1987.11.TARPA_TOPICS

1962 & 25 YEARS LATER BY ED BETTS GOLF ADVICE BY DAVE KUHN 1988 REUNION INFO

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA NOVEMBER 1987

COVER PICTURE Left to right: Sam Dietrich, TWA-FEIA Chapter President; David S. Spain and David J. Crombie, TWA; Barney Rawlings, ALPA; Dr. Nathan P. Feinsinger; Gordon Clare, FEIA; President John F. Kennedy; Secretary Wirtz; Asher Schwartz, FEIA Attorney; Francis A. O'Neil, National Medication Board; and Russell G. Derickson, TWA-ALPA Master Chairman.

TARPA TOPICS PUBLISHED QUARTERLY BY THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA GRAPEVINE EDITOR RICHARD M. GUILLAN 1852 Barnstable Road Clemmons, NC 27012

EDITOR A. T . HUMBLES Rt. 2 Box 152 Belhaven, NC 27810

HISTORIAN & CONTRIBUTING EDITOR EDWARD G. BETTS 960 Las Lomas Pacific Palisades, CA 90272 OFFICERS AND DIRECTORS OF TARPA R. E. P. J.

G. A. S. S.

A. T .

L.A. W. H .

H. N .

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

HUMBLES, SENIOR DIRECTOR SPENCER, DIRECTOR PROCTOR, DIRECTOR MILLER, DIRECTOR

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA 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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PRESIDENT'S

MESSAGE

The Tarpa Board of Directors held a short business meeting in St. Louis at the Stouffer Concourse Hotel on October 9-10, 1987.

Larry Brase, the newly elected President of the Silver Swallows (OZARK) and Pat Sweeney their past President were our guests at this meeting. Since TWA and Ozark have merged the two airlines and the two flight crew seniority lists have also been merged we decided that TARPA and the SILVER SWALLOWS would enter into a spirit of cooperation on all matters of mutual interest. However, each organization will maintain their own identity.

As stated in the May 1987 issue of TARPA Topics, the following resolution originated from the convention floor and was passed unanimously during the business meeting at the Grand Hotel in Anaheim, CA on March 26, 1987.

Motion by Schemel / Hanson "Be it resolved, that the TARPA Board of Directors be authorized to conduct a poll as to whether or not the entire Membership is interested in securing an option to take bulk withdrawal of the "B" plan."

Such an opinion poll was circulated in the May 87 Topics. A total of 199 ballots were returned which is approximately 15% of the total number of retired pilots who are presently collecting benefits from the "B" plan.

161 Voted YES to have the option 37 Voted NO 1 Ballot was not marked 1 99 There were a number of comments, both pro and con. Dean L. Ph i l l i ps was the Chief Tally Clerk.

The Board of Directors, with six members in session passed the following resolution unanimously. (The Vote 6-0) "Whereas interest level of the members polled on the question of further pursuit of the lump sum option for TARPA members does not justify continuation of such efforts.

Therefore be it resolved that TARPA shall expend no more time or effort in the pursuit of the lump sum option for TARPA retirees."

Additional action at the Oct. 9-10 BOD Meeting.

The BOD voted to confirm the mail ballot which was passed (7-0) to raise the dues for 1988 to $25.

Mr. Tim Crowley, President Berkely Association Services, Ltd. who handles our TARPA insurance plans also attended our BOD meeting in St. Louis. Further information on Tim and Ed Hall's activities are included in this issue.

To again review convention dates, the Tenth Annual Convention will be held in Tucson, at the Tucson El Conquistador on May 24-27, 1988. The Eleventh Annual Convention will be in New Orleans at the Clarion Hotel on April 10-15, 1989.

Joe Brown, our Site Chairman is presently working on a date and site for 1990.

See you in Tucson next May 88. Here's wishing you all a Happy Holiday Season.

Russ 2

"

Through the miracle of martinis, I bring you good cheer and wisdom once again."

It's that time of the year when we must begin to look forward to 1988.

TARPA will end the year with a surplus due to the excellent response (76%) for the additional $5.00 for 1987, the generous contributions over and above the $25.00 suggested as well as checks from the EAGLES and HONORARY Members (according to their ability to pay) and, of course, the Convention excess generated by Phil Hollar and associates.

In addition, the treasury has been " bumped " by the addition of 78 new members since July as a result of the recruiting effort directed to the those still working the line (check the new member section of this issue). Total membership, including Eagles & Honorary now at 1528.

Realizing that most of the excess income mentioned cannot be considered for budgeting puposes and that 24 Members will join the non-paying ranks as EAGLES as of January 1st and that publications continue to be mailed to the widows of 14 additional deceased Members without benefit of dues income, the Board of Directors, in accordance with Article III, Sec. 4 . of the By-Laws has set the dues structure at $25.00 for Regular and Associate Members for 1988. Accordingly, a dues return envelope including the '88 membership card has been enclosed. DO NOT RETURN THE CARD. You know your name and your check is your receipt. To return the card to you places an additional burden upon the S/T and runs up the postage costs.

One new item has been requested on the envelope flap, payroll number .

TWA Employee Benefits has been quite cooperative when requesting information but, in all instances, have asked if a payroll number was available to aid in their computer search. Your cooperation will be appreciated.

Fill in all the blanks even if submitted previously.

WHY NOT MAIL YOUR CHECK TODAY SO IT IS NOT FORGOTTEN. Reminders later on become costly and lickin' stamps depletes a lot of the S/T's dwindling energy. ( MORE) 3

A reminder that the new and larger TARPA lapel pin is now available.

This one is " purty " and quite visible to the naked eye beyond the distance of your nose. Send your $2.00 check payable to TARPA to the S/T at 6977 S. Everest, Evergreen, CO 80439 or include a separate check with your dues check.

Were you aware that TWA flew the Pope on his recent Papal tour of the U.S. and Canada and then his return to Rome? Captain Bob Beaulieu, Director of Flying, commanded the Papal 727 on the 10 day domestic tour from Miami to the West Coast ending up in Edmonton, Canada; Randy Richardson a veteran of 21 years and son of retired Capt. Del Richardson acted as copilot and Scott Davis, son of that former mechanical wizard of Midway and O'Hare fame, Roy Davis, flew the third seat.

Margaret Bybee, daughter of recently retired Capt. John Bybee worked as a cabin attendant on " Shepherd III" one of the the two 1011's carrying the Papal staff and press corps that accompanied the tour. An International crew then continued the .journey back to Rome.

I understand the call sign " Shepherd One " received immediate attention from the people in the dark rooms of Air Traffic Control. Trivia question....... what would have happened if " Shepherd One" and "Air Force One" had been listed on a controller's board at the same time?

At the time of writing, the Board of Directors plans to convene it's semi-annual meeting in St. Louis the evening of October 9th & the morning of October 10th. This new arrangement should reduce expenses and cut down time away from home for the Board Members. I understand that our illustrious President, lacking other subjects, will review the meeting in his message.

Have a Merry Christmas and a Healthy, Happy New Year.

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The Active Retired Pilots Association of TWA

C O N G R A T U L A T I O N S The following members join the ranks of EAGLE effective January 1st having reached the magic age of 75 years during 1987.

Ainsworth, W. L .

(Arky) Bowen, Russell A. Brister, Roy L. Davenport, Chauncey C. Dio Guardi, Orestes J. Falkin, Louis R. Goetz, Joseph U. Hanson, Osborne H. Jenkins, Francis E. (Fritz) Jones, Sr., Frank L. Kirkpatrick, Melvin E. Leypoldt, Miles K. Miller, Adair Painter, M. Rex Philpott, James A. Quinlivan, Don J. Raub, Clifford G. Saylor, Frank C. Schildberg, Cecil W. Selby, David C. Thomas, David W. Thomson, John E. Vaughan, Everette H. Weaver, Ross C.

Capt.

Capt.

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F/E Capt.

F/E Capt.

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F/E Capt.

Capt.

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Capt.

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F/E Capt.

F/O Capt.

11/18/12 08/09/12 11/08/12 09/27/12 10/25/12 07/17/12 02/23/12 06/05/12 04/28/12 02/25/12 04/03/12 07/12/12 10/12/12 10/06/12 09/24/12 04/13/12 09/28/12 10/02/12 10/21/12 10/28/12 08/28/12 12/01/12 06/23/12 07/11/12

The growing list of TARPA's distinguished EAGLES will total 118 going into 1988.

FANTASTIC!

Good Health and Best Wishes to all.

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In Memoriam JEAN GRAYBILL

JOHN B. HULBURD

Died March 1987

Died 19 July 1987

KLAYTON H. KIDD

KEN W. MIELKE

Died 27 September 1987

Died 11 July 1987

Excerpts from a letter from Gene Gifford to Joe McCombs: The Aviation Hall of Fame located at Teterboro Airport in New Jersey is in the process of restoring a Martin 202 that used to belong to TWA. Possibly in your next issue of TARPA TOPICS you could put out a feeler asking if anyone has any manuals, pictures or, for that matter, any aviation memorabilia they would like to donate to the museum.

It would be donated in their name and could be tax deductible.

I hope this letter finds you in good health and enjoying the summer.

Gene Gifford 13 Rolling Ridge Road Upper Sadde River, NJ 07458

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TARPA INSURANCE PLANS INSURANCE CHAIRMAN'S REPORT There are many items which I would like to report on regarding TARPA Insurance Programs, all of which I am pleased to say are very positive.

The number of insured members continues to grow each month. The enrollment of our members, both as new insured and transfers from the RAPA Program, has been strong. We anticipate that by the end of the first policy year, over 300 TARPA members will be insured by our program. Of the 37 TARPA members who have not yet transferred their coverage from RAPA, a majority have indicated by writing or calling that they will transfer on their next premium due date.

A reminder to those members who are approaching age 65 and would like to satisfy their six month pre-existing condition period for the Medicare Supplement program. By enrolling in the Hospital Indemnity Plan, you automatically transfer to the Medicare Supplement plan on the premium due date following your 65th birthday. You will be credited for the months that you were covered under Hospital Indemnity and, therefore, your full Medicare coverage will be effective.

Retired Eastern Pilots Association (REPA) Endorses Similar Program After recognizing the success of our program and the level of service TARPA members are provided, the Board of Directors of REPA and their membership overwhelmingly approved the adoption of their own insurance program. Although both the REPA Plan and the TARPA Plan are independent of one another, the addition of the REPA organization and its insured members will be of great benefit to the insurance carrier and, therefore, our program.

Possible Changes In The Government's Medicare Program There has been much talk and considerable misunderstanding about the proposed Medicare catastrophic insurance coverage.

Several bills have been introduced and are currently being reviewed by Congress. While they differ in approach and specifics, they all agree on intent; to extend medicare benefits. You should all be advised that none of the programs will offer complete medical care coverage. All will still have gaps or limits, deductible and co-insurance expenses.

Our current Medicare Supplement insurance provides economical coverage for many Medicare approved expenses not paid in full by Medicare. We will make sure that this is still the case if and when catastrophic insurance regulation is enacted. TARPA Insurance programs and North American Life & Casualty will tell each insured about the expanded benefits under Medicare once the law has been passed. They will also inform you on the impact the changes will have on your Medicare Supplement insurance.

All TARPA members are encouraged to contact our insurance administrator 1-800-545-2424 if they have questions regarding enrollment or benefits. They will be pleased to assist you.

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

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

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TARPA INSURANCE PLANS To:

TARPA Board of Directors

From:

TARPA Insurance Plans

As we complete the third full quarter of TARPA Insurance Programs, I am pleased to report that the number of insureds continues to grow. This growth has been realized by both transfer of RAPA insureds and new enrollees. In a recent conversation with the insurance carrier (NALAC), they expressed their satisfaction with the program and anticipate that our rating structure is adequate for the 1988 policy year.

Administrative Changes ---------------------Recently, two administrative changes were made to help facilitate better claims service for insured members. The Third Party claims adjuster for NALAC will now receive claims directly from TARPA members. In order to allow the service to verify that an individual is covered and that premium is paid-to-date, a bank lock box has been opened for premium payment. When a member pays his/her premium, both the claims adjuster and our office are notified and claims can be paid upon receipt of the claim form.

All members were notified of this change by individual letter.

Initially, we may experience a slight delay in claims payment response. However, we are confident that these changes will be of benefit to the member.

New Group At this time the REPA organization has made a similar program available to its membership through our firm and NALAC. A full color brochure has been mailed to all members and we are anticipating a strong response. The addition of new groups like REPA are extremely helpful to the success of a Medicare Supplement program. New insureds increase the spread of risk assumed by the insurance company, and this alone helps maintain a premium which is affordable by the member.

It is our hope that additional groups will see the value of this plan and the level of service provided.

Possible Changes in Medicare ---------------------------In addition to providing service, TARPA Insurance Plans is also keeping current with the proposed changes that are likely to take place in the Medicare System.

As you know, these changes could have a major affect on the type of coverage individuals are required to purchase as supplements.

We anticipate that by November 1, 1987, any changes which will take place for 1988 will be announced. TARPA Insurance Plans will make a complete report to the Insurance Chairman and the TARPA Board at that time.

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

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

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THE TWA PILOTS TRUST ANNUITY PLAN (Excerpted from a report to TARPA B.O.D. by R. C. Sherman, Investment Committee Observer)

Table I lists the pertinent year-to-date data as of June 30, 1987. The Plan had an investment gain of 14.7%. The Index of Change (slightly different computation) was 1.14444; equivalent to a Unit Value of 45.01 Third quarter checks should be 1.697% greater than present. B Plan performance was in the 35th percentile among 700 balanced retirement plans. Notes follow the table with additional comments on the subjects.

Manager Fidelity Mellon Morgan Putnam S.S.R. & M.

Con Ix/B C/A C/A/T C/A

Mer-Meid

GIC

Morgan N.C.N.B. S.S.B.T. T.C.W. L.O.R. B.S.D. TOTAL PLAN

Net Assets

% of Plan

$ 93.4 M 82.4 170.9 185.1 236.6

9.1 % 8.0 16.6 18.0 23.0

% Gain Year-to-Date 16.7% 7.8 21.4 24.7 27.9

178.1

17.3

5.5

R.E. R.E. R.E. R.E.

17.5 16.4 15.6 15.5

1.7 1.6 1.5 1.5

6.5 3.6 3.9 1.4

P.P. T/P

12.3 5.9

na na

na na

1029.8

100

14.7

Ten managers now run 14 portfolios. Fidelity is a Contrarian. Melon moves assets between an Index Fund, Bonds and Cash; about 70% Bonds and 30% Ix at mid year. Morgan, Putnam and State Street run both core and aggressive Equities. Putnam also runs an International Fund. Beginning October 1, there will be two new International Managers; B.A. Investment Management International, Limited, London and Swiss Bank Corporation, Zurich.

Mercer - Meidinger has been replaced by Pfimco The new company is run by several of the principals who managed our G.I.C. portfolio at M-M. The four Real Estate Managers are now fully funded. L.O.R.'s Portfolio Protection was revised again to be more cost effective, and to raise the floor to $724 M.

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A sentence in Al Mundo's letter, outlining Plan investment philosophy to Bob Mitchell, TWA's Treasurer (in my March 24, 1987 report to you at Anaheim) said in effect, "Of the Investment Committee's two primary goals, maximum gain and preservation of assets, the latter is of greater importance". Only TARPA's Eagles - and eaglets - can fully appreciate the hazard of being 100% invested in equities. They saw their monthly income (per 100 units) go from $112.82 in 1st quarter 1971 to $207.16 in 2nd quarter 1973; an 84% increase in just over 2 years. Less than 2 years later, 1st quarter 1975, monthly income was $90.38, a 56% loss. Those 74 and older will remember that it took 33 quarters - over 8 years - to once again reach the $207 high water mark (3rd quarter 1981), then it receded for 6 more quarters. Ten and onehalf years of retirement payments below those of mid 1973 while the C.P.I. advanced 128%! With that background in mind, one can appreciate the reasons for diversification.

The last step in the modernization of the Plan, which began in earnest at the end of 1983, should be completed by the end of this year. The Investment Committee "Fund Office" opened in September on the 5th floor of 1625 Massachusetts Avenue NW, Washington, D. C. 20036, telephone (202) 332-7300 (ALPA Building). Give them a couple weeks to consistently find the washroom and Coke machine without getting lost (as Charlie Ruby once said), then drop in and look it over when in DCA. The purpose of the Fund Office is to more closely monitor performance and all other aspects of the Plan, and to attend to much of the administrative details more promptly. Restated in three words, More Pilot Control.

Names of the three "Outside Members" for the Investment Committee will be announced soon. Their experience and expertise will provide a critical review of current policies, objectives, and procedures and be an ongoing source of professional financial advice. Arthur Andersen Company has completed a specialized audit related to the transfer of certain administration functions to the Fund Office, and related procedures. A TWA ordered comprehensive audit of the Plan is in the final stages.

UPDATE: Assets at August 31 were $1,086.3 M. Preliminary September 30 data may allow an approximately 3% increase for 1st quarter checks. The suggestion of several pilots that the B-Plan be used to buy TWA was dismissed by the MEC and ALPA attorney as undesirable, unworkable, and illegal.

(Probably immoral and fattening too.)

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EDITOR'S DESK

It seems I hardly have one TARPA TOPICS in the mail before it is time to start on the next one.

I hope you all noticed over the previous one. checked and even added realize what a science

that the pictures in the last issue were quite an improvement I took it up with the printer and he had his equipment more. I was shown through the photography room and didn't it has become what with computers etc.

We are always open to suggestions from you as to how we can improve on your newsletter that has grown into a magazine. Let us know what interests you.

I had one suggestion about the last issue that the "First Flights" section ran the various letters together too much so will correct that this time so you can tell when you run from one fellow's article to the next one.

And, we welcome any news about yourselves you care to send in. Others are interested in what goes on with you; your travels, your family, experiences, health, thoughts.

Our mail bag contains some noteworthy letters from several which I will share with you.

FROM THE JUDGE AT PINE KNOT POVERTY POCKET DOOLEY FERRY ROAD AT McKENNEY BAYOU Rt. 12 Box 398 Texarkana, AR 75502 Dear A. T ., I noticed in the last issue of TARPA TOPICS you wondered who wrote about the Burbank belly landing.

My log book reveals: Flite 9, KC-BU on 7-29-46, plane # 404. The First Officer was O. Tronowsky, Flight Engineer George Hibbler and two hostesses, Dolores Jackson and Jean Lot--(last letters not clear). One of these gals later married Joe Mount (TWA pilot).

