1988.11.TARPA_TOPICS

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA NOVEMBER 1988

CAPTAIN ALFIA J. CLAY, JR.

TARPA TOPICS PUBLISHED QUARTERLY BY THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA GRAPEVINE EDITOR RICHARD M. GUILLAN 1852 Barnstable Road Clemmons, NC 27012 919 945 9979

EDITOR A. T. HUMBLES Rt. 2 Box 152 Belhaven, NC 27810 919 964 4655

HISTORIAN & CONTRIBUTING EDITOR EDWARD G. BETTS 960 Las Lomas Pacific Palisades, CA 90272 213 454 1068 OFFICERS & DIRECTORS OF TARPA JOE BROWN, PRESIDENT LLOYD HUBBARD, FIRST VICE PRESIDENT PHIL HOLLAR, SECOND VICE PRESIDENT JOE McCOMBS, SECRETARY/TREASURER

A. T. HUMBLES, SENIOR DIRECTOR RUSS DERICKSON, DIRECTOR BILL PROCTOR, ASSOCIATE DIRECTOR AL MUNDO, ASSOCIATE DIRECTOR

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

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IN MEMORIAM Captain Alfia James Clay, Jr. Alfia James Clay, Jr. was born on June 3, 1922 in Thomasville, Georgia. Al was the only son of four children. His father was a building contractor, and the family moved several times before settling down in Marshallville, Georgia in the mid thirties.

After graduating as an honor student from Marshallville High School, Al enrolled in the Georgia College at Cochran. It was there that he began taking flying lessons in the Civilian Pilot Training Program (CPT).

Al married Josephine Clarke of Marshallville in 1942. Shortly after their marriage he became a civilian flight instructor with the Air Force during World War II. When the Air Force started winding down its cadet training programs, Al applied for and was hired by TWA in April 1945.

A. T. Humbles first met Al Clay in the fall of 1945. A. T. in remembrance made this statement: "I always knew him to be an astute and deep thinking southern gentleman. I don't think you could find a more honest and conscientious man."

In 1948 Al transferred from Kansas City to the Boston domicile as a Captain on the DC-3. In 1952 he bid relief pilot on International. One year later he returned to domestic as Captain on the Martin 202-404.

After checking out on the Constellation and the Boeing 707, he was awarded a bid on International in 1965. Al ended his flying career on the 747 in 1980 and took early retirement because of a heart problem.

During these active flying years Al Clay served on more ALPA committee's than most of us can remember. Records indicate that he was the Senior First Officer representative in Boston during the flight reductions in 1951. Al was elected Vice-Chairman in 1952, 1956 and 1957 and as Chairman 1957-58 through April 59.

During this period he also served as the Air Safety and Schedule Committee Chairman for Council 41.

In 1957-58 he served as Chairman of the Uniform Committee that was working with Carter Burgess, President of TWA, on a new Uniform and insignia. It is the opinion of many that Al Clay was a major influence in the uniform worn by TWA pilots for the past 30 years.

A. T. remembers the formation of the first pilot schedule committee that had been negotiated by Floyd Hall in the 1953 contract. The members were, as best as he could recall: "Al Clay-Boston, John Carroll-New York, Ed Frankum-Chicago, Ole Olson-Kansas City, A. T. Humbles-Newark, Lee Danielson-San Francisco."

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Al Clay served on TWA's system Board of Adjustment for three years. Representing ALPA, he was one of the two ALPA members who met to mediate pilot grievances with management. In 1961 while serving as Chairman of the Board, Al was elected Regional Vice-President of the Air Line Pilots Association.

It is quite true that he served his fellow pilots well during his active career, but even in retirement he continued to be supportive wherever he was needed.

In 1968 he moved to Largo, Florida where he pursued his hobbies of golf, bridge and fishing with friends like Dave Richwine.

Dave was President of TARPA and was able to convince him that he should take over membership communications. Dave writes, "Al quickly recognized the importance of good communications in the building of an organization and in the spring of 1981, Al took over TARPA's earlier newsletter, publishing it under his own banner of TARPA TOPICS. By October of that year, he had developed the present day quarterly magazine format with its structured features. His term as Editor of the publication was fraught with controversy from time to time, but Al perservered quietly and and eventually hammered out the policies which now help make it the outstanding publication of its kind."

In 1984 Al was elected to the position of Vice President for Pensions within the Retired Airline Pilots Association. RAPA had many shortcomings, but he always believed in its potential, despite the fact that others did not share his optimism. Al was also Chairman of TARPA's Pension committee. Shortly after being appointed Chairman of TARPA's AD HOC committee on the 'B' plan, he was elected President of the Retired Airline Pilots Association and served for two terms. Al initiated many progressive programs during his tenure as President. He expanded the newsletter creating a new format and initiated telephone conferences between the officers which proved to be cost productive and very beneficial. He was successful in developing a more workable set of by-laws, but of most importance he created harmony in place of discord among the membership.

His accomplishments were many, but friends who knew him well, will always appreciate his desire to help others and asking nothing for himself. What greater tribute can we pay to a friend than our appreciation for his honesty, his integrity and his selfless love for his fellow men. For this, he will always be remembered.

We will long remember the ring of laughter in his voice as he expressed his keen sense of humor. We will also recall his determination in time of stress, and his unfailing sense of duty. But, perhaps most of all, we will think of him as a fair man, a good man, and a gentle man.

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Al and Josephine were married for over 45 years and had four children. Their three sons followed somewhat in their father's footsteps by having careers in the aviation business. William was formerly a partner in Golden Isles Aviation at St Simon Island, Georgia, and now operates a computer business. Andrew is a Captain on 727's for Key Airlines. Alfia III is a Captain on the Brazilia for Atlantic Southeast Airlines out of Atlanta.

Catherine works for the Florida Board of Health in Tallahassee, Florida.

Alfia James Clay, Jr., died of a heart attack on May 19, 1988.

Note: My appreciation to Al's many friends and especially to his widow, Josephine, who so generously took the time to write and inform me of Al's accomplishments.

TENNIS WINNERS AT TUCSON, ARIZONA, 1988

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The Active Retired Pilots Association of TWA

PRESIDENT'S MESSAGE

October 3, 1988

It has been a long, hot, dry summer. However, we enjoyed it at the beautiful Lake of the Ozarks. Hope you enjoyed wherever you were.

After that wonderful convention in TUS at the El Conquistador, TARPA business has been relatively slow. S/T Joe McCombs has even had a few days to himself and Jeannie. A. T. has been busy, of course, editing and assembling this issue of the TOPICS. Past President Russ Derickson is busy traveling and catching up on the many things he passed up during four very active years as our President.

Our semi-annual Board of Diectors meeting will be history by the time you receive this issue. I am sure we will have had some interesting committee reports.

We are always interested in comments from the members. If we canimprove the organization, we will do our best to do so.

Dick Guillan would like a lot more for the Grapevine. All are interested in what you are doing now or what you have done.

No detailed confessions necessary!!!!

Jack Miller and his crew did a great job in TUS in a very rural setting. John Lattimore is planning a great meeting in New Orleans at the Clarion Hotel in a more urban setting. If you can't find anything to do in New Orleans, you'll never find anything to do. The actual meeting dates are April 11 to 13 but can be extended from the 10th to 15th. This year the business meeting is planned from 8:30 AM until noon leaving the rest of the day free for golf, shooting,tennis,sightseeing etc.

Start making your plans now!! Reservation forms etc. will be in the next issue of the TARPA TOPICS. Capt. "Vic" Hassler is chairman of the 1990 meeting in Hershey, PA, April 7 thru 10. There will be more details in future issues of the TOPICS. If you know someone who should be a member of TARPA but is not, invite him to join. An application for membership is in the back of this issue.

Please send CO Joe your dues promptly so you don't forget and he has to send you a reminder.

Happy Holiday Season!!!!!!!

SECRETARY/TREASURER

REPORT

10/1/88

Where did the Summer went? The "aspen gold" is fading up here and the frost has killed-off most of the mountain wild flowers so it must be time to think about 1989. It has been a beautiful year except for the threat of wildfires. Above average rainfall in early Summer kept the fire danger at a moderate level.

TARPA will end the year with an excess if the S/T has has it "figgered" correctly. Any income from dues after this date is credited to 1989 but expenses continue to December 31st. As a result of generous contributions from the EAGLES and HONORARY Members of over $1800 plus a successful return from the Tucson Convention, the bottom line will provide funds to be added to our contingency/reserve fund.

Since the income mentioned above ("the if comes") should not be used for budgeting purposes, the Board of Directors, by mail ballot, has set the 1989 dues structure at $25.00.

A DUES RETURN ENVELOPE WILL BE INCLUDED WITH THIS ISSUE OF TOPICS. Attempting to reduce expenses and workload for the mailing department (A.T. & Betty Humbles), the usual brown envelope has been eliminated this year and the return envelope is stapled into the magazine itself.

PLEASE fill out the flap of the return envelope completely even if you have done so before. Do not return the Membership Card with your check. To save additional postage and labor, the card will not be returned to you. DON'T DELAY...... DO IT TODAY. Total membership, including HONORARY, now stands at 1551. 43 new applications were received; 14 have "Gone West". While the total membership has increased, dues paying members have remained at about the same level as last year considering deaths and those moving into EAGLE & HONORARY (non-dues) status. This factor must be monitored.

A recent mail audit, including a stamped return postcard, directed to 158 HONORARY Members & those receiving Complimentary issues of our publications resulted in 10 who advised they were no longer interested with 35 yet to respond. The audit was not intended to discourage anyone from receiving the publications but rather an effort to assure that an interest in TARPA continued. If a follow-up letter mailed to these persons this week does not provide a response within ten days, the number of free issues could be further reduced effectively reducing our publication costs. Approximately 52% of the annual budget is now set aside for TOPICS & the ANNUAL DIRECTORY. The Board of Directors plan to meet in St. Louis October 25th (PM) and 26th (AM) to discuss a crowded agenda. Thank goodness for a semi-annual Board.

Have a Merry Christmas and a Healthy, Happy 19

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In Memoriam F/E Eugene P. Blase 9 Sept. 1988 F/E Howard A. "Moe" Hansen 17 July 1988

Capt. Walter J. Ghiorsi 23 Sept. 1988 F/E Davie W. Jones 20 Sept. 1988

Capt. Earl Lindsly 9 Aug. 1988

Capt. William I. Sanders 5 Oct. 1988

F/E John Vovolka 29 July 1988

Capt. James L. "Dee" Graham 22 Sept. 1988

Our hearts are in deep sympathy with the families, friends and loved ones of those listed above. TARPA makes a memorial donation to the TWA PILOTS RETIREMENT FOUNDATION in honor of our deceased members.

We appreciate those that provide us with an obituary when someone passes away.

It is a road we all have to travel some day.

Maybe we should all prepare something in writing about us for our loved ones to use when the time comes. It is coming.

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JACK L. GRAHAM By son, Jay L. My father, J.L. "Dee"Graham, died of complications following by-pass surgery on September 22, 1988. He was 80 years old and one of the pioneers of commercial aviation.

Dad worked in the Texas oil fields to earn and save money to pay for flying lessons. He moved to Dallas at age 19 and slept on a cot in the hangar to save money for lessons and to pay for "time". He received his commercial ticket in 1931.

He married Zolena Bishop in Amarillo in 1932 after being hired by Lowell Yerex to help him start TACA in Teguciagalpa, Honduras. He started as a mechanic and relief pilot flying a Stinson Tri-motor and several Stinson single engine aircraft. TACA promoted him to Maintenance Chief but he wanted to fly so he quit and went to Morgan Airlines in La Ceiba, Honduras.

Morgan only had one airplane, a Ford Tri-motor but Dad got to sit in the left seat. (He was also maintenance chief!) By 1933 both Mom and Dad had malaria and Mom was also about to have me so they returned to the dust bowl and depression of the Panhandle of Texas. Dad had to work in the oil fields again for a while but started the Panhandle Flying Service in 1935 and designed and flew a device to try to reseed grass where the prairie had blown away.

He took military flying lessons and qualified in the Boeing P-12 "Pursuit" and was comissioned a Second Lieutenant in the Army Air Corps and returned to civilian life.

He joined TWA in 1938 as a First Officer flying the DC-2 and the then new DC-3 aircraft. He was promoted to Captain in 1940. During World War II he served with TWA and, intermittingly, with the Air Transport Command, largely operating out of Presque Isle, Maine, to Labrador, Greenland and other Northern Garden Spots dear to the hearts of aviators.

After World War II he went with TWA's International Division as Flight Superintendentin Gander, Newfoundland. Dad quickly learned to hate "all weather" flying, especially over the Gander-Shannon leg, electronic GCA, and just about everything else the Captain couldn't influence.

Also I think the North Atlantic (as flown during the 1940's) gave him a case of "salt water ulcers". Anyway, he left TWA in 1948 (I believe his seniority number at the time was about 88) and went into farming, then cattle trading and finally became a successful stockbroker in San Francisco and Oakland.

His favorite airplanes were the P-12, the DC-3 (of course) and the Boeing Stratoliner. He was a member of the Stratoliner Club and has a certificate dated January 27, 1942. He despised, distrusted and feared the old original Connies.

He is survived by my mother, Zolena, his wife of 56 years, by me, four grandchildred and his great grandson. He was one hell of an aviator and one hell of a guy. We shall all miss him.

Sincerely, with appreciation, Jay L. Graham

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JOHN VOVOLKA, JR. John Vovolka, Jr. of Columbia, MO, died 28 July 1988 at Boone Hospital Center.

He was 65.

His wife, Evelyn, says "Our last get together with TWA retirees was at the retirement party of West Jacobs at his home in the suburb of Bristol, Wisconsin,on 5 September 1987. Some of the people in attendance were Gerry Kohout, Jack Wooden, Ford Blaney, Larry Haake, John Bishop, Curtis Rodgers, Dick Cruickshank, Howard Hofmeister, Idus Inglis and Bob Widholm. West Jacobs' two sons demonstrated their parachuting skills several times that day. Happy memories!".

Mr. Vovolka was born 4 August 1922 to John and Pauline Vovolka in Zeigler, Illinois. He grew up on a farm in Culver, Indiana. He graduated from Knox High School in Knox, IN. In 1940 he enlisted in the Army Air Corps and served in the Eighth Air Force, 385th. Bombardment Group, Great Ashfield, Suffolk, England. Married Evelyn Malocznik 30 August 1947 in Chicago and they moved to Lafayette, Indiana, where he graduated from Purdue University School of Transportation. The Vovolka lived in Glen Ellyn, IL, for 23 years, moving to Columbia, MO, in April 1980. Mr. Volvolka retired in July, 1986, after 30 years service as a Flight Engineer with Trans World Airlines.

He was a past president of Glen Ellyn Lions Club, a life member of the VFW, American Legion Post #1, Paris, France, member of Missouri Pilots Association and Trinity Presbyterian Church.

Since his retirement John owned a Cessna 182, flew blood for the Mid Missouri Red Cross Blood Center and did volunteer work for Meals on Wheels.

He is survived by his wife, Evelyn, and three sons, Alan, Jay and Dan, and one daughter, Lori and one grandson, Robin Volvolka.

The family suggested in lieu of flowers contributions may be made to Trinity Presbyterian Church, Cancer Research Center or Meals on Wheels.

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IN MEMORIAM WALTER J. GHIORSI In early spring 1986, a television crew from a local station in West Palm Beach, FL, boarded the Shamrock party boat to tape footage for the station's annual fishing feature. Most of the men on board were too wrapped up in lines, hooks and bait to be interviewed but one man identified only as a veteran fisherman spoke eloquently about his sport: "You know, it is said that when God totals up how many days you're allotted on Earth, he doesn't count the ones you spent fishing".

Fortunately for the friends and family of Walt Ghiorsi, who would have recognized him on TV that night, that was true; his fishing freebies probably gained him at least ten years. A few months after that fishing trip, he was diagonosed as having cancer of the colon. After receiving the news, he said that his one consolation was that he figured he had done more in fifty five years than most people would do in a hundred, Anyone who knows Walt knows that is true. A partial list of his interests over the years includes: flying (for TWA and for fun although both were for fun - he loved his job); fishing; water-skiing; scuba diving; beekeeping; playing the accordion, guitar, harmonica and ukulele; cooking (never the same ingredients twice, even for dishes made hundreds of times); coin and stamp collecting; wordgaming; reading detective fiction (especially Charlie Chan and Sherlock Holmes); photographing (including developing and printing his own pictures); ice-skating; sewing (family Halloween costumes were his speciality); painting; playing chess and the Japanese game of Go; model airplane flying; gardening (after planting one garden, he and the kids hopped into a plane so they could fly over the backyard and see if the rows were straight); cheese making; wine making (and drinking) beer making (and drinking); gentleman farming and animal husbandry; real estae investing; computer hacking (he had a home computer when that was an exotic applicance; performing feats of magic; and traveling.

