1990.02.TARPA_TOPICS

THE MARTINS BY ED BETTS GRAPEVINE BY DICK GUILLAN MOONSHINERS BY A.T. HUMBLES NOT TOO LATE FOR HERSHEY BID!

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA FEBRUARY 1990

The

MARTIN 404

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

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

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 retirement a more productive 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

The Active Retired Pilots Association of TWA

PRESIDENT'S MESSAGE It's almost Hershey time!! elsewhere in the "Topics".

TARPA's Board and wary eye "B" Plan. At definitive to

January 3, 1990 Have you made your reservations? Details

of Directors and Executive Committee are keeping a close on the activities of the mixed up M.E.C. regarding our this time there is still no elected chairman and nothing report.

While TARPA is "social, recreational and non-profit" according to its by-laws, it is also "to make retirement a more productive and rewarding experience". We must and will take whatever steps are necessary to protect our retirement income and peace of mind.

The following quote is from an August 17, 1985 letter to the then M.E.C. chairman from former TARPA President R.G. Derickson. This was during the "Lump Sum" negotiations and is still the opinion of this BOD. "It is the firmly held opinion of TARPA that ALPA has an obligation - whether a legal obligation or not is beside the point - to negotiate for retirees (long time ALPA members) the same "B" Plan options that it negotiates for active pilots. Certainly ALPA has the legal right to bargain on behalf of retirees, should it choose to do so; should it choose not to do so, TARPA will attempt to bargain with TWA regarding retiree benefits on behalf of retirees, as is their right.

In any case, any negotiated "B" Plan amendment that may adversely affect retirees "B" Plan accounts will be the subject of appropriate protest with the aid of counsel."

TARPA is not a "union" and does not intend or plan to act as one. We are, however, the closest thing to a unified voice the retired cockpit crew members have and we intend to protect our retirement benefits to the best of our ability.

In the event we have to employ legal force, we will need all of the support we can muster. Do all of your retired pilot friends and acquaintances belong to TARPA? An application is included near the end of this and every issue of "Topics".

Let your voice be heard by letter to the Grapevine Editor, Capt. R.M. Guillan 1852 Barnstable Rd. Clemmons, NC 27012. The Grapevine will appear again in the May issue.

Hope everyone had a Happy Holiday Season and will enjoy a Pleasant and Prosperous 1990.

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S E C R E T A R Y \TREASURER'S

R E P O R T

In my previous report I said I still have a way to go but it will get better. I'm struggling and things seem to get more complicated.

I took over the job almost six months ago. It has been nonstop work ever since. There hae been a few glitches that I don't seem to have the solutions for. With a little more time this will pass.

The dues have been coming in at a pretty fast clip. About 80% returns at this point in time. Have had several return the membership card instead of filling in their name and keeping the card.

I receive address changes almost every day, and enter them the same day I get them. (There are lots of them) Returns of the magazines continues to be a problem.Most of these are coming with the message " Forwarding Order Expired You can heelp a lot in this area ifForwarding Orders are kept current.

"

I hope you all had a wonderful HOLIDAY season, and my best wishes for a HAPPY NEW YEAR.

Charles S.Dill Sec ' y / Treasurer January 9th, 1990

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MEANW HILE, BACK ON THE AIRLINE...

R. C. Sherman, MEC Liaison

Kent Scott continues as acting Master Chairman until the March election.

The MEC has had scant time in recent months to concern themselves with new projects, including the C-Plan proposal.

The present crisis is TWA's financial condition and the owners manueuvering.

The 1989 loss has been estimated at $300 million, with an even gloomier forecast for 1990. The pending sale of the Chicago to London route and some ancillary properties did not i mpress the MEC as a growth action. What does Icahn have in mind for TWA? FINALLY! The B-Plan booklet, amended as of January 1, 1986 was recently distributed to the active pilots. Changes in contractual i tems seldom if ever reflect back on retirees, but here is one the R+I Committee championed for all annuitants.

Article 14 (continued)

Vertical lines i n the left margin flag the " "or clauses that were added

14.4 In the event that the Plan is terminated, in whole or in part, any adjustment required by this Article shall be made; and then all Units of Interest shall be cancelled as of the last day of the month in which termination of the Plan occurs. The actuarial value of such Units of Interest shall fully vest and be applied to provide for the Member or Retired Member or joint annuitant or beneficiary an appropriate insured annuity or lump sum payment. In the event that such insured annuity provides benefits of less than $10 a month, the Member or Retired Member or joint annuitant or beneficiary will be provided a cash settlement. Any Member who has Units of Interest arising from his contributions standing to his credit at termination of the Plan may elect to withdraw his contributions, as provided in Section 8.5.

Preliminary year-end data suggests that the value of a Unit of Interest will be around $44.00. If it turns out to be greater than $44.05, annuitants will get another increase.

For those who experience mail delays of their checks, A or B, we suggest you use Electronic Transfer. It is one of the few things that you can depend on. First check with your bank or financial institution to be sure that they are on the system, then for the B-Plan, write to Boston Safe Deposit Co., Dept. PSO-4P, 31 St. James Ave. Boston, Ma. 02116 . Ask for the form for Elect. Fund Xfr. You must write a separate letter to whoever sends your A Plan checks for their form. DO NOT write to TWA. Your bank has the forms for Elect. Xfr. of Social Security checks.

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INSURANCE COMMITTEE REPORT

1 FEB. 1990

To the surprise of no one, the entire Catastrophic Insurance Act is now history. This means several things to us: l All Medical or Supplemental insurance reverts back to the same provisions governing in 1988 2 There is no surtax on 1989 income. Line 23 on the 1040 short and line 54 on the long form are to be ignored.

3. The additional $4.00 per month deducted from Social Security checks for Medicare will be refunded in two steps, in February and April.

4. Instead of one deductible for each y ear, Medicare reverts back to a deductible for each stay in a hospital, except for continuation of the same problem within a short time, varying from 30 to 60 days in most ailments.

Regarding Tarpa Insurance- we need more members to enroll !

We have only 545 out of our total membership who carry Tarpa Supplemental, and we think it is the best offered by any insurance company. The more members enrolled ' the better is our chance of controlling costs and improving benefits.

When it appeared we would have to pay the Surtax anyway, and it would be a duplication of coverage, most insurance companies had drop outs, including ours. If you did so, re-enrollment is open through 1990 without questions ' or physicals.

Please note there is a provision in our NALAC policy to pay $1500 to a beneficiary in event of a member's accidental death.

Review of AETNA Insurance for all members or spouses under 65: I .Prescriptions are covered after deductible.

2 Any spouse under 65 ` or other qualified dependents ' have dental coverage as well.

TWA's 65 Plus ( Major Medical) is available to any widow or widower of a TARPA member when they reach Medicare age LIFE INSURANCEThe simplest form is TERM Life Insurance. Usually the premiums are level through your lifetime ' but not always. Most of us at retirement had insurance through TWA that started at $50 ` 000 ' then reduced gradually until it reached $20 ' 000, where it became permanent as long as we lived. Any additional insurance that you purchased through TWA only stays in force as long as you pay the premiums. For instance, I am paying $360 per year per $10,000 face value for additional coverage Neither of these have any cash value at any point.

We think the best form of life insurance is WHOLE Life, UNIVERSAL Life ' or other terminologies used by different companies. They are alike in that the insured is building up a cash or surrender value.

You pay higher premiums than with TERM Insurance because they are insuring your life and accumulating an investment account ' all at the same time. Most policies begin to accrue cash value after two years.

Since this excess is compounding its value, it is increasing and more of the premium is becoming equity. An additional feature of this method ' to some of us, is that it is a compulsory saving.

More on Life Insurance later ... HERSHEY OR BUST! Neuman Ramsey, Chairman

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In Memoriam BARTLETT, ROBERT D. 9/22/89 11/24/89 CONLEY, Richard L. HOSACK, EDGAR J. 8/22/89 KNUDSEN, WILBUR M. 12/16/89 LUNBERG, PATRICIA (Arne) 12/89 RYAN, WILLIAM L. 9/1/89 STONE, BURDICK 12/20/89

BLAKEMORE, WILLIAM H. HOOD, JOHN A. KALLINA, EDMUND F. JESW. , REGAN, LEO A. WHITNEY, CLAYTON L. HUTTENBERG, ALAN J.

8/1/89 9/11/89 12/13/89 LITE 10/24/89 11/19/89 11/29/89 1/6/90

Received the following too late for the November issue; Mr. Humbles - Thank you for your kind letter. I and my family appreciated your concern and sympathy. [And Mrs. Kachner sends the following which she wrote dedicated to Hal].

"THE PEACE THAT PASSES UNDERSTANDING" "The peace that passes understanding" is difficult to understand.

Until a dearest loved one passes from your hand.

Year in, year out he'd been with pain that only he could feel, People round about could not surmise that pain could be so real.

Day in, day out was filled.with tender loving care, But his nagging tortuous pain was with him everywhere.

Where does it hurt? I often asked,to seek some way to ease it, "It always hurts" was his reply, help could not appease it.

He would sit when all could stand, not by his choice alone, Until the day when God came down and took him home to stay.

I should not mourn the passing, into peace without the pain, Although,I'll miss him dearly, life will not be the same.

Now I understand the quiet peace of which he needed most, When he passed from all of us to join the heavenly host.

Fly west, my love, upon the winds of time, Into a realm of peace, into eternity.

In memory of my husband, Wilma Jean Kachner Capt. Harold Kachner was born March 4, 1911, in East Palestine, Ohio, where he had lived the past 13 years coming from Syosset, New York. He attended the Penn School of Aviation in Butler, PA, receiving his pilot's license in 1929. He barnstormed and was an International Captain for Trans World Airlines retiring in 1971 after 31 years of service.

He was a , member of the First Presbyterian Church of East Palestine, Matinecock Lodge No. 806 F&AM of Oyster Bay, NY, the Shriners, Kismet Temple of New Hyde Park, NY, TWA Seniors Club, The Active Retired Pilots Association of TWA, The Ohio Valley Seniors Club of TWA, Scottish Rite Valley of Rockville Center, L.I. Conistory S.P.R.S. 32 Degree, East Palestine Sportsmen's Club, the OX-5 Club, the Quiet Birdmen, Columbiana County Historical Society and Sandy & Beaver Canal Association.

IN MEMORIAM

CAPTAIN LEO A. REGAN San Francisco - Leo A. Regan, retired Trans World Airlines 747 International Captain and an 18 year resident of Cow Hollow, died of cancer, Sunday, November 19, 1989, at St Francis Memorial Hospital here. He was 61.

Capt. Regan's flying career spanned the age of modern aviation: from an opencockpit aircraft wearing a leather jacket and silk scarf to a 747 Captain. His flying began in 1945 at the age of 17 when he entered the Naval Aviator training; he received his Naval Aviator Wings and Officer's Commission in 1948 and dispatched to Fleet Aircraft Squadron in the Western Pacific.

After honorable discharge by the Navy in 1953, Mr. Regan joined TWA as an International pilot. During his distinquished 35 year career with the airline, he became a Captain in 1968, was assigned mostly International routes and was retired in 1988. Mr. Regan was a life member of the Flying Midshipmen Association A native of San Antonio, Texas, Mr. Regan made San Francisco his home in 1971. He is survived by his wife, Joyce, of San Francisco, a TWA Flight Attendant; a son, Phillipe, of Switzerland; and a sister, Sallie Gold Aiguier, of San Antonio.

Submitted by wife, Joyce.

The Active Retired Pilots Association makes a memorial contribution of twenty five dollars to the TWA Retired Pilots Foundation in memory of our TARPA members who have "Gone West".

Have you made it easier on your survivors by having information for an obituary handy along with a picture? The editor of TARPA TOPICS will keep a file if you wish to submit something.

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The Active Retired Pilots Association of TWA

TARPA CONVENTION SCHEDULE 1990 The dates for the convention are Saturday April 7, 1990 through Tuesday, April 10, 1990.

TIME

AGENDA

Friday, April 6 7 pm - 10 pm Saturday, April 7 9 am - --1 pm - 7 pm 2 pm - 6 pm

BOARD MEETING

BOARD MEETING REGISTRATION HOSPITALITY ROOM OPEN

Sunday, April 8 8 am - 11 am 8 am - 5 pm 9 am - --11:15 am - 4 pm 11:20 am -5:30 pm 12pm 1 pm - 4 pm 4 pm - 7:30 pm Monday, April 9 8 am - 11 am 9 am - 10:30 am 9 am - --9:30 am - 11 am 11 am- 5:30 pm 11:20 am -5:30 pm 12 pm 1 pm - 4 pm 3 pm - 6 pm 6:30 pm - 7:30 pm 7:30 pm - 11 pm 8 pm - 11 pm Tuesday, April 10 8:45 am -3:30 pm

GENERAL BUSINESS MEETING REGISTRATION DESK OPEN BRIDGE TOURNAMENT BUSES DEPART FOR LUNCH AT HERSHEY HOTEL AND LOCAL TOUR GOLFERS DEPART; OPTIONAL LUNCH AT COUNTRY CLUB TEE TIME 12:30 PM, EAST COURSE TRAP & SKEET SHOOTERS LEAVE TENNIS PLAY AT HSY RACQUET CLUB HOSPITALITY ROOM OPEN

GENERAL BUSINESS MEETING REGISTRATION DESK OPEN BRIDGE TOURNAMENT SPOUSES' INFORMATION SESSION BUSES DEPART FOR LANCASTER TOUR -LUNCH INCLUDED GOLFERS DEPART; OPTIONAL LUNCH AT COUNTRY CLUB TEE TIME 12:30 PM, WEST COURSE TRAP & SKEET SHOOTERS LEAVE TENNIS PLAY AT HSY RACQUET CLUB HOSPITALITY ROOM OPEN RECEPTION (CASH BAR) DINNER DANCE BAND - 3 PIECE COMBO

BUSES DEPART FOR GETTYSBURG BATTLEFIELD TOUR -- LUNCH INCLUDED THAT'S ALL FOLKS -- HAVE A HAPPY EASTER!

CONVENTION CHAIRMAN:

Vernon (Vic) Hassler, Phone: (215)777-6528

EDITOR'S DESK Time passes all too fast at this stage in life and here we go again with another issue. We hope you all had a safe and happy holiday season although, in looking at the In Memoriam page, we realize it was sad for some and our hearts go out to them.

Haven't broken any New Year's Eve resolutions so far because I didn't make any.

Our thanks to Ed Betts, Dick Guillan and others who have contributed to this magazine. If we haven't used something you sent maybe it will be in a later issue.

By the way, if you send pictures please write on the backs who it is, we have a lot I don't know and also if you wish them back.

The Hershey reunion is not very far away. It is not too late to get your bid in. Included here are reservation forms and the agenda and for more detailed information consult the February issue of TARPA TOPICS. Also, Vic Hassler's telephone number is there if you need more information.

Will your survivors have all the information and a picture they can furnish us and the newspapers?

We value your input so let us have it. What don't you like? What would you like in your magzine? All of you out there must have some interesting tales if you would only get your crayons out and make marks. At the risk of sounding conceited, we were participants in a glamorous profession respected by many. Let us know how you are, what you are doing, about your vacation. We are interested. Even have a form in the back you can send to Dick Guillan. I'm afraid that if he doesn't get more he will disconnect his typewriter.

After serving four productive years as our Secretary/Treasurer, Joe McCombs bought himself another computer and put out a voluminous Christmas newsletter of which we were fortunate to receive one. Joe and I have a little joke between us. Once when I was agitating about making a publication deadline he sternly reminded me that even if I did I wouldn't get a gold star. Well, would you believe, the McCombs awarded me a star. Somewhere up there there is a star named for A.T. by them. Do you reckon it has life and, if so, chewing tobacco? Following are some excerpts from the McCombs' Christmas newsletter; Winter Scene of Evergreen Lake, by local artist, Nikolo Balkanski, reflects the scene on the south side of the lake in vivid detail including the background usually obscure or over-exaggerated by many artists. The original painting is absolutely beautiful.

Our family had another busy year full of joy as well as sadness. Jean's 90 year old mother in Delaware passed away January 31. One of Joe's grandchildren, A/G Aaron Foster, serving in the Navy detachment of the Presidential Honor Guard in Washington, in full dress uniform, acted as pallbearer.

On returning home, after a record breaking cold of 36 below, they enriched a plumber who fixed innumerable burst pipes.

Prior to TARPA convention visited daughter, Sandy, in Pensacola whose husband, Jack Foster, retired after 27 years in the Navy.

Son Joe in his own commercial air-conditioning business. Another son, Kevin and his wife, Wendy, co-drive an 18 wheeler from Denver east and west.

Had crabs with the Humbles in August but Joe was able to deter efforts to get him on water skis, a catamaran and a powered surf ski but was unable to get out of flight to the Wright Brothers' National Memorial at Kitty Hauk in the Humbles' Rockwell Commander 112TC termed a single engine people killer by Josephus.

Jean sings in 2 choirs and a local Musicale group, attends Science of Mind classes weekly, attends yoga and offers her "voodoo" (Therapeutic Touch) treatment to Joe to sooth his aging body. Joe has more time for shooting and playing with his new computer since giving up the TARPA S/T job.

Planned to spend Christmas in the hills. [Editor - in their beautiful mansion in the skies].

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EDITOR'S DESK From Roger Don Rae of Lakeland, FL; Just received another TARPA TOPICS. Wonderful publication! Enclosed find a clipping you might agree with - anyway, it was interesting to me.

I recall your story of the railroad days. I'm from a R.R. family also. Dad was a front end man. Fired for 20-25 years before being promoted to Engineer (seniority). Promotion was slow because they kept abandoning spur line operations and some way-freight runs and cannon ball runs.

On page 3 of the November TARPA TOPICS it mentions "Dick Guillan and I were discussing" etc. Who is I? [I is me, the editor, Roger] I'm guessing it was you.

Anyway, just a couple of weeks ago I had the idea like you and Guillan were discussing.

Preparation of an obituary. I'd suggest members write up their obits with your suggested information and any other information they might like considered but send it to TARPA now before demise. TARPA could put the obits in the members' file for future use. The end result would only require the surviving family to inform TARPA that so and so had passed away. This for what it is worth.

The wife said this morning when she woke up she heard 3 long whistles from a train but can't remember what they meant. (She is from a railroad family also) She seems to recall 3 long whistles meant trouble. Do you recall the meaning of 3 long whistles, running or standing still?

Just got a very interesting circular from MEC chairman, Kent Scott. I was certainly unaware of the politics being practiced within ALPA. "Disgusting".

Hope the Thanksgiving will bring you and your family together on the occasion of another year to give thanks for our good health and abundance of food.

Best regards, Roger Don Rae [In regard to 3 whistles your editor worked as rear brakeman quite a bit and recall that 3 short whistles running meant will stop at next station, when standing meant the train was going to come back at me. Maybe she mistook the signal of 2 long, 1 short, 1 long which means approaching depot. Or, maybe the Engineer was just a slow and easy Southernor?]

N0 KIDDING: By Karl A. Van Asselt woo, woo The meaning of train whistles

1. Two short blasts — train starting to move 2. One long blast - approaching station 3. Two long, one short, one long. — approaching street crossing 4. Three short (standing) — ready to back up 5. Three short (running) — stop at next station 6. Repeated short blasts — warning to clear tracks 7. Four short -- asks operator if track clear Source: Trains!

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EDITOR'S DESK From Robert N. Buck, Moretown, VT: Dear A.T. - Just received the latest TARPA publication and, as always, enjoyed it very much. Good stuff and you are to be congratulated.

I did see some slips in the various yarns about medical problems especially the ones talking in the area of glands. All called it the prostrate. This ain't it -- prostrate is what a copilot may have done before Paul Frederickson as he threw himself to the floor begging not to be fired. But the gland we have reamed out -- or worse -- is the prostate.

Hope you don't think I'm being too picky but my editorial years show through at times. Compulsive sorta thing.

All's well here and we are impatiently waiting for snow to get out on the boards. Thanks for all your fine work. Best, Bob [Bob, I am guilty of misuse of prostate too. When I re-typed Earl Korf's article I used the wrong word also. I believe state is derived from Greek meaning gland and pro for prior to bladder. Luckily, I have never had the problem being a perfect A.H.] I assume you mean skis when you mention boards. Be careful, a friend's wife was resting off the ski trail in Colorado and some guy out of control crashed into her breaking her pelvic and other bones. I still water ski and keep busy.

Why don't you write up something for me to put in the TOPICS for you have surely had many interesting adventures.

Certainly enjoyed your speech at our reunion. Best regards, A.T.]

From Richard H. Beck of San Clemente, CA; Dear A.T. - Yesterday morning, 13 Nov., I mailed my small "squib" on Blackie.

TARPA TOPICS arrived in the afternoon mail with that beautifully done article on Hal Blackburn by Ed Betts Perhaps the best thing to do would be to aim my short treatise toward the "Round File".

Best always, Dick [How about if I just excerpt some, Dick] Hal Blackburn was a true "gentlemen" in the highest sense - good breeding, education and perfect manners. His humor was dry and very infectious. Once, he said to me, "Dick, since Lou was hired as a TWA Hostess before you were hired as a pilot, you must never forget that she has more seniority than you do. Pay attention when she talks to you".

Many of us remember the DC-3 days when TWA had one HF radio frequency east of the Mississippi and another one to cover the Western area. We always knew when he was "airborne" since he always whistled twice into the mike before making a transmission.

He also was a superb aviator. In checking my logbook, I found that I was his co-pilot in a DC-3 on August 7, 1940...a most memorable day for me. It was a real "milk run" - Kansas City, St. Louis, Indianapolis, Columbus, Pittsburgh and LaGuardia. He let me fly the first leg and he flew the second one. As he approached Indianapolis he said, "We'll be landing to the west. Here's how to make your approach.

When you are down wind and opposite the point on the runway where you are going to land, you should be 1000 feet above the ground. Reduce manifold pressure to 23 inches and descend to 800 feet. Then, turn left to base leg, reduce power to 20 inches and descend to 500 feet. As you turn to final start reducing power and continue descending so that when you are over your landing point, 500 feet from the end of the runway, your throttles should be closed and your wheels should be 1/16th of an inch above the concrete".

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EDITOR'S DESK Capt. Beck, continues; I thought to myself, "He's bragging, nobody can be that precise". Then "Blackie" proceeded to execute exactly what he said should be done. As we taxied on into the gate I guess my jaw dropped open and all I could think of was "Sweet Jesus, he did it!"

I know many of us decided to try to follow in his "airborne footsteps". He enriched the lives of everyone with whom he came in contact. Those of us who knew him will always hold deep affection for him and cherish him in our memories. He will always be missed.

[Then in a little memo Dick goes on to say, "These exploding little bubbles on the Communist balloon portend to be one of the most significant and historical events we will ever witness during our life time".