The flight consumed nine hours and thirty minutes flying time. There was quite a bit of circling and dumping of fuel on the San Fernando Valley folks.

We landed at 8:50 AM. I was hero for a day.

You are doing a great job as editor on TARPA TOPICS. We hope to make the Tucson bash.

Sincerely, Dave Kuhn Note from editor: The above letter appeared very authentic in that it was embossed with the great seal of Justice of the Peace David B. Kuhn of Miller County, State of Arkansas.

From what we little fellows way back on the other side of the continent heard, Dave displayed his usual skill at steering airplanes and dispensing humor. It seems somebody from every department in TWA roared out to Burbank and got on the radio to Dave with their advice.

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EDITOR'S DESK After a lot of this indispensable help from the tense audience on the ground Dave got on the phone and said that if no one else had any help to offer he would see if he could get the airplane on the ground. Some of you will remember back then on scheduled flights after you landed and taxied in to the gate the captain would slide his window back and yell the time on to the agent. They say on this belly landing as they screeched to a halt with sparks flying, stuff smoking, lights flashing on all the emergency equipment Dave slid the window back and yelled, "On at forty five". *

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This from Don Quinlivan: Hi, I would like to correct any impressions that might have arisen on my write up on my trip to London. On this trip I was on my final line check and Capt. Roscoe Donahue informed me that I would be the Captain and he would be the co-pilot with veto privileges. That is the way it was flown.

Also, I am enclosing my check for $25.00 as a contribution as I have reached that Eagle age of 75 as of last April. As ever, Don J. Quinlivan.

[And from your editor. I endorsed the check to TARPA and sent it on to Joe McCombs.] *

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And, from Hank Gastrich dated 10 August 1987: I just received (Saturday) the August TARPA TOPICS and want to let you know that I feel each one exceeds the last one in quality. Each one leaves me with the feeling I have passed through a time warp and am in one of the pilot lounges we used to live in in such romantic places as Dayton, Midway, Amarillo, etal.

And, after reading each issue at least twice, I find I succumb to a feeling of disappointment. Disappointment in the knowledge that it will be some four months or so before I visit with the whole gang again.

I want to especially thank you for including the kind words regarding me in in the August issue. I know I am in great and talented company when something I've written appears along with the fine stories by Ed Betts, Dave Kuhn, Parky and all the others.

To that end, I've re-written the first TWA story I ever sold or saw in print about a flight with Ida. At the time, back in 1977 or so, I spoke with Ida and sent her a copy, in fact, and she had no objections. Frankly, I can't today recall the magazine. I do remember the check was for $25.00. If you consider it in good taste or usable at all be my guest.

Thanks again, Sincerely, Hank Gastrich.

Editor: Hank's article about Ida Staggers appears elsewhere in this issue. I recall flying with Ida when I first came to TWA in 1945 and she was senior to the captain.

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EDITOR'S DESK I want to encourage all of you to send me stuff you think might be interesting reading. Use the tear off sheet in the back of this issue if you wish or just write me about happenings, first flights, most exciting flights etc.

I wonder who is fortunate enough to share a birthday of 14 September with me, Gene Exum and Vera Sample who worked at the TWA Credit Union? The following from Captain Exum: Dear A. T., I didn't send a card but rest assured that I thought of not only you but also Vera Sample. So, belated Happy Birthday.

Yes, you are right about remembering all that ice. Would sure hate to have to do that today.

I definitely intend to make Tucson and look forward to seeing you and Betty.

I have to laugh about your building a guest house. I have maintained a three bedroom house for years both in Portugal and here and very seldom have company.

They always check into the hotel. Why don't you and Betty come use one of the extras anytime you can make it?

As for writing something for the TOPICS if I can get off my fat ---one of these days I'll write about the 1944 trip with the five sons of Ibn Saud with John Collings as captain and Jimmy Combs as flight engineer.

Sue and I grow happier as time goes by. She keeps busy in real estate here in Litchfield Park. I am busy representing two small companies P.R. wise through Texas and here. Don't make much money but keeps me thinking I'm not over the hill. Also play a lot of golf.

Really enjoyed your experience with the mules. We used the same type in Tennessee. *

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Willis (Pat) Patterson: Both my wife and I hope to get to the next reunion.

I have kept in touch with and consider several of the TWA people as best friends.

They include John Lattimore, Dub Youngblood, John Beede, Frank Petee, George Durvall and retired Director of Planning, Don Hawley.

My wife and I drove to Pittsburgh earlier this month (September) which is just 2½ hours from Wooster and had lunch with Frank Petee. Frank was an ocean Captain when he was 23 and had always had the very best reports.

But he ran into a personality situation on a final check out on the domestic system and was washed out. Since then he has done very well, first with Icelandic Airways and then with Allegheny, now U.S. Air. Back in 1942 a friend of mine called me from Washington, DC, when the TWA IC Division was put in place and said they were hiring anyone with "buckle over shoes and dark glasses". I hot footed down to Washington, took the physical and was hired on condition of my release from Goodyear Aircraft. I was employed as a flight instructor at Goodyear.

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EDITOR'S DESK When I got back to Akron I saw Frank Petee and told him about the TWA-ICD opportunity.

It took me a month to get my release from Goodyear, so when I finally got back to National Airport I went into the terminal restaurant and found Petee having coffee. I asked, "What are you doing here?". He said, "I'm an employee of TWA and I am going to ground school". And in that month he jumped me 50 seniority numbers! Not long after I was best man at his wedding. *

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Jim Schmitt of Cream Ridge, NJ, writes; Went to the Confederate Air Show in Harlingen, TX. Saw some very good performances but airplanes still do basically what they always did. I joined the Confederate Air Force several years ago.

I'm still your basic workaholic. Ran 14 students through a very successful "Fearful Flyers" class several weeks ago. Fourteen got on the plane for the graduation flight but one got off just before the door was closed and we haven't seen him since. Got mentioned in the New York Times and it's lots of fun.

I'm glad I retired on my fifty fifth. I don't miss it a bit and would only be deeply chagrined by the way the industry has gone. Did you know that 100 airlines have gone bankrupt since deregulation? Actually we are lucky there is still a TWA. *

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Ran across this letter to Al Clay: I maintain a very large collection of commercial airline memorabilia. The largest section of the collection is the flight crew uniform insignia; there are now over 3,000 pilot and hostess wings and hat badges dated from the 1920's to the present thus making it one of the largest such displays in the world.

I am seeking some early Transcontinental and Western Air and Trans World Airline items to complete the TWA displays. I would be happy to accept contributions or pay a fair price for the items I need. My entire collection eventually will go to the Ohio History of Flight Museum at Port Columbus ( I hope that will be several years, though, as I am 36 now!). In the meantime, I also would like to prepare a mounted display of TWA flight crew insignia for the Museum since Port Columbus was an important early TAT/TWA station.

Dr. Charles C. Quarles, 204 Reservation Drive, Spindale, NC 28160. 704 286 2962 Home telephone 704 245 7803. *

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A Sunday School teacher wrote a letter to the parents of one of her boys who was acting up in church and needed discipline. The doting mother wrote back this suggestion: "Dear Teacher, Please don't slap my boy Irving, he is very sensitive.

Slap the boy next to him. That will scare Irving!"

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EDITOR'S DESK A little note from our esteemed Grapevine Editor: Things are looking beautiful up here in the mountains. Been getting down close to freezing at night. Leaves are looking good.

Starting early November will be really busy. have to cut, bale and load 1250 trees for pick up November 25. Then will be doing a "choose and cut" up until Christmas. Will be going to a hardware show in Anaheim the first week in January.

Will really be putting the squeeze on for the February Grapevine.

Dick Guillan

On the sixteenth of October Ray and Ruth Schmidt and Pete Sidway stopped overnight in Belhaven on their way south by boat on the Inland Coastal Waterway and had dinner with the Humbles. We certainly enjoyed the visit. Impresses our neighbors when our wealthy pilot friends stop by on their yachts. Puts a strain on our food stamps though.

PRE-FLIGHT BRIEFING AT ANAHEIM Left to right: Dean Phillips Dick Long Ford Blaney

If you learn of the serious illness or death of one of our TARPA members please let your editor, A. T . Humbles, and/or Joe McCombs know. Also, please be sure to keep us aware of your current address as it is expensive to accept return of copies of the TARPA TOPICS.

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EDITOR'S DESK Dear Jones: Just to tell you that I enjoyed your perceptive article about the third seat hassle.

Even more so, about your close relationship with mules! So did I. The old family doctor, who served that whole county, told me once that I should have been a natural as a pilot since I had always used a mule's rear for a compass and most of the time I had a dual set of instruments.

I grew up in an Indian village in the Chickasaw Nation part of southern Oklahoma. About 65 years ago, a rural electrification project came. The man who installed it ran an extension to the outhouse. Perhaps he was the first to wire ahead for a reservation?

Fraternally, Neuman Ramsey Editor: Maybe some of you will wonder why Neuman addresses me as Jones. Years ago I flew as co-pilot for Neuman on a DC-3 flight with a layover at Midway.

We slept in the peak of the roof of the hangar accessible by many stairs and catwalks and a pretty scary ascent to me who has always been afraid of heights unless I had an airplane strapped to me. It was no place for sleep walkers.

Anyway, in the wee hours of the morning the schedule clerk climbed up to where we were and first waked Captain Ramsey and asked if he was Jones, then he shook me and asked the same thing, was I Jones, to which I answered no. He left but was back in a few minutes to say to me, "You're Jones and you are to deadhead immediately to Fort Wayne to fly on the Strato-Liner from Fort Wayne to Chicago".

I did so, naturally, and it was with that screw ball captain from Chicago who was always shooting guns around the system. Maybe some of you remember his name? Ever since Neuman has called me Jones. *

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Inasmuch as we will not be corresponding with you until after the holiday season may I take this opportunity to wish you all a happy, healthy and safe holiday season. May the good Lord bless you.

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The 1987 SENIORS CLUB TOUR of SCANDINAVIA

No, the above snapshot is not " two bulls in a China Shop" or two tourists haggling prices, it is Seniors Art Janssen and Bill Townsend touring a Swedish glass factory. This was just one of many interesting or scenic stops made during a two-week tour of Scandinavia by 73 members of the TWA Seniors Club. The tour was arranged by George Friedrich and he was assisted by Art Janssen. The majority of the group had arrived in Copenhagen several days early and were well adapted to the " time zone" when the tour officially began on the evening of September 7th, when they boarded a huge and modern ferry for an overnight trip to Oslo. It was a perfect night, the North Sea was calm, there was a clear sky and a full moon. Everybody aboard ship was up and had an early breakfast in order to watch the scenic splendor as the approach was made to the Oslo area and harbor. Upon debarking the group was divided between two comfortable motor coaches for the remainder of the tour; sometimes meeting again at the same tourist or lunch stop and several times overnighting at the same hotel. We had been forewarned to expect any kind of weather as the entire Scandinavia area had just experienced their worst summer season in 200 years with overcast skies, lots of rain and wind. The weather during our stay was fair to perfect, with an occasional sprinkle, but never enough to dampen the group's activities for any lengthy period of time.

After two days of tour and other activities in the Oslo area, the group began a 1,500 mile trip by bus back to Copenhagen via Stockholm which included overnight stops at Lofthus, Bergen and other hotels located along the scenic fjords or the higher ski resorts. There was something for everbody's interest: the scenery was magnificent with tours (by bus or ferry) around the perimeters of numerous fjords and their quaint fishing villages, the drive through the rock mountains of Norway (through a lot of tunnels) with the narrow highway and often steep cliffs that dropped sharply below, the new snow near the crest of the mountain passes, waterfalls by the thousands, beautiful forests and hundreds of lakes.

There were local tours of museums, castles, historic buildings and cathedrals.

For the gourmet there was local specialties and often a smorgasbord feast. We had been warned by the locals not to make a pyramid the first time to the table, but this too good a table.

OSLO: Warren Traudt admiring a statue of advice was hard to obey, it was an embracing couple in the famed Frogner Park.

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The 1987 SENIORS CLUB TOUR of SCANDINAVIA Breakfast was always a full buffet style and the various pastries were a constant temptation. You were on your own so far as lunch which could be another adventure in eating local specialties or finding a " MacDonalds " for a good old American hamburger. A word of warning for those who like a cocktail, wine or beer...they are expensive ! Sin products such as booze and cigarettes are heavily taxed in Scandinavia (their way to combat alcoholism) so that a one ounce drink at a bar will run from $7to$8, a glass of house wine or beer about $6 and a pack of cigarettes $4...prices subject to change depending on the current value of the American dollar. If you don't imbibe, bring along a bottle or two of 'duty free' anyway and sell or trade it to a thirsty friend; a fifth of a name brand Scotch will run about $45 in a local supermarket and a local brand about $30. The hotels have an ample supply of ice cubes.

COPENHAGEN: AI Grandsaert and Dick Ludwig after devouring a Danish dinner.

It was like a "mini-convention " of TARPA as the group included: Ed & Donna Betts, Ed &Celeste Breen, Al Jeanette Grandsaert, Verl & Teddy Holden, Howard & Lorraine Jesperson, Bob &Dorothy Kane, Dick & Pearl Ludwig, Neal &Monique Lytle, Wally &Martha Mazer, Don & Barbara McKenzie, Matt & Rose Mary Reardon, Bob & Doris Stuffings, Bill &Alva Townsend, Warren & Florence Traudt, Al & Mary Vande Velde, Les & Ruth Wagaman and Walt & Ellie Waldo. From our honorary members there were: Von Durham, Ruby Lynch, Perry Sigman, Margaret Thrush and Sally Vance.

Others from flight operations were dispatchers Dick Gray & wife Ann, George Nicholson & Ruth, from JFK schedule was Jack Hughes and Mary Ann plus recently retired f/e John Anunson and wife Novell.

It would appear that this many non-revs leaving Copenhagen about the same time might create a problem so far as space on the one daily flight to JFK. There was plenty of seats available, the problem was weight...but once again, Mother Nature cooperated with a forecast of a nice tailwind most of the way over the NoAtlantic: less fuel than normal was required and everybody who had listed got aboard. We arrived at JFK early and my wife and I set an al 'time (for ourselves) record when we made a 32 minute connection (through customs, then through local security to the Domestic Terminal and gate) with a flight on to LAX. It was a great trip I Bill Townsend must have taken about 12 hours of video movies during the tour and intends to bring an edited version to the 1988 TARPA convention. If you attend, and have the time, you should see this on the " telly " as it will do a lot more justice to describing the trip than I have tried to outline. (debriefing submitted by Ed Betts) PHOTO TO LEFT: Images of Trolls, a friendly but very mischievous dwarf in Scandinavian folklore are plentiful.

This one reminded me of good friend C. M . "Black Dog" Davis...it is the silly grin I 18

THE POPE FLEW TWA

SHEPHERD I - PAPAL CREW Left to right: Capt. Bob Beaulieu, First Officer Randy Richardson, Flight Engineer Scott Davis, CA Jane Gallagher, FSM Irene Juchniewicz, CA Esmeralda Romano, CA Merven Conover, CA Patricia LeBlanc and FSM Terry Anderson.

Cabin Attendant Margaret Bybee, TWA Head of Security, John Finning and TWA Director of Flying Bob Beaulieu. Margaret [daughter of recently retired Captain John Bybee] tosses one to Bob as John watches. This was on the ramp at Monterey while waiting for hotel van. Margaret worked on board Shephard III.

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Left: Papal seal displayed on exterior of Shepherd I, a 727, on which the Pope flew.

Lower picture: The two L1011's, called Shepherds II & III, accompanying the entourage to haul the press corps.

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FIRST FLIGHTS MOST EXCITING MOST MEMORABLE From Bill Flanagan: First, let me say that you and publication in TARPA TOPICS. I wish to repeat that " guys and gals " of T.A.R.P.A. are doing one helluva of us who contribute very little time and effort to and TARPA in particular.

your crew put out a fantastic I think that you and all the job for me and a great many the retirees in general

You might think that my wife and I would at least attend some of the SENIORS get togethers. We did that once and enjoyed it very much but since then we seem to have been too busy going to doctors or hospitals or funeral parlors, etc. However that ' s another story and I ' ll not go into that now.

This letter is to furnish you with some space fillers in case you should need any for TARPA TOPICS. I joined TWA on February 22, 1940, hired by Otis Bryan, then chief pilot. On March 19th, I had my check-out landings in the DC-2 and DC-3. I don ' t remember the names of the crew on my familiarization flight, but I do remember that it was at night from KC to CG and it appeared to me that the pilot just picked out a wide space between rows of street lights and landed. I thought that I would never be able to do anything like that!

My first flight as co-pilot was with Capt. "DESPERATE" Ambrose from LG to CO in a DC-3, April 2, 1940. From that time until I checked out to Captain status I flew co-pilot for some very interesting captains. Some of the names that I can recall without referring to my logs are: Marv Horstman, Debs Heath, Dick Hanson, Bill Piper, Jack Zimmerman, Red Miller, Larry Welch, L. J. Smith, Don Terry, Tommy Crockroft, Walt Smiley...........

And these are some of the things I remember about flying with some of these captains: On one of my first flights as co-pilot, I was assigned to Captain Marv Horstman.

When I reported for the flight at LG, I asked someone to point out Captain Horstman to me and you can imagine my surprise when my attention was directed to a guy in a pilot ' s uniform who looked like a 16 year old kid. Well, this " kid " really showed me how to fly a DC-3. On one of our approaches into CG during a heavy snowstorm, Mary opened the sliding window in order to see well enough to make the landing. That made quite an impression on me and I used that trick a few times myself later on.

In flying with Debs Heath, I remember we had a DC-2 from LG to PT and a DC-3 back to LG. On the trip to PT in the DC-2, I was always in the right seat and when Debs called "UP GEAR, " I would struggle with that long wooden handle (after actuating DOG JIG) in an effort to UP THE GEAR as quickly as possible.

Well, Debs could see that a little guy like me was having a tough time so he would reach over with that huge paw of his, attached to his gigantic forearm by a very muscular wrist and flip that handle a few quick pumps and the gear was up in a very few seconds. In those days we grabbed a few hours sleep on cots in a bunkroom in the tower and I was under orders to prepare the flight-plan and wake Debs when the Eastbound flight landed. (BOTH LEGS WERE AT NIGHT).

Debs always let me " left-seat " the flight back to LG in the DC-3, so there was no difficulty about raising the gear.

In my flights with Red Miller, I recall that he never gave his co-pilot a landing and never attempted a 3-point landing himself - with the plane level, he would grease the main gear on the runway and gently lower the tail.

