1987.01.TARPA_TOPICS

PRESIDENT'S MESSAGE PERSONAL EXPERIENCES THE GRAPEVINE

410 HARVOR VIEW LANE • LARGO, FL 33540

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA JANUARY 1987

ANAHEIM

MARCH 24-26

TARPA TOPICS PUBLISHED FOUR TIMES A YEAR BY THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA

MAKE YOUR RESERVATIONS EARLY IT'S GOING TO BE A GREAT REUNION COVER BY EDWARD G. BETTS OFFICERS AND DIRECTORS OF THE ASSOCIATION A. T. Humbles, Senior Director Jeremian S. Burns, Director Jesse A. Fiser, Di rector Lyle A. Spencer, Dir ector

R. G. Derickson, President Edward A. Hall, First Vice President Phil S. Hollar, Second Vice President J. S. McCombs, Secretary/Treasurer

A. J. Clay, Jr., Editor

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

The Active Retired Pilots Association of TWA

December 10, 1986

P R E S I D E N T' S

M E S S A G E

This is a recap and/or review of TARPA's activities during 1986 which The efforts of our illustrates the progress in our organization.

Officers, Committees and volunteer workers have made this possible.

During the past year, Lyle Spencer and Charlie Strickler, with the approval of the Board of Directors and the Membership in session at the St. Louis Convention, streamlined our By-Laws and Policies resulting in a professional and workable organizational structure.

Joe McCombs and his worthy computer, with the assistance of Bob Gwin, successfully combined the offices of Secretary and Treasurer and put TARPA on a business-like basis.

Ed Hall, in line with the resolutions passed at the 1986 Convention, has been researching medical. insurance coverage that is equal to or the RAPA policies now being offered through better than the By the time this issue of TARPA TOPICS has reached your organization. mail boxes, you should have received a detailed report from Ed on his progress.

TARPA is a responsible and growing organization; we now have well over It is an organization that was built by all of you and 1400 Members. it is an organization that we can all be proud of.

The TARPA Board of Directors has a meeting scheduled for January 14, 1987 at the Hacienda Hotel, 525 N. Sepulveda Blvd., El Segundo, CA. I am looking forward to seeing all of you at the March 23-25, 1987 Convention in Anaheim.

Best Wishes for 1987.

Russ Derickson

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December 15, 1986

SECRETARY/TREASURER MESSAGE Russ and I attended the Retired Airline Pilots Association Convention (RAPA) in Los Angeles on the 5th & 6th. I'm pleased to report that pro tem President, Al Clay and Ed Hall, the TARPA Delegate, did a fantastic job.

It was rewarding to note the respect that these two men (and TARPA) command within the other airline groups.

Through their efforts and the realization by other delegates that RAPA could be a dying organization unless changes were made, a workable set of By-Laws was adopted and, much to the chagrin of Jo Clay (Al's wife), Al was reelected President for the year 1987. We wish him the best. If anyone can do it, Al will get RAPA back on it's feet.

As pointed out in the President's Message, this has been a good year.

The Secretary has contacted all know Retirees except those who have refused the proffer of membership time and time again. The return was a bit better than expected at 28% of those contacted. Just under 300 Retirees remain to be convinced.

A excellent accounting program is now installed in the computer.

As pointed out in the November TOPICS, TARPA will, once again, end up with a deficit for the year 1986. TARPA must not depend upon prepaid dues to meet it's obligations towards the end of the year.

Contrary to the opinions expressed by some of our traditional "arm-waving" Members, there has been no escalation of services other than the "glossy" cover on our publications.

TARPA is now of the size that basic accounting procedures must prevail. I am hoping the 1987 Convention will allow us to correct some of the inept procedures now in effect.

Along this line, with the Board proposal of a voluntary dues increase in the mail three weeks, over 750 have prepaid 1987 dues.

95% of those received have complied with the Board's suggestion.

It is my opinion that many of the other 5% did not read the presentation before cutting their checks.

It should also be noted that quite a few EAGLES have contributed in spite of their non-dues paying status.

For those who have not mailed their checks, DO NOT RETURN THE MEMBERSHIP CARD. The blank card goes to everyone . . . . your check is your receipt.

For me to return the card with your name on it takes my time and costs TARPA another twenty two cents.

Keep in mind, March 31st is the end of the grace period for 1987 dues.

If you haven't done it, do it now and eliminate the need (and my time) for a reminder.

To those of you who have included nice notes with your checks, THANKS! The notes make this job more palatable.

Best Wishes for 1987.

GENERAL.

MEMBERSHIP BuSINESS Adam's Mark Hotel, St. Louis, MO May 28, 1986

MEETING

Meeting convened at 1:36 PM by President Russ Derickson Ground Rules set forth by Convention Chairman, Sam Luckey.

President Derickson introduced Mr. Carter L. Burgess, former President of TWA and an Honorary Member of TARPA as Guest Speaker.

Jim McIntyre, Chairman, TWA-MEC Accident/Incident Investigators Team " reported on the Athens Flite 840 incident.

"

Go

Minutes of 1985 Business Meeting approved as published in September 1985 TARPA TOPICS on motion of Sherman/Spencer.

Report by Secretary Joe McCombs approved upon motion of Garrett/Anderson Treasurer' Report by Bob Gwin. Financially sound. Motion Gwin/Girard to approve dues for 1987 at $20.00. PASSED. By-Laws Committee - Lyle Spencer.

Attempting to streamline the organizational structure of TARPA, twelve revisions and/or amendments presented to Convention body for approval.

All PASSED as presented and reflected in By-Laws printed in the 1986 Directory. Changes and/or additions printed in italics.

Upon motion of Hinton/Cooper, Dr. Charles Gullett nominated to become an Honorary Member.

PASSED UNANIMOUSLY. RAPA Report-Ed Hall, Liaison, Al Clay, Pensions, Dave Richwine, Insurance.

Motion by Richwine/Spencer: Whereas: The continuing deterioration of TARPA's relationship with RAPA has raised the serious question of whether or not TARPA should disassociate from RAPA and, Whereas: Disassociation from RAPA would adversely affect the Medicare Supplemental Insurance coverage of approximately 200 TARPA members, Be it therefore Resolved: that TARPA continue its membership in RAPA while known insurance alternatives are further investigated and, Be it further Resolved: that TARPA representatives to RAPA will not be required to participate unless, and until, present long-standing administrative problems are resolved.

Motion PASSED. 3:40PM 3:5PM

Recess Re-convene Al Clay reports on TARPA TOPICS. No action Harry Mokler reports on TWA Pilots Retirement Foundation, Inc .

No action.

Phil Holler reports on activities of Alcoholic Counseling Committee. Lum Edwards, President, TWA Seniors Bob Sherman reports Investment Committee activities 3

Al Clay begins report of Ad Hoc Committee. Motion by May/Dyer to accept report. Further discussion.

Moved to adjourn until 5/30. PASSED * * * * * * * * * * * * * * * * Meeting called to order 1:37 PM , May 30, 1986 by President Derickson.

Clay resumed discussion of Ad Hoc Committee activities.

Motion by Clay/Flournoy " Whereas: this TARPA Convention has accepted the report of the Ad Hoc Committee; Therefore, be it resolved: that this Convention directs the President of TARPA to use any prudent means to determine if any plan options available to the Active Pilots which are not available to Retirees should be pursued.

Derickson introduced Tom Ashwood, 1st Vice-President of ALPA. Al Mundo & Jim Carmack report on Investment Committee.

Ritchie Beighlie thanked TARPA for it's confidence in him and announced he would be unavailable for any office Rich Flournoy, Chairman-Awards Committee. for 1986 Award of Merit. PASSED

Nominee - Capt. Paul Richter

Lloyd Hubbard, Chairman-Nominating Committee, nominated for: President Russ Derickson 1st Vice-President Ed Hall 2nd Vice President Phil Holler Secretary/Treasurer Joe McCombs Senior Director Dave Richwine Board Member Jesse Fiser Board Member Jerry Burns Motion by Kuhn/Weiss to close nominations. PASSED Slate nominated elected to office. .Kuhn moved one vote by Secretary to make vote unanimous. PASSED Bob Sherman discussed reasons for Lump Sum payments.

There being no further business before this body, motion by Merrigan/ Happy to adjourn.

PASSED. 1986 Business Meeting adjourned at 2:50 PM.

Approved 4

1987 TARPA CONVENTION SCHEDULE ANAHEIM, CALIF THE FINAL WORD (Subject to revision)

ALL DAY

20,21,22,23,24 MARCH EARLY HOTEL REGISTRATION AS DESIRED

5:30PM-7:30PM 5:OOPM-8:OOPM

MONDAY, MARCH 23 BOARD REGISTRATION HOSPITALITY ROOM

9:00 AM 9:OOAM-5:O0PM

TUESDAY, MARCH 24 BOARD MEETING TARPA REGISTRATION

6:45AM-8:45AM 8:00AM 8:00AM 9:00AM 9:OOAM-11:OOAM 12:OONOON 1:30PM 5:OOPM-7:3OPM EVENING

WEDNESDAY, MARCH 25 GOLFERS DEPART TENNIS PLAYERS DEPART SHOOTERS DEPART Bridge LATE TARPA REGISTRATION LADIES LUNCHEON AND FASHION SHOW GENERAL SESSION HOSPITALITY ROOM FREE

8:00AM 6:45AM-8:45AM 8:00AM 8:00AM 9:00AM 1:30PM 5:OOPM-6:OOPM 7:00PM-??

8:00PM-??

THURSDAY, MARCH 26 TIJUANA BUS DEPARTS GOLFERS DEPART TENNIS PLAYERS DEPART SHOOTERS DEPART BRIDGE GENERAL SESSION HOSPITALITY ROOM CASH BAR IN BANQUET ROOM BANQUET

ALL DAY

27,28,29 MARCH CHECK OUT AND DEPART AS DESIRED

ROOM ASSIGNMENTS FOR VARIOUS FUNCTIONS WILL. BE POSTED IN LOBBY REGISTRATION AREA AND HOSPITALITY ROOM. LADIES LUNCHEON FASHION SHOW BY "NORDSTROMS". ENTREEBREAST OF CHICKEN "WELLINGTON". (A NEW TASTE SENSATION.) BANQUET ENTREE - PRIME RIB.

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1987 TARPA CONVENTION THE GRAND HOTEL ANAHEIM, CALIF. UPDATE * * * * UPDATE * * * * UPDATE * * * * UPDATE Golfers: Play is scheduled at Anaheim Hills Golf Course just minutes (20-30) from hotel. Function under the direction of Bert Schaar.

Tennis: Play is at Tennisland (20-30 mins. from hotel).

Dick Faulds will be running the show.

Shooters: Scheduled at South Coast Gun Club - 20-30 mins. from hotel.

Member rates negotiated. Earl Heinrich.

Ladies luncheon and fashion show: Ms. Holly Bafford, fashion consultant for the prestigious Nordstroms in Fashion Square, South Coast Plaza, will divulge the secrets of coordination to make the most of your outfits and accessories.

TiJuana Shopping Trip: Chartered bus will pick up and deliver to front door of hotel. Lunch is not included so as to enable you to have your choice. A stop at Hadley's Fruit Orchard and Stand is scheduled for additional shopping and personal requirements.

Bridge: Ev Gruber is running the show and I don't know for sure what he has up his sleeve. I'm sure it will be interesting.

Do it yourselfers: Individual tours may be booked right in the Hotel lobby to such places as Marineland, Knotts Berry Farm, Queen Mary / Spruce Goose, Universal Studios, Catalina and a host of others. The Hotel also has an excellent Dinner Theater on the premises.

Manpower and logistics precluded prebooking of many of these side trips so have at it on your own.

See you in Anaheim.

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Retired Airline Pilots Association

1722 Ponce De Leon, Coral Gables, Florida 33134 (305) 444-1667 The Federation of Retired Airline Pilots Associations

RAPA Liaison Report-November 1986 Because of the lead time that is necessary for this publication of TARPA TOPICS, a report on RAPA's Convention activities will be delayed until TARPA's March convention.

As reported earlier, TARPA member Al Clay who was Vice-President of Pensions for RAPA was elected President in June of this year to fulfill the term of office that was left vacant by the resignation and death of Bill Moore (UAL).

Al has done a tremendous job of organizing RAPA into a more cohesive organization. His ultimate success in making RAPA into a viable and progressive group of member airline retiree organizations will depend on the support of the Board of Directors who meet in December.

Foremost on the RAPA Convention will be issues that the TARPA representatives have been insisting upon for the past three years.

1. A complete re-write of the By-Laws and Policies.

2. An election of dedicated officers.

3. Active participation by the Board of Directors.

It is the opinion of many that RAPA was gravely, ill suffering from acute apathy and in past years, inept and dictatorial leadership. The future of RAPA is still uncertain, much of which could be corrected if Al is re-elected President, new By-Laws are passed and the Board of Directors actively support his policies.

If all these issues come to pass, RAPA will still face the necessity of providing assistance to its member airlines in areas that they could not manage themselves.

It should prove to be an interesting year. Our hopes and support go with Al Clay, who is going to face many obstacles.

A report on the RAPA supplemental insurance program is in a separate article, this issue.

Ed Hall RAPA liaison

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Sun./Mon. 30/1

NOVEMBER NOTES - MEC LIAISON / B-PLAN

R. C. Sherman B-Plan performance dipped somewhat at the end of the 3rd quarter, thus Even so, they Jan.-Feb.-Mar. checks will be 6.087% less than Oct.-Nov.-Dec. will be the third highest in plan history; 3rd & 2nd quarters '86 were #1 & 2.

Company & pilot contributions Plan assets on October 30th were 914.4 million. were 20.5 million, while retirement (always ahead of payouts in the past) annuities were 18.5 million and the near 50% of '86 retiree's who opted for the lump sum took 45.4 million; a total of nearly 63.9 million.

The Investment Committee is considering a separate manager for International Funds and will, once again, consider the question of whether directed brokerage (rebates to the Plan from certain brokers) actually costs the Plan money from By mid November more than 50% of the less than the best execution (price).

B-Plan checks - an unknown number, have had their Equitable A-Plan checks sent this way for some time.

