1985.12.TARPA_TOPICS

PRESIDENTS MESSAGE B PLAN INVESTMENT REPORT - BOB SHERMAN 1935 - THE SPIN OFF - ED BETTS LOG OF THE MONOPLANE "CITY OF OAKLAND" THE GRAPEVINE SECRETARY'S MESSAGE

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA Editor: A.J. (AL) Clay, Jr. DECEMBER 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

TRANSCONTINENTAL & WESTERN AIR, INC.

AUGUST, 1933 SCHEDULE

Twenty four hours and thirty seven minutes Coast to Coast!

We've come a long way.

TARPA TOPICS December 1985 Editor: A. J . (Al) Clay, Jr. Grapevine Editor: R. M. (Dick) Gullian

PRESIDENT'S MESSAGE

This is a review and/or recap of TARPA's activity regarding the trust annuity plan for pilots. A little over a year ago we learned that a petition had been circulated among the active TWA pilots advocating an option which would provide a lump sum distribution of the company's B Plan contributions. In October 1984 we established an Ad Hoc Committee to monitor and evaluate this situation in order to assist us in protecting our interests if it became necessary to do so.

From the beginning it has been TARPA's position that if a lump sum option was negotiated in the B Plan that all plan members, including members who are already retired, should have the same options. Both TWA management and the TWA MEC were so advised.

During the past fourteen months your TARPA representatives have discussed all the facets and ramifications of the B Plan with at least six actuaries, four lawyers, TWA management personnel and members of the pilots MEC. We hired Leef & Jones, actuaries and consultants, to do an in-depth study of the impact of the lump sum option on the B Plan and we hired attorney Asher Schwartz to evaluate our legal position. We also have had discussions with certain Internal Revenue Service representatives.

I have received this information and advice from the professionals mentioned above in case all B Plan options are extended to Plan members who are already retired.

A.

There would be no cost to TWA.

B.

There would be no cost or adverse effects to the active pilots at retirement.* (See note on next page)

C.

There would be no legal liability to pilots already retired for advocating or pursuing such options.

D.

As the Internal Revenue Service has verbally advised, if the company divided the B Plan into an active and retired section, and then made these two sections two separate plans, and if the retiree plan was then terminated, the distributions on account of plan termination would become eligible for roll over into IRA's.

E.

If the B Plan was separated and terminated as described above, pilots already retired could exercise

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President's Message any of several possible options that might be offered including a variable annuity, a fixed annuity, a lump sum or some other method of payment depending on each individual situation.

I have recently been advised that a lump sum settlement for the active working pilots is now in active negotiations between TWA management and the TWA MEC to be completed ASAP. There is also a new element of concern for the retired pilots.

At the moment the equities of the retired B Plan members are at an all time high. However, the plan can be changed at any time by mutual agreement between the pilots and the company. With the many recent changes in retirement plan funding and restructuring that have been prominent in the industry lately and the as yet unknown philosophy of TWA's new management, there appears to be some element of uncertainty as to how potential changes in the plan might affect our equities in the future. The termination of the plan at this particular time would at least insure that we would have maximum equity with which to reinvest individually or exercise options as outlined in paragraph E above.

I would like to suggest that you all consider whether or not your interest and the interests of all retired pilots would be best served if a separation and termination of the B Plan was executed and we were allowed to monitor our own assets. Keep in mind that TARPA authorized representatives are not fiduciaries and are not to act on matters of this kind. TWA management and the TWA MEC are the fiduciaries of the B Plan and they could negotiate equal options for plan members including separation and termination of the retirees' assets. Our attorneys say that this is feasible and legal under the language of the plan and the applicable laws and regulations.

Before anything could be done, however, it would be necessary to take a survey of all plan participants. Accordingly, I have requested four of our TARPA representatives to research information and proper procedures to follow for plan members who are already retired - i.e. available options, yields, total assets, plan structure and how to take a meaningful and proper survey. If retired members should elect to go this route, it would, of course, require the approval of TWA and the MEC. *After circulating the original proposed draft of this letter to the BOD and committee chairman, a question was raised on paragraph B on the first page. This resulted in my requesting confirmation from Leef & Jones Actuaries and Consultants employee benefits, on previous information I had received. Brian Jones confirmed that in a lump sum distribution or in a separation and plan termination that it is equitable for all members (active and already retired) to take with them the full value of their respective accounts.

Actuarially the B Plan would allow each and all individuals to exercise the same options without disturbing or adversely affecting any other member's assets.

There would be a small administrative cost.

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Russ Derickson

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MEC LIAISON AND B PLAN UPDATE

By Bob Sherman Following August meetings with the money managers and acquiring September figures (unaudited), and attending an October MEC meeting, we submit the following facts and figures: there are eight major plan accounts. Boston Safe Deposit is the master trustee and receiving and paying agent. They receive all monies, pay the bills, hold the assets (except that a recent law requires certain securities to be held by another party), do the accounting and mail our checks. In addition to their fee, they have large administrative costs. They keep the interim funds in short term investments.

J. P. Morgan, Putnam Advisory and State Street Research and Management each manage portfolios of diversified stocks within the plan's guidelines. These equities are about 70% of the Our real estate fund of just under ten million plan's assets. dollars is handled by Morgan and included in their assets until the Investment Committee decides upon a separate manager.

Mercer-Meidinger handles Guaranteed Investment contracts which are in effect negotiated loans to selected insurance companies.

Melon has an approximate S&P 500 mix of stocks - not exactly the same because they have kept ahead of the S&P 500.

Leland, O'Brien and Rubinstein "protect" the equity portfolios from falling prices with the "Dynamic Asset Allocation" system.

They use the collateral power of T-bills to hedge market changes with high leveraged S&P futures.

In essence, the system works like an insurance policy that pays when the market goes down, offsetting most of the equity This system was put in place to prevent ) portfolio losses. another devastating erosion of the plan as in the down markets of '73 and '74.

The premium for such insurance is a small deduction to income The income from resulting from rising market performance. fixed assets (G.I.C.'s, T-bills, S.T.I.F's) provide some cushion for a down market, and a boost when the market is flat, albeit somewhat of a drag when the portfolio performance is running strong.

Table A lists some of the pertinent figures of size, cost and performance for the eight (Morgan has two) major accounts culled from volumes of unaudited reports. I believe it is accurate, allowing for possible errors, both mine and theirs, TARPA TOPICS

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minor changes made for accounting pickups, (October settlements of late September buys/sells, etc.) and some annualized figures which have been reduced to year to date. Some numbers are not directly comparable. For instance, L.O.R.'s costs are related to the equity portfolios they protect, not the 16.6 million of T-bills they use. The S&P 500 index was included for what it is worth.

TABLE A Fund Manager

Net Assets

All Costs

- PERFORMANCE Last 9/30 Last Quarter Y-T-D 12 mos.

Morgan

157.8 M

603 K

-4.2%

Putnam

162.7

682

-2.4

16.2

14.9

SSR&M

215.4

630

-6.3

13.7

16.7

MER-MEI

146.3

75

3.0

9.2

12.6

49.0

45

4.1

12.9

14.9

-4.1

12.4

14.5

MELON

(S&P 500 Index) L.O.R. BOS. SAFE B PLAN TOTALS

9.6%

11.4%

16.4

184

1.7

6.0

8.4

9.0

1500

---

----

----

11.42 ay.

13.34 ay.

756.6 M

3.7 M

-1,17 ay.

The TWA-ALPA Investment Committee is satisfied with the plan's current structure and performance. The addition of venture captal, appointing a contrarian manager and other diversifications are under consideration but await the outcome of the lump sum situation.

Looking at the retiree's monthly check, the plan needs no defense.

Taking the first quarter income from various "look back" years and determining the quarterly compounded rate necessary to produce a sum equal to the gross total income received, the following lists the equivalent annual yields: ONE YEAR 14.2%

THREE YEARS 17%

SIX YEARS

ELEVEN YEARS

11.7%

12.1%

Checking the three year return, if the checks were compounded quarterly at 4% (17% annual yield) the yield would exactly equal TARPA TOPICS

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the 1983 through 1985 calendar year income from the plan.

(Fourth quarter '85 is known).

The September thirtieth Index of Change is down a little at 1.11637, so our January checks will be somewhat less than fourth quarter '85 but still 13.5% higher than first quarter '85.

Boston Safe is making plans for electronic transfer of checks to the banks of those who desire this option. This is the same procedure that Equitable uses for A Plan checks.

A number of people have asked what stocks the equity managers The answer is not very definitive. A have in our portfolios. recent comparison showed that only four stocks were held by all They are I.B.M., NYNEX, CITICORP, and three equity managers.

About ten others were found to be common to Philip Morris. two of the three. From there things vary more.

As this is being written, the MEC Retirement Committee is negotiating a lump sum option for active pilots. Indications are that the mechanics of the change will require only minor changes to the benefits now extended to certain furloughees and would use the same computations, i.e. contributions less mortality Removing the mortality reversions times plan performance. reversions from the benefits of those who elect the lump sum at retirement will result in about 9% of the value of their units of interest being left in the plan.

For reasons of simplicity and expediency, the MEC chose to negotiate the B Plan first. The A Plan may be more complicated.

Hoping for the 1985 unit value to reach an all time high!

MERRY CHRISTMAS! * * * * * * * * * * * * RAPA NEWS From the August, 1985 RAPA Newsletter: Jack Pitts has been appointed to continue his fine work as Tour director for RAPA. Anyone who has taken a RAPA tour knows that Jack really runs a Jack has also agreed to continue as legislative fine tour. representative for RAPA. The 1985 RAPA Board of Directors meeting will be held at the Sheraton Twin Towers in Orlando on December 4-5-6. All RAPA members are welcome.

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RAPA is now publishing a monthly news letter which is mailed to the RAPA representative on each airline 째 It is going to be up to the individual airline retiree group to make the information in the newsletters available to their members.

The following information is based on an article in the October RAPA news letter.

Changes in Medicare that were designed to control Medicare inflation are having an unintended effect of sharply increasing the amount of out of pocket expenses for those who use Medicare.

The increases are the result of shorter hospital stays for a particular operation or procedure, but the hospitals tend to charge a package amount for the shorter stay. A seven day $2500 stay can become a five day $2500 stay. Here's the rub: The formula that the government is required to apply in determining the deductible is based on AVERAGE daily costs, not the overall costs.

It is too late in the session to expect changes before adjournment but letters can be effective in expressing your wishes and a new Congress convenes in January.

The Chairman of the Senate Special Committee on Aging is Senator Jack Heinz of Pennsylvania.

The Chairman of the Senate Finance Committee on Health is Senator David Durenberger of Minnesota.

The Chairman of the House Select Committee on Aging is Representative Edward Roybal of California.

You know who your own Congressman and two Senators are. U.S. postage is 22 cents for the first ounce. * * * * * * * * * * * * Elderly man to wife: "You want to stay up for the weather forecast, or shall we wing it on my rheumatism?" * * * * * * * * * * * * CANADA BILL JONES' MOTTO: It's morally wrong to allow suckers to keep their money. * * * * * * * * * * * *

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

CHECKLIST FOR WIVES

I. NOW - TODAY A. Do you know these people? Do you know how and where to find them?

Your Husband ' s: Doctor Lawyer Banker Tax Advisor Business Associates Life Insurance Agent ALPA Representative Retired Pilots Representative Executor Etcetera, etc., etc.

B. Do you know where to find these things?

Your Husband ' s: Safe deposit box-and key Safe or strong box-and combination or key Will-updated Birth Certificate-all members of family Social Security card-and number Marriage Certificate Insurance policies-and identification cards Military records-discharge Pension Plan-company, IRA, Keogh, etc.

Deeds-abstracts or title insurance policies Tax Receipts-real estate, etc.

Automobile Titles-registration certificates Notes and Mortgages Bank Books and Certificates of Deposit Bonds and Stock Certificates Checking Accounts-how many and where Accounts Receivable-how much, who and when Accounts Payable-how much, who and when Etcetera, etc., etc.