Ye olde editor, with tongue in cheek, goes on to add that to me it is like the lady that this nice talking man has his arm around her and she says, "He seems nice and peaceful. Yes, I know, he has a long record of rapes, assaults and murders but I want to believe he has changed:.]

[On page 106 of the November TOPICS your editor ran a notice that a passenger on TWA Flight 928 from Chicago and Detroit to Paris on 1 October 1949 wishes to hear from a crew member on that flight. Hopefully a surviving crew member will accomodate him who wrote the following letter.]

From Jim Hoogerwerff, Delta pilot; Thank you for running my notice in TARPA TOPICS and for sending me a copy.

I read through the magazine with interest. You have a fine and interesting publication. I enjoyed reading about the Berlin Airlift (I flew the corridors in 1970 while in the USAF) and the article on "La Garbage". I even enjoyed the story about the TWA Credit Union. There is always a beginning and it is important to keep our traditions and heritage alive. I think your publication does that admirably.

Of course TWA was one of the pioneers in trans-Atlantic air travel. Now just about everyone flies to Europe. Delta is one of the late comers like most. I feel fortunate to have flown the route at an early time when air travel was not so common. How times have changed.

Sorry I didn't know Al Bonner, though I have heard his name mentioned. Looks like you raised your kids right - both airline pilots! Must have fed them bird seed! I'm doing the same to my kids.

With a little luck I will hear from someone aboard Flight 928 on October 1, 1949. My first flight made a lasting impression and led to a career in aviation.

And, of course, the Connie was a beautiful airplane. I hope to see the Star of America- one day.

I really don't know where TARN comes from. [Tarn in his address] The dictionary says it means a small country lake. We do have lakes in our subdivision, so that may be the clue.

Thanks again, Jim - 1050 Ridge Tarn, Atlanta, GA 30350

Our local papers refer to the boat crowd passing through here in the fall as "snowbirds". Visited with "Snowbirds"Ray and Ruth Schmidt on their way south through Belhaven and they had a friend named Bruce Bandes, an attorney, with them.

They showed Betty andme a picture of an 842 pound marlin Bruce caught off their boat last summer!

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EDITOR'S DESK From Harold W. (Rudy) Truesdale of Eureka, CA; A.T. Humbles, Editor - As for Ed Betts' LaGuardia article he mentioned my name and was right to a point.

25 Oct. 1939, a DC-3 load of pilots, including me, made qualification landings on North Beach Airport. On 27 Nov., same deal only night landings.

1 Dec. 1939, Flight 18, Plane 373, Capt. Truesdale, F/0 Gorman, Hos. Gallmeier, CG, PT, NK. Landed PT and when I went in to get my clearance they said Zimmerman had it. Found Jack and he said, "Did they not tell you Pat and I were taking the flight?" My response, "How do we get to North Beach, we are due out of there on Flight 31 tomorrow?" He said, "We will set up deadhead on a later flight." We arrived NK to see Jack and Pat take off for North Beach. In order to beat American, who had called for a taxi clearance, Jack told the tower to hold American where it was, he was taking off. He was at the TWA building and American across from it at their building. Jack took off from our parking area at 2400 hours (for which he would have fired me).

2 Dec. 1939, at 0055 we ferried plane 310 over 15' VFR. No provision for a crew hotel, transportation etc. We had our pistols and were in violation of the New York law but it was required by the post office. Post office backed down to New York and the Company called in the guns.

Now here is the main point. TWA Flight 31, Truesdale, Gorman, Gallmeier, Plane 359, departed what was LaGuardia at 1026 on 2 Dec. I think we stopped at PT, terminated at CG at 1526. I think American departed first but I am not sure, we were the only scheduled departue on 2 Dec. Weather was stinko. Crew chief angry because I had him check stick the fuel tanks, gauges were wrong. Next trip in he apologized.

I explained that there was no place on the eastern seaboard to land so I had to be sure I had fuel for PT or beyond.

Not trying to upset Ed, he and I are good friends, but do want all to know that TWA's first flight out of LaGuardia did depart somewhere near schedule.

Mailed my dues check today (17 Nov. 89) and will now mail a check to the TWA Pilots Retirement Foundation.

The work and effort put into TARPA by many people is much appreciated and I enjoy Ed Betts' history and all of TARPA TOPICS. Monday I will fly my Mooney across California over Coast Range and Sierras to a 5280' elevation field for lunch. - - Sincerely, Rudy [Editor; Thanks for the contribution, Rudy. By the way, Sonny Boy told us how he got his monicker so how about telling us how yours came about? Being ex-Air Force myself, I assume you are ex-military in that you use the 24 hour clock, a more efficient way to tell time. Glad you enjoy our literary efforts and thanks for the pat on the head. Be careful with that Mooney. I have a Rockwell Commander 112TC. By the way, years ago in a used book store in Indianapolis I bought a book about Jack Zimmerman which was very interesting. Knew you were an old timer but didn't know you went back that far!] * * * * * * From our illustrious tree farmer; Hi A.T. : Happy New Year! Had intended getting this [Grapevine] off to you sooner but as usual something came up--I took a mean fall on the night of 12/23, smashing my nose and took about 10 stitches in my lip and the bridge of my nose.

Needless to say, I had trouble wearing my glasses and in general felt miserable for about 5 days. Am pretty much back to normal now so have been getting this thing ready the last couple of days. Have an appointment tomorrow to see if they will bother to straighten the nose which has a slight tilt to port (that's left to you Air Force people).

Peg sends her best to you and Betty.

Dick Guillan [Don't misinterpet but always thought this handsome young fellow resembled Randolph Scott, a Carolina boy].

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EDITOR'S DESK From Hank Gastrich in El Cajon, CA; I have been working 40 plus hours a week for King Accelerated Ground Schools since 10 July. Flew a young associate to Hayward, CA, for some jet simulator time preparatory to his simulator check with United and possibly a job. I flew the "fully equipped" PA-28 Archer which we are giving away next July and which I was handed the keys to on my third day of employment with King. Quite a nice perk, since I get to fly it whenever I wish for only gas used. In fact, Iris and I are going to Wickenburg in November [for the first time] and are trying to find a couple from the SAN chapter of the Seniors to ride along [free]. The Archer is a real pleasure to fly. Air conditioned, R-Nav and the auto-pilot is nearly as good as I recall those on the 727's.

All this started because of my work with Jet Exam, I guess. I wrote the new FEX manual for Jet Exam and ASA as well as King saw it. ASA bought the answers and King offered me a job at what I consider a princely sum...about the same as I first got for captaining a 727. And I ENJOY what I'm doing...the people I work with...and the office I work in. Since July I've written King's new ATP manual and am just finishing the new CFI/FOI manual. Then...get this, I start on the A & P. I have access to ANY reference material I need, so it really boils down to a lot of reading and a shouted "Eureka, I've found one" each time I come across the answer to an FAA question.

The new FEX is a bear and I will never understand the FAA rationale that led them to devising it. In truth, MANY of the FEX questions are from the A & P test book, but I can see it is going to be very difficult to teach...and for those taking it to do well. It contains virtually NOTHING a flight engineer will ever use "on the line"...but is great for triviall pursuit...or perhaps Jeopardy!!

Picture on the left is of Ole Olson presenting the TARPA AWARD OF MERIT for Ray Dunn to Ray's son, Thomas, in Kansas City. Some of those in attendance were Busch Voigts, Jack LeClaire, Gordon "Parky" Parkinson, Andy Beaton, Harold Neuman and Walt Gunn.

The following letter was received

by Joe Brown, our TARPA President, from Thomas Dunn, 3916 W. 142 Dr., Leawood, KS 66224: Dear Joe: Our family thanks TARPA for the AWARD OF MERIT given in memory of our father, Ray Dunn. Dad would have been so very proud of this special ward, especially coming from his friends, the Pilots of TWA. I thank you for the luncheon, the comaraderie and all the great stories about the airline and Dad. Sincerely, Tom

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EDITOR'S DESK From Brooks Johnston, RAPA President; The November TARPA TOPICS is, as usual, an award-winning issue. I especially enjoyed the history piece by Ed Betts of LaGuardia airport. The poem and verse "Ode to Recurrent Training" author unknown is a treasure only an airline pilot can enjoy - and I did!

One of the reasons for this letter is to seek your approval to reprint "Ode to Recurrent Training" in "RAPA Rapport".

The second reason for my letter is humbly apologizing for not following Humbles' sage advice on the matter of "bulk mail" .... You warned me it would be SLOW - I promise to listen from now forward!

With every good wish, I am . Sincerely yours, Brooks.

[Your editor owns no copyrights so told Brooks it was okay to reprint. Maybe with enough circulation the author will step forward unless he is still flying the line, eh?]

From Ray Wells of Satellite Beach, FL; Dear Capt. Humbles - Reference TARPA TOPICS for November 89, page 78, paragraph 3 "and maybe Ray Wells". Perhaps these old cards will help to verify that Ray Wells was indeed present at that time.

[Ray sent 3 business cards which show that he was Chief Pilot, Atlantic Division, New York from March 42 to Sept. 43, Superintendent, Midwest Division, Kansas City Sept. 43 to April 46 and Superintendent, Africa-Middle East Division, Cairo from April 46 to March 49. Guess that proves he was around. After the usual Queersada retirement Ray worked for the FAA in DC. Charlie Hutcheson, long time friend of mine worked in the same office and speaks very highly of Capt. Wells.]

From Dick Branson of Pompano Beach, FL; Dear A.T. - Saw in TARPA magazine your birthday is Sept. 14. Mine is also Sept. 14 so have a good one.

Really enjoy reading all the TARPA news. Keep up the good work and thanks to you and all the rest of the men that make it possible. Happy birthday!

[Gene Exum called me on my birthday as usual as we share the same date along with Vera Sample.]

From Dave Spain in Easton, MD; Dear A. T. & Betty - Well I wouldn't say it was a shock to hear from you again.

Indeed it was a pleasure,and you have my apologies for not replying to your first letter before now.

As for my surgery recovery, perhaps it has gone so slowly that I will not really know precisely when it becomes "full" recovery! Actually, I must say that things are coming along pretty well, but that I had no idea how disabling that bit of abdominal surgery would be. It probably disables an old codger like me much more than a youngster of say 50 or 60 years of age!

Enjoyed your comments about Earl Korf K2IC. He is a peach of a guy, loyal to TWA, close friend to our late Hal Blackburn and so on. We do enjoy chatting via Ham Radio and normally that is several times a week. We have a real nice group of "Hams", including Bob Gowling whom you will remember. Our conversational exchanges are totally without significance, but we sure enjoy that toll-free method of communicating. Guess it should be "toll-free" after spending all that money on Ham radio equipment! Oh well, it's only money!

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EDITOR'S DESK Dave Spain letter continued; And now for TARPA. First of all, I have no reasonable excuse for my inactivity, but I read and enjoy every word of TARPA TOPICS, and keep thinking that one of these days I'll get myself together and attend one of the functions. So, I'll see if I can push myself more effectively and finally show up while there are still lots of us around. Am sure it would be a pleasure. My neighbor and good ole' friend, Miles Leypoldt, would tell you that I mention such things to him from time to time. If I could get him to come along, no doubt both of us would enjoy it (although he would probably refuse to admit it!).

Will consult my road maps and give serious consideration on stopping by Belhaven on our next trip in your general direction.

Bob Gowling (N2BGU) is an EXTRA grade Ham. I admire him greatly, but I could never get my Morse code speed up to 22 words per minute, which is required for that prestigious level.

Am looking forward to the November TARPA TOPICS which should arrive any day now.

A.T., let me say that lazy worn out guys like me admire and appreciate all that you and the other active TARPA fellows do for the entire group. Maybe I'll get to be with you and all the other fine and faithfuls at Hershey. I'll try to "push" myself.

My very best to you and Betty.

Dave

[When we printed the "Ode to a Six Month Check" last issue we did not know the author so figured it might cause the author to step up, however, about the time the material was being printed Lyle Bobzin sent me the same article and said the author was C.H. "Stubb" Ferguson of Bonanza. Wonder if others will show up?] * * * * * * From Lyle Bobzin of Seattle; I was happy, however, to find I've not been alone in my thoughts [in regard to Ode to 6 month check].

I refused 2 or 3 opportunities with the FAA after retirement. I'm still a CFII (over 50 years). I give an occasional instrument check or biennial flight review (one even a retired PAA pilot). I still fly the Bonanza - it isn't a 747 but it flys like an an airplane should. Have an ILS so I can stay proficient to give instrument checks.

Instructing wife, Rita, in the Bonanza. I attribute still flying as similar to "clinging to virginity".

Best regards, Lyle Bobzin

We have a rather interesting item about Denver. As many of you must know, they are in the process of constructing a new airport in Denver. Some suggested they name it after Capt. Jeppsen, the chart maker. The mayor of Denver said it could not be named after any living person. Your editor suggested naming the terminal for Jeppesen and noted that the International terminal at Los Angeles was named Bradley International Terminal in honor of the living black mayor of Los Angeles.

This idea has been passed on by RAPA and it will be interesting to see what eventually transpires.

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EDITOR'S DESK From Floyd Hall of South Woodstock, VT; Dear A.T. - I am glad to know your son is now with Midway Airlines. I think, and most people in the industry agree, that Midway is one of the best of the new companies. It is run by a man who shares our opinion about the worth of his employees and from what I hear, everyone who works there respects him.

About Lorenzo and Eastern; there are many different kinds of bankruptcy. Lorenzo chose "Chapter 11" which protects the company from its creditors while management tries to reorganize to a viable system. The creditors, in this case the banks, must approve the new plan and be assured the company will pay off its debts. If the bankruptcy court concludes that the company can not be a viable operation again, it can appoint an administrator to sell off the assets and pay what he gets for the assets to the creditors. From what I hear, Frank Lorenzo has convinced the court that he can run an airline profitably, and they are now working toward a renewed company that is smaller than it was, but is profitable.

Thanks for Howard's [brother's] memories! I have asked him several times to let me write up such experiences, but he declines! He thinks I would say he's bragging!!!

Good to hear from you. Give your son my best wishes.

Sincerely, Floyd [ Old organized me, just found this letter from Dr. Pat Trussell, former President of the TWA Clipped Wings] Dear Mr. Humbles - I enjoyed the TARPA convention in New Orleans in April 1989.

I wish to thank the TARPA members for their hospitality to me...I contacted both Arkansas Senators about the inequities of the Catastrophic Health Care Bill.

I am an active member of the Arkansas State Nurses Association and its Gerontological Council. We are very interested in health care legislation at both the federal and state levels.

To change the subject, the article titled "The Year 1929" I found very interesting for I flew for TWA in 1941 and 1942 when a hostess had to be a Registered Nurse and resign at marriage. In 1941 Jack Frye was President of Transcontinental and Western Air, its name then.

I have been a member of TWA Clipped Wings for 25 years. We are pleased that TARPA and TWA Clipped Wings have a liaison relationship.

Sincerely, Pat Trussell * * * * * * From Bill Flanagan of Port St. Lucie, FL; Why am I writing so soon after receiving the November issue of TARPA TOPICS???

Perhaps I am losing my grip on procrastination or something.

Anyhow - I experience mixed emotions very time I receive a copy. On the cover it states that TARPA stands for The Active Retired Pilots Association and I am anything but ACTIVE. I just hope that somehow, someone left out . an ampersand between ACTIVE and RETIRED. I (AND I'm sure all other inactives) appreciate what you active guys and gals are doing for us.

As always, I enjoy every issue of TARPA TOPICS and get a big kick out of reading about many of my previous co-workers at TWA. Of course, there are the sad notes about some who have GONE WEST. Also, I notice some new names creeping in as new workers for TARPA. I hope they are as dedicated and energetic as y"all .

Please keep up the good work and may all of you have a VERY HAPPY NEW YEAR!!!

Gratefully, Bill

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RETIRED AIRLINE PILOTS ASSOCIATION Report by Russ Derickson The RAPA convention was held at the Marines' Memorial Club in San Francisco on November 1-3, 1989.

The following officers were elected; President Brooks Johnston Sr. Vice President Michael Ferrara Vice President Raymond Merritt Secretary William Root Treasurer Merrill Kuehn All regional Vice Presidents were reappointed including Hal Miller (TWA) who was appointed Vice President of the eastern region during mid year. I have agreed to serve as Regiona VP of Arizona until the next RAPA convention.

The by-laws were changed to entitle each member airline to have 2 delegates.

That means that each airline will now have 2 votes. Prior to this change each airline had only one vote as only delegates are eligible to vote. The exception is, as the Master Chairman of the MEC, the President of RAPA can break a tie.

It is my opinion that one of TARPA's delegates should be our insurance chairman as insurance is always one of the most discussed agenda items at all PAPA conventions. ...Although TARPA & PAPA have different insurance companies I believe that this exposure will be beneficial to our insurance man.

As I discussed with Joe Brown last week, I will continue as one of the TARPA RAPA delegates until the next TARPA convention in Hersey next April.

PAT HASLER won first place trophy, Island Priness Ladies' PUTTING CHAMPION! This was on the October 1989 TARPA Mexican Cruise.

I hear she is good at belly dancing too!

22

BY CHUCK HASLER We had two cruises the latter part of 1989. In Sept. we sailed to Alaska from Vancover roundtrip. In Oct. we sailed to Mexico from LAX roundtrip. Everyone had a wonderful time and some signed up for the African Safari in May. The 1990 schedule is going to be very exciting and are the cruises and tours that were most requested by you.

You should have received separate flyers on all these trips by now and they will have a more detailed explaination of each cruise or tour.

MARCH 17th HAWAII: The first cruise was very difficult to arrange because these people do not as a rule commit to an interline fare for groups. Also they do not confirm for individual interliners until 30 days before sailing. We sail on the American Hawaii Cruise Lines S. S. Constitution on MARCH 17th from Honolulu. We will be gone 7 nights and visit Kahului, Maui-Hilo, Hawaii- Kona, Hawaii-Nawiliwili, Kauai where we will spend 2 days and 1 night. The price is $895 p/p for an inside cabin and $995 p/p for an outside cabin. Port taxes and handling fees are $71 p/p.

The deposit required is $250 p/p with the balance due by Feb. 1. If you think you want to go on this one get your deposit in now! Also the flyer asked if you wanted 1st or 2nd sitting. If you want to sit with the group don't put anything as we will all be at 2nd sitting.

MAY 21 th & 22nd AFRICAN SAFARI: This excellent tour has has had extensive coverage and will possibly be sold out by the time you read this

23

but there may be some last minute cancellations. If you want to go on this Safari send in your deposit and if we are full we will start a waiting list.

There have been a couple of changes since the original proposal was presented. First Kenya Airways has increased their interliner roundtrip positive airfare LON to Nairobi $30 which makes the land and air fare now $1875. Second we will be staying at the Hilton in Nairobi instead of the New Stanley but Ventures Extraodinaire Inc. is picking up the extra tab.

Third Kenya Airways has said they will only take a certain number of people on each flight at interline positive space rates , so half of our group will have to leave on May 21, and return on June 4 and half will leave on May 22 and return June 5. However we will all leave on Safari together and return from Safari together. The difference being that one group will spend the extra night in Nairobi going and the other group will spend the extra night in Nairobi coming back. The flyer also had a misprint as to the amount of deposit. The deposit is $525 p/p cutoff date and final payment due by March 21, 1990.

JUNE 13th SCANDINAVIA & RUSSIA CRUISE 12 NIGHTS: Here is a combination of what many of you have been asking for. We will depart on Wed. from London on the ROYAL PRINCESS spending the following day and night at sea docking in Copenhagen at 11 AM Fri. morning and departing at 12 midnight giving you ample time to explore the Tivoli, the great shopping malls and view the storybook canal area of the famous little mermaid and Hans Christian Andersen. Sat. and Sun. will be spent sailing the Baltic Sea on our way to Leningrad where we will dock at 8 AM Mon. morning. We will stay in Leningrad all day Mon., Mon night and all day Tue., departing Tue. evening at 7 PM. We will have 2 full days and 1 night to explore. There is the WINTER PALACE-HERMITAGE MUSEUM(which is a must), the picturesque Russian tea rooms and ice cream shops, the government shops and you must try their vodka and caviar. The Russian restaurants are not known for their speed in service or for their gourmet foods so you will appreciate the luxury of being able to return to the ships dinning room for your meals which will have extended hours when in port so you will not have to hurry so much. We dock in Helsinki Wed. at 8 AM and depart at 5:30 PM. You will have a chance to travel the city on their famous streetcars and perhaps sample some reindeer meat along with some famous Finnish drinks. We dock in Stockholm Thurs. at 9 AM and depart at 6 PM. Fri. and Sat. are spent at sea docking in Amsterdam Sun. at 9 AM and departing at 6 PM. We arrive back in London (Tilbury) at 9AM Mon. morning June 25th. Neither Pat nor I have had the time or the opportunity to visit Stockholm or Amsterdam before so we will all explore together. It will also be a good chance to take advantage of the many optional shore excursions offered by princess cruises in every port. This cruise is discounted 45% off list and our price for a "G" class outside twin is $2756 and for an "F" class outside twin it is $2854. These prices do not include $155 port taxes and handling fees. A deposit of $530 p/p is required as 24

soon as possible to reserve your space, with the cutoff date and final

payment due April 5th. Get your deposit in early to get your first choice of cabin type.

CANADIAN ROCKIES-FALL FOLIAGE SEPT. 24th: This is one everyone wants. It is described in detail in the flyer that you have or soon will have so I will just give a brief description. This is a 7 day tour starting and ending in Calgary. All accommodations are luxury castle type 4 star hotels.

There will be a get acquainted dinner the first night at the Delta Bow Valley Hotel in Calgary and a fairwell dinner at the Banff Springs Hotel the last night. Breakfast and dinner included every day. Ventures has arranged for those of you who request to purchase space available tickets on Air Canada for R/T travel between CALGARY and SFO-LAX-ORD-JFK/LGA/EWR-AND BOS. We will be going to Calgary, Lake Louise, Jasper, Maligne, Banff and points in between. The cost will be $1129 p/p with a $280 deposit , a cutoff date of May 15th and final payment due July 15th.

THE TARPA

GRAPEVINE FEBRUARY 1990 The year 1989 has gone and now we look forward to not only a new year but the beginning of a new decade. This past year was full of memorable events, wasn't it! For us North Carolinians, it seems that things started happening in April when many of us made the trip over to New Orleans for the TARPA CONVENTION. Then on May 5th we here in Forsyth County were hit by a tornado which did about 55 million dollars worth of damage to our area. You folks in the midwest are supposed to get those. Then the summer which hit some all time records on heat and rainfall after several years of drought. Come September came Hurricane HUGO which did another millions in damage to South and North Carolina. Even the mountains and many Christmas tree growers sustained damage from that storm. I did not, fortunately.