The TWA-OZA pilot merger is at an impasse. TWA's plan is date of hire, set back several years account OZA's potential to fly larger equipment, better routes, and more money with longer restrictions on 747 International. OZA objects and plans on going to court.

TWA pilots are considering ratification of a new contract that would extend the present wraparound agreement three more years to It includes incremental pay raises totalling 20% by 1992, January 3, 1992. labor protective provisions said to be the best in the industry, and improvements in the profit sharing plans. The MEC believes that TWA - now #6 among The Trunks - must have 5 more years of labor peace at competitive crew costs to prosper and grow, in which case the expected profits will allow the pilots to make up all or most of what they have given up. A sizeable number view it as a The matter will probably be sub-standard contract and will probably vote NO. settled before you receive this issue.

Bob

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The Active Retired Pilots Association of TWA

INSURANCE COMMITTEE REPORT November, 1986 Before this publication is issued, you will have been notified by letter the extent of TARPA's insurance program.

There are several obvious benefits of TARPA acting as trustee of its insurance plans.

1.

Administrative control of the plans.

2.

Improved policy benefits.

3.

Alliance and dependency not required of another organization.

4.

Complete control of the contract policy.

Supplemental & Hospital Indemnity Plan

Comparing TARPA's supplemental and hospital indemnity plan to that of RAPA's, you will notice several benefits, including a accidental death and dismemberment twenty-four hour protection that is not included with the RAPA policy. All the benefits that RAPA offers will be included "as is" including no additional waiting period for those enrolled in the RAPA plan when transferring their account to TARPA's program.

The Association Plan Consultants will be responsible for all functions necessary to provide the program to TARPA. This includes, but is not limited to: billing and collection or premiums, claims review, generating reports for the association and insurance companies, and marketing of the TARPA sponsored plans.

For these services they will be compensated by the insurance companies.

Because TARPA's continued membership with RAPA is uncertain and our lack of administrative control over the RAPA policy, it has become apparent an alternate source would be in your best interest. It will permit you to change your policy over to TARPA's plan at a future premium date.

It should be emphasized that accepting TARPA's plans over others being offered is up to the individual.

However, consideration should be given to the fact that TARPA has no control over the plans offered by other organizations . or agencies.

Those of you who are members of the RAPA plan can remain as members but only as long as TARPA is a member of RAPA. RAPA members can transfer their accounts to TARPA's on any premium due date.

SUMMARY Medicare Supplement / Hospital

Indemnity

Effective January 1st, 1987.

TARPA members became eligible for a new Medicare Supplement and Hospital Indemnity insurance program.

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Both plans are underwritten by North American Life and Casualty Company (NALAC).

An "A" rated company, located in Minneapolis, MN, NALAC is a leader in the association insurance field.

HIGHLIGHTS The new program(s) that is being offered is an improvement to the RAPA with the additional following benefits.

1.

Cost of replacement of blood and its transfusion.

2.

Cost of ambulance service, limited to $15.00 per call.

3.

Cost of oxygen and use of a tent.

4.

Cost of rental of crutches.

5.

Cost of rental of wheel chair.

6.

Cost of rental of standard hospital bed with or without traction appartus for home use only.

7.

$1,500 accidental death or dismemberment twenty-four hour protection.

Members who are currently covered under the RAPA program are eligible to enroll without penalty. NALAC will provide coverage without any new pre-existing con-' dition period, so members will only gain benefits by transferring plans.

The cost of the Medicare Supplement will remain $293.80 semi-annually and has been guaranteed through 1987.

The cost of the Hospital Indemnity Plan will be the same as the current RAPA plan.

TARPA has an agreement with NALAC and Association Plan Consultants to handle administration of the insurance programs.

One phone call (toll free) to Association Plan Consultants will enable you to ask questions about the program including benefits, claims and enrollment.

Each member will receive a brochure and enrollment form by mail.

You are invited to call Association Plan Consultants if you have any questions.

Outside of New York State Toll Free 1-800-645-6177 NYS call collect 516-294-6152

E. A. Hall TARPA Insurance Chairman

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WHAT HAPPENED TO AMELIA EARHART? R. C. Sherman August, 1986

A narrative pieced together from, "The Search for Amelia Earhart", Fred Goerner - 1966; "Amelia Earhart Lives", Joe Klaas - 1970; and "Amelia Earhart - The Final Story", Vincent Loomis - 1985.

All three were well researched and in general agreement on background and the salient points up to the last flight.

Surprisingly, they varied on some of the items that were presumably matters of record, such as take off time, exact wording of radio grams, etc. Goerner came pretty close to the truth but he was unable to separate the wheat from the chaff.

Further, he claimed to have stumbled onto a clandestine CIA training camp on Saipan which inhibited his research, and (he says) brought on a massive governmental cover up. He was a CBS T.V. newsman trying to put together a story for T.V. That may have led to some of his difficulty. Klass covered much of the same ground but spent his diversionary efforts trying to prove that Amelia had been secretly freed from captivity and was living quietly in the North East U.S. on an estate owned by her good friend Jacqueline Cochran Odlum. Both speculated on spy missions, more powerful engines, and greater range, leading to their theories of a different route from Lae to Howland. Since the flight over any "Japanese areas" would have been during the hours of darkness, we can discard all related speculation.

Klaas believed her plane crashed years later i n the, U.S. (It was a similar plane, previously owned by Paul Mantz who obtained Amelia's original registery numbers.)

Loomis had two advantages.

A considerable framework of prior research and witness reports, and he was familiar with the area and the people from his WW-II and post war Air Force assignments.

He unearthed logs from the Japanese ships involved in this episode, l ocated and interviewed some of the crew.

He also came upon some hitherto overlooked (or previously considered irrelevant) messages that verified much of Goerner's speculation and added some missing details.

"What Happened to, Amelia Earhart" then, is a three part question; how did she miss Howland Island?

Where did she land?, what then transpired?

As for the first part, in the vernacular of the N.T.S.B., the probably cause was their failure, or inability to accurately fix their position; they were lost.

Contributing factors may have been obscuration of the sky by clouds during all or most of the hours before dawn, as they approached Howland, and Amelia's cavalier attitude toward navigational radio equipment, both her onboard equipment and that available from outside sources, and Noonan's distrust of, and unfamiliarity with, D. F . equipment.

See explanations, if necessary.

Lockheed 10-E Electra NR 160020, call sign KHAQQ, with Amelia Earhart and her navigator Fred Noonan took off from Lae, New Guinea at 10 am local, (0000Z) 2 July 1927 for Howland Island, some 2223 N.M. distant, presumably on a Great Circle Course (see map). Flight Plan was about 18 hours with an endurance of 25 hours from the 1204 gal. of fuel carried. Howland was a mere spec, approximately 13,000 feet x 2600 feet x 20 feet high. Only one book mentioned the flight plan time, casually at that, and none of them specified the endurance, which was the limiting factor for their eventual landing; a possible - not possible, test for every witnessed or rumored landing or crash site.

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Many of the "crash" stories were actually Japanese planes.

Goerner dove into the harbor off Saipan and recovered a generator and other parts from a twin engine plane that crashed there just before the "white man and woman" were seen i n custody.

The generator was Japanese.

One who positively saw a plan "belly l and in the harbor" less than an hour before the two white persons with guards passed by in a jeep, actually saw the Navy sea plane that brought the pair to Saipan's Garapan prison from Truk.

Amelia originally intended to leave Lae several hours earlier to allow for celestial shots not too far from Howland, arriving there shortly after daybreak.

During all of her earlier over-water flights, the destinations were relatively l arge land masses. When sighted, she was close enough to her proposed land fall to use pilotage to destination. Fred was a topflight navigator, but had become alcoholic, further, he didn't have much faith in newfangled D. F. gadgets.

Amelia's dependence on Fred lessened as the world flight progressed, despite an incident on the Atlantic crossing to Dakar.

Approaching the West Coast of Amelia believed from her Africa , Fred gave Amelia a right correction to Dakar. i ntuition (visibility was poor) that she should go left.

She did, finally l anding more than 160 miles north of Dakar.

Like many pace setters, Amelia was stubborn.

Amelia confided her disenchantment with Fred to Harry Balfour, an operator at the Lae radio station, while Fred was getting well oiled on their layover.

Harry suggested that Amelia alter her route somewhat to lessen her dependence on Fred, especially during the first part of the trip when Fred would be hung over, as indeed he must have been since he got less than 1 hour sleep the night before their take-off.

Harry suggested a pilotage route from LAE to Nukumann to Nauru, then direct.

This would leave less than 1,000 miles of open water to HOW. If Amelia left between 0900 and 1100 local (2300-0100Z) she could pass NUK before sunset, and NAU during darkness, and approach HOW early in the day. Buried in the records was this reply to a Harry Balfour request: "New Nauru fixed light five thousand candlepower -- bright lighting all night on island from phosphate workings -- please advise time of departure and any info re radio transmission -- with times." Note that LAE-NUK-NAU-HOW lies north of LAE-HOW and the Ontario which was stationed 1/2 way between LAE-HOW to aid Amelia. The only "official" position report was listed, as "4째 53'S-159째06'E, @ 0620 Z," without noting that i t was just East of NUK at 1720 local.

This, and one other report confirms the course suggested above.

A ground speed of 115K/133 MPH, about right for the first third of the flight.

Harry said that Amelia made hourly position reports to him on 6210 kc until 0800 Z, then she said, "changing to 3105". He immediately requested that she stay on 6210 since it was working fine for them. She never answered on 3105, nor did she return to 6210. The 0800 Z contact was the last known two-way radio contact with Amelia Earhart.

Harry reported that in retrospect, he wasn't too surprised.

In his several i nterludes with Amelia, including a test flight with her to check out and fine tune her radios, he was more than once taken aback at the gaps in her radio knowledge.

She left the trailing wire antenna and key in Miami, her only link to transmitting a suitable signal for a D. F . steer.

Neither her nor Fred were more than casually acquainted with Morse code, nor did they care.

She had rejected PAA's offer for of a coil their air-ground radio net.

Her

15

(unadvertised) alternate for HOW was the Gilbert group which lay across her route, but no thought had been given to the British radio facilities nor had they been advised; Tarawa would have been a good alternate. Her response to the Itasca's messages concerning radio plans and frequency indicated some misunderstanding of her own equipment and what the Captain of the Itasca told her about his equipment.

We go now to Commander Warner K. Thompson, Captain of the 250 ft. Coast Guard Cutter ITASCA. He left San Diego on June 6 for Pearl Harbor and Howland without knowing what his mission was.

At Pearl Harbor, a Department of the Interior employee, named Mr. Black, boarded; interior had charge of Howland. Black later became an Admiral.

He was apparently sent there at George Putnam's (Amelia Earhart's husband) urging.

With Black was Army Lieutenant Cooper and a new Navy H.F.D.F. to be set up on HOW. There was no power on HOW. About this time, Thompson learned of his mission from C. G . Division, SFO. He initiated a series of messages to understand exactly what Amelia's radio equipment would do, and what she wanted from the Itasca.

On June 18 Putnam cabled that Amelia would arrive at HOW on June 24, complaining that the Itasca could not be there on time.

Captain Thompson steamed out of Pearl Harbor that same day at flank speed.

On June 21 Putnam advised that Amelia would communicate her desires for frequencies, times and type of signal for D. F .

Black received some messages on the subject from a "Hampton" in DCA. Captain Thompson then sent messages to Amelia along her proposed route and through C.G/SFO asking for information on what she had and what she wanted, and advised, "...we will give smoke by day and searchlight by night." June 24 from C.G./SFO, "Putnam requests Itasca to adjust their transmitters to 3105 kc for voice; Amelia Earhart's DF covers 200-1400 kc." (So much for his earlier ETA of June 24.)

On the 26th, Amelia cabled from Java that her D. F . operated on 200-1500 and 2400-4800 kc but, "not near the ends of the bands." She then asked that the Itasca transmit the letter A, and the cutters position and call letters, every half hour on 7500 kc. Since her D.F. apparently did not receive on 7500, she might have meant 750 kc or even 750 meters (meters - wave length, was often used instead of frequency in those days) and 750 meters would be 400 kc. -- an excellent choice for D. F .

She requested 400 kc. from the Ontario, while asking for 900 kc. from the Swan, stationed halfway between HOW and HNL (900 meters is 333 kc. - much better for D. F . than 900 kc.). Amelia added, "I will give a long call on 3105 kc. quarter past each hour, possibly quarter to the hour." Captain Thompson was dismayed.

It was as if no one read his messages.

The Itasca's D. F . was for the low frequency marine band that did not skip. He would have thrown up his hands had he known she left her low frequency (trailing wire) antenna in Miami.

Other messages from Putnam asked that Amelia, "..be reminded to get plenty of pictures, both stills and movies and that he had a fat radio contract lined up!"

He complained to his log, "We now have the following persons endeavoring to control the Earhart flight communications: Putnam, Hampton (DCA), C.G./SFO, and Black on the Itasca."

Captain Thompson sent the following to Amelia on 28 June: "Itasca's transmitters calibrated on 7500, 6210, 3105, 500 & 425 kc. Itasca's D. F. range 550-570 kc."

His log on June 30 reflected on the fact that the Itasca did not know what Amelia's plans were.

In any event, it appears that Amelia had no prearranged

16

plans concerning what kind of signal she should transmit for others to get a bearing on her (telegraph key, held down for at least one minute on a low frequency compatible with a ship or ground D. F .), and what frequency could be transmitted to her so that she could get a bearing. Her procedure of leaving a frequency that was working well for another — then not returning to the former when contact could not be established on the new frequency, is unexplainable.

Spurning Pan Am's offer of a coil for their network and not determining what radio facilities were available in the Gilberts, are more of the simple things that should have been done.

Amelia's sighting of the bright lights on NAU was heard by the Chief of Police on his short wave radio. His request for frequencies and time had been answered

by Harry at LAE. We are thus certain of the LAE-NUK-NAU route. The time was not accurately recorded by the Chief, but recalled later as between 10:30 and 11:30 Z. If 1100 Z is used, the G.S. would be 114K/131MPH, just a bit slower than they had planned, indicating an average headwind component of about 10-15K. Normal so far, over 1/2 way and exactly on (her revised) course; 1250 NM and 11 hours behind them, 989 NBM and 81/2 hours to go, with a new ETA for HOW of 1930 Z. She should have passed the Gilberts from about 1400 to 1430 Z, 2-2:30 a.m. local.

