1987.08.TARPA_TOPICS

MORE ON REUNION AT ANAHEIM DC-2 by Ed Betts

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA AUGUST 1987

Cover Picture Courtesy of Ed Betts Don't guess we need to run a contest to name it?

TARPA TOPICS PUBLISHED QUARTERLY BY THE ACTIVE RETIRED PILOTS OF TWA EDITOR, A. T. HUMBLES Rt. 2 Box 152 Belhaven, NC 27810

GRAPEVINE EDITOR, RICHARD M. GUILLAN 1852 Barnstable Road Clemmons, NC 27012 HISTORIAN & CONTRIBUTING EDITOR EDWARD G. BETTS 960 Las Lomas Pacific Palisades, CA 90272 OFFICERS & DIRECTORS OF TARPA

R. E. P. J.

G. A. S. S.

A. T. HUMBLES, SENIOR DIRECTOR L. A. SPENCER, DIRECTOR W. H. PROCTOR, DIRECTOR H. N. MILLER, DIRECTOR

DERICKSON, PRESIDENT HALL, FIRST VICE PRESIDENT HOLLAR, SECOND VICE PRESIDENT McCOMBS, SECRETARY / TREASURER

TARPA is incorporated as a non-profit corporation under the non-profit corporation law of the State of Nevada. As stated in Article II of the By-Laws, its purpose is social, recreational and non-profit with a primary goal of helping its members to maintain the friendships and associations formed before retirement, to make retirement more productive and rewarding and to assist those active pilots approaching retirement with the problems that are inherent in the transition from active to retired status. *

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The Active Retired Pilots Association of TWA

PRESIDENT'S MESSAGEP

I attended the at Lake of the and I met with feasibility of

Seniors Club Convention at the Lodge of The Four Seasons Ozarks this past May 25-27th. While there, Joe Brown the Lodge Director of Sales and Marketing to discuss the holding the 1990 Convention at the Lodge.

Although the Lodge is an outstanding vacation site and we were offered an attractive package, it was the TARPA Board of Director's judgement that the Lodge would not meet our requirements when considering all of TARPA's many sport events, social and other activities.

Any members who have suggestions for a convention site for 1990 (or thereafter), please advise Joe Brown. Joe is also looking for a 1990 convention Chairman.

The Tenth Annual Convention will be held in Tucson at the Sheraton Tucson El Conquistador on May 24-27, 1988. The Eleventh Annual Convention has been rescheduled for April 10-15, 1989 which will be at the Clarion Hotel in New Orleans. Same site, change of dates.

The TARPA Board of Directors (8 members) will meet in St. Louis at the Stouffer Concourse Hotel for a short business meeting on October 9 & We plan to check into the hotel the afternoon of October 9th and 10th. meet 8:00PM - 11:00PM; then meet again on the morning of October 10th from 8:00AM - 11:00AM and check out by 12:00 Noon.

Dean Phillips advises that a tally on the Lump Sum Opinion Poll or Ballot circulated in the May, 1987 TARPA TOPICS will be reported to the TARPA Board of Directors meeting. Dean has suggested that any member who has not as yet mailed-in his ballot, please do so by September 1st so that he may finalize his tally. ' In response to our membership s request for an alternate source of Medicare / Supplemental Insurance, the TARPA plan has been an outstanding success. We are presently assisting Ozark and Eastern retiree organizations who have expressed an interest in becoming participants.

An update on TARPA's insurance plan will be included in this issue. Ed Hall has done an outstanding job in developing and completing our insurance coverage with NALAC.

Sincerely,

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S E C R E T A R Y /TREASURER REPORT My thanks to the majority who responded to the request for an extra $5.00 voluntary dues contribution for 1987 and to those who " chippedin " even more.

Particular thanks to those EAGLES and Honorary Members who sent us a check to help with preparation and mailing costs. It is this interest in the well being of TARPA that classes our organization as one of the best.

The contributions plus a generous excess generated by Phil Hollar and the 1987 Convention crew plus an acute cost control awareness by the Officers and Committee people should see TARPA out of the woods, financially, for the year 1987. There is a good possibility we may even see an excess to boost our meager reserve funds.

One item continues to be of concern. . . . the fee for a notice of address change received through the Post Office and, particularly, when publications are returned for lack of a forwarding address filed with the Post Office. For example, when a TOPICS is returned to me, the fee is $2.95.

PLEASE ADVISE THE SECRETARY / TREASURER OF ADDRESS CHANGES AT LEAST 60 DAYS IN ADVANCE OF THE INTENDED MOVE. The seasonal transition this Spring and Summer was quite costly to TARPA. I'm sure that you intend to notify the Company to assure receipt of those nice retirement benefit checks so why not drop TARPA a postcard at the same time.

As authorized by the Board, 873 letters describing the activities of TARPA have been mailed to those active crew members over 50 and not members.

Except for those 'Actives' living off-shore, this completes a program started a year ago. Obtaining such a mailing list ain't easy.

My thanks to the TWA-MEC Communications Committee, particularly H. O. Van Zandt, for their cooperation. There is little reason for a cockpit crew member over 50 to ask " what's this TARPA stuff " ?

LAPEL PINS - A new and larger TARPA lapel pin should be ready for distribution by the time this issue is received. Be assured, this pin will be more visible to the naked eye. As you might imagine, weary of Joe has been designated as the distributor. Make your check, at $2.00 each, payable to TARPA and mail to me at 6977 S. Everest Lane, Evergreen, CO 80439.

Do you know the whereabouts of the following " lost souls " ?

Publications returned with no forwarding address: F/E Joe Carroll - last known address Bethesda, MD Mrs. Jean Graybill - last known address Leawood, KS Capt. Al Huck - last known address Scottsdale, AZ Mrs. Anita Lovelette - last known address San Diego, CA How about a pat on the back to our new TOPICS Editors, A. T . & Betty Humbles. Let 'em know that their chores are appreciated.

See ya'!!

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In Memoriam KIRTLEY B. DOLLENS

KAL IRWIN

8 May 1987 *

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RICHARD C. TRISCHLER

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LARRY M. FAUCI (son of Larry J.)

2 July 1987 *

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Following from Dick Beck; Thought I'd better pass on the news about Dick Trischler. He passed away at 12:30 A.M. this morning (2 July) very quietly.

He had cancer of the pancreas which spread to the stomach. These past few weeks the doctors created a hole through his abdomen, directly into his stomach, but it only prolonged the agony and the pain. His normal weight was 195 pounds and he ended up at 118 pounds.

I'd see and was The

stop by his house every 2-3 days and it was very heart-rending to such a wonderful guy go slowly down hill. He and I were quite close I never could stay too long - just couldn't take it! His wife, Mike, a former TWA hostess. On the outside she is holding up very well. inside strength that she has is most remarkable!

Dick was one of the finest Pilot Engineers I have ever flown with - not only as a professional, but also as a kind, sincere, understanding person.

He will be cremated and the ashes will be scattered over the Pacific. * * * * * * * * * * LARRY MICHAEL FAUCI - Son of TARPA member and IRO Larry J. Fauci and Judith.

He was 26 years old and formerly of Sparta; New Jersey. Mr. Fauci was killed in a motorcycle accident near Daytona Beach , Florida. He was born in Brooklyn, NY, and lived in Parsippany, NJ, before moving to Sparta.

He was a 1979 graduate of Pope John High School where he was captain of the ski team and on the football team.

Larry was a student at Embry-Riddle School of Aeronautics. Serving with the U.S. Marine Corps as a corporal from 1981-1985 he had received his honor blues and special awards in marksmanship.

The Fauci family has our deepest sympathy in this loss of a loved one.

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TARPA INSURANCE PLANS

July 1, 1987

Heading:

TARPA INSURANCE PLANS

THE SUPPORT AND DEDICATION OF THE TARPA MEMBERSHIP HAS NEVER BEEN MORE EVIDENT, AS SHOWN IN THE RESPONSE TO THE TARPA INSURANCE PLANS. We have over 260 participants in the TARPA Sponsored Insurance Plans and our forecast is over 400 by years end. This is quite an accomplishment over a short period of time, and the TARPA officers have the member ' s loyalty to thank for its tremendous success.

TARPA's Life Insurance program is also available to the membership if they want it and can afford it. Initially, it is being offered to our associate members who will eventually be retiring and want a prudent means of investment security. TWA ' s form of term insurance, which has no cash value, is not considered a good choice by the present retirees who went that route.

In regard to your insurance claims, we asked our administrator to negotiate a third party claim payment procedure. This was done successfully, and we are working toward a 10 working day turnaround on payments.

Our present average is 13 days, which is far better than our competitors.

Administrative procedures are being scrutinized daily, and we welcome your suggestions.

Feel free to call 1-800-645-2424 and ask for the TARPA department if you have a problem or desire information. This number is now available to the residents of all 50 states including New York.

Sincerely yours,

Ed Hall Insurance Chairman P.S. On June 30, 1987, Tim Crowley and I attended the Board of Directors meeting of REPA (Retired Eastern Pilots Association) for the purpose of presenting the TARPA Insurance Plan. REPA's Board of Directors unanimously voted to offer this insurance program to their members.

This, of course, will have a positive affect on the TARPA Plan as it will help to increase the number of insureds.

P.O. Box 310 120 Mineola Boulevard Mineola, New York 11501

800-645-2424 Toll Free (516) 294-0220 N.Y. Call Collect 4

TARPA INSURANCE PLANS

FROM:

TARPA Insurance Administrators

DATE:

July 6, 1987

SUBJECT:

Insurance Update

TARPA Insurance has now completed seven months of development, and thanks to the efforts of all involved, the program is already extremely successful.

An overwhelming majority of TARPA members who were insured under the RAPA program have transferred their coverage to the TARPA plan. These members, coupled with the new insureds who joined as a result of our recent mailing, have given the TARPA Insurance program a solid foundation for the future.

As administrators for these plans, we are most concerned with service to the TARPA members. To assist you with your insurance questions, we are providing a toll free number and encourage you to call us.

Our claims office is making every effort to pay your claims within a two week period. Your efforts to accurately complete and sign the claim form have been helpful. If you are experiencing a problem with a claim, please call us so we may help.

NEW BENEFIT - We are currently working with a nationwide pre scription drug company to develop a buying service for all TARPA members.

This service will allow members to purchase their prescription drugs at a discount of 35-50%. The prices we have been quoted are more competitive than most plans, including the AARP. If you feel that this service will be of value to you, please let us know.

The support that you have shown this program has helped us develop a plan we all can be proud of. If you have any suggestions on how we can be of further assistance to you, please let us know.

Sincerely,

TARPA Insurance Plans /ci

P.O. Box 310 120 Mineola Boulevard Mineola, New York 11501

800-645-2424 Toll Free (516) 294-0220 N.Y. Call Collect 5

THE PURCHASE, RETENTION , OR SALE OF EQUITIES [How our money managers select stocks to buy-hold-or sell.]

R. C. Sherman, Investment Committee Observer.

The Pilots Trust Annuity (B-Plan) employs five Equity managers, four of whom "run" two portfolios each; a total of nine portfolios. 0ur three main managers run "Core" portfolios (stocks selected from the large companies in the S & P 500 list), and each has a smaller speciality portfolio. One runs "Small Cap" stocks (selected smaller companies of above average growth potential), another sub-contracts for management of special situations (as the name implies with both greater risk and profit potential) and the third has an International portfolio of stocks from European & Eastern markets.

Although each of the portfolio managers have their own style, most of the following generalities apply to all. The firms' investment committee prepares a forecast for the year and a more specific one for the coming quarter, updated when necessary. They look at the various business sectors, local, national and world economy. Being in the "right" sector is important. In 1986, for example, Tobacco and Pollution Control increased 55%; eight other classifications were up 35 to 50%, two to three times the S &P 500 gain. During the same year, Offshore Drilling lost 55% of its value, while a dozen others, including Steel, Computers and Toys lost between 5 to 15% There were, of course, some in each group that were both above and below the average, but a good sector forecast is an important tool for buy-hold-sell decisions.

Stocks have a number of parameters - to use a good pilot word - that can be tracked by computer and each assigned a relative weight. The latter varies with firms, managers and the clients objectives. One can appreciate that the relative importance of price/earnings rates, beta, dividends, price range, current price, sales, assets and other factors, both current and over periods of time, will depend on view points and goals. Frequent lists are churned out, rating the stocks in each manager's portfolio. When a stock crosses-some pre-determined line in the "Hold" range, it will be watched as a possible "Sell" candidate; no different than some S.C.D. thought when destination weather begins to deteriorate. When a stock crosses the line into Sell, those firms who follow a strict discipline will sell, others will apply judgmental factors.

Likewise, high rated stocks in the favored sectors will be considered when it is time to "Buy". The computer programs are Top Secret.

As for where the Sell line is drawn and what constitutes "churning". Firstly, stocks need not be sold in order to show a profit. Portfolios are valued at market, be it equities or cash. Secondly, the manager does not benefit from commissions, as the brokers we deal with personally do. Thirdly, stocks are bought at market plus commission and sold at market less commission, thus all commissions are deducted from the assets, adversely affecting the manager performance. Econ 101 says, "select a good stock and hold it for the long term". Econ 501 of the professional money manager manual says, "when the potential of a stock falls below that of another one, sell the first, buy the second".

Some managers sold stocks during a stagnant period, then bought them back again for a greater overall gain, including commissions , than those who held rather than sell and buy. Would you prefer a 10% gain with no commissions, or a 15% gain after all commissions are deducted?

Some firms use the past six months review. Each month, the stocks that were bought or sold six months earlier are listed with the current price

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and the earlier one. The questions are: Did the price of a purchased stock later go down? Did the price of a stock sold later go up? If either occurred, what were the reason(s) for the poor timing? The firm's forecast? The firm's computer ratings? The portfolio manager's judgement? If trends are apparent, corrections are made.

Ending our visit with a money manager, we asked about the dart board in the conference room. "Oh, that's just for relaxation", he replied. "Relax - Relax? Hey, that's a leisure group stock", he said excitedly, "selling at 44 - - 4+4 = 8 and this is the 8th. month". "Excuse me", he muttered as he headed for a phone, "I'm going to buy 50,000 Relax". *

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The new officers of our TWA PILOTS RETIREMENT FOUNDATION are: Fred G. Arenas, President, Harry Jacobsen, Vice President, Robert R. Thompson, Secretary / Treasurer, Don Ulrich, Trustee and Robert D. Essaf, Trustee.

This is a most worthy cause and you may send your contributions to; Robert R. Thompson S/T 807 W. Hintz Road Arlington Heights, IL 60004

OR

TWA Pilots Retirement Foundation ALPA Federal Credit Union 825 Midway Drive Willow Brook, IL 60521

Make your checks payable to THE TWA PILOTS RETIREMENT FOUNDATION and the account number is 90-17470. *

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Your editor understands from someone who was at a meeting with Mr. Icahn that he has an impressive no non-sense "We are going to make money approach". Mr. Icahn predicts TWA will make more money this year than any year in TWA's history.

As you may have read TWA has sold a lot of airplanes and then leased them back for five years with an option for five more years. According to one aviation writer, selling part of the PARS was a profitable move that made business sense. *

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THE GOLDEN RULE: Whoever has the gold makes the rules.

The sure sign of old age is when you hear "snap, crackle and pop" in the morning and it isn't your cereal.

Mary and John were bored watching television. "Why don't we go out and have some fun tonight?" John suggested. Mary jumped up enthusiastically saying, "O.K., but be sure and leave the hall light on if you get home before I do". *

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TARPA TENNIS 1987

By Dick Faulds The 1987 TARPA Tennis Tournament was held at Tennisland Racquet Club in Anaheim, California , next to Disneyland.

The weather was outstanding, and the play outdoors very competitive.

The women's division winner was a repeat of last year, Adrienne Sturtevant, with Runner-up going to Aggie Jones.

The men's division was won by Mickey Wind, after being Runner-up last year. The Runner-up spot this year was very close with Reg Plumridge eking out Dick Longo

Pictured above from left to right are: Hank/Adrie Sturtevant, Jeannie Wisenhunt, Russ / Marge Handy, Lee Butler, Aggie Jones, Reg / Ruth Plumridge, Mickey Wind, Gene Dick/Ale Jones, Ginney Converse, Tom Anderson, Long.

