1985.05.TARPA_TOPICS

PRESIDENT'S MESSAGE "1933" BY ED BETTS THE GRAPEVINE

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA Editor: A. J. (Al) Clay, Jr. R. G. Derickson, President C. Ritchie Beighlie, First Vice President A. T. Humbles, Secretary Dean L. Phillips, Treasurer

MAY 1985 Grapevine Editor: O. R. (OLE) Olson Officers and Directors of the Association D. W. Richwine, Vice President, East W. S. Cooper, Vice President, Central W. H. Johnson, Vice President, West John D'Albora, Director R. S. Hamilton, Director

The AVTEK 400 In Flight Near Camarillo, California

Larry Decelles, Director K. L. Palmer, Director Wayne L. Haggard, Director Phil S. Hollar, Director

Retired Captain BOB ADICKES sent us this photo and some late news about the revolutionary AVTEX. Several other ex-TWA veterans are associated with AVTEK. Bob says the plane may be flown to LAS during the convention. Maybe we'll get a look at it!

The AVTEK 400 proof-of-concept (POC) aircraft has flown more than two dozen times from Camarillo airport. Test Pilot Dick Sliff is very pleased with the handling characteristics, and it is apparent from the cover picture that pilot visibility is excellent with the top-mounted canard wing. Flight tests have explored various loading configurations at speeds up to 200 knots.

Testing will continue to expand the operating envelope and provide performance figures for flight operations and engineering.

Since the well-publicized inaugural flight on September 20, 1084, the AVTEK prototype has flown another twenty five times.

During those times, Test Pilot Dick Sliff explored the handling characteristics in various segments of the low speed end of the flight envelope.

These tests yielded valuable information which helped verify the accuracy of performance figures computed during the design of the prototype.

PRESIDENT'S MESSAGE Lump Sum Option Review and Update In the last two issues of TARPA TOPICS you were advised of TARPA's activities regarding the proposed addition of a lump sum settlement option to our B Plan. Efforts to protect the interests of retired plan members in this change included the formation of an AD HOC Committee, consisting of Roy Van Etten, Dave Richwine and myself whose activities have been coordinated with TARPA Pension Chairman Al Clay. They also included appointment of Ed Hall to investigate the effect this option has had on retired members of other airlines where it has been adopted, and advising both the company and the MEC that we expect the retired pilots to have a voice in any such major change in the plan.

Our activities have included a meeting of the AD HOC Committee and a pension actuary in New York last October, attending an MEC meeting in St. Louis in January, and also the one in Tucson where the six man MEC study committee made its report on March 14th.

The committee report did not adequately answer all of our questions about the potential impact on retirees. Included in the six man task force report was a letter from an ALPA staff attorney stating that ALPA did not represent retirees and had no obligation to extend lump sum options to members already retired and that no violation from ERISA would result for not doing so.

The MEC took the following action: 1. Deferred a motion to have an independent actuarial study made until their May meeting.

2. Passed a resolution adopting the lump sum concept for negotiating purposes.

3. Passed a resolution calling for the circulation of a survey or an opinion poll to all plan members including the retirees.

In view of what transpired on the lump sum issue at the March 13-15 MEC meeting in Tucson, I set up a meeting of the AD HOC Committee with a Mr. Brian Jones, an actuary with Leef and Jones, Inc., of Fort Lee, N. J. Mr. Jones also has a degree in law and is a member of the Bar in New York State and Washington, D. C. On March 26, 1985, your AD HOC Committee met with and engaged Mr. Jones to make an independent evaluation of both the immediate impact of the lump sum option and of the ramifications of other

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options should consideration be given to terminating the plan, as has happened on several other airlines.

As a result of their study it was the opinion of Leef and Jones that it is possible to put in a cashout program in such a way that TARPA members and other retired participants would not be adversely affected provided there would be adequate protection against adverse selection (this simply means that we should have some protection against the possibility that those participants who believe themselves to be in poor health may all elect lump sum leaving only the healthier people in the "pool".

If this happens then the mortality experience will become unfavorable to the plan; that is, it will have to pay out more benefits than the calculations anticipate, producing mortality losses.

This is not a significant problem if you expect that all or virtually all of the people who are offered lump sums will take them because if this happens the good risks and bad risks will all pull out at the same time and there will be no selection against the plan.

The cautious position to take is that the plan should be protected against anti-selection and they think that a one year irrevocable advance notice would be satisfactory, although they would prefer two years.

A second, lesser, problem is that if a substantial number of people elect lump sums the size of the asset pool is decreased and some investment flexibility may be lost; also, investment expenses will increase as a proportion of the assets. This is hard to quantify but they do not believe that it would be a major problem since no cashouts could be permitted to active employees who are still working and, therefore, most of the assets could not be drawn down.

The following memo from Brian Jones is a recap of the AD HOC Committee's (Van Etten, Richwine and Derickson) discussion with him on March 26, 1985 about methods of implementing a lump sum provision if the company decides to extend this to presently retired employees.

"One reason the company may be reluctant to make a 'cash out' available to present retirees is the difficulty of getting reliable elections from some of the very old retirees. If the company feels that this problem is manageable and it does decide to make a cash out available to pensioners, the lump sum which is received will not generally qualify for rollover into an IRA and will, therefore, be taxable as ordinary income in the year of receipt. An alternative, slightly complicated, method of handling the transaction would be for the company to divide the plan into an active - 2 -

and retired section and then make these two sections two separate plans.

If the retiree plan were then terminated, I believe that the distributions on account of plan termination would then become eligible for rollover into IRAs but not for ten-year forward averaging, perhaps with partial capital gains treatment; as would be the case for an active participant taking a conventional lump sum distribution when first eligible.

This would obviously be advantagious to those people who were taking lump sums but for those who decide to continue with annuity distributions it would probably be necessary to purchase variable annuity contracts for them from an insurance company which may not provide as favorable benefits as are now provided under the plan.

"You and/or the company would probably want to take a survey of the participants to get some indication as to how many would elect a cash out of their benefits if it were decided to make cash outs available to retirees.

"I believe that all of the steps outlined in this memo would be permissible under the applicable laws and regulations but I am sure you will wish to discuss it with either your counsel or counsel for the company before coming to a final decision. You may also wish to ask for written confirmation of the tax treatment of such a cash out from the IRS before going ahead."

TWA management has advised that they will make no changes in the B Plan that will, in any way, adversely affect any of the pilot members already retired. It is assumed that future lump sum settlements would be similar to those afforded furloughees in the past which, of course, has not been detrimental to the plan.

It is the consensus of several other actuaries involved in this matter that, adequately protected against adverse selection against the plan, the lump sum option should have no negative effects on it other than reducing its total assets and liabilities somewhat. Accordingl it is felt that TARPA has done all and I believe that we have reduced our exposure to an absolute minimum. However, due to the possibility of termination of the plan at some future time, it is our intention to monitor the forthcoming negotiations as closely as possible to insure, as best we can, that the rights of retired , plan members are protected.

A more detailed report on this subject will be made at the coming convention at LAS. See you there!

R. G. Derickson 3

NEW COMMITTEE APPOINTMENT President Russ Derickson has appointed LOU COOK Chairman of the permanent Convention Site Committee.

It is Lou's job to investigate possible convention sites and then find a man who will accept the job of Convention Chairman for a particular site who will make the necessary study of the site and report to the Board of Directors so that at each convention the Board can select a site two years in advance to conform to TARPA policy. * * * * * * * * * * * * * MEMBERS URGED TO SUPPORT SENATE BILL S. 210 Frank Cassanti of Pan Am Clipper Pioneers has sent us a copy of a letter he received from U. S. Senator Alfonse D'Amato saying that the Senator intends to reintroduce his bill which would repeal the inclusion of tax exempt interest from the calculation determining the taxation of Social Security benefits.

Senator D'Amato's bill was passed by the Senate in 1984 by a 63-32 vote but was rejected by the House of Representatives.

In his letter Senator D'Amato says: "This issue is too important to me to let drop. However, I need your help. You must again contact your Congressman and Senators urging them to support S.210.

I will redouble my efforts to pass this legislation, but my job will be infinitely easier with your assistance."

This legislation is important to many retirees and members are urged to ask your Congressman and Senators to support Senate Bill S 210. It only takes three stamps and a little of your time. * * * * * * * * * * * * * Secretary A. T. HUMBLES sends an invitation to anyone who was in the 384th Bomb Group, Eighth Air Force, to join the organization of former members of the group. Please contact A. T. * * * * * * * * * * * * *

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The following is a condensed version of the insurance report to RAPA by William C. Root, (BNF), Vice President, Insurance, RAPA. INSURANCE REPORT TO 1984 RAPA CONVENTION

INFLATION IN HEALTH COSTS AND THE EFFECT OF COST CONTROL MEASURES ON RETIREE MEDICAL INSURANCE. As most of you already realize, health care costs have been skyrocketing. In recent years, medical expense for the public has been increasing at twice the general inflation rate for the nation.

In the year 1960 the nation spent 26 billion on health care. In the year 1983 the health costs were estimated to have reached 362 billion or almost 14 times the 1960 figure.

Last year health care costs increased on a national average by 25%.

California's increased as much as 40%. The costs of employee medical, coverage are rising so fast that an expert from Harvard Business School states that they threaten to wipe out all corporate profits in eight years. The statistics present a horror story for elderly patients. The average senior will pay $1550 per year our-of-pocket this year and this amount may reach $4600 by the year 2000.

Older employees are being snubbed by more and more insurers.

Insurance companies know that groups with older people in them run up bigger medical bills than those composed of younger participants.

The price of prescription drugs, often considered the least expensive part of medical care, is rising sharpy . Since 1980 drug prices have risen 37% versus 14% for the price of all commodities.

The result of the rampaging costs have been a series of attempts to find a solution to the problem and possibly hold down costs.

A number of states have passed laws allowing the creation of Preferred Provider Organizations (PPOs). The PPO is an attempt to bring free market competition to bear on runaway health costs.