The Itasca heard some faint signals several hours later.

At 1816 Z they heard, "100 miles out", and by 1912 Z her, "...on top of you, but can't see you", was 5 x 5, as was 1915 Z, "...circling.

It would appear that she was between her ETEA and ETA-15 min.

2239 NM (revised route) in 19:15 is a G.S. of 116K/134MPH. An indication that the headwind component was light but there was probably a crosswind component because they missed HOW. An observation on the Itasca at this time noted that it was clear to the South toward Baker and the Itasca had a trail of smoke that could be seen from quite a distance. To the North, however, were fairly solid black clouds, probably rain.

Amelia had reported cloudy weather and rain.

At 1928 Z she said, "give signal on 7500 Kc for bearing."

(There 7500 kc is again).

The Itasca responded to every call, but never got an acknowledgement.

Something must have been wrong with her 3105 receiver. Most unfortunately she never tried another frequency until her 19282 request for 7500 Kc. At 1933Z the Itasca heard, "received your signal but couldn't get a minimum."

So! She must have heard 7500 and may had had D. F. capability on that frequency.

Meanwhile, Black and Lt. Cooper had set up their H.F. D. F . on the island.

For power they had rigged up the Itasca's gun control batteries.

During her calls on 3105 - a half dozen or more in the last 12 hours, none were long enough for them to get a bearing.

There is a suspicion that the batteries had run down from earlier tests and the last several hours of use.

Even had they obtained several bearings, how could they have advised her since she heard only one call of the hundreds made to her?

At 2014 Z her signal was a bit weaker, she said, "flying North and South on sunline 157° - 337°."

It was her last message.

Tarawa was 622 NM from Howland; about 41/2 hours, although other islands in the group should be seen earlier.

They probably had about 5 hours of fuel, at the most, left.

She likely set course for TAR, using HOW as the starting point.

Since she was probably 90 to 130 NM North, Norhwest, of HOW, advancing the heading to that area, and applying the crosswind that got her that far North in the first place would put her within sight of Mill Atoll - about 690 NM from the position we assumed, N.N.W. of HOW, as the gas needle hit zero.

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Several natives saw the plane belly land in shallow water above a reef just off the shore of Barre Island, on the North side of Mill Atoll. They were astounded to see a "package" change into a boat, and two "men" climb in and paddle to The taller man, Fred, was hurt and the shorter, thinner "man", Amelia, shore.

When it landed, helped him.

Some Japanese soldiers had also seen the plane. they commandeered a fishing boat and paddled across the lagoon. Mill is a typical Atoll; an intermittent ring of coral based islands, with a lagoon in the It is located on the Southern edge of the Marshall Island Group. The middle. hidden natives watched the strangers and the Japanese who came from behind Soon the confrontation occurred, with much arm waving and across the lagoon.

Our flyers were eventually transported to the village on Mili sign language.

Island, the largest of the tiny Atoll ring.

On July 9th, three of the four ships in the 12th Squadron, ostensibly searching for the downed plane, (reported to the U.S. as an all out effort) were ordered back to their home base, Ise Bay Japan. No need to really search since they had The fourth ship, the 2000 ton research ship, Koshu, was ordered to been found.

The Koshu was the only one of the four Jaliut, headquarters for the Marshalls. ships with a plane hoist on the fantail. It had a canvas sling which was put under seaplanes to hoist them aboard, before hoist rings were built into the planes.

Incredibly, the Japanese in 1949 during the occupation, succeeded in convincing an Army G-2 investigation into the Earhart disappearance, that rumors not withstanding, their Navy had made a sustained, heroic effort to locate the downed plane, it was never found, thus the flyers could not have been held on Saipan or anywhere else.

Pacific islanders had long ago learned that it wasn't smart to talk to any outsiders, Japanese, Americans or whomever; they were mum for years.

On July 17th, the Koshu took on coal in Jaluit. It then steamed to Barre Island where they winched up the damaged Electra and picked up the prisoners.

The plane was seen on the fantail by a medical corpsman and his native helper when the Koshu put into Jaluit on the 19th to get help for Fred Noonan from the local medical detachment.

The Koshu then steamed to Kwajalein, then on to the large naval base at Truk.

Amelia and Fred were transferred to a sea plane and flown All of the foregoing from witnesses, to Garipan on Saipan in the Mariana's. crew members, and the Koshu's log.

Because of Japanese paranoias about getting caught red handed with their string of island fortifications and naval bases, they were suspicious about Amelia's Fearing that her disappearance was an excuse for a round the world trip. massive "search" by the U.S., the Japanese High Command was literally on pins When she was found in the Marshalls, over 800 N.M. from Howland, and needles. and with a camera (albeit an ordinary 35 mm type), the questioning was extensive.

By the time the High Command began to believe the truth, there was no way to take back their lies to the world, nor erase the incriminating sights the two They could never be released. Fred grew increasingly irritable with had seen. his captors and his meager ration of watery soup and rice. In a fit of rage, he threw a bowl of food at his jailer. He was summarily taken out and executed.

Amelia languished in her cell for another year (no more exact time could be determined) finally succumbing to dysentery.

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Goerner was convinced that Amelia and Fred had died in captivity in Garipan Prison on Saipan, because of several witnesses, including one who was in an adjacent cell.

He was unable to prove how they came to be on Saipan, so he spent a good deal of time trying to find their graves to have the bones identified as a Caucasian male and female of Amelia's and Fred's approximate height and age.

He discovered that the cemetery he poked around in was not the original site, and when he thought he found the one in use in 1938 and '39, other witnesses told him that it had been disturbed many times. He put much store in the rumor of an American team, during the invasion of Saipan, going directly to the old cemetery, exhuming several graves, and taking the remains back to a warship.

Klaas was convinced that Amelia was alive in the U.S., thus he discounted witnesses referred to above, and spent no time looking for cemeteries.

Loomis, having put together a credible scenario that fit both previous facts and the missing links that he found (e.g., the Koshu's log and several of i ts crew members), did not believe that remains were necessary to prove his thesis.

Despite their shortcomings, Amelia Earhart and Fred Noonan had the courage and self-confidence of all pioneers.

Had they been able to get a celestial fix before dawn, or a radio bearing later (either with their equipment or by the Itasca) to intersect their sun line, history would have been different.

*

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FOR THE UNFAMILIAR - SOME EXPLANATION

N.T.S.B. accidents.

National Transportation Safety Board who investigate and report on

D. F. - Direction Finder.

A loop antenna that can be rotated to determine the direction of a radio signal. The equipment of 1938 required a bit of skill and a good steady signal to obtain a bearing (line to the source).

H.F. D. F. - Had just been developed for the High Frequencies. Never did amount to much. After WW II better systems ended its development.

Great Circle - Shortest distance between two points on the earth's surface.

Celestial Shots - Observation of stars, sun, moon, etc., that can be used to draw "bearings" or lines of position on a map. Crossed position lines determine a "fix" or the observers position at the time of the shots.

Pilotage - Navigating by visual reference to recognizable geographic features. kc - Kilocycles - now called Hertz.

Trailing Wire Antenna - Aircraft radios of the '30's and '40's obtained greater 'radio' range especially on Low Frequency, when using a wire (with a lead sinker) unreeled for a 100 ft. or so from the underside of the plane.

Also the steady Telegraph Key - Greater range was obtained with Morse code. signal (key held down) was far superior for the D. F . null, than the variable volume and tones of the voice.

Three letter Honolulu.

identifiers

-

Are used after first mention of a place; HNL is

Coil - A necessary part to tune a transmitter to a specific frequency.

N.M. - Nautical miles; one minute of latitude, so convenient for navigation.

Now fixed at exactly 1852 kilometers, 6076.1 ft.

K - Knots; one nautical mile per hour, but spoken only as "knot(s)".

G.S. - Ground Speed; actual speed over the surface.

Z - Greenwich or Universal Time, resolves the ambiguity of the dozens of local times.

Although Amelia left LAE on July 2 and flew into July 3rd, she arrived near HOW on July 2 because of the International Date Line (180 0 ), but went back to July 3rd at Mili.

5 x 5 - Five by Five; an indication of strong signal and clear reception on a scale of 1 to 5.

Sun Line - A celestial line of position drawn perpendicular to the direction of the sun.

G-2 - Designation for Army Intelligence.

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MAP based on Paul Raffords analysis

, Paul was PAA . Radio Operator 1940 then Comm. Spec . for NASA

In Memoriam

EARLE S. SHARPE

October 9, 1986

JAMES S. PORTER

October 30, 1986

JAMES H. VALLEE

November, 1986

ARTHUR S. "Babe" VANCE

November, 1986

JOSEPH G. SHULTE

November 1, 1986

JOHN C. DURHAM

November 13, 1986

JAMES R. HOSKINS

November 19, 1986

LEONARD I. HYLTON

November 26, 1986

WARREN H. JOHNSON

November 25, 1986

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LEONARD I. HYLTON

Retired Captain Leonard I. Hylton passed away on November 26, 1986, after a l osing battle against leukemia.

There are many adjectives used in the aviation fraternity to describe an airman: "born to fly", "flying is in his blood", a "pilot's pilot" and "he flew them all." Len was the epitome of these, and many more.

With nearly 45 years in the cockpit and 30,000 flying hours, his career spanned from the open-cockpit "Jenny" left over from WWI to the largest of jet transports, the 747...and he loved every minute of it.

He was born in Troutville, VA on March 30, 1912, the second of five children to Jessie and the Reverend Price Hylton, of the Church of the Brethren. At the age of 13 he took his first plane ride, was "bitten by the bug" and started saving towards building his own airplane and learning to fly.

While attending high school, he worked at the local Greyhound Bus Terminal with odd jobs, including 'soda jerk', and finally had saved enough capital for the purchase of a "Jenny" fuselage and parts of other aircraft which could be adapted to make one plane.

A pilot friend and instructor helped with the construction and by the age of 15, before he had learned to drive a car, Len was ready for his first solo. Whether i t was a coincidence or an inspiration at the time, the date happened to be May 29, 1927, a week after Lindbergh had landed in Paris.

Lindbergh's name was still in the headlines, but there was another bit of aviation news in the local Virginia paper: "Loose Nut Causes Airplane Crash"; on Len's second flight he had made a crash landing with minor injuries to a passenger and himself (a bruised chin and broken goggles).

Undaunted by this inauspicious beginning, Len continued to fly and his logbook i s full of entries where he piloted just about every type aircraft or engine in the air; private, commercial or military. Left over from WWI were the Liberty, OX-5 and Hisso powered bi-planes such as the Jenny, Canuck (Canadian built) and Standard, then the Eaglerock, Challenger, Waco, Buhl, Travelair, Ryan, to name a few.

Transports included the Fords, Fokkers and Lockheed 'Electra' in the early years of his flying.

From 1933 to 1935 he did a lot of the air meets or shows in the Virginia area, "barnstorming", with parachute jumping, aerobatics and thrill stunts such as wing walking plus the local "joy rides" for awe-struck onlookers, anything to make a few bucks to pay for the gas and upkeep of the planes. In 1937 he headed for California in search of a steady flying job. His first was with the Lewis Air Service, flying out of Burbank, with a fleet of Vegas, Ryans, Kinners and Stearmans doing charter type work.

One of their more popular charters from among the Hollywood crowd, which was dubbed the "Eloper's Air Service", was a trip to Las Vegas or Yuma for a 'quickie' wedding ceremomy.

He also worked for an organization called 'Coast Air Freight' flying the Fokker ' Super Universal' one trip a day from Glendale to Mills Fields, SF, carrying newsreel film north and newspapers on the return.

However, after 4 weeks of operation, the company folded and Len returned to the KC area where he joined the Hanford Airlines (later called Mid Continent) as-a copilot flying the 'Electras'.

In those days, in lieu of a cabin attendant, the copilot had a lot of extra duties.

He checked out as reserve captain in 1939. He was the #38 pilot on their seniority list when he resigned and joined TWA as a brand new copilot on April 1, 1940.

He started out as #238 with TWA, flying the DC-2, DC-3 and Stratoliners.

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There were a number of other bachelor pilots with about the same seniority who lived in the KC area, or flew in on layovers, and a group were able to lease a huge mansion owned by the Epperson estate which included 40 rooms, an indoor swimming pool , caretaker and a governess to insure (?) law and order. Among the 'board of directors' for the "Flyer's Club" were Norwood 'Chris' Carper, Bob Kadoch and Len. Len carried the title "The Ace", but it isn't known if this was in honor of his aviation expertise or management abilities, nor who was the 'board chairman'.

A life-long friendship developed among the group, including John Harrington who later became a TWA executive.

Len checked out as a DC-3 captain on May 13, 1942, and got about 8 trips in the l eft seat before he joined the USAF with their newly formed Air Transport Command.

He had spent some time training in the reserve and was commissioned a ' 1st Lieutenant.

With the exception of one month based in Greenland, which he hated (not for the location or climate, it was "flying a desk"), Len got to fly just about every multi-engine plane the USAF had which was capable of flying the North or South Atlantic to Europe and Africa. These included the transports, ferrying or with supplies, such as the C-46, C-47, C-53, C-54 and C-75, bombers such as the B-17, B-24, B-25, B-26, B-34 (Hudson) and A-20, and the PBY flying boats.

While based at New Castle, he met Frances and they were married in October of 1944, Chris Carper stood by as best man. There were no surprises for Frances as she knew then that she would be sharing his love for flying for decades to come.

She was also aware of his deep dedication to his family, country, and company he worked for. Daughter Gail was born a year later and Judy in 1951, both in l ater years, were to carry on a family tradition by working for TWA, as 'hostesses.

One of Len's important ATC assignments was flying a C-54 load of interpreters to the famous Yalta Conference held in February of 1945, between Roosevelt, Churchill and Stalin.