II. TOMORROW? ? ?

A. Check for all insurance policies and benefits.

1. Company-life and loss of license 2. ALPA-life and loss of license 3.IFALPA- life and loss of license 4. Watts-life and loss of license 5. Credit union-life and mortgage 6. Mortgage holders-life and mortgage

(5) TARPA TOPICS

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7. Military Service-life and burial benefits 8. Civil Service-life and burial benefits 9. Veterans Administration-life and burial benefits 10. Clubs and Associations-life and burial benefits 11. Other sources-friends, family members, business associates, etc.

B. Check for all company benefits 1. Death and burial benefits 2. Survivor ' s pension and benefits 3. Children ' s benefits 4. Medical and Hospitalization insurance coverages 5. Travel privileges 6. Other workman's compensation benefits C. Check for Government (federal, state, and local) benefits 1. Death and burial benefits 2. Pension and widows benefits 3. Childrens benefits 4. Veterans Administration, Military and Civil Service a. Death and burial benefits b. Widows pension c. Childrens benefits d. Medical Services e. PX and Commissary privileges, etc.

5. Tax credits D. Personal Business Affairs 1.

2.

3.

4.

5.

Will-distribution of estate Accounts Receivable and Payable-all properly satisfied Assets and Liabilities-check all possible sources Remaining properties-check legal status of all titles and deeds Estate Taxes-all properly satisfied

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1987 CONVENTION NOTES

Why Anaheim, California?

In addition to being readily accessible from LAX by regularly scheduled airport busses, Anaheim is centrally located between Running time to either is Los Angeles and San Diego/Tijuana. right at sixty minutes.

The proposed Convention Hotel is within one block of Disney Land and is the terminal for the airport bus.

Golf and tennis facilities (excellent) are in the immediate Trap and Skeet is available at the South Coast Gun vicinity, Club, which is within thirty minutes. Assurances have been given that scheduling of tournaments, with sufficient notice, Anaheim Convention Bureau pledges full poses no problem. support.

Some of the activities being considered are: Spruce Goose Tijuana all day shopping trip. Catalina Island Queen Mary, Carrier or Capital ship tour (if in port). dinner cruise.

El Toro Marine Air Base VIP tour, MARINELAND OF THE PACIFIC. Shuttle bus to The City Shopping Center, Knotts Berry Farm. huge, under roof, air conditioned, etc.) Within walking ( distance of Anaheim Stadium (The Big A of the West Coast), One block from the Anaheim baseball, sports shows, etc.

And - much, much Universal Studio Tour.

Convention Center.

Stay tuned. more.

Phil S. Hollar Chairman 1987 Convention * * * * * * * * * * * * From the BRANIFF SILVER EAGLES Newsletter: SEVEN AGES OF MAN 6 6 16 26 36 56 76

weeks years years years years years years

--------

All All All All All All All

systems systems systems systems systems systems systems

go, "No!" know glow owe status quo slow

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

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THE FARM FIASCO The senator from one of our farm states received the following from one of his constituents e short time ago.

letter

Dear Uncle Sam: My friend Matt Jones over in Washington county received a $1,000.00-check from the government this year for not raising hogs.

I have decided that I would like to go into the not raising hog business next year.

What I want to know is, in your opinion, what is the best kind of farm not to raise hogs on and wha t is the best kind of hogs not to raise. I prefer not to raise razorbacks but if that is riot a good breed not to raise then I will just gladly not raise whatever breed you tell me not to raise.

The hardest part of this business is going to be in keeping an inventory of how many hogs I have riot raised.

My friend Matt is not too sure of the future of this business. He has been raising hogs for more than 20 years and the best he ever made was $400.00 back in 68 till this year when you sent him a check for $1,000.00 for not raising any hogs. Now if I get $1,000.00 for not raising 50 hogs then will I get $2,000.00 for not raising 100 hogs? I plan to operate on a small scale at first holding myself down to about 4000 hogs which means that I'll have $80,000.00 and then I can afford a boat.

Another thing, these hogs that I'm not going to raise will not be eating 100 thousand bushels of corn and I understand that you also pay farmers for not raising corn. Will you pay me anything for not raising 100 thousand bushels of corn riot to feed the hogs that I'm not going to raise?

I want to get started as soon as possible as this seems to be a good time of the year for not raising hogs YOURS, citzen, Graham Cracker PS Can I raise 10 or 12 hogs on the side while I'm in the not raising hogs business just enough to give me a few sides of bacon to eat?

* * *

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10

Janet May wrote, enclosing some pictures. We are printing her letter because it sums up the way many of us feel about our years with TWA and about the TARPA reunions.

Dear Al: I've enclosed a number of pictures taken the last few years at the TARPA conventions. Please feel free to use any that you wish in your newsletter -- and return them at your conI'm sorry that I can't identify the people in the venience. shots, but feel that you know most of them. I realize there are a great many repeats of You'll have to some people. do some culling.

The Paul Kellys

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I'd also like to take this opportunity to thank the people who make these get togethers possible. What of work, making all the arrangements for the hotel, tournaments, bridge, events for the ladies, banquet so on.

many a lot golf and

Lou and Dick Beck

Evelyn and Bill Bainbridge

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I really hate to miss the gatherings because for me it is like a family reunion! In Las Vegas I saw Bob Early and "Lum" Edwards, who were ushers at our wedding - and Dick Ruble who went with me to get my first drivers license in New York - -

Janet May and Dick Ruble

Bush Voigts and Georgia Colburn

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---all my TWA friends who were with me when I had my babies--so many friends whose lives were intertwined with ours in Kansas City when our family was growing up---Walt Gunn was always available in an emergency he and Lu were wonderful neighbors.

Larry DeCelles remains a true friend......

Then there's Franny and Harry Mokler!

Harry Mokler, Janet May, Fran Mokler, Thad May and Roy Simpkins

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Golly----I could feel that I have it brings back a fun times at the

go on forever. The point is that I truly an extended family in our TWA friends and flood of memories to be able to relive those TARPA Convention.

Thank you -- thank you!

Fran Mokler and Dave Richwine getting down to some serious socializing!

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

I'm sure we all extend our thanks to all the Editor's note: hard workers who make our conventions possible. We know that Sam Luckey is going to be real busy for the next six months. * * * ** * * * * * * *

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CONVENTION ACTIVITIES The 1986 convention in St. Louis should be one of the best ever.

There are so many attractions as Convention Chairman Sam Luckey told us in the last issue, that there should be something for everyone.

Golf and tennis tournaments will be run much as in the past. There will also be bridge, sightseeing and shopping. Reservations forms for the convention as well as forms for signing up for the golf, tennis and bridge tournaments will be published in the MARCH issue of TARPA TOPICS. Information from Earl Heinrich about the Trap and Skeet program and a form for signing up is in this issue. ** * *** * * * ** *

Letters remain one of few real bargains Fewer seem willing to give time, thought, commitment

By Bill Tammeus a member of the editorial staff

he newest increase in the cost of postage stamps no doubt will be blamed for further erosion in the already endangered art of letter writing. Stamp prices always get blamed—but wrongly.

The reason people don't seem to write civilized letters much any more isn't because stamps cost too much.

It's because there is another, far easier way to communicate, the telephone. Unfortunately, a phone call can't match a well-written letter as an expression of love and concern.

Did you ever use a phone call as a book marker you could reread now and then? Did you ever finish a phone call and, when someone else in the family gets home, hand it over to him or her to enjoy?

The hard truth is a letter takes time, thought and commitment that fewer and fewer people seem willing to give.

Which is false economy, for a good letter is of infinitely more worth than most phone calls.

Oh, I enjoy hearing my relatives' voices long distance (well, most of the time) and I wouldn't scrap that technology for anything. Society would fall apart without the phone. But almost any way you look at it, a letter that costs 22 cents to mail—compared with a $5 phone call—is one of the few real bargains left in an overcharged world.

Even' if you argue that a letter now costs 2 cents more than a local pay

T

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phone call, I say it can be of infinitely Indep- Harry Truman wrote to his greater value. dence girlfriend, Bess Wallace. In a But we choose convenience over particularly revealing letter he once permanence, immediacy over told her this: thoughtfulness. It is a choice that im"I can tell you on paper how much I love you and what one grand woman I poverishes us.

Something about the very process of think you (are) but to tell it to you I writing letters requires us to think can't. I'm always afraid I'd do it so through what we want to say, to filter clumsily you'd laugh." out extraneous material, to come to The permanence of letters may be the heart of the matter. one reason we shy away from them. In A letter—because of the distance it our convoluted dance to avoid permagives us—can liberate us to be more nent relationships we are hesitant to open and honest than we are wont to put our feelings down in black and be in person or on the phone. I think, white, fearing some day they may for instance, of the hundreds of letters reveal our fickleness. a young Grandview farmer named The father of one of my old girlfriends used to walk by her as she was writing me letters and tell her: "Say it in flowers, say it in mink, but never, never say it in ink." (It was not the only reason I disliked him.)

Businesses that mail bills, publishers that mail newsletters and others who use the mail as an economic necessity may have reason to gripe about how much it now costs to conduct affairs through the mail.

But don't tell me 22 cents is too much to pay to tell your daughter at college that you love her, to share the joy of a newly discovered book with a friend across the country or to let Grandma know about her grandbaby's new words. At least don't call me and tell me. Write me. Then, despite your logic, maybe I'll think you mean it.

TIMES Kansas City

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In Memoriam CAPTAIN LEON H. VESTAL Retired Captain LEON H. VESTAL passed away on November 1st at the age of 74. Leon had a very active flying career before and after his years with TWA that started on November 3, 1941.

Although a native of Missouri, in 1931 he was living in Colorado Springs when he first learned to fly, and soon had his own airplane. This was also the time that he met, and married, Louise Karlowski.

For several years he taught flying with Andy Anderson's Flying School at Des Moines, Leon Vestal and for almost two years worked as an air carrier inspector for the CAA, based at Denver.

Leon was based at Wilmington, NY. KC, and LA while with TWA, and spent a number of years as an instructor and check pilot while at KC. Leon was well known for his keen wit and love for the outdoors.

His hobbies included hunting and fishing, raising race horses, ( racing his horses at Omaha and Denver) and flying light airplanes, He retired early in July of 1966 to live in Glenwood Springs, and later moved to Prescott. Until his eyes went bad, about four years ago, he was actively flying his Citabria as well as towing gliders.

He is survived by his wife, Louise, and their daughter, Nancy Campbell.

- Ed Betts * * * * * * * * * * * CAPTAIN GATES N. MURRAY

Captain GATES N. MURRAY died August 23.

We have no details at this time. Gates joined TWA in September 1945 and retired in 1969. * * * * * * * * * * * * *

Gates N. Murray

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In Memoriam CAPTAIN WILTON B. ("RED") MILLER

A few words about a great brother pilot, "Red" Miller.

"Red" learned to fly in the early 1930's. He joined the Army Air Force and later resigned to come with TWA in 1935, where he started out on DC-2's and DC-3's, and then went on to the Boeing 307.

When WWII came along, and TWA started its ICD operation, "Red" was right in the middle of that, too.

After things quieted down, "Red" was Chief Pilot for a time, both International and Domestic.. However, his desk didn't fly too good, so he went back to his first love, his wings.

Around 1956 the Lufthansa operation came along and "Red" was part of that, also. He finished his career after 30 years with TWA in 1965.

After retiring, he moved to Bird Key, Sarasota, Florida, where he continued to be quite active. He did some fishing and golfing, but more importantly he worked with children in a special school in Sarasota.

He was very well known and loved in the community.

Above all, he was dedicated to his family, Dottie and two lovely children, to the fullest.

All of the years that I knew "Red", where ever we would meet, he would have a smile for me and everyone else as well. He was a fine gentleman and a fine pilot. He will be sorely missed by all. May God rest his soul.

