1983.06.TARPA_TOPICS

CONVENTION REPORT AWARD OF MERIT WINNER 1984 CONVENTION SITE SELECTED TARPA TALES GRAPEVINE THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA Editor. A. J. (Al) Clay, Jr.

JUNE 1983

Grapevine Editor: O. R. (OLE) Olson

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

A. T. Humbles, Secretary Dean Phillips, Treasurer

Sam Gracy, Vice Pres. East W. F. Merrigan, Vice Pres. Central Lou Cook, Vice Pres. West John D'Albora, Director A. J. McCarthy, Director

TARPA AWARD OF MERIT WINNER

Larry Decelles, Director Lloyd H. Smith, Director Phil S. Hollar, Director R. P. Long, Director

COVER PICTURE - LARRY DE CELLES The the his air

TARPA AWARD OF MERIT was presented to Larry De Celles at annual TARPA banquet.

Larry was awarded the plaque for contributions to commercial aviation through increased safety.

See Page 7 for AWARD OF MERIT story.

PRESIDENT'S MESSAGE

The 1983 Convention is over and was very successful. We all owe a big vote of thanks to Lyle Bobzin, Convention Chairman, and all his helpers for the great job they did.

There were many changes made in the By-Laws and in TARPA policy.

The changes will appear elsewhere in this issue.

A start was made to incorporate as a non-profit corporation.

Our attorney advised that the By-Laws changes are necessary and incorporation makes it easier to gain tax exempt status.

The 1984 Convention will be held in Orlando, Florida. The Convention Committee will have further information in this and future issues.

For 1985, some would like to hold the Convention in Hawaii.

I would like some input from all members on whether you would like to go to Hawaii in 1985. Don't forget we can get 90%, 75% and 50% reduced rates on most carriers serving the islands.

Talk it over with your wife. She could be the deciding factor.

If we are to keep growing, we need a continuing influx of new members.

There are retired pilots "out there" who are still not members.

The active pilots are continuing to reach age 50. If you have any friends who have not yet joined, sign them up. A letter and check to ACT . Humbles will do the trick.

Dorothy and I wish you a very happy firecracker day.

Sincerely yours,

Lyle A. Spencer

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FIFTH ANNUAL TARPA CONVENTION WAS THE BEST ONE Well, the fifth annual convention has come and gone, but the memories of the good times will stay with most of us a long time.

Some, including your editor, had wondered if our group was not getting too large to manage and whether a convention of this size could be enjoyable. We needn't have worried. Lyle Bobzin and his committee fighting all of Murphy's laws worked wonders for us and presented us with a fine program for our enjoyment.

It was particularly nice to see the number of EAGLES present and also some of the people who left the airline years ago for physical or other reasons, and are renewing old ties and friendships through TARPA. A. T. Humbles says he thinks our gathering should be called a reunion, not a convention. Maybe he's right, but whether called a convention, Fiesta or reunion, this was a top-flight experience.

Our convention has become the largest event of any sponsored by a TWA group, and considering the pleasure it gives so many of us, it is no wonder.

Charlie Strickler gives By-Laws report, while President Lyle Spencer, Secretary A. T. Humbles, First Vice President Russ Derickson and Treasurer Dean Phillips listen attentively.

Photo by Bill Dixon

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The business meeting was called to order by President Lyle th Spencer. Secretary A. T, Humbles read the minutes of last meeting and also announced that we now have 1060 members. e

Treasurer Dean Phillips reported that we had a cash balance of $11,310.40 on April 30. He predicts that cash balance and receipts for the balance of the year will total $13,730.00 and that expenses will be $6,315.00, leaving a projected cash balance of $7,415.00 on December 31, 1983.

Phil Hollar gave a very encouraging report on the Alcoholism Counselling program. " ...... the program is alive and well on TWA and enjoying a success rate of 86.6%. We are now having as many or more self referrals or walk-ins as are being admitted as a result of interventions. The national network of qualified counsellors is shaping up rapidly and I should have a list of them (confidential) in the proper person's hands shortly.

"If any one is unable to contact me personally, my wife Joyce is very cognizant and knowledgeable about the program and can refer them to someone who can help if immediate assistance is required".

TARPA FRINGE BENEFITS COMMITTEE REPORT Looking back to when TARPA was formed, it is hard to find anything to brag about. What we have accomplished in this area is largely due to the efforts of the MEC and Pilots Negotiating Committee, who persuaded the company to improve our medical insurance and passes. Our only other tangible achievements were obtaining term passes for widows and upping our Get-Away tour discounts from 10% to 15%.

This does tell us something important. Since we have little leverage of our own, it becomes obvious that any substantial improvements for the retired TWA pilot must come through the efforts of the working pilots as represented by ALPA. I am optimistic that this will happen. TARPA's greatest contribution to the welfare of the retired pilots is its existence.

It has brought to the attention of all pilots - and when I say pilots I'm including all flight engineers - that each of them has to retire sometime, and that inflation is the main enemy of the retired.

To those of us who retired only five years ago, inflation has reduced our spendable income by over 50%. These were the worst five years, but consider what this has meant to those who retired ten to twenty years ago! And you can be certain inflation will continue to attack our standard of living by effectively reducing our fixed income type retirement. The fact the B plan has been up the past two years does not make up for its poor showing on average. It can not compensate for the year by year dilution of the fixed A plan.

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I propose that TARPA establish the following goals as official policy: Periodic cost of living adjustments.

Considering that recent agreements with the mechanics and flight attendants called for pay increases exceeding 10% per year, it seems reasonable that the pilots devote a portion of their next negotiated pay raise to increasing the retirement pay of already retired pilots. The active pilots have accepted reduced pay to keep pilots from being furloughed. Why not routinely then, in each contract, bargain for improvements for the retired pilots? Many responsible companies and unions are recognizing this responsibility. I am talking about one-half to two percent (1/2 to 2%) of a raise being assigned to benefiting retirees, instead of the active pilots. At least 50% of that money going to the retired pilots would be out of dollars the active pilot would otherwise pay in income taxes.

Improved group health and life insurance.

A. Group health - with the immense cost of health care, including such simple, but expensive things as prescription medicines and doctor visits, this subject is of prime concern to TARPA members. The present coverage through TWA, although a vast improvement over what it was, suffers from a high deductible and lack of coverage for medicines.

B. Group Life - A recent mailing from Mutual of Omaha through TWA GetAway stated that "for every $10,000 of life insurance purchased just ten years ago, at least $20,000 is required now just to maintain the same level of protection". Need more be said! Also, it would seem fair that all pilot retirees should pay only $2.10 per thousand for TWA insurance. Pilots who retired prior to August, 1979, pay $3.00 per thousand.

Retirement passes An employee should retain the same pass and seniority date when he retires that he held as an active employee. A person needs the seniority most in his twilight years. It is harder for him to wait around the airport for flights, and the expense of laying over for alternate flights has a greater impact on his lower income.

Reduced First Class surcharges.

As long as we hold a 7R classification, 50% off on first class surcharges would not be out of line. In fact, waiving them completely would not be asking too much.

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Retiree use of TWA parking lots.

Another benefit lost at many locations upon retirement is use of the TWA employee parking facility. This is something the Pilot Negotiating team and MEC could well pursue.

Federal and State tax credits to offset cost of living adjustments granted routinely to government employees.

We should work through RAPA and ALPA against the excessively high pensions paid government employees compared to what the private sector receives.

Although retired and receiving no COLAs, our taxes help pay for never-ending COLAs for local, state and federal retired persons. What's more, these people can retire so early, like after 30 years or less, they have years left for double-dipping by working for another agency or private business.

Non-government retirees such as ourselves deserve a tax credit to offset the taxes we pay toward annual raises for public sector retired persons. An alternative is for corporations such as TWA to receive special tax credits for cost of living adjustments granted its retirees.

Official recognition of TARPA by ALPA and TWA. Last but not least is to seek official recognition by TWA and ALPA that TARPA is a coherent group that has legitimate concerns for retired cockpit crew members, and those coming up for retirement.

If ALPA would take an active interest in representing its retired people, I'm sure we would be willing to pay suitable dues for such representation.

Bill Dixon, Chairman Fringe Benefits Committee Paul McCarty spoke briefly on the subject of the Directory.

The chair recognized Wolly Wollenberg, Vice President of the TWA Seniors Club.

Historian Ed Betts reported that the company that was to publish the TWA "Year Book" has failed and those who sent in their money have lost it. John Gratz managed to recover the material that was ready for printing. Ed says John Gratz will approach the MEC to see if a plan can be worked out to get the book published..

Pension Trust - Vern Lowell. Vern said he didn't think the three trustees we have for the plan are doing as good a job as they might.

RAPA and Insurance - See Dave Richwine's report in this issue of TARPA TOPICS.

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Retirement - Roy Van Etten. Roy introduced Don Ulrich of the TWA MEC Retirement and Insurance Committee. Plans are underway to revise and add to Trustees handling the B plan. Roy believes the TARPA treasury should be maintained at a level that would allow us to hire legal aid in this area if needed.

By-Laws Committee - Charlie Strickler.

The By-Laws changes proposed were for the purpose of getting ourselves in a better position for finally obtaining our tax exempt status.

Changes were made as recommended by the committee and the ByLaws as passed by the convention will be attached to the Articles of Incorporation when the articles are filed by our attorney.

Election of Officers - The annual TARPA election was held on Thursday, May 12th, with all national officers being re-elected.

Nominating Committee Chairman Al Lusk presented the slate of officers and conducted the election.

In the election of directors, the nominating committee had nominated Roy Van Etten for another term, but Roy declined and Wayne Haggard and Dick Long were nominated for the vacancy, with Dick long the winner.

TWA Pilots Foundation - Harry Mokler reported that the Foundation is a reality. It has attained tax exempt status and fund raising was begun in January. TARPA sent a letter to all retirees and an application for assistance form was included.

Harry thanked Lyle and TARPA for the mailing and A. T. Humbles who did the work of getting it out, with Betty's help, of course.

Harry reported that, except for the cost of printing IBM cards, expenses for the Foundation have been zero, with the special mailing paid for by TARPA and other expenses paid by the MEC. * * * * * * * * * * *

GRAPEVINE Editor Ole Olson and President Lyle Spencer at the microphone. Ole had just finished. giving out load information obtained from the Las Vegas office.

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TARPA AWARD OF MERIT WINNER Captain J. L. (Larry) DeCelles has been named the 1983 TARPA AWARD OF MERIT winner by the TARPA Board of Directors. The award was presented to him at the recent fifth annual Association convention in Las Vegas.

Larry was born into a flying family. His father was an early aviator who enjoyed a checkered and exciting flying career, culminating as Chief of the FAA Facilities Division in Fort Worth, Texas. His career included stints with the GarlandClevenger School of Aeronautics, Spartan Aircraft Company, and flying for the first Mexican airlines. He also held the world endurance record for the OX-5 engine. It is little wonder that Larry's flying career started early. He had his first airplane ride in a Curtiss Jenny at the age of four and there are those who know him well who surmise he probably took notes on that flight. A political creature by nature, he managed to parlay a contact with Bill Dixon and Paul Richter, made while working on a radio program at Rockhurst College, into a job with TWA's EAGLES NEST Flight center at ABQ in 1941. Here he worked as a personnel clerk until that operation closed.

He then went to work as a baggage handler for Eastern Airlines.

Following the bombing of Pearl Harbor, Larry entered the Army Air Corps where he again encountered his friend, Bill Dixon, and they served together with the 314th Troop Carrier Squadron in both England and France. He was hired as co-pilot by TWA in 1945. He soon became involved in ALPA work, specializing in Air Safety, a field he pursued until retirement in 1981.

He continues to work with ALPA's ALL WEATHER FLYING COMMITTEE even in retirement and also is working on a book of his own.

The following is a summary of Larry's qualifications upon which his selection for the award was based. His dedication, resourcefulness, energy, and unflagging interest have resulted in most significant contributions to commercial aviation and TARPA is happy to extend this recognition to him.

SUMMARY OF LARRY DECELLES QUALIFICATIONS FOR THE TARPA AWARD OF MERIT ACCOMPLISHMENTS 1.

Was instrumental in getting TWA to reqire the fluxgate compass system so that both pilots would not be dependent on one compass for primary heading information.

2.

Was instrumental in getting TWA to develop, and assisted in the preparation of the specifications for the flight instrument comparator system now standard on airline equipment.

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3.

Was awarded a US patent for a device that would combine DME and altitude to provide vertical guidance for enroute descent and straight-in quasi-precision approach to any runway at an airport equipped with VOR or DME.

4.

Was instrumental, along with Captain Bill Johnson, in getting the CAB to reverse itself twice, and for the only time in history, on the probable cause of the TWA-M-404 crash at ABQ in 1955.

5.

Was instrumental in getting TWA to install a radioaltitude system on all TWA aircraft.

6.

As Chairman of ALPA's national All-Weather Flying Committee for 12 years, directed that body's efforts in accomplishing the following: -

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Getting the FAA to require ground proximity warning systems on all airline aircraft.

