter flight time.
Returning to the United States, Olsson served the rest of his military career as an instructor pilot in the Bell AH-1 Cobra and Hughes AH-64A Apache. He retired in 1988 at the rank of Chief Warrant Officer 4. As a civilian, he worked for Rockwell Collins as a human factors engineer and for the Boeing Company as a systems engineer and engineering manager. His projects at Boeing included the 767-400 and 787 Dreamliner.
Olsson’s volunteer work at The Museum of Flight includes serving on the Docent Corps and participating in the restoration efforts of the Boeing 747 and Boeing B-29 Superfortress. He also donated materials to the Museum from his and his father’s military careers.
Biographical information derived from interview and additional information provided by interviewee.
Aeronautical engineer Herb Phelan is interviewed about his career in the aviation industry and his involvement in several aircraft restoration projects. He discusses his work with various aviation companies and his career at Boeing, circa 1950s-1990s. Projects discussed include the 727, 747, SST (Supersonic Transport), Minuteman III missile, and the AWACS program. He then discusses his restoration work on the Boeing Model 80A, the B-17F Flying Fortress, and the B-29 Superfortress. All three of these vintage aircraft are now on display at The Museum of Flight in Seattle, Washington.
Herb Phelan is a retired aeronautical engineer who has worked on several restoration projects of vintage aircraft. He was born on March 6, 1928 in Everett, Massachusetts and grew up in a foster home in Dorchester. He attended John Marshall Elementary School, Grover Cleveland Junior High School, and Hyde Park High School. While in high school, he studied drafting and worked as an apprentice draftsman for the Clifford Manufacturing Company (Boston, Massachusetts). He then apprenticed for Westinghouse.
In 1946, Phelan received his draft notice from the U.S. Army. He completed basic training at Sheppard Field (Texas) and advanced training at Scott Field (Illinois), where he earned his qualification as a teletype operator. He served at Holloman Air Force Base (New Mexico) until 1947, when he was honorably discharged.
After completing his military service, Phelan enrolled in the aeronautical engineering course at Cal-Aero Technical Institute (California). He completed the course in two years and then worked a series of engineering jobs with Lockheed, American Machine and Foundry Company, Chance Vought, and Pratt & Whitney. During this time, he also completed an aeronautical engineering degree at Boston University. He was hired by the Boeing Company in 1960 and relocated to Washington State.
During his career at Boeing, Phelan worked on a variety of engineering projects and contributed design details to numerous aircraft, including the 727, 747, SST (Supersonic Transport), and the E-3 and E-6 AWACS (Airborne Warning and Control System) programs. He also worked on the Minuteman III missile and served as the Boeing representative to the Dornier Company in Germany.
Phelan assisted in the restoration of The Museum of Flight’s Boeing 80A by repairing the lower left outboard wing. His next aircraft restoration project came in 1993, when he joined the team of volunteers restoring the Museum’s B-17F Flying Fortress. The team successfully restored the aircraft to flying condition, and Phelan served as the B-17 crew chief when it went on display at the Museum’s main campus. He also served as the crew chief for the Boeing B-29 Superfortress restoration project, following the passing of crew chief Dale Nicholson in 2009. As of 2018, Phelan is still an active volunteer at the Restoration Center and has logged over 13,000 hours of volunteer work at the Museum.
Phelan married his wife, Isabel, in 1954. They had four children together.
Biographical information derived from interview and additional information provided by interviewee.
World War II veteran Joseph Polocz is interviewed about his military service and his expertise in mechanics and machine restoration. He describes his wartime experiences as a member of the Royal Hungarian Army and Royal Hungarian Air Force, his time in a French prisoner-of-war camp, and his post-war life as a laborer in Germany and France. He then discusses his immigration to the United States and his technician career with Philco and RCA. The interview concludes with an overview of Polocz’s volunteer work at The Museum of Flight Restoration Center, where he served on the restoration teams for the Boeing 247 and several Link Trainers.