Now a lot of this did not make the National News but I am sure we were all alerted to the California Earthquake of October 17th. Perhaps we should start a letter to the editor section about "Where were you when the earthquake hit?" similar to the letter writing which was done about the big blackout on the Northeast Coast back in the '6Os. BUD ELLIOTT sent me a very interesting account which will be coming up further on. WHERE WERE YOU? WRITE ME ABOUT IT! My own daughter lives in Santa Cruz. Were we worried? You can bet your sweet b----y!

Then, by golly what happens in the fall? Big activities over in Europe. Whatta Year!

Also, in November this Editor begged off doing the GRAPEVINE for February. However enough material came in to make a short entry this month.

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

Now in December we, as well as a good part of the nation are experiencing one of the severest cold waves of the century. And down in Panama they are trying to figure what to do with a sawed off little runt who thumbs his nose at the United States while making millions in the drug trade. Perhaps by the time we meet up in Hershey in April we will all be back to normal, whatever "normal" is in this day and age.

But read on folks. The GRAPEVINE is short this time but hope it is of interest. After all it is supposed to be about you folks.

Earthquake 1989

By E.J.(Bud) Elliott People used to ask: "Where were you on Pearl Harbor Day?" or "Where were you on VJ day?" These days, around here, the question is: "Where were you when the big earthquake hit?"

I was in my "command chair" just settled down with the TV on, expecting to watch an exciting third game of the World Series between the San Francisco Giants and the Oakland A's. Then----.At 5:04 PM, October 17th the house shook, the windows rattled, and what seemed like a long time was reported as only 15 to 30 seconds, depending on how close you were to the epicenter. I was sure that my 27 year old house was going to fall on me. My wife Lucy who was in the kitchen said "Look at the pool!" I looked out the back door to see a mini tsunami. The water was splashing all over the sides. After the "quake" we checked the pool , house, garage, etc., and we were glad to see no structural damage. Our damage to household goods was minimal. We lost electrical power for only 35 minutes. In some areas, power was off for several days.

Seismologists have been predicting for years that we would some day have a big and devastating earthquake. As you probably already know, the "quake" registered 7.1 on the Richter scale. I hope we never experience one bigger than that.

The day after the "quake" V.P.Dan Quayle came to the Bay area.

He called for a meeting of all the mayors in major cities in the area. Most sent their regrets saying they were too busy to attend.

Our daughter and her husband John were in Hayward(near Oakland) visiting John's sister expecting to watch the baseball game on TV. After the "quake" they managed to get to our house in San Jose. They live in Soquel which is east of Santa Cruz and 3 to 4 miles from the epicenter. They were concerned about their house and their 3 dogs (Dalmatians). The main highway over the hill to Santa Cruz was closed because of landslides so they had to take a more circuitous route home. They arrived about two in the morning to find a broken chimney, holes in the roof due to flying bricks from the chimney, broken china and crystal, turned over dressers and a chaotic mess. Our son Dennis who lives in Capitola nearby Soquel fortunately had minimal damage.

These are my personal observations of 17th. Most everyone away from here has disaster. We all heard about the "Hurricane Hugo" and other earthquakes does not realize the problems related they are close to home.

the "quake" last October seen TV pictures of the devastation brought by in Japan and China. One to these disasters until

Weeks after, the many people who lost their homes and belongins and had joined the old homeless are still living in tents without heat or water. President Bush has promised relief but it is slow in coming.

There have been many aftershocks of 4.0 or higher to remind survivors to give thanks and prepare for possibly more big ones in the uncertain future. This year,especially, we have even more 28 to be thankful for on Thanksqivinq day.

E.J.E.

From FORD BLANEY: When I called to hear how you and HUGO made out I told your wife that I would write to you about our boatride in Northern Europe in June.

We spent a few days in Copenhagen before boarding the Royal Viking Sun for our 12 day cruise that took us to six countries we had never been in before. The three day passes we had allowed us to visit Tivoli Gardens, ride the city busses and enter the museums all for free. We shopped on the pedestrian street Stroget and took many pictures including the Little Mermaid and changing of the guard at Amalienborg Palace.

On board the Royal Viking Sun our first stop was Oslo. I was going to give you a resume of the things we saw and did. Jane read it and said it was too long so I will just tell you that after Oslo, we sailed to Leningrad. We immediately flew to Moscow for a half day visit which included the circus with a trained hippopotamus.

Then we returned to Leningrad to see the Hermitage Museum. Jane bought boy and girl dolls dressed in their native costumes so that she could show her Kindergarten Kids how the natives dressed in each country we visited. Our next stop was Helsinki, the White City of the North and then on to Stockholm.Before disembarking at Copenhagen, our last stop was Gdansk, formerly known as Danzig. World War 2 started here on Sept. 1, 1939 when the Germans fired on the port.

On a cruise you unpack and pack once. The ship brings the cities to you. There is time for shopping and sightseeing. The food on board is plentiful and delicious but on land time is not long enough to experience the city in depth, to enrich your understanding of the country and its people. There was time enough to sample the tastes of the towns and decide which ones we want to revisit with our 7R passes.

Next January Jane is taking a 6 month sabbatical again. We are going with Chuck and Pat Hasler on Safari in May. In July we are going to visit Oberammergau for the Passion Play with our in-laws.

I have an 11 handicap at the Country Club and play handball 3 times a week at the University field house. Jane and I are starting ballroom dancing class tonight (10/24/89) from 1900 to 2030 and Latin dance from 2030 to 2200.

I hope this reaches you in time for the next Tarpa Topics. We'll see you in Hershey next spring.

Yours truly, Ford Blaney ******** A friendly reminder that the TOPICS comes out in February, May, August and November. Material should be in our hands no later than the first of the month preceding publication. Thanks.

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From Rudy Truesdale: A little poop on some of my activities. Still flying my 1966 Mooney.

On 4 November the West Coast Mooney Gang had a flyin to Napa Airport just to have lunch at Jonesey's Steak House. A few days before that I phoned Lex Klotz and asked him to join me for lunch, he lives near Napa. We had an enjoyable bull session.

Early last June I fired up Dorothy's 85 Toronado, last year they made a large one and it is comfortable. We headed north and spent one night with the John Magdens on their ranch in NE Oregon and then on for Glacier Park, wea., stinko so we stayed on west side of the Park and on to Banff, then SW across Canada, left car at Sea-Tac and boarded the Sea Princess at Vancouver for a seven nite cruise, and the sea cooperated, absolutely smooth all the way, thru Prince William Sound to College Fjord and all the University Glaciers and next morning ship docked at Whittier. We never saw any oil. Boat train to Anchorage.

Tour had two nights in Anchorage so I left Dot there and went by van to Talkeetna and the next afternoon the weather over Denali ( Mt. McKinley) improved enough the Jim Okenek, owner of K2 Aviation, and I took off in the 160 HP Super Cub (duals) and headed for a glacier, wea, did not cooperate so we had to settle for Slide Glacier at 5100' elev. Jim made a landing and then I did (more or less) and this time we stopped at the crosswise point, shut down and got out. The approach is level at low power until skis almost touch, all the way back on the stick and full throttle and on she goes, reduce power some but enough to keep going up the steep slope to take off point and make a 180 and take off down glacier. No room for error, can only stop when cross the slope, no brakes. Committed, plane will not climb enough to go around and once headed down glacier, no way to stop.

Back to Anchorage on south bound train and the next day north to Denali Park, the last two cars on the train were the Princess Tour Super Dome Cars, Private Cars and the deluxe, overnite in Denali Park and next day on Dome Car to Fairbanks, tour bus to Dead Horse with an overnite at Cold Foot in the Brooks Range..

Toured Prudhoe Bay Oil Fields after dinner and to bed at midnite, sun shining. Alaska Air to Anchorage, Kotzebue and Nome on Bering Sea, Anchorage and back to Sea-Tac, drove to Vancouver, ferry to Victoria, ferry to Port Angeles and down the Pacific Coast to home.

A very fine 32 days!

Phoned R.L.(Bob) Larson last week, getting around. Bernie LLoyd phoned to ask why I had not flown in to see him on way to Kerrville, TX, as I had in 87 and 88. This year Dot had pneumonia so I did not fly to Mooney Homecoming at the factory.

Chuck Van Trease wrote to find out why I was not there. Talked to Joe Salz on phone a few minutes ago, his ranch is in escrow.

Nuff.

Sincerely, RUDY ******** 30

From Ed. Toner (Capt. Ret. 1987) Hello Grapevine!

I'm still in NJ, which isn't the ideal retirement spot, but the wife don't want to move, and I don't relish the thought of the actual move, so for the time being at least, we'll stay. I'm still into my model airplane hobby, and I've had a few construction articles published. I've bought this Jim Dandy Video writer, so I can really terrorize the local newspaper editors. My old buddies know my favorite subject.

Having had 6 kids, there is plenty to do in the way of visits, etc. They are all doing fine, except for one daughter who ran off with the village idiot, but she has left him. (That's my very bright daughter.)

I encountered something at JFK that may be of interest to many. I was getting ready for a flight to SLC to visit a son, and upon arrival at Hanger #12, I was denied parking privileges. It was explained to me that the new policy was to allow parking only to active JFK employees, due to a shortage of spaces. ( A quick look showed plenty of spaces.) I was allowed temporary parking in order to go in and purchase surcharges. The coach section was full, and I needed them to get aboard. The woman who was supposed to be at the station in the lobby wasn't there. It took 20 minutes of waiting, and another 15 minutes (ridiculous) for her to get me the surcharges. By this time, long term parking was out of the question, so I was forced to go to the short term lot and pay $24/day to park. That's more than I paid for a rental car in SLC. I wonder if anyone can do something to get parking privileges happen back at hanger #12.

If it happened there, it can I think the least that management could have done was elsewhere. of this change of policy to retired to send notification employees affected, so we could at least allow enough time to make the departure time.

Last week I flew for the first time in nearly 3 years. It was a "Para-Plane", a ram foil type chute with a tricycle suspended below it, powered with 2 15 HP engines swinging contra-rotating props. No wings, no tail, no instruments, no cockpit. Takeoff, climb, cruise and land @ 25 kts . Yahoo! It was a ball. I'm thinking of buying one. Anybody out there have any experience with them? I can see some possible business ventures with it, such as aerial photography ( there is nothing for your right hand to do, and all your left hand does is an occasional throttle setting), crowd gathering, advertising, etc..

Happy sunsets, ED (Note: See pictures of Ed and his "Para-Plane" plus cartoon on the following page.) ********

31

Ed piloting the "Para-Plane" 10/8/89

Ed and "friend" (Eds the "older" one!)

With reference to Ed Toners parking problem at JFK, I believe this is also a problem at LAX and SFO. If my memory serves me correctly, this was brought up at a previous Convention. I do not recall if a committee or individual was assigned to address the problem. I am sure that our President would welcome a volunteer with a "Jim Dandy Video Writer" or some other device to take on this project. Why not come to the Convention in Hershey and bring it up for discussion?

32

IT LOOKS LIKE "DIRTY ED" IS HAVING TROUBLE WITH RETIREMENT WITHREMN TROUBLE

From John Hendrickson: Found the November issue of TARPA to be interesting reading as usual.

The Hershey location for the next convention sounds great. My wife and I hope to be there.

Retirement for me must be fun as time is flying by. Its hard to believe six years have gone past since that last flight. My flight kit rests in the closet, just the way it was. No revisions!

One good thing I did before retiring was to buy my wife an IBM PC computer which she uses as a word processor to write Regency period historical novels.

She has sold eight books to date, and never seems to run out of ideas for more. The English Regency period dates from 1811 to 1820 when the Prince of Wales was appointed Regent for his ailing father George III. These novels (which are not the steamy type) are written mainly for women and available a places like B. Dalton's and Waldenbooks, not to mention independent booksellers.

I served as her aviation advisor on her book Queen of the May,out this month. The book has several scenes involving early attempts at glider flight. We make at least one trip to England each year so that she can do necessary research.

We both look forward to seeing old friends at Hershey this coming spring. (signed) John Hendrickson ******** We are all saddened by the news that CLAY WHITNEY passed away on November 29,1989, in Scottsdale, Arizona. According to word I received from Theresa Michaels, "he put up a darn good fight for life these past two years". He had received treatment at N.I.H in Bethesda, MD undergoing operations for almost three years. Our deepest sympathies are extended to his wife Jeanne and family. ******** UNCLE SAM, YOUR CROW WAS "TURRIBLE"!

The metal strips used to band birds are inscribed: "Notify Fish and Wildlife Service, Washington, D.C." They used to read "Wash.

Biol. Surv."

This was changed after a western disgustedly wrote the U.S.Government:

farmer

shot

a

crow and

"Dear Sirs: I shot one of your pet crows the other day and followed instructions attached to it. I washed it and bioled it and surved it. It was turrible. You should stop trying to fool the people with things like this!" ******** See you all in Hershey!

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CAPT. ROSS WEAVER AND THE CALCUTTA SURVEY TRIP

By Goldy Goldthorpe [Your editor felt the November issue of TARPA TOPICS was getting too voluminous so we kept it for this publication.]

I was saddened to learn that Capt. R. C. Weaver passed away July 5, 1989.

Ross was a man of great common sense, excellent judgement, good humor and the soul of discretion. He was also a top notch pilot, and like most pilots who wore the "QB" pin, a true gentleman.

Although I was not in the Atlantic Region when Ross was Superintendent of Flying, I was accidentally assigned to his crew as radio operator on the Calcutta Survey in 1947 on a middle-east based DC-3 with TWA markings and Ethipian registry.

Old ETT6.

As Bob Springer noted in his excellent article "The Origination of Middle East Airlines" (Sept. 85 TARPA TOPICS) ETT6 was the first C-47 purchased from the U.S. Military for TWA's use in the middle east and was registered under "Dutch" Holloway's newly formed Ethopian FAA. It was a good reliable airplane which, after refurbishment, looked exactly like the DC-3's flying our Domestic routes back in the States.

As TWA wished to extend their routes from Bombay to Calcutta and Ceylon, a project, The Calcutta Survey, was set up with Capt. Weaver in charge. I was assigned to it also to gather data on communications facilities for use in preparing the application.

Well, I found myself deadheading to Cairo on the same flight with Capt. Weaver.

In fact, we were seatmates on a Connie flown by a Rome based crew when the flight appeared to be having trouble landing at Athens. After the second missed approach, Ross walked quietly up to the cockpit and, although he had no authority over the overseas based crews, he managed to convince the Captain (long ago deceased) that it would be a good idea to overfly Athens and proceed to Cairo that stormy night. The ancient Greek gods loved the hills around Athens but in modern times landing a transport plane among them in marginal weather using an unreliable radio range was something else again. Score 1 for Capt. Weaver's good judgement, positive action and power of persuasion.

At Cairo several problems arose. First, (but not a TWA first) TWA managed to lose Capt. Weaver's luggage on the trip from New York including his uniform and electric razor. Secondly, the radio operator regularly assigned to ETT6 went medical so I was asked to act as Flight Radio Officer along with my others duties on the trip. Well, I hadn't served as a working FRO for some time, since ICD actually, but with a little briefing on the manual operation of radio gear it all came back.

My only problem was convincing ground stations that the call sign "ETT6" was for real. In Morse code it sounded more like a burst of static.

The third problem concerned a cholera epidemic in Cairo. Our party all had current inoculations but none of the refueling stations like Basra, Bahrein and Dhahran wanted any part of us. So they gassed up ETT6 to the brim and by reving up full throttle before releasing the brakes, Ross and the First Officer coaxed the overloaded plane off the hot Cairo runway that summer midnight and we made it all the way to the tiny Kingdom of Kuwait.

At Kuwait we were permitted to land on a strip of sand out in the middle of nowhere although we had to buzz the field first to clear off a herd of sheep and a camel or two. The refueling operation was really something. Gas was pumped by hand, two Arab workers pushing up and down much like "gandy dancers" propelling section hand cars on the railroad. from an ancient tank wagon through a tiny hose up to the wing tanks. It took forever and not a Coca-Cola stand or a MacDonalds in sight. Ross handled them like he would Allied.

Our inspection tours of New Delhi, Calcutta and Columbo were all interesting but the visit that impressed me most was to a small field at Allahabad (I believe).

35

Capt. ROSS WEAVER AND THE CALCUTTA SURVEY TRIP Continued from previous page; We were treated well by the local authorities so after all the statistics were gathered, Ross invited the officials and their families to take a ride. Well, instead of the expected ten or twelve, we found a waiting line of wives, sons, daughters, grandparents, grandchildren and even some friends of friends! What to do with all these non-revs? Well, we gave 'em a ride and I'll bet they are still talking about it over there. Ross never let anyone down.

It was certainly an unusual and memorable trip made pleasurable in spite of seemingly endless problems thanks to the ingenuity, patience, concern and leadership of Capt. Ross Weaver, one of TWA's really great pilots. We will all miss him!

THAT FIRST TRAP ON A CARRIER ALWAYS WITH YOU

By Hank Gastrich I am surprised at how black the ocean is. The whole world is muted shades of black and gray. Even the smoke pouring from the carrier is mottled gray. I am flying at about 65 feet altitude and my nose is very high...which in a Corsair seems even more forbidding.

I feel like I am hanging on the prop. 1 glance at the sea and am startled by its closeness; a Lorelei, beckoning...promising. I turn back to the task at hand. My speed is a hair over 80 knots. Too fast, far too fast.

I ease off a bit of throttle and raise the nose still higher. Slowly the airspeed needle creeps back...78...77...I have a sinking sensation and as the needle settles on 76 I add power and raise the nose yet again. If the engine sputters I have stalled.

My hand leaves the throttle for a moment and I quickly pull the goggles over over my eyes. I would prefer not to use them but the rules forbid that.

I am now past the 90 on the turn to what will soon be for me a moment of truth, my first landing on an aircraft carrier. There's an excitement within me that I recall having only on my first solo and on my Corsair check-out. I pick up the landing signal officer. He is standing with arms akimbo in the semaphore position of "Roger". I know that he always starts with "Roger"...tobuild confidence.

Slowly his arms move above his shoulders. I let the Corsair sink until his arms are once again wide-spread. Very softly, and before I feel the sinking sensation, his arms move forward and start a rowing motion. I am getting slow. I ease on power...a little more. THERE! That sounds better. Feels better. The sinking sensation never comes.

Now like a ballet dancer the LSO kicks his right leg (his left as I see him) and tilts his arms to my left. He wants me to tighten the turn a bit...it is so easy to slide right. To keep the LSO in view and to see some part of the ship, I am glad I have the cowl flaps closed as far as I have. As I lean left from the cockpit I am also glad that I have my goggles down.

I roll the wings level and now all I see is the LSO and his paddles...once again in the "Roger" position and the tremendously long nose of the Corsair. The ship has vanished. Very soon now I will be part of a profound demonstration of "faith". I have to believe that when the LSO draws a paddle across his throat giving me the "cut engine" signal that when I do chop the throttle and drop a nose there will be a ship there. Right now that is nothing I would wager on.

There goes his arm...THE CUT! I snap the throttle back in one quick, oft rehearsed manuever drop the nose and just as quickly raise it again. There was a deck in front of me. But I also glimpsed open sea between my falling aircraft and UNNNNNNNHHHH the fantail. SLAM-BANG!

36

FIRST CARRIER LANDING continued; That last was from me as I am thrown forward in the shoulder harness. I can see the barrier rushing toward me and I am sure this first attempt will end up a fiasco as the 13'6" prop winds itself into the barrier cables. Then, miraculously, the Corsair stops, inches from the steel, nose-high cables and starts to roll back in the arresting gear.

I have no time to savor this first carrier landing. I am bemused, however, by the frantic but well-disciplined actions of the flight deck crew as I am signalled first to apply brakes and then just as suddenly asked to release them. The fast working crew has disengaged the tail hook and is pushing the plane aft...preparing it for takeoff.

That was a long time past, yet, I recall no greater thrill in my career than that first landing on the jeep carrier, Guadalcanal. I had indeed faced my moment of truth. I had faced the bull...and landed on the carrier! [ And we multi-engine land type pilots marvel in this modern age that they manage to set jets down on carriers!]

JUNE & BILL DIXON celebrating their 50th wedding anniversary on the TARPA Mexican Cruise in October 1989

From a not to be disclosed source, the below comparison table might give you some idea of how much the TWA pilots sacrificed in order to keep Lorenzo off the property.

Hourly pay rates UA U.S. Air TWA 727 AA DL NW PA 123.71 139.36 Jan87 127.84 143.35 139.24 108.04 92.51 143.56 Jan89 133.08 147.68 142.51 92.03 89.56 MD80 92.51 137.81 Jan87 128.61 135.55 89.77 99.58 140.57 Jan89 131.73 139.64 109.39 767 147.32 105.73 Jan89 147.35 162.53 37

From Parky's files LINE SQUALLS, February 1933 BOOTS, BONNETS & PANTS ON WELL DRESSED PLANE The well dressed airplane has added a rubber bonnet as well as rubber boots and metal pants to its flying apparel.

The bonnet and the boots represent victories over ice formation, the arch enemy of the air man, and the pants are streamline devices to increase speed.

Attached to the propellor hub on mail planes of TWA, the rubber bonnet is elastic so that, should ice form on the propellor,the rubber vibrates and cracks the ice. The boots, attached to the leading edge of the wings, have rubber tubes through which compressed air is forced causing a pulsating action to crack the ice formation. Both devices, tested throughout the winter by TWA mail pilots, have proved themselves successful and thus, weather conditions retreat still further as obstacles to air line operation.

The metal pants encase the landing wheels providing a smooth surface for the air flow. On the low wing mail planes used on the transcontinental route, pants increase the cruising speed approximately five miles an hour making possible the present 24 hour coast to coast service.

Harry Goakes' brand new wife comes down to the Glendale airport each night he flies eastward with the mail. And she always brings him a thermos bottle filled with good hot coffee which she hands to him as she kisses him goodnight. The other mail pilots, Parker, Graves, Williams and occasionally Olsen and Hoblet are in a quandary-trying to decide whether it is necessary for each of them to go and get a brand new wife, or whether they could persuade the highly attractive Mrs. Goakes to come down each night and get them started right.

Lieutenant Theodore Ashford, late engneer fireman and conductor of flights 11 and 12, enlightens us as to the cause for the withdrawal of said flights with the statement that "the engine on No. 50 was running so rough that it curdled the milk thus losing the patronage of the Detroit milk shippers." No doubt his many friends (?) in Indianapolis will breathe easier now that Minnie has returned to work.

It certainly is good news to hear that our deicers are working out O.K. After several months of continuous grief we had formed petty definite opinions about deicers in general, which decency forbids our setting in print. However, just when "Mitch" of the propellor shop, Roy Kibler of the Northrup Overhaul, and Bob Stansfield, the smiling plumber, were about to weep on each other's shoulders, the following bright spot appeared in Hereford's report of flight No. 4, Northrup No. 8, January 10th, Alb to Key. "Deicer worked for two hours under conditions where ice was very rapidly forming and worked for 100 per cent. Allowed as much as one-third to one-half inch of ice to form before turning deicer on, which was immediately cracked off.

