1991.02.TARPA_TOPICS

MARTIN 404 BY ED BETTS GRAPEVINE BY J.T. HAPPY 1991 CONVENTION IN COLORADO

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA FEBRUARY 1991

MARTIN 404

EDITOR A.T. HUMBLES Rt. 2 Box 2900 Belhaven, NC 27810

TARPA TOPICS DEDICATED TO THE PIONEERS OF TODAY'S TRANS WORLD AIRLINES WHOSE VISION, EFFORT AND PERSEVERANCE MADE IT ALL POSSIBLE, WE EXPRESS OUR SINCERE GRATITUDE. GRAPEVINE EDITOR JOHN TO. HAPPY Nine East Lake Drive Haines City, FL 33844-9320 C0NIRIBUTION EDITOR & HISTORIAN EDWARD G. BETTS 960 Las Lamas Pacific Palisades, CA 90272

TARPA TOPICS published quarterly by THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA. TARPA is incorporated as a non-profit Corporation under the non-profit corporation laws 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.

OFFICERS AND DIRECTORS 1990/1991 EXECUTIVE COMMITTEE President RUSSELL G. DERICKSON 5344 N. Via Sempreverde, Tucson, AZ 85715 First Vice President RICHARD M. GUILLAN 1852 Barnstable Road, Clemmons , NC 27012 Second Vice President DAVID M. DAVIES 233 S.E. Rogue River Hwy. 1 181, Grants Pass, Or Secretary/Treasurer JOSEPH S. MCCOM BS 6977 S. Everest Lane, Evergreen, CO 80439 Senior Director A.T. HUMBLES Rt. 2 Box 2900, Belhaven, NC 27810

Phone 602 299 6325/3320 919 945 9979 97527 303 674 6719 919 964 4655

DIRECTORS Associate Member ALBERT J. MUNDO 36 Jane Road, Marblehead, MA 01945 Associate Member William A. KIRSCHNER P.O. Box 3596, Stateline, NV 89449 Ex-President (non-voting) JOSEPH A. BROWN, JR. HCR 77, Box 352, Sunrise Beach, MO

617 831 7820 702 588 4223 314 374 7028

813 461 4721

Hopefully you have all had a happy and rewarding Holiday Season and are now ready for any and all challenges in 1991.

The TARPA mid-term Board of Directors meeting was held in St. Louis November 7-8, 1990.

The BOD voted 6-1 in favor of Ev Green's recommendation to hold the 1992 TARPA Convention in San Diego at the Marriott Mission Valley Hotel.

Dates are September 13-17, 1992. (Do not confuse with the convention in Colorado Springs in September 1991).

There was a lengthy discussion on the possibility of the TWA Credit Union assuming certain TARPA duties now performed entirely by the TARPA Secretary/Treasurer.

Joe McCombs has a meeting planned with the Credit Union people to explore this subject.

At this meeting, the Board (all eight members were in attendance) had an in-depth discussion of the pilot's Trust Annuity Plan regarding the possibility of TWA Management and the TWA-MEC negotiating changes that could effect pension benefits of retirees. It was the consensus of all Board Members that any action by TARPA would be pending on future Company/ALPA action.

Let me refer you to my letter of September 10, 1990 to Bill Hoar, Executive Vice President, which is on page 3 of the November 1990 issue of TARPA TOPICS. The TARPA Insurance Plans were also thoroughly discussed by the Board.

The TARPA plans are growing with each policy year and, according to Tim Crowley (in attendance), increased membership will ensure continued success.

Tim explains that other retired TWA persons could gain access to the TARPA programs on a non-sponsored basis that would not increase costs to any present participant. In the long run, it would actually reduce costs.

Berkely Association Services would handle all servicing aspects and provide enrollment materials. The two plans which would most likely benefit all participants would be Medicare Supplement and Long Term Care.

As a follow-up, a meeting has been scheduled with Crowley in St. Louis on February 28th. We have invited Bill Dixon, President of the Seniors Club, and Jerri Currigan, President of the TWA Clipped Wings, Intl. to join us.

The February 28th meeting is strictly an exploratory get together. All information will be passed to the full Board and then to the membership in Colorado Springs next September.

Have-a good year!

Sincerely, G. Derickson

1/2/91

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

A refreshing moment in the S/T's job comes with each mail delivery near the end of the year. Not just Christmas cards but notes included in the dues return envelope from longtime friends as well as many whom I To each of you who offered a pat on the back or just said can't place.

"Hello Joe"...........THANKS! John Happy should be pleased with the number of those notes that were passed-on for use in his first crack as "GRAPEVINE" Editor. Keep Happy happy (and out of trouble) by sending him tidbits throughout the year.

Back to reality. TARPA membership continues to increase. As of this date, the file includes 1190 REGULAR/Retired; 119 ASSOCIATE/Active; 176 EAGLES and 149 HONORARY Members. In addition, there are 40 SUBSCRIBERS and a total of 31 Complimentary copies of TARPA's publications mailed to persons who (we think) are interested in our efforts.

These totals include those who have not yet paid '91 dues. Check the mailing label on your copy of TOPICS. The number at the end of the first line reflects your current dues status. The fact that you received a BLANK '91 Membership Card does not indicate that you have paid '91 dues. Keep in mind, dues not current as of the end of the grace period on March 31st will cause removal of your file and loss of all privileges. As required by the IRS, be advised that TARPA dues & contributions are not deductible for tax purposes.

Financially, we remain in good shape. There will be an excess for the Reserve/Contingency Fund in spite of confusion within the Office of Secretary/Treasurer and that related extra expense generated by two transfers of supplies and equipment plus consultations with legal and actuarial entities concerning the proposed MEC "C-Plan" exceeding the 1990 budget. Although not a consideration for omitting the 1990 ANNUAL DIRECTORY, it did save approximately $5000.

To date, contributions from EAGLES & HONORARY Members credited to 1991 income have exceeded the total contributions received in 1990. Though not required to pay dues, many continue to remit the full amount. To those special persons, your participation is sincerely appreciated.

The 1990 losses (42) that will be added to the MEMORIALIS pages of the DIRECTORY becomes the largest ever. Whatsay we all try to cut this down to a more acceptable figure in 1991? Stay healthy!

In closing, the S/T failed to include Adolph Urbas and Stu Lieigh with those attaining EAGLE status as published in the November TOPICS. My apology to bath. We are proud of all EAGLES. Here's hoping 1991 is more tranquil for all of us .

1/5/91

J. S. McCombs

BOARD OF DIRECTORS MEETING St. Louis, October 1990

Seated, left to right; Bill Kirschner, Al Mundo Bob Sherman Standing; Joe McCombs, R. Derickson Dick Guillan, A.T. Humbles Bob Garrett, Dave Davis Joe Brown

Secretary Treasurer Joe McCombs President Russ Derickson

Younger members of the Board of Directors Bill Kirschner Al Mundo

Pictures Bill Dixon so he isn't in them

TARPA INSURANCE PLANS Administered by Berkely Association Services, Ltd. New Member Benefit Now Available MCAREINSU In response to member requests, TARPA and Berkely Association Services are now making available to the members a top-quality Group long Term Care insurance plan. Many people may think this is only an issue for the elderly, but we think it is an issue for everyone and we urge you to read this article to find cut why you may be overlooking this very important aspect of planning for the future.

It has become increasingly clear over the last few years that, for many people, facing up to the possibility of needing long term care themselves is difficult, if not impossible. Recent studies have brought this issue into sharper focus and it has become possible to identify three common reasons for the denial of one's own vulnerability.

First, no cue wants to be sick. Before a person needs long term care they must have developed severe health problems or have lost the ability to function without assistance and supervision. This is an unpleasant thought and many deny the notion that "they" will fit into either category.

Second, most long term care takes place in nursing homes. Most nursing home patients are reliant on Medicaid for at least partial payment of their nursing home charges. Medicaid, unlike Medicare, is a part of the welfare system, and is available only to those who are unable to pay for their own care. Medicaid's system often forces people out of their own homes into nursing homes, even when they could have remained at home with home health care support. And then, Medicaid as a payment source is stretched very thin and simply cannot provide each recipient the most desirable accommodations.

In fact, the reverse is more likely. Facilities with large Medicaid patient populations can afford to provide little more than bare necessities on the Medicaid payment levels. Therefore, the facilities may be very unappealing.

Third, most people in nursing homes must share rooms with stranger s. It has recently been established that a primary cause of the negative perception of nursing homes is due to the overwhelming loss of privacy suffered by the average patient. Many better nursing homes have private rooms and can provide a more home life environment , including one's own favorite chair, pictures on the wall, a private bathroom and closet, and most of all a place for private family visits. However, the cost for privacy, added to the cost of care, pushes the monthly charges far past what Medicaid will pay and usually beyond what the private payer is willing to pay. The result is that even people well able to pay for privacy make the sacrifice of settling for a shared room and the experience becomes almost intolerable for many.

Contemplating this for oneself is usually so unappealing that the possibility of it happening is successfully dismissed.

Therefore, the long term care situation has seemed to be a losing proposition no matter how it was viewed and it is not at all hard to understand why people have simply "put the thought out of their mind". Here is where the good news starts. There is now an opportunity for people to plan ahead so that they do not need to give their assets away in order to preserve them,

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

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LONGTER

and where they can retain freedom of choice over their surroundings.

They can do this by receiving benefits far more that their premium payments from an insurance policy established for the express purpose of paying their long term care expenses without going on welfare. The person can choose bane health care services, or if a nursing home stay becomes necessary, a private room is an option without the cost as the primary consideration. This can be achieved through long term care insurance.

One way to encourage the purchase of long term care coverage is to make public coverage (Medicaid) harder to get for those who are willing to impoverish themselves through asset transfer. With no alternative, this could all be a pretty bitter pill for many to swallow, but long term care insurance available! It can provide many people with a much more satisfactory solution than giving those assets away, or spending them as a deductible to Medicaid. at is the alternative and just how does its work? The alternative is a high quality Group Long Term Insurance plan which can: 1. Provide funds for years of continuous, even daily, home health care services from registered nurses, therapists and home health aides. Benefits are payable for care that is custodial in nature, unlike Medicaid, which will pay only for "intermittent skilled care" in the home. This, by the way, often forces Medicaid patients into nursing homes when they would have far home preferred to remain in their an hales, because custodial daily care at is not covered by Medicaid.

2. Provide coverage for 3 to 4 times the 456 day average length of stay in a nursing home, shielding most of one's accumulated financial resources.

3. Eliminate deductibles. With Medicare and other private health insurance, it can reduce the deductible to nothing in many cases, and a manageable sum for the remainder.

4. Provide privacy. Private insurance makes no distinction in room accom modations and if a person has sufficient daily benefit coverage, it will pay the entire cost of a private roam.

5. Provide an affordable solution. Because long term care insurance is not costly, especially at younger ages, it can generally be paid for out of income, or for retirees by the earnings from a modest portion of their assets.

This allows the person to retain the control of those resources and shield than against the costs of long term care. Then those assets can still be bequeathed, but only after the person himself or herself no longer needs them .

TARPA members and their families are now being offered a new member benefit, a Group Long Term Care Insurance plan which will do all of the things mentioned above.

Information concerning the new TARPA Long Term Care plan will be mailed to all TARPA members on March 1, 1991. Upon receipt, if you have any questions regarding the information, please call the TARPA Insurance Administrators at: 1-800-331-2794 This is the same group which handles the TARPA Medicare Supplement plan.

FLASH! BOB SHERMAN REPORTS THAT 1990 MARKETS WERE SOMEWHAT ABOVE THOSE OF SEPT. 30 WHICH PROBABLY MEANS OUR SECOND QUARTER B PLAN CHECKS WILL BE INCREASED.

In Memoriam WALTER F. BUCHHOLZ

6 Oct.

LEWIS W. GOSS 23 Nov. * * * FRANK L. JONES, SR. 25 Nov. * * * JAMES P. RAPATTONI 16 Dec. * * * CAROL SYPKENS (DONALD ) Nov. * * * BILLY N. WILLIAMS 9 Aug. * * * RUBY D. GARRETT 22 Dec. * * * FRANK L. JONES, SR. 25 Nov.

ROBERT G. COOPER * * * WILLIAM H. JOHNSON * * * JOHN M. MEHRMAN * * * LORAINE SMITH (D.O.) * * * LAWRENCE K. WELCH * * * HUBERT F. WILLIAMS * * * DIANA LAURSEN (VERN) 1 * * *

28 Nov. 19 Nov. 10 Nov. 3

Aug.

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Aug.

22 Oct. Jan.

DIANA LAURSEN Diana Laursen, 61, of Oakwood in Clay County, Missouri, died January 1, 1991, at the home. She was born in Moberly, MO, and moved to Kansas City in 1951. Mrs. Laursen was a co-founder of the Jack and Jill Kindergarten in Clay County and taught there from 1953 to the late 50's. She was a substitute teacher in the Linden and North Kansas City School districts until 1968. She graduated from Moberly Junior College and attended William Jewell College. A member of the Gashland Methodist Church, past president of the Kansas City Symphony Guild and a member of the Friends of Art and the Antique Study Club.

Survivors include her husband, retired TWA Captain, Vernon L. of the home; two sons, Craig of Kansas City and Kurt of Trubull, CT. two daughters; Janis Davis of Kansas City and "Luanne Laursen Brefort of Paris. Four brothers and eight grandchildren.

Mrs. Laursen was buried in Mount Moriah Terrace Park Cemetery.

The family suggested contributions to the American Cancer Society in lieu of flowers.

Capt. Russel G. Derickson, President of The Active Retired Pilots Association of TWA, attended the funeral.

Picture at left Captain William Hughes Johnson Deceased on 19 November 1990 Obituary on following page.

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In Memoriam WILLIAM H. JOHNSON

By Gordon Hargis Retired TWA Captain William Hughes Johnson, 68, passed away on November 19, 1990, following a heart attack the previous day in San Diego, CA. Bill was born January 2, 1922, in Kansas City, Mo, where he spent his younger years. Following graduation from Paseo High School he enlisted in the Army Air Corps Cadet program and was assigned to Class 43-E in August 1942. After receiving his wings and commission as a Second Lieutenant, he and Margaret "Marggie" Morley Zahner, of Kansas City, were married on May 19, 1943.

Bill was assigned to a B-24 OTU and then to North Africa in August, 1943, where he flew bombing missions until his unit moved to Southern Italy. After more missions from Italy he and other experienced B-24 crews were transferred to England in July, 1944, for the huge 8th Air Force operations over Germany. After a total of 44 missions he completed his combat tour and returned to the Zone of Interior as a ferry pilot at Romulus, Michigan. (His commanding officer in England released him after 44 missions because he began on a 35 required mission tour in North Africa.)

Captain Johnson was released from active duty in September, 1945, to join Trans World Airlines as a co-pilot on September 24, 1945. During the "withdrawal of service" by the pilots in 1946 he resigned from TWA to enter the retail doughnut business.

However, he soon discovered he preferred flying over working and re-applied to TWA and was re-hired on July 16, 1947, probably the only, or at least one of the few pilots ever re-hired by TWA. On July 20 he, along with several other co-pilots from the June 23rd class, got 3 landings from Max Parkinson at Grandview, MO, and that night he was on a DC-3 trip from MKC to MDW and return.

In December 1949 he was assigned to the International Operation along with 20 or so other co-pilots following the furlough that fall and flew overseas until 1954 when he returned to MKC. Bill Johnson was on several ALPA Council 3 committees and, working with Larry DeCelles, was instrumental in getting the Civil Aeronautics Board to reconsider the probable cause of the Martin 404 accident at ABQ and to eliminate their finding of pilot error. He also worked as a pilot instructor on the Boeing 707 at MKC. Marggie and Bill moved to San Diego in September 1969. He flew 707's and L-1011's from Los Angeles until his previous heart attack in June 1979. Following medical leave he retired May 1, 1980, 9 months short of his 60th birthday.

During his retired years Bill enjoyed many hobbies such as radio-controlled aircraft building and flying, bridge playing, traveling with Marggie, computer programming and amateur (Ham) radio operation. His Ham call was WD6FPY. He was a member of Basilica Mission San Diego de Alcala Catholic Church, San Diego.

Survivors are his wife, Margaret of San Diego, daughter Marcia Knowles of Miami, FL; son Jeffery Johnson of Kansas City; son Michael of San Diego; brother James F. of Rolling Hills Estates, CA and 12 grandchildren.

END And a note from Marrgie Johnson to Joe McCombs; Your very kind letter of Dec. 14th touched me and our family deeply. Yes, Bill was indeed a fine gentleman who is much missed by all of us. After forty eight years my life is shattered to have to go day by day alone. However, he was so very ill the last 18 hours of his life, the fact he is at peace does help, but only a little bit. Many gracious words of love have been received by us from his friends within the Company so we realize how respected he was. The family is grateful to you and to the members of TARPA. Sincerely, Margaret Z. Johnson

In Memoriam RUBY D. GARRETT, JR.

by Ole Olson Retired Trans World Airlines Captain Ruby D. Garrett died December 22, 1990, at a Little Rock, Arkansas, hospital.

Ruby was born and spent his early years in Kansas City, Missouri. His father, Ruby D., Sr., was a prominent Kansas City attorney.

In 1939, after attending the University of Kansas with the intention of becoming a lawyer himself, Ruby enlisted in the Army Air Corps and received his flight training at Randolph Field in Texas. In 1940, after a few months as a flight instructor at a St. Louis flying school, he joined the Royal Air Force as a ferry pilot in Canada and England.

After Pearl Harbor he returned to the U.S.A. and came to TWA as a pilot on the Intercontinental Division (ICD) and was based in Washington, D.C. until 1946.

From 1946 until taking early retirement in 1970, he was domiciled at various times in Kansas City, New York and Los Angeles. He was active in ALPA and served as New York Council chairman, on negotiating committees and on the System Board of Adjustment. He was a member of the Ft. Smith, Arkansas, Quiet Birdmen hangar.

Since retirement from TWA he has lived near Clinton, Arkansas. He is survived by his wife, Beth, and a sister, Rachel Weber.

FAYE GOSS Just before going to press we were apprised of the death of Faye Goss on January 5, 1991. Her husband, Lew, is listed as having passed away November 23, 1990. Old time pilot, Lew, was 96 years old.

Also advised Bob Longwish passed away.

This In Memoriam section of TARPA TOPICS is always a sad part of our magazine but we all know to fly west is inevitable.

We apologize for the disorganized appearance but so much was passed on to us too close to going to press.

Our thanks to those who informed us especially Ed Betts and Gordon Parkinson.

We ask that all of you let us know of deaths and obituaries you may become aware of. And we thank those who wrote obituaries for us.

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TARPA TOURS

BY CHUCK HASLER Our 14 NIGHT PANAMA CANAL CRUISE from Ft. Lauderdale to LAX, on Holland American Lines- MS NIEUW AMSTERDAM is now FULL. The cruise departs April 27th and we are taking names on a wait list. I don't know how to put this any other way but with the average age of the TARPA members being quite high, and going on our past experience( cancelations due to broken bones, heart attacks & various other illnesses), there is an excellent chance for the first three or four couples on the wait list going.

Let me know right away on this one, preferably by phone if you want to be among the first on the list. This cruise is described in detail on Page 13 of the last (Nov.) Topics.

Our ALASKA CRUISE, Vancouver to Alaska ( Roundtrip) also on the NIEU AMSTERDAM still has some room left. This cruise departs on Sept. 17th. The rate is outstanding, $895 P/P for an outside Rm. and $695 P/P for an inside Rm. These prices are for the best rooms available at the time of our bookings. These prices do not include $30 P/P registration fee and $43 P/P (estimated) port charges. This cruise is described on Pg. 11 of the last(Nov.) TOPICS and also in the Aug. Topics.

FALL FOLIAGE(NEW ENGLAND) Last Oct. I surprised Pat with an early birthday gift (something she has had on her wish list ), a TAUCK TOUR (the cadillac of bus tours) of New England. Retired Capt. Dick Ford & his lovely wife Rosemary had phoned from their home near Boston that the foliage was " looking like fall " so we visited with them in Boston before departing on our tour. We then began a week of "leaf peeping", the term used frequently there.

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The TAUCK people were very friendly & helpful, & we had daily bus museum & restaurant excursions. We watched the tapping of maple trees and sampled the syrup on chipped ice (something like a snow cone). We took the tram up & up near the old man of the mountain in New Hampshire, & a boat ride across Lake Champlain & a boat ride on Lake Placid. The color was terrific as were the fields & markets filled with pumpkins, viewed from our hayride. The greatest was that we never looked at the right hand side of the menus, just like a cruise ship you could order anything you wanted We did O.D. on Lobster-lunch, dinner- broiled, creamed, chilled , and walked two miles every AM to lose the calories. The accommodations were above average & better. We also managed to hot tub & swim at each days end.

This trip was also in the nature of research for a possible future TARPA Tour_ We enjoyed all the daily trips, but felt we'd have liked a few extra days to unpack & stay in one location. We think a good balance is to see a couple of New England areas & then take a small cruise ship along the coastline to check out the Foliage_ If you are interested in going on something like this, let us know & maybe we can organize it for our TARPA Group for 91 or 92.

I MENTIONED THIS SEVERAL ISSUES AGO BUT BECAUSE OF WORTHILE WHAT HAPPENED SEVERAL WEEKS AGO I THOUGHT IT TO MENTION AGAIN. A friend of mine from my Marine Corps days called ( he is from the Walnut Creek Calif. Area) & knows several retired TWA pilots in the area. He said that he & his wife were going on a trip to Honolulu & because I was in the Travel Business that he might as well buy his tickets from me. I asked my friend where he had gotten the idea that I was in the Travel Business & he replied that he had heard it from several retired TWA pilots. As I said in a previous edition I have no interest in, or have any affiliation with any travel agency. I plan our TARPA trips through interliner agencies. For those of you who do not know what an interliner travel agency is they sell cruises & tours (at a large discount) to people who work for airlines & people retired from airlines. This position as Tour Director for TARPA Tours is a volunteer position just as any other job in TARPA, Pres., Sec./Tres.,Director ETC. I hope people will stop spreading this rumor. THANK YOU! CHUCK RESERVATION FORM FOR CANAL & ALASKA ON NEXT PAGE

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REPORT ON THE "RETIRED AIRLINE PILOTS ASSOCIATION (RAPA) 1990 ANNUAL CONVENTION The 1990 RAPA Annual Convention was held at San Antonio, Texas, on November 5th and 6th. I attended the convention as one of the two representatives from TARPA and also as the RAPA East Coast Vice President. The other designated TARPA representative, Neuman Ramsey, was unable to attend, therefore Dave Davies was appointed as his proxy. The main business of the convention was the election of new officers for the coming term and Mike Ferrara (BNF) was elected President. Dave and I were both appointed regional Vice-Presidents.

Minor changes in the RAPA Constitution were enacted and the Board heard presentations concerning the various RAPA insurance programs, particularly the long term care plan.

Bill Brewer, the ALPA liaison representative to RAPA attended the meeting and assured us that ALPA is willing to help with the use of their printshop and is receptive to including RAPA articles in the AIR LINE PILOT magazine. You may remember that one of the recent issues included a lengthy interview with Brooks Johnston, RAPA President.

I think that it would be worthwhile to inform our newly retired members about the background of RAPA. Almost all Airlines have a retired pilot's organization that give their members an opportunity to have reunions and keep abreast of current airline matters. These are largely social organizations, but also maintain a liaison with their airline's ALPA MEC. Like TARPA a few have insurance plans of their own - separate from RAPA plans.

RAPA, however, is an umbrella organization. It maintains a watch on Congressional activities and alerts us to legislative or bureaucratic decisions that may adversely affect us. This enables us to lobby to prevent or minimize harmful laws. ALPA, as we know, has always maintained an active lobbying effort, but solely for the benefit of the active pilot. Some of the larger airline retired groups have resisted joining RAPA. Eastern, Delta and Pan Am do not belong. There is no overlapping of authority and RAPA has no thought of being anything more than a forum where different groups can combine their resources for mutual goals. These retired groups should realize that when RAPA's representative meets with a Congressman, it would be significantly more impressive to be able to speak for ALL the retired pilots.

The next RAPA convention will be held in San Diego, California on November 4, 1991. The "Canadian Airline Pilots Assn.Retired" had two officers attend this meeting as guests and there are plans to have the Canadian group combine their convention with ours. Other countries' pilot groups have shown an interest in meeting with RAPA in the future. As TARPA is a member airline of RAPA, all TARPA members are automatically members of RAPA and are entitled to and welcome to attend RAPA meetings. If any of you are interested please contact me.

Hal Miller TARPA/RAPA Liaison 13

From Joe Brown, Past President , To facilitate an exchange of ideas and to compare notes on common grounds, the Presi dent of TARPA or his representative attends the Executive Committee Meetings of the TWA Seniors and the President of the Seniors attends the TARPA BOD meetings . I attended the Seniors Executive Committee Meeting in STL as Russell's representative.

One of the topics of discussion was the Annual Wickenberg Round-up at the Rancho des Caballeros.

The 1991 dates are Nov. 1 and 2. The feeling of the group was that many may be staying away because of the crowd and being farmed out to other motels in the area.

This is no longer the case. There is plenty of room at the Ranch. The food eat is great..the golf course among the best. You can't beatn' the old friends you see again and the new ones you make.

And Joe goes on to say, "A.T., Happy New Year to you and Betty. Appreciate your work on the TOPICS and Directory." J AB, Jr. And A.T. comes back to say, "Joe , we appreciate all the time and effort you have expended in TARPA work and for the Seniors Club."

JOSE GRANT, MARGA GRANT, WILLIE MIILER, DOROTHEE MILLER & DENTON BROME

EDITOR'S DESK Here we go with another edition of TARPA TOPICS. I hope there won't be as many errors as the November issue. No matter how much we proofread typographical mistakes glare out at me when I read the finished product.

I hope you all had a safe and happy holiday season but I know that some didn't what with illness/loss of loved ones. Our "In Memoriam" page is always a sad and sobering part of our news magazine. Our family had a nice 1990 and looking forward to 1991 although they pass too fast anymore. We wish you a happy and healthy 1991. Our four sons couldn't make it to our house for Christmas but we managed to see them all over the holidays.

We really appreciate all your notes and letters and words of thanks. Keep the stuff coming to John Happy and longer items to me. Please note my address has changed; it is A.T. Humbles, Rt. 2 Box 2900, Belhaven, NC 27810 and my phone number is 919 964 4655.

I will throw in a reminder here that if you haven't paid your 1991 dues please attend to it now. And for address changes send them to Joe McCombs and I would appreciate a copy in too.