Essentially the PPO is a method of allowing a contract between those who provide health care and those who pay for health care.

Usually it is the insurance companies, not the patient, who will pay and with the PPOs will arrange to deal directly with the doctors and hospitals. There are four kinds of PPOs...ENTREPRENEURIAL, PAYOR-BASED, DOCTOR and HOSPITAL. The latter two are the most important.

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HMOs.....Health Maintenance Organization HMOs may be defined as follows: 1. The HMO assumes the contractual responsibility to provide or ensure a range of health services, including at least physician and hospital services.

2. The HMO services a defined population or membership.

3. There is a voluntary enrollment of the subscribers.

4. The HMO requires a fixed periodic payment or periodic membership fee. There may also be small charges related to utilization.

5. The HMO assumes at least part of the financial risk or gain for providing services.

DRGs.....Diagnostically Related Groupings.

Medicare has started assigning patients to one of 467 DRGs and each DRG carries a specific rate of reimbursement.

Under the Deficit Reduction Act of 1984 Medicare put in place a Physician Fee Freeze.

This law imposes a freeze on Medicare reimbursement to physicians and suppliers for the 15 month period from July 1, 1984 through September 30, 1985. In addition, it establishes incentives designed to encourage physicians to accept assignment on 100% of their Medicare claims and sets up sanctions for those physicians who do not accept 100% assignment and violate the terms of the reimbursement freeze. * * * * * * * * * * * * *

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In Memoriam

EULOGY FOR DEAN C. BUCHANAN 1919-1085

On Sunday, February 27, 1035, family and friends assembled at Missouri Flat, where they were welcomed with Gaelic music played by a bag-piper clad in Buchanan tartan. This music was interspersed throughout the service, which was conducted by the local VFW. He touched us. Buck Buchanan has touched the lives of every one here; of everyone who ever knew him. He touched the lives of people all over the world. Those he came in contact with will never forget his touch. He touched with his hands, his jokes, his spontaneous laughter, his quick wit, and his ability to see the humor in ordinary everyday situations. Everyone felt the warmth of his genuine love for life.

Dean Cornett Buchanan, "Buck" was the youngest of four children born to Gertrude Cornett and Arthur Buchanan, September 5, 1919. in Lincoln, Kansas. Buck, a veteran of World War II, served in Europe as a First Lieutenant in the 15th Air Force, and flew 52 missions over Italy. For his outstanding service to our country, Buck received the Presidential Unit Citation on October 16, 1944; the Distinguished Flying Cross on July 24, 1944; and his second of five Oak Leaf clusters on :arch 20, 1944. At the end of WW II, upon returning to the United States, Buck was stationed in Tonopah, Nevada, with the Fourth Air Force as a B-24 Instructor Pilot. While stationed in Tonopah, he met Katherine :McGowan.

Buck and Kate were married June 3, 1945.

They went to Kansas City, Missouri, where Buck became a pilot for TWA. Over the next 34 years, until his retirement, he flew many types of aircraft, including the DC-3, Martin , Convair, Constellation and the 707.

While on assignment for TWA , other than Kansas City, where their daughter Kathy and son Christopher were born, they lived in Belleville, Michigan, where their son Donald was born. Their assignments then took them to Costa Mesa and El Toro, California, and South Lake Tahoe, Nevada, where they have resided for the past twelve years.

April 18, 1984

Mr. Air 200 New

D. C. Ulrich Line Pilots Association Park Avenue York, N.Y. 10017

Dear Don: On July 12, 1983 you wrote to me with a number of questions regarding the Age 65 Plus Group Insurance Plan. I'm sorry to say your letter was misplaced and I could not respond until now. Please accept my sincere apologies for this oversight.

You raised five questions dealing with the administration of this Plan and our answers are as follows: 1.

Since all retired pilots were solicited far the Age 65 Plus Plan during April 1982, only those who chose to remain in the Medicare Major Medical Plan (3M) were resolicited in 1983 due to the cancellation of the 3M Plan by Connecticut General. These retirees were automatically enrolled in the Age 65 Plus Plan effective September 1, 1983, unless we heard to the contrary.

2.

An employee may enroll in the Age 65 Plus Plan any time after retirement, but no later than 90 days after the attainment of age 65. At the time the retiree enrolls, he may also enroll his spouse. If the spouse is under age 65, her/his participation in the Plan will not be effective until she/he reaches age 65.

3.

A spouse acquired anytime after retirement will be eligible for the Age 65 Plus Plan, provided she/he presents evidence of good health.

4.

The answer to this question is no. The carryover provision on the deductible only applies to Major Medical. Each calendar year, a retiree must satisfy the $1,000 Plan deductible. After that, any covered expenses incurred in the preceding October/November/December used to satisfy the Major Medical deductible may be credited to the next calendar year's Major Medical deductible.

1933

By Ed Betts

As an industry, the nation's airlines had experienced a phenomenal growth in the number of passengers carried in a five year span from 1928 through 1932, from a mere 52,934 to 504,575 annually. All other parameters were equally as impressive, although 1932 had shown a gradual tapering off, with only a 10% increase. Passengers, money and jobs were scarce; there was the depression.

TWA's figures for 1932 were quite different; mail revenues had increased 68% while passenger revenues were down 28%. As part of an austerity program there had been a 13% cut in seat miles operated, but there was an 18% drop in those occupied. Overall operating costs had been pared 24% (including two employee pay cuts), from 92c to 70c per revenue mile, but the company was still losing money. The outlook for 1933 wasn't bright as TWA would still be operating their fleet of slow and noisy Fords, that were not economical to operate, against the modern Boeing 247 and Curtiss 'Condor' fleets of its major competitors.

President Roosevelt had taken office in January with promises of the nation's recovery. Jim Farley had replaced Walter F. Brown as the Post Master General amidst controversy that the airlines were being subsidized with lucrative mail contracts, at the taxpayer's expense.

However, it appeared that the new administration wasn't too angry as, on the first of February, TWA was awarded two important additions to their CAM #34 (the central transcon mail route).

One was an extension from LAX to SFO, although on the inaugural day it did not look too productive. George Rice had 19 pieces of mail on board his 'Alpha', six were added at Bakersfield and another four letters at Fresno. The other was an addition of service between CMH and CHI via FTW, and it too, had an inauspicious beginning...four letters on the westbound inaugural flown by Ardell Wilkens and John Collings and four letters on the eastbound flown by Al Litzenberger and Collings.

On March 1st, Oakland was added and 'Dutch' Holloway had a more impressive load with 254 pieces of mail. The only other addition for the year was Elk City on the spur route from AMA to STL via Oklahoma stops. George Brill had 27 letters on the westbound and 'Jack' Wade had 100 on the eastbound.

There was a new breed of passenger, the man with a briefcase, who considered time and comfort when he planned his trip. The most frequented market was between CHI and NYC. Fares had

TARPA TALES

PAGE 1

1933

By Ed Betts

pretty much hit bottom and had standardized at 5.7c a mile.

The one way fare was $47.95 (round trip discount 10%) which was slightly above that of a first class Pullman. United virtually had a monopoly on air travel, with eleven daily flights with their new 247's, that made the eastbound trip in five and a half hours, including a Cleveland stop. The Boeing plane was the ultimate in speed and comfort although it did have an objectionable hurdle in the form of the main wing spar that pierced the cabin. American was a poor second in the race with one daily flight with the 'Condor' that was slower (another twenty minutes, including two stops), but considered very comfortable.

TWA wasn't much competition.... a seven hour and thirty seven minute flight that included a connection at CMH plus four other scheduled stops.

TWA added a second transcontinental passenger run (the mail run was separate), but neither were too popular for the long trip ... it took a hardy passenger. Flight Two left Glendale at 8:00 a.m. and after four ten minute stops along the way (westbound often had a fifth with a Kingman fuel stop), arrived at MKC at 11:15 p.m. At that point the passenger had several choices (including the train): a twelve to thirty six hour rest at a hotel or reboard the flight at 12:01 a.m., and after another six stops arrive at EWR at 11:47 a.m. Westbound took longer.

In addition to the published schedules, TWA had plenty of spare aircraft for extra sections and charters. There was a 61% increase in the number of seat miles operated in 1933 and a 44% increase in those occupied (45% load factor). To meet the demand for the increase in flying time (and pilot attrition) the company hired about twenty new copilots during the year.

These included (listed by later first pilot seniority): Russ Dick, Stan Stanton, Walt Smiley, Jack Thornburg, Don Terry, Bob Larson, Harry Lewis, Wendell Peterson, Gene Klose, P.T.W. Scott, Wally Jones, John Harlin and the Williams twins. Ken Greeson was also hired that year but was killed in a 1935 crash before establishing a seniority number. Also hired that year was Peter H. Redpath, a veteran navigator/pilot who was soon to become one of the experts in air navigation, and in later years co-authored with James Coburn the well known textbook "Air Transport Navigation".

Nine copilots were checked out as first pilots, the date of first trip on the line then established pilot seniority. The Captain title came years later...TWA wanted the passengers to feel reassured by having two qualified pilots aboard. "Checking out" depended on the aircraft. With a single-engine plane it would be an hour or so demonstrating landings with a supervisor observing from the ground.

With a passenger type, with dual controls, the supervisor might go along as copilot for a trip or two. New first pilots included: Dean Burford, Floyd

TARPA TALES

PAGE 2

1933

By Ed Betts

Church, 'Hob' Hoblit, Bill Campbell, Les Munger, Fred Bohnet, Bob Simons, Russ Dick (after six months in the right seat) and Otto Ferguson.

In June the President signed the NRA, the first of numerous alphabetical programs to beat the depression. Basically it called for those who had a job to work less for more pay, which would create more jobs and spending money. The airline pilots couldn't agree more, although they had a nation-wide strike in the making. ALPA wanted a share in the productivity that the modern airlines would bring in the form of a base and mileage pay, as had been the custom during the old air mail days. The airlines were content with a base and hourly pay, which meant little or no increase over the old equipment. The strike was averted by a meeting in Washington between representatives of the pilots, the airlines and Federal mediators. Besides the question of pay, there was also the question of hours, for safety reasons. The TWA pilots had pulled out of ALPA and were At one point Lex Klotz represented by their own association. (then with WAE) and Jack Frye locked horns on whether or not a pilot, in a specified flying time (such as one hour), was more exposed to more risk in the faster equipment versus the slow Fords, Fokkers, etc. The case was turned over to the National Labor Board for consideration...which, in May of 1934, was to be known as "Decision 83".

