1989.02.TARPA_TOPICS

NEW ORLEANS, HERE WE COME! THE STEARMANS BY ED BETTS

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA FEBRUARY 1989

DC-4 AND CREW

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

GRAPEVINE EDITOR RICHARD M. GUILLAN 1852 Barnstable Road Clemmons , NC 27012 919 945 9979 HISTORIAN & CONTRIBUTING EDITOR EDWARD G. BETTS 960 Las Lomas 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.

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

The Active Retired Pilots Association of TWA

PRESIDENT'S MESSAGE

December 29, 1988

The long hot summer ended abruptly on December 27th at the Lake of the Ozarks with four inches of snow followed by bitter cold. I do hope that you enjoyed the holiday season and that 1989 will be better than the best year of your life so far.

John Lattimore's early mailing for the New Orleans Convention gives us a great opportunity for a head start on reservations.

Have you sent yours in?

Lum Edward's TARPA Steamboatin' makes a perfect addition to the Convention. Did you get your reservations in on time?

The 1990 Convention is scheduled for April 7 thru 10 at Hershey, PA. Capt. "Vic" Hassler will have more information for us at New Orleans.

The 1991 Convention site has not been determined. At the present time we have proposals from the Colorado Springs, CO Marriott and The Lodge of the Four Seasons on the Lake of the Ozarks in central Missouri. Do you have any sugThe decision should be made by the Board of gestions?

Directors at the meeting in MSY .

Several members of the Board of Directors have indicated that they may not be candidates for re-election. Send your suggestions for nominations to Harry Jacobsen, Chairman of the Nominating Committee, 848 Coventry St., Boca Raton, FL 33431.

Please be sure your nominee will accept if elected and will be at the Convention in New Orleans. It is also permissable to volunteer for any of these positions.

Have you paid your 1989 dues?

LET'S ALL HAVE A BALL IN NEW ORLEANS ! !

Joseph A. Brown, Jr. Pres ident, TARPA

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SECRETARY / TREASURER REPORT

At the time of writing (January 5th), all records are not yet complete but it can be reported that 1988 was another good year for TARPA. The ' 88 Business Meeting/Convention/Reunion was a great success. The Board of Directors further modernized the Association's FISCAL POLICY during the Annual Meeting in Tucson and, during the October semi-annual meeting, approved a liaison with the TWA CLIPPED WINGS, International (former TWA cabin attendants) similar to that existing with the TWA SENIORS and confirmed the intent to add to the contingency/reserve fund setting the dues structure for 1989 at $25.00.

Overall membership continues to increase. It's give a little; take a little.

60 were welcomed into TARPA as new Members during the year; 14 were removed by delinquency or resignations; 15 transformed; 21 moved into the non-dues paying EAGLE classification. Members hip roster stands at 1572 with 1155 Retired; 178 Associate (Active); 123 EAGLES and 116 HONORARY. It could be added here that a good number of EAGLES and HONORARY Members do not adhere to the non-dues paying philosophy considering the $1830.00 received as contributions during 1988.

Finances in excellent shape. 1988 will show an excess close to the amount added to the reserve fund in 1987. A recent review of IRS tax code indicates we may have a small Federal tax liability on interest earned from our investments. This matter is still under consideration.

Dues return for 1989 has been excellent to date. 73% have submitted their checks and the S/T wants to thank the majority who completed the envelope flap in its' entirety. Four new EAGLES were discovered when they advised a birthdate for the first time .... Jake Fisher, Mac Donald Hays, C.T. Morris and Everett Wolf passed 75 during 1988 and were not. included in the list published in the November. TOPICS. A glance at the number of changes/corrections in the back of this issue should support the need for completion of these forms when requested.

Particular thanks to those of you who included nice letters and notes with your checks. It has been one of the rewards of this job. As much as I have enjoyed working with and for you, I feel it is time for a change. I'm proud of the accomplishments over the past four years but feel the time has come to move on to something else. It is hoped that a replacement will come forward prior to Convention so that we may work towards a smooth transition by April..

Computer or financial experience is not a pre-requisite and I think you will enjoy the work. Joe Brown or Harry Jacobsen will accept job applications for the term starting in April. but let's get started now.

Have a Good Year!

McCombs

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In Memoriam PAUL W. MILLER

VERNON J. OLSON

3 October 1988

1 January 1989

MORE ON SOCIAL SECURITY NOTCH BABY Over 40 Congressman have indicated their support of the legislative Bills introduced by Senator Sanford and Representative Ford to correct this inequity.

Here is how your benefits would be increased; For average retiree Year of birth Lump sum payment Yearly increase 1919 up to $1000. $672 1920 $824 1921 $722 1922 $596 1923 $507 1924 $317

Ole Olson reported that an article in the Kansas City Star newspaper concerning a release by the IAM stated that TWA informed the Kansas City Star it was not welcome at TWA's MCI property.

Of the original TAT pilots, seven are still living. Their names are; Otis Bryan, Howard Hall, Ben Hoy, Nick Laurenzana, Les Munger, Fred Richardson and Moye Stephens.

HAVE YOU SENT IN YOUR 1989 DUES?

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EARL LINDSLY Born 30 November 1916 Died 9 August 1988 Captain Lindsly was born in Baton Rouge, Louisiana.

He attended Louisiana State University majoring in Aeronautical Engineering. He began flying in 1939 at Baton Rouge. During World War II he served as a flight instructor in Army Primary Flight Training at Decatur, Alabama. Earl joined Trans World Airlines in March of 1945 and was based in Kansas City where he served as a line pilot, line instructor and check pilot. His retirement came in 1974.

Bee and Earl were married in 1974. They resided at Lake Quivira, Kansas, until moving to Green Valley, Arizona, in March of 1988 where he was very happy.

He belonged to the Old Mission Masonic Lodge in Prairie Village, Kansas, and the Masons conducted his funeral.

Captain Earl Lindsly is survived by his wife, Bee; one son, Gary, of Green Valley; one daughter, Gaynell Meyerholtz, Washington State; two stepdaughters, Judy Schilling of Boulder, Colorado, and Monica Adlard Meyers of Green Valley and five grandchildren.

From Gary Lindsly - We celebrate the passing of my father, Earl Lindsly, to the better life God promises us, the eternal life, free of pain and stress, as a reward for an earthly life lived to the best of one's ability. I'm sure that we are all thankful for my father's life, each in a different way. I'm thankful for his teaching me courtesy and respect for others. He had a strong opinion on each and every thing. There was never any doubt where he stood. I am thankful for his marriage to Bee. They had many happy years together.

The main theme of my Dad's latter life was helping others who were in greater need. I'm thankful that we never got so sophisticated that we didn't hug and kiss each other goodby. Thankful he was happy in Green Valley and that he enjoyed visiting my sister in Washington State. The measure of a person is the breadth and height of the spirit, the legacy of compassion, love and fair play. By this criteria, my Dad was a giant of a man and leaves me with immeasurable wealth of his spirit. We must let go of the presence of the physical life of my Dad, but allow into our hearts the strength of his legacy.

Goodby to my father, my hero, my very good friend. Certainly if I ever see a band of angels, I'll spot my Dad. He will be leading the formation.

From Judy Schilling - Earl held his own special place in my heart. He hated to wait, he hated taking pills and he hated not being able to play golf anymore.

But there were many things he loved. He was a true "pilots' pilot" and loved the Connie. I never fly without wondering if the pilot is as good as Earl was.

He was a scratch golfer much of his life and hard to beat at pool or billiards.

You never counted this wily Cajun out until the last shot of the game. In recent years he became a gourmet cook.

Earl was a kind, honest, reverant and spiritual man. He continually exemplified the Bible command to "Let your light so shine before men, that they may see your good works". The one thought I know he would want to leave us with is a Cajun phrase, to send us out, not to mourn but to live and to dance. "Laissez le bons temps rouler" - He would want us to remember him and "Let the good times roll: ' Bee said "Earl really enjoyed going to the TARPA convention in Tucson in May and so did I."

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WILLIAM I. SANDERS

by Ed Betts Retired Captain William I. Sanders passed away on October 5,1988, after a losing bout with cancer. Bill's military and commercial flying career spanned nearly four decades, from the open cockpit pursuit planes of the early 30's to the Boeing 707 series.

Bill was born in Chicago on August 26,1910, the son of Dr. William F. and Mrs. Sanders.

The following year the family relocated to Parkville, MO, which was to be Bill's "home base" for decades to come. After attending elementary schools in the area he spent his first year of college at Park College, his father was now the Dean. His sophomore year was spent at Ohio State where he was a member of the "Pershing Rifle" unit (ROTC) and the beginning of an illustrious career with the Army Reserves. From 1930 to 1931 he was again attending Park College and then spent 5 months as a "Buck Private" with the 110th Engineers doing survey work.

Bill's big break came in early 1932 when he Bill Sanders reported to Randolph Field for training as an aviation cadet. A month before graduating from Kelly Field (wings and commission), in February 1933, he experienced a couple of incidents which proved his expertise as an aviator. During a cross country flight between Kelly and Brady (TX) the throttle stuck at 1750 rpm. The fuel and ignition had to be cut off, and a "dead stick" landing made on an open patch of ground. A short time later, during pursuit acrobatics, the motor quit which resulted in a forced landing on an open field.

Bill was the last among a dozen members of the Class of February 1933 who would eventually come to work with TWA as a pilot. These include (by their later TWA pilot seniority): Chet Moomaw, Leroy Rainey, Bob Springer, John George, Wilton Frank Busch, Fletcher Grabill, Bill Ambrose, Don Smith, Henry "Red" Miller, Diltz, and Edwin Warren. After graduation Bill was assigned to the 27th Pursuit Squadron, based at Selfridge Field, flying the Boeing P-12. Also members of the squadron were Springer, Bruce Pettigrew and Curtis LeMay. Bill and Curtis did a lot of flying together during instrument practice: one would act as observer (safety pilot) while the other was under the "hood".

In July of 1933, General Italo Balbo led an armada of 25 seaplanes on a flight from Rome to Chicago. The 27th, with an 18-plane formation of P-12's, escorted the Italians on the last leg into Chicago. The next day they entertained them with some of their own stunts and maneuvers and, for their departure a few days later, escorted them as far as Dearborn. These were the depression years when the Army's budget didn't permit much flying time; 25 hours a month was about an average for the "reservists" (the "regulars" had priority). The big opportunity to get in some flying time came with the infamous air mail cancellation (the PO Department cancelled all contracts with the airlines for carrying the air mail) which started in February 1934. The 27th, using the single-seat P-12 biplane, was one of the first assigned to fly the mail. (see the April 1984 'Topics' for a more complete story)

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BILL SANDERS

This was a disastrous period in the history of the Army Air Corps as there were 60 aircraft lost, and 12 men killed until the airlines resumed flying the mail on May 7th of 1934. The "probable cause" was usually given as the inexperience of the Army's pilots flying instruments (under actual weather conditions), they got lost or there were mechanical problems. Bill's orders were to fly Clifford Ball's former mail route from DCA (Bolling Field) to CLE via PIT and Akron. On February 27 he departed with a load of mail on a P-12, ran into snow conditions He was about to near Rockwood (Pa), and the motor quit due to carburetor ice. bail out when there was a break in the clouds and he decided to "ride'er down" to what appeared to be a clearing which was covered with snow. The "dead stick" landing" was successful, but before he could stop the plane it hit a large snow bank that knocked off the landing gear. Bill and the mail were intact and with the aid of a local farmer and his Model 'T' Ford, the mail was transferred for connections by train.

During 1935 he was stationed at Barksdale Field (Shreveport, LA) flying the Al2 and P-26A type aircraft. He was promoted to 1st Lieutenant (Reserve). In October he married Jeanette Bimel, whose father was Chairman of the Board for Standard Oil of Canada. At the end of the year he returned to civilian life with a total of 1099 flying hours in the Army, over 700 in the P-12. In early 1936 he was working for Standard Oil (of Canada) flying about Venezuela. The equipment included a Douglas 'Dolphin' and a Fairchild; the destination 'airports' were a series of oil well locations and the loads were personnel and supplies. He resigned from this job on June 7, 1936, with a total of 1,184 flying hours...just 16 short of the required 1,200 to be eligible for a Commercial Transport Pilot license.

On 10/17/36, Bill went to work for TWA. This was the same date as his first copilot trip, flying (with Alton Parker) a DC-2 from MKC to ABQ via ICT. Bill continued with the Army Reserve and spent two weeks on active duty in 1937 and 1938.

On 2/10/38, he was promoted to permanent 1st Lieutenant. In January of 1940, he started the TWA program for upgrading to captain. Bill (Junior) was born in February. In March, Bill had his final checkrides with "Doc" Mesker and "Swede" Golien and by May of 1940 was flying as the most junior reserve captain on the KC-East Division (among his first copilots were George Felt, Harold Eddington, Bob Mueller, "Babe" Vance, Bronson White and Bill Townsend).

Shortly after the attack on Pearl Harbor events happened fast for Bill and his family: daughter Donna Lee was born on 2/3/42, Bill was back on active duty on March 16th and promoted to Captain on April 1st. Bill was among the very first of 94 TWA pilots who were to see active duty during the war. On April 17th he started overseas with a C-48 (DC-3) equipped with extra fuel tanks destined for Africa by way of Brazil and Ascension Island. Another TWA pilot (copilot at the time) who had been in the same reserve unit with Bill and started overseas with a DC-3 at the same time was Lloyd Hubbard. Lloyd has filled in some of the details about their flights overseas and eventually flying the "Hump"...they were among the first.

Bill's log shows he started out from West Palm Beach on to Belem (Brazil), the leg from Trinidad to Belem took 9 hrs 45 min. His first Atlantic crossing, between Natal and British West Africa took 13 hrs 15 min. According to Lloyd the orders for final destination were changed several times and it wasn't until May that they arrived in India (by way of Accra, Lagos, Khartom, Cairo, and Iraq).

Stops in India included: Karachai, Delhi, Calcutta and Dinjan. All navigation was by 'pilotage' (what maps were available and looking out the window). There were few, if any, radio aids or communications.

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BILL SANDERS

The Burma Road to South China had been cut off by the Japanese on 4/29/42. The only possible way the USA could maintain its commitment for supplies to the Republic of China was by air. Col. C.V. Haynes headed the Assam-Burma-China Ferry Command which was at first made up of American volunteers and commercial pilots (formerly with the Chinese National Airline). Airports in China were generally constructed by hand with coolie labor breaking rocks for a runway surface (hard on tires, but made a good surface during a rain). The living conditions at the bases in India could be described as miserable and the flight conditions across the "Hump" as worse...the world's highest mountain range and the world's worst weather. There were no adequate navigational aids except a radio for 'homing in on' at an airbase and making an instrument approach, if necessary There were no fighter planes for protection...a slow transport plane was a "sitting duck", the only escape was to fly into an overcast.

For an overloaded DC-3-type plane (TWA's post-war DC-3 had a max gross weight for takeoff of 25,200 lbs, the military C-47's were usually 28 to 30,000) this was sometimes impossible as a minimum cruise altitude of 16,000' was necessary to clear the "Hump". Once safely in an overcast there was always the potential of severe icing conditions. The chances of survival and return to friendly territory were poor to nil if forced down by the enemy (or an engine failure). As the war progressed, and with additional flights by the newly-formed Air Transport Command, the route was better known as the "Aluminum Trail" with wrecks of aircraft. If a crew bailed out or lived through a forced landing, it was a long hike through the jungles to safety as the area was infested with snakes, enemy soldiers and headhunters. It took time to educate the headhunters that if they aided a crew member there would be a reward of salt, sugar etc. One tragic example was when former TWA copilot Warren Peterson (TWA 7/15/40) and crew were missing: 35 years later the wreckage of the C-47 was found by some hunters in a remote section of the Himalayas.

Between the summer of 1942 and late 1943, when he returned to the US, Bill flew a total of 75 missions (a round trip counted the same as a combat mission) and about 300 hours. Between missions Bill also instructed new pilots, and checked them out on later equipment such as the C-46 Commando, C-87 (cargo version of a B-24) and C-54 (DC-4). He was awarded the Distinguished Flying Cross (after 50 missions) plus the Air Medal and Oak Leaf Cluster.

Bill's first assignment upon return was to a base in Montana and later in Texas where he was Assistant Director of Flying, training B-17 and B-24 crews. He was promoted to Major in April 1944, and assigned to the 503rd AAF Base Unit of the ATC (based at Washington, D.C.). This unit was specially picked for transporting VIPs on secret flights or missions around the world. In February 1945, when Roosevelt and Churchill met in Malta, and then flew (separate planes) to Yalta to meet with Stalin, Bill flew Gen. Summervell to the conference. Bill was the pilot for a special flight to bring Gen. Stillwell home when he was released by the Japanese.

Other VIPs included T.V.Soong (brother of Chiang Kai Shek) on a flight from DCA to LAX. He wanted to see the Grand Canyon...Bill gave him a view from above as well as below the rim (flying a Lockheed "Lodestar"). Another passenger was the head of the Iranian Air Force, who gave him a beautiful engraved cigarette case in appreciation. Another flight was around the world with a large group of representatives of the Red Cross. From April 1 to May 22, 1945, Bill commanded a special crew to fly 20 press correspondents on a 30,000 mile trip from DCA and return.

The itinerary included: SFO-Hickam-Kwajalein-Saipan-Guam-Palau-LeyteMorotai-Hollandia-Brisbane-Guadacanal-Tarawa. Bill received a special letter of commendation from his Commanding General for a job well done on this flight.

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BILL SANDERS

Bill Returned to TWA on December 6, 1945, four years after the US first went to war. At the time, he turned down an offer to be Pres. Truman's personal pilot.

In early 1942, when entering the service, Bill was #113 on the pilot seniority list (a total of 357 on the list)...upon his return he had moved up 13 numbers, to #100.

During the 4 year period TWA had grown...there were now 1,100 pilots junior to him. He could hold a senior 'Stratoliner' run from MKC to LGA and return. He also checked out on the 049 Connie and, against his will, was assigned to the new plane when operations began in early 1946. His son 'Chuck' was born on 1/31/47. When the Missouri and Kaw Rivers were overflowing and threatening TWA's overhaul base at KCK (in 1951), he volunteered to ferry a Connie out before the airport was flooded. One engine was inoperative, they had to start another and then feather the inoperative one for a three-engine takeoff.

About 1957 Bill transferred from MKC to LAX. At the time he was the #5 Captain in MKC (behind Gene Klose, Jim Roe, Busch Voigts and Hal Neumann), at LAX there was a lot of 'seniority' ahead of him as he was the #17 (#67 on the system). He had remarried and located just a few blocks from me. I had never flown with him but we soon became very good friends. We often exchanged dinners (usually Bill did the cooking, he was an adept chef with any kind of a dish or barbecue). He also was an avid fisherman and hunter (shotgun for birds only), and much of his time between flights was spent out in the country or on a lake in the quest of a large bass or pheasant...there were few "big ones" that got away but he often held the local record for the largest catch. When the fishing was poor in local lakes you would usually find Bill on a lake in Northen Mexico.

When TWA introduced the B707 jets in March of 1959, Bill was among the first to be checked out and fly the line. His favorite flights (along with Joe Bartles, Dave Kuhn and Arnie Lundberg) was the pairing of 18 and 19, nonstop to Dulles: over one morning and back the next evening...there was seldom a delay with airport traffic, a relaxing ride into town and good places to dine. Wherever Bill flew he soon learned the better places to eat (for the best price) and the crew was invited to join him. Starting in July of 1966, TWA was flying the military charters (MAC) to Saigon and Bill bid this operation, flying out of SFO. There was a lengthy strike in August of that year by the IAM, which shut down most of the major airlines. TWA continued to operate the MAC flights. Furloughs were by reverse seniority: Bill, after 30 years with TWA, was back to flying copilot (Dave Kuhn was the captain).

Although he had the seniority to fly the B747, when it was introduced in early 1970, Bill chose to continue with the Pacific flying until he retired in August of that year, at age 60. At the beginning of the year 1970, Bill was #7 on the pilot seniority list, behind Larry Trimble, Roger Kruse, Busch Voigts, Tommy Gaughen, Ray Noland and Bill Piper. All but Trimble, Voigts and Piper retired ahead of him...he was #4 in pilot seniority when he retired. However, TWA had grown, there were now 4,600 pilots and flight engineers junior to him!

Retirement for Bill was the opportunity to fish as often as he wanted (and the fish would bite) in Mexico, Canada and back to his old haunts in Missouri and Kansas.