Participating in this years Tournament, but not pictured, were: John Carrol and Walt Morehead.

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SHOOTING TROPHY & PLAQUE Dear A. T ., Enclosed is a picture of the trophy and plaques that Earl Heinrich and I donated for the Trap & Skeet Shoot.

The Trophy is to be a perpetual one and held by the Top Gun (High Overall) shooter each year. That year's winner will be engraved upon it and he gets to keep it until someone else beats him. The plaque is his forever.

Fraternally, Phil Hollar

LADY GOLFERS Taken by John Happy at Anaheim during the awards ceremonies at the banquet.

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Top, left; Left to right - Alice & Chuck Strickler, Corky & Dub Youngblood.

Top, right; Carol & Chris Clark Bottom left; Registration Crew at Anaheim - Left to right - Ruby Lynch, Margaret Thrush, Betty Humbles and Joyce Hollar.

Bottom right: Neal Lytle

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EDITOR'S DESK The reason the previous page on the tennis activity was not in the last issue of TARPA TOPICS was that Uncle Sam lost the original Dick Faulds sent me.

I goofed in the last issue as evidenced by the following letter from Russ Bowen; Dear A. T., I would like to call attention to a slight error in TARPA TOPICS May 1987 issue, page 32. I must state flatly that I am not yet qualified by reason of age to join the honored and several flock of TARPA EAGLES. The photo, perpetuated to be of me, is of someone else - I think Bill Harrison.

If all goes well (as indeed I anticipate but who knows?) I will, with mixed feelings, join the Eagles at our next conclave in 1988 in Tucson.

Congratulations on otherwise a splendid issue. Best Regards, Russ Bowen.

And a pat on the head from Capt. Gordon Lambert; "Dear A. T ., Your description of the MULE in the May issue of TARPA TOPICS is a masterpiece. It was a high light of the issue. Each issue usually has something about the old timers that both my wife and I enjoy very much and yours was the one this time. It brought back memories of my experiences with mules, and horses also, but nothing compared to yours."

Gordon went on to relate some of his experiences which I will probably include later on in this issue.

Talk about your "It was a dark and stormy night", how would you like to approach it with a crew like the following submitted by Mickey Wind, the tennis champion?

Capt. Hale, First Officer Wind, Flight Engineer Frost, Flight Attendant Snow and Flight Attendant Rains!

Mickey also sent me a ragged, yellowed, so quite old piece of paper he had run across written years ago by his wife who many of you will remember as Betti Baldwin, a Link instructor at LaGuardia; POEM BY BETTI WIND Long ago I snatched my love from the sky but the sky kept him.

My love still comes to me from the sky and the sky claims me too.

I am a part of the elements and I am a part of him.

Without him I would be only any nothingness, With him I am above the earth, larger than life, For we are the Winds.

Russ Derickson has been informed by Clark Billie, Vice President, Flying, TWA, that the Company will resume domicile retirement parties. Details appear later in here. It will be more like a family affair now.

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The tenth TARPA convention will be held in Tucson at the Sheraton Tucson El Conquistador on May 24-27, 1988, and the eleventh annual convention has been rescheduled for April 10-15, 1989, which will be at the Clarion Hotel in New Orleans.

We were sorry to learn that Al Clay has been in the hospital recently but is home now and they will be heading for their Cape Cod estate shortly.

Our heart-felt condolence goes out to the Larry Fauci family in the loss of their twenty six year old son in a motorcycle accident in Florida. The following excerpted from a note from Larry some time back; "Dear A. T ., this issue is very interesting - was amazed at all my old friends that attended the convention. Sorry I couldn't or didn't make a better effort to get to it. Maybe next time. If my old buddy, Tom Carroll, had twisted my arm might have been able to give him a hand behind the bar while Terry and my wife jabbered away - would have saved me long distance phone calls."

I had hoped the bits I had lifted from the Clipped Wings newsletter in our last issue would generate some response from our lady friends but no such luck. How about it, girls, let us hear from you too?

And a note from Gordon (Parky) Parkinson; Just back from SFO, A. T . and my granddaughter's wedding - Judy's daughter (Judy was a hostess in piston days).

Imagine you know that the Ozark DC-9's (not the MD80"s) were sold and then leased back for five years with an option for five more years.

I dropped over to Oakland and spent five hours with Blackie (Hal Blackburn).

Bob Kadoch was coming over but had to cancel out because of other commitments but I talked with him on the fone about thirty minutes.

Parky also thought some may have missed the June 15 issue of the Wall Street Journal which had an article about the TWA highjacking of Flight 847 captained

by Testrake and with Ulie Derickson on board as a flight attendant. A day after the hijacking began, Italian air-traffic controllers were stunned to see a blip representing another TWA jet disappear from their radar scopes.

They feared a crash, not knowing that a complicated exercise in deception was being excecuted by TWA and high U.S. government officials. In order to simulate a disappearance, the TWA pilot being dispatched to the scene had deliberately switched off the radio beacon signaling his position. Then he turned his jet toward a rendezvous with an American commando force.

TWA and the commandos were to jointly prepare an assault on the hijacked jet to free the hostage passengers and capture - or kill - their captors. To enhance the mission's secrecy, a TWA executive says, "We made our plane over Italy disappear into thin air."

The assault plan, which eventually had to be aborted, is one of many details that have gone unreported until now despite the wide coverage the hijacking received. Many details remain classified secrets.

But TWA has carefully documented its own role in the effort to end the hijacking, in which one American passenger was killed. The airline's internal report, supplemented by interviews with many airline and government officials, offers a case study of airline behavior in a hijacking. Details of a two year, world 12

wide manhunt for the hijackers are also just beginning to emerge.

To some extent, the tale is one of mis-adventure. Diplomats thought negotiations in Algiers would end the hijacking after three or four days. Thus, State Department officials badly wanted to keep the plane there. Their wish was frustrated.

The hijackers bluffed their way out of Algiers by faking the screams of a tortured "victim" to extort needed fuel. Then, John Testrake, the captain of the hijacked jet, deliberately feigned engine failures to ground the jet at Beirut - the last place that TWA and U.S. officials wanted it. Finally, some of the traps later set for the hijackers were sprung on empty air.

The TWA episode also shows the anguish experienced by airline executives when events halfway around the world spin out of their control and unthinkable horror suddenly invades their working day. While one TWA passenger was being savagely beaten in Beirut, for example, the plane's radio was left on and the transmission was recorded. Hours later, TWA executives in New York listened to the recording, including the victim's screams.

"It was a nightmare", says C. E . Meyer, who was president of TWA at the time.

"The whole thing was a nightmare".

Hank Gastrich says; I still fly, perhaps 6-10 hours monthly. Mostly a 300HP Piper Saratoga, but very often the Cessna 150 or 152. Having had the ten year gap in my flying, I sincerely enjoy flying today and one of my "Walter Mitty" plans after I win the California Lottery is to purchase a Beech D-18 or SNB and fly around the world WITHOUT Loran or RNAV. just a VOR or two and a couple of ADF's. That Lottery "Walter Mitty" dream includes a healthy and annual contribution to the Foundation for the low paid retirees.

My family is all in the area and we are all in good health. After 40+ years I have let the crew cut grow out, sport a mustache and feel pretty good.

Some of the time. Aging is the pits though! Say hello to any of the TARPA group you run into for me. There was no excuse for my missing the Anaheim affair. And there will be no excuse for the next one. So hope to see you at least by then. The directory is an A-1 production...as is the TOPICS ...and for that matter, everything else we do. Cordially, Hank.

We hear there is a lot of moving with TWA. Understand they are moving headquarters to Westchester, New York. Closing down the old Keith Building named the Jack Frye Training Center and moving pilot training to KCI. Hostess training now in the old Ozark Building in STL. Understand four new MD80's now being painted in TWA colors for entrance on the line.

Dear A. T .: After talking on the phone Tuesday evening; re Dorothy and I being in the hospital, I realized I should have mentioned that Dorothy's maiden name was Shevelin and she flew the Martins with you out of Newark before going to International. That was a pretty tightly knit domicile so I thought it might be of interest to those also domiciled there at the time. As Jack Moser says, "Happy Trails". ..Jack O. H . Hanson.

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1987 DOMICILE RETIREMENT PARTIES

The 1987, Flight Operations, Department of Flying Retirement Dinner will take place at the three major domiciles on the following dates: LAX STL JFK

Friday, Saturday, Friday,

October 9, 1987 October 10, 1987 October 16, 1987

Torrence Marriott Stouffer Concourse Viscount Hotel

The Dinner at each domicile will be a similar affair. The guidelines are as follows:

5.30 p.m. Hospitality table - to greet retirees and guests; handout name tags, drink tickets, etc. cash bar, tickets 6.30 p.m. Cocktail hour redeemable. carafe of red and white 7.30 p.m. Sit down dinner wine on each table, bar closes after beginning of meal service. short speech by V. P. Flying, 8.30 p.m. Presentation introduction of Captain Ceremony R. E. Reynolds, followed by presentation of retirement certificates and gifts to retirees. cash bar reopens after 9.30 p.m. Dancing until 12.30 p.m. presentations are finished.

1987 FLIGHT_ OPERATIONS RETIREMENT LIST

Arthur M. Barnes Ferrell L. Baxter John L. Beede Arnold L. Belgum Alex J. Bennett Stanmore Bennett Joseph R. Bitar Glen D. Blevins Benjamin F. Brown Ward C. Budzien John J. Burke William J. Bushey Robert C. Cathcart Richard B. Cooper Charles B. Dobrescu

Fred Doery Eugene J. Dolan Gilbert H. Eddleman Frank L. Edwards Wendell A. Elliott Blaine M. Falk Joseph R. Ferraro H. Richard Fishbaugh Donald E. Frazier Harvey W. Graf William F. Guest Vernon M. Hassler Robert M. Hayes Marshall P. Hydorn West C. Jacobs

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Arthur D. Jessen Walter J. Kinate Perry W. Kohrs Robert H. Kruger Robert M. Kuhn Gilbert M. Lamphear Larry F. Latimer Hardy M. Ledet Gerald R. Lila Fred C. Lingenfelser John W. Masker, Jr. Robert K. McGlothlin James D. Miller Theodore F. Misselwitz William O. Moffitt

1987 RETIREMENT LIST CONTINUED Philip J. Morgan Richard J. Neubauer Walter J. O'Brien Clarence H. Pahl Matthew F. Reardon III Howard E. Richards Daniel D. Richter John D. Rideout Paul E. Roach Leonard H. Ross Philip S. Schultz Loran L. Smart, Jr. Adrian R. Smith Joseph J. Sofianek Frank S. Spedding Kenneth F. Splawn Thomas W. Stown Donald W. Sypkens Wilalrd L. Teommey Lawrence W. Thomas Edward J. Toner, Jr. John G. Anunson Robert C. Clark *

James P. Donegan Harry H. Farnham William K. Haeckler Ronald W. Johnson Donald F. Killiam Robert L. Koepp Joseph T. Mackey Vernon C. McKenzie John H. Myers Ted N. Price Alan R. Rehbock Bert O. Ryssman Karl F. Trovinger Herbert K. Wheeler Hamilton R . White William R. Boege Charles W. Broz James D. Cline Donald D. Cutler Gerald E. Emich Gerald P. Gallagher Charles W. Gatschet Albert L. Gigstad *

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H. C . Gober Roy F. Gwin Bobby R. Harrison Robert L. Holloway Don F. Holm Tom R. Huening Walter J. Immel John R. Klimut Ottis G. Lee John C. Lovgren Niles L. Lupinek Morman J. Mahalich Dennis L. Maloney Gary C. Millican James E. Norton D.E. Robey Joe N. Schneider Glen L. Smith Bryan W. Taylor Donald W. Winn Joseph J. Woods

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RETIREES HAVE BEEN PASSED BY ON PASS IMPROVEMENTS

By Bill Dixon The only pass improvement within memory for retired TWA employees was when the Class 9 pass at age 65 was changed to 7R. At the same time persons who retired early, such as the pilots at age 60, and who formerly kept their 7 passes until age 65, were demoted to 7R immediately upon retirement.

Nevertheless, this was a net gain for the majority of retirees. The improvement, which went into effect several years ago, was negotiated by ALPA in a side understanding.

When I was chairman of the TARPA fringe benefits committee, we were singularly unsuccessful in attaining a better pass for retirees. We did play a role in encouraging TWA to issue term passes to spouses of deceased retirees. This relieved them from having to request individual trip passes.

Though no longer active in TARPA, but hating to give up, I contacted TWA as an individual in December with a new suggestion. Since the Company was adverse to allowing us to use our date-of-hire seniority for passes (which is fairest for all in the long run), why not make retiree passes equivalent to straight Class 7 passes on Tuesday, Wednesday and Thursday, when most employees are working? Holidays falling on those days could be excluded.

This recommendation met with initial interest, but recently was turned down because of its impact on active employee groups and the fact "that the programming and administrative burden is not something we can consider at this time".

Considering that employees receive upgraded passes for vacations and that older retirees travel less frequently as they grow older, it is hard to see how Class 7 passes for retirees during the middle of the week could do much damage. As to the "programming and administrative burden", I would guess that since PARS handles hundreds of continuously changing fares, which differ by week, day and hour, biasing it for any designated periods for pass priority would be apple pie simple.

Other retiree life enhancement ideas which previously have been advanced to TWA in one form or another and still deserve consideration, are reducing first class surcharges by 50% (or better yet, eliminating them entirely); Class 7 or 6 after age 75: once yearly positive RT coach, upgradable to first. On this latter, to avoid income tax liability, positive space reservation would have to be made on day of departure.

TARPA members still flying are urged to think about the big change you will encounter in non-rev travel when your pass drops to 7R, and do what you can to influence ALPA and TWA to improve the situation while you still have some clout! *

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TARPA TALES From Larry Fauci, IRO; My first trip on the line was from MKC to ABQ on 6/3/53.

I flew with Capt. R. C . Downing, First Officer Sam Luckey, Instructor Flight Engineer Howie Wright, Hostesses Peterson and Grossman. It was an 049 Connie.

My first experience with manual pressurization. Guess old R. C . didn't think too much of the new kid but Howie and Sam saw me through. Remember lots of thunderstorms between MKC, AMA, ICT and ABQ. We all went to the Hacienda for tacos and a bit of libation on the second trip and had Vice President John Collings at a few tables down.

From SVWA (Athens) to WSCC (Colombo) and return on 11/5/57 and 11/7&8?57. Plane 112 (Before we knew how climb airspeed afffecteh the PRT's). Capt. Walt Hawkins, F/0 Bob Lowry, R/P Jack Weyrich, F/E Bill Newman and myself. Guest Don Terry.

On pre-flight at Athens questioned incoming F/E about oil dripping from PRT area. He said, "Oh, they all do that" and they did. Five minutes after relieving Bill at the panel I noted oil quantity in #4 going down so I started the usual oil transfer. Just then one of the girls came up and reported an airman in the back saw some sparks coming from #4. Just as I told Walt the fire warning went off, we feathered and went into Dhahran.

Bill and I helped the Swiss mechanic change the PRT then we also changed the plugs on #2 and both HRD bottles on the left side. The rest of the crew enjoyed the "0" club. Bill and I got a nice letter from dear old Uncle Don. On return trip I've got the panel out of Bombay. They held us for about thirty minutes due to an inbound Air India. The heads were getting a bit warm - don't worry, Larry, just close the cowl flaps a little late on take off, they'll cool. On take off at about 40 knots a fire warning went off. As we went into reverse the other two started clanging with flames belching over the engines.

We took an 8:55 delay while they changed numerous PRT;'s on all engines. Naturally, Bombay being what it was, over 100 degrees, they wouldn't let us off the aircraft so all crew and passengers suffered.

Stopped at Bahrien for fuel and we wouldn't even mention the little crack in #2 PRT, #2 engine the navigator spotted on take off.

I relieve Bill again and haven't been in the seat ten minutes (Didn't touch a thing, wise guy) when #4 engine starts rumbling. Check of analyzer showed double shorted secondary #15 jug. Feather! Into ODAP (Behruit) we go. What a beautiful city it was even with the U.S. Marines on the beach. As luck will have it we didn't get to enjoy it too much as they just happened to be ferrying a Super G near by so we left for Athens the next morning.