As for our sick, as of this writing I know Roy Geisert and Roy Van Etten are in hospital. While we are only a quarterly publication please let us know about the ailing so others might know. * * * * * * From Bill Dixon, TWA Seniors Club President; Dear A.T. - Thanks for your Nov. 29 note with the offer to run a blurb promoting Seniors Club recruitment. It is enclosed and I very much appreciate your kind offer. If it is too long, edit it down to your requirements. Enrollment has reached 5000 now out of about 13000 eligible, so we are doing better, but certainly would like to see more former flight deck members. And try Wickenburg sometime.

I think you and Betty would like it.

1989 and 1990 weren't the best of years for us, especially '89, but we think 1991 has got to be better. We spent Christmas with our daughter and 3 children, and our daughter-in-law and her two spent 4 days with us in early December for an early Christmas.

Luckily, June and I both keep busy. This is the best kind of therapy. The Seniors Club president's job has occupied lots more of my time than I envisioned but has been rewarding. Your Christmas letter indicated how busy you and Betty have been.

Best wishes for a happy and prosperous 1991!

Bill * * * * * From H.T. (Ace) Hastings, Denison, TX; Hi A.T. - I don't know if TOPICS is interested or not, but just in case, here's the coverage on the dedication at (Perrin Field) Grayson County Airport last October 19th. [Ace, picture and story appears elsewhere.]

They gave it the six-bit opening, 2 TV stations news coverage, all the area newspapers, an Air Force fly-over, politicians from Washington honing their skills and bands playing "God Save the King." I hid out in Corfu until 2 days before D-Day so all I did was arrive to pull the rip cord. [And to make a speech.]

My combat group requested snapshots that they "scanned" and put in their newsletter but I'm unfamiliar with the process. I would like the photo back as it is the best one they gave me.

The weekend following the dedication my AF Cadet class of 40-C had our reunion in San Antonio. We only have they ,every 5 years always at Randolph Field and in October. Not having any more as in 1995 those of us still around would be in wheel chairs, pace maker and intravenous geritol. But I'll be there to dance on the tarmac.

A.T. - You'll never know the depth of gratitude we feel for the work you guys do to spawn the TARPA TOPICS. You, Dick Guillan, Ole Olsen, McCombs, Derickson and especially Ed Betts. I've never seen any retirement publication anywhere that could begin to touch it...we'd be lost without you...The best for 1991. Ace. 15

EDITOR'S DESK [Received the following letter from Mike Larkin who is so young he is still an active TWA pilotfirmer Chairman of ALPA Council 3 and editor of International Council 24's newsletter labeled the ICD] Dear A.T. - I discovered my August issue of TARPA TOPICS buried under my wife's magazine stack yesterday (Oct. 11) and, needless to say, immediately read it from cover to cover. I also sent Chuck MacNab a check for $25. to join TARPA at last. It seems only a few months ago I was "too young" to be a member, now I'm 52 1/2! Where does the time go?

Recently shared a seat with Ed Frankum [Me thinks he meant that he sat next to Ed] between IND and JFK and he's still looking good. Received a nice note of thanks from him for his copy of the ICD. That was his First Officer class in the ICD article (1942).

Boy, talk about a trip down memory lane! Reading the list of TARPA Eagles is like reading my log book as a new Connie First Officer. Most of those guys taught me how to be an airline pilot on 707's, Convair 880's and Connies. I recall so many good times with these guys. What a bunch of characters! So sorry to hear of Quincy Troup. He was a real gentleman, a great pilot and lots of fun to layover with.

By the way, If you or Gordon Hargis want to drive a Fordson, my neighbor has one that is totally restored and runs well. He has the original bill of sale to his father for a little less than $700. My father in law spends that much nowadays for ONE COMBINE TIRE! As you know, the government recently activated the CRAF (Civil Reserve Air Fleet) operation. The Council Chairman of 24, Dick Nickerson, had his name on the list and flew a few flights to Dahran from JFK and FCO. He blew an aft body gear tire on rotation out of JFK at 775,000 pounds. Unfortunately, they didn't know about it until landing in Rome. Knocked a pretty big hole in the fuselage but didn't pierce the cabin. He had a full load of troops on board. I'll try to get a picture of the white 747's they had on the operation. I flew one to BCN last week but no camera. The crews have nicknamed these great white whales "Moby Dick".

If you'd like, I'll run your TARPA ad in the ICD. Also, would like to do your story on the 307 although I'll have to shorten it considerably. Will that be okay? [Told him to check with Ed Betts] Well, keep up the good work, A.T. Be glad to retire and join you one day!!

Fraternally, Mike Larkin, Editor ICD * * * * * * From Herb Riebeling in Thousand Oaks, CA; Dear A.T. - Re page 19 of the November TARPA TOPICS, is that Capt. Bob Springer and Hostess Gladys Entrican? I am not sure of the spelling of Gladys' last name.

I am still flying as a ROPE and as long as it is a pleasure and interesting I'll stick around. We certainly are in the midst of uncertainty but the airline has always been up and down.

It was a pleasure working with you on the MEC. I always felt that you should have been a judge.

Best of wishes, Herb [Herb, thanks for the kind words. So far no one has identified those in the picture, maybe if Bob Springer saw it or reads this he respond. I guess TWA didn't care how big their pilots were when you consider the size of Ralph Pusey and Doug Kuhlman, eh?]

They say you are getting old when it takes you longer to rest than it does to get tired!

16

EDITOR'S DESK Harry Clark received the following; Dear Retired TWA Pilot - The Compilation of Actions from the latest MEC mailed to retired persons in error. The Minutes Mailing list is for Active pilot only.

Pardon the intrusion into your retirement, which I hope is a continuing pleasure for you.

Yours truly, Lee Woodham, S/T TWA MEC [We guess they don't want us to know what goes on at MEC meetings?]

From Hank Gastrich; Seems I recall a TOPICS wherein you suggested a "personal biography" might be in order. Enclosed herewith. PLEASE BE IN NO HURRY TO PRINT IT!!!

Things are well, as am I. Still enjoying writing for King Schools...have FAA written test. How much I've learned. How little I knew completed every back in 42, how much I've learned in 48 years and how much I don't know.

Received a nice letter from Chuck MacNab in return for my letter thanking Chuck for taking an active part in TARPA. Without Chuck and the A.T.'s, Joe Browns, Joe McCombs and SO MANY other who do the work, TARPA TOPICS might well be a two page obituary column sent out annually.

Spoke with Jim Mock a few weeks or months past. I don't think he is in TARPA.. wants to be. If I can find his telephone numbers I'll send him an application.

[Capt. Mock is a member and recently called ye olde editor.]

Saw Bob Kane at a Korean squadron reunion in STL in July and Larry Haake, also in the unit [3 TWA'ers] couldn't attend because of severe illness of his wife.

I go through and to STL frequently and only once saw anyone I knew, an old Newark co-pilot now Captain Don Miller. Can't believe TWA is hiring all those kids and their Captains are obscenely young! Did we ever look that young?

Yours, Hank Happy holidays...hope to make the 1992 convention..whereever.

From Howard Hall in Florida; What a magazine! What a magazine! Congratulations to ALL! You are terrific.

As one of the really "Old Goats", I surely appreciate your efforts. No, I don't remember all the names quoted but I remember some.

That story of the South Pacific in a sailboat is just where I'd like to be if I were a bit less than 89. [This means "Sonny Boy" will be 90 come February 3rd!]

I wish I could write you a story of the early days of the old. Fords and Fokker passenger planes. Also, those early day Northrop mail planes. I flew Newark, Camden, Harrisburg, Pittsburgh and Columbus, night mail, all contact. Those were the hairraising nights. Too many pilots were lost. (Jack Frye's orders, not my pick).

Howard E. Hall Somehow, I lived.

[Captain Hall, your baby brother, Floyd Hall, told me he has tried to get you to open up and tell some tales about the old days. Why don't you get together with Floyd and tell us some tales?] * * * * * * Sunday afternoon, November 25, your editor was pleasantly surprised when George and Ginny Toop knocked on our door on their way from their estate in Lincroft, New Jersey, to their mansion by the sea at Duck Key, Florida. When I transferred from KC to EWR in late 49 I flew with George on that DC-3 flight with about 9 stops to Chicago and recall he was about the sleepiest Captain ever. Tried to get them to spend the night but they were going to stop at their son's in Wrightsville Beach, NC. Swapped some good stories in our limited time.

EDITOR'S DESK Bob Zimmerman's letter last issue continued; There have been several letters in TARPA TOPICS that have been highly partisan on the Japanese token settlement of $20,000. I must admit that due to my indoctrination and intense desire to survive I'm still not entirely comfortable around Oriental gentlemen my own age. I had no desire to go back to the Japanese-American reunion on Iwo Jima. I also must admit that I'm against any reimbursement beyond actual damages suffered by our American citizens.

We do strange things in time of war and no amount of self-recrimination is going to alter or change that state of mind during a war. The key element here is a principle called due process. Our country had disloyal elements in the GermanAmerican Bund, in the Sons of Italy and some Japanese who sympathized with their homeland. The Japanese were the only ones we singled out to put in concentration camps, give up their freedom , their homes, their livelihood , their educations.

They were easy to identify - they were little brown people.

We didn't intern all the Germans and Italians - most of them looked and acted like most of us.

Regardless of when we or our ancestors came to this country, we are all living under that Constitution that "means exactly what it says".

[Your editor will have to inject here in regard to Bob saying "they gave up their education" I read 4,000 of the children of those in the internment camps attended college] Continuing Zimmerman's letter...Getting back to George - during his campaign he impugned the loyalty of the ACLU. He referred to "card-carrying members" as if they were some sort of subversive front. He couldn't, of course, mention the fact that at that time the ACLU was defending Oliver North.

We are past the 200th anniversary of our Constitution - the oldest written Constitution in the world. It's not a flag or a motto, it's a written document that tells us exactly what our rights are - who we are.

It was Madison and the Southern delegation that insisted on the Bill of Rights.

Thank God for the South, at least at that time.

Incidentally, George's attack or smear on the ACLU caused a 50,000 jump in dues paying, contributing card-carrying members.

I mourn with the rest of you the loss of our struggle on the airlines. Capital and Greed won hands down. I can't help but note that they had plenty of help from some of us who never recognized the enemy.

As Pogo said, "We has met the enemy and they is us". Regards, Bob * * * * * * Received another letter from Bob Zimmerman; Dear A.T. - Was surprised when you published my letter. Due to its length I figured you would just swap thoughts with me.

Out of context, the first half of my letter doesn't make much sense and seems like a lot of bravado and name dropping. I was trying , hopefully, in a light-handed manner to establish my credentials in talking about that era you and I and so many others shared.

I would very much appreciate your printing the entire letter in a forthcoming issue, or, at the least, the second half of the letter with reference to the first half.

Thanks, A.T., Bob

[From your humble editor; We encourage letters from members so long as they do not attack other members and contain no dirty or profane words. TARPA does not necessarily agree or disagree with same nor endorse. Bob Zimmerman's letter above may generate some response?]

EDITOR'S DESK From Bill Malone of REPA, Congratulations once again on an excellent issue of TARPA TOPICS. That's a neat cover with the picture of the Lockheed 1011 taken with a wide angle lense.

Incidentally, do you know why they called it a 1011? It was because that was the number of modifications that were made on it before it was released for line flying.

Ed Betts continues to astonish us with his wealth of information - this time concerning the Martin 404. We are complimented that he included Eastern as one of those who helped introduce it. The picture of Bill Dixon in the cockpit sure stirred the memories.

We are most grateful for the nice piece you did on our dear friend, the late Jerry Wood, which appears in your Memoriam section. Our winter issue of REPArtee will be in the mail the first part of December and complimentary copies will be winging their way to you and Joe McCombs. It covers our recent REPA Convention in Ft. Lauderdale. All of us wish you a successful and enjoyable Convention in Colorado Springs. It is a lovely place.

Yours sincerely, Bill Malone, REPA Secretary, Director & Editor. * * * * * * From Jack Robertson in Scottsdale, AZ; Dear A.T. - Just received (14 Nov.) and enjoyed your usual fine TARPA publication. You do good work.

Speaking of TARPA, just in case you're hard up for some filler material, I'll enclose a copy of a report on the TARPA Scandinavia/Russia cruise some of us took last June. It was rather hastily put together and I didn't think it would warrant inclusion in a TARPA magazine but, evidently, Chuck and Pat Hasler think it is. I'll enclose their recent note to me. Anyway, I will leave it to your good judgement. Please feel free to edit except for the second paragraph. I think you will understand.

Best wishes for good health and happiness in the soon to arrive holiday season.

P.S. Maybe Chuck and Pat liked the report because I spelled his name correctly.

[Jack, with 2 members with similar names I have trouble when to use 1 or 2 S's. Now to re-type your nice report to save space and will probably appear elsewhere, space permitting.]

From Jo Clay of Largo, FL; My! You are really busy people. Just reread last year's letter. I've had a busy year and count my blessings.

Bill and his family have moved down here from St. Simons, GA, so now have all four in Florida although Al & Kathy are in Tallahassee which is 5 hours from here.

Al is Captain with ASA and commutes to Atlanta. Andy is still on 727's with Key Air out of Boston commuting from here. He and Sue have been opening and closing my cottage on the Cape for 2 years now.

Happy landings! Why not make one down here? I'd love it.

From Floyd Valentine of New Port Richey, FL; Hi A.T. - The airlines sure are in a mess since the deregulation. We flew the Golden Years.

There is always something to keep me from getting to some of the TARPA get togethers. I was even away when they met in Florida. As ever, Floyd

Diplomacy is the art of letting someone else have your way.

EDITOR'S DESK Received the following from a fellow whose heading read; Ed (Scrooge) Betts, The South Pole, Wintertime, Christmas Eve morning; I have been working overtime trying to wind up the series on the Martins.

There are just so much engine-out landings, thunderstorms, ice etc. that you can include. Let's talk by phone as to what you think.

My next project isn't going to be any easier as this will be the wartime ICD story.

Christmas will be a busy day as we will have our daughter's group of eight plus one son and wife (and two large dogs) for the day and dinner. If the weather stays the same as the past four days (down to near freezing) it will be complicated.

This old house (built in 1942) is impossible to heat above 57 degrees with the furnace going full blast and a fire going in the fireplace. We ain't used to cold weather. Other son presently stationed in Germany has been alerted for duty in the "Big Sandbox" after the holidays. It is warm there.

Another complication: I can't breathe too well due to the nose job I had six weeks ago and may require another operation. I don't look forward to that!

Happy New Year to you and Betty.

[Ed, your neighbor was shown some time back cutting firewood so maybe Ronald will let you have some] * * * * * * From Edward Peck, 196 Springview Ct., Louisville, KY 40243; Dear Capt. Humbles - As a rather new subscriber to TARPA TOPICS, I have already found it worth several times the price of admission. Although my TWA career was not in the pilot group, I have known several of you old timers and count Ed Betts among my friends. Given the sad state of the SKYLINER today (only a poor shadow of what it once was) TARPA TOPICS does much more to evoke my memories of a great airline. I do greatly appreciate the privilege of regularly receiving TOPICS. As Ed Betts can testify, I am an incurable TWA history enthusiast. My files of such material are probably exceeded only by his. I think it is safe to say that the Company's historical archives have suffered greatly at the hands of changing ownership and management. A few years ago I donated to TWA's public relations department a reel of original news film footage of our 1959 jet inauguration at SFO. I dare say one would be hard put to find that now!

One question which has long bothered me is this. So often one reads that TWA named its 307 Stratoliners for Indian tribes - Zuni, Apache, Cherokee, Comanche and Navajo. Indeed these were the names they carried during wartime service with the military. At that time they also carried fleet numbers 1 through 5 painted on the extreme forward fuselage. However, I have never seen a picture of a TWA 307 Strat (in civil markings) which included these Indian names. My contention is, therefore, that the tribal names were used only during the war and never

by TWA while these aircraft were in civil service.

If this matter might be aired in TARPA TOPICS , perhaps one of more of your members with time in the 307 Stratoliners could offer evidence one way or the other. Without their testimony, the answer will likely be lost forever in the mists of time.

Cordially, Edward Peck [Ed, maybe someone will come forward with an answer. I flew co-pilot a few months on them but can't recall.]

Always help a friend in trouble and he'll never forget you ... the next time he's in trouble.

20

LETTER TO JOE McCOMBS FROM HARRY CLARK Dear Joe: Although I am sure that there are many things that you would rather do than be Secretary/Treasurer--from a member's standpoint it is good to see you back in the saddle. It is unfortunate that your replacements didn't work out. You are to be commended for your loyalty to the group and I know your efforts are appreciated.

I have enclosed my check for the 1991 dues. I hope that the many changes in the checker of the ex-checker position didn't result in a fouled up mess for you to straighten out. I assume our assets are OK or you would have asked for a donation to enable TARPA to pay the bills.

Things are much the same here. I'm keeping too busy with the Santa Maria Museum of Flight. We had a very successful P-51 50th Anniversary Celebration.

27 p-51s came from all over the country and we had people from Australia, New Zealand, France, Norway and other places. We made a few bucks for the Museum and everything went well.

Walt Disney Studios filmed a large part of their new movie "Rocketeer" here at the airport. They built 1930s style hangars and other buildings for the movie and we are trying to get them for the museum rather than tear them down. We may be able to have them moved to a location near our existing facility. We could then use our volunteers to bring them up to code and include them in display area. The facility we built (60 X 100') has been filled since we opened and we have people wanting to give us airplanes and we have no place to display them.

We have a new grandson there in Boulder that we have been trying to get out to see but haven't been able to find time to get there. When we get there, time permitting, I'll try to give you a call. Lee sends her regards and Hi to Jean.

Best regards, Snorky AND TO JOE FROM EARL KORF Just to keep up to date here is a small donation. It's sure a bargain for what we receive in TARPA publications.

Was hoping Ed Betts would have printed the ICD story on the Strats but the Martins were probably ahead. Was interesting although I never had anything to do with them and don't believe I ever rode in one. During that period after the war I was 10 years in Cairo and, of course, we never saw a Martin over there.

But I am disappointed that no mention was made of the Jimmy Quinn accident when they collided with an Army plane over Ohio. Both were on instruments. Jimmy Quinn was one of our Flight Radio Officers who worked hard to learn the flying business and we radio operators were very proud when he made Captain. Don't think he had flown very long as Captain before this accident.

You can retire from TARPA office knowing you did a super job with the organization and am sure you will still be available for any help the present officers may need. You won't have to travel far for the next TARPA roundup.

Good luck and thanks, Joe. Earl Korf [Joe says Earl is one of many of our Eagles who donate although not obligated.]

George England tells Joe he will keep him posted on his medical problem. Also goes on to say "while I write this I am watching TV coverage of the Northwest incident in Detroit - Sure glad I don't work any more." Thanks, George As we write this Roy Van Etten is in serious condition in the hospital in Las Vegas. Also Roy Geisert hospitalized for some time. Our prayers are with them.

21

EDITOR'S DESK Jean McCombs threw a birthday party at the Simek residence in Evergreen, CO, celebrating Joe's 70th. Sorry we were unable to make it. Understand his birthday is the 18th of December.

JOHN VOVOLKA'S Cessna 182, 54 Romeo * * * * * * RETIRED CABOOSES FINDING NEW HOMES OFF THE TRACKS

By Jennifer Briggs-French, Fort Worth Star Telegram Sent in by Gordon Hargis In the corner of a Lewisville McDonald's neon-shorted kids in Nikes bop between slides and McMerry-Go-Rounds and around the stairs of the ruddy brown caboose that once crisscrossed the country as a final punctuation mark in a runon sentence of grain, autos, oil and lettuce.

From its windows, railroad men saw America backward and waved at generations of children. Now it has been salvaged from the scrap heap and relegated to housing Ronald's birthday parties.

At last count, in 1989, there were only 4,852 cabooses left on railroads in this country. That sounds like a lot, but it's down from 31,325 in 1925 and 10,255 in 1985. Union agreements are about the only thing keeping any cabooses on the tracks. Soon there will be none. The phase-out is almost complete.

[Your editor will keep the list of places you can buy a caboose in case any of you are interested. Prices run from $3500. to $6000.]

GOLF CLICHE Humility: This word is not in the golfer's dictionary.

22

EDITOR'S DESK Another golden touch from Goldy, I enjoyed the August TARPA TOPICS as always. Glad to hear Joe McCombs is recovering from his recent surgery. A.T. Humbles never gets sick but a temperature of 103 is rather high even for a youngish TARPA man like you.

By the way, the unidentified lady in the top picture on page 15 is Dorothy Patrick, wife of Harold (Pat) Patrick, a former Flight Radio Officer. In fact, all the ladies in that picture are wives of ex-Flight Radio Officers, a small but growing group of TARPA members.

That "Captain Box Holder", whose highly interesting letter appears on page 21, sound like a real TWA character and an original one at that. But he is not infallible. He describes the Celtic as a "fun loving" hotel. Now wait a minute!

Back in the 50's the French driver of the smallish crew bus which transported crew members from Orly to TWA's 3 down town crew hotels, the Celtic, the Reynolds and the Windsor, all located just off the Champa Elysees near the Arc De Triomph, would announce his arrival at each like this; "Celtic, for ze fighters! EnGarde!" After the tired "fighters" had lugged their bags off the bus he would drive to the next stop.

"Reynolds, for ze lovers! D'amour!" Then he'd come to the last stop.

"Windsor! For ze poets! Belles-Let'tres! N'est-ca-Pas? would wave au revoir and disappear down the Avenue Hoch headed for the garage.

No, Captain Box Holder, not just the Celtic but all three of those hotels could be described as "fun loving" now that I think of it.

Although I always look forward to the annual TARPA directory, it is so well organized and contains so much interesting information under the circumstances I appreciate the Board's decision to skip it this year. But in next year's directory would you do me a great big favor and change my listing to read; Goldthorpe, R.W. "Goldy" not Goldie? 1 It's no big deal but I come from a long line of Goldthorpes, all of whom were known as "Goldy" except my Dad, the dentist, who everyone called "Doc". My favorite uncle Herman was editor and publisher of the Tri-County Press based in Cuba City, Wisconsin, and where I first came face-to-face with a real, snorting,clanking line-o-type machine. He ran a regular column which he called Goldy's Nuggetts.

He also named his youngest daughter Golden Lenora. She was a Goldy too but they spelled her name Goldie.

It makes a difference. A few years ago one of our First Officers jotted down my hangar 12 phone number on a match cover next to "Goldie" and his wife found it. So Golden Lenora, Goldie Hawn, that First Officer and Goldie from Long Is land will all appreciate the correction if it's not too much trouble.

Very best regards, Goldy [Ye olde editor didn't fly on International much but I did stay at all of the above mentioned hotels which I thought quite antiquated but, I guess, adequate. Probably the best TWA could find] * * * * * * From Harry Mokler of Scottsdale, AZ; The main purpose of this letter is to wish you and Betty a very Merry Christmas and to once again thank you both for all the work you put in the past year for the TWA retirees. I hope all of the family will be able to join you.

We will try fighting our way back East Christmas day or the day before if the loads look okay. We've had some bad experiences with passes recently. Wish some of mm kids were working for other airlines.

Our love to Betty. Harry & Fran

The average husband today is concerned about what the government spends and what his wife spends - the difference being that he's not afraid to criticize the government.

23

EDITOR'S DESK From Goldie; Dear A.T. - A few weeks ago I visited for the first time the famous B & 0 Railroad Museum in Baltimore and thought I'd tell you about it if you haven't visited it yourself.

It is a very interesting and historical museum with a large collection of really antique locomotives, cars, cabooses from the 1930's era. It is located in an original roundhouse and has more modern steam, electric & diesel equipment.

They have a large model railroad and a movie theater both of which operate 4 times an hour plus large displays of railroad memorabilia. I climbed on board a 1930's caboose complete with the black coal stove, coffee pot, kitchen utensils hanging on pegs, a "stuffed" conductor working on his bills and a rear "shack" up in the cupola; hand brakes, signal lanterns etc. I was surprised to find the "crummy" was so small.

I remember back in 1947-48 when TWA International was based at Wilmington, Delaware, I lived in an apartment right next to the B & 0 freight spur on the outer fringe of the city. At that time they hauled a lot of coal up the spur each drag pulled by a couple of little freight hogs. There was a sizeable grade westbound and it was a constant battle between the double-heading Micados and the long, heavily loaded drag of coal hoppers to see if they would make it or not.

Quite often they didn't and then the see-saw began. The !loggers would let out the slack, sand the rails, then try to get started again. Usually they would lose their footing and the drivers would spin madly before they were able to shut her down again. This operation would go on for several times before they finally got slowly but surely rolling again. Engineers earned their money in those days!

That's all for now, A.T. How is TARPA TOPICS coming? Still haven't received the October issue. [Due out 1 Nov., Goldy, your letter dated 10 Nov.] Hope my name wasn't inadvertantly dropped from the list during the recent changeovers!

I sure miss that wonderful mag!

Sincerely, Goldy. * * * * * * Joe McCombs relayed this note; Happy holidays, Joe - I don't know if saying thanks for taking over again will be "twisting the knife" but I have to say it.

I talked with A.T. a few days ago...just wondering if TWA's new EEE tickets for friends and relatives was a proving run for eliminating retiree passes and replacing same with "EEE tickets"! He accused me of having a suspicious mind!

Still with King, putting out FAA course manuals and scripts...enjoying it and getting to fly the give-a-away airplane is a nice perk, albeit, I probably only get 80-100 hours a year in it. Plan to join a club and fly a C-120 and perhaps some other tail-draggers...(somewhat like trying to crawl back in to the womb, huh?)

Hank Gastrich

Just received newsletter of the retired U.S. Air (formerly Allegheny) pilots which is edited by Frank Petee who many of us know. They had their reunion in Las Vegas in September and see our long time friend, John Fitzgerald, of Casper, Wyoming, was in attendance as usual. Evidently, they had a fine time. Following custom, they had a cocktail party hosted by U.S. Air. Traditionally, a member of management attends which this time was Butch Schofield, who has been at about every reunion, but now we notice he is President of U.S. Air! Also their Vice President of Flight Oprations, Joe McLaughlin was there. Ulie Derickson along with Russ and their son, Matthew, were there and Ulie gave a most inspiring speech. Me thinks Ulie should be invited to talk to entertain us with her sincere and highly moralistic lecture.

The retired U.S. Air fellows call their organization the Soaring Eagles. Their next reunion will be held in Nashville, TN.

24

THE TARPA

GRAPEVINE DRAFT

FEBRUARY, 1991

DRAFT

begins with the first and This, my first Grapevine, largest problem, one I knew I would encounter, when the phone rang awhile back, with that Arizona tone. I'm having difficulty determining Dick, Ole and all those that came B-4, shoe sizes. I seem to be slopping around in some rather LARGE ones.

The of former Editors have told me the toughest part this section of the Tarps Topics was to get people to write.