- Eddie Wells

Captain Miller died on July 21, 1985, at the age of 79. * * * * * * * * * * * *

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CAPTAIN "RED" MILLER

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In Memoriam KENT KUESTER Kent was born in Houston, Texas in 1923. He came to California in a model T Ford at the age of three.

He attended grade school in Arcadia and high school in Monrovia.

A paper route was the way Kent earned money for flying lessons at the age of 16.

Captain Kent Kuester 1923 - 1935

Kent joined the Naval Air Cadet program in 1942, and received his wings and commission in the Marine Air Corps in 1943 as a Second Lieutenant. He married his childhood sweetheart, Ginny, in 1943 and stayed in the Marine Corps for four and a half years flying F4U Corsairs and spent one year on the Island of Pelelieu in the South Pacific.

He received the Distinguished Flying Cross and five Air Medals, and numerous other awards.

On returning home to Arcadia, he built a house which he sold and then a four-plex which they lived in. A son named Michael was born in 1948 the very day Kent was to report for a new job at Aerojet Engineering. He worked there for two years before being called up for the Korean War in 1950. He was stationed at Wonson, Seoul and flew F7F Tigercat twin engine all-weather night fighters.

He was released in 1953 and joined TWA where he spent 29 years.

Another son, Larry, was born in 1955 and after much traveling with TWA the family settled in Yorbe Linda on a two acre avocado ranch.

Kent enjoyed many hobbies which included his own plane, a Cessna 185, a 1914 Model T pie wagon, 1923 Model T touring car and a 1931 Model A. The Model A received second place at Harrah's show in Reno, and a first place at Griwolds in prizes for show cars.

Kent's health problem started with a kidney disease in 1969. He underwent an experimental drug at UCLA, and after being off TWA for nine months, his license was reinstated. He was in good health until a tumor was found and a kidney was removed in 1975.

He always had the determination to fight and go on with his career, as flying and TWA were his life. Many good years were enjoyed flying and traveling until 1981, which was the beginning

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In Memoriam of lymphoma. He had surgery and chemotherapy for six months with three months spent recovering. A first class medical was issued again, and he wanted only to finish out his career. He retired in July, 1983, with his family joining him on his last trip, which they will never forget. The family was all with him when he received his folder of appreciation of loyal and dedicated service to TWA in Phoenix. Nobody gave more or worked harder than he did for a career.

Retirement was good, but not nearly long enough when lymphoma recurred.

He underwent chemotherapy again, but this time he wanted to try a new experimental drug that he had heard about at Scripps Clinic in La Jolla. He was accepted into their program, and felt this would be the answer as chemo was not easy to live with. Unfortunately, even that was not to be, and he died at the age of 62 at home.

He is survived by his wife of forty two years, Ginny, two sons, Michael and Larry, three grandchildren, his parents, one brother and one sister.

(Information furnished by the Keuster family) * * * * * * * * * * * * Retired Captain DON STUHMER died on July 12. He joined TWA in 1952 and retired in February, 1984. * * * * * * * * * * * *

Captain JOHN E. HARRINGTON died on July 27. He joined TWA in 1940 and was promoted to Captain in 1942. He was 76.

Among positions held were Engineering Test Pilot, Assistant to the Vice President Engineering and Maintenance, Director of Organizational Planning, and Central Region General ManagerTransportation, Director of Aircraft Sales, and Vice President of Customer Service. He retired in 1974 and is survived by his wife, Maude. * * * * * * * * * * * *

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From LARRY GIRARD: Here is the photo of the Tennis Group from the last convention, As you can see, the group is rather large and I cannot identify all of the players, so thought it would be best to print the picture with the names without trying to offended . identify each one, so no one would be Dean and Bobbie Phillips, Dave Richwine, Mickey and Betti Wind, Rich Flournoy, Ruth and Reggie Plumridge, Phyllis and Larry Girard, Dick and Alice Long, Jeannie Wisenhut, Ginny Converse, Tom Anderson, Ken Hippe, Walt Morehead, Hank and Adrienne Sturdevant, Bob and Helene Andrews, Ted Weaver and others. * * * * * * * * * * * *

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SHOOTERS PLAN FOR LARGER FIELD

By Earl Heinrich We have the trap and skeet facilities in St. Louis. There is a public range about seven miles northwest of the St. Louis airport. They have nine trap and skeet combinations and have The Club keeps score on every round guns available for use. of trap and skeet, good, bad, or in between. This will settle There will be no need to the problem of HONEST SCOREKEEPING! hire a security person, therefore no additional expense.

At the 1983 events in Las Vegas, only two or three had been shooting on a regular basis. To cause no embarrassment to anyone, it was decided that no scores would be recorded.

In the 1985 event, it was soon noticeable that Derickson had found out where to place his feet and had really been practicing with his fine over and under trap gun.

Because we had no trophies to award, it was thought that the announcement at the banquet that Derickson was the most "improved shooter" since 1983 would be a real honor for him.

According to the letter by Russ in the September TARPA TOPICS, he also wants to be considered "NUMBER ONE". He will have his chance in St. Louis in 1986.

I need to know how many are interested in shooting. At the present time, the St. Louis range provides targets, shells and the use of a gun for $9.10 per round of twenty-five. We can obtain a group rate for shells by the case, which will lower the cost somewhat.

If we have enough shooters, we will have trophies.

We can again have instruction for the novice.

An innovation for 1986 will be NO BICKERING ABOUT SCORES.

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In the spring of 1966, TWA participated with great distinction in the Zambian oil lift which supplied the much needed energy to that part of the former Belgian Congo colony. BILL PIPER sends this interesting memorabilia.

SAGA OF THE CONGO QUEEN

By Ted Vreeland The Congo Eza.Queen flies in between the towns of Leo and She struggles and toils with her guts full of oil to blockade the whites of Rhodesia.

Three trips a day she flies each way for dear olde England to please While English trade goes unallayed to the Cubans and North Vietnamese This noble ship once plied the skies twixt Europe's shores and home She even carried Pope Paul the Sixth on his trip from New York to Rome.

But now she's caught in the toils of the world that trouble the heads of state Her belly smells like fuel oil and her tires are bald as pates.

No one here will ever know if we're proving a gosh darn thing.

The Zambian Government even charges a tax on each gallon of oil we bring.

But on we go with our three a day to bring the Rhodesians back And get the British Governments arse from out an unlovely crack.

Thank God we've got old Dink to help - he works like a bull in clover He gives us at least three schedules a day and some days we have one left over.

But if per chance these flights should last for another month, why then These senior fliers who gripe so much will bid it over again!!! * * * * * * * * * * * *

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LEOPOLDVILLE TO ELIZABETHVILLE, FEBRUARY AND MARCH, 1966

EXECUTIVE REPORT A Newsletter to TWA Management

May 12, 1966 ZAMBIA OIL AIRLIFT is a proud chapter in TWA history. Flight crew members' praise of the ground operation by a team of International region employees has been told in the Skyliner. Not publicized, heretofore, was the day by day, flight by flight excellence of TWA's performance.

Our contract called for 222 trips to be completed by April 11, and we completed them on April 10, having had to cancel only 10 flights.

Pan American had a head start of two weeks and scheduled three trips daily, whereas we didn't schedule three trips until nearly a month after the start. Yet we averaged 2. 56 flights per day, Pan Am only 2. 15.

We flew seven days a week; PAA shut down on weekends for maintenance.

TWA crew superiority in terms of training, efficiency and experience was most apparent in operating into the short-runway, high-elevation field at Elizabethville. Pan Am pilots reportedly blew 50 tires and tore up numerous brake assemblies one after another. We didn't blow a single tire_ and changed brakes only on a scheduled maintenance basis.

Airport conditions limited weight to 247, 000 pounds at Elizabethville.

Initial planning anticipated carrying 112 barrels of oil each trip but ground and flight crews stripped the aircraft of all but the essentials, with the result that payload was increased to 144 barrels. Captains and flight engineers applied all their experience and know-how to nurse the most out of their aircraft, reducing operating fuel to 77, 000 pounds. This included 53, 000 pounds of fuel for the return to Leopoldville or an alternate if necessary, as no fuel could be supplied at Elizabethville.

The operation began January 14 with a ferry of 75, 000 pounds of support material and positioning of ground crews. From the beginning of the airlift January 16 until the ending April 10, TWA flew 31, 591 barrels of petroleum products to "Liz. " Originally planned return loads of copper ingots never materialized and the cargos consisted only of empty drums.

The loading and unloading operation by TWA was also superior.

PAA raised the oil barrels, two at a time, by forklift and then rolled them into position and tied them down inside the aircraft. TWA reduced loading time by loading the pallets on the ground and forklifting them into the aircraft.

Behind the scenes was an intensive coordinated effort by all departments, both in the International region and by the corporate staffs, to assure success not only operationally but financially. Particular effort was made by the technical services division in making changes in their overhaul and pre-service configuration to cargo and provide the necessary technical support.

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'

Through the spirited, untiring efforts of you and your colleagues, TWA s image and reputation has taken a giant step forward. Thanks to you, we have shown the World a sparkling performance in our participation in The ZAMBIA OIL LIFT January 16- April

1 0,

1966

TWA operated 222 revenue trips between Leopoldville and Elizabethville , Republic of Congo, carrying 31,591 barrels of oil. TWA earned the gratitude of our government and the Congolese people while proving again ) that THE MOST RELIABLE can outdo THE WORLDS MOST EXPERIENCED

Congratulations, we're proud of you

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TRANSCONTINENTAL & WESTERN AIR, INC. KANSAS CITY, MISSOURI OFFICE OF THE PRESIDENT

March 26, 1946 To THE EMPLOYEES OF TWA: You will, I feel sure, be interested in the attached copy of TWA's 1945 Annual Report to the Stockholders. This report shows our operating results for the past year.

Two important events have occurred since the beginning of 1946; the inauguration of service to Paris over our international route with both Constellation and DC-4 equipment, and the beginning of scheduled transcontinental service with Constellation planes. The operation of schedules with Constellation planes places TWA in an equipment position superior to that of its competitors.

Since the beginning of the war, the demand for air transportation has far exceeded supply. However both TWA and its competitors are planning large increases in the capacity of their fleets of airplanes during 1946. Before the end of this year, it is expected that load factors will decline and that we will actively be competing with the other airlines for passengers and cargo to fill our airplanes. I feel sure that, with the equipment advantage we have gained with the Constellations and with each of you exerting your efforts to render the highest possible standard of safety and service in our operations, TWA will continue to carry an increasingly large percentage of the total volume of passengers and cargo carried by air.

I am glad to welcome back to the Company those of you who have returned from the Armed Forces during the year and to extend my personal greeting to those of you who are just beginning what is hoped will be a long and successful career with TWA. TWA has begun an unprecedented period of expansion. The successful completion of the expansion program will create thousands of new and better jobs. Prodigious efforts will be required of all of us before we may look upon our work with the self-satisfaction that will accompany the realization that we have built one of the world's leading airlines.

Sincerely, (S Jack Frye)

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The following is the log of Ernie Smith's attempt to fly from Oakland to Honolulu in July, 1927. Ernie Smith was a TWA pilot from 1929 until 1946, He also served TWA in other capacities.

LOG OF THE MONOPLANE "CITY OF OAKLAND" July 14, 1927 Ft.

Point

10:25 a.m.

Left Bay Farm - Departure Lat. 37-49W - Long. 122-29W

11:30 a.m.

Set course 231째 - thick fog. Tuned in on Radio beacon

12:15 p.m.

Ran out of fog

12:45 p.m.

More fog.

Altering course occasionally to keep in beacon. Lat. 37-20N - Long. 123-50W

1:00 p.m.

Sent T R (position Q S T all stations) Beacon coming in strong.

2:00 p.m.

2000' altitude - thick fog below - Sent T R Q S T Lat. 36-56N - Long 125-1OW

2:10 p.m. to 2:30 p.m.

Trying to tune in beacon, but no luck. Think receiver out of order.

3:00 p.m.

Altitude 2200' - foggy - change course 212 comp.

Sent T R Q S T lat. 36-32N - Long.

