1988.05.TARPA_TOPICS by TWA Active Retired Pilots Assn.

TUCSON, HERE WE COME WHY DEREGULATION? BY FLOYD HALL THE 049 CONNIES BY ED BETTS

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA MAY 1988

DAVE RICHWINE, PAST PRESIDENT

DEDICATION To the pioneers of today's TRANS World AIRLINES whose vision, effort and perseverance made it all possible, we express our sincere gratitude.

TARPA TOPICS PUBLISHED QUARTERLY BY THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA EDITOR A. T. HUMBLES 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 P a c i f i c P a l i s a d e s , C A 90272 213 454 1068 OFFICERS AND DIRECTORS OF TARPA

R. G. DERICKSON, PRESIDENT E. A. HALL, FIRST VICE PRESIDENT P . S . HOLLAR, SECOND VICE PRESIDENT J. S. McCOMBS, SECRETARY / TREASURER

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

SENIOR DIRECTOR DIRECTOR DIRECTOR DIRECTOR

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

CAPTAIN DAVE RICHWINE The fellow on the front cover is noted for not standing still long enough to be captured on film. However somebody caught him in a weak moment and so we have his likeness. Dave is a product of Middle America seasoned by long experience over the oceans and continents of the world and in the negotiating rooms, arbitration hearings and the continual study and expansion of his interests and work. He was born in Rochell, Illinois on July 27, 1914 , and graduated from high school in Rockford, Illinois, where he played on a championship football team. After attending Saint Viator College in Kankakee, Illinois, he went to work for a wholesale drug firm. He was bitten by the flying bug and after the Aviation Cadet Act of 1935 was passed, he says his business sense prevailed and he joined the navy because he had figured out that he would be better off on seventy-five dollars a month with the navy paying for his flying time instead of having to pay for it out of pocket at eight to fourteen dollars per hour. These were depression days dollars. After his flight training at Pensacola, Dave was assigned to a new PBY squadron in San Diego. He says his duty with old Patrol Wing One was not dull. They delivered the first PBY,s to the Honolulu squadrons. They also trained the pilots from Panama in the new equipment. The wing did an Alaska tour doing some survey work on the chain and the following year made a mass forty-eight plane non-stop flight from San Diego to Panama. After service at Norfolk, Dave completed his Fleet Tour flying Neutrality Patrol out of Gould Island, Rhode Island. "..I watched the great shipping lanes dry up as German subs dominated the scene." He ended his first four years in the Navy as an instructor at Pensacola. His first tour with TWA was rather short. He started with the company in September 1940 and was recalled to active duty (as were Bunky Moorhead, Bob Knowles and Walt Gates) in the summer of 1941 and was assigned to instruct on flying boats at Pensacola. After a few months of this he was assigned to a squadron being formed with former airline pilots. This was VR-1, the first squadron of the Naval Transport service. Other service during the war found him back on the big boats in the Pacific and later serving on the NATS Pacific Operations desk for Chief of Staff Paul Richter. In April of 1942, Dave and Vi Cohoon were married in Norfolk and ever since, Vi has been a full partner in the many activities which Dave has tackled.

I n the fall of 1945, Dave returned to TWA just in time to be caught up in the long simmering dispute between pilots and management over the wages and working conditions for the larger, faster and more productive four engine equipment that was being introduced. Conditions worsened and the resulting strike found him working at the strike headquarters at 101 East Armour Boulevard. This was the beginning of his service as ALPA worker extraordinary.

ON THE GO-73

He served as Local Council Chairman several times, and was MEC Chairman, Chairman of the Negotiating Committee, Chairman of the ALPA Wage and Working Condition Study Committee, and an IFALPA Delegate. He was an instructor in several ALPA sponsored seminars on Contracts and Negotiations and was chairman of several local committees including the ALPA Kansas City Airport Committee, the Jet Safety and local retirement Committee. This is only a partial list. You name

He also worked on the Charles Thomas Committee which did an in depth study of TWA when Mr. Thomas first took over the reins as TWA President.

Dave had business interests as well as serving many years a s an elder in the Presbyterian Church and being a director of the TWA Club Credit Union for twenty years, serving a s president three times. Wherever he has moved, he and Vi have been active in church and civic affairs. The last ten years of his aviation career were spent on International and he flew the 747 for his last four and a half years on the line. You would think that after retirement, Dave would take it easy, but if he slowed down, no one could tell. He started a new business of buying and remodeling houses and when John Ferguson had to resign from the Presidency of TARPA for reasons of health, Dave filled the breach. He served two terms as president, and the groundwork he did in the formative years when TARPA was a small organization has paid off. When he left office, TARPA had over ten times a s many members a s when he took office. Since then TARPA, building on this foundation, has become the finest retired pilots organization. After stepping down as TARPA president, Dave served two terms as a Vice President of RAPA. Dave plays tennis three or four times a week and he and Vi enjoy Ballroom Dancing. When they moved to the Clemson, S.C. area and a local dance club was needed, true to form, they established one themselves and dance several times a week:. They enjoy dancing competitively and do so with some success. Somehow, no one ever asks Dave what he does in his spare time. This article was written without Dave's knowledge or consent but with Vi's collusion. ********************************************************************************************** JOSH BILLINGS WISDOM (1) Don't ever prophesy; for if you prophesy wrong, nobody will forget it, and if you prophesy right, nobody will remember it. (2) Never work before breakfast; if you have to work before breakfast, get your breakfast first. (3) There are two things in life for which we are never fully prepared and that is-twins. (4) I don't care how much a man talks, if only he says it in a few words. Josh Billings, 1818-1885 ########################################### When you have accumulated enough knowledge to get by, you're too old to remember it. '

1988 - TARPA CONVENTION More information on the 88 convention for the next TARPA TOPICS. THE SHERATON TUCSON EL CONQUISTADOR GOLF AND 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, Tangerine 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 one way. 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); Old Tucson (theme park) movie location. 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. For car rental in Tucson use Nat'l Car Rental at the airport or call Jim Hansen at 623-3653 and specify TARPA CONVENTION at Sheraton Conquistador.

Map from Phoenix Airport

TENTATIVE TARPA CONVENTION SCHEDULE 1988 The main dates for the convention are Wednesday May 25,1988 through Friday May 27,1988. Wednesday, Thursday and Friday of the last week of May 1988. Everybody welcome to come earlier and stay longer: at the same daily room rate of $45 double or single as per Hotel reservation form in TARPA MAGAZINE. AGENDA DAY

DATE

TIME

TUES

5-24

WED

5-25

5P-7:30P 12N-7:30P 12N-7:30P ALL DAY

THURS 5-26

9A---9A-5P 12N-7:30P 12N-7:30P 1P-9P 6:30-7:30

SAT 5-28

8A 9A-5P 9A-12P 9A-5P 12N-7:30 12N-7:30 1P-3P 1:30-5P 6:30-7:30 8A 8A-5P 9A-5P 9A-12P 12N-SP 12N-7:30P 1:30P-SP 1:30P-4P 7P-8P 8P-12P ALL-DAY

SUN

ALL-DAY

FRI 5-27

5-29

FUNCTION

SET-UP

EARLY REGISTRATION DESK HOSPITALITY PRES. SUITE LADIES DIALECTIC CONF. CC ROOM OPTION: NOGALES, PIMA AIR MUSEUM, OLD TUCSON; SONORA DESERT MUSEUM. BOARD MEETING REGISTRATION DESK HOSPITALITY PRES. SUITE LADIES DIALECTIC CONF. CC ROOM TRAP & SKEET (PRACTICE ONLY) GOLFERS DEPART; TEE TIMES 7A TO 9A AT LA CANADA GOLF COURSE. TENNIS PLAY BEGINS. REGISTRATION DESK TRAP & SKEET BRIDGE TOURNAMENT HOSPITALITY PRES. SUITE LADIES DIALECTIC CONF. CC ROOM LADIES FASHION LUNCHEON GENERAL SESSION GOLFERS DEPART; TEE TIMES 7A-9A TENNIS PLAY BEGINS. BUS FOR NOGALES RETURN AFTERNOON BRIDGE TOURNAMENT TRAP & SKEET HOSPITALITY PRES. SUITE LADIES DIALECTIC CONF. CC ROOM GENERAL SESSION LADIES INSURANCE BRIEFING HOTEL RECEPTION; BAR BANQT ROOM BANQUET AND DANCING OPTION; NOGALES, PIMA AIR MUSEUM, OLD TUCSON; SONORA DESERT MUSEUM OR CHECK OUT. SAME

AS THE HOTEL RESERVATION FORM SHOWS; THE RATES ARE THE SAME FOR TWO DAYS BEFORE AND TWO DAYS AFTER THE REGULAR CONVENTION DATES OF 5-25 TO 5-27.

The Active Retired Pilots Association of TWA

April 7,1988 PRESIDENTS MESSAGE By the time you receive this issue of TARPA TOPICS; the May 25 to 28 tenth TARPA CONVENTION WILL be only a few days away. Jack Miller and his hard working committee members are working daily to have everything ready for you. In addition to all the sports events and other social activities, you will be staying in an excellent hotel, at a choice location in Tucson. You will be pleased with the accommodations at the SHERATON TUCSON EL CONQUISTADOR, and at $45 per day the price is right. The guest speaker at the Convention will be Robert N. Buck. Bob will address the Membership at the Business Meeting on May 27th at 1:30PM. Jack Le Claire has been selected by the Award of Merit Committee, approved by the Board of Directors and will be the Honoree at the Banquet on May 27th. Orville Olson will make the presentation. We have extended special invitations to all the past living Award of Merit Honorees to attend this presentation with Jack. Included will be Rob't N. Buck, Floyd D. Hall, J. Larry DeCelles, Harold Neuman and D. W. Tommy Tomlinson. So put on your boots, spurs, cowboy hats (leave your six shooters at home) and come to Tucson this May. The spirit of the Great Southwest has never been more evident than today.

See you then

S E C R E T A R Y/ T R E A S U R E R R E P O R T

This missive is being prepared earlier than usual (March 28th) so that our Editor can launch the May issue a bit earlier and it's "SRINGTIME IN THE ROCKIES". Seventy degrees one day; twenty degrees the next. Last evening, the TV weather-wizards were forecasting a snow advisory for the Denver area. This morning, we were advised the snow advisory had been cancelled but upon turning on the computer and raising the shades ....... lo and behold, you guessed it, five inches of the wet stuff and coming down hard. The joy of mountain living. Intend to keep this short to save energy for the Convention. It is hoped you have sent in your hotel reservation. If not, it is never too late. Call Jack Miller at (602) 749-5309 for last minute assistance. As forecast, finances in good shape coming into 1988. A healthy reserve has been established. A full report will be available in Tucson. Joe Brown and Russ Derickson left civilization earlier this month to audit the 1987 books and will report to the Board and the Convention that no legitimate reason could be found for indictment and prosecution. I really appreciate having them take time to assist but, upon departure, the cupboards were bare; Jean believes the furniture can be repaired. Membership continues to increase. Twenty two have joined since the first of the year. Thank goodness, loss due to death (2) has been well below average. As usual this time of year, we have quite a few procrastinators. That number should decrease upon receipt of a reminder mailed last week. Once again, if you have not filed an UPDATE-CHANGE OF ADDRESS form since 1985, please complete the copy included with this issue. Please don't enter "SAME" in a section. Fill it out completely. The S/T is trying to get a pay raise. TOPICS Editor, A. T. Humbles, asked that you be reminded that short notes should be sent to Dick Guillan, GRAPEVINE Editor, 1852 Barnstable Road, Clemmons, NC 27012 rather than direct to A. T. This allows Dick to have the material "copy-ready" rather than burden A. T. with additional preparation. Hope to see everyone in Tucson. Let's make it a biggie.

McCombs

In Memoriam Robert S. Albertson 21 March 1988 *

E. S. (Tex) Dew

Lee Bryan Wife of Otis Bryan 31 March 1988

Mary Murray Wife of John R. Murray

January 1988 *

* Everette H. Vaughan Eagle (Retired 1946) 7 March 1988

Our heartfelt sympathy goes out to the loved ones of those listed above who have departed this life. We were with the Albertsons last year on the Mississippi riverboat cruise and thoroughly enjoyed their company. I had the greatest respect for Tex Dew. He was a retired U.S. Marine Corps Colonel. He worked for many years for the Airline Pilots Association in our New York office. He was quiet, strong and efficient and will be sorely missed by many of us who worked with him through the years. We would like to encourage families and/or friends of our deceased to write up obituaries for future issues of TARPA TOPICS. We have had some very good articles in this area in the past and would like to see more in the future. It seems so cold and detached just to list our honored deceased. Just a picture and small article about them would mean so much more to those they leave behind. Your contribution would be appreciated by their families and your editor. It has been mentioned before but will do so again, when a TARPA member passes away our organization makes a donation of twenty five dollars to the TWA RETIRED PILOTS FOUNDATION.

TWA PILOTS TRUST ANNUITY PLAN - 1987 (Excerpts from a report to TARPA Officers & Directors) R. C. Sherman, Investment Committee Observer Highlights of the actuary's year-end evaluation for 1987 and some additional comparisons to previous years, can be viewed in the following tables. Notes and comnents follow. ---------------------------------------------------------------------------TABLE I: MEMBERSHIP ------------------ACTIVES

1987

1986

1985

1984

1983

Retirements Deaths Added Yr. End. Tot.

139 4 59 3215

199 2 566 * 3314

137 4 75 2968

141 6 0 3084

153 7 0 3326

21 55 1314

24 91 1280

15 137 1214

15 141 1092

20 153 966

RETIREE'S Deaths Added Yr. End. Tot. J.A.B. **

* Includes 470 OZA Pilots added at year-end. ** Beneficiaries of Joint Annuitants, now drawing an annuity. Not included in above totals. The 1380 annuitants (1314 assets.

TABLE II-A

PAID IN -

+ 66) remaining equity is approx. 30% of Plan

PAID OUT:

MILLION $

CONTRIBUTIONS Company Pilots *

1987 23.2 1.4

1986 20.1 2.7

1985 29.0 1.8

1984 23.8 1.6

1983 25.2 1.8

Totals

24.6

22.8

30.8

25.4

27.0

BENEFITS Annuities Lump Sum

27.2 37.2

23.9 53.8

15.4 6.4

---------------------------------------------Totals 64.4 77.7 21.8 *includes equalization XFRS. Does not include F/E or OZA XFRS in 1987

TABLE III-A

DATA

MANAGER Fidelity Mellon Morgan Putnam State St. World I. Swiss BC. Primco Morgan R.E. N.C.N.B. A.E.W. T.C.W. L.O.R. *** Bos.SF.

NET ASSETS 51.2 m 43.9 71.7 84.4 125.6 19.3 21.3 212.2 18.1 28.6 24.9 16.0 23.0 114.5

Totals

854.7

UNIT VALUE 37.424 % OF PLAN % GAIN IN '87 6.0 -2.5 5.1 6.3 8.4 0.6 9.9 4.5 14.7 6.0 2.3 2.5 (49%) 24.8 11.1 2.1 9.9 3.3 7.2 2.9 7.9 1.9 (10%) 4.9 2.7 NA 13.4 NA 100.0

-2.5

FEES* .559 m .412 .502 .425 .617

.096 .146 .244 .146 .039 .209 .334*** 3.633

* Due to both late billings and late payments in the past, several managers received five quarterly payments in 1987 to bring them current, thus skewing total fees somewhat. **

Included in the fees shown for Bos. Safe are 84.3k for the Fund Office (Plan Admin.), and 37.2k for professional services such as, actuary, audit, legal, and consulting. Offsetting this expense was "income" of 96.7k of recaptured brokerage commissions.

*** L.O.R. was closed out in December. The net of their gains, losses, fees, and commissions was -59.7m. This was a major part of the $2.488 loss in Unit value from year end 1986, but impossible to compute. E.g. absent L.O.R., what would the allocation policy have been? Would the money managers have invested differently? In any event, portfolio insurance was a good idea that worked until the unprecedented volatility in the market materially impeded its operation. The Investment Committee's recent report covered the situation in considerable detail.

The actuary listed several items beyond the scope of investments and fees that affected the assets of the Plan, and noted their direct effect on the Unit Value. 1.

"Benefit Payments, Expected -actual", -37.6 cents. This item tells us that the lump sum did indeed effect our Plan despite assurances to the contrary. This condition occurs when the investment performance of the Plan varies significantly from a uniform progression, either up or down, during the year. In 1987, the Plan ended somewhat lower than it started, but was up considerably for the first nine months (28% higher in Aug. than Dec.). All of those who took their lump sums in the first nine months, exchanged their units for a great deal more than the beginning - ending Unit Values afforded. The annuitants were part of this phenomenon too, but their gain is self equalizing because they remain in the plan to take the subsequent losses; those who took the lump sum are gone. The loss was 17.1 cents in '86. (see next page)

2. "Data Changes", - 3.4 cents (-3.6 cents in '86). These losses were mostly due to payments to widows for which no joint annuitant charge had been made. This will affect us for years unless litigation begun by the three active pilots on the Retirement Board, and one retired pilot, will result in reimbursement to the Plan. Updated Plan data will be available at the Tucson Convention. See you there. RCS Excerpt from a TWA ALPA MEC meeting of 13 January 1982; 0925 Melvin J. Schwartz, senior partner in a law firm specializing in retirement considerations, made the following comments: 1. One needs to take control of his own affairs and then he will enjoy his retirement more. 2. Brief overview of legal, tax and financial problems of aging. 3. Retirees from the 1890-1920 periods are not maintaining their standard of living. 4. What is necessary is to educate retirees as to what to do with their money rather than simply giving them more ......

Did you know that in just one area of Beverly Hills there are so many Psychiatrists they call it the "mental block"? One day I saw a Head Shrinker carrying a sofa down the street. When asked what he was doing he said that he was making a house call! Sam Goldman said anyone who goes to a Psychiatrist should have his head examined! The same man said that a verbal agreement isn't worth the paper it is written on! Taken from Pat Patterson's Corn Patch

HUCKLEBERRY HUNTING From Old Carolina Tobacco Country Cook Book Huckleberries and blackberries were plentiful just for the picking. However, there were hazards involved in doing this. The blackberries grew on bushes with thorns and the huckleberries grew near the ground so one had to be careful to not get his hands scratched by the thorns or his back hurt from bending over so much. Not only that, red bugs (chiggers) and ticks were always there ahead of the pickers just waiting to get on them, since there were no insecticides then, one wore a string that had been soaked in kerosene, tied around each ankle. But this did not always do the job. The pickers would mop in kerosene and bathe when they got home. Since the Carolinas contain every poisonous snake in North America, they had to watch where they stepped. Too, the black bears liked the berries and one needed to be alert for them. But, in spite of all these hazards, the pickers always managed to get plenty of berries for cobblers, pies, dumplings and for making jams and jellies. And, they had much fun gathering the berries, since a party atmosphere prevailed that day.

TARPA INSURANCE PLANS

April, 1988

As TARPA Insurance Plans begins to develop their own experience, we are encouraged by the results of the first 15 months of this program. The underwriter, North American Life and Casualty, recently published the experience review for the TARPA program. These figures show that the premium collected versus actual paid claims was below the permissible loss ratio. Due to this favorable experience, the 1988 premiums will remain at the 1987 level, yet the benefits have been increased to meet the 1988 Medicare deductibles. A recent rate increase of over 30% for the RAPA program has generated renewed interest for those few members who have not yet transferred from the RAPA program to the TARPA plan. With the anticipated transfer of these members and the continuation of new members entering the program, the premium base, spread of risk and general experience of the plan will be extremely favorable. At this time, the plan administrator is developing a new brochure which will be mailed to all TARPA members during the month of May. For those members attending the upcoming TARPA convention, a representative from the administrator will be there to answer any questions regarding the plan. For those members not attending, the toll free 800 number is available, and you are encouraged to contact the administrator for assistance. Sincerely,

Ed Hall Insurance Chairman [Note: Ed says it is our hope that a seminar for the ladies can be presented at the convention. We discovered last year that they have many questions on insurance policies that have not been addressed.]

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

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

EDITOR'S DESK

I appreciate the many complimentary letters I have received and a pat on the head provides me with the incentive to strive to do better. From some reports I have had it looks like this last issue of TARPA TOPICS was handled some better by the U.S. Postal Service. Would like to still urge you to write in about what is going on with you and yours. Your brother pilots are interested in you.

Following from Louis Barr; Dear A. T., Just a few lines to let you know how much I enjoyed your article on railroading in the last TARPA TOPICS. I could almost smell the steam and oil of those hulking monsters. During World War II I worked for Lockheed and my last job there was supervisor of a crew converting C-69's to 049 airline configuration. One of the men on my crew was an ex-railroad engineer from Pennsylvania. (Don't know which line he worked for). Anyhow, he would look at the Connies, slowly shake his head and say, "They won't be worth a damn until they build 'em out of steel and run 'em by steam". Thought you might get a chuckle out of that. To go back a few months, I dug out the May, 1987, TOPICS, and re-read your article about mules and your diatribe about ALPA. I meant to write you then and offer my heart-felt sympathy for your struggle to keep working for a few extra years. Anyway, keep up the good work with TARPA TOPICS. I read and re-read it for about a week at least, You do a great job. Incidentally, I'm one of the people Ed Betts gave credit to in his Connie article. Hang in there. Warmest regards, Louis Barr - Ex-LAX F/E

And from Floyd Hall; Dear A. T. - I received my copy of TARPA TOPICS and for the moment am planning to attend the reunion in May. I thank you for the invitation. You asked me to write an article for the May issue and I am preparing an article about deregulation, how and why it came about. Being retirees, your readers may have only an academic interest in the subject, but since deregulation has caused such chaos in our old profession, I thought your readers might like to know more about it. I will have it to you before April 1st., as you requested. Thanks for getting a copy of TOPICS for me. Sincerely, Floyd.

