1983.10.TARPA_TOPICS

410 HARBOR VIEW LANE • LARGO, FL 33540

PRESIDENT'S MESSAGE CONVENTION PLANS PENSION PLAN REPORT TARPA TALES - GOODBYE TO THE 707 A DREAM COMES TRUE - BILL PIPER GRAPEVINE THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA

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

OCTOBER 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

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

THE END OF A BEGINNING OCTOBER SEES THE LAST 707 FLIGHT ON TWA. THE 707's IMPACT ON THE INDUSTRY AND THE WORLD WAS DRAMATIC. IT CHANGED THE WAY THE WORLD THINKS. IN THIS ISSUE, ED BETTS WRITES THE SWAN SONG FOR THE TWA 707.

Photo furnished by Ed Betts.

PRESIDENT'S MESSAGE

In early July a strong letter of protest was sent to Mr. Meyer concerning the increase in surcharges for First Class and Business Class travel.

Later in July an answer was received from Mr. D. J. Ryan which, in effect, brushed off our protest as not meriting consideration.

In late July we finally became incorporated in Nevada as a not for profit social organization.

The application to the IRS for tax exempt status has not yet been filed as of August 30th.

This is solely due to my being away almost the full month of August and therefore I was not available to sign the necessary papers.

The deadline date for submitting nominations for the Award of Merit is February 8, 1984. If you have any nominees, please submit their names and supporting data by that date. Since we do not, at this time, have a Chairman of the Awards Committee, please send any nominations me and I will forward them to the new Chairman.

We have had approximately a 10% growth rate in dues paying members so far this year. Somewhere 'out there' are a lot more potential members. We need our present members to recruit whoever they can find who are eligible.

REMINDER: The dues for calendar year 1984 are $20.00. These are due and payable January 1, 1984.

In the last TOPICS I mentioned a suggestion to hold our 1985 convention in Hawaii and requested comments. The result of the request is zilch.

Sincerely yours,

Lyle A. Spencer

FLASH:

LLOYD HUBBARD is the new Chairman of the Awards Committee

GILB'S LAW OF UNRELIABILITY: Computers are unreliable, humans are even more unreliable.

LEWIS' LAW:

but

People will buy anything that's one to a customer * * * * * * * * * * *

APPELLATE COURT RULES IN FAVOR OF PLAINTIFFS HUTCH THURSTON, et al.

EEOC In the lawsuit commonly referred to as the Thurston case, three pilots filed suit against TWA for not being able to continue in employment as Flight Engineers.

These three pilots were Hutch Thurston, Chris Clark and Clif Parkhill. The EQUAL EMPLOYMENT OPPORTUNITY COMMISSION entered the suit having as its claimants A. M. Lusk, L. D. Bobzin, Robert Gowling, T. H. Widmayer, A. T. Humbles, Donald Roquemore and Horace Lewis.

Last fall the Southern District Court of New York, Kevin T. Duffy, Judge, granted TWA's motion for summary judgement dismissing (1) An action against it by the bargaining agent for flight deck crew 60 members, Air Line Pilots Association, claiming that age is a bona fide occupational qualification for Flight Engineer status and therefore exempt from the 1978 amendment (ADEA) and (2), an action by certain Captains and First Officers (Thurston, et. al .) claiming that TWA discriminated against them in violation of ADEA by refusing to permit them to down-bid to the position of Flight Engineer after they reach 60 years of age.

On appeal to the United States Court of Appeals, Second Circuit, the Appellate Court rendered the following: CONCLUSION The judgement for TWA against ALPA is affirmed. The judgement in favor of TWA against Thurston and the EEOC is reversed and remanded to the District Court with directions to enter judgement for appellants against TWA and ALPA and to award to each plaintiff such amount as may be found due against each defendant in accordance with this opinion, after such evidentiary hearing as may be necessary for that purpose.

Some excerpts from the Court's finding follow: The Retirement Plan negotiated as part of the 1977 Working Agreement between TWA and ALPA and incorporated in it by reference, provided that the normal retirement date is the pilot's 60th birthday and that pilots must retire by their normal retirement date unless written approval of the Company is granted for continuance in employment.

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TWA failed to agree with ALPA on a revision of TWA's retirement program so it would comply with the 1978 amendments. On August 10th, 1978, TWA unilaterally issued a bulletin authorizing the continued or reactivated employment of "any cockpit crew member who is in a Flight Engineer status AT age 60", retroactive to April 6, 1978. The term "Flight Engineer status" was not defined and the procedure whereby Captains and First Officers approaching 60 might acquire that status was not described. TWA immediately reinstated those who had been in Flight Engineer status on their 60th birthdays and had been retired after April 6, 1978.

Following TWA's August 10, 1978, bulletin, ALPA prevailed upon TWA to impose additional restrictions on down-bidding Captains and First Officers approaching age 60 to acquire status as Flight Engineers.

The first restriction, to fulfill their bids in a timely manner.

Under the new rule, Captains would lose the difference in pay and responsibility they would have enjoyed if they had been allowed to complete their careers as Captains up to 60.

The second restriction, Captain's down-bid is cancelled unless he has passed the written examination for the position of Flight Engineer when reporting for training. This rule forced the retirement of two EEOC plaintiffs.

The evidence is overwhelming that an Age 60 rule for Flight Engineers is not reasonably necessary to insure safety standards and that ALPA's claim to the contrary must be rejected.

ALPA has pointed to no evidence that indicates that any airline accident has ever been caused by the incapacitation of a Flight Engineer, much less an over 60 Flight Engineer.

Here, however, ALPA is not suing to promote employment of older persons, which is the purpose of the Act. On the contrary, it seeks to use the ADEA to cut off the rights of older Flight Engineers.

This ALPA may not do.

Applicants are entitled to recover back pay, an equitable remedy, against the union...the union owes a duty to all its members, including its over 60 members, not to discriminate against them.

One of the purposes of a back pay award is to spur unions, as well as employers, to evaluate employment practices and eliminate unlawful discrimination.

ALPA originally opposed the FAA's Age 60 rule as arbitrary and discriminatory in 1960 in the case of ALPA vs Quesada.

Although ALPA argues bat is dispute threatens the safety of its members, it admits that its action is motivated by economic, not just safety concerns; "The continuation in employment of Flight Engineers over age 60 has necessarily deprived substantial

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numbers of furloughed pilots of work opportunities".

The court also makes note of the fact pilots who cannot hold a first class physical but can obtain a second class are allowed to bump to Flight Engineer. Also, a reduction in force results in displacement.

Another the Court cites: In addition, TWA, as a disciplinary measure in response to demonstrated incompetence, has not discharged incompetent pilots but has permanently transferred them to lower positions (such as that of Flight Engineer) for which they are qualified, without requiring the pilot to bid for a vacancy.

That some Captains were successful in complying with the company's discriminatory transfer policy - - and then at the price of an early demotion - - cannot excuse the denial of equal opportunity to other members of the protected class.

TWA's practice, "which equates involuntary retirement as a Captain at age 60 with a complete severance from the company", is not part of a bona fide seniority system. The bona fide seniority defense is therefore unavailable to TWA as a matter of law.

It is sufficient to establish that the employer knew or showed reckless disregard for the matter of whether its conduct was prohibited by the ADEA...TWA was clearly aware of the 1978 ADEA amendments; indeed it was required to post them. Its attempt to escape full compliance by authorizing restricted down-bidding by Captains and First Officers approaching 60 does not relieve it of liability for liquidated damages based on its continued discrimination against them through these unlawful restrictions. * * * * *

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BILL DIXON ON NASA AVIATION SAFETY REPORTING SYSTEM STAFF Bill Dixon is on the staff of the NASA ASRS, an information gathering and analysis program dedicated to air safety.

By collecting information about mistakes, things that just happen and things waiting to happen, the program alerts pilots, mechanics and controllers to potential hazards. The program guarantees reporters confidentiality and anonymity, thus encouraging people to submit reports of dangerous or potentially Rigid security measures dangerous happenings or conditons. insure that no identifying information is retained. The staff is a distinguished group of pilots and scientists.

Overall direction of the program is provided by William Reynard, NASA ASRS Program chief, an attorney with a strong background - 4 -

in aviation safety and in the armed forces. The day to day operation of the program is provided by the Batelle Memorial Institute, a leading research organization.

The Batelle staff is headed by Ed Cheney, a veteran Batelle engineer who directs the progessional and analysis staff of which BILL DIXON is a member.

Bill's qualification summary on the roster reads: William Dixon, consultant, pilot analyst, Captain (Retired) Trans World Airlines, Air Corps Flying Cadet, Troop Carrier Command, WW II, England and France.

Rated most TWA aircraft, check airman on 747 and other types. Manager of Flying, New York, San Francisco, Kansas City; wide experience as Captain and Check Pilot, domestic and international.

The staff roster lists two other men who served the cause of air safety in many ways during their long service as airline pilots.

They are Captain Ted MacEachen of American Airlines and Captain Harry Orlady of United Airlines. * * * * * * * * * * * * *

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PENSION PLAN REPORT by Roy W. Van Etten We are on a roll. At the end of June 1983 the "B" Plan "Index of Change" stood at 1.19795 or, in other words, the plan has appreciated 19.795% since the end of 1982. Any increase in excess of 3% a year will increase your compensation from the plan, and conversely, as many of our older retirees can verify, a performance below 3% a year will reduce your compensation.

Obviously on October 1, 1983 you will receive a raise. This raise will be computed by increasing the value of the unit of interest by whatever percentage the June "Index of Change" exceeds the six month proration of our 3% yearly assumption.

This computation results in a unit value of $33.422 and your October check will be adjusted accordingly.

Last June, for personal reasons, R. J. Flannery resigned from the investment committee. I know that I speak for all of you when I extend our thanks to Ray Flannery for the many hours of selfless effort that he devoted to the improvement of the "B" The alternate member of the committee, Charlie Wilder, Plan. will now join Bill Proctor as a regular member and A. J. Mundo has been appointed as the new alternate member. As many of you are well aware Al Mundo has done extensive ALPA work for the His expertise and experience in dealing with the pilot group. enigma that we respectfully call the company will be a welcome addition to the investment committee.

The company recently published a revision of the TRUST ANNUITY PLAN. This revision contains extensive changes and the method used to compute your benefits is one of them. Quite simply the reason for that change was to protect the integrity of the plan.

Previously in a rising market we were overpaying and in a descending market we were underpaying. We have asked the company to furnish all retirees with an updated copy of the If you do not receive one in a reasonable length of time, plan. contact personnel benefits in Kansas City and if that fails to produce results contact your Senators and/or Congressman. In the meantime, you deserve and are entitled to a thorough explanation and I will attempt to present the mathematics involved in an easily understood format. Please bear with me.

For the purpose of our example we will begin a plan year with a fund worth $500,000,000.00 and end the plan year with a fund This gives us an index of change of worth $618,000,000.00.

Had the plan only appreciated the 3% interest 1.23600. assumption it would have been worth $515,000,000.00 at year end.

However, since the plan appreciated $103,000,000.00 more than our assumption, we are entitled to an increase in benefits. The question is how much. Previously we would have subtracted 3% from 1.23600 and said that we were entitled to an increase of - 6 -

1.20600 but if you increase $515,000,000. by that increment the result is $621,090,000.00 which is $3,090,000.00 more than our year end value of $618,000,000.00. If instead of subtracting .03 you divide by 1.03 the increase we are entitled to becomes 1.20000 and when you increase $515,000,000.00 by that increment you get the true fund value of $618,000,000.00. In the future our prorations throughout the year will be made by division rather than subtraction.

The six month divisor, which we will use to compute the value of the unit of interest for the October 1st payment, is the square root of 1.03 or 1.01489.

When there is nothing but good news around, it is a common tendency to forget the problems that existed in the past. The market, for instance, is a two way street and can go down even faster than it goes up. I don't mean to be a wet blanket but in the month of July our "B" Fund lost $24,000,000.00. The numbers for August are not yet available. Our next valuation date will be based on the fund value at the end of September and our January check . will reflect that valuation. I have not forgotten the debacles of the past and neither have the pilot members of your investment committee. I wish I could say the same for the company members of the investment committee who have trouble understanding our urgency and why we need to employ professional help to restructure and monitor our "B" plan investments.

Undoubtedly the fact that none of their personal finances are involved is one reason for their complacency. We now have approval for the use of directed brokerage to pay for these professional services.

We are in the process of writing a contract to employ THE CARMACK GROUP to provide us with these services.

Come the end of September TWA's PENSION REVIEW COMMITTEE will meet to consider and approve our plan of action.

Once that is done we can at long last initiate action to protect and enhance the considerable equity that each of us has in the Trust Annuity Fund. So as you can see, we are still plodding along. With patient persistence we may get there.

In 1972 the value of the unit of interest was $24.859. in 1974 the value was $12.433 and our retiree's compensation had been cut in half. I don't think that there is any prudent person of sufficient age and experience that does not believe: there will be another war, double digit inflation will resume, interest rates will exceed their previous highs, and that the stock market will once again go belly up. In January 1982 the TWA MEC passed five resolutions designed to provide some measure of protection.

The negotiating committee presented these resolutions to the company and executed a letter of agreement stating that the company would not unilaterally withold their approval of these actions. Why then, some twenty months later, has it not been completed? The answer is obvious and the record will show it. If the company continues to obstruct the changes that we seek, the foundation will be laid for the litigation that is sure to follow any substantial loss of plan assets. * * * * * * * * * * * - 7 -

July 26, 1983 TO THE TWA MEC

Gentlemen: The value of the Pilots Trust Annuity Fund at the end of June 1983 was in excess of $705 million. Which means that, for the first six months of 1983, the value of each unit outstanding appreciated approximately $53.00 per unit. Your net worth increased accordingly as shown by the following table: UNITS 350 400 450 500 550 600

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DOLLARS -

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$18,550.00 $21,200.00 $23,850.00 $26,500.00 $29,150.00 $31,800.00

DOLLARS

UNITS 650 70C 750 800 850 900

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$34,450.00 $37,100.00 $39,750.00 $42,400.00 $45,050.00 $47,700.00

Come October 1, 1983 the retired pilot will receive an 8.257'% Rest assured, that will put a smile on his increase in income. know that I speak for all cockpit retirees in I face. expressing their thanks to you for your continuing efforts to improve the performance of the "B" Fund.