Most unusual layover. Lisbon (Cascias) November 1955. Returned to the Monte Estoril Hotel in the wee hours of the morning and ran into Phil Solomon who advised me our Captain and the westbound Captain were both in the Cascias hoosegow cooling their heels. Bill McCreight, Hostess Ruth Rodeberg and I rousted old Joe from the kitchen to come with us to do the begging. Three cabs filled with crews did some fast flying between the Monte Estoril Casino and the local jail. After much pleading and mucho excudos changing hands we were finally able to extricate our beloved leaders. If we hadn't gotten them out by 0600 they were being shipped to the Gaol in Lisbon to await trial in two weeks.

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Most memorable layover continued.

To set the record straight, they were not sacrificed one shirt and several sleeping cell. Lisbon can be cold in November with a great big opening with bars. They never *

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trying to burn down the jail, just benches to get some warmth in the no windows and no blankets, just did get the fire started anyway.

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GET A BIGGER HAMMER TECHNIQUE

By Eddie Breen On January 1st., 1963, I was flying a trip from JFK via CHI to DEN on the Convair 880. That was a Mach .84 plane all the way and the red line on the descent was pretty high. I had it headed down hill out over the lake going into Chicago when we felt a strong thump, got a fire warning on the left side and about that same time Ed Hall, my engineer, reported he was unable to hold the cabin pressure.

We got the engine shut down and ready for fire extinguishing. We sent the Second Officer back to check the cabin and to take a look at the left engine.

He reported that the cowling was gone from the engine. We shut off all the bells, continued to a landing and finally taxied to the ramp.

Inspection showed that the cowling had stripped off, scraped the underside of the wing, hit the fuselage about four feet aft of the wing in line with the trailing edge, cutting a hole 2 feet long and 4 inches wide, then scraped the underside of the keel as it proceeded aft.

The metal was forever lost in one of the deepest parts of Lake Michigan much to the disapproval of the FAA so the inquiry was short.

Later inspections of the rest of the fleet brought to light another example of the "Bigger Hammer Technique". The cowl was a clam type that hinged at the top and fastened at the bottom. When the cowl was closed a pin was inserted through the holes from each side of the cowl. The hole didn't always line up exactly and the pin was difficult to insert so --- it became common practice to drive the pin in using a short section of 2X4. However, in my case, the pin missed the second and all subsequent holes so the cowl was never fastened.

Other bent pins were found.

I suspect it didn't take long to devise a new procedure.

I had a good crew and all procedures were handled so easily it didn't seem like much of a deal at the time but later I spent a little time thinking of all that metal passing so close to the tail surfaces. *

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Our esteemed former editor of TARPA TOPICS, Al Clay, had hoped to generate some letters and interest in inquiring if anyone had any recollections of when the lights went out in New York back in 1965. Here is something sent to Al by Rex Painter; Hello Al, I was set up on 9 November 1965 on Flight 125, a Convair 880, Plane # 8828 which was parked on the end finger gate.

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We had completed our before starting check list and they were almost ready to close the door when lights went out all around us.

We had plenty of light on board. Dinner was served, drinks were served. Finally, about 2100 hours, they gave up. We were sent to a motel and our flashlights the FAA requires us to carry sure helped us find our rooms.

Bob Kuhn was First Officer and Brownie Mitchell was Flight Engineer. What a night! Something happened that just could not happen. Also, I remember nine months later it was mentioned in the New York newspapers about the large increase in population. Well, at least we had our flashlights.

Rex goes on to say that he and Al were flying together and Al had his son along. "I remember you had your son say some words for me. The combo of Boston and the South was sure funny. My wife, Ann, is Township Supervisor. She says this is the last time she is going to run. She enjoys fighting with the Democrats! Keep the TARPA TOPICS going. I know a lot of people have worked hard to keep everyone informed. Although, this is my first communication with you all it doesn't mean I don't appreciate the communications. " *

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AND THIS SIGNED "BLACK DOG" My first trip on the line was from BUR to ABQ on a DC-3 with Captain John Carroll. I remember on the return trip the captain decided to rest his eyes.

Over Newhall he was still resting them and I was still guiding the aircraft at ten thousand feet. I cleared my throat and loud enough so that his eyes blinked open. He saw where we were and our altitude and he said, "You are the dumbest A. H . I have ever flown with".

My most interesting flight was on a trip from the Azores to Gander on 15 November 1947. We were briefed for violent head winds and after several hours I looked out my window (relief pilot) and saw a freighter below us (we were low). The Captain, Joe Kelley, said, "Why don't you rest your eyes for a while?" Much later (2½ hours by the clock) my eye resting period was interrupted by a hostess voice saying do you think it is alright for all of you to be resting your eyes?

I looked out the window and yelled which caused everybody's eyes to blink open. The freighter was still below us, a little bit aft maybe. I turned to the navigator who was rubbing his eyes and asked, "What is our ground speed?".

He yawned and said, "Forty five knots. We have a hundred and thirty knot headwind. *

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FIRST FLIGHT FROM KEN BLANEY , My first trip was from Glendale to Auqua Caliente , Mexico, on 23 August 1929.

I flew with Maddux Captain Milo Campbell. Just hired among first Maddux licensed co-pilots (Transport and Mechanic's A & E.) Had no training about what a copilot did. On take off in J5 Ford Milo noticed my hands on the wheel (following through). He slapped my hands off but didn't see my feet on the rudder pedals.

So I learned that was not the way to be a co-pilot. When given the controls the first time had trouble keeping the wings level, no bi-plane wings in front of me on the horizon.

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FIRST FLIGHTS AND MOSTMEMORABLE

Ritchie Beighlie writes that his first flight was from Los Angeles to Alburquerque on Oct. 4, 1947 with Capt. George Johnson. He further states that in keeping with the idea of first flights, they are always very memorable, and relates a bit of what impressed him, as follows: October 1, 1937, Max Parkinson gave the September class of ' 47 of new F/Os their three night landings in the DC-3. I logged 15 minutes, Max was fast.

Upon checking in for my fam " flight, crew schedule directed me toward Andy Comstock. I introduced myself to him, and he promptly told me that he was the F/0, and in turn introduced me to Maynard Cowan. Maynard looked younger than Andy.

Being assigned to LA, my first line trip was with Capt. George Johnson, LA-PH-AQ. Things were going great until about Mt. Taylor, when we encountered very heavy wet rain and snow, with a grand display of St. Elmo ' s fire, all of which created a static discharge that knocked off our HF antenna from the forward antenna post. The antenna whipped and banged the vertical stabilizer and rudder all the way to AQ. No extensive damage was incurred.

The second line trip was with Capt. Bob Mabrey, who gave me my first leg on TWA, from PH-WO. Thanks, Bob !

And from Russell A. Bowen, whose first trip on the line was from BU to AB on July 22 1939. He flew with Capt. Felix Preeg and Hostess Vivian Stohfuss, (DC-3 #378). My first flight was interesting, stimulating and " uneventful, " we landed at the old Albuquerque airport, to the west on town.

However; my first " eventful " trip occurred less than two months later, Sept. 14, 1939 - DC #375, Capt Eddie Bellande, AB to BU, made a night landing with a shut down engine at the unattended Seligman, Arizona, emergency field.

A maintenance crew flew from Burbank to Kingman, AZ and then drove 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. From John Bybee: Here is one for TARPA TALES. I ' m sure you remember it from our EWR days, and since Ray hasn ' t told it, I guess I will.

The flight was probably F421 in the early summer of 1954, operating PIT-HAR-RDG-ABE-EWR and using a Martin 404 (my log book is in CA) Capt. Ray McQuade, F/A John Bybee and Hostess Connie Fiser on either her first trip or one of the first. The right prop governor was permitting the RPM to vary, and was slowly getting worse as we progressed towards ABE. By the time we were on downwind, it got so bad that Roy feathered the prop. Unknown to us, the throttle linkage fell off the other engine at the same time. There is apparently a spring that keeps the throttle from vibrating closed in such a case and so when Ray . closed the throttle lever, there was still quite a lot of power on the engine, causing us to land very hot. As the engine went through flat pitch to reverse, it wound up with a lot of RPM and the excessive asymmetrical power took us to the left and toward the terminal. That wasn ' t too good, so Ray went back to forward thrust, and back we went to the right side. We did this a couple of more times, trying to figure out what was going on and taking out runway lights on both sides and blowing tires. Finally, we got smart and closed the mixture to shut down the engine. We stopped just past the end of the runway, in loose dirt and about on the center line.

While we were talking about what happened, we noticed a lot of people on the ground to the left. You guessed it! Connie had just been through Sailor Davis ' safety school and she evacuated everyone. When we looked back we were all alone on the airplane. Oddly enough, several years later, I had another throttle linkage come off on take off in a Connie, with Joe Grant. It auto feathered. Remember that one, Joe? 20

FIRST FLIGHTS, ETC. The following is the continuation of some exciting flights which Dick Beck shared with us in a prior issue of TARPA TOPICS: A most exciting flight was when five B-17s were intercepted by seven Japanese Pursuits. We had the No. 2 engine shot out by a Jap Zero in a frontal attack over Rabaul, New Britain (S.W. Pacific), at 29,000 feet, 10 June 1942.

Another time, we were descending to 2,000 feet, Kansas City to St. Louis in a DC-3, 7 May 1946, and Tom Duffy was the co-pilot. At about 4,000 feet, Tom " " yelled Jesus, and shoved forward on the yoke. As I looked up a Braniff DC-4 passed overhead. I could see the Braniff Co-pilot ' s face quite clearly. We missed him by about 10 - 15 feet. I was afraid his props would chop off my vertical stabilizer. Guess it pays to be a good Irish Catholic. Thank you, Tom! Out of Los Angeles for London on Polar Flight 760, 19 October 1972.

F/0 Keith Vasconcellos, P/E Frank Karshick, IRO Glenn Newman, Check P/E Billy Dunlop. Runway 24L. Nothing of any consequence written up on the plane ' s log.

Load control weight showed 709,990 lbs. Take-off roll normal until past V 1 .

Then N1 , on No. 1 engine oversped - pulled back throttle; lost the water on No. 2 engine; No. 3 engine OK; on No. 4 engine, the high stage bleed valve became uncontrollable and we had to jazz the throttle to keep from overspeeding N9 . Must have been three pairs of hands " jockeying" the throttles! We were still on the real estate as I passed the last high speed turn off from 24R, where a United plate was waiting. A pilot would have to have had a case of arthritis in the hands to be able to grasp the throttles.

We rotated at V R . The wind coming over the sand dunes gave us a little lift. We drifted down over the ocean minus V 2 1 got into ground effect and began to accelerate, then upped the gear.

As we climbed out to dump fuel west of Catalina Island (making all turns westward, of course), I glanced at the crew. Sweat stood out on everyone ' s face, including mine, and we were shaking like prostitutes in church!

A passenger said to me later when we were back on the ground at LAX, " Captain, I never realized how attractive the flowers are in the gardens in Plaza del Ray. " Rechecking Load Control, we found they had miscalculated. My actual weight was just over 722,000 lbs.

Gordon W. Hargis writes: My first trip on the line was FLT 139, KC to AB, (ship No. 384) on July 22, 1947, and AB to KC (ship No. 389) on July 23, 1947, as ACM for F/0 line training Flt. 84. I flew with Capt. Bill ( " Silver Fox " ) Townsend, F/0 Ken Hippe and F139 Hostess Davidson, and Flt. 84 Hostess Ware.

WD = ICT AB - ABQ AN=ANA. F139 (KC-TOP - ICT, ANA -ABQ). Out of Topeka, I was on the jump seat doing the flight plan/log. Bill " took out " direct to Wichita. I, as a new graduate of Holly ' s CAR course, wondered why we were illegally off AWG B-82 to LEBO and G-4 to ICT. So when we went by N/leg of LEBO, I asked "Sir, how do I make this pos ' n report? " Bill gave me a jaundiced look and said "SAY"OVER LEBO!, and be sure the ICT estimate comes out right. " This was my first lesson in keeping the captain paper-legal when he was bending the rules a little.

My most exciting flight was a Flt. 60, M-404, PL 419 from MKC to STL on June 2, 1958.

It was about 6:30 PM on a hot June evening when I, along with F/0 Roger " Gallup (son of H. H. Pat " Gallup) and Hostess Cundall, boarded PL 419 to originate F60 to STL. A full load of people joined us and the agent handed up a GWT slip that totaled 43,668 lbs., I.O.W.T. I hollered, " We ' re overweight, take something off, " He ran to the rear steps and returned with a freight package from the PAX carry-on bag compartment. "Take 25 lbs. off, " he shouted and we fired up and taxied north for a south takeoff. All checks having been completed

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FIRST FLIGHTS, ETC. successfully, we roared off at 59.5 inches, and burning water/fuel. About 75 ft. up, as the gear retraction finished we were crossing the dike when the left engine Zone 1 fire warning illuminated and the "door bell " rang. A quick look out the window revealed fire shooting out from the top of the cowl flaps.

I immediately exercised POOR JUDGMENT on the FIRE-ING LINE, and pressed the L engine feathering button. Airspeed was 104 KTS (V 2). The airplane ceased climbing and I turned S.W., up the KAW River Valley, as we did the checklist, hanging at 104 KTS. Finally the altimeter began to inch upward. About the Turner Bridge, we had 1100 MSL, so figuring I would clear Kansas City, Kan., I turned to the north, still burning water / fuel @ 59.5 inches M.P. (Hot Day - BMEP was about 225# or 2200 H.P.). Crossing Minnesota Ave., the ALT was a safe 1200 ft., so I dropped the nose to accelerate to flaps up speed , at 125 KTS, the water ran out and as METO was set, the IAS was 130 KTS and flaps were retracted. The rest of the trip back to land was (comparatively) simple, climb power took us to the south runway. We rolled back into the gate and shut down No. 2 engine. The agent ran out and hollered up to me, " Thank God, I took the 25 lb. package off, Captain. I ' ve saved your life!"

(The mechanics replaced a broken exhaust, collector, ring-clamp and fire bottle and we left again about 8 P.M., one of the 40 PAX, a little old lady about 75, allowed she had had enough fun for the day, that 10 P.M. into STL was past her bedtime, and departed the flight).

From Jim McClure: My first trip on the line was a student familiarization on Fl/44 on 13 March 1945 from KC to LG by way of LS, ID, DY, CO, PT and HX. The captain was Art Dunlop and time was 7 hours 39 minutes, from about 10 P.M. ' til 10 A.M. I forgot to check my adrenalin supply and was a quart low on arrival at LG. Nearly didn ' t make it from the DC-3 to the ramp office. I later learned that I stayed at the Forest Hills Inn and slept for 12 straight hours. Nothing in the Golden Gloves was ever this tough. I left LG on Fl/17 of the 15th with Bob Kadoch giving George Maquire a line check, going through PT, CG and back to KC. This trip was 8 hours and 18 minutes and a great lesson in seeing two fine pilots practice their craft.

There are two events that are unforgettable to me and I think of them as No. 1. The day that the chain stood out and No. 2. The night the sky was falling down.

In the first event, I found myself in the right seat of a B-307 one bright day in KC with Doc Mesker on the left side. When it came time to land, the chain was horizontal but the links weren ' t separating, yet. Doc landing on the west runway at KC municipal. I ' ve since measured it as 3000 feet before the authorities made it a taxi-way and built hangars on the west perimeter of the field. It was a superb piece of airmanship and should rank up there with Bronson ' s solo of a Connie in the local KC lore.

In the second event, I was F/0 on F1094 on 27 July with Captain E. Edwards and Sy Gates from MDM-LGA. The plane was 501 and we were cruising at 25M just north of PIT on this black night and talking with two other flights eastbound at 26M and 24M within ten minutes of our fix when the sky started falling down.

The sound started as a snare drum and progressed to a bass drum for about three seconds. Five minutes later, we had recovered enough to shine a light on the windshield and admire all the spider webs in the glass. We got clearance to descend to PHL and on the ground, inspected the beatup engine cowlings and leading edges of the wings. This was the same plane that had made an unexpected appearance on 63rd Street and Cicero Avenue in Chicago previously. It could really stand hard usage. It took a licking and kept on ticking.

