1985.09.TARPA_TOPICS

PRESIDENT'S MESSAGE CONVENTION NEWS AND PICTURES MIDDLE. EASTERN AIRLINE BEGINNINGS ED BETTS ON THE HOWARD DGA'S TRAP FLAP (SKEET) THE GRAPEVINE 410 HARBOR VIEW LANE • LARGO, FL 33540 Editor: A. J. (AI) Clay, Jr.

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA SEPTEMBER 1985

Grapevine Editor: R. M. (Dick) Gullian

Officers and Directors of the Association R. G. Derickson, President C. Ritchie Beighlie, First Vice President J. S. McCombs, Secretary Robert H. Gwin, Treasurer

D. W. Richwine, Vice President, East W. S. Cooper, Vice President, Central W. H. Johnson, Vice President, West George A. Hinton, Director R. S. Hamilton, Director

J. B. Weiss, Director K. L. Palmer, Director Wayne L. Haggard, Director Jessee Flagler, Director

Photo by Mel Ostenberg Clayton Graves on the left and Bryce Hunt with their beautifully restored DGA-15 Monocoupe , photographed at Wickenburg

THE HOWARD DGAs 1985 Award of Merit winner Ben O. Howard was best known to the public for his speedy racers and his airshow work. He was also a great designer and tester of safe, efficient aircraft for other uses. This photo shows Clayton Graves and Bryce Hunt with their two DGA-15s, which are described by Ed Bettes in his article about Ben Howard in this issue.

PRESIDENT'S MESSAGE

We had a large turnout in Vegas last June and our convention was once again a great success. The credit for our success goes to a lot of dedicated people - first to Lyle Bobzin for making arrangements at the plush DESERT INN COUNTRY CLUB and SPA and then to Lyle Spencer who took charge (as Bobzin was in F/E school at that time) and with the assistance of Dick Ruble, Katie Buchanan, and many other helpers and workers made the 1985 Convention and/or Reunion one of the best we have had.

The Board of Directors voted 12-0 by mail ballot, as outlined in Article V, Section II of TARPA By-Laws, in favor of purchasing a computer capable for the use of the Secretary in conjunction with the people handling the directory and treasurer positions.

Joe McCombs has reached V2 in the computer and soft-ware program, a program that many TARPA representatives have expressed to be long overdue.

Lyle Spencer and Charley Strickler have agreed to do an in depth study for the purpose of streamlining our By-Laws and Policies.

If any TARPA members have any suggestions for the proposed changes, please advise them ASAP. We are enclosing a copy of the resolution on the lump sum issue which was passed at the TARPA Board of Directors meeting in Las Vegas on June 3, 1985. This resolution was presented the next day (June 4) at the membership business meeting where it was passed unanimously. Also enclosed is a self explanatory letter on the same subject to Attorney Asher Schwartz.

Bob Sherman has been advised by Harry Hoglander that on July 24, 1985, the TWA MEC passed a resolution appointing him Chairman of the TWA MEC retired pilots committee to replace Roy Van Etten who resigned.

In this position he will also fulfill the post of observer at the meetings of the investment committee, and in addition to the duties outlined above, Sherman will serve with Dave Richwine and me on the lump sum AD HOC committee.

The 1986 convention will be held in St. Louis on May 27-30 at the Adams Mark Hotel. Sam Luckey is the 1986 Convention Chairman. The Board of Directors voted unanimously on June 3 in Las Vegas to hold the 1987 convention in Anaheim. Phil Hollar is the 1987 Chairman. Lou Cook, TARPA's permanent Convention Site Chairman, is presently working on a 1988 site for Board of Director approval.

Sincerely,

Russell G. Derickson TARPA TOPICS

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WHEREAS:

The TWA MEC has declared its intentions to negotiate a lump sum settlement option as well as certain other changes to the TWA Pilots Variable Trust Annuity, and

WHEREAS:

The MEC does not intend to make the lump sum option available to those Plan members already retired, and

WHEREAS:

ALPA's legal representatives have made it clear that ALPA is not required and does not intend to represent the retired members in this matter, and

WHEREAS:

Retired B Plan members have a collective equity of approximately $180,000,000.00 in the Plan, giving them certain implied, if not legal, rights and interest in any changes made in it, and

WHEREAS:

A number of Airline Pilot variable trust annuities have already been terminated, separated and/or replaced, necessitating a redistribution of plan assets,

BE IT THEREFORE RESOLVED: That TARPA representatives be authorized and directed to continue to study the ramifications and monitor the progress of the proposed alterations in the TWA Pilots Variable Trust Annuity Plan and make every effort to insure that the retired members suffer no adverse effects from such changes and that they are afforded the same opportunities as working Plan members, including lump sum option, and BE IT FURTHER RESOLVED: That cognizant TARPA officers be authorized to spend funds from the Association treasury for necessary research and legal advice in connection with this matter, provided that such spending is done within the limitations set forth in Article IV, Section 7 of the Association By-Laws, and BE IT FINALLY RESOLVED: That the President of TARPA, with the advice of counsel, be directed to pursue the legality of dealing directly with TWA management concerning our multi-million dollar interests in the B Plan. * * * * * * * ** * * * *

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RD * 2 Six Fredonia Court Newton, NJ 07860 July 4, 1985 Mr. Asher Schwartz Attorney at Law 285 Madison Avenue New York, NY 10017

Dear Mr. Schwartz, Further to our meeting in your office on July 2, 1985 the following is a recap of the questions TARPA feels necessary to address at this time: 1. What is TWA's obligation to protect the interests of retired Pilots regarding our multi-million dollar equity in the "B" Plan.

2. What is ALPA's obligation to protect retired Pilots regarding equal rights, options and changes in the "B" Plan.

3. What is ERISA's position on equal options and benefits between active and retired Pilots.

4. If retired Pilots are not offered equal options what can we do about it.

5. How can the retired Pilots protect their equity against adverse changes in the "B" Plan.

We may well need additional services from you on the "B" Plan issue at a later date.

Please call me early in the week.

cc: BOD Richwine Sherman President TARPA

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R. D. 2 6 Fredonia Court Newton, N. J. 07860 August 17, 1985

Captain Harry R. Hoglander Chairman TWA MEC Air Line Pilots Association Pan Am Building, 22nd Floor 200 Park Avenue New York, N. Y. 10166 Dear Captain Hoglander: TARPA has reviewed with obvious interest the report of the Master Chairman's Task Force on the Lump Sum Option for the B Plan. Pursuant to a directive emanating from the TARPA convention last June, I have discussed the matter in depth with our Ad Hoc Committee on the subject and legal counsel.

Accordingly, it is the firmly held opinion of TARPA that ALPA has an obligation - whether a legal obligation or not is beside the point - to negotiate for retirees (long time ALPA members) the same B Plan options that it negotiates for active pilots.

Certainly ALPA has the legal right to bargain on behalf of retirees, should it choose to do so; should it choose not to do so, TARPA will attempt to bargain with TWA regarding retiree benefits on behalf of retirees, as is their right.

In any case, any negotiated B Plan amendment that may adversely affect retirees B Plan accounts will be the subject of approp riate protest with the aid of counsel.

R. G. Derickson President TARPA cc:

H. A. Duffy R. A. Peizer R. J. Kenny

1985 CONVENTION

By Al Clay These reunions seem to get better and better, at least to me It is always such a pleasant feeling to see old friends they do.

The big disadvantage is the lack of time. You and colleagues. remind yourself that you want to talk with an old friend again and then you find the reunion is over and you have hardly exchanged greetings.

The members enjoyed the facilities at the plush Desert Inn and there was a golf tournament, ably conducted by Roy Van Etten, bridge conducted by Louise Vestal, the large tennis tournament conducted by Reg Plumridge and very importantly we had a good hospitality suite which was managed by Dick Ruble. It is hard to overestimate either the importance of having a place to gather or the work involved in providing it. We have tried to list the names of all who helped but are sure to have missed some one. Thanks a lot to everyone.

ABob partial list of people helping follows: Kate Buchanan, Early, Ev Green, Chuck Hasslar, Paul Kelly, Teri Rager, Andy Beaton, John Soule, Bart Anderegg, Bud Fisher.

The banquet on Thursday night was really nice with the same band that played for the previous Las Vegas convention banquet providing danceable music and the Desert Inn providing the good food.

Award of Merit Chairman Rich Flournoy announced that the 1985 winner of the TARPA Award of Merit was Ben O. Howard. Rich gave a short summary of Howard's career.

In 1980 Howard Hughes was the winner of the TARPA Award of Merit. As there was no one representing Hughes that year to accept the plaque, or . Parry Lieber of the SUMAC Corporation was present at the banquet this year to accept the plaque, which will be displayed in the Howard Hughes Memorial Museum in Houston.

In the bridge tournament conducted by Louise Vestal, the first day bridge winners were Teddy Hansen and Kay Ruble.

Second day winners were Marge Luckey and Barb Pollizi. * * * * * * * * *

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TENNIS ANYONE?

By Reg Plumridge

The 1985 TARPA Tennis Tournament was voted an outstanding success by the participants in spite of the extremely hot weather (in the 100째 F range). At the beautiful Desert Inn Country Club tennis courts we not only enjoyed some extremely competitive tennis matches but the renewal of old (and some new) friendships and the air of camaraderie and nostalgia added spice to the occasion.

At the Awards Banquet on Thursday night, June 6th, we crowned our new TARPA Tennis Champions for 1985. The Ladies Champion this year was a newcomer to our tournament - Aggie Jones. For the first time in TARPA tennis history we had a tie for runnerup, two fine players - Helene Andrews and Adrienne Sturtevant.

President Russ Derickson drew the winning ticket for Helene Andrews, who took home the trophy.

Reggie presenting the trophy to Champion, Aggie Jones

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Runner-up Helene Andrews receives not only a trophy, but a hug from Reggie.

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In the male domain, we also crowned a new champion. The 1985 TARPA Tennis Champion was Clancy Green. Again we made history with three men players ending up in a tie for runner up: Bob Andrews, Larry Girard and Mickey Wind. Again President Russ drew the winning ticket and Larry Girard was the lucky recipient of the runner-up trophy.

Reg presenting trophies to Champion Clancy Green and runner-up Larry Girard

The tennis players taking part in this year's tournament were: Tom Anderson, Helene and Bob Andrews, Ginny Converse, Rich Flournoy, Phyllis and Larry Girard, Clancy Green, Ted Hereford, Ken Hippe, Aggie and Gene Jones, Alice and Dick Long, Don Lundberg, Walt Morehead, Dean Phillips, Ruth Plumridge, Dave Richwine, Adrienne and Hank Sturtevant, Jeannie Whisenhunt, Pauline and Harry Willis and Betty and Mickey Wind. * * * * * * * * * * * * *

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TARPA GOLF TOURNAMENT WINNERS

Men's Low Gross Winner, ) Captain Willis B. (Bill Townsend, in conference with Chairman Roy Van Etten at the podium.

Roy Brister, the low net winner for the men, receiving his trophy from Roy Van Etten.

Photos by Bill Dixon

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TARPA GOLF TOURNAMENT WINNERS

Golf Tournament Chairman Roy Van Etten is shown awarding trophy to Low Gross Ladies Champion, Marcia Smith

Rita Simpkins, with a happy smile, receives her Low Net winners trophy from Roy

Photos by Bill Dixon TARPA TOPICS

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TRAP AND SKEET REPORT

By Joe McCombs

Bobzin's move to Seattle created more than one problem. Although tentative arrangements had been made by phone prior to the convention, shooting plans could not be finalized until arrival in Las Vegas.

Derickson had called McCombs the previous week to check on shooting plans and it was obvious during the conversation that he was a determined person. Bobzin's uncouth criticism concerning Derickson's footwork on the skeet range in a report submitted to TARPA TOPICS in '83 had apparently damaged his pride. Russ was going to be a challenge.

On the morning of June 5th, range management at Nellis AFB agreed to open an hour earlier than usual to accommodate the group. Beighlie, Derickson, Heinrich, Hollar, Hubbard and McCombs spent an hour and a half on the skeet pads in the stifling desert heat.

On the very first round, after watching Russ allow many birds to sail by freely and unscathed, Hubbard and McCombs agreed, by a simple shrug of the shoulders, that no score would be kept that day.

In fact, to avoid further embarrassment, an early departure from Nellis was suggested in order to allow the President sufficient recovery time prior to the business meeting.

Thursday was another day. Lee Wildman and Don Peters joined the group for a few hours on the Mint Trap Range. Now it became quite evident that Derickson had been chucking a lot of lead through his fine Fabrique/Nationale over and under since the visit in '83. Too bad Bobzin wasn't there for he would have been impressed and might have discovered the need to improve his footwork as well. Although there were accusations of lying and cheating, all present agreed that Derickson should be designated "Most Improved Shooter". Some argument still exists as to who won what.

Plans are underway to set a definite shoot schedule for the gathering in St. Louis in 1986. Heinrich and Hubbard have agreed to check out facilities in the area. It is hoped more smoothbore artists will join in then. As an inducement, Hollar has suggested more strict rules, a disinterested (honest) score keeper and formal trophy awards to those persons who can outhassle the rest of the group. * * * * * * * * * * TARPA TOPICS

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The Active Retired Pilots Association of TWA

July 14, 1985

, A. Editor J. Clay TARPA Topics Dear Al: I have in hand the

1985

convention report--Trap and Skeet by

Joe McCombs. I believe that you will detect by the shrewd manipulations of the English language that McCombs is "modestly" conveying the message that he (Joe McCombs) won both the trap and skeet shoot outs. Nothing could be more confusing. I am sure that all the shooters there will attest to the fact that Phil Hollar won in skeet and that McCombs finished 3rd in trap.

It has been most exciting learning the art of shotgun shooting under the fine hands of Lyle Bobzin and Joe McCombs. The question of "scorekeeping" came up in 1983. I thought at that time that Joe and Lyle were both honest, but it was quite obvious that they didn't trust each other. With Bobzin absent in '85 the same undertones of distrust in scorekeeping again eked out.

My evaluation will have to be reassessed.

Regards, Russ

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July 19, 1985

Al: I have Derickson's letter of July 15th before me, however, I will let the record speak for itself rather than take time to rebut to such slanderous accusations. I can see now why he offered me the time consuming job of Secretary.... it will limit my shooting during the next year, of course.

Joe McCombs

As you can see from the report of the TRAP AND SKEET activity some dissension has come into our midst. One solution would be for the directors to authorize hiring an off duty policeman to keep order in St. Louis next year. If that doesn't work, perhaps the event should be barred from the '87 convention.

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SEEN HERE AND THERE AT THE DESERT INN ....

Retired Captains "Chic" Dyer and Bob Brubaker discuss a point with President Russ Derickson at the recent TARPA Convention

Ed Hall (left) and ex-Pres.

Lyle Spencer Dean Phillips, retired (or ex) Treasurer, and Lloyd Hubbard Photos courtesy Bill Dixon

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MORE HAPPY FACES CAUGHT BY BILL DIXON'S CAMERA

Dave and Emily Kuhn

Bob Sherman

Bill Townsend and Paul McCarty

Stylish Wayne Haggard

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Phil Hollar with the President

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MINUTES 7th ANNUAL BUSINESS MEETING TARPA JUNE 5 & 6, 1985 Meeting called to order by President Russ Derickson at 1305 hours within the Desert Inn, Las Vegas, NV. 122 Members present.

Secretary's report of the 1984 Convention offered by Joe McCombs There being no additions or Humbles. in the absence of A. T . corrections, the Secretary' report accepted as presented.

Treasurer's report by Dean Phillips (statement attached as item #5-1).

Cash balance May 25, 1985 at $23,717.88. Projected cash There being no 1985 at $11,317.00. balance December 31, the Treasurer's report accepted as additions, or corrections presented.

