1989.08.TARPA_TOPICS

TARPA IS TEN YEARS OLD! GRAPEVINE BY DICK GUILLAN THE YEAR 1929 BY ED BETTS

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA AUGUST 1989

CAPTAIN ROY W. VAN ETTEN

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. BE TTS 960 Las Lomas Pacific Palisades, CA 90272 213 454 1068

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA (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 retirementamoreproductive and rewarding experience and to assist those active pilots approaching retirement with the problems that are inherent in the transition from active to retired status.

TARPA WAS FOUNDED IN 1979

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

SAVE A CONNIE, INC.

FRANK D. FITZGIBBON (816) 452 . 2383

P.O. Box 9144 Riverside, MO. 64168 (816) 421-3401

Page 1 The Active Retired Pilots Association of TWA

THE ACTIVE RETIRED PILOTS ASSOCIATION of TRANS WORLD AIRLINES OFFICERS an d DIRECTORS

1989—1990

EXECUTIVE Committee President......................................... Joseph A. Brown, Jr. HCR 77, Box 352, Sunrise Beach, MO 65079 ............... 314-374-7028 First Vice-President ............................. Joseph S. McCombs 6977 S . Everest Lane, Evergreen, CO 80439 .............. 303-674-6719 Second Vice-President ............................ John P. "Jack" Donlan, Jr 8 Belleview Blvd, Apt #207, Bellair, FL 34616 . . . . 813 461 4721 Secretary/Treasurer .............................. Charles S. Dill 11271 MacNab Street, Garden Grove, CA 92641 ............. 714-539-7655 Senior Director ...................................A.T. Humbles Rt #2, Box 152, Belhaven, NC 27810 .......................919-964-4655

DIRECTORS Associate Member ................................. Albert J. Mundo 36 Jane Road, Marblehead, MA 01945 ......................617-631-7620 Associate Member ................................. William A. Kirschner P.O. Box 3596, Stateline, NV 89449 ...................... 702-588-4223 . . Russell G. Derickson (non-voting Member) .

Ex-President 5344 N. Via Sempreverde, Tucson, AZ 85715 .............. 602-299-3320

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ROY W. VAN ETTEN

The TWA pilot featured on the cover needs no introduction to the TARPA members, although the photo might need an explanation...it is Roy Van Etter , at the time a MKC-based Copilot and wearing the double-breasted grey uniform of that period (circa 1952). Roy's dedication, tireless work and accomplishments with his ALPA and TARPA activities are legendary. He is a master at getting an important job done: "Master Chairman" is a fitting title for him.

Roy is a native of upstate New York where he received his early education. During his college years he lived in Alabama. He majored in Aeronautical Engineering, a background which helped him to be among the first group selected for CPT ( Civilian Pilot Training) starting in 1939. In early ]942 he was an engineer with Bell Aircraft and later in the year was a CPT instructor (primary training instructing acrobatics and cross country work). This he continued through 1944, except for one week on duty with the Navy. He washed out because of a medical technicality. Fortunately it wasn't serious because in June of 1945 he passed a TWA (ICD) physical and was accepted as a copilot on the operation.

These were the days when a new TWA copilot (on ICD) was assigned and trained as navigator and he flew in this crew position until a copilot vacancy existed. As it later developed (and a bitter series of arguments), the time served as navigator did not count towards later pilot seniority. In late 1946, there was the TWA pilot strike which was followed by several months of furlough by the junior men. The time on furlough was subtracted from company seniority. As the result of these "adjustments", Roy had a company seniority date of 10/3/45, and pilot date of 12/17/45 for the balance of his TWA career. He was based at MKC during his early years and from 1953 to 1955 as International Relief Officer, based at Wilmington. His domicile was BOS in 1955, when he checked out as Captain on the Martins. In 1972 Roy moved to Las Vegas and flew out of LAX. He retired, at age 60, as a L1011 Captain on 9/26/77.

Roy's interest and participation with ALPA activities began long before he was the local LEC Chairman at BOS in 1963 (through September 1966). From 6/23/65 to 6/28/67, he was the MEC Chairman for the TWA pilots/ and it was during this time when many of his important accomplishments took place. This was the period when TWA began its military charters across the Pacific, the month-long IAM strike, the final merger agreement of the FEIA with ALPA and an important contract made with the company. It was also, at Roy's insistence, the time when a retirement com mittee became part of the MEC. TWA wanted to begin (and did start the proving runs) the Pacific without a contract or special agreement with the pilots which would cover special items such as insurance, internment (war zone), etc. Roy personally saw to it that pilots were not available until an agreement was reached. Across the Atlantic the ATC and company agreed to lower the separation of aircraft from 120 to 90 miles (at the same altitudes) against the pilot warnings that it compromised safety (the Doppler system was good, but not that reliable). Once again Roy personally took charge and, per his request, all of the Captains filed flight plans at the same altitude of 28,000' (the 90 mile separation was above 28,000') for an Atlantic crossing. This created an impossible situation for the already overcrowded airway system.

The 120 mile separation immediately became the rule again.

During the IAM strike, in 1966, TWA continued to operate the military charters and certain training flights (such as recurrent, etc.). Some furloughs were out of seniority, in violation of the pilot contract. After the strike ended there were over 1,000 grievances filed by the pilots and flight engineers. These were

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ROY VAN ETTEN settled as a group with about $1,100,000 going to the men affected. In November of that year an unprecedented signing of a new contract was made with TWA...the agreement was made 19 days before the expiration of the old contract and, among other benefits, there was a 13% raise for everybody (Wayne Haggard was Chairman of the Negotiating Committee).

Shortly after Phares McFerren retired, in 1967, he complained to MEC about the lack of recognition and representation of the retired group. Roy promptly formed the Retired Pilots Committee, with Phares the Chairman. The retirees now had a voice with the MEC (but no vote). I n later years (after he retired) Roy was the Chairman of this Committee. In 1969, Roy was the Chairman of the ALPA (TWA) Organizational Structure Committee. It was no secret that quite a number of the TWA group were dissatisfied with the ALPA head office, including then-President Charles Ruby, and favored forming a TWA union similar to that of American. The TWA pilots were not getting a dollar for dollar share of their dues versus representation, facilities etc. Largely due to Roy's efforts, the TWA MEC was able to obtain an office and a staff in downtown NYC where all of the important records, mail and other data would be handy while negotiating or dealing with company representatives nearby.

It would be impossible to state which of the advancements or accomplishments we have benefited the most by Roy's efforts or influence. They were all important at the time. Probably one of his most important letters, dated 10/11/78 (he was then Chairman of the Retired Pilots Committee), was to a number of retired (arid a few over age 50) TWA crew members whose addresses were available at the time.

This might be considered TARPA's birth certificate. Quoting two paragraphs:

Roy had a 96% favorable response! His next letter, dated 2/25/79, was to announce the first convention to be held in Scottsdale, AZ, from May 30 through June 1 of 1979. At the time a temporary name of "TARPA" was given for the proposed organization.

Men had already volunteered, and had been assigned, to the various committees necessary. These included the Hotel Committee (Carl Dowling the Chmn. with Dick Colburn, Gordon Granger & Mitch St.Lawrence ), Pilots Trust Annuity (Chmn. John Montgomery with Bob Kadock & Paul McCarty), Fringe Benefits (Chmn. Dave Richwine with Bill Dixon & Bob Manning), Bylaws (Chmn. Ruby Garrett with Arky Ainsworth, Orville Olson & Joe Tunder) and Nominations (Chmn. Phares McFerren with Sam Dietrich, Bill Murphey & Dave Spain). Ten years ago, in 1979, there were 89 interested men who attended the first convention. Nobody liked the title "TARPA", but nobody had a better suggestion. Due to Roy Van Etten's foresight, the retired TWA cockpit crews (plus associate and honorary members) now have a group which is considered to be one of the best among similar organizations in the airline industry. Roy, our sincere thanks for another job well done! (submitted by Ed Betts with a lot of help from Wayne Haggard) 3

The Active Retired Pilots Association of TWA

July 5, 1989 PRESIDENT'S MESSAGE Hope everyone is enjoying the summer. The weather at the Lake of the Ozarks is beautiful, but hot as is usual for Missouri this time of year. We could use some of the rain the South and East have been experiencing lately.

The transition from Capt. J.S. McCombs to IRO Charles S. Dill as S/T of TARPA is going smoothly.

Charlie drove to Evergreen to become acquainted with the intricacies of TARPA's computer and the details of his new job. He returned home with a car full of boxes and files. We will certainly miss COJO and his early morning calls but look forward to working with Charlie.

Joe's expertise and experience will be retained since he will be 1st Vice President.

I had a wonderful personal experience which probably should be recounted in the "Grapevine" and will be covered by "Ole" Olson in another section. I drove to Kansas City at "Ole's" invitation to attend the luncheon at which he was going to present the "Award of Merit" to Ray Dunn's son Tom. While waiting for Tom to arrive, time was devoted to some of the greatest "hanger flying" I have ever experienced. In addition to Ole and myself, the others present were (not is order of Seniority) Parky, Al Brick, Jack LeClaire, Harold Neumann, Louie Proctor, Walt Gunn, Andy Beaton and Bush Voigts.

I wish I had had my tape recorder with me.

Maybe some of you could write several of these stories for the Topics'. next issue in November.

See you in Hershey, PA in April .

Joseph A. Brown, Jr. Pres ident, TARPA

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The Active Retired Pilots Association of TWA

Charles S. Dill 11271 MacNab St. Garden Grove, CA 92641 TO ALL TARPA MEMBERS: Gentleman, I have agreed to take the position of secretary/treasurer for the next year.

I'm not a CPA by any means but, after the thorough briefing Joe McCombs gave me, I am sure things will go O.K. The records and equipment are at my place now, so if you have any questions, I'll do my best to field them and answer them.

To help me, if you will fill in all the spaces, when you receive your dues renewal forms in November, it will be helpful.

My very best wishes to all of you.

Sincerely, Charlie Dill, TARPA Secretary/Treasurer

[Editor: Received the following note from TARPA President Joe Brown too late to redo the "In Memoriam" page.]

Senator, Parky called to inform me that Otis Bryan passed away on June 28, 1989, in Garnett, Kansas. I have no details.

Hal Blackburn's son, Bob, reports that Hal is doing pretty good.

MOJO Regards to Betty. Keep up the good work!!!

5

In Memoriam TARPA has lost the following members since last issue; JULIAN B. BENNETT: Hired by TWA 12/1/44, pilot seniority 12/1/45, retired 3/1/82, deceased 5/18/89.

Donald E. Thomson: Pilot seniority date 8/13/45, retired 12/12/75, deceased 5/9/89. Capt. Thomson was born in Newkirk, Oklahoma and had lived in the Kansas City area since 1945. He was a member of the First United Methodist Church of North Kansas City. He was an Army Air Force veteran of World War II and a member of the Quiet Birdmen and the Sun-Chasers Model Airplane Club. He was a Mason, a member and current president of the Oriental Shrine Club and a member of Ararat Shrine, the Northland Shrine Club, The Tribe of Mic-O-Say and the Old Pike Country Club.

Survivors are his wife, Mildred; a son, Alan Thomson of Chesterfield, MO; a daughter, Barbara Smith of Papillion, Nebraska; two brothers and three grandsons.

Inasmuch as this is TARPA'S tenth anniversary year your editor felt it was quite appropo to pay tribute to Roy Van Etten who was a founding father of our organization and has worked so diligently and faithfully for THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA. Not wanting to alert Roy to what we were doing good old Ed Betts had a negative of Captain Van Etten taken way back when we wore the double-breasted confederate gray. [I shore liked that uniform] I was on the ALPA Master Executive Council when Roy came on it as Council Chairman from that town where they talk funny, Boston, although Roy had spent so much time in Alabama I thought he talked even stranger.

It is not hard to find words to describe Roy for he rates all the best; a deep thinker, calm, unselfish, diligent, hard-working, loyal and on and on.

Always a gentleman whose word was his solid bond to be trusted by all. I would rather have his handshake on something than a written contract from most people.

My great respect for him came about through years of close association with him through ALPA work.

All of us brother pilots of TWA owe Capain Roy W. Van Etten a strong vote of thanks for his many years of work for us in all areas affecting our lives.

Ours is a better world because of him. We salute you, Roy!

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BY CHUCK HASLER If this issue of the TOPICS reaches you in time I may still be able to secure a couple more cabins for the Mexico Cruise, departing Oct. 13th, but you will have to let me know immediately.

This pg. 83cruise is described in detail in the Feb. TOPICS on and mentioned in the May TOPICS. The AFRICAN SAFARI next May 22nd is filling up fast and is described in the May TOPICS on pg. 10. You should have received flyers in the mail for both of these trips.

We are working on a Trans Canal cruise for mid April 1990 right after Easter. If there is enough interest we will also set up a trip to Russia for the fall of 1990. Also if there is enough interest we will set up a fall foliage bus tour to the Banff-Lake Louise area of the Canadian Rockies. If you are interested in any of these let me know.

TO THE HONORARY MEMBERS OF TARPA who hold a class 9 pass.

There has been some misunderstanding about your eligibility on our tours that include positive air fare. Quite a few have asked if they were eligible to go on the Kenya Safari, with positive air on Kenya Airways from London to Nairobi. The answer is a positive YES. A companion may accompany you at interline rates if the companion shares the same cabin with you. We have also had several requests from Honorary Members asking if I had other Honorary Members going alone who would like a roomate. If you would like to be paired with another widow for a particular cruise or trip please let us know and we will try to pair you with someone comatible. In the meantime you are welcome to come alone and pay the single supplement.

RESERVATION FORM LOCATED IN BACK OF THIS ISSUE AS A TEAR OUT !

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THE NOTCH BABIES

By Neuman Ramsey Social Security was first proposed in 1935, but did not become a law until 1938 . It ,started out only as a savings plan , very much like the present IRA. In a series of steps there was added suvivor benefits, disability benefits, and payments to widows and offspring of American citizens living anywhere in the world. Many of these cost factors had not been planned, so naturally the SS fund was drying up. Nor was the double digit inflation forecast.

In 1971 the funding factors were "Indexed", in two ways: 1. The Base which was the maximum amount upon both employer and employee pay SS. 2. The Rate which is the percentage of the base that must be paid.

Both these factors to be varible with the average wage of all tax payers, rather than the cost of living increases that SS actually pays recipants.

Please note that from 1938 to 1971 the base had only gone up to $ 7,800, and from 1972 thru 1988 has gone up to $ 48,000. During this latter period the rate has gone up from 2.5% to 7.51%.

Also note that for all the working years of your life, only the base in that particular is used in determining your SS benefits.

For examples: 1.

1971 earnings- $48,000. Base- $7,800.

2.

1971 5,000. " 5,000. " 0 " 0 3. 1971 4.

1988 48,000. " 48,000.

It was also provided in the revision that the lowest 5 years would be thown out. Sort of a Calloway System, to golfers. Also that only 35 years would count, regardless of how many years you worked. The only exception is the years you pay into SS after the age of 65.

Perhaps all these resulted in what is called the NOTCH. No one knows when this was discovered, but it was not until 1977 that Congress did anything about it.

To quote from the actual law, "To ease the transition from the old to the new formula, special computations apply to workers born in 1917 thru 1921. Their benefits are figured two ways- under the new indexing method and a modified version of the method in effect before the 1977 amendments. Workers in these age groups will be be paid the higher of the two calculations."

The best definition I could get of modified is that the benefits accrued are reduced by 5/9 of 1% for each month you worked under the old system. My local office only enrolls people and files claims, and the district explained why in this way:"Because Congress made it that way".

A sampling of several possibilities (all working the same number of years, earning the same amount of money, but beginning and ending in different years), reveals that a person born in 1915 may have higher benefits than one born in 1918, but it is also true the one born in 1918 may have higher benefits than one born in 1922.

Hard to tell whose ox is being gored.

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Page 2.

Should you choose to pursue this in greater detail, you can pick up a copy of SSA Publication No. 05-10070 at any SS Office. By the time you finish filling it out, you will wonder if you have executed the form, or yourself?

For those of you under 65 now (as well as those soon to join the filing for SS as soon as Senior renks) might want to consider eligible, at 62. Your benefits will be permanently reduced 5/9 of I% for each month you collect SS. (20% at 62, 131/3% at 63, or 6 2/3% at 64).

Example: Assume your benefits at $ 500. per mo. at age 65 (compute the proper ratio for your actual figure) S 400. per month X 36 mo. equals $ 14,400. by age 65.

S100. per mo. given up thereafter.

S 14,400. divided by 100 equals 144 months you will be ahead, so you will be 77 years old before you are on the back side of the power curve. Some of us will be behind it then anyway.

Fraternally, Neuman Ramsey

CATASTROPHIC HEALTH CARE UPDATE

by A.T. Humbles Legislation has been introduced that mould entirely REPEAL the Catastrophic Care surtax. That means that the special seniors-only income-tax surcharge, that can go as high as $1600 per couple for 1989, would be eliminated in favor of a broad-based funding approach.

It is called the "Medicare Catastrophic Coverage Surtax Repeal Act. Senate Bill S-1125 was introduced by Senators Harkin, Levin and Metzenbaum . Congressman Bonier introduced companion Bill HR-2547 in the House on June 6.

It is a good proposal that eliminates an unfair tax on 14.6 million older an unfair tax break now available only to 600,000 wealthy.

Americans by closing This was only brought about by the deluge of mail to congressional representatives from those of us affected.

Now these Bills will only move forward to enactment by your support and your letters right now to your two Senators and your Representative in the House! Ask them to co-sponsor S-1125 in the Senate and HR-2547 in the House. The money you save may be your own.

Maybe your offspring, friends etc. will assist you by writing in their support. Talk about it to others over age 65 and you will find, as I have, that most are ignorant when it comes to how the original "Catastrophic" bill will affect them. There has been little publicity on this hastily conceived law. I don't think many legislators really knew what they were voting for but it sounded like a vote for motherhood and apple pie. The AARP certainly isn't going to get the word out for they pushed it. It is like making the farmers showing a profit pay for farm subsidies.

Tax laws in this country are strange. Just heard on the radio that Chase Manhattan made a 600 million profit last year and paid 2% tax! Yet anyone over 65 paying as little as $150 income tax will additionally pay a 15% surcharge!

SUPPORT YOURSELF BY GETTING THE WORD OUT! 9

The Active Retired Pilots Association of TWA

July 3, 1989 Retired Airline Pilots Association Report RAPA President Brooks Johnston and the Executive Committee are continuing their efforts for improvement in the areas outlined in the May 1989 issue of the TARPA Topics. I E - the unfavorable Medicare Catastrophic Act, the Long Term Medicare Insurance Proposal, the Notch Baby Age discrimination in Social Security payments to individuals born between 1917 and 1921, and many other issues important to retired cockpit and other airline personnel.

Regarding the age span of the above mentioned Notch Group there are several proposed legislative efforts with different age spans, anywhere from 1916 to 1928. John Stefanki (UAL) and I have searched these discrepancies and we believe that 1917 to 1921 is the correct age span.

Brooks advises that Associate Members continue to enroll in RAPA. PAA, EAL and American are among the recent fraternity brethren.

Since the May 89 issue of the TARPA Topics I have received requests from some TARPA members to send them RAPA application forms so they can join RAPA. To clear the air - all TARPA members are automatically members of RAPA. TARPA, as a retired member airline (TWA) of RAPA, pays dues to RAPA as do all memb er airlines . Our annual dues to RAPA are paid from the TARPA General Fund or Central Treasury. (TARPA Policies page 105 of the June 1988 membership directory.)

Let me again review that the next RAPA Convention is scheduled for November 1, 2 and 3, 1989, at the U.S. Marines Memorial Hotel in San Francisco, two blocks from Union Square. As full fledged RAPA members you are all entitled to come - and I might add most welcomed.

See you there!