Starting in September of 1933, and continuing for the next six months, a Senate investigating committee (headed by Hugo Black) held a series of hearings with regards to the infamous "Spoils On trial were certain former Post Office Conferences" of 1930. officials (namely Brown), airlines and their executives who had been a party at the conferences. This is when Brown had dictated certain mergers of smaller airlines and had awarded the mail contracts without regards to the lowest bid. There were numerous charges, including collusion, graft and excessive profits.

Although United already had their contracts and weren't involved with the conferences, they were deeply involved with the hearings...such as how Frederick Rentschler had turned an original investment in Pratt and Whitney of less than $500 (for 1375 shares), through a series of dividends and stock splits, to one worth (on paper) at one time over $21,000,000...in addition to a five year income of $1,500,000 in salary and bonuses.

WAE had some good profits in the early years of their mail contracts, but had plowed most of it back into developing passenger service. Harris "Pop" Hanshue was on trial for both his WAE and TWA (former president, at the time a member of the board) connections and at one time was placed under arrest for contempt of court.

Other TWA executives under subpoena such as then-President Richard Robbins and executive committee chairman Daniel Shaeffer

TARPA TALES

PAGE 3

1933

By Ed Betts

(Penn RR) had never received such windfalls, nor had the company, so the general feeling was that the entire investigation was a nuisance rather than a threat to the company. Probably the most damaging bit of 'evidence' was that the former president's son, Herbert Hoover, Jr., was a WAE employee at the time of the merger...no mention had been made that he was considered an expert in his field of aircraft communications.

Other Washington proceedings included the Air Transport Code (ATC) which was signed into law in November. A select group of airline officials had met with government representatives to agree on a program that would create a 15% increase in employment and a 20% increase in total wages. TWA, WAE and Eastern Aviation were all represented by Ernest Breech...GM, through their subsidiary North American Aviation, owned all or part of the three airlines. The ATC specified minimum wages for all airline employees (in 1933 there were a total of 6,273 employed including 543 pilots and 206 copilots). For example: first pilots a monthly minimum of $250 for 110 hours flying, $150 for copilots.

For 150 hours work a cabin attendant would receive $100, a mechanic riding as copilot should receive a minimum $35 a week, 40c an hour for a shop mechanic and 35c for a helper.

Over $35 a week was considered management pay and no minimums were set.

Although TWA's income from passenger revenues increased from $820,603 in 1932 to $1,162,465 in 1933, revenues from mail still represented 69% of the company's total income for the year.

"Getting the mail through" was the slogan for the mail pilots to keep the company alive, but so was the pressure among the pilots of passenger flights to complete their schedules. Pilots were their own dispatchers, the men in the office were for advisory purposes only, to keep the pilots informed of weather and trends. The mail planes flew in all kinds of weather.... pilots set their own minimums (for some it was always VFR), "cloud flying" by the passenger planes was not authorized, although somehow numerous flights arrived on time during adverse conditions ..... and some didn't.

The 1933 summary of all TWA accident and incident reports will bear out why pilots (and passengers) were considered poor insurThere were a total of 44 where damage was done to ance risks. an aircraft, although numerous were trivial so far as the amount Seven aircraft were totally destroyed, two involving of damage. fatalities that included two Fords and five mail planes. In every case there was an examining board (sometimes just one supervisor) to assess the amount of damage done, what caused the incident and where applicable, levy a penalty against the offender.

It was up the pilot, hopefully with witnesses, to defend his own case. There were numerous commendations for a job well done, but where the pilot erred in his judgement the fines got pretty stiff...varying from a slight reprimand, 'time on the beach', reduced to copilot , fined or terminated.

TARPA TALES

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1933

By Ed Betts

Most of the airports where TWA operated were small, with no overruns, and only the ramp apron was paved. Many were a test of pilot skill in the most favorable conditions. Camden (PHL ), HAR and PIT were never pilot favorites, the latter had been built by leveling a hill covered with forest forming a mesa or plateau for the airport. The Midway field at CHI was a dirt square located in an industrial area with a schoolhouse at one end.

The old MKC airport was like a hole, surrounded by a formidable arresting barrier in the form of dikes...an approach to land north or northwest had many a copilot watching, with 'white knuckles', the pilot pick his way around the city, over a bridge and a building before landing in the 'hole'. Out west the airports were located in the country with a little more room to maneuver.

The old ABQ airport on the west mesa was shaped like a wagonwheel...runway strips had been cleared out of the desert and all intersected at the center with a taxiway around the perimeter.

In January 'Jack' Zimmerman lost the engine on the 'Alpha' taking off from PIT, tried to return in a glide, but crash landed. He was unconscious when two ground employees rescued him (but soon recovered from injuries) just before fire destroyed the plane.

In February a fire broke out in the floor of a Ford cabin, Eddie Bellande and Lynn Berkenkamp made a successful zero-zero landing at Bakersfield before the plane was gutted. One passenger was slightly injured during the evacuation.

Also in February, "Doc" Mesker was held responsible for $3,437.24 damages to a 'Fleetster' landing at MKC. It was the board's 'opinion' that he had not exercised necessary caution in lining up with the runway and was fined $100 a month for one year.

While on the ground at Terre Haute, a truck ran into a Ford's tail, causing some minor damage. It was reported to Felix Preeg, but he took off without personally inspecting the damage and was given a two month furlough. A. M. Ferguson was held to blame for $381 damages to a 'Fleetster' landing at CHI. Although the board concurred that the field was in a very poor condition at the time, and was the cause of the mishap, Ferguson was reduced to copilot for six months because he didn't circle the field for an inspection before he landed. Floyd Church also received a similar sentence for not using caution while taxiing a 'Fleetster' at CHI, although the board concurred that the plane had an inherent blind spot for the pilot that contributed to the incident.

The 170 mile stretch over the mountains between HAR and PIT was known by such titles as "Hell's Stretch" or "Aviation's Graveyard" because of the number of planes lost. The TWA pilots had once sought an extra $100 a month 'hazard pay' for flying the run, Located about halfway, at Cresson, TWA operated a radio station equipped with teletype with a twenty four hour watch in order to have better communications with the pilots, up to

TARPA TALES

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1933

By Ed Betts

date weather, etc.

Near Cresson, high atop "Jack's Mountain", TWA operated a lookout post (Paul Husak and his wife) in order to give the pilots a current observation of what the weather was like on the deck. Husak's favorite reward was a "buzz job" by the mail pilots; Walt Seyerle was the champ. On the night of February 26th, Seyerle had to fly high because of the weather, ran into gale-force winds and after several unsuccessful attempts to get into PIT, was returning east. However, he ran out of gas and had to bail out of the 'Alpha', near Crossforks.

The old HAR airport, located on the south side of the Susquehanna, was the scene of numerous ground loops in order to get stopped.

In 1931 a Ford piloted by Ralph Ritchie was totalled when he landed short and hit an embankment. There were no injuries and Ritchie was reduced to copilot. The airport sat atop an abandoned coal mine which had a habit of collapsing and causing deep chuckholes on the surface. At one time a nearby farmer created his own 'noise abatement' program by erecting a tall radio-like tower near the east boundary. One night, Ted Weaver and Bill Moore (a state aviation agent) sneaked over with a pair of wire cutters and toppled the tower for good. In April a Ford piloted by Bob LeRoy was damaged after landing, buckling the fuselage. The board concurred that the accident was caused by the insufficient size of the airport and (after thirty months of operation), recommended that TWA not land there until contemplated improvements were made.

One of the favorite summer pastimes for Kansas Citians was to come out to the airport and watch the planes fly. There was always a crowd on hand, jamming the fences or observation deck (or enjoying a meal at Joe Gilbert's). On July 28th tragedy struck when Earl Noe tried to take off with an 'Orion'. The engine quit, there was no room to stop, and he crashed into the river with fatal injuries. TWA's other fatal accident occurred in August when a Ford crashed near Quay, New Mexico, killing all five on board including pilots Howard Morgan and Glenn Barcus.

It was the board's 'opinion' that the cause was severe weather, insufficient weather reports and the pilot's error in estimating his position.

A pilot earns his pay when the engine malfunctions on a singleengine plane, and it suddenly becomes a glider, or it won't fly at all due to a load of ice. Bailing out could be the safest answer, although in the winter time there is the additional hazard of not being found before you freeze to death. The choice is to "ride her down" is with hopes that there is an emergency field or a clear spot to land within the limited gliding distance available.

Once committed to a field, it is the test of pilot skill to make a 'spot landing' and get stopped.

A successful landing, with no further damage to the aircraft, was considered 'routine' and no accident report followed.

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1933 By

Ed Betts

unlike today's simulator, it isn't the end of the period and a coffee break, or in the case of a crash you don't push a button and do the problem over.

Harlan Hull, a former Marine pilot (and soon to be TWA's system chief pilot), had more than his share of incidents with singleIn January of 1932 he made a crash landing with engine planes. an 'Alpha' near Black Rock, New Mexico due to a faulty fuel sysThree weeks later he again crash landed an 'Alpha' near tem.

Leuppe, Arizona due to carburetor ice. In November 1933 he was flying the new Northrop 'Delta' out west when a fire broke out in the engine; he was unsuccessful trying to extinguish it and had to bail out.

Two 'Alphas' were lost within minutes of each other in December over "Hell's Stretch" when Dean Furford and 'Andy' Andrews picked up severe loads of ice and had to bail out.

