1983.03.TARPA_TOPICS

PRESIDENT'S MESSAGE PILOTS FOUNDATION A REALITY CONVENTION NEWS RAPA NEWS CURRENT REFLECTIONS SWAN SONG - CAPTAIN D. B. KUHN

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA Editor. A. J. (Al) Clay, Jr.

MARCH 1983

Grapevine Editor. O. R. (OLE) Olson

Officers and Directors of the Association Lyle Spencer, President R. O. Derickson, First Vice Pres.

A. T. Humbles, Secretary Dean Phillips, Treasurer

Sam Crecy, Vice Pres. East W. F. Merrigan, Vice Pres. Central Lou Cook, Vice Pas. West Wallace Mazer , Director Ritchie Belghlie , Director

Larry Decelles, Director Howard Hansen, Director Roy Van Etten , Director Slim Pahl, Director

CONVENTION TIME NEARS There is not much time remaining to make your reservations for the TARPA Convention at the DUNES HOTEL in Las Vegas. Each convention has been better than the previous one, so plan on joining your friends for one of the year's great get-togethers.

Cover by Ed Betts.

PRESIDENT'S MESSAGE

Our 1983 Convention will be an important one because it appears we are now on the right track to gain tax exempt status for our organization. There will be several proposed changes to the By-Laws so it is important that you attend if possible. Some of these changes are mandated by IRS Regulations or tax law and some to clean up and clarify the language.

Some of these proposals are: Retain the immediate past President on the Executive Board.

I believe this change is a necessity to preserve continuity for TARPA. Delete Article II, Sec. 2.

We do not, as yet, have this status. (IRS) Revise the second sentence of Article V, Sec. 2.

This must be done to conform with tax law.

Delete the last sentence of Article V. Sec. 2.

This sentence has no explanation on how to apply it and it appears it would be a very cumbersome procedure.

Revise the wording of Article III, Sec. 4.

This would be to clarify the language and definitely provide a date for determining eligibility as an EAGLE. Raise the dues for 1984.

It now costs almost $2.00 per copy for each issue of TARPA TOPICS and the Directory. Our costs are rising substantially and the 1983 budget will run approximately $13000.00 so we don't have much of an operating cushion.

There will probably be other proposals prior to or during the Convention.

Detailed information on all proposals will be presented to you at the business meetings.

According to Article VIII, Sec. 1. any member may propose changes to the By-Laws. If you have any suggestions please send them to me.

See you in May. Sincerely yours, Lyle A. Spencer

CONVENTION PLANS COMPLETE

By Lye Bobzin The reservations have been coming in well, I think. By February 21 the Dunes had about 100 room reservations. For ten weeks ahead of the convention, I think this is good. There are a lot of the old timers reappearing, and some old timers are making their first appearance for '83. I've increased the room request.

There was an oversight on my part. Roy Van Etten desperately needs the names of the golfers who wish to play together, the handicaps (lies), and other information to set up the golf. He cannot do this at the last minute. Last year, some were disappointed who, at the last moment, couldn't be teamed with their buddies. SEND IN YOUP HANDICAPS AND ANY PREFERENCES FOR PARTNERS TO ROY - NOW! The Dunes, as to be expected, is cooperating fully and banquet checks will be placed on the hotel bill of those staying there. Non-hotel guests, myself included, will pay their banquet fee when checking in at the TARPA registration desk which will be in the TUDOR ROOM. TARPA activities will be held in the Dunes' new South Wing. The final cocktail party, which will be gratis, and the banquet will both be held in the impressive REGENCY ROOM. There will be no trek from one room to another for the cocktail party and banquet. The hospitality suite will be open at 10:00 AP for lounging, hangar flying, and general visiting.

The bar will be open when the business meetings are over.

Lyle and Dorothy Spencer will, with me, supervise the registration. Nancy Quinn will supervise the style show at Bullocks. Due to the number of style show conventioneers , it appears I'll have to set up another at the same time with another department store to handle the number.

ROY VAN ETTEN - GOLF

REG PLUMRIDGE - TENNIS

LOUISE VESTAL - BRIDGE

There are many who have filled in "Other" on the questionnaire, "Other" being convivial conversation, meeting old friends, bull sessions as of yore. I sincerely wish I could obtain the old coffee table from the lobby of the old Hilton in Albuquerque. I would love to set up the table with the old large divans, in order that our reminiscing could be done with our g feet on the Hilton table, as in the past - lon p ast.

I'm afraid Joe McCombs and I are going to have to shoot alone. Joe's the only one to check off Skeet. If necessary, I won't let Joe go without his Skeet.

All in all, I'm encouraged. I think it's going to be a good one, but to make it EXCEPTIONAL, PEOPLE MUST SHOW U P! * * * * * * * * * * * * *

TWA PILOTS FOUNDATION NOW A REALITY The first annual meeting of the TWA Pilots Foundation was held in Tucson on February 16, 1983 and on that date Harry Mokler, President of the Foundation, addressed the TWA REC. Here are some excerpts from Harry's statement: "Due to the support of TARPA and the TWA NEC, the Foundation is now in operation."

"Following my report to you in October '82, we delayed the kick-off of our activities because of the double IAM strike dates and the imminent furlough. Hardly a propitious time for struggling off the launch pad.

When these events were averted, a letter went out from TARPA to all its members, soliciting contributions and including an application for assistance. Shortly thereafter, a letter went out to all TWA ALPA members which included an IBM payroll deduction card."

"We tried to reach all of our retired members with the TARPA mailing.

TARPA now has over a thousand members, but still a couple of hundred retirees are not members. TWA refuses to give us an address listing and that obtained from ALPA RBI seems to be outdated".

"Obviously, those retired the longest are most likely to be in need of assistance and we also wish to learn the circumstances of surviving widows..."

"So far, the single contributions are coming in mostly from the retirees.

Also 160 payroll deductions have been received".

"I am continually asked to state a contribution amount desired. I can't.

We have received thousand dollar checks and ten dollar checks. Just do your best on a monthly basis. You'll never have a better opportunity to make a tax deductible contribution, to know where it is going, have control, and know that overhead cost is minimized". ************ the small society

by Brickmon

January 14, 1983

TO ALL TWA PILOTS Dear Fellow Pilots: Through the combined support of our retired pilots' organization, TARPA, and the TWA MEC , the TWA Pilots' Retirement Foundation, Inc. is now a reality. The IRS has granted tax-exempt status, and we now solicit your tax deductible contributions.

No one enjoys the job of soliciting money, but this is one of those unique opportunities to help those in need within our own TWA family of pilots. We have been unable to negotiate i mprovements for our old time, under-pensioned pilots or their survivors, so we must work on the basis of direct aid.

A small group has agreed to do the considerable work involved in operating the Foundation as a Board of Trustees, but without your suppport it will be meaningless. Not only your contributions are necessary, but also your efforts in locating those in need-pilots, flight engineers, or their survivors—and helping them to complete and forward an Application of Assistance. This is a comprehensive survey of all income sources and special needs which must be notarized and then will be screened and verified by the Board.

Your direct contributions and requests for Application forms may be sent to: Captain William Polk, Secretary Treasurer TWA Pilots' Retirement Foundation, Inc. 9800 S. Longwood Avenue Chicago, IL 60643 We are enclosing IBM cards to be sent to TWA Payroll for monthly payroll deductions. We are hoping that the Foundation will be part of your on-going charity program, and that every man will contribute whatever he can each month via the payroll deduction method. The Foundations are operating very successfully on Eastern, Pan Am and American, and certainly anything they can do, we can do better.

The Foundation is not affiliated with TWC and, when operations commence, will be completely autonomous. While continuing to solicit the support of TWA, the MEC and TARPA, the control will be in the hands of the members of the Foundation: All contributors are automatically members, and will be notified of the annual meetings and actions taken.

Please do not set this aside, Your donations will go to the sources intended and there will be no salaries and only minimum expenses.

Sincerely,

Harry R. Hoglander , Chairman TWA Master Executive Council

Harry Mokler, President TWA Pilots' Retirement Foundation

TWA SENIORS ALASKAN CRUISE

TWA SENIORS Tour Director, Lum Edwards, advises that the plans for the ALASKAN TOUR have been completed and offers the following: "In July of 1982, the TWA Seniors took an Alaskan Cruise on board the STATENDAM. The STATENDAM has since had a face lift and is back cruising the inside passage as the RHAPSODY. The ship has seriously been described as having far more room per passenger than most other cruise ships. It has closets big enough to hang up all of your clothes, private shower and/ or bath, telephone and individually controlled heating and air conditioning.

This year we have been offered 25 guaranteed outside cabins at $795.00 per person.

Sailing June 14th from Vancouver, the ship calls at KETCHIKAN, JUNEAU, cruises GLACIER BAY, then on to SITKA and back to VANCOUVER on June 21st. We will accept reservations on a first come, first served basis only with a check for the full amount accompanying your reservations request.

No singles!

Your TWA Seniors dues must be paid for 1983".