Jim Meagher writes that his first trip on the line was from KC to AB, Apr. ' 48.

He flew with Capt. Jack Burnham, and remembers that he flew through the same thunderstorm three times --- westbound!!! It was ' nigh to impossible to get ATC clearance (Min. Cross. Alt.) across the Sand Dias mountains.

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FIRST FLIGHTS, ETC. Meredith J. Moffett reports that his first trip on the line was from PHX to MKC on Jan. 16, 1954. He flew with Capt. J. W. Ownby.

He remembers the following about his first flight: We deadheaded from MKC to PHX - flew FLT 6, a DC-4 non stop PHX to MKC, FLT time 5:38.

He writes as follows: My most interesting flight was a series of flights from Kennedy to Manila on 3-3-58 - 3-12-58.

This series of flights was most interesting because it closed the segment I needed to have flown around the world as a crew member. I had previously flown from Manila, PI to Athens, Greece as a crew member while in the air force.

Walt Hawkins was captain. We departed Kennedy on March 3, 1958 and arrived in Manila on March 12, with layovers in Paris, Athens, Columbo and Manila. We flew the 1649A and 1049G Connies and the flying time was 43:45.

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

Most interesting flight was also my first flight. I had been hired the afternoon of 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. " And from Barry Otto. My first trip on the line was from LGA to CVG on August 5, 1953. I flew with John Goodell, DC-3 #323 (Cargo). I remember that John got there! (and back!!), single handedly.

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

England fogged in (not just Heathrow and Gatwick, as forecasted), everything else went to Shannon. Gatwick opened up just enough for a squeaker, cleared for the approach from cruise altitude (1011), controller said we were number one for England, good old auto land and all that. Not the only CAT III, but one to remember. My wife was along (long layover), said she didn ' t see a thing even after the wheels touched. I said, " Cheer up, we didn ' t see much more. " Taxi-ing was the hardest part --- there really was a terminal, and we found it.

And Jim Philpott writes: My first trip on the line was from BUR to ABQ in August, 1940. I flew with Felix Preeg. I remember that my first flight was a night DC-3 flight and Felix went back in the cabin and wrote letters from take off ' til landing. Had to call the hostess to get him to get down --- same coming back.

An exciting flight was on a trip from HNL to OKINAWA in 1966 or ' 67.

Full gross T.O. 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, but turned and started taxi-ing 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 the wheel and went back to nose steering. Trying to keep left, trucks were on the 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 Bellows Field (?Marine Field) with the gear still down. We were very scared.

From Don J. Quinlivan. My First Flight --- Left Washington, D.C. 12/31/42, Stops at Miami, Puerto Rico, Trinidad, Belem, Brazil to Natal, Brazil.

1-4-43 - The first of three shuttles. Ascension Island to Accra West Africa and return to Natal., then to Ascension Island, Accra, to Marrakesh, Morroco to Prestwick, Scotland.

1/14/43 - Prestwick back to Natal, Brazil. 1-18-43 - Three more shuttles to Accra and return.- Left Natal 2-7-43, arrived Washington, D.C. 2-8-43, Six Atlantic crossing, gone 38 days, 180 hours flying time. Learned lots about

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FIRST FLIGHTS, ETC. airline flying. There were no flying time limitations in war time.

My most interesting flight: 9-18-45 - We left Washington, DC, on a special flight --- we were carrying Secretary of State Burns and his party to a Peace Conference. Stops were made at Bermuda, the Azores and Paris, arriving 9-19-45. Secretary Burns consulted with French authorities, then on to London on 9-21-45, where we were on call ' til 10-3-45.

Preparing for Departure, General Dwight Eisenhower came aboard, observed all the vacant seats and asked what was going on. I explained that we were under orders to carry only the Secretary of State Don Qjinlivan ' s flight aboard this C54 Douglas and his party.

Ike disappeared and returned Aircraft, London , carried Gen. Dwight Eisenhower in a short time with enough GIs back to the United States. Also aboard were Secretary of State and Mrs. Bunrs . T[1 Secreto fill the vacant seats.

Ike was my hero from that tary had been attending a Peace Conference in time on.

London.

E. S. (Gene) Ramsay sends us a brief note about his first flight on the line.

It was from Detroit to Cincinnati on a DC-3, June 1943, and he flew with Adolf Urbas, Eugene Gerow, Lyle Hincks and Hugh Deffendahl.

Gene remembers his first flight as follows: I was green as a gourd, scared s--t1--s, but I loved the prospects of a career as an airline pilot.

I remeber looking up to the captains I flew with as if they were God Almighty!

(I left TWA in June 1944, began a career with EAL 11-6-44, retiring 4-1-78, as an L-1011 Captain with 33 1/2 years of service).

From William Rea, Jr. First trip on the line - from Washington, DC to Natal, Brazil, January 1943.

Flew with Capt. Bruce Pettigrew.

I remember that my first flight was on one of the old Stratoliners. We lost the No 3 engine on the leg from Georgetown - Belein, and landed in Paramaribo. Spent about two weeks awaiting a borrowed engine from Capital Airlines in Washington, DC. Joe Schulte remembers his first trip on the line from MDW to DAY on a DC-3.

He flew from left seat. The captain asked him if he could start the engines. " Sure, " said Joe. The captain replied, "Take us to Dayton. " Joe also remembers his last flight --- from STL to SFO - it was the co-pilot ' s leg and he flew it.

Harry B. Stitzel ' s first trip on the line was from Washington DC to Natal, Brazil, October or November 1942. He flew with Capt. V. Elliot. He remembers his first flight as follows: My check out flight --- W. Palm Bch, Boriquin, PR, Georgetown, British Guiana to Natal. Great flight with wonderful crew.

All my TWA flights were exciting as you can see by the following letter which I wrote to TWA personnel regarding possible pass privileges: - - I was employed by TWA ICD (Inter Continental Division) in the fall of 1941 as a Flight Radio Officer under to the Army Air Transport Command. My first North Atlantic flight was to Prestwick, Scotland. On the return flight with Capt. Stan Stanton and Capt. Randy Churchill aboard the Boeing 307 Stratoline "Commanche" " we were shot full of holes in mid. Atlantic by a surface vessel.

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FIRST FLIGHTS, ETC. The weather was terrible but we managed to get the plane into Gander, Nfld.

I continued to fly for ICD for the duration of the war to South America, Africa, Europe and into the Middle East. On one trip our flight had the pleasure to fly in company with Sir Winston Churchill ' s plane to a summit meeting in Algiers after which we brought General of the Armies, George Marshall back to Washington, D. C. in our plane.

On February 5, 1946, I was assigned to the first (Inaugaral) TWA International Commercial flight out of LaGuardia for Europe.

Captains were Hal Blackburn and Jack Herman. (NC511, a DC4, TWA Fit. 954).

On Aug. 10th, 1946, I was sent to Seattle to supervise the radio installation on NX46000, a B17 Bomber converted by Boeing to a Deluxe Executive aircraft for TWA Personnel. The next several months we flew this A/C through Europe, Africa and the Middle East for purposes of good will and relations with various countries along our desired International routes. The captain was Van Doren.

Jan. 1, 1939, I became a Check Fit. Radio Officer and flew in a supervisory capacity most of my remaining years with TWA. Further special flight assignments ....

April 1, 1955 Super G Constellation Intercontinental Preview Flight to Luxor, Egypt and several stops in between commemorating beginning of Super G domestic service in U.S. Captains Red Miller and Orm Gove. Everyone who was anyone in TWA was on this flight, beginning with Executive VP John Collings. Also 38 top members of the press and news media from all over the U. S. July 15, 1955, a Super G Constellation, "The United States " in company with US AF "Columbine III " to Geneva, Switzerland. The Columbine III carried Pres. and Mrs. Eisenhower, Major John Eisenhower and several AF personnel. We carried 35 passengers, mostly press. Our captain was W. B. (Red) Miller.

Oct 23, 1955, Super G California-Europe Preview Flight commemorating Super G service to Europe and beyond. This flight to Rome with several stops in between. TWA personnel included Chairman of the Board Warren Pierson and VP John Collings plus several TWA PR men. Passengers included 40 press and media, also U. S. Congressional members. The captain was Orm Gove.

(Re the above three flights. It is easily understandable that we crew members were quite concerned about safety. If there had been an incident to the aircraft, because of passengers carried, publicity impact would have been profound!)

In the fall of 1957, the TWA Fit. Radio Officers having proven the feasibility of voice communications by pilots over International routes, were removed from the crews and the Fit. Radio Dept., was eliminated. After 15 years and over 12,000 hours of fit. time in the ICD and TWA International operation, I elected to leave the company. 15 years and all those flight experiences with some of the most wonderful people I have ever know, results in such

25

FIRST FLIGHTS, ETC. pleasurable periods of reminiscing, I would trade it with no one!

After all this, the simple question I wish to ask is ...Does a service record such as mine qualify me for any reduced rate or pass privileges on TWA? I am now retired and live in Florida with my wife .......... " Walter Stock writes: My first trip on the line was from LGA to in May 1956, Martin 404, Runway 30. I flew with Tom Carroll. I remember that I missed the Departure Control Frequency after takeoff. Tom reached over and dialed it in. I thought " How uncanny that he knew that frequency! " Flew with Tom later on 707, Tom as F/0, I, as S/0., Paris-Cairo-Bombay.

An 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.

And from Bob Voss: First trip on the line was KC to NY on 11-30-45.

I flew with Bill Flanagan and George Drew. I remember that George Drew was line checking to captain status. It was Cargo Flt. #46. I believe they were LGA based. I was really impressed by the way they handled all of the checkpoints, ranges, etc.

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

It was Flt. 926 (a Connie plane #701). I believe it was the first plane with all electrical instruments. On take off EINN (black night, taking off south over river), we went into the clouds about 500 ft., landing lights on, Arlie Nixon was the captain, and he started a slow turn, I thought! The A/C continued to bank through 50째 and then about 90째. I called to Arlie, and his instruments showed no turn - he was pulling back! After he saw the copilot ' s (my) instruments, he said, "you ' ve got it! ' I leveled the wings and Arlie was, as was I, pulling back! --- We went from near sea level to near 1,000 ft.

Rivets popped and we leveled out. Arlie did a helluva job and should ' ve gotten a medal for his presence of mind. On to Paris ---- but we were a bunch of thankful guys that that was all that happened.

The And The But The And

horse and mule live thirty years nothing know of wines or beers. goat and sheep at twenty die, never tasted Scotch or Rye. cow drinks water by the ton at eighteen is almost done.

The dog at fifteen cashes in, Without the aid of Rum or Gin. The cat in milk and water soaks, And then in twelve short years it croaks.

The useful, sober bone-dry hen, Lays eggs for nogs and dies at ten.

"Is

that all you managed to save for your retirement?"

All animals are strictly dry, Teetotal live and quickly die, But sinful Plymouth Gin-full men, Survive for three score years and ten.

And some of us (though mighty few), Stay pickled till we're ninety-two!

26

27

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DC-2 IN FLIGHT OVER KANSAS CITY Evidently, the yellowed and stained sheet of paper I found with the photograph on the preceding page was a news item at the time and is copied below.

The Airway Meets and Cast its Shadow Over the Waterway, the Highway and the Railway.

High above the river barge, the paved highway and the railroad bridge, flies this Douglas Luxury Airliner of Transcontinental & Western Air, Inc. This is the plane which on February 19th., 1934, broke the transcontinental commercial transport record with an elapsed time from take-off at Los Angeles to arrival at Newark, New Jersey, of 13 hours and 2 minutes. Its two 700 horsepower Wright "Cyclone" motors developed a cruising speed of over 211 miles per hour on this momentous flight, using less than 60 per cent of its full engine power.

Surely this flight foreshadows, more than any one other thing, a new era in transportation for the traveling and shipppin public of American.

Its spacious, sound-proofed cabin can seat 14 passengers in real comfort, its air brakes permit extremely low landing speeds and its Sperry automatic pilot permits its smooth operation without bumps, which are bound to be revolutionary.

Taken over the Missouri River at Kansas City, this photograph contrasts dramatically the older and slower methods of transportation with the sleek, smooth swiftness of this newer era. In the short space of only seven years this modern transportation equipment, which brings the Atlantic and the Pacific within a single daylight span of each other, has been developed. It will soon be possible to travel between the two oceans in 16 hours, or without the loss of any business time.

It is no wonder discriminating travelers once accustomed to air travel, invariably choose flying for speed, comfort and safety. Linking New England, New York and Philadelphia with Chicago, St. Louis, Kansas City, Los Angeles and San Francisco, those TWA luxury Airliners definitely mark the day when time and distance have been relegated to the background as non-essential factors in the life of man.

1934 will see an increase in air travel and air shipping hardly believed possible only a few years ago. TWA's new Luxury Airliner will lead the way. *

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And on the following page is a continuation of the interesting article on the DC-2 luxury liner by Ed Betts which completes the story. Ed says he is busy working on the history of the Connies which I am anxiously awaiting. He must put in many long hours of research to come up with the detailed and interesting articles he has graciously provided our TARPA members. *

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Historical Aviation Facts for August 2 August 1909 Wright Flyer accepted as Army's first airplane.

6 August 1945 The B-29, Enola Gay, dropped an atom bomb on Hiroshima, Japan.

9 August 1945 The B-29 bomber named the Bock's Car bombed Nagasaki.

17 August 1942 First heavy bomber mission during World War II. 16 August 1960 Lt. Joseph W. Kittinger, Jr., parachuted from 102,000 feet, a world record.

28

DC-2

1936 (continued from last issue)

Motors were given a complete overhaul at the maximum of 525 hours. They were completely torn down, inspected and after re-assembly were run up on a test stand (one of two engine test cells located in the rear of the overhaul shop) for 4 1/2 hours. The Hamilton Standard propellers were given a complete inspection every 475 hours. There were over 100 separate parts to examine, plus filing down any nicks in the three huge blades (each blade cost $425). Airframes were given a complete overhaul after every 3,500 hours. A unique design feature of the DC-2 was the fast time for an engine change. In May of 1936, two MKC mechanics, Ray Dunn and Frankie Parent, set a record of one hour for a complete engine change; removing the old one and installing a new one.

The summer of 1936 timetables show United with 11 daily flights on the NYC-CHI run (via CLE), TWA with 7 (two nonstops) and American with 8 (two nonstops, the others via DET). TWA had 6 transcons to LA, United 4 to SF with excellent connections at SLC with Western to LA. American, which had been referred to as a transcontinental line by way of Canada and Mexico, introduced the DST (sleeper version of the DC-3) on September 18 on their southern route to LA. The American copilots had a new memory item: to put the 'Flagship' flag outside of his window after landing and to retrieve same before takeoff. American charged from $3 to $8 extra, depending on the length of the trip, for the sleeper (berths ).

TWA's engineering and communications departments had developed several improvements which were to be standard in the industry. Rubber de-icer boots for the wings and tail, the slinger-ring alcohol arrangement for anti-ice or de-icing the propellers. One of the biggest breakthroughs was the installation of the anti-static homing antenna, developed by Jack Franklin and staff, including Howard Morgan and Ralph Ayres. This antenna, the shape of a slim donut ring, helped to eliminate the problem of static interference when flying in rain, snow etc. It could also be used as a navigational aid as the loop could be rotated from the cockpit by a small handcrank in order to get what was termed an 'aural nul'. This would indicate the azmuth or direction the radio station giving the broadcast was from the aircraft's heading. It could be used for a cross-check when on course to locate a position or when off course and two stations were available a position could be located on a map by simple triangulation.

In September western region copilot Bob Overman was given a special assignment, to make a study of their ground operations at night with suggestions as to how the noise could be kept to the minimum for the benefit of passengers trying to sleep on through flights. His suggestions were so good he was requested to make a similar survey about the entire system. One of the favorite exits for the pilots was through the small cargo door behind the cockpit, this avoided the passengers still in the aisle etc. One of the fastest exits was by Jack Zimmerman after arriving MKC. The ladder was mounted on top of a ramp truck and just as Jack stepped on the ladder the truck drove off. Jack, along with his flight kit and suitcase fell 17 ' to the ramp which caused enough ankle injury he was hospitalized for ten days On October 19, 1936 TWA inaugurated an all-cargo service between CHI and EWR using two Fords modified as "Flying Boxcars". It was truly a 'dawn patrol' operation, with every stop enroute, but the idea didn't catch on with local merchants even though the rates were 40% less than normal. This was soon dropped.