Joseph Polocz served with the Royal Hungarian Army and Royal Hungarian Air Force during World War II and afterwards immigrated to the United States, where he had a decade-spanning career with RCA as an electronic technician. He was born on May 10, 1921 in Pannonhalma, Hungary. His father was an ornamental metalsmith. During his youth, Polocz studied his father’s trade, worked at a brick factory and movie house, and assisted family members on the family farm.
During World War II, Polocz was called to military service with the Royal Hungarian Army. He later transferred to the Royal Hungarian Air Force, where he trained as a mechanic and served as an instructor at a mechanical school. He also participated in glider training. At a late point in the war, Polocz and another serviceman escaped from advancing Russian forces by flying an obsolete Dornier Do 23 aircraft out of their abandoned airfield. Polocz’s unit was captured by American forces soon after, and he spent approximately three months in a French prisoner-of-war camp. Following his release, Polocz worked in Germany as a farmhand, then attempted to return Hungary. When he learned that many returning Hungarian soldiers were being sent to the Gulag, he decided to return to Germany.
In the post-war years, Polocz worked as a coal miner in France but soon became worried that the heightened international tensions might lead to another war. With the help of UNRRA (United Nations Relief and Rehabilitation Administration), he immigrated to the United States and settled in Pennsylvania. Though he initially did not speak English, Polocz’s strong mathematic and mechanical skills led to a job opportunity with the Philco Corporation. He later was hired by RCA as an electronic technician. During his 38-year career with RCA, Polocz worked on technology related to the Moon program and the guided missile cruiser, among other projects.
After his retirement, Polocz relocated to Washington State and settled in the Everett area. In the 1980s, he joined The Museum of Flight Restoration Center as a restoration volunteer. He served on the restoration team for the Boeing 247 and also helped to restore several World War II-era Link Trainers to operational status. As of 2014, he is still an active volunteer at the Restoration Center.
Polocz married his wife, Mary, shortly after his immigration to the United States. The two had one daughter, Maxine.
Biographical information derived from interview and additional information provided by interviewee.
In this two-part oral history, Paul L. Weaver is interviewed about his decade-spanning career as an aircraft mechanic and pilot. In part one, he describes his military service with the U.S. Navy; his career with the Boeing Company during the 1950s, 1960s, and 1970s; and his involvement in the Pacific Northwest aviation scene. He also shares stories about other aviation enthusiasts and the early days of the Pacific Northwest Aviation Historical Foundation (PNAHF), the predecessor of The Museum of Flight. Topics discussed include his World War II service aboard the USS Lexington (CV-16); his flight demonstration and mechanic work at Boeing; and his experiences maintaining, restoring, and building aircraft.
Paul L. Weaver is a World War II veteran, aircraft mechanic, and pilot who worked for the Boeing Company for almost thirty years. He was born in 1922 in Roseville, Ohio to George and Hazel Weaver. As a young adult, he worked for the Ohio State Patrol as a radioman and at Wright-Patterson Field (Ohio) as a radio electrician for the Douglas B-18 Bolo.
Around 1940, Weaver joined the U.S. Merchant Marine as a radio operator. He soon after transferred to the U.S. Navy and received training at Naval Station Great Lakes (Illinois). Assignments from his service include serving aboard the USS Lexington (CV-16) as a radioman and plane captain and serving in a squadron support unit at Sand Point Naval Air Station and Naval Auxiliary Air Station Quillayute (Washington). He remained in the Navy Reserve after the end of World War II and later served as an ECM radarman aboard the USS Yorktown (CV-10).
After World War II, Weaver attended college under the GI Bill and received his certification as an A&P (Airframe and Powerplant) mechanic. In 1951, he was hired by the Boeing Company. Over the course of his career, he maintained, modified, and repaired a variety of Boeing aircraft, including the 367-80, 737, and 747. He retired from the company in 1980.
Outside of his professional work with Boeing, Weaver was also heavily involved in other aspects of the Pacific Northwest aviation scene. He built and flew homebuilt aircraft, participated in seaplane operations on Lake Union, and contributed to restoration efforts of vintage aircraft. He also was involved with the Pacific Northwest Aviation Historical Foundation (PNAHF), the predecessor of The Museum of Flight.
As of 2019, Weaver is an active Museum volunteer, participating in the Living History program.