126-33W

3:30 p.m.

Released two pigeons with our position.

4:00 p.m.

Foggy as hell.

Can't get beacon, using dead reckoning, Sent T R Q S T Lat.36-07N-Long 127-56W

5:00 p.m.

Still foggy - Altitude 2000' - changed course to 226. Sent T R Q S T Lat. 35-42N Long. 129-24W

5:40 p.m.

Increased speed to 78 Kph Lat. 35-08N - Long. 130-46W

6:00 p.m

Altitude 3000' - fog breaking slightly

.

6:55 p.m.

Increased speed to 82 Kph

7:00 p.m.

Damn the fog - Sent T R Q S T Lat.34-33N Long. 132-11W.

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8:00 p.m.

And still fog. We'll be out of luck if it doesn't clear soon. Altitude 2600' - Lat. 34-OON - Long 133-36W.

9:00 p.m.

Altitude 2600'. Above fog.

Full moon up.

Wish I could take a sight of it, making about 78 knots, I guess. T R Q S T Lat. 33-24N Long. 135-01W

10:00 P.m.

Altitude 2600' - above fog - D R position Lat. 32-48N - Long. 136-25W. T R Q S T

10:20 p.m.

Increased speed to 82 Kph

11:00 p.m.

Altitude 3100' - above fog - D R Position Lat. 32-10W - Long. 137-46W - Sent Q S T

11:15 p.m.

Speed 74 Kph

11:45 p.m.

Speed 78 Kph - fog breaking

12:00 M

Sent T R Q S T Lat. 31-35N - Long 139-04W

July 15, 1927 12:25 a.m.

Speed 74 Kph - foggy, but breaking a little

12:45 a.m.

Speed 78 Kph. Q S T T R Lat 30-46N Long. 140-24W

1:15 a.m.

Speed 82 Kph

1:45 a.m..

Speed 87 Kph

2:00 a.m.

Altitude 4000' - above thick cloudsT R Q S T Lat 30-17N - Long 141-51W

2:45 a.m.

Speed 82 Kph. Cloudy. Q S T Please request Honolulu have escort plane out due to our having had thick fog all the way.

Lat. 24-37N - Long. 143-15W

4:00 a.m.

Altitude 5000' - Cloudy below. Sent T R Lat. 28-58N - Long. 144-36W. Changed course to 220 compass 233 time.

5:00 a.m.

Altitude 6500' - Cloudy below - Engine just missed, Ernie says we are short of gas and have one hour to run. He is keeping the pump going so we will keep going as long as possible. Q S T Short of gas, will land in sea soon. Lat 26-15N - Long. 145-45W.

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6:00 a.m.

All gear ready to go into rubber boat when time comes. I doubt if the thing will keep Sending frequent calls Q S T advisafloat. ing our position and requesting ships and planes to look for us. Altitude 6000'.

Thick cumulus clouds.

7:00 a.m.

Landing soon now, I guess Q S T send planes, ships, Altitude 4000'

7:30 a.m.

Looking for ship to land Altitude 100 feet.

Forgot reel in aerial, it has carried near.

Emergency fish too large for fair lead. away.

Can't even send now. Released emergency pigeons, no use drowning them.

8:00 a.m.

Just dead sure tion

9:00 a.m.

Altitude 50 to 200' - Looking for ships, gas end any time now.

got longitude sights. Put us west of reckoning position. Headed south make we don't land Kanai Channel. Observaconditions very poor.

10:00 a.m.

Looks like mountain peak Altitude 7200'. ahead, but clouds are deceiving.

Land all right, if gas holds out we should make it.

Either mountain on Hawaii or Maui. Changed course to westward. Have just sighted another mountain, must be Maui. Cross bearings - both peaks - set course, Wheeler Field.

11:20 a.m.

Cannot see Altitude 11,000' over Haloakala.

Going down over Kabalui, other islands.

Holaimi ahead. Asked Ernie if gas enough to Wheeler or if we had better land Maui. Bad country for landing. Will try for Wheeler.

1:30 p.m.

(11:00 Island Time) Here we are. This is written in the dining room of Judge Ed. McCorriston's home at Our gas gave Kaunakakai, Island of Molakai. out as we were skirting the southeast coast of Molakai, heading for Oahu. Our course from Maui would have taken us over Molakai, but the clouds, mist and rain squalls over the island made it advisable to keep in the open along shore as the main part of the island was invisible. At about 11:27 the motor sputtered and stopped. Ernie swung to land, nosed down and motor started again for

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about thirty seconds, and then stopped completely.

Ernie headed back and swung sharp for the shore. At this time our altitude was about 75 feet and we were about 90 feet off shore. We headed for a soft looking clump of trees on the beach and crashed into them.

E. B. Bronte Trees the most likely spot as my eyes were tired and distrusted the water due to the fact we were likely to turn over. Trees the best place to land with factor of safety at the highest point. Depth of water could not be judged due to coral formations. Did my best.

E. L. Smith

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1935 - - - -THE SPINOFF

By Ed Betts On January 1, 1935, the Post Office issued a new and revised list of all 33 domestic air mail routes, along with a list of contracted carriers. What a difference in less than a year's time; old airlines with new names, new airlines, new top management, a complete revision of routes and method or rates of pay to the carriers. This was the result of the Air Mail Act of 1934, better known as the Black-McKellar Bill that was made into law on the 17th of August. It was the beginning of a new era in commercial aviation as the airlines were no longer owned or controlled by the giant parent or holding companies. It was the period of the spinoffs, where airline stocks could be purchased direct through the various markets.

At the time there were numerous of these holding companies, the giants of the industry were United Aircraft and Transportation Corporation, Corp.)

North American Aviation and AVCO (Aviation They had all been formed as parent corporations with interests in the manufacturing of aircraft, engines, propellers, instruments, etc., as well as airlines for an outlet to these products. Most of the major airlines trace their roots back to the mid-twenties when contracts were awarded to carry the mail on various feeder routes to the Post Office main line from NY to SF by way of Chicago, Salt Lake City and intermediate stops. This was followed by a series of mergers to form United Airlines, Transcontinental & Western Air, American Airways, Eastern Air Transport, etc.

T&WA's beginnings were with WAE's mail route from LA to SLC in 1926; later WAE absorbed Jack Frye's Aero Corp. and its subsidiary, Standard Airlines. Maddux Airline was partially financed by the Keys Group of financiers, who also totally financed TAT in 1928.

Keys had also organized NoAm in 1925, the first of the Keys also organized holding companies, with $30,000,000 capital.

National Air Transport to fly the mail on the CHI-NY route as well as CHI to Dallas. In 1930, after a bitter battle, Keys lost the CHI-NY route to United, giving them (with Boeing Air Transport) the first transcon route (the mainline).

TAT began their air/train 48 hour service in 1929, and that same year abTAT was a passenger and express operation, only, sorbed Maddux. and among the backers were the Penn Railroad, NAT, Curtiss and Wright Aeronautical.

In 1930, the Postmaster General, Walter B. Brown, had a series of conferences (termed the "spoils conferences" by the uninvited) with certain airline executives to discuss several proposed routes that included a central and southern transcon. Brown dictated a

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merger, and the terms of the merger, between WAE and TAT to form a new airline to bid on the central route. The new airline, T&WA, Inc., was not the lowest bidder, but was awarded the coveted contract. Per Brown's edict, WAE and TAT each owned 47 1/2% of T&WA and Pittsburgh Aviation Industries Corporation 5%.

WAE retained their identity as an airline (their original LA-SLC route) as well as a holding company (interest in T&WA, Fokker Aircraft, etc.), and TAT became a holding company only. PAIC was the parent corporation for seven aviation-oriented companies, and Richard Robbins was the president of their Airline Division (not an operating airline at the time). For the first year after the merger, Harris Hanshue was president of both WAE and T&WA, as well as on the board of directors for NoAmer. He was succeeded

by Richard Robbins as the T&WA president in 1931.

WAE didn't have the necessary cash as part of the ante for the merger, so General Motors came to the rescue and for $90,000 owned 30% of the company. GM, through its subsidiary, General Aviation, gained controlling interest in NoAmer in 1933. Ernest Breech was appointed president, chairman of the board and chairman of the executive committee for NoAmer.

Such was the airline and airmail situation when the Democrats took office in 1933 and they didn't like what they had inherited.

91% of all mail payments were going to airlines owned or controlled by the holding corporations: United 34%, NoAmer 30% and AVCO 27%.

They also didn't like the way that Brown had awarded the contracts and an investigation was begun late that year. Although none of the allegations of fraud, graft and collusion was ever proven as the result of the "spoils conferences", all mail contracts were suddenly cancelled in February of 1934. For a short period the Army flew the mail, with sometimes disastrous results. Public outrage forced the administration to once again offer the carrying of mail put up for bids by the private carriers.

At first, due to lack of legislation, all contracts to be awarded were temporary with numerous restrictions to prospective bidders: No airline was eligible that was part of the "spoils conferences", or one that had any of the "guilty" individuals in their employ.

There were loopholes in these restrictions and some merely changed their names, such as American Airways became American Airlines (with C. R. Smith as president), Eastern Airways became Eastern Airlines, etc.

United didn't have to change its title, but William Patterson became president of the airline division. Both Robbins and Hanshue were among the "guilty" parties in the NoAmer family.

Breech had a different approach,

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On paper, he formed two new airlines, with himself as president; TWA (just the block letters) Inc. and General Airlines to bid on the proposed mail contracts. His theory was to bid ridiculously low in order to get the contracts and hope for better rates of pay later. TWA Inc. was awarded the revised central route, which was about 40% less than had been operated before the cancellation (gone was the spur route from AMA to STL via OKC and TUL, and the extension from LA to SF). The airlines started carrying the mail again in early May, which happened to be the time that T&WA was taking delivery of its new DC-2 fleet. For the balance of the year 1934, T&WA operated the DC-2's with passengers and express only, and TWA flew the mail with the single-engine planes.

Fortunately, T&WA inaugurated service between KC and CHI, and CHI to NY as well as transcontinental schedules. In August, the President signed the Air Mail Act of 1934 which made the mail contracts permanent, with amendments made the following year.

As of 1935 laws, airlines with mail contracts could not compete with each other over similar routes (with passengers), T&WA was already operating the KC-CHI and CHI-NY segments and allowed to continue. There were other provisos in the new laws, including that no company engaged in the manufacture of aircraft, engines, propellers, etc. could own or control another company engaged in carrying the mail, and vice versa. It gave the holding companies until the end of the year 1934 to spinoff their interests in the airlines.

On December 27th the official spinoff of T&WA and TWA began with the merger of the two companies. Richard Robbins resigned as Jack Frye assumed the presidency of T&WA, and Paul Richter took over Jack's former duties as VP of Operations. For two days Jack was the nation's youngest airline president (age 30 in March of that year).

WAE, which had operated similar to T&WA with passengers only, merged with General and Alvin Adams succeeded Hanshue as president.

Adams was celebrating his 29th birthday at the time he assumed the office. NoAmer started to spin off its interests in the airlines (Breech returned to GM, although remaining as the chairman of the board). Through a loophole in the law, NoAm continued to own 100% interest in Eastern, and on January 1st Edward Rickenbacker was appointed General Manager.