His love of children is demonstrated by the following story. Once Walt and one of his six children took off for a bicycle ride to Jones Beach. Noting the condition of the bikes and at least one of the riders, the family was not surprised when they didn't return for several hours. When asked why took so long, his daughter said, "We had to stop to see what every kid with a stick in mud puddle was catching. And to top it off, the kids were using the wrong kind of hooks". So? "So Daddy and I had to ride all the way to Merrick Road for the right ones!".

Two weeks before Walt died, when he had been bedridden for several weeks with little to do but watch TV, he and Helen, his wife of 35 years and best friend and constant companion for longer than that, were watching a show on unsolved mysteries of aviation. "Well, Rile", he said, "at least I'm finally going to be able to find out what really happened to Amelia Earhart".

We hope that where Walt is the sky is always VFR and the bluefish are always running-that would be Heaven.

Walt passed away 23 October 1988 at age 57. He was born in Brooklyn and attended Brooklyn College before joining the Air Force in January, 1952. During the Korean War he served in Tokyo where he met and married Helen Clara Riley. He joined TWA in 1956 where he spent the rest of his working life. He is survived by his wife and six children, Carol Hart, Mary Swan, Kathleen, Laura, James and Christopher. Also his father, Frank, and brother, Frank, both of Brooklyn.

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HOWARD A. (MOE) HANSEN 31 May 1920 -17 July 1988 After fighting the complications of cancer for almost two years, Moe passed awa y 17 July.

Flight Engineer Howard A. Hansen was born 31 May 1920 in Brooklyn, New York.

As a teenager, he attended the Manhattan School of Aviation. His first aviation experience was at Floyd Bennett Airport as an apprentice mechanic. In 1940, after answering a TWA advertisement for mechanics, Moe started his career with TWA at Municipal Airport in Kansas City.

In early 1942, he transferred to the TWA Intercontinental Division (I.C.D.) in Washington, where the Company was under contract to the U.S. Air Transport Command (A.T.C.).

Moe was then assigned to the Maintenance contingent in Natal, Brazil, the takeoff point for crossing the Atlantic. Moe was part of the ground crew that kept the Boeing Stratoliners (and occasional C-87' forth across the water every other night, carrying men and various war materials for the battle raging in North Africa between Allied & German forces.

After Natal, Moe returned to National Airport in Washington where he worked as a mechanic and later as an Inspector.

On Christmas Eve, 1943, Moe was married to Mary Bullard of St. Petersburg, FL, who was then enlisted in the WAVES. Mary says the arrangement became a bit complicated, because she had to continue living at the Fairlington Barracks while Moe continued to live in an apartment with Bernie Kuhn. She remembers that they did have dates, however, and eventually moved into an apartment.

In 1946, Moe and Mary moved back to Kansas City, where he began Flight Engineer training. He completed his check-out in October, 1946, flying the Constellations and DC-4's.

When the Boeing 707's and Convair 880's arrived in 1959 and 1960, Moe became a Flight Engineer instructor and Check Engineer. Along with Joe Harris, Jake Fisher and others in the ground school, he assisted in the writing of flight manuals. He continued as a Flight Engineer until his retirement At Lake Quivira, an attractive lakeside residential community a few miles west of Kansas City, Moe was a City Councilman for 3 years, Fire Chief for 13 years and also served as City Clerk. His funeral drew a very large crowd of TWA, Lake Quivira and Lutheran Church people. Parky Parkinson and Frank Gilgin were among Moe's former associates who spoke at the funeral.

He had many friends.

He also served a few years on the TARPA Board of Directors.

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.... B__ PLAN_ UPDATE ....

PERFORMANCE vs ADJUSTED UNIT VALUE YEAR TO DATE

The graph above displays the performance of the Plan thru August, with an estimate for September *(actually a W.A.G. because it was based on relative market conditions).

None of the September figures were available at publication date.

The top line on the graph is the Index of Change since December 31, 1987, equated to dollars instead of its usual %, while the bottom line represents the 'Adjusted Unit Value', with the 3% factor removed, used to determine both lump sum and our quarterly payments.

Despite July & August `downs', September (which will determine our 1st. quarter payments) should be up again, somewhere near July but not as high as June. Thus our Jan-Feb-Mar payments will probably be a bit lower than those of Oct-Nov-Dec. Carl Icahn and TWA are the featured cover story in the September 26, issue of BARRONS financial weekly.

If you have not seen it, a trip to the library will be most rewarding.

An easy to read article that will leave you in ...well, you will just have to experience it.

R. C. Sherman, Inv. Com. Observ.

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Insurance Committee Report November, 1988 For openers, I am happy to be aboard, but not qualified for upgrading Or extra miles.

In many respects, these are "the best of times, and the worn!; or times". We are entering; a 4 year transition p e r i o d somewhat l i k e we went through last yenr on our Federal taxes. Now we hove every body concerned; Medicare, the Insurance Companies, Congress, end the I.R.S., in the holding pattern. In the course of three trips to Insurance Seminars and a thorough briefing by the Social Security Office, none have offerred any new programs or any ideas on how to cope.

Due to the good work of those who have proceeded us, we are fortunateto have our present Tarpa Insurance coverage and its Administration, under Mr. Tim Crowley. Subsequent to the Tucson meeting all of us should have received a copy of our present "what in covered and what is not". Be sure to refer to it when filing any claims, eta.

Some obvious facts: 1. The new bill is just what it says, "Catastrophic Insurance".

2. It has no bearing on 1988.

3.

It starts January 1, 1989, and accelerates each year thru 1993. (If unrevised, which is highly unlikely) to paraphrase Boren's WHEN IN DOUBT, MUMBLE; "No man, woman, or child is safe when Congress is in session". This will probably be true regardless of the results of our forthcoming election.

4. Beginning in 199(, Medicare will pay for covered expenses for an unlimited number of days in the hospital, after a deductible of $64. (This deductible is only applied once for each calendar year. The old law limited confinement to 90 days, but could be extended to 150 days by using a "Lifetime Reserve", which could be used only once.

5. Beginning in 1990, there will be a "Catastropic Cap" on the "out of pocket" costs that beneficiaries must pay for Doctors and other services covered under Part B of Medicare. Before exceeding this limit the beneficiary will have to pay $1,370. himself. ($6,550. X 20%) This is only for 1990, and here is the real "kicker": The new law requires this Cap to be adjusted each year so that 7% of all enrolees reach it each year!!

6 Also beginning in 1990, Medicare will pay a portion of all prescription drugs, starting with a deductible of $600. in the first year, then $652 in the second and after that it is not known, because this time the law provides that 17% (not 7% as in #5, above) must equal or exceed this figure. In case this is not enough variables to suit everybody, this portion is 50% of the total in the first year, 60% in the second, etc. until it reaches 80%.

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The "Liberal" view of soaking the rich permiates this new hill.

The Wall Street Journal's resenrch department, Medicare, the Am Medical Assn, the Am Hospital Assn, and the AARP, hnve all estimated: (based on the last 5 years that the new costs will be)!

1. About 55% of all retirees will pay only the Basic Premium.

2. 25% will pay a Supplemental Income Based Premium of $250. or less, annually 3. About 8% between $250. and $500, annually.

4. The remaining 12% between $500. and the 1989 max1mum of $800, indexed to increase to $1,050, in 1993.

5. All of these figures, as well as the following ones, are per spouse covered by Medicare.

To assist you in estimating for yourself what it will mean to you, here is the table:

MEDICARE CATASTROPHIC INSURANCE, ANNUAL PREMIUMS FOR 1989:

SINGLE PEOPLE Total Income Including Social Security

Basic Premium'

Supplemental Income-Baud Premium

Total Premium Per Enrollee

$10,000 or less

$48

$0

$48

$20,000

$48

$180

$228

$30,000

$48

$405

$453

$40,000

$48

$720

$768

$50,000+

$48

$800

$848

Total Income Including Social Security

Basic Premium'

Supplemental Income-Baud Premium

Total Premium Per Couple

$20,000 or less

$96

$0

$98

$30,000

$96

$226

$321

$40.000

$96

$428

$524

$60,000

$96

$945

$1,041

$80,000

$98

$1,575

$1,671

$90,000+

$96

$1,600

$1,896

MARRIED COUPLES

Notes: 1. Single People, includes unmarried, Couples filing separately, and couples where only one spouse is covered by Medicare.

2. All of these figures are additional costs, and are added to the flat rate: $24.0 per month now, $27.10 in 1989, and is indexed to increase at the inflation rate thereafter.

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For most of us, this Catastrohic Insurance is going to be expensive.

Perhaps it is true that the only honest way to beat any insurance is to use it. Hopefully, none of us will but that would be against the odds.

Philosophically, there is much to be gained from this bill. Protection against being completely wiped out by health problems and that gives some peace of mind. Many of us had Loss of License Insurance for some years (and it was quite expensive) but were quite happy not to ever have to use it.

This bill DOES NOT decrease the necessity of supplemental coverage, such as our TARPA Insurance, but increases our own average portion of the total expense. We still have to cover in some other way all these deductibles, as well as the missing percentage not covered by either the present bill or by the new one.

Neuman E. Ramsey

SOCIAL SECURITY NOTCH BABIES Those of us who were born 1919 through 1924 now have an opportunity to help themselves by doing all possible to support the Congressmen who have introduced Bills to rectify this situation.

Senator Terry Sanford of North Carolina has introduced Senate Bill # 1830 and Congressman Harold Ford of Tennessee also introduced House Bill * 3788.

An example of what this legislation in 1919 and are over 65 years of age would be entitled to a $1,000. lump of $1189 in your Social Security

will accomplish: If you were born with 30 years average earnings you sum payment and a yearly increase payments.

I read of a case where two sisters only a year apart in age went to work for a company at the same time and worked the same number of years yet one gets $125 more per month than the other due to the other being born one year later. This injustice was brought about when Congress in 1977 revamped the Social Security program. I also understand the AARP has not been interested in the "notch baby" crime.

So, if you are a notch baby you should immediately write your two Senators and your member of the House of Representatives and enlist their support.

If enough support is shown it will encourage other Congrssman to join in this effort as sponsors and push this important legislation on to enactment to your benefit.

Editor

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FLO & HARRY JACOBSEN

Above TOM KROSCHEL

Left EV GREEN GLEN HANSON CARL SCHMIDT

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EDITOR'S DESK From William A. Dixon of San Jose; Dear A. T. - Having made several trips to Kenya (it's a vacation worth saving for) and having enjoyed seeing the abundant, but declining, wild animals in their native habitat, I want to put in a word for the World Wildlife Fund.

I first saw its name in Africa a few years ago and just recently joined myself.

A primary purpose of this world-wide group is to stop the vicious threats to endangered wildlife posed by smugglers and poachers. Some of ways the Fund does this is by assisting game wardens; getting crucial data to customs inspectors; sponsoring investigators in international ports, exchanging key findings with other conservation groups and seeking enforcement of anti-trafficking laws in the U.S. and abroad.

Once you have observed elephants,lions, rhinos, cheetahs, brilliant birds and the many other forms of wildlife that freely roam the wide and beautiful plains of Africa, you will understand the desperate need to support such efforts as the World Wildlife Fund.

To make a contribution, and none is too small, or get information on WWF (the giant Panda is their symbol) address the World Wildlife Fund, 1250 TwentyFourth Street N.W., Washington, DC 20037.

Sincerely, Bill Bill, I whole-heartedly agree with you. We have been members for many years and Betty is a most generous contributor! A. T.

From Capt. Bill Malone, 1st VP & Editor of the retired Eastern pilots' news magazine called the REPARTEE: Dear A. T. - We extend our congratulations for your excellent August, 1988, issue of TARPA TOPICS. What great pictures! We especially like the one on page 14 of Joe Bartles in the cockpit and on page 59 of Howard Hughes in the Connie.

We on Eastern have always thought your Stewardesses [Hostesses, Bill] were glamorous and the crew pictures surely bear this out. I bet the memories are stirred as your guys look at them.

Ed Bettis history of THE 049 CONNIES was fascinating and I couldn't put the magazine down until I had read it cover to cover. Three of our REPANS are former TWA pilots: Gene Ramsay, R. D. Smith and Rusty DioGuardi. I know they enjoyed it too. The Constellation was a giant leap forward in aviation and TWA was the pioneer in its development. We called our 749's THE NEW TYPE CONSTELLATION and it carried a "Speed pack" under its belly.

You were very kind to put our little note in your EDITOR'S DESK section.

Thank you for sending us our copy. We always look forward to reading it.

Yours sincerely, Bill Malone Bill, we certainly are most appreciative of your kind comments. I think your magazine, the REPARTEE, is tops. You might be interested to know REPARTEE inspired our Secretary/Treasurer Joe McCombs to gouge me to go to the glossy cover and to lean on our printer to get his reproduction of pictures up to yours. And, your members are so good about writing about what is going on. I enjoy them.

I am so lucky to have the able assistance of Ed Betts and Dick Guillan, the GRAPEVINE editor. You must have had a lot of pilots on Eastern that were with TWA formerly as we were either hiring or furloughing through the years. I heard Capt. Eddy once said he appreciated TWA training his co-pilots. I knew one that went with you all that all Eastern had to do was put him in their uniform.

Of course, that was way before the feds knew more about flying than we did.

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Left to right - BOB BUCK, DICK BECK & J. T. MAY Wonder if Thad is giving those young fellows a flying lesson?

ERNIE PRESTSCH, ED FLYNN AND CHUCK HOESEL

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EDITOR'S DESK F rom Gordon Lambert of Green Valley, Arizona; Dear A. T. - Remember when I wrote you telling about my experience with mules and told of working the summer of 1929 on a Dude ranch summer camp up in the beautiful Little San Juan mountains of northern New Mexico. I said that my pay was $60 and found. I believe that you edited by writing making the description $60 and food. Well my writing needs editing for sure but in this case $60 and found was correct. The phrase was a holdover from the days of the early cattle barons who laid claim to large tracts of unfenced grazing land On the boundaries of their land they would have what they called Line Shacks built on their boundaries 50 or 60 miles apart. They would keep a cow hand in each shack and give him 3 or 4 horses with which he would ride the boundary 20 or 30 miles in one direction one day then ride the opposite direction the next day.

His job was to see that none of the boss's cattle strayed too far away from boss's claimed range. Of course, if a neighbor's cow or unbranded critter grazed into the boss's territory that was something else. Sometimes they would carry a running iron to use with their own discretion. There was a lot of hanky panky in those days, some paid off and some didn't.

Those lonesome cow hands were not paid much but a dollar bought a lot then also. A common wage would be $30 and found. they would be given cooking staples and not much else. In order to supplement their diet the cowboy had to find something else to cook, jackrabbits or some other wild animal, thus $30 and found was coined.

I sure missed the convention in Tucson but my wife was bedfast after back surgery so my priority was to be at home. After all when an aspiring aviator has a helpmate contributes to the kitty by saving money from that 75 dollar a month job to buy an airplane in 1935 a choice is easily made.

I don't know how we will like La Vida but the decision to buy there was easily made. As you know, I had a light stroke in 1983, my dear wife is practically blind in one eye and my 80th birthday was August 15. So o o o o I am just as happy as if I had good sense and so is the boss. We are much better off than many, thank the good Lord.

Gordon Margaret and Gordon are moving to a life care facility at Albuquerque. Sorry I messed up his pay and found. I'll bet there are terms we used on a Carolina tobacco farm he doesn't know either. A. T.

I know this is rather belated but had a card from Bill and Georgia Rea after they stopped by on their boat to see us in early summer; Dear A. T. & Betty - We enjoyed our visit and dinner with you so much and thank you. We arrived in Galesville last Sunday. Damaged a prop by hitting a submerged object in middle of the channel in Norfolk so was held up a bit having that changed. It was a fun trip but feels good to be on dry land a while.

Thanks again, Georgia & Bill

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L to R; TOM BECK, JOHN EMMERTON, MICKEY & BILL TOWNSEND

L to R; PAT SHOALTS, HOWARD HALL & HAROLD NEUMAN

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EDITOR'S DESK From William A. Clay (Al Clay's son) of St. Simons Island, Georgia; Dear Captain Humbles - I received your letter a couple of weeks ago and despite a strong tendency toward procrastination, I have forwarded some material to Ed Hall which I hope will be of some help to him.