United Airlines Captain Bob Rowland reported on the current strike situation on UAL followed by a question and answer session. No action however contributions would be accepted by the United Pilots Contingency Fund.

Captain John Gratz discussed publishing problems associated with "The Making of an Airline". Copies will be available between sessions.

Motion accepted by the Icahn situation discussed by Derickson.

Board of Directors June 4th presented to the Membership (attached as item #5-2) regarding Senate Bill #1218 and House Resolution #2575. Moved to accept by Chic Dyer, 2nd by Dave Richwine. Motion Telegrams to be sent to appropriate Senate & House passed. their Membership urged to contact Committees immediately. respective Representatives as soon as possible.

Pension Plan Report presented by Roy Van Etten with copies available to the assembly (attached as item #5-3). Question and answer session followed.

Vern Lowell "B" then presented a report on the 30 year history of the Fund with copies to the Membership stressing efforts Pilots to stop excessive churning of "B" Fund assets (attached as item #5-4) Rebuttal then offered by Roy Van Etten. No further action taken.

Derickson advised Board recommends annual dues remain at $20.00.

Moved by Plumridge. 2nd by Spencer to accept. Motion passed.

Sam Luckey will Chair the 1986 Convention to be held in St. Louis. Arrangements already in progress.

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Minutes page 2 of Business Meeting - June 5 & 6, 1985 President opened discussion on "Lump-sum Issue". Reported upon copy contacts with IRS as set forth in President's Message with to assembly (attached as item #5-5). Van Etten reported upon contacts with Las Vegas attorney with copy to assembly (attached as item #5-6).

Ed Hall offered paper reporting upon his contacts with Retired Pilots Association and comparison of the effects of Lump Sum Option on other carriers (attached as item # 5-7).

Derickson offered copy of ALPA letter to the TWA MEC stating they (ALPA) had no obligation to represent the retired pilots of TWA in the matter of the Lump Sum Option proposed for the upcoming negotiations (attached as item #5-8) Dave Richwine discussed his observations of the Lump Sum Option being considered by the TWA MEC then offered a resolution accepted by the Board of Directors meeting on June 4th (attached as item #5-9).

President Derickson called for 10 minute recess at 1510 hours.

Meeting re-convened at 1525 hours Moved by Larry De Celles, 2nd by Harry Mokler to accept the Board resolution (item #5-9) as presented. Motion passed.

A possible need to create a special legal fund to implement the prior resolution was discussed. No action taken.

Al Clay advised no report as TARPA TOPICS editor.

Phil Hollar, Alcoholic Counseling Committee, reported a 90% recovery factor after counseling. No further action at this time.

RAPA Liaison representative Ed Hall reported on his activities advising RAPA in state of reorganization. No further action at this time.

Dave Richwine reported on activities of Insurance Committee. RAPA Supplemental Insurance Program still seems to be the best available. Life insurance also available. No further action.

Bill Dixon reporting on Fringe Benefits advises continued efforts to improve retiree pass classification. No further action.

Harry Mokler presented a report on the status of the TWA Pilots Retirement Foundation.

Consideration of other needy employees discussed. No further action.

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page 3 Minutes of Business Meeting - June 5 & 6. 1985 Rich Flournoy announced a single candidate for TWA AWARD of MERIT this year in the person of Benny Howard by readinq the impressive this former TWA employee now deceased. (Original history of to Board of Directors nominating Captain Benny Howard letter attached as item #5-10). Selection approved.

At 1625 hours, President Derickson called to adjourn this session until June 6th at 1300 hours. Unanimously approved by voice vote.

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Second Session of the 1985 Business Meeting of TARPA called to order by President Derickson at 1318 hours on June 6, 1985 within the Desert Inn, Las Vegas, NV. Roster indicates an additional 17 persons attended during the second session.

Derickson advised address to which contributions could be made to the UAL Contingency Fund.

By-Laws Committee, presented proposed changes to Lyle Spencer.

TARPA Policy entitled Retirement eliminating possible conflict with the By-Laws (attached as item #6-1) and deleting the implementing sentence concerning mailing of TARPA TOPICS as no longer necessary (attached as item 6-2). The Committee also proposes an addition to Article VI of the By-Laws which would require attendance at Annual Meetings as a basis for selection as a nominee candidate for office (attached as item #6-3). These proposals accepted by the Board of Directors on June 4th. Moved

by Strickler, 2nd by Flournoy to accept the resolutions (#6-1;6-2 6-3 as submitted. Motion passed. the TWA Seniors discussed Lum Edwards, President-elect of activities and travel tours being planned by that group. offered the slate of Nominating Committee , Lloyd Hubbard, Candidates for Office 1985-1986 (attached as item #6-4). There being no candidates nominated from the floor, a motion to close the nominations by Plumridge, 2nd by Anderson. Motion passed.

EXECUTIVE BOARD President 1st V.P. Secretary Treasurer V.P. Eastern V.P. Central V.P. Western

- Russell G. Derickson - C. Ritchie Beighlie - J. S. (Joe) McCombs - Robert H. Gwin - David W. Richwine - William S. Cooper - Warren H. Johnson PAGE 16

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Business Meeting - June 5 & 6, 1985 DIRECTORS Eastern Region - George A. Hinton Robert S. Hamilton Central Region - J.B.(Jack) Weiss Kenneth L. Palmer Western Region - Wayne L. Haggard Jesse Fiser

Regular Member Associate Member Regular Member Associate Member Regular Member Associate Member

2nd Plumridge that the Secretary cast one Motion by Phil Hollar, vote to elect Nominees as presented. Motion Approved.

President Derickson announced some changes to Dinner plans for the evening.

There bein g no further business before the session, moved by Dixon, 2nd by Doyle to adjourn until 1986. Approved.

Respectfully submitted,

J.S. McCombs Secretary

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IT WORKS

By Phil Hollar

It is my pleasure to report to this convention that the Alcoholism program is working exceedingly well. Now that the program has been in existence for a number of years, modified and fine tuned to meet changing conditions and adapted to the new procedures being evaluated by its operators who have gained experience through trial and error, the success rate has increased dramatically.

As an indication of the interest generated by this success the following is an example: a recent Birds of a Feather, Orange County, California bi-annual banquet held in Costa Mesa, California was attended by the Federal Air Surgeon who flew in from Washington; Major General Haefner, USAF, Commander US Air Forces Pacific and Far East, who flew in from Honolulu; Dr. Joseph Pursch, Captain USN (Ret.), former director of Alcoholism Recovery Service, Naval Hospital, Long Beach and Special Assistant to the Chief of Naval Operation for Alcohol and Drug Abuse programs; Dr. Elliott, Medical Director, United Airlines and FAA designated psychiatrist for airman recertification; Ms. Pam Cavanagh, Director TWA Special Health Services, East, who flew in from New York; Ms. Julie Talley, Director, TWA Special Health Services, West; Red Aldrich, Colonel USAF (Ret), WWII and Korea Ace; Lucille Seidenberg, Senior Therapist and Program Director, Parkwood Community Hospital, Canoga Park, California.

General Haefner briefed us on the activities of the Air Force in general and the Pacific Air Arm in particular, as to its program of rehabilitation and its success. His remarks indicated that their program is tailored almost exactly after the FAA program and utilizes the Birds of a Feather as an ongoing, AFTER CARE program and follow up. Current specific recovery figures were not available due to the proximity of the close of the reporting year, but he felt confident that they would show a marked improvement over previous years.

Dr. Pursch reported that all segments of industry and the military had taken a long hard look at our program, liked what they saw, and have adapted it to fit their own specific needs. This has resulted in a viable program that works.

At the present time two (2) Doctoral dissertations and a Masters thesis are being written on the program. How it works, why it works and reasons for the phenomenal success rate that astonishes the medical profession.

Last year I was able to report a recovery rate in excess of 80%.

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This year I am happy to report that this figure is now in excess of 90%.

The program is growing and we are learning as it grows. The brightest facet of the whole thing is that now a growing percentage of the people taking advantage of this life saving opportunity are SELF REFERRALS. This, in a great part, can be attributed to the increasing publicity of the facts by the media. The most encouraging sign, however, is the increasing awareness of those close and dear to the alcoholic who play a significant part in getting him or her into treatment.

Help is as near as the telephone.

Reach for it and save a life.

* * * * * * * * * * * * * THE HOWARDS....A DAMN GOOD AIRPLANE

By Ed Betts

The TWA Seniors who attended the annual Wickenburg outing this past November were given a special treat with the sight of two vintage Howard DGA-15 monocoupes parked side by side at the The proud owners of the beautifully restored local airfield. planes, retired Captains Clayton Graves and Bryce Hunt, had flown in for the reunion from their home airport at Santa Paula, California, the mecca for quite a number of antique aircraft buffs. Antique aircraft are those over thirty years old, and are generally on static displays and housed in museums , but these two planes are in as good a shape, or better, than the day that they came off of the production line in the early forties.

"What does the DGA A logical question by the uninformed is : stand for?" The answer is that it was the designation that the late Ben (Benny) Howard used for all of the aircraft that he designed and built....a Damn Good Airplane! The planes are a direct descendant of the prototype first built in 1934 to race against the champions of that era, such as the Wedells, Doolittles, Chesters, Hawks and Holmans. It was all a part of aviation history in America where the pilots competed for fame and fortune regardless of the personal or financial risks Many of the pilots became legends, that might be involved. such as Ben Howard, for their dual skills as an aircraft designer and pilot.

Ben was involved with aviation in 1922, at the age of eighteen, working for the Curtiss Company as a mechanic. They were, at TARPA TOPICS

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the time, assembling surplus WW I aircraft for public sale.

This was the same year that he learned to fly, and his first flight with a passenger aboard ended in a spin and crash that killed the passenger, and left Ben with a permanent limp. This was followed by years of barnstorming and airline jobs, flying the mail, or passengers. In mid-1929 he was among the original pilots hired by TAT (a TWA predecessor airline) and assigned as floating reserve, based at St. Louis.

Benny Howard had a reputation for daredevil stunts, some of which kept him in trouble with his bosses, such as the time he had a football charter aboard a Ford tri-motor (not TAT), and after some good natured kidding by the passengers he put the plane into a dive and did a complete loop. He might have continued with TAT and had a career as a TWA pilot if he hadn't gotten caught in a couple of capers. On one occasion he was ferrying a Ford, solo, and carried on a lengthy radio conversation with a ground operator at Amarillo. This was overheard on the company radio at STL by his boss, Paul "Dog" Collins, who took a dim view of the fact that to have made the radio transmission, it was necessary to leave the cockpit unattended (and no autopilot) to wind out the 25' trailing antenna located in the tail of the plane. The final blowup and discharge by Collins came when Ben gave a girl friend's house a "super buzz job" while approaching STL.... complaints by irate neighbors had reached the office before the plane had landed.

Howard wasn't out of work for long before he had a job as pilot for NAT (United). In his spare time he built his first racing plane, dubbed "Pete", with his own designation as DGA-3 (numbers 1 and 2 were modifications he made to existing aircraft, one was sold as a rum-runner). "Pete" was a slim, little low-wing plane, powered by a 4-cylinder Wright Gipsy engine rated at 85 hp.

At the 1930 National Air Races, held at Chicago's CurtissReynolds airport, Ben won five races and placed third in two and picked up $4850 in prize money, including $2,000 for third place in the coveted Thompson Trophy race. (Charles "Speed" Holman earned $5000 for first place). The Thompson race was of the unlimited class, twenty laps around a five mile course where the pilot's skill at taking the pylons is as important as the speed of the-plane. At speeds over 200 mph, 5-G forces can be experienced in a tight turn....Ben earned the nickname "Pylon Polisher".

Wiley Post won ($7,500 prize) the nonstop derby from Los Angeles.

With the success of "Pete", Howard was ready to build more planes and he teamed up with mechanic-engineer Gordon Israel TARPA TOPICS

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Clayton Graves and his Howard DGA-15 Monocoupe (Photo by Mel Ostenberg) to design "Ike" and "Mike" , twin racers powered by the inverted Menasco in-line engine. Their shop was a rented store in an apartment building near the Chicago Municipal Airport; components were then transported to a shed on the airport for final assembly.

One of their favorite phrases was "go-grease" to describe the extra speed that they could get, due to their own engineering and streamlining.

At the 1931 National Air Races Ben didn't win any events, but he did collect $2460 in prize money (this was the year that the "Gee Bees" won the Bendix (Doolittle) and the Thompson prizes. Ben didn't win as much money ($1680) at the 1932 meet, although he did win two races. United AL took a dim view of the possible adverse publicity with one of their pilots chasing around pylons and prohibited Ben from competing in 1933. Ben had hired Harold Neumann and Roy Minor to take care of the three racing planes, ferry them for various air meets,and to either compete or put on exhibitions. Unfortunately, for Harold, he had competed in a meet that was not sanctioned by the NAA and was also prohibited from competing in the 1933 National Air Races. Roy Minor placed in the money in ten events with the Menasco-powered Howards, winning $6925 for Benny.

In 1934 Howard and Israel designed and built "Mr. Mulligan" (DGA-6) which was a radical change from the usual racing plane TARPA TOPICS

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in that it was a high-wing monocoupe with a roomy and comfortable cabin that would seat two pilots and two passengers. The original shape and basic structure was to remain the same for all of the aircraft built up to and including the DGA-15 series.

The top and sides of the fuselage were flat and the underneath is semi-circular, built with welded steel tubing, with the cabin and tail sections covered by sheet metal and then fabric for a fine finish. The wing was attached direct to the upper fuselage and consists of two rectangular spars, built-up wooden ribs and a covering of mahogany plywood and then fabric. The fuel tanks were stored in the belly of the fuselage which gave added stability in rough air.

Howard intended to enter the plane in the Bendix race from Los Angeles to Cleveland and requested pilots Neumann and George Cassidy to ferry the plane from Kansas City to L2A. Ben's philosophy was to fly high (17,000') for maximum efficiency and speed, although there was no provision for oxygen for the crew.

The lack of oxygen was too much for Cassidy and he was either asleep or had passed out when the engine quit. As it was later determined, Cassidy had mismanaged the fuel tank selection and Harold decided to make a landing at the Hawthorne, Nevada, airstrip to investigate the problem. The landing was made in adverse conditions with a strong cross wind and oil on the windshield obstructing visibility; they hit a large sagebrush and wiped out the right gear.

Ben had been given special permission by United to compete in the cross-country race in 1934, but with "Mr. Mulligan" laid up for repairs he had to wait another year. Joe Jacobson, Roy Hunt and Hal Neumann did compete with the other three Howard planes and placed in the money in ten events. Neumann was fourth in the Thompson Trophy, which was worth $1,000 to his boss.

The 1935 National Races, again held at Cleveland, were later dubbed the "Benny Howard National Air Races", as his planes won the three top trophies. Ben and Gordon Israel won the Bendix race with an average speed of 239 mph, beating Roscoe Turner by just a few seconds. The high-altitude cruise worked OK for the two pilots, although it might have contributed to one mistake.

After a fuel stop at KC they were half way to Cleveland when it was discovered that they still had the flaps extended. Ben could boast that the beat Turner with his flaps down! Neumann then flew the same "Mr. Mulligan" to win the Thompson Trophy, the first and only time one plane has won both events, and then flew "Mike" to win the Greve Trophy. * Ben must have considered that the $75.00 a week that he was paying Harold to maintain and fly his planes was adequate, as he didn't share any of the prize winnings with him.

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Once again Ben was given permission from United to fly the Bendix race in 1936, using the same "Mr. Howard". His wife, Maxine ("Mike"), insisted that she be the copilot for the race.

