1984.01.TARPA_TOPICS

PRESIDENT'S MESSAGE PENSION REVIEW CONVENTION NEWS RAPA REPORT TARPA TALES FEATURES GORDON LAMBERT AND BUSCH VOIGTS THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA A J. (Al) Clay, Jr.

JANUARY 1984

Grapevine Editor: O. R. (OLE) Olson

Officers and Directors of the Association Lyle Spencer, President R. G. Derickson , First Vice A. T. Humbles , Secretary Dean Phillips, Treasurer

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

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

CRUISES

FISHING

PRESIDENT'S MESSAGE

Early in October our application for tax exempt status was forwarded to the IRS. They returned it later in October with a request for additional information. They have obviously read the application and, so far, have not turned us down.

A reminder, the deadline date for submitting nominations for the Award of Merit is February 8, 1984. If you have any nominees, please submit their name/s and supporting data to Lloyd E. Hubbard, Pond Woods, Box 773, Stony Brook, NY 11790.

Another reminder, dues for 1984 are $20.00 and are due January 1, 1984.

Much time and effort is being expended to find out how safe our pensions are and how well they are funded. The Pension Reform Act of 1974 is supposed to protect anyone who has been retired for three years or more. This Act also spells out how present employees and those retired less than three years are to be treated in case of a Company debacle. This is being researched. You were advised once before that TWA's and Eastern's retirement plans are worded much more favorably than any of the other airlines.

Since you will probably receive this after January 1st both Dorothy and I hope you all had a very merry Christmas and we wish you all the best for 1984.

We hope to see as many of you as possible at the Convention in Orlando in May. Sincerely yours, Lyle A. Spencer

1

A PENSION OVERVIEW

While most of those I have talked with are optimistic about TWA surviving the recently announced spin-off from the Trans World Corporation, the gnawing question of what happens to our retirement plans in case the company does go bankrupt remains uppermost in the minds of many of our members. I profess no super-knowledge on this most intricate subject, but in preparing the general pension report for RAPA recently, a copy of which appears elsewhere in this issue, I did uncover some details that may be of interest to you. Much of this information, such as the workings of the Pension Benefit Guarantee Corporation (PBGC), which is the government agency spawned by the ERISA Act of 1974 to protect employee pensions, came out of the Braniff situation and was obtained from some of their principle pilot representatives.

I also consulted ALPA's R&I Department, TWA's Employee Benefits Department, and Oscar Cleal, Director of Retirement Trusts for Kidder Peabody Company.

Further, reports from other airline representatives at the recent RAPA convention were enlightening.

Generally, the situation shapes up as follows: Since this is a defined contribution plan and the TWA B Plan: company cannot divert any of the funds, there appears to be no problem of security here. As a variable trust annuity, its yield is a function of the plan's investment performance. In the event of plan termination, the units of interest would be cancelled, each member's equity would be actuarily calculated and an individual insured annuity purchased with it. This type of settlement has already been accomplished on Braniff, and to a limited degree, UAL and PAA. The resulting monthly income of some of the older retired pilots has exceeded, by a substantial margin, that being produced by the variable trust annuity. Further, the new annuity offered an opportunity to re-select any of the original options.

THE TWA A PLAN is completely different, since it is a defined Benefit plan and subject to variable funding methods and amounts.

As nearly as I can determine, the vesting period for the A plan on TWA is now three years. If this is true, all pilots who have been retired more than three years are fully vested and funded, and under the present rules, would have a fully paid annuity with Equitable, completely free from any provisions of the basic plan.

Accordingly, those pilots would not be affected by the termination of the plan and the working of the PBGC. The position of those with less than three years retirement and those still working is unclear.

It does appear that the TWA pilots who are not fully vested in the plan or who are vested but not fully funded have several areas of concern. The first is to get an accurate definition - 2 -

PAGE 2

A PENSION OVERVIEW

of "funding" and determine the parameters for each category.

The second is to determine the actual amount of cash and other assets now in the plan, its percentage of the plan's current and projected liabilities, and the actual mechanics of how a distribution would work in the case of plan termination. The next concern is what the company's intentions are for the plan's future if TWA does survive this latest crisis. There is a definite trend to reduce the amount of cash funding of defined benefit plans in favor of some sort of projection or pool annuity funding and to use the surplus existing cash for general corporate purposes.

Just last year, WAL advised their pilots that the company was cancelling their A Plan. This they did, diverting some $27,000,000 of the fund's assets to general corporate use. and replacing it with some version of an extended funding plan dependent primarily on the company's continued operation and financial solvency.

TWA could cancel or amend their plan tomorrow!

While the situation on Braniff is not identical to TWA's, much was learned from it. Numerous hitherto unknown or unforeseen facets of the PBGC operation surfaced in this underfunded plan to the detriment of the employees, including the 'roll-back' provisions.

Some of these proved very costly in certain circumstances, particularly among un-vested widows, early retirees, and recent retirees who were vested but not fully funded. Under the rules in 1982, the PBGC provided a maximum guaranteed benefit of only $897.00 per month for a person retiring at age 60.

Further, there are other aspects of the settlement that cannot be ignored. Not the least of these is the actual workings of the PBGC versus the way many people understood it and the fact that, having taken over some 800 plans, it is now expected to be almost $550,000,000 in debt by the end of fiscal 1984. An example of how the PBGC formula and procedures were applied on BNF prepared by ALPA R&I Department follows this article.

The above is a distillation of the best information I have been able to glean from the indicated sources. Due to different interpretations and constant changes occurring , I cannot vouch for its accuracy or accept responsibility for its limits. My purpose in presenting this brief sketch of a complicated problem is to try to define the relatively secure areas of our pension system and point out areas of possible trouble in the event of termination of the plans, so that active pilot representatives may pursue them in advance. If any of these areas of concern have been completely and satisfactorily resolved or the data I have used herein changed, I will appreciate hearing about it.

Dave Richwine Vice President Pensions, RAPA * * * * * * * * * * * - 3 -

RAPA FROM:

Vice President Pensions

TO:

1983 Convention Delegates

SUBJECT:

Annual Report

The year of 1983 has brought no problems, no inquiries and no direct membership input to your Pension Committee, for which I guess I should be grateful. However, this lack of interest by no means indicates that all is well in "Pensionland". Last year, more than 380 pension plans failed in this country. Seven hundred twenty eight (728) companies petitioned the IRS to contribute less than what is now required by law. Four hundred sixteen were approved.

Since 1980 the number of pension plans shutting down each year has risen by more than 50%. The PBGC (Pension Benefit Guarantee Corporation), which has taken over more than 800 pension plans, is now $320,000,000 in debt and is expected to be nearly $550,000,000 in the red by the end of fiscal 1984. The PBGC is the only back-up we have for our basic A-type plans and does not apply at all to our variable trust annuities (B Plans).

Besides the heavy demands already being made on it, a recent court decision ruled that it could not use any of the residual assets of an over-funded defined benefit plan for employee benefits in case of plan termination. While the Reagan administra tion is attempting to beef up this agency and its power, nothing has materialized yet. At best, the benefits provided by this agency are fraught with serious limitations and a very stringent and cumbersome administrative process.

Enclosed is an excellent dissertation on how it works, provided by the courtesy of Oscar Cleal.

The precarious financial condition of many airlines generated and aggravated by deregulation together with a mounting unionbusting effort within the industry emphasizes, more than ever, the necessity for each of us to examine our own plans to see what we can salvage in the case of plan termination. My limited excursion into this matter, aided by Oscar Cleal and the ALPA Retirement Section, convinces me that our whole setting is a veritable jungle.

Right now, the name of the game is funding.

Our plans are replete with limited funding, current funding, projection funding and other heretofore unravelled limitations.

Even our presumed individual annuities are showing such things as annuity pools, delayed vesting and other contract restrictions. ALPA is working hard at getting beneficial interpretations in these smoky areas but with slow and limited success.

While I have tried diligently to get a simple answer to the question of "What happens to retirement benefits if the plan is terminated?", I have been unable to draft a reasonably accurate summary. The issue is too fraught with variables from one plan - 4 -

RAPA CONVENTION PENSION REPORT

PAGE 2

to another and interpretive areas now surfacing in the light of plan termination studies. I can only reiterate the warning issued in the June 1983 news letter to investigate your own plans now .....and thoroughly. My experience is that the closer you get to supposedly authoritative information sources, the more apt you are to encounter new issues and unsettled disputes over others you thought were well established. You may not be able to change anything, but at least you can be forewarned as to what to expect.

On the positive side, there is much awareness of the problem and there are a lot of people working on your behalf.

D. W. Richwine Vice President Pensions * * * * * * * * * * *

FIRST PRINCIPLE FOR PATIENTS: Just because your doctor has a name for your condition doesn't mean he knows what it is. * * * * * * * * * * * SECOND PRINCIPLE FOR PATIENTS: child proof bottles.

Only adults have difficulty with

* * * * * * * * * * * PATTON'S LAW: tomorrow.

A good plan today is better than a perfect plan * * * * * * * * * * *

COLE'S LAW:

Thinly sliced cabbage. * * * * * * * * * * *

JACQUIN'S POSTULATE ON DEMOCRATIC GOVERNMENT: No man's life, liberty, or property are safe while the legislature is in session. * * * * * * * * * * *

- 5 -

PLAN TERMINATIONS (Prepared for BNF MEC by ALPA R&I Department and furnished us by Oscar Cleal) During the most recent MEC meeting, the R&I Department was requested to summarize the events which would occur in the event of plan termination.

The following is a summary of that presentation.

The Pension Benefit Guaranty Corporation (PBGC) guarantees certain benefits provided by defined benefit plans in the event of plan termination. Pilot "A" Plans are defined benefit plans.

Defined contribution plans, such as pilot "B" Plans, and profit-sharing plans, are not covered. However, B Plan accounts become fully vested upon plan termination.

The amount payable to pilots from a terminated defined benefit ("A") plan depends upon its funded status, or the amount of money in the fund. The law requires that the fund assets be allocated according to certain priorities and have set forth categories of benefits in a priority order to receive the assets.

The priority categories are as follows: CATEGORY I

- Pilot Voluntary Contributions (if any)

CATEGORY II - Pilot mandatory contributions (if any) CATEGORY III - Annuity benefits to pilots who: A. B.

Have been retired at least three years were eligible to retire three years ago (i.e. pilots who are over age 53 as of the plan termination date since at age 50 were eligible for early retirement).

These benefits are reduced, however, to the lowest benefit amount under the plan in the last five years prior to termination.

Normal retirement benefits under the Braniff plan in the last five years have been as follows: 8/1/76 - 12/31/77:

$14,400 plus/minus $250/year over or under 20 years.

1/1/78 - 4/30/79: $16,400 plus/minus $250/year over or under 20 years.

5/1/79 - 7/31/82: 40 percent of final average earnings w/25 years of service.

CATEGORY IV - Vested accrued pension benefits payable under the plan which do not exceed a certain maximum amount. The maximum in 1982 is $1,380.68/month, payable as a life annuity beginning at age 65. If paid at age 60, this amount is reduced to $897.44 per month. The guaranteed amount increases each year depending on changes in the cost of living, for plans which terminate thereafter.

- 6 -

Page

Plan terminations

2

- All other vested accrued benefits (i.e.

CATEGORY V benefit increases which have been negotiated in the last five years and benefits in excess of the maximum amount in CATEGORY V. CATEGORY VI - All other plan benefits.

Benefits up through CATEGORY IV are guaranteed by the PBGC. This means that those benefits will be paid regardless of whether there are sufficient plan assets to provide them or The following examples should help explain each of the not. possible situations.

EXAMPLE I Assume the A plan terminates in 1982 and the assets do not cover the amounts necessary to provide the PBGC guarantees.

The PBGC takes over as plan trustee. It will pay benefits as follows: A. All benefits from pilots' mandatory contributions will be paid. This does not include the contributions made

by Braniff on behalf of the pilots (cash-vested).

B. Benefits payable to pilots who have been retired at least three years, up to $897.44/month ($10,769,28/year).

C. Benefits to pilots eligible to retire at least three years, up to $897.44/month.

D.

Vested accrued benefits up to $897.44/month.

All benefits will be payable in the normal form beginning on each pilots normal retirement date (age 60).

EXAMPLE 2 Assume the plan terminates in 1982 with enough assets to cover the benefits described in Example 1. It will pay benefits as follows: A. (CATEGORY II). Amounts to pay benefits from all pilots mandatory contributions.

Amounts to provide annual benefits B. (CATEGORY III). to the retirees equal to $14,400 plus/minus $250/year over or under 20 years (the lowest benefit under the plan in the last five years). Any allocation of mandatory contributions is subtracted from the present value of this benefit.

- 7 -

Plan Terminations

3

C. (CATEGORY IV). Amounts to provide vested accrued benefits up to $897.44/month for all other pilots.

D. (CATEGORY V). Amounts to provide the difference between benefits under CATEGORIES II, III AND IV, and the benefit increase of 1978 ($16,400 plus/minus $250/year over or under 20 years.

E. (CATEGORY V). Amounts to provide the difference between 40 percent of final average earnings, the normal retirement benefit according to the current plan, and the amount received in the previous categories.

F. (CATEGORY VI).

If any assets remain they will be used to provide non-vested benefits and disability and survivor benefits.

If the plan has sufficient assets they will be allocated to provide each pilot's benefit in each of the categories in succession.

If assets run out in the middle of a category, they will be allocated pro rata to the benefits in that category.

If the plan's assets run out before providing at least all benefits up through CATEGORY IV for all pilots, the PBGC will take over.

In this case, the maximum benefit any pilot would receive is limited to $897.44/month, beginning at age 60 in 1982.