In November 1971, he married Margaret (Midge) Sullivan, a cabin attendant with 20 years seniority. She continued to fly (and is currently a Flight Service Manager) and, when TWA began operating the polar trips from LAX to LHR with the B747, Bill would often accompany her.

Bill is survived by Midge, his three children, 10 grandchildren (another is deceased) and 5 great grandchildren.

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Insurance Committee Report February, 1989 Let us review our Medicare (part A) and Medicaid (part B) for the year beginning January 1, 1989.

1. Every person enrolled pays S 4.00 per month toward Catastrophe Insurance, plus: 2. $ 3.10 per month from Cost-of-living (inflation) adjustment.

This portion should be offset by increase in our Social Security payment adjustment at the same percentage rate.

3. The total amount (per person) which will be deducted from our S.S. checks will thus be $ 31.90 per month, vs $ 24.80 in 1988.

4. This is the Good News, the Bad News comes when ever you pay your 1989 Income Taxes. See the November Report to find your niche.

4.

To paraphase Winston Churchill: "Never have so few owed so much to so many". Here is the latest Government estimates of the beneficiaries versus who is paying for same:

Who Benefits Under The Catastrophic Health Care Plan?

Part A Hospital Care

Part B Medical Care

Prescription Drugs

Medicare enrollees who are not expected to benefit from the change in hospital benefits.

3.4% Medicare enrollees who would benefit from the change to one hospital deductible and the elimination of hospital coinsurance.

7.0%

16.8%

Individuals who will benefit from a yearly $1,370 cap on out-of-pocket expenses for Medicare-approved services.

Medicare enrollees that are expected to meet the $652 deductible in 1992 thereby becoming eligible for prescription drug benefits.

The percentages shown are based on government statistics.

As you can see, the changes to Medicare will NOT benefit most people. You still need private insurance to help pay for the expenses not covered by Medicare.

Things we are working on: 1. The elemination of all overlapping or duplication in the new program, that is also covered by some portion of our (or any other) Supplemental Insurance, and have this applied somewhere in areas not covered by the new Medicare Program.

2. A feasable coverage for NON HOSPITAL, HOME, or REST HOME care.

The new Medicare Bill only covers this when confined in a

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Hospital, or a very few Approved Nursing Homes. This is what almost all the calls I have had from TARPA members have been about.

We may well consider this the most important Insurance matter we . will ever face, since the current experience-rate is this: One of every three persons, (or spouse) will spend some time in a Rest Home, with full or part time medical assistance. Compare this with the beneficaries in the enclosed Table.

We are hopeful that some of these uncertainties will have made some progress by New Orleans, and that we will see you there.

Fraternally,

Taken at dedication 10 July 1988 Pictured left to right; Merrill Dubach, a friend - Peggy Lee Dubach, his daughter - Virginia Abbott, Cliff's widow - James Abbott, Cliff's son - Virginia "Ginger" Abbott, James' wife.

Photograph sent in by Parky and was taken at the ceremony at the Baptist Memorial Medical Center in Kansas City.

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EDITOR's DESK

We hope you all had an enjoyable and safe holiday season and that you will have a prosperous and happy new year in 1989.

We appreciate the many letters telling us how much they enjoy TARPA TOPICS. You must be saying that so we will keep at it. Your editor is most grateful to Dick Guillan and Ed Betts for we wouldn't have much to offer if it wasn't for their valuable contributions. And to repeat myself, please keep in touch and let us know what is going on with you all.

From Ed Hall; My compliments on your last issue of TARPA TOPICS. It's getting better and more interesting as the years roll along. You will find it tough to keep topping the latest issue.

Hope all is well...my best to Betty.

Ed and Barbara Hall celebrated their fiftieth wedding anniversary on 11 November 1988. Your editor pulled a boo boo last issue, Capt. Hall did the article on Al Clay yet I failed to show that he did for which I humbly apologize.

I'm sure we all truly appreciate Ed's fine tribute to Alfia.

Dear A.T. Just reading the November issue of TARPA TOPICS and for your and Gene Exum's information Vera Sample lives at 4114 N.E. Davidson Road, Kansas City, MO 64116. Anything else I can help you with?

George Duvall [Ed; I think Vera worked all her life in the TWA Credit Union in Kansas City and was always so pleasant, cooperative and efficient.]

From Capt. Ralph Harter,Jr.; Dear A.T. - Don't believe I ever met you but thought you might be interested in some of the following.

You mentioned being in the Air Force Reserve at Fairfax. I enlisted in the Air Force in July 1947 for flight training and was initially sent to Fairfax where I spent three months as a clerk typist maintaining the pilots' Form 5's. I knew a lot of the pilots flying for TWA but don't remember any names except Bronson White who I had the pleasure of flying with some years later.

I completed flight training in February, 1949, and was sent to Korea in October 1950. We were flown to Japan on a Northwest DC-4 that I understood was leased to them by TWA. I came with TWA in 1952 and later flew copilot on that same airplane.

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EDITOR'S DESK Harter continued; Also, I worked for TWA at municipal airport for a few months in the winter of 1944 before going in the service the first time. My job was cleaning and polishing airplanes, mostly DC-3's. Remember one night stripping the Texaco logos off Jack Fry's airplane so it could be painted in TWA colors Keep up the good work. TARPA TOPICS is great.

Ralph Harter [I don't believe Bronson White was in the Air Force Reserve or am I mistaken?

TWA used Fairfax a lot for three bounces and such so maybe that is how Ralph happened to meet Bronson.]

From A.E. Fritts; Hi A.T. - Been a long time. Must give all of you a pat on the back for a job well done.

Following retirement from TWA my uncle was killed in the oil fields and the next fifteen years were busy. It was a very pleasant and rewarding time and met a fine group of people. Uncle Sam bought the field and it's now at the bottom of Longview Lake in Lee's Summit, MO. My hobby of 1955-56-57 T Birds has also been a busy one. We have shows all over the U.S. and Canada.

Thought you might have a smile about the enclosed article, "He Wants to be a Pilot". The best to you & yours, Happy Holidays.

Eddie Fritts [Amos Edward Fritts, Ed Betts and I went to work for TWA the same day. Eddie gave me my 727 simulator plus a sumptious meal at his home. Our best to Nancy and Eddie.]

Here is the article referred to. I imagine most of you have read it but maybe some of your grandchildren haven't.

HE WANTS TO BE A PILOT I want to be a pilot when I grow up...because it is a fun job and easy to do. That's why there are so many pilots flying around today. Pilots don't need much school. They just have to read numbers so they can read instruments.

I guess they should be able to read lots of maps so they can find their way if they get lost. Pilots should be brave so they won't be scared if it is foggy and they can't see. Or, if a wing or motor falls off they should stay calm so they will know what to do. Pilots have to have good eyes to see through clouds and they can't be afraid of lightning or thunder because they are more used to them than we are.

The salary pilots make is another thing I like. They make more money than they can spend. This is because most people think plane flying is dangerous except pilots don't because they know how easy it is. There isn't much I don't like...except that girls like pilots and all the stewardesses want to marry the pilots, so they always have to chase them away so they don't bother them. I hope I don't get air-sick because I get car-sick and if I get air-sick I couldn't be a pilot and then I would have to go to work. * * * * * * Dear Readers - You may be interested to know I had this letter above in my files showing it was by Tommy Tyler, 5th. Grade, Jefferson School, Beaufort, SC submitted by Dwight Cross, scribe for Charlotte Hangar Nevertheless, I have my doubts. Probably written by some passenger agent?

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Top, left to right Dean Phillips Former TARPA Treasurer Reggie Plumridge Famous tennis player Picture on left Ulie Derickson & Husband Ulie was guest speaker at the RAPA convention in Miami and Brooks Johnston, President of RAPA, reported that it was the highlight of the function.

Also, on December 6 she was presented with the Navy's highest recognition of public service, the Distinquished Service Award!

Russ is alriqht too.

COMPLAINT FORM Please write your complaint In box below. Write legibly.

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EDITOR'S DESK From R.W. Goldthorpe; Dear A.T. - When we heard reports about the series of twisters bouncing across North Carolina I immediately thought of you folks. But, as the radio and TV reports centered on the Raleigh area and knowing you live near the coast, I thought you were well away from the storm. But I was wrong!

Today's newspaper said the tornadoes hit 17 locations in 9 counties and, on looking at the map, I see that although Belhaven is in Beaufort County, which was not listed, Pamlico County is just south and both Hyde and Dare counties a short way east of Belhaven so that it could well be you felt the effects at least.

We certainly hope there was no injurys or property damage in your immediate neighborhood. Those twisters can be vicious, unpredictable and, in this case, unreported!

Isn't it rare for tornadoes to hit North Carolina? Now, in the Kansas City area they sort of come with the territory like having to make a circling approach over the dike at Kansas City Municipal, but North Carolina! Hurricanes, yes but tornadoes No!l I really enjoyed the November issue of TARPA TOPICS. Your photo coverage of the Tucson convention was great and I personally knew almost every one of the pictured retirees.

Also enjoyed the "Save A Connie" dedication described by Toni Fitzgibbon in Dick Guillan's TARPA GRAPEVINE. I believe the "Star of American" was the same Connie (Plane 803) that we flew on the around the world survey trip in November and December of 1952. The captain was Joe Carr, First Officer Charles Shewey, Flight Engineers Louis Proctor and Jerry Zerbone, Navigator the late Ed Schuett. I was the Flight Radio Officer. Other Flight Operatons personnel included Bob Springer, "Kenny" Kennyhertz, Ed Minser and Roy Davis.

I thought Bill Dixon's "TWA Highlights of Yesteryear" was great. It brought back many memories. yes, I would definitely like to see the "Highlights" continued as a series. Capt. Dixon does nice work.

As usual, Capt. Ed Betts' articles were very interesting and informative.

He is an excellent historian and author and TARPA TOPICS is fortunate to have such a professional contributor.

In closing, if Joe McCombs asks, I'm sending in my 1989 TARPA dues pronto, I wouldn't want to miss even one issue of the TOPICS! Very best regards, Goldy Goldthorpe [Goldy, for your information, North Carolina is hit many times during the year with tornadoes and those of us living on the coast also have hurricanes to sweat out. Our pier on the Pungo River and Intracoastal Waterway has been taken up twice by hurricanes. I could write a book on the weird things tornadoes have caused. For instance, a neighbor had a 300 pound sow (female hog for the edification of city folks) that was lifted up by a twister and deposited on the second floor of a packhouse (tobacco storage barn for the aforementioned) one mile away! Luckily the recent disaster didn't hit near us.

Golf is a lot like taxes - you drive hard to get to the green and then wind up in the hole.

Don't despair. The only man who ever got all of his work done by Friday was Robinson Crusoe.

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Top Picture, left to right; John Lattimore, Cliff Davis, Frank Smith & Bob Early Bottom Edna Searle, George Searle, Millie Kelly & Paul Kelly Hear Paul is flying a Boeing B-17 around!

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EDITOR'S DESK From Jack Robertson; Dear A.T. - Enjoyed your article on non-rev travel. As you may know, on UAL any retiree receives a higher pass classification and with full seniority; ours is clearly unfair, especially when competing with college kids etc. who did nothing to earn the pass.

I tried very hard through ALPA and TWA management to get ours changed so that we kept the same identical pass after retiring but nobody was interested.

Since you're the editor and therefore the boss of our publication I'll enclose a copy of a tract I sent Ed Betts re the Martins. It's the first time I've written anything for TARPA. Best regards. Keep up the good work. Sincerely, Jack Robertson [Jack, enjoyed your Martin article and I am sure Ed Betts will be able to use in his upcoming work on the Martin era. Jack says he had 5,000 hours in that type. Thought I was pretty high time with 4,100 hours.]

As for retiree passes on United, when we were returning to New York from our Holy Land tour there was a retired United Air Lines agent and his wife who resided in San Franciso along and they said they had no sweat getting out of JFK as they had postive space!

From Dennis Taylor; Since I am still on the Board of Directors of TWA's Credit Union, I can respond to your item on Page 20 of the November TARPA TOPICS regarding Vera Sample.

Vera retired in September, 1982, after 41 years with TWA and the Credit Union and lives in Kansas City.

I saw her yesterday at a TWA Seniors' get together and she is hale and hearty.

One of Vera's responsibilities at the Credit Union was the pilots' Mutual Aid (PMA) and when I told her I was going to write to you she said to tell you "the TWA pilots were a great group to work with and she really enjoyed it".

Kindest regards, Dennis Taylor [ Editor - I know most of us remember that Don (Snuffy) Smith was the father of our Pilots Mutual Aid plan as mentioned above. Snuffy spent many long years shepherding that plan and if you flew co-pilot with him you had better join PMA if you wanted a leg.]

From Larry Fauci; Thanks for the photo of myself, Tom Carroll, Lew Thompson, Jack Harpster and Paul Kelly. Also the picture of the pins. I forgot to mention one thing - the way the cost of postage, insurance and packaging has increased have to charge $1.50 per shipment up to 8 pins - $2.00 over.

Sad to see the notice of old Moe Hansen passing away and the one on John Vovolka really shocked me - had a few Polars with him not that long ago.

Anyway, have a wonderful holiday and all the best.

Thanks again, Larry Fauci

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Left Ben & Didi Young at Tucson Back about 1947 your editor bought an old Model T Ford from Goody Lyon and traded it to Ben for a power mower Bottom Bartender is Terry Rager Customer Harry Ward Where is the tip jar?

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PEGGY SCHEMEL & Dick Guillan That tree farmer from western North Carolina must go for Peggys.

BUSCH VOIGTS & HAROLD NEUMAN (Photos by Ed Betts)

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EDITOR'S DESK From Joseph P. Carr, 435A Newport Way, Jamesburg, NJ 08831; Dear A.T. - You probably will receive several letters about this from the"Old" Eagles (as opposed to us plain Eagles) but I wanted to get this off before I forget. I believe the "unknown" in the back row of the photograph on page 48 of the last TARPA TOPICS was Steve Welsh.

Howard Hall, Ted Hereford or Larry Trimble could probably confirm that if they were prompted a little. In the late 40's or early 50"s Welsh developed a heart problem and was taken off flight status. He went to Paris as a Dispatcher and died there after a short period in that position. Trimble was in charge overseas about that time.

The "unknown" in the first row could have been Frank Niswander. The reproduction in the TARPA magazine is a little fuzzy but close inspection with a magnifier, plus the fact that Frank and Dick Hanson were side-byside (they were close drinking buddies), re-inforces that impression. Again, some of the older Eagles could be used as sounding boards.

Though the photograph predates my service with TWA by a few years, it brought back a flodd of memories (most of them pleasant) since I flew with each one of them at various periods. I flew co-pilot for Bill Dowling in a DC-2 out of San Fransico which brings to mind a small correction to Ed Betts' story on that airplane.

In March and April of 1940 I was sent on vacation relief to San Francisco; that base operated several DC-2's like a seperate airline through Fresno, Las Vegas, Boulder City to Phoenix. The only connection with the main line was at Boulder City. The airplanes had the infamous "electric" props but the gear and flaps were still operated by the co-pilots' muscle power via the long handled hydraulic pump (the good guys would leave the gear down for the short hop between Las Vegas and Boulder City). My logbooks are in my Florida home so I can't provide the names of everyone I flew with but Andy Andrews, Bill Dowling, Rudy Truesdale and Lex Klotz come to mind.

I also remember having a trip with Ida Staggers during that period but that has been re-inforced numerous times as we joked about it on subsequent trips over the North Atlantic. I believe my old Navy friend, Frank Saylor, was permanently based at that domicile.

On a recent teaching assignment in the Denver area, I managed to get hold of Joe McCombs and during the phone call we hashed over old time -some dating back to the early ICD days. Joe remarked that I had come full circle since he recalled that I had also taught instrument ground school in 1942-43 to some of the pilots who were being hired without that rating during those war years. Unfortunately, my tight schedule prevented us from getting together for a little elbow-bending but I have promised to make time on my next trip.

Dotty and I had hoped to be in Florida by now but my wife has developed a medical problem which may require lengthy treatment. Tentatively, we hope to be in the warmer climes after Christmas but the timing will be dictated by the treatment she is to receive.

I want to thank all of you involved with the production of TARPA TOPICS since it has provided me with many hours of pleasure and I read it coverto-cover as soon as it arrives. Please keep up the good work.

Best regards, Joe [I had the pleasure of flying with this gentlemen once myself. Thanks for the pat on the head, Joe, and will pray your wife makes out okay. ED].

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EDITOR'S DESK From Bob Flett; Dear A.T. & Betty - This is Bob Flett. Haven't seen you in years but always enjoy what you have in TARPA TOPICS. I long to see you again.

I have kept very busy since retiring and have seldom been able to schedule an appearance at our meetings. But I am glad the rest of you can go and keep things alive.

My most recent binder was in teaching for two years in a private high school -confining!

But, now, I plan to marry and to change my address to 668 Blossom, Woodland Park, CO 80863. Telephone 719 687 6638.

That is only 20 miles beyond COS so would love to see you if you can get out our way.

All the best, Bob Flett [Due to his age, Bob Flett was the senior man in our co-pilot class of Aug. 45]

From Willis Patterson; I would like to report the passing of Don Hawley at the Sun City West hospital on 17 November. He retired a few years ago as Director of Operational Planning (NYC) after some 40 years of service to TWA. A reference in the last TARPA TOPOICS mentioned his receiving a 10 year pin in 1948.

His wife, Peggy, is a Clipped Wing and they met on a DC-2 flight in 1940.

When I read the very interesting story by Ed Betts on the refurbished DC- 2 I re-read the letter from Peg Hawley sent last August, part of letter follows; Don continues to improve and we are going out quite a bit. Matter of fact today was a fun day. I had read in the paper that there would be a DC-2 at Deer Valley Airport so Dean (Durfer) , Ila, Don and I went to see it.

It was a real nostalgia trip. It was restored and paid for (partially?) by Honeywell - had the old logo on the nose and "The Lindberg Line" on the fuselage.

We got a lot of pictures and since channel 10 had a camera crew there, Ila told the guy I flew one regularly in 1941 and Don and I met on one. they interviewed us and we ended up on TV Tonite!

A.T., our families have been close through the years and we have visited each other often. Don will be missed.

Sincerely, Willis (Pat) Patterson From Edward J. Elliot; Saw this article in our local paper today. Thought maybe some of the TARPA Eagles who were in Kansas City might have known her.

I'm busy doing real estate appraisals here in San Jose. See you in New Orleans next year - if God is willing.

Bud Elliott Mary L. McCoy Dougherty, 74, Nurse, Stewardess Dies Funeral services were held in San Jose, CA, for a former TWA hostess, Mary Lee McCoy. A Registered Nurse she became a TWA hostess in 1937. for 3 years she flew out of Kansas City and in 1940 transferred to New York becoming chief hostess of TWA's eastern division.

She spent the first few years with TWA flying between Kansas City and New York and later worked as an instructor at the Air College in Kansas City.

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EDITOR'S DESK Hostess McCoy continued; As Chief Hostess in 1944, Miss McCoy flew the first flights of the huge four-engine Lockheed Constellation, described by the press at the time as "the largest and fastest land-based transport plane in the world". Howard Hughes and TWA President Jack Frye acted as co-pilots on the Constellation's maiden transcontinental flight, navigating the country in six hours and 57 minutes.

Mrs. Dougherty was born in Creighton, MO, and was a graduate of Liberty High School. She attended Missouri State Teachers College, later graduating as a nurse from Trinity Lutheran Hospital in Kansas City.

She moved to San Jose in 1960 and worked as a housemother at O'Connor Hospital School of Nursing until it closed. She continued to work at the San Jose Hospital until retirement in 1981.

She is survived by two daughters, Kara Lee Dougherty of San Jose and Deborah Tilbury of Moorpark, a son, J. Michael Dougherty of San Jose; a sister, Claudine Baldus of Missouri and a grandson.

Chuck Tiseo, Rt. 2 Box 38, Summerland Key, FL 33042; Hello A.T. - Hope you had a good Christmas. We were sorry to have missed the Tucson party but I had to cancel and have my fourteenth operation. Looking forward to New Orleans in April.

The reason I am writing this letter is to give you a little more about Al Clay.

In the spring of 1942 I was an instructor at the Gate City Flying Service at Chambers Field (Atlanta airport). My boss was Pete Clay and he was teaching instruments in a gullwing Stinson. Al was getting his instrument rating (Clays were not related). Al and I both were nineteen years old. Even at that time he had that big "teddy bear smile".