A reservation form is enclosed in the back of this issue. For further information, please contact Lum Edwards, 651 Trueno Avenue, Camarillo, California, 93010.

Also, please note that this cruise is separate from the RAPA cruise leaving Vancouver one week earlier on June 7th. ************** RAPA REPORT

By Dave Richwine INSURANCE We continue to receive inquiries about the RAPA Medicare Supplement Insurance, mainly how to apply for it. All requests for applications or additional information should be addressed to the broker: ALEXANDER AND ALEXANDER 7000 SW 97th Avenue P. O. Box 160249 Miami, Florida 33116 Phone: 305-279-7870 The plan administrator is Mr. Howard Wincele. However, if you should have any questions about the plan not covered in the brochures, etc., please contact Dave Richwine, our RAPA representative. For those who may have missed it, detailed information on our insurance options was contained in the October issue of TARPA TOPICS.

5

LEGISLATION In its frenzied effort to make financial ends meet, our government continues to come up with ways to penalize the retired sector with additional taxes. While objections on the part of some Congressmen and Senators are being made, the pressures of the moment pose a threat to all of us who are members of the retired community. Some of the things we are currently faced with are: 1.

Taxing of Social Security.

While the final decision has not yet been made, legislation now in progress would tax us on at least half of our Social Security benefits.

2.

The IRS efforts of last year to tax our fringe benefits, including our passes, has been put on hold by Congress for the balance of 1983 but, unless something specific is done soon, that agency will be free to "have at us" again in 1984.

3.

Congress has already passed the TAX EQUITY AND FISCAL RESPONSIBILITY ACT (TEFRA) which requires banks to withhold 10% of the payment of all interest or dividends due on our savings accounts and bank investments after June 30, 1983.

RAPA President, Jack Pitts, recently spent a week in Washington visiting the offices of a number of our congressional representatives and his report follows this report.

He also spent some time with the ALPA R & I Department and other ALPA facilities. Everywhere he went the answer was always the same to the question of "What can we do?" It is simply ......WRITE YOUR REPRESENTATIVES IN WASHINGTON! At the moment all members are urged to write both their Senators and Congressmen requesting the following: 1.

Vote against taxing Social Security benefits.

2.

Enact legislation which would prevent the IRS from arbitrarily taxing our fringe benefits.

3.

Request repeal of the TEFRA Act by supporting Bill S-222.

4.

Urge the ammendment of HR 4049 to include all widows, widowers and dependent children which would qualify them for deceased pilots benefits such as pass privileges.

5.

Protest disqualifying for tax deduction the following items: a. b. c. d.

State and local taxes Medical expenses Real estate tax Mortgage interest *************

6

Retired Airline Pilots Association 6600 S.W. 126th

STREET • MIAMI, FLORIDA 33756

(305) 665-4919

BULLETIN MARCH WASHINGTON ACTIVITIES Several days were spent in Washington working with various persons and groups on legislation of interest to all of our membershi p s.

First, we expect to have a bill sponsored to amend H.R.4 049 to include all widows, widowers, and dependent children. Considerable progress is already being made. More on this legislation later.

Second, meeting with different people on just what to expect in the way of new legislation on social security. It is still too early to know just what kind of a compromise that will be acceptable to both Congress and the President.

Many of our retirement and disability benefit plans are designed so that plan benefits plus social security benefits produce a desired level of wage replace-ment. Any change in social security benefits affects these plans. The National Commission for Social Security Reform's recommendations affecting these plans are discussed below.

TAXATION OF BENEFITS: Social security benefits are not taxable income. The Commission recommends that 50% of social security benefits for retirement, death, or disability be included in taxable income.

The recommended taxation of social security benefits would reduce the amount of wages replaced by the plan benefits plus social security benefits.

COST OF LIVING ADJUSTMENT: Social security benefits are adjusted for changes in the consumer price index regardless of the amount in the social security trust funds. The commission recommends that social security benefits be adjusted for the lower of (a) the increase in the consumer price index or (b) the increase in the average national wage, when the Old Age, Survivor and Disability Income funds at the beginning of any year are less than 20% of that year's estimated social security benefit payments. When funds exceed 32% of estimated benefits, the excess would be used to provide a supplemental adjustment.

Adjustments in social security benefits begin in the first year of eligibility (i.e., attainment of age 62, death or disability). Since the adjustment might not increase as rapidly as previously assumed, the cost for employers whose retirement plans are offset by social security benefits could increase.

CONCLUSION: These are the two recommendations that affect most of our members.

Congressional hearings are in progress NOW. RAPA will be making presentations to these committees. YOU are the only person that can make your views known to your Congressman and two Senators. It is imperative that you get word out to your membership ASAP. They should write letters immediately! Time is short! Congress hopes that the Easter Bunny will present a final bill to the President for his Easter present.

7

RAPA ALASKAN CRUISE Due to a communications mix-up, we were unable to get the details of the RAPA Alaskan cruise mentioned in the January issue of TARPA TOPICS to you in time to meet the sign-up deadline, which was last November 30th. The cruise is for seven days and is scheduled to leave Vancouver on June 7th.

The cost is $795.00 per person. RAPA President, Jack Pitts, advises that reservations are being filled rapidly. However, they may be able to get additional space. Those still interested may contact Jack direct. His address is 6600 SW 126th Street, Miami, Florida 33156.

Telephone: 305-665-4919. This cruise is in addition to the one being sponsored by the TWA Seniors and handled by Lum Edwards. * * * * * * * * * * * * *

Photo courtesy Bob Gwyn STRATOLINER PARKING AT LGA Is that Bob Gwyn giving the Hand Signals? *************

8

AMY OPPEDISANO HINTON

HINJOM

TWA'S ANSWER TO THE MIRACLE WORKER

By Andy McCarthy Amy Oppedisano Hinton, the wife of retired Captain George Hinton, is employed by TWA as a Passenger Relations Representative at Boston. Amy is most compassionate to bewildered and irate passengers, and has converted many of the more bellicose travelers into becoming lifelong rooters for TWA. Amy, in addition to her duties with TWA, very capably leads an organization that she founded, the Volunteers for the Mentally Retarded. The policy of the VMRA is to assist, both financially and personally, those less fortunate adults in Activity Centers, Sheltered Workshops, and Community Residences within the greater Boston area. Amy raises the funds for the continued needs of the VMRA through dances, fashion shows, and other various activities. The need for volunteers is met by seeking out those individuals whose aims of compassion are similar to Amy's.

During the fall meeting of the old Council 41, Harry Mokler was awarded a silver tray and a purse of $900.00. Harry and Fran very generously donated the entire amount to their favorite charity, the VMRA. The total fund that Amy had to work with was $15,000.00, so Harry's donation was very important to the continued success of the VMRA. George Hinton is continuing his long career as a Flight Engineer, and Amy continues to serve as a Passenger Relations Representative. The Hintons are very fine people who are dedicated to those less fortunate by being most generous of their time and talent. They are truly fulfilled.

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

The Small Society

By Brickman

1982 "B" PLAN PERFORMANCE FIGURES

By Roy Van Etten

At the end of 1981, there were _,123,033.725 units outstanding. In the past year the fund has appreciated about $107,767,295.00. Therefore each unit outstanding has appreciated approximately $50.761 and your equity in the plan has increased according to the number of units you have to your credit. The following table should give you some idea of the amount of increase.

UNITS 300 - 350 - 400 - 450 - 500 - -

DOLLARS - - $15,228.30 - - $17,766.35 - - -$20,304.40 - $22,842.45 - - $25,380.50

UNITS 550 600 650 700 750

DOLLARS -

-

-

-

$27,918.55 $30,456.60 $32,994.65 $35,532.70 $38,070.75

The value of the "B" Plan unit of interest at the close of 1982 reached an all time high of $28.315 and if we can sustain the present bull market until the end of March we will have a new record valuation for the July 1st payment. As you have been previously informed the April 1st check amounted to a 18.928% increase over the January 1st payment.

I attended the February meeting of the TWA MEC and gave a report on the day to day problems that we have encountered with the administration of our retirement accounts. This included income tax withholding, late payment of funds, etc. Equitable seems to do a much better job than Boston Safe Deposit and I recommended to the MEC that they take appropriate action to secure a new Master Trustee for the "B" Plan.

The MEC overhauled their committee structure and reunited the Retirement and Insurance Committees. W. A. Murphey, III (better known as Pat) is the new Chairman.

Pat has done extensive ALPA work in a multitude of areas and will bring his experience and abilities to bear on Retirement and Insurance problems.

Pat is the son of a former Master Chairman (W. A. "Bill" Murphey) and, obviously, cut his teeth on union activities.

R. J. Flannery and W. H. Proctor are still the ALPA members of our Investment Committee and they will now be able to devote their full time to this important function.

All in all, these changes should work to the advantage of all TWA pilots active and retired alike.

************* HELLER'S LAW:

The first myth of management is that it exists.