The only benefits guaranteed by the PBGC are benefits up through CATEGORY IV. In CATEGORY III there is no phase-in rule for benefit increases in the last five years, the benefit is simply the lowest one provided during the period. The "phase-in" begins in CATEGORY IV, where the guaranteed amount is the lowest benefit in the last five years, plus 20 percent of any increased benefit for each year the increase has been in effect. This is all subject to the maximum PBGC benefit, however. Since the lowest benefit in effect for Braniff in the last five years is greater than the maximum PBGC guarantee ($14,400 exceeds $10,769.28), the phase-in will have little effect.

This entire process is dependent upon the effective date of the Plan Termination.

A termination valuation is made, using the assumed interest rate currently in effect with the PBGC to value benefits accrued to that date. The PBGC's assumed rate changes periodically. Therefore, it is not possible at this time to give a completely accurate estimate of the status of the funds assets or liabilities.

(End) * * * * * * * * * * * * - 8 -

Vice President Russ Derickson recently asked Barney Rawlings to give TARPA some of his knowledge about the TWA pension plan, ERISA and how it works. His letter follows: Dear Russ, The Pension Reform Act of 1974 was passed by Congress and signed into law by the President on September 2, 1974. The official name of the law is Employee Retirement Income Security Act of 1974: the acronym is ERISA. Among other things ERISA created the Pension Benefit Guarantee Corporation (the PBGC) within the Department of Labor. The purpose of PBGC is to oversee defined-benefit plans (such as A-Plans) when promised benefits to employees appear to be in jeopardy, and to limited extent "insure" those benefits.

To that end the PBGC is empowered to collect a small premium for each member of each such plan (from the employer), and this money is invested and managed by PBGC as a fund to provide pension benefits for employees when their plans come to grief.

The pension amounts insured by PBGC are small, however, in comparison to average ALPA A-Plans.

It must be stressed that B-Plans (defined-contribution plans) are not jeopardized by bankruptcy or other types of plan termination or under-funding.

In event of A-Plan termination (such as resulting from bankruptcy) the PBGC has very broad powers to protect pensions of participants. The law has not been in existence long enough to thoroughly test these powers and procedures. If an A-Plan is terminated or seen to be in trouble the PBGC may ask the courts to appoint a trustee for the plan. The assets may be liquidated and distributed to the participants on a specified basis of priorities, or the plan may continue in existence under trusteeship with lower benefits to the participants decided on a similar basis of priorities. Without doubt this would be the policy applied to a mature plan such as our A-plan.

If a plan is taken over by the above procedure the PBGC determines whether the assets are adequate to cover the scheduled benefits.

In this process the law provides that people retired within three years of the plan termination are subject to the same calculation as for active employees in weighing assets against plan obligations.

The law also provides for a five-year "look-back" in determining if there are enough assets to meet plan obligations. Plan assets are weighed against the benefits "promised" to active employees and those retired less than three years, using the benefits payable under the plan as it existed five years before plan termination.

Then, if assets are found sufficient to meet - 9 -

Dear Russ

Page 2

those obligations, the time-frame is moved forward until a point is found where plan obligations and assets are deemed to be in balance and, if necessary, benefits are reduced from the normal benefit structure.

As you know, I am not "in the loop" on current TWA Retirement Plan data, since I resigned from the TWA MEC committee more than three years ago when I bid to continue as Flight Engineer.

However, when my 'phone began to ring on TWA's situation some weeks ago, I checked with some people I trust in ALPA headquarters and am assured that the above information is current and correct as to how ERISA and the PBGC function in event of APlan termination.

The most recent TWA Pilot-Flight Engineer A-Plan report I examined was that dated May 31, 1982. On that valuation date the market value of our plan's assets was about 72.5% of the vested benefits, including the increased liability resulting from the increase in benefits effective October 1, 1981.

Our A-Plan investment mix is usually about 35% equity, 65% fixed-income instruments.

Looking at how the markets have fared since mid-1982 I would expect that the current market value of our A-Plan fund would be reportable at a level reasonably near the current vested liabilities.

I do not mean to imply that our A-Plan does not have an "unfunded liability" looking to projected benefit levels if the Plan remains in normal future operation, but the current assets would appear to be near the current liability level in event of abrupt termination of the Plan.

The above is accurate information to the best of my knowledge and belief.

I am sure that TARPA members are concerned, and that same concern exists in TWA cockpits and ready-rooms.

For what it is worth, I expect that TWA's active employees will agree to pay-and-productivity give-backs, that TWA will pull back to some extent from the domestic jungle and depend more on our more-regulated international operation .....and will make it.

Russ, as always it is good to counsel with you. You are welcome to use this letter in any way which is useful to TARPA. Best regards Barney Rawlings * * * * * * * * * * * - 10 -

November 7, 1983 TO THE TWA MEC

Gentlemen: Wall Street giveth and Wall Street taketh away. In the quarter ending September 30, 1983, the "B" Plan lost $28,000,000.00 and your net assets suffered accordingly. You still have a profit for the year but it has dwindled from $53.00 per unit to $40.42 Our appreciation table now looks like this: per unit.

Come January 1, 1984 the retired pilot will receive a 4.441% decrease in income. The value of the unit of interest fell from $33.422 to $31.938.

Hopefully we can recoup some of that loss in the final quarter.

The good news is that at long last we have entered into a contract with the CARMACK GROUP to provide us with professional investment service.

They will analyze our present investments and recommend to the Investment Committee changes that they believe would be beneficial to the return on our invested dollar.

In addition they will monitor the performance of our present money managers.

We will pay for these services by use of directed brokerage.

RetirdPlosCmte cc: All MEC Committees Lyle Spencer James Carmack

Paul McCarty "B" There have been inquiries regarding the Plan Equity of retired pilots. Equity of an individual account is a function of: (A) Age (nearest birthday), (B) Units held and, (C) Current Unit Value.

It can be determined from the Table and formula below.

Values shown are for each 100 Units held at a $10,000 Unit Value.

The values in the Table were obtained from a computer program prepared by Tarpa MEC Liaison Chairman, Roy Van Etten.

To determine current equity value use the formula, E = A X B X C, in which: E = Current equity value, A = Equity from above Table, B = Units held/100 v C = Current Unit Value/10.

Monthly income at age 60 per 100 Units at a $10.000 Unit Value is $83.33. changeThis will remain constant for life if th e there isno in Unit Valve , Onl y a change in Unit Value will alter income after retirement.

The accompanying graph traces income per 100 Units during the 29 years from 1955 thru 1983. Also indicated is the Consumer Price Index in this period. Fluctuations of income are the result of Unit Value excursions.

1984 CONVENTION PLANS Contracts have been signed and the sixth annual TARPA Convention plans are well under way. They include golf and tennis at the beautiful Cypress Creek Country Club, two free cocktail parties, a sit-down banquet with the Big Band music of Ken Bennet and, of course, all of the many attractions that have made this area the unique vacation center that it is. We cannot urge you strongly enough to plan your trip so that you will have time to see the fabulous EPCOT center and enjoy the other outstanding attractions in the area. As of right now, the convention is shaping up as follows: WHEN:

Tuesday, Wednesday, Thursday, May 8th, 9th and 10th

WHERE:

Sheraton Twin Towers Hotel, Orlando, Florida

COST:

$55.00 per day, single or double. These rates are guaranteed three days before and three days after the convention dates.

TRANSPORTATION: Orlando is now served by nineteen airlines from all over the U. S. and boasts one of the newest and most TWA has direct service beautiful terminals in the country. from St. Louis and New York, and connecting flights from most other on-line cities. While TWA's spring schedule is not yet known, there were three flights a day from St. Louis to Orlando in May of last year. Also, TWA operates two flights a day into Tampa from St. Louis. Tampa is a one and a half hour drive from Orlando. For those coming through St. Louis, there are excellent reduced rate back-up flights on Ozark, etc.

Once in Orlando, the Sheraton Twin Towers Hotel furnishes free bus service between the hotel and the airport. Buses leave the hotel on the hour and the airport on approximately each half hour from 0600 to 2300. Between 2300 and 0600, buses may be called from the airport courtesy phone. There is also free hotel bus service to all area attractions. For those who would like their own car we have made arrangements with BUDGET RENT-A-CAR for the following rates, which are as much as 40% off the regular rates: CAR CLASS ECONOMY COMPACT INTERMEDIATE FULL SIZE FULL SIZE (FD)

CAR TYPE Datsun 2dr or similar Aries Dodge 2dr or sim.

Reliant 4dr or similar Cutlass 2dr or similar Lincoln Town Car 4dr

DAILY AND WEEKLY RATE $15.00/75.00 $17.00/85.00 $19.00/95.00 $25.00/125.00 $29.00/145.00

If you are planning on renting a Budget car, it is suggested that you make your reservations as early as possible with Tell them you want the Budget of Orlando at 305-859-9420.

TARPA Convention rates, authorized by Angie Gerena.

- 13 -

CONVENTION PLANS

PAGE 2

ACTIVITIES: GOLF: Arrangements have been made for golf at the Cypress Creek Country Club.

This is an excellent course and the LPGA plays there two weeks before us. It is also used for qualifying at Arnold Palmer's spring tournament.

There will be a two day tournament with a shotgun start both days. Busses will be provided from the hotel to the club and a buffet breakfast will be available on arrival. Club storage for Wednesday night is also provided.

The cost will be $14.00 per person per day.

TENNIS: Arrangements have also been made at the Cypress Creek Country Club for a two-day Round Robin tournament. The Club has six beautiful newly resurfaced Plexipave courts. The pro, who is also Tennis Coach for the University of South Florida, has agreed to run the tournament and furnish the balls for a total of $8.00 per person. This fee will also permit players to use the courts for their personal use at other times while staying at the Sheraton Twin Towers. The courts are three minutes driving time from the hotel. The club also has a restaurant open to the public. Plan now to bring your gear and make this the biggest tennis outing we have had yet.

BRIDGE will be available in the Penthouse Lounge.

SHOPPING: There is a large discount shopping mall within minutes of the hotel, as well as Buena Vista Village, a Disney planned shopping area with lovely restaurants.

ATTRACTIONS Major attractions in the area include: EPCOT CENTER

KENNEDY SPACE CENTER

GOOD

DISNEY WORLD

CYPRESS GARDENS

FINE EATING

SEA WORLD

STARS HALL OF FAME

CIRCUS WORLD

FLORIDA FESTIVAL

SHOPPING

RESERVATIONS: Enclosed in this issue is a reservations envelope which is to be returned directly to the SHERATON TWIN TOWERS HOTEL, along with a check for your first day's room, plus a $5.00 registration fee.

Our reservations are guaranteed until APRIL 8th.

After that, it will be space available.

ACTIVITIES QUESTIONNAIRE: An activity questionnaire is included in the back of this issue. It is our primary working tool for planning, so please fill it out promptly and return it to Bill Townsend, whose address is shown at the bottom.

- 14 -

PAGE 3

CONVENTION PLANS

BANQUET: Our sit-down banquet will cost $20.00 per person, which will be collected at the time of registration as will all other fees for golf, tennis, etc.

SPECIAL NOTICE TO ALL BOARD MEMBERS AND COMMITTEE CHAIRMEN: Due to a large convention immediately preceding us, rooms for the May 6 and 7 dates may be at a premium. We have blocked twenty rooms for Board members and Committee Chairmen for the nights of the 6th and 7th to accommodate those of you who are coming to the Board meeting, which will be held Monday the 7th.

0900 in the Penthouse Lounge, B Tower. It is imperative that you make your reservations as soon as possible in order to keep these rooms blocked.

SUGGESTIONS: 1.

Plan ahead

2.

Register now

3.

Mail in your questionnaire promptly

4.

Save this issue for reference

5.

Direct your questions to:

W. E. Townsend OR 8077 Brentwood Road Seminole, Florida 33543

D. W. Richwine 14557 Anchorage Circle Largo, Florida 33542

813-397-1035

813-595-8945 * * * * * * * * * * *

The reason worry kills more people than work is that more people worry than work. * * * * * * * * * * *

- 15 -

TARPA CONVENTION, 1984 Schedule of Events

May 7, Monday

9:00 a.m. - 1:00 p.m. Board meeting, Penthouse

May 8, Tuesday

General registration, main hotel desk TARPA REGISTRATION DESK in Convention Center.

Pay dinner and activities fees.

2:00 p.m. - 6:00 p.m. Hospitality room open, Penthouse B Tower. Soft drinks Evening free

May 9, Wednesday

General registration, hotel TARPA REGISTRATION DESK in convention center 6:15 a.m. bus to golf and tennis, Cypress Creek Country Club 7:30 a.m.

Golf tee-off, shotgun start 8:00 Tennis Buffet breakfast available at CC on arrival of bus.

11:30 a.m. Club storage at Pro shop, included in golf package 11:45 Bus return to hotel 1:00 p.m. TARPA business meeting, Volusia Room in Convention Center 1:00 to 4:00 - Hospitality room open, soft drinks only 4:00 to 6:00 p.m. Free cocktail party, Hospitality Room, compliments of TARPA Evening Free

May 10, Thursday

May 11, Friday

Late arrivals registration in Hospitality Room open 9:00 a.m. to 12:00 noon 6:15 Bus to golf and tennis 7:30 a.m. Golf, shotgun start 8:00 a.m. Tennis 11:45 Bus returns to hotel 1;00 - 4;00 TARPA Business meeting, Volusia Room, Convention Center 1:00 - 4:00 p.m. Hospitality Room open, Penthouse Soft drinks only 4:00 - 5:30 Cocktails, cash bar, Hospitality Room, Penthouse 6:30 - 7:30 p.m. cocktails, Banquet Room, courtesy of hotel 7:30 p.m. Dinner, Cash bar 9:00 p.m. Awards, Program, dancing after 12:00 noon check out time for those leaving Friday * * * * * * * * * * * - 16 -

EPCOT CENTER Epcot Center, which opened just a year ago, is indeed like a small city, though no one actually lives there. Its scores of shops, restaurants, theaters, exhibit halls, gardens, courtyards and walkways are scattered over 260 acres. Water taxis traverse a lagoon in the center of the city; double-decker buses rumble around its rim; an elevated monorail track loops around half of the acreage. About 35,000 people Visit Epcot each day.