Some TWA friends had warned Ben that the propeller could be a problem, but he figured it was good for the race. While over New Mexico one blade sheared off the prop and an emergency landing was made, which resulted in a crash. Both pilots were severely injured, Ben losing a foot. This ended his racing and airline pilot career, but not his flying, as United kept him as their test and engineering pilot. Ben was one of the original test pilots with the DC-4 program that was jointly sponsored by Douglas and a number of airlines, including TWA. Despite the crash, which was not the fault of the plane, Ben went ahead with plans to produce a modified version of "Mr. Mulligan" for sales to other pilots. The racing version had an 330 hp Wasp engine, the private pilot version a 285 hp engine.

It was dubbed "Mr. Flannigan" and was built and certified in mid-1936. On January 1, 1937, the Howard Aircraft Corporation was officially incorporated.

They took over a former piano factory in Chicago as their new plant, hiring most of the woodworking craftsmen to build the planes. Other versions were built. The main difference was with the engines ordered by the client (a 285 hp Jacobs, 320 hp Wright "Whirlwind" or 450 hp "Wasp Junior". Among the proud owners of the custom built planes were Wallace Beery and Jose' Iturbi.

Ben left the Howard company in late 1939 to devote full time to the DC-4 program, as the Assistant to the President of Douglas Aircraft.

He remained a director of the Howard Corporation until 1940.

In later years Ben was associated with, or did consulting work for, Lockheed, Convair, Fairchild and Vultee Aircraft. He teamed up with Israel in the post-war years to perfect a modification on the DC-3 that would increase the speed about 20 mph with no increase of power. This was called the "Moxie Kit".

Unfortunately, this was the subject of lawsuits and patent rights, so that other aircraft concerns took advantage of the modifications, with no royalties to the Howard consulting firm.

The Howard Corporation was re-organized, re-financed and the facilities and personnel doubled in 1939 to build the final production model DGA-15.

This model, which still resembled and was copied from "Mr. Mulligan", was available with several different engines although the most popular was the 450 hp "Wasp".

It had a larger cabin (50" wide) that could accommodate three passengers in the rear seat, depending on the overall girth of the passengers. There were numerous features available to the customer that made the plane appealing to both the private pilot as well as a business airplane. Priorities for our allies in Europe made it difficult to get engines, props, instruments, etc., so only about fifty of the civilian models were built before the U. S. military took over all production. The USAF TARPA TOPICS

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converted fifteen planes for light transport (IT-70), but the largest order was by the Navy.

The Navy took delivery of about five hundred planes; half were designated as GH-1's for personnel transport that could be converted to GH-2's for ambulance work. The others were ordered as NH-1's for blind flying and navigation training. The Howard. factory was closed down in 1944 due to the lack of further orders.

Navy personnel had two nicknames for the Howards...the "Nightingale" and the "Ensign Eliminator"...the latter due to a lot of accidents experienced by not-so-experienced pilots. After the war the Howards that were available as surplus were in great demand by private pilots for use in light transport work as well as for sport or fun. Originally the Howards sold for about $9500, the DGA-15's for $20,000 (depending on optional equipment). Today a restored plane will sell from $35,000 to $45,000, depending on condition, engine and airframe times, etc.

Both Clayton and Bryce have one modification on their planes that is quite an improvement over the original, one that Benny Howard would have termed "go-grease", the adoption of a BT-13 Vultee basic training plane's engine cowling. It provides a little more speed and cooler running engine, but its chief advantage is that it is easily removed and replaced and can save up to a half a day's labor when making periodic checks or maintenance.

One prerequisite to owning a vintage airplane is that you are also a good mechanic, woodworker and general all-around handyman as, with the exception of the engine, there are no replacement parts available...you have to build them yourself! Being an aircraft mechanic was not new to Clayton as he started out with TWA in June of 1937 as a mechanic at KC (and later Amarillo) before becoming a copilot in May of 1943. He started putting his plane together in 1971, parts from scrapped planes that were available such as the fuselage from one, the wing and landing gear from another. The engine had a unique history in civilian life, as it was one of six used by a' farmer to keep his oranges from freezing by blowing air across the orchard. It had over 3,000 hours of such use, but when Clayton had it overhauled by a shop it was found that the pistons and cylinders were still well within tolerances. It took five years of Clayton's free time, in between flying the L1011 flights on the line, before he had his plane in the air.

Bryce's plane was built in 1943 as a Navy instrument trainer.

One advantage that this has over others is that the entire instrument panel will drop down for maintenance. It only had about five hours of flying time around the Hawaiian Islands when it was declared surplus and sold. At the time Bryce bought

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the plane in 1967, it had 1,200 hours. It took him seven and a half years to restore the plane, practically rebuilding it from scratch including all of the wiring and plumbing. The only outside labor costs were for the deluxe paint job and the interior upholstery, which is also deluxe and a trademark of the Howards.

Clayton and Bryce have the right to be proud of their Howards.

They are in perfect shape and, as Benny would have added, they are Damn Good Airplanes. Another TWA Senior and retired Captain at Wickenburg was Harold Neumann. It was about fifty years ago that he flew the first of the series and, in 1935, was honored as the racing pilot of the year. Harold also held the record for high speed inverted flight (with "Ike") at 300 mph to go along with his numerous other trophies. Harold is still loyal to the Howards and today is flying his forty year old Warnerpowered monocoupe dubbed "Little Mulligan". * * * ** * * * * * * * *

Past President Lyle Spencer and present President Russ Derickson deep in conference.

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Rich Flournoy making the Award of Merit Presentation

Left, Leonard Hylton, Busch Voigts and Bill Fischer

PAGE 27

AERONAUTICAL WORLD JOURNAL OF COMMERCE

September, 1930

The Northrop "Alpha"

HE Northrop "Alpha," a new all metal low wing cabin plane, powWhitney ered with a Pratt and " Wasp, " is now being offered to the devlop public. This plane has been and tested exhaustively over a considerable period of time with highly satisfactory results. Construction throughout is of an all metal stressed skin structure in which the loads are distributed throughout the skin, which also forms the air foil sections and fuselage.

Strength factors have been increased materially over that required by the Department of Commerce. Stability characteristics are positively stable in Normal recovery every direction. occurring without excessive diving speed.

The standard design is for six passengers and pilot. However, the interior arrangement can be altered to suit the needs of the operator. The space between the pilot's compartment and the rear seat may be used either The for baggage or toilet facilities. beauty of the plane is unmatched. The ship may be obtained in either its natural finish or color schemes to suit.

In the matter of upkeep a visual inspection of the exterior tells practically the entire story of the structure. All controls are ball-bearing and accessible.

The engine is so mounted that ample room is provided for inspection and TARPA TOPICS

T

Mail —Passenger and Express servicing of all parts such as magnetos,etc., thereby reducing plane mainten ance to a minimum.

The performance of the "Alpha " is exceptionally fine. It combines the desirable factors: a fast take off with low landing speed, high speed with a very high rate of climb. It is remarkably stable while its maneuverability is excellent.

CHARACTERISTICS Gross weight .......................300 lbs.

Weight empty................... 2500 lbs.

Useful load ......................... 1800 lbs.

Power plant, "Wasp"......420 HP. Gas normal - - - - - - - - - 100 gal.

Pilot pass.

1p4 or 1p6 High mph speed - - - - - - - - - -170 Cruising mph speed.................... 145 Absolute ceiling - - - - - - 21,100 ft.

Service..................................19,300 ft.

Climb at S. L - - - - - - - 1400 F.P.M. Climb at 10,000 ft. - - - 650 F.P.M. Length over all__ .......... 28 ft. 4% in.

Wing spars ........................41 ft. 10 in.

Chord at (root).................100 in.

Chord at (tip) - - - - - - - 66 in.

Paris May Have New Airport A bill has been presented for consideration in the Chamber of Deputies and upon its enactment 620,000,000 francs, or .. about $24,366,000, may be spent in the next five years for an airport for the upkeep of other airports and grounds, and for aeronautical experimentation. It is proposed that this sum be drawn from specially voted funds, credits from budgets of 19301934 and from local funds in the departments where improvements or constructions are made. It is estimated that 450,000,000 francs will be required for the construction and maintenance of the Paris airport, airport markings, oatherinps,d hile the sum of 170,w 000,000 francs is to be allotted to experimental centers.

Work has been started on the new National Guard hangar at Lambert-St. Louis Field. The structure will embody the latest details in efficient plane handling. Work on the navy hangar, ground for which was broken by Rear Admiral Richard E. Byrd, has not been started.

PAGE 2 9

LOS TIMES ANGELES Part V1/Sunday, March 3, 1985

Travel and You

15th Anniversary of Boeing 747 The 747, though, represented a dimension none of us had anticipated. Some of us thought that maybe we could never be awestruck again by an airplane; we were wrong.

That particular model, of course, would never carry a passenger commercially. It was the test plane that would fly for the first time on Feb. 9, 1969, and would eventually be tdeliberately destroyed in stress tes s.

But already the 747 was in the early production stages, one of which, in January, 1970, became 1 the first into scheduled passenger service, on a Pan Am flight from New York's JFK to Heathrow Airport in London.

If any airplane could be said to have been an unparalleled success, it would have to be the Boeing 747.

It was, and may well still be, the most technologically advanced commercial airliner ever built. 4It won an unprecedented public acceptance; in its first year the 747 lifted 7 million passengers. And it Doors Slide Open has continued to be a favorite among fliers everywhere.

At the appointed hour the acres There are 604 of the planes in of metal door began to slide back. service to 66 airlines in 45 counSlowly, ever so slowly, the star of tries, from Iraq and Iran to Ireland the show was towed into view, first and England, from Singapore to the nose and the distinctive bubble, Luxembourg and many more. And, then the wings, until finally, the of course, U.S. lines have been entire wonder was on full view. great supporters of the 747, with For a period of minutes there Pan Am, operator of that historic was no sound. This audience of first flight, in the lead with 45 in its worldly, been-there professionals fleet, followed by Northwest with had been struck dumb.

32.

We all knew in advance, of United and TWA each own 18 course, what we were going to see. and American 16. Nine other doAt least, we had been told what it mestic lines also operate 747 fleets would look like, what size it was and, as everybody knows, Air and so on.

Force One, which carries our PresBut somehow, nothing we had ident around, is a 747. heard had equipped us for this truly That first version that went on fantastic newcomer. Some in the display at Everett in 1968 is now crowd had lived through the develseen as pretty basic alongside some opment of commercial air transcoming off the assembly lines. Fuel portation almost from the beginefficiency has been improved by ning, through propeller planes to 25%, according to Boeing. jet-props, to pure jets.

By TONI TAYLOR The airline industry reached a milestone recently with the 15th anniversary of scheduled service of the Boeing 747, the world's first wide-bodied passenger aircraft.

It was an anniversary that deserved greater recognition. When the history of aviation is written, the 747, first of the jumbo jets, will have a chapter all to itself, so great has been its impact on the air transportation industry.

Do you remember your first sight of the three-story-high airliner? I remember mine very clearly.

It was Sept. 30, 1968, at the Boeing Co. plant at Everett, Wash ... the rollout of the first 747.

None of , the invited guests, several-hundred strong packed on to the tarmac before the gigantic hangar, had seen-the plane before.

It was a sophisticated aviation technical group, whose members had done it all, knew it all.

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The upper deck, which was to give the 747 such instant identity among travelers, has been stretched half the length of the airplane, increasing capacity significantly. The most dense seat configuration ever on a 747 is thought to be well over 600.

Several Models Ten versions of the airplane, long-range, all-cargo, combination cargo/passenger and so on, are in production. Small wonder that the Boeing Co. still has orders for another 40 of the aircraft and options for even more than that.

It can never be known, of course, exactly how many passengers have flown on 747s in the last 15 years.

But Pan Am claims to have flown almost 75 million. Even allowing for the fact that Pan Am is the world's biggest user of the airplane, you can see that we're talking big, big numbers.

And the huge aircraft has carried them in unprecedented safety, with more space per passenger and greater comfort than most, if not all, of its counterparts.

The 747 did more than usher in a new era in air transportation. It created a whole new air transportation medium that changed the way passengers, and airlines, thought and acted.

There have been new aircraft since the 747, some of them wide-bodied. There was, for instance, the DC-10 and the L-1011 and the European-built A-300 Airbus. And there was one that flew across oceans faster than the speed of sound, the Concorde.

But not one of these can claim to have fired the public's imagination, or given its operator a marketing tool, in the way the 747 did.

I said that when the history of aviation was written, the 747 would have a chapter all to itself. Better make that two chapters.

PAGE 30

Ginny Norem, Dorothy Lachenmaier, Fay Widholm and Mary Lusk

Left, Bud Elliott, Marguerite Dowling, and Steve and Martha Basford

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ROLLOVER IRA REGULATIONS Tax Deferred Rollover Requirements

1.

Funds distributed must be lump sum or 50% of the balance.

2.

Disbursing plan must meet tax qualified status.

3.

Qualifying distributions must meet one of the following: a. b. c. d. e.

Attainment of age 59-1/2.

Separation of service.

Disability.

Death.

Plan termination (not a valid reason for tax sheltered annuities).

4.

Distributions must be received within one taxable year.

5.

Distributions must be rolled over within sixty days of receipt.

6.

The Plan Administrator is required by law to provide the employee with a statement concerning the funds eligible to be rolled over.

7.

8.

a.

Amount rolled over must consist solely of employer and deductible voluntary employee contributions and interest earned on these or on other employee contributions.

b.

Non-deductible employee contributions are not eligible to be rolled over; however, interest earned on these funds can be rolled over.

c.

Any portion of the qualifying amounts not rolled over should be included in taxable income.

Tax deferral for rollover funds continues until funds are subsequently distributed. a.

Distributions may begin when age 59-1/2 is attained or upon becoming disabled. Any variety of distributions may be opted.

b.

Distributions must begin when age 70-1/2 is attained (no later than April 1 of the year following the year attainment of age 70-1/2).

c.

Minimum distributions are calculated using acturial tables based on single or joint life expectancy.

Distribution to beneficiary is available upon the death of the account holder (distribution options vary, dependent on whether the beneficiary is the spouse).

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TIME MARCHES ON

By Paul McCarty In May 1984 a letter was circulated announcing the key to Utopia.

Have your cake and eat it too! It proposed an option to withdraw, at retirement, the value of Company contributions to your B Plan account.

This sum (invested at 10%) could provide income equal to or greater than B Plan income - forever. The lump sum On death of the retiree, it would "revert" would remain intact. to his estate rather than the B Plan.

At the time 10% . CDs, and similar, were plentiful. However, time did not stand still. This appeared in the July 2, 1985 W.S.J.

The downward trend in interest rates was not an overnight event, but it may be a surprise to any who were not monitoring it. At the TARPA Convention in early June a report was presented on "what this lump sum is all about". An example: a 69 year old retired pilot with 430 Units having an equity of $130,000, is receiving $1100 per month from the B Plan. By withdrawing his equity and placing it in an IRA CD paying 10% he could still draw his $1100 per month payment - and most important, retain his $130,000 equity which, on his death, reverts to his estate not the Plan. Unfortunately, where to purchase a 10% CD was not included.

Interest rates are down and seem to be going lower. Whether or not we like it, we will have to live with what is available now and in the years to come. More realistic than citing what may be done with yield which was here yesterday but not today, is to first list our objectives - THEN determine the investment yield to fulfill them.

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Using the example presented at the Convention, our "wish list" would include: (1) $1100 per month income , and (2) Maintain the lump sum intact as an estate after death.

Additionally, consider which has the greater priority if one must be sacrificed.

At age 69 an annuity equity of approximately $130,000 is required for a monthly income of $1100. At age 60 it is $176,217.

(13.3498 x annual income).