R. G De rickson RAPA Liaison

After making his debut as a soloist, a young man asked the choir director, "What do you think of my execution?" "I think it's a good idea", the director replied.

Pride is something we have. Vanity is something others have.

The only exercise a lot of us get is running out of money.

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Retired Airline Pilots Association June 27, 1989

Senator Lloyd Benstsen Chairman Senate Finance Committee Senate Office Building Washington, D. C. 20510 PRESIDENT Brooks Johnston (NWA) 395 - 101st Ave. S.E. Bellevue, WA 98004 (206) 454-5462

Dear Senator Bentsen:

SENIOR VICE PRESIDENT George Corbett (CON) 6801 Benito Court It. Worth, IX 76126 (817) 731 2453 VICE PRESIDENT Raymond Merrill (USAIR 1950 Palm City Road Stuart, FL 33494 (407) 286-3096

)

CHAIRMAN SECRETARY / INSURANCE William Root (BNF) 3956 Cedar Bayou Drive Dallas, IX 75244 (214) 247-8004 TREASURER Merrill Kuehn (NWA) 17333 - 4th Ave. SW. Seattle, WA 98166 (206) 242-0893 VICE PRESIDENT ( NO. CAL .)

Sylvanus Devine (UAL) 706 Casa Bonita Ct. Los Altos, CA 94022 (415) 948.9255 VICE PRESIDENT (ARIZONA) Russell Derickson (TWA) 5344 N. Via Sempreverde Tucson, AZ 85715 (602) 299-3320 VICE PRESIDENT (CO. / WY ) James Hanson (FA)) 13626 E. Evans Ave Aurora, CO 80012 (303) 7506478 VICE PRESIDENT (NEVADA) James Blackwell (REP) 4436 E. Live Oak Drive Los Vegas, NV 89121 (702) 456-0134 VICE PRESIDENT (SO. CAL.) Al Santmyer (UAL) P.O. Box 1142 Carefree . AZ 85377 (602) 4883018

The 6200 members of the Retired Airline Pilots Association strongly support your proposal to cut the surtax for Medicare-eligible Americans which our membership is presently paying for catastrophic illness insurance.

A surviving pilot has to plan ahead, as you well know being a WWII pilot. This we have done, but Congress and President Bush have changed the rules and we no longer know what to plan for, except to request change in the funding at this time.

A substantial cut in the supplemental premium has to be made to make it equitable for all Americans.

In some cases we are paying twice for the identical coverage.

We applaud your proposal to introduce change in the system which produces a surplus in funds at the expense of the retired.

Medicare funds should not be used to balance the deficit budget nor should the government make a profit off of the patients in the system.

Thanks landings.

for

your

help

and

consideration.

Happy

Sincerely yours,

VICE PRESIDENT (HAWAII I PAC.) Robert Vanek (HAL) 448 Iliaina Street Kailua, HI 96734 (808) 254-2522 LEGISLAIIVE VICE PRESIDENT John Slefanki (UAL) 26901 Beatrice Ln. Los Altos Hills, CA 94022 (415) 041-1299

RAPA Legislative Vice President

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Above, left to right; DUB YOUNGBLOOD, HARRY WARD, GINNY & BOB EARLEY Far right; STAN CHICHESTER AT THE TOP OF THE MART LUNCHEON IN NEW ORLEANS

"What time does your newest plane leave for Chicago?"

Left; BERT SCHARR

Right; JIM MEAGHER

"ISN'T THAT THE BIRDIE I GOT ON THE EIGHTH HOLE?"

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EDITOR'S DESK From Katie Buchanan; To Ed Betts - Joe McCombs suggested that I send this news clipping about Don Thomson's death to you. He thought you might use some of it in the TARPA TOPICS. Don and Buck were in the same TWA class [starting] and Don and his widow, Mildred, were our very dear friends from the day they were hired. They were quite a pair.

Sorry you were ill and could not attend the Convention in New Orleans.

Hope you are back in tip-top shape. We missed you and Donna this year so try to make it to Hershey.

Although I am just an Honorary Member, I would like to express my "THANKS" for all the articles you write for TARPA TOPICS. I know they are enjoyed by all. My best wishes to you and Donna.

[Editor - Katie, you are more than an Honorary Member to us. You are indispensable. I just wish we could come up with some high sounding title to bestow on you. A great big thanks from us all to yawl.]

From Ed Betts; Dear A.T. - The US mail travels slow,at least for me. I didn't receive my copy of the TOPICS until June 6th. In the meantime I had several calls from men in Florida who had received theirs last month. Frank Jones wrote me a letter with Martin info after receiving his and this arrived June 2nd!

I am fairly certain that I will not have the time to write the next chapter of the Martin saga and have it in the mail before the deadline for the August issue. For the past ten days I have been on jury duty and am only halfway through.

Most of the cases the court is trying these days are the 3 to 8 weeks variety and if I get stuck with one of these I will go stir crazy.

I am really concerned that this jury bit will extend into next month [July] and my proposed trip to Salt lake City with my B-25 Wing reunion. Also, our sone and family (from Germany) are scheduled to be here all the month of July on vacation, plus a big family wedding (his brother-in-law). The local judges are being very very strict with excusing anyone from a case...you have to prove financial hardship. The $5 a day is a raise for me.

From Gordon Parkinson; Good Morning, A.T. - Orville Olson got together with about ten of us for luncheon to present Tom Dunn, Ray's son, the TARPA AWARD OF MERIT plaque. Joe Brown was up from the lake and Orville will supply you with the the names of all those there - several were taking pictures including Joe so I suspect you'll have a complete story from Orville. Jack LeClaire, Walt Gunn, Joe Brown and I made "toasts" to Ray. The only "sad" thing about the whole affair was that someone didn't have a tape recorder to record all the "hangar flying" that went on before the formal part started.

It was a lot of fun and Tom Dunn left very happy about it all. It was all first class in a private dining room.

Parky goes on to say Otis Bryan wanted him to get the 60 year veterans together as part of this year's sixtieth anniversary celebration of the Company.

All the sales offices are in favor of it but Mt. Kisco said no money.

[Evidently, each station will have some sort of commemoration ceremony.]

Ole advises those attending the plaque presentation were Harold Neuman, Jack LeClaire, Busch Voigts, Al Brick, Louie Proctor, Andy Beaton, Walt Gunn, TARPA President Joe Brown, Parky Parkinson and himself.

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JOE TUNDER, left, ED AND NORMA CARNEAL

ROGER DON RAE exercising his cardio-vascular system. Can anyone guess who the mystery woman is?

THE ABOVE CARTOON BY THE ELEVEN YEAR OLD SON OF FRIENDS

EDITOR'S DESK From Lew & Judy Thompson, P.O. Box 2046, Duxbury, MA 12332; From Naval Air Station Marina, NAS, Patuxent Riverl, Maryland- Dear Betty & A.T. - We arrived here June 6 after a two day trip up the Chesapeake. It is so nice here we took a couple of days off at Judy's request. We will plan to leave here tomorrow, June 9, for Annapolis and then on to New Jersey for a couple of days before heading for Cape Cod. We sure enjoyed having you aboard. It was most enjoyable for us as we trust it was for you. We are looking forward to seeing you in October.

Will write from time to time letting you know of our progress. Thanks for your help. We'll see you later.

Lew & Judy * * * * * * From Dick Guillan; Hi - Last TOPICS rated excellent! Peg and I will be gone until around the twenty fifth of June. Going to Salt Lake City, Santa Cruz and San Bernadina. Hardware shows and granddaughter's high school graduation. * * * * * * From Roger (Goldy) Goldthorpe; Really enjoyed, as usual, the May TARPA TOPICS. Sorry we missed the New Orleans Convention but enjoyed your "View Point" covering the event. Also heard from Ex-FRO Harry Stitzel who says he and a number of other former radiomen were there and had a great time.

Glad you published "Funlovin" Smith's hilarious article "Ending the Martin Era on TWA", one of the funniest pieces I've ever read in the always entertaining TARPA TOPICS. Maybe "FL" could come up with another sidesplitter... not necessarily about either the Martin, EWR or Larry Girard ......

I'm looking forward to the 1990 Hershey Convention. As you say, it will give us east-coasters a chance to drive and avoid the "last minute stand-by non-rev" pressure we face when flying nowdays. The older you get the harder it gets. For example, the only way we could get out of LAS after the Seniors Convention was on Southwest who treated us, as reduced-rate standbys, just great. Much like your experience with U.S. Air. [Editor; Incidentally, just learned that retired Eastern Airlines pilots no longer have passes on Eastern!]

There is a lot more to Hershey than chocolate. Vic Hassler is right about all the railroad buff attractions including one of the largest model railroad layouts in the world which visitors can, to a certain extent, control.

The Pennsylvania Dutch area is also great for shopping bargains, pretzels and local brand beer. I highly recommend it.

Was sorry to read about Capt. Russ Dick's passing. I flew with him as FRO on ICD and always knew him as a real professional pilot, a "Quiet Birdman", a good friend and always a gentleman. Your tribute to him was great.

Thank you for including the item about Roger Nickey on the Memoriam page. We visited his widow, Bette, May 26th before she received her copy of the current TOPICS. She was so pleased to receive Joe McCombs' nice letter of condolence and truly appreciated her Honorary Membership in TARPA. I know she will treasure the May TOPICS along with Joe's letter.

Joe McCombs has done a super job for TARPA and I'm dropping him a note telling him so.

Very best regards, Goldy

15

EDITOR'S DESK From Bill Piper of Stuart, Florida; Dear A.T. - No doubt you read the short notice in a recent Skyliner that the TWA Navigators of pre 1962 were having a reunion at the Clarion Hotel, St. Louis, May 16-17, 1989.

Well, I was taken by surprise and called John Malandro, one of my favorite navigators. He invited me to come on up to the meeting and visit with many of my old friends.

I did go and enjoyed the company of 25 of the finest co-workers we ever had on TWA. They had about 30 attend the first meeting in 26 years; they came from all parts of the U.S. and one from Spain. The assembly was hosted by acting president, John Koughan, and S/T John Malandro. The get together was similar to our first TARPA meeting at Phoenix in 1979.

The purpose of this meeting was recognition and forming a TWA Retired Professional Navigators Association. (Name may change after more discussion.)

From my viewpoint, having been in the company of these fine gentlemen and ladies for two days and attending all social and formal functions, I would like to see the day they are invited to become associated with our wonderful TARPA organization. [Bill, they are eligible to join TARPA which several have done including Jack Koughan.]

No doubt you will be hearing from Jack Koughan who will hold the President's office until 1990. The newly elected President will be William Hoeveler who will 1 January 1990. This note is for your information.

Thanks for all your good work at TARPA. I think you are the best.

Respectfully, Bill Piper * * * * * * From Larry DeCelles; Betty and I were surprised and more than a little tickled to see (in the May issue of TARPA TOPICS) our picture taken in 1944 by Bill Dixon, with me holding "Little Joe". It was good of Bill to send it to you and of you to print it. It's hard to believe that the little tyke in that picture has been a TWA flight crew member for twenty-four years and a captain for nearly four years!

Betty and I enjoy the magazine and I want to take this opportunity to thank you and Dick Guillan and Joe McCombs and Ed Betts and your ever-patient wives for the stupendous amount of effort involved in its publication and circulation.

For a long time now I've been working on a book about my experiences -as a military pilot, as an airline pilot and as an ALPA functionary. If I ever finish it, it might have some remote chance of being published; but I thought you might be interested in the attached small segment relating to the "first trip" accounts you have been soliciting. Please feel free to to use all, or any part, or no part, as you wish. Also, please feel free to make any deletions you deem appropiate.

Thanks again and keep up the good work!

All the best, Larry DeCelles [Appreciate the kind words, Larry, and I know my colleagues do too. This gentleman DeCelles, has worked tirelessly and effectively for his fellow pilots especialli in the field of safety for practically all his airline career. His "first trip" mentioned appears elsewhere. Ed.]

16

NO EARNINGS + NO EQUITY + NO GROWTH NO FUTURE

by Bill Compton. TWA MEC Negotiating Commit tee chairman

The MEC is concerned that the majority of the TWA pilots is not fully aware of the magnitude of the financial problems that currently exist on our property and their potential negative impact on our future security. This issue of HEADS UP will present facts derived from the TWA 10K (Annual Report) for 1988, the 10Q (Quarterly Report) for the first quarter of 1989, the May 1989 S-2 filing and other public Financial documents. Keep in mind that brackets surrounding a figure, [ ], signify a loss or negative number .

NO EARNINGS TWA's Loss applicable to Common Shares for the five months after- privatization. (through March 31, 1989):

= [$179.80 million)

TWA's net loss for the five months after privatization:

= [$142.10 million]

The operating loss for the five months after privatization (excludes interest expense):

=

TWA's cash interest expense for the three months ending March 31, 1989:

= $125.00 million

Interest and dividend expense paid in kind (additional debt) for the three months ending March 31, 1989:

=

NO EQUITY TWA's negative shareholders equity: ...versus its positive equity at Icahn's arrival:

= [$118.00 million] = $539.50 million

TWA's negative equity when discounting preferred stock:

= [$506.00 million]

Long-term debt at year's end in 1988:

=

Debt due in 1989:

= $242.90 million

Debt due through 1993:

=

17

[$45.60 million]

$38.90 million

$2.41 billion

$1.33 billion

EDITOR'S DESK From John Witten; Dear A.T. - Just looked over some of my old TARPA TOPICS and I came across the February, 1989, copy.

The fella, second from left, as you look at the photo, looked familiar, sure nuff : Eddie Edwards from ORD & MDW. I flew co-pilot for Eddie on the Connie and 880. The other faces are familiar but can't put names to them. Maybe someone else could help out.

Sure enjoy seeing some of the fellas I knew, renews old memories.

Regards, John Witten

From Margaret Mary Sanders; Dear Mr. Humbles - I know I am belated in writing to you so please forgive my tardiness. I want to thank you for publishing the very moving tribute to my dear late husband, Captain Bill Sanders, in the February issue and, of course, I can never thank dear Captain Ed Betts enough for writing such an accurate and loving tribute to his dear friend, Bill.

It was a marvelous article and I was deeply touched. Many people here asked me for copies, so I have been Xeroxing for them.

Needless to say, I continue to miss my dear Bill very much and I know many others feel the loss of the presence of such a wonderful, kind, gentle person and a tribute to his profession.

Many, many thanks as I really appreciate receiving the magazine as Bill always read it immediately on its arrival and anticipated seeing the next one.

From Dick Murray; Dear A.T. - Thought you might enjoy seeing pilot's license # 1 and an article about the owner, Bill MacCracken, Jr., The license itself was given to his good friend, Tony Mahlman by Bill's widow. Tony is the director of the Help on Wheels & Meals on Wheels organization here in Naples, Florida, where I donate time now that I am retired.

If you like, please feel free to edit the article and use in TARPA TOPICS should you believe it to be of sufficient interest.

Thank you for an outstanding magazine.

Warm regards, Dick. Retired Jan 89 [Dick, thanks and the article and picture of pilot license # 1 will appear further on in this issue. Glad to hear you are helping Meals on Wheels. Betty does too. Too often retirees just sit and deteriorate when keeping active in charity, civic and service organizations would give them the activity needed for a healthier life.

On another subject, you will find that you enter a real cone of silence when you retire from TWA. TARPA TOPICS, hopefully, can help fill this gap.

Our yearly reunions are really enjoyable to me. Best regards, A.T.]

Later on in this issue you will find an article entitled Mayday by Lew Judd wherein he relates the sinking of their boat leaving them with only the wet clothes on their backs. TARPA member Don Sutton called and loaned them his car he had in Florida which Lew says was invaluable for getting around to buy new clothes etc. Also says the Judds sent $500 to the Coast Guard fund mentioned and referred to the fact no AM radios on pleasure boats as of 1/1/77.

18

EDITOR'S DESK From J.D. Boren; Dear A.T. - Greetings from big beautiful Wyoming. How are you doing these days? I hope this letter finds you healthy and happy. No doubt you are spending lots of time on TARPA - and it's a good job you're doing. And maybe you find a little time for golf, fishing and hunting -yes?

A.T. - Since you are apparently interested in church work, I thought you might like to know a little more about the missionary project Jan and I are involved in. We plan to return to Chimal this September for at least three months. It is a very rewarding experience! Each time we go, our Swahili gets better and we become more effective. The last Sunday we were there I managed to preach the whole sermon in swahili! I'm enclosing some information that may be of interest to you.

Obviously we need money. If your church or maybe some individual could make a contribution it would be a super spiritual investment. We are giving everything we can afford. Of course, it's tax deductible and 100% of every dollar is put into the work. There is no overhead.

If you should venture out this way, please plan on staying a few days with us. We will try to show you a good time.

Very best wishes to you & yours, God Bless, J.D. J.D. is referring to the Chimala Mission, Tanzania, East Africa, Medical Evangelism. Please address all questions or checks to; Elders Seagoville Church of Christ 510 N. Kaufman St. Seagoville, TX 75159 [Editor; There is a picture of J.D. and Jan Boren in the brochure over a statement he is a retired airline pilot who works at Chimala three months each year. They pay their own way over and take care of their own needs and work tirelessly for Chimala. They are greatly appreciated by all of us.]

[I also remember a couple of years back a long time friend and wife who live near us now were touring the Northwest and once on Sunday in Jackson Hole, Wyoming, they attended church and met J.D. Boren who gave the sermon that day. I also recall back in the DC-3 days J.D. and I were stuck in Baltimore for three days due to weather and we tried to eat all the raw clams in that burg.] * * * * * * Parky says; The cartoon from Bob Ford reminded me of 1929 when Benny Howard was flung the TAT Board of Directors from Waynoka to Wichita and Kansas City under the low clouds and took out some tree limbs with the Trimotor Ford over the Flint Hills.

That made me think of Ground Hog Day in St. Louis, 1930, when the visibility never got an eighth of a mile in dense smoke. Howard Hall flew the flight into St. Louis using the system of flying south along the string of hangars until the end, then turning and landing east on the cinder runway. In the terminal, he asked if anyone was working on the runways and someone said, "No", so, in watching him take off, we saw him jump the Ford off the ground and pass over a colored man driving a team of mules and dragging the cinder runway.

As you hear all the stories about pollution these days, I think back to STL & PIT which often had dense smoke from the soft coal burned in those days.

Both cities were called three-shirts-a-day towns. February 2nd, 1930, was just that day. I remember driving to the airport from near Washington University and not being able to see the curbing from the middle of the street as I followed the street car tracks.

19

EDITOR'S DESK From Bill Amundson; Dear A.T. - I just opened the May issue of TARPA TOPICS which is the first one I have received since I retired on Feb. 25th of this year. Imagine my surprise when the first page I turned to shows the TWA MEC pictured at the November, 1960, ALPA convention. You and I are both there, you with your correct name and me under an assumed one. I'm standing right behind Joe McCombs.

[Editor; This picture was on page 44 of the May issue. Don't know why I shortened Bill's name from Amundson to Aman as I have known him about 30 years. Finally, some one has caught me in a mistake so everyone get out their May issue of TARPA TOPICS, turn to page 44 and correct Bill Aman to Bill Amundson.]

[Back to Bill's letter.] I've changed considerably since those days, to which the enclosed photographs will attest. I suited up for the last time and as the champagne disappeared so did my uniform. We drank a little and cut a little, then drank some more and cut some more till all the bottles were gone and my uniform too. Sans wine, sans uniform, sans sobriety (and maybe sans propriety).

It occurred to me as I was looking at these pictures that they were somehow symbolic of a once proud, world renowned, champagne-class airline which has been cut to shreds and stands today denigrated, humilated and stripped of its assets. An airline with the monstrous and obscene liability of being carried on the backs of a fragmented, exploited and disillusioned work force.

I'm afraid I see it becoming worse to the point at which our retired pass classification and the St. Louis "hub" case not only to be problem, but merely cease to be.