Epcot is but one of several theme parks in Disney World. In some ways it is much like its sister park, the Magic Kingdom.

Both have a clean look and more theme than thrill rides. But Epcot appeals to a somewhat different crowd - - more adults, couples without children, and visitors who spend more time browsing, eating and taking in the shows.

The Look of Epcot: Epcot is laid out in a figure-eight design, so you can start your tour at any point and visit every area of interest on a continuous hike.

You enter the park at the bottom of the lower circle, In and around this circle - called Future World - are seven huge pavilions housing corporation-sponsored exhibits on the themes of energy, transportation, communications, agriculture, changing technology, the world of imagination and life in the 21st century. The presentations both educate and entertain, and in every pavilion there is something for almost everyone's taste.

If dramatic film and audio-visual presentations on encircling your thing, the intriguing and split-image screens aren't static exhibits (from futuristic cars to computers you can tinker with) or perhaps the rides that take you into the history of ground transportation or the world of aquaculture may be what you're looking for.

In the top circle of Epcot's figure-eight is the World Showcase Around it are meticulously crafted recreations of Lagoon. familiar locales in countries around the world. In each country setting are museum exhibits, shops featuring native products, restaurants serving up regional culinary specialties, and street performers and theaters where you can see films or electronically animated dioramas depicting the nation's land and people.

The following pointers will help you get the When you arrive: most out of your visit to Epcot and Disney World: * The best ticket buy: The best buy is the three or four-day combination World Passport. It gives you unlimited entrance privileges for that period to Epcot and the Magic Kingdom, and access to all the rides and attractions and the Disney World transportation system.

- 17 -

EPCOT CENTER

PAGE 2

The three day passport cost $35 for an adult, $35 for a junior, (ages 12 to 17) and $28 for a child (ages 3 to 11). The four day passport is priced at $45, $42, and $36. A one-day admission ticket to either Epcot or the Magic Kingdom costs $15, $14, and $12, and does not permit entrance to the other park.

Prices are subject to change. * When to go: The least crowded day of the week at Epcot is usually Sunday.

The least crowded times of day are the early morning and evening hours. The busiest period is 11 a.m. to 5 p.m. During the summer the park is open from 9 a.m. to midnight daily; at most other times the hours are 9 a.m. to 10 p.m. * Where to eat: One of the highlights of your visit to Epcot can be dining in one of the full service restaurants in the park.

The most popular ones are the Rose & Crown (typical British pub fare, beers and ales); Les Chefs de France (provincial French cuisine and wines); Mitsukoshi (Japanese tempura or style cooking); L'Originale Alfredo di Teppan-yaki Roma Ristorante (Italian pasta, veal, chicken and seafood dishes); The Biergarten (German Oktoberfest food and beers); San Angel Inn (Mexican dishes and beers); and the Good Turn, (traditional American fare).

Prices run from about $4 to $10 for lunch and $6 to $18 for dinner. The main restaurants require reservations, which you must make early on the day you plan to dine there.

Lunch reservations are made at the restaurant, but dinner reservations must be made at the Earth Station information center or via the World Key Information System, a computerized video system that guests can operate from terminals inside Epcot.

Attend to your reservations as soon as you enter Epcot; they become fully booked early in the day.

Nice, lower priced, yet often overlooked dining spots that do not take reservations are Le Cellier in the Canada area, Yakitori House in Japan and Farmers Market in the Land Pavilion. * How to avoid long lines. The best way to avoid long waiting lines for entrance to the various rides, theaters and exhibition shows is to arrive at Epcot early in the day, by-pass the Future World exhibits near the entrance to the park and head for the World Showcase area first. By the time you get back to the Future World area, the lines are likely to be shorter.

There are plenty of appealing places to take a break, though... benches alongside the lagoon, umbrella-shaded tables in outdoor picnic and dining areas, and on walls around little gardens and courtyards in the World Showcase area. * * * * * * * * * * * (End) - 18 -

THE WAY OF EAGLES...

WHEN it's rough aloft . . . or the report says dirt above the Alleghenies ... or ice and fog over the Hump . . . then only master pilots should take to the skyways! For these men who wing their way smoothly and safely across the illimitable vault of the heavens are not only pilots of extraordinary skill, but men of calm and clear-eyed judgment.

In the sudden surge of enthusiasm that is lifting everyone into the air, it's well to realize there is an ideal that must be recognized by all who hope to follow the example of those who command the highways of the sky. The master pilots ... like the great sea captains ... are truly a class apart... .

As factors of safety are multiplied in the design and construction of airplanes and engines, dependence on pilots will continue to lessen. .. . We know of runaway planes that have leaped into the air without human guidance at all and landed without cracking up! We know of war planes that made gentle landings, with dead sticks, and dead masters!

We have actually flown in great tri-motored planes that held their course in fair weather without a man near the controls. Nevertheless, in the hands of an incompetent, the plane is not a safe vehicle.

In the early half of 1928, when the first burst of popular enthusiasm was being put into practical application, there was a sharp increase in air accidents . . . collisions, stalls, spins, slips, engine failures, overloading . . . due largely to the carelessness of inexperienced or incompetent amateurs.

Contrasting with over-eager amateurs, we have the experience of master pilots to prove the safety of sane flight. Collins, for instance, who has flown the Air Mail for well over half a million miles in seven and a half years! Dyer, of the Navy, who spent 1215 hours in the air in 1928 without an accident of any sort . . . dose to two unbroken months of nights and days aloft in wind and storm and clear without accident! Mamer, former Army pilot, who carried 12,000 passengers in 4000 hours of flight, over earthquake ravaged regions, over forest fires, . through blizzards!.

And Ford pilots. , flying from Detroit to Cleveland, Chicago and Buffalo, who have flown over a million miles in a total of 518 days and nights of unbroken flight, with better than railroad efficiency and safety.

The best pilots in America today are those who have completed the courses given by the Army and Navy flying schools. These courses require 300 hours of every sort of flying, following thorough ground courses, and rigorous physical examinations.

Ford requires its pilots to have hundreds of hours of solo experience, with a brilliant individual record proving mastery of the air! While Ford pilots are not in command of all the Ford tri-motored allmetal planes that are flying in commercial service outside of Ford-Stout operations, the magnificent record of all proves the importance to commerce and industry of properly designed planes, flown by

FORD MOTOR COMPANY -

19 -

INSURANCE RAPA MEDIGAP INSURANCE: Due to high claim rates and increased medical costs, the RAPA Medigap insurance cost will be going up by about 25% February 1st. Present policy holders will be so advised. However, the policy will now pay $350.00 against any medical costs you encounter outside the country. It will also pay for immunization shots required for overseas travel.

RAPA LIFE INSURANCE: In the last issue of TARPA TOPICS you were advised that RAPA was working on a group insurance policy for RAPA members over 60. This was to be a level premium, level benefit term policy that would provide coverage up through the age of 75 and would be convertible to whole life at any time.

It would be available in increments of $25,000, $50,000, $100,000, and $200,000. For a man age 60, the premium would run $21.26 per thousand per year or $44.30 per month for $25,000, less approximately 15% for non-smokers.

The availability of the policy was delayed due to legal complications. These have been resolved and you should be receiving a direct mailing on it from ALEXANDER and ALEXANDER (Beltran) shortly. Please watch for it and do not throw it out with the junk mail.

ANOTHER APPROACH: PRICE FINANCIAL SERVICES of Kansas City advises that they have a plan for post retirement insurance that can be purchased for considerably less than what the TWA additional insurance would cost. An example cited for a pilot age 60 shows an annual premium of approximately $500.00 less than the TWA additional term would cost. Further, their policy is ordinary life with a substantial increasing cash value or accumulation, whereas the TWA Group policy is straight term with no cash value.

While the savings on such a policy appear to be quite sound, it is a high premium investment type policy with such features as a reducing face amount, an assumption rate for calculating residuals that is twice what is guaranteed and certain other common life insurance features. However, there appears little doubt that this new policy is a better buy than what TWA offers today.

Subject to approval, a mailing on this policy will also be made. Should you desire more information in the meantime, contact: Robert G. Price President Financial Services 10401 Holmes Road, Suite 300 Kansas City, Missouri 64131 816-941-9070 Submitted by D. W. Richwine * * * * * * * * * * * - 20 -

Retired Airline Pilots Association

OCTOBER 1983

BULLETIN

MEDICARE ALERT The Social Security Advisory Council on Medicare has recommended higher costs for Part A hospitalization and a whopping increase for the Part B premium covering physicians' fees, along with other changes in benefits and costs.

The Part B premium for 1984 would more than double from $176.40 to $360.90 plus a surcharge of $60.00 per beneficiary which amounts to $420.90 or a total increase of 140 percent for next year.

The most reliable estimates are for a 65 percent in hospital costs over the next four years.

The SSAC has done little or nothing to address the underlying problems of health care inflationary costs. Since the SSAC will not face up to its responsibility, it's time that we appeal to Congress for the needed relief. We believe that many older citizens will be deprived of medical care due to their inability to afford these proposed higher costs.

We urge you to call, wire, or write to your Representative and two Senators. Ask them to oppose any legislation that would further inflate our health care costs.

HEALTH CAREN The US General Accounting Office has found that Laboratories charge Medicare an average of 35 percent more for tests than they charge private physicians.

THE FAIR LABS PAYMENT ACT (HR-1106) was recently introduced by Rep. Ron Wyden (D-Ore). This bill would prohibit discriminatory billing practices by medical laboratories. Congressman Wyden beleives that his bill would save Medicare more than $161 million over the next 5 years.

If enacted, HR-1106 would require medical laboratories to accept what pays as payment in full for services. Beneficiaries would be relieved liability for currently mandated deductible and co-insurance charges. izens could save an estimated $35 million and the US Government could million in 1984 alone.

Medicare of the Older citsave $21

RAPA supports this legislation and believes that it would be appropriate for our members to actively support this Bill. Write your Representative and two Senators asking them to support this Bill (HR-1106 ) - - 1983 RAPA CONVENTION DECEMBER 1-4, 1983, at the KONOVER RENAISSANCE HOTEL on MIAMI BEACH! SEE YOU!!

- 21 -

Retired Airline Pilots Association 6600 SOUTHWEST 126TH

STREET - MIAMI. FLORIDA 33156 - (305) 665-4919

15 October 1983

Honorable Lawton Chiles 523 Russell Building Washington, DC 20510 Dear Senator Chiles: One of the greatest inequities existing in our social structure today lies in the disparity between the retirement provisions of the Federal employees and those retiring from the private sector of industry. As you are well aware, Federal retirees, including members of the congress, receive. periodic adjustments in their retirement income to offset the impact of inflation.

This unearned income must come from funds generated, in part, by the taxes of millions of other retirees who served in the private sector. Most of these retirees do not have any kind of a cost of living adjustment.

This growing disparity, which is socially and politically unhealthy, grossly unfair, and potentially explosive, seems to have received very little or no attention from the bulk of our lawmakers, to date. Such indifference is hard to reconcile under our system of government, which was never designed to make the Federal employee a privileged economic class.

Far too many retirees from the private sector of industry have had to go back to work just to survive in our inflated economy. These same retirees from private industry help to support the Federal retirees' comfortable, indexed, inflation adjustment without receiving any benefits themselves.

There is another major crisis facing the private sector retirees - the under funding of their pension plans. Last year, more than 380 private pension plans failed completely and another 728 companies petitioned the IRS to allow them to contribute less than the minimum amount required by law. Further, the Pension Benefit Guarantee Corporation's operating defi cit will reach more than $500,000,000 in 1984. All the while, the Federal retiree continues to enjoy privileged economic status.

From a practical standpoint, I am sure that there are no funds that would begin to correct this inequity. Also, changing the Federal pension system seems to be virtually impossible since it involves the legislators themselves. However, I submit that there is a way to induce some equity into this situation. Relief could be afforded the retiree of the private sector by allowing a tax credit to any retiree who does not receive a cost of living adjustment. This tax credit should be equal to the amount of COLA received by the Federal retired employees during the current tax year. The burden for this highly justifiable adjustment would then be borne equally - 22 -

by all taxpayers, including the retired Federal employees. Also note, that this plan would not require any cash outlay or the development of special funds to resolve this festering problem.

At the urging of members of my organization, who stress the importance of this issue, I am sending a copy of this letter to other members of the congress. I shall look forward to hearing your plans for action on this urgently needed legislation.

Best Personal regards.

Sincerely,

RETIRED AIRLINE PILOTS ASSOCIATION

cc:

President Reagan Members of congress

* * * * * * * * * * *

TODD'S FIRST TWO POLITICAL PRINCIPLES: 1.

No matter what they're telling you, they're not telling you the whole truth.

2.

No matter what they're talking about, they're talking about money. * * * * * * * * * * *

- 23 -

RAPA'S FIESTA IN SPAIN 8 DAYS AND 6 NIGHTS DATES: TOUR #1 Depart JFK or MIA on Tuesday March 6 and return on March 13, 1984 TOUR #2 Depart JFK or MIA on Thursday March 8 and return on March 15, 1984 ELIGIBILITY: Members of all RAPA member orgnizations for both land portion and Iberia's fanfare. Guests will be accommated on the land portion only if space is available at hotel and on charter buses. Of course, they must make their own airfare arrangements. The cost of the land portion only is $350 per couple.

DOCUMENTS REQUIRED: Valid passport TOUR COST: $325 per person, double occupancy. Third person, sharing room, $125 land portion only. Single occupancy rate is $375.