I went to work for TWA-ICD 14 August 1942. The next time I saw Al was sometime in the 50's when he was in Boston and we met on the line.

To show you how small the world is, Ed Gruber was one of my students and I know he knew Al. Charlie Rice soloed me in May of 1941.

Have a good year and we will see you in New Orleans. Regards, Chuck.

Ed Hall, 14931 David Drive, Ft. Meyers, FL 33908; We had dinner with the Howard Halls the evening of 16 December and I suggested that he write to you regarding Dick Heideman who is in a nursing home as of this past week. Dick was very popular on International and is now is bad shape. Doesn't know anyone and sleeps all the time.

George Hinton has been in and out of the hospital and seems to be progressing okay.

Regarding credit for Al Clay's memoriam, it isn't important. I did it for you and especially for Al since we were so close these past five years. It was an honor to be asked.

Also your compliments on my writing didn't go unnoticed. I appreciate it since Barbara is writing novels and I have it to show her to dig her a bit. She isn't the only one who can spell. Seriously, I would find it difficult to come up with something interesting but will put it on the back burner if an inspiration ever comes through this aging noggin'.

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EDITOR'S DESK Ed Hall letter continues; I am happy to hear that Betty is doing so well. She made quite an impression on me at the convention two years ago. Good sense of humor. I like that.

In closing, may you have a healthy and joyous holiday...Santa is very nice to bring you a new Town Car. Most sincerely, Ed

Russ Day, 3 Heather Drive, Northport, NY 11768; Dear A.T. - Life is filled with good intentions that are never realized and I fit into that category. I have been meaning to write and send some art work for over a year now! Your last letter has been staring at me on my counter in my new studio and I keep hiding from it.

Anyway, now that my retirement is slowly falling into some sort of routine and the dead of winter is upon the northeast, I promise to send you some sketches of boaters, tennis players, golfers etc. that you asked for so long ago. Also, I will try to make the TARPA convention in New Orleans coming up in April.

I retired in March and, really, I don't miss the flying that much. The hassling by ATC, being number 47 for take-off at JFK, fighting the FAA and listening to all the Icahn rumors kind of made leaving not too hard. I do miss the crews, the various "offices" in Europe and, of course, the actual take offs and landings flying those big beasts. But not much else.

Since March I have been keeping busy doing all the projects we promise our wives we'll get around to but now have no excuse to postpone. Also, I am into boating so we did a lot of sailing during the season. Also, I am working part time for a good friend of mine in a stationery store he owns. Kind of interesting since I never had to deal with the public directly before. Kind of an eye-opener but not all bad since a lot of the stationery store items relate to my art field.

We did go down to North Carolina as I said we were thinking of but didn't come near your neck of the woods or we would have advised or warned you. I have an old Navy buddy we stay with who is retired and living in the DC area so that makes a nice stop over going and coming from Long Island.

We did buy a plot of land near Pinehurst on a lake being developed.

We are quite excited about it and my wife is happy she will eventually be moving back to the State she lived in for many years.

I never realized how big a State North Carolina was, but when we do firm up our moving plans we'll have to plan a trip to your neck of the woods.

In the meantime, hopefully, I'll make the New Orleans affair and I'll see you there.

Hope to have some art work soon after the holidays. Let me know if you have any specific one you want and I'll try to do it up pronto.

Hope you and your wife have a nice holiday season and I'll try to learn to talk like a Carolinian so we can understand each other.

Regards, Putnam (you always called me that), Russ Day. [Your editor and Putnam Russ Day flew together quite a bit on the Martins out of that little but loud domicile of Newark. He added to the pleasure with his constant cartoons about the operation, the other characters etc.

Will look forward to what I know will be a valuable addition to TARPA TOPICS, Putnam. Thought I would have room on this page for a drawing on his stationery but he was too long-winded so will put it on the next page]

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EDITOR'S DESK

P. Russ Day [Following are exerpts from some reminiscences of our famous friend with the red drawers, the Honorable Gordon (Parky) Parkinson. Editor] There was a want ad in the Chanute Tribune which read; Situations Wanted Male, 28, will mow yards in return for sexual favors. 431-2997 after 5. And John Mishler said that while the ad ran just one day he had calls all day and all night for a week and when he said all night he meant 3,4 and 5 a.m.

Also, there were a few who were serious but 90 percent were like, Ha! Ha! Who are you? Turned out the newspaper was to run it for three days but after the calls they cancelled it and said next time they would be more careful as they didn't run those kinds of ads.

Thought back years ago when we were having another cutback on TWA and many were being laid off. I was telling Tommy (John) Tomlinson about a practical joke that I had read about in Paris. A couple of fellows with note book, tape measure etc. went into a fancy restaurant on the Champs and started measuring off the front end facing the street and would make comments, door here, pissorie here etc. and the Manager got real excited. Finally called the City Hall or the Mayor and found out it was a practical joke.

Then Tommy and I got a clip board and tape measure and started measuring off the office on the east side of the lobby at old 10 Richards Road, making comments about new partition here, new doors etc. and we had the place in an uproar. Industrial Relations was there and it was one of the sections that was being furloughed. It was fun then but as I look back at it today it was kinda cruel. Don't know why Tommy and I didn't get fired but we didn't.

However, those were the days when a lot of things happened. I remember back one fourth of July before Cliff Abbott became Division Superintendent.

At that time he was a Flight Dispatcher and along about midnight Cliff had some firecrackers, I mean they were big, about 8 inches long. We had a tunnel from the boiler room to the west end of the building and some of the air conditioning was piped in this tunnel. Eventually, the air conditioning ran up to Uncle John Collings' office.

By midnight the janitors had left and they had cleaned up Uncle John's office. Cliff lit the firecrackers and dropped them into the tunnel. Well, there was a lot of dust and dirt in that tunnel and Uncle John's office looked like a storm had hit it. So many memories!

One day the airline was shut down in the east. Joe Bartles was Superintendent at Port Columbus, Ohio. The snow was heavy all over the east and Uncle John

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EDITOR'S DESK Parky's memories continued; came in from NYC on the Pennsylvania Railroad and got off at the old Port CMH RR terminal, picked up the phone and called Joe to ask how the airline was doing and Joe said, "Fine". Collings asked him where the flights were and he said, "On the ground". John said,"I thought you said it was fine" and Joe said, "yes they're all on the ground,no problems".

I could go on about the old days...the 38 automatics the pilots wore to protect the mail...the incidents that happened with them. I was meteorologist, dispatcher etc. and also handled the mail for the night flights and was given one of the guns to wear. Only problem was that I wasn't allowed bullets.

One could get hurt. Doubt if I could have fired it anyway but I always figured that if the robbers came to get the mail they would shoot the only man carrying a gun, ME! and I wasn't very happy about that.

Handling and loading the mail in the old Northrups also makes me think of packages getting beat up, etc. by the post office department. We used to get fined a thousand dollars if we didn't carry out all the mail. Sometimes, in the Christmas rush, we'd operate two Northrups but most of the time just one and the capacity wasn't too large. Anyway, if we weren't going to get all the mail in, I would get up on top and stomp it down until we could load a few more sacks in. We never knew anything about weights, we just loaded all we could get in.

Parky

Fellow TARPANS - I am going to excercise my privilege as editor of your news magazine and praise one of our officers for his extreme dedication and hard work on your behalf. I just don't believe most of you realize just how hard McCombs works in our behalf. When you mailed in your 1989 dues it wasn't much trouble, was it? But, at the other end of the line McCombs had to process over 1500 names and other data into the files. Can you imagine how many hours Joe McCombs must spend at the computer board all the time as your secretary/treasurer? Joe also keeps minutes at Board of Directors mtgs. and is so conscientious as to accuracy he records every word and belch. Also keeps the minutes for our convention then while we go home to rest up he goes home to type all the stuff up in our computer and arranging additions and corrections to By-Laws and policies. Minutes and changes are then sent to all members of the Board for their scrutiny and approval. He keeps track of address changes, status changes and deaths and provides this to me for each TOPICS issue. Although I am shown as in charge of our directory, it is he who keeps it up to date and when we are ready to get out another one sends me the whole thing ready to go to the printer.

By now you must realize just how many hours he must spend working in his office shepherding our whole operation. If we had a Meritorious Service Award surely Joe McCombs would be the prime candidate and Miss Jean deserves a vote of appreciation for her patience, understanding, help and tolerance!

An elected official quite often finds that he is first sworn in, and then sworn at.

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RETIRED AIRLINE PILOTS ASSOCIATION

By Russell G. Derickson The RAPA convention was held at the Embassy Suites Hotel in Miami, Florida, on November 3-5, 1988. 25 members were in attendance, I was the only TWA pilot. 11 were voting members. 75 People were at the banquet.

The following officers were elected: President Brooks Johnston Sr. Vice President George Corbett Vice President Raymond Merritt Secretary William Root Treasurer Mel Keuhn At the request of Brooks Johnston, I agreed to serve in one of the appointed positions, as Regional Vice President of Arizona.

Brooks is a strong and able President. he runs a good meeting, moves the agenda along, keeps a firm hand and sticks to the issues.

He was most adamant in changes that had to be made before he would serve another term as President. One of these changes was the RAPA fiscal policy which was completely reworked and is now patterned similar to our own TARPA policy.

The RAPA Board of Directors discussed a memorial to their past President, Captain Al Clay, Jr. I was requested to select a suitable gift to present to Jo Clay. Johnston and I agreed on a Champagne lead crystal vase which we mailed to Jo a few days before Christmas with this engraving: In honor of Al Clay President RAPA 1986-87 Jo Clay was very appreciative of this remembrance by the Retired Airline Pilots Association.

The RAPA Board members have a deep concern about the future of Social Security benefits as well as medicare and medicaid.

News Flash! From the 4 December New York Times; Alyson Flournoy of Princeton, New Jersey, is Assistant Professor of Law at the University of Florida. Her father is Rich Flournoy, a retired TWA pilot.

Our Secretary/Treasurer asked us to remind our members that dues and contributions to TARPA are not tax deductible according IRS ruling.

From Dick Guillan; 3 Jan. Hi A.T. - Hope you all had a nice Christmas and a good New Year with your family. Ours was the best ever with all of my family. Also a great reunion with Peg's relatives in Georgia. Got home New Year's day.

Hope this GRAPEVINE is to your satisfaction. I have done better but when under less stress.

Christmas tree sales far exceeded my expectations. Am really building up a reputation as a Choose and Cut operator with 90% being repeat business and referrals. I do no advertising. You should come up and see my place sometime.

Am leaving Thursday for New Orleans and expect to get back Monday or Tuesday Tuesday, depending on whether I fly or drive back with my kids.

See ya! - Dick

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THE TARPA

GRAPEVINE FEBRUARY 1989 As I start my section for February, am sitting in the kitchen of my farmhouse here in the North Carolina mountains gazing out on the first measurable snowstorm of the season and it is absolutely beautiful. My Christmas trees are covered with a blanket of snow which would make a good Christmas card picture. Expect there will be people in to buy inspite of the weather. And we will no doubt have more' snow before this goes to press. ******** Our S/T has sent me many notes and letters which have come in with dues payments and I have received many letters as well. I shall try to incorporate as many as possible into the GRAPEVINE. I thank you for your response and contributions. ******** I received a couple of items too late to include in the November issue so will insert them now. RUDY TRUESDALE (Eagle) wrote that he had just mailed in his 1989 dues, and a bit more for the Foundation. He also had just returned from a trip to Kerrville,TX in his Mooney for the annual Mooney Homecoming at the factory. He says that at 82 he is barely older than HAROLD (Neuman) but flies right side up and never more than 60 degree banks.

Even though he passed a 1st class physical last May, no airline has offered to hire him. He stopped in to overnight with Bernie Lloyd on his way to Texas. Bernie live in Douglas, AZ. RUDY also stated he appreciated the good work that TARPA does. ******** GORDON HARGIS had sent along with his account of his "longest trip", a postcard picturing the P-51 that he flies about once a month at Hollister, CA. On the reverse side was his amateur radio operators"QSL Card" which we'll reprint here for you "Hams" who might like to try and contact Gordon. He combines his two retirement hobbies, "Ham" and pleasure flying, also belonging to Navy Dallas Flying Club at Hensley Field, where monthly he "bashes"the runway several times in a T- 34B. *********

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3

Our S/T has asked me to remind you all that non-payment of dues by March 30th results in delinquency. So if you want to continue to receive your copy of the TOPICS, be sure to send your dues prior to that date. ******** Many have sent in short notes with their dues payment and have expressed appreciation for the work that the TARPA board and others have done. These words of encouragement are very much appreciated.

We still need the contribution of articles and news of members to be sent to the Editor, A. T. HUMBLES or myself. It has been suggested that we seek volunteers to act as local reporters who would send in material such as activities, illnesses, death of spouses, etc. Anyone interested? The pay is lousy but the personal satisfaction of contributing to this publication is gratifying. ******** JOE CARR, who for many years has been traveling the country conducting Instrument Ground School Courses for AOPA, was recently in Denver and had the opportunity to contact JOE MCCOMBS and enjoyed a long running conversation about the "good ol'days". He has taken up the game of golf again, having started in the fifties in Cairo, but due to a bad back had let it go for many years. Now he is beating the younger guys at his club (those in the sixties) and hopes to go for the overall club championship.

His wife, Dorothy, has had some medical problems but he says he hopes all goes well and they will be able to get back to Fort Myers for Christmas. ******** LEON PIERSON, extends an invitation to all TARPANS traveling through Southern Oregon to stop by and say hello. He says his new bride, Bonnie loves to have company. He also enjoys a great deal of fishing with' about five lakes within an hour of his house and in his spare time he works as a volunteer at the Airport Information Center and at-the Chamber of Commerce Information Center, which is where he met Bonnie. ******** GORDON JOHNSON says that other than a problem with "Mr.Artheritis ", he is still above ground and manageing to play some golf thanks to a drug the same as Mickey Mantle uses for his arthritis. He can't hit the ball as far as MM does but it at least gives him the chance to play. ******** A note from DON DORMAN says he is staying busy trying to finish building an airplane (from scratch) before he gets too old to fly. At 69 can still pass a physical and fly a little. ******** A nice note from ALTA NELSON (Mrs Arthur Nelson) thanked our SIT for his message of condolence and for the contribution made to the TWA Pilots Retirement Foundation in Arthurs name. She said also that she looks forward to receiving the TARPA publications. ********

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Have you ever viewed from the ground all those beautiful places you saw from the air while going back and forth across the country all those years? HARRY CLARK (better known as Snorky) did just that this past summer, fulfilling a long time desire, plus the opportunity to attend his 50th High School reunion in Bridgeport, West Virginia.

Dates for that event were August 5th through 6th so he left Santa Maria, CA in plenty of time so as to visit Yosemite, Mono Lake, Tonopah, Ely, Salt Lake, Cheyenne and Mt. Rushmore. He had been reminded that the EAA shindig in Oshkosh would be in full swing about that time so included two days at that affair. He lucked out on accomodations by making a reservation the morning before he arrived whereas others had made theirs a year or so in advance. Says he ran across some TWA people at the airline tent as well as some at the OX-5 tent.

From Oshkosh he swung on down to IND and CMH where he had memories of Martin days, including an FBI shootout at Monument Circle and an engine failure at CMH. RUSS HAZELTON was his co-pilot on the latter incident.

It was now getting close to 50th reunion time so he headed to Bridgeport, WV., arriving the day before the scheduled event. Although he says he was the youngest in his class, and not seeing many of his former classmates for 50 years, he "sure didn't remember that they were that old". After spending 9 days visiting old friends and relatives he headed for Warrenton, VA and Roanoke again to visit old friends and then down to Atlanta, GA where he paid a visit to Max and Shirley WETHERBEE. Max, he reports,is in poor health and in a nursing home near Marietta, GA. Not quite ready to head Westward, he visited with an old flying buddy in Sanford, FL and after an overnight stay, headed to Denver to see his son Chris and wife. From there he took in the Great Dunes, Durango, Mesa Verde, Shiprock, Four Corners, Monument Valley and the Grand Canyon. Then it was on to Barstow, CA and to Santa Maria. It was good to be home and enjoy the good Santa Maria climate after over a month of the hot,muggy weather throughout the U.S. All in all he drove about 8700 miles, alone, as his wife Lee, learning of his itinerary elected not to accompany him. Quite a trip, I would say. ( Isn't that about the distance to Athens, Greece and return?)

Thanks for your interesting account, Snorky.

Can anyone top this? ******** JOHN HENDRICKSON says that he enjoys the TARPA magazine and is saving them all as a historical record for his sons who are pilots for UAL and UPS. See you in New Orleans John. ******** LYLE HUNTLEY writes that he and Rosella are fine and do alot of traveling in their motorhome in the summer but stay at home in Sun Lakes, AZ in the winter. They hope to make New Orleans ******** KATIE BUCHANAN (Mrs BUCK) and the Conventions official "Bar-Keeper" sent in a check to our S/T for whatever. Says she's very proud to be a member of this Association and would hate to lose her job as "BarKeeper". We'd hate to lose her too as she does such a terrific job.

See you in New Orleans, Katie!

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FAYE GOSS La Jolla, problem. card from

writes that LEW GOSS has been in the Veterans Hospital in CA. for a couple of months--primarily heart and a hip He sends Best Wishes to all members of TARPA. Perhaps a many TARPANS would help improve his day. ********

Our S/T received a nice letter from Margaret Sanders wife of BILL SANDERS who passed away last October, thanking him for the contribution made to the "Foundation" in Bills name. She has returned to work as a FSM effective in November, and considers it an honor to be made an Honorary member of TARPA, which Bill loved so much. Hope we'll see you at the next convention MIDGE. ******** We love to hear from Subscribers too, especially when they say nice things about our publication. HELEN BOLES is one of those who said she eagerly awaits the arrival of the TOPICS as its like a "dear old friend". Helen was for many years a Teletype Operator in Chicago and JFK during the "good old days" when each flight received pages of WX,Notams and other pertinent data. Helen always dispensed this material with a smile.

Another Subscriber who looks forward to the TOPICS is E.PAUL BURKE who says that"the great thing about TARPA is that it serves to perpetuate what we remember and preserve the history of a great and proud group of people that built it with pride". How true! ******** EDDIE FRITTS writes that he is still restoring 1957 T Birds. He has a 1st prize winner which he has taken to many shows in the U.S and Canada. Also he is involved in the 97th Bomb Group (B-17) reunions.

He says when he winters in Scottsdale, AZ he goes out to Falcon Field to see the Sentimental Journey and PAUL KELLY. ******** Although he just retired last February, CHUCK W. ANDERSON says he is really enjoying it and doing pretty much what they enjoy most. He is playing golf, fishing and took a cruise last August with the RIDEOUTS up to Alaska. He recommends the Alaskan cruise for scenery and enjoyment. ******** Good 'ole smiling BOB WIDHOLM said that he and Fay had just returned from a GREAT trip to Germany (11/22/88), their first since retirement.

They were above average tourists--didn't run out of money until the third day. He said the most excitement was: mmmmmm ..... mmmmmm then: Vah-Room....Vah-Room ..... followed by; Beep-Beep .....Beep-Beep. What's that, you ask? Wellll....mmmmmm is that Mercedes cruisin' on the Autobahn about 120 to 130 mph. He's followed by the BIG truck right on his tailpipe....then Beep-Beep is that lil ' of German lady trying to pass them all....... Is that really true Bob? See you in New Orleans. ******** DAN RICHTER says the very first wise purchase he made with his 1st "A" plan check was paying his 1989 TARPA dues. *********

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The following letter was received by me with a request that it be considered a "Letter to the Editor". Our illustrious TOPICS Editor said to go ahead and print it as it may get a few chuckles. So here goes: December 7, 1988 Richard, You are well aware of the punctuality demanded by the Editor of TARPA TOPICS in the past. When he has set a deadline for material, he wants the stuff on or before that date or else .......mayhem!

You will recall that he was going to get the November TOPICS mailed before the first of that month. As is my usual procedure, the S/T had prepared and mailed the labels well in advance and started calling A.T. around the 27th of October to advise address corrections. When there was no answer to morning and evening calls through the following Wednesday, I started to get worried and called the printer to see if he had picked up the magazines. Negative! Capt. Humbles was going out of town and was supposed to pick up the stuff Thursday, November 3rd.

When calls remained unanswered by Saturday, I really became concerned.

A.T flys airplanes; water skis; he ain't as young as he used to be.