I am, however, happy to be a new member of TARPA and to have the opportunity to be reunited with you who did and still do, stand tall and proud and who built the TWA not that is, but that was.

Fraternally, Bill Amundson

20

EDITOR'S DESK From Dick Beck; I don't know whether you Easterners are experiencing mailing problems with this theoretical "Improved Postal Service", but out here in Southern Calif, it's a mess! The 1989 TARPA Membership Directory arrived a couple of days ago (6 July). The front 10 pages had the upper 1/3 ripped off, yet the staple was still holding the rest of the magazine. My name and address on the back were still intact. Would you be kind enough to give it another try and send me a second copy?

If I post a letter in San Clemente to Dana Point, which is 4 miles to the north, it goes to Santa Ana's Distribution Center which is 35 miles north.

Then it comes back 31 miles to Dana Point.

Also: I mailed a letter to my brother-in-law, who lives in Los Angeles, 68 miles north. It took 22 days to get there.

Also: On the 1st of June I paid my bill to the local hardware store here in town. The letter was dropped into a "Local" mail box. It wasn't received until June 24th.

I guess a lot of the Postal Workers here are underpaid, are sloppy, or maybe somebody doesn't like me. Perhaps I should quote an unknown author who wrote some philosophical thoughts some time ago.

NOBODY IS PERFECT "Each one of us is a mixture of some good qualities and perhaps some notso-good qualities. In considering our fellowman, we should remember his good qualities and realize that his faults only prove that he is, after all, a human being. We should refrain from making harsh judgement of a person just because he happens to be a DIRTY, ROTTEN, NO GOOD S.O.B." If it's this bad out here in Southern California, I wonder what is happening in Washington, DC? Best always, and your dedication is always appreciated. Dick Beck.

[Dick, usually all extra copies are sent on by me to the Secretary/Treasurer but this time the printer gave us extras so I kept a few. If you don't have it by the time you get this let me know.

I suggest you write your complaints to the Postmaster General in Washington.

You will get an answer on follow up, however, I don't think there is any discipline exercised in that bureau. Equal Opportunity Employer means, in our U.S. Postal "Service",the equal opportunity to slough off, err, drag their feet, etc. We had a neighbor who worked in the Trenton, New Jersey, post office and the tales she told were unbelievable; people were caught using alcohol and drugs on duty and only allowed to resign. One woman caught robbing Social Security checks allowed to resign. People working at one third their capacity defiantly.

They aren't underpaid. Their starting pay was $9.00 per hour before their last raise.

As for how it is in Washington, DC, the mayor was quoted recently as saying there wouldn't be any crime if it wasn't for the murders. Many officials have been caught with their hand in the till. The Washington Post exposed the mayor consorting with a known drug dealer. It is no place to tour at night. ATH ]

We wish to thank all those who contributed something to this issue. We look forward to hearing from you in the future. Such things as your first flight, your most memorable flight, what you are doing now, where you have travelled and so on will be welcome by the Grapevine Editor, Dick Guillan. Longer articles to A.T. Humbles and if they are print ready you save me some work. Space is at a premium so it should be single spaced with as much on a page as possible.

And we had rather not have script type. Printing costs have gone up but we are . still getting a good deal with Matthews-Whitford in the original Washington 21

IN CRESCENT CITY Left to right; DAVE BROWN LOUISE LYDIC Jim Lydic Ruth Schmidt RAY SCHMIDT

THE SCHMIDT YACHT Ray & Ruth Schmidt & Pete Sidway came though Belhaven June 10 on their way north on the above new forty three foot boat. They were on their way north to their home on Long Island, New York. Your editor got to look the boat over. A beautiful machine with two 485 horsepower engines!

22

Conviviality at New Orleans.

Left to right; LEW THOMPSON BARRY HOFFMAN JUDY THOMPSON DIANE HOFFMAN

To the right is a picture of Lew & Judy Thompson's boat.

They spend the winter in the Bahamas and are in New England for the summer. Your editor lives right on the Inland Waterway here at Belhaven. Betty & I were invited by the Thompsons to ride with them up to Norfolk. We got on here and took a liesurely 3 day cruise leaving here 1 June.

Needless to say, we had a fabulous time.

They are fine hosts and RICKY ROB V Judy was a fine hostess when she flew with me at Newark. She retired in May of this year having completed 25 years with TWA. With all this long and dedicated service no representative of TWA management even told her goodbye or thanked her for her service or any type of recognition!

Lew & Judy are very capable navigators of that very nice ship. You have to be navigating on the Inland Waterway when you have a five foot draft and in some places water immediately beside the channel is sometimes only two or three feet deep. Name any equipment that should be on a boat to aid navigation and they have it. Captain Thompson mans the bridge while Judy capably holds down several jobs as mate, deck hand, hostess, navigator etc.

Betty & I are most appreciative of the opportunity of cruising the waterway with these fine people and observing how the other half lives.

23

THE LITTLE GIANTS The following are excerpts from the book, The Little Giants, U.S. Excort Carriers Against Japan, by William T. Youngblood published by the Naval Institute Press.

In the air war between American and Japanese fighters in the Pacific, one VC-3 pilot had a remarkable day.

Leading a division patrolling over the gulf was Lieutenant Kenneth G. Hippe. Upon seeing the ships begin to lay a smokescreen, he took his fighters higher and picked up speed. He soon saw trails of smoke left by burning Japanese planes; then a Lily came his way. In position initially for a high-side run, he roared in for his attack, gradually swinging around behind the bomber. At last in firing range, Hippe squeezed the trigger on his control stick. Four times his .50-calibers roared. The bomber flamed at its wing roots, rolled over and dove vertically into the water a few hundred yards from the Tacloban airstrip.

Following a fruitless chase of a fast-moving Jill, Hippe's division was vectored toward a large group of greenish-brown-painted Lilys stacked in a V of V's. Still retaining their drop tanks, Hippe and his wingman, Ensign John E. Buchanan, maneuvered for another high-side attack on the slowly diving bombers.

Hippe staked out one group of four planes as his prey, while Buchanan chose another formation of three.

Hippe's attack was deadly. Arcing in from astern, he picked off the four Lilys one by one, their rear gunners offering little resistance. The first, hit in the fuselage and engines, blossomed into flame and dove to its doom; the second was picked off from underneath and fell away out of control; the third and fourth went down like the first Lily, with engines and wings burning.

This action had taken but seven minutes and made Hippe an "ace in a day."

FURTHER ON, SAME BOOK [Lew Thompson was a pilot aboard the carrier, Bismarck Sea, during the following action.]

All the ships opened fire during the attack on the escort carriers. A few seconds after the Bismarck Sea' ceased fire on the first of the Jills attacking the Lungo Point, her lookouts saw another plane boring in only twenty five above the water and aiming directly at their ship. The after starboard guns opened fire as soon as the plane was clearly seen, at about 1,000 yards. Tracers sliced through the plane, but on it charged. Desperately the gunners kept firing until they couldn't depress their guns any further.

Smashing into the ship abeam the after elevator, the kamikaze's engine ripped loose to come to rest in the after elevator well. The elevator had been on its way up and almost to the flight deck when the suicider struck; its cables were cut and it fell to the hangar deck with a tremendous thud.

Torpedoes were knocked loose from their stowage racks to roll around on the deck. Steering control was lost and the Bismarck Sea's TBS was knocked out.

In the vicinity of the crash, fires immediately broke out and the crew discovered that the after sprinkler system and water curtain were inoperative.

Quickly they ran hoses from the forward end of the hangar, and for a while it appeared that the fires could be controlled. Then, just two minutes after the first kamikaze struck, a second came out of nowhere to dive vertically into the Bismarck Sea just forward of her burning after elevator.

A hole a bit larger than the size of the plane's fuselage was torn in the flight deck. Part of a wing was ripped off, to lie on the flight deck near the island. Landing in the midst of the four Wildcats that had not been degassed,the kamikaze exploded with a colossal blast, blowing out the entire rear of the hangar and knocking overboard all hands on the fantail. Killed by the explosion were most of firefighters, as were the men of Repair 3 stationed directly beneath the hangar deck at the center of the blast. Bulkheads as far forward as amidships were smashed in. Fires intensified and quickly became uncontrollable. Ammunition from the clipping rooms above the hangar

24

THE LITTLE GIANTS (continued) deck began to fall through ripped decks, and soon this ammunition was going off, making the hangar a death trap.

The after part of the ship became a raging inferno, with flames shooting high into the darkening sky through the hole in the deck left by the second kamikaze, the elevator opening, and the sundered sides of the flight deck.

Aboard the Saginaw Bay a sailor watching the fires on both the Bismarck Sea and the Lunga Point thought the scene was like "Broadway and 42nd Street on New Year's Eve." But there was no celebrating on the Bismarck Sea. At 1900 the flattop's crew was ordered to go to their abandon ship stations.

In the engine rooms the "black gang" secured the boilers and stopped the engines.

At 1905 Captain John L. Pratt ordered his men to abandon ship. Taking life rafts from the planes, the men began to pass them over the side. As this was taking place, a huge eruption rocked the carrier. Probably caused by the detonation of one or more of the torpedoes lying on the hangar deck, the explosion blew out both sides of the after end of the hangar as well as tearing the after section of the flight deck apart. The carrier began to list to starboard.

For about an hour the Bismarck Sea's crew continued to leave their ship.

One of the more spectacular departures was an eighty-foot swan dive by a lookout from a searchlight platform into the cold, choppy water. He survived.

The carrier continued to list, stopping temporarily at 20 degrees and then increasing at a faster rate. On the screening vessels surrounding the stricken carrier, men could hear loud crashing as machinery ripped loose or aircraft snapped their lines to ram into each other, then fall into the water.

Around 2007 the Bismarck Sea lurched sharply to starboard to hang at an angle of 80 degrees for what seemed an eternity, but was actually only about thirty seconds. Her island broke away and disappeared beneath the water.

A few seconds later she rolled completely over. By 2015 she had disappeared stern first. No explosion marked her passing, just a great mass of steam, Leaving the ship did not mean the ordeal was over for the carrier's crew.

The sea was rough; the water temperature was cool (about 70 degrees F); it was dark; many men did not have lifejackets; and a Japanese plane strafed the men in the water, killing some. Crisscrossing the area, marked with the dim light of a buoy as a reference point, three destroyers and three destroyer escorts pulled waterlogged and shivering men from the sea.

Rescue efforts continued until the next morning, 625 men eventually being recovered. Unfortunately, this left 318 casualties for the Bismarck Sea. It was later estimated that approximatly 125 men lost their lives in the violent explosions aboard ship; an undetermined number were killed by portions of the ship falling on them or by the strafing; and sadly, over 100 more men drowned as a result of the rough and chilly water and a "lack of confidence in themselves."

[And we are thankful our own Lew Thompson is still with us today!]

Doctor: "Tell your wife not to worry about that slight deafness as it is simply an indication of advancing years."

Husband: "You tell her."

Mouth Trap; The best way to save face is to keep the lower half of it closed.

Sign in store: "God my help those who help themselves, but we prosecute!"

25

CONVENTION HOSPITALITY COMMITTEE From Chairperson Katie Buchanan Greetings, Dear TARPA People: Thank you for allowing me to be your "Hospitality Room Organizer." It seems, however, that I'm the one who always receives the accolades, honors and thank you's (I'm not complaining.)

Therefore, this year, I'd like to thank those who "get the job done."

1.

2.

3.

The TARPA Convention organizers who always make sure the convention in held in a super place (those who missed the trip on the Mississippi Queen really missed something,) and run the convention in a professional manner: John and Betty Lattimore Lum and Betty (Cruise Directors) The bartenders, who make sure the bar is run in a joyful manner (especially after one or two of their drinks,) hospitable and enjoyable atmosphere: Chuck Hasler Harry Wood Ron Trapas Carl Schmidt Jack Dahl Ev. Green Terry Rager And possibly, if not the most important, those who help clean up, empty ashtrays and collect and dispose of glasses and other unneccessary clutter: A special thanks to Lee Jekel, who sent the delicious smoked salmon for munching.

Again, a big THANK YOU TO THE above and THANK YOU TARPA for all the wonderful considerations you have always given me.

KATIE L. BUCHANAN

The members of a Sunday school class were asked to set down their favorite Biblical truths.

One youngster laboriously printed; "Do one to others as others have done one to you." * * * * * * Pshchologists say that no person should try to keep too much to himself. The Internal Revenue Service is of the same opinion.

26

THE TARPA

GRAPEVINE AUGUST 1989

think that the hardest part of doing the GRAPEVINE is getting it started. A.T. always advises his regular contributors of his deadline but somehow it always sneaks up on one. Which reminds me to remind you that we appreciate receiving your contributions by at least the first of the month preceding publication to give ample time to type it up and forward it to A.T. I wish to thank all those who have sent me letters and photos and am proud to announce that with the exception of one, all this months material was sent directly to me. Keep up the good work and we can keep the GRAPEVINE coming.

At a productive meeting held in St. Louis May 15-17 a new organization was formed. Under the leadership of JACK KOUGHAN many former Navigators got together and formed the RETIRED PROFESSIONAL NAVIGATORS association.

JACK was elected as President and John Malandro as Secy/ Treas. Its purpose,besides social, is to call attention to the role Professional Navigators played in aviation history and to contribute navigation memorabilia to the TWA museum in Kansas City. JACK assures me that they are not competing with TARPA, in fact he encouraged all the members to join TARPA, which they are eligible to do.

Several already are members.

So, if you are a former Navigator, as I am, get in touch with JACK KOUGHAN and see what the new group has to offer or what you can do for them. ******** R. M. Guillan 1852 Barnstable Rd. Clemmons, N. C. 27012' 919-945-9979

In the "First trip" department, LEE DEVALLIERE says that his was from LGA to CVG with LARRY Murchan in June 1955. F-121 had this trip as his bid--all night time with 5 landings. The only reason for a timetable was so you could see how late you were. Captains were usually flying their first summer as Captains but had alot of patience. His hobbies are classical pianist and cooking and since retirement has performed many times as a solo pianist and in chamber music groups in the Maine seacoast area. He also has a son who is co-pilot for AirMidwest in STL.

27

A.T.Relaxing on the River Cruise in New Orleans.

That's an ADULT LIFE PRESERVER if I ever saw one! ******** The following letter is from Betty Raub, wife of CLIFF RAUB: " Cliff retired in 1972.---Many friends have been wondering how we as grandparents are doing after 14 years of raising our Grandson.

Fourteen years ago, June 1st 1975, our only child, Sherry was murdered by her soon to be ex-husband. Her little son Erick was just 4½.

He witnessed this horrible tragedy. It was a tragedy that changed our lives forever.

After retirement Cliff became 3rd in command of a new airline called Air Siam in Bangkok, Thailand.

We had been living there for three years. Had just returned to Sun City where we had a Town House and to take care of some business. Had been enjoying a fabulous life among the influential Thais and other Europeans.

I felt like we were in the Jet set--then tragedy struck.

Sherry had graduated from U of C Davis, CA with honors and was working on a Masters Degree. She told me, Mom, in three years I can have a law degree.

She was only 24. She left behind her little son Erick who was 4½. We were awarded custody of Erick.

On his 5th birthday we took him to Thailand with us. (cont'd) 28

Raub (Cont'd) I had arranged for him to start Kindergarden.

On his first morning we go down to meet the Volkswagon bus to take him to school.

He refused to get into the bus, we coaxed and begged finally I asked him what was wrong. He got mad, said he was not going with all those Black heads. On this occasion there were no fair skinned kids on board they were all Japanese and Thais.

Upon his return that afternoon he wanted to know what was wrong with their eyes. He soon got used to the mixture of races.

Our first Christmas after Sherrys death was so very sad. The three of us went to the lovely resort on the Sea of Siam,called Pattaya.

Went to the Elephant Show. The Thais were fascinated with this blond kid, Fair people they like to touch as it is to bring them good luck.

The next thing we knew Erick was in the Elephant Show riding a big fellow with the Trainer. He was also riding the one at the Hotel.

These 14 years have been rewarding but hard on Grandparents. We later adopted Erick.

He graduated from High School when he was just 17.

He has been attending Scottsdale Community College.

Worked at Safeway, helped to earn money for his car. He has been there almost three years. The teen years have been a heavy challenge for Grandparents in this day. But Erick is a good kid, guess I am a tough Mom, as he calls me.

Everyone says we don't know how you do it. We often wonder what retirement is really like.

Raising a child is an awsome responsibility.

You only realize this when you are older. Cliff and I are hanging in there--Ericks old dog Zeke is 16 now and going strong. ( Signed) Clifford, Betty and Erick Raub P.S. There is one thing we learned regarding Law and Justice in this Country.

There is None, it is all Political." ( Ed. Note: We are happy that Betty was able to tell us this and that she was able to express her feelings.) ******** Continued from last issue--more humorous quotes from traffic accident reports, courtesy of JOHN POWK: "The telephone pole was approaching fast. I was attempting to swerve out of its path when it struck my front end."

"The other car collided with mine without giving warning of its intentions."

The guy was all over the road, I had to swerve a number of times before I hit him." ******** 29

FORD BLANEY and wife Jane have been doing a considerable amount of traveling since retirement.

FORD is a frequent contributor to the GRAPEVINE. Here is his account of their trip to Egypt: " On Feb. 6 Jane and I left for Paris and Egypt. On the second night in Paris, I wrote Jane a note asking her to meet me at the "office" near the Concorde Lafayette Hotel. She never did so I called our room from the lobby and lost my camera there. I wrote to the hotel from Cairo and they returned my camera March 4th. I sent them a thankyou note. I recommend that hotel for visits to Paris.

The bus from CDG drops you of at Porte Maillot just a block away and they charge $100 U.S. In Cairo we stayed at the Mena House hotel near to the pyramids.

The interior of the biggest pyramid was closed for construction so I'll have to return to Cairo to get checked out on that again sometime.

We flew to Abu Simbel on Feb. 12 to see the temples of Ramses 11 and Nefertari.Later in the day, we flew to Aswam where we toured the old dam, the new dam, Elephantine and Philae Islands.

Our 7 day Nile cruise started there on the Sheridan boat HOTP. The first stop was at Kon Ombo and then on to Idfu where the temple of Horus looks as it did when it was built 20 centuries ago.

Isna was next and then on to Luxor. There are many temples on the east bank at Luxor--Thebes, a 3400 year old town two miles north has the temples of Amun and Mut and Luxor the temple of Amenophis 111. Across the river lie the Valley of the Kings and the tombs of the Queens and Nobles. Enroute to the tombs, we stopped and photographed the Calossi of Mennon. I visited 5 tombs including king Tutankhamen's which was discovered in 1925. It had not been robbed as have many tombs on the west side of the river.

While in Luxor we were lucky to get to see the recently unearthed statues which are 3000 years old with not a scratch or blemish on their granite surfaces. Again on the boat we navigated about 80 miles north of Luxor to Nag Hammadi and then by bus to the royal tombs of Qena and Hathor's temple at Dendara before returning to Luxor and home through Cairo and Paris.

In the 70s there were less than 10 tour boats operating on the Nile.

Now there are more than 100.

During our cruise we met Kings, Queens and the Gods of a civilization that goes back 4000 years.

Four other English speaking couples were with us on the tour--New Zealand, England, Philadelphia and Colorado.

On Apr. 27, we're joining tour director, George Friedrich, BILL WINTERSTEEN and other TWA seniors on a Rhine river cruise from Amsterdam ending in Lucerne, Switzerland.

Jane is on sabattical leave so we are doing a lot o traveling." ( Signed) Ford Blaney (Ed Note--We'll have his account of the Rhine tour further on) ******** 30

MARGE HANDY (RUSS) sent me the following photo taken in New Orleans.

She says that she was the only tennis player with a camera and unfortunately it was the end of the roll. Here is the only photo she got. As you can see Tournament Director LE BUTLER is giving instructions. Maybe someone can enlighten me as to the characters in the picture, since most of them are of backsides.