The recent MEC survey indicates, if the lump sum option is approved, payment would be 90% of the annuity equity, or $158,595. An annual yield of 8.711% is required to maintain a monthly payout of $1100 without depleting the principal.

THIS RATE IS VERY CRITICAL. A deviation either way of .5% amplifies to 5.6% of the target payout. A deviation of .5% translates to a $62 change (plus or minus); 1.0% to $124, or 2.5% to a $308 change IF THE VALUE OF THE PRINCIPAL IS TO BE MAINTAINED. The preceding graph traces, in solid lines, the depletion of principal IF THE $1100 PAYOUT HAS TOP PRIORITY. The dotted line traces depletion of the B Plan equity IF THE UNIT VALUE REMAINS CONSTANT, (a 3% annual Fund earning).

None of my acquaintances know for certain if we will be here tomorrow, much less 1, 5, 10 or 20 years hence. Any annuity program is a long term affair. There are a lot of 90 year olds around, so people must be living to that age.

If one lives to age 90 and enjoys a yield of 8.711% from his lump sum he will have had an income of $1100 per month during his lifetime - and leave an estate of $158,595, a total sum of $554,595.

If the yield were 9.7%, the income could be increased to $1214 and leave the same estate.

However, if the yield were 7.7% he must make a choice. He could receive $988 per month and leave a $158,595 estate - or he may receive $1100 per month to age 89 years 7 month, when the well runs dry, AND LEAVE NO ESTATE. Under the B Plan as it exists (the dotted line), our pilot may retire at age 60 with $1100 monthly income and, if the Fund investments yielded 3% continuously, would receive that sum until his death at age 90. On his death, $44,000 of remaining equity would revert to the fund.

Let's return to a couple of details. The Convention report stated, the 69 year old retiree has 430 Units, $130,000 annuity equity, and now receives $1100 per month. Not mentioned is the period from age 60 to 69. At his age 60 the Unit value was about half its current worth. His 430 Units at the time would give him about $550 income. His annuity equity would have been $88,000. In this nine years his income has doubled and his current annuity equity increased 48%. Not too shabby.

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If the average Fund performance the next 30 years equals that the last 30 (3.464% annually compounded), his $1100 age 60 income will have increased to $1546 at age 70, $2174 at 80, and $3050 at 90. His death reversion then will be $122,223.

Something of a shocker but, having received $677,262 income in the prior 30 years, perhaps he will not be too distressed at having left a few bucks on the table.

A monthly payout of $1100 is used for demonstration purposes THE RELATIONSHIP OF PAYOUT TO CAPITAL IS ALWAYS THE only.

Twice the payout requires twice the capital. Divide SAME. each by 11 for values per multiple of $100 monthly payout.

No consideration has been given for IRS regulations pertaining to lump sum distributions and IRA accounts.

"If it sounds too good to be true, it probably is" (The Better Business Bureau) * * * * * * * * * * * * *

NOTICE

Secretary Joe McCombs advises that his address as printed in the Officer's section of the Directory is missing the first number of his address. The correct address is: Joe McCombs Secretary to TARPA 6977 S. Everett Lane Evergreen, Colorado 80439 The address is correct in the main body of the directory.

Please make the addition of the "6" to your copy of the directory. We'd hate for Joe to miss any mail! * * * * * * * * * * * * *

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COCKTAILS ON THURSDAY JUNE 6th

In Memoriam

Captain-Joseph H. Imeson Captain Joseph H. Imeson, age 75, died in July, 1985. Joe came to TWA with the merger of Marquette and TWA, after being with Marquette from June 2, 1939 until 1968. He had been flying the Stinson A Tri-motor from St. Louis to Detroit.

Joe was a Quiet Birdman and a member of TARPA.

Captain John B. D'Albora Jr. Captain D'Albora died in July at the age of 61. John was based for many years in Boston and also flew N.Y. International for a long time. In ad dition to being a member of the Naval Reserve, John was a stalwart in ALPA work and served as Council Chairman, as well as MEC Chairman from 4/1/69 to 9/30/70. John was active in air safety work for much of his career.

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41

In Memoriam Captain Stanley W. Jacques Captain Stanley W. Jacques died June 20, 1985 in Sarasota, Florida. Stan had a wealth of experience in the flying industry, having learned to fly at Chateauroux, France, in 1918. He held TransHe was a test pilot port Pilot Certificate #811. for Keystone, and once told Ed Betts that they tried to interest TAT in a Keystone "Patrician". They had it painted in TAT livery and tried to make sales, but it was too nose heavy. At one time he was personal pilot for Juan T. Trippe. He was a Yale graduate and received his Master of Science degree from the University of Wisconsin in 1925.

Before joining TWA, he was associated with a number of companies, including PAA, Curtiss Wright, and Hayden, Stone and Company.

Howard Hall remembers him fondly. "He was one of the few gentlemen pilots I have known. His lovely wife, Florence, was his equal at all times. Now he has gone to join Florence." * * * * * * * * * * * * * Captain W. C. (Red) Miller died July 21 in Sarasota. No other information is available at this time. * * * * * * * * * * * * *

Joseph B. Hunt Retired Flight Engineer Joseph B. Hunt died June 19 at age 60. In addition to airplanes, Joe was interested in Ed Betts has written an racing cars. article about Joe's accomplishments in this issue.

* * * * *

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* * * * *

PAGE 42

JOSEPH B. HUNT

By Ed Betts Retired TWA Flight En g ineer Joseph B. Hunt passed away on June g 19th after a very len thy bout with cancer. Joe's TWA career might be described as routine, preflight inspection of the Constellations and Boeings 707's and managing the engineer's panel With the piston engines there was always one test in flight. at the end of the runway just prior to taking off, the "mag check", that was an important clue to the health of the engine.

Joe was one of the ex p erts in the field of magnetos and ignition for high performance engines that demanded reliability. g Joe was born and raised in the Los Angeles area. While attendin Manual Arts High School he met an underclassman, Riley Bissonette_ and a lifetime friendship was begun. While still in high school a neighbor. a racing driver, got Joe interested in becoming a "grease monkey", working in the garages or pits as p art of the team preparing or servicing racing cars. After high school, he attended the Northrop Tech Trade School where he obtained his For a while he worked as a mechanic for the CalifA&E license. ornia Flyers School, but whenever there was a midget or dirt track race you would always find Joe in the p its, first as an apprentice and then as a mechanic.

In 1941 he met and married Mary Falvey. Little did she realize, then, that she was going to have to share his love for autos, racing and aviation for decades to come. Unknown to her at the time, Joe already owned his first dirt track racin g car that Johnny Parsons Sr. drove later that year in a race at Oakland.

During the war Joe worked as a Lockheed factory representative, Better known as "Nuts stationed at Belfast (Northern Ireland).

Corner", this was the vast unloading area of aircraft sent to Once unloaded, the Europe ridin g piggy back on cargo ships. planes were readied for flight and ferried to bases where needed.

This is where Joe and Riley, by chance, met up again. Riley had finished his quota of B-17 missions and was then assigned to ferrying the various aircraft.

In 1944 Joe (with Mary's help) op ened a small shop in the southcentral LA area for modifying aircraft magnetos. In the post war years there were hundreds of thousands of surplus aircraft Joe was able to purchase a large inventory and parts available. of magnetos at a cheap price for future modifications. At the time, there wasn't too large a demand for his product and he needed a full time job to support a family. On October 1, 1945. he entered TWA's class for flight engineers on the Constellation, and on November 27th was qualified and licensed. The Connies entered service on TWA the following February. Joe was always (continued) TARPA TOPICS

PAGE 43

based at LAX (Burbank then) where he once again met up with . friend Riley who had also joined TWA in 1945 as a copilot The Joe Hunt magneto was soon popular with the racing crowd for all ty p es of cars and motorcycles, especially the big cars entered in the annual Indianapolis 500 race. Between 1951 and 1981 over 16 of the winning cars used Joe's magneto, plus hundreds of others that placed in the prize category. In many cases there p was little or no profit for Joe as he was always willing to hel a friend get the best performance during a race. The most profitable market for the magnetos was with the oil derricks that used an engine to drive the pumping system. It provided a reliable g p erformance during days of constant use without breakin down, and less maintenance costs.

Between 1951 and 1981. Joe had his own racing car (or cars) entered in the Indy race as well as others. None of his entries at Indy placed too high at the finish, but the "Joe Hunt Magneto Special" was always a favorite with Joe's TWA friends.

Some of his better showings were at the Ontario 500 and the Hoosier 100, held at Terre Haute. At the Hoosier race his driver, Merle Bettenhausen, won the "Rookie of the Year" award. In 1954 his "Old 99", a dirt track racer, driven by Keith Andrews, won the Pike's Peak Hill Climb race.

Besides being well known in the racing community for his magneto and cars, Joe was very popular with the younger or rookie drivers, aspiring to qualify for the big races. Joe's car was always available to them for the test runs to be qualified. The list that Joe helped out this way through the years reads like the "Who's Who" of auto racing: Bobby and Al Unser, Gary Bettenhausen, Joe Leonard, Danny Jones, Paul Russo and Jim Hurtubise, to name a few.

Joe's shop had several locations in the LA area and generally consisted of the magneto modification and sales in the front, and a garage for his racers in the rear.

Joe's TWA career was highlighted in 1965 when he was selected as the LAX Flight Engineer of the Year. This was the first year that flight operations made these awards to the various domicile flight deck crews for outstanding service or achievement. Although on medical leave at the time, Joe retired on his 60th birthday on September 12, 1978.

The Joe Hunt magneto is still popular with certain racing cars. motorcycles and oil pumping rigs, but has been replaced on the modern big cars racers with an electronic ignition system.

Around "Gasoline Alley" (the garage area at Indy) and the "pits" out on the track. there is a title for a master mechanic, Joe was regarded as one of the best. "good wrench".

Joe is survived by his wife (and business partner) Mary, son Tom who now runs the shop located in the Sacramento area, dau g hter Patti Byrne and four grandchildren.

PAGE 44 TARPA TOPICS

MEET ME IN ST. LOUIS

By Sam Luckey The 1986 TARPA Convention dates are May 28th-30th. We are booked at the ADAMS/MARK HOTEL, which is directly across the park from the arch. Most rooms have a view of the river. Convention rates are about $20,00 per night below normal rates.

The hotel has both indoor and outdoor swimming pools, an esercise room and racquet ball courts.

We will have the usual golf, tennis and bridge tournaments, plus trap and skeet. Alice Miller is planning a ladies luncheon and style show.

About five blocks from the hotel is the historic, restored area of Lacledes Landing. It has a number of varied shops and about fifteen restaurants.

On the river there are: The Admiral, a former excursion boat that now houses restaurants, shops and a theater.

The excursion boat PRESIDENT that was formerly operated from New Orleans.

The showboat GOLDENROD which has a dinner theater.

A Navy minesweeper that is open for tours.

Helicopter sightseeing.

Even a floating McDonalds!

Busch Stadium is three blocks from the hotel. We will check on group ticket rates if the Cardinals are at home on our dates.

Anheiser Busch brewery tours are available, and there 1s horse racing across the river in Illinois.

The downtown area of St. Louis has become a very popular vacation and convention center.

There is too much to see and do during our short convention.

The rates of $52.00 single and $56.00 double are available for two days before and two days after the convention.

Free automobile parking will beavailable for those who request it on their reservation.

Parking usually costs $6.00 per day. We have a rate for rental autos. both compact and eight passenger vans from Enterprise.

We will have reservation forms inserted in the TARPA TOPICS before the convention.

Any suggestions any of you may have for making the '86 convention a success are welcome. * * * * * * * * * * * * * TARPA TOPICS

PAGE 45

RAPA EXECUTIVE COMMITTEE MEETS The Retired Airline Pilots Association Executive Committee met in Miami on July 16, Ed Hall of TWA, who is a member of a committee appointed by RAPA to study ways to make RAPA more effective was present, along with George Price of PAA, who is. also a member of the committee. They presented a list of changes including new and better insurance (except Medigap), by-laws changes for better communications, shorter terms for officers and appointing committee chairmen to do the work now done by vice presidents.

The committee will continue to work on the proposed changes and they should be acted upon at the RAPA convention in Orlando in December.

It was also voted to publish a monthly newsletter with the first edition being mailed by the first of August.

Jack Pitts, NAL, will represent RAPA in liaison with ALPA, AARP, and legislative bodies as well as continuing to act at RAPA Cruise/Tour director.

A two day convention is planned for the first week in December in Orlando. * * * * * * * * *

* * *

COMPUTATION OF CASH EQUITY IN "B" PLAN AS PRESENTED TO TARPA CONVENTION, JUNE 5, 1985 Formula = Units x Age factor x value of unit of interest (Unit value as of 12/31/84 - $30.019) Age 60 61 62 63 64 65 66 67 68 69

13.398 12.9379 12.5302 12.1259 11.7235 11.3250 10.9317 10.5432 10.1581 9.1750

Age 70 71 72 73 74 75 76 77 78 79 80

9.3946 9.0174 8.6439 8.2760 7 9145 7,5603 7.21 , 5 6.8783 6.5498 6.2297 5.9190

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

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The Active Retired Pilots Association of TWA

SECRETARY'S REPORT July 20, 1985

The tedious job of record keeping for TARPA has come of age ...... the Board has provided the Secretary with a computer. Not only it become much easier for our President to hire and fire a will Secretary, it will be of tremendous assistance to this new kid on the address changes of a highly the block just maintaining and Betty Humbles transient membership.

I don't know how A. T . were able to keep up with the task for so many years without crashing.

We all owe them a vote of thanks; they will be a tough act to follow.

The use of a computer suggests some changes. For the time being, please send all future address changes to me. As a check that we have the correct information in the machine, please check the mailing label of this TARPA publication. In addition to the address, do we have your name spelled correctly? Check to see if your job title is correct (Capt., F/E, etc). If we were unable to the label may be addressed simply as Mr.. establish your title, I know some of you have passed that magic birthday to be classed as Active but I have to stick to past records. For the Associate Members, when you retire, please so advise.

For those of you with two addresses, use of the general period such as Winter or Summer can be confusing. Check the Directory.

If so listed, try to be more specific which months at one address and those months at another. Summer can be a very short period here in the mountains of Colorado.

A. T. has told me many are derelict in filing a forwarding address when moving or just having the P.O. hold your mail while away Since most of the TARPA mailings are bulk mail, it temporarily. requires special attention.

It becomes costly to TARPA when the the government handles address changes or returns the co py.

There are bound to be errors in the first run for the September issue of TARPA TOPICS. Keep the machine informed so we may keep you informed.

Send corrections to:..................... J.S. M cCombs Secretary to TARPA 6977 S. Everest Lane Evergreen, CO 80439 (303)674-6719 TARPA TOPICS

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THE GOLDEN YEARS D. B. Kuhn July 1985 I read a book many, many years ago - LIFE BEGINS AT FORTY Now, at age seventy eight, I am still looking for assured. it to start. One may go to at least three clinics, exhaust five doctors, including a shrink, and get the stock answer, "You are in pretty good shape for your age". So what? I am beginning to believe that old age is not inviting. Of course they may find a bit of high blood pressure, low on thyroid output, a touch of edema and skin problems. They will also find that muscle and sinew is now flab.

There is a relatively new process for arteriosclerosis called chelation (Greek word) where chemicals are injected in the blood It is supposed to work much like Liquid Plumber or stream.

Drano where the plaque and fat are flushed out. After two days in Farmers Market, Texas, taking tests and waiting in various small rooms, the pleasant young doctor allowed that my kidneys could not handle it. I got a hefty bill anyway- - The medics admit that they can keep not covered by Medicare. us alive longer but they guarantee no joy with these added years.

A golfer will first notice this deterioration with increasing He can go from a nine handicap to a nineteen in a few age. short years. Loss of coordination creates what is known in golf-ball circles as YIPS. An easy, smooth backswing is utterly destroyed when the YIPS take over coming down.