The spinoff of T&WA might be likened to the burlesque skit "Who's on first?" as there were a number of companies and corporations involved, some owning stock in each other. Basically it was WAE, TAT and PAIC that still owned the original shares of T&WA, but there were the holding companies to consider. GM owned 50% of General Aviation and 8% of NoAmer. GenAviation owned 43% of NoAmer. NoAmer owned 26% of TAT (as well as 67% of WAE). Both TAT and WAE offered their shareholders a cash dividend of about $2.50 plus 1 1/2 shares of the new T&WA. T&WA TARPA TALES

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stock was now available through the stock exchange. NoAmer sold its controlling interest to John D, Hertz (Breech's former boss at GM) of the Yellow Cab Company and the Lehman Brothers Investment Company,

The fou from nders Aero Richter, Corporation California: fourth left,ofPaul sixthoffrom left. Jack Frye, second from left, Walter Hamilton

,

Such was the situation as the "new" T&WA started the year 1935, with a fleet of twenty DC-2's that were the finest commercial airliner in the skies that could now carry mail along with the passengers and express, Actually thirty planes had been scheduled for delivery in 1934, but four orders were transferred to WAE and six to Eastern. The single-engine planes continued to operate until mid-February carrying certain mail loads, which was none too soon as three were lost in January; an "Alpha" landing at Glendale, a "Gamma" when Jack Frye made an emergency landing due to carburetor ice and a "Fleetster" when Floyd Church was killed taking off from PIT in icing conditions.

Starting in February T&WA took delivery of eight more DC-2's.

One was lost in May, with fatalities, when the plane ran out of TARPA TALES

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gas proceeding to an alternate and crash landed, and another in August when both engines quit shortly after departing ABQ due to water contamination (from the underground storage tanks at ABQ) in the fuel system.

For the first, and only, time in its history T&WA was operating a passenger fleet of just one model aircraft (there were several models of the DC-3) and type engine. There was just one class of service, although it might depend on the smile and ability of the copilot doing the catering. Lloyd Olson had his own system for the service; place all of the cardboard trays and other ingredients on the rear galley shelf and let the passengers serve themselves, buffet style, when they were in the mood to eat. It worked and the passengers liked it that way.

The DC-2's were the best, and T&WA's "Skychief" schedules were the fastest way (14hr. 38 min) for a passenger or mail to travel from LA to NY (Newark), with a choice of going by way of STL or CHI. There was still plenty of competition. United had modernized their fleet of Boeing 247's to the 247-D category and offered the largest number of flight schedules. WAE had sold their four DC-2's to Eastern in late 1934 and purchased four 247-D's (at $25,000 each) from United and dovetailed their schedules from LA to SLC so as to minimize the connecting times with United for service east. American had taken delivery of the DC-2 in late 1934, but continued to operate the slow (but luxurious) Condors by night (with sleeping accommodations) and DC-2 by day.

1935----PROGRESS The old T&WA had come close to a complete shutdown and furlough of all employees when the air mail contract was cancelled in early 1934. There were furloughs as the company operated a token schedule with the Fords. In May, with the introduction of the DC-2's and the mail was resumed, there was some expansion after the recall of those on furlough. About 16 new pilots were hired, bringing the total of pilots and copilots to 102, including supervisor personnel.

Six copilots advanced to first pilot status, establishing their pilot seniority with the first trip on the line. Bob Larson was the last to be upgraded on December 30th. After the holidays it was Harry Lewis on January 2, followed by Wendell Peterson on the 3rd, Eugene Klose on the 4th and Percy Scott on the 5th.

Between February 20 and August 1 the company embarked on the largest expansion ever, so far as percent of pilot personnel, a 50% increase bringing the total to 153 including 21 in management or supervisor positions. Some of the new hires were "instant captains" with just a few months in the right seat. These included Dan Medler, Jimmie Roe, John Cable, "Chic" Fredericks and "Lex" Klotz.

There had been an increase in the number of senior pilots in the flight superintendent (dispatch) position.

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Although weather, poor forecasts and poor radio contacts had all been contributing factors to the fatal crash of the DC-2 in May, where the pilot (Harvey Bolton) had run out of gas proceeding to an alternate and crashed, the "Feds" took a dim view of airline dispatch procedures. Jack Frye had Ted Weaver set up a positive system of dispatching flights, where the dispatcher and the pilot agreed on minimum fuel, reserves, alternates, etc.

Dispatchers were part of the flight plan and operation, and no longer of an advisory nature as had been the practice of the past.

Kansas City had been the main overhaul base since 1931. and it became company headquarters when Jack Frye became president.

By the end of 1935 there were about 1,000 full time employees with 530 based at KC. The municipal airport wasn't regarded as one of the safest by pilots, but it boasted a record 56,492 passengers boarded that year, with 11,697 takeoffs and 11,668 landings without an accident.

T&WA had operated with an eastern and western region, with various divisions such as Atlantic, Central, Mountain and Western.

A new job was created by Paul Richter, a system Chief Pilot, Harlan Hull.

Hull, a former enlisted pilot with the Marines, had started with WAE in March of 1929. He also had some close calls with the single engine planes: In January 1932, he crash landed an "Alpha" near Black Rock, NM, due to a faulty fuel system. A month later he crash landed near Leuppe, AZ, due to carburetor icing and in November, 1933, he bailed out of a burning "Delta ".

His parachute was partially burned as he jumped.

The new operational setup also made KC two separate pilot domiciles, east and west.

Although there were a few exceptions, Newark and KC-east were the "junior" domiciles, while the seniority (1927-1929 hires) flew to the west, or out of LA; (Morehouse, Bellande, Holloway, Young, Rice, Bowen, Preeg, etc.).

Most of the major airlines were organized in late 1925 to bid on air mail contracts, and began operations in early 1926. There had been constant growth as the airlines expanded into the passenger market, but none of the growth and progress figures could compare with 1935, so far as percent of increase over prior years.

For the first time in its ten year history, the industry was no longer considered a government subsidy, for the first time combined revenues from passengers and express exceeded the payments for carrying the mail. In just one year there had been a 38% increase in scheduled miles, 40% in miles flown, 66% in passenger miles and the number of passengers by a whopping 69% - with little change in fares charged (5.9ct. a mile average in 1934, 5.7ct. in 1935). Mail pay had been drastically reduced for the carriers, but thanks to a reduction in postage, from 8 to 6ct. per ounce (surface mail had increased from 2 to 3ct.), the volume increased by 90% in 1935.

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At the end of the year there were 23 domestic airlines with a combined total of 356 aircraft. A total of 8,121 full time employees that included 2,613 mechanics and ground crew (average monthly salary $149), 1,515 other hangar and field personnel, 3,006 operation and office personnel, 652 pilots (average salary $541) and 335 copilots (average salary $206).

The total reportable accidents had reduced from 73 in 1934 to 62 that year, and the number of fatal accidents from 10 to 8, (a total of 15 passengers killed in 1935). A more positive assurance for the traveler was the bright prospect that he could fly 24,037,962 miles compared to 10,727,026 in 1934, before his "time was up". This didn't last too long as the figure was back down to 1934's figure in 1936. Some of the industry's total operating statistics for the year, such as 360,267,931 passenger miles are just a little over three day's work for TWA today (3.57 billion revenue passenger miles reported for June 1985....an average of 119,000,000 per day).

T&WA's operating statistics for 1935 were the greatest in its history, so far as the percent of increase over the prior year: passenger and express revenue from $1,893,080 to $3,867,476 (204%), total revenues from $2,867,440 to $5,406,098 (88,5%) number of passengers 36,225 to 66,882 (84.6%) and seat miles occupied (a 56% load factor average) from 29,628,736 to 61,566,758 (197% increase).

From the shareholders view the most important statistic, the bottom line, the company showed a profit at the end of the year..... (for the first time in its five year history ....a modest $19,404.40 (after a $407,702.29 loss in 1934).

As the year drew to a close there were several bright signs for the future.

TWA was researching (with D. W. Tomlinson the pilot) high altitude flying with the Northrop "Gamma".

The Department of Commerce was initiating an airport and airway control system for instrument flying between Chicago and Newark.

On December 17th the first DC-3 (DST) rolled off the production line and made its first flight the same day. A new requirement by the Department of Commerce stated that cabin attendants be provided to observe and care for passengers on all airline planes flying above 15,000' to 18,000'. Permission could be granted to fly above 18,000' if the airline provided oxygen equipment or supercharged cabins.

In December TWA had its first class of 23 hostesses (all were registered nurses) graduate; another was hired that same month.

1935----THE PILOTS In the January 1984 issue of our TARPA TOPICS there was a copy of the August 29, 1935 TWA pilot seniority lists. As was the custom, until mid-1939, one list was for pilots with seniority TARPA TALES.

PAGE 16

governed by date of first trip on the line as first pilot, and a copilot list using date of hire (as copilot) for seniority.

These were signed by John D. Graves, then President of the TWA Pilot Association, and subject to protest and corrections. There were two errors.

On the pilot list F. L. Bohnet's assigned date as pilot should have been 7/3/33 and he was later moved up to the #63 spot. Missing from the copilot list was C G. "Chic" Fredericks (hired 4/1/35), who was advanced later that year, as were Lex Klotz and Lloyd Olson. At the end of the year there were 153 total, 55 hired in that year. Already dropped from previous lists that year were those killed in accidents (Harvey Bolton, Church and Ken Greason) plus about five resignations or terminations.

As the year ended, Ole was the #91 pilot and (combined total) bringing up the rear were copilots Henry Diltz and E. A. Warren (Numbers 152 and 153).

Before going into details as to ity" these past fifty years, it data is unofficial, the sources old seniority lists, SKYLINERS,

what transpired to the "seniorshould be explained that all are from publications such as etc.

The attrition rate was the highest during the first six years with resignations and terminations as well as death or medical problems.

Advancing to first pilot was one of the biggest problems, although 10 were checked out in 1936. 7 in 1937, 17 in 1938 and 4 in 1939. The last group included Tommy Gaughen, Francis Pope, Harlow Grow and Henry Diltz. At the end of 1941, ( and America's entry into WWII) there had been the following attrition for the six year period: 54 (35%) had dropped out for various reasons; 6 killed in air crashes (not including the three in early 1935), 2 deaths by natural causes; three resignations to join the military (A.D. Smith, LaMar Nelson and "Skip" Kimball), and one retirement.

The latter was Fred "Doc" Whitney, who resigned in 1939 and was reputed to be over age 60 at the time. Olson had moved up from the 1935 pilot list 26 numbers to the #65 spot.

During this period Paul Richter had advanced to Executive VP and Larry Fritz took over as Operations VP. D. W. Tomlinson was made the VP of Engineering and Research, and Otis Bryan as System Chief Pilot after Harlan Hull was killed in a Boeing 307 test flight.

Tomlinson entered the service in 1941, but was retained on the seniority list.

Three of TWA's pilot vice presidents entered the service; Richter, Fritz and Tomlinson. Including the three that had already resigned, a total of 28 pilots from the 1935 era entered the military, and 21 returned to TWA after the war. Three were killed in the service, Jack Zimmerman, Skip Kimball and Henry Diltz.

During TARPA TALES

PAGE 17

the war years, Otis Bryan had advanced to VP of the War Projects (ICD, etc.) and John Collings to VP of Operations for domestic.

Two pilots, Milo Campbell and Ben Dally, were killed on the ICD operation and one, Wayne Williams, on a domestic flight. Larry Chiappino and Alton Parker had died of natural causes.

The January 1, 1946 seniority list showed 88 out of the 153 group of 1935 pilots remaining. A number had been dropped who were no longer on flying status, such as Lew Goss, Ernie Smith, Andy Andrews, Peter Redpath and George Houle, but they continued with TWA in other capacities. After ten years, Olson was #57 from the pilot group and Harlow Grow #88, the last of the copilots.

The immediate postwar years from 1/1/46 to 1/1/51, were highlighted by the problems between TWA management and Howard Hughes, and the resignations of Jack Frye, Paul Richter and Otis Bryan.

Si Morehouse had quit flying, leaving "Dutch" Holloway as #1 in pilot seniority, Franklin Young #2 and George Rice #3. A total of 16 of the pilots/copilots from 1935 had dropped out during this period for various reasons, including the deaths of Steve Welsh, Jim Moser (private plane), and Francis Pope (passenger TWA flight near Cairo). After 15 years, or since 1/1/36, a total of 71 were left, less than 50%.

The company "A" plan retirement was initiated in mid-1950 with pilots eligible for benefits at age 60 (age 65 for ground personnel) or earlier with the age plus years of service formula.