As you may know, I am no over sixteen years going peculiar going to a plain we sold to have spent a

longer involved with the FBO here. Having spent to the airport almost every day, it has seemed old office instead. I understand that the people lot of money and really spruced up the place.

I'm certainly looking forward to the upcoming article on Dad in TARPA TOPICS. Sincerely, Bill Clay [Editor's note] Quite a coincident happened at St. Simons airport where we had landed our Rockwell Commander 112TC for fuel on our way to spend some time with Al & Jo Clay and attend the TARPA reunion in Orlando. I was on the phone to Al and he told me his son ran an operation there and about that time his son, Bill, walked by. He was quite surprised when I asked if he was Bill Clay. Looked so much like his father I think I would have spoken to him anyway.

Ed Hall made a suggestion that I enlist a reporter for areas where quite a few of us abide. How about it? Any volunteers? You could report on parties, ailing members, activities and so on. I need one for Phoenix, Tucson, Los Angeles, San Francisco, Kansas City, Florida etc. This would be a tremendous help to me and should make our news magazine much more interesting. Also, drop me a line about yourself and what you have been doing. Surely it wouldn't be too much work for you.

Gene Exum called me on 14 September, our mutual birthday. Was most appreciated by yours truly. Vera Sample, who worked with the TWA Credit Union for many years, also has 14 September as her birthday. We were wondering how she is and where she is. Does anyone know?

Larry Fauci says; Was great seeing everyone out at Tucson. Judy and I had a great time. In tennis Mickey and Reggie played some great games but Ted Hereford is a hard act to follow just for the fun of it.

Here, I hope, is a better picture of the pins. Thanks again, A. T., and hope to see you in New Orleans.

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PEGGY SCHEMEL, GERHARD SCHEMEL AND JOE BROWN

PHARES McFERREN and JACK LECLAIRE

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EDITOR'S DESK From S.A. Bassford of Sun City, AZ; Dear A. T. - I don't get to write many letters but I would like to express my thanks to all who made the recent convention such a success. The only thing to put a damper on things was the news of Alf Clay's death. We both instructed at the same Army Primary school in Douglas, Georgia, and were friends since 1943, in fact, we spent several days with Al and his wife at a reunion of the personnel who had been at the field in any capacity including about twenty cadets and their wives who had training there and were now retired.

The gentleman who keeps track of everyone is anxious to contact any TWA employees who had any training at the base whether they continued as pilots or not with the idea of getting more people to attend future reunions. Perhaps you could put some blurb in TARPA TOPICS that anyone who had any training at the 63rd. A.A.F.-F.T.D. at Douglas, Georgia, in 1941 - 1944 please contact Mr. Paul Schlundt, 3149 Winfield Avenue, Indianapolis, IN 46222.

Thanks, Steve Bassford *

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From George Hinton of Winchester, MA.; Dear A. T. - I appreciate your letter expressing interest in my recovery.

I have been making steady progress...I am now walking a ½ mile in the morning and again in the afternoon. This less than 30 days after the quadruple bypass.

Actually should be further along but came out of the surgery with a low red blood count. Could rectify that in 15 minutes with a blood transfusion but both the cardiologist and surgeon were apprehensive about the blood supply, hepatitus "B" etc. So I'm taking iron tablets which is a much slower procedure.

Sorry to hear of your wife's back trouble and am glad to know that she has had some relief. From my own past experience, I would on a scale of 1-10 put such pain at an even 10.

By comparison the by-pass post operative pain I would rate at only a 2 or a 3. So should you know of any one facing such a diagnosis my evaluation of pain level might relieve some of their apprehension. I must be some sort of aberration as I didn't fit the profile for such a medical condition.

My parents and grandparennts survived into their 80's and 90"s and my cholesterol reading has always been in the low end of the normal range. In fact, it was 155 before the surgery. Feel free to use any of the above or paraphrase as you see fit.

Must close now hoping that both you and your wife are enjoying the best of health.

Sincerely, George Hinton P.S. Hi, A. T., Hope to hear Betty is free of pain now. Amy.

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JACK KOUGHAN & SNORKY CLARK

L to R VIRGINIA CONVERSE TOMMY ANDERSON TEDDIE TOWNER BILL TOWNER

L to R JEANNE BUTLER LEE BUTLER FAY WIDHOLM BOB WIDHOLM

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EDITOR'S DESK From Betti Wind of Meshoppen, PA; Dear Betty & A. T. - Finally going to the post office with your shirts. Hope you like them.

Our son, Randy, visited a friend in Tucson soon after we were there for the TARPA reunion and they visited Mexico. He has been accepted for a transfer into the environmental section of Proctor and Gamble. He says he likes the idea of getting away from the chemicals.

Mickey went salmon fishing. He caught a big prize winner which he'll tell you about. In a week or so he'll be heading to Canada for the big yearly walleye trip which he looks forward to all year.

Love, Betti [Editor's Note] The shirts Betti is talking about are T shirts she had made for me to give the members of my crew in the Air Force. Betti did the art work which is a B-17 and the name Royal Flush which was our plane's name. She had a friend who sells the shirts. I bought these for us to wear as a crew at the 384th. Bomb Group reunion in Savannah September 29 - October 2.

That Mickey Wind sure has a lot of toys including an ultra light plane! *

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From Goldy Goldthorpe of Levittown, NY ; Julie and I certainly enjoyed the Tucson TARPA convention. It was the best.

It was really great to chat with so many old friends, some of whom I hadn't seen in years. Bob Buck's informal talk was excellent. There's only one Bob Buck and I was happy to renew acquaintance with him after all these years. It goes without saying that I enjoyed several chats with you, too.

Received the August TARPA TOPICS (each issue seems bigger and better!) and was very interested in Joe Brown's "President's Message", reviewing TARPA's history, future plans and purposes. as Joe says: "We have a great organization, let's keep it that way".

Was sorry to see Russ Derickson step down although after four action filled years of enthusiastic, positive and progressive leadership, Russ is entitled to take a breather. I'll always remember how Russ helped me join TARPA. He's a great guy.

Thanks for including my 'thumbnail' sketch of the Flight Radio Officer.

An enclosing another 'Rail' story I think you will enjoy. Also a true experience I had during World War II as an FRO on Capt. Earl Fleet's ICD crew.

You are welcome to use any or all of it. Incidentally, I am sincere about my admiration for Earl Fleet. He was one of the best.

Very best regards, Goldy

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RUSS DROSENDAHL & DONNA BETTS

CLIFF DAVIS & DEAN CARTER

L to R TED HERMAN GEORGE RYAN GEORGE DREW

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EDITOR'S DESK From William A. Dixon of San Jose; Enclosed is the item I called you about - TWA HIGHLIGHTS OF YESTERYEAR. You may wish to cut it or not use it at all. Just use your good judgement.

If you wish for me to continue for a while using different yearperiods please let me know and would you kindly refresh my memory on your deadline.

June and I are taking the Mississippi cruise leaving STL Oct. 16. Really looking forward to it!

Got home yesterday from 2 day Seniors Club meeting in STL (I was elected 2nd. Vice President at June convention in PHX) and leaving tomorrow early for Nevada, MO, for 5 days.

My best, Bill [Editor's Note] Dear Readers, Elsewhere you will see what Bill came up with.

What do you think of it? Shall we continue it? Personally, I enjoyed it but if I don't hear from you that you wish to see more in later issues we will not waste our time. The decision is yours.

Ed Betts says; I thought the August issue was excellent. There is probably too much of my "history lessons" but the issue has something for everybody who is interested in TARPA. We will be gone most of September on of Seniors. We start out from Denver McCombs has invited us to spend some we leave for Orlando and my annual

a National Parks tour with a group and wind up there on the 13th. Joe time with them. On about the 20th.

B-25 outfit reunion.

The TWA ALPA Master Executie Council office has been moved to St. Louis.

Tom Ashwood is Chairman of the MEC.

The 384th. Bomb Group, (B-17's) held its 11th reunion at the Hyatt Hotel in Savannah, Geogia, Sept. 29 to October 1st. Out of 700 members about 300 attended. Larry Murchan and I were the only TWA fellows present. 5 of us of my crew were there. We were based in England about 90 miles north of London at Grafton-Underwood. Room rates were $73, not as good as Jack Miller managed to get for us TARPANS in Tucson!

Russ Derickson to TARPA Board of Directors - As Your outgoing President, it is with a great sense of appreciation, gratitude and pride that I accept the engraved Bulova watch from you, a gift I shall always treasure.

Working with and for the retired pilots of TWA for the past four years has been an honor, a pleasure and a rewarding experience for me. You are a great group. I'll see you around the campus. Kind personal regards, Russ And he thanked the Mayor of the city of Tucson, Mr. Thomas J. Volgy, for the copper plaque which we presented to Jane Miller.

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THE TARPA

GRAPEVINE

NOVEMBER 1988 Your Editors are certainly pleased with the response to our appeal for contributions to the GRAPEVINE. We thank those who responded and hope it will encourage others to write. Hope you will find this edition interesting. ********* What better way to start off than with a note from our newly elected President, JOE BROWN. He says he thought he should follow his own advice and submit at least his first trip. He did more. He says his first flight was from DCA to Presque Isle, Me..to Meeks Field, Iceland to Prestwick to Marrakech to Prestwick to Gander to DCA. Total flying time-55 hours. That was starting July 5, 1943. TOM WARD was Captain and BOB FIREBAUGH was F/0.

JOE further states that in the course of his 38 years with TWA he was a 2nd Officer (Yes, Virginia there were 2nd Officers in 1942), Purser, Navigator, F/0, and Captain. He flew everything from the DC-3 to the 747, was a Training Center Instructor and Flight Manager but says Captain was the best job by far.

In his retirement his hobbies are golf and photography and TARPA business and enjoys Missouris' beautiful Lake of the Ozarks. ********

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

My good friend ELMO JONES, who retired a few years ago, moved from New Jersey to No. Carolina and has for years been building Street Rods. His pride and joy is a 1932 Ford Tudor Sedan which, as I understand it, is a 1932 in outward appearance only. It sports a 409 Chevy engine, A/C, P/S, Cruise Control and a Mustang 11 suspension system and many other refinements that Henry hadn't heard of in 1932. ELMO has put over 100M miles on the rebuilt car and recently drove to a Street Rod show in Louisville, KY where there were 10870 street rodders in attendance.. He Also has in his stable of cars a 1941 Lincoln Continental and a 1948 Chrysler, still mostly original.

When not working on his cars he enjoys gardening, playing a little tennis and flying around in his Grumman Yankee. He had planned on making the Tucson Convention but was undergoing radiation treatment at Duke Medical Center for a problem he says is now under control. ******** 27

The "Save-A-Connie" project I'm sure holds a great deal of interest for the many pilots who flew that miserable old bird back when.

We ran an account of the ferry flight from Mesa, Az. to MKC in our January 1987 GRAPEVINE. That flight took place on July 15, 1986, and was piloted by FRANK FITZGIBBON and HARRY WARD. On July 9,1988 there was a dedication ceremony at MKC for the "Almost ready to fly" Connie. The following was submitted by Toni Fitzgibbon who was in charge of the event. The photos were submitted by CHRIS CLARK who is Operations Manager for SAC.: "The Save A Connie group had a most successful dedication on July 9, 1988, at the Kansas City Downtown Airport. We were overwhelmed by the size of the crowd that came out to see "one" airplane that didn't even fly. The nostalgia surrounding this airplane is enormous. We had over 5,000 at the ceremony which featured Scott Carpenter, Astronaut, and John Testrake. There was a steady stream of people waiting to tour the interior throughout the day. The plane sported a brand new paint job, thanks to Ray Davis and Sterling Paint Company of St.Louis. She glistened in the sun and everyone was impressed with how beautiful "Star of America " looked. The interior is a long way from being complete. We still need seats that were made for the 1049. If you know of any that would fit please contact SAV A CONNIE, Inc., P.O. Box 9144, Riverside, Missouri, 64168, or Chris Clark, Frank Fitzgibbon or Harry Ward.. We have 37 Charlie back in the hanger for some additional repairs. We hope to be able to test fly later this fall. We'll keep you posted on our progress."

CHRIS added in his letter that the airplane is unbelievably beautiful and we are proud to preserve this piece of our heritage. He believes it will be the last one to fly in the passenger configuration ( if they ever get the interior completed.)

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Our S/T received a 'phone call recently from HARRY HOYT. Harry was quite apologetic that he has missed the last four Conventions due to a series of surgical procedures. Two due to repetitive back problems; a heart by-pass and a tumor at the base of his brain.

Harry was concerned that some might think he had lost interest in TARPA and his fellow crew members which he assures was not the case.

He appreciates the job being done by the Officers and Direstors and looks forward to the moments of nostalgia provided when he receives the TARPA publications. When he receives the TOPICS, he reads it from cover to cover in one sitting.

Harry observed his 75th birthday February 11,1988 and will be included in the list of those Members attaining the classification of EAGLE as of January 1,1989. He advised that Joe could expect to receive his dues check in spite of his new EAGLE status. He asked that Joe pass on his best regards to everyone. ******** I received the following letter from JOHN HALE; "The Aug. TARPA TOPICS arrived today 6 Aug. '88) and I wish to thank you for your toil in the vineyards as Grapevine Editor.

The Confederate Air Force has been conducting a western tour with B-29, B-24, and the Mesa baseed B-17 (SENTIMENTAL JOURNEY) this summer. TARPA member PAUL KELLY has been flying the B-17 and I had the privilege of flying formation with him on 11 June for the Portland Or. Rose Festival. The B-29 led the formation, PAUL in the B-17 flew on the left wing, and I flew the B-24 (actually its predecessor, the LB-30) on the right wing (conservative).

Realized a long-term ambition last year by flying the Martin B-26, a machine HARRY CLARK flew as a test pilot. A beautiful airplane years ahead of its time, but troublesome to new pilots because it requires TRIM to fly it. Single-engine speed was (and is) a concern but it is only a few knots higher than that of a B-25 which ED BETTS and many others of us have flown successfully. ( I fly a Marine version, a PBJ, which differs from the Air Force B-25 because it is painted blue.)

All the aircraft mentioned here will plan to fly at Harlingen, TX 6-9 Oct at the annual Airsho. I say"plan" because 45-year-old aircraft sometimes have maintainence problems.

Hope to see you in New Orleans." ******** Some more about PAUL KELLY and the Sentimental Journey sent to me

by PAUL MCNEW: "Have you seen any of the Confederate Air Force shows around the Country? TWA retired pilot PAUL KELLY is spending a great deal of time this season as PIC of the B-17, Sentimental Journey, from the West Coat to the midwest. The B-17 is based here at Falson Field,

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Paul McNew -- Cont'd mesa, Az. They can only fly day VFR but Paul says they have a good Loran. They were initially going to use Paul as co-pilot, but in short order they sent a pilot out from Harlingen and checked him out as PIC. The year around, Retired pilots from the PHX area meet every Wed. noon at the Sands on E. Van Buren. There is about fifteen each meeting in the summer and up to forty in the Winter Season. Stop by.

When Lindberg started flying in the twenties, the death rate for pilots was such that they could only expect to live ten years. In the late thirties, no pilot could attain the age of sixty. We all owe so much for those who continually worked in all phases of safety! ******** BOB HERENDEEN and his wife Jacqueline have been very busy the past year according to a letter BOB sent to our Secretary. BOB has flown in twelve air shows this summer, including the Dayton International where he saw John and Donna Emmerton. You who attended Oshkosh no doubt saw BOB there.

Besides all these Air Shows BOB and Jacque have moved to Ramona, CA where they have built a new house and and are going through all the labor of landscaping,etc. Says they got tired of all the traffic around Santa Monica.

Jacque also flys acrobatics and flew her first Air Show routine at the Merced, CA. Antique Fly-in in June. SHE WAS THRILLED! They do their show in a Glassar III and his Pitts Special. We hope to be able to get BOB to send us his itinerary for the coming season so more of you can see his outstanding performance. ******** MARV SCHLIEP, who retired last May writes to say that he made his last trip on Flt. 741 from Frankfurt to New York on a B-747 just 34 years after making his first flight with HARRY WILLIS on a M-404 from Chicago to Newark. Says his last one was as much fun as his first. He also says that he and his wife are planning a trip to France and Germany with GEORGE and PAULA SLEETH. This will be the fourth trip the two couples have made together to Europe.