JOHNSON's COROLLARY: Nobody really knows what is going on anywhere within the organization.

CURRENT REFLECTIONS

By Bill Dixon

Last month, talking about a TWA Getaway tour on the Nile River, a printing error indicated it was 120 at Luxor in late April. It should have read 1200more ! the reasonable 102 0 . No retiree could stand While on the subject, another delightful and reasonable place for TWAers is Cascais, Portugal, a fishing village in the Estoril resort area outside We visited there for four days in late October, 1982, and stayed Lisbon. at the Estoril-Sol, a large beach-front hotel within easy walking distance of the train station and Cascais' shops and restaurants.

Frequent commuter service is available to Lisbon, about 18 miles away, on the electric train. The restaurants are superb and the weather in the spring and fall is just right. Even mid-winter wouldn't be too bad. The Estoril-Sol gave us a 50% discount and we enjoyed a large room overlooking the sea and it cost approximately $35.00. I could hardly believe it.

Call or write Molina Enterprises, agent for the hotel, at 501 Fifth Avenue, Suite 1214, New York 10017; phone 212-867-3123, if interested.

We took a taxi from Lisbon airport, cost about $15.00 with tip, direct to the hotel. We rented a car at the hotel for one day and toured the Coach Museum and Naval Museum in Belem, some ten miles distance, and found them fascinating. On the way back to the hotel, we stopped at the huge Casino in Estoril and tried out the slot machines. They pay poorly! Other places of great interest abound in the area of Cascais, such as Sintra and Pena Palace. Within a ten minute walk of the hotel are two of the finest seafood restaurants you could ever wish for, Visconde Da Luz and Joao Padeiro. * * * * * * * * * * * * * A new breed of flight engineer appeared on the TWA scene several years ago.

He is a creature of the law that banned forced retirements at age 60 with certain exceptions, airline pilot being one (because of the FAA rule).

But this law did include flight engineers, thus making it possible for them to continue flying to age 70. Unions and companies are prohibited from making or enforcing working agreements to the contrary.

Almost uniquely on TWA, because of the wording of the pilots working agreement, the door was opened for captains who were so inclined to bid flight engineer vacancies prior to the age 60 retirement date. Many did just that and some 40 veteran captains are flying the line now as flight engineers. A number of professional flight engineers also elected to remain after age 60.

All this did not happen without controversy. The repercussions were bitter and widespread, not the least because of a shrinking airline. With flight engineers being furloughed off the bottom, many flight crew members were incensed at O lots and fligh t engineers clinging to their seats after what had been considered normal retirement date. The principal anger and frustration was directed at the captains, who after years of ALPA effort to lower retirement options, were electing to remain at the expense of

furloughees.

On the other hand, may flight engineers and pilots always had sought to fly past 60 and felt that mandatory retirement at that age was grossly unfair. They welcomed the new ball game and many captains probably shifted to the F/E seat in anticipation of the pilot rule being changed; i.e., captain life extended beyond age 60. Others frankly were concerned by the effect inflation was having on the fixed retirement income of retired crew members. After all, TWA has no program whatsoever, nor does ALPA, to adjust pilot retirement pay for inflation. In the final analysis, those choosing to stay on undoubtedly felt that seniority was properly served and that they were clearly within their legal and moral rights.

All concerned, including the over 60 group, confess this is probably the most divisive conflict ever faced by the cockpit crews. The agreement to again retain nearly 200 flight engineers who were scheduled for furlough by pay and hour reductions, has eased the situation but the hard feelings and turmoil are far from gone.

It is hard for us who were not exposed to the opportunity to go from captain to flight engineer, to declare what we would have done. Here is what one captain, who is going on three years as a flight engineer, had to say: "I had some trouble at first remembering that I was not in command. I had a tendency to answer questions from fli g ht attendants and station personnel that should have been referred to the captain. After being corrected a couple of times, I soon adjusted to my position, relaxed and came to enjoy my new job.

"I am particularly good at backing up the two pilots and am busy the entire trip. The captain makes the big decisions and I feel no resentment or pressure from any source. I'm also getting to know the mechanics better than I ever did and keenly appreciate their problems."

For these captains, the four stripes have been replaced by two and they will retire as a flight engineer when that final day arrives for them.

Should they have gracefully left the cockpit at 60, as most captains still do? The answer to that, if there is one, depends a lot on where one sits on the seniority list.

- 12 -

The Kansas City Star, Sunday, January 2, 1983

Page 3G

Planning ahead for retirement can cut stress, boost productivity

By Louise Cook Associated Press writer

ncertainty about the future of Social Security is prompting new interest in retirement planning by companies and individuals.

"Preparation makes sense— not only because of inflation, but also because of all the tremors you get about Social Security," said Al Peterson, a spokesman for Action for Independent Maturity.

AIM is a division of the American Association of Retired Persons and provides counseling and advice on making the most of life after work. Mr. Peterson said some 3,000 businesses, colleges and other organizations are now using AIM materials to help employees look ahead.

"There is a growth in the awareness of employers," Mr. Peterson said. More and more firms see retirement planning not only as part of their social responsibility, but also as a way to improve productivity among existing workers by reducing worries about the future.

Companies that specialize in providing retirement advice tell the same story Mr. Peterson does.

"Not only has there been an upsurge of interest in this topic, but there is a good deal of action in providing assistance to the employee approaching retirement," said R. George Martorana, senior vice president of Retirement Advisors in New York City.

Speaking at the annual conference of the International

U

Foundation of Employee Benefit Plans, a non-profit educational group, Mr. Martorana said the increase in the American lifespan has made planning more important.

"Retirement is actually a recent phenomenon in our history," he said. "In the past, workers worked until they died or became disabled, but now a retiree can look ahead to 15 or more years of remaining life."

How soon should planning begin? "The earlier the better," Mr. Peterson said, adding that it is a good idea to start thinking about retirement 10 years before you leave your job.

There are two things you'll need for a successful retirement: enough money to make on and something to occupy your time.

Mr. Peterson said money seems to be the biggest concern for most people today. "Another one is the use of time." He said people about to retire frequently have mixed feelings about their approaching leisure and the problem is particularly severe among professionals whose makes are wrapped up in their jobs.

"Plan ahead of time how you plan to commit your time in a meaningful way . . . that gives you a challenge," Mr. Peterson said. Volunteer work, counseling in your specialty or a parttime job can make the difference between a full life and a boring one.

It is difficult to figure out exactly how much money you will need. Mr. Peterson said a "ballpark figure" is 70 percent of

pre-retirement income to maintain the same standard of making; after retirement.

Some expenses, like clothing, transportation and lunches, will probably go down. Others, including medical care, may go , . up. If you retire when you reach 65, your tax bracket will go. down because you will be entitled to an extra exemption. Part of your retirement income also may be tax free, meaning that even if you have fewer dollars coming in, they will go further because you will get to keep more of than.

Make a list of your current expenditures and estimate how retirement will affect each of. them. Then look at the income you can expect: Social Security, private pension payments. earnings from part-time work, benefits from an Individual Retirement Account, investment income, etc. Compare the totals.

It is essential to take inflation into account. This year's increase in the Consumer Price Index is expected to be 5 percent or less. But Mr. Peterson said you should use a figure of 7 percent a year to be safe. "If you think you can live on $15,000 now, in 10 years you'll need almost double," he added.

An AIM guide, Planning Your Retirement, covers topics including money, housing and leisure time. There is a $1 charge for handling and postage. To get a copy, write: AIM-Planning, P.O. Box 19269-A, Washington, D.C., 20036 .

EDITOR'S NOTES

It was surely gratifying to get the news from Harry mokler that the TWA Pilots Foundation is fully established. Let's hope for good participation.

From reading Harry's report, it looks like we are off to a good start. * * * * * * * * * * * * * A. T. Humbles thought it would be a good idea to copy something from US AIR retired pilot's newsletter and ask you to tell us for TARPA membership records where you went on your first flight, with whom and what you remember about it. Also your most unusual, interesting or exciting flight.

Use the tear-off in this issue to help complete our Secretary's files.

We may be asking for permission to use some of your experiences in TARPA TOPICS. * * * * * * * * * * * * * Last issue we failed to thank Fred Pastorious for the use BAD MANNERS! of his photograph of the Maddux Wings. We also forgot to thank Mrs. Harland Hull for the picture of the 1939 Kansas City QBs. Better late than never, so thank you both. * * * * * * * * * * * * * Regarding the QB picture, Leonard Hylton writes: "In the QB photo in Kansas City in 1939, the man on the back row between Larry Fritz and Harland Hull is Lee Bishop. He was formerly with Braniff, later Hanford, Mid Continent Airlines, then C.A.A. He passed away several years ago" . * * * * * * * * * * * * * It would make Dean Phillips life easier if those who have neglected to pay their dues for '83 would do so. Let's clean the slate. So you won't have to look it up in the directory, here's Deans address: Captain Dean Phillips 7218 Onda Circle, Tucson, Arizona 35715 * ************ Next month, courtesy of Bob Gwyn, we'll have a picture of a most unusual airplane for you puzzle buffs. * * * * * * * * * * * * * The cover story last issue misspelled "Toots" Kasper's name. Sorry! * * * * * * * * * * * * * Hope to see you all in Las Vegas.