That info, of course, relieved my mind, what little there is of it, immediately .

You guys don't write with info on whats going on before or since retirement, then I won't have too much to do ' cept turn in my Title page to A.T. every three months. remember when I was a minor LEC ALPA rep. at LGA in I the early '60s and folks used to stop me in the hall, in Opts., almost everywhere, with all kinds of problems, ideas and even some suggestions as to what I could do with myself. All I had to do was ask them to put it on paper, for the record of course, and drop it in my mail box, and I would see that the Company heard about it or the MEC was aware of their problem. I almost NEVER got any mail. Something about writing seems to put most of us in a trance-like state. Phones and voice boxes seem to do alright, but LETTERS. When was the last time you wrote to a family member, a friend, or even your Congressman ? This publication is yours. Read what others are doing, where they are going, what new monkey business they have gotten, into or wish they HAD gotten into. Notes on the grocery bag, the back of an old love letter, a business card, anything that will fit into my please, no 8x6x18 mail box, is okay. Monkey business, monkeys.

Personal debt has given America three distinct classes of people: The Haves, the Have Hots, and the Haven't Paid for What They Haves. ***

*******

I'd like to see those savings and loan officers, put in jail, with their sentences compounded daily.

25

The following are some of the notes passed on to me from our modest Secretary/Treasurer. What's his name. This Gentleman can't say enough about the great comments he gets enclosed with your dues payments to Tarpa. He says, "Keep those cards and letters coming ".

From Clara T. Fleet " I Enjoy the Tarpa magazine so much " She also wrote for a Directory to see where everyone was. Johnny Graham says he has stopped washing his mouth now so maybe he will be allowed to attend one of the Tarpa meetings. ED. What does he mean by that ?

Bob Mueller from Camarillo, Ca. blames "old age aches and pains" on his lousy golf. Ed. Probably the other way around. John Robertson, P V Ks. says " hell of a job and Good Health".

On his " Orders from Headquarters" stationary, James B. McArthur says "Thanks and Hello to Jeannie" and signs the note Alias "McNasty" Explain that please J.B. Ed. A fellow named Dave Wadsworth claims that every one who works for Tarpa does an excellent job. He also laments that he is sneaking up on threequarters of a century. Editor comments, that's why he says Tarpa workers do an excellent job, he's becoming senile.

Another "Eagle" feels great and wants to continue with the dues and appreciates all the Tarpa folks. Signs it a Dietrich named Sam. Chris Carper, another Eagle just got out of the hospital after a cataract removal on the right side and seems to be doing okay. Eddie Fritts says Merry Christmas and don't they go by fast. They will soon be on their way to their hide out in Virginia for the winter. Editors note, what do we have here, a bunch of Bears, hibernating .

Lyle Huntley says he and Rosella have been playing golf and traveling. ( This on LIOII TriStar letterhead).

Bob Linzay of Boynton Beach got his Topics with no membership card in the dues envelope, Sorry Bob, it happens sometime. Murphys Law. Most folks only have to send in $25.00 in an envelope with a $.25 stamp on it.

This time 'ole Bob put two bits on two envelopes. Note: Joe doesn't Know this but I'll volunteer him to buy everyone at the get together in Colorado a $.25 beer. That would be about half an inch in a tall glass. ( Just kidding Joe. ) Kletus Rood says he thinks Joe Mc. is either a glutton for punishment or a sucker for sweet talk or both. Says he really enjoyed STL and Hershey and hopes to see every one in Colorado.

NOTE : Stuart Leigh and Adolph Urban were Omitted from the list of EAGLES in the November Topics. Sorry guys, you will be in February.

It probably didn't make the print deadline. Ed. Note.

I, personally, while I'm alive, hope I never make Eagle.

From Bob and Fay Widholm in Naples Fl. Hopes both Joe and Jean are feelin' better and can defend themselves at the upcoming Clipped Wings and Tarpa Conventions in '91. Bob says that with all the Conventions, Seniors, Class and Navy reunions there is hardly enough time to chase Fay around the..er, eh... pool now .....

(I always knew there was something wrong with that guy. NAVY? ) 26

Grapevine, con't The following letters came to me through our Sec'y/Treas. and I will relate them to you verbatum.

From Claire Wells to Sec'y/Treas. and Tarpa Members.

This note has been a long time getting to you. Please do forgive I want you to know how very much I appreciate your me.

Eddie beautiful letter-also, being an Honorary Member of Tarpa ! and I so enjoyed going to the many wonderful "Get togethers", and seeing and being with all you dear friends. It was the "hi-lite" of each year for both of us. (How I am missing Him) ! If all goes well, I shall see you at Tarpa in '91. Love to you all, Claire"W" note: I met Claire Wells this year in St. Pete. Then I knew Ed. a great and human guy. Any one that is why Eddie was such fortunate enough to be blessed with a Lady as Super as Claire HAS to be the luckiest bird in the sky. The reason Captain Eddie had so many friends was because he was a friend to all. I was fortunate to fly quite a lot with Eddie in the CV-880 and boy did he make that bird talk. It was beautiful, it was loose and TWA should be so fortunate to have had Captain Eddie Wells. I'm sure I speak for all in Tarpa and TWA when I wish Claire and all of the Wells clan all the Best in the future.

Franklin Square L.I. NY. Next from Beth Miller.

We enjoy receiving the Tarpa Topics and Directory Dear Joe, so much plus the opportunity to attend the Tarpa meetings, Jack and I decided we would like to pay our dues like other members.

Tarpa provides a means of seeing and hearing from friends with whom we would probably lose contact without it. The Wickenburg Roundup is just great. There we get to relax in the gorgeous Rancho de Los Caballeros while enjoying old friends and eating wonderful meals. Paul Burke, Ralph Pusey, Willie Miller, Ed Betts and Arlie Nixon with his "beautiful" new Bride were a few of the attendees this year. We hope you are feeling much better than you were when we saw you in Hershey and we wish you and Jean a wonderful holiday and 1991. signed Beth.(where have you and Jack been traveling lately, Beth, jungles of New Guinea, jungles of Peru or the jungles of New York ? excuse me Donald Trump ) My good friend and ex Floridian Wild Bill McMinn sent the following letter to Joe McCombs. (Hi Marianne-J. T. ) Dear Joe: Would you believe it will be 15 tears this coming December 31st. since I retired. Although I hated like h... to retire when I did, looking back, we had the "golden years" of this airline flying.

Seems to me that the people running the airlines these days, are just money men and couldn't care less if they were flying airplanes or operating submarines.

Marianne and I moved to Fort Smith Ark. 12 years ago from Naples, Fl. and just love it here.

27

My grandson was commissioned in the Air Force a couple of years ago and got his Wings last April. He had requested and received training here in North Little Rock, Ark. We were delighted to have him that near... 160 miles..but just a few minutes ago his new wife.. less than a year..called and said his C.O. called and told her he would be sent to Saudis Arabia just as soon as he returns from survival training, which he is doing at this time out in Washington State. I felt he would be getting sent over, but we had hoped they would delay it until after Xmas. I hope this thing ends soon but the whole idea of training and having young men in the Air Force is for this very reason. I'd like to wake up in the morning and read where-somebody had shot that b ........ Saddam during the night.

Joe, I'd like to thank you and the other fellows who have done such a great job of putting together and running TARPA for the rest of us fellows, Actually getting a copy of TARPA TOPICS is the next best thing to. flying a flight. If you ever find yourself any where near this area , plan on stopping by with us for a visit.

By the way, I see Ruby Garrett every month at our "QB " meeting. " Signed Bill Mc Minn.

Stan Chichester and Kay attended the TWA Seniors get together at Mt Dora recently and are. enjoying Florida. Stan runs in 10 and 15k races and came in third in a 10k race sponsored by a local newspaper. Stan says that was his age bracket of course. Stan is one guy I envy, he keeps looking younger and younger every year.

That's the good part. The bad part is, he won't tell anyone how he ?does it. Genes Stan Had a nice letter from Jay Colpits last November. Jay was promoted to Senior VP, Flight Operations at Mt. Kisco recently.

Says there may be light at the end of the tunnel. Wishes every one at Tarpa success for the future and and enjoyable meeting in ' 91.

Jay, you don't have to wait until you are retired to make a Tarps bash.

Although the meetings are basically Retired and Associate members, we have folks from all over attending.

Everyone that is interested in the Flying business, good fellowship and hanger flying, is there. We have a GREAT time, renew old friendships and make some great new ones. .................

I think my pension has been frozen, when I opened the envelope, a little light came on. ................

28

Grapevine, cont.

Hey, did all you guys out there know we have a LARGE group of boaters ? Or is it Shippers ? Not being so lucky as to have been in the Navy, I still question what is a boat and what is a ship.

A sailBOAT is a boat, a whaleBOAT is a boat, a submarine is a BOAT, seems as though everything else is a ship. There are SHIP yards and BOAT yards and some of the boatyards have ships in them and some of the shipyards have boats in them. Will some of you old salts straighten me out This came to mind because of a letter to Joe Mc whats 'is name from Adair Miller, last of Gloucester (pronounced GLOW cest ter ha ha) Maine. Adair was looking for Fred Doery's address. Which of course is hard to come by because there is a rumor he is on the way around the world in his 49' sloop (is a sloop a boat or a ship?)

Last heard of in Singapore.

Fred has been in Malaysia.

Indonesia and along the east coast of Africa. Of course you know why this is interesting to Adair. He did it in 1935-36. Sailed from New York to Rio (58 days); Rio to Cape Town, S. Africa ( 3ldays)with a stop at Tristan da Cunha Island, 'bout half way. Then around the Cape of Good Hope to Australia (41 days); then on to Bali, Java and Singapore.

After 6 months in Micronesia, Melanesia and Polynesia arrived at Tahiti. From there around Cape Horn to the Big Apple, non-stop. (105 days). Claims he did it with just sails. (Does that make it a sail ship or an engine-less boat?) Also adds if he was younger he would do it again. Ed. note: sounds like a heck of a book/ movie to me.

Heard the Chicago group got together for a picnic at Paul Olson's last September, and had a super time.

Jack Schnaubelt (Loretta), Dave Byl(Winifred), Art Schmidt(Dorothy), Bill Barrett, Curtis Rogers(Frances), Harry Stamp(Marilyn), Dave Wagner(Ann), Bud Cushing(Patsy) and many others ate way too much.

Gordon Johnson was there too. Feeling much better we hope after some double shots of cortisone. (Double shots usually make me feel MUCH better too Gordon).

WAYNE RIPPEL SAYS....SPELL MY NAME WRIGHT....RIPPULRIPPAL...RIPPIL...RIPPLE. Just kidding Wain, will git it rait.

RIPPEL. FINALLY. OKAY CHUCK KNOBLER, you are committed, we expect to see you and Georgia at Colorado Springs, next Sept. '91.

Reggie and Ruth Plumridge celebrated their 52nd. on Sat. the 24th of November, ' 90. Tried to rub in the sunny and 65 degrees in Boulder Nv. But Joe Mc Whats'is Name said it was 70 in Evergreen, Co. and here in Fla. we are suffering through severe clear and 82 daytime, 60 nitetime. Where IS Boulder City ? Is that supposed to be Boulder Co. ?

29

Grapevine,

Con't.

Our good friend Lew Judd sends along a fantastic documentary (should be in COLOR, Lew) about a trip taken last summer in their Motor Home. It goes like this: We had a back on and 4050 ! a dolly.

terrific summer. We left West Palm Beach May 20 and got Nov. 10th after 15101 miles of travel in the motor home miles of side trips in our little Escort that we tow on The Escorts rear end vent 19151 miles

We drove on secondary roads where feasible and Interstates when necessary. Our route led us through Georgia, Tennessee, Kentucky and Ohio where we visited our son Gary and his wife, in Columbus.

Then on north through Michigan to the Straits of Mackinac. We had a good visit and enjoyed the hospitality of John VanAndell and his wife Linda.

Then west along the south shore of Lake Superior, through Duluth.

Camped overnight at the source of the Mississippi. Some contrast to the river we cruised with TARPA in '89. Then on west through N. & S. Dakota, the NE corner of Wyoming and into Montana. One of the places we stopped was the three rivers that form the headwaters of the Missouri. (We didn't want to show favoritism ).

Then north through Alberta, Calgary, Banff, Lake Louise and Jasper.

Then British Columbia through Prince George, to Dawson Creek, Mile Zero on the Alaskan Hwy. Continued north 1600 miles through Ft. Nelson to Delta Junction and Fairbanks. Up to the Artic Circle on the Alaskan Pipline Road, then back to Fairbanks and through Mt. McKinley National Park (Denali) to Anchorage to Seward, Homer, then back through Anchorage to Valdez.

We took several tours to various Glaciers and had a fabulous flight in a turbocharged Cessna 206 over the Alaskan Mountain Range and Mt. Mckinley.

From Valdez, we drove back through Tok and Whitehorse and down to Sagaway. We embarked on the Alaskan Ferry Sept. 15th and arrived in Prince Rupert B.C. the 17th. Super Boat trip. (Ed. Boat or Ship ?).

Then we drove east to Edmonton to see the MALL. 48 city blocks, all enclosed, with a large beach, combers(wave machine) and the best roller coaster I've ever been on. (three loops). We continued on south through Calgary, then over the Rockies and into Idaho.

Down through Nevada to Lost Wages. Next was Phoenix (Sons and Grandchildren), New Mexico and Texas, including San Antonio ( Great place for a TARPA reunion), then on to New Orleans and Halloween in the French Quarter (Mini Marti Gras with costumes and all the Hi-Jinks). Next Tallahassee Fl. and a visit with another Son and Wife. He's an Eastern Captain who took early retirement one month B-4 the strike I On to Universal Studios tour in Kissimee, then to home Camp Ground on 10 Nov. Ed. Note: Lew stays ahead of the Sheriff, new address is; 17A 3900 County Line Rd. Tequesta, Fl. 33469, Tel. 407/575-4137.

Says HAPPY Holidays to all.

30

Grapevine, Con't You would think that as a group we would be up to here with travel.

Not so. Every one seems to be going everywhere. Take Tarbox, Bill that is, and Joan. Off to Singapore, Bangkok and Hong Kong with the Seniors in February. Norm Nichol, still slaving away as an .890 on 74's doing the CRAF bit to Dhahran. Don Director of Alumni Relations at Bowdoin Collage next to Snyder, Brunswick, Naval Air Station, Maine that is, not Georgia, says he is going to retire AGAIN. Asks any TWA "alumni" in the area to. stop by. Did you guys know that Tudor Leland rebuilds old cars ('59 Porsch, Dodge 300 4X4, '26 Chevy and a '56 Rover. And then keeps his 26 year old Sport Fisherman (Ed. Note: is that a boat or a ship ?) in operation to research humpback whales, all of below 17.

God this which keeps him from getting his handicap retirement is tough. Just kidding Lee. **************** Ed Sendelbach, says because of a 'lil' ole tornado at Plainfield, IL . his temporary address is 700 Ravinia Dr. Shorewood, IL 60436 ***************** Bob Cooper took his last check ride west last November, and all TARPA members send their condolences to his wife, former TWA Hostess, Jean, and hope for the best for her in the future. Jean of course, as an Honorary member, stay with us and receive will the Topics. ****************

The following folks dropped a line to assure all they are still hanging in there. Dick Schmidt, Eagle; Johnny Boyce says he lives on Peck ROAD, not Peck POND. (John, you don't need a boat or a ship on a ROAD, do you?); Bernie(Bernadette) Barnard relates that Jack has had it with the Florida humidity and wants to go to Los Lunas New Mexico. Says after a 9 Mo. medical battle, she will just tag along. We hope the medical battle has been won, Bernie.

Al and Sylvia Kirby say Hi. Roger Don Rae sends Blessings for the Holiday Season.( Whats with the Anchorage Alaska stationary Rog.?) ***************** all retired F/E's who were members of FEIA. You NOTICE ..... For are those who may be entitled to a dues refund. Not included checked out as Pilots. Write or call Dwight T. Kerns for the Refund Forms. His address is 1824 Rankin Drive, Independence, No. 816/252-4058. This information sent in from Dick 64055.

Tel. Dawson. Thanks Richard. ***************** 31

Grapevine, con't, There is a National organization known as SILVER WINGS FRATERNITY based in Harrisburg, Pa. Anyone soloing 25 years ago may belong.

Sounds like an ongoing group. Their President is Russ Brinkley.

This gentleman must have known everyone from Orville and Wilbur to John Glenn.

I listened to him talk in a Motel room one afternoon for a couple of hours, (during a Sun 'n Fun EAA meeting in Fl.) and if any one rants to talk over old times and people in aviation world, he is your man. There is also a newsletter that comes out every few months and only our very own Ed Betts has a bigger file. Address, Box 11970, Harrisburg, Pa 17108. Phone 717/ 232-9325. .................

Larry Girard writes from Pebble Beach; After flying his Turbo Arrow around the mountains in Calif. for the local Bishop, at night on instruments and bending the prop and other assundry parts after landing at Paso Robles one day with a brand new nose tire that was flat on landing, causing the gear to collapse, decided that the machine was becoming a prohibitive liability and this gave Larry more time to ended up on the market. Of course explain what a"docent" at play golf and tennis but still doesn't the Aquarium of Monterey day, is.

On a more serious and sad note, he sends a newspaper clipping of the passing of one fine gentleman of the aviation community. Bud Gorman was a former Pilot for TWA. He was also a Methodist Episcopal minister, taught philosophy and humanities at San Jose State Univ. and wrote more than 12,000 poems. He was a graduate of USC (cum laude) and a Commissioned Officer of the Army Air Corps. Some of you may remember him. .................

Gene Exum says he doesn't like 'old age' . Since when did any of us become "old". Seth Strachan says he really enjoys TARPA and reads TOPICS cover to cover. Dos DiGeronimo PROMISES to make the meet in Colorado. Bill Piper suggests That Joe 'whats 'is name" buy a jug of V.O. to keep his feet varm in Colorado. (temp this morning in Evergreen -10 degrees). Ed. note: Bill, you buy the jug and all the TARPA folks will toast YOU. (I'll split it with The price, not the jug. Jim Morel. says that he and Ginny you). are looking forward to the Colorado bash and the tour to follow. .................

32

Retired Capt. Bob Kadoch decided that two years ago, when he fell and broke his left wrist and hip that it didn't balance(airplane he would even it up so he fell and broke his right wrist talk), and hip.

Dr. Chuck Hasler and Capt.(active) Ted Davis are cantering on Bob's condition. God help you Bob. See photo.

***************** Jane Parent (Frank) from Huntington Beach says she appreciates getting all the TARPA news and attending the events. Jane it's miss a get GREAT to have you with us and hope you never together.

33

The cartoon below came from our Illustrious President. Anyone care to comment? We need an interpreter of course, but my title of this cartoon would be: " the nose wheel of a Turbo Arrow or the spare part from a Golf Cart".

Okay, the guy that comes up with the best title gets a round trip to Paris on the Concord, supplied by the guy that sent in the Just kidding Russ, I'll buy a round of sassparilla for cartoon. all who can catch me. Ed.

34

Grapevine, Con't Dave Koch .....

Writes that he married Joan Martin, 1 November, 1990. congratulations, Joan and Dave. Hope you have many many years of that good 'ole togetherness. ***************** Bob Downing .....

Says Happy Holidays to all ....... ( to TARPA ).

another Eagle who contributes

*****************

Wes Jacobson......

Has an operation going at O'Hare Airport at Chicago, that is run by a group of retired Airline Pilots as Consultants for the Air Transport Association, to the City of Chicago. They monitor the snow plowing operation of the City and also take braking action reports after plowing is completed. Bob Thompson and Jack Wooden also from TWA, are part of the group.

Wes spends time at the Lake in Elkhorn, Wi. and Elk Grove Village. They are only 75 miles apart, so if any of you folks are lookin' for him try either place. (Braking action NIL, Wes) *****************

Irene and Russ Myers ..... have moved to a place near Pittsburg, Pa. 2542 Richdale Drive, New Kinsington, Pa. 15068. After 36 years in West Islip, NY. ( Boy I'll bet that was a garage full). Irene, we will find that picture if it's the last thing we do. *****************

We would all like to say HELLO to Helen Boles, who is Sales Associate at FFV Realty, McMurry, Pa. (where ever that is). You folks remember Helen. She kept the Company going in just about every dept. there was. Teletype, Load Control, you name it. Hi Helen, come to Colorado Springs, Sept '91. **************** There was a minister who had the duty of painting the church. He decided to thin the paint so it would go on quicker and proceeded to whiz through the job. About the time he had finished, though, the sky opened up and the rain washed away his work. He looked up and said, "Why me, why me?" Then, out of the clouds came a voice. " Re-paint," it said, "And thin no more."

35

GRAPEVINE

CON'T

FROM JOHN HENDRICKSON...525 Fairview Blvd.,Incline Village, NV. Enclosed is a picture of my two sons and me taken at Christmas when we were all together. One flys DC-8s for UPS and the other, 72's for UAL. (Ed . note, Must have taken after their Mom, John, a couple of nice looking guys.)

I'll also relate an interesting flight that happened some 37 years ago, done to the best of my recollection. During the nearly 40 years that I flew for TWA there were only a couple of times that I wondered if we were going to land safely.

The one that I am going to relate to you happened April 28, 1955.

The airplane was a 749A, plane =828. The crew consisted of Capt. John Michelson, FO R.P. Murphy, FE Ed Klappert and myself. I did not record the radio operator or navigator and can not remember them.

We had flown from Frankfurt to London and then I worked the FE panel from London to Keflavik, where we fueled up for the leg to Idlewild.

We had 7 hours of flying by this time so I hit the bunk as soon as we taxied out and was shortly sound asleep.

Some time later the roar of a run-away propeller startled me to a rude awakening. Imagine the shock when I discovered the crew were donning their life vests and had called air sea rescue!

36

GRAPEVINE CON'T. Some of you may remember some of the engine problems back in the good old days. The then current epidemic was cylinder hold-down studs breaking and it seems that we had just reached the top of climb when #1 engine failed. Mike commanded Ed to feather the propeller. Ed pushed the feathering button, but the prop didn't feather and the engine burst into flames. Ed was aware of the cylinder stud problem and guessed that the feathering line had been severed, so he pulled the feathering button back out and the fire went out. We found out later, that it was #4 cyl. that had failed and the feathering line was attached to it.'

In an attempt to stop the propeller, Mike told Ed to pull the emergency shut off to freeze the engine. The engine did freeze very soon, but stopped so suddenly that it broke the reduction gearing to the propeller. That was when the propeller ran away.

We now had a worse problem, as the aerodynamic drag increased so much that Mike could not hold a heading with full rudder and full aileron control! Later it was discovered that by slowing the airplane to near stall speed they could hold a heading with only the rudder control.

We had another concern on our way back to Keflavik, and that was how long the propeller would continue to spin with no oil pressure.

Would the bearings overheat and cause the prop to fly off the airplane? If it did, where would it go?

It was my job to watch the prop for any signs of trouble.

We were about one hour out when the engine failed. It took us almost 2 hours to return. Air-sea rescue were out following us back in case we had to ditch in the North Atlantic.

Can you imagine ditching in the North Atlantic at night!

The prop that we worried about kept spinning until we parked at the ramp. The #4 cyl. had punched a hole in the cowling when it came off the crankcase. The reason the engine stopped so suddenly was that the master rod became so hot from lack of lubrication that it began to melt. It opened up, allowing the crank of the crankshaft to come out of the master rod and strike it on the outside, jamming it against the crankcase.

Some of you, I am sure, remember Mike's ever present cigar which was seldom lit. As I recall, he chewed up one whole cigar on this trip!

Best Regards,

John Hendrickson

37

Grapevine, Con't,

I would like to thank all the folks who sent things in. You may not realize it, but it is fascinatin ' reading what everyone is doing.

Good way to keep in touch, too ..... Trust everyone had a HAPPY Holiday.... I know Bill Brown did..flying RC aircraft and Until ice boating (or is that ice Shipping?), in Connecticut.... the May issue, then, support TARPA, give Russ, Joe, A.T. and all the Committees and the BD, all the help you can.

Climb the GRAPEVINE and have a Great 1991.

J. T.

38

BETTY & A.T. HUMBLES prior to takeoff in their Rockwell Commander 112TC from Conway, SC.

LAST TARPA ALASKA CRUISE Capt. Bob and Marge Thompson and other TARPA members at dinner on "Dutch Night" aboard the Nievw Amsterdam. [Chuck Hasler says he thinks that is Russ Means leaning on his elbow.]

39

PARKY'S CORNER Just pausing to count my many blessings that have come my way since I started with TAT over 61 years ago - also to hope that this Thanksgiving has been one of your best.

Last week at the executive meeting I found many were discouraged and I reminded them that TWA's color was red and that was also the Chinese color for happiness and luck. So let's concentrate on that and look for the happiness and luck that will come for us and TWA. At Wickenburg we again fixed up jumbo postcards to mail to those unable to come and to show them we cared. About 35 cards in all, and the enclosed notes from Clarence Corrono, Dispatcher, and Bud Glorman's widow gives a sample of how much good they brought. I've been fixing up these cards for the last 28 years. The appreciation seemed greater. The signatures meant so much more than just a card signed "TWA Retirees". It personalized our thoughts that we cared.

From Bud Gorman's widow - Parky, you have done it again! How wonderful to receive that big, big card from Wickenburg with all those wonderful signatures of Bud's colleagues and friends in TWA. I really had to cry to receive all that outpouring of love and caring. How wonderful people can be! I am more grateful than I can say! It gives me heart to know how much respect and caring these great people felt for Bud. It must be a fun and joyful reunion each year for the old friends to get there together. How dear of them in the midst of their celebration to think of Bud and me.

Love, Margaret From Clarence Corrono - Thanks for the card from Wick! So many I don't remember, must be getting old! No change here -such a long time to be so sick!! My hips and legs are not holding me as they once were.

Clarence (Clarence, dispatcher, has been taking care of his bedfast wife for over 7 years with only break being nurses caning in for 2 to 3 hours each week.)

Parky sent this by James rent in Charleston, WV, Gazette The jargon makers are at it again. First old people were elderly. Then they were senior citizens. Next came Golden Agers. Now, according to a press release from a company specializing in items for the over 65 set, they are "chronologically gifted."

Again from Parky; Dear A.T. & Ed - What with 15 grandchildren, 5 daughters, their husbands and a foster daughter and her husband, my Christmas Greetings have "bit the dust".

Merta Mary passed on 7 years ago and she was my right and left arm on selecting presents and sending the Christmas cards, so; Merry Christmas!

Here is an "obit" on Capt. Frank Jones, Sr. I also have been asked to write up something for the Seniors Club newsletter re Lew Goss. Lew would have been 96 years old on the 26th of December.