Ted Weaver was westbound from MKC when his 'Alpha' engine blew up. He had just passed the Lebo radio range, so he knew exactly where he was, but the emergency field below was giving a 200 foot ceiling. He glided down for a successful landing. Company dispatch asked the eastbound mail pilot if he would help expedite the mail situation by landing there, which he did; the mail was off loaded and sent to MKC by truck while Ted loaded the mail on the good airplane. and headed west.

George Rice experienced a prop failure with an 'Alpha' and made an emergency landing at Acomita, New Mexico, with some damage to the plane. He was commended for a job well done. Bill Coyle was also commended for getting an 'Orion' on the ground at Baldy Mesa, California due to the elements. George Brill picked up a severe load of ice on a 'Vega' and made an emergency landing near St. James, Missouri with some damage to the plane and a bruised passenger.

In January, 1934, "Dutch" Holloway had a close one when he ran out of gas with an 'Orion' and crash landed short of ABQ. Considerable damage was done to the plane and "Dutch" received several deep cuts on the lip and bridge of his nose. A mechanic at Winslow had neglected to fill the 16 gallon center emergency tank and was given a three month leave without pay.

In March of 1933 the Commerce Department proudly announced a public demonstration of a new experimental radio station for making blind landings at EWR. Hal Snead and radioman Loukota flew in with a specially fitted Stearman biplane for the tests.

It was an advancement, but was far from replacing the state of the art as perfected by the TWA pilots. A smell from the oil refinery below told you that you were on an exact course, or for a 'precision approach' there was always the Weavers. Their home was located beneath the north east leg of the New Brunswick

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1933

By Ed Betts

range. Either Ted or Charlie Cain was always on duty in operations and in radio contact with the pilots. The pilot would fly out the range leg, Dot Weaver would listen with phone in hand and relay to the office when the plane was overhead. The position report was relayed to the pilot who would then make a procedure turn and let down to the field. It worked.

Before PIT cleaned up the air, smoke in the area was always a problem for the pilots, especially in the morning hours. When more than one plane was in the area, one would hover above and direct the others to the airport similar to today's radar vectors. The last plane? Well, he was on his own, although the glare from certain burning slag piles would be a good clue for orienting.

Getting into ICT and AMA with low fog type conditions was never a problem for 'Mo' Bowen. By lining up with certain landmarks above the fog, he would then throttle back for a gentle glide to the end of the runway. Out west, getting into the old TAT airport at Glendale during a stratus or overcast condition was again pilot ingenuity...by triangulation from certain mountain peaks above the overcast, you would locate your position just to the east of downtown Los Angeles, make a let down, and when below the clouds follow the Los Angeles River right to the airport (sometimes below the level of high rise buildings).

Although the mail pilots were their own dispatchers and set their own minimums, "cloud" flying with a passenger flight was pretty much limited to climbing above an overcast and cruising on top provided the intended airport was giving broken clouds or better and a 500 foot ceiling. The planes were getting in with less than these conditions and the pilots never knew that if they got caught, or were turned in, what the company's reaction would be...censored or praised. Fred Richardson had a couple of examples.

One was a zero zero landing at ICT with snow...the copilot had to look out the window and tell when the wheels were touching and then the tail was lowered. They had to follow the tracks of previous aircraft and the ship's compass to get to the terminal. No big problem except that later on, after arriving at MKC, the copilot,, a suspected company "stooge'', made a beeline to the chief pilot's office with his report.

Fortunately nothing came of it but a knowing smile between Fred and the supervisor.

The other occurred when Fred landed at PIT with a load of passengers that included Jack Frye. The weather to the east was in the three to five hundred foot overcast variety and local operations assumed that the flight was cancelled and were making preparations to transfer passengers to the train. This was all unknown to Fred as he was in the operations office studying the weather, when Frye came in and inquired about the situation.

Fred pointed to a bulletin on the wall signed by Larry Fritz.

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1933

By Ed Betts

"Any cloud flying would be subject to dismissal". Frye was mad as hell, tore the bulletin off the wall and said "This is no way to operate an airline", and that the pilots shouldn't have to work under such a restriction. It was no longer effective.

The passengers were quickly rounded up and the flight proceeded to EWR as scheduled, with all of the stops.

Upon arrival the station manager handed Fred a message from John Collings....he was relieved of duty and would deadhead home.

Once again, Jack Frye overruled, and the following day Fred flew his return trip (Dick Hanson was copilot), with his own release for instrument flying...a TWA first...and even made an approach into CMH with a 400 foot ceiling.

1933 - THE DC 1 The DC-1 first flew on July 1, 1933, nearly nine months after the contract was signed.

On December 1st it was officially delivered to TWA with ceremonies at the Glendale Airport, with Tommy Tomlinson handing Donald Douglas a check for $125,000.

TWA already knew that they had a 'winner' as the plane met, and exceeded, all of the specifications for performance. Jack Frye and Paul Richter flew the plane to MKC, a 1480 mile trip, averaging 205 miles per hour. For the production model, the DC-2, TWA was to get the next twenty airframes off the production line with deliveries starting the following April. Other airlines such as American, Eastern and Pan Am were already signing up for orders.

Upon arrival at MKC all of the company employees had a chance to view the new plane. It wasn't exactly awesome as TWA had seen a larger plane with the Fokker F-32, but it was a thing of beauty with its bright metal finish and huge 'Cyclone' enWhile the description to follow is for the DC-1, it gines. will also pretty much describe the DC-2, which was two feet longer and had seats for two more passengers (total 14).

The roomy cabin was decorated in a pale grey and blue motif, well insulated (and sound proofed) by a Kapok material. The seat backs would recline either direction affording a friendly chat or, if empty, extra space to stretch out in. Previous Transports had windows that would open for ventilation (and air sickness), the DC-1 had permanent shatter-proof windows.

Each seat had its own adjustable fresh air vent located in the hat rack above along with a reading light and call button. A wide aisle separated the two rows of seats, although flight crews were tutored on how to gracefully kneel over to talk to one passenger without sticking his butt into the face of one sitting opposite.

Listerine was recommended to insure an inoffensive breath.

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1933 - THE DC-1

By Ed Betts

Photo by Ed Betts DC-2 CABIN - THE LAST WORD IN LUXURY

The door to the cockpit was located on the left side, and later on the crew and cabin attendant had their name plates displayed for passenger view. In the rear was a small serving area, a coat rack and toilet. The latter was more of a holding tank (honey bucket) and, unlike the trains, could be used while in the station.

Numerous new features specified by TWA (some were employee suggestions) made it the maintenance department's dream. Engines were interchangeable, and relatively easy to install. A fully assembled engine (accessories, prop, etc.) could be installed in less than two hours. The assembled engine, when mounted on a trolley-like conveyor, could be pushed up to the nacelle frame and bolted by four engine mounts, then the various plumbing and rigging connected and the engine was ready to run. It would usually take a number of write-ups in the log book before maintenance would finally get the two throttles to line up evenly while in cruise.

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1933 - THE DC-1

By Ed Betts

There were some bugs with the new plane, some were known and others turned up much later. Tomlinson had the gear collapse twice after arriving at the ramp before Douglas installed a positive downlock.

The tailwheel assembly was weak and eventually had to be beefed up. There were some problems with the Hamilton adjustable propeller.

The cabin and cockpit heat system was a subject of complaint for the next two decades (including the DC-3, which was similar).

TWA wanted no part of a combustion type system for safety reasons.

Douglas came up with what seemed to be a simple and practical steam heat system.

Water was metered from a tank in the cockpit through tubes to a boiler located on the right engine exhaust stack.

Steam was generated and piped to a radiator located beneath the cockpit.

Ram air, which was also metered from the cockpit, passed through the radiator where it was heated and mixed with cool air and ducted to the cabin. A thermostat, located in the front cabin, selected the desired temperature.

Cockpit temperature was selected by two push-pull levers located near the pilot.

The steam in the radiator was condensed and returned to the boiler for another cycle.

The problem developed almost immediately when various lines, including the tubes in the boiler, would develop leaks or break, draining the limited water supply. The original engine collector ring, exhaust stack and boiler were all made of a new stainless steel material that developed cracks with temperature extremes.

Spot welding was ineffective until CMH mechanic Ralph Charles found the right combination of flux etc., that would usually hold.

Later on, TWA built their own system using an Inconell material, but even this was not the panacea.

Depending on the size of the crack, the water or steam would soon be depleted, and if not discovered in time the system would freeze.

The pilots would be the first to know, as the cockpit was poorly insulated.

Even with heat, it was not uncommon in cold weather to have large buildups of frost where the air didn't circulate.

Many pilots wore their "long johns", boots and gloves.

Water could be replenished from a reservoir, also located in the cockpit, through a series of valves that was sometimes complicated.

When the reservoir was depleted, and it was still cold, any liquid would do in the emergency, such as coffee, tea, milk, soup and yes...even that (if the cockpit door was closed). Since the system only worked in the air, it could be a very cold cabin on the ground, or on the final descent to land when the engines were throttled back.

For the pilots there were a number of features that would take some time and experience to get used to. The older planes had the engine and prop directly in front which was part of their horizon or reference, now it would take a glance at the rateof-climb indicator to determine level flight. The two landing TARPA TALES

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HOW WILL I EVER MANAGE ALL THOSE INSTRUMENTS?

THE DC-2 COCKPIT

PHOTO FURNISHED BY ED BETTS

1933 - THE DC-1

By Ed Betts

lights located in the nose were sometimes a hindrance when they reflected the bright glare of snow, fog, etc. The windshields leaked like the proverbial sieve, bringing about the standard in flight weather report: "Light rain outside, heavy rain inside".

"Dutch" Holloway designed his own weatherproof apron for such conditions.

Applying the brakes was different from the Fords. Instead of a large handle in the center of the cockpit, the pilot now had to use his left hand to pull a handle located on the left side of the instrument panel. Individual braking was made by pushing the rudder pedal in the desired direction of turn, and hope.

Several pilots had a problem with a faulty selector valve and found themselves doing a 360 0 turn the wrong direction on a taxi way. A long legged pilot had to be careful in his pedal adjustment or he might not get full response to the brakes.