This was the meeting where the President had arrived by sea and was flown to the Crimea by Otis Bryan and crew, and return. Len's last ATC flight was on August 8, 1945, when he retired with the rank of Major and returned to TWA. He was a line check pilot and instructor for a short time, but preferred "flying the line" and spent his flying hours piloting DC-3s, Stratoliners and early Connies.

During 1946 he also ran a flying school in the KC area. In 1952 he bid LA and the family moved to California, which became their permanent residence.

Len flew the 'Super Connies" and was one of the first to fly the Boeing 707 "Water Wagons" when they were introduced in late 1959.

TWA Flight Operations introduced the 'Flight Deck Man of the Year' award in 196,the choice by the LA Flight Operations staff as their captain to receive the honor was Leonard Hylton; he had one of the largest files containing passenger compliments and commendations from fellow employees.

In 1967, just before he bid SFO and the MAC (military charters) to the Vietnam area, Len had the pleasure of piloting the flight where Gail was working her first trip as a hostess.

He flew the MAC trips as well as the international Pacific run to Hong Kong or Bangkok until he was nearing the retirement age 60.

It would have been easy to have continued with the Pacific flying, but there was one more challenge left - to fly the biggest commercial plane in the air, the 747 which had been introduced by TWA in early 1970.

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The ground training (including the simulator) required for transition to a new aircraft, plus learning the INS navigation system and route qualifications to Europe, isn't easy for a pilot of any age, but Len made it with no problem and continued flying the 747 until he retired in March of 1972. Once again, Gail Although fellow employees knew had the pleasure of working her father's trip.

Len had reached age 60, it was still a shock as he looked too young to retire.

Retirement for the Hyltons was a chance to be 'frequent flyers' and they were often in the company of airmen or aviation enthusiast gatherings about the the OX-5 Club, the QBs, retirement parties, Seniors' activities and country: TARPA. It was never a problem to locate the pair, there was always a crowd of In 1976 Len had a double by-pass operation, but this friends surrounding them.

The leukemia problem was discovered in March of was only a temporary setback.

1986, and there was hope for recovery. The Hyltons joined a Seniors Club cruise to Alaska that summer. In early November the problem reoccurred.

TWA's history and lore is filled with the biographies and the contributions made by the pioneers who organized the predecessor airlines, then managed the merged companies into the one TWA and the pre-war years where the DC-2, DC-3 and Stratoliners were the "Queen of the Skies." Then came the war years, with the call to duty, the post-war years when aviation became the only way to travel and Most of the men were executives or in top the continuing into the 'jet age'.

Leonard was among those who made his contribution with a genuine management. l ove of flying and a belief in its future, dedication to his company as well as He always had a smile for passengers and employees...just "flying the line." the crew and passengers, but the biggest was given with an 'on time departure', a smooth trip and landing, and an 'on time arrival'.

Len is survived by Frances, Gail and Judy, a future grandchild expected by Judy, a brother, and three sisters.

Hostess Gail Hylton and Father, Captain Leonard Hylton Cockpit 747 March 22, 1972

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EDITOR'S NOTES

It seems that we spend so much time on the early days that we don't give enough credit to those who came along after WW II. Certainly it is fine to talk about the founders and dreamers who started the airlines including TWA, but the great building years were from 1945 to 1970.

To perform the flight assignments, it was necessary to strain against the limits This was done, and so there was a never ending of the equipment provided. demand for more and better operating equipment, usually larger and more productive equipment, but whether it was a 21 passenger plane, or a plane that would transport 150 or more passengers, it was operated to the limit of its ability to perform.

Now the point of this little discussion is that you who were there during those building years should share your experiences by writing articles and sending photographs to TARPA TOPICS. Don't wait until what you have to say becomes true nostalgia, and remember, we can't print it if you don't send it in.

Ed Betts is one who is getting ready to tackle those interesting years and Ed "When I get around to articles of modern times (Connies, Martins, etc.) I says: would like to start with a plea for help from TARPA TOPICS readers for their i nput.

As you know, most of what I have written is before my time with TWA and I have had a little help from older (senior) pilots. It is about time I get to our own generation."

Please Finally, our magazine is short on information about current activities.

Send material to the GRAPEVINE, or if your information exceeds about 1,000 help!

We are interested in words, please send it directly to TARPA TOPICS Editor. your activities.

And Ladies, if you have something to say, please remember that TARPA is an organization composed of pilots and wives and some of our good articles have been submitted by wives. So what if old, "what's his name" is too l azy to write it up? You can! out on Now forthe a specific request.

Where were you the night the lights went East Coast? Was that '65 or '66? heard some hairy stories I was on layover in LAX so missed the fun. I have about the great blackout.

That must have been exciting flying. If you have a good story about the blackout send it in. Vignettes are welcome, but we would like to have some longer articles also.

I

am looking forward to the reunion in ANAHEIM. See you there!

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Rem ber

...

Sometimes The Dragon W ins 28

TWENTY YEARS LATER - 1946 FORTY YEARS AGO

"CREW OF FIRST CONNIE" NEW YORK TO PARIS LEFT TO RIGHT (we think) F/E Art Ruhanen Nay. Marv Christman Captain Jack Herman F/0 John Calder Captain Hal

Blackburn

F/E Rouge

The year 1946, the first full year of the post-war years, was a memorable one With the end of the hostilities, in the summer of for all forms of aviation.

1945, the leading aircraft manufacturers were in a fierce race to supply a huge worldwide demand for modern four-engine aircraft which would be pressurized and capable of transporting large payloads of passengers or cargo non-stop across the continent or oceans at speeds near 300 mph. Thanks to TWA's pre-war order, Lockheed had a head start against the competition and a number of civilian model Boeing and Douglas pro'Constellations' were already produced by late 1945. ducts were still in the mockup stage and weren't introduced by the airlines Martin concentrated on a replacement for the DC-3 in the twinuntil 1947. engine models with their 202 (unpressurized) which also was introduced in 1947.

In the meantime, the airlines of the world were using war surplus DC-3/C-47, C-46 (Curtiss Commando) and C-54s to accommodate the huge increase in passenger There was, at the end of 1946, a total fleet of 5e57 aircraft in use by travel.

US airlines which included 427 DC-3/C-47 aircraft and 86 DC-4s. For the private pilot there was an unlimited supply of military surplus training aircraft,

29

fighters and even bombers available at a fraction of their original cost. New aircraft were in mass production: in 1941 a total of 6,844 small planes were produced, 35,001 were produced in 1946.

The USAF had taken on a 'new look' when General Carl Spaatz took over as the Under Chief of Staff following the retirement of General Henry 'Hap' Arnold. his direction the Strategic Air Command, Air Defense Command and Tactical Air Command were formed.

SAC crews were on constant alert or in the air guarding against another secret enemy attack.

Twenty years after Robert Goddard had demonstrated the first launching of a liquid-fueled rocket our military was finally interested and in June the first American-built rocket was launched at the White Sands Proving Grounds. It reached a speed of 3,600 mph and an estiTen years after the death of former Brg. General mated altitude of 100 miles.

'Billy' Mitchell the Congress voted to award him a special medal.

1946 was the year for breaking or setting World or National records as none had been recognized by the Federation Aeronautic Nationale during the war years; since April of 1939 all of the old records had not been changed.

The most coveted record, for speed, was still held by the Germans (469.22 mph) until November of 1945 the British set an official 606.255 mark, and in September of 1946 they upped this to 615.778 mph. Italy's altitude record (for aircraft) of 56,046', set in 1938, was not topped until 1948 (by the British). The British also held the distance record of 7,158 miles, set in 1938, until November of 1945 when a SAC crew flew a B-29 7,916 miles (from Guam to DCA). In October of 1946 a Navy crew flew a Lockheed P2V-1 (Neptune) from Perth, Australia, to The fastest trip across the US was Columbus, Ohio, a distance of 11,236 miles. made in January of 1946b when Col. W. Councill flew a jet-propelled P-80 from Long Beach to LGA in 4 hr. 13 min. 26 sec., an average speed of 580.935 mph.

At the National Air Races, held in Cleveland, Paul Mantz won the Bendix Trophy race from LA to Cleveland with a North American P-51 at an average speed of 435.5 mph (he won the trophy again in 1947 with the same plane). Alvin Johnston won the Thompson Trophy Race flying a Bell P-39 with an average speed of 373.9 The course was around four pylons located 30 miles apart for a total mph. distance of 300 miles.

TWA's DC-1 with pilots 'Tommy' Tomlinson and Joe Bartles had broken or set 8 world and 11 national records for speeds over certain measured distances with The world records had been broken before the war by various payloads in 1935. the Italians and Russians, but most of the national records were still the best until 1946.

SAC crews, using the B-29, broke or set every world of national record in the books.

New weight categories had been added and one, with a 15,000 kilogram (33,069 pounds) load, was 8,224 pounds more than the takeoff weight (24,845 pounds) of the DC-1 in 1935.

On June 19, 1946, President Truman appointed James M. Landis as the Chairman of the CAB. At the time one of the major headaches plaguing the domestic airlines was the huge increase of 'non-skeds' operating with war-surplus aircraft at cutthroat prices compared to the standard fares.

Some were a one-plane operation with the pilot doubling as the company president, etc. Landis made a restriction: wek,but one such carrier could not operate more than one flight a week; there was a loophole in the law and at popular hubs, such as CHI, several 'nonskeds' would band together and operations continued daily, each flight under a

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different company name.

Surprisingly, considering the shoestring type operation, the 'non-skeds' had no major accidents in 1946 and soon were to force the major airlines to also offer coach or economy seats and fares in competition.

The post-war years also saw the rise of local service carriers. Essair was the first with service in Texas starting in August of 1945. In June of 1946 the name was changed to Pioneer Air Lines. Slick became the first all-cargo airline starting service in March of 1946 with the Curtiss 'Commando' (C-46).

Also in March of 1946, American introduced the first DC-4s on domestic flights.

At the end of 1946 there were 28 scheduled airlines with a total of 69,182 personnel, including 5,712 pilots/copilots.

The average passenger load factor was 87% and passenger revenues totaled $272,388,121 (mail revenues, a low 6.8% of the total revenues). 12,213,445 passengers were carried over 3 billion miles on domestic flights and over 1 million passengers over 60 million miles on international.

The US carriers enjoyed their second best record so far as the CAB yardstick of the number of passenger fatalities per 100 million miles: 1.24 (1.20 in 1939). This compared to .19 by bus, .18 by train and 2.50 by auto.

1946 started out looking like a banner year for TWA and one of promise for the future.

During the latter part of 1945 early 1946 most of the preparations and training had been done to inaugurate the coveted international service as well as introduce the Connies on the long haul domestic flights.

A total of 609 copilots had been hired in 1945, or upgraded from the ICD navigators, and 51 more through March 1, 1946. All of this hiring wasn't exactly for expansion as there was a large attrition rate following the war.

Some of the pilots resigned.

The infamous Stanine test brought about a lot of copilot terminations, as well as the checking out of new captains (including ICD captains checking out on domestic).

Of the 1229 pilots added to the seniority list from 1942 through 1946 (8868 for domestic and 341 on ICD) only 532 (43.3%) were with TWA longer than 5 years (including those not returning from furlough).

The attrition rate was the highest (61%) among the former ICD group as only 133 were with TWA after five years.

There were a number of other changes in the seniority list as pilots who were no longer on flying status (dispatchers etc.) were dropped as well as a number of men who chose to remain in the military service.

Had it been the choice of T. B . Wilson, the Chairman of the Board of Directors until January 1946, TWA's new International Division would have been a separate airline from the domestic so far as flight operations.

Jack Frey wasn't too pleased with the idea and John Collings was against it. As it turned out there was just one airline, but a separate operation so far as the flight crews. Most of the senior pilots had bid back to domestic after the war leaving the 1942 men hired for the ICD, along with the copilots and flight engineers, as the crews to fly the international flights.

ALPA didn't like this, as well as the refusal of all the US carriers to bargain for a new contract to cover the post-war years with the larger and faster equipment.

According to aircraft historian Harry Sievers TWA had purchased seven DC-4s, starting in September of 1945.

These were modified according to TWA and CAA specifications for international use (another six were purchased in late 1946 and three more in later years). Starting in November of 1945, TWA accepted its first 049 Constellation and by the time the International Operations began had a

31

total of 18 in the fleet, with another 5 delivered in late 1946 and four in TWA, of course, had the only four-engine equipment in use by the airlines 1947. when the five Boeing Stratoliners were returned by the military, modified (less the pressurization system) and place don the domestic long haul flights in April of 1945.

PAN AM, who also had Connies on order since 1940, was the first to inaugurate regular service with the new airplane with a flight from NYC to Bermuda on TWA officially started their service on February 5th with the February 3, 1946. first flight from DCA and LGA to Ireland and France (via Gander).

BOX was included on the 7th and PHL on the 18th of that month. On March 31 the flight went as far as Rome, and on to Cairo on the 4th of April. On the 7th of April, On May 1st TWA began operations on an alternate route to Geneva was included.

Rome via Lisbon and Madrid. International Service started from CHI on May 3rd On July 2nd the route was extended to and DET was include don June 18th.

Dhahran and on the 7th of that month an alternate route to Cairo (from Madrid) was inaugurated via Algiers, Tunis, and Tripoli.

The first domestic addition had been the BOS-PIT route via Albany and The only addition in 1946 Williamsport which was inaugurated on May 1, 1945 Late in 1946 all of TWA's contracts was Wheeling, West VA, on November 22nd. for carrying the mail (CAM#34 for the transcon route, #36 DAY-CHI, #37 INW-SFO, #61 DCA-DAY, and #67 BOS-PIT) were consolidated and known as Air Mail Route #2.

The cost of air mail was reduced from 8¢ to 5c an ounce by the Post Office in The biggest drop was in the cost for a foreign letter, from 70c a half 1946. ounce to 15c .

On February 3rd Jack Frye and Lee Flanagin celebrated their 20th year with TWA by flying a Connie from Burbank to LGA in a record time of 7 hrs. 27 min. Paul Frederickson, who had just replaced Bob Buck as system chief pilot, was also a part of the crew as was f/e Paul Henry. Also receiving his 20 year pin was Paul Back in 1926 Frye and Richter were among the original founders of the Richter.