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FIRST FLIGHTS, MOST EXCITING MOST MEMORABLE, (cont ' d) What I remember about Jack Zimmerman is that he was the first captain to give me " left-seat " time in our new pressurized Boeing 307-B. I remember getting along quite well with Dick Hanson and Don Terry, who were reputed to be two of the meanest taskmasters on the line, but I don ' t recall any exciting stories about them that are fit to print.

In checking my logs, I find that I flew a few flights with Ken Woolsey. Ken was even shorter than I (I was 5 ' 8 " ), and he carried a pillow with him so that he could sit high enough in the pilot ' s seat. So --- after we got aboard the plane, at least one passenger would ask, "When is the Captain coming aboard? " never dreaming that one of those little guys in uniform could be an Airline Captain.

Well, Ken made up in expertise what he lacked in height.

My most EMBARRASSING flight was flying a Connie into LA. Aboard the flight were about thirty supervisors from the NEW YORK area, going to a meeting or conference or a tea party thrown by Howard Hughes or whatever - ANYHOW coming over the fence, I got too slow or hit a gust or something and really bounced the landing. TO THIS DAY I CAN HEAR THE SHOUTS OF DERISION coming from the cabin.

And most of those guys I knew personally.

This seems like a good enough time to tell about what I consider the highest compliment I ever received about my flying. One night (I don ' t remember when) I made a range approach into South Bend (before radar or ILS). The approach, on a dark windy and rainy night, was successful. The runway-in-use was in the opposite direction to the approach, so I had to make a procedure turn for the landing which also was successful. After the secure cockpit check, my co-pilot, whose name I don ' t recall, said: " Captain, that was PFR. " I knew about IFR and ING REAL. " At that, VFR, so I asked him what was PFR and he answered, "PRETTY F I almost popped my buttons!

One of the most interesting flights was from KC to KC with Tommy Tomlison in a 307-B. Right after Otis Bryan had that incident with carburetor ice over the Rockies, TWA decided to run some test on different devices and procedures to combat carburetor ice on the 307-B, so Tommy, our Vice President of Engineering, took a 307-B up over KC with me and a few top flight engineers to run some tests.

While the engineers tried different procedures on different engines, it was my job to keep the plane flying straight and level. When the tests were finished, " I started a descending left turn to the field Tommy said, Let s go home. which could be plainly seen a few thousand feet below on this beautiful clear day. Well, that wasn ' t fast enough for Tommy so he took control and put the plane into a steep dive toward the runway. I remember the altimeter needle spinning down and the air-speed needle heading toward limits and we came over the dike rather "hot " (gear down, of course). Well, after a couple of bounces, Tommy got the thing stopped and we taxied in to find that a few pieces of aluminum skin had been ripped off, but no other damage except maybe to my underwear and that of some of the engineers.

It just struck me that this drivel could be of interest to only those around my seniority (and I ' ll be 76 in November). However, I can think of one thing that should be of interest to all members of TARPA, and that is Dave Kuhn ' sLETR ' TO THE HOME OFFICE, which I believe, was written sometime in the 40 s. Perhaps you could obtain a copy and have it printed in TARPA TOPICS. Apropos of nothing: One of my co-pilots would always ask a new hostess, "Have you ever been married or anything? "

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FIRST FLIGHTS, MOST EXCITING, MOST MEMORABLE (cont ' d) The story of flight

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MESS HOUSE DOG " by Willis Patterson

This is a true story describing an ICD trip taken in January and February 1945.

We will refer to the flight by its assigned name: " Mess House Dog. " Some months before, Elliot Roosevelt, son of the President, returned to the States from England with a good sized English Bull Mastiff dog. He made the trip on one of the Air Transport Command or Military Transport carriers.

The press made such a ruckus about a dog possibly taking the place of a serviceman, that orders from Washington were issued: No dogs under any circumstances shall be carried on ATC or Military transports.

Now the Battle of the Bulge was underway and since so much snow had fallen on Northern Europe, it was almost impossible to rescue the casualties of battle, so orders were cut to pick up about a dozen dog teams, sleds and drivers that were based in Greenland and transport them to Prestwick and on to the battle area.

An Army Officer was ordered to Boston to requisition a C-54 for this task.

When the Priority & Traffic people asked what the plane was to be used for, " Because of the Officer advised them that they were getting a " load of dogs. " " the recent no dog order, the P & T people suffered symptoms of apoplexy.

The symptoms abated when an explanation for the need was given.

Now this flight proceeded to BW1 at the lower end of Greenland to pick up their canine load.

Meanwhile, back in Washington, the following crew were pre-flighted: W. M. Patterson H. W. Young First Officer Captain M. C. Huthansel Radio Operator Navigator A. Yelenosky Flight Traffic Flight Engineer W. R. McBride Clerk J. Patterson Our C54 flight was routed to Goose Bay, Meeks Field, Prestwick and back by the way of Meeks, Stephensville, Presque Isle and Washington.

There was quite a weather system following us to Goose Bay. When we left Goose Bay for Meeks, we took on considerable ice in the climb and we had to use climb power for about an hour until we broke out into the clear over the Davis Strait.

We also had an electrical leak in a loom and ran that engine on reduced power So with this mechanical along with the excess expenditure of fuel, we determined it prudent to duck into BW1. The weather was clear.

At BW1, we landed shortly after the requisitioned C54 had left for Prestwick with the dog teams. At that time, we found that they could get one less dog team on that C54 than was desired.

We had room both in space and weight to take this team and driver, so it was now part of our manifest. We did have to delay a day and a half to replace the loom harness that caused us a problem.

On our departure, now direct to Prestwick, there was to be NO message sent even in code that might tip off the enemy about our cargo. But as sometimes things go astray, some wag in the radio room at BW1 sent a message to the CO at " Prestwick: " Expect Woof-Woof and attendants on Mess House Dog. When this message was received at Prestwick and passed on to the Base Commander, he determined that such a secret code could only mean that President Roosevelt was on this flight. (At this time President Roosevelt was in North Africa).

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FIRST FLIGHTS, MOST EXCITING, MOST MEMORABLE (cont ' d) So when we landed at Orange Field and taxied to the terminal, there were a score of MPs in white helmets and gloves standing at attention about six feet apart.

Also, the long inclined loading ramp that was used on the other side of the field for loading litter and ambulatory patients had been deployed to this terminal. It was rolled up to the rear door.

There was genuine surprise on the face of the P & T officer as the door was opened and a team of sled dogs was the actual cargo. It goes without saying that there was surprise, embarrassment , chagrin and egg on the face of a base commander who really wasn ' t a great TWA-ICD fan in the first place!

From Harry Stitzel, Ex ICD/TW FRO: In the " Grapevine " there seemed to be a desire of organizing those who own their own plane and still do some flying.

I have been flying for the past 25 years and have owned and maintained a 1963 Mooney for almost 20 years. I kind of wonder if I am the only one who flew his own plane to the get-together in STL. My wife and I put into the Fast STL airport just across the river from the hotel.

You asked for stories on first or interesting flights. My first check out flight was not too spectacular...Washington, DC to Natal and return on Strats and C54s. I do remember it was a wonderful crew and I became acquainted with 200 proof rum in the Borinquen PR Officers Club! That was in the fall of 1942.

Of interesting and spectacular flights...I had so many I don ' t know which to tell first. Let me tell you of this one: It must have been in the spring of 1943 or thereabouts at which time Winston ' Churchill was in Washington, DC. (I have no record s of my flights prior to September 1943. The reason being we were not allowed to carry or make logs until then for reasons of security in event the plane and/or crew was somehow captured by the enemy! At least I think that was the reason. I do know that in September 1943, I already had 711 hours of ICD time).

We were set up on this hush-hush flight out of Washington, with Capt. Stan " Stanton and all of the crew had a sneaking idea we were to take "Mr. C to Algiers for an Allied Military pow-wow. Our briefing was for a route to Gander to Gibralter to Algiers. When the plane was loaded however , no Churchill, just a bunch of Scotland Yard men and US Military brass. After takeoff, we were " told Mr. C" was making the trip to Gibralter by PanAm flying boat. We were excited about the flight. One reason being the leg Gander to Gibralter was quite a long one (for those days). However, I remember the C54 had auxiliary fuselage fuel tanks. Not long after take off Gander, I noticed my radio briefing material indicated a broadcast station in Gibralter. For some reason, even now, I remember the frequency of that broadcast station as being 832kc!

I reached up into the cockpit and tuned the ADF to the frequency and got a good musical signal. When placed in ADF position, the ' ole ' Bendix ADF needle immediately swung around to dead-ahead. I tapped Stan on the shoulder and pointed ' to the ADF and said, " Gibralter. " He looked at me with a "you ' re kidding expression. We held onto the station the entire flight.

We got to Gibralter, landed on that one long runway extending out into the water at each end, and all of us being ' beat by about 20 hours in the air (un-pressurized) and all the preflight time on the ground at Washington.

It was midmorning and after a little look around at the Rock and a bite to eat, All of us passed out on army cots in a Niesen type hut. "Mr. C " was not to arrive until some later hour.

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

A Limey soldier, on seeing us; quickly ran over and said, "Don ' t worry...they are only showing Mr. Churchill how well the Rock is defended! " It seemed that " Mr. C" had arrived and after a tour of the Rock, the Base Commander decided indeed to show him how well the place was defended by putting everything he had into one overhead cloud.

This included all their artillery plus some kind of rocket group stuff that was tied together with chains. The object being to snare, if not hit the airplanes. Boy, did they scream!

Not long afterwards, we were alerted to get ready and stand by our plane.

Now we thought we would fly Churchill, but no...upon arrival to our plane, we found parked along side of us, a Lancaster or a Hastings bomber converted to a plush pax carrying job...I think it was called a York. This was to carry " Mr. C. " We loaded our pax and stood by in the cockpit of our C54 waiting for " Mr. C " to arrive. Soon several jeeps arrived carrying the Prime Minister and many British Officers who got out and stood at the cabin door of the York. " Mr. C" shook hands with all of them and after mounting the steps to the cabin, hesitated, and then came down the steps again and walked about 100 ft. to where " the driver of his jeep stood at attention and shook hands with him.

Mr. C ' suddenly accumulated lots of Brownie points with all of us at this point.

Not long after takeoff, we were flying in loose formation with the York when three British fighter planes appeared off our left wings. Hurricanes, by the looks of the large scoops on their bellies. Half-way to Algiers, they disappeared and were replaced by three P39s who escorted us into Algiers. These were the only P39s I remember ever seeing in the European theatre. I believe most of them were given to the Russians.

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

When we were alerted to depart, we did not know who we would carry until General of the Armies, George Marshall came aboard. Our flight was planned directly accross the Sahara to Accra, (Do you know they have hail storms over the Sahara?)

Then to Ascension Island to Recife, to Belem in the middle of the night and through bad thunderstorms over the jungle. We got a little rest in Belem and the next day, it was on to Antiqua, Bermuda and into Washington, DC. It was a very tiresome trip with the long hours without sleep, high altitudes, and of course the stress that was with us most of the time because of the war and pioneering effect of it all in those days. However, in this last respect, I guess it was noting compared to what Churchill and Marshall had to put up with. As we approached Washington, DC, General Marshall came up and thanked us all.

Larry K. Welch reports that his most exciting flight was on a trip from Idlewild to Paris. He begins: First, let me say that this account is all from memory and it happened some twenty-five to thirty years ago. When I retired and moved to Florida, the

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FIRST FLIGHTS, MOST EXCITING, MOST MEMORABLE (coned) movers lost the box with all my log books, and never found them. I can ' t remember the names of the First Officer, Radio Operator or Engineer, but I do remember the name of the Navigator, who was Rathbone.

It was a Connie flight from New York to Paris, with a stop at Shannon. I took 300 gallons of fuel over and above the flight plan load, and as I remember, we filed for 17,000 ft., but due to traffic, we were held at 13,000 ft. We were on instruments most of the way with just small breaks and light turbulence , with some light to moderate. The navigator could not get a good fix. We had light icing with some light to moderate. Everything was routine, we thought, until we were able to get a fix (radio direction finder), which showed us to be about one hour south of course. We headed for Shannon, and later broke out into the clear. Shannon was CAW. About five minutes from Shannon, we were advised that it had gone zero-zero in fog, and that there were only two places open on the continent.

(I presumed they meant within our range, which was London and St. Eval (Land ' s End) England.)

A quick check revealed that London was out of range, and St. Eval would be awfully close...we would just make it or run out of fuel!

Shannon advised us they were unable to contact London, and for us to give our flight plan for St. Eval, to London on HF. The radio operator keyed the information to London.

Shortly after passing over Shannon on the way to St. Eval, we hit a front and had thunderstorms with rain, sleet and hail, turbulence and icing, and as I remember it, it lasted about a half hour.

Over our first check point, we tried to contact Shannon on VHF, but without success. The radio operator advised us that our VHF was out, so we gave our times and estimates to London by key. We heard nothing from London the entire time.

As we approached St. Eval, we let down to initial approach altitude, crossed over the cone of silence, went out the approach leg (over the ocean), made a procedure turn, crossed over the range and let down to land. As I remember it, we broke out of the clouds at about four hundred feet, and I believe just as we broke out, the runway lights came on.

We parked in front of the station and St. Eval ' s ground crew put a ladder to the door, and the cockpit crew climbed down, and as we did EACH ONE OF US KISSED THE GROUND! (Pope John Paul had nothing on us). The Station Officer told me that they had received notice we were proceeding to St. Eval just before they turned on the runway lights. The passengers climbed down the ladder, and had coffee and sandwiches. St Eval treated us in royal fashion.

To make a long story shorter, when we received a clearance and fuel load to Paris, the Engineer sticked the tanks to determine how much fuel we had, and he was unable to get a reading on any of the tanks.

The rest of had no prop We were out 2,000 feet,

the trip to Paris was routine, except that we went VFR, as St. Eval alcohol. (St. Eval was an RAF Fighter Station, and never used it), of alcohol. We started out at 800 ft., and gradually climbed to as I remember it.

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BITS AND PIECES FROM GORDON (PARKY) PARKINSON May even go back to the Speakers circuit. The trouble with the "circuit" is that the farther away you go the more you get paid and if it's possible to go on TWA I pick up some revenue for TWA. I gave it up when the wife took ill almost seven years ago. It's quite remunerative but always requires travel - hometown boys don't get paid money except by companies.

There's not much news re the Company. If you get the Wall Street Journal you probably read that Icahn made 100 million bucks by buying AT&T and just selling it. The thing that worries me is Icahn's plan to take the Company private.

The bond holders are disturbed for if successful he will take out his 450 million bucks he used to buy the Company with junk bonds, also some more millions, and we will then be in a condition where we have over 2 billion bucks of liabilities - what with the ups and downs on the airline business, that could be real critical.

Had a call that Al Jordan died this afternoon (September 5th.). He was a past president of the Seniors Club and a wonderful gentleman. I think you know he was Vice President of the overhaul base. Later was moved to 605 where he retired.

He was also on the Board at Valpariso University. He came up in the Company from the bottom.

Enclosing an article on Pete Oliver who has Lou Gehrig's disease. Also, it looks like something must be catching with Lake Quivira water as in addition to Pete Al Knudsen was painting his house, fell and broke his leg so he's sitting around home with his leg in a cast. Moe Hansen has had two stops in hospital due ulcers, now home and doing fine but no golf for a time.

Re Hal Blackburn: Blackie enclosed a picture recently taken. Left to right it is Bob Blackburn, Richard Korf, Blackie, Earl Korf and Greg Korf. Blackie also added, "You don't know but Earl and I had a great airplane job for the CIA after I was 60. Earl was a radio operator for TWA.

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Parky sent this song written by Hal Blackburn: SONG OF THE AIRLINE PILOT To the tune of "Bless 'em All" (obviously) Bless 'em all, Bless 'em all The long and the short and the tall Bless all the Captains, so true to their wives We buried the last one in Nineteen-Oh-Five.

We are pilots so brave and so bold Of that you don't have to be told We're fearless and gallant And loaded with talent And nickels we clutch til they fold.

Bless 'em all Bless "em all The long and the short and the tall Bless our fly girls, those angels in skirts To hell with the cabin, the cockpit comes first.

We face danger with nonchalant grins Our hero is old Erroll Flynn We starred in some dramas With infra-red cameras We're sorry we sinned, Bless us all!

Jim Bergman/The Cincinnati Enquirer

"This is the captain, folks. Thanks for your patience. The tower tells me we're now fourth in line for takeoff."

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"Twas the night before Christmas, when all thru the port, Not a creature was stirring, not even Shackelfort.

The advisories were hung on the bulletin board with care And the forecasts read not a flight in the air.

The agents were nestled down on their knees And the only sound was "Come seven, please".

Frannie Bright made seven passes and her point was eight She talked more to the dice than she would to a date.

When out on the ramp there came such a clatter That I sprang to the window to see what was the matter.

The moon on the breast of the new fallen snow Gave a lustre of mid-day to Flight Two below.

When what to my wondering eyes should appear But Andy Rahm with the gas truck hitched to 8 tiny reindeer More rapid than eagles his coursers they came And he whistled and shouted and called them by name "Oh Ralph, Herb, John, Shifler and Joe On Robert - now keep your nose out of the snow!".

As dry leaves before the wild hurricane fly, "C'mon, let's meet Flight Two" was the agents loud cry.

So up the front loading steps Earl Bartmen flew, With his arms full of baggage, mail and express, too.

As Maxine Roth opened the door and was turning around Down the steps came Ray Wells with a leap and a bound The boss wasn't expected, you could tell at a glance, As the agents were out of uniform - some had holes in their pants.

A bundle of express Gene Keefe threw on his back, And grunted and snorted like a train off the track.

A stump of a pencil Odie held in his hand But the pouches wouldn't agree with the 08 worth a damn So the ship was unloaded with the usual care We found not a pouch, but George Burns was there!

In his hands was a pouch and his expression was gloating And he said, "Now will you guys follow standard loading?".

So the agents danced around with shouts of delight, While Parky called long distance and cancelled the flight.

CHS ceased operations, His personnel sent up cheers.

Pat Gullup went haywire and called up in tears.

But he could do nothing, LS was closed tight.

Thank God only once a year.

Comes such a night!

CIRCA 1943 * * * * * * * * Re the above: Parky says it was read by Stan Phillips in 1943 at the Christmas party held at the Bevo Mill Restaurant in St. Louis. I flew over with Ray Wells, Pat Gallup and George Levering. The CHS refers to Charley Sessions who was STL station manager. Ray Wells was Division Superintendent at the time and Pat Gallup was Systems Operations Manager. I was a Flight Dispatcher.