Maybe he busted something; maybe he bought it! Now Jean and I were really worried but who to contact in Belhaven, NC. Then I recalled that one of his sons flew for USAIR but how to obtain a contact from their offices since it was a Saturday?

Capt. Frank Petee, a TARPA Member, left TWA way back when and ended up retiring from USAIR after a long successful career. Maybe he could surmount the barriers and give me a contact for A.T.'s son. By phone, Frank advised his doubts considering the time of day and all of the new personnel hired by USAIR since his retirement. As we all know, Schedulers are not cooperative with strangers.

Frank called back within a short time and gave me a contact for the recently checked-out Capt. Jeff Humbles.

Petee was pleased that someone had remembered him and I was pleased that now I might find out what happened to the illustrious, but elusive Editor.

When someone answered my call by "Jeff's Bar & Grill", it was realized that I had made contact with a junior crew member who had (1) failed to have a member of his family answer the phone and (2) assure that the caller was not the scheduler implementing move-up on a week-end. One of the guests was "guess who" on his way home from a visit with Betty's family. The S/T was accused of using unethical techniques to locate the culprit. Naturally, we were all relieved, particularly Joe Brown, upon learning that he would not have to go to Belhaven to handle the mailing.

My point ...... now that we know what cooks in the mail department in Belhaven, I want all to know that the next time that fellow starts to beat on any of us, we can remind him that he occasionally fails to meet his own schedule which is completely unforgivable in any quarter.

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LARS LUNDSTROM writes to our S/T and tells of his pleasure in browsing through the Directory, which brought back many fond memories. Last fall he made a trip to Finland, his parents homes, and learned much heretofore unknown about his"family tree". He says he keeps busy in "Cabbage Patch" town and does a bit of ghost writing for the local politicians, something he learned as S/T at KIDL FEIA. ******** Many EAGLES continue to send in dues or make other contributions to the TARPA kitty. CHAUNCY (JACK)DAVENPORT says he lives alone with his dog but has fun with RC airplanes and checks in now and then on the "Save a Connie". ROGER DON RAE says he and Frances are holding their own healthwise and financially(?). They plan on making New Orleans.

BOB MCREYNOLDS doesn't see much of the TWA gang but enjoys reading about them in the TOPICS. BOB BROWER claims our S/T made an error listing him as an Eagle since he's been telling people he was much younger. But after taking another look at his birth certificate admits there is a possibility he may beRUSS BOWEN says he has difficulty accepting the fact he has been retired for 16 years and reached Eagle status. To somewhat assuage his feelings, he enclosed dues for the full year. And then there is ARKY AINSWORTH who couldn't find his category on the dues payment envelope so started a new category called "none of the above" and sent in dues anyway. BOB MIDDLEKAUFF sent in dues 'cause it is worth every penny And JACK LACLAIRE just to get all the dope on who is where , etc. wanted to add to the TARPA income.

All of us thank all of you gentlemen for your generous support and for all the kind words. To quote our S/T--"Hang in there gentlemen." ******** When it comes to cheerful and optimistic letters,noone does a better job of it than BILL MCMINN. Since moving to Ft.Smith, AR from Florida ten years ago he says that things have been good for them and that life there is great. He has nothing but praise for the entire northwest section of the state and wonders why more pilots have not retired to that area. He does alot of traveling around with the TWA Seniors Tours and has trips planned for 1989 and 1990. Bill says that every month he gets to see RUBY GARRETT at the QB meetings. Ruby and a couple of friends drive 162 miles each way every month without fail to attend the meetings and always stop in at Bills first. He and Marianne are still enjoying good health, they love there place in Ft. Smith and "all in all life is great". ******** TUDOR LELAND says hes still kicking although hasn't been active in TARPA affairs. He enjoys hearing through TARPA what his old friends are doing. He keeps busy maintaining two properties with two houses on each and eleven acres to landscape and repair, let alone trying to bring his 38' fisherman back after being sunk by parties unknown. He would like to know if anyone knows the whereabouts of Ken Doherty. Can anyone help him there? ******** On the subject of "missing persons", BERT HACKLEY asked me sometime back if I knew the whereabouts of Eddie Meehan. I didn't so here is another request if you can supply it. Send it to Bert or me.

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DAVE WADSWORTH reported that he went through five hours of surgery for prostate cancer a short time back and although the operation was successful an infection set in which he has been battling ever since.

He is on antibiotics but,as he puts it "from here on its all uphill."

We wish you a speedy recovery,Dave. Keep us informed. ******** JIM GILMORE says he hopes to make the next convention, having missed Tucson. Says he is enjoying golf and fishing and living up in the Mother Lode country. ******** MILDRED BOWEN (Mrs "MO") identified the "unknown" person standing be tween Walt Seyerle and Ted Hereford on page 48 of the Nov. TOPICS as Steve Welsh. Steve, she reports was also Supt. of Pilots until the early '50s when he retired. Thank you Mildred. ******** We wish LARRY WELSH well as he reports he is having a bit of heart trouble and can't do muchas gets short of breath. He also sent our S/T an update form. ******** IDUS INGLIS sent in an extra $5 with his dues to help pay for the "wrist" watch which was presented to our outgoing President. Seems that years ago he and Al Clay complained bitterly to the NEC about having to pay for the watch pocket in the TWA uniforms so a "certain individual" could carry a pocket watch. Gosh--Gee, Idus, they appreciate the donation and I hate to tell you this but RUSS was presented with a Pocket Watch. ******** To the many who sent in short notes with your dues payment, we want to thank you. The general feeling on all these notes was one of appreciation and thanks to the officers of TARPA for the job they are doing.

The following sent in such notes (not in alphabetical order): ARBY ARBUTHNOT ADOLF URBAS OLLIE HALLBERG LYLE HINCKS FRANK EDWARDS FRANK STUMPF BOB ADICKES GEORGE SEARLE

GENE RAMSEY DAVE GRIGG RAY GOSEN BILL GREER BILLY TATE GENE EXUM

********** And now a message from that dirty old man from San Clemente whose initials are RICHARD H. BECK : Youth -TRI WEEKLY Middle age -TRY WEEKLY Retirement -TRY WEAKLY ********

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8101 E. Naseem Tr. Scottsdale, AZ, 85258 Jan. 5, 1989 TARPA TOPICS EDITOR A. T. Humbles RT. 2 Box 152 Belhaven, NC 27810 Dear A. T., For years I have promised to make an offering to the " Topics and I have honored that promise as much as the "vow of silence" I have taken before every TARPA business meeting. One year it set a record of seven minutes. "

But who wants a gathering of clams? We may not make much sense but we make a lot of noise.

Speaking of noise, I love the annual gathering of venerable eagles but wish the hospitality room could have a more spacious arrangement for such a large group to ameliorate the noise and body We have held it in a patio-room set-up a couple of heat levels. times which is better I think. It seems there should be a couple of corners providing quiet conversation. I find my vocal cords strained in attempting to be heard over the noise level. Admittedly my hearing abilities are also impaired but I think that is endemic among senior citizens with aviation backgrounds. I'd be interested in seeing some "Topics " discussion on experiences with hearing aids.

I tried a couple of them two years ago for 30 days and then gave it up, at least temporarily. The noise level seemed to increase without matching improvement in understanding. I heard at the time that good work was being done on aids that screen enough background noise to permit the closer conversation to filter through better.

I must say that the noise and speeches at the Tucson banquet did not bother much because your snoring drowned out everything (I've always admired your relaxed attitude.) I was in the else. process of helping our other table-mates Mickey Wind and Larry Girard to fashion a safety harness out of napkins to keep you from falling out of your chair when you came back to life.

I would like to suggest that all the golf, tennis, skeet, bridge, etc. awards are made following the matches and just read off the names of winners at the banquets, - then bring on the dancing girls and the sword swallowers. That'll keep you awake. Me too. (The little dance band never had much opportunity to show their stuff. " in the "Topics " would not I wonder if a "Health Corner be of general interest and which would encourage our memebers to share their experiences, good and bad, with doctors, hospitals, This could be of much more help than the brochure insurance, etc. offerings of various health and medi-gap plans.

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As Neuman Ramsey's article points out, by the way, the new Medicaire is going to be very expensive but I can't understand why the Medi-gap premiums are not dropping drastically with their decreased exposure.

Also we might be very surprised to learn some of the statistics just within our own group on heart problems and particularly the number who have required angioplasty and/or by-pass surgery.

I wonder, for example, what the average time has been before the necessity for repeat procedures due. to renewed blockage.

I have been very fortunate with my health except for several instances of prolonged arrhythmmia (atrial fibrillation).

Mostly self-correcting but once had a very successful electrocardioversion (Zapped with the paddles) and, with a recent incident after four years of no arrhythmmia, put back on track with about four hours of IV drip with procanimide and heperin. For several years I've taken nothing except a little aspirin but now I'm back on Coumadin and Enkaid. I hate medicines and hope to ease off them again.

Another surprise could be the number of our people who had prostate surgery. Some benign but that and colon cancer are high frequency threats. Blood profile and Sigmoidoscopy are recommended bi-annual watchguards. I also understand some great advances are coming along in treatment of cataracts.

We Winter in Scottsdale and get together with a number of other TWA retirees who live nearby so it probably provides a better than average opportunity to view a cross-section of health problems among our comrades. There is much to be learned and shared from their experiences.

Among folks I see regularly, Larry DeCelles (who has just returned from a banquet in Australia where he received the 1988 Flight Safety Foundation award for his years of work in All Weather Flying) has had both angioplasty and heart by-pass surgery in the past year.

Dick Lee who is still active in the American Fighter Aces Assoc. went through surgery for polyps on the bladder. Clay Whitney has been through by-pass surgery (as has Art Phillips) and cancer of the spine for which he still gets occasional treatment at the NIH in Bethesda, Md. He maintains a fantastically positive attitude.

George Searle just had surgery for cancer of the prostate and will have further radiation sessions. He has some good insights to offer.

We should let our people know that they are important to us and we want to hear what is going on when trouble comes along.

It is amazing how much it helps to know that someone cares.

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This reminds me that Boston's Council #41 had a reunion in September, 16 years after the domicile closed, and 150 people from all over the country were at the banquet. Among them was George Hinton who was still recuperating from quadruple bypass surgery and though never a member of Council #41, knew that he would be in deep trouble if he didn't get there with his lovely wife Amy, who is President and Founder of Council #41's favorite charity, " Volunteers for Mentally Retarded Adults". She gave a beautiful speech after a presentation of flowers and a check for VMRA. I may be particularly turned on to this subject because of your memorial article and cover picture of Al Clay in the last issue.

I loved that man. He was a true gentleman of dignity, compassion and strength. I've been worried about his health for years but his sudden death of a heart attack last May just before the Tucson gathering was a shock. He was only retired about six years, and I can quickly think of several others who went as suddenly with only a year or two of retirement such as John D'Albora, Bernie Dunn, Al Perraud, George Flathers, etc. What could have been done to avert these early deaths?

I did not begin this epistle with any particular subject in mind.

Mostly I wanted to say "thank you " to you and Betty for the many years you have devoted to the TWA pilot group. Only a few know as well as I do the number of activities in which you have engaged on our behalf. We started off fighting but became good friends in spite of your being a curmudgeon because I am so loveable.

The "Topics" is the least of all the pilot-support endeavors that have stolen your personal time through the years but to name a few of the essential men who have made TARPA a viable organization, you lead the list along with Al Clay, Dave Richwine, Joe McCombs, Russ Derickson, etc. I am also thankful to all the many contributors to the "Topics" who have recalled so many memories and given me so much enjoyment with their experiences and anecdotes but above all to Ed Betts whose dedication is legendary.

Also to all you guys and ladies who have worked to make our annual gatherings a success, my deepest thanks.

I have read several accounts of the beginnings of TARPA that credit me with starting the endeavor while chairman of NY Int'l Council #24 by chasing Dave Richwine to stir up some interest in a TWA Retired Pilot's organization. This is true but behind all of this was Roy Van Etten. He is truly the one and only Father of TARPA. Other names mentioned such as mine or Cliff Abbott or Phares or Chic were only supporters. Roy carried the ball from the earliest start to the first convention and By-laws then insisted on stepping aside so it wouldn ' t be a one man organization. (Thank God, because I fight with him even more than with you.)

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Dave Kuhn's article in Nov. about the St. Louis hub came to mind as I enjoyed the unavoidable pleasure of transiting St.Louis on our way from PHX to BOS just before Christmas. On push-back at PHX there was a bang which seemed to be almost beneath our seats With my usual pessimistic outlook I said to Fran, in first-class.

"If somebody has over-looked a baggage cart, we may have just wiped out the flight" but the pilot came on and said " the tow bar broke and they are seeking another". Shortly push-back was completed but on engine start the pilot announced that an instrument needed to start engine #2 was inop and we would return to the gate for repairs.

When we finally got under way, I was despairing of making the Flight 810, 13:35 connection to BOS but tremendous tail winds got us to STL in time, but, of course, when we arrived 810's departure was pushed back to 14:57. Nobody ever announced the reason.

At 14:57 boarding was delayed about another hour due to "mechanical reasons " .

After we sat onboard for a couple of more hours, the flight was eventually cancelled. There had never been a word of explanation from the cockpit but I asked a deadheading flight engineer if he knew the reason. He said "APU " .

I asked if it was needed to go over to BOS. He said "Nope". They then combined that 1011 load with that of the next flight, a DC-9 and we got the last two seats.

Pretty good economic planning.

Though 810 never moved a wheel, my daughter who I had cautioned to always check res. for an ETA before driving the hour to the airport to provide us with transportation, was advised that 810 was off STL enroute. She was at BOS for an hour with the monitor showing "delayed" before it showed "cancelled " .

We arrived five hours late.

The TWA pilots are truly a "band of brothers". I can never thank them enough for the support they gave when I accepted the job of starting the Foundation and for the five years that I was president.

Some of the Foundation contributions still come to me and I am happy to be remembered as I forward them on.

The open-handed, open-hearted support given on behalf of Al Mundo last year was truly warming. My deepest thanks to all that participated.

Al Mundo has worked on behalf of countless benefits. At present he is helping in a number of areas on behalf o Jim MacQuarie who was flying Pan Am 103 that came down over Scotland. \ They were close and had named each other as executor of their estates. Jim was God-father to Al's son.

Jim of Scottish descent used to kid about wanting to be buried back in the auld country. He was master chairman of the Pan Am MEC a couple of times.

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MacQuarie's childhood included a period in the "New England Home for Little Wanderers", a wonderful orphanage that I' ve supported for years. In lieu of flowers donations may go to them in his name at: 850 Boylston St. Chestnut Hill, Ma., 02167 Happy crabbin',

Harry P.S. I hope Betty's back problems are fully recovered. I remember the five months I suffered with a herniated cervical disc in 1966 as the most prolonged painful period of my life. Worse than (Fran just uttered an unspeakable expletive). childbirth.

P.P.S. I also look forward to seeing you at the annual conventions I can keep current in the latest fashions in "T" shirts. so

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HIS AND HER COMPUTERS KEEP ASHCRAFTS BUSY!

By Bill Dixon

Ruth and Bill Ashcraft

Not too many wives and husbands own personal his and her computers but retired Captain Bill Ashcraft and Ruth do just that!

They bought two Apple 2+ computers seven years ago and since then have augmented these with another for their condo in Hololulu. On the occasions when Bill goes there alone on business, they communicate with daily electronic letters. The electronic mail box is located in McLean, VA. They query it and if a letter is waiting, they are informed that "Unread Mail" is on hand.

Bill uses his computer for many things, including brainstorming and decision making. Examples of other things; Access the Airline Official Guide for schedules and availability, news, stock market prices, checking accounts, bills, ad infinitum.

Ruth utilizes her computer primarily for the research and writing she has done compiling genealogy charts for both families. She has traced her family tree back to 1100 and Bill's to 1700. It is also useful for her club work, bookkeeping and much more.

She is a retired schoolteacher and during her career wrote four books on early childhood development and education - kindergarten thru 6th grade.

She keeps her computer in the kitchen so "everything is handy".

They live in San Jose, California, have two children and three grandchildren. Their son, Bill Jr., has been a TWA pilot for 19 years. *

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Overheard: "My wife is bisexual. Every time I mention something sexual, she says, 'Bye'."

A man is never too old to be intoxicated by a beautiful woman. But he's a lot safer if he just smells a rose!

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EDITOR'S DESK The Retired Eastern Pilots Association (REPA) held their convention in Jacksonville, Florida, in late September. Bill Malone is now their president having worked for years in other capacities such as editor of their news booklet called the REPARTEE. They have all glossy pages and absolutely beautiful picture reproduction.

I note that they have the atheletic activities such as we have and that the tennis players said that they would end up being pallbearers for the golfers.

Now I will quote directly from their magazine; The guest speaker of the evening was with us as a result of the most extraordinary circumstances and had they not occurred exactly as they did, he would have been long dead.

He is the sole survivor of Torpedo Squadron 8 from the Aircraft Carrier Hornet. His story was chilling. He described how it was to see each of his squadron mates shot down and plunge into the sea ahead of him. Although his own plane was severely damaged by the attack from the rear by Japanese Zero's, he was able to complete his run, make a turn and fly away from the stern of the enemy ship. After crashing in the sea, he freed himself from his sinking plane. Miraculously, his life raft floated up alongside.

He was almost run over by the Japanese Task Force and managed to conceal himself by hiding under some debris. While floating in the water he was witness to the battle of Midway, the most decisive battle in the war. He saw our dive bombers sink two of the largest enemy carriers. The explosion scared the sharks away. The salt water kept his wounds clean. The sea was glassy smooth enabling the PBY to spot him and effect his rescue.

It was a thrilling story by George Gay and a thrilling convention.

[Maybe some day we can get our own George Gay to speak to us at our annual get togethers?] * * * * * * Parky says - A great many of the old timers will remember Eldon Frye. He illustrated with cartoons many of the Skyliner stories, training manuals etc. He left MKC forty years ago and went with Convair where he retired. Now he draws cartoons and sells them. Here's some on golf might want to use some time. (See left).

You still hunting that ball, June? June, June, where are you?

Eldon remarks in his last letter; I have 5 oil portraits in the San Diego Aero-Space Museum and Hall of Fame in Balboa Park. I've done 40 Fighter Ace portraits including aerial action.

The Aces invited me to their golf tournament and gave me a 36 handicap. Naturally I won the trophy. They called me "The Three Iron Kid".

And, Eldon signs his name Eldon "No relation" Frye.

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Dear Ed Betts: Have wanted to write you for months to express my appreciation for TARPA TOPICS. Have really enjoyed it!

Am sick in bed with a cold and thought this would be the opportune time to have a little fun.

Could you possibly print this little poem just as copied from my album of priceless memories? The author should know the occasion and year. If it is unclaimed another clue will follow., Will be watching for it if and when there is room to print it.

In haste and thanks, [How about a clue to you? Above unsigned and no return address.]

THE COPILOT 1/19/43 I am the copilot, I sit on the right, It's up to me to be quick and bright.

I never talk back or I have regrets, But I have to remember what the Captain forgets.

I make out the flight plan and study the weather, Pull up the gear, stand by to feather, Make out the mail forms and do the reporting, And fly the old crate while the Captain is courting.

I take the readings, adjust the power, Put on the heaters when we're in a shower.

Tell him where we are on the darkest night, And do all the bookwork without any light.

I call for the Captain and buy him cokes.

I always laugh at his corny jokes, And once in a while when his landings are rusty, I always come through with, "By gosh, it's gusty."

All in all I'm a general stooge, As I sit on the right of the man I call Scrooge.

I guess you think that is past understanding, But maybe some day he will give me a landing. *

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Cartoon from Bob Ford, Madrid, Spain Bob retired from TWA in Madrid and stayed there teaching for Maryland University at the U.S. Air Force base near Madrid.

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A (TRUE) LOVE STORY ... by Ed Betts

The above is a photograph of an oil painting which I recently acquired, and is now hanging on my den wall. The subject is a B-25J ("Mitchell") medium bomber, which made a lot of history during WW II . There is a story about the painting.

My overseas outfit, the 310th Bomb Group, had been flying the original B and C models until late 1943 from bases in North Africa. It was re-equipped with the G and H models, which had the solid nose full of machine guns and a 3" cannon.