Aero Corporation of California, a part of TWA's "roots". A third member of the original founders, Walt Hamiton, had left TWA before the war to join Douglas and after the war re-joined TWA. Walt died in March of 1946.

TWA inaugurated domestic service with the Connies on February 15th with two On the eastbound flight departing at 9:30 transcon schedules each direction. a.m. from Burbank, the crew of Busch Voigs, Andy Lundin, and Pual Henry set a record 7 hrs. 28 min. flying time for the trip. The afternoon flight, departing at 1:30 p.m., was flown by Walt Smiley and Fred Pastorius.

Back in 1939, when the Constellation was first designed, the specifications called for a four-engine transport to be capable of carrying a 6,000 pound payload a distance of 3,500 miles at a speed from 240 to 300 mph at an average The original version, the military C-69, was cruising attitude of 20,000'. designed for a maximum takeoff weight of 82,000 pounds with the Wright 2,200 hp engines (as used on the B-29). The maximum weight was later increased to 86,250 lbs. and finally 96,000 lbs., with the same engines. The original Connies, as delivered to TWA, did not have reversible props for an added assist to the brakes to stop the airplane after landing (or an aborted takeoff) or a steerable The nosewheel was free to caster (except when retracted) so that nosewheel. steering the aircraft on the ground was by differential braking or using the engine(s) in the direction of turn desired.

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Initially (and for years later) the biggest problem was keeping the R-3350BA engines operating within the manufacturer's warranty so far as cylinder and oil temperature limits for takeoff and climb (260째) or cruise (232째) with a heavy weight or on a hot day, or both. The usual takeoff was a tug-of-war between the pilot wanting more power and the flight engineer trying to keep the engine cool by use of the cowl flaps, which added more drag. There was usually a lot more weight on board for takeoff than the loading slip showed as the f/e needed several hundred extra pounds of fuel to gradually lean back the engines to a uncomEngine .Ther failures, for numerous causes, were not uncommon; there cruise power. was one day where ten aircraft were on the ground due to an engine change.

Fortunately (on the international flights, there was always the DC-4 for an After the original survey and inaugural flights, most equipment substitution. of the inaugural flights were with the venerable DC-4, which cruised about 40 mph slower but could keep going forever as long as there was enough oil available to the engines.

TWA lost its first Connie on March 29th when it failed to stop after landing on a wet runway at DCA. There were no injuries or fatalities, but the airframe was The second accident, on July 11th, was during a training flight a total loss. when a fire broke out in the cabin and the crew was not able to control the spread of flames or smoke and made an emergency landing at Reading, PA. Captain Richard Brown was severely injured in the crash and was the only survivor of the Other Constellation operators had experienced problems with six men aboard. i nflight fires, although not as serious, and on July 12th the CAA grounded all of these aircraft pending further investigation and modifications.

The problem was traced to a design error where the plane's electrical wiring from the engine-driven generators entered the fuselage in the area of the lower A loose or worn connection would cause an electribaggage (front) compartment. cal arc like a welder's torch, setting fire to any combustibles nearby (in this While the Connies were grounded, case the plane's hydraulic fluid reservoir).

TWA made numerous other modifications including a change from the engine carThere was a 22% cutback with TWA's total buretor to a fuel-injection system. scheduled seat miles as the DC-4s carried on with international flights, the Stratoliners on the domestic long haul and the DC-3 on the others.

While it had no connection or bearing with TWA's problems there was another accident on July 7th that made the headlines. Howard Hughes was seriously injured recon ais when he crash-landed one of his company's prototype photo recairplanes on its initial test flight.

Officially the CAA lifted the mandatory grounding of the Constellation directive TWA resumed service on September on August 23, when PAN AM resumed service.

On October 12th TWA lost its third Connie, a ferry flight landing at New 20th. and burned. hit some cars downwind on a wet runway overshoot, Castle Fortunately, there were no injuries to the crew aboard.

During the wartime emergency, with wage and price controls, organized labor had VJ Day, in September of 1945, labor strikes been forbidden to strike. After became common, and unpopular, as wages rose to keep up with the cost of inflaThe first post-war strike in the airline industry occurred on October 23, tion.

1945, when the mechanics and helpers of PAN AM, based at Miami, and American ( and American Overseas), based on NYC, walked the picket lines. PAN AM's lasted

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The mechanics of Northwest had a two day two days, the others for a week.

ALPA and the major carriers were at an impasse as to strike in July of 1946. how they would bargain. Dave Behncke, the President of ALPA, wanted to bargain with each airline individually, the airlines wanted to bargain as an industry.

The TWA pilots had been selected to spearhead ALPA's demands and a strike date was set for October 21, 1946.

Much to everybody's surprise the deadline passed with no possible agreement in sight and the TWA pilots for the first, and only time, were walking the picket The media termed it "the war between capitalines at the various domiciles.

Strike lists" citing the executive-bracket salaries demanded by the captains. benefits paid after the first week were several times more than some of the Pilots were hung or burned in effigy, ground personnel and the hostesses pay. notes or phone calls were made urging the return to work. A binding arbitration was agreed upon and the pilots returned to work on November 15th, although many of the junior men were on furlough status until May of 1947.

On December 12th a Stratoliner had There were still problems ahead for TWA. mechanical problems with the landing gear and bellied in at LGA. There were no On December 28th a Connie injuries and damaged to the plane was minimal. crashed while landing in a fog condition at Shannon, 9 passengers and 4 cabin The loss of four Connies during the year, the grounding attendants were killed. of the fleet and the pilot's strike had a devastating effect on TWA's financial health for the year; a net operating loss of $14,919,503, the worst in its history although revenue income was the best. As a comparison: Pass Oper Revenues 1942 1945 1946

$10,707,000 24,003,000 47,097,000

Total Oper Revenues

Total Oper Expenses

$16,045,000 33,776,000 57,361,000

$12,655,000 30,576,000 72,281,000

A great deal of the operating loss was due to the preparations involved with the setting up of the international division; ground and flight equipment, new sales and ticket counters, flight and ground training, etc. Originally Otis Bryan had Jack Frye upped this to estimated the cost would be near $80,000,000, $100,000,000 and Howard Hughes raised it to $120,000,000 with the following understanding : TWA would borrow $40 million, Hughes would put up $40 million and the other $40 million would come from the sale of new stock. Hughes reneged on his part of the deal so that at the end of 1946, TWA was in a grave financial position and there were rumors and proposals of the international routes (or the entire airline) merging with PAN AM. 1946 was not a good year for TWA.

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KEN BLANEY

By Ed Betts The author of the article "The Maddux Story", which appeared in the November Tarpetors, is well known to the original TWA pilots but might need a bit of an introduction to the majority of we "new hires". Ken's brief airline career was back in the formative years, the years of the predecessor airlines and the series of mergers into what is now TWA, before there was an official seniority list as published in May of 1934. His date of hire with Maddux (8/23/29) and date of first trip as captain (2/27/30) would probably rank him just behind the group of TAT copilots recruited by John Collings: Otis Bryan, Harry Campbell, Cliff Abbot and Jack Zimmerman.

Ken's story deals primarily with Maddux, however, his own pilot career is equally as interesting as it tells what it was like to be a mechanic (mate), copilot and junior captain on the airlines in those years. His was a constant endeavor to gain enough flying time and experience, usually at his own expense, in order to qualify for certain licenses or other requirements of the Department of Commerce or the companies involved.

In 1920, at the age of 15, Ken took his first airplane ride in a Curtiss 'Jenny". when a group of barnstorming Army pilots were giving some exhibition flights in the Sacramento area. Five years later he was getting some flying lessons from a Ken bought a friend, Jack Irwin, who had an OX-5 powered 'Standard' biplane. wrecked 'Jenny' for $300 and spent the next year and a half, in his spare time and working in his father's garage, completely restoring the plane. His mother helped out by sewing the fabric to cover the wings with a pedal-powered sewing machine.

When the plane was finally assembled and ready to fly, 'Andy' Andrews gave Ken some additional flying lessons and he soloed on December 21, 1927.

He ater enrolled at the Galt Junior College for Aeronautics , l earning navigation, l meteorology as well as aircraft and engine maintenance in order to qualify for both a pilot and mechanic's license. On weekends he-worked as a brakeman on the railroad run between Sacramento and Chico.

After his first 100 hours he obtained his pilot license (#5416), and in June of 1929 he had the minimum 200 hours for his transport license.

In the meantime, 'Andy' had gone to work for Maddux, flying the Fords out of Glendale, and in August of 1929 he sent Ken a wire informing him that the airline was about to hire a group of copilots that were both pilot and mechanic As had been a Maddux practice, Ken was assigned as 'mate', to superqualified. vise or help with the maintenance of one plane, NC9641.

On his first trip, to San Diego and Agua Caliente with pilot Milo Campbell, Ken made the mistake of also holding his hands on the control wheel during the takeoff--Milo slapped his hands with a good whop!, this was the last time that Ken 'folllowed through' with the controls without the pilot's permission. With the merger of TAT and Maddux, in late 1929, Ken was also flying the Glendale to The pilot layed over at Winslow Clovis run of the transcontinental schedule .

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for the return trip--the copilots went all the way to Clovis, which was a day.

long

In June of 1930 Division Superintendent Steve Welsh gave him a check ride (and solo) and promoted him to reserve captain, based at Waynoka.

At that time he had 400 hours of solo and 1,000 as copilot.

There wasn't too much flying as reserve, a good month was about 40 hours, the usual pattern was vacation relief for the senior pilots or taking the eastbound trip if the westbound flight was too late arriving for a turnaround.

Ken tells of one trip where he was ferrying, solo, Maddux's original Ford (Old #1) from Waynoka to Columbus and on the STL-IND leg he had to 'go'. He had no choice other than to land at Terre Haute, leave the engines running, and make a dash to the bathroom.

With the TAT-Maddux-Western merger, Ken was bumped back to copilot flying the run from STL to AMA with all of the stops. The new T&WA had gone to an all air service (no train by night) and in March of 1931 the single-engine 'Alphas' were used to get the mail across the country.

At this time, Ken had 200 hours as Ford captain, 600 hours of solo, and over 1,000 as copilot.

Although copilots could log one half time when they flew the airplane (with the pilot certifying same in copilot's logbook), Jack Frye insisted that the 'Alpha' pilots have at l east 1,000 hours of solo time, Ken was not eligible .

Ken bought a two-place cabin Monocoupe and in June of 1931, while on a two week vacation, flew to Stockton and return by the southern route (El Paso, Tucson, etc.), giving local rides (for $10) along the way.

He saved all of his gas receipts to show Jack Frye that he had added another 160 hours of solo--Frye gave him the OK to fly the single-engine F-14. Ken alternated piloting the F-14 or as copilot on the Fords on the CMH-EWR run, as well as night air mail dispatcher and mail clerk at CMH. On his next vacation, in April of 1932, he once again flew west with the Monocoupe, including a trip to Las Vegas where he married Dorothy, and upon his return presented the gas receipts to Frye that proved he had 1,200 hours of solo.

At that time, he was based at STL flying reserve pilot on the runs east or west as well as the night mail dispatcher.

Ken kept his Monocoupe in the T&WA hangar.

On June 16th Ken found a red tag on his airplane, a local Department of Commerce inspector had grounded it because of a minor problem; a bent steel fitting where the rear landing struts attached to the fuselage.

There wasn't too much TWA activity at the time so Ken set about to make the necessary repairs, looking for a chain or cable to make a sling in order to hoist the plane with a chain block.

All he could find was a 3/4" cotton rope, which he used to support the plane while removing the landing gear.

He was sitting on the cement floor removing some fabric from the fuselage when the rope broke, a cross piece of the welded steel tube in the fuselage bent across his back and pinned his chest to the floor between his legs.

Fortunately, his cries for help were heard.

Howard Hall and mechanic Maybrey were able to lift the 800 pound load off of Ken so that he could crawl free.

Howard Hall rode with him in the ambulance to the hospital.

Ken spent the next eleven months in the hospital with a broken neck, the first two in a body cast. There was no air conditioning in those days and the STL

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summer heat left a large area of his back with bones exposed.

His wife and mother had taken up residence nearby, and in January of 1933 a son, Bruce, was born in the same hospital. When the accident first occurred the doctors did not expect him to live more than few weeks, but Ken never doubted that he would someday be leaving in a wheel chair.

Ken's flying days were over and upon his return to living in Sacramento he had numerous activities and projects to keep him busy.

He was an avid 'ham' (amateur radio operator) and did a lot of repair work for fellow radiomen as well as operating his own instrument shop.

Five grandchildren have also kept him busy and entertained.

For over thirty years he was able to drive a specially equipped car.

Since November of 1985, Ken was again confined to a hospital undergoing a series of back operations and the recovery.

At the time of this writing (April 25) he is anxiously awaiting the remodeling of his home so that he will only need part time help from an attendant, this includes a $26,000 bed and a $5,000 electric As Ken reports, the medical costs have been astronomical hoist to assist him. through the years but thanks to Jack Frye's arguing his case, at the time of the accident, he was eligible for Workmen's Compensation.

Hopefully at the time of the printing and mailing of this issue of the 'Topics', Ken will be home from the hospital.

Ken is one of our honorary "Eagles", an avid TWA booster, and it is hoped that he will someday be a welcome guest at one of our conventions.

As it was when he saved his gas chits for Jack Frye, Ken's life has been one of determination and courage. *

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THE TWA PILOTS RETIREMENT FOUNDATION This worthy organization was founded through the auspices of TARPA. Money from this foundation goes to augment the income of those fellow pilots whose pension income is insufficient and also to their widows. There is no p aid help and every penny you donate goes to the afore-mentioned recipients.

Make your checks payable to The TWA Pilots Retirement Foundation and send to: ALPA Federal Credit Union 825 Midway Drive Willow Brook, IL 60521 (You might mark the account number somewhere on the check, ie; 90-17470) Harry Mokler is president of the Foundation and Bill Polk is treasurer. ** *

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The October-November, 1962 issue of "ELITE FACTS" had an article about the first Flight Operations Policy Manual 1934 which consisted of less than 35 6 x 9 inch pages.