A letter to President JOE BROWN from former Flight Attendant Sandy Kish says that her husband Joe just retired after almost 34 years with TWA and wants to join TARPA and requested information.

She says he is enjoying the retirement and that all of the Clipped Wings members who are involved think TARPA is the greatest.

Thanks for the kind words and hope to see your names on the "New Members' list shortly. ******** Peggy and I returned last week after spending two weeks out west.

Started out by taking Delta to Salt Lake City where we attended a Hardware Trade Show for 5 days. Then down to Santa Cruz, CA our youngest daughter and granddaughter for 4 days. We to visit all boarded an American MD-80 and journeyed on down to Yucaipa,CA High School attend our oldest granddaughters so we could 5 days in the dense Southern Calif. smog, graduation.

After during which time choked a day at Disneyland, we were happy to TWA flight out of Ontario and through St.Louis to get on a Charlotte,N.C. On the leg from STL to CLT I sat next to a new hire who has just finished his F/E training in the 727 simulator. said his seniority number was 3563. He was much more Believe he enthusiastic and optimistic than the other employees I talked with. Thats right, we enjoyed the best years! ******** 31

More from FORD BLANEY: "The enclosed picture shows nine TARPA couples who went with tour director George Friedrich on the April-May Tulip Time Rhine River BILL WINTERSTEENS, GEORGE WAYS, DON MCKENZIES, VAN Cruise. (L-R) THOMPSONS, FORD BLANEYS,LES WAGAMENS, CARL TODDS, RUSS BOWENS and JIM DEVEUVES.

There were eleven other TWA Senior Couples with us. The first in Amsterdam riding on the days of the tour were spent two canals, visiting Rigksmuseum, Van Gogh Musuem and the diamond Then we took an excursion out of town to a cutting factory. wooden shoemaker and a cheese farm. Before boarding our cruise ship we visited Kuekenhof, a large estate where millions of flowers are grown--daffidils, hyacinths and tulips.

At Nizmegan, south of Rotterdam, we boarded the M S Italia on the Rhine.

The first stop was Cologne, then to Branbach where we visited the Marksburg Castle.

The Lorelei rock and a constant succession of castles and vineyards came into view along the river.

Later on we boarded a bus for a visit to Heidelberg. At Kehl, we ended our cruise on the Rhine and spent the evening in the Black Forest of Titisee. The next morning our first sop was Schaffhausen to view the Rhine Falls. The river is 500 ft wide at this point and the water plunges 70 ft. We spent two days in Montreaux at the eastern end of Lake Geneva while visiting Berne, Gruyers, Lausarne and Geneva with the League of Nations complex.

Enroute to Lucerne where we spent days we crossed the Pillon Pass and visited Gstaad, Spiez, Interlaken and a woodcarving school a Brierz.

Lucerne, a beautiful town on a lake, has two wooden bridges built in the 14th century and medieval walls around part of the town. The day before our flight home from Zurich we visited the 65 square mile country of Liechtenstein.

On the last night of the tour we all ate dinner as the famous restaurant, Stadkeller, with Swiss Cheese fondue. They' featured a folklore show after dinner with hornblowing, flag (Continued) 32

BLANEY (Cont'd) throwing, singing and yodeling.

Certain individuals from our TWA seniors group had a chance to perform as yodelers.

Next week Jane and I are going to Las Vegas for a TWA Senior get together that has a banquet, dance, golf and a trip to Nellis Air Base on the schedule. Employees who were once based at MDW or ORD are to arrive a day early for a special reunion. Maybe we will see you there if you are not working on your evergreens." ( Signed) Ford Blaney

A.T.HUMBLES wrote me that he and Betty had a nice trip recently.

They rode from Belhaven to Norfolk up the Inland Waterway with LEW and JUDY THOMPSON. Their nephew picked them up and brought them back home. ******** In conclusion I'd like to copy you all in on a letter I received from JOE MCCOMBS just yesterday and dated June 30: Capt Gillyan,(He too loves to misspell my name) Since I'm without portfolio as S/T, it would be appreciated if you would allow me to use your column to extend my gratitude to the Membership for their cooperation over the past four years, two months, 11 days, 10 hours and 30 minutes. I must admit that it has been a rewarding experience.

After two disappointing near-hits, a talented Charlie Dill has games related to the job as relieved me of the fun and of Secretary/Treasurer.

It is hoped that the same spirit cooperation will be extended to Charlie. His computer experience and accounting knowledge should further enhance the progress of that office and our organization.

After moping around at an empty computer station for a week and that have been delayed for years, then starting home projects Jean Olivia pushed me out onto the driveway with a check in hand (from her "Next Husband Fund") and now CO Joe has a new toy. The technical advances since TARPA's computer was put on line in 1985 is simply amazing.

Once again, my thanks to the Membership and to you for your enjoyable contribution as Editor of "The Grapevine" column.

Sincerely, Joe McCombs ******** So long for now and keep those cards and letters coming in!

33

FIRST TRIP & MEMORIES

BY J.L. DECELLES On the last day of October 1945, I took my "familiarization trip', riding the jumpseat in the cockpit of a DC-3 from Kansas City to New York. Wearing my gray uniform I looked like a Greyhound bus driver except for the stripe and a half on the sleeve of my jacket and the brass Indian head "Transcontinental & Western Air" emblem on my cap. The captain was Emmett Eugene Exum, a dashing young man with blond hair, a super-confident manner and a friendly devil-maycare attitude. Generally known as Gene, Gene-O, Captain-X, or (to the irreverent) Sexum-Exum, he was to me simply Captain Exum, a cordial host who went out of his way to make me a welcome guest in his cockpit.

More than twelve hours had passed since my five-thirty a.m. wakeup call in Kansas City. We had stopped at St. Louis, Inidanapolis, Dayton, Columbus and Pittsburgh. Eastbound from Pittsburgh, we had flown through a squall line that was advancing toward the Atlantic coast, but the sky had cleared for our landing at LaGuardia airport. Tomorrow afternoon we would head back to Kansas City. Until then we were released from duty and I asked Captain Exum whether it would be permissible to catch a train to Baltimore to visit Ike Flery (my World War II co-pilot) whom I had not seen since leaving France.

"Why not?", said Exum, and then, spying one of his confreres just in from Chicago, he added, "I'll bet old Bob Guss here would be glad to drop you off at the railroad station in Philly, "Save you a lot of time."

Captain Guss was an immense jovial fellow with twinkling eyes. "Glad to have the company!", he said.

"When you get back tomorrow", said Exum, "take the train from Baltimore to Grand Central Station, catch a cab to the Prince George Hotel and ride out to the airport with us. Have a good time. Say hi to your old buddy for me."

By the time Bob Guss and I were on the highway the squall line was moving into the metorpolitan area and we drove through heavy rain and frequent lightning for nearly an hour; but when we arrived at Philadelphia we were back on the east side of the front. From Philly I caught the train to Baltimore and a taxi to a rural area in which, I knew, the Fleury family home stood on several acres of rolling, wooded land. I had intended to surprise Ike by showing up without calling ahead; but now I wasn't sure I could remember how to find the place.

Night had fallen and the squall line I had encountered earlier was rapidly approaching. Lightning was flashing with ever greater frequency, the sound of thunder was getting louder and the dogs I encountered while knocking on neighborhood doors seemed ever more menacing. Finally, just as the first drops of rain began to fall, I managed to locate the Fleury home and was warmly welcomed

by Ike's parents. To my disappointment, however, Ike was out on a date. I caught a few hours sleep and when he got home we spent a few more hours discussing the events which had occurred since our seperation in France. Then I slept for a few more hours and suddenly it was time for breakfast and the train ride back to New York City.

Emerging from Grand Central Station, only half awake from the nap I had taken on the train, I hailed a cab and asked to be taken to the St. George Hotel. The taxi ride lasted a long time and when we finally arrived at the hotel I asked for Captain Exum's room number.

"Captain who?", said the clerk. I repeated the name, adding that Captain Exum was a TWA pilot. "We have no airline crews here," said the clerk. Dismayed, I dialed the TWA crew schedule office at LaGuardia. "Where are you? asked the scheduler. "At the St. George Hotel," I replied, "Captain Exum told me to meet him here."

"Not the St. George Hotel," sputtered the scheduler, "that's in Brooklyn.

Our crews stay at the Prince George Hotel in Manhattan. You're a long way from here; I don't know whether you can make it in time. Tell you what; go to the nearest subway station, get off at Jackson Heights, grab a cab from there to 34

FIRST TRIP & MEMORIES

BY LARRY DECELLES continues LaGuardia. I'll tell Captain Exum you're on the way." I followed his directons, changing into my uniform during the cab ride, almost certain I would miss the flight, expecting to be terminated if I did. When I arrived at the departure gate it was several minutes past scheduled departure time and the engines were running, but the cabin door was still open. Bless you, Captain Exum! Breathlessly, I dashed on board and reported to the cockpit where, to my everlasting gratitude, I was received without rebuke.

Unfortunately, not all TWA captains were so tolerant and self-secure as Gene Exum. In fact, the man with whom I made my very first trip as an active crew member was somewhere near the other end of the spectrum. Where Exum had been friendly and outgoing, this man was introverted and uncommunicative. His flying experience prior to coming with the airline only a year earler had been limited to instructing aviation cadets in single-engine primary flight training planes as a civilian employed by the Army Air Force. The DC-3 he was now flying for the airline was the largest plane he had ever flown.

The flight was an all-cargo operation chartered by the military to operate non-stop to Albuquerque from a naval air station near Kansas City. We shared a limo to the navy field and I waited for him to set the conversational pattern.

The result was an awkward silence broken only when he inquired about the extent of my previous flying experience.

"What kind of equipment did you fly in the military?", he asked. "C-47 and C-46," I replied. "How many hours do you have as pilot-in-command?" "Twelve Hundred," I replied somewhat reluctantly, realizing this was almost certainly more extensive than his. At that point the conversation came to a abrupt halt and did not resume until we had been at cruising altitude for some time. Pointing to the instrument panel, he said, "Which of these instruments is the most important?" "I don't know," I replied, "I've never thought about it." But he was not to be put off so easily.

"Well, think about it now," he demanded. "Which is the most important?" I thought about it. Considering the information provided by any instrument except the altimeter was also available from a combination of other sources, I ventured to say, "The altimeter." "Wrong!" he snorted; then, pointing to the gyro horizon, he asserted triumphantly, "This is the most important instrument!" "Yes,sir," I said.

In the midnight gloom of the dimly-lit cockpit we both lapsed back into the silence from which his question had briefly roused us and I breathed a silent hope that my future flights would be less like this and more like my familiarization trip. * * * * * * [I know the following about Larry is old news. Only learned of it recently myself but feel it would be of interest] FLIGHT SAFETY FOUNDATION AWARD TO CAPTAIN J.L. DECELLES The 1988 Laura Taber Barbour Award was presented to Capt. J.L. DeCelles for his untiring efforts to improve the safe of airplanes in the approach and landing phases of flight. As an inventor, author and advocate, he has relentlessly pursued more precise flight path guidance, simple, easy to interpet instrumentation, improved use of visual cues for low visibility landings and the use of head-up display. His dedication and determination have contributed to the slow, steady progress being made to introduce improved cockpit display, techniques and procedures and to reduce both the numbers and severity of low visibility approach and landing accidents.

35

DICK RUBLE"S BONANZA And from Dick Ruble; Always a pleasure to hear from a good ole boy from North Carolina. Hope you and Betty are both doing okay. Getting old is a problem that we must learn to live with.

Lt. Commander Bob Williams that you mention in your letter is not in my memory bank at the moment but I will keep working on it. Will give my son a call. [Your editor met this Navy man who said he went through Parks Air College with Dick's son.]

Our son has had a bad illness and is just recovering at this time.

Thank the Lord and many prayers he is back at work and doing okay. I spent two month in Indianapolis on and off during the period.

Kay and I are busy, she plays bridge and I go to the airport every day for a visit with the local boys. We fly to lunch or try to practice a little IFR, etc. It keeps me out of bars and other bad places.

I have a Bonanza and a partner in a Baron. Have been flying a Duke, P210, Travelair, PT22, Pitts, Culver Cadet and a few more. It is so much fun. I must be sick as it is so enjoyable to fly a new airplane or any airplane, never got it right but keep trying as long as I can.

We are having dinner tonight with the Parkhills. Will get on him to join TARPA. Wonderful to hear from you, A.T., and if it were not for people like you we would not have a pilot group of the quality we have. I want to thank you for all your many years of hard work for the pilots, it is very much appreciated.

Your friend, Dick

36

Harry F. Mokler Box 344 Alton Bay, NH 03810

TARPA Members

Gentlemen: In general I have always considered airline pilots to be a remarkably healthy group. Yet, I am becoming aware of the high incidence of cardiovascular problems among retired and older active pilots. I wonder if this is reflective of the general male population or the cumulative stress of our particular occupation.

This is to request that all TARPA members who have had heart problems and, in particular, those who have reached a degree of crisis necessitating bypass surgery, to drop me a few lines that I will tabulate and send to A.T. for a later "TOPICS".

I presume that you would prefer anonymity and therefore would appreciate that you sign your note but give me the age, date, place and hospital that will be the only items included with whatever insights you care to offer. I would particularly like to hear from those who have had repeated procedures such as angioplasty before or after bypass, or another bypass. If you have no reticence about using your name, so others may contact you for more information, please state clearly. Reach out to other TWA pilots who you know have had similar problems and ask them to send me their experience.

The response to my February letter's comments on my personal experience with atrial fibrillation has stirred my interest in this subject. Bob Picotte's note in May on prostate cancer also helped me to be aware of how good could be accomplished by an exchange within the brotherhood on our personal health problems.

Let me know your thoughts in retrospect. I have read a number of articles that say bypass is being over used and alternatives are available to be tried, before they hook you up to the bypass machine and split you open.

Once again, your insights are important and any experience with drug/ exercise/diet therapy or such holistic alternatives as chelation,good, bad or indifferent, are welcome. Does the mechanical shunting involved in bypass surgery and the resultant increase in blood flow to the heart muscle provide only temporary relief and/or is it the residual fear following the crisis which leads to an adjusted life style that provides the long term benefits?

I'm puzzled that the heart studies such as "Framingham" have not homed in on the airline pilots groups. Years of physicals, fully documented, regimented work activities and pressures, and a life style that was circumscribed to meet the job demands should have provided a test tube opportunity for long range study. If the old Lovelace Clinic exams have not been destroyed they could afford a unique opportunity as an origination base for follow-up.

At any rate, do it now if you have had any experience.

Best regards - Harry Mokler

Associated Press article in the New York Times The Federal Aviation Administration wants the power to ground the estimated 10,000 pilots who are flying airplanes after their motor vehicle licenses were suspended or revoked for drunken driving.

The proposed rule could deny an application or suspend a pilot's certificate if he had been convicted of a driving offense involving alcohol or drugs in the past three years.

The rule will become final later this year if it passes public comment period and further analysis by FAA lawyers.

[Big brother is watching!]

37

HOLDER OF # 1 PILOT LICENSE HONORED BY FAA To your left is a reproduction of the first Private Pilot license issued 6 April 1928 to William P. MacCracken, Jr. by the United States Department of Commerce.

A friend of MacCracken's, Tony Mahlman, of Naples, Florida, has the original license.

The Federal Aviation Administration has named its administrator's conference room in Washington after the late Mr. MacCracken who was the first Assistant Secretary of Commerce for Aviation and longtime Washington legal counsel for the American Optometric Association.

An oil painting of MacCracken, on loan from the AOA, hangs in a place of honor in the FAA conference room.

Dedication was held 23 September 1988 on the 10th floor of FAA headquarters at 800 Independence Avenue S.W. in Washington.

MacCracken was named to head the Aeronautics Branch created in 1926 by then Secretary of Commerce and later U.S. President Herbert Hoover. His nomination was approved by President Calvin Coolidge.

The Aeronautics Branch of the Department of Commerce is considered the predecessor of the modern FAA. A native of Chicago from Scotch stock that traced its roots back to the Mayflower days, MacCracken received a law degree from the University of Chicago prior to World War I and was in private practice when his interest in aviation prompted him to enter the Aviation Section of the Army Signal Corps. In 1917 he received his wings and became a flight instructor attached to Rich Field in Waco, Texas.

Following the war, MacCracken discovered to his surprise there were no civil aviation laws and he set to work to lay the groundwork for regulations that were needed to boost the future of commercial aviation.

Those were the barnstorming, throw caution to the wind, halcyon days of aviation. Pilots returning from Europe began buying surplus army aircraft and putting on death-defying stunt flying exhibitions to the amusement and amazement of the crowds below. Baling wire came in handy for patching up airplanes.

In 1926, the first successful passenger airline, the Ford-Stout tri-motor went into commercial service. At the same time, MacCracken put into place the first Air Commerce Regulations requiring the registration of commercial airplanes and the licensing of pilots.

MacCracken, himself, received the nation's first pilot's license. He wanted to issue the license, Pilot's License 1, to Orville Wright but the famous aviation inventor declined the honor.

Ironically, MacCracken almost changed the course of aviation history when he came close to grounding an accident-prone airmail pilot named Charles A. Lindbergh. Lindbergh, it seems, had allowed two airplanes to crash after bailing out due to mechanical problems while flying from St. Louis to Chicago. One of the planes came dangerously close to hitting a house after Lindbergh bailed out when the plane ran out of fuel. MacCracken thought Lindbergh's mishaps would tarnish the future of aviation in the eyes of lawmakers and considered grounding him for a week. Fortunately, a MacCracken colleague was familiar with Lindbergh's plans to fly across the Atlantic and interceded. Later, MacCracken allowed Lindbergh to reduce the weight of the Spirit of St. Louis by waiving the need for heavy navigation lights before Lucky Lindy's historic flight from the U.S. to Paris in 1927.

38

LOS ANGELES MUNICIPAL AIRPORT (MINES FIELD) IN 1929...SITE OF LAX TODAY.

LOOKING NORTHEAST TOWARDS THE CITY

THE YEAR 1929

by Ed Betts The year 1929 is probably remembered most for the infamous stock market crash on October 29, and the great depression which followed. Other sensational headlines included the St. Valentine's Day massacre, where 7 members of a rival gang were killed. For the sports fan the year started off with the annual Rose Bowl football game (the only post-season game at the time), with Georgia Tech defeating California 8 to 7. The heavyweight boxing title remained vacant (since July ]928 when Gene Tunney retired undefeated to June 1930). Bill Tilden, who had been the tennis champ 1920-1925, regained the title again in 1929. Philadelphia was the American League baseball champ, and defeated Chicago in the World Series. Lefty O'Doul won the National League batting title with a .398 average, Lew Forsceca won the American League title with a .369 average. Babe Ruth continued to be the Home Run Champion with 46, Charlie Klein was the National League Champ with 43.

Bobby Jones won the US Open for golf, Walter Hagen the British Open and the PGA

by Leo Diegel.

Feminine hearts throbbed when famous pilot, Charles Lindbergh, announced his engagement to Anne Morrow on February 12. They were married on May 27. The movie 'All Quiet on the Western Front ' won the Oscar that year, best actor was George Arliss (Disraeli) and best actress award went to Norma Shearer (The Divorcee).

The year 1929 was also noted for numerous world records and other achievements One of the oldest records (since 1923) was for endurance with rein aviation. fueling. From January 1 to 7, Mjr.Carl Spaatz, Capt. Ira Eaker and Lt.Elwood Quesada kept a single-engine Fokker (The "Question Mark") aloft ]50 hrs and 40 min.

A new record was set May 19-26 when pilots Robbins and Kelley kept their Ryan in the air for 172 hrs 32 min. A month later, pilots Newcomb and Mitchell circled the Cleveland area for 175 hrs. From July 2-12 the team of Mendell and Reinhart circled the Culver City (Cal) area in a Buhl monoplane for 247 hrs. Their record was i mmediately bettered when pilots Jackson and O'Brine flew a Curtiss "Robin" in the St.Louis area, from July 13-30, with the time of 420 hrs 2] min 30 sec.