Roy W . Van Etten, Chairman TWA Retired Pilots Committee cc: All MEC Committees

YOU KNOW YOU ARE GETTING OLD WHEN: Everything hurts and what doesn't hurt doesn't work; The gleam in your eyes is from the sun hitting your bifocals; You feel like the night before, and you haven't been anywhere; Your little black book contains only names ending in M.D.; You get winded playing chess; Your children begin to look middle aged; You finally reach the top of the ladder and find it leaning against the wrong wall; You join a health club and don't go; You begin to outlive enthusiasm; You decide to procrastinate but never get around to it; Your mind makes contracts your body can't meet; A dripping faucet causes an uncontrollable bladder urge; You know all the answers but nobody asks you questions; You look forward to a dull evening; Your favorite part of the newspaper is 25 years ago today; You turn out the lights for economic rather than romantic reasons; You sit in a rocking chair and can't make it go; Your knees buckle and your belt won't; You regret all those mistakes resisting temptation; You are 17 around the neck, 42 around the waist and 102 on the golf course; You stop looking forward to your next birthday; After painting the town red, you have to take a long rest before applying a second coat; Dialing long distance wears you out; You You You The

are startled the first time you are addressed as "old timer"; remember today that yesterday was your wedding anniversary; just can't stand people who are intolerant; best part of your day is when your alarm clock goes off! * * * * * * * * * * *

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5886 El Parque Ave. Las Vegas, NV 89102 July 5, 1983

Mr. C. Meyer, Jr., President Trans World Airlines, Inc. 605 Third Avenue New York, NY 10158 Dear Mr. Meyer: The large increase in pass surcharges is exorbitant for active employees and for the retiree it is a disaster. The same inflation that prompted your proposal has greatly eroded the retirees income and any increase in pass surcharges will compound this erosion.

The pr oposed surcharges may be comparable to American's but you should be aware that United offers unlimited First Class. positive passes, without charge, to its Retirees.

A retired couple would have to allocate a considerable sum of their vacation finances in order to assure their eligibility for any available seat. For example a retiree and wife traveling ORD- JFK-CDC-TLV round trip would have to carry eight $20.00, four $50.00 and four $40.00 surcharges for a total of $520.00.

Since the Company has never seen fit to grant retirees a cost of living adjustment, it would not be unreasonable to expect a p ass policy similar to United's that would eliminate surcharges for retirees. Whatever expense this might incur is returned many times over when retired personnel are used for various sales efforts throughout the system.

Sincerely,

Lyle A. Spencer President

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July 25, 1983

Mr. Lyle A. Spencer 5886 El Parque Avenue Las Vegas, Nevada 89102 Re:

Pass Changes effective August 1, 1983

Dear Mr. Spencer: Mr. Meyer has asked me to respond to your letter of July 5, 1983 regarding the pass changes which are to take effect August 1, 1983.

TWA appreciates the continuing contributions and efforts of its retirees. Nevertheless, the rising costs of air travel compel increases at this time in the charges for non revenue travel.

These increases were implemented only after extensive studies and a review of other airlines' policies. As you noted, United does offer unlimited first class transportation without charge to its retirees, but there are restrictions.

First Class travel is not permitted on United's Tokyo and Hong Kong routes and charges are assessed for business class and coach travel on these same routes. The United charges are comparable to the assessments on our trans-Atlantic routes.

As you know, under the new program, retirees will continue to have free coach transportation. While the cost for First Class and Ambassador Class travel has increased, these increases are less than what you set forth in your letter. In your example, the total assessment for a retiree and his wife travelling First Class ORD-JFK-CDG-TLV round trip would be $280.00, (not $520.00) computed as follows: ORD-JFK $20 JFK-CDG-TLV 50 TLV-CDG-JFK 50 JFK-ORD 20

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July 25, 1983 Mr. Lyle A. Spencer Page 2

We will the new In that of July article

continue to inform our retirees of the workings of program through correspondence and the Skyliner. regard a letter was sent to retirees during the week 18, and the July 18th issue of Skyliner featured an on the changes.

Please be assured that we fully appreciate the concerns you expressed but feel the plan we will adopt is the most equitable one possible for all concerned.

Very truly yours,

D. J. Ryan

cc:

J. C. Hilly M. J. Wolf

INSURANCE COMMITTEE REPORT For more than two years now, the RAPA Insurance Committee, in conjunction with Alexander and Alexander, the insurance brokers handling the RAPA Medigap policy, has been searching for a life insurance policy that RAPA members and their widows might be able to use. We hope to have such a policy proposal ready for the annual RAPA Convention in December. At the moment, the proposal would include a policy which would be available in increments of $25,000, $50,000, $100,000 and $200,000. It would be available up to age 70 and then renew to 75. It would be a level premium policy and also level benefit which means that its death benefit would not diminish with age. It can be converted to whole life at any time up to age 75. Rates for a man age 60 would be $44.30 per month for $25,000 with about a 15% reduction for non-smokers.

Most TARPA members are pretty well off with their present insurance coverages but some of our older members or those who retired early for medical reason as well as some widows of members may find such a policy useful.

Since the merits of the policy will probably be debated and the decision made at the forthcoming RAPA convention, I would appreciate knowing if there is any interest in such a policy among our group.

Dave Richwine, Chairman Insurance Committee * * * * * * * * * * * EARLY INSTRUMENT FLYING BEING STUDIED Dr. William M. Leary of the Department of History at the University of Georgia is doing research on pioneer instrument flying for the National Air and Space Museum, Smithsonian Institution.

He has requested information from anyone who has experience in early instrument flying. He is especially interested in the experiences of anyone who had their instrument rating before 1940.

If you have any information that would help this study please contact Dr. Leary at the Museum. His address is: Dr. William Leary Room 3570, National Air and Space Museum Smithsonian Institution Washington, D. C. 20560 * * * * * * * * * * *

1984 CONVENTION NEWS Planning for the Sixth Annual TARPA Convention is well under way. Your co-chairmen for 1984 are Dave Richwine and Bill Townsend.

The location is the Sheraton Twin Towers at Orlando, Florida, May 8, 9, and 10, 1984. Close by is Disney World and all of its attractions, including the new and famous EPCOT Center, Cape Canaveral is within easy driving distance.

Our rates are $55.00 single or double, and good for three days before and after our meeting, which gives you a chance to plan to include the many local attractions and fine trips.

For those staying at the Sheraton, free transportation to all attractions,, as well as to and from the Orlando airport is included.

Tentative Schedule: May 8, Tuesday: Registration all day, starting at 9:00 A.M., golf practice, tennis, trips you may wish to include to various attractions. HOSPITALITY HOURS, 10:00 A.M. to 5:00 P.M. in Sheraton Twin Towers Penthouse Suite.

May 9, Wednesday: Registration, 8:00 A.M., golf and tennis, 7:30 A.M., bridge, shopping, etc. BUSINESS MEETING, 1:00 P.M. HOSPITALITY HOURS 10:00 A.M. to 3:00 P.M. at Penthouse Suite.

Cocktail party, 5:00 to 7:00 P.M. May 10, Thursday: Registration for late arrivals in Hospitality Room Penthouse Suite, Golf and Tennis, 7:30 A.M., tours, bridge, etc., BUSINESS MEETING, 1:00 P.M. Evening Cocktail party (one hour free, compliments of Hotel) followed by banquet and program, dancing.

When you receive your hotel reservation card, a $5.00 TARPA registration fee will be included. Hopefully, this will cover mailing, printing, signs, set-ups for Hospitality Room, and a few awards.

MARK YOUR CALENDAR NOW for our Sixth Convention May 8, 9, and 10, 1984. We will do our best to see that you enjoy seeing old buddies again.

We will need your help and cooperation, so that registration, dues, and time schedules can be accomplished. We do have deadlines to meet, both for TARPA and hotel arrangements. A convention of this size doesn't just happen.

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CUT-OFF DATE for guaranteed hotel registrations is April 8, 1984.

Contact your pals for foursomes and doubles partners in your challenge matches. We will be sending out the "Things to Do" list in the near future, and need to know who wants to do what.

More in the next TOPICS. Dave Richwine and Bill Townsend * * * * * * * * * * * Dear Abby, Would you advise me on the following problem?

I am 30 years old and have two brothers, one of them is a Republican candidate for County Judge. The other is serving time, a nine year sentence in Joliet prison for rape.

My two sisters are on the streets, and my father lives off their earnings.

My mother is pregnant by the neighbor next door, who refuses to marry her.

Recently I met a charming girl; an ex-prostitute, single, and the mother of three lovely children; one white, one black, and one Chinese.

My problem is - should I tell her about brother being a Republican?

Faithful reader * * * * * * * * * * * MONEY IS GOOD FOR THE NERVES

Joe Louis

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PANORAMIC PORTUGAL V, APRIL 12-22, 1983

The TWA Seniors Tour, Panoramic Portugal V, visiting the northern half of Portugal was escorted by affable and knowledgeable Captain "Lum" and Betty Edwards. They made it all seem so relaxed and easy. Among our 44 Seniors were TARPA members, Bill, (Alva ) Townsend, C. T. (Mary Rose) Morris, Don (Virginia) Tabor, Bob (Julia) Gerling, "Babe" (Sally) Vance, Ralph (Iona) Penson, Roy (Esther) Brister, Joe (Virginia) Webb, Russ (Gay) Bowen and the Edwards. Most of our group arrived at Lisbon Airport from Kennedy early in the morning of the 12th.

Lum met the plane and escorted us by bus to our hotel, the Tivoli Jardim.

Some of the Seniors had arrived a day or two earlier and were in the lobby bright-eyed and bushy-tailed to greet us. After a few quick hellos we were off to our rooms for some shuteye in preparation for the afternoon and evening events.

First, a city tour narrated by our guide, Antonio, who incidentally had guided the four previous Panoramic tours. Back to the hotel in the late afternoon for a wine and cheese party hosted by the Tivoli Hotel - excellently done.

Next day, an early start for a full day tour of the Lisbon environs which included a tour of the Royal Palace of Queluz, (18th Century) the Royal Palace at Sintra, lunch at the Galeria Real, then bussing thru Cascais and Estoril, well known to many of us. April 14th the tour began in earnest. The next seven days were spent travelling by air-conditioned motor bus through Northern Portugal, which we found to be entirely different from Southern Portugal and the Algarve, topographically, culturally and architecturally.

Our excellent guide, Antonio, knows his country, its history and its people and obviously enjoys his job.

We moved day by day at a Senior's pace and were rested and comfortable.

There were frequent "technical" stops and plenty of time for shopping and wine sipping. We tended to stay off the main highways, touring the interesting and at times spectacular countryside.

Several highlights added amusement to our trip. In one little town, our affable, superb driver, Joachim, was unable to make the sharp turn at the crossroad. Wide-eyed locals helped Antonio rearrange the village.

He even had to open the front gate of a small front yard in order to make the turn. None of us will forget Antonio running on ahead to supervise the moving of anything in our path ..... including the local cobbler and his bench!

Two days at the Palace Hotel do Bucaoo only tempted us for a longer stay. For those of you who would like to see the old and the new of northern Portugal, we highly recommend the "Panoramic Portugal" annual tours. See you next April! In the words of you know who, "We shall return".

Russ Bowen -

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Photo courtesy Phyllis Girard THE TENNIS TOURNAMENT COMPETITORS AT THE FIFTH ANNUAL TARPA CONVENTION Bottom row, left to right; Larry Girard, winner; Leo McFarland, Don Lundberg, Ginny Converse, Ken Hippe.

Second row, Dick Long, June McFarland, Dave Richwine, Vi Richwine, Tom Anderson, Dean Phillips.

Third row, Betty Wind, Jeannie Butler, Lee Butler, Ruth Plumridge, Reg Plumridge, Adrienne Sturtevant, winner; Hank Sturtevant.

Top row, Clancy Green, Mickey Wind, runner-up, Alice Long, Bob Eads, Rich Flournoy, Iris Flournoy, runner up; Walt Morehead. * * * * * * * * * * * JAY'S FIRST LAW OF LEADERSHIP: Changing things is central to creativeness. leadership, and changing them before anyone else

is

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Photo courtesy THE SKYLINER CLARK BILLIE, DICK FORRISTALL AND ED STROSCHEIN CHANGE OF COMMAND AT JFK General Manager of Flying R. G, Forristall returned to Line Captain status on August first, Dick wanted to fly the line for the time left before his retirement on September 28, 1983.

While serving as GMF, Dick enjoyed both popularity and respect.

Ed Stroschein moves up to GMF and Clark Billie replaces Ed as Manager-Pilots. * * * * * * * * * * * WISE FAN'S LAMENT: Fools rush in - and get the best seats. * * * * * * * * *

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CURRENT REFLECTIONS

By Bill Dixon Thumbing through a TWA 767 manual recently, I hardly recognized half the terms. As one 767 pilot volunteered, the biggest prob lem is to avoid getting caught up in the "magic" of the electronics to the point you forget the basics. Crews flying it seem to think it is a wonderful machine. It even boasts a Vertical Navigation System. Most of us old timers had trouble enough navigating on the horizontal plane!

Maybe at the next TARPA convention someone from the TWA Training Center can give us a little briefing - just to whet our appetites, and confirm how tough it was for us without all those exotic aids!