Durch Halloway is one of the best little kidders among the pilots based in Glendale, and he says he knows from experience that kidding does not always "get over" among people who do not know him, --so as Dutch was quite a bit perturbed over the story in the last issue of LINE SQUALLS in which he was referred to as "the best pilot in the world," which he says is not so-even in kidding. It is now explained that the story was pure fiction.

Golf Club: Weapon used to hit ball. Most are made of anger-resistant steel!

$8

WHAT NOT TO NAME YOUR DOG Sent in by Ned MacKrille Everybody who has a dog calls him "Rover" or "Boy",I call mine "Sex". Now Sex has been very embarassing to me. When I went to City Hall to obtain his license, I told the clerk I would like to have a license for Sex. He said, "I'd like to have one too". Then I said, "But this is a dog". He said he didn't care what she looked like. Then I said,"You don't understand, I've had Sex since I was nine years old". He said that I must have been quite a kid!

When I got married and went on my honeymoon, I took the dog with me. I told the motel clerk that I wanted a room for my wife and me and a special room for Sex. He said that every room in the place was for sex. I said, "You don't understand, Sex keeps me awake at night". The clerk said, "Me too".

One day I entered Sex in a contest but before the competition began my dog ran away. Another contestant asked me why I was just standing there looking around.

I told him I had planned to have Sex in the contest. He told me I should have sold my own tickets. "But you don't understand", I said, "I had hoped to have Sex on T.V.". He called me a showoff.

When my wife and I seperated, we went to court to fight for custody of the dog. I said, "Your Honor, I had Sex before I was married". The judge said, "Me too". Then I told him that after I was married Sex left me. He said, "Me too".

Last night Sex ran off again. I spent hours looking around town for him.

A cop came over to me and asked, "What are you doing in this alley at four o'clock in the morning?" I said, "I'm looking for Sex:".

My case comes up Friday!

[The following letter was on the bulletin board at JFK once.]

Dear Abby, I am writing you for help with my problem. My wife has custody of our seven children.

They were awarded to her when she divorced me for desertion. My mother has been confined to a mental institution for insanity since I was three years old. I have two brothers, one works for Trans World Airlines and the other is awaiting the electric chair for murder. My two sisters are prostitutes and my father is in the rackets selling narcotics.

Recently I met a girl who has just been released from prison where she served time for smothering her illegitimate child. I love this girl very much and want to marry her. My problem is this, should I tell her about my brother who flies for Trans World Airlines?

Sincerely, Jason J. Jones

Hagar the Horrible

39

MOONSHINERS WERE GOOD PEOPLE

By A. T. Humbles I grew up in eastern North Carolina during the Depression. One of our important industries was the manufacture of moonshine whiskey. Other names were; white lightning, rot gut, stump juice, or sour mash whiskey.

I don't think moonshiners should have been labeled criminals or ruthless violaters of the law. Even in Biblical times people made wine and strong drink.

In Exodus when Moses had won a great victory God told them it was okay to celebrate with strong drink. Just remember from the time our great country was founded people made their own wine, whiskey and beer just as they ground their own wheat and corn for their bread. It was only when our government decided that here was something else to tax that it became a crime (in the eyes of the feds) to make your own whiskey or make whiskey for your neighbors, friends or others that wanted it.

Although I am not trying to give someone the formula for making moonshine, it was a simple matter of putting corn meal in a barrel with water, sugar and yeast and letting it set until it fermented. This was called mash. It was said some people added horse manure to speed fermenting but I don't think decent people did. After fermenting, this mash was put in a copper kettle and a big fire made under it. It was a closed kettle so as the mash boiled the steam was run through copper coils immersed in water to cause it to condense and what dripped out was your white lightning. I don't understand just how the proof of whiskey is measured but they say this raw moonshine is around 200 proof.

Many old timers drank it straight without grimacing. I recall a neighbor who bought five gallons at a time which he kept in the kitchen and had a glass before breakfast every morning, however, I never saw him drunk. Maybe that is why he didn't live past ninety?

As a teenager, I remember helping a neighbor who had a still in my Pa's woods. My father didn't know about it or it would have been removed for he was a law abiding man. Lucky for me, too, that he didn't find out. The man planned his still site very well as it was almost inaccessible in a swampy area surrounded by heavy growth including briars. After getting the essential parts for his still on site he, evidently, had planted the briars and other stuff. I would get on my hands and knees and he would put a 100 pound bag of sugar on my back and I would crawl practically through a tunnel in the brambles to the distillery.

What caused a big hazard of being detected back then was the moonshiners almost always used wood and a tell-tale wisp of smoke could easily attract the attention of the revenuers. When they found a still they would pour out all the mash and smash all the barrels, kettles, coils etc. Of course, if they were lucky enough to catch the operator he would be arrested and charged with tax evasion.

I sincerely believe that most law-abiding citizens of my State did not look down on moonshiners although they, themselves, would not indulge in something that Uncle Sam had decreed was un-lawful inasmuch as he wasn't getting his cut out of it. I really don't believe you could have found anyone in our section of the country that would have squealed to the revenuers about any so-call illicit licquor making. And, it did add to the economy considering the amount of sugar, corn meal and other supplies purchased. Plus, for those who drank, it was a lot cheaper than the store bought stuff.

My folks ran a little country crossroads store where you could buy most anything such as canned groceries, meats, ice cream, jeans, plow works, salt pork, mullets, patent medicines, tobacco etc. There were two gas pumps out front for regular and high test. They had hand pumps with a glass globe on top. You pumped the globes full and let customers have gas by gravity feed and the glass globe was graduated in gallons. Travellers would get chuckles when they saw signs reading "5 gals for a dollar".

40

There were a lot of little country stores back then for there were no super markets and towns could be quite some distance away especially if your only mode of transportation was by mule or horse. It could be a long haul in a buggy or Hoover cart. Hoover carts came about during the Great Depression when people could no longer afford a car or, if they had a motor vehicle, they couldn't buy the gas to run them. So many jacked up their cars and removed the wheels and axles to make into a Hoover cart to be pulled by a horse or mule. At parades there would be contests for the best Hoover carts.

Back to the country stores, I would venture to say at least one third of them were only fronts for selling bootleg whiskey. Some of them were only shallow pretenses at legitimate businesses stocking a few groceries, soft drinks etc.

Other equipment would be a soft drink box, pot-bellied stove, checkerboards, maybe a pool table and a gas pump out front. These kind of stores sold illegal whiskey by the drink. My recollection from watching many times was a small jigger sold for five cents and a larger jigger for ten cents. As you entered the place the stench of spilled whiskey was enough to knock you out especially if you didn't drink.

Because the revenuers were always hounding them whiskey sellers employed ingenious ways of hiding moonshine such as secret compartments, piping it from tanks hidden up in the attic etc. I heard of one who had an underground tank under the woodpile in his back yard with pressure supplied by a hand operated air pump. A small copper pipe ran inside the building to the sink. Under the sink were valves which when turned a certain way allowed the whiskey to flow from the faucet instead of the normal water.

A lot of corn meal and sugar was consumed back in those days. My father owned a grist mill for grinding corn. The power unit was a Fordson tractor with iron wheels. It had two tanks, one for gasoline and the other for kerosene. You would start it on gasoline and after it was hot switch to kerosene. Some paid a cash fee for the grinding but most paid a toll of a portion of the meal. Some would have enough corn meal ground to last a large family for years so you knew where it was going but why tell outsiders such as them revenue agents?

Also, why question someone who buys a truckload of sugar from you? Maybe they are really into canning this year. I understand now from a cousin that if you buy more than fifteen pounds of sugar you have to show identification and sign an affadavit. Getting harder all the time to make an illegal living. Back then, to keep down suspicion, big wiskey makers sent their trucks all over the country to buy sugar.

Not all of the moonshine makers were small business men. About fifty miles east of us nearer the Pamlico Sound was a huge operation. They said this man had so many stills in the outlying swamps he would blow a whistle for the workers to start work, quit for lunch, start back and for quitting time. Eventually, he was apprehended and indicted for a million dollars tax evasion. What a sneaky way the alcohol tax division employed to get the goods on him. A federal agent moved into the area and worked as a sharecropper for a couple of years before he obtained employment with this gentleman in the whiskey operation. Then, after working there for a long time, it turned out he was a federal agent and the government cracked down all at once. In my home town of Greenville, North Carolina, they confiscated two cars and, I heard, all in all they seized six automobiles.

Maybe I will tell more about this particular operation. These stills were in a vast swampy area and the finished product was transported by boat along the creeks to certain rendevous points where it would be loaded on high powered cars for transporting. These cars were Ford flat-head V-8's with the special ordered high speed rear ends. The drivers were young, fearless drivers. The runs were to big cities such as Norfolk, Richmond, Washington, Baltimore etc. One driver told me that when he arrived at the delivery point there would be a secret garage.

If he had been chased he told them and when he came back to pick up the car it

41

would have been completely changed in appearance with a new paint job, different license plates, mirrors etc.

These drivers would then layover at some outlying town until called to make his next run. I knew of one little country service station that gave a key to one of these drivers so he could help himself to gasoline during the night and stop by to pay later.

This previously mentioned big operator was a friend of my father's and he would stop by on his way to his trial in the state capital in Raleigh to tell him how things were going. Eventually, he was sentenced to three to five years.

He served six months before being paroled for good behavior and returned home where his neighbors considered him a good man.

Of course, the whole community was for him and if you stop to think about it he was providing a lot of jobs back in the depression when jobs were mighty scarce. And, people were going to drink whether they got it in legitimate stateowned licquor stores or illicit dealers. I understand that where there were legitimate bars a lot of them bought moonshine and used it to make their mixed drinks go further. After all, most people once they have had a little, probably couldn't tell if their bourbon and ginger was laced with two hundred proof tax free stuff or not. With most of them, it was only the end result that mattered so moonshine might have helped reach that goal sooner. Some found, too, that mixing moonshine with canned peaches in syrup made a pretty good drink.

The moonshine business has slowed down but will never be extinct. Some years ago a co-pilot of mine lived in Levittown PA, and had a neighbor with the Alcohol Division of the Tresury Department. His neighbor related a case where they raided a still in a new and nice housing development. He said when they raided it they could smell it from blocks away. A large still was in operation and the owner told them he had just bought the house and didn't know that still was there.

Once while killing time on a layover in Philadelphia I sat in on the municipal court. A case before it was a colored man who had been operating a still right in Philadelphia. The judge asked him what he was doing with one hundred gallons of mash and an operating still and he told him he was just making a little for himself as he used to do down South. The judge was a sympathetic old fellow who let him off with a reprimand not to do it again.

Evidently, making illicit whiskey can be profitable again as the authorities on Tuesday, 6 September 1988, discovered an underground still operating in Burke County, North Carolina. They found 4500 gallons of mash, enough to produce 2,000 gallons of whiskey. They accidentally, they said, discovered the still when an officer involved in another investigation in the woods saw a fan in a small hole in the ground. A few feet away was another hole, the hatchway covered with mulch that led to the underground still.

It was reported as the largest illegal licquor operation uncovered since deputies found about 6,000 gallons of mash in the same area almost three years ago. The man who owned the property since 1983 said he did not know anything about the still.

Back when I lived in New Jersey I had to go down to North Carolina on some business so a neighbor of ours accompanied me. He was originally from upstate New York and had never been down South. While in Carolina we decided to see if we could purchase some moonshine to take back to Jersey just to say we had some I told him we would stop by an old friend's house who was a deputy sheriff and could get us some if anyone could. My neighbor from Jersey thought I was kidding.

As we sat in the deputy's den I asked him where we could buy some moonshine to take home with us. He said, "Sure, I can steer you to some. We did have some confiscated stuff in the office but it disappeared at Christmas time." He picked up the phone and when it was answered called the man by name. He then told him he had

42

an old mutual friend of theirs he was going to send by to buy some licquor. When Joe hung up he said, "You know who that was, I'm sure". I said, "I sure do, he has always been able to come up with most anything you wanted". He was a wellliked and very successful business man. Oh, and he was colored. My Jersey friend finally decided I wasn't joking when I asked the sheriff to put us on to a seller.

However, I asked my brother where we could get some rather than go where the deputy had directed us. He drove us a couple miles on this dirt road to a little unpainted house. He went to the door which was answered by a colored woman and they motioned for us to come on in. She took us to the kitchen and as we walked through the front room a boy was sweeping the floor and had a big pile of dirt about three inches high swept up.

She said her husband was at work and she didn't know where he hid the stuff but when he came home she would have him bring us a gallon, however, she could give us a sample. She rinsed off a large juice glass under the pitcher pump and poured it full from a jar on a high shelf. My brother took a big swig, handed it to me and I had a big drink for I knew what it tasted like then handed it to my friend. He took a big gulp and nearly went through the ceiling. It passed our taste test and her husband delivered as promised that evening to my brother's country store.

Take my advice, though, and don't use it to make martinis as I mistakenly did one evening when friends were visiting and I ran out of gin and forgot I had put the moonshine in gin bottles.

I guess all this is to say part of my nostalgia about by-gone days and this great country of ours is about white lightning. There are still old-timers down South who will tell you their favorite drink is moonshine. I assure you it isn't mine.

You just don't keep people from drinking alcohol by making it illegal. Look at India where it's illegal. Thousands die every year from drinking bad stuff.

Back in the old days there were people who drank the bay rum hair tonic sold in stores and barber shops. Prisoners have resorted to all sorts of things to obtain a little alcohol. A lot of people have been poisoned because unscrupulous people have cut moonshine with dangerous ingredients. Recently, a well-known personality has been hospitalized because she drank rubbing alcohol.

The church in Europe evidently doesn't frown on alcohol. I visited a monastery on the outskirts of Rome where the monks made a very delicious licquor. It was quite popular with friends back in Jersey.

With the high price of sugar and the hazard of detection moonshining is certainly on the decline but I would say it is a way of life that will never completely vanish from the-American scene. It's just not fair that them revenooers have all kinds of sophisticated detection devices including helicopters.

Thanks to a Scottish doctor named Jim Crow, who emigrated to the United States one hundred and fifty plus years ago, you can still enjoy white lightning at your favorite bar although it is aged in charred oak barrels, lesser proof and is called bourbon. Uncle Sam will be happier for he got his cut without lifting a finger making it, advertising it, distributing it or being blamed for it.

GOLF CLICHES Crowding the Ball: Standing too close to the ball can be embarrassing - especially after you have swung at it.

Chip Shot: A short approach of low trajectory. Also an insult by an Italian.

That's a cheapo.

43

[As kind of a sequel to our article on moonshiners, the following is condensed from an article appearing in the Washington, NC, Daily News of 9 December 1989] Benson - John Orvin West was philosophic when he was charged with making illegal liquor in the state's largest moonshine raid in 15 years. The sting operation was called "White Lightning".

West said he had been in business 10 years. Agents said West's sparingly stocked country store was a front for a liquor bottling operation. In the front room of the concrete block building, a few fishing lures, several bottles of hot sauce and a few canned meat products looked lonely on the shelves. A back room was crowded with gallon jugs of grain alcohol and empty soft drink bottles which, when filled with liquor, sell for about $3, they said.

[Also, near Elizabeth City, NC, there is a man who was caught many times making whiskey. This entrepeneur now has a thriving and successful business manufacturing stills for sale.]

TARPA Mexican Cruise 10/89 Some of our guys horsing around waiting for our TARPA horse to win the race.

(Sent in by Vic Hasler)

Evelyn Fermer George Miller Getting ready to win at Bingo!

44

HERSHEY REUNION SHOULD BE INTERESTING! [Dick Beck sent us the following article by P.M. Mayfield in the Orange County Register, 30 November 1989. Dick says "everything in this article is true. I was born in Philadelphia and travelled this country many times with my Dad".]

The people commonly referred to as Pennsylvania Dutch are actually members of several different Protestant groups who began settling in Pennsylvania's Lancaster County about 300 years ago. Not a one, however, is from the Netherlands.

They are of German and Swiss descent, and they came to the new world at the invitation of state founder William Penn, a Quaker, who was conducting a "Holy Experinent" with freedom of religion and thought.

The Dutch appellation is colloquial, and could be a mistranslation of Deutsch, the Germans' name for themselves, or Duitsch, the dialect spoken by many of them.

Of the various groups, which include Mennonites, Dunkards and Moravians, among others, the most recognizable is undoubtedly the Amish, called "plain people' for their modest dress and their practice of shunning worldly things such as electricity and public school.

Pennsylvania Dutch folk art, handmade quilts and so-called "hex sign" barn designs are nearly as well known as their famous "groaning boards", enormous meals served family style on long tables.

All the groups share a strong cultural tie to the importance of food, its preparation and consumption, even if there is a difference in their particular habits. They eat well and hardy, sometimes with a break for dessert in the middle of the meal.

"Better a burst stomach than wasted food" is a revealing Pennsylvania Dutch aphorism.

Cookbook author Betty Groff remembers "stack pie", a party treat of several pies stacked vertically and cut into at one time, to give a taster of every one to the lucky eaters.

Two-crust pies are thought by some to be a Pennsylvania Dutch invention, as is angel food cake, possibly conceived as a way to utilize all the many egg whites left over from making homemade noodles with the yolks. Pennsylvania Dutch cooks pioneered canning and other food preservation techniques, talents which probably gave rise to their traditional seven sweets and seven sours - usually not really seven of each, but a healthy assortment of sour pickles and relishes and sweet condiments, preserves and jellies to complement the meal.

Most of their cooking reflects its Germanic heritage,easily seen in the use of sauerkraut, homemade egg noodles and sausages. But these foodwise people were quick to assimilate and make use of native American ingredients, too, such as corn, fresh and dried, as well as exotic spices such as saffron. And pork - of the pig it is said the Pennsylvania Dutch use everything but the squeal.

The traditional Pennsylvania Dutch diet is a heavy one, ideal for sustaining farm families during physically strenuous workdays. This is especially striking in comparison with modern dietary expectations - a meal might include two meat dishes, cake and pie and starches in several forms - potatoes, noodles and dumplings might appear on the same table. The many varieties of vegetables raised by the settlers were boiled at length,and then might be cooked additionally in butter and cream.

A diet that includes such indulgence on a daily basis is not realistic for most of us. Still, there is a lot to learn from the Pennsylvania Dutch table.

There is wisdom in occasionally cooking a dish or two from their repertory and reflecting on the new world bounty that fueled their traditions. Generosity, family and celebration of abundance are timeless ideas worth renewing.

45

THE MARTIN AIRCRAFT

46

THE MARTINS 1950-1951

by Ed Betts A NOTE BY THE AUTHOR: Before continuing with the Martin story I'd like to make an explanation of what is to follow. About 200 pilots and former members of the TWA engineering, overhaul and maintenance departments helped me with the input by letters, tapes and phone calls. After about 40 years since these events took place, many confessed to a hazy recollection as to an exact date (many logbooks are buried deep in an attic or have been disposed of) so this probably will not be in a chronological order. It will be an estimate on my part as to where this fits in with the Martin story. Also, quite a number of the pilots almost apologized that they could not help with the input or stories; they spent hundreds, or thousands, of hours flying the Martins with a routine operation. With a few exceptions, the consensus was that the M404 (not necessarily the 202A) with the P&W R28000B-16 engine was a great airplane to fly, a challenge and lots of fun (when everything was working according to the Flight Operations Manual). All of immediate post-WWII commercial aircraft or engines had many initial "bugs"; the Martins, in the early stages, had more than their share.

(Ed Betts) The first part of the Martin story began in the May 1989 ' Topics' with a review of what aircraft and engines were available or proposed to the airlines in the post-WWII years. TWA's choice of a twin-engine aircraft to replace the DC-3 for short haul flights had narrowed down to the Martin or Convair. Martin had proposed a larger version of their Model 202 (40 passengers) which would be pressurized, Convair already had their Model 240 in production. Both airplanes used the new P&W R2800 engines which were rated (wet) at 2,400 hp .

Howard Hughes requested a series of competitive demonstration flights between the two companies and the results were to be a secret between the three parties involved. A Model 202 Martin, similar to one currently in use by NWA, but with modifications, was used to simulate the Model 404. A major modification was a new step splice, or joint, which connected the two outer wing panels to the center or main spar.

A NWA 202 crashed on 8/29/48, in a thunderstorm or turbulent conditions, when a outer wing panel broke at this joint. Investigation found several of NWA's 202s had evidence of metal fatigue or minute cracks in this critical area. The immediate fix was a modified and beefed up joint, but the stigma had already been created that the Martin was a "jinxed" airplane. TWA's engineers, headed by Bob Rummel, were satisfied the new joint would be as safe as any airframe currently designed. The Convair outperformed the Martin in many catagories, such as speed with the same power and weight, but the Martin was far superior with the single engine flight performance on takeoff (at 44,900 lbs ). It also had a lower stall speed (or warning of same) in all configurations of flaps and gear. TWA considered this important for operating in or out of airports with short runways. An agreement was signed on 2/22/50, for the purchase of 30 aircraft. Eastern, at the same time, ordered 60. Howard Hughes ordered one and the US Coast Guard two (in 8/5l TWA increased its order to 40, bringing the total orders to 103, which was the break-even number for Martin to possibly make a profit). Pending delivery of TWA's order, a separate agreement was made for Martin to build and lease to TWA (with an option to buy) ]2 of the modified 202 (36-passenger) version, dubbed the 202A. This model did not require a new CAA Type Certificate and deliveries of all 12 were promised within a few months. It was not pressurized.

The CB-]6 engine was brand new to the industry when they went on the TWA M202A. This engine had a new type of forged cylinder head, a 3" wider impeller which gave it much better altitude performance than its predecessors. The Martin engine cooling was far superior to that of the later-Model Convair 340, which re-

47

THE MARTINS

1950-

suited in lower cylinder head temperatures and better altitude performance than the same engine on the Convair. Also, with the introduction of the low tension ignition system there were fewer problems with a rough engine.

Two weeks after the agreements were made another NWA 202 suffered a fatal crash on 3/7/50, while making an approach to MSP. It was at night with a 900' ceiling and visibility 1/2 to 3/4 with fog and blowing snow. The wind was down the runway at 27mph with gusts to 40. What was known about the accident was that the plane was 128' below the ILS glide path and 650' left of the localizer when it struck a well-lighted flagpole, tried to go around and about 3.8 miles from the field the left wing panel separated. The subsequent CAB investigation found no fault with the airplane's structural integrity, particularly in the area of the joint (the flagpole hit the wing outboard of this area). The NWA pilots did not agree with the "probable cause" (pilot error). As far as the veteran passenger knew, from what he read in the papers, a wing had fallen off another NWA Martin 202, and he chose to fly in a DC-3 (or other aircraft) or take the train.