The brake drum and shoes were exposed to the elements which would sometimes make them ineffective or grabby. The usual solution, according to Jim Heimer, was to wash them down with a fire extinguisher.

Since there was no accumulator to store pressure, there were no parking brakes. The wheels had to be chocked both front and back, as the brakes only worked in a forward direction...if the plane started to roll backward, look out!

TWA's fleet of Fords and mail planes all had a landing speed in the 60 to 65 miles per hour range. With the use of 'speed brakes' (wing flaps) the DC-2 had the same final speed except that now there was an extra three to six tons of dead weight to get stopped in the same small airports. The flaps and the gear were a hand pump operation by the copilot or an ACM, if on board.

It took twenty seven pumps to get the gear up...the standard order was to have it retracted "before we are over the fence".

With a cold hydraulic fluid or a faster than normal airspeed the pumping was more laborious. Three heavy duty shock cords (bungee) assisted with the retraction, but if one of them broke, forget it.

The Sperry Autopilot was a highly advertised feature and used to good advantage by Tomlinson with a number of his demonstration and record flights. However, the line pilots generally preferred to hand fly the plane as the autopilot was too sensitive and yawed the tail, which would make passengers sick. Besides, the copilot needed experience or the practice in steering.

The copilots side was designed more for paper work than for making an approach as there were no flight instruments. Pilots carried a large navkit, for in addition to the usual maps, flashlights, hand tools (and maybe a gun) etc., there were 22 various forms or vouchers required aboard every passenger flight and an additional five when mail was aboard. The copilot was a "Jack of all Trades", especially on through stops: assisting with the refueling, the loading of bags, mail, sacks of sand for ballast, and passengers (checking tickets, etc.), closing the cabin door, checking the seat belts and arriving in the cockpit before takeoff. Once the gear was pumped up, and with the pilot's permission, it was back to the cabin to tend the passengers if needed.

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PAGE 1 3

1933 - THE DC-1

By Ed Betts

The radios weren't much of an improvement, still full of static when needed the most. Position reports were made to the company every half an hour, although the exact location didn't seem to matter.

The monotony was sometimes broken with radio broadcasts giving a position relative to Blue Balls or Intercourse, Pennsylvania, or over 'Bessie', followed by a huge sigh. In later years a favorite was to report "proceeding up the right leg of Mercer (Mercer, Pennsylvania had a range and TWA had a hostess named Mercer).

The DC-1 was designed to operate most efficiently at high altitudes, cruising at 14,000 to 18,000 feet was not uncommon, particularly out west.

Oxygen was not standard equipment and was considered no problem except when trying to light a cigarette, although many a copilot or cabin attendant would collapse in their seat after walking about and one look at the altimeter would tell them why.

For the first two winters of operations (1933-1934), there was no anti-icing or de-icing equipment aboard...just avoid icing conditions.

Carburetor ice was always a threat, even in clear skies, and the only remedy was to lean the mixtures back until the engines backfired, pump the throttles and then enrichen again.

Ice on the propellers was also a problem and the usual procedure was to pump the throttles and shift the prop pitch.... some ice might break off, but not evenly, which would cause various degrees of vibration. The increased vibration would break off more ice, which would slam against the metal fuselage with a loud bang. Flying in these conditions could be very disconcerting to the passengers (and crew)....engines backfiring, severe vibrations and ice banging on the side.

So long as the basic shape of the airfoil wasn't changed, the DC-1 could carry a tremendous load of ice, probably better than any plane ever produced. The added weight was no problem, as Tomlinson and Bartles once had the plane overloaded by six tons for a record flight for a speed and weight category.

Checking out was of little problem for the pilots, it was just another "tail dragger", although they had a healthy respect for the plane's tendency to ground loop in a crosswind. An unlocked tailwheel invited the maneuver . After landing it was usually a two-man job to get the plane stopped as the pilot had his left hand on the brake lever, the right hand on the throttles and the copilot held the yoke. Compared to the DC-3, the main gear was stiff, which meant that if a three point landing wasn't near perfect, the plane was apt to gambol merrily down the runway and destroy the pilot's ego. The recommended landing was to fly it on with the tailwheel about six inches from the ground, and when on the ground, lower the tail. TWA couldn't afford much of a practice session for the pilots, just a few touch and goes was the usual qualification. Copilot checkout was a tour of the plane in the hangar.

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1933 - THE DC-1

By Ed Betts

After delivery, the DC-1 was used for about two months flying the night mail between Glendale and MKC. Tomlinson and Richter alternated as pilots, over one night and back the next, with some of the senior line pilots going along for the experience.

Maintenance supervisors Johnnie Guy and Ralph Ellinger rode along taking frequent notes of the aircraft and engine performBesides some limited pilot training the plane was used ance. for numerous demonstration flights about the country to acquaint the public with what TWA would soon be featuring on their schedules.

On February 9, 1934, Frye and Richter were piloting a series of publicity flights with the DC-1 in the Fresno area. Bob McCormick had arranged for a number of the city fathers and other VIP's to come along for a short ride. Bob went along on the last flight of the day, riding in the cockpit. An important message came on the company radio...President Roosevelt had announced that all mail contracts had been cancelled and, effective the 19th, the Army would carry the mail! There was a hurried deplaning of the passengers as the two executives made their way back to Glendale. * * * *

* * * * * *

From the Airlift Retired Pilots Newsletter: A good excuse is better than a job well done. * * * * * * * * * *

TRANSCONTINENTAL & WESTERN AIR, INC.

EXECUTIVE OFFICES—1801 GENERAL MOTORS BUILDING. 1775 BROADWAY, AT 57TH STREET, NEW YORK. N. Y. Member Air Tropic Conference GENERAL OFFICES—MUNICIPAL AIRPORT. KANSAS CITY. MISSOURI OFFICERS Richard W. Robbins. President.

D. M. Sheaffer . Chairman Executive Committee.

Col. Charles A. Lindbergh, Chairman of Technical Committee.

J. L Maddux, Vice President.

Jack Frye, Vice President-Operations.

T. B. Clement. Vice President—Traffic.

W. J. Barry, Secretary and Treasurer.

F. G. Wilson. Comptroller.

A. T. shares part of a couple of letters from Howard Hall, with Howard's permission.

Dear Friend: Just home from EPCOT. We had some company from Texas, and they wanted us to see it again and sorta show them around.

Now regarding that "Sonny Boy". It was Langley Field, Saturday night Post dance....the usual bootleg liquor parties.

It was definitely understood that all young, unmarried Second Lieutenants, when invited to an officer's home, should show.

The officer's wife had invited some of the local "belles". I showed. When they all attempted to get into the three cars, they were all very, very merry. Everyone was in a car except Hall. A large married lady demanded I sit in her lap, rather than she on mine. She sounded off "Climb upon my knee, Sonny Boy". Everyone thought it was very funny.

At the dance, the C. 0., an old hard of hearing colonel, bellowed back when I was introduced to him: "Who? Sonny Boy?" So many heard, I never lived it down and it followed me to the airlines.

The nickname cost me dearly.

I am sure I missed out on a couple or three promotions because of the name and my youthful look.

Even now, with my white head, many think it is just premature.

Now, you have it straight.

A co-pilot from some airline sent me "Flying the Line" from San Antonio, Texas.

Few realize how hard a "small few" battled to establish an airline profession. I bow my head low to that Dave Behnke and he cussed me out several times. So few realize what he did for those who were to follow, Even some of today's retired leaders do not know that Senator Wagner and La Guardia took Behncke by the hand and marched forward to Decision 83. I shall be forever grateful. I knew Dave at Langley Field. He was a First Lieutenant,...ugly, dirty talking, but a leader. He died of a broken heart. I know....I knew his family.

No, I can't say all old timers liked Dave Behncke. I didn't.

He was a leader and a fighter. You and I and many more are where we are because of Dave Behncke. Many wives and many children have what they have because of the long hours and the terrific fight of Dave Behncke for our profession. Even my darling wife can't understand my devotion....I do. I shall never forget!

You speak of Quesada...I was on special assignment, Army Air Corps, Washington, D. C., when Quesada was a Second Lieutenant,

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just like me. I was assigned to the White House. He was with the crew of an endurance flight - he and I tangled. Later, when he was assigned to General Eisenhower, he met my brotherin-law, Senator Gordon Abbott and my sister. He told them of our differences.

I did not "give", I kept my assigned staff car and crew.

I was the first Air Courier to a president, President Coolidge.

I flew his papers and mail to Sapelo Island, Georgia, during Christmas season, 1928. He was the guest of the president of the Hudson Motor Car company. Winter weather up and down the East Coast, no facilities, just a few grass fields, no radio.

Contact, R. R. and road navigation. You did it all. Liberty engine. Mechanic in rear seat. No heat. Live by your wits and the luck of the youthful.

Proud? I shall be very proud to wear my TARPA pin. * * * * * * * * * * * * *

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FIRST TRIP MEMORIES

Dean "Buck" Buchanan wrote of his first flight for our personal Experiences section, but didn't get around to mailing it before his death.

We are grateful to Mrs. Buchanan for sending it to us. * * * * * * * * * * * * * I well remember my first flight as an assigned crew member of TWA. Although I had had a couple of familiarization trips as ACM with George Brill, Charles Kratovil and Dave DeBlasio, 1st-lowed up two hours early for my first flight - MKC-ABQ with A. R. (Dick) Schmidt. It was a military relocation flight in a loaner C-47 from the Air Force. I introduced myself to Dick and advised him it was my first flight; and he told me it was his first flight in a C-47 and he didn't know . anything about Air Force radios.

Being only six weeks a civilian and having had a few hours in a C--47, I assured Dick if he could fly the airplane, I could handle the radio. So it went, successfully obviously but w hat was to have been a two-day trip stretched to five because MKC was socked in with fog - we did get back as far as Wichita, only to have to return to ABQ. Dick also gave me my first airline landing on that trip, for which I remain grateful; great confidence builder, I enjoyed that trip, although Kate, my bride of three months, wasn't too sure about this airline business.