England claimed the world's speed record on September 12th, when Squadron Leader Orlebar recorded a 357.7 mph mark flying a Supermarine. On November 22, Amelia Earhart set a women's record of 184.17 mph with her Lockheed 'Vega'. Frank Hawks held a monopoly on coast-to-coast records: on February 5, he teamed with Oscar Grubb on a LA-NYC flight in 18 hrs 22 min with a Lockheed. Hawks flew his 'Air Express' (solo) on June 27 from NYC to LA in 19 hrs 11 min and, after refueling, made it back to NYC in l7 hrs 38 min. This was the first practical application of the new NACA-developed cowling for radial air-cooled engines.

On May 8th, Lt.(USN) Apollo Soucek set an altitude record (for aircraft) when he got his Wright 'Apache' to 39,140'. On May 26th, Germany claimed the record when Willi Neuenhofen attained 43,795' (Soucek reclaimed the record in 1930, when he reached 43,166'). The French pilots Costes and Bellonte , on September 27-29, set a distance record by flying 4,911.93 miles. The world's largest flying boat, the Dornier DO-X, had a record 169 passengers aboard as it flew over Lake Constance (Switzerland) on October 2].

Other notable flights during 1929 included the Graff Zeppelin's 2] day (19,500 mile) trip around the world, starting and ending at Lakehurst NJ. Navy Commander Richard Byrd and a crew that included pilot Bernt Balchen, made the first flight over the South Pole on November 28-29. A future TWA pilot, Alton Parker, was on "standby" at base camp with a rescue plane, just in case. James Doolittle demonstrated the first blind takeoff and landing (he was under a hood with an observer aboard for safety reasons) on September 24. Although it wasn't a record, the modern aircraft carriers Lexington and Saratoga participated in fleet excercises for the first time, in January of 1929.

40

THE GRAND CENTRAL AIR TERMINAL, GLENDALE (CALIF.)

OFFICIALLY DEDICATED IN FEBRUARY 1929

The YEAR 1929 The greatest progress made in 1929 was with commercial aviation. With a few exceptions, which had begun in late ]927, passenger air-travel was still a second priority to carrying the mail and usually on a space-available basis (along with a parachute). Emphasis was now on passenger safety, comfort and convenience. The much-needed capital to promote this development and growth of the airlines came from giant parent, or holding companies, which had interests in many branches of the aircraft industry (airlines, aircraft, engines, propellers etc.). These included: The Aviation Corporation of Delaware, The Curtiss-Wright Group (Headed

by C.M. Keys), Boeing Air Transport (United) and Western Air Express-Fokker Aircraft Corp. All of the four predecessor airlines, which were to eventually be a part of the merger into T&WA (in 1930 ) were closely allied to one of these holding corporations. This was their situation in 1929: WESTERN AIR EXPRESS (WAE) WAE was the oldest airline in the TWA family tree and, in later years, was regarded as the nation's oldest (along with TWA). Air mail service began in April of 1926, between LA-Las Vegas-Salt Lake City with connections to (or from) the east. In late 1927, WAE also had a mail contract with the Cheyenne-Denver-Pueblo route. In mid-1928, WAE began passenger operations (only) with their "Model Airway" between LA and SFO using 3 tri-motor Fokker F-10's. WAE also gained control of West Coast Air Transport, operating from Seattle to Sari Francisco with mail and limited passengers. Pacific Marine was another addition, operating seaplanes from the LA Harbor area to Catalina Island, 22 miles west ("Dutch" Holloway and Franklin Young were the seaplane pilots, with a new date of hire as of 6/15/28).

According to the February 1929 Air Line Guide, WAE had the following operations: the daily mail service LA-Salt Lake City with these restrictions for passengers; 1 passenger each way on Monday, 4 allowed eastbound on Tuesday and Saturday and 4 allowed westbound on Wednesday. The one-way fare was $60 (which included the loan of a parachute). The daily trip from LA to SFO took 3 hours (nonstop, and no parachute) in the F-l0 and the fare was $60. There were two daily trips between the mainland and Catalina Island using amphibian type-planes; one originated from the LA Harbor area (Wilmington) and one from WAE's Vail Field. Also a part of WAE's schedules was the WCAT flight between Seattle and SFO. Late in the year 1929, orders were placed for the nation's first 4-engine airliner, the 32passenger Fokker F-32.

WAE's big expansion into the all-passenger market began in early 1929 along with a large order of 20 F-IOA's . These were initially used on the Salt Lake City run.

In June of that year a new division was established that would be in direct competition with T.A.T., which was still in the development stage: a fly-by-day and train-by-night network that would get a passenger across the country in about 48 hours.

WAE's schedule was to fly between LA and KC (with stops at Kingman, Holbrook, ABQ, AMA and ICT), where rail connections were readily available to (and from) points east. Si Morehouse, then-Chief Pilot, flew the inaugural flight on June 2nd.

Lewis "Lew" Goss was in charge of the new division.

NOTE: to follow is a list of pilots hired by WAE in 1929, and were among those who came with T&WA following the merger in 1930. This list is not complete as a number left the company before the first official seniority roster was published in May 1934 (my only reference). These were the days of the "instant Captains", and first pilot seniority was the same as date of hire. Copilots had no seniority, just a date of hire. The WAE pilots hired in 1929 include Harlan Hull, Bill Coyle, Larry Chiappino, Jack Walsh, LaMar Nelson, Johnny Graves and Ted Moffitt.

Orm Gove and Evan Lewis were copilots at the time and, in later years, checked out as T&WA first pilots. Lex Klotz was among those who resigned and joined T&WA at a later date.

42

Aero Corp/Standard Airlines Airport ( 9819 So. Western Ave., LA). Ticket offices located at the Hotels Biltmore, Mayfair and Ambassador, the Jonathan Club and Bullock's Department Store. Foreground a "Super Universal", powered by a 425 hp "Wasp" Engine. The plane had an 8-place capacity, which included the pilot, 6 passengers in the cabin and one riding in the enclosed cockpit with the pilot. In the background are all (7) of Aero Corporation's Alexander "Eaglerock" biplanes used by their flying school (they also had the local distributorship for sales ) .

THE YEAR 1929 MADDUX AIRLINES Jack Maddux started his airline in late 1927, with a service between the LA area (Rogers Field) and San Diego (Dutch Flats) with two tri-motor Fords. Larry Fritz and Eddie Bellande were the pilots. In early-1928 he expanded with an extension to Tijuana (also to Agua Caliente) where the thirsty could get a drink, bet on a horse race or watch a bullfight. This was popular on weekends. Also in 1928 Maddux began operating to the SFO (Oakland) area via Bakersfield and Fresno. Fritz was the Chief Pilot and resigned in late 1928, to help Erie Halliburton set up his Southwest Air Fast Express, Inc. ("SAFE"). "SAFE" operated Fords from either Sweetwater or Dallas (Tx) through OKC and TUL to either STL or MKC. Starting on January ], 1929 , when D. W."Tommy" Tomlinson was hired by Maddux as VP of Operations, the airline began a modernization program which soon ranked it among the nation's finest. It had the largest fleet (14) of Fords operating frequent schedules between LA-San Diego-Agua Caliente, and north to Alameda (OAK).

A new route included a daily shuttle (one hour) between Alameda and the Monterey Peninsula. Tommy, an Annapolis graduate with 12 years of active duty, also lured a pair of veteran Navy men to help run the airline. Bill Hughes (]8i years) was hired to head the maintenance program and Felix Preeg (16 years) as Chief Pilot.

Other pilots hired during 1929 included Ernie Smith (3/26), Andy Andrews (2/16 ), Milo Campbell (3/29), Ted Weaver (4/25) and Amos Collins (6/1). Maddux generally used "Mates" as copilots (mechanic riding in the right seat of his plane)...Ken Blaney started out as a "Mate" on 8/23/29, got enough flying time, and was flying as first pilot on 2/27/30.

Maddux had also been refinanced and was now closely allied with the Curtiss-Keys group and the forthcoming TAT operation. Maddux moved from the Rogers Airport to the new Glendale (Grand Central) Airport with its modern terminal, hangars etc.

STANDARD AIRLINES, INC. Jack Frye, Paul Richter and Walt Hamilton were among the group who founded the Primarily it was a flying school, Aero Corporation of California in early 1926 . but other important activities included aircraft sales (the California and Arizona Fokker franchise), maintenance, hangar or tie down facilities, crop dusting and charter work. In late ]927 they formed Standard Airlines, (a subsidiary of AeroCorp), operating a three-times-a-week passenger service between LA-PHX-TUC. Their equipment was single-engine Fokker 'Universals' or 'Super Universals'. In mid-1929 Standard Airlines began an ambitious expansion program using three new F-]OA's with daily service that extended beyond TUC to Douglas and El Paso. They also offered a transcontinental combination service: a passenger could take the train to Tulsa for further flight connection with "SAFE" to STL or MKC and east.

WAE had purchased 30% of the airline's stock, making Standard Airlines a part of the Western-Fokker Group. Harris "Pop" Hanshue , President of WAE, was now on the Standard Airlines Board of Directors. WAE's interest was with the southern route as there were positive rumors that the Post Office was soon to establish (open for bid) a central and southern network of transcontinental air mail routes. WAE already had the connection to the northern route by way of SLC; they wanted more and it helped to be an established carrier ( " grandfather rights").

The Aero Corp Flying School and Standard Airlines had a very unique arrangement.

For an extra $500 tuition fee a student was insured an airline pilot license and a job: it was on-the-job training, with no pay, as copilots on the Fokker F-10.

In 1930, WAE was the majority stockholder in Standard and it was later sold to American Airways as part of the agreement with the Post Office in order to qualify for the T&WA merger. Standard's pilots, who were hired in 1929, were part of the deal and transferred to American. A number of flight instructors with AeroCorp later came with T&WA (such as Lee Flanagin).

44

TA-MDUX)ENGIOVRHAULSPTEGNDALIRPOT,CNSDEOBTHNAI'SFET.

THE YEAR 1929 TRANSCONTINENTAL AIR TRANSPORT (TAT) TAT was the last to compete for the transcontinental passengers when service was officially inaugurated on July 7-9, ]929. Other airlines offered faster combined schedules or cheaper fares. WAE had two combinations. Their flight to KC and the trains east was a 46 hour trip for $245. Also available was their flight to SLC and connect with Boeing Air Transport to Chicago or Cleveland, then the train to the east coast which took 44 hours and cost $256. The Universal Airline (a group of smaller airlines) had a package where they flew the center portion between KC and Garden City, with train connections to the east or west. This was a 67i hour trip and cost $234. The southern trip by way of Standard and S.A.F.E. was advertised to be 65i hours and $217. TAT advertised a 48 hour trip (actually it was 46 hours eastbound and 50 hours west) and the one way fare was $35]. None of the packages offered by the airlines had any night flying scheduled, or flights between the New York City area and Columbus, Cleveland or Pittsburgh.

TAT had been incorporated in mid-1928 by the Curtiss-Keys group. Other holdings, at the time, included National Air Transport. NAT held the coveted mail contract between NYC and Chicago. Why they didn't promote passenger traffic on this route has always been a mystery to historians; instead they formed TAT. The giant Penn Railroad was also a partner to the corporation and Charles Lindbergh was retained as Chairman of the Technical Committee. The capital was raised with 500,000 shares of stock at $]0 each. There were no public sales such as the NY Stock Exchange. Lindbergh received 50,000 shares for his services. Both the TAT and Penn Railroad executives agreed that the proposed air/train service would be the most delux possible...all First Class!

Lindbergh's assignment was to survey the routes to be flown and cities to be included which would conveniently connect with the train service to be selected in the western section. He was also to oversee the selection of equipment (ground and flight), certain key personnel, airport facilities (terminals, hangars, communications, lighting etc.).

All concerned agreed that operations would not begin until Lindbergh gave the final OK: "The Day We are Properly Ready" was their motto.

It was to take over a year. The 'home office' was located at STL. The original concept (by VP Paul Henderson) was to have an overnight train from NYC to Cleveland (or Pittsburgh), then fly TAT to Dodge City (KS). An overnight train to Las Vegas (NM) and then fly TAT on to LA. The reverse for an eastbound.

There were numerous changes before operations began, some during the last months before the inauguration of service. Columbus (Ohio) was selected as the eastern terminal and overhaul base because of better year-round weather conditions and a convenient connection with the Penn Railroad. The final routing, as selected by Lindbergh, was to Waynoka (Ok) by way of IND, STL, MKC and ICT. At Waynoka the passengers had dinner at Fred Harvey's and then boarded the A.T.& S.F. train for the overnight trip to Clovis, NM. There was a little confusion as to the time of departure: the town was on Central Standard time, the airport (7 miles west) was on Mountain time. From Clovis the TAT flight to LA included stops at ABQ, Winslow and Kingman (AZ). The Maddux facilities at the Glendale Airport (including the overhaul base) were to also serve TAT. Although they were not financially involved, the Santa Fe Railroad agreed to be a partner with the Waynoka-Clovis overnight connection. The railroad also agreed to sell tickets and their station agents would take weather observations. An extensive network of weather observation posts located 100 miles on either side of the proposed routing west of Waynoka was planned. The railroad teletype machines would relay the information.

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RADIO SITE. THE AIRPORT MANAGER HAD A 360 DEGREE VIEW OF ALL AIRPORT OPERATIONS. THE BEACON WAS VISIBLE 50 MILES.

THE TERMINAL AND AIRPORT OFFICE BUILDING AT COLUMBUS, OHIO. TAT PAID $ll5 A MONTH FOR ROOMS (OFFICE SPACE) #201, #202 AND #204. THE LEASE FOR LOTS A-8 AND A-9 (HANGAR AREA) WAS $2,000 A YEAR. ANOTHER $800 WAS FOR LEASE OF THE

THE YEAR 1929 TAT (Continued) Besides creating its own weather observation system, TAT had to erect airway and airport lights ($272,368) along certain portions of the western route. They had to buy (or lease) the land at Waynoka, Clovis, Albuquerque, Winslow and Kingman in order to build suitable airports ($225,008 total, including the cost of grading). The soil had to be prepared for a tar surface and concrete aprons. All of the terminal buildings were of the same western motif (the Spanish style adobe).

Although not typical (it was the most expensive), the complete facilities at the Waynoka Field was a $297,202 cost to TAT. This included: land $72,082, station $I8,252 , radio station $5,762, ground radio equipment $21,264, hangar $134,221, garage $3,080, a miscellaneous structure $6,72], shop equipment $1,545 , weather house $147, office furniture and fixtures $5,356, fences and signs $1,187, pump and transformer house $6,483 and airfield beacon and lights $18,982 .

The cities of IND, STL, MKC and ICT made all of the necessary improvements or additions to their airports and facilities to meet TAT's requirements, but none could compare to the all-out effort and expense by the City of Columbus. On the November 1927 ballot, the voters turned down a $325,000 bond issue to finance a new airport. They were satisfied with the existing Norton Field, a small airport used by the local National Guard Unit and the air mail planes. There was little room for expansion, and it was too small for a safe TAT operation. With the TAT (plus Lindbergh's name) and the Penn Railroad influence there was little problem getting a $350,000 airport bond approved in a November 1928 election; it carried 87,363 for and 20,160 against. Mayor James Thomas spearheaded an extensive campaign for the vote along with Edgar Wolfe, owner of the 'Dispatch' newspaper and WBNS radio station.

After surveys by city and TAT engineers a site was agreed upon: 640 acres of flat farmland located about 7 miles east of the city, which was just north of the existing Penn and B&O railroad tracks. About half of the acreage was purchased at the time, the rest reserved for future expansion. City engineers, headed by Ernie Stork, went to work with a master plan to build the nation's most modern airport and facilities. All buildings to be erected would blend with a general motif as decided by the Airport Planning Commission.

First came an extensive drainage system, which would eliminate the usual airport problem of large puddles of water accumulating on the runways or other areas after a heavy downpour. A series of deep trenches, 30' apart and paralleling the planned runways, were dug and then filled with drain tile and gravel. These emptied into a 48" concrete drain located on the low side of the field which, in turn, discharged into the Big Walnut Creek River. In all there were 167,000' of trenches which drained by gravity flow and were covered by clay and blue grass.

Two runways were built at a cost of $120,000. Runway 31-13 was 3,500' long and runway 5-23 was 2,500'. Both runways were covered with a 5" bed of concrete (the first ever in the US with a concrete base), and then covered with a 2" layer of asphalt macadam. The same materials were used for the taxi strips and aprons for parking aircraft in the terminal or hangar areas. Large turning buttons were located at the end of each runway for the pilot to make a 180 degree turn.

The administration/terminal building was located in the southeast corner of the airport, between the two runways, which made it convenient for arrivals and departures. The two-story building (plus a full basement) had 12,000 square feet of floor space...considered more than ample at the time with office space, ticket counters, a restaurant plus sleeping quarters for pilots (air mail) on a layover and passengers in transit. On top of the building was a huge glass-enclosed tower that gave the airport manager a 360 degree view of all airport operations.

The tower, and the beacon light above, became one of the most familiar landmarks along the TAT (arid TWA) system. The beacon flashed the airport identifier, "PC" (Port Columbus) in Morse code, as well as the white beam which could be seen for over 50 miles on a clear night.

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TAT'S TERMINAL BUILDING AT ALBUQUERQUE (NATIVE INDIAN ADOBE STYLE). OPPOSITE PAGE: THE INTERIOR OF THE WAITING ROOM FURNISHED IN A COMBINATION HANDCARVED TABLES AND CHAIRS, MANY OF WHICH WERE MORE THAN 100 YEARS OLD.

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0

TAT PILOTS IN FRONT OF JEFFERSON HOTEL, ST.LOUIS.

Not in the photo: Ben Howard, Harry McGee, George Price, F. V. Tomkins and St.Clair "Steve" Welsh.

Bottom: Paul Collins, H. H. "Pat" Gallup, Carl Rach, Harry Campbell, Vernon Lucas, Bill Campbell, Cliff Abbott, Fred Richardson, Eddie Bellande, Wesley Philippi, Howard Hall and John Collings

Middle row: Morley Slaght, H. J. "Jack" Zimmerman, Amberse Banks, T. Benson Hoy, Moye Stephens, Joe Bartles, Steve Shore, Otis Bryan and Earl Fleet.

Top Row, left to right: J. B. Stowe, Dean Burford, Ted Howe, Ed Dietel, Nick Laurenzana, Nobel Hueter, Paul Scott, Les Munger and John Guglielmetti .

JUNE 10,1929.

THE YEAR 1929 TAT (Continued) TAT's hangar (similar hangars were built at Waynoka and Clovis) was the first to be built and was nearest to the station. Until the new airport complex was built in 1958, the TAT hangar was the mecca for flights crews resting on a "mini" layover (not enough time to go to a hotel). The TAT passengers and operations personnel had an ideal setup in the advent of a delay, such as weather conditions at the airport. They could sleep on the cots located on the second floor (individual compartments) of the terminal.

When the weather to the west was observed (from the tower above) to be clearing, the passengers were aroused, and a rapid boarding of the aircraft was made.

The Penn Railroad built a special track or siding, complete with a suburban type loading platform, for passengers to transfer to the terminal. A canvas canopy protected the passengers for the short walk to the terminal. Every TAT station had a telescoping-type canopy to protect the passengers walking between the airplane and terminal building. Another TAT inovation was the "Aero Car" for transporting passengers to or from downtown direct to the aircraft door. The Aero Car (16 passenger capacity) was a large trailer towed by a Chrysler Roadster. Other TAT amenities included a courier to tend the passengers and a delux meal (cold) if necessary in flight (complete with expensive china, linen and silver).