Starting back on September 28, 1931 Dayton (Vandalia Airport) had been a flag stop for TWA, then a regular stop from July to August of 1932, when this was dropped. This was for passengers only and on September 17, 1936, TWA was awarded DAY as a mail stop on its CAM#2. This was TWA's first addition to its mail run since May of 1934 (with the new mail contract). Dave Kuhn, who had just been hired on the 15th, was assigned as copilot for Larry Fritz doing an all day series of 10 minute publicity flights. Dave's left arm was pretty sore at the 29

DC-2

1936

end of the day with all of the labor using the hand pump to operate the gear and flaps. Otis Bryan brought in the first load of mail from the east, a sack with 117 pieces of mail was boarded for the destinations on west.

The Air Transport Association had been formed in January of 1936 and one of their first acts was to adopt the scrip book system which American had been using for some time. Air fares, good on any member airline, worth $500 on any applicable fare (including the 10% discount for roundtrip) could be purchased for $425. In addition, TWA introduced their winter fare in December so that the cheapest, with all scrip and discounts, was $33.96 between CHI and NYC or $118.96 coast-to-coast. These were the days when the most expensive means of ground transportation to or from the airports and downtown was $1, although ABQ and AMA cabs charged an extra 50c per passenger over one. The cheapest was the mile and a half ride at MKC, 35c (not including tip).

The only speed records recorded in 1936 were on the CHI-EWR nonstops. On June 8th Andy Andrews made it westbound in 4 hr 6 min, a week later he made the same trip (with copilot Bill Piper) in 3 hr 48 min (192.4 mph). Later in the year, in December, Don Terry and Hal Blackburn made the eastbound trip in 2 hr 58 min, over one hour under schedule. This helps to put the pilot's pay into a higher speed bracket for his monthly speed average. For examples a speed average of 155 to 175 mph would pay $5 per hour day/$7.50 night, the next bracket which started at 176 mph would pay $5.20 day/7.60 night etc. This is for flight pay, plus the standard base pay according to the years of service.

At the end of 1936, the second and the last full year of an all DC-2 operation, the number of passengers carried again jumped tremendously: from 1935's 66,882 to 90,264; passenger seat miles occupied from 61,566,758 to 76,296,390 (a 63% load factor) and passenger revenues from 3.7 to 4.1 million. The bottom line, the highest ever in the pre war years , was a net profit of $205,125.72.

One feature of the DC-2 which most of the pilots admired was its ability to carry a heavy load of ice. A lot depended on the type of ice; clear ice on the vertical fin seemed to calm the plane down, but rime ice could make it a real "tail wagger". The DC-2 didn't have the 'dorsal' fin, which was designed and installed on the DC-3, so in any kind of rough air the tail could be swaying a bit much to the passenger's discomfort. Irving 'Kravy' Kravitz told of one trip with 'Hob" Hoblit, the pilot, where they picked up a heavy load of ice on the windshield which was impossible to remove or even open the sliding window for an approach and landing. Kravy tried to break the window with the hand fire extinguisher but could only manage a small peephole, enough so that Hob could make the approach and landing. They were descending at a higher than normal sink rate when the touchdown was made, the landing was hard enough to break loose the ice accumulation on the wings and the plane wanted to leap back into the air. Hob got it back on the ground and managed to stop just as they were about to go past the end of the runway. On another trip between CMH and IND they picked up so much ice they didn't dare make a turn for fear of losing control and landed straight in, between the runways, with no further problem.

Under certain icing conditions there was one problem area which had not shown up on wind tunnel tests, but the pilots were aware of from experience on the line; the plane would roll from side to side and it might take both pilots on the wheel to keep the plane under control. However, this was a rare situation and not considered a serious problem...until:

30

DC-2

1937

On March 25, 1937, Flight 15 (ship #320) piloted by Fred Bohnet and Howard Warwick, with hostess Doris Hammonds and ten passengers aboard, was enroute to PIT from the east and had been flying in moderate icing conditions. They had radioed they had problems and what followed was witnessed by Ardell Wilkins flying above them. The stricken ship was in clear air at the time, rolling from side to side and then suddenly flipped over on its back and dived into the mountains below.

They crashed near Clifton, Pa., and all aboard were killed. Rescuers were on the scene immediately and noticed a heavy accumulation of ice (as much as 2") on the leading edges of the ailerons. By design, the ailerons were hinged in such a position there was a gap between it and the wing and enough of the leading edge stuck above the surface of the wing to pick up the ice and cause the unbalanced , situation. The cure was a strip of fairing which closed this gap.

According to one aviation-type magazine a TWA DC-2 was involved with one lulu of an icing condition in Shangrila of the Himalayas. It seems the plane came in on a flight to Burbank and was quickly stripped of its TWA paint and logo and then painted with some Chinese markings. Then flown to the Mojave Desert for the crash scene in the movie "Lost Horizon" (Ronald Coleman etal). A wooden mockup was used for the closeups, covered with ice, with lead propellers bent out of shape. There was another mockup in the Burbank studios for other scenes.

The summer of 1937 was a notable one for TWA. Starting June 1st the DSTs were introduced followed by the DC-3 (Skysleepers and Skyclubs). Five DC-2s were sold to Braniff that year (and two in 1938) and four to PanAm. Chicago and Pittsburgh became pilot domiciles. Although airline schedules were on standard time there was an asterisk to note: CHI, PIT, PHL and EWR were all on daylight savings time which made it a bit difficult to explain to the passengers just what time they would be arriving etc. TWA received an important addition to its mail contract, New York and Pittsburg mail to and from Chicago could now be carried direct on the nonstops in direct competition with U nited. Dick Heideman, on September 1st, had the first westbound load of mail between NYC and CHI. TWA was also awarded of Fort Wayne. Since Larry Fritz flew the For-Trimble it was a from EWR to CHI.

a new mail route, #36, which connected CHI to DAY by way there was not an airway along this route it was VFR, only. first eastbound trip and Larry Trimble the first westbound. long day, 6 hr 12 min flying time as they made every stop

Another important addition was CAM#37 which connected SF0 to TWA's main route at Winslow by way of Fresno and Las Vegas (and later Boulder City). This was also an off-airway route and VFR only. The city of San Francisco was ecstatic to have TWA return with service there and a lot of publicity was given well in advance.

Ads were in the local papers recruiting hostesses (Registered Nurses) and one, Dorothy Newton (Truesdale) was hired and trained for the inaugural trip. Famed arctic pilot Alton Parker was the pilot for the inaugural. The inaugural westbound, from Winslow, was piloted by Bill Dowling and Marv Horstman (and hostess Ida Staggers). This was on September 5th, Horstman had been hired the day before.

The year 1937 was not a good one financially for the airlines as the expected growth failed to materialize, load factors fell to 50% or less. The reason was obvious, the number of airline accidents during the winter of 1936-37 made the traveling public afraid to fly as the nation's media had made headlines of every accident or incident. The dividing line between an accident or an incident was never too clear...fatalities or injuries, airplane (hull) loss etc. Some of the reports and the headlines were just routine engine failures, but it was copy for the eager reporters or newscasters. During a twelve day period-there were five commercial accidents / incidents starting on December 15th, 1936 when a Western plane went down on the SLC-LA run, three days later a Northwest plane fell 80

31

DC-2

1937-1938

miles west of the Elk River, and the next day Eastern had a plane run into fog at Camden (pilot Dick Merrill) and belly land on a mountain ridge with no injuries. Oh the 23rd six were killed at Dallas when a Braniff test flight crashed. Continuing with the disastrous winter season: United lost a flight with 12 passengers killed near Saugus, Calif and on the 12th of January the following year Western lost a flight in the same area with famed adventurer Martin Johnson aboard. On February 9th a plane crashed going into San Francisco; it was later determined a pilot's hand microphone had become wedged between the control wheel and the pilot's side of the fuselage so that they were not able to pull the nose up for a landing. Whatever the causes, the traveling public had taken other means of transportation they considered safer. TWA showed a net loss of $959,837.38 for the year, the worst in their history.

Although not related to the DC-2, the TWA pilots gave up on their own association and re-joined ALFA on January 1, 1938. Jimmy Roe was the local chairman for MKC as well as the MEC chairman, Dick Hanson the chairman for EWR and out west Milo Campbell was the LA chairman.

On March 1, 1938, John Graves, Clyde Wallace and Martha Mae Wilson were the crew, along with five passengers, on the eastbound flight from SFO to Winslow, on the leg out of Fresno. The weather was stormy so they followed the airway south towards Bakersfield in hopes of finding a break in the weather and then head towards Las Vegas. This happened to be during a period when the entire LA area was experiencing one of its worst rainstorms in history. The entire area was closed to flight operations the next day and the city was isolated from all forms of transportation. Apparently Graves had been navigating on the southeast leg of the Fresno radio range when he decided to turn around and head back to the airport. Unknown to him at the time, a gale-force wind from the west was causing an almost' unbelievable crab angle in order to stay near the course. It was later supposed that, with this near 90 0 crab angle, he crossed the northeast leg (an A to an N signal) and did a right turn to get back on course. It was also the opinion of the investigation which followed, he must have thought he was going through the west leg for the right turn took him directly towards the high mountain to the northeast of Fresno.

After several hours of radio silence it was assumed the plane was lost. After the weather cleared a vast, but futile search, was made and finally abandoned.

It wasn't until the following spring that a hiker spotted the wreckage strewn on a mountainside at the 9,600' level near Wawona, the southern tip of the Yosemite National Park. Ironically, another 100' would have cleared the mountain. All personal remains were removed and what was left of plane #327 and its engines were dynamited and buried.

Although engine problems were not considered chronic, there were still many instances of failures and other related problems. Irv Kravitz tells of one when he was copilot for Harry Campbell and they were taking off from the old ABA field on the west mesa. They lost power on the right engine just as they broke ground and couldn't turn left into the good engine due to the mesa and, as they started a turn to the right the other engine started cutting out. Harry barely cleared a fence before setting it down in the sagebrush short of the runway with no damage to the plane. Roger Don Rae, a veteran of the air racing circuit , got an unusual thrill as he was in the jump seat on his initial copilot qualification trip. The engine problems were due to a new automatic mixture control system which TWA was experimenting with at the time.

32

DC-2 1938-1939 On December 20, 1938, Charlie Kratovil and "L. J." Smith were headed home (EWR) after a two or three day layover in CHI. It was a clear day and they were cruising at 5,000 ' over Hayesville (Ohio) when all Hell broke loose with a severe vibration in the left engine. Smith had just finished entering the time in the logsheet, unbuckled his seatbelt and leaned over to look over the situation... just at the moment the upper half of the cowling flew up in a vertical position.

It was held in place, at least from being blown away, by the inner cable used to strap the cowling together. The cowling in the upright position blanked out the left side of the tail section and caused a severe buffet effect. About the same time one of the cylinders flew off the engine and back into the leading edge of the wing tearing a 12" hole in the wing and de-icer boot, and just missed the tail section as it went by. Smith had yelled "there goes the son of a bitch!", as he watched the sequence of events. Kratovil happened to have his hand on the microphone key at the time and Smith's expletives were broadcasted from coastto-coast, or at least in the eastern region.

There was no way the plane could fly in this condition and, according to "L. J ."

Charlie did a great job of landing on a small grass strip. The passengers and hostess were put on a train while the two pilots remained with the plane. A crew was sent from CHI to make the repairs and an engine from CMH, using a small local garage as the maintenance base. When it came time to start the engines to ferry the plane out, the batteries were dead. This required a hand crank operation with the inertial starters (difficult in cold weather) and then the plane was ferried to CHI. It wasn't until several days later the two pilots arrived back at their home base. So much for "L. J."s first Christmas with TWA. At the end of the year 1938 the TWA fleet consisted of ten DSTs, nine DC-3s and fourteen DC-2s, the latter were generally used for the short haul flights or as a spare for the larger aircraft. TWA was now looking ahead to the Boeing 307 Stratoliner although there was still the problem of financing. The remaining DC-2s were all up for sale at $37,500 each.

The TWA fleet had also taken on a new look, the "Lindbergh Line" slogan was unceremoniously replaced with the "Transcontinental Line. It was no secret that the once-popular aviator had reaped a lot of unfair and adverse publicity when he was honored by anti-semitic Germany, and TWA's passenger loads were affected.

The KC Star had an article in the December 5th issue with regards to the TWA change of policy: "TWA officials refused to comment at the time although Jack Frye did issue a statement that this was a routine change"'. It was also no secret that Lindbergh was very unhappy with this change even though he was no longer an active consultant for the airline.

These were the days before convenient motels surrounded the airports and layovers (if not on a cot in the hangar or operations area) were generally at downtown hotels. In the NYC or EWR area it was the Plaza Hotel or the Newark Athletic Club which were the most popular. In PIT it was "Maw Barker's Place" and "Maw" was regarded as the very best at frying chicken. She also had the TWA concession for inflight meals and would always include a couple of extra meals, at her own expense, for the crews. Layovers at CHI would often find the crews at the Hyde Park Hotel ($1 a night and sometimes free transportation). At MKC it was either the Kansas City Club ($3) or the Kansas Citian.

Probably the most popular layover was at ABQ , as it was the "hub" for crews from the east and west. The Franciscan and later the Hilton (Conrad's first hotel) were the mecca for rumors and stories as well as a 24-hour poker game in room 309. Phil's Minute Steak House had the best steaks in the world; it wasn't plush and the only beverages were cokes and 7-Up. Phil, and his daughter Anne, were very particular chefs and on one occasion Ted Hereford made the mistake of leaving some fat on his plate. Phil kicked him out in disgust and Ted was banned from coming again. Fortunately, about a year later, Paul Grade was able to talk 33

DC-2 1939 -1940 Phil into forgiveness, Ted was accepted again and the first steak was on the house.

It was also at ABQ where Harry Campbell took over managing the crew car, it had been a losing adventure for the pilots at 25c a ride, cash to be paid to the hotel desk clerk. Harry checked the books and collected all of the debts owed and levied a $5 fine against anyone using the car for anything but airport transportation...much to the disgust of Eddie Bellande, who had used the car for local hunting and fishing trips (?). Later Harry bought a Packard sedan and started his own 'mini' car rental business. Winslow was also a layover spot at times, at the Harvey House, where all of the railroad and Greyhound bus crews also had layovers.

It was here where Elmer "Bud" Gorman staged his famous masquerade; using a wig and false teeth and his collar turned around he caused a near panic among the staff and hotel guests posing as a mad priest. Bud disappeared after breaking up a poker game, and most of the town population and guests joined the local sheriff in a search. In the meantime Bud had change into his regular garb and joined the search.

On September 24, 1939 the new Albuquerque Municipal Airport (Kirkland Field) was officially dedicated and on the 2nd of December the New York Municipal (LGA) had a big celebration- for the opening of their airport. There was quite a race among the major airlines to be the first to land and to take off (TWA had already scored a DC-2 landed there during the construction period). Rudy Truesdale was when enroute to NYC from CHI and would have had the honor to be the official first, but he and his copilot were 'bumped' at PIT by Pat Gallup and Jack Zimmerman who took the flight on and landed a few minutes after midnight on the 2nd. There were no pay protection provisions for Rudy as he deadheaded on a later flight.

The year 1939 was the safest ever for the nation's airlines, not a passenger or crew fatality. A total of 17 operators with 265 aircraft flew 1,876,051 passengers 82,571,523 miles in accomplishing this record. TWA had a 35.3% increase over 1938 although load factors still averaged but 50%. Once again, TWA showed a net loss for the year, $188,827.03 which, ironically, was about the same amount the pilots had gained with their first contract signed that year, $187,530.27.

On April 3, 1940, Flight 15 departed EWR with the first stop at PIT, with 12 passengers on board for departure. The crew was Fletcher Grabill, Ed Laakso and Betty Howell. There were thunderstorms in the area and Fletcher had decided to hold on the ground for weather improvement. They finally took off but ran into a squall line to the west, and it was decided to return to PIT . It was dark and stormy as the approach was made and after landing it was obvious they were going too fast to get the plane stopped. Fletcher tried to groundloop but the plane skidded off the runway into the rough and muddy terrain beyond, smashed out the boundry lights and then down an embankment into a mire of mud in a bramble patch. There were no injuries, and an estimated $5000 was done to ship #324's undercarriage and propellers. The plane could have been repaired but since the DC-2s were being phased out the plane was scrapped.