TOUR COST INCLUDES: Six nights accommodations at the Hotel Florida Norte Hotel taxes and service charges Continental breakfast daily (this is the best we've found in Europe) Two (2) half day sightseeing tours Two (2) full day sightseeing tours (lunch is included) Iberia's fanfare JFK-MAD-JFK or MIA-MAD-MlA and RT airport transfers PAYMENT : Full payment must be in our hands no later than January 20, 1984. A priority list will be made from the postmarks on the envelopes containing your reservation form and payment. This list will be used to award choice of tour dates, boarding and upgrading, if available.

CONDITIONS OF TOUR: There will be a maximum of 40 persons on each tour date. The priority list referred to under payment section above will be used to determine tour date choices on each group. After each group is filled to capacity, the remaining names will be given standby numbers to be used in case of cancellations or additional space becoming available.

CANCELLATION: Requests received prior to January 20, 1984 will receive full refunds less $20 processing charge. All requests received after this date will be considered on an individual basis of extenuating circumstances and whether there are standbys to use that space.

COMMENTS: These tours are identical to previous tours, they are the best we've done!

- 24 -

A FIESTA IN SPAIN TOURS #1 #2 Tu Th Day 1 Departure from JFK or MIA via Iberia non-stop to Madrid.

We Fr Day 2 Early morning arrival in Madrid. Transfer to Florida Norte in the center of the city. Rest of day free for relaxation and individual activities. Good time to explore the "AVE", Avenida de Jose Antonio, the main shopping street of downtown Madrid. Taxicabs are reasonable.

You may also board city busses in front of hotel to various destinations at almost "peanuts fares".

Th Sa Day 3 Panoramic city tour of Madrid. Hotel departure at 0945.

Tour of El Escorial and the Valle de los Caidos. The Escorial is a Basilica (famous paintings in its four capitulary halls), a palace and Royal Pantheon (a sixteen-sided polygon covered by dark marble), a monastery and a famous library. The VALLEY OF THE FALLEN has taken the best advantage of natural conditions: a perforated cliff (the interior of the Basilica is 262 meters long, about 860 feet) on top of which stands a cross 150 meters high, about 492 feet. Pick up at 1500.

Fr Su Day 4 All day tour, including lunch, will show us two ways of understanding life...one austere and the other luxurious. Toledo, 70 kilometers from Madrid, is an exceptional resume of Spanish spirituality, art, and history. The whole town is a National Monument: the streets, churches, palaces, its treasures and artisan products such as the world famous "damasquinado" (gold and silver inlaying in iron). We learn about this technique during our visit to one of its factories as we watch these craftsmen ply their trade. ARANJUEZ is called the oasis of Castile.

It is famous for both its numerous gardens and fountains as well as its 18th century buildings: The Royal Palace (the Porcelain Room, the Mirror Room, etc.) and the Casa Del Labrador (with ceramics, marble, and watch collections). Hotel departure at 0830.

Sa Mo Day 5 All day free. Do your own thing! A good time for the ladies to start their shopping spree for fine porcelain Lladros, boots, shoes, leather coats, luggage, hand bags, etc. etc. etc. As you walk through the Aves and streets stop in at some of the little Tapas for a glass of vino and some tidbits. This evening would be an ideal time to find out why Madrid's personality at night is so different from any other European capital. Night time is not "lived" here only by the professional or the occasional noctambulist; nor is it cooped up inside a theater, tasca (typical bar), or a dancing hall. Night time also belongs to the modest people that promenade along the streets and plazas or gather inside taverns in small family groups. Night time is dining in an elegant night club and watching their magnificent international show or dining at a typical "tablao" while watching the spectacular "cuadro flamenco". Night time does not necessarily mean sleep-time, it signals the end of working hours. Why not go on your own to explore night time, rather than on a night tour. Gentlemen must wear a jacket and tie. GOOD LUCK and have a ball, the natives do. Join them!

A full day tour for tomorrow...no hang overs...no complainers!!!

- 25 -

Su Tu Day 6 All day tour, including lunch. Avilla, City of Stones and Saints, is a quiet walled-in town with a warring and mystical background. The walls were built in the 11th century and the mysticism from Saint Theresa of Jesus who was born there. Segovia stretches along from the classical silhouette of the Roman Acqueduct to the imaginative Alcazar, passing by the "Lady of Castillian Cathedrals". From Segovia you can see the snowcapped peaks of the Guadarrama mountains. Segovia was an important and magnificent city in the days of the Roman occupation: the Spanish painter, Ignacio, and the poet, Antonio Machado, based most of their work in Segovia. LA GRANJA is a beautiful Royal Palace with gorgeous gardens and fountains. It has an unmistakable courtly air about it and its surrounding gardens and landscape.

Mo We Day 7 All day Free. Do your own thing! You can walk to the ROYAL PALACE, the former residence of the Spanish Royal Family. It was built in the 18th century and forms one of the most beautiful palatial complexes of Europe. The Prado Museum is one of the most important museums of the world. It holds important collections of Spanish paintings (El Greco, Velazquez, Ribera, Murillo, Goya...), Italian paintings (Fray Angelico, Rafael, Tiziano...), Flemish paintings (El Bosco, Rubens, Van Dyck...), German, and English paintings, sculptures etc. etc. It's only a short walk to the Plaza Mayor, why not lunch at one of the many tiny cafes around the plaza.

Tu Th Day 8 Transfer to the airport for your flight back to JFK or MIA. ADIOS' AMIGO Your Madrid address will be: Residencia Florida Norte, Paseo de la Florida, 5 Madrid 8. Tel. 241.61.90 - which is a modern first class, four star (government rated) hotel in the center of the city. It has complete facilities and services for a distinguished clientele, It is located across from the Palace and Gardens.

March is an excellent month with the temperature of mid 60s to 40s and 21 days without rain. Suggested outer wear is a raincoat with zipper lining, dress about the same as New York or San Francisco.

Other helpful tips: Lunch is late and cocktail hour runs until 2100, dinner hour begins at 2130; there are 100 centimos in 1 peseta and presently the exchange rate is $1 = 150 pts; Spanish brandies, wines, especially sherries are some of the finest; English speaking doctors and dentists are readily available; Film and processing can be had; shops open at 0900 to 1330 then 1600 to 1900; and public transportation is dirt cheap. Taxicabs are also inexpensive.

Recommend layered clothing for the varied Spring weather and comfortable walking shoes for all sightseeing. Evening wear for the men is coat and tie and for the ladies regular dresses or pantsuits which ever makes you comfortable.

Get your elligibility letter from your company ASAP and send it along with your check to the letterhead address. Please make all checks payable to J. PITTS since they go into a special travel account for your security.

I will be away from Miami from December 15 to January 15, 1984. Only if it becomes necessary, you may reach me at {206) 325-6627 during this time.

- 26 -

If you plan to depart the US earlier than the tour departure date you should list yourself with Iberia for the desired date. However, if you plan to go with the group on either March 6 or March 8, don't list yourself with Iberia. This will only cancel your name from the computer. I repeat, DO NOT list yourself if you plan to go with the group.

We will list the group for each date in a special listing based on the priority list and this group listing will take priority over individuals. RAPA will take care of the group listings for both the East and West bound trips.

Iberia operates daily B-747 flights JFK-MAD-JFK, DC-10 flights on Sun, Tue, and Thu MIA-MAD-MIA. You may chose the departure city that suits you best, but be sure to have your eligibility letter or form made out for that gateway city.

Should you decide to leave early, state your departure date on the reservation form. We will make the necessary arrangements with the hotel for your room, but your transfer to the hotel will be on your own. Again the taxicabs fares are very reasonable. Of course, you will be responsible for any extra days hotel and all personal and incidental charges when you check out of the hotel.

Your tickets will be mailed directly to you at the address given on the reservation form. You should expect the tickets to arrive about two weeks before your departure date.

. .............. .......... . . .... ........ .. .. .. ...... . .. .. .. .. ..

RESERVATION FOR RAPA FIESTA IN SPAIN

NOTES AND COMMENTS ABOUT THE RAPA CONVENTION

By Al Clay I attended the RAPA Convention in Miami on December second and third as a private citizen. Your delegate was Dave Richwine. Dave is RAPA Vice President for Pensions. His report to the convention on pension matters, as well as his report to you, is included in this issue.

I believe anyone who sat through the reports from the delegates from the various airlines would have to be convinced that we need a federation of retired pilots such as RAPA. In fact it is a necessity.

The exchange of information and news is important in identifying problem areas in pension and insurance plans. Knowing what has happened to other group's pensions, passes and insurance under different conditions at least alerts you to possibilities and eliminates some surprises.

Before attending the RAPA convention, I couldn't get too interested in insurance, but I now believe that the insurance that is available through RAPA should be expanded. Some persons who thought they were well fixed with company insurance suddenly found themselves without insurance protection.

There is a particular need for medical insurance for spouses under sixty-five.

When the Braniff pilots discovered that the company had cancelled its contracts twelve days before declaring bankruptcy, they immediately began efforts to find a carrier that would provide them with medical insurance.

Fortunately, the employees Credit Union was intact and through the credit union they were able, after lots of shopping and studying, to find a company that would insure them.

The Pilots Foundation of Pan American includes widows in their aid program. Bill Amos (Pan Am delegate) says that since the Foundation helps some persons with their medical bills, their Foundation is, in some cases, buying Medicare supplemental insurance for these persons, as it is less expensive than helping with medical bills.

There is a trend toward phasing out B Plans. Several airlines have cancelled their B Plans. These were not just on airlines that were in trouble, In all cases, pilots were offered options.

- 28 -

NOTES AND COMMENTS

PAGE 2

According to an article in MODERN MATURITY, House Ageing Committee Chairman Edward R. Roybal says that since 1980, one hundred fourteen Defined benefit plans have been terminated, resulting in an "aggregate recapture" of more than $443 million by employers.

These plans have been changed in some cases to "defined contribution" plans and in others to profit sharing.

In these cases the employees lose the benefit of plan termination insurance previously afforded by the PBGC under the old benefit plan.

RAPA insurance is not going to be available to its Affiliate Members. Hartford is going to propose a new program for affiliates. RAPA is going to study this program to determine whether it should be offered to affiliate members.

To be eligible for RAPA insurance, you must belong to a Retired Pilots Association that is a member of RAPA, such as TARPA. If you are approaching 65 and have a pre-existing medical condition that would prevent you from collecting benefits, you might consider enrolling in your selected Medicare supplemental plan six months early so you can get through your waiting period before reaching age 65. * * * * * * * * * * *

CURRENT REFLECTIONS

By Bill Dixon Some 18 years ago, F/E John Soule and his pretty wife, Lee, started looking for their retirement home. With 1970 retirement still five years away at the time, what did they use for their search? Their own airplane, what else!

John's experience is a vivid example of the wisdom of selecting your retirement abode prior to actual retirement. Having learned to fly before WW II, when he was working for Boeing on the TWA Stratoliner, John has been a confirmed private pilot ever since.

His initial airplane ride occurred when he was in the first Aviation ROTC Class held by the University of Washington. The pilot was a Lt. Terry. Next time John flew with this same Terry, he was our well known TWA Captain Don Terry and John was his Flight Engineer.

So much for fate.

A lot happened in between that first hop and aerial prospecting across northern California for a retirement Eden. Suffice it to say that John met and won Lee in Kansas City, where he had started working for TWA as a mechanic. They moved to LGA. John left TWA to help win the war as a Marine engineering officer, and came back to become a 307 F/E. They transferred to SFO at the first opportunity.

Lee and John Soule

PAGE 2

CURRENT REFLECTIONS

We pick them up in 1965, the same year John was named Flight Deck Man of the Year in SFO. They were flying up and down the western slopes of the Sierras from Tuolumne north to the Redding area.

"This search for just the right spot took about two years before we started homing in on the wine country", John recalls. "We enjoyed the relaxed atmosphere.

Napa was nice but Sonoma County was more our style. We ended up buying 26 acres we picked from the air, near Geyserville.

Our plot was on a hill overlooking the Pedroncelli vineyards.

During the time I was working my fingers to the bone on the MAC/PAC operation, Lee worked with an architect and together they designed our retirement house".

John's retirement lasted one week! He began his non-retirement by accepting a request from the Pedroncelli brothers to help them out for a few days. He has been with them since, working in the tasting room, doing customer relations, flying the brothers around on business in his Cessna, and equally important to John, generating all kinds of business for TWA. Pedroncelli in this same time span has gained fame as a successful premium winery.

Try a bottle for John. You'll like it.

Lee, who worked in NYC for Benton and Bowles Advertising while John made life miserable for the enemy in the Pacific, belongs to a tennis club, plays tournament tennis, sews, knits, and reads. Both belong to the local Chamber of Commerce and as John puts it, "Geyserville is one block long but we have over a hundred members, including 'Old Ironsides', Raymond Burr".

John can practically walk to work and loves to welcome TWAers touring the Sonoma wine area. Geyserville is about two hours north of SFO. Ask anybody there where to find John or the winery. They are synonymous in that gentle, beautiful, rolling country.

Like the successful '49er prospectors, John and Lee discovered their own "gold strike", but it was no accident! * * * * * * * * * * * Jack Robertson, one time director of Flight Operations overseas, and GM-Flying at ORD and SFO, and John Rhodes, formerly director of flight training and GM-F at ORD and LAX, both not too long retired, are new airline executives.

John has been Senior Vice President Operations for Jet America, Long Beach, for a couple of years. It operates three stretch DC-9s, with more in the picture. Jack Robertson was named Vice President Operations, November 1, 1983, for McClain Airlines, Phoenix.

It will inaugurate service April 1, 1984, with a planned twelve plane 727-100 fleet, refitted for 70 passengers in two-abreast seating.