EDITORS NOTE

TARPA TALES is your hangar flying section of this publication. It is designed to give every member a chance to share his flyin g experiences with his brother pilots. So far we have had to badly over-work the handful of members who have been willing to contribute in order to keep this section alive. If it is to continue, we must have more input from more members, so get your favorite story or incidents together now.

They do not have to be a masterpiece of articulation or book length to be interesting to others. Just give them to us in your own style.

A good place to start would be in the space provided on the membership information request form at the back of this issue. How about it?

AJC

TARPA TALES

Page 1

THE SPOILS CONFERENCE

By Ed Betts All photographs courtesy of the author Walter Folger Brown, the Postmaster General during the Hoover administration, made some decisions that were to have far-reaching and lasting effects upon the formation of the nation's major airlines, including the destiny of TWA. This was in early 1930, before regulation (in 1938) of interstate air traffic by the government. The Congress was, however, trying to encourage air travel by establishing a network of financially strong airlines throughout the USA that would carry both mail and passengers. A lucrative mail contract was the lure as passengers only had generally proven unprofitable.

The Post Office had already established one coast-to-coast mail route between NYC and SFO via CHI, CYE, SLC, etc., which had been turned over to private operators (Boeing-United).

It was their intention to establish two new routes; a central from NYC to LAX and a southern route through Texas.

Brown had made it clear that the proposed contracts would go to one airline, rather than a series of interline connections, to get the mail across the country.

Thus began a series of conferences with some of the leading airline executives.

They were invited by the Postmaster; the uninvited termed it the "Spoils Conferences".

The result was that Brown dictated the formation of a new airline to bid on the central route, formed by a merger between West ern Air Express (WAE), Transcontinental Air Transport-Maddux (TAT) and Pittsburgh Aviation Industries Corporation (PAIC). None of the parties wanted a merger as they each hoped for all, or part of, the contract as their own. It was termed a "shotgun wedding". They also had to agree to Brown's terms of the merger and negotiate between themselves for a final settlement.

PAIC, the parent corporation for seven aviation-oriented subsidiary companies (flying and maintenance schools, charter, survey, aircraft manufacture, etc.) would own 5% of the new company. Consideration had been given for their "pioneering rights" in the state of Pennsylvania. Although not an operating airline at the time, Richard W. Robbins was the president of the airline company for PAIC. Their contribution as equity or "ante" for 25,000 shares of stock in the new company was their ground facilities at Harrisburg and one half ownership (valued at $500,000) in the PittsburghButler Airport (about 16 miles north of town). George R. Hann, the corporation president and one of the founders of PAIC, and Robbins represented them in future negotiations.

TAT had been formed in 1928 and bega n their "48 hour Coast to Coast" schedule in July of 1929. Their flight schedules were primarily between CMH to Waynoka and Clovis to LAX. Maddux had started out in late 1927 with schedules from LAX to San Diego, Tijuana and later to SFO. TAT and Maddux had merged in 1929 with Jack Maddux as president, and Daniel M. Shaeffer (of the Penn Railroad) as chairman of the Board. Shaeffer represented TAT-M in future negotiations.

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TAT ' S FIRST AIRPLANE - A STEARMAN

For 47 1/2% ownership (237,500 shares) in the new company, TAT-M was to "ante" all of their tangible assets that included airports owned or leased, ground and air equipment, airways facilities (li g hts, radios, etc.), office equipment, hangars and terminals, improvement costs, etc.

WAE had been organized to bid on one of the first mail contracts advertised by the Post Office, between LAX and SLC, and began operations in 1926.

WAE had expanded into passenger operations (LAX to SFO), other mail contracts, and purchased a number of other airlines. In 1930, WAE had purchased Jack Frye's Aero Corporation of California and its subsidiary, Standard Airlines.

Standard AL had started out in late 1927 with a passenger service from LAX to PHX-TUC, and later to Texas. WAE had also entered the coast-to-coast (with train connections) market in June of 1929 with flights from LAX to MKC , in direct competition with TAT. According to Brown's terms, WAE was to keep their original LAX-SLC mail contract, trade or sell their southern route to Texas, and "ante" what they chose for 47 /2 % ownership in the new company (237,500 shares), or make up the difference in cash. WAE's president, Harris M. "Pop " Hanshue, represented them for future negotiations.

Transcontinental and Western Air (T&WA) was formed, on paper, in July of 1930, with Hanshue the president. Although not the lowest bidder, Brown

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saw to it that TWA was awarded the contract for CAM#34 from NYC to LAX via PHL, HAR, PIT, CMH , IND, STL, MKC, ICT, AMA, ABQ and INW . For good measure, a spur route was added from STL to AMA via Springfield, TUL and OKC. Al though numerous other stations and routes were added (or subtracted), such as SFO, CHI, DAY, etc., this was to be T.W.A.'s basic route structure for many years.

The negotiations between Shaeffer and Hanshue, with Hann and Robbins the neutral, began right away and were to continue for several years. It was mutually agreed, in order to establish a current value, that aircraft would be depreciated from the original costs to a zero book value after two years of service.

Engines would be fully depreciated after 1,500 hours of use.

Land, buildings and improvements would be listed at original costs.

On August 8, 1930, the first itemized list with original costs and depreciated values was circulated among the parties. Everything, including the proverbial "kitchen sink", had been inventoried that was part of the "ante" and destined for TWA....office gear, parachutes, radios, land and improvements, flight and ground equ ipment, etc.

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Included were ten Fords and one Stearman biplane formerly used by Maddux.

They were "old", one purchase dating back to November 1927, and the total purchase price had dropped from the original $433,081 to a current $68,350.

A combination of 43 "Wasp" and Wright engines had dropped from $222,329 to $63,604. TAT's eleven Fords and two Stearmans were newer, most had been purchased in June of 1929, and had depreciated from a net $510,576 to $183,035. Their fifty one "Wasp" engines had depreciated from $318,416 to $56,094. Not included were two Curtiss "Condors". Hanshue would have no part of them flying the high mountains out west, unless a tunnel was carved through the Sandia Mountain range.

Among WAE's other assets (not included in the merger) was control of the Fokker Aviation Company of America, of which Hanshue was the president. In 1930, the Congress had changed the method of payments for carrying the mail; in order to stimulate the airline ' s growth and larger planes, mail pay was based on 'space available'. WAE had the answer, a giant four-engine thirty two passenger aircraft (the F-32) that was introduced in March of that year. The two F-32's (original price $72,155 each, value at the time of merger $54,364), along with eight three-engine F-10s and three single engine F-14s were part of WAE's "ante". The total fleet value had depreciated from $568,089 to $189,065; a combination of fifty seven "Wasp" and "Hornet" engines from $390,607 to $110,737.

WAE listed all improvement costs (grading, oiling, fences, drainage, hangars and terminals, office gear, parachutes, etc.) for land leased east of LAX; Kingman, Seligman, Flagstaff, Holbrook, etc.) a $833,116 total.

They also included the entire costs their new Alhambra airport, terminal and "Hex Hangar" at $1,076,966.45. The only other airfield that they owned was at Miller's (near Victorville), used as an alternate when the LAX area was weathered in. Passengers and mail took a bus. There were no airport i mprovements, just a strip in the desert worth $12,068.94.

THE"HEX" HANGAR AT ALHAMBRA

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For the next fifteen years, TWA carried in its books (and occasional annual stockholders report) under the heading "other property-not used in operations" such holdings as the PIT-Butler Airport, Alhambra, Waynoka and Miller's Field....all at the values as quoted in 1930. Alhambra was finally sold in 1945 for $350,000, the PIT-Butler for $200,000.

Before T&WA could take to the air, there was a lot of work to be done.

Since nobody had done any flying east of Columbus, the entire route to EWR (serving NYC) had to be surveyed. Lindbergh, John Collings, Ted Weaver and Bob LeRoy made the survey. There were no radio facilities or lights for navigation, just a few open spaces in the mountains where an emergency landing could be made. Contracts were made with local farmers and ranchers not to sue in case of an unscheduled stop.

Flight and ground crews had to be relocated. Although there were a few exceptions, the WAE pilots and ground crews would operate the flights west of MKC using the Fokker equipment (although the F-14s did get east), and the former TAT-M crews to the east, using the Fords. The new assignments were on a "take it or leave it" basis as dictated by the company. Some of the "junior" copilots, such as Bill Campbell and Les Munger quit rather than buck the WAE "seniority". They joined NA later. Cliff Abbott and Joe Bartles had once quit TAT when it was announced that all copilots were to be replaced by "mates" (mechanics) as a cost saving measure. They were re-hired, without loss of seniority, and checked out as captains.