When once an airline pilot could stand (blindfolded) on one foot for fifteen seconds to pass a six months physical, it is now difficult to put on a pair of pants without leaning on a dresser. To take them off, sit down, and 'tis better to remove the shoes first. When zipping up, if you remember to, be cautious.

A bit of shirt, underwear or other impediments can create panic.

The most exasperating clue is loss of memory. After perusing the paper, one is lucky to remember the date. There is little solace in reading that most of the obits are younger than you Or, start to introduce a life long friend and forget his are.

Agonize over a grocery list and leave it at home. Your name. hostile spouse will read it to you over the phone. If one locks himself out of the house often enough, he will learn to leave a window unlatched. But which window? If you are a snuff dipper, your spouse may (and will) remind you that your lower lip needs Things you used to do with gusto are now only rare attention. but pleasant dreams. What did we do yesterday? Were we supposed to go tonight? Don't know if we paid them or not. Wait, I have not shaved yet. On and on.

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One day I was blithely walking down Broad Street in Texarkana, I was side stepping fat women and lean men. From Arkansas. the corner of my eye I saw a totally stooped old man, sliding along, in a store window. I wondered to myself why anyone would let an old coot like that out on the street. When the traffic eased a bit, I took another side glance and sure enough, it was I. An old man once told me that if you live long enough something bad will happen.

That makes sense. So we get up in the morning and recite, "This is the first day of the rest of my life".

It is of no help. I have heard it said that the alternative of old age is worse. That can be debatable. It makes one wonder. About the only content old men I see have Alzheimers disease.

So let the good times roll. I can still hope that the GOLDEN YEARS will soon blossom. * * * * * * * * * * * * *

Southeast SENIORS President Ed Hall presides at the banquet of the annual meeting which was held at the 'Tween Waters Inn, Captiva Island, Florida.

Jim Lydic is at Ed's right. * * *.* * * * * * * * * *

TARPA TOPICS

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THE WAY IT WAS .....................

TELLS OF TRIP BYAIRNDL Former Miss Emeline Fritz 'Writes to Mother of Journey to West HUSBAND AIR OFFICIAL

TARPA TOPICS PAGE 50

TARPA TRAVEL NOTES

By Bill Dixon

Pilots do a lot of traveling after retirement. Many of you have encountered interesting and unusual experiences worth passing on. Your description of a fascinating city, restaurants, hotel, or entire tour, could help other TARPANS and their wives in their travel planning.

Good travel tips can be very helpful and informative, whether they are positive or negative about a place or event. With this in mind, I will try to put together a TARPA TRAVEL NOTES column for each issue, BUT it requires the participation of traveling TARPANS. Please send your contributions, suggestions and questions (maybe you wonder about some place that a TARPAN may have been) to me direct or via Al Clay.

SO- be it a cruise, motor home journey, safari or whatever, tell your fellow TARPANS about it. In turn, you can profit from their travel chronicles.

To get things underway, I'll cover a couple of little jaunts we enjoyed this year. * * * * * * * * * * * * * SAN DIEGO GOLF PACKAGE Even though we are lousy golfers, June and I met another couple at Rancho Bernardo, 28 miles north of the San Diego Airport in early April, for three nights and four days of golfing and eating fun.

We stayed at the Rancho Bernardo Inn on a golf package advertised in SUNSET MAGAZINE. For $299 per person, double occupancy, the offer included unlimited golf (and tennis) on two courses; three breakfasts and three dinners with complete freedom to order anything and everything on the menu at two excellent restaurants in the Inn; transportation to and from the airport and other little goodies. Only extra costs were for taxes, gratuities and the golf carts ($16.00).

Food and service were top-notch in all respects.

For a folder and more information, if interested, call 800-854-1065.

Within California it is 800-542-6076.

After 81 holes of golf, I'm still nursing my back!

* * * * * * * * * * * * * TARPA TOPICS

PAGE 51

KENYA SAFARI

By Bill Dixon Of all the vacations we have enjoyed, Kenya tops them all.

We are planning our third trip to that enchanting land this fall.

It is located on the equator and has a superb climate.

Days are equal in length year-around and days average 70-80 degrees in the highlands.

Nairobi, at an altitude of 5500 feet, is a modern city with fine restaurants and hotels. It is also the safari capital of East Africa, with a wide choice of tour agencies. We have been to the fascinating Tree Tops Hotel, Mt. Kenya Safari Club and Samburu Game Reserve, plus the huge game reserve on the edge of Nairobi. For our next camera safari, we have a combination tour for a total of twelve days. It includes the game reserves at Masai Mara, Amboseli and Tsavo West National Park, starting in Nairobi and ending in Mombasa, Kenya's seaport on the Indian Ocean.

Wildlife Safari offers reduced rates to TWA employees, including dependents and retirees, which average 20-25% off their already We have made our fall tour arrangements through reasonable rates.

If you are interested in Kenya, Tanzania, Egypt or the them.

Seychelles, their address is 23 Orinda Way, Orinda, CA 94563.

Phone toll free (800) 221-8118. In California the number is They are associated with Safariworld Kenya Ltd. (800) 526-3637. in Nairobi, the tour conductors. Six place vans with flip top are used, and every person has a window seat.

When and How: Anytime except possibly April and May when the "long" rains fall. The "short" rains come in November. Kenya Airways is a well operated airline and offers TWAers, including retirees, 75% SA discount. It serves the major European cities, with most frequent flights out of London. Once-a-week direct connection with TWA is available at Cairo. For more info write Kenya Airways, 424 Madison Avenue, 6th Floor, N. Y., N. Y. 10017.

The Kenya Tourist Office, 60 E. 56th Street, N.Y., N.Y. 10022, also has a good selection of brochures.

There is nothing in the world more striking and memorable than seeing big game animals in the wild. The lodges in the game reserves offer great food, great viewing and super comfort.

Better go see those elephants, rhinos, hippos, giraffes, lions, wildebeest, hyenas, etc. while you can. It is a long journey, but well worth it! * * * * * ** * * * * * * TARPA TOPICS

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FABULOUS HEARST CASTLE

By Bill Dixon

Looking across end of the Grecian pool toward one of the guesthouses at Hearst Castle, San Simeon, Calif.

Hearst Castle at San Simeon, California, is a monument to fantastic wealth.

Lying equal distance between Los Angeles and San Francisco on Coast Highway One, it is out-ranked only by Disney Land as a tourist mecca.

The tours are conducted by the California Department of Parks and Recreation, and are efficiently operated.

Visitors depart via bus from the parking lot 1600 feet below the castle and competent guides, plus limited size groups, make the tours a pleasure.

It is hard to visualize the money and time that William Randolph Hearst put into this lavish castle and its three ornate guest houses, the magnificent indoor and outdoor swimming pools, and the priceless antiques gathered from around the world. An incongruous touch is the 1920 vintage lamps and furniture to meet the creature comforts of Hearst and his famous guests. A book you might want to read is Citizen Hearst, available at any library. ( more) TARPA TOPICS

PAGE 53

There are four tours, at $8.00 each, and in the summer they are booked ahead for weeks in advance. The situation is much better between October and May. Size of the place makes it possible for tours to depart about every 20 minutes. Reservations may be made through Ticketron and each ticket is for a definite time of day. We took tours One and Two, each about two hours. They are basic tours and what you see and hear hold you enthralled. Tour Two is especially intriguing. You walk through the living quarters of Hearst, including the bedroom of his companion for thirty two years, Marion Davies! For a bit of fluff, read her book, "The Times We Had".

We were there in February and again chose a two night package tour out of SUNSET MAGAZINE. For $139.00 total for two people, we got one tour at the Castle, two breakfasts, one dinner at our choice of two acceptable restaurants, at a nice spacious room at the El Rey Inn. For a pamphlet with all the details, phone 800-322-8029.

Another nice motel nearby where we stayed on a previous visit, and just a stone's throw from the ocean, is San Simeon Pines Resort Motel, phone 805-927-4648.

There a number of other fine motels.

The Sea Chest, a picturesque seafood restaurant, is close by and good. From SFO or SJC, drive Highway One down or back. It is probably the most strikingly beautiful coastal drive in the U.S. * * * * * * * * * * * * *

TARPA Vice President C. Ritchie Beighlie's winter address in the listing of officers is incorrect, it should be P.O. Box 3013, South Padre Island, TX 78597 and the phone number should be 512 943 7168.

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TWA PILOTS RETIREMENT FOUNDATION INC.

By Harry Mokler

Shortly after the payroll deduction plan was initiated in February of 1983, it reached a peak contribution of $3,046.35 per month.

Since then the monthly contribution check sent by TWA to the Foundation's account has steadily declined. The most recent check, for February 1985, was in the amount of $2,265.35.

Our brethren at the EAL and Pan Am Pilot Retirement Foundations tell us that this is a phenomenon common to them, apparently caused by active pilot contributors retiring and automatically dropping out of the payroll deduction plan.

As you can see, retirees can be a big help if a procedure is worked out for us to have deductions for the Foundation contributions to be deducted from our "B" plan fund pension checks.

The Foundation would like to know if you would participate in such a plan.

TEAR OFF HERE If a plan for making contributions to the TWA Pilots Retirement Foundation by deductions from "B" Plan fund checks is approved:

YES, I would participate.

NO,

I would not participate

Mail to: Captain W. M. Polk Secretary/Treasurer TWA PILOTS RETIREMENT FOUNDATION 9800 South Longwood Drive Chicago, Illinois 60643 * * * * * * * * * * * * *

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The TWA Pilots Retirement Foundation, Inc.

PRESIDENT Capt. Harold F. Mokler 8101 E Naseern Trail Scottsdale. Arizona 85258

VICE—PRESIDENT Capt. Robert D. Essaf 1095 Carteret Road Bridgewater. N.J. 08807

SECRETARY/TREAS. Capt. William M. Polk 9800 S. Longwood CChicago, Illinois 60c

TRUSTEE Capt. Harry Jacobsen 848 Coventry St. Boca Raton, Fla. 33432

TRUSTEE Donald C. Ulrich 15 Circle Drive Algonquin. Illinois 60102

To: Contributors to the TWA Pilots Retirement Foundation.

We have received inquiries regarding the deduction of contributions to the TWA Pilots Retirement Foundation by a donor on the individual's tax return.

On the reverse side of this letter is a photocopy of pertinent sections of a letter, dated October 1, 1982, that was sent to the Foundation by the District Director's Office of the IRS in Atlanta in answer to our application for tax exempt status.

Based upon this letter, it is our opinion that the TWA Pilots Retirement Foundation, Inc. is a tax exempt organization and that contributions to the Foundation may be deducted on your personal income tax return as cash contributions to a charitable organization.

If you have been a contributor to the Foundation through the payroll deduction plan, then the amount shown after the code #524 on your 25th of the month paycheck stub is your monthly record of contributions to the Foundation.

Incidentally , the letter from the IRS granted tax exempt status for an advance ruling period that ended December 31, 1984. We understan d that this is a normal procedure for a new organization. On January 25, 1985 the Foundation filed with the IRS the required information that we believe should result in permanent tax exempt status for the Foundation.

If you have any further questions in regard to these matters, you may write either the President or the Secretary/Treasurer of the Foundation at the addresses shown above.

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59-2205385 Accounting Period Ending:

December

31

Foundation Status Classification:

The TWA Pilots Retirement Foundation, Inc. 6101 S. W. 76th St. South Miami, FL 33143

170(b)(1)(A)(vi) & 5 09( a )( 1

Advance Ruling Period Ends:

December

31, 1984

Person to Contact

Moses/ch Contact Telephone Number.

404-22,1-4516

5800

File Folder Number:

Dear App licant: Based on information supplied, and assuming your operations will be as stated in your application for recognition of exemption, we have determined you are exempt from Federal income tax under section 501(c)(3) of the Internal Revenue Code.

Because you are a newly created organization, we are not now making a final determination of your foundation status under section 509(a) of the Code. However, we have determined that you can reasonably be expected to be a publicly supported organization described in section 170(b)(1)(A)(vi) & 509(a)(1).

Accordingly, you will be treated as a publicly supported organization, and not as a private foundation, during an advance ruling period. This advance ruling period begins on the date of your inception and ends on the date shown above.

Within 90 days after the end of your advance ruling period, you must submit to us information needed to determine whether you have met the requirements of the applicable support test during the advance ruling period. If you establish that you have been a publicly supported organization, you will be classified as a section 509(a)(1) or 509(a)(2) organization as long as you continue to meet the requirements of the applicable support test. If you do not meet the public support requirements during the advance ruling period, you will be classified as a private foundation for future periods. Also, if you are classified as a private foundation, you will be treated as a private foundation from the date of your inception for purposes of sections 507(d) and 4940.

Grantors and donors may rely on the determination that you are not a private foundation until 90 days after the end of your advance ruling period. If you submit the required information within the 90 days, grantors and donors may continue to rely on the advance determination until the Service makes a final determination of your foundation status.

Donors may deduct contributions to you as provided in section 170 of the Code.

Bequests, legacies, devises, transfers, or gifts to you or for your use are deductible for Federal estate and gift tax purposes if they meet the applicable provisions of sections 2055, 2106 , and 2522 of the Code.

Because this letter could help resolve any questions about your exempt status and foundation status, you should keep it in your permanent records.

If you have any questions, please contact the person whose name and telephone number are shown in the heading of this letter.

Sincerely yours,

cc:

R. W. Rivenbark

Enclosures: 990, Schedule A, & Instructions TARPA TOPICS

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EDITOR'S NOTES ABOUT TAKING PICTURES ....... One of the hardest things about picture taking at a convention is to remember that you should write down the names of everyone you photograph as soon as you have snapped the picture, Throughout this issue there are many pictures with no caption. Please blame your Editor.

Many of them have one or more people pictured whom I can't identify.

All were taken at the convention and we didn't mean to slight anyone.

We are happy to have another informative article about the Middle East operations from one who was "in at the creation": We believe you will enjoy Bob Springer's article.

We are planning to have an article in the next issue that will be based on material sent to us by Otis Bryan. The material is from an oral interview he granted to the Albert F. Simpson Historical Research Center, Office of Air Force History, Headquarters USAF. Also another of Ed Betts' articles on a Herndon-Pangborn Pacific flight.

Ed has an upcoming article on Tommy Tomlinson's pioneering that set so many records.

The last issue of TARPA TOPICS was a little thinner than usual for which we apologize.

We were trying to get it to you before the convention.

Thanks to Elmus Ruff, Bill Dixon and Dave Richwine for the While in most cases this issue), pictures of the convention. individual credit can't be given, their work is most appreciated.

As you can see by the masthead and the GRAPEVINE lead page, R. M. (Dick) Guillan is the new Editor of the GRAPEVINE, taking over the job that Ole Olson did so ably. The GRAPEVINE was Ole's brainchild and a labor of love. We will miss Ole greatly and also welcome Dick aboard.

All TARPA members must have shared some of Russ Derickson's worry and thought about and prayed for Uli during the early part of the ordeal of Flight 847. * * * * * * * * * * * * *

58

PAGE

THE ORIGINATION OF THE MIDDLE EASTERN AIRLINES

In the past, I have read a number of times about the early entry of TWA into the Middle East traffic market. Now I have recently read about the deployment of the remaining DC 3s (C-47) in that area with particular emphasis being placed on the ETT numbers.

It has always seemed strange to me that some TWA historian has not written up the role the late General T. B. Wilson, then Chairman of the Board, played in promoting and establishing TWA as a major airline operator in the Middle East and elsewhere in the world. He was directly responsible for convincing the Heads of State of these backward nations that they should become part of a world-wide transportation system, and he, through TWA would show them how to do this along with helping them do it. Today these airlines have developed into Flag Carriers known around the world.