In early 1944 we began operating out of Corsica on low-level type missions, but this didn't work out too well against targets in Italy or ships in the Mediterranean. Once again we re-equipped, this time with the latest J Model (the glass nose and upper turret behind the cockpit). I had volunteered for a second tour (50 missions) about the time I was assigned the first "J" delivered to our outfit, and had the pleasure of selecting a title and artwork to be painted on the The usual theme was a beautiful and sensuous "Varga" type pinup, nose section. but I chose to use the title "Bettsie" and the dancing cow copied from a Borden Milk ad from that period (I was an "udder man").

"Bettsie" and I flew together for the first time on 4/19/44 and our last was on 8/25/44 for a total of 24 missions. On 10 of these our Crew Chief, Pete Helmsing, and I found a few flak or bullet holes upon the return. We led the group on all of these missions and some were memorable such as the beachhead at Anzio and the invasion of Southern France. On my last mission we were hit from below by a burst of flak (several pieces wound up in my butt), but "Bettsie" got us home safely. The Crew Chief and his assistants did a great job of "restoring" the plane overnight as "Bettsie" was in the air the next day with another pilot leading the group. In turn, three pilots took over "Bettsie", had their names printed under the cockpit window, and completed their tours flying her. She had a tragic ending, however, as she and the crew were lost on a mission over Austria on 4/4/45..."Bettsie's" 150th mission and just a month before VE Day. Last year I was contacted by a Confederate Air Force unit in Minnesota who were restoring a B-25J (a three year project) to flying condition. They wanted to do the "nose art" and title of "Bettsie". They were also able to locate the original artist, Jack Kowalik, living in Texas. Through the CAF, I was able to contact Jack and an agreement was made for him to do the painting for me. Naturally the black and white reproduction in the 'Topics' doesn't capture "Bettsie's" beauty (she is brown and white with a red ribbon on her head). You will have to drop by the house and see her in person...my first love! Well, maybe the third.

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Dear A. T: A few notes from my mail bag.

Several members wrote to identify two of the pilots marked "unknown" in the group photo of one of the first domestic Connie classes. This was on page 48 of the November issue of the 'Topics'. Between Walt Seyerle and Ted Hereford is Steve Welsh, between Dick Hanson and Harry Campbell is Frank Niswander.

I had a call from Gordon Brion last night (December 22) and the former TWA 049 Connie "Star of Geneva" is still parked at a remote corner of the Fort Earlier in the year the Airport Manager had issued an Lauderdale Airport. ultimatum that the pile of junk had to be removed by end of 1988. This was part of the airport beautification program in time for the "Super Bowl".

Emmet Condon (brother of Jerry) sent a couple of snapshots. One is the 049 and the other is the 1649A that was flown out and had all of the mechanical (and other) problems.

"Burk" Burkhalter wrote about another DC-2 which is still flying in the US. It is owned and flown by Colgate Darden (born into both the Colgate and DuPont families). He has is own airport located near Columbia, SC, as well as a fleet which consists of a Lockheed 12, a Spartan Executive and a Meyers OTW biplane. He also owns the only Douglas "Dolphin" amphibian and a modern Cessna All are flyable.

172.

I am currently researching for a future 'Topics' article (or series) with regard to the Martin 202A/404 operated by TWA. As with other articles about former TWA aircraft, I want to include as much input from the TARPA members as possible. Quite a few men have written or called with interesting accounts or stories about their experiences with the planes. There is always room for more so drop me a line. In case your directory isn't handy: 960 Las Lomas Avenue, Pacific Palisades, CA 90272.

(Ed Betts)

The "Star of Geneva" minus propellers, but complete with a radar dome parked at the Fort Lauderdale Airport.

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MORE ON THE PLIGHT OF A 1649A CONNIE

by Ed Betts In the November 1988 issue of the 'Topics' I wrote about the unhappy saga of a 1649A Connie originally owned by Lufthansa that had sat at the Fort Lauderdale Airport for 12 years. It was ordered out by the end of 1988 as part of the airport beautification program. The plane had been purchased in 1985 for $1,000 by a Maurice Roundy who intended to use it for a museum of airline transportation to be located in Maine. I was quoting from a number of newspaper clippings sent me by Gordon Brion.

It took 3 years to get the plane in flyable shape to ferry it to Maine. Shortly after the takeoff the #3 engine failed and the nosewheel wouldn't retract. They made an emergency landing at West Palm Beach, 35 miles away. A month later the second attempt was made and 45 min out all hell broke loose: a runaway prop, a fuel pump failed and a severe oil leak...all three problems were with different engines. An emergency landing was made at the Sanford Regional Airport, (near Orlando).

I ended the story as follows: "The landing was routine, although the local police searched the plane with a drug-sniffing dog..just in case. The departure is on an indefinite advice time, pending the raising of funds for necessary repairs."

Gordon sent another news clipping, dated 10/5/88, which adds to the plight of the Connie. (quote): "On top of that, the plane's former owner, Maurice Roundy, is serving an 11-year sentence in a federal prison camp in Pennsylvania for drug trafficking.

"Roundy bought the 31-year-old Constellation in 1985 for $1,000, in hopes of parking it with two others on his front lawn in Auburn. He transferred ownership to his childern. Now he will have to wait, as the Constellation's fate is up in the air."

A letter from Ernie Pretsch tells more about this particular Connie:

PS: Ernie enclosed a newspaper clipping (don't know the date) where he was the pilot on the first nonstop California-to-Germany flight (Burbank to Hamburg), which set a record of 17 hours 22 minutes. There was a crew of 8, 17 passengers and 6,000 pounds of cargo.

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MORE CONNIE INFO Most of the TARPA members have appreciated the humorous writings and wit by our esteemed Dave Kuhn ("Seniority, Sex and Salary" etc.) and the famous letter by Harry Campbell to the Chief Pilot accounting for the passenger with the bloated bladder. Not so well known is a letter Frankie Parent received during the early Connie days complaining about the cockpit temperature (or lack of) control. At the time, Frankie was the Supervisor of Flight Engineers (I think at LAX, I an not aware of the date of this letter. Jane gave it to me). Quote:

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Captain Joe Brown, President of TARPA, and Ralph McClenahan, President of the TWA Seniors Club, were conferring on matters of mutual interest at the Seniors Executive Board meeting in St. Louis, September 26-27, 1988. Joe was invited to attend the session by McClenahan. Close coordination between the two groups is being maintained for the mutual benefit of all TWA retirees.

(Photo & caption by Bill Dixon) TWA'S FIRST ALL CARGO FLIGHT BY PARKY We had converted a few of the Fords into cargo planes and the first flight was to leave Kansas City for STL, etc. to NYC at 7 P.M. Jack Frye didn't want to come down to the airport to see it off because National Bellas Hess, a mail order firm then in KC, had the whole plane, but National Bellas President had insisted that Frye come down for pictures. Frye knew that the Kansas City Star wouldn't cover it because National Bellas Hess didn't advertise in the Star.

Anyway, seven o'clock came and the flight didn't leave. The station office was just in back of the ticket counter and the usual city employees used to hang out there. Steve Welsh was Division Superintendent and he told Wes Bunker, TWA's station manager, that he should keep them out so he took the bottom half of the Dutch door and locked it closed so no one would come in that way, you could get in from the field side.

Anyway, Frye went back to call Ted Weaver who was dispatching to find out what was holding up the flight. He couldn't get the door open so he promptly shook it out from the framework and he was MAD! Memphis Cole had only been promoted from ship cleaner to ticket agent for a short while so he crawled through the counter where the baggage was pushed through and ran into the Union News Restaurant (where he first worked when he showed up in KC barefooted) and got on a white coat. He didn't want Frye to know he worked there. Finally, the flight got out about 7:30 P.M. PARKY

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MARILYN GENZ, TWA HOSTESS Sweetheart of the 1st Air Cavalry Division, Vietnam I know that there are a lot of us that know Marylyn Genz, Flight Attendant, from Elgin, Illinois. The above picture was taken at her parents' home in Elgin in June 1969 before her first trip to the jungle. Follows is an article about her.

Freedom Bird Hostess in Vietnam 'Sweetheart of the First Cav' Phuoc Vinh - A petite "Freedom Bird" hostess from TWA stepped from a combat helicopter onto the rocky, mortar-chewed clay of a jungle firebase and won the hearts and smiles of 1st Air Cavalry Division troopers.

She is the 1st Cav's new "Sweetheart",Marilyn_ Genz of Elgin Illinois, who's been flying the California-Vietnam MAC/PAC route with thousands of soldiers for the past three years.

Her tour of 1st Cav landing zones (LZ's) in July was the realization of her longtime dream-and a a heartening treat for hundreds of combat veterans who hadn't seen a pretty girl in . . . well, too long.

She calls herself "The Hardware Collector" and wears a dress literally covered with the rainbow colored glints of unit brass insignias which she's collected from soldiers both heading for and returning from Vietnam duty.

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Sweetheart of the 1st Cav The dress, covered with metal and memories, weighs in at 11 pounds. One of the soldiers who noticed Miss Genz's "hardware" dress while aboard a TWA MAC/PAC flight to the States was Major General E.B. Roberts. The general and Miss Genz started talking.

Miss Genz told General Roberts that she had been flying soldiers into Vietnam for several years and was extremely interested in learning how and where they lived while fighting the war.

General Roberts told her that when he returned from his leave at home he would be commanding the 1st Air Cavalry Division and if she were still interested in seeing Vietnam to write a letter to him.

The letter was waiting for General Roberts when he arrived at the MAC passenger terminal at Travis Air Force Base, California, after his leave.

He promptly initiated plans to have the pert hostess visit the 1st Caw. The conversation and correspondence culminated when Marilyn got a firsthand view of how Cav troopers lived under combat conditions.

From the "Huey" helicopter that settled in a swirl of dust just outside LZ Ike, 31 miles northwest of Lai Khe, she was escorted inside the concertina wire perimeter.

She walked, smiling , into view of the troops who were shirtless, seating from the constant work on a LZ. At first one by one, and then as the word spread across the LZ, the men in two's and three's and finally in large group stopped what they were doing, dropped tools and weapons, climbed up out of bunkers and stood and looked, Just looked.

The movement and noise on the LZ dwindled. Rifleman, artillerymen, engineers and mortarmen nudged the fellows next to them. "He, look. A girl.

An American girl." The LZ was quiet.

Under the circumstances, she could hardly say,"Coffee, tea or milk?" so the hostess broke the ice by walking over to a cluster of five ogling GI's and saying, "Hi fellows, how's it going?"

Then the questions started. The soldiers wanted to know how things were back home, "back in the world". She worked her way around the LZ perimeter, talking to as many troopers as possible. The hard, battle-proven "grunts" at first stood somewhat ill at ease around the woman. But with each group of men the unsure feeling soon melted in smiles and laughter ... and more eager questions about home.

The same scene lighted Marilyn's arrival at four more landing zones in the space of two days. At one stop she met a soldier who lived not far from her own hometown. She took his name and promised to call his parents the next time she was in Chicago. While talking with the soldiers, she learned a good deal about their way of life at the LZ's, and about their hot, wet work in the jungles and fields of Vietnam. And she sampled some of their jobs: with assistance from a soldier she shouldered an almost full field pack ... an artilleryman,s steel pot sat low on her head as she pulled the lanyard of a 195 mm howitzer to send its shell hurtling skyward ... she handled the M-16 rifle and a captured enemy AK-47.

She met company and battalion commanders, received briefings before large wall maps with troop positions and movements marked in colored tape; marveled at the flurry of activity, ringing field telephones, and men intent on the business of war in an underground tactical operations center.

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[Marilyn says, "Getting ready to fire the "Vulcan", the old gattling gun, 3000 rounds per minute and I hit my down range target on the third pull of the triggers! Find my head, it's under the helmet."]

Dream of the "Bird" But above all, she met hundreds of soldiers. The grunts, PFCs, SP4s, sergeants, lieutenants, captains - the men she will probably see sometime soon aboard one of her return flights to the States, when they finish their long year in "Nam" and finally board that beautiful TWA "Freedom Bird".

At one landing zone Marilyn noticed three soldiers, begrimed and unshaven, boarding a Huey. "Who are those men and where are they going?", she asked an officer. He told her that they were grunts leaving the field for good, leaving their company after 11 months of humping in the boonies to begin out-processing. They were going home. The three troopers were wearing all that they owned; their packs and their rifles and wide, happy smiles. When they waved to their buddies, Marilyn also waved back returning that casual but meaningful salute.

The chopper rose slowly and as it pitched slightly forward to climb out of the LZ clearing some twenty men close by cheered for their friend's departure. It was no show for their feminine guest. They were cheering in anticipation of their own departure as well.

And the girl in that memorable dress called after the rising helicopter: "Be sure to get on my TWA flight, MAC/PAC ..." And she said it not so much because she is hostess with TWA, but perhaps because after two days of being "out there" with the troops - where very few civilian men and even fewer women venture - she had a special bond with the "grunts."

After those two days TWA will have to get used to sharing Marilyn Genz with "the Cav." She may be a TWA hostess when she's flying, but she's the Sweetheart of the Cav around clock.

Jerry Cosley

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Bob Cooper, retired 1st Air Cavalry trooper with Marilyn Genz at Las Vegas reunion in 1986. She says "last night I wore the dress."

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FROM TOM ASHWOOD, TWA ALPA MEC CHAIRMAN

"EVERYTHING OLD IS NEW AGAIN" So go the words of an old song from the 30's.

It is indeed an honor to be asked to write a piece for TARPA TOPICS but at the same time there is a certain irony in it.

The irony exists because you, the readership I address, went through the "robber baron" phase in your early days on our airline and here I am, all these years later, fighting with all my might to preserve the very gains you were able to wrest from those greedy hands.

The fight for control of TWA began in the spring of 1985. Carl Icahn bought 20.5% of TWA's stock and proposed a merger. It soon appeared that he would lose to Frank Lorenzo, the airline pilots' Darth Vader. Lorenzo had bid more for TWA and had the TWA BOD licking his boots.

In the bitter struggle which followed Icahn gained a valuable ally: the TWA pilots. On August 5, 1985 they agreed to support Icahn's bid with their own money, 300 million dollars of their own money. In return, Icahn promised the pilots many wonderful things including but not limited to: An ESOP worth approximately 7% of the Company Expansion Profitability and a share in it New hubs New aircraft As of the date of this writing, little or few of these promises have been kept.

On August 13, 1988 when Icahn filed privatization with the SEC, an analysis revealed the true nature of what he had in mind for TWA's future: a debt-ridden empty shell with a mere 150 million in liquidity, an old and continuously aging fleet, 2.4 billion in high interest debt and a low-paid demoralized work force. Hardly a formula for success you may surmise. Well, we surmised the same and found that Icahn had broken his covenants with us and in the process, a few laws as well.

After intensive sessions of fruitless negotiations and at the direction of the MEC, we filed a lawsuit in the NY State Supreme Court. The trial finished on December 20, 1988 and as of that time the consensus among all involved on the pilots side was that we had done what we were obliged to do. We had done it as well as we could possibly do it and that we could take comfort in having represented our pilots effectively with pride and dignity.

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As you doubtless noticed, we eschewed any vulgar displays of publicity and avoided "trying" the case in the media. We may know the outcome by the time you get to read this.

Where do we go from here? It's really up to Carl Icahn for if we win the case he has to determine if he wishes to stay or go. If he stays, is he willing to bring his considerable talents to bear on TWA's problems? If we lose the lawsuit Icahn has to decide whether to live under an uneasy, armed truce or sue for peace with a goal of cooperative success of our airline.

Whatever the situation, we are prepared with specific contingency plans, devised and approved by the TWA MEC. We are unified, we are right, we are prepared and we are determined to do whatever is necessary to preserve the airline we love.

You left us a legacy and we will fight to preserve it so we may hand it on to those who follow us. * * * * * * Re the foregoing: Your TARPA TOPICS editor has read everything available concerning this problem. The TWA pilots figure that in order to keep Lorenzo away they gave back to I Con 100 million dollars in pay, work rules, vacation time and other concessions per year and thought they had a good faith contract in return.

Incidentally, you may recall that the old board of directors gave Lorenzo 28 million dollars because they couldn't give him the airline.

Now they say with privatization Icahn stands to walk away with 665 million dollars and leave TWA a hopelessly debt-ridden shell. Aren't there any laws to protect the stockholders and employees from the ruthless tactics of corporate exectives and financial manipulators with their golden parachutes, takeovers, mergers and so on through the maze? It is the TWA pilots' contention that I Con has gone back on his word and contract with them So, I asked Captain Ashwood, as Chairman of the ALPA MEC, to let us know what is going on from the pilots' standpoint.

His answer; Thanks for your letter and kind words. Herein is a sincere, albeit hastily written, piece for the TARPA TOPICS. We appreciate your interest and that of our retired brothers. Your support is most helpful.

Please give my love to Betty - Warmest regards, Tom Ashwood.

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Left to right, standing; Bob Wendel, Les Laurin Emil Schoonejans Jack Moss, B.K. Stuessi Pilot Bill Hillman George Manley Kneeling; Lum Edwards, Earl Heinrich

Bill Dixon says enclosed is a photo I took on the Fall Foliage Mississippi Queen TWA Seniors tour led by retired Captain Lum Edwards. It left St. Louis on October 16 with 34 retired TWAers and arrived in Minneapolis on Oct. 23.

It was a great trip.

Photo is of flight crew members on the boat (400 feet long paddle wheeler but called a boat on the river), after a fascinating visit to the pilot house. Navigation is by visual pilotage, intimate knowledge of the river and radar. We passed through 28 Locks. There are no locks south of STL. The Mississippi north of STL is an impressive collection of lakes which serve to maintain a 9 foot channel, primarily for the heavy barge traffic.

[Your editor and wife took this some boat on a cruise out of New Orleans.

Lum Edwards has set up a cruise especially for TARPANS departing New Orleans the day after our reunion. We highly recommend you go on it.] *

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Dick Guillan says by letter of 1 November - Trying to finish up a 24X36 two story garage and get my Christmas trees ready for sale. My tree sales start Nov. 25th and last through 18 Dec. On the 20th we start the arrival of family for the holidays and for the first time in many years we are going to have our entire clan with us through the 31st which includes a trip to Georgia where we will all help celebrate Peggy's mother's 88th birthday. Then from 6 Jan. thru 9 Jan. I'll be in New Orleans for the semi-annual Hardware Show. Did someone say we were retired? Wish me luck in getting it accomplished.

Found Ball: An extra golf ball discovered while you are playing. It cannot be considered a found ball until it stops rolling!

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TWA HIGHLIGHTS OF YESTERYEAR

By Bill Dixon 20 YEARS AGO; Following are some events that marked 1969!

TWA authorized to serve Central Pacific, enabling round-the-world service. It was termed the biggest CAB route case in history. Would be nice if we had held on to it.

Earnings for 1968 announced, including Hilton - 21 million, down from 41 million in 1967. Because airline earnings far below expectations, 600 employees to be furloughed... Captains Buddy Hagins and Jim Walker complete 35 years.

TWA orders 15 B747s, with first 2 to be delivered in November. Trans-atlantic operations to Hongkong boosted to daily service from 4 weekly. Start--up date for transpacific and round-the-world service delayed.

TWA seeking Japan stop(never got it!)...TWA praised for its 23 years assistance to Ethiopian Airlines.

100 passenger and 10 cargo TWA flights operate daily thru STL, which ranks 4th In passenger boardings. Training for monster hub?. .. 6, 000 people at JFK stranded in huge snowstorm, nearly half finding refuge at the TWA Flight Center and hangar.

Charles Tillinghast states in annual report that "1968 was, in balance, a disappointing year. ". . . Peak 1969 Atlantic schedules to total 188.

Flight Deck crewmen of the year were Captain Paul McCarty, F/0 Stan Braman, and F/E Don Leslie... New dispatch center established in Hongkong.

TWA's satellite flight training center at JFK, received award from Queens, N.Y., for architectural "excellence in design and civic value." Too bad we never had time to notice!

Retired: Captain Bill Townsend, John Guy, TWA's resident manager at Boeing, Captains Bert Cooper, Jack Schnaubelt, George Duvall, Myron Smith, Roger Don Rae, Floyd Valentine, John Graham, Charles Pinel, Jack Southard, Ted Hereford, Frank Jones, F/E Charles Wooley, V. P. s Ray Dunn and E. O. Cocke, and Ops Planning Supt. Gordon (Parky ) Parkinson, organizer of the TWA Seniors.

TWA celebrates 40th anniversary of coast--to-coast air-rail service, which slashed transcon travel time from 100 to 48 hours...Training begins for 140 cockpit crews for 747s. Ed Frankum, V.P. Flt Ops, says will cost minimum $55,000 per crew.