The new T&WA was divided into a western and eastern region, and the regions into divisions. These were headed by Paul Richter, Larry Fritz, "Steve" Welsh, John Collings, "Lew" Goss, "Pat" Gallup (on the spur route, later to the east) and "A.D." Smith (on the eastern division; in 1931 formed the mountain division, based at ABQ). The division superintendents (or chief pilots) dictated the assignments for scheduling, checking out as captain (establishing pilot seniority), safety, grievances, etc . Jack Frye, the VP of Operations, had the final say.

The Post Office had hoped to inaugurate the two new mail routes simultaneously, but TWA wasn't ready. The southern route (now American AL) got started on October 15, 1930, TWA on the 25th. TWA's new all-air schedule was 36 hours coast-to-coast, including a 12 hour overnight stop at either MKC or TUL. TWA placed orders for fast single-engine planes that would get the mail across the country in 24 hours or less.

The merger of WAE and TAT was anything but harmonious. The Board of Directors could seldom agree on important issues, their votes were evenly split, and often the 5% vote by PAIC would settle an argument. Nothing could be settled so far as a choice of new passenger equipment: Ford, Fokker and Curtiss all had an interest. For a while there were two hangars at MKC; one for the Fords and manned by former TAT personnel, and one for the Fokkers with WAE personnel....there was no love between the two groups.

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In 1932 a new overhaul base was completed at MKC and the "home office" was moved there from NYC. Hanshue quit as TWA president and returned to his first love, WAE and their original operation from LAX to SLC. The battle among the TWA Board of Directors raged over selecting a successor until Ernest Breech (representing the GM interests) suggested Richard Robbins.

He was unanimously elected....the 5% ownership by PAIC was now in charge!

Robbins faced many serious problems. Employee moral was low (two pay cuts in one year), the Board of Directors were still divided with their votes, and the company was losing money at the rate of $200,000 a month. The mail contract was profitable and passenger loads were increasing (the nations airlines had a 400% increase the first year of operation), but so were the costs.

The two F-32s had been grounded in June, too costly to operate. The F-14s had been converted to cargo. A fatal accident of an F-10 in March, with Knute Rockne aboard, brought about the eventual voluntary grounding of the fleet...an expensive, and impractical, inspection of the plane's inner plywood structure had been mandated by the CAA. Some of the pilots felt a bit of relief as the F-10 had a reputation for "shingling"; sections of the plywood panel would fly away at high speed. TWA had already lost two F-10s in January of that year in non-fatal accidents; one while landing at Hesperia, California during a violent downdraft or windshear and the other when one gear collapsed after landing at Glendale.

FOKKER F-32 - Four engines, two tandem mounted per side, two blade prop on the front puller, (tractor?) three blade pusher in the rear.

Who remembers the horsepower, speed, etc?

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Only the Fords were left for attracting passengers and they were slow, noisy and too expensive to operate ....$60 an hour! This included $23.00 depreciation, $9.00 maintenance, $13.00 fuel, $5.00 insurance and $10.00 crew costs. With the latter, TWA got a bar g ain, as the co-pilot doubled as cabin attendant.

With a full load of fourteen passenge rs, which was seldom, traveling at an average speed of 111 MPH, it computed to 3.86¢ per passenger seat mile (psm). By later comparison, early Boeing 707-131 figures were $605 an hour, or .88 psm. Recent ATA statistics, on an industry average, show ) that it costs $3206 to operate the same 707 (4.69 psm ) and $6250 (2.72 for a jumbo 747.

The venerable "Tin Goose" was also involved in its share of TWA accidents or incidents.

In a two year period, from August of 1931 to August of 1933, eight Fords were severely damaged or completely washed out.

The first accident occurred on August 14th when pilot Ralph Ritchie landed short going into Harrisburg and hit an embankment. There were no injuries; but the right wing, gear and engine were severely damaged, and the fuselage badly sprung and bent (total damage $15,415.52, as set by the company).

Ritchie was reduced to permanent copilot.

Five days later A.D. Smith completely washed out a Ford ($22,910.76 company costs) when he overshot a landing at Pittsburgh. Smith didn't attempt a go-around as a storm was approaching the airport boundary and he thought that he could land "hot" and get the plane stopped by ground looping . The field was too wet and the brakes useless, with the result that the plane skidded over the end of the runway. Smith, the copilot and three passengers were injured.

In December of that year, George Price couldn't get one of the outboard engines to start for a take-off from OKC. He tried to take off on two engines, but crashed and the plane was totally destroyed by fire. The copilot was killed in the crash and Price received severe injuries. There were no passengers aboard.

On May 8, "Mo" Bowen had an engine fire because of a broken fitting on the carburetor. He was able to land at AMA, but not before $12,643.35 worth of damage was done by fire that badly damaged the fuselage and cock pit from the zero bulkhead forward. There were no injuries.

On June 5th, Ralph Montee was cruising near Bushland (Texas) when he plowed into an unexpected storm which showed no indication of hail. $10,366.04 worth of damage was done by the hail to the wings, fuselage, cowling and stabilizer.

There were a number of the "old timers" who would never trust themselves or their instruments, to fly in actual weather conditions. They were qualified, so far as the examination for the S.A.T. rating, but still preferred to fly 'contact' at all times. There was one case in particular where a bit of instrument flying would have avoided an accident.

On December 14, 1932, Ralph Montee and John Edward Bowen (brother of "Mo") had brought the morning flight (a Ford) from MKC as far as AMA. Weather TARPA TALES

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to the west was bad and they cancelled as did the eastbound flight from ABQ. That evening they re-originated the eastbound flight, taking off at 7:02 PM. The pilots had observed the weather from the tower which was 2,000' ceiling, one mile visibility with snow. The weather east of the airport was CAVU. Before leaving the loading pl atform, Montee instructed the ground crew to leave the field lights on. stating that he was going up and look the weather over and might return.

They took off to the northeast and came back over the field in a westerly direction at about 150' altitude and then started a shallow left turn to the south where he disappeared from view. They crashed about a mile and a half south of the airport.

The plane was a total wreck. There were no passengers aboard. The pilots were thrown clear of the wreck with fatal injuries. Bowen was still conscious and made statements that he did not want to attempt the flight in the first place and also stated that the engines were functioning properly.

From eye witness accounts and other evidence it was assumed that Montee was searching for the airport as the motors were heard to be intermittently going on and off as they do when a pilot approaches the field for a landing.

There were a few lights to the south and with the snow on the ground and in the air blending together, there was no horizon or reference for Montee to pick his way around. The official CAA report and 'probable cause' was pilot error as the pilot should never have left the ground with the existing weather conditions unless he had planned to fly by instruments.

On February 10, 1933, Eddie Bellande was flying a Ford on the SFO run when a fire erupted in the floor section of the cabin (a faulty cabin heater in contact with the plywood floor). Copilot Lynn Berkenkamp was unsuccessful in trying to extinguish the fire, first with the extinguisher and then with pillows.

Bellande, fighting the smoke in the cockpit, was able to make a "blind landing" at Bakersfield. There was a low fog, but by lining up with some known landmarks he was able to find the airport. All the passengers were evacuated and only one was injured. A rather obese lady refused to jump the flames and exit via the open cabin door...Eddie and Lynn had to shove her out of the escape hatch in the cockpit and she injured her ankle.

The plane was totally destroyed by fire. President Roosevelt later presented Bellande with the Air Mail Mmedal of Honor (only seven were ever awarded) for the courageous and exceptional handling of his aircraft and passengers.

The last major Ford accident came in August of 1933 when Howard K. Morgan, Glen Barcus and three passengers were killed near Quay, N.M. The plane ' was completely destroyed by impact and fire. It was the 'opinion of the board that responsibility of accident chargeable to error in pilot's estimate of location, complicated by severe weather conditions and insufficient weather reports in that sector.

One of Robbins first acts when he assumed the presidency was to form an advisory committee for the selection of new aircraft. The committee consisted of Charles Lindbergh, Jack Frye and D. W. "Tommy" Tomlinson. Their assignment was to find a new airplane for the company fleet that would attract passengers and make money. Curtiss had a more powerful and streamlined version of the "Condor" available, the same with a new Ford ""Tin Goose", but they were not the answer.

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The Boeing factory was rumored to have a revolutionary plane in the prototype stage (the 247), a twelve-passenger all metal monoplane capable of speeds faster than 150 MPH. It was built in secrecy. When it was finally made public, it was also announced that airlines in the Boeing family (such as United) would have first priority for delivery .... other airlines would have to wait, maybe two years! TWA couldn't wait. The advisory committee drew up specifications for what the company needed and copies were sent, confidentially, to a number of manufacturers.

