1986.11.TARPA_TOPICS

PRESIDENT'S MESSAGE AL MUNDO'S ADDRESS TO TARPA ANAHEIM UPDATE - 1987 TARPA TALES PERSONAL EXPERIENCES THE GRAPEVINE 410 HARVOR VIEW LANE • LARGO, FL 33540

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA NOVEMBER 1986

MOVERS AND SHAKERS, 1926

THEY SAW INTO THE FUTURE Left to right: Paul Richter, D. W. Tomlinson, Jack Frye and Walt Hamilton

OFFICERS AND DIRECTORS OF THE ASSOCIATION R. G. Derickson, President Edward A. Hall, First Vice President Phil S. Hollar, Second Vice President J. S. McCombs, Secretary/Treasurer

A. T. Humbles, Senior Director Jeremiah S. Burns, Director Jesse A Fiser, Director Lyle A Spencer, Director

TARPA TOPICS Published four times a year by the Active Retired Pilots Association of TWA

A. J. Clay, Jr., Editor

R. M. Guillan, GRAPEVINE Editor Edward G. Betts, Contributing Editor

The Active Retired Pilots Association of TWA

PRESIDENT'S

MESSAGE

October 1, 1986 Adjust your schedules for an early Convention to be held at the Grand Hotel in Anaheim on March 24-26, 1987. Phil Hollar, the 1987 Convention Chairman is in the process of rolling out the red carpet for all of you.

The December 1984 issue of TARPA TOPICS carried some disturbing news about the misuse or abuse of the 7-R Pass. Recently, we have One of our TARPA had further disturbing news on such misuse.

Officers recently received a phone call from an ALPA Local Council listing Chairman complaining that some of the retirees are He cited one incident wherein a themselves, non-rev, as Class 7. retired Captain did this resulting in a commuter being unable to board the flight.

The Company is aware of the fact that this is being done and is monitoring the computer. If caught, it could result in suspension of pass privileges for one (1) year and a second offense could be . revocation of all pass privileges - permane tly None of us appreciate the 7-R pass restrictions placed on retired it is our responsibility to follow the rules personnel.

However, when listing ourselves for a flight by telephone and with the proper follow-up at the airport - whether the 810 is handwritten or by machine imprint.

We have a TARPA Board of Directors meeting scheduled for January 14, 1987 at the Hacienda Hotel near the Los Angeles International Airport.

One of the issues to be discussed at the Board Meeting is our dues For a run-down on TARPA's financial situation, you are structure. to the Secretary/Treasurer's Report within the following referred As Joe McCombs explains, we are not broke although expenses pages.

As a result, it has been necessary to have exceeded annual income. " tap " the reserve fund. As a responsible organization, our income must, at least, match expenses.

In order to maintain a balanced budget and not reduce the quality of TARPA TOPICS, the DIRECTORY, monitoring of our medical insurance program and/or retirement plans and other fine services offered to the Members of TARPA and with the concurrence of the TARPA Board, All TARPA Members will be the following suggestion is proffered. requested to consider a voluntary payment of $25.00 dues for 1987 This voluntary instead of $20.00 as stipulated in the By-Laws. action should take care of an existing potential deficit for 1987.

Then, at the 1987 Convention in Anaheim, we can review our By-Laws & Policies and, hopefully, come up with amended procedures that will stabilize our basic financial structure.

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President's Message - November, 1986

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After you have studied and analyzed the Secretary/Treasurer's Report, please review the options listed on the inside flap of the dues return envelope (also included in this issue) and act accordingly.

The 1988 Convention will be held in Tucson and Joe Brown is working on a site for 1989.

Al Clay is the President of RAPA and advises that the RAPA Convention is being held at the Embassy Suites Hotel just south of LAX on December 4-5-6, 1986.

We now have just over 1400 Members (including Honorary Members) and McCombs is still recruiting.

We are expecting a large turnout at the March, 1987 Convention at Anaheim. See you there.

Wishing you a Happy Thanksgiving, Healthy New Year.

a

very Merry Christmas and a

Kind regards,

Russ Derickson

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AWARD OF MERIT COMMITTEE The chairman of the Award of Merit committee, LYLE BOBZIN, has announced that the committee is now complete with the addition of G. P. UNDERWOOD and JIM McARTHUR. All nominations for the 1987 Award of Merit should be sent to any of the above named persons without delay. * * * * * * * * * * * *

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S E C R E T A R Y /TREASURER ' S MESSAGE October 1, 1986 It's dues paying time and problems exist but let's begin with the good stuff.

Thanks to the valuable assistance of Ritchie Beighlie, Ed Betts, Russ Drosendahl, A. T . Humbles, ALPA's New York office and Nancy Collins of TWA Employee Benefits, a concerted effort has been made this Summer to contact every known retiree except those who have As a been contacted many times in the past without response. as of this date, 78 new members have joined our ranks and result, TARPA now boasts 1410 Members are listed elsewhere in this issue. including the 91 Honorary Members.

Now for the not-so-good stuff. Prior to becoming Treasurer in May, I had been maintaining parallel records from January 1st along with those of Treasurer Bob Gwin but, during that time, my attention was directed more towards setting-up entry data into a computer financial program rather than the nitty-gritty financial health of Since assuming the double duty, past financial the organization. records have become available and time has allowed a closer It has become obvious that in order to maintain our analysis. current level of service, additional income must be generated for 1987.

Simply stated, for Don't panic.

We are not broke by any means. the second year in a row, expenses could exceed current income.

In 1985, expenses exceeded current Current income is the factor. a healthy reserve had been income by some $14,000.

Fortunately, A projected year-end established for just such contingencies. statement for 1986 is more favorable yet forecasts a deficit for This projected deficit for '86 would be the year near $1,000. were not for social contributions of over $700 larger if it received during the '86 Convention.

Be aware, this could change by year-end since the figures are based upon estimated expenses for the fourth quarter.

Under the current By-Laws, dues are established annually by the Currently, the Board and must be approved by Convention action.

Board and the Treasurer are expected to forecast the financial needs of the Association for a period that could extend from 19 to from March or May of one year through 21 months hence.

That is, December 31st of the next year. Now that TARPA has grown and is I doubt that a qualified expected to continue it's growth, financial planner would accept such a challenge without tongue in cheek. A means must be devised to allow a more timely determination of our needs.

The Annual Business Meeting (Convention) has been moved forward to March in 1987 yet, if past procedures are followed, a dues increase would not become collectable and effective until January 1, 1988.

Unlike the Government, TARPA needs the additional income in 1987. we must balance our budget.

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Secretary/Treasurer ' s Message- October 1, 1986

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Until the matter can be fully considered by a Convention, the Board proffers a voluntary plan of action. The dues return envelope enclosed with this issue of TOPICS reflects this approach to the Regular and Associate Members are requested to include an problem.

Members with a foreign address are requested to additional $5.00. add $5.00 to the current $10.00 fee to cover necessary airmail The increased weight of current publications. rates and the Subscribers fee has been increased to $15 by interim Board action with the additional $10 plus $5 (voluntary) if mailed to a foreign address. it would be acceptable and reflect genuine Although not required, understanding of the problem if those who have prepaid dues for 1987 would also agree to an additional five bucks.

A reminder, the Dues Policy, as revised during the 1986 Convention, requires that dues must be paid by March 31, 1987 to remain in good Check the Dues Policy section on page 91 of the Annual standing.

It is suggested that you mail a check today before it Directory.

Follow-up reminders create an additional burden upon is forgotten. ' the Secretary/Treasurer and add to the Association s expense.

Interim Board action: 1. Approved an increase in Subscriber's fees to $15.00.

2. Realizing that some individuals might be tempted to wait until reaching 75 prior to submitting a Membership Application, the Board has stated that a person must have been a Regular dues paying Member for at least three years prior to being granted full benefits as an Eagle.

Please note that the UPDATE FORM has been revised to include more info for Ed Betts. Even if you have submitted the form previously, If you haven't submitted the you might wish to add to the record. form, please do so ASAP. DO NOT INCLUDE THE UPDATE FORM IN THE DUES RETURN ENVELOPE. Each item will be handled separately here as time permits.

Another request for information comes from Ed Hall's Insurance or any member of your family, are currently Committee.

If you, insured under the RAPA Supplemental Medicare Plan, the RAPA Major Medical Plan or the RAPA Hospital Indemnity Plan or have applied for any of these plans, please advise the names and birth dates of those insured.

You may include the info with the dues return envelope or send it directly to Ed Hall.

Wishing all of you ...... Happy Holidays and h

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Good New Year.

The Active Retired Pilots Association of TWA

Subject: Insurance Committee Report-September 1986 In accordance with the resolutions passed at the June 1986 Board Meeting and at the 1986 Convention regarding an alternate source of supplemental Insurance for TARPA members, there has been considerable activity in this matter and we are presently studying the offers made by two major insurance companies.

The inherent problems with the RAPA Insurance is that we must be a member of RAPA and we have no authority over its administration. The agency that handles the RAPA policy is reluctant to respond to our requests for information relating to our membership status. Reports from TARPA's membership indicate that RAPA insurance claims are not being paid in a timely manner, making it essential that if TARPA is to have any administrative control, we must develop our own insurance programs.

To protect the TARPA members plan we must be assured that over the current program 'as protection for those already

who are now members of the RAPA the Insurance company will take is'. This will provide complete enrolled in the RAPA program.

We are also broadening our search for lower coat insurance that would be made available to TARPA members. This could include policies in life insurance, major medical, home/auto, prescription drugs and a hospital indemnity policy.

TARPA does not intend to get into the insurance business. TARPA would act as trustee without any financial obligations. The broker who receives his compensation from the insurance companies would be responsible for the billing and collection of premiums, generating reports for the association and insurance companies, claims review and all the expense of marketing TARPA sponsored plans.

This is a very complex problem, but progress is being made and we expect to announce our findings before the end of 1986.

Ed Halll Ed Insurance Chairman

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RAPA Liaison Report-September 1986 Al Clay, Editor of TARPA TOPICS, was elected President of the Retired Airline Pilots Association in June to fulfill the term of Bill Moore who resigned shortly before his death.

Al has made an energetic effort to organize RAPA's structure into a viable organization. His success will ultimately depend on the willingness of the RAPA Board of Directors to accept the changes and to be more actively involved in the execution of the policies. Only time will reveal the outcome.

There has been a marked improvement in TARPA/RAPA relations these past months. It is our sincere wish that this continues as TARPA'S relationship with the past leadership has been totally unsatisfactory.

The 1986 Convention of RAPA's Board of Directors will be held at the Embassy Suites Hotel south of LAX airport, on December 5, 6, 1986. Business Meetings are normally held between the hours of 0900 through 1630.

TARPA members are invited to attend as guests and can secure overnight accommodations if desired by calling 1-219-640-3600.

Identify yourself as a RAPA member and you'll be getting the airline rate.

There will be tours arranged for the wives which include a Universal Studio tour on the 5th. There are also available, tours to Hollywood and movie stars home, the Queen Mary and the Spruce Goose. For additional information contact Don McDougall, 627 Pinehurst Avenue. Placentia, CA. 92670, or phone 714-528-0093.

Room charges include a full breakfast and a happy hour each evening between 1730 and 1930 daily. Each hotel room is actually a suite with a bedroom, sitting room and a TV. Rental cars (Hertz) are available in the hotel lobby at the airline rate. See Sue. Early arrivals with reservations can be accommodated at the same rate. If there is a difficulty, mention that Rose has verified the rate for RAPA members.

A complete convention report will be in the next issue of TARPA TOPICS. Ed Hall RAPA Liaison * * * * * * * * * * * * 6

* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * FLASH FROM BOB SHERMAN * * * * * November 21, 1986 * * * * Preliminary unaudited figures indicate that * * 1. * January-March 1987 checks may be about 6% * * less than present. * * * * * 2. We have just received assurance that no * * increase in rates for the optional retiree life insurance that most of us buy through * * * TWA is likely in our lifetime. * * * * * 3. Electronic transfer of the monthly B Plan * * check to your bank is now available, just * * as it has been for some years for the A * Plan from Equitable. * * * Almost all of the late or missing check * * * complaints are associated with the U. S. * * mail. * * * * * * * ** * * * * * * * * * * * * * * * * * * * * * * * * * **

* * * * * * * * * * * * If you would like to purchase a permanent type TARPA name tag, they are still available from: Earl Sawyer 201 N. W. 59th Place Gladstone, MO 64118 The price is $2.25 postpaid. They are nice looking tags and are even readable by elderly eyes without having to lean over and squint to identify someone you haven't seen in ages!

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

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OFFICERS AND DIRECTORS OF TARPA LABOR DAY - BACK TO SCHOOL REPORT R. C. Sherman - MEC Liaison & Investment Committee Observer Since last we misinformed you ... our guess of a last quarter increase of 4-1/2% in our retirement check was shattered when the Trustee, Boston Safe Deposit Company, discovered several errors in their June 30th reports on B Plan assets. They had properly transferred 14 million to Morgan's Real Estate Fund, but failed to deduct the 14 million at the same time from Putnam and State St. Due to several other errors on the minus side, Plan assets were overstated only 11 million; statistically a mere 1.1% error. In any event, our October December checks will be 3.32% greater than present. A 25% increase over last quarter 1985 checks (28% increase in the Plan).

We are pleased to report that during a late August meeting of the Retirement Board (TWA and ALPA), the Company agreed to process the payments due the widows of eight active pilots who have died since August of 1984. They were thus entitled to the R.E.A. (Retirement Equity Act) 50% joint survivors annuity from the B Plan. The A Plan was not affected because this feature had been negotiated with TWA , much earlier. The cost of this government mandated protection will in the future be borne only by those having this protection.

Meanwhile, the cost of the first eight 50% survivor annuities will be shared by all of those having an equity in the Plan, in proportion to that equity. The Company denies responsibility for the delays, therefore they refuse to reimburse the Plan.

The single active pilots and all those receiving a B Plan annuity have paid for something that was of no benefit to them. No more will be said until we can assess both the cost and accountability.

The Investment Committee met at 605 on September 3rd and 4th. A new asset allocation Ccmmittee plan was presented. It had been prepared by the consultant Jim Carmack, with the help of Bob Lipsey of ALPA and Gary Diley of TWA. The results of their studies and simulations indicated that the optimum allocation of Plan assets for projects, with due consideration to the potential for loss would be: Core Equities 40%; Aggressive Equities 10%; International Equities 15%; G.I.C.'s 20%; cash 5%. Real Estate 10%; with the flexibility of a +/- range for each.

The Committee adopted their proposal, then proceeded to work toward making the necessary adjustments. Fidelity was chosen as a Contrarian Manager (one whose investment criteria is different from the conventional) and funded to 80 million. Mellon was voted an additional 10 million to bring them up to the recommendations , and 15 million to Trust Company of the West for a closed Real Estate Fund. Reducing the equities to recommendations will supply the necessary funds. Taking the 105 million from Morgan, Putnam, and State St. in the proportion of 15 M, 28M, and 62M will also bring their several roles to the desired levels.

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-2and Monitoring Mrs. Teddy Hogle, former manager of ALPA ' s Pension Performance Department was confirmed by the Committee to be the " TWA-MEC Retirement " Administrator . She will spend part time monitoring the accounts, and performance, interfacing between TWA, ALPA, MEC, Trustee, and Managers. At the same time, our consultant for the last six years, the man most responsible for the present, widely diversified Plan, resigned to further develop his growing consulting service. Jim Carmack is truly the father of the 'new' B Plan.

The Trust Officer of Boston Safe, Mr. David Crawford, met with the Committee.

He acknowledged the problems and outlined the steps taken to improve the quality and accuracy of the Plan accounting and reports, including our earlier suggestions. They are now able to accommodate entry to Plan data, e.g., a terminal at ALPA. Mr. Crawford realizes that the Committee expects results.

Letters have gone out to our money managers, with a list of "preferred" brokers. Subject to best execution (best price on large blocks of stocks) they are encouraged to use the 'preferred' brokers, all other things being equal.

The brokers in question will reserve a portion of their brokerage fees, 30-50% is typical, to pay bills submitted by our trustee for legally allowable plan expenses e.g., consulting services, research, performance monitoring, etc. The net effect is that sane of the plan expenses will be paid for by commissions rather than from the plan.

Meanwhile, our working brethern who made an agreement with Mr. Icahn January 1, 1986 - which included various "give ups", have discovered that their initial 40+ % pay cut (22% W-2, previous 4% raise forfeited, 4% reduction in aggregate crew costs, 13% reduction in hours not to mention fringes such as vacation and work rules) lasted much longer than anticipated . The reduction in monthly time has not completely recovered from the winter low, terrorism, and the F/A strike. They were then asked to extend their contract that expires January 1, 1989 for another three years. Mr. Icahn pointed out that one clause allowed him to sell off nearly 200 million in assets if TWA did not make an operating profit. TWA has not done so, thus some aircraft and routes will go.

Downsizing the airline seems to be a perenial favorite. The MEC was also ' informed that the new TWA was not to be TWA + OZA, rather OZA s equipment would replace TWA planes whose leases expired and some that would be sold. So be glad that we are not working under the present conditions, and think positively for September 30th.

- Bob * * * * * * * * * * * *

The above letter was sent to the Officers and Directors of TARPA

by Bob Sherman

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June 3, 1986

AL Mundo ' s Address to TARPA

Russ, Officers of Tarpa, Gentlemen, It ' s a pleasure to see so many familiar faces and indeed a privilege to be afforded the opportunity to speak with you.

Due to the press of time, my remarks will be brief in order to allow for a question and answer session at their conclusion.

To begin, I will state that my comfort level at this meeting is heightened considerably in light of the increase you have received in your last B Plan checks as well as the fact that you will enjoy a further increase on July 1st.

Of course, the Investment Committee would like to claim full credit for those increases, but we do recognize that the forces of the market had some part in it. On the other hand, we do feel we can claim credit for the quality of the increased performance and more importantly the fact that these gains will not be transitory in nature should the market eventually succumb to Newton ' s law.

If you were present at our last appearance before TARPA two years ago, you might recall that we described how we were about to break out of the format that had governed the B Plan investments for the previous 20 years. That format provided for three separate money managers each of whom was initially required to be fully invested at all times in the equity market. In the mid ' 70 s, this discipline was changed to allow the managers to retreat somewhat into a cash position in declining markets, and finally in the late 70 ' s evolved into the discipline of a balanced fund whereby each manager was granted the authority, within certain parameters, to rotate assets among equity, debt, and cash instruments in order to optimize return on investment with hopefully minimum loss.

While all of these concepts were perhaps valid at the time, the results, unfortunately, did not meet with the intent, a fact with which many of you are all too familiar. '

Fortunately, there were a few clear thinkers out in the ranks in the late 70 s who said that there must be a better way. Most of those " clear thinkers " are present so I ' ll not impugn my credibility by identifying them.

In any event, it was this crying need for change that served as the genesis of the long range program we have been endeavoring with for the past five years and we are now pleased to report that the program is now nearly fully implemented with only a few objectives left to obtain.

Commencing in July 1984, the following changes have been effected: 1.

Of then total plan assets of $610 million approximately 20% or $120 million was allocated to a managed GIC (Guar. Insur. Contract) portfolio. This is a fixed income vehicle which serves not only to dampen volatility, but which should, from a historical perspective, beat the CPI, the treasury

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bill index and the SL G/C bond index without the volatility of the latter.

The original $120 million has grown to $158 million and in 1985 achieved 12% return.

2.

$40 million was allocated to a passively managed S&P 500 index fund in order to serve as a yardstick against overall other equity manager performance with their divergent styles. This fund now stands at $66 million and in 1985 returned 32.3% on investment. The management of this fund has recently been changed from passive to active in style which will increase the upside potential by up to another four percentage points.

3.

The balance of the assets remained in equities with the three incumbent managers, namely State St, Putnam and Morgan, which would seem to put us back to square one but with some significant differences. The assets controlled by each manager are allocated to sub portfolios consisting of " conservative " equities in a range of 0-100% and " aggressive " equities in a range of 0-25%, with underlying authority for cash position on a temporary In addition, Putnam and Morgan both have the authority to invest basis. in foreign equities in a range of 0-25%. Summarily these three managers represent eight different sub portfolios of varying style and asset mix.

Total equity assets have grown from $490 million in mid ' 84 to $802 million as of April 30th.

4.

And, finally, the piece d ' resistance - our hedging manager who through a system of daily tracking of the equity managers investments in conjunction with the purchase and sale of market index futures contracts underrides the four equity managers to ensure that equity value we desire to protect on a given date will indeed be there on whatever date we have selected in the future. Specifically, on April 22nd of this year, the hedging account was set to protect $802 million in equity assets, but more on this later.

5.

After a one year hiatus to ensure that we still had a TWA to brighten our future, we have recently implemented the real estate phase of our long range program. The nature of this investment will not only add stability to the Plan, but should, over the long term, provide even greater return on investment than the equity program. This year $60 million will be placed with four real estate fund managers in working toward a goal of 10-15% of assets in real estate.

6.

Currently we are involved in the final selection process of hiring a " contrarian " manager whose forte will be to specialize in those stocks which for varied reasons may be out of favor in the current market trend, but because of their intrinsic value will perform well should the market reverse itself.

Indeed, of the managers we are considering, all have demonstrated the ability to add value despite the market trend.

7.

And lastly, we still have before us some further diversification projects such as a small percentage of assets in venture capital where the risk can be widely spread and the return potential is significant.

8.

To return briefly to our portfolio protection, I mentioned the sum of $802 million as being protected. If you would envision the protection program as insurance on that portfolio with no money added or taken from the $802 million we could state that we have insurance with an upfront diminishing deductible that ensures that on March 1, 1988, which is our amendable policy date, that we would still have $802 million in assets even if in the

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interim, the market took a precipitous dive such as occurred in 1974. Now in reality, that $802 million will not be there in equities because of reallocation of some assets to real estate or other programs as well as disbursements for assets to retirees. But we have protected against downside equity loss which in effect means that your unit value in March 1 988 should be no less than it is today regardless of asset mix or market declines.