After numerous construction delays, many due to a severe winter, the time neared when "All Was Ready" and the service inaugurated. A fleet of 10 new Fords of the AT-5 designation (450 hp "Wasp" engines) were delivered (one had been delivered in late 1928 and used as a "flying office"). A nation-wide canvas had been made for experienced pilots (3,000 hrs minimum was advertised), preferably with some multi-engine time. Many of the first pilots hired had been (or were) trained at the Ford plant at Dearborn. The pay was $500 a month. John Collings, Eastern Division Superintendent, canvassed a number of Army Air bases to recruit copilots ($300 a month salary and a promise to be flying as first pilot soon). Out west, domiciled at Glendale, the pilots were all hired by way of Maddux: Eddie Bellande , John Guglielmetti, Steve Shore and Moye Stephens had been flying the Fords with Maddux, they were allowed to resign (with no loss of seniority) and begin a new flying career with TAT. Since all of the TAT pilots and copilots hired prior to the beginning of service are named on the opposite page, only a few seniority dates will be mentioned as only three weeks separate their dates of hire.

John Collings and Paul Collins (System Superintendent) were both hired in 1928. "Pat" Gallup was senior (hired 5/10/29) of the "instant Captains". Earl Fleet and Carl Rach were both hired on 6/1/29.

Fred Richardson (hired 5/17/29) was senior copilot and the first to fly first pilot (9/1/29). Jack Zimmerman (hired 6/1/29) was the junior man to check out (on 2/16/30), the same day as Otis Bryan and Harry Cambell. These dates are all from the later 1934 T&WA seniority list...there may be a few names missing.

Our Honorary TARPA member "Parky", who was a TAT meteorologist, started in 1929.

On June 10th the entire group of 33 pilots enjoyed a banquet with TAT executives at the Jefferson Hotel (headquarters, at STL). They also posed for a group photo (in uniform) on the hotel steps. This was the ' kickoff' for nearly three weeks of dress rehearsal flights with company employees, executives and invited guests riding as passengers.

During these flights a total of 231 passengers were carried 50,000 miles without a major problem. Finally, the slogan "The Day We are Properly Ready" became a reality...on July 7, 1929, Lindbergh (in LA) pressed a telegraph key which rang a loud gong beside the "Airway Limited" in NYC's Penn Station. This was his signal for the train to begin its overnight trip to Columbus.

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(left): passengers and guests transferring from the train via covered ramp to the terminal building.

(above): Arrival of the "Airway Limited".

( top left): Air view of the airport, railroad tracks and suburban station along bottom of photo, terminal building lower left and the TAT hangar upper right.

Port Columbus, Ohio, July 8, 1929 Arrival of the Penn Railroad "Airway Limited"

THE YEAR 1929 (TAT Continued) Meanwhile, at Columbus, the festivities had begun on July 6th, with a 3 day program to dedicate the new airport and TAT's inauguration. There was an exibition of flying, bombing and parachute jumping by Army pilots, local "joy rides", and pyrotechnical displays at night with the band playing. A huge crowd was on hand to greet the train when it arrived at 7:55am on the 8th. Over 200 special guests were aboard, including the 20 passengers who would continue west by air. Amelia Earhart, who was a special consultant for TAT (advice to female passengers), was among the passengers who made a hurried transfer to the two waiting Fords which were due to depart at 8:15. Another gong rang, this was from a signal keyed by Secretary of Commerce Lamont in. Washington, D.C. There was light rain as pilots Dean Burford and Jack Zimmerman departed with the 1st section. Two minutes later Harry McGee and George Price departed with the 2nd section. Immediately following the planes departure TAT hosted the 200 dignitaries (including Henry and Edsel Ford, Harvey Firestone, William Mayo and Ohio Governor Myers Cooper) with a big breakfast in the hangar (lots of speaches).

On the same morning at Glendale a crowd estimated at 100,000 (by TAT) had arrived early and filled the bleachers to watch the inaugural eastbound flights. This was a publicity man's dream as Lindbergh was to be the pilot (Eddie Bellande was copilot). Guests for the christening ceremonies included Mary Pickford and her husband Douglas Fairbanks, and "Lindy's" new bride, Anne. Lindbergh flew as far as Winslow, remained overnight, and returned to Glendale with the inaugural west 1bound st trip (with Earhart aboard). There had been one problem at Clovis. The section experienced a ground loop and damaged a wingtip. A spare plane was used and during the transfer of bags etc., the 2nd section got a few minutes ahead of the 1st section...it had to circle the LA area waiting for Lindbergh to land. On hand to greet the arrivals was Gloria Swanson and a full house in the bleachers.

The usual story tells how TAT had to turn down over 1,000 requests for seats on the inaugural flights flown by Lindbergh...which is more paying passengers than were carried for the balance of the year! They averaged 6 passengers per flight, but 3 of these were usually company employees traveling (at company request) to keep the paying passengers from feeling lonesome. The average load factor started out at 44%, but dropped to ]5% by the end of the year. Certain cost-cutting measures were taken in order to meet the payroll, such as eliminating the couriers and putting the copilots to work in the cabin.

One major factor which affected the passenger loads (on all airlines) was when TAT's Ford, the "City of San Francisco", was missing on a flight west of ABQ on September 5th. The entire airline shut down while a vast, but futile, search was made. A $5,000 reward was offered for finding the plane. The wreckage was located by George Rice, pilot of a WAE flight passing the area on September l6. The wreckage was scattered against Mt.Taylor (about 60 miles west of ABQ). Apparently the pilot had tried to detour around a thunderstorm in the area, lost ground contact and struck the mountain. Another important factor with airline loads was the general economy, as the depression was beginning to take effect.

On November 10, ]929, TAT and Maddux officially merged and the company was known as TAT-Maddux. There were numerous changes in top management as Jack Maddux took over as the company President. Tommy Tomlinson was Manager of Operations for the Western area at Glendale, and Steve Welsh for the East at Columbus. In an effort to attract passengers the cost for a transcontinental trip was lowered from $290 to $220 in November, which included a $5,000 life insurance policy for the trip.

In December it was lowered to $160 ($]28 was for the flying portion, $32 for the trains). It was very obvious that TAT-Maddux could not continue to operate without a mail contract as passengers, alone, would not support the airline.

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(Below, right): Breakfast in the TAT hangar for guests and dignitaries following the departure of the TAT flights at 8:15 am.

(Below): Honored guests include Col. R.T. Harris, Henry Ford, Ohio Governor Meyers T. Cooper, Harvey S. Firestone, Edsel Ford and Harvey Firestone, Jr.

(Right): Ford Motor Company's plane arrived from Dearborn.

Port Columbus, Ohio July 8, 1929 Visiting dignitaries

(Shatzman was honored for purchasing the first ticket. Oz Cocke sold the first ticket. Moseley was among the founders of Western Air Express and their of VP Operations.).

Ford and "Aero Car" front of the bleachers.

Crews on inaugural flights (two sections): Steve Shore, Eddie Bellande, Lindbergh and Wes Philippi.

Guests: Douglas Fairbanks, Corliss Moseley, M.P. Shatzman, Anne Lindbergh, Mary Pickford, Charles Lindbergh, Dudley Steele and John Bowers

(photos clockwise)

Glendale, California July 8, ]929 Inauguration ceremonies TAT service

THE YEAR 1929 PITTSBURGH AVIATION INDUSTRIES CORPORATION Since P.A.I.C. did not own or operate an airline at the time of the T&WA merger, in 1930, little is recorded about their activities in the early years. The corporation was formed in late 1928 to promote aviation into PIT largely due to the personal efforts of George R. Hann, a lawyer by trade and president of the corporation. The city had excellent train and bus service, but no airlines had established passenger or mail service connecting them to the east or west. It was PAIC's intention to make the city a "hub" for many airlines, with a modern airport, and to develop an airway system linking it to the east coast. The Post Office had established their airway or mail route to the north (via Cleveland) so as to avoid the treacherous terrain on the more direct route via Harrisburg. TAT had no immediate plans to fly this route, which was better known as "aviation's graveyard" due to the number of crashes (in later years TWA lost 3 single-engine mail planes and two DC-2's on this route, all due to weather-related problems).

PAIC had five subsidiary companies, Richard Robbins was President of the Airline Company.

Other subsidiaries included Aerial Survey, Aviation Securities, Aviation Management, a Flight School (mechanic and pilot training) and Aircraft development (they produced one all-metal monoplane in 1930). Most of these activities centered at their new Pittsburgh-Butler Airport, which was completed and a big dedication celebration held on September 27-28, 1929. The airport, which is located 22 miles north of the city, was built at a cost of about $500,000. This was PAIC's "ante" (along with their 'pioneering rights' over the State of Pennsylvania) for their 5% ownership of T&WA the following year.

THE TAT AIRPORTS FIFTY YEARS LATER (1979) During the major anniversaries which followed the joint dedication/inauguration of the CMH Airport and TAT service on July 7-9, 1929, the city and TWA have had a combined celebration. Vintage Fords have been chartered and flown in etc. The the 50th anniversary was highlighted with a Ford propeller blade (embedded in a concrete base) unveiled in the terminal. Prior to the ceremonies around the TWA system honoring this 50th anniversary, TWAer Alan Hogenauer (marketing at NYC) made a tour of all the original airports used by TAT and made a "then and now" status report which was printed in the 'Skyliner'. Excerpts from Alan's article: Only two of the airports were still used by TWA, CMH and STL. STL has since become the company "hub". The Glendale Airport no longer existed although the main terminal building was in use by a large industrial complex, and the hangars used for storage purposes.

The Kingman Airport was then a housing complex, and the small terminal building a private residence. The Winslow Airport still was in operation, but the facilities modified many times (none of TAT's existed). The airfield at ABQ was part of the huge Kirtland Field complex, and the terminal in use by the Sandia Area Credit Union. PortAir (Clovis) was part of the Cannon AFB and the only trace of TAT was the concrete ramp apron that was in use as a storage area for large equipment. The Waynoka Field was a large farm, and the aprons for the ramp and hangar in use for storage (during the 30's the hangar was moved to Little Rock). The Wichita field was part of the McConnell AFB and the terminal building was proposed for an air museum. The Kansas City Municipal was still in operation for private flying, but the terminal had been razed. The original terminal building at STL had been razed to make room for additional runways. The Stout Field at Indianapolis was in use by the National Guard (helicopters), the terminal building as a recruiting office. In NYC the Madison Square Garden complex was located where the original Penn Station had been, although the railroad was still operating from its underground facilities.

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THE YEAR 1929 (60 YEARS LATER) At the time of Alan's report the City of Columbus was undertaking a $70,000,000 airport improvement program which was completed in 1981. In 1968 the move to the new terminal complex was made. The old terminal building, which had been added onto through the years, gradually fell into a state of disrepute. There had been tenants (non aviation) but they, in turn, moved out as the city did not keep up the necessary repairs (leaking roof, heating system etc.). Finally, in 1977, the building was deserted, except for a few winos and vagrants, and all the windows and doors were boarded shut. The TAT (and TWA) hangar was still in use by Executive Aircraft.

About 1981 Ed Gillespie, a test pilot for Rockwell Int'l., became interested in the building for investment purposes. It took time, but he was able to negotiate a 40 year lease. He was also in partnership with a large construction firm, owned by Mel Kosanchick. Together they began a program to restore the exterior of the building to its original shape. This required tearing down (bull dozers and other heavy equipment) all of the additions, and finishing the walls where doors had been added etc. Ed did the restoring of the glass tower personally. The project included having the exterior landscaping the way it was in 1929. While the restoration progressed, the first floor was occupied by Mel's engineering staff.

Last year (1988) Ed tried to have the building declared a "Historical Landmark" (for tax purposes), but this never materialized for whatever reasons.

60th BIRTHDAYS in 1989 (Current Pilots and Flight Engineers) This is the year of the 60th anniversary for TAT in 1929...the same year when a number of the current TWA pilots and flight engineers will reach the magic age 60 (not necessarily retirement). In 1974, according to a birthday list made by TWA and ALPA for "B Plan" purposes, there were 118 crew members born in 1929. At the time, Charles Lokey was #608 (hired 1/7/52) and Bert Parker (F/E 11/19/58, later pilot qualified) was #1685. 15 years later, on 1/1/89 , there were 53 men left who were born in 1929 (a 55% attrition for whatever reasons). Lokey was the senior pilot (#4 on the seniority list) and Parker moved up to #199. The biggest gain in number during this period was by Robert Walters (hired 1/23/70): he went from #4,376 in 1974, to #2,509 on 1/1989...in spite of the Ozark merger in 1986, when approximately 197 pilots were sandwiched in ahead of him (by date of hire).

The 2 Ozark men with 1929 birthdays were hired in 1959. The group includes (with their 1989 seniority numbers and birthdates in 1929): 4 7 8 10 11 12 13 14 17 18 20 2] 22 25 3] 32 35 36 37

Lokey, C. M. Ketcham, G. H. Roseberry, R. B. Richter, J. H. Lahn, R. J. Ward, R. R. Wickham, T. J. Madden, V. J. Hoffman, V. J. Williams, L. Leeuwenburgh, K.N. Kerr, R. L. Logue, C. J. Anderson, C. W. Hatcher, J. W. Ruhe, H. J. Heckerson, D. L. Thompson, R. R. Rude, J. A.

7/ 4 2/ 3 6/ 2 5/ 1 7/ 7 8/ 9 3/16 7/15 2/27 6/16 9/ 5 4/28 7/14 1/27 7/28 1 0/3] 3/ 4 5/18 4/ 8

38 39 40 45 46 47 52 53 54 55 67 68 69 70 77 85 92 98 99

9/1 Lancaster, C. R. Meacham, R. D 8/24 Pratt, H. B. 10/18 Murray, R. E. 1/25 Gibbs, R. F. 7/17 Boney , M. D. 7/28 Bettinger, C .M. 2/28 Zesiger, W. J. 3/ 4 Biermann, A. H. 4/30 Rimmler, P. M. 8/20 Amundson, W. M. 2/25 Lang, R. R. 3/19 Rood, K. W. 3/28 Caba, J. R. 6/18 Sidway, P. 9/21 Palmer, K. L. 7/30 Yeck, K. R. 6/17 Kish, J. 1/30 Gustafson, A. M. 2/22

1 00 1 03 115 116 117 122 134 148 1 58 170 175 178 184 191 199

Densieski, B. R. Anderson, J. L. Lagle, J. R. Johnson, C. L. Poley, C. R. Williams, C. T. Taylor, D. Hoag, J. E. Sendelbach, E. C. Fligge, D. W. Miller, N. O. Bickett, J. L. Holzthum, K. Greco, M. R. Parker, B.

(Via Ozark) 203 Alexander, C. A. 7/ 6 206 Brickrier, R. M. 11/30

HAPPY ANNIVERSARY, BIRTHDAY OR RETIREMENT 58

3/3] 5/29 4/11 8/19 9/10 7/13 10/ 4 3/ 6 3/2] 8/13 4/14 3/23 3/ 9 7/ 3 7/ 8

DOROTHY RUSH, TWA SENIORS CLUB PRESIDENT Dorothy Rush, our current President of the Seniors Club, probably doesn't need an introduction to a great many of the TARPA members as she is well known in the past for her work in several departments in the New York City area. Perhaps her last name might not be familiar, since most of her twenty six years with TWA she was known as Dorothy Lee. Dorothy is a native of Yorkshire, England (her British accent will attest), and she came to the USA in 1949.

Soon after, in 1950, she worked a short while with TWA but it wasn't until November of 1951 , that it became a career. At the time, she was working with Judy Cox in the passport files department for the International flight crews and later with Inflight Services. She resigned in 1959, but returned again in June of 1960. Until she officially retired, in July of 1978, Dorothy worked as a secretary in several departments at either JFK or the main office downtown. These included Flight Operations (Dave Spain and Tom Poole, and Ken Smith), Transportation (Paul Burke) and, her last 14 years, with Ed Frankum.

A year before she retired she married a friend of many years, Maurice Rush.

Maurice has a very aviation-oriented career including Overseas Representative for Lockheed, and for 20 years a pilot with a Texas oil company. Their home is in Midland, Texas. Maury owns a Bonanza, which is often the transportation for them to various Seniors affairs. Their camper is also used a lot for travel when not flying.

For the past 8 years Dorothy has been an active member of the Seniors Club Executive Board serving as Secretary, Vice President (s) and, for the 19891 990 term of office, the President. A quote from Dorothy: "This is a full time job!". As the club president she receives an honorary TARPA membership and represents the Seniors (non voting) at our Executive Board meetings.

However, Dorothy and Maury have been subscribers to the TARPA 'Topics' before the honorary membership as they are interested in our activities, and will undoubtably take part long after her tenure as Seniors President. The British set a precident when Margaret Thatcher took office; the TWA Seniors have elected their first woman president. Fortunately, the Seniors have a very capable and charming leader. She has a very efficient, dedicated, and well known (to our TARPA members) lst Vice President...Bill Dixon. They are several months into their term of office, but there is time to offer our congratulations and support.

Dorothy Rush

(submitted by Ed Betts)

59

WICKENBURG, AZ, NOVEMBER 1988

Left to right: Lum Edwards, Ralph McClenahan, Wolly Wollenberg, Don Heep, Lloyd Hubbard and Jerry Condon. All past presidents of the Seniors Club.

Cliff Davis with June and Bill Dixon..

60

MAYDAY - MAYDAY

by Lew Judd January 4th, 1975, dawned a beautiful day in North Palm Beach, Florida.

Vicki, my wife, and I were up to sample it. A light southeast wind gently stirred the burgees and owners' flags on the yachts docked at Old Port Cove Marina. It looked like a good day to cross the Gulf stream.

Two days before we had turned back twenty minutes out after the forecast of a wind shift to the northeast in the late afternoon occurred at 0700 and the forecasted 2' - 4' seas proved closer to 6'. It wasn't because we thought our boat couldn't handle them, rather we didn't want our home shaken up that much. Our 37' convertible sedan contained everything we owned and was our our only home. Tamarack was the find of a boat a man could have a love affair with. Lapstrake, with a flaring clipper bow, she had lines even sailboaters admired. Vicki and I had cruised many thousands of miles with her and we never found her wanting in any way -performance, response, livability. In fact, when the subject came up, we always said Tamarack can take a lot more than we can.

We undocked from Old Port Cove at 0710. The Singer Island Bridge opened for us at 0730 and we cleared Lake Worth Inlet at 0745. The weather forecast was wind southeast 10-15 knots, seas 3' - 5', with another front going through that afternoon. At my normal cruising RPM of 2700 our speed would be 15 knots and we would be in West End, Grand Bahama Island, by noon. I had attached the forward and side curtains to the bimini top so I didn't expect too much Vicki, fortunately, decided to stay below. We took a good hard pound coming down off a wave immediately. Nothing worse than we'd had before but not something you subject a loved one to. By reducing to 2200 RPM I came down off the plane and seemed to be at the right speed to ride the waves without slamming. This was an RPM I seldom used if I could help it - we dragged a tremendous sea behind us. The ship felt loggy and for the fuel used only made about 9 knots. However, the bow was high and on a heading of 100 degrees she handled the seas like the thoroughbred she was. I settled down keeping her comfortable, making a re-estimate of 1400 for our West End arrival. Three more times during the next hour an occasional rogue wave would cause us to slam down hard.

About 0845 Vicki called me on the intercom and said a little water was coming in the scuppers and not running back out the way it usually did.

Tamarack had an aft cockpit that had a scupper drain on each side at the deck level. It was not unusal in a sea to have a wave slosh in, but it would immediately run back out. In fact, during a previous crossing a flying fish had washed in. Vicke asked if she should turn on the manual bilge pump.

Tamarack had an auto-manual pump forward and I had installed a manual one aft. I said yes and simultaineously increased the RPM to 2400 to raise the Vicki reported the scuppers were draining better. I asked her to take the wheel and hold the heading,so I could come down and check on things.