EDITOR'S DESK And from Floyd's older brother, Howard; Howdy! Howdy! Howdy! Thank you! Thank you for a beautiful birthday card. You are gentleman and a scholar. I must again and again compliment you and your fellow workers on the fine job of TARPA TOPICS. It is great to read all the fine material. Just back from Parky's daughters' (6 in all) luncheon for the "Young Kid" only 80. Their mother was far more interesting. I was asked to speak. You see, Harry Campbell and I were the only two TWA at their wedding. Only I can testify they were legally married. She was a beautiful bird and lady. Parky really "Tangoed" with the right call - Those beautiful daughters. Women never get their full credit. Thank you again and again. Looking forward to Tucson. Howard Hall (86)

And from R. W. (Goldy) Goldthorpe; Dear A. T. - I really enjoyed your article "Railroading" in the February issue of TARPA TOPICS. Have re-read it several times and find it more fascinating with each reading. Obviously you are a real "ex-rail", not just a railroad buff like I am. You have a feeling for railroading based on actual, on-thejob experience on the line. I have learned of some of the hazards of being a firemen or brakeman that I hadn't realized existed. Although I have been professionally involved in some form of transportation service all my life, trucking, merchant marine and, of course, airline flight operations, I have never worked on a railroad as I would have liked to. But railroads have always interested me. The small town in northwestern Illinois where I grew up was on the main line of the Chicago, Burlington and Quincy between Chicago and Minneapolis-St. Paul. Luxury passenger trains like the "Empire Builder" roared through daily as well as a string of hot-shot freights, many of which stopped to take on water or shunt off onto the mile long passing track just west of the red depot which was manned 24 hours a day by operator / agents. The C. B. & Q ran right by my grade school and I'd record the engine numbers painted on the cabs of the big 4-6-4 passenger mills and the 4-8-4 freight hogs then watch for their return. I understand my grandson, Michael, spends too much time looking out the window of his Levittown school, too, watching the trucks roll by. Oh, well! Anyway, in 1930 I started buying the "Railroad Man's Magazine" and, believe it or not, I still own a couple dozen copies, yellow with age, taped-up and tattered which I still enjoy looking over. The magazine was just great for a railroad buff with a collection of articles, departments and fine fiction written by real railroaders such as E. S. Dallinger, Gil Lathrop, John Johns and (my favorite) Griff Crawford, the dispatcher / humorist. I am enclosing an example, "The Paint Scorcher", a true story by Jack Gilligan that is representative of rail realism in railroad man's language.

EDITOR'S DESK Goldy's letter continued; I was interested in your comments about engines being classified by the number of wheels under them. As I'm sure you know, a lot of them were named as well. For example, the 2-8-4 in your article was called a "Barkshire" and the 46-4 a "Hudson". I also got a kick out of your references to railroad slang which brought back memories. While engines were "hogs" or "jacks" or "mills" and engineers "hoggers" "hogheads" or "eagle eyes" and conductors were the "Brains" or the "Skipper" (Captain). Firemen were "bakeheads" or "Tallow pots" and brakemen "pinheads" or "shacks". A "snake" was a switchman and a "YM" the Yardmaster. A yard engine was a "goat" and a freight yard called the "garden". A "highball" wasn't a drink but a "go-ahead" signal and a "wash-out" was a signal for an immediate stop. To throw a switch you would "bend the iron" and to "pull a lung" meant ripped out drawbar. A "brass pounder" was a telegraph operator but a "brass hat" was an official and "Rule G' meant thou shalt not drink on the job. I am also enclosing an actual page from "Railroad Stories" containing some railroad poetry including "The Freight Yards" by P. Hoffman. The 1877 illustration of a brakeman "tieing 'em down" on an icy night on top is interesting too. Thanks again, A. T., for a very interesting and informative article which brought back a flood of memories of the rail life as it used to be before deregulation and dieselization; when we had the Atlantic Coast Line, not AMTRAK. And, yes indeed, railroading especially in freight service is exacting and dangerous. The incident in Dunn, North Carolina, where you stopped a freight car from plunging into a busy street shows just how dangerous the job can be. . .especially if you are brave enough to risk your life to save others. The wife and I plan to attend the Tucson convention this spring and hope to see you there. Until then, very best regards. Sincerely, Roger W. (Goldy) Goldthorpe. Goldy, I certainly appreciate the kind words and especially your educational letter. Wish I had had it prior to writing my memoirs of railroading. [Editor: I shall always remember how cooperative, efficient and polite Goldy was in scheduling me for training and letting me switch about when asked].

And from Orville Wright Olson who lives in Shawnee Mission but uses Overland Park zip code; Dear A.T. - My desk is a mess, but I finally found your letter again. Will enclose here a couple items from the QB BEAM which you might be able to use sometime - maybe one at a time. There are some pretty good pieces in the BEAM from old-timers - and I think our own old-timers appreciate them.

EDITOR'S DESK Olson letter continued; Thanks for putting in the poem about the old mail pilots of the early 30's we still have some readers in that group. Also Mack's "flapping wings" story, he's a genuine 14-K character, 80 years old! Incidentally, in the picture of the fellows lined up on chairs at the cookout in Wickenburg, the two guys on the right are Cliff Davis and Ray Hughes (not Curtis and not Roy Davis). Colonel Clemson was one of my first bosses at TWA when I worked in the Traffic and Sales Department back in 1939 and '40 ( I started in Operations in Sept. '37), and has been almost like a second father to me ever since. He is 89 or 90 this year and going strong. He lost his wife about 8 years ago. Enclosing money and would appreciate sending an extra copy of TOPICS to John H. Clemson, A-512, 8500 Royal Palm Blvd., Park Summitt, Coral Springs, FL 33065 I'm building up a pretty big bunch of TWA pictures with my old Rolex camera; some day I'll donate them to the TWA museum which they are starting at the Overhaul Base here. Hang in there! Ole

From Ed Hall; A. T. - My copy of TARPA TOPICS arrived today (11 February) and I want you to know it's great. Haven't read everything but your railroad story was very interesting. Keep it up, lad. Ed Hall [This wasn't bad time for bulk mail as I put the stuff in the postoffice the afternoon of 3 February.]

From Fred Morse; Dear A. T. - I guess you are the one to send this to, if not, perhaps you can send it to whoever it should be. [Article follows this letter re the Lisbon jail fiasco Phil Solomon previously mentioned]. I was either co-pilot or relief pilot on Harry McFarland's flight over, he continued on the North African tour and I turned around and came home, as I remember it. But they changed patterns for co-pilots and relief pilots so many times but the facts are straight in the story, and having been around only, well, less than three years, it was somewhat of an experience at the time. I'm enjoying my retirement, have a couple of no-show jobs, and do pretty much what I want. I hope everyone is as fortunate. I did get together with Russ Derickson, G. P. Under-wood and Charles Tuttle for lunch just before Thanksgiving, they're fine, Russ now in Tucson. Bill Murphy was supposed to be there but couldn't. Best of everything. Best regards, Fred. And, now, for the rest of the story. In a previous issue, Phil Solomon referred to the incarceration of two Captains in the Cascals jail. And, of course, Phil is right, and since they have both "flown west" I see no reason why the full story shouldn't be told.

EDITOR'S DESK Fred Morse's Lisbon story continued; It was the night of 16 November 1955. The reason I know is that was the only night ever that I was in Lisbon with Harry MacFarland, having arrived that morning on Connie flight number 812. On arriving at the Monte Estoril Hotel, the layover hotel at that time, who was there but Dick Hanson. Rumor had it that it was never safe to leave those two together, but, being young and junior and not wishing to influence the behavior of two senior captains, we did just that. The crew dispersed, agreeing to meet at five for dinner. We met at five, only to find that Dick and Harry were still up. After a few "gees, wells, goshes, I thinks" we agreed that they would meet us a little later at the Fin du Mundo restaurant for dinner. I don't remember just who was along, nor exactly how many of the crew, but it was around six or eight of us. We had dinner and then went to the Casino to see the floor show and afterwards everyone except me went to the Casino to try their luck. I was never much of a gambler so returned to the hotel. On walking in the front door of the hotel, Phil was on the second floor landing, just about to retire for the night. We waved at each other and he asked if I had heard about the two captains that were in the pokey. It was the beginning of a long evening. Neither of us quite knew what to do but as time went on a dozen or so crew members gathered and we descended on Eduardo, who was late man that provided everything from coffee to eggs at 3 o'clock in the morning. After telling him the story we commandeered two cabs and went down to the Cascais jail. Being intelligent people, it was decided that only Eduardo should face the Policia and, after what seemed like an eternity during which we could hear only "aqui", Eduardo reappeared and told us that if we could get the Casino manager to drop the charges that the two vagrants would be released. We returned to the hotel and Eduardo called the Casino manager to find out if he would go along with this ploy. It turned out that he would if the two culprits would make a donation of $100 each to his favorite charity, a children's orphanage not far away. This was, at first, a major stumbling block because no one had $200 but we finally got the hotel to cash, I think it was Bob McCreight, who later was a dispatcher, his check. It was taken to the Casino manager and the two guys were released. On returning to the hotel it was a major undertaking to get some coffee, eggs etc. into them instead of some other things but we managed whereupon the story of what happened came out. They had been up all day and when we decided to have dinner they decided to go gamble at the Casino. I think the term was "loud and boisterous" but, anyway, the Casino manager became involved, got pushed around a bit, and since one doesn't do either in Lisbon, they got thrown in jail. At the time, we were told that the Cascais jail was the coldest place on the face of the earth, just cold walls and wood floors, and that the guards became very upset when these two stalwart characters tried to tear up the floor and light it with pieces of Harry's shirt and his cigarette lighter to keep warm. Language barriers being what they w-re, they stopped that when the guards pulled their guns. Anyway, Harry's shirt was torn and his lighter was out of fuel. I really don't know about the guns but I believe it.

.EDITOR'S

DESK

Fred Morse's Lisbon story continued; A little later on, with some persuasion, everyone retired and went about our business the next day. I, later, asked Eduardo what I could do as a small measure of thanks for his efforts and, subsequently, took him a very nice "unmentionable" for his wife. It wasn't long after that that a flight engineer "borrowed" the hotel bus and rolled it but that's another story and I don't know it. It would be interesting to hear any additions, subtractions or corrections to this hair-raising episode, one of the funniest yet not so funny that I experienced, but I'm sure there are others. Perhaps someone will fill us in on the bus story. Fred Morse

Elsewhere in this issue is a picture and article about our old ALPA Council 3 of Kansas City donating $2500 from our old "Go TWA" program to the SaveA-Connie organization. I still have a few "Go TWA" stickers I put on envelopes mailed. Quite often I am asked where they came from. When I became chairman of Council 24, JFK, I received a belated package containing 100,000 Go TWA stickers that had been ordered a good while before. I consulted with the co-pilot representative, Sid Carter, as to what I should do with them. Sid told me since we were now in a more cooled off period to hold them. Since that time I have given them to various pilots, chief pilots and many to the New York chapter of the TWA Seniors Club.

Dear Capt. Humbles - Just a note to express my appreciation for your editorial on railroading in the last TARPA TOPICS. Although I never worked for a railroad I grew up in the shadow of the industry. My father was a conductor and my mother a telegraph operator on the Northern Pacific. Dad went to work when they were still having Indian problems. If he were still alive he would be one hundred and four years old. If I were not functionally illiterate, I could write a book with the stories I have heard. With best regards, Robert W. Picotte

And from Bill Dixon: Dear A. T. - Marshall and Diane Hydorn have a lovely inn in Carmel and I am sure it keeps them quite busy. Like most Bed and Breakfast places here in the West, it is not inexpensive but very nice. They live a block and a half away from their Inn and Clint Eastwood lives just up the street a piece! As of now, June and I plan to attend the convention in Tucson. See you there. Best wishes, Bill. *

EDITOR'S DESK From Chuck Tiseo; Hi Old Buddy - Keep up the great work. We all appreciate it. I don't know how many TARPA TOPICS ran off the press without a hotel form in it. Mine does not have a sheet. Called Dean Phillips and he said that his had a tear out sheet. By the way, I bought the book you told me about, Civil War by Burke Davis. Very good. Chuck Tiseo

Note from your editor; Re the-last issue of TARPA TOPICS, the printer asked me to let him treat the tear-outs differently. Heretofore, they were attached in the back of the book and they said they have trouble making a neat book handling those pages with the perforations so wanted to try stapling in seperately all the tear-outs. Evidently, ever who was assembling the pages overlooked this part in Chuck Tiseo's case. If there were any others missed please let me know and we will not handle it again this way. We aim to please.

From Willis M. (Pat) Patterson; Dear A. T. - Here is a short letter with an enclosed copy of a letter I received from Rex Shama, Jacksonville, Florida. I guess I was surprised by the extent TARPA TOPICS is read by others than the TWA pilots normally receiving the magazine. During my last five years before retirement I managed sales for a Company that built pneumatic telescoping masts. These were sold to the military and to the Electronic News Gathering Industry. I published a newsletter periodically and have attached a couple that I thought may be of interest to you. I have marked a couple of quips for you Sincerely, Pat The letter from Rex Shama; Dear Willis - Your "Woof Woof" article in the January Florida Aviation Historical Society News (which I note was taken from "TARPA TOPICS" was so interesting that I was compelled to write to you ... for a couple of reasons. During five years of research about Troop Carrier Operations in the ETO, I have acquired considerable material from the National Archives, from Maxwell AFB and from personal correspondence. However, my current endeavors concern Operation REPULSE, the Troop Carrier resupply missions to the Ardennes and Bastogne, 18-27 December 1944. My book is well along toward completion. Even the idea of sending dog teams, sleds and drivers to the ETO for use in the Battle of the Bulge is intriguing. I would certainly appreciate any more information and details (such as dates and orders) you may have about "Woof Woof" and/or of sources where such can be obtained. Of particular interest is what happened to the teams after they arrived in Scotland. Did they ever reach the Ardennes?

EDITOR'S DESK Letter to Patterson continued; Another reason to write is personal. I was one of 50 glider pilots on an ATC flight from LaGuardia to Prestwick, via Stephensville where I acquired my Canadian dollar "Short Snorter". C-54 # 322947 took off at 2112, 9/22/44 and landed at Prestwick 0745, 9/23/44. Although indistinct, four signatures were possibly crew members: George E. Mathuson, 00 Reposik, Elliot E. Church and N. A. Houk. That is the best 1 can decipher them. Perhaps you knew one or more? Best regards, Rex Shama

THE INQUISITIVE CAPER Article sent by Pat Patterson A BBC film crew were billeted at one of the large hotels of Moscow, USSR. Three men in the same room decided to scavenger hunt the "bug" sure to be hidden somewhere. Lamp shades, hear boards, picture frames etc. revealed nothing Then one of them observed a slight rise in the carpet in the center of the room. They roiled back the carpet and behold! a brass plate with eight bolts. A socket wrench was secured from a tool box and when the eighth bolt was finally removed-a chandelier fell from the coiling onto the floor in the room below!

Prom Dick Beck; Dear A. T. - Really enjoyed your article on Railroading. I believe the first locomotive appeared in America around 1833. When I studied their growth through next decades, I felt that transporting people and goods faster was the "boom" that was coming. Thus, I decided to get involved in Aviation. Then Then I flew a Staqger-wing Beectcraft from San Franisco to Philadelphia in june 1938, I knew right away that i wanted to be a Commercial Pilot. Thank you Harriman and Hill and all of the ocher great railroaders!! One story I recall about trains that my Daddy told me. He often rode the Pennsylvania Railroad between Philadelphia ant New York on those hard-cushioned coach seats, On one trip, a woman and her 3 younq children occupied double seats across one aisle but one set ahead. The kids were cranky, restless and somewhat noisy. Their mother was continually yellinq at them to be quiet, to calm down and was really quite rough with them. Directly in front of my Daddy. a man was trying to read his newspaper. Several times he leaned over to this woman and told her to stop abusing the children. Finally he said to her, "Lady, if you don't leave those kids alone I'm going to make trouble for you. I'll call the conductor!". The mother paused, looked him straight in the eye and said, "Trouble? My Tony has stomach cramps, Isabella has itches all over her body, I'm 5 months pregnant, my husband is in a coffin in the baggage car, Josephine has swallowed the tickets and we're on the wrong train. Now you are going to make trouble for me? Hah!". Keep up the good work. We can't do without you! See you in Tucson. Best always, Dick

EDITOR'S DESK Bill Piper of Stuart, Florida; Dear A. T. - The arrival of the TARPA magazine is always a "highlight" of the mail! A big Thank You to everyone involved for keeping us so well informed and also amused. Being from an "old" railroad family I enjoyed your article, the Good Ole Days on the Railroad, very much. My father was with the Pennsylvania Railroad for 25 years on the Middle Division, Harrisburgh to Altoona, PA. A brother just retired as engineer after forty years so I still hear some railroad talk. The enclosed article, which was written by my father after he took his first trip on TWA, I thought you might find interesting. I had just finished my first year and got him a pass which he was thrilled about. You don't need to return it. Back to TARPA TOPICS - two of my good friends in the boat building business love to read it too. I hope that is OK with you fellows. [Fine with me, Bill, appreciate the compliment, A. T.] All I hear when we get together is :"When is the next issue due out?" You may know that the Florida Institute of Technology closed a couple of years ago. Some investor from New York paid around a million for it and wants to build condos on it but there is a big hassle over just what is to be allowed. The sailfishing and dolphin season is now in full swing and my buddy and I are having a ball. Also find time for golfing, yard work and just "lazying about", as well as keeping up with a few organizations and a bit of traveling. Both of our children live in Virginia. Will give you a jingle on one of our trips up that way. Hope this finds you in good health and having fun. Regards to all and I'll do my best to see you in Tucson in May.

As always, Bill Piper

From Cleo Mattke of Sun City, AZ; Dear A. T. - I liked your railroad stories. Mine are from a different perspectiveI grew up in northeastern Iowa and the Chicago Great Western Railroad track ran through a corner of my dad's farm and our home was less than a half mile from the track. One of the first things I learned was a lot of wild flowers grew along the right of way. I also got to practice a lot of balance by walking on the rails. The second thing I learned was watching the steam pass through the whistle. It took a while to learn that I saw the steam and then heard the whistle. Noticed a difference between summer and winter. Quite 'a difference between 10 degrees below zero and 80 degrees above. Guess that must have been the reason I had so much trouble sighting early jet fighters as they flew overhead.

EDITOR'S DESK Capt. Mattke's letter continued: The third learned was a locomotive could surely make a penny thin after running over it. Also missed seeing a great train wreck less than 4 mile away because I was in a hurry to go to town on Saturday night (free movies). Usually sat and watched trains go by but not that time. During this growing up process near a railroad, I learned that a steam locomotive hitting a bob sled full of milk cans doesn't hurt a locomotive at all but sure makes a mess of milk cans and sled. Also three horses on a two row corn plow doesn't hurt a locomotive or its cars but does raise hell with horses, corn plow and driver. Seeing that the above is not "hangar flying" and if anyone reading this would like to more details, we might find a roundhouse someplace. Sincerely, Cleo Mattke

[Editor: I hope Chuck Tiseo doesn't mind that I put in previously about his reporting he didn't get the tear-outs, which he did, but I know he wouldn't mind if I didn't go back and re-type a whole page just to leave that out. Anyway, here is another note from Chuck.] Back again, A. T. - Found the sheets. They had fallen out. After reading your great article on the railroad, I put an ad in the paper; Airline pilot - retired from working the air roads, now ready to work the railroads. Chuck Tiseo

A duck named Oliver South emerged as grand champion of the eighth annual Great American Duck Race in Deming, NM, an event that attracted 45,000 visitors to the town of 12,000. The winning duck was one of 10 entered by one Robert Duck (yes, D-U-C-K), who took home $4,300 in winnings which is co-sponsored by Ugly Duckling Renta-Car and the local Chamber of Commerce. Duck, a businessman from Albuquerque, is not related to the car rental company's owner, Tom Duck, Sr. Robert Duck, who posted his sixth consecutive victory in the race, said he spurred on the champion with a stirring motivational message: "I told him if he didn't win, he'd go through the shredder." Another entry was Tammy Faye; "She's a great racer but gets makeup all over you." Another contestant was Oral Rodriguez: 'I told him if he didn't make the finals, the Lord would call him home.: Oral did and was spared. Duck, who has been training ducks for the annual race since 1980, uses a computer to pick the top competitors. "The slow ones don't race."

SAVE-A-CONNIE From Capt. Mike Larkin; Dear A. T. - Just a note to thank you for my latest copy of the TARPA TOPICS. I am no longer Chairman of Council 3 as we were dissolved 1 Oct. by the New TWA. However, we did have some money left in the "Go TWA Fund" from 1972 or so, so the Council decided to give $2500.00 to the Save-A-Connie group. The picture is Council 3 Capt. Les Klimp presenting a check for $2500.00 to Mr. Larry Brown, President of Save-A-Connie, on behalf of all pilots, past and present, that belonged to Council 3. Several ex-members of the Council are current TARPA members. The check was presented at the annual banquet of the group at the Crackernut Country Club in Independence on January 23, 1988. Also including a clipping from the Kansas City Star about the group in the Sunday paper January 31. Really enjoy each issue of the TOPICS! Keep up the good work! Fraternally, Capt. Mike Larkin, Ex-Chairman, Council 3

Left: Capt. Les Klimp Right: Larry Brown, President, Save-A-Connie 23 January 1988

STUDENTS, TWA RETIREES UNITE TO 'SAVE A CONNIE' by Sara Kempin of the Kansas City Star It was a meeting to two generations of flying men. Their mission: to speed the Lockheed Super Constellation at Downtown Airport to flight status. Under a pewter-colored sky Saturday, 18 students from Central Missouri State University in Warrensburg teamed with a group of retired Trans World Airlines employees to "Save a Connie". "It's a blending of generations," said Tom Radtke, president of the University's chapter of Alpha Eta Rho, an international aviation fraternity. "They have a side to tell, and we can use all the help they can give us". The aircraft, brought nearly two years ago to Kansas City from Arizona, is expected to be in flying order by July, when it is to be dedicated. Lockheed built 856 Constellations from World War II to 1958. The Connie, also used as a cargo plane, was the first commercial transport to fly passengers non-stop from coast to coast. The "Save a Connie' group working on the plane says it needs all the help it can get, financially and with manpower, to get it ready. The retired TWA workers have spent 22,000 hours and about $80,000 on the Connie. That does not include the thousands of dollars in donated parts and equipment. "I think it's great to have these guys come out and help," said Larry Brown, president of the group. "The important thing is if we're going to continue to operate the airplane, we have to pass on the maintenance expertise to younger guys" The group plans to turn the plane into an airshow participant, complete with cabin and cockpit crews dresses in vintage uniforms. But, before the group can do that, it must repair and install two engines and instrument panels and overhaul the propellors, said Albert Chandler, a retired TWA flight engineer. "It's just nostalgia that keeps us coming out here", Chandler said. "The Constellation is the last of the pretty airplanes.