That gentlemen in its simplicity is an overview of the B Plan investment structure as well as the endeavors of the Committee to bring you better things for better living through ever increasing B Plan checks. Just to throw out some numbers, Plan performance through May 23rd is 16.2% with equities doing 1 9%, this compared to the S&P performance of 15.8%. Plan assets as of May 23rd stood at $988 million. We think you ' d be hard pressed to be beat this kind of performance with its built in protection and diversification anywhere.

Thanks very much for your attention and now we ' ll take your questions.

Ritchie Beighlie, TARPA Vice President, answers a question from the convention floor as President Russ Derickson listens.

Picture courtesy of Bill Dixon Capt. Joe G. Schulte recently died in an airplane crash in Florida.

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DICK LONG'S SON, BOB

EDWARD Z. BOQUA

23 September 1986

17 October 1986

JAMES B. OSBORNE

JESSE V. NELSON

6 August 1986

28 June 1986

LYLE T. RYAN

L. ALAN PERRAUD

16 October 1986

24 September 1986

HAROLD W. SHERWOOD 20 July 1986

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DEATH OF THE SKYLINER!

By Bill Dixon The TWA SKYLINER, unmourned and unmentioned, has been killed by the Icahn management, It is as though it never existed. Neither employees or retirees have been offered any explanation. The last issue was July 21, 1986. It was a fine company newspaper and didn't deserve such an ignominious ending!

It surely will be succeeded eventually by some form of internal publication.

A corporation the size and complexity of TWA can't continue forever issuing bulletins, news, whatever, by longline. It can get by ignoring its retirees, but it wouldn't be smart. We send a lot of business TWA's way and are deeply interested in its welfare, but do need a source of information. But no way can TWA afford to isolate and ignore its employees.

Communication between management and its employees is essential in explaining a company's goals and aspirations. Directives and instructions via bulletins just won't do it. A responsibly edited house organ, and TWA's was, helps cement the feeling of employee (and retiree) loyalty and unity and "being in on the know", that is so vital to morale.

The SKYLINER has been in existence almost from day one. The moves Mr. Icahn has made to streamline and strengthen TWA no doubt were overdue, but I believe it is a mistake to eliminate the SKYLINER. Burying it may convince too many TWAers that Carl Icahn is not really interested in keeping them informed, or even maintaining the airline as on ongoing entity.

The SKYLINER should have remained a key link in promoting TWA's recovery and profitable growth, I admit to being biased, I edited the SKYLINER in 1941-42 as an employee of the TWA News Bureau. Over the years, and especially since retiring as a pilot in 1978, I have written a number of articles (gratis) for the SKYLINER, and enjoyed it.

TWA's retired employees will keenly miss keeping up with TWA through the SKYLINER. But that is relatively unimportant compared to the loss to TWA which will occur with its demise. TWA'swidespread operation is doubly vulnerable to communication gap.

Perhaps your reporter is too pessimistic and is blinded by his loyalty to TWA and the SKYLINER. Icahn and his group may come up with an even better replacement. I hope so. * * * * * * * * * * * *

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HAROLD WHEATON SHERWOOD

By Ed Betts

Hal was born on March 28, 1918, to Harrie and Hattie Sherwood in Astoria, Queens, New York. As a boy, he was very active in the Boy Scouts where he achieved the rank of Eagle Scout.

He attended the college of the City of New York, Class of '39, where he majored in accounting. He was a member of the Delta Beta Phi fraternity, actively participating in all their functions.

He left City College to join the U. S. Navy.

He received flight training at Pensacola, Florida, and upon graduation he served as a U. S. Navy pilot participating in the first mass flight of PBY's from Argentia, Newfound land to Rekyavik, Iceland in 1938 and other notable missions thereafter during World War II. This duty was followed by 36 years of dedicated service with Trans World Airlines as Captain during which he accumulated over 31,000 flying hours including 2500 ocean crossings.

He flew with the Inter-Continental Division (ICD) of TWA from 1942 to 1945. In 1955 he was assigned to train Lufthansa pilots and remained with them for five years before returning to TWA Domestic and International Operations.

Harold W. Sherwood May 25, 1942

Hal was a Fellow Resident of the Explorers Club of New York and a member of the Centerport Yacht Club. His interest in the community is exemplified by his participation as Scoutmaster of the Centerport Boy Scouts Troop 113, Fund Solicitations for the Huntington YMCA and as a volunteer fireman for the Centerport Fire Department. Always much involved in outdoor activities, Hal enjoyed sailing, swimming, hunting, and traveling to far off places. His favorite was-African Safari.

His wife, Adele, his children, Susan, Carolyn, Harrie and James, his six grandchildren, will always have wonderful memories of Hal and will miss him very much. * * * * * * * * *

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April 23, 1986

Dear Al: I have thoroughly enjoyed reading TARPA TOPICS and it occurred to me that others may be interested in an on-going airline activity that we have here in New York.

Eight years ago the airline members of the ATA serving JFK agreed to establish a permanent snow committee made up of retired Captains and nominated candidates.

I came from TWA and three others from EAL and UAL. At one point Lyle Hincks served on the committee and this past season another old friend, Lloyd Hubbard, joined us.

The relationship developed was that of a consultant to the New York Port Authority appointed by the ATA to attend snow committee meetings and work with the Port Authority throughout periods when snow, ice and other factors could be expected to affect runways and taxiways. The airlines expected this relationship to ensure their operational concerns would be enhanced as well as safety and availability. The Port Authority expected operational knowledge to guide and improve their own operation.

The idea has proven very successful.

The Snow Captain oversight capacity on the airport, approval of NOTAMs, review of weather, knowledge of air traffic control and interaction between airports when runways are changed has helped to smooth out the operation.

Knowing a Snow Captain is on duty seems to h we relieved the minds of many pilots flying in and out of JFK because their phone calls are few and then likely to be about the possibility of using a different runway, while years ago it was "The captain on Flight 841 wants your opinion on the runway when he arrives an hour from now" or simply, "Captain, would you take off on that runway?"

The PA contracts for weather forecasts, uses airline forecasters and the US weather bureau. We find the usefulness to be in about that order.

Among the airlines, TWA is the best. In addition, this last winter we have been able to computer-display in color, the radar on coast stations from Patuxent, Maryland, to Boston, Massachusetts, and Pittsburg, store the image and replay to develop a storm progression and make our own forecast. Timing is important, particularly with the expanding use of chemicals. Last winter we used 143,000 gallons of a new type that quickly loses its value if put on more than thirty minutes before snow or after the ground is covered. Done correctly, the runway will be nearly clean when plowed later on.

When everything has been done that men and machinery can do, there is still no substitute for a Concorde take-off to really dress it up - at least the first 8000 feet.

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The Port Authority people are well trained, dedicated and responsive, which makes our job fun and rewarding. A fine group of people eager to do the best possible job. The management is equally responsive in providing all the equipment to do the job.

So much for snowmen! Summer is coming and the boat is ready to be launched.

Have a great season.

Regards, Jack Asire Editor's note: Sounds like interesting work, Jack.

Winter is here again before we had a chance to print your letter. Here's hoping for another successful Snow Watch committee. * * * * * * * * * * * * NEWS OF TWA Dick Kenney took early retirement and his position as Senior Vice President-Flight Operations has been taken over by Ron Reynolds, former Vice President-Flying.

L. Clark Billie was appointed Vice President Flying.

Bill Sonnemann retired several months ago (early) and his position as VP responsible for safety and engineering has been filled by an Ozark Captain, R. D. Roberts, former VP-operations for Ozark.

J. C. Crowe, formerly staff VP-Operations Administration and Control has been appointed VP-Operations Administration and in this position will assume the responsibility for crew scheduling. (I don't think Crowe is a pilot - may also be Ozark).

Ed Strochein returned to the line and his position as GMF-JFK has been filled by Wallace J. "Wally" Moran. Fred Van Hoosen had been temporary GMF at LAX; this was made permanent.

John G. "Jay" Colpitts took over Clark Billie's job as Director of Flying at 605. Rex A. Pitts (10/6/67 Pilot/FE seniority) is now the Director of Flight Crew Technical and Contract liaison.. (Bill Hoar's job before he became a Senior VP). Mr. W. C. Lounsbury was appointed to the position of Director Administrative Flying (don't know anything about him). * * * * * * * * * * * *

17

SURPRISE RETIREMENT PARTY GREETS ROY CHAMBERLIN

By Bill Dixon

Captain Roy Chamberlin walked into what he thought was a little dinner party on June 28, at the California Airways Hangar in Hayward, California.

Instead, he was surprised by over 200 friends invited there by his wife, Mary, to celebrate his retirement on June 24. The unusual invitations were modeled after TWA passenger tickets.

-Bill Dixon Roy and Mary Chamberlin at his surprise retirement party, June 28, 1986 It was a super festive affair, with unique decorations including over 4000 helium filled balloons in the shape of an airplane The hangar floor was extended outside and sheltered by a large tent to protect the guests from the cool wind and any sprinkles which might dare attack the usually rainless California summer!

Mary Chamberlin was eminently qualified to produce the party as she owns and operates her own catering service and delicatessen, Mission Gourmet Catering, Inc. The hors d'oeuvres and buffet, dessert and wines were enough to surpass a TWA Royal Ambassador first class service.

An International 747 check captain, Chamberlin flew his last trip into LAX on June 23. Previously, he had served as Flight Manager and was acting general manager-flying at the SFO domicile until it closed.

He has flown nearly every TWA aircraft since he was employed as a copilot in October, 1953.

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Speaking briefly at the gathering and warning Roy and Mary of the perils of retirement, were former general managers-flying at SFO Bill Dixon, Jack Robertson and Lowell Brandt, all of whom were closely associated with Chamberlin.

Also attending was his supervisor, Fred Van Hoosen, acting general manager-flying at LAX. A certificate of Recognition was presented to Captain Chamberlin on behalf of the FAA by Lloyd Tincture, unit supervisor of the FAA Flight Standards district office.

Also from the FAA were Flight Inspectors Troy Morris (retired) and Bill Molesworth.

The program portion of the party and dance ended on a hilarious note when a very disreputable looking bag lady arrived on the scene with some questionable gifts for Roy. * * * * * * * * * * * *

SCENES FROM ST. LOUIS

Right:

Ed Billings and Ole Olson

Pictures by Bill Dixon

* * * * * * * * * * * * 19

TARPA - ANAHEIM -1987

NUMBER ONE HOTEL WAY, ANAHEIM, CALIFORNIA

20

UPDATE

FUN-FRIENDS-FROLIC (YOU ALL COME!!)

The 1987 Convention will be held at the GRAND HOTEL, Number One Hotel Way, Anaheim, California.

The GRAND is one of the older "GRAND" hotels, but has been completely remodeled. (The old gal had a face lift!)

It is located less than one block from the main entrance to Disneyland and provides complimentary shuttle service each hour to and from the park. Amenities include the Coffee House, serving from 0600 till 2300; Green's Cafe and Saloon for lunch and dinner in a sophisticated atmosphere of crystal chandeliers and leaded glass. A piano bar provides music for dining and merriment from 1800 each evening.

The Grand Dinner Theater not only offers superb food but also an elegant and intimate atmosphere where you can be delighted by the best Broadway shows and theater personalities. (Currently doing "EVITA" to rave reviews.) Personal services include same day laundry service, car rental, gift shop, travel agent and American Sightseeing agency, along with shuttle service to two major area shopping centers. All rooms are spacious and equipped with either two Queen size beds or single King, color television, AM/FM radios, individual climate controls and have private balconies, many of which overlook Disneyland.

The hotel is just minutes (30-45) from all the airports in the Greater Los Angeles area and airport coach service offers frequent service to the front door.

The GRAND is the Anaheim terminal for this service.

An all day shopping trip to Tijuana is planned for the ladies on Thursday, the 26th. (You guys be nice and maybe they will invite you along.) No passport or documentation is required of U.S. or Canadian citizens.... just bring money!!!!!

Nordstroms of South Coast Plaza is staging a fashion show at the ladies luncheon on Wednesday the 25th. (They take charge cards!)

Don't forget to bring your swim suit. The weather and the heated hotel pool should be delightful...as it always is out here in God's country.

Ample free parking is available in the hotel lot for those who drive in.

For those who like to "do it yourself", tours leave daily from the GRAND to Knott's Berry Farm, Movieland Wax Museum, Marineland, Universal Studios and the Queen Mary/Spruce Goose, plus many others.

Convention room rates have been negotiated for those who wish to come early and stay late. See ya there, * * * * * * * * * * * * 21

Left to right, top row: Bruce Robertson, Bill Ashcraft, Vern McKenzie, John Powk, Bill Dixon, Mel Risting.

Max Morris, Keith Cutler, Bottom: Lyle Locke

This handsome group of TWA pilots participated in the 17th Annual John J. Montgomery Aviation Golf Tournament at the Villages Golf and Country Club in San Jose, California, on September 15, 1986.

The tourney honors Montgomery, pioneer glider designer and pilot, who flew many flights in the area during the early 1900s. He flew the first heavier-than-air glider, his own creation, near San Diego in 1883. He was such a secretive individual, it took many years for him to be credited with the first glider flight in history.

* * * * * * * * * * * * Never attribute to malice that which is adequately explained by stupidity.

-The Buccaneer * * * * * * * * * * * *

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19 West 52nd Street Kansas City, Mo. 64112 August 18, 1986

A. J. Clay, Jr. Editor, TARPA TOPICS 410 Harbor View Lane Largo, Florida 33540 Dear Al: As in the past, I am again offering the "Slim Jim" pocket calendars The black crushed vinyl cover is embossed with the TWA for 1987. logo in gold. Crew members find them very handy and they also make excellent gifts for family members and friends. All profits go directly to A.L.S. research.

Last year, through the generosity of the pilots and other employees, we raised over $4,000.00 to aid in the fight against this terrible disease.

Amyotrophic Lateral Sclerosis, more commonly known as Lou Gehrig's disease, is a malady which attacks the nervous system.

There is no known cause, nor is there a cure for A.L.S. However, some breakthroughs have been made in the treatment of A.L.S. which eases the discomfort of those affected.

We now have two pilots medically retired because of A.L.S. Most of us know about Pete Oliver. Pete was a Kansas City F/O who contracted A.L.S. about five years ago. Pete is now confined to a wheel chair but still manages to stay active and participate in the endeavors of the A.L.S. society I had the pleasure recently of having Al Prest and his family on one of my flights to London. Al was a N.Y. captain when he was stricken Al is now medically retired from TWA but still with the disease. able to work. He is presently pursuing a career as Operations Manager for Gulf Air in Philadelphia.

I hope you will help us again this year by printing a copy of the enclosed order form in the next issue of TARPA TOPICS. Sincerely yours, John Hoag , Captain STL * * * * * * * * * * * *

The order form follows on the next page. * * * * * * * * * * * *

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TWA POCKET CALENDARS

EDITOR'S NOTES

This year we didn't publish a list of those who attended the convention in St. Louis. We did this to save space. We have received some comments about this. Some say the names make the convention news more What do you think? Should we publish the names next interesting. year?

-

The Retired Airline Pilots Association (RAPA) will hold their conven tion at the Embassy Suites Hotel, just south of the Los Angeles airport on December 5th and 6th. The banquet will be at the Proud Bird restaurant on December 6. The cost of the banquet is $23.00, and reservations can be made up until December 2 by calling Captain Don McDougall 714-528-0093 This is a good chance to renew old acquaintances. All TARPA members are welcome to attend any part of the activities.

We were sorry to see the SKYLINER crash. For most of us, it had been around for our entire career. We have heard that a new house organ will be established to serve TWA-Ozark.

We have more personal experiences in this issue. We are a little tardy in printing them, but we are catching up now. Please keep sending your personal experiences and any other contributions to TARPA TOPICS. There will be complete convention information in the next issue.

Meantime, please fill out the convention survey in the back of this issue to help Phil Hollar and the others working on the convention plans to do a better job for you. * * * * * * * * * * * *

WHO ELSE IS READY TO MERGE?

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A PILOT'S VIEWPOINT The Romance of Flight by Captain Dick Beck

Many times during my years of association with aviation, I have been asked two questions by laymen, queries that have always seemed pertinent.

One, "Do you ever get tired of flying?" And two, "If you had to do it all over again, would you do it the same way?"

These questions kind of got me thinking and over a period of time I began to review what I did as a professional pilot. In fact, I finally ended up by analyzing the typical kind of an exercise I was involved in every time I took an airplane off from Point A and aimed it toward Point B. Let's start at the beginning.

Say I'm in New York going to London. I was acutely aware of the Kennedy Airport weather that evening just before entering the hangar that houses our Operations Office. I could see it and therefore it was tangible.

Upstairs, I suddenly became involved with a weather forecast for London that an unknown individual had thought out and prognosticated for my dissemination.

There was also available for my scrutiny a surface weather chart that covered the Eastern Seaboard to Central Europe; 300-, 250-, and 200-millibar charts giving an idea of possible winds aloft for any of a number of altitudes I might choose for the ocean crossing.

Planning Ahead Also were an analysis of expected turbulence and cloud cover and finally actual and forecast weather for various regular and emergency airports dotted along my track in the Western Hemisphere.

The next question to arise is how long it will take to get there along the selected route, and how much fuel will be burned during the time we're aloft.

To determine this, there must begin an orderly sequence of calculations where winds are plotted against true airspeed giving a resultant ground speed and thus an elapsed time between check points.

At the same time, fuel burn must be computed with constantly decreasing airplane weight for each of these time intervals.

Arriving at the bottom line of the flight plan I find myself observing two pertinent sets of numbers: one, the hours and minutes it will take to get there, and two, the pounds of fuel required to do it.

Since this is a planning phase and not actual execution, there is always a chance of error within the capabilities of the human and/or the machine.

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This is why I sometimes mention to my crew that I have the utmost admiration and respect for anyone in the aviation business who is able to continually and successfully use a pen!

Since the completed flight plan looks reasonable, I affix my signature to it.

Then I determine the fuel needed to taxi out, extra fuel for possible ground delays at either end, fuel to the alternate airport plus legally required reserves, plus whatever my judgement tells me I might need to cover any contingencies such as adverse winds, a lower assigned altitude, holding over the destination terminal area, etc.

The final figure is given to the flight dispatcher who phones it to ramp services.

The Airway Traffic Control flight plan is filled out and signed for transmission to ATC, airplane gross weight is computed with temperature and wind direction and velocity for the takeoff data, inquiries are made regarding the mechanical status of the airplane, the number of passengers are determined, and the cabin crew is briefed with a summary of the expected flight.

Lastly, I sign the company release. This final act means that both the Flight Dispatcher and I have agreed that the flight can be flown to London safely, and within the structure of existing Federal law and company regulations.

I'm legal to go.

As I leave the operations office, all of these numbers and facts kind of "jell" into an overall, total concept of the operation. Automatically, I mentally taxi out, take off, climb, cruise, descend, approach, and finally land at Heathrow Airport.

In my mind's eye I have just flown the complete flight and I'm now ready to proceed to the ramp. On board and after the "Before Starting" check list has been read, I find myself glancing around the "front A number of years ago someone told me it was a fact that office". this Boeing 707 cockpit contained over 1,000 dials, gauges, instruments, switches, levers, knobs and circuit breakers. I'm sure there's no reason to dis p ute it.

Captain's Responsibility As a captain, I must assure myself that every movable item is in the position it's supposed to be in and that every dial and gauge reads correctly, or within prescribed tolerances and limits. I am aware that of all the myriad of bits of information that are being presented, not a single one is completely accurate in the pure sense...not even the clock.

Therefore, I realize that all of these inaccuracies must be properly

27

dovetailed together so that there will evolve a resultant meaningful pattern of flight execution that will be as safe and as accurate as is humanly possible.

This is just one phase of the necessary interface between the man and the machine.

While taxiing out for takeoff, my headset comes to life when a man in the control tower presses a button and speaks to us. He states that we are "cleared to the London Airport, Flight Plan Route, to climb to and maintain flight level three seven zero".

To London, England, at an altitude of 37,000 feet - just about seven miles up.

This clearance ties together the lives and safety of nearly 150 human beings with a 150 ton, multi-million dollar corporation that is strapped to my backside. I accept the clearance even though I've never met this tower operator. In fact, I don't even know his name!

Suddenly, I turn to my first officer and ask him one important question.

"Mark, which way is London?" He looks at me kind of funny, then notes our position on the taxiway, glances at the compass and finally points behind me to the left and says "It's eastbound. Over there." I agree.

Then I remember the old standing joke that used to exist between a pilot and a navigator. It was once said that just before takeoff, a captain called his navigator up front and asked for the first heading.

Solemnly, the navigator extended one hand, bent over and spat into the middle of his upturned palm, then rapidly slapped the fist of his other hand on top. A blob of saliva squirted out into the air in one direction.

The navigator looked up and calmly stated, "From here, it's that-a-way ! " Ready to Roll Finally, ready to takeoff, over two

the "Before Takeoff" check list has been completed and we're roll.

When the control tower advises we are cleared for I taxi to the end of a piece of concrete real estate that is miles long but only 150 feet wide.

One final glance at the instruments scattered around the cockpit and I'm satisfied that we're ready.

With no more that a few pounds of pressure from my arm, I advance four throttles to maximum allowable thrust and suddenly the power equivalent to the pull of thousands of horses is unleashed within those sleek nacelles.

The plane growls, then roars, shakes itself, and slowly starts the takeoff run.

We're heavily loaded and it's a long one--nearly a minute. At the lift off speed of approximately 190 mph, I exert a slight back pressure on the control yoke and the aircraft becomes airborne. We're on our way.

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When only a few hundred feet above the ground the plane enters the clouds and that's the last we see of old "Mother Earth" for many hours to come.

Guidance in the three axes is now determined by information gleaned from an assortment of electronic and pressure-motivated instruments the airspeed, rate of climb, altimeter, compass, power gauges and, perhaps most important of all, the artificial horizon.

Our preliminary tracks and altitudes within the confines of the terminal area complex airspace are monitored by Kennedy Airport's departure controller on his radar screen, and we are "vectored" by a series of headings until we're clear of all traffic. When we've reached the lower aperture of our climb slot, the ascent is begun to our cruising While proceeding toward our landfall departure point in altitude. the Western Hemisphere, we tune in various radio stations that are Approaching them, the pinpointed along our protected aerial highway. direction finding needle swings and then points to the rear. Finally, the last one drops behind and we're over the North Atlantic.