But the marriage, career and the airline all survived, so I reckon it has all been worthwhile, and I'm happy to be around to recall all of it. * * * * * * * * * * * * * From JOHN. T. HAPPY comes the following first flight information: My first trip on the line was from LGA to CVG on DC-3 N-51831, Flight 715. I flew with Lee Berlette, Captain. Can't remember too much, but I think I got in Lee's way.

My most unusual flight was on a trip from JFK to FCO on February 1, 1971, B-747, Flight 840.

The Captain was Bob Norris, Flight Engineer was Bill Zimmerman, and we had received the usual approach to Rome over Elba at 39,000 feet, and number one for runway 16 R. Bob just eased the levers back to idle and down we came.

We had just started to slow to approach speed and we were cleared to 2500 and 200 knots. Bob still had not had to touch the levers.

When he started to add power, the levers WOULD NOT MOVE - NONE OF THEM! I saw his knuckles getting white and asked him, "Whatsa matta?" Now we are really getting slow ( and low) and the ole airfield is waaaaay up yonder.

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We could all picture this large pile of aluminium on Fragini Beach, where I'm sure our 383, or whatever, customers did not necessarily want to spend the day, or longer, on the sand or surf.

At this point, all three of us were shoving on the levers.

Someone, I think Bill or Bob, said "Let's try one at a time".

Good thinking, I thought, so after starting with number one, and trying them all, we ended up with number one and two ..... never did get number three or four out of idle, and went on with a normal two engine landing. This, of course, confirmed Murphy's Law (Does Bill know about this law?) was still out there - when you least expect it, naturally.

Postscript: Love retirement, miss the flying, miss all the troops, but then as every one knows, I retired at 18 and now I gotta go to work. See you in Las Vegas. * * * * * * * * * * * * * WILLIAM M, AMBROSE's first trip on the line was from Camden, N. J., to Columbus, Ohio on April 25, 1935, with Captain Al Litzenberger.

He writes: "On April 24, 1935, I received a telegram from TWA advising me to use that telegram as authorization for transportation to K. C .

I proceeded to Camden, N.J. the nearest TWA station to Langley Field, Virginia. Upon arrival I was advised that a Ford Tri-Motor was enroute and since they were short of pilots that I was to be copilot to Columbus, Ohio on that Ford Tri-Motor. That was the happiest day of my aviation career!"

His most interesting flight was on a trip from ABQ to MKC, the date of which has been forgotten. "As I boarded Flight 8 at ABQ as Captain at three A.M., an arm stretched out and the passenger asked how the weather was ahead. I told him it was CAVU as far as K. C .

However, over Canadian, Texas, the K. C . dispatcher notified me that all passengers to New York were to be trained to Chicago and N, Y. I returned to the passenger, who was Howard Hughes, and told him the weather east of Kansas City was zero-zero to New York. He was quite upset and demanded that I contact Jack Frye. I advised him that it was impossible at the hour of 4:30 A.M. to contact him.

"Upon landing at K. C . I proceeded with Howard to the Dispatch Office.

As we opened the door to the hangar, he stopped and was aghast at the beautiful sight of shiny DC-3's with chromium oil pans under the engines and the overhead lights reflecting onto the light gray mirror-like floors.

"I said, 'Howard, that sign over the windows says the Lindbergh Line.

It should read the Hughes Line'. He smiled, (which was very rare) and said 'That's a good idea. Who owns it now?' I told him the Hertz car rental brothers owned control.

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"The dispatcher then advised that he was unable to contact Mr. Frye.

I then remarked to Howard that the only way he could get to N.Y. by mid afternoon was to either buy, lease or charter the plane, and as tired as I was, I would go along as copilot, since I believed the "wx" would lift before noon.

"Howard then asked where the head was. I proceeded down the hall and as I exited, the Chief Pilot from across the way reprimanded me for using the 'Executive Mens Room'. I told him that I had a V.I.P. who wanted to use it, whereupon Captain Otis Bryan dashed in and came out with Howard. This was a relief to me and I said 'So long, Howard'. I then left for my home and as I crossed the bridge, a speeding car almost struck me. It was Jack Frye.

I later learned that Otis and he flew Howard to N.Y. and Howard bought the airline." * * * * * * * * * * * * * DON J. QUINLIVAN writes: "My first trip on the line was from Washington, D. C., to ACCRA, West Africa. I was Captain Stan Stanton's copilot.

I can only recall 'Digger' Davis, radio operator.

Our Boeing Stratoliner Flight Engineer was, I believe, Frank Parent.

"We stopped at Miami, Trinidad, Belem, Natal, Ascension Island and ACCRA. I will always be grateful to Stan for all the help he gave me on this flight. I remember at Belem, in the tropics, seeing a snow plow parked at the airport .

I wondered at the time, thinking that the Air Force had goofed. However, at a later date, when I was flying in the Arctic, I asked the commanding officer why they had a building full of tropical equipment at a field in the Arctic. He explained to me that they would load a liberty ship with what would be needed either in the Arctic or the tropics, then they could divert the ship to wherever it was needed.

"My most unusual flight was on a trip from LAX to CHI. I was flying a Convair 880, December 7, 1961. We were shooting for a record on this flight. Air traffic control gave us any altitude or route that we requested. It was very exciting following the Jet Stream.

We lucked out and made Chicago in two hours and forty three minutes. I even lucked out and made a passable landing.

We arrived so far ahead of schedule that we had to wait thirty minutes for a gate assignment!" * * * * * * * * * * * * * WILLIAM F. (BILL) QUINN remembers his first trip on the line from LGA-GANDER-EINN-PARIS in April, 1948, flying with Check Navigator Frank (Sonny) Harland.

About that first flight he writes: "Gander-Shannon - after instruction at Kansas City

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under Larry Guernon, (of landing in Siberia, when flying with Seaboard during Vietnam war fame), Harland checked me out, As I remember the highlight for me was when I shot a noon (zenith sun) fix for Sonny (a la sea navigation).

Top speed of a DC-4 was 150 knots T.A.S. approximate in those days, and the noon fix was possible, Bill adds: "The most interesting, unusual or exciting flights were on trips from JFK to EINN in 1959 or 1960, Flying at 17,000' approximately in the old Connie. Approach"1 ing weather ship ITEM with Captain Jim Philbin, Talking to the Flight Engineer Gordie Bishop - long discussion between fix and pomar.

Gordie told me how much he didn't like alternate "A" for carburetor ice.

Went back to my table, all four engines quit, Philbin comes flying out of top bunk, lands on my desk, Gordie shouts "Going on alternate 'A', We ,lose 4-6000 feet.

Very quiet!

Engines sputter and all start up again, No ditching.

"2_ February 5.

Leave Shannon to Gander, 8000', DC-4. Going by ship ITEM doing 88 knots G.S. Captain Tex Manning: 'Let's turn around, Bill', Took us four hours to go 405 miles and one hour and forty minutes to return to EINN, Dispatcher in EINN says 'Should have kept going'.

Tex said 'B.S,' Went down to Azores, up to Gander and down to New York, (Thirty six hours flying time_ Good old days?)

"3. EINN-JFK - with Captain Bob Guss (R.I.P.) Cargo flight.

The Flight Engineers and copilots who were on board know what went on between EINN and Gander. I can't reveal the secret at this writing.

"Note: Flew for World Airways 1960 - October 1969. Charters and Vietnam and all over Pacific, Europe, and even south America once.

1970 to present, body and hoist equipment salesman in Sacramento, California." * * * * * * * * * * * * * MILLER'S LAW: step in it.

You can't tell how deep a puddle is until you * * * * * * * * * * * * *

CONWAY'S LAW: In any organization there will always be one person who knows what is going on. This person must be fired. * * * * * * * * * * * * *

TARPA TALES

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Page 36-The Daily Advance, Elizabeth City, N.C., Sunday, February 17, 1985

Mule contributes to election loss EDITOR'S NOTE: This story was sent to me by a Hertford resident. There have been different versions floating around for several years, some of them printed in folk tale collections. I'm just printing the tale as told. The absolute veracity of the story cannot be vouched for. It is an explanation of how the sheriff of Chowan County, thought to be a shooin for reelection lost the campaign.

TARPA TALES

One fine Carolina evening a Mrs. George Wood, now deceased, called a Dr. Marvin Satterfield, a veterinarian in Edenton, from her home in Chowan County. It was about her mule, Horace. She was upset and said: "Doctor, Horace is sick and I wish you would come out and take a look at him."

The sun was setting but there was still plenty of daylight to see by. After asking a few questions and hearing the answers, Dr. Satterfield said: "Oh, Fannie Lamb, it's after six o'clock and I'm eating supper. Give him a dose of mineral oil and if he isn't alright in the morning, 'phone' me and I'll come and take a look at your mule."

She wanted to know how to give the mule the mineral oil and the doctor said it should be through a funnel.

Mrs. Wood protested that the mule might bite her and Dr. Satterfield, a bit exasperated, said: "You're a farm woman and you know about these things, Fannie Lamb. Give it to him in the other end."

Fannie Lamb went down to the barn and there stood Horace, moaning and groaning and banging his head. He certainly looked sick.

She searched for a funnel but the nearest thing she could find was her Uncle Bill's fox hunting horn hanging on the wall of the barn. This was a beautiful gold plated instrument with silver tassels.

She took the horn and nervously affixed it properly. Horace paid no attention and she was encouraged.

Then she reached up on the shelf where the medicines for the farm animals were kept. Instead of picking up the mineral oil, however, she grabbed a bottle of turpentine instead, and she poured a liberal dose of it into the horn.

Horace raised his head with a sudden jerk and stood dead still at attention for maybe three seconds. then he let out a squeal that could be heard a mile down the road. He reared up on his hind legs, brought his front legs down, knocked out one side of the barn, cleared a five foot

fence and started down the road at a mad gallop. Since Horace was in pain, every few jumps he made the horn would blow.

All the hound dogs in the neighborhood knew when that horn was blowing, it meant Uncle Bill was going fox hunting. So out on the road they went, following close behind Horace the Mule.