Flight 840 hijacked on Aug. 29, over Italy and forced to

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land at Damascus, Syria. After passengers and crew were evacuated, nose section was destroyed by bomb. Cockpit Crewmen were Captain Dean Carter, F.0 Harry Oakley, F/E H. C. Tomlinson and an ACM, R. W. Davis. Plane later was repaired.

Credit Union declares all-time record of 6.25 percent for year ending Sept. 30...Northwest and Northeast Airlines merge...First 747 simulator installed at JFK..Captain Vernon Laursen and F/E Gene Manning fly SST Concorde as part of evaluation team.

Pronounce it no problem.

Domestic Flight 85, flown by Captain Don Cook, F/O Wenzel Williams and F/E Lloyd Hollrah, hijacked by AWOL marine.

Captains Billy Williams and Dick Hastings board at JFK and fly aircraft from New York to Rome... Flight 54 was highjacked to Cuba on Dec. 2, with Captain Clyde Nixon, F/O Stuart Balka and It was TWA's 6th highjacking, a record no one F/E Gary Thelen. sought.

Some things haven't changed much in the past 20 years !

END

Al (past President of TWA Seniors Club) and Edna Wollenberg were in no hurry to hit the chow line at Wickenburg Roundup.

Fashion on the golf course - Never wear a madras plaid Nehru jacket, even though a golf course is a place where adults wear clothing they would be ashamed to wear any other place on earth.

There are those who will attest to the fact that the above rule does not apply to our illustrious President!

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CORPORATION

Dear A. T., Your fond memories of the "old TWA days" bring back many pleasant thoughts and I commend you for taking the time to keep those days alive for all of us Eight years of retirement have passed in a flash, but I frequently see several of our old friends, many of whom are associated in our joint AVTEK venture. These former TWA pilots include Vern Lowell, Stuart Nelson and many active TWA pilots including Bob Honeycutt, our Director of Marketing. Bob has done an incredible job and created a backlog of over 100 aircraft sold for deliveries at the end of 1990.

Stuart is President of AVTEK Atlanta and Vern is head of our distribution in the southeastern USA and the Caribbean area. We also have several pilots, including Fred Hazlett, who is our director for the Far East.

I have attached several news stories, printed after our press conference at the Farnborough Air Show in England and NBAA in Dallas.

Please keep up your good work and rest assured your friends appreciate your efforts, although your "reward" may be in Heaven....perhaps a bale of hay so enjoyed by your friends from Sardinia!

Best wishes, Bob * * * * * * UNCOORDINATED EXCERPTS FROM VARIOUS NEWS RELEASES New capital injections lift AVTEK project off ground...Michigan has joined Pennsylvania and Avetk Ltd. (UK) to provide funding to bring the radical business aircraft to certification...Avtek Ltd. has ordered 30 models for distribution in Europe and the Middle East...Choice of engines is the Pratt & Whitney Canada PT6A-35L/R which will drive the propellors in opposite directions...Unit price anticipated to be $1.75 million...Air taxi, ambulance operators and business users are showing interest...There are 112 orders...Retired TWA Captain Robert F. Adickes, Chairman of the Board, says, "As a teenager he worked on the H1 aircraft, a composite plane built by billionaire Howard Hughes, a friend of Adickes' father. I mixed glue for it."...Adickes wife Helen is a homemaker and horse breeder. Son, Robert Jr., runs flight operations in Cold Bay, Alaska, and helped build the AVTEK 400. Daughter, J.C., is a Thousand Oaks chiropractor.

His youngest daughter, Lisa, is AVTEK's chief pilot...California officials said they didn't need the jobs and wouldn't give us any inducements to stay...Project will eventually generate 1200 production jobs...Limited to 40 employees at Camarillo...Airplane has no rivets, no joints, no ribs-unlike the planes which have used the same technology for the last 70 years. We cook the parts in a big oven like a cookie. This is the same material used in bullet proof vests, so the plane is bullet proof. The plane is lighter, faster and cheaper to operate than other similar-sized airplanes. It's a Stealth business airplane so the FAA requires 2 transponders...AVTEK plans a 200,000-square-foot plant at Kellogg Regional Airport, Battle Creek, Michigan...Expect to make 100 airplanes per year...Aircraft weighs 6,600 pounds, 2,755 mile range, carries 6 to 8 passengers and uses one third to one half less fuel than other aircraft its size...Government of Finland has ordered 14 to use for submarine detection...Industry joke is that the plane is ready when the paperwork exceeds the weight of the airplane...Gov. James J. Blanchard of Michigan says, "It's great for Battle Creek and great for Michigan...Clinton County, Pa, will have a components manufacturing facility...The company got its start in 1980 after Adickes retired from TWA after 40 years. He was joined by several other aviation veterans dubbed "The Geritol Group" by Adickes...FAA requires about 1700 tests with AVTEK having to pick up the tab...

Adickes family owns about 65% of AVTEK.

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MORE ON LISBON INCIDENT

By Larry Fauci As I discussed with A.T. Humbles in Tucson here is the story of that "Night in Cascais" as I remember it. Sorry, Fred, but you asked for corrections. For the most part Fred Morse's story was fairly accurate except for the crew of Flight 890, Plane 812, was Captain Harry McFarland, Relief Pilot Fred Morse, Co-pilot Henshall, Flight Engineers Phil Solomon and myself, Larry Fauci. Ruth Rodenberg in the cabin.

Don't remember the day too much but when I got back to the hotel late that night Phil Solomon was in the lobby under the great chandelier and said, "Larry, both the captains are in jail". While we discussed how to get them out Ruth Rodenberg was next on the scene. Then the rest of the crew started dribbling in. We got Joe out of his cozy kitchen to do the interpreting.

We grabbed two cabs, as Fred says, and went to the hoosegow in Cascais. Fred, you forgot the screaming and yelling for the American Embassy and the other choice words that went with it.

After "Josey" talked to the guard we all went up to the casino ( as I recall) and Joe went in and talked (begged) the casino manager. I could be wrong but we went back to the hotel then and started chipping in the $200.00 for the orphanage. When McKnight said he would take care of it then they would only have to pay one person.

When we got back to the jail I was the first person behind the jailer as he led us out to the cell block. I may have been the only one to see Harry reaching for something when we got to their outdoor cell, no windows, just fans. Dick was still ranting and raving so I told Harry to shut him up as we were getting them out. Will never forget Harry with his shirt hanging out, torn and dried blood on his forehead, slowly straighten up, put his fingers to his lips as he turned going Shhhhhh.

The benches, sleeping platforms, from the side walls were broken up and in the middle of the concrete floor by the center drain (the john).

Back at the hotel as Joe (Josey) was serving us our usual steak or ham and eggs I asked Harry what he was reaching for as we came in the courtyard.

He said he was going to grab the water hose and spray the jailer the next time he came out.

I never heard of guns being pulled - seriously doubt they would be pulling tricks on the jailers if that had happened - they didn't get the fire going as they ran out of matches before Dick could get the piece of Harry's shirt lit well enough to get the bench wood going.

To answer your request on the so called Flight Engineer who allegedly took the crew bus - he couldn't prove his innocence but all the blood was in the back seat of the bus. Enough said.

END Well, as I said before, hope to see you all again in New Orleans. Judy and I had a great time in Tucson.

Thanks loads for all the hard work you all put into TARPA. Larry Fauci

"So your girl friend jilted you when you told her about your rich uncle?'

"Yes, now she's my aunt."

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THE STEARMANS

by Ed B e t t s During WWI the US production of aircraft for use here or abroad was primarily limited to the Liberty-powered DH-4 and the OX-powered Curtiss "Jenny". These were both open cockpit biplanes; the DH-4 was designed as an observation plane and the Jenny as a trainer. When the war ended the Army had a huge supply of surplus planes and motors available to the public at a cheap price. Many were in mint condition (crated and ready for shipment overseas.). The Post Office Department used a fleet of the DH-4's (along with former Army pilots) when it set up their own airline to carry the air mail. The Jenny soon became the popular airplane for the private pilot (there was little else available) and with it the era of the "Gypsy" or "Barnstorming" pilots. With any potential market for small or private aircraft already saturated, many of the wartime factories folded (Curtiss was saved by a "takeover" by the C.M.Keys interests in 1921).

The one PO airway and air mail service soon stretched across the nation on the northern route between NYC and the SFO Bay area. In 1923, with the lighting of the central portion of the airway, an air mail letter could go from coast to coast in about 33 hours (4 days by train). Congressional legislation, passed in 1925, called for private operators (awarded by bid) to take over the flying of the air mail. The first bids were for "feeders" to the main line. Western Air Express (WAE) was among the original carriers, with a service between Los Angeles and Salt Lake City (via Las Vegas), that began on April 17, 1926. Another early carrier was Colorado Airways, that began service between Cheyenne and Pueblo (via Denver and Colorado Springs) on May 31, 1926. In 1927, Boeing Air Transport was flying the western part of the "main line" (between CHI and SFO), and National Air Transport (owned by the Keys interests) the section between CHI and NYC. WAE had used a couple of DH-4s for their initial route survey work, but used a fleet of seven Douglas M-2s for the mail. The Liberty-powered M-2 could carry a 1,000 lb payload and, if space permitted, a passenger could be accommodated.

WAE was one of the few operators to show a profit after the first year, mainly due to the extra revenue from the passengers carried. Colorado Airways could not continue with the losses incurred (plus a technical violation of its contract) and the route was taken over by WAE, with no payments involved for the contract or the "good will". The official date of transfer was 12/10/27. This was known as WAE's "Mountain Division", with Lewis W."Lew" Goss in charge.

Lew, who was in the Colorado National Guard at the time he was hired on November 11, 1927, was combination Traffic Manager and Reserve Pilot. Home base was at Denver. The Boeing Air Transport plane left Concord (east of Oakland) with the eastbound air mail (only) at 7am (connections were made at SLC at 3pm with WAE's flight from LA) and was scheduled to arrive CYE at 7:15pm (and leave at 7:30). Mail from PUB-COS-DEN was scheduled to arrive at 7:00pm for the connection. The westbound plane arrived CYE at 4:30am and the flight to PUB departed at 5:00am. Two pilots were based at DEN and alternated taking the 24 hour 398 mile trip which started out from there at 6pm. After arriving at CYE he slept on a cot in the hangar until departure the next morning with the flight to PUB via DEN and COS. Arrival was at 7:45am and at 4:15pm he departed north back to DEN via COS. The scheduled flying time for the round trip was 4 hr 30 min. It was a one day on, one day off rotation (and no vacations). All 4 of the airports served were in the "mile high country": PUB is 4726', COS is 6172', DEN 5333' and CYE 6156'. The airway was well lighted for night flying, but there were no radio facilities for navigation or communication.

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THE STEARMANS Colorado Airways had been using the Standard biplane and later the Ryan M-1 on this route. WAE chose a small fleet of the latest model Stearman, known as the C-3B (or C-3MB when outfitted for carrying the mail). By later comparison, the Stearman planes were relatively unknown, but they were soon to be one of the most popular light aircraft ever built. During WWII the Boeing-Stearman, which was mass-produced for the Army and Navy (the "Kaydet" or British "Cadet"), was the aircraft used for primary training to teach hundreds of thousands of aviation cadets how to fly. Technically, the Stearman Company as an entity lasted but about 5 years, but it left its mark in aviation history.

Lloyd Stearman, the founder and President of the company until he sold out to Boeing in 1931, was born in 1898 in Kansas. He attended Kansas University for two years and learned to fly in 1920. From 1919 to 1923 he was a mechanic and engineer with the Laird Airplane Company, from 1923-1925 he was chief engineer with the Swallow Airplane Co., 1925-1926 the chief engineer and director with Travel Air Mfg.Co.(along with Clyde Cessna and Walter Beech). All were located at Wichita. In 1926 he formed his own company in Venice, CA. Four planes were built before he relocated the plant to ICT, where he was joined by Mac Short, who was VP and Chief Engineer with the company until 1937 (when he went with the Vega Company). Mac was also a native Kansan, born in 1897, graduated from MIT and learned to fly in 1922. Another engineer was Hall Hibbard (1927-1931), who later (1932) was VP, Chief Engineer and Director with Lockheed. The team designed the C3B series, a basic design which would identify all Stearman aircraft for decades to follow. By 1928 the company had tripled its factory space and the number of employees increased from 50 to 190.

The model numbers depended on the type of engine used and generally these were interchangeable, which would change the performance data (speeds, range etc.), weights (empty, useful and payload), factory price etc. The C3 series generally was powered by the 220hp Wright J-5 or 225hp J-6 engine, although others such as the Hisso, OX-5, Menasco and Seimens-Halske were used. Five M-2 model, the "Speedmail", which was a much larger version (with a 525 hp "Cyclone" engine) were built for Varney Airlines in early 1929. Others included the C3R, dubbed the "Business Speedster" (with the J-6 engine), the LT-1 (enclosed cabin, only 3 were produced) and the 4 series. The 4 series was a larger airplane (dubbed the "Junior Speedmail") and used the full NACA low drag cowling with various Wright or P&W engines in the 300 to 420 hp class. The basic design of the Stearmans included a wide front cockpit (33") which could accomodate two passengers or, when covered with a metal cover, had 33 cubic feet of space for mail.

Other (or later) options included night flying equipment, dual flight controls and instruments, steerable tailwheel, generator, battery and electric starter (instead of the hand-cranked inertia type), prop spinner, pilot headrest and a cockpit heater (which worked off the engine exhaust pipe, located on the unerside of the fuselage). All of the C3B, C3MB and C3R series were about the same size: fuselage 24' long, 35' upper wing span and 28' lower wing span for a total wing area of 296 square feet. Payloads with a full tank of 68 gallons of gas varied from 330 to 450 pounds and the range from 550 to 620 miles. With 65% power the cruise speed was from 108 to 112mph and landing speed from 41 to 47mph. All had a first minute climb rate of 1000', but this performance was at sea level and not at CYE. Like most "tail draggers", with the cockpit located in the rear, the runway straight ahead was blanked out by the engine in front of the pilot when making a "three point landing"...taxiing was a series of "S turns" with the pilot's head out of the side of the cockpit. The basic factory price was from $8,500 to $9,000 ($12,500 to $16,000 for the 4 series).

About 249 of the C3B, 38 C3R and 42 of the 4 series were built.

58

THE STEARMANS WAE's initial order was for three C3B's, with the following company fleet and registration numbers plus delivery (or promised for delivery) dates taken from Stearman files: #200 NC3709 12/10/27, #201 NC3863 12/28/27 and #202 NC4011 1/21/28. Later on, the following were ordered as replacements or additions to the fleet: #203 NC6495 12/10/29, #204 NC8820 5/17/29 and #205 NC774H 3/22/30.

The latter, #205, was a Model 4D. Other airlines, besides WAE and Varney, that used Stearmans to carry the mail included: National Air Transport, Texas Air Transport, Interstate Air Lines, National Parks Airways, Continental, American and Hanford.

According to Lew Goss, prior to delivery of the first Stearman, WAE used an M-2 for their preliminary test flights before starting regular service. Corliss Moseley (one of the company founders and Operations VP), was at DEN, along with Lew, to watch the first flight depart. A few minutes later there was a phone call: a plane had crashed. They drove to the scene of the fatal accident. Apparently the pilot had run into a snowstorm and spun in. For a short time the entire operation was shut down, then Boeing Air Transport flew the route for awhile, until Lew brought in the first Stearman from ICT. Ed Eschelman flew the inaugural flight.

Royal Leonard (hired 4/4/28 and TWA to 1934) was also among the original pilots on this run. WAE's contract was for $0.83 per pound of mail carried (compared to $3.00 per pound on their LA-SLC route). During the year 1928 WAE was paid $45,416 for carrying 54,718 pounds of mail on the CYE Lew Goss, WAE Trafffic Rep & Reserve Pilot at DEN. to PUB route, and a 96% completetion of schedules. It was the second highes capita in the USA. One of the reasons WAE was a financial success was their aggressive advertizing or promotional programs with local organizations about the value of air mail. In 1929 the pounds increased to 99,148 and the revenue to $82,043.98.

On 11/12/28 Melvin 0. "Mo" Bowen was hired by Goss to be combination mechanic and relief pilot. Mo's break came when Eschelman resigned (to Boeing) and he became the regular pilot in early 1929.

Melvin 'Mo' Bowen, Reserve Pilot and Mechanic for WAE at Denver.

59

THE STEARMANS

Later on in 1929, Charlie France replaced Goss, who was assigned to set up a new LA-KC division. This route, (passengers only) would compete with TAT by flying between LA to KC during the day with train connections at night (to or from the east). Goss used the Stearman for his route surveys and during the construction of their own airports at Kingman, Holbrook and Albuquerque.

Service was inaugurated in early June, a month ahead of TAT. Royal Leonard transferred to fly the new run out of LA and Mo Bowen out of KG. Dave Hissong became a regular pilot (based at DEN) when Leonard transfered and Ivan Huston filled Mo's vacancy.

On 5/7/29, Ivan Huston departed DEN...later, after taking off he ran into a fog bank, spun in and was killed (plane NC3709). Other Stearman accidents (all were in the DEN area and no details are available) were NC8820 on 1/6/30 and NC3863 on 8/30/30 (pilot McMillan was killed). All occurred prior to the origin of T&WA. When T&WA was formed, in October of 1930, all of the TAT-Maddux assets (ground or air equipment, airports or terminals etc.) were part of their "ante" for ownership of the new airline. WAE retained certain of its assets, such as, the contract mail routes (San Diego-LALAS-SLC and CYE to PUB) and part of their fleet (including all Stearman planes and a few Boeing and Fokkers). The CYE-PUB (mail and passengers) route was extended to ABQ and AMA on 8/1/31; among the pilots on the inaugural flight were Dave Hissong and Frank Niswander (TWA pilot 10/16/34 to 1964). After the infamous air mail cancellation in 1934, Wyoming Air Service took over the route.

Transcontinental Air Transport (TAT) had been formed in May 1928, by the Keys group, with Charles Lindbergh the technical advisor. Until July 7, 1929, when they inaugurated their 48-hour coast-to-coast service (fly by day and train by night) their main activities had been the construction of new airports and the facilities at Waynoka (OK), Clovis(NM), Albuquerque and Kingman. Jack Herlihy (a MIT graduate who learned to fly with the Navy in 1924, and had logged 4,300 flying hours) was the company chief engineer from 1928 to 1930 (and later the Exec VP of Operations for United). On 10/9/28, according to old company records, TAT bought NC6410 (later this was TWA fleet #207), a Stearman C3B, for $9,868,35. Old Stearman records show the plane was first delivered to Skyways Inc., of Flint (MI) on 9/24/28.

60

THE STEARMANS Little is known about TAT's use of a Stearman other than a number of photos of Herlihy (with goggles and parachute) standing by the plane at several airports which, at the time, were under construction. A second Stearman C3B, NC8815, originally delivered to Lawrence Turner (in NYC) on 5/13/29, possibly saw service with TAT. However, there are no company records to confirm this, and it was not part of the merger into T&WA. The next C3B Stearman to be a part of the T&WA fleet was NC8814 (fleet #206), which Stearman Company records show was first delivered to a Mr. W. Wrightsman (at Shreveport, LA) on 4/22/29. This airplane was to be a very important part of TWA's early pilot instrument training and qualification for an SATR license (Scheduled Air Transport Rating, as required by the Department of Commerce). I happen to have Capt."Tommy"Tomlinson's logbooks on hand at the time of writing this article and can quote some data direct. Tommy joined Maddux Airlines, as VP of Operations, on 1/1/29. Maddux, at the time, had a fleet of Fords and a Curtiss "Robin".

His logbook shows that he made one flight with a Stearman on 1/19/29, and again on 7/3/29...his remark in the logbook was "beautiful flying ship". On 7/23 he ferried the plane from Clover Field (Santa Monica, CA) to the Glendale Airport. Company records (Maddux) show the plane was purchased on the next day for $3,125.76.

July of 1929 was when TAT first inaugurated service and the merger with Maddux was in the formative stage. Tomlinson's log shows that he spent as much time flying the Fords and Stearman as he did "flying a desk"; over 900 flying hours between the time he joined Maddux and the merger with T&WA in October of 1930.