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

NEXT ISSUE:

THE DOUGLAS DCs ARRIVE

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

SWAN SONG - RETIREMENT

By Captain D. B. Kuhn It is very flattering to see so many out for this graduation party. Cousin Ed Boyce breezed through it, but there were several times when it was doubtful if I would make it or not. One time in particular: back in the thirties we had a good DC2 run out of SFO that made stops at OAK - Fresno - Las Vegas with a layover at Boulder City for a few hours, then a return home with two or three days off. Elmer Gorman, Pee Wee Horstman, Bob Buck, Roscoe Dunahoo, and myself were co-pilots on this trip. Now in those days pilots had no expense accounts and there was no ALPA or grievance procedure to settle disputes. The company handled such things. We were furnished a room for rest and lunch at Boulder City. On the menu was a blue plate special for seventy five cents and a more inviting dish with dessert for a buck twenty five.

We ate the high priced one, since it included dessert. When the company found out about it they fired the whole bunch of us. Thank goodness some of the more senior captains came to our aid and sat down with the company and reasoned together. I believe it was Hall, Harry Campbell, Eddie Bellande, Johnny Graves and George Rice who had been lending the company money from time to time to meet the monthly payroll, which served as a bargaining point. We were put back to work and found out that the seventy five cent lunch was not bad to eat after all!

I had prepared a long and well rehearsed speech for this occasion, but my wife Emily reminded me that most of my problems on TWA were the result of talking too much, so I will confine this farewell talk to just a few observations.

Many of you know that when I leave here I am heading for Arkansas and my beloved Pine Knot Poverty Pocket. I did have some misgivings on such a move, but my Federal Farm Agent sent me a full packet of material on farming, complete with maps, things to plant, what not to plant and how to fertilize properly.

From what I can learn the purpose of the Farm Agent is to help the farmer out - and I understand that they have helped any TARPA TALES

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My money will come from corn and hogs. I won't raise any number out. just threaten and my agent will bring me a check each month so I will not glut the national farm economy.

My main thrust will be in raising show goats. Now anybody here who knows the least thing about goats will agree that it is extremely hard to program them. However, with our good chief pilot Lee's permission, I will take all of my old manuals, charts, procedures and profiles and force feed them.

I mean to get even somehow. If my goats can digest this stuff, just a bit better than I have, I will have the smartest critters in S.W. Arkansas.

Picture this if you can: When my Federal Farm Agent comes out for the six-month check, I hope to be ready. I'll be standing . there sweating out my goats, the agent alongside with pencil and pad, his face a mask of public "convenience and necessity" and then - - - here come the goats!

They are beautifully aligned heading from the outer pasture for the barn their ears laid back at fifty degrees and at a speed control only a fraction above stalling. Better said "stumble plus two". The test is to reach the barn before falling down. The McKenny Bayou that runs through my pasture will be a splendid place for my goats to display proficiency in the canyon approach. This, of course, at higher speeds and ears at only thirty degrees.

My goats will not only look alike but will perform alike. We call that "goat standardization".

I should be real busy in this phase two of my career, provided I do not get more Federal aid than I need.

ON A BIT MORE SERIOUS NOTE: I want to say, and will say that I have enjoyed my flying career. As the Hippies and intellectuals who are affiliated might say it - having been personally involved and acutely identified with it, flying has given me a meaningful experience. I leave you after some 31 odd years with only one dark cloud overhead, which must be dissipated if the industry is to continue its phenomenal growth. I hesitate to mention it, but feel that it may be my last chance. I am sure some of you will disagree - I expect is as it would not be normal otherwise.

For decades the managements of airlines were able to hire, train, discipline, punish or terminate their crewmen. In 1958, for reasons never explained or understood, Congress passed the Federal Aviation Act giving autocratic power to an agency that has changed your lives. Led by a military general, hordes of agents sudden'', invaded every facet of the industry. We found that we were getting more Federal supervision that a paroled convict. This eagerness of the agency created more problems than it was designed to cure. Airlines started paying heavy fines, pilots were fined or grounded on the slightest pretext.

Each small incident turned into a Federal case. In one year the FAA had one of our Captain's license in their possession more than he did.

He got six months for exercising his constitutional right of free speech.

Some FAA deeds were good, but under the scrutiny of Federal Agents the training program on the various airlines ' - which should have been a fun thing - degenerated into a living nightmare. Ted Hereford, who knows a bit about how to fly, says it's like trying to get a sip of water from a fire hose.

We have viewed the sorry spectacle of agent and company instructor in violent disagreement over the proficiency of a pilot. It has been said, and I think I said it - that it takes three days of humiliation and harassment to take a thirty minute instrument check. Some of the require-

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ments to get a jet rating from the FAA seem strange to the line pilot.

For instance: holding the airspeed within two knots at various altitudes and flap settings, which I could never do to anyone 's satisfaction - seems a bit exacting. On take-off one must pull the nose up to exactly a 15 degree angle and hold a speed just above stallin g until reaching eight hundred feet before you are permitted to get safe flying speed. The two engine approach at minimum speed, while, sporting, can also be breathtaking.

Why it is necessary to deliberately create a real emergency for practice is strange indeed. W e learned to do it in training but alas, with a fully loaded plane it has been discovered that the runway is stressed for the " push on" landing but the airplane is not - especially the nose wheel.

The failure rate on jet check rides has run as high as 48 percent. This alone can bankrupt an airline. As a result, some pilots who could afford it resigned in disgust, while others were driven to nervous breakdowns or insanity.

There were a number of heart failures and a few suicides. You and I know there is not that much difference in a jet. It has throttles that operate the same, you still pull back to climb, push to descend and the rudder has not chan g ed much.

Now I must be clear - I do not mean that a good trainin g p ro g ram is not needed or wanted. The companies that pay over five million each for these jets are not about to turn loose a bunch of clowns to wreck them and we pilots are mostly interested in good trainin g because we are strapped to the end of the plane that usually hits first!

Neither are all the agents bad guys - true, few if any of them have ever flown a scheduled airline trip - but having been given life and death authority they feel they must justify their existence. Still safety is not served by people living in fear! We are throttled with a bad law.

I am sure Congress did not wish to create this evil and will undo it if and when you let them know they should return the operation of the airlines to the owners. Now I have said. it and you may have guessed - I'm not set up for an instrument check anytime soon.

As I have said, flying has been good to me and good for me. I will be lonely for the news in Arkansas and will miss the wonderful people and the industry that has allowed me to work with them for so long. Perhaps someone one day might say that I was good for flying. When you drop by and if you have no qualms, I will cook you some goat meat. Thank you so very, very much. * ************ MATZ'S MAXIM: A conclusion is the place where you get tired of thinking

.

* * * * * * * * * * * * * JOHNSON ' S SECOND LAW: If, in the course of several months, only three worthwhile social events take place, they will all fall on the same evening. * ************

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THE TARPA

GRAPEVINE MARCH 1983 March the first! And it's a classic spring day in Kansas - no wind and a balmy 68 degrees. As if their seasonal clock had inspired them, a big flock of geese in two long Vs, honking and flickering in the sun, passed overhead this morning - heading three six zero. Spring fever is always a welcome epidemic. * * * * * * * * * * * * * Some good-natured discord may have been created in the lives of some TARPA members when they were given "new wives" in the 1983 directory. PHIL RIMMLER suggests that his "love life might be restored" if his wife's name is changed back to ELLEN. "LaVergne" is out.

KARL RUPPENTHAL asks "who she?" when " Sally" appeared in place of ALICE, his original and only spouse. GENE HIATT says he is married to CRETA, not "Greta". And GRAPEVINE'S apology to JOE BARTLING for misspelling his sweetie's name as "Aileen" when it's really ALINE. * ************ A. T. has helped us out again by sending along a sheaf of your letters which arrived with dues checks and applications. Many contain kind words of appreciation, commendation and rah-rahs, as well as suggestions for changes of names, numbers and, sometimes, for correction of our mistakes. Slowly but surely we are all getting experience, so be patient as you help us. (So what is "experience"? That's what you have left after you've made all the mistakes!) * ************ JASPER SOLOMON says he was baiting his fish hook last summer at his Crosslake, Minnesota, summer place when RITCHIE BEIGHLIE and SHIRLEY and some friends popped in at his dock on their way (lost, he says) from Texas to New York. Sol is back in Thousand Oaks, California for the winter and will join the crowd in Las Vegas in May. In the meantime, no doubt, bucket after bucket of practice balls. * * * * * * * * * * * * *

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DICK DEBRUYN, Suisun, California, says he enjoys occasional hunting and *fishing * * excursions * * * * with * *RALEIGH * * and * *HOWARD WIRTH, and then adds, "They are doing OK, but at times as ornery as ever".

DEL RICHARDSON credits AL LUSK with bringing him into TARPA. He is living in Bonsall, California, forty five miles northeast of San Diego, surrounded, he says, by airline pilots, including a good many TWA'ers who keep him upto-date on what's happening back on the line. "Sure do miss all those check rides, thunderstorms, NYC taxicabs, motels, etc." he quips. "In the meantime, I manage to keep quite busy on our local golf course". * ************ LARS LUNDSTROM, retired JFK engineer, now settled down near Cleveland, Georgia, says, " I would like to share in this venture of TARPA, its objectives and accomplishments".