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I could only identify about half of those attending.

30 years old! Jack Frye, I think, was 32. I doubt was married 8 months later to June. Here it is nearly years) and we are still enjoying married life. We

Sorry we were unable to make the convention because of some last minute necessary changes in plans but will do our darnest to attend 1988's affair in Tucson. I understand this year's gathering in LAX was an outstanding event."

The above picture furnished by Bill Dixon. Bill says, Otis Bryan was Chief Pilot and probably was less than if anyone there was over 35. I had just turned 21 and 48 years later, 41 of them with TWA (except for 3 war have been mighty lucky.

Head table: Otis Bryan, Harry Kraft, Paul Richter, T. B . Wilson, Larry Fritz, Vince Conroy, Jack Frye, F. G. Wilson, Jack Franklin, Steve Welch and Johnny Graves.

TWA SALES CONFERENCE TRAFFIC-OPERATIONS Hotel Muelebach, Kansas City, Missouri February 20-22, 1939

President, ALPA Chicago, Illinois Dear Mr. Sayen: Perhaps the CAB should be advised that certain subsidized carriers, at great expense to the taxpayer, have installed a string of saloons along their routes. These saloons are for the purpose of giving preferential service to favored groups. The favored are card-holding members. Non-members can't get in the joints.

Supposedly these passengers are leaders in the arts and sciences, with a generous number of newspaper columnists. By their example of flying, the general public is thus lured to take to the airways. This is supposed to generate additional traffic. Management obviously attaches greater value to whiskey than to service. They are firing mechanics and hiring bartenders.

The hostesses employed in the saloons are paid up to $440.00 per month. Perhaps they are required to display more personality than the "garden variety" that fly. Sorts glorified "Bee" girls as it were. The pay differential , no doubt, is earned.

It is doubtful that CAB has issued a waiver to these carriers for conducting a bar business. Changing the CAR is like asking a Bible scholar to rewrite the Four Gospels. The CAR is a product of years of careful study and experience. They are not lightly come by - - nor lightly changed.

All of this poses no problem except that the Captain in Command is charged under penalty of losing his job, to assure that no drunks are flown.

Past performance indicates there have been cases of attempted rape, homicide, suicide, plus milder forms of misbehaviour by drunks furnishing their own whiskey. One can only speculate what is to happen with management pouring booze down them for free.

Should investigation reveal that, by some hook or crook, the CAB has been induced to issue waivers for conducting bar operations, an alternative must be sought. The responsibility for drunkenness in flight must be shifted from the pilots to the shoulders of those advocating it.

It is suggested that management station one of their personnel in each saloon where they are "conditioning" the passengers for flight.

When they emerge to board the plane, each passenger will be given a balloon in which to blow his breath.

(The cops use this method on drunk drivers.)

Those found to be "loaded" can promptly be "unloaded". This process would be a time saver. The pilots on these plush flights are pressed to make a

ten hour flight in the remarkable "scheduled" time of seven hours fifty-five minutes. W hile we are doing preflight duties, management could conduct the sobriety tests. Hence no undue delay of the U. S. Mail.

Should some of the drunks be cagey and elude management, the sober passengers should have some protection afforded them. Keeping in mind that mothers and children oftimes travel unguarded, their protection must be assured. An adequate number of straight-jackets, handcuffs, plus some calf rope should be aboard. The Captain in command can prevent violence ONLY if given the tools to work with.

The pilots have protested this new scheme for generating traffic.

Much like other pilot protest for safety, management is more than emphatic on what they regard as their prerogatives. They are apt to get extremely emotional when pilots direct their attention to a self-induced violation of safety.

Another point in this preferential treatment of the elite is, it could be considered "UNAMERICAN ". The sky tourist trade, while being neither wined or dined, is the greater source of revenue. If it is CAVIAR AND CHAMPAGNE for the few, how l s about BOLOGNA AND BEER for the many?

Sincerely yours, /s/ Amos Glutz Amos Glutz (Brother of Elmer)

It is true that a golfer beats himself. These ten tips will assure that result.

1. Line of sight: Always stand in the line of sight of the opponent -never where he is unable to see you.

2. Putting: While the opponent is putting, the line of sight is most important.

If you are asked to move do so but slightly. If possible, cast your shadow in his line or where he can see it as you move. desired results.

3. Carts: Cart management is probably the most effective tool for Stop your cart not over three feet from your opponent's ball. If asked to move, do so but not far. If not asked to move, on his backswing ask if the cart is too close. If not convenient to stop near his ball, drive down the fairway (in line of sight) and wait for the shout of "fore" ere you move. And always, but always, start up the cart as the opponent is on his backswing. You might even manage to run into him from time to time.

4. Laughs: Save your heartiest laugh for shots the opponent misses. Then remark (to fit the occasion) "Too bad, I see it behind that tree. Looks like it made the lake, you should have skulled it, etc".

5. Sand Traps: Always follow the opponent into the trap to aid in identifying his ball. If he is buried, tell him that it looks like a fried egg. If not buried, get the rake and stand where he can see you. Two to one he will leave it in the sand.

6. Movement: Movement is a sure fire way to cause a missed shot. While the opponent addresses the ball start a little slow walk behind him and do not stop. When he putts, practice yours. If you are holding the flag wave it.

7. Noise: Always employ some sort of noise as the opponent is shooting. Rattle loose change or tees in your pocket, be scraping mud from your shoes, tap on the side of a cart, talking or whispering is excellent and never miss a chance of telling him to knock it up stoney just as he pitches to the green. This will get you a chilly-dip more often than not.

8. Proximity: Stay close to your opponent safely out of the arc of his swing.

A most favored spot is at either shoulder as he putts.

9. Argument: Start an argument about rules, sex , politics or taxes. This will afford you an opportunity to tell him how stupid he is. Be positive in this up to and including rudeness.

10. Questions: If all else fails (an insensitive opponent) start asking questions.

How he grips his club? How he starts his backswing, downswing etc.? This will get him to thinking and then he is yours.

The above is not to be confused with sportsmanship. It is sportsmanship designed to win. When the time comes that you can not get a game, you have a choice, either quit golf or join a different club. submitted by Judge Kuhn

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THE TARPA

GRAPEVINE November 1987

October 1987 is upon us and fall has just come into being as I attempt to write this GRAPEVINE, beginning the third year on this assignment. Great fun!

Spent a few days down at Hilton Head Island, South Carolina in August with wife Peggy and daughter Janis and Granddaughter from California. While there had a nice chat with DON MINSKE who has been a Hilton Head resident for many years. DON and I flew at the same school in Albany, Georgia before joining TWA in 1944.

His wife June and my wife went to High School together.

DON stays active with a lot of golf and also a lot of bridge.

Says he has never made one of the TARPA conventions but plans on coming out to Tucson in 1988.

He also runs across BOB WITTKE on the links.

Incidentally , I think Hilton Head would be a great place for the 1990 Convention. It has much to offer. Good hotels, good golf courses, tennis courts, beautiful ocean, shopping, fishing, etc. They told me that skeet might present a problem but suggested they might rent a barge to float in the ocean for the sport. How about it? Anybody interested?

Although I never flew with KEN MIELKE as a Flight Engineer, I remember him as an outstanding Instructor at the K.0 Training Center.

KEN passed away this past July.

His widow, JEANNE sent a note to our S/T thanking him for her Honorary membership in TARPA and for the contribution to the TWA Pilots Retirement Foundation in his name.

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

HARRY STITZEL, ex Radio Operator, who has been a frequent contributor to the TOPICS writes about a recent visit to Prestwick, Scotland, a place we all had visited often on ICD. He says:" The St. Nick Hotel looks exactly the same but has been modernized extensively inside. The management remembered the Gray sisters but they had been long gone.

The rates at the hotel were above average.

We stayed at a bread and breakfast place. The Bobby Jones in Ayr is gone. The airport at PWK is big but quiet..kinda overflown by the jet age. (cont'd)

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no indication of the golf course or the Club house that used to be operations nor anyone who could remember it."

From KATIE BUCHANAN: " Enclosed my check for $2.00 for a TARPA lapel pin.

I thought the convention in Anaheim was a big success and I have written to Jack Miller and offered my help in the hospitality room or wherever I'm needed at Tucson next May. Buck would be so proud of TARPA and I am very happy to be a part of it.

My best wishes to you and Jeanne." ******* From FRED RICHARDSON, EAGLE : "Almost forgot to send a check for '87.

TARPA TOPICS is great--more news helps to remember things during my 34 years with TWA. ThanksI keep busy doing over all kinds of antiques-great fun. Best Regards."

Thanks Fred for your contribution. Much appreciated!

How many TARPANS went to Oshkosh this year for the annual FAA Airshow? One did that I know of. LANDIS (Capt. F. L .) SMITH writes of a great time had at the FAA Airshow at Oshkosh, Wisc. in August.

He and wife KATHY particularly enjoyed the Air Adventure Museum, the "War Birds", Dick Rutan, Jeana Yeager and the "VOYAGER" and the worlds finest Aerobic Performers. Says he looked for fellow TWA'rs but with 150,000 there that day, couldn't find any. The temperature was 105 degrees on the tarmac and the shade was hard to find. Lefore departing Wisconsin, they had a day of salmon fishing on Lake Michigan.

The name JOHN ABIUSO may not be familiar to many TARPANS . JOHN resides in New Cumberland, Pa. and is a TARPA Eagle, having been a pilot for TWA back in the '30s. He later joined All American Aviation Co. and flew the air mail pickup service in those trusty old Stinson Reliants.

Remember them? He perhaps is most famous for having given our S/T, JOE MCCOMBS his first airplane ride in Sunbury, Pa. when JOE was only 12-13 years old. That must have been shortly after the Wright Bros made aviation history. Kidding aside, JOHN now, at age 83 is still an active pilot, owning and regularly flying a G-109 motor-glider, of German manufacture. It has the advantage of not requiring a tow plane to get aloft. He says the soaring locations he visits in elude State College and Harris Hill in Elmira, N.Y. About the G-109, when it is in the power mode it can fly cross-country at speeds of about 110 mph. Maybe some of the other soarers in our membership will run across him.

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Although he was not a TARPA member, many of us knew or were familiar with the name AL JORDAN. Al retired in 1975 as vice-president of technical services. He passed away on September 5th quite unexpectedly. He had been with TWA for 42 years and since retirement always attended TWA social functions, such as the Seniors Club, of which he was a former President. His many activities included past Chairman of the International Board for Missions of the Lutheran Church Missouri Synod, the Federal Reserve Board of KC, board of directors of Valpariso University, Valpariso, Ind., of which he was a graduate.

As Ole Olson put it, he never saw him without a sincerely friendly face and a good word for everyone. Survivers include his wife Honor and three daughters.

From OLE OLSON comes this report: " On Friday the 25th I had the pleasure of playing in the Bob (Bear ) Beck annual golf tournament which is a benefit effort for Pete Oliver, the TWA pilot whoa is a victim of ALS. About 60 Kansas City and St. Louis active pilots and retirees turned out at the Lake Quivira golf course. Both MOE HANSEN and Pete Oliver showed up for the initial tee-off. They are Quivera residents."

OLE included and typed the following lists of participants.

BOB (BEAR) BECK ANNUAL GOLF TOURNAMENT LAKE QUIVIRA COUNTRY CLUB Kansas City, Missouri September 23, 1987 Texas Scramble - 3- and 4-man teams Bear Beck Clint Parker GEORGE BORGMIER Wendell Rone Wendy Elliot, Lowell French Bill Crook Rich Nelson Gary Orlich Charlie Fritz RAY YOUNT(Maint.) Jerry McFerren K. Fritz Rick Molinaro Jerry Healy Steve Pyle Bob Rafferty JOHNNY CLARK Mark Pyle ED RAFFERTY Tom Domville Tom Hammack WARREN CANTRELL Steve Chambers Gary Hruby Terry Ligget Bill Woods Tom Overman Carl Meyerholtz Ward Sligh Max Overman OLE OLSON Ned Rychel Jim Richardson JIM PAXTON Wayne Hidalgo CONY METCALF Gerry Buchanan HARRY HUNZEKER JOE BROWN John Kell John Gjovig Bob Borberg Dave Grant John Harding

Tom Hoskins Fred Wicke Craig Moorehead Jerry Riani Jim Davidson ROGER GERLING Don Gerling Jim Norton VIC WOLF DICK KLEINER Bob McIntosh John Rogers

Winners: John Keil / John Hardin / Cony Metcalf - 6 under par Steve Chambers - longest drive Tom Hammack - closest to the pin

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Here's something for the "What's it?" department.

Looks like DICK COLBURN is trying to figure out what it is too. ******** From KATHERINE BOQUA (EDDIE) : She sends a thank you note to our S/T acknowledging her Honorary membership and the contribution to the TWA Pilots Retirement Foundation in EDDIE's memory. Also says she had a rather serious ailment shortly after EDDIE's death that required eight weeks of radiation treatment but was able to take a trip to South America for a month which was a welcome change of pace.

She enjoys reading and appreciates receiving TARPA (TOPICS).

Thanks for the kind words KATHERINE. (I enjoyed flying with EDDIE.) ********* Not many of our pilot friends have labored through a book publication.

One such person, though , is WALT GUNN, Captain Retired but now W. H. Gunn , Ph.D. WALT has just had published, his book titled "The Joy of Flying" (How to Overcome Fear). He held his first "author's signing", wine and cheese meeting in Kansas City on September 27th. WALT deals with the subject of AEROPHOBIA, the irrational fear of flying. In his "retirement" Dr. Gunn, Psy chologist, is presently Assistant Clinical Professor of Psychiatry at the Kan as University Medical Center and Adjunct Professor of Aviation at Central Missouri State University.

Look in your local book store for "The Joy of Flying". If they don't have it write to Wings Publications, PO Box 161, Mission, KS 66201.

Its worth reading.

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Remember the early days of ICD with the layovers in Natal? HARRY STITZEL writes of an amusing time in early 1943.

"We had another afternoon and evening free of flight duty. This time there was a group of us sitting on the veranda of the Grande Hotel drinking that sweet but good Brazilian beer and probably smoking those wonderful Brazilian cigars, the only cigars I ever enjoyed.

The Grande was located on the main drag of town on the road leading out to the airport. Our attention was suddenly drawn to down the road a piece leading to the airport. There was a parade of jeeps and other open military vehicles approaching and who was in one of the lead vehicles but FDR! We all got up and waved and cheered as he went by into town. We knew he had been over in the European theatre on one of his pow-wows and probably returning at the time.

In Natal there were three houses of rather ill repute. The Ideel house, the Goodyear Club and the Wonder Bar. It was in the Wonder Bar that we all gathered that same evening. All of the activity went on up on the second floor which had a back porch that overhung the local river that came in from the ocean. It was not toe long and the place really got to jumping. I remember one of our flight radio men, Orv Brockman, taking over the piano and the din was rally something but great. Right in the midst of all this fun a bunch of Navy Shore Patrol men came barging in and in firm and fast order put us all out on the street. We did not know the reason ..just that they said " We are closing the place, get out!" Down on the river one of the SPs finally told us why the ouster. It seemed that those who made great decisions had decided the safest place for FDR to spend the night for some rest was on a Naval ship on the river. I even remember the name...the SS Humbolt...some kinda naval tender ship. Anyhow, that evening the Navy had tried to entertain the President with a small orchestra on deck but all the commotion and din from our party had completely drowned them out! After we found out the reason we got a big kick out of it and rather enjoyed the situation. Who else could brag of such a distinction? However the Humbolt should never had dropped its hook so close to the Wonder Bar, or was it for the convenience of the sailors?

Lets get back to that back porch on the Wonder Bar. It has been said that one of our illustrious Captains, a gentleman who had blond hair and carried the nick name of a famous comedy strip hero of those days, entered the river via a route over the railing of that same porch. Like I said...it has just been said.

Again if any of you fellows are still around and were involved in any of the above situations please let me know. " Regards HARRY! ******* Seen that new Hardees commercial on TV where they have a jingle..

"Heard it through the GRAPEVINE"? Didn't know we were that famous.

Peggy and I wish all of you a HAPPY THANKSGIVING, A MERRY CHRISTMAS and a HAPPY NEW YEAR. See you all in 1988.

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RETIRED AIRLINE PILOTS ASSOCIATION The Federation of Retired Airline Pilots Associations Our Al Clay is president of RAPA and Ed Hall is secretary.

The 1987 convention will be held on December 4,5 & 6 at the Marina International Hotel at Marina Del Rey, California. The room rate will be $60.00 single or double and is good for three days before and after. There is complimentary transportation from the LAX airport. Those interested in attending should make their own reservations. By the time you read this there won't be much time. There is a tear out form in the back here but would probably be better to handle by phone.

Also, in the back is a form for applying for a RAPA tour of the west coast of California from Los Angeles to Seattle. *

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Narrow-minded people who disagree with us usually have the misfortune of of also being fatheaded!

When we become seniors we are more interested in seeing how long a car will last rather than how fast it will go.

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NOMINATIONS REQUESTED FOR ANNUAL TARPA AWARD OF MERIT Nominations for the annual TARPA Award of Merit are solicited at this time from all TARPA members.

Criteria for this award may be found on page 84 of our directory. Paragraph 1individual's states that the award shall be made only on the basis of the "Contribution to Commercial Aviation".

We would like to have as much biographical information and supporting material as you can provide. If you don't have it, we may be able to search it out for ourselves and the Board of Directors.

This recognition by TARPA has been give in previous years to Jack Frye, Howard Hughes, Charles A. Lindbegh, Tommy Tomlinson, Harold, Bob Buck, Larry Decelles, Benny Howard and Paul Richter.

AWARD OF MERIT COMMITTEE: Orville Olson, Chairman, J. W. (Chick) Dyer and Bill Cooper. Ole's address: 10210 Mission Road, Overland Park, KS 66206. Telephone 913 642 2778. *

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CAPT. EDWARD G. BETTS, HISTORIAN & CONTRIBUTING EDITOR Following are two articles by Ed, THE YEAR 1962 and LOOKING BACK SIXTY YEARS TO 1962. Your editor is most appreciate of Ed's contribution to our publication.

We both went to work for TWA on the same day, 6 August 1945.