How about these GENERAL RULES? Pilots and co-pilots are to cooperate with the field manager in the servicing of the airplane.

Picture Courtesy "FLITE FACTS"

Orm Gove--Columbus, 1933-Fulfilling Co-pilot Duties

Before airplane leaves hangar to load passengers at the terminal station prior to departure, the copilot shall see that the airplane is stocked with all necessary supplies a)

All pilots handling mail will wear a pistol in plain sight.

b)

Pilots will turn in their pistols to designated place for cleaning and repair on dates specified.

c)

All automatic pistols will be carried with the chamber empty.

d)

Revolvers will be carried with hammer resting on empty chamber.

Parachutes will be handled by special instructions issued by the district Superintendent concerned.

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The assignment of plane Superintendent concerned.

crews

to

flights

will

be

made

by

the

Region

Or these FLYING RULES? It will be the duty of the pilot to see that his plane is provided with a sufficient amount of rags to keep the windshield clean during flight.

Copilot shall attend courteously to the wants and comforts of the passengers, check and collect tickets from passengers, explain how to adjust the seats, safety belts, heaters, etc., point out and explain to passengers the places of interest along the route, assist passengers in getting on and off the airplane and assist in the loading and unloading of baggage, mail and express.

While in flight, the copilot will keep a careful watch on all passengers, and at the fist sign of anyone becoming ill, shall render every possible assistance.

Copilots serving luncheons aloft will be governed by special instructions issued to cover this service.

Pilots will not fly planes over any wrecked airplane for sight-seeing purposes.

Or RADIO RULE'S? A continuous radio watch shall be maintained by pilot or copilot for 15 minutes after plane leaves the blocks.

Continuous radio watch shall be maintained 15 minutes before arrival at any station. *

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USE AIR MAIL

Arrives First—Read First—Answered First For six cents an ounce you can send your regular mail across the United States overnight. Equally fast service between intermediate cities. arrival is 16c Special Delivery Air Mail Stamp when arrivalisonSturdy afternoon, Sunday, or a Holiday.

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IT WAS A DARK AND STORMY NIGHT PERSONAL EXPERIENCES

My first flight was Flight 5 from Kansas City to From Arlie J. Nixon: I flew with Captain Alton J. Parker and Albuquerque on September 20, 1939.

Hostess Nellie Granger.

I had been hired the afternoon of Most interesting flight: See above.

September 18, 1939 and here just two days later I had started an exciting career that lasted for almost 35 years. I believe my career spanned the "Golden Years of Commercial Aviation." * * * * * * * * * * My fist trip on the line was from From Jim Meagher, Retired 4-1-86 (R.O.P.E.): KC to ABQ on approximately April, 1948 (my log book is packed right now, but this date is close) I flew with Capt. Jack Burnham.

'Nigh to We flew through the same thunderstorm three times - westbound!! impossible to get ATC clearance (min. cross. alt.) across the San Dias mountains.

********** My fist trip on the line was from LGA to CVG on August 5, From Barry Otto: 1953, I flew with John Goodell, DC-3 #323 (cargo).

John got there! (and back!!) single handed.

My most interesting flight was on a trip from JFK to LON on August, 1983.

England fogged in (not just Heathrow & Gatwick as forcasted). Everything else Gatwick opened up just enough for a squaker, cleared for the went to Shannon.

Controller said we were number one for approach from cruise altitude (1011).

England, good old autoland and all that. Not only CAT III but one to remember.

My wife was along (long layover) said she didn't see a thing even after the I said "cheer up, we didn't see much more." Taxiing was the wheels touched. hardest part, there really was a terminal and we found it. * * * * * * * * * * My first trip on the line was from BU to AB on July 22, From Russell A. Bowen: I flew with Captain Felix Preeg, Hostess Vivian Stohfuss (DC-3 #378).

1939.

Interesting, stimulating & "uneventful." to the west of town.

Landed at the old Albuquerque airport

My first "eventful" trip occurred less than two months later, September 14, 1939 - DC-3, #375, Captain Eddie Bellande, AB to BU made a night landing with a shut

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down engine at the unattended Seilgman, Arizona, Emergency field. A maintenance crew flew from Burbank to Kingman, AZ and then dove over to Seligman and repaired a broken oil line. We proceeded on to BU early that morning with our ten passengers.

In March, 1940, eight months after hire, I began Captain check-out in MKC. * * * * * * * * * * My fist trip on the line was MDW to DAY on a DC-3. Flew from From Joe Schulte: left seat - Captain asked me if I could start the engines, I said, "sure" - he said, "take us to Dayton." (P.S. my last flight was from STL to SFO - it was the copilots leg and he flew it). * * * * * * * * * * I From Walter G. Stock: My first trip on the line was from LGA on May, 1956. flew with Tom Carrol L, Martin 404, Runway 30.

I missed the departure control Tom reached over and dialed it in. I thought "how frequency after takeoff. uncanny that he knew that frequency!" Flew with Tom later on 707, Tom as F/0, Paris-Cairo-Bombay.

I, S/0.

My most interesting flight was on a trip from LGA to STL in the summer of '69 or '70.

B-727

1:34 LGA - STL

B-707

4:12 SFO - JFK. All the way around to land on 22.

1966 Charlie Rice was the captain and it was my leg.

600 + on the doppler all the way from level off. * * * * * * * * * *

From Jim Philpott: My first trip on the line was BUR to ABQ on August, 1940. I flew with Felix Preeg.

Night DC-3 flight and Felix went back in the cabin and wrote letters from takeoff 'till landing. Had to call the Hostess to get him to get down - same coming back.

My most unusual flight was on a trip from HNL to Okinawa in 1966 or 1967.

Full gross to west, rainy hot night, edges of runway were dug up. Tower told landing F27 on short runway to hold clear of main runway (26?). He didn't. He turned and started taxiing down in front of us. My only decision was - hit him going fast or hit him going slow - we were bigger. I let go of wheel land went back to nose steering.

Trying to keep left.

Trucks on pavement.

I think Ed Mangus was the Engineer.

He stood up between us to watch the crash. We stayed on the pavement, and the F27 did also. We missed him somehow and when we were almost out of runway, I tried to rotate with the nose wheel steering.

No one was flying the airplane.

I think we went half way to Bellow Field? (Marine field) with the gear still down. We were very scared!

Might check with Ed Mangus or the F/0 for more details, I don't remember F/0's name, sorry!

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My first rip on the line was KC to NY on November 30, 1945. I From Bob Voss: flew with Bill Flanagan & George Drew.

George Drew was line checking to Captain status. (?) ( Not sure). It was Largo I believe they were LGA based and, I was really impressed by the way FLT #46. they handled all of the checkpoints and ranges, etc.

My most unusual / exciting flight was a trip from NY to Paris on October 8, 1948.

It was FLT #926 (a Connie plane #701. I believe it was the first plane with all On T.O. Einn (black night taking off South over river) electrical instruments. we went into the clouds about 500' - landing lights on, Arlie Nixon was the The A/C continued to bank Captain; and he started a slow turn - I thought! called to Arlie and his instruments showed through 50째 and then almost 90째.

I After he saw the copilots (my) instruments he He was pulling back! no turn. eveled the wings and Arlie was, as was I, pulling I l said, "You've got it!"

Rivets popped and we We went from near sea level to near 1,000'. back!

Arlie did a 'helluva' job and should've gotten a medal for his l eveled out.

On to Paris, but we were a bunch of thankful guys that that presence of mind. was all that happened. * * * * * * * * * *

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428 Cove Drive Lantana, FL 33462 September 29, 1986

Mr. R. M. Guillan Clemmons, NC Dear Dick: Let me introduce myself. I am an ex ICD / TWA FRO who only this year heard of and was allowed to join TARPA. In the "Grapevine" there seemed to be a desire of organizing those who own their own plane and still do some flying. I have been flying for the past 25 years and have owned and maintained a 1963 Mooney for almost 20 years. I kinda wonder i f I am the only one who flew his own plane to the get-together in STL? My wife and I put into the East STL airport just across the river from the hotel.

Also in the Grapevine you asked for stories on first or interesting flights. My first check out flight was not too spectacular - Washington , DC to Natal and return on Strats and C54s.

I do remember it was a wonderful crew and I became acquainted with 200 proof rum in the Borinquen PR Officers Club!

That was in the Fall of 1942.

Of interesting and spectacular flights...I had so many I don't know which to tell first.

Let me tell you of this one, and I hope you find it worth printing.

It must have been in the Spring of 1943 or thereabouts at which time Winston Churchill was in Washington, DC. (I

have no records of my fits prior to September '43. The reason being because were not allowed to carry or make logs until then for reasons of security in event the plane and/or crew was somehow captured by the enemy! At least I think that was the reason.

I do know that in September, 1943 I already had 711 hours of ICD time.)

Anyhow we were set up on this hush-hush fit out of Washington with Capt. Stan Stanton and all the crew had a sneaking idea we were to take Mr. C to Algiers for an Allied Military pow-wow.

Our briefing was for a route to Gander to Gibralter to Algiers. When the plane was loaded, however, no Churchill, just a bunch of Scotland Yard men and US Military brass.

After takeoff, we were told Mr. C was making the trip to Gibralter by PanAm flying boat.

We were all pretty excited about the fit.

One reason being the leg Gander to Gib was quite a long one (for those days). However, I remember right the C54 had aux fuselage fuel tanks. Not long after takeoff Gander, I noticed my radio briefing material indicated a Broadcast station in Gib. For some reason even now the freq. of that bcst stn sticks in my mind as being 832kc! I reached up into the cockpit and tuned the ADF to freq and got a good musical signal.

When placed in ADF position the ole Bendix ADF needle immediately swung around I tapped Stan on the shoulder and pointed to the ADF and said to dead ahead .

"Gibralter."

He looked at me with an "you're kidding" expression. We held onto the stn the entire flight.

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We got to Gib landed on that one long runway extending out into the water at and all of us being 'beat' by about 20 hours in the air each end, (unpressurized) and all the preflight time on the ground at Washington. It was midmorning and after a little look around at the Rock, a bite to eat we all passed out on army cots in a Niesen type hut. Mr. C was not to arrive until some later hour.

I don't know how long we were in the sack when I and all the rest of the crew We all got up and almost were awakened by the damndest noise you ever heard! jammed the door of the hut trying to get out. I think we all thought the base Above us the sky was covered by exploding shells and smoke. was under attack.

A Limey soldier, however, on seeing us, quickly ran over and said "Don't worry, they are only showing Mr. Churchill how well the Rock is defended!" It seemed that Mr. C had arrived and after a tour of the Rock, the Base Commander decided indeed to show him how well the place was defended by putting everything This included all their artillery plus some he had into one overhead cloud. kind of rocket group stuff that was tied together with chains. The object being to snare if not hit airplanes. Boy, did they scream!

Not long afterwards we were alerted to get ready and stand by our plane. Now, we thought we would fly Churchill but no, on arrival our plane, alongside was parked either a Lancaster or a Hastings bomber converted to kind of a plus pax This was to carry Mr. C. We carrying job, I think it was called a York. oaded our pax and stood by in the cockpit of our C54 waiting for Mr. C to l Soon several jeeps arrived carrying the Prime Minister and many British arrive.

Officers who all got out and stood at the cabin door of the York. Mr. C shook hands with all of them and after mounting the steps to the cabin, hesitated, and then came down the steps again and walked about 100 ft. to where the driver of his jeep stood at attention and shook hands with him. Mr. C suddenly accumul ated a lot of Brownie points with all of us at this point.

Not long after takeoff we were flying in loose formation with the York when three British fighter planes appeared off our left wings. Hurricanes by the looks of the large scoops on their bellies. Half the way to Algiers they disappeared and were replaced by three P39s who escorted into Algiers.

These were the only P39s I remember ever seeing in the European theatre. I believe most of them were given to the Russians.

Three pleasant days were spent in Algiers which seemed to be an important Allied shipping port. The city and the harbor were covered by barrage balloons.

When we were alerted to depart we did not know who we would carry until General of the Armies, George Marshall came aboard. Our flt was planned directly across the Sahara to Accra (Do you know they have hail storms over the Sahara?). Then to Ascension Island to Recife, to Belem in the middle of the night and through a bad thunder storm over the jungle. We got a little rest in Belem and the next day it was on to Antigua, Bermuda, and into Washington, DC. It was a very tiresome trip with the long hours without sleep, high altitudes and, of course, the stress that was with us most of the time because of the war and pioneering effect of it all in those days. However, in this last respect I guess it was nothing compared to what Churchill and Marshall had to put up with.

As we approached Washington, DC, General Marshall came up and thanked us all.

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So ended just one of the wonderful trips and experiences I can now look back to and thank TWA for. * * * * * * * * * * Dick....

Those photos of you and crew in last TARPA. When Charlie Tate checked out as Capt. I asked to fly his first fit. We were and are good friends and for a long time I was assigned as a regular member of his crew.

Pepmiller was a good friend also.

The last I heard he is living in Washington, DC and is in good I also remember flying with Norm Goodrich. shape.

I am sorry, but I do not remember ever having met you.

Regards,

Harry Stitzel

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THE TWO LETTER CODE SYSTEM

Listed below, by the old two letter code system, are a number of cities that, at one time or another since TWA inaugurated service in 1930, have been served by TWA, plus a few selected alternates.

The three letter code, as is presently used, became the standard in early 1948. Many were, prior to 1948, just radio check points or emergency fields on the nonstop routes with the 049 Connies flying between San Francisco / Los Angeles to Kansas City / Chicago by way of Denver.

Not included are any of the present stations on the southern routes to Florida, etc.

As a Trivial Pursuit-type quiz, see how many of these you can correctly identify: 20% is passing, 40% you must have been based in the Eastern Region and 60% you were qualified east and west of Kansas City (and have a good memory).

These were taken from the January 1, 1948 Air Traffic Guide.