A wealthy 70-year-old man married a beautiful 21-year-old blonde, much to the amazement of all his friends. "How did you ever manage to get such a young woman to marry you?", they asked. "I told her I was 90", he replied. Overheard at a local garage: "My wife has a strange way of getting even with the telephone company. She uses my car to knock down their poles". A henpecked husband was terribly disappointed when his wife had a baby daughter. "I was hoping for a boy to help me with the housework," he sighed to a friend. + + + + + + + + HOPE TO SEE YOU AT THE REUNION IN TUCSON! IT WILL BE FUN!

THE TARPA

GRAPEVINE May 1988 One way to get attention as an Editor of any publication is to make a glaring mistake. I am guilty of this in the February edition. I allowed to be printed a photo of our distinguished Secretary / Treasurer and his wife. Unfortunately what appeared in the TOPICS was a reproduction of a reproduced photo. It was horrible and I apologize to Jean and Joe and appreciate the comments that were voiced by several. You are right, photos like this have no place in the TOPICS. Because of Joe's "Clown" contribution to the Clipped Wings Convention in Cincinnati, at which this picture was taken, Joe was made an Honorary member of Clipped Wings, Int'l. Congratulations, good friend.

So that more contributions to the GRAPEVINE can be directed to me instead of our TOPICS Editor, A. T. will be including with this issue a special tearout page where one can write about their personal experiences, travel or anything else that might be of interest to the membership. Please use it.

Since nobody voiced any objection to the format I used last edition, I am going to use it again this month. Again, your comments are always welcome.

TOM WELCH, Los Osos, CA.

R. M. G u i l l a n 1852 Barnstable Rd. Clemmons, N. C. 27012 919-945-9979

Dear Dick ---Manly months ago I promised to write to you about one of our campouts. We are the wagon Angels. All of us TWA retired, many of us TARPA members. We camp in various motorhomes, 5th wheels and trailers. At the time I talked with you, I was the Wagonmaster and Carl Schmidt _ President. Now, Warren Traudt is Wagonmaster, Barry Hook, President. All TARPA members. Our most recent campout, Jan. 12 and 13, was at Newport Dunes Campground, Newport Beach, Calif. TARPA members present were Joe and Flue Creswell, Rick and Marcie Davis (Trail Boss for this campout), Barry and Eileen Hook, Lee and Ginny Laswell, Burt and Bessie McConaghy, Carl and Vickie Schmidt, Lou and Rosemarie Thomas, and yours 25

truly with wife, Vi. Retired Capt. Ted Hereford, who lives in the area, joined us for lunch. For some of us Ted was the highlight of the campout. A movie of the first Transcontinental plane-train trip was shown. There may be other TWA RV'ers in Southern California who don't know about us. If they are interested in joining us, just contact one of the above members. Sincerely, (Tom)

FRANK DOHERTY, Punta Gorda, FL. Joe--Help! Did I or did I not pay 1988 dues? I don't think so. Here's $25-If I already paid put it to good use. Other than my memory I'm in pretty good shape. Hope you're well and thanks for a great job. Frank Doherty

BARBARA (Mrs GORDON) DURLIN, Leawood, KS. I want to thank TARPA for the contribution to the TWA Pilots Retirement Foundation in Gordons name. TWA has been a part of our family since 1947. Knowing that I will still be in touch with all of you through TARPA will be a help to me. Barbara Durlin

LOFTON CROW, Prescott, AZ. Dear Joe, No excuses, I just plain screwed up. Sorry to be late with my TARPA dues. Many thanks to you and all the others in TARPA who do all the fine work for the rest of bus. Lofton

CLIFFORD RAUB, Paradise Valley, AZ. (Eagle) Hi Joe: Enclosed is the dues plus some reserve. The best to all for a great job. Cover to Cover takes priority here. Clifford Raub

GORDON LAMBERT, Green Valley, AZ. (Eagle) Check is for me, Gordon W. Lambert. I'm not dead yet by a long shot.

FORD BLANEY, Indiana, PA. Dear Dick: Jane and I are going to try to go to Tucson May 25-27 for the reunion. She is still teaching school but will try to get some time off. We enjoyed the last one which was our first one to visit. Last July, Jane and I spent some time in Paris, Cairo, Bombay, Agra, Jaipur, Bangkok, Singapore and Rome. Our boat ride on the Miss.Queen was covered in the last TARPA TOPICS. WEST JACOBS, a ROPE, retired last spring. On Sept. 5 last year he had a retirement party at his home in the suburbs of Bristol, Wisconsin. IDES INGLIS, and DICK CRUICKSHANK from California and BOB WIDHOLM from Florida came the longest distances to be there. JOHN VOVOZKA drove up from Missouri. HOSS POLLARD, who was based in Cairo at the time, called West long distance. Many neighbors of the Jacobs family were there for the good food, drinks and fellowship. West and his two sons do a lot of sky diving. They demonstrated their parachuting skills to us many times during the day.

The Picture shows Gerry Kohout, the secretary of all the Chicago chief pilots and most of the pilots who were there--(from left) unknown ( a neighbor), West Jacobs, Jack wooden, Ford Blaney, Larry Haake, Dick Cruickshank, Howard Hofmeister, John Bishop and Curis Rogers. It was a great way to get the pilots together who use to fly out of MDW and ORD. We enjoy TARPA TOPICS very much. I read it cover to cover. You do a excellent job with the Grapevine. I play handball three times a week at the university here and golf when the weather is fit. To keep my legs in shape, I try to walk 20 miles a week. Yesterday (Jan. 26) it was 10 F--too cold to walk so I read books and magazines all day. I signed up for a course 27

BLANEY ( cont' d ) in Italian at the college starting next month. I hope you sold a lot of Xmas trees. Yours truly, Ford

( Ed. note: I did, and thanks for the letter and photo)

LOVE WHITING (Mrs GEORGE), Titusville, FL. Dear Mr. McCombs, Just want to say how much I enjoy TARPA TOPICS, though I am a widow and recognize only a few names. I am enclosing a check for 1988 dues though am a Honorary Member-it is worth far more. Keep up the good work.

Sincerely, Love Whiting

SPUD CONNICK, Dennisport, MA. Sorry Joe-its overdue. With aging also comes poor memory. Best to all TARPA. Spud Connick CAROL DOBBERTEEN (Mrs John), Prescott AZ. Dear Joe, First of all, I wish to thank you for your kind letter of condolence at the time of John's death and also for the contribution made by TARPA to the TWA Pilots Retirement Foundation in his name. Then I wish to apologize for having taken a year to write this letter. To make excuses, in October 1986, I was in a hot air balloon accident which injured my right shoulder and both legs. I hadn't fully recovered from this when John died. Immediately there was income tax along with the terrible amount of paper work that all the widows I know have had to take care of. I had postponed cataract surgery because of the accident and developed other visual problems so had trouble writing and driving. I had the surgery in June and things are much better. The other day I received the TARPA Topics which I enjoy and remembered I had never written to thank you. Mostly because of John's good planning, I haven't had to contend with financial difficulties which must be really hard when added to other problems. I know, as you mentioned in your letter, that there are retirees and widows who are not so fortunate so am making a contribution to the Retirement Foundation. My check is enclosed for $250.00. Will you please forward it to the Foundation, and again, thank you for your letter and contribution in John's name.

LARRY WOLF, Sparks, NV Dear Joe: I sure enjoy hearing so much through TARPA TOPICS. I feel its my best link to events past, present and future thanks to you few dedicated friends-thanks again. I had a stroke in 1986 and spent 5 days in the hospital this Feb. controlling a blood clot in my L. leg. Both events are now under control with therapy. So I won't be as active as I would like. Yours, Larry P.S. Reno is a great community for retirement or just to visit. Great bargains in casino restaurants and good WX most of the year. Too bad TWA isn't on this schedule.

DOROTHY (Mrs LYLE ) Ryan, Park Ridge, IL. Dear Joe: I really enjoy reading about all the activities in TARPA. It gives me a sense of still being a part of TWA. Enclosed please find my check for $25.00 to help defray expenses in sending this publication to me. You all do an excellent job. Sincerely, Dorothy (Lyle) Ryan

ROGER NICKEY, Overland Park, KS. Joe: Received the November issue of TOPICS and annual directory. I found this issue of TOPICS especially interesting since I was the Radio Operator on the flight described by Larry Welch. I'm enclosing a check for $3.50 for the May and August issue and will look forward to receiving them as well as future issues. Many thanks for an excellent organization and publications. Best regards, Rog (FRO) O. L. (SWEDE) ERICSON, Pensacola, FL. (Eagle) Cap. J. S. MeCombs, Don't know if I'm in the non-paying status as yet so am including a check... Enjoy the magazine a great deal ...and some of those awful lies (such as Bill Townsends two engine take-off at Kodiak) the late Frank Sargent and I took off an empty R-5 on three engines (Crow's Landing in the valley) and died about five times doing it.. we cleared the dike by a hair. The sad note, of course, are the obits, my seniority on the line, is virtually all in that category... O. L. (Swede) Ericson

BOB MUELLER, Camarillo, CA. Hello Joe! Once again I find I must rely on you to handle my "dues" check for 1988. Enclosed is a check for $50.00 . If there's any excess, please add it to the area most needing it or the general fund. As usual, you fellows are doing all the work and I'm getting all the fun! See you in Tucson. Bob Mueller

CHUCK KNOBLER, Decatur, GA. (Eagle) Dear Capt McCombs: I do not recall having paid my 1988 TARPA dues. As I have not received my 1988 ID, I assume that I have not. The enclosed $25 check should take care of the matter. I certainly enjoy the TARPA TOPICS. I certainly (articles) do enjoy the info on the many old timers. Their photos puzzle me at times, they look considerably older now than they did during the fourties. I often wish I had stayed with TWA but I did want to live in Atlanta, Ga. and since we did not operate into that location, and since we did not have ALPA to protect us, I did not want to go through the 1945 experience again (pilots strike). Ferrying surplus aircraft at 30 per mile to buy groceries was not too good-yes it was a bad period. CAA/FAA was more promising. However it took 20 yrs to get to Atlanta--via (duty) in Alaska, Washington, Pakistan, Afghanistan, India, Brazil, Argentina, Peru, Bolivia and Mia. So it goes-I look forward to visiting you all at your annuals and receiving TARPA TOPICS. Thank you and Bless you all. Sincerely, Chas. H. Knobler

PAT SHOALTS, Eagles Mere, PA. Dear Joe- I hope you have an extra copy of the current-February 1988- TARPA TOPICS...if so, please send it to me.... My copy arrived pretty well "mangled" by Post Office handling... and it happens to be my favorite issue: the story about my good friend, Capt Ed Betts, and his article about my favorite airplane the "Connie" Again, my thanks to all those responsible for the most excellent.. TARPA TOPICS! Sincerely, A. D. SHOALTS 30

CLEO MATTKE, Sun City West, AZ Dear Joe, Thought sure I sent my dues for '88 but can't find any record so here is the check. Seems strange that I can't seem to get a check to you but for some reason I keep sending repeat checks into Public Television. I enjoyed A. T.s railroad stories. I am going to send him some railroad incidents. Guess if you can "hanger fly", you should be able to "roundhouse" drive a train. See you in Tucson.

Cleo Mattke

ROY GEISERT, Medford, NJ. (The following was a footnote an a recent update form.) Hi Joe- Had an aortic valve replaced with a young bull's valve, January 1987, (REALLY). I am still having problems when I pass a field of young heifers and I have acquired a taste for alfalfa. That old saying--"strong like a bull" really applies now. See you in Tucson, Roy Geisert

Your GRAPEVINE Editor has been advised by our S/T March, JOE BROWN and RUSS DERICKSON came to TARPA accounts. That must have been shortly second cross country drive from New Jersey Joe Brown sent the following note to S/T:

that in early Colorado to audit the after Russ made his to Tucson. At any rate

"My trip to Evergreen was most enjoyable and educational. I of course enjoyed being with you and Jeannie and Russ and seeing your beautiful home and the area in general. I can see why you need a more intelligent expense report than I had previously submitted. The computer is quite a tool. I learned a great deal from seeing the operation." JAB, Jr. "OLE" Olson advises me that several of our members, residing in the KC area have not been up to par physically and are under medical supervision. Perhaps a card or letter to them would be appreciated. They are: "MOE" HANSEN, BOB MCCLURE, JOHN MITCHELL AND JAKE FISHER. We, on the TOPICS wish them well!

Our many thanks to the many Eagles and Honoraries and others who made financial contributions to TARPA "over and above" the call.

The following is a quote of a News Release sent to our S/T: PRESIDENT REAGAN APPOINTS CAPTAIN HECKER TO THE UNITED STATES AIR FORCE ACADEMY BOARD OF VISITORS OREM, UTAH--January 27, 1988--Wicat Systems, INC. (NASDAQ-WCAT) announced today that Captain Lawrence M. Hecker, Vice President of Aviation Affairs, has been appointed to the U.S. Air Force Academy Board of Visitors by the President of the United States. Captain Hecker will serve a three year term on the board commencing February 1,1988. Academy board members provide oversight for the general administration and guidance of the academy's programs and direction. Board members are selected from a broad spectrum in both government and industry and are recognized for their substantial contributions and outstanding leadership capabilities. "I am delighted and honored to be appointed to this prestigious position", said Captain Hecker, "and I look forward to the opportunity to serve my country in this capacity." During his 45 year career in aviation, commencing as a Naval Aviator, Captain Hecker has made sIgnificant contributions within the aviation industry. Following a 29 year career with TWA, where he held numerous managerial positions as well as an International Line Captain on the Boeing 747, Captain Hecker joined SimuFlite Training, Inc. in Dallas as Vice President of Operations. Later he joined Western Airlines as Vice President of Flight Operations remaining until their merger with Delta Airlines in 1987. Following this assignment, Captain Hecker served as the Deputy Administrator Designee for the FAA in Washington until joining Wicat in October of 1987. The U.S. Air Force Academy is the youngest of the nation's service academies and brings together outstanding young men and women to share in the excitement of a career in aviation. Academy students are provided a broad foundation in all aspects of the aviation industry and continue to serve their country after graduation. Wicat Systems, Inc. is a worldwide leader in the field of computer based training and education, providing products and services to help clients achieve 30-50% learning improvement in business, government and schools.

JOHN B. (JACK) LECLAIRE TARPA AWARD OF MERIT - 1988 John B. (Jack) LeClaire has been selected to receive the 1988 TARPA Award of Merit. A presentation will be made at the TARPA convention in Tucson on May 27. Jack started his aviation career in 1927, the same year that Lindbergh flew the Atlantic Ocean. He was 19 years old at the time and working during summer vacations between college semesters as a draftsman for the American Eagle Airplane Company in Kansas City.

U. S. Marine Corps Res. 1936

I n 1931, after earning a BS degree in Mechanical Engineering (with a major in Aeronautics) from the University of Kansas, he entered pilot training in the U. S. Marine Corps Reserve at Pensacola, Florida. After a year at Pensacola, he received designation as a Naval Aviator and a commission as Lt. Jack LeClaire 2nd Lieutenant. His first assignment was to the North Island Naval Air Station in San Diego.

In 1934, after active duty at San Diego, Pensacola, St. Louis and Quantico, he left the Marine Corps for a job at the Rearwin Airplane Company at Fairfax Airport in Kansas City, Kansas. The company was then building the Rearwin, Jr. and was in the process of developing the Speedster and the Sportster models. Jack's duties included drafting, flight instructing, flight testing and aircraft delivery - all for a salary of $25.00 per week! On the side and with a small amount of financial help from friends, he was creating a lightweight 65HP, overhead valve, air-cooled aircraft engine, using automobile internal parts. It ran well on its first start-up, but further development died for lack of funds. In 1935, Jack came to TWA as an Engineering Draftsman. In November, 1936, he went on the line as a Co-pilot, flying DC-2's and 3's. In 1940 he was promoted to line Captain, and in 1942 to check Captain. Jack Franklin, who was then head of TWA's Engineering Department, saw a need for a line pilot with engineering experience and offered the position to Jack. He accepted with the understanding that he would still continue to fly the line part-time. 33

From 1942 until 1950, Jack was involved in a series of testing and development programs for TWA: modification of the DC-3 instrument panels and improvement of cockpit lighting; modification of the Boeing 307's; flight testing and acceptance of the early Constellations; installation and testing of the Hughes Terrain Warning Indicators; fuel volatility tests; and radio static elimination. In 1951 he was occupied with cockpit specifications, test flights and acceptance of the new Martin 202A's and 404's. As a member of the Society of Automotive Engineers S-7 committee, he worked on standardization of transport aircraft cockpits, flight handling qualities and state-ofthe-art planning for jet aircraft which were then coming on the drawing boards. On several of these projects, Jack coordinated with TWA Captains Bob Buck and Bob Loomis and Martin Chief Test Pilot Pat Tibbs. In 1955 he began involvement at Boeing's Seattle plant in the early stages of the first commercial jet transport program, working on details of the 707 cockpit mock-up and new instrumentation, including the Bendix 300 flight director and the drum-type altimeter. And this was followed shortly afterward by the Convair 880 program at General Dynamics in San Diego. In February, 1956, three years before TWA was to receive its first jet aircraft delivery, Jack flew the prototype model of the 707. His comment: "A 747 or 767 pilot of today would not be impressed by this, but in 1956 we certainly were. It was an experience to be remembered". In 1958 he was made a member of the TWA Jet Planning Committee and participated in jet operation symposiums at TWA and in Washington before the CAA and the Senate Aviation Committee. In 1964 Jack became a part of the NASA supersonic transport simulation program. He was selected as one of the pilots assigned to fly the SST simulator at NASA's Langley Research Center to determine ATC requirements for operating the SST. Captain Russ Handy and Jack were paired intermittently for one-week periods of 20 hours each for the next three years. Simulated flights were made across the country with simulator communications linked to the national ATC system and using actual controllers. Both proposed models of the SST, the Boeing variable-sweep wing and the Lockheed fixed-wing, double-delta versions, were evaluated.

In June, 1967, because of his previous experience with the SAE S-7 committee, Jack was made a member of the U. S. delegation to a meeting of the International Standards Organization at Moscow University. His specialty assignment again was Aircraft Cockpit Specifications. In early 1968 he was honored as the Kansas City domicile's "Award of Excellence" Captain. He was also selected as TWA's choice as Captain of the "System Crew of the Year". His final trip as a TWA pilot was from Los Angeles to Kansas City on Flight 103 on July 11, 1968. He retired on August 1, 1968. In retirement he has been assembling a Pazmany PL-4, an all-metal, T-tail, folding-wing, tail-dragger monoplane. He has modifided it to a 2-place, side-by-side and will use a Continental C-85-12F engine. He has put in about 4000 man-hours so far and has it, he says, "about half -finished". In 1974, Jack became a member of the Mid-wing Flyers club, a group brought together in 1956 by former Chief Flight Engineer Al Brick. Jack flew the club's Cessna 150 until 1979. In January this year, on an outing to KCI, Jack was taken on a demonstration ride in TWA's 767 simulator. He says it made all previous experiences seem like ancient history. During his career, Jack flew 59 different aircraft types: NAVY;

NY-1, NY-2, NY-3, 02-U, T4-M, F2B, F3B, N2C-2, OC-1, OC-2, SU-2, 02U-1, RR-2, F4B-4, SU-3, 02C-1, FF-2, OJ-2, N3N-1, SBC-4

AIRLINE: DC-2, DC-3, B-307, L-049, L-649, L-749, L-12, DC-4, DC-6, M-202A, M-404, L-1049, L-1049G, B-707-$0, B-707-131, B-707-131B, B-720B, B-707-331, B-707-331B, B-707-331C, B-707-331BA, Sud Caravelle AIR FORCE: C-47, C-46, B-17, C-54, C-69, B-47 PRIVATE: Rearwin, Jr., Ken Royce, Sportster & Speedster; Porterfield, Stearman J-6, Waco, Cessna 150, Citabria, Aeronca Champ, Pazmany PL-2 Jack was born July 18, 1908, in Brookfield, Missouri, a small railroad town about 100 miles northeast of Kansas City. Somehow it seems quite logical that his father was a railroad locomotive engineer on the Burlington line.

Now, still lean, tall, debonair and distinguished in appearance as he approaches his 80th birthday, Jack continues his lifetime interest in aviation and planes. At Oshkosh, in August last year, with wife Lillian by his side, he was spotted seriously studying the Rutan "Voyager", the amazing round-the-world flying fuel tank, which was on display. He and "Lil" drive to Oshkosh every year. He is also a regular at twice-a-month meetings of the Kansas City Quiet Birdmen (OB's), usually accompanied by TWA pilot friends of many years, Harold Neumann and Busch Voigts. Lil and Jack have two sons, one daughter and seven grandchildren. John B., Jr., who is also an Aeronautical Engineer, was with TWA in various capacities for 25 years, most recently as Corporate V. P. of Maintenance & Engineering at the KCI Overhaul Base, a position he held until 1986. Son Richard is a Sales Engineer with the Cooling Tower Division of the Marley Company in Kansas City. Daughter Lynn, married and living in Seattle, is with United Air Lines as a reservations Sales Representative. TARPA's annual Award of Merit program was started in 1980. The master plaque, similar in design to the individual plaques awarded each year, now hangs at the new TWA-STL Lindbergh Training Center. Previous recipients of the award, all of whose names are on the master plaque, are: Charles A. Lindbergh, Jack Frye, Howard Hughes, D. W. "Tommy" Tomlinson, Bob Buck, Harold Neumann, Larry DeCelles, Floyd Hall, Benny Howard and Paul E. Richter.

TARPA TALES

From Flight Radio Officer Clifford Bruce; My first trip on the line was from Washington, DC, to Washington, DC, on February 8 and 9, 1945. I flew with Capt. Jim Wheeler and FRO Frank Wardlow. This was a TWA contract MATS training flight for navigators and radio officers in C-49 No. 43-1985 going from Washington National to Mobile, Alabama, to Brownsville, Texas, overnighted and back to Mobile and on to Washington. Total flight time of 18:40. Capt. Wheeler saw to it that we all got a short trip over the border to Matomoras, my first time out of the United States. My most exciting flight was on a trip from Paris (Orly) to Santa Maria, Azores, on Flight 931, 10/10/54. Flt. 931-10 started out from Paris and after a 6 hour flight we arrived at SMA after dark. After receiving landing clearance we were on the runway when Capt. Meehan said, "What's that on the runway?" as the landing lights flashed down the runway. In the Azores it was customary for cows to be grazing on the airport and a jeep was sent out to chase them off the runway prior to landings. As I was the FRO sitting just behind the captain's seat I also looked down the runway. We could all see something meandering from the right side to the left side as we kept rollling and brakes were applied. At first we thought it was the "chase" jeep and they would clear as we approached. However, as we got closer very fast, it turned out to be a cow wandering across the runway. We were still rolling quite fast and there was some doubt in our minds whether the cow would speed up and get off the runway before we got there. Well, it almost did. As went by the cow was about out to the left wing tip, however, after we got parked and unloaded passengers and crew, a quick inspection of # 4 engine revealed one prop blade was curled over on the end about three inches. Now we knew that that cow had a big gash on the rump and a sore hip bone and we would be grounded for repairs. Needless to say, by that time we were quite excited and in no condition to go to sleep, so courtesy of the flight attendants we retired to our crew quarters and, you guessed it, had a party. Passengers were placed on another flight soon after while the crew waited 2 days and then replaced the crew on Flt. 951-11 on to New York. The displaced crew then ferried the "hamburger" Connie, No 829S back to KIDL after an engine and prop change. We understood that the Santa Maria Airport Manager was properly admonished and eventually, I believe, a fence was put in to seperate cattle from airplanes. The cow was found the next day and, yes, it did have a ten inch gash about 3 inches deep on the rump where that one prop blade chopped through. That hip bone was really strong to be able to curl over the tip of that prop blade. What went through that cow's mind will be a mystery to us, however, I am sure she wondered about that monsterous "bull" that attacked her rear end. [Sent in my membership application today to Joe McCombs. Sorry I didn't record the other crew members in my log book on Flt. 931-10 or my first flight.] Cliff Bruce 3-31-88

Left to right; Joe S/T. McCombs Mrs. Jean McCombs Ole Olson, Chairman Award of Merit Committee

Left to right; Larry Haake Lee Wildman Ritchie Beighlie Don Stitts Carl Lima

Gets a bit harry here. Left to right; Harry Jacobson Harry Mokler

Russ Derickson TARPA President Don Heep TWA Seniors Club President

Reggie & Ruth Plumridge

Lee & Harry (Snorky) Clark

THE MODEL 049 CONSTELLATION

The fuselage was perfectly round at any point. The overall shape of an airfoil added 3 mph to its speed.

THE 049 CONNIES by Ed Betts

The first part of the "Original Connies" article covered the 6 year period which started in July of 1939, when TWA / Howard Hughes made an agreement with Lockheed to build a "super airliner", and August of 1945, when the shooting part of WW II was over. A prototype was still in the design and mockup stage when the US went to war, and the government took over the specifications of the plane as a troop transport (dubbed the C-69). Only 22 of these planes were built, or on the production line, when the war ended and all military contracts were cancelled. TWA had, through its war-time ICD operation, used several C-69's for evaluation and test purposes (and a lot of flight crew training). The timetable for TWA's huge expansion program began in late 1944, when all five of the "Stratoliners" were returned and sent to the Boeing factory for extensive modification and overhaul (and re-entered service in April 1945). The military was releasing a few DC-3's (C-47 etc.) to the airlines as well as pilots who had completed their tours of combat. It appeared Lockheed might have a special waver to build a few 049 Connies for TWA and, on 11/14/44, TWA executed a special Conditional Purchase Commitment for 10 Connies. This agreement required Lockheed to notify TWA of price and delivery dates on or before 12/31//44, in contemplation that a definite contract would be executed before 1/31/45. However, this didn't happen since the necessary government releases were not obtained until after the Japanese surrender in August. Following VE-Day (May 8), the TWA program accelerated with additional C-47's and pilots available. On 7/5/45, the CAB announced its long-awaited decision for certain No Atlantic routes, when conditions permitted. TWA was awarded two temporary (7 year) routes to Cairo (via Europe or North Africa) and east to Ceylon. One of the biggest turning points in the war (August 6 and 9) was when Hiroshima and Nagaski were bombed: suddenly the war was over! The government contracts for military aircraft were abruptly cancelled, and the huge redeployment program was in full force. There was now an unlimited supply of transports, which included the DC-4 (C-54, R5D, etc.) and experienced personnel. TWA now had 3 operations to consider: the Transcontinental (Domestic), the continuation of the ICD (for the duration of the emergency) and the new International Division. During the war years, with government restrictions and rationing, TWA became a very efficient and profitable airline. There were near-capacity loads and seldom a "no show". Aircraft utilization reached a high of 12 hours a day, ground employees 50 to 60 hours a week and flight crews 100 hours a month. There was one class of service, no discounts, promotional gimmicks or "fare wars" due to the price cuntrols. There were no strikes, or a threat of same, with wage controls. All outstanding loans were paid off, no dividends were paid and the profits were invested for the future. Investments were made in a number of airlines, such as Philippine (28%) and TACA of South America (27%). A fund was set up for the replacement of equipment when it became available; it reached a high of $8,947,161 at the end of 1944. During 1945 the company purchased eight C-54 and 32 C-47 transports which had to be modified to CAA and TWA standards. There were 6,760 employees at the end of 1944; 11,362 at the end of 1945, a 68% increase! Over 3,000 were not considered contributing to revenues: they had been hired, trained and on "standby" pending the expansion. Before TWA could begin operating the new International Division there had to be survey flights to establish the ground facilities, proving runs (for CAA approval) over the routes to be flown, as well as alternate airports. The countries or the cities to be served lacked suitable airway or airport controls, communications or weather forecasting facilities. The exceptions were, where there were military bases (which were rapidly closing down) and Ireland, who had remained neutral during the war.

THE 049 CONNIES The original agreement with Lockheed was for TWA to have priority for deliveries of the 1st 40 aircraft. PanAm also had a similar order and during 1943-1945 the lawyers for the two airlines had long arguments concerning TWA's preemptive deldelivery rights. According to Bob Rummel, who was assistant to Jack Franklin (VP of Engineering and Maintenance) and in charge of the evaluation and procurement of new aircraft, the negotiations with Lockheed to define the "post-war Connie" began in the fall of 1943 and continued right up to the end of the war. Bob and Jack had been in on these discussion from the beginning. TWA, through the ICD, knew what it wanted, and all parties (including Hughes and Frye) had agreed upon what modifications were needed to make the Connie a modern airplane. However, at the very last minute Lockheed made a decision which was not well received by TWA...instead of re-engineering or designing (and the re-tooling etc.) the improvements or additions, which would have necessitated shutting the plant down for awhile, Lockheed chose to continue production of what was basically the C-69 military transport with certain required modifications. Lockheed could also purchase from the government (at surplus prices) the spare parts, jigs and partly completed airframes and promised an early delivery date. It was a "take it or leave it" situation for TWA. The TWA order was announced in September: 36 planes with delivery starting in late October of the first 12, then a PanAm order would be filled ,and then another 6 to TWA by the end of the year. The balance of TWA's order in early 1946. Lockheed soon announced it had orders for 103 aircraft from six airlines, a $75,000,000 backlog. It was also a "take it or leave it" situation with the Wright 3350-BA engine. According to Bob Johnson, (factory rep with TWA) the engine was not ready for civilian use. TWA arranged a loan agreement with Equitable Life. (remember the mortgage notice on the cockpit door?) A total of $30,000,000, with $10,000,000 available in 1945 and the balance in 1946 (this was later upped to $40,000,000). Payments were to start in early 1947 and continue to mid-1956 (at 3% interest). There were a number of required modifications for safety (for CAA certification; during the war the military concept of safety was to issue parachutes) such as: a fuel dumping system, engine fire detection and extinguishing systems and (for winter operation) rubber de-icing boots, to name a few. A major cabin change was to move the galley from the rear to the front, with a small compartment separating it from the cockpit. For the international configuration this area was used for the navigator's desk and bunks for crew rest (off duty, naturally). For the domestic configuration this area had 8 non-reclining seats (4 facing aft), which could be used by special request, a lounge (card games) or oversales. The cabin had an improved lining for better insulation and sound proofing, plus a cabin heater with greater capacity. There was no improvement with the circulation of air ...it was lousy. On the line this gave titles of "Hot or Cold Running Hostesses", depending on their request to the F/E for a temperature adjustment, as one zone could be too cold while another was too hot. The C-69 had 2 toilets in the rear, separated by a curtain; the 049 had them enclosed with a door (with a lock). Also in the rear was the coat compartment, which was also the storage bin for emergency equipment. The latter included ditching equipment, and a "Jacob's Ladder" for emergency evacuation. The C-69 weighed about 52,000 pounds empty. With a full load of fuel (28,000 lbs or 4,690 gallons) it was up to the maximum weight for takeoff (80,000 lbs) without any payload. By beefing up the landing gear and wing spars, the max weight was increased to 90,000 lbs (75,000 for landing). There was no increase of power with this added weight.. .it just took longer to take off, get to cruise altitude and sufficient cruise speed to cool the engines down.

THE 049 CONNIES A NOTE BY THE AUTHOR: Once again I have had a lot of help from the men who flew the Connies in the early days with their input. To follow is a number of their observations which were passed on to me. A lot of this will be old stuff to the men who experienced the problems at the time; it is included to give the "newer hires" an education. Only a few of the present senior pilots with TWA ever flew the 049 as it was phased out in December of 1961, and by then numerous changes had been made to make her a respectable lady. This was also before the days of such aids as runway grooving, anti-skid devices for braking, reverse pitch props (or thrust) and accurate weather observations. Hydroplaning on a wet runway was an unknown phenomenon. Failure to stop in time was often labeled "pilot error". The Connie was advertised to have a steerable nosewheel, a matter of interpretation between Lockheed, certain TWA officials or the pilots who did the steering. When in the extended position the nose gear was free to caster, the pilots controlled the direction by use of the rudders (if there was sufficient speed) the brakes, differential power or any combination of these. However, the TWA pilots wanted a more positive control, a small hand wheel by the left knee which would steer the nose gear. As an example, entering or leaving a congested ramp area usually required a tight turn; with the castering type this required braking the main gear to pivot on and a blast of power from the opposite outboard engine and the possibility of blowing some equipment around. With the steerable nose gear it was a much smoother and safer maneuver, plus a means of turning the plane at slow speeds when the brakes weren't functioning according to the operations manual (such as a last minute turn to avoid sliding off the end of a slick runway). There were a number of accidents / incidents which could have been avoided, or the damage minimized, if the pilot had a positive steering control. According to the Lockheed manual the first 62 Connies (C-69 and 049) did not have this feature. By comparison with other aircraft, such as the "Stratoliner" or DC-4, the Connie cockpit was tight quarters; the small windows in front of the pilots (and to the side; didn't permit as much visibility as they were used to. It often took both hands to open the side window (4 latches to undo, then pull in and move it back and both hands plus a foot to close. Anti-ice or de-icing the windshield was by alcohol or the infrared heating. The latter was handier for toasting bread than keeping the window clear and many a pilot had to open the small window and stick his head out in order to circle and make an approach. when "he C-54 was first introduced to the Air Transport Command, in mid-1942, a number of experienced transport pilots questioned the strength of the nose gear and how it would hold up with a bounce or turning at high speed, etc. Benny Howard, then a test pilot for Douglas, took a group of the doubting pilots aboard for a demonstration. At a high enough taxi speed he made a series of raising the nose and then slamming down on the gear plus a lot of high speed turns. The demonstration was convincing. The three Connie gears were longer (to give the 18' diameter props adequate clearance from the ground) and looked fragile. They were pretty rugged. There was one problem area the pilots flying the C-69 had experienced; it was too rigid. Too much braking could pop some rivets where the strut was mounted to the wing spar. After landing on a wet runway and using the brakes, there would sometimes be a chattering or vibration felt back in the toe pedals, which would reduce the braking efficiency. These were just a few of the remarks made by the pilots about the airplane. The flight engineers had many more with regard to the engine, pressurization system and other systems which were operated from their station in the cockpit.

Arrival first Connie at KC 11/15/45: Jim Combs, Pat Gibson, Bob Buck, Jane Bomar, Paul Frederickson and John Collings.

THE 049 CONNIES

ANOTHER AUTHOR'S NOTE: Before continuing with the introduction of the Connies on TWA's schedules, I'd like to mention the names (plus titles, if available) of the pilots and flight engineers who were in top management or supervisory positions during the circa 1945-1946. This was the transition of the ICD to International, the expansion of the domestic and the introduction of the Connies. I don't have an official roster so there will be errors and omissions and the list is not by seniority, rank or popularity. These are the men who pioneered the post-war expansion and, with few exceptions, those who haven't "Gone West째 are among our TARPA "Eagles" today. Jack Frye was company president. Paul Richter returned from the Navy to be Executive VP (E. Lee Talman had been acting Exec. VP, a new position of Senior VP was created for him). Otis Bryan had been VP of the War Projects, became VP of the new International Division. John Collings was the VP of Transportation (the domestic or Transcontinental Division). There was quite a transition of System Chief Pilots (domestic): George Rice to Bob Buck (to Jan 1946, when he took leave of absence for an assignment with the Air Material Command for weather research). Phares McFerren ("Red Foster was his assistant) had been on assignment with TACA; was Chief Pilot to the end of the year. Paul Frederickson was Supt. Flying Western Region (Lloyd Olson, assistant based at SFO) became Chief Pilot, and George Rice took his place at BUR. Flight Operations had been divided into four regions: "Pat" Gallup was operation manager for the system. Joe Bartles (West), Ray Wells (Mid-West), Fred Pastorius (Central) and Orm Gove (East) were the area managers. Joe Bartles was promoted to General Manager of the Western Region, Lee Flanagin became the operation manager. Cliff Abbott returned from the service and was appointed operation manager for the Mid-West, Ray Wells was assigned Director of the Middle East Region. Stan "Toots" Kasper headed the domestic flight training until July 1946, when he returned to flying the line. Bert Cooper was Chief Transition Instructor and the head of training until Harry Campbell took over later in the year. Milo Campbell headed the C-69 training until late 1945, when he was assigned to set up Ethiopia Airlines, Milo, along with VP Jack Nichols and Austin Naylor, was killed in the crash of a B-25 in December; "Dutch" Holloway took over Milo's assignment. Also during this period Joe Grant and Mark Outhwaite were assigned to Saudi Arabia. Hal Blackburn, had been Ass't Manager for the ICD, was appointed Director of the Atlantic region. Waldon "Swede" Golien had been Supervisor of Operations for ICD and had a similar position with the new International Division. Frank Busch, had been assistant to "Swede" ; was the Manager of the ICD for the duration (the last flight was in May 1946). Fred Richardson, had been ICD Chief Pilot, returned to KC and Larry Trimble took over for awhile. Bob Springer, had been Ass't Chief Pilot, was assistant to T. B. Wilson on International. Joe Carr had been a check pilot and was named Chief Pilot for the International (Les Munger was his assistant). Al Brick was Chief Flight Engineer for ICD and continued on International. Dick DeCampo was also in management. R. "Lewie" Proctor headed the domestic flight Flight Engineers, Regional Superintendents included Art Eggiman (KC), Mel House (BU) and Louis FalKin (LG). Jake Fisher was Senior Instructor. Ray Dunn headed the International Engineering and Overhaul, Bob Loomis the Domestic. Pete Redpath left TWA in 1945 (to S.A.S.). Ed Bolton was then the Chief Navigator for the ICD. Tony Peck was the first Chief Navigator for International.

THE 049 CONNIES

Roger Kruse was head of International Dispatch. John Harlin, returned from Navy and set up the first foreign dispatch office, at Shannon, and was later Director of the European region. Jim Polizzi was Supt. Flying at Rome, (when erations expanded) and Hugh Herndon at Cairo. Joe Mountain headed a special weather research program.

the the opall

There were two categories of check pilots, Senior and Junior, in addition to the supervisors already listed. The senior on ICD included Holloway, "Mo" Bowen, Stan Stanton and Earl Fleet. Domestic check pilots (and here I will miss a few) were Busch Voigts, "Doc" Mesker, Roger Don Rae, Walt Smiley, Jim Eischeid, Bob Larson, Andy Lundin, Marv Horstman, George Duvall, Max Parkinson, Jack LeClaire, Howard Hall, Jack Schnaubelt and Bronson White. Board Chairman Brig. General T. B. Wilson had returned to TWA in late 1944, after serving three years in the service as the Chief of Transportation in the Southwest Pacific (under General MacArthur) and in the Burma-India theatre with General Stillwell. He was also the Managing Director of the International Division and was a champion of the "hub" concept at Cairo; it was his idea for TWA to help numerous underdeveloped countries set up their own airlines which would feed in to TWA at Cairo such as Saudi Arabia, Ethiopia, Greece etc. He was also working toward TWA getting CAB approval for a round-the-world network. The first of two survey parties left NYC on September 6th (using the DC-4's). It was headed by Wilson and flown by Hal Blackburn. They inspected the facilities at every city to be served as far as Cairo, including the southern route through Lisbon, Madrid and No Africa. A few days following was the " technical party" with the cockpit crew of "Swede" Golien, Fred Henderson and Al Brick. American Overseas, a subsidiary of American AL, was the first to inaugurate commercial service across the North Atlantic using the DC-4 (prior to the war BOAC and PanAm used flying boats) on October 23rd. The NYC-London time was scheduled for 20 hours with 3 or 4 stops (24 hours westbound); the one-way fare was $572 plus the 15% transportation tax. PanAm inaugurated their service, also using the DC-4, a few days later from NYC to Ireland-London-Frankfurt (via Gander). Deliveries of the Connies had been delayed. The first group of supervisor pilots to check out on the 049 reported to the Lockheed plant for ground school on October 26. The group included Bob Buck, Paul Frederickson, Busch Voigts and Roger Don Rae. According to Busch, he received a 1 hour checkout on the plane on November 1st. The first plane to be delivered to TWA was ferried to LAS two weeks later, where a large group of horseback riders and a stage coach were on hand to greet the passengers on arrival. Lee Talman accepted the plane on behalf of TWA. Among the speakers at the ceremonies was US Senator Pat McCarran of Nevada. The next day, November 15, the crew of Buck, Frederickson and F/E Jim Combs flew the plane to KC where a crowd of 1,500 were at the airport to watch the arrival of the giant plane. Expected arrival was at 4pm; they were running way ahead of this so Bob pulled back on the power so as not to arrive early. Their time for the 1,281 mile trip of 4 hrs 19 min, was a record. The second plane was ferried to KC on the 22nd by Frederickson and Voigts. According to historian Pete Marson plane NC86500 (fleet #500, for domestic) was on the assembly line as a C-69 (all painted in the USAAF colors) when the military contract was cancelled, and was the first to be converted to an 049. NC86505 had an original fleet number 505, but was later changed to 550 (international numbers 550 through 561).

Cairo, February 1946: Crew of the survey flight to Capetown. Brig. General T.B. Wilson (center) Chairman of the Board.

THE 049 CONNIES Joe Carr went to KC on November 23rd to ferry #505 to DCA, but first he had to make a test hop. There had been a squawk written up on the rudder boost system (does that write up sound familiar?). The engines had hardly cooled down as Joe left on the 25th with the "Advanced Sky Chief", a provisioning flight to deliver personnel and supplies to Gander (Dink Hill), Shannon and Paris in preparation for the proving runs with the CAA. John Harlin and family were among the group, bound for Shannon. Joe's account of this first trip, the leg between Gander and Shannon, with the Connie is quite different from an Atlantic crossing today, w i t h all of the radio and electronic aids (INS) which give a precise readout of speed and drift (and location). "Tommy" Tomlinson, with his high altitude experiments in 1935-1936 had first reported the "jetstream winds", but they were an unknown and unpredictable phenomenon. Quoting Joe:

On December 3rd, plane #550 was christened the "Paris Sky Chief" by Mme. Henri Bonnet, the wife of the French Ambassador to the US, by releasing a white cloud of smoke on the ship's nose (assisted by Mrs. Jack Frye). After the ceremonies the preview flight departed from DCA to Paris (with stops at Gander and Shannon) with a load of dignitaries which included Postmaster General Robt. Hannegan. The crew for this "Blue Ribbon" flight was pilots Hal Blackburn and Joe Carr, F/E's Frank Parent and Ted Vreeland, Navigator Tony Peck and Radio Op. Bill Ritter. The flight set new commercial records for each leg. They averaged 316 mph (12 hrs 57 min actual) 14 hrs 47 min elapsed. On the return trip they stayed an extra two days in Shannon in order to give Hannegan a chance to visit his family homeland. TWA's traffic department (Oz Cocke was the VP) decided NYC would be the largest source of generating international traffic, rather than DCA. However, there was no additional room at LGA (IDL wasn't built yet) for the major maintenance and overhaul so arrangments were made to have this work done at EWR, pending a move to a permanent base (Wilmington in July 1946). TWA had also arranged a long-term lease on the former North American B-25 plant at Kansas City (KS) for its domestic overhaul base, which was ready by early 1946. In the meantime, the preparations were progressing to inaugurate "Connie" service on the transcontinental route. Busch Voigts was a very busy check pilot as note, from his logbook show:

THE 049 CONNIES The next day Pat Gallup flew a trip from LGA to BU, with a KC stop, in 10 hrs 49 min; the leg from LGA was 5 hr 6 min (a record, naturally). On February 3, which happened to be their 20th anniversary with the company, Jack Frye and Lee Flanagin (Andy Lundin was relief pilot), and Paul Henry the f/e, flew a group of 44 members of the press and aviation correspondents on a record flight (nonstop) from BU to LGA in 7 hrs 28 min. This broke the old "Stratoliner " record, set in 1940, by 4 hrs and 27 min. This happened to be the same day when PanAm started their regular Connie service from NY to Bermuda. Two days later, on February 5, TWA inaugurated its International service and the Connie with ceremonies at both DCA and LGA, and then on to Paris via Gander and Shannon. Hal Blackburn was in command with co-captains John Calder and Jack Hermann getting their route qualification check. The rest of the crew, such as the flight engineers Art Ruhanen, Ray McBride and Jack Rouge had the usual layovers instead of deadheading while off duty. "Swede" Golien commanded the inaugural westbound, with Eddie Wells and Charlie Tate receiving their route check. According to Eddie, they were two days late, which wasn't unusual in those days. TWA had a policy for the international flights of not cancelling, they would operate without regard to how late they might be running. When a flight cancelled, there was usually little, or no, protection for the passengers except for standby on a flight at a later date. Bob Berle, Station Manager at Cairo, told about one flight which was one week late in arriving, which delayed the return flight one week plus a 5 hour mechanical delay. Jerry Condon, Station Manager at LGA, told how Thursday's flight sometimes departed before Tuesday's. On February 7, the Boston Chamber of Commerce had arranged an elaborate celebration ceremony at the airport terminal (Bedford AF Base, at the time) to honor TWA's inauguration of service from their city to Paris. Otis Bryan was the guest speaker at a luncheon prior to the departure, and spoke at some length about the potentialities of Boston as a major domestic and international terminal. The BOS airport was too small, they needed to expand. Joe Carr (route qualifying Budlong Merrill and Roger Kruse) was in command of the "Star of Dublin", which was first ferried from EWR to LGA (the usual procedure for the cockpit crews originating a flight from or to LGA) for the inaugural through BOS. The total elapsed time for the airplane from BOS to Paris and return made the headlines: less than 45 hours as the plane was only on the ground at Paris for 3 hours before turning around and, due to bad weather at Gander, went nonstop Shannon to BOS (Hal Blackburn was Captain). The flying time was 13 hrs 30 min,. TWA was again making the headlines (with the Connies) on February 10th, when the first of 2 charter flights departed for Rome with five cardinals-designate plus their entourage. The first flight, with Eddie Wells Captain, departed CHI (with a DET stop and a mechanical delay) with Archbishops Samuel Stritch (CHI) and Edward Mooney (DET) plus 28 high churchmen and laymen. The second flight, piloted by Charlie Tate, departed LGA on the 11th, with a passenger list which included Archbishops Francis Spellman (NY) and John Glennon (STL), and Bishop Thomas Tien (China). Other distinguished passengers included former Postmaster General "Jim" Farley and former NYC Mayor Joseph McKee. According to Eddie, the return flight was by way of Madrid-Lisbon-Santa Maria (Azores)-Gander to NYC, where they were greeted by Mayor LaGuardia. Other international inaugurals were with the DC-4: PHL was included on 2/18, the extension to Rome-Athens-Cairo on 3/31, Geneva included 4/7, the southern route to Rome via Lisbon and Madrid on 5/1 and from Cairo to Dahahran 7/2. The one-way fare NY to Paris was $375, to Cairo $659 and to Dhahran $848 (plus 15% tax).