By the time I put on my life vest and climbed down the ladder several minutes had elapsed. The ladder was on the starboard side of the cabin and the way we were pitching the life vest was a must. Tamarack's salon had six hatches - three large 5'X3' parallel to each other and directly aft of them three small 2'X3' parallel to each other. The large ones gave access to the port and starboard engines, generator and batteries. The small hatches gave access to each engine's sea cock, port and starboard,with the center a storage area where I kept my tool boxes. I raised this center hatch and saw to my horror that the bilge had water above the transmissions and starters of our two Chrysler 225 horsepower engines. Tamarack's engines were raw water cooled, but I had installed valves above the sea cocks to flush the engines with fresh water, and leave that water in them if they weren't going to be run for a while. I thought of these as my ace in the hole. By closing 61

MAYDAY - MAYDAY

by Lew Judd Page 2 the sea cocks and opening these valves, I could pump the bilge out the exhaust.

Vicki wanted to send a MayDay immediately but I was confident I could handle this without disturbing the U.S. Coast Guard. However, we did turn west and head back. Since this boat was our home we utilized the space behind the couch and easy chair for storage. All of this had to be unfastened and moved to lift the hatches over the sea cocks. This took additional valuable minutes. I was working at top speed, the adrenalin pumping into my blood, confident I could cope with the situation. However, the ½" openings of the valves couldn't handle the inflow of water. My "Ace" had turned into a "Joker".

I told Vicki to send out a MayDay. In desperation I took my knife and began to cut through the steel reinforced hose that ran from the sea cock to the engine, hoping that the larger diameter hole would handle the leak.

Vicki was also having her problems. She couldn't establish intelligible communication with the Coast Guard using our V.H.F. She switched to 2182 1KHZ (fortunately this wasn't January 4, 1977.) She still had some trouble being understood, though we found out later friends of ours at West End, on their boats, heard everything very clearly. (These were Lew Thompson and Pete Pletcher). However,she did give the Coast Guard an estimated position of five miles east of Lake Worth Inlet. We could see the shore of Palm Beach very clearly, so that seemed a good estimate. She also described the vessel -blue hull, white deck house, cabin cruiser with bimini top.

The Coast Guard was having trouble with the name "Tamarack" and Vicki was doing her best to get it across. They did say they were sending a 20' and a 40' cutter. About that time the starboard engine quit. Immediately the bow came down and the hundreds of gallons of water that was in the stern surged forward. Our convertible sedan had two high steps down from the salon to the galley, dinette area, then forward into the bow V berth sleeping area. When this wall of water surged through, all the myriad items stored, plus drawers and hatches, started floating around about a foot above the deck. I went from a man working at top speed to cope with a situation to one who suddenly realizes all is lost. When I looked at the nightmare that had been our home my stomach turned over. I had to force myself to move.

It was like a bad dream where you try to run but can't. Now my instinct for survival had to overcome my feeling of hopeles despair.

I stumbled forward and took one of Vicki's handbags, stuffed it with all the important items I could think of, wallet, check book. passports, and climbed back out to the salon. I took over the radio and Vicki donned her life jacket. Then, while all around her floated everything she held dear, she thought of her medication, car keys and credit cards and went forward through that horror to get them. Weaker sex? HA! By using the phonetic alphabet I finally was able to satisfy the Coast Guard as to the spelling of "Tamarack". About that time the port engine quit. When it did the boat filled up with smoke. Vicki, who was standing on the aft deck, couldn't see me. She hollered, "Lew, we're on fire!'. I immediately signed off with the statement, "We're burning", and hurried aft. However, it wasn't smoke but exhaust and steam. I suppose the back pressure from the exhaust being so far below the water blew either the gasket or the manifold. I tried to contact the Coast Guard again but now the batteries were under water and shorted out. Tamarack was sinking so fast and felt so unstable we decided to abandon ship.

We carried an 8' pram lashed on our swim platform. It had been purchased several years before to go gunkholing in, not as a lifeboat! It launched

62

MAYDAY - MAYDAY

by Lew Judd Page 3 I tied the pram to our starboard cleat, which was the lee side, and began loading what came to mind. I had to make a major effort to think and to move. We had a hassock labelled "Life Jackets" that contained our flares, as well as extra life vests. That went in first. Next,for some instinctive reason, I put in a large 14 quart plastic bucket, one oar, I wasn't about to row in that sea, then a ½ pound empty tobacco can to bail with. At the last moment I grabbed our binoculars. Vicki got in first. I handed her the handbag and climbed in. We untied the line and I held onto Tamarack's gunwhale keeping in the lee. The time was 0925, I couldn't believe it, 40 minutes before Vicki had first called me on the intercom.

I realized that since we were an hour out it would take the Coast Guard approximately that long to get to us. I hung on hoping Tamarack would stay afloat so we would be seen. The possibility of white on the outside, speckled blue and white on the inside, 8' pram being seen was practically nil. At 0940, with terrible sighs, shrill squeals and groans, our beloved home settled down the starboard stern and began to roll on her side. These noises, obviously, when thought about in retrospect, were caused by entrapped air being forced through joints and small openings, but at the time our beloved Tamarack was crying for help which we were unable to give.

I let go of the bow which I had worked my way up to and tied the bucket that Vicki passed me to the dinghy's painter. This acted as a sea anchor and using the oar as a rudder to steer into the wind, we proceeded to drift.

Fortunately for us, as it turned out, Tamarack did not completely sink.

The port side, at the flare of the bow, must have has an air bubble under it, so that about three feet of this flare stuck out of the water almost a foot. We proceeded to drift together in the Gulf Stream. As we anxiously scanned the sky and horizon for help, the shore and towers on Singer Island began to fade away. The seas became steeper. We couldn't believe it, no sign of planes or helicopters. The hopefulness of our situation began to engulf us. All we could do was occasionally reach out and clutch the hand of the other.

After the first hour we hit bottom mentally. We were both extremely thirsty and had no fresh water. We were resigned to die a slow death drifting in the stream. My back was killing me. Boy! If I could only stand up and straighten out. Vicki said that she just didn't want the shark to eat her while she was alive. The seas were building higher. Obviously the forecast of the late afternoon front going through was wrong just as it had been two days before. One minute we were on top of the world looking at the towers on the shore, the next down in a trough with huge gray unfriendly water towering over us from every side. Keep this tram afloat, Hear? Forget it!

Now I was coping, but how about the frontal squall?

Suddenly while we were on top of one of the waves, I saw a mast in the distance to the south. Thinking it must be the 40' Coast Guard cutter, I grabbed the bailing can, polishing the bottom as best I could with my "T" shirt. Using it as a mirror, I caught the reflection on the back of my left hand, then moved my left hand 'til it covered the mast, keeping the reflection on it. I then lowered and raised my hand sending the classic three dots, three dashes, three dots. In a few minutes Vicki said,"There's the plane." Sure enough, coming in from the east was a Coast Guard amphibian about 60 to 100 feet in altitude and due to pass approximately 100 yards south. I swung my makeshift mirror to flash him and when he got close enough Vicki lit one of our orange flares. Unfortunately, very little smoke but it was a bright flare.

63

MAYDAY - MAYDAY

By Lew Judd Page 4 We had an extra orange life vest lying in the bottom of the pram as well, so we were sure we would be seen. The plane made a wide 270 degree turn to the south passing over the mast I had seen, so I thought, and headed north straight for us. I told Vicki, "He's directing the cutter to us."

Sure enough, he dropped a smoke flare on the sea near us, then circled dropping more flares. We were laughing with tears in our eyes, waiting for the cutter, when out of the northwest came a helicopter lowering a basket. Knowing how the water would be churned by the wash of the rotor (we had seen the astranauts retrieved in T.V.) Vicki and I held on to the dinghy's gunwhales tightly but this pilot was a pro. He placed the basket along side the pram and hardly blasted us. Vicki got in first and the Guardsman at the door signaled me to get into the bathtub size basket too. When I did we immediately sank into the water, then we started up. Twice on the way up we dropped back, then started up again. The roar of the rotors, the rushing air, the uncertainly of when we would drop again and how far as we swung back and forth hanging on desperately, capped the climax so to speak. Poor Vicki, who wouldn't even ride on a roller coaster or ferris wheel. I thought, Boy!, what a loser, after all this you're going to drown in a basket! However, we finally got inside shivering and shaking, partly from the cold, and partly nervous shock, I suppose.

The Guardsman broke out some warm blankets and wrapped us up. Communications was very difficult with the noise of the engine and rotor but when I aske, he said we were about nine miles offshore. The mast I had seen was on a freighter miles away - the cutter was nowhere near.

The chopper was out of the Opa Locka U.S. Coast Guard Air Station as was the amphibian that spotted us. They let us off at West Palm Beach Airport and stood by while I called a motel for a room. The pilot said, "I know you are happy to be rescued but you made our day. If we don't find someone in the first hour our chances of a successful rescue are pretty small!" As we stood there wrapped in a Coast Guard blanket sopping wet, shivering in our only possessions, wet "T" shirts and shorts, we realized how much we really owed these men. Saving peoples' lives may be their job but when it's your life you can't be as laconic about it as they are.

Several days later, curious as to what the pilot of the amphibian saw first, I called him on the phone. He told me they never saw us at all!

Tamarack had done us one last favor, the pilots had seen the sunlight reflecting on the section sticking out of the water and had circled to drop the flare to mark the location. That was when they saw us for the first time and called the helicopter. He felt the only reason we were saved was because the sea anchor kept us in the vivinity of the hulk. Further checking revealed that when the cutter tried to put a line on Tamarack she rolled over and sank.

Needless to say, we have had many discussions about what gave way to cause so much water to come in so quickly. I didn't notice any hoses on either engine spewing water. The only other sea cock was on the head but since we had a holding tank this was kept closed except when pumping out. Tamarack's mahogany planks had oak ribs every five inches, every third one doubled. Her butt plates four inches square with four copper rivets.

Being lapstrake, each plank was overlapped 5/8 of an inch. Even our marine surveyor who had carefully looked her over when we insured her was baffled.

It wasn't until several months later that I found a reasonable explanation.

A man who owned a similar boat one year older than ours had, the previous year, tried to remove his drain plug while he was having the bottom painted.

64

MAYDAY - MAYDAY

By Lew Judd page 5 When he turned the pipe plug with a wrench, the entire four inch diameter plate that was mounted with four bolts fell out. He remarked about how sick he felt, knowing one good pound would have knocked it out while underway.

The bolts had been eaten away by electrolysis. Undoubtedly, dissimilar metals in the bolts and/or nuts and plate were to blame.

There are, I believe, several very important things to be learned from our harrowing experience. As the fellow says, there are two ways to learn, reading and experience, and he's found reading much the easier way.

Let's take the good points of what Tamarack had first.

1. We had an AM radio with 2182 KHZ available to blast out on when we needed it. The VHF, as usual in my experience, was useless when needed. I don't think AM should be phased out entirely, especially when off-shore or cruising Bahamian waters. With the cost of a single side band too many people are going to rely on VHF only.

2. Tamarack's batteries were high up in the compartment, above the engine level. This enabled us to use our radios until the very last. Many of the boats I've been on have their batteries practically in the bilge.

A sudden leak would short them out fast. Perhaps an extra battery just for the radio high up in the boat where the mike could be left open to home in on might be the best solution.

3. Now I'll list what I should have had, and you can bet what I will have, on our next boat.

1. All bilge pumps automatic as well as manual.

2. A run light to tell me when a bilge pump is operating.

3. A bilge alarm higher than the pump operating level to alert me to the fact the pump isn't handling the inflow of water.

4. A standby fitting on the sea cock, as Tamarack had, to help pump the bilge if the electric pump can't handle it.

5. Have the name of your boat spelled phonetically on a card, enclosed in plastic, and mounted next to your radio. You may have someone else working your radio while you are busy trying to save your vessel and the Coast Guard has to have that first, it seems, before going to other items that you feel are more important.

6. Our life vest hassock was okay as far as it went and we will have another on our next boat, however, it will also have containers of fresh water, packages of charm candles, parachute flares, sea dye marker, signal mirror, smoke flares, one of which I'll try before stowing and if they don't smoke as advertised, I'll take the rest back and try elsewhere.

7. The inside of our next dinghy will be a brilliant orange. Repainted as necessary - you guys in your gray inflatables, forget it.

8. An emergency locator beacon, which is now mandatory on all aircraft, to transmit continuously on 121.5 MGH. The reasoning behind the first three items is this; I feel that had I had an early warning, I might have located the leak and stuffed it with a pillow, sleeping bag or something. By the time I got down from the bridge I didn't have time to look for the source of the flooding.

In conclusion, may I say; if you are grateful for the assistance the Coast Guard has rendered you and would like to thank them additonally there is a way, The U.S. Coast Guard Welfare Fund. This fund assists Coastguardsman during temporary financial stress, as well as assisting them in the areas of education for dependents, by way of the Admiral Roland Education Loan Program, and Housing Ass i stance, through the Housing Assistance Program.

THE END

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A GOOD LANDING AT ALLEGHENY AIRPORT

BY GOLDY GOLDTHORPE It was right after World War II, probably 1947. I was riding as passenger on a red-eye local DC-3 flight from MKC to DCA, dodging thunderstorms all the way with landings at STL (even then), IND, DAY, CMH and PIT. I have no idea who the crew was but if they are still around I'll bet they remember that flight.

It was kind of a noisy, bumpy, jolting trip but I managed to sleep through most of it waking up once somewhere between DAY and CMH when most of the lunch trays in the galley crashed out onto the deck.

By the time we approached Pittsburgh it was broad daylight and I was wide awake. The T-storms had disappeared and the visibility under the overcast was good. I watched out of my window seat as we approached the airport.

Everything appeared normal as we circled for the approach. I could see the runway stretching ahead, tightened my seat belt and wondered if there were any new magazines to leaf through in the Terminal's coffee shop.

BAM! The impact was immediately followed by the full power roar of both engines as the DC-3 tried to make up its mind whether to become airborne again, crash land or lose an engine. Fortunatly, thanks to the skill of our pilots and the dependability of the DC-3, we struggled to a safe altitude and proceeded to circle beneath the overcast.

Technically, I guess, you could have called it a "missed approach".

But that kind of an approach, especially at Allegheny County Airport, we'd all appreciate missing.

After that we spent a long time circling although, looking below, I saw other airplanes, including a Capitol Airlines DC-4, land without incident on the short (2534') northeast/southwest runway. Seems a windshift ruled out the usual landings on the long (6500') eastwest runway yet both the pilot and the dispatcher had to get specific permission to use the "shorty" runway account of ALG's runway restrictions...big drop offs at the end of most runways.

Eventually, permission was granted and we swooped down to a perfect, bounceless landing on the short one and taxiied to the Terminal as routine as all get out. Most of the through passengers, including me, deplaned for a breath of fresh air and a smoke before continuing our flight to DCA. I was no longer interested in the magazines in the coffee shop but just stood there behind the wire fence glad to be alive.

I was approached by a serious, businessman-type passenger who touched my elbow. "Seems like there was something wrong with that landing, don't you think?"

I dropped my cigarette, crushed it out with my foot and looked him right in the eye, "Oh, no. Really I'd say that was a good landing."

He turned away, probably looking for a second opinion, and I prepared to reboard the flight saying, to myself, "Well, it WAS a good landing. We walked away from it, didn't we?"

[Goldy, that must have been one of them new-fangled micro-bursts. Ed.]

[Your editor really appreciates the contributions by Ed Betts and Dick Guillan And, the rest of you all keep the stuff coming to Dick and I. WRITE YOUR CONGRESSMEN, IT IS MIGHTY LONELY ON THE HILL! ]

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THE TARPA CONVENTION HERSHEY, PA

APRIL 7th to 10th or 11th, 1990

GETTING THERE For those of you that will be flying into Harrisburg (Middletown), Pa. to the convention, TWA is still offering three flights daily from St. Louis. Other airlines serving MDT (Harrisburg) are U.S. Air and its subsidary Allegheny Commuter, United Airlines, American Airlines, Piedmont Airlines and others.

After your arrival at MDT, contact the Hershey Lodge and Convention Center (not the Hotel) for complimentary transportation to the Lodge.

For those of you that will be driving, it's easy to get from the north and east take Interstates 81 and 78; there: from the south take Interstate 81, 95 and 83; from the east or west take the PA Turnpike.

Approximate driving times to Hershey: From From From From

Philadelphia New York Baltimore Washington D.C.

2 3 1 2

hours hours hour hours

10 50 40 30

min. min. min. min.

95 185 80 110

miles miles miles miles

- If you are coming from the north and east and feel adventur ous, I would recommend taking the PA Turnpike to Exit 24 which is the exit to the Valley Forge National Park. Drive through the park on Route 23 to view the Valley Forge National Park and visit Washington's Headquarters. Continue on Route 23 and see Revolutionary War era farms and churches.

After passing through Elverson and Morgantown on Route 23, you will be entering Pennsylvania Dutch Country. Watch for horse and buggies, see the gently rolling hills with the Amish and Mennonite farms abounding - this area is the center of an extremely unique culture!

In the Morgantown area there is a large outlet center called MOM (Manufacturers Outlet Mall) as well as a Farmer's Market (open on Friday and Saturday). For a light lunch try the Windmill Family Restaurant, or continue on Route 23 for another 15 minutes to the Shady Maple Restaurant and Market which has a Pennsylvania Dutch Smorgasbord.

Continue on Route 23 to Blue Ball and then take Route 322 to the Hershey Motor Lodge and Convention Center.

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WHAT TO SEE I was hoping to take an in-depth survey of those trips in which everyone was most interested, but time and other factors will not allow that; therefore, on a quick survey taken at the last two conventions, I found that most people were interested in the following trips: On Sunday, April 8th, 1990, we will have a tour of the Hershey area. This will include buses to the fantastic Hotel Hershey for lunch after which a tour guide will join us to visit Chocolate World (an automated ride on the production of Hershey's Chocolate) and Founders Hall (the hub of the school founded by Milton Hershey that provides a home and tution-free education for 1,200 children) plus much more local trivia. Then on to the Hospitality Room!

On Monday, April 9th, 1990, we will journey via bus to Lancaster County (about 40 minutes) for lunch at Miller's Restaurant, which will be a Pennsylvania Dutch Smorgasbord cooked to perfection with homemade desserts. We will again be joined by a tour guide for our travel through the Lancaster farmlands to see the horse and buggies and the Amish farmers working much as they have for centuries. Also included is a tour of the Amish Farm & House which will give you a firsthand look at Amish life on the farm. The trip will depart at approximately 11:00 a.m. and return at 5:30 p.m. Then it's on to the Reception and Banquet at the Hershey Motor Lodge.

On Tuesday, April 10th, 1990, we will have a guided tour of the Gettysburg Battlefield. On our arrival we will visit the Electric Map for a full explanation of the Battle, followed by a Visit to the Battlefield, lunch at the Dobbin House, and our return to Hershey. The trip will depart at 9:00 a.m. and return at 3:00 p.m.

The price for the above tours will be approximately $20.00 per person.

The outlet stores in Reading and Lancaster are a shopper's delight, and you can schedule these trips on your own and at your leisure.

Railroad enthusiasts may want to visit Strasburg (in the Lancaster area about 40 minutes from Hershey) to see the Steam Locomotives and Railroad as well as the Railroad Museum of Penna.

The train operates at 12:00, 1:00, 2:00 3:00 p.m. and goes on a 45 minute ride through the Pennsylvania Dutch Amish Country.

Those wishing to ride the train and visit the museum will also have to do so at their leisure.

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The hotel prices for the Hershey Lodge will be $70.00/single and $76.00/double plus 6% state tax.

Golf, Tennis, Shooting and Bridge Tournaments will be scheduled for the 8th and 9th of April.