Developing the Visual Descent Point (VDP) concept for non-precision approaches and securing its adoption by both the FAA and ICAO. Establishing the Aviation Safety reporting system with immunity from FAA enforcement procedures when reporting flight safety related incidents.

Establishing a joint NASA/FAA research program which proved the value of the head-up (HUD) display system.

PARTICIPATION -

TWA Central Air Safety Chairman Chairman TWA Council #3 Member ALPA Board of Directors ALPA monitor for TWA Category II development plans Chairman, ALPA's All Weather Flying Committee for 12 years.

- Member, Terminal-Configured Vehicles panel of NASA's Research and Technology Advisory Council - Member IFALPA All Weather Study group - ALPA Representative and spokesman at NTSB hearings on the Southern Airways DC-9 crash at Huntington, West Virginia in 1979 and TWA Flight 514 near Dulles Airport in Washington in 1975.

RECOGNITION - Recipient of ALPA Annual Air Safety Award - Recipient of Aviation Space Writers Association citation - Received NASA Research and Technology Advisory Council " Certificate of Appreciation" - IFALPA "Scroll of Merit" - TWA suggestion plan award for fluxgate compass project.

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BRIDGE TOURNAMENT

By Louise Vestal Our two day tournament produced 44 players, and we were especially happy to have two good men players join Its. We gals really don't bite, do we? Chuck and Ella White were of invaluable help, and are two of the best! Thanks a lot.

In first place was Kay Chichester, with Barbara Polizzi, Rollie Boldon and Marge Lucky following in that order.

We wish to thank TARPA for giving us such a nice time, and we are looking forward to a good '84. * * * * * * TRAP AND SKEET There was no winner because they couldn't come up with an Joe McCombs thinks that Russ Derickson honest scorekeeper. should take ballet lessons to improve his footwork while shooting skeet. * * * ** * ** * * * CAROLE LOWELL REPEATS AS THE TOP LADY GOLFER RON RONHOLM SHOOTS LOW GROSS FOR THE MEN After a few more TARPA conventions Vern will have to build a new room on the house to hold all of Carole's trophies. The lady appears to be unbeatable. Next year, when we go to Florida, she will be playing on golf courses that she is accustomed to, so all you other trophy aspirants better start practicing.

Ron Ronholm did not have it quite so easy. At the end of 36 holes he and Phares McFerren were tied and the match was decided by a sudden death comparison of their score cards beginning with hole number one of the second day's round. This was the agreed to procedure in case of a tie. It would be nice if we could find the time to actually schedule a sudden death playoff. This is the second consecutive year where we had to use the score card procedure to determine a winner.

The low net winners were Betty Tschirgi for the ladies and Dean Miller for the men. Dean Carter won the Callaway trophy and the prize for the closest to the pin (a replica of the original Tommy Armour putter) went to Charles Query.

We set a record for the number of golfers participating with

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120.

This is an increase of 20 over the year before. Everyone a p peared to have a good time, so let's do it again next year.

- Roy Van Etten * * * * * * * * * * * '82 TENNIS CHAMPS REPEAT The TARPA 1983 Tennis Tournament at the Dunes Hotel and Country Club in Las Vegas, Nevada on May 10-11-12 was a smashing, volleying, lobbing success. Our annual round-robin format was again used with as many mixed doubles games as possible within the limitations of the uneven number of men and women - 15 men and 9 women. Our tournament got off to a shak y start when the Dunes decided to resurface their courts the morning of May 11th.

However, our resourceful Convention Director, Lyle Bobzin, came with a 7:30 AM bus to transport the sleepy (hungover?) tennis players to the Cambridge Raquet Club where we used both indoor and outdoor courts to partake in another enjoyable TARPA tournamenL. The following players showed some good tennis and great sportsmanship. Tommy Anderson (Teresa chickened out this year), Lee and Jeanne Butler, Ginny Converse, Bob Eads, Iris and Rich Flournoy, Phyllis and Larry Girard, Clancy Green, Ken Hippe, Alice and Dick Long, Don Lundberg, June and Leo McFarland, Walt Morehead, Dean Phillips, Ruth Plumridge, Vi and Dave Richwine, Adrienne and Hank Sturtevant and Betti and Mickey Wind.

On May 12th at the wind-up banquet in the Crown Jewel Room at the Dunes, the tennis awards were made. This year's runnersup were two newcomers to TARPA tennis - Iris Flournoy and Mickey Wind. The 1983 Tennis Champions of TARPA were both repeaters from 1982 - Adrienne Sturtevant and Larry Girard.

Our tennis tournament was not only a social and athletic success but a financial success - we ended up with a surplus of $57.00, which was turned over to the TWA Retired Pilot's Foundation.

By Reg Plumridge * * * * * * * * * * * 1984 CONVENTION SITE SELECTED The TARPA Board of Directors has approved ORLANDO, FLORIDA, as the site for TARPA's 1984 convention. Bill Townsend and Dave Richwine, who started screening the areas' hotels several months ago, report that the instant success of the EPCOT center - 10 -

has made it a sellers market for hotel accommodations with rates for 1984 increasing as much as 60%. In spite of this, they have negotiated what they feel is an outstanding package for the early part of May, 1984, the details of which will be announced later.

ORLANDO, which has become one of the entertainment capitals of the world, is readily accessible by air these days, being served by ten airlines. TWA presently has direct service from New York, Chicago, and St. Louis, the latter offering three non-stop flights per day and two to Tampa, which is one and a half hours driving time away. Also, no less than five other airlines service Orlando from New York, Chicago and St. Louis.

Because of EPCOT, THE MAGIC KINGDOM, SEA WORLD, CIRCUS WORLD, STARS HALL OF FAME, WET'N WILD, CAPE CANAVERAL, etc., it is suggested that you start planning now to make this convention a major vacation trip. The new adult attraction, EPCOT, alone can easily consume two days time. Convention room rates will be guaranteed for three days before and three days after the convention. Nearby CYPRESS CREEK COUNTRY CLUB offers excellent golf and tennis facilities.

Your Board hopes to complete the selection of the 1985 convention site before the summer is over. Under active consideration at this time for 1985 are Tuscon, Arizona. and Hawaii. * * * * * * * * * * * INSURANCE Questions continue to come in regarding the differences in the TWA Over-65 medical insurance plan and that offered by the RAPA (Hartford) plan. Accordingly, we are reprinting excerpts from an article which appeared in the October 1982 issue of TARPA TOPICS which addresses itself to that question.

RAPA vs TWA PILOTS GROUP MAJOR MEDICAL (AGE 65 PLUS):. I have been asked to make a comparison between these two policies which are available to our members over 65. This is sort of an apples/ oranges situation, but I will try.

The TWA policy recently made available to us through the efforts of the Pilots Negotiating Committee is primarily a Major Medical type designed to protect only against a financially disastrous type illness and accordingly pays nothing until you have had to spend $1,000 out of your own pocket over and above what Medicare pays. After that, it pays in accordance with the basic: benefit schedule recently mailed to you. For another $150.00 out of the pocket expense (total $1150), you are eligible to go on the Major Medical schedule which, in general, pays 80% of the "covered expenses".

After you have paid out a total of $1950.00 of your own money, the "stop-gap" portion of the plan then pays - 11 -

100% of the remaining expense for the balance of the calendar year, subject to a lifetime family maximum of $250,000. As mentioned above, this policy does not pay for extended nursing care facilities and also, there are some specific limitations in certain areas.

It is also a coordinated policy, which means that the company coordinates benefit payments with any other companies you may be insured with to ascertain that you do not collect more than the actual charges. In other words, if you were collecting from RAPA or some other Medigap policy, this one would not make duplicate payments.

The exception to this is the case of indemnity type policies which pay so many dollars per day while you are in the hospital. You can collect those without losing any of the TWA policy benefits. Also, all benefits are based on the calendar year and not continuous illness. Deduction credits do not carry over from one year to the next and must be met again the first of January each year. The cost for this policy is $13.00 per month.

The RAPA policy is designed to pay virtua l ly all expenses not covered by Medicare, except the $75.00 deductible for the Medical portion and includes care in a skilled nursing facility.

It has (for the time being, at least) the unique feature under Part B which pays all of the Doctor's out-patient charges after the $75.00 deductible has been satisfied whereas Medicare pays only a percentage of what it determines the doctors services are worth....not what he actually charges. It is presumably the only policy in existence that has this feature. This policy pays up to a maximum of $150,000 per person and costs $396.66 per year. Its' only apparent drawback is that, if the loss ratio becomes too high, the company will either raise the pre miums or reduce the present coverage.

In summary, it appears that if you can stand to pay the first $1,000 and are willing to take limited coverage until you have spent $1,950.00 of your own money, the TWA policy provides good, (but not total) protection in the case of a really major medical problem, and it can be carried for $13.00 per month. The RAPA policy, as now constituted, will cover virtually all of the expense not paid by Medicare but costs $33.33 per month and is subject to change. If you should elect to carry both policies, RAPA would pay for all of the TWA deductibles up to your $1,950.00, but TWA benefit payments would be coordinated after that and payments limited accordingly .

In short, you get about what you pay for!

I will be interested in hearing of any unusual experiences, good or bad, that our members may have with these policies, including any other interpretations thereof that might arise in the course of settlements.

Dave Richwine, Chairman Insurance Committee - 12 -

HERE AND THERE AT THE DUNES

WHEN GOOD FELLOWS GET TOGETHER - Jim Brogdon, Buck Buchanan, Al Headstrom and Jack Weiss

Jasper Solomon and Lyle Bobzin (Above).

Lyle was chairman of the convention arrangements.

Right - Al Lusk, George Searle and Joe Brown in fashionable plus fours.

All photos by Bill Dixon

RAPA ANNUAL REPORT

GROWTH: RAPA continues to grow and now has 18 member organizations and approximately 6,000 individual members.

The PAA pilots have returned after a two year absence and prospects are good for the EAL pilots to come back.

RECOGNITION: RAPA President, Jack Pitts, was invited to attend the ALPA Convention in 1982 and was afforded a courteous hearing by the RETIREMENT Committee. Captain Jerry Wood and a small committee have an appointment with Captain Hank Duffey, ALPA's new president, on the 19th of this month to discuss matters affecting Retired members. Also, various retired pilot groups continue to improve their identity on their own respective airlines....TARPA even makes the SKYLINER once in a while these days.

LEGISLATIVE: While not exactly a heavyweight force, RAPA continues to monitor the Washington scene. Emphasis recently has been on improving benefits for airline widows and surviving children of airline employees, attempting to control the desecration of Social Security benefits, and preventing the taxing of fringe benefits.

Also, it is attempting to achieve ; some kind of a cash tax credit to offset the cost of living increases afforded Federal employees.

EXTENSION OF SERVICE: At its last convention, RAPA revamped its my-Laws so as to make other airline retired groups eligible for "Associate" membership, which would afford them access to the Medigap insurance policy, and also other limited benefits.

The latter would include participation in tours and cruises sponsored by RAPA and, of course, representation in Washington on retiree matters.

This action was taken at the request of the TWA Seniors.

The RAPA (Hartford) Medigap insurance policy conINSURANCE: tinues to grow in popularity. In January of this year , the deductible payments were increased to offset those increases While claims were high, payments, according made by MediCare. to field reports, have been prompt and premium rates have been guaranteed for the rest of 1983. Also, it should be noted that this is a non-coordinated policy, which means that - 14 -

benefits therefrom will not be offset by those of any other policy that you may have. It has been noted that some companies are now offering policies that pay 80 to 90% of the doctor's actual charges under Medicare Part B; the RAPA policy is the only one we can find that pays 100% after the $75.00 Medicare deductible has been paid.

SUMMARY: While it is limited in what it can do, RAPA continues to be constructively active on matters that directly affect us and it is recommended that TARPA continue to be a supporting member. * * * * * * * * * * * I'M FINE There's nothing whatever the matter with me, I'm just as healthy as I can be, I have arthritis in both my knees, And when I talk I speak with a wheeze.

My pulse is weak and my blood is thin, But, I'm awfully well for the shape I'm in.

I think my liver is out of whack, And I have a terrible pain in my back, My hearing is poor and my eyes are dim, Most everything seems to be out of trim.

The way I stagger sure is a crime, But, all things considered, I'm doing fine.

Arch supports I have for both my feet, Or I wouldn't be able to walk down the street, My fingers are ugly, stiff in the joints, My nails are impossible to keep in points, My complexion is bad due to dry skin, But, I'm awfully well for the shape I'm in.

Now the moral is as the tale we unfold, That for you and me who are growing old, It's better to say, "I'm Fine!" with a grin, Than to tell everybody the shape we are in.

Submitted by Phyllis Girard

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RESTRUCTURING OF RAPA RAPA is constantly striving to improve its services and activities for all retired pilots. The 1982 convention made some very important changes in the organizational structure. These changes are being made to make RAPA more efficient and responsive to the needs of your individual members.

Your individual members should first contact their Delegate and/or Officers to resolve their particular problem. If this step fails to provide a solution, the Delegate and/or Officers will then contact the appropriate Vice President for his help. If necessary, the Vice President will go to the full Executive Committee with the problem. If a satisfactory resolution is not forthcoming from the Executive Committee, the problem will then become an agenda item for the full Board of Directors at their next annual convention.

This establishes an orderly and uniform approach for the satisfactory handling of all the problems and/or questions of your individual members. See organizational chart below. These new procedures will require the cooperation of everyone from the individual member through the Board of Directors. Your individual members must be informed, if this system is function properly. So you can see that it is most important that you get the word out to your members.

ORGANIZATION CHART

BOARD OF DIRECTORS

PRESIDENT, CHIEF EXECUTIVE OFFICER

VICE PRESIDENT

VICE PRESIDENT

VICE PRESIDENT

PENSION BENEFITS

INSURANCE BENEFITS

TRAVEL BENEFITS

SECRETARY

MEMBER ORGANIZATIONS - OFFICERS AND DELEGATES

INDIVIDUAL MEMBERS

TREASURER

Retired Airline Pilots Association 6600 S.W. 126th STREET • MIAMI, FLORIDA 33156 • (305) 665-4919 BULLETIN

MAY 1983

WIDOW'S PASS LEGISLATION A completely new bill is being written to provide all widows with pass and reduced rate transportation. You will be advised as soon as this bill is given a number and assigned to a committee. We believe that the bill has a good chance for passage during this session of Congress. When the time comes, it is hoped that all of you will write letters supporting our efforts on the part of our deserving widows.

SOCIAL SECURITY ACT AMENDMENTS OF 1983 On March 25, Congress passed Social Security legislation.

FICA TAX

A .3% increase in the payroll tax rate scheduled for 1985 will INCREASES become effective in 1984. However, a tax credit will wipe out the impact of the increase for employees in 1984. Workers and employers will each pay 7.0% of wages for combined Social Security and Medicare taxes. For self-employed persons, the net self-employment tax will rise from 9.35% in 1983 to 11.3% in 1984 (14% FICA tax - 2.7% income tax credit). In 1990, income tax credits for the self-employed will be replaced by a deduction.

SALARY REDUCTION PLANS

Salary deferred under a cash or deferred profit sharing arrangement (IRA §401(k)) will be "wages" subject to FICA (effective 1984) and FUTA (effective 1985) taxation. Nontaxable cafeteria plan benefits [other than IRA §401(k) plan deferrals] will not be subject to FICA and FUTA taxation.

DEFERRED COMPENSATION

Deferred compensation will be subject to FICA (1984) and FUTA (1985) taxation on the later of (a) the date earned or (b) the date any substantial risk of forfeiture lapses.

RETIREMENT BENEFITS

Benefits payable from a non-qualified retirement plan or system established by an employer will be subject to FICA (1984) and FUTA (1985) taxation. Benefits payable from a qualified retirement plan [IRC §401(a)] remain exempt from FICA and FUTA taxation. Supplemental retirement income payments for increases in the cost of living remain exempt from FICA and FUTA taxation.

BENEFIT TAXATION

Effective 1984, a portion of Social Security and Tier I Railroad Retirement benefits will be included in a taxpayer's gross income. The taxable amount is the lesser of (a) 1/2 of the benefits received or (b) 1/2 of the excess of the sum of the taxpayer's gross income plus 1/2 of benefits over an appropriate "base" amount. The "base" amount will be $32,000 for a married couple filing a joint return; 0 for a married individual filing a separate return; and $25,000 for others.

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DISABILITY INCOME EXCLUSION

Effective 1984, the $100 per week disability income exclusion for individuals under age 65 receiving disability income for a permanent and total disability, will be replaced by the income tax credit for the elderly.

The credit will be increased for both the elderly and the disabled.

NORMAL RETIREMENT AGE

The normal retirement age will gradually increase two months per year over two 6-year periods. The first period will begin in 2003 with the normal retirement age reaching 66 by 2009; the second period will begin in 2021, with the age increasing to 67 by 2027.

EARLY RETIREMENT

Early retirement benefits payable at age 62 will be reduced from 80% of normal to 70% of normal by 2027 when the normal retirement age reaches 67.

DELAYED RETIREMENT

The lifetime retirement benefit bonus earned by people who delay retirement beyond age 65 will be increased from the current 3% for each year of delay through age 69. The bonus will increase .25% per year from 1990 until it reaches 8% for each year of delay by 2009.

EARNINGS TEST

Effective 1984, benefits for retirees ages 65 through 69 will be reduced $1 for every $3 of earnings above $6,600.

BENEFIT ADJUSTMENTS

The July 1983 cost of living adjustment will be delayed six months.

Future annual adjustments will be made in January of each year.

STABILIZER ADJUSTMENTS

Effective 1989, Social Security benefits will be adjusted annually for the lower of (a) the increase in the consumer price index or (b) the increase in the average national wage, when the Social Security trust funds at the beginning of the year are less than 20% of that year's estimated Social Security benefit payments.

If the trust funds exceed 32% of estimated benefit payments, supplemental "catch-up" adjustments will be made. For 1985 through 1988, Social Security benefit adjustments will not be tied to the average national wage unless the Social Security trust funds drop below 15% of benefits.

EXPANDED COVERAGE

Effective 1984, Social Security will cover all employees of nonprofit organizations (including employees of such organizations that have previously withdrawn from Social Security) and newly-hired civilian employees of the federal government.

State and local governments that have elected Social Security coverage for employees will not be permitted to withdraw if the withdrawal process has not been completed by the enactment date of the legislation. State and local governments that have previously withdrawn may elect to rejoin.

WORKING ABROAD

Effective upon enactment, more U.S. citizens working abroad for foreign subsidiaries of U.S. corporations will be eligible for Social Security and U.S. qualified plan coverage. Effective 1984, coverage will be available for U.S. residents as well as U.S. citizens.

- 18 -

Retired Airline Pilots Association 6600 S.W. 126th STREET • MIAMI, FLORIDA 33156 • (305) 665-4919

BULLETIN

JUNE 1983

RECENT PENSION BENEFITS GUARANTEE CORPORATION DECISIONS A U.S. Court of Appeals has rejected the PBGC position that employees are always entitled to a portion of residual assets from a terminated contributory pension plan in which the employer and employee contributions have been commingled . The employer is entitled to all residual assets from the over-funded defined benefit plan if the benefit payments exceed employee contributions and earnings atributable to employee contributions.

An employer can cut back qualified plan benefits in excess of PBGC-guaranteed benefits and deny lump sum payments to participants so that plan assets will be sufficient to buy PBGC-guaranteed benefits from private insurers. A U.S. Bankruptcy Court said it balanced the interests of retirees against those of active participants in deciding the case.

Western Air Lines terminated their pension plan last November resulting in an increase (on paper) of $34 million in their assets.

PROPOSED CHANGES IN PENSION BENEFITS GUARANTEE CORPORATION ' The Reagan Administration has proposed several major revisions to PBGC s termination insurance program for single employer plans. The proposals would: allow plan terminations only when the sponsor can prove to the PBGC that continuing the plan would force the sponsor out of business and that a plan restructuring is not possible; give PBGC the right to collateral and a portion of future profits from employers terminating plans; allow PBGC to place conditions on IRS funding waivers; make employers that spin off unfunded pension obligations to firms without substantial assets contingently liable to the PBGC when spun off unfunded liabilities exceed $500,000; and increase the yearly premiums for single employer plans from $2.60 to $6.00 per participant.

The bankruptcy of Braniff will probably add about $70 million to the insurance n fund ' s $190 illion deficit. Another major bankruptcy, such as International Harvester, would further rock the fund. a It is suggested that you write your Congressman and two Senators and them to actively support these changes in the PBGC insurance termination program.

HOW SAFE ARE YOUR RETIREMENT FUNDS Do you really know the answer to this question? Some sources where you look for answers: your retired pilots association; your ALPA LEC and/or MEC; the local and/or national R & I Committee; the ALPA R & I department staff; your company R & I department; Department of Labor (ERISA); and the Internal Revenue Service.

Remember, it's your money! You should expect your pension payments for the rest of your life and possibly the remainder of your spouse ' s lifetime.

ASK ABOUT IT THINK ABOUT IT - 19 -

DENTAL HEALTH PLAN OFFERED A new Dental Health Care plan is being offered to members of TARPA by the National Health Care Systems Incorporated. The plan provides both free and substantially reduced rate dental services to its members. It is now available in 15 states and is steadily expanding to include 14 more. Services are provided by Dentists approved by the plan, but the patient has the right to select alternate Doctors if one should not be satisfactory.

Some of the free services provided by the DENTICARE Plan include: MEMBER'S SERVICES

MEMBER PAYS

Full mouth X-rays Single film Each additional film Oral examination and diagnosis Office visits Prophylaxis (one per year) (Teeth cleaning and polishing) Preventive dental education

NO NO NO NO NO NO

CHARGE CHARGE CHARGE CHARGE CHARGE CHARGE

NO CHARGE

All arrangements must be made individually and are not handled through TARPA. For cost and additional information contact Mr. G. W. Dyer c/o National Health Care Systems 2182 DuPont Drive, Suite 2 Irvine, California 92715 Phone: 503-343-3545

Bernie Dunn and Dave Kuhn Hey guys, is it that serious?

Photo by Bill Dixon

- 20

TARPA POLICIES AWARDS

(Awards Committee established - Convention 1980) Criteria for TARPA Award of Merit

The Awards Committee shall be responsible for the selection of the Honorees for the TARPA Award of Merit, for notifying the persons concerned when living, providing a suitable certificate or plaque, installing the names of awardees on the main plaque, arranging for a suitable ceremony for presentation at the annual meeting, arranging for their accommodations and providing other hosting duties for those who are not members of TARPA, and maintaining custody of the AWARD OF MERIT plaque. Criteria for the selection of the Honorees should include the following: 1.

The award shall be made only on the basis of the individuals "Contribution to Commercial Aviation".

2.

Nominations should be solicited from the membership at large The deadline date for such nominations shall be no later than 90 days prior to the Convention.

3.

All nominations, including those submitted by the Committee, must be accompanied by a written substantiation of their "Contributions to Commercial Aviation".

4.

Honorees shall be limited to a maximum of one (1) per year.

5.

Candidates shall be limited to TWA employees or former employees, but not restricted to cockpit crew members.

6.

The Awards Committee shall prepare a list of nominees together with substantiating data on each, and submit same to the Board of Directors for a final vote by secret ballot.

Selection ballots shall be mailed to the Board of Directors no later than 60 days prior to the Convention. This mailing shall include an envelope marked "Award of Merit Ballot". After executing the ballot each member of the Board shall place it in this envelope and return it, inside an outer mailing envelope, to the Chairman of the Awards Committee no later than 45 days prior to the Convention. At the deadline date for return of ballots the Chairman of the Awards Committee shall open the ballot envelopes, tally the votes, and notify the President of the results.

7.

A minimum of eight (8) votes will be required for a candidate to gualify as an honoree and each Board member will be allowed to vote for only one nominee.

8.

The Award ceremony, when appropriate, should take place at the annual TARPA meeting.

9.

TARPA shall pay for the hotel room and banquet dinner for the honoree and his spouse.

(Adopted - Board of Directors 1982) (Amended - Board of Directors 1983)

NOTE:

This Criteria has been referred to Committee for revision.

21

CONVENTION SITE AND DATE The Board of Directors shall make every effort to designate the place and date of each Convention at least two years in advance.

(Board of Directors 1982) DUES Dues for the 1984 calendar year shall be $20.00.

(Convention 1983) Any member, who is six calendar months in arrears on his dues shall, after notification by the Treasurer, have his membership in TARPA terminated.

(Board of Directors 1983) ENDORSEMENTS TARPA will avoid any action which might be construed as sponsorship or endorsement of a business or commercial venture.

(Board of Directors 1981) FRINGE BENEFITS It is TARPA Policy to seek improvements in fringe benefits for retired pilots in the following areas: 1.

Cost of living adjustments in the retirement plan.

2.

Improved group health and life insurance coverage.

3.

Retirement passes which retain the same pass and seniority classification held at time of retirement.

4.

Fifty percent reduction in first class surcharge with complete waiver of charges as ultimate goal.

5.

Access to TWA employee parking facilities.

6.

Official recognition of TARPA by ALPA and TWA. It is particularly important to have ALPA actively and officially represent the retired cockpit crew members of all airlines.

7.

Promote through ALPA, RAPA and all other possible sources, special tax credits to employers for cost of living adjustments granted to their retired employees, or individual tax credits to retired non-government individuals on fixed income type retirement plans.

8.

Positive space reservations at 50% reduction on all published TWA fares, with the same restrictions applying to retired employees as to full fare passengers. This rule also should apply to active employees, and TWA management should be encouraged to make similar exchanges with other airlines.

(Board of Directors 1983)

- 22 -

MAILING LIST It shall be TARPA Policy to allow non-members, at the discretion of the Secretary, to be placed on the mailing list for TARPA TOPICS for the sum of $10.00 per year.

(Board of Directors 1983) MEMORIALS It shall be TARPA Policy to donate the sum of $25.00 to the TWA Pilots Retirement Foundation, Inc. or to another charitable fund, if so requested by the family of the deceased, as a memorial for a deceased member.

(Board of Directors 1983) RECOGNITION OF WORKERS The Board of Directors shall give consideration to preparing and issuing a scroll expressing appreciation to people working for TARPA in the past and in the future. (This primarily is for Convention Committees and helpers) (Convention 1983) RETIRED AIR LINE PILOTS ASSOCIATION TARPA will affiliate with RAPA and the annual dues will be paid from the TARPA general fund or central treasury.

(Convention 1979) RETIREMENT TARPA approves and encourages the continuing efforts of the TWA MEC and its , Retirement Committee to improve the investment flexibility and performance of the TWA Pilots Trust Annuity Plan.

(Convention 1981) TARPA shall pursue every avenue open to obtain a legal voice in the administration and operation of the "B" Plan.

Convention 1981) TARPA, having reviewed the Trust Annuity Plan resolutions #82-6, #82-7, #82-8, #82-9 and #82-10 endorses the actions of the TWA MEC and recommends that the Chairman of the Retired Pilots Committee, Captain Roy Van Etten, be selected to fulfill the additional post of observer at the meetings of the Investment Committee, and further whenever the need arises, TARPA will make similar recommendations to the TWA MEC for their consideration and approval.

(Convention 1982) The TARPA Board of Directors is authorized and directed to spend TARPA dues as necessary to protect and promote the interest of TARPA members in the TWA retirement "B" plan.

(Convention 1983) RETIREMENT PARTIES TARPA favors domicile retirement parties.

(Convention 1981) TARPA TOPICS The January issue of TARPA TOPICS shall include a dues payment envelope addressed to the Treasurer of TARPA. (Board of Directors 1983) - 23 -

TERM OF OFFICE The term of office of a Committee Chairman shall be concurrent with the term of office of the President unless he is removed earlier by the President.

TWA SENIORS Full cooperation in every way with the TWA Seniors organization is intended by TARPA. (Convention 1980) * * * * * * * * * * * *

Two former Chief Pilots, Bill Townsend, SFO and Mac McClimans, MKC.

Bill Burgner, who came all the way from Geneva, Switzerland, with TARPA TOPICS Editor Al Clay and Bill Burrell.

Photos by Bill Dixon - 24 -

In Memoriam John F. George, Jr. John F. George Jr. died of a heart attack on March 26 in Cupertino, California. He was one month short of his 79th birthday. A native of Atlanta, Georgia, he had lived in Santa Clara County since 1947.

He flew for TWA for twenty nine years and was based in San Francisco until his retirement in 1966.

John George served in the Army Air Corps before and during World War II and retired as a Lieutenant Colonel. He is survived by his wife, Margurite, daughter Kathleen Cartwright, daughter Sandra Crane.

Mrs. George writes: "Johnny trained in the Air Corps at San Antonio, Texas, in the thirties. His daughter Kathleen was a flight attendant with TWA. His son was a purser - he died in October". * * * * * * * * * * * John J. Kennedy John J. Kennedy died March 29, at the age of 75.

He flew for TWA from 1940 until 1967. He spent most of his career on International. He is survived by his wife, Mary Ellen.

Jack had a great sense of humor and was an unJack served several terms excelled story teller. as Chairman of ALPA Council 24. * * * * * * * * * * * Stephen G. Hawes Stephen G. Hawes died April first. He was 68.

He joined TWA in 1939 and retired in 1975 and served as Chief Pilot of the International Operation for two years. Steve was a member of the Polar Route team that planned and started the Polar operations.

Survivors include his wife, Betty, three children and two grandchildren.

From Betty Hawes: " He died April first of - 25 -

In Memoriam cancer. From the number of cards and letters I have received, I am sure he was well liked and will be fondly remembered". * * * * * * * * * * * Leonard J. Mallano Captain Leonard J. (Len) Mallano, age 53, passed away on May 6, 1983 in Los Angeles.

His career with TWA began as a co-pilot in 1955 and progressed through the years to Captain in 1967 and on to Check Pilot and ultimately to Flight Manager from 1975 until his death. This period provided vast ex perience in all the aircraft from the DC-3 up to the L-1011.

Prior to his TWA years, Len attended the University of Southern California, was a policeman with the LAPD, and served a tour of duty with the U.S. Navy as a jet fighter pilot. He flew during the Korean conflict off the carrier BOXER and later was an instructor in fighters at Corpus Christi, Texas.

Flying the line was not the only aviation arena in which Len distinguished himself.

He served regularly as a technical adviser to Hollywood film and television productions. He also was at the controls of the L-1011 seen in many of TWA's commercials, the final of which, the aircraft is seen, almost prophetically, rising into a beautiful California sunset.

Len also gave freely of his time to give lectures in the community and was very popular in high schools for his talks to youths contemplating a career in the airlines. He served on employee councils and travelled extensively to attend meetings with the FAA, Air Traffic Control, and various other agencies in his unending dedication to TWA and aviation in general.

Len is survived by his wife Patty, a former TWA hostess, and his daughter, Michelle. He leaves behind a host of people he touched with his uncommon integrity, loyalty and good humor. He will be missed.

Submitted by Hugh Francis * * * * * * * * * * *

-26 -

In Memoriam A. Max Parkison A. Max Parkison: went to his final rest on May 20, 1983. Max was with TWA from 1939 to 1969, when he retired. He had been an instructor on all TWA aircraft types from the DC-3 to the Boeing 707 and the Convair 880.

He is survived by two sons, John of Kansas City and James of New York.. His wife, "Tip", passed away a year ago. Max was 68 years old.

Submitted by O. R. Olson Editor's Note: We are sorry that no picture of Max was available for inclusion In Memoriam. * * * * * * * * * * *

THE ROAD OF LIFE I expect to pass through this world but once.

Any good thing, therefore that I can do or any kindness I can show to any fellow human being let me do it now.

Let me not defer nor neglect it; for I shall not pass this way again - Unknown

ALCOHOLISM:

DETECTION AND DIAGNOSIS

By Phil Hollar Once a person has died of alcoholism it is quite common for the survivors to complain that the doctor failed to make the diagnosis of alcoholism.

This is perfectly understandable, but the accompanying anger is only partly justified.

Many reasons can be cited for the failure to produce the proper diagnosis. In this age of a sue-happy public, all doctors fear a libel suit. It's pretty heavy stuff to label a person an alcoholic, even if true. The doctor with the expensive suite on Rodeo Drive or Park Avenue doesn't want to be labeled an alcoholism zealot and crusader because some of his patients are gold plated drunks. A specialist depending on referrals is not about to risk offending his colleagues nor is an FAA examiner about to diagnose an illness that might deprive an airman of his livelihood. The scientifically oriented doctor has to eliminate all other possibilities and the doctor who is an alcoholic himself is not about to play the role of the pot calling the kettle drunk.

Probably the primary deterrent to calling a spade a spade is that most doctors, and the public in general, look upon alcoholism as a defect of character, a weakness or a shame, rather than a diagnosable disease.

As a disease, alcoholism fits the criteria necessary to be classified as such. It has clearly definable symptoms, follows a definite progression and responds in a predictable manner to a specific treatment.

Experience has indicated that the earlier an alcoholic is admitted to treatment, the more promising the prognosis. This is easier said than done because the alcoholic is usually successful in hiding the problem and keeping concerned parties in the dark as to the specifics of his problem. However, early signs and symptoms are evident to a number of people and when they finally get the courage to sit down and discuss these early signs of a drinking problem they find out that the problem is much more serious than they thought. A characteristic of the disease is that it is detectable long before it is diagnosable by a doctor.

Many people have the misconception that an alcoholic has to "hit bottom" before he. can be helped. In other words, he has to ask for it. Nothing could be farther from the truth. Most alcoholics hit bottom when they are patted in the face with a spade - six feet down. As mentioned earlier, the deeper one gets into alcoholism, the more one is convinced and knows that he doesn't have a problem. (continued)

- 28 -

If you think there may be a problem, rest assured that there IS a problem that has existed for some time. It is a fact of life that somebody, other than the alcoholic, often has to make the first move. Waiting until the alcoholic asks for help is to help him die. * * *.* * * *

VMRA PUBLISHES COOKBOOK Volunteers For Mentally Retarded Adults, the organization founded by Amy Hinton, has published a cookbook which is being sold as a fund raising project for the organization.

Included in the cook book are recipes from Kirk Douglas, Gregory Peck, Phyllis Diller, Nancy Reagan, Dinah Shore, Lee Remick, Bobby Orr, Lennon Sisters, Charlton Heston, Bob Hope, Barbara Walters and - would you believe it? GEORGE HINTON. We haven't seen a copy yet, but the book was compiled by Amy, so it has to be a winner.

Copies are six dollars each and can be ordered from: VMRA 21 Girard Road Winchester, MA 01890 * * * * * * * * * * *

AT THE DUNES - Roy Van Etten, Dave Richwine, Russ Derickson and Don Ulrich checking the books.

Photo by Bill Dixon - 29 -

SOUTHEAST SENIORS MEET The Southeast Seniors met at Treasure Island, Florida, at the Ramada Inn on Gulf Boulevard on May third, fourth and fifth.

The program included lounging on the beach and golf at the Bardmoor Country Club.

The reunion was capped off with a pool side beef and pork barbecue. There was a lot of reminiscing and plenty of tall tales.

Bill Townsend and the other officers who were serving with him were all re-elected by acclamation.

Southeast SENIORS President Bill Townsend (right) presents Howard Hall with a trophy for being the most senior SENIOR present.

Among others at the SE Seniors May meeting were Roger Don Rae and Andy McIlwraith, above, and on the left, Floyd Valentine

- 30 -

MORE HERE AND THERE AT THE DUNES All photos by Al Clay

Joe McCombs, Johnny Clark and Jean McCombs

Lou Cook and Convention Chairman Lyle Bobzin

Phil DeCelles, who came to see his dad receive the AWARD OF MERIT, and Harry and Fran Molder.

Left above, pretty Judy Haggard and Roy Van Etten.

Left, Dick Ruble and Ed Betts

- 31 -

A DOCTOR'S ADVICE TO FOLKS OVER FIFTY Warren J. Brown, M.D. And now - RETIREMENT.... retirement has been called the most frequent precipitating cause of emotional upset in older people.

It may entail the termination of productive life and the socalled "beginning of the end". When the muscle or mind is withdrawn from activity, flabbiness or atrophy ensues. Thus, many times when a man retires from life, life retires from him. The 65-year-old MUST retire from something to something.

Growing old should not become synonymous with loss of status, professional, personal and social.

There is evidence that tells us that creative thinking is little altered by aging. True, the attention span is shortened but not creativity.

Some of our greatest men have created in their elder years who can forget Benjamin Franklin, Albert Einstein, or Winston Churchill?

To keep your mind active, engage in games of memory - bridge, crossword puzzles, and other similar activities.

To insure a good mental outlook try to follow the rules for good mental health listed below: SOME RULES FOR GOOD MENTAL HEALTH 1.

2.

3.

4.

5.

6.

7.

Do not attempt to figure YOURSELF out.

Be aware of your weaknesses.

Do not take on more than you can handle.

Be changeable and not set in your ways.

Get "away" periodically.

Avoid fatigue.

Accept depressions as normal variations in mood, remembering "It is always darkest before dawn".

8. When you don't know what to do, do nothing; most problems_ will solve themselves.

9. Use your mind, "An active mind is a healthy mind".

10. Always try to improve yourself.

11. Take drugs only when prescribed and then exactly as prescribed.

12. Accept yourself.

SUMMARY It has been said that in order to educate one must first irritate.

Irritation leads to stimulation, and stimulation leads to education.

I hope that I have irritated the reader sufficiently, so that he will continue to seek answers, rather than make them as a "statistic".

The dog that looks for the bone usually finds the bone. A lot (continued) - 32 -

makes a lot; a little makes a little; and nothing makes nothing.

Those who live on their past laurels, such as the fellow who says, "I have never taken a pill in my life", must remember that he has never been as old as he is today. There comes a time in every man's life when his life expectancy will depend upon the number of pills he consumes.

If you don't acquire good habits, if you don't see a doctor periodically, and if you don't follow the doctor's advice, you will suffer and your loved ones will suffer. Put a lot into your work, your play, and keep Mother Nature from losing her guiding grip, and to slow the inevitable toll of Father Time put a lot into your health. * * * * * * * * * * * This excerpt from Dr. Brown's booklet was used by permission.

Dr. Brown is the author of several books. He is an FAA medical examiner, holds a commercial certificate with instrument rating and is a Q. B. He is also Editor of the Florida Aviation Historical Society Newsletter. * * * * * * * * * * *

Photo courtesy THE PHANTOM Passengers have used built in stairs, moveable ramps and jetways to board airplanes, but only Reg Plumridge would think to use a portable porter.

While on the SENIORS Alaskan cruise last year, Reg decided this was a fine way to keep his feet dry while boarding a float plane for a side trip. (Reg didn't know he was being photographed!)

- 33 -

WAYNE HAGGARD RETIRES

By Dave Richwine

In April, 1983, Captain Wayne Haggard retired after more than 37 years with TWA. On the one hand, Wayne is just another TWA pilot lucky enough to go the distance in his chosen career, and who is making the normal transition from Associate to Regular TARPA membership status.

On the other hand, he has been one of the best friends and most loyal servants the TWA pilots have ever had.

Born in Long Beach, California, in 1923, Wayne came to TWA in 1945 via the Air Force where he flew B-25's in the China-BurmaIndia theatre.

Involved in ALPA work for more than 20 years, he served as Council Chairman, MEC Chairman, and several times as chairman of the Contract Negotiating Committee. He was also an ALPA delegate to IFALPA and served on several special ALPA National committees.

He was Chairman of a TWA joint pilot-management "Pilot Utilization Task Force" that made an exhaustive study of practices on other major airlines.

This group produced a long list of recommendations which were adopted by TWA. Sensitive to the needs of all categories of pilots, Wayne was able (and not without controversy) to guide contract negotiations through their turbulent process time after time with consistent gains for his brother pilots.

Pilot benefits achieved during his involvement with contract negotiations include the following: 1.

2.

3.

4.

5.

The 75 hour flying month.

All current basic duty rigs (1 for 2, 1-3 1/2 -12 1/2 max duty).

Disability retirement.

100% company paid normal retirement.

The bow wave concept.

- 34 -

6.

7.

8. *9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

Passes for disability retirement Company-paid retiree life insurance Diurnal cycle duty rigs First B-747 pay scale Integrated FEIA agreement with improved standards for the F/Es Consistently improved retirement benefits Increased furlough protection Improved medical insurance.

Retirement at age 55 or with 30 years of service with no loss of A plan benefits A 72 hour guarantee for all pilots Unlimited ACMs Full deadhead pay Retiree dental insurance until age 65 Improved health and life insurance for retirees Increased lay-over times.

*Note: This was done at a time when ALPA was geared for a full scale industry battle for the preservation of our productivitybased increment pay scale. The airline managements were bent on doing away with same and almost succeeded in the first B-131 contract where they obtained the gross weight break-back. The present pay scale first negotiated by TWA pilots was a major industry achievement and Wayne had a big hand in it. (DWR) While it was not a contract-negotiated item per se, there is little doubt that, had it not been for Wayne, we retirees would not today have our class 7R passes. His efforts and influence with the TWA MEC will be sorely missed. Thanks, Wayne, from all of us! * * * * * * * * * * *

More smiling faces at the DUNES - John and Tola Murphy

- 35 -

ALL PERSONNEL Director of Personnel EARLY RETIREMENT PROGRAM As a result of automation as well as a declining workload, Management must, of necessity, take steps to reduce our work force. A reduction in force plan has been developed which appears the most equitable under the circumstances.

Under the plan, older employees will be placed on early retirement, thus permitting the retention of employees who represent the future of the company.

Therefore, a program to phase out older personnel by the end of the current fiscal year via early retirement will be placed into effect immediately.

The program shall be known as RAPE (Retire Aged Personnel Early).

Employees who are RAPE'd will be given the opportunity to seek other jobs within the Company, provided that while they are being RAPE'd they request a review of their employment status before actual retirement takes place. This phase of the operation is called SCREW (Survey of Capabilities of Retired Early Workers).

All employees who have been RAPE'd and SCREW'd may also apply for a final review. This will be called SHAFT (Study by Higher Authority Following Termintation).

Program Policy dictates that employees may be RAPE'd once and SCREW'd twice but may get the SHAFT as many times as the Company deems appropriate.

- 36 -

EDITOR'S . NOTES We saw Howard Hall at the Southeast SENIORS reunion in Florida and again at the TARPA convention and we asked him to share his experiences flying the Fords with us. Howard has agreed to tape some of his experiences and recollections of the early days of the company and send them to us for transcribing and using in TARPA TOPICS. We are looking forward to getting these tapes and know that they will provide much interesting material.

Howard's short field take-off procedure for the Ford was, on at least one occasion, unusual, to say the least. * * * * * * * * * * * Lend me the soapbox a minute.

It's about participation.

A convention for five hundred people doesn't just happen.

Neither does a golf tournament for over a hundred people, nor an eleven table bridge tournament, nor a tennis tournament for over fifty people, nor does a fine directory of our membership. They happen because somebody puts out a lot of work, so when you are asked to participate in TARPA work, please do. You could even volunteer. * * * * * * * * * * * Busch Voigts has promised us an article or two. One sounds real intriguing: I WAS A PILOT AND A HOSTESS TOO. Hope he has it ready for the October issue. * * * * * * * * ** * REPRINTED FROM THE SKYLINER

O.K.!

WHICH ONE OF YOU GUYS DID THIS?

- 37 -

TARPA BYLAWS (Revised May 1983) Article I Section 1.

The name of this Association shall be "TARPA" which stands for "The Active Retired Pilots Association".

Section 2.

The Home Office of TARPA shall be that of its presiding officer, or as may be directed by the Executive Board.

Article II

Section 1.

The purpose of TARPA is social, recreational and nonprofit, with a primary goal of helping its members to maintain the friendshipske and associations formed before retirement, to ma retirement a more productive and rewarding experience and to assist those active pilots approaching retirement with the problems that are inherent in the transition from active to retired status.

Section 2.

The Association shall operate under Roberts Rules of Order, Revised, unless otherwise specified.

Article III

Section 1.

REGULAR members shall be limited to retired flight deck crew members of TWA. REGULAR members are defined as those who flew as flight deck crew members and who were on the seniority roster of their respective profession in such capacity.

This includes any predecessor companies of TWA.

Section 2.

ASSOCIATE members are defined as those flight deck crew members over the age of 50 years and still listed on the pilot seniority roster of active flight c rew members, including those who may be on leave for any reason.

Section 3.

HONORARY membership shall be limited to candidates nominated by the REGULAR members. The name of the nominated candidate shall be presented for voting at the final business A two-thirds (2/3) affirmative session of the annual meeting.

Surviving spouses of vote shall be required for confirmation. deceased members will be accorded HONORARY membership in TARPA without dues. Widows of pilots who died prior to January 1,. 1981 will also be offered HONORARY membership

Section 4.

Annual dues for REGULAR and ASSOCIATE members shall be established annually by the Board of Directors and approved Dues are not require d of REGULAR at the annual convention.

members who, at the beginning of any calendar year, are 75 There will be no dues for HONORARY years of age or older. members. Dues will be payable January 1st for that calendar - 1 -

year.

Members requiring overseas mailing will pay an additional ten dollars ($10,00) per year dues to offset the added cost of mailing .

Article IV Section 1.

The officers of this Association shall be a President First Vice President, three Regional Vice Presidents (Eastern, Central and Western), a Secretary and a Treasurer.

These officers shall constitute the Executive Board.

All officers shall be REGULAR members.

Section 2.

The President shall supervise the affairs and activities of TARPA, convene the Executive Board or Board of Directors, and preside over such meetings.

He shall be the presiding officer at all conventions.

Section 3.

The First Vice President shall assume the duties of the President whenever the President is unable to perform them and shall perform such other duties as may be assigned him by the President.

Section 4.

The Vice Presidents shall execute such duties as are assigned them by the President.

Section 5.

The Secretary shall process all applications for membership, keep a current roster of members and their addresses, disseminate information to the membership at such times as directed by the Executive Board, record and make available to the officers the minutes of all official meetings and execute such other duties as may be assigned by the President.

Section 6.

The Treasurer shall manage the financial affairs of the Association, collect dues and distribute membership cards, provide a financial report at all meetings of the Executive Board, Board of Directors –the-- annual convention and execute such other duties as may be assigned by the President.

Section 7.

The Executive Board shall determine the activities to be undertaken by the Association.

The Executive Board shall incur no indebtedness beyond the existing funds for the current fiscal year.

Section 8.

A Historian shall be appointed by the President to gather and disseminate personal data and lore of the Association's public relations program and to execute any other duties pertaining to the chronological events of the Association.

The office of the Historian shall not constitute a part of the Executive Board nor the Board of Directors.

Section 9.

An Editor for the Association's Newsletter shall be appointed by the President to edit and supervise the publication of the

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Association's Newsletter and to execute any other duties pertaining to the public relations as may be assigned by the President.

Periodic publication of the Newsletter is to be in the best interests of the Association.

Article V Section 1.

The Board of Directors shall consist of thirteen (13) members, i.e., the President, the First Vice President, three (3) Regional Vice Presidents, the Secretary, the Treasurer and six (6) non-officer Directors.

There shall be one (1) REGULAR and one (1) ASSOCIATE Director from each Region (Eastern, Central and Western).

Section 2.

The Board of Directors shall determine TARPA Policy in session or by written resolution.

The Board of Directors shall resolve any problems that may arise between conventions.

Any action required or permitted to be taken at any meeting of the Board of Directors or of any committee thereof may be taken without a meeting if a written consent thereto is signed by all the members of the Board or of such committee. Such written consent shall be filed with the minutes of proceedings of the Board or committee. Members of the Board of Directors or of any committee designated by such Board, may participate in a meeting of such Board or committee by means of a conference telephone network or a similar communications method by which all persons participating in the meeting can hear each other.

Participation in a meeting pursuant to this subsection constitutes presence in person at such meeting.

Each person participating in the meeting shall sign the minutes thereof.

The minutes may be signed in counterparts.

The method of meeting used will be that which most logically suits the exist ing situation ion .

Section 3.

A majority of the Board of Directors, at a meeting duly called shall be necessary to constitute a quorum for the transaction of business, and the act of a majority of the directors present at a meeting at which a quorum is present will be the act of the Board of Directors.

Section 4.

If the organization has any profits, the Board of Directors shall decide what part thereof, if any, shall be added to the organization's funds and what part, if any, shall be donated to a charitable organization chosen by the Board.

Article VI

Section 1.

Each year the President shall appoint a Nominating Committee consisting of five members.

This committee shall be responsible for providing nominations for Officers and Directors at the annual convention. Nominations for any office shall not be considered without the consent of the nominee.

Additional nominations may be made by any member present at the annual convention.

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Section 2.

Election may be by ballot or by hand and shall be the last business on the final day of the convention.

A majority of those present and voting will elect.

Members not attending a convention may execute a proxy which shall be voted as instructed by the absent member.

Section 3.

Except as stated in Article V, Section 1, only REGULAR members shall be eligible for election to office.

Section 4.

Officers will hold office until re-elected or replaced by newly elected officers.

Should an officer become unable to serve during his term of office, he shall be replaced by vote of the Board of Directors.

Such replacement shall serve until the next convention.

Section 5.

The voting body and proxies shall consist only of those REGULAR and ASSOCIATE members who are in good standing as verified by the Treasurer.

Section 6.

It shall be the policy of this Association that Officers, Board members and the general membership will not receive compensation of any kind for work done for the Association.

Article VII

Section 1.

The Association shall hold an annual convention.

The place and date for each subsequent convention shall be designated by the Board of Directors.

Article VIII

Section 1.

These Bylaws may be amended only at an annual convention by a two thirds (2/3) vote of the members in good standing present and voting. Proposals for such amendment may be submitted in writing to the Executive Board by any REGULAR or ASSOCIATE member in good standing prior to the annual convention.

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THE DC-1 (FIFTY YEARS)

By Ed Betts In a number of past issues of the TARPA TOPICS, the "history lesson" has traced TWA's roots from the predecessor airlines to the merger years of 1929 and 1930. TWA, as a new airline, began its all-air coast-to-coast service in October of 1930, using a fleet of tri-motor Fords and Fokkers that were part of the merger agreement. At the end of 1931, the first full year of operation, it was obvious that TWA wasn't going to survive without a "modern airliner" that would attract passengers , and make money for the company. Mail, which represented 77.8% of the company's entire operating revenue, could get across the country in less than twenty four hours using the speedy single-engine planes that were introduced that year.

For the passenger, however, it was a thirty six hour trip, including an overnight stop. Fares had been cut nearly 50% of 1929's peak, but load factors were steadily dwindling to less than 50%. Unprofitable schedules had been cut, employees had taken two pay cuts during the year and other cost saving measures had been instigated in order to keep from going bankrupt, but the losses were still averaging $200,000 a month.

When Richard Robbins assumed the presidency of TWA in late 1931, he formed an advisory committee for the selection of new aircraft from three of the company's crack pilots...Charles Lindbergh, Jack Frye and D. W. "Tommy" Tomlinson (the working member of the committee).

There were numerous aircraft available, or were in the drawing board stage, that were considered and, in some cases, tested that were faster and more comfortable than the Fords. Foremost among the possibilities was the revolutionary Boeing 247 transport, but there was a two year wait for deliveries.

Ford had several versions of the "Tin Goose", including one with the center engine (a l000hp Hispanic ) mounted on top of the fuselage, that were some improvement over the present fleet, but couldn't compete with the 247's advertised three mile a minute speed. Fokker aircraft, with its wooden construction, was definitely out due to the infamous "Rockne" crash. CurtissWright had a modern version of the "Condor" biplane that featured radial engines with NACA cowling and nacelles, retractable gear and a deluxe (6'6" headroom) cabin with sound proofing material.

Past experience by TAT (they had two of the old models) had proven their performance questionable over high terrain. Ernest Breech's General Aviation had a three engine all-metal monoplane that Lindbergh favored, but since it wasn't much of an improvement over the Fords, Breech canceled the program. Still in the drawing stage were multi-engine transports by Lockheed, Fairchild, etc.

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Such was the situation that the company faced in the summer of 1932, and the situation was getting worse. Tomlinson, working at the company's headquarters in NYC, drew up specifications for what TWA wanted in a new aircraft that would attract passengers, and make money.

Jack Frye, then Vice President of Operations. sent out letters with these specifications, confidentially, to a number of aircraft manufacturers.

What TWA wanted was basically a twelve passenger all-metal monoplane (although a biplane would be considered) powered by three 500 to 550 hp "Wasp" engines. A top speed of 185 mph and a sea level cruise of not less than 146 mph, and a landing speed of not more than 65 mph. A max gross of 14,200 lbs. that would include a 2.300 lb. payload, radio and other equipment and fuel enough for a 1,060 mile range. There were a number of other specifications including a proviso, added by Lindbergh. that the plane be capable of taking off from any TWA airport, under good control, with any combination of an engine-out situation.

One copy of Frye's letter, dated August 2. 132, was to make aviation history.

It was addressed to Donald Douglas...and Douglas met the challenge. This letter is considered to L e the company's birth certificate to enter the transport field. and still hangs proudly on the wall of the corporation office.

Within weeks after receipt of the letter, Douglas and a small team of his top engineers had a rough outline for a plane that would meet the rigorous specifications.

They took the train to NYC to meet with Robbins and the committee, still making additions and changes in the original concept as they traveled.

Their basic ideas were not new, rather an adoption of all the latest advances and techniques in the industry that were available, or in the testing stage. They proposed a two-engine low wing monoplane with a retractable landing gear into the latest of the NACA developed engine nacelles mounted on the wings, wing flaps, with wing and fuselage as designed by Jack Northrop (than a subsidiary company with Douglas) for the "Alpha".

There had been numerous developments and improvements within the industry in just a few short years that made their proposed plane attractive and possible; all were important. Higher octane fuel meant more power. In the field of metallurgy , new materials had been introduced that gave added strength for less weight for both the airframe and the engines. The Wright brothers first engine computed to 16.6 pounds per one horsepower; new 700 hp engines on the test stands of Wright and P&W were less than two pounds per horsepower and approaching the ultimate of one pound. New propellers were being tested by Hamilton and Curtiss (electric) whereby the pilot, from the cockpit, could select the maximum pitch for takeoff and the most economical pitch for cruise (the full variable pitch and feathering were still years away).

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AT GRAND CENTRAL TERMINAL Radial engines were the most popular, particularly with multiengine planes, but the exposed cylinders were like a barn door and presented a lot of drag. The NACA developed cowlings and nacelles were more effective with the outboard engines. Douglas figures that the two 700 hp engines would be more efficient than having three of the 550 variety, and a lower cabin noise level.

One of the unknowns with a plane of this size and weight was the strength of the wings. Boeing ran the huge main spar right through the cabin, which presented an objectionable hurdle.

The Northrop design was to be in three sections, using the multiceller "stressed skin" concept whereby the ribs and framework kept the air foil shape and the skin carried the load. It was stronger versus weight and also allowed for easier maintenance and inspection.

The meetings between TWA and Douglas lasted for over a week.

Tomlinson favored the two engine concept. Frye wasn't too keen at first, favoring three for safety reasons (as did the TWA pilots).

Lindbergh couldn't make up his mind, but would go along with either providing the engine-out requirement was met.

It was finally agreed, and a contract signed on September 20th, that one prototype (dubbed the DC-1) would be built and, if acceptable to TWA, would cost $125,000. TWA would have first option on the next sixty airframes at $58,000 each. Soon after the contract was announced the Douglas stock jumped from $7.12 to $16.00 a share. Douglas had a late start in the "modern airliner" race; the program was given top priority. Tomlinson was assigned to work full time at the Santa Monica plant.

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The choice of engines was left to TWA, although Douglas wanted the "Cyclone" and "Wasp" to be interchan geable for evaluation purposes.

It was the start of a fierce warfare between the representatives of the two engine companies and, at one point during the construction, a white line was drawn on the plant floor to keep them separated. Eventually TWA selected the nine cylinder, 710 hp "Cyclone".

First came the wind tunnel tests on various models of fuselage, wing and tail designs. Stall recovery was one of the biggest problems as well as the center of gravity when more things were added or changed. This was overcome by frequently increasing the sweepback of the outer wing panels as well as the span.

The final result, as viewed from above, was like an inverted 'V' that measured 85' from tip to tip. One wing panel was tested for strength by driving a steamroller over it.

There were two fuselages under construction, one a wooden mockup.

Frye, Paul Richter and Walt Hamilton were frequent visitors to Walt was then superintendent of maintenance (all the plant. three were the original founders of Aero Corporation of California, a TWA predecessor).

Walt wanted an engine mounting system whereby an engine could be taken off and replaced in half an hour.

Douglas got it down to 14 minutes to remove, 18 to replace.

TWA conceded the extra two minutes. In late years, Ray Dunn and "Frankie" Parent set a record one-hour for a complete engine change.

Frye and Tomlinson spent countless hours in the cockpit mockup studying the best arrangement for the instruments, radios, One of the biggest problems was getting in and lighting, etc. out of the pilot seats gracefully (and safely), which was finally solved by using folding armrests. Douglas had its share of the headaches as the plane progressed; number one, the max gross weight was approaching 18,000 lbs., nearly 4,000 over the original specs . . . would the airplane fly at all, much less on one engine?

The modernized T-22 "Condor" made its first flight in January of 1933, with deliveries to American and Eastern in April. The Boeing 247 was first flown in February and was a qualified success.

Production of additional aircraft hadn't hinged on the outcome of the initial test flights...they were already on the assembly line and within a month United introduced them on their eastern schedules. By September of that year, United had thirty (total delivery was sixty) new planes and were "blitzing" the CHI-NYC market with eleven daily round trips (TWA and American each had one) plus a coast to coast schedule that was seven hours faster than the closest competitor.

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The DC-1 was ready for its first flight on July 1st...it was almost a complete disaster. There was a huge crowd on hand, including all 900 Douglas employees on their lunch hour, to watch the event. Test pilot and Vice President of Sales, Carl Cover, was at the controls and after a series of taxi tests started down the runway at "full bore". At about 1,000' down the runway he pulled the nose up, and suddenly the plane lurched to one side and started sinking as one engine cut out. With level flight, at treetop level, the engine functioned normal again. Another attempt to climb and this time both engines quit.

With the nose lowered they came back in, speed picked up, and the same thing happened when attempting to climb. Skillfully, Cover went through a series of ups and downs until he managed to get enough altitude to bring it around for a hard, but safe, landing.

DC-1 after Mines Field belly landing The engines were repeatedly torn down, examined, run up on the tests stand and put back on the plane for more testing. "Eddie" Allen, a free-lance test pilot, had been hired by Douglas for the DC-1 test program. Each time that Allen would take the plane up there was the same problem with the engines cutting out in a climb attitude and accelerating. It was a classic example of "checks OK on the ground". It was several weeks before it was discovered that the carburetor floats were hinged in such a way that fuel was starved with the nose up and accelerating.

They were reversed and the problem was solved.

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The plane went through several months of testing by Allen, with Tomlinson often the co-pilot. On one flight while making a series of takeoffs and landings at nearby Mines Field (LAX today), there was a "breakdown of communications" that resulted in a belly landing. Two Douglas engineers were also aboard, and the one standing between the pilots was given the assignment to hand pump the gear up and down. They had changed places and the second observer hadn't been told his assignment...until it was too late. Fortunately the design of the plane was such that nearly half of the wheels were still exposed when in the retracted position, and acted as a coaster so that other than the bent props and banged up flaps, there was little damage.

TWA had specified a 21,000' minimum service ceiling. On one test to meet this requirement they were able to get the plane up to nearly 22,000', but the engine oil cooler froze, and with zero pressure, an emergency landing was made at San Fernando.

On one of the speed tests to SFO and return, Tomlinson logged a top speed of 233 mph, the first of numerous transport records the plane was to set in the next two years.

The final test, and the one that had all of the Douglas group worried, was the engine out on takeoff from TWA's highest airAlthough ABQ is higher, it was agreed that a takeoff port. from Winslow and flight to ABQ would meet the requirement per Allen, Tomlinson and two Douglas engineers Lindbergh's request. met in a hotel the night before to plan the details. Since this was the first takeoff from a high-level airport they agreed on one practice run in order "to get the feel". When the wings were supporting the plane, as evidenced by the shock struts, Tomlinson was to throttle back one engine to simulate a failure and pump like mad on the hand pump to get the gear up, come back and land, and then do the actual demonstration. TWA observers were lined up along the runway at 500' intervals with flags. After the runup and mag test, Allen gave it full throttle Tomlinson was all poised with his and released the brakes. right hand braced on the glare shield and the left hand on the pump. However, when they had what Allen thought was sufficient airspeed, Allen reached up and cut the ignition switch to one The plane settled (observers said the props were just engine. inches from the ground) while Tomlinson pumped. They made it, and the flight to ABQ was just a little slower than normal, although they did outrun a Ford that took off about the same time.

On another flight, with passengers aboard that included Donald Douglas (his first flight in the plane), there was an engine None of the passengers were aware of the failure for real. problem until Tomlinson came back and announced that he was going to land at ABQ, as a precaution.

TWA accepted the plane in December and Tomlinson had the honor of presenting Douglas the check for $125,000. Douglas figured

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that it had cost them $307,000 to build the one plane. For the production model, the DC-2, TWA ordered a two foot "stretch" in the fuselage in order to accommodate two more passengers (two rows of seven seats each). This also upped the price tag from $58,000 to $65,000 per airframe (payment in gold, which benefited Douglas).

The DC-1 far exceeded TWA's specifications for performance, etc.

The 24'8" (DC-2 26'4") long, 5'6" wide and 6'3" high cabin that was insulated and sound-proofed with "Seapak" (Kapok) was the ultimate in passenger comfort.

An auto pilot eased the pilot workload and kept the plane on a straight course and altitude.

It was also the first plane to come equipped with an operating manual for power settings, etc.

Problems with the DC-1 weren't over after delivery to TWA. Frye, Hamilton and Tomlinson wanted a fool-proof mechanical latch on the gear system to insure that it wouldn't collapse. Douglas said it couldn't happen.

The "pork chop " gear had a cam arrangement so that when over-center the gear was theoretically locked down.

On one flight, with Tomlinson checking out Eddie Bellande and George Rice, the gear did collapse after approaching the ramp at Glendale. The proverbial "stuff hit the fan" when Rich ter and Tomlinson had a load of VIP's aboard, including the Mayor of Wichita, for a demonstration flight. As they taxied towards the ramp, before a crowd of onlookers and other VIPs, the gear collapsed and the Mayor stepped off the plane without the need of loading steps. Douglas installed a positive downlock.

The DC-1 (Old 300) was involved with numerous American and World records for transport planes during its short tenure with TWA, which will be discussed in future issues of the TOPICS. It was used for a while as a "flying laboratory" by Tomlinson, (who else?) for high altitude research helping to pave the way towards pressurized aircraft. The Northrop "Gamma" was better suited for some of the extended research, and after a period of loan to the U.S. Government, in 1936, the plane was sold to Howard Hughes.

Hughes had it modified with extra fuel tanks, presumably for an attempt at a record round-the-world flight. However, typical Hughes fashion, it just sat. In 1933 it was sold to an English viscount, then to a French company. In 1939 it was in service with the Spanish Republican Government ... was even shot at by Nationalist fighters...and taken as a prize of war when the civil war ended.

After the war it was used by a new airline (forerunner of Iberia) on a passenger run between Seville, Malaga and Tetuan. In December of 1940 it lost an engine while taking off from Malaga and bellied in with extensive damage. There were no injuries. There were no spare parts available, so the plane was stripped and the

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frame left to rust near the airport boundary. There is a Spanish legend that monks from the Cathedral of Malaga used part of the frame to fashion an Andas ... a symbolic stretcher to carry the image of the Blessed Virgin through the streets on certain church festival days. As part of the church treasury, "Old 300" will live forever.

MEMBERSHIP INFORMATION REQUEST Quite a few of you have sent in the form that was in the last issue of TARPA TOPICS. Some of them are real interesting.

This is a reminder for the rest of you to please send in the form.

We thought Ralph Helphingstine sent in a real slice of history.

Ralph says he flew his first trip with Captain Don Barnes and F/0 Gordon Lankford on June 13, 1947, MKC to ABQ. Where else?

For his most interesting flight, Ralph picks a trip from SFO to MKC on November 15, 1955.

"Bobby Greenlease had been kidnapped and killed in the Kansas City area. Arthur A. Brown was apprehended in SFO and rode our flight to KC under heavy guard.

"John Frazey was Captain, I was F/O and I believe Sam Dietrich was F/E. "Although we were not supposed to haul prisoners, the FBI put the heat on John Collings, and he had the guards and prisoner booked by his direct order.

"There were some rather elaborate preparations made and none of our regular passengers were aware of the kidnapper's prescence." *

*

John Soule writes that his first trip on the line was from La Guardia to Kansas City on May 27, 1946. He flew with Charlie Kratovil. He says they landed at Midway after a 3:43 flight from La Guardia. Midway to Kansas City took 2:06. This was on Flight 49, plane number 403, a Boeing 307B-1.

"My first flight was my most exciting. I had been accepted into the first aviation unit that was tried out in ROTC at the University of Washington in the fall of 1926. In addition to our daily ROTC drill, we worked at the Army Air Corps hangar at Sand Point on Lake Washington. I polished, swept and cleaned everything an Army Sergeant named Louie Larson told me to.

"Before we were allowed to fly we needed signed releases from our parents.

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"We went up in a Consolidated PT-1 and the pilot let me hold the stick for a while over Seattle. Luckily I remembered the pilot was from Port Townsend, Washington.

On June 3, 1946, Flight 49, Plane 401, a Boeing 307B-1, I was the Flight Engineer for the same pilot, TWA Captain Don Terry. One of us mentioned Seattle and in short order we figured out we had met before.

Don's son Bob was the Co-pilot on this flight. He later went with Eastern, I believe.

"Don, of course, was from Port Townsend, a small Puget Sound pioneer town". * * * * * * * * * * * O.K., all you old plane fans, we know it was called a vertiplane, but what is it and what was it supposed to do better?

Picture courtesy of Bob Gwin

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Bob writes: "The picture of the Verti-plane was taken at Camden airport and I was only nineteen then, and did not know anything about it - I just had my picture taken beside In those days Camden airport was a very big thing. At it. the north end of the field, RCA had three Tri-motor Fords we used to look at, and one big light would light the field for night landings.

EAL flew the first Gyro Airmail to Philadelphia and back. I received a pass from TWA and took a DC-3, Captained by Fletcher Grabill from Camden to LaGuardia.

I was later to fly many flights with Fletcher as his F/E or IRO. At that time, Hi Crowther was Director of Maintenance at La Guardia.

"Keeping busy over here with golf, fishing, Shriners, Navy League and QB's." * * * * * * * * * * *

FRANKLIN YOUNG, Ozona, Florida, second from the left standing, one of the first American Naval Aviators to arrive in Europe at the beginning of the U. S. involvement in World War I. Courtesy of Florida Aviation Historical Society Newsletter

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Franklin Young as a Naval Aviator in World War I

Picture courtesy of Warren Brown The story below is courtesy of Florida Aviation Historical Society Newsletter

Young moved from Columbus, Ohio to Clearwater with his family in 1908 at the age of 14. Later the family moved to Ozona.

He answered the call for student pilots and was trained at Pensacola, Florida.

In May, 1917 (war was declared in April 1917), he was sent to France and was a part of the first group of Americans to arrive in Europe. He spent most of the war in a fighter squadron protecting ships from U-boats off France.

After leaving the Navy he returned to Ozona and managed the Ozona Fruit Company for his grandfather. He then moved to Los Angeles in 1927 and Joined PACIFIC MARINE AIRWAYS and flew their H boats between Catalina and Wilmington. This was taken over by Western Air Lines, later TWA. He retired from TWA in 1953 and went west in 1975 at age 81. (submitted by his brother, Robert C. Young, Dade City, Florida) * * * * * * * * * * *

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THE FIRST RETIREE

By Dave Kuhn

Franklin "Pappy" Young rolled the Super-Connie to the Los Angeles ramp on schedule .

It was his last flight as a TWA Captain. He was the first pilot to retire from the airline and, possibly, the industry. Not many started before he did.

To the greeting party, he had aged none for thirty years.

The 1953 Reception Committee First row: Second row: Third row:

Photo supplied by Dave Kuhn

Stan Jacques, Fred Austin, Franklin Young, Ken Woolsey Lee Danielson, George Rice, Kal Erwin, Bob Eads Mo Bowen, Harry Campbell, Dave Kuhn

At the retirement dinner, Captain Young thanked all for the silver platter.

He then advised those of top management present that he had not been retired, but rather terminated! * * * * * * * * * * * TARPA TALES

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THE TARPA

GRAPEVINE JUNE 1983

Another TARPA Convention, a year's effort in the making, the colossal edition of 1983, is now history!

Each event seems to top its predecessor in both attendance and high spirits. Somewhere around 500 TARPANS, spouses, relatives and friends came together in Las Vegas on May 10, 11 and 12 in another big celebration of fellowship, fun, golf, tennis, bridge, fashion shows and fine food and drink. Some, of course, indulged (invested?) in games of chance and enjoyed other tempting forms of entertainment offered on a grand scale around the clock in Sin City, the Mecca of all High Rollers.

Convention Chairman Lyle Bobzin overcame year-long problems, not the least of which was whether the Dunes would still be operating at convention time because of management and financial problems. With a lot of volunteer help from wife, Rita, and many others, he put together a very large package of entertainment for all of us. Others who deserve recognition for the final results were President Lyle Spencer and Dorothy; Betty Humbles and A. T.; Reg Plumridge; Roy Van Etten; Louise Vestal (and Leon, too); Nick Nichols and Pat; Buck and Kate Buchanan; Dick Ruble; Al Lusk; Terry Rager; and Fashion Show models, Rita Bobzin, Elke Doyle, Jean McCombs, Ann Morehead, Ruth Plumridge and Dorothy Spencer.

A list of those who attended the convention is included at the end of this GRAPEVINE. It may not be entirely complete or accurate. To compile this list, it was necesary to combine the Dunes Hotel print-out of reservations (as of 05/11/83, 0905 AM) with the Not-in-the-Dunes list, the pre-banquet sign-up sheet, the golf list, the tennis list and the bridge list to arrive at a final complete (we hope) version, a total of 454 names. If you were there, we hope your name is there! * * * * * * * * * * * * * * * * *

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From A. T. HUMBLES, in his annual report to the convention, we were pleased to learn that on our fourth anniversary we have 1060 TARPA members; 605 Regular retired members; 358 Associates; 47 Eagles; and 50 Honorary members. * * * * * * * * BURT MCCONAGHY, at the convention banquet, passed a note to President LYLE SPENCER at the head table, saying "Schedule just called - they want DAVE KUHN, HOWARD HALL and HARRY CAMPBELL to call immediately - they have Recurrent Training at 0800 tomorrow." * * * * * * * * * * * We accepted with pleasure a recent invitation from "Parky" to attend a luncheon with the "Board of Directors" of the Hot Air Balloon and Wicker Basket International Airlines, Ltd. The meeting was held at the MKC Yaadboids Restaurant in the old terminal building. The occasion was to honor and present a plaque to JOE GILBERT, SR., the venerable restaurateur, well known to many TWA old timers, who operated the MKC airport restaurant, starting back in 1940, and who is now head of the Gilbert-Robinson organization's 60-odd eating establishments in many U.S. cities (Houlihan's, Bristol's, Annie's Santa Fe, Sam Wilson's).

TARPANS present were Hal Blackburn, Otis Bryan, Harry Campbell, Bert Cooper, Art Eggiman, Ray Dunn, Floyd Hall, Howard Hall, Moe Hansen, Jack LeClaire, Harold Neumann, Gail Storck, Busch Voigts and Gene Exum. "Parky" Parkinson is-chief organizer for the group. Other guests were Joe Bell, Col. Otis Bryan, Jr., George Clay, John Cooper, Jim Fennell, Bill Gilbert, Bill Green, John Harrington, Garrett Holland, Al Jordan, Chuck Kaul, Bob Lauchlan, George Levering, Bill Neff, John Roche, Earl Smith and Clyde Williams. * * * * * * * * * * * BOB ADICKES, President of the Avtek Corporation, sent us a note with a persuasive brochure on the AVTEK 400, the airplane that is "designed to fly you into the 21st Century- - in style, luxury, and ease - efficiently" Bob says, "Just wanted you to see what a bunch of 'over-aged' airline pilots are doing, now that we are out to pasture. The first public announcement of the AVTEK 400 will be made by DuPont at the Paris Air Show on May 25th, and we already have deposits on 88 sales for delivery in 1985!" Good luck! * * * * * * * * * * * JOE SCHNEIDER says he is an "890" on the new DC-9-80 program and trying to do his farm work which has been held up by a very wet spring. Yup, that's Kansas 1983. Well soaked! * * * * * * * * * * * THE GRAPEVINE

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DICK BECK says that he and LOU have sold their place in Vail, Colorado, and will remain the year 'round in San Clemente.

(No snow, no ski, no mo t , oh no!) But Dick will probably take up serious Pacific surfing; We all know that he'll keep moving. * * * * * * * * * * * D. G . (BUCK) BUCHANAN remembers his first trip as a co-pilot on TWA. The Captain was A. R. (DICK) SCHMIDT. The plane was a DC-3 and the trip was in September, 1945, scheduled for around-trip MKC-ABQ. The two-day trip stretched to five when MKC fogged in and they returned to ABQ from ICT. Buck says he had been married only four months and KATE was still not sure about the airline flying business. He remembers, too, that Dick gave him his first landing on the airline, "a real confidence builder".

Buck and Kate have now been married 38 years.

He says "The marriage, the career, and the airline all survived so I reckon it has all been worthwhile, and I'm happy to be around to recall all of it". Buck and Kate were NICK NICHOL'S indispensable helpers in the LAS convention hospitality room, keeping the joy juice flowing to an overflow crowd of convivial customers. Hats off to a super couple! * * * * * * * * * * * JACK KOUGHAN has changed his address, although he's still in Rio Rancho, NM. In his note he adds, "This puts me closer to the 17th hole than I can get with my 5-iron". * * * * * * * * * * * "SPUD" CONNICK writes that he misses the old TWA gang, but he does see GEORGE DREW quite often and they take an occasional hop together in George's 1939 Piper Cub. * * * * * * * * * * * Another successful social luncheon gathering of Kansas City retired folks was held at the Lake Quivera Country Club on March 25, hosted, as usual, by MOE HANSEN and ART EGGIMAN. Seventy two old friends were present for this one, including several welcome individuals who came out for the first time. * * * * * * * * * * * FRANK DUBBS, a top favorite MKC DC-3 co-pilot of years ago, writes from Los Alamitos, California, that emphysema has cut down many of his activities, but he still gets out for golf once or twice a week, riding a cart and carrying a portable oxygen tank.

Some of us who play golf with various ordinary handicaps, like an ungrooved swing or gorilla-touch putting, THE GRAPEVINE

Page 3

might ponder the fortitude required to carry oxygen equipment just to get off the cart and swing at the ball. Frank and HELOISE will be toasting their 40th anniversary in July this year.

Congratulations on all counts to another great couple!

In a very diplomatic note, GEORGE DUVALL reminded us of an error we made in the April GRAPEVINE regarding BOB WITTKE'S flying of the last TWA DC-2 flight. We had guessed badly (and without research) that it was 1936. The DC-2 actually lasted to 1940 on TWA. George adds that he remembers pumping the gear up and down for ROBEY, MOOMAW, TERRY and many others during his co-pilot years from 1938 to 1940. George and JOYCE had just returned in April from a TWA SENIORS tour to Ischia, Italy, with a group which included HOWARD and BUNNY HALL, DEAN PHILLIPS and GERRY SCHEMEL. His final comment: "The weather was not too good, but the fellowship was 100%". * * * * * * * * * * * By the time you read this, TARPA Treasurer DEAN PHILLIPS and BARBARA will 'have spent most of June visiting Chicago and going into Canada for some fishing. Before departing, Dean thoughtfully sent us the following items condensed from notes received with members' dues payments: DAVE BYL writes, "I'm still in excellent health and hope to collect retirement for years to come. Sure did love that 747". Dave lives in Illinois but spends the summer and fall fishing and hunting in Michigan. * * * * * ** * * * * BART HEWITT hoped he could make it to the convention but is still busy keeping the airline from falling apart. Bart is flying as a ROPE (Retired Old Pilot Engineer). No excuses next year, Bart. * * * * * * * * * * * BOB THUNE had surgery on his right shoulder in April. He is recovering at this home in Phoenix. * * * * * * *** * * FLOYD VALENTINE couldn't make Las Vegas this year, bu t commented, "I think this Florida weather is making my brain moldy - I liked the dry west better". * * * * * * * ** * * THE GRAPEVINE

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JIM GILMORE says he is seldom home - especially when fishing reports are good. * * * * * * * * * * * LEW THOMPSON couldn't make the convention but said he will have plenty of time next year, after reaching his "magic day"--July 20, 1983. * * * * * * * * * * * GUY CAPIN is busy growing "Madcap" orchids in Ft. Myers, Fla. * ** * * * * ** * * DAVE SPAIN sent best wishes to all those who made it to Las Vegas. * * * * * * * * * * * BOB SPRINGER says, "Gainesville, Ga., is not exactly located on any prominent cross roads from any direction, but, on occasion, people have been known to stop here and enjoy some beautiful scenery.

I would be delighted if you, or anyone so inclined, could find time to stop in sometime". * * * * * * * * ** * FLOYD HALL wrote, "I know TARPA will be descending on Las Vegas soon, and I hope you have a good time. If you see anyone there who might remember me, give them my best". * * * * * * * * * * * ROGER SAILORS planned to be in Las Vegas but missed the convention because his daughter, in Montana, injured her back and they were going up to help out with her children. * * * * * * * * * * * New TARPA members noted from A. T.'s recent correspondence: Thomas C. Heine Harry W. Johnson Bob Herendeen Pete Fletcher Henry K. Roach Francis A. Smith George H. Ways James J. Morgan H. T. Chittendon

THE GRAPEVINE

Raymond H. Gosen Richard V. Fertal J. D. Rideout Melvin Rigdon Irving Bostwick Ralph W. Weaver Charles E. Lebrecht David M. Davis T. Goodwin Lyon

Bud Zimmerman Rollie Boldon Tom Everhart John E. Sells A. H. Leonard John R. Evans Dean L. Allin Richard C. Trischler Hubert F. Williams

Page 5

JOE CARR tells us that he had surgery in February for removal of bladder stones and prostate, but everything "seems to be on the mend and I should be up-and-at-'em in a few days". Knowing Joe, we can assume that he was back on his feet and at 'em even before the doctor gave his final O.K. * * * * * * * * * * * PAUL BRACKEN: "You are all doing a h--- of a good job. Never thought it would go over the way it has. Keep it up and lots of luck to all". Thank you, Paul!. * * * * * *

* * * * *

In the matter of "planning ahead" (if you missed the news item): The Metropolitan Life Insurance Company has released preliminary calculations on life expectancy at various ages from birth. A baby girl born in America in 1982 is now expected to live 78.2 years; a boy, 70.7 years. Life expectancy at other stages of life are: WOMEN: 44.9 years more at age 35 (79.9); 35.5 years at 45 (80.50); 18.8 at 65 (83.8).

MEN: 38:6 years more at age 35 (73.6); 29.5 years at 45 (74.5); and 14.5 years at 65 (79.5). * * * * * *

* * * * *

The publishers of AVIATION QUARTERLY advise that a few complete four-book annual sets of their fine aviation history volumes are still available. If you collect aviation lore, or if you need an exceptional gift for a flying friend, these books are tops.

The four-book sets for 1977, 1978,, 1979 and 1980 are still available.

The price is $52.50 per set, plus $2.00 Write Donald Seymour, AVIATION QUARTERLY Publishers, postage.

Box 606, Plano, Texas, 75074. * ** * * * * * * * * ALEXIS KLOTZ writes from St. Helena, CA., to give an address change, and adds the following: "CLIFF ABBOTT and I were 'cell mates' at Brook and Kelly Field in 1927. We are now both retired and have had open-heart cut-ups. Mine was a four-way bypass with no after-effects after five months. Hope to live another decade. Have not heard from Cliff but hope he is doing well.

I don't miss the flying, but do miss the gang. You are doing a fine job and I do enjoy the TARPA magazine". (Lex, we missed you at Las Vegas this year, but another decade will allow you to make every one from now through 1993. Good luck!) * * * * * * * * * * *

THE GRAPEVINE

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W. L. (BILL) HARRISON has sent us the following poem by Jean Immerwahr, a passenger on the Frankfurt-Bombay leg of Bill's final trip before retirement in 1976. Having heard before takeoff at Frankfurt that he was retiring, she handed a copy of the poem to Bill on arrival in Bombay.

THE CAPTAIN'S LAST FLIGHT In case you've wondered what passengers think I'll try to tell you with pen and ink.

Flying with you on your last flight We're glad it's such a beautiful night.

How many thousands of miles you have flown While your family waited in your far off home.

How many takeoffs, with thundering speed While we held our breath, though there was no need.

How many landings, light-_ as a feather These giant birds, in all sorts of weather.

How many thanks have flown your way There couldn't be words enough to say.

Your feet may be grounded, but not your heart.

Will your thoughts fly upward when you hear a jet start?

Now that it's over, please pardon this drivel.

Just think! At last you'll have time to travel! * * * * * * * * * * * PERRY SCHREFFLER, RECENTLY RETIRED IN California, observes his new status in these words: "Retirement is like a pay assignment.

I hope Schedule doesn't call". * * * * * * * * * * * Make the most of your pay assignment! * * * * * ** * * * *

THE LAW OF THE SEARCH: The first place to look for anything is the last place you would expect to find it. * ** * * * * * * * *

THE GRAPEVINE

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COMBINED ATTENDANCE LIST, TARPA CONVENTION, LAS VEGAS 1983 Adams, John and Lib Adickes, Bob and Helen Ainsworth, Arky and Betty Anderson, Dick and Jean Anderson, Bob Anderson, Tom and Teresa Bain, Mary Kay Bainbridge, Bill and Evelyn Barr, Rutt and Noreen Bassford, Steve and Martha Bauman, Bill and Betty Bebee, Dale Beck, Dick and Lou Beck, Tom and Diane Beighlie, Ritchie and Shirley Betts, Ed Bissonette, Riley Bobzin, Lyle and Rita Boldon, Rollie and Grace Bonn, Frank and Bonnie Booth, Athen Boqua, Eddie and Katherine Borgmier, George and Trudy Boxberger, J. D. Breen, Ed and Sue Brister, Roy and Esther Brogdon, Jim and Marge Brown, Joe and Eliese Brubaker, Bob Buchanan, Buck and Kate Burgner, Bill and Huguette Burks, M. Burrell, Bill and Teddy Busch, Pauline Butler, Lee and Jeanne Campbell, Harry Cantrell, Warren and Doris Carlson, John and Helen Carroll, John Carter, Dean and Kay Chapman, Ivan and Vera Chichester, Stan and Kay Clark, Chris Clark, John E. and Ruth Clark, John L. and Betty Clay, Al and Jo Colburn, Dick and Georgia Converse, Ginny Cook, Lou and Lorraine Coughran, James E. Craft, Ray and Martha THE GRAPEVINE

Creswell, Joe and Ellie Crow, Lofton Davis, Cliff Davis, C. M. and Sylvia Davis, Rusty and Jean DeCelles, Larry and Betty DeCelles, Phil and Nancy Deitchman, Bill and Dorothy Derickson, Russ and Ulrike Dill, Charlie and Martha Dixon, Bill and June Dougherty, "Doc" and Betty Dowling, Carl and Marguerite Doyle, Dick and Elke Drosendahl, Russ and Lucy Dunn, Bernie and Anneta Duvall, George and Joyce Dyer, Chick and Thelma Eads, Bob and Peggy Earley, Bob and Ginny Elliott, Bud and Lucy Ellington, Duke and Maxine Evans, Keith and Donna Exum, Gene and Sue Fischer, Mel and Margo Fiser, Jesse and Jane Flournoy, Richard and Iris Gastrich, Hank Garrett, Ruby and Beth Gallatin, Harry and DeDe Gilbert, Stew and Lois Girard, Larry and Phyllis Gracy, Sam Graves, Clayton Green, Clancy and Betty Hager, James Haggard, Wayne and Judy Hall, Howard and Bunny Hall, Ed Halperin, Dave and Chen Hansen, Moe and Mary Hanson, Omar and Teddy Harlin, John and Edna Harpster, Jack and Marie Harrison, Bill and Mary Hays, MacDonald Headstrom, Al and Dee Heath, Al Heinrich, Earl and Frances Henderson, Edith Hendrix, Jim and Clair Page 8

Henslee, Jess Herman, A. T. Hippe, Ken Hoesel, Charles Hoffman, Ed Hollar, Phil and Joyce Hoyt, Harry and Phyllis Hubbard, Lloyd and Margaret Humbles, A. T. and Betty Hylton, Leonard and Frances Ives, Larry and Connie Jacobsen, Harry and Flo Johnson, Bill and Marggie Kachner, Harold Keele, Lyman and Brigitte Kelly, Paul and Millie Kennedy, Mary Kidd, Klay and Lolly Kiefer, Dixie and Fran Kirby, Al and Sylvia Kleiner, Dick and Helen Koughan, Jack and Jean Kuhlman, Doug Kuhn, Dave and Emily Lachenmaier, Bob and Dorothy Larson, Bob and Ella Lattimore, John and Betty LeClaire, Jack and Lil Lee, Dick and Rae Lewis, Lucille Long, Dick and Alice Lowell, Vern and Carol Luckey, Sam and Marge Lundberg, Don and Rosemary Lusk, Al and Mary Lynch, Ruby Lyon, Goody Lytle, Neal Manning, Bob and Audra MacDonald, Marge Manning, Tex and Margo May, Thad and Janet Mazer, Wally McClimans, H. F. McCombs, Joe and Jean Mc Conaghy, Burt and Bessie McCarty, Paul and Marjorie McClure, Bob and Earlene McFarland, Leo and June McFerren, Phares McKenney, Red McKee, Frank and Mary Lou THE GRAPEVINE

McNew, Paul and Eloise Meagher, Jim and Patti Merrigan, Bill Miller, Dean and Alice Miller, Jack and Beth Miller, Willie and Dorothee Mitchell, Johnny Moffett, Meredith and Lee Mokler, Harry and Fran Montgomery, Bob and Gladys Montgomery, John Morehead, Clem and Anne Morrison, John and Sally Morris, Max and Phyllis Mueller, Bob and Pam Murphy, Art Murphy, John and Tola Myers, M. Neja, Ted and Win Neumann, Harold and Inez Nichols, Nick and Pat Olson, Eldred and Rosalie Olson, O. R. Olson, Vern and Phyllis Ottewill, Herb and Virginia Pahl, Slim and Mickey Parent, Jane Peek, John T. Peterson, Pete and Gladys Phillips, Dean and Barbara Pierson, Leon Plumridge, Reg and Ruth Polizzi, Jim and Barbara Porter, George and Nancy Powell, Bud and Marian Powk, John Pusey, Ralph Pyle, John and Marion Query, Chuck and Bertie Rager, Terry and Betty Rea, Bill Reed, Vic and Opal Rideout, J. D. and Geneva Rice, Charlie and Kate Richardson, Del and Rena Richwine, Dave and Vi Richey, John and Hazel Risting, Mel and Donna Rodgers, Mel and Naydene Ronholm, Ron and Noreen Rowe, Ed Ruble, Dick and Kay Page 9

Ruege, Frank and Louise Ruff, Lin and Millie Runkle, Billy and Helen Salmonson, Roger and Joy Sanders, Bill Schemel, Gerry and Peggy Shively, Irene Simpkins, Roy and Rita Smith, Barbara Smith, Frank and Carol Solomon, Sol and Bonnie Spencer, Lyle and Dorothy Spence, Joe St. Lawrence, Mitch Stamp, Harry Stanton, Jim and Virginia Strickler, Charlie and Alice Sturtevant, Hank and Adrienne Swayne, Howard Thrush, Margaret Thurston, Hutch and Jane Townsend, Wm. B. and Mickey Townsend, Wm. E. and Alva Traylor, Herb Trischler, Dick and Mildred Tschirgi, Chuck and Betty Tunder, Joe and Kalita Turner, Bill and Dauby Twohy, Bill Ulrich, Don * *

THE GRAPEVINE

* * * * *

Vail, Ernie Vallee, Jim and Doris Vance, S. Van Etten, Roy and Noreen Cawley Vande Velde, Al and Mary Vestal, Leon and Louise Voigts, Busch and Lucille Voss, Bob and Mary Jane Walker, Charlotte Walker, Jake and Anita Wall, Al and Marion Ward, Harry and Suzanne Webb, Joe and Virginia Weiss, Jack and Gloria Welch, Tom and Vi Wells, Eddie Weyrich, Jack Wheeler, Jim and Doris Whitney, Clay and Jeanne White, Charles and Ella Wildman, Lee and Sue Williams, H. F. Wind, Mickey and Betti Wittman, Clem Wollenberg, Wolly and Edna Yokel, Ralph and Beverly Young, Ben and Didi Young, Don Youngblood, Dub and Korky Zimmerman, Bill and Sally * *

* *

Page 10

SECRETARY'S CORNER Don't have much to say but inasmuch as there was the blank back page I felt I had to say something.

Our members have improved in letting me know of address changes and hope you will continue. All the printing in the return address section of this beautiful news booklet has helped also. This tells the postal service to deliver if able locally and send me the correct address along with a dun for 25 O. If necessary to forward they do so and the recipient pays the forwarding postage. If it is refused or undeliverable it comes back to me and we pay all the postage for return. Believe me, it has really helped me with the mailing list.

Thanks go to my wife, Betty, for all the help she gives me in getting these mailings out.

I repeat, there are still a lot of eligible people out there who have not joined TARPA. Each one of you consider himself a recruiter in helping bring these people into the group.

This past reunion in Las Vegas was most enjoyable and the Board of Directors has decided on Orlando, Florida, for the next one in May of 1984.

Dean Phillips, our Treasurer, is away for a few days in Canada fishing.

He advises there are still a handful of members who have not paid their 1983 dues. Right now please check to make sure you have paid your dues.

At this last business meeting we decided to drop all who are more than six months in arrears with their dues. Proration of dues was eliminated .

Dues for 1984 were raised to twenty dollars.

Hope you all have a nice summer. That lovely Vi Richwine sure does a nice job of typing this whole book, doesn't she? y,