McClain Airlines, which is headed by Tom McClain, a former TWA Vice President of In-Flight Services, will be offering first class type service at coach fares. * * * * * * * * * * * - 31 -

End

EDITOR'S NOTES ABOUT LAST ISSUE .........Last issue was the poorest in a long time. Just when you think everything is going real well, the fire warning goes off. We tried a new printer and the results were not so good. A. T . says we won't use him again.

Thanks for not giving me too much flak about the "Dear Abby" letter in the October issue. I am myself a registered Republican as is the gentleman who submitted the letter for publication.

RAPA CONVENTION...........You are a member of RAPA if your retired pilot group belongs to RAPA. Some people have suggested that we move up the publication date of TARPA TOPICS one month, publishing in March, July, September and December.

I am neutral on this matter. We can get it out whenever you prefer, but don't see any reason to change just for change's sake. If there is no benefit to the members in changing, I suggest we leave things as they are. What is your will and pleasure?

We hear that former ALPA Vice President Jerry Wood of EAL has been elected to the OX-5 Hall of Fame. He joins such illustrious company as TWAers Fred Austin, Harold Neumann, Roger Don Rae, Jack Frye and Charles Lindbergh. Congratulations to Jerry.

Don Cameron sent an address change to A. T . last spring and A. T . sent along the note. In addition to the address change, Don says: "I was Dave Richwine's Plane Captain on a PBM3-D (flying boat) at NAS Alameda, California in 1943, and still have a soft spot in my heart for the 'boats'". This proves again "It's a small world".

By the time you read this, the hold on plans to tax your passes and other fringe benefits will have expired. You can expect the government to go after anything that costs companies "out of pocket" money first. You can also expect the companies who provide benefits to try to get out of as much bookkeeping as possible, so any changes in the way you get your benefits can create problems for you as the companies try to shift as much of the record keeping as possible to you. You might help yourself some if you would write your Congressman and your Senators. Don't worry about sounding too brilliant in your arguments. These people have heard all the smart people on both sides of this question already. You can let them know how many of us there are.

U. S. SENATE WASHINGTON, D. C. 20510

U.S. HOUSE OF REPRESENTATIVES WASHINGTON, D. C. 20515

EDITOR'S NOTES

PAGE 2 TRAVEL NEWS

Lum Edwards, Tour Director of the TWA Seniors Club, advises that the announcement of their seven day Alaskan cruise set for June 28, 1984, and a fourteen day Panama Canal cruise, originating in Los Angeles on September 24, 1984, and ending in Miami will appear in the February TWA Seniors Newsletter.

Those eligible for the tour who are not on the Seniors Club mailing list may contact Lum directly at his home.

Captain E. C. Edwards 651 Trueno Avenue Camarillo, California 93010 805 - 482 - 5321 * * * * * * * * * * * MORE TRAVEL Harry Mickie, "TRAVEL TIPS" Editor for the TWA SKYLINER, advises that he has set up a number of tours primarily for TWA people through Inflight Tours, Inc., These include a "ROMANIAN CULTURE TOUR" of eight days, starting January 18, 1984 for $550 per person; a twelve day "PEARLS OF HONSHU" tour (Japan) March 30th, 1984 for $1425 per person; and a 15 day "SOUTH AFRICAN VENTURE" February 22nd for $1395 per person. Harry advises that, in spite of their price tags, these are value packed tours.

For specific itineraries and other details, please contact Harry direct: Harry A. Mickie 1715 Parkwood Drive E, Holiday, Florida 33590 813-938-3041 * * * * * * * * * * * From Russ Derickson: "Regarding remarks in the June issue about my footwork while shooting skeet, please advise McCombs and Bobzin that I have purchased two new guns (one skeet and one trap) and that I have hired G. P. Underwood to teach me the ballet and the art of Trapshooting. It will be the responsibility of McCombs and Bobzin to come up with an honest scorekeeper". * * * * * * * * * * *

- 33 -

EDITOR'S NOTES

PAGE 3

The following article was excerpted from the USAIR retired pilots newsletter, the EAGLE'S AERIE. It concerns the "ALL AIRLINE SUNFEST '83" sponsored by the Registry Resort in Scottsdale last August.

Here's the bad news. You'll note on the form that "The Sunfest is for airline people and their guests only. Parents may attend but must be with an airline employee". Then (italics ours), "Retired employees may attend with proper I.D." First discrimination!

Then in the Sunfest Flyer, this paragraph, the second discrimination:

WINNERS TO BE VERIFIED

Only bonified airline employees are eligible to win prizes " It's okay to bring friends and relatives, but please remember this and don't embarrass yourself. YOU MUST BE AN AIRLINE EMPLOYEE TO WIN PASSES! Friends and relatives are eligible to win other prizes. *Retired airline employees and employees of smaller airlines may win gifts but ARE NOT eligible to* win passes.

We're certain that Registry management will say, at least in reference to discrimination 2, that it's not their fault; some airlines that give passes don't give them to retirees. But some do! And retirees should be eligible to win those. It's time that airlines other than USAir, hotels, tour agencies, etc. realize that retirees are becoming a large, important, and, even, organized group that doesn't appreciate lesser treatment. EVERYONE should realize that EVERYONE will be retired someday, medically or aged-ally (new word). USAir will not make new interline agreements with airlines who don't honor retirees and this should become the model. Any hotels, tour agencies, or others who want to discuss this issue in the pages of "From The Eagles Aerie", have at it.

And lest this be dismissed as just the disgruntled feelings of one of the retirees, note that this Editor is not yet retired, and many many of our members are not either. (A copy of these dis-grunts is being sent to the Registry Resort for their information and to express our thanks for their invitation to Soaring Eagles.)

* Their spelling - not ours! * * * * * * * * * * * - 34 -

EDITOR'S NOTES

PAGE 4

We are sorry to report the "Parky" Parkinson's wife, Marta Mary, passed away on December 2 after a long illness.

ASSOCIATE MEMBERS PLEASE NOTE: The ad at the right is for your information only. As in the case of insurance, TARPA does not recommend or endorse anyone or anything.

Dave Kuhn sent us this picture of a miracle,

In Memoriam

I

ALEXANDER (AL) RAFFANIELLO, retired JFK Flight Engineer died December 1, 1983.

He was 64 years old.

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

CAPTAIN J. D. (JERRY) BOXBERGER died December 10, 1983.

He was 69 years old

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

- 36 -

WE WERE THE CO-PILOT AND HOSTESS TOO

By Busch Voigts I came to work with Transcontinental & Western Air, Incorporated on July 27, 1935. I had learned to fly commercially and joined the Air Corps Reserve to help build up my flying time.

I got my break in aviation flying a Ford Tri-Motor for Alton H. Walker, hopping passengers on sight-seeing flights over 18 states. I had 1400 hours when I went to work for TWA with 700 hours on a Ford Tri-Motor, which helped me get the job.

When I started with TWA our ground school was in the old Art Goebel Flying School hangar to the west of the TWA hangar at old Municipal Airport in Kansas City, Missouri. There were seven in my class: A. R. Kingham, Alexis Klotz, O. C. Ross, H. W. Truesdale, H. C. Diltz, E. A. Warren, and myself. We had no hostesses on TWA at the time.

We had two seniority lists when I came to work. Pilots and co-pilots.

I was really Junior #62. I have enclosed copies of the original TWA Seniority list. L. A. Rainey, #14 on the Co-pilot list, was our instructor.

Everything went fine with me in learning all about the DC-2 airline procedures, weather, etc., until we got to the handling of tickets and cabin duties of the copilot - which bugged me to no end.

Rainey chewed me out good in class and couldn't understand why I couldn't get the ticket procedure through my head. I will be forever grateful to Alexis Klotz for coming to my Kansas City, August 23, 1935 rescue. ( Lex was a Western Air pilot but had to go through Ground School to be qualified).

Lex advised Rainey that he wasn't a very good instructor and that he would take me under his wing and teach me. I spent an evening with Lex and he straightened me out fast, and the next day I convinced Rainey I could handle the tickets and passenger detail.

After the landings and take-offs practice we started as co-pilots.

TARPA TALES

PAGE 1

- AND HOSTESS TOO

Page 2

The first thing we learned was that the DC-2 would not fly on one engine with the gear down and the gear should be up at the end of the field. I say "field" because some of the airports did not have runways. When the pilot broke ground and called for "up gear" we pumped for all we were worth to have it up when we crossed the boundary. Several handles were broken until they beefed them up.

There we were in the climb - - sweating and thinking what to do next.

Most of the pilots were mail pilots, and some did their own book work and ran their own radio; others wanted you to do it for them. At first we didn't know what pilot would want what, but we soon got a reading on all of them and knew what to expect.

One thing they all agreed on was for us to take care of the passengers and handle the tickets. (They didn't like that work, either.)

After leveling off in the climb, we were given the signal to go back and take care of the passengers. I enjoyed the passengers, but still disliked handling the tickets at each station and keeping the manifest straight. We served the box lunches with the usual coffee, tea and milk. Not being pressurized, we would give the passengers plenty of gum and encourage them to chew and keep their ears open. There was one rule about the ticket manifest and that was in case we lost a ticket, it would be better to lose the whole bunch. It would be hard to make us pay for all the tickets. In the DC-2 it was very simple - just open the window and let then go!

Any time we had weather most of the pilots made us stay in the cockpit and work the radio (such as it was). Our navigation at that time was the old range stations, and the reception in weather was not too good, so a lot of dead reckoning was done.

I well remember the first direction finder with the loop antenna and the controls in back of the co-pilot with the manual loop on the pedestal.

Whenever the pilot kept us in the cockpit, we would appoint a buddy among the passengers to keep everyone tied down and serve lunches when the air was smooth.

Pilots flew weather with uncanny accuracy, considering the equipment as compared to today.

Low approaches to 300 feet were routine.

Thunderstorm flying was another problem. Some flew low; some high; but most flew low and under the overcast if possible. Always dropped the gear and held 120 MPH. The old DC-2's could really take a beating.

Just before landing we had to get everyone strapped in, get back to the cockpit, pump the gear and flaps down, and after landing - while still taxiing - we ran to the back of the cabin to open the passenger door and greeted the passenger agent, TARPA TALES

PAGE 2

PAGE 3

- - AND HOSTESS TOO

giving him the manifest and get ready for the new passengers, etc.

Keeping the manifest straight could be a problem with all the stops from Kansas City to Newark.

We had trouble getting very many take-offs and landings because of the cabin duties, and I never knew a pilot to swap legs (they wanted no part of the cabin duty).

Pilots were an interesting lot. (That's another story). Each had his own way of handling the flight. We learned a lot about the different ways of flying an airplane. Standardization did not really take place until we got the jets. I could go into detail describing each pilot, but that would take up too much space and that would be another story, too.

We all looked forward to the day when we would check out to pilot. ( The title Captain and First Officer came, as I remember in 1936.) But when we heard that we were getting hostesses, we were happy to eliminate the cabin duties so we could spend more time in the cockpit and get in more flying, especially landings and take-offs.

Hostesses came in 1936. In the first hostess class: 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

Helen Mehl (Chief Hostess) Rosella Chambers Adele Jenkins Frances Wilkins Catherine Shotts Doris Hammond Isabelle Judkins Irene Green Ruth Rhoades (2nd Chief Hostess; Ruth Tierney

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

Elsa Haloman Anna Louise Linus Mary Ryan Avis Peak Thelma Hiatt Loe O'Connell Inis Rounsaville Erma Rhule Edith Galyen Evelyn Curry

6.

7.

8.

9.

10.

Viola Baker Dottie Koke* Irene Franz Lois Ann Hastings Lolly Sisson

Second class of TWA hostesses: 1.

2.

3.

4.

5.

Nellie Granger Marie Rooney Florence Oden Margaret Steucken Marjory Steucken

*Dottie Koke Faulkner lives in Kansas City and gave me all the hostesses' names and numbers of the first and second classes.

These girls were great - all registered nurses and very efficSeveral of them lived together in a big apartment on ient.

43rd street, just east of Main in Kansas City, Missouri. They were all good cooks, and I, being single at the time, enjoyed a lot of good meals at their place.

TARPA TALES

PAGE 3

FIRST TWA HOSTESS AT WICHITA

HOSTESS TOO

PAGE 4

IRST Of the TWA air hostesses through Wichita on a regular was Miss Ann Lines, Indianapolis, Ind., pictured with Joe Bartles, Kansas City, left, pilot, and Busch Voights, Kansas City, second pilot, the crew of a Los Angeles bound "Sky Chief" Saturday morning. Miss Lines, who is one of 30 girls starting work as hostesses on the line, wears a nifty uniform of the same material as the pilot's uniforms designed by a fashion expert.

Hostesses now ride on all the crack "Sky Chief" schedules and will be added to the crew of all planes in the near future. Miss Arlene Elizabeth Peek of Wichita one of the TWA air hostesses but so far has not worked a ship on the Kansas City-Los Angeles run. —Staff photo.

F transcontinental run

is

Several of these girls married pilots and scattered through the TWA system.

Having hostesses on our flights really improved the service to passengers and relieved the First Officer of all the cabin duties.

I was really happy when these girls came to work. * * * * * * * * * * *

(End)

LUPOSCHAINSKY'S HURRY-UP-AND-WAIT principle: If you're early, it'll be cancelled.

If you knock yourself out to be on time, you will have to wait.

TARPA TALES

* * * * * * * * * * *

PAGE 4

INTEROFFICE CORRESPONDENCE TRANSCONTINENTAL & WESTERN AIR, INC. October 24, 1936 First Officer Busch Voigts Kansas City, Missouri Effective November 1, 1936 you will be transferred to Newark, New Jersey.

You Will be allowed expenses of $.03 per mile and $4.00 per day, for maximum of four days, for driving your car through to Newark.