Until now, we've been on top of the clouds and as we leave the coastline, the overcast begins to break up below us. But there's really nothing to see "downstairs". It's all black and a lot of ocean.

Our Doppler system of navigation had been turned on over the last radio navigational aid, and the plan now automatically follows a pre-selected course that will take us to our first over-ocean fix, expressed in degrees of latitude and longitude.

As the miles-to-go. co t down in the window of our computerized "black box", the automatic pilot compensates for wind drift, and ground speed can be continually read from a dial on the forward panel.

Since nothing man has created is ever really perfect, the integrity of the Doppler is periodically checked by plotting a position fix using This is a system involving a number of land based, long range Loran. radio navigational aids.

Each one will give a line of position from a different direction, and where they cross, that's where you are. Hopefully, they should form a very small triangle on the map. Usually they do.

Outside the window the black velvet of the sky is punctured by thousands No smog up here. of stars. They're all bright and sparkling and clear.

To my left, the Big Dipper tips up on edge and the lip of the ladle parabolas of North Star. In the northern horizon, great points to the light rise high into the sky and then suddenly sink down as they are replaced by iridescent fingers.

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The Aurora Borealis is in full swing as ions of hydrogen bombard the outer atmosphere from the eruptions of sun spots and streak toward the Magnetic North Pole.

High Frequency radio is really going to be " mish-mashed " tonight. Mars comes up low on the eastern horizon and spasmodically blinks red.

There must have been hundreds of us over the years who have flicked on a landing light for recognition, never really sure whether it was Mars or an approaching aircraft.

In the cockpit there is a continual involvement of the assessment of readings from the instruments.

The performance of the engines is compared with each other as well as their readings within the parameters of normal operation.

This includes exhaust pressure ratios or power, front and rear compressors, fuel flow, exhaust gas temperatures, generator output, oil temperatures, pressures and quantity.

The hydraulic system, the heating, ventilating and cabin pressure are being continually monitored.

My first officer, my pilot engineer, and I are involved in a neverending scan pattern that continually roves over the cockpit in this ceaseless assessment of every readable item.

Flying against the sun's apparent movement always makes for a very short night, and soon the horizon ahead begins to pale. In no time at all, the blackness of the sky turns to dark blue, to purple, and then to light blue.

Red tints appear, then orange and pink.

Shafts of light shoot up into the sky in steady tentacles, and the distant cloud tops are tipped red and rose. Suddenly, the rim of the sun slides up past the horizon, the pastels wash out, glare shields are inserted and we don sun glasses.

As we approach the coast of Europe we're on top of the clouds, yet I'm convinced the Doppler has done a good job. No necessity to place a map of Norway on my left knee and a map of Spain on my right, hoping we'll make a landfall somewhere in between.

Radar Landfall Then on our radar scope a land mass slowly slides by on the left.

According to confirmed radio bearings we've picked up, this should be the south coast of Ireland, and it is.

Ahead, the signal of the Visual Omni-directional Range. (VOR) of Land's End on the southwest tip of England comes in loud and clear. The needle points over the nose and then the Distance-Measuring Equipment comes to life indicating miles to the station.

Looks like we're right on track.

The final confirmation comes when the British accented voice (to an American, that is) of a London airway traffic controller advises that

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he has us in "Radar contact". We begin the descent to Heathrow Airport.

The weather is reported as overcast at 300 feet, visibility one mile.

No sweat.

Once again we receive and comply with radar vectors from the approach controller until finally the aircraft is positioned inbound at 2,000 feet of altitude on the Instrument Landing System. We're still on the gauges.

The "Preliminary and Final" check lists have been completed, flaps extended, gear hung down and rechecked, and the speed reduced for the At four nautical miles out from the threshold, the airplane approach. begins a one minute 47 second slide down an electronic bannister to the point of final destination.

Cleared to Land The control tower clears us to land. At 300 feet the earth starts to appear...the first time I've seen it in almost seven hours. Then there are fields, trees, houses, roads, and in a few seconds the end of the runway is visible at the far end of the approach lights.

Slowly the power is eased off, the flare is begun, the green lights of the threshold flash by and there's solid concrete under us. The plane hesitates in its descent for a moment as I ease back on the yoke, and then there's a very slight tremor throughout the frame of this big beast as the wheels touch down.

We're "on the deck". (Note: It is a generally accepted concept throughout the piloting profession that all Captains always perform landings that are "grease jobs"!)

As this high speed, tri-cycled vehicle decelerates along the runway, I note familiar hangars, buildings and ground aids out of the corner of my eye. No doubt about it, this is London.

Taxiing in to the passenger unloading ramp, a number of conclusions become apparent about this flight - or any other one, as a matter of There were three main phases that had to be considered: the fact. weather, the mechanical status of the aircraft, and the human element.

As for the first, who can be sure that Nature won't foul up the foreNo one can, so that becomes a calculated risk, caster's prediction.

As for the second, it would be impossible to insist on maximum mechanical integrity by having the plane taken apart piece by piece, X-rayed, magnifluxed, checked and then put back together again. So when the word of the Maintenance Department is taken that the airplane is safe, there is an acceptance of the second calculated risk.

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The third consideration of possible human error also exists. Although each professional pilot feels he is just about the best in the business, and he should or he still wouldn't be flying, there is the realization that no person is perfect.

Under any number of circumstances, perhaps stress, fatigue, improper tools to do the job, you name it, there is always the possibility of man making a mistake. Thus, a pilot takes all three of these calculated risks into consideration.

When he knows they are reasonable and well within established parameters of safety, he'll go. He must now weave his background, skill, experience and judgement with these three intangibles, fly a vehicle X number of miles through a trackless void of atmosphere, and then put the wheels down in another part of the world within feet of where he planned to do so before he left his departure point: Most remarkable is the fact that he is exerting human power and human control in the third dimension, an environment where man is not really supposed to be and where he is just now beginning to understand the whims of this new media. When he successfully completes this exercise, and he does it every day, I guess the end result is a kind of personal victory. Perusal through my log book would bring back a lot of memories.

Some are unpleasant, like that year of combat in World War II, but most are colorful, meaningful and downright inspiring.

From my first helmet and goggled night cross country flight in a guywired bi-plane to the hundreds of sunrises and sunsets, the vast land areas, and boundless oceans I've seen from my armchair up front; from the thrill of aerobatics and the "give 'em hell buzz jobs" to the steady platform of a commercial transport where 30 degrees is the limit of bank for passengers.

Nor will I ever forget that westbound Polar Flight over the northern ice-fields of Canada, where the timing happened to be just right and we saw the sun rise in the West, travel across the northern horizon and set behind us in the East.

Perhaps we're always living out of a suitcase, yet we do head for those "far away places with the strange sounding names".

Now the flight is over and the final maneuver involves nosing the plane up to the passenger unloading jetway, just off to my left.

Brakes are set, ground power is connected and I chop all four engines.

The "Secure Cockpit" check list is read and complied with, and now my responsibilities for the flight have been discharged.

The airplane has been returned to the people on the ground.

Is all of this kind of romantic and adventurous? From my point of view I sort of think it is. Each flight is never exactly the same...just a little bit different. And we always learn something new each time.

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Now to come back to those original two questions. "Do I ever get tired of flying?" The answer is "No!" "If I had to do it all over It would certainly again, would I do it the same way?"

That's easy. have to be a big, unqualified "Yes!" * * * * * * * * * *

The above article by Dick Beck is reprinted from the September 1970 AIRPORT WORLD. * * * * * * * * * * * *

"FREE! FREE! FREE!"

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1926, A GREAT YEAR FOR AVIATION

By Ed Betts The year 1986 was rather quietly celebrated as the Sixtieth Anniversary of commercial air transportation in the US. Apparently there was no particular month or day used as the official birthday. The year 1926 was a very important one for all forms of aviation: the airline industry, private flying and the military all were to benefit from various government legislation either put into effect during the year or acted upon for the future. Private donations or grants were made to foster and encourage aviation. Passengers had been pretty much on a trial and error basis in order to make money, some companies did profit, but mail was still the main and steady source of income. The US, since the end of WWI, had been way behind several European nations with the development of aircraft, airports and airways to attract passengers...now they were to catch up, The first boost for aviation came in January of 1926 with the establishment of the "Daniel Guggenheim Fund for the Promotion of Aeronautics". Five hundred thousand dollars had already been donated to the New York University for the establishment of a school there in The new fund made available a sum his name to study aeronautics. of $2,500,000 with grants going to four other universities (Stanford, MIT, CalTech and University of Michigan) to establish classes, laboratories, wind tunnels, etc., for further research and study. The fund also sponsored goodwill flights across the US by Byrd and Lindbergh with their famous airplanes, the "Model Airway" set up by Western in 1928 and Doolittle's blind landing experiments in 1929.

The seeds for the commercial airlines were planted in early 1925; they were to take effect in 1926. This was the passage of the famous "Kelly Bill" which called for the Post Office to eventually get out of the flying business and to let private operators take over on a contract basis.

In May the Congress passed the Air Commerce Act of 1926, the beginning of our government's interest in aviation, and the control of same. At the time there were 21 states with their own laws with regards to flying, which could make it a bit confusing on a cross country trip. The new law created the Aeronautics Branch of the Department of Commerce which would soon make its own regulations with regards to the criteria for the licensing of pilots and aircraft, and the inspections of same ( most took effect on December 31st, 1926). On August 11th, President Coolidge appointed William MacCracken to head this new department, which would also oversee the development of new airways, emergency fields, beacon lights, etc.

This was during the "Roaring Twenties" when bathtub gin and speakeasies were popular, movies were silent (as were feminine hearts when matinee idol Rudolph Valentino passed away), the Charleston was the way to dance,

36

women dressed as "flappers" and personal income taxes were practically nil. For the sportsmen there was lots of interest when Gene Tunney upset Jack Dempsey, unknown Rene LaCoste beat the great Bill Tilden in tennis and St. Louis won its first pennant when they beat the Yankees.

Rogers Hornsby missed winning his seventh consecutive National League batting crown; Babe Ruth had a 372 average in the American League and only hit 47 home runs. Bobby Jones was frustrated again trying for golf's triple crown, but did win the US and British Opens. Red Grange, fresh out of college, continued to be a football star in the profes sional circuit. •

Cartoon characters Blondie and Dagwood first appeared and they have never aged.

Dagwood's raid on the icebox produced a sandwich unparalleled by the modern hero or submarine, and he never gained an ounce in weight.

1926-POLAR EXPEDITIONS AND MILITARY The North Pole was the target for three expeditions during the year and for a while it appeared that the Detroit Aviation Society Party, headed by Captain George Wilkins, would be the first to reach this notable "pylon" by air. One base had been established at Fairbanks and a second at Point Barrow (gas and supplies had to be ferried by dogsled to Point Barrow).

On March 31, Wilkins and Lt. Eilson did manage to fly 150 miles north of Point Barrow with their tri-motor Fokker before the winter weather forced their return, and further attempts were cancelled.

The Ford Motor Company sponsored Lt. Commander Byrd's expedition to explore the Arctic and, with pilot Floyd Bennett, he made the 1,545 mile round trip from Spitzbergen, Norway, to the pole on May 9th. They averaged 100 mph with a similar tri-motor Fokker (the F V11 series powered by three 200 hp Wright "Whirlwind" motors) dubbed the "Josephine Ford" after Edsel's daughter, and much to the chagrin of Tony Fokker.

On standby, in case of trouble, was Alton Parker with a single-motor Fokker Universal.

Three days later the American explorer, Lincoln Elsworth, also flew over the pole in the Italian dirigible "Norge" commanded by Roald Amundsen, also from Spitzbergen.

It wasn't considered much of an event at the time. It was more of a demonstration of a toy of fireworks, when Robert Goddard launched the world's first liquid-fuel rocket on March 16th at Auburn, Massachusetts.

The missile flew a distance of 184 feet in 22 seconds. The military wasn't interested, just Goddard.

In 1925 Brigadier General Billy Mitchell had made the headlines with his very open criticism with regards to the impotency of our air arms, their obsolete aircraft and lack of funds for manpower. He was found guilty for this crusade with a court martial by his superior officers (demoted to Colonel and five years of inactive duty). He resigned in 1926.

His crusade did awaken the Congress and the President as to our nation's need for more air power and several boards or committees (including the Morrow Board) were created to look into the problem.

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At the beginning of 1926, the combined strength of our Army and Navy plus Marines, was at an all time low: the Army had 12,175 personnel assigned to aviation which included 944 officers (833 aviators), 8,972 enlisted men, 138 students and 2,259 civilians. They had 657 various aircraft which included 235 for training and 228 considered standard The Navy and Marines had 695 officers (452 aviators), (not obsolete).

4,187 enlisted men, 88 students and 1,088 civilians. On the brighter side, for the Navy, the giant (33,000 ton) aircraft carriers, the Saratoga and the Lexington, had been launched in 1925 and were being The details regarding flight deck, equipment for prepared for action. launching, arresting, refueling and servicing aircraft were all a top secret.

On active duty with the Navy in 1926 were three future TWAers, all based at North Island, San Diego, who were to join Maddux Airlines in According to D. W. "Tommy" Tomlinson's log book he was in the 1929. air almost every day with all types of flying (test hops, gunnery or formation practice) and frequently making landings on the "Langley" in port or at sea. Tommy also had his own JN-4D (Jenny) for additional On September 13th he checked out pleasure flying, barnstorming, etc. enlisted pilot Felix Preeg for his first solo. Bill Hughes was a top mechanic at the time and later in charge of maintenance for Maddux and TWA. Major Albert D. (A.D.) Smith was on active duty with the Army at the time and later was one of the Maddux/TWA pilot and management personnel.

The 69th Congress passed two acts in 1926, combined they were titled the "Aviation Five Year Acts", which would increase the size and equipment for both of the air arms over a five year period. A total of $85,078,750 was budgeted by the Congress to modernize and increase the size of these air arms by the end of the fiscal year July 1931...plus modern aircraft.

The five year program also called for building up the Reserves and National Guard, by the end of 1926 there were a total of 6,962 officers (4,692 aviators) and 982 enlisted men in the Air Corps Reserve, and an additional 261 officers (227 aviators) and 1,307 in the National Guard.

The budget called for them to get in as much flying time and experience The National Guard units from New York, Maryland and as possible.

Pennsylvania were in full force at the National Air Races held in PhilaOne of the feature races was between the various delphia that year. units (all flying Jennies) which was won by Carl Rach with a speed of 93.08 mph.

Carl was later a pilot with TAT and TWA until 1934, then a VP for Colonial Airlines.

One of the oldest arguments among airline PR departments is which is It is generally conceded that Western is the the nation ' s oldest. oldest so far as continuous operation (shared by TWA), but there were others who might argue. TWA, Western, United and American can trace their roots back pretty far, some before the 1926 anniversary date.

One of the oldest, but it has not been continuous, is the shuttle (22 miles) between the LA Harbor area (such as San Pedro) and Avalon Harbor, Catalina.

Charlie's brother, Sydney Chaplin, started a summer

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service in 1919 using one Curtiss "Seagull" flying boat. Art Burns flew the inaugural flight and later was a pilot with Maddux and TWA to 1936, Pacific Marine took over the operation the following year using two Curtiss HS-2L flying boats. Franklin Young flew this operation until the summer of 1928 when the company was purchased by Western.

Western sold the route and a fleet of modern amphibians just after the merger with TWA in late 1930. Prior to joining Western in June of 1928, "Dutch" Holloway was also doing a lot of sightseeing work around the island.

At the time, Ryan Airlines was considered the oldest having inaugurated regular schedules between San Diego ("Dutch Flats") and LA on March 1, Ryan specialized in modifying aircraft; they had several "Stand1925. ards" with an enclosed cabin for two passengers and one Douglas "Cloudster" with a cabin which could accommodate ten passengers. The "Cloudster" might be considered the first commercial airliner produced by Douglas although it was originally designed for a record transcontinental flight back in 1921 at a cost of $40,000. After a year and a half of operation, Ryan gave up on the airline and concentrated on aircraft production, flying school, etc.

Starting back in 1918 the Post Office had been in the airline business with their own equipment of surplus WWI equipment. At first the pilots were Army, then they hired their own. In July of 1919 the PO had their own airway flying air mail from NY to Chicago and in September of 1920 from Chicago to SFO. In 1923 the airway was equipped with beacons, with lights on the regular and emergency fields, for night flying on the Lights were installed all center section between Chicago and Cheyenne. the way from NY to Salt Lake City and in 1926 the PO was operating two flights, a 36 hour transcon plus an overnight from NY to Chicago each direction.

Five million candlepower rotating beacons mounted atop 50 foot towers could be seen as far away as 130 miles by the pilots.

The PO had 17 regular fields, 89 emergency fields and 17 radio stations along this airway.

Their equipment consisted of 86 aircraft (83 De Haviland DH-4s), and 422 Liberty engines...104 had never been used and 238 were considered unserviceable.

At the beginning of 1926 the PO had a total of 630 employees assigned to the exclusive use of the air mail operation. These included 45 pilots, 43 radio men, 119 beacon caretakers and 373 mechanics or helpers.

Three of the pilots were later associated with TAT or TWA: Paul "Dog" Collins who was the original General Superintendent of Flying for TAT (and later was the president of North East Airlines; Wesley L. "Dutch" Smith, a pilot with TWA 1931-1936 (and later the president of his Salta Corporation manufacturing various aircraft devices) and Lester Bishop ( TWA 1934-35) and later a test pilot and assistant supervisor of operations for Douglas Aircraft.

Ground personnel later associated were Bill Maxfield (succeeded Walt Hamilton as TWA's head of maintenance Charles Devoe (Station manager for TWA), Luther Harris and overhaul), ( TAT executive and later a VP with Penn Central Airlines) and Fred Pastorius (with Maddux and later a TWA pilot 1936 to 1965).

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The PO had various methods for charging extra postage for air mail.

Surface mail was a flat two cents an ounce or fraction over anywhere in the nation. A letter from SF to NY took a minimum of 91 hours by train, depending on connections at places such as Chicago. All trains had their own depot, so this would require trucking the mail from one depot to another (passengers by limo). Until the beginning of 1926 air mail postage was by zones; eight cents each zone or a total of 24 cents for a letter to go coast-to-coast. Cheyenne and Chicago were the dividing points between the west, central and east zone. In addition there was a special overnight service between NY and Chicago with a ten cent charge. On the 19th of January in 1926 this method was changed to ten cents per ounce for the first 1,000 miles by air, 15 cents for 1,500 miles and 20 cents over 1,500. This might require a little research by the PO and person mailing a letter as to the distance it would travel by air. The PO figured their net revenues as the difference between the normal two cents and the actual postage.

At the end of 1926 this was again changed and a flat ten cents was the required postage for a letter anywhere in the US. Typical of a government operation, the PO always operated at a loss so far as flying its own mail and this was with practically no capital investment in aircraft and engines, etc. In 1925, the last year of the PO doing the flying, their revenue (over the standard two cents) was $716,367 while expenses were $2,729,684.

The latter included $711,367 for aircraft and engine maintenance (no overhaul, as they had plenty of new engines in stock), $701,838 for airport and airway upkeep and $317,231 for pilot pay (base, mileage and travel expenses).

The Kelly Bill took months of hassle between Congressional committees and the PO as to how to phase the latter out of the flying business, and to turn this over to private carriers A maximum of $3.00 per pound per mile bid was decided and it was up to the bidders to determine if they could make money if there was little or no mail available for them to carry, cancellations, etc. Initial bids were for five new routes which would feed into the main line with arrival and departure times determined by the PO schedule.

The PO also let it be known that regardless of the lowest bidder for each route, they would make the final award as they didn't want any "barnstormers" with a Jenny or two making a low bid, a fast buck, and then fold. Most of the bids were received from well established aviation-oriented companies, others from new corporations formed, on paper, to bid on the proposed contracts. The contract bids were received in late July and the final awards announced in October.

To follow is a thumb mail outline of the airlines carrying the mail (or those that were about ready) during the year 1926. The original five CAMs (Contract Air Mail) had been increased to 15. With one exception, none of these airlines were carrying passengers until later in the year...mail paid better and there was never a problem with tickets, no shows, cancellations, baggage, etc. At $3.00 a pound an airline could mail a telephone book and make a profit.

It was an airline custom then, and still is today, to publicize inaugural

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1926 AIRLINE ROUTES

flights with a special cachet, frank, etc., on the envelopes carried with the cooperation of the local postmaster. Each airline had its own design for the frank, the envelopes became collectors items. Pilots could pick up some extra cash (Five cents each envelope) when their autographs were requested.

The morning mail left the downtown NYC post office at 10:00 am and after loading at Hadley Field the plane departed at 12:15 pm. The overnight special mail to Chicago departed by air at 9:15 pm. Overnight from Chicago arrived Hadley at 4:45 am and the transcon flight at 4:45 pm. Concord, in the East Bay area (east of the mountains near Oakland) was the western terminal; mail was trucked and ferried to the SF post office.

The quotes for each airline's rate is for the charge per pound Note: on the basis of 1,000 miles. Example: a 400 pound load at $3.00 a pound carried 500 miles would pay the airline $600 for the trip.

CAM #1 COLONIAL AIR TRANSPORT ( $3,00 pound), From Boston to Hadley via Six days a week, connecting with the evening flight out of Hartford.

Hadley and returned with the evening mail from the west. Service began on July 1st. Equipment (end of 1926): one Curtiss "Lark", two Fokker No "Universals" (single motor) and two Fokker tri-motor F-Vlls. passengers carried during the year. Colonial (not to be confused with Colonial Airlines in later years) had no accidents during the year but did have 110 forced landings due to weather or darkness. For the six months of operation they carried 6,632 pounds of mail. In mid-1928 this route became a part of American Airways (American Airways became American Airlines in 1934).

From STL to CHI via ($2.53 pound).