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LOOKING BACK SIXTY YEARS TO 1927

by Ed Betts Except for the convenience of the round number the 60th anniversary (diamond) is generally just another year gone by (except for the airline pilot who has reached the magic age limit and has to retire). The pilots retiring this year (at age 60) were just born during 1927, the same year when a number of our former TWA pilots were beginning their airline careers.

Five of them, including two of our current TARPA members, had a 1927 seniority date and were the ranking top five until 1941 and the others through 1947, when the resignations of Jack Frye and Paul Richter were effective.

During past anniversary celebrations there has always been an argument between airline PRO departments as to which is the nation's oldest airline in terms of continuous service. Western (before the Delta takeover) generally was accepted as the oldest with a 4/17/26 date when Much to Western's chagrin, they began their mail route (CAM #4) between SLC and LA. TWA chose this same date for their anniversary celebrations, claiming that most of Western's assets were a part of TWA when the merger of WAE and TAT-Maddux was culminated in late 1930. It will be interesting to see who lays claim to being the oldest in the years to come..,Delta ?

There was always an argument among several TWA pilots as to who was the most senior. Despite the protests made when the first seniority list was published, in 1934, the # 1 ranking went to Si Morehouse.

Silas A. Morehouse was born in 1898, and learned to fly in the Army. His early years of flying also included some movie work and test pilot for the Fokker Company. He joined WAE as a pilot and part time mechanic on April 1, 1927, flying the opencockpit Douglas M-2 on the mail run. Si was the pilot on the inaugural flight, in 1928 when WAE originated their "Model Airway " between LA and SF, using the tri-motor F-10 (Fokker). He also was the pilot when WAE began their transcontinental service (fly by day, train by night) in June of 1929, a month before TAT began their 48 hour schedule. WAE flew as far as KC for their train connections to the east. Si was chief pilot for WAE and the pilot when they introduced the nation's first 4-engine 'Si Morehouse (#1) airliner, the 32-passenger F-32. During WW II Si was with the Air Transport Command in the Pacific Theater and retired as a full Colonel. Until he quit flying in 1946, Si was always the senior pilot on TWA; a record which will be impossible to top so far as the pilot group. There are other records which will be hard to beat such as Frankie Parent was always the # 1 Flight Engineer from 5/5/40 until he retired in July of 1971, and Lee Flanagin's time as the most senior TWA employee (2/26 to 6/70).

Unfortunately, for the past several years, Si has been a victim of Alzheimer's disease and is not aware of his 60th anniversary. According to his wife, Helen, his friends would probably not recognize him as he has lost a lot of weight and grown a mustache during his stay in a VA hospital in Virginia.

Edward A. "Eddie" Bellande, until he resigned in 1941, was always listed as the # 2 pilot with TWA. He was born in December of 1897, and learned to fly in 1915 (an "Early Bird"). During WW1 he was an instructor for the Navy. Eddie was a well known test pilot in SoCalifornia and the second pilot to go to work for Maddux Airlines. This was 10/2/27, when Maddux began a three times a week schedule from LA to San Diego (Dutch Flats) with the trimotor Ford. He resigned from Maddux (but no loss of seniority) when TAT took to the air in July of 1929 and, with Lindbergh, flew the inaugural east and westbound flights as far as Winslow.

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THE YEAR 1927 In February of 1933, Eddie and Lynn Berkenkamp were the pilots on a Ford flight when a serious inflight fire erupted in the cabin. Lynn was unsuccessful with his attempt to snuff the fire with the hand extinguisher and pillows. Meanwhile, with his head out of the cockpit window, Eddie made an emergency landing at Bakersfield with near zero-zero fog conditions. The plane was completely engulfed in flames but all passengers were safely evacuated. For his courageous and exceptional handling of his aircraft and passengers, Eddie was awarded the 'Air Mail Medal of Honor' by President Roosevelt...only seven of these medals were ever awarded.

Eddie always flew the line while with TWA and in between flights did a lot of test flights for Jack Northrop, as well as get a degree Eddie Bellande ( # 2) in business administration during his spare time. In 1941, he joined Northrop, and in 1943 he was with the Garrett Ai Research Corporation. In later years he retired as the Chairman of the Board. Eddie passed away of natural causes in late 1976.

Lewis W. " Lew " Goss was born 12/26/94, which makes him the eldest of our current TARPA members. Lew learned to fly in WW1 as a pursuit pilot. On 11/11/27 he joined WAE as traffic representative and reserve pilot on their new mountain division...a mail route formerly flown by Colorado Airways between Cheyenne and Pueblo via Denver. WAE used the bi-wing Stearman Model 4-D " Junior Speedmail" on this route. Among the pilots hired by Lew who started their WAE careers on the mountain division were Melvin " Mo" Bowen and Royal Leonard. Lew was in charge of the new division and helped set it up, in 1929, when WAE entered the transcontinental race with TAT and several other airlines. When T&WA # was formed, in late 1930, Lew was the Division Superintendent for Lew Goss ( 3) the Western Region. Although Lew was in management during his TWA career, he did manage to get a lot of flying time in on the Fokkers and Fords and other equipment until he retired from flying in 1945, so far as the pilot seniority list...but continued in other capacities until he retired from TWA. The number four spot on the first seniority list went to then-company vice president, Jack Frye. This was pilot seniority, as Jack was also the senior employee (the same as Paul Richter, Walt Hamilton and Lee Flanagin) with a 2/3/26 date of hire; the day the Aero Corporation of California was incorporated. Jack was born in March of 1904 and learned to fly in 1924. at the BurdettAirport in the LA area.

He later became a partner with Burdett Fuller and, in 1926, was one of the founders of AeroCorp. Jack's pilot seniority date was 11/26/27, when their company subsidiary, Standard Airlines, first took to the air with tri-weekly schedules to Phoenix and Tucson. WAE later took over the AeroCorp and Standard and Jack was the vp of operations, a # position he held when the new TW&A was formed. He became compJack Frye ( 4) any president in late 1934. Jack was a well known and popular pilot and set numerous records with the Fokkers, DC-1, Gamma and Constellations before he resigned in early 1947. Jack was killed in an auto accident in February of 1959.

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THE YEAR 1927

Paul E. Richter, Jr., was a native of Colorado and born in January 1896. He came to California to learn to fly in 1924 and was one of Jack Frye's first pupils. Paul was an instructor with Burdett as well as a member of the Hollywood stunt teamed called the " 13 Black Cats".

As mentioned, Paul was among the founders of the AeroCorp with a 2/3/26 company seniority date and also had the same pilot seniority date of 11/26/27, when Standard Airlines inaugurated their service. When TW&A was formed, Paul was a division superintendent and, in late 1934, took over Frye's position as vp of flight operations. Later Paul was promoted to Senior VP. He served with the Navy as a Lt.Commander during WW II , assigned to ' Paul Richter ( # 5) their Transport Command. Like several others, such as Jack Frye, Paul couldn't put up with the Howard Hughes influence and resigned in early 1947. Paul died in May of 1949.

Although his seniority wasn't continuous, another TWAer who began hiscareer in 1927 was Lawrence G. " Larry " Fritz. Larry was born in August of 1896 and served in the Army during WW1, and took his advanced pilot training (along with John Collings and Earl Fleet) in 1923. Larry became associated with Will Stout and the development of his all-metal (single engine) "Stout Pullman", the forerunner of the Ford trimotor series. Larry was the chief test pilot for Ford and, on 2/15/26, was the pilot of the very first Contract Air Mail flight (CAM # 6) when Ford began airline service between Detroi t and Cleveland. Another former TWAer, Dean Burford, was the pilot on Ford's other CAM ( # 7) which began service the same day between Detroit and Chicago. In mid-1927, Larry joined Maddux and helped him set up Larry Fritz ( # 46) his airline which began regular schedules in November of that year.

Fritz left Maddux in late 1928 to set up an airline in Texas (S.A.F.E.) and it wasn't until June 1, 1930, that he re-joined the TAT-Maddux company and re-established his seniority date. He was also a division superintendent when TW&A was formed and later the vp of operations. During WWII he was head of the North Atlantic Division of the Air Transport Command and retired as a Major General. After the war, Larry was vp of operations for American until he retired. Larry passed away in November of 1970.

Ernie Smith ( # 15)

Another TWAer who began his airline career in 1926 was Ernest L. "Ernie" Smith, flying for Pacific Air Transport. Ernie was born in 1894 and learned to fly in the Army during WW1. On July 27, 1927, Ernie and his navigator, Emory Bronte, made aviation history when they were the first civilians to fly the Pacific; from Oakland to the Island of Molokai. They weren't the first, a military Fokker just beat them for the honor and this was just before the infamous Dole Race from Oakland to Honolulu took place with the loss of several aircraft and lives. Ernie joined Maddux on 1/26/29, which placed him in the # 15 slot when the first TWA seniority list was published. He spent a lot of his TWA career as a dispatcher and was retired from the pilot seniority list in 1945. Ernie continued with TWA in the public relations department at SF until 1958, and

in 1952 made a trip around the world to commemorate his famous flight. ******HAPPY ANNIVERSARY******* 44

He died in March 1963.

THE YEAR 1927

There were a number of other former TWAers (or predecessor air-lines) whose airline career began in 1927. The dates aren't known and the time (apparently) was never credited towards their later TWA pilot or company seniority.

Franklin Young had the strongest protest when the first list was drawn, in 1934, that he was the most senior. Franklin, also a WW1 pilot, had been checked out and flying as pilot for Pacific Marine Airlines on their Curtiss flying boats in late 1926-early 1927. This was a service between the LA harbor area and Catalina Island, 22 miles west. Western took over the airline on June 15, 1928, which was the seniority later given to Franklin,with no prior credits. He protested this, but # back in 1934, how did you argue with the company vice president FrankIin Young ( 9) or a pilot committee?

Franklin was the first TWA pilot to retire at age 60, on 1/1/54, and passed away in June of 1975.

Another veteran seaplane pilot who started with Pacific Marine and had the same seniority date as Franklin Young was Halbert H. " Dutch" Holloway. Dutch had done a lot of local flying with charter and scenic work before joining the airline. For whatever reason, he was always listed one number senior to Franklin ( # 8 on the first list) which was probably because he had more total flying time as pilot.

In 1934, the criteria for seniority was first date as pilot on the line with a trip, then total flying time and then prior company time.

Dutch took over as the # 1 pilot following the resignations of Jack Frye and Paul Richter, and was # 1 until he retired in December of 1955. "Dutch" was well known on the ICD during the war, and shortly after the war helped set up Ethiopian Airlines. His advent# Dutch Holloway ( 8) ures in mining for gold in Nevada were well known. He passed away in March of 1986 at the age of 90.

Like the above mentioned Young and Holloway, C. LaMar Nelson's TWA pilot seniority date didn't start until 8/26/29, when he joined Western Air Express. Nelson was also a WW1 pilot, shot down by the Germans. In the post-war years he did quite a lot of movie work and barnstorming before joining the Ford company as a test pilot. In 1927, he helped Fred VanZandt establish Scenic Airlines which later became Grand Canyon Airlines. LaMar was a pilotdispatcher (supervisor) during most of his TWA career, re-entered the military in 1941 and later retired as a Colonel. He passed away in March of 1975, at the age of 81.

Although he was never on a pilot or f/e seniority list, Johnny Myers spent a lot of time in the right seat of the Maddux Fords and would have been checked out as pilot if it hadn't been for "that damn code test" (the Morse code for a pilot license). John, the most senior of TWA's retirees, joined Maddux on 11/6/27 as a mechanic. Mechanics (mates) flew on the flights in the copilot seat.

LaMar Nelson ( # 29)

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THE YEAR 1962 and TWENTY-FIVE YEARS LATER

by Ed Betts There have been numerous dates which marked the beginning of certain eras in the history of TWA such as: its very origin in late 1930, the single-engine mail planes in 1931, the infamous Air Mail cancellation in early 1934, the introduction of the DC-2s in mid-1934, the beginning of the Jack Frye years as company president starting in late 1934, the DC-3 years which began for TWA in mid-1937, the introduction of the first 4-engine pressurized airliner (the Stratoliners) in 1940, the war years and the ICD, the post-war years when International began and the Connies were introduced and finally the jet age which began (for TWA) in March of 1959.

All were important milestones, but none can compare with the events which occurred in 1962 and the lasting affect it was to have for so many crew members. As a review to the situation at the time: The British had pioneered the production of commercial jet aircraft (not including the turboprop jets) when BOAC introduced the deHavilland-built Comet 1 in May of 1952, flying from London to South Africa. Following a series of disasters, attributed to structural failure, the planes were permanently grounded in April of 1954.

The Comet 4 was introduced by BOAC on October 4, 1958, with simultaneous departures of " Delta Bravo " from London to IDL and "Delta Charlie" from IDL to LHR. Three weeks later, on October 26, PanAm inaugurated their IDL-Paris service with the American-built Boeing 707. National, using PanAm equipment during the off season, was the first domestic flight with the B707 when they inaugurated service, on December 10, from IDL to Miami. On January 25, 1959, American inaugurated their coast-to-coast nonstop service between IDL and LAX. TWA inaugurated their first B707 flight on March 20, between SFO and IDL. This was with the 131 model which required water injection for takeoff, made a lot of noise and put out lots of smoke. United introduced the DC-8 on their SFO-IDL route on September 18th.

TWA, using the long-range B707 331, inaugurated service on the IDL-LHR-FRA run on November 23, 1959 and the IDL-Paris-Rome route on December 3rd.

Delta introduced the speedy, but shorter range, Convair 880 on May 15, 1960. TWA was still handicapped by the Hughes influence and the financing of jets etc., and its fleet of CV880s (twenty planes built or on order) was sitting on the ground at San Diego. Crews had been trained and many of them also were just sitting on the ground (with a flight pay guarantee) until final arrangements were made between Hughes, the lending companies and TWA. On January 12, 1961, the CV880s were introduced in mass with inaugurals between such airports as: IDL, ORD, PHX, LAS and LAX. These were the days before the 250 mph (knots) restriction below 10,000' so that record-breaking flights between cities was frequent.

The financial arrangements, including a $275,000,000 loan for jet equipment, was made in December of 1960, when Howard Hughes agreed to have his 78% interest in the company directed by a three-man trusteeship. These three included Ernest Breech, Irving Olds and Raymond Holliday (from Hughes Tool). In April of 1961, Breech replaced Warren Lee Pierson as Chairman of the Board of Directors and Charles C. Tillinghast was elected company president. The "new look" included "Oz" Cocke (Sr.VP of Industry Affairs), Floyd Hall (Sr.VP and System General Manager) and David Crombe (VP of Industrial Relations). Other VPs, from our TARPA members, included Ed Frankum (Transportation), Ray Dunn (Technical Services), Frank Busch (Equipment Retirement) and Larry Trimble (International-Paris).

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THE YEAR 1962 Bob Mueller was Asst,VP of Flight Operations and Bill Dixon the Director of Flying. Bill Campbell (until he retired later in the year) was Director of Operations at LAX, Urb Kampsen at MKC, Billy Williams at LGA and Jack Robertson at Paris.

Chief pilots (DTM-F) were: Marv Horstman (LGA), Charles Swartzell (IDL), Ken Doherty (BOS), Larry Girard (EWR), Jim Wheeler (CHI, and later Jack Robertson), Hillery McClimans (MKC), Fred Austin (LAX) and Bill Townsend (SFO). Flight Engineers in staff included: Bob Keller and Jim Obertino ( MKC), Frank Karshick (LGA), Tony Gatty (IDL), Norm Sorenson (CHI), Jack Evans (LAX) and John Host (SFO). There were a number of other men on special assignments such as flight test or aircraft acceptance. Ray Rowe headed the Training Department and Jack Frier the Flight Training (the "Buddy Club").

For the short haul work TWA was very much involved with the French Sud Aviation Company with orders for 20 of their twin-engine Nouvelle Caravelle with deliveries set for early 1963.

This was cancelled in 1962 and orders were made with Boeing for 10 of their three-engine model 727s, with deliveries set for early 1964.

American had been the first to introduce the turbo-fan powered B707-120B on March 12, 1961.

TWA had orders for 18 of the 707-131B model with 1962 deliveries, and during the interim leased 4 of the 707-720B model from Boeing. These were introduced on domestic schedules starting in July of 1961. The first 131B was introduced by TWA on March 27, 1962, when Bob Mabrey departed from SFO to IDL. The "Starstream" was powered by the Pratt & Whitney DynaFan engines, 18,000 pounds of thrust each, which were the most advanced jet engines ever produced for commercial aircraft. They were also cleaner (less pollution), quieter, used less fuel (and no water injection for takeoff) and a Mach .85 was standard for cruise (until the oil and fuel crisis, then Mach .82).

The long-range B707-331B model was delivered to TWA in November of 1962, and after proving runs by Gordon Granger was first used on scheduled flights on December 8th, Flight 840 nonstop to Rome from IDL. The advertised range of the 331B was a maximum 6,000 miles.

Although it had the same engine as the smaller 131B, under certain conditions (such as a hot day and heavy load out of Athens or Cairo water injection was used for takeoff.

Starting in early 1962, TWA ' s fleet took on a new look as the tails were painted with the new logo; against the white background the block letters TWA had the two interlocking hemispheres.

As early as the fall of 1960, TWA (and Frank Busch) were very much involved in the used aircraft business as certain of the piston fleet were phased out and others modified for future The FAA had set a 12/31/61 deadline for all scheduled commercial aircraft to be use. equipped with radar. The 749/749A Connies, to be kept, were fitted with radar and all of the others not equipped were up for sale, which included the 049, 1049A, 1049H (cargo) as well as the Martin 404s. The last Martin scheduled flight was on April 29, 1961 and the last 049 (all-coach, 81 passenger) flew right up to the deadline of December 31st. Certain of the 1649A "Jetstreams" were converted to cargo.

TWA ' s fleet at the end of 1962, in active service, consisted of 70 jet aircraft including 19 of the 131B model, five (on lease) 331B, fifteen model 131, twelve 331 and twenty CV880. The piston fleet consisted of: fifteen L1649A (passenger) and ten of the cargo version, twenty four L1049G, thirty six L740/749A and one C-82 engine carrier.

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THE YEAR 1962 There were a number of FAA certifications which took effect in 1962 that were important milestones. On May 15th TWA and PanAm jets were authorized for the lowest landing minimums ever (at that time) with a 200' ceiling and 1/2 mile visibility at the LAX, IDL, London and Paris airports. The captain had to be certified by the FAA for this low minimum and a combination of flight director or auto pilot used for the approach. On October 1st the Doppler Navigation System was certified for TWA's International flights, which was the beginning of the phase out program for professional navigators.