TWA's (Howard Hughes) choice of the Martin created a great deal of apprehension among the 'junior' pilots who would be flying the airplane in spite of assurances that all of the structural problems were corrected. TWA's engineers submitted their specifications, which included numerous improvements over the 202.

Jack LeClaire, who had an engineering background, worked on the cockpit specifications which included instrument locations and lighting arrangements.

As worked progressed at the factory Don Crowley and Mark Antes, from the ground school training, attended NWA's 202 classes and then were briefed by Martin at the Baltimore plant on the 202A differences. A team of maintenance instructors, headed by John McNelley, were checked out by Martin and P&W. Bert Cooper was in charge of Flight Training. Starting 7/25/50, and continuing through 3/1/51, a series of "Martin Grams" (bulletins) were periodically issued to the pilots and certain ground personnel describing the aircraft, engines and other pertinent information. Deliveries were ahead of schedule and TWA accepted the first plane on 7/14/50.

Jack LeClaire made the acceptance tests. It was delivered to MKC

by Bert Cooper and Martin Chief Test Pilot, Pat Tibbs. The plane was unpainted except for TWA's usual TWA red stripes and the logo of that circa. The delivery schedule was now: 4 aircraft in July, 4 in August and 4 in September.

TWA announced that scheduled flights would begin on 9/1/50. In the interim the "Buddy Club" (Flight Instructors) were checked out which included (alphabetically): Dick Colburn, Joe Imeson, Fritz Jenkins, Al Knudsen, Andy Lundin , Max Parkinson, Gale Storck, Roy Thrush, Busch Voigts and Bronson White. There were some pretty senior supervisor pilots (MKC based) giving line time such as Earl Fleet, Howard Hall and Les Munger. The course was one week of ground school and 8 hours of transition (3 landings for a copilot) followed by 30 hours line time with a supervisor.

For the DC-3 pilot it was quite a transition to the tricycle gear Martin which had nosewheel steering, reversible props and numerous other modern features. It was described by some as if flying a "pinball machine" with all of the warning lights and gadgets, switches and levers. For example: the DC-3 had 22 items on the 'before starting engine' check list (at an origination), the Martin had 44.

Before taking off with the Martin the fluxgate compasses had to be erected, the autofeather turned on and checked (and the manual feather), the usual runup and mag check, after the flaps were lowered a check of engine in high blower, turn on the ADI and fuel pumps, turn off the cabin heater fan, put the cowl flaps in

48

MARTIN COCKPIT

49

THE MARTINS 1950-1951

1

trail and "pour the coal to it". By contrast, the DC-3 pilots often made their engine runup check while taxing, were ready to go at the end of the runway and, without slowing down (if cleared for takeoff), were on the roll as the copilot (hopefully) put the cowl flaps in trail. TWA, however, had confidence in their pilots as the time allowed in the scheduled flying time for all flights was 5 minutes after leaving the gate to the time off; if over 5 minutes, the crew had to radio operations the reason for the delay (10 min for Connies or DC-4s).

The ADI (Anti-Detonate Injection) was a mixture of water and alcohol which was used with the usual full-rich gas and air combination burning in the engine for cooling during takeoff or a go-around when maximum power was needed. With ADI, the engine was rated at 2400 hp , without it the maximum was 2,050 and there were weight restrictions company dispatch would have to compute. Basically, the max takeoff weight for the M202A was 43,000 lbs wet (using 'ADI'), 40,000 lbs dry.

For landing it was 41,000 lbs wet and 40,000 lbs dry.

Auto feather was probably the most controversial feature with the Martin as it had to be in operation for every takeoff (except to ferry the airplane for repairs by a special dispatch clearance, and no passengers or nonrevs). A number of questions were raised why the Wright BD (2500 hp) engine wasn't used without the necessity of autofeather. George Rodney, engineer and testpilot with Martin during the development stages of the 202, had this comment:

The system created a lot of problems for the pilots and maintenance for quite a while after the 202As were introduced; one engine feathering on takeoff because of a system malfunction rather than an engine failure. There were also a number of embarrassing minutes following the pre-takeoff check when the engine feathered.

In order to restart the engine a mechanic had to be posted outside with a fire extinguisher (per a CAA regulation). S0000, there you sat, at the run up area waiting for a mechanic to arrive in a truck with the fire extinguisher and take his post while you started the engine again. The auto feather was turned off after lift off and a safe speed with the first power reduction, the ADI was turned off after reducing to climb power. A number of pilots confided that they never used autofeather unless there was a check pilot or CAA inspector aboard.

As mentioned in the introductory article with regard to post WWII aircraft, the Martins had two revolutionary features (compared to the DC-3) for the pilots to consider during and approach and landing, or when the flaps were extended. One was the excellent center of gravity range (CG), which eliminated the usual restriction where the hostess moved passengers to empty seat areas for takeoff or landing. This was due to the horizontal stabilizer arrangement which provided for automatic adjustment of the angle of incidence of the stabilizer with actuation of the wing flaps, thus, providing the best CG location during takeoff or landing. The TWA arrangement was quite an improvement over the original Martins that had a series of torque tubes connecting the flap drive system to the horizontal stabilizer. The old torque tube system was located under the cabin floor and was very noisy when operating. It was subject to breaking at an inopportune time for the pilot, leaving him with a very out-of-trim situation with the elevator controls. TWA's system eliminated the torque tubes and used a combination

50

THE MARTINS 1950-1951 electrical and mechanical system to adjust the stabilizer. On the 404 there was a red warning light on the forward panel to alert if the flaps and stabilizer were out of phase. Both the Model 202A and 404 had aileron boost.

Elias LeBoeuf (engineering) told about an early problem with this system. "The variable incidence stabilizer, operated by an electric motor, had a habit of freezing up during winter operations which rendered the stabilizer inoperative at the worst possible moment. We finally corrected the problem by ventilating the motor and controls to the fuselage and covering the mechanism with a rubber boot. The main cabin heaters were always becoming inoperative when flying in to icing conditions.

This was finally corrected by replacing the combustion air pressure regulator with a ventilated type."

Both model Martins had a built-in protection for the wing flaps which prevented them from lowering above certain airspeeds (or they would retract if this speed was exceeded) such as takeoff (]2.5 degrees) was 165 kts, approach (24 degrees) 1 30 kts and landing (45 degrees) 105 kts. The minimum landing speed at the max weight, with full flaps and 50' over the approach end of the runway was 90 kts.

It was the during the transition from approach to landing speeds when a number of pilots had their ego broken...if they were too fast the flaps weren't in the position selected, and when they did slow down the flaps extended which cause a higher nose attitude and a series of "balloon" type landings or bounces. As Ben Young aptly described it..."the Martin was not an airplane you flew, you aimed it.

On final approach you put the end of the runway 3/4 of the way up in the windshield and aimed it until touchdown, then on with the gust lock."

The Martins were accepted and introduced during the summer and fall months when there was not much occasion to fly in icing conditions. Another feature new to the TWA pilots was the hot air system for anti-icing the leading edges of the wings and tail. The pilots were used to the inflatable rubber boot system for de-icing. There will be much more to follow on this subject when discussing the winter operations and the M404.

The Martin was designed for a fast ground time at intermediate stops. The passengers would load by the rear steps while the ground service personnel utilized the forward door. If refueling was needed (and the equipment available) the plane had an underwing system which eliminated the need for ladders and climbing around in freezing weather (the standard overwing fueling was also availble). This almost developed into a tragedy on 8/30/50, when Gene Fox (later a maintenance instructor) was refueling for a pilot check operating from the KCK overhaul base. After unhooking the nozzle from the wing it was carried to the bumper of the fuel truck. The pump engine was engaged to supply power to reel in the hose and, at that time, some 8 gallons of gas poured out on the pump engine and it was ignited. He was able to disengage the clutch and stop the flow of fuel, but the fire had burned his hands, neck, face and ear. The truck suffered some damage, but not the plane, as his lead man extinguished the fire and drove the truck away. Gene was hospitalized for 8 days plus a month recovering from the burns. Following this incident TWA came up with a new procedure that required a check of the nozzle with a screw driver, after it was removed, which assured it was completely closed. Later, a nozzle was perfected that eliminated this check.

Prior to the inaugurating of service a series of publicity and demonstration flights were made to the stations (all east of MKC) that would initially have

51

THE MARTINS 1950-1951 Martin service. After the mechanics and ground service personnel were checked out there was the usual proving runs for the benefit of the CAA. Urb Kampsen, on dispatch duty at the time, told about John Collings' reaction to one which was set up to go MKC to DCA with a fuel stop at CMH. John asked: "why the fuel stop?"

When it was explained the plane didn't have the range to go nonstop he remarked: "What the hell kind of an airplane is this?"

Dick Colburn and Dave Richwine flew one of the proving runs (MKC-LGA-MKC) on 8/17-18/50, another was flown by Ed Flynn and Floyd Valentine.

There was little publicity given when service began...TWA President Ralph Damon was afraid the press would rehash some of the old NWA problems. Initially there were two daily flights (each direction) between MKC and LGA on 9/1/50 (I don't know the inaugural crews other than Ed Flynn flew one MKC-MDW-PIT-LGA). By late September, with all 12 planes in the fleet, there were 5 daily departures from LGA and one from PHL. All went by way of PIT and from there 5 flights landed at CMH and DAY enroute to MDW (1), CVG (1), STL (2) and MKC (2). Eastbound there were the same originating stations and enroute stops to LGA and PHL. The shortest flight (63 miles, 30 min) was between CVG and DAY, the longest (420 miles, 2:15) from PIT to MDW. Total daily (scheduled) flying time for the fleet averaged 66* hours, which was flying time for about 30 bid captains. The pay for a full month (85 hrs 1/2 day, 1/2 night) for an 8-year captain was about $3,200 a month, the same for the DC-4.

This compared to $1025 on the DC-3, $1,298 on the small Connies. Copilots still had no bid privileges (other than domicile and vacations) and were paid a maximum $570 monthly salary after 5i years (domestic). TWA initiated the "A" Plan retirement in May of 1950.

TWA personnel had been well briefed on the problems NWA had experienced, which included cabin heater fires, control problems in icing conditions and hydraulic leaks. On 9/4/50, just three days after TWA inaugurated service, NWA suffered another serious accident although there were no injuries or fatalities. Brooks Johnson (our RAPA President) was on his first captain trip on the equipment and was getting line checked by Ira Bortles. It was a hot day and both pilots had their side windows open as the takeoff roll was started out of Billings, Mt. In a short time after accelerating rapidly the cockpit suddenly filled with smoke and Brooks attempted to abort (the runway had a 2i to 3 degree downward slope) about the halfway point). What had happened, and unknown to the crew, was that the hydraulic (mineral oil in those days) fitting in the emergency brake system (at the accumulator) failed and was squirting fluid on the inverter in the area creating the smoke (there was no fire). A letter from Brooks tells what occurred in the remaining seconds during the abort:

52

MARTIN 202 ACCIDENT DESCRIBED ON PAGE 5 53

THE MARTINS 1950-1951 The NWA problems with the 202 continued for the net four months. On 10/13/50, a training flight crashed near Alemelu nd , Minn., following the right propeller reversal enroute, killing all six aboard. On 11/7/50, 22 lives were lost when the plane crashed into a mountain during an approach to Butte, Mt. Snow showers were reported in the area of the crash and the plane hit about 30' below the crest of a 8,250' ridge. NWA voluntarily grounded its remaining fleet of 202's for a week to inspect all center wing sections as there was possible turbulence associated with the weather. Another possible cause was the aileron controls as the plane had a reputation among the pilots for being "squirrely " with certain icing conditions. The CAB accident report, issued 6/22/51, found no fault with the airplane and blamed the pilot and NWA's operating procedures. Their recommendations were more of an edict and effective (retroactive) to early 195].

The CAB ordered higher ceiling and visibility minimums. The establishment of a concentrated pilot training program for all pilots. A comprehensive inspection of all NWA aircraft. Limited operations to 150 miles for 2-engine aircraft (225 miles for 4-engine) unless an airport having higher weather minimums was available within such distances and restricted flight schedules to allow sufficient time to accomplish necessary maintenance. These were all temporary restrictions pending the pilot training program and aircraft inspection. However, the 202's were out of the NWA operations by the time this edict was issued.

On 1/16/51, a flight experienced a sudden loss of control in cruise and crashed near Reardon, Wa., killing all 10 aboard. The were no positive clues as to the probable cause other than the crew radioed "they were out of control and going in".

The remaining fleet of planes were again grounded, however the NWA pilots had already announced they would never fly them again. They were parked until late in 1951, when they were either sold by or leased from NWA. During TWA's first winter with the 202A's there were numerous problems, either mechanical or with icing conditions. In February 1951, John Collings issued an operations bulletin with an order that no flights would be dispatched into a known or forecasted area where icing conditions existed. I don't have many examples of the very early problems, but here are a few: Joe Bartling told of one with auto feather which gave him the best view ever at the "Rudy Patrick Monument to Grain and Seed" (I think this might be a grain elevator near the old KC airport). On another flight he could not maintain assigned altitude between MDW and DAY with METO power because ice had built up on the wings so fast that the "anti-ice" couldn't cope with it. Joe also told how the prop reversers were good for dispersing fog, if needed: He had taxied out from MDW one night, but the fog was too thick for takeoff. It was now so thick he couldn't see to return to the ramp, but by reversing the props he could blow about 20' or 30' of forward visibility and, gradually, through this sequence he crept back to the ramp before the tanks went dry. Joe also told how he once set a record by going through two engine starters on a very cold morning, when the oil congealed and they overheated.

Bob Adickes told of an interesting trip (naturally it was at night and stormy) over Wheeling at 8,000' with the ice from the props banging on the fuselage.... with takeoff power he was barely able to maintain 105 kts until he was finally cleared to a lower and warmer altitude.

Ed Flynn told about a flight out of PIT when light buffeting occurred and the control wheel slowly started to roll to about the 45 degree position with the

54

MARTIN PASSENGER CABIN LOOKING FORWARD

55

MARTIN CABIN LOOKING AFT

THE MARTINS 1950-1951 aircraft straight and level. All that could be observed on the wings were several streaks of ice behind the leading edges and ahead of the ailerons. On another flight he had taxied out of LGA during heavy wet snow. The wings and tail were glycoled and watched carefully. The wind was strong from the NW and he was facing 90 degrees to runway 3] while waiting takeoff clearance. When cleared to go another visual inspection was made (the temperature right at freezing) and soon after airborne he discovered the rudder wouldn't move. The LGA weather was worsening and the PIT weather was clear, so proceeded there...all the time trying to loosen the rudder. PIT maintenance found the entire left side of the fin and rudder covered with ice and the gap between was solid clear ice. It was necessary to use 50 gallons of the hot glycol to remove the ice.

Dick Hempel was copilot with Will Knudsen one dark night and, after landing and reversing at Louisville, every light in the plane (including landing) went out.

The 202A had all electrical items connected into one master circuit breaker. He also mentioned that things got so bad that ALPA Council 3 (KC) had an emergency meeting to consider grounding the airplane.

Reggie Plumridge recalled how when TWA first got the 202A everyone, including himself, was afraid to fly in turbulence. One night between MDW and FTW he hit the worst turbulence he had ever been in (before or after) at a low altitude.

Several times he lost control of the plane and couldn't read the instruments... but the airplane held together. One of the passengers sent a note to the cockpit to settle a bet that at one time the airplane was upside down.

D.H. Smith checked out in 1/16/51, and told about one of his experiences after departing MKC on a night when the area was well-infested with thunderstorms. He had been cleared to maintain 3,000' on an easterly heading. Upon reaching this required altitude for temporary separation, the power was reduced and the plane was performing exceptionally well...it continued to climb, even with the power off, the nose pointed down and the gear extended! This smooth, but rapid rise, continued until reaching 9,500' and then all hell broke loose with hail, heavy rain, moderate turbulence and lots of cloud-to-cloud lightning. The Martin performed admirably.

TWA had one 202A damaged when it ran off the runway after landing at Louisville on 1 /20/51. On 2/19/5] another 202A was damaged when the gear folded after the landing at DAY. TWA was experiencing a number of malfunctions with the warning system at the time. Stan Corey was copilot with Dale Fulton and sent a copy of his report at the time:

57

THE MARTINS 1950—1951 Stan also told about another incident when he was copilot with Dale on 3/19/5], when they taxied through a lot of slush prior to departure on a flight from CVG to CMH. After takeoff the plane wanted to dive down and to the right when the flaps were retracted. By returning the flaps to the takeoff position, the problem was temporarily corrected. This was among many of the TWA pilot experiences with an unexplainable control problem due to an icing condition.

The 3/1/51 "Martin Gram" told how the public was accepting the TWA Martins with great enthusiasm. They liked the convenience of being able to carry on and off their own baggage, the low noise level, the comfortable and spacious interiors, the high speed in the air and the reduced ground time at intermediate stops. It also named a few 'annoying ' problems such as difficulties with the prop reversing mechanism (installing new blade switches), cabin heater difficulties (were being corrected by removing the combustion air blowers) and miscellaneous difficulties with such accessories as landing gear warning lights, the engine cowl flap mechanism, engine supercharger and carburetor system.

Einar Einarson (Overhaul) explained about the gear warning problems which were primarily with the nose gear because of the location of the position indicator switch box. Moisture collected in this area. When a suitable epoxy was developed this was sealed off. In the meantime the "pogo stick" was installed on the cockpit bulkhead and a hole was cut in the step up to the cockpit which allowed a view of the lock mechanism pushing. If it was not locked the pilot used the stick to push the nose gear lock plunger to a down and locked position. Einar also told how TWA tried to soften the main gear struts, which were as stiff as two telephone poles, by installing a hydraulic damper piston in the drag strut assembly. As far as the pilots were concerned, the M202A had a very stiff gear.

As mentioned before, the joint (or splice) that connected the outer wing panels to the main spar were of major concern to pilots who flew the Martins. TWA did not have a failure at this joint during the entire tenure of the Martin fleet, but it did cause extra inspection and care by the overhaul base. John Rouche, Structural Engineer at KCK, told about this:

John also told of a serious flaw discovered early with the 202A, the upper engine mount attach bolt. The mount was somewhat unconventional in that it had only 3 attach points to the firewall. TWA experienced one failure of this bolt during a landing (don't know the pilot or place), fortunately the plumbing and cables provided enough support to allow the pilot to taxi to the terminal where the unusual droop was discovered. The bolt was found to have suffered some corrosion and a fatigue failure. The fix involved reaming, a larger bolt and more frequent inspection periods.

58

THE MARTINS 1950-]951 "Murphy's Law" prevailed on one occasion; fortunately the takeoff was aborted before any damage was done. The ]5 gallon ADI tank and ]5 gallon alcohol tank were installed in opposite wing fillets; there was always concern that a switch in service would happen, and it did happen at MKC. On the takeoff roll when the ADI cut in the engines torched badly along with a very noticeable drop in power which led to the abort.

A letter from Bill Murphey summed up the situation at the time. He checked out as c/p in August of ]950. Later he tried to drop his qualification on the 202A because the airplane had such as bad reputation (NWA problems). On the day his landings (3 in 90 days) expired he was assigned a trip, refused to take it and was fired by his Chief Pilot, Jim Eischied. Thanks to the efforts of Ray Johnson, Ed Breen and others, he was "unfired" the same day. About the same time the pilots appealed to the MEC for help with regard to the Martin problems and possible corrective action.

Many of the MEC members were flying the Martins at the time so there was little A committee of Bob Buck, Bob Adickes and Bill problem getting their support.

Murphey was formed to make an investigation and a report. They went directly to Martin and were surprised to learn from their engineering staff that many serious uncorrected problems still existed on TWA's aircraft. Following the committee's report the MEC held a special meeting to discuss the TWA pilot stand as a possible boycott or refusal to fly the Martin was under consideration. A letter from Floyd Hall describes what transpired:

59

THE MARTINS 1950-1951

As a result of this meeting a joint TWA-ALPA committee of Bob Buck, Joe Bartles and Arne Lundberg was appointed who would make an independent investigation and report on the Martin situation. Bob added how Arne's engineering background was valuable to this effort. They made recommendations for about 60 modifications.

Ralph Damon promised full company support.

Starting in March of 1950, there had been many changes in TWA's fleet when the first of 28 L749A Connies were delivered. The five Stratoliners were sold and DC-4's were shifting from the International Division to Domestic. Many of the pilots were qualified on all of the equipment: DC-3, DC-4, Martin and the three models of the Constellation. It wasn't easy to keep current with the required three takeoffs and landings every 90 days. Due for delivery in 1952 was the new "super" L.]049 model, which would require a separate rating. The new equipment hadn't increased the pilot ranks as the DC-3's were phasing out. There had been furloughs and many of those hired as late as July of 1948 never returned. Hiring resumed again on 5/14/51 and a total of 85 copilots were added during 1951, making a total of 1,04] on the system. "Dutch" Holloway was #1, and junior man was Vern Laursen, hired 11/26/5]. Vern was also TWA's youngest pilot as he was the last to reach age 60 (February 1987).

The first M404 test hop was on 7/11/51, by "Pat" Tibbs. Also under test was a new "white top" paint job for TWA. If it proved satisfactory the L1049's would be delivered with the same motif and the current fleet of Connies and Martins painted as they came through overhaul. A month later TWA announced that it had increased the order for the M404 from 30 to 40 aircraft.

However, the KCK overhaul base received a severe blow on 7/13/51 , when the rampaging Missouri and Kaw Rivers overflowed the dikes protecting the airport and flooded the area. There were 1] TWA planes in for overhaul and 6 were hastily prepared to evacuate.

One 202A was among those unable to fly and was damaged.

Clarence Kulp with a Connie (a mechanic was copilot) flew the last plane to escape...just ahead was Glen Knudsen (also with a mechanic as copilot) flying a Martin. The runway was very wet and, according to Clarence, the 202A used all of the runway and, just at lift off, one engine had a big backfire. He thought they had "bought the farm", but it was a successful evacuation. John Collings had issued an order that nobody was to take any chances by ferrying planes out of the already flooded airport. Later, according to Urb Kampsen, crew records requested the names of the pilots...Urb filled in "Smiths" for the unknown copilots. When Collings looked over the reports he remarked that there were a lot of "Smiths" with the airline, and with a smile complimented all for a job well done.

Bob Buck included a copy of a letter Ralph Damon sent the 3 committee members which illustrates the company cooperation at the time. This is dated 8/21/51:

60

THE MARTINS ]950-]951

The TWA pilots had been stalemated with contract negotiations since early ]950.

Karl Ruppenthal was MEC Chairman; negotiating were Dave Kuhn, Fred Austin, John Murphy and Dick Ruble. On 10/]]/5], a contract was finally signed that had many of the senior pilots complaining that they were "sold down the river". Copilots (after 2 years) had full bidding privileges and they were on increment pay (the same base scale as captains + 48% of the applicable flight pay). Copilots were no longer considered temporary apprentices...it could be (and was) years in the right seat for a large number. Although there was no big increase for the Captains, all pilots received a flat $100 a month retroactive pay.

The M4O4 received its CAA certification in October and a month later the first plane was accepted and delivered by Jack LeClaire (Jack accepted 11 of the 2O2A and 36 of TWA's 4O4s) to MKC. The TWA ground school and "Buddy Club" were more than just busy with all of the training: new copilots, 749A Connies, qualifying pilots new to the Martins (both models), checking out those already qualified on 404 differences, copilots or pilots who were bidding different equipment (or transferring to or from International) and the usual semi-annual proficiency checks. TWA had ]2 M404s by the end of 1951, the remaining 28 were due

by June of 1952. Both TWA and EAL planned to inaugurate service in mid-January of ]952.

One important test flight by "Pat" Tibbs was witnessed by a group that included Floyd Hall, Bob Buck and Bob Adickes from ALPA. The TWA representatives included Clarence Robey, Jack LeClaire, Russel Rourke and Gordon Granger. This was to demonstrate a single-engine takeoff with a maximum gross weight of 44,900 lbs.

The original certified weight was 43,750, but the M4O4 received a new certification by the CAA. ALPA wasn't convinced, particularly if the temperature and humidity factors were considered at a high elevation airport. On the day of the tests it was 92 degrees with a high humidity at Baltimore. On the takeoff roll the engine was cut at V1 (the point of the decision to abort or continue), it autofeathered and, according to several of the men observing from the ground, with little climb staggered around for a landing. Bob Buck remarked: "A brave guy indeed!".

Russ Rourke had been with P&W during WWII as a service engineer and came to TWA in 1945 as a planner (in later years was VP-System Planning). He had observed the first takeoff and reported the takeoff distance to V] and initial climb was acceptable, but from there on it was marginal. On the next flight he sat in the jumpseat and reported it wasn't as frightening from the air; for more altitude it would be necessary to use full takeoff power (with water injection) instead of METO. However, the CAA wouldn't go for the additional time (more than the 2 minute maximum) without increasing the water injection tankage. The pilot group wouldn't go along with the increase in weight (and certain company reps were in agreement) and TWA operated the M4O4 at the 43,650 max during its entire tenure

61

THE MARTINS 1950-1951 with the company. Eastern, however, operated theirs at the CAA maximum 44,900.

It should be noted that Eastern didn't operate out of some mile-high airports such as ABQ. If compared to today's jumbo jet weights this 1,250 lbs difference appears trivial, but it was important to TWA's marketing as it could mean the difference of 7 or 8 passengers if a high fuel load was necessary for a flight, or it could be a restriction for "fueling through" at an intermediate stop.

The alternative would be a maximum of 5 minutes (3 of them dry) at full takeoff power.

The Martin design permitted excellent engine cooling compared to other commercial aircraft of that era. Norm Parmet, Power Plant Engineer (later VPEngineering) told about TWA tests to have this raised to a 5 minute limit. Norm was no stranger to the Martin aircraft, he was a B-26 pilot in WWII.

I am not certain of the timing, but Norm Parmet had the task of correcting the autofeather problems during the early stages of the M202A. The system pickup was mounted on the front of the engine and was a hydraulically operated device connected to the engine torquemeter system. A hydraulic line was connected to this device and routed over the cylinders to the rear of the engine, where the hydraulic signal was converted to a signal to feather the prop in the event the pressure in the line dropped below a certain value. TWA had a number of cases where the external line froze causing an autofeather to occur. The correction was to change the line where it connected to the pickup on the front of the engine. It was rerouted to the base of the cylinders where the surroundings were much warmer. Later, the line was replaced with one having an electrically heated blanket and the problem went away never to reappear.

Russ Rourke also included an observation about stall characteristics. I realize a lot of this is technical, but it certainly helps describe what we were flying back in those days. Quoting Russ:

62

THE MARTINS 1950-1951 It was not exactly "Murphy's Law", but one incident was certain to happen, and it did happen on ]2/8/51, when a M404 training flight landed at St.Joseph (Mo), with the gear up. It was often the practice by the instructor on a transition flight to disarm the aural warning in the cockpit that the gear wasn't down and locked when the power was reduced with the flaps extended. The loud horn could be a distraction when practicing stalls or other maneuvers where the gear was not required to be lowered. Roy Thrush was the instructor pilot during a training flight when the gear should have been down; nobody, including another pilot in the jumpseat, realized the mistake until it was too late and a smooth belly landing was made. The training procedures were changed and the aural warning system was not to be deactivated.

George Falkner and Dick Hempel were pilots on one of the M404 proving runs from MKC to DCA and return; both men wrote me their reflections about the trip and I will try to combine their accounts...it was a lulu! The load was about 15 observers, half were CAA and the others from TWA or Martin. Ceilings were 200' to 400' with fog and freezing rain from STL east. About half way to STL!. the antiicers were turned on, they didn't work, so returned to MKC for a plane change.

It was later determined the wiring was backwards so the systems could not operate. No problem on the second attempt to STL, but Terre Haute was below limits on the next leg so proceeded to IND. Dayton was the next stop, but it was below limits so proceeded to CMH. However, over DAY the cabin compressor broke which required an emergency decent enroute to CMH. The next stop, Wheeling, was below limits so the flight was cancelled for the night. The next morning it was off again to DCA. The weather was fair. However, when taxiing out, it was discovered the flight controls were still locked with the unlocking lever swung aside.

A Martin rep on board, Phil D'Ambarogi, was summoned to the cockpit and he tore down the side panel and re-adjusted the mechanical levers which locked the controls...another delay, and on to DCA. Next day they returned (same route, the weather good), but leaving DAY they had a red gear nose light after retraction.

They cycled the gear several times and, in any position, the light remained on.

George decided to proceed direct to MKC. The passengers were briefed for a possible gear collapse after landing. This included removing the emergency exits ( windows) which made the cabin very noisy and cold, the passengers cinching the seatbelts tight and bending over with a pillow on top of their knees during the l anding and the emergency equipment standing by. The landing was without incident. The CAA approved TWA with the M404, although they did frown on the Martin man fixing the lock controls instead of a TWA mechanic. It was later determined a 25¢ micro switch was the fault with the gear warning light.

Another note by the author: this second "chapter" about the Martins has been a rather negative description of what was basically a fine airplane (and engine) and probably too technical (I'd like to take the CAA written exam again). There were more than the usual teething "bugs" experienced when a new airplane was introduced. Much credit goes to our ALPA representatives, TWA engineers, maintenance (and instructors), check pilots and the line pilots for making the airplane "airworthy". A great deal was learned the hard way, by experience. Also, many thanks to the TARPA members who answered with their help...I didn't have a chance to answer each of you personally. More of your input is to follow. I had a lot of help from many other sources, including (alphabetically): Bob Adams (Electronics), Marc Antes and Warren Berg (ground school), John Bing, Einar Einersson , Gene Fox, Harry Gann (Douglas Aircraft), Keith Hagy (ALPA Eng'r.), Brooks Johnson (NWA), Elias LeBoeuf, Lee Maupin, Norm Parmet, Les Patt, Jon Proctor, John Rouche, Russ Rourke and Bob Rummel.

TO BE CONTINUED: TWA and the MARTIN 404's

63

THE 'WHEELS' DURING THE EARLY MARTIN YEARS Soon after Ralph Damon took over as the TWA President, on 1/1/49, there numerous changes in the organizational structure, particularly with the consolidation of Domestic and International operations. A new OPERATIONS DIVISION was created and headed by John Collings. A very partiallist of the staff in this division who were in top management positions in late 1949 through 1951 (or later), the period when the Martins came into the TWA picture, read like this: Asst. to VP Operations Chief Engineer Resident Engineer Gen'l Communications Mgr. Gen'l Operations Mgr. Asst. Gen i i Ops. Mgr. Director Flight Ops. Asst. Dir. Flight Ops. Mgr. Flying Domestic Mgr. Flying International Mgr. Flight Engineers Mgr. Flt. Radio Oerators Mgr. Navigators

David G. Smith Bob Rummel Ralph Ellinger Paul Goldsborough Frank Busch Ed Minser Paul Frederickson Wally Murray Clarence Robey Bob Springer R.'Lewie' Proctor W. O.

'Sailor' Davis

John Larson

Mgr. Meteorology Mgr. Flt Dispatch & Planning Mgr. Flight Training Dir. Passenger & Cargo Srvc.

Asst. Dir. " " Mgr. Commissary Service Mgr. Ground Service Asst. Mgr. " " Director Stores Dir. Engr'g & Maintenance Mgr. Production Control Mgr. Inspection Mgr. Planning

J. A. Browne Hal Hess Bert Cooper Cliff Mutchler Vin Stott V.H. Vince Don Heep Battle Joyner Jim Shaunty Ray Dunn Ed Zak F. T. Jaques Bill Neff

There were five REGIONAL OPERATIONS, which read like this: Middle & Far East Hugh Herndon none

Director Operations Asst. Dir. Operations Superintendent Flying Bob McReynolds none Asst. Supt. Flying Supervisor Flt.Eng'rs.

Don Marvin Supervisor Navigators Earl Koff Supt. Flt Radio Opr's H. M. Tidier Supt. Stores Roy Pell R. W. Lee Supt. Communications Supt. Station Service K. A. McGaha Supt. Hostesses none none Asst. Supt. Hostesses Supt. Pursers J. J. Huxley Supt. Flight Dispatch Bill Hussey Supervisor Meteorology none Supt. Maintenance J. T. Davis

European Larry Trimble none none none none none none Mery Callow R. A. Gratz J. C. Wilson none none (unfilled) Clyde Williams Ray Roda J. T. Davis

Atlantic Walt Smiley J. Tomlinson 'Red' Miller Jim Eischeid Harry Young R. Mansfield R. Goldthorpe R.W. Kloepfer H. H. Stevens E. C. Ball G. Entrekin J. Davis K. Echols Tom Poole R. Kollett Al Jordan

Central

Western

Cliff Abbott none 'Doc' Mesker MarV Horstman Art Eggiman none none L. D. Dodson W. A. Fuhrman Geo. Levering C. Grinter

Joe Bartles none George Rice Lloyd Olson Frank Parent none none Wm. Brenner C.Cunningham L.Vandegrift Mary Bullock Arlene Butler

E. E. Smith none Joe Bell Jim Todd 'Jim' Heimer

none Lee Flanagin Bob Green 'Hi' Crowther

The above was taken from an organizational chart printed in the 'Skyliner' in late 1949. The list does not include 'Swede' Golien (Ethiopia AL), 'Pat' Gallup (Engr'g test), Howard Hall (Asst.Supv Flying KC), Joe Carr (Cairo) or any of the local domicile chief pilots other than those listed as Asst. Supv. Flying. Also not included are the Captain Check Pilots or the '890s' who checked the copilots etc. There were also frequent changes, hence any omissions. There are a number of TARPA subscribers who were in management at the time, but I don't have a reference to their position or title, such as: Ed Burdette (Asst. to Ray Dunn), Paul Burke, John Clemson (Sales and Traffic), Jerry Condon (Station Mgr. LGA and DAY), Wally Ford (Station Mgr.) and Bob Montgomery (Regional Sales Director).

64

THE ALPA 'WHEELS' DURING THE EARLY MARTIN YEARS

The following list of TWA's Master Executive Councils (MEC) and Local Executive Council (LEC) members was given to me a number of years ago by John Gratz (when he was MEC Chairman). I hope it is correct. Unfortunately it doesn't list the many important committee members. Also, to conserve space, I had to leave out all of the councilmen (captains) and copilot representatives who were also part of the LEC's. There were a number of others, such as the secretary, who took notes, and the treasurers, who collected the dues, where I don't have notes...sorry.

1949 NEC Chairman Dave Richwine Vice Chairman 'Red' Foster Senior Copilot Rep. Bill Dixon Copilot Rep.

1950 'Chris' Carper Karl Ruppenthal Mel Rabeneck

1951 Karl Ruppenthal Dale Myers John Murphy

1952-4/53 Floyd Hall Ed Hall John Murphy

4/53-4/54 Ed Hall Dave Spain Bart Anderegg Harry Hoyt

'Red' Foster Ed Breen John Murphy

'Red' Foster Hal Sherwood Earl Heinrich

Ed Breen Earl Heinrich

LEC Chmn NYD (2) Vice Chairman

'Red' Foster Ray Johnson

Sr. Copilot Rep.

John Murphy

Ray Johnson 'Red' Foster John Murphy

LEC Chmn NYI (24) Vice Chairman Sr. Copilot Rep.

Fred Austin Jack Kennedy 'Chic' Dyer

Al Heath Jack Kennedy Raleigh Wirth

John Michelson Russ Morris Dick Ruble

Russ Morris Al Heath John Nunn

'Swede'Ericson Rene Pinel Al Huttenberg

LEC Chum BOS (41) Vice Chairman Sr. Copilot Rep.

Wally Rimpau Max Dail Al Wall

Wally Rimpau George Drew Al Wall

George Drew Max Wetherbee Al Clay

George Drew Gene Weibel Al Wall

George Drew Joe Grant

Al Kirby Bob Guss Sam Mariani

Al Kirby

Don Smith

LEC Chmn EWR (110) Vice Chairman Sr. Copilot Rep.

none none none

none none none

'Chic' Dyer

Ed Hoffman

Al Kirby Bill Howard Bill Howard Henry Michaels John Ferguson

LEC Chmn CHI (25) Vice Chairman Sr. Copilot Rep.

Roger Don Rae Roger Don Rae Chuck Tschirgi Lyle Hincks Bob Widholm Bob Widholm

Lyle Hincks Bob Widholm

Lyle Hincks Don Smith Jim McArthur

Chuck Tschirgi Harley Brubaker Del Richardson

LEC Chmn MKC (3) Vice Chairman Sr. Copilot Rep.

Dave Richwine Bill Kerr Bill Dixon

'Chris' Carper Busch Voigts Mel Rabeneck

Dale Myers Dave Spain Bill Dixon

Ernie Feazel Dave Spain Bart Anderegg

Dave Spain Joe Brown Bart Anderegg

LEC Chum LAX (4) Vice Chairman Sr. Copilot Rep.

Lee Danielson Dave Kuhn Eldrid Olson

Evan Lewis Lee Danielson Rex Bixby

Floyd Hall Dave Kuhn Rex Bixby

Arne Lundberg Bill Harrison Ed Lentz

Ken Woolsey Bill Harrison Rex Bixby

LEC Chmn SFO (69) Vice Chairman

Karl Ruppenthal Bob Overman Al Lusk

Ed Hall Dan Medler Bill Burgner

Ed Hall

Frank Sargent

Sr. Copilot Rep.

K. Ruppenthal Bob Overman Bill Burgner

Frank Sargent Bill Burgner

(none listed) Jim Hager

LEC Chmn DET (84) Vice Chairman Sr. Copilot Rep.

John Carlson Ted Neja Bob Reid

Bill Ashcraft Al Headstrom Billy Runkle

Jim Wheeler Al Headstrom Ed Martin

Jim Wheeler Al Headstrom Hadley Ray

Jim Hammonds Al Headstrom Russ Drosendahl

Bill Judd Bob Cummings Harry Hoyt

Bob Cummings Joe Bartling Harry Hoyt

LEC Chun Cairo (63) G. Fitzgerald Vice Chairman Bob Brower Sr. Copilot Rep. Bill Greer

Bob Cummings Bob McReynolds Cliff Dombrowski Bob Cummings Roger Salmonson Roger Salmonson

On 7/16/51, Dave Behncke was no longer President of ALPA. Clancy Sayen took over on 10/20/52.

65

Dear A.T.: In the list I made of the early Chief Pilots at LGA (November 'Topics') I had a question mark where Ray Wells was included. Ray was in this position, from March 1942 to September 1943, before he went to KC as Supt. Midwest Division.

Rudy Truesdale corrected me on the first flights in and out of LGA (the same article) in that he (c/p 'Bud' Gorman and hostess Gallmeier) was on Flight 18 (CHI-PIT-EWR). He was 'bumped' by Jack Zimmerman and 'Pat' Gallup at PIT. The supervisors took the flight on to EWR...Rudy and crew deadheaded on a later flight. They arrived EWR in time to witness the departure of Flight 18 to LGA. It seems that American had already called for a taxi clearance, also headed for LGA (North Beach), but Zimmerman pulled a fast one. He requested, and received, a clearance for an immediate takeoff from the TWA aircraft parking area and was the first to arrive at LGA. Later that morning Rudy ferried a DC-3 to LGA and originated Flight 3] at 10:26am on the 2nd. He wasn't the first (AAL probably had the honor). I don't doubt Rudy's account of this but the American Air Mail Society's catalogue of first day flight covers has a different version. They get all of their information (airline, trip number, times, amount of mail etc.) direct from the US Post Office. The airlines, as a courtesy to the AAMS, supply the pilot's name. Quoting from the AAMS with regard to TWA's first westbound operations: "The first outward dispatches for the route (TWA's CAM2) were to be by trip 1 of December 2. However, this trip was cancelled due to weather and mail was actually dispatched by trip 3 scheduled to depart at 11 :25pm. However, it departed at ]:05am on December 3rd (L.M.Williams the pilot)."

I hate to argue with Rudy as he might not give me a landing the next time around. Maybe his flight didn't carry any air mail aboard, or the Post office was in error.

One of the best and most well known American humorists of all time was the immortal Will Rogers. His daily newspaper column was nationally syndicated that expressed his home-spun opinion on current events, especially Washington politics. Will also traveled a lot for his public appearances and was often a T&WA passenger...a "frequent flyer" in today's lingo. Dave Thomas sent me a clipping, dated 7/25/35, from the Malad (Idaho) 'Enterprise' which had one of Will's last articles and his comments on flying. Dave, in his letter, remarked how Will's style and Dave Kuhn's have a similar regional nuance along with that of Mark Twain's, very disarming, but at times with a long needle. Quoting one paragraph from Roger's article (via the 'Enterprise') which was written from his home in Beverly Hills. Calif.

Ironically, less than 3 weeks after this was written, on 8/15/35, Will and Wiley Post were killed in a crash near Point Barrow, Alaska. The plane was a single-engine Lockheed 'Orion' formerly used by TWA on the all-mail flights and was sold to Post after the DC-2s were introduced in 1934-35. Post had just completed a number of experimental flights in the stratosphere with his own "Winnie Mae" under the auspices of TWA. 'Tommy' Tomlinson continued these experiments; first with the DC-] and later the Northrop 'Gamma'. startina in September 1935 .

66

TWA FLIGHT OPERATIONS 1989-1990 submitted by Ed Betts Starting about the time of "Buck" Pratt's retirement in mid-October of 1989 , as the General Manager-Flying STL, there have been numerous changes in the Flight Operations staff which will be of interest to our TARPA members. What I will be listing is very unofficial and I hope that I am correct with the information as there has been no company announcements of these changes to use as a reference other than the quarterly publication 'Flite Facts' and the monthly Flight Crew Domicile List. The organizational structure looks like this with the beginning of 3990: Ron Reynolds Jay Colpitts Wayland Johnson

Sr. VP-Flight Operations VP-Flying Director-Flying

Sal Fallucco VP Safety-Eng'ring George Andre Director " "

Vern Laursen retired and Clark Billie took his place in STL as the VP Training and Standards.

The three domiciles now have the following staff: JFK LAX General Manager-Flying Wally Moran Jim Bowers Manager of Pilots Wendell Rone

STL Fred VanHoosen Rex Pitts

With retirements during the year 1989 and other attrition there are quite a few changes in the annual seniority list of pilots and flight engineers. At the end of 1989 there were approximately 3735 on the list, which included those in the initial training and 189 who had already retired or left the company.

Assuminq no further changes the January ]990 list will be: The number one pilot (#2 on the list) is Charles Cushing (hired 7/28/52) until he reaches age 60 on February 21 . Jim Mock (#4) will be the number 2 pilot for a week (to J/7/90) followed by Mark Guthrie, Bill Reese and Bob Morgan. There is an unusual cluster of five pilots all hired on 4/4/55, who will be numbers 9 through 13...John Clear, Louis Spasiano, George Stiteler, Frank Damiani and Ron Reynolds.

Earl Jezek, also hired on 4/4/55, is #8 and flying as F/E. Way back, in 1963, when the Feinsiriger agreement was made between TWA, ALPA and the FEIA that guaranteed the third seat in jet aircraft to the A and A-1 flight engineers there were 688 men who were included with the contract. Starting 1990 there will be (about) 52 still employed, 20 flying as Captain.

F/E Tony Gatty heads the list (about #86) and Capt. Bob Farley (about #157) is the junior man.

On ]2/]/89, Tony was the second TWA employee (Bill Dunlop was the first) to receive the 50 year pin.

Another note on the 1990 seniority list is the number of second generation pilots, most are (as of the November J989 domicile list) based at STL flying the DC-9. My apologies for those I miss, my ignorance. These include (alphabetically): Bill Ashcraft, Nick Carter, Joe Decelles, Byron Eberts, Ken Fairchild, Don Gerling, Paul Gerling, Jim Hammonds, Jeffrey Hoesel, Stephen Hoesel, Bob Manning, Jim Mehew, Joe Orr and Tom Solomon. All except Jeff Hoesel and Jim Mehew have checked out to Captain, three in 1989 (Ashcraft, Carter and Hammonds; all hired in late 1966). Joe Orr will be #15 on the 1990 list (hired 5/2/55).

A good friend to all our TARPA members, Bob Dunn, will retire at the end of the year. Bob started out with TWA on 10/27/53 as a baggage handler at SFO. A year later he was in crew schedule and in 1960 was in the Flight Operations staff at MKC. In 1964, the staff moved to 605 in NYC where Bob eventually was Manager of Flight Crew Contract Administration. In J970, he transferred to LAX as Manager of Flight Crew Administration.

67

CONTEST - WHO IS MYSTERY MAN? Lum Edwards sent us the above picture and says; I purposely did not mention the enclosed picture in my letter but thought you might have some fun with it.

The fellow with the mike is Bill Allison, cruise director aboard the Royal Princess on a cruise from Barcelona to San Juan. The other fellow won first prize at Mardi Gras night aboard the ship as a "flasher". He is a member of TARPA and a clue to his identity is he was so close to the chairman of the New Orleans TARPA meeting that he could wet his pants. He pulled this on Bette and up so close she didn't know who it was. He received a bottle of Moet for his trouble. His wife wouldn't admit that she knew him.

68

RAILROAD BUFFS KEEP LINK TO PAST ON TRACK There is a growing movement around the country to rehabilitate steam trains that provide a window on the beginnings of the mechanical age.

Over the past 20 years, according to Popular Mechanics magazine, groups of amateurs have banded together to save and restore steam locomotives.

Some 1875 steam locomotives still exist in North America. Of these, about 110 are operable, and each one that is brought back on line represents the culmination of Herculean effort.

Last year saw the addition of eight working locomotives to the total, the best record card in years.

The Strasburq Rail Road of Strasburg, PA, boasts what many say is the nation's best-maintained stable of steam locomotives. The line owns 4 working engines and operates 2 more under long-term leases with the adjacent Railroad Museum of Pennsylvania. One of these, Atlantic No. 7002, is the locomotive whose sister engine set a world speed record in 1906 for a recripocating steam locomotive, hitting a top-end speed of 127 mph.

The success of the Strasburq Rail Road parallels a general resurgence of interest in steam railroading--a tribute to the pockets of private enthusiasts who will not let the old era die.

The steam locomotive is the antithesis of today's mocrochip technology. In the heyday of the locomotive, improving technology simply meant to build something bigger and stronger. Use more steel. Shovel in more coal.

"Everything is visible," said G. Fred Bartels, president of the Strasburg.

"Modern equipment is sterile and hidden under a shroud compared to a steam locomotive." Each raiload used to have its service shop and service manuals, much like an auto repair shop or airline maintenance office today. The manuals still exist, even if the shops do not, but there is a key difference.

"The railroads used locomotives strictly for production," said Gary P. Bensman, president of Diversified Rail Services of Fort Wayne, IN. "Today we want to restore locomotives and keep them in good running condition." In the back lot of the Illinois Railway Museum, Bensman found what he described as "a bare boiler sitting on wheels, solid rust from front to rear."

It was the 43-foot long hulk of a narrow-gauge steam locomotive that once made a top speed of 40 mph. If it could be restored, it would be perfect for the antique mall under construction by developer Robert Philippe in Frisco, CO. Benson determined it had been built in Philadelphia in 1875. A lifetime of patchwork welds rendered the boiler useless and the engine had to be rebuilt, practically from scratch.

The tender required simple repairs, the crew built a new cab on top of the engine, basing its appearance on old photographs. In the junkpile of a Toledo, OH, boiler shop, Bensman found an historically accurate whistle. He got gauges and a pop valve from various collectors.

After 11 months of work, ending in June, 1987, it was transformed into the 28-ton beauty rechristened "No. 13." It stands in Philippe's Antique Barn, behind a sign that reads, "If you break it, you've bought it - $85,000."

[The above was an AP article in the Wilmington, NC, Morning Star on 17 July 1989.

Incidentally, Strasburg is located just southeast of Lancaster, PA, and your editor plans to visit it when at Hershey.]

My father put me to work hoeing potatoes and after two hours of that hard work, I ran away. I entered the practice of law and I haven't had to do any work since."

- Clarence Darrow

69

E. C."LUM" Edwards 651 Trueno Ave Camarillo, CA 93010 December 30, 1989 Capt A. T. Humbles Rt 2, Box 152 Belhaven, NC 27810 Dear A.T.We have been quite busy for the last couple of months with TWA Seniors. At the end of August, we did the Mississippi River cruise out of New Orleans and many of the people on board were still talking about the TARPA group. I think we made quite an impression. They told me that they had to restock the bar at each port. This disproves the erroneous thinking that we were free loaders. As a matter of fact, in the caliope bar, that's the one outside on the top deck, there were very few times that at least one of our group wasn't on a bar stool.

At one of our cocktail parties we used three of the cabins and that was a ball. Katie Buchanan did the bartending.

T he people would come in one room, get a drink from Katie, go out on the veranda on through to another room and then back down the hall to start the whole thing over again.

The enclosed picture is of most of the group while we were docked at Natchez. In the front row from left to right is the Capt of the Mississippi Queen Garland Shewmaker, Mr and Mrs Lum Edwards ( the real ones) and Bette and Lum Edwards.

We met the real Lum on board and invited him to one of our cocktail parties. He was so impressed that he decided to throw one for the group. I told him that that wasn't necessary and he in no uncertain terms told me to mind my own business, "If I want to have a cocktail party, I'll have it and invite who I please." It was a ball and I think that he had as much fun as anybody. I have a lot of pictures from the cruise and will put them in a book and bring them to Hershey.

You're doing a great job on TRAPA TOPICS. Know it must take up a lot of your time but it also must be rewarding to hear how much every one enjoys it. Talked to Bob Dunn, Flight Crew Administrator at LAX, day before yesterday. He told me that he is retiring as of today and has already sent in his check to subscribe to TARPA TOPICS. He said that he has been reading someone else's copy and it really made it possible to keep tract of people he hadn't seen for some time.

Look forward to seeing you in April. My best to Betty.

TARPA CRUISE ABOARD MISSISSIPPI QUEEN April 1989 Contributed by Lum Edwards

TARPA Mexican Cruise KEN & NELL HIPPE "A flying lesson cruising at sea level can be fun".

Courtesy of TARPA cruise Director Vic Hasler.

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ORIGIN OF THE AIR FORCE SONG General Hap Arnold appointed a committee in late 1938 to come up with an Air Force song. In June 1939, Madeline Tinker and Mildred Yount were wearily going over some of the music submitted when a young man and his wife came to the door with his new song. They invited him in and when he played the piano they listened and were pleasantly surprised. The song was called "Off We GO' into the wild blue yonder. His name was Robert Crawford, a student at Princeton, who would later fly with the Pan American Air Ferries out of Miami during World War II. The announced decision of the official winner was made on 2 Sept. 1939, but the approval of General Arnold was given earlier on 19 August, 1939. The Air Force has its famous song!

[Copied from the Florida Aviation Historical Society newsletter.] *

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For the TARPA reunion in Hershey April 7-10, 1990 the chairmen of the golf tournament will be Roy and Esther Brister.

Chairing the tennis tournament will be Mickey and Betti Wind.

As they say in Pennsylvania, see you'ns there!

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ASPIRIN-FREE I NEED AN PAIN RELIEVER. AND DON'T. FORGET TO PUT AN OLIVE " IN IT!

Drinking tournament chaired

by Katie Buchanan of Nevada.

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THE SILENT WITNESS OF THE CHRISTMAS TREE Though critics of the Nativity scene would try to destroy the true meaning of Christmas, the silent Christmas tree emblazons the real meaning for Christmas.

The tree itself represents the cross on which Jesus hung as do the ornaments on the tree.

The evergreen tree depicts Eternal Life that everyone receives who believes in Him. The lights on the tree tell that He came as the Light of the World.

The gold expresses His deity; the silver His redemption.

The red trim speaks of His blood that was shed; the only thing of value enough to satisfy the Great Court of the Universe in payment for your sins and mine.

The gifts under the tree announce that He was the Gift that God gave to the world because He Loved us so.

"For God so loved the world, that he gave His only begotten son, that whosoever believeth in Him should not perish, but have everlasting life." (John 3:16) - Arlene Crisp Aaseby 1986 [Your editor thought the above was beautiful and was written by the lady from Blounts Creek, North Carolina, who wrote Old Carolina Tobacco Country.]

We met Mrs. Aaseby recently at an arts and craft show in the original Washington which is located 30 miles west of us. Evidently, she is a good Christian and a sizeable portion of returns from her book goes to her church. She told me 25,000 copies had been sold. Now I just ran across a note from her just after we printed the piece she wrote about wild huckleberry hunting. Her letter follows; "Dear Mr. Humbles; Thank you for the copy of your magazine. I enjoyed many of of the things in it.

But I laughed my fool head off when I read the selection from my book that dealt with the hazards involved in wild huckleberry hunting. It was even funnier in your magazine than in my book.

One hazard I failed to mention one had to watch out for was poison ivy and poison oak. Just think what the early settlers to this nation thought about that vine, especially if they inadvertently used the leaves for toilet paper while out in the woods. They weren't acquainted with those weeds in Europe since they did not grow there Those vines can be numbered with the many other plants that were found in the New World like tobacco, tomatoes, Irish potatoes and sweet potatoes.

You're doing a good job with the magazine. Let me hear from you again."

Arlene Aaseby, P.O. Box 100, Bounts Creek, NC 27814

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ANNE LINDBERGH, MARY PICKFORD & CHARLES LINDBERGH TAT INAUGURAL, 3 July 1929 74

AMELIA EARHEART DISAPPEARANCE STILL MYSTERY! Back in 1947 Amelia Earheart's mother, Amy, stated "Daughter on secret Navy mission in 1937".

A recent expedition in 1989 has turned up nothing further.

According to Earheart's flight plan, two tracks were issued; one to the news media, the second a seperate track over the Japanese Marshall Islands with two secret missions to "GET LOST", which would set off one of the world's greatest air/sea searches to help identify the Japanese fortifications of the Marshall Islands.

[Above gleaned from the Florida Aviation Historical Society newsletter] Picture at left of Miss Earhart flying as passenger with T & WA was a TWA file photo sent to us

by Ed Betts.

Golf Ball - The round object struck by the club. The USGA golf ball is 1.168 inches in diameter, weighs 1.62 ounces and costs about $1.50. By the time you are rich enough to lose one without crying you're too old to hit it that far!

Birdie - One stroke under par. Try to hit a birdie before one hits you.

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B O D Y S H O P

WATER

THE WONDERS OF BEING EIGHTY

By Rev. Whipple Bishop, 19 March 1952 Everyone wants to help carry your baggage, and help you up the steps. At 80 you can relax with no misgivings. You have a perfect alibi for everything.

Nobody expects much of you. If you act silly, it's your second childhood. Everybody is looking for symptoms of softening of the brain.

If you forget your name, or anybody's name - forget to fill an appointment, or promise to be two or three places at the same time, spell words wrong - you need only explain that you are 80.

If you spill soup on your necktie, fail to shave one side of your face, or if your shoes don't match, or if you take another man's hat by mistake, or if you carry a letter around a week before mailing it - it is all right because you are 80.

It is a great deal better than being 65 or 70. At that time they expect you to retire to a little house in Florida and become a discontented grumbling, limping has-been.

But if you survive until you are 80, everyone is surprised that you are alive and surprised that you can walk. At 70 people are mad at you for everything, at 80 they forgive you for everything. If you ask me - Life begins at 80!

[This was a long time friend of Parky's who passed away 2 years ago at 94!]

LAST WILL OF MR. FARMER I leave: To my wife, my overdraft at the bank - maybe she can explain it.

To my banker, my soul - he has the mortgage on it anyway.

To my neighbor, my clown suit - he'll need it if he continues to farm as he has in the past.

To the ASCS, my grain bin - I was planning to let them take it next year anyway.

To the county agent, 50 bushels of corn to see if he can hit the market I never could.

To the junk man, all my machinery - he's had his eye on it for years.

To my undertaker, a special request - I want six implement and fertilizer dealers for my pallbearers. They are used to carrying me.

To the weatherman, rain, sleet and snow for the funeral, please - no sense in having good weather now.

To the grave digger - don't bother. The hole I am in should be big enough.

enough justned to "I tide me over until I win the lottery."

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August 11th, 1987

CLIPPER PIONEER NEWSLETTER

A STORY ABOUT TWO BOYS

By A. I. Root This is a story about two minister's sons, who love machinery, and are interested in the modern development of science and art. Their names are Orville and Wilbur Wright, of Dayton Ohio.

These two, perhaps by accident, or maybe as a matter of taste, began studying the flights of birds and insects. From this they turned their attention to what has been done in the way of enabling men to fly. They not only studied nature, but they procured the best books, and I think I may say all the papers, the world contains on this subject.

When I first became acquainted with them, and expressed a wish to read up all there was on the subject, they showed me a library that astonished me; and I soon found they were thoroughly versed, not only in regard to our present knowledge, but every thing that had been done in the past. These boys (they are men now), instead of spending their summer with crowds, went away by themselves to a desert place by the seacoast. You and I have in years past found enjoyment and health in sliding down hill on the snow; but these boys went off to that sandy waste on the Atlantic coast to slide down hill too; but instead of sliding on snow and ice they slid on air.

With a gliding machine made of sticks and cloth they learned to glide and scar from a top of a hill to the bottom; and by making not only hundreds but more than a thousand experiments, they became so proficient in guiding these gliding machines that they could soar like a bird, and control its movements up and down as well as sidewise. Now, this was not altogether for fun or boy's play. They had a purpose in view.

Well, these two men spent several summers in that wild place, secure from intrusion, with their gliding machine. When they became experts they brought in, as they had planned to do, a gasoline-engine to furnish power, and made a little success with their apparatus before winter set. As soon as the weather would permit, their experiments were resumed the past season. You may have seen something in regard to it in the newspapers; but as their purpose has been from the beginning to the end, to avoid publicity, the great outside world has had but very little opportunity of knowing what is going on. The

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conditions were so different after applying power that it seemed at first, to a greatextent, as if they would have to learn the trade of guiding their little ship all over again.

At first they went only a few hundred feet; and as the opportunity for practice in guiding or controling it was only for a few seconds at a time, their progress was very These boys wanted to continue their slow. work and in a large level field in some out-of-the-way place.

I found them a pasture lot of 87 acres, a little over a half a mile long and nearly as broad. The few people who occasionally got a glimpse of the experiments evidently considered it only another Darius Green, but I recognized at once they were scientific explorers who were serving this world in much the same way that Columbus did when he discovered America, and just the same way that Edison, Marconi, and a host of others have done all along through the ages.

In running an automobile or a bicycle you have to manage the steering only to the right and left; but an air-ship has to be steered up and down also. When I first saw the apparatus it persisted in going up and down like the waves of the sea. Sometimes it would dig its nose in the dirt, almost in spite of the engineer. After repeated experiments it was finally cured of its foolish tricks, and made to go like a steady old horse. This work, mind you, was all new.

Nobody living could give them any advice. It was just like exploring a new and unknown domain.

Shall I tell you how they cured it of bobbing up and down? Simply by loading its nose or front steering- apparatus with cast iron. IL my ignorance I thought the engine was not large enough; but when fifty pounds of iron was fastened to its "nose" (as I will persist in calling it), it came down to a tolerably straight line and carried the burden with ease.

There was a reason for this that I can not explain here. Other experiments had to be made in turning from right to left; and, to make the matter short, it was my privilege, on the 20th day of September, 1904, to see the first successful trip of an airship, without a balloon to sustain it, that the world has ever made, that is, to turn the corners and come back to the starting-place. During all of these experiments they have kept so near the soft marshy ground that a fall would be no serious

August 11th, 1987

CLIPPER PIONEER NEWSLETTER

accident, either to the machine or its occupant. In fact, so carefully have they managed, that, during these years of experimenting, nothing has happened to do any serious damage to the machine nor to give the boys more than what might be called a severe scratch.

I think great praise is due them along this very line. They have been prudent and cautious. I told you there was not another machine equal to such a task as I have mentioned on the face of the earth; and, furthermore, just now as I dictate there is probably not another man besides these two who has learned the trick of controlling it.

In making this last trip of rounding the circle, the machine was kept near the ground, except in making the turns. If you will watch a large bird when it swings around in a circle you will see its wings are tipped up at an incline. This machine must follow the same rule; and to clear the tip of the inside wing it was found necessary to rise to a height of perhaps 20 or 25 feet. When the engine is shut off, the apparatus glides to the ground very quietly, and alights on something much like a pair of sled-runners, sliding over the grassy surface perhaps a rod or more. Whenever it is necessary to slow up the speed before alighting, you turn the nose up hill. It will then climb right up on the air until the momentum is exhausted, when, by skillful management, it can be dropped as lightly as a feather.

who made this last trip said there was no difficulty in going above the trees or anywhere he chose; but perhaps wisdom would dictate he should have still more experience a little nearer the ground. The machine easily made thirty or forty miles an hour, and this in going only a little more than half a mile straight ahead. No doubt it would get up a greater speed if allowed to do so - perhaps, with the wind, a mile a minute after the first mile. The manager could doubtless go outside of the field and bring it back safely, to be put in the little house where it is kept nights. But no matter how much time it takes, I am sure all the world will commend the policy so far pursued - go slowly and carefully, and avoid any risk that might cause the loss of a human life.

Since the above was written they have twice succeeded in making four complete circles without alighting, each circle passing the starting point.

These circles are nearly a mile in circumference each; and the last flight made, Dec. 1, could have been prolonged indefinitely had it not been that the rudder was in such a position it cramped the hand of the operator so he was obliged to alight. The longest flight took only five minutes and four seconds by the watch. Over one hundred flights have been made during the past summer.

Some of them reached perhaps 50 or 60 feet above ground. On both these long trips seventy pounds instead of fifty of cast iron was carried on the "nose."

The answer involves a strange point in the wonderful discovery of air navigation. When some large bird or butterfly is soaring with motionless wings, a very little power from behind will keep it moving. Well, if this motion is kept up, a very little incline of the wings will keep it from falling. A little more incline, and a little more push from behind, and the bird or the butterfly, or the machine created by human hands, will gradually rise in the air. I was surprised at the speed, and I was astonished at the wonderful lifting power of this comparatively small apparatus. When I saw it pick up fifty pounds of iron so readily I asked if I might ride in place of the iron. I received, by way of assurance, the answer that the machine would no doubt carry me easily. You see then I would have the "front seat" and even if it is customary (or used to be in olden times) to accord the front seat to the ladies, I think

Everybody is ready to say, "Well, what use is it? what will it do?" These are questions no man can answer as yet. However, I will give you a suggestion or two. The man

There are hundreds of queer things coming to light in regard to this new method of travel; and I confess it is not clear to me, even yet, how that little aluminum engine, with four paddles, does the work. I asked the question, "Boys, would that engine and these two propellors raise the machine from the ground if placed horizontally above it?"

"Certainly not, Mr. Root. They would not lift a quarter of its weight."

"Then how is it possible that it sustains it in the air as it is?"

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the greater part of them would say, "Oh! sit still, Mr. Root. Do not think of getting up to give us your seat."

At first there was considerable trouble about getting the machine up in the air and the engine well up to speed. They did this by running along a single rail track perhaps two hundred feet long. It was also, in the early experiments, found advisable to run against the wind because then they could have a greater time to practice in the air and not get so far away from the building where it was stored. Since they can come around to the starting point, however, they can start with the wind even behind them; and with a strong wind behind it is an easy matter to make even more than a mile a minute. The operator takes his place lying flat on his face.

This position offers less resistance to the wind. The engine is started and got up to speed. The machine is held until ready to start by a sort of trap to be sprung when all is ready; then with a tremendous flapping and snapping of the four cylinder engine, the huge machine springs aloft. When it first turned that circle, and came near the starting point, I was right in front of it; and I said then, and I believe still, it was one of the grandest sights, if not the grandest sight, of my life. Imagine a locomotive that has left its track, and is climb-

"I'm sorry, Mrs. Rafferty, but medical science has not come up with an operation to get the lead out."

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ing up in the air right toward you - a locomotive without any wheels, we will say, but with white wings instead, we will further say - a locomotive made of aluminum. Well, now, imagine this white locomotive, with wings that spread twenty feet each way, coming right toward you with a tremendous flap of its propellors, and you will have something like what I saw. The younger brother bade me move to one side for fear it might come down suddenly; but I tell you, the sensation that one feels in such a crisis is something hard to describe. The attendant at one time, when the rope came off that started it, said he was shaking from head to foot as if he had a fit of ague. His shaking was uncalled for, however, for the intrepid manager succeeded in righting up his craft, and she made one of her very best flights. I may add, however, that the apparatus is secured by patents, both in this and in foreign countries; and as nobody else has as yet succeeded in doing any thing like what they have done I hope no millionaire or syndicate will try to rob them of the invention or laurels they have so fairly and honestly earned.

The above was first published in Jan., 1905 in a Bee-keepers magazine. Mr. Root was obviously a good friend of the Wrights, a delightful writer, and a pioneer scientific bee keeper. ...Submitted by RAY GERBER

Capt. Bill Dixon says; I took these (pictures) on TARPA's Mexico cruise on the Island Princess, conducted by Captain Chuck Hasler and his lovely wife, Pat. It was Oct. 13-23, 1989, out of and back to Las Angeles. Weather and seas were perfect, except a bit warm in Mexico. [Bill also goes on to say, we are still hurting but cruise was good for us. Your editor adds that I am sure all our hearts go out to Bill & June in their sorrow over the loss of their 39 year old son.]

TWA CAPT. GLEN SMITH & SHIP'S CAPT. JOHN KING

HELEN & CAPT. JOHN CARLSON

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MEXICO CRUISE, TARPA TOURS

Left to right; F/E Bob Lasch Chuck Hasler Pat Hasler

Capt. Bob Milford Ruth Milford

It's inflation when a man has to pay $7.00 for a haircut that he used to get for $1.00 when he had hair. $ $ $ $ $ $ You know it's going to be a bad day when your birthday cake collapses from the weight on the candles. $ $ $ $ $ $ Two can still live as cheaply as one - if both are working. $ $ $ $ $ $

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The Horse and Mule live thirty years And nothing know of wines or beers.

The Goat and Sheep at twenty die, But never tasted Scotch or Rye. The Cow drinks water by the ton And at eighteen is almost done.

The Dog at fifteen cashes in, Without the aid of Rum or Gin .

The Cat in milk and water soaks, And then in twelve short years it croaks.

The useful, sober bone-dry Hen, Lays eggs for Wogs and dies at ten.

All animals are strictly dry, Teetotal live and quickly die, But sinful Plymouth Gin-full men, Survive for three score years and ten.

And some of us (though mighty few), Stay pickled till we're ninety-two.

CONTEST! Who are these two good looking ladies and where are they and what are they in the process of doing?

The only clue we have is what is evidently a TARPA name plate.

Will someone come forward and identify them?

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January 7, 1990

INFORMATION ON 1991 CONVENTION, COLORADO SPRINGS, COLORADO Co-Chairman Cliff Sparrow and George Long Plans for the 1991 TARPA Convention in Colorado Springs, Co., are shaping up nicely, says Co-Chairman Cliff Sparrow.

The Board has selected September 8-15, 1991 as Convention Week since there has always been somewhat of a problem, in the past, with the SENIORS and TARPA Conventions being so close together. Both Conventions should be better attended with a 5 month span between them. (also, it could be too cold in Colorado in April or May and Pikes Peak could have snow and impassable roads.) The actual member meeting days will be the 12th and 13th with the banquet being on the 13th.

The Convention headquarters/hotel will be the new Sheration Hotel with free bus service from the Colo. Spgs. Airport. Rental car service from both Colo Spgs.

The Hotel was preand Denver Airports is being arranged with excellent rates. viously known as the Clarion and is not to be construed with the Sheraton Inn in the north end of town. This complex was originally built as a 4 story motel, quite sprawling, with lots of parking space. It's very accessible and has plenty of in-house eating facilities and a number of eating facilities within walking distance, also others a mile and a mile and 1/2 away. 200 rooms will have refrigerators and hair dryers, so first come, first served for these particular rooms.

There will be plenty of parking space for all Motor Homes, but at the present, there are only 3 hook-ups available to use because of shortage of power for same.

Of course, by Sept. of 1991, there might be more. The price is $35.00 per hook-up and, of course, here again, first come, first served.

We will have our own Hospitality quarters which are quite adequate and, as always, Golf, Tennis, Trap or Skeet and Bridge will be available. The Pikes's Peak summit ride on the Cog Railway and a luncheon and tour of the Air Force Academy on Wednesday, Sept. 11th have already been arranged. Also, a cooking class luncheon on a LOW CHOLESTEROL, LOW SALT theme for anyone who is not participating in the athletic and bridge activities, men andwomen.

Many other tours are available along with local sights. There is so much to see and do in the Colo. Spgs. and surrounding areas. A post-Convention " Color Tour " of southwest Colorado, including the Royal Gorge, the Durango/Silverton train ride, Mesa Verde, Vail, Rocky Mountain National Part, Central City, etc. is also in the works.

The 1991 Convention should be a fun time with lots to do and see. Lots more on this after the 1990 Convention in Hershey, Pa. this April.

SEE YOU IN HERSHEY IN APRIL:

A. T. Feel free to "cut" wherever and as much as you wish. Don't really know how much CO-Joe wanted. Don ' t want to confuse the members with Hershey Convention. You do a great job. Hang in there!

Clifford V. Sparrow 84

FLIGHT ATTENDANT ASKS FOR UNDERSTANDING [Saw the following in the 25 October edition of the St. Louis Post-Dispatch] Dear Ann Landers: I work as a flight attendant for a major airline. I usually put in 60 hours a week. Our industry does not recognize holidays, so we work Thanksgiving, Christmas, New Year's and Easter without extra compensation.

We are expected to handle medical emergencies and psychological problems, serve meals, baby-sit and understand passengers who don't speak English. I have helped deliver a baby and taken care of a child who severed a finger playing with his father's pocket knife, given CPR to two heart-attack victims and saved a passenger from choking by doing the Heimlich maneuver.

Before going to work for the airlines, I taught psychology at a small college.

I am happy with my job and enjoy what I do. The down side is what I am writing about. Please, Ann, tell your readers that we are not responsible for turbulence, bad weather, delays, canceled flights and lost luggage. We do not plan the menus or prepare the food, only serve it. Also, we do not appreciate being pinched or being called airheads, bimbos and "girlie".

If you print this letter, thousands of hard-working flight attendants will be grateful. Sign me...

Based in Texas

If you help a friend in need, he's sure to remember you - the next time he's in need!

If you change lines, the one you left will start to move faster than the one you are now in.

WHEN SOMEONE ACTS LIKE A JERK, TRY BEING NICE. The world is full of jerks who cut you off on the highway, shove ahead of you in line and put you on "hold" indefinitely - but the best way to deal with them is to grin and be nice, says a phschologist.

Don't blow you stack. Politeness and kindness are your most effective weapons for dealing with a jerk. Smile and be polite, even if it hurts.

The next time a jerk's shopping cart nips at your heels, step aside, smile graciously, wave the jerk on and say: Be my guest!

If your newsboy has been tossing your daily paper ever which way, commend him for his aim and care. Numerous studies have shown that kindness worksthat when you're nice to a "no good", more often than not he is left feeling guilty and humiliated, questioning his own judgement.

Taking the role of nice guy put you in control. You walk away from the confrontation with a moral victory and enhanced self esteem.

And to minimize bad experiences with the jerks of the world, try being friendly to everyone. At every opportunity, smile and be friendly. Nod and say "Hi!" Introduce yourself to clerks, civil servants, mechanics and service people. Even jerks behave in a more civil manner to friendly people!

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[Following article by Michael Grant in the San Diego Union] Good morning, ladies and gentlemen, this is your captain speaking. Welcome aboard Trans World Airlines Flight 111 for New York.

Most of you will distinctly remember boarding Delta Airlines Flight 333 back at the terminal, but TWA purchased Delta as we were leaving the gate,and, ah, as long as they were changing the airline they changed the flight number too. We will experience a short delay while we pass by the hangar to have our fuselage repainted, and the flight attendants will begin our beverage service as soon as they have changed out of the Delta and into the TWA uniform.

Out the windows on the left and right sides of the aircraft, you will see we are taxing through a machine much like a car wash. It can repaint an airplane completely, in the colors of any of 27 airlines, in less than 10 minutes.

Incidentally, ladies and gentleman, we have something of a special occasion today. We are taking this fine old aircraft on its last flight, after its numerous years of dependable service. Your captain was a, ah, junior in college when this old bird - the third of its type ever built - rolled off the assembly line, and your chief flight attendant was 1 year old. After we land in New York, the old warrior will be ferried over to New Jersey and melted down for scrap. Just wanted you to know, ladies and gentlemen, this morning you are a part of history.

We'll be taxiing out for takeoff momentarily. For any of you who heard,ah, a "budda-budda" sound just now, it was a would-be hijacker being shot dead by one of our security staff on board. I'll just bring the aircraft to a brief, but complete halt, while we, ah, dump the hijacker. Then we'll be on our way. There are 31 of these security people on board, by the way, if anyone else gets ideas.

We've been cleared for takeoff. I don't need to remind you to fasten your seat belts. This is your captain again. We are climbing out of 15,000 feet toward a cruising altitude of 33,000 feet. You might be interested to know that during our takeoff roll TWA was purchased by American Airlines. While FAA regulations prohibit repainting of aircraft in flight, our breakfast service will be delayed slightly while our crew changes uniforms again. For people waiting in New York to meet you, our flight number is now 444.

The reason we are circling over Kansas is routine traffic over Missouri.

Because of peak-hour scheduling, all east-west and north-south flights, about 535 in all, arrive over Springfield, MO, at approximately the same time.

Your sudden improvement in cabin visibility, ladies and gentlemen, is due to the generally complete seperation, from the aircraft, of the cabin roof down to window level. Because of the added, ah, turbulence in the cabin, I am going to leave the seat belt light on and recommend you stay in your seat with the seat belt securely fastened until we land in New York. There's no rain ahead, so we should have clear, dry sailing the rest of the way. Out the left side of the aircraft, and the right, and in front and behind, is the state of Ohio, and, ah, overhead is the sun.

We should have an excellent view of Manhattan today on our descent into New York. Those are media aircraft pulling alongside, if you would like to wave. I'm just going to circle here a bit while the first officer hand-cranks the nose gear down. We'll be about 10 minutes late to the gate; sorry for the inconvenience.

Now we are ready for landing and the runway is in sight -oops! That was the Long Island Expressway, ladies and gentlemen, so we'll just pull up and go around again.

There we are, welcome to New York, ladies and gentlemen, and thank you for flying United, which bought American 15 minutes ago.

POLITICIAN'S FIRST COMMANDMENT: Thou shalt not commit thyself.

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RECOMMENDATIONS, SUGGESTIONS & INFORMATION Our Foundation provides financial help to those of our members or their widows whose income is inadequate. Your check should note Account number 90-17470.

THE TWA PILOTS RETIREMENT FOUNDATION 825 Midway Drive Willow Brook, IL 60521 TARPA lapel pins available for $2.00 from; Charles S. Dill, S/T 11271 MacNab Street Garden Grove, CA 92641 The Air Force Escape and Evasion Society will meet in Memphis, TN, May 24-27, 1990. A number of our helpers from Europe will be honored at the meeting. These are the people who helped our aviators that were shot down. For further information; Hayward C. Spinks P.O. Box 844 Beaufort, SC 29901 The 384th Bomb Groop (B-17, European Theater) will hold its 12th reunion October 11-14, 1990, in Wichita, KS. 384th Bomb Group Secretary P.O. Box 1021-A Rahway, NJ 07065 You all may remember when the TWA ALPA ran its "Go TWA" program. I believe it was Bob Sherman who lined up the TWA identity check deal. Now it appears TWA will be promoting these checks. The check printing company will donate $1.00 for every check order to Operation Lift-Off (whatever that is). Had hoped to have more information from Parky before this issue. I used their checks for years when it had the 1011 pictured. When TWA told them to use the 767 I no longer ordered them. Have suggested a choice as we used to have. Parky will come to the Hershey shebang with more information, order blanks etc. The outfit is Identity Check Printers, Box 149-D, Park Ridge, IL 60068. I checked and their price is competitive with what we pay our bank.

Betti Wind has lined up a deal whereby we will have TARPA T shirts on display and for sale at Hershey. Also, probably, information on where mail orders can be purchased.

From Arlene Crisp Aaseby, Thank you for still promoting and quoting my cookbook. To date I have sold over 24,000 - pretty soon it will be on the best sellers list.

I'll bet you are glad you're not flying those worn out planes for bankrupt airlines these days. I don't plan to do a lot of it anymore - there are too many kooks up there. I'd rather take my chances on the ground.

Carolina Cook Book ($5.00) P.O. Box 100 Blounts Creek, NC 27814

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NEW MEMBERS Bodley, Walt F/0 (Sandra) 3800 Bloomfield Rd. Sebastopol, CA 95472 707 823 5268 Connell, James B. Capt. (Widower) 1059 N. Shore Dr. Crystal Lake, IL 60014 305 771 3308 Farrell, Hubert G. M/SPV (Mary) 2857 Michael Rd. Wantaugh, NY 11793 516 785 9015 Gustafson, Alfred Capt. (Janet) 10 Hayes Hill Dr. Northport, NY 11768 516 757 4099 Reifert, William P. Capt. (Josephine) RR 2 Box 249M Lawson, MO 64062 816 296 7654 Trice, John A. Capt. (Marlene) 331 Rees St. Playa Del Rey, CA 90293 213 823 1979 Wetherell, Richard J. Capt. (Dreama) 38 Ani Cir. Estero, FL 33928 813 992 7135 Wren, William L. FRO (Anna B.) 2502 Sweetland Ave. Sarasota, FL 34232 813 921 2335 Yelaney, Andrew FNO 111 Lucille St. Hempstead, NY 11550

Carr, Donald E. Capt. (Elizabeth) 3487 Whirlaway Dr. Northbrook, IL 60062 708 564 0847 Dunn, Robert W. Mr. 9867 Karmont Ave. South Gate, CA 90280 213 927 8068 Friberg, Richard W. Capt. (Barbara) 734 Dolores St. San Francisco, CA 94110 415 641 7641 Johnson, Robert G. Capt. (Karen) 14106 Benson Overland Park, KS 66221 913 897 2072 Sutorka, John S. Capt. (Betty) 7739 E. Buena Terra Way Scottsdale, AZ 85250 602 946 8023 Trojan, Robert W. (Bob) Capt. (Lonna) 777 Sunburst Lane Alpine, UT 84004 801 756 3439 Wiggins, Thomas P. Capt. (Mary) 54-489 Inverness La Quinta, CA 92253 619 771 2021 Wright, Harold L. F/E (Velma) 12903 E. 36th Terrace Independence, MO 64055 816 252 9133 Hendrickson, Mel. B. IRO (Mary) 13300 Indian Rocks Rd. Largo, FL 34644 813 595 2808

HAVE YOU PAID YOUR 1990 DUES? Annual dues for REGULAR AND ASSOCIATE members are $25.00. New members joining January through June will pay full dues; those joining July through September will pay $15.00; New members joining TARPA October through December will pay full dues but will be credited for payment of dues the following year.

Any member who is 3 calendar months in arrears on his dues shall, after notification by the Secretary/Treasurer, have his membership in TARPA terminated.

Due to the added cost of foreign mailing our foreign residents are required to pay an additional $15.00.

Non-members, at the discretion of the Secretary/Treasurer, may be placed on the mailing list for TARPA TOPICS for the sum of $15.00. Anyone who is eligible for membership in TARPA cannot be a subscriber!

No dues required of those 75 or older at beginning of year and must have been a REGULAR MEMBER for at least 3 years.

88,

ADDRESS CHANGES AND UPDATES Page 1 ---------------------------------------------------------------------------------------------------------------------------------------

(R)

ALLARDYCE, ROBERT W. "BOB" F/E

(BARBARA)

(E )

CAPT

1564 ALKI AVE., S.W. #402

PITTSFIELD MA 01201

SEATTLE WA 98116-1815

413-443-2516

206-938-8660

(R) BECKNER, RICHARD R. "DICK" CAPT. (CONNIE)

(H)

77-207 ROYAL OAK DRIVE VERO BEACH FL 32962

BOQUA, KATHERINE MRS.

BOGATKO, RICHARD C. "RICK" CAPT. (LISA) 2916 CROWN RIDGE DRIVE

(MAY 1-OCT 30)

LAS VEGAS NV 89134 702-255-0325

407 562 5450

(H)

ANDERSON, J.H.

16 CHURCHILL ST.

(EDWARD)

(R)

BOSTWICK, IRVING W. "IRV" CAPT. (JOANN)

1293 GAYLE LANE

20 CANYON CEDAR

NEVADA CITY, CA 95959

LITTLETON, CO 80127

916-273-9691

303-933-4942

(R)

BYARD, WILLIAM K, F/E

(OLA FRANCIS)

3577 MAJESTIC WAY BISHOP CA 93514 619-872-2613

(R)

(R)

(H)

(R)

CADY, RICHARD W. F/E

(H)

CAMPBELL. EVELYN MRS.

1201 RAYMOND ST.

2035 MESA DRIVE

BELLINGHAM WA 98226

BOULDER CO 80302

206-676-4930

714-673-4967

(R)

CARROLL, JOHN C. CAPT.

CARTER, DEAN A, CAPT.

(HARRY)

(KATHRYN)

2508 NAVARRA DRIVE #423

2600 PUALANI WAY , #2101

CARLSBAD, CA 92009

HONOLULU, HI 96815

619-

808-923-6312

CHAKERIAN, BENNIE LOU MRS.

(CHICK)

(R)

CLOSE, ROY G. F/E

(THERESA)

50 BAYTREE LANE

4250 KINGSWOOD TRAIL

LOS ALTOS, CA 94022

POLLOCK PINES. CA 95726

415-948-9241

916-644-4908

CONWAY, RICHARD E. CAPT. (ANNEMARIE) P.O. BOX #953 WELCHES OR 97067-0953 503-622-3686

(RI

CRISS, EDWARD M. CAPT,

(R)

DENSIESKI, BENJAMIN R. CAPT. (GAIL)

16764 ROSE BRIAR LANE

3460 COUNTRYSIDE BLVD UNIT #45

NAMPAS, ID 83651

CLEARWATER FL 34621

702-359-7851

813-786-2896

89

ADDRESS CHANGES AND UPDATES Page 2

( E) Duvall, George C. Capt,Joyce

(R)

50 Mounds Drive # 415

EARLEY, ROBERT J. CAPT. (VIRGINIA) 3244 CRYSTAL POOL DR.RIVE

San Mateo, CA 94402

LAS VEGAS NV 89117-3351

415 340 8640

(R)

ELLIOTT, WENDELL A.

FIE

(VIRGINIA "GINNY")

(R)

ELSNER, OMER W. "BILL" FRO (BERTHA)

6225 S CLARE RD

9 CRAIG DR.

SHAWNEE KS 66226

HUNTINGTON STATION, MY 11746 516-271-2262

(R )

(B)

FALKIN, LOUIS R.

FIB (ANN)

( R) Gallup, Roger H. Capt,Bertha

8750 HOLLY COURT

602 W. Magnolia

TAMARAC FL 33321

Foley, AL 36535

GIFFORD, EUGENE F. "GENE" CAPT.

(CONNIE)

(H)

GRACY, BETTY MRS.

(SALVATORE J.)

13 ROLLING RIDGE ROAD

409 SOUTHSIDE AVE

UPPER SADDLE RIVER, NJ 07458

FREEPORT NY 11520-4827

201-327-4070 & 201-327-4582

707-576-0654

( R) Graham, Jack L. Capt. ,Helen

(H)

269 Molly Gibson Dr.

CUSS, JANE MRS.

(BOB)

3371 BELGRAVE DRRCLE

Lake Havasu City, AZ 86403-7517 INVERNESS FL 32652-8707 602 855 0482

(H)

(R)

HAWES, BETTY MRS.

407-734-4188

(STEVE)

130 SOUNDVIEW ROAD

(R) Hoagland, Wm.M. IRO, Lillie 517 Forestbrook Dr.

HUNTINGTON, NY 11743

Absecon, NJ 07722

516-385-0979

201462 1859

HUNZEKER, HARRY R. CAPT. (SHARON)

(R)

INGENHUETT, MORRIS E.

607 NE. ST. ANDREWS CR.

1517 BROCADO CIR.

LEE'S SUMMIT MO 64064

LAS VEGAS, NV 89117

816-478-4742

702-254-2340

(R) Jenkins, Frances E. Capt.

108 Magnolia Dr.

(A)

JEZEK, EARL D. CAPT.

CAPT.

(MADELINE - "MADGE")

(JANET)

1872 FARNDON AVENUE

Lady Lake, FL 32659

LOS ALTOS, CA 94024

904 753 4015

415-967-5394

(R )

JUDD, LEWIS B. FIR (VICKI) 1905 QUEEN ANNE AVE N. #127 SEATTLE, WA 98109-2549

(R)

KALTENBACH, WILLIAM A. 15946 HANSONVIEW DR, TAVARES FL 32778 904-343-4459

90

CAPT.

(BERNICE)

ADDRESS CHANGES AND UPDATES Page 3 --------------------------------------------------------------------------------------------------------------------------------------

(R )

KIEFFER, Sr., JOHN J. CAPT. RT.#1

(R)

(R)

BOX 274

LANG, ROBERT R. CAPT. ANGELA 641 BLUE RIDGE LANE

WHEATLAND NO 65779

MAHWAH NJ 07430

417-282-6280

201-327-5927

LASSWELL. L. LEE CAPT.

(VIRGINIA)

(R)

LONGWISH, R.D. "BOB" CAPT.

701 FOREST DRIVE

205A ACORN LANE

GREENVILLE AL 36037

STRATFORD CT 06497

(SUCHON)

ALL MAIL

203-377-0277

( R) Luckey, Sam. M. Capt. n 1563 S.W. Troo Cir. Palm City, FL 34990

(E)

MAYNARD, CHARLES W. CAPT. (CORINNE) 5600 DEER RUN DRIVE FORT PIERCE FL 34951

407 286 5442 407-466-7209

(E)

MOORHEAD, LEIGH S. "BUNKY" CAPT, 825

(H)

(R;

E)

(BARBARA)

(R(

VILLA NUEVA DR.

LITCH FIELD PARK AZ 85340=4551

NEW KENSINGTON, PA 15068

602-935-:9397

412-339-7539

NELSON, ALTA MRS.

(ART)

(A)

1940 SKYCREST DR. 12

EC 89 BOX 252C WILLOW AK 99688

PALMER, KENNETH L. "KEN' CAPT.

(PAMELA

(R)

(SUM)

RICE, CHARLES C. CAPT.

12533 W. 119th TERRACE

8521 E. SOLAR PL.

OVERLAND PARE, KS 66213

TUCSON, AZ 85715

913-897-4343

602-749-2316

ROUGE, JOHN K. FE (PATRICIA-"PAT ")

SCHAEFFER, ROBERT G.

(MARION)

907-495-6702

(R)

RUSSELL, JOHN H. CAPT.

(NANCY)

1905 LARESHIRE DRIVE WALNUT CREEK, CA 94595

MAY 16-SEPT 31

415-256-8530

71:9-486-2514

(R(

NICKERSON, ROBERT M. F/E

WALNUT CA 94595 415-938762

LEADVILLE CO 80461

(IRENE)

2542 RICHDALE DRIVE

BOX 451, MMSR.

(R)

MYERS, Jr., RUSSELL P. CAPT.

F/E

(JUANITA)

(R)

SCHMIDT, ARTHUR C, CAPT.

8924 MOUNTAIN GATE DR

300 QUAIL CIRCLE

LAS VEGAS, NV 89134

LINDENHURST IL 60046

702-736-7975

312-395-4630

SONNE, ERNEST H. "BUD" CAPT.

(MARY)

(R)

(DOROTHY)

ST. LAWRENCE, MITCHELL CAPT. (BARBARA)

7501 PALM AVE. #92

17263

YUCCA VALLEY CA 92284-3646

SUN CITY AZ 04627

105th ST.

91

ADDRESS CHANGES AND UPDATES Page 4

(E) STEWART, CYRUS E. CAPT. (NAOMI RUTH) 2700 W. 8th Street

(R)

#49

'

BILL " CAPT.

85 BAYVIEW ST,

YUMA AZ 85364

(R)

TEOMMEY. WILLARD L.

CAMDEN ME 04853

THOMPSON, LEWIS W. CAPT.

(JUDY)

(R)

P.O, BOX 2048

TRAVERS, JAMES FIE (EILEEN; 8 WIGHAM RD.

DUXBURYELK, MA 02331-2046 (JUN-OCT)

MOODUS CT 06469

704-963-4354

(R)

(A)

TUCCI, BERNARD CAPT.

(DOROTHY)

(R)

TURNR, WILLIAM V.

CAPT.

WALTHAM I APT.# 204

9414 COUNTRY CLUB DR,

W.

PALM BEACH FL 33417

SUN CITY, AZ

F1407-686-2633 NJ 201-229-0534

602-972-2308

TYNAN, CRAIG CAPT.

(MARILYN)

6537)

(lOCT-APR

)

( R) WEber, Alred Mr. 13505 Bali Way

120 E. VIA VERDE

Marina Del Rey, CA 90292-6965 SAN DIMAS CA 91773-3999 714-592-0998

(R)

WHEELER, JAMES W, CAPT.

213 822 1735

(DORIS)

64272 EAST ROUND ROBIN LANE TUCSON, AZ 85737 602-474-3379

(R )

WILSON,

OE W.

PIE

(EVELYN)

P.O. BOX # 99 95001-0099 A APTOS, C 408-6 045

PLEASE KEEP YOUR ADDRESS CURRENT WITH TARPA It becomes very expensive to TARPA when you move without telling us. You will notice on the back cover the statements; Address Correction Requested, Forwarding & Return Postage Guaranteed. Under postal regulations, if you have moved and the book is forwarded you pay the postage, if you refuse, it comes back to us and we have to pay the postage going and coming. If you accept a forwarded piece, the post office provides us with the correct address along with a bill for 304. A few returns amounts to considerable expense that should have been unnecessary.

Please check your address on this magazine and if it is not exactly correct please let the Secretary/Treasurer know. Our service and expense depends on you!

We welcome contributions from our readers but it would greatly help your edtor if they are print ready. Matrix dot printing does not reproduce very well. We need single spaced print. Printing is our big expense and much space is wasted sometimes with address headings, dates and salutation. A seperate note to the editor would be better. Our only typist is the editor. When we have used outside typists they haven't worked out very well as they don't understand our aviation terms and were on the phone a lot asking what METO meant etc.

This is your magazine and we appreciate your help and your contributions.

Help us to make it better. Let us have your suggestions and criticisms.

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