Thanks for your conmments about the TWA checks. Going back to when they first started, "Bub" Wiser was TWA's President and there were comments that the Company would turn the idea down but Mr. Wiser approved it. I have used over 11,000 of these checks and am now on my 12th thousand. I find they are a great sales tool for TWA. Even though they cost me money and my bank would furnish all the checks I need for "free", I feel it's part of what I can do to sell TWA. I also bought 100 TWA calendars mailing them to out of towners makes the total cost about $2 for envelope and postage.

I have many friends, daughters, their husbands and 3 grandchildren who are frequent travelers on TWA..2 grandsons have made business trips to Europe the past year..one about 6 trips. Also have a number of friends in England who have flown to the States this past year.

40

TARPA SCANDINAVIA/RUSSIA CRUISE, June 1990 Report by Smiling Jack Robertson Captain Chuck Hasler arranged this tour even though he and his wife, Pat, were unable to participate having just returned from their African Safari. It was, however, enjoyed very much by retired Capt. John Graver and wife, Diane, Bill & Margie Johnson, Casey & June Roddy, TWA dispatcher Bob McMillan and wife Bobette, Joe and Char Gates who are friends of Casey Roddy, Charlotte Walker with her friend, Edith Henderson. Incidentally, Charlotte Walker, widow of Jim, and Edith were TWA flight hostesses back in the days when being a registered nurse was a requirement. [And, of course, Phyllis and Jack Robertson were on board.]

We boarded the Royal Princess on the afternoon of June 13th and set sail at 6 P.M. leaving Tillbury which is just east of London.

For someone who has never taken an extended sea cruise and who might be apprehensive about taking one, this may be of interest. For the many TARPA members who have taken such cruises, there is unlikely to be anything herein that's newsworthy.

The Royal Princess, a 45,000 gross tonnage vessel that is 757 feet long, was built in Helsinki, Finland, and registered in Great Britain. Her maiden voyage was in November of 1984. 4 large diesel engines drive 2 variable pitch propellors These 6 cylinder engines have pistons about the size of a Chevrolet engine and with its 31,000 total horsepower propels the ship at a maximum cruise speed of 21.5 knots. Heat from the engines is used to evaporate sea water, later condensed into fresh water whereby the ship is capable of producing all the fresh water needed. However, at Amsterdam, the last stop before arriving at Tillbury, the ship did take on fresh water, fuel and all kinds of produce and supplies. A ship's officer confirmed that everything the ship needed was cheaper to buy in Holland than anywhere else, even cheaper to purchase fresh water than to produce it underway.

Our captain, John Young, had a fine presence at the microphone and a good sense of humor. One must assume that he also knew his business of being skipper of a large ship. When he was first introduced to our group, probably 600 of the 1200 passengers, he asked if anyone was on their very first cruise. Many hands were thrust into the air and the captain said, "Me too." Captain Young explained that our life vest drill was not done because of faith but because it was required by law. He also added, "If there is to be a sea saga, everyone is reminded that it is women and children first, which explains the nightgown and wig on my cabin door Most of the sailing was done by night so everyone could enjoy daytime shore leave at the various ports of call, the first being Copenhagen. From there we sailed 3 nights and 2 days to Leningrad. Captain Hasler had suggested that I write the captain and tell him about our TARPA group and ask if we could have a tour of the bridge. As a result, I received a phone call in our stateroom and was advised that our group was invited to the bridge at 1630 on the afternoon prior to arriving at Leningrad. The bridge tour was very interesting and one of the highlights of our cruise.

At Leningrad, some of our group including Casey & June Roddy took a tour that involved flying to Moscow on the morning of our arrival and returning to the ship around 0200 the following morning. The rest of us took in such tours as the Hermitage Museum and the subway/shopping tour. We found the paintings in the Hermitage up to our expectations and perhaps comparable to the Louvre in Paris but it was depressing to see the outside of the building in such dire need of repair. The putty around the windows had dried, cracked and flaked away and the curled dried paint needed scraping and painting. The grassy park area outside had more weeds than grass and needed to be mowed.

TARPA SCANDINAVIA/RUSSIA TOUR Page 2 Our subway tour which, unintentionally, took place during rush hour was quite an experience. The subways were as clean and elegant as we had expected but we hardly had time to look around. We did more pushing and running in fear of losing sight of our guide during the stops and train transfers. While the subways were jammed with people there were no traffic jams on the streets. Our guide explained that the average Russian worker would have to save his entire gross salary for 7 years to have enough money to buy a car and then he would have to pay $3.50 to $4.00 a gallon for gas after waiting in line some 3 to 4 hours to get to the gas pump. In contrast, he said it costs less than the equivalent of one cent to ride the subway all day long.

When we came out of the subway, our tour bus was there to take us to the so-called Dollar Stores for shopping. Typical of the bargains at those stores which are for tourists only and dollars must be used was a small tin of caviar for $52.00. At those stores the rate of exchange was $1.70 for 1 ruble, about the same rate as for the British pound, but John & Diane Carver went to a Russian bank and got 6 rubles for 1 dollar. Our guide, Max, said that on the black market you could get up to 25 rubles for a dollar, which is understandable because you can't buy anything with rubles anyway.

After a 7 year wait after applying, our guide, Max, had obtained a 6 month permit to leave Russia for the States and was sponsored by people in the U.S. which enabled him to visit New York, Salt Lake City, Los Angeles and even the Speedway at Indianapolis. Max had just returned to Russia a few weeks earlier and had quit his job as professor at the University of Leningrad to take the job of tour guide because it paid him more money. He still had to live in an apartment with his parents and grandparents because of a 7 year wait for an apartment of his own, so he said. Max was quite candid about the deplorable state of the Russian economy and the shortages of every kind. What Max said to some 50 of us on the bus, using a microphone, probably would have gotten him a one way ticket to the salt mines in Siberia not many years ago.

Max told of the Russian who went into the store and said that he'd like to buy some meat. The clerk replied, "I'm sorry, but we're out of milk. The store across the street is the one that's out of meat." He also mentioned that since Gorby took over the long lines and queuing up just to buy anything was much worse than before. Max told of one fellow who was so fed up with the long lines everywhere that he had fully intended to go and shoot Gorby but found that line longer than any of the others.

Leaving Leningrad with its grey skies, grey buildings with some still showing damage from the 900 day German seige during World War II, long lines of people and soldiers on the dock to check our papers, we sailed overnight to Helsinki.

There we disembarked in sunshine and were greeted by happy smiling faces and people handing out roses to the ladies, underscoring the vast difference in the 2 countries as close together as the U.S. and Canada, geographically speaking. Shortly after we returned home we read about the Aeorflot planes being hijacked to Helsinki and Stockholm. For a Russian, that would have to be a temptation.

From Helsinki our next stop was Stockholm, another beautiful city to visit.

We sailed from Helsinki, the most northern of any of our ports with latitude more than 60 degrees north, on the longest day of the year, June 21st. There was no darkness that night, just a couple of hours of twilight between sunset and sunrise.

Service and food on board the ship were excellent with minor exceptions. The Royal Princess has elegant appointments and is maintained beautifully. Every time we were in port there would be workers removing any dirty spots on the ship's hull or any marks on the carpeting, plus taking care of the 2 acres (that's right, 2 acres) of teak decking and polishing anything that could be polished.

We are all grateful to Chuck Hasler for making the arrangements. Chuck has recommended that anyone concerned about seasickness should take "Bonine" tablets, available at most pharmacies, but even though the sea was fairly rough at times 42

TARPA SCANDINAVIA/RUSSIA CRUISE Page 3 the Royal Princess with its stabilizers cut through the waves with hardly a ripple.

I doubt if anyone on board would have gotten the slightest bit weary if they had taken nothing. Incidentally, as the ship reduces weight by burning fuel and using fresh water, additional sea water is taken on to maintain a constant weight for stabilization - quite different from flying an aircraft where the pilot takes advantage of lesser weight due to fuel burn by climbing to a higher altitude to conserve fuel.

In my case, taking a 12 day cruise on a ship in the North Sea and the Baltic Sea was not exactly my first choice for a vacation but got talked into it by my wife, Phillis, and Chuck Hasler. I now admit that I thoroughly enjoyed everything about the cruise, the friendly people we met, fine entertainment every night, gourmet food almost continuously, color TV with Sky News and movies in our stateroom (we almost never had time to watch a movie in our roam and not once did we find time to attend a movie in the ship's theatre) a daily newsletter which included stock market reports and the daily "Princess Patter" which outlined all the activities for that day. As perhaps on all large cruise ships there was the casino for gambling, ship's store for duty free shopping, bridge, bingo, golf putting contests, skeet shooting, horse racing, afternoon tea with sandwiches and cookies and midnight buffet in addition to 3 regular meals.

There was absolutely no time to be bored and the most amazing part of it all was that I gained only 5 pounds.

Jack Robertson *

*

*

*

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*

[Betty & A.T. Humbles years ago went on a cruise celebrating their 25th wedding anniversary with another couple flying to Porto Rico and a ship to South America making all the stops going and coming in the Caribbean so we know of whereof Jack speaks. Never had I seen such excellent dining. For example, even for breakfast they had everything anyone had ever heard of for breakfast including, believe it or not, 3 kinds of fish so I had fish every morning with eggs while Betty & friends usually had steak and eggs. The last day of this 7 day cruise they were announcing how many pounds of beef, how many pounds of turkey, chicken, fish etc.

Our friend, Bill Godley, said they announced that A.T. Humbles ate 15 pounds of fish for breakfast. Our ship was an all Italian crew with just about the same number of crew as passengers which was 400. It was fantastic.]

TWA SENIORS CLUB SEEKS MORE COCKPIT CREW MEMBERS Bill Dixon. current president of the TWA Seniors Club. and one of the founding members of TARPA. urges that more cockpit crew retirees join the Seniors Club. Dues are only $5 per year.

The Seniors Club is a non-profit organization whose "purpose Is to promote continuing social and group activities among those who share work-oriented relationships." It got its start in the 40's as the Decadent Decaders. Ten years with TWA made you eligible.

After a period of inactivity, it was revived In 1961 by Captain Harry Campbell and Parky Parkinson. It officially became the TWA Seniors Club on June, 1967, at the first annual meeting in Kansas City. Captain Cliff Abbott was the first president.

Today. a to every For many courtesy

Newsletter is published bi-monthly by the Club and mailed TWA retiree, whether he or she is a Club member or not. years, it has been printed and mailed by TWA as a to the Club.

Nearly 5000 of the 13,000 retired employees are dues paying members of the Club. It has 23 chapters. 8 of which are overseas.

The chapters sponsor many activities. and a number of tours each year are organized by the Club's three tour directors.

The next Annual General Meeting will be held on the Queen Mary in LAX on May 14-15. 1991. To attend. one must be a member of the Seniors Club. It is the only retiree organization TWA officially recognizes. TARPA and The Seniors Club maintain close liaison through the respective presidents.

If you are interested in Joining the Seniors Club, send your $5 check payable to TWA SENIORS CLUB to: Tom Sawyer, Treasurer, 4620 N.E. Kelsey Rd., Kansas City, MO 64116. Include a stamped self-addressed envelope for your membership card. With your check, please note your spouse's name for the records.

A sign in an upholstery shop: Children! Tired of being harassed by your stupid parents? Act now! Move out. Get a job. Pay your own bills. While you still know everything.

Bumper Stickers The more I learn about men, the more I like my dog.

Cancer cures smoking.

If I had known then what I know now, I would have picked my own cotton.

When you gripe about the farmer, don't do it with your mouth full.

I hate bumper stickers.

44

Bill Dixon, President of the TWA Seniors Club says - Enclosed picture taken at the 29th roundup at Wickenburg, AZ, at Rancho de Los Cabelleros on Nov.2 & 3.

A number of retired pilots and flight engineers attend each year. We all had a great time. The food was excellent and the golf course is listed among the 10 best in Arizona.

Left to right; LUM EDWARDS LLOYD HUBBARD MAURIE RUSH BILL COOPER

JEAN THOMPSON VAN THOMPSON

45

CHUCK

CLEO MATTKE & GORDON GRANGER WAGON LUNCH, WICKENBURG NOV. 3

F/E GAIL HOWELL & WIFE, CLORIS DONNA & ED BETTS, SAME LUNCH

46

THE THRUST LEVER

The above picture should bring back memories for it was on so many rural barns for many many years. Saw a picture hanging at the Inn in Hershey of an old barn with it on it. Editor bit down on a large piece of what looked like roof shingle in a pouch of Chatta-Nooga Chew so sent it to the Helme Tobacco Co. located in Wheeling, WV. To assuage my feelings they sent me 6 pouches of Mail Pouch. I'm sure Dave Kuhn is familiar with it. Seems to me he once mentioned it in an article.

Credit unions draw banks' ire

From Paul Kelly, B-17 Pilot Your article in the November TARPA TOPICS about your 384th Bomb Group reunion in Wichita caught my attention. I thought at first your reunion was at the same time as the local Confederate Air Force unit was putting on an air show but that was the weekend of Oct. 5th -7th.

I was in Hutchinson, KS, Oct. 1-4 on tour with "Sentimental Journey, CAF's B-17 based here in Phoenix where the Wichita CAF squadron found "S J". They wanted us to come to Wichita to add to their show since the CAF's B-29 cancelled out on them. Because of our schedule commitments , the best I could do was join them for a fly-over of Wichita on Friday, Oct. 5th, on our way to OKC. So we had 2 B-17's, a HE 111, some T-6's and a P-51 in the air over town. The B-17 with the triangle L on the tail in the picture is "Texas Raiders", the other CAF B-17 and I'm on his wing in Sentimental Journey.

Too bad this wasn't the next weekend for your 384th reunion. How about that Heinkel-111 on the right wing? Memories!! [Picture referred to on following page.

Paul, it does bring back memories but I never saw any appearing that friendly] I was in Rapid City, SD, in late July on tour with "SJ". We were on exhibit at Rapid City Municipal but stayed on Ellsworth AFB in the BOQ, pardon, VOQ now.

This because of a shortage of rooms because of an annual motorcycle rally in nearby Sturgis.

In return for their hospitality at Ellsworth we flew over there from Rapid City non-stop 8 miles on the morning of our departure to Sioux Falls so that they could take the enclosed picture. [Picture next page] These photos should bring back a few memories for you and I thought of them when I read your article. I was with the 388th which has yearly reunions. I have attended some but missed the last two. Four of my crew get together every once in a while, the latest was this summer in Pennsylvania.

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From Paul Kelly, CAF, Captain, TWA Retired

Heinkel 111, photo taken from B-17 Sentimental Journey

Rather a unique line-up of airplanes not seen very often and covers a span of a few decades. The B-17 is "Sentimental Journey", the B-29 is a static display airplane at Ellsworth museum, the B-52 was on a training mission and held over for this picture and the B-1 is one based at Ellsworth. Picture was taken 5 October 1990 at Ellsworth Air Force Base.

A.T., I enjoy TARPA TOPICS and thank your for all your efforts in putting it together A HAPPY CHRISTMAS to all of you!!

Best regards, Paul [We appreciate your contribution, Paul, and the pat on the head, A.T.]

50

SINCE THEN I BEEN DOIN A

I TOOK A TOUR WITH A MR. CAPTUN LUMP

I

ALSO TOOK A TOUR WITH MR.

READERS

(RETIRED)

YOUR'S TRUELIE,

PICTURE OF ME ON A TOER WAS TAKIN? I FORGET

COULD TELL ME WHERE, WHEN, HOW OR WHY THIS

MAYBE ONE (1) OR TWO (2) OF YOUR

ALL TAKEN THIS YEAR AND I'M AM TOORED OUT.

ANOTHER ONE WITH THE INTROLINERS. THESE WERE

HAIRY MICKIE (HE GAVE ME A TRAVEL TIPS) AND

GETMEAWAY TOUR.

TOOK A TOUR WITH RAPPAP GROUP AND A TWA

WITH A MR. CAPTUN CHUCK HASSELER. THEN I

EDWARDS AND JERRY CONDUM AND A TARPA TOUR

TOURS.

LOT OF TRAVELING BY AIR IN AN AIRPLANE WITH

EARLY RETIREMENT.

FLEW FOR TWA FOR SIXTY YEARS AND THEN I TOOK

READERS HELP ME FIND MY IDENTITY AGAIN? I

CAN ANYONE OR TWO OF YOU'RE TARPA "TOPPICKS"

HELP!

.

REMINISCENCES OF I.C.D.

By Bob Gwin I went to Rising Sun Aircraft School in Philadelphia, PA, in 1938 and 39 with Wally Mazer, Jack Burlin, Jack Gantz, Chet Calkins and Milton Miller all who went with TWA. I had graduated from Rising Sun and received a pass from Hy Crowther, TWA Maintenance Foreman at LaGuardia, to come up for an interview. I already had my Aircraft and Engine license. That same day I also went to see American Airlines. I flew up from Camden, New Jersey, on a TWA DC-3 flown by Capt. Grabill, who I later flew with on Connies and 707's.

To set up the Ferry Command, as it was called in February 1942, Al Brick came to LGA to talk to the mechanics about going overseas. Jack Burlin and I were sent to Belem, Bill Kushner was sent to Natal and Quirk to Trinidad. The five 307 StratoLiners were camouflaged dark green with Indian names. A Navigator & Radio Operator station was installed behind the cockpit. Same seats were taken out and a section had 5 extra fuel tanks of 212.5 gallons and a 45 gallon oil talk to pump oil out to the engines. Those Wrights like their oil. Burlin and I were sent to Belem in Feb. 42 and serviced the Strato-Liners as they came through. When the 5th one came through I went on it to Natal, as they were flying the Natal, Ascension Island to Accra and back to Natal. When the engine time was near overhaul they returned one at a time back to Harold Poole, Maintenance Foreman at Washington, DC. I went to Flight Engineer's School at DC. Some in the school I remember were: Rouge, McBride, H. Young, Swede Hanson, Jack Evans and Charles Knobler. For checkout I flew on 2 Sept. 42 with Charles Knobler, who later on was on the Connie with Willie Miller when the prop came loose and later Knobler went with the FAA. Now living in Atlanta I see him from time to time at the Shrine Aviators and QB's.

I also flew with instructors Beaton, Henley, Carneal, Newman, Proctor, Donaldson, Darst and finally Al Brick. At that time we were checking out on the C-54 also.

I had 307-14:04, C-54 - 15:20 and on 15 Oct. 42 on # 4 with Capt. Blackburn. We had a lot of Captains and F/E's to final check out; Don Brown, Bruce Pettigrew, R.L. Brown, Wassenburg and Connie Shelton.

On Oct. 21st, 1942, Capt. Wassenburg was flying and Frank Parent was checking me when we had to feather an engine, turn around and head back to Natal fully loaded, we dumped fuel, went down to the ocean and came back to Natal. I was sure we were going to get shot down by the German subs in that area. I had heard stories that the Navy PBY's would go out to sink the subs only to get shot down themselves.

So, with us on the deck, I was waiting to get hit but we made it back our time being 3:00. Ad Duncan and I changed a cylinder on the feathered engine the next day. Oct. 22nd we test flew it and on the 23rd we went to Ascension to Accra. I flew with D.C. Brown, Shelton, R.L. Brown, Gene Klose, Kindred and Roy Brister.

We went to school on the C-87's, which is a cargo B-24, at Accra. The pilots had Chick Frederiks and we had Dick DeCampo. The C-87's had gasoline bags in the wings and they would leak and drip gasoline on the cargo. The fuel transferring was done with a hose connection from one tank to the other and an electric fuel pump close by. We lost a C-87 and believed it was caused during this fuel transfer operation.

I was with Larry Trimble on the 307 for the search mission for the C-87 out of ascension flying 12:50 on Dec. 10th, 14:10 on the 11th, 9:00 the 12th and 8:30 on the 13th. We found some orange-yellow coloring in the water and thought it may have come from life jackets but that was all.

I had a long trip to Karachi with Roy Brister in a C-87, Acra-Kano-KhartoumGura-Aden-Karachi and back. We had 55 hours in 7 days on that trip. in 2 months I had 331 hours, 307-209.15, C-54-32:45 and C-87-89:00. (continued next page)

52

REMINISCENCES OF I.C.D. I was also on the mission to take back the B-24 to Turkey with Clif Dombroski, Joe Grant, Ray Jennings, Johnny Lane and Fred Ellis; Capt., F/0, 2nd Off., Radio Operator and Navigator Dec. 22, 1942.

The Strato-Lines on ICD (this was now called) were returned to Domestic with new B-17 wings and upgraded Wright engines. I think they were more comfortable than today's 747"s or, at least, very close. The davenport lounges were converted to 2 beds. Also, on top of the 5 extra fuel tanks, there was a bed resting area for the crew and any Generals aboard. The ICD high speed cruise was 150 indicated and long range cruise was 140 ind. On the search mission we had the engines pulled back to where we could count the blades. We had to for a 14:10 flight.

Training during ICD was, I would guess, 3 to 4 weeks, we also got CW code, aircraft & ship recognition and some navigation. C-87 training in Accra was a few days As far as pay goes, I started with TWA at 42 cents per hour, class "C" cleaner, on up to $72.00 per hour International Relief Officer, International.

And to Ed Betts, Bob says the guy you wrote about who fainted as the first Strato-Liner arrived was me. [TARPA November 1989, page 75, 2nd paragraph, 4th line down] At that time I had a room with an English family on 95th street, just over the parkway at LGA and Pete Houch also had a room there. We had gone swimming at Jones Beach and we were on the 4 to 12 shift. I was signalling the Strato-Liner in when I just collapsed on the ramp. Hy Crowther and some others took me back to the ramp and sat me down and left me to go about getting in the flight. Later on I made it to the on duty Nurse and she said I was red from the sunburn and probably had a sun stroke. Anyhow, she said I could go home but I was all excited about the new airplane and went back into the hangar and they had me jacking up the airplane as they had a wheel or brake problem.

I never had a double engine failure and maybe only 5 or 6 jet engine failures in almost 27,000 hours and 38½ years flying.

Bob Gwin, IRO-F/E, 41 years TWA, retired 4-1-81

Golf carts lined up for a race. We recognize Bob Mueller as closest but we wonder if everyone is sleeping or praying. Some waits for tee off time can be that bad.

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AVIATION STATUE DONATED BY RETIRED TWA CAPTAIN H.T. HASTINGS The statue pictured here was donated by "Ace" Hastings to the Grayson County Airport, Texas. We refer you to page 16 of the August TARPA TOPICS wherein we described this project and the inscription which is on it.

The huge statue weighs 27 tons and was carved out of Vermont marble by internationally known sculptor William M. McVey. It took 30 months to complete and was the final effort of the noted artist who was 95 years old when the job was completed. The monument to the airmen of the 30's and 40's alone cost $250,000. Koticke Monuments of Cleveland made the base and installed it.

Dedication was held Saturday 19 October 1990 with the keynote speaker being Congressman Ralph Hall. Congressman Hall said, "It is nice to be in an area where people know what they are doing after being in Washington where they obviously don't know."

A group of Air Force T-80's flew overhead to kick off ceremonies, American Legion Post in Plano provided the color guard and Grayson County Junior College Band performed the national anthem.

Ex USAF Major Hastings made a presentation speech from which some excerpts are quoted here.

"Look where we've come in a short 50 years. Think about it. Where will we be 100 years from now? And so this work of art is dedicated to all those people from this age and this area who helped us to where we are today. I would like those astronauts of the future to look back through this window of time to the ones who began it" He also referred to the Greek legend of Daedalus and Icarus, the first men to fly.

Hastings was at Pearl Harbor when Japan made its surprise attack on 7 December 1941. He is the grandson of Major L.L. Maughs, who came to Denison in 1872 after the end of the War Between the States. He was an early attorney. Hasting's father, George R. Hastings, owned the First State Bank in Kingston, while his mother, Daisy, was a registered nurse. Ace holds the Distinguished Flying Cross, Silver Star and Air Medal. The report also says he joined movie stars in war bond sales drives.

Congressman Hall also presented Hastings with an American flag with a certificate that it had flown over the U.S. Capitol.

H.T. divides his time between Corfu, Greece, and Denison, Texas.

23 February 1912 - War Department first officially recognizes Military Aviator rating.

54

196 Springview Court Louisville, KY 40243 1 January 1991 A. T. Humbles Tarpa Topics Editor Route 2, Box 2900 Belhaven, NC 27810 Dear A.T.: Thanks to your mention of my desire to obtain back issues of TARPA TOPICS, I have now received 24 issues to January 1984 from Lucille Adams of Coral Springs, Florida. What a treasure of fine reading!

These are a priceless source of historical documentation to be found nowhere else. I am still in need of any pre-1984 issues.

I so much appreciate the privilege of receiving TOPICS by subscription. My 1951-1966 career with TWA was in station ops and sales, both in the U.S. and abroad, but I am a devoted student of the company's rich history. Being privy to TARPA affairs makes me feel like the kid sneaking in under the circus tent, but you folks have a real friend and booster in me. I count Ed Betts among my personal friends, and we have long collaborated on TWA historical matters.

One rather unusual incident which I clearly recall does not seem to have made the pages of TOPICS, so perhaps one of your members can comment on this. During 1952, as I recall, flight 242 had departed STL for SDF, CVG, DAY and YIP. This was a night schedule and was operated with brand new Martin 404 equipment. On its first leg, somewhere east of Evansville, the crew called SDF radio to advise that the entire cowling of #1 engine had parted company. It was asked that emergency equipment stand by for their arrival in SDF. The landing was routine, but that bare port engine sticking out was a sight to behold. There were also large holes in the leading edge at both sides of the nacelle, but fortunately the cowling had not struck the tail surfaces. As I remember, the failure was attributed to the misalignment of an attach point on the "wedding ring".

This failed, and a domino effect resulted in full separation. One dear lady passenger was very calm about the whole thing, saying that she saw the cowling come off but supposed that was just something they did to keep the engine cool! Comments, anyone?

Another item: It is a matter of record that TWA bought a new Beech 17-L Staggerwing in February 1936, probably for instrument training.

This was registered NC-15484, factory serial 57 and was apparently TWA-owned until 1938. Nowhere in TWA historical articles have I found mention of this airplane, and I wonder if any of you have recollection of this Staggerwing -- or a photograph.

Again, many thanks for TARPA TOPICS. It's the best reading I have found in a long, long time!

Cordially,

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Edward Peck

THE WORLD THE GIs FOUGHT FOR?

By Russell Baker New York Times Washington - After the last gun was silenced in World War II, a man in a six-button suite and Beatle haircut appeared from a time machine one night and wandered among a barracks-full of servicemen who were awaiting discharges.