CAM #2 ROBERTSON AIRCRAFT CORP Operated five days a week and connected to Springfield and Peoria. the evening flight out of CHI to the east , departed CHI at 5:30 am with mail on the overnight service. Did not carry passengers until late in the year, Service started April 15th with chief pilot Charles Lindbergh flying inaugural to CHI (Maywood Field). Robertson was established in 1921 selling "Jennies", charter and photography work.

They flew 376 trips during the year with only 25 delays and seven canOne cancellation was on November 3rd when cellations due to weather.

"Slim" had to bail out because of fog and low ceiling (He also used the parachute again in early 1927). In mid-1928 Robertson was part of Universal Aviation and a year later a part of American.

From Dallas to CHI CAM #3 NATIONAL AIR TRANSPORT, INC. ( $3.00 pound) Began service via Fort Worth, OKC, ICT, MKC, St. - Joseph and Moline. on May 12th. Equipment was mostly Curtiss_ planes: ten Curtiss "Carrier Pigeons", one DH-4, one Aerial "Mercury", one Travel Air and one FordA daily operation which connected to the evening Stout Tri-Motor. flight east of CHI, and returned, departing at 5:50 am, with the overTowards the end of the year they carried passnight mail to Dallas. engers.

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NAT was organized in Mid 1925 by a large investment group ($10,000,000 capital), headed by C. M. Keys, to bid on this important (955 miles) north-south mail route.

The Keys group had already gained control of the Curtiss Aeroplane and Motor Company and this was their first expansion into the airline field. Ralph Damon was a Curtiss factory superintendent.

Assistant Post Master General Paul Henderson resigned that year to join the Keys group. As a sequel: in 1927 NAT won the bid for the CHI-NYC portion of the main line, and in mid-1928, the Keys group organized Transcontinental Air Transport (TAT). In 1934, after a bitter battle, NAT lost the CAM #3, part going to Braniff and The Keys group was the first of the giant parent or part to American. holding companies who controlled the major airlines as well as interests in the manufacture of aircraft, engines, etc.

CAM #4 WESTERN AIR EXPRESS INC. ($3,00 pound) From LA to Salt Lake City via Las Vegas. Began service April 17. Equipment three DE-4s (Original surveys, etc.), six Douglas M-2s and one M-4, all single engine biplanes.

Early morning departures both directions connect to the main line.

WAE had been formed on July 13, 1925, to bid on the mail contract by a group of LA and SLC businessmen, only one had any aviation experience.

It was more of civic pride that this was considered as the entire LA area had only been averaging about 15 pounds of mail a day (an extra half to full day's travel by train to or from SFO for connections to the main line).

Harris M. "Pop" Hanshue was the president and Major Corliss C. Moseley the VP of operations. Moseley, a veteran pilot, was at the time the commandant of a National Guard Squadron based at nearby Griffith Park.

When the contract was awarded, in October of 1925, WAE had a lot to do in preparation as they had no equipment and there was no airway along their route. It had never been flown before. Fred Kelly, a member of the National Guard unit, and the 1912 Olympic high hurdle champion, was the first employee hired on December 1, 1925, and his first assignment was to check out the possibilities of the single-motor Ford-Stout plane.

He made a few test flights at Dearborn with Ford pilot Larry Fritz...Fritz confided that the airplane would be very marginal with its performance over the high terrain out west. Fortunately, the small Douglas plant in Santa Monica had an answer: by certain modifications to a military observation plane they could produce, it would be capable of a 1,000 pound payload with room for two passengers.

WAE ordered six of the Liberty-powered biplanes with deliveries set in April of 1926. In the meantime, four other pilots were hired from the guard unit: Maury Graham to work with Kelly out of LA; Jimmy James and Al Degarmo to work out of SLC, and Eldrid Remlin to be station manager and reserve pilot at SLC. The pilot group, along with Moseley, spent weeks plotting and laying out their new airway.

Emergency fields were marked with strips of wide canvas, a V or T shape, the latter meant that you took your chances. The proposed airway gener-

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Harris M. Hanshue, President Western Air Express, and Fred W. Kelly, WAE's first pilot, in the Douglas Photo probably taken on Kelly's first scheduled flight, April 19, 1926

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ally followed the old Mormon trail as well as the Union Pacific Railroad.

Weather observations were promised to be radioed to the company by railroad station agents and a few ranchers, in return for the favor an occasional newspaper would be tossed from the pilot. Twenty four 400hp The Vail brothers loaned a plot of ground Liberty engines were ordered. just to the east of downtown LA for their airport and an abandoned movie studio served as a hangar and terminal. There were a total of 20 employees when operations began, and a flip of a coin decided which pilots would fly the inaugural. Maury Graham had 265 pounds of carefully weighed mail out of LA, most was sent by souvenir collectors. Jimmy James, coming from SLC, was so far ahead of schedule he had to sit an hour and a half on the ground in order to arrive on time for the ceremonies at LA. It was a very loose schedule which allowed for less engine wear, or for the pilots to make up time if running late (they were paid by the scheduled miles flown, not by the hour).

On May 23rd Western carried its first passenger ($90 one way), the first by any of the new contract carriers, and a few weeks later the very first woman passenger. Often when the north and southbound flights would pass each other one would wiggle his wings as the signal to land; they would land at an emergency field and have a friendly chat. There were no profit/loss government statistics for the airlines that year, but Western claims to the the only one with a modest profit of $1,029, attributed to the 209 passengers carried during the seven and one half months of operations.

CAM #5 WALTER T. VARNEY ($3.00 pound) From Pasco, Washington, to Elko, Nevada, by way of Boise. The service started on April 6th although operations weren't into full swing until June 1st. Equipment was six "Swallow" biplanes with 200 hp Whirlwind motors. Mail from the Seattle area arrived by train and the flight departed Pasco at 6:00 am for connections to the noon flight east from Elko, the return flight left Elko at 1:20 pm and arrived Pasco at 6:25 pm. Varney didn't carry any passengers during the year. Varney was an old timer to aviation, having operated a flying school in the San Mateo, California, area since 1914 as well as a ferry service across the SF Bay in cooperation with the Checker Cab company.

The airline suffered three accidents during the year, with no injuries, although all of the aircraft were repaired and back into the air within ten days, In late 1929 this mail route became part of the United system.

CAM #6 FORD MOTOR COMPANY (6 1/4 cents per ounce mail carried). From Dearborn,(Detroit ) to Cleveland and CAM #7 (same bid) from Detroit to Chicago.

Both routes inaugurated mail service on February 15th.

Joint equipment included four single motor and two tri-motor (200 hp Whirlwind) all metal ford-Stout planes.

No passengers were carried during the year. Morning flight left Dearborn for noon arrival at CLE and the other departed at 3:15 with a 5:00 pm arrival at CHI; the CLE flight departed at 2:30 pm and arrived Dearborn at 4:04 and the CHI flight departed at 8:00 am and arrived at 11:40. They did not fly on Sundays

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In 1925 William B. Stout, designer of the nation's first all-metal plane, had solicited the financial aid of Edsel Ford and William B. Mayo , the Chief Engineer for the Ford Company. This led to the eventual purchase of Stout's interests by the Ford Company, and the erection of a large factory and airport at Dearborn. Rumors had it that Ford was going to mass produce airplanes on an assembly line basis similar to the Model T automobile. On April 3, 1925, Ford had set up its own private transporting auto parts and other company business airline, items between Dearborn and Chicago, and Dearborn to Cleveland. Ford was all set up and would have been the first of the CAM carriers had it not been for a disastrous $500,000 fire at Dearborn. As it was, they were still the first of the private carriers to carry the mail. Larry Fritz, who had been working with Stout since 1925 on his Stout "Pullman " (400 hp Liberty engine) flew the inaugural flight to Cleveland, and Dean Burford flew the inaugural to Chicago.

Ford kept a staff of pilots for test flying as well as instructors.

Among the future T&WA pilots employed by Ford were John Collings, Earl Fleet, Pat Gallup and LaMar Nelson. In later years, after a series of fatal crashes, Henry Ford separated from the aircraft and airline industry.

For a while the mail run was operated by Stout and eventually became a part of United.

CAM #8 VERN C. GORST (PACIFIC AIR TRANSPORT, INC.) From Seattle to Los Angeles via Portland, Medford, SFO, Fresno and Bakersfield. Service began on September 15th. Fleet included: seven Ryan M-1s , two DH-4s, two Travel Airs, one Swallow and one Waco. This was a six day a week operation carrying express and passengers when loads permitted.

They carried 102 passengers during the year, This was the longest of the CAMs awarded; 1,099 miles, and a lot of the flying had to be at night.

Gorst, a motor bus operator, had been awarded the contract in January but it took months of preparation. At a cost of $20,000, ten 7,500,000 candle-power rotating beacons had to be erected along their airway.

The northbound flight left LA at midnight, AFO (Concord) at 5:30 am and arrived Seattle at 2:00 pm, Southbound left Seattle at 3:35 am, SFO at noon and arrived LA at 5:00 pm.' The train from LA to Seattle took 47 hours.

In spite of the winter problems to the north P.A.T. had a 98% record for completing their schedules and carried 19,658 pounds of mail for the three and one half months of operation. The total employees for the company were 43 on the average. A number of pilots later flew for Maddux, including George Allen, who also flew for Ryan, John "Big Gugg" Guglielmetti.

John had a younger brother who also flew for Maddux, Mike, dubbed "Little Gugg", and Ernie Smith. Ernie, along with navigator Emory Bronte, were the first civilians to fly from Oakland to Molokai, Hawaii, just after Lindbergh's flight in 1927.

CAM # 9 CHARLES DICKINSON ($3.00 pound) From Minneapolis/St. Paul to Chicago via LaCrosse and Milwaukee.

Service began on June 7th with a

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fleet of Laird biplanes. It was a weekday operation for mail and express only. After a series of crashes, Dickinson ceased operations after two months and, on August 1st, the contract was taken over by Northwest Airways.

Eastbound the flight left at 2:40 pm and arrived CHI at 7:15 pm. Westbound departed CHI at 4:45 am and arrived at 10:40 am.

Plans were made to accommodate passengers in early 1927.

CAM # 10 FLORIDA AIRWAYS CORP. (80% of the revenue). From Macon and Atlanta to Miami via Jacksonville, Tampa and Fort Myers. Service began from Jacksonville on April 1st and was extended to Atlanta on September 15th.

Equipment included one stout-Ford single-motor, one Stinson-Detroiter, two Travel Airs and One Curtiss Lark. This was the one exception to the new CAMs connecting to the main line. Departures from both Miami and Atlanta were at 7:00 am and arrivals at 4:45 pm.

There were no serious accidents during the year, although they did lose the Stout-Ford on the ground during a hurricane. They carried 939 passengers during the year and 13,200 pounds of mail. This route was taken over by Pitcairn in mid-1928 and later was a part of Eastern Air Transport.

CAM #11 CLIFFORD BALL ($3.00 pound) From Cleveland to Pittsburgh.

Contract was awarded in 1926 but operations didn't begin until 1927.

Later was taken over by Capitol Airlines which eventually merged with United.

CAM #12 COLORADO AIRWAYS, INC. ($3.00 pound) From Cheyenne to Pueblo via Denver and Colorado Springs. Began operation on May 31st with fleet of twelve planes: three Ryan M-1s, four Standards, two JNDs, two Woodsen "Express" and one Ansaldo. This was a daily mail and passenger operation with departures from Pueblo at 4:15 pm and arriving Cheyenne at 7:15 pm; departing Cheyenne at 5:30 am and arriving back at Pueblo at 8:30 am. The company didn't prosper and in late 1927 Western was able to take the route over without any costs or royalties to the Colorado Airways.

This became Western's "Mountain Division", headed

by Lew Goss with pilots Royal Leonard and Melvin "M0" Bowen. This route changed owners several times before becoming a part of Continental.

CAMS # 13 and 15 PHILADELPHIA RAPID TRANSIT AIR SERVICE ($3.00 pound) From PHL to DCA (#13) and extension to Norfolk (#15). Mail service began on October 10th with a fleet of three Fokker tri-motors (200 hp).

A passenger only service was inaugurated on July 16th with two daily trips each direction in connection with the Sesqui-Centennial Exposition.

This was increased to three daily trips when the mail was also carried.

Alton Parker, a pilot with the Byrd Expedition, and later with Western and TWA, flew the inaugural mail flights. PRT, which also held a monopoly on public transportation in PHL, charged $15.00 one way and $25.00 round trip for the flight between PHL and DCA. During the National Air races at PHL, PRT was given a special mail contract for connections to the main line at NYC. PRT, however, lost money and ceased operations in late 1926.

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1926...THE CAMS/AERO CORP. CAM # 14 STOUT AIR SERVICES from Detroit to Grand Rapids and CAM #16 the KAESS AIRCRAFT ENGINEERING CORPORATION from Cleveland to Louisville had been awarded in 1926, but neither began service in 1926.

In addition to the domestic mail routes there were two contracts in effect for foreign mail. A " New Orleans Airline" had, since October 15, 1920, been carrying mail to Pilottown, La, Edward Hubbard had been carrying mail from Seattle to Victoria since April 9, 1923, Both of these were for foreign mail only.

There were quite a number of aerial services in operation during the year, many of them carrying passengers for hire. Andy Andrews had his Capitol Airlines flying between Sacramento and San Francisco.

Ted Weaver had his Weaver Air Service operating out of Indianapolis with a fleet of five planes. In Los Angeles there was a small flying school located at the Burdett Airport where a group of aviators had learned to fly.

Jack Frye was the first, soloing in 1924 at the age of 20.

One of his students was Paul Richter who became an instructor and part time movie stunt pilot.

Walt Hamilton was another graduate and a grease monkey, Lee Flanagin, was learning to fly in exchange for his services.

On February 3, 1926, the trio of Jack, Paul and Ham were among the founders of the Aero Corporation of California. Lee was a full time instructor by then and had the same company seniority date. Jack was always the leader of the group with the plans for the future, Paul the treasurer and operations manager and Ham the engineer or mechanic...a successful combination of talents for managing an airline (their own in late 1927, and TWA in later years), The AeroCorp was quite diversified in aviation activities: the flying school which was soon recognized as one of the best in the nation, a maintenance and overhaul base for private planes, rental of tie-down or hangar space, crop dusting, sky writing and stunt work, forest patrol and aircraft sales.

They had the regional distributorship for the OX-5 powered Alexander Eaglerock, one of the best post-war biplanes, and sales were good.

AeroCorp had seven in their fleet. The Atlantic Aircraft Corporation was now producing two versions of Fokker transports, the Whirlwindpowered F-V11-3m (tri-motor) with a cabin for eight passengers, and a toilet, and the single-engine Universal with a cabin for four passengers..,five if needed as the extra could ride up in the open cockpit with the pilot. Fokker had eight of the Universals on loan to their distributors, AeroCorp had one, AeroCorp carried 8,127 passengers on charter trips and scenic hops during the year 1926, a record that no other operator could boast.

The official government statistics with regards to the domestic airline operations for the year 1926 were rather skimpy when compared to the tomes of information issued today, The average passenger fare was twelve cents a mile and most of the carriers were getting $3,00 a pound for the mail. This was soon changed in order to make up for the losses

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when loads were light. There were thirteen airplanes with less than 100 total aircraft, the majority were of the single motor variety and were not attractive to passengers unless they wore a parachute. They carried 5,782 passengers on scheduled operations, a total of 4,318,087 miles.

In addition they flew 3, 555 pounds of express and 377,206 pounds of mail.

The airlines had been born, but they were still years away from being weaned from government help or subsidies.

1926---MISCELLANEOUS Although there had been some progress in 1986 the development of military and commercial aviation, airports, airways, radio communications, etc., the US was still woefully behind several European nations. The "Feds" had appropriated $550,000 to the new aeronautics branch of the Department of Commerce, with $300,000 of this to be spent on aids to navigation.

Approximately $260,000 of this was used to establish beacons and emergency field lights on the new airways used by the contract carriers, but the sum didn't cover the maintenance of same, so it was still pretty much up to the fledgling airlines to maintain their own airways if they had to fly at night.

Cross country passenger service was still very limited...you could fly from LA to Salt Lake City, but the PO carried no passengers on to the east.

The fastest time across the country was made by two military pilots with a single engine Fokker T-2 in 1923; 26 hours and 50 minutes from NY to San Diego. The distance covered, 2,520 miles was still an American record.

France held the world record for distance at 3,313 miles (finally broken by Lindbergh with his 3,610 mile flight in 1927 as well as speed (278.48 mph), altitude (40,820') and duration (45 hr.

12 min.) The fastest for the US was 266.59 mph, highest 38,713 feet set in 1926, and duration of 36 hr. 41 min. Two enterprising New Yorkers did set an unofficial record in 1926 when they traveled around the world in 28 days, 14 hours and 36 minutes.

One US-built plane was on the runway at Westbury, Long Island all set to try for the prizes offered and the honor of the first to fly the Atlantic to Paris on September 21 of 1926. Pilot was French ace Rene Fonck with a huge Sikorsky C-35 biplane (101' wing span on the upper wing), powered by three 425 hp Jupiter engines. The landing gear assembly couldn't take the load, crumbled and the plane burned.

1926 was a great year for aviation and it was also the year number of future TWA pilots to celebrate certain birthdays. to follow does not include everybody as there are no records the first official birthday list was published in 1974 with the B Plan retirement.

for a The list available, regards to

Paul Richter, "Dutch" Holloway and Larry Fritz were thirty years old in 1926.

They weren't the oldest in the TWA group - Fred "Doc" Whitney

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was reputed to be forty. TARPA member Lew Goss has already celebrated his 90th birthday and on April 28, 1987, "Tommy" Tomlinson will celebrate same.

In 1926 there was a group of young adults, not yet in the aviation industry, celebrating their 20th birthdays and forty years later would retire from TWA at the magic age 60. These included (1966 retirements): R. C. Downing, Gene Gerow, Dick Hanson, John Harlin, "Dixie" Kiefer, Bob Larson, Bernie Lloyd, Phares McFerren, Harold Neumann, Lloyd Olson, Larry Welch and Ken Woosley. There were many others who were also born in 1906, such as Harlan Hull and Jack Zimmerman, who were killed in crashes.

This is only a partial list.

In the ten year old bracket in 1926 and "Graduating" at age 60 in 1976 were 15 future TWA pilots and 16 Flight Engineers. Born that year and still flying at the beginning of 1986 with TWA were 54 pilots and engineers. Don Stitt, hired October 15, 1951, was the #1 pilot on the seniority list until he retired in February.

HAPPY BIRTHDAY TO THE AIRLINE INDUSTRY, TWA, THE PILOTS AND ENGINEERS. * * * * * * * * * * * *

A CORRECTION BY YE OLDE HISTORIAN, ED BETTS In the March 1986 issue of the TOPICS. I authored an article with regards to the changes in the TWA pilot/engineer seniority list and ended with a projection of who would, in turn, be #1 through the years ending in 1996.

Gordon Hargis, who has also made a study of these vital statistics, called my attention to a couple of omissions which would change the order I listed. Again, assuming all concerned remain on the list until they are age 60 (no progression was listed for Flight Engineers as they can work until age 70), the order would project: Laursen, Morgan, Lokey and Cushing until February, 1990.

Then Marc Guthrie ( and not Van Reeth and Reese) to May 5, 1991, followed by Bob Morgan for two days to May 7. 1991. Next of my errors was the omission of Bruce Powers, who would be #1 from January 10, 1995 to January 20, '95 ( between Mayer and Kajenski). * * * * * * * * * * * * From Ed Betts: It seems that TWA President Richard Robbins (1931-34) and his brother had a very large turkey farm located near their home town of Wichita. It was Robbins' practice to send as many as 150 turkeys each year to officials of the Penn RR, General Motors, President Hoover, and the like in time for the Christmas season. I ran into a thank you note from one of the recipients, Will Rogers. Will was a " frequent flyer " on T&WA and was well liked by the flight and ground crews.

This a telegram, but I am afraid that it is too faded

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for you to copy direct, so here is the text: Sent from Beverly Hills December 21, 1933: Richard W. Robbins A Kansas turkey flew in here yesterday against a head wind and made a two point landing, had nothing but his wings and fuselage, said he came over the TWA route and refueled at Wichita, Amarillo, Albuquerque and Winslow, and he must have for his tanks sure looked full. He is a good flyer, but I look for him to crack up about Christmas day and like all good Kansas tourists he is not going back. Thanks for starting him on his way. I will send you an orange some time.

Will Rogers

11:35 am 12/22/33 *

SCENES FROM ST. LOUIS Photos by Bill Dixon

On the left: Joe McCombs and Bob Gwin.

Below: Dave Kuhn, Dick Beck and Lee Butler

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1610 W. Calle Hacienda Green Valley, AZ 85614 September 13, 1986

Dear Joe: TARPA TOPICS is always enjoyed equally by both my wife and I, but the July issue must receive an award for its interest. The accountings of so many of the old timers brings back memories which are truly cherished by me. Possibly I may be a contributor in relating one of my experiences.

It will refresh the memories of my friends who were also domiciled in Cairo at the time, LADY LUCK We pilots domiciled in flight to Lisbon.

The was always better than grass for a change and DC-4s,

Cairo were always glad when we were assigned a weather there in Lisbon, as well as the food, in Bombay. It was also good to see some green the Connies were always preferred to the old

I had been assigned a Connie flight from Cairo to Lisbon via Athens, Rome, Algiers and Madrid. However, the evening before the morning of departure, Robert, the crew schedule clerk, phoned me with the bad news that I had been removed from the flight and Captain Webb assigned it in my place. Of course I complained loudly for I had looked to a relief from the eastward flights to that hot Bombay. Nothing that I could say swayed crew schedules decision and Webb took the early morning flight out, proceeding northwest for the routine departure over Alexandria.

Many will remember what happened next: the awful magnesium fire that engulfed an engine and could not be extinguished.

The airplane was headed back towards Cairo when it was forced to land, gradually scooting along the earth for some hundreds of yards before it stopped.

Captain Neal Lytle and myself comprised the ALPA Investigating team which looked over the wreckage the next day. Parts from that burning engine had begun falling two miles to the rear of the crash.

Swollen, rotting corpses were all over, smelling to high heaven, All on board were killed including Captain Pope and FO Fisher, who were domiciled in Cairo. As I remember one of the Pope daughters was also a passenger.