One of the contributing causes was 'wind shear ' , a well known weather phenomenon in today ' s jet age, but still an unknown in the early days. About the time when Fletcher realized he could not stop and tried to groundloop there was a sudden shift of the wind to the northwest, blowing at 35-40 mph, which whipped the plane around and shoved it down the steep slope etc.

34

DC-2

1939-1940

'

It isn t exactly known when, or how many, DC-2s were equipped with the CurtissElectric propellers which could go to the full feather position. They were, according to Bob Buck, a bore in that the ship ' s electrical system couldn't handle the load, and if you used the props in the constant speed position it could also drain the battery. Bob had one that ran down the battery going into CHI and had to make a range approach using the standby battery powered radio. There were also problems with the location of the control box in the nose section causing certain cylinders to run hot, and the control box in the cockpit was a source of calluses for the copilot keeping the engines synchronized.

Bill Ambrose (with copilot Roscoe Dunahoo) was on a flight from NY to CHI at night and was just east of Goshen when the right engine let go with a bang.

There was a fire which was quickly extinguished and they continued on with the engine feathered (and shut down). This had been reported on the radio and by the time they arrived there was a pretty large crowd gathered to watch 'the flaming airplane' land. The landing was routine and they were met at the end of the runway by all of the emergency ground equipment and, after a brief inspection, were towed (tail first) to the terminal. The problem was created by the gear box for the propeller causing the top (#9) cylinder to crack open and throwing gas and oil over the engine.

On December 7, 1940, TWA came close to losing a DC-2 had it not been for the pilot skills of Jim Polizzi and Art Dunlop. They were westbound at night on Flight 35 (plane #315) at a point 13 miles west of Cove Valley (Pa) when Jim noticed a slight loss of power and roughness in the left engine. Six minutes later the engine was losing more power and the speed ring cowling started to spread. The throttle was reduced to zero power and they continued on the one engine (no feathering available). The windmilling engine / propeller was vibrating such that it was impossible to read the instrument panel. Then the right engine started to fluctuate , slowly decreasing from 1950 to 1600 rpm and back to 1800, and the airspeed dropped from 120 to 96 mph and they were now descending rapidly. The combination of the windmilling engine, power loss on the other and the drag from the cowling separation made it impossible to do anything other than attempt an emergency landing. They made a gear up landing on a hillside four miles from Greensburg (Pa). There were no injuries.

The left engine's #3 cylinder, piston and piston pin were missing as was the rear speed ring cable. Although the right engine later "checked OK on the ground", it was the opinion of the examining board the power loss could have been experienced due to the severe vibration. Their conclusion was the crew did a superior job of airmanship in negotiating the emergency and landing, and it was recommended that all DC-2s to be retained by TWA be equipped with full feathering propellers as soon as possible.

As a sequel, plane #315 was among several which were sold in early 1941 to Cox and Stevens, representatives for the British Government, for use as transports during the war. In December of that year a Douglas test pilot and company representative, O. W. "Bill" Coyle (TWA 1929 to 1940) reported seeing 'old #315' in Libya with more than 200 bullet holes in the wing section and fuselage. The plane had been attacked by enemy fighters but managed to escape and return to base with only a slight injury to a crew member.

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DC-2

1941-1942

Fortunately Art Nelson and Ben Gigstad had plane #321 on Flight 39 the night of August 19, 1941, as it was equipped with the Curtiss-Electric props. They were holding over PIT awaiting weather improvement, but it went to zero zero just about the time when there was a complete engine failure. With the engine feathered there was no problem flying all the way to Columbus although Ben was kept pretty busy with the vacuum selection for the flight instruments.

With one vacuum pump less (the feathered engine) it was necessary to keep both sides of the instrument panel operating by switching one side and then the other to the remaining pump.

The last serious malfunction on a DC-2 was on March 2, 1942 when Kal Irwin and Jack Gandy had a failure of a master rod bearing near Allentown. By this time the DC-2 fleet was down to , just six planes and they were soon sold to the military etc.

The last scheduled flight of a TWA DC-2 was rather uneventful and unceremonious according to Bob Wittke, the pilot. Bob no longer has the details as to the exact date, plane etc., maybe a 'Topics ' reader can help out. Bob was a pilot / dispatcher at the time, at LGA, and the plane had been sitting for several months in a semi-mothballed condition. One night it was set up to go to MKC as Flight 3-B, which made all of the stops. They made about four false starts due to various instruments and radio which wouldn't work, but they were finally underway and flew on instruments the entire trip to MKC. This was not the very last of TWA and the DC-2. according to historian Harry Sievers. In July of 1943 the USAF loaned TWA a C-32A (#42-61096), the military version of the DC-2, for a short while to use for pilot and mechanic training at MKC. As a recap, TWA had 31 DC-2s in its fleet at one time or another. Seven were lost in accidents. Six eventually wound up with the RAF. Plane #308 crashed in India in 1941 and two planes (#302 and 315) were known to have been scrapped by the RAF. Ten former TWA planes wound up as C-32As with the USAF. In the post war years #309 crashed in Brazil in 1947 while with TACA. #305 crashed at Burbank in 1947 with a private operator. The fate of the others is unknown except for #317 which crashed at OKC in 1939 with Braniff, and #316 which was scrapped by TACA in 1972.

While with TACA in 1945, Phares McFerren tested one which was dubbed a DC 2 1/2 as it had DC-3 wings (5' longer each), engines and hydraulic system. 'Mac' made one test run with the plane with 14 hangar personnel and 500 lbs of sand aboard.

The performance was very good, it would climb on one engine from 12,000 to 16,000', but its limited cabin space wouldn't compare to a DC-3.

About 200 DC-2s were produced, including the military C-32A. Six are known to be in existence today (none were former TWAs) one in Finland, two in Australia, one at a USAF museum, one in South Carolina and one which Douglas recently restored, to flying status. The latter, while on static display at the Douglas Museum in Santa Monica, was painted in TWA colors by a group of volunteers, but this was later changed by Douglas to include a small logo from all of the various airlines who ordered the equipment.

In its day the DC-2 was the finest airplane ever, the pilots swore by it. The DC-3 overshadowed its older sister and the pilots swore at the DC-2. A similar fate was with the 049 Connies, the Martin 202s and the Boeing 707 " water wagons" when newer and better performing planes / engines were introduced.

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#301 302 303 304 305 306 307 308 309 310 311 312 313 314 315 316 317 318 319 320 321 322 323 324 325 326 327 328 329 330 ? ?

NC13711 13712 13713 13714 13715 13716 13717 13718 13719 13720 13721 13722 13723 13724 13725 13726 13727 13728 13729 13730 13783 13784 13785 13786 13787 13788 13789 13790 14978 14979 16049 14296

5/34 to 2/26/41 5/34 to 7/ 5/41 6/34 to 11/10/38 6/34 to 6/11/41 6/34 to 6/11/37 7/34 to 7/10/37 7/34 to 4/16/42 7/34 to 7/19/41 7/34 to 6/29/37 7/34 to 4/16/42 7/34 to 4/ 7/36 7/34 to 8/ 3/35 8/34 to 6/22/37 8/34 to 11/10/37 8/34 to 2/11/41 8/34 to 6/ 6/42 8/34 to 6/24/37 8/34 to 8/23/37 8/34 to 6/19/37 8/34 to 3/25/37 2/35 to 4/22/42 2/35 to 4/16/42 2/35 to 5/ 6/35 2/35 to 4/ 3/40 2/35 to 4/22/42 3/35 to 6/ 6/42 4/35 to 1/ 1/38 4/35 to 6/ 6/42 3/36 to 5/ /37 4/36 to 5/31/36 ? to 5/25/37 315 to ?

TWADC-2IRF to RAF, to Indian Airlines Corp. (11,182 hrs TWA) " to RAF, broken up to Braniff, to USAF as C-32A, to British Africa 1942 to RAF, Indian Gov't. (11,253 hours TWA) to Braniff, to USAF as C-32A, crashed 1947 to Braniff, to USAF as C-32A to Northeast, to USAF as C-32A 12,172 hours TWA to RAF, Indian Gov't. crashed 10/24/41 to Braniff, to USAF as C-32A, crashed Brazil 1947 to Northeast, USAF as C-32A (12,799 hours TWA) w/o accident near Uniontown, Pa. w/o accident east of ABQ to PanAm, RAF, C.M.A.(Mexican Airline) to Braniff, to USAF as C-32A to RAF,Indian Gov't., scrapped 1943 (10,952 hrs) to USAF as C-32A, 1945 to TACA, scrapped 1972 to Braniff, crashed OKC 3/26/39 to Braniff, USAF as C-32A, crashed 1942 Palm Beach to PanAm, USAF as C-32A, to C.M.A. w/o near Clifton, Pa. to USAF as C-32A to Northeast, USAF as C-32A, TACA (11,701 hours) w/o near Macon, Mo. w/o landing PIT. Pa. to Northeast, USAF as C-32A to USAF as C-32A (11,323 hours TWA) w/o near Wawona, Calif. to USAF as C-32A (13,196 hours TWA) to PanAm, to C.M.A. w/o landing Chicago to PanAm (historians not certain of data) to PanAm in 1940 (historians not certain of data)

TWA PASSENGER AIRCRAFT CIRCA 1930 to 19 0 FOKKER F-10A FORD 5AT-B DC-2 DC-3/DST BOEING 307A 13,100 lbs 13,250 lbs 18,200 lbs 24,400 lbs 45,000 lbs Max gross weight 12,000 31,200 Empty aircraft wt 15,750 7,780 7,576 5,674 5,880 8,650 15,000 Useful load 5,320 3,080 3,840 3,044 Normal payload 2,800 5,750 Engines/t.o. hp P&W @ 425 P&W @ 425hp Wright 710 hp Wright 11OOhp Wright 1100 hp 142 mph Maximum speed 145 mph 213 mph 215 mph 246 mph 120 mph 185 mph 180-195 mph 212 mph Cruise speed 123 mph 62 mph 58-60 mph 64-67mph Landing speed 70 mph 60 mph Wing span 79'2" 77'10" 85' 95' 107'3" 50'7" 49'10" 62' 64'6" 74'4" Fuselage length 16'3" 12'9" 12' 8" 16'11" 20'9" Height of tail 822 gal 1,700 gal Fuel capacity 360 gal 277-355 gal 510 gal 1,650 miles 1,300 miles Range max payload 765 miles 540-600 mile 1,200 miles 10-14 14 Number passengers 12 21 15 nite 33 day/25 nite $67,500 $55,000 $65,000 $100,000 Airframe price ?

Number in fleet 8 21 32 5 21/10 (DST) Note: these are original factory specifications, there were numerous modifications etc., such as the DC-3 with the 1,200 hp Engines (for takeoff) grossed at 25,200 lbs and the 1940 (and 1941) deliveries were for 24 passengers.

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Boulder City

#373

NC17323

F rancis Ice

Dorothy Koke (6/1/36)

Pan Am chairman flies above airline's troubles

Mr. John A. Collings Vice President Flight Operations

Kansas City, Missouri March 26, 1940

I wish to call your attention to a very embarrassing incident that occurred on Flight 1 of the 24th between Kansas City and Wichita.

A Mr. MacPherson who boarded the plane at Kansas City had evidently been drinking although his decorum after leaving the plane at Wichita was such that you would not suspect him of being intoxicated; he walked straight, spoke plainly and was not noisy in any way.

However, I am inclined to believe that he was slightly stiff. But I will give you a play by play account so that you can judge for yourself.

I was making my routine trip through the cabin and noted this man asleep in seat #3. I proceeded back through the cabin and was conversing with Mr. Cunningham of the C.A.A. when I noted that Mr. MacPherson had risen from his seat. Imagine my embarrassment, chagrin, mortification and bewilderment when Mr. MacPherson proceedto pull out his private and pissed prodigiously with precision and perseverance in spite of the prolonged plaudits of the passengers.

I immediately went forward to gently inform Mr. MacPherson that the growler was in the rear, but alas Mr. MacPherson paid me not the slightest heed and continued to blissfully empty his bloated bladder on the bulkhead.

Seeing that Mr. MacPherson had considerable pressure up, I deemed it not advisable to try and take him to the lavatory as the sight of his ponderous private would, no doubt, cause some comment among the more esthetic passengers.

Always alert, I excercised my emergency authority (C.A.R. 61.7811) and held a blanket around him until he had finished.

I searched through the operations Manual and could find nothing to cover this situation. Hostess Hickey also has not been instructed as to her duties under these circumstances.

Please advise.

Harry E. Campbell Captain

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INTERESTING TRIP BY JOE CARR Like most of us, I have had a number of interesting trips with TWA but the most memorable has got to be the round-the-world survey flight I participated in during November and December of 1952; one particular leg of that flight stands out. Service around the world by TWA had been discussed many times after Swede Gallen flew Ambassador Davies to Moscow during WW II and continued eastbound for the return to the U.S. and to fulfill the i mplied promise of our post-war name change to Trans World. Our survey flight was one of the fact finding trips that made roundthe-world service a reality several years later.

During several days at Bangkok, teams from the various departments split up, measured, probed, asked questions, and filled out survey forms; in between, we sandwiched in some sight-seeing. In preparation for the next leg we filed a flight plan with one of the local airlines, who did the ground handling for our flight, to fly over Cambodia and French Indo-china to the shopping destination of the whole trip -- Hongkong.

After circling the ruins at Angkor Watt in Cambodia for aerial photographs, we climbed back to cruising altitude as we flew east to cross a low frequency beacon on the coast before heading northeast for Hongkong.

Roger Goldthorpe contacted the French at Saigon with dit-dahs as we crossed the western border of French Indo-China with a position report and gave an E.T.A. for Qui Nhon that navigator Ed Schuett had handed him. Saigon came back with a request for more details of the flight and the information that we had illegally penetrated their airspace ! Goldie sent them particulars from the flight plan we had filed in Bangkok and I alerted Bob Springer who, as Project Coordinator, was discussing upcoming meetings in Hongkong with Warren Lee Pierson ( then Chairman of the Board). Bob had spent months obtaining written clearance from all countries we were to overfly and he confirmed one had been received from French Indo-China.

Saigon repeated their request for more information several times and finally asked that we proceed to and land at Saigon --- tout suite!

I asked Goldie to stall as long as possible by asking for repeats while I had another hurried meeting with Springer and Pierson. They decided that a delay in Saigon might upset the delicate negotiations with the British who were not happy about the prospect of an American carrier taking business away from B.O.A.C. in the Far East. Besides, good press coverage was expected and they wanted to demonstrate on-time performance.

So we continued toward Hongkong fully expecting to clear up the matter later; we reasoned that the French were our friends and allies and would understand the foul-up in ground communications.

The next message Goldie handed me was that the French had changed their request to an order and threatened to send fighters up to escort us to Saigon. Instead, we made a run for it !

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A few days before, officials in Bangkok (probably hoping for similar U. S. military aid) had informed us that the French in Indo-China had recently received a shipment of surplus U. S. fighter aircraft which were better than their old ones and faster than our Connie. With those faster interceptors in mind, I ask Louie Proctor for M.E.T.O. power, lowered the nose, and made a dive for the top of a solid deck of clouds we could see forming just off the coast. Meanwhile, Bob Springer organized other members of the survey party as look-outs at windows on both sides of the aircraft to notify us if they sighted any aircraft; Roy Davis took up station in one of the powder rooms because they had small windows with a view upwards and toward the rear. The cockpit door was propped open so any sightings could be relayed to us. We felt a little better skimming the tops of the clouds but tension was running high since we knew we were still within range of the fighters.

We maintained power but just as the shoreline started to recede behind - - - - we heard a sharp RAT-A-TAT-TAT-TAT-TAT. I immediately dove into the clouds and made a series of evasive turns.

Louie tapped me on the sleeve and I yelled at him to leave me alone and get more power out of the bird. He finally got my attention when he said, That was me !". The ratchet on the Flight Engineer's seat had not been fully seated and, when he pushed his feet against the bulkhead to relieve a cramp, it slipped. The machinegun like chatter echoed all over the cabin.