MARV also states that he looks forward to receiving the TARPA TOPICS and especially the history written by ED BETTS. Its the only way, he says, that many of us can keep in touch with retired friends.

(Eds note: And as you know folks thats what we are trying to do with the GRAPEVINE.) ******** We were saddened to learn this date(September 25th) of the passing of Dauby Turner, wife of BILL TURNER. Dauby died in Sun City, AZ. after a short illness. Her maiden name was Marjorie Daubenspeck, and she flew for a short time as a Hostess back in the late forties.

Our condolences go out to BILL and his family and I am sure his many friends would like to send him a message of friendship. ********

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GORDON HARGIS recently submitted he termed his "most exciting" flight now is submitting a new category,his "longest trip": The morning of Feb. 9, 1950 started badly. Capt A. S. (Babe) Vance and I were rooming together at the Normandy Hotel in Paris and we were called late by schedule. We were both sleeping soundly after a long night at "dinner" in the "resturant" where Albert gave great service while Claudine and Jackie assisted him.

Schedule advised us the airport bus was leaving in 30 minutes and, due To some changed assignments we should report immediately. Babe grabbed the washbowl in the bathroom to shave while I did the same in the bathtub. Then we threw on our uniforms stuffed our B-4 bags with balled up clothes and ran for the bus, barely making it.

At Orly I found I was to be on Fit 921, a DC-4, plane #650 bound for LaGuardia via Shannon and Gander. The Captain was M. J.(Tex) Manning and the rest of the crew were R/P Fowler, F/E Sperry, Nay. Quinn, R/Os Rodman and Faillake(?) F/S/0 Martin and "A" Hostess Joy Ellis. We finally blocked out of Orly at l357Z and into Shannon at l836Z. Figuring :07 and :03 taxi times, our average ground speed was 130 kts, with a loss of 55 kts.

In the dispatch office Tex and dispatcher Taylor were of differing opinions. Tex wanted to go via the Azores in view of the apparently unforecasted strong winds on the Northern route, marginal weather at Gander and probable icing conditions around 53N and 15 to 25W. Taylor said that, based on the economics aspects, he was releasing us to Gander. Tex said "We'll see you later" and we fired up and departed at 2106Z. About 3 1/2 hours later we were abeam weather ship Juliett loaded with ice and doing 88 kts. The "how-goz-it" line was about 2" up in the red and the engineer was saying "No way to make Gander". Tex requested clearance back to Shannon and we did a 180 turn. It only took 2 hours to return at 0245Z. While the passengers were eating again, Tex and the dispatcher conferred. Taylor finally saw the light and released us to CSAZ. At 0402Z on the 10th we departed again and bounced parallel to the front all the way to Santa Maria, arriving at 1324Z. Time enroute was 9:22 and average groundspeed was 146 kts.

After 43 minutes of fueling,etc, we blocked out at 1407Z weighing at least 72,999#. At about 300' the #3 engine began trying to depart from the mount. Tex hollered "feather #3" and turned left over the water. We did the checklists on the downwind and landed at about 120 kts, blocking in at 1430Z. The passengers hit the restaurant, the Swiss mechanic started throwing parts out of the nacelle, and I hit the bunk.

After a mag change and a runup the mechanic pronounced us-fit for flight and we left again at 1637Z on the 10th. We again bounced along the front to Gander and arrived 10 hrs 13 mins later at 0250 Z on the 11th. This was about a break even leg on the wind, average GS was 170 kts.

After more food and fuel we were out of CYQX at 0338Z and bounced our way to KLGA arriving at 0947Z on Feb. 11, after whizzing along at 188 kts.

I took Jay Ellis home and arrived at my apartment in Woodside about 0500 LCL, which was about 47 hours after the call in Paris, with 36:25 total time for the trip home. I fell in bed and slept about 18 hours. "THE BLOOMING END"

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JIM MCINTYRE, who in retirement, is still active as ALPA Professional Standards Coordinator and Air Safety Consultant and lecturer, writes that his first flight with TWA was from MKC to CLE in an M-404 with Capt.JACK BURNHAM. Says he even got a landing. That was on Sept 21, 1953 with stops in STL and IND. Just two months earlier he had completed a trip with Pan Am on a DC-6B from IDL to IDL with some 8 stops just before being furloughed and hired on with TWA. He notes that on Aug 1,1956 Marlene Dietrich signed his logbook on a trip from Paris to Rome April 13,1965, during the big East Coast blackout, he landed at Boston with a full moon and cars headlights shining into the terminal. He had stayed aloft as an aerial relay post for TWA Dispatch to incoming TWA and other flights from Europe. ******** Where do Airline Pilots end up? According to DON SUTTON, as Bartenders in Chinese Restaurants. Of course its the best restaurant in town and it belongs to his wife. He says the pay is lousy but the hours are good and he is able to bid for plenty of time off.

Here is a picture of DON and his wife, Ching Ying at their CHINA PALACE in the Cove Shopping Center, Deerfield Beach, Florida.

DON says that he would like to join the ranks of hundreds of Pilots and Flt Engineers who have expressed their appreciation for work that the active TARPA people do. We are all indebted to you, he says.

(Thanks for the kind words, Don.) ******* DIETER FRIEDRICH, TARPA Subscriber, sent me an advanced announcement of an upcoming TWA Seniors get-together. This should be detailed in the October Seniors Newsletter and will be of particular interest toTARPA members as it will include a trip to the i WW-ll had three US Army Air Force bases from which B-25s were flown.

According to DIETER, Corsica is the "best kept secret island in the Mediterranean". TARPANS who flew out of CORSICA might look into this opportunity to revisit the island and at the same time enjoy a reunion with past and present Paris based colleagues. VP-Int'l Flt Operations Claude Girard will be guest speaker at the Nice/Monte Carlo RendezVous banquet. The European "Wickenburg-Roundup" is scheduled for April 16th thru April 29th, 1989. Look for details in the Seniors Newsletter or contact Jerry Condon or DIETER FRIEDRICH. ********

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Our S/T received a nice letter from JAMES L. (DEE) GRAHAM, who joined TARPA this year as an EAGLE. DEE, as he prefers to be called, was with TWA from 1938 to 1948 with a WW-11 hitch. He expressed his appreciation for the Directory and had compliments on its contents and was particularly interested in the ED BETTS stories on the DC-2, DC-3 and Connies. ******** From GORDON LAMBERT, comes this very interesting account of his early days of flying which was prompted by his recent move to New Mexico.

"This move to La Vida Llena (full life) will be the next to last one we will make. The VERY LAST one will be to the National Cemetery in Santa Fe, New Mexico.

We heard about La Vida and its good reputation last year as we had been thinking of moving to one if their reputation was suitable for us. We drove up last October and after looking it over made a holding payment on a two bedroom apartment. Upon returning to Green Valley we put our house on the market. It finally sold in June this year. The buyers gave us the rent free privilege of occupying it until Dec. 1. This arrangement suited us perfectly as Mom underwent back surgery April 1 and needed time to recover.

Going back to New Mexico is like returning home for us both. Mom lived in Santa Fe for 23 years until we were married in 1934. Prior to that she had lived in Springer,NM. Las Vegas,NM since she was three years old. I worked in and around Santa Fe for 11 years. The summer of 1929 was one of the happiest of my life working as a guide in a dude ranch in the beautiful Little San Juan mountains in northern New Mexico. In 1933 I bought a Travel Air but had to later sell it for it was too costly to operate during those depressionyears. Then in 1935 I bought a Nicholas Beasley monoplane and immediately began instructing students. It was easy to fly and I never had any trouble with my students. The blind taught the blind. Our son was born there in 1934.

He is now a captain for Continental which used to be Frontier. Too bad, Frontier was a good airline with an excellent record.

Mom and our four year old son and myself left Santa Fe in 1939 in our Model-A Ford coupe with $800 and another boy in the oven. I had been taking a home study course to join the Army Air Corps. Away to San Antonio we went where I flunked the first test but passed the next one after going toMississippi where I dusted cotton for the season.

Then back to Dallas to instruct Army Air Corps cadets for Bill Long who had a contract. That was where our second son was born. Boy that was a good job paying $350. I got it none too soon either for I had borrowed $200 on my insurance policy and was down to the last fifty of that.

I had secured my transport license before leaving Santa Fe and wanted an instrument rating so got an FAA inspector to ride safety for me in a BT-9. I later saw him in the dispatchers room upstairs in Idlewild. We were watching a mechanic taxi an 0-49 Connie as he wheeled it around too fast I thought . Orm Gove, the FAA man and myself were looking out an upstairs window at some parked Connies and I remarked that someday we would say that the 0-49 was a good "little airplane". I can't remember the name of the FAA man. He had red hair and we called him RED. I had been flying PT-12s, BT-9s, BT-2Bs and AT-6s out of Hensley Field between Dallas and Fort Worth for the reason that I just wanted to fly.

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LAMBERT (Cont' d ) One (in) July 1940 it was, I put on my Second Lieutenants uniform with the gold bars and flew the AT-6 up to Kansas City to see if I could get a job as co-pilot for TWA. I had heard that they were hiring pilots. I parked that shiny AT-6 in front of the hanger on the Municipal Airport and walked into Doc Meskers office and told him I wanted a job. Come back August first he says, a co-pilots class starts then. Afriend of mine wants a job also I said. Doc said tell him to come along and that is how Dale Meyers and I got our jobs with TWA. "Oh by the way", says Doc Mesker, what are your names? We didn't have to pound square pegs into round holes or anything else. Such were the days of early aviation and TWA. Now why have I told you all this? To start I just wanted to tell you about LaVida and our reason for moving there and as I wrote one thing just led to another.

I wanted to go to the convention in Tucson and had intended to attend but Mom was just out of the Hospital and bedfast. I just couldn't leave my sweetheart, first things first. That $7 5 a month she was earning in 1 9 3 5 helped me buy my Nicholas Beasley and more. Excuse the many mistakes. The mild stroke I had 5 years ago impaired my right hand. " Gordon Lambert ******** Its just about DUES time again so please don't overlook the DUES RETURN ENVELOPE which is included with this issue. If one isn't included send the dues in anyway with a note to our S/T. ******** RUBY LYNCH returned the audit card which our S/T had sent to all honorary members and included a nice note thanking all the TARPA members for all of the kindnesses given to her. She says its been like one big"Happy Family" and that attitude has been deeply appreciated by her. ******** JOE received a "Thank You" letter from RYAN MCPHERSON thanking him for his kind words and for the contribution sent to the Pilots Retirement Fund in JOEs (JOSE's) name. She considers it a pleasure to be an Honorary member of TARPA. JOE, she further states, had fought a courageous eight month battle with cancer. ******** FRED PASTORIUS (Eagle) sent in a (quote) --token to show my appreciation and my thanks to all of you who are making TARPA very INFORMATIVE and GOOD. ******** FORD and JANE BLANEY have been doing alot of traveling this past summer and learned how to beat jet lag going to Europe. They took the Queen Elizabeth 2 from New York to Southampton, arriving five days later. FORD says the crossing was slower than a jet but alot more fun. He won a first prize for walking the most miles ( 1 4 ) and Jane was the star of "show time" while under hypnosis. While in England 34

BLANEY (Contd) they drove to Saundersfoot, Wales then to Bristol, Bath and Chester and to St. Andrews and Edinburgh, Scotland. (He didn't say how they got home.)

Later in the summer they drove to Nashville and Memphis taking in the Grand Ole Opry and the Cumberland River and then to Graceland where they took in all the Elvis tours including his private C-880. ******** For those who have considered taking a world cruise on retiring, the following letter from FRED DOERY should be interesting. (As well as to others.) : u

---Sometimes my mail doesn't reach me for many months and sometimes not at all. Currently we (my wife Nan and I) are cruising Tahiti and the French Society Islands in our sailboat,"Winsome". We're having a great time in retirement and hope it continues. So far we've sailed the coast of Europe, across to the Carib where we have seen most of the islands there and then this year, thru the Panama Canal and to the Galapagos, the Marquisesas, the Tuomotos and now French Polynesia. We plan to spend summer in New Zealand (Southern Hemisphere summer).

Hope all is well with you. We really enjoy the TARPA magazine. Keep up the great work.

FRED P.S. There are quite a few retired pilots out here cruising. Mostly from United.

P.P.S. I am enclosing 2 yrs dues so I won't be late for '89. ******** THE TWA BEARLY OPEN, a golf event was held this year on September 16th at the Lake Quivira, KS club. The event takes place every year on a September Friday before the K.C. Chiefs first home game and is promoted and run by Capt BOB (BEAR) BECK. A part of the entry fee of each player is donated to an ALS fund with over $500 raised this year.

The format is a 3-man "Scramble" using low, medium and high handicaps on each threesome. 51 people participated including 17 TARPANS. Winners: Fred Wicke, John Harding, John GJovic 2nd place: "Bear" Beck, Jack Brookshire, Harold Aiken 3rd place: Gary Hruby, Chuck Anderson, Doug Harding Longest drive: Bill Beck Closest Chip: Bob Rafferty Ed: Sounds like alot of fun for a worthy cause. AND maybe a chance for you 17 TARPANS to recruit some of the other 34 into TARPA. I thank "Ole" Olson for sending me this information.

My thanks again for the material sent to me. Please keep up the flow of letters, etc so we can keep the GRAPEVINE. DON'T FORGET TO SEND IN YOUR DUES! 35

Former residents of Lake Quivira now scattered all over the country.

Bill Dixon Dick Long Bob Mueller

SAVE A CONNIE Dedication Ceremony in K.C.

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SAVE A CONNIE DEDICATION

L to R from speaker who is Mayor Berkley of K.C. LARRY BROWN, Pres. SAC KENDAL ANSCHUTTS, TV JACK DAVENPORT, TWA RET. SCOTT CARPENTER, ASTRONAUT CAPTAIN JOHN TESTRAKE

BUD & ELIESE POWELL

K.C. CLIPPED WINGS MEMBERS

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TARPA TALES From Jim Philpott; Dear A. T. - You have asked for stories to put in TARPA TALES so here is my life in flying. Nobody will care but on September 8, 1988, I will have completed 60 years of continuous flying. During these years I have owned and operated 12 aircraft in addition to owning several others such as the AT21 (for engines and parts), AT6's for parts etc.

In the Air Force my Form 5's show I flew 121 aircraft, see attached Wright Field Qualification Form. It only shows 100 but I went back and dug up 21 more in the Form 5's.

Shortly after I came to TWA I was assigned to the Engineering Section, MKC, from BUR where I was a very happy co-pilot. This cost me 13 seniority numbers but I had the fun of checking out in the Company's two Wacos and Stinson.

On September 8th. I flew my 450 Stearman and could still find the ground.

My very best personal regards to all you wonderful people.

Yours truly, James A. Philpott [Note from Editor] The letterhead on the stationery Jim used shows James Austin Philpott & Son, Aviation Consultants, Palos Verdes Estates, California.

I recall back when I came with TWA I was in the Air Force Reserves at Fairfax.

Glen Bras was commanding officer of my squadron and I was his operations officer. Colonel Philpott commanded another squadron. One day Jim tied a rope from his AT6 wing tip to the wing tip of another AT6 flown by one of his troops. They took off this way, went up and did all kinds of aerobatics such as loops, rolls, came down and landed still tied together. Another time Jim was caught up above an overcast at Kansas City with a low ceiling.

His instrument lights were out so he made the successful approach and landing using a cigarette lighter. Hope you don't mind, Jim, that I didn't list all of those 121 aircraft. I believe he flew every trainer, bomber, transport etc. that the U.S. Air Force had!

From Capt. James K. Ottman; Recently returned from spending the summer in the beautiful Upper Peninsula of Michigan. In our small town paper up there, like many, there is a "60 Years Ago Today" column.

One article said and I will quote this as accurately as I remember, "18 year old Roger Don Rae, of Lansing, Michigan, made a parachute jump today".

I forwarded the clippings to Roger and received a long, warm letter from him. I wish I had made some photo copies to send you. Used to fly co-pilot with you. Thought this might be of some interest to the TARPA gang.