If Lytle and I accomplished anything by investigating the crash I was unaware of what it was. If any pilot wants to be on an investigating team, my advice is, don't go until the foul smelling corpses have been removed.

The experience was lasting. It was enough to shake me up.

Bob MacReynolds (also stationed in Cairo) and a copilot carried all the dead out in the DC-3 (ETT-12 I believe it was called) we had in Cairo.

Don't know how they stood the terrible stench.

Later on as we were driving a Connie along one dark night, I turned to the engineer and told him of my experience and how Lady Luck had played a part in my life by keeping me off that ill fated flight. His reply was, "you never know what would have happened if you had been 52

the captain.

Maybe you would have feathered sooner as the circumstances Who knows what would have happened?" Well, would have been different. who knows?

Later on I'll tell you of another happening when Lady Luck smiled on me as I was leading a formation of 36 Troop Carrier C-47s (DC-3s) on a practice mission during a very dark night in foggy old England.

Gordon Lambert * * * * * * * * * * * * SCENES FROM ST. LOUIS

On the left: Sam Luckey, with Joe Brown and Ole Olson in deep discussion.

Right:

Joe Grant and

Willie Miller surprised

by Photographer Bill Dixon.

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KANSAS CITY STAR. Friday evening, July 11, 1986, Main Edition, 36 pages

Kansas Metro

TWA veterans save a classic plane

By Michelle Ruess staff writer

ell, hello Connie.

A 30-year-old Lockheed Constellation airplane—dubbed "Connie" by those who admired its triple tail and roomy cabin—is scheduled to return this weekend to Kansas City's Downtown Airport.

The propeller planes, symbols of Trans World Airlines for more than 20 years, were shelved in 1967 by the jet set.

But a group of retired TWA pilots, mechanics, flight attendants and other aviation buffs from the Kansas City area

W

would be fun to see a Connie's shadow moving over the landscape again. He launched a search that ended seven months later in a pasture near an airport at Mesa, Ariz., a Phoenix suburb.

"I did it because of my love of airplanes and my disappointment that when an airliner reaches the end of its life it's just pushed over in the corner and cut up for scrap (metal)," Mr. Brown said.

Mr. Brown returned to Kansas City and organized a meeting in January at the Downtown Airport to see if anyone would be interested in saving the aviation industry dinosaur.

About 70 persons showed up, he said.

54

have spent nine weeks and $17,000 resuscitating the former "Queen of the Skies."

Larry Brown, who organized the restoration, said the exact time of the plane's return was uncertain. Predicted thundershowers could ground a plane that long ago lost most of its instruments to vandals, but Mr. Brown said he hopes it will return Saturday or Sunday from Arizona. The flight would take about 4 1/2 hours and a small chaser plane would follow the Connie to help with its navigation.

The project began when Mr. Brown, flight operations manager for Wilcox Electric Inc., decided in 1985 that it

Even Carl Icahn, chairman of TWA, joined the effort with a $1,000 donation.

"That was a real morale booster," Mr. Brown said.

Warren Donovan, a retired TWA engineer, is among the six-member work crew eager to come home. Mr. Donovan spent almost half of his 33-year TWA has tenure working with the Connie and logged an additional nine weeks repairing this plane's four engines.

The task combines two of his hobbies I "I just always loved airplanes. . . and just like to restore old things," he said.

Work a.m days in Mesa began about 7 See TWA, pg. 10A, col.

A Lockheed Constellation airplane, nicknamed "Connie," may return this weekend to Kansas City's Downtown Airport. The former TWA plane is being restored in Arizona.

TWA

(AsociatedPr)

continued from pg. 1A

and ended 12 hours later, Mr. Donovan plane's spark plugs were fouled. said. Workers relied on years of experiBut Mr. Brown said such problems ence and a set of old maintenance can be expected when a plane hasn't manuals. Most of the parts were sal- been flown since 1975. . vaged from an aircraft junkyard in The first time workers saw the plane, Tucson, Ariz., he said. it was camouflaged by 3 feet of grass They have enjoyed the work—but not and surrounded, by rusted parts and the hot desert weather, he said. broken glass. Its body, 115 feet long, and "Sometimes you pick up tools and they its wings, 125 feet from tip to tip, were burn your hands," Mr. Donovan said.

-nearly barren metal. Remnants of red Mr. Donovan's wife, Bonnie, also has stripes lingered on its sides. spent time in Mesa. She worked as a Before any work could begin on the TWA nurse for 14 years but spent her plane, workers had to cut the grass and time scrubbing the cargo area and fetch- remove the debris so the plane could be ing tools. hauled onto a concrete slab, Mr. Dono"I guess it's just the love of the plane," van said. Two trucks were needed to Mrs. Donovan said. "(Warren) would budge the 142,000-pound plane.

This Connie was never a TWA plane, rather twist nuts and bolts on an airplane than anything."

Mr. Brown said. It originally carried On Thursday, Mr. Donovan said he freight and later insecticide spray. was troubled by the results of a highBut the model is the same as the speed test of the airplane. For the test, planes that made history slicing through workers taxied the plane to the end of the air at more than 300 mph. Bilthe runway and revved engines to top lionaire Howard Hughes helped design power. But the device controlling the the first Connie when he held controlling pitch and speed of the propeller in the interest in the airline. More than 100 of No. 1 engine malfunctioned. the planes were built and only about 20 Pilots Harry Ward and Frank FitzGib- are left in North America. The biggest bon also were disappointed because they Connies held 99 passengers. could not conduct a test flight after the The group's plans call for the plane's

55

interior to be refurbished within two years. Then members hope to host tours of the plane and to display it at air shows.

The project has been sustained by membership fees and corporate donations, said Sally Hatcher, a former flight secrtayofattendant on the Connie and the restoration group.

B.F. Goodrich donated specially made tires for the plane. TWA hauled them to Mesa. Batteries and cleaning equipment, a parking space and utilities also are gifts.

An additional $500—enough to supply the work crew with hoses and small items was collected in a coffee can bearing a "Save a Connie" sign that Mr. Donovan placed on a counter top at the Mesa airport.

Daus Decker, owner of Omni Air Inc. at the Downtown Airport, has promised to help save Connie by giving the group a meeting room, use of his utilities and a place to store their tools and parts.

"When the Connie was at TWA it represents a time when everyone was happy," Mr. Decker said. "It just brings back good memories."

THE MADDUX STORY

By Ken Blaney September 1985

Most TWAers know that Maddux was one of the predecessor airlines that merged to form TWA in October 1930, but little seems to be remembered of Maddux, since only a few surviving employees can be found.

It was a comparatively large and thriving operation when it merged with TAT (Transcontinental Air Transport) in December 1929 to form TAT-Maddux Airlines, Not the first passenger airline in the country, Maddux was certainly the largest scheduled passenger airline in the nation and operated the largest fleet of all-metal multi-motored transports in the world in the 1928-29 time period. Maddux was operating at least 12 Ford Trimotors and a couple of dozen pilots, while TAT, a well-funded line, had started its plane and train transcontinental service in July 1929 with ten Fords and about 25 pilots.

Jack Maddux was the principle Ford-Lincoln automobile dealer in Los Angeles in 1927.

He was a friend of Henry Ford, who had recently taken over the manufacture of the Ford all-metal transport plane from designer William Stout.

Ford's Chief Engineer, William Mayo, who supervised the development of the 4AT trimotor with Wright Whirlwind 225 hp engines, urged Jack Maddux to start a passenger airline on the West Coast and be the sales agent for the planes in the western part of the country.

In July 1927, Maddux bought his first plane. Larry Fritz, Ford's chief pilot, flew the 4AT Ford #7, Fleet #1, NC 1101 to Los Angeles with Maddux, some associates and William Mayo on board, to become the first trimotor aircraft on the West Coast. Larry Fritz made demonstration flights while Maddux worked on interested business friends in forming the airline. It is said that Mrs. Maddux organized the wives of business leaders to take scenic flights. It is said their enthusiasm helped and encouraged some of their hesitant husbands to finance and assist in selling stock necessary to incorporate Maddux Airlines.

Based at Rogers Field on Crenshaw Boulevard, Los Angeles, trial flights were made and it was decided to start operation with flights from Los Angeles to San Diego. Soon flights were extended to Agua Caliente, which was located near Tiajuana, Mexico. Agua Caliente had a good flight strip and attractions such as a race track, bull fights, gambling casino and bars.

A second Ford 4AT, #12, Fleet #2, NC 1781 was ferried out of Dearborn, Michigan in October 1927 and Eddie Bellande, a noted test pilot, was hired along with John Meyers as chief mechanic. Both, like most of the early Maddux employees, became TWA veterans.

On November 1, 1927 Charles Lindbergh was honorary pilot on the first scheduled flight between Los Angeles and San Diego. The initial

56

operation was set up for three flights a week. These were the days of prohibition and the bars, race track and casinos in Agua Caliente were very popular with the well-to-do Hollywood people who could reach there from Los Angeles in a little over an hour, Soon daily schedules were flown with more over weekends and additional pilots were hired, Fred "Doc" Whitney, John Guglielmetti and George Allen.

In March 1928, a third 4AT Ford #16, Fleet 3, NC4532 was purchased and on April 14, 1928, a daily schedule was started between Los Angeles and Oakland. The three hour flight would have taken twelve hours by train.

Business was good and by September 1928, five more Ford Trimotors had been added to the fleet. Some of these new aircraft had the new 300 HP Wright J6 Whirlwind engines.

At the National Air Races at Mines Field, Los Angeles (now LA International Airport) in 1928, Maddux met D. W. Tomlinson, the creator and leader of the U. S. Navy's crack stunt team known as the Navy Sea Hawks.

Maddux tried to get "Tommy" to resign from the Navy and join his airline.

Tommy, an Annapolis man and an early naval aviator, was tempted but had a new assignment to head the Navy flight test section at Anacostia, Maddux suggested he Maryland...an interesting and challenging job. take a two-week leave and fly the line, then think it over. Manager of Operations was Larry Fritz; another Ford man was Maintenance Superintendent; and an ex-Army man was chief pilot.

So Tommy flew the line for a while and then the airline directors on a trip to Nogales, Mexican officials and a general took a ride mail contract.

Nothing came of it however, returned to Anacostia, to have further time posal.

took Maddux and some of Hermosillo and Guymas where and they discussed a possible and after two weeks, Tommy to consider Maddux's pro-

In December 1928, Jack Maddux offered Tommy a ten-year contract as Vice President - Operations and a place on the board of directors, plus a block of stock. This was too good to turn down and Tommy saw an opportunity to build an efficient airline from their already rapid start.

He accepted the position and the day after New Years day, 1929 he ferried the first Ford Trimotor equipped with Pratt-Whitney 420 horsepower Wasp engines from the factory to Los Angeles. Bill Mayo and several Maddux directors, plus some maintenance men who had studied the new plane at the factory, rode along on what turned out to be an eventful flight.

Ice near St. Louis forced a landing in a corn field. After a zero-degree night, hand cranking the inertia starters on such large engines was exhausting, even for the strongest person. Electric starters were not provided on the Fords and it was not practical to pull the propellers through by hand as was done on smaller planes, so inertia starters were provided.

It involved inserting a hand crank connected by gears to a small flywheel inside the starter. Turning the hand crank gradually built up flywheel speed, once the flywheel reached maximum rpms and started to howl, considerable energy was stored in the high speed rotating flywheel, than a lever mounted on the outside of the engine cowling was pulled and the starter was able to turn the engine several revolutions.

It was hard work even in moderate temperatures and par 57

titularly on the center engine which had to be reached with the aid of a step ladder.

By June of 1929, seven more Wasp Fords were delivered making a fleet of sixteen aircraft.

Maddux sold a couple of the earlier models; even so, it was the largest operator of multi-motored passenger airline in the country.

There were several other fairly large airlines which sometimes carried passengers in single-engine mail planes but they mainly depended on carrying the mail for their source of revenue.

Tommy saw the necessity of a more efficient operation and many of the employees feared a shakeup and a change to Navy personnel. This did not take place; however, Felix Preeg, a noted Navy enlisted pilot, took over as Chief pilot and Bill Hughes, an ex-Navy aviation chief petty officer, became superintendent of maintenance.

John Myers took over as supervisor of the engine overhaul. Fritz resigned to organize a new airline in Tulsa---SAFE (South West Air Fast Express). They acquired seven Wasp Fords and ran a good operation in the southwest until failure to obtain a mail contract forced its sale to American Airways, the fore-runner of today's American Airlines.

In the spring of 1929, operation out of Rodgers Airport became difficult because it had no paved runways and at times became a mud hole, and Maddux moved to the Grand Central Air Terminal at Glendale. Owned

by Curtis Wright, it had fine concrete runways and taxi strips. Large metal hangars housed the planes with suitable adjoining office facilities.

Grand Central also had a modern passenger terminal building.

By now Tommy had operations shaped up and assigned operating duties to the supervising personnel in writing, and he let them know he would tolerate no incompetence, He was tough, and in Navy jargon ran a "tight ship".

But the employees knew they could go to him with complaints or suggestions, and they could get fair treatment.

Mid-1929 saw Maddux as a smooth-running, efficient airline. Most of the problems and hazards of scheduled flying were caused by weather, since without radio communications with the planes or stations, furnishing and dispensing up-to-date weather data was difficult and in most instances impossible.

More pilots were hired, including Dick Renaldi, Art Burns, Milo Campbell, Amos Collins, Bake Russell, H. G. Andrews, Ernie Smith, and Goodwin Weaver.

In August of 1929, nine new co-pilots were trained. They all had transport pilots licenses, as well as A&E mechanics licenses. Up to this time, the co-pilots were mechanics, called "mates", who were assigned to individual planes and usually stayed with the plane to monitor or do maintenance work. The new mates operated in much the same way until the merger with TAT.

58

KEN BLANEY - MADDUX Tommy had shaped the airline with safety being given paramount conBut there was a tragic accident over San sideration and importance.

Diego in early 1929, that was impossible for the Maddux crew to avoid.

The airplane, thought to have been NC9636, the first Ford delivered with P&W Wasp engines, had just taken off from San Diego enroute to Phoenix (a new route that was flown for a short time) when it was "buzzed" by an Army pursuit airplane flown by an Air Corps pilot who apparently had a girl friend who was a passenger on board the Ford.

He was showing off by attempting to loop around the Ford, when he collided with it, striking on the center engine and cockpit area.

Both airplanes crashed, killing all on board.

There was no doubt Tommy was ahead of his time in believing that his pilots should use instruments when climbing through to the tops of thin fog patterns so prevalent on the coast during night and morning But most of the best pilots of that day were individualists hours. who believed in staying in contact with the ground even though it meant skimming the tree tops looking for holes in the fog. It is understandable when one realizes most of the flying of that day had been done in small planes, few of which had a gyro instrument other

59

than some air mail planes. Few pilots had any experience with the one gyro instrument available on the larger planes, the turn and bank.

Many pilots resisted change and few had practiced the simple but demanding task of controlling the planes attitude by using the turn needle to steer straight, the ball centered by the use of the ailerons to level the plane without skids or slips, and maintain altitude by referring to air speed or rate of climb instruments. As their co-pilot I knew that a few did use these instruments when necessary, including Ernie Smith and Eddie Bellande.

One pilot who did not learn this was Bake Russell, who was returning from Agua Caliente and San Diego to Los Angeles with a full load of passengers.

He was flying under a low fog ceiling along a bluff over the beach parallel to the highway, when he approached the vicinity of San Clemente where a rock ridge came right down to the sea. Bake made a low turn towards the ocean, hooked a wing tip into the ground, crashed and burned.

The pilot of a Western Air Express Fokker saw the flash and said to his co-pilot, "There goes Maddux", as he turned and flew back to San Diego. Even after this accident, Tommy found it difficult to change some of the old pilots with respect to instrument flying.

A couple of years later they had to learn instrument flying for the single engine night mail operation that su p plemented the passenger runs.

The company provided instructors in small planes with "hooded" cockpits to train pilots in instrument flying procedures.

TAT started their plane-train transcontinental schedules July 1, 1929.

They leased a hangar adjoining Maddux and arranged for Maddux to pick up their passengers arriving from the east en route to San Francisco.

A Maddux early morning departure from Alameda picked up the passengers who were enroute to the east on TAT out of Glendale. Maddux had a hangar and a couple of mechanics on the Curtis Wright field at Alameda, but since the field was not lighted for night operations, flights arriving in the evening landed at the larger Oakland Airport and ferried over to Alameda for the morning departures.

TAT planes were more elaborately decorated than the standard Ford, so Maddux refurbished their P&W Wasp Fords with reading lights, window curtains and more tasteful interior decor. More important, they started to equip the planes with two-way radiophones and larger generators and regulators to power them. This was done in the fall months of 1929, so that when the expected merger between Maddux and TAT took place in December 1929, the planes were interchangable, as well as both having two licensed pilots with similar blue serge uniforms.

The wings on the uniforms were changed to combine the bronze wing with Maddux Airline in blue, combined with the blue TAT letter, pierced by a white and gold arrow on the upper bronze wing, Similar logos were painted on the fuselage sides.

Commercial airborne radiophone transmitters were not available at the time of the merger. TAT's Mr. Proctor, in cooperation with Herbert Hoover, Jr., and Jack Franklin, designed and built a transmitter of

60

considerable power that was mounted on an open rack approximately two feet long, supported by a shock cord in the tail of the plane.

The equipment operated on a low frequency, below the AM broadcast bands, near the marine frequencies and required an antenna wire approximately 200 feet long, that was reeled out by the co-pilot to trail under the plane with a two-pound lead fish on the end. They worked fairly well to ground stations that were located near regular stops.

The receivers were commercial and were remotely tuned from the cockpit to pick up the government directional radio range signals as well as voice for position reporting and weather reports.

There are no records available on the names of people who worked in Maddux sales and traffic departments.

The general office was run by Mr. Moeller who signed pilots and planes logs, issued requisitions and payroll.

Names of any of his staff members are not available.

Of the flight operating personnel, pilot Murphy and an unknown mate were lost in the mid-air collision with the Army pursuit plane at San Diego, while pilot Bake Russell and mate Johnny Walker were lost in the San Clemente accident.

John Guglielmetti, Eddie Belande, Steve Shore and Moye Stephens resigned Maddux and joined TAT in early 1929. * * * * * * * * * * * * The following is a list of Maddux Airlines Flight and Maintenance personnel employees at the time of the TAT-Maddux merger.

Vice President Operations

Maintenance Department

D. W. Tomlinson "Tommy"

Superintendent Maintenance

Chief Pilot

Bill Hughes

Felix Preeg

Foreman Engine Overhaul John Meyers

Captains George Allen H. G. Andrews "Andy" Art Burns Milo Campbell Amos Collins Mario Guglielmetti "Mike" Jack Hewson Tex Marley Dick Renaldi Ernie Smith Fred " Doc" Whitney Goodwin T. Weaver Clarence Woods Co-Pilots Lynn Berkenkamp Ken Blaney "Bass" Heuter Howard Morgan Sam Penry L. A. "Slim " Perrett

Mechanics Russ Aldrich Jim Armstrong Cliff Banberry Bart Battis John E. Guy Jack Collier Herman Esterline George Hands Navy Lierbirman Herman Mathias Julie Mathias Bill Noye Vern Rodman Clarence Silver Larry Shannon Sailor Taylor Clarence Templeton Harry Walters Jack Wilds Guy Woods 61

STEELY BLUE EYES

By Dave Kuhn I have made a study of eyes. We brown eyed types are content to be runner up or also rans. We take abuse easily and thus oft times are abused. Not so , Steely Blue Eyes.

They like to win. Some cases: Chuck Yeager spent years working up to breaking the speed of sound in an aircraft - only to find out there was no disintegration or explosion.

He has steely blue eyes. By his own admission, he could see the Germans coming before the radar could pick them up. Thus his flight was able to knock down sixteen German planes without a loss Remarkable!

The "right stuff" group have steely blue eyes, even Sally Ride. If there ever was a winner it is Martina Navratilova. To me, no beauty, but she is the best in women's tennis. On rare occasions that she may lose, she sheds tears from her steely blue eyes. She is human, after all.

I do not recall when or where I first met Roger Don Rae. I believe it was when we were flying the milk run out of Midway. After exchanging "Pleaz t' meet chus", I observed that he had good hands with feet to match.

He sported a Roscoe Turner type mustache which he wore, like Roscoe, on his upper lip. What grabbed me most were his steely blue eyes.

We grew to know each other in Chicago and I believe I picked up a life long friend. Roger Don played golfball left-handed but threw his clubs right-handed.

He had three clubs in one tree at Timber Trails course in one day. He bribed the dim-witted caddy to shinny up and shake the limbs.

He earned the fifty cents in recovering the clubs.

McFerren (Chief Pilot) recovered one of Rae's putters. He had broken it trying to fashion a tree wrap-around. Steely blue eyes do not take defeat easily.

Roger Don had many talents. He shot the front part of a pheasant's head off before I could get my gun up. He caught fish even when they refused to bite for me. He still knows the value of a dollar.

On his family farm in Michigan and leaning on a hoe in the cornfield, he saw an airplane fly over. He (good thinking) determined that flying would be better than farming. He got jobs fixing airplanes, bought flying time and fulfilled his dream. The big depression days only slowed him down a bit. In cahoots with Hal Neumann (steely blue eyes) they made the county fairs giving ten minute rides to the curious and chancey folks.

His most notable claim to fame was parachute jumping.

He was National Champ for several years. The idea was for the pilot and the jumper to judge the wind...jump.. then hit the target in the middle of the airdrome. Tricky business for sure. By manipulating the shroud lines, the jumper could guide the descent somewhat.

At St. Louis (big money up) Roger Don pulled too hard on his lines and collapsed his chute. He came down rather fast and by some trick known only to him was able to get his chute open just in the nick of time to hit the bull's eye. The crowd was thrilled. Top money, $150.00.