The Maddux routes extended from Glendale south to San Diego and Agua Caliente, Mexico, and north to Alameda/Oakland and Montery (CA). Tommy frequently made trips over these routes with the Stearman as well as flights to Lake Tahoe and other resorts which Maddux possibly might serve. When the merger with TAT was made, Tommy made the arrangements for Barstow to be a "hub", with direct connections to the SFO Bay area. He also made a personal survey of TAT's route as far as Clovis,NM, which included the WAE stops (both Kingman and ABQ Airports) as well as Holbrook, Gallup and Zuni between Winslow and ABQ. The leg between Glendale and Winslow was at night. This was in May 1930, and a second trip was made that month (with Maintenance Foreman Bill Hughes) to inspect a Ford which was damaged making an emergency landing in rough country SE of Fort Sum1ner,NM. /4 He flew 10 hrs in one day on that trip.

Prior to the TAT-MadduxWAE merger, Tommy and Hughes made an inspection tour of every station east of LA to Clovis.

The leg from INW to ABQ was at night.

On the return they spent the night at Cottonwood (AZ) due to storms in the area. They logged 21 1/2hrsoundtip.

Tommy and Ginny Tomlinson about to leave on their honeymoon.

61

THE STEARMANS Besides these cross-country flights over rough terrain, poorly mapped and few emergency landing fields, he used the plane for numerous local flights in the LA area...it was much more relaxing than fighting the auto traffic, faster and convenient. These included business calls to Alhambra (WAE's airport), Mines Field (LAX today), Lockheed-Burbank (a 5 min hop), Pomona (a speaking engagement and Palm Springs (honeymoon). Tommy and "Ginny" were married in January 1930, and were in Palm Springs when word was received that a TAT-Maddux Ford had crashed near Oceanside. Their honeymoon was interrupted for several days due to the urgent business with the company. His last series of flights with the Stearman was for an air meet at the Glendale Airport: 5 min to BUR and 5 min return for a close "fly by", 15 min for a "dead stick" landing demonstration, 15 min for "balloon busting" and 15 min for aerobatics (Tommy was one of the best at this type of precision flying).

Fred Pastorius also got some time in the Maddux Stearman. Fred had been hired as a mechanic, riding in the right seat of the Fords as "Mate" (comparable to a Flight Engineer today, except the "Mate" rode with, and was responsible for, one airplane).

Fred also had some pilot time and his "break" came when a tire was needed in Fresno for a Ford...he took a tire to Fresno in the Stearman and for this he was paid 5t a mile!

Fred also took a charter flight of two passengers to Lake Big Bear in the San Bernadino Mountains. On 8/6/30, he went up for a 20 min checkride in a Ford (and a check of the right motor) with Tommy prior to his demonstration to a government inspector for a transport license.

According to the merger agreement between TAT, Maddux and WAE the aircraft to be included in the T&WA fleet were as follows: from TAT came 11 Fords, 1 Robin and 1 Stearman. Former Maddux planes included 10 Fords and 1 Stearman, and the former WAE planes included 10 Fokker F-10s (tri-motor), 3 F-14s (single motor) and 2 F-32s (4-motor). Aircraft values, at the time of the merger, were calculated on a two year depreciation, motors 1,500 hours. The former Maddux Stearman's value was set at $1841.20 and TAT's at $9733.17.

Until T&WA took delivery of a fleet of Northrop "Alphas", in March of 1931, to carry the air mail the Stearmans and F-14's along with some other single-motor planes were used for this purpose. It was immediately apparent that a number of veteran pilots (and non-veterans) needed some instruction on how to fly instruments...the basic needle, ball and airspeed to keep the plane level, turns and other maneuvers. Stearman #206 was outfitted with a hood on the rear cockpit which blocked the pilot's forward visibility (but not peeking out of the side) plus a radio for low-frequency navigation. Hal Snead, a WWI pilot, had been an instructor with Jack Frye's flight school (part of Aero Corporation of Calif.) before joining WAE in May of 1930. Hal was assigned as T&WA's instrument instructor and was considered an expert by the pilots.

Howard Hall, then flying the mail between EWR and CMH with the "Alpha", told how the T&WA pilots first learned there was such a thing as the "Cone of silence" associated with the new Adcock low-frequency radio range for navigation (they knew of the radio, but not of the "cone"...it sounded like a gag, such as a "Snipe Hunt".

A group of the air mail pilots were on a layover at CMH and doing some "hangar flying" or sleeping in the cots upstairs in the terminal building when Snead flew in with the Stearman. "Dutch" Smith, an expert on instrument flying from his days with the PO air mail, went along on a demonstration flight with Snead...his report to the other pilots described the cone (when directly over a radio station) and the benefit of knowing your exact location for an instrument approach.

62

THE STEARMANS

A big improvement for instrument flying had been made by TAT mechanic Charlie Cane, who was the first to compensate the turn-and-bank (3 degrees per second) which made it possible for a pilot to time his turn (before the gyro or artificial horizon).

With instrument flying came checkrides by the "Feds". Ted Weaver once told me about the first check ride (I don't know the date). Ted had flown into CMH on a Ford trip and John Collings asked him to "volunteer" for a checkride with an Inspector Murphy.

Ted agreed, and Murphy taxied the plane to the end of the runway. After all of the suggested or required maneuvers had been completed, Ted asked if he might try a "wingover" (a dive and then pull up in a vertical climb and roll around the vertical axis, and then level off). The instruments didn't show Ted that he had gone too far with the climb attitude as he had the plane inverted as if doing a loop. After recovering from this position, and leveling the plane, he inquired about the inspector. There was no answer. Ted looked over the hood just as Murphy was climbing back into the cockpit; he had neglected to fasten his seatbelt! Ted passed the checkride.

Besides the training, the Stearmans were also used by the pilots to make landings at all of the emergency fields (part of route qualifications) on a route they were to fly. Ken Blaney wrote about his qualifying for a proposed night freight operation between EWR and MKC using the F-14. On 7/24/31, flying #206, he landed at every emergency field between CMH and EWR. The next day, with the same plane, he flew from CMH to HAR and return with a steel chest of film.

TWA Stearman NC88814 complete with a hood over part of the rear cockpit for instrument training.

Note the tall antenna just behind the rear cockpit for low frequency range reception.

63

THE STEARMANS On 10/31/35, Paul Richter (Operations VP) made a detailed report to Jack Frye of every accident or incident that had occurred since October of 1930. There were a total of 169 reports, some very minor, which included damage done, the cause, cost of repairs etc. Among the Stearman accident reports were: On 10/13/30 (pilot Bob Supple) the gear failed landing at Trenton, NJ. A total of $1,097.50 to repair plane #207. On 7/30/31 $133.87 damages to #206 (broken spar lower wing panel, Steve Welsh the pilot), due to blind cockpit (forward visibility while taxiing) restricting visibility.

On 8/1/31 #207 was severely damaged at Trenton (pilot Supple); the wreck was sold at book value. The report blamed the accident on structural failure of the landing gear.

On 8/27/31 #206 had a broken spar in the lower wing panel ($151.00 damage) due to a groundloop after landing at Groom, TX. "Pat" Gallup was the pilot. He was exonerated from any error..."due to the ground looping characteristics of the plane". On 10/21/31, plane #206 had $404.85 damages landing at CMH followed by a groundloop and structural failure of the gear (pilot Jack Lynch). On 3/12/32 (near CMH), Hal Snead had the covering come off the right wing in flight. The damage was listed at $262.58, and the cause "due to age of the plane and type of construction".

Hal had another incident at Tulsa on 10/7/32: the left tire blown out, lower left wing damaged and rear spar cracked at rear strut fitting ($70.31 damage).

The cause: "accident unavoidable, caused by whirlwind striking ship from rear while plane was taxiing on ground". This was the last report involving a Stearman listed in Richter's summary through August of 1935, although there were a number of incidents to follow.

NOTE: From here on, with regard to Stearmans with T&WA, I will be quoting from letters or phone calls from the pilots who answered my request for help. Those hired circa 1935-1937, who had an instrument rating, were not required to take any additional training. There is a change in fleet or NC numbers and I assume the company purchased several Stearmans (used) to train copilots for the SATR (Scheduled Air Transport license). The equipment includes NC669K and 482W (and or fleet #208). This was for instrument training, although a number flew the airplane as part of their route qualifications into emergency airports. Others flew a Waco or a Stinson for this tour of a region, or a group rode along in a DC-2/DC-3 (and had a party). The instrument training or checkride with a "Fed" was done at the copilot's expense...25c a minute or $9 an hour)...that was deducted from his paycheck.

With this rating he received a raise in pay, from $190 to $205 per month, which helped to defray the cost of the training (and obtaining the license).

The T&WA Stearmans were equipped with a hood, dual flight controls and instruments and a low frequency radio for navigation. The navigation was a series of time-consuming problems: getting the student lost, and then the various orientation procedures (true fade, fade parallel, fade 90, etc.) plus the approach to the airport. Each orientation and approach took a lot of time, depending on how far away from the radio range the problem was started (including, in later years, the Link Trainer), how good the radio (ground or aircraft) was working and how adeptly the pilot reacted to the circumstances...which included learnhow to fly the Stearman!

Naturally, since the copilot was paying for all of this training, practice and the rating ride by the minute, it was anything but a "joy ride" and the faster a maneuver could be completed satisfactorily saved money...a tail wind helped as well as peeking out from the side of the hood to definitely establish his position etc. When Fairchild wanted a demonstration c of a steep 360 degree turn he would remind the student it was costing him 50 (a precise 360 degree turn took 2 minutes, no more, no less).

64

THE STEARMANS The Mac" earliest training which was reported to me was by Phares McFerren. "Mac" already had a some instrument time flying with "Benny" Howard and other United pilots prior to joining T&WA 4/27/35. His logbook shows he received 6:02 hours "blind-flying" with the Stearman with Ken Fairchild in June 1935. His remarks were: "the plane was rather old and decrepit, but flew OK, but the rudder was so sensitive we all removed our shoes while flying".

According to a number of the pilots who answered me, T&WA hired "Chick" Fredericks (4/1/35 and pilot 9/22/35) as an instrument instructor and there was a minor todo establishing his pilot seniority when he later flew the line (date of instructor or first trip as captain). Bob Springer received his instruction from Fredericks and rating from inspector Russ Delaney in 1936.

Bill Ambrose had 3 hrs 15 min time with Hal Snead at Long Beach in January 1936 plus another 8 hrs (including a "warm up" period) with Fredericks and Delaney at KC a month later. Rudy Truesdale had the Fredericks/Delaney combination for 9 hours (with plane 669K which had been purchased from a Charlie Babb) in February. Rudy recalled how it was bitter cold and they wore fur-lined flying suits.

Johnny Magden had his training with Fairchild at Burbank and told how Ken made a landing...he groundlooped!

From his position, under the hood, John couldn't tell what was going on or when it all might end (a damaged wingtip was the result). Ray Noland was among a group of copilots (hired in mid-1936) who were taking this training with Fairchild at BUR in the fall of that year. Delaney wasn't satisfied with the progress and the training was halted until April of 1937 (Bill Piper, Bill Sanders, Jack LeClaire and Dave Kuhn all received their training with Fairchild and rating rides from Delaney in early 1937. Dave Kuhn also mentioned an instrument check using the Stearman with "Doc" Mesker: "Doc" made the landing and ground looped.) The 1937 hires who needed a rating (such as Bob Buck and Roger Don Rae) received their training with Roscoe Donahoo and rating with inspectors Delaney or Douglas (at BUR using plane NC482W) in early 1938. This appeared to be the last of the training and rating rides using the Stearmans with T&WA. Other single-engine biplanes continued to be used for the emergency airport and route qualifications.

Besides the limited use for carrying the air mail, instrument training plus a few private pilots (sportsmen), crop dusting kept many of the original Stearmans flying during the pre-war years. Starting about 1933, the Stearman Division of the Boeing Aircraft Company (located at ICI) concentrated on the production of training aircraft for the military. The original models were dubbed the "Cloudboy", which was the YPT-9 trainer. The Army Air Corps first tested a PT-13 in 1933, the Navy in 1934. This was soon known as the "Kaydet", although there were numerous modifications to follow which would change the indentification to PT-17, PT-18 or Navy 2S-2. Generally the identification depended on the type engine installed such as: the Continental, Lycoming, Jacobs etc. All were in the 220 to 225 hp class.

Until 1944, when the wartime production was ceased, about 8,500 various "Kadets" were produced for the military, although if the spare parts are also included the total would be about 10,000.

Another popular primary training plane was the Ryan PT-22 (also known as the PT-21 or Navy NR-1) which was a low wing monoplane powered by a 165 hp Kinner engine. Both the Stearmans and Ryans saw service in the pre-war years with the Civilian Pilot Training (CPT) program as well as the privately operated (under contract with the military) primary training schools during the war. There has always been a lot of friendly (?) debates between the students or instructors of the various flying schools as to who flew the best equipment.

65

THE STEARMANS IN WWII I don't know how typical my own experience was with the Stearman "Kaydet", but I will include it anyway. My "date of hire" by the Army Air Corps was 1/23/42 and I was among the first group to report to the Santa Ana (CA) Air Base. The base was still under construction and we were bivouaced in tents for the first few weeks. This was supposed to be a 'preflight' center (no flying), but the curriculum hadn't been established so we did a lot of marching and cleaning or assembling rifles. There was a shortage of uniforms except for the standard GI overhauls and heavy marching boots. Since we were not clad in proper uniforms we were confined to the base. After an extensive screening, including a twirl in the "Barney Chair" and a "Stanine" type test, we were finally assigned to a primary training school.

My assignment was the 'Rankin Academy' (owned by the famous stunt pilot "Tex" Rankin) located near Tulare, CA. There were about 250 of us Aviation Cadets who traveled by bus to this primary school, plus another 5 Student Officers (already commissioned, but to receive flight training). The enlisted pilots (Aviation Students) reported to a separate school. The pay was $75 a month plus room, board and uniform. Since we were all, including all of the trainees throughout the country, due to receive our wings at the same time on 9/29/42, we were designated the Class of 42-I. The bus driver alerted us that there would be a group of upper classmen ready to greet our arrival once inside the main gate of the Rankin school: there was a contingent of same with stern faces, dressed in full uniform, complete with white gloves. The first 'order of the day' was to "hit a brace" (an exaggerated position of "attention", with the chin drawn as far back as possible into one's chest. We then picked up our bags and 'double timed' to an open area to be greeted by Rankin and the military officers in charge. The assignments were made to quarters and instructor pilots as well as the division into four cadet companies with upper (by one month) classmen as leaders. They literally "ruled the roost " during our non-flying hours with orders to "hit a brace, mister!", double-time when outdoors, eating meals with square corners (when using a fork or spoon from plate to mouth) and other forms of hazing. Any infraction might bring a punishment of standing on your chair and singing the Air Corps song of "Off we go into the wild blue yonder etc., etc."

There were about 60 civilian instructors at the school, each started out with 5 students. They wore a military uniform with a special insignia (no rank, but we saluted them upon greeting them each day). My first flight was on 3/30/42, a 22 min demonstration by the instructor which included a few loops, spins and slow rolls.

During certain of these maneuvers I was fighting the urge to "upchuck" as this could be the cause for an immediate "washout". Unfortunately it was not a good day for the instructor as he proceeded to ' groundloop' following the first landing. Between the feeling of nausea and the unexpected damage to a wing tip, I wasn't too certain that a flying career was for me.

After exactly 8 hours of dual instruction the instructor climb out of the forward cockpit and said the magic words...take 'er up alone, mister!

After the first solo flight the cadet was allowed to wear his goggles (on the ground) on top of his flight helmet instead of below the chin, a status symbol. There was a 20 and 50 hour check or progress ride by a military pilot. After one month we were the upper classmen and "ruled the roost", complete with white gloves.

Since the government was paying for all of this training we all completed the program in exactly 60 hours of dual or solo time...not one minute more or less as it would foul up the accounting. About 85 of our original group of 250 were "washed out" (termed 'Hugos') and assigned to other schools for navigators or bombardiers etc. These were my experiences with the Stearman, they were memorable!

66

THE POST-WAR and OTHER STEARMANS Similar to the end of WWI, the end of WWII saw thousands of surplus military aircraft available at a very cheap price (in 1946 I purchased a North American AT-6, with low engine or airframe time, for $600). At the time, a Stearman was available for about $500. How many were sold isn't known, but about 2,000 are still flying today according to the Stearman Restorers Ass.,Inc. Many of these were used for crop dusting before other aircraft became available which were more efficient...otherwise they would have been junked for scrap long ago. The current basic price for a completely restored "Kadet" (including a 220hp Continental engine with zero time since overhaul) starts out at $65,000. A number of companies specialize in gathering wrecks or whatever is salvageable and resell the restored versions which are considered new. The antique planes, the older 'originals' produced by Lloyd Stearman, can cost a lot more depending on the condition etc.

Some of the past and present TWAers who have owned Stearmans include Orm Gove, who first learned to fly in 1925. Orm started with WAE on 5/1/29, as mechanic and copilot on the Fokkers. Following the merger with T&WA he was the senior copilot on the system but lacked the experience (flying time) to qualify for a transport pilot license.

According to Stearman historian Ken Wilson, records show that Orm purchased NC4011 from WAE on 12/26/31 (and sold it on 3/19/32).

Orm finally took his first flight as Captain on 9/28/34.

There probably have been numerous other TWAers who have owned, or still own, a Stearman. Among the current are Jack Parker, Ron Rex and D. Joseph Corr. Jack was a 'Hump' pilot in WWII and TWA pilot 1948 to 1984. His plane was produced for the Navy (N2S-B) in 1943 and after the war did some crop dusting from 1948 to 1949. It then sat as a pile of junk until 1970. It was then completely rebuilt and painted in the old USAAF colors (orange/yellow wings and tail feathers, a blue fuselage plus red and white stripes on the rudder). Jack purchased the plane for $18,000 and has since put over 350 hours flying "Old Blue" with pleasure flights, attending air shows (formation flights) etc. The plane is in the same condition so far as equipment and instruments, except for an electric starter and a generator (and Army colors), as its days with the Navy.

Ron Rex (hired 1966 and currently flying captain out of JFK) was half owner of a N2S-4 Stearman when, in 1984, he found out one of the original "D" model (a larger mail plane with increased horsepower) was for sale in Florida. The aircraft was built in 1929 and at one time (circa 1935) flew the mail for Wyoming Air service on WAE's former "Mountain Division". Later on it was used for crop dusting and was almost scrapped prior to WWII. It had numerous owners prior to a complete restoration and painted in WAE's old colors of deep red and silver.

WAE had once owned a "4" model (NC774H), which had long ago been scrapped and deleted from FAA registration. The restored plane was able to obtain this same original NC number. Ron and his wife, Carol, have put a lot of time on their Stearman with local and cross country flying, air meets etc.

Former TWA Pres. D. Joseph Corr is co-owner (with John Tucker, Pres. of Midcoast Aviation) of N8828, the first and the prototype for the C3R series (dubbed the "Business Speedmail"). It was first flown on 8/15/29 and went through numerous modifications prior to final production. It also had numerous owners, including Hanford Tri-State Airlines in 1935, and was used as a trainer during the early years of WWII. Joe and John purchased the plane, which is restored to mint condition, in late 1987 and keep it at the Smartt Field near STL. Joe has about 500 flying hours and also owns a J-3 and a "Great Lakes". He is the second TWA president, since Jack Frye (1934-1947) to have a pilot license. The other was Ralph Damon, who learned to fly in the Army in 1918-1919.

67

Western Flying July 1930

69

Bill Dixon says, The TWA Seniors 27th Annual Rountrip at Rancho de Los Caballeros, Wickenburg, AZ, was lots of fun. It boasts a beautiful golf course, which I terrorized in my usual inept manner, but I did lose only 4 golf balls!

It was supposed to be the second best course in Arizona.

The women played a nine hole tournament on Friday Nov. 4 and the men battled the course for 18 holes on Saturday.

A number of retired flight crew members and dispatchers attended, quite a few staying extra days. The food was good, reminiscing fantastic and fellowship delightful. Try to go next year. I know you and Betty would like it. Enclosing a few photos should you be interested.

Too bad this shot of Neuman Ramsey holding his own at Wickenburg wasn't in color. With his rainbow shirt and gosh-knows-where-from-hat, he fit right in at the Rancho De Los Caballeros dude ranch Saturday noon cookout!

Left to right: Joe Crede, Bill Cooper, Lum Edwards and Bill Geiger hoist one for those not able to make it to the annual party.