"Do you understand what this war was all about?" he asked a GI. "Sure," the GI said, "We fought to save the Brooklyn Dodgers, the 2-pants suit and Mom's apple pie" "Then you have lost." said the man from the time machine, "Within 20 years, the Dodgers will be sold out to Los Angeles. The 2-pants suit is even now gone from the haberdashery rack. And by the time all of you are Dad's, Mom's apple pie, like almost everything else Mom used to whip up in the kitchen before Pearl Harbor, will be delivered by Teamsters, frozen or ready-mixed."

The men in the barracks hooted and said that if they were not so tired of fighting they would bloody the visitor's nose on account of his feminine haircut.

A cynic interrupted, however, "That Mom's apple pie is just a crude way of saying we fought for democracy," he said. "Pure applesauce, actually, we fought to save the British Empire."

"Then you have lost," said the visitor, "The British Empire will be dissolved, at American insistence, within the decade. "You talk like a Nazi propagandist," said a sailor, "You are trying to drive a wedge between us and the British. Next you'll be trying to divide us and our great Societ allies."

"Within five years," the visitor said, "any of you who calls them 'our great Soviet allies' will be accused of treason."

"Throw the bum out." shouted a corporal of infantry. "What did you fight for, corporal?" the visitor asked. "Easy," the corporal said, "Germany had to be destroyed." "Then you have lost," the visitor said, "for within 5 years, you will be paying to rebuild Germany out of your salary. For 15 years after that, American will risk new wars to help put Germany back together again."

The men laughed and laughed. "Tell us about Asia!' shouted a Marine. "Yeah, said an Air Corps private, "Tell us how we're all going to wind up loving the Japs and fighting the Chinese." And the barracks rocked with laughter.

"Don't tell me you fought to destroy Japan, too," the visitor said. "What else?" a sergeant asked. "Then you have lost," said the visitor, "Within 20 years you will rebuild Japan. It will be your warmest friend in the Pacific. When your children are born, you will teach them not to say 'Japs'. You will train them to say our Japanese friends."

"That'll be the day," said a waist gunner, "The Jap bombing of Pearl Harbor will live on in infamy. We've fought to guarantee that." "Then you have lost," said the visitor, "Within 20 years you will have large unhappy children who will not remember Pearl Harbor. They will say, however, that your own bombing of Hiroshima and Nagasaki were acts of infamy." "If any of my kids ever say that," a staff sergeant said, "they get a punch in the nsoe. What I fought for was none of that fancy stuff - just the good old American right to beat some sense into your own Kids."

"Then you have lost," said the visitor, "for within 20 years, children who don't remember a thing about your war will outnumber you in the population and though you may punch a few it will make no difference because your legs will be shot and your wind will be gone and your stomachs will be flabby with steak and beer. A supply clerk, who had listened solemnly spoke up, "I fought to keep America the way it is, " he said. "That's right," said a Navy gunner, "I hear Jimmy Stewart say that in the movies. I fought because I didn't want anybody changing things around in America."

"Then you have lost," said the visitor, "for within 20 years everything will change. Farmers will live in the cities. City people will live in the suburbs.

The country will be covered with asphalt. The cities you have know will be torn down. Money will be replaced by the credit card.

56

THE WORLD THE GIs FOUGHT FOR? "Your Major Bowes, Charlie McCarthy and the Singing Lady will disappear. children,"-here he pause to display his sic-button jacket, his stove-pipe pants, leprechaun boots and his seaweed hair - "Will look like me."

"All right, men,:" roared the top sergeant, "Grab the fascist rat!" The visitor disappeared under a mass of uniformed bodies. "We'd better take him up to intelligence for interrogation," the sergeant said, "He's probably part of a die-hard axis scheme to destroy American morale."

When the men had untangled, of course, the visitor had spun off through the time-space continuum into 1965 and was dancing the jerk at the go-go. "Tell me, bird,: he asked his partner between twitches, "Did you ever hear of a two-pants suit?'

RAILROAD WHISTLE TALK Believe it or not, railroad engineers don't blow the locomotive whistle just for the fun of it. No, Siree! Every toot has a meaning and helps to keep the wheels rolling. Some of the whistle "talk" used by engineers is given below so that you may know what the engine is saying the next time you hear the whistle echoing over the countryside.

Each . means a short toot. Each - means a long toot.

Apply brakes. Stop. • Release brakes. Proceed.

-... Flagman go back and protect rear of train.

---- Flagman return from west or south.

Flagman return from east or north. ...- Protect front of train.

Answer to any signal not otherwise provided for. • ...

When standing, to back up. When running, to stop at next passenger station. .... Call for signals.

- -.- Approaching highway crossing at grade.

Approaching stations, junctions and railroad crossings.

--.

Approaching meeting, or waiting, points of train.

A number of short toots is an alarm for persons or livestock on the track.

AIRLINE RULES TO FLY BY Every activity generates its own laws, adages, axioms, theories, principles and observations. Listed here are some. Whether any can be called a Great Truth depends on where you sit.

Anyone who depends on a forecast can be sold the Brooklyn Bridge.

Arguing with a captain is like arguing with a radar cop.

Jokes told by flight engineers are ignored; copilot jokes draw smiles; captain jokes send copilots and engineers into hysterics, none of which proves who tells the funniest jokes.

There are 4 ways to fly; the right way, the wrong way, the Company way and the captain's way. Only one counts.

A captain is 2 flight engineers sewn together.

Crime wouldn't pay if the FAA ran it and would lose money if management took over.

Jet and recip engines operate on the same principle; suck and squeeze, blow and go.

The louder a copilot gripes about his skippers, the more likely it is that he will become an insufferable captain himself.

The most nerve-racking of airline duties; the flight engineer's job on a proving run flown by two chief pilots.

57

AIRLINE PILOT RECALLS "CONNIE'S" LAST DAYS Triple-Tailed Beauty is remembered fondly

By Hank Gastrich Those of us who knew her intimately loved her! Despite knowing that she had an affair with the world's most renowned recluse, despite her having left us for some Army pilots, we welcomed her back and accepted her for what she was - the best airplane to have ever flown.

At least you can count me in the dwindling group of those who share this feeling.

She was our beloved Connie, any one of a series of seven models of Lockheed Constellations that bridged the transition from the pre-war DC-3's to the jets of today.

From the very first Connie that came to us without nose wheel steering and without reverse, to the last, the sleek 1649 (TWA trademark) with its thin wing and incredible range, they all shared the commonality of the shark-like fuselage and the triad of vertical fins and rudders.

Her final days were an agony for us who had been with her in better days.

There were only a few "tag-end" Connie flights left as the huge sleek jets elbowed their way onto center stage, usurping the role she had filled so ably, until at last she was off stage forever. Through these final flights, we operated five planes, each sadly underflown, which contributed to some of the woes and occasionally to some humorous incidents.

The R3350 engine was noted for being somewhat "loose" around the oil seals and after sitting for a week or more, each engine start was an adventure in blue smoke.

Despite pulling the propellor through eight blades by hand, it was never enough to remove the oil from the bottom cylinders. We soon discovered that a little prime (maybe a cup full or so) would dilute the oil somewhat and then starting from a known flooded situation, the engine would fire.

Those last five planes were noted for seal leaks, so that contributed to the oily blue smoke that caused many noses to be upturned and often some snide remarks on the radio as we passed. Night takeoffs were most spectacular, the trail of flames behind each engine reaching eighteen feet or so.

Tonight, though, we were to fly down to DC and then have crew rest in the palatial Burlington Hotel. Our flight, number 701, was an International number and we were the tail-end continuation of a 707 flight that had originated earlier in Frankfurt and had stopped in London.

I took perverse pleasure in requesting taxi clearance for Flight 701 from London and Frankfurt to Washington. This occasionally gave me a slightly better sequence and always upset those pilots senior to me who recognized my voice and wondered why I was flying international flights out of seniority. They might have known better had they met my helpers. In most cases, the co-pilots and flight engineers were fresh from the Training Command in Kansas City, embarrassingly wise to "the book" and always obscenely young. Tonight's flight was normal.

Steve and I had flown once or twice together, but Ed was so new he almost bowed when I introduced myself. I even thought he might kneel, and looking back, I think that might have been a nice gesture'!

We were cleared to RW31L, which was the same one the big jets were sent to.

Sometimes when the tower knew you were propellor they would relegate you to RW 25, so tonight it was indeed a fillip when we were told to follow Air France. I turned into the wind for run-up and eased her up on the "step" by advancing the outboard throttles. Ed started twirling the myriad dials and switches necessary for the before takeoff check list. I believe it was Ed who calculated that an engineer received 39 cents for every switch he moved on any given flight.

Oh yes, the 1049G's also had engine analyzers, sometimes used and sometimes not. It was generally better to not, but on this evening I had not purveyed my desire to Ed. Before I could, 1 heard a choking gasp and Ed called out, "Captain, there's a double shorted secondary (both plugs in the same cylinder not firing) in number 4, " and before I could reply I heard the switches move and the dials spin and, "There's one in number one, too," he cried out.

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"CONNIES

" LAST DAYS I eased the throttles back on the offending engines as I eased the inboards up and said, "Ed, might as well check 2 & 3 and then we'll see. Okay?" I knew what he would find. A few clicks and twirls later, "My Gawd...there's...they're all... they all have doubled shorted secondaries," he said in awe. I could almost see the wheels turning in his head. He was wondering if this is what they covered the afternoon he had cat-napped in engines class!

Meanwhile I eased all four engines up to 2000 rpm and asked ED to pull the mixture controls back about half way and then said, "Well, Ed, Steve, what do you think is wrong and what should we do. I mean, what does the book say to do?"

After a moment or two of silence both mouths opened in unison and Ed quickly spoke, "Why, it says we should, and realizing the incredulity of what he was about to say, continued, "It says we should feather the engine(s) and taxi back to the ramp Quite an accomplishment. We had been trained to fly on as little as one engine but never to taxi on none!

By now the engines were purring pretty good. Ed rechecked the analyzer and reported NO problems. Mag drop was very little and a few moments later Flight 701, from Frankfurt and London, was enroute to Washington.

Perhaps that's another reason I loved her, we understood each other.

NORTH CAROLINA SENATE RACE A.T. Humbles TARPA does not engage in politics nor endorse candidates. This article is strictly my observations and reporting. Probably needless to say, but I am proud to be a conservative Republican.

Our recent Senate race in our State between Senator Jesse Helms and Harvey Gantt received nation-wide coverage and never have I seen such one-sided, biased articles and editorials by the media. It also convinced me polls are manipulated for they showed Gantt in a comfortable lead yet Helms won by a substantial margin.

After the election the Rathers, Jennings, Brokaw types attributed it to white racism , backward bigots and other dirty connotations. This in spite of 90% of the blacks voting for Gantt who is black compared to 54% of the whites voting for Helms.

The truth of the matter was we had a clear choice; a Democratic liberal tax more, spend more candidate compared to a cut taxes, spend less conservative Republican. In my case, color had nothing to do with it. And in our next Senate election with our liberal Democratic incumbent I believe a black Republican candidate would win. Again, the issues were very clear to a majority of voters.

Help for Gantt from outside North Carolina was tremendous and from the Hollywood liberals such as, to name a few, Ed Asner, Jane Fonda, Barbara Striesand, Paul Newman, Kathleen Turner and Ray Lichenstein. Also, from gays, NOW, AFL/CIO and many other liberals.

In what I think is unprecedented, Duffy, then lame duck president of ALPA, wrote a long letter endorsing Gantt evidently mailed to all active and retired airline pilots in the State. I was particularly incensed by Duffy's letter and wonder if any ALPA-PAC money found its way into the Gantt coffers. This is one more reason I am opposed to political action committees and think they should be abolished. I'm sure you are all familiar with the argument in ALPA over whether they should endorse presidential candidates. Even if ALPA isn't allowed to endorse candidates for president I'll bet members would be surprised as to where their PAC money goes.

I guess my bottom line will be that I think it is terrible that un-biased, truthful news is not available in this country. Our news media, by and large, distorts, omits, slants or whatever it takes to convey their opinions while purporting to be giving us all the news.

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FORTS GOING OUT

By Lt. Com. John Moore, Fleet Air Arm Gloucestershire, England 1944 Today I watched the Forts go out to their great hazards, Rising in terrible flocks from the green English meadows, In wide circles mounting like huge birds, like buzzards, While the hedgerow finches fled from their flying shadows.

They filled the still air with throbbing and thunderous clamour, As I stood and watched by the gate into Jacob's lane, And I thought, there go Texas, Oregon, Oklahoma, Michigan, Massachusetts, Vermont, Florida, Maine.

High-hearted out of England's heart towards their grim missions, In perilous skies rising from the green English land.

And I watched them till their great flock became in the distance A small cloud the size of a man's hand.

I watched and my heart lifted, while the sky throbbed and thundered, And slowly the quiet crept back to field and farm, And the Forts were as small as a gaggle of geese, as the white-fronted Heralds of wild winds, harbingers of storm.

And now I wait as one waits for a homecomer, Till they who are close to our hearts come back again, To the heart of England, Texas, Oklahoma, Idaho, Oregon, Michigan, Vermont, Maine.

CLOCK OF LIFE The clock of life is wound but once and no man has the power To tell just when the hands will stop on what day or what hour.

Now is the only time you have so live it with a will.

Don't wait until tomorrow, the hands may then be still.

J.T. HAPPY, CHUCK HASLER & RUSS MYERS AT HERSHEY 60

Dear A.T.: Just in case any of our 'Topics' readers missed the notice in the papers last year, Clarence L. "Kelly" Johnson passed away on 12/21/90 , at the age of 80.

Kelly will best be known to our TARPA group as the key designer of the Lockheed 'Constellation' although he is well known for designing over 50 aircraft for the military and the airlines. He started with Lockheed in 1933 , and was test engineer on (and piloted) such planes as the "Orion" and "Electra". In 1937, he was honored with the 'Lawrence Sperry Award' for "important improvements of aeronautical design of high speed commercial aircraft". Kelly favored the multiple tail concept which was used on the Connies, Venturas or Hudsons and P-38 'Lightning'. The Connie was designed to meet Howard Hughes' request for a 300 mph airliner. In 1943 he organized Lockheed's "Skunk Works", a top-secret facility for designing aircraft such as the XP-80 "Shooting Star"; later some famous planes such as the U-2. The original "Skunk Works" was housed in circus tents next to a plastics factory that reeked of foul odors. The title was taken from Al Capp's comic strip "Lil' Abner" and the 'moonshine distillery'. Kelly retired as Senior VP in 1975 and remained on the board of directors until 1980.

The City of Los Angeles finally saw some historic value to the original hangar at LAX and, after restoring it to the original design and shape, re-dedicated it on 12/21/90 . It was originally dedicated by Mary Pickford in 1929; sixty years later her husband, Buddy Rogers, was on hand for the ceremonies. Back in the early years it was known as Mines Field, located near the beach in farm country. Hangar #] could house 12 aircraft during that era, today it couldn't accommodate a large commercial jet. The Department of Airports leased the site and adjacent property to a development company, which will reuse it as part of a three-warehouse cargo facility.

Shortly after the closing of the LAX pilot domicile (end of 1990) a well known friend to many of our TARPA members will be retiring from TWA, Bob Holman. Bob started out on 7/25/56 in the cargo department at LAX and, in 1960 , transferred to crew schedule. During 1977-1979, he was Manager of Crew Schedule and in 1980 he transferred to STL as Manager Flight Crew Administration. During 1988-1989, Bob was in Mt. Kisco as Director Crew Allocation and in early 1990 transferred back to LAX as Manager Crew Administration. Bob and his wife Pat plan to remain located in Southern California. TARPA's best wishes for a happy retirement and our thanks for a job well done.

On 11/13/90, our good friend Don Heep suffered a stroke which primarily affected his walking. He was home in time for Christmas where he will continue the rehabilitation program. During Don's TWA career (4/17/39 to 8/5/79) he was in numerous positions such as Customer Service, Station Manager at LAX and the Saudi Operation. In his retirement years Don has been very active with Seniors Club activities both local and national, serving as President of the Southern California Chapter in 1982 and 1983, and President of the National Organization in 1986 and 1987. It was during the latter term when Don was also a member of the TARPA Board of Directors (non voting) on behalf of the Seniors Club. Knowing Don (and Betty) very well, he will be fighting all the way for a rapid recovery.

I don't know how popular the EEE program is with the TARPA members (low price transportation offered to six of your relatives or friends on a standby basis), but it has been the opportunity for many to fly at a very low cost The program was offered in the fall of 1990 to the current employees...it was through Bill Dixon's (President of the Seniors Club) efforts that this opportunity was extended to the retirees as well. Thanks Bill.

(Ed Betts)

61

THE MARTIN 404s

by Ed Betts The previous chapter about the Martins with TWA ended about the end of 1954. At the time there were 12 of the Model 202As (introduced 9/3/50) and 40 M404s (introduced 1/15/52) in the fleet. With a few exceptions, the "seniority" was flying the Connies, either International or Domestic, and the "juniority" was flying everything in the fleet: Connies, DC-4s, Martins, CV340s (DET based on the Delta interchange) and a few left over DC-3s used as engine carriers etc. Once again, this is not in a precise chronological order as a number of the pilots who helped out with their input did not include dates.

In the previous article I failed to mention that Bob Manning was with Ray Rowe flying the FAA acceptance flights for TWA's operating the Delta CV340's in the Ohio Valley. Bob told of one flight were he had troubles with the auto feather system before departing YIP. Maintenance couldn't fix it. Since the weather was good and the load very light, Delta gave the OK to fly the flight to CVG where their pilots would take over to Atlanta. Bob learned later that after the repairs were made a local test flight was arranged. While over the field a test was done by feathering the left propeller, but it went into the full flat position and the plane snap rolled. The pilot managed to get the plane squared away and landed straight in at ATL. Also in a previous article it was told how Norm Parmet (Power Plant Engr.) and Clancy Kulp made single-engine flight tests in an effort to have the max gross weight on the M404s raised. The tests were running the engines at max power for five minutes (2 minutes wet, 3 minutes dry) instead of the usual 2 minutes wet.

The FAA would not consider this without increasing the amount of ADI fluid. Ray Craft told about his confidence in the P&W R-2800 engine; Prior to his coming to TWA in 6/44, he worked with P&W at their KC plant for about a year. A couple of the last programs he worked on were running the engine for 100 hours at dry takeoff power (all test cell runs), and a 74 hour program of 5 min up and 5 min idle for 5 hours, then 24 hours steady at 3,000 horsepower. Ray had a couple of occasions to shut an engine down. One was on 1/3/55 (Bob Kane was copilot) when one of the top jugs on the right engine lifted about 4 inch from the case with a rapid oil loss and light roughness. The other was with Bob Brickner when they noticed a severe oil leak from the right prop dome.

There is always one demonstration by the crew that is a mandatory part of one's semiannual proficiency check (usually in the simulator)...donning of the oxygen mask due to a sudden decompression, fire or smoke in the cockpit. In case of a decompression an emergency decent would soon follow. With the Martin 404 it was the Captain's decision whether the masks were necessary or the rapid descent in case of decompression. The descent procedure was relatively simple: power off, cowl flaps closed, gear down and hold 165 mph (knots) indicated airspeed. This would bring you down about 3,000 ' per minute. The mask was also required when using the engine fire extinguisher because of possible leaks in the system. As previously mentioned, when refrigeration was used under certain conditions, the cabin or cockpit could fill with a heavy mist which resembled smoke.

Bob Anderle was on a trip with Jack Burnham on 1/19/55, when there was a smoke problem for real. Bob sent a copy of his report to Jim Eischeid, the Manager of Flying at LGA. On the first leg, from MKC to MDW, there was an overheat light on the right cabin heater. It was shut down and MDW maintenance advised. On the ground the vent fan was replaced. On the next leg, to DAY, no problems except the cockpit seemed exceptionally warm. Enroute to CMH it was still hot in the

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Martin 404 where engine cowling blew off in flight. Note dent outer wing panel.

THE MARTIN 404s cockpit (cabin normal) and the windshield was very warm as if the de-icer was on. Another check by maintenance at CMH, and on to PIT with the right heater and fan turned off. Out of PIT is was cold so both heaters were used and over Westover the right heater overheat light came on. It was shut off but the temperature continued to rise as the cabin filled with smoke. They depressurized, pulled the CO2 for the heater and went on emergency oxygen and headed for nearby Philipsburg. After landing the passengers deplaned in an orderly manner. Two State Policemen were on he scene and took custody of the mail until postal inspectors arrived. This huge airplane was the first of its kind in Philipsburg at the time (no airline service) so it was a big event for the city.

Jack Robertson enclosed a photo of a M404 where the left cowling blew off while he and Don Amman were somewhere between STL and Louisville. They felt the plane shake and shudder, and looked out the window to see the ugly mess. The cowling hit the wing and did some damage (luckily it did not hit the rudder or horizontal stabilizer), the engine was shut down and a routine engine-out landing was made at SDF. Ed Peck (a 'Topics' subscriber) happened to be working the flight to arrange other transportation for the passengers as the flight was cancelled.

One elderly lady remarked how she saw the cowling fly off...but was not alarmed as she thought this was just a routine method for keeping the engine cool!

Shortly after Harry Hoyt checked out as Captain he had an assignment to ferry a M202 to STL and return with a M404, which had an engine change. The foreman at STL had a list of checks he wanted Harry to do on a local test flight at 8,000' before ferrying the plane to MKC. Since the weather was poor at STL, Harry opted to make the required checks enroute to MKC rather than return. In cruise at 8,000', and out of the weather, Harry started the checks but there was suddenly a loud "whom" and the plane jerked violently. Harry remarked to the copilot "we've been hit!", but a look at the left engine showed what had happened; the engine was bare as the cowling was gone. The engine was shut down and a "drift down" approach to MKC was requested and the landing was routine. There were a few "brass" to meet the airplane and examine the big U-shaped dent in the horizontal stabilizer. One question was how this happened, and the answer was two mechanics at STL had neglected to fasten the Zeus fasteners; the other was what kept the tail section intact. Harry added how a crew was summoned to ferry the plane across the river to KCK (the overhaul base), but they refused.

During his TWA career (1945-]979) Charles M. "Black Dog" Davis was the subject of oft-repeated stories with regards to his humorous or droll remarks during or after an emergency situation (it could be an engine on fire or a pregnant hostess). "Charlie" included a few of his Martin experiences. One was where he was copilot with Jake "The Snake" Simmons (what a combination!) and he flew the leg between DAY to IND while Jake reviewed the latest issue of Time Magazine. After landing at IND the props were reversed per company procedures and at the proper time the levers returned forward. There was sudden silence and a glance either direction sufficed as there were two of the widest, flattest blades he had ever seen (feathered). Jake's eyes never left the page as Charlie made one attempt to start an engine. The small ship's battery didn't have enough power. By then the tower was in on the act and asked if they needed assistance. Charlie turned to Jake and asked in an agitated voice: "Captain, both engines are dead, what will we do now?" Jake said: "Hell I don't know. It's your leg. I'm reading."

Charlie told of another flight between STL and MKC where he was captain and had decided to let any interested passengers view the cockpit. This was per the copilot's suggestion as there were two comely lasses who had expressed a desire

64

THE MARTIN 404s to visit the "office". The young ladies came forward and were briefed not to touch anything. However, one of them asked "What is this red knob up here?"(the feathering button), and at the same time touched it. This was enough to feather the propeller. Charlie added how he may have been the first (and only ) pilot to experience a propeller feathering at cruise power. The hostess had rushed to the cockpit to ascertain what was wrong. The quick-thinking copilot said: "Tell them it was clear air turbulence and we're out of it now, and would you escort these two ladies back to their seats."

Another "Black Dog" tale occurred during a local test flight with a new copilot "fresh off the assembly line". The plane was light (no load and minimum fuel).

On the before takeoff checklist when it came to 'auto feather', Charlie grunted and made a motion towards the switch...but purposely left it off. Down the runway and about lift-off time, the copilot said: "you forgot this", and turned on the auto-feather. There was a momentary drop in power, and the right propeller feathered. Charlie said; "Wish you hadn't done that", as they just barely went over the dike. Once clear of the dike he picked up some airspeed at river level and proceeded upstream a short distance. Unbeknown to Charlie, a lot of crew members happened to be at the ramp as well as John Collings and a contingent of city fathers.

John and his guests were observing TWA's efficient and expeditious operations from the upper terrace of the terminal. After climbing a little a clearance was made to land and the before landing checklist read. When it came to 'gear down' Charlie realized it was already down and the reason the empty airplane performed so poorly...but calmly answered "down and locked". The landing was successful and after parking Charlie noticed the huge crowd of onlookers. Jake Simmons was the first to make a remark: "You guys must really be bored with this job to feather an engine on takeoff and then leave the gear down to see if it'll make it around the pattern with the gear down". As a sequel, Collings explained to his guests that it was a planned exercise to demonstrate the proficiency of the TWA flight crews.

Carroll "C.D." Woods told about an incident that was not covered in the manual.

The copilot was flying the leg from STL to MKC and they were climbing to cruise at 6,000'. Along about 4,000' the hostess came up and asked what was wrong with the cabin pressurization? She jokingly said "No wonder, look who's in the right seat." She was assured that everything was done to make it work but it would not pressurize. She brought them some coffee and about 10 minutes later there was a sudden surge in pressure and the gauge showed 1,500 fpm. Everybody was trying to unplug their ears. The hostess returned and asked "What the hell have you done?" Not knowing what the problem was, they started depressurizing, and a few minutes later the hostess came up laughing so hard she could hardly talk.

It seems a fairly healthy lady had gone to the "John" and when she got about 6" off the seat it slammed her rump down on the seat. This pressurized the cabin and she was stuck until it was depressurized. What had happened was the people who serviced the toilet at STL had not put the cap back on tight. It was on a chain and fairly heavy so when it came loose it hit the access door which flew open, and all of the pressure was going out the 3 or 4" hole...until the lady's bottom acted as a seal. 'C.D.' added how a lawsuit was expected, but not filed.

On 1/32/55, TWA had its first fatal accident with a Martin (a 202A) when Flight 694 departed the Greater Cincinnati Airport. It was 9:02am and the weather was a variable 700' to 900' ceiling (a special report had a measured 800' with four mile visibility, light freezing drizzle and fog). The exact altitude was never

65

THE MARTIN 404s determined but, less than two minutes after takeoff, there was a near head-on collision with an unreported DC-3. All aboard the Martin were killed including Capt. James Quinn, F/0 Robert Childress, Hostess Pat Stermer and ten passengers.

Also killed were the two pilots flying the DC-3 owned by National Carbon Coated Paper Co. (a division of Castleton, Inc .). The DC-3 was enroute from Battle Creek to Lexington and Miami, operating VFR, and made no radio contact for permission to fly through the CVG control zone (10 mile radius) during the IFR conditions.