Vernon (Vic) and Jan Hassler TARPA Convention Chairmen 1990 1817 Squire Court Wyomissing, PA 19610 Telephone (215) 777-6528

L to R; JOHN LATTIMORE VIC HASSLER JAN HASSLER

Our convention photographer, John Happy, did not identify the ones in this photo.

I know Jack Evans is the man in the yellow sweater and on your right is Cony Metcalf.

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ON OR ABOUT TWA While the advertising industry issued its annual awards for excellence, consumer groups issued their Harlan Page Hubbard awards named for pioneer advertiser Hubbard's claim for patent medicine that was supposed to cure whatever ailed you.

TWA was cited for advertising a $298 round-trip fare to London, including hotel and car, "when the actual cost of the trip ranges from more than $700 to $1,400," according to the CSPI. "TWA is no longer running the ads and have no further comment regarding the award," said Donald Morrison, a spokesman for the airline.

60th Anniversary Celebration; In July ceremonies were to be held at the old line stations. CMH anniversary was July 8th and plans were to commemorate the 60th by renaming main street into airport. MCI planned an open house for employees and public. * * * * * * Trans World Airlines has finalized agreement with Airbus Industries for purchase of 20 A-330's with option for 20 more.

In addition to JFK - Miami - Santiago round trip TWA will wet lease to Lan Chilean Airlines following flights planned for December through March; 1. Santago-Easter Island - Tahiti round trip.

2. Santiago - Sao Paulo - Rio - Madrid round trip.

Here are some interesting statistics regarding new hire pilots; average age 33, average flying time 3100 hours, 83% have college degrees, 98% have turbo-jet or turbo-prop rating, 51% civilian background and 49% military flying background.

There is a Code-A-Phone system in service which has up to the minute response of those issues affecting day to day operation. Outside New York State dial 800 892 3889, in New York State it is 800 522 1933.

Left: 70

PETER & DEBBIE FLETCHER

VOLUME 1

ISSUE 1

Welcome to HEADS UP

New publication addresses time-sensitive issues

by Tom Ashwood. TWA MEC chairman Welcome to the first edition of HEADS UP, a new medium for communicating current news and facts that affect our airline and our careers.

This publication will not be used for presenting articles which do not require some immediacy of distribution. The Spinner will continue to accommodate such items. HEADS UP will instead serve as a vehicle for quick dissemination of information about late-breaking matters. Thus. HEADS UP will follow no predetermined publication schedule and will cover only one topic at a time.

This first edition looks at TWA's current financial condition. The information in the article inside—compiled by Bill Compton, Negotiating Committee chairman—comprises hard information and facts and figures gleaned from public documents that TWA filed with the Securities and Exchange Commission. Federal law requires that these filings be true and accurate.

You will find no editorial assertions or conclusions in Bill's article, other than in the

headline. We believe that the conclusion Is self-evident. The information provided is sufficient for you to make your own inferences.

Be aware that this information provides not just a part of the picture. but all of it. I was

... we must process all available information and use our best skills, talents and planning to ameliorate, stop and recover from this seemingly uncontrolled spin our airline Is In. going to say that it represents both the good and the bad, but I am hard pressed to find any good in it.

While this Is not good news, It is, nevertheless, news and we must process all available information and use our best skills, talents and planning to ameliorate. stop and recover from this seemingly uncontrolled spin our airline is in.

There are some among your representatives. and I am one

71

of them, who believe that the spin is deliberate and not uncontrolled. The resultant crash would be desirable for the singular, selfish purposes of one individual.

None of your MEC officers and representatives sought office to preside over the dissolution of our airline. All of our efforts are directed toward saving it and providing careers and a future for all of you who have cast your lot with Trans World Airlines.

With your support and help we can do just that. You—all of you—only have to determine that that is your desire. It Is vital that you let your representatives know what you want, what you think. what you are willing to do and how much you will support them.

As far as I am concerned, we have given all the concessions we can give, our retirement funds are only available for their stated purpose and, anyway, we can't buy our way out of this one. We will have to fight our way out.

There will be more—much more—to follow.

EDITOR'S DESK From Jo Clay; Thought you'd be interested in the enclosed article in the St. Petersburg, Florida, Times about Jay Brandt. They came to Alf's funeral.

CALLING ON INGENUITY TO CLEAR THE AIR Jay E. Brandt, a retired TWA pilot who now lives in Clearwater, thinks he has an idea that would help ease the gridlock on airport runways.

Thirty-one years ago when he was a TWA pilot, Captain Jay E. Brandt, now 68, came up with an idea aimed at increasing airport capacity by allowing more takeoffs and landings per hour. A neighbor, an engineer, the late John S. Woodard, did the design and drawings used for the patent obtained in 1962.

Brandt's idea was to build a 200-foot-wide deceleration strip on the exit side of the runway onto which landing planes would "drift off" as soon after touching down as they could. After speed was slowed sufficiently, the plane would get on the nearest taxiway to the terminal ramp.

In 1968 the Flight Research Laboratory of the University of Kansas tested it at nearby Forbes Air Force Base and reported that runway occupancy time was reduced 50 percent,thereby increasing the number of takeoffs and landings substantially. Furthermore, the report said the fast-turnoff maneuver could be done "easily and safely" even by private pilots of limited experience. The next year the Professional Air Traffic Controllers Organization (PATCO) endorsed the idea --12 years before President Reagan fired 11,400 of its members after their illegal strike.

Despite the test, the PATCO endorsement, several stories in aviation publications and the New York Times, the Brandt Driftoff Runway, as it came to be called, never got off the ground. [The FAA questions its use in bad weather but Brandt insists it could be used in bad weather].

However, the FAA, which regulates public airports, has not warmed to the idea. As recently as a year ago, in fact, Robert L. Donahue, associate administrator for airports, wrote Brandt that the agency had evaluated his idea and found that "significant benefits" from use of his system were not "likely to exist in the present airport/air traffic environment." * * * * * * [Editor; Understand the FAA is seeking a patent on an idea of its own. Does it sound way out! Passengers would be handled like containerized freight being loaded into pods conveyed to the airplane and the pod loaded and unloaded much as freight is now.] * * * * * * From George Duval dated 21 June 1989; Dear A.T. - Happy longest day of the year. Received your letter about the next issue of the TOPICS and I am just getting things started to try to write up about the TWA Credit Union. It will be late this year when I get something ready for you and thought the time to have it in the TARPA TOPICS would be around March next year which would be near the 50th anniversary.

I received quite a bit of the early information from Parky and have been in touch with him as we are about the only two left from the organizers. I am just now starting to get the idea how to start the story.

Joyce and I are taking a Mediterranean Cruise in August out of Athens and we will be gone about two weeks on that trip.

Right cordially, George [George, let's shoot for 1 Nov: issue as I need material for it about three weeks prior to that date. A.T.]

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' THE ICAHN DIVIDEND BASKET' Amount of TWA's cash that Icahn distributed to himself in the 1988 going-private transaction: = $469.0 million

Redeemable value of Icahn's merger-preferred stock issued to himself in the 1988 goingprivate transaction:

= $308.1

Dividends payable to Icahn in 1989 via merger-preferred stock:

=

$43.0

Rents payable to Icahn in 1989 for lease at Mt. Kisco:

=

$2.5

million

million plus

million

r

Comparison of Major Car iers' 1st Quarter 1989 Profits NET PROFITS (in millions) 1989 American Delta United USAir Northwest Continental TWA

1988

$101.0 85.0 65.4 15.5 12.6 [16.5] [83.1]

$68.4 56.1 27.9 [18.8] [43.5] [80.6] %) [52.51 (

%Change, + 47.7 % + 51.5 % + 134.4 % Loss to profit Loss to profit + 79.5 % - 58.3

Note that TWA is the only carrier with a deteriorating trend.

OPERATING PROFITS (in millions)

American United Delta USAir Continental Northwest TWA

1989

1988

$156.7 142.7 125.9 57.7 19.8 15.8 [30.9]

$132.6 23.8 93.0 4.1 [11.8] [68.2] [ 7.81

n g%ceha + 18.2 % + 499.6 % + 35.4 % + 1307.3 % Loss to profit Loss to profit [-296.2

Again, TWA is the only carrier with a deteriorating trend.

see "N0 FUTURE..." on next page

73

NO FUTURE..

cont'd from previous page

Comparison of Major Carriers' Net Worth As of March 31, 1989 American Delta USAir Northwest United Continental TWA Pan Am

$3,387,300,000 2,441,021,000 2,070,000,000 1,645,483,000 1,291,387,000 80,807,000 [118,028,0001 [453,820,0001

Overview of Form S-2 Flied by TWA in May 1989 1. Icahn/TWA is attempting to borrow an additional $300 million. TWA's long-term debt would then exceed $2.7 billion. This new debt would be due and payable in 1994.

2. This new debt is a junk-bond offering which will add approximately $50 million to the staggering current annual interest expense of $469 million.

3. This $300 million in additional debt will be secured by spare parts and landing slots at JFK, LGA, DCA and ORD! 4. TWA's rights to its slots will be transferred via a deed of conveyance to an independent trust. If TWA does not meet principal and interest payments, or otherwise violates the covenants of the debt agreement, all of TWA's rights with respect to operating the slots shall terminate.

"He said his first four-letter word today!!"

JUDY THOMPSON - BART ANDEREGG

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JOHNSTOWN PENNSYLVANIA & IRON CITY BEER

By Dick Beck It was a beautiful, clear night. A cold front had passed through the East Coast and visibility was unlimited. We were enroute from Pittsburgh to LaGuardia in a DC-3.

In Johnstown, there was a bright illuminated neon sign that said "Iron City Beer" which I'm sure many of us will remember.

When the hostess brought our coffee to the cockpit, the copilot and I were peering ahead at this red glow on the horizon.

She asked, "What are you guys looking at:?" My co-pilot answered, "We're trying to read that sign up ahead." She said, "What sign?"

I replied, "That red neon sign, it's in Johnstown." She mumbled, You must be kidding." "No, we're not", the co-pilot answered, "I can almost read it. It's only about 40 miles ahead of us."

Then he said, "I think it says 'Iron City Beer'. I agreed with We flew and flew and finally, when we were about a mile away, all three of us looked down. Lo and behold! There it was and it said Iron City Beer!

Several weeks later I saw this same Hostess in Operations at LaGuardia. She was wearing glasses!

BILL & PEGGY MOFFITT IN CRESCENT CITY

75

HOWGOZIT & DC-4 RECOLLECTIONS

By Gordon Lambert A writer here in Albuquerque is working on my auto-biography intending to publish it, maybe. Don't hold your breath. June 2nd was our 55th wedding anniversary. How about that? Don't know how Mom put up with me so long, really. We are well and live on and on. So glad we are here at this good Life Care facility. Our relatives have a long life span record so maybe we will be here for some time. Is that good or not? We fight to keep our health though so we must think it is good.

It makes me want to cry when I read the Skyliner, what a miserable publication. Icahn seems to have the ability to destroy the wonderfully warm loyalty the retired pilots have for the Old TWA and the desire to keep our loyal feelings alive. He need not have done that. On the plus side, though, TWA is making money, it must do that. Also, the Golden Umbrella is gone, its demise was necessary.

The February issue of TARPA TOPICS had a good picture of a DC-4 on its cover. I made a very good picture but WHAT A DOG that airplane was. It was the first airplane I flew on the International Division from Cairo to Bombay when I was based in Cairo.

Leaving Bombay we really never knew what the weather was at Dahran, we got a forecast but it was not worth a darn. Same way for the takeoff at Dahran for Cairo. At times the radio reception was nil so we just went anyway hoping for the best. And I must mention the uncomfortable pilots' seats. They were designed, I believe, for a 6'5" man weighting about 200. They were very hard and could be adjusted only for forward and aft, up or down. I remember on one dark night when I gave a leg to the co-pilot from Bombay to Dahran. Now the flight engineer sat on the jump set between the pilots and manipulated the gear and flaps upon command of the pilot. On this particular occasion the co-pilot let the ship veer to the left of the runway and called up gear when the left wheel had left the runway and the ship was going right on the same direction with no attempt to correct it. The flight engineer had his hand on the gear control when I frantically yelled Not Yet, Not Yet and took over the controls. We did get off safely and proceeded on our miserable way to Dahran, climbing 200 feet per minute as usual.

I don't know when the schedule was changed but at first we would arrive at Bombay in the late afternoon, stay overnight and the airplane would do the same. Next morning, when we were taken to the airport the DC-4 would be there parked at the end of the sidewalk from the terminal, such as it was. We were the only foreign carrier flying into Bombay then in 1948. Even though the DC-4 was a real dog, I'll have to admit that I had a sense of pride as I saw that beautiful plane shining in the sunlight and a chill would run down my spine. I was the captain of that beautiful plane of the only foreign airline flying into that foreign country.

Flying east from New York to Bombay in 1948 was a barnstorming operation. Cairo was my domicile and if we left Cairo for Bombay or Madrid the same day as the published schedule we were lucky.

No published approach procedures, no minimum altitude limitations, we made our own.

76

HOWGOZIT & DC-4 RECOLLECTIONS In a recent publication about the Constellations a retired pilot said what a terrible airplane the Connie was. Evidently, he never flew the DC-4. I flew all models and thought it a very good airplane for its time. The one that had the wingtip tanks was not so good (its model number escapes me, many things escape an 81 year old man) and was pretty much a dog also, but the rest were okay. The 1649 I loved, there was an airplane. It performed very well and was quiet.

Hours after leaving San Fran via the Polar Route for London I would look out my window and see those wonderful engines turning over ever so reliable and a little feeling would creep up my back.

How did I ever get such a wonderful job that I loved so much.

The good Lord has been good to me. One midnight taking off from San Francisco the tower asked our destination and when I said Paris he said, "Oh boy, wish I was on board."

In the enroute climb at 14,000 feet we switched into high blower with the usual thud, remember how it sounded and felt?

At 18,000 feet the sun was just coming up. We wanted to make Paris non-stop but abeam Goose Bay the flight engineer advised me that we did not have enough fuel so we turned north to Gander. On we went to Paris without incident and just as we were on the final approach the sun came up the second time. The Connie was not a good airplane? The pilot who made that remark surely was joking.

Remember how the wings would flap up and down when in turbulence and the lead that was put in the wingtips to prevent excessive flapping?

The engines were mounted far enough outboard to eliminate much of the cabin noise. * * * * * Captain Lambert goes on to say; We left our home in Santa Fe in 1939 in a Model A Ford Coupe. had $800. in cash, a pregnant wife and a 4 year old son. We I were enroute to San Antonio where I wanted to take the exams for the Army Air Corps. I had taken a home study course. I had more guts than sense and a loyal wife who trusted me. What faith she had. I flunked the exam then went on to Mississippi where I dusted cotton. Then back to San Antonio where I passed the next test.

How I got my job with TWA is history and telling about it here would be repetitive. (Even an old man remembers some things).

My very best to you, A.T., and all the rest of the board members who are doing so much for all of us. Icahn can do a lot of things with his billions but he can't destroy the memory and loyalty of TARPA. Please excuse the many mistakes this trembling old man makes. [ Editor; For his 81 years Gordon does an excellent job of typing and I hope we are all that good at that stage. Our best to you, Gordon.] *

You can start all over every day; but that's one day less you have in which to finish.

Farmer's sign: Beware of the bull, Survivors will be prosecuted!

77

Notice to Jurors

"Y ou don't have to answer the questions."

That's right! When judges and lawyers in the courtroom ply you with questions you can simply say "I don't wish to answer for privacy reasons."

When You are called for jury duty — remember this: Every judge in the world knows that both the federal and your own state Constitution in their entirety absolutely prohibit him from compelling you to reveal anything about your private life, your thoughts, your job, what you read, your personal associations, your family or anything else not just because they protect you, but because privacy is an inherent right endowed by our Creator as phrased in the Declaration of Independence.

Judges assume you won't know this since there is no prohibition in asking — and to ask in the forbidding atmosphere of the court room appears to be a legal demand.

But it is not, and a court's failure to inform you that you don't have to respond is to break faith with you.

The court room inquisition of jurors is called voir dire and we are made to think it is a legitimate attempt to form an impartial jury.

That is a lie!

The only purpose is to stack the jury with bias — to build the desired bias into the jury so the jury can be controlled by the court.

The" Supreme Court has often commented upon this, possibly most strongly in 1941: Tendencies, no matter how slight, toward the selection of jurors by any method other than a process which will insure a trial by a representative group are undermining...weakening the...jury...and should be sturdily resisted," ( Glasser v U.S., 315 US 60) because fairness "necessarily contemplates an impartial jury drawn from a cross section of the community (and) jurors shall be selected...without systematic and intentional exclusion" of any stratum of society. (Thiel v Southern Pacific 328 US 217. 1946).

The function of voir dire is precisely to destroy the impartial cross section which makes the questioning illegal from the start.

Thus not only are you not required to answer any questions, you should not, other than to identify who you are, that you are over 18, understand English, are a citizen and resident of the area. Unless you have personal reasons for offering additional information voluntarily, you should say nothing. If the judge presses, demand that he reads you his constitutional authority for insisting you yield your inherent and precious right to privacy! (He won't do it because there is none.)

Written By: Godfrey D. Lehman 2336 Market St. #21, San Francisco, California 94114, 415-362-0790 Distributed By: The Justice Times P.O. Box 562, Clinton, Arkansas 72031 Phone 501-745-2200 0 78

Arthritis & Exercise: Keep it Moving While new medications are being developed to aid people with arthritis, the more than 37 million Americans who have" the disease can benefit most from a little self-imposed medicine,"—exercise. Here's how it works: •

Regular exercise increases joint flexibility and builds muscle strength.

•

For people with severe arthritis, motion activity is recommended—best done in a swimming pool or therapeutic pool of warm water.

•

For those with less severe arthritis, more strenuous exercise—brisk walking, dancing, modified aerobics, bicycling and swimming—can improve, rather than worsen, pain and stiffness.

•

Learn to understand your body's response to exercise and find what works for you. But be careful not to overdo it. The amount and type of exercise should be planned to avoid aggravating the joints.

79

Medical Terms; What they really mean.

To a layman, medical terminology can be frustrating, indeed. It comes close to being a foreign language. Below are a few common medical terms, and what they really mean: Artery-The study of paintings.

Barium-What you do when CPR fails.

Cesarean Section-A district in Rome.

Colic-A sheep dog.

Coma-A punctuation mark.

Congenital-Friendly.

Dilate-To live longer.

Fester-Quicker.

G.I. Series-Baseball game between soldiers.

Grippe-A suitcase.

Hangnail-A coat hook.

Medical Staff-A doctor's cane.

Morbid-A higher offer Nitrate-Lower than day rate.

Node Was aware of.

Outpatient-A person who has fainted.

Post-Operative-A letter carrier.

Protein-In favor of young people.

Secretion-Hiding anything.

Serology-Study of English Knighthood.

Tablet-A small table.

Tumor-An extra pair.

Urine-Opposite of you're out.

Varicose Veins-Veins, very close together.

RAPA President Brooks Johnston 395 101st Avenue SE Bellevue, WA 98004 Dear Brooks: Following is a paragraph that you might add to the newsletter for retired pilots: " Army Air Corps Pilot Class 43-D is holding its Annual Reunion in New Orleans, Louisiana, April 25-28, 1990 .

Anybody who began in this Class is invited to attend. For information, please contact: Eugene "Leroy" Riser, Secretary Pilot Class 43-D Association ' , Inc. Box 1747 Kingsland, TX 78639 Telephone:

(915) 388-3015

Any member of this class who attended Primary Flying School . at Lafayette, Louisiana,and might be interested in a side tour of Lafayette, please contact: Phil Mack, PT-19 Pilot Extraordinary 5436 116th Place SE Bellevue, WA 98006 Telephone:

(206) 746-2303"

Brooks, I would be grateful for this little piece of publicity.

And I will look forward to hearing from you regarding the retired Continental pilots, or Audice A. Rippy.

Reunion Notice: 22nd Bomb Group, 5th Air Force

80