Beyond fighter range, we climbed above the cloud deck and set course for Hongkong. I went back to the passenger compartment and announced that Louie had agreed to foot the laundry bill at Hongkong for the entire group.

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Hank Gastrich, one of our TARPA members, has writtten several articles for the PACIFIC FLYER. They describe him as an exceptionally talented writer. They say his view of aviation is professional but tempered with a healthy dose of irreverent levity, has already had several stories published, including one about an incident on TWA over Pittsburgh.

I have several of his stories and will plan to run one next issue. His stories are about commercial and military flying experiences.

Hank says his first trip on the line with TWA was from MKC to STL in January 1954. Flew with J. R. Adams. "One way ferry flight to STL from MKC. Deadheaded home. Ross hogged the whole leg. Martin 404". *

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MORE MULE TALES BY Gordon Lambert When I was old enough to work I plowed corn and shucked it also for a cousin of mine in the rich delta land of western Illinois. His name was Elbert Lambert and he and his brother, George, worked mules exclusively. They were good work animals and big.

One time when George walked behind their stalls in the barn he forgot to announce his presence and was killed by a mule kick in the head. Gentle and good they were but, oh boy, watch out, they were mules for sure.

Later I worked as a guide on a dude ranch in the beautiful Little San Juan Mountains in northern New Mexico and Southern Colorado. Three if us took six girls, a doctor and chaperone on a thirty day pack trip. We had as pack animals nine mules, six of which had never been packed before. We had a time. As I was one of the junior guides I brought up the tail end of the train, the mules going just ahead of me. When we would pass through a beautiful mountain meadow with good grass in it the mules would graze, of course, then all at once would realize that they were lagging behind and would race to catch up with the girls each one pushing and bumping the others in order to be the first in the mule train. Their antics were amusing for sure.

When passing through timber very often the trail would go between trees too close together to allow room for the pack boxes. Those smart little mules would turn sideways and ease one box through then turn the other side for the second box. Once we went along a trail which sloped sharply to the right. As usual, the mules were shoving one another with their ears laid back and this time one was shoved off the trail and rolled over a couple of times. He got up and climbed back into the line. I was the cook and noticed that night when I unpacked the eggs that mule carried not a one was broken.

One of the mules was mouse colored and that is why we called her Little Mouse.

At the end of the day when we had unpacked and hobbled the mules, if Little Mouse turned and stood with her head pointing back toward summer camp then we picketted her with a thirty foot rope. If not, she would hobble back to camp as she was so homesick.

We shod the horses but mules, never. Their hooves were harder than those of the horses. What a wonderful summer that was in 1920 but the ranch went broke that fall. Just as well for me, I suppose, for I loved that life and probably would have stayed on. $60.00 a month and food.

In later years we bought land in Arkansas and started a cattle ranch. A neighbor once told me how to make a mule mind. First you take a two by four and give him a solid blow on the head. Then you had his attention and could go about your business of making him mind.

One day I was riding a spirited little mare horse and as we were going down a wooded hill she became entangled in some barbed wire and bolted on down the hill. Fortunately, she was only scarred up a little around the legs and got herself free. I often thought that had I been riding a mule the critter would have stopped dead still and waited for me to climb down and untangle him.

My brother Jack worked for two wealthy maids in Santa Fe who had horses and a trick mule named Paloma. When I was courting my wife I would saddle a horse for her and Paloma for myself and we would ride outside Santa Fe in the beautiful country. Paloma was so smart she could open any gate unless it was wired shut. *

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Note from Parky Enclosed is some material about a Kansas City Sight-Seeing Service. It is owned

by Sandy Curtis, wife of TWA pilot, Jeff Curtis. It is called SHOW ME K.C. P.O. Box 414475, Kansas City, Missouri 64141. Phone: 913 268 5252. Sandy worked for Greyhound Tours in KC until they went out of business and Sandy and Jeff started up a business to help folks (visitors) see Kansas City. They started it seven years ago and now have 3 vans holding 15 people each. If they have a large convention group, they charter large buses, but prefer the smaller vans as they can make the trips more personal. Helping Sandy as a Tour Guide is the wife of a 19 year TWA pilot, Ben Crain, who, incidentally, is now going through steps to be a Captain. I thought that was rather slow but Harold Aiken said his son has been with TWA 21 years and just checked out as Captain!

Gert Lincoln, retired PR agent from CMH, and her sister from Tucson came to Kansas City the first week in July to see the Royals play. I drove them to the Holiday Inn by the Stadium to save them a $45. cab fare and also got some tickets for two of the games. They wanted to go to the Truman Library and found out about this SHOW ME KC service as I couldn't shake loose enough time to take them. Mary Crain did an outstanding job and also took them through Truman's home. My thought is that many are asking how to get around K.C. and see a few activities and places and Sandy Curtis can do a real job.

Here's a story from Bill Chappell, who many of us will remember as a Flight Planning Superintendent for years in Kansas City.

Fellow was telling his barber he was going to Rome. Barber said, "Oh, you won't like Rome. Hot, dirty people, not nice. How are you going?" "TWA". "Gosh, you won't like TWA. Never on time, terrible food, lousy service. Where are you staying?" "The Excelsior". "Gee, that's a shame, you won't like it, lousy service.

What are you going to do in Rome?" "Sightsee and get an audience with the Pope".

"Can't do that, will take weeks to see the Pope and you won't enjoy it. He can't speak English, only Italian and Polish".

When the fellow came back he went to the barber for a hair cut and told the barber, "Boy , you were wrong on all counts about my trip. Had a great flight on TWA. Right on time leaving and arriving, good food, and the flight attendants gave wonderful service. Loved it. The hotel was super. And, you were wrong about the Pope too. Got a private audience with him on one day's request. He is a wonderful man and speaks excellent English. However, when I knelt to kiss his ring he said to me, "Where the heck did you get that awful haircut?" *

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Your editor is still wondering who sent in the following for I am sure he has an interesting tale about the belly landing. Where are you?

My first trip on the line was from KC to LA in 1946 with Captain Harry Campbell.

My most exciting flight was from KC to Burbank. Belly landed a Boeing 307 at Burbank. Capt. was Dave Kuhn. I should explain- my first enlistment with TWA was mech in 1942, F/E in 1946, resigned 1952, rehired in 1953. Present seniority 1953. *

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LETTER FROM KEN BLANEY Dear A. T ., I can't tell you how much I enjoyed Ed Betts' article on the "Spoils Conference". Having lived through that merger to form TWA, I can attest that Ed's facts are absolutely accurate, as far as we on the line knew. Rumors, of course, flew thick and fast, some false.

But Ed fills in what was actually happening. We did not know how the deal was made but it seemed like TAT - Maddux with 21 Fords (valued so low) that were the backbone of the line for several years, together with fine airport and radio facilities, more than matched the 8 F-10"s, plus only one field (Kingman) sometimes used. But WAE, Jack Frye, a very capable man, was the final say in operations. Pop Hanshue was a canny negotiator.

The Ford operating cost of sixty dollars an hour was unknown to us as was the monthly loss in operations of two hundred thousand dollars.

I look forward to the next article on the DC-3 era which was after my retirement.

With much appreciation for your labors and those of the other TARPA staff.

P.S. I saw A. D. Smith crash at Pittsburgh exactly as Ed Betts tells it. I tried to fill Smith's place as Division Superintendent at Harrisburg until he got out of the hospital. Signed, Ken Blaney. *

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RICHARD M. (DICK) GUILLAN YOUR GRAPEVINE EDITOR Photo taken 12/30/81 on last flight with TWA. Hired 12/20/44 Retired 12/30/81 37 years, 10 days, 3½ hours roughly.

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August 1987 I ' ll start this GRAPEVINE by admitting to a few errors your GRAPEVINE Editor has made in past issues. To ROGER SAILORS for misspelling his name as Golf Tournament winner at the Wickenburg Roundup. My apologies, ROGER. It was not our S/Ts fault. But keep winning and I ' ll spell it correctly next time.

(You Soule should see how my name gets spellded.) Also to Eagle John for omitting his name from the paragraph on page 96 of the last TOPICS. Can ' t figure out how I counted four instead of five.

Usually after a couple of drinks I see more not fewer images.

Our S/T mentioned that I had asked for more personal experiences, past and present and that there was no assurance your bit would be published. Both are true, but I do my best to print all material that is sent, if it is appropriate for the GRAPEVINE. By agreement with our previous Editor, long articles are forwarded on to him and placed elsewhere in the TOPICS, IF the Editor feels they are of interest to the majority and space permits.

Of course , any Editor must exercise his discretion should material not be appropriate of if stories contain offensive language. ******* Since many of us have had encounters with the FAA Medical Department, I thought' the next couple of letters would be of interest to those who have had or now have problems getting Certificate restored. The first is from R. W.(DICK ) CARTER. He writes "For the last six months before retirement I was on sick leave for treatment of cardiac arrythmiaIt was successfully treated but the long delays in processing the FAA medical paper work kept me off the active list on my retirement date. I have been able to maintain my medical certificate, however, pricipally with the help of Dr. Bob Riordan, formerly of the TWA Medical Dept in L.A. and K.C. Bob is in active practice in Aviation Medicine in Berkeley, CA. He is also working part time for the UAL Medical Dept. in SFO and Denver. He has a

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2 good working relationship with the OKC FAA Medical Office and can be quite getting people back on flight status. He is also helpful in pleased to hear from TWA associates and during his employment with TWA was really helpful in a number of cases. A great guy!

His address is: Robert H. Riordan, MD 3031 Telegraph Ave. Suite 212 Berkeley, CA. 94705 Tel. (415) 548-4710 Anyone with a medical problem should talk to him before attempting to deal with the FAA. There are three of us that live within our little valley, HOWARD WIRTH, DICK DEBRUYAN and I. Howard is still raising wine grapes but with less enthusiasm than before, and Dick is an active gun trader specializing in " Brownings as noted in his ad in Topics " .

I keep busy flying my sailplane a lot. Just spent 10 days in the Sierras flying. I completed my diamond badge last year with a flight from Minden, Nev. to Bishop, and Minden, 335 miles. My longest flight has been CA., back to Reno two years Three of us flew from across the state of Nevada ago.

Truckee, CA. to Jackpot, Nev. by way of Wells, Nev., some 425 miles. in the way. Had to hold for a half hour under Thunderstorms still get the edge one over Wells before I could fly the last 60 miles to of Jackpot. ( Dick added a note that he was driving back to Charlotte, NC in June and then down to Chester, SC to fly a little.)

The second letter was from HOWARD MANN. He says: retired in ' 81 after 39 years with TWA because of a slight change in "I my EKG. FAA had requested that I submit to a stress test to 85% of my normal Maximum heart rate. I took the stress test and was chased up the ramp to 98% of my normal expected maximum heart rate at which point some slight blockage evidently appeared. I have never experienced any chest pains or other symptoms of a heart problem even during the test. I was "pooped" after the test but then it was probably normal for a " Fat-Boy " at age 58%.

Dr. Masters reviewed my case and suggested I take early retirement because, as he stated, further tests FAA might require could be dangerous and in my case we would only gain an additional year and a nly half of flying.

I have never written this to anyone else and am o including it here that it may be passed on to someone in similar circumstances.

So much for the EKGs and stress tests.

At the present time I am busy every day building a retirement home for my dear and wife I to spend the rest of our days at leisure. The new house is a great " BIG " project for retirement and I m really enjoying every nail of i t.

Except fox the foundation I ' m doing it all myself including the plans, wiring and plumbing. Like I said before, so much for the EKGs and stress tests."

Thank you DICK and HOWARD for these interesting and informative letters.

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3 EARL HEINRICH reports he had the best quail hunting in the last 6 to 7 years.

Under the government farm program, the farmers are starting to not farm some of the erosion ground. He also releases birds to help out the substantial increase population due to the set aside farm land.

Capt.

ROY URBAN and EARL fresh water fish on Long Island and lower New York State.

On Friday, February 13, ROY stepped on some ice in the parking lot of a shopping center, fell and broke a bone above the ankle; the cast came off March 31. It finished their ice fishing in lower New York for the winter.

I n February. EARL saw Capt. JOHN LEIN at JFK. He was going to Honolulu from Southern France to prepare his 1986 tax forms.

During Christmas Holidays Capt. ROY CONAWAY and wife were visiting on Long I sland.

They bought a condo in Spring Hills. FL. He hopes to improve his golf game by being able to play in Florida in the winter and Oklahoma in the summer. ( The above courtesy of EARL HEINRICH.)

SMITH LANDIS (CAPT. "F. L . ") and wife Kathy write that they missed the TARPA Convention in Anaheim because they were on a fabulous Caribbean cruise with Kathy's parents.

They give the Royal Caribbean "Sun Viking" a four-star-rating!

Those Norwegians really know how to treat a guest. F. L . said he hadn ' t seen anything done so professionally since he had his appendix removed!

They started in Miami with a two day sail to St. Thomas. Seven clays with stops in St. Kitts . Martinique, Grenada and Barbados.

Then flew back to Miami on BWIA. " The Sun Viking " is a smaller ship (760 passengers) but beautifully appointed and a Lot more friendly and congenial than the larger ones.

The food is out of the world (four meals a day) but lots of activity to work off the calories. Las Vegas style shows in the evening with great talent.

They highly recommend the "Fun Viking" for a great get-a-way! ******* For anyone contemplating back surgery, ARBY ARBUTHNOT sent in the following bit of advice.

He has just returned home after three weeks at the University of Miami Comprehensive Pain and Rehabilitation Center where he underwent an exercise program to correct back injuries. He said they did him a lot of good and he suggests that anyone thinking about back surgery should look into the Center first. He would be happy to talk to anyone who is interested. He is still in Lake Placid, FL. but his new P.O. box number is 1029 and not as listed in the ****** ED EATON writes he still keeps his license active, having just passed a 1st Class FAA physical. Says his golf game is going to potplays to a 12 handicap-was a 9. Someday he ' ll make one of the TARPA affairs but keeps real busy and enjoys reading about the active guys.

49

4 WOODEN JOHN C. (JACK ) wrote a recent letter to our S/T and enclosed a donation to the TARPA treasury. He also stated that the " Active Retire d Pilots" at this end (Chicago) had a good winter-no snow! AL VANDEVELDE, CURT ROGERS AND JACK are on the Snowman Committee at ORD. They use Tapley equipment to check braking action-November to April. They only " made two trips to the airport this winter-Talk about old Fat Cats'.

He said to think no snow for 87-88. ******* Also writing was GEORGE DUVALL with a contribution. He says he and Joyce missed the convention because they were leaving on a trip to Lapland.

After Lapland they made a tour of the Balkans with George Friedrich.

They are planning on making the Tucson convention in ' 88.

I received the following letter from Uli Derickson's husband. know him.

You may

"

Earlier this year John Graver invited Uli and me to attend a benefit dinner for the American Lung Association of Southwest Florida which was hold in Naples on March 6,1987.

National notables like Miami Greats Bob Keuchenbury and Earl Morral, Ohio State Football Coach Earle Bruce and many others totalling twentyfive in all served as the Celebrity Waiters for this occasion. The waiters were all bantered and roasted by the Master of Ceremonies and the nearly 300 supporters of the American Lung Association who were in attendance. (Editors note: Uli was one of the Celebrity waitresses.)

Uli stay the and whom

and I were house guests of Graver and his wife Diana, during our in Naples. The night before the Benefit Dinner we were invited to home of JIM and LOUISE LYDIC for another type of celebration. Jim John rounded up another group of notables and their wives, some of I believe you know.

PETE FORRISTALL, OLLIE HALLBERG, BOB WIDHOLM CHUCK REYNER, JOE BITAR, BOB MANNING AND DALE KACZYNSKI the wife of deceased Captain JOHN KACZYNSKI. It was great seeing all these good people and I might add that Louise and Jim know how to entertain.

By the way " Pete " Forristal is the same fellow who masqueraded for 35-40 years as Sir Richard G. Forristal of TWA. But more about John Graver-John is high up in government circles in Naples.

It is rumored that he will be the next Mayor of Naples and then probably US Senator from the State of Florida. John looks, talks and acts like a US Senator--keep your eye on Southern Florida politics.