The pilot, Arthur Werkhaven, had been flying for the company since 1939 and had logged 11 , 555 hours. They had not filed a flight plan and no radio contacts or position reports were made after leaving Battle Creek. This was the first fatal accident on a TWA domestic flight in over ten years.

Five weeks after this accident, on 2/19/55, a second TWA Martin (a 404) was involved with a fatal crash. This occurred when Flight 260, enroute to Santa Fe, struck Sandia Mountain 8 minutes after departing ABQ. Killed were Captain Ivan Spong, F/0 James Creason, Hostess Sharon Schoening and 13 passengers. The ABQ weather was scattered clouds at 4,000', thin broken at 7,000' and 40 mile visibility (remarks: the Sandia Mountains were obscured by clouds). The "Probable Cause", as determined by the CAB, was to be the subject of much controversy between the Board and TWA's Engineering Department or representatives of ALPA for the following 5i years.

Jack Asire, Air Safety Chairman at the time, told about the initial investigation: he was riding in the lounge of a Connie with Frank Busch and Paul Frederickson to ABQ, and the subject dealt with a possible failure or malfunction of the fluxgate compass system. Paul remarked that there was a reason for the way the system was displayed in the cockpit when the planes were built, but he couldn't recall why at the time. They were all certain that this was a possible cause of the accident and Paul's instructions to the aircraft making the search was to concentrate on the west side of the Sandias instead of the mesas or valleys to the east. Paul immediately issued orders for all the Martins to be rewired. The wreckage was located the following day (no possible survivors) and a group, headed by Philip Goldstein (Bureau of Safety Investigation), was organized and proceeded towards the site. Jack said they all purchased heavy winter mountain clothes for the dangerous hike that started late in the day (an Alpine group from Denver was requested and was underway). They came close, but it was getting dark. A plane dropped sleeping bags, food and other supplies but this missed them by the width of a narrow canyon. By this time it was too dark to do any further hiking and retrieve the parcels.

They spent the night standing by a fire (temperature 23 degrees below zero) and the next day they made a different approach (from above the accident scene); this time with the experienced mountain climbers complete with supplies. They practically slid down through rocks and snow in blizzard conditions directly to the area of the wreckage. Jack added how he carried a heavy field radio all the way and then it would not work. The scene was of complete devastation and total destruction: the plane literally exploded on impact. The entire area was photographed, the bodies removed, and further investigation had to be postponed because of the weather and snow-covered area.

On March 24/25th the CAB conducted an official hearing at ABQ. The CAB examiner (a lawyer, who had never flown in an airplane) arrived by train. In the preliminary hearing it was, as usual, an attempt to defuse responsibility enough so that no one but the two pilots were at fault. Some of the CAA input was treated with contempt by the examiner. Paul Frederickson argued on behalf of the pilots

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THE MARTIN 404s (he was backed up by notarized documents from both TWA and ALPA sources), but he was denied further testimony. No decision was made pending further investigation at the accident scene, which came with the spring thaw. Bob Adickes was the new Central Air Safety Chairman at the time and represented ALPA. Goldstein and team returned in early May and gathered what parts could still be found as much of the debris had been covered by rockslides. The aircraft hit the escarpment at 9,300' elevation (Sandia Crest is 30,678') on what was then-determined to be a westerly course, indicating the crew had somehow discovered the error and made a climbing turn to get out. When the investigating group was leaving the base of the cliff a large avalanche almost engulfed them, Goldstein suffered a serious back injury when he dove for cover behind a large rock formation.

The parts they retrieved were sent to MKC for a thorough examination.

On 10/12/55, the CAB issued its official report: the final paragraphs summed up their conclusion:"The Board determines that the probable cause of this accident was the lack of conformity with prescribed enroute procedures and the deviation from airways at an altitude too low to clear the obstructions ahead. Therefore, from all available evidence to the contrary, the Board can conclude only that the direct course taken by the flight was intentional."

Flight 260 was given an IFR clearance to SAF to cruise at 9,000' on the airway which would take it west and then north of the Sandias. The CAB conclusion was that the pilots deliberately took a short cut between the two airports, in the clouds, knowing there was the high terrain in the vicinity. There were several conflicting reports of the cloud conditions at the time, particularly with regard to the bases in the vicinity of the mountains. A Pioneer flight, which departed shortly after TWA, reported skimming the tops at 10,000' (on the airway to the west of the mountain). Other reports were by witnesses on the ground and and Weather Bureau observers. The CAB ignored any possibility of compass error.

ALPA and TWA did not!

Dave Halperin was Central Air Safety Chairman from April '56 to April '57, when Larry DeCelles took over. Larry's interest in the fluxgate compass system began when he first checked out on the Martins and questioned the way the wiring was rigged (the wiring diagram resembled one for cross-switching the tires on your car.). For the benefit of the layman there were two fluxgate compasses, located in the left wing tip, which were kept in a level position by an electricallydriven gyro. There were . 4 instruments on the forward panel which received its information from the compasses: the Magnetic Direction Indicator (MDI) for each of the pilots and Radio Magnetic Indicator (RMI) on each side. The RMI was a slave instrument which received its heading intelligence from the MDI. In the normal operating configuration both RMIs were slaved to the copilot's MDI which in turn received its heading information from the #2 fluxgate transmitter. Thus 3 of the 4 instruments were receiving its heading information from the #2 fluxgate. If there was a malfunction such as: a tilted gyro with the #2 compass this erroneous, but identical, information would be displayed on 3 of the 4 instruments at the time. The first modification, which Larry recommended to TWA one month before the accident, was for the MDI and RMI on the pilot's side to receive its heading information from the #1 fluxgate and the copilot side from the #2. A toggle switch permitted the older or former arrangement in case of a malfunction. A later addition, at Larry's insistence, was a red warning light to alert the pilots to any discrepancy between the two compass readings.

The CAB agreed to a second review of the accident and issued an amended report on 8/26/57. This eliminated the word intentional, but did not absolve the crew

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THE MARTIN 404s of blame (based on the assumption of a compass error) as they should have been visually alerted to the discrepancy before they entered the clouds. Larry felt different...the compass indication could have gone haywire after the plane was in the clouds...and this he set out to prove.

With TWA's cooperation (Bill Meador, Electrical Engineering Supervisor), Larry was able to amass a complete history of fluxgate errors or malfunctions which might have contributed to Flight 260's fatal course. Bill Johnson made numerous drawings which TWA's Art Department transferred to slides that depicted all of the possible erroneous readings and the actual direction the aircraft might be headed. TWA even loaned Larry a M404 to retrace the possible flight path with a gyro tilted as much as 47 degrees. Photos, by a movie camera, recorded the aircraft's position and the fluxgate compass indication. They were near the scene of the accident. Philip Goldstein, along with Larry and Dave Halperin, returned to the accident site to make another check on the direction of the plane at at the time of impact; the first observation was made with a small pocket compass, this time was with a sun compass. There was a big discrepancy between the two, the sun compass showed 262 degrees (instead of the original 320 degrees) which was close to the indication found in the cockpit instrument.

Armed with this, and a great deal more evidence, a third hearing was requested

by ALPA. This was unprecedented, but the CAB agreed, and it was held in January 1959. It wasn't until 6/15/60 , that the CAB issued their final report that was basically an eight page review of every possibility of a contributing cause to the accident. This was, basically, Larry's briefing. The 4 members of the Civil Aeronautic Board agreed that the first report did not accurately reflect all of the circumstances of the accident, insufficient evidence exists to substantiate the reason for the deviation from the prescribed flight path. The last sentence read: "The Board determines that the probable cause of this accident was a deviation from the prescribed flight path for reasons unknown." This was a victory for the men who worked diligently on this case. Unfortunately it was five years too late for Ivan Spong's widow and adopted son...soon after the accident they were the victims of crank phone calls and letters reminding them of Ivan's "pilot error". It took a lot of hard work to erase the one word, "intentional".

During the last five years of the Martins with TWA, as the airline entered the "jet age" (March 1959), there were numerous changes in the Domestic Division's Flight Ops Management. Ralph Damon died in early 1956, and until January 1957, when Carter Burgess became President, John Collings was the Chief Executive Officer. John retired at that time (but was still on the Board of Directors). In March 1956, Frank Busch was named VP-Operations. System Chief Pilot Paul Frederickson died in February 1957 , and his place was taken by Floyd Hall. In 1954, Floyd was a Check Captain at CHI, in 1955 was Asst. Regional Mgr. Flying at DET and since ]/1956, Mgr.of Flying-Staff at MKC. In 3/1957 he was Gen'l Manager of U.S. Operations, in July 1958 System Gen'l Manager and 1959 VP and Gen'l Transportation Mgr. Frank Busch became VP-Equipment Retirement.

Ray Rowe left DET in April 1955, to be the Central Regional Manager of Flying, and in February 1956 he replaced Jim Eischeid as Atlantic Region Manager Flying (Jim was on leave of absence). Urb Kampsen, assistant to Rowe since May 1955, became Manager of the Central Region. Joe Bartles (Lee Flanagin his Asst.) continued to be Director-Western Region Ops. The Director of Eastern Region Operations had several changes: Bob Springer (1957), Lyle Hincks (1958) and Marvin Horstman (1959). In early 1956, Fred Austin was Asst.Mgr.Flying Central Region and later that year in NYC as Manager Flying-Personnel (a new position). Fred

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THE MARTIN 404s transferred to LAX as Director of Flight Ops, Western Region in 1959. In 1956 Ed Frankum was Asst Manager Flying at JFK, in 1957 the District Manager of Flying and in 1959 the General Transportation Manager-Atlantic Region.

District Managers-Flight Operations (Domicile Chief pilots) saw the following during the late 50's: Bill Townsend at SFO. Bill Campbell at LAX after George Rice retired in July 1957. In 1959 Bill went back on the line and Fred Austin took over. Urb Kampsen was the head of MKC during this period. Jim Wheeler was the head of CHI after Lyle Hincks left in 1957. There was quite a turnover at DET during the Martin years: Ray Rowe, Floyd Hall, Bob Mueller, Jim Wheeler, Jack Robertson and Billy Williams. Ken Doherty replaced Tudor Leland at BOS in 1 958. Dave Spain continued at EWR until ]960, when Larry Girard replaced him.

NYD changed from Bob Springer to Lyle Hincks in 1958, and then Mary Hortsman in 1959 (Larry Girard his Asst.). Bob Mueller was appointed Asst.VP-Operations in July 1959 and Bill Dixon to Director of Flying.

Bert Cooper returned to the line (Lufthansa) in late 1956 and R.C. Downing was head of the MKC Training Department until 1958 when Dean Officer took over. Max Parkison headed Flight Training when Gail Storck transferred to the Jet Committee (and Boeing aircraft acceptance at Seattle). In ]0/57 Ray Rowe was System Director Transportation Training and Dean Officer was Mgr. Aircraft and Simulator Training. A new position was created in 1958 with Lee Danielson the Supervisor of Flight Training at LAX and Jack Frier NYD. Gordon Granger was Director Flight Operations Research and Development. Jack LeClaire was his assistant.

In late ]960 Pat Gallup retired and Jack Asire was appointed Director of Flight Test and Inspection at MCI. Lofton Crow was Mgr. Flight Test & Inspection. Jack Southard was in San Diego as Mgr.Convair 880 Flight Acceptance.

Supervisors of Flying (Captain Check Pilot) who were Martin-qualified not listed above during the period ]1956-1959 included: Bob Larson and Art Nelson (SFO).

Jack Southard (LAX). Les Munger, C.O. Miller, Al Knudsen, Fritz Jenkins, Bunky Moorhead and Hillery McClimans (MKC). Jack Schnaubelt and Jess Hensley (CHI).

C.O. Church, Bob Stuffings and Billy Williams (NYD). The "Buddy Club" (Training at MKC) included: Dean Officer, Bronson White, Chris Carper, Dayton Orr, Bob Norris, D.H. Smith, Ed Flynn, Bill Baumgartner, Ed Simmons, Chris Clark, Clare Hammitt and John Robertson.

Note by Ed Betts: My notes are very incomplete. My apologies for any omissions or errors for any of the above list of company "wheels" on the Domestic System.

The TWA pilots have, since 1934 , been guided by a 'contract' agreed to between the ALPA representatives and those from the company. A lot depended on the individual's relative seniority at the time as to the possible benefits (domicile and choice of equipment) although there was generally an increase for everyone: pay, company contributions to the retirement funds, vacations, expenses, training pay, duty rigs or limitations, etc. The contracts during the 'Martin Years' generally had little increase in "take home pay" (the W-2)...the 1951 contract had the 'peg speed' of the Martin at 225 mph and, with a maximum (8 years) base pay paid about $1,205 a month for 85 hours (1/2 day, 1/2 There was a slight increase, to about $1,256 a month, with the 1953 contract. In 1955, the M404 peg speed was increased to 235 mph, which netted about $1,271 a month. This was exactly the same pay for the DC-4 (slower at 215 mph but heavier at 73,000 lbs) as compared to the L049 (250 mph and 96,000 lbs) that paid $1398 or the L1049G (300 mph and 138,000 lbs) which paid $1628. These are all domestic pay scales, and do not include excess mileage pay over 17,000 miles (an extra ]it per mile) or the nonstop override for flights scheduled over 8 hours (50% credit for pay and flight time limitations for all flying time in excess 8 hours).

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THE MARTIN 404s C.D. Woods told of shutting down 3 engines in a 2i day period; Gene Straw might have another dubious record...on his last month flying the Martins he had five engine failures. The last was after takeoff from CMH and #2 auto feathered at about 400' with accompanying roughness. Back on the ramp at CMH the engine had part of a jug hanging by only a couple of ignition wires. Gene told of a flight where a very heavy thunderstorm passed while he was on the ground at FTW. After takeoff he instructed the copilot to turn on the bright overhead light when he reached 500'. Within seconds there was a blinding flash and a loud noise like a bomb bursting. A split second later they flew through the area of the lightning discharge and the right wing was raised to a vertical position. We have all experienced loud and bright static discharges, but this was Gene's first time he was that close to where a huge cloud-to-cloud burst had gone off.

Burgess Murdock told of a flight he originated at PHL to PIT and CHI during the time when Hurricane "Hazel" was in the northern NY area. Light-to-moderate turbulence was forecasted. Over HAR they encountered a few severe jolts and on the second one the nose gear jarred out of the uplocks, the doors opened and the gear extended and locked. This was with a M202A (unpressurized) and with the noise of the gear extending and the rush of air when the doors were opened, the cockpit became (and remained) very steamy until he noticed the green light and upped the gear. Burgess added how, for a few moments, the adrenaline flowed.

'Bud' Powell told of an incident when he was with Cecil Morris cruising between MDW and MKC "on the gauges" at 4,000': about over Kirksville the airspeed began building up very slowly. Cecil looked at Bud, then reached over and pulled the throttles back. The airspeed continued to increase (the air was smooth) and just as Cecil reached again for the throttles they hit one helluva jolt. Bud glanced out of his side window just in time to see the ground rolling up and above them (they were about to roll over on their back). Cecil could not straighten up as the lurch had caused a catch in his back. Bud grabbed the wheel, and managed to shove Cecil back in his seat, as he fought the turbulence. Once in smooth air Bud opened the cabin door for a check as the hostess had begun the meal service about the time this all occured. She was on the floor and two of the passengers were holding her down with their feet. Chocolate pudding was the dessert and 5 cups of it came falling off the ceiling...it was all over the cabin. According to Bud, Cecil did a great job on the PA soothing many of the alarmed passengers and the hostess who was relatively new (she was considering quitting after that experience and the two pilots tried to assure her this was a rare phenomenon).

George Falkner told of a M404 trip to LGA during the summer season. He had been fighting thunderstorms all across Pennsylvania and into the NY area. His airway clearance was to cross the Flatbush fan marker at 2,500' (the LGA weather was a few scattered clouds at 5,000'). However, he was still bouncing around in very heavy turbulence as he approached the marker and descended out of 3,000 ' . This was about the time "the stuff hit the fan" as they started up with very little power, and finally no power at all on the engines. After going through 11,000' George started reporting the altitude to the tower...leaving 12,000', 13,000 ' , and each succeeding altitude up to 18,000'. He was spit out of the side of the thunderstorm at 18,500 ' into clear air; on his right was IDL and LGA was on his left and both were clear as a bell. There had been no turbulence during all of this rapid rise which George estimated to be at a vertical rate of about ],000' per second or 600 miles per hour. The landing at LGA was routine although the tower operator didn't quite understand the situation at the time and thought it was a rather unusual approach.

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THE MARTIN 404s LGA-based John Nunn checked out on the Martins in January 1954 and for the next four years was assigned to MKC, CHI and EWR. Some of his flight assignments are typical of the pairings of those days with many landings (often IFR conditions) such as: six hours of (block-to-block) flying time going from CHI-PIA-CHI-SBNFWA-DAY-CMH-HLG-DCA-BAL. Not much need to pressurize. John didn't mention the pilot's name, but told a story about a flight where a passenger boarded at IND (with most of the stops to PHL) and made a special request to the pilot: since he was a very heavy sleeper and, when awakened a bit belligerent, to be certain he got off at Harrisburg because he had a very important meeting the next morning. He would be in an aisle seat in the third row. The pilot said "no problem" and the flight departed. After arriving at PHL the pilot was cussed up and down by the very irate passenger for not waking him up at HAR, and then stalked away in disgust. An elderly lady who had observed this tirade walked over and complimented the pilot on his self-restraint by taking all of the abusive language and he replied "Lady, that was nothing, you should have heard the guy I put off at HAR this morning."

MKC-based Raleigh Wirth told about his days as a reserve captain: the most junior bid flight was a "dog" that left MKC about midnight, with a stop at STL and then a two hour layover at IND, before continuing to DAY, CMH, HLG and DCA to BAL (arriving at noon EST). The bid captain usually 'moved up' to a better trip and Raleigh, on reserve, was assigned Flt 44 (the "dog"). When Raleigh finally had enough seniority to hold a bid run...it was Flt 44. He also told of an incident on Flt 44 between MKC and STL: he had been in the cabin and upon returning to the cockpit, and taking his seat, a duck came flying through the windshield and knocked him out of his seat. Raleigh, at the time, had no idea what had happened since as he was temporarily blinded in the left eye by part of the bird's innards. For a few seconds he thought it was his own eye hanging on the side of his face. Needless to add, he had a sore neck for the next month or so.

There were a number of Martin schedules which make you sleepy just to read the hours of departure and arrival. LGA-based Tom Carroll told about Flt ]2] which left at 12:15am to STL with stops at PHL, PIT, CMH, DAY, CVG and SDF, arriving STL at 9:30 CST. Both pilots were like zombies on arrival. Otto Krumbach once shut down the flight at DAY one night because of fatigue. Jim McIntyre told of one trip from LGA to MKC via PHL, IND, HUF and STL. There had been minimum approaches at the first 3 stops and, since it was 'severe clear' on the next leg to STL, Jim was doing the flying. They were both very tired at that point. Just before touchdown, Jim closed the throttles and the gear warning horn blew...it wasn't down. He started the go-around and realized the captain had been sound asleep, but came to and took over the controls as they came around for the next approach and landing.

Jim told of a trip in December with C.D. Woods where a routine landing was made at DAY on what looked to be a clean, dry runway. However, it was actually covered by a thin layer of clear "black ice" (no previous reports of same). They managed to stop just short of going through the fence at the end of the runway and had to back away using reverse props before they could turn around and very gingerly make their way to the gate. Jim added that the hostess, Pat Johnson, later became Mrs. John Gratz. Jay Woodruff told of a landing at South Bend on a runway which had previously been reported as "braking action nil". This was late at night; during the day the runway had been sanded but had refrozen to a solid glaze. He managed to stop just a few feet from the end of the runway.

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THE MARTIN 404s Tom Carroll told of a flight between PIT and LGA (at night with light icing): over HAR they lost both generators so there were no radios for communication or navigation, and just the 'whiskey compass' and gyro horizon to steer the plane by. Adding to the problem was the copilot's flashlight was dead. They were in radar contact with the airways controllers who tracked their progress...Tom had estimated the time they would be over Flatbush and then turned southeast over the Atlantic, and let down to about 1,000'. The ice peeled off the windshield.

He turned northwest expecting to see the bright lights of NYC, but there was a solid overcast and everything was black except for a flashing beacon off in the distance. Tom flew towards the beacon and recognized it as Floyd Bennett Field and then let down to 400' and headed for IDL. He was sighted by the tower controller who the flashed the lights on runway 3]R. The landing was firm enough to jar the electrical bus and both generators connected. Tom later learned that the entire area had been shut down for traffic for about half an hour while he was without radio contact and made the improvised emergency approach.

One interesting feature on all Martins (202, 202A & 404) was the Mareng rubber fuel cells. There were six interconnected cells in each wing that were similar to the bulletproof type used in WWII, but lacked the gummy rubber substance for self-sealing. They were less likely to leak and, if needed to be replaced, a cell could be collapsed and removed more readily than the usual integral tanks.

At the time, the Boeing 377 ' Straocruiser" was the only American transport that utilized fuel cells. Quoting Eastern's records; the total maintenance of these fuel cells for the first three years of operation, for their entire fleet of 60 aircraft, was less than $900. Another advantage was water condensation was kept to a minimum. However, because of this, many stations when they refueled didn't bother to check the sumps for water. Dick Guillan told of a problem on a winter flight about to depart PHL...the right engine quit. There was no fire guard and they returned to the ramp to re-start the engine. After several unsuccessful attempts to start the engine, the mechanic yelled that water was coming out of the overflow...not gas. They drained a 5 gallon can and still got contaminated fuel. It was later determined the problem was a detergent used in washing the plane two days earlier in DET. However, the plane had been flying in freezing conditions until Dick's flight in warmer weather. Dick added how Roy Davis, the foreman at PHL, personally went to Sears and purchased a case of Mason jars to make the water checks of the tanks.

Dick told of another incident when flying with Fred Sigman (making all of the stops) between EWR and CHI in the winter. It was snowing and 10 below zero when they landed at South Bend and, after arriving at the ramp, there was a trail of oil and a large puddle under the left engine. It was concluded the problem was a ruptured oil cooler. An hour later a mechanic arrived from MDW, took one look and said "Yup, it's the oil cooler". Via telephone, MDW gave advice on how to bypass the cooler so it wouldn't require a change. The mechanic said "OK" under two conditions: he wouldn't sign it off and he wouldn't ride back in the plane.

They spent the night in SBN and the next day departed with a new oil cooler.

A.T. Humbles had a very unusual incident taking off from DAY one night when the water injection (ADI) suddenly quit just as he lifted off. With reduced power they barely staggered into the air. The problem, as it turned out, was a loaf of bread lodged in the strainer! This was brought to Ray Dunn's attention and a thorough check was made at all facilities. 'A.T.' was the Safety Chmn at EWR and told how a meeting between the members of the Safety Committee and the company (Paul Frederickson, Bert Cooper and Ray Dunn) produced a number of changes in procedures or modifications. One modification was to supply enough hydraulic

72

THE MARTIN 404s pressure to the windshield wipers during landing. Before the change the wipers were often starved due to insufficient pressure (along with the use of brakes, flaps, etc. at the same time which required hydraulic pressure).

The Hamilton Standard 43E60 propeller, and its associated components, was the most controversial feature of the Martins so far as the pilots were concerned.

The design was typical (wide blades with squared-off tips) to give maximum performance with minimum ground clearance. This was the first reverse pitch prop for landing on a TWA twin-engine airplane and it caused some problems or delays such as: on the pre-take off check (with 1,700 rpm, momentarily pushing in the feather button for a rpm drop, then pulling out and holding firmly in the unfeather position until rpm was stabilized) could result in the prop feathering or going into the reverse position. After landing the prop might not go into reverse or would feather. The usual culprit was the #1 blade switch located at the base of the blade. A number of pilots carried a supply of these switches in their navkits; just in case the maintenance at a local stop was out of same, it could prevent an extended delay awaiting delivery from another station.

On 3/26/55, "011ie" Hallberg had an unusual propeller problem. The plane (M404 #406) was just out of overhaul and was flown by a MKC crew on Flight 68 to STL, where 011ie (EWR-based) took over. The next legs were to SDF, CVG and PIT, but 30 miles east of Zanesville the left prop started to wind up with considerable vibration. The PIT weather was deteriorating so they went back to CMH holding 150 to 180 mph to minimize the vibration. They landed west and over the fence the left mixture was cut. After touchdown the brakes were applied and suddenly the left prop and 10" of its shaft screwed itself out of the engine and cartwheeled ahead of the plane and down the runway to the intersection of west and northwest runways. They stopped just short of the intersections and the passengers were bused to the station. The shaft looked as if it had been sawed by a hacksaw straight across. Later it was learned the secondary counterbalance was installed 180 degrees out of phase so that vibrations were amplified instead of dampened.

The automatic feathering device was turned on just before takeoff by a switch in the upper panel and was armed when the throttles were advanced towards maximum power (at about 40" manifold pressure it was armed). This device was connected to the engine torque meter (and BMEP gauge) and would sense a major drop in power and, after a few second delay, would feather the propeller; thus stopping the engine. In theory, this device shortened the time during the critical stages of takeoff (at low airspeed) the airplane would operate with a windmilling propeller and the attendant drag. The device could be disarmed by turning off the switch or retarding one throttle back beyond the 40" of manifold pressure setting (or both throttles in the case of an aborted takeoff). Originally there was no positive check on the system for the pilots other than a red light by the switch that indicated it was powered. The mandatory use of auto feather for every take off was the only way Martin (and Convair) could get the CAA "T Transport" certification for the twin-engine aircraft.

While an autofeather malfunction was not considered the contributing cause of a M404 accident, the system was a major topic of discussion during the investigation which followed. The accident occurred at PIT on April 1, 1956, soon after taking off for EWR with numerous scheduled intermediate stops. Ray McQuade was the check pilot, riding in the right seat, and Harlan Jesperson (Student Capt.) was piloting the plane. Shortly after becoming airborne, and making the first power reduction, there was a sharp yaw to the left and Harlan saw the No 1 zone

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THE MARTIN 404s fire warning light flash on and off and then stay on. There was no aural signal from the bell. He pulled the power completely off on the affected engine, which was the first item on the emergency checklist. Ray was busy at the time operating the gear handle and adjusting the rpm; he felt the yaw, but did not see or hear a fire warning and, because the BMEP gauge was rapidly dropping to zero, asssumed it had been an engine failure without an autofeather. Ray reached over Harlan's arm and cut the left engine mixture control (the #2 item on the emergency checklist), which would normally also activate the auto feather as there was now an actual power failure. Harlan reached to push the manual feather button...Ray said it would auto feather. However, one throttle had been retarded, which disarmed the system. Ray was not aware the throttle had been pulled back at the time as he had observed the complete loss of power on the BMEP gauge.