1 2 3 4 5 6 7 8 9 10

AB AQ AZ BD BJ BO BU BW CC CG

11 12 13 14 15 16 17 18 19 20

CO CV DL DM DN DO DS DV DY FT

21 22 23 24 25 26 27 28 29 30

FV FW FZ GX GZ HB HT HX IA ID

31 32 33 34 35 36 37 38 39 40

IQ JD JH JY JZ KM LQ LS LV MK

41 42 43 44 45 46 47 48 49 50

MP NK OA OH OL OP PG PH PR PT

26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50

Long Beach Hartford Harrisburg Williamsport Indianapolis Colorado Springs Boulder City Joplin Grand Canyon Mansfield Camden Las Vegas St. Louis Louisville Milwaukee Minneapolis Newark Oakland Omaha Oklahoma City Peoria Philadelphia Phoenix Providence Pittsburgh

51 52 53 54 55 56 57 58 59 60

QC RP SL SN SQ SR TH TL TS TW

61 62 63 64 65 66 67 68 69 70

TZ WA WD WI WJ WO WQ WW ZC XA

51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 x

Quincy Reno Salt Lake City South Bend San Diego Syracuse Terra Haute Toledo Tulsa Topeka Tucson Washington, DC Wichita Wilkes Barre Springfield, MA Winslow Wheeling, WV Worcester Prescott Bethl'm/Allentown St. Joseph Santa Fe St. Paul Zanesville Scranton Moline

71 72 73 74 75 x

ZJ ZK ZP ZV ZZ MO

(Answers on another page) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

Albuquerque Amarillo Albany Bakersfield Buffalo Baltimore Burbank Boston Cincinnati Chicago Columbus Cleveland Dallas Des Moines Reading Detroit Springfield (MO) Denver Dayton Fresno Fort Worth Fort Wayne San Jose Glendale Palm Springs

Note: Long Beach and St. Joseph were alternates Joplin, Springfield (MO) and Moline served by Trans World Express (Resort Air) 46

"YOU MEAN I GOT ONLY THREE CORRECT?"

THE TARPA

GRAPEVINE JANUARY, 1987 Your response to my request for material has been great and I sure appreciate it.

Keep it up. Some of the items sent in may appear in other sections of the TOPICS, Editor's discretion, but keep sending it anyway 'cause our aim is to keep the membership informed. * * * * * * * * * * Many of you have been reading about the "SAVE-A-Connie" foundation.

Received too late for our last publication was a nice letter from Suzanne Ward.

She was motivated by the poem "Men Who Fly" which appeared in the July issue of the TOPICS into having husband HARRY write his account of the ferry flight from Mesa, Arizona to Kansas City.

Also included is the account of the test hop preceding the ferry flight.

From talking to several people in Wickenburg last month, there is a lot more to the story..but here is HARRY WARD's account of the events: Sorry I missed the 1986 TARPA Convention, but I was busy helping get an old airplane (L-1049H) #6937C airworthy for test and ferry flight to Kansas City.

Suzanne says she has heard enough of this story and suggested that I tell someone else, maybe TARPA TOPICS. OBJECT: To get a group of retired TWA people to donate their time and money to restore an old "Connie" to be flown around the Country to air shows, hoping to preserve aviation history.

The aircraft was located at Falcon Field, Mesa, Arizona and had not been flown in eleven years. It was towed to a hard stand and work began May 5. After nine weeks of twelve hour workdays (and a few six packs) it was ready to be tested and ferried to Kansas City.

Frank (Fitzgibbon) and I usually stopped after work at a local watering hole to figure out how we were going to fly the old bird.

On July 15 #6937C was flown to Kansas City by Frank Fitzgibbon, Stan Scroggins (F.E.), myself, and Warren Donovan (Mech.).

After getting the engines running and most of the oil and hydraulic leaks fixed, we did two high speed runs.

The temperature was around 110.

The high speed run was aborted at about 85 knots (5,000 ft. runway) and guess what? - one prop went to feather, one PRT fire, and the rest would not idle properly.

Back to the hard stand!

The prop governor was changed by Warren; the plugs were changed; and more oil and hydraulic leaks fixed. She was ready to be test flown.

48

We would have preferred to test it early in the morning, but it was not ready until late afternoon on Friday, July 11.

The temperature was 107 outside and about 130 in the cockpit. Flight was O.K. until the gear was up. #3 prop could not be controlled so we left the throttle retarded.

We couldn't get enough power in #2 and #4 to accelerate to climb speed (170 knts). Finally made it to 600 ft. and 150 knts. So, let's get this thing back on the ground. Made a good Back to the l anding (Thanks Busch Voights, my Connie instructor years ago). hard stand.

Fixed prop governor on #3 (Warren again) and changed all the plugs in #2, 3 and 4.

On Tuesday, July 15, we were finally ready. The Airport Manager instructed us not to take off southwest, as there were a lot of houses in that direction. He witnessed the test flight.

Frank, Stan and I had spent about two hours going over the emergency check list one afternoon before the test flight.

I never realized what an engineer's airplane the Constellation was prior to the test flight.

Thank God for Stan Scroggins.

We filed the following flight plan: Type of aircraft - - L1049H #6937C Color - dirty Type of Flight - VFR. Only instruments we had were airspeed and altimeter - no navigation radio.

Route of Flight Lake northeast of Phoenix via power line to Holbrook, I-40 to Tucumcari, Hwy. 54 to Wichita and I-35 to Kansas City.

The guy laughed!

Since I flew the test flight, it was Frank's turn; and I tried to keep track of where we were. Through Arizona and New Mexico we were dodging rain showers; and after Tucumcari it was clear to MKC. The aircraft flew well thanks to Bill Cahill, Larry Sieve, and Roy Stewart, all retired MKC. They spent a week re-rigging the controls. The retired people in Phoenix were a great help, especially Fred Kukol (Manager TWA Maintenance Phx-retired), a great guy and a fine mechanic. Frank and I learned a lot from him.

Thanks for the grapefruit, Fred.

We arrived at MKC at about 1:30 p.m., without too many oil or hydraulic leaks.

It was a great flight and a lot of fun. Now the restoration begins.

We later learned that ABQ Center had reported to the FAA at MKC that they had an airplane or erratic headings, without a transponder, that says he is a four engine Connie enroute to MKC probably carrying dope-well, four anyway.

HARRY WARD P.S.

Anyone who would like to make a donation to preserve a bit of aviation history, please make checks payable to SAVE-A-CONNIE, P.O. Box 9144, Riverside, MO 64168.

H.W.

49

HARRY advised me by phone that one of the largest and most faithful contributors to the SAVE-A-CONNIE project has been JACK DAVENPORT, in spite of being in and out of the hospital during the past several months.

**********

A happy landing The crew of a Lockheed Constellation, a "Queen of

the Skies," is greeted enthusiastically Tuesday after the 30-year-old passenger airliner landed at Downtown Airport. The plane, a type dubbed a "Connie," was flown in from Phoenix, Ariz., to be restored and displayed as an attraction at the

50

airport. Save a Connie Inc. is buying the airliner from Paul Pristo, one of the crew, and seeking donations to pay for the restoration. Other crew members were Harry Ward, who was met with flowers by his wife, Suzanne; Stan Scroggins; Frank FitzGibbon; and Warren Donovan.

WICKENBURG SENIORS ROUNDUP October 31 - November 1

The 25th (Silver Anniversary) Seniors Roundup is now history and many are l ooking forward to the 26th. It was rumored that PARKY would make the 25th his l ast as Director but he expressed a desire to coordinate one more and no one contested him.

This year the affair was oversubscribed and those who waited too long or arrived without reservations at the Rancho de los Caballeros were accommodated at a downtown motel and transportation was furnished between the facilities.

As best I could count, there were approximately 150 persons accommodated at the ranch and there were many who drove in for the day to visit or to play in the golf tournament.

This year's format was similar to past years: Horseback riding, golf tournaments for ladies and men, and eating. Horseshoe pitching, tennis, and eating.

Putting tournament for ladies and men, and skeet shooting, and more eating. The TOP MANAGEMENT BANQUET was held Friday night with retired VP of Engineering, BOB RUMMEL, as guest speaker.

BOB was a member of the panel appointed by President Reagan to investigate the CHALLENGER disaster about which he spoke. Friday was also Halloween so a couple of guests, namely DOROTHEE (Mrs. Willie) MILLER and RED MCKENNY appeared in clowns' costumes at the happy hour, to the amusement of all.

The young help at the Ranch also made up for the occasion. ' Saturday's Mens' Golf Tournament got off to a Shotgun start at 8:00 under beautiful clear skies.

Many Arizona residents drove out for that event. Mens' Putting followed and then came the famous Cookout. Boy - what hamburgers!

That evening the Ranch hosted a cocktail party prior to the awards banquet.

Peso Dollar entertained with his guitar and Western ballads prior to dinner.

AWARDS PRESENTATIONS were made following the meal.

PARKY, DON HEEP and CURT TWING, alternating at the rostrum, made the presentations.

TARPANS taking honors were ROSS WEAVER and LLOYD HUBARD, skeet; ROGER SAILERS, BILL TOWNSEND and STAN VALACER, golf; GEORGE CLEGG, tennis; RED MCKENNY, Mens' Putting; STAN VALACER, Horseshoes; and a special award to RUSS DICK for just 'lazin' around.

For fear of leaving someone off, I won't include a list of TARPANS in attendance but there were at least 40, most with their spouses. We have, however, included a few pictures.

SEE YOU NEXT YEAR!

* * * * * * * * * *

51

AL WOLLENBERG

"OLE" OLSON, HAL BLACKBURN, GEO. DUVALL

52

RALPH PUSEY

53

Talked to fellow TARPAN, CLAY WHITNEY a short time back. He'd like to hear from some of his old golf buddies as he plans on getting back to the game soon. He is currently recovering from serious back surgery after having a vertabrae rebuilt, using bone from the hip, to replace one destroyed by cancer.

This followed surgery of a few years back for thyroid cancer. He is now out of his neck brace of "halo" and says he's feeling better than ever and his spirits are high. Drop him a line or make a 'phone call. * * * * * * * * * * VERN OLSON and LARRY MURCHAM were enjoying themselves out in Wickenburg.

Understand their wives told them to "get lost" for a few days so where was it better to get lost than at the roundup. VERN recently acquired a residence in Boulder City, NV a few doors from J. J. QUINN. * * * * * * * * * * A retired Captain's uniform came out of mothballs or whatever, in November when the infamous BLACKDOG DAVIS came to the rescue of a newly checked out Captain whose rapid upgrading and first trip came up so fast that he found himself with only three stripes and no scrambled eggs.

It seems that Danny Stonecipher of LAX completed his checkout, and on the L-1011 no less, on November 7.

He was called out on November 11 for his "free" trip and found himself in the above predicament.

So he called on BD, his neighbor for help. Now, it's rumored around Santa Barbara that BD has slept in his uniform since retiring in 1979.

Also, did some of BD's expertise rub off on Stonecipher on that first flight? Or was he tense living in the BLACKDOG image? Was BLACKDOG required to live as the cartoon depicts while his uniform was going to Philadelphia? Use your imagination! * ********* A note from new member HERB WHEELER: "Thanks (Joe) for forwarding the application.

I had already filled out one as BOB SHERMAN was kind enough to forward the TARPA TOPICS and the Membership Directory to me a week ago.

I've sure enjoyed reading the TOPICS for July as it brought back many old memories and news of people I've associated with over the years." * ********* To JOE from NED MACKRILLE: "It hardly seems possible I have been retired fifteen years.

Nowadays I wonder how I ever had time to "go play with my airplanes" as my wife Ann used to say. I have enjoyed reading every issue of the TOPICS and it seems as though each issue gets bigger and better, thanks to the many officers over the years who have done so much to make it so. What a great way to keep the retired group up-to-date with what has happened and is going on!

My wife Ann passed away in August, 1984 and I remarried on November 17, 1985 to a dear little lady named Neale whom we had been acquited with for about six years.

We are as happy "as two pigs in the mud!"

Last June Neale gave me a cruise to Alaska for my birthday. It was my 75th, so I became an EAGLE while cruising up the Inland Passage this year. Lum and Bette were our tour directors, and we had a marvelous time. It was great fun seeing and visiting with some of the pilots and engineers I used to fly with, and other TWAers on the cruise.

54

I have lived in southern California since 1954 and commuted to New York for my International flights for seventeen years.

The Fallbrook area has been home for the past ten years and I keep busy raising orchids as a hobby. Neale is an avid gardener, and a golfer too, and we enjoy having many flowers in and around our home.

Recently, we joined the new San Diego Chapter of TWA Seniors and are looking forward to many happy times with the other members.

My sincere appreciate and thanks to you, Joe, and the other officers who are doing such a terrific job for the retirees."

Signed:

A. E. (Ned) MacKrille

* * * * * * * * * * B. K. SIUESSI advises the repair job on his knees is doing real well. doesn't walk as fast as he'd like, yet, but getting better all the time.

Says he

* * * * * * * * * * Ed Betts advised he received word, with no details, that VINCE BOSLET had passed away recently.

Vince was a former ICD Navigator and had been residing in the Fort Lauderdale, FL area. * * * * * * * * * * The following was received from PARKY and should be of interest to all concerning "Company" activities.

These are the days when I wish I had a word processor or computer so I could make each letter an individual, personal letter to answer your question, "What's the latest news re the Company?" Here's what I heard November 13 and 14, 1986.

Jerry Nichols, Sr. V. P. pinch-hit for Dick Pearson at the luncheon meeting of the Heart of America TWA Seniors, November 13th, 1986.

Dick now has a job as Sr. V. P . - Operations, American Airlines, Dallas, TX and started to work Monday, November 10th.

Jerry talked from notes and also answered questions afterwards. positive and I felt very encouraged.

He opened by saying ICAHN WAS NOT GOING TO SELL THE AIRLINE. OPERATE IT.

It

was very

HE WAS GOING TO

We expect to have ONE BILLION DOLLARS in the bank by January 1, 1987. We expect to make a profit in the 4th quarter and did make a profit in October. We made a good profit of over 100 million dollars in the third quarter.

My memory is that it was 107 Mil li on.

However, due to the losses in the first half, 1986 will not show a profit.

They expected a profit in 1987, but didn't say how much.

Our costs are down.

We now have the lowest ASM costs on any of the airlines -$0.0521 and just a year ago our costs ,were the highest of the airlines.