And we're happy to see another long-time friend join TARPA. * ************ JACK SCHNAUBELT: "I'm still restoring and flying old ships. We have a Fairchild 22 flying - a 24 in the mill - and I just finished a 1931 Heath". * ************ "All the gang working on TARPA TOPICS doing one great job TUDOR LELAND: sure look forward to its arrival". * ************ BUD BOLAND, from Raymond, Washington, said he is looking forward to the next convention and "Seeing all my old friends for a real hangar-flying session".

It's been a long time, Bud. * ************ ED KIMBALL writes from Paris that retirement for him will come on September 25, this year. He also sent $12.00 extra to cover international airmail postage. * ************ JOE WEBB says, "It ' s harvest time for my oranges (Porterville, California) - big crop, small price. See you in Las Vegas". (For your information, Joe, we bought a dozen medium oranges for $1.00 here in K. C . this week, the best price in years. Thanks!" * ************ "Expect to make the Las Vegas convention this summer".

BOB STUFFINGS: That's what we like to hear, Bob. ************* THE GRAPEVINE

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Regarding the January TOPICS cover picture of the DC-2, BOB WITTKE writes that he "had the dubious honor to fly the last DC-2 in TWA service." He goes on, "It was parked at LGA for a long time. One night they fired it up as Flight 3-B to Kansas City. I was the Captain. We made about four attempts to take off ere it was 'fixed'. Unfortunately I've forgotten who was co-pilot. We finally made it to Kansas City. That was the last flight of a DC-2 in TWA re g ular service.

(1936?)

"Though it gave the appearance of being quite similar to the DC-3, it was truly more of an open-cockpit airplane and required special clothing in winter.

As co-pilot for CHET MOOMAN , I sat with a lap full of snow about four inches deep one night somewhere between St. Louis and Columbus. I still have some of the long johns I used in those halcyon days".

Bob offers a correction, too, for the QB picture in the January issue of TOPICS - and he's right - JOHN HARLIN was erroneously identified as "DAN MEDLER".

And he queries A. T.: "Has anyone asked if you are related to E. T.?" * * * * * * * * * * * * * STEVE ZIMAN tells us that he values his TARPA membership directory so much that he takes it with him on trips. (We consider it a hot publication, but didn't know it could be used as a foot-warmer!) * ************ F. W. (BUD) PEAK and wife PEGGY are in Scottsdale for the winter. They plan to be back in Missouri some time in April.. Bud retired in 1982. * * * * * * * * * * * * * TOM ASHWOOD, JFK Captain, has been elected First Vice President of ALPA, moving up from Secretary, a job he has held since 1977. The new position is for a four year term. Tom has worked long and hard for the benefit of his fellow pilots. We wish him well. **.*********** DEAN PHILLIPS, our valued treasurer, sends along some notes from members who wrote when they sent their dues checks: JACK HULBURD says, "We are still here in Bucks County on the farm we bought in early '46 - cuttin g firewood, weeding and enjoying life". * * * * * * * * * * * * * "I certainly enjoy living in this part of the country. Beauty BOB FLETT: is every day. Woodland Park is a small town just up the pass from Colorado Springs, at 8500 feet". * *

THE GRAPEVINE

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BILL TARBOX: "Enjoy the TARPA and Seniors newsletters. I am active in real estate sales and appraisals - life has been good", * * * * * * * * * * * * * JOE GRANT: "Will try to make the next get-together. We stay so busy, we miss the important things. We have 53 people in our jewelry business, so must work to support them!" * * * * * * * * * * * * * LOFTON CROW (first Secretary of TARPA): like you, who handle TARPA's affairs".

"

Am very grateful for good-guys

* ************ ANDY NCILWRAITH :

"Thanks a lot - keep up the good work". * * * * * * * * * * * * *

DON ROQUEMORE : "TARPA TOPICS is worth more than the fifteen bucks. This source of information for Senior Citizen planning is much appreciated". * ************ HERB OTTEWILL'S cataract surgery and implant was successful and he is back in business with a Class II medical certificate. Next thing we know, Herb will be crossing the country in an ultra-lite !

And he'd make it - both ways! * ************ THOMAS R. GRAYBILL, 63, passed away December 15. Tom was with TWA for 34 years g and retired in 1976. He was Kansas City General Manager of Flyin for many years and Director of Flight training at the Jack Frye center for a period of time. His wife, Jean, and one son, Stephen, survive him. * * * * * * * * * * * * * DONALD C. AAGESEN, Chicago Captain, died November 8 in Lockport, Illinois.

He had been with TWA since 1945 and retired in 1979. In a letter to A. T ., MARIAN AAGESEN, his widow, says that [Don's illness, which began in July, was diagnosed at the Mayo Clinic as a malignancy adjacent to the esophagus.

The prescribed treatment was not able to overcome the disease. She adds, "The 34 years at TWA were the joy of his life, with so many fine friendships.'

He was 63 years old. * * * * * * * * * * * * * LOUIS F. ZAJICEK, 59, retired JFK Captain, died February 6. He came to TWA in 1947 and retired in 1979. He is survived by his wife, Jessica, of Fremont, California. **** THE GRAPEVINE

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JOSEPH C. DAEHLIN, 61, LAX Captain, succumbed February 9. Joe was with TWA from 1947 until his retirement in 1981. We saw Joe at the 1982 convention last May, much thinner than he should have been, but wearing his usual broad smile and anticipating a good game as he headed for the golf course. * * * * * * * * * * * * * BETTY LATTIMORE has written that JOHN just got home from the hospital, where he had a "total right hip replacement". * * * * * * * * * * * * * JOE IMESON is home and on the mend after surgery in early February. He is still feeling the obvious reminders that the operation was "major" (a colostomy), but is optimistic that he will be back to normal activity in the near future. * * * * * * * * * * * * * CLIFF ABBOTT has submitted to a second heart by-pass procedure and is getting around again. Cliff has been in and out of the hospital for several months, but is reported to be doing well since this last go-around. * * * * * * * * * * * -* * RUSS DICK is having health problems, according to news from BEN HART, retired maintenance Department sage.

Ben's information is through HOWARD HALL, who writes that Russ's condition varies from. day to day. Prognosis is difficult. * * * * * * * * * * * * * BILL BURGNER communicates from his Swiss mountain chalet that he's planning to join us in Las Vegas. In the meantime, he's recovering from a bit of vascular surgery on his ri g ht leg. * * * * * * * * * * * * * JAY BRANDT had triple by-pass surgery on December 10, after chest-pain symptoms but no actual attack. His recovery is progressing well and he is working at building up his walking milea g e. * ************ MAX PARKISON is getting along O.K., but is handicapped in speech and mobility. Which reminds us to remind everyone that there is a difference in the spelling of PARKY's and MAX PARKISON's last names. There is no inside "N" in Max's "Parkison". * .* * * * * * * * * * * * "PARKY" PARKINSON, our energetic Seniors Club liaison, says he's been reading a new book - IN SEARCH OF EXCELLENCE - and thinks he has found

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there "a clue to TW's recent failure to do things better: the lack of family feeling, the kind that exists at United, also at 3M, IBM and Disney".

(And Delta?) His observation ought to be good for some deep discussion. * * * * * * * * * * * * * HANK GASTRICH, retired and living in El Cajon, California, writes with candor and sincerity about his recent success in giving up the bottle. He wants us to pass the story along on the chance that his experience, so far, may encourage even one other addicted person to take the "first step".

His letter: "This past summer I spent five plus weeks in the CARE unit of the Mission Bay Hospital being treated for alcoholism. The program was thorough and in depth, and so far (200 sober days straight), I have not even had a desire to drink.

While there is no 'cure' for alcoholism, the three steps to sobriety are quite easy if a person is really sincere.

1. Recognition that you have the disease.

2.

A SINCERE DESIRE TO STOP DRINKING.

3.

Using the aids provided by any one, or all, of the facilities available.

(Hospital, AA especially, church, etc.)

Other benefits he mentions are a weight loss of 71 pounds (down to 192); blood pressure of 128/79, with medication; "feeling like a 22-year-old again - well, not quite, but you get the idea"; and gaining the sense and courage to have two needed operations, including for hemorrhoids, a 'new tail pipe and muffler ". Hank's new address: 245 Ballantyne, Apartment 18, El Cajon, California 92020 (Telephone 714-579-6713). * * * * * * * * * * * * * A reminder: PHIL HOLLAR is Chairman of the TARPA Alcoholic Counseling unit.

His address: 27171 Calle Anejo, Capistrano Beach, California 92624.

Telephone 714-493-7820.

It's in the directory. * * * * * * * * * * * * * Along with numerous facts and figures in his year-end report as Treasurer, DEAN PHILLIPS made this observation: "The Association has benefited by not being billed for some out-of-pocket expenses incurred by Officers and Committee members.