Jim

38

THE YEAR 1928

by Ed Betts In the November 1928 election Herbert Hoover beat the "the Happy Warrior", Al Smith after "Silent Cal" chose not to run. Stalin issued the first 5-year plan for the rapid and ruthless industrialization of Russian economy. As usual, the USA won the Olympic Games (held in Amsterdam). The great Finnish distance runner, Paavo Nurmi, continued to dominate his race. His record time for the mile run, 4 min and 10.4 sec set in 1923, was not bettered until 1931. For the first time women competed in the track and field events. The 1924 Olympic Champion in the 100 and 400 meter freestyle swim, Johnny Weissmuller, repeated in the 100 meter event in 1928 (and later became "Tarzan of the Apes"). Heavyweight boxer Gene Tunney defended his title against Tom Heeney, and shortly after he retired undefeated (the title was vacant until July 1930, when Max Schmelling defeated Jack Sharkey due to a foul.). The Yankees won their third straight pennant and defeated St.Louis in the World Series. Babe Ruth hit 54 home runs and Rogers Hornsby batted .387 for Boston. Bobby Jones won his 4th US Amateur Golf chamionship. Stanford defeated Pittsbugh in the Rose Bowl, the only post-season football championship at the time.

The first all talking motion picture, "Lights of New York", opened in July. The Academy Awards went to Warner Baxter ("In Old Arizona") and Mary Pickford ("Coquette") and best picture to "Broadway Melody". Pickford's title of "America's Sweetheart" was soon to be challenged by Shirley Temple, who was born in 1928.

Other future screen stars born in that year included: Ann Blythe, Imogene Coca, Jimmy Dean, Fats Domino, James Garner, Lawrence Harvey, Roger Moore and George Peppard. The most popular and durable entertainer of all time, "Mickey Mouse", was created by Walt Disney that year.

The NACA's Langley Memorial Aeronautical Laboratory installed the first refrigerated wind tunnel to research the prevention of ice on wings and propellers. A major development by the NACA was a cowling for radial air-cooled engines. This increased the speed of a test plane (a Curtiss AT-5A) from 118 to 137 mph with no increase in engine horsepower.

On February 12, Charles "Speed" Holman established a new record of 1,093 loops with his Laird biplane. A month later a Frenchman did 1,111 loops. In May the Italian semi-rigid airship "Italia" was wrecked near Spitzbergen after a flight over the North Pole. There were survivors. Capt. Kingsford-Smith departed from Oakland with a tri-motor Fokker on a 7,400 mile flight to Brisbane that month with stops at Honolulu and Fiji. They logged 83 hours and 15 min flying. Amelia Earhart became the first woman to fly the Atlantic; Wilmer Stutz was the pilot of the 3-motor Fokker and Louis Gordon the mechanic. They arrived in Wales on June 17, after 20 hrs and 40 min flying from Newfoundland. From June 30 to July 22, Capt. C.B.D. Collyer and John Mears set a record for a round-the-world trip of 23 days, 15 hrs flying a Fairchild monoplane. They crossed the Atlantic and Pacific by steamship.

On August 20-21, Col. Art Goebel and Harry Tucker flew non-stop from LA to NYC in 18 hrs 58 min flying a "Wasp" powered Lockheed "Vega". Later in the year the team of Collyer and Tucker flew a "Vega", non-stop NYC to LA, in 24 hrs 51 min.

The 1928 National Air Races held at Mines Field (LAX today) saw several future TWA pilots competing in the various events. The Aero Corp of California (Jack Frye was president, Paul Richter VP) had a number of entries as their company had the regional distributorship for the Alexander "Eaglerock" biplane and the Fokker transports, plus instructor pilots from their flying school. The feature race, "On to Los Angeles", was a cross country starting from NYC. George Brill placed 23rd with a time of 44 hrs and 44 min flying a Travel Air.

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THE YEAR 1928 The California Class "A" Race from San Francisco to LA saw Jack Frye place 3rd flying an "Eaglerock" with a time of 3 hrs and 20 min. Ivan Olson was 7th and Milo Campbell 8th. In the Class "B" race from Oakland to LA, Larry Fritz placed 2nd flying a "Vega" with a time of 2 hr 27 min, Lee Flanigan was 7th and Paul Richter 8th. Lee was second in the "dead stick" landing contest. In a special 50 mile race for Marine Corps pilots and planes (VB-2B) Sgt.Harlan Hull came in 5th. In the "Civilian Free For All" (75 miles, closed course) Flanigan was 8th and Richter 10th flying "Eaglerocks". Paul Braniff was 9th flying a Travel Air. In a special team relay race (40 miles, closed course), Jack Frye's "Eaglerock" team of J.S.Charles, Flanigan, Richter and Harvey Bolton won a trophy. Another special event for speed and efficiency of transport type aircraft: Frye, flying a Fokker "Universal", took 6th place for speed and 2nd for efficiency.

One of the highlights of the meet was the spectacular display of formation aerobatics put on by the Navy team, the "Three Sea Hawks", with D.W.Tomlinson the leader and Putt Storrs and Bill Davis on his wings. A few months later "Tommy" resigned from the Navy and accepted the position of VP Operations with Maddux.

On October 11 the Graff Zeppelin, under the command of Hugh Eckener, left Germany for the USA. On board were 20 passengers and 38 crew. They had to make a wide detour, by way of the Mediterranean and Bermuda, to avoid storms and after 111 1/2 hours flying they arrived at Lakehurst, NJ. Maddux Airlines began regular passenger schedules from LA to San Diego, in late 1927, with the Ford tri-motor and soon after extended to Tijuana, Mex. On April 14, 1928, they began regular schedules north to the San Francisco Bay area. On May 26, Western Air Express inaugurated a similar service on their "Model Airway" using the tri-motor Fokker F-10. The "Model Airway" included an elaborate network for weather observations and forecasting, plus ground to air communications. The Daniel Guggenheim Foundation had cosponsored the project with WAE, including a $150,000 loan to purchase three aircraft. Si Morehouse flew the inaugural flight.

To follow is a brief biography of the pilots hired by the predecessor airlines in 1928 who came to TWA as the result of the merger in late 1930. The seniority dates and order were determined from the first official list drawn up in March 1934, when the date of 1st trip as pilot in command determined pilot seniority.

Company seniority was separate, and copilots had their own list. Si Morehouse, Eddie Bellande, Lew Goss, Jack Frye and Paul Richter were numbers one through five. All had a pilot seniority date in 1927.

Frederick"Doc"Whitney was #6 and was hired 1/25/28 by Maddux. Little is known about "Doc" other than he had been doing a lot of flying in California and was considered a very experienced pilot. The first draft for the TWA pilot seniority list also included total flying time as first pilot with TWA or predecessor company. "Doc" had the most time with 5,733 hrs, followed by Bellande with 5,582. In 1935 he was listed as a supervisor pilot (similar to dispatcher) until he resigned in late 1939. At the time it was rumored that he was well past age 60. In those days an airline pilot was considered old by the time he was age 40. Age 50 and older was time for a rocking chair. There was no retirement plan or social security available, just a gold watch.

FREDERICK ' D O C ' WHITNEY

40

THE YEAR 1928 Royal Leonard learned to fly in the Army, and was in the Colorado National Guard when he was hired by Lew Goss to fly on the WAE "Mountain Division", based at Denver. This was on 4/4/28 and in 1929 he transferred to LA where he flew the Fokker F-10. In March of 1930 he flew the nation's first 4-motor transport, the 32passenger F-32 to LA. He was known as an expert pilot and ahead of his time flying instruments. He resigned in late 1934, and later was the personal pilot for Generalissimo Chiang Kai-Shek. At the time he returned to the USA, in December of 1941, the Japanese had a reward of $25,000 offered for either his death or capture. He passed away in 1973 due to cancer.

ROYAL LEONARD NOTE:"Dutch" Holloway and Franklin Young were numbers 8 and 9 on the first seniority list with pilot dates of 6/15/28. This date was when WAE absorbed Pacific Marine Airways flying from the LA harbor area to Catalina Island. Both men were pilots with Pacific Marine during 1927 and were included with the article in the November 1987 'Topics' about "The Year 1927".

George K. Rice was born in Redwood City, CA, on July 30, 1897. One of his earliest jobs was cabin boy on a transport ship for the Army. He started out in WWI as a "Buck Private" in the aviation section of the Army Signal Corps, where he learned to fly. He was promoted to 1st Lt. His flying in the post-war years was in a liaison squadron during the Mexican Border uprising until he mustered out in 1919. He worked several odd jobs, including two cattle ranches which he managed, until he was hired by WAE on 7/1/28, as a combination vacation relief pilot and mechanic on the LA-SLC run.

George also flew the various Fokkers and with TWA all of the piston-powered aircraft through the Constellations. In February 1942 he succeeded "Swede" Golien as Chief Pilot of the Western Division. Later in the GEORGE K. RICE year, when "Swede" transferred the System Chief Pilot. In 1947 Paul Frederickson was the System Chief Pilot; George once again headed the Western Division. After "Dutch" retired in January 1956, George was the #1 pilot on the system. He retired (age 60) in July 1957, and passed away in July 1963.

ARTHUR C. BURNS

One of the first TWA pilots to solo was Arthur Burns with a 5 min flight on 11/7/13. He had spent about 3 years building his plane from a set of plans which he purchased from Glenn Curtiss (for $35) while attending the first International Air Meet (at San Diego in 1910). The frame was made of bamboo with front elevators and a pusher engine. Art had several flying jobs prior to teaching Navy pilots to fly in WWI. On July 1, 1919, he made aviation history when he piloted the inaugural flight for Sydney Chaplin's airline, flying a Curtiss "Seagull" from the LA Harbor to Catalina, a distance of 22 miles. In 1922 the airline was sold to Pacific Marine. Art joined Maddux on 10/27/28 and was the #11 pilot on the first seniority list and had accumulated 5051 flying hours at that time. He left TWA in 1936 and went to work for the Dept. of Commerce as an inspector. He passed away in May of 1970, age 78.

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THE YEAR 1928

MELVIN O. "MO" BOWEN

JOHN A . COLLINGS

Melvin O. "Mo" Bowen had spent 4 years in the Marines before he joined WAE on 11/12/28, as reserve pilot on the mail run for their "Mountain Division", based at DEN. He was also a part time mechanic at the time, a prerequisite for the job. When WAE began their transcontinental service (flying between LA and KC) he was based at KC for awhile flying the Fokkers. With the exception of flying the ICD during WWII, most of his flying years were out of LA. He had 5,366 hours and was the #12 pilot on the first seniority list. John E. (Ed) Bowen, his younger brother, was killed in the Ford crash at AMA in December 1932. Following George Rice's retirement, in July 1957,"Mo" was the #1 pilot on the system until his retirement (age 60) on November 24, 1963. He passed away in August 1981.

John A. Collings was born on 4/6/03 at Saltsville,VA. He learned to fly in the Army 1922-1925; Larry Fritz and Earl Fleet were classmates. He joined the Ford Motor Company as test pilot and instructor from 19251928 and was the chief test pilot when Fritz resigned and went with Maddux in mid-1927. On 11/17/28 he was with TAT which was still in the formative or building stage. John recruited many of the copilots from the Army who started their careers with TAT. From 1929 to 1939 he was the Superintendent of the Eastern region and until 1942, when he became VP-Operations, was the System Operations Superintendent, based at KC. From 1951 until 1955 he was Executive VP. John also served on the Board of Directors from 1942 to 1959, and was often the acting President of the company pending a new choice by Howard Hughes.

The 1/1/73 seniority list had a total of 4,444 pilots and flight engineers who had been hired from 8/24/37 (Bob Buck) through 1/23/70 (Bob Walters). Charles Lokey was #646, and Ted Vreeland was senior F/E and #1220. Of that number, 129 were born in 1928. At the beginning of 1988, fifteen years later, there were 51 men remaining who were born in 1928 who would reach the magic age 60 during the year, a 60% attrition for whatever reason.

The first five listed on the 1/88 seniority list were pilots working as flight engineer. Charles Lokey was the #1 pilot (hired 1/2/52), followed by Frank Kolb (6/2/52 and retired in May), Herb Reibeling (6/30/52, bid f/e in March), Chuck Cushing (7/8/52), Ed Colling (8/25/52, retired in August), Bruce MacDonald (10/7/52, retired July), Bill Schulz (11/24/52 to November) and Gari Ketcham 11/24/52). Bob Walters, who had survived the furloughs, had moved up 1780 numbers and was #2663. Assuming no early retirements, Lokey will continue as #1, Cushing #2, and Ketcham #3 into 1989.

George Ways started 1988 as the #1 Flight Engineer (#203 on the seniority list) and retired early in the year. Tony Gatty, Bill Dunlop and Nick Vasilaros are currently the top seniority (all past age 60).

HAPPY BIRTHDAY, ANNIVERSARY OR RETIREMENT

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MORE ABOUT THE 049 CONNIE (by Ed Betts) The last part of the article about the 049 Connies (August 1988 'Topics') had a brief biography or history of the various aircraft in the TWA fleet. The latest information available, at the time of writing the article, was that plane #560 (NC90816, the 'Star of Geneva') had last flown out of Miami until May 1980. It was for sale at a price of $195,000 someplace in Florida. Gordon Brion sent me some newspaper clippings updating the plight of #560.

The items were from a Fort Lauderdale newspaper dated mid-July 1988 with a full page color photo of the 'Star of Geneva' and the following headline: "The Price of Progress", with a sub title "Airport expansion to end a part of history with destruction of vintage planes". Only the NC number would give a positive identification that it was once TWA's. The fuselage is presently painted white with light blue trimmings. There are no propellers installed and there is a radar dome on the nose, similar to the type added to TWA's fleet of 749/749A Connies.

The plane is parked at a remote part of the Fort Lauderdale-Hollywood International Airport with the following ultimatum by the Airport Director, Herb Godfrey: "Get the pile of junk out of here by the end of the year or chop it up as scrap!" This is all part of an airport improvement program, which includes an outlay of * billion dollars towards renovating the terminals, taxiways and runways in time for the 'Super Bowl' game to be held locally in January 1989. Also part of the renovation is a beautification project with a mile-long green-belt park. Numerous aviation-type businesses, many have been established at the airport for as long as 35 years, have been given eviction notices. Many of these concerns own a great number of vintage aircraft of the WWII variety, or transport planes such as the Connie or DC-3's waiting for a buyer or to be restored.

Certain areas of the airport are, according to the newspaper, a parking lot for used aircraft and an eyesore to future air travelers arriving for the football game. Apparently there is no way the 'Star of Geneva' can be fixed up and flown to another airport, it will be chopped up.

Gordon also sent a clipping, dated August 11th, which told about another Connie (not a former TWA) which was flown out before the ultimatum, but had more than its share of problems. From the photo in the newspaper the plane appears to be a 1649A converted with cargo doors. The paper says the plane was built in 1957 for Lufthansa, and sold in 1966. There were several owners until it sat idle at the airport starting in 1976. In 1985 it was sold to Maurice Roundy (for $1000) who intends to use the plane for a museum of airline transportation in Maine.

After three years (spare time or vacations) a crew had the plane ready to fly.

A 4-man crew was all set for the 1,300 mile flight from Florida to Maine. They took off, #3 engine failed (lots of smoke trailing) plus the nosewheel wouldn't retract and a tire was blown. They made an emergency landing at the West Palm Beach Airport, 35 miles away. The latest estimate is another month for repairs.

The saga continued with another news clipping sent by Gordon dated 9/20/88. The repairs were made and departure to Maine was again attempted. About 45 minutes out all hell broke loose: a runaway prop, a fuel pump failed and a severe oil oil leak...all three in different engines! An emergency landing was made at the Sanford Regional Airport near Orlando (203 miles from West Palm Beach Airport).

The landing was 'routine', although the local police searched the plane with a drug-sniffing dog...just in case. The next departure is on an indefinite advice time, pending the raising of funds for necessary repairs.

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RUNWAY NUMBERING (submitted by Ed Betts) Bill Ambrose (TWA 4/28/35 to 1943 and later Asst.to VP-Flight Ops with National Airlines) wrote me on the subject of runway numbering. It was a TWA first, with Bill making the suggestion. It came about on a flight (with George Johnsen the copilot) in 1939 from MKC to LGA. The forecast was for heavy rain and thunderstorms to the east. They had to make an instrument approach to STL with a low ceiling plus heavy rain and lightning. The tower instructed them to land on the N-S runway #5. With the confusion, Bill missed the approach and made a second try. This time he recalled that the NE-SW runway was on approximately a 40 degree heading, made the approach successfully after passing the range and taking up the proper heading to the runway.