Biographical information derived from interview and additional information provided by interviewee.
In this two-part oral history, Paul L. Weaver is interviewed about his decade-spanning career as an aircraft mechanic and pilot. In part two, he continues to discuss his involvement in the Pacific Northwest aviation scene during the 1950s and beyond. Topics discussed include his aircraft restoration work; his experiences with homebuilt aircraft and the Experimental Aircraft Association (EAA); his memories of other aviation enthusiasts and notable events and locations; and his work with the Pacific Northwest Aviation Historical Foundation (PNAHF) and its successor, The Museum of Flight.
Paul L. Weaver is a World War II veteran, aircraft mechanic, and pilot who worked for the Boeing Company for almost thirty years. He was born in 1922 in Roseville, Ohio to George and Hazel Weaver. As a young adult, he worked for the Ohio State Patrol as a radioman and at Wright-Patterson Field (Ohio) as a radio electrician for the Douglas B-18 Bolo.
Around 1940, Weaver joined the U.S. Merchant Marine as a radio operator. He soon after transferred to the U.S. Navy and received training at Naval Station Great Lakes (Illinois). Assignments from his service include serving aboard the USS Lexington (CV-16) as a radioman and plane captain and serving in a squadron support unit at Sand Point Naval Air Station and Naval Auxiliary Air Station Quillayute (Washington). He remained in the Navy Reserve after the end of World War II and later served as an ECM radarman aboard the USS Yorktown (CV-10).
After World War II, Weaver attended college under the GI Bill and received his certification as an A&P (Airframe and Powerplant) mechanic. In 1951, he was hired by the Boeing Company. Over the course of his career, he maintained, modified, and repaired a variety of Boeing aircraft, including the 367-80, 737, and 747. He retired from the company in 1980.
Outside of his professional work with Boeing, Weaver was also heavily involved in other aspects of the Pacific Northwest aviation scene. He built and flew homebuilt aircraft, participated in seaplane operations on Lake Union, and contributed to restoration efforts of vintage aircraft. He also was involved with the Pacific Northwest Aviation Historical Foundation (PNAHF), the predecessor of The Museum of Flight.
As of 2019, Weaver is an active Museum volunteer, participating in the Living History program.
Biographical information derived from interview and additional information provided by interviewee.
Engineer Sydney Baker is interviewed about his life and his decade-spanning career in the aviation industry. He discusses his work at Vickers-Armstrongs in the 1940s and 1950s and his subsequent engineering jobs with Canadair and the Boeing Company. Projects discussed include the AWACS (Airborne Warning and Control System) program, the AOA (Airborne Optical Adjunct) program, and guided missile development. He also shares his experiences as a Museum of Flight docent and his restoration work on the Museum’s B-29 Superfortress. Other topics discussed include his school years in England during World War II, his service in the Parachute Regiment, and his restoration of vintage sports cars.
Introduction and personal background -- Adolescent years in England during World War II and early flight experiences -- Apprenticeship at Vickers-Armstrongs and service with the British Army -- Guided missile testing in Australia -- Career with Canadair -- Career with Boeing and work on AWACS (Airborne Warning and Control System) and AOA (Airborne Optical Adjunct) -- Involvement with The Museum of Flight and aircraft restoration work -- Achievements and notable moments from his career -- Advice for young people -- Car restoration and sports racing -- Legacy of restoration work -- Stories from Army service -- Side projects at Boeing -- Final questions
Sydney J. Baker was an aviation engineer who worked for Vickers-Armstrongs, Canadair, and the Boeing Company.
Sydney James Baker was born in London, England on January 26, 1930 to Sydney Baker (a bunting factory owner) and Esme Perrett (a shopkeeper’s assistant). When he was young, his family moved to Surrey, England. Nearby was a Vickers-Armstrongs airdrome as well as a racetrack, which inspired an interest in aviation and cars. During World War II, his father volunteered for the Royal Observer Corps. Baker would help his father and the other men identify aircraft carrying out bombing missions against England. At about age seven, he left home to attend Sevenoaks grammar school, a boarding school in Kent, England. At the age of 12, he received his glider’s license. He became an instructor at age 14, helping to teach injured fighter pilots how to fly again.
After graduating from Sevenoaks, Baker returned to Surrey. Wanting a hands-on job, he joined Vickers-Armstrongs as an apprentice, where he specialized in making wind tunnel models. He attended the local college at the same time. Once he finished his college coursework, he was drafted into the British Army and served with the Parachute Regiment. Once he had completed his military service, he returned to Vickers-Armstrongs as a flight test engineer but now located in Adelaide, Australia. His projects included the Supermarine Scimitar and developing guided missiles for the Weapons Research Establishment in Australia.
When his projects in Australia had concluded, he returned to England, but did not want to stay there permanently. Wanting to relocate to Canada, Baker accepted a position with Canadair, where he worked on the Sparrow missile. When the program was canceled in 1959, he accepted a job offer with the Boeing Company and moved to Seattle, Washington. Among the projects he worked on during his career at Boeing were the CIM-10 Bomarc missile, the Minuteman missile, the AWACS (Airborne Warning and Control System) program, and the AOA (Airborne Optical Adjunct) program.
Following his retirement from Boeing in 1996, Baker became a docent for The Museum of Flight. He later joined the Museum’s aircraft restoration team and was instrumental in helping to restore the tail section of T-Square 54, the Museum’s B-29 Superfortress. His love of cars also continued throughout his life; he was an amateur car racer and restored old Porsches.
Baker married his wife Janet Keast, a nurse, in 1953 and they had two children, Mary and John. Baker died in September 2022.
Biographical sketch derived from interview, information provided by interviewee, and obituary.
Born-digital video recording of an oral history with Jim Jackson and interviewer Dan Hagedorn, recorded as part of The Museum of Flight Oral History Program, September 23, 2014
Aviation mechanic James “Jim” Hawthorne Jackson is interviewed about his life and military service. Particular focus is given to Jackson’s time with the U.S. Army Air Forces during World War II, when he worked as a B-29 mechanic in the United States and Guam. Afterwards, Jackson discusses his involvement with The Museum of Flight’s Restoration Center and his work restoring various aircraft, including the Museum’s B-29 Superfortress and Lockheed YO-3A Quiet Star.
James “Jim” Hawthorne Jackson was a B-29 mechanic during World War II. Later, he volunteered at The Museum of Flight’s Restoration Center, assisting with the restoration of the Museum’s B-29 and YO-3A.
Jackson was born in Seattle, Washington on May 31, 1915 to Herbert Robinson and Margaret (Metzgar) Jackson. He grew up in the Kirkland and Bellevue, Washington area. His father was a friend of Bill Boeing Sr. and worked as the first foreman for the Boeing Company’s woodshop in the Red Barn. Jackson graduated from Bellevue High School in 1933, in the midst of the Great Depression, and joined the Civilian Conservation Corps (CCC) shortly thereafter. In this role, he ran telephone lines across the Cascade Mountains. He worked for the CCC for a little over a year and continued to work in residential construction before losing sight in one eye from an accident. Afterwards, he worked as a security guard on docked ships in Lake Union.
At the beginning of World War II, Jackson was drafted into the U.S. Army Air Forces. He attended Arrow Industries Technical Institute in Glendale, California for training as a sheet metal worker. Following the completion of that training, he was sent to Oklahoma City Air Service Command and then was transferred to Pratt Army Airfield in Kansas, where he encountered his first B-29 Superfortress. Despite being blind in one eye, Jackson was sent on overseas duties to help construct what would become Andersen Air Force Base in Guam. He also serviced B-29s returning from missions over Japan, working with the 29th Bombardment Group of the 314th Wing.
Jackson was discharged from military service in January 1946 and returned to Seattle. He worked at Wilson Machine Works in West Seattle until his retirement in 1974. Following the death of his wife, Cynthia, he joined the restoration team at The Museum of Flight’s Restoration Center. He worked on the Museum’s B-29, YO-3A, and other aircraft.
Jackson died on July 13, 2016 and is buried in Anderson Cemetery in Snohomish County, Washington, alongside his wife.
Biographical information derived from interview and additional information provided by interviewee.