(Editors note: OK Southern Floridians you heard it hear first.) *******

50

5 Courtesy of Parky Parkinson and Ray Dunn (I think)

AIRC FT X OMS Installation and operating instructions shipped with the device will be promptly discarded by the receiving

Dimensions will always be expressed in the least usable term. Velocity, for example, will be expressed in furlongs per fortnight.

•

•

A transistor protected by a fast-acting fuse will protect the fuse by blowing Inst.

•

If more than one person is responsible for a miscalculation, no one will be at fault.

•

After the last of 40 mounting screws has been removed from an access cover, it will be discovered that the wrong access cover has been removed.

•

When the airplane you are on is late, the one you want to transfer to is on time.

• •

After an access cover has been secured by 80 mounting screws, it will be discovered that the gasket has been omitted.

Any tool, when dropped, will accessible area of the aircraft.

•

If you put away a tool that you're certain you're finished with, you'll need it instantly.

After an instrument has been assembled, extra parts will he found on the bench.

•

. And, once you're home: The chance of a slice of bread falling with the buttered side down is directly proportional to the cost of the carpet.

•

•

•

If a test installation functions perfectly, all subsequent production units will malfunction.

•

Parts that positively cannot be assembled in improper order will he.

department.

into

the least

(Taken from American Airlines Maintenance Newsletter 79-34, with permission.)

51 1 4

fall

6 Eagle DAVE KUHN made a nice contribution to the TARPA treasury for which we thank him.

He couldn ' t recall whether or not he had been a member three years prior to becoming an Eagle. ******* Our S/T received several nice letters from Honorary Members acknowledging TARPAS donation to the TWA Pilots Retirement Foundation the in name of their late husbands.

Among those writing were ELVA SHOEMAKER (BUS), KATHY SCHULTS (JOE), PEG WOODALL (CHUCK) and BETTY DOUGHERTY (PAUL).

They all expressed appreciation for the recognition and most stated how much they enjoyed receiving the TOPICS. ******* received a nice letter from J. B. (JACK) MOSER informing me that HANSEN O. H. (JACK ) had undergone surgery back in April for the removal of a cancerous prostate.

At the same time Jack was hospitalized, his wife Dorothy was in the same hospital undergoing a by-pass operation. for double trouble? I talked with JACK HANSEN a few nights How's that ago and he informed me that he has been checked and all signs of the cancer have gone but Dorothy still has a few problems complicated by a diabetic condition.

I ' m sure would appreciate any letters or they cards from friends.

JACK has contributed several items for the GRAPEVINE in the past and says he enjoys hearing about his friends through the TOPICS. I

******* Back in early May I wrote to JOE MCCOMBS and told him I was planning a trip to Denver the first week of June to attend a Hardware show and would like to get together with he and Jean. His reply was- " Thanks for the we won't be here"! They had planned a trip to the East warning, Coast, stopping at the Lake of the Ozarks for the Seniors Annual meeting. on to New to visit relatives and Then York with stops friends.

They left their car in New York and flew to Puerto Rico where on June 4th they saw their Grandson graduate from high school and the following day saw their son-in-law, a Chief Petty Officer, mustered out of the Navy.

On the return they swung by Chicago and back to Evergreen, CO. All this in three weeks and 4400 miles on their new car which they had picked up on the day of departure. Makes me tired to think of it. ******* When PARKY PARKINSON wrote to JOE acknowledging the receipt of his Honorary Membership card, he made an interesting observation which is worthy of mentioning for all of us who have recollections and memories.

When he mentioned to his late wife, Merta Mary, that some of the things written by Bob Serling and by Bob Six in their books did not agree with his memory of the situations, she said. " Remember, that's his memory - it may not agree with yours, but it agrees with his. " Food for thought!

ONE LINE ON THE NEWS

A new government report on lightning 's danger to golfers advises: "If your hair stands on end, lightn may be about to strike. Drop to your knees forwad." and bend

52

kisyourclbgde.

Then

7 Dues contributions continue voluntary contributions was r eading the TARPA news.

to come in.

Among those sending in Eagle FRED PASTORIUS who says he enjoys

HARRY O ' BRIEN said he was sorry to miss the first request so sent a check.

JAMES ROLLISON also added that he enjoyed the Convention and reading TARPA and appreciates the work all are doing.

A. D. (PAT) SHOALTS, along with a contribution, stated he enjoyed talking with JOE at the Ozarks meeting and appreciated receiving the Directory.

ORSON RAU thanked JOE for a " Super Job " on the Membership Directory and for the time spent on TARPA affairs, other than the Directory.

Honorary member FRANCIS FINCH (HARRISON) says in part: " Just wanted to say I was happy to receive the TARPA insurance which I subscribed to.

There was no retirement left for me even tho Harrison took advantage of ell he was entitled to from TWA. I very foolishly didn ' t continue the i nsurance I could have had from TWA. I read many policies sent to me but was never sure how good they were. I feel I can depend on the one from TARPA. " ********

JUST IN CASE by Dick Beck "

In the late 1930s, I was flying from a grass field in Tuscaloosa, Alabama.

The Terminal Building was a small, square, concrete edifice, not much bigger than the average living room.

Each day it was the job of a tall, lanky black man, named George Washington Jones, to sweep out the floor of this Terminal. After he had completed this chore, he could usually be found-outside in front of the main entrance, sitting under a tree.

One afternoon I approached him and said, "George Washington, I guess you have all your chores done for the day? " He said, Then time.

His

I

"

Yassuh, Ah sho do."

said, " Well, I see you sitting under this tree a good bit of the Are you tired?"

answer was,

do get tahd !

"

No suh, I ain ' t tahd .

Ah ' m jes sittin heah in case Ah

"

I 'm sure all Airline Pilots usually perhaps a second alternate---just in case! *******

carry

Guess I'll find me a tree until the next edition: 53

a little extra fuel, or

ADDRESS CHANGES and/or CORRECTIONS TO DIRECTORY 07-03-1987 -----------------------------------------------------------------------------------------------------------------------------------------( R) ARBUTHNOT. GEORGE N. CAPT. (BETTY) P.O. BOX 1029 (R)

ANDERSON. NORMAN F. CAPT. (CAROLYN)

LAKE PLACID, FL 33852

85 UPPER BURNINGTOWN ROAD FRANKLIN, NC 28734

813-465-1741

( JUL-OCT)

704-524-8249 ( R) BOYD. BENJAMIN M. CAPT. (LEOTA) 6443 MAPLE DRIVE ( R) BOLDON, ROLLAND F. CAPT. (GRACE)

MISSION, KS 66202-4331 913-722-1473

2580 SW BOBALINK CT PALM CITY.. FL 34990 305-288-1519

( R) CARROLL. JOHN C. CAPT. 29168 VISTA VALLEY DRIVE ( R) BUTLER. LEMAURIS CAPT. (JEANNE)

VISTA. CA 92084-2218

3156 CRESTVIEW

619-727-1915

PRESCOTT. A2 86301 602-778-5075 ( S) CHURCH, HAZEL MRS. ( CHARLIE) 4102 32nd AVE WEST ( R) CHITTENDEN. HOWARD T. CAPT.

BRADENTON. FL 34205

309 NORTH 31st STREET

813-756-2404

PADUCAH. KY 42001-4319 714-498-2439 ( R) DAVIES. DAVID M. CAPT. (LUCILLE) #233 18 S.E. ROGUE RIVER HWY., ( A) CRAIG. BARRY G. CAPT. (ANITA)

GRANTS PASS. OR 97527

2556 HAVEHILL COURT

503-476-5378

ARLINGTON HEIGHTS, IL 60004 312-392-0238 ( E) FLANAGAN. WILLIAM M. CAPT. (ELEANOR) 1734 HONDA ROAD ( R) DAVIES. VERNON S. CAPT. (VIVIAN)

PORT ST. LUCIE. FL 34952

P.O. BOX 121

305-335-4520

DEERFIELD. NH 03037 603-679-1343 ( A) HIBBELER. GEORGE A. FIE 154 COLD SPRING ROAD ( R) FLETT. ROBERT G. CAPT.

STAMFORD. CT 06905

P.O. BOX 934

714-837-6026

LEE'S SUMMIT.. MO 64063

( R) HINTON, GEORGE A. CAPT. (AMY) 1839 WOLF LAUREL DRIVE (R)

HINTON. GEORGE A. CAPT. (AMY)

SUN CITY CENTER FL 33570

( NOV 1-APR 30)

21 GIRARD RD. WINCHESTER. MA 01890 )

( MAY (-OCT 31

617-729-3953 (R) HUBBARD, ESTIL N. CAPT. (EVELYN)

( A) HYDORN, MARSHALL CAPT. (DIANE)

P.O. BOX 39

P.O. BOX 4138

OSBORN, MO 64474-9998

CARMEL, CA 93921

816-675-2363

408-624-8124 or 408-624-8778

(R) JUDD. LEWIS B. F/E (VICKI)

(M) KOSTA. CHR #17. TOM M. CAPT.

1101 RIVER REACH DRIVE, APT #208

4315 DEER TRAIL ROAD

FT. LAUDERDALE. FL 33315

SANTA ROSA, CA 95404 707-576-0914 54

ADDRESS CHANGES and/or CORRECTIONS TO DIRECTORY 07-03-1987 ------------------------------------------------------- - ------------------------------------------------------------------------

( R) LONTZ .

JOHN P. CAPT. (JEAN)

( R) LYON, T. GOODWIN CAPT. (MARY JO)

4415 NORTH OCEAN BLVD, APT #206

46-100 GOLDEN ROD LANE

DELRAY BEACH, FL 33483

PALM DESERT, CA 92260

305-278-4192

619-346-9100

( R) MANNING. ROBERT F. CAPT. (AUDRA)

( R) MECKUS, FRANCIS S. F/E (CHARLOTTE'

2100 E. BRISTOL STREET, F124

5143 S.E. MILES GRANT TERRACE

ELKHART, IN 46514-4148

STUART, FL 34997

219-262-0849

305-287-6232

( R) MOSS, JACK C. CAPT. (ROBERTA)

( H) PERRAUD, BERNARDINE MRS. (ALAN)

1315 E. GRAND AVENUE. #48

761 INVERNESS DRIVE

ESCONDIDO. CA 92027-3033

WEST CHESTER. PA 19380-5113 201-391-4145

( R) PHILLIPS. ARTHUR 8. CAPT. (MARY)

( E) PIPER. WILLIAM F. CAPT. (VELMA)

14216 N. CORAL GABLES DRIVE

1684 N,W. DOVE COURT

PHOENIX. AZ 85023

STUART, FL 34994

602-993-7399

305-692-9081

( A) RIMMLER. PHILIPP M. CAPT. (ELLEN)

( R) SMITH. F. LANDIS CAPT. (KATHY'

7130 VIA DE LA MONTANA

RT # 1.

SCOTTSDALE. AZ 85258

BANNER ELK. NC 28604

602-948-5595

704-963-5851

( R) SMITH. F. LANDIS CAPT. (KATHY)

BOX 546. 7 DEVILS RESORT ( MAY 3-NOV 6)

(R) THOMSON. JOHN E. CAPT. (DOROTHY)

2165 GALLEON DR.. APT I-3

604 CAMELLIA AVENUE

VERO BEACH. FL 32963

ELLENTON. FL 34222

( NOV 7-MAY 2)

305-231-4669

813-722-7317

( A) THORPE. W. ROGER CAPT. (JUNE)

(E) TOWNSEND. WILLIAM E. CAPT. (ALVA)

350 SHARON PARK DRIVE. APT. L-305

8077 BRENTWOOD RD.

MENLO PARK. CA 94025

LARGO. FL 34647

818-788-1928

813-397-1035

( E) VALENTINE. FLOYD CAPT. (BETTY)

( H) WALKER, CHARLOTTE S. MRS. (JIM)

738-CR 518, #188

35 DERRYFIELD COURT

NEW PORT RICHEY. FL 34653-4910

MANCHESTER. NH 03104

813-848-8712

603-645-6720

( R) WALLACE. DONALD E. CAPT. (BETTY)

( R) WATSON. Jr., WILLIAM J. CAPT. (NANCY'

1807 LAGOONVIEW DR.

RD #3 CARL ROAD

TIBURON. CA 94920

FRANKLIN. TN 31064-9803

415-435-3437

615-794-3110

Gordon R. Parkinson

( H) WOODALL. MARGARET MRS. (CHARLES C.)

Ph: 816 452 1336

600 E. LAS RIENDAS DRIVE FULLERTON, CA 92635-1312 714-774-7618 55

NEW MEMBERS - WELCOME ABOARD ......... (Read Across( 07-03-1987

(A) DOUGLASS. FRANCIS R. CAPT. (CHRISTINE(

(A) AKIN. RICHARD E. CAPT. 6431 GOLD HILL ROAD

88 ALPINE TRAIL

PLACERVILLE. CA 95661

SPARTA. NJ 07871

916-622-4785

201-129-3633

(R) IMMEL. WALTER J. CAPT. (KATHERINE)

(R) ELLIOTT. WENDELL A. F/E (VIRGINIA) 6225 S. CLARE ROAD

RR #4

DE SOTA. KS 66018

ATCHISON. KS 66002

913-422-2079

913-847-6834

(A) KIRSCHNER. WILLIAM A. CAPT. (BARBARA)

(R) JACOBS. WEST C. CAPT. (VERNA) 20300 - 107th STREET

P.O. 80X 3596

BRISTOL. WI 53104

STATELINE. NV 89449

414-857-2286

702-588-4223

(A) RALSTON. RONALD C. CAPT. (HELEN(

(A) LOWRY. ROBERT C. CAPT. (EVELYN) 1 OLD VALLEY ROAD.

4551 SANTA MONICA AVENUE

ROLLING MEADOWS. IL 60008

SAN DIEGO. CA 92107

312-397-4886

619-223-7593

(H) STAHLBERG-BARTH. TEDDY MRS (PAUL STAHLBERG)

(R) SCHULTZ. PHILLIP S. CAPT. (HENNY) 612 PORT DRIVE

P.O. BOX 831

SAN MATEO. CA 94404

ELGIN. IL 60120

415-345-5222

312-695-5545

(R) Cathcart, Robert G.

(A) WINN. DONALD W. CAPT. (DENA(

16 Lantern Lane

7512 OVERTON

Cherry Hill, NJ 08002

RAYTOWN. MO 64138 816-353-1404

(A) Ghiorsi, Walter (Helen)

( A) Ghiorsi, Walter (Sept - May)

7 Circle Drive

7 Circle Drive

Farmingdale, NY 11735 (May-Sept)

Palm Beach Gardens, FL 33418

516 249 8719

305 626 8864

56

THE RULES OF THE CAPTAIN 1. The Captain is right.

2. The Captain is always right.

3. In the improbable event that another crew member is right, rules 1 and 2 apply.

4. The Captain never sleeps, he rests his eyes.

5. The Captain does not eat, he takes nourishment.

6. The Captain is not late, he has had a prior appointment.

7. The Captain does not drink, he clears his palate.

8. The Captain never abandons his work, his presence is required elsewhere.

9. The Captain never reads the newspaper in the cockpit, he stays current.

10. The Captain does not fraternize with crew members of the opposite sex, educates them.

11. If you enter the Captain's cockpit with your ideas, you must adjust to his ideas.

12. The Captain thinks for all.

13.The more you think like the Captain, the better off you are.

14.The Captain never makes a bad landing, gusty winds do.

15.The Captain is the Captain. *

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Due to poor response to the "Swap & Shop" section it is not in this issue.

However, Larry Fauci advises "If you run my ad again would appreciate a slight correction to it. Lapel pins $3.00, Tie tacs $3.50 plus $1.00 mailing and handling plus sales tax for NJ and NY residents. *

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Joe McCombs advises the Dick Trischler family suggested in lieu of flowers, contributians Inlay be made in Dick's honor to the TWA PILOTS RETIREMENT FOUNDATION or THE AMERICAN CANCER SOCIETY. *

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The Girls PROGRESS IN AVIATION 17 December 1903 - Wright brothers made first powered flight at Kitty Hawk, North Carolina.

20 July 1969 - Astronaut Neil Armstrong landed on the moon.

"That nice gentleman two rows back thought I was a stewardess. "

57