From that time on he took up a campaign to have runway numbers changed to compass headings. Everybody thought he was 'nuts' as no airport in the world had runways up to 360 degrees. George suggested dropping the last digit, For example: instead of using north to identify a runway, use "36". ALPA (Jim Roe) or the Senior FAA inspector (Russ Delaney) didn't think much of the idea. Later, however, it was tried at Washington, Nat'l. After a conference (about 1943) between officials of the CAA, airlines and military this idea was adopted which is now the standard way of identifying a runway throughout the world.

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THE FLIGHT of the DC-2

by Ed Betts Back in the 30's TWA was directly responsible for the creation of three commercial aircraft which were to make aviation history. First was the twin-engine Douglas series which included the prototype DC-1 and the production model DC-2. This was followed by the Boeing "Stratoliner", the nation's first pressurized 4-engine airliner and then the Lockheed "Constellation", which was the first of the 300 mph class. It was TWA's specifications for, and the ordering of, the DC-2 which induced Donald Douglas to enter the commercial air transport market. The DC-2 was in use but a few months before plans were made for the DST/DC-3, the most successful and widely used airliner ever produced.

Starting on August 1st a TWA crew headed by Capt. Ron Reynolds, Sr.Vice President-Flight Operations, retraced what conditions were like to travel aboard the former undisputed "Queen of the Skies", a flight from the LA area to STL on a DC-2. It was a memorable trip, primitive if compared to today's jet flying, but a perfect example of what first class air travel was like more than a half century ago.

The DC-2 wasn't the first of the "modern airliners" to replace the tri-motor Fords and Fokkers, but it was the best. This was during the early 30's, when United/Boeing was in production of the revolutionary twin-motor transport (the model 247) and other airlines would have to wait up to two years for delivery.

Richard Robbins, the TWA President in 1932, had a blue ribbon team to make the specifications for, and the selection of, an aircraft to compete with United which included Charles Lindbergh, Jack Frye, and D.W.Tomlinson. Frye preferred a 3-motor transport, Tomlinson a two and Lindbergh would go along with either provided it could meet a very important criteria...fly over any part of TWA's route with an engine inoperative. Douglas Aircraft met the challenge and made the design to fit TWA's basic specifications: a plane which could fly 150 mph or better, land at 65 mph, carry 12 passengers in the comfort of soundproofing and with a range of 1060 miles. A contract was signed on September 20, 1932, for the construction of a prototype (dubbed the DC-1) to be built and, if acceptable to TWA, the company would have the option on the first 60 planes produced at a price of $58,000 each.

Douglas was able to incorporate all of the latest engineering features such as the Northop-designed wing and fuselage, which added strength with less weight.

The full NACA cowling for streamlining (and added speed). Retractable landing gear and wing flaps for lower approach and landing speeds. TWA made the selection of the 710 horsepower "Cyclone" engine. The plane was first flown on July 1, 1933, and later in the year made one of the most important test flights in aviation history. This was to satisfy Lindbergh's stipulation that the plane fly with an engine inoperative. Test Pilots Eddie Allen and Tomlinson agreed to take off from Winslow, simulate an engine failure and fly to ABQ. After the plane had gained enough speed down the runway, Allen actually cut the ignition off one engine and they made the 233 mile flight under actual conditions. TWA was more than satisfied with the plane's performance. Orders for 20 aircraft were made. The DC-1 was so successful that the production model DC-2 cabin was "stretched" a bit in order to increase the number of seats from 12 to 14. This raised the cost to $65,000.

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THE FLIGHT of the DC-2

The DC-2 entered service with TWA in May 1934, right in the middle of one of the darkest periods in US airline history; during the infamous cancellation of all air mail contracts between the Post Office Department and the commercial carriers. At the time, a few passengers and a small amount of air freight were the only source of revenue. There was no question that had it not been for the DC-2, TWA would not have survived this crisis. The mail contracts were returned to the airlines in 1934. The DC-2 made it possible to make a profit carrying passengers. In 1935, the first year of an all-DC-2 operation, TWA made a profit of $19,404.40, the first in its five years of operation.

A total of 192 DC-2s were produced, including 68 military versions, before the venerable DC-3 (and DST) went into production. The DC-3, which was 2 1/2' longer, had an additional 10' wing span and a rounded body (the sides of the DC-2 are flat). This widening of the fuselage made it possible to increase the seating capacity from 14 to 21 seats. The original DC-3 used the 1,100 hp "Cyclone" engine and increased the maximum gross weight from 18,200 to 24,400 pounds. Both the DC-2 and DC-3 cruised about 185 mph. The big difference was, with a small increase in operating expenses, there was an added 50% payload capacity. The DC-3/DST's were introduced by American in mid-1936, TWA a year later.

TWA had a total of 31 DC-2s in its fleet before introducing the DC-3. Seven were lost in accidents. Starting in June 1937 a number were sold (at $37,000 each) to other airlines and those which were retained generally were used east of Kansas City only and, by late 1939, for extra sections or charters. In 1942 the remaining six were sold to the USAAF. Today there are only eight DC-2s known to exist and only one is in a flyable condition; the others are in museums or are parked in foreign airports (one is a restaurant in Finland). The one operating plane is currently on a ten year lease by the Douglas Historical Foundation from the Donald Douglas Museum and Library. The plane was originally delivered to PanAm in 1935 and, in 1938, was sold to Mexicana. Later it saw service in Guatemala and, in 1953, was owned by the Johnson Flying Service of Missoula, MT. They made numerous modifications to the plane and used it for transporting firefighters to forest fires, fighting insect infestations etc. In 1973, it was sold to Stan Burnstein who later donated it to the museum located at the Santa Monica Airport. While parked at the airport a group of TWA volunteers restored the exterior. It was painted in the company colors and logo during the years 1935-1938. However the plane was exposed to the elements, and was deteriorating fast, when a group of men formed the Foundation to completely restore the exterior and the interior to the original condition (when possible) as well as back to flying status. This was in 1982. It took the volunteers over 16,000 man hours to complete the project.

Over $200,000 was raised by donations and numerous suppliers donated necessary parts, when possible. TWA has been a major sponsor aiding the project.

The wings were dismantled and the fuselage towed from Santa Monica to a McDonnell Douglas hangar at the Long Beach Airport. There, everything that could be removed was removed, and the plane was reduced to a bare skeleton. Every wire, cable, tube and rivet was inspected for wear, tear or corrosion. According to several members of the Foundation, most of these important parts of the aircraft or engine controls were in excellent condition. What had deteriorated or looked questionable was replaced.

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RESTORATION OF THE DOUGLAS DC-2, SPONSORED BY THE DOUGLAS HISTORICAL FOUNDATION, TOOK VOLUNTEERS OVER FIVE YEARS TO COMPLETE. THE RESTORATION WAS ACCOMPLISHED BY VOLUNTEERS CONSISTING OF DOUGLAS ACTIVE AND RETIRED EMPLOYEES.

Top Row; George Rice, Amos Collins, Ted Weaver, Chic Fredericks, Doc Mesker, Walt Seyerle, Unknown, Ted Hereford, Lloyd Olson and Wendell Peterson.

Bottom Row; Mo Bowen, Stan Stanton, Dick Hanson, Unknown, Harry Campbell, Don Terry, Dan Medler and Bill Dowling.

THE FLIGHT of the DC-2 The final result was a brand new DC-2. One improvement over the original was installing the same sound-proofing material as used on the MD-80, which makes the roar of the engines less noticeable in the cabin. From this basic skeleton the plane was gradually put back together. The aircraft is a thing of beauty and perfection, although the "purists" (who worked on or flew the DC-2) will recognize many differences from the TWA DC-2 operated in the 30's. Many of the "mods" were made by the Johnson Service for operational purposes. Other "differences" are because the original part is not available and cannot be duplicated. These include a later-developed vertical fin, which was capped to increase the area for better stability. Engines are now the 1820-52 type with a 1,000 hp rating (TWA's was 710), although they are restricted to a maximum of 85% or 875 hp for takeoff. The propellers are of the DC-3 type (constant speed control and full feathering). The hydraulic system, landing gear and brakes are of the DC-3 type. This is a big relief to the pilots. The copilot no longer has to pump the gear and flaps up or down with a huge handle (it is still there for emergency purposes). The brakes are operated by the foot pedals of both pilots. The old system had a handle located by the pilot's left side of the instrument panel which he pulled to meter the amount of brakes and the direction (left or right brake) was sent by pushing on the rudder bar. The DC-3 type gear was not as stiff as the DC-2, which helps to make a smoother landing. The copilot seat is original (non-ajustable), the pilot seat is adjustable up and down. The auto pilot is in storage for later installation and the old steam-heat system (for the cockpit and cabin) has not been installed. The plane is certified for a max gross weight of 19,200 pounds (18,200 was the TWA maximum).

Certain radios and instruments are installed to meet today's FAA requirements for navigation on the present VOR airways and communications. The original 10' trailing antenna from the tail cone was replaced by the doughnut-shaped static free antenna in 1936 (developed by TWA). Now there is a small football-shaped antenna. The instrument panel may look strange to our TWA pilots who flew the DC-2 although the same gyro horizon, needle & ball, airspeed and rate of climb are still the basic flight instruments. These are all located on the pilot's side and the engine or other gauges and instruments on the copilot side of the panel. Two VOR indicators and dials are located in the center panel.

The interior is in a light grey with dark grey trimmings and the seats (most are original and others an exact copy) are in a dark maroon color. These are very comfortable and are 40" apart, which allows more than ample legroom for a tall passenger. The seatbacks can be reversed which permits two passengers to face each other or for one to stretch out if the other is unoccupied. Still to be completed is the toilet area (the usual "Honey Bucket" is available in case of urgent need) and a small galley compartment.

Prior to TWA's subletting of the airplane it was painted in the company's 1934 livery which included "The Lindbergh Line" across the top of each side of the fuselage, the two red stripes on the tail section and the logo (block letters TWA enclosed by a circle) beneath each side cockpit window. Also included was CAM#2, which was the company's primary air mail route, the central transcontinental route between LA (Burbank) and NYC (Newark) per contract with the Post Office during this era. TWA maintenance at LAX gave the exterior a super polish job, it shined like a mirror.

49

ABOVE: The impressive DC-2 nose. DC-9 type light bulbs had to be substituted for the landing lights.

LEFT: The cabin is not as wide as a DC-3, but with only two rows of seats (7 each) there is more room in a DC-2.

TOP LEFT: The cockpit. Flight instruments on the left side, radios in the center and engine instruments on right.

THE FLIGHT of the DC-2 Capt. Reynolds selected a special crew for the flight from LA (Long Beach) to STL which included Capt. Pete Sherwin and hostesses Jara Humbert and Ginnie Hall, all from the STL training center. Old timers might recall that the copilot doubled as cabin attendant until the first hostess class completed their training in December 1935. Pete is one of the senior pilots who came to TWA via the Ozark merger (hired 4/29/57) and is an MD-80 pilot and director, pilot development programs. During his first six years (with Ozark) Pete was flying the DC-3. TWA had retired the DC-3's from regular schedules in 1953, although several were in use for special flights and ferrying Constellation engines as late as 1957.

The passengers list aboard the flight to STL, for one or two segments, or the entire flight, included several members of the Foundation such as: Dewey Smith (the organization's president), Harry Gann (their historian), John McWilliams (a great mechanic) and others. Representatives of other Foundation sponsors (Honeywell Inc., Flight Safety International). Chuck Hillinger (feature writer for the LA Times). Bob Norris and Roy McClellan (FAA). TWA vice presidents Don Morrison, Brian Hermansader and Jerry Nichols, and Ed Betts (retired TWA pilot and historian).

Ron flew the first leg from LGB and thereafter he alternated with Pete changing seats in the cockpit. The usual cabin attendent welcome and briefing to the passengers was a shock; there was no need for the oxygen demonstration and the explanation of emergency exits was too simple: the one main cabin door or, the small cargo door behind the cockpit. There was also a hatch above the pilots or through the baggage area in the tail. If a door latch wouldn't unlock, kick it open and jump!

By coincidence an Air Force B-1 bomber took off from LGB just before the DC-2, which made quite a contrast in the history and progress of American aviation.

The leg to PHX (nearby Deer Valley Airport, a base for Flight Safety Int'l.) was "routine", as was the entire trip to STL. After years of piloting the jets several miles above certain mountain tops it was an unusual experience to be cruising near their same altitudes (11,000') and to the side. A great view and one which passengers on a jet seldom have the opportunity to enjoy. At 11,000' we had an indicated airspeed of 156 mph, a true of 187 and with a 13 mph tailwind we were speeding across the country at 200 mph. The local media had two helicopters photographing our arrival and departure at PHX. There was an added bit of nostalgia when a WWII Stearman "Kaydet" trainer flew in a supply of oil for the DC-2.

After a lunch on the ground, tours of the plane by local guests and refueling the tanks (100 octane gas, TWA used 87 octane for takeoff and 80 for cruise) we boarded for the next leg to ABQ. Then, more than any other time, the sometimes discomfort of the DC-2 prevailed...there is no circulation of air in the cabin (and no ground air conditioning unit was available) until you are in the air, and it can be hot. It was a 105 degree day at PHX, hotter in the cabin.

However, there were no complaints from the passengers as this was just like it was 50 years ago.

Mother Nature also also cooperated by lining up a maze of buildups or thunderstorms along the route to ABQ. Instead of looking down at the weather or picking your way through with the aid of radar, we were at or below the bases of the clouds and looking up. The pilots did a great job and, except for an occasional bit of "light chop", it was a smooth ride.

51

The crew of Capt. Ron Reynolds, Jara Humberr, Capt. Pete Sherwin and Ginnie Hall.

BELOW:

Capt. Reynolds conducting "baggage drill".

BOTTOM LEFT: The DC-2. Note the football-shaped VHF/VOR antenna located below the cockpit.

LEFT:

THE FLIGHT of the DC-2 TWAer Paul den Ouden claimed a DC-2 "first" when he used a cellular (portable) telephone to talk with TWA ramp at ABQ with regard to ground arrangements. Dan Colburn (one of the Foundation's DC-2 pilots and a "ham radio operator") used a portable radio for talking to numerous other "hams" along the way.

We parked in front of the old terminal (a Historical Landmark) at ABQ where a large crowd greeted our arrival. Among the greeters were a group of "Clipped Wings"; four had worked on the DC-2 back in its day with TWA. Martha (Banover) Taylor wore the white uniform of that period and Penny (Penland) Thorne had on the dark grey used in the winter. Probably the most typical remark to describe the airplane was "how small it is". After overnighting at ABQ we departed for ICT, the longest flight (3 hours) the restored DC-2 had ever made. There were the usual tours of the plane, and departure to MCI was made at 2pm. Again, it was a very hot cabin. Arrival at MCI was 3:30pm. Prior to landing Pete made a low pass around the overhaul base where hundreds of TWAers were waving their arms. There we deplaned in luxury...TWA maintenance had built a set of wooden steps, complete with a blue carpet and hand railings. The portable aluminum steps carried aboard the plane were a bit awkward for ladies with high heels.

TWA at MCI also added a bit of authenticity to the interior by furnishing pillows and blankets to the coatracks (mesh netting) above the passenger seats and headrest covers. The sight of the blankets brought some chuckles from the now-veteran passengers who had been aboard at previous stops. However, a very important part of the TWA service in the DC-2/DC-3 years was omitted: a piece of gum to chew on and cotton for the ears...it helped to alleviate the roar of the engines and sometimes pressure on the ears. We departed for STL at 9:30am and arrived at 11:20. On this leg we had an escort flying close formation, a vintage North American T-28 trainer flown by Ed Buerckholtz Missouri Wing of the Confederate Air Force) with Harry Gann taking pictures from the rear cockpit...equally as well photographed during the flight was the T-28 by the passengers in the DC-2.

The plane had a total of 60 hours flying since it was restored. The total flying time for the trip from LGB was 10 hours and 10 minutes. TWA's schedule for the summer of 1935 was 10 hours 50 minutes with stops at Winslow, ABQ, ICT and MKC. The fare was $120 one way, $220 round trip. For the return trip I happened to ride on another twin-engine Douglas transport, the DC-9, to Burbank. The flight was less than four hours, comfortable and above the weather. However, nothing can compare to the DC-2, the Grand Old Lady who pioneered first class air travel starting in 1934.

The Douglas Historical Foundation is a non-profit organization and keeping the DC-2 in a flyable condition is a difficult and expensive project. During the 30's gas cost about 12c a gallon, today it can vary from $1.75 to $2.25. A new battery had to be purchased after arriving STL; cost $600. Liability insurance (including $150,000 for the hull, which cannot be replaced) is $36,000 a year.

