1988.02.TARPA_TOPICS by TWA Active Retired Pilots Assn.

THE ORIGINAL CONNIES BY ED BETTS CONVENTION RESERVATIONS & INFO RAILROADING BY A. T . HUMBLES

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA FEBRUARY 1988

ED BETTS, HISTORIAN

PUBLISHED QUARTERLY BY THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA EDITOR . HUMBLES A. T Rt. 2 Box 152 Belhaven, NC 27810 919 964 4655

GRAPEVINE EDITOR RICHARD M. GUILLAN 1852 Barnstable Road Clemmons, NC 27012 919 945 9979 HISTORIAN & CONTRIBUTING EDITOR EDWARD G. BETTS 960 Las Lomas Pacific Palisades, CA 90272 213 454 1068 OFFICERS AND DIRECTORS OF TARPA

R. E. P. J.

G. A. S. S.

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

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

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. *

CAPTAIN EDWARD G. BETTS HISTORIAN & CONTRIBUTING EDITOR TO TARPA TOPICS Our front cover picture is of our highly esteemed Ed Betts. I am afraid we will not find adequate words to express the feeling of appreciation that I think all of us have in regard to Ed for his contribution to aviation history. We have all read his well documented and extremely researched articles for a long time now in the TWA Skyliner and the TARPA TOPICS with great interest and enjoyment. Most of us are aware that Ed was the driving force and main worker in putting together and finally publishing "Legacy of Leadership", an excellent book on our airline's history. Your editor must confide in you that I connived with Captain Bett i s wife, Donna, in working up some sort of history or biography on Ed. We did it by having my wife address a letter to Donna along with soliciting Donna's help at our next reunion in Tucson. Donna sneaked a picture of Ed that was hanging in their home of him in his TWA uniform hoping he would not notice it was missing. And, she furnished some history for me on Ed. Captain Ed Betts was born in Santa Monica, California, on August 31, 1920. His parents were living in Caliptria at the time but they had moved to Santa Monica by the time Ed started school. Ed went through the Santa Monica school system and attended two years at Santa Monica Junior College. Ed then took a year off and worked for the U.S. Corps of Engineers doing survey work out in the area of Victorville, CA. Then he attended the University of California at Berkeley and was in his second year there when Pearl Harbor happened on 7 December 1941. He was pursuing a course in civil engineering and worked part time at the Engineering Materials Laboratory . As many red-blooded American men did, Ed signed up in the Army Air Corps the day after Pearl Harbor but was not called into service until January of 1942. His training took him to several bases which were Santa Ana, Tulare, Lemoore , Blythe and Williams Field, Arizona. He won his wings and second lieutenant bars in the Aviation Cadet class of 42-I. He had soled in a PT-13 Stearman. Lt. Betts then went to Will Rogers Field at Oklahoma City and trained in A-20's. He also flew B-25's there. First Lt. Betts went to North Africa in July of 1943. They did not need A-20 pilots so he was assigned to B-25's. In February of 1944 he was transferred to Corsica. He was now in the 310th. Bomb Group of the 57th. Bomb Wing. He also was promoted to Captain. They bombed bridges, trains and harbor installations. On one mission he was forced to ditch in the Mediterranean Sea and was picked up by a British ship. He returned to the States in late 1944 and was based at Chanute Field, Illinois, where he had engineering training. Interviewed with TWA and took his physical examination in April of 1945. He was released from service with the USAF in July as a Major and entered copilot ground school on 6 August 1945 at Kansas City in the old Goebels hangar.

ED BETTS Ed has served his fellow man in ALPA positions, the Masonic Lodge, American Legion and Boy Scouts. He has served a term as president of the Southern California Chapter of the TWA Seniors Club. In recent years he prefers to spend his time with TWA history writing, attending TWA reunions and reunions of his old Air Force Group. In his service with TWA he was based in San Francisco and Los Angeles. In 1970 he was Flight Deck Man of the Year and in 1976 he received the Award of Excellence. It was probably given to him for all his contributions to the TWA Skyliner. Donna says he enjoys all the hours he spends at his typewriter. Ed retired from TWA in 1980 while based in Los Angeles. Donna, Bett's wife, was born and raised in Northwest Missouri and went with TWA as a hostess in April of 1946. She flew DC-3's based in SFO and met Ed in May of that year. They were married on Pearl Harbor day, 7 December 1946, and celebrated their 41st. anniversary this past December. An aside; your editor recalls when Ed and I were in Captain's school in August of 1946 in the old New England Building when we broke for lunch one day as we got on the elevator there was this good looking girl on there and Betts leaned over and kissed her on the cheek and said, "Hello. Honey, what's your name?" Reckon that could have been Donna? The Bett's oldest son, Tom, is a Lt. Colonel in the Air Force stationed at Hahn AFB in West Germany. He is forty years old, has two children and his wife teaches on the Base. Their other son, Don, lives near San Diego and is 38. Don and his wife are avid hang glider enthusiasts and he is a light plane pilot. He works as a Scientific Illustrator for the Inter Geo Planetary Physics Department of Scripps institute of Oceanography at La Jolla, California. Their daughter, Janet B. Dean, lives with her husband and four daughters in Manassas, Virginia. Russ Derickson called Russ Drosendahl and asked him to send me something on Ed Betts for this issue but I am pressed for time so didn't have time to have the slides printed but it was about a tour they were on so the following is excerpted from Russ's letter. I have known Ed Betts for many years on the airline, just as one pilot knows another in the line of our work. However, I have come to know the other side of Ed by being with him on some TWA Senior Club tours as well as reading some of his humorous articles he writes for publications (Air Force buddies). We were fortunate to be on a Grecian Gambol tour in October of 1983 with Ed & Donna which was conducted by Lum Edwards. Ed won the contest on board the ship dresses as a TWA Flower Child on amateur night. My wife, Lucy, dressed ed in his costume. A quote from the captain of the ship was, "I can't believe you are a Captain of a 747!" I am sure that Ed and the rest of us on that trip will remember it but not many more know the humorous side of Ed. Besides being a good writer he is a good actor too. Maybe he missed his calling. In closing, Ed we all deeply appreciate you! A. T. 2

The Active Retired Pilots Association of TWA

PR E S I D E N T'S MESSAGE Today is January 1, 1988 and you will not receive this letter until early in February. It's a little late to wish you a Merry Christmas but, hopefully, not too late to wish you all a Happy and Prosperous Year during 1988. My family and I spent the greater part of the last two months packing, crating, moving and setting up our new household in the Great Southwest. We also made numerous trips between New Jersey and Arizona. Earlier, in the year 1986, when Dean Phillips extolled upon all of the virtues of Tucson, he failed to mention "EL NINO". When I read about him in the Arizona Daily Star, I thought, at first, they were raving about a great grandson of Poncho Villa who was going to do terrible things to the residents of Tucson. As I read on, I found that EL NINO was, afterall, merely a young lad who was warming up the waters off the Pacific Coast of South America creating turbulence. The result ..... 3 to 4 inches of snow dumped on Tucson - the first snow in Tucson on Christmas Day in 50 years. That really was not so terrible an occurrence, particularly, for a fellow who has been accustomed to 3 to 4 feet every Winter back East. The boys of Tucson (Jack Miller, Dean Phillips, Lou Cook, Jim Fruelich and Bob Smith) are planning big things for all of us May 23-28, 1988 so don't fail to show up. These fellows have everything under control down here ...... they run the town. I have been trying to get them to cut me in on a piece of the action but, so far, no luck. To again review Convention schedules, the Eleventh Annual TARPA Convention will be held in New Orleans at the Clarion Hotel on April 10-15, 1989. The Board of Directors is presently deliberating on a site for 1990. Due to the hectic moving schedule the past several weeks, I have very little news for you. The Board Members and Committee Chairmen will be covering the details of TARPA's business affairs elsewhere in this issue. See you all in Tucson next May.

Sincerely,

R.G. Derickson New address: 5344 N. Via Sempreverde Tucson, AZ 85715 Phone: (602) 299-3320 3

SECRETARY /TREASURER'S REPORT To please our Editor, this report is being prepared New Year's Day in order to meet his strict deadline. A. T. is determined to get the February issue in the mail by the first of the month. In spite of what others may say, I am now convinced that flight deck crew members are able to read and understand. The response to this year's request for payroll numbers accompanying the dues return envelope has exceeded expectations. The response has been over 98% and even a few missing phone numbers were obtained in the process. Before going further, please check the address label on this issue. If your status (R) Retired or (A) Associate has changed or the spelling or the address is incorrect in any manner, please take time to advise the S/T of any corrections immediately. If you failed to list a spouse on the tear-off flap, the name of the spouse has been removed from your file and will not appear in the DIRECTORY. This may get you into trouble with the "little woman" (if one exists) but the S/T can only use the info provided. Although 1987 records are not complete, it may be said that it was a fruitful year for TARPA. 121 new members joined our ranks; fortunately, for all of us, only 16 members passed away (this is well below the average of past years); 15 failed to renew their 1987 membership. Membership now stands at 1102 Retired; 203 Associate; 117 Eagles and 116 Honorary. Total 1538. A successful Supplemental Medicare Insurance program has been fully implemented; the semi-annual Board Meeting has increased communication and offered better understanding of existing problems by the Board Members; the 1987 Business Meeting was the largest and most successful to date and the "cookie jar" has been retired and placed in the back of the closet. Due to the generosity of the membership in their response to the voluntary dues increase; the understanding of many Eagles and the Convention "excess", the S/T is able to report that the financial statements, when audited and complete, will show a healthy reserve fund going into 1988. As of this date, 94% of the 1988 budgeted amount has already been collected and delinquency will not be considered for another three months. The dues response is far ahead of 1987 and there will always be procrastinators requiring another reminder. You will note a considerable number of address corrections and/or changes in this issue. Many are the result of a Post Office shuffle of Zip Codes, particularly in Florida. Take particular note that our President has now completed his move to Tucson. Russell denies the fact that he moved to better weather in order to permit year-round access to the trap range and to gain the expertise of that Grand American shooter, Bob Smith. George Duvall has suggested that the golfers and tennis players come up with permanent trophies similar to those presented to the winners of the trap & skeet competition. Those so inclined might give it thought and contact George. He has offered to participate financially. 4

A dark reminder requested by the Internal Revenue Service ........ TARPA dues and contributions are not considered a deductible item on the Federal Tax Return. In closing, the S/T extends thanks for all of the pleasant notes and well wishes included with the dues return envelope. It is a pleasure to work with you and for you. Your cooperation with our efforts to improve TARPA is really appreciated. It may be old stuff by the time you page through this issue but allow me to wish everyone a Better New Year and the first to wish you a Merry Christmas in 1988. See ya in Tucson if not before. Be there! If you joined TARPA prior to 1985 and have not already done so, Pleasecomplete and return the update form in the back of this book.

Mc combs

SECRETARY'S DREAM I fell asleep the other night and while I had my snooze, I dreamed each member stepped right up and promptly paid his dues. But when I found 'twas but a dream I nearly threw a fit. It's up to you to make it true â&#x20AC;&#x201D;

SUGGESTION, "PLEASE REMIT!"

Assist offered by Roger Don Rae ........ Thanks Roger!

In Memoriam LOWELL ALPERS 5 October 1987 * GORDON H. DURLIN 5 December 1987 * MARY MURCHAN (Larry) 14 October 1987 *

Lcuis E. Billman 9 October 1987 * MARGARET HUBBARD (Lloyd)

LUCY DROSENDAHL 27 November 87

* JAMES J. POLIZZI 3 November 1987 *

GORDON H. DURLIN Gordon Harley Durlin, 65, of Leawood, Kansas, a former airline captain and professor, died 5 December 1987 in Laurie, Missouri. Captain Durlin worked for Trans World Airlines for 32 years as a pilot and senior instructor retiring in 1979. He was an associate professor of aviation at Central Missouri State University, Warrensburg. He attended the University of Florida, Gainesville. He graduated from the U.S. Air Force Academy in 1944. He also received his wings in the Royal Air Force in 1944 through a British flying school in Oklahoma. In World War II he was in the Air Transport Command. He was a member of the Quiet Birdmen and Espiscopalian Church. Mr. Durlin was born in Osseo, Wisconsin. He is survived by his wife, Barbara, a son, James and a daughter, Susan McClellan. He will be missed by his many friends of TWA. 6

REPORT ON THE TWA B-PLAN R. C. Sherman Investment Committee Observer Table I lists the pertinent data as of September 30, 1987. The Plan had an investment gain of 5% since June 30, and 20.2% Y.T.D., an adjusted Unit Value of 46.908.

MANAGER

TYPE

NET ASSETS

% OF PLAN

Fidelity Mellon Morgan Putnam S.S.R./M

I.S. Ix/B C/A C/A/I C/A

96.6 M 66.3 152.9 172.0 260.4

9.0 % 6.2 14.3 16.1 24.3

PRIMCO

G.I.C.

182.8

17.1

8.3

Morgan N.C.N.B. S.S.B.T. T.C.W.

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

18.0 16.8 15.9 15.8

1.7 1.6 1.5 1.5

8.9 4.7 5.7 2.5

% GAIN Y.T.D

70 %

20.4 3.7 27.2 33.5 40.7

6.2 % L.O.R.

P.P.

12.4

1.2

///

B.S.D.

T/P

61.2

5.7

///

1,071

100

20.2

TOTAL PLAN

Abbr. are: Income Stocks, S&P 500 Index fund and Bonds. Core stocks and Aggressive stocks. Putnam also has an International fund. PRIMCO replaced Mercer-Meidinger as Guaranteed Insurance Contracts manager. Two new International managers began October 1. October 30 assets were 854.1M, down 20% from the previous month, while the market was down 24%. Even so, the Plan loss was much greater than expected because L.O.R.'s "insurance" did not work too well. First, the Chgo. Merc. Exchange raised the collateral requirements by 200%, which exceeded the U.S. bonds and cash on hand. Next, the exchange stopped computer trading, and manual trading (arm and fist waving) in near panic conditions was very slow. Thus, when protection was really needed, it was not possible to obtain enough. Needless to say, the system is being reevaluated.

TARPA INSURANCE PLANS

January, 1988

TARPA Insurance Plans recently completed its first full policy year for its Medicare Supplement and Hospital Indemnity plans. With tremendous support of the executive committee and the membership, the program has developed to a very solid and healthy group insurance plan. The large percentage of TARPA members who transferred coverage from the RAPA program, coupled with the significant number of new enrollees, has helped to keep the premium for the upcoming 1988 year at its present economical level. This is no small accomplishment for a program which began one year ago, especially when we consider that Medicare also raised its Part A deductible 5% to $540 for 1988 (the TARPA plan will now pay the higher deductible amounts). Benefits for the program remain extremely competitive when compared to the majority of other group sponsored plans. One feature which continues to standout on a positive front is the 100% payment of the Part B expenses. This feature alone has helped those who are insured save hundreds of dollars of doctor charges which are in excess of Medicare allowable. It is important that the membership of TARPA continue to consider the TARPA Insurance program as an option for insurance coverage. As with any group insurance plan, increased participation and a large spread of risk are two contributing factors which help keep the group premiums at affordable levels. Any TARPA member, spouse or widow who would like further information about the program, please feel free to call 1-800645-2424 or write TARPA Plans, P.O. Box 310, Mineola, New York 11501. Brochures and applications are available upon request. Sincerely,

Ed Hall Insurance Chairman ED/wp P.O. Box 310 120 Mineola Boulevard Mineola, New York 11501

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

1988-TARPA CONVENTION More information on the 88 convention for the next and subsequent TARPA TOPICS. THE SHERATON TUCSON EL CONQUISTADOR GOLF AHD TENNIS RESORT has redecorated the lobby and entrance to the resort;also they are opening a Mexican restaurant to make a grand total of four eating places. This is in addition to the two lounges. They have two eighteen hole champion golf courses, a nine hole executive course, sixteen lighted tennis courts, two swimming pools, stables, exercise & health spa, and racquetball courts for the more sports active. The Hotel is about one hour and thirty minutes from the Phoenix airport via eastbound I-10, Tan gerine rd,1st ave, south on Oracle to Conquistador way to the Resort . About 35 minutes from the Tucson Airport by the Sheraton shuttle bus at $11.00 each. Other amenities of Tucson include the Pima Air Museum (where a TWA 049 with the original markings is parked), along with a Wright brothers duplicate flying machine and about 100 other various aircraft, Sonora Desert Museum (local animal & flora), O1d Tucson {theme park) movie location. We have the Gaslight Theater and restaurant for old time melodrama, and hot air balloon rides in large balloon for one hour at 4000 feet with a flute of champagne at the end of the ride. A very large full shopping center 5 miles due south of the Sheraton with Nogales Mexico only 70 miles south on a very good highway.

EDITOR'S DESK

The staff of TARPA TOPICS hopes that you all had a nice holiday season and we look forward to seeing you in Tucson. I get letters and welcome them and wish you all would send me more. I assure you the rest of us are interested in you and what goes on with you. From Bill Flanagan 1734 Hondo Road Port St. Lucie, FL 34952 Dear A. T. (I never did know what the A and the T stand for). [Bill, it stands for always talking also honesty and integrity]. Many thanks for your prompt reply. Just as I said in my letter, I would probably think of something to say right after I sealed the envelope. Well, it happened. I should have told you about my favorite flight engineers. (THE UNHOLY THREE) in alphabetical order, Mel Doty, Johnny Fox and Al Wollenberg were, in my estimation, the best on the line. Al flew with me more often than the other two on the Connies and I suggest you contact him for some anecdotes about flying in those days. One of Al's favorite tricks was to wait until I made an exceptionally smooth landing and he would toss on the deck between the pilots a set of chattering false teeth then claim in a loud voice that my hard landing had jarred loose his teeth. His wife, Edna, also went along with his gags. Once she made a little throw rug consisting of black lace and covered with foam rubber falsies which Al tossed on the deck occasionally to break up the monotony. He also played tricks on the hostesses. Maybe he will tell us about the time the German Customs confiscated his rubber masks and other paraphernalia at Frankfurt. Just took some time out to go to the golf course in an attempt to qualify for a match tournament and as far as I know I didn't qualify. Most of the guys I play with agree that they don't make the golf balls as lively as they used to be and the holes in the greens are smaller. Wollenberg and I used to win COKES from the guys in the control tower at Chicago. Our original intent was not to win COKES but the keep the airplane as cool as possible for as long as possible on the ground. In those days the plane could not be kept cool on the ground by its own power or any ground power so here is what we did. First, I would tell the passengers over the P.A. what was going to happen so that they would not become frightened or apprehensive. Then Al would get the cabin very cool and I would notify the tower that we were down wind for our approach (at about four or five thousand feet) and that is when the tower would bet us COKES that we couldn't make it. Well, I would put the airplane into an almost "emergency descent" and get down in time to make a normal landing 10

EDITOR'S DESK The gals had been notified to keep the doors closed as much as possible and the passengers were told to stay aboard the cool aircraft unless it was necessary for them to disembark. Sending you a tape on the DC-3. Every time I view it it brings back terrific memories. Please consider the tape a very small gift from me to TARPA and you guys and gals who are doing such a fine job for the rest of us. Hope to write again soon, Bill Flanagan Ed; Thanks for the tape, Bill, it is good. * * * * * * * * Sent in by Bob Balser the following medical dictionary may be of some help to our readers when in consultation with their doctors; ARTERY - The study of paintings BARIUM - What you do when CPR fails CESAREAN SECTION - A district in Rome COLIC - A sheepdog CONGENITAL - Friendly DILATE - To die late FESTER - Quicker G.I. SERIES - Baseball game betwen soldiers GRIPPE - A suitcase HANGNAIL - A coathook MEDICAL STAFF - A doctor's cane MORBID - A higher offer NITRATE - Lower than the day rate NODE - Was aware of ORGANIC - Musical OUTPATIENT - A person who has fainted POST OPERATIVE - A letter carrier "Stop doing everything you're doing PROTEIN - In favor of young people and start doing everything you're SECRETION - Hiding anything not doing." SEROLOGY - Study of English knighthood TABLET - A small table TUMOR - An extra pair URINE - Opposite of you're out VARICOSE VEINS - Veins which are very close together *

The handling of our November 1987 issue of TARPA TOPICS by the U.S. Postal Service (?) apparently was horrendous. Evidently, several were never delivered and many were very late. If you do not get this issue let me know. Seriously, we publish quarterly such as February, May, August and November. I try to have the stuff in the mail near the first of each of these months and am usually pretty close. So do us a favor if yours is later than a reasonable time drop me a note so I can report it to the Postmaster General's office. One senator said he knew why the Post Office Department was always wanting more money, they need it to build more storage facilities to hold the mail instead of delivering it! A first class letter I wrote a friend in California was delivered one month and four days later. 11

EDITOR'S DESK From Jack Moser of King of Prussia, PA, on 3 December; I don't know if I have written to the right person to rectify my problem but here goes. I haven't received the November issue of TARPA TOPICS as yet and have been told it was sent out quite a while ago. I'd like to request a replacement copy if that is possible because I really hate to miss it Now there's always a chance I have sent my request to the wrong man. A.T. I know how much time and effort you expend on this work so I will not expect a reply from you. I reasoned I should write either to you or Joe McCombs so I have sent a request to him also. Believe me, your work is appreciated. Thank you. Very truly yours, Capt. J. B. Moser. *

* From Willis Patterson

Four of us were in the Pinehurst, North Carolina, area in November playing golf. There is a new course there called "The Pit" and it really is the pits. Very tough but interesting. Finest regards, Pat Patterson. *

Accident report, Bellanca 7GCAA, 4 November 1986 The 29 year old student pilot escaped injury when the taildragger went out of control after a bounced landing while he was practicing takeoffs and landings on his second supervised solo flight. The 19 hour student was attempting to go around after a bounced The Bellanca ran off the west side of the runway, traveled down and thrugh a barbed-wire fence in an industrial park. It came to sewage pond and sank but the pilot was able to exit the plane and way to shore.

landing. an embankment rest in a make his

History has not recorded the pilot's first two words after the accident. *

A note from Russ Bowen: Dear A. T. : The enclosed sketch taken from a talk I gave our Retired Active Men's Group, Moraga Valley Presbyterian Church November 1987 may serve as a filler for TARPA TOPICS, that is, if you're really desperate for material. Regards and a happy holiday season. See you in Tucson. Russ Bowen. Look for above elsewhere in this publication. *

EDITOR'S DESK Your editor agrees with Ed Betts when he says,"A bit of trivia as to who else has a birthday on September 14th. The following is from an old ALPA/TWA roster of birthdays put out about 1974 for 'B' plan information: " 1914 1917 1918 1919 1919 1920 1923 1928 1936 1937 1937 1938 1940 1942

James R. F/E ret Eugene Exum (TARPA) John R. Fox (F/E ret) Donald J. Cameron (F/E ret TARPA) A. T. Humbles (TARPA) James A. (Jack) Frier (TARPA) Max L. Williams (F/E ret TARPA) John A. Shields Max M. Callihan William R. Brackett (ret 84) Michael L. Plattis (killed National Guard 1976) William O. Calhoun Donald R. Muir (ret 1984) Peter Georg *

Ed Betts says, "We had a great Christmas with our four granddaughters in Manassas, Virginia. Only problem was seats on TWA for the return. TWA, United and American were all overbooked by the hundreds from Dulles on direct flights to LAX...and TWA wouldn't take any unconfirmed passengers (or non revs) into STL who wanted to go out west. Fortunately (for us, not TWA) the flight on the 29th. was 12 hours late arriving from Paris and enough passengers abandoned ship that we were able to get on the nonstop IAD-LAX. It was a long sit at the IAD terminal, but the only way we could get home before about January 5th. If TWA isn't making money now, they never will." *

In this issue is more information on the upcoming TARPA convention in Tucson, Arizona, May 25-28. Also at the back are tear outs for sending in your hotel reservation and a form that goes to our convention chairman, Jack Miller. We are all indeed fortunate to have Jack shepherding this event. Our sincere thanks also to past convention chairmen who have worked so hard to make the reunions the success they have been. Hope to see yawl there! *

Hank Gastrich is engaged in flying the Super G. Constellation hauling raw fish from Palau [7 degrees north latitude, 135 degrees east longitude] to Nagoya, Japan. Says they need a Flight Engineer. Any takers? Contact Hank.