LF:LC

L. G. FRITZ Supt., Eastern Region

cc: H. H. Gallup J. A. Collings Harlan Hull Lee Flanagin

Berry's World

"I am READY for 1984!"

TARPA TALES

PAGE 5

TWA PILOT ASSOCIATION Kansas City, Missouri August 29, 1935

TO ALL PILOTS AND CO-PILOTS

The attached Seniority List is issued, subject to revisions and corrections. Please inform this office of any errors in time of employment and of assignment as pilot.

Date of assignment as pilot is the ditto on which your seniority commences. Record of first trip as pilot determines this date.

You are allowed until September 15 to send in corrections, which will be considered by a committee of pilots to make changes in the permanent Seniority List accordingly.

Those on present co-pilot status who have, to date, never boon assigned as pilot are listed according to date of employment.

Presidnt

JDG:LC

PAGE 6 TARPA TALES

SYSTEM SENIORITY LIST Pilots NAME

ASSIGNED PILOT

DATE EMPLOYED

1. Morehouse, S. A. 2. Bollande, E. A. 3. *Goss, L. W. 4. *Frye, Jack 5. *Richter, Paul E. 6. *Whitney, F. 7. Holloway, H. H. 8. Young, Franklin 9. Rice, G. K. 10. Burns, Art 11. Bowen, M. O. 12. *Collings, J. A. 13. *Tomlinsen, D. W. 14. Smith, Ernie 15. Andrews, H. G. 16. *Hull, Harlan 17. Preeg, F. 18. *Coyle, 0. W. 19. Campbell, H. 20. *Beaver, G. T. 21. *Gallup, H. H. 22. Chiappino, L. J. 23. *Welsh, S. D. 24. Walsh, J. G. 25. Collins, A. W. 26. Fleet, E. W. 27. *Nelson, LaMar 28. Richardson, F. G. 29. Hall, H. E. 30. Bartles, J. S. 31. Eccles, R. A. 32. Bryan, 0. F. 33. Campbell, H. E. 34. Abbott, C. V. 35. Zimerman H. J. 36. *Smith, A. D. 37. Graves, J. D. 38. Moffitt, T. M. 39. Dowling, W. H. 40. *Snead, H. B. 41. Golien, W. G. 42. Parker, A. N. 43. Hereford 3 E. T. 44. *Fritz, L. G.

TARPA TALES

PAGE 7

-2NAME

ASSIGNED PILOT

DATE EMPLOYED

45. Wilkins, A. M. 46. Eischeid, J. 0.

47. Seyerle, W. 48. Ashford, T. H. 49. Litzenberger , A. 50. Williams, W. C. 51. *Taylor, H. C. 52. Wade, F. D. 53. Smith, W. L. 54. Olson, I. R. 55. *Flanagin, Lee 56. Mosker, D. L. 57. Brill, G. W. 58. Hanson, R. G. 59. *Burfcrd, D. W. 60. Hoblit, M. L. 61. Campbell W. M. 62. Munger, L. D. 63. Simons, R. L. 64. Dick, R. J. 65. Ferguson, 0.

66. Gove , 0. M. 67. Bohnot, F. L. 68. Stanton, S. T. 69. Smiley W. H. 70. Thornburg, J. W. 71. Torry, D. R. 72. Larson, R. M. 73. Lewis, H. C. 74. Peterson, W. F. 75. Klose, E. 0.

76. Scott, P. T. W. 77. Janes, W. W. 78. *Haueter 0. R. 79. Frodrickson P. S. 80. Niswander, F. E. 81. Robey, C. E. 82. Harlin, J. E. 83. Medler D. M. 84. Roe, J. H. 85. Moser, J. M. 86. Heideman, R. A. 87. Cable, J. W. 88. DeVries, W. H. *

Flight Supervisory Personnel

TARPA TALES

PAGE 8

-3lots NAME

DATE EMPLOYED

1. Lewis, Evan 2. Monday, W. A. 3. *Redpath, P. H. 4. Avery, W. L. 5. Williams, L. M. 6. Williams, M. C. 7. Jaquish, E. A. 8. Boller, Dana 9. Boqua, E. Z. 10. Bishop, L. E. 11. *Houle, G. L. 12. Olson, L. W. 13. Daily, C. D. 14. Rainey, L. A. 15. Carter, J. S. 16. Carrigan, J. J. 17. Johnson, H. A. 18. Kaye, C. R. 19. Moon, H. P. 20. Warwick, H. E. 21. Springer, C. R. 22. Trimble, W. L. 23. Blackburn, H. F. 24. Cox, J. T. 25. Dally, B. J. 26. George, J. F. 27. Moomaw, C. C. 28. Smith, F. H. 29. Kratovil, C. J. 30. Wells, R. W. 31. Browne, L. W. 32. Busch, F. E. 33. Darby, J. E. 34. Lamont, R. S. 35. Lehr, C. W. 36. Miller, W. B. 37. Overman, R. E. 38. Enyart, C. E. 39. Franklin, D. K. 40. Grabill, W. F. 41, Poquette, T. S. 42. Blaine, M. D. 43. Black, L. R. 44. Gaughen, T. 45. McFerren, P. 46. Talbott, R.

TARPA TALES

PAGE 9

-4-

DATE EMPLOYED

NAME 47.

48.

49.

50.

51.

52.

53.

54.

55.

56.

57.

58.

59.

60.

61.

62.

63.

64.

Ambrose, W. M. Jacques, S. W. Kimball, W. F. Kruse, R. H. Pope, Francis Hess, H. G. Grow, H. B. Fairchild K. C. Steves F. L. Smith, D. W. Carroll, J. C. Kingham, A. R. Klotz, A. Ross, 0. C. Truesdale, H. W. Voigts, Busch Diltz, H. C. Warren, E. A.

TARPA TALES

PAGE 10

The following article came in a letter to A. T. Humbles from Gordon Lambert, who was 75 on August 15, 1983. Gordon wrote: Dear A. T.: The articles about Harold Neumann's pre-TWA days as well as historical TWA facts by Ed Betts, McFerren and the rest are very much appreciated by me and I am sure all the other readers feel the same way. The enclosed incident experienced by me in September, 1933, may possibly elicit a chuckle or two from the readers, even though as compared to some of the other old-timers experiences it seems very pale indeed. Also, one of Harold's experiences that he told me about is enclosed.

MY FRIEND HAROLD

By Gordon Lambert During what I believe was the year 1972, Harold, my wife, and I were viewing his numerous trophies in the trophy room of his house in Kansas City. Before his Ike and Mike flying days, Harold had an OX-5 Jenny and one year he was flying it in Aerobatic competition during an air show at Chicago. He decided to do a loop as one of his maneuvers. However, it was his first attempt to do this stunt and after approaching the vertical position, he lost his nerve and shoved the stick full forward.

Result - a severe outside whip-stall. Upon landing, one of the judges rushed up to Harold's cockpit and said, "Son, we never have seen that maneuver before and we don't know its name but it sure was a thriller-diller, and we are awarding you the first prize!"

(End) Reminded me of my first attempted loop in my J-5 Travel-Air Cotton Duster in Mississippi in 1939. Did the same thing, but the J-5 200 HP Wright had more oomph than Harold's OX-5, and I recovered forward. I made it complete the next day, though, and for several days after until some other pilot snitched on me and my boss said that he thought it inadvisable to do stunts in that old duster and especially without a parachute on. Such were those days.

SPINS BY THE BOOK or "A LITTLE KNOWLEDGE IS NOT ALWAYS WORSE THAN NONE" It was September, 1933, and I had finally persuaded my brother Jack to loan me one thousand dollars with which I purchased a J-5 Travel Air B-4000 from Bill Ong in Kansas City for $840, and used the balance to build a T hangar across Cerrillos Road from the Indian School in Santa Fe, New Mexico. I had been working for George Law, who had 200 acres south of Espanola on the Rio Grande, receiving as wages flying lessons in the Hisso TARPA TALES

PAGE 12

SPINS BY THE BOOK

PAGE 2

Eaglerock owned by the Santa Fe Flying Club, George being the flight instructor.

My flying lessons consisted of "follow me through on the controls during this take off" or "follow me through on the controls during this landing". I'm sure all of you old timers heard these phrases until you were just as sick of them as I was, and learned absolutely nothing, just as I did.

Oh yes, I learned to fly straight and level, about twenty hours of it, what the heck..... t ! !

I quit and finally got the T Air. Well, there was a Ryan School of Aeronautics transport pilot graduate living in Santa Fe who had taken that course in San Diego when you bought it for $4200, which included a new Ryan S-T low wing monoplane. What prices! I asked him to instruct me on the T-Air. Result was the same old phrase, "Now follow me through on the controls during this landing". Phooey on that, so finally my girl friend Marge and I (she is still my girl friend), drove my old Model-A around the plaza one afternoon late until we saw a friend (Paul Whoozis, his name was), " who could help me shove the T-Air out of the hangar and by golly, I would just fly that wonderful airplane all by myself, no "Follow me through on the controls" this time! Late afternoon I said? Yes, it was, almost sundown and, of course the sun shining in my eyes for landing. I made it O.K. though, after three attempts; heck - nothing to this.

About five solo hours later, Jack was at that little airport with me and I invited him to take a hop with me. Well, what the heck, after all he loaned me the money to buy that wonderful airplane.

Should not I give him a little something extra?

After all, I was not paying any interest on that loan and I was living in his house rent free. He was entitled to more than just a fly around the town. How about some steep turns; it's the least I can do. My preference was to the left, first easy around then steeper, steeper, and steeper until the wings were vertical, the stick in my lap, and the throttle full forward.

Suddenly something violent had happened, the nose was down and that airplane was a whirling dervish, whipping so rapidly to the right - WOW! Well, I had not been instructed in spin recovery, in fact I had never been in a spin nor had I ever seen one, but I deducted that we were in a spin and a very violent one at that. Now for so many years I had so very, very much wanted to learn to fly. I took a home study course in aeronautics, showing air-foils cross sections and how pushing or pulling the controls made attitudes change. Also, I studied meteorology - and remember the "Aero Digest" magazine? When I could get it, I devoured it word for word. During the first two turns of that violent spin, I remembered an article in one "Aero Digest" issue about a book written by "Tommy" Tomlinson of his days at Pensacola, when some French aviators were being trained by our U. S. Navy on what I believe were Jenny seaplanes.

TARPA TALES

PAGE 13

PAGE 3

SPINS BY THE BOOK

(real dogs they were).

Well, an excerpt from Tommy's book about a French student pilot inadvertently entering into a dreaded tail spin while soloing his seaplane was in one issue.

He knew that he was doomed for he also knew that tail spins were fatal, recovery impossible, and he was going to die in the inevitable crash. In order to speedily end it all, and avoid the terribly long wait for certain death, he would shove the stick forward and end it all as quickly as possible. As a result, he recovered from the spin and another very valuable bit of information had been added to flying technique. Likewise, I knew that I was in a terrible predicament and needed to act quickly. It seemed that if I shoved forward on that stick that we would go over on our back, but I did and recover we did.

Wow, what a relief. I eased back on the stick and leveled off, and only then did I realize that the throttle was still wide open. Then Jack's head slowly raised into view again in the front cockpit. Back to the airport we went and climbed out, leaving the good old J-5 ticking ever so sweetly. "Jack", I said, "I have read that after novice pilots such as I am experience hair raising escapes such as we have, that if the pilot does not immediately fly again, he will never do so in his entire life, so I am going up for another short flight.

Do you wish to accompany me?" "Hell, no, I do not wish to go with you", said Jack. And do you know that that bigoted Fearless Fosdick brother of mine would never fly with me again?

Furthermore, he would only take one ride with me in the sidecar of my motorcycle because I turned fast to the right just to give him the pleasant feeling of being airborne in a sidecar. He liked horses all right, but he never did have the real feeling for airplanes that I did. * * * * * * * * * * * In a note dated November 5, 1983, Gordon writes that he had experienced a slight stroke while at Park City, Utah, with his right arm and hand being affected, along with his equilibrium.

He's exercising and trying "like the dickens" to get better, and says that he'll make it O.K. * * * * * * * * * * * From Tom Carroll: "My first trip was from LGA to CHI on December 1945, with Captain Sam Gracy.

When I told Sam it was my first trip as F/O, he laughed, saying it was his first trip as Captain.

I didn't tell him I had well over 500 hours as Captain on C-47s in the Air Force."

Tom's most interesting and exciting trip was a flight from SFO to JFK on December 4, 1965, when EAL tried to occupy the same airspace as my B707-131B over Carmel, N. Y." The second most exciting flight was PIT-LGA in October, 1957 (?) when he lost both generators in a M-202 at night on instruments in ice. (continued) TARPA TALES

PAGE 14

FIRST TRIPS

PAGE 2

"Let down over ocean south of JFK till contact about 800', then turned north, spotted Floyd Bennett flashing beacon and landed at JFK. The area Radar thought we went in the ocean because we disappeared from the screen when we got low. Traffic was holding for about thirty minutes.

"We didn't have any lights except my flashlight (the F/O's flash didn't work).

Had to buzz JFK tower about 400'. When they saw us, they flashed the lights on 31R. "Frank Busch sent me a nice letter." * * * * * * * * * * * From Bob Cummings: "My first trip on the line was from MKC to ABQ on November 1, 1940. I flew with Captain Alton Parker and Hostess Ryan.

Alton wore his white scarf and always put on his grey suede gloves for takeoffs and landings. He was very professional and calm about his flying and made a smooth instrument approach into Wichita. (My First). I was very impressed and decided then and there that this Airline flying was the way to go."