Hopefully, in an effort to help clear the air encompassing the Middle East activities, I thought I would briefly cover the people and the affairs, as I remember them, that led up to the establishment of certain Middle East Airlines.

I also, in a very brief way, am taking the liberty of continuing General Wilson's trip after leaving Cairo. I did not take notes covering any of this, nor do I believe anyone did, so there may be some minor discrepancies but I feel the fundamentals are correct.

In 1945, the Board of Directors, under the direction of Jack Frye, commissioned General Wilson to investigate the possibility of developing Cairo as a traffic hub and convince some of these nations to start their own airlines that would feed traffic into Cairo. Saudi Arabia had already asked the U.S. State Department for assistance promoting such a venture.

The State Department approached TWA to see if they had any interest in such a project.

It was quite well known at that time that Saudi Arabia was a very backward nation with limited natural resources and very little money to put into such an undertaking.

At first, a retired Congressman (I believe his name was Meyers) and Milo Campbell, a TWA Senior Captain went to Cairo to make a survey as to what the Saudis could support.

As many of you may remember, their mission came to an abrupt and sad ending. They were both victims of an airplane accident in Asmara, Eritrea that took their lives.

In October, 1945, General Wilson then, with the board's blessing, brought together a small group of TWA people and proceeded to Cairo to try to fulfill the wishes of the board. One member was Charles Gress, who was the Treasurer of the company and was responsible for all the financial matters between TWA and the countries involved. He also had to ascertain that the airline from a financial point of view, could be substantiated.

Harold Poole, a supervisor of maintenance (MKC) was to determine the maintenance needs and overall requirement to sustain the airline. I undertook the operational end, which also included, among other things,

TARPA TALES

PAGE 1

the hiring and disposition of flight crews and supporting personnel. Betty Russell, the General ' s secretary, located in New York, was recruited to handle all the administrative affairs for the group. A member, but not of the TWA family, was Robert Sullivan, a practicing attorney in New York City.

He was on loan to us to take care of all legal matters.

We headquartered in the old Shepherds Hotel located in downtown Cairo. In its day, it was one of the best hotels in the Middle East--some said the world. Many believed that if you stood in the lobby long enough you would see some one you knew. Whatever the belief, one must say it had its own distinctive personality.

After preliminary discussions with the Saudis and others, it became obvious that something had to be done about transportation for us in the Middle East area.

On one occasion we chartered a C-47 from the Air Force, but it became evident that they did not wish to get into the charter business. The plane was flown by a Lt. William Rousey, who later on played an important role in the establishment of the SA and the Ethiopian airlines.

General Ben Giles was in charge of the Military forces in the area. I approached him with the idea of possibly buying a C-47 as surplus for company use.

Much to my surprise he thought it an excellent idea, and immediately made arrangements to have a C-47 of our choosing made surplus, making it possible for TWA to purchase the plane. We had become friendly with ARAMCO and they contributed much to our affairs. They soon learned of the C-47 purchase and asked if we would try to make a similar purchase for them.

General Giles was receptive, so now there were two C-47s in the Cairo area with no maintenance support.

Much time and effort were spent trying to convince the Saudis that they should start their own airline. They are very suspicious people and evidently could not relate an airline to their needs. They had no industry, agriculture, nor money.

I think King Ibn Saud expressed their fears very well, when he said, "we know how to ride a horse, we at this time know very little about an automobile, and now you are trying, in one step, to take us from the horse to the airplane " .

The officials of ARAMCO supported our cause and did much to convince the King that the idea of their own airline was sound, and must be a part of their future. ARAMCO had a great influence on the King and soon the Saudis agreed to the airline in principle, but with no starting date in mind. However, we all realized that because of certain logistics problems we must take the necessary steps to procure whatever would be needed to start the airline when they said they were ready. It was speculated that it would be just a matter of days before they would want to get started.

Lt. Rousey, the pilot who flew the Military charter for us, was hired by TWA as a pilot for the TWA C-47 and to assist in getting flight personnel for the

TAPPA TALES

PAGE 2

SA Airline.

To get the flight crews was no simple matter and to this day I do not understand how he managed it. As nearly as I can recall, ten crew members were needed.

The Air Force was breaking up its base there in Cairo, having already sent many of the pilots back to the States. Bill Rousey talked to some of the pilots who were waiting travel orders, about considering the possibility of flying for the SA Airline. Some showed a mild interest, but when told there was no chance, at least for the present, of going to the States and that their domicile would be Jeddah, SA, their interest was quickly dampened.

Furthermore, their foot lockers and other personal belongings were already aboard ship anchored off Alexandria, Egypt. Now they needed much more time to consider their uncertain future in the Middle East. A Lt. Tex Salyer, along with a few other pilots decided, after much deliberation, that they would be willing to stay and contribute what they could to get the SA Airline flying.

This meant getting their belongings off the ship bound for the U.S. The Air Force cooperated and soon their things were back in Cairo.

The State Department came up with what seemed to be an almost insurmountable problem of getting them out of the Military Service and to civilian status since this could only be done with their being on U.S. soil. Naturally, to meet this requirement, the time delay and other obvious reasons, would jeopardize the entire Middle East venture. The State Department also realized the burden this could place on many and the delay it would cause to the commencement of the airlines serving the Middle East area. Somehow, they managed to work out a much sought-after solution. The Military Personnel involved could be released from the military service at Basra, Iraq, and at the same time revert to civilian status. In doing it this way, the State Department warned us that they could not issue a passport or visa to these personnel and if they should ever find themselves in any trouble with the Egyptian Authorities while in Egypt they would have no jurisdiction over them.

These credentials could only be issued by the country of their base assignment.

One day they were flown to Basra, mustered out of the Air Force and returned to Cairo as U.S. civilians.

In addition to the flight crews, was a 19 year old Sergeant, Lefty Hungerford, who was to become the Superintendent of Maintenance. I later learned he did an excellent job in providing the airline with the proper maintenance organization.

In the meantime, General Giles had made available to us four surplus C-47s (some of these only had bucket seats) and they were on the airport, loaded with spare parts, ready to take off for Saudi Arabia.

TARPA TALES

PAGE 3

Quite some time back TWA N.Y. had been asked to provide a management team for the SA Airline and be prepared to furnish another for the Ethiopian Airline. A TWA Captain, Joe Grant and Mark Outhwaite, a Flight Engineer, were already in Cairo and were waiting orders to go to Jeddah, a place which neither of them had ever seen. However, Jeddah, in time, was to become their home and operating base for many years.

They did an excellent job getting the airline started and causing it to grow into what we all know today as a full fledged one.

During the early development stages, history was made and from then on it became a matter of routine growth operation, thanks to Joe and Mark.

Fortunately, TWA sent Capt. "Dutch " Holloway and Bruce Obermiller, a TWA accounting supervisor, to Cairo earlier than expected, which turned out to be a blessing. They were to be domiciled in Addis Ababa, Ethiopia to take over the management of that airline as soon as a contract was worked out with the Ethiopian representatives.

The Emperor Haile Selassie, was most anxious to get his airline started and kept pressing his people to finalize the plans. All of this materialized much faster than expected, and they announced they were ready to start immediately.

Since the Saudis, at this time, had been reluctant to express themselves as to a starting date or when such a date might be forthcoming, left us with only one alternative--start the Ethiopian Airline first.

This meant many adjustments had to be made, the most serious being the flight crews. When the crews were told of the problem and asked if they would be willing to fly for EAL, being based in Addis, it is understandable why they were in near shock. None of them were familiar with Ethiopia nor had they ever been in Addis.

We were now asking them to make this their home. To make matters worse, their transportation back to the U.S. had already left Alexandria.

I can well imagine the discussions that must have taken place trying to determine their destiny and future. They seemed to accept fate, in this case, and all of them agreed to the change. Evidently their choice was a good one as they learned to enjoy their new home enough that a number were willing to stay until retirement age. Tex Salyer, I believe, was the first to do so.

It was a very enjoyable sight to see the C-47s finally take off, headed for Addis Ababa. Dutch, Bruce, the Crew members, Lefty and

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all, put together a well organized and well run airline. It developed into one of the finest in the Middle East with routes eventually extending into many Middle East and European countries. The operating personnel who followed Holloway et al, found a very workable airline.

Their primary function was to help the airline grow and see to it that it remained competitive, which we all know now did just that.

As soon as Butch arrived in Addis, he formed the Ethiopian FAA, patterned after the U.S. FAA. He registered the letters "ETT" with ICAO and issued crew and aircraft licenses. The first C-47 purchased for TWA's use was flown under the Ethiopian flag with license number "ETT 6" with the EAL planes taking their proper numerical sequential The crews obtained their flight licenses and now with all of order. this behind them the airline became very dignified and legitimate.

General Wilson spent a great deal of his time commuting between the On many of his numerous trips back to Cairo we flew U.S. and Cairo.

ETT 6 to Teheran, Iran to explore the possibility with the Shah of The Shah, being a very progressive starting an Iranian airline. man was receptive to the idea, but expressed certain well founded reservations; the main problem was the usual one so often expressed by the Middle East Nations--lack of financial wherewithal to make a much desired and long sought ambition come to life. The General and the Shah, in time, worked out a satisfactory arrangement that did make it possible for the Shah to realize his ambition and in time This then became the third airline that launch the Iranian Airline. came under TWA's management.

At Exploring the same possibility with Syria never materialized. that time there was so much political unrest that it was determined the risk was much too great to press further, at least, until greater stability was shown in the political area.

Since EAL was launched and the Saudis programming having been completed, the only remaining problem was the starting date which came about soon. Our group figured we had fulfilled our obligation to TWA and were ready to return to the U.S. In addition, the late Jim Shaunty, Director of Stores, TWA MKC was already in Cairo to take over the Directorship of the area upon our departure. His tour of duty was very helpful to those who followed him. We had already overextended a 30 day assignment by quite a bit, so we were awaiting the General's return to Cairo for a release to proceed home.

When he met with us, going back home was the furthest thing from his mind.

He had planned a trip from Cairo around the world (eastbound, that is) following the proposed TWA route, visiting

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many countries, making frequent stops at certain cities which would play a role in the company's future routing and traffic plans.

Traffic offices were established in many of these cities.

I think the highlight of the trip for the General, was while staying over in Shanghai, he received a message from General Douglas McArthur inviting him and the group to Tokyo to discuss the possibility of air transportation in that part of the world. I must say, viewing General McArthur's way of handling the Japanese along with the U.S. Administrative Organization and still managing to keep the respect of the Japanese people, is something I shall never forget.

TWA owned about 19% of the stock in the Phillipine Airline and Gen. Wilson was determined to see how TWA's investment was being handled so Manila became a necessary stop. Some of us were asked to fly every segment of the route of that then very primitive airline. In a number of cases the pilot had to "buzz" the landing strip to drive off the cattle before landing to disembark passengers.

From the Philippines we went to Australia, Fiji Island, Christmas Island, Hawaii, and then to the long awaited U.S. I have since forgotten how many miles were covered after leaving Cairo, but it was a good many, particularly under the circumstances.

The General had a DC-4 taken out of schedule and assigned to this trip with Roy Brister as Captain. He selected a fine crew and they did every thing necessary to create a pleasant atmosphere for the passengers. At times Roy's task was made difficult as routing and destination were not known until the last minute. Since this flight was made just shortly after the war ended, many facilities were lacking, some damaged, radio communications sketchy, and weather information in some instances nonexistent. But in spite of all this, upon leaving Peking, Roy managed to crowd in a trip over the Great China Wall,. which we all will long remember. The hostess was Gladys Entrekin, so it is no wonder why everything from the cabin end of the trip was properly handled.

We entered the U.S. at San Francisco and after a few days pause, on to Kansas City, then concluding the trip at Washington D.C. It was now well over six months-(including Christmas) since many of us had seen our families so it goes without saying that there were many reunions. As typical of many such trips, we all said good-by with each going his or

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6

No one ever took the time to record the affairs of this her way. journey and the role Gen. T. B. Wilson played in furthering TWA ' s place as a world carrier.

TWA has always been known as a pioneer in the field of aviation and much has been recorded on this. For some reason the chapter in the company's history regarding the events in the Middle East that contributed to further world expansion has never been documented from the early days. I believe there should be a space ' large enough in a chapter of TWA s history book to at least allow the mention of T. B. Wilson and his contribution to TWA.

C. R. Springer 123 Woodlake Dr. NW Gainesville, GA 30506 (404) 536-9364

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

"Of course our real first-class seats are the toilet lids we sold the Navy. "

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TRANSCONTINENTAL & WESTERN AIR, INC. Kansas City, Missouri May 24, 1935 EASTERN REGION OPERATIONS CIRCULAR NO. 19 REVISED Effective June 1, 1935 ASSIGNMENT OF FLIGHT PERSONNEL, EASTERN REGION DOMICILED NEWARK Flights 8 - 9 NK-KC Pilot

Co-pilot

Andrews, H . G. Zimmerman, H.J. Snead, H.B. Wilkins, A. Williams, W.

DeVries, W. Heideman, R.A. Moser, J. Klose, E.O. Lewis, J.H.

Flights Pilot Bohnet, F.L. Larson, R.M. Terry, D. Hanson, R. Robey, C.E. Gove, O. Niswander, F.E.

11-15-16-14 Co-pilot Dally, B.H. Smith, F.H. Jaques, S.W. Moon, H.P. Moomaw, C.C. Wells, R.W. Warwick, H.

Flights 19-21-12-18 Burford, D. Cox, J.T. Taylor, H. George, J. Seyerle, W. Kimball, W. LeRoy, R. Carrigan, J.J. Eischeid, J.O. Davis, W.B. Smith, W.L.-Reserve Copilot DOMICILED KANSAS CITY Flights 5-6 Bryan, O.F. Golien, W.G. Hall, H.E. Hereford, E.T. Hoblit, M.L.

Rainey, L.A. Springer, C.R. Trimble, W.L. Pope, Francis Wade, F.D.

Flights 1 -2 Harlin, J.E. Dick, R.J. Brill, G.W. Dowling, W.H. Smiley, W.

Hess, H.G. Simons, R.L. Lamont, R.S. Franklin, D.K. Jones, W.W.

Flights Litzenberger, A Parker, A.N. Ashford, T.H .

Campbell, W. Mesker, D.L.

10-7 Grabill, W. Grow, H.B. Poquette, T. Enyart, C. Kruse, R.

Flights 3-4 Ferguson, O. Kratovil, C.J. Stanton, S.T. Lehr, C. Munger, L.D. Darby, J.E. Peterson, W.F. Bishop. L.E. Lewis, H.C. Boqua, E.Z. Scott, P.T.W. Kaye, C.R. Medler, D. - Reserve Co-pilot

The Bureau of Air Commerce requires that S.A.T.R. co-pilots be assigned on all runs scheduled over eight hours in any twenty four hoar period. Flight 3 is the only run in the Eastern Region scheduled more than 8 hours. The time for this run is 8 hours 14 min. (signed) L.G. FRITZ Supt., Eastern Region TARPA TALES 8

PAGE

TRANSCONTINENTAL & WESTERN AIR, INC. Kansas City, Missouri May 24, 1935 EASTERN REGION Of OPERATIONS CIRCULAR NO.19 Revised Effective June 1, 1935 N ASSIGNMENT OF FLIGHT PERSONNEL, EASTERN REGIO DOMICILED NEWARK Pilot

Flights 8 - 9 NK-KC

Andrews, H . G. W. Zimmerman , H. J. Snead, H. B. Wilkins, A. W illiams, W .

Co-Pilot DeVries, Heideman, R. A. Moser, J. Klose, E. 0.

Lewis, J. H.

Flights 11-15-16-14 Bohnet , F. L. Larson, R. M. Terry, D. Hanson, R. H. P Robey, C. E. Moomaw Gove , O. Wells Niswander , F. E.

Daily, B. H. Smith, F. H. Jaques, S. W. Moon, , C. C. , R. W. Warwick, H. Flights 10-21-12-18

Burford, D. Taylor, H. Seyerle, W. LeRoy, R .

Eischeid , J. 0.

Smith

, W. L.-Reserve Copilot

Cox, J. T. George, J. Kimball, W. Carrigan, J. J. Davis, W. B.

DOMICILED KANSAS CITY 6

Flights 5-

Bryan, 0. F. Golien, W. G. Springer Hall , H. E .

Here ford, E. T. P Hoblit, M. L. Wade

Rainey, L. A. , C. R. Trimble, W. L. ope, Francis , F. D. Flights 10-7

Litzenberger , A. Pake r, A. N. Ashford, Poquette T . H. Campbell, W. Misker, D. L. K

Grabill, W. Grow, H. B. Enyart, C. ruse, R. TRAPA TALES

PAGE 9

Flights 1-2 Harlin, J. E. Dick, R. J. B rill, G. W. Dowling, W. H. Smiley, W.

Hess, H. G. Simons, R. L. Lamont, R. S. Franklin, D. K. Jones, W. W. Flights 3-4

Ferguson, 0.

Stanton, S. T. M unger, L. D. Peterson, W. F. Lewis, H . C. Scott, P . T.W.

Kratovil, C. J. Lahr. C. Darby, J. E. Bishop, L. E. Boqua., E. Z. Kaye, C. R. r,D.-ResvCopilt Medl

The bureau of Air Commer ce requires s that S. A. T. R. co-pilots be assigned on all runs scheduled over eight hours in any twen ty four hour period.

Flight 3 is the only run in the Eastern Region scheduled mo re than 8 hours.

The time for this run is 8 hours 14 minute s.

L. G. FRIT Supt., LGF : LC

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SUNRISE TO THE WEST

By Edward S. Flynn We were taking Flight 11 from Kansas City to Albuquerque with stops at Wichita and Amarillo. The trip had been very routine, There were no thunderstorms, actually more quiet than normal. very little turbulence, and the visibility was over two hundred miles as we flew from the panhandle of Texas into eastern New Mexico. The first light of dawn had started rising in the east behind us.

The beacon light at the emergency field of Cuervo had just slid behind us, and Anton Chico beacon was flashing its green and white up ahead. Why couldn't all trips be this nice?

Art, my co-pilot, was logging the Cuervo check point and I was routinely checking the instruments and scanning ahead when all at once the horizon to the southwest began turning that golden orange hue that a rising sum emits just before it appears above the ground line.

My eyes flashed to the compass to confirm our heading, whereupon I though incredulously, "Why is the sun rising there, in the west?" The light was now becoming more brilliant than that of a sunrise, and we could begin to see a growing orange dome of frightening brilliance. It grew for several seconds until it appeared to be several miles in diameter and perhaps five thousand feet high in the center. Art and I simultaneously exclaimed: "What in the world is that?"

Suddenly erupting from the center of the dome was a shaft of fire and smoke shooting straight upward with enormous force. The shaft itself was probably one fourth the diameter of the dome but rose with tremendous velocity whereas the dome had expanded rather lazily. Now the top of the shaft began pluming out into a large cumulus shaped cloud that was completely aflame. As it enlarged with boiling clouds, they too became alive with this orange burning. This billowing and burning seemed like it would never stop. The flame finally subsided, but the expanding continued rapidly for some minutes, becoming at last the size of a fully developed summertime thunderhead.

After staring at this awesome spectacle for several moments in disbelief, my mind turned quickly to the safety of plane and passengers.

I knew that anything of that enormity - must have wides p read violence in the form of a shock wave.

Should I turn away to increase the distance from it?

No, that would make the DC-3 more vulnerable to damage. as a following shock wave would strike the tail controls first. The airplane could take a greater gust load from the front so we must slow down from cruising speed immediately! Close the throttles and drop the landing gear and get to 120 MPH right now and turn so as to face this thing.

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SUNRISE TO THE WEST - continued How fast does a shock wave travel? Can you see it coming? We searched the dimly lit desert floor for signs of a dust wave. We waited for several minutes for the jolt to hit, but nothing ever happened.

After a short period the air became mildly choppy and remained so for some minutes, but this may or may not have been a result.

Just then our hostess burst frantically into the cockpit. "What is it? What's happening?" We questioned her as to whether the explosion or "cloud" had been seen by the passengers. She wasn't sure.

"They all seemed to be asleep at the time, but the intense li g ht seemed to cause them to stir, for some were now asking for coffee". They apparently were completely unaware of what had taken place.

I contacted Albuquerque excitedly and reported a tremendous explosion had just taken place southwest of us, and I would report its position as soon as I could take several bearings on it.

"Roger", said the sleepy voice, "probably some powder blowing up at one of the bases".

"NO!" I replied, "this is bigger than any powder magazine blowng this is tremendous."

"O.K., I will advise the Air Force." He still seemed rather unconcerned.

However, about now a flight of ours just off Phoenix had heard all of this conversation and chimed in, "We saw that bright light in the eastern sky from here and were also wondering what had caused it". We then talked to that pilot a bit and more thoroughly described the burning effect, and he recalled having noticed the bright orange and minor flashes that resembled lightning - but a different color.

They had not seen it directly as we had, but only a lightening of the early morning sky.

Well, by now our operator in Albuquerque began to take quite an interest when he heard that it could be seen as far away as some four hundred miles west of Albuquerque! The natural dawn of morning was now taking place, and we asked the radio operator in Albuquerque to step out in the door of his office and look southeast for a large thunderhead. He reported he also could see the large cloud very plainly now. He would make further inquiry.

Our extraordinary report finally made an impact.

In the meantime, Art was busy drawing lines on our map. About every twenty miles he drew a line on the map from our position toward the center of this cloud_ which by now must be at least 40,000 feet high and twenty to thirty miles in diameter and still looking very much like a thunderstorm forming (it had no anvil on TARPA TALES

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SUNRISE TO THE WEST - continued top yet). As we passed over Otto, a routine checkpoint, it was We informed them this "thing" was in time to call Albuquerque. the vicinity of Alamagordo, New Mexico. They advised us the Air Force was sending a plane down into that area to investigate.

When we landed at Albuqerque, at 06:40 a.m.. the sun was brilliant g in the eastern sky, and our big cloud was standin just over the mountains to the southeast of the airport (over 125 miles away), just as white and beautiful as could be. After our fantastic journey we checked into the hotel and rested a few hours. Refreshed by early afternoon, my first movement was to look to the southeast. The cloud was still there---only now there were other cumulus in the area, and it didn't stand out as sharply as it had against that clear blue sky of the early morning. The cloud remained for the rest of the day and evening, and as we flew home that night, I thought I could still see it hanging there.

Hoping to find an explanation. I inquired everywhere. There was no report from the Air Force plane that was dispatched to the area. We could find nothing in the newspapers about an explosion near Alamagordo. Since World War II was still in progress. things of this nature sometimes had a way of dying out. I queried many friends in Albuquerque as to whether they had seen or heard anything_ and the response was one ambiguous answer--"That was probably the ammunition dump down south (no description It had to be something big, and the as to where) that blew up ". military had to be involved. but what it was was certainly being kept a deep dark secret.

My frustration was finally quieted three weeks later. Blazoned all over the newspapers and radios was the answer--an atomic bomb had been dropped on Hiroshima! They talked of the brilliant orange dome, the shaft of flame and smoke, and the tremendous white billowing cumulus shaped cloud. In the small print on the inside pages of the newspaper I read that the scientists had fired a test bomb just outside Alamagordo, New Mexico, on July 16, 1945. No wonder all the secrecy! we re-ad that the newer bombs of today are many times the Now, size and strength of that first tiny atomic bomb I saw exploded at Alamagordo. That morning it seemed as if the whole desert floor had opened up as a result of the blast.

Although this was written over twenty years ago of a happening just forty years ago, that "Sunrise to the West" still remains as clear as yesterday.

Frightening! * * * * * * * * * * * * *

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PERSONAL EXPERIENCES From CHARLIE STRICKLER: Have intended for many a day to relate the story of my first trip on TWA-ICD. By now I have no doubt set a record for procrastination.

My first trip on the line was from Bolling Field, Washington, D. C., to Prestwick, Scotland by way of Montreal and Gander, Newfoundland.

The trip was made aboard Boeing Stratoliner #19907 (the Navajo, I think) at the astonishing constant speed of 144 mph .

The crew members I recall are Captain Don Terry, Co-Captain Earl Fleet , F/0 B. C. Pettigrew. Sure wish I had kept better records so that I could provide the names of the navigator, engineer, and radio operator.

My function was that of second officer, which entailed working weight and balance, handling manifests and immigration papers, and maybe "twiddling`" the autopilot knobs during the long, dark hours of the night.

Needless to say, I was scared "spitless" in the presence of such awesome authority. Forgot to add that I was also in charge. of the "honey bucket".

Just prior to departure, Captain Terry presented me with a valuable violin for safe keeping, and Captain Fleet provided a case of grapefruit.

The understanding was that I was "dead" should anything happen to either.

Twenty plus hours later we arrived in Prestwick and as fate would have it, the grapefruit was missing, and I was looking for a recruiter of the Foreign Legion. Captain Fleet was very decent about it all, but God only knows what would have happened had the violin disappeared.

We took the train to London and six days and quite a bit of scotch later, we originated a trip from Northold Airport, London and eventually made our way back to Washington, D. C. All in all, a most memorable trip for a country boy like me. * * * * * * * * * * * * * From JACK WEISS: My first trip on the line was from KC to LG on August 10, 1945.

I flew with Tom Cockcroft and Bill McMinn. It was a routine

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PAGE 14

line check for Bill, and a new experience for me.

Jack's most interesting flight was on a trip from PHX to MKC on July 10, 1951. "Flying with John Archer as Captain over Emporia, Kansas about 03:00, we entered a violent TRW. I was doing my desperate best to hold altitude and airspeed at the turbulence target speed of 180 IAS. However, the IAS IND was fluctuating so wildly it was impossible to maintain a decent average. During the next few minutes, above the noise of the hail, rain, engines, etc., John commented three times about 180. After the third time, I told him I couldn't hold 180 precisely.

John, in his quiet reserved manner said, "No, I mean lets's do a 180". Which I then executed, and we probably flew right back through the darned thing and returned to ICT to wait it out.

'June 17, 1980, My F/O, P. J. Timmons, and I boarded F760, the Polar, in LAX just as the sun was setting. Due to mechanical delays, re-routing, and a non-scheduled fuel stop requested by planning, we deplaned LHR just as the sun was setting the next day." * * * * * * * * * * * * * From BILL BURGNER: "My first trip was KC to AB 3/17/46 with Captain Nick Vance. I only flew two DC-3 line trips to AB, then went over to Boeing 307 Stratoliners for $20.00 more a month for a total of $240.00 per month. The first 307 trip was with Jack Wade, KC-AB-BU 4/15/46. * * * * * * * * * * * * * From O. L. HANSON: About his most exciting and unusual flight he writes: "From MDW-ABQ, May 4, 1959, Flight 263, a 1049-A Connie #908. The First Officer was Jack Donlan and I believe the engineer was Chuck Lebrecht.

"Reported for the flight to find a line of TSMs from Dubuque to El Paso. Tornado Alley, yes? We talked to dispatch and weather. They all agreed that there was a good possibility of being a rough trip, but that now there was a new aid available Military Radar called "Stargazer".

They could give us radar steers between the TSMs.....just call them on 129.9. " We departed, passed over KC and were assured there were holes and get in touch with Stargazer. Approaching ICT, it started getting pretty bad, so we called Stargazer. They said 'We have you, and stay with us....we'll get you through the TSM line.'

So we flew their headings.

"After a while it started to hail and get quite rough. I asked Jack to get in touch with Stargazer. We were unable to raise them, so we held our last assigned heading. Soon it happened!

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All hell broke loose. Hail, lightning, turbulence - the worst I'd ever experienced.

Soon the yoke let go, and came slamming back to my stomach. Absolutely limp - I remember turning to Jack and saying, 'There went the - - - - tail.' Of course, the airplane tumbled. We had been at 18,000' off course . After what seemed to be the rest of our lives, the yoke finally took hold, we got control again, pulled out at about 7,000' indicated, decided to hold whatever heading we came out on, which turned out to be West. We held it and gained some altitude, and later came out in the clear. Looked back at what we had come through.

It was the blackest wall I have ever seen. We had flown right into a tornado! We proceeded on to ABQ - reported severe turbulence, had the airplane checked and not a loose rivet was found.

"I thought the passengers would surely get off and take the Santa Fe to LAX, but we didn't lose a single one.

"This is some testament for the Connie. After running up while behind another one which was also running up, the tail assembly didn't look too rugged. What do you think, Jack Donlan and Chuck Lebrecht?"

From GORDON LAMBERT: Former Secretary A. T. Humbles received a letter from Gordon telling of his experience with eye lens transplants.

It's interesting.

"Just a note 'cause it's getting late and I am tired after returning from the convention in Las Vegas. So sorry not to see you.

"In reading the May issue of TARPA TOPICS about lens implants and not wearing glasses, I can not understand anyone not being told to wear U V 400s to filter out the ultra violet rays.

The natural lens have protection but the artificial ones do not. U V 400s filter out all except 400 parts per million.

Please correct Rudy's info about this in the next issue, as we surely will have more retirees having implants. I had one in December, 1982, and the second in February, 1983. I was then able to see a golf ball farther than 50 yards, but then I had a mild stroke in July; you can't win. The implants are fine, I can read a newspaper, but I do not step outside into the sunlight without my U V 400s on.

"Had a wonderful reunion in Las Vegas talking with all my old buddies and co-pilots, now captains, now retired, even. How time flies.

They were all wonderful, called me by name even though I had forgotten 95% of theirs. It was a wonderful convention held by a group of fine gentlemen. I am flattered to have been a part of it. Take care now, and thanks for all you have done. It is always good to hear from you." * * * * * * * * * * * * * TARPA TALES

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"

TARPA TALES

HE DIDN'T EVEN KISS ME GOOD-BYE."

PAGE 17

THE TARPA

GRAPEVINE SEPTEMBER, 1985 The May edition of the GRAPEVINE had the disheartening news that our good friend OLE OLSON was saying farewell as Editor of this very important part of TARPA TOPICS. Following Ole's announcement was a full page NOTICE TO ALL MEMBERS, (it almost looked like an obituary) appealing for someone to volunteer for the job. Having enjoyed this section of the TOPICS for so long, I hated to see it come to an end, so feeling the need to make a small contribution to TARPA, I called Al Clay around the 11th of June and volunteered to make an attempt at editing this section.

I will be the first to admit that Ole is a hard man to replace at this post and at first the column may not have the same spark that he was able to furnish for the past four plus years, but I will give it my best, providing all of you will cooperate by sending me as much information about yourselves and your friends and ours in TARPA that you can. From all I have learned from various officers, the news about our friends comes in-beach and every one of them and is then sent on to the GRAPEVINE Editor.

R. N. Guillan 1852,Barnstable Rd. Cleions, N.C. 27012 918-945-9979

Today's mail contained a nice note to me from Ole, along with some material.

He made a very interesting observation, and I quote in part: "I can't say that I have had the privilege of knowing and associating with you 'for many, many years' - but I can say that on the rare occasions when our paths crossed....etc." This, in a way is how I read about the activities of fellow retirees -- maybe our paths crossed somewhere in our careers, on a particular memorable flight or at an ALPA meeting or even over a cool one in the Esquire Room.