The first pilots to officially retire were Jack Walsh and Amos Collins (both were early retirements) in June of 1953. Other retirements during the five year period to 1/1/56 included Franklin Young, who was the first at age 60, Felix Preeg, Cliff Abbott (very early) and Holloway. Jack Wade had dropped out and "Doc" Mesker had passed away, a total attrition of 8 during the five years.

The distribution of the 63 still on the 1/1/56 seniority list was as follows: a total of 39, including Olson with Lufthansa, were flying the line: 13 on International, including Cairo, 12 at LAX, 9 at SFO, 3 at MKC (Klose, Roe and Voigts) and one, D. W. Smith, NY domestic. Jim Eischeid was on medical leave, Chet Moomaw on military leave since 7/23/46, and Stan Jacques had retired on the first of January. At that time the headquarters staff, based at MKC, included John Collings, Pat Gallup, Paul Frederickson, Hall Hess and Frank Busch. W. B. Miller was manager of flying for the Atlantic Region, and Bob Springer was Director of Ops (NY domestic). Larry Trimble was Director of Ops for the European Region and "Swede" Golien the Assistant Manager of Flying.

TARPA TALES

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Out west Joe Bartles was the Director of Ops for the Western Region and Lee Flanagin his assistant. George Rice was Manager of Flying at LAX and Bill Campbell his assistant. This list of management personnel is of the 1935 group and doesn't include the "new hires" such as Floyd Hall, Fred Austin, Urb Kampsen and Bill Townsend at the senior domiciles, or the "junior domiciles, such as Dave Spain EWR, Tudor Leland, BOS, Bob Mueller, DET, and Lyle Hincks, CHI. George Rice was #1 on the seniority list at the time, followed by "Mo" Bowen and John Collings.

Later in the year, Collings retired as Executive VP and Frank Busch became VP of Operations.

For the next five year period, to 1/1/61, a total of ten retired (plus Moomaw who was dropped on military leave in late 1959), including Bob Springer (early), who went to Eastern. There were three deaths, including System Chief Pilot Paul Frederickson.

"Mo" Bowen was #1 and Fred Richardson #2 in seniority of the 49 pilots remaining from 1935. All but 6 were flying the line and included Frank Busch, VP Equipment Retirement, Larry Trimble, staff VP International, Richardson, Flanagin (dispatch), Bill Campbell and Les Munger.

During the next five years came the majority of the retirements, a total of 33 (there were no deaths). Joe Bartles had taken over the #1 seniority spot after "Mo'" Bowen retired in November 1963, Harry Campbell the #2 until he retired in 1964, when "Swede" Golien became #2.

All of the 16 pilots remaining were flying the line except for Larry Trimble, then VP of International.

At the beginning of 1/1/66, Ted Hereford was #1 followed by Dick Hanson.

Tommy Gaughen was junior man of the 1935 group.

Ted Hereford, the last of the first pilots from the 1935 era, retired on November 15, 1969, after 39 years and 7 months in the cockpit, all but one as first pilot (captain), a record.

At the beginning of 1970 Larry Trimble, Roger Kruse, Busch Voigts and Tommy Gaughen were the ranking seniority. All retired that year, Busch was the last in November. Also retired that year was Lee Flanagin from dispatch head at LAX after over 44 years of service since his AeroCorp days. Another 1970 retiree was Bill Piper, who joined TWA in 1935 as a mechanic, but wasn't on the pilot seniority list until the following year.

Recapping the statistics with regards to the attrition of the 1935 group of 153 pilots and copilots: 65 officially retired (age 60 or early) as pilots plus another five from ground positions.

Of the total 70 who retired, 41 have since deceased (not including Cliff Abbott and Stan Jacques in 1985) - the average age was 74.7 years. During the 35 year span, 1935 to 1970, a total of ten, not including Church, Bolton and Greason, were killed in TWA accidents, including two on ICD. Another three were killed in the military and one private plane accident.

Eleven died of natural causes while still employed and the remaining 58 either resigned or were terminated during the years discussed.

TARPA TALES

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At the beginning of 1985, the TARPA membership included 33 members from the 1935 pilot seniority list (two have since died), and Bill Piper. Another four members of former flight engineers includes Ray Dunn, Al Brick and Bob Proctor, who joined TWA in 1935, and Andy Beaton in 1932. Honorary members include 14 widows of men from this era.

These were the men who had led TWA or its predecessor airlines from the very beginning, from the days of the tri-motor Fords and Fokkers and single-engine planes to the DC-2's. Then to the DC-3's, Stratoliners, DC-4's, Constellations and Martins into the jet age. Including Jack Frye, eight men from the pilot list were vice presidents, and Ray Dunn from the engineers.

Numerous of the positions held by others would have a VP or Staff VP title today. Others were domicile Chief Pilots, heads of training, supervisor pilots and a great many made their contribution by flying the line ---- getting the passengers, mail and express through safely and on time.

There were a number of others who left TWA early who made their contributions to aviation.

Jack Frye and Paul Richter left for other fields. Otis Bryan later became VP of the Link Division of the Singer Corporation. Eddie Bellande left in 1941, joined Northrop and retired as the chairman of the board for the Garrett AerResearch Corporation.

Art Burns went with the CAA (FAA), O. W. Coyle to Douglas. Larry Fritz was the Commanding General (retired as Major General) for the North Atlantic Division of the Air Transport Command, and after the war joined American Airlines as Operations VP. Wesley L. Smith left in 1936 and formed his own company manufacturing aircraft accessories and was president of the Salta Corporation. O. R. "Ted" Haueter was loaned to Continental in early 1938 to help set up their operations department, stayed with them and became VP of Operations. Lee Bishop left in 1936 and joined Douglas as a test pilot and was later their Supervisor of Operations in that division.

Bill Ambrose (TARPA) left in 1943 to go to National and retired as Assistant VP Operations. Pete Redpath left in 1945 and later became VP for SAS on their overseas division, and in 1950 was VP Sales for Canadair.

D. W. "Tommy" Tomlinson retired in 1946 from the Navy as a Captain, rejoined in 1948 and was Deputy CO during the Berlin airlift, and retired again in 1951. Others who retired from the service included Brig. Gen. A. D. Smith, LaMar Nelson and Chet Moomaw.

John Harlin returned to TWA, and was later promoted to the rank of Rear Admiral in the reserve. The same for Lex Klotz, who was promoted to Brig. General in later years.

TARPA TALES

PAGE 2 0

Throughout its history, TWA has had good and bad cycles or years.

1935 was one of the best. It didn't make much of a profit that year, but it had some fine young pilots and mechanics in its employ that insured leadership for decades to come. * * * * * * * * * * * * TO FOLLOW:

Records set by the DC-1, DC-2 in 1935 * * * * * * * * * * * *

The Pilot Someday we will know, where the pilots go, When their work on earth is through, Where the air is clean, and the engines gleam, And the skies are always blue.

They have flown alone, with the engine's moan, As they sweat the great beyond, And they take delight, at the awesome sight of the world spread far and 'yond.

Yet not alone, for above the moan, when the earth is out of sight, As they make their stand, He takes their hand, and guides them through the night.

How near to God are these men of sod, Who step near death's last door?

Oh, these men are real, not made of steel, Bet He knows, Who goes before.

And how they live, and love and are beloved.

But their love is most for air.

And with death about, they will still fly out, And leave their troubles there.

He knows these things, of men with wings, And He knows they are surely true And He will give a hand, to such a man 'Cause He's a Pilot, too.

Courtesy of Sam Inman, EAA Chapter 463, Quapaw, Oklahoma.

Ap roach/July- g st 1984

TARPA TALES

PAGE 2 1

On

PERSONAL EXPERIENCES The following is by DAVE KUHN, and was published in FLYING MAGAZINE, February, 1962.

When the Engineer returned, I could tell by his ashen face that the emergency was on us. This was what I had been dreading all along.

Stark realism was here! My moment of truth was at hand!

I said, "Okay, mister, let's have it."

"Captain, Sir," he said in measured tones (I made a mental note of the term "sir" - must have had some military)"l must report to you that the coffee maker is busted." Just like that --nothing more and all eyes turned to me. The First Officer went livid, then green while the Second Officer was making odd noises in an effort to speak. I bit my lip to repel the quiver that tried to show.

Thoughts raced through my brain: "This is it this is an emergency - this is bad." One could have heard a pin drop, but no one was dropping any. I wondered just what other great leaders did in such emergencies? What must I say?

I had to do it. I had to tell them. I had to call on all of my experience, courage and skills to save my flight. I felt unqualified.

After what must have seemed an eternity to my crew and to assure myself that my voice would not crack, I told them. I says, "Men" - using the term to better prepare them to accept our predicament - I says "Men, it looks like we won't have any more coffee until Chicago." And like men they took it. I was proud of them.

True, they did no more talking, but I did not mind that too much. People who say that our youth of today are weak They were magnificent---they were men. should have been there. * * * * * * * * * * * *

W. W. BURGNER writes for Personal Experiences: "My first trip on the line was from KC to AB on March 17, 1946, I flew with Captain N. H. Vance. I only flew two DC-3 line trips to AB, then went over to the Boeing 307 Stratoliner for $20.00 more a month for a total of $240. The first 307 trip was with Jack Wade, KC-AB-BU, April 15, 1946." * * * * * * * * * * * * From RITCHIE BEIGHLIE: "My first trip on the line was from LA to AB on Flight 140, October 13, 1947. I flew with George Johnson as captain. This was, of course, on the giant DC-3, TARPA TALES

PAGE 22

#381 N 14933. All was routine through PH; however, between Zuni and Acomita we encountered a thunderstorm; saw my first St. Elmo's fire. A static discharge knocked the HF antenna off the forward antenna lead, which allowed it to whip behind the aircraft 'til we landed at AB. I returned from AB on Ferry 6029, aircraft #322 H 51831 with Chuck Myers as captain. He gave me my first 'leg' on TWA."

New member CHARLES H. (CHUCK) KNOBLER promptly sent in the following first flight information: "My first trip on the line was from Washington, D. C. to Prestwick, Scotland on B-307, with Captain Hovinger. It was a long, long leg - Stevensville to Prestwick.

Many, many great experiences, flying across both major oceans and the many cities, countries, military bases, as well as the dignitaries that we carried.

"Just about every trip - North, South, East and West - was interesting, exciting and educational. The crews were something, too. Many uncharted trips.

Great experiences.

Instrument flying was somewhat new and experience was not much to brag about.

It was rough - scary at times, but there was great satisfaction when you returned to home base. No ALPA - the 1945 pilot strike kept our tables somewhat topless, but it all has gone a long way ahead.

Thanks, I am glad I finally learned about the existence of TARPA." * * * * * * * * * * * *

TARPA TALES

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CURTISS - REYNOLDS

AIRPORT --- CHICAGO AUG.23 TO SEPT.1 TARPA TOPICS

PAGE 2 4

Some members of the 13 BLACK CATS movie acrobatic team.

TWA's PAUL RICHTER is on the right in the back row.

Picture (circa 1926) courtesy of OLE OLSON

TARPA TALES

PAGE 25

THE TARPA

GRAPEVINE DECEMBER 1985 Since taking over this column, I make almost daily reference to THE MAKING OF AN AIRLINE. It is the best way I know of to refresh my memory when the name of a retiree crosses my desk. I hope you all have a copy and get as much satisfaction out of it as I do. * * * * * * * * * Secretary JOE McCOMBS has reported sending out recruiting letters to 152 persons who have retired since 1980 and have not joined our ranks. He says the response has been good and a list of new members, some in response to his letter, appears at the end of this edition of THE GRAPEVINE. * * * * * * * * * * * * Among our new members is former F/E CHARLES KNOBLER, who was recruited by Treasurer BOB GWIN. Bob's note re-introducing Charles is as follows: "At the Greenville, S. C. Shrine convention, I met Charles Knobler.