The combination of the 331B, Doppler and Loran made possible some pretty fast schedules and flights on the polar routes as well as across the Atlantic. For example; in January 1963, Orm Gove was the pilot on Flight 871 which made it nonstop from Paris to LAX in 11 hours and 12 min. Two weeks later he made the same trip in 10 hours 18 min.

The FAA extended the maximum time between overhaul of jet engines to 3,200 hours, more than double allowed for piston engines. Other improvements or additions in 1962 was the installation of vibration monitors (a $338,000 cost for the jet fleet) and the DME (distance measuring equipment).

The first of TWA ' s "big three" terminal facilities, LAX, was formally opened and dedicated in late 1961. It featured a 600' long checkin and ticketing area with an underground tunnel to the satellite gate area. The original concept was, instead of parking the aircraft heading into the terminal, a parallel parking of aircraft so that two jetways could be utilized for the handling of passengers (the front and rear door on the left side of jet aircraft).

The second of the big three, Idlewild (JFK), opened its first flight wing which could accomodate single jetways for 7 aircraft to the public on March 19, 1962. The big opening ceremony wasn't until May 28th when the main terminal building was completed and connected to the wing by a long concrete tube. The terminal complex, designed by famed architect Eero Saarinen, was hailed as the most modern and beautiful airport terminal in the world.

There was one problem which developed in later years and with passenger growth, it was not adoptable to the two tier level system for arriving and departing passengers.

Operations with jets had begun in 1959 at the Chicago O'Hare Field on a limited basis and then gradually increased as the schedules were added. The TWA wing of the new terminal building was opened on January 1, 1962, when Flight 800 (Harrison Finch was the captain) departed for Paris. Originally, aircraft were parked parallel to the ramp complex. The last piston flight departed from the Midway Airport on March 27th and all operations were then from ORD. MDW, which was once the busiest airport in the world, became a virtual " ghost town" in the early stages of the jet age.

Washington - Dulles was formally opened on November 19, 1962, when TWA's Flight 59 departed for LAX. The airport construction had been underway for over four years, starting with the plowing and leveling of more than 9,800 acres (three times the size of IDL) of Virginia countryside then owned by the government. It was a long drive from downtown DC to the airport, but for the pilots it was an ideal location with few obstructions and no complaints about jet noise plus three runways of 10,500' or longer. A unique feature, which avoided the usual long walk for a passenger from the terminal to a gate for boarding aircraft, was the Mobile Lounge System of transporting them direct. The FAA-operated lounge cars cost $232,733 each.

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THE YEAR 1962 Other new or modified terminals with jerways which were put into operation during 1962 were Phoenix, Boston, Dayton, Milan and Dhahran. Late in the year TWA ceased operations at LGA pending an extensive rebuilding program and didn't reopen until July of 1964, which was a month after TWA introduced its B727 aircraft.

Although the building had been in use by TWA for some time, the Training Center located in downtown KC at 1307 Baltimore was officially dedicated to the late Jack Frye on April 26, 1962. Among the dignitaries paying tribute to the aviation pioneer was former President Harry S. Truman.

The year 1962 had more than its share of rumors of a possible merger with another airline.

A carryover from 1961 was an offer by the Board of Directors of Northeast Airline to merge, but TWA's board rejected this in 1962 after careful studies. A possible merger with Northwest was considered as this would make a round-the-world hookup plus the domestic routes of the two. The most persistant rumor was a merger with PanAm and on December 20, 1962 it was no longer just a rumor as the Board of Directors of the two airlines announced an agreement, pending the approval of the CAB and the stockholders. The new airline would be called "PanAm World Airways", with PanAm a holding company; Juan Trippe would be the board chairman and Charles Tillinghast the company president. It never got to a vote of the stockholders as the CAB indefinitely withheld their approval because of the uncertainty TWA had been, for some time, involved with of the Howard Hughes interest, vote, etc. intense litigation against Hughes Tool (and Raymond Holliday) with a $115,000,000 lawsuit claiming damages suffered when Hughes had prevented the company from independently procuring its own aircraft or the selection of same. TWA charged Hughes with violations of the Sherman Act and the Clayton anti-monopoly act.

The coming of the jet age brought about a complete new look to airports and facilities: runways, when possible, were lengthened and strengthened to accommodate the faster and heavier aircraft. Jetways replaced the portable steps to expedite loading and unloading passengers in all kinds of weather conditions. Jet fuel was plentiful and cheap, but required larger storage facilities as well as separate trucks or underground fueling systems. The big unknown was how well the faster jets would fit into the antiquated airway and local control systems.

For about two years prior to the introduction of jets, TWA planning and dispatch had run "paper flights " to see how well the planes might fare during lengthy delays, holding or proceeding to a suitable alternate. Good alternates were scarce, ones with long and strong runways, proper facilities for handling passengers and cargo, the availability of jet fuel (and distilled water for the B131 ) etc.

One of the biggest headaches to plague the major carriers, with one exception, was the crew compliment issue on jet aircraft; namely the qualifications or license required for the person Long before the jets occupying the third seat in the cockpit (the Flight Engineer's station). were introduced the battle lines were drawn between the two unions involved (ALPA and the FEIA) which would eventually lead to strikes(or threat of) slowdowns and countless lawsuits.

The FAA had remained relatively neutral. Their first or original concern was that older pilots couldn ' t cope with the fast jets and their thinking was an age 50 maximum, then age 55 and finally the age 60 as allowed by their law. A number of the airlines chose to pay their older pilots any monetary loss rather than check them out...but not TWA: if a pilot bid the jet and had the seniority, he went to school.

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1962 The ALPA had adopted a policy which mandated the third man in the cockpit be pilot qualified as well as having an engineer's license, the FEIA insisted on their own job security as well as the requirement for an A&E license for the flight engineer. Per FAA policy, a pilot could qualify for a f/e license without the A&E requirement needed by a non-pilot.

As a consequence the major carriers introduced their jet equipment with the only solution possible at the time, three pilots and one flight engineer. The major exception was United which had already been using a policy of hiring pilots and training them as engineers. The third man, or 2nd Officer, was assigned limited duties such as looking out for traffic, reading the checklist and certain radio reports. He could relieve the copilot, if necessary, but if he touched the engineer's panel there was the threat of a grievance.

The negotiations between TWA and the pilots for a "jet contract" began on August 1, 1958, and went through the usual process of the Railway Labor Act with mediation and the circulation of a strike ballot, and finally super mediation under the direction of Leverett Edwards, the Chairman of the National Mediation Board. Super mediation began three days after TWA introduced the B707-131, on March 20, 1959, and lasted until an agreement was reached on May 22nd. TWA's pilot negotiating committee included Russ Derickson (chairman), Joe Peterson, Vern Lowell, 'Hutch' Thurston and Al Heath (MEC Master Chairman).

There were numerous benefits in the contract with regards to retirement, duty rigs, vacations etc., but what interested the ' seniority most was what the various jets would pay. Not including company contributions to the pension plan, a nine year captain pay (85 hours, half day and half night) was about $2300 a month for the CV880, $2330 for the B707-131, $2437 for the B707-331 (domestic) and $2692 for the B707-331 International. Copilot pay, The new position of 2nd after the first year scaled from 49% to 64% of captain pay.

Officer was on a scale from 34% to 46% (after nine years).

One clause in the contract drew a red flag or immediate objection from the FEIA: the 2nd Officer would have the opportunity to receive training by the company on his own time in order to secure a flight engineer's certificate. The FEIA threatened to strike if this was done on company property and equipment.

There was also the situation as to who would occupy the jumpseat behind the captain when an FAA inspector was aboard a scheduled flight, as far as the FAA was concerned the 2nd Officer was not a required crewmember.

The pilots of Eastern staged a strike from June 11 to 21, 1960, in protest against the FAA decision as to their priority for the seat. There were a total of 7 strikes in the industry during the year, including a 3 day walkout by the TWA cabin attendants (although schedules continued).

The first big strike over the crew compliment issue occurred on February 18, 1961, when the flight engineers of American, Eastern, Flying Tiger, National, PanAm, Western and TWA staged a simultaneous walkout in protest to a Labor Board recommendation that the pilots and engineers of United take a vote as to which union would represent both parties (one union in the cockpit). Except for Western, the strike ended on the 23rd, when a Presidential Emergency Board was created to look into the problem. Western fired all of its engineers and began a gradual resumption of service starting March 1st, with "new employees" at the f/e panel.

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1962 This industry strike by the FEIA occurred shortly after John F. Kennedy had been inaugurated President and his administration was quick to take action. Then-Secretary of Labor, Arthur Goldberg appointed a three-man commission to study the thorny problem and make their report within 90 days. The commission was headed by Dr. Nathan Feinsinger and included Keith Mann and Richard Lester (who soon became ill and did not actively participate). Their report urged a merger of the FEIA and ALPA and the reduction from 4 to 3 man crew which could either be three pilots (one with a f/e license) or two pilots and one f/e with some pilot qualification.

In December of 1961 a strike by the TWA Navigators was averted when a Presidential factfinding board made their recommendations of a three year phase out program and a $25,000 severance pay for those terminated.

In 1962, under Secretary of Labor, Willard Wirtz, replaced Arthur Goldberg who had been appointed associate Justice of the Supreme Court. Clarence Sayen had retired as the President of ALPA and at the annual convention Charles Ruby won the election over John Carroll.

ALPA was just about broke from the costs of the Southern strike and there was a great deal of dissention over the crew compliment issue. American pulled out of ALPA and went to a three-man crew without pilot qualifications for the f/e (and a 75 hour month). United had already been using the policy of hiring pilots and training as engineers back in the DC-6 days so they were using the 3-man crews. National used the 3-man crew with an agreement that the f/e would recieve pilot training, at company expense, over a two year period. This left TWA, Eastern and PanAm as the major carriers to settle their problem.

The TWA pilots were all set to strike on the night of May 5, 1962, but this was averted by a last minute agreement between the parties. Besides the usual pay raise and other benefits, the agreement called for a framework of future discussions regarding the crew compliment issue to begin June 18. The new contract also extended furlough recall rights from two to five years .

A strike by the TWA flight engineers set for June 21st was averted when the representatives of TWA and the FEIA signed an agreement which would eventually provide for the transition to a 3-man crew as well as ' grandfather rights' to the f/e seat by those currently employed as well as on furlough status. The FEIA dropped their demands for the A&E license as part of the f/e requirement. PanAm eventually accepted the TWA policy, but the flight engineers of Eastern ran into a lot of trouble. They went out on strike on July 23rd and operations began on July 22nd without them. All but about 100 of the 600 involved were permanently out of a job.

Negotiations between TWA and the FEIA, and TWA with ALPA, continued for over three months before a final agreement was made on September 24, 1962. Attorneys for TWA included (outside council) Jessie Frieden and Asher Schwartz for the FEIA. So historic was this labor agreement the principals involved (but not all) were presented to President Representing Kennedy, in the White House, by Secretary Wirtz for his congratulations.

TWA were David Crombe and David Spain, ALPA by Russ Derickson and Barney Rawlings and the FEIA by Sam Dietrich and Gordon Clare.

This agreement was to have a lasting affect with the flying careers of a great many of TWA's flight deck crews, particularly the 'grandfather clause ' guaranteeing the f/e seat to the A (currently employed) and A-1(furloughed) flight engineers.

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THE FEINSINGER AGREEMENT THROUGH THE YEARS Basically, the agreement followed the guidelines as recommended by the Feininger Commission for the orderly transition to the 3-man crew. Flight engineers would be given pilot training, on company time and company expense, as well as a brief checkout on the equipment involved. Upon the completion they would be placed on the system pilot seniority list at the end of all pilots hired prior to April 15, 1957, including those on furlough.

Those not opting the pilot training (and it was a small number) would be given a liberal severance allowance when there was no longer any piston-type plane in TWA's operation. The f/e with pilot qualifications (and a certain age limit as set by the company) could bid copilot vacancies and eventually check out to captain status. Those failing the latter would be terminated. All future hiring would be pilot qualified, trained as f/e (without the A&E requirement) and their pilot or f/e seniority would be behind all of the A and A-1 group.

At the time of the agreement there were a total of 688 flight engineers protected by the 'grandfather ' clause, including 75 in the A-1 or furlough catagory. Fifty of the A-1 group did not accept recall for whatever reason. A total of 622 were employed which included 566 on the line, 45 in management or training and 11 on special assignment. Pilots numbered 1428 which included: 72 in management or training, 408 bid captains and 119 regular reserves, 421 first officers and 98 reserves, 230 2nd Officers and 48 reserves, 8 on special assignment and 32 reserve officers. The actual number of men on furlough is misleading as there were 66 who had postponed recall and were on active duty in the military, and never did return to TWA. The furlough had started in November of 1958. Flight engineers, when recalled, lost all time on furlough such as: Ralph Jones, the junior man of the A-1 group to rejoin the company, was originally hired on 4/29/57 but his ' adjusted seniority ' was 7/31/60.

Until TWA became an all-jet airline, in 1967, there were separate seniority lists (and union representation), one for the pilots and the other for the f/e. As a f/e completed pilot training he was added to the pilot list, after those hired prior to 1957, but still in his same relative f/e position.

In the years that followed a total of 119 were to be checked out as captain.

It wasn't until October of 1963 when TWA started hiring again, the " new hires " were pilots and trained as engineers (on the Connies) and were added to the bottom of both seniority lists.

A total of 86 men were hired in 1963 and barring any further attrition 63 will be receiving their 25 year pins in late 1988.

There were a number of the original flight engineers who already had a pilot license, which saved the company a lot of training expense except for the brief equipment checkout.

On 12/1/62 the first domestic crew (three man) was Grant Nichols, Dan Neal and AI Brick. The first 3-man International crew was Mel Kassing, Bob Voss and Zsig Vince. With a 3-man crew the men received a 64-minute hour for pay and credit, the beginning of the trend towards a 75-hour month. Also, for each pilot-qualified engineer on the jets, one pilot and one 1st Officer (by seniority) would automatically received the same 64-minute hour.

The first combined pilot seniority list was issued in July of 1964. Joe Bartles was # 1, Al Brick was # 1500 (Frankie Parent hadn't completed his training), Don Roberts (the junior of the engineer-pilot qualified group) was # 1810 and Larry Ganse (hired 6/29/64) was # 2081.

The 1966 pilot contract, effective in 1967, brought about the 75 hour month (the last Connie flight was on 4/6/67) as well as the merger discussions between ALPA and the FEIA. The 1/1/67 pilot seniority list contained everyone: Ted H ereford was # 1, Parent # 1434, Jones # 2068 and Walter Bradshaw (hired 12/16/66) was # 3542. The peak year for the total crews employed was in January of 1970 with about 4,700 total, including many still in initial ground school when the biggest and longest furlough began (until October of 1978). On the 1/1/70 seniority list Larry Trimble was # 1, Parent # 1340 and Jones # 1963.

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EPILOGUE THROUGH 1987 About mid-1978 there was a change in the nation's law with regards to forced retirement, age 70 became the maximum. For the flight engineer it meant he could keep right on flying, but the FAA stood adamant on the age 60 maximum for commercial airline pilots. There were some initial complications (see A.T.Humbles' article in the May 1987 issue of the Topics) such as, for a pilot (retiring) desiring to continue as f/e he had to hold a f/e bid as well as have the necessary license. At the end of 1981 there were 54 former pilots flying as f/e, their relative seniority for bidding privileges came after the original A and A-1 group, but before the "new hires " of 1963 and after. The old 'grandfather clause' also applied to the A and A-1 group who checked out as captain and reached age 60 and chose to continue, their f/e seat was still available with their old relative f/e seniority.

The merger with Ozark began in late 1986, which was anything but harmonious for their group Many of their ten-year captains of 522 pilots (no flight engineers on their DC-9 equipment). ' hold a copilot bid on the combined seniority list as, per ALPA policy, date of hire couldn t as pilot or f/e was the criteria. So far as a merger agreement it was 'take it or leave it' for the Ozark group if they wanted a job. On the 1/1/87 combined seniority list there were 3343 crew members listed, including 85 still on furlough (all Ozark). There have been quite a At that time the first 8 were former pilots number of retirements since (and other attrition) . # over age 60 flying as f/e (a total of 10 in all), Vern Laursen (hired 11/26/51) was the 1 active pilot and Phil Morgan # 2. Both have since retired as pilots (Vern has continued as # the VP of Training) and Charles Lokey (hired 1/7/52) is the 1 pilot on the system. George # # Ways (1/25/43) is the senior f/e and # 259, Tony Gatty 260 and Bill Dunlop 261. As a sequel, and assuming they don't take early retirement, George will be the very first to retire at age 70 (in July of 1988) and Bill will be the first TWA employee to ever receive a 50 year service pin (3/1/89).

On the combined list there were only two Ozark pilots who came ahead of the TWA pilots hired prior to March of 1957, and one has since retired. C.E. Ettel joined Ozark 9/8/53 # and was listed as 40, and is the senior pilot at the STL domicile. The Ozark 'seniority' began with those hired in 1957-1962 which meshed in with the 'adjusted seniority' of the former A-1 group of flight engineers (and those flying as pilots). TWA dictated some additional terms to the merger. The Ozark pilots were restricted to the DC-9 equipment for a period of five years, which pretty much limits them to flying out of STL and not flying the higher paying equipment or flights such as the B767 trips to Europe, or continuing beyond age 60 as f/e. Another TWA edict was that all of the Ozark pilots on furlough remained on this status during the periods of recall so far, despite the fact they might be senior to the TWA group recalled. The tentative plans are for the remaining 85 on furlough to be recalled some time in 1988.

As a recap, comparing the year 1967, when TWA became an all-jet airline, and 1987: in 1967 the fleet consisted of 117 various model B707s, 26 CV 880s, 37 B727s and 20 DC-9s.

In 1987 the fleet is 18 B747s, 35 Lockheed 1011s, 83 B727s, 10 B767s and 67 DC-9s (including the 48 inherited from Ozark) for a total of 213 aircraft. At the beginning of 1967 there were 3642 men (still no women) on the seniority list, including 634 of the A and A-1 group. As of 1/1/87 there were 115 of the former A and A-1 group still flying, including 43 as pilot or copilot. Dr. Feinsinger's recommendations, as adopted in 1962, are still a very important part of the TWA flight crew's life today.