Bob's most unusual flight was on a trip from LAX to LON on November 1, 1973. "We lost three generators and one engine that night and still made it into LON within a few minutes of schedule. The passengers were never aware that anything was wrong. Co-pilot, Miller: Engineers, Dunlop and Beaton. We had the Chief of LAX maintenance on board and every time we lost a generator Andy Beaton would call him up front and rib hell out of him. Never had problems with generators being low on oil out of LAX again". * * * * * * * * * * * W. I. Sanders writes that his first trip on the line was from KC to AB on October 17, 1936. He flew with Captain Alton Parker and remembers that the flight was "confused". * * * * * * * * * * * To the question "Anything you can remember about your first flight", E. L. Cavanaugh also replies "utterly confusing".

His first flight was with Wilber Knudsen, from MKC to ABQ in September of 1945. * * * * * * * * * * * Bill Dixon first flew on the line from KC to LGA on October 3, 1945, and can't remember much about that first flight. However, the second trip was more memorable. It was October 7, 1945, and was a round-trip C-47 flight KC-IND-KC. 'Frank McKee was Captain and let me fly it back to KC. I flew it from the left (continued) TARPA TALES

PAGE 15

FIRST TRIPS

PAGE 3

seat and it was the first leg I flew as a TWA pilot. Frank was brave, oven if wx was CAVU. It helped that I had flown C-47s in Troop Carrier Command."

Bill's most interesting flight was on a trip from Guam to Peking, China on February 1, 1972. "This was to take Engineers and equipment to China, three weeks prior to President Nixon's visit, to set up TV broadcast facilities. Marv Horstman, who was GMFlying at JFK, was pilot in command. I was GM-Flying at SFO, and was the co-pilot. Jim Hacket, JFK Manager of Flight Engineers, was F/E. Trip started January 28, in LAX. Guam-Peking leg included stop in Shanghai for lunch, fuel and to pick up a Chinese navigator and radio operator. One month later I went back from Guam (where we had left our plane) to Peking to pick up our passengers. This time, Chuck Thompson was my co-pilot and Gale Howell was Flight Engineer, an all SFO crew." * * * * * * * * * * * From Herb Ottewill: "My first trip on the line was from MKC to ABQ on June 29, 1941. I flew with Captain Kasper on Flight #1, a DC3, #382, time 5:45. Found out what 'Tucumcari' meant!"

Herb goes on to say that his most unusual flight was on a trip from ORD to CMH on January 26th, 1963. Details of that trip follow.

Editor ' s Notes

PICTURE ON THE RIGHT WAS PUBLISHED IN THE SKYLINER, IN THE EDITOR'S NOTES COLUMN

TARPA TALES

Passengers had a ringside seat from the cabin at 23,500 feet as Captain Herb Ottewill, piloting Flight 18, led a crippled Air Force T-33 jet trainer to a safe landing at Columbus January 26 (SKYLINER, February 4) .

The T-33 was piloted by Major Victor A. Rollins, who was enroute from Andrews Air Force Base, Washington, D.C., to assume command of the 166th Tactical Fighter Squadron of the Ohio Air National Guard.

"Always glad to help an ally," said the TWA captain, who's a captain in the U.S. Naval Reserve.

Instrument failure on the Air Force jet and limited visibility led to the emergency action. Passenger Fred Harbath of Marion, Ohio, caught the rescue effort with a Polaroid and presented the picture to Captain Ottewill as a memento.

PAGE 16

"...Roger tower, it's a T-33, IFR from Andrews to Lockbourne, 15,000 feet...," the voice on the handoff telephone line sounded crisp and efficient. "...He's critical fuel and his airspeed indicator is inoperative...do you have him?..."

ATCS Emory Fleener, Coordinator, Columbus Tower, searched his vertical radar display and, as the voice continued, "...He's now 20 miles east of Lockbourne...," he located the radar target, identified it and pointed it out to ATCS Dean Skidmore, Radar Approach Control, who nodded acceptance. "Roger center " , Fleener spoke into his handoff line, "... Radar contact, 20 miles east of Lockbourne, 15,000 feet, change him over."

Within seconds Skidmore was in contact with the pilot and had him lined up for a straight in approach to Lockbourne.

He gave the pilot current weather: ceiling indefinite, 500 overcast, visibility 3/4ths of a mile, light snow.

The pilot acknowledged for the weather and continued his approach. At this point the pilot became apprehensive about his approach in this weather (...what with an inoperative airspeed indicator), and requested if his airspeed could be calculated by radar.

Although Skidmore could estimate the TARPA TALES

speed it would not be of sufficient precision to conduct an instrument approach. He informed the pilot.

Skidmore shared the pilot's predicament; he knew that precise speed control was necessary to land a high performance aircraft. If the pilot came in too " hot " he would most assuredly run off the runway, too slow - without airspeed indication, a critical stall - at low altitude - was inviting disaster and critical fuel ruled out a missed approach. The cards were really stacked against the pilot. The pilot requested an alternate airport within range of his fuel supply (now 30 minutes) where weather would allow a visual approach.

ATCS Charles Meng, Watch Supervisor, who was supervising the operation, had anticipated this development and, had just completed checking airports within range of the jet for latest weather.

All, with the exception of Columbus, which was giving: Ceiling indefinite, 600 overcast, visibility one mile, light snow and haze, and Lockbourne, were below minimums. Meng gave this information to Skidmore for relay to the pilot. Although the weather information was disappointing, the pilot had the satisfaction of knowing he had a halfway decent ceiling and visibility and, at least, a chance at Columbus.

This chance was almost short lived. As the pilot continued his descent inbound

PAGE 17

to Lockbourne his altimeter became erratic. It started to wind slowly then rewind rapidly. The pilot leveled off - still on instruments - and urgently called Skidmore, relating this new crisis and asking for assistance - requesting that a T-33 be "scrambled" from Lockbourne to lead him down through Skidmore, immediately the overcast. cleared the T33 to climb to a position on top (previous PIREPS reported tops 19,000 to 23,000 feet, clear above).

While Skidmore was still talking to the pilot, Fleener contacted Indianapolis Center, explaining briefly the situation and requested that all altitudes up to 30,000 feet over Columbus be cleared of air traffic and released to Columbus Tower. He stood by -- within thirty seconds this was done. At the same time Mc-g had alerted Lockbourne. They said they would expedite a rescue plane to the T-33. Skidmore continued to monitor the T-33 and provided steers that would keep the pilot in the area. He vectored him over Columbus and within a few minutes the pilot broke out on top, in the clear and sighed with temp oraryrelief (fuel was still being used rapidly too rapidly). Skidmore, now that he had a second, explained to the pilot that the intercept aircraft would be in a much better position to locate him on top, than in the thick weather below.

The pilot readily agreed - and rechecked his fuel - less than thirty minutes now.

Meng again called Lockbourne to check the status of the rescue plane and give the pilot intercept instructions. The tower informed Meng that the aircraft taxied out but had - just this minute developed mechanical trouble - could not get off, and that they could not release another plane. Now what?

Fieener and Skidmore dug deep into their bag of tricks and were just about to give up, in utter frustration, when they simultaneously saw their means of saving the T-33 pilot; TWA Flight 18, a Boeing 707, just reporting in to Skidmore, 10 miles northeast of Columbus at 5,000 feet. Skidmore informed the pilot, Capt. Herbert Ottewill, of the urgent situation and asked if he would help. Capt. Ottewill replied immediately and with out hesitation, "Sure, let's go: " Skidmore informed the T-33 Pilot of the recovery and then cleared TWA 18 to 25,000 feet, report when on-top, and vectored TWA direct to the T-33 target.

Capt. Ottewill increased speed and expedited climb. .Within minutes he was rapidly closing on the T-33 target but not yet on top. Skidmore gave Capt.

Ottewill vectors around the target -

maintaining five miles separation until the TWA 707 broke out on top and in the clear and spotted the T-33.

At this time Skidmore asked TWA and the T-33 to change to frequency 121.5 (the only VHF frequency aboard the T-33).

This was done and Skidmore continued vectoring TWA towards the T-33. This allowed for a coordinated recovery.

The T-33 was estimated to be at 19,000 feet; TWA came in on the target at 23,000 feet. As they converged, recognition was exchanged and Skidmore outlined his plan for the recovery; he would vector them for an approach to Columbus, he would give descent instructions, and requested reports leaving altitudes and report when runway 27L was in sight.

Capt. Ottewill and the T-33 pilot concurred. Present weather and altimeter were given.

Prior to starting descent, the T-33 had some difficulty in keeping up with the Boeing 707. Capt. Ottewill continued to reduce his airspeed until a mutually agreeable distance and common airspeed was established. The airspeed was 220 knots, then the T-33 took up a position slightly above, off to the right and behind TWA. All set. TWA dipped into the overcast with the T-33 locked-on. They disappeared from sight continuing down on instruments through the weather.

Down in the IFR Room, Skidmore, Fleener and Meng followed their progress anxiously.

Leaving 20,000..., leaving 15,000..., leaving 10,000..., leaving 5,000...the target (not targets) moved closer in.

The tension was almost unbearable, it seemed like an eternity....Skidmore informed TWA that he was now five miles out, requested altitude - 2600 feet (no visual contact yet). Skidmore was getting anxious, wondering if he should break it off...when TWA, then two miles out - altitude 1,400 feet, spotted the high intensity lights. Both aircraft continued inbound; at 600 feet they broke out beneath the overcast - runway in sight. Capt. Ottewill proceeded down, over the runway - contact - at a few hundred feet and when he was sure the T-33 was lined up for a safe landing, he executed a missed approach.

The T-33 pilot landed safely and was followed by TWA 18.

To ATCSs Skidmore, Fleener and Meng for a job extremely well done We Point With Pride and, to Capt. Herbert Ottewill and the crew of TWA Flight 18, we extend our most sincere appreciation and thanks for their assistance to the Air Traffic Service and a fellow airman.

Originated by Air Traffic Division - Operations Branch

TARPA TALES

THE TARPA

GRAPEVINE January, 1984 Today marks two weeks after "The Day After" televised nuclear blast over Kansas City and its suburbs. Except for a strong northwest wind and a light snowfall, quite normal for late November, everything looks the same. The typewriter keys are not fused together and the fingers are still flexible. We are thankful n that mayhem was confined to the face of the televisio tube. * * * * * * * * * * * A large gathering of about 450 people was present at the Camelback Inn, Scottsdale, Arizona, on September 16 and 17, for the annual TWA Flight Operations retirement party. Approximately 70 individuals who took their final leave between September, 1982, and September, 1983, were honored with commemorative plaques and received the crowd's best wishes for a successful retirement. (There were others who retired during the past year but did not choose to attend). Guest speaker at the Saturday evening banquet was PETE CONRAD, former astronaut (now with the Douglas Company), whose lively and humorous recall of space exploits was well received by the large audience. A list of the names of those who were end of at Scottsdale may be found at the honored In the future, to avoid breaking into THE GRAPEVINE. the main trunk of the vine, all lists will appear at the end.

Let's try it, anyway. * * * * * * * * * * * SILAS A. (SI) MOREHOUSE, Chief Pilot in 1930 when Western Air express and TAT merged to become TWA, has recently joined TARPA. "Si" and his wife, Helen, live in Alexandria, Virginia. We would guess that he is already one of TARPA's most senior EAGLES. Credit for bringing TARPA to the attention of this veteran goes to our ace recruiter, HOWARD (SONNY BOY) HALL. * * * * * * * * * * *

THE GRAPEVINE

PAGE

1

Another esteemed old-timer, WILLIAM L. (LARRY) TRIMBLE, has also become a TARPA member, with a friendly nudge from Sonny Boy. Larry started with TWA in 1935 as a co-pilot at Newark and La Guardia. In 1942, he moved to TWA-ICD, the A.T.C. International Division.

He served as Superintendent of the South Atlantic Division of ICD for a period of time and was moved back to Washington as Chief Pilot. In 1946, he became Superintendent of Flight Operations on staff in New York. In 1949, he moved to Paris as Director of Operations for Europe, where he remained until 1970, then returned to JFK as a Vice President until his retirement. He makes his home now in Greene, Maine. * * * * * * * * * *. * Other recent additions to TARPA membership: Charles E. Bossert Ward Budzien George E. Jackson Elmo Jones Arthur E. Kelly Robert E. Matney Honorary:

Ham Meredith Jose McPherson Al Perraud Harold E. Peck James E. Young

Dot Black, Frances Finch, Mildred Lincoln, Eileen McConnell, Diane Overmier * * * * * * * * * * *

RALEIGH WIRTH tells us that he and his wife, DIANE, have bought a ranch near Chiloquin, Oregon, and observes that he expects to be busy "looking up the ****** : of a few cows and smelling the roses".

How about making it a working dude ranch, Raleigh, and inviting some of us TARPA cowboys to spend a few days as wranglers? Free board and room, of course. Cinch tight? Gimme a boost! * * * * * * * * * * * E. W. (GENE) JONES says he has purchased a condo in Palm Desert and will be enjoying the California sunshine until next April.

Summer months will continue to be spent in Westwood, Kansas, a K.C. suburb, where Gene has occupied the Mayor's chair, now and then, for many years. * * * * * * * * * * * TOM CARROLL writes that he had the unpleasant experience of being mugged while on a layover in Barcelona, Spain, this summer. The assault required a five day stay in a hospital before he was able to walk well enough to return to New York.

He has been on medical leave since that time and may retire January 1. * * * * * * * * * * * THE GRAPEVINE

PAGE 2

ROGER :SAILORS, the golfer, in a postcard to A. T., says that on a recent visit to North Carolina he had played the Sapphire course and #2 and #6 at Pinehurst, but ran out of what-it-takesto-travel-these-days, so, rather than stopping for a visit, had headed for home. Remember, Roger, there will be golf played in Orlando, Florida, at the TARPA convention, May 8, 9, and 10. We hope to see you there. * * * * * * * * * * * A total of 63 Kansas City-based TWA pilots and a few friends and "older men" participated September 23 at Lake Quivera in the BOB (BEAR ) BECK annual fall golf classic, sometimes referred to as the "Half-open" or the "Bear-ly open". You would never guess, of course, who was on the winning team in the three-man scramble (8 under par!) But, honestly, FRED WICKE and GEORGE REDDEN deserved all the credit. $70.00 Pro shop merchandise certificates were handed out by the "Bear". A generous beer and shrimp feast followed the afternoon's good-natured proceedings.