It's good to hear about everyone's activities.

SO LET'S KEEP THE GRAPEVINE GROWING! Since I, like so many, keep busy I would like to suggest that if anyone wishes to contact me by phone that the best bet is to call first at my Christmas Tree Ranch in the North Carolina mountains. The number is 919-982-2276 and is where

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I spend most of my week and am the only one likely to answer.

If that fails, then use the number on the mail box where all correspondence should also be sent. I hope to hear from many of you.

Respectfully, R. M. (Dick) Guillan * * * * * * * * * * * * * Although A. T. HUMBLES is no longer our Secretary, I contacted him the other day hoping he would have some tidbits for the In our usual friendly conversation, he admitted to GRAPEVINE. having been out sailing in his HOBIE CAT and had the misfortune of capsizing. Seems he had to get the help of his son(s) to right the craft and get back to shore. He admits to being a little bit embarrassed and that the young folks won't let him forget it. * * * * * * * * * * * * * CLEO MATTKE and Margaret have every reason to be proud of their son, Lt. Col. E. Terry Mattke, who on June 17 was selected as Military Assistant/Aide to Vice President Bush. Terry joined the Marine Corps in 1966 after graduating Magna Cum Laude from Princeton University. His career assignments included being an interchange officer in the RAF Flying Harriers in Germany: duty at Cherry Point and Okinawa and attendance at the Military Industrial College in Washington from 1984-1985 prior to his selection to V. P. Bush's staff. * * * * * * * * * * * * * DAVE RICHWINE writes that one of the highlights of the season for Vi and him was a trip to Beaufort, S. C., to attend the Change of Command ceremony when their son Dave (Colonel USMC) took over command of the Marine Air Station there. The Richwines are no strangers to Beaufort, as young Dave, an F-4 pilot, was skipper of VMFA Squadron 251 there a few years ago. Congratulations, Vi and Dave. * * * * * * * * * * * * *

THE GRAPEVINE

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We here in North Carolina, whether a native Tarheel or a transplant such as I, have found much to enjoy in this state. The mountains of the state, which reach up to 6384; give many from the far south a good place to escape from the summer heat. A few of those retirees have found a haven in the Boone/Grandfather Mountain area.

Among those are retired Captains DICK COLBURN, F. LANDIS (Fun Lovin') SMITH, LEW THOMPSON and BILL TURNER. Lew is the newest of the summer settlers in this area and at this time is cruising up the inland waterway and was unavailable for comment, but I discovered that the other three have been very active in the new town of SEVEN DEVILS. This town was incorporated in 1979, and the then Attorney General, Rufus Edmisten, in a speech described it as the highest (elevation ) incorporated town east of the Rockies. (Elevation 4250' -). LANDIS was the first Mayor, Pro Tem and BILL one of the original Councilmen.

LANDIS is currently the President of the Property Owners Association/Seven Devils Resort Club. In this capacity, he has over the past couple of years supervised the renovation and reconstruction of a fourteen acre lake after the former dam was declared unsafe. No small project. DICK COLBURN, the first of the group to buy in this community, is currently Chairman of Founders Group and the Mens Golf Association which oversees the upgrading and operation of the golf course. BILL TURNER says of his activities that he is actively retired, but it was quite evident that he is quite involved in civic affairs. In addition to their civic work, DICK works on restoring cars and if you wrapped your golf club around a tree recently, LANDIS might condescend to repair it in his well equipped home shop.

It must be admitted, though, that come November, when the first frost appears, these guys head back to the Bahamas, Florida orArizona and let the rest of us enjoy the beautiful winter and spring. * * * * * * * * * * * * * NEW MEMBERS:

JAMES A. LAMPRELL, 3612 S. Braewood Drive, Las Vegas, Nevada 89121.

Phone 702-732-7279 RUSSELL P. MYERS, JR., 174 Secatoque Lane, West.

Islip, L. I., N. Y. 11795 Phone 516-587-4091 WILLIAM J. REID, 90 Beacon Str. Marblehead, MA. Phone 617-631-6375

A letter from Irene Myers, along with Russ' application, contained some proud and interesting information about their son, Russ III.

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PAGE 3

It seems he was accepted for the Hawaiian Ironman Triathlon, and in spite of 104 degree heat, swam 2.1 miles in the ocean, pedaled a bicycle 112 miles and then jogged for 26 miles. She Apparently states that they went to see him in the events. exercise is practiced by the family as she asked if the tennis tournament at the convention was open to beginners. A. T. made no comment. * * * * * * * * * * * * * BILL REID wrote, along with his application, that he had enjoyed reading a copy of TARPA TOPICS loaned to him by AL MUNDO. He says he wanted to join TARPA after reading about many past colleagues who are still active. Come November he'll become a Welcome, Bill, and thanks for your enthusiastic regular member. letter. * * * * * * * * * * * * * In addition to the above new members, added to the subscribers list is N. J. (Nick) Zoumboulakis, 15 Socratous Street Kalithea 17671, Athens, Greece. * * * * * * * * * * * * * W. ROGER THORPE sent in a correction for his area code for the new directory.

Seems they created a new area code for many in the Los Angleles area. He now may be reached at A/C 818-788-1928.

Roger changed hats a few years back and kept on flying. He says in his letter that "Since ALPA refers to me as Mr., it is a good feeling to receive something addressed to Captain. Thank you for a great job". We thank you too, A. T., and a special thanks to Roger for sending in his 1986 dues. * * * * * * * * * * * * * What newsletter would be complete without some address changes?

Here are a few that were sent in to A. T.: COREY,

STAN - Gatewood A-54, Greenwood, S. C. 29646. Phone 803-229-7866.

DEITCHMAN, BILL- After Kalmia add #203 DOWLING, CARL T. - change his Mesa address to 143 Leisure World, Mesa, Arizona 85206 Phone 602-981-5113.

GRAHAM, JACK L. - 2081 Oak Drive, Lake Havasu City, Arizona 86403-7517 SCHLIEP, MARVIN L. - P. O. Box 1249, Gig Harbor, WA 98335. * * * * * * * * * * * * * THE GRAPEVINE

PAGE 4

JACK PITTS, former President of RAPA, was appointed at the 1985 convention to take over the task of putting together future RAPA tours, cruises, etc. More about this should be forthcoming in RAPA bulletins. * * * * * * * * * * * * * Many thanks to Convention Chairman Lyle Spencer, who compiled the attendance list which follows on the next page. (He typed it, too!)

Lyle writes that we had 404 registered in the hotel and 341 attended the banquet.

Lyle adds: "I have thanked all of the volunteers at the registration Desk and the Hospitality Room that I know of. If I missed your name, please accept my apologies and my sincere thank you now."

Thank you, Lyle and Dorothy, for taking over and giving us an outstanding convention. * * * * * * * * * * * * *

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TARPA CONVENTION Desert Inn Hotel and Country Club Las Vegas, Nev. June 4., 5, and 6, 1985 Attendance List - If any names have been omitted or misspelled it is inadvertent .

Ainsworth, Arky Aman, Bill and Marguerite Anderegg, Bart and Mary Francis Anderson, Dick Anderson, Tom Andrews, Bob and Helene Bainbridge, Bill and Evelyn Barr, Louis Bassford, Martha Steve and Baumgrass, Wilson and Doris Beaton, Andy Beebe, Dale and Zella Beck, Dick and Lou Beck, Tom and Diane Beighlie, Ritchie and Shirley Betts, Ed and Donna Bissonette, Riley and Betty Boldon, Rollie and Grace Brister, Roy and Esther Brown, Joe Brubaker, Bob and Kathryn Brogdon, Jim and Marge Buchanan, Katie Campbell, Harry and Evelyn Carlson, john and Helen Carneal, Ed and Norma Carter, Dean Clark, John and Ruth Clay, Al and Jo Converse, Virginia Cook, Lou and Lorraine Marge Cooper, Bill and Craft, Ray and Martha Creswell, Joe and Ellie Crow, Lofton Dahl, Jack and Marjorie Dail, Max and Betty David, Charles and wife Davis, Charles Davis, Rusty and Jean Davis, Ray and wife Davis, Richard and Marcia Davies, Dave DeCelles, Larry Deitchman, Bill and Dorothy Derickson, Russ and Uli Dixon, Bill and June Dougherty, Paul and Betty Dowling, Carl and Marguerite Doyle, Dick and Elke Drew, George Drosendahl, Russ and Lucy THE GRAPEVINE

Durham, John and Von Duvall, George and Joyce Dyer, Chic and Thelma Earley, Bob and Ginnie Edwards, Lum and Bette Edwards, Marc and Harriet Elliott, Bud Evans, Keith and Donna Exum, Gene and Sue Firebaugh, Bob Fischer, Mel and Marjorie Fischer, Bill and Rhea Flournoy, Rich Garrett, Ruby and Beth Girard, Larry and Phyllis Goldthorpe, Goldie and wife Gratz, John Green, Clancy and Betty Green, Ev Greer, Bill and wife Hager, Jim and Christine Haggard, Wayne Hall, Ed Hammonds, Jim and Madelene Hanson, Glen and Jeanette Hanson, Ole and Teddy Happy, John Harrison, Bill and Mary Hasler, Chuck Headstrom, Al and Denise Heilesen, Frank Heinrich, Earl and Frances Henderson, Edith Hendrix, Jim and Claire Hereford, Ted Hippe, Ken Hollar, Phil and Joyce Hoyt, Harry and Phyllis Hubbard, Lloyd and Margaret Huntley, Lyle and Rosella Hylton, Leonard and Frances Ives, Lloyd and Connie Jacobsen, Harry and Flo Johnson, Warren and Betty Jones, Gene and Aggie Kachner, Hal and Jean Keeper, Bob and wife Keiser, Bob and Betty Kelly, Paul and Millie Kerr, Bill and Beverly Kidd, Klayton and Lolly PAGE 6

TARPA 1985 Convention -- Attendance List Cont.

Kirst, Hank and Beth Kleiner, Dick and Helen Kuball, Bud Kuhn, Dave and Emily Lachenmaier, Bob and Dorothy Lambert, Gordon and Marge Lansing, Don and Wini Lattimore, John and Betty Laurin, Lester and Evelyn Lein, John and Danielle Leonard, A. H. and Celia Lima, Earl and wife Long, Dick and Alice Lowell, Vern Luckey, Sam and Marjorie Lundberg, Don and Rosemary Lusk, Mary Lynch, Ruby Martin, Ed and wife Matney, Bob and Mary Ann Matke, Cleo and Margaret May, Thad and Janet McCarty, Paul and Marjorie McCombs, Joe and Jean McConaghy, Burt and Bessie McFerren, Phares and Edith McKenzie, Don and Barbara McNew, Paul and Eloise McClimans, Harry Meade, Harry Merrigan, Bill Miller, Dean and Alice Miller, John and Jane Mitchell, John Mokler, Harry and Fran Montgomery, D. E. and wife Montgomery, Bob and Gladys Montgomery, John Morehead, Walt and Anne Morris, Max Murphy, Art Murphy, John and Tola Myers, Corky and Erma Myers, Russell and wife Nelson, Art and Alta Neumann, Harold Newman, Bill and Yvonne Nixon, Arlie and wife Nixon, Clyde Norem, Jim and Ginnie North, L. R. and Ruth Olson, Ole Parent, Jane Peek, John Peters, Don and Nancy Petry, Pete THE GRAPEVINE

Phillips, Dean and Bobbe Piper, Bill and Velma Plumridge, Reg and Ruth Polizzi, Jim and Barbara Powk, John and wife Pyle, John and Marion Quinn, Bill Rager, T. R. and Betty Ramsey, Neuman Reed, Vic Richards, Gene and wife Richardson, Del and Rena Richwine, Dave and Vi Rideout, J. D. Risting, Mel Rowe, Ed and Helen Ruble, Dick and Kay Ruff, Elmus and Mildred Runkle, Billie and Helen Salz, Joe Schaar, Bert Schemel, Gerry and Peggy Shulz, Homer and wife Shumacher, Gene and wife Selby, Dave and Dolores Sherman, Bob and Alice Simpkins, Roy and Rita Solomon, Solly Sorensen, Norm and Fran Soule, John Sparrow, Cliff and Mary Spencer, Lyle and Dorothy Strickler, Charlie and Alice Sturtevant, Hank and Adrienne Tabor, Don Thornton, El and Janice Thrush, Margaret Toop, George and Virginia Towner, Bill and Ellie Townsend, Bill and Alva Townsend, Bill and Mickey Traylor, Herb Trepas, Ron Trischler, Dick and Mike Truesdale, Rudy Tschirgi, Chuck and Betty Tunder, Joe and Kalita Valacer, Stan and Barbara Vance, Babe and Sally Vande Velde, Al and Mary Van Etten, Roy Vestal, Leon and Louise Voigts, Busch and Lucille Waldo, Walt and Ellie Walker, Charlotte Walker, Jake and Anita PAGE 7

TARPA 1985 Convention -- Attendance List Cont.

Ward, Harry Weber, Al Whisenhunt, Jeannie Whiting, Love Widholm, Bob and Fay Willis, Harry and Pauline Wind, Mickey and Betti Wirth, Howard and Lillian Wittman, Clem and Rosemary Young, Ben and Didi Young, Don and Nell Youngblood, Bill and Korky Zimmerman, Bob and Wendy

Gastrich, Hank Lamprell, Jim and wife Schaar, Stella Vallee, Jim and Doris Wildman, Lee and Sue Le Claire, Jack and Lil

Bridge Players Grace Boldon Rollie Boldon Betty Dail Joyce Duvall Virginia Earley Bob Firebaugh Teddy Hanson Frances Heinrich Earl Heinrich

Marge Lambert Gordon Lambert Marge Luckey Janet May Eloise McNew Barbara Polizzi Kay Ruble Louise Vestal Korky Youngblood

Harriet Edwards and Rosella Huntley played Pinochle

SELLING SHORT

"My financial planner went bankrupt."

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MEMBERSHIP INFORMATION REQUEST PLEASE COMPLETE THIS FORM FOR OUR MEMBERSHIP RECORDS AND SEND TO: Captain Alfia J. Clay, Jr. 410 Harbor View Lane Largo, Florida 33540

MEMBERSHIP APPLICATION

Joe McCombs TARPA Secretary 6977 S. Everest Lane Evergreen, CO 80439

President,TARPA 6 Fredonia Ct. Rd. nbr. 2 NEWTON, N.J. 07860 U.S.A. Rome, July

18,1985

CC: Rocco Regine Dear Russ, I regret I could not manage to attend the June TARPA meeting; hopefully there will soon be another occasion to meet my friends T.W.A. pilots!

And now to something else. For the past 20 years I have been taking vacations at the Island of ISCHIA ( one hour boat ride from Naples and located between the islands of Ponza and Capri),.

For the past five years I have been staying at the Hotel Parco Regine which service and food is superior. The climate at the Island is excellent. Back in 1982 I arranged a group of over 110 T.W.A. Seniors (mostly from the U.S.A.) to stay one week there. The results were real good and, as a matter of fact, Jerry Condon is taking a group over once a year.

By discussing this with the hotel owner and General Manager (Mr. Rocco Regine), he agrees that, besides the T.W.A. groups, he would grant isolated customers identified as TARPA members, a flat 20 per cent discount at his hotel. This includes room, three meals per day, thermal assistance etc.

Perhaps you may wish to have something about this arranged in one of the TARPA issues. By the way, the hotel would arrange pick up from the Island Harbor. Interested people may write directly (mentioning TARPA) to: Mr. Rocco Regine Hotel Parco Regine Via Citara s.n.

80075 FORIO D'TSCHIA N (aples), Italy Enclosed a brochure from the hotel Best personal regards, Werner Romanello 31 Viale Pasteur 00144