70

RECOMMENDATIONS & SUGGESTIONS For a worthwhile contribution that is tax deductible you need to look no further than this; THE TWA PILOTS RETIREMENT FOUNDATION, INC. ALPA Federal Credit Union 825 Miday Drive Willow Brook, IL 60521 Put on your check account number 90-17470

Joe McCombs has a good supply of TARPA lapel pins. They are larger than the original pins and can be read from more than a foot away. Send $2.00 to his mountain top hideaway at 6977 S. Everest Lane, Evergreen, CO 80439

If you would like a nice TARPA pin on name plate to sport at New Orleans or on your cruise send $2.50 to; Names by Sawyer 201 N.W. 59 Place Gladstone, MO 64118

In case you missed it in our special mailing for the convention reservations and the Mississippi riverboat cruise with Lum and Bette Edwards the day after our convention I have included a tear out form for the cruise at the back of this issue you may use. I highly recommend it as we have been on it.

Watched the MacNeil-Lehrer hour last night on the public broadcasting station.

There was a bit on the "catastrophic" health insurance that is going to cost us $2100.00 more in taxes in 1993 graduating up from this year. There was an American Airlines retired Captain on representing the Coalition against Catastrophic Health Insurance. Opposing him was the American Association of Retired Persons' representative, John Rother. There is considerable movement under way to call back this horrendous package that was railroaded through Congress almost in secrecy from the public. They said 12 Congressman to date have already introduced Bills to rectify this injustice. Instead of a broad base financial support a small group of elderly people will foot the bill for the others which is grossly unfair. The AARP ignored a small group of us elderly completely in supporting this bill.

Better crank up your computers, typewriters or writing hands and let your Congressional representatives know how you feel.

Income Tax: Democracy in action. Gives those who don't play golf an opportunity to lie.

71

NEW MEMBERS - NEW SUBSCRIBERS 01-05-1989

Page 1 ------------------------------------------------------------------------------------------------------------------------------------------

(R)

(A)

AHLBERG, R.T. "WHITEY" CAPT.

(R)

3085 MOLOKAI PLACE

KENSINGTON, CA 94107

COSTA MESA, CA 92626

415-525-8858

714-545-1279

BONEY, MARVIN D. "DOUG" CAPT. (MARTI)

(S)

1515 EL PASO REAL

(S)

BARNETT, RONALD P. F/E (JO AN)

71 KINGSTON ROAD

BRANS, JOAN ZIMMEL MRS. 15 STARSHINE

LA JOLLA, CA 92037

IRVINE. CA 92725

619-454-3666

714-854-8804

BURDETTE, T. EDWIN MR.

(R)

718 CENTER HILL

FISHBAUGH, H. RICHARD CAPT. RT. #2, BOX 103A

HOUSTON, TX 77079

SHENANDOAH, IA 51601 712-246-5096

(A)

(R)

GIBBS, RAEFORD,F. "RAE" CAPT. (PAULA)

(R)

LARSON, R.E. (808) F/E (LOIS)

23740 PARK ANTIGUA

4250 E. YAWEPE STREET

CALABASAS, CA 91302

PHOENIX, AZ 85044

818-888-7671

602-893-9199

NANKIN, JACK C. CAPT. (DOROTHY)

(A)

MANTELOS, SAM CAPT.

17830 ROSEWOOD

113 SUSSEX CR

P.O. BOX 208

SCHAUMBERG, IL 60193

STILWELL, KS 66085

312-980-7390

913-897-3935 (R)

McCORMICK, GERARD W. CAPT. (CLEDA)

(R)

4027 E. CORTEZ STREET

( R)

542 FOREST HIGHLANDS

PHOENIX, AZ 85028

FLAGSTAFF, AZ 86001

602-953-2289

602-525-1840

MILLER, JAMES D. CAPT. (BILLIE)

( A)

14251 N. 2nd AVENUE PHOENIX, AZ 85023

THOUSAND OAKS, CA 91361

RICHTER, JAMES H. CAPT. (KRIS)

(R)

SAN ANTONIO, TX 78230

602-391-1873

512-493-6239

VANPELT, VINCENT R. CAPT. (PATTY)

(R)

957 JUNIPERO DRIVE

VAUGHN, GORDON C. "GORDY" CAPT. (LINDA) 1917 S.E. 22nd AVENUE

COSTA MESA, CA 92626

FORT LAUDERDALE, FL 33316

714-641-0147

305-462-2929

VAUX, RICHARD A. CAPT. 0X2

.

P.O

HAMPTON FALLS, NH 03844 617-631-7905

TAYLOR, G.J. "JAY" CAPT. (MARJORIE) 3631 HUNTERS TRAIL

SCOTTSDALE, AZ 85258-5653

(A)

MITCHELL, ROBERT D. CAPT. (LUAYINE - "LU")

805-495-S6345

10055 CALLE DE CIELD

(A)

(APR-OCT)

60 INVERNESS ROAD (NOV-MAR)

602-866-7813

(A)

MILLER, JAMES D. CAPT. (BILLIE)

72

ADDRESS CHANGES and/or CORRECTIONS 01-05-1989

Page 1 -----------------------------------------------------------------------------------------------------------------------------------------

(R)

(R)

ARBON, EDWIN R. CAPT. (MURIEL)

(R)

AUDETTE, ROBERT J. F/E (GERDA)

421 GUADALAJARA CIRCLE

254 DIXIE LANE

IRVING, TX 75062

TARPON SPRINGS, FL 34689

214-717-4035 & 214-717-4075

813-934-1968

BANKS, EMMETT E. 'ERNIE" CAPT. (BILLIE)

(R)

(ALL MAIL)

BARNHILL, GARY D. CAPT.

P.O. 80X 7211

217 IRIS

SUNSHINE C.C. ESTATES

CORONA DEL MAR, CA 92625

HARLINGEN, TX 78550

714-675-9909

512-428-5127 (H)

(R)

BILLMAN, LA VETA MRS. (LOUIS)

(A)

BINNS, THOMAS L. CAPT. (KAY)

4601 NORWOOD COURT

57 W. FIFTH STREET

KANSAS CITY, MO 64133

CHILLICOTHE, OH 45601

816-353-8340

614-772-2204

BLESCH, WILLIAM F. CAPT. (BARBARA)

( R)

BRANDT, LOWELL D. CAPT. (SUZANNE)

431 WAHOO ROAD

15112 HUNTINGTON GATE DRIVE

P.O. BOX 28058

POWAY, CA 92064

PANAMA CITY, FL 32411

619-673-0714

904-234-6136

(A)

(R)

BROWN, THOMAS V. "T.V." F/0 (JOANNE)

(R)

CARROLL. JOHN C. CAPT.

P.O. BOX 218

2881 WOODRIDGE CIRCLE

FOREST RANCH, CA 95942

CARLSBAD, CA 92008

916-893-3410

619-434-3483

CHITTENDEN, HOWARD T. "TOM" CAPT.

(R)

COCHRAN, JAMES L. CAPT. (RUTHE)R1

8260 OLD HINKLEVILLE ROAD

4535 N. 49th PLACE

WEST PADUCAH, KY 42086

PHOENIX, AZ 85018 602-840-5243

(R)

COLE, Jr, JOHN W. CAPT. (NOREEN)

(R)

COLLING, EDWIN L. CAPT. (CATHERINE)

31 #1 ZOAR ROAD, RD

ROMSEY HOUSE, VICAEAGE LANE

SANDY HOOK, CT 06481

STEEPLE ASHTON,

203-426-9661

WILTS

BA14 6HH ENGLAND

380-870-992

(R)

DAIL, MAX W. CAPT. (BETTY)

(R)

17 PURPLE MARTIN LANE

SCOTTSDALE, AZ

HILTON HEAD ISLAND, SC 29926

85258

602-948-2370

(R)

ENGLAND, GEORGE W. CAPT. (PATRICIA)

7160 VIA DE LA MONTANA

803-681-7483

EVANS, JOHN R. "JACK" F/E (MARTHA)

(R)

FISHER, RICHARD P. F/E (BEVERLY)

PINE HILL ROAD

903 CAPTAINS WALK

P.O. BOX 1363

SALEM, SC 29676

FAIRFIELD BAY, AR 12088

803-944-2844

501-884-3458 (R)

FLETT, ROBERT G. CAPT.

(R)

6688 BLOSSOM

CAPT.

(MAGGIE)

3605 FLEMING DRIVE

WOODLAND PARK, CO 80863 719-687-6638

GETTINGS, A.H.

BLUE SPRINGS, MO 64015 73

Page 2

01-05-1989

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

( R)

(R)

( R)

(R)

(R)

(R)

GOUGH, ROBERT W. CAPT. (MARY)

(R)

HAHN, EUGENE G. "GENE" CAPT. (DORIS)

10410 S. OCEAN BLVD., #905

5713 WOODHAVEN LANE

JENSEN BEACH, FL 34957

PARKVILLE, MO 64152

407-229-3050

816-741-3550

(R)

HARRIS, JOSEPH J. CAPT. (GLENNA)

HEIGLE, RAYMOND F. F/E (MABEL)

5436 DOE AVENUE

371 MOCKING BIRD HILL

LAS VEGAS, NV 89102

HOCKESSIN, DE 19707

702-367-3823

302-239-4620

(R)

HENDRICKSON, JOHN L. F/E (DORIS)

HEWITT, BARTON G. "BART" CAPT.

525 FAIRVIEW BLVD.

12396 CALFEE GULCH ROAD

INCLINE VILLAGE, NV 89450

CONIFER, CO 80433

702-831-1615

303-838-7227

HUBBARD, ESTIL N. "ED" CAPT. (EVELYN)

(R)

INGENHUETT, MORRIS E.

P.O. BOX 204

2709 TIDEWATER COURT

LATHROP, MO 64465

LAS VEGAS, NV 89117

816-528-4553

702-254-2340

JORDAN, LEWIS C. CAPT. (JEANETTE)

( R)

RR # 1, BOX 403

CARSON CITY, NV 89704

OTTERTAIL, MN 56571

102-849-0179

218-376-2027

( R)

(MADELINE - "MADGE"

KAMPSEN, U.J. "UPS" CAPT. (ALICE)

4145 OLD 395N

KNUDSEN, WILBUR M. CAPT. (VIOLET)

CAPT.

KOLB, FRANK J. CAPT.

28112 EAST EASLEY ROAD

140 SEA VIEW COURT, APT 1505-N

LEE'S SUMMIT, MO 64063

MARCO ISLAND, FL 33937

(JAN-MAY)

816-566-2429

(E)

(R)

LAMBERT, GORDON W. CAPT. (MARGARET)

(H)

(R)

MRS.

(JOCK)

3400 PAUL SWEET ROAD, 8314

ALBUQUERQUE, NM 87111

SANTA CRUZ, CA 95065

505-291-3121

408-688-4970

LIMA, EARL F/E (ELEANOR)

(R)

11245 5th ST EAST

(A)

LEWIS, LUCILLE M.

10501 LAGRIMA DE ORO N.E., #121

LINDSEY, ROBERT A. CAPT. (DORICE) 31277 ENDYMION WAY

TREASURE ISLAND, FL 33706

REDLANDS, CA 92373

813-360-7319

714-794-4839

MAHER, TOM CAPT. (MARILYN)

(R)

MAJOR, ROBERT J. CAPT. (ANNE)

P.O. BOX 3867

887 CORTE SAFINO

ESTES PARK, CO 80517

CAMARILLO, CA 93010

303-586-3692

805-388-0102

MEANS, RUSSELL E. CAPT. (HELEN)

(R)

3300 W. 129th STREET

F/E (MARIEL)

P.O. BOX 2184

LEAWOOD, KS 66209 913-491-4496

MEYER, E.W.

STATELINE, NV 89449 74

415-967-5365

ADDRESS CHANGES and/or CORRECTIONS 01-05-1989

Pa p e 3

(E)

MIDDLEKAUFF, R.H. "BOB" FRO (MARGE)

(Si

11260 TABEAU ROAD

39 WARNCKE ROAD

PINE GROVE, CA 95665

WILTON. CT 06897

209-223-4782

(R)

(R)

(R)

(R)

203-761-9095

MUSICK, Jr., MATT O.

CAPT.

(ROSE)

(R)

NORRIS, ROBERT E.

CAPT.

(EVELYN)

13114 WALMER

BOX 722

OVERLAND PARK. KS 66209

LAKE HAVASU CITY, AZ 86403

913-897-5341

602-453-5367

OLSON, JOHN E. F/E (MARION)

( R)

2135 GREEN CASTLE WAY

RACINE, WI 53408

OXNARD, CA 93035

414-886-3853

805-985-6431

QUINN, JOHN J. "3.3." CAPT.

(NANCY)

(A)

RAEBIGER, OTTO R. 152 MINUTEMAN ROAD

BOULDER CITY. NV 89005

RIDGEFIELD, CT 06877

702-294-1066

203-438-3455

F/E

(CHRISTINE)

(A)

REID, WILLIAM J. "BILL" CAPT. P.O. BOX 1231

PORT ST. LUCIE, FL 34952

KEY LARGO, FL 33037

407-335-9543

305-852-2673

REYHER, CHARLES R.

(MARIE-CLAUDE- " MICO"

CAPT.

1311 ALPINE DRIVE

RAMEY. HAROLD E.

(NOV - APR)

PRICE, TED N. CAPT. (MARY ANN)

P.O. BOX 085665

1011 KITCHING COVE LANE

(R)

MORAN, WALLY CAPT.

CAPT.

(SALLY)

(Pi

RYAN, GEORGE F. CAPT.

6663 RIPPLING BROOK DRIVE. S.E.

2 CHAPEL ST.

SALEM.. OR 97301

NEWBURYPORT, MA 01950

(RUTH)

508-465-7823

(R)

{R)

(R)

SCHULTE. JOHN B.

CAPT.

(JUDITH)

(R)

SIMPKINS. ROY L.

CAPT.

4201 W. ROCHELLE AVE., APT. #1184

3674 S.E. FAIRWAY. E.

LAS VEGAS. NV 89103

STUART, FL 33497

702-364-2654

407-286-3487

SMYER, EMIL V.

CAPT.

(ANN)

(R)

SPERRY, GLENN H. F/E (JOY)

187 SHADOW MOUNTAIN DRIVE

1000 WIGGINS PASS ROAD

SEDONNA, AZ 86336

NAPLES, FL 33963

ST. LAWRENCE, MITCHELL CAPT.

(A)

(RITA)

(NOV-APR)

STURGES, FRANK E. CAPT.

17263 105TH STREET

450 WEST LAKESHORE DRIVE

SUN CITY, AZ 85373

LAKE QUIVIRA,

KS

(JANE)

66106

913-631-7646

(A)

STURGES, FRANK E. CAPT.

{JANE)

(RI

225 ROADSPANIARDS

1483 LAUREL HILL DRIVE

PLACIDA, FL 33946 813-697-1260

SULLIVAN, DAN F. CAPT. SAN MATEO, CA 94402

75

415-341-8680

(JANE)

01-05-1989

Page 4

(R)

(R)

SYPKENS, DONALD W. FIE (CAROL)

(R)

TIMMINS. PATRICK J. "TIM" CAPT.

RR 41, BOX 152

P.O. BOX 5915

TURNEY, MO 64493

BELLINGHAM, WA 98227

816-539-2418

604-522-3660

TOMS, WILLIAM H.

FIE (MILDRED)

(R)

6449 PINE MEADOWS DRIVE

TRAUDT, WARREN E. FIE (FLORENCE) 12561 CORONADO LANE

SPRING HILL, FL 33526

( NOV 5-APR 15)

SVL BOX 7902

904-686-1468

VICTORVILLE, CA 92392 619-243-2224

(R)

TURNER. IVAN L.

CAPT.

(ROSELLA)

(A)

TYNAN, CRAIG CAPT.

(MARILYN)

13722 COUNTY ROAD 3

70-200 DILLON ROAD

FAIRHOPE, AL 36532

DESERT HOT SPRINGS, CA 92240

205-928-7998

(R)

(E)

(A)

WILLIAMS. J.G.

CAPT.

(KATHARYN)

(R)

WITTLE, ELWOOD I.

FIE

(MILDRED)

185 NORTH RD.

108 EAST GREENSPOINT LANE

DEERFIELD, NH 03037

BELEN, NM 87002

603-463-8384

505-864-3596

WOLF, EVERETT C.

CAPT.

(VIRGINIA)

(R)

YOUNG, JAMES R. FIE (HELEN)

2104 S.W. BRIGHTON COURT

26 ELKINS ROAD

BLUE SPRINGS, MO 64015

GORHAM, ME 04038

816-224-0374

207-839-3600

ZOLLMANN, JOSEPH J. CAPT.

(SUSAN)

5621 N.E. POPLAR DRIVE

DID YOU REMEMBER TO

PAY YOUR

1989 DUES?

KANSAS CITY, MO 64118 816-454-3454

' Oh

darn, I shanked it or something: Where'd it go? '

" Oh Ethel, I'm sorry: I was Just trying to follow through."'

FRYE

76

( ALVINA)

The Active Retired Pilots Association of TWA 1 989 CONVENTION SCHEDULE (Tentative) CLARION HOTEL NEW ORLEANS Mon.

Tue.

Wed.

1 0 April ]

11

April

1 2 April

1 3:00-18:00

REGISTRATION DESK OPEN

1 3:00-17:00

HOSPITALITY ROOM OPEN

09:00-? ? ?

BOARD OF DIRECTORS MEETING

1 0:00-17:30

REGISTRATION DESK OPEN

11:30-14:00

TOP OF MART LUNCHEON

1 4:30-16:30

STERNWHEELER HARBOR TOUR

1 3:00-17:00

HOSPITALITY ROOM OPEN

08:00-11:30

GENERAL BUSINESS MEETING

09:30-17:00

BRIDGE TOURNAMENT

1 2:00-18:00

HOSPITALITY ROOM OPEN

1 2:15

GOLFERS LEAVE FOR COURSE

1 2:30

SKEET & TRAP SHOOTERS LEAVE

1 2:45

TENNIS PLAYERS DEPART

1 3:00

Thu.

Fri.

CAJUN COOKING CLASS STARTS

1 3 April

1 4 April

08:00-11:30

GENERAL BUSINESS MEETING

09:30-17:00

BRIDGE TOURNAMENT

1 2:00-17:00

HOSPITALITY ROOM OPEN

1 2:15

GOLFERS DEPART

1 2:30

TRAP & SKEET SHOOTERS DEPART

1 2:45

TENNIS PLAYERS LEAVE

1 3:30-16:00

SPOUSES INFORMATION SESSION

15:00-20:00

RECEPTION

20:00-00:00

BANQUET AND DANCING

ALL DAY

PARTY ' S GREAT

OVER TIME

EVERYONE ON

THE

HAVE

A

MISSISSIPPI

QUEEN CRUISE AND/OR A SAFE TRIP HOME. TO.

77

DON ' T LEAVE UNTIL YOU WANT THANK YOU FOR COMING!

Somebody Might Be Looking Over Your Shoulder!

And it could be the CM, the FBI or the IRS. Why You! ' Aren t you just a plain on-the-street citizen, going about minding your own business?

Don ' t they reserve that snooping stuff for the big guys, like suspected spies and dope peddlers?

Not always. You could be one of the chosen whenever: You Are Called For Jury Duty You see, when the lawyers pick juries, they are trying to stack them with the kind of bias they desire. They may tell you they want impartial jurors but they are lying and they know it. (And the judges know it too.) So in order to stack juries to their tastes they hire detectives to follow you around, quiz your neighbors, look up your records or anything else their ingenuity conceives. The government resorts to the services of the FBI the CIA, the IRS or almost any other governmental agency, including police and sheriffs.

They want to know everything about you so they can guess how you will vote in the jury box; then they pick and choose individual jurors on that basis. This destroys the basic concept of trial by a truly impartial jury, and violates the Constitution.

If You Want To Stop It, You Must First Be Aware.

Before going to court be suspicious of anyone asking questions; alert friends to tell you if they are approached. Complaining to the court may or may not help, because judges are in on the conspiracy to snoop.

When in court demand that the judge require the opposing attorneys hand to you whatever files they have collected. Tell him: " I want to know if the attorneys from either side have been investigating my private life, and if so I want them to hand me right now whatever information they have gathered on me. " One side or the other may not have snooped; that may mean that side respects your inherent right to privacy. But if they have and don 't hand you the files you can sue on Constitutional grounds.

If they do give you the files you can also charge them, whether you like what you read or not. When they learn you are on to their deceptions you may cause a furor. That 's good. Don ' t let it bother you.

Written by: Godfrey D. Lehman 2336 Market Street, Box 21 San Francisco, California 94114 415-362-0790

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

78