The 767 incorporates ACARS, which means Arinc Communications Addressing and Reporting System. With it you can't give OUT and IN presents to persuasive agents. The information is transmitted automatically.

It took nine pages in a training bulletin to explain how it works. To reduce that to a few words, OUT time is recorded when the forward entry door is locked and parking brake released.

IN is when parking brake is set and it is recorded when the entry door is unlocked. OFF and ON Times are sensed by the air/ground relay on the nose gear.

The system does much more and has a lot going for it. Among other things, it promotes accuracy and eliminates controversy between the station and the cockpit. It is lucky we didn't have this in the DC-3 days. Bob Kadock would never have left or arrived on time! But knowing Bob, he probably would have outwitted it. * * * * * * * * * * * If you read the WALL STREET JOURNAL, you probably saw that Captain Hutch Thurston and his co-petitioners, Captains Chris Clark and Cliff Parkhill, won their case against TWA and ALPA in Federal Appeals Court in New York. It was filed in November, 1978.

It can be appealed to the Supreme Court, however, so the fellows aren't spending their money yet or suiting up for Flight Engineer ground school.

Seven other TWA pilots, who filed a different suit, also won and three others previously had settled out of court. The decision assessed blame and financial penalty against both TWA and ALPA. Hutch, who has become a dedicated jogger and marathon runner (result of the marathon case?), ran in the SFO marathon in July, He was one of 26 entrants age 65 or older among the 10,000 participants.

Hutch finished in 4:05 hours. It is no mean feat to complete the 26.2 mile course at age 65, much less in just over four hours. It was his first marathon and now he is thinking about trying the famous Greek marathon in October. * * * * * * * * * * *

- 19 -

If you read the article in a recent SKYLINER about the busy pace maintained in retirement by our former TARPA president, Dave Richwine, you should know he is not resting on his laurels. In addition to fixing up and redecorating his house, he has been named a Fire Commissioner for his district, and requested to write a history of the Naval Air Transport Service for the Naval Aviation Museum. Add in his fishing, tennis and ballroom dancing (he and Vi are real stars), it is enough to tire most of us just thinking about it! * * * * * * * * * * * Captain E. C. "Lum" Edwards, tour planner and conductor extraordinaire for the TWA Seniors, assisted by his charming wife, Betty, escorted 62 Seniors on a thrilling Alaskan inland passage cruise in June. If you would enjoy a beautiful trip, departing from a fascinating city, Vancouver, B.C., sign up with Lum and Betty next year if they decide to do it for a third time. The S. S. Rhapsody was roomy, the food excellent, the facilities and entertainment first class and the fun terrific.

In addition to Betty and Lum, the following retired TWA pilots and Flight Engineers were included in the group: Bob and Donna Albertson, Rick and Lisa Bogatko, Russ and Gay Bowen, Charles and Martha Dill, Bill and June Dixon, Mel and Marjorie Fischer, Larry and Phyllis Girard, Dick and Edene Huntsinger, Don and June Minske, Dave and Vi Richwine, Bert and Stella Schaar, Jasper and Bonnie Solomon, and Van and Jean Thompson.

Nearly everyone arrived several days early or remained a few days afterward in Vancouver to savor the sparkling clean air and delightful restaurants, and visit the many interesting sites, including the magnificent Butchart Gardens in Victoria. For the flight operations people, mixing with retirees from other departments added to the fellowship. The concensus was "What a swell experience!"

Captain Bob Albertson has the look of command, but he is just admiring the glaciers on the Alaska Seniors cruise.

-20-

Lisa and Rick Bogatko talk it over with June Minske and enjoy a big orange drink.

READY FOR THE RAFT TRIP

All suited up for the Mendenhall River raft trip, from left, June Dixon, Betty Edwards, Vi Richwine, Gay Bowen, Russ Bowen, Phyllis Girard and June Minske. (How did Russ get in the picture?)

Photos by Bill Dixon 21

Here in northern California is an organization of retired men, some 25,000 strong, called SIRS, for SONS IN RETIREMENT. In my adult community, where one branch meets, there are fifteen to twenty retired pilots who attend the monthly luncheons.

There are no dues and it is a unique opportunity to exchange lies.

The unofficial name for SIRS is "Sex in Retrospect!"

With apologies to Dave Kuhn, the few TWA pilots all seem to wear big wrist watches! * * * * * * * * * * * With TWA's serious financial situation, and its low-cost competition seemingly growing stronger, complaints from retirees, including mine, about increased F/C surcharges probably will be for naught. Right now the main problem, and ours too, is for TWA to stay in business. Braniff is the horrible example.

But interesting for the future, if TWA stays alive, as far as cost-of-living adjustments are concerned, is the following from the April issue of EXECUTIVE VIEWPOINT magazine.

"Under final regulations issued by the Department of Labor, employers may provide permanent cost-of-living increases to retirees under a supplemental plan and have such an arrangement considered a 'welfare' plan within the meaning of ERISA Section 3(2). As a welfare plan, rather than a pension benefit plan, the supplemental payments are not subject to ERISA minimum funding, participation, or vesting requirements, and the employer is not subject to Pension Benefit Guaranty Corporation termination liability if the arrangement is terminated".

Perhaps we all need to volunteer to go back to work to set TWA on the right path again! Somehow, our airline and its employees have got to figure out a way to combat the Johnnies-come-lately. * * * * * * * * * * * If anyone has any suggestions or contributions for this column, please mail to Bill Dixon, 8021 Pinot Noir Court, San Jose, California 95135. Complaints should be sent elsewhere! * * * * * * * * * * * TRISCHMANN'S PARADOX: A pipe gives a wise man time to think and a fool something to stick in his mouth. * * * * * * * * * * *

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FROM THE ARIZONA DAILY STAR, JANUARY 30 ,

1983

John and Jane Miller with the plane on which they both were once crew members

Couple's memories soar at air museum

By Edmund Lawler TheArizonaDlySt He was the dashing young co-pilot of what Was once considered the world's premier .airlne She was the lovely young hostess on what was ten the fastest, most elegant commercial plane in the air.

They flew in an era when airliners were noted or their broad wingspans, triple-finned tails and graceful, dolphin-like shapes.

The best example of that era's airliner was the Constellation. The plane was designed in 1939 le meet commercial needs, but was Hest used by the military as a high-speed 'transport during World War II. When the war ended, the C•19 was again the 'Constellation comerial and a dynamic period of aviation was under way.

John and Jane Miller reflected on those days yesterday as they strolled past the "The Star of Switzerland" at the Pima Air Museum.

"It doesn't seem like it was all that long ago," Jane Miller said as she examined the plane on which she and her husband once served as crew members.

The 64-passenger plane, which could reach speeds of 340 miles per hour, is believed to be the only survivor of the famed line of aircraft created

by Lockheed.

Although the plane is nearly 40 years old, the

red "Trans World Airlines" lettering stood out brilliantly against the aluminum skin of the aircraft.

The plane was restored three years age and looks much the same as it did when the "Connie" was rolling off runways in Europe and the United States during the 1940s and 1950s.

Only the plane's exterior was restored, however. Miller said he "felt like crying" when he got a look at the cockpit, which had been stripped of most of its instruments.

Miller, who retired from TWA in 1977 and lives In Tucson, remembered some of the savage thun he was forced to navigate his way Constelai around or through while at the helm of a .

"In those days we didn't have any radar on board. Everything came from the tower," he said.

"They'd spot the buttes (thunderheads) for us, but they'd move so quickly they'd be on top of you before yuu knew it." it wag on a "white-knuckles" flight that Miller met his wife. He said he was flying into Albuquerque when the plane's landing gear apeparently nga . failed to He swooped low over the tower several times while controllers tried to see whether the gear had dropped. Mrs. Miller said she peeked into the cockpit, where Miller and the crew appeared calm, but "I was secretly running the beads of a rosary through my fingers."

Although a panel in the cockpit said otherwise, the tower assured him the gear was down and Miller landed the plane safely.

The crew next task was to coax some of the reluctant passengers back on the plane for the next leg of the trip.

The couple married in 1947, and Mrs. Miller was forced to quit her job because the airlines did not allow married women to fly.

"Stewardesses then had to look like Lana Turner," she said. "You couldn't wear glasses, your weight had to be proportional to your height, and your complexion had to be clear."

The year before she became a stewardess in 1944, the airlines dropped the requirement that a stewardess had to be a registered nurse.

Service once the airlines in the 1940s was far more personal on the more intimate sizedd airliners of the day, she said. "We had to memorize the -names of all the passengers and address them that way," she said.

The stewardesses also wore gloves and hats.

When the passengers left the plane, they were escorted to an airport restaurant by the stewardesses.

Miller was made captain in 1955 and later switched to piloting Boeing 707s, the jet he was flying when he retired.

He flew them all over the world, but says he's still most fond of the "Star of Switzerland."

Captain Bill Piper sure seems to be enjoying life. ` Here are a couple of notes he wrote to A. T. Humbles concerning some interesting activities that should appeal to most members. Bill also has an article in TARPA TALES this issue.

Captain A. T. Humbles Somewhere in North Carolina A must for all pilots and engineers Sure do look forward to the TARPA TOPICS and all the good news about the old gang and goings on , living here in Florida I am sure I'll be seeing you all next year.

I've had some of the most interesting experiences these last few years.

I'll try to pass one or two along for the interest of all members.

Last year while attending a Navy Pilots Reunion in Washington, D. C., I was invited to a tour of the Paul E. Garber National Air and Space facility, located about thirty minutes from the downtown Smithsonian Institute, formerly called the Silver Hill Museum.

Your free trip offers a dazzling array of flying machines and space craft never before assembled for display in one place.

A must for the aviation enthusiast, this restoration and storage facility houses the National Air and Space Museum's reserve collection of historically significant air and space craft, which I am sure some of our pilots have flown.

On display are light planes, sailplanes, record setters, bombers, fighters and not a few curiosities, private as well as military.

They schedule about three or four tours a day, so make your reservations early for this free tour, NO heating or air in the exhibit buildings.

Take all the pictures you want, but NO TOUCH any exhibits. The conductors are the best.

Have fun and enjoy your tour, Bill Piper * * * * * * * * * * * For the fishermen in our retired group: If you want some good salmon fishing, try the mouth of the Columbia River at Astoria, Oregon, or cross the river and try Long Beach, Washington, any time after August first. Lovely weather, too.

If you want trout, any of the five streams that make up the headwaters of the Missouri River. Contact Burdic Stone at Silver Star, Montana.

Brown and Rainbow, fly fishing at its best.

If it is sailfish you want, try November or February right here in Stuart, Florida, plus King, Wahoo and Dolphin.

Have fun and catch a bunch,

Bill Piper * * * * * * * * * * * YOU CAN HELP THE TWA PILOT'S FOUNDATION The ingredients of a successful humanitarian endeavor such as our foundation are fund raising and locating and screening beneficiaries.

I know that without TWA's authorization to Equitable to deduct from our monthly retirement checks, it is difficult to remember a monthly contribution.

This point is brought home to me so often by pilots who say they are pleased to receive a reminder because it has been overlooked. I believe that eventually we will be successful in obtaining greater cooperation from the company; in the meantime decide how much you want to contribute and forward it on a quarterly, semiannual or annual schedule, whatever is easiest for you. For this reason I am requesting that a small tear-out slip be included in each issue of TARPA TOPICS for the purpose of allowing us to make a commitment for so many dollars at stated periods.

To reach those in need among under-pensioned early retirees or their supervisors, requires some effort. Spread the word. Bill Polk and I are always ready to forward an application for assistance.

Unfortunately, the TWA SENIORS Club Board has refused to mention the Foundation in their newsletter and that avenue of communication is closed to us.

The article in the SKYLINER, however, was seen by the wife of one of our ex-navigators. This led to assistance for the widow of one of our early retirees. Remember, the people in need may require guidance also.

Harry Mokler * *

* * * * * * * * 25-

Remember the rules next time you fly M

Frank Dubbs submitted this column which appeared in the Los Angeles TIMES

arion Zaranton of Bellflower had called my office a couple of weeks ago to ask if I could find a column of two (or three or four) years ago on flight rules for Army Air Corps pilots of the 1920s.

There are only three ways I can find an old column: (a) if I know the subject under which the newspaper's library staff filed it, if it was worthy of filing at all, or (b) if I know the approximate date, within two months, or (c) by accident while looking for another column which I will not find.

None of those worked. Instead, I found a copy of the flying rules themselves by accident while strolling along Jefferson Street in San Francisco. It jumped out at me from a glass display case just inside the front door of Maskell Marine Services, of all places.

Herewith, the U.S. War Office "Regulations for Operation of Aircraft, commencing January 1920," which seem to delight civilian pilot friends, Air Force veterans and occasionally airline stews: 1.Don't take the machine into the air unless you are satisfied it will fly.

2.Never leave the ground with the motor leaking.

3.Don't turn sharply when taxiing. Instead, have someone lift the tail around.

4. In taking off, look at the ground and the air.

5. Never get out of a machine with the motor running until the pilot relieving you can reach the engine controls, 6. Pilots should carry hankies in a handy position to wipe off goggles.

7. Riding on the steps, wings or tail of a machine is prohibited.

8. In case the engine fails on takeoff, land straigh t ahead, regardless of obstacle ea, 9. No machine must taxi faster than a man can walk.

George Robeson (Submitted

by Frank Dubbs) 10.Never run motor so that blast will blow on other machines.

1L Learn to gauge altitude, especially on landing.

12. If you s see another machine near you, get out of the may.

13.No two cadets should ever ride together in the same machine.

14. Do not trust altitude instruments.

15.Before you begin a landing glide, see that no machines are under you.

16.Hedge-hopping will not be tolerated.

17.No spins on back or tail slides will be indulged in as they unnecessarily strain the machines.

18.If flying against the wind and you wish to fly with the wind, don't make a sharp turn near the ground. You may crash.

19.Motors have been known to stop during a long glide. If pilot wishes to use motor for ding, he should open throttle.

20. Donn't attempt to force machine into ground with more than flying speed. The result is bounding and ricocheting.

21.Pilots will not wear spurs while flying.

22. Do not use aeronautical gasoline in cars or motorcycles.

23. You must not take off or land closer than 50 feet to the hangar.

24.Never take a machine into the air until you are familiar with its controls and instruments, 26. If an emergency occurs while flying, land as soon as possible.

Most of those rules are still good. Especially the rust and last.

In Memoriam EARL J. MCNAUGHTON passed away May 26, 1983, in Kansas City.

He was 74 years old and retired in 1968. He was born in Perth, Ontario, Canada, and came to Kansas City in 1928.

He received his aviation training at the old Sweeney School across from Kansas City's Union Station and later at Parks Air College in St. Louis. He was a flight instructor in Kansas City for several years before joining TWA in 1940.

EARL J. MCNAUGHTON

He is survived by his wife, Wanda. In two more weeks they would have been married for fifty years. Their one daughter, Patricia, is married to Dr. Ben L. Aaron, the Washington specialist who attended President Reagan after the 1981 assassination attempt and made reports to the media on the President's recovery.

Submitted by O. R. Olson * * * * * * * * * * *

ADDWARD D. DUNCAN, one of TWA's first Stratoliner Flight Engineers, died August 16, 1983, at the age of 70. "AD" was with TWA for thirty four years before his retirement.

He had suffered a series of strokes over the past several years.

His home was in Olathe, Kansas, and he had operated the Midwest Propeller Service in that city since 1959, Because of his recent handicaps, he had been assisted for some time in the marine propeller enterprise by fellow Flight Engineer and friend, A. O. (ANDY BEATON).

He is survived by his wife, Dardanella, three sons., George, Tom and Bob; and a daughter, Bonnie Jean. Pallbearers were ANDY BEATON, AL BRICK, SAM DIETRICH, MOE HANSEN, GAIL STORCK and AL BIRD. Submitted by O. R. Olson

ADDWARD D. DUNCAN

In Memoriam Captain Lloyd Overmier died on July 5th, 1983.

He grew up in Sedalia, Missouri and entered the Air Force in 1951, joining TWA in 1956.

He is survived by his wife, Diane, daughter Dana, his mother Mrs. Willarna Overmier of Sedalia and a sister, Mrs. Joan Maley of El Paso.

Mrs. Overmier told me that while Lloyd like to golf, hunt and fish, airplanes were his life. * * * * * * * * * *

H. LLOYD OVERMIER

Captain Richard H. (Dick) Hastings died August 2nd, 1983. He flew for TWA from August, 1945 until September, 1978.

He is survived by his wife, Mary. Captain Hastings was 60 years old.

* * * * * * * * * *

RICHARD H. HASTINGS

We are sorry to report the death of J. B. (Jack) Wright. Jack joined TWA in 1947 and retired in 1973. He died in July and we have no other details.

I remember flying with Jack when he was based in Boston in the late forties. He was always good company. --(Editor) * * * * * * * * * * JOHN B. WRIGHT

In Memoriam

Captain Harrison Finch died on July 3rd, 1983.

Harrison flew for TWA from August, 1941 until March, 1975.

He is survived by his wife, Frances. He was 68 years old.

HARRISON FINCH

CAPTAIN JAMES C. LINCOLN died August 8, 1983 in Lakeside, California.

He was 62. No services were held. Following cremation his ashes were scattered in Yosemite National Park.

He was a Captain in the Air Corps in World War II and was discharged in the Philippines in 1947, where he joined Philippine Air Lines, with whom TWA had a working agreement. He worked in sales for General Dynamics on the 880 program. He worked for TWA as a contract pilot of Saudi Arabian Air Lines for about ten years before retiring after a heart attack in 1977.

He was on the Board of Governors of the OX-5 Association, a member of Silver Wings Fraternity of Pathfinders. He was also a Diamond member of the, Soaring Society of America and was a member of ALPA and TARPA. Born in St. Louis, he is survived by his wife, Mildred; a sister, a son and one grandson. * * * * * * * * * * * There is a destiny that makes us brothers, None goes his way alone; All that we send into the lives of others Comes back into our own.

In Memoriam ELISE E. MURPHY died June 10, 1983, in an Overland Park, Kansas, nursing home. She had suffered several strokes over a period of years, but had been in the nursing home only three weeks. Elise started with TWA in Kansas City in 1933 and served as secretary to many Chief Pilots and other officials during her 37-year career with the company. She is survived by one brother and several nieces and nephews.

She will be remembered with love and respect by many flight crew members.

ELISE E. MURPHY

The following poem, written by Elise, was read by the minister at her funeral service.

IF IN HIM WE TRUST

God gives us our lives and to this world we are born To travel Life's earthly highways until He calls us to our Heavenly Home.

He gives us our families and a circle of friends to brighten our days through sunshine and rain. He tells us to help one another through trials and pain - For we are all His children playing life's game.

Life has its happiness, beauty, goodness and fame Likewise, its sorrows, tragedies and shame.

God gives us the privilege., the best with our lives to make.

He shows us through the Bible which road we should take.

When our hearts are troubled and the whole world looks blue God is our refuge, ready to see us through.

So let's thank Him each day for the blessing of living Pray for His tolerance in our many misgivings Ask for his guidance along the right way, Living our lives to the fullest each day.

March 20, 1952

by Elise Murphy

Companies tapping pension funds Workers' retirement money could be threatened, observers say

By Robert Kearns Chicago Tribune

merican corporations are developing new ideas for their cash-laden private pension funds that may bode ill for many American workers expecting an easy retirement. The shift could change the entire private pension system.

An estimated $700 billion to $800 billion of private pension funds is invested in stocks, bonds and Treasury bills. This rich lode has grown dramatically in the last year as stock prices have staged an unprecedented rally, rising in many cases 50 percent or more.

Growing pension treasuries have lured some corporations to use their pension funds for company purposes—to fend off or implement takeover attempts and to meet cash flow needs.

It is also becoming common for companies to sell off money-losing rations and pension liabilities that go with. them; or change a pension fund's interest rate assumption to increase its return; or place questionable or non-liquid assets m their pension funds.

"There are just all kinds of ways companies can get their mitts on the pension dough," said Michael Gordon, a Washington lawyer who worked on the Senate Labor Committee that created the Employee Retirement Income Security Act of 1974.

"What's going on here is just as serious as what Jimmy Hoffa did with the Teamsters pension funds. It's called legal rape."

Corporations that have tapped their pension lodes, however, defend the moves in a, variety of ways. When Occidental Petroleum Corp. recently modified four pension plans, Chairman Armand Hammer said the move "would benefit the employees as a whole and the company."

The changes also meant that Occidental received a $250 million cash infusion that it sorely needed to help pay off a debt involved in its $4 billion purchase of Cities Service Co. Occidental will also be able to increase its 1983 profits by $100 million because of the move.

A

Some observers say today's work force will bear the brunt of these changes, which in many cases involve shifting more of the financial burden of retirement to individuals and reducing a corporation's future pension liability.

The Employee Retirement Income Security Act of 1974 was written to secure the rights of pension plan participants so that covered workers would receive what they had been promised.

Now, according to some observers, these objectives are being eroded.

What makes the situation particularly worrisome to some observers is that the federal government's pension and pension protection programs are in a sorry state.

Social Security, the retirement program that many private plans were designed to supplement, is faltering and its role in a retiree's income is expected to diminish in coming years.

The Pension Benefit Guaranty Corp., which was set up under the retirement act to insure at 'least a part of promised pension benefits, is facing serious cash problems.

It has sought congressional approval to increase the premium it charges private corporations.

Policing private pensions comes under Ur purview of the corporation, the Department of Labor, the Securities and Exchange Commission and the Internal Revenue Service. Because corporate contributions to pension funds are tax deductible, the IRS has, in effect, subsidized hundreds of billions of dollars in private pensions over the years.

The most dramatic change in the last few years, pension observers say, is that some corporations are regarding their pension funds more as a corporate asset than a fiduciary responsibility.

Recession has exacerbated this tendency.

31

"What's happening now is a number of companies are looking solely at pension cost and not looking at what kinds of retirement benefits they're going to give," said Karen Ferguson, director of the Pension Rights Center in Washington. "'That's a dramatic change, and that's tragic " Some of the more dramatic changes in corporate pension plans that have benefited the sponsors include: * Changing from a defined benefit plan, in which retirees are promised a specified monthly pension, to a defined contribution plan, which provides no such guaranteed monthly payments.

This switch provided Occidental Petroleum with its $250 million cash boon and it has recently been used by Dan River Inc., the Great Atlantic & Pacific Tea Co. and others to generate cash.

Critics say such a change to defined contribution plans places the onus of investment performance on the employee, rather than employer and puts a degree of uncertainty into a worker's retirement years. • Increasing a pension fund's interest assumptions. If you assume a pension fund will have a 10 percent rate of return rather than 6 or 7 percent, it means that smaller funds will be needed to meet future pension liabilities because the fund assets will be earning more. * Transferring a large unfunded or underfunded pension to another company. * Funding a pension with the company's own corporate stock rather than cash. This has been particularly prevalent in the beleaguered steel industry. * Using employee stock ownership plans to replace defined benefit plans and to thwart corporate takeovers. Critics of such moves, where workers' pension funds end up owning the company for which they work, say employees are left with very little protection if the company does poorly.

Kansas City Times June — 1983

A while back, Bill Burgner wrote to A. T. Humbles: "Dear A. T., I thought you might like a recent picture of me. Retirement does change one's appearance!"

I don't know about that, Bill, I talked it over with A. T. and we both decided that you look about the same as ever.

Al

* * * * * * * * * * *

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EDITOR'S NOTES I.D . MIX-UPS: THE I.D.'s of Howard Hall and Bill Townsend on page thirty of the last issue were reversed. Bill is on the left, George Searle writes to say that the gentleman standing between Al Lusk and Joe Brown in the photograph is not he.

Will the real Mr. X identify himself?

Our membership has doubled since we last explained how your TARPA TOPICS is compiled and mailed to you. We thought new members might like to know how it's done.

We have a material deadline of one month before issue and it works fairly well. Your Editor works with Ole Olson and Ed Betts regularly and with other contributors, writing letters and begging contributions of written material and pictures.

I take what I get, arrange the format and edit the issue, The indicating roughly where the pictures should appear. issue is then passed on to the indispensable Vi Richwine*, who types the issue, arranging the pictures in their proper places, Dave and Vi proof-read the entire re-editing where necessary. issue several times.

We make one duplicate copy of the issue, just in case the original is lost enroute to North Carolina where our Secretary, A. T. Humbles, takes over. He has the very big job of having the issue printed and mailed. He doesn't have too heavy a load going to the printers, but has a real wagon load coming home. A. T. and Betty Humbles attach the mailing labels and haul the copies to the Belhaven post office for mailing.

A. T.'s work on TARPA TOPICS doesn't stop there - he has lots to do taking care of unclaimed or undelivered copies. This takes up lots of time and costs TARPA money, so please keep your address current.

You can see that the copy of TARPA TOPICS you receive is not the result of a "One Man Band" sort of operation. It is the result of effort and cooperation by lots of people.

Those who read TARPA TOPICS and TARPA TOPIC SUBSCRIPTIONS: are not eligible to join can receive our newsletter for a year

(four issues) by sending ten dollars to A. T. Humbles Route 2, Box 152 Belhaven, North Carolina 27810 1984 is the fiftieth anniversary of the airmail contract cancellations which was such a blow to the struggling airlines.

Ed Betts is preparing a story for a future issue that treats this event in what I believe is a unique way.

Also, Floyd Hall is going to write an article telling us about TWA's transition from the piston to the jet age. This should be real interesting.

Just a reminder that VMRA (VOLUNTEERS FOR MENTALLY RETARDED ADULTS) cookbooks make nice gifts and can be purchased for six dollars each from: VMRA 21 Girard Road Winchester, MA.

01890

*Dear Editor..Thanks for the kind words. Flattery will get Vi you - anywhere! * * * * * * * * * * *

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Retired Airline Pilots Association

AUGUST 1983

BULLETIN

CONVENTION AGENDA Since most of you will be holding annual meetings during the coming months it is suggested that you develop your agenda items for the RAPA convention. The grass root thinking of your members is really a great reservoir of ideas for your agenda items. Please submit your agenda items before October 20, 1983.

1983 RAPA CONVENTION The eleventh annual national convention will be held at the Konover Renaissance Hotel on Miami Beach during December 1, 2, & 3, 1983. The hotel is being up-dated and refurbished to the exacting standards of the Renaissance specifications. The regular rates for this time are an average of $75 per day, our contract rates are $40 single and $45 double plus tax.

This convention promises to attend with you, they ity to share' in the fun vacation could they have

to be an outstanding event. Why not invite your members will be welcome. They will never have a better opportunand festivities at such a reasonable cost. What better than the post convention Caribbean Cruise?

The total Convention Package will include: three nights lodging, 12-1,2,&3; all meeting facilities, 12-2&3; three cocktail parties, 12-1,2,&3; luncheon for the ladies. 12-2; and banquet dinner on Saturday, 12-3.

The total cost of this Convention Package is: $110 per person, double occupancy; and $166 for for singles. In order to get these low rates, we must have your reservations no later than November 1, 1983. We must prepay a month in advance.

ANNUAL RAPA CARIBBEAN CRUISE We expect to have 50 staterooms on one of the ships sailing out of Dodge, Island Port of Miami on Sunday December 4th following the RAPA convention. Final arrangements are being made at this time. More details later. These cabins will be made available on a first come first served basis.

We are presently negotiating prices etc. It is expected to have RAPA rates of about $650 for inside cabins and $750 for outside cabins. At least this will give you an idea of the dates and prices.

Our negotiations are for twin or double beds on the floor, no upper/lower berths.

You may see interline rates advertised for less cost but these are usually upper/ lower berths and on a limited number and date basis.

Those of you who have been on the RAPA cruises know that we only go at the best possible rates. SEE YOU ON BOARD! -

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for the best

Retired Airline Pilots Association

BULLETIN

JULY 1983

HEALTH-CARE Life expectancy for an American born today is 73.3 years, compared to 68.2 in 1950, and 47.3 in 1900. A projected life span of 90 years is expected by 2025.

One reason for this trend is the system of health-care delivery.

The crisis in health-care is really a crisis delivery system. Last year the total cost of about 14% of the gross national product. The rupled from 1971 to 1981. Last year hospital times the rate of inflation.

in the cost of the health-care health-care was $324 billion or cost of Medicare more than quadcosts rose 16.6% or more than 4

The federal government paid only 28.7% of the total health-care costs in 1980.

Indications are that the government will continue to pare their sha re of the costs at the expense of the older citizens.

The newly enacted Medicare Plan costs are in addition to the Part A deductible increase from $304 to $350. The average cost for a Medicare beneficiary will increase by 107% IN FISCAL 1984 under Part A alone. Can you afford these additional costs based on your fixed pensions?

WHAT CAN YOU DO? GET MAD AS HELL! Write your Congressman and two Senators.

Tell them you are mad. Tell them your fixed pension has been eaten away by the high inflation rates. Now, a 107% increase in health-care costs in one year is more than you can afford. Your 1972 pension dollar will now buy you .41 worth of goods and services. In fact, there are many other things that I am sure you can tell them. Why not do it now. DO IT TODAY! In the meantime, the RAPA Medicare Supplement Insurance Plan pays 100% of of your total Part A and Part B costs except for the required $75 deductible of Part B. This is 100% of the total costs billed to you, not the "fair and reasonable costs approved by Medicare".

RAPA CRUISES RAPA sponsored two cruises to Alaska via the Inside Passage on May 31 and June 14. More than 300 retired airline pilots and wives from 14 different airlines enjoyed these cruises out of Vancouver for a week of shipboard activities. Some of the world 's most awesome and beautiful scenery can be found lb this last frontier.

If you did not make it this year watch for the dates of the 1984 cruises. You should also watch for the details of the RAPA Caribbean Cruise following the 1983 convention in Miami Beach. A note from you will bring you the details.

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GOODBYE TO THE BOEING 707

By Ed Betts

This month, October 1983, the last Boeing 707 will be flown on a regular TWA schedule. For the majority of our TARPA members, this marks the end of an era, for this was the airplane that took us into the jet age. Although the original models, the non-fans, have long ago been retired from the fleet, it was the 707 that took us into new markets in Europe, Africa, Asia and climaxed with a link around the world. The 707 was the workhorse during the MAC operations that aided our military forces. All totalled, there were about 131 Boeing 707's that flew in TWA colors during the near quarter of a century of operations.

Dating back to October of 1930, when T&WA first took to the air, TWA personnel have had occasion to say "goodbye" to well over six hundred aircraft, including the 707's, that had been part of the fleet.

Some were on a short term lease, a few were sold to raise capital (such as the 747's sold to Iran), a number were lost in accidents and the majority were considered obsolete and replaced by more productive equipment. Of those that were 're tired', many continued to fly under a new owner, while others were stripped of usable parts and melted down for the value of the scrap metal.

As a result of the merger, TWA's original fleet consisted of twenty five Ford tri-motors and seventeen various Fokker aircraft.

Thirty three various single-engine mail planes were added during the early thirties.

They all gave way to the twin-engine Douglas's that were introduced in May of 1934. There was no market for the wooden and fabric covered Fokkers...they were burned after useful parts had been removed.

The DC-2's were pretty much obsolete by mid-1937 with the introduction of the larger DST and DC-3. Some of the DC-2's were sold that year to Braniff; some saw limited service with TWA as late as June of 1942. TWA pioneered the four-engine pressurized era with the introduction of the Boeing 307 'Stratoliner' in 1940, as well as orders for the Lockheed 'Constellation'. The war years changed everything and the DC-3 continued to be the workhorse of the domestic fleet. The ICD crews gained a lot of experience flying the DC-4's, which became a part of the TWA fleet in the post war years. The first to be 'retired' were the five Stratoliners which were all sold to a French airline in mid-1951.

At the time, the five planes had an average of 25,205 hours each...and a perfect safety record so far as passenger or crew fatalities.

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The 049 model of the Constellation was introduced in February of 1946, in conjunction with TWA's inauguration of international service.

A total of thirty-six saw service with TWA. By mid1948, with the introduction of twelve 749 models, with more powerful engines, the 049's were taking a back seat and were soon converted to an all-coach configuration. Two years later TWA took delivery of the first of twenty nine 749A models, and in mid-1952 the 'stretched' 1049 (ten aircraft). For the short haul work the Martin 202A's were introduced in 1950, and two years later the pressurized 404's.

A total of fifty-three Martins saw service with TWA. In January of 1953 an era ended, the last DC-3 on a regular TWA schedule, although several were kept for training, charter and engine ferry use. Including the DC-2, about one hundred and sixteen various twin engine Douglas planes had seen service with the company in the near nineteen year span. Many had seen prior service with other airlines and the military before joining TWA, some were on lease. The maximum fleet of DC-3 (C-47 etc.) was in late 1947 with seventy one aircraft. Plane #356 had the most flying time (49,832 hours), but Plane #383 had the most with TWA...from December of 1940 to January of 1952 it had accuAlthough the TWA pilots were busy flymulated 43,841:33 hours. ing the Connies and Martins, it was still a nostalgic "goodbye" to the venerable DC-3. The last of sixteen DC-4's were retired in July 1959.

TWA's entry into the jet age was preceded by years of research and planning, with company and ALPA committees working together to study the proposed operation, training, etc. Planning and dispatch ran 'mock schedules' to see how the jet would fit in There were other with daily operations, traffic delays, etc. problems such as TWA's relations with Howard Hughes, finances, as well as the industry problem of crew complement. With the latter, each airline had its own solution, with TWA's eventually For nearsettled by recommendations of the Feinsinger report. ly three years TWA jets would have three pilots in the cockpit (one riding the jump seat, referred to as "Shotgun") and one engineer. After changing to the three man crews, it was still a long time before all engineers were pilot qualified.

The first official jet schedule was Flight 46 from SFO to Idlewild (JFK) on March 20, 1959 with Gordon Granger, Orville Olson, Eugene McClure as pilots, and Dale Beebe and Harry Kampe as engineers. The trip took five hours, thirty four minutes.

The original model 131 carried 121 passengers and grossed out TWA ordered fifteen planes at $4,750,000 at 247,000 pounds. each, and another three (model 124) were purchased from Continental in 1967. It was the "water wagon", using water injected into the engines for added takeoff power. It was noisy, left a trail of black smoke and, when the water was depleted, created a momentary negative "G force" on the passengers. The NYC area was quick to establish 'listening posts' to measure the noise as well as proclaim certain procedures for departing the area quietly.

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On November 23, 1959, TWA introduced the long range 331 model 707 on its international schedules when Flight 700 departed from IDL to London and Frankfurt. Gordon Granger, Charles Swartzell and 'Ted' Vreeland were the crew along with navigators Lawrence Guernon and Wilbur Bey. Lyle Hincks brought back the first westbound trip, On the third of December Flight 800 was inaugurated from IDL to Paris and Rome with Marvin Horstman and Roger Kruse in command. Lloyd Olson brought in the return trip. Service to Iberia was inaugurated on May 19, 1969 when Neal Lytle and John Harlin brought the first flight to Lisbon and Jack Robertson continued to Madrid and Rome.

TWA took delivery of twelve of the 331 models at $5,550,000 each. The JT4A-11 engines were rated at 16,800 pounds of thrust, which could cruise the 302,000 pound (max gross) airplane at Mach .82, the same as the domestic model 131. Its 159,829 pounds of fuel capacity was almost the same as the max gross weight (160,000 pounds) of the largest model (1649A) Connie.

The plane was referred to as the "gas hog" (12,800 pounds an hour), but Kerosene was cheap and plentiful, and in a longrange cruise it could go far. On the inaugural nonstop trip from LHR to ORD, "Chic" Chakerian was in the air 12 hours and ten minutes.

A fleet of Convair 880's, all painted in TWA colors, had sat on the ramp at the San Diego Airport for months pending the financial arrangements by the Hughes interests. TWA crews had been trained and then sat, just like the planes, until January 12, 1961, when service was finally inaugurated. Initially the fleet consisted of twenty planes that were then the fastest commercial aircraft in the skies. Later an additional ten were purchased.

By April 29 it was the Martin 404's turn to bow out of the fleet.

Many had already been sold to other airlines, such as Piedmont, starting in late 1959. Their total times weren't impressive, about 16,000 hours during the seven or eight years of service with TWA. The DC-2 had been in service about three years before it was overshadowed by the more productive DC-3. The 049 'Connie' reigned for about two years before the 749 model took over as the best of the fleet. The non-fan Boeings had a similar situation when, after a little over two years of operation, the first of the fanjets were introduced. Starting in July of 1961, for a little over one year, TWA leased four 720B fanjets from Boeing, pending delivery of TWA's own version of the 131B models.

On January 1, 1961, the last 049 Connie saw service with TWA, after fifteen years and 1,280,000 flying hours total fleet hours Plane #511 held the record with 47,542 hours at the time logged. of its sale in March of 1962.

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On April 27th of that year TWA introduced the 131B "Starstream" on a flight from IDL to SFO with Bob Mabrey in command. TWA was also unveiling its new flight center at IDL. For the next seven years TWA took delivery of forty one of the 'B' models for domestic use. The initial price was $6,270,000 each. The JT3D-3B engines, rated at 18,000 pounds thrust, gave the airplane a performance capability that was never to be exceeded...with a full gross weight of 258,000 pounds it could take off and climb like a fighter plane, and cruise at Mach .85, although in later years this was reduced to Mach .80 to conserve fuel. In November of 1962 TWA took delivery of the first 331B intercontinental fanjets at a $7,100,000 price tag. Basically it was the same aircraft (another three feet of wing span) as the older 331 model, but with the fan engines the range was increased by almost two thousand miles. In all, including the BA and BAN models (334,000 max gross weight), TWA had thirty nine planes of this series.

The number of men in the cockpit started to decrease. Doppler was introduced which replaced the professional navigators. Per the Feinsinger agreement, as the flight engineer completed his pilot training, three man crews became standard. The first domestic three man crew was flown on December 1st with Grant Nichols, Dan Neal and Al Brick. International followed the next month with Mel Kassing, Bob Voss and Zsig Vincze in the cockpit. With a three man crew the monthly flying time was reduced to eighty hours and later to a maximum of seventy five.

In 1963 TWA introduced all-cargo jet service with the 331-C (and 373) models that could carry a twenty ton payload. A total of seventeen saw service with TWA. The Boeing 727's were introduced in June of 1964 for the short haul work, although the shortest schedule was still with a 707 ....ten miles from SFO to OAK. In March of 1966 the DC-9 was added to the fleet. The last passenger operation with a 'Connie' was on April 6, 1967 with some ceremony and a few tears. The following month the last of two converted 1649A's were used on a cargo flight as TWA became an all-jet airline.

TWA took delivery of its last 707 in August of 1970. A year later the 'water wagons' were gone, most sold to an Israeli outfit...there were few tears shed by the flight crews as there were many modern jets in the fleet to replace them. The jumbo 747 was introduced in February of 1970 followed in June of 1972 with the L1011. In June of 1974 the TWA crews said goodbye to another great airplane that was no longer profitable to operate, the CV880.

The Convairs had been in use for thirteen years.

Plane #8808 (N808TW) had the highest time: 36,505 hours (19,594 takeoffs and landings).

When the modernized DC-3 was introduced in 1940, the life expectancy of a commercial aircraft had been raised from three to five years, before it would be considered obsolete and 'written off

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the books'.

Today's jets are practically unlimited.

The 707 could go 34,000 hours before a complete overhaul...the engines were given no time limits, just periodic checks. The 131B's were grounded early this year; fleet #6749 (N749TW) held the record with 61,825 hours (27,842 cycles of landings), which averaged out to a little over eight hours of daily utilization its twenty one year tenure with an average flight leg during of two hours, twenty two minutes. Plane #8778, a 331B, purchased in February of 1963 closed its books with 68,130 hours (21,637 cycles) averaging three hours and fifteen minutes per leg.

Very few of TWA's former 707's will ever fly again...they are too noisy by certain government standards, and are no longer profitable to operate compared to the smaller jets and those with two-man crews.

Most are going to Tucson, where Boeing and the USAF have a project of upgrading the KC-135 "tankers". These old 'water wagons' will utilize the TWA jet engine mounts for using the fan engines, and they will also be retrofitted with a dual 'yaw damper' system.

The 707's will be retired with honor for they certainly were one of the finest aircraft ever produced. Considering the millions of hours and billions of miles flown, the 707 will rank as one of the safest aircraft ever flown by TWA. Several were lost in accidents, three involving fatalities, but it was always regarded as a rugged airplane that could take a lot of punishment and still fly. Tom Carroll once lost 21' of a 131B wing after a mid-air collision and was still able to make a safe landing.

Tragedies occurred when five crew members were killed in a training accident, another following an aborted takeoff from Rome where the plane's wing hit a steamroller located too close to the runway and caught fire, and the third when terrorists bombs destroyed a flight over the Ionian Sea. One 707 was hijacked by terrorists to Damascus, where the entire nose and cockpit section was destroyed by a bomb. Boeing was able to repair the airplane.

Another hijacking to Jordan saw a TWA 707 completely destroyed.

A third was damaged by a bomb while on the ground at Las Vegas, but it was repaired.

Returning to 1959, and the introduction of jets to the cockpit crews...it was like learning to fly all over again...little was the same compared to piston aircraft other than you pushed the throttles forward to accelerate and pulled back on the yoke to climb. At first the "Feds" were leery that anyone over age 50 could keep up with the fast pace of a jet, then age 55, and finally it was agreed that age 60 would be the maximum. Some airlines chose to 'pay off' the elder pilots, but not TWA .... anybody that bid the jet and had the seniority, went to school.

The older pilots were 'under the gun' to prove that age was no barrier as was the custom with the military. No longer was flying by the "seat of the pants", it was by the numbers.

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Ground school was a series of memory lessons getting used to new systems and the terminology. Students were issued "cue cards" to carry around in their pockets to help memorize the many numbers involved.

A giant foldout of the cockpit instruments and dials was also issued to help the student get oriented and many visual training devices of the aircraft were used in the classroom (and after hours for practice by the students).

Daily, weekly and a final exam lead up to the climax...the FAA "Oral " , the first plateau towards a rating. If you were ever stuck for an answer...Capt'n Sam", the bartender deluxe at the Esquire Room (Hotel New Yorker), always had the correct answers.

Ray Rowe was Director of Flight Training, Don Crowley was head of Ground School and Dean Officer was in charge of simulator training. Jack Frier was in charge of 707 Flight Training.

Power was now measured in pounds of thrust instead of "the horses", fuel in pounds instead of gallons. Engine performance and health was now with EPR, EGT, N1, N2, etc. The four powerful generators were driven by a constant speed drive. Now there was leading edge flaps (or slats) and spoilers that killed the lift for augmenting a turn, an emergency descent or putting the plane solidly on the ground for effective braking. The entire horizontal stabilizer moved and was kept in trim by the autopilot or a "beep switch" on the control wheel. There were procedures for stopping a runaway stabilizer of landing with one in a jammed position. Two 'yaw dampers' prevented a "Dutch Roll". There were two sets of 'trucks' with four wheels each for the main landing gear, with an anti-skid device for braking each wheel.

Blowout fuses or plugs would deflate a tire when overheated.

Also new was bleed air, for driving the accessories and cross starting an engine. The word "redundancy" was commonly used to describe the 707, backups, and backups for the backups.

First it was the simulator and then to the aircraft. The cockpit was large, but still cramped quarters with little wasted The flight crews were used to audio sounds for warnings, space. but the jet had many more...it could sound like a rock concert with bells, horns, clappers, buzzers and cheeps to warn the pilots that they were off altitude, going too fast, too slow, when the auto pilot had disconnected, SELCAL, the cabin altitude was too high, etc. Each had its own sound, again a memory item.

Starting the engines was an entirely new process, external air power to turn the turbines. After engaging the ignitors and fuel it was a constant scan of the instruments to determine a successful light off, rather than a 'hung' or 'hot' start that could damage an engine. Time before takeoff (with no delays) went fast as there wasn't the usual runup, taxiing out was a busy period of computations for the stabilizer trim, desired (or reduced) EPR, plus the ever important V1, V2 and rotate!

With a little knob on the airspeed indicator a "bug" was set, and after the takeoff it was a constant reference for retracting the flaps and maneuvering out of the airport area. In the early days there were no FAA restrictions (in the USA)....you could TARPA TALES

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1

let the speed build up to a maximum.

The jet engine was far more reliable than the pistons so far as an engine out on takeoff, but you still had to be prepared... especially in the simulator where you rarely flew with all four engines operating.

An engine fire, even on take off, was more relaxing so far as the approach to the problem, since you already had a big blowtorch burning out there anyway. Before the rudder boost pressure was increased it took a lot of extra leg muscle to keep the plane straight on an engine-out takeoff or a two engine approach.

Setting up cruise power was a great improvement...you generally got the desired speed (from the charts) and, as the plane got lighter, kept retarding the power. The original FAA thinking was that when operating above 25,000 feet, one pilot would wear his oxygen mask. Fortunately (for the smokers), this did not come about, just the requirement that one wear the mask when the other left the cockpit. At the jet levels there were numerous considerations (especially in the simulator), some were not new, such as: jetstream winds, clear air turbulence, tropopause height and outside temperature, mach buffet; "tuck under", emergency decompression and descent and an electrical fire of ink-own origin.

It was easier to get above or circumnavigate the weather (except when you got stuck on an ocean "track").

If you did pick up a load of ice the hot bleed air from the engines would melt it quick on the leading edge surfaces.

With the jets came the capabilities for lower minimums for approach and landing. There were additional autopilots (three in the 747SP) and two flight directors, each with its own computer system for navigation and instrument approach.

Following the "bird" on the flight director became a must and in time a "raw approach" (no computer, just the pilot) was not authorized.

Originally the minimums were the standard 300 foot ceiling and three quarter mile visibility.

Auto Thrust was authorized by the FAA in 1963 as minimums were reduced to two hundred feet and one half mile. In 1966 Auto Scan was approved which further reduced the minimums towards the desired all-weather operations with the Cat 11, where no ceiling was required, just twelve hundred RVR with a one hundred foot decision height where the pilot made a quick-second decision to land or go around. Although TWA didn't operate into any airports located in a deep gully or ravine, a "Canyon Approach" became a standard maneuver for the pilots to perform.

Like the Fords, the Douglases, the Constellations, Martins and Convairs, the time has come for the Boeing 707 to retire from the TWA fleet...ending another era and chapter of aviation history. The 707's have been around a long time, outlasting all of the captains who first flew them so far as mandatory retirement. A few will continue to fly under new owners, others will TARPA TALES

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be melted for scrap. Unlike most of the older aircraft that have been retired, a 131B can still keep up with...or out race... any of today's modern jets if allowed to use its original Mach .85 cruise. Although it is a 'no no' today (records are discouraged), the TWA pilots set records across the nation, between two cities, and throughout Europe that will probably last forever .... a lasting reminder of what a great airplane the 707 is. * * * * * * * * * * * Bill Piper wrote the following story for the SILVER EAGLES, an organization of the remaining enlisted pilots who were graduated from the Navy Flight School at Pensacola between 1927 and 1942, when the program was abandoned.

Our thanks to Bill for letting us print it in TARPA TOPICS. Bill, this sounded like a wonderful trip, or as you say, "A dream come true".

When you were on the Langley, could you have dreamed of the present carrier operation? * * * * * * * * * * * Dear Fellow Silver Eagles;

( A dream comes true)

On my way home from the D. C. reunion, I decided to bring to a conclusion a dream that I have had for the past three years.

I have wanted to board a U. S. aircraft carrier and see what the operations were like today, versus the old Langley and V.S.1.S. in 1931 and 1932.

Knowing that I would pass by the Naval Air Station at Mayport, Florida, enroute to my home in Stuart, Florida, I decided this was it! I was lucky enough to find the Lady Lex in port for overhaul.

I presented my request to Public Affairs Officer, Ensign B. R. Nicholson, and was assured my request would be taken care of.

When Ensign Nicholson said he though he could honor my request, I was ready to fly. If you ever saw a happy first class A.P., you should have been around me for the next two weeks. Really, I was high in the sky. This was October 18.

After about two weeks, I received a letter from Ensign Nicholson requesting information, another letter and then on December 2, I hit the jackpot and here it is.

"Dear Mr. Piper, "In reference to your request for a day aboard the Lexington, I am making the following proposal: TARPA TALES

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on the morning of Tuesday, 1 February and remain overnight, returning to Key West NAS the afternoon of the second."

(Right here, shipmates, I went to 87,000 feet at Mach.82 ! ) "Upon arrival at the Naval Air Station, Key West, you should contact the COD shack at 305-296-3561 to make arrangements for your flight. You will be flown aboard ship on the morning of the first and be returning the afternoon of the second.

"Arrangements have been made for you and your friend to share a stateroom in Officers country and dine in the wardroom..

Casual clothing and comfortable shoes are adviseable to allow you to move freely about the ship.

"Cameras are permitted aboard the ship and you might also like to bring extra film, since it is not always available in the ship's store.

"If you have any questions concerning your visit, feel free to contact me."

Eagles, right now I am at 95,000 feet and holding!

Yes, we did report to the OPS office at 05:30 at Key West.

After Jamoke and a short briefing by Commander Douglas on the escape features from the A-1-Trader, we were issued a crash helmet and life jacket.

Promptly at 05:55 we boarded the A-1-Trader, tied down and briefed once again how to use our gear; were airborne at 06:01 hours and on our way to the Lady Lex some 150 miles at sea.

At 06:50 hours we spotted the Lexington on the port side, into the wind at about 15 knots. The sun was just starting to break through and let me tell you, shipmates, she looked just beautiful.

Our tail hook caught number two wire at 06:59 and we deplaned in about one minute. Our gracious host for the trip, Ensign Nicholson, was there to greet us. Gosh, it felt good to step down on the deck and look around. Not too much time to look around this time of day because jets were in the pattern. Our host ushered us to our stateroom. After a short refresher he said, "Would you like a good warm breakfast?" Well, shipmates, what would you have said? Warm breakfast we had; eggs, bacon, toast, milk, Jamoke, conversation, and plans for the day.

07:35: To topside, cameras and all, pictures and action like I never dreamed of. (A bit more than the old Langley). With our TARPA TALES

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host, Nicholson, leading the way, we explored the guts of the Lex first, down to the engine room fourteen decks below; then to the fireroom. While in the fireroom and after asking a few questions, one of the men spotted my nameplate and said, "Mr. Piper, why did you come way down here?" I said, "Fireman, this is where I started my Navy time on the U.S.S. Florida in 1927".

We both laughed and he said, "God almighty, you will never make it to top-side; no one on this ship can be that old". Must add once or twice it was a rather long climb on the chains and ladders without breaks.

09:45 hours - time to rest a bit, into the wardroom and a sit down for Jamoke and one acey duecy game; some talk with Navy pilots off duty and then top-side again to see the action. By now I am a bit used to the bang, bang on the flight deck. Fellows, can you believe I am still at 98,000 feet and holding? Every officer, woman and man, I have met on this ship are most courteous and hospitable and wearing a smile - can you beat that?

11:30 Hours: it's now time for lunch and more Jamoke and talk The lunch was excellent and all you with this wonderful crew. wanted including a fine salad bar. We have been at it, at a good pace for two young fellows. Ensign Nicholson suggested a short rest in the state room before the afternoon activities; well received.

14:30 Hours: a short rap on the door, our host, "Ready, fellows?"

(What a great guy). We sit around a few minutes planning our strategy for the afternoon, to the bridge and thirty minutes talking with Captain Jim Ryan, Executive Officer Captain Ray Sullivan and others, watching everything in full operations from the bridge. Gentlemen, this was something special and believe you me, I loved it. I also have pictures.

Yes, I am still up there - 98,000 feet and holding.

Upon leaving the bridge I had the pleasure of seeing the ship's museum, (very special) and the conference room where the Captain holds special briefings.

15:30 Hours: Next the Air Control room, Radar room, Weather room, Navigation Department. Overhead in the Nay. room I was shown a small metal plaque where Vice Admiral Marc Mitschner gave the order, "Turn on the lights", as a result nearly all the fliers returned safely. No doubt some of you Silver Eagles were there that night - bless you!

Some more Jamoke to keep our strength up and a 16:00 Hours: short visit with some of the pilots in the wardroom, NAVY TALK, "Where you from, how long in service, how did you like TWA, can you still play acey duecy, nope, but willing to learn again;" fellow Silver Eagles, this ship and crew are something. Please excuse me if I sound too NAVY. Captain Sullivan, Exec., just TARPA TALES

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U.S.S. LEXINGTON

passed by to see if I am well taken care of. The entire time aboard the Lexington was like that - "Can I help you? Is everything all right? Do you need anything?" Always ahead of us was our Guardian Angel., Ensign Bob Nicholson, leading the way.

18:00 Hours: Dinner - at 17:55 hours our host ushered us in to the Officer's Mess and said this is where you sit with one chair in between. At 17:59 while we and all Officers are standing behind our chairs, in walks Captain Sullivan, between us, a short grace is said and we sit down and enjoy a great meal. During our dinner, I asked Captain Sullivan who arranged the seating and he said "I did, even had your name inscribed on the dinner napkin ring." Shipmates, would you like to touch me? I am still up there at 98,000 feet!

Dinner - what did we talk about? The Lady Lex, the operations, our homes, our families and the same things you would talk about, relaxed and enjoying every minutes, with the finest group of Navy Officers in the world.

20:00 Hours: Time to go top-side for night operations, much the same as day time, these fliers are in the groove - number two or three cable every time. It's been a long day and we welcomed the suggestion from Nicholson, "How about some shut eye?"

22:00 Hours:

Lights out.

Great Day.

February 2, 1983 Knock on door; hey, fellows, breakfast time, 07:30 thirtyHours. minutes - the start of a new day. After breakfast the plan for the day included pretty much the same as the day before. More pictures, more questions and more visiting in the ready room and wardroom.

Some interesting notes about the Lady Lex: She is 910 feet long; weighs 40,000 tons; draft 30 feet; ship's fuel, one and a half million gallons; Aviation fuel, 400,000 gallons; two catapults, Take off speed for fighters, 222 knots (in two sec210 feet. onds), take off speed A-1-Trader, 142 knots (in three seconds) fast enough for me. It was a thrill. She is forty years old February 17, 1983 and looks beautiful. Presently she carries 1,500 Officers (men) and 130 women.

Time to be briefed for that catapult shot that 13:00 Hours: will take us back to Key West.

Hold on to the shoulder straps as tight as you can, 14:00 Hours: head down in chest, feet propped against seat in front, wham!

142 knots in three seconds. By the time I lifted my head we were airborne, things quieted down so fast I thought for certain we had lost power and were headed you know where, but lo and behold, my second senses said the old Trader was on its own and just chugging away for altitude.

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15:00 Hours: We landed at Key West NAS for a few departing pictures, hand shakes, a farewell or two and back to the hotel for some fond memories.

Shipmates, how do you think I rate our Navy?

Yes, I just came down part way, now at 52,000 feet, Mach .86 I think I'll be there for a few weeks.

.

Maybe I hold a record for the Silver Eagles - a tail hook landing and a catapult shot from the U.S.S. Lexington at age 72.5.

08:00 Hours: February 26, 1983 Dear Silver Eagles: I just landed and things in Stuart are returning-:to normal.

My dream has come true.

I'll return to fishing and my daily routine, but I will never forget that trip on the U.S.S. Lexington and that great group of Officers, men and women, that I met.

Sincerely,

W. F. "Bill" Piper AP-1C Class 39-B 1930 Pensacola, Florida * * * * * * * * * * * PERSONAL EXPERIENCES In response to the TARPA request for membership information, Jack Zimmerman gave me DC-3 landings at Kansas City and Frank Busch the DC-2 landings. Assigned to Pittsburgh the end of May, 1940, I may have set a record by arrivng one week before the domicile was closed and was reassigned to Chicago. Evelyn and I arrived with just enough cash to split a coke for lunch.

The first name to appear in my log is that of Dave Kuhn. He shared legs from the beginning and his sense of humor somehow stayed with him. I never had the pleasure of flying with Toots Kasper, but Dave, if not the fastest man on the DC-2 gear pump, was surely the second fastest, When they banged into the uplock he turned and without the slightest sign of breathlessness, assured me that if he had seemed slow just say so and he would try harder.

It was certainly something to shoot for, but I never managed the effortless part.

That first month I flew with other fine pilots and gentlemen: TARPA TALES

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Fred Pastorius, Bob Springer and Ray Noland, which brings me up to my most memorable flight (among many), a round trip from Chicago to Kansas City in fair weather on a DC-3 with Roger Don Rae, the first of many in which he, without any attempt at subtlety, sought to cram down my throat all the knowledge he had painfully learned.

The hangar talk I had heard was daunting but I planned on surviving. Arriving in the cockpit, he sat down in the right-hand seat, pointed and said, "Sit down". I began to have some doubts about survival because I was entirely self-taught until ground school in Kansas City as far as instrument flight was concerned, but took heart in the fact, expecting not to be hired, I had spent all my time off when the link trainer was available, completing the Captain requirements for check-out.

He taxied out while I put up the cloth hood. Instrument take-off, dead-reckon for an hour and a half, three position fix with the manual loop against his stop watch and wouldn't you know, the first question was what is the wind direction and velocity? Fortunately I knew, By the time we had done a loop orientation on KC on my estimate, shot an approach, shut down an engine, missed the approach and pulled out, it was time to land. I needed the rest on the way home.

I returned from my last flight on January 23, 1976. Memorable in a very different way, our youngest daughter was a member of the crew and Evelyn a passenger on a six day Polar.

By the time it was over, I was ready to write a flying version of "Hotel", but that's another story.

Thanks for an excuse to rattle on. I never had a bad flight or a boring one and a few that could have been improved by a little less excitement.

Jack B. Asire * * * * * * * * * * * My first trip on the line was from WinsAND FROM MARV HORSTMAN: low Captain to San Francisco, September 7, 1937. I flew with Bill Dowling and Hostess Ida Staggers.

Inaugural flight for TWA on Airmail Route 37 (I think) with DC-2 and stops at Las Vegas, Fresno, Oakland and San Francisco.

WOW! My most interesting, unusual, or exciting trip!

Can't mention it!

TARPA TALES

PAGE 14

There is a PERSONAL EXPERIENCE form in the back of this issue.

SHARE YOUR EXPERIENCE!

Here are a couple of interesting items from the February, 1933 issue of LINE SQUALLS. THE NIGHT AIR MAIL

By W. C Golien Cruising along on its lonesome flight, Racing away through the mists of night, A thundering roar from out of the dark, The challenging voice of an air borne b ark.

Breasting space. and storm and gale.

Far on its way is the night air mail.

The bright moon smiles on his Heavenly throne.

As he lends an ear to the engine's drone.

Friendly stars. shimmering, flickering, dancing high .

Complete the beauty of the jeweled sky.

The splendor of it all: this deif ied Art, Sends a sur ge of joy through the pilot's . heart As the plane speeds on over hill and dale, All is well with the night air mail Now low in the sky looms a thickening cloud, The lights of the beacons dim in the gathering shroud.

A darkening gloom creeps over the gay moon's face.

The sparkling stars from the brilliant sky are soon erased.

The storm beats down in a driving pour But the motor returns a defiantt roar.

The plane is tossed in the turbul ent gale, Fighting its way is the night air mail.

Soon the torn and troubled air subsides, The storm tossed plane now easier rides.

The Heavens again with the stars are bright: A quiet world is wrapt in beautiful night; God's glory and beauty for all to avail.

Far on its way is the night air mail. ( Ed. Note. From Speed Magazine by our own "Swed e" Golien.)

TARPA TALES

TWA ANNOUNCES FASTEST COAST TO COAST SERVICE A tremendous wave of national interest in TWA followed the announcement in January 12 that a 15-hour service across the continent would be inaugurated early in the summer of 1933. Announced by Mr. Robbins together with Colonel Lindbergh the story was printed In virrually every daily paper in the United States.

The service will be made possible by the acquisition of a fleet of 15 Northrop, low-wing monoplanes with a cruising speed of 187 miles an hour. Powered with a single Wright engine of 700 horse power each plane will have a capacity of eight passengers as well as mail and express.

Almost identical to the plane manufactured by the Northrop corporation fo r Frank M. Hawks, speed pilot, the TWA Northrops, will have many new features including the wing flaps which will reduce the landing speed to as low as 50 miles an hour. The flaps are an added safety factor in that they will permit the pilot to land in small areas and to approach fields without interferenee from obstructions located near the landing area.

Although definite schedules have not been drawn up, the speed of the new plane will permit of 15 hours flying ti me from Los Angeles to New York and 17 hours from New York to Los Angeles. San Francisco will be only 17 hours from New York when the new ships are put into operation.

Col. Clarence M, Young, Assistant Secretary of Commerce for Aeronautics, had this to say about the new planes: a comparative viewpoint "From American Aviation finds itself in an enviable position to provide a super to commerce and expeditious service aindustry. With the availability of national network of airways containing

all the proven aids to air navigation, the development of fast transport carriers and the added knowledge and experience in the art of flying and operating aircraft we have arrived at the time when overnight schedules can serve a large part of the country.

"Co-operation among the air carriers in setting up and maintaining the necessaryl facilities for traffic promotion, collection and movement to destination has given vitality to the present development of the service and will undoubtedly be a most important contributing factor in its continued growth.

The progress so far attained is of a most encouraging nature and the future holds promise for greater achievement in this new field."

Personnel at all TWA stations have been kept busy answering questions about the new planes and their operation. From the growing interest in the new planes and in TWA generally the traffic department will be demanding more and more planes to care for the potential traffic.

* * * * * * * *

PAGE 15

CONSTELLATION 749 PILOTS

NORMAL

CHECK LIST

BEFORE STARTING ENGINES

FLIGHT ENGINEER

A. Mcllwraith 511 W. 5th St. Chicago, Ill. May 10, 1955

Lyle R. Hincks Manager of Flying Chicago F31-May 4, 1955 Why I had Mr.

removed in Phoenix

This guy seemed to have caused the hostesses quite some trouble from the time he was put on the plane in Chicago until we had arrived over Pueblo, Colorado. At this time, Miss Goldie ran up to the cockpit and told me Mr. was standing in the aisle taking off his pants. So, being of an inquisitive nature, I had the Engineer open the door and, sure enough, there was Mr. standing in the middle of the aisle with his pants plum off, standing on them.

At this stage of my acquaintance with Mr. , I didn't know if he was looking for a likely young lady or a healthy young man, so I asked F/E Stoddard to come back with me. Upon our arrival on the scene, it was very obvious this guy was plain Nuts, and I mean all Nuts, which he had in his hand, shaking around.

I proceeded to pull his pants up on him in the fastest way I know, leaving his shirt tail hanging out, along with the best part of him, which he still had in his hand. We then led him back to his seat without any opposition from him what-so-ever, with the exception he would not let us keep his pants zipped up. As soon as we would let go of his arms, he would zip open his pants and haul out all his manly attributes. Realizing that I was still the head of the Airplane and Crew, I ordered F/E Stoddard to do the necessary dirty work and zip his pants up again, which he did like a well trained mechanic takes care of wenttools.

This procedure was not in the Op. Manual, but his on just the same 4 or 5 times, with the hostesses enjoying every repeated performance.

I left Mr. Stoddard with his new won friend until our descent into PHX at which time I had ordered Miss Goldie to get the two young men passengers in the rear seats to come forward and take his place.----By damn, what a trip.

Andy Mcllwraith Captain-Chicago P.S.

Miss Goldie told us she dreamed about him. (We needed rain anyway)

TARPA TOPICS

PAGE 1 7

Photo by Jim Brogdon IT'S GREAT WHEN OLD FRIENDS MEET Another picture from the fifth annual, convention.

RICH FLOURNOY,

TARPA FIRST VICE PRESIDENT RUSS DERICKSON AND RILEY BISSONETTE.

TARPA TALES

PAGE 1 8

TRANS WORLD AIRLINES NEWARK Flight Crew Assignments - December 10, 1957 Round Trip

Layover ( Trip Hours)

11:08

27:19 HAR-PIT-CMH-DAY ( 41:17) DAY-CMH-PIT-HAR

11:41

5:09 21:50 18:24 ( 59:42)

4:38 Non Stop 11:06 PIT 1:08 DAY 4: 2 9 DAY 11:45 CMH ( HAR-RDG-ABE 48:08)

Flight Martin EWR-STL 55 STL-EWR 310

Leave

Arrive

Trip Time

0710 1620

1301 2312

5:56 5:12

EWR-PIT PIT-STL STL-PIT PIT-EWR

421 *31 *332 348

0815 1615 1735 1700

1106 1940 2246 1842

2:29 3:56 3:34 1:42

PHL-IND IND-CLE CLE-IND IND-PIT PIT-EWR

EWR-PHL(1)47 415 *498 *693 378 404

1235 1800 0800 1205 1740 0830

1322 2054 1057 1311 2045 1128

:47 3:42 1:47 1:56 1:55 2:11

12:18

EWR-PIT PIT-EWR

403 1511

1135 0815

1727 1025

2:32 2:06

4:38

EWR-MDW MDW-EWR

405 400

1645 1500

2131 2213

5114.

5:05

10:19

17:04 DAY-FWA-SBN (30:43) CMH-PIT-HAR-RDG-ABE

EWR-PIT PIT-PHL PHL-SDF SDF-PHL PHL-PIT PIT-EWR

377 378 357 68 71 366

1700 2055 0825 1615 1915 1600

1917 2218 1159 2118 2128 1742

2:17 1:23 4:02 3:31 1:43 1:42

14:38

1:38 10:17 4:16 22:27 18:32 ( 73:57)

EWR-MDW MDW-EWR

375 424

1845 1455

2325 21 42

5:12 4:45

9:57

15:30 PIT-DAY (28:12) SBN-FWA-DAY-PIT

EWR-PIT PIT-EWR

423 412

1930 1235

2229 1512

2:31 2:17

4:148

14:06 ABE-HAR (20:57) HAR-RDG

Stops

ABE-RDG CVG-SDF SDF-CVG Non Stop

14:48 RDG-HAR (21:05) PHL

Non Stop Non Stop PIT-CVG CVG-PIT Non Stop Non Stop

* Inopty Sat (1) Sat only Fit 407 will originate EWR in lieu of 417. Operating times PHL 1547.

Flt 407 Sat EWR 1500

THE TARPA

GRAPEVINE OCTOBER, 1983

HOW HOT IS IT in Kansas in August?? It's so hot the weeds and crabgrass have stopped growing. The fields are baked so hard and dry there are cracks three inches wide and three feet deep. Robins are dying in the yard because the worms are entombed in concrete. Daytime temperatures have ranged from 90 to 103 for two months.

The monsoons of spring have dwindled to scattered sprinkles. But we have had none of the tornadoes, hurricanes, floods and tidal waves which many others have endured.

All of which proves again, there is no perfect place. * * * * * * * * * * * OSHKOSH,B'GOSH! We finally made it this year to the "biggest fly-in and air show in the world", the Oshkosh colossus, sponsored and organized by the Experimental They describe it as their "31st Aircraft Association.

Annual International Fly-in Convention and Sport Aviation Exhibition".

Through the generosity of a business pilot friend, we flew to Wisconsin early Saturday, July 30, for the first day of the eight-day event, and returned Sunday night, the 31st.

There were three other guests in the group, all non-pilots, so the privilege of riding in the co-pilot's seat of the Piper Navajo was granted to your rusty-pilot correspondent.

The Navajo is a beautiful, slick flying machine, fully equipped with Omega navigation, radar, stormscope, counter-rotating props and other goodies to make pilots comfortable.

After a 7:30 a.m. takeoff from MKC, the Omega display said "OSHK 398 NM, HDG 044, 2:28".

We flew at 9,500 feet and landed at Wittman Field (OSH) at 10:00 a.m. in a steady flow of double stream traffic to parallel runways, smoothly vectored by volunteer controllers from every major F.A.A. facility in that part of the country - ORD, MKE, MSP, etc.

THE GRAPEVINE

PAGE 1

Early Saturday afternoon was spent visiting the new museum, the "EAA Aviation Center", recently completed and dedicated just the day before. Antique, custom-built, old military and many one-of-a-kind flying machines are hung or stand in every available space.

Even Orville and Wilbur are reincarnated - in wax!

Seminars, displays, sales meetings and demonstrations go on continuously in many locations.

Aircraft display areas are divided, each one devoted to a special category: war birds, custom built, classic, ultralight, and transient camping and parking.

In the evening you may choose the Theatre in the Woods stage show, an old-time classic movie or big band dance music.

The air show Saturday afternoon drew 140,000 spectators. On Sunday, the estimate was announced at 250,000! Planes are in the air constantly, but the main show runs from about four p.m. to 6:30 p.m. each day of the eight-day affair.

On both Saturday and Sunday, the performance by TWA's BOB HERENDEEN (LAX) and American's LEO LOUDENSLAGER (Sussex, N. J.) proved that both of them well deserve their top standings among the best aerobatic pilots in the world. Between them, they must have demonstrated every maneuver in the book. Every variation of spin, split, loop, roll, turn, climb, dive and stall was there!

We were especially impressed by Herendeen"s showmanship. To illustrate: In his "Super Pitts", with smoke trailing, he did twelve consecutive inverted flat-spin revolutions in the Saturday event - and topped that with fifteen on Sunday! A smoking corkscrew! He makes four consecutive snap-rolls look simple.

The appreciative crowd thought it was spectacular.

As for accommodations in the area, advance planning is a must.

We slept and dined (hamburgers, fries, fruit and Eskimo Pies) in our host's spacious motor home, which had been driven to Wisconsin a few days earlier and parked in the wooded camping area at the south edge of the airport. We did hear a comment that the "nearest available hotel room is in Milwaukee".

In the course of our meandering we did run across ROGER DON RAE and LEROY GLAESER from TWA. Others who attended, we hear, were RUBY GARRETT, BUD WIELT, JACK LECLAIRE and LIL, CHRIS CLARK, GORDON DURLIN and LLOYD HUBBARD. There were others, we can be sure.

It's a fabulous experience, a truly one-of-a-kind.

If you can make arrangements for a place to park your body at night, don't miss Oshkosh. It's an experience you'll remember.

SETH STRAHAN writes a long and newsy letter to A. T. from Pebble Beach, California. He tells about having had a severe cerebral THE GRAPEVINE

PAGE 2

stroke in 1973 and the arthritis and post thalamic syndrome which followed several months later. He mentions that he was an avid golfer up to that time (9 handicap) and enjoying all the beauty and ideal climate of the Monterey Peninsula while winning many golf prizes.

He and BILL (W. E.) TOWNSEND teamed up and won a few trophies back in 1970. He also remembers playing with Bill in Okinawa in 1969 and in Scotland at St. Andrews in 1971.

Seth says he still plays a little golf, but adds, "My wife can beat me, but I don't mind that". He gives JO credit for being an expert nurse during the past ten years, and after forty three years of marriage says, "She's just as pretty as she was in 1940 when we were married". He mentions, also, his "good friend", PAUL McCARTY , and remembers his very first line check as a co-pilot with Chief Pilot PAUL FREDRICKSON - a "memorable experience". * * * * * * * * * * * HUGH GRAFF and NORMA COTTINGHAM WERE MARRIED RECENTLY and celebrated the event with a reception on July 22 for a large gathering of family and friends at the new Adam's Mark Hotel in Kansas City.

Their home will be in Independence, Missouri, where Hugh is active in banking and other business ventures. To Hugh and Norma we offer a toast for many years of happiness! * * * * * * * * * * * JOE CRESWELL and ELLIE CARPENTER were married on April 23 this year They will make their home in Redondo Beach, California.

Congratulations and we send TARPA's best wishes. * * * * * * * * * * * PAUL (DOC) DOUGHERTY says he had a super time in Las Vegas.

"Sure do appreciate the work done by everyone involved in setting it up. Thanks again". Take a bow, LYLE BOBZIN! * * * * * * * * * * * Apropos to weather and location, JACK BURNHAM dropped us a note to say that he and RITA have packed up in Cocoa Beach, Florida, and moved themselves to Fountain Hills, Arizona. Jack hopes that the dry climate of Arizona will relieve some of the discomfort of his emphysema.

We hope so, too, and wish Jack and Rita the best of life in their new location. * * * * * * * * * * * BOB GOWLING writes from Wyckoff, N. J., to say that he was sorry to miss the convention. "Everything is going fine here in New Jersey. Keeping plenty busy with ham radio, hiking and spring work". * * * * * * * * * * *

THE GRAPEVINE

PAGE 3

FRANK McCAUL and PATTY have bought a permanent home at Lake Pomme de Terre, Missouri. Frank says that he'll still be doing some "roaming", but this will be their regular roost from now on. * * * * * * * * * * * Having read about stalwart FRANK DUBBS in the June Grapevine, HERB OTTEWILL passes along a compliment to Frank for being an alert and quick co-pilot on a DC-3 trip in the late '40's. "I'd made the takeoff from Sunken Lunken (Cincinnati) and had almost reached cruising altitude", he says. "Suddenly another aircraft appeared on a collision course, visible only from the right seat.

Frank slammed us into a left turn. It was so close that as we turned, I caught just a glimpse of a wing tip as we missed. After apologies (obviously superfluous since we were still among the living), my commendation letter to the Chief Pilot put the incident on record. Maybe that's why Frank go so many landings". * * * * * * * * * * EDWARD S. (ED) FLYNN, in a letter to A. T., gives a new address in Tucson: 6659 E. Scarlett, Tucson, AR 85710. Ed had a quadruple by-pass in May this year, with some post-operation complications. He says he's getting stronger again and is assured by the doctors that he will be better than before in a few months.

Following his retirement, Ed was employed by the Combs-Gates Aircraft Company, a subsidiary of the Learjet Corporation. He established an Aircraft Management Program and a Charter Department for the company, and flew charters, sales demonstrations, and some company business trips. (Ed wonders, incidentally, who is the oldest living retired crew member. Any candidates? ....

DUTCH? TOMMY? Let's hear it from the real old-timers!) * * * * * * * * * * * LARRY GIRARD informs us that Frank Garcia, concierge at the Kensington Hilton in London, has developed cancer of the larynx.

Frank is under treatment and making progress toward recovery.

Larry says that he has received considerable support and encouragement from TWA friends. Messages can be sent to him in care of the Kensington Hilton Hotel, Pottery Lane and Bayswater Road, London, U.K. * * * * * * * * * * * ANNE WOLFE has retired "only officially" from her job in the New York ALPA office, but will continue to work with NICK MOURGINIS on the Editorial Staff of the LANCET, TWA-ALPA's newsletter.

She has agreed to this, she says, "because I have printer's ink in my blood". Not a fatal disease, we'd venture, but sometimes chronic. Happy retirement, Anne! * * * * * * * * * * *

THE GRAPEVINE

PAGE 4

HAL HASTINGS has moved from Texas to Miami Springs, Florida.

We'll expect to see Hal at TARPA's Orlando convention next May and don't say you forgot to bring your sticks, Hal! We played golf with Hal on layovers, outbound and homebound, in Bombay and Hong Kong about 1970, and learned that he moves the little white pill from tee to cup with considerable power and finesse, very much like a 3-handicapper, in fact. The TARPA "wolf pack" (McCLURE , McFERREN, EARLY, QUERY, McNEW , et. al.) will no doubt welcome all newcomers to Orlando. * * * * * * * * * * * And a hearty welcome to the following new members: Albert W. (Al) Chandler John P. Lontz Edward T. (Ed) Greene James P. Rapattoni E. L. (Ed) Rafferty Ferrell L. (Bud) Baxter Otto Greene Honorary:

John E. Harrington Everett R. (Ev) Green Robert M. (Bob) Gowling Dwight T. Kerns R. C. (Dick) Loomis James G. (Jim) Parker

Elsie Pryor, Wanda McNaughton, Noriene Dowling * * * * * * * * * * *

In spite of vacations and hot-hot weather, the August 5th luncheon meeting of the Kansas City Old-Timers Social Group was attended by a large (56) and enthusiastic contingent of hand-shakers and tongue-waggers. Thanks to the efforts of MOE HANSEN and ART EGGIMAN, the good cheer hale-fellow-well-met fraternity continues to congregate about every four months. It's a good habit. * * * * * * * * * * * PARKY PARKINSON has sent us a copy of an article from "Business Week" magazine, July 25, titled, "TWA - The Incredible Shrinking Among the quotes is this one by President C. E. Meyer, Airline".

TWA has retrenched and retrenched and Jr." "We've been prudent. retrenched. We've got to stop the retrenchment and grow".

We notice that in August, St. Louis has 178 daily TWA flight departures. The cities of Boston, New York (La Guardia), Washington, Chicago, Kansas City, Los Angeles and San Francisco have from 13 to 31 (average 19) departures each day. An average of more than six of the nineteen are non-stop to St. Louis!

Is this being "prudent"? Here in Kansas City, former TWA customers to whom we have talked DO NOT THINK SO! * * * * * * * * * * *

THE GRAPEVINE

PAGE 5

As a follow-up to that subject , we are sure that many of you remember the glory days when TWA boasted in all of its advertising about its record number of "Firsts" in the commercial airline business. To cite an example, we opened a long-saved airmail cachet envelope recently and found this TWA promotion message, on an elegantly printed card, from "TWA - THE TRANSCONTINENTAL AIRLINE": "The cover in which this card arrives has been 'cacheted', indicating it has been carried on one of the first regular flights of TWA's Boeing StratoLiners....first four engine, supercharged cabin airplanes to be placed in regularly scheduled service in the United States.

"These great ships, which span the nation in less than fourteen hours, carry thirty three passengers and a crew of five, in addition to mail and express shipments.

Stratoliners are the largest commercial airplanes in the nation, with a wing spread of over one hundred seven feet and a fuselage over seventy five feet in length.

'Flying the calm upper-air levels from sixteen thousand to twenty thousand feet, TWA Stratoliners herald an era of smoother and faster air travel, with supercharged cabins providing cool, quiet, lower-level comfort.

With this inaugural flight TWA opens a new chapter in the aviation history of our nation".

(Postmarked "Los Angeles, California, June, 1940) * * * * * * * * * * * JOE CREDE is reported as having had recent major surgery. At this writing, he is still hospitalized in Phoenix. * * * * * * * * * * * ERNIE GLAESER has entered Trinity hospital in Kansas City for treatment of phlebitis. * * * * * * * * * * * LEON VESTAL is enthusiastic about a potential working Dude Ranch project he is contemplating in Arizona. If you are interested in participating in a 3000 acre venture in the high country northwest of Wickenburg, write or call Leon at his home: 1205 Overstreet Drive, Prescott, Arizona, 86301 - telephone 602-445-8055. * * * * * * * * * * * THE GRAPEVINE

PAGE 6

We goofed in the last issue and offer apologies to the LOUIS BARRS and the RUT BAARS for the mix-up created in piecing together the TARPA Las Vegas convention list. LOUIS BARR of Playa Del Rey was listed as "Rut Barr" (with correct wife, NOREEN). RUTLAND (RUT) BAAR of Scottsdale did not attend the convention. * * * * * * * * * * * Also, ROBERT (BOB) ZIMMERMAN of Lakeside, California, did make it to Las Vegas, but his name was missed 'on the hotel write-in To make up for this one, we may consider printing the list.

1984 convention list from "Z" to "A". O.K., Bob? * * * * * * * * * * * We are planning to be in Phoenix for the Operations retirement party September 17 and in Wickenburg for the Round-up the first week-end in November. Hope to see you at these events.

Have a good fall season! * * * * * * * * * * *

THE GRAPEVINE

PAGE 7

SECRETARY'S CORNER What this amounts to is I have the last word before this goes to the printer but I have to be careful or Al Clay might just muzzle me.

Thanks to Captain Howard Hall we have another Eagle member of TARPA. His name is Silas A. Morehouse. Howard advises Si was chief pilot of Western Air when they merged with Transcontinental & Western. Capt.

Morehouse and his wife, Helen, reside at Landmark Towers, Apt. 609, 101 South Whiting Street, Alexandria, Virginia 22304. Some statistics.

Born 20 November 1897. January 1921 entered U.S. Air Service at Kelly Field, Texas. September 1924 flight training at Brooks Field, Texas.

January 1927 Left U.S. Air Service. April 1927 Employed by Western Air Express and then on to TWA. May 1942 went on active duty with the U.S. Army Air Corps. 1946 Left U.S. Air Force. I's sure his many friends welcome him to TARPA. We allhave close to 1100 members now. I still cannot understand why fellows who are eligible haven't joined us. Most of them have had invitations from your secretary. It seems that those who haven't retired who are eligible to join just seem to think they shouldn't join until the day they retire. Those age 50 and over are most welcome. You members can do a lot in this area, just guide them to me.

Keep me in mind when you plan to move or do move for it would make my job so much easier if everyone remembered this. And, it costs TARPA to have to send extra copies.

Rich Flournoy has taken the task as chairman of the nominating committee so that is the place for you to volunteer. I think he should line up a secretary for I am in my fourth year and no one is indispensable.

Lloyd Hubbard has consented to be chairman of the awards committee so I am sure he will be expecting help.

If any of you wealthier fellows come down the Inland Coastal Waterway in your yachts we are right on it. Give us a call and break bread with us. You won't deplenish our food stamps too much.

Your secretary,

RESERVATION CONVENTION FOR 1983

RAPA

RESERVATION FORM - 1983 RAPA CARIBBEAN CRUISE