The maximum altitude they reached was about 300'. The combination of max power on one engine, a windmilling prop, the gear still down and minimum airspeed was such that directional control-of the airplane was now impossible. About 1,260 ' from the end on of the runway and about 1,140 ' to the left of centerline and in a bank angle of 35 degrees they hit on the upward slope of a slight hollow. The plane broke apart laying on its side with the right wing pointed up...its ruptured fuel tanks were feeding an intense fire which had started. The survivors (12 passengers) managed to help each other out of the broken fuselage. Killed were 2] passengers and hostess Mary Jane Fanning, the pilots were seriously injured.

Prior to the official accident investigation flight tests were made (at 6,000') which showed that when a M404 was flying at METO power with ]25 knots airspeed, and an engine was cut to a zero thrust position, the aircraft yawed sharply to a 30 degree bank. With a 45 degree bank the airspeed dropped abruptly to 305 at which time it took full rudder and aileron to keep from going further towards a slow roll-type position. It was also determined the pilots had but 15 seconds from the time the problem started until the crash to make their corrective actions. The 'probable cause' of the accident, as determined by the CAB, was "uncoordinated emergency action in the very short time available to the crew, that produced an airplane configuration with insurmountable drag."

The cause of the fire warning was a failed exhaust connector clamp in the left engine which triggered an adjacent fire detecting unit. TWA was having a number of problems with this clamp, which was in a very inaccessible area to inspect.

They were currently conducting tests on a new type to alleviate the undesirable situation. TWA also revised its emergency procedures for power plant failure or fire. Another improvement, as the result of this accident, was a pre-takeoff check of the autofeathering device's integrity.

There is one subject with regard to the Martins where there are many opinions; this has to do with the merits of the heated air anti-icing system on the leading edges of the flight surfaces versus the de-icing with the inflatable rubber boot type on the DC-3, DC-4 and Connies. Both systems had their advantages and disadvantages. One axiom was soon established...the anti-icing system was lousy as a de-icer. It usually melted the ice formation on the leading edges of the wings and the water would run back towards the unheated area and freeze again.

This does not include the situations already mentioned where accumulations of ice or snow on the ground caused aileron or elevator control problems after the plane was airborne. Martin engineers and test pilots made several demonstration flights per ALPA and TWA request that proved the plane could carry a very heavy load of ice and still keep flying. One test was with a 6" block of plastic on

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THE MARTIN 404s the leading edges which changed the airfoil considerably. Another was with man made ice. A series of nozzles mounted in front of the wings which sprayed water on the leading edges during sub-freezing conditions. Martin test pilot, George Rodney, told how he had no idea what the airplane weighed when he took off with the heavy load of man made ice, but he made it.

Lyle Spencer told of a flight where his copilot learned about ice (he was flying the leg): it was an approach to Wheeling when the field went below limits.

In the meantime they had picked up a load of ice and the wing heaters were not working. They got on top at about 5,000' and proceeded to PIT...it took METO power to maintain level flight. After landing the ice, that was 2.5 to 3" thick, started falling off the wings. Riley Bisonette picked up a load of ice between CVG and STL, declared an emergency, and made a landing at Louisville. It took METO power to make the approach down the glideslope. He landed with a "thump".

Bill Murphey was on a familiarization trip with 'Chic' Dyer where they had been holding over DAY in some light icing. When they started the approach the icing became somewhat heavier and, during the final on the ILS, power was added until they were using METO. Once on the ground, an inspection showed lots of runback.

Thad May recalled a takeoff out of CMH, after a short stop, during which light snow was falling and the temperature was 28 deg. It didn't occur to him that it could be a problem until the flaps were retracted and there was a violent aileron vibration. The flaps were returned to the TO position and the vibration stopped. It took about 30 minutes of flying and raising the flaps a little at a time before the ice accumulation melted off. Walt Gunn told of an icing problem he incurred after departing PIT: there was wet snow at the time and the plane was de-iced at the ramp. However, on takeoff, the residue froze on the elevator controls which completely bound their travel. The elevator trim was effective, and eventually the ice either broke off or evaporated which caused a sudden and jarring lurch and then all went well.

By early 1956 there was no longer any Martin service between SFO and LAX. The one M404 flight (Fit 163) from MKC to LAX made every stop along the way except PHX. At the time, MKC crews flew to AMA and returned and the LAX crews to AMA and, after a layover, returned. In late 1956, the crew turn around was at ABQ. By early 1957 the Martins flew west only as far as ICT. I am not certain of the date, but TWA dropped the Martin schedules to the west of ICT soon after an accident landing at Las Vegas on 11/15/56.

This was Flight 163 (plane #N 40404) with an LAX-based crew of Art Defabry, Jim Rapattoni and hostess Anne Zeman. Art was flying the plane. About 4 or 5 minutes after take off and 2,500' altitude above the airport, there was a sudden power loss on the BMEP gauge along with a backfire and roughness. The power recovered, but this repeated again and Art reduced the manifold pressure. Icing was a possibility so full carburetor heat was applied for about 15 seconds. The engine stabilized for awhile but when the heat was removed the engine backfired severely and repeatedly. The engine was feathered and both the company and airways control were notified they were returning to LAS. The flight was given a priority to land and their choice of any runway as the wind was calm. Art chose runway 7 which was 6,499 ' long. The emergency equipment was standing by. On the final and nearing the fence, with the flaps in the approach position, the plane was in a normal position and altitude but the indicated speed was too high (120 knots). The flareout followed and Jim asked if he wanted full flaps? Art said yes and they were lowered, but the airspeed didn't decrease and they were now floating down the runway. Art shoved the nose down and the wheels hit the runway but the aircraft bounced back in the air. Another attempt was made to force

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THE MARTIN 404s the plane down but the results were the same and it was now obvious it would be impossible to land safely. Art initiated a go-around, but the airspeed was now between 100 to 110 knots and, with full power on the right engine, the plane veered off to the left. The airspeed then dropped to 90 knots and they were now headed toward a row of houses. The power on the right engine was then reduced and the wings partially leveled as they headed for a small clearing and bellied in with the left wing still low. The plane stopped just 40' from an apartment complex. TWA ramp agent, Richard Meyers, happened to be taking a nap. He awoke, saw the huge cloud of dust and then rushed out to assist in opening the forward door and aiding the passenger evacuation.

The evacuation was orderly although Jim had to clear a lot of suitcases, galley jugs and food tray containers from the companion-way so some of the passengers could exit by the forward cargo door. Others in the rear cabin evacuated by way of the left wing exits. Gasoline was running from the right wing but the fire equipment arrived and no fire erupted. The aircraft was damaged beyond repair.

Art, Anne and 14 of the 35 passengers received minor injuries.

The investigation which followed and the CAB report, issued 7/1/57 , listed the 'Probable Cause' as:"during an emergency situation the captain failed to reduce speed during the latter portion of a single-engine approach; this excessive air speed resulted in an overshoot and an attempted go-around which was beyond the performance capabilities of the aircraft under existing conditions."

However, the CAB also found fault with TWA's training procedures at the time of the accident. Dave Halperin (ALPA Central Safety Chmn.), Art Murphy and Bob Albertson represented the pilots at the hearing and made a strong point of how the difference in aircraft single-engine performance with a windmilling propeller (such as done in training), and the resultant drag, and a feathered propeller with minimum drag. Also to become a part of pilot training or the semiannual checks was the subject (and a demonstration at a safe altitude) of how a balked landing and go-around, with gear and flaps down, was not possible without sacrificing 2 or 3 hundred feet in altitude as they were retracted. Following this accident a number of the check pilots actually feathered the propeller for the engine-out requirement.

In March 1956 Ray Dunn was appointed VP-Maintenance and Overhaul and Bob Rummel VP-Engineering. This was about the time when all of TWA's engine overhaul was shifted to the new facility at MCI, which was considered to be the most modern and efficient in the world. Airframe overhaul continued at the KCK complex for the next year. At the end of 1956 the TWA fleet of 172 aircraft consisted of 7] small Connies, 9 L1049As , 28 'Super Gs', 48 Martins, 10 DC-4s, 5 DC-3s and one C-82 (engine carrier, based at Paris). Jets on order included 8 Boeing 707s and 30 Convair 880s.

The 1957 contract, signed on February ]2 and effective from 2/1/57 thru 8/1/58, was very unique. It was agreed to just two weeks after Carter Burgess was President and there was not a threat of a pilot strike. Bill Merrigan was Chairman of the MEC. The pilot negotiators were John Harlin (Chmn.), B.L."Buddy" Glover, Ruby Garrett, Bart Anderegg and Jack Christie (ALPA). Representing TWA were Jim Feeney and Fred Austin.

Besides raising the 'peg speed' for all models of various aircraft the base pay increased from $3,600 a year after 8 years to $3,800 after 9 years; expenses from 40¢ to 60¢ an hour. A new feature was operational duty pay; $2.00 an hour

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THE MARTIN 404s (or fraction thereof) for all time spent on the ground. This started one hour before scheduled departure (report time) until 15 minutes after blocking in (or released for legal rest). It was a minor raise for the pilots flying the coastto-coast nonstops (4 trips a month), but it was a big increase for the Martin pilots who spent almost as much time on the ground as they did in the air during an average month. An 85 hour month with just 25 hours operational duty pay now totalled about $1,363. The copilot increment pay was increased to 52% maximum after 9 years. Another important feature for the junior flights was a one hour guarantee of flight pay for each four hours away from home (on an actual basis). The operational duty pay was dropped in June 1962 for a new pay method.

Although it wasn't a contract item, this was the same time when the Captain in Command of a flight had a large red and white plaque (with four gold stars) to mount on the steps to the aircraft to greet boarding passengers. Since this was not a checklist item, and the Captain was usually in the cockpit after the passengers had boarded, many of the plaques were left on the steps after the plane departed. This was contrary to the DC-3 system where the black and white name plaques of the entire crew were mounted on the cockpit door and the only memory item was to retrieve same (often by the hostess) when the flight was completed.

By April 1957, the last of the DC-3s were sold. On May 4 the first L1649A 'Jetstream' was delivered and service began on June ]. The L1649A was the ultimate development of piston-driven aircraft and with its 6,000' mile+ range TWA began operating the polar nonstops from Europe to California in late 1957. It may be an all-time TWA record on 10/1 to 10/2 when it took a 'Jetstream' 23 hrs 19 min to fly from London to SFO (nonstop). Also, TWA extended its International route from Colombo to Bangkok and Manilla for direct connection around-the-world with Northwest Orient Airlines. There wasn't too much fanfare or publicity when TWA added the only new station on its Domestic System, Hartford/Springfield Ct., on 6/5/57. It happened to be one of Bill Greer's last flights on the Martin, flying all the way from LGA to BDL and return.

However, TWA's expanding fleet and routes didn't require additional pilots (for many there were extended furloughs) as the class hired on 4/17/57, was the last hired until 10/7/63. Before any furloughs, there were 1,755 pilots on the 1957 seniority list. In August of 1957 a TWA tradition (rule) was finally broken... hostess could keep their jobs and continue flying even though they got married.

In April 1958, the TWA pilots had a new look...the double-breasted grey uniform was replaced by the dark (almost black) single-breasted suit with gold stripes which is still the fashion for the current pilots. The uniform was designed by Fred Austin, Russ Derickson and Earl Lindsly. Initially there were a number of gripes by the pilots with the change, but there was no threat of a strike. Part of the uniform was a new hat and wing insignia replacing the former Indian head and feathers which had been worn since T&WA was formed in late 1930.

Another inflationary item in 1958 was the cost of mailing a first class letter (surface, not air mail). Since 1932 the cost was 2 cents ,in 1958 it was increased to 3t (and remained the same until 1962 when it went to 5t). The cost of sending a letter by air mail increased from 6 cents to 7t in 1958.

In May 1958, TWA made the survey flights from St.Louis to Miami via Nashville, Atlanta, St.Petersburg and Tampa. A M202A was used and the trip took a week as company officials and department heads investigated airport and downtown facilities and met with local civic leaders. For publicity purposes the title of the

77

THE MARTIN 404s plane (such as "Skyliner Miami") was changed while taxiing to the ramp at each new airport to be served. Service began on December 16, with John Peek the Captain on the inaugural southbound trip and Dave Spain was Captain on the northbound flight the next day.

Also during the survey flights to Miami, TWA implemented a new method for route qualifying pilots. At each of the future stations (and a number of selected alternate airports) along the ],]00 mile route an approach was made to every runway (including a complete ILS approach, back course etc.) while special movies were made. John Armstrong, Supervisor of Flight Training Visual Aids (former Flight Radio Operator) had a special wide-angle 16mm Arriflex camera for filming these scenes in color. Along with slides and diagrams of the route and airports, the pilots (with CAA approval) who expected to fly the flights to Miami could be qualified in the classroom at MKC instead of the usual riding the jump seat in the cockpit.

Carter Burgess resigned at the end of 1957 and on 7/15/58 , Charles Thomas was the new TWA President. From 11/21 to 12/3/58 the machinists were on strike. At the end of 1958 the fleet totaled 198 aircraft consisting of: 71 small Connies, 41 'Super Connies' (including 9 L1049H cargo planes obtained in late 1957/early 1958), 29 'Jetsreams', 48 Martins, 8 DC-4s (which were up for sale) and the one C-82. Starting 1/29/59, the first of 15 B707-]3] "Water Wagons" were delivered during the year and service was inaugurated on 3/20/59. Four of the long range 331 models were delivered during 1959, with International service starting on 11/23/59. Five DC-4s were sold to California Airmotive in 7/59; the one remaining plane was kept until 11/6] for ferrying engines.

The next contract agreed to on 5/22/59, and retroactive to 8/1/58, was looking ahead to the jets (the Martins were already on the way out). Al Heath was Chmn of the MEC and Russ Derickson Chmn of the Negotiating Committee which included Joe Peterson, Vern Lowell and "Hutch" Thurston. A full (85 hour) month on the Martin now paid $],465 (including 46 hours of operational duty pay, but not including company contributions to the retirement plans). Copilot percentages of Captain's flight pay now had a maximum of 64% after nine years. There was a new category which did not effect the Martins (or Connies); Second Officers on the jets. A nine-year Copilot on a Domestic B33] flight had the potential to earn $1,560 a month ($1,491 on the B]31), which made it a rather questionable situation whether to fly as Captain in the Ohio Valley or above it as Copilot. There was still a large number of pilots who chose the former. There were quite a few pilots who answered my request for help that added a comment: their experiences flying the Martins was a great asset to checking out on the jets.

On January ], 1959, the newly created Federal Aviation Administration (FAA) officially replaced the CAA's former functions. Retired Lt.General Elwood "Pete" Quesada headed the FAA and took a firm stand on when the scheduled air carriers had to have airborne radar. He also stood very adamant about any change with a policy that airline pilots (scheduled operations etc.) had to retire at age 60.

Starting about 2/1/58 , all of the 1] M202As were grounded and up for sale. All eventually wound up with Allegheny Airlines either by direct sales or by way of California Airmotive (Al Paulson's company that dealt in used aircraft, engines and parts). Four were leased to Pacific AL prior to the sale to Allegheny. The total time on the 1] planes at the time they were grounded was 166,106 hours, which averaged 15,100 per plane or 5.5 hours per day during their 9] month tenure with TWA. By late 1959, 4 M404s were sold and another 14 during 1960. There

78

THE MARTIN 404s were 19 M404s still flying up to 4/29/61, when the remaining aircraft were removed from schedule. The last scheduled trip was Flight 411 from BAL to STL via DCA, CMH, DAY and IND. On 4/30/61, TWA was the first of the "big four" carriers to have an all-4-engine fleet (piston or jet aircraft). Sales of the used M404 lasted through the end of 1962, with Piedmont eventually owning 18 and Pacific Airlines eight. The prices varied for a M404, the average was about $110,000.

Frank Smith's account of ferrying a M404 from EWR to MIA (per Larry Girard's request) with the new owner's "Chief Pilot", who couldn't speak English, was told in the May ' 89 'Topics'. Jack Robertson had a story about one of the first to be sold: Floyd Hall had called Jack and told how a potential buyer, Kewanee Oil Company of St.Louis, was interested in a M404 providing their Chief Pilot had a demonstration flight and approved the plane...and it could be ferried in and out of a field about 70 miles south of STL for modifications to an executive aircraft. Floyd told him the field had a 2,100' runway. Before proceeding to the small airport Jack made a landing at STL using moderate braking and full reverse; the tower operator estimated the stopping distance to be 2,000'. They proceeded to the small airport and, according to Jack, they just made it in and out...the runway was only 1,900' long! Two weeks later Floyd called with news that Kewanee purchased the plane (N 40426, Fleet #426) and he had promised them Jack would ferry the plane to the small field as part of the deal. Jack wasn't too keen with the prospect of another flight to the short field, but he agreed.

Ray Craft was among the last in the Training Department to be Martin qualified and, starting in January 3960, his students were pilots for prospective buyers (such as 3 pilots with Outboard Marine Corp.). His last was on 1/11/61, with Miguel de Puy, Chief Pilot with Panamanian AL. Ray returned to flying the line, which created a bit of a problem for the MCI overhaul base as there were now no TWA pilots currently qualified on the Martins. When Piedmont bought their Martins eachon TWA did minimum maintenance and a short overhaul test flight on before delivering it at KCK. Jack Asire and Lofton Crow had to re-qualify each other out on the first one to be delivered; they sat in the cockpit for several hours reviewing the checklist and describing what they were doing. Later, they checked out a copilot for both of them and mixed the flying with office duties.

The original M202s which were delivered to NWA had a design flaw in the splice or joint that connected the inner to the outer wing panels. This was considered the probable cause of several fatal accidents. TWA's fleet (and Eastern's) had a different design for this splice which proved to be structurally sound, but a never ending problem of inspections and replacing the bolts which were subject to fretting corrosion. Jack Asire told of an incident which occurred in 1960, near the end of TWA's Martin service, when a M404 was in the overhaul base. All of the bolts in the scarf-splice had been replaced on one side by the evening shift. The next morning a few of the bolt heads were found on the hangar floor!

All of the 'bottle' bolts were removed from the stock bin and locked up in the engineering lab. Bar stock was machined to the right thickness and and all of the bolts torque-tested to 750 inch pounds per specifications, and left for 24 hours. About 1/3 of the heads popped off. In the meantime the manufacturer was reviewing his procedures and found that someone had put the bolts in the plating tank held by the head vertically instead of in a horizontal position. The result was bubbles rose to the radius under the head and slowly worked around the head resulting in hydrogen embattlement .

Jack Weiss told of an incident with one of the planes (N40425) that was sold to a lumber company. TWA wanted to give the pilot the full ground school, but he didn't think he needed it, so just got a couple of hours transition. The plane 79

THE MARTIN 404s was based at ICT where TWA (Ed Zambecki, the mechanic) contracted to do all of the maintenance. On a trip to Santa Fe the left generator failed. The pilot requested Ed to come there and make the repairs, but the timing was such that Ed couldn't leave ICT. He advised the pilot to wait for a clear day and ferry the plane to ICT. Before taking off he forgot to turn on the ADI (water injection) and realized this about the time of lift off, and armed the systems. There was the usual surge in power, but the right engine (with the operating generator) "coughed" and promptly feathered. He was still on the ground already at the max single engine altitude (6,300') and rapidly running out of runway. He made it around OK, but it must have been quite a thrill.

Eastern sold their Martins from 1960 until 1962. During the 10 years of service 3 were lost in non-fatal accidents and ]] were severely damaged due to various causes such as: gear collapse or retractions (5), hard landings (3), propeller striking runway (2) and a mid-air collision with a light airplane.

There were a total of ]03 M404s produced with 40 going to TWA, 60 to Eastern, 2 to the US Coast Guard and Howard Hughes one. During the 15 years, 1962 to ]977, Piedmont had the largest fleet of Martins with 36 (owned or leased), next were Southern Airways with 25, Mohawk ]4 and Pacific Airlines 10. During the period 8/64 through 9/67, Ozark operated with 16 (]4 were by way of Mohawk). Although it was not an operating airline, Charlotte Aircraft Corporation had title to 22 Martins during the years 1962-1970 , which it leased or sold to its customers.

A few of the former TWA M404s were owned for a short time by travel clubs such as N40428 by the Malibu Travel Club (]1970-1972 ), N40427, N40432 and N40438 by Air Travelers Club (1972-1974) and N40436 by Magic Carpet Travel Club (1978).

In 1975 all but two of the former TWA aircraft were still accounted for (either currently flying or in storage). One (N40401) was damaged beyond repair during a Piedmont training flight on 8/21/62 , the other (N40412) crashed after takeoff from ATL on 5/30/70 (owned by Lehigh Acres Developing Co.)...it had been fueled with kerosene! After Piedmont, Mohawk and Ozark sold their Martins the largest fleet was then owned by Miami-based Atlantic Southeast AL (5 former TWA M202As and 8 M404s). I wasn't able to ascertain the operating dates, but 4 (possibly 5) of Southeast M404s wound up with Naples-Provincetown Boston Airlines (PBA).

PBA originally flew in the Cape Cod area and, in 1960, formed their subsidiary company Naples Airlines, flying in southern Florida and the Bahamas. Their M404 fleet was used in the north during the summer peak period and wintered on the southern routes.

Bob Stuffings sent a postcard of PBA's N40413 which he rode as passenger out of Hyannis (MA) and saw frequently at Sarasota or Tampa. The M404 in its original seating configuration did not have too much leg room between the seat rows for 40 passengers...PBA added an extra row of seats and accommodated 44 passengers.

There is one M202A, N93204 (#214), that will be around for a very long time. It was partially restored and then trucked to the Aviation Hall of Fame and Museum at the Teterboro Airport, NJ, where it is an outdoor walk-through exhibit. Gene Gifford enclosed some photos of the plane, which will probably never fly again, as it is missing the right wing and has no engines. Gene also enclosed a newspaper clipping, circa late 1989, where 13 TWA "Clipwings" enjoyed a luncheon in the cabin of "Old 214" (it didn't say who worked the galley).

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FORMER TWA MARTINS

M404 N40413 flying with Provincetown Boston Airlines (PBA)

M202A N93204 on static display at Aviation Hall of Fame and Museum at the Teterboro Airport, NJ. Loading steps lead to the front door entrance

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FORMER TWA MARTINS

Interior of N93204 (former TWA Fleet #214) on static display.

The New Jersey Chapter of "Clipped Wings" (former TWA flight attendants) held their monthly meeting aboard the AHOF's Martin-202. Many of the women had flown on 202s. The group included: Fran Stack, Dottie Collins, Lucille Jones, Marie Kelly, Jessica Small, Lorna

Craig, Gerry Rwan, Jacque Wheat, Arline O'Brien, Carol Cameron, Ann Pivirotto, Elaine Neuberger, Betty French, Marianna Petty, Orana Evans, Pat Sasic and Roberta Claps. Jean Hultgren of Lawrenceville arranged for the AHOF visit.

Circa winter 1989 82

'SAVE-A-CONNIE' "SAVES A MARTIN' The above title may seem odd, but it is a good description of what transpired late last year when the 'Save-A-Connie' group (SAC) added a Martin 404 to their fleet of transport aircraft. The L1049H owned by SAC has already proven to be a successful adventure and an attraction at air shows or for use in a movie or TV shows. The Connie is a newer airplane which was delivered to Slick in 9/59, but in its later years (after use as a crop or aerial sprayer) hadn't flown in over eleven years and was stored outdoors at Mesa, AZ. It took nine weeks to get the plane and engines prepared just to ferry it to MKC for further work to make it flyable (two years) and the restoration to its present condition.

The M404 was originally delivered to Eastern as N451A on 1/31/52. Eastern sold it to Hayes Aircraft on 8/31/61, and a week later (9/8) it was sold to Southern Airways as N145S . It was one of 25 M404s (all former EAL) operated by Southern.

On 6/17/63, the undercarriage, skin and props were damaged after a hard landing at Baton Rouge. Other owners, after early 1979 included Florida Airlines, Ocean Airways and Southern Internat'l Airways. The last owner, in ]988, was Systems International Airways. A lending company repossessed the plane after default of payments and was anxious to sell it as the loan balance totaled about $170,000 and it was just sitting idle at the Fort Lauderdale Airport. SAC had a committee, headed by Larry Brown (past president), investigating the possibility of obtaining a Martin but the only aircraft known to be available which were in a near-flyable condition were three that had been converted to crop dusters (asking price about $300,000, as is) in Idaho. Upon learning of N145S , Larry and Frank Fitzgibbon (current pres.) flew to FLL to look it over and, if satisfied as to the plane's condition, submit a sealed bid to the bankers. The plane had not flown in two years, but it was in excellent condition...and SAC's low bid was accepted.

The total airframe time was 60,150 hours which, in about 38 years since it came off the Martin assembly line, averages to about 4 hrs and 33 min a day...not a high rate of daily utilization for a commercial airliner. The cabin interior is in immaculate condition with forty recently refurbished seats etc. There is a color radar set, Loran plus all of today's required radios for navigation and communications . The plane and engines had a major overhaul 3 or 4 years ago.

A team that included Harry Ward, Chris Clark, Les Klimpt and three men with A&E Licenses flew to FLL to prepare the plane for a ferry flight to MKC. There were two FAA Airworthy Directives (ADs, mandatory checks or modifications) which had lapsed during the time the plane was stored (the time period, not the flight time limitation between checks)...the engine mount bolts and the joint connecting the main wing panels to the outer panels. A special FAA OK was obtained for the ferry flight without these checks and necessary engineering work. The plane was put on jacks to make a check of the normal and emergency gear extension and all spark plugs were changed as part of the preflight preparations. The group spent a week getting the plane ready, some of the men working 12 hours a day.

The Systems Internat'l Chief pilot and her husband gave Harry and Chris a cockpit familiarization. In addition, both men spent hours in the cockpit reading the manual and checklists (both TWA's and Systems). Both pilots had thousands of hours flying the Martins with TWA...but this was 35 years ago! The FAA made several concessions for a one-time ferry flight: they were considered currently qualified (no requirement for 3 takeoff and landings, instrument check etc.). A photostat copy of their licenses and physical OK were made by the FAA, just in case. Apparently an FAA inspector didn't care to ride along giving a checkride.