"Paul McCarty has never submitted a bill for the computer printouts and record-keeping expenses he has incurred preparing the membership roster and related documents. Roy Van Etten has performed the same services for the mailing list and has only submitted one small bill for computer paper. (continued) THE GRAPEVINE

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"Lyle Spencer, A. T. Humbles, Dave Richwine, Al Clay, Lyle Bobzin, and others who take on a TARPA task usually 'forget' some of the costs of doing business.

"Take solace that the Lord was right when He said 'It is better to give than to receive". * * * * * * * * * * * * * HAL (BLACKIE) BLACKBURN, our Sun City correspondent, had a short dizzy spell recently and now says "you can tell ennybuddy that I had a mini-stroke (the Doc says), have a bit of dementia and am in good spirits and under good care".

His description, in his own words: "After supper on January 2nd, I read the Sunday paper in the kitchen while whatzer name, I fergit, was watching a sit-com in our parlor. Remembered I must sack and put out garbage the nites of Sunday and Wednesday. Vent into the utility room and was reaching up high for a plastic bag. It didn't come down, so I looked up at my skinny arm, fingering the bags, then realized that my arm was hanging down.

So I was trying to push it up and realized I was on my back on the floor.

(Old whatzer name had put down a nice rug for me). Then I couldn't turn on my belly so I could get up. After a struggle I made it and started my chorz, but seemed dizzy and confused - so put the stuff out, locked the doors and decided to rest a minute. Laid down on the bed, but after a while decided I must tell Helen (THAT'S her name!) about my fainting spel.

Spell?"

There was more to the story, but Happy Hal is now doing fine. We would diagnose this as a simple case of a "crimp in the carotids: from holding the head back and looking up too long. We heard of a similar result when a friend was painting his house and reaching up - he blacked out, too.

The moral of Blackie's story may be "Keep your chin down!".

Take up golf, Captain Blackie, sir - the chin is to the right - and down! Or have whatzer name put out the garbage. * * * * * * * * * * * * * Ego booster, ennybuddy?

An item in the January AOPA Newsletter under the heading "More on Pilot Age Versus Flying Safety": Last Month we cited statistics that showed older pilots have fewer accidents than younger ones, and should not face stiffer medical requirements solely on the basis of age. Recent figures provided by the Canadian Aviation Safety Bureau add further credence to that conclusion.

Here is a comparison of the numbers of current Canadian pilot licenses and aviation accidents, as of October, according to age group: (continued)

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AGE

LICENSES

ACCIDENTS

RATIO

29 and under 30-44 45-59 60 and over

31,627 36,245 17,936 3,672

1,565 1,725 838 69

.049 .046 .047 .019

It looks good, stated this way, but how about the hours flown? * * * * * * * * * * * * *

New Members since the January directory: Ed Rowe William Polk George England A. H. Gettings Vincent Boslet Gordon Brion M. A. Wellman James A. Schmitt Duane E. Webster James N. Coughlin Del Richardson John J. Gilbertson H. H. Myers Jack B. Moser Al R. Grandsaert William B. Crickman

E. R. Boland William C. Fischer Donald Stitt Richard M. Dawson Charles H. Tschirgi Alden Thoralsen Frederick A.Morse Raymond J. Schriber R. L. Proctor J. D. Officer Curtis Davis Quincy Troup Avery Lenoir Richard G. Forristal John E. Bishop, Jr. Jack F. Dahl

Ora E. Meyers Charles E. Stubbs Robert J. Wendel A. T. Herman Ray F. McQuade Claude Coldwel l Dean V. Smith Don W. Amman Lars Lundstrom David C. Selby Joseph J. Harris Edward M. Tolf Larry M. Hecker Joe W. Wilson R. H. (Bob) Garrett

* * * * * * * * * * * * * ARLIE NIXON has called to our attention that he has been added to the EAGLE list in the directory about seven years too soon! "In any event", he adds, "I hope I make it". * * * * * * * * * * ** * LARRY HECKER has been in Irving, Texas since retirement and has been Vice President of Operations for the Singer Company (Simuflite Training).

He is planning, however, to return to Connecticut and set up his own consulting business. * * * * * * * * * * * * * DICK LONG and wife ALICE spend winters at Rancho Mirage, California, and (when not on the road) summers at Camp Connell, California. Dick and Alice have one of the most compact and complete recreation vehicles on the market.

Dick is an agent for the company and we went through it at Wickenburg in November. If you're in the market, he has brochures. * * * * * * * * * * * * *

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ERNEST (BUD) SONNE, Yucca Valley, California, writes that he is "unofficial secretary" for his 1942-44 Marine Corps Squadron. Fifty one of the group attended a 40th reunion in 1982 in Goleta, California. * * * * * * * * * * * * * WILLIAM (BILL) CRICKMAN says he is "slowing down a bit, but has no major problems". He is living in Indianapolis. * * * * * * * * * * * * * HARRY WARD has been in touch recently with the prodigal son of TWA, J. W. (JAKE) SIMMONS. He is working in a metal engraving business with a nephew in Austin, Texas. * * * * * * * * * * * * * About 135 Kansas City TWA'ers gathered at the Homestead Country Club in Prairie Village on January 29 to celebrate the recent retirement of seven Operations and Training Department veterans.

They were: BOB BAEHR, BEN BOYD, JIM COMER, TOM HUSS, GENE JONES, FRANK MARTIN and "WHITEY" NEUBERGER. The party was arranged by ANNA KAY HOEHN, BOB WHITE, BOB CROSKELL and SAL FALLUCO , all of the training center. * * * * * * *_* * * * * * Sixty six locals also gathered at the Quivera Club on December 12 for another HANSEN-EGGIMAN social luncheon.

This event is becoming a regular feature on the calendar of the K. C . TARPANS. * ************ Just learned, as we reach the finish line, that LEO MCFARLAND is sporting a new double by-pass as of February 17. Leo's faithful partner, JUNE, informs us that he has been walking since three days after the surgery and is now driving his car, not exactly recommended by his doctor. The McFarlands are avid tennis players and expect to be ready for the competition in Las Vegas in May. They have a head start their backyard is just one big, beautiful tennis court! 40-Love, Leo! * * * * * * * * * * * * * From SMILES, the little magazine of Wit and Humor: Stewardess to airline passenger: "Come on, now. Somebody doesn't have his seat-belt fastened, and the Captain can't start the engines." * * * * * * * * * * * *

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NEW FRIENDS AND OLD FRIENDS

By Joseph Parry

MakenMake new friends, but keep the old; Those are silver, these are gold.

New-made friendships, like new wine, Age will mellow and refine.

Friendships that have stood the test Time and change - are surely best; Brow may wrinkle, hair grow gray; Friendship never knows decay.

For 'mid old friends, tried and true, Once more we our youth renew.

But old friends, alas! may die; New friends must their place supply.

Cherish friendship in your breast New is good, but old is best; Make new friends, but keep the old; Those are silver, these are gold. * * * * * * * * * * * * *

Keep those cards and letters coming! Be humorous if you can, be serious if you must, but we'd like to hear from you.

The next TOPICS will be about July 1. Happy Easter! * * * * * * * * * * * * *

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SECRETARY'S CORNER Lyle Bobzin called, me just prior to my taking this material to the printers to add a little more on the reunion, er, I mean convention. Here 'tis; At the convention. there will be a complimentary cocktail party prior to the banquet. The initial wine service at the tables is also complimentary. There will be a choice of three entrees for dinner.

Cost of the banquet including the band or combo is $20.42 per person. This includes a 22 1/2% mandatory union tax, tip, gratuity etc. Those who are staying in the hotel may sign for the banquet expense as well as golf. Others may pay the banquet fee on check in at our regstration desk.

Dorothy Spencer will oversee the registration room so any of you ladies, or gentlemen, who wish to assist her feel free to contact her.

Nick Nichols has. volunteered to run a hospitality bar from ten a.m. 'til when for those of us who just wish to visit.

Lyle extends a most cordial invitation to our Honorary members to come and be with us all. Room rates are the same for one or two persons so some may want to double up with a friend. If there is any question or difficulty please feel free to contact Lyle. His address and phone; Capt. Lyle D. Bobzin Drawer 37 Boulder City, NV 89005 702 293 2081 On another subject, we now have as of this date 1040 members in our organization. There are still a lot out there eligible to join with us so why don't you sign them up? It is a simple matter. Just have them send me fifteen dollars via a check made out to TARPA and I will attend to the rest. Cockpit crew members who were ever on the TWA pilots seniority list are eligible provided they are age 50 or over whether flying or retired. Dues are $15. per calendar year. Those over age 75 prior to the beginning of a calendar year pay no dues.

We all owe Lyle Bobzin a tremendous debt of gratitude for all the work he has done to make this our best convention.

Believe me, he has had more than his share of problems.

Again, I urge you to be sure to let me have any address changes so you will be sure to receive your TARPA mail and save me a lot of work and our organization a lot of expense.

Humbles . A.T TARPA Secretary Rt. 2 Box 152 Belhaven, NC 27810 919 964 4655