Last year an engine had to be replaced ($20,000 for a zero time engine). This engine failed after 25 minutes of flying and the cost for repairs amounted to $13,000. This year, after arriving at STL and during a later local flight the engine failed again. It was a frantic search for parts and repairs to have the plane ready for the TWA 'fly-in' scheduled for September 17 at the St. Charles County Smartt Field. The maintenance crew made the deadline within a few hours and Capt. Reynolds was able to fly the plane to the field in time for the large crowd to admire what was once the "Queen of the Skies". The plane is scheduled to remain in STL until late October for special flights and in the meantime it will be painted at MCI with a special silver coating to protect the exterior.

The "Grand Old Lady" will be flying for many years to follow thanks to the interest and dedication of the Douglas Foundation.

53

RIGHT: A low pass around the MCI Overhaul base.

TOP RIGHT: T-28 trainer flew close formation on the MKC-STL leg with Harry Gann taking photos.

ABOVE: Captains Sherwin and Reynolds with former hostesses Martha (Hanover) Taylor and Penny (Penland) Thorne

Ed Betts enjoying a luncheon (cold) a l o f t .

Martha (Banover) Taylor of the ABQ "Clippedwings" using the small portable steps.

John McWilliams of the Douglas Historical Foundation "pulling the props through".

Well known FAA Inspector Bob Norris a passenger on the MKC-STL leg.

55

TARPA INSURANCE PLANS

GOOD NEWS FOR MEMBERS OF TARPA INSURANCE PLANS

TO:

All Members and Affiliate Members of TARPA

FROM: TARPA Insurance Plans As you may know, the Medicare Catastrophic Coverage Act was signed into law by the President on July 1, 1988. The act will phase in increased coverage under the Federal Medicare Program over an extended period, for example: in 1989, Medicare will pay 100% of covered expenses for an unlimited number of days in the hospital, once a $564 deductible is met in 1990, there will be a "catastrophic" cap o out-of-pocket costs that beneficiaries must pay for doctors' visits covered by Part B of Medicare and also starting in 1990, Medicare will cover a portion of select outpatient prescription drugs.

With this provision in full effect by 1993, Medicare will be paying 80% of prescription drugs after a separate deductible is met.

The success of the TARPA Insurance Programs continues to be demonstrated through increasing number of insureds. This larger spread of risk, coupled with the Medicare changes, will allow us to provide increased coverage with a premium decrease for the Medicare Supplement for 1989.

A recent consolidation of administration functions to our New York office to include claims payment will provide an increased level of service to all members.

For further information about the coverages available through TARPA, please feel free to call or write us.

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

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800-645-2424 Toll Free (516) 294-0220

'Wings of Pride'

57

Several invaluable TWA reference books are kept within arm's reach of the Skyliner desk, much used. Two are pictorial histories, "Legacy of Leadership" (1971) and a sequel, "The Making of an Airline" (1981). And of course there is the history of TWA by Robert J. Serling, "Howard Hughes' Airline", published in 1983.

Now there is a fourth, "Wings of Pride", published in connection with the celebration this month of the 50th anniversary of TWA's flight attendant corps. This really is an important book. Whereas the previous pictorial histories focus on what was once called the "business end" of an airplane — the cockpit — today it could be said the business end is the flight attendant, who more than any other person represents TWA to the traveling public.

No matter what your job with TWA, we think you'll enjoy "Wings of Pride" and urge everyone to get a copy

TWA SENIORS CLUB RENDEZVOUS IN MONTE CARLO IN 1989 This reunion will take place from Wednesday, April 16th., to Saturday, April 29th., 1989 at the Park Hotel in Nice France with an opportunity to play the famous French Riviera Golf courses, tennis at the Monte Carlo world championship courts or swim in the Mediterranean Sea. The get together will be followed by an optional "Discover Corsica" mini-cruise to Napoleon's and Christopher Columbus "Ile de Beaute", Saturday, April 29th. to Friday, May 5th., 1989.

Several of our TARPA friends who flew World War II B-25 bombers from Corsican U.S. Army Air Corps bases expressed the desire to meet with their still active Paris-based colleague and Vice President-International/Flight Operations, Claude Girard, who also accepted to be at the Nice/Monte Carlo Rendez-Vous banquet as guest speaker.

3000 years ago, the ancient Greeks already called Corsica: Kalista, ie; "The Most Beautiful" of their Mediterranean islands. It certainly is practically unknown to Americans as the best kept secret island of the Mediterranean, unspoiled by mass tourism and mostly visited by European aristocracy and travel connoiseurs though flown over by TWA aircraft for 42 years.

Attendence at our Nice/Monte Carlo Rendez-Vous will be available to all TWA International and Domestic retirees while the "Discover Corsica" cruisetour will be limited to 46 participants. Cost of both packages to be announced in due course to those TWA Seniors and TARPA members who advance-book (first come, first served or wait-listed) in the U.S. with Tour Director Jerry Condon, 508 Cindertree Lane, Boulder City, NV 89005, Phone 702 293 2710 or with European coordinator, Dieter Friedrich, 14 Quai Antoine Ist, Monte Carlo, Monaco, France. Phone 93 50 50 50.

Dieter says it is a central and pleasant location and that Nice/Monte Carlo were B-707 online stations which, unfortunately, some former 605 executives gave up to Pan Am. A.T. Humbles flew the inaugural flight into Nice.

From Capt. Fred Mahler; WINGS OF PRIDE, a hardback book, was made by TWA for the 50th anniversary of the TWA Flight Attendants which was December 6, 1985.

The enclosed publicity notice is self explanatory other than the fact that WINGS of PRIDE is a non-profit project and sponsored by our airline.

My wife, Gwen, co-authored this book and thought that this book would be an interesting addition to active and retired pilots; memories.

I spoke with Joe Brown and he suggested that I send this publicity notice to you for the next publication of our TARPA magazine.

Thanking you in advance for your help. Sincerely, Fred Mahler [Publicity mentioned above appears elsewhere in this issue].

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Lee-John Enterprises 52 Westgate Drive Sparta, NJ 07871 Price still the same, $4.00 each except for the Captains wings which are $6.00 as a tie tac or clasp. $5.00 for lapel pin and $10.00 for the Bolo tie.

Also have the Ford Trimotor for the Eagles out there and us young fellows too.

F/E Larry Fauci

Left to right Tom Carroll, Lew Thompson, Larry Fauci, Jack Harpster & Paul Kelly Evidently Katie Buchanan didn't trust this bunch with her good glassware'

60

TWA HIGHLIGHTS OF YESTERYEAR

By Bill Dixon Forty years ago - 1948!

With World War II a bare three years behind us, here are some of the happenings, significant and otherwise, that marked the year 1948 on TWA. They were skimmed from the Skyliner, which was published weekly then.

"Air Cargo Derby" kicked off with prizes for stations and individuals.

Cargo was big then....Coming year termed as TWA's "Year of Decision by Harold Koontz, Assistant to the President.

Captain Gene Klose presented 15 year pin by Captain Cliff Abbott, Central Region Operations Manager...Hiring programs began for navigators and flight radio officers reequired for the 12 749 'A's soon to be added to the Inter national operation.

Frank Parent, Supt. of Flight Engineers at LA, shot a record size 300 pound black bear on hunting trip. It charged the party and was dropped 10 feet from Parent after 11 shots. Some bear!

More definite control of the "no show" problem is needed, declared Russ Petitte, Reservations Manager.

"Quickie Vacation" advertising theme is launched...E.O. Cocke, Vice President, Traffic, announced that service would be inaugurated to Quincy, IL, Hannibal, MO and Springfield, MO. Orville Wright died in Dayton, Ohio, on January 30. He had cooperated in helping TWA many times, according to the Skyliner.

A.V. Leslie, Vice President and Treasurer, explained that heavy demand for U.S. products was creating a dollar shortage overseas. Oh, for the good TWA planes will begin making full use of ILS at 17 stations, according to Frank Busch, Director-Operations...Expansion was in the air, Santa Fe, NM, Scranton-Wilkes Barre, PA, Worcenter, MA and Baltimore, MD authorized as stops.

Any employee whose monthly salary exceeds $350 will not be eligible for overtime. Inflight training was headed by Captain Bert Cooper. Captain Harry Campbell was in charge of overall flight, ground and Link training.

Captain Thomas Duffy and First Officer Everett "Lum" Edwards flew first flight (DC-3) into Springfield, IL,, Lum's home town. His mother christened the plane...Inaugural flight from Baltimore piloted by native Captain Joe Brown; departure witnessed by his parents, wife Eliese and 3 children. Today Joe is president of TARPA and he and Eliese have 7 children and 17 grandchildren! What an accomplishment!

David Behncke, President of ALPA, concurred with TWA's decision to halt service into Lydda in Palestine as aftermath of reports one of our planes was fired upon.

Skyliner carried article on hostesses compliments for Captains G.E. Johnsen, Bob Mabrey, Floyd Hall and Don Smith for making trips through the DC-3 cabin on their flights. Passengers love it, they said. FAA was friendly then!...Hostess applicants and to be age 21-28, 5'2" - 5'7"; good appearance, personality and health, unmarried and stay that way as long as employed as hostess. No ifs ands or buts!

At start of 1948, TWA's total assets were $64,960,530. Subtracting liabilities, total assets were $7,023,335! In 1947, according to President LaMotte Cohu, U.S. Airlines carried more passengers and cargo, and lost more money than ever before in history...A 3 months domestic on-time contest started April 16.

Cohu resigns and Company is ruled by executive committee consisting of Pearson, John Collings, A.V. Leslie & Noah Dietrich, V.P., Hughes Tool, 61

TWA HIGHLIGHTS OF YESTERYEAR Captain Jim Polizzi was Operations Manager, Europe. Trans Atlantic schedules increased from 34 to 44 per week through introduction of 7 sleepertype 749 Constellations out of total order of 12. TWA charged that PAA application to enter domestic field was motivated by revenge growing out of its losing battle to maintain a monopoly on international air service.

Captain Otis Bryan, 19 year veteran of TWA, resigned as TWA V.P. to join Phillippines Airlines as V.P....In France, one U.S. dollar was worth 300 Francs, making France inexpensive compared to U.S. Don Hawley, Dispatcher, received his 10 year pin from Central Region Operations Manager, Cliff Abbott, and Joe Bell, Supt. of Flight Control at KC...Captains George Rice (Regional Supt. of Flying), Franklin Young, Dutch Halloway and Mel Bowen readh 20 year mark.

DC-3 # 324 converted to engine carrier...Install non-skid wing walkways on Connies to reduce hazards to Flight Engineers and mechanics during refuelings and inspections.

DCA, DAY and ABQ added to Connie schedules...Hostess Dorothy Beck makes 100th. trip across Atlantic...First all sleeper Connie service began Oct. 1 NY-Paris. Named Paris Sky Chief.

Ad features World-Proved 300 MPH TWA Constellations, record on-time performance, flight crews...Photograph of Captain Jimmy Philpott's personally modified, engineered and constructed AT-6 on front page of 28 Oct. Skyliner.

Johnstown, PA, joins TWA network when Casey Roddy and A.T. Humbles fly first flight into there... Employees approved to purchase tickets anywhere on TWA for self and dependents at 50% of lowest prevailing tariff...Harry Hoyt makes a 190 yard hole in one in Cairo. Fellow golfers were Ed Frankum, Hugh Herndon (Operations Manager, Middle East) and Don Treu.

TWA filed request with CAB for approval of excursion rates. Airlines nowdays just put them in effect!...Cockpit crews don new gray uniforms, abandoning blue to the delight of David B. Kuhn - TWA Captain, philosopher, humorist and alleged Confederate sympathizer!

CAB reaffirms its decision to require a Flight Engineer on 4-engine aircraft...TWA asks CAB to approve DC-3 Skycoach service between KS and La; one way fare $59.50 versus standard $92.90.

Roger (Goldy) Goldthorpe appointment as Supervisor of Flight Radio Officers announced by Capt. Bob Springer, Operations Manager, Atlantic Region.

END MORE RECENT TWA NEWS TWA has reported the highest operating profits ever attained in the history of the Company for a second quarter and first half based on preliminary results for these periods in 1988.

1988 VS 1987 Reported in millions-2nd. qtr.

Operating profit 106.4 96.2 Net Income 97.2 52.8 The total number of pilots that have been removed from the seniority list due to retirement/attrition through August 1st is 107.

Four year agreement with Nippon Cargo Airline calls for 14 complete 747 crews on special assignment based at JFK. Destinations - SFO-ANC-AMS. 2 yr. assignments beginning October 1988. Required to have 500 hours on 747. Flat rate salary at 85 hous plus 4% override. 36 days vacation. Life/health insurance by TWA will continue.

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THE PLEASURES OF NON-REV TRAVEL Bob Adickes once said, "The air traveling public defies all rules of human behavior; the more the airlines abuse them the more they come back in ever increasing numbers."

I know others run into the same problems in using our passes as I but I often wonder how many. I have flown on TWA very little since my retirement in 1979 due largely to problems and inconveniences encountered plus, thanks to two of my sons, we have unlimited free passes on U.S. Air and American.

Some of us will remember when there was no charge for passes. Then the Company instituted a service charge saying it was to cover the cost of clerical help, meals etc. With the advent of the jets they further imposed a service charge for first class and kept increasing this.

Evidently, some stations do not feel obligated to put on non-rev meals. I go through all the procedures, listing with reservations in the middle of the night, confirming at the ticket counter, standing by until the last minute at the gate, only to get on board to be greeted with, "there are no meals for you."

We came up from Tampa to St. Louis having the gate in St. Louis over an hour before would get on due to load, name called ten on to be told unconcernedly "no meals for

listed beforehand, arrived at scheduled out, told doubtful we minutes after departure and rushed you."

We listed for a 1011 flight out of Phoenix to New York. There were a lot of non-revs on board in first class, all told no meals. There was an agent who was employed at Phoenix on board with his wive non-reving who I knew as he used to be at Newark. He asked if we got a meal which we didn't and he didn't. He said he was working the night before and had ordered meals for the flight and had ordered for a full load. Makes one wonder, did TWA get billed for full load meals and, if so, were they reimbursed? Or was someone enjoying a rake off? Remember back in the sixties when TWA caught quite a few people with their hand in the till, extorting etc.?

Many non-revs are left at the gate in the last minute rush. TWA had just originated a 1011 flight out of Seattle and we hoped to get on. Patiently we waited at the gate and when I saw them start to close the door I went up and asked and was rushed on only to find about a third of a load on board.

When leaving St. Louis after the TARPA reunion I called reservations to get listed on a flight shown on the timetable. The first agent was too hard to understand so called back and was told no such flight. I called again and told the computer didn't show any such flight so I asked for a supervisor who then told me the timetable was mistaken and the flight hadn't originated yet as was planned when the schedule was printed.

Remember the blizzard three or four years ago in New York? We were trying to get to Lisbon for the Seniors Portugal tour. Was told no seats on the Lisbon flight and put on the Madrid flight. Learned from those on the Lisbon flight that there were seats available. Was told after boarding they only had enough for 2 martinis on board. Sat on the ground for five and a half hours. After about two hours the Captain announced they were waiting to be de-iced. That was the only word until ready to taxi. Service enroute was almost non-existent.

A.T. Humbles 63

SOMEBODY APPRECIATED OUR COUNTRY! The following still makes interesting reading although it comes from a radio broadcast by a Canadian newsman, Gordon Sinclair, way back in May of 1973.

Mr. Gordon passed away 17 May 1984. We all know our country rushed aid to the victims of the recent hurricane, Gilbert, that wrecked horrible havoc in Mexico and the Islands. Did anyone hear of Russia or any other country, for that matter, rush in to help?

This Canadian thinks it is time to speak up for the Americans as the most generous and possibly the least appreciated people on all the earth....

Germany, Japan and, to a lesser extent, Britian and Italy were lifted out of the debris of war by the Americans who poured in billions of dollars and forgave other billions in debts. None of these countries is today paying even the interest on its remaining debts to the United States.

When the franc was in danger of collapsing in 1956, it was the Americans who propped it up, and their reward was to be insulted and swindled on the streets of Paris. I was there, I saw it.

When distant cities are hit by earthquakes, it is the United States that hurries to help...This spring, 59 American communities were flattened by tornadoes. Nobody helped.

The Marshall Plan and the Truman policy pumped billions upon billions of dollars into discouraged countries. Now newspapers in those countries are writing about the decadent, warmongering Americans. I'd like to see just one of those countries that is gloating over the erosion of the United States dollar build its own airplanes. Come on, let's hear it!.