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'SAVE-A-CONNIE' "SAVES A MARTIN" All was ready on December 11. A fuel stop had been planned at Memphis (Harry's home town) but another problem arose...neither of the transponders worked. One that was very used was borrowed, which brought about an FAA restriction to keep away from the heavy density area of Memphis. The fuel stop was then planned at Montgomery. According to both Harry and Chris is was a 'routine trip' although it wasn't until about 5 minutes after liftoff that they felt completely at ease (no ADI or autofeather was used). Harry flew the first leg and he didn't exactly "grease it on". Chris flew the next leg and benefited by observing. He also used his own technique for the approach and landing at MKC from his TWA days... using a little power at slightly less than chart approach speed and then, when landing flaps were lowered and the flare initiated, pulling the power off for a smooth landing. Their total flying time was 6:06. The cost for the fuel alone was about $4,000. Today's flying time on a TWA jet from FLL to MCI, with a STL stop, is about four hours and the cost (First Class, one way) is $799 although there are cheaper fares in coach available and other discounts.

As of this writing (12/30/90) no decision has been made by SAC as to what color scheme or logo will be painted on the plane. There is a lot of work to be done before it can be flown except for a ferry flight; much of which will be put off until warmer weather later in 1991. The Save-A-Connie group, which consists of volunteers from the Kansas City business community and retired TWAers, are to be congratulated and thanked for saving another 'grand old lady' from the scrap pile and 'keeping her flying' for decades to come in style and with respect .

A final note by Ed Betts: Once again my sincere thanks for all of the help from the TWA pilots, engineering, overhaul, maintenance and numerous others who contributed with the input. The 'Save-A-Connie' group proves one important summation: The Martin was (is) a great airplane to have around!

'SAVE-A-CONNIE's MARTIN 404 on arrival at MKC dressed in Systems International Airways white and blue colors and logo, complete with a radar dome.

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TWA MARTIN 202A HISTORIES My thanks to the following aviation historians for their help This is a composite of various information via: Harry Sievers, of the American Aviation Historical Society and British author the post-TWA years is from articles Peter wrote for the 'Air winter 1988 issue of the 'Propliner'.

with the data on the TWA Martins.

Jon Proctor, Harry Gann, President Peter Marson. Much of the data in Britain Digest' (in 1977) and the

N93201 "Skyliner San Francisco", fleet #211, delivered 7/14/50. Sold 4/15/58 Allegheny. 15,557:30 airframe hours. Several owners after 8/1/66. Scrapped in mid-1977 N93202 "Skyliner Oakland", fleet #212, del 7/20/50. Damaged flood at KCK 9/11/51. Sold California Airmotive 8/11/59, 14,406:21 hours. Leased to Pacific Airlines. Scrapped after tail torn off at Burbank in a ground accident on 8/21/59.

N93203 "Skyliner Fresno", fleet #213, del 7/20/58. Sold Allegheny 12/31/58, 15,194:30 hours. Many owners after 8/66. Scrapped in mid-1977.

N93204 "Skyliner Burbank", fleet #214, del 8/3/50. Damaged 9/8/54 landing PHI. Struck fence and lost nose wheel. Sold 8/3/58 Cal Airmotive 14,659:08 hours. several owners, with Allegheny from 7/61 to 6/66. Currently static exhibit at Aviation Hall of Fame at Teterboro, NJ. N93205 "Skyliner Los Angeles", fleet #215, del 7/29/50. Damaged 10/17/53, gear retracted during landing roll at PHL. Leased to Pacific AL 6/27/59, then sold to Cal Airmotive. 15,396:39 hours. Several owners including Allegheny 8/61 to 8/66. Service with Naples-PBA. Was last reported (1988) with CAMBA at La Paz, Bolivia.

N93206 "Skyliner Phoenix", Fleet #216, del 8/11/50. Leased Pacific AL 15,300:01 hours, leased then sold (5/59) to Allegheny. Sold 1/66. Several owners including Southeast AL. No other info.

N93207 "Skyliner Las Vegas", Fleet #217, del 8/17/50. Damaged 1/20/51 ran off runway landing at Louisville. Sold Cal Airmotive 7/28/59, 15,206:58 hrs. Several owners including Allegheny from 6/61 to 8/66. Last reported stored in Fla., in 1976. No further info.

N93208 "Skyliner Albuquerque", Fleet #218, del 8/18/50. Leased Pacific AL 12/24/58, 15,232:32 hrs.

Leased then sold (9/59) to Allegheny. Sold 1/66. Several owners until scrapped in 1972.

N93209 "Skyliner Santa Fe", With Allegheny 6/61 N93210 "Skyliner Amarillo", 15,040:29 hrs. Sold

Fleet #219, del 9/6/50. Sold 7/20/59 to Cal Airmotive, 15,104:09 hrs. to 8/66. Several owners after. No further info.

Fleet #220, del 9/16/50. Leased to Allegheny then bought on 11/21/58, 1/66, several owners. Scrapped in mid-1977

N93211 "Skyliner Lancaster", Fleet #221, del 9/28/50. Crashed mid-air collision with an unreported DC-3 after departing Cincinnati on 1/12/55. 7,958:00 hours.

N93212 "Skyliner Hannibal", Fleet #222, del 9/29/50. Sold 2/12/59 Allegheny 15,006:54 hours. Sold 9/66. Several owners until scrapped in 1972.

TWA MARTIN 404 HISTORIES Note: Since the last three numbers in the CAA/FAA registration number are the same as the TWA fleet number, they are not included in this part of the list.

N40401 "Skyliner Baltimore", del 2/19/52. First TWA airplane with Hughes Terrain Warning indicator installed. Lost a wheel departing MDW on 2/28/60, and made a belly landing at Olathe NAS. Sold to Piedmont 2/2/62. W/O 8/22/62 at Wilmington on training flight when propeller reversed on single-engine landing.

N40402 "Skyliner Chicago", del 1/31/52. Sold to East Coast Flying Service 6/29/61. To Piedmont 2/1/65. With Mark Aero at STL 1972-1974. Scrapped 7/76.

N40403 "Skyliner Pittsburgh", del 11/9/52. Crashed at PIT 4/1/56 after engine fire warning on take off and lack of single-engine performance without propeller feathered. Airframe had 9,177:06 hours.

N40404 "Skyliner Philadelphia", del 11/29/51. Damaged 12/8/51 when landed with gears retracted during training flight at St.Joseph, Mo. Crashed 11/15/56 at Las Vegas, NV, when attempted a go-around with one engine inoperative. Airframe had 10,451:55 hours.

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11A MARTIN 404 HISTORIES N40405 "Skyliner New York", del 12/4/51. Sold to Piedmont 2/6/62. Sold 12/69, several owners.

Reported a derelict in 1976 at Sebring, Fla., no report in 1988.

N40406 "Skyliner Washington, D.C.", del 12/10/51. Sold California Airmotive 2/15/60 and leased to Hughes Toolco for electronic tests thru early 1961. With Piedmont 2/2/65 thru 12/69.

Atlantic Southeast AL 1972, derelict in 2/76. No further info.

N40407 "Skyliner Indianapolis", del 12/13/51. Leased to Piedmont 10/61 and sold 1/62. With Southeast in 5/72, and Naples-Provincetown Boston AL (PBA) 1/6/76. Last known stored at Naples, Fla., in 1988.

N40408 "Skyliner Columbus", del 12/21/51. Damaged 12/20/58 after landing at CMH, struck a snow bank and left gear collapsed. Sold to Pacific AL 9/28/60, to Piedmont 4/9/66 thru 3/73.

Several owners. Last report as a crop duster with Valley Martin, Inc. (1988).

N40409 "Skyliner Dayton", del 12/27/51. Sold Pacific AL 4/24/60. Was with US Atomic Commission at Las Vegas 1967 thru 1976. No report in 1988.

N40410 "Skyliner Cincinnati", del 12/31/51. Sold Piedmont 2/8/62. Numerous owners after 11/68.

Still registered in 1976, no report in 1988.

N40411 "Skyliner St. Louis", del 1/4/52. Sold Piedmont 2/7/62 thru 1/70. Numerous owners thru 1976. No report 1988.

N40412 "Skyliner Wheeling", del 1/23/52. Sold Montex Drilling Co., 3/12/60. Several owners, last was Florida Aircraft Leasing Co. Leased to Lehigh Acres Development Co., crashed on take off from Atlanta on 5/30/70. Plane had been fueled with kerosene.

N40413 "Skyliner Louisville", del 5/19/52. Sold to Piedmont 1/12/62, used thru 1/76. Then with Naples-PBA thru 1976. 1988 report was stored at Naples, Fla. N40414 "Skyliner Boston", del 5/19/52. Leased to Piedmont 10/61, purchased 1/62. Several owners after 10/72. Reported a derelict at STL in 1976, in 1988 was used by the Airport Fire Department for fire drill.

N40415 "Skyliner Albany", del 5/26/52. Damaged 5/8/53 at Wheeling when left gear collapsed while Taxiing after landing. Sold Piedmont 1/4/62. Several owners after 1/73. To Naples PBA in 12/76. 1988 report stored at Naples, Fla. N40416 "Skyliner Binghamton", del 5/27/52. Damaged 3/25/54 nose gear collapsed landing in rain storm at MDW. Crashed 2/19/55 when hit Sandia Mountain shortly after departing ABO due to remote compass malfunction. Airframe had 5,613:36 hours.

N40417 "Skyliner Williamsport", del 6/2/52. Sold Piedmont 12/27/62, used to 9/68. Several owners including Atlantic Southeast AL. Reported derelict at Miami 9/73. 1988 report fuselage stored at Naples, Fla. N40418 "Skyliner Newark", del 6/2/52. Sold Piedmont 1/24/62, used to 4/68. Several owners. 1988 report was with Frontier Airways as a crop duster flying out of Madera, CA. N40419 "Skyliner Wilmington", del 6/5/52. Leased to Piedmont 12/61, sold 1/62. Used until 8/72, then several owners. 1988 report possibly still in Haiti (registered there).

N40420 "Skyliner Allentown", del 6/6/52. Leased to Piedmont 9/61, sold 1/62. Several owners after 4/69. Last report, as of 2/76, stored at Sebring, Fla. (none in 1988).

N40421 "Skyliner Harrisburg", del 6/13/52. Sold Piedmont 1/29/62. As of 11/69, with US Aircraft Sales and Atlantic Southeast AL. As of 1988, last reported used for smuggling at Nassau, Bahamas, N40422 "Skyliner Kansas City", del 6/18/52. Damaged landing at Fort Wayne on 9/22/53, when gear collapsed. Sold Pacific AL 9/28/60. Numerous owners after 6/68. Was still current in 1976, but no records in 1988.

N40423 "Skyliner Reading", del 6/19/52. Sold Piedmont 2/16/62. Numerous owners after 7/72. In 1977 with Naples-PBA. In 1988 was in service with Santiago Freighters as HI-501.

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TWA MARTIN 404 HISTORIES N40424 "Skyliner Toledo", del 6/20/52. Sold Piedmont 2/13/62. Sold 7/68, several owners. With Southeast AL 1972 and Naples-PBA as of 11/75. In 1988, stored at Naples, Fla. N40425 "Skyliner Easton", del 6/27/52. Sold, 3/25/59 (15,019:22 hours) to Cal Airmotive, to Houston Lumber Co., as N333G. In 5/66 with Piedmont as N4O425 until 4/69. Numerous owners until Southeast AL in 1972 and Naples-PBA on 11/28/75. In 1988 with Borinquen Air leasing stored at San Juan, Porto Rico on lease to Aero Virgin Islands.

N40426 "Skyliner Bethlehem", del 7/3/52. Sold Beldex Corp., (14,894:59 hours) 2/16/59, a month later to Kewanee Oil Co. (as N404K). In 7/72 was with the 'Danny Davis and the Nashville Brass' band thru 1976 or later. In 1988 (as N404DD) with Dade County Public School System for use as an instructional airframe.

N40427 "Skyliner Fort Wayne", del 7/11/52 Sold Pacific AL 4/25/60. After 6/68, numerous owners.

Crashed on 9/1/74 at Norfolk, Va. N40428 "Skyliner South Bend", del 7/15/52. landing. Damaged 6/7/56 when landed gears. Sold 1/15/60 Outboard Marine numerous owners thru 1976 or later.

Damaged 9/22/53 at Fort Wayne when gear collapsed on short at PIT, hit approach lights and wiped out the Corp. (of Milwaukee). With a travel club in 1970 and In 1988 reported with CAMBA at La Paz as CP-1318.

N40429 "Skyliner Peoria", del 7/16/52. Sold 3/12/59 (15,072:31 hours) to Cal Airmotive. Numerous owners thru 1976 or later. 1988 reported as N636X with Sun and Wind Co. N40430 "Skyliner Quincy", del 7/21/52. Sold Piedmont 12/61. US Aircraft sales 12/68. Flew with Atlantic Southeast 1972. Derelict at Sebring, Fla, in 1976. No report in 1988.

N40431 "Skyliner Terre Haute", del 7/23/52. Sold Cal Airmotive (15,489:23 hours) 8/4/59. With Piedmont 11/64 to 9/68. Numerous owners including Atlantic Southeast in 7/72. 1988, fuselage at Naples, Fla. N40432 "Skyliner Detroit", del 7/25/52. Sold Pacific AL (16,140:50 hours) 11/12/59. Numerous owners after 6/68. In 1976 was hangared at Long Beach. 1988 with CAMBA at La Paz, reg #CP-1570.

N40433 "Skyliner Cleveland", del 8/13/52. Leased Piedmont 10/61, sold 1/62. To US Aircraft Sales 12/69. 1976 stored at Sebring. No report in 1988.

N40434 "Skyliner Topeka", del 8/20/52. Sold 6/11/61 Essex Productions (Frank Sinatra) and reg as N710E Several other owners and serial numbers, including Mexican in 1975. Reported a derelict at STL in 1975 and scrapped there in 7/76.

N40435 "Skyliner Wichita", del 8/20/52. Damaged 8/1/55 undershot landing at Binghamton, hit a dike and gear collapsed. Sold 2/3/61 Pan-Air trading Co. Same day assigned #HP-302 to COPA, Panama. With Piedmont 10/65. Crashed at New Bern, NC, on 11/20/66.

N40436 "Skyliner Scranton", del 8/29/52. Sold Pacific AL 1/18/60. Belly landed on 4/17/62 at Vandenberg AFB. Sold 7/67. Numerous owners thru 1976 or later. In 1988 reported with Hill Air Co., at Fort Lauderdale.

N40437 Hughes Tool Co., del 9/4/52. Sold 3/25/55, numerous owners. 1976 in Mexico City and in 1988 the wreck was still at La Paz (Ser #CP-1704).

N40438 "Skyliner Endicott", del 8/29/52. Sold Pacific AL 1/12/60. Converted to cargo 5/67. many owners thru 1976.

Fatal crash at Grand Canyon Apt., 11/16/79 (Nevada Airlines).

N40439 "Skyliner Johnson City" del 9/12/52. Damaged 11/10/52 after landing at PIT the gear was inadvertently retracted. Sold 11/12/59 (15,617:30 hours) Cal Airmotive. Several owners including Piedmont 3/65 to 9/68. Several more owners. Current in 1976 at Sebring. 1988 was derelict at Naples, Fla. N40440 "Skyliner Schenectady", del 9/19/52. Sold 11/6/59 (15,607:05 hours) Cal Airmotive, to Aerojet General. Many owners after 1/66. Current at Oklahoma City in 1976. No report 1988.

N40441 "Skyliner Wilkes Barre", del 9/25/52. damaged 9/13/54 after landing Fort Wayne when gear handle retracted. Sold 11/12/59 (15,593:10 hours) Pacific AL. Sold 9/67. No report in 1988.

87

Revenue Ton Miles Flown: Passenger .............................................................. 545,781 36,548 Mail .........................................................................

70,607 Freight and Express ..............................................

5,195 Excess Baggage ....................................................

Total ....................................................................... 658,131 Payload Factor (Ratio of Revenue Ton Miles Flown to Available Ton Miles) . .

53.99%

442,153 25,981 41,789 4,366 514,289 57.8%

62.6%

63.3%

5,057 116,099 117,753 4 92 6 7,256,163

545,279 30,334 62,439 5,063 643,115

70.3%

63.4%

Revenue Passenger Load Factor

5,882 113,775 119,587 6 2 01 8,071,178

$110,166 $ 16.51

5,818 Number of Revenue Passengers 108,787 Miles Scheduled Revenue Miles Flown ............................................ 110,213 6 9 6 Available Seat Miles Flown ................................... 8,925,500

OPERATING STATISTICS (000 omitted)

Selected Balance Sheet Items: Current Assets ....................................................... 112,983 76,922 Current Liabilities ...................................................

36,061 Net Working Capital ..............................................

Flight Equipment (Net) .......................................... 239,783 54,969 Other Property (Net) ..............................................

Total Property and Equipment (Net) ..................... 294,752 $126,042 Stockholders' Equity Book Value per Share ........................................... $ 18.89

100.1%

$119,568 $ 17.92

95.0%

95.8%

16.77

57.2%

422,320 24,080 41,613 4,401 492,414

62.9%

5,200 120,346 118,636 4 396 498 6,985,286

$

70,108 64,855 5,253 143,641 28,433 172,074 $111,931

101.7%

(4,539) (1,558) (.23)

(375) (1,764) (.26)

80,178 64,687 15,491 130,827 30,370 161,197

17,263 9,402 1.41

16,046 6,473 .97

110,476 26,764 130,963 268,203

$231.077 11,636 14,958 1,641 4,352 263,664

1957

115,245 31,631 138,340 285,216

$248,119 12,196 14,610 5,889 4,027 284,841

1958

86,574 81,601 4,973 114,611 30,850 145,461

125,579 34,076 171,540 331,195

Operating Expenses: Wages and Salaries .............................................. 133,450 37,470 Depreciation, Amortization, Obsolescence 191,384 Other .

Total Operating Expenses ..................................... 362,304

Operating Income or (Loss) ...................................

Net Income or ( l o s s ) after Taxes Net Income or (Loss) per Share ............................

Operating Ratio (ratio o f Expenses to Revenues) .........................................................

$301,638 13,543 18,064 12,367 2,846 348,458

1959

Operating Revenues: $329,229 Passenger 15,600 Mail .........................................................................

22,545 Freight, Express and Excess Baggage 6,038 Charter ...................................................................

4,938 Other ......................................................................

Total Operating Revenues .................................... 378,350

FINANCIAL STATISTICS (000 omitted)

1960

21.07

13,022 13,671 1,172 1,578 203,671

10,387 14,605 1,304 1,904 217,431

21.76.

336,832 23,677 41,253 3,259 405,021 61.8%

60.7%

64.8%

4,393 98,979 97,249 3 02 931 5,405.489

$

41,733 32,910 8,823 87,822 15,760 103,582 $ 72,621

94.7%

5,407 .81

278,432 19,676 34,672 2,927 335,707 65.7%

309,051 23,506 37,129 3,336 373,022 64.2%

70.3%

83,600 81,142 2 888 169 4,109,628

89,787 89,087 3 212 629 4,767,750 67.4%

3,431

3,904

$

43,015 655 65,053 13,049 78,102 $ 56,804

33,957 4,089 52,078 12,931 65,009 $ 67,207 20.14

43,670

94.2%

88.9% 38,046

5,064 .76

10,818

23,465 79,032 176,403

73,906

12,349 12,657 452 1,885 187,221

$159,878

1953

10,336 1.55

22,677

21,554 82,340 180,994

20,276 100,822 205,856 11,575

77,100

84,758

$

$174,228

1954

$189,231

1955

382,288 23,869 41,901 3,722 451,780

64.1%

4,795 111,005 107,480 3 9 40 6,202,455

$

65,566 47,113 18,453 83,191 20,017 103,208 $ 70,299

101.7%

(2,327) (.35)

(4,131)

100,725 20,480 123,320 244,525

$210,279 11,468 14,774 1,697 2,176 240,394

1956

67.8%

29 706 2 459 274 421

225,262 16,994

69 557 2 324 318 73.7%

2,824 71,247

$ 51,699 3 330

3,897 79,924 12,602

50,829 46,932

90.8%

14,787 7 661 1 15

17,010 65,984 145,915

62,921

11,738 11,225 639 1,808 160,702

$135,292

1952

746 858 730 588

66.8%

184,657 17,715 29,625 2,084 234,081

73.5%

2,450 65,820 63,386 1,894,724

$ 33,406 2 430

1 47 9 57

41,550 39,804

88.8%

16,000 7 660 1 15

61 035 126 262

53,102 12,125

142 262

14,843 10,036 1,232

$114,408

1951

1991 CONVENTION UPDATE #5 - COLORADO SPRINGS - CO-Chairman/Chairwoman Cliff & Mary Sparrow Please refer to TARPA TOPICS ISSUES for: Update #1, Feb 1990 issue, page #84 Update #2, May 1990 issue, Pages 58 & 59

Update #3, August 1990 issue, pages 35 to 39 Update #4, Nov 1990 issue, pages 15 & 16

PLEASE HAVE YOUR WIVES READ THIS ISSUE!

Plans for the 1991 Convention are nearing completion and the complete schedule and registration form will be in the May and August issues. We feel we have a good Convention planned for you with plenty of activities to choose from and an abundance of sights to see. This is the last issue in which you will be apprised of extra sights and activities other than what is being scheduled for you.

The following pages are full of items on places to go, things to see and a brief summary of plans we ' ve made in hopes that you will fill up your days with interest and fun.

Your main problem, we hope, is finding enough time to rest.

We have to mention, at this time, that the altitude in Colorado Springs is 6100 feet, and Pikes Peak is 14,110 feet, so heart and lung patients should check with your doctor if you have a health problem. We have alternate activities for those who don't want to, or can ' t take the Pikes Peak ride. They ' re listed in the following pages.

The TARPA COLORADO COLOR TOUR SPECTACULAR, which starts Saturday, Sept 14, the morning after the Convention ends, is summarized at the end of this article and still has a few openings. This is an OUTSTANDING tour and is outlined completely in the August 1990 issue of TARPA TOPICS on pages 36 - 39. It is open to all TARPA members, spouses, widows, their relatives and/or good friends. Please reread it. If you're interested, please call Robi Mueller, immediately. Her telephone number and address is on the last page of this article.

As mentioned before, transportation will be available through a Rental Car Agency.

We are negotiating between two agencies, but will have everything finalized by the May issue of TARPA TOPICS. Prices, this far, are from $21.00 for economy manual to $32.00 per day for full-size automatic with unlimited mileage.

A TRAILER PARK - CAMPER's VILLAGE is located just two (2) miles from the Sheraton Motel with "easy on" and "easy off" access to Interstate #25, which borders the hotel.

They are also just 12 blocks from the heart of town. They have restrooms and shower facilities. Rates are from: 1 thru 9 units'- $14.25 per night (plus tax). laundry facilities also.

10 units and up - $10.50 per night (plus tax).

They offer live entertainment and catered meal service to a minimum of ten people.

AIRPLANE PARKING and TIEDOWNS - THE COLORADO JET CENTER, located on the Colorado Springs Airport, agrees to offer free tie-down to TARPA members prior to and during their stay at the Convention. Pilots will need to contact the Center (address and telephone number in May issue) in advance and identify themselves as TARPA members 89

upon arrival at the facility. You will be expected to purchase your fuel at the Center in order to take advantage of this offer.

FOR ALL OF YOU GOLFERS: Keith Yates, who resides in Colorado Springs half of the year, had accepted the Golf Chairmanship, but due to his impending Open Heart Surgery, he will be unable to carry out this function. Our prayers and good wishes are extended to him and his family. A new chairman is desperately needed.

ACTIVITY CHAIRPERSONS TRAP & SKEET - Bob Smith GOLF TENNIS - Lee Butler BRIDGE - Open Play - Alice Strickler HOSPITALITY - Katie Buchanan Assistants - Ev Green & Chuck Hasler

REGISTRATION TABLE - Betty Humbles COLORADO COLOR TOUR - Robi Mueller

As mentioned in the previous issues, Motor Home hookups are $35 per hookup, but since there are only 3, it ' s first come, first served. This is a large complex, so there will be plenty of room for parking all of the motor homes and vehicles, if desired.

The Sheraton Hotel is a 502 room complex of which 200 rooms will have refrigerators and hair dryers, so again, first come, first served. Hotel rooms are $65 per single room or $68 per double room.

Colorado Springs is a city of 1000 restaurants and eating establishments, so there will be no problem as to where to go for a meal or snack if you're eating outside of the hotel. There are three within walking distance, but transportation will be needed for the Seafood, Italian, French, German, Mexican and all other ethnic, or superb and just plain good American restaurants.

PIKES PEAK: The trip up Pikes Peak on the Cog Railway, followed by lunch at the United States Air Force Academy and a tour of the grounds and buildings is scheduled on Sept 11th, the day before the business meetings start.

For those of you who feel that your heart and lungs will not allow you to ascend the 14,110 ft. Pikes Peak on the Cog Railway ride, we have planned an optional tour of the Olympic Center, home to some of America ' s Athletes in training for the upcoming Olympics. You will travel along Millionaires Row, where the people who made their money in Cripple Creek during the Gold Rush days built their homes. Then, a ride through the foothills of the Rockies, on the historic Gold Camp Road to Helen Hunt Falls, returning to the famous Broadmoor Hotel complex, where the olympic skaters train at the World Ice Skating Arena, then a tour of the historic Garden of the Gods before meeting the Pikes Peak tour group at the Air Force Academy for lunch and tour.

NORAD: A request for a Tour of NORAD (NORTH AMERICAN AEROSPACE DEFENSE COMMAND) is being submitted, but only 35 people will be allowed to tour the facility, so if we are approved, there will have to be a " drawing " to ascertain who will be the lucky 35.

Each guest must present some form of identification, such as driver ' slicen,ho or military I.D., that includes a current photograph. Additionally, each person must prove their social security number. Social security, passport (non-U.S. citizen) or Canadian Social Insurance Number disclosure is voluntary; however, failure to do so could prevent entry into Cheyenne Mountain AFB. The tour lasts approximately 2 1/2 hours. It begins with briefings on the Soviet Threat, the NORAD mission, and the Cheyenne Mountain Complex overview. The briefings are followed by a tour inside Cheyenne Mountain AFB which includes a visit to the NORAD Command Center (if available) and the Industrial Area. Appropriate attire is required. No cut-offs, short shorts, tank tops, halters, etc. are allowed. Individuals inappropriately dressed may be 90

denied entry into the facility by Security Police. You should dress casually but warmly: light sweater during summer and fall and jackets during the winter and spring. Comfortable walking shoes are recommended - no heels, please! Military members are not required to wear uniforms. No weapons (including pocket knives), cameras, recorders, or paging devices are allowed on the tour.

All hand-carried items, including purses, will be inspected by Security Police.

All guests will be required to pass through a metal detector before entering Cheyenne Mountain AFB. The approximate altitude of Cheyenne Mountain AFB is 7,300 feet.

A portion of the tour also involves climbing three flights of stairs. The group sponsor should make this known to group members who have physical limitations or medical conditions WHICH MAY BE ADVERSELY AFFECTED BY WALKING, CLIMBING, OR BY THE HIGH ALