1982.01.TARPA_TOPICS

CONVENTION NEWS THE GRAPEVINE ARTICLES BY ED BETTS, PHIL HOLLAR, DAVE KUHN, PHARES McFERREN and FRED PASTORIUS 410 HARBOR VIEW LANE • LARGO, FL 33540

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA January 1982

Editor: A. J. (AI) Clay, Jr.

Grapevine Editor: O. R. (OLE) Olson

Officers and Directors of the Association D. W. Richwine, President Lyle Spencer, First Vice Pres.

A. T. Humbles, Secretary Ray Craft, Treasurer

Rich Beighlie, Director Howard Hanson, Director Ed Kallina, Director Orville Olson, Director Slim Pahl, Director Roy Van Etten, Director

Sam Gracy, Wee Pres. East Joe Brown, Vice Pres. Central Lou Cook, Vice Pres. West

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ABOUT THE COVER

As we begin the New Year with a new style Newsletter, our first cover is a copy of one of the early advertisements for the world's This is where it all began. first scheduled commercial airline.

A scant dozen years later, some of the companies that were to merge into TWA were already operating. The pioneers built upon this fragile beginning and those who came later added to what the pioneers had built.

All built well.

CAN YOU IDENTIFY THE FLYING BOAT?

PRESIDENT'S MESSAGE

That TARPA was a good idea becomes more apparent every day.

Our growth rate is steady and nearing the 700 mark. While we are not setting the world on fire (no one really thought that we would) we are making progress in a number of areas, including service to our members. Also, no one can deny that the social aspects of our annual meetings have been most enjoyable. We still need to contact more of our old timers and will have to depend l argely on present members to help ferret out some of them and their current addresses and encourage them to join. Secretary A. T. Humbles has application blanks for anyone interested in membership.

This action is particularly important if the TWA MEC decides to establish a foundation to aid our needy old timers like the one on Eastern, Pan American and UAL. I have contacted the MEC Chairman, John Gratz, about this but to date have had no answer.

A recent telephone conversation with Ed Frankum brought home the fact that the TWA management is engaged in an all out struggle for corporate survival.

While not granting any great concessions, including recognition of TARPA, he did not close the door on some of the issues we are interested in, such as another look at the Domicile retirement party concept and retiree representation in the administration of the B plan, although the latter will have to be initiated through the MEC, which is currently immersed in contract negotiations.

The matters of insurance and pass improvement must still be handled through the Senior's representatives, who are actively pursuing them. The company has flatly refused to do anything about the present Connecticut General Medi-gap insurance policy they sponsor.

That subject is covered in a separate article.

However , there are indications that they are finally giving the matter of improved retiree pass privileges some active and serious consideration.

Time will tell about that.

While it was necessary to make some concessions as to the time and place for our next convention, your Board of Directors has succeeded in keeping the price within reason once more in hopes of making it possible for more members to attend.

This time it will be in Las Vegas at the TROPICANA HOTEL. Our First Vice President, Lyle Spencer, has assumed the responsibility of putting it all together and some details are contained in this letter.

My only suggestion is that you block your calendar NOW, and make your reservation> as soon as possible.

It will greatly help your committee with their plans and guarantee you a spot in case we should reach a cut-off point.

Once more, a big THANKS to all of the volunteers who keep TARPA moving and to all of you members who have shown your support by joining.

Cheers!

* * * * * * * * * * *

IMPORTANT NOTICE

Article III, Section 4 of TARPA's By-Laws provide that our annual dues are payable on January 1 of each year. The amount Honorary members and those having reached their 75th is $15.00. birthday (Eagles) pay no dues. Our membership is now close to 700 and putting out billing notices would be both costly and very time consuming for your Treasurer and Secretary. You can spare them this unneeded burden if you would voluntarily mail in your Please send it to: check without delay.

Captain Ray Craft 18920 Twain Court Saratoga, California 95090 * * * * * * * * * * *

1982 CONVENTION PLANS Lyle Spencer has announced that the It's LAS VEGAS in '82. convention plans for '82 are coming along on schedule. This year we will be convening at the TROPICANA HOTEL in Las Vegas the fourth, The We will have a special mailing soon. fifth, and sixth of May. rates are $34.00 dollars per room, one person or two. The golf course is just across the street from the hotel, so there shouldn't be any transportation problems. Lyle says that he will be circulating , a questionnaire to the ladies to see what activities they would prefer in addition to golf and tennis. * * * * * * * * * * * The '81 convention was such a success that it is a mighty tough act to follow, but Lyle is on the right track to make this one a great convention, too. There will be two cocktail parties You will be getting the details in the special and a banquet. mailing.

2

RAPA MEMBERSHIP A number of our group have inquired about RAPA membership.

RAPA is actually a federation of nineteen different Retired Airline groups.

Membership in any one of these basic organizations such as TARPA automatically entitles you to any privileges associated with RAPA, such as the new insurance plan. You will be kept advised of all pertinent RAPA activities through your TARPA Newsletter.

A late update is included elsewhere in this issue. * * * * * * * * * * * BERRA'S LAW:

You can observe a lot just by watching! * * * * * * * * * * * ABOUT INSURANCE

In response to our numerous laments over the woeful inadequacy of our company sponsored Medi-Gap policy, TWA has made it abundantly clear that they intend to do absolutely nothing about it.

Their position is simply that they offered an off-the-shelf policy of Connecticut General's and the convenience of payroll deduction...take it or leave it.

Since the existing policy is substandard to just about everything else on the market today, members concern over adequate Medi-Gap coverage is growing. The RAPA sponsored policy underwritten by the HARTFORD COMPANY and offered through Alexander and Alexander of Miami is an excellent one, offering 100% of what the company policy pays 80% of, no deductibles where the C. G. policy has four crippling ones, and no limit as to how much they will pay in a lifetime, as compared to the $25,000.00 maximum offered by our group policy. The main feature of the RAPA policy, however, is their claim that they will pay 100% of the doctor's charges where said doctors do not accept the Medicare assignment.

As far as we know, it is the only policy of its kind that has this feature. The cost of the RAPA policy, of course, is considerably higher, running $33.00 per month per person.

Of the numerous policies examined, a pattern is evolving wherein the Blue Cross/Blue Shield policies rate near the top. They do vary, both in coverage and costs, from city to city and state to state, but generally give a lot for the money. The situation pretty much boils down to the fact that, in quality insurance packages, you get about what you pay for. Only you can determine your personal needs.

A complete brochure on the RAPA policy was mailed to all members on the TARPA mailing list early in November. For those of you who are interested and who may not have been on the mailing list at the time, or who, for whatever reason, may have missed it, a brochure can be obtained by contacting the broker direct.

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Write to: Alexander and Alexander P. O. Box 558196 Miami, Florida 33155 Be sure to identify yourself as a member of TARPA as this policy is limited to RAPA members only at the present time. The enrollment deadline has been extended to MARCH 1, 1982. * * * * * * * * * * * WALT GUNN RETIRES Walt took his last flight for TWA on June 8, ]981.

This picture was taken in Madrid just before flying 903-8 June from Madrid to Kennedy.

Walt says he should have his doctorate in Clinical He is now an assistant Clinical Psychology by the end of 1981.

Professor, Psychiatry at Kansas University Medical Center.

Walt intends to stay busier than ever with his work in alcoholic counseling.

Left to right: Walt's nephew, F.O. Terry Gunn, MAD Supervisor Juan Rodriguez, Walt, F. O. Larry Dyer and MAD Operations agents. * * * * * * * * * * * TARPA TOPICS welcomes retirement pictures or other photos of Please send them (preferably black and white) general interest. direct to Editor Al Clay.

4

LUNCHEON MEETING Luncheons of retired pilots seem to be popular, events with some of the retired airline groups.

These luncheons are a good idea and we are glad to report that there has been at least one l uncheon for a TWA group and thanks to Ole Olson, we have a picture taken at the event. Most of these people are TARPA members.

LUNCHEON MEETING - QUIVERA COUNTRY CLUB - SEPTEMBER 9, 1981 KANSAS CITY, KANSAS Left to right, Front row: Earl Lindsly, Al Brick, Ray Hughes, Joe Bell, Gail Storck, Cliff Abbott, Justin Becker, Parky Parkinson Second row: Harold Wright, Jim Obertino, Jim Mueller, Art Eggiman, Ernie Glaeser, Jake Fisher, Bert Cooper.

Third row: Ray Hansen, Dick Kleiner, Joe Tunder, John Roach, George Levering.

Back row:

Andy Beaton, A. D. Duncan, Ray Dunn, Howard Hansen. * * * * * * * * * * *

SEMI-ANNUAL QUIZ 1.

Define AVERAGE BISECTOR.

2.

How do you diagnose a double shorted secondary and what do you do about it?

3.

Where was the "Bend in the river"?

4.

While groping through the smog, did you ever think for a moment that Elizabeth airport was Newark?

5.

What stations did these designators represent? BW, BO, AB, BU, OA.

Anyone making a grade of less than eight will be required to report to the Geobel Building for further training. * * * * * * * * * * * GOLD'S LAW: The man who can smile when everything goes dead wrong has thought of someone he can blame it on. * * * * * * * * * * * DENTAL INSURANCE Regarding Hal Sherwood's comments about the possibility of a TARPA sponsored dental insurance, Charlie Strickler has written saying that he would be able to get some information for us on the feasibility of a group dental plan, provided he has the figures on the potential number of participants. Those who are actually retired and would be interested in such a plan, please send Charlie Strickler a card, letting him know you are.

Charlie says he and Alice stay so busy that they wonder where the time goes.

Charlie is much involved in the senior activities at their golf club and says that while his game doesn't seem to improve much, he has developed the golfer's equivalent of tennis elbow.

Charlie, are you sure you're not just trying to con more strokes out of your competitors? * * * * * * * * * * * HELLER'S LAW: If you can get to the faulty part, you don't have the tool to get if off! * * * * * * * * * * * Our bulk mailing permit has allowed us to cut the cost of postage substantially.

However, there are drawbacks.

The mail is not forwarded and we are billed for extra postage for undelivered bulk mail.

In some cases it is sent back to A. T., i n others, - 6 -

we are just billed for the undeliverable mail, PLEASE make sure that you keep your address up to date with A. T. In some issues of TARPA TOPICS we are going to devote the l ast page to a questionnaire or applications for membership or things of that nature.

This issue we are printing an application for TARPA membership.

Give the membership application to any eligible non-member.

I think that some of the flight engineers don't realize that they are welcome to join. * * * * * * * * * * * Last fall, we reported that one of the highlights at the convention for a number of the ladies was the Grand Canyon aerial tour.

Alva (Mrs. Bill) Townsend has sent us a picture of the group assembled before take-off.

TARPA Ladies enjoy a charter air tour of the Grand Canyon during the Third Annual TARPA convention at Phoenix.

7

ALCOHOLISM

By Phil Hollar The problem of alcoholism among retirees is one that is not recognized, much less admitted to exist, by many people.

This is understandable because of the many other problems confronting most retirees.

Of these, probably the most difficult is that of adapting to an entirely new and different lifestyle compounded by the fact that many have not made plans for a constructive, productive alternate lifestyle before retirement was suddenly thrust upon them. The feeling of uselessness and non-productivity often results in one taking refuge in the most convenient haven available, THE BOTTLE. For, after all, doesn't it work every time?

When Don't all the cares and worries go away? (At least for now). they come back can't we always chase them away again? We all know just how much of what it takes to put ourselves exactly where we want to be.

There is, however, a point where this cure-all ceases to One passes through the therapeutic stage to OUT so fast we work.

At this stage one has progressed don't even remember being there. to the point that we can no longer function without our "Medicine".

This stage is called ALCOHOLISM. Alcoholism is a disease.

It has identifiable symptoms, it is diagnosable, and it responds in a predicable manner to a specific It can be arrested but it cannot be cured. course of treatment.

It, alone, has It is 1 00% fatal, if not arrested by treatment. the dubious distinction of being the only disease in the world to be designated as such by unanimous vote of the American Medical Association in 1956.

The insidious nature of this disease is tragic, in that due to the characteristics of the illness, as the victim becomes sicker and sicker, their conviction becomes deeper and deeper that there is nothing wrong.

Therefore, the sicker and more likely to need help, the less likely this is to occur.

Another peculiarity of this disease is the attitude of near These, of all people, are the very ones that, and dear ones. albeit unconsciously, aid and abet - yes, even encourage - putting By omission I mean the off seeking help by the act of omission. inevitable cover up and failure to admit what their eyes and senses.

In other words, "Ignore it and it will go away" are telling them.

But it won't and never will by "It will be better tomorrow". itself.

This disease can no longer be ignored, swept under the rug or The alcoholic is no longer the bum or derelict on lied away.

He Skid Row nipping at a bottle of two bit wine in a paper bag. is US and we all know who he is - not by what or how much he drinks but by HOW he drinks and HOW it affects him.

Only by becoming honest, deep down gut honest, with ourselves can we do something about this problem by aggressively saying "ENOUGH" and then taking steps to rectify an intolerable situation.

In an intolerable situation one has only two options: 1.

Change the situation.

2.

Remove oneself from the situation.

It's your own free choice.

It is entirely within the realm of possibility - no, probability is a better word - that you just might be instrumental in saving someone's life.

Wouldn't that be a beautiful thought and feeling? How much, much better than having to live for the rest of your life with the knowledge that "I might have saved his life if I had only had the guts to stand upand be counted".

Think about it.

P.

S.

HE also reads SHE,

ladies.

* * * * * * * * * * * Editor's note: Phil is going back to school to get his Master's degree in Psychology and will enter the field of alcoholic counselling after retirement from TWA. * * * * * * * * * * * JAY'S FIRST LAW OF LEADERSHIP: Changing things is central to l eadership, and changing them before anyone else is creativeness. * * * * * * * * * * *

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HELP WANTED

One of the most rewarding things about TARPA is its' pheHowever, nominal growth which has just passed the 700 mark. with this growth has come a greatly increased workload, particularly for the Secretary and Treasurer, and also the potential for more service. We cannot reasonable expect the same people to carry this burden indefinitely.

If TARPA is to continue to grow, thrive, and be of service, it is going to require some Fortunately, active effort on the part of more of our members. our ranks are replete with talent and capability, but we do need members who are willing to give their share of time to assure TARPA's continued success.

In order that we may have some kind of reservoir to draw from when needed, please indicate your willingness to serve on the questionnaire below and return You will, of course, be contacted to me for indexing and filing. before havin g your name placed in nomination for office or any committee assignment is made.

Thank, Dwk

15 December 1981

TO

:

All Member Organizations

FROM

:

Jack C. Pitts, President

SUBJECT : State of the Association ' RAPA s end is upon us and it seems appropriate to take inventory of what Year has done for the retired pilots. This will be only a brief resume of some of the things that have happened, directly or indirectly, as a result of the unified voice and efforts of RAPA on a national level.

RAPA has maintained an on-going liaison with ALPA, on both a local and national level, on matters relating to the retired pilot members. The RAPA Committee for ALPA. Representation was placed on the agenda for the 26th Biennial ALPA Board of Directors Convention, by action of the ALPA Executive Committee. The innovation of the new ALPA policy to provide full consideration of the problems of pilots retired and about to retire came out of that convention.

The Special Committee appointed by the President of ALPA, a result of RAPA's presentation to the convention, recommended the following: 1) that ALPA and RAPA continue as two separate organizations .... but with the understanding that current channels of communications between the two organizations will continue; 2) that in recognition of the inadequacy of retirement benefits now afforded retired members, including pensions and insurance, the Master Executive Councils of each airline should consider whatever means they deem appropriate to assist the retired members of their respective airlines. This Committee Report and Recommendations was adopted by the 35th Executive Board Meeting in May of this year.

RAPA has worked with ERISA and the Department of Labor in reviewing and affirming many rights of retirees. A detailed report that-establishes the distribution priorities for pension funds in case of a plan termination is now a reality.

RAPA has researched and reviewed U. S. Supreme Court decisions that established the rights of retirees to the contractual grievance machinery in case of a violation of the retiree ' s rights and/or benefits. In fact one such case is now being processed on a member organization ' s airline.

RAPA has alerted its member organizations to the seriousness of the unfunded pension funds on some of the airlines. One of the reasons for this problem of unfundedness is that some of the actuaries are assuming low salary increases and high interest rates of return. On one member airline, the changing of these assumptions by t% and 1% respectively allowed it to withhold more than $17 million plus the loss of investment earnings during 1980.

RAPA has been active in keeping in touch with legislation that could affect the (1)

members of its member organizations. Working with ALPA, AARP, AFL-CIO, and other organizations RAPA has become an effective force in Washington. When Congress reconvenes in January, RAPA will be on the scene. In this session, a major goal of RAPA will be a bill to correct the inequities of travel privileges for widows.

We will lend our efforts toward the passage of Bill HR-1979 and Bill HR-2334 which require both management and the union to negotiate benefits for retirees.

There will be HR-741 and others to permanently prohibit the IRS from taxing fringe benefits. This is another priority legislation, long overdue for passage.

RAPA is also continuing its efforts. in the area of tax credits for the loss of income, pension benefits, and social security benefits due to the forced retirement at age 60 by a federal agency.

The RAPA insurance programs were placed in effect on November 1, 1981. These Hospital and Medical Plans are the result of more than two years work by the RAPA Insurance Committee. There is a Supplement Hospital Plan for those under 65 and a Comprehensive Medicare Supplement Insurance Plan for those members over 65 years of age. The Medicare Supplement Plan has already been improved to pay 100%, instead of 80%, of the difference between what the doctor charges and what Medicare pays you. For example, the doctor charges you $500 and medicare pays $240, then the RAPA Plan will pay you the difference of $260, and you pay nothing. This is not reflected in the insurance brochure, since it was just put into effect. This type of insurance is not available in any other policy.

Your airline ' s Retired Pilot Association must be a member of RAPA for you to be eligible for this RAPA Insurance Plan.

The RAPA Insurance Committee is presently negotiating for dental coverage to be included in the RAPA Insurance Plan. They are also looking into several life insurance plans for future inclusion in the RAPA Insurance Plans.

RAPA representatives have been active with their member LEC's and MEC's in efforts to help their retired members. There has also been direct negotiations with some managements for better retiree benefits. There has been several areas of success such as improved travel privileges, better insurance coverages, and in some cases increased pension benefits. This just did not happen, it was the resultant force of RAPA, ALPA, and enlightened management.

The ultimate goal of RAPA is the legal and complete representation of the retired airline pilot. We also believe that this is a requirement of ERISA. The best way to achieve this goal is by negotiation, and the logical representing body should be the Air Line Pilots Association, who is already certified to represent airline pilots. Certainly, this is the most desirable course to follow in the achievement of these goals. However, in the event of failure of this course, there are alternate procedures available to RAPA and can be pursued.

Now for a personal note. Dottie and I will be spending the holidays at our condo in Seattle. We expect to return to Miami about mid January. Therefore, a report on the RAPA convention will be forth coming after that date.

Folks, it has been a busy and successful year and from all indications next year will be even busier and hopefully more successful.

All of us of RAPA wish all of you a JOYOUS HOLIDAY and a HAPPY AND HEALTHY NEW YEAR! (2 )

RAPA's ROMAN HOLIDAY Our nine day tour of Rome, Florence, Naples, Amalfi, Positano, Pompei, and the Isle of Capri will include the following package: Seven-nights hotel accommodations, superior first class hotel All sightseeing in private charter bus, see itinerary Continental breakfast daily plus three lunches and three dinners Round trip transfers to airport in private bus Space available airfare on Fan Am ITNERAY

: March

8 9 10 11 12 13 14 15 16

Depart NYC on Pan Am, dinner and breakfast enroute Arrive Rome, met by host and hostess and transfer to hotel AM City tour #1 and PM City tour #2 All day Florence tour #19, lunch and dinner included AM free for shopping, PM Tivoli tour #5 Tour # 16 to Naples, Hydroplane to Isle of Capri, overnight in Sorrento, Amalfi, Positano, Pompei and return to Rome All day free for shopping or optional tours Transfer to airport for return home on Pan Am

The NAL Buccaneers made this same tour last March, some of their descriptive remarks were: fantastic; exciting; wonderful; greatest; sensational; etc. etc.

The total cost for this tour package, including airfare, is $410 per person, double occupancy and $497 for singles. The singles may pair up, if this can be worked out after all reservations are complete. We will try our best.

A deposit of $100 per person is required 45 days in advance of the departure date.

To meet this deadline, your deposit must be in hand no later than Jan. 20, 1982.

We have booked only 20 rooms at the hotel, so the tour will be limited to forty persons. Please avail your deposits ASAP since a priority list will be made from the postmarks on your deposit envelopes. Anyone not in the first 40 will be on standby for cancellations or additional hotel rooms becoming available.

LaMAR NELSON

By Ed Betts

April 6, 1917, the USA declared war on Germany.

Our allies had already been engaged in the all-out battle since August of 1914, when Germany first declared war against Russia.

In just a little over a decade, since the first flight of the Wright Brothers, the flying machine had become a potent weapon of war. When the war first started the Germans had about 1,000 planes of the combat type, France about 1,500 and England a scant 179.

When the U. S. joined in, the Army's Air Service had one operational group with already obsolete planes.

There was a lot of bureaucracy involved and military bickering as to what type of planes would be produced, and what type of training for the crews in order to make our nation an air power.

It took almost a year.

The nations that had been at war had years of experience with first hand knowledge of what was needed. Over a hundred different models of fighters, bombers and reconnaissance type planes had been built and tested under actual conditions.

Besides training planes, America chose to mass produce the British deHaviland DH-4, a twoplace biplane that could be used for both reconnaissance and bomb ing.

Few of the American built planes ever reached Europe, mostly because of shipping priorities for troops and supplies. Nearly all of the planes that our pilots flew were built in Europe with materials sent from the U. S. Early air-to-air fighting was done with rifles and hand guns.

Machine guns entered the picture in early 1915 when Anthony Fokker perfected a synchronized gear to allow a machine gun to be fired through a rotating propeller...now the pilot could take direct aim with his plane for strafing or combating another plane.

Names that were to become legends appeared in the world's headlines: the Baron von Richtofen and Max Immelman of Germany, Rene Fonck and Georges The leading "aces" Guynemer of France and Canada's Billy Bishop. that captured the fancy of thousands of future pilots along with the stories of their "dog fights"...it was a gentleman's war in the air with a typical scene showing the victor saluting the victim, and the latter gallantly returning the salute as he went spinning down in flames. Towards the end of the war the Germans were wearing parachutes, but not the Allies, as they considered it cowardly trouble reand lack of faith in their ability.

The U. S. had no cruiting airmen, there were over 38,000 immediate and eager volunteers.

Training consisted of a 12 week ground school course given by Primary flight training some of America's leading universities. took several months (40 to 50 flight hours), after which the young "shave tail" was ready for advanced training. The pay, a handsome

TARPA TALES

Page 1

$100.00 per month! Advance training, in the DH-4, could be given here although a large number of pilots received their in England and France.

It was our allies' plan to use American crews (and hopefully, planes) as replacements for their own squadrons.

General Pershing said no, they would form their own units under their own leaders.

It was almost a year after our entry into the war, March of 1918, that the first American unit saw combat (the 94th Pursuit Group, l ater headed by Rickenbacker).

Lt. Rickenbacker got his first of 26 victories on April 29th.

During this same period quite a number of our flight crews were assigned to, and flying with, our allies.

On September 10th of that year the Allied Forces were prepared for the most massive all-out offensive of the war against the St. Mihiel salient, the German front that had been sticking into eastern France for over four years.

Brigadier General "Billy" Mitchell headed what was to be the largest air armada, ever, to support the effort (nearly 1,500 planes).

Incessant rains had hampered the air support.

One American pilot waiting for the rains to abate was Lt. C. LaMar Nelson, a native of Salt Lake City.

Nelson was 24 years old when he signed with the military, having recently completed his studies at Columbia University.

He had completed his flight training at San Diego and was now assigned to a French bombardment unit, Escadrille 131.

Their station was a make-shift airdrome.... an open wheat field, stubbled, with Bessanoux canvas hangars located by a small river near the town of St. Dizer, about 35 miles from the St. Mihiel line.

The temporary barracks, mess hall, and squadron office were all made of plywood and canvas.

On the night of September 11th, after two days of cancellations due to the rain, the group commander advised the men: "Demain nous volons, le temps tant pis"...in English it meant "tomorrow we fly, the weather be damned!"

It was still raining on the morning of the 12th, making the field an oversized mudhole and difficult to get enough speed for take-off.

Because of the weather they flew in groups of three instead of the usual six to eight planes, at tree=top level towards the enemy line. Their target was anything that they encountered of military value after they crossed the River Meuse; troops, According to LaMar installations, ammunition dumps, convoys, etc. i t was utter chaos after they crossed the Meuse...the Germans were retreating fast and shooting at him with their rifles as they ran.

As soon as the bombs were dropped it was every man for himself so His only map was a small far as getting safely back to home base. chart mounted on the plane's instrument panel, but impossible to read with the heavy rain and sometimes hail.

All of the planes made it back.

LaMar's propeller had to be replaced because of the beating it took from the hail, as therewas no metal protection on the leading edge.

TARPA TALES

Page 2

This was the same day that one of America's leading aces and war hero, Lt. Frank Luke, shot down his first balloon. In a seventeen day period he shot down four planes and fourteen balloons before he was killed.

Luke was the first American airman to receive the Congressional Medal of Honor.

The second sortie for LaMar came that same afternoon, and it Intelligence had advised the men that our was still raining hard. troops were advancing faster than scheduled, with thousands of Germans taken prisoner...which meant that the mission would be deeper into enemy territory and more caution observed not to bomb our own troops.

Once over the target the leader, le Capitaine Mezergues, raised his right arm as a signal to drop the bombs, which LaMar's plane did and then he made an immediate turn for the run back towards home.

Directly in his path appeared a "sausage" (observation balloon) hanging in the base of the clouds...he merely pressed the spade grip trigger on the control stick and a quick He burst from the two forward firing Vickers guns hit the mark. had to bank fast to avoid the stricken "sausage" and as they passed by, the bombadier, Jim Newell, rendered the 'coup de grace' with his two Lewis guns mounted on the turret.

The French were understandably skeptical with Nelson's claim of victory, for such a feat had never before been accomplished by a bomber-type plane. The balloons might be considered a "sitting duck", or easy prey, but they were generally well protected by pursuit planes and ground fire.

Later, occupation of the area by American troops confirmed Nelson's claim and the French offered an i mmediate apology along with the award of the Croix de Guerre.

On the night of September 13th, Captain Mezergues called a special meeting of all the squadron airmen in the intelligence tent.

It was a very solemn affair after he made the following announcement: "demain nous avons une mission tres delicat"....a hazardous mission, with at best, a 50-50 chance of returning.

He eased the tension somewhat with further information that no one would be ordered to go, just volunteers.

Half of the 32 pilots present, including Nelson, volunteered.

There was good reason for the trepidation as they all knew that the Richtofen squadron (they There were all aces) lay waiting on the enemy side of the lines. were a lot of queasy stomachs that night, and little sleep.

What they hadn't been told that night (or there might have been fewer volunteers and less sleep) was that their target, a railroad marshalling yard near the Swiss border, was the furthest into enemy territory (about 160 miles) ever undertaken by any This information was given to the pilots flight up until then. along with their map after they were strapped in their seats and the engines warmed up and ready to go.

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It took about three hours for the group to climb to cruise altitude (15,000 feet) before headin g off towards the target.

Half of the 16 planes dropped out of the formation during this time for various reasons....mostly spinal troubles, or yellow streaks, under the guise of "motor troubles".

The remaining planes headed off in a tight "V" formation and as soon as they crossed the enemy lines there was plenty of flak from the guns below.

Even though they took evasive action, changing course and altitude, Nelson picked up a few holes in the lower wing.

Suddenly the ack-ack stopped, Mezerques held up his arm and it was "Bombs away"... and just as suddenly the sky was filled with German fighters-the deadly Fokker D-7's.

Nelson let fire at one in his sight that was attacking a bomber ahead of him and at the same instant realized that he had three fighters on his own tail...two coming up from below and hanging by their props as they fired away, and the third coming from above and out of the sun with the two Spandau machine guns blasting away.

Nelson's plane was riddled, one bullet caught in the thick heel of his flying boot but still had enough force to slam his foot against the top of the cockpit.

The plywood board that normally provides a resting place as well as a slide for working the rudder was gone, but fortunately the rudder was still operable.

He looked back to see why his bombadier was not firing...he had disappeared from view.

Several of the squadron planes were balls of fire and spinning down in flames and about this time the motor started sputtering and Nelson could no longer keep up with the remainder of the formation.

He was alone.

Fortunately the Fokker had a well known weakness...which Nelson took immediate advantage of.

They could not take a steep dive at high speed without shedding a wing or two.

Since the stricken bomber's motor was putting out a lot of smoke and steam, the Germans surmised that he was already a victory and didn't warrant the risk of further chase.

Once assured that he was safe, for the moment, from the attacking aircraft. Nelson recovered from the steep dive and started a gentle glide towards home.

The motor was still putting out some power, but not enough to sustain level flight.

The next problem was that he was lost, somewhere over enemy territory...nothing for a reference to navigate by except the crude map on his instrument panel and the general direction of the sun for a compass.

The windshield was a complete blur from the escaping oil, and when he tried to look out for some kind of a view ahead, his goggles got the same treatment.

Finally, after what seemed to have been eternity, the crippled bomber was too low to go any further with the sputtering engine and LaMar was able to spot what looked to be a clearing where he could l and.

It was a pasture surrounded by trenches and barbed wire, with numerous deep pits left by heavy shelling and bombs.

It wasn't a l anding, it was a controlled crash, and fortunately the fuselage and Nelson were still intact.

He still didn't know where he was, so his first action after climbing out of the cockpit was to unstrap his 45 caliber pistol...the standard procedure to avoid being shot on sight rather than taken prisoner. He made his way to the bombadier's cockpit....it was a mass of blood with Jim Newell slumped on TARPA TALES

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the floor.

Jim had a massive wound in his left leg, but before passing out he managed to contrive a makeshift tourniquet with his leather helmet twisted tight with the emergency stub control stick. (In case the pilot is incapacitated, the bombardier could steer the aircraft.)

The entire area seemed to be a "No man's land", with no sign of activity or habitation.

Once again the problem...where was he, and which direction to go? After a short period a small convoy of camions (army trucks) was sighted traveling along a road about a half mile away. Nelson made his way towards them, all prepared to hold his hands up and say,"Kamard, ich bin Amerikaner", and surrender.

It turned out, much to LaMar's relief, that they were French soldiers and ready to help. The group lifted Newell from the wrecked plane and took him to the nearest hospital.

That was the last time that LaMar saw Jim, there was never any news as to his being alive or dead from there on.

LaMar had finally got through with the cumbersome telephones to his squadron for his report and that night was sent a chauffeur for the return to home camp.

Nelson was given a hero's welcome by his French comrades. They could not believe that he had survived the ordeal that afternoon, l et alone get back from the enemy lines, and was awarded the 'Croix de Guerre, the second in two days).

He had already been reported ' missing in action' to his parents in Salt Lake City and it was better than two week's time before a letter from LaMar finally arrived that put their minds at ease. In the meantime, for LaMar, it was a good night's sleep and back on another mission again the following morning.

A crew of mechanics were sent to survey LaMar's wrecked plane.

It was damaged beyond repair. The motor had been riddled, numerous bullet holes in the wings, vital control parts severed plus 26 dents in the back of the protective steel armor plate...all by machine gun fire.

LaMar brought home two souvenirs, the map from the cockpit (which is now displayed at the U. S. Air Force Museum, Dayton, and the bullet that had lodged in his flying boot.)

LaMar stayed on active duty through 1919 before returning to civilian life, although he kept active with the military reserve In 1927 he and in later years was promoted to the rank of Major. went to work for the Ford Motor Company, flying the tri-motor "Tin Goose".

Larry Fritz was then chief pilot.

In June of that year Larry, Jack Maddux and a small group made a trip west with the Nelson and another pilot from first Ford airplane to California. the Ford Company, Parker Van Zandt, joined the group at Salt Lake City for the remainder of the flight to Los Angeles. They made numerous tours of the National Parks in Utah and Arizona testing the Ford's capabilities.

Van Zandt became president and general manager with Scenic Airways later that year, and Nelson was chief On August 26, 1929, Nelson joined pilot and operations manager.

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Western Air Express as a pilot on the passenger runs (with the Fokker F-10 from LAX to Salt Lake City.

When Western and TAT-Maddux merged to form T&WA...Nelson was selected to fly the inaugural flight of the new company on October 25, 1930, from LAX to ABQ (Orm Gove was his co-pilot).

For the next ten years LaMar flew the line for T&WA, piloting the Fokkers and Fords, the single-engine mail planes and the Dougl as airliners.

Most of this period he was a supervisor or check pilot.

Nelson was 48 years old when he gave up his position as a senior captain with T&WA in 1941, and once again, volunteered his services with the military.

By the time that the U. S. entered the war in December of that year, LaMar was already in charge of an important Ferry Command unit, based at Long Beach. LaMar was l ater promoted to the rank of Colonel. After the war he stayed in the service until he reached retirement.

LaMar Nelson passed away in 1975, at the age of 82. He was one of the few aviation pioneers whose flying careers, in the cockpit, spanned the two great wars with a distinguished record, as well as the formative years of the nation's commercial airlines.

A special citation signed by Marshall Henri Petain, then Commander-in-Chief of the Armies in the East, read (with English translation): Great General Headquarters, January 10, 1919.

Lieutenant Nelson, Carlyle LaMar, of Escadrille 131 "Attached to Bombardment Group 4, he has given under all circumstances proof of remarkable bravery and devotion.

The 12th of September 1918, he accomplished two successive bombardments, machine gunning from a very low altitude in terrific weather, he surprised and set fire an On the 14th of September in the course enemy "drachen". of a bombardment of a great railroad station a long distance from the front, he engaged in a terrible combat against enemy pursuit planes three times superior in number.

He brought down one of his adversaries in flames." * * * * * * * * * * *

ANSWERS TO QUIZ 1. It is not good practice to use average bisectors. always use above average bisectors.

If very short, install a double 2. Check length of secondary. l engthened secondary.

3. All rivers have bends.

4. Who, me?

5. None of the above.

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"SPEED" HAGINS

By Dave Kuhn Corsicana, located in the heartland of Texas, boasts of two things. The Collins Bakery that makes those delicious fruitcakes, and John Charles "Speed"" Hagins.

For those who did not know Hagins, he is a nifty dresser, exploytive Captain in Command, flew more weather than most and is a true Texan.

He will tell you about Texas when asked or when not asked Wanting a winter coat, he and B. White went to Wolf Brothers in MKC in quest of one.

After looking at a few, Speed asked the salesman if he did not have something Dave Kuhn When a beautiful cashmere was decent. shown, Hagins said, "I'll take it - wrap it up."

The salesman, while boxing the coat, said, "That will be $300.00".

B. White reported that Speed gulped, blanched, then Three hundred then was like one thousand came up with the cash. today!

He was one of a few TWA pilots that could make a "Connie" compete He was on his with the DC-7s of other airlines - hence "Speed" Obviously ATC was breaking in a new return leg from LGA to MKC. They had Hagins turning in various directions, then back hire.

Finally he told them and forth, etc.

Speed wanted to get home. in clear, ungarbled, (but impolite) language what to do with the For exercising training exercise and that he would do the flying. this freedom of speech, the Feds put him back to co-pilot for six It was never clear why TWA nor ALPA did not intervene in months. the crucifixion of "Captain in Command".

At certain periods of any year, it is About his weather flying: not difficult to find some hairy thunderstorms in the mid-west.

Flying a loaned Bob Buck and Hagins did some research on them.

Air Force "Black Widow" plane equipped with instruments to record stress, strain and horror, they would bore into the black ones.

The final conclusion was what most line pilots already knew - STAY OUT OF THUNDERSTORMS! Hagins TWA bought the whole series of Lockheed Constellations. (and others) lovingly referred to them as "Ole Crusty" - easy He took his 1049 off from MKC one night and lost an to roll.

The engineer got it feathered and then another engine engine.

Speed The engineer was unable to get it feathered. gave up. started dumping gas and making a left turn, then landed with gas He was grounded for several weeks (without pay) still coming out. for the extended hearings.

Lockheed airplane designers, TWA ex"Ole perts, the Feds all agreed that it just could not be done.

Crusty can't fly on two engines".

Of course the tower operator TARPA Page 7 TALES

was miffed because he gave no landing clearance. Also the question of flying under the bridge was germane. Lockheed produced a full blown paper outlining the impossibility of such a flying feat.

Hagins sat through it all.

He could not recall flying under the bridge or not.

He did have a valid answer for the grilling questions......"Well, I'm here, ain't I?" Today Speed and his bride, Miss Nita, are retired in home town Corsicana.

Back problems ruined his golf.

He sold his fishing boat when the fish did not cooperate, but he is recognized as the sharpest domino player in the country.

"DOESN'T EVERYBODY?" * * * * * * * * * * * * *

BUCY'S LAW:

Nothing is ever accomplished by a reasonable man. * * * * * * * * * * * * *

HANK GASTRICH has sent us a TARPA map of the United States.

You'll notice that some states are not portrayed.

He says states with no TARPA members are not worth portraying .

I'll bet he hears from this one!

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RECALLING SOME OF MY MEMORIES OF THE AVIATION INDUSTRY IN THE TWENTIES AND EARLY THIRTIES

By Fred Pastorius

My first association with aviation was with the Post Office Air Mail Service in 1925 at Concord, California - the Western Terminal.

The planes the Post Office were using were the DeHaviland D.H.4 made in the United States and were to be used in World War I. By the time the planes were ready to be shipped to Europe, the war was over. The War Department transferred the planes to the Post Office to be used to carry mail.

I worked for the Post Office Air Mail Service during my college summer vacations in 1925, '26 and '27.

In May of 1928, I went to work for Maddux Airlines in Los Angeles.

Maddux Airlines were flying Tri Motor planes made by the Ford Motor Company.

The latter part of 1928 I l earned to fly and received my pilots license.

By having my pilots license, I was given the job of mate or co-pilot and flying between Los Angeles and San Diego also to San Francisco via Bakersfield and Fresno.

In 1928 Maddux merged with Transcontinental Air Transport and became known as T.A.T. MADDUX AIR LINES.

Photo courtesy Fred Pastorius

In 1930, in order to receive a mail contract, T.A.T. Maddux merged with a division of Western Air

Express, a company flying parallel to T.A.T. Maddux.

This new company was then known as Transcontinental and Western or T.W.A. and now Trans World Airlines.

I went through all the mergers and ended up in Amarillo, Texas.

The latter part of 1931, I left T.W.A. and returned to T.W.A. in 1 936. * * * * * * * * * * * Editors note: This short article by Fred Pastorius is only the beginning of what we hope will be a series of articles by Fred.

I am sure he has some good TARPA TALES to tell.

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THE TACA EXPERIENCE

By Phares McFerren Mr. Lowell Yerex, President of TACA Airlines, operating in Central and South America, was a man of many facets and an ability to take advantage, fairly or otherwise, of almost any situation.

Preceded by his "Man Friday", his inspection trips were done first class, befitting his position, with a generous expense account, and "Friday" to make sure he had an ample supply of "blondes and bottles".

He enjoyed the "good life" as he gravitated to those in power.

He was an Australian with a strong drive to be rich and powerful, and as I became better acquainted with him, I learned something about his methods.

I had been promoted from Chicago Regional Chief Pilot to System Assistant Operations Manager in Kansas City in 1944.

I had worked for John Collings in Chicago, and he remembered me when he moved to KC as Vice President of Operations.

I was starting to feel at home in my new position when, in the spring of 1945, he asked me to go to the South American Airline, TACA, of which Mr. Frye had recently gained control.

He wanted me to take over the office of Vice President of Operations for a six month period.

I knew nothing of the setup, but it looked like the road up, so I accepted, with the proviso I would remain on the TWA payroll on special assignment, to protect my seniority.

Later, this saved my seniority number when it was challenged.

I was aware that John Lockhart, TWA Treasurer, had gone to TACA as Executive Vice President and that Charlie Gallo was in charge of the Central American service.

I hurriedly took the required inoculations, all 21 of them in three weeks, left the family in KC and departed for Miami.

There I found a small office already located on Biscayne Boulevard, with a station manager, and office girl, and little else.

I hired as my secretary a girl who had worked for me in Chicago and wanted to live in Miami; set up files and records and got things going.

My first inspection trip to Central America turned up enough evidence that Mr. Yerex had greatly overcharged Mr. Frye for the physical assets: Aircraft (old and decrepit), obsolescent or unusable parts, obsolete aircraft under modification in California, etc.

The Miami station had a few boxes and barrels, gunny sacks, wrapping paper, and little else.

The spare parts in Tegucigalpa, Honduras, where our overhaul base was located (to be moved to San Jose, Costa Rica shortly) had parts from Fords, including starters and generators, but nothing we could use. We had two or three DC2s being modified, and expected several war surplus DC3s and Lodestars during the summer. I estimated the spare parts to have no value.

At the same time, the purchasing agent was on the west coast entering into more contracts for modification of more DC2s a type I thought had no future with TACA. It was a DC2 fuselage with DC3 wing tips, hydraulic system and en g ines.

It was a very good performer, but would carry only 14 passengers.

I was opposed TARPA TALES Page ll

to the whole program. Mr. Yerex thought they were the answer to the operation in the short fields and mountainous terrain..

In that he was right, but the small cabin could not carry enough to be profitable.

As the summer passed we completed the move of our shops from Tegucicalpa to San Jose, Costa Rica. We set up to do our own overhaul and modification of the war surplus DC3s and Lodestars we would soon be getting. My first inspection trip to San Jose was an eye opener I discovered that Mr. Yerex had been promising a l ot more aircraft and schedules than we could deliver, and you can i magine the result when I had to tell the various authorities we could not deliver on his promise.

I soon found out Mr. Yerex had made these promises to all the countries we operated in: Costa Rica, Honduras, Nicaragua, Panama, Venezuela, Colombia, Brazil,. and even Cuba and Mexico.

I soon came to the conclusion that he wanted to create problems which would put us in trouble and he could buy it all back for pennies on the dollar, and he was almost successful!

I had hired an ex-Colonel of the South African Air Force who had gone through the North African campaign as Commanding Officer of a group, with extremely high casualties. He had resigned his commission and come to Miami looking for work. He was a nephew of the Poet Laureate for South Africa, a close personal friend of the Prime Minister and a man of exceptional character and ability.

His name was Robert Preller and he was very sensitive to the politics of his country and the conduct of the war.

During the early summer Preller and I went to Augusta, Georgia, to pick up two DC3s.

He had never flown one, so I gave him a trip around the field and then he, alone in one plane and I, alone in the other, took them to Miami.

I had not realized how huge an empty DC3 is until that experience. We shortly thereafter took them to Central America...with suitable co-pilots!

I had a load of company people and COMAT, Preller was empty. Approaching San Jose, we encountered cumulus buildups, and since I had been there only once and then as a passenger, and with only a radio homing signal and a big mountain nearby, I returned to Managua for the night.

We got in to San Jose OK the next day. I did show my passengers the large active volcano which is in the lake near Managua; it was quite active that day.

When modification of these two planes was completed, I returned to San Jose to check out some pilots. This done, I flew one to Miami.

Here, on a later test hop, I was tempted to be bold by feathering one engine, then feathering the other as I unfeathered the first.

Luck was with me...and I did not feather the second, fortunately, as the first would not unfeather! Later we found a wrong assembly and neither prop would unfeather. These were corrected and the plane put into service.

It was about this time I was called to New York for a meeting.

I had my secretary make a reservation on EAL. Arriving at the

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Miami airport, I was told they had an oversale and had set up a second section to New York and I would depart on it fifteen minutes early.

The next morning when I walked into the office at Rockefeller Center they reacted like they had seen a ghost .

Then they told me my flight had crashed and burned in the hills of Carolina and they thought I was on it.

Just not my time yet!

I kept trying to get Mr. Yerex out of our hair.

With John Lockhart as Executive Vice President in New York, Charlie Gallo Vice President in Central America and Dan Phillips as Vice President in Venezuela and Colombia, and Joe Bell in Rio, all three reporting to me, we had quite a TWA contingent.

Earlier, in a meeting in Washington, Mr. Frye had told me he would send Yerex on an around the world inspection trip, to get him out of our hair.

With this in mind, I had written Mr. Frye a multi-page letter, telling him about the situation building up regarding the equipment, and other things, and requested "relief" from Mr. Yerex' efforts.

However, by that time Mr. Frye and Mr. T. B. Wilson, Chairman of the Board of TWA, had become so involved with the international operation they could spend no time or money on the TACA operation.

Earlier, we had been given an ultimatum by the dictator of Nicaragua: "Get rid of the old Fords and give us modern planes or lose your operating rights in my country" and he could make it stick, so we were "busting" ourselves to get a plane ready for servicing a gold mine, which was very profitable.

In due time we had a DC3 ready for freight, so I went down to start the new service.

It was the Fourth of July, so during the night the "boys" wanted some fun with the Boss. They set off a firecracker under the house I was in, and the big bang, made with about a tin cup of black powder wrapped tightly in cornhusks, lifted the tub in the bathroom completely off the floor, broke the water lines, and brought the Boss out of bed, alarmed but unhurt.

The local Indians used the black powder in their religious services, but I could not connect this with any church affair!

The gold mine was located about 60 miles back in the mountains.

One of our recent hires was a former TACA pilot who had flown many trips to the mine, and was just out of the service where he had flown DC3s.

He and I had gone to the same one room school in the fourth grade in Kansas as boys. We learned that PanAm had sent a DC3 down to check it out and they circled once and left, to report that the field was "unusable with DC3 planes".

So Spillman and I, he as Captain, loaded 5,000 pounds of mill balls and blasting caps on our DC3 and took off.

The approach and landing was a bit hairy, for an airline pilot, but we got in OK and out with no sweat, so that problem was handled and PanAm was beaten off. We flew up over a large river with two hundred foot trees so thick it looked like grass from five thousand feet.

I was told that some years before a plane had gone down just three miles from an Indian camp and it took them five days to reach the plane and survivors.

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13

Back in Miami we got busy on the Rio operation.

I assigned a new plane to them and took their old one to TWA in New York for overhaul.

I knew the hangar chief at La Guardia and was sure they would do it right.

I was not disappointed a week later when it was finished.

We wanted to start a straight through service, since PanAm was flying only at daytime.

With Custudio as Captain, myself as co-pilot and a relief co-pilot, we took off, landing at the Dominican Republic, Trinidad, Georgetown (in British Guiana) and Belem.

We! arrived there at daybreak, tired but determined to go on, with stops at Caroline and Uberaba in Brazil, direct across the hump.

In Belem I was removed from the flight because Brazil would not permit a foreign crew member to fly the interior routes.

I enjoyed the stay, but each day I went to the authorities to get permission to fly.

One day I remarked that this was not a good way to treat a member of the U. S. Military, whereupon he asked what did I mean?

I had a letter from the War Department giving me, as a Captain in the Air Reserve, permission to depart the United States. This caused him to apologize and grant permission, so I went on to Rio. I spent the next month or so in Rio and Sao Paulo, working in the mornings and enjoying myself in the afternoon. John Lockhart came down and we were walking down a crowded and busy street one day when we heard a radio blast out news that Roosevelt had died. John i mmediately said to me, "Now the TWA shops and offices will stay in KC." While in Belem, I had accomplished one of my objectives.

Our communication with Rio from Miami was on a twice a day sched ule, with CW Radio, and the 4 PM contacts were often missed. I discovered that during this time of day the street railway system in Belem became very overcrowded, and the street cars were drag ging so much current the voltage was reduced to the middle seventies. and the relays would not trip. This was changed to a later time and the problem went away.

During this time Charlie Gallo was showing good results in Central America.

Politics were not too troublesome there, but in Dan Phillips sector of Venezuela and Colombia things were getting hot.

Mr. Yerex had visited them again!

We certainly could not keep up with his promises. The purchasing agent worked out of Mr. Yerex' office and he was buying the wrong accessories. We had Wright engines and he was getting P&W items!

His bargain priced items were causing a lot of trouble, such as Canadian seats for the DC3s, which were so fragile a strong man could bend the members.

We could not use them.

I remonstrated with the New York office but to no avail. We finally got a DC3 for Venezuela out of San Jose and I determined to get it down to Phillips immediately.

With an overload of COMAT and a mechanic as co-pilot, we took off.

With a stop at Trujillo Airport in the Dominican Republic we planned only one stop to Caracas, but we encountered bad weather in the Windward Passage, and while following the coast line at two hundred feet, I lost all visibility in hard rain.

I reversed course, climbed to 12,000 feet and returned to Guantanamo, all the time keying the radio CW with the message "YS-23 RTNG to GTN".

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With the key located over the left hand sliding window and flying in heavy rain, I was glad for my years experience in DC3s. The next day, with a good forecast, we tried again.

Unable to land at Trujillo because of heavy rain and flooded field, we we nt on toward Caracas, but for three hours we were in heavy rains, unknown winds, and no radio.

Fortunately our dead reckoning course was good and we broke out not too far from Curacao. We had a good look at that and elected to go on.

We had fuel enough to go to Trinidad if necessary, we thought. A huge thunderstorm lay on our route extending south, so we went around the north end, knowing the winds were wrong.

They were, and after dark with no more than twenty minutes fuel, we saw the lights of LaGuira Airport, which served Caracas.

Dan Phillips had almost given us up for lost, so we celebrated appropriately.

I l earned later that a tropical disturbance had developed and all Navy and other flights had been cancelled throughout that whole area during the day of our flight.

I was very unhappy at the Navy Metro Department. I guess they thought we knew what we were doing!

I spent a week in Caracas, covered the routes and tried to find a good solution to the problems.

I did get the best French onion soup I ever tasted, far better than I even found in Paris!

Our pilot requirements had been met by hiring from our list of applicants.

One of these was Charlie Peoples, who had been let go

by UAL because he was a "seat of the pants" pilot.

I had flown several trips with him as his co-pilot in 1933 and knew his limitations, but hired him and sent him down to Colombia.

He was quali fied on the DC3, so when we got one there he was flying it.

He was involved in an overshoot accident, without injuries, fortunatel y, so I sent Bob Preller down to investigate.

He encountered so much trouble with the authorities there he returned without more than a surface report.

Charlie left for parts unknown, and no more was heard of the accident.

During these weeks Mr. Yerex continued to play his own game, and I spent much time and effort rebuilding our fences.

I finally asked him to stop in Miami for a meeting, to get things coordinated.

When he fianlly arrived and we had our meeting, he was very abrasive until I called my secretary in and asked her to keep full notes of our discussion.

His attitude then changed but he demanded my resignation.

I refused, since that was a matter for TWA to decide. After he departed, with nothing resolved, I phoned Mr . Ben Pepper, President of the Penroad Corporation of Philadelphia, and a large stockholder, and asked if he could stop by the next time down. He came, we had our meeting, but could resolve nothing.

There was very little we could do to counter Mr. Yerex' activities.

During the fall months, with war winding down but our funds very tight, we continued our present services, just trying to make them more dependable, looking to the future. Our stock went up about 500% and all looked very good.

But there were problems under the surface, so I called a meeting of Gallo, Phillips, and Bell in TARPA TALES

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Miami.

Mr. Yerex later referred to us as "The TWA sabotage committee", since we did not agree with his plans, and I so advised There was little we could do and I determined to return to him.

TWA as soon as possible. Mr. Collings asked us to remain for the present, until Mr. Yerex could find replacements for John Lockhart and myself.

I heard via the grapevine that he had hired a UAL Captain, Nelson, to replace me, and General Tom Hardin to replace This was soon confirmed, so when Dan Phillips came John Lockhart. to Miami we went on to New York to see if we could be helpful in But after cooling our heels in General Hardin's the transition. outer office (Lockhart was on sick leave with the shingles), for thirty minutes, we were admitted only to be told, "Thanks for coming to see me, but we have our plans firmed up now.

Please leave your notes with my secretary".

Over coffee and pie in the skating rink area adjacent to the Rockefeller Center, we guessed how long the new management would l ast.

I guessed one year and Dan six months. They lasted nine months and went through six million dollars of new financing during that time.

Dan and I returned to Miami and prepared to return to TWA. Charlie planned on remaining, since he had severed his connection with TWA prior to that time.

During the winter months, TWA sold its' interest in TACA to the Waterman Steamship Lines, and they closed up or sold it all, except a service from New Orleans, their new home base, to Central They had closed up everything in Miami and stopped serAmerica.

A year or so later, they vice to Venezuela, Colombia, and Brazil.

Paul had returnhired Paul Richter as General Operations Manager. ed to TFJA from the military to find no position open for him, and he was not happy with the job offered to him. After disposing of TACA, the TWA management turned its efforts to building up an international service, and expanding the domestic service, with a program of feeder lines. We had a group of high priced experts in the upstairs office who had very grand (and expensive) plans for our future.

Upon my return to TWA, John Collings asked me to take over the office of system Chief Pilot, since Bob Buck was leaving to join an all weather program.

During the year with TACA, things had changed very much in the Chief Pilots office with the adoption of line/staff mode of authority.

I was to find out how difficult it is to handle an office without the authority to enforce the rules. * * * * * * * * * * *

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THE TARPA

GRAPEVINE January 1982 Editor's note: Beginning with this issue, addresses will not be included with GRAPEVINE news unless they are not yet listed in the TARPA Directory. * * * * * * * * * * * * * PAUL McCARTY's stellar performance in providing us with a handy name and address membership directory deserves our fullest appreciation.

The book represents a big job of gathering, organizing and printing, and is a tribute to Paul's industrious and conscientious nature.

Each page of names reads like a trip back through the exciting years of our lives, as we are reminded of old friends we may not have seen for many years; some names recalling humorous stories about some of the legendary characters we have known, and others bringing back memorable flight experiences we may have shared somewhere, years ago.

Thanks to Paul for bringing us all together again in a modest but important little book. * * * * * * * * * * * * * At this point, two and one half years later, it seems appropriate to mention the contributions of ROY VAN ETTEN, whose initial efforts gave first life to TARPA. Roy has now seen his idea grow from a small first meeting in Scottsdale in June, 1979, to the present vigorous organization, as he envisioned it, and continuing forward in size and spirit with each passing year.

Take a bow, Roy. * * * * * * * * * * * * * O. R. OLSON 10210 Mission Rd. Overland Park, KS 66206 913-642-2778

A.T. HUMBLES, our very active TARPA Secretary, has been sending out TARPA applications in all directions and getting results.

We are now up to a membership roll of almost 700.

A. T. divides them as follows: Eastern, 224; Central, 137; Western, 319.

There are 471 regular members, 117 Associate members, 17 Honorary and 15 Eagles.

A. T. has also designated himself as correspondent to all members or wives who have experienced a re-

cent death in the family.

Being the compassionate southern gentleman that he is, A. T. is somehow able to put on paper and convey to these individuals what any of us would like to say at such times.

He has had many letters of appreciation from TARPA families for his good efforts. * * * * * * * * * * * * * L. J. SMITH writes to say that he regrets having missed recent TARPA events, but his Florida marina business and family illness have made traveling impossible.

Dauretta, his wife, has multiple sclerosis, paralyzing her from the waist down with serious effects also on the upper body.

L. J. would enjoy hearing from old friends.

He says he does sometimes see ROGER DON RAE and his wife, FRANCES, who live in nearby Lakeland. * * * * * * * * * * * * * ROBERT A. (BOB) McREYNOLDS sent A. T. a note to say that he is now living in Boulder, Colorado, but may move back east sometime in the future.

He has a daughter in Ashville and a son in the Air Force in Alaska.

Bob's wife passed away three years ago. * * * * * * * * * * * * * RICHARD (DICK) LEE writes to A. T. with the information that he and his wife spent this last summer in Boyfield, Colorado, but have returned to their winter home in Mesa, Arizona. * * * * * * * * * * * * * CY STEWART tells A. T. that they spend summers at their home on Lake Pend Oreille (Pond O'Ray) in northern Idaho, where there is "good fishing, beautiful mountain scenery, green timber and clean air".

In the winter they trailer down into Mexico and follow the fishing. * * * * * * * * * * * * * Further informaJACK MALONE passed away on November 21, 1981. tion is not available, but we do know that Jack was a surgical patient near his home in Ojai, California, early this year. * * * * * * * * * * * * * MELVIN J. WILLIAMS, 64, of Kansas City, died of a heart condition on September 27, 1981.

Anyone who ever flew a trip with "Mel" will agree that he was one of our most pleasant, cooperative and competent crew members.

His friendly smile and gentle manner will always be remembered.

In his spare time, Mel had been active for years in his church in Oakview Village and with the Kansas City area Boy Scouts.

He is survived by his wife, Faye, and three sons, Kim, Mark and Brad.

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FRED L. BRETCH, 62, another Kansas City Flight Engineer who was held in high regard, also answered the final call on October 27, 1981.

After a heart attack in 1964, Fred continued as a simulator instructor at the K. C. Flight Training Center until a respiratory problem forced him into full retirement in 1974.

Since leaving TWA, he had kept himself occupied with CB and ham radio operations.

He leaves his wife, Virginia; a son, Steven; and four daughters, Tammy, Shelley, Becky and Beverly. * * * * * * * * * * * * * D. W. (TOMMY) TOMLINSON, a TWA line and high altitude test pilot and a Captain, U. S. Naval Reserve, now 84 years young, was married again in Arizona in February this year, and then embarked on ( and completed!) and 11,000 mile honeymoon trip around the United States in his Mercedes. They are makin g their winter home in Yuma, Arizona. * * * * * * * * * * * * * ROBERT M. (BOB) LARSON has taken the time to bring us up to date on his activities.

Bob started retirement in 1966 on his ranch in northern California.

In 1968, he sold the ranch and moved to A divorce followed Sonoma, California, where he still lives.

Then, he Lontinues, there were and another marriage in 1970. several "Golden Years" of good health and an active life: extensive travel, African safaris, fishing in Montana with Burdick Stone, frequent trips with various saddle ;,tubs, and horseback riding over the beautiful trails near his place in the Sonoma Mountains.

In 1975, following a trip to Spain, Bob was diagnosed as having developed a very rare condition called Dermotomyositis, an incurable inflammation of the leg muscles.

Cortisone treatment kept it in check until 1980, when phlebitis began. Then in January of '81, he had a back operation for a pinched nerve affecting the right hip.

Following this, he had surgery for blocked arteries in both legs.

In May there was a left eye cataract operation.

At And there is still a cataract to consider in the right eye! that point Bob says, "Do you want to hear more?"

He concludes, philosophically, "We live a quiet life now, enjoy our friends in Sonoma, and take short motor trips to places like Do you realize that we live on Heaven Hill Reno for the MGM show.

Road in The Valley of the Moon? How on earth can you get any closer to heaven than that?"

Thanks, Bob, for telling it like it can be. * * * * * * * * * * * * *

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RUBY GARRETT has for sale his 1965 Cessna 180H, a flying machine that has been Ruby's pride and joy for several years.

The plane's equipment, as Ruby says, includes everything just short of R-Nav and radar: autopilot, altitude hold, transponder, ILS, DME (ground speed, time), etc., etc.

The engine is a 230 HP Continental with 900 hours.

If you have talked with Ruby lately, you know that this is the only 1 80 in existence with the "Wings with Springs" modification.

This installation allows the wing dihedral to change in flight, from near zero on the ground, to a wing tip elevation of as much as three feet in heavy gusts. He says the plane is a genuine cream puff.

Its' only previous owner was also an airline pilot. The asking price is #38,500.00.

Call Ruby at 501-745-2820.

(Clinton, Arkansas.) * * * * * * * * * * * * * JOE SCHIAVO, our Trust Fund connection, says that the first quarter 1982 B fund checks will decline about 12% from current monthly payouts.

Oh well, whatever goes up..... * * * * * * * * * * * * * EDDIE FRITTS, who retired many years ago, is in the oil drilling business in the Missouri-Kansas state line sector south from Kansas City, and is having considerable success.

At prices of $32.00 per barrel, he is finding property owners willing to take a chance on a little no-cost-to-owner prospecting.

If worthwhile oil or gas production results, the land owner's share is usually somewhere from 1/8 to 3/16 of the proceeds. If any of you Kansas and Missouri land owners have a large piece of land with potential - which Eddie will evaluate - he might agree to drill a well or two at this own expense.

Eddy is ready! * * * * * * * * * * * * * Unless your first name is RAY, FRED, FRANK, ALBERT or LLOYD, I'll bet you didn't know that the first TWA Boeing 307 Stratoliner Flight Engineer seniority list had these five names on it - the ONLY five!

Dunn, Pirk, Parent, Brick and Hubbard.

And we're proud to say that four of the five are TARPA members. Pirk left TWA and now lives in El Paso. ( From Parky's archives.) * * * * * * * * * * * * * The Wickenburg Round-up at the de los Cabelleros dude ranch.

Wickenburg, Arizona, on November 6, 7, and 8, 1981, came off like clockwork, managed, as usual, with remarkable efficiency by "PARKY" PARKINSON, and a very able Seniors Club committee composed of JERRY CONDON, CURT TWING, BILL CHAPPELL, RALPH TAGGART, JIM WULPI, RED McKENNEY, CHARLIE CONNER and RUSSELL DICK. A complete list of those who were registered at the de los Cabell eros ranch and the Wickenburg Inn - and those who drove in for the dinner or activities - is included with this report.

ApproxiTHE GRAPEVINE

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mately 160 guests were present for the Friday evening dinner.

About 120 of these were housed at the Cabelleros. Others came in from Sun City, Phoenix and other points. Dinner speaker on Friday night was RICHARD PEARSON, Vice President of Maintenance and Engineering, Kansas City.

About thirty wives were lodged and entertained from Friday morning until Sunday at the Wickenburg Inn. On Saturday, more than 40 golfers participated in the annual Round-Up tournament.

Low gross went to ROY FERGUSON (77).

Runners up were PAUL McNEW, GEORGE HUMMEL, LUM EDWARDS and W.E. Low net winners were GEORGE HUMMEL, HAROLD (BILL) TOWNSEND. AIKIN, LUM EDWARDS, BILL COOPER and TEX MANNING. Longest driver was ROY FERGUSON; closest-to-pin was KEN HIPPE. PAUL HUSACK held off BILL ASHCRAFT and ROY FERGUSON to win the HOMER MONROE won the trapshooting horseshoe pitching contest.

GEORGE LLOYD BERRY was best in the putting match. competition.

JOHNSON won the "Lazing Around" trophy, although he did have a very lively conversation with TED HEREFORD at the breakfast table. * * * * * * * * * * * * * Wickenburg, Arizona, Annual Round-Up, November 6, 7, and 8, 1981.

Reservations list and those who drove in for golf, dinner, etc, courtesy of "Parky"' Parkinson.

Harold Aikin Bill and Ruth Ashcraft Bob Bartlett Joe and Jean Bell Bill Brown Steve and Martha Bassford Bob Berle Lloyd Berry Hal and Helen Blackburn Glen Bras Jack Britain John Brock Virginia Buchanan Paul Burke Bill Chappell Earle and Ruth Collins Jerry Condon Charlie Conner Ralph Cook Frank Corwin Esther Cunningham Joe and Marcie Crede Joe Creswell THE GRAPEVINE

N. W. Cordell Jack Crump Winnie Dalton Ken and Mildred Davenport Jim and Eloise Derevere Paul Detweiler Herb Didlake Noriene Dowling Dean Dufur George Duvall J. W. "Chic" Dyer Art Eggiman Dale Ecton E. C. "Lum" Edwards E. W. Erickson Bob Faltermeier Hubert and Mary Farrell Jim Fennell Vendel Fetz Dan Foley James Fiero George Friedrich John Gaiser Page 5

Ruby and Beth Garrett Bill Geiger Clayton Graves Roy Ferguson Howard and Mary Hansen Don Hartman Don Hawley Don and Betty Heep Katie Helstrom L. L. "Jim" Heimer Ted Hereford Bill Herman Les Hesselgesser Ken and Nell Hippe George and Evelyn Hisgen Herb Hoehl Paul and Dorothy Houck Frank Howell Lloyd and Margaret Hubbard E. C. "Ray" Hughes George Hummel Kal Irwin George and Mary Lou Jewell George Johnson Darrel Johnson Al and Honor Jordan Battle Joyner Hal and Jean Kachner Jim Kagiliery Dan Kemnitz Dick Knowles Jack and Jean Koughan Jean Kugler Fred Kukal Hal Kurtz Bill Kushner Walter Kutsop Jack LeClaire, Sr. George Levering A. B. Lewelling Tom Leyland Bernie Lloyd Don Logan Buck and Genevieve Mailler Bob and Audra Manning Tex and Margo Manning Cleo Mattke W. H. May Bob and Helen McCormick C. W. "Red" McKenney Earl Miller THE GRAPEVINE

Ed and Louise Miller Jack Miller William and Dorothee Miller Paul and Elenore McNew Homer Monroe Bob Montgomery Fran Moran Max and Vada Murray John Myers Mert Nason George Nicholson Harold Newmann Arlie Nixon Jack Nuss Charles O'Bryon Irene O'Connor Orville Olson "Parky" Parkinson Charles Pulliam Ralph Pusey Chuck and Berti Query Neuman and Mickey Ramsey Paul Reinke R. M. "Bob" and Vera Reithner Herb Richardson Dave Richwine Boyd Robb Robbie Robinson Tom Sawyer Sam Severs Larry Shannon Jim Shaunty Charles R. Sharp Douglas E. Smith Stanton Jim Bob Stevens B. K. Stuessi Ida Staggers Ralph Taggart W. E. "Bill" Townsend Francis and Edith Trimble Dick and "Mike" Trischler Rudy Truesdale Curt and Helen Twing Larry Vandegrift Lee and Louise Vestal Busch Voigts R. W. "Bob" Voss Bill Waddell Ann Watts Jack Watts Page 6

Ross and Marjorie Weaver Larry Welch Charles and Ella White Rege Willwohl Charles and Viola Wolcheck

Al and Edna Wollenberg Chuck and Lois Woodling Jim Wulpi Floyd Yeager Herman Zierold

* * * * * * * * * * * * *

Clara Fleet sent a card with the following sentiment after Earl's funeral:

FRIENDSHIP IS A PRICELESS GIFT that cannot be bought or sold But its' value is far greater than a mountain made of gold For gold is cold and lifeless, It can neither see nor hear, And in the time of trouble it is powerless to cheer.

It has no ears to listen, no heart to understand.

It cannot bring you comfort or reach a helping hand So when you ask God for a GIFT, be thankful if He sends Not diamonds, pearls or riches, but the love of real true friends.

- Helen Steiner Rice

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A note from your secretary, A. T. Humbles, Please let me know as soon as possible of any change of address. I incur a lot of extra work because of this as the postoff ice , in most cases, will make no extra effort to deliver your mail unless it is addressed absolutely correct even when they are the ones who have changed your mailing address.

Also, the following page is an application. If you are already a member how about enlisting someone you might know into our organization? Some of these will be going to non-members so may I extend a most cordial invitation to you to join us.

T

he reunions are worth it alone as far

as I am concerned. I know I have really enjoyed getting together with my friends and acquaintances of some thirty odd years standing.

Just as soon as you learn of the demise of one of our members please call me so if it is in time I can send flowers or, at the very least, send a sympathy letter. At our last convention the members voted to designate spouses of deceased members of TARPA and they receive our mailings which many have indicated they enjoyed. I send them an Honorary card.

Yours.