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THE YEAR 1987 A great deal has been written about the concessions the TWA employees have made in the form of wage cuts, vacations etc. For the pilots there were a number of changes in duty rigs and other contractual items as part of the cost cutting program, including the elimination of the IRO on the polar flights etc. In late 1986 the pilots voted to extend their contract another five years, a record in the industry. There are raises scheduled in the future plus a profit sharing program. It would be difficult, if not impossible, to compare today ' s flight pay scales to the original jet contract as there have been so many changes in other benefits such as vacations, sick leave, company paid retirement and insurances, duty rigs, guarantees, to name a few. The old contract was figured on an 85 hour month (255 quarterly on International) whereas the present monthly pay cap is a variable as set by the company (per domicile, equipment etc.). Effective 1/3/87 the flight (including base) pay scales from 2 to 15 years of service for all crew members with copilots percentages ranging from 50 to 70% of captain pay, and flight engineers ranging from 40 to 60.3%. Captain's pay (1/2 day and 1/2 night) is $116.84 an hour for the B747, $106.55 for the L1011, $98.25 for the B767 and $92.51 for all B727 or DC-9 equipment. International pays an additional $4.80 an hour.

There is also a two tier pay system with lower rates for those hired after 1/3/86.

It may be hard for TARPA members to imagine a TWA without crew bases at MKC or CHI, but they will be closed effective October 1st for MCI and November 1st for ORD. The two have been satellite domiciles for some time to STL and there is always the possibility of them reopening again in a satellite capacity (no management staff etc.). The " big picture " is for LAX to be an all-L1011 base with about 330 crew members, 1,500 to be based at STL and 1,400 at JFK. Another era is scheduled to end on or about October 1st when the Training Center located in downtown KC (1307 Baltimore) moves to the former Dining &.Commissary building at MCI. The two B727 simulators will be moved to STL (the former Ozark General Office building), where all B727 and DC-9 initial training will take place. Still located at the simulator building at MCI are the two L1011 and one B767 simulators, although the latter is also scheduled to be moved to STL. Another cost-saving announcement by the company is the relocation of the corporate headquarters from 605 Third Avenue to suburban Westchester County (about 30 miles north of downtown Manhattan) which will occur in late 1988.

On January 15, 1987, TWA announced that D.Joseph Corr had been elected president of the company. Mr. Corr, who joined TWA in April of 1986, became the 12th company president since it was first incorporated in 1930, and the 9th since the resignation of Jack Frye forty years ago, in 1947.

Although the year 1986 ended with an operating loss for TWA of $75.3 million, the year ended with a very encouraging financial outlook for 1987. There was a fourth quarter operating profit of $21.7 million, the best in the company's history and quite a turn around from a $91.5 million loss during the same period of 1985.

There was a loss of $27.4 million the 1st quarter of 1987 (compared to a loss of $149.4 in 1986), but the 2nd quarter of 1987 was a record-setting profit of $52.8 million. Maybe there will be some profits for the pilots to share at the end of the year 1 The excerpts on the following page are from old domicile rosters which will give an idea as to the rise and fall of the various domiciles in the past. The MKT and JFT are training departments when they were listed separately.

54

NOVEMBER 1948 MKC NYD NYI Cairo LAX SFO CHI BOS EWR DET TOTAL Supervisor pilots 12 8 12 3 9 3 2 1 1 0 51 Bid captains 146 20 76 13 28 46 24 13 38 15 419 Reserve captains 25 2 1 9 16 3 2 11 1 70 Relief pilots 79 91 12 Copilots 194 26 79 13 69 33 33 16 39 15 517 F/E Supervisors 2 2 7 2 1 14 Flight Engineers 48 20 107 21 17 6 219 Training pilots 7 7 Training Engineers 6 6 42 89 TOTALS 440 78 350 42 163 91 31 68 1394 Note: MKC captains include I00-east and 46-west. NY Int'I includes 18 pilots based at Wilmington.

AUGUST 1959, THE BEGINNING OF THE JET AGE Supervisor pilots Bid captains Reserve captains Relief pilots Copilots Reserve copilots Supervisor f/e Flight engineers Training pilots Training f/e TOTALS

MKC 10 112 20

NYD 7 69 18

LAX 6 89 17

SFO 3 58 15

BOS 1 22 4

CHI 2 47 9

73 15 4 70

NYI 5 122 18 121 122 14 6 239

112 19 9 102 16 17 417

EWR DET 1 1 21 19 4 4

88 42 4 112

59 37 3 72

21 1

21 2

19 5

15

47 9 2 41

3

7

256

647

358

247

64

157

52

55

TOTAL 36 559 109 121 562 144 28 661 16 17 2253

MID-1968, AN ALL-JET AIRLINE (as of May 1967) MKC MKT Supervisor pilots Pilots (all) Copilots (all) IRO Supervisor f/e Flight engineers Reserve officers TOTALS

Staff Pilots Copilots Flight engineers TOTALS

NYD NYI

8 222 243

11 70

9 205 199

6 183 3

7 77

5 208 79

665

165

705

MKC 0 56 4

8

52

156

9 238 266 6 7 232

NYT LAX SFO CHI BOS EWR TOTAL 2 3 8 8 5 2 65 7 36 1326 233 163 112 40 1297 237 164 107 43 38 11 17 7 7 2 2 1 40 8 7 240 168 64 39 33 1251 1 2 1 3 89 24

758

727

523

291

129

110

4090

JULY-1987, BEFORE THE CLOSING of MKC & ORD CHI STL TOTALS MKT JFK JFK-T LAX 7 11 2 4 0 9 33 522 1194 15 449 1 110 41 1148 440 110 41 509 4 1 108 40 139 728 384 26

1284

4

332

122

1179

3103

Note: none of the above includes management at 605, those on leave or special assignments or on furlough. As of July 1, 1987 there were still 85 pilots (f/e) on furlough, all former Ozark, another 85 on leave and 75 had retired or left the company. Also the MKC or MKT statistics " do not include flight crews based there for training, such as "new hires

55

TRANS WORLD AIRLINES, INC. AND SUBSIDIARIES

10 YEAR COMPARATIVE STATISTICS

1962

1961

1960

1959

1958

1957

1956

1955

1954

1953

Operating Revenues: Passenger .......................................................

Mail..................................................................

Freight, Express and Excess Baggage .........

Charter ............................................................

Other...............................................................

Total Operating Revenues ............................

$ 347,791 21,199 26,890 2,617 4,472 403,029

$312,158 16,057 25,092 3,965 5,181 362,453

$329,229 15,600 22,545 6,038 4,938 378,350

$301,638 13,543 18,064 12,367 2,846 348,458

$248,119 12,196 14,610 5,889 4,027 284,841

$231,0 77 11,636 14,958 1,641 4,352 263,664

$210,279 11,468 14,774 1,697 2,176 240,394

$189,231 10,387 14,605 1,304 1,904 217,431

$174,228 13,022 13,671 1,172 1,578 203,671

$159,878 12,349 12,657 452 1,885 187,221

Operating Expenses: Wages and Salaries ......................................

Depreciation, Amortization, Obsolescence.

Other...............................................................

Total Operating Expenses ..............................

146,545 57,262 192,228 396,035

140,444 58,072 175,951 374,467

133,450 37,470 191,384 362,304

125,579 34,076 171,540 331,195

115,245 31,631 138,340 285,216

110,476 26,764 130,963 268,203

100,725 20,480 123,320 244,525

84,758 20,276 100,822 205,856

77,100 21,554 82,340 180,994

73,906 23,465 79,032 176,403

(375) (1,764) (.26)

(4,539) (1,558) (.23)

(4,131) (2,327) (.35)

11,575 5,407 .81

22,677 10,336 1.55

10,818 5,064 .76

FINANCIAL STATISTICS (000 omitted)

Operating Income or (Loss)..........................

Net Income or (Loss) after Taxes .................

Net Income or (Loss) per Share .....................

Operating Ratio (ratio of Expenses to Revenues)....................................................

6,994 (5,704) (.85)

(12,014) (14,745)* (2.21)*

16,046 6,473 .97

17,263 9,402 1.41

98.3%

103.3%

95.8%

95.0%

100.1%

101.7%

101.7%

94.7%

88.9%

94.2%

Selected Balance Sheet Items: Current Assets ...............................................

Current Liabilities.........................................

Net Working Capital .....................................

Flight Equipment (Net).................................

Other Property (Net) ....................................

Total Property and Equipment (Net)...........

136,231 101,711 34,520 329,472 34,661 364,133

109,222 88,225 20,997 302,037 35,385 337,422

112,983 76,567 36,416 256,418 38,334 294,752

86,574 81,601 4,973 114,611 30,850 145,461

80,178 64,687 15,491 130,827 30,370 161,197

70,108 64,855 5,253 143,641 28,433 172,074

65,566 47,113 18,453 83,191 20,017 103,208

41,733 32,910 8,823 87,822 15,760 103,582

38,046 33,957 4,089 52,078 12,931 65,009

43,670 43,015 655 65,053 13,049 78,102

Stockholders' Equity .....................................

Shares of Common Stock Outstanding.........

Book Value per Share....................................

$ 81,624 6,674 $ 12.23

$ 87,328 6,674 $ 13.08

$126,042 6,674 $ 18.89

$119,568 6,674 $ 17.92

$110,166 6,674 $ 16.51

$111,931 6,674 $ 16.77

$ 70,299 3,337 $ 21.07

$ 72,621 3,337 $ 21.76

$ 67,207 3,337 $ 20.14

$ 56,804 3,333 $ 17.04

5,863 110,853 110,108 5,681,244 11,150,555 51.0%

5,521 104,277 103,381 5,243,246 9,523,113 55.1%

5,818 108,787 110,213 5,659,767 8,925,500 63.4%

5,882 113,775 119,587 5,672,701 8,071,178 70.3%

5,057 116,099 117,753 4,592,675 7,256,163 63.3%

5,200 120,346 118,636 4,396,498 6,985,286 62.9%

4,795 111,005 107,480 3,977,405 6,202,455 64.1%

4,393 98,979 97,249 3,502,931 5,405,489 64.8%

3,904 89,787 89,087 3,212,629 4,767,750 67.4%

3,431 83,600 81,142 2,888,169 4,109,628 70.3%

546,706 51,720 107,557 4,350 710,333

503,787 39,392 91,982 4,648 639,809

545,781 36,548 70,607 5,195 658,131

545,279 30,334 62,439 5,063 643,115

442,153 25,981 41,789 4,366 514,289

422,320 24,080 41,613 4,401 492,414

382,288 23,869 41,901 3,722 451,780

336,832 23,677 41,253 3,259 405,021

309,051 23,506 37,129 3,336 373,022

278,432 19,676 34,672 2,927 335,707

44.81%

47.47%

53.99%

62.6%

57.8%

57.2%

60.7%

61.8%

64.2%

65.7%

OPERATING STATISTICS (000 omitted) Number of Revenue Passengers ...................

Miles Scheduled .............................................

Revenue Miles Flown....................................

Revenue Passenger Miles............................

Available Seat Miles Flown..........................

Revenue Passenger Load Factor ..................

Revenue Ton Miles Flown: Passenger .......................................................

Mail..................................................................

Freight and Express ......................................

Excess Baggage..............................................

Total ................................................................

Payload Factor (Ratio of Revenue Ton Miles Flown to Available Ton Miles) ....

*Before Special Item

56

TWA NEWS As a result of discussions held with Captains Angie Marchione and John Gratz of ALPA, Captains Ron Reynolds and Clark Billie are confident that TWA will be able to conclude a leasing agreement with ALIA [Royal Jordanian Airlines] for two L1011-500's. These aircraft would be flown by TWA flight crews in service between CDG-AMM-DEL and FRA-AMM-BOM. Service could begin by mid December 1987 and continue for up to three years. Both aircraft would be in TWA colors.

TWA plans to recall the remaining pilots on furlough starting on or about the first of January 1988. The pilots will be recalled at the rate of approximately 12 to 15 a month. Letters to the furloughees will be sent out around the first of November.

TWA's on time performance improved in August. Piedmont was the consistent leader in both departures and arrivals with 83% on departures and 77% on arrivals within 15 minutes of schedule.

The total number of TWA pilots that have been removed from the seniority list from 1 January 1987 to 31 August due to normal/early retirement, medical and resignation is 90. We now expect only about 150-160 total for 1987.

All LAX cockpit crew members will receive transition training on the L1011 to be completed by the end of 1987.

TWA is still interested in establishing a JFK 747 Satellite in LAX. This issue has been discussed with local ALPA representatives to no avail.

The MCI and ORD domiciles will close this fall. TWA has asked ALPA to consider satellites in both cases.

System wide 767 time will be moved to STL with a planned target date late in 1988 or early 1989. A plan to move the 767 simulator to STL is being considered, however, no date has been established.

TWA systemwide revenue passenger miles flown in August were 14.9 percent higher than in the same 1986 month reflecting a 32.3 percent gain in International RPMS and a 4 percent domestic increase. Available seat miles were also 14.9 percent higher and load factor was unchanged at 72.7 percent. Emplanements rose 31.1 percent on a 20.5 percent Domestic increase and a 32.8 percent International increase.

The Company will meet with the IAM re their request for an interim wage increase.

Forecast revenue block hours for 1988 show an increase of approximately 30,000 hours over 1987. 1988 caps will average approximately 80 hours.

A TWA Boeing 767 enroute from SFO to STL was unable to extend the right main landing gerar upon approach at STL. Crew elected to land at Scott Air Force Base with the nose gear and left main gear fully extended and the right main gear retracted. Aircraft landed on the runway center line. Wings were held level as long as possible before lowering the right engine nacelle to the runway approximately 2400 feet before the aircraft came to a stop with the right engine nacelle just off the right edge of the runway. The entire crew performed in an exemplary manner. TWA thanks everyone for a job well done!

57

John M. Miller 12030 Dry Gulch Place Tucson, AZ 85749

July 31,1987 Cap't A.T.Humbles Dear A. T. Some information about the 88 convention for the next of subsequent TARPA TOPICS to use in part or all.

I have been informed that the Hotel "SHERATON TUCSON EL CONQUISTOR GOLF AND TENNIS RESORT" are redecorating the lobby and entrance to the resort; also are opening a mexican restuarant to make a grand total five complete eating places. This in addition to the three lounges.

They have two eighteen hole champship golf courses, one executive course, sixteen lighted tennis courts, two swimming pools, health spa,and racqetball courts for the more sports active.

Room rates are $45.00 single or double and golf is $25.00 each including carts.

As I mentioned before the resort is about one hour and forty minutes from the Phoenix airport via I-10 and about thirty minutes from the Tucson airport. Also Arizona Central has a deluxe bus shuttle service four times a day from PHX airport to Tucson at $15.00 each.

Other amenities of Tucson include the Pima Air Museum (where a TWA o49 with original markings is parked), along with a Wright brothers duplicated flying machine and about 100 other various aircraft.

Sonora Desert Museum(local animal & flora) Old Tucson (Theme Park) movie location.

We have the Gaslight Theatre and restuarant for old time melodrama, and hot air balloon rides in a balloon larger than the Goodyear Blimp at 10 stories high and lasting one hour at 4000 feet with crystal flute of champagne at end of the ride.

A very large full shopping center 5 miles due south of the hotel and Nogales Mexico only 70 miles south on a very good highway.

Regards,

Jack Miller CC: Russ Derickson

58

Dear A. T I've volunteered to help Jack Miller with the trap and skeet shooting next May for our convention. Joe McCombs suggested I get a letter off to you before the next issue of TARPA TOPICS. The Tucson Trap and Skeet Club is 10 miles west of Tucson on old AJO highway. We have 18 trap fields and 12 skeet fields, 5 of which have lights for night shooting. Should anyone wish to practice out here during the winter, club hours are 1 to 6 P.M. Wednesdays, 1 to 5 P.M. Saturdays and 10 A.M. to 5 P.M. on Sundays. In addition we have monthly registered skeet and trap shoots plus several large registered shoots which are in the Trap and Skeet Magazine.

Any special questions I'll be happy to answer if they write or call me.

Keep up the good job. Sincerely, R. B. (Bob) Smith 6331 W. Bopp Road, Tucson, Arizona 85746 *

*

*

*

*

*

*

*

This old fellow's bill in the restaurant came to $1.97. He placed two dollars on the plate and told the waitress the extra three cents was hers for a tip.

The waitress said, "This is one of the finest things ever to happen to me.

You are most kind and I am most appreciative and to show you my appreciation I want to read your palm". She carefully read his hand and said, I see that you are a very conservative gentlemen who never wastes anything". He agreed. "I see that you have never been married, you are an old bachelor". The fellow agreed. Then she said, "And I see that your father before you was also an old bachelor".

59

NEW MEMBERS - WELCOME ABOARD

( Read across)

10-01-1987

Page 1

( A) ANDERSON, CHARLES P. CAPT. (DONNA)

( A) ANDIA, FRANK R. F/E (JULIA)

9 BEAVER STREET

8 KNOLL CIRCLE

SAN FRANCISCO, CA 94114

LAKEHURST, NJ 08733

415-431-3019

201-657-8275

( A) ANTES, JOHN F/O ( MARY)

( A) AYLWARD. Jr., JAMES J. CAPT. (PATRICIA)

11 OLD FARM CIRCLE

ONE SEAL HARBOR ROAD, #214

WAYLAND, MA 01778

WINTHROP. MA 02152

617-358-2571

617-846-0667

( R) BARNHILL. GARY D. CAPT.

( A) BELISLE. PHILLIP M. CAPT. (LESLIE)

217 IRIS

3371 JACKSON STREET

CORONA DEL MAR, CA 92625

SAN FRANCISCO, CA 94118

714-673-1639

415-567-9921

( A) BENECKE, GERALD J. F/0 (SHIRLEY)

( A) BENHAM, MYRON G. CAPT. (VIOLETTE)

2305 WESTCLUB TERRACE COURT

7034 CASTLEROCK DRIVE

ELLISVILLE, MO 63011

SAN JOSE, CA 95120

314-458-1611

408-268-3030

( A) BILLINGSLEY, KENNETH O. CAPT. (DOROTHY)

( A) BINNS, THOMAS L. CAPT. (MAGGIE)

868 DIABLO ROAD

551 ROUTE 552

DANVILLE, CA 94526

WAVERLY, OH 45690

415-837-2765

614-947-4401

( RI BUSHEY, WILLIAM J. CAPT. (LILLIAN)

( Al CALLAGHAN, JAMES CAPT. (CORINNE)

10221 OAKRIDGE CIRCLE

23850 WOODHAVEN PLACE

OVERLAND PARK KS 66212

AUBURN, CA 95603

913-649-9648

916-268-1480

( A) CARR, Jr., EDWARD C. F/E (ELIZABETH)

( A) COCKS, ROBERT L. CAPT. (JAN)

769 E. WEAVER STREET

127 MIMOSA CIRCLE

SIMI VALLEY, CA 93065

RIDGEFIELD, CT 06877

805-527-7391

203-438-5402

( A) COLLINS, JOHN CAPT. (PATTIE JEAN)

( A) COOMES, JOSEPH D. CAPT.