THE 049 CONNIES

One route which TWA applied for, but never received, was an extension from Cairo south to Capetown. This was 400 miles shorter than PanAm's from NY to Miami to Natal (Brazil) etc. On January 30th, T. B. Wilson headed a group which made the survey flight to see if such a flight was feasible (with the 049). Hugh Herndon and Francis Winkler were the pilots and Frankie Parent the F/E. They took along a lot of spare parts in case of mechanical problems (which Frankie could fix), but how do you include everything which might go wrong? Quoting from a letter Frankie wrote me several years ago:

The flight set numerous records for flights between cities such as: DCA to Cairo was 24 hr 48 min, Paris to Cairo 9 hrs 33 min, Cairo to Capetown 19 hrs 45 min, although the time for the 3,300 mile trip (nonstop) from Cairo to Nchanga was a record which made the headlines: 15 hrs 17 min. They had cruised at 6,000' with reduced power. King Farouk greeted the group on their return to Cairo. Whatever Howard Hughes did in public (later years in secret) usually made good copy for the news media. He was a perfectionist (such as the bra he designed for Jane Russell) except for his sometimes unkempt appearance. On February 5, Busch Voights, Max Parkinson and Fred Summerwell ferried a Connie to BU to give Hughes some practice with landings. For the benefit of the layman, "touch and go" landings are a series where you stay in the airport traffic pattern, make a landing and (with reduced power) take right off again before the plane slows down. It is handy to qualify a large group of copilots on one flight (each takes a turn with the required three takeoffs and landings) and the brakes are never used. During the next fours days Busch sat in the copilot seat while Hughes practiced landing at the Palmdale Airport during the day, Max flew with him at night and Fred flew both. Busch logged 16 hours of time, Max about 8, Fred quit counting after more than 500 landings had been made. According to Fred, the kitchen put on finger sandwiches and lots of milk, which Hughes ate all the time he was flying. They wore out many sets of tires. The plane was ferried back to KC on the 8th. Hughes was to pilot the inauguration of scheduled transcontinental service with the Connie, set for February 15th. According to Joe Bartles, TWA needed to know the names of the crew he wanted for publicity purposes. Joe kept calling day and night for an answer; the only answer was Hughes didn't want a checkpilot. At the last minute Joe volunteered (it had to be a company pilot for insurance purpose) and Summerwell was the flight engineer. The passenger list was a Public Relations man's dream with 35 well known Hollywood celebrities which included: Gary Grant, Edward G. Robinson, Virginia Mayo, Linda Darnell, Walter Pigeon, Randolph Scott, Veronica Lake, Gene Tierney, Tyrone Power and wife Anabella, Paulette Goddard, William Powell, Myrna Loy, Frank Morgan, and David 0. Selznick.

THE 049 CONNIES The flight departed premier of a movie the event. The LGA 21:08pm (8;38 flying

BU at 9:30am with 71 degree weather. It was like a Hollywood with the Fox Movietone and Paramount news cameramen filming weather was 30 degrees and a biting wind when they arrived at time, 37 minutes ahead of schedule). Joe remarked about the

The second eastbound inaugural for the day departed at 1:30pm, with the crew of Busch Voigts, Andy Lundin and Paul Henry. There were no "names" in the passenger manifest (just the average paying passenger) and no cameramen or reporters were crowding the lobby and ramp area. They made the "pit stop" at KC (no change of crew) and still set a record of 7 hours 28 minutes flying time for the trip! The inaugural westbound was flown by Walt Smiley and Fred Pastorius from LGA to KC, where "Toots" Kasper and Jack Schnaubelt flew on to Burbank. The scheduled time east was 9:15 and west was 11:25 (both with a 25 minute stop for fuel, and crew change). This was considered a through flight: passengers (or non revs) could not be ticketed to, or to board from, the intermediate stop. The one way fare (no discounts, at the time) was $118.30 (standard for the industry) plus a $25 surcharge and the usual 15% government tax. American introduced the DC-4 on their transcontinental flights (NYC-DCA-Dallas-LA) on March 22nd. It was a 13:48 time east and 14:25 westbound trip; the fare was $118.30 and tax, but no service charge. Today's schedule with a Boeing 747, nonstop between JFK and LAX (or the reverse) depends on what time of day the flight departs or arrives; the average is 5:05 east and 5:55 west. The standard one way fare is $828 for first class ($555 for tourist), but there are many cheaper ways to travel on the same flight.. .consult your local travel agent or TWA reservations (there is the $119 fare available, which is only 70Â˘ more than the Connie was in 1946). The Connies were introduced during a bitter period between the ALPA and the airlines with regard to the post-war contracts which would increase pilot pay for the faster and larger equipment. The airlines wanted to bargain as an industry, ALPA wanted to bargain individually. The TWA pilots (on domestic) had an added grievance in that the new international flights were not open to system bid or awarded by the usual seniority method. TWA chose to use the ICD crews to fly the new division, regardless of their seniority, since they were already trained for international flying as well as the C-69 type Connie and the DC-4. Per ALPA request, the senior domestic pilots refused to bid the Cpnnie although they did go through the initial training. As a result, until after the "smoke had settled", there was a mixture of seniority flying the Connie. Bill Sanders had returned from the USAAF and was checked out on the Connie, but preferred the run he held with the 'Stratoliner' as it had much better hours and there wasn't much difference in pay. He was among a group who were assigned to the Connie, regardless of his choice, and went to John Collings' office to protest. John sent word to the group: "They could pick up their final paychecks in half an hour". They flew the Connie. Jack Schnaubelt was one of the supervisor pilots checked out (out of seniority), and told some of his early experiences:

Burbank 2/1/46: Max Parkinson, Lee Flanagin (unidentified) and Busch Voigts. A vintage 1918 deHavilland DH-4 beside the modern Connie.

THE MAIN CABIN 53

THE 049 CONNIES

This was just one example of what the TWA flight crews had to learn, flying the line, what the Connie could do (or couldn't do) under adverse conditions; as well as the mechanical problems. One chronic complaint was a false engine fire warning. F/E Harley Henry had a good description:

F/E Art Ruhanen remarked about the pneumatic pressurization system with the manual control levers which only worked in one direction, towards closed. He was on one flight where both outflow valves slammed closed and the airplane pressurized like putting an air compressor hose into a milk bottle. He wrote a malfunction report and suggested a solution. Al Brick, Johnny Henley and Dick DeCampo agreed that spring loading the valves open and closing them would be a simple solution.

THE 049 CONNIES There were a number of cases where all four engines cut out at the same time due to carburetor ice (before "Alternate A", which came later), some on domestic and others over the North Atlantic. Larry Welch experienced two, one over the Alps for about 30 seconds, until carb heat was applied, and another over the Atlantic in a heavy thunderstorm. Larry also told of a trip while cruising over the Alps at 6,000' when all hell broke loose: the prop deicers were on full and they were slinging ice against the fuselage like a bombardment. The ice built up on the windshield to a foot or more, broke off and built up again. With meto power on, the airspeed went from 235 to 160 knots. Dick Hanson was ACM and wore out a pair of shoes pacing back and forth. He found out later a warm front was moving over the mountains. LLoyd "Ole" Olson had this to add:

In the May 1987 "Topics" Cliff Raub told about a trip westbound for Gander where he had a load of ice, couldn't see to land, and detoured to warmer air in the Stephenville area. He landed there for fuel, and recovered an icicle which was 4 3/8" thick and approximately 3' long which had stuck to the pitot tube. He returned to Gander with the frozen souvenir where Lockheed reps were on hand. This was, at the time, the first evidence they had seen with regard to how much ice the Connie could carry. International training was done at Reading, which was conveniently located about midway between DCA and NYC and far enough west to be out of the main flow of the traffic. TWA had three flights a day through the Reading area. The students and others there for training were put up in a former Army barracks, complete with cots. The domestic training was at the Goebel Hangar until the move to the New England building in downtown KC in mid-1946. Frank Johnson was head of ground training at the time. Warren Berg (a former military pilot, was later the Director of Ground Training) was among the "very green" instructors with the copilot school in the fall of 1945, when TWA decided to add the Connie school to their curriculum. Warren reflected about the training, and the training aids then:

T H E 049 CONNIES

TWA was having more than its share of problems with the Wright engine. There are several accounts where one day ten airplanes were on the ground in the various stages of an engine change (I don't know when). The ratio of engine failures or changes was higher on the domestic division and the theory was (at the time) the international flights were of longer duration and there were fewer takeoffs with high power. Lockheed found fault with the write ups in the aircraft logbooks; flight crews were not communicating properly with the maintenance crews. Another problem area was with the cabin pressurization system drive assembly; many airplanes were flying unpressurized due to failures of the assembly (drive shaft, bearings etc.) which could only be disconnected on the ground, or, in flight the engine had to be feathered. On 6/18/46, a PanAm 049 departed NYC on the first leg to London. Had the events which followed occurred over the Atlantic there would have been a catastrophe or a ditching at sea. A fire broke out in #4 engine which was impossible to extinguish. The engine dropped off at the mounts and the fire persisted into nacelle and wing. There wasn't time to make it back to LGA; the pilot made a belly landing on a grass field at Williamantic (CT). There were no injuries and the plane was later temporarily repaired and ferried (on 3 engines) to PanAm's base at NYC for further repairs. Initially the cause of the fire was believed to be the old nemesis, a fire originating in the induction system of the engine. According to Bob Johnson, he and Kelly Johnson (Lockheed) and Andre Priester walked the site of the belly landing and they discovered the problem to be a failure of the cabin supercharger drive shaft. It had broken off the engine oil pump, which was adjacent to the shaft and started an oil fire. Someone brought up the similarity to the C-69 incident (flown by a PanAm crew) over Kansas in September of 1945. PanAm put an ad in the Topeka newspaper showing a picture of the drive shaft and a reward for its return. A farmer brought in the broken drive shaft he had gathered for a souvenir and collected the reward. After nearly nine months the cause of the C-69 accident was determined.. .the immediate fix was to install a sewer pipe-like housing (3" in diameter) over the drive shaft. In case the drive shaft broke, the piece still connected to the engine would not act like a machete and sever the engine from its mounts, or start a fire. There was another accident which was non-TWA (or Connie) that might have had an effect on decisions regarding the company and certain of its executives in later months. This was on 7/7/46, when Howard Hughes was seriously injured in a crash of his company prototype reconnaissance plane on its initial 'test flight. Hughes was still in the hospital when the CAA grounded the Connies. This order came a day after the crash of a TWA Connie, on July 11, during a training flight. Capt. Richard F. Brown was the checkpilot, and the only survivor. Other crew members were Capt. Norman "Art" Nilsen, Copilots Bill Amthor and Douglas Herrien and Flight Engineers John Staufer and Charles Semola. There have been many conflicting accounts of what transpired. A letter from Dick tells the story:

THE 049 CONNIES

The CAA mandatory grounding order for all Connies was for 30 days. At the time, the PanAm accident was still under investigation. The initial opinion was that the TWA accident was an engine fire (the report by the DC-3 crew of seeing smoke trailing from the engine). Much credit was given to Dick Brown's statements from his hospital bed. It put the investigation on the right track; a fire was in the fuselage area, not an engine fire. This information not only speeded up the investigation, the modifications and return to service of the Connies, it may have prevented a similar accident before the true cause was known. There had been several cases reported by flight crews (and-passengers) of smelling the odor of burning insulation, but no evidence of a fire was ever determined. F/E Harry Young told of one instance:

The "thru bolt" was the connection of electricity between the generators and the main electrical bus, where it entered the pressurized cabin area in the forward lower baggage area. This was also the area where the hydraulic reservoir tanks were located, the fluid flammable and under pressure. This was a dangerous situation: leaking hydraulic fluid and an overheated or arcing "thru bolt" There was no fire detection or extinguishing system in the area. Also, at the time, there was no standard procedure for smoke removal in the cabin or cockpit areas.

Typical domestic crew: "Chick" Fredricks, Russ Means, Bernie Hanson, Catherine Clinton and Dottie Beck (Dec. 1945 ).

THE 049 CONNIES

On 3/29/46, TWA lost its first Connie (554) at DCA when it failed to stop after landing too far down on a very wet and short runway. The brakes were ineffective and, after running off the runway, the plane skidded 30 degrees, hit a transformer building, then turned 90 degrees to the right, and ended up in a drainage ditch. It was Sam (Rifken) Lewis' first trip as a checkpilot with Robert Brown getting checked and Jack Evans the f/e. Both pilots were criticized for their judgement (not using a longer runway) and reduced to copilot status; they chose to resign and went to other airlines. Joe Carr sat in on the accident investigation and told of the follow up:

On April 24, a group of KC employees were the passenger load on a preview flight to Houston and return as TWA tested a new type of service aboard the "California Sunbeam" as well as the redesigned Connie heating and ventilation system. TWA's Base Engineering had been, since December, working on the problem. The new cabin featured: wall areas through which heat is transmitted to cabin overhead heat outlets were revised to increase radiant wall surface 50%. Heat vents installed down the center of the cabin replaced the perforated ceiling, to give better distribution of warm air and improve stability of cabin temperature. An automatic control system on the heaters regulated them to the cabin demand (old system was one heater controlled by cabin and the other by cockpit demand). A major improvement was the installation of a large recirculating fan in the ceiling above the galley. This blower system kept a more even temperature within the cabin while in flight. When on the ground, and plugged in to the air conditioning or heater unit, it was afar more comfortable cabin. According to the "Skyliner" the domestic Connie fleet would be converted by July 5th; it didn't mention the international fleet. On May 15th, San Francisco (Fran Moran was Station Manager and Fred Vieth was in charge of maintenance) was included with the Connie schedules; an extension from Los Angeles on the transcontinental nonstop Flight 12 and 37 (with the fuel stop at KC or MDW). The "seniority" flying out of SF included: Bill Dowling, Bob Larson, Wendell Peterson, Dan Medler and Lloyd Olson. TWA's original order and delivery dates for the Connies had changed. A total of 18 (8 for international and 10 for domestic) were delivered during the period of November 1945 through February 1946. Further deliveries were pending. The spring and summer schedules for the Connies had the two transcontinental flights on the domestic system and one daily flight on international from NYC to Shannon / Paris (subject fuel stop at Gander). The remainder of the international schedules had the DC-4 equipment: Sunday from DCA/PHL/LGA/BOS to Cairo, via Lisbon and Madrid and then Algiers and Tunis, Tuesday from all four east coast cities to Dhahran via Shannon/Paris/Geneva/Rome and Athens, Friday to Cairo via Lisbon / Madrid and Saturday from CHI to Cairo via Gander/Shannon/Paris/Geneva/Rome and Athens. The Connie could be substituted for the DC-4, which made a faster flying time, with more time on the ground awaiting scheduled departure time. If the DC-4 was used in place of the Connie, it was a long trip in the air.

THE 049 CONNIES

It was an around the clock schedule for the two TWA overhaul bases to get the 16 Connies modified and back to flying. In addition to the required items, per CAA edict, a number of other modifications were done concurrently. Principal changes were: Replacement of bulkhead electrical cables with a redesigned assembly, and replacing aluminum conductors with copper cables. Insulation of circuit breakers to eliminate shorting, or their replacement with copper fuses. Additional fire extinguisher protection in the rear section of the power plant installation. Installment of improved exhaust collector rings. Other design changes involved the electrical and hydraulic systems. Lockheed was, at the same time, incorporating these modifications on aircraft to be delivered to TWA, plus the installation of a steerable nosewheel. Another very important modification started during the grounding (but not completed) was the installation of the fuel injection system. Fuel injection eliminated the danger of a fire in the old induction system, made engine starts easier, ran smoother, a more constant cylinder head temperature, easier to lean out for cruise and used less fuel for a flight. Both TWA and Lockheed were doing the required 100 hours of proving runs to have the 3350 engine re-certified by the CAA (fuel injection). On September 5, plane #503 (Star of the Nile) began TWA's series of proving runs for the CAA, the first commercial airliner with an engine which had fuel injection. PanAm completed the mandatory requirements, and resumed operations with the 049 on August 23. TWA waited until all modifications were completed (except the fuel injection) and didn't resume using the 049 on scheduled flights until September 20, on the transcontinental run. For about a month, until mid-October, the 049 on international flights was a surprise (for the crew and passengers) substitution of equipment (the DC-4). It was a faster trip. TWA also revised its orders for equipment: starting in late September, 2 Connies were delivered for international (and 1 in October) and 2 for domestic. Starting in October, TWA bought 4 additional DC-4's (plus 2 which had been leased earlier). On August 23, a PanAm 049 was wiped out following a landing at Shannon (no injuries). There were two "human errors": the copilot raised the gear handle instead of the flaps, and the "fail safe" mechanism to prevent the inadvertent lifting of the wrong handle failed to function. ANOTHER INSERT BY THE AUTHOR: It isn't a Connie story, but it is timely. A TWA DC-4 was involved with a very historic event starting in late September when it was outfitted as a "Flying Post Office" (similar to a railroad car, where the PO men would sort the mail into bags or slots while enroute between stations). Les Munger was the pilot for the experiment, flying between DCA-PIT-DAY-CHI (and return) with the mail and PO employees. The experiment coincided with the new cost of an airmail letter (one ounce), from 8¢ to 5¢; the cost by surface transportation remained (since 1932 and until 1958) 3¢, which included two home deliveries on weekdays and one on Saturday. On October 12, another TWA Connie was lost after landing at New Castle (the new Wilmington maintenance base) just after a rain squall had passed (light rain at the time) and there was a windshift. The braking action was poor and the plane ran off the end of the runway, through some trees and across a road, then hit 2 cars and finally stopped 650' further and burst into flames. There were no passengers (ferry flight from LGA after arriving from Europe) and no injuries to the crew of Budlong Merrill, Gerry Schemel and Harley Henry. The tower had advised the flight of the weather conditions before and during the approach. According to Harley, the TWA maintenance people who investigated the accident said that the widest tire marks were 9" for over a mile, but the plane would not stop.

THE 049 CONNIES The 10/16/46 TWA timetable still showed the international flights with the DC-4, with possible substitution of a Connie. The domestic schedules now had 5 daily flights originating or terminating at LGA: the 2 transcontinentals (with a fuel stop) to BUR (and one continuing to SFO), two to CHI and one to MKC via CHI. The TWA loads were good and the future looked bright until: The TWA pilots were all set to strike on May 11th, but a presidential order made both parties sit down and talk some more with a mediator. This failed. On October 21 (to November 15), the TWA pilots were on strike for the first (and only) time in the history of the company. The back to work agreement called for binding arbitration. During the grounding of the Connies there was no furlough (the flight engineers were put to work in the overhaul bases). During, and after, the strike there was a furlough of the junior flight crews. The 4th TWA Connie was lost on 12/28/46, while making a circling approach to the Shannon Airport with the bare minimum ceiling of 500'. It was at night, with two miles visibility (rain and drizzle) reported. The plane hit a small island about a mile WNW of the airport which split the plane at the 260 bulkhead (the rear of the cockpit), and killed 9 passengers and 4 crew members (including Nav. Robert Osterburg, F/E Walter McBride and Radio Op. Herbert Burmeister). Among the seriously injured were Capt. Herb Tansey, F/0 Cliff Sparrow and Dudley Hill (Radio Operator traveling ACM). According to the CAA Accident Report (which Cliff sent me), the ceiling had been quite variable with, at the time of the approach, the overcast reported at 900' and "scud" or broken clouds at 400'. The letdown was made to 600' (minimum was 500'), the field was in sight and as they passed over a circle to land was initiated.. .a 45 degree turn to the right (and after a few seconds, a 180 degree turn back to the field). After passing over the field it was total darkness (no lights for a reference) and during the turn the plane hit the island. As far as certain TWA officials were concerned, it was pilot error. This was despite the testimony by Tansey and Sparrow that their altimeters read no less than 500' at the time of the accident. TWA was doing everything possible to protect the Connie image. Further investigation proved the pilots correct: a mechanic had mistakenly reversed the connections between the primary and alternate source of static air pressure for the altimeters. The alternate source, located in the nosewheel well, could give the erroneous altimeter readings with the gear extended. Besides this mechanical flaw, the CAA also recommended the installation of an instrument landing system (ILS) plus high intensity approach and runway lights. It also recommended a better system for de-fogging the windshield. 1946 had been a very troubled year for TWA in spite of the record growth on the domestic system and the addition of the International Division. TWA, PanAm and AOA scheduled 84% of the flights across the North Atlantic and carried 86% of the passengers (BOAC started their London-NYC service June 16). Operating revenues had increased from $33,776,000 in 1945, to $57,361,000 in 1946. However, operating expenses had increased from $30,576,000 to $72,281,000. The bottom line, or the net, had gone from a $3,200,000 profit to a $14,920,000 loss. The grounding of the Connies and the pilot strike were the major factors affecting the huge loss. In addition to the four Connies lost during the year, two of the "Stratoliners" had gear problems and made belly landings. Another incident was a DC-3 which lost both engines on takeoff and landed in a field. Despite the grim statistics for the year, Jack Frye predicted a bright future in his annual Christmas message to the employees (in the "Skyliner") and spiked all rumors that he intended to resign.

TO BE CONTINUED 61

( ABOVE) Production line at Lockheed, Burbank

(BELOW) Flight line at TWA, Kansas City

navkit between the pilot seats. The dome light made it very bright . It looks spacious: there was room for one small

VIEW FROM THE COPILOT'S SEAT The rectangular box at the bottom of the left window was the infrared heat for defogging the inside or ice on the outside (better known as the "bread pan"). If this didn't work the pilot could open the slanting porthole-like window on the right (with a latch at each corner) and stick his head out of the window for an approach and landing. It would get very noisy and cold with the window open. The flight instruments (gyro compass , horizon and needle / ball were all vacuum driven. The clocks had to be wound up every 8 days. The original control wheel was a complete semicircle across the top, which could block the view of certain instruments, until Phares McFerren requested the modification. The object protruding behind and in line with the top right of the control wheel was the ILS indicator. Bottom left is the elevator trim wheel (both sides of the peddestal.

(LEFT) Panel: engine manifold pressure and rpm gauges (two engines or needles per gauge ). Below the autopilot servos, gyro compass and horizon. The pedestal (between the two elevator trim wheels) has the levers for engaging aileron and rudder boost, the 4 throttles and flap handle. Platform has two levers for engaging auto pilot. Rear and below platform the small wheels for turning airplane or changing altitude on autopilot. Below this is three lights for gear down and locked.

(TOP) Overhead: the fuel dump levers. Panel: first row the switches for landing lights, engine ignition and aux pumps for rudder and aileron boost. Rest of panel low frequency radio dials and compass rose for manual or ADF bearings.

Navigator's Station (International)

(LEFT) Flight Engineer's panel and desk. The curtain behind the copilot seat was for night operation, to keep the glare from the lights on the panel from reflecting up front or on the windshield.

(TOP)

(LEFT) The "2'b0 Panel" to the right of the Flight Engineer's desk. Fire extinguishing selectors and pressurizathe cabin temperature controls, cabin tion indicators.

(TOP) The Radio Operator's station. (International)

THE 260 (COCKPIT) BULKHEAD

Air Traffic Control wasn't always too accurate with their separation

TRANSCONTINENTAL & WESTERN AIR, INC. AND SUBSIDIARIES

Statistics (000 Omitted) 1946

1945

1944

1943

1942

$ 47,097 6,212 2,982 811 259 $ 57,361

$24,003 7,237 2,032 286 218 $33,776

$17,576 5,653 1,619 285 208 $25,341

$12,903 4,291 1,539 235 245 $19,213

$10,707 3,629 1,296 193 220 $16,045

$ 36,949 5,473 29,859 $ 72,281

$15,517 1,986 13,073 $30,576

$11,047 950 8,573 $20,570

$ 9,212 950 5,659 $15,821

$ 6,974 1,127 4,554 $12,655

Operating Income or Loss ......................................................... $ 14,920' Net Income or Charge to Surplus .................................................... $ 14,348'

$ 3,200 $ 1,814

$ 4,771 $ 2,753

$ 3,392 $ 2,051

$ 3,390 $ 2,176

Current Assets ..............................................................................

$ 25,534

$19,904

$15,219

$13,145

$10,591

Current Liabilities ..................................................................... Net Working Capital...............................................................

19,806 $ 5,728

12,103 $ 7,801

6,272 $ 8,947

5,384 $ 7,761

4,543 $ 6,048

Flight Equipment (Net) ............................................................ Other Operating Property (Net) .............................................. Total Operating Property and Equipment (Net) ..................

$ 25,394 8,144 $ 33,538

$12,863 5,239 $18,102

$ 2,264 1,982 $ 4,246

$ 1,113 1,418 $ 2,531

$ 1,955 1,245 $ 3,200

Net Worth ................................................................................... Number of Shares of Common Stock Outstanding.................

$ 4,204 986

$18,527 985

$16,252 976

$13,291 965

$10,967 951

918 44,169 45,359 852,998 1,013,095 84.2%

556 33,807 31,905 513,778 568,303 90.3%

393 22,523 21,600 347,841 379,635 91.6%

323 16,957 16,263 242,003 271,237 89.2%

317 17,612 16,831 202,114 283,236 71.2%

Mail ............................................................................................ Express and Freight................................................................ Excess Baggage ....................................................................... Total ..........................................................................................

83,750 8,409 7,097 1,334 100,590

51,378 16,211 4,64,527 548 72,664

34,784 9,434 3,533 507 48,258

24,200 7,161 2,999 349 34,709

20,212 3,839 2,397 287 26,735

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

73.7%

82.6%

86.1%

90.9%

N. A.

FINANCIAL STATISTICS Operating Revenues: Passenger .................................................................................. Mail ............................................................................................ Express and Freight ................................................................ Excess Baggage ....................................................................... Other ........................................................................................ Total Operating Revenues....................................................... Operating Expenses: Wages and Salaries................................................................ Depreciation .............................................................................. Other Operating Expenses .................................................... Total Operating Expenses .......................................................

OPERATING STATISTICS Number of Revenue Passengers .................................................. Miles Scheduled ............................................................................ Revenue Miles Flown ................................................................. Revenue Passenger Miles.............................................................. Available Seat Miles Flown......................................................... Revenue Passenger Load Factor................................................. Revenue Ton Miles Flown: Passenger ..................................................................................

' Denotes Loss.

'Denotes Charge.

THE BOTTOM LINE (from the 1946 report to stockholders) 70

WHY DEREGULATION? The Airline Deregulation Act of 1978 has brought the greatest turmoil to the airline industry since the cancellation of the air mail contracts in 1934. Flight delays at major cities, bad passenger service at over-crowded terminals, and greater-than-ever baggage losses are common. Large fines for maintenance irregularities and some tragic accidents that have cast doubt about pilot proficiency have caused frequent users of air transportation, including some members of Congress, to question the wisdom of deregulation. Much of the travelling public is asking "why deregulation in the first place?" It had its roots in economics, but it became a political ploy, then a campaign; then almost a crusade. The travelling public had not demanded deregulation, nor even regulatory reform. In fact, public opinion polls taken in the early seventies indicated that the public was well satisfied with the airlines. The system of trunk and regional carriers developed by the CAB provided good service to most parts of the country, even to some areas where traffic was hardly sufficient to warrant air service at all. Perhaps because the public had no real way to compare and evaluate ticket prices, and because fares in the United States were set by the Civil Aeronautics Board, passengers seldom complained, except to wonder why there weren't more excursion fares like those offered by the non-skeds. But, competitive pricing by the airlines under CAB regulation was rare, for most airlines were so far below a satisfactory level of profits that cutting fares was not even considered as a way to improve earnings. The elasticity theory (i.e, lower fares bring added new business to offset the cuts) had never been proved to the satisfaction of the airlines. The movement for regulatory reform was much broader than complaints about the value of fares, however. The question of big government regulating the private sector caused serious debate even before the Civil Aeronautics Act of 1938 was finally passed. There was strong belief that no business should be controlled by an omnipotent government, but must be allowed to compete in "the free market place". Laissez faire, even in the air, had been the guiding rule of government up to the coming of the New Deal in 1934. The question of a free, unhampered, private sector versus government regulation "in the public interest" remained a disputed political issue until World War II put an end to such discussions. But after World War II, the subject arose again. Many new airlines were formed by flyers who had flown in the War, but the CAB denied most of them certificates to operate as scheduled passenger carriers, although they authorized some new cargo carriers. They lumped the rest together as non-skeds, and called them Supplemental Carriers. They were supposed to provide excursion-type fares to excess passengers that could not be accommodate by the scheduled airlines in peak travel periods. Right or wrong, the CAB appeared to protect the scheduled carriers from price competition in the passenger business, while also protecting their routes from new, unconventional, carriers.

To some students of transportation, the CAB and the airlines formed a "legal cartel", which the airlines controlled. Supporters of the free enterprise system found this very distasteful, even if it was legal. By the mid-1960's, most airlines were equipped with jet-powered airplanes, and the airline industry enjoyed the best record in its history. Service was good, there were frequent schedules, flying was safe and reliable, and profits, while still modest, seemed assured for the foreseeable future. To some students of transportation in America, the airlines had, at last, reached maturity and the "Golden Age Of Air Transportation" had arrived. But, in analyzing the financial effects the jets would have, the economics of airline operations was examined in much greater depth than ever before, and students of transportation began questioning the efficiency of continuing regulation. In 1959, just as the jets were coming into service, two young graduates of Harvard, John R. Meyer and Charles Zwick, in a thesis for their Ph.D. degrees, wrote an extensive study on the Economics of Competition in The Transportation Industries. Together with two other contributors, they published their work in a book that concluded with the following: "The clear orientation of of the previous policy recommendations," they said, "is toward a substantial reduction in government regulation of transportation and heavy reliance of market competition to insure services and rates in the best interest of the public." It is important to note, however, that they recommended "..substantial reduction..." of government regulation, but stopped short of recommending total deregulation. None the less, they were among the first to suggest significant reform of regulatory practices. Other economists focused specifically on the airline industry and agreed that reform was necessary, and some even suggested that the Civil Aeronautics Board had outlived its usefulness. They believed that both the airlines and the travelling public would profit if the CAB was abolished and the airlines permitted to operate without restraint in the competitive market place. Richard Caves, also of Harvard and a prominent and respected student of air transportation, concluded that the industry could, in the American tradition, go from regulated to free competition without serious difficulty. Because of the nature of air transportation, it should be possible for unregulated airlines to "move their assets" from one market to another, and this flexibility would improve profits while competition from other carriers, which would be free to enter any market they chose, would keep prices low and the quality of the service good. From the point of view, of theoretical economics, the resulting situation would be a near "text-book perfect" competitive environment. Although they strongly believed in it, the economists and transportation specialists knew that there was little likelihood of achieving regulatory reform unless they could win over some influential government leaders. They would need broad legislative and public support to be successful and it is likely that deregulation would never have come about had not some important men in government been persuaded to agree with them.

Stephen G. Breyer, formerly a Professor of Administration and Antitrust Law at Harvard, served as a special counsel to Senator Ted Kennedy's Committee on Administrative Practice and Procedure of the Judiciary. He also served in the Antitrust Division of the Department of Justice in the late sixties, and was a special counsel in the Watergate investigations. He knew his way around Washington and was sensitive to programs with potentially high public visibility. Mr. Breyer discussed the results of the economic investigations of air transportation with Senator Kennedy who at first thought the studies had little merit, but he permitted his staff to develop the case for his review. Fortuitously, some new, even more important forces would join the movement for regulatory reform. Around the time of the Watergate investigations, inflation was a critical problem and big government was believed to contribute substantially to inflation through out-dated controls over industry. The time had come to "..get big government off the back of the public". Deregulation was so widely discussed in Washington that some Congressmen said "...deregulation is the new religion in this town.." Regulation in basic industries such as public utilities, communications, trucking and air transportation was believed to contribute substantially to inflation by perpetuating obsolete regulations that protected inefficient companies. Many airlines seemed to fit the description. Inefficiency promoted inflation and during his Administration, President Ford was strongly committed to to fight inflation. He gave his support to regulatory reform of air transportation as one step in loosening the grip of regulation on American industry. He argued for reform in his speeches and named a special counsel to specialize in the matter. He held meetings with members of congress and urged the Domestic Council Review Group (DCRG, formed by Ford when Congress failed to appoint the special commission he had requested) to make recommendations to promote reform. The group met weekly at the White House and their enthusiasm grew as it became evident that the President, even in an election year, was willing to challenge large, powerful forces who might oppose regulatory reform. They expected strong opposition from the CAB, the airline companies, and organized labor. As the campaign for reelection progressed, President Ford broadened his attack. He continuously referred to consumer interests, business interests and the general American attachment to the free enterprise system as unnecessary victims of big government. John Robson, President Ford's appointed Chairman of the Civil Aeronautics Board, sought to establish his own reform plan by introducing competitive pricing in airline fares, but when he found the machinery of the Board unwieldy and slow to act on new policies, he became completely convinced that real reform in airline regulation could occur only if the CAB was eliminated completely. Regulatory reform (getting big government off the back of the people) became a popular election year theme. Both Presidents Ford and Carter agreed on reform, each trying to out-do the other in their fight against inflation. Reducing the size of big government was essential, and regulatory reform was a good place to start.

One of the early appointments of President Carter's administration was Alfred E. Kahn to be Chairman of the Civil Aeronautics Board. A Professor of Economics at Cornell University, (head of the Department of Economics) he was unusually bright, dynamic, and an eloquent and persuasive speaker. He was experienced in New York State regulatory matters, and had served on the staff of the Antitrust Division of the Department of Justice, as Breyer had done, and he was also a senior staff member of the U. S. Council of Economic Advisors. When appointed as Chairman of the CAB, Professor Kahn was well aware of the President's goal of freeing American business from excessive regulation, but as a scholar and an educator, he was inclined to take some time to study the matter. He soon found, however, that the decision to reform had already been made and he undertook to change CAB controls by deregulating the airline industry as rapidly and as extensively as possible, under already-existing law. In the CAB staff, he found some bright young people who were upwardly mobile professionals. They acted with enthusiasm in carrying out his policies. He brought in Philip J. Bakes, who had been Chief Counsel to Kennedy's investigation of the CAB, to be his Chief Counsel; and a brilliant, young, aggressive (and abrasive) Yale law professor, Michael E. Levine, who had challenged airline regulation and criticized the CAB in the Yale Law Journal as early as 1965. He put him in charge of a new consolidated department that effectively by-passed the old staff of the CAB and Levine responded by aggressively pushing deregulation to the limit. Kahn soon found that he had considerable latitude and he made full use of it. Proponents of deregulation had expected the airlines to oppose it. In the beginning they did, except for United Airlines, but their resistance was not very vigorous. At the end of the Ford administration, and before serious talk of deregulation had begun, several airlines considered drafting their own proposals, leading to regulatory reforms. Their aim was to speed up fare increases when they were critically needed, as in the fuel crisis of 1974. But in the end, it became impossible for the ATA, which would normally prepare an industry position on such an important matter, to find a concensus among the carriers. Organized airline opposition to deregulation collapsed. Perhaps stung by the aggressive actions of the CAB, as well as Senator Kennedy's apparent rush toward legislation, Senator Howard Cannon began hearings in the Subcommittee on Aviation of the Senate Commerce Committee. The Airline Deregulation Act of 1978 developed quickly. It is interesting to note that almost no one had expected full deregulation and complete elimination of the CAB until Senator Cannon's bill was nearing completion. When the opposition of the airlines collapsed, and even the CAB voted to eliminate itself, the sense of the developing legislation was changed from "regulatory reform" to complete deregulation and "sunset" for a major, well-entrenched government agency, the CAB. To gain support for deregulation, its advocates promised lower fares and better service for the travelling public, with no loss of air service to the cities and towns; and greater profits for the airline companies. After ten years, the jury is still out on whether these expectations can be met. 74

Over-scheduling of the big travel centers, which quickly became airline hubs, should have been foreseen, for it was obvious that the airlines would move to concentrate their flights in the cities where the most business could be found. Excessive congestion of the airways around the hub cities can only be attributed to lack of adequate management of the air traffic control system, although there were billions in a special federal fund to overhaul and improve it. As an indication of things to come, it is interesting to note that 90% of the domestic passengers are now carried by only seven large air carriers and their number may yet be reduced. As the deregulated industry settles into its new, free-market operations, some exciting airplanes will be offered to continue progress in a very high-tech industry. To take advantage of these more efficient airplanes, that will cost more than a hundred million dollars each, and to make their stock attractive to investors, the companies will be under strong pressure to earn adequate profits. Confusing, gimmicky fares and even more complex frequent-flyer promotions, and demands that employees work for less and less, will not be enough to assure a healthy, safe, air transportation industry. Additional adjustments must be made. There have been some important gains from deregulation that will help achieve those adjustments. America's free enterprise system has produced the highest standard of living in the entire world, and it is worth keeping. There is great value in setting your own fares based on costs and marketing considerations. And the value of choosing your own routes can not be overestimated, either. It permits airlines to balance their route systems to maximize the productivity of their airplanes. Freedom to acquire or merge with another carrier, with no restraints other than the stockholders and the Department of Justice, in the long run will produce better, financially stronger airlines. Now that the labor pains of a radically new industry are passing, there is much to look forward to. But, partial re-regulation of the industry, that is now being discussed in Washington, would only complicate the present turmoil; and complete re-regulation would surely project the current problems into an indefinite future. If left alone, the industry will return to its high standards of safety, reliability, and passenger satisfaction. If left alone, it will still be a growth industry, with a good future for its employees and some new, exciting travel opportunities for the public. Floyd D. Hall

PAN AM SETTLES AGE DISCRIMINATION FOR $17.2 MILLION Had this note from Bart Anderegg; Dear A. T. - Thanks for all your hard work for TARPA TOPICS. I thought that the attached might be of interest. Barney Rawlings, Slim Pahl and myself were the last witnesses for the PAA pilots. And this letter to the three TARPA members above from the Equal Employment Opportunity Commission Trial Attorney Fritz Wollett; As you have probably heard by now, we have reached a settlement with Pan Am. The agreement was achieved after presentation of all the evidence to the jury before closing argument. I am enclosing a copy of the press release announcing the settlement for your reading. I am sure I speak for all of the Pan Am pilots in this case plus the attorneys when I express my deepest appreciation for your testimony. Your poise and confidence as a witness, coupled with your knowledge about flying, both as a pilot and as a flight engineer, dramatically exposed the absurdity of Pan Am's alleged safety concerns. We are indebted to you for your contribution to the successful outcome of this case. Very truly yours, Fritz Wollett. NEWS RELEASE Pan Am Corp.'s Pan American World Airways agreed to pay $17.2 million to settle an age-discrimination case brought by the U.S. Equal Employment Opportunity Commission. EEOC Chairman Clarence Thomas said he believed this to be the largest cash settlement of an age-discrimination case brought by the agency. The settlement must be approved by a federal judge. The seven year old case involved between 91 and 106 pilots who weren't allowed to become flight engineers-and thus continue working for the airline-past the age of 60. Federal law bars persons age 60 or older from flying airplanes that carry passengers for hire. The EEOC said Pan Am will make the $17.2 million payments in installments over a 2Â˝ year period. Pan Am has also agreed to rehire those pilots who are over age 60 and who are capable of working as flight engineers. Pan Am will also pay the pilots' "reasonable" legal fees, expected to exceed $1 million. A Pan Am spokesman said that in agreeing to the settlement, "we maintain that at no time did the Company engage in age discrimination in any form". The Company said the settlement represented a "wise business decision" given what it said were the large sums of money that could have been involved if it had been found guilty of discrimination in court. [Editor: Pan Am must surely have considered that our TWA law suit was settled in favor of us by the United States Supreme Court!] *

THE RAILROADER GOES ALOFT By William F. Piper, Sr. The writer, a man who was engaged with the Pennsylvania Railroad for over 25 years, in capacities ranging from the lowly apprentice boy to positions of executive calibre, recalls vividly, when as a youngster, the apprehension and hesitation that prefaced a trip by rail. I can see, even now, the folks all gathered at the station giving words of encouragement and comfort to the departing and as they passed through the station gate the hand shaking, moist cheeks and the apparent feeling of eternal separation that always seemed imminent in those days of crude wooden car transportation. In 1905, after fifty years of railroading, the chance of a major accident was far more frequent than experienced by the airlines in recent years. While I have no record of the mileage traveled during my railroad career, I know that it was not less than a hundred thousand miles. I am now approaching the half century life post and have made two transcontinental air flights from the Atlantic to the Pacific vis Transcontinental and Western Airways, Inc., (TWA) the Lindbergh Line. I reflect with a great deal of thrill and assurance upon the experience of my first flight, Thursday morning, April 9, 1936. I am citing the date as it was just 48 hours before that Flight 21, with Mayor Ellenstein's wife of Newark, New Jersey, and several others aboard, failed to reach Pittsburgh airport. April 9, 1936, was the day before Good Friday that year. I gripped my Gladstone and arrived at the TWA station at Newark about 8:00 A.M. A few minutes later that majestic bird-like something, bearing the No. 327, pulled up to the gate and the station agent called, "TWA flight to Pittsburgh, Columbus, Kansas City, Albuquerque and Los Angeles, all passengers aboard, please". The thrill began and as I gazed at that beautiful thing I was about to enter I was awed with the fact that before midnight of the same day on the Pacific coast, I would have set foot in California. Heretofore, it had taken me nearly five days and nights of swinging and swaying, grinding, grumbling, jerks, sweltering heat or biting cold, with face and hands besmeared of oil polluted engine smoke, gusts upon gusts of railroad bed dust and the even chance of a few delays and detention account of breakdowns. And, to clinch the agony, train personnel that looked upon me as just one more ticket from here to there. Well, as I alighted the Great Eagle, all of my thoughts suspended when I heard the friendly greeting, "Good morning, Mr. Piper, isn't this a beautiful day? You have been assigned seat number three. If you desire to change after we are in flight, just let me know". by Miss Ruth McKinley, the Hostess. After being seated I heard each and everyone of my fellow passengers given a similar greeting. As I sat there my mind started to marvel at the things that would now, even momentarily, start to occur. I looked out the window at the broad silver wings of this nearly supernatural piece of engineering, built at a cost of around one hundred thousand dollars, with two giant power plants, representing an investment of over twelve thousand dollars each, a communication system between ship and earth, an air conditioning and heating system that would maintain comfort with more frequent changes in atmospheric temperatures than anything else known to man - and actually did its trick - seats of deluxe make up costing five hundred dollars each, which could be adjusted to the whims of most meticulous passengers.

THE RAILROADER GOES ALOFT By William F. Piper, Sr. Curtained windows that gave that last needed touch of coziness, soft carpeted aisles that practically suppressed all noise, an electric lighting arrangement that can either flood the cabin, or be used individually, without annoyance to other passengers. After observing all of these things, the passengers having been comfortably seated, we see the neatly uniformed passenger station personnel, standing with military precision at attention at the wing tip, facing the Master of the ship. When all apparatus, such as the steps and the auxiliary starting battery have been removed clear of the ship, the hand signal is given and the powerful 1200 horsepower engines are started which tells me that this twenty-four thousand pound masterpiece of the air is about to churn the atmosphere and be lifted heavenward by old friend atmosphere pressure. My mind wanders to a natural question, will they both lift her up? Then I remembered that actual trials demonstrated that one engine lifted a plane of like type and carried it from coast to coast loaded. That gives me a feeling that I am one hundred percent covered for power by a second engine. As we taxi down the field, come to a dead stop, prepared to head into the wind, I am further comforted by the fact that up there in the pilot room are two young, wide awake, keen eyed, highly trained men having anywhere from five to twenty five years of aeronautical training behind them. Neither one of them has ever been permitted to even so much as put their hands on the instruments in the cabin until they had piloted air ships not less than two hundred hours. Both of them passed the most rigorous, exacting, physical, psychological and technical examination that could be imposed upon them by our Government; such a high requirement that out of one hundred young men who try for aviation and pass the first physical examination two find themselves at the controls of a commercial air transport. Even after they have qualified to man this giant of the air -not withstanding all that arduous training that has qualified them by Uncle Sammy - they are only celebrating their commencement; for from there on the Air Line officials and Uncle require constant familiarity with current aviation affairs with as much intensity as before. I am, therefore, in the hands of the most qualified aviation personnel obtainable in the country, yes, the world. Personally, they are gentlemen of a very high degree, very natural, modest to a fault and indelibly sincere in their ambition to make their destination with safety and comfort. with that knowledge, I relax. The tail of the big bird swings around to a right about face into the wind and those two massive power plants, that are now getting the highest grade of petrol obtainable, are spinning the propellors at a high rate. We waddle like a big duck up the runway a few hundred feet, the waddle slows up, stops, we are off the earth, she shakes her wings a little as though she were shedding water or the earth from her, poses her nose up to the horizon and rises into space at about three hundred feet per minute which to we lay folks is not realized unless we look out the window as it lacks any sensation of elevation. A look out the window begins to spread a broad panorama of earth with a picture much like a Christmas tree yard of little houses, buildings and roads in the miniature. we continue to take an altitude sufficient to be well above all high points of land for safety, and particularly to a height of minimum turbulence for the utmost comfort of the passengers, which in this instance is about

THE RAILROADER GOES ALOFT four thousand feet, all of which has been planned on the ground an hour before takeoff by consultation between the Meteorologist, the Master and First Officer of the ship from data collected from the very latest Government weather reports, reports from other planes in flight of this and other lines and the various weather stations of the Company throughout the whole nation. These weather forecasts are so accurate that on several occasions I used the information for private purposes to anticipate football games, auto trips etc. and found it to be amazingly reliable to within a few hours from information I obtained forty eight hours in advance. We have just passed Cranford, New Jersey, the plane has leveled off meaning that we have all the altitude we need at present and head for the west. Below me I see the William Penn Highway, main auto route to Pittsburgh. We are leaving metropolitan New Jersey behind and passing over the farming section with the grace and smoothness of a swan. Our pleasant little hostess, Miss McKinley, is paying each of us a little visit, putting some humanness in the flight, handing out some Wrigley's gum or cigarettes to those who care for them and with the compliments of TWA, spending a few moments with each one, inquiring about our comfort with just as much complacence as though we were on terra firma, suggesting magazines from the racks for those who have finished with the morning papers that had already been furnished us and gratis. As we are drinking in the sights out the window, the Master of the ship comes into the cabin and with that personality that is only singular to this type of public service, he gives a friendly nod that breaks the ice for the inquisitive to strike up a conversation about our altitude, speed, some interesting object down below, are we making schedule and numerous other things that I presume even gives him renewed interest in the trip. We have passed over the Delaware into Pennsylvania between two mountain ranges of two thousand feet elevation. Now the old duck rolls over an air wave, seemingly to cut up a few capers and here is where I get something like riding a "pump", which in railroad language means a bump in the track where a tie is not solid under the rail account of a spring thaw softening up the ground and each time the wheel passed over one it gave a jolt. The broad spreading wings do a little rock a bye for us and to the eye seems to shake up the wing tip severely but my old railroad mind, inquisitive as usual, asks how much would the old duck take of that without injuring the wing? I find the answer in my memory, where it was tucked away from a discussion between myself and my son, a pilot on this line. Uncle Sammy requires that the wings of this plane and every other plane must withstand a bending test that will allow some fifty thousand pounds of sand, in bags, spread over the wing and to deflect seventeen inches or so before it ruptures. Pretty stiff requirement, pretty well constructed wing too. This satisfies me with the air worthiness of the wings of the plane so I relax on that one and go after a better one to run up my blood pressure. While this deliberation was using up my thoughts, we were well into central Pennsylvania over the Alleghenies. To the south I see the blast furnaces of Bethlehem Steel at Johnstown, the city of flood fame, and I know that in a

THE RAILROADER GOES ALOFT very short while we will be in Pittsburgh. Now I dig up something to wrestle with and I meditate on the mishap that occurred about twenty miles south of this route less than forty eight hours previously and my initial fright is temporarily given over to contemplation of my chances. Well, after putting a few facts together, I break down to nothing what may be to the non-air minded a great fear and here it is; I am and have been a ardent contributor to the Irish Sweepstakes, with the full knowledge that I have one chance in five thousand of drawing a horse, which to all chance takers, is not even a chance, let alone a show; in real plain words something to forget about. By my own calculations from the TWA time-table, I find that more than twenty six thousand flights have been made by TWA between their last two mishaps; my definition of a flight being ground to ground or each takeoff and landing; statistics show that the few failures that have occurred in air passenger transportation for pay was during just that time of the flight. With one chance in twenty six thousand of failure I am practically assured of my arrival at Pittsburgh today and many other days. I believe that my chances up here are better than driving a car between the same points and having to dodge a hundred thousand cowboys in Pennsylvania and New Jersey. The Department of Commerce further assures me by their annual statistics, of one fatality in more than fifty thousand passengers carried. Even the insurance boys believe it because they have made their rates for travel insurance comparable to Railroad travel. Well, we did arrive at Pittsburgh and several times since. After a few minutes here, the old duck turned her nose to the west and headed for Chicago. We took on about five thousand feet for comfort and soared out over the less hilly valleys of Ohio with the long stretches of tangential highways, flat lands, checkerboard farms and a view so far out that one could imagine hills meeting the horizon. The fourth member of the crew, the Sperry automotic pilot, while invisible to the passenger, is there just the same and is a handy aid to the Master and First Mate while making calculations or checking up on the other numerous instruments. It actually will do the nearly miraculous thing of steering the ship by its own mechanism. Miss McKinley brought up a delicious luncheon, in fact, it could be called dinner and still be right. Warm bouillon, half a fried chicken, olives, celery, three kinds of nicely sliced bread, fruit salad, crackers, cake, ice cream, hot coffee, cream, nuts, mints, all nicely spread out on a tray, what could be better? I can say without hesitation, I never ate anything better on a dining car. My first experience of soaring through the clouds was now being staged, then up on top, they were approximately three thousand feet thick, and what a beautiful sight to behold. There on top, the clouds white as snow, another land, my home in the skies, the thing I used to read about in story books. There were towering peaks, valleys, nooks, fairylike places, yes, wide streets of silver and the farther we flew the more I delighted in its fairyland reaction and at times I could see gnomes, cherubs, fairies and the top of Jack's beanstalk. I hated to leave those clouds behind, the sensation was something that fails for words.

THE RAILROADER GOES ALOFT Getting away from dreaming and coming back to the old duck, well, she liked it enormously for she just glided along there over the top without a tremor and, of course, it is needless to say the clouds practically absorbed the motor sound. Inside the cabin it was easy to hear what others were saying at normal pitch. Just below and ahead of us is the town of McCool, which to the pilot means the same as the signal tower does to the locomotive engineer, there is a Government landing field, radio airways station and everything needed for direction, landing and information, which is all only a short distance from Chicago. To the west and a little north I sighted Lake Michigan and in a few minutes we passed out over it to make the great circle to land at the airport after passing over Chicago proper. We are now in front of the Chicago Airport administration building and everyone gets out for that famous seventh inning stretch, munch a piece of candy, pull on a stogey and generally relax. Time's up and the Master and second in command are boarding the bird. Miss Gladys Entriken has given the little smile that says, let's get organized, boys, and we step up for another leg of this great experience. The cabin door closes, P. T. Scott and Fred Smith, the TWA pencil artist pilot, have given her the gun, she wiggles her tail, races down the runway and up once again to head out for Kansas City. We are aloft now, out over Illinois, moving away from the hub, which describes the spokes of a big wheel with the railroad tracks radiating from Chicago in all directions, and soon we pass over another piece of man's masterwork, the Keokuk Dam, at Burlington, Iowa. Beneath us now are some old trails of our forefathers, rising rivers from spring rains and the sun doing some artistic shading through the scattered clouds, a sight that one could never behold only at this height. Now the clouds are thickening a little and before we realize it we are going through a rain squall, just one more experience, nothing unusual about it, except perhaps the thrill of being up among it, and up with it. Yes, even nearly above it. We are now above Iowa and already through the squall and the old duck is giving us a lullaby maybe thinking we need a nap. She does a little rock-a-bye baby for us, wafting on one side now the other, but no one seems a bit disturbed about it. The conversation goes on with indifference to the sensation but my usual skeptical mind begins to ask questions and I drift to a natural one. Suppose both motors were not functioning at nine to eleven thousand feet in the sky, what then? Well, I just remember that that anxiety was disposed of long before I ever stepped on the ship. I remember that this masterpiece of aeronautical engineering was designed along the principles pretty much similar to an ocean liner, or other marine vessel, is designed to float so much weight in so much water. There must be so much water to displace so much weight and likewise with the air ship, so much air space to sustain so much wingspread, as for instance, the humble kite; we all know that the higher it goes the easier it sails. If that same kite or that same air ship or that same ocean liner were one solid mass of weight, either one of them would drop to the earth or to the bottom of the ocean.

THE RAILROADER GOES ALOFT But the fact that they are spread out over a large surface, the water or air pressure sustains them. So in the case of our old duck, if she were suddenly berefet of motive power, she would from there on become a glider. And since Uncle Sammy has laid down requirements that her design must be so calculated to make her float the distance of ten times her altitude, Donald Douglas and his engineers have gone him one better and actually built her to glide from twelve to fourteen times her altitude. At this particular moment, at nine thousand feet, she would float nearly thirty miles at least, So that takes away from me another suspicion and just about exhausts any cause for jitters and my chance in twenty six thousand is further assured. While this deduction was rambling through my head, old dame nature has come into the picture and given us a push at the tail and we are really going to town, going somewhere around three hundred miles per hour. I enjoy it, and before we realize it, down there is Kansas City, Missouri, twelve hundred miles from our starting point, and in just about seven hours, phew, boys, that's sumpin. At approximately 3:15 P.M. central time, P.T.W. and Fred set the old duck down and we are just a few rods from the general offices and maintenance headquarters of the line on a field that was once a swamp. Having a longer stop than usual, I get out, take a stretch, admire the surroundings, watch a few landings and takeoffs of planes from other lines and send a telegram or so to the folks to keep them in touch with my progress. There another crew relieves Messers Scott and Smith and as these neatly groomed men approach the ship, bags in hand, eyes alert, sober, business-like, they hesitate, make a keen observation of the ship broadside, fore and aft and step aboard. Then our next hostess, Miss McAlister, comes aboard, and after making her inspection of the cabin, the announcement for all aboard is made and we are all set to go. My tummy is beginning to crave for what's in those neatly prepared boxes and thermos bottles which are to be set out for us after we get under way. All are aboard and the power giants are given the gun, first one then the other, out to the field, pause for that final test of the motors and up we go, out to the southwest, across the Missouri River and down to Wichita, Kansas. We have gained our altitude of three thousand and the old duck is moving along just as placid as a raft on a mill pond. I think I'll touch the button and let the chairback recline and drop into the arms of Morpheus as the terrain is about the same as we have been passing for quite a few miles. I can awaken in time to see the three sunsets down over the Rockies, as we come nearer the mountains, that will be somewhere beyond Amarillo, Texas. Well, as I relax and recline and a nearly complete quietness prevails, I am assured of the wide-awake crew in the pilot house, by the singing of the motors that are being sychronized or, in a five cent word, tuned in as one hum, by the deft hands of the pilot. With my one ear buried in the soft pillow, the humming sounds like the purr of an old cat and is nothing short of musical, for they give off various musical pitches, once a crescendo and bass, now as one note, then another, now in tune again, thrilling, ecstatic, rhythmic, beautiful, a mechanical power plant playing its symphony of the skyways, soothing as a lulaby, and there I go, off to sleep.

THE RAILROADER GOES ALOFT Missed Wichita, woke up after Amarillo, Texas, been up and down and are heading for Albuquerque, New Mexico, the Navajo Indian country. The sights are those that can never be witnessed from anywhere else such as the long ascending earth, the valleys, far-off mountain peaks, the Indian reservations and, as the shades of night come upon us, I have seen three different sunsets. With the twilight, _the sentinels of the airways far down below are throwing their beams up to us, silently begging us to come on. They are spaced at what seems to be every few miles; which in this broad, open country, enables us to see their working a path far beyond, and the precision with which the Master of the ship follows it makes my old railroad mind chuckle. The evening is now clear and cold and above and behind is the lovers' friend shining upon us, after we have passed through a Texas dust storm. Another question pops up; how did we get through that without having the beacons to rely on? And I find by referring to an aviation map, which is to the pilot what the schedule time-table is to the locomotive engineer; that certain definite routes have been established down to the accuracy of a minute of a Meridian for this air line and all other authorized airlines in the nation. This course is tracked from the ground by a radio system that keeps the Captain informed through the use of his radio, by a continuous radio signal of dit, dit, dit, dit. If the ship veers to one direction or is off course, he gets an "A" signal of dit dot, dit dot, dit dot, denoting the one side and an "N" signal of dot dit, dot dit, dot dit, dot dit on the opposite side of the course. This signal gets stronger as he nears the crossing point, or airways tower, where it converges and the signals reverse their position after a few seconds of absolute silence while passing over the place on the earth that has been established by Uncle Sammy as a definite signal station. This station has its own Morse Code designation and the pilot can, at any time, determine just exactly what place in the United States he is near or passing over, whether in clouds, rain, storm, snow, or other opaque situation that prevents him from seeing the beacons. The locomotive engineer is not so fortunate under similar conditions, except from long contact with natural points of interest or particular topography that is second nature to him; but for actual calculation he would not be able to locate himself with as much accuracy as the pilot at comparative speeds. In addition to this electric signal system, the pilot has the advantage of radio communications with as many as a dozen ground stations at all times throughout his course, and in particular, current information and advice instantly, on anything that he seeks relative to the safe and comfortable operation of the plane. How many of us realize that during most any hour of the day and night several hundred trans-continental passenger planes are aloft, winding their way across the skies, carrying thousands of passengers. Referring again to the matter of flights, the number made by commercial transports of all companies in our nation runs well over a couple hundred thousand per year, carrying over a million passengers, with a percentage of failure--a couple of dozen in a million--so small it could not be determined on a slide rule. Well, we are winging our way across Boulder Dam, the painted desert, Death Valley and up along the Rockies to Los Angeles, for the final chapter of my first trans-continental air flight. When this plane lands for the last time on this trip, I will have set foot in California at 11:15 P.M. of the same day I left Newark, New Jersey.

THE RAILROADER GOES ALOFT After paying my respects to Will Rogers in Forest Lawn Memorial Park on Easter Sunday, witnessing the Sunrise Services, see the motion picture colony and sticking my feet in the Pacific Ocean, just to be sentimental, I will be ready to grip my bag and return to the Atlantic side of this great continent on another big old duck of Transcontinental & Western Air, Inc. By William F. Piper, Sr. 3/1/39 [A note from your editor; I thought this would be nostalgic memories for our old timers. Wonder if it was a DC-2 or 3? TWA's public relations people could have used this for publicity for it was back in the days when potential passengers needed all the assurance they could get.]

PARKY AND HIS "GIRLS" GORDON PARKINSON'S 80th. BIRTHDAY PARTY 11 February 1988 Mary Blair, former TWA Hostess; Judy Ott, former TWA Hostess; Mary Lou Stark; Parky; Pati Bell; Melody Floyd and Joy Oliver. A lot of celebrities and friends were there. They minted a coin in his honor!

AZORES ANXIETY By "Goldy " Goldthorpe During ICD I flew as radio operator on "Pop" Noftsinger's crew quite a number of times. I liked him. "Pop" was always great with his crew and had a lively sense of humor. For example, after the war when "Pop" was Rome based, I followed him as he maneuvered down the Chiampino corridor to Customs with a large crosscut saw bobbing over his shoulder. He dropped it on the counter and broke the Customs Officer up when he said, with a grin: "For the Senora!". But I am getting ahead of my story. During early ICD days when we were flying C-54's across the Atlantic, the usual southern route was via Newfoundland to Azores. On this particular flight, however, we were dispatched Bermuda to Azores, why I don't know as Bermuda-Azores is almost 1000 miles longer than Newfoundland-Azores no matter how you look at it ...Mercator or Lambert projection. "Pop" was the Skipper and I was the brass pounder. Several hours out of Bermuda I noticed that the Azores radio station was calling eastbound flights out of Stephensville directing them to return to Newfoundland due to Azores weather. I brought this to "Pop's" attention and he asked me to check into it. I called them and asked if they had anything for us too. After a suspiciously long wait they came back with urgent orders to immediately return to Bermuda as Lages was closed. I relayed this to the "front office" and before I had time to log it I could tell by the abrupt change of sun rays through my small porthole that we were making a 180. I was about to ask "Pop" for a BDA estimate but found that he, the navigator and the flight engineer were engaged in a lot of conversation and computer thumbing so held off. The next thing I knew the sun rays changed again as we made a second 180. Seems like we didn't have enough gas to make it back to Hamilton against the headwinds. Now in those days our only Azores base was Lages Field, a strip of metal runway on the tiny island of Flores. Santa Maria was only a gleam in the Army Engineers' eyes. The field had an unreliable radio range, a weak radio beacon and one runway, the metal one, running between two hills. Also there was a dramatic wind shift right at the end of the approach. In fact, G.I.'s often set out a big, smoky bonfire out there to prove to doubting Thomas' that the wind really did shift that much and it frequently took some vigorous yoke tugging to straighten her out before dropping on that chain link strip with a mighty crash. Well, I told the Azores we were coming.. .no choice.. .and they couldn't do enough for us. Of course, by that time we were the only flight headed their way. They offered D/F assistance we didn't really need. They kept sending us "zero-zero" weather reports which we didn't need either. "Pop" kept our spirits up by offering to sell his waterproof wrist watch cheap and suggested that we fill our thermos jugs with coffee and lay out Spam sandwiches to munch on as we floated peacefully on the C-54's wings buoyed up by the empty fuel tanks as we awaited rescue by Azores fishermen in large, comfortable boats. On a trip back to the "john" I knocked on one of the big fuselage fuel tanks in the cabin. It sounded hollow and empty. Me too!

AZORES ANXIETY By this time it was pitch dark outside. There was no improvement in LGS weather on the scheduled broadcasts. I asked for a report on our only alternate airport, a sodden sod strip on San Miguel. It was zero-zero too. This was getting a bit hairy. Between the navigator and my D/F radio fixes we convinced "Pop" that the needle point Mount Pico was safely behind so he decided to see if he could get below the cloud deck. Down, down into darker and darker clouds until, prudent as always, "Pop" pulled back up on top at a safe altitude. Didn't look like we could "sneak in" either. The cockpit became ominously quiet except for the mighty harrum of the four engines still steadily receiving fuel. But for how long? I lowered the level of my desk light before pulling back the curtain that separated my compartment from the cockpit at night. I wanted some company. My earphones were quiet; too quiet. Just then "Pop" let out a gleeful shout. Directly ahead of us powerful spotlights formed a cone of light in the now CAVU weather above the Lages strip for our special benefit. Thank you! Thank you very much! "Pop" lined the freighter up for the approach as the co-pilot repeated landing instructions on the "Command" R/T set. Then we hit the metal loud and clear for a perfect landing as the Azores weather broadcast came on still insisting that LGS was closed. This time the notoriously fickle Azores weather changed again ...for once for the better.

"No - I can't be bothered to see any crazy salesman - we've got a battle to fight!

EUROPE AT REASONABLE COST By Bill Dixon Europe is more expensive than may of us remember it from the heyday of the dollar, but it can be enjoyed reasonably by two couples in a car. Last October, retired Captain Billy Tate and his wife Jane, joined June and me in an eleven day circle driving tour from Milan to Milan via Venice, Austria, Germany and Switzerland. We leisurely covered 1150 miles in a Fiat Regatta S-70 (had ample trunk space), which we reserved through Budget Car Rental in the United States. Gas ran close to $4 per gallon, but car mileage was good. We avoided the big cities, including Venice and Milan, and found lovely bed and breakfast hostels with private bath at an average cost of less than $50 per night. Food was reasonable.

-sent in by Richard Ludwig-

RETIREMENT EXERCISING By Dick Beck TO WHOMEVER IT MAY CONCERN: As we get older, physical activity becomes somewhat curtailed, and we tend to "slough off" on our exercising. Therefore, I felt it might be appropriate to suggest a few helpful hints. 1. Don't roll out of bed in the morning. Sit up first, fall back on the pillow, then sit up again. Good for the stomach muscles. 2. Don't gulp your morning coffee - sip it. This will require more vertical movement of your arm and thus keep the muscles firm. When halfway through, change hands. Same concept applies at "Cocktail Hours". 3. At mealtime, have your wife chew slowly. Since some men don't appreciate a lot of chit-chat, there will be more time for you to express your opinions as well as working your jaw muscles. Caution! If you move your jaws when you're not eating, some people might think you're "gummy", i.e. no teeth. So it might be wiser to pick the bathroom or shower for this procedure. 4. When people talk to you, just don't stand there with a blank look on your face. Nod your head vigorously, "Yes" or "No". It doesn't matter whether you agree or disagree, it's very important to keep your neck muscles active. (Remember your courtship days?). Also, raise your eyebrows with each movement. You could happily end up with permanently arched eyebrows, like the Chinese, who always look as if they are continually amazed. This could be a great compliment to whoever is talking to you. If you don't like the person, just frown. 5. Instead of straight, normal walking, always try to "tippy-toe", (except in "gay" bars). This is good for the calf muscles. When you're at home, I'm sure it would make your wife happy, too, since she won't have to put up with you stomping around the place. 6. When walking up or down stairs, take 2 steps forward and 1 backward. Good for the thighs. You should plan your schedule carefully, since you might have to start earlier to make your appointments on time. Of course, if you're with other people, they might think you're a little "nuts". But pay them no mind, just persevere. 7. Always try to "curl your toes", even with your shoes on. Someday you may be able to pick up thread from the floor with them and this might get you into the "Guiness Book of Records". On the other hand, bending over to pick up "stuff" is good for the back muscles. Just be careful you don't fall forward and damage your skull. Guess you'll have to run a survey and come to a decision on which of these "pick-ups" you'll want to work on. 8. If you can pick the proper time and place, spitting will improve your lip muscles so you can kiss better. Guess that's about it for the moment. I can think of a couple more exercises, but I've decided against them, as I'm reasonably exhausted at the end of the day ...but healthy. Check with others who are in our category - they might Yours for a successful and happy exercise program, P.S. On second thought, maybe you'd better erase paragraph 3, as it might cause a certain amount of friction between you and your wife. Dick Beck.

BOB LARSON'S FIRST TRIP ON THE LINE submitted via Ed Betts A few years ago I was doing some research with regard: to an article for the 'Topics' which included some correspondence with my good friend Bob Larson. This had to do with Western Air Express (WAE) after the merger with TAT-Maddux to form T&WA, in late 1930. Bob had told me what it was like to go to work for WAE in those days (before he joined TWA a few years later) and the story of his first flight on the line is worth sharing with our TARPA members...it is unusual ! As a background to the situation at the time: WAE had been formed in 1925 to bid on the proposed air mail contract from Los Angeles to Salt Lake City via Las Vegas. They were the lowest bidder and preparations began in late 1925; one of the first employees was pilot Fred Kelly who was hired in October. Operations began in April of 1926, with a cadre of four pilots flying the open cockpit Douglas M-2 biplanes. Passengers were soon included, space permitting, and within a few years WAE was one of the nation's largest airlines carrying mail and passengers. By the time of the merger with TAT-Maddux the WAE network extended from SFO to LAX, LAX to MKC, LAX to El Paso (Jack Frye's former Standard Airlines route), LAX to Catalina Island plus the original LAX to Salt Lake City (with an extension to San Diego) mail route and another from Cheyenne to Pueblo via Denver. Their equipment included a few seaplanes or flying boats, the Boeing 95 for mail only and the Boeing 40-B, plus several models of Fokker aircraft such as the single-motor F-14, tri-motor F-10A and four-motor F-32. The Boeing 40-B was a single-motor biplane with an enclosed cabin for 4 passengers (and mail) and an open cockpit for the lone pilot. The Postmaster General dictated many of the terms or conditions for the merger of WAE and TAT-Maddux in order to qualify as a bidder on the proposed central air mail route from LA to NYC. The new company, T&WA, was formed as a result and was the successful bidder. All of TAT-Maddux's assets and personnel were included with T&WA. WAE, however, retained their original LAX-LAS-SLC (with San Diego extension) mail and passenger route; the others were included with the merger or sold to other airlines. This was the situation when Bob hired on with WAE after the merger. At that time there were two Fred Kelly's flying for the airline and they were known as #One and #Two. This is Bob's story as related to me: ******************************* '

In November of 1932, WAE scheduled a night flight from Los Angeles to Salt Lake City with the Fokker F-10. WAE employed no copilots at the time as they had been using the single-motor Boeing 40B on the run which had one pil ot, only. They hired 6 copilots: Lee Bishop, Dan Medler, Jimmy Roe, Wendell Peterson, Percy Scott and myself. The copilot training was nil at that time. Maybe some of our present day copilots will wish they had started then. "

I was hired on a Monday and told to report for my first flight at 7pm on Wednesday. They scraped up an i l l - f i t t i n g uniform for me somehow. When I arrived at the Burbank Airport that evening I asked for Fred Kelly (#One) as I was acquainted with him and thought he could tell me what to do. I was informed that Kelly had flown the F-10 to the Saugus emergency field as they had expected a dense fog to set i n ; I was to ride up to Saugus with the mail boy in the mail truck. When we arrived at the field Kelly had the engines running.

BOB LARSON'S FIRST TRIP ON TH E L INE "The mail boy threw a limp sack of mail in the door and told me to climb aboard. He slammed the door and almost immediately we were taxiing to the southeast end of the field. The cabin was dark and the cockpit likewise. I scrambled up the aisle to the cockpit and was amazed to find Kelly sitting about four feet above the cabin level (I had never been inside an F-10 before). I found the ladder and climbed up to the copilot's seat...and while I searched for the seatbelt, we were on the take-off roll. "As soon as we left the ground Kelly told me to give Burbank the time off. 'How do you do that?' I asked. 'With the mike!' he answered and I replied, 'Where is it ?' 'By your left shoulder,' he said and I answered 'I can't find it !'...and with that Kelly said, 'Here, you fly the airplane and I will get it'. I regretted that I had not found the mike as it was a very dark night and all of the lights were out on the dash ...all I could think about was the hills to the north of the Saugus area. I soon located the airspeed indicator and the rest of the instruments; the horizon came in to view and we were on our way. Kelly didn't offer to take the wheel back, so I relaxed and headed for Las Vegas. I was now a qualified copilot for Western Air Express." Bob continued with some other information which might be of interest to the TARPA members. "We learned about contact flying that winter and I am certain we all had plenty of thrills. We navigated by flying along the railroad tracks or from beacon to beacon. Beacons were every ten miles and acetylene blinkers every three miles between beacons over the rougher terrain. If you couldn't see the next beacon or blinker, you turned around and went back. "The return flight from Salt Lake City arrived at Burbank in the early morning, and here what little mail was destined to San Diego was transferred to a Boeing 40-B. The pilot laid over the day and originated the return flight to SLC that evening. Most of the captains did not want to fly the shuttle to San Diego and return for the small amount of time involved, so the copilot was often allowed to fly this round trip (solo). Later I was lucky enough to get a few trips as captain on the F-10. "In August 1933, Jimmy James (Flight Superintendent) called me into his office and told me the bad news that the F-10 flight we were flying would be cancelled in a couple of months, for the winter, and we would be out of a job. James gave the advanced warning because, at the time, TWA was hiring new copilots and we could transfer now. We had to make an immediate decision. There was no doubt. Peterson, Scott and I all joined TWA with a new seniority date of 9/16/33. The others stayed to the end with WAE and lost out on the new job opportunity until a later date (Bishop joined TWA 10/34, Medler and Roe in early 1935)". *********************** NOTE: The above dates established company seniority. Pilot seniority was determined by date of first trip on the line as first pilot. During the infamous air mail cancellation, in early 1934 (and the furloughs which followed), a number of the pilots / copilots were transferred to new domiciles. Bob, since he was single at the time, was assigned to EWR. He was in the right place at the right time as he was the first of the group to take out a trip, as pilot, with the single-engine "Fleetster" mail plane on 12/30/34. Harry Lewis followed on 1/2/35, Peterson on 1/3/35, Gene Klose on 1/4/35 and Scott on 1/5/35. There were a number of other former WAE pilots who joined TWA and checked out in 1935: Clarence Robey (hired 10/34) on 5/8/35, Dan Medler (hired 2/35) on 6/21/35, Jim Roe (hired 4/35) on 6/29/35 and Lex Klotz (hired 7/35) on 9/25/35. TWA was a small airline in those days, but there were times when the guy one number senior to you could make a difference in your choice of equipment, flights, vacations etc.

Marshall and Diane Hydorn

MARSHALL AND Diane Hydorn OPERATE B & B INN IN CARMEL, CALIF. BY BILL DIXON Operating a bed and breakfast inn is a far cry from flying a B747, but retired Captain Marshall Hydorn and his wife, Diane, are doing just that in CarmelBy-The- Sea, California. Raising five daughters and two sons probably helped prepare them for the task. The Sea View Inn, which they purchased 12 years ago much to their own surprise since they were merely looking for a place to live in the area, is a stately old Victorian situated three blocks from beautiful Carmel beach. My wife and I stayed there one night recently and found it charming and comfortable and the breakfast was super delicious! Highlights were the afternoon tea from 3 to 5 and wine after 5, which are served by the fireplace in the living room. Marshall, who was active in TWA / ALPA safety matters during his tenure with TWA, retired in June last year. Among other things, he served as Air Safety Chairman in SFO, Central Air Safety Chairman and headed the ALPA Accident Investigation Committee on TWA for several years. Diane carried the main business responsibilities while Marshall was still flying, but running the 8 room Inn is now a joint endeavor. Both are graduates of Stanford University, Marshall in architecture and Diane in education. Carmel is a quaint and lovely town which Clint Eastwood has governed as mayor the past 2 years. The Hydorns' place is an easy walk to the beach and downtown. A noted tourist attraction and art center (Marshall is quite an artist himself). Carmel is blessed with fascinating shops and numerous fine places to dine. If you are interested, the address is Sea View Inn, P.O. Box 4138, Carmel, CA 93921, Phone 408 624 8778. Rates vary from $65 to $95 per day.

RECOMMENDATIONS AND SUGGESTIONS TARPA has an official policy on not endorsing products and such but there is no reason your editor can't pass on some of his recommendations or some information that might interest you. Number one on my list is our TWA Pilots Retirement Foundation. This fund helps those who retired when retirement pay was sparse and also to their widows. You could not find a more worthy cause. Your contribution is tax deductible. Every penny in the pipe line goes from you to the recipient. Here is the address; THE TWA PILOTS RETIREMENT FOUNDATION, INC. ALPA Federal Credit Union 825 Midway Drive Willow Brook, IL 60521 On your check please put account number 90-17470. I had the good fortune to be sent an autographed copy of FLY THE FINEST, FLY TWA by George Cearley. It is a pictorial and illustrated history of TWA from 1925 to 1987. It is a 135 page book with a lot of pictures of airplanes, timetables. logos and so forth. I found it very enjoyable. You can obtain a copy by sending $17.00 to the address below. ($25.00 for overseas). George W. Cearley, Jr. P.O. Box 12312 Dallas, TX 75225 A friend gave us a copy of OLD CAROLINA TOBACCO COUNTRY COOK BOOK. This book was written by a lady who grew up during the depression on a tobacco farm here in eastern North Carolina. It is a short narrative of how it was and certainly brought back fond memories of my own childhood. It also has a lot of recipes for our soul food as we knew it; corn bread dumplings, chicken and pastry, pit cooked barbecue, fish stew, oyster stew, collards, okra, apple dumplings, deviled crab and on and on. Price is $5.00. Address: A TASTE OF CAROLINA P.O. Box 100 Blounts Creek, NC 27817 I had a letter from a lady who is writing a book entitled "Safen Your Fasty Belts'. She and her brother wrote "This Is Your Captain Speaking". For twenty years she wrote the weekly news bulletin for the U.S. Fish & Wildlife Service. They are very desirous of hearing from any of you who might like to write them about humorous anecdotes you may have. Her address; Ann M. Borer 306 Hollywood Tonne House Portland, OR 97213 Rather than run a whole page to accomplish this if you change address TWA would like to hear from you. You would still have to notify those who mail your retirement checks etc.. Below is the information they want;

ADDRESS CHANGES and/or CORRECTIONS

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(R) AUSTIN, FRED L.

CAPT.

(R) BARR, LOUIS F/E (NOREEN)

(JOYCE)

1880 TERRACE HEIGHTS

1852 QUARLEY PLACE

RENO, NV 89523

HENDERSON, NV 89014

702-746-1360

702-435-8396

(R) BRANDT, JAY E.

CAPT.

(SALLY)

3135 US 19 NORTH, LOT 138

(R) BUTLER, LEMAURIS CAPT. 3156 CRESTVIEW

CLEARWATER, FL 34621

(JEANNE)

PRESCOTT, AZ 86301 (APR 1- OCT 30)

813-784-7304

602-778-5075

(R) BUTLER, LEMAURIS CAPT.

(JEANNE)

(A) CLEAR, JOHN B.

CAPT.

(JOAN)

9097 EAST WOOD DRIVE SCOTTSDALE, AZ 85260 (NOV 1 - MAY31)

P.O. BOX 143

602-860-1571

AUSTERLITZ, NY 10570

(R) FERRARO, JOSEPH R. F/E (DONNA) 805 CENTRAL PARKWAY, #15

(R)

STUART, FL 34994

FRAZIER, DONALD E.

CAPT.

(KAPPY))

135 HIBISCUS DRIVE

305-286-6660

PUNTA GORDA, FL 33950 813-639-8742

(R) GASTRICH, HENRY E. CAPT.

(JEANNE)

291 JAMACHA ROAD, APT. #56 EL CAJON, CA 92019 (R)

619-588-2578

(R)

HOGAN, C. H. CAPT.

(RUTH)

3110 S.E. GRAN VIA WAY STUART, FL 33496 (JAN-MAY) 305-286-3232

HOOD, B. CLARK CAPT. 1132 E. CAMINO CORRIDA TUCSON, AZ 85704 (JAN - APR)

(R) HOOD, B. CLARK CAPT.

602-575-8378

(BETTY LOU)

BOX 596 (R) HUCK, ALBERT D.

CAPT.

GRAEAGLE, CA 96103 (MAY-DEC)

(ELIZABETH)

918-836-0474

BOX 22-C SAN YSIDRO, CA 02073 (H)

KIEFER, FRANCIS L.

MRS.

(ORRIN)

1104 CHALCEDUNY STREET (R) LINDSLY, EARL CAPT.

(BEE)

SAN DIEGO, CA 92109-2632

221 PLACITA PERA

619-483-2286

GREEN VALLEY, AZ 85614 602-625-5894 (A) LOMMORI, ROBERT P. CAPT. (R) LOWELL, VERNON W. CAPT.

P.O. BOX 168

(CAROLE)

VINEBURG, CA 95487

2300 OCEAN DRIVE VERO BEACH, FL 32963 305-231-4023

(R) MANGUS, J. EDWARD F/E (HELEN) (R) MANGUS, J. EDWARD F/E (HELEN)

91 ALPINE - PINE LAKES

16501 EL MIRAGE ROAD, #923

PRESCOTT, AZ 86301 (NOV-MAY)

SUPRISE, AZ 85374 (JUN-OCT)

602-778-7263

602-583-0607

ADDRESS CHANGES and/or CORRECTIONS

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(R) MILFORD, ROBERT F. CAPT.

(R)

OXNARD, CA 93035

PUNTA GORDA, fl 33983

805-984-5437

813-743-6351

CAPT.

(VETA)

(R) NEWMAN, GLENN E. F/E 823 RIDGE ROAD, KAPALUADRIVE

BOX 706

(R)

(ANITA)

26240 N. COPIAPO CIRCLE

(R) MOTIL, JOHN R.

(A)

MOORE Jr., CYRIL J. CAPT.

4220 HARBOR BLVD., #310 C

KILAUEA, HI 96754

LAHAINA, HI 96761

808-828-1642

808-669-4034

PAXSON, JOHN L.

CAPT.

(R)

(ELAINE)

PAXTON, JAMES E.

CAPT.

(ANITA)

93 LANG STREET

1420 E. COMMODORE PLACE

NEWARK, NJ 07105

TEMPE, AZ 85283

201-589-8106

602-897-0499

REED, EDWARD A.

CAPT.

(A)

(ELOISE)

REID, WILLIAM J.

CAPT.

(ARIAN)

6150 E. ANAHEIM

P.O. BOX 1409

MESA, AZ 85205

MARBLEHEAD, MA 01945-5409 617-631-6375

(R) (R) RIGDON, MELVIN CAPT.

RUPPENTHAL, KARL M.

CAPT.

(ALICE)

BOX 570

PRESBYTERIAN HOME

BLAINE, WA 98230

QUITMAN, GA 31643

604-228-0076

912-263-8605 (R) (R)

SCHMIDT, RAY A.

CAPT.

(RUTH)

SCHNEIDER, JOE N.

CAPT.

(KARONE)

RR #1, BOX 81-A

129 LEHANE TERRACE, #135

OTTAWA, KS 66067

NORTH PALM BEACH, FL 33408

913-242-9121

305-842-5826 (R) (A)

SCHNEIDER, ROBERT S.

E/0 (DORY)

SCHULTZ, PHILLIP S.

CAPT.

(HENNY)

16022 VIA GALAN

P.O. BOX 359

P.O. BOX 3286

ADELPHIA, NJ 07710

RANCHO SANTA FE, CA 92067 ~'9-756-5565 (E)

(R) SUTTON, DONALD A. CAPT.

(CHING YING)

TATE, Jr., CHARLES 0.

CAPT.

(JUANITA)

213 5, COURT STREET

1139 PEPPERIDGE TERRACE

LEWISBURG, WV 24901-1309

BOCA RATON, FL 33486 305-395-3876

(R) TERRY, RAYMOND B.

(R) VAN ANDEL, JOHN H.

F/E (JULIE)

CAPT.

(LINDA)

3100 NORTH AIA, APT. PH A-2

3813 SILVERPLACE LANE BOYNTON, fl 33436 (SEP-APR)

FORT PIERCE, FL 34949 (OCT-APR)

305-737-3199

305-466-7551

(R) VAN ANDEL, JOHN H. CAPT. (LINDA)

(R) WEBB, JOSEPH M. CAPT.

BOX 264, SIX MILE LAKE RD.

16540 CATTLE DR.

ELLSWORTH, MI 49729 (MAY-SEP)

SPRINGVILLE, CA 93265 209-539-3925

616-544-6027 95

(VIRGINIA)

NEW MEMBERS - WELCOME ABOARD

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(A) BROWN, DAVID A. CAPT.

(JACQULYN)

(A) BROWN, THOMAS V. F/O (JOANNE)

34 LAZY EIGHT DRIVE, RT #1

4520 LAKERIDGE ROAD

DAYTONA BEACH, FL 32014

UKIAH, CA 95482

904-788-5435

707-485-8001

(R) BRUCE, CLIFFORD A. FRO (CATHERINE) (R) BURKHALTER, WILLIAM H. F/0

8720 E. JACKRABBIT ROAD

511 LAKE AVENUE

SCOTTSDALE, AZ 85253

NORTH AUGUSTA, SC 29841

602-947-6414

803-279-2866 (A)

COX, Jr., WILLIAM H.

CAPT.

13083 WIMBERLY SQUARE, #98 (A) EVANKO, LEONARD CAPT. 1590 ANNDERSON AVE., #7-8

SAN DIEGO, CA 92128 619-748-0095

FORT LEE, NJ 07024 201-944-7756

(A) FETHERMAN, ALDEN M. CAPT.

(BETTY JO)

RD #7, BOX 7579 (R) HOFMEISTER, HOWARD F. CAPT.

E. STROUDSBURG, PA 18301

(COLLEEN)

43W 762 MC DONALD ROAD

717-421-2107

ELGIN, IL 60123-9034 312-464-5520

(R) JARVIS, WILLIAM R. FRO (SARAH) 31 FOREST DRIVE FLEMINGTON, NJ 08822

(A)

201-781-2762

KOLB, FRANK J.

CAPT.

(DOREEN - "DODY")

16 CHAPEL ROAD NORTH HAMPTON, NH 03862

(A) LINCOLN, EDWARD F. CAPT.

(ROSEMARY)

603-964-8813

76 BRIGANTINE CIRCLE NORWELL, MA 02061 (SEP - MAY) 617-826-3540

(A) LINCOLN, EDWARD F. CAPT.

(ROSEMARY)

S TA R RO UT E 1, B OX 1 12 4- 10 (R)

LYNN, JOSEPH C.

F/E (NORA)

BRISTOL, NH 03222 (MAY - AUG)

RD #4, APPLE ROAD

603-744-3812

QUAKERTOWN, PA 18951 215-536-5933 (A) MAHLER, FREDERICK P. CAPT. (A) MAJER, JAMES A.

(GWENDOLYN)

5020 WEST 112th TERRACE

F/0 (ROZ)

LEAWOOD, KS 66211

P.O. BOX 30113

913-491-1236

JFK AIRPORT JAMAICA, NY 11430 809-373-7075

(R) MEYER, MARKT CAPT.

(PATSY ANN)

6 NANTUCKET COURT

(A) NICKERSON, ROBERT M. F/E (MARION) BOX 252-C

SMITHVILLE, MO 64089

WILLOW, AK 99688

816-532-0144

907-495-6702 (R) NICKEY, ROGER A. FRO (BETTE)

(A) RAEBIGER, OTTO R. CAPT. (MARIE-CLAUDE-"MICO"

9930 DELMAR

152 MINUTEMAN ROAD

OVERLAND PARK, KS 66207

RIDGEFIELD, CT 06877

913-341-7832

203-439-3455 9B

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;A) SHOTWELL, JAMES H.

F/E (BARBARA)

(H) SHURTLEFF, JEAN MRS.

158 CLAY PITTS ROAD

(MERRILL - SHURT )

118 SUNKIST LANE

GREENLAWN, NY 11740

LOS ALTOS, CA 94022

516-368-1342

A) THORNHILL, JOSEPH R. F/0

(A)

ONE LAS OLAS CIRCLE, #1009

(CAROL)

BROOKFIELD CENTER, CT 06804

305-463-5537

203-775-5084

VAN REETH, PHILIP J.

CAPT.

(JOAN)

1 BARKO PARKWAY HUNTLEY,

CAPT.

21 WHITE PINE DRIVE

FT. LAUDERDALE, FL 33316

URBAIN, DONALD E.

(R)

IL 60142

WRIGHT,

LEWIS

F10

418 BROAD RIVER DRIVE

312-669-3675

BEAUFORT,

29902

83B-525-1672 PI

WULFERS, ALBERT N.

CAPT.

645 S. SPRING, APT A CAPE GIRARDEAU, MO 63701 314-334-7512

With the high cost of printing and now that Uncle Sam has upped postal rates your editor does not like to waste any space so found some here. I appreciate all your kind comments and I know Ed Betts and Dick Guillan do too. Ed's stuff comes to me print ready which saves us money as does Dick's section. Our thanks to many of you that sent in what I feel are interesting contributions. I thought this issue would be rather thin and then the material started pouring in. I apologize for lack of organization of the book and always hope to do better next time. For those of you who might have sent me material that wasn't used this time, maybe it will be used next issue. Anyway, keep it coming. + + + + + +

MOTLEY'S CREW

97 .