People who witnessed that chase said it was an unforgettable sight.

First, Horace, running at top speed and the horn in a most unusual position, the mellow notes issuing therefrom, the silver tassels waving, and the dogs barking joyously.

They passed the home of Old Man Harvey Hogan, who was sitting on his front porch. It was said that Mr. Hogan had not drawn a sober breath in 15 years. "He gazed in fascinated amazement at the sight which unfolded itself before his eyes. He couldn't believe what he was seeing.

Incidentally, Old Man Harvey Hogan is said now to be head man for Alcoholics Anonymous in the Albemarle.

By this time it was good and obvious Horace and the dogs were coming over the Inland waterway.

The bridge tender heard the horn blowing frantically and figured that a fast boat was approaching. He hurriedly went up and cranked up the bridge. Horace went kerplunk into the water and unfortunately, drowned. The pack of dogs also went into the water but they all swam out without much difficulty.

What makes the story doubly interesting is that the bridge tender was also sheriff of Chowan County and was running for reelection at the time. However, he managed to get only seven votes and these were from kinfolks.

Those who took trouble to analyze the election votes said the people there figured that any man who didn't know the difference between a mule with a horn up his caboose and a boat coming down the Inland Waterway wasn't fit to hold any public office in the county.

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THE TARPA

GRAPEVINE MAY 1985 LARRY TRIMBLE'S excellent article in the March TARPA TOPICS, telling the story of the famous "African ETT-12", a "reincarnated" TWA C-47 engine carrier, is well worth reading - and even re-reading. It's an authentic piece of aviation history, running for several years and recalled by the most logical author, the man who was in the middle of the action. We would hope to see similar first-hand stories in future issues of TARPA TOPICS. Our appreciation for a tale well-told by Larry Trimble. * * * * * * * * * * * * The Trimble story brought a response from ELMO JONES in Pittsboro, N. C,: "I thoroughly enjoy the TARPA TOPICS and the memories it stirs up. The article about ETT-12 sent me to my old log book. I flew copilot on ETT-12 from Cairo to Alexandria and return on February 16, 1951, My next entry shows a transition flight at Cairo, with 15 landings, on November 30, 1951.

Again on March 25, 1952, I shot eight landings and had an instrument check the following day. It seems I was always qualifying but never going any place, Finally, I was placed on temporary assignment in Paris, June 11 to 23, 1952. I flew co-pilot on ETT-12 during that period, making trips to Rome, Madrid, Shannon and Lon. don, and the only time I have ever been to Amstersdam "I extend my thanks to you gentlemen who work so hard to make TARPA the success that it is." * * * * * * * * * * * * CHARLES (CHUCK) HOESEL, after occupying No, 1 position on several recent annual TWA Pilot Seniority lists, has finally decided to give numeral in favor of retireup that coveted His career with TWA began in July, 1940. ment.

He occupied the Captain's chair for forty years and switched to the Flight Engineer position to finish his 44 year tenure. Congratulations, Chuck! * * * * * * * * * * * *

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New Members: George T. Anton Joseph W. Carroll Robert G. Cooper Donald M. Donahue John J. Fahey Delbert W. Jackson Lewis C. Jordan Robert H. Middlekauff Albert J. Mundo Honorary:

Charles F. Peterson Hoss F. Pollard James C. Porter Rowland P. Powell William F. Quinn Joe G. Schulte Homer Schulz Eugene Schumacher Ralph M. Seidenspinner

Donovan Siebenaler Robert D. Smith Frank M. Sturges William H. Towner Robert J. Volin Fred W. Wells Vernal G. White Neil Whitehurst John L. Wilmet

Kate Buchanan, Barbara Smith, Helen Stahlberg. * * * * * * * * * * * *

From the March 18, 1985, K. C. TIMES' "Remember When?" column: "40 Years Ago - March 18, 1945 - CAPTAIN DIXIE KIEFER, former Commander of the Olathe Naval Air Station, was severely wounded in a recent engagement in Eastern Asiatic waters". Is there a story behind that unfortunate incident, Dixie? * * * * * * * * * * * * RUDY TRUESDALE, in a note to A. T., reports a change of address from Cassel, CA. to Eureka, CA., and adds this: "Sold ranch, sold cattle, now RETIRED. Cataract surgery and have lens implanted in posterior chamber of right eye. It is wonderful.

Next morning CAPTAIN HARRY CAMPBELL bought our brunch. Still fly my Mooney". Rudy's note confirms that the lens implantation, if you are reliably advised to have it, is the thing to do.

We have friends in their 80's who have had the implant they no longer wear glasses - and swear they don't need them! * * * * * * * * * * * * In that same vein, a very poignant letter has reached us from a friend of many years, ROBERT C. (BOB) FIREBAUGH, who lives in Woodland Hills, California.

Bob says, "Many of us will suffer diabetes soon. You may catch it early - have a good doctor; balance your blood sugar with insulin and continue a near-normal life.

"Or you may be treated by many 'Doctors'; stay in several hospitals (including Scripps); lose 45 pounds; have severe neuropathy and malnutrition; and be bedfast for a year or two. It is constantly and exceedingly painful. I want my friends to beware of this disease."

Bob has had the experience and speaks from the heart. * * * * * * * * * * * * THE GRAPEVINE

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ED BETTS, HOWARD HANSEN, and CLAYTON GRAVES SENIORS ROUND UP WICKENBURG, ARIZONA September, 1984

MOE HANSEN, on February 10, had the misfortune to slip on his ice-covered, sloping driveway at Lake Quivera while picking up the morning newspaper.

The unhappy result was a fractured ankle and torn ligaments and tendons in the foot. He spent several weeks on crutches and in a wheel chair. He is now back in circulation and says he's ready to play golf again. * * * * * * * * * * * * A. T. has sent along to us a copy of the recently completed membership application from CHARLES W. MAYNARD, Vero Beach, Florida. Under "comments" we read: "TWA leave to RAF Ferry Command, Canada, 1941 to 1942. Rejoined TWA, July 1942, on Trans-Atlantic ops as Captain and Check Pilot. 315 Atlantic crossings with TWA as Captain, 1942 to 1951. Manager of U.C.C. Aviation Department in New York, 1952 to 1976."

Captain Maynard (S.A.T.R. #23330) will have forgotten a trip we had together in March, 1945, prior to my final Captain upgrading check-ride. But I remember it very clearly. It was not a preliminary "official check-ride", but this generous and conscientious gentleman gave away every takeoff, every approach,

THE GRAPEVINE

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and every landing, regardless of weather on a six-leg roundtrip from Washington to Prestwick, Scotland, by way of Stephenville, Newfoundland, and Meeks Field, Iceland.

He was a great instructor and confidence-builder.

It gave us a real kick to see him joining (or re-joining) the ranks of TWA and TARPA 41 years later! Welcome back, Charlie! You are well-remembered by many of us. * * * * * * * * * * * * In a business note to A. T., TOM ASHWOOD (now with ALPA in Washington) closed by saying, "I still remember our trip to Shannon together - a -h - those were the good old days". (Ah, yes!

Could it be because we were all younger then?) * * * * * * * * * * * * JOE IMESON passed the "magic 75" on March 31 and is now a full-fledged EAGLE. Joe is still battling a serious health problem, but makes a good case for maintaining a positive attitude in spite of rough going. * * * * * * * * * * * * HOWARD JESPERSON sends in his dues check and says "still flying - and for another year at least". * * * * * * * * * * * * GEORGE DUVALL says he enjoyed the TOPICS article about the former TWA Ford Tri-motor on floats (December, 1984). "It brought back fond memories of the days when I was flying seaplanes before I joined the airlines. TWA offered the plane for sale after they decided not to use it between Boston and New York.

As I recall, the price was $10,000. I had visions of using it as a seaplane airline between my hometown of Davenport, Iowa, and St. Louis. I had intended to make several stops along the way and make two round-trips a day. The only problem was the $10,000, which was like a fortune in those days.

I was trying to raise that much when United offered me a temporary job for the summer of 1936 as co-pilot, and the end result was that I stayed with them for two years and then went to TWA, which I never regretted. Hope to see many of you at the convention." * * * * * * * * * * * * A correction of the new-member list in our March issue: the name of EUGENE GIFFORD was erroneously shown as Eugene Clifford.

Our apologies to Gene. (My apologies, too. That was a typo! Vi) * * * * * * * * * * * * THE GRAPEVINE

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ORSON RAU, in a thank-you response to A. T. for his help in providing information on an insurance matter, ended with this "Thanks, A. T., for the great Secretary job you are comment: doing for TARPA. It is appreciated". Everyone seems to agree with Orson that "A. T . does it best". * * * * * * * * * * * * G. W. LAMBERT, from Green Valley, Arizona, in a note to A. T ., has forced us to confess that we sometimes don't read very Gordon says, "When reading well, especially when it's Spanish. the current TARPA TOPICS (March 1) I noticed that Caballeros When I saw the word I became suspicious was spelled Cabelleros. of the spelling so looked it up in my Spanish dictionary. The word is not listed as per the second spelling as above. The only word similar was Cabello - means fine noodles, cotton Caballero was listed - it means gentleman, knight, noblecandy. man. Having lived in Mexico for twelve years, I am sensitive to spelling errors in Spanish words and terrible pronunciation of same. When we pass through Wickenburg on our way to the convention I will drive by the hotel to see how the name is It would be terrible if the wrong spelling is used. spelled.

I cringe when listening to the local T V announcers say a Spanish word. The language is so beautiful; looks like they would have more pride in their work. Hope to see you at the convention".

Gordon, you have caught us with no plausible alibi for having misspelled "Caballeros" over and over for years, without ever seeing that it should be "a" and nor "e". We'll remember in the future that the second syllable is a "ball" and not a "bell".

(As we say in Norwegian, "Uff da!". It means "Aw, shucks!)