EDITOR'S DESK Dear A. T.: "TARPA TOPICS" sure is a welcome visitor to my house each quarter. It brings back some very fond memories of the best days there will ever be in airline flying. I find it interesting that the same people who did most of the work while active are still doing it while retired. Keep up the good work. It is appreciated. Happy New Year Walt Ghiorsi *

And a note from Bill and Velma Piper; Just want to wish you and family the best Christmas season ever and best of health. *

From Larry Fauci; Al Clay has talked me into having the TWA Captain's wings made up into a lapel pin, tie-tac etc. If possible, what I need from the members is some idea of how many will be needed. Also, in what form they would like them - lapel pin, tie-tac, tie clasp, maybe on a bolo tie or even on a zippo type lighter. I would imagine most would want it in gold but then there might be those that want silver. Due to the fact the wings have more detail in them he's charging me more than double to make up the die than he did the TARPA pin. The die alone is going to run over $420 so I'll have to get a bit more for them than you are getting for the pins. I would consider it a great favor if you could put this in the next TARPA TOPICS. I'm thinking of something in the area of $5 a pin plus postage and handling. Even at that it's going to take over a hundred sales to break even. Hope to see you in Tucson next May. Ran into Arky Ainsworth at the St. Louis terminal last month - he hasn't changed a bit. Thanks again, A.T. Larry Fauci IRO JFK Lee-John Enterprises 52 Westgate Drive Sparta, NJ 07871 * * * * * * From Bill Flanagan; Many days ago I was watching a T.V. show called "Airwolf" and a plane being flown by the bad guy looked familiar. In time, my terrific memory told me it was probably the AVTEK 400 so I searched through my back issues of TARPA TOPICS and found on the cover of the May 1985 a picture of the AVTEK 400. I believe that this is the same aircraft I saw on the T.V. and Bob Adickes and his crew must be very proud of this accomplishment. *

EDITOR'S DESK Received the following from Tom Everhart: A. T., You might get a piece for TOPICS out of this. Her husband and his brother flew for TWA on ICD. Rolly was killed in a crash on Mt. Katadan in Maine. I enjoy the TOPICS very much. Regards. The article Tom sent me was printed in the Miami Herald, Gary Hart's friend, on 7 October and another piece dated 26 October. Rather than bore you with ccpying the articles plus I don't want to be convicted of plagiarism I will pick out parts that I think are of interest. The first heading is "An eccentric life is lost in Davie". She walked on the wing of a biplane, kept a lion as a pet and, in her later years, beat back the bureaucrats time and again to keep her menagerie of animals and her eccentric way of life. Finally, it was a fall of not more than two feet that got Margie Lynn Inman. Or maybe it was the prospect of giving up her overgrown piece of land, leave behind the animals that at once had brought her so much love and aggravation and move into a nursing home. Hard-drinking and ribald-speaking to the end, the hot-tempered hermit of Davie died one week ago in her hospital bed. She was 76. She had broken her left knee September 11 in a spill near the front gate of her property. Unable to take care of herself, friends finally convinced her that she needed a nursing home. On September 30, the day they were going to move her, she suffered a fatal heart attack. Inman, who drew national attention in the 1970's and early 1980's for her struggle to live simply, without fresh water or even a permanent roof, with just the cats and dogs and even rats she loved and called "my kids"-had even forecast her own demise in an interview five years ago. "You know what kills these old women?", she said then. "It's when they put 'em in a nursing home and take their pets away. You have to have something to love." Margie Lynn Inman had always loved animals but she hadn't bothered too much with people for years, really since her husband, Rolley Roger Inman, a celebrated barnstorming pilot in the 1920's, crashed into a mountain in Maine and died in 1944. They had met in Helena, Arkansas, when she was 14. Two years later they were married. Roger Inman and his brothers, Dan and Art, formed the Inman Brothers Flying Circus. By night, Margie packed their parachutes. By day, she dressed in flying silks and wing-walked on a Fokker Biplane as part of the show. From her husband, Margie Inman got a pet lion, a taste of adventure and a love she could never replace. "That was the end of me when my Rolley died," she told a reporter. "I try not to think about it, ever, in my mind I tell myself he's away on a trip, even though I know he'll never come back". Childless, she moved to Coffeyville, Kansas, bought a small airport and tried crop dusting. In 1964 she bought one third of an acre in Davie, Florida, and moved in. People started to hear about the woman who loved animals and took them in so they started bringing her their strays. Her animals brought her trouble with the authorities but sympathetic police helped her clean up her place. 15

EDITOR'S DESK Her house had collapsed in 1976 and for years until someone offered her a popup tent, she lived on the bare earth in a lean-to against a half-buried Rambler station wagon. She caught rain water to drink and wash, spent her monthly Social Security check of about $300 on food for her pets and bourbon for herself and some drinking buddies. Just before Margie Lynn Inman died she had asked a friend, Lt. Harry Rose, of the Davie police for one last favor, a promise that they would have her cremated and her ashes strewn on her property so "I'll be here forever". Many friends gathered on the property to comply with her last wish. They traded stories, drank a toast to Margie with R.& R. Canadian whiskey, her favorite, and scattered her ashes. Lt. Rose passed around a worn paperback book on barnstorming pilots from the 1920's that showed Inman in her wing-walking days as part of her husband Rolley Roger Inman's acrobatic flying troupe. *

Retired Pilots Play In Tourney Retired TWA pilots who competed in the recent 1 8th annual Montgomery City Tournament in San Jose, CA are, from left: John Powk, Bill Ashcraft, Les Woolsey, Terry Rager, Frank Edwards, George Duvall and Ivan Chapman. Other participants included Ray Craft, Bill Dixon, Lyle Locke, Vern McKenzie, Max Morris and Keith Culter (who still flies). The tournament honors a pioneer glider pilot who flew in the area.

In closing, I would like to thank all of you who sent me pictures, articles etc. Maybe I didn't use all of them but keep them coming. Also any suggestions for improvement in your TARPA TOPICS. A. T. Humbles, Editor

THE TARPA

GRAPEVINE February 1988

Hope that everyone in TARPA had a pleasant Thanksgiving and an even merrier Christmas. We here in North Carolina certainly did. Our sympathies. go out to several of our members who lost spouses since our last publication. More on that later. ******** Many EAGLES, although not required to do so, are sending dues and other contributions to help support TARPA. They are most appreciated. ******** Dues time is when our S/T (thats Secretary/Treasurer) receives the most notes and letters from members which he forwards to me. Because of a very heavy personal work load at this time of year, I am changing the format of the GRAPEVINE so as to include as many notes and letters as possible and save space and time. I solicit your comments on this change. ********* GORDON HARGIS , Fort Worth, Texas Howdy (from Texas). Still plugging along. Gordon ********

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

BOB ZIMMERMAN, Lakeside, CA. Dear Joe: I'll see you in Tuscon-I can't attend the April Conventions-conflicts with the tax season. I notice that even my co-pilots are retiring. Bob. ******** RUSTY DIO GUARDI, Marietta, GA. Dear Joe: Last month I had the privilege to reach the top of the overcast and become an "Eagle". Am enclosing $20 anyway. Tarpa Topics is terrific. Thanks and Happy Holidays to all. Sincerely, Rusty DioGuardi Capt. Ret, E.A.L. ******** RON TREPAS, Costa Mesa, CA. Hi Joe, Just had a redo on my open heart surgery on 11/9/87. All went well and I'm up and 17

around and feeling great. Keep up your great work. Regards, Ron Trepas ******** EARL LINDSLY, Lake Quivira, KS. See, I do know your name--but seem to have forgotten mine. Some of my usual powers of observation seem to be on the decline--can still see the ball a long ways off--just can't seem to remember where it is long enuf to get there. Have a couple of small problems I need your help with, if I can remember what they are long enuf to write--Oh,yeah--ore is that I put my name( at least the one that was on address) on my 1988 TARPA membership card, carefully removed my 1987 membership card from wallet and destroyed same. Then I carefully placed 1988 card in wallet--only now I find 1987 card in wallet, and 1988 card nowhere to be found. Could it be possible that I carefully destroyed the new card and preserved the old one? Heaven help us! (My wife sat there and observed the whole thing and she can't remember either.) No help there, so perhaps you could send me a new one along with new TARPA lapel pin, check for 2 bucks enclosed. Might also be a good idea to send along operations manual and/or complete set of operating instructions for above in order to avoid further complications. See you in TUS in May--if I don't forget. Love-Earl Lindsly (the hat) ******** LAVETA BILLMAN, Sun City, AZ. Louis F. Billman passed away October 9,1987. He had a brain tumor and spent 14 months trying to win. He spent 32 years with TWA and loved every trip. Thanks to all his great TWA friends that kept in touch with encouragement. LaVeta Billman ******** W.E. (BILL) TOWNSEND, Seminole, FL. (Eagle) Joe- You are still worth $25-- Keep TARPA going-Love, Bill ******** BOB COCKS, Ridgefield, CT. Joe: I enclose a little extra as I see many comments about widows costs and Eagle costs. Hope this finds you well. I brought some group of Denverites back who knew you. Best, 18

Bob

SPIKE POQUETTE, Raymore, NO. (Eagle) Dear Joe: It seemed to be the sense of the last convention that no one should be admitted to the Eagles that haven't paid dues for two of three years, I don't recall which. So I shall be a dues paying member for awhile. Nothing has change much in our bailiwick. I had a heart attack last Feb, But made a good recovery. They used a technique called by the expensive name of Percutaneous transluminal angioplasty. The best part is that it leaves you with little if any heart damage. It is possible for the effected coronaries to close up again after a few months. Mine haven't up to now. In another few months I should be able to tell if am home free or not. The best of everything to you Joe in the new year. Very sincerely, Spike

Poquet

******** When I was in the hospital, I had a Red Cross Nurse. ed was a Blonde Happy Nurse. ******** RUSS BOWEN, Moraga, CA.

What I want-

(Eagle)

Dear Joe: I see by the latest issue of TARPA TOPICS that I joined the ranks of "Eagle".

have

I feel fortunate to have done so and doubly fortunate that I can afford the $25 1988 dues which I enclose. Gay and I look forward to seeing you & the gang in Tucson. ********

Russ

JOHN T. HAPPY, Haines City, FL. Ole-J.S. Hope this is early enough--Please don't confuse the 50for 88 &89, it is only for '88 The extra is for the TARPA Treasury to maybe help build it up a little--After all, I get the deal free after 75, so maybe I can pay for those years while I can still remember to do so. Also don't forget--I'm going to get you, Russ, Earl and Phil in Tucson-in May. LOOK OUT-!!! Skeet or trap, your choice. See you then. Regards, J.T. ******** BOB ADICKES, Thousand Oaks, CA. Dear Joe: We all appreciate your volunteer work benefiting all us overage type aviators! Many thanks, and hope to see you at the next convention. Best wishes, Bob ********

BILL WATSON, Franklin, TN Dear Joe: I enclose my check for 1988 dues. I regrettably have not been too actively involved in TARPA affairs since my retirement; I hope that has not been construed as a lack of interest. The very word "retirement" should suggest a slowing down, but with me that just hasn't been the case. Immediately upon retirement, I threw myself into a frenzied effort to finish my retirement home. That is largely complete now, so I spend my time as a student. I go full time and my wife Nancy will start going with me in January. Where we're going with this, we have no earthly idea. Still we're enjoying ourselves, and, after all, it keeps us off the streets. My best regards to all of my dear friends and workmates. Fraternally,

Bill

******** MICKEY WIND, Meshoppen, PA.

Dear Joe: I guess its tough being Editor of TARPA. If I sent this photo to the Editor I don't think it would make the next issue. Perhaps you might want it in. Regards, Mickey wind ******** ORSON A. RAU, Overland Park, KS. Joe: Thanks for a tremendous job-sincerely appreciate your dedication. Orson A. Rau ******** 20

MARV HORSTMAN , Punta Gorda, FL. Dear Joe and Jean: Received and enjoyed TARPA magazine and all the news! Hope all is well with you two and not snowed in-yet-would be good to see a little of it. Been working "consulting" quite a bit. Little golf and tennis. Our regards, Jane and Mary

ROGER DON RAE, Lakeland, FL. (Eagle) Dear Joe: TARPA TOPICS came yesterday-and immediately any further plans for the day came to a "screeching halt." Spent the rest of the day reading the stories and reports contained therein. Got around to writing a few checks this A.M., due bills, overdue bills, donations and contributions, cks,etc.--so thought I shud get a stipend off to TARPA also. Nice to know TARPA is financially stable again. I hate to think what the "B" plan might look like, 2nd qtr 1988"Yuk" TWA S. L. Seniors had a nice luncheon over at Sarasota a couple of weeks ago. Had nice visit with Bill Townsend, Bob Stuffings, Billy Williams, Mary Horstman, among others. My Francis joins me in sending in sending fondest and sincerest Holiday and Season Greetings to You and Yours. Rog Rae ******** BRYCE HUNT, Camarillo, CA. Joe: I'm glad someone is minding the store. It seems I paid my dues twice last year per your inclosed memo. Its been a long time since EWR, but still have some fond memories of those days. Bryce ******** RICH FLOURNOY, Princeton, N.J. Dear Joe: Howdy! Rich P.S. You may quote me. TNX ******** 21

GEORGE DUVALL, Litchfield Park, AZ. (Eagle) Dear Joe: The November issue of TARPA Topics just arrived and I want to congratulate everyone having anything to do with it's publication. It is getting better with each issue and is well handled. I notice that you sent out bills with this issue and assume that you still need additional funds so here is a check from me to help out. I also wish to advise you of the sad news that Jim Polizzi passed away after an extended bout with cancer on November 3rd. He was buried in Hinsdale, Illinois November 9th. Jim spent many years flying out of Newark, then Chicago and after the war spent several years in management in Europe before returning to the states and flying out of Los Angeles where he retired. For the past many years he and Barbara have lived in San Marcos, Calif. I especially was interested in the articles in this Topics with letters from Pat Patterson who flew with me out of Chicago and I have known and kept in touch with since and also John Abiuso who lived in the same apartment Marv Horstman and I had in East Orange, N.J. back in 1938. I had lost track of him since then and was delighted to hear he is still up and at 'em. It sure is nice to be able to read about our contemporaries and congratulations to everyone taking part in its publication. Hope to see you in Tucson. Right cordially, George ******** BARBARA POLIZZI, Lake San Marcos, CA. Dear Joe: Thank you for your kind letter and for the donation by you and by TARPA to the TWA Pilots Retirement Foundation. Jim valued his association with TARPA and looked forward to the gatherings. It was such a wonderful opportunity to get together with those people he had shared his career with-and for the pilot talk they all enjoy. I am pleased to have a membership in TARPA and will look forward to receiving the publications. I am planning to join the group in May at Tucson and will be with Joyce and George Duvall. Again many thanks for your kind words and donations. Sincerely, Barbara Polizzi ******** GLEN MILLER, Prairie Village, KS. You and yours have a happy and healthy 1988. Glen Miller P.S. Thanks for all of your work with TARPA ********

IDUS INGLIS, San Juan Capistrano, CA Hello Joe: Sorry I could not attend the last TARPA meeting Maybe in 88. I appreciate the work you do for us. Best wishes to you and happy holidays. Idus Inglis ******** ADRIAN STAHL, Lighthouse Point, FL. Dear Joe: You are doing a wonderful job with the TARPA TOPICS. I enjoy it very much and read it from cover to cover. Keep up the good work and have a Merry Christmas and a healthy Happy New Year. Best regards, Tony P . S The $2.00 check is for the TARPA Lapel Pin. ********** "ARKY" AINSWORTH, Shawnee Mission, KS. (Eagle) Eagle or no--here's my 25 for 88 Take care you old fart !

Arky *********

EDDIE FRITTS, Overland Park, KS Hi Joe: Time sure flies instead of us. Guess keeping busy is the answer. Just finished restoring 1957 T Bird and will hit a few shows with it. Our January thru April address is 8848 E.Sunnyside Dr. ,Scottsdale, Arizona 85260. Phone 602 391 9397. Have Happy Holidays, Later, Eddie ******** NORM NICHOL, Toms River, NJ Hello Joe;

Merry Thanksgiving and a Happy Christmas.

Thanks for all the work you are ( and have been) doing with TARPA. As I read the TOPICS it looks like the same 'ol cadre of workers with ALPA are still the same group of guys doing all the work, once retired. You are probably busier now than you were prior to "retirement" Thanks for including my wife and I in the listing of"new members". Somehow my area code is listed as (210)-it should read (201)-all the rest is correct. Bye for now and thanks again.

Norm Nichols

BILL MERRIGAN, Maryville, MO. Joe, TNX for all your efforts. We certainly do appreciate. Hello to your better half. We are in good health here. Talked with George Shank last night. Going to send him another TARPA application. Maybe able to sell him this time. Hope so anyway. See you in Tucson. Bill ******** BLAINE FALK, Coraopolis, PA. You guys are doing a fantastic job! ******** P.J.(TIM) TIMMINS, Calgary, Alberta, Canada Hi Joe; Just a note to bring you up to date on wham's happening to the Timmins. We still mainatin an address in Bellington, however, I worked at "Expo 86" in Vancouver last year and we are in Calgary until May with the Olympic Committee. Its getting exciting around here,(to say the least) and I'm enjoying it. Alvina and I wish Jean and yourself a Merry Christmas. Cheers, Tim ******** LOWELL POPP, Lakeland, FL. I certainly enjoy reading "TARPA TOPICS" cover to cover. Keep up the good work. L. P. ******** DICK FORRISTALL, Naples, FL. Dear Capt. Joe: Enjoy ever so much "TARPA TOPICS". Nice to be able to keep in touch with all the great people of the past and TWA. My personal thanks for all the good work that you and the rest of our friends do to keep the organization alive. Best regards, Dick Forristall P.S. Hope to be able to make the 1988 Convention. ******** DAVE SPAIN, Easton, MD. Hello Joe! Enjoyed latest TARPA TOPICS which arrived today, and from which this dues notice drifted out--So here 'tis before I forget to attend to it. All my best! Dave S. ******** 24

JIM PHILPOTT, Palos Verdes Estates, CA. (Eagle) As long as I can afford, I sure wish to keep paying dues. Its worth every penny. You guys sure do one Hell'uv a job. My very best to you all. Jim ******** LARRY MURCHAM , Trumbill, CT. Joe--Mary died of a massive hemorrhage that was the direct result of cancer. Am slowly adjusting. Hope to see y'all in Tucson, if God willing and the creek don't rise. Larry ( Ed. note: Mary passed away October 14,1987 ) ******** TED HEREFORD, NewPort Beach, CA. (Eagle) Think you all do a great job. Use it for whatever. ********

Ted

SETH STRACHAN, Pebble Beach, CA (Eagle) Joe, Seth, an Eagle, asked me to be sure that his dues were paid for '88. He realizes and appreciates the work and dedication put into the quarterly TARPA TOPICS by your officers and directors. thanks, Jo S. ******** ROY BRISTER, Setauket, NY. (Eagle) Dear Joe:it I'm an Eagle now but I want to give "TARPA" the money for all has done for me. Have a happy holiday. Roy ******** AL THORALSEN, Athens, OH. Joe, Happy Holidays and a Blessed New Year. In school and running to stay here. Hope someday to be active in TARPA, just envious for now. Al Thoralsen ******** BETTY (Mrs Warren) JOHNSON, Pasadena, CA. Dear Joe: As an Honorary member I want to support the organization Warren enjoyed so much. Sincerely--Betty Johnson 25

SAM GRACY, Santa Rosa, CA. Dear Joe: Just received TARPA and is sure is one good publication. My thanks to all of you who work so hard to make it so. Wishing you and Jean a very Merry Christmas and the best for the New Year. See you in Tucson. Regards, Sam Gracy ******** DICK BECK, San Clemente, CA. Dear Joe: Inclosed please find a check for 2 of the enlarged TARPA pins. Would like to put one in my "Shadow Box" and one to wear in my lapel. On the other hand, we both have been so happy with the "Organization" that Lou suggested she might finally have her ears pierced, and wear in the upper part of the lobes. On a more personal note: I had a hernia operation in September, and I can't really figure out how I got in this predicament. Could be I've been lifting too many heavy coffee cups when I should have been using plastic ones. As we all know, when a person is older, they don't heal as rapidly. Looking back on the post-operative recovery period, I didn't realize how slowly I had been moving. The neighborhood Tomcat didn't even blink or budge when I said "shoosh". In fact, my gait was so slow the dogs started to urinate on my ankles. I was almost tempted to buy a pair of "spats"....or go barefooted. The fatigue factor was pretty bad too. Several times, when I was standing looking out the window, I would feel Lou shaking my arm, trying to awaken me. We've had tering of this, but ercise, I up, I can assurance here."

a minor water shortage here, so I've cut down on the waour plants, flowers and succelents. You may not believe I've been talking to them for years. To get my daily exwalk by them every day and, with my hearing aids turned hear them saying "Water, water!" I try to give them reand hope by saying "Be patient. The rains will soon be

By next Sunday at 4:35 PM I hope to be back to taking 2 steps at a time. Otherwise, we're both fine, and Lou sends her best to both of you. Plunk one on Jeans forehead for me. Your'e doing a great job! Always, Dick ******** DICK MARQUARDT, Sun City, AZ Joe: Thanks to all of you who do such good in TARPA. Yours truly, Dick Marquardt 26

ROGER SAILORS, Scottsdale, AZ. Memo from the World's Greatest Pilot Joe: Will see you at the 88th. Will be working with Jack Miller in the golf. Roger ******** BEN BOYD, Fairway, KS. Joe: I am embarrassed that you can keep track of everyone, but I can't keep track of myself. In my defense, however, I did remember I was paid up through 1988--after the check was mailed. Yes, please use my check for 1989 and let me bask in the warmth knowing I'm paid up for two years. Happy Holidays and Thanks. Ben Boyd ******** ART SESSI, Waltham, MA. Joe- Thanks again for all your effort in helping to make TARPA the great organization it has become. Our very best wishes to you and yours for excellent health and a wonderful holiday season. Sincerely, Art and Genny Sessi ******** VERN DAVIES, Reed Springs, MO. Joe: 36 years ago today (12-03-87) I went to work with TWA. I know I'm a year ahead on my dues, but so be it, I may forget when I get feeble minded. I plan on attending TARPA functions in the future. Hope to see you then. Vern ******** FLOYD VALENTINE,New Port Richey, FL. (Eagle) Hi Joe: I still like the "Colorado" air better than Florida. I'm 78 last August and don't feel a day over 80--but keep active. They put a "pacemaker" in me last October so both wife and I each have one now. I'm enclosing a check toward the TARPA Ass'n as I do enjoy and read the "TARPA TOPICS" as it is the only news that keeps us up with the history and news of TWA. The "Skyliner" is nothing at all anymore. We hope we can get out to Colorado this summer as my sister and family live in Englewood and we have friends in Steamboat Springs, also. 27 (cont'd) H

Hope all are well and have a good New Year. As ever, Floyd ******** JOHN ROBERTSON, Prairie Village, KS. Dear Joe: I just wanted to tell you that I think all of you guys do "good work". When I receive my "TARPA TOPICS" I sit down and read it from cover to cover. It is nice to read about people you know and have worked with and I always enjoy Bett's pictures, stories and history. Wishing you and yours a very happy holiday. As ever, John Robertson ******** GENE LORE, Glen Cove, NY. Dear Joe: Another year and we'll be back February. Maybe this will be the time I to Jeanie-have a wonderful Christmas and great. Again thanks for all you're doing

in Steamboat and Aspen in get to call you. Our best New Years. All here going for all of us.