31 HIGH STREET

3803 CALLE LA QUINTA

CONCORD, NH 03301

SAN CLEMENTE, CA 92672

603-224-2405

714-496-8172

( A) CROSKELL, ROBERT W. F/E

( A) CUNNINGHAM, RONALD B. CAPT. (PEGGY)

BOX 839

5 SUDDEN VALLEY

PLATTE CITY, MO 64079

BELLINGHAM, WA 98226

816-431-5909

206-734-2607

( R) CUTLER. DONALD CAPT. (DOROTHY)

( A) CUTLER, KEITH A. CAPT. (ANTOINETTE, "TONI")

RT #1, BOX 191-C

450 VEGA TERRACE

LOUISBURG, MO 65685

FREMONT, CA 94536

417-752-3473

415-796-3269 60

NEW MEMBERS - WELCOME ABOARD

( Read across)

10-01-1987 Page

2(

(A) DEDMAN, ROBERT W. CAPT. (ILSE)

(R) DOLAN, EUGENE J. FIE (NANCY JAYNE)

3728 LYNNFIELD DRIVE

309 NORTH WYCLIFF

VIRGINIA BEACH. VA 23452

SAN PEDRO, CA 90732

804-463-2032

213-833-5343

(A) DUNCAN, ROBERT W. CAPT. (SANDY)

( A) ESCOLA, RICHARD D. CAPT. (ALICE)

1655 DUNHAM CIRCLE

7967 MEADOW DRIVE

THOUSAND OAKS. CA 91360

WINTON, CA 95388

805-497-2002

209-358-6707

( A) FICK, Jr., RUDY CAPT. (JULIE)

( A) FULLER, III, EDWARD M. CAPT.

6604 W. 164th TERRACE

19524 SANDCASTLE LANE

STILWELL. KS 66085

HUNTINGTON BEACH, CA 92648

913-897-4024

714-960-5739

( A) GORCZYCA ,

( A) CATTY, ANTHONY V F/E (MARJORIE) 3 PROMENADE DRIVE

LOUIS F. CAPT. (MARIANNE)

84 FAIRLAKE

HUNTINGTON, NY 11743

IRVINE, CA 92714

516-692-7143

714-651-8180

( A) HALLSTEIN, RAYMOND H. CAPT. (PATRICIA)

( A) HIGGINS, JAMES E. CAPT. (CHERYL)

12513 SUMNER DRIVE

1471 LAUREL HILL DRIVE

SARATOGA, CA 95070

SAN MATEO, CA 94402

408-446-5014

415-573-6544

( A) IMMEL, RICHARD T. F/O (PENNEY)

( A) KADONSKY, FRANCIS J. CAPT. (FRANCIS)

3911 VIA DEL CAMPO

3414 SWEETWATER TRAIL

SAN CLEMENTE, CA 92672

CLEARWATER, FL 34621

714-496-4437

813-787-3058

( A) KERN, Sr., CHARLES R. CAPT. (JANIS)

( R) KOHRS, PERRY W. FIE (GEORGIA)

204 W. KENILWORTH

HCR 4, BOX 3800

PROSPECT HEIGHTS, IL 60070

REEDS SPRINGS, MO 65737

312-253-5453

417-338-2025

( A) LAHN, ROGER CAPT. (JEAN)

( R) LEE, O. JERRY CAPT. (SHIRLENE)

2129 THREE KINGS COURT

RR *1

PARK CITY, UT 84060

OZAWKIE, KS 66070

801-649-5343

913-876-2444

( A) LEIGHTON, HOWARD J. FIE (SALLY)

(A) LONG, DAVID A. F/O (FAYE)

2344 E. ORANGEHILL AVENUE

1491 BEREA CIRCLE

PALM HARBOR, FL 34683

THOUSAND OAKS, CA 91362

813-784-3860

805-497-8306

( R) MC KINNEY, DONALD E. CAPT. (BARBARA)

(A) MIKELS, WILLIAM H. CAPT. (NORA)

27531 BIG SPRINGS RANCH ROAD

2602 TYLER

HEMET, CA 92344

HUTCHINSON, KS 67502

714-925-4309

316-663-4276

61

NEW MEMBERS - WELCOME ABOARD ............ (Read across) 10-11-1987

Page 3

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

(A) MILLER, NORMAN A. F/E (FRANCES)

(A) NICHOL, NORMAN A. CAPT. (PHYLLIS)

1668 ALTA VISTA DRIVE

126 SUN VALLEY ROAD

VISTA, CA 92084

TOMS RIVER, NJ 08753

619-724-5809

210-240-4275

(R) O ' BRIEN, WALTER J. CAPT. (JOANN)

(A) O ' GRADY, ARTHUR J. F/0

P.O. 80X 104, UPPER CITY ROAD

P.O. BOX 825

PITTSFIELD, NH 03263

JFK AIRPORT STATION

603-435-6867

JAMAICA, NY 11430 212-829-0591

(A) OLSON, GRAHAM G. CAPT. (PHYLLIS)

( A) PAXSON, JOHN L. CAPT. (ELAINE)

ROUTE #6, BOX 145

41 SUMMIT STREET

ELKHORN, WI 53121

NORWOOD, NJ 07648

414-723-3368

201-767-5672

(A) PELLETIER, LOUIS CAPT. (AUDREY)

(A) PRINCE, CARROLL O. F/0 (MARIAN)

13800 N.W. 72nd STREET

1301 NORTH PARKLAND

PARKVILLE, MO 64152

CLAREMORE, OK 74011

816-891-3485

918-342-2340

( A) REDGATE, LAWRENCE T. CAPT. (JACKIE)

( A) REUTER, NORMAN MR.

392 ASTOR DRIVE

555 EAGLE DRIVE

P.O. BOX 105

P.O. BOX 5253

SAYVILLE, NY 11782

INCLINE VILLAGE, NV 89450

516-589-8004

702-831-4551

( A) REYNOLDS, RON CAPT. (CONNIE)

( A) ROBERTS, WALLACE B. CAPT. (BETTY LOU)

7 ISLAND DRIVE

405 AVENIDA GRANADA, UNIT #315

EAST NORWALK, CT 06855

SAN CLEMENTE, CA 92672

203-852-6933

714-498-3456

(R) ROBY, STEVEN C. CAPT. (VIRGINIA)

(A) ROOD, KLETUS W. CAPT. (LOIS)

176 WEST SHORE TRAIL

12408 CHELWOOD COURT, N.E.

SPARTA, NJ 07871

ALBUQUERQUE, NM 87112

201-729-2451

505-294-4401

(A) RUSSELL, JOHN H. CAPT. (NANCY)

(A) SANDLIAN, DARRELL CAPT.

300 TIDEWAY DRIVE

853 HEMINGWAY LANE

ALAMEDA, CA 94501

ST. CHARLES, MO 63303

415-522-2352

314-447-1476

( A) SHIELDS, JOHN A. CAPT. (ROSE)

(A) SHUSTER, EDWARD- E. CAPT. (LAURA)

THREE IRVINLEE PLACE

RD #1, BOX 548

EAST NORTHPORT, NY 11731

CNTR. BARNSTEAD, NH 03225

516-261-3913

603-776-5700

( A) SIMMONS, ROBERT F/O (MARY)

(R) SMITH, GLENN L. CAPT.

P.O. 80X 185

3243 LA MANCHA WAY

CORTARO, AZ 85652

GREEN VALLEY, NV 89014 702-454-4536

62

NEW MEMBERS - WELCOME ABOARD ............ ( Read across) 10-11-1987

Page 4 -----------------------------------------------------------------------------------------------------------------------------------------

(H) STETSON, VIRGINIA MRS. (WESLEY H. "WES")

( A) SULLIVAN, ARTHUR J. CAPT. (LAURA)

RT #2, BOX 282-K

9 PINEWOOD DRIVE

BRENTWOOD, CA 94513

STRATHAM, NH 03885

415-634-5782

603-772-5302

( A) SULLIVAN, DAN F. CAPT. (JANE)

( R) SYVERSRUD, EARL T. CAPT.

1483 LAUREL HILL DRIVE

17171 BOLSA CHICA, APT #103

SAN MATEO, CA 94402

HUNTINGTON BEACH, CA 92649

415-341-8680

( R) TONER, Jr., EDWARD CAPT. (MARLENE)

( A) TYNAN, CRAIG CAPT. (MARILYN)

52 NEWBURY ROAD

1156-D WESTALKE BLVD.

HOWELL, NJ 07731

WESTLAKE VILLAGE, CA 91361

201-363-0845

805-497-2962

( R) VANCE, JAMES R. CAPT. (FRANCES)

( R) VAUGHAN

* m, EVERETTE H. F/O (IRENE)

3432 EAST MONTECITO AVENUE

124 EAST TROPICANA LANE

PHOENIX, AZ 85018

LAS VEGAS, NV 89109

602-956-1944

702-739-7385

( A) WALKER, ERIC F. CAPT. (SHIRLEY)

( A) WALMANN, IRV FIE (LORRAINE)

4610 COUNTRY LANE

6823 NORTH MICHIGAN

ST. ANN, MO 63074

GLADSTONE, MO 64118

314-428-8094

816-452-2021

( A) WHITE, DAVID M. CAPT. (SUE)

( A) WICKE, FRED M. CAPT. (MARIE) 13115 S. LAKESHORE DRIVE

3311 PHARAOHS LANE SEBASTOPOL, CA 95472

OLATHE, KS 66061

707-829-5202

913-782-0036

( A) WICKHAM, THOMAS J. CAPT. (JOAN)

( A) WIGGINS, THOMAS P. CAPT. (MARY)

320 CLIFFSIDE DRIVE

301 CARRIAGE PLACE

TORRINGTON, CT 06790

MANHATTAN BEACH, CA 90266

203-489-6764

213-379-6128

( A) WILCOX, RICHARD CAPT. (CAROL)

( A) WILLRICH, KENNETH W, CAPT. (JANET)

RD #3, BOX 528

P.O. BOX 8716

LEAVENWORTH, KS 66048

INCLINE VILLAGE, NV 89450

913-727-1704

702-832-0234

( A) WISE, ANTHONY J. CAPT. (LINDA)

( A) ZIMMERMAN, LUTHER D. CAPT. (DELORES)

12 SOUNDVIEW DRIVE

3125 SHREWSBURY ROAD

STAMFORD, CT 06902

ALLENTOWN, PA 18104

203-323-7413

215-433-7138

(A) ZOLLMANN, JOSEPH J. CAPT. (SUSAN) 5621 POPLAR DRIVE GLADSTONE, MO 64118 816-454-3454

63

ADDRESS CHANGES and/or CORRECTIONS .............. (Read across) 10-05-1987

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( R) BAKER, CHARLES R. CAPT. (MARLENE)

( R) BERG, BRADFORD CAPT. (NELL)

8208 EAST REDFIELD ROAD

175-8 U.S. HIGHWAY ONE

SCOTTSDALE, AZ 85260

TEQUESTA, FL 33469-1922

602-991-5441

305-744-8301

( R) BRADFORD, GERARD CAPT. (BEVERLY)

( R) CARROLL, JOSEPH W. F/E (SYLVIA)

16 BILL HILL ROAD

APARTADO #182

LYME, CT 06371

CHAPALA,

203-434-2181

MEXICO

( E) COOPER, BERTRAND M. CAPT. (MARGARET)

JALISCO

( HI GULLETT, CHARLES C. DR.

13613 SPRINGDALE DRIVE

P.O. BOX 20398

SUN CITY WEST AZ 85375

VILLAGE OF OAK CREEK, AZ 86341

602-584-3826

602-284-1943

( R) GWIN, ROY F. CAPT. (SHARON)

( E) HARLIN, JOHN E. CAPT. (EDNA)

14400 TAMARAC DRIVE, N.W.

1815 BURROUGHS STREET

BOKEELIA, FL 33922

OCEANSIDE, CA 92054

813-283-7680

( A) HIBBELER, GEORGE A. F/E

( R) HODGES, MARVIN L. F/E

154 COLD SPRING ROAD, #24

9857 E. VICTORIA LANE

STAMFORD, CT 06905

TUCSON, AZ 85730-4410

203-359-1230

602-296-5216

( R) HUCK. ALBERT D. CAPT. (BETTY)

( R) MEYER, WILLIAM J. CAPT. (CLAIRE)

1910 PINE TREE DRIVE

10014 WALNUT DRIVE, #202

PRESCOTT, AZ 86303

KANSAS CITY, MO 64114-4405

602-996-4212

( R) MICHEL, ROBERT W. CAPT. (MARION)

( R) MOORE Jr., CYRIL J. CAPT. (ANITA)

RD #2, BOX 222

777 KAPIOLANI BLVD., #1520

STOCKTON, NJ 08559

HONOLULU, HI 96813

609-397-3425

( H) PARKINSON, GORDON MR.

( R) PLETCHER, PAUL PETER CAPT. (DEBBY)

4117 N.W. WILLOW DRIVE

4904-3 BETHEL CREEK DRIVE

KANSAS CITY, MO 64116

VERO BEACH, FL 32963

816-452-1336

305-234-8941

( R) RICHARDSON, WAYNE W. CAPT. (DONNA)

( R) SCHMIDT, CARL M. CAPT. (VICKI)

4022 KINGRIDGE DRIVE

521 W. CITRACADO PARKWAY

SAN MATEO, CA 94403

ESCONDIDO, CA 92025-6412

415-572-1264

619-745-2241

(R) SOLLMANN, ROBERT E. CAPT. (NOLA)

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

RT #14, BOX 1077

1002 BRENTWOOD PLACE

GRAVOIS MILLS, MO 65037

GENEVA, IL 60134

314-372-5132

312-232-7249 64

ADDRESS CHANGES and/or CORRECTIONS .............. ( Read across) 10-05-1987

Page 2

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( R) STUESSI, B. KEITH CAPT. (LOUISE)

( R) TEASDALE, KENNETH R. F/E (JOAN)

1908 ADRIEL COURT

111 SQUIRES ROAD

FT. COLLINS, CO 80524

MADISON, CT 06443

303-482-6814

203-421-3582

( R) THOMAS, LOUIS F. CAPT. (ROSE MARIE)

(E) TOMLINSON, D. W.

CAPT.

673 AZURE HILLS DRIVE

1456 PINE STREET

SIMI VALLEY, CA 93065

SILVERTON, OR 97381

805-581-4746

503-873-8542

( E) TOMLINSON, D. W .

CAPT.

( R) TRAUDT, WARREN E. F/E (FLORENCE)

3380 4th AVENUE YUMA, AZ 85365

( SUM)

12561 CORONADO LANE VICTORVILLE, CA 92392

(WIN)

( H) TRISCHLER, MILDRED MRS. (DICK)

( R) WOLF. EVERETT C. CAPT. (VIRGINIA)

25071 EL CORTIJO LANE

2104 S.W. BUGHTON COURT

MISSION VIEJO, CA 92691

BLUE SPRINGS, MO 64015

714-830-4767

816-224-0374

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

( R) YATES, KEITH E. CAPT. (MARJORIE)

1400 SUNKIST - SPACE 168

9231 N. CORRAL LANE

ANAHEIM. CA 92806

CASTLE ROCK, CO 80104

714-491-0290

From the 10 October 1987 issue of HUMAN EVENTS: The Washington Post reported on September 25, for instance, that among the organizations that have weighed in against the distinguished jurist (Judge Robert Bork) are the Association for Retarded Citizens, the National Mental Health Association, The Epilepsy Foundation of America and the United Cerebral Palsy Association. *

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Your editor described on page 50 to the TARPA TOPICS May 1987 issue, the exciting STEAMBOATIN' trip out of New Orleans. In August TARPANS Ruby & Beth Garrett, John & Betty Happy, Don & Jan Lamer, Frank & Charlotte Mekcus, Jack E. Beth Miller, Lum & Bette Edwards, Ford & Janie Blaney, Jim & Marge Brogdon, John & Donna Emmerton did a little STEAMBOATIN of their own aboard the Mississippi Queen only this time north out of STL to St Paul. We all had a great time including a song fest in the paddlewheel lounge. It was a little hot (103) leaving STL but everyone cooled off a few days later when a cold front went through. Had a lot of fun reminiscing.

Through the TWA Seniors Club we will have the same trip that A. T. spoke off.

The announcement will be in the October newsletter.

Here is the advance copy.

Mississippi Queen

Last January we had a STEAMBOATIN' cruise out of New Orleans on the MISSISSIPPI QUEEN. There have been many requests to do this again so the company has made us another offer of 50% off the regular fare. Our 7 night cruise will leave from New Orleans on February 5, 1988. At mile 170 on the Mississippi River we stop at one of the many antebellum homes that we may visit. Next stop is St Francisville, MS and a visit to Rosedown Plantation.

Then, on to Viksburg. On the return trip to New Orleans we pay a call to Natchez and Baton Rouge. This particular cruise is part of the Mark Twain celebrations with stories, performances, anecdotes and tales including a fine Mark Twain impersonator who delivers captivating monologues.

Shore excursions offered on board cost about $15 are not included in cruise price. The Mississippi Queen is the largest over-night paddlewheel steamboat and offers many of the amenities of large cruise ships including 5 meals a day, sauna and nightly entertainment. It gives you an incredibly smooth ride never out of sight of land.

Price of cabin is for TWO PEOPLE double occupancy.

A $25 per person registration fee will be added to cost of cabin Cabin: AA A B C D E F Price: 3045 2674 2002 2191 1708 1036 1519 Deposit: 815 720 600 555 480 430 310 Cabins: F (inside) and E (outside) lower bed, upperberth; D (inside) twin; C (outside) twin stateroom; B twin w/ veranda; A deluxe veranda suite; AA luxury veranda suite.

Deposit must accompany registration. Make checks payable to TWA SENIORS CLUB. Include FIRST and LAST names, full address and telephone number.

Send to E. C."LUM " Edwards, 651 Trueno Ave., Camarillo, CA 93010

66

TWA SENIORS "CRUISE to the ORIENT" April 21-May 5, 1988

Vail Fields WAE Maintenance group with Lindbergh's "Spirit of ST Louis"