Gracias, Senor Lambert. * * * * * * * * * * * * RALPH SEIDENSPINNER writes to A. T . for TARPA membership information and says, "The time has come in my young life when it occurs to me that my career is winding down. Please send me some info re TARPA. Hope this finds you happy, healthy and still giving them hell". A. T. responded with the info - and at the same time invited Ralph to the convention and to "stop by if you are driving up from St. Petersburg or boating up we live right on the Inland Waterway (N.C.)".

A. T. didn't mention it, but his city of Belhaven is not far from the area where thousands of acres of timber were burned off recently in an accidental fire. Our paper said it was started by a military unit on maneuvers. * * * * * * * * * * * * THE GRAPEVINE

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HAROLD NEUMANN and "IKE".

Inverted Speed Record".

On the cowling it says: "Holder

* * * * * * * * * * * * BARBARA SMITH. widow of recently-deceased CAPTAIN FRANCIS A. SMITH, acknowledged TARPA's donation in his name to the TWA Pilots' Retirement Foundation, with the following comments written to A. T. Humbles: "I am writing to thank you for your sympathy and kind words about Frank. He was a wonderful husband and friend for 37 years and even though this was a merciful death, it is still a shock. I am most grateful for the honorary TARPA membership card and I thank all the membership for the donation to the Retirement Foundation.

You have been most kind". * * * * * * * * * * * * From information provided by PAUL MCCARTY, we report with regret that JOHN SOULD'S wife, LEE, passed away March 13. She finally succumbed to a recurrence of cancer which had been in remission for several years.

According to Paul's report, she was 70 and continued active to the very end. As she had requested, her burial was next to her mother in North Middletown, Kentucky, her childhood home.

John and Lee had participated in the Wickenburg meeting in November and were planning to make it to this year's TARPA convention.

Paul says that John plans to be there. * * * * * * * * * * * * THE GRAPEVINE PAGE 6

You may have seen it in a recent SKYLINER, but we'll repeat the poem here for anyone who may have missed it. WILLIE MILLER's young niece has written about her "Uncle Willie". As many others have observed for years, he does have "twinkling eyes".

"UNCLE WILLIE"

By Jenny Lynne Snyder 12 years old Willie Miller is his name A TWA pilot is his claim to fame.

I hear tell he was the best And did his job with skill and zest.

The world he traveled from near to far, How satisfied his passengers were.

His love of flying has lasted through All years of changes and progress, too.

As time goes by, his job does change, From flying into selling planes To those who are the new tycoons Of today's business and financial boon.

"Uncle Willie", as I know him best is heads and tails above the rest.

He talks real tough and you think he's strick, But his twinkling eyes give him away so quick.

This man is special and it's plain to see How much he means to my family and me. * * * * * * * * * * * * KARL RUPPENTHAL, still domiciled way up there in Vancouver, B. C., will be surprised to hear that we saw his handsome countenance on our TV screen here in Overland Park on an evening in March. Karl was participating in an intellectual discussion with several fellow professors. * * * * * * * * * * * * We received recently a short letter signed '"Anonymous ".

It was postmarked "Summerland, CA". Does anybody out there know a guy named "Anonymous"? Or a place called "Summerland"?

Our own research indicates that neither one exists. * * * * * * * * * * * * And another sad note, this one from HANK GASTRICH in El Cajon, California: "Last Tuesday (February 19), my wife Mary Lee of 38 years, passed away. She dies less than 14 months after having her back pain diagnosed as bone marrow cancer (multiple THE GRAPEVINE

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myeloma).

In accordance with her wishes, she was cremated and her ashes dropped where she had expressed a desire to be.

"Friday I took off in a Piper Sarasota with Mary Lee and my five children.

We flew first to the ocean and then to the mountains.

I tried as hard as possible to make it a very smooth flight and I think I succeeded....even on the landing when Mary Lee was no longer on board. The kids know where we were, so when I go I can look forward to being with her again".

Hank added that he intends to attend the TARPA meeting in Las Vegas. * * * * * * * * * * * * Well, friends, this Ole's last GRAPEVINE. The first edition - a meager two pages - was put together in December, 1980, shortly after V.P. DAVE RICHWINE had moved up to the President's job following the resignation of TARPA's first President, JOHN FERGUSON, due to illness.

AL CLAY was selected by Dave to become Editor of TARPA TOPICS at that time, and it can be said that he has succeeded beyond all expectations in making the publication a solid part of the total TARPA effort.

TARPA's rapid growth from about 80 founding members in the summer of 1979 to 1985's membership of 1241 is proof of ROY VAN ETTEN's theory that the formation of such an organization

by TWA's retired flight crew members was overdue. A firm base has been established.

Given the same kind of strong leadership it has enjoyed in its first six years, TARPA will be around for a long time.

For my own part, other business and personal activities demand more and more of my time, and I feel this is an appropriate time to turn THE GRAPEVINE over to another volunteer. I appreciate the many kind notes and letters that have come in over the last four years and the cooperation and the contributions of material that you have provided to make THE GRAPEVINE possible.

A. T. Humbles and Dean Phillips have shared their correspondence and helped to flesh out the final product. Without their help, THE GRAPEVINE would be pretty scrawny. I hope this kind of sharing will always prevail to keep THE GRAPEVINE healthy.

And I want to commend Vi Richwine for her part in typing the final copy, which you eventually receive in magazine form.

The job's a big one: the pay is very low. She always gets it done before the deadline.

See you in Las Vegas! * * * * * * * * * * * * THE GRAPEVINE

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THE TARPA

GRAPEVINE NOTICE TO ALL MEMBERS

Ole's GRAPEVINE has been a mainstay and vital part of TARPA TOPICS from the beginning, being the primary source of things we want to know about each other. As his message in this issue indicates, he will no longer be able to provide this service for us. To date, no one has volunteered to take over this most important task and if they do not, this section will be blank.

Surely there are some members both capable and willing to perpetuate the good work Ole has established for our organization. If you are willing to take on this feature, please contact Editor AL CLAY as soon as possible.

O. R. OLSON 10210 Mission Rd. Overland Park, KS 66206 913-642-2778

SECRETARY'S CORNER Have some last minute news.

Stan Budris, 3210 Riverland Rd. Fort Lauderdale, FL 33312 20April85 - Dear A. T., Thought you might be interested to read this account from our local paper" The Fort Lauderdale News/Sentinel". Didn't know Ray lived in the area until I happened to read of the rescue mentioned in the enclosed clipping.

Just to bring you up to date on my life here in Fort Lauderdale. Helen and I made the move from N.J. last part of Sept., 1980, just prior to retirement. Our home, situated on 2 lots about 6 miles inland from the ocean, has a deep water canal leading to the New River which finally flows into the Intra-Coastal Waterway. We have a 32 foot sail boat, diesel powered, parked in our back yard.

Remember how fond I was of all kinds of fruits that I grew on my homestead in N.J.? Well, it's no different now. Only the variety has changed. Now we indulge in oranges, grapefruit, bananas, coconuts , lemons, figs and whatever we can harvest from our small (15' X 28') - garden mostly during the cooler months. Retirement has been anything but boring for me. There's an endless number of activities to keep me busy for the rest of my days. Helen and I belong to the Fort Lauderdale Orchard Society ( of which I am a member of the Board of Directors) and the Rare Fruit and Vegetable Council of Broward County. In addition, I am the treasurer of our local civic association. When you consider the number of hours needed to keep a boat in good condition plus the time involved in keeping everything else in good order plus outside activities, it is easy to see how one's day comes to a swift conclusion. Wonder how I ever survived all this while driving along the skyways.

Golly, never thought I'd get so long winded. Anyhow, I always enjoy reading TARPA TOPICS and hope to hear about some of my old buddies from Newark like Mof Moffett and Hank Gastrich, a couple of real "down to earth" guys.

Keep up the good work.

Stan Budris

Eugene S. Miller, 354 2 Royal Tern Circle Boynton Beach, FL 33436 Dear A. T . - Enclosed you will find a self explanatory note on Ray McQuade that I hope TARPA would relay in the next edition. I'm sure all of Ray's old friends would be interested. Thanks.

Gene Miller (Excerpts from article) Captain, six passengers rescued after boat sinks. The 42 foot cruiser, Peter Lou II, burned and sank Friday morning off the coast of Boca Raton carrying with it the possessions of all on board.---It was the smoke that attracted Raymond McQuade, a retired airline pilot from Pompano Beach, who was fishing for dolphin in the area and went to the passengers' rescue just after 9 a.m. Trouble began when one of the engines quit while the craft was about 12 miles east of Boca Raton. Hamel tried to shut off the second engine but it kept running. Then smoke began pouring from it and the control console. They radioed the U.S. Coast Guard with a distress but it went unanswered. They apparently made it off the craft just in time as it burned and sank.

The group drifted for 20 minutes before being rescued by McQuade and four friends, who were aboard the Flying Fisherman. McQuade delivered the group to the LightHouse Point Marina just before noon.

We were about a mile and a half away when we saw smoke billowing up, McQuad said , as he docked the boat. They were already in the raft and everybody was safe.

"I'm not a hero", he said. "I was just doing what anyone else would have done".

Yes, you are. Yes, you are chanted those he rescued. "Thank you", Hamel said.

Richard Rusak, a spokesman for the Coast Guard, said a cutter arrived on the scene about 10:30 a.m. but failed to put out the fire. "The boat burned and sank", he said.

Hamel had the unpleasant task of informing his brother that the Peter [Lou, valued at $200,000, was no more. I called him in Montreal. "He's insured", Jacques Hamel said later in the day. "He was just glad no one was hurt".

DUES

DUES

DUES

DUES

There are still a few who have not paid their 1985 dues of twenty dollars. If you are one of these please get it in to Dean Phillips, our treasurer, whose address is 7218 Onda Circle, Tucson, AZ 85715. Pursuant to TARPA policy anyone in arrears of dues past six months will be dropped from the mailing list so this would be your last issue!

I still have not located Stan Jacques nor Fred Richardson. Won't someone help?

Please use the application form in this issue to enroll someone. You must know a friend that is eligible and hasn't joined.

We have about 1260 members at the present time and slowly growing.

Your humble secretary,