Gene ******** JOHN BOYCE, Bethany, Ct. Dear Joe, Here it is for another year, and money well spent. Except for the rare letter from the kids (does everyone have this problem?), the TARPA TOPICS is the best piece of mail I receive. Well, maybe except for the retirement checks. Too bad it can't be monthly. I'd like to take this opportunity to thank you and Russ and A.T. and Dick (and all the others too numerous to mention) for your efforts in keeping TARPA alive and well. Kindest regards, John ******** FRED AUSTIN, Corona Del Mar, CA. Dear Joe-Thanks again for all of your excellent work for TARPA over the years. The 'B' Fund checks look awfully good compared to just a short time ago . Please extend my thanks to your board members and committees. Remind Russ it was 30 years ago we designed the uniform thats still worn. Best regards, Fred 28

LILLIAN (Mrs Kal) IRWIN, Pasadena , CA. Dear Mr. McCombs--I want to tell you how much I enjoy TARPA. Its nice to read about old friends that you no see. Thank you. Have a nice Holiday Season. Lillian Irwin ******** RUSS MEANS, Olathe, KS. Dear Joe: You asked me a long time ago to fill out the enclosed form. The reason I have not to this date is because I expected the farm I live on to sell. We would then move to town and live a different life. This place is not what you call a developed farm but it is a lot of acres (640). The acreage that is farmed is farmed by a neighbor. My lot is maintanance of the place. As in: maintain the road, do the spraying, clear the fields of fallen timber, haul the hay, do the mowing etc. It has been a pleasant life here but I would like to sell out and retire. The envelope with my 1988 TARPA card has been missplaced . If you have an extra please send it in the return envelope. Thanks. Merry Christmas and Happy New Year Russ ******** GUY CAPIN, Fort Meyers, FL. Hi Joe: Thought this might interest you. We put up a third house, 35' X 100' this summer. Still active and slowing down though. Might sell out if right party shows up with dough. Best to all, Guy (Editors note) What Guy is referring to is an article which was in the local newspaper about his and Denni's orchid-growing business, known as Madcap Orchids. The name was the result of " a family joke that you would have to be crazy to go into this business". It started as a hobby in 1980 when they built a 20'X 40' greenhouse but when Guy retired in 1981 they went into business and added two greenhouses, one 100'X35' and one 65' X 35' and now the third as mentioned in his letter. Hope we'll hear more about their enterprize to print in future TOPICS. ******** "BUD" CUSHING, Hinsdale, IL. Dear Joe: Enclosed please find my dues for 1988. I hope to make it to TUS this year. Patsy and I still live in Hinsdale in our 1896 house. Do have a lot for a smaller house and 4-5 car garage for toys. We just bought 89 acres including a commercial airport in Newark, Ill. 45 (cont'd) 29

miles SW of Hinsdale. We plan to rename Spahnholz Airport Cushing Field after 1 Jan. We have 8 152's-172's and a Piper Apache on leaseback around the country (2 TUS 1 MKC 1 DFW 4 here). I just became a Gold Seal Flight Instructor (24 multi-eng-SCI and ATP ) ratings this year. I'm having some difficulty adjusting to the roll of senior citizen around the airline. (seniority /#4-Ord-LHR in the summer and STL-HNL in the winter. Still think of myself as a 135# freshman listening to your every word about the L049. My best, Bud Cushing I thank our S/T for being so prompt this month in sending all these notes and letters to me. But as Joe himself might say," Its not easy being perfect--but someone has to do it." He enclosed the accompanying picture of he and Jean taken at the Clipped Wings Convention in Cincinnati last October. Joe is shown wearing the "Money Hat" which was a project of the Orange County (CA) Chapter and contained $200 stuck in the brim which was raffled off for the benefit of the Alzheimer Foundation. Other chapters also had raffles, the tickets for which Joe is holding in hand. He says that RICH BEIGHLIE , VIC REED, BOB WIDHOLM and himself represented TARPA at the Convention but they wouldn't allow them into the business meeting. Wonder why!

********* Hope to see everyone in Tucson:

AVTEK 400 Stall speed VMO Max speed s.l. Max speed 41,000' Rate of climb Max operating alt.

83 mph 293 mph 293 mph 418 mph 4,630 fpm 41,000 ft.

Empty wt. Max takeoff wt. Max landing wt. Max fuel capacity Max range Max fuel economy use

3,664 lbs. 6,500 lbs. 6,500 lbs. 265 gals. 2,213 sm 10 mpg

The composite structure of the AVTEK 400 is unique because it is the only commercial aircraft designed using DU PONT KEVLAR and NOMEX as the basic airframe material. Computed figures for the AVTEK 400 show a quantum jump in performance over present metal airplanes. Twin Pratt & Whitney PT6 turboprop engines drive composite counter-rotating pusher propellors providing greater efficiency,quietness and safety. From Chairman of the Board of AVTEK Corp. Robert Adickes Recently we received new engines designed for the AVTEK 400A by Pratt & Whitney, and we expect to begin a new series of flight tests next month. The project has been slowed due to funding, however I believe we will soon make an announcement to keep production in the United States. Failing this, we will accept an offer from the Government of Finland. This will move AVTEK production away from the United States (something already happening with many other industries) and I think the beginning of America's decline as the world's greatest power. Plan to attend the next TARPA convention in Tucson. Please relay my best wishes to all the TARPA members, and with best wishes, I remain, Cordially yours, Bob Adickes (Editor's Note) I recently read that the State of Pennsylvania Legislature unanimously voted to invite and fund an AVTEK facility to their State.

31 r

TWA NEWS TWA has applied for authority to provide service from West Berlin to Frankfurt/ Stuttgart/Munich and Hamburg in West Germany in a two-phase startup which could begin within 120 days of approval. TWA first established service to West Berlin through Brussels August second. 727's would be used and this operation would require 15 to 20 crews if it happens. It is expected the total number of pilots removed from the seniority list during 1987 will be about 140 to 145. Recall of furloughed pilots started in November of 1987 and will continue until all are recalled. Maintenance has completed a delay analysis of the L-1011 fleet to determine recurring mechanical problems and in 1988 all L-1011 aircraft will be scheduled for appropiate modifications to improve their dispatch reliability. Home computer access should be available for pilots by the summer of 1988. TWA's recent requirement to add fuel remaining to each position report is a direct result of the FAA audit of TWA procedures. The reasoning is that the Flight Dispatch Officer needs that information to track and then re-release flights. A list of air carriers has been added to CAMS. Active pilots employed by the airlines listed are eligible for ACM 17 travel on TWA airplanes subject to Captain's approval. [Editor's Note: And how about us old retired pilots? On some carriers retirees can ride ACM]. In accordance with an agreement between Mr. Icahn and the TWA pilots provisions for a voluntary "pre-tax" employee savings plan under section 401-K of the IRS code have been authorized and adopted. No Federal taxes are paid on monies deposited in the plan until the money is distributed to the employee. TWA is discussing with Gulf Air the possibility of operating two of their 1011's JFK=LHR on morning flights. TWA has acquired two new MD-82's which will be put into service shortly. In 1987 TWA took delivery of 6 MD-80's and one 767.

AWARD OF MERIT NOMINEE Capt. John B. "Jack" Le Claire has been selected by the Award of Merit Committee and appoved by the TARPA Board of Directors to be the recepient of TARPA's Award of Merit to take place at our upcoming convention in Tucson. This award is given on the basis of the individual's " Contribution to Commerical Aviation". Candidates are limited to those who have been TWA employees or former employees. The Award of Merit Committee is composed of Ole Olson-Chairman, Bill Cooper and J.W. "Chick" Dyer.

FIRST FLIGHTS MOST EXCITING MOST MEMORABLE

From Don Tabor About my first flight, after 6 months of school, line time and check rides, especially with loveable Andy Beaton, I'm finally ready for my solo flight as Flight Engineer. Incidentally, Andy was famous for being tough, but I'll say one thing, he was fair. My first trip (1953) was out of LAX to MKC on an 049 Constellation. The man in charge was Captain Franklin Young. He was ending his career and I was beginning mine. About 20 minutes out we started losing oil from #3 engine. My first thought was, "No, don't do this to me on my first trip!". Capt. Young was a real gentleman. He turned to me and asked me what I thought we should do. He knew darn well what he had to do. He was just trying to make me feel good on my first trip. It felt nice to be part of the team. As for my most interesting and exciting, It was at night, about 2 A.M., in the middle of a big summer storm somewhere between Chicago and New York. We were flying a 1049G with the screens still in the engine air scoops. The Captain was Jim Hammonds and the co-pilot was Dick Vance. It didn't seem too bad at first, when suddenly # 3 engine quit cold. No problem, I said to myself, as I reached for the alcohol and carburator heat. About the time my hand reached the carburetor heat control the other three engines quit. It became very quiet. Later a hostess told me that a passenger wanted to know why it was so quiet. She told him the F/E was shifting blowers! All I heard at the time was the co-pilot saying on the radio, "This is Flight so & so, we have lost all our engines, clear the air, we are coming down". Pretty cool, huh? We lost several thousand feet until I got #3 engine going, then soon after the rest were started. A funny thing seems to happen at a time like this. I think a person is too busy to be scared until later. What with all the alcohol switch, carburetor heat, throttle closed, full rich, etc. that it takes to restart the engines, Jim later said it looked like I was playing a piano back there. The laughs were a little hollow. Needless to say, it wasn't long afterwards that the screens were removed from the Super G's. Another time, on a Pacific run, different crew, we had an engine fire on a Cargo 331 about 1,000 miles out of Guam but that is a another story! *

And from Stuart Nelson First trip on the line with TWA was from MKC to ICT on 9/3/52 and I flew with Mel Rogers. It was Flight 387 in a DC-3 # 349 and the flight time was 1:35 hours. Memorable flight was from Heathrow to Keflavik on 4 July 1983. I was in command of TW 761 (A/C # 17109) scheduled non-stop LHR to LAX. 45 minutes NW of KEF the start valve for the # 1 engine illuminated. We secured the engine and obtained clearance to KEF. The weather was rainy, windy and cold [KEF, what else?]. The passengers dined in Reykjavik, stripped the duty 33

FIRST FLIGHTS, ETC. free shop and in a few hours we were off to LAX with a new starter [the other was demolished]. It was a memorable fourth of July! *

The following was sent to us by Ole Olson and must fit in the category of memorable flight, at least. The author belongs to Ole"s QB Club. Now hear this: As you know, all Navy fighters and dive-bombers have folding wings to facilitate parking on carriers and on hangar ramps ashore. Folded, the wings point straight up; extended, they are horizontal to the ground. Taking off one day in an FG (Corsair fighter) I reached 1500 feet of altitude over a landmark which was, as I learned later, three and a half nautical miles from the end of the runway. At that point, with a terrifying sudden crash of silence, the engine, a twin-row radial, quit completely. Below was a densely populated area with no open landing place in sight. With a full load of volatile gasoline, for a fleeting instant, I thought my time had come. Drawing on my early Navy training to use ingenuity in emergencies, I became cool and deliberate. Being aware that the windmilling prop would sustain hydraulic pressure, I folded the wings. As they reached the full up position I immediately extended them. Then, alternately, I cycled them up and down, up and down. To my surprise I found that I was maintaining altitude and flying at a speed well above stalling. In fact, I was imitating the action of a bird's flapping wings in flight. In this manner I was able to execute and complete a wide 360 and land back on the active runway without damage to aircraft or pilot. Had I not told of this bizarre happening, no one would believe it. C.R. "Mack" McDonald, Scribe to the QB Beam, KS Hangar. *

From Walt Ghiorsi I was on my first familiarization ride on a Martin while still in intial training late March 1956. The Captain allowed me to sit in the right seat while Harry Hoyt, the First Officer, sat in the jump seat mounted on the cockpit door as we flew from CMH to Day on V12N. I had my hands full just trying to figure out how to tune the radios (was 118.3, 5E, 3A or 4B). It was a beautiful CAW night and we saw the runway from many miles out, being just about lined up, since we were cleared to land to the southwest. We were in the flare to land when Harry shouted, "This isn't Dayton, the tower is on the wrong side of the runway". We pulled up at Urbana and proceeded to Dayton where we made a normal landing. continued next page

FIRST FLIGHTS, ETC. The Captain asked us to stay in the cockpit for a while to allow the passengers to deplane. We didn't delay long enough because as we came down the aft stairs one of our passengers was waiting for us and asked the Captain how come we almost landed and then flew for another ten or fifteen minutes. Without a moment's hesitation the Captain looked him right in the eye and said, "Sir, that wasn't Dayton. That was Urbana. It's one of our emergency auxiliary fields and we are required to make one approach a year into it. That was my qualification approach". The passenger patted the Captain on the back and said, "Damn good idea", as he walked off toward the terminal. It was then I knew I had a lot to learn about being an airline pilot. *

(Editor: Too bad a certain other Captain I know of didn't think that quick when the Company wanted to know why he landed at Urbana). *

A worthy place to send your tax deductible donation is to our TWA PILOTS RETIREMENT FOUNDATION. There is no middle man, all funds go directly to assisting those pilots or their widows who retired back when there was very little pension payment and it is determined they are hardship cases. Officers administering the plan are; Fred Arenas-President, Harry Jacobsen-Vice President, Robert Thompson-Secretary/Treasurer, Robert Essaf-Trustee and Donald Ulrich-Trustee. You may send your check to Robert Thompson whose address is in your directory or mail it direct to; TARPA RETIREMENT FOUNDATION ALPA Federal Credit Union 825 Midway Drive Willow Brook, IL 60521 Please put the account number 90-17470 on your check. *

Notice that the TWA ALPA MEC passed the following resolutions at its meeting last October in Aurora, Colorado; BE IT RESOLVED that the TWA NEC, on behalf of all TWA pilots, hereby extends Captain Jim McIntyre a heartfelt thanks for his many contributions to the airline piloting profession, and further BE IT RESOLVED that the TWA MEC hereby extends to Captain McIntyre, in words with special meaning in the naval tradition to which he has devoted so much of his life, a sincere "Well Done". WHEREAS cough, gag, choke, wheeze and sputter, therefore BE IT RESOLVED as of January 1, 1988, all MEC meetings will be conducted in a smoke free environment. *

TOBACCO SMOKE I have watched people die of "natural causes" that were breathing better than I do. I have emphysema. "Reach for a Lucky instead of a sweet". "Chesterfields, they satisfy". "I would walk a mile for a Camel". "You've come a long way, baby, shows a vivacious skinny gal light up a Virginia Slim. Strong men on horseback rope cows, rescue baby calves, fix windmills, then fire up a Marlboro. These ads work. A fancy graveyard in California is called Marlboro Country. It is Forest Lawn. Lots of folks rest there in peace. About seven years ago I sensed an ailment other than old age. I walked to the mail box to get my Texarkana Gazette. I huffed and puffed five minutes before I could read what happened yesterday. Or, leave the TV seat to get a cold one from the icebox, then wheez and choke thus missing two crucial plays. The many tests confirmed it --- emphysema. St Michaels, one of our better hospitals in the ARKLATEX , holds a monthly symposium for poor breathers. When I arrived the room was already filled with "misery loves company". A loquacious young doctor gave us a slide talk on breathing problems. I learned that bronchitis, ashma and emphysema are the main culprits. A body may have either one, two or three. He gave us a rundown on the therapy being used - either orally, injected or by inhalation. They were funny sounding brand names. He told us what they do for you or to you. Some side effects to expect are, muscle tremor, increased pulse rate, nervousness, nausea, vomiting, seizures, urinary retention and hallucinations. The latter is no stranger. Take your pick. In recent years there are strong efforts to reduce or eliminate tobacco smoke. The Surgeon General came out strongly on the adverse effects. There are no smoking areas in restaurants, offices prohibit, theatres, public buildings etc. Commercial airlines have "no smoking areas". It does little good. Having spent twenty five thousand hours in airline cockpits, the smoke gets up there. Cigarette tar is removed from the aircraft's exhaust vents frequently. So you breathe other folks' smoke. There are lots of quick cures for smokers. They are money back guarantees. Just take a sugar coated pill and a glass of water for seven days, then never light up and you are cured. The newest gimmick is to be hypnotized. Yeah! The irony is tht the Federal Government uses tax dollars to subsidize the tobacco farmers. Meanwhile, people are dying from multiple ailments including cancer, using a mixture of Turkish and Domestic blends. The bottom line is; At this time there is no cure for AIDS or emphysema. The medics may extend life for a few more miserable years. Kids be wary! D. B. Kuhn, Texarkana, AR *

They say you are getting older when it takes you longer to rest than it does to get tired!

THINGS I NEVER KNEW ABOUT CHRISTMAS Walter Winchell-1944 The origin of Christmas fixin's is as varied as the countenances of the hordes of street corner Santas. All ages and cultures - from the era of the Druids of ancient Gaul to the five and tens' synthetic trees and plastic ornaments - have contributed to the Christmas holiday, which was not officially designated as the twenty fifth of December until 336 A.D. by the Roman Church. Before this date, holly was hung as camouflage on the doors of the early celebrating the birth of Christ. This was in order to avoid persecution, they masked their gayety by garlanding their homes with the holly -- the decoration used by the Romans at the pagan festival of Saturnalia, which at the same time.

Christians and prevalent occurred

Many of the Christmas customs were carry-overs from pre-Christian celebrations. Hanging gifts on trees is supposed to stem from the tree worship of the Druids and the belief that the tree was the giver of all good things. The Druids are also partly responsible for the use of mistletoe at Christmas time. They regarded the mistletoe as sacred, made certain that it never touched the ground and dedicated it to the Goddess of Love, which explains the kissing that goes on under it. Kissing under the mistletoe is a simplified routine in this streamlined age. Originally, when boy kissed girl, he plucked a berry from the cluster and presented it to her. When the berries were gone, so were the kisses. The burning of the Yule log comes from the Scandinavians, who long before the birth of Christ celebrated the two great turning points of the sun's course through the sky and burned wood fires as a sacrifice. The burning at the winter solstice was called the Yule log but centuries later the tradition of pouring wine and oil on the log to form a beacon while carols are sung was added. In America, the Yule log celebration was most popular in the Southern States, where the Virginia Reel would wind up the celebration. Not all of America was joyous at Christmas time. In Colonial times, a Massachusetts law forbade any gayety at Christmas. The Irish gave us the custom of putting lights in the window, influenced by the story of Joseph and Mary. The beam of light symbolizes a welcome to wanderers unable to fine a shelter at night. The boar's head, now seen only as part of the decor at colleges and exclusive clubs, was a common sight in medieval days, when every feudal lord had feasts so lavish that the dining boards were set on tree stumps in order to bear the weight. the boar's head was garlanded, decorated and served on a golden or silver platter. Christmas pie was made in the shape of a cradle or manger and in England plum pudding was originally called Hackin because all the ingredients were chopped Another specialty was, and is, the wassail bowl, whose closest descendent is the apple toddy. The word is from the Anglo-Saxon "Was Haile" meaning "Here's to you" ( our Christmas toast to you).

THINGS I NEVER KNEW ABOUT CHRISTMAS (cont'd) While the custom of Christmas trees antedates Christmas itself, use of the trees became widespread only in the nineteenth century. The Romans decked their homes with green trees on holiday occasions. It received its Christian symbolism from the legend of St. Joseph of Arithmathea, who settled in Glastenbury and planted his staff in the earth, which is supposed to have borne leaves and blossomed thereafter every Christmas Eve. The first historical mention of a Christmas tree dates to a Strasbourg, Germany, record of 1605, containing a description of fir trees set up with colored paper roses, apples, sweets and gold foil. Prior to the introduction of trees to the Christmas celebration, Greeks would give their landlords a pole wreathed in holly, ivy and flowers - while in England gilded evergreens, apples and nuts, heaped into a pyramid were carried around as gifts. In other countries, a wooden pyramid was constructed, adorned with lights and paper, to which green twigs were later added, making it look more like the tree as we know it. England introduced the first Christmas card in 1858, when 1,000 copies of the first edition were sold. The first playing cards were also devised in England only as a Christmas season novelty, but they soon developed into all -year and all-night affairs. The Christas Seal, which is sold by the Tubrculosis Association, was first invented in Denmark in connection with a children's hospital which sent a copy to Jacob Riis, the philanthropist, who wrote an article on it in Outlook Magazine. The article became the incentive for Miss Emily Bissell of Delaware, who organized the first sale of seals and raised $3,000.00 for a Tuberculosis Pavilion. Kriss Kringle comes from the German "Christ Kind" or Christ-child, and the gifts are Christbundles. Cakes, toys, clothes are tied in a bundle with a twig, called the Christrod, though to be symbolic of teaching obedience, chastisement and discipline. Santa Claus, known also as Bonhomme Noel and Rupert, found it convenient to come down the chimney about New Year's so good luck could enter - not to mention the draft need for the fire. The town of Santa Claus, Indiana, which received over 60,000 letters per day at Christmas time, got its name as a result of being refused the name of Santa Fe by authorities because of the other Santa Fe. Santaclaus was the original spelling , which was simplified into two words when the children's mail started pouring in. Instead of Santa Claus, the Italian children believe in an old woman called Bufana, and in Russia, Babushka takes the place of St. Nicholas. Father Christmas in Finland is dressed as a goat and hands out gifts which traditionally are to include a large package of meat. Belgian children believe St. Nicholas was born in S;ain, but our conception of St. Nicholas, a merry little gentleman who lives at the North Pole and comes to town on a sled with reindeers, has it birthplace in the poem of Clement Moore, who wrote "Twas the Night Before Christmas" in his Greenwich Village home in 1822. Bill Piper said his father gave him the above in 1944. 38

BIOGRAPHICAL SKETCH BY Russ Bowen I graduated from Washburn High School in 1930 and entered the University of Minnesota that fall. At this time a turn of the "Wheel of Fate" (as I call it) changed my life pattern for all time. I had intended to be a geologist and with this in mind planned to enter the Liberal Arts College. Due to an administrative error, I was enrolled as an engineering student in the School of Mines and Metallurgy. Examining the curricula, it appeared I could work toward the degree EM (petroleum) and get the geology courses I wanted plus a lot more so I decided to remain put as enrolled. At this time the depression was bearing down and the "Wheel of Fate" again entered the pictute. The summer following my freshman year I worked as a salesman for a publishing company in Minneapolis who printed and distributed school periodicals and texts. With a group I traveled over the western half of the country and when summer was over I found myself in Seattle. This was the time to return to my studies but the company made me an offer I couldn't refuse. They elevated me to sales manager status and, as such, with a picked crew, off we sailed to Alaska. Later, the following January, we sailed to Hawaii leaving San Francisco. (This was 1932, well before scheduled trans-Pacific flights.) We spent 8 months in the Islands, visiting all the principle islands; Mauai, Kauai, Hawaii and, of course, Oahu. While in Honolulu I attended night classes at the University of Hawaii. I received a good brush-up there in math which was to stand me in good stead at the U. of M. During this one year hiatus three things occurred. First, I fell in love with the Islands and determined to someday return. Second, I matured during this year and my goals were set. And, also, I saved enough funds to see me through the balance of my schooling. How different from today! The quarterly tuition at the School of Mines was only $30.00! I graduated in 1935 with my coveted degree EM (Petroleum). Officially, the depression was now over but jobs for college grads were still hard to find. The petroleum industry had been particularly hard hit with oil selling for as little as five cents a barrel at the well head in Texas. It was literally cheaper than water. At this time in April of 1935 the United States Navy announced a new Navy cadet program. This plan provided for elimination flight training at the various Naval Air Reserve Bases. The surviving trainees were then to be sent to the Pensacola Naval Base in Florida for the full 300 hour one year program as U.S. Navy pilot aviation cadets. At that time, which was changed later, applicants were required to be college graduates, pass a tough physical examination and agree to remain in the service unmarried for four years unless busted out of the training program. Over 200 mobbed the Naval Base for application cards and I was one of them. Up to this time I hadn't given a thought to becoming a pilot. My training had been to drill holes in the earth, not the sky. I passed the initial portion of the physical exam and this eliminated quite a few of the 200 applicants. On a Sunday I received a phone call from the Navy medics. Would I please drop off a urine specimen early the next morning on my way to the University? Unacquainted as I was to a request of this sort I grabbed the first container I could find which was a clean quart bottle. I pretty well filled it during the night in my nervous eagerness. Early the

CAPTAIN RUSS BOWEN next morning I boarded the Minneapolis street car clutching the bottle which I had sense enough to put into a brown paper bag. When I arrived at the exam facilities I found them closed but on the doorstep on an open tray were eight other specimen bottles of various shapes and sizes each placed on an identifying paper as per instructions. Inadvertently, my foot caught on the tray spilling all the contents of the bottles. Now I had a real problem, what to do? But, in my hands, I held the solution (pun intended). And I did what any eager applicant would have done. I righted the bottles and, glug, glug, refilled them. I have often awakened in a cold sweat. How awful it would have been had I flunked the urine test and carried down with me eight others. Well, I completed my physical and our number had now been reduced from the original 200 to about 25. The next ordeal was to stand before a selection board composed of Navy and Marine Corps officers. During this interview another occurred another turn of the "Wheel of Fate". I was asked that if approved for flight training I had any preference, U.S. Navy or U.S. Marine Corps. It so happened that while awaiting my turn for interview I had read a recruiting pamphlet and the phrases "Marine Corps" and "Esprit De Corps" met my eye so when asked my preference I responded, "Marine Corps". The Marine member of the panel looked up and asked me why. I answered, "Because they have esprit de corps which I admire, Sir:. I knew I had at least one vote on that panel and that indeed my training as a salesman had not been in vain. Well, 12 of us passed this phase. The following week, 11 June 1935, I became PFC R. A. Bowen, USMCR. Shortly, Private Bowen and the other successful applicants were ordered to active duty for flight elimination training at the Naval Reserve Aviation Base at WoldeChamgerlain Field, Minneapolis. During this 30 days of elimination training we received the munificent sum of $1.00 per day plus quarters and subsistence plus flight pay of fifty cents per day. Elimination training consisted of about nine hours of instruction in Navy "fledgings" in which we soloed, that is, those of us who survived the training. On my last instruction flight my instructor, Lt. Nienaber, gave me a grudging thumbs up and away I went on my solo flight. I had not heard the instructions that we were to make one takeoff and landing only. When airborne, the exhileration of flight seized me and I made several touch and goes. On my third go around I saw my instructor wildly waving his arms but I assumed he was merely enthused with my fine performance and away I went again. But then I suddenly realized that the skies were empty except for me and I became very lonely especially when I saw a knot of people on the flight line pointing and waving in my direction. When I finally set down on terra firma it was revealed to me that my instructor had seriously considered shooting me down. Despite this grave infraction I received my appointment as Cadet on 17 July 1935. Much to my surprise I had been ranked as Aviation Cadet Number 1, USMCR, nationwide,one of my few claims to fame. The first class of 70 plus, a composite of both Havy and Marine Corps, convened at Pensacola, Florida, forming Aviation Class 81-C. This was the first monthly class under the Cadet program of flight training that was to continue each and every month with few exceptions until the termination of World War Two After one year and over 300 hours of flight time 42 of us were successful in winning their coveted Navy gold wings. The balance of us who started had been washed out. 40

RUSS BOWEN As a Marine Cadet I was assigned to Aircraft II, Naval Air Station, North Island, San Diego, California. There I joined Marine Bombing Squadron VMB-2. We flew the Great Lakes Dive Bomber, a rugged plane capable of diving to terminal velocity with a one thousand pound bomb. Each year our squadron, for training purposes, was deployed aboard an aircraft carrier for a short cruise. I had two such tours, one aboard the USS Saratoga and one aboard the USS Lexington. Both of these carriers were later lost during the war. After two years attached to VMB-2 I was transferred to a much desired billet, the Utility Squadron VMJ-2 which had both single and twin engine aircraft. Upon release from active duty, my four years completed, I was promoted to First Lieutenant and attached to the reserve squadron in Long Beach, California. TWA hire meas a co-pilot in July 1939 based in Burbank. I began my captain check-out in December of that year, a happy rider on the bow wave of unprecedented airline growth. After Pearl Harbor I was recalled to active duty and returned to TWA upon termination of World War II based in San Francisco, once again happily afloat on the bow wave of airline expansion. *

PAUL HUSAK & HAL BLACKBURN John Soule in backqround.

SENIORS ROUND UP AT WICKENBURG Top Photo, at the Bar-B-Q after the golf tournament. Left to right; Andy Beaton, Gene Exum, Bill Cooper, Curtis Davis and Roy Davis. Bottom Photo; The three dudes are Al Wollenberg, past president of TWA Seniors Club, Jack Miller, husband of Beth (Sy) Gates Miller of Northeast Seniors and Dispatcher Paul Husak. 42

WICKENBURG- Left to right; Flight Engineer John Soule, Gisela Soule and Johnny Guy, Foreman and Aircraft Acceptance.

Paul McNew

D. W. "Tommy" Tomlinson & Wife

Cleo Mattke and Horseshoe Pitching Champion Bill Ashcraft.

WICKENBURG 7 November 87 Left to right; Bill Cooper, Cliff Davis, Gene Exum, Gordon Granger, Red McKenney and Lofton Crow.

Dean & Barbara Phillips

Colonel John H. Clemson Arizona "Big Chief Sun Hat"

WHY REAL AVIATORS WEAR FLOWING WHITE SCARVES by Hank Gastrich There are only a few of us old timers around who know the true story of how and why aviators started wearing white scarves. The wearing of a white scarf by aviators is something that started during the earliest days of aerial combat and that it was worn as a functional part of their flying uniforms; it was more than a mere article of clothing or a compliment to a pilot ' s ego. The story starts in France, Circa 1915 at an aerodrome on the outskirts of Pont-a-Mousson where each day the few French aviators would take to the skies in their Morane Saulniers and entertain the German aviators in combat. In their open cockpits they would battle with their enemy while their comrades fell in flames around them, and then return to the aerodrome...to past their dead and to live what might be left of their lives the same as they flew their aircraft...with abandon. Their motto was, " Eat, drink and be merry, " and they knew that for most of them their tommorows would never become yesterdays. Their uniforms were as crude as the craft they flew and while on patrol each day, their lives depended on their alertness; on their ability to spot the Hun before the Hun spotted them. For this reason, those who lived to fight again would return to the aerodrome with severly chafed necks caused by the rough, wool shirts and the constant turning of heads. One night when Henri, a French aviator, was holding his cher Jeanne tightly in his arms, she saw his red, raw neck and questioned him as to the reason. When Henri explained, the resourceful French barmaid quickly found a solution. Raising her shapely left leg, she slowly removed the silk stocking, and laughing playfully, she wrapped it around Henri ' s neck as she told him this would not only solve his chafing problem, but that the stocking would be his talisman...and protect him as he flew in anger against the Boche and their deadly Spandau bullets. The next morning, when Henri prepared to meet the Boche, he wrapped the silk stocking about his neck. He could see that it was visible above his collar and not wanting to suffer the gibes of his comrades, he quickly cut a length of white silk from his parachute and wrapped it about his neck, successfully concealing the stocking. During the ensuing weeks Henri ' s fortunes against the Huns was good and his luck was miraculous as he dodged one Spandau bullet after another. Soon, his squadron mates had noticed this phenomena and finally coerced Henri into telling them his secret. There was immediately a mad rush into town where all the French maids were relieved of their silk stockings. But...those destined to die were still dying...and the number was many. The one thing Henri had not told his comrades was of the lack of success he had with cher Jeanne in " affairs le amour " ...or of her chasteness. When this truth was pulled from Henri, it was determined that for the talisman to be really effective, it was necessary that the stocking be " removed from the left leg of a virgin at precisely midnight...while parked in front of a cemetery. 45

WHY REAL AVIATORS WEAR FLOWING WHITE SCARVES (cont ' d) So there it is my cherie, the true story of why aviators wear white scarves. And yes, I did wear one during the war, and my presence here today is surely in part due to the talisman I once wore - obtained in Memphis in 1942. These days many pilots wear white scarves. Few I suspect wear the talisman. The increasing scarcity of cemeteries and other considerations would make obtaining a true talisman impossibly difficult.

INDEED THERE IS A THIRD WORLD! An American oil official witnessed the following experience on a Nigeria Airways flight from Lagos to Port Harcort. Soon after takeoff on the two hour flight, the pilot turned the controls over to the co-pilot and came back to the cabin to chat with a friend. When the inexperienced co-pilot saw a thunderhead approaching, he thought he needed the pilot's help. Instead of using the P.A. he put the plane on automatic pilot and went to the cabin to summon the captain, the door to the cockpit closing behind him. But he had forgotten one important matter. The airline recently installed anti-hijacking doors on all its planes and they could only be unlocked from inside the cockpit. As the horrified passengers watched, the pilots took turns with a fire ax until they had battered the door down to get to the controls. [From the November newsletter of the Florida Aviation Historical Society.] We subscribe and the five dollars per year is well worth it. If you are interested, their address is P.O. Box 127, Indian Rocks, FL 34635. *

We are sure most of you have read about Michael Deaver,former White House Deputy Chief of Staff, who left the job to become a consultant and has now been convicted of perjury and accused of unethical conduct. Maybe you missed the article in the New York Times by Ben Franklin where he mentions Deaver had TWA for a client. Here tis; Under a $250,000 a year contract with Trans World Airlines, which was fighting a takeover by the corporate raider Carl Icahn, he called to solicit - but failed to get - a delaying action from Elizabeth H. Dole, then Secretary of Transportation. Under new management, TWA never asked him to do more. He made a quarter million dollar phone call. Couple this with Meyers et al golden parachutes and the twenty eight million or so they gave Lorenzo and you can understand why the pilots had to help out TWA by taking a pay cut! *

Gordon Parkinson sent me some articles on airline passenger complaints and the FAA's program for required reporting of mishandling. Reminds me of something Bob Adickes said to me years ago. "The air traveling public defies all rules of human behavior, the more they are abused the more they come back in ever increasing numbers" 46

47 V

THE ORIGINAL CONNIES by Ed Betts If you were among a group of pilots and flight engineers who flew the line with TWA during the years 1945 through 1961 and the following ' Trivial Pursuit' type question was posed, what would be your answer ? What aircraft model and engine would you best associate with these clues: " checks OK on the ground", " request wand check on arrival" and "request the outgoing captain to meet flight on arrival at the gate" ? Although these old airline cliches could be associated with a number of piston-powered aircraft, the chances are the majority would answer," the 049 Connie and the Wright 3350-BA engine'.' The 'Constellation' was Lockheed's answer to a Howard Hughes request for speed; a commercial airliner capable of an eastbound transcontinental flight, nonstop, in eight hours or less and westbound, with one stop, in about nine hours. With a no-wind condition, this requires an average speed of 312 mph for the approximate 2,500 miles. Besides the speed and range capabilities, the plane was to be pressurized for over weather flying and have a cabin interior which was the most deluxe possible . It was also the Hughes intent (he was the majority stockholder at the time) to give TWA a two to three year advantage or monopoly over its competitors with the proposed "Queen of the Skies". For a short period in the post-war years TWA did enjoy this advantage, although there were a number of flight crews (plus maintenance and overhaul) who would have preferred the title "Queen of the Red Light District " ...she was a " bitch" before numerous modifications or alterations erased the reputation of disrepute created by a series of accidents and incidents. As an introduction or preface to the article which follows about the development of the Connie, I would like to give credit and thanks to a number of men who assisted me with the research and were in on the development stages from the very beginning. These include three men who were, in turn, assistant to company president Jack Frye and vice presidents of research and engineering: Captain ( Navy and TWA) D.W. " Tommy"Tomlinson, John C."Jack" Franklin and Robert W."Bob" Rummel. John E."Johnny" Guy, who spent most of his TWA career at the Douglas, Boeing or Lockheed factories accepting new aircraft cnd Robert E . Johnson,of Wright Aeronautical, who was their factory representative with the 3350 and other engines. According to several aircraft historians such as former TWAers Louie Barr and Harry Sievers, and British author Peter Marson, who have researched old Lockheed, CAA(FAA) and TWA files, a total of 856 various model Constellations were produced. This includes 88 of the original model C-69s for the military or 049s for commercial airlines. Not including several C-69s assigned to TWA's wartime lCD operation for the military, a total of 39 model 049s (or converted C-69s) saw service with the company at one time or another. Eight were lost i n accidents, seven of these during the first two years of post-war operation. In addition to TWA's losses during this same period, two C-69s and one 049 were lost by the military or PanAm...hence the shady reputation until modifications were made. Typical of the days before recorders and " black boxes", the need for the modifications was learned the hard way...by the men flying the line! As the introductory clues indicated, there were also numerous logbook writeups of mechanical problems, in addition to the accidents or incidents, which helped make the Connie a respectable lady.

THE

ORIGINAL CONNIES

When the new T&WA first took to the air, in October of 1930, its fleet of passenger aircraft consisted of tri-motor Fords and Fokkers plus two four-motor F-32s, all inherited from the airlines who were a partner to the merger. The 32-passenger F-32s were the nation's first four-motor transport, but were soon grounded as too expensive to operate. During the early 30's the two-motor transports became popular and thanks to TWA's specifications and order, the DC-2 became the leader. These were introduced in mid-1934, the same year when American and Douglas collaborated with the production of the DST/DC-3 series which was to make aviation history. American introduced the 'jumbo' version of the DC-2 in mid-1936; it was about the same speed as the DC-2 but could carry more passengers and with greater range capabilities. In 1936 a number of the leading US carriers, including TWA, agreed to co-sponsor with Douglas the development of a four-motor transport, dubbed the DC-4E. Airline engineers would pool their expertise along with the Douglas staff for the design and specifications. The original concept was for a pressurized cabin, but this was dropped as too costly and impractical. In the meantime TWA was doing its own research with regards to high altitude flying with Tommy Tomlinson heading the program (and pilot). The prototype DC-1 was used in 1935 and the single-engine Northop 'Gamma' in 1936. There was no doubt in the recommendations made by Tommy; TWA wanted a pressurized airplane. This time TWA turned to Boeing with its specifications, which brought about the orders for the nation's first four-motor transport which was pressurized, dubbed the 'Stratoliner'. Boeing was able to incorporate a lot of the design features of the B-17 Bomber into the commercial version SA-307B which included the wings, landing gear, tail etc. Deliveries of five aircraft were promised for mid-1938. PanAm also ordered four aircraft. In 1937, after two years of a modest operating profit, TWA's finances took a nose dive. Load factors, which were typical of the industry, had dropped to a low of 45% and the company was unable to make the progressive payments for the Stratoliners. There were lawsuits as TWA sued to recover the $397,500 already made towards the S1,590,000 due, and Boeing sued to keep this amount and more for the development costs. TWA's order was cancelled, but production continued for the PanAm order and possible other markets. The DC-4E was first test flown in June of 1938, and was later used by United for a series of tests as well as a "good will tour" across the continent. The plane was hailed as the largest landplane built (66,500 Ibs) with a 42 passenger (day) capacity, had three tails and was the first to feature the tricycle landing gear (the nose wheel was called the "Tri-Safety, a Douglas trademark, also used for the DC-5 and B-19 then in the prototype stages of design and construction). Tomlinson made a series of flights with the plane in March of 1939, and his report to TWA was negative. "Too many cooks had spoiled the soup", the plane was too heavy and underpowered. TWA pulled out of the joint agreement (the one plane had cost $3,000,000 to design and produce). The plane was later sold to a Japanese airline (and it later crashed). It was "back to the drawing boards" for Douglas engineers with the production model DC-4 (single tail, aircraft weight of about 50,000 Ibs). By early 1940, Douglas had orders for 40 airframes at a cost of $350,000 each from American (15), United (10), Eastern (4) and PanAm (4). However, none were delivered by the time the US went to war.

THE ORIGINAL CONNIES

The first of the 'Stratoliners' for PanAm was flown in December of 1938 by test pilot Eddie Allen. It was a success although in March of 1939 there was a severe setback in the production program when a crash occurred during a demonstration flight for a KLM group. All aboard were killed, including TWA's system chief pilot, Harlan Hull. Boeing knew the cause of the accident and with certain modifications production resumed later that year. It was no secret that the principal TWA stockholders (the Lehman Brothers investment firm and John D. Hertz) were at odds with Jack Frye due to the operating losses, lawsuits, etc. It isn't known just when Frye talked Howard Hughes into secretly purchasing the majority stock, by Frye supplying the names/address of those owning large blocks of stock, but it was finally announced in early 1939 that Hughes owned 46% of the stock outstanding. Hughes was well known in the Hollywood crowd for his epic movie productions as well as in the aviation fraternity with his world records for speed, transcontinental flights and the fastest time around the world (in 1938). Frye had also set numerous records including two transcontinental flights in 1934, and the alliance of the two aviators seemed a natural (at the time). With the Hughes money, or the guarantee to lending institutions, TWA was in a position to modernize its older fleet of DST/DC-3s with new engines of the 1200 hp class, as well as an order for 15 of the latest 24-passenger DC-3s. Deliveries for the new planes were scheduled for 1940 and 1941. A new contract was made with Boeing for the 5 Stratoliners, with deliveries set for the spring of 1940. Hughes purchased one, presumably for another round the world flight. The financing of the TWA planes was made by selling Hughes 119,154 shares of unissued stock, at $14 a share. Except for 50,000 shares reserved for employee purchase, this was the last of 1,000,000 shares authorized when TWA was incorporated. In addition, a revolving credit of $7,500,000 (at 2 3/4% interest) was arranged with seven banks, over a four year period, for the purchase of new aircraft. Pan Am inaugurated their ' Stratoliner' service on July 4, 1940, TWA on the 7th of that month. The inaugural flight by TWA set a record for a transcontinental trip by a commercial aircraft, 11 hours and 55 minutes (with three stops) between Burbank and NYC. This was about 3 or 4 hours better than the usual DST/DC-3 scheduled time. For whatever reason, Hughes wanted a super airliner of the 300 mph plus with range capability of making an eastbound transcontinental trip, nonstop, in less than 8 hours. There were numerous phone calls between Hughes and Frye, one lasted 8 hours, about the feasibility of such a plane. One thing was certain: no lending company would finance such a wild gamble...Hughes would have to underwrite the project himself. He informally made a canvass of several aircraft manufacturers about such a plane (except for Douglas, he didn't trust them) and found one who was interested in making a proposal, Lockheed. Per Hughes' request, the first conference between representatives of TWA, Lockheed and himself took place in early 1939 at the Burbank factory. The TWA group included Frye, Paul Richter (vp of transportation), Walt Hamilton (vp of maintenance and overhaul), plus Tomlinson and Franklin of the engineering staff. Among the Lockheed men were company president Bob Gross, engineers Hall Hibbard and C. L. "Kelly" Johnson and several others. At the time of this first conference, Lockheed was in the design and wooden mockup stages of a four-engine (triple tail) airliner for PanAm dubbed the " Excalibur 44" (the Navy was also interested in the plane). 50

THE ORIGINAL CONNIES

According to Tomlinson, the Lockheed group gave a big pitch for the " Excalibur", or a modification of same, to be powered by four Wright engines then currently in use by the Navy. Both Hughes and Frye were interested, but after a careful study of the brochure Tomlinson stated a flat NO ! From his past experience with Navy developments he knew the plane would be underpowered and overweight. He also knew, from his Navy contacts, that Wright had a powerful engine in the development stage for the military. Note: according to Bob Johnson, the Army had orders for a 2,000 hp engine in 1936 and the Navy in 1937, but both projects had been put on a very low priority because Wright was expanding from one to six plants to supply engines for the British, French and the Boeing B-17. The initial engines for the B-19 were 2,000hp and Wright had shipped only five of these before the Army ordered the 2,200hp series for the B-29. This was the new twin-row (18 cylinders) 3350 (cubic inch displacement) BA. All hell broke loose with Tomlinson's choice of a different engine. Hughes wanted to stay with the original Lockheed proposal. Frye took his time and finally announced he would back Tomlinson's decision. Hughes reluctantly went along with the change. It was "back to the drawing boards" for the Lockheed engineers. About two weeks later Lockheed was ready with their new proposed airplane. It was Hughes' order that the next series of conferences produce a contract. He was also adament that everything would be done in secret: the conferences, contract, design of the plane and the production of the prototype until it first flew. He rented a huge villa, a part of a Beverly Hills hotel, where the key representatives (except for himself, Frye and Gross) would live and be confined until a contract was signed. The big question was who would act as secretary, to keep notes and type up the contract, as there was no one available the three principals could trust. Tomlinson spoke up and volunteered the services of his wife, Margie, who was an adept court reporter and had a reputation for being smart and keeping her mouth shut. All agreed on her selection and for the week or so the group was locked in the confines of the villa ( Tommy got to live with the secretary while the others had to be content with a phone call to home). Jack Franklin reflected back on the conferences with this summation: " When we first met with Lockheed at the Beverly Hills hotel we saw an airplane design already drawn in which every other design consideration was subordinate to speed and aerodynamic perfection. It was the work of Kelly Johnson and his response to the Hughes demand for speed. These were the years when Lockheed's engineering department dominated and the manufacturing department just did its best. TWA made important contributions with the usual specifications document, but the final decisions were made by Lockheed in answer to Hughes's demands." A contract was signed on July 10, 1939, with the following stipulations by Hughes: "There would be no mention of TWA. Any information to be released would be that the project was a modified "Excalibur " ordered and paid for by Howard Hughes. All further communications would be in secret by way of a middleman." Paul Richter, after a careful interview and screening, selected Johnny Guy to be this important "hub" of communications as he happened to be living in the LA area at the time working on the DC-3 acceptance for TWA. Tomlinson, Franklin and Guy already had code names to be used for the principals such as Hughes was referred to as " God" and Frye as " Jesus Christ " .