(See added list). * * * * * * * * * * * IDUS INGLIS recently entered the race for Second Officer representative at the LAX domicile. He didn't quite make it, but we commend Idus for his initiative in getting involved in spite of the situation which exists between the company and its unions. * * * * * * * * * * * A lively gathering of the Kansas City old-timers lunch bunch was put together again on October 26 by MOE HANSEN and ART EGGIMAN. (See list at the end of The Grapevine). Typical of the enthusiasm for this kind of social activity was the presence of CLIFF ABBOTT and RAY DUNN, both of whom attended in spite of mobility problems.

Cliff was accompanied by his wife, VIRGINIA. * * * * * * * * * * * RUSS DICK is making progress in his recovery and moving around with the aid of a walking stick, according to word from our man in Florida, Sonny Boy. * * * * * * * * * * * PARKY relays a report from DON HEEP in California that LEE FLANAGIN is still hospitalized and "weak but improved". Lee and his wife, AUDREY, recently observed their 52nd wedding anniversary. * * * * * * * * * * *

THE GRAPEVINE

PAGE 3

WILLIAM F. (BILL) CHAPPELL, 65, retired JFK Director of Operational planning, passed away September 28, in Sun City, California. * * * * * * * * * * * JOE CREDE showed up at Wickenburg looking hale and hearty.

His abdominal surgery in August, he says, was a complete success. * * * * * * * * * * * mis-typing Our apologies to LEROY GEISERT for our inadvertent of his name as "Glaeser" in the last issue. Leroy was included among the TWA people seen at the Oshkosh air show in July.

ERNIE GLAESER's name appeared in another paragraph and we suffered some kind of mental "overlap". Ernie's phlebitis is improved and he's back on his feet again. * * * * * * * * * * * HERBERT J. (HERB) STEIDEL, TWA station manager at Amarillo for 35 years, died October 14, 1983, in an Amarillo hospital.

He leaves a daughter, brother and several grandchildren. * * * * * * * * * * * JOE GILBERT, SR., 83 years old, the Kansas City restaurant genius and former Chairman of the Gilbert-Robinson chain, died He was considSeptember 29 while vacationing in Switzerland. ered an intimate friend by many TWA old-timers. We remember him, too, from as far back as the late '30s. We saw him then, standing by the small opening between the kitchen and the dining area in his small restaurant at old Municipal Airport, personally passing judgement on every plate as it came out of the kitchen to be served. And he was just as conscientious in his relationships with friends and employees. He was a unique human and will be missed by many TARPANS who knew him well. * * * * * * * * * * * Can you believe it? A letter mailed at the Kansas City (KCI) airport post office has to make a 20-mile trip downtown to the central post office for sorting and cancellation before returning to the airport to get on its way to its destination. The airport facility, we were told, sorts only "international" mail. * * * * * * * * * * *

THE GRAPEVINE

PAGE 4

Enjoying perfect Arizona weather, a crowd of about 150 attended the 22nd annual Wickenburg Round-up at the Rancho de los Cabelleros, November 4, 5, and 6. Keeping all the various activities on schedule, as usual was tireless G. R. (PARKY) PARKINSON.

TARPA EAGLES at Wickenburg, Arizona FRANK BUSCH, HAL BLACKBURN, JOE BARTLES One memorable cocktail-hour grouping drew more than twenty guests to the quarters of ED BETTS. In top form were HAL BLACKBURN, JOE BARTLES and FRANK BUSCH. Joining in were JERRY CONDON, CURT TWING, GEORGE FREIDRICH and FRAN MORAN, all former TWA station managers. Sharing the stories and high good humor of these venerable gents was a healthy exercise for the heads and hearts of all of us.

STEWART LONG was scheduled to address the Saturday evening banquet but had to cancel because of his wife's illness and emergency surgery.

Winners of the various fun-and-games events were as follows: Golf Tennis Horseshoe Pitching Skeet shooting Putting contest Lazing around

ROY FURGERSON (gross 73!)

JACK NUSS CHARLES SHARP ROSS WEAVER LLOYD BERRY PHIL PRICKETT

* * * * * * * * * * * Worth repeating: Ken Murray, the veteran Hollywood showman, describing California's famous San Simeon castle, said, "This is the way God would have done it, if he'd had the money". * * * * * * * * * * * THE GRAPEVINE

PAGE 5

RETIREES ATTENDING 1983 OPERATIONS RETIREMENT PARTY Camelback Inn, Scottsdale Arizona September 16-17, 1983

DEPARTMENT OF FLYING NEW YORK

LOS ANGELES

Ernie Banks John Churchill Jack Clark Cliff Davis Don Donahue Bill Fischer Jack Graver Earl Heinrich Jack Hildebrand Ed Hubbard Bill Johnson Don King George Long Jim Lydic Bob McClure Russ Myers Jim Norem John Olson Bob Pasket Ed Rowe Bob Sherman Don Siebenaler Harry Stamp Lew Thompson Bob Thune Bob Walter Harry Ward John Williams Mary Zimmerman

Bill Aman Don Ammann Jim Coughran Kirt Dollens Dick Fertal Wayne Haggard Chuck Hasler John Host Warren Johnson Rocky Jones Kent Kuester Howard McClay Harry Meade Dale Milburn Jim Reed

FLIGHT OPERATIONS

MKT

Ted Caldwell Dean Dufur Bill Hatch Bill Hussey Joe Gardner Beth Gates-Miller "Goldy Goldthorpe Bob McMillan

THE GRAPEVINE

KANSAS CITY Chris Christofferson Frank Fitzgibbon Harry Hunzeker Bob Matney Clem Wittman SAN FRANCISCO Orm Howard Ed Tolf Neil Whitehurst

Jack Nuss Bob Baehr Weldon Parks Rick Hatfield Jim Tighe Tom Huss Dick Smith George Terrill Bill Wood

PAGE 6

TWA SENIORS CLUB ROUND-UP RANCHO DE LOS CABELLEROS, WICKENBURG, ARIZONA November 3, 4 and 5, 1983 Harold Aiken Howard Anderson Steve and Martha Bassford Joe Bartles Robert Bauer Bob Berle Merle and-Dorothy Bessey Ed Betts Hal and Helen Blackburn Al and Berry Brick Frank Busch Harry and Evelyn Campbell Jerry Condon Charles Conner Nazarene Cordelli Joe Crede Jack Crump Esther Cunningham Lum Edwards Ernest Erickson Doris Farr Hubert and Mary Farrell Jim Fennell Vendel Fetz George Friedrich Roy Furgerson Ruby and Beth Garrett Bill Geiger Jim Gilmore Clayton Graves John Guy Howard and Mary Hansen Jack Harris Jim and Dorothy Heimer Don Heep Katie Helstrom Ted Hereford Les Hesselgesser Paul and Dorothy Houck Frank Howell Lloyd Hubbard E. C. Ray Hughes George Hummel Kal Irwin Darrel Johnson Al and Honor Jordan

THE GRAPEVINE

Hal Kachner Jim Kagiliery Dan Kemnitz Jack and Jean Koughan John Lattimore Carl Lay Marc Letourneau (Paris) George Levering Nadine Loetal Bill and Genevieve Mailler William May Ralph and Helen McClenahan Bob and Helen McCormick Red McKenney W. D. McMinn Paul and Eloise McNew Ed and Louise Miller Jack and Beth Miller Willie and Dorothee Miller Homer Monroe Bob Montgomery Fran Moran Larry Murchan Mrs. Robi Miller John Myers Jack Nuss Orville Olson Parky Parkinson Ralph Pusey Phillip Prickett Newman Ramsey Frank Regal Jim and Eleanor deRevere Dorothy Rush Tom Sawyer Gerry and Peggy Schemel Kay Scott A. D. Shoalts and Shirley Bill Slate Dick and Dorothy Spater Walt Stroemer Ralph and Carol Taggart Joe and Kalita Tunder Curt and Helen Twing Dino Valazza Larry Vandegrift

Page 7

ROUND-UP LIST CONTINUED

DRIVE-IN (GOLF, DINNER, ETC.)

Bill Waddell , Ann Watts Ross and Marjorie Weaver Al and Edna Wollenberg Charles White Ray Yount Ed Zak Herman Zierold

Harry Braddock Cliff Raub Frank Corwin Rut Baar Busch Voigts John Gaiser Jack LeClaire Tom Parks Harold Neumann Charles Sharp Paul Detweiler Cleo Mattke Don Tabor Gene Exum Mert Nason Cliff Davis Tom and Teresa Anderson * * * * * * * * * * *

KANSAS, CITY TWA OLD-TIMERS FELLOWSHIP LUNCHEON LAKE QUIVERA COUNTRY CLUB October 26, 1983 Cliff Abbott and Virginia Arky Ainsworth Harold Aiken Doug Alexander Mary Kay Bain Bill Bainbridge Bill Bauman Andy Beaton Justin Becker Joe Bell Warren Berg Ben Boyd Ken Bramscher Al Brick Ed Cavanaugh Warren Cantrell Les Couch Maynard Cowan Bill Cooper Sam Dietrich Larry DeCelles Ray Dunn Rod Edwards Art Eggiman Clark Fisher Gil Fisher Jim Fennell Chuck Fongar Larry Griffin Moe Hansen John Harrington Gene Hiatt Ralph Helingstine THE GRAPEVINE

Paul Jones Marvin Karlson J. J. Kennyhertz Dick Kleiner Harold Konitz Harold Wright Jack LeClaire Earl Lindsly Jim Loosen Russ Means John Mitchell J. B. Morrow Virgil Moughler Jim Mueller Frank McKee Bill Neff Orville Olson Dayton Orr Parky Parkinson Norm Parmet Bud Powell Art Prestia Louie Proctor Orson Rau Bob Reid John Robertson John Roche Vic Reed Joe Schiavo Dick Schmidt

Leroy Smith D. H. Smith D. O. Smith Bud Spannuth John Stark Bob Stevens Gail Storck Ed Strickland Wayne Tague Don Thomson Jim Todd Harry Ward Dick Wildman Vic Wolf

PAGE 8

BOB BECK "BEAR-LY OPEN" LAKE QUIVERA, KANSAS September 23, 1983

Bert Cooper Coney Metcalf Jack Brookshire Earl Lindsly Jim Miller Wendy Elliott Lytle Norton Harold Aiken Jahn Hogg Tom Hoskins Dick Hampton Bear Beck Ned Rychel Ron Patton George Redden Larry McGown Wendell Rone Ken Aiken Lowell French Bryan Gerling Don Gerling Steve Chambers Dennis Howard Tom Nordstrom Jerry Adams Gerry McCormick David Florence Iry Bostwick Don Hopkins Bob Johnson Del Johnson Jerry Garlett

Dick Schmidt Roger Gerling Max Callahan Moe Hansen Ed Rafferty Bob Rafferty Fred Wicke Jim Davidson Vic Wolf Clem Wittman Dick Kleiner Don Hopkins Gerry Riani John Jovig Joe Savicz Joe Meacham George Borgmier Harry Hunzeker Ole Olson Bob Delano Warren Cantrell Rich Nelson Ray Yount Wayne Hidalgo Dick Neuberger Charlie Cooper Charlie Fritts Ron Huff Tom Overman Jim Paxton Mike Larkins Ward Sligh

* * * * * * * * * * * HAPPY NEW YEAR!

Our best to everyone in 1984!

* * * * * * * * * * *

THE GRAPEVINE

PAGE 9

SECRETARY'S CORNER By the time you all receive this you will have received the latest membership directory. We all really owe Paul McCarty a great vote of thanks for his effort in this at no cost to the membership. You may be interested to know that the retired Eastern pilots paid a secretary $180. to type up their directory!

Since the directory was completed we have had some new members and Paul plans to have an addendum for our April issue of TOPICS. New members as of this time are Robert W. Heald, Ed Cavanaugh, Ralph Harter, Robert Major, Robert Billian, Charles Maynard, Jack Parker, D. O . Smith, John Hendrickson, Van Thompson, Paul Jones and John Fahey, Jr. There still a lot out there who are eligible to join TARPA and haven't so do your part to sign them up. All they need to do is send me twenty dollars and I will handle the rest.

Those of you who have two residences would make it much more convenient for me if you would let me have the dates you plan to be at each place if you can. Most have done this already.

We also have a provision that people who are no eligible to join may subscribe to the TARPA TOPICS for ten dollars per year at the discretion of the secretary. We have a few in this category now including Hazel Church, Charlie Church's widow.

You may also be interested to know that when a member dies their spouse automatically becomes an Honorary Member of TARPA. They receive our mailings and there are no dues involved. We also make a twenty five dollar donation in memory of the deceased to the TWA Pilots Retirement Foundation. Don't forget this Foundation when you are thinking of making a charitable donation.

I can't think of a better place to put it.

And, lastly, make Dean Phillips, our capable treasurer, smile by being sure you have your 1984 dues paid.

Hope you all have a good year and see you at the reunion in May in Orlando.

Your reservation form is with this issue.

Yours truly,

Humbles

.

Secretary P.S. You may be interested to know that Ed Betts great effort of John Gratz, the cooperation ALPA MEC, the yearbook started back in 1980 printing. I think we will have more details

advises that thanks to the of Ed Frankum and the TWA is now in the process of by our next issue of TOPICS.