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After accumulating enough time he joined Transcontinental and Western Air when the DC-2 was the luxury airliner. He stored his taper wing Waco in a barn near La Grange, Ill. "Might need it when furlough time comes." One day (our days off) he told me he wanted to fly his taper wing to Joliet. I thought he said Joleo. With his wife, Frannie, he filled up some milk cans with gasoline....took some oil and drove in his pickup to the barn. Roger Don chased the chickens from the cockpit It had not been flown for years. He blew out and we rolled 'er out. the gas line, filled her with gas and oil. Surprisingly enough to me it started. He warmed the engine up. Without goggles, scarf, gloves or parachute he gave us the thumbs up sign, his steely blue eyes were snapping, and started rolling down the cow pasture. He yelled out, "Pick me up in Joliet". I thought he said Joleo. The cows were smart.

They gave way and Roger Don was airborne in his taper wing Waco. He made one circle with the chicken feathers and other chicken things leaving a trail much like a skywriter might do. That feat is something this brown eyed boy would not attempt.

He was a bit testy when we picked him up in Joliet...we were late since his Waco was a bit faster than his 1930 Ford pickup. After this episode, I named him Joleo and it stuck as far as I know.

That has been over forty five years ago. The last time I saw Joleo, he still had good hands with good feet to match. He was still sporting the Roscoe Turner mustache and said he still drives the 1930 Ford pickup.

His breathing is like mine...labored, but he still has those Steely Blue Eyes and plays golfball left-handed and throws his clubs righthanded.

They only made one "Joleo!" * * * * * * * * * * * * LONG RANGE NAVIGATION

By Joe Carr In this day and age of VORs every few miles and either INS or Global Navigation available aboard most airline aircraft, it is difficult to realize that TWA once planned to use Celestial Navigation within the United States.

Some of the "Eagles" will remember that west of the Mississippi, except for a few four-legged radio ranges on four widely separated routes, there were very few navigational aids in 1940. Those low frequency ranges were practically useless, at night, except down the centerline of the airway; they certainly were not much good for off-airways flying.

When Boeing brought forth the glowing stats on the Stratoliner, management decided to try to fly non-stop coast to coast or, at the very least, non-stop from Kansas City to Los Angeles. But even the inflated performance figures indicated that a Great Circle Route would have to be used to make the flight with any degree of reliability. Pete Redpath, who did such great pioneering work in providing us with usable charts 63

in the days before Jeppessen, fell back on his sea-faring background and allowed how this could be done by shooting the sun, moon and stars.

Because of our Navy Big-boat background, which included a check out as Celestial Navigators, Bill Townsend (the Clearwater one) and I were asked to help Pete train some of the more senior pilots to sight a sextant through the cockpit windows of the 307 and come up with some numbers to plot on a lap-chart that Pete had pasted on a large sheet of aluminum.

Some of the newer pre-computer navigation tables just released , made it possible to devise forms so that if a number from Column A was added to another number from Column B, the answer could be found in Column C without teaching much about theory, You can imagine the picnic a couple of copilots had trying to get serious about math with such cut-ups as Harry Campbell, Frank Busch, Don Terry, and George Rice on a "morning after". Only when Otis Bryan or John Collings stuck their heads in were the paper airplanes and spit-balls put away and quiet restored for a short while.

Pete, Bill and I struggled through two classes of these senior pilots pilots before the ugly truth came out,....the Stratoliner didn't have the range.

A few months later, in June 1940, that venerable old workhorse brought the first pressurized "over the weather" flights to the traveling public....but it did it via existing airways.

* *

* * * * * * * * * *

Santa Rosa, California April 1, 1986 Dear Editor. TARPA TOPICS My first trip as a p ilot for T&WA , November 3, 1947, was with Captain A. C. Denning and hostess Dunn. MKC-ABO .

It was pleasant but uneventful, I had flown that rout- before many times with the Naval Air Transport Service. However, there were many interesting trips to follow during my short tenure with T&WA. I met many old Navy friends upon returning to T&WA...Jack Gandy, Frank Sargent, Sam Luckey, Bill Burgner and many others,..and many under whom I had served in the Navy....D. W. Tomlinson, M. L. Hoblit, Jack Thornburg, Wendell Peterson, John Harlin, and others, I flew many times as copilot with Jack Gandy in the Navy and on TWA. He was one of the smoothest and most steady pilots I knew. I thought I would never see him make anything but a "greaser" landing in the DC-3, but one black night at Amarillo I felt it coming...Jack was flying and he landed so hard we bounced about 50 feet into the air. I sing out, "Number One!" He wrestled the controls like he had a hold of a bucking bronco.

We hit hard again and bounce into the air. I sing out, " Number Two!" More wrestling, and another touchdown, dribbling down the runway. I

64

call out, "Number 3!" He took it in good spirits, but his face was as red as a beet. Later I flew copilot for him on Connie Flight 358 to La Guardia on December 25, 1948, when I finally managed that night to put an engagement ring on the finger of T&WA hostess B. K. Orr. (She has been stuck with me ever since.)

When I was flying copilot on a Connie for Captain Tommy Wardlaw, on February 12, 1949, LGA to STL, the MKC weather was really stinko.

Finally on the next day, February 13, our crew together with several other TWA crews was sent home from STL to MKC on the Wabash R.R. As we boarded, the train guard yelled, "Ain't the railroads wonderful!"

On another flight the captain, whose name I won't mention, became so incensed at the antics of a well known entertainer who was a passenger and who was delaying the flight that it almost became necessary for the F/E and me to physically restrain the captain from punching the entertainer.

I began to have concern about flying's peripheral problems when in Pittsburgh one snowy night a passenger came up to me and said, "I have a great idea for a book. My book character is hopelessly in debt with a wife and children to support. Do you see that insurance machine over there, by the wall?" I said, "Yes". "Well, my character buys a ticket on an airline, goes to that insurance machine and writes out a $250,000.00 flight life insurance policy on himself with his wife as beneficiary and gets on board the airliner with a time bomb in his suitcase."

I thought about that for a year or so, and about a year after I left TWA to return to law study at Stanford the airline insurance bombings commenced.

Several years later when I was in the practice of law, I wrote to then President-Elect Nixon, the FBI, the FAA, Senators and anyone else who would listen, saying that I felt that passengers and baggage should be X-rayed before flight. I still have the letter from ALPA saying, "The procedure you suggest would undoubtedly work, but it would empty the airplanes." The scanning procedures went into effect a few years later.

After TWA and Stanford law school, I was a Deputy Attorney General of the state of California and among other things counsel for the CalifLater I returned to Sonoma County law ornia Aeronautics Commission. practice and worked for eight years to get a VOR approach facility for the country airport.

While in this endeavor I worked with the film crew at the airport in the local shots for the movie "MAD, MAD, MAD WORLD" and with one of the pilots doing the flying sequences, my WWII student, Frank Tallman.

Then, taking a break from law practice, I moved to Libya with the family and the family cat to manage an air charter company in support of oil exploration and production throughout Libya.

We had a fleet of DC-3's and other assorted aircraft. Finally, I returned to Sonoma County as Legal Counsel for the county schools and retired from that position in 1982. Throughout this entire period I kept up my status with the Ready Reserve in the Navy and did both air transportation duty and flying with anti-submarine patrol squadrons.

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On June 9, 1983, after touring through New Zealand and Australia, I took a trip back in time at the International airport at Brisbane. At precisely 1013 that date I was privileged to be sitting in the captain's seat of Sir Charles Kingsford Smith's Fokker F-7 "Southern Cross" trimotor plane, exactly 55 years to the minute after his landing on the first flight from Oakland, California.

The airport was then known as "Eagle Farm Airport" but today is International and being further expanded.

In addition to Kingsford-Smith and his Aussie copilot Charles Ulm, the crew consisted of Americans Harry Lyon, Navigator and Jim Warner, radioman.

The rest of the story is that Lyon and Warner, situated in the rear of the cabin behind extra gas tanks, were unable to talk with the pilots in the cockpit, so they passed messages back and forth on a nail on the end of an eight foot stick. The stick leans against the front wall of the glass hangar housing the airplane on permanent display at the Brisbane airport.

On departure from Oakland May 31. 1928, Kingsford-Smith (according to the story told by the then Oakland Airport manager, Guy Turner) was in debt for various aircraft services and had no money at the moment to pay for it. He knew the sheriff was on the way with an attachment order which would ground the aircraft until the bill was paid. To avoid delay on takeoff, he arranged with the airport manager to give him a high sign if the manager saw the sheriff approaching.

The sheriff showed up, the manager gave the sign, and the crew took off before the paper could be served.

On that same June 9 I viewed the remains of the "Southern Cross Minor" in the Queensland museum.

This was an Avro Avian with a 120 hp Gipsy II engine.

The plane in the museum was sitting in sand just as it was when discovered in the sands of the Tanezrouft desert south of Reggane, Algeria, at 11 am February 11, 1962, twenty nine years after it had crashed and had been lost on a flight originating in Lympne, England.

The plane belonged to Kingsford-Smith and was piloted by William Newton Lancaster.

Also on June 9 I was shown the rugby field where American Arthur Burr "Wizard" Stone had landed his Metz Bleriot on July 6, 1912 after making the first airplane flight over Brisbane.

They say that old pilots never die...they just draw their pay. Well, I'm not very old, and I don't draw much pay, and I agree with Al Lusk's observation that "I find I have so much talent for retirement I just can't let it go to waste." So, if I can keep the family farms from going bankrupt I plan on my next trip to Australia to rent a plane at the Parafield airport north of Adelaide and fly up to Alice Springs and Ayers Rock.

In the meantime I hope to see some old friends at St. Louis; where I soloed in a U. S. Navy open cockpit N3N3 biplane, December 9, 1941.

Best regards, Tom Hitchcock * * * * * * * * * * * *

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PERSONAL EXPERIENCES

From L. W. Olson: My check-out on the DC-2 was conducted by Dispatcher "Red" Zabrisky--a fifteen minute walk through a DC-2 showing me the head, gear handle and cockpit. Strictly "on the job training".

This was the date of a phone call from Most exciting trip: 10/15/34.

Lew Goss offering me a job as copilot and he asked when I could make myself available.

This was about 10:00 am and I asked when the next flight left for Kansas City. He said four pm. I said I would be aboard.

Nothing ever topped this thrill as I had been pestering TWA for months trying to convince all concerned that I was needed. * * * * * * * * * * * * From John H. Graham: Last trip November 1969, FRA-JFK, terminating a round the world staged flight, I flew nearly 25,000 hours with TWA with no injury to passengers and no damage to aircraft. I attribute my record of safe flights with TWA to the excellent and strict maintenance of their aircraft.

I might add that all my flying and trips for TWA were interesting and exciting. * * * * * * * * * * * * My most interesting flight was from ABQ to ABQ From Dick Stambook: on 2/24/56, one of my familiarization flights on the Martin 404 prior to checkout, My captain, to my great good fortune, was none other We landed at ABQ in very strong westerly winds, than Don Quinliven, Our schedule was ABQ-LAS-AMA. visibility at minimums with blowing dust.

Because the entire area was affected by strong winds, the flight was delayed about a half hour in ABQ while crew and dispatch were contemplating skipping the landing at LAS. The airplane was parked into the wind collecting dust.

We taxied a long while to take off to the After takeoff and then reduction to METO power, we heard and West.

We only had two. Well, f elt considerable objection from both engines. after performing all the drill, including anti-icing, the engines smoothed out to produce reasonable climb power and we topped the local broken strato-cu at about 7500 feet and Don turned toward AMA after learning how sorry LAS weather was. Now was the time to discover oil on one wing behind the engine and consequently being able to observe the oil quantity gauge moving down. The other side was losing oil also, but not so dramatically. Not much of an occasion to shut one Now we learned that AMA wind had just caused tower evacuation down! by blowing out the glass! ABQ with its minimum visibility in blowing dust and strong ninety degree crosswind for ILS, was looking ever so We turned back west over the Sandias to intercept the appealing.

Don had me looking for the airport boundary. localizer, then let down.

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I was looking ahead, which was about thirty-five degrees to the right because Don flew with that much crab sometimes. I called a visual sighting and we flew across the East-West runway in a big left turn, then lined up and landed into the strong wind and had considerable taxiing again.

Numerous earth.

passengers expressed delight at having their feet back on

Well, the mechanic could not stick any oil in either engine. We later learned that there were holes in each engine's Number 8 piston, caused by dust contamination hot spots. We thought it best not to fly anymore that day, or until some better equipment was available, so off to the hotel and some libations for some.

On a serious note, I must say both in wartime fighter plane career, none have gained more bility and otherwise than Don

that of my various human affiliates, aviation and my most enjoyable TWA of my respect for professional capaQuinliven,

* * * * * * * * * * * * From Phares McFerren: My first trip on the line was from KC-CG to PG-NK on May 1, 1935, Plane #306. I flew with the one and only Alton Parker. ( Two man crew, no hostess) My second flight was from KC to ABQ with John Graves, Flight 7. We returned to KC on May 5, 1935 on Flight 8, Plane #318. We were about thirty minutes ahead of Flight #6 with Captain Bolton and F/0 Greason, which crashed near Kirksville, Missouri while attempting to land after missing at KC Muny. The result of the death of Senator Cutting on this flight triggered a mass of investigations and resulted in a lot of changes in the industry. My chance to observe the social graces of Captain Parker paid off in later years. He was one-of-a-kind among the ladies.

My most interesting flight was on a trip from Madrid to NY in a 707 on April 7, 1964. I was the captain of Flight 856, scheduled MAD to JFK in Plane #763 , a 131 type. Midway we elected to go to Gander account strong winds and lowering weather at our destination. There I took on all the fuel I could, account weather ahead. All was routine until I was on final approach at JFK. when the plane ahead of me blew a tire and the field was closed down. I elected to go to PHL, the time being early evening, but dark. I had several minutes hold at PHL - was finally cleared to approach At that time there was a change in the wind and I was told I would have at least one hour delay while the runway was changed ......that made no difference because the new runway was below landing limits. I went to Baltimore, where we landed as the field was closing down. I checked with dispatch and we were released for rest - after 10 hours 17 min. logged time, I asked

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we not be called before 6:00 am, it then being well past 10:00 pm.

About one hour later I was called and asked to get the crew on board to ferry to JFK. I pleaded fatigue and left a 6:00 am call. By 8:00 am we were there and ready. The plane was finally ready about noon, and we took off. We circled for about one hour at JFK, finally were cleared for approach, when about three miles out we were advised to pull up as a landing plane had blown a tire and the runway had to be changed.

I returned to PHL and after 2 hrs. 53 minutes that day, advised crew scheduling I would not be available for duty for 24 hours. They were quite understanding, and I took off for home, the rest took the train to NY. note those my next flight out was to PAR on the 16th....I really Iliked schedules. * * * * * * * * * * * * From George C. Duvall: My most unusual flight was on a trip from Cairo to Athens on April 21, 1967. We landed at Athens early in the morning before we were aware that a military coup had taken place For the next twenty four hours, we were without during the night. communications with the outside world and strictly on our own. Late in the afternoon arrangements were made to get a bus to take our passengers to a beach hotel and after checking found they had no help, and had to operate the restaurant with our crew and the owner so the passengers could be fed. Finally got released the next morning. * * * * * * * * * * * * From Bart Hewitt: My first trip on the line was from DCA to BW-8 on May 4, 1943 to May 20, 1943. I flew with Captain Bill A. Jamison, '/O Pat Whittaker, F/E Ernie Larsen, Navigator Mike Biondik. I was so excited that I left my B4 bag in Hangar #6 and had to have it sent on up to Presque Isle, Me. on the next flight. The 16 day trip included Goose Bay, BW-1 and BW-8, now called Sondrestrom Fjord (where the only thing left to eat was corn flakes and pancakes for the men on the weather station there) back to Presque Isle, another round trip to Goose and back to Washington. Flying time for the trip was 58:30 in a C-54.

My most unusual flight was on a trip from Washington to Abadan in This trip was actually TWA's first commercial flight December. 1945.

We were chartered by the American-Arabian in International operations.

Oil Company to fly a load of mechanics and the very pregnant wife of an ARAMCO vice president back to the states from Abadan. On the east bound ferry flight we had Jim Polizzi on his way to set up operations Swede Golien and Dutch Holloway on their way to Cairo and in Rome: Addis Abbaba to get things set up for operations there. Dink Hill was already in Cairo, having been hired by General T. B. Wilson, TWA's Board Chairman, to meet the flight. General Wilson asked us to bring home a big Persian rug for him which took two of us to stow in the belly

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of the first TVA DC-4, Plane #601 (the first with TWA paint on it, that is). More about the rug later. A young Egyptian gent helped me load the cotton pickin' thing.

We reversed our course from Abadan back through Cairo, Athens, Rome, Paris, Shannon, Gander and terminated in LaGuardia. NY. On leaving Shannon with forty passengers, most of whom were oil field mechanics with their tool boxes, plus the young lady heavy with child, and sufficient fuel for a 12:00 hour flight, we were slightly overloaded to put it mildly.

Some news hawk put out a release stating that TWA had just taken off with the "greatest" payload ever hauled across the North Atlantic ocean. He was correct.

In fact, when we landed at LGA, Frank Busch and Joe Carr met the flight and damn near fired all of us. It took us most of a week to try to make it look like we were "legal".

No way!

Some 20 years later I happened to be flying a 707 into Cairo and as was frequently the case, I was invited to have dinner with TWA's Sales Manager, Mr. Fuad Ahzabhy, who will be well remembered by many of us for his hospitality. After a lovely dinner, we were in Fuad's living room having coffee when Fuad said, "Bart, it seems to me that you and I have met somewhere before you began flying the 707's here.

Where could it have been?"

I asked him how long he had been with TWA. He said, "About 20 years, since 1945".

I asked him who had hired him and he said, "General Wilson hired me."

I asked him if he remembered a Persian rug belonging to General Wilson and he said, "Boy, do I remember that rug. Why it took me and the First Officer about a half hour to load that rug in the DC-4".

I then said, "That is where we first met, Fuad, because that was me on the other end of that damn rug!" Needless to say we had another cup of coffee and a great laugh over it.

I have purposely left until last the names of the crew on that first commercial flight on TWA's international Division because the Captain was never given the credit he deserved for having flown it. Very few people ever knew that our first commercial flight was in December of 1945, except Frank Busch and Joe Carr and a few of us who were involved in trying to straighten out the paper work on the weight slip.

The crew: Captain Roger H. Kruse; First Officer Bart C. Hewitt; Flight Engineer Harry E. Young; Navigator, Roger K. Smith; Radio Operator, R. M. Major; F/S/0, R. Morehead .

Trip flying time, 83:25, Plane #601. Gross weight out of Shannon, 82, 425 pounds. Trip dates, 12/8/45 - 12/18/45.

Also, I have some beautiful slick color photographs of Plane #601 taken in Cairo by Captain Aubrey Hart, USAC, Ninth Air Force, on December 15, 1945.

Captain Hart was a B-17 pilot in General Wilson's command, the Ninth Air Force, at the time and is now a neighbor and friend living in nearby Evergreen, Colorado. * * * * * * * * * * * * 70

From Bill Harrison: My first trip on the line was from SFO to PHX on May 17, 1942 with Captain Bill Dowling and Hostess E. Larson. We were in a DC-2, Plane #326. Captain Dowling said he would give me some landings when we got a DC-3, and didn't have to pump the gear and flaps up and down. Bill Dowling was a smooth pilot and a fine gentleman.

My most interesting; unusual flight was on February 23, 1976, from Bermuda Dunnes to Santa Monica, with Jimmie Doolittle, Eddie Ballande and Noel Wien for lunch at the El Dorado Country Club with Harold Bromley, Cliff Henderson, Ralph Savory (P.A.A.) and Clarence Brown, a friend of Eddie Bellande's. Flight was in my C-180. This flight may not belong here, but it was interesting! * * * * * * * * * * * * From John Mitchell: My first trip on the line was from MKC to ABQ, on a DC-3. I flew with Captain Mel Rodgers, and copilot was Captain Dick Wegner from MKC to AMA, then another crew from AMA/ABQ. Captain and crew on the entire trip very helpful. Lousy beginning from MKC as someone stole Wegner's crew bag and then mine from baggage rack at the employee's entrance - otherwise a very nice trip.

Always looked forward to going out on a All trips were interesting. trip and coming home. Nothing unusual or exciting as far as I can recall.

Have enjoyed my retirement to the utmost. Purchased a little puddle jumper (150-H) with short range tanks (one rest room to another), and fitted it with best of radio equipment so I can listen to centers, I'm Chief Pilot, GMF, Check Person, BOSS, Cabin Attendant, towers, etc.

Flight Engineer and head mechanic. Never had it so good. Hope everyone who retires or has retired enjoys it as much as I do. Thanks to all of you who helped make my time with TWA enjoyable and my career a success. Special thanks to all of you who make TARPA successful...especially enjoy the TARPA TOPICS. Best to you, Captain Clay, and all the rest. * * * * * * * * * * * * My first trip on the line was from Natal, Brazil, From Karl Ruppenthal: to Accra, Ghana (then the Gold Coast) via Ascension Island.

I was about as green as they came. But I had absolute assurance that the other members of the crew were marvelously well qualified. (It was not until much later that I realized that they were only a little less green than was I!) We took off from Natal at nightfall with no idea what was on board the plane nor how much it weighed, but we somehow got off the ground. After an endless flight over water, we managed to find Ascension Island--about one mile wide and two miles long-- in mid Atlantic. We did that largely by guess, by swinging ADF needle, by a couple of weak star shots, and by the Grace of God. After a quick ( and pretty miserable) breakfast, we continued on to Accra. It was easier to find the coast of Africa--although some of our hot shot pilots 71

missed their destination airports by a couple of hundred miles. But it was great fun, great adventure, and an exciting, new world for me ---and a couple dozen other kids from Kansas. * * * * * * * * * * * * From Babe Vance: My first trip on the line was from MKC to LGA/MKC in January 1940. I flew with Frank Busch checking Bronson White to LGA, then Busch and D. W. Tomlinson LGA/MKC. This was my student flight, and was real interesting and informative.

Busch and Bronson had a ball to LGA - I think this was a final line check for Bronson updating to Captain. Stayed at the gorgeous Plaza Hotel for about $1.50. Bronson showed me around, including the poker room, which we did not get involved with. On return the next evening, Bronson went elsewhere and Busch and I went out to LGA and found out that D. W. Tomlinson was set up to captain the flight to MKC and Busch was set up to be his co-pilot. Also developed that Mrs. Tomlinson was going along, so Busch had me do the copilot bit with D. W. and he, Busch, rode in back with Mrs. T. D. W. Went to the back every once in a while and on one such occasion while I was alone in front, Columbus called and said we were supposed to land at Columbus for some special deal.

I couldn't figure out the radios to answer and when D. W. finally showed up and I told him Columbus was calling, we were right over the field at Columbus at about six or eight thousand feet.

No sweat - D. W. just bent it around and landed, picked up whatever it was, and we were back on our way again. Frank Busch, Tomlinson and Bronson were great guys and it was a great way to start an airline career. * * * * * * * * * * * * From W. E. (Bill) Townsend (Florida): My first trip on the line was from KC to CG on March 3, 1940 with Captain Bob Larson.

The last half of the flight was on instruments, with a low approach at Midway.

Of course, I was nervous, and my first encounter with After one or two mistakes airline jargon was not quite satisfactory. or misunderstandings, as my tension grew, Bob said, "Just relax, we'll do okay." He handled radio and we made a nice, comfortable approach and landing.

I always tried to remember his "just relax" in later years, when I had a similar situation with a new pilot - and in many other things. Thanks, Bob. By the way, Midway Airport has always been 90째 out of orientation to me, since that approach. That's 46 years ago, this month.

Many years later, Bob and I gave each other a check ride on an A707, round trip, SFO-DCA - that was just great! * * * * * * * * * * *

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From Dick Beckner: My first trip on the line was from MKC to GRP on Flight 716 (C-47 Cargo) July 21, 1952. I flew with Charlie Eubanks and Dean Smith. Charlie and Dean were super helpful and made my initiation lots of fun. Fine gentlemen, both.

My most exciting flight was on a trip from MKC/ICT to AMA on September 10, 1952. It was Flight 377, DC-3, with Captain Gene Exum. Gene gave me my first instrument approach on TWA (left seat) at AMA - WX 300/1.

Ceiling turned out to be 75 feet in fog.

"Ex" gave me a big pat on the back but didn't realize how scared I was.

My knuckles were still white the next day!

Retired November 13, 1985 - thanks to Mr. Icahn.

Part of a letter from Dick Beckner: A little side note: I was looking through that fantastic MEC yearbook, THE MAKING OF AN AIRLINE, after I finally received my copy, and confirmed a long-held understanding of mine that I was given my first airplane ride by another TWAer... in a Ford Trimotor back in the mid-thirties. A family friend gave me a dollar to jump on board at the last minute for a memorable first flight; this after the pilot had looped the thing and performed several other slick maneuvers with it, such as scooping a scarf off the ground with his wing tip. Earlier he had given the crowd a wild aerobatic demonstration in a sleek little Continental racer. He gave me his autograph after the flight and I heard someone say that he was a TWA This gentleman's name was Harold A. Johnson. Maybe there's pilot. an "Eagle" out there who remembers this daring pilot?

That's about it, Al, I joined TARPA a couple of years ago, but haven't really been very active----I'll have to change that. Glad to be aboard!

Warmest regards, Dick Beckner * * * * * * * * * * * *

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THE NIGHT BEFORE PITTSBURGH 'Twas the night before Christmas And all through the day, Airways were fouled In their usual way

For many's the crew who has Wandered for days, Groping their way through the Smoke and the haze.

The controllers stockings were hung by the chair In hopes that St. Nicholas Soon would be there.

In search of a trip They've left on the mat, To see through that stuff Takes the eyes of a bat.

Santa was cleared To the tower at six, To descend VFR Their usual tricks.

And how often they've given 400 and 2 But pilots all know this Seldom is true.

To hold at New Alex If unable to do You all know the story It's happened to you.

For measuring the ceiling Is the job of a mole, They start from way Down in a runway hole.

His sleigh was all loaded With presents so bright, A load of surprises To spring on some flight.

So there was old Nick Complacent and fat, He'd soon be as busy As the proverbial cat.

A big ouija board To put to the test, A new holding pattern More confused than the rest.

He arrived at New Alex And gads what a night There wasn't a thing but The reindeer in sight.

He thought with a gleam In his merry old eye, For me on this night They'll clear all the sky.

So he called to the tower And told them by gar, I cannot descend To the field VFR.

But Santa knew nothing Of Pittsburgh delays, A routine condition Is snow, smoke and haze,

Get me on down I don't want to wait, The tower called back And said "Climb up to eight".

An eighth of a mile And most always worse.

Instead of a crash truck They should have a hearse.

We can't clear you down And please don't insist, For a Capital trip on Approach has just missed.

These Pittsburghers speak Of their city so fair.

How can they tell that The city is there?

Proceed on to Cecil Report reaching eight, Repeat your instructions To be sure they are straight.

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But Was Not But

the tower transmission garbled and weak, a thing could be heard a wheeze and a squeak.

The night was soon filled With the popping of ears, Old Santa's, the sleigh's And his tiny reindeers.

So Santa continued To hold at the marker, With the smoke and the haze Getting thicker and darker.

Then leveling off At 2000 feet He heard what to him Was music so sweet.

Then all of a sudden His heart did a flip, For there dead ahead Was this Capital trip.

The tower just then The silence did broach, Pittsburgh to Santa You're first to approach.

He banked to the right And they missed by a hair, But it sure gave Old Nick And his reindeer a scare.

Check over the station And when VFR, We hope you get in After coming this far.

So he picked up the mike, And raised quite a clatter, But all that he got From the tower was chatter.

Both ends of the runway Are closed to the middle.

But there's 200 feet As fit as a fiddle.

He thought to himself With a wisened old grin, I know of a ruse That will sure get me in.

So Santa proceeded On down the Course, Shouting his wrath to The skies till near hoarse.

I'll tell them my sleigh Is all loaded with ice, They'll clear me on down To the ground in a thrice.

When suddenly Blitzen Looked up all amazed, The signals confused him First N's and then A's.

How wrong can one be?

For they called him again, Proceed to Cecil and Climb up to ten.

The leg was as curved As a shapely young lass, The N's and the A's Were sounding en masse.

So he threw up his hands And said in disgust That crowd in the tower Is quite a brain trust.

The static his signals Were beginning to mar, He sure could have used That Bethlehem Star.

Then he flew on to Cecil And held for an hour, Periodically cursing the Smoke and the tower.

His hand on the throttle He chopped off the power, We're over the cone He called to the tower.

Finally they cleared him From ten down to two, Plan to leave Cecil In a minute or two.

The And The The

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tower called back said Sorry, Old Bean, weather is now worst we have seen.

A new Pittsburgh special 100 and an eighth, We hope that this news Hasn't shaken your faith.

This whole situation Has been quite some sport, If you ask me, they should Have left Pittsburgh a fort.

We expect an improvement In an hour or two, So climb up to eight That's the best we can do.

And never put buildings And airports down there, To the people and pilots It just isn't fair.

Make your climb VFR From four to six, And report over Cecil If you can read the fix.

They've got ATC A control tower, too, But I would suggest They get something new.

But Santa was finally Pittsburgh wise, The outcome of this Wasn't tough to surmise.

The release of an atom Right over those mills, Would cure more damn problems Than Carter has pills.

He picked up the mike And his voice was quite clear, But his tone was now lacking His usual cheer.

As heading out West We all heard him say, I have one good word For TWA:

Had a real nice time At your party, he said, But my work hasn't started And I'm ready for bed.

The employees at PIT I know are all swell, And they have to put up With the smoke and that smell.

Then his voice took on A benevolent tone, And he spoke very soft In his radio phone.

SO THIS MESSAGE TO THEM I'D LIKE TO CONVEY, A VERY MERRY CHRISTMAS AND A CLEAR SMOKELESS DAY. Submitted by Gordon Hargis

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THE TARPA

GRAPEVINE It's been about year since I agreed to take over the GRAPEVINE from Ole Olson, who I said at that time would be hard to replace. As I've said in previous issues, I thoroughly enjoy doing this bit, although a couple of weeks before my deadline, I wonder if I'll ever get it all together in time. This issue will be no exception.

But as in the past my good old reliable sources come up with material and bail me out.

The St. Louis Convention was something exceptional in my humble opinion.

The turnout was good and yours truly went around with camera and notepad in hand to get as much news as possible. The kind words that I heard about the GRAPEVINE and the TOPICS in general were most reassuring. And several individuals have sent in some most interesting items as promised. These will appear later.

But after talking with so many, I know that there are a lot of people doing a lot of things which are of interest to a lot of people. So why don't you drop me a note about it? Please!

R.Guilian M. 1852 Barnstable Rd. Clemmons, N. C. 27012 919-945-9979

Probably by this time, most everyone has heard that there will be no more issues of the SKYLINER. M any have written to management to persuade them to change their minds but it has apparently faller on deaf corporate ears.

This rakes the TOPICS along with the SENIORS ':""LETTER more important for all of us. W here else will we learn of our friends activities, vacation ideas, illnesses, or, heaven forbid, the passing of one of our members or relatives of members. As I have previously, I ap p eal to each and every one who reads the TOPICS to keep us informed. A note to the Editor, Al Clay, or to myself or to Ed Betts or Joe McCombs or any Committee member will certainly be directed to the correct person for dissemination to the troops.

Let's hear from you. * * * * * * * * * * * * * * * * * * * How come age 65 was established as a retirement age?

According to an article I recently read, more than one hundred years ago, the German head of state, Count Otto von Bismarck, unknowingly defined who the "elderly" are in the 20th century.

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Count Bismarck declared that all workers who achieved the age 65 would be entitled to retirement and rewarded by an old age pension. This was a political ploy by Bismarck, since the life expectancy of the average worker in Germany in 1876 was only 40. He would therefore be credited with setting up a retirement system but wouldn't cost his government much since few would live long enough to draw benefits.

Today the life expectancy in both Germany and the U.S. is well over 70, but the magic number of 65 remains in determining who is "elderly" and who isn't.

Our Congress adopted this age 65 when enacting the Social Security law in 1935. A major change took place when the "mandatory retirement age was changed in 1978 from 65 to 70. But the designation of "elderly" revolves somewhere around Bismarck's magic number. * * * * * * * * * * * * Received too late for the last TOPICS was a note from BOB CATRON in which he stated he had joined the retirees January 1, 1986; doesn't miss the flying when he sees the articles on terror and found his three and a half years as a F/E enjoyable. * * * * * * * * * * * * Also from retired F/E WALT BUMPH came a note to our Secretary, saying he was joining the ranks of retirees on June 1, 1986. He recalled some fine trips to Madrid with Joe. Welcome to the fold, Walt. * * * * * * * * * * * * ADRIAN (TONY) STAHL wrote back in May that he had just returned from his eighth cruise around the world. Was trying to catch up on all his bills (including TARPA dues) and his income tax. Tell us more about your cruises, Tony, * * * * * * * * * * * * Incidentally, it would behoove all members to re-read page three of the July edition of the TOPICS regarding the revision to TARPA policy pertaining to the "grace period" for payment of dues. * * * * * * * * * * * * Did any of you notice the "T" shirt that A. T . HUMBLES was sporting at the convention? It had Heron Island printed on it. The following letter received from A. T. gives an explanation "As usual I thoroughly enjoyed the reunion in St. Louis. Sam Luckey did a fine job and he and his wife deserve a lot of credit.

"I don't understand why more don't come to these functions. Maybe I value old friends and acquaintances more than some people do.

"Betty and I had a nice trip to Australia in March. My son had two 78

months of his medical training in New Zealand in February and March and was given the last two weeks of March off so he met us in Sydney on the twelfth of March. We rented camper vans and drove around twenty five hundred miles. Spent three days on a small island called Heron Island on the Great Barrier Reef which was fabulous. Fare was similar to the fare on some luxury cruise ship. We were there over two weeks.

"I had never been there before. It was their summer and everything was so green and pretty. They don't litter their highways as North Carolinians do.

Crime is much less than here. They grow bananas, pineapples, fruit, wheat, corn, etc.

And of course, cattle.

"Flew my Rockwell 112TC down to Florida the weekend before we went to St. Louis for my grandson's birthday. Stopped at St. Simons Island, Georgia, to buy gas from Al Clay's son, Bill.

"Appreciate the fine job you are doing with the GRAPEVINE." * * * * * * * * * * * * Many of us who flew out of LAX in the 50's and 60's remember a very KAL retired in 1971 and during the personable pilot named KAL IRWIN. past few years has had some serious medical problems which went unnoticed by TARPA until he failed to pay his dues. It was learned by ED BETTS that the reason for this was that he had undergone a bypass operation in January of 1985. During his recovery period, he was not properly monitored and as a result went into a coma which lasted over a week, with resultant brain damage. In October of last year a nurse let him fall and strike his head and as a result he has not spoken or smiled since.

I talked with his wife LILLIAN last week and she was quite willing to Although he does not respond at present, talk about KAL's condition. as he did in the past, to notes from acquaintances, I know that Lillian would like to hear from any of KAL's friends who might like to send her a letter of encouragement. Please drop her a line. Her address is 1200 Lida Street, Pasadena, California 91103. * * * * * * * * * * * * I think the above points out why it is most important to let any of us associated with TARPA TOPICS know of any of our members who are experiencing a medical problem. * * * * * * * * * * * * In the "Small World department" A. T. writes that a friend of his recently returned from a tour of the states. While in Jackson Hole, Wyoming, they attended a church service where they heard an excellent sermon

79

by one who was not the regular minister, but a retired TWA pilot.

J. D. BOREN had delivered the sermon. * * * * * * * * * * * * Another TARPAN active in church work is FLOYD EVANS. According to a newspaper article sent to me recently, FLOYD, who is a former mayor of Delaware township in New Jersey, is attempting to prevent a 19th century stone church, the Locktown Baptist Church, from being converted to a private home by a local businessman. He is a member of a group of 25 citizens fighting to keep the century old church a historical landmark. * * * * * * * * * * * * A recent letter from GORDON HARGIS informs our Secretary of his retirement as of December 1, 1985, and is now residing in Haltom City, Texas (a suburb of Ft. Worth). Says he'd like to hear from any TARPANS in the DFW area. Also states he thinks there are many (A's) in the directory who should be (R's).

OK all you guys, make GORDON and the Secretary happy by correcting your status if need be. * * * * * * * * * * * * We have been recently notified of the passing of retired Flight Engineer HAROLD A. "OSCAR" KONITZ on August 23, 1986. Oscar retired from TWA in 1971 after 38 years of service. His surviving sister, Mrs. Honor Jordan, is the wife of retired Vice President of Technical Services, Al Jordan. * * * * * * * * * * * * A letter from CHARLIE STRICKLER advises of the passing of former ICD Navigator JOHN (JAY) DORM. He gave no date. He thought any of those who remembered JOHN might like to write to his widow: Rachel Dohm, 12240 Woodbridge, Studio City, California 91604.

CHARLIE also stated that he "thought the last issue of TOPICS was the best ever.

Same for the new directory." * * * * * * * * * * * * E. N. (ED) HUBBARD writes that he is busy with agriculture and taking care of a wonderful 98 year old mother. Says he never thought in 1942 when he got into the flying business and being assigned some unpleasant duties like barracks cleaning, area policing, landscaping and KP that he would be back at it 45 years later. But he says it is a "very maturing experience and worthwhile - I suspect." * * * * * * * * * * * * SAM and MARGE LUCKEY who have been mentioned before for doing such a fabulous job with the St. Louis convention followed up their hard work by sending a message of thanks to all those who had lent a helping hand.

80

A very thoughtful thing for SAM and MARGE to do. * * * * * * * * * * * * A thank you note was sent by Honorary member ANITA LOVELETTE to those responsible for the TARPA convention in STL. She says it was her first time at a TARPA get together and she found it to be a thoroughly enjoyable experience. * * * * * * * * * * * * From ED BETTS, thanks for the following cartoon depicting the one and only CHARLIE (BLACK DOG) DAVIS making a casual putt during the annual Montecito Country Club championship a month or so ago. The twosome, (BILL TOWNSEND AND "BLACK DOG") came in second.

THE 'BLACK DOG' DAVIS PUTTING STANCE

* * * * * * * * * * * * 81

I also heard from our Historian that members RUSS DROSENDAHL, "SOL" SOLOMON, and BOB VAN AUSDELL are all members of a CAF Squadron in the San Fernando Valley and have several of their aircraft parked at the Camarillo Airport.

They have a C-46 and two SNJs. One of the members also owns a B-25 "Mitchell" and since ED used to fly those in the Big War, he got conned into plunking down $50 for a ride. He says he's not too proud of his proficiency (only lost 250' in a 360) nor was he able to fit as easily through that narrow tunnel under the pilot to the nose.

Things change size in 42 years, don't they? * * * * * * * * * * * * Am sure all of us enjoyed the article about Hugh Herndon, submitted in the last issue by JOE CARR. I wrote to JOE and asked about his activities after retirement and received a very nice reply. Also an account of the first attempts at long range navigation for the Boeing 307, which appears elsewhere in this issue.

JOE advised that just prior to retirement and quite by coincidence he took on the job of setting up an ATR course for AOPA. Seems that AOPA had no one in the organization with airline experience, and since he had taught the course for TWA (ICD in 1942 and 1949), they dumped the job in his lap and a new career was launched. He spent the last two years of flying the line boning up on the basics and in his words, "It is amazing how much you can forget in 30 years." He subsequently trained other non-airline pilots to teach the course and now is able to be a little more selective when it comes to locations at which he must teach.

To show how little some things change, he states that during the past few years he has had as students sons of three pilots to whom he had taught the course on ICD. JOE says he has selected Phoenix as an assignment to teach the course and plans on spending some time with ROSS WEAVER while out there.

ROSS was his right-hand man during those early days. * * * * * * * * * * *

*

Our Secretary received a nice note from PATRICIA LUNDBERG, thanking TARPA for the donation made to the Retirement Foundation in ARNE's name.

Last issue of the TOPICS carried the notification of ARNE's passing with an article written by ED BETTS. * * * * * * * * * * * * FRED and ESSIE LINGENFELSER have advised us that they have moved to the Spruce Creek Fly-in community near Daytona Beach, Florida. FRED will be retiring November 1, 1986 (early) and plans on building a new house and hangar at this location with its 4000 foot paved and lighted runway.

They want all their old friends to drop in for a visit and some hangar flying After he finishes the house and hangar he'll be looking for an airplane to put in it. That's planning ahead! * * * * * * * * * * * * 82

"Retirement at 65 is ridiculous.

When I was 65 I still had pimples."

-- George Burns

* * * * * * * * * * * * BILL WATSON, who retired last year, has just joined TARPA. Says he has been very busy building a house, but now wants to participate in retirement activities, such as TARPA. He values the friendship in our organization.

Welcome aboard, BILL. * * * * * * * * * * * * Some notes came in on the back of the "Update Forms". One from FRED PASTORIUS says - "Thanks a lot for all the hard work you guys are doing". and from BILL FLANAGAN--"Once again I must say THANKS to all the guys and gals who do such great work for our organization, while the rest (either) don't or can't help." * * * * * * * * * * * * A new TARPA member is JIM McCLURE. Jim retired (early) in 1973 and is residing in Dayton, Tennessee. Says he hasn't seen any TWA people since retiring except for a visit from eight or nine years ago from ROLLIE BOLDEN. Says he is kept hopping with his two daughters and four grandchildren living within a quarter mile. Also he has been experiencing that "cone of silence" but was too busy to notice it.

Glad to have you aboard, JIM, and hope you will stay in touch. Our directory is the greatest and will keep you informed of TARPANS addresses as well as members who have passed on. * * * * * * * * * * * * The following is a letter from ADELE SHERWOOD to our Secretary following Hal's passing: "Warn thanks for your letter of August 7. Hal's children and I are touched by TARPA's proposed memorial to Hal, and we send our deepest appreciation. We can't think of a better way to remember such a fine person.

"I am glad to accept Honorary Membership in TARPA, and I'll try to attend the Anaheim meeting. I want to keep in touch with the TWA family.

"Thanks to you and Jean for your expression of sympathy and especially for being here for the service." * * * * * * * * * * * * We are sorry to report that St. Louis based TWA Captain Robert Long, son of DICK and ALICE LONG, died in late September. We extend our sympathy. * * * * * * * * * * * *

83

Another note of thanks came in from Mary Duffy Epifanio, daughter of TOM DUFFY. "On behalf of my mother and sisters, I send sincere thanks for your lovely letter and my apologies for being so tardy.----If you knew Dad since 1946, you certainly knew what a great person he was." * * * * * * * * * * * * Another new member is GIL MORGAN. He says that he and Pete Myers keep the midwest terrorized with their racy homebuilts. GIL owns a Pitts and a restored Culver Cadet. More candidates for that fly-in. * * * * * * * * * * * * A TARPAN who responded to my pleas for letters was BOB GARRETT from Nashville, Tennessee.

BOB retired in September 1985 and has just attended the TWA retirement party (1986) at Phoenix, and gave a glowing report of that event. He said the highlight of the event to him was seeing so many of his old friends from the Detroit domicile whom he referred to as "Yippies" (Yipsilanti) group. He would like to hear from as many of that "old" group as possible with thoughts of a gettogether during the 1987 TARPA convention in Anaheim. BOB had a short retirement.

He is flying as a corporate pilot for Hospital Corporation of America.

So, all you "Yippies" write to BOB (and me, too---I was a Yippie for two weeks.) * * * * * * * * * * * * The following letter was received from HARRY STITZEL, former radio operator: "Dear Joe: "At this late date, I TARPA. Even though I work and expense that TARPA. I am happy to

would like to thank you for my membership in qualify as an EAGLE, I now appreciate all the goes into keeping the gang together and running pay the usual annual dues. Regards, HARRY STITZEL Ex ICD TWA F/RO

Thanks, HARRY.

We all appreciate it. * * * * * * * * * * * *

I will have a report in the January TOPICS on the 25th Round Up at Wickenburg, which is scheduled for the week of October 26th through November 1, 1986. * * * * * * * * * * * *

84

This article, from an early 1942 edition of the Kansas City STAR, was sent in to our secretary by Arby.

We have had to assume it was early 1942, as Arby's date on the seniority list is 420401.

The upper right side was damaged so I was unable to determine the names of the aircraft on which he had instructed.

Care to fill us in, Arby? * * * * * * * * * * * *

85

In conclusion, here is a bit of trivia about dear old TWA, re: 1936, sent in by PARKY: "Business booms for us and we make a profit for the first time---$291,974,41 and declare a dividend of 25 cents a share. In February, John Hertz and Ernie Breech get together the five year employees for a five year dinner at the Kansas City Continental.

"On March 18th, we take most of our fleet and press them into service to help PIT in the big flood with 14 airplanes hauling in Red Cross supplies and tons of rubber boots.

"In April, Otto Ferguson cracks up in Pennsylvania and Nellie Granger becomes a heroine saving the life of EWR Mayor Ellenstein.

"In May, the mechanics start what is now the IAM. "On June 1, we move from Glendale to Burbank with Captain Milo Campbell and First Officer Frank Busch making the first landing at Burbank.

"We carry 88,851 passengers in 1936 - and in 1986 we board more passengers at STL than that in less than a week." * * * * * * * * * * * * Now you've heard the rest of the story! * * * * * * * * * * * * Peggy and I send you best wishes for a HAPPY THANKSGIVING and a MERRY CHRISTMAS. * * * * * * * * * * * *

86

ADDRESS CHANGES and/or ADDITIONS . . . .(Read Across)

(R)

(A)

ANDERSON, THOMAS W.

CAPT.

(R)

254 DIXIE LANE

PAIN DESERT, CA 92261-3273

TARPON SPRINGS,

619-341-4818

813-904-1968

BERG, BRADFORD

CAPT.

(NELL)

F/E FL

(A) BUDZIEN , WARD C.

670 GOLF VIEW DRIVE

TEOUESTA,

TUCSON, AZ

FL

33469-1922

(GERDA) 33589

CAPT.

197 GOLF VIEW DRIVE 305-744-8301

(R)

AUDETTE, ROBERT J.

P.O. BOX 3273

(ALL NAIL)

(MURIEL)

85704

602-742-3871

CAMPBELL, Jr., V.R. 'BOB' CAPT.

(ALDEE)

(R)

6123 SANDY NAY

CARR, WILLIAM G.

MR.

(MARTHA)

P.O. BOX 28536 GLADSTONE, MO

P.O. BOX 219 BROWNS VALLEY,

CA

64118-8536

816-452-5613

95918-0219

916-742-1921 (R)

CLANCY, JOHN J.

CAPT.

(R)

POMPANO BEACH,

SANTA MARIA,

FL

33064-6635

DOERY, FRED

CAPT.

(NAN)

(R)

MD

GEROW, EUGENE

GRANTS PASS,

CAPT.

(R)

PRESCOTT,

OR

97006-1586

CAPT. (OCT-MAY)

AZ 86301

602-445-7393

HARGIS, GORDON N.

CAPT.

(R)

HODGES, MARVIN L.

FORT NORTH, TX 76111

TUCSON,

602-298-9335

HORN, C. ROBERT

R/P

F/E

102 S. SHERWOOD VILLAGE DR., 12116

817-581-7868

(HARRIET)

(R)

AZ

85710

KOLLER, FRED

F/E

(SONIA)

12130 US 41 S, 1119

3234 S.E. FAIRWAY E

GIBSONTON,

STUART,

KOLLER, FRED SALEM,

SC

FL

33534-9737

FL

33494

(NOV-NAY)

305-283-1229

F/E

(SONIA)

(R)

LATTIMORE, JOHN I.

CAPT.

(BETTY)

31 PERKINS DRIVE 29676

(JUN-OCT)

PRESCOTT,

803-944-1873

LATTINORE, JOHN L.

AZ

86301

(JUN-SEP)

602-778-1742

CAPT.

(BETTY)

(A)

17623 BUNTLINE DRIVE SUN CITY WEST, AZ 85375 602-584-3245

(DE DE)

97526-5954

GILBERT, STEWART B.

ALOHA,

11 SPY GLASS

(R)

OR

3111 ANGUS DRIVE

813-645-9146

(R)

CAPT.

21795 S.W. BLAINE STREET

5301 SPRINGLAKE PARKWAY, APT $111

(R)

GALLATIN, HARRY C.

20850

503-642-0911

(R)

93455-5110

604 WOODLAWN CIRCLE

30 COURTHOUSE SQUARE, SUITE 200 ROCKVILLE,

CA

(LEE)

805-934-3406

c/o HOMEBASE

(E)

CAPT.

2360 LAKE MARIE DRIVE

305-421-4672

(R)

CLARK, HARRY F.

3870 N.E. 17th AVENUE

LINGENFELSER, FRED

CAPT.

1807 CHANDELLE COURT (OCT-MAY)

DAYTONA BEACH, FL 32014 87

(ESTELLE)

NEW MEMBERS .............. (Read Across)

(A)

BAILEY, STANLEY E.

CAPT.

(SHYRL

)

(A)

CARSON CITY,

LAKE QUIVIRA,

MV

89701

BERNHARD, THOMAS D.

CAPT.

(I)

CA

90292

)

66106

BOWMAN, VERNON L. 'BILL' CAPT.

(JEANIE)

ST. JOSEPH, MO 64506 816-279-6251

BOYD, BENJANIN M.

CAPT.

(LEDIA

)

(R)

2900 NEST 53rd STREET XS

BRAFFORD, WALTER G.

CAPT.

(EVELYN)

RFD 4, BOX 146

66205

LEBANON,

913-722-1473

MO

65536

417-588-1516

BRIDGES, EUGENE D.

F/E

(R)

P.O. 60X 11609 ALBUQUERQUE,

BUCHANAN, GLENN G.

CAPT.

(MARY)

5703 SHERIDAN DRIVE

MM

SHAWNEE MISSION,

87192-0609

505-293-7220

(R)

(SANDI

4317 HILLCREST DRIVE

213-823-2853

FAIRWAY,

KS

CAPT.

913-631-0616

MARINA DEL REY,

(R)

BEAR'

408 PUEBLO WEST

13210-J. ADMIRAL AYE

(R)

'

4105 HIGHWAY 395 NORTH 702-849-1211

( R)

BECK, ROBERT N.

KS

66205

913-432-6981

BUCKLEY, ROBERT R.

CAPT.

(MAUDE)

(R)

GAY FARM ROAD

CASTERLIN, GEORGE R.

CAPT.

(GLORIA)

5202 E. SHANGRI-LA ROAD

RR 11. BOX I445

SCOTTSDALE,

NEW LONDON,

602-948-4892

NH 03257

AZ

85254

603-526-4850 (R)

CLEMENTS

GEORGE E.

F/E

(MARJORIE)

(R)

(KAYE)

HIGH POINT ,

WHEATON,

NC

27263

IL

60187

312-665-8939

(A) CUMMINGS, TERENCE R

CAPT.

(JEAN)

(R)

22101 N. SCHWERMAN ROAD

DAVID, LESTER R.

F/E

MUNDELEIN, IL 60 60

SUNAPEE, NH

03182

603-763-2722

DAVID, WALTER R.

CAPT.

(DELORES)

(R)

DAY, Jr., CHARLES E.

2231 CAMINO DEL ROSARIO

105 61st STREET

SANTA BARBARA,

NEWPORT BEACH,

CA

93108

805-9642

(R) ERICSON, O. L. CAPT. (MARY ESTHER) FL

(RI

CA

92663

FERRARO, JOSEPH R.

F/E

(DONNA)

5248 SCHOONER OAKS 32507

STUART,

904-492-1322

FL

33494

305-286-6660

FOWLER, JAMES 1. F/O

(NATTIE)

(R)

GALLAGHER, EDWARD P.

3409 EMBUDITO , N.E.

59 SLYVAN ROAD

ALBUQUERQUE,

MADISON,

505-293-1843

CAPT.

714-548-1057

3 PAMLICO CIRCLE PENSACOLA,

(ALVINA)

BOX 373. BEACH STREET

312-438-3466

(R

CAPT.

2 SOUTH 161 ORCHARD ROAD

919-434-1991

(R)

CORBETT, JAMES E.

200 HAVENWOOD DRIVE

NM

81111 88

CT

203-245-4532

06443

CAPT.

(CORINNE)

NEW MEMBERS.............. (Read Across)

(R)

GALLUP, JOAN) ROGER H.

CAPT.

(R)

(BILLIE

9976 MARTY AVENUE

LIBERTY,

OVERLAND PARK,

64068

MO

CAPT.

GARRISON, GLENN D.

66212

(CARMELITE)

(R)

GAY, GEORGE H.

CAPT.

(ESTHER 'TESS')

7908 N.M. PLEASANT FORD ROAD

588 CHARLTON COURT, N.W .

WEATHERBY LAKE,

MARIETTA,

MO

64152

GA

30064

404-422-4169

816-741-3343

(A)

KS

(BETTY)

913-649-0708

816-781-8912

(A)

GARRIOTT, LLOYD B. 'BARNEY' F/E

1215 CAMELOT DRIVE

GOETZ, JOSEPH U.

CAPT.

(LORAYNE)

(R)

MORRISTOWN,

NJ

GRIGG, DAVID E.

F/E

(RITA)

583-8 SIOUX LANE

BLUE MILL ROAD, 118 07960

VILLAGE ORNQUE

201-377-0390

STRATFORD,

CT

06497

203-378-7858 (A)

HALE, JOHN

CAPT.

(R)

(BEVERLY)

7 OLD TOWN LANE HALESITE,

NY

SHAWNEE MISSION,

11743

HIGGINBOTHAM, JAMES N.

FRO

(A)

(RUBY)

BOX 596

PEPPERELL,

GRAEAGLE,

MA

01463

HOVELAND, WILLARD G. 'BILL' CAPT.

(ARLENE)

(A)

12414 CLEAR LAKE N. ROAD EATONVILLE,

NOVINGER,

WA 98328 348 206-83

F/E

CENTRAL ISLIP.

CA

96103

NY

F/E

MO

63559

(ROSEMARIE)

(R)

JONES, LOUIS J.

CAPT.

RFD 2 . BOX 219 11722

HILLSBORO,

NH

03244

CAPT.

(RAE)

(R)

KINKEAD, WILLIAM R.

CAPT.

9 AQUALANE DRIVE, S.M.

6931 SOLAZ TERCERO

WINTER HAVEN,

TUCSON,

FL

33880

813-294-3314

AZ

(MARGARET)

85718

602-299-4443

CAPT.

(SHIRLEY)

(R)

LASCH, ROBERT W.

1308 ALTA VISTA DRIVE

P.O. BOX 515

VISTA,

KENT,

92038

619-941-0838

(VIRGINIA)

(R)

12 EASTFIELD DRIVE ROLLING HILLS,

CT

F/E

(BARBARA)

06757

203-927-3077

LEEUWENBURGH, KENNETH N.

213-831-4216

(JUANITA)

603-464-3864

KIDD, JOHN R.

CA

(ELIZABETH)

816-488-5299

516-234-5520

(A)

CAPT.

HOWELL, GAIL A. RR 41

LAHR, JEROME

66207

918-836-0474

I1 BIRCHGROVE DRIVE

(A)

HOOD, B. CLARK

124 TOWNSEND STREET

(R) JEWETT , JAMES B.

(R)

KS

913-381-4570

617-433-6677

(A)

(RUTH)

4604 WEST 87th PLACE

516-673-3633

(A)

HAY, HARVEY R. 'BOB' CAPT.

CA

LONGWISH, A.D. 'BOB' CAPT. CONJUNTO SANTA CATARINA, 26

90274

8500 PRAIA DA ROCHA 89

ALGARVE, PORTUGAL

(SUCHON)

NEW MEMBERS .............. (Read Across)

(R)

LONGWISH, R.D. 'BOB' CAPT.

(SUCHON)

(R)

P.O. BOX ONE JFK.

(R)

F/E

(BONNIE)

6305 N. HIGHLAND

AMF

JAMAICA,

MANNING, EUGENE P. KANSAS CITY,

NY

11430

MC CLAY, HOWARD G.

ALL MAIL

CAPT.

MO

64118

816-452-5955

(JUNE)

(R)

MC CLAY, HOWARD G.

326 CALLE CANTIL,

BOX 22-C

SAN ANTONIO DEL MAR, BAJA CAL.NORTE

SAN YSIDRO,

CAPT.

(JUNE)

CA 92073

(ALL MAIL)

MEXICO 106-612-1152 (R)

McCLURE , JAMES T.

CAPT.

(BETTY)

(R)

ROUTE 1, 80X 664 DAYTON,

TN

31321

OREM,8U405 T

CAPT.

(EVADINE)

(R) MILER, MARVIN B. CAPT. (SHIRLEY)

19602 VIA GRANDE DRIVE CA

250 BRONCO ROAD

95070

SOQUEL,CA 95073

408-861-3418

(R)

408-475-6858

'

MORGAN, GILBERT E.

GIL '

F/E

(ROSEMARY)

(R)

1150 CAMPBELL AVENUE 60411

AURORA,

312-155-9404

(R)

NOVINGER, FRED B.

CAPT.

(JUDY)

RR 11, BOX 515

CHTCAGO HEIGHTS , IL

(K)

(SHIRLEY)

801-225-4057

MC KENZIE, VERNON C. SARATOGA,

CAPT.

326 SOUTH 650 EAST

615-775-3548

(A)

MC INTOSH, GORDON Y.

IN

41001

812-438-3854

OLSON, RUSSELL E.

F/E

(HELEN)

(R) PALMER. DON D.

F/E

27337 SUNNYRIDGE ROAD

7036 LATIJERA BLVD.

PALOS VERDES PEN., CA 90274 213-377-1332

LOS ANGELES,

PALMER, DON D.

CA 90045

(JAN-JUN)

213-645-1262

/E

(RI

5 RUSTIC DRIVE

PARKER. BLAKESLEE B. 'BUCK' CAPT. 144 LINDEN TREE ROAD

MILLERSBURG, OH 44654 (JUL-DEC )

WILTON,

216-614-9821

CT

06897

203-162-566

(R) PEASLEY , M. GRANT

F/E

(DOROTHY)

(R)

MAIL, GORDON A.

2310 HEATHER COURT

RR 13, 80X185

WILMINGTON,

BUCKEYE,

DE

19809

302-162-6063

AZ

CAPT.

(GERTRUDE)

85326

602-932-4003

(R) POLLARD, WILLIAM W. CAPT. (BETTYE JO)

(R) PUDDICK . WERNER K. F

BOX 341

/E

SQ. OAKBR CONTRACT BR 122 CHILOQUIN, OR 97624 503-78261

11586 US HIGHWAY 1 NORTH PALM BEACH, FL 33408 305--626-8184

(R)

PYTEL, STANLEY

F/E

(BETTY)

(R)

RANKIN, JOHN W.

F/E

(FRANCES)

8220 NW WAUKOMIS DRIVE

2201 HAILING PLACE

KANSAS CITY,

SUN CITY CENTER. EL 33570

MG

64151 90

813-634-4241

(DORIS)

ADDRESS CHANGES and/or ADDITIONS . . . .(Read Across) ------------------------------------------------------------------------------------------------------------------------------------

(R)

(R)

MITCHELL, ALBERT E. 'AL' CAPT.

(R)

(NANCY)

'

CAPT.

8740 TUSCANY, 8106

LA OUINTA, CA 92253-4601

PLAYA DEL REY, CA 90293

619-564-0170

213-823-7093

'

MYERS, BERNARD J. OSWEGO,

BERNIE '

CAPT.

(PHYLLIS)

(H)

NELSON, EVELYN

MRS.

(PHYLLIS) (NOV-APR)

(JESSE)

304 CALIFORNIA AVE.

IL

SANTA ROSA,

(MAY-OCT)

312-554-8160

CA 95405

707-542-8903

NEVINS, JOHN F.

CAPT.

(CAROL)

(H)

PERRAUD, BERNARDINE

5017 CANTERBURY DRIVE

10 RAVINE DRIVE

SARASOTA,

WOODCLIFF LAKE,

FL

34243

813-355-1770

(R)

BERNIE

55-092 OAK TREE

218 ORCHARD AVE.

(R)

'

MYERS, BERNARD J.

MRS. NJ

(ALAN)

07675

201-391-4145

PETERSON, CHARLES F.

CAPT.

(LEE)

(R)

6425 N. 125th

PUGH, ROBERT F.

F/E

(DOROTHY)

672 POINSETTIA ROAD, 861

OVERLAND PARK,

KS

66209-2520

BELLEAIR,

FL

33516-1512

913-491-6884

(A)

RIMMLER, PHILIPP M.

CAPT.

(ELLEN)

(A)

ROACH, PAUL. E.

CAPT.

(MARY JANE)

7130 VIA DE LA MONTANA

80X 335

SCOTTSDALE,

ZEPHYR COVE NV 89448

AZ

85258

602-948-5595

(R)

RUPPENTHAL, KARL M.

CAPT.

(ALICE)

(A)

CAPT.

2315 SUNSET DRIVE

VANCOUVER,

ESCONDIDO,

BC

V6R IJB

604-228-0076

(A)

SCHMIDT, CARL

3755 W. 2nd AVENUE

92025

619-745-2241

SMITH, ORSON T.

CAPT.

(JULIE)

(R)

2317 FAIRWAY DRIVE PLANT CITY,

CA

(VICKI)

FL

SOLOMON, PHILLIP F/E

(FRANCIS)

P.O. 80X 190

33566

YARMOUTH PORT,

MA

02615-0190

(JUN-SEP)

611-394-1737

(R)

SOLOMON, PHILLIP

F/E

(FRANCIS)

(A)

8010 EAST DRIVE, APT 312 (OCT-MAY)

VENTURA,

305-756-6029

(A)

WELLS. RAY W.

CAPT.

860 CALIENTE LANE

NORTH BAY VILLAGE, FL 33141

(E)

VASCONCELLOS, KEITH CA

93001

NV 702-0:2-7054 CA 805-643-0919

CAPT.

(BETTYE)

(R)

WILKINSON, THOMAS G.

CAPT.

310 SHERMAN AVENUE

9802 MARINA BLVD., 8124

SATELLITE BEACH, FL 32977-3046

BOCA RATON,

305-717-6106

305-487-1632

WILKINSON, THOMAS G.

CAPT.

(DIANE)

(R)

23 CARRIAGE WAY DANVERS,

MA

617-114-1199

01923

FL

WINTERS, JOHN R.

33428

CAPT.

(OCT-MAY)

(PAT)

456 BRIGHAM ROAD (JUN-SEP)

ST. GEORGE, 91

UT

(DIANE)

84770-7907

NEW MEMBERS .............. (Read Across) ------------------------------------------------ ----------- ----------------------------------------

(R)

ROBERTS, DONALD A.

CAPT.

(LAVONA)

(R)

2100 BARDY ROAD SANTA ROSA,

CA

95404

CAPT.

(BETTY)

(A)

STACK, JOSEPH E.

CAPT.

(FRAN)

12 WOODS COURT

SCOTTSDALE,

AZ

85255

HUNTINGTON,

602-585-3510

NY

11743

516-261-6620

STARK, DONALD H. 'BUD' CAPT.

(DOROTHY)

(Al

LAKE MITCHELL FIFTY LAKES,

STOCK, WALTER A.

CAPT.

(BUNNY)

JOSHUA TOWN ROAD MN

56448

LYME,

218-763-2052

(R)

(SHIRLEY)

717-525-3714

SMITH, LEO M.

CT

06371

203-434-5474

SYVERSRUD, EARL T.

NORDBYSTIEN

F/E

EAGLES MERE, PA 17731

8595 DE LA 0

(R)

SHOAL'S, ALLEN D. BOX 1

707-528-0563

(R)

-------- -------------------------

CAPT.

(R)

21

TAYLOR, DEMNIS J. CAPT

.

(JANE)

12129 OAK RIDGE ROAD

2050 JESSHEIM

INDEPENDANCE,

NORWAY

816-254-9495

MO

64052

47 6972037 (R)

THOMAS, LOUIS F. 'LOO' CAPT.

(ROSE MARIE)

(R)

CAMARILLO,

ELLENTON,

CA

93010

TITTINGER, GEORGE J. HEMET,

CA

CAPT.

(LEILIA)

(R)

I/O DANVILLE, CA 94526

(MARTHA)

(R)

19047

PA

TN

FRANKLIN,

CAPT.

(DONNA)

(R)

P.O. BOX 11400

37064

WHITE, H. REESE

CAPT.

NY

89448

SEDONA,

(ROSEMARIE)

AZ

86336

602-282-5931

F/E

(R)

WISCHHUSEN, JOHN R. 'WISH' IR0

125 MONTE VILLA COURT

10112 WISH AVENUE

CAMPBELL,

NORTHRIDGE,

95008

408-559-1470

(FAITH)

(R)

405 N. PRINDLE AVENUE ARLINGTON HEIGHTS,

CA

(NORM)

91325

818-349-3422

WOODEN, Jr., JOHN C. 'JACK' CAPT.

312-259-4048

(NANCY)

2260 LARIAT ROAD

702-588-5833

CA

CAPT.

615-794-3110

WHEELER, HERBERT K.

WILLIAMS, MAX L.

WATSON, Jr., WILLIAM J.

1129 WEST MAIN STREET, $1

215-357-0916

ZEPHYR COVE,

(JO ANN)

415-838-7020

WALKER, ROBERT T. F/E FEASTERVILLE,

(R)

VON DOHREN, DAVE

92343

135 HENRY STREET

(R)

33532

151 OAK RIDGE DRIVE

714-652-9711

(A)

FL

(DOROTHY)

813-722-7317

38702 MENLO, #167

(R)

CAPT.

604 CAMELLIA AVENUE

805-496-2144

(R)

THOMSON, JOHN E.

11472 BARRANCA ROAD

IL

YOUNG, LESTER E. 'LES' F/E 2228 OLD ORCHARD ROAD

60004

WILMINGTON, 92

302-475-5238

DE

19810

(MILDRED)