Fuel costs are expected to run 50 cents a gallon or lower.

55

The DC9's of Ozark have been re-financed at a 15% saving. I found later that they had been sold for $276,000,000 and leased back for three years with an option of five more years.

He said the ALPA and IAM contracts had been pretty well ironed out between the OZARK personnel and TWA. In questions afterwards he stressed again, there no l onger is an Ozark. There is only TWA. The ALPA contract is being extended to five years.

They are installing a first class section in all the Ozark planes and that will be finished by January 1. The planes will all be in TWA colors by the end of a year.

He said that Larry Hilliard's last day of work was November 7th. This morning's paper said he had retired and was replaced by Don Morrison as Staff V. P . and would be in STL. Don came from Ozark.

A question was asked as to when the Skyliner would be put out again, and he said there were no plans to put out a company paper. However, Don Heep just called and a Skyliner is about ready to go to the presses now.

The goal is to operate a profitable airline.

A question was asked if ICAHN was planning on buying another airline as reported in the newspaper - Jerry said, yes.

The story about Piedmont, US AIR and PSA being considered was correct, but he had no information if it would be accomplished.

There was much more, but that comprises most of the questions that might be in your mind. IT WAS VERY POSITIVE, AND I FELT GOOD LEAVING THE LUNCHEON. * * * * * * * * * *

We have received several of the Newsletters from the Soaring Eagles, the name of the publication of the Retired Pilots of US AIR. It is very interesting as it FRANK PETEE, former TWA Captain, and TARPA includes many letters from members. member is the Secretary of their organization.

We hope to hear more from him and other US AIR pilots, many of whom were with TWA early in their careers. How about it FRANK? * * * * * * * * * * By the time this comes out it will be the beginning of a new year. May it be prosperous and healthy for you all!

Don't forget to send in your DUES and LOTS OF LETTERS! * * * * * * * * * *

56

THE GUNNERS - ST. LOUIS

From:

Joe McCombs

Photos taken by GEORGE LONG during the morning of May 29th in St. Louis

(Left to Right) Larry Haake, Phil Hollar, Russ Derickson, Don Peters, Bob Widholm, Joe McCombs Ritchie Beighlie, Lloyd Hubbard, Don Stitt, John Happy, Earl Heinrich

(In usual order) John Happy, Russ Derickson, Lloyd Hubbard 57

ADDRESS CHANGES and/or CORRECTIONS . . . . (Read Across) 12-11-1986 -----------------------------------------------------------------------------------------------------------------------------------------

(R) BLEVINS, GLEN D.

CAPT.

(JEANNE)

(R) BLEVINS, GLEN D.

P.O. BOX 66 DAUPHIN ISLAND, AL 36528

(NOV-APR)

(JEANNE MARIE)

SPARTA, NJ 07871(MAY-OCT) 201-729-

205-861-5424

(R) BRANDT, JAY E.

CAPT.

18 FAIRWAY TRAIL

5541

CAPT.

(SALLY)

(R) BRUBAKER, ROBERT E.

CAPT.

(KATHRYN)

3135 US 19 NORTH, LOT 138

500 OCEAN BEACH DRIVE, APT W-12-D

CLEARWATER. FL 33575

JUNO BEACH, FL 33408-1922

813-784-7304

(R) BYBEE, JOHN S.

CAPT.

(GINNY)

(R) BYBEE, JOHN S,

5224 S.W. 12th PLACE

CAPT.

(GINNY)

5224 S.W. 12th PLACE

CAPE CORAL, FL 33914

(DEC-JUN)

CAPE CORAL, FL 33914(DEC-JUN) 813-549-

813-549-3252

3252

(R) DEITCHMAN, WILLIAM C.

CAPT.

(DOROTHY)

(R) ELDER, ROBERT E.

CAPT.

2 HILSIDE DRIVE

131 ROWAYTON WOODS DRIVE

P.O. BOX 71

NORWALK, CT 06902

BOULDER CITY, NV 89005 NV 702-293-22711CA 619-239-7168 (R) FRANK, J.J.

CAPT.

(GEN)

510 NORTH STREET

(R) GALLATIN, HARRY C.

CAPT.

(DE DE)

WAUPACA, WI 54981

18841 N. 96TH AVE. PEORIA, AZ

715-258-3280

85345-2635

(R) GASTRICH, HENRY E. "HANK" CAPT.

(JEANNE) (R) HACKLEY. BERT W.

1096 N. MOLLISON AVE., APT #4

CAPT.

EL CAJON, CA 92021

3974 DALE DRIVE

619-579-0907

LAFAYETTE, CO 80026

(MARGARET)

303-447-9656

(R) HANSON, WILLARD, M.

F/E (R) HUNTER, CLIFFORD G.

535 LOCKHART GULCH

F/E

(JEANNE)

1804 CHRISTINA WAY

SCOTTS VALLEY, CA 95066-3034

PRESCOTT, AZ 86301 602-776-0725

(R) KALTENBACH, WILLIAM A.

CAPT.

(BERNICE) (R) KROSCHEL, TOM

P.O. BOX 283

CAPT.

(CAROL)

DEERFIELD, OH 44411

DRAWER H-2

216-654-5794

SNOWMASS VILLAGE, CO 81615

(R) MEAGHER, JAMES F.

CAPT.

(PATRICIA) (R) MEYER, WILLIAM J.

9930 RUE BIARRITZ

CAPT.

SAN DIEGO, CA 92131

436 N. WINNEBAGO DRIVE

619-271-9930

LAKE WINNEBAGO, MO 64034

(CLAIRE)

816-537-6892

(H) MOFFITT, ELAINE

MRS.

(TED)

(A) MYERS, Jr., EDWIN D.

1780 CALLE DEL ARROYO

9 OLYMPUS

SAN MARCOS, CA 92069-5214 619-744-1364

IRVINE, CA 92715 58

714-551-4087

CAPT.

(MARIANA)

ADDRESS CHANGES and/or CORRECTIONS , .

. . (Read Across)

12-11-1986 ------------------------------------------------------------------------------------------------------------------------------------------

(H) RENFREW. LEISE

MRS.

(JIM)

(R) SELBY, DAVID C. "DAVE" CAPT.

5333 ARMBRIDGE AGOURA, CA

2963 SUNDANCE CIRCLE

91301

LAS CRUCES, NM 88001

(DOLORES)

505-522-3375

(R) SHERMAN, ROBERT C. "Bob"

CAPT.

(ALICE)

(R) SPAIN, DAVID S.

CAPT.

1201 PHELPS AVENUE

514 TRIPPE AVENUE

SAN JOSE. CA 95111

EASTON. MD 21601

408-246- 7 7754

301-745-2894

(E) STITZEL. HARRY B.

FRO

(LUCILE)

(RUTH) (R) STUESSI, B. KEITH

6295 SOUTH FICUS LANE

CAPT.

LANTANA, FL 33462

13002 W. 105th STREET

305-588-3498

OVERLAND PARK, KS 66215

(LOUISE)

(MAR 15-NOV 15)

913-894-9344

(R)

STUESSI. B. KIETH 'B. K." CAPT.

(R) STURTEVANT, HENRY T. "HANK" CAPT.

(LOUISE)

5380 DANVILLE LANE, APT. 'A"

8100-134 E. CAMELBACK ROAD

LAS VEGAS, Nv 89119

SCOTTSDALE. AZ 85251

(NOV t5-MAR 15)

602-947-4884

702-739-6927

(R)

TATE. BILLY M .

(ADRIENNE)

CAP).

(R) TATE, BILLY M.

(JANET)

SUN CITY WEST.

CAPT.

(JANE)

2022 CONDOLEA DRIVE

21008 BOLA COURT A Z 85375

LEAWOOD. KS 66209

;JAN-MAY,

(JUN-DEC) 913-491-4730

!RI

TEOMMEY. WILLARD L.

' BILL

(R)

CAPT.

TOMS, WILLIAM H.

BOX 335

300 WAUTAUGA RD.

CROSS RIVER. NY 10518

50X 53

F/E

(MILDRED)

FRANKLIN, NC 28734

203-323-2700

(APR 15-NOV 15)

704-524-5669

!R.

(R)

TUTTLE. CHARLES A.

(R) VAN ANDEL. JOHN H.

CAPT.

CAPT.

238 CLAREMONT AVENUE

1599 S.W. EGRET WAY

VERONA. NJ 07044-2547

PALM CITY. FL 33490

210-231-742O

305-263-1106

VAN ANDEL. JOHN H .

CAPT.

(E) WELLS. RAY W.

;LINDA)

(BETTYE)

SATELLITE BEACH. FL 32917-3046

,MAY-0CT,

616-544-6027

I A ) W I L K I N S O N , THOMAS G.

(NOV-APR)

370 SHERMAN AVENUE

50X 264. SIX MILE L A K E P o .

ELLSWORTH, MI 49729

CAPT.

(LINDA;

305-777-6106

CAPT.

(R)

(DIANE)

Y O UNCE, RUSSELL L. CAPT.

7007 N. VIA DE LOS NINOS

3832 S.W. BIMINI CIRCLE N.

SCOTTSDALE. A2 85258

PALM CITY;> F L 33490 305-546-8380

59

(JEAN)

NEW MEMBERS SINCE NOVEMBER TOPICS . . . . (Read Across) 12-11-1986 ------------------------------------------------------------------ -------------------------------------------------------------------------------

(E) ABIUSO, JOHN

CAPT.

(R) BAKER, CHARLES R.

(KATHLEEN)

CAPT.

25 OLD DEPOT ROAD

6836 E. FRIESS DRIVE

NEW CUMBERLAND, PA 17070

SCOTTSDALE, AZ 81254

717-714-2772

602-991-5441

(R) BITAR, JOSEPH R.

(R) EDWARDS, FRANK L.

CAPT. (GLORIA)

CAPT.

1148 BOND COURT

500 LOS ALTOS AVENUE

MARCO ISLAND, FL 33937

LOS ALTOS, CA 94022

813-394-5828

415-941-5969

(R) GORDON, WILLIAM H.

CAPT.

12 EASTFIELD DRIVE

BEDFORD, MA 01730

ROLLING HILLS, CA 90274

611-275-6097

213-831-4216

CAPT.

(JENNIE)

(A) LEEUWENBURGH, KENNETH N. "KEN" CAPT.

(NANCY)

3 BANDERA DRIVE

(A) MAHER, TOM

((MARLENE)

(R) MEHRNAN, Jr., JOHN M.

(MARILYN)

F/E

517 PONDEROSA AVE.

6101-20 GULF BREEZE PARKWAY

LONG'S PEAK

GULF BREEZE, FL 32561

ESTES PARK, CO 80517

904-939-2483

(VIRGINIA -"GINNY")

(MARY, "JO")

303-586-3692

(R) ROUGE, JOHN K. "JACK" F/E

(H) SIGMAN, ETHEL P.

(PAT)

" PERRY"

501 W. JASPER DRIVE

1299 S. OCEAN BLVD.

CHANDLER, AZ 85224

BOCA RATON, FL 33432

602-963-1236

305-392-1918

(R) SMITH, JAMES L.

CAPT.

(NORMA)

(R) STACK, JOHN C.

F/E

13 YORK STREET

FREEPORT, NY 11520

HICKSVILLE, NY 11801

516-379-7108

516-931-7650

CAPT.

(BERNIE)

(A) STITELER, D. GEORGE

CAPT.

4352 COSTA DE ORO AVENUE

2974 WINDING LANE

OXNARD, CA 93030

WESTLAKE VILLAGE, CA 91361

805-985-2041

805-496-0707

(R) VOVOLKA, Jr., JOHN

F/E

(EVELYN)

(R) WALSH, JAMES F.

F/E

1104 HULEN DRIVE

ROUTE 13, BOX 230

COLUMBIA, MO 65203

GALLATIN, MO 64640

314-445-1955

816-663-3725

60

(FREDERICK G.

(DOROTHY)

755 S. LONG BEACH AVENUE

(R) STEVENSON, JAMES F.

MRS.

(LORRAINE)

(SHIRLEY)

" SIG " )

And this message from A. T. Humbles I have agreed to take over the job as editor of TARPA TOPICS beginning with the next issue. I know I can't fill the big shoes of Al Clay but I will do my best. As you all know, Betty and I have been handling the printing and mailing for years. Now I will try to carry on the tradition of putting out a fine magazine for I know how much you all appreciate receiving it.

I am going to need your help. Keep me in mind and send me anything you think will be of interest to our members. If you send pictures they should be in black and white for color pictures just do not print well with the system used. Let us know what is going on with you. If you have news of a sick member let me have it. As mentioned earlier in this book short sketches should go to Dick Guillan, Grapevine Editor, and longer stuff to me. Do you have any suggestions to offer? What kind of news do you want, what kind of articles?

Would some kind of swap and shop page be beneficial? I know we have a lot of members in business. Would you care to offer your fellow pilots a discount? Maybe you have a house to sell, a condo to swap etc. Do you suggest a good tour you have been on? There are a lot of possibilities.

Although it was in the last issue I will repeat, if you are interested in a TARPA name tag send your order to: Earl Sawyer, 201 NW 59 place, Gladstone, MO, 64118. They are $2.25 each postpaid. Be nice to have in Anaheim and I hope to see you there.

I have had some inquiries about how we made out in the law suit concerning our attempt to go to the third. seat at age 60.

I have written a detailed article on this which I plan to publish in our next issue, however, I did receive what I felt was full back pay.

Re our upcoming reunion in Anaheim, California, I am having the printer staple the reservation card in this book. Let's make this the best turn out aver. I think they secured a good rate. Those of you who have never made one just don't know; what you are missing. I enjoy seeing o many I spent most of my life with. The rate is sixty dollars per room. The place; Grand Hotel, One Hotel Way. Anaheim, CA 92802. Telephone 714 772 7777.

Please excuse this typing as I just bought myself anew typewriter and it sure takes some netting used to for me. Has its own dictionary so that is a big help. Can't believe what man has invented in my life time.

Hope you all had a joyous holiday season and will have a fine 1987. Please use the next page to help us in our endeavor.

A. T. Humbles Rt. 2 Box 152 Belhaven, NC 27810 Telephone 919 964 4655

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