Does any other country in the world have a plane to equal the Boeing jumbo jet, the Lockheed Tri-Star or the Douglas DC-10? If so, why don't they fly them? Why do all the international lines except Russia fly American planes?

Why does no other land on earth even consider putting a man or woman on the moon?

You talk about Japanese technocracy, and you get radios. You talk about German technocracy, and you get automobiles. You talk about American technocracy, and you find men on the moon-not once but several times-and safely home again.

You talk about scandals, and the Americans put theirs right in the store window for everybody to look at. Even their draft dodgers are not pursued and hounded. They are here on our streets, and most of them-unless they are breaking Canadian laws-are getting American dollars from Ma and Pa at home to spend here...

When the railways of France, Germany and India were breaking down through age, it was the Americans who rebuilt them. When the Pennsylvania Railroad and the New York Central went broke, nobody loaned them an old caboose...

I can name you 5,000 times when the Americans raced to the help of other people in trouble. Can you name me even one time when someone else raced to the Americans in trouble?

I don't think there was outside help even during the San Francisco earthquake.

Our nieghbors have faced it alone,and I'm one Canadian who is damned tired of hearing them kicked around.

They will come out of this thing with their flag high. And, when they do, they are entitled to thumb their nose at the lands that are gloating over their present troubles.

64

"Libra (September 23—October 23): Busy, busy, busy. The accent is on excitement and romance. Be ready for a flurry of calls, invitations ..."

DEAN MILLER

JUDY THOMPSON BETTY HUMBLES LEW THOMPSON

LARRY MURCHAN GENE EXUM

65

HIGH FLYING, HIGH COST CONCORDE AIRCRAFT The Concorde, paid for by French and British taxpayers, was forecast in

1962 to cost between $400 and $460 million for a production run of 16 jets.

By 1978, when the last of the 16 came off the production line at the British Aircraft Corporation's Bristol works, the cost had soared to more than 13 times as much: a total of $4.28 billion, or nearly $267 million for each of the 11 Concordes now in service. $

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Your editor has mixed emotions when he recalls that we too, the United States, had a super sonic transport development program. After spending millions, Senator Proxmire led the pack in shooting down the entire project. From reports I read, it would have cost very close to the same money to have completed the project and have a prototype flying as it did to wind down the project plus it put a lot of people out of work around the country.

News reports said that 700 people in New Jersey alone were suddenly put out of work. Had we gone on to production we probably could have let France and England have them at a much better price than the above figures especially when you consider we might have given them long term loans at interest rates horribly lower than what our kids today have to face if they are buying a new home. $

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Re the foregoing, call it sour grapes if you wish but anyone, and a lot of you have, has been on the ground at JFK airport when the Concorde was taking off must wonder why the FAA just flat looked the other way when it came to noise restrictions. What an earth shaking, ear splitting experience to witness. Unbelievable, unbearable, excruciating. If we had made one do you reckon the FAA would have allowed such uncomfortable decibels? $

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Hagar the Horrible

If it takes longer to rest than it does to get tired, you are over the hill! $ $ $ $ $ $ The computer is a great invention. There are just as many mistakes as ever, but they are nobody's fault.

Nothing increases your golf score like witnesses.

66

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INSURANCE

Reagan Signs Catastrophic Care Act

67

For some elderly, health plan's cost

may be catastrophic

The Big Gray Money Machine Business ventures of the American Association of Retired Persons have aroused a host of critics

RECOMMENDATION & SUGGESTIONS For a tax deductible worthy cause where every penny goes to the recipients and none is funneled off by professional fund raisers or high salaried help you need to look no further than our own TWA PILOTS RETIREMENT FOUNDATION. This help goes to those pilots and/or their widows who were forced to retire back when the pension was very little. Each case is carefully considered for need. Send your check to; THE TWA PILOTS RETIREMENT FOUNDATION, INC. ALPA Federal Credit Union 825 Midway Drive Willow Brook, IL 60521 Note on your check - Account # 90-17470

If you were ever a commissioned officer in any branch of U.S. military service you are invited to join their association Dues are $20. Send name, rank and serial number to; THE RETIRED OFFICERS ASSOCIATION 201 N. Washington Street Alexandria, Virginia 22314-0075

Last month we published a telephone number for Howard Johnson, 1-800-6343464 whereby you supposedly could get 50% off lodging if you belonged to any national seniors' organization. Tried it recently for Charleston, SC, where they have two places. Was told neither participated. I've never been able to get those Avis/Hertz discounts you can supposedly get by belonging to ALPA or AOPA either. Most motels do give 15% off if you are a senior citizen. Anyway, we stayed at the Holiday Inn in Charleston at a slightly better rate.

TWA would like you to notify them when you have a change of address. Send payroll number, name, address, social security number and effective date to TRANS WORLD AIRLINE, INC. Employee Benefits Section P.O. Box 20007 Kansas City, Missouri 64195 They will change TWA address records only.

Usher: "How far down would you like to sit?"

Little old lady: "All the way, please. I'm very tired."

71

C O N G R A T U L A T I O N S !

The following members join the ranks of EAGLE as of January 1st having reached the magic age of 75 during the year 1988.

Capt. Robert G. Babson Capt. Stephen A. Bassford F/E Andrew O. Beaton Capt. Robert W. Brower F/E Walter F. Buchholz F/E Joseph A. Creswell Capt. James L. "Dee" Graham F/E Richard C. Hellar Capt. Harry G. Hoyt Capt. Clarence E. Kulp Capt. Clem W. Morehead Capt. John T. Peek F/E Allen D. Shoalts Capt. Darrow Smith Capt.

Cyrus E. Stewart Capt.

Howard M. Swayne F/E Lester E. Young

(New Member - 80 in 19881

The growing list of TARPA's distinguished EAGLES will total 132 going into 1989.

Good health, long life and Best Wishes to all.

McCombs

72

NEW MEMBERS & NEW SUBSCRIBERS ----------- (Read across) 10-01-1988 ----------------------------------------------------------------------------------------------------------------------------------------

(A) BLOCHOWITZ, ROLAND A. CAPT. (DONNA)

Paqe 1

(R)

3603 HUNTERS BAY

DALE. HENRY G. FRO 117 BUCK LANE

SAN ANTONIO. TX 78230

NEW CASTLE. DE 19720

512-493-5935

302-655-5090

(S) GENZ, MARILYN J. MISS P.O. BOX 7130

(A) MILLER. GID CAPT.

ELGIN. IL 60121

P.O. BOX 7349

303-469-6457

SARASOTA, FL 34278 813-378-1932

(BETTY)

(R) PALSSON. E.E. "GENE" F/E (KATHRYN) (S)

40 MARIELE DRIVE

PROCTOR, JON MR.

FAIRFAX, CA 94930

67 MILWAUKEE AVENUE

415-457-1667

BETHEL. CT 06801

(A) PUE, CHARLES L. "LES" CAPT. (MARGARET) (R) RUHANEN, ARTHUR U. IRO (PEARL)

2070 ROBIN HOOD LANE LOS

ALTOS,

CA

11370 WATSONVILLE ROAD

94022

GILROY. CA 95020

415-969-0594

408-842-37476

(R) SEPTER, CHARLES K. "RED" CAPT. (ELIZABETH-"LIBBY") (R) SMITH, THOMAS A. CAPT. NANCY

741 PAMELA DRIVE PUNTA GORDA, FL 33950

2236 PRINCE LANE

813-639-5765

NAPLES, FL 33962 813-775-8555

(R) SPEDDING, FRANK S. FIE (KATHY) (R) TUCCI, BERNARD CAPT. (DOROTHY)

1577 FULLING MILL ROAD LANGHORNE, PA 19047

2 CLARIDGE DRIVE, APT. 9NW

215-968-2462

VERONA, NJ 07044 201-239-0534

(A) WEBSTER, B. L. (BOB) CAPT. (JACKIE) 8703 MEADOW LANE LEAWOOD, KS 66206 913-381-3534

73

ADDRESS CHANGES and/or CORRECTIONS.................(Read across) 10-03-1988

Page 1

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

(R) ASIRE. JACK B. CAPT. (EVELYN)

(RI BECKNER, RICHARD R. "DICK" CAPT. (CONNIE}

2516 ENTRADA DRIVE

112 OLD WHARF ROAD, E11

VIRGINIA BEACH. VA 23456

DENNISPORT. MA 02639

(MAY 1-OCT 30)

508-394-6351 (RI BERLETTE. LELAND G. "LEE" CAPT. 147-74-B LAKESHORE DRIVE LAKE RONKONKOMA, NY 11779

(A) BEUERLEIN. EDWARD W. CAPT. (JOAN)

516-471-6038

92 WAGONWHEEL ROAD SPARTA, NJ 07871 201-729-2382

(R) BOTTIERI. HENRY F. "ENRICO" CAPT. (GEORGETTE) 9190 SWAN CIRCLE FOUNTAIN VALLEY, CA 92708

(OCT 16-MAY 14) (R) BOTTIERI. HENRY F. "ENRICO" CAPT. (GEORGETTE)

714-964-4864

P.O. BOX 73 DUANESBURG, NY 12056

(MAY 15-OCT 15)

518-355-0127

(R) BRANDT. LOWELL D. CAPT. (SUZANNE) P.O. BOX 276 POWAY, CA 92064

(R) BROUGHTON, ARTHUR L. CAPT. (JANET)

619-673-0714

1950 SPYGLASS CIRCLE VISTA, CA 92083 619-727-7129

(R) CLARK. JACK E. CAPT. (JANE) 3541 CINNAMON PLACE SPRINGFIELD, MO 65809 417-883-3903

(R) COLBURN, RICHARD R. CAPT. (GEORGIA) SEVEN DEVILS 104 SKI VIEW ROAD

(R) DAVIS, CHARLES E. A. CAPT. (ELNONA "NONY")

BANNER ELK, NC 28604

2911 SEAN DARIN CIRCLE

(JUN-SEP)

704-963-6772

LAS VEGAS, NV 89102-6839 702-361-8990

(R) DeCELLES, J.L. "LARRY" CAPT. (BETTY) 1920 W. PARKWEST DRIVE. #35-A

(R)

PARK CITY, UT 84060

DOERY, FRED CAPT. (NAN)

(JUN-SEP)

801-649-8183

c!o GIMLAN RD #2, WEST SHORE ROAD CARMEL, NY 10512

(H) DUNN, ANNETTA MRS. (RAY! 310 N. 49th, #A3 KANSAS CITY. MO 64112

(H) FINCH. FRANCES MRS. (HARRISON)

816-756-2075

C/0 CMDR M.L. FINCH 2296 HASTIE LAKE ROAD OAK HARBOR, WA 98277

(R) GRAVER, Jr., JOHN T. CAPT.

(DIANE)

1690 IXORA DRIVE (S)

HEEP, DONALD W. MR.

NAPLES, FL 33940

3435 DON ORTEGA DRIVE

813-262-4863

CARLSBAD, CA 92008 619-431-1915 (RI HERENDEEN, 808 D. CAPT. (JACQUELINE) 18546 RANCHO VISTA DRIVE [A) HIBBELER, GEORGE A. F/E (REGINA) 12566 22 ST.

RAMONA, CA 92065

MARINE AVE.

LOUIS.

MO

619-789-6154

63146

314-878-4991 (H) HOSKINS, BOBBE MRS. (JIM) 1621 CHELSEA ROAD PALOS VERDES ESTATES CA 90274 74

213-375-5754

ADDRESS CHANGES and/or CORRECTIONS

. (Read across) Page 2

0-03-1988 ----------------------------------------------------------------------------------------------------------------------------------------

(R) JOHNSON, WILLIAM CARL "CARL" CAPT. (WANDA)

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

2725 KELL ROAD

FLEMINGTON, NJ 08822

SIGNAL MOUNTAIN. TN 37377

201-782-2162

615-886-2121

(E) LAMBERT, GORDON W. CAPT. (MARGARET)

(R) KOBYLACK. JOHN A. F/E (CLAIRE)

10501 LAGRIMA DE ORO N.E., #121

P.O. 80X 350370

ALBUQUERQUE, NM 87111

PALM COAST, FL 32035 904-437-2689

(A) MacNAB, CHARLES E. CAPT. (GEORGANNE)

(R) LEONARDO, JOSEPH F/E (MARJORIE)

1865 PENNY ROYAL LANE

HCR 77, BOX226

WENTZVILLE,

SUNRISE BEACH, MO 65079

MO

63385

314-327-1999

314-374-7350

(R)

(R) MANLEY, GEORGE L. CAPT. (ELIZABETH)

41-300 JAMAICA SANDS

8807 NE 142 AVE. VANCOUVER, WA 98682

MANLEY. GEORGE L. CAPT. (ELIZABETH-"BETTYE") BERMUDA DUNES. CA 92201

(APR 15-OCT 31)

(NOV 1-APR 15)

619-345-5230

(A) MEYER, WILLIAM J. CAPT. (RI McFARLAND, H. LEO CAPT. (JUNE)

11605 QUAIL RUN ROAD

4704 WEST 120th STREET

PEPPERTREE POINTE

OVERLAND PARK, KS 66209

FT. MYERS, FL 33908

913-345-9151

813-481-7429

(S) (R) MITCHELL. ALBERT E. "AL" CAPT. (NANCY)

MURRAY. B. LLOYD 637 WOODCHUCK

30939 CORTE ARROYO VISTA

LAKE ST. LOUIS MO 63367

TEMECULA, CA 92390

314-625-1506

714-699-0169 (R) PYTEL, STANLEY F/E (BETTY) 4601 W. 113th STREET

(A) NICKERSON, ROBERT M. F/E (MARION) 533 E. 24th ST., APT #2

LEAWOOD, KS 66211

ANCHORAGE, AK 99501

913-345-1421

(A) REID, WILLIAM J. "BILL" CAPT. (ARIAN)

(R) REGAN, LEO A. CAPT. (JOYCE)

20 PARK COURT, #2A

1998 BROADWAY, #1106

DURHAM, NH 03824

SAN FRANCISCO, CA 94109 415-921-4305

(R) RUPPENTHAL, KARL M. CAPT. (ALICE)

(H) ROACH. PATRICIA MRS. (HENRY)

BOX 570

RT #1. BOX 332

BLAINE, WA 98230

AYLETT, VA 23009

(APR-SEP)

604-228-0076

804-994-2859

(R) SCAHILL, JAMES P. CAPT. (MARY) (R) RUPPENTHAL, KARL M. CAPT. (ALICE)

P.O. BOX 316

2901 GOLDEN RAIN ROAD, #7 WALNUT CREEK, CA 94595 604-228-0076

ANGEL FIRE. NM 87110 (OCT-MAR) 75

ADDRESS CHANGES and/or CORRECTIONS.................(Read across) 10-03-1988

Page 3

(R) STUFFINGS, ROBERT W. CAPT. (DORIS)

(R) THOMPSON, VAN H. F/E (JEAN)

5970 COUNTRY CLUB WAY SARASOTA, FL 34243

707 CHRISTINA DRIVE (OCT-MAY)

INCLINE VILLAGE, NV 89450

813-351-4000

702-831-5930

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

(E) WELLS. RAY W. CAPT. (BETTYE)

22 RUSSELL STREET

370 SHERIDAN AVENUE

MANCHESTER, NH 03104

SATELLITE BEACH, FL 32937

603-645-6720

407-777-6106

(R) WILKINSON, THOMAS G. CAPT. (DIANE)

(R) YOUNG, DONALD F. CAPT. (NELL)

23 CARRIAGE WAY DANVERS, MA 01923

76-659 CHRYSANTHEMUM WAY (JUN-SEP)

PALM DESERT, CA 92260

508-774-7199

(R) YOUNG, DONALD F. "DON" CAPT. (NELL)

(R) YOUNG, Jr., HARRY E. F/E (DOROTHY)

16 OAK SHADOW LANE APTOS, CA 95003

RT #1, BOX 55-3 (MAY-SEPT)

HARRISVILLE, NY 13648

408-688-3784

(JUN 15-SEP15)

315-543-2219

(R) YOUNG, Jr., HARRY E. FIE (DOROTHY)

(R) ZERBONE, CLIFTON A. "JERRY" F/E (MARY)

2101 CHRISTIAN LANE, UNIT 701 JOHNSON CITY, TN 37601

(OCT-APR)

619-345-5857

607 LAKE HURON LANE (SEP 15-JUN15)

BOULDER CITY, NV 89005

615-929-0061

76