He is Commander of the Aviation Unit of Yaarab Temple, Atlanta, Ga. I was Commander of Azan Temple last year in Melbourne, Fl. These are the units that fly children to the Shrine hospitals. He left TWA in 1947 and went with the CAA, FAA, etc. He checked me out in the Stratoliner in 1942. He was with Willie Miller when they had a disconnected prop on a Connie.

I don't remember if it came off the engine or not."

Nice to have you back with us, Charles, and thanks for paying your 1986 dues. * * * * * * * * * * * * I received a call from GEORGE TOOP. George shares a common interest in retirement, that of growing and marketing Christmas trees, as well as other nursery products in Lincroft, He says he works two months and then N. J. he and Virginia take a month off. This vacation will include one of Lum Edward's cruises.

Have fun! I'll look forward to a report. They also sent in a slight change in their winter address which appears later in this report. * * * * * * * * * * * * THE GRAPEVINE

PAGE ONE

ADRIAN (TONY) STAHL is another expert on cruises. Says he's been around the world seven times since retirement which he is thoroughly enjoying, and is about to take another. Incidentally, his phone has been changed to 305-941-2192. How about a report on your tours also? * * * * * * * * * * * * A quote from the Winston-Salem JOURNAL: "If God had meant for us to fly, he would have made our bones as hollow as our heads", (Charles Lindbergh's grandfather). * * * * * * * * * * * * My comments last issue about North Carolina drew some interest from BILL and MICKEY TOWNSEND. They showed up here at the height of our autumn leaf color spectacular and, unable to find accommodations due to the huge influx of tourists, were welcomed by KATHY and LANDIS SMITH. From the report I received, Bill still plays a terrific golf game, even though using an unorthodox cross handed grip. And with borrowed clubs and street shoes, parred the mountain course the first time around. Hope you and Mickey will move this way, Bill. * * * * * * * * * * * * Here's some food for thought: Lord, grant me the strength that I might not Fall into the clutches of cholesterol.

At polyunsaturates I'll never mutter For the road to hell is paved with butter.

And cake is cursed and cream is awful; And Satan is hiding in every waffle.

Beelzebub is a chocolate drop, And Lucifer is a lollypop.

Teach me the evils of hollandaise, Of pasta and gobs of mayonnaise, And crisp fried chicken from the south.

Lord, if you love me, shut my mouth. * * * * * * * * * * * * The elusive FRED RICHARDSON has been located again. Fred is now living with his son in San Antonio, Texas. In addition to helping his son care for the house, he says he has fun refinishing antiques and old furniture. * * * * * * * * * * * *

THE GRAPEVINE

PAGE TWO

A . T. forwarded a card/note from subscriber DIETER FRIEDRICH of Nice. He says "Thanks for sending me the TARPA directory as per Russ Derickson's suggestion. Hope to be able to welcome Betty and you as well as a TARPA group here on our glamorous Riviera and on Corsica. Russ and Marge Handy live here". * * * * * * * * * * * * The September 23rd and October 21st issues of the TWA SKYLINER contain interesting articles on the DC-2 written by Ed Peck and Ed Betts, respectively. I seem to recall seeing another DC-2 at a Burbank antique airplane and auto show back in 1967, but it sported a DC-3 vertical fin. Do you Santa Paula airplane antiquers know anything about this airplane? Ed Betts' detailed description of the heating system brought memories of the famous "E" valve on the DC-3, which I'll remember forever, Yes, I froze up a few radiators. * * * * * * * * * * * * Joe McCombs received a letter from HANK GASTRICH, too late to include in September TOPICS but worthy of passing on to you. He says, "I just , received my TARPA Directory and as usual it is a work of art.... and, it is necessary that I screw it up already with a change of address. The above will be my official address as of 15 August and my residence as of 30 August when Jeanne Shephard Eswein, my high school sweetheart who I had not seen for 43 years prior to June 20, and I are married.

"Last June I flew a Cessna 172RG to Olathe and took Jeanne to our 43rd high school class reunion in Belleville, Illinois, and I turned on ALL the charm.

It was obvious...she had me hooked from the time I landed.

"My excuse might be that all that single engine flying in a small plane might have left an old man weak and disadvantaged...but I won't. I am quite sure that I like it."

He added a note that they plan to move to Evergreen, Colorado in July of 1986. Our belated congratulations to Jeanne and Hank.

Their address is 1025 N. Cooper, Olathe, Kansas 66061. * * * * * * * * * * * * MELVIN (MEL) RIGDON, who retired in 1958 still likes to keep in touch with TWAers. He is currently in a nursing home in Quitman, Georgia and would be happy to hear from his old friends. His address is c/o Presbyterian Home, Inc., P. O. Box 407, Quitman, Georgia 31643. (Indicate "Personal"). *

THE GRAPEVINE

* * * * * * * * * *

PAGE THREE

Do you recall hearing any classic comments that might cause a chuckle or two? Such as this one heard as we're being weather briefed before taking a Connie across the dark Atlantic - "The hell with all them circles, what's the weather?" Or the one most frequently heard in the cockpit - - "Was that for us?"

Send me your favorites, but keep it clean! * * * * * * * * * * * * In the change of address department, BOB CUMMINGS writes to Joe that in June they sold out lock, stock and barrel in Tehachapi, California and moved to Venice, Florida. "Tehachapi became too remote for us and we hope to see more TWAers since we are back in the main stream". He goes on to say, "TARPA TOPICS was forwarded, no problem, would not want to miss it. It is a real pleasure and highlight to hear of old You do a great job friends * * * * * * * * * * * * A note to Joe from B. KEITH STUESSI says he had a new steel knee installed about a month ago and he's spending the winter in Las Vegas to recuperate. His address until next April 1st is at the Oasis Apartments, 5319 Bethel "D", Las Vegas, Nevada He hopes this surgery will make him active again. Just 89119. be careful you don't play golf in a lightning storm, Keith. * * * * * * * * * * * * Now for numerous address changes, courtesy of Joe McCombs and his constant companion, the computer. * * * * * * * * * * * * ( A) Robert J Audette F/E 254 Dixie Lane Tarpon Springs, Fl 33589 813-904-1968

( A) Lewis Bliss Capt 1470 Sand Hill Road Palo Alto, CA, 94304 415-327-9032

( R) C Donald Barnard Capt, 704 Tropical Circle 34242 Sarasota, Fl. 813-349-0359

( H) Ann Broderick Mrs. 180 Cypress Way, Apt, D 124 33942 Naples, FL.

( H) Dot Black Mrs. (Sum) P O, Box 638 Flat Rock, N C. 28731-0638

( R) Don R. Calkins Capt, 727 N Nettleton Bonner Springs, KS. 66012 913-422-5675

THE GRAPEVINE

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(R) Jeremiah F. Callahan Capt.

6917 Yount Street Yountville, CA 94599-1286 (E) H. E. Campbell Capt.

229 Orchid Avenue Corona Del Mar. CA 92625 714-763-4967

(R)

Richard A. Davis Capt.

1759 Sky Loft Lane Leucadia, CA 92024 619-436-9060

(R)

J. L. De Celles Capt (Jun-Sep) Box 613 Park City, UT 84060

(R) Richard M. Carlson Capt.

P. O. Box 5949 Incline Village, NV 89450

7636 E. Charter Oak Road (Oct-May) Scottsdale, AZ 85260 (R)

( R) John C. Carroll Capt.

1961 Cuervo Vista, CA 92083 619-727-1915

Dom Di Geronimo Capt.

22 Rhodes Drive New Hyde Park, N.Y. 11040

(R)

(R) Richard W. Carter Capt.

104 Brae Court 94585 Suisun City, CA. 707-864-0993

Paul W. Dougherty, Jr. Capt.

900-N Ronda Sevilla Laguna Hills, CA 92653 714-951-3380

(E)

Floyd D. Edwards F/E RR #1, Box 135 Callatin, MO 64640 816-663-2963

(R) Richard Colburn Capt. (Jun-Sep) Seven Devils Rt #1, Box 252A 28604 Banner Elk, N. C. (R)

Hugh A. Francis Capt.

3300 Stagecoach Road Placerville, CA 95667-8969

(A) Edwin L. Colling Capt Rocca Y Battle 10, Atico 2 Spain Barcelona 23

(A)

(R) W. S. Cooper Capt (May-Oct) 10333 Pawnee Lane Leawood, Kansas 66206

Joseph Frawley F/E 1070 Mercedes Court, #6 Los Altos, CA 94022

(H)

Pansy Frazey Mrs, 10435 Riverview Edwardsville, KS.

12426 Cougar Dr. Sun City West, AZ

(Nov-Apr) 85375 (R)

Harry C. Gallatin Capt.

18841 N. 96th Avenue Peoria, AZ. 85345-2635

(R)

Hank Gastrich Capt.

1025 N. Cooper Olathe, KS. 66061

(R)

Manley J. Goodspeed Capt.

2100 Plaza Del Amo, #108 Torrance, CA 90501

(R) Ray W. Craft Capt.

P. O. Box 2323 82003 Cheyenne, WY. (R) Robert H. Cummings Capt 1910 Innisbrook Court Venice, FL, 33595 (R) David M. Davies Capt.

250-D South Lyon Ave., #204 Hemet, CA. 92343 714-929-3020 THE GRAPEVINE

66111

PAGE FIVE

(A) William H. Greer, Jr. Capt. (A) Keith Loury Capt.

APDO #174 2682 N. Mountain Avenue Playas de Rosarito Claremont, CA 91711 Baja, California, Mexico 714-626-5663 (A) Glen W. Hanson Capt.

2 Warmspring Irvine, CA 92714-5422

(R) Sam M. Luckey Capt.

3901 S. E. St. Lucie Blvd. #10 Stuart, FL. 33494-6153

(A) Gordon W. Hargis Capt.

2802 W. 73rd Terrace Prairie Village, KS 66208

(R) Cleo A. Mattke Capt.

13147 Paintbrush Drive Sun City West, AZ 85375 602-584-2975

(R) Richard L. Hempel Capt.

988 S. Substation Road Emmet, ID 83617 (E) William Herman Capt.

Rout #2 Kingman, KS 67068 (R) C. Marvin Horstman Capt.

215 Lido Drive Punta Gorda, FL 33950 (A) Harry R. Hunzeker Capt.

2100 Condolea Circle Leawood, KS 66209 (R) George E. Jackson F/E 8514 NW 62nd Terrace Kansas City, MO 64152-3355 (R) Harry A. Jacobsen Capt.

848 Coventry Street Boca Raton, FL. 33431 (R) Eugene W. Jones Capt.

73216-A Tumbleweed Lane Palm Desert, CA 92260 (A) Bernard J. Kappler F/E 980 Hickory Trail W. Palm Beach, FL 33414 305-793-7046 (A) Robert P. Lommori Capt.

P. O. Box F 1201 Freeport, GB 15 Bahamas

THE GRAPEVINE

(R) William A. Moeller F/E 323 Paradise Lane Edgewater, FL 32032-2228 (R) Meredith J. Moffett Capt.

Rt. #5, Box 353, Academy Road 22186 Warrenton, Va. (H) Elaine Moffitt Mrs. 1032 San Marino Drive San Marcos, CA 92069 (A) John R. Motil Capt.

Box 406 Anahola, HI 96703 808-822-3948 (H) Diane Overmier Mrs. 1619 W. Broadway, #2 Sedalia, MO 65301-5246 (R) F. W. Peak Capt.

13013 North 68th St. 85254 Scottsdale, AZ. (H) Christianne Pickett. Mrs. 1577 S. Syracuse St. Denver, CO. 80231 (E) Fred G. Richardson Capt.

6418 Honey Hill San Antonio, TX. 78229 (A) Wayne W. Richardson Capt.

1441 Peninsula Drive Lk Almanor Peninsula, CA 96137

PAGE SIX

(R)

David W. Richwine Capt.

36 Downs Way Clemson, S.C. 29631 803-654-9257

(R)

Billy B. Runkle Capt.