THE ORIGINAL CONNIES According to Guy there was a big factor (besides Hughes) which influenced a number of the design features of the plane, later dubbed the " Constellation", namely what the newlyformed (in 1938) CAA would require in their proposed Civil Air Regulations with regards to the "T Transport " category for an airworthiness certificate. These had to do with aircraft performance during takeoff, climb, engine-out operations etc., and the big unknown was whether such regulations would apply to all aircraft rather than to those in production. The aircraft manufacturers had argued, unsuccessfully, to get certain amendments thrown out, but the ' feds' stood adamant. However, nothing was decided definitely until after WWII, and by that time certain waivers were granted which got a lot of manufacturers off the hook. Apparently Douglas figured they would have the DC-4 built and certified before there were changes in the CAR because, by later comparison to the Connie, it was a simple airplane (and less than half the price). There was no flight engineer panel or desk; it was designed to fly without any boost for the flight controls; it had the split-flap system similar to the DC-3, to name a few. The Connie went through the usual hundreds of wind tunnel tests before the final design was completed. TWA wanted a single tail for easier storage and maintenance, but this was overruled in favor of the three tail concept. Lockheed used a similar, but larger, version of their P-38 (lightning) wing along with the intricate Fowler flap system which extended to the rear as well as lowering, which increased the wing area for low speed maneuvering. The shape of the fuselage, particularly the area of the main cabin, was a subject of debate: unlike the conventional cabin, which is pretty much the same shape throughout, the Connie cabin tapered towards both the nose and tail. This tapering shape gave the entire fuselage the effect of an airfoil which added another 3 mph to the speed of the plane. It was also the shape of a perfect circle at any point in the cross section. TWA (but not Hughes) would have gladly saricficed the added speed in favor of a more conventional shape as this required seats of variable widths which were not interchangable. This design also provided minimal space for storage of accessories and difficult access to them. The plane could have been designed to fly without the boost system for the flight controls, just a little more muscle for the pilots, but this was considered an important feature by Lockheed. This required two separate hydraulic systems: the primary, driven by pumps powered by the left side engines, which powered the flight controls only and the secondary system, powered by the right side engines, which operated the gear, flaps, brakes and retractable tail skid. A one-way check valve permitted the secondary to supply power to the primary system (years later, after many pilot suggestions and an accident, this was made a two-way valve by the use of an electrical switch). In addition, there were two electrical driven pumps for the primary system as a backup with heavy loads such as during takeoff with the gear retraction etc., or a compete failure of the engine driven pumps. When everything functioned normally the system worked great, but it was also the source of a lot of logbook writeups for " hunting " (the tail kicking from side to side or up and down, which could be discomforting to the passengers in the rear of the plane). The "Excalibur" never got beyond the wooden mockup stage as PanAm learned of the plans for the Connie and requested to be a part of the program. Eventually TWA and Pan Am had orders for forty aircraft each, with deliveries set for 1942. TWA's version was the '49' and Pan Am's, which had longer range capabilities (plus the astrodome, navigator and radio operator), was the '149'. 52

This picture was taken at Burbank, California, in April of 1944. It is a line up of TWA employees showing the passenger capacity of plane. Released by War Department.

CONSTELLATION

THE ORIGINAL CONNIES The war in Europe had esculated such that priorities for military aircraft for our allies and our own needs were set up; the production of commercial aircraft was on a low priority. TWA received only 4 of the modern DC-3s in 1940 and 5 in 1941 of the order for 15 and when the US went to war, in December of 1941, the production of all civilian aircraft was halted. At the time the ' five TWA 'Stratoliners', which were drafted by the Army, were the only four-engine land transports available to the military. The top government and military brass decided the Douglas four-engine transport (C-54, R5D etc.) would have top priority for mass production. The Connie project was an off-again-on-again situation . The C-54 entered the service in mid-1942 and became the workhorse for long range and heavy payloads. After a lot of lobbying and arguing by Frye and Hughes with the brass, Lockheed was given the OK to continue with the production of the prototype Connie (now dubbed the C-69). The agreement was that Hughes would pay for the plane, take delivery and then sell it, at cost, to the military. Later the order was changed to have three planes built, with Hughes getting the first delivery. There was also consideration that TWA and PanAm's original order of 40 planes each would be completed, the planes turned over to the military and then operated (per contract such as the ICD) by the airline crews. Once the military was involved with the plane the project became a problem for Lockheed as to what specifications would take priority: the two airlines had theirs, one military command wanted a VIP version, another a troop transport, another a cargo version and even a bomber was proposed. Finally the Air Material Command took over and was the exclusive source for specifications. At one time there were as many as 260 planes on order. There was also a change in that Hughes would receive the first production model. Hughes was a frequent visitor to the factory studying the cockpit and cabin layout etc., and he was constantly bickering with Bob Gross with regards to the costs: the original Lockheed estimate was about $425,000, the final price was $800,000 (compared to the $350,000 for the DC-4 and $729,000 for the DC-6). As the fuselage finally took shape there was an extensive program testing the Wright 3350 "Cyclone 18" engine, hailed as the world's most powerful at 2,200 horsepower. There were three tests going on simultaneously starting in September of 1942, when the first B-29 was flown. There were also tests going on at San Diego for the proposed Consolidated Vultee B-32 Superbomber as well as those by Lockheed. Lockheed had outfitted one of their twin-engine "Venturas " , dubbed the "Ventilation', for their series of flight tests. The engine (later given the identifaction of BA3) had cast aluminum cylinder heads screwed and shrunk onto nitralloy steel barrels. A unique feature was a concentric torque indicator built into the nose section which made possible the determination of the exact power output while in the air (the B.M.E.P gauge). There were numerous problems which were to plague the engine for years to come before modifications were made. Among the options selected was the Sperry hydraulic autopilot, which wasn't much of an i mprovement over the one used by the DC-1/DC-2. It tied in with the gyro compass, which had a habit of wandering off heading and the autopilot / airplane would follow. Altitude hold was by either of the pilots manipulating a small wheel on the control pedestal in the direction of the desired altitude.

THE ORIGINAL CONNIES The prototype Connie had been in the mockup and construction stages for almost three years before it "all came together", assembled and ready for the preliminary tests on the ground such as taxiing etc., in November of 1942. During this period there had been numerous changes in the TWA executive and operations staff: Tommy Tomlinson had returned to the Navy in mid-1941 and Jack Franklin was the head of engineering and research, assigned to the Connie project. Ralph Ellinger was his chief engineer. Johnny Guy, in late 1942, had been assigned as chief engineer on the ICD operation and his position as factory representative was taken over by Lee Spruill. Walt Hamilton had resigned and joined Douglas Aircraft. Larry Fritz, the vp of flight operations, had taken military leave in 1941 and was then head of the North Atlantic Division of the Air Transport Command. Otis Bryan headed the ICD and was vp of TWA's War Projects Division. Board Chairman T. B. Wilson was with the Army and executive vp Paul Richter with the Navy. Ray Dunn headed a maintenance school (AF contract) and later the ICD maintenance and overhaul. The first flight of the Connie was on January 9, 1943, with test pilots Eddie Allen (on loan from Boeing) and Milo Burcham and "Rudy" Thoren as flight engineer. The flight lasted a total of 50 minutes, ferrying from Burbank to Muroc Dry Lake (Edwards AFB today), with the gear purposely left down. Later a series of six takeoffs and landings were made. A total of 11 flights, averaging an hour each, were made before an order came from the Material Command grounding the plane pending further investigation. A B-29 (pilot Eddie Allen killed) had crashed on February 20th and the "probable cause" was an uncontrollable engine fire. The Wright 3350 engine was experiencing a lot of problems such as high cylinder head temperatures, high oil temperatures, bearing failures and fires originating in the induction system. The latter was the area where fuel from the carburetor was mixed with air compressed by the blower and then directed to the individual cylinders. A backfire, or even certain very low power settings, could ignite this volatile mixture which would in turn burn the blower section (which was made of magnesium), spread to the accessory section, nacelle, wing and possibly the aircraft. It could not be extinguished. Although it was later proven the B-29 crash was not due to an engine fire (it was gas leaking from a fuel tank filler neck into the wing leading edge and igniting by some test wires to the cockpit), there were numerous modifications made by Wright as well as changes in operating procedures. The grounding order wasn't lifted until April 13th. The prototype B-29 was first flown on September 21, 1942, the first combat mission wasn't until June of 1944 (a mission over Bangkok originating from bases in India). Problems with the engine continued to plague the B-29s throughout the war, as well as the C-69 (and 049) Constellations, until the change to a fuel injection system (starting in 1946). The prototype C-69 was painted in the usual Army olive drab colors and the interior was a maze of testing instruments, huge water tanks for testing the center of gravity, and was used by both the Army and Lockheed for various test flights. It was later fitted with P&W R-2800 engines along with a hot air system for de-icing. In mid-1946 it was sold to Howard Hughes for $20,000. Four years later, after little use, Lockheed purchased the plane from Hughes (for $100,000) and, by " stretching" the fuselage,used it as the prototype for the " Super Connies " . The plane was withdrawn from service in late 1957 and a year later was sold for scrap, although the section forward of the wings leading edge was used to replace a damaged Air France L749A.

THE ORIGINAL CONNIES The first production model C-69 was test flown in August of 1943, and was used by the Lockheed staff for a series of test flights before delivery was set for the military by way of Hughes/TWA. A special team from TWA, all with international (ICD) flying experience, was assigned to the factory for a complete checkout on the airplane, systems, components etc. These included: Larry Chiappino (pilot), R.C."Bob" Loomis (1st officer and TWA's engineering pilot), Orville "Ole" Olson (2nd officer), Ed Bolton (navigator), Dick DeCampo and R.L. " Lewie " Proctor (flight engineers) and Charles Glover (radio officer). Later Hughes and Frye were checked out. It wasn't until April 16, 1944, when all was ready. Unlike the prototype, this plane was unpainted except for the familiar TWA two red stripes on the tails and " The TRANSCONTINENTAL Line" plus logo on the fuselage. From the outside it looked just like the luxury liner TWA had originally ordered (except for the astrodome for the navigator). The interior was anything but plush. There was a small galley and two toilets (separated by a curtain) in the rear and the cabin was a series of padded benches which could seat 62 men in the upright positions; folded down and made into beds it could accomodate 22 litter patients. There was no public address system for talking to the passengers. The cockpit area looked huge if compared to a DC-3, but it was tight quarters for the crew. There was a small jumpseat for an observer behind the pilot plus the radio operator's station and equipment. Behind the bulkhead was the navigator's desk and instruments. The plane was put on display for all TWA personnel in the BUR area to admire. The plane ( # 310 310 at the time) was ferried to Las Vegas where Hughes/Frye were to accept delivery (this was, and probably still is, standard procedure to accept California-built planes in LAS to avoid certain taxes). After a brief ceremony the plane was ferried back to BUR and prepared for the flight to DCA the next day. The top Army brass weren't happy with the entire arrangement (the TWA colors, Hughes the pilot and the flight to DCA instead of direct to Dayton), but Hughes had it in the contract. Departure was set for the early morning so as to arrive DCA in the early afternoon. It was no secret that Hughes intended to set a record for the trip as the NAA had been advised (and the fees paid) so that the time of takeoff and arrival (over the airport, not the landing) would be official. Both Hughes and Frye were old hands at setting or breaking transcontinental records. Frye was head of the DC-1 team which set a transport record of 13 hr 2 min in February 1934, and in May 1934, an air-mail record of 11 hr 3l min with the Northrop "Gamma ". In January 1936, Hughes made a nonstop trip with a "Gamma" in 9 hr 26 min, and a year later lowered the record to 7hr 28min with his "Hughes Special". All of these records had been from BUR to EWR; the existing record for a transport BUR-DCA was 10hr 23min set by American Airlines in 1934 with a single-engine Vultee. The Connie weighed 79,600 pounds for takeoff (80,000 was max at the time), including 4,000 gallons of fuel. The paper work alone would have made a pretty fair payload as everybody had to "get in the act" with clearances etc.,such as the various government and Army departments, insurance companies, the CAA (a special flight plan), to name a few. It was planned that Hughes fly the plane to the mid-point where Frye would take over and at the same time Proctor would take over from DeCampo as flight engineer. Loomis was listed as copilot to relieve either pilot, if necessary, Bolton the navigator and Glover the radio operator. A total of 17 men were aboard including Ed Misner (TWA head of meteorology) with all of his weather maps. Other TWAers included Chiappino, Olson and Lee Spruill riding in the cabin as passengers.

PRIOR TO CONSTELLATION TRANSCONTINENTAL FLIGHT FROM BURBANK TO WASHINGTON Left to right; Jack Frye, John A. Collings, Paul Richter, Joe Bartles and Lou Goss.

C-69 at Paris According to Ed Betts, this is a rare photo of the C-69 Connie in the USAF markings taken in Paris 4 August 1945. Courtesy of Ray Noland.

HOWARD HUGHES & JACK FRYE DEPLANING AFTER RECORD BREAKING FLIGHT. 17 April 1944.

THE ORIGINAL CONNIES The following details about the record-setting flight are taken from very detailed logs made by Proctor, DeCampo, Bolton, Glover and Minser during the flight which were later copied for a beautiful hard-bound souvenir for all of the crew and passengers aboard as well as many of Frye's Washington friends. The proposed flight path would be a great circle course, off airways, which would take them from BUR to Daggett and then near Kingman (AZ), Taos (NM), ICT, STL , and CVG enroute to DCA. Cruising altitudes would be a big variable. Engines were started at 10:41z (02:41 local) on the morning of the 17th and takeoff was made at 10:57z. Once safely in the air the passengers folded the seatbacks down and prepared for a snooze. At 11:20z they (leveled off at 15,000' and a cruise setting of 1360 (per engine) was set up. NOTE: if this power setting brings a warning flag to ye olde memory bank, join the club...1100hp was always normal cruise power with the BA engines, 1200 under certain conditions, throughout the years TWA used the engines....However there is one big difference: we worked for the company and didn't own it, and the airplane was always needed to continue or originate a new flight. With this power setting they had an indicated airspeed of 238 mph, the true airspeed was calculated to be 306 mph and a groundspeed of 313 mph was logged. With this power, weight, temperatures and altitude it was truly a 300 mph airplane which was the original specification by Howard Hughes and there was little doubt a record would be set. About sunup "Ole" assumed the duties as hostess and breakfast was served. Loomis would replace either of the pilots when they left the cockpit. There was also a poker game going on in the cabin with " Ole" the eventual winner. The highest altitude for cruise was 18,500', the best true airspeed was 331 mph and the top groundspeed was 385 mph . Frye purposely stayed high until just west of the DCA area in order to top some buildups and then made a dive for the airport, buzzing the field at 17:55z (12:55 local) for the official timing and then landed several minutes later. Their official time was under 7 hours! ...6 hrs and 58 min, for a new transcontinental record for any type aircraft. There was a huge crowd of about 2,500 on hand, including about 1,000 from the ICD, to greet the aviators on their arrival. Among the high government and military officials to greet them, or to make tours of the airplane on the ground or local scenic hops during the next several days were: Secretary of Commerce Jessie Jones, Senate Majority Leader Alben Barkley, USAAF Commanding General H. H. "Hap" Arnold, and the chairman of the Senate Committe for investigating the National Defense Program, Harry S. Truman of Missoori. With regards to the local flights a problem developed which was overheard by Ross Weaver, who happened to be standing near Hughes when it developed: certain military brass objected to any local flights by Hughes because the insurance coverage for the airplane was for the one flight and nothing else...his reply, according to Ross was : " Forget the insurance, I'll insure it myself". The flights were scheduled. The flights generally lasted an hour and a half, with box lunches served aloft. Among the various festivities was a reception held by TWA for over 2,000 guests at the presidential ballroom of the Hotel Stotler. Frye and Otis Bryan were hosts. Upon the initial arrival of the plane Elmer 'Lyn' Berry was, at the time, an engine lead mechanic and assigned to take a crew for a complete engine check (Hughes had a known reputation for using a lot more power for his record flights than what was recommended by the manufacturer). All of the 144 spark plugs were changed as a precautionary maintenance item; the compression, valve clearance and sump checks were all found to be normal. The only logbook malfunction noted was when, about four hours out, a cabin heater fire warning light came on. Both heaters had been shut down for about five minutes and the trouble traced to a duct leak in the right heater. The left heater was turned back on for the remainder of the flight. 59

THE ORIGINAL CONNIES The plane was ferried to Wright Field by Chiappino and crew where it was scheduled for more test flights. On May 26th an honored guest aboard was Orville Wright, who occupied the right seat for awhile. One of his remarks was how the plane's wing span (123 ') was greater than the distance traveled on his first flight in 1903. This happened to be the same day when Chiappino died of a sudden heart attack. It was his 40th birthday. The next two C-69s didn't roll off the production line until late 1944 and, in February of 1945, one was assigned to the ICD and the other to PanAm for test and evaluation purposes. Flying was restricted to local flights or to cross country trips, from the east coast to the BUR Airport (the factory) or to Hamilton Field (north of SFO). TWA announced that in June it would be running an every other day schedule from DCA to Hamilton, carrying troops as part of the redeployment program or litter cases destined to the nearest military hospitals. The war in Europe had been winding down; the USAAF had been releasing a number of transport planes back to the airlines plus a number of pilots who had completed their combat tours. The five 'Stratoliners' had been returned in late 1944 and immediately sent to the Boeing plant for a complete overhaul and numerous modifications. Schedules were resumed in April of 1945 and a number of the senior pilots and flight engineers bid from ICD to domestic at Once again TWA enjoyed a monopoly with the only 4-engine aircraft on the that time. domestic service, although it was no longer 'over the weather' as the pressurization system was not installed again. Lewie Proctor was in charge of the f/e training program for the Stratoliners. Starting in late February and continuing until early September the lCD was busy getting crews checked out on the C-69s as Otis Bryan's office had received an unofficial notice that their operation would almost double in size. Normally the ICD was allowed to staff flight crews (a complete crew including pilots, navigator, flight engineer and radio operator) at the ratio of 3 crews per aircraft assigned. In August of 1945, after a lot of hiring in preparation for the expansion, there were 1943 employees assigned, 708 were in flight ops with a total of 132 complete crews and 27 C-54s to operate in addition to the C-69s. It was the consensus of the men who answered my request for help that not more than two of the C-69s were assigned at one time, although there were 4 aircraft involved including planes 310-312, 310-314, 310-317 and 94550. There is one plane, # 310-313 which has historians stumped as it was the 5th plane off the line in early 1945. unpainted except for the same TWA markings as used on the delivery and record flight by Hughes etal, but was not used by the ICD. Milo Campbell was in charge of transition training until he was sent on a special assignment later in the year. Captains and 1st officers (co-captain or relief pilot), with previous 4engine time, received about 4 hours of transition including a half hour under the hood. This checkout was for a 'horsepower rating ' , the familiar 'type rating' was adopted by the CAA later. The first flight engineer classes were held at the factory and soon a number of the students, such as Ted Vreeland, Harley Henry and Fred Summerwell were the instructors when classes were held at Hangar # 5 at DCA. Qualifying as f/e required a complete checkout on all systems, the engine and any other component which might require his expertise for repairs at some remote landing field. The final exam was a written test (not multiple choice) plus, blindfolded, to be able to pull any designated circuit breakers etc. Summerwel I licensed over 400 f/e before he returned to flying the line in 1953. 60

THE

ORIGINAL CONNIES

Since the government was paying the bills for all of this training, TWA had the opportunity to get a lot of crews checked out in anticipation of their own commercial schedules with the Connies at some future date... there was even a modest profit. For example, in 1944 (according to the annual stock report), TWA received approximately $10,000,000 as compensation for services performed for all of their war contracts (ICD, B-25 modification etc.), slightly more than 1.7% (after audit) was profit to the company. TWA had to find out just how good the C-69 was as well as various operation and flight procedures. Hal Blackburn, at the time the operations head for the ICD, made one flight from BUR to DCA with one engine feathered. Some of Joe Carr's first flights with Campbell were gathering information for cruise charts...the only one sent by Lockheed was for 1000hp at 17,000'. Although the USAF had sent one C-69 to Alaska for cold weather tests, there was still a lot to be learned about the plane and engine's performance in icing conditions. Bob Middlekauff, radio operator at the time, told of one flight with " Swede" Golien where they spent the entire day in the northeast area looking for ice, with advice radioed from various airway controllers etc., but no luck. A number of cross country trips were made to Miami and return, usually an eight hour day. The trips to Hamilton were about 11 hours westbound and 10 eastbound, although quite a few continued to BUR (another 2 hours each way) for maintenance. According to 'Mike' McLaughlin they operated in low blower only which made it quite an experience trying to clear the high mountains to the east of Hamilton. Don Quinlivan checked out in May and on his first four flights to the west there were hydraulic problems, losing the boost for the flight controls plus no brakes on landing until Lockheed finally solved the problem. The fuel tanks, which were an integral part of the wing, were constantly leaking like the proverbial sieve until a suitable sealant was found which would withstand the flexing of the wing and variable temperatures. From the very beginning of the C-69 operation TWA found many holes burned into the intake pipes between the blower section and the cylinder heads, varying in size from 1/2" to 3". The holes were on random cylinders and usually located in the upper bend of the pipe where it enters or is attcched to the cylinder head. Discussions with Wright indicated they were well aware of the problem (with the B-29 etc.) but there was no immediate fix. One area where the crews (and passengers) found many complaints was the poor insulation in the cockpit and poor air circulation throughout the cabin...it was either too hot or too cold. An ICD doctor suggested mounting some fans in the cabin, which helped some, but was not a panacea. Heavy layers of frost would build up in areas of the cockpit where the circulation was poor and a very annoying downpour of water from the ceiling was often splattered over the pilots when descent was made into warmer outside air. On July 7, 1945, the CAB announced the awards of new international routes to PanAm, American Overseas and TWA . TWA, when conditions permitted, would have service from several gateway cities to Europe, North Africa, the Near and Middle East, India and as far as Colombo. Also included was an alternate route to Cairo via Iberia. T.B.Wilson had returned to TWA in late 1944 (with the rank of Brig. General) and assumed his former position as chairman of the board, plus the operating head of the proposed international division. TWA was also getting involved with subsidizing and fostering a number of foreign airlines which would act as 'feeders' to the TWA international system . 61

THE ORIGINAL CONNIES Very little was recorded regarding the Army's use of the C-69. Judging by the very low airframe times when the planes were later sold, it must have been quite limited. In early 1944, Ray Noland was the director of training at Homestead AFB for the four-engine equipment (C-54, B-24, C-78 etc.). The C-69 was used for awhile, but not successfully. General Arnold was disgusted with the lack of dependency of the plane and wanted something done about it. A large group of pilots and flight engineers, with previous airline experience, were sent to the Lockheed factory as part of an engineering test group. According to Ray, what was first regarded as a 'plumb' assignment for the flight crews turnout to be a 'lemon' as they were continually experiencing engine failures and winding up stranded in the " boondocks " awaiting repairs. Replacement engines were a problem as the B-29s were also experiencing numerous failures and were given first priority for repairs. In the spring of 1945, Ray was stationed at Paris (a plumb) when the Air Transport Command was flying a few C-69 flights there from DCA. They often came in with an engine (or two) shut down and it was a long wait for repairs or replacement engine. The flight crews were generally men (such as Russ Black) with previous airline experience. There is one flight in particular when the ATC showed TWA and PanAm what the airplane could do in peacetime: this was on August 4th, when Larry Fritz was in command of a C-69 which flew from EWR to Paris, nonstop, with the record time of 14 hours and 12 minutes. Two days later the first atomic bomb was dropped on Hiroshima followed by Nagazaki on the 9th. Within a few days the Japanese surrendered (except for the formal ceremony) and the war had ended. The Army had already cut their order of 260 C-69s to about 72 earlier in the year; with the peace all orders were cancelled. TWA had already initiated its huge post-war expansion program starting in June, when 29 pilots were hired. Another 28 had been hired in July. Starting August 6th, when 34 pilots were hired (131 for the month) the expansion continued until February of 1946. This was for the domestic division, the new international routes plus the ICD which was now a very important part of the military redeployment program. Gordon Brion was a navigator with PanAm at the time (joined TWA in 1950) and told of their operations with the C-69. PanAm had a contract called the " Trans-Con Project" to move troops from coast-to-coast using the C-47s. Occasionally a C-69 would be substituted, but the total aboard (including the crew) was restricted to 25 men...in case of an accident, it would appear to the media that the airplane involved was a C-47. Normally a navigator was not used on a domestic flight, but PanAm was experimenting with their own version of ' pressure pattern flying ' . Back in 1944, TWA had pioneered their method of 'pressure pattern' flying across the North Atlantic; choosing a route with the most favorable winds rather than the great circle or shortest distance. This proved to be quite a time saver as well as often the best weather. Ed Minser, head of meteorology, and pilot Howard Hall developed this syetm of flight planing which soon became standard procedure. PanAm's domestic version was to depart EWR, climbing out on the airway until reaching 17,000' (the top for airway control) about over Allentown, and then take up a heading which would compensate for the average drift forecasted all the way to Reno. They would re-join the airway at Reno for the letdown into the SF Bay area (the reverse for an eastbound flight).

THE

ORIGINAL CONNIES

After two years of operation with the B-29s and the C-69s, the Wright 3350 engine had gone through numerous modifications and changes in operating procedures to make it reliable. The number of engine fires and B-29 losses due to same was a military secret . Whether it was for real, or threat of same, the reputation as a fire trap was well known among the flight crews. A normal engine start could be un-nerving to an observer or a passenger: a mechanic took his place by the engine to be started with a huge fire extin guisher; another mechanic was by the plane's nose using the intercom to give the 'all clear' signal and then 'count the blades' (make certain there was no liquid lock during initial engine rotation); the pilot had already pulled the master ignition switch for all four engines (the old military system), the flight engineer selected the plane's fire extinguishing system to the engine to be started and the fuel pump on along with the fuel tank valve; after 'eight blades' the pilot turned on the individual ignition switch as the engineer pushed the mixture control forward. Then it all "came together" with a huge belch of smoke as oil which had collected in the lower cylinders was burned off. It looked like an emergency getting all four engines started. There was one dramatic demonstration by Wright, which was witnessed by Jack Franklin and Kelly Johnson, to prove to all that the problem of induction fires had been eliminated. While in flight , a backfire was purposely created in an engine by installing a spark plug in the induction system which was ignited by a switch in the cockpit. There was a giant "wh0000mer" to end all backfires, but no fire. According to Bob Rummel, TWA wasn't convinced that this demonstration met all the various conditions possible. On September 18, 1945, a C-69 with a PanAm crew was eastbound over Kansas when an engine fire developed which could not be extinguished and the crew made a belly landing on a cornfield near Topeka. There were no injuries, but the plane was completely destroyed by fire. All C-69s were grounded per military order as the old 'bugaboo", an induction system fire, was the suspected cause. Some time later the grounding restriction was lifted, although the true cause of the accident was not known at the time. It was not until PanAm had a similar problem with an 0-49, in April of 1946, when it was determined that a failure of the cabin supercharger drive shaft was the cause of the fires...not the induction system. According to Ernie Jonasson, who was with Lockheed at the time, the initial fix was to change the lubricants to a graphite base for the bearings supporting the drive shaft. The blower systems to compress the air for the cabin were located in the outboard engine nacelles and driven by a three foot steel connecting rod. The blowers were turning at all times with the engine a ratio of 14 to 1 (at 2000 engine rpm the blower was turning 28,000 rpm) and in case of a malfunction there was no way of disconnecting in flight; you had to feather the engine. A sheared drive shaft could act like a machete and severe the engine from its mounts. In the first PanAm incident the shaft had broken off the engine oil pump, which was adjacent, and started an oil fire. At the time the military cancelled its orders for the C-69 only 15 airframes had been completed (including one destroyed by static tests) and another 7 were in various stages on the production line. Lockheed shut down all operations for 5 days while they " studied their navel" as there were two choices: they could lay off thousands of employees while they redesigned and retooled for a modern airliner or they could buy back from the military surplus tooling, materials or parts and the partially completed airframes; the latter would be converted to the 049 configuration and production would continue. Lockheed chose to continue production with what was basically a wartime military transport with modifications. ********************* 63

THE C-69 HISTORIES The following brief 'biography' of the individual C-69 Constellations was taken from the book on Constellation aircraft by Peter Marson, with additional help from Louie Barr and ' Harry Sievers. They are listed in the order of Lockheed s production number, but with the original serial number assigned to the plane by the Army Air Force. These include several which were in the production lineup when the orders were cancelled and converted to the civilian 049 models in late 1945. Some of the remarks are mine. ***************************** ' ' 43-10309 The prototype, later used by Lockheed for tests including the Super Connies until about 1957 and then sold for scrap. Referred to by Lockheed as " Old 1961 ", their first.

43-10310 Was #310 310 when flown by Hughes/Frye on record flight. Feb 1947 was sold to AI Schwimmer (former TWA flight engineer) for spare parts. Rebuilt as 049 in 1952 and leased to Flying Tigers. Was destroyed by fire after wheels up landing (pilot error) during a training flight at Burbank in January 1953. A former TWA pilot was in command. Sold by USAAF in 1947 to Lockheed, converted to 049 and sold to Capital Air43-10311 lines. After several owners was scrapped in 1964. 43-10312 Sold to Lockheed in 1947, converted to 049 and sold to Capital in 1950. There were several owners before scrapped in 1965. Sold to AI Schwimmer in 1947 and converted to 049. Later flown by El Al. 43-10313 Several other owners before scrapped in 1965 believed to be plane ditched in Meditteranean 1945 or 1946. 43-10314 vaged and sold to French government for spare parts. Scrapped in 1951.

Was later sal-

Sold to Al Schwimmer in 1947, was with El AI in 1950. Several other owners 43-10315 until scrapped in 1965. Was originally delivered to the USAAF in 5/45, but apparently never left the 43-10316 Burbank Airport until sold in 1947 to AI Schwimmer. Converted to 049 and was with El Al in 1951. On July 27, 1955, was shot down near the Greece border by Bulgarian antiaircraft fire and crashed in flames - pilot error, he was 30 miles off course. 43-10317 Was purchased by Hughes Tool, modified as 049 by Lockheed and delivered to TWA as fleet #516, NC90830 and in service 11/48 to 6/61. Several owners,scrapped 1966 . 42-94549 Also purchased by Hughes Tool, modified as 049 by Lockheed and in service with TWA as fleet #517, NC 90831 in October 1948. Had 286 hours at the time. Is the plane which TWA volunteers restored (the exterior ) for the Pima Museum near Tucson. 42-94550 Was leased to TWA for pilot training (NX54212) 6/10/46 to 7/30/46 (the plane had 285 hours before and 471 hours after TWA's use). Converted by Lockheed to 049 for BOAC in 1948. Several owners, including Capital in 1950 , before scrapped in 1964. 42-94551

Crashed near Topeka September 1945, no injuries. Pan Am military flight.

42-94552

Was destroyed by static tests at Wright Field in early 1946 (no pilot error).

42-94553 Used by TWA for pilot training (NX54214) from 5/15/46 to 7/27/46 (the plane had 20 hours before and 62 hours after the loan to TWA). Various uses, including the CAA, before sold to TWA in 1951. Converted to all-coach and entered service in late 1952 as fleet #525, NC54212. Sold in 1962 and used by other operators until scrapped in 1965.

C-69 HISTORIES 42-94554 Not taken up by the USAAF. Converted to 049 and delivered to BOAC 4/46, Sold to Capital Airlines in 1955. Several owners after until scrapped in 1962, 42-94555 Not taken up by USAAF, although was known to have flown in the military colors. Converted by Lockheed to 049 for BOAC 4/46. Sold to Capital Airlines 2/55. Several owners until Imperial Airlines in 1961. Crashed 11/66 on a military charter with heavy loss of lives at Byrd Airport, Richmond, Va. Numerous pilot errors with procedures. 42-94556 Not taken up by USAAF. Converted by Lockheed to 049 for BOAC 5/46. Sold to Capital 5/55. Several owners in Europe until scrapped in Ireland 1968. 42-94557 Not taken up by USAAF. Converted to 049 for BOAC 5/46. Sold to Capital Airlines 10/54. Crashed on landing in light rain at Charleston, WV, 5/12/59 with two casualties. Braking was ineffective and pilot tried to ground-loop, but slid (tail first) over a steep embankment and burned. 42-94558 Delivered to the USAAF 8/45. Kept at Burbank for tests with the "speedpak" cargo container by Lockheed. Returned to War Assets Administration 1/47 although already had been sold to TWA. Converted to 049 (international configuration) 12/46 as fleet # 561, NC 86536. Sold 1962 (44,781 hours) and stored until scrapped in 1964. 42-94559 Not taken up by USAAF. Converted to 049 for BOAC 5/46. Severely damaged 1/51 on a training flight landing at Bristol; overshot and hit fuel storage building. Sold for insurance ($244,000 US for the airframe) and sent by ship to the USA where was rebuilt and sold to K. Kerkorian. Numerous owners after, including El Al, until scrapped in England in 1965. ********************** SPECIAL THANKS go to about two dozen of our TARPA members for their letters and phone calls with the help and information about the ICD experiences with the C-69. Special thanks go to Captain Joe Carr and Flight Engineer Jack Evans, and to Jane Parent for the use of "Frankie's" original Lockheed manual for the ICD. To follow (if our 'Topics ' editor consents and has the space) is the 049 Connies and TWA. I have already had a lot of help with the research and information from about 100 men who were the cockpit crew, maintenance and overhaul, station managers and others who were associated with the " beast " during the early days of operation. There is always room for more, so drop me a line. I am getting quite an education, I hope ycu are too. Also a note: I will be the first to admit that I don ' t really know what I am writing about; the C-69s were before my time with TWA . I am also very prone to errors (as my former crew members and check airmen will attest), so if you have a correction or a different version of what I write...drop a note to the editor or me. I can usually illustrate an article that I submit with photos from my files. All too often these have already been used in other publications most of us have been exposed to (such as the 'Skyliner', ' Legacy of Leadership', ' Making of an Airline' etc.)...if you have a good clear (black and white) photo which helps tell the story, send it to the editor. He is good about returning material. (Ed Betts) 65

RAILROADING By A. T. Humbles

The image of the steam locomotive is still a powerful one to the collective memory of America and no less so is that of the railroad man. A hero of his age, the idol of young boys, the epitome of the steadfast, courageous knight of the rail, the locomotive engineer holds a special place in the history of any railroad, just as he does in the lore of America. But then there were the conductors, brakemen, gandy dancers, the construction men, the section workers, the agents, telegraph operators and the great financial magnates. The story of the railroad is the story of men forging a new transportation link across the country, developing its resources, carrying people, raw materials, finished goods, helping fight the wars, expand technology and hastening the arrival of the " modern" age which would have little us for them.

RAILROADING By A. T. Humbles I worked for the Atlantic Coast Line Railroad as an operating crew member for a couple of years prior to World War II. It was interesting, enjoyable, dangerous and strenuous work. Railroaders were a breed apart. They had a sense of loyalty to one another that was strong. I was amazed to find no such bond of brotherhood among some airline pilots. Let a fellow pilot get in trouble such as an accident or busted proficiency check and someone might be heard to say he remembered when that fellow made a bad landing or fouled up in some way. On the railroad there no snitchers if a fellow employee accidentally fouled up. For example, you might sometimes see a freight car labeled "Do Not Hump". Now do not hump does not have a sexual connotation. What it means is that particular car must no be slammed against another car because of the danger to its fragile contents such as would happen in a switching yard if it was humped. What just is humping? Most switching yards were designed with a hill or hump. Cars would be cut loose or kicked by the engine letting them roll down whichever set of tracks that were selected when making up trains. Usually, the switches were controlled electrically from a central tower with a good view of the entire marshalling yard. When I was a brakeman at the Petersburg, Virginia, yard someone, no doubt accidentally, humped a carload of molasses. Molasses came in huge wooden barrels weighing several hundred pounds and probably containing fifty five gallons. You can picture the mess of a carload of molasses that had hit hard enough to break open all the barrels! Now I didn't do it but it was done and with the sense of loyalty among operating crews no one in management could find out who did it. The Yard Master (Chief Pilot) was livid with rage but "who done it" was never apprehended. I went to work for the Atlantic Coast Line Railroad in 1939 at Rocky Mount, North Carolina. I had ground school and was issued a small rule book containing fifteen hundred rules you were supposed to carry with when on duty. It was about the size of a small New Testament and you were expected to follow it religiously. Maybe airline safety would be enhanced if pilots carried such a small book instead of having volumes in operations offices and pilots' homes. After completing ground school I was assigned a student run as a fireman on a local freight between Rocky Mount and Florence, South Carolina. What an ordeal! When you were running between towns you shoveled coal continuously. the coal was carried in a tender, a seperate car behind the engine. There was a sheet of metal over the drawbars and the lurching when running made it hard to keep your footing when in the process as you got a shovel full from the coal car, pivoted, stepped on a treadle to open the butterfly door to the fire box and hit your shovel on the bottom of the door to better better distribute the coal over the hot fire. With all the lurching you would sometimes miss the foot treadle and just throw your coal against the closed door eliciting either a laugh from the hoghead or cursing. Railroad engineers were called hogheads for some reason I do not know. There are other terms peculiar to the railroading profession unknown to the general public which I will cover as I go along. 67

I had thought when we got to a town and started shifting cars I could take a breather but the engineer said, "Son, get to shoveling so we will have a big head of steam when we hit the road". Now I had worked hard on the farm but I sincerely believe that two day run to Florence and back constituted the hardest two days work I ever put in! We were allowed a choice of fireman or brakeman so, needless to say, I elected to go for brakeman although there was heavy persuasion on the part of the crew assigner for me to be a fireman. The Coast Line still had a lot of hand fired engines they used mainly on local freight runs and yard switching work. I worked on that same run for a while as a brakeman. A freight train crew consisted of an engineer, conductor, fireman, head brakeman and rear brakeman. Contrary to a common misconception of the public and quite a few engineers the conductor was boss of the train crew. The caboose served as an office for the conductor and sort of a lounge for the crew. Standard equipment was a coal fired potbellied stove most always with a pot of coffee on it. Located about center overhead was a roof extension with windows and seats. You could climb up into it and ride with a good view. The reason for this cupola was so you could watch for hot boxes while cruising. Hot boxes? Again, no sexual significance but a common possibilty for trouble on the run. The car axles ran on bronze bearings encased in a metal box filled with oil soaked rags for lubrication. Occasionally the friction would deplenish the oil and the bearings would get so hot they would ignite the material and smoke would pour forth from the box, hence the term, hot box. As one can readily understand, this tremendous heat wouldn't take long to cut an axle in two and drop a car down no doubt going right on into derailment. On rounding curves from your position in the cupola of the caboose you could get a good look at the bearing boxes on the inside of the curve and if you saw smoke you would signal the engineer to stop so it could be cooled and oiled, otherwise, you could get derailed in a hurry and it meant just that, you done run off de rail. The longest stretch of straight rail track in the world is in Australia's Nullarbor Plain. They run straight as an arrow for 297 miles. Wonder how they watch for hot boxes? The conductor of a freight had a really responsible job. He kept records on all the cars in his train, what cars to drop off, what cars picked up, saw that bills of lading went to the right concerns etc. He also had to make sure he did not get in the way of the main line through trains. Management took a dim view of a local freight getting in the way of their crack New York to Miami passsenger trains called the Tamiami Champion and the Palmetto Special. So the conductor had to keep up on the regular schedules operating during his shift and was constantly receiving messages on trains operating late and also there were extra sections to watch for. The conductor received these train messages in various ways. When the conductor reported for duty he would receive the regular schedules, delay reports, extra sections operating and so on. There were telephones located along the right of ways for him to use to check for any changes. Also, while cruising, agents along the way could pass on messages to the crews using a long bamboo pole with a big clothes pin on the end and in this way he could hand messages to the conductor and engineer.

It was the responsibility of the conductor to go into a siding if there was a possibility of conflict with a higher priority train. If you were running too tight to be able to get off the main line in time to let a fast through train by then I, as rear brakeman, would be dropped off equipped with fusees and torpedoes in order to stop the oncoming train. Torpedoes were explosives about the size of walnuts with two wires attached so you could fasten them onto the rail. When run over they were so loud they would get the engineer's attention to caution him to slow down and expect obstructions. Fusees were similar to what you see police and emergency crews use at wrecks to alert oncoming traffic. If you placed a fusee in the middle of the rails the brilliant light from it would definitely get the attention of the approaching train. The rule was they were never to run over a lighted fusee but stop, have the head brakeman pick up the fusee and then ride on the cow catcher as the train proceeded very slowly until they found the reason for the stop or received clearance to proceed normally. Now don't ask me how the term cow catcher originated. Maybe it was designed to scoop cows up and off the tracks. I doubt any animal would survive such an encounter for four years ago during the winter in Wyoming a train plowed into a herd of antelope killing four hundred. One of our biggest worries was hitting vehicles driven by dare devils who liked to race trains at crossings. One I recall was in a little town in North Carolina named Smithfield when a colored fellow driving a log truck tried to make it across ahead of us. He didn't make it and when we hit it we knocked the trailer load of logs over and left the cab hanging high in the air on its side with the driver hanging out of it because his foot was caught inside between the brake and the steering column upside down with his head a few feet from the ground. Gasoline was pouring out of the tank a few inches from him. He was scared to death and screaming for help. I got a pry bar we always carried, pried him loose and he fell to the ground. It is a wonder we didn't break his neck. Didn't think to have someone break his fall. Another wreck I recall was later when I was baggage master on a fast passenger train at Skippers, Virginia, between Richmond and Rocky Mount. I had two corpses among my baggage. You could always tell when the air brakes were slammed on from the loud hissing sound and when this happens all the wheels are locked tight. Again, it was a car trying to beat us across at a crossing. When it happened my first thought was that if this was the big one would they be able to tell my body from the ones already dead in my baggage car. Tragically, a family of several lost their lives in this one. People just don't realize the massive weight of a train and that it just cannot be stopped on a dime. A locomotive might weighas much as five hundred thousand pounds and most freight cars loaded weigh close to two hundred thousand pounds. Mulitply this by seventy five to one hundred cars and you get some idea of the tremendous weight to be stopped. It probably took close to a mile to stop a fast cruising train. The regular braking system on a train car consisted of an air tank on each car pumped up to a certain pressure automatically. This tank was like an accumulator with its line to a piston that applied the brakes. On the other side of the piston air pressure from the train line was applied. When the train line was pumped up to a certain pressure the piston would move releasing the brakes, conversely, train line pressure reduced let the car's tank apply pressure. 69

Normally, the engineer applied all braking but from the caboose you could apply brakes and on passenger trains each car had an emergency brake pull. Additionally, each freight car had a manual brake. You had to climb up to the top of the car and twist a big wheel to set the brakes. These took an awful lot of strength to turn with the exception of Pennsylvania Railroad cars that were very easy to manipulate. After a stint at Rocky Mount, North Carolina, I was assigned to Richmond, Virginia, where I worked the extra board. (Reserve to you airline types). They had a very simple but fair way to assign runs to those working extra board. You have seen those soap or match box dispensers where they are loaded in a box vertically and when you pull the bottom one out the next above falls into its place. Well, they had our names on these little blocks of wood in a similar dispenser. When they needed a body they would pull the bottom one, call the man and then place his block of wood in the top. I appreciated this system so much that when I was operations officer of our B-17 squadron in England during World War II I used the same system for scheduling crews with the plane commander's name on the wooden blocks. I had barely reported to my assignment to Richmond when I received notice to report to the President of the Atlantic Coast Line Railroad. Knew my six month service pin wasn't due. Come to find out he had called me in to thank me and commend me for an incident that happened on the line previously when I was on that local freight run between Rocky Mount and Florence. What I did was no more than anyone else should have done under the circumstance. The incident was as follows. I was rear brakeman on this local freight and we had stopped in Dunn, North Carolina, to drop off and pick up cars. I was left on the main line to guard the rear of the train while the others worked the drop offs. They had started into a siding quite a ways from me that was down hill. At the end of that siding to stop cars the rails were bent up and fastened to a post. Not a good enough stop to stop a fast moving car. Beyond this stop was a steep drop off into a busy city street. Well, as they started pushing into this siding the end car came loose and was fast gaining momentum down the siding. I saw it and no one else was in any position to catch it. I ran an interception course, probably putting Jessie Owens to shame, grabbed the ladder, climbed up to the manual brake and set it stopping the car inches from plunging over the embankment onto this main thoroughfare. The ACL President (notice I use a capital P) warmly and sincerely thanked me and told me he was in the position of being able to offer me a steady position working as a switchman on the yard at Petersburg, Virginia. I was happy to accept as I didn't like living in the railroad Y in Richmond nor working the extra board (junior reserve). So down to Petersburg. On reporting in at the yard office someone told me I could get a room at the Petersburg Norfolk and Western Railroad Country Club. I did get a room there but it was no country club. It was a big and dingy two story rooming house next to the Norfolk and Western roundhouse and located almost right underneath the highway overpass that carried U.S. 1 and 301. Also a slight stone's throw away was the Union Railroad Depot. (How come so many railroad stations were named Union rather than Confederate stations?).

What a crummy place to live! How anyone could sleep in such a noisy surrounding was beyond me to say nothing of the grime from the constant traffic of trains and motor vehicles. On top of that the manager's wife was a sallow complected paranoid acting individual and one day while I was taking a shower in the communal shower down the hall she came in and offered to scrub my back. Now I was a pure and innocent Southern Bible Belt boy and so I graciously declined. Besides she was too ugly to qualify as a test pilot for a broom factory. After a few days I located a nice place just a block from the center of town at a Mrs. Bryant's. There were about a dozen of us living there. I was told her husband had abandoned her. She had two nice colored ladies working for her as cook and maid. The food was fabulous. Most of the time there would be three kinds of meat on the table and all kinds of nice side dishes. They also packed me a fine lunch to take to work. All this for eight dollars a week. I was making two hundred and twenty five dollars a month with the Coast Line. Mrs. Bryant was a motherly and gracious middle aged lady. After I had been there a few months she asked me why I hardly ever took out any local girls. I told her that in North Carolina I would take a girl out, buy her a Pepsi-Cola and go park and try to squeeze it out of her but there in Virginia you would take a girl out and she would just want to drink beer all night. Being junior on the Patersburg yard I worked a night shift which was from eleven p.m. to seven a.m. My conductor was Sam Hutchinson, a fine gentleman. He was very well educated, a retired Army major and a veteran of the Spanish American War. I don't think he had any teeth and the only thing that kept his nose from touching his chin was a cigar always. He could holler and curse with that cigar in place but he was a good man to work for and to learn railroading from. Even after I accumulated enough seniority to work better shifts I stayed on this one just to work for Major Hutchinson. Our job was to pick up loaded cars from the many cigarette factories and other concerns, make a ten or fifteen mile run out south to a marshalling yard, put the cars in the various tracks to be picked up by the through freights, pick up empty and full cars and take back to distribute to the various outfits. The marshalling yard was not lighted and very dangerous. My first close encounter with possible dire consequence occured one night there when we were backing a line of cars into a supposedly empty track. The through crews were very careless in this respect and had left some cars on this track which in the pitch dark we couldn't see. I was riding on the lead car and when we hit the parked cars it was a sudden stop and I was thrown from the ladder on the car I was on but, luckily, had enough strength in my arms to hold on. Had I been thrown completely off I would have been cut in two on the rails beneath the car wheels. An essential part of a brakeman's equipment was a lantern, big brass key for unlocking switches, rule book and approved pocket watch. Being junior I was issued an old fashioned kerosene lantern. The railroad was changing over to battery powered lanterns which most of the other crewmen had but I guess they had kerosene lanterns in stock they wanted to issue. You had to be careful with a kerosene lantern as a sudden movement downward would extinquish it. If you were backing cars into a siding at night with the engineer depending on you to give him the signal when to stop it would be disastrous if you happened to put your flame out. 71

ROUNDHOUSE Above is a picture of the Clifton Forge, Virginia, roundhouse belonging to the Chesepeake and Ohio Railroad. Not only could engines and tenders be turned around but this is where major maintenance was performed. With a roundhouse of this size several engines could be run into covered sheds protected from the elements. At the end of the line it was necessary to have a loop for getting the engine turned around or, else, a roundhouse. Although an engine could run just as fast either direction it was not feasible nor as safe to have the engine pointed the wrong way. Another point. Engines were referred to as a 2-8-4, 4-6-4 etc. This referred to the number of wheels under the engine. For example, a 2-8-4 meant that the engine had two wheels under its front, eight under the middle which were drive wheels and four under the control cab.

Signals were given in relation to whether the engine was pointed toward or away from you. A circular motion meant back up, an up and down motion meant forward and horizontally back and forth meant stop. There was a signal for kicking cars when you were making up trains. This was when you wanted the engineer to push the cars fast and then stop as you pulled the pin in the draw bar to cut the end car loose and shunt it down the track. This signal was a rapid back and forth horizontal motion followed by the appropiate forward or reverse signal. There were many other hand signals, for example, if you wanted to take on water you would hold your closed fist high over your mouth and make a motion like you were drinking. Lunch time break was signified by pointing your thumbs toward your stomach. Most switches to move the rails for opening or closing a siding were manually operated. There were two types. One would resemble an old farm pitcher type pump long handle that you unlocked and moved. They were not easy to move as you were moving rails. The other type of switch had a long handle with what seemed a forty pound weight on the end resting on the ground. You lifted this and threw it to the opposite position. Your approved watch was very important. It was subject to on the spot inspection by the yard master or railroad safety inspectors. You carried a card on which the monthly inspections of your watch was recorded. There were railroad certified watch inspectors which were usually local jewelers. They had machines that they put the watch on to record the accuracy and then he recorded it on your card if it was okay or if not he adjusted it. Official watches were usually twenty one jewel Hamilton or Elgin pocket watches. When later hiring on with the airline I was surprised that the airline had no requirement for pilots to carry reliable watches. Even the U.S. Army Air Corps felt watches were important for pilots and we were issued same when graduating as pilot. A constant source of irritation and annoyance was getting cinders in your eyes. You would usually have to get another crewman to remove it with a toothpick or match stick. Cinders were also the reason many railroad men wore a bandana around their necks. Old time pilots wore scarfs, helmets and goggles probably for a good reason, railroad men wore goggles, bandanas, caps etc. for practical reasons too. As with airline pilots way back, some railroad men carried pistols. The other brakeman I worked with at Petersburg carried a loaded pistol as did several other switchmen. Bob had been hit once on the head by a board wielded by a hobo. Back then there were many hoboes snitching rides on trains. I recall once we were in a siding in Wilson, North Carolina, waiting for the crack Tamiami Champion to go through. When it passed us it was probably doing eighty miles per hour. On its cow catcher right in front sitting upright and facing forward was a light skinned Negro hobo. The train was going so fast his facial skin was blown back and if he had opened his mouth he would never have been able to close it. He reminded me of the Indian radiator ornament on Pontiac automobiles back then. Contrary to the belief of many, steam engines were capable of great speed. I remember being told of a freight train that averaged eighty miles per hour between Florence and Rocky Mount. I have been told of some of the big line engines that were capable of up to one hundred and fifty miles per hour.

We didn't have speedometers but signal posts were spaced one mile apart and you could easily use your watch to check your speed. Using this method you could help the conductor work out an estimated time of arrival. You also had a wallet card to consult. This experience stood me in good stead when I went with the airline for as a first officer I never used a computer or slide rule for figuring ground speed and eta's. Still don't. Hogheads (engineers) were promoted from the firemen ranks. Their first assignment was usually on a yard as this was the most junior position. Newly promoted they loved to push the throttle wide open which made our work more difficult at times. For instance, you might signal an engineer to pull out with a string of cars from a siding with you planning to hop on the last car as it came by but they would acelerate so fast that by the time the last car came by you had a hard time grabbing on. Surely we must have stretched our arms by inches. If you couldn't grab on you just simply signalled him to stop and made him back up. Some seemed to be slow learners. Another reason to call them hogheads? Gandy dancers were with the road maintenance crews. These were the men who propelled little cars along the tracks by a type of propulsion that looked like a seesaw. They would pump up and down on this gadget. It might have a small trailer attached with cross ties on it. They could also lift the car off the tracks in case they had to get out of the way of a train. The conductor I used to work for, Sam Hutchinson, and the other brakeman, Bob Jones, used to clash quite often for Bob would argue with him. I didn't as I was eager to learn and had been raised with discipline and to respect my elders. However, I did get a royal chewing one day from Major Hutchinson. We were several miles from Petersburg to the south and it was all down hill into town. We had a car at the head of the engine destined for a cigarette factory in town. We had left the switch set for the siding the car was to to into. Sam told me to ride the car while they backed into a siding to pick up some cars. It was a Pennsylvania Railroad car which we loved as they had roller bearings and rolled so easy plus very easy to operate manual brakes. I let that car get up to speeds to where it seemed it might rock off the track. As I neared its destination I carefully watched and crossed some city streets. I rolled her right in the siding and stopped her right at the loading platform. I secured the car and walked back out to the main line and proudly awaited the arrival of the rest of the train crew. When they arrive Sam chewed me out for ten minutes never using the same curse word twice. I had violated rules plus he had not meant for me to do what I had done. One sacred rule was you never crossed a street or road that was not guarded by lowered rails without first stopping, have a switchman walk ahead to guard the crossing and then proceed slowly with caution. So, another rung in the ladder of experience. I didn't tell Sam I had been going so fast I couldn't have consulted my rule book anyway. And, above all, the conductor's (captain's) word was law. In my opinion, the emphasis on safety on the Atlantic Coast Line Railroad was much greater than my later observations of the Army Air Corps or the airline. You couldn't day dream and live long in railroading. For example, when you parked a car in a siding you opened the train line air hose to set the brakes, set the manual brake, chocked the wheels and, if the siding inclined toward the main line you put a frog in place. What is a frog? This was a metal device which you might say resembled a frog in shape. It was designed on the inclined plane principle so that if a car ran onto it it would raise the wheel and deflect it off the track thereby stopping 74

In order to move a freight car that had been parked a long time you had to either bleed the air tank on it or connect the train air line. On the side of the car about midway was a rod connected to the air tank that you pulled to open a valve relieving the pressure and releasing the brakes. Then you unlocked the manual brake wheel and released the manual brakes. With chocks removed you were now ready to connect the car to your other cars of the train, however, if you bled the air tank it would be a free rolling car without its own brakes. Most of the time you would connect the train air line and let the line pressure pressurize the lines and release the brakes. If you were picking up several cars this would take a few minutes for the air pump on the engine to pump them all up to operating pressure. For a derailed car there was a device similar to a frog for getting the car back on the rails. By pulling the car wheel onto this device it would guide the wheel up, over and onto the rail. Our yard engine had jumped the tracks once and I was surprised how easily we got the monster back on the tracks. We had a young man come to work for a while as a brakeman who was working his way through college. I hope he got his degree and was successful in landing a position his field for railroading wasn't his forte. He fouled up going and coming and had he stayed long he surely would have been seriously hurt. He just didn't keep his wits about him for such dangerous work as we were doing. Once we were backing a long line of cars around a curve with a tall building on the close inside of the curve. I was the rear brakeman on the end car in order to signal when to stop and our new boy was on top of the cars in the vicinity of the curve. In order to keep me in sight for my signal and keep the hoghead in sight it was necessary for him to continually change his position by moving along the tops of the cars jumping from one car to the other. It is about a three foot or more gap between cars so out of the corner of his eye he would watch for the gap in order to make the big step. An empty coal car, also called hopper car, came up and he took the big stride right down into the bottom of the car. A fall of probably fifteen feet. Luckily, he only tore the knees out of his trousers, horribly skinned his knees and colored himself black with coal dust. Another time we were working with a conductor who had no patience anyway. We had a passenger car to place in front of the Union Depot to go on a Norfolk and Western passenger train. Our conductor briefed us on how he wanted it done as we had to cross several tracks and back again the same route. I was to be the lead unlocking and throwing the switches and the other boy following specifically ordered not to lock the switches back for it takes a lot of time to unlock, remove the padlock and throw the switch. We had very little time to perform this maneuver. Well, the conductor and I got the car positioned but when we started back,lo and behold, this other helper had locked all the switches adding several minutes to the operation so much so that the train approaching the station had to stop short of the station. The engineer was impatiently blowing his whistle and clanging his bell all the time we were laboriously unlocking and moving switches through the maze in order to get back to where we had to go. After we were in friendly territory that boy had to endure the worst tongue lashing and cursing from the conductor I ever heard. I thought he was going to whip him. He sure could outcurse old Sam!

Another interesting thing back then were the toilets on passenger trains. They were flushed with water but dumped right outside on the tracks. No EPA back then. On our line we locked the johns on approaching the station stops and unlocked them on leaving. I recall one incident when a passenger couldn't get off at his stop but was hauled on down the line as he was locked in the lavatory. However, Norfolk and Western didn't lock their toilets and when they made a station stop there were men whose jobs were to run along and hang buckets under the outlets. A rather nasty job from start to finish and it must have been the lowest seniority job available. Once an Indian chief was riding on the train with his squaw. He had sent her to fetch several glasses of water and finally she came back with an empty glass. He asked why she no bring water and she replied, "Me no can bring water, white man sitting on well". I suppose I acquired my lifelong habit of being able to sleep under most any conditions when working on the railroad. At Petersburg at about the middle of the night we made a run out to the marshalling yard which was about fifteen or more miles south of town. Our engine always faced north so on this run the engine would be backing and pushing the cars behind it. Steam engines could run just as well anyway whether backing or running forward. In cold weather I found I could crawl up under the boiler near the front of the engine where part of the chassis was shaped like a big iron throne and sleep well with the piston going back and forth right next to my head. I would sleep so sound that when we stopped at the yard and they were ready for me to throw the switch to let us into the shifting yard area they couldn't wake me up blowing the whistle or ringing the bell so Sam would throw a rock up and hit me. In warm weather I would lie down on top of a box car with my head on the walk way and my feet to the outside and sleep away twenty feet in the air with the car swaying from side to side. Again they would have a hard time waking me and Sam might have to climb up on the car and stir me. Once, at night, I went down in a siding to get a car ready to be picked up. After removing the chocks, releasing the manual brakes and bleeding the air tank I leaned against the car holding my lantern in my hand and went to sleep. When they backed the train in to pick up the car they hit it knocking me down and waking me up. When the engineer saw my lantern fall he knew to stop. Incidentally, cars would automatically couple if you had pulled the pin and released the knuckle in the drawbar. I don't think God ever intended for man to work all night. Later, when I was a plane commander on a B-17 Flying Fortress flying bombing missions out of England over Germany formation flying with those manual controls was hard work so the co-pilot and I would swap off flying about every fifteen minutes. The crew would marvel at the fact that when I wasn't manipulating the controls I would go to sleep even when flak was hitting the airplane. Growing up on a farm we had a habit of taking a nap after dinner, lunch to Yankees, because my Pap loved his mules and felt they needed plenty of time after their dinner in order to digest their food.

Years later we flying out of Kansas City on a Boeing 727 just after lunch with an FAA inspector on the jump seat. The First Officer was flying and we took off to the south. Just after turning east in the climb out air traffic control called with a clearance. They said I picked up the microphone to answer, started the mike toward my mouth and then slumped down like I had been shot and was sound asleep. Luckily, when I awoke fifteen or twenty minutes later everybody had a big laugh. I sure got derailed that time so back to the railroad. It was a very exciting occupation for me. I would say that prior to Lindbergh's solo flight across the Atlantic, railroading was the glamor industry. And, compared to other industries, the pay was good. My outfit even had its own hospital where employees received free and excellent treatment. I know, for my brother Leslie spent some time in it. He went to work for the ACL when he was sixteen years old as a track maintenance worker, was station master at Suffolk, Virginia, during World War II and due to the decline of the railroad ended up as a freight clerk when he retired. As an operating crew member I have said it was a dangerous job yet I should say that with experience the chance of an accident was greatly reduced. I recall another close brush with death I had. We were working our usual night shift and had gone way north of Petersburg in an area unfamiliar to me to pick up some cars. It was pitch dark and were running and I was standing up on a car about halfway between the engine and the rear car. Major Sam was on the rear car and I noticed he was signaling me in what looked urgent with a fast up and down signal which I interpreted to mean get down which I did just in time to keep from getting knocked off by an overhead highway bridge. I owed my survival to Sam. Experience such as this would teach a man to sit on top of the car in such unfamiliar area especially at night. Tank cars were dangerous and as part of my training I was told a full tank car could move back and forth several inches for quite some time after you had stopped it such as when you were dropping it off in a siding. This was because there were no baffles in the tank and the fuel would slosh back and forth after a stop. Fingers, hands and arms have been amputated for brakemen this way disconnecting the air line of tank cars. There was an exact technique in disconnecting the air line between the railroad cars, otherwise, you could end up with a broken nose or rib from the flying end of the loosed hose. The air lines were rubber hoses about two and a half inches in diameter with a heavy metal end on each somewhat like an elbow with slots on them to fit into the next hose. To be air tight they would be attached and hanging down, to release them you grasped the connected ends in your hand with your palm facing away from you and lifted up. In this way the slots released and the opposite end flew violently away from you as they released due to the air pressure. There was a shut off valve at the end of each car. If you were leaving the car in a siding you would close the valve on the train side car and open the one on the parked car so as to set the brakes. When a train was cruising and an emergency arose to where the brakes were suddenly locked it usually meant an expensive reworking of the wheels for you suddenly locked all the wheels and in this case you had metal skidding on metal. Invariably, this would make flat spots on the wheels and they would have to be removed and ground down or even replaced.

Orce, a few miles out of Petersburg a service man on a troop train belonging to the Seaboard Airline Railroad pulled the emergency cord in a car locking all the brakes. The train had to be left right there and we went out to bring it in for repairs as all the wheels had bad flat spots. The cars bumped so much we couldn't go over three or four miles per hour. Maybe the fellow figured it would delay his going overseas? I mentioned roundhouses. This didn't necessarily mean they were round although some were but that they had a huge revolving table with tracks on it whereon engines could be run onto it and turned around. It was a huge garage wherein all kinds of repairs could be accomplished sheltered from the weather. It was interesting to me that in our roundhouse in Rocky Mount there was a colored woman working as a mechanic. You will notice most times when you see a long freight train there will be cars from all over the United States. The railroads had a fantastic cooperative system of keeping track of their cars. Manifests kept by the freight conductors were sent in each day to a central location so cars could be recorded and proper bookkeeping done. Each day a car belonging to another company was on your tracks you paid a small rental fee. Also the rule was that empties should be routed back to their owners. Tariff for the payloads was divided among the owners of the cars according to the mileage on each one's tracks. I was told one railroad didn't own any freight cars but depended on rentals. A service not sponsored by the Coast Line but prevalent on the New York to Miami crack pullman trains was prostitution. These girls rented berths or staterooms in order to ply their trade which was providing comfort and pleasure to the wealthy male passengers. We used to see them quite often at station stops getting a breath of fresh air. A service the airlines never got around to with all their innovative in-flight services. Senority didn't mean as much on the railroad as it did on the airline. With the airline one number can sometimes mean the difference between flying captain or first officer or the difference between being furloughed or not. On the railroad instead of the emphasis on seniority the respect was for those who had worked on the most lines. My old conductor, Major Sam Hutchinson, and I corresponded all during the war but he died before I ever got back to see him. After the Japanese made their infamous attack on Pearl Harbor I went to Richman, took the Army Air Corps Aviation Cadet written exam and physical and was accepted. I reported back to Petersburg and informed the Yard Master, Mr. Allen, of what I had done. He said he could keep me out due to my essential job but I would have no part of that so he wished me luck and thanked me for my work. And so an era filled with excitement and fulfillment in my life passed behind me. The memories of the fine people I was associated with will always be pleasant memories. They were a breed apart. Rough talking, hard drinking, hard working, loyal, sincere types. They could curse you out while inwardly they were hoping they could teach you something that might save your life. The Atlantic Coast Line eventually merged with the Seaboard Airline to form what is now known as the Seaboard Coast Line. Never could figure why the railroad was named the Seaboard Airline. 78

After World War II the railroads just gradually declined. They just seemed to forfeit the passenger business to the buses and airlines. All they seemed to want was the carload freight traffic. It was a mistake I am convinced. Had they modernized and advertised they could have had the bulk of the passenger business on the short runs between the big cities. Only in fair weather on the longer hauls could the airlines have beat them out for customers. For example, even today in the age of the jet plane a good fast train on the average could take you from New York City to Philadelphia in very close to the same span of time as the airline and especially during bad weather. From what I hear today with so-called positive air traffic control delays are a normal matter of fact. Had the railroads risen to the occasion and bought modern comfortable cars with all the luxuries of a fine restaurant where dining was needed things could have been different. A rolling tavern with good looking hostesses would have enticed many away from the airlines. The fear of flying that prevails even today would have also helped to fill those seats. I recall reading that President Reagan used to be afraid of flying. The old gruff conductors who didn't know or care what courtesy to the customer meant and seemed to purposely announce stations coming up in a foreign tonque could have been replaced by young male and female pursers who could relate to the people who were paying their salaries by buying tickets. It would have meant the difference between acceptable service or no customers. The last time I rode a U.S. train for any distance was in the seventies. It left Rocky Mount, NC, about nine at night and I traveled to Philadelphia. One of the crew told me they referred to it as the chicken bone special and I learned why. Evidently, the demise of the Jim Crow car meant just deleting another car on the train for Negroes and crowding everyone into less space. Not only was it crowded but mostly colored people would get on some drunk and loud and no one seemed to care if they bothered the other passengers. Most would get on with bag lunches that was chicken predominately. As they ate their meals chicken bones and other trash would go on the floor. There was no service on board such as anyone selling sandwiches, coffee or magazines. When we pulled into Richmond about two a.m. I was actually dozing for I can sleep in most anything. A fellow got on and in a loud voice announced you could get your sandwiches. Inasmuch as he had woke me up I decided to have a coffee. Unbelieveable that all he had in the way of drinks was orange drink! It was winter that night and the car I was in was like a refrigerator. There was a young woman with two small kids. When the conductor came through she told him it was cold in the car. In a curt voice he informed her it was like any other car. I went forward into the car ahead of us and checked and came back and told her the car had heat so she moved. Passenger cars were heated by the train steam line and there was no excuse for the car not being heated except that someone overlooked hooking up the steam line. Another impressionable experience with the luxury of rail travel came when we took our four small sons to Philadelphia once to see the Phillies baseball team play the Pittsburgh Pirates. We departed Trenton, New Jersey, and returned to same. The cars both ways must have seen service during the Civil War. The seats were hard, uncomfortable, very worn and covered with scratchy mohair. Literally, the floors were so rusted out you could see the rails and ties down below. 79

There were the old ice cream parlor type ceiling fans overhead. It was hot and one of my sons asked me to raise the window by them. I tried and couldn't and he said, "But, Dad, your's is opened some". I told him mine was rusted open and his was rusted shut. Again, it is incomprehensible to me that the railroads just let the world pass them by. Just think if our government had had the foresight to insist the railroads not go under what a nicer environment we could have had today. Take all the tractor trailers off the highways except the few essential and haul the freight by train. The reduction in pollution would be tremendous plus our highways would be safer and have less potholes. The behemoths roaring down our highways are tearing up our roads and intimidating passenger car drivers. Ever notice how much rougher the right lane is on much of the roads? Sixty to eighty thousand pounds on those eighteen wheelers are pounding that pavement every day while a sign on them proclaims they pay a mere three or four thousand dollars per annum in taxes. What have the railroads been forced to pay in taxes through the years? That is partly why they went of of business. High taxes on their depots in downtown areas and on all their right of ways. This must have been a great source of tax revenue for cities, counties and states through the years. And who maintained all those miles of tracks, station facilities etc.? Must have given a lot of people employment. But here I am crying over spilt milk and the passing of a great era in American travel. I am just thankful I got to have a small part in railroading. It was great! *

STATED SAFE SPEED - In 1825 the British railway pioneer George Stephenson deliberately misled an inquiry by members of Parliament into the safety of trains. He told them to expect speeds of 12 mph even though he expected trains to reach 20 mph. Stephenson played down speed in order to allay public fears of the new mode of transportation. Political opponents had claimed that it could seriously damage passengers' health. They had claimed trains traveling at more than 12 miles per hour would cause mental disorders and would expose passengers to the risk of being suffocated because the speed would suck all the air from their lungs! In 1983 the French TGV (Train a Grande Vitesse) set a new world speed record for passenger trains, completing the 264 mile Lyons-Paris run at an average speed of 132 mph. Top speed was 170 mph. Japan and West Germany are now testing prototype trains with top speeds up to 250 mph. *

The retired pilots of U.S. Air (Alleheny) known as the Soaring Eagles had a nice reunion in Williamsburg, Virginia, attended by the U.S. Air Executive Vice President and a speech by the Vice President of Operations. Each employee with that airline received $125. as a Christmas bonus. I used to get a calendar and a handshake *

* 80

Retired Airline Pilots Association The Federation of Retired Airline Pilots Associations

RAPA

LIAISON

REPORT---January 1988

The 1987 RAPA Convention was held at the Marina Del Rey International Hotel on December 4,5,6, 1987. Al Clay, a TARPA member and President of RAPA for the past two years opened the convention with the announcement he would not be available for any elective office. Your representative serving as secretary and newsletter editor stated he would not be available in any capacity Serving as a member of the nominating committee we were unable to complete a slate of officers and since no one would accept the nomination as President, a motion was made by the United delegate for dissolution of RAPA. Brooks Johnson, a Northwest retiree agreed to accept, the Presidency, with reservations, to forestall the dissolution. In other news, the Clipper Pioneers (PAA) rescinded their membership stating that RAPA, "has done absolutely nothing for Clipper Pioneers." Eastern and Piedmont rescinded their membership several years ago. Western and Airlift didn't send a delegate leaving only 12 airlines to be represented. A majority of US Airlines have never expressed a desire to be a member of RAPA. Because of declining membership in RAPA and in their insurance policy, a motion was passed which would permit Associate memberships to all retired individuals from all scheduled airlines, including airlines that are no longer in operation. In addition to pilots, employees, spouses and widows, all categories of employment will be eligible; i.e., agents, mechanics, flight attendants, management personnel, and other interested parties. A motion revising agenda submission procedures passed but a motion by TARPA to equalize dues for all airlines failed by a vote of 11-1. Discussions ranged from future convention sites to an increase in group travel programs, Incorporation, Medicare/Supplemental Insurance problems, elections. newsletter and dissolution of RAPA. If the experience of the past is any indication of the future, little will be done to implement ideas generated from the two day meeting.

AIRLIFT • BRANIFF • CONTINENTAL • FLYING TIGER • FRONTIER • HAWAIIAN • NATIONAL • NORTHWEST PAN AMERICAN • REPUBLIC • SEABOARD • TRANSWORLD • UNITED • U S AIR • WESTERN

Although all airlines, regardless of size, have an equal vote, the dues situation puts a burden on TARPA since we do not. benefit from RAPA'S programs such as insurance and group travel cruises. TARPA has its own programs and socializing is our only remaining benefit. The bottom line is that TARPA in subsidizing the other airlines within the RAPA Federation. TARPA is the largest dues paying member, 2 to 3 times the amount of the smaller airlines. Due to attrition, many of the airlines that no longer exist, have a declining membership, whereas, TARPA's is increasing, creating an additional cost in dues. The RAPA Board of Directors has shown no inclination to change its policies and there is no reason to expect any change in the near future. RAPA's inability to rise above the morass of self induced apathy makes it difficult to believe that it will survive as a Federation of scheduled airlines. The inequality of membership dues, failure to achieve its goals, a lack of esprit de corps among the members and the withdrawal of airline members, foretells RAPA's future as a minuscule social organization supported by the smaller and defunct airlines. In the four years that I have served you as your representative, I now find that the time and personal expenditures does not justify the results. I will recommend to the TARPA BOD that the RAPA dues for '88 be withheld until the convention meets in Tucson. The question before the convention will be whether they wish to continue their affiliation with RAPA at an annual cost of over $700.00. Respectfully yours, E. A. Hall Liaison to RAPA

Any Day Now Y ou will Be Called for Jury Duty!! Here are some facts you must know, but the judge won't tell you: First: Your personal service as an honest juror -- true to your own conscience - is essential to a free country. Second: , As a free and Sovereign citizen/juror, you are superior in rank and status to anybody in the court room, including the judge n his/her black robe. Third: In this capacity you are totally independent of the court, not subject to direction nor dictation of any kind (except for decorum, such as being in the court room on time and listening to the evidence). What this means is that the judge is prohibited by the Constitution from dictating or instructing you in any way, least of all as to how to apply the law. As a Sovereign Citizen, you have the inherent power and actually the obligation to overrule (nullify) any written law that you find objectionable. Few judges will inform you that this is a natural right of citizenship. They will, instead, deceive you -- even attempt to coerce you -- into swearing you will take the law "as I dictate it to you." But every judge knows you, as a Sovereign citizen/juror, possess the right inherently -- not as a legal grant -- and that it is recognized and guaranteed by the Constitution of the U S A and all 50 states. The U.S. Supreme Court has many times acknowledged this, starting back in 1794 when our first Chief Justice, John Jay, wrote: "It is presumed that juries are the best judges of fact; it is ... presumed that the courts are the best judges of the law. But still both objects are within your (the juror's) decision. Y ou have a right to take it upon yourselves to judge both law as well as fact in controversy." Georgia V. Brailsford, 3 Dall 1. The jury's power to nullify was no new discovery even then. It has been known to exist virtually forever, and the pages of history shine with examples of jurors ensuring the people's rights and liberties by overturning bad law, although written in the law books. Yet it is as current as the Twentieth Century. ***"... the jury has the power to bring in a verdict in the teeth of both law and facts," Oliver Wendell Holmes, 1920 Horning v DC. 254 US 135. ***The jury possesses "the undisputed power to acquit, even if its verdict is contrary to the law as given by the judge and contrary to the evidence." 1969 U.S. v Moylan. 417 F2d 1002), ***The jury has an "unreviewable and irreversible power . . . to acquit in disregard of the instruction on the law given by the trial judge." 1972 U.S. v, Dougherty. 473 F2d 1113. W ritten by: Godfrey Lehman 2336 Market Street, #21 San Francisco, California 94114 (Phone 415-362-0790) 83

Distributed by: The Justice Times P.O. Box 562 Clinton, Arkansas 72031

AIR MAIL FLYERS Fourteen below zero, Mercury dropping fast, Just now I heard a mail plane, As it went a-spluttering past. And, I think, as I'm sitting here, My feet agin the fire, I'm wonderin' how cold it is, A half mile up higher. And I'm wonderin' what in thunder Kind of guts that feller has, That was drivin' that dumb airplane That just went a-zipping past. It's two A.M. He was making As he steered Up the Valley

Along this river one hundred flat, that blame critter of the Platte.

Then, I hear another a-comin' A-digging for the East A-sliddin' o'er this Valley Like he had the blamed thing greased. This country now is With about ten feet And every night the Drops to twenty-two

covered of snow, mercury below.

But, them two guys a-riddin' Working for Uncle Sam, Surely don't know how cold it is, 'Less they don't give a damn. And I keep a-thinkin' of 'em, Are they just a pair of nuts? Or, are they a couple of "he-men" With a belly full o' "guts"? George Burton Kearney, Nebraska From the QB Beam sent in by Ole Olson *

ADDRESS CORRECTIONS and/or CHANGES . .

(Read across)

12-31-1987 Page 1 -------------------------------------------------------------------------------------------------------------------------------------

(R)

ANDERSON, NORMAN F. CAPT. (CAROLYN)

(R)

450 PARTRIDGE CIRCLE SARASOTA,

254 DIXIE LANE

34236-1912 (NOV-JUN)

TARPON SPRINGS,

813-366-3315

(R)

BALSER, BOB G. CAPT. SCOTTSDALE,

(JACQUELINE)

(R)

85259

BETTS, FRANK I.

CAPT.

(MITTIE)

(H)

BILLMAN, LA VETA MRS. SUN CITY,

11743

(LOUIS)

85351

602-972-4170

BLACK, DOT MRS.

(RUSS)

(R)

BUDZIEN, WARD C.

CAPT. (MURIEL)

670 GOLF VIEW DRIVE 28739-1967

TUCSON,

85737

602-742-3871

CAPIN, GUY E.

CAPT.

FORT MEYERS.

(DENNI)

(R)

CARROLL, JOHN C. CAPT. 29168 VISTA VALLEY DRIVE

33905

VISTA,

813-694-5900

92084-2218

619-758-8392

CHICHESTER, STANLEY R.

CAPT.

(KAY)

(RI

CHITTENDEN, HOWARD T.

5617 BOULDER BLVD.

1001 BUENA VISTA

SARASOTA,

SAN CLEMENTE,

34233

813-377-3097

CAPT.

92672

CORDELL, WILLIAM R.

CAPT.

714-498-2439

CONAWAY, ROY W. CAPT.

(DOROTHY)

(R)

6770 PEAR LEAF COURT SPRING HILL,

34606 (NOV-MAY)

)

CAMDENTON, MO 65020 314-346-3512

CRASE, LEONARD W. CAPT. 10716 GLENWOOD AVE., OVERLAND PARK,

(SHIRLEY)

(RI

UNIT E

CRASE, LEONARD W. CAPT.

(SHIRLEY)

13540-201 STRATFORD PLACE CIRCLE

66214 (OCT-MAY)

FT. MYERS,

913-649-0932

Ft.

33919 (NOV-APR)

813-489-2958

DAVIS, CHARLES E. A. CAPT.

(ELNONA

NONY")

(R)

DERICKSON, RUSSELL G.

CAPT.

3922 LAS VEGAS BLVD, SOUTH #83

5344 N. VIA SEMPREVERDE

LAS VEGAS,

TUCSON,

89119-1031

702-736-6765

85715

602-299-3320

EATON, EDWARD E. CAPT. (PEGGY)

(R)

#507B 1650 1st AVE. W., BRADENTON, FL 34205 813-748-3409

(BETY

BOX 76

904-686-1428

(R)

34607

HUNTINGTON,

48 PANGOLA DRIVE

(R)

9735 DESERT HILLS DR.

704-693-1112

(R)

(DIANE)

36 VIEW ACRE DRIVE

HENDERSONVILLE,

(R)

IRO

904-596-0980

506 SPANISH OAKS LANE

(R)

BECK, THOMAS E. SPRING HILL.

516-427-5967

(R)

34689 (ALL MAIL)

4660 LAKE IN THE WOODS DRIVE

602-860-2877

((H)

813-904-1968

12595 SILVER SPUR

(R)

AUDETTE, ROBERT J. FIE (GERDA)

ELDER, ROBERT E. CAPT. SEVEN POND RIDGE LANE ROWAYTON,

203-838-4225

06853-1541

(ULRIKE

"ULI") "

ADDRESS CORRECTIONS and/or CHANGES . . . . (Read across) 12-31-1987

Page 2 ------------------------------------------------------------------------------------------------------------------------------------

(R)

ELLIOTT, WENDELL A. F/E (VIRGINIA)

(R)

EROEN, CONRAD 8. CAPT. (BARBARA)

6225 S. CLARE ROAD

8117 E. WHISPERING WIND DRIVE

SHAWNEE,

SCOTTSDALE,

66226

85255-2841

913-422-2079

(R)

FLYNN, EDWARD S. CAPT. (BARBARA)

(R)

8848 EAST SUNNYSIDE DRIVE

TUCSON,

SCOTTSDALE,

85715

602-722-3173

(R)

FRITTS, A. EDDIE CAPT. (NANCY)

(R)

66212 (MAY-DEC)

GOUGH, ROBERT W. CAPT. (MARY)

(R)

498-45 LAKEVIEW DR.

JENSEN BEACH,

PALM HARBOR,

34957

HECKER, LARRY M. CAPT. (CLARE)

(R)

34683

HEILESEN, FRANK F/E

321 INDIAN ROCK ROAD

3733 VIEW COURT

NEW CANAAN,

SANTA ROSA,

06840-3122

95403

707-576-0910

HEWITT, BARTON G. CAPT.

(R)

HUCK, ALBERT D. CAPT.

28173 MEADOW DRIVE DR.

RT #5, BOX 1020, SUITE 90

EVERGREEN,

PRESCOTT,

80439

86301

602-778-6296

KOLLER, FRED F/E (SONIA)

(R)

LEWIS, HORACE W. CAPT.

3234 S.E. FAIRWAY E

756 HARBOR ISLAND

STUART,

CLEARWATER,

34997 (NOV-MAY)

305-283-1229

MANNING, EUGENE P. FIE (BONNIE)

34630

(R)

MARQUARDT, RICHARD S.

710 WEST MAIN, APT. 996

15414 BOLIVAR DRIVE

ARLINGTON,

SUN CITY,

76013

CAPT.

(JUDY)

85351

602-972-2267

MAYNARD, CHARLES W.

CAPT.

(CORINNE)

(R)

5600 DEER RUN DRIVE

METCALF, CONY B. F/E (EDNA) RR #2, BOX 83

FORT PIERCE FL 34951

PLAIN DEALING,

305-466-7209

71064 (NOV 15-MAY 15)

318-326-4168

METCALF, CONY B. F/E (EDNA)

(R)

8313 NORTHERN RAYTOWN,

(PEGGY)

813-446-6645

817-275-6710

(R)

813-786-1950

303-674-2103

(R)

(NANNETTE)

HARTMAN, DONALD FIE (NORMA)

10410 N.E. OCEAN BLVD., #905

(H)203-966-6989 (0)203-323-0054

(R)

CAPT.

312-941-1607

305-229-3050

(R)

GOSEN, RAYMOND H.

VILLA PARK, IL 60181

913-341-4290

(R)

85260 (JAN-APR)

P.O. BOX 189

OVERLAND PARK,

(R)

602-391-9397

9901 LOWELL

(R)

FRITTS, A. EDDIE CAPT. (NANCY)

6261 CRAYCROFT ROAD

MILLER, ROYLEE CAPT. (KATHLEEN) 380 PALM ISLAND N.E.

MO 816-35

64138 (MAY 15-NOV 15)

CLEARWATER, 86

813-446-2783

34630

ADDRESS CORRECTIONS and/or CHANGES . . . . (Read across) 12-31-1987

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fit)

MITCHELL, JOHN E. CAPT. (BETTY)

(A)

126 SUN VALLEY ROAD

KANSAS CITY,

TOMS RIVER,

64119

816-453-6691

(R)

NORRIS, R. SCOTT CAPT. (MARILYNN)

(A)

P.O. BOX 253

TUCSON,

NORWOOD,

85737

PHAIL, GORDON A. CAPT. (GERTRUDE)

(R)

PHIPPEN, MELVIN C. CAPT. 745 LANDORAN LANE

STUART,

TUCSON,

34994

(SARA)

85737

602-297-0398

PLETCHER, PAUL PETER CAPT.

(R)

PUGH, ROBERT F. F/E (DOROTHY)

2841 NORTH OCEAN BLVD., #1807

672 POINSETTIA ROAD, #67

FT LAUDERDALE,

BELLEAIR,

33308

34616

813-586-4990

PYLE, JOHN H. CAPT. CAREFREE,

(MARION)

(A)

RICHARDS, L. ROGER CAPT. 4608 GLRNCOE AVE., #2

85377

MARINA DEL REY. CA 90292 213-827-1500

602-492-0301

ROACH, PAUL E. CAPT. (MARY JANE)

(R)

ROMAN, EDWIN L. CAPT.

4000 WAILER ALANUI #2802

538 EASTLAKE DRIVE

WAILEA, MAUI.

RIO RANCHO,

96753

808-878-8879

(R)

07648-0253

1967 PALMETTO TERRACE, N.W.

P.O. BOX 1183

(R)

(ELAINE)

201-767-5672

305-564-0403

(R)

08753

PAXSON, JOHN L. CAPT.

14555 CROWN POINT DRIVE

305-692-0841

(R)

201-240-4275

602-825-3828

(R)

NICHOL, NORMAN A. CAPT. (PHYLLIS)

3703 N.E. SHADY LANE DRIVE

(DOROTHY)

87124

505-892-1279

RUPPENTHAL, KARL M. CAPT.

(A)

(ALICE)

SCHNEIDER, ROBERT S. F/O

2200 PINE KNOLL DRIVE, #6

P.O. BOX 25

WALNUT CREEK,

FARMINGDALE.

94595

(DORY)

07727

415-947-0628

(Al

SCHROEDER, WILBUR F.

CAPT.

(MURIEL)

(A)

44 160 3 HAKO STREET #1603

SANTA ROSA,

KANEHOE,

95403

707-576-7151

(A)

SCHULZ, WILLIAM L. CAPT.

672 GREEN VIEW DR.

96744

808-235-0964

SCHULZ, WILLIAM L. CAPT.

(E)

CAPT.

SELBY, DAVID C.

44 160 3 HAKO STREET, #1603

2183 FRONTIER DRIVE

KANEOHE,

LAS CRUCES.

96744

88001

505-522-3375

(R)

SHERWOOD, WILLIAM H. F/E (MARY)

(R)

RT #2, BOX 424 PLEASANT HILL, 816-987-2770

SONNE, ERNEST H. CAPT. P.O. BOX 872

ZELLWOOD.

64080 87

32798

(DOLORES)

ADDRESS CORRECTIONS and/or CHANGES . . . . (Read across) Page 4

12-31-1987

(R)

STEWART, WILLIAM D. F/E (RITA)

(E)

STONE, BURDICK CAPT. (HELEN)

14983 LOS NINOS PLACE

STAR ROUTE BOX 171

GRASS VALLEY,

HIGHWAY 41 SOUTH

95945

916-477-7308

SILVER STAR,

59751

406-684-5262

(A)

STURGES, FRANK E. CAPT. (JANE)

(R)

225 SPANIARDS ROAD

618 DRAKE LANE

PLACIDA,

DUNEDIN,

33946

813-631-7646

(R)

34698

813-733-6650

THOMPSON, LEWIS W. CAPT.

(JUDY)

(R)

RR #1, BOX 592 BANNER ELK,

THUNE, ROBERT F/E (DIXIE) 3809 26th ST EAST

28604 (JUN-OCT)

NEW PORT RICHEY, FL 34655 813-376-1819

704-963-4354

(R)

THOMAS, LAWRENCE W. CAPT. (GERRY)

TOMS, WILLIAM H. F/E (MILDRED)

(R)

TOMS, WILLIAM H. F/E (MILDRED) 6449 PINE MEADOWS DRIVE

300 WATAUGA RD. BOX 53, WATAUGA VISTA

SPRING HILL,

FRANKLIN,

904-686-1468

28734 (APR 15-NOV 1)

34606-3343 (NOV 5-APR 15)

704-524-5669 (R)

TRAYLOR, HERBERT A. FIE

(RI

238 CLAREMONT AVENUE

LOS GATOS,

VERONA,

95032

(R)

07044-2547

201-239-7420

408-356-6920

(R)

TUTTLE, CHARLES A. CAPT.

16330 LAVENDER LANE

VAN ANDEL, JOHN H. CAPT. (LINDA)

(A)

VASCONCELLOS, KEITH CAPT.

3100 NORTH AlA, APT. PH A-2

2720 KINGS CANYON ROAD

FORT PIERCE, FL 34949 (NOV-APR)

CARSON CITY,

305-466-7551

NV 702-882-7054 CA 805-643-0919

WILLIAMS, BILLY N. CAPT. (DOLORES)

(R)

89703

WILLIAMS, MAX L. FIE

741 SPANISH DRIVE NORTH

P.O. BOX 1388

LONGBOAT KEY. FL 34228

CEDAR RIDGE, CA 95924-1380

813-383-3262

(R)

WILSON, JOE W. F/E (EVELYN)

)R)

100 POOLE PLACE

APTOS,

OLDSMAR,

95003

408-688-0450

(R)

YATES, KEITH E. CAPT.

123 SEA TERRACE WAY

34677

(NOV 1 - MAY 30)

813-785-5336

YATES, KEITH E. CAPT. (MARJORIE)

(R)

9231 N. CORRAL LANE CASTLE ROCK,

(MARJORIE)

80104

ZIMMERMAN, WILLIAM A. F/E (SALLY) 6553 GREENBRIER DR.

(JUN 1 - OCT 30)

LARGO,

303-790-1567

813-391-2091

34647

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

IA)

HALL. HOWARD F. CAPT.

(KATHERINE)

(A)

900 BUTTERFIELD ROAD SAN ANSELMO,

500 E. BARNES AVENUE

94960

KANSAS CITY.

415-459-4255

(R)

MILLER, JOSEPH C. CAPT.

64118

(PEGGY)

(A)

ROBILLARD, MALCOLM R. CAPT. (JEAN)

4202 E. TANO STREET

4821 CRAIG AVENUE

PHOENIX,

METAIRIE,

85044

70003

504-885-4544

STUMPF, FRANCIS D. CAPT.

(HILARY)

(A)

VANDERMEER, HANS M. CAPT.

2808 LAKESHORE WAY

219 HEIGHTS ROAD

TWIN LAKES,

RIDGEWOOD,

53181

414-877-2859

(R)

816-452-2480

602-893-3090

(R)

LAURSEN, VERNON L. CAPT. (DIANA)

201-447-4177

WETHERBEE, MAX CAPT.

(SHIRLEY)

3019 MEADOW DRIVE MARRIETTA,

30062

07450

(NIENKE)