P. O. Box 1835 Pahrump, NV. 89041

(R) Alan W. Wall Capt. (Jun-Nov) P. O. Box 492 Rockport, ME 04856 207-236-4191 801 Lake Shore Drive (Dec-May) Apt. 619 Lake Park, FL 33403

(R)

Karl Ruppenthal Capt (Nov-Mar) (R) Robert G. Weber Capt.

2052 Woodside Drive N. 410 E. Rairway Drive Santa Rosa, CA 95404 Hoodsport, WA 98548 707-579-2167 (R) Frederick L. Werner Capt.

3755 W. Second Avenue (Apr-Oct) 28951 Grayfox Street Vancouver, BC V6R IJ8 Malibu, CA 90265 Canada 213-457-7391 604-228-0076 (A) Lewis W. Whitaker Capt.

(A) William L. Schulz Capt.

28 Village Walk 3600 Harbor Blvd, #189 Wilton, CT 06897-7947 Oxnard, CA. 93030-8228 (- A) John R. Winters Capt.

(H) Louise Smith Mrs. 456 Brigham Road P. O. Box 917 St. George, UT 84770 Freemont, OH. 43420-0917 (R) Laurence M. Wolf Capt.

(R) O. B. Smith Capt.

1877 El Rancho Dr. Box 282, RR #3 Apt. 45 Knoxville, IA 50138 Sparks, NV 89431 (R)

Charles Tiseo, Jr. Capt.

P. 0, Box 2375 Jackson, WY, 83001-2375

(R)

George C. Toop Capt. (Jan-May) 368 E. Seaview Drive Duck Key, FL. 33050

(R)

R. W. Voss Capt. (Dec-Apr) 20 Avenida Carita Fort Myers Beach, FL 33931 813-463-9343

(H)

Charlotte B, Walker Mrs. 760 S. Hill Road, Apt. 101 Ventura, CA 93003-4468 * * * * * * * * * * * *

THE GRAPEVINE

PAGE SEVEN

NEW MEMBERS SINCE LAST EDITION. WE WELCOME YOU ABOARD, ENJOY! (R) Samuel M Abbott F/E (Sue) 29 Meese Circle 94526 Danville, CA. 415-837-9532

(R) John W. Cole, Jr. Capt. (Noreen) RD #1, Box A-45, Zoar Road Sandy Hook,CT 06482 203-426-9667

(R) Robert C. Altemus Capt (Gloria) 679 W. Moon Valley Drive 85023 Phoeniz, AZ. 602-942-3537

(R) Richard A. Cruickshank Capt.

(Margaret) 11352 Murray Lane Santa Ana, CA 92705 714-838-7956

(R) Robert A Anderle Capt 1706 North Belleview Drive Bellbrook, OH. 45305 513-848-4526 (A) Charles W. Anderson Capt 20 Camelot Place Liberty, MO 64068 816-781-5482

(R) Walter W. Davis F/E (Frances) 11600 Fast 38th Street Independence, MO 64052 816-461-8494 (Bonnie)

(R) Stuart E Ball F/E (Sueko) 267 Obermeyer Avenue Gridley, CA. 95948 916-846-5375 (R) Henry F Bottler' Capt. (Georgette) 9790 Swan Circle Fountain Valley, CA 92708 714-964-4864

(R) Warren C. Dennison Capt. (Fran) 1572 SE Fifth Court Deerfield Beach, FL 33441 305-428-2887 (R) John A. Emmerton F/E 4617 Briargate Drive St Charles, MO 63303 314-928-6518

(R) Kenneth A. Bramscher F/E (Mary) 9718 Chadwick Leawood, KS 66206 913-642-3182

(R) Frederick C Faber Jr F/E : (Anne; RT #1, Box 452 Liberty, MO 64068 816-781-1900 (R) Arthur W. Fabre Capt. (Amy) 575 Oakville Road Napa, CA 94558 707-944-2537

(R) Lowell D Brandt Capt. (Suzanne) 2375 Holly Oak Drive Danville, CA 94526 415-837-1112

(R) Richard W Faulds Capt. (Juliana; P 0 Box 4626 Ventura, CA 93004 805-659-2075

(R) William K. Byard F/E (Ola Francis) (A) Russ Hazelton Capt.

805 Fairfield Lake Dr. P. O. Box 8005 Chesterfield, MO 63017 Calabasas, CA 91302 818-883-3765 (R) C Robert Horn R/P (Harriet) (Sharon) 6302 Wisteria Lane R) John W Churchill Capt. ( Apollo Beach, FL 33570 18 Boulder Hill Road 813-645-9116 Ridgefield, CT 06877 203-438-8265 (H) Mary Hunt Mrs 7161 Avenida Altisima (A) R.. C. Clarke Capt. (Inge) Palo:Verdes, CA 90274 I Forest Vale 213-541-7258 Monterey, CA 93910 408-624-4820 THE GRAPEVINE

PAGE EIGHT

(R) Richard T. Kirchoff Capt. (Eileen) (R) Ernest Neuburger Capt. (Catherine) 2012 Fifth Ave. N, 8005 Belinder Seattle, WA 98109 Leawood, Ks. 66206 202-282-6188 913-649-1322 (R) Charles H. Knobler (Georgia) 718 Pinetree Drive Decatur, GA 30030 404-377-5269 (R) Don Lamer (Jan) 505 Garnett Road Joppa, MD 21085 301-679-3391 (A) James F. Lincoln (Lillian) 7 Encina Irvine, CA 92720 714-731-6958 (R) Robert J. Lovett Capt. (Dorthea) 31 Bay Avenue Hampton Bays, NY 11946 516-728-4149 (R) Richard E. Ludwig F/E (Pearl) P. 0. Box 1001, Suite 92 Arlington, WA 98223

(R) Cyril L. Nolen F/E (Rosalynd) Orchard Street, Box 23 Marlboro, NY 12542 914-236-4707 Joseph S. Pike, Jr. (Joy) 1811 Glenwood Lane Newport Beach, CA 92660 (E) T. S. Poquette Capt. (Fauna Mary) 1205 E. Lucy Webb Road Raymore, Mo. 64083 612-331-4387 (R) Melvin Rigdon Capt c/o Dr. Charles Rigdon P. O. Box 346 Tucker, Ga. 30085-0346 404-938-3900 (R) Stan Scroggins F/E (Marie) 4713 Queal Drive Shawnee, KS 66203 913-631-5828

(A) Charles E, MacNab Capt. (Georganne) 120 Knaust Road (R) David C Selby Capt.

St. Peters, MO 63376 6351 Sycamore Meadows 314-281-4581 Malibu, CA 90265 (R) Jack D, Magee F/E (Helene) 1509 Buckingham St, St, Joseph, MO 64506 816-232-1925 (R) Arch Mc Intyre Capt. (Grace) 801 West Pershing Ave: Phoenix, AZ 85029 602-993-1418

(R) Henry P. Seymour Jr. Capt. (Donna) 50 Tripp Court Woodside, CA 94062 415-851-1821 (R) William H. Sherwood F/E (Mary) Rt. #2, Box 343 Pleasant Hill, MO 64080 816-987-2770

(H) Patricia Murray Mrs, Rt, #8, Box 262 Lenoir, N. C, 28645

(R) Harry Smith Capt. (Rosemary) T-72, RR #4 Lake Lotawana, MO 64063 816-578-4246

(R) Bernard J. Myers Capt. (Phyllis) 218 Orchard Ave. Oswego, IL 60543 312-554-8160

(R) Matthew R, Smitke F/E P. 0, Box 288 Western Springs, IL 60558 312-246-7699

(R) Stuart F, Nelson Capt. (Arlene) 21 Coveview Drive Palos-Verdes, CA 90274 213-397-4460

(A) Tom Wichham Capt. (Joan) 320 Cliffside Drive Torrington, CT 06790 203-489-6764

ME GRAPEVINE

PAGE NINE

.

(A) S. T, Wilson Capt. (Patty ) 12600 Baltimore Court Kansas City, MO 64145 816-941-3096

(R) Les W. Woolsey Capt. (Barbara) 622 Milverton Road Los Altos, CA 94022 415-948-3316

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

Happy Times at Orlando, 1984 From left to right, Jack Morin, Vern Olson and Otto Krumbach Photo courtesy of F. L. Smith * * * * * * * * * * * *

THE GRAPEVINE

PAGE TEN

SECRETARY.S MESSAGE '

(11-01-85)

TIS THE TIME OF THE YEAR TO PAY '86 DUES. READ ON, PLEASE.

Implementation of TARPA's computer into the record-keeping process has brought about some overdue changes in an effort to streamline and centralize our operations.

This issue of TARPA TOPICS includes the '86 Membership Card (valid upon payment of dues) and a return envelope addressed to the Secretary rather than to the Treasurer as in the past. It is hoped the computer will provide a centralized location for most of our records. In the future, please direct all communications (except those of a personal nature) to the computer (Secretary).

This would include dues payments as well as address changes. As the program is expanded, it is hoped the confusion of where to send what will be eliminated.

If you did not pick up the new TARPA lapel pin in Las Vegas, A. T . and Betty have undertaken the task of including one with this mailing.

Please advise if not received. It should be mentioned, those two (A. T. & Betty) continue to handle the printing , packaging and actual mailing from Belhaven. We owe them a lot for their devotion to the Association.

Also included in this issue is a tear-off sheet to UPDATE your records.

Most of the original applications did not offer date of birth, seniority date, retirement date, etc. This form also requests a current phone number to maintain the integrity of the Directory. When a change of address form is received (TARPA pays thirty cents ($.30) to Uncle Sam and you pay forwarding fee), it does not provide the phone number at the new address. Information provided will be shared with TARPA's Historian, Ed Betts. Please return the UPDATE form with your dues or, PREFERABLY, enclose the form in a separate envelope addressed to the Secretary.

Once again, those with two addresses, please offer a better alternative than Summer and/or Winter. Be more specific as to months of the year at one location or the other. Forwarding and address corrections are costly to you and to TARPA. When you pull even on a touch-and:go, up the gear, a "freeby" postcard (obtained at the P.O.) addressed to the Secretary with a 14 cent stamp will save everyone a few dollars and mitigate the Secretary's daily migraine.

When you start packing, please send us a card (include a phone number at the new location) even if you are currently listed with two addresses in the Directory. For the system to work, we need at least thirty (30) days notice prior to a TARPA mailing (Mar/Jun/Jul/Sep & Dec).

EAGLES...... If you attained the magic age of 75 during 1985, or you were not listed in the '85 Directory, please advise. All data has not been entered into the computer so I need a reminder.

When data entry is completed, this info will be readily available.

page

Secretary's Message - December '85

2

check the mailing label on this publication. If you Once again, discover a mistake such as being listed as (A)Active and you have pulled the plug, why not drop me a line.

We are searching for someone with an IBM compatible computer system to back up Ole' Joe in an emergency situation should he stub his toe. Contact the Secretary if available. all those retiring since 1980 and not a member of Contact with TARPA has swelled our ranks in recent months thanks to a list provided by active SENIORS Russ Drosendahl & Ed Betts. Currently, (R)Retired number stands at 844; (A)Associate or Active at the (E)Eagles number 66; (H)Honorary at 95. Only 10 have been 334; dropped for non-payment of the '85 assessment. In addition, we have 16 paid Subscribers; we mail 19 Complementary issues and 12 copies to key members of the TWA-MEC. The computer now lists over 1500 records including the addresses of the recruits.

Attrition from the seniority list has been high the latter part some taking early retirement for obvious reasons. of this year, as with the seniority lists, We have those names however, addresses from Company sources become available only once per If you know of someone over 50 (active or retired) and not year. a member of TARPA, give him the application in the back of each issue of TOPICS or give us his address.

My apology for the lengthy discourse ...... maybe the President will now have grounds to fire me. I keep tryin'.

WISHING YOU AND YOURS A MERRY CHRISTMAS AND

A

HAPPY NEW YEAR.

Plan now to meet with us in St. Looey in May. In the meantime....

STAY HEALTHY!

McCombs, Secy.

6977 S. Everest Lane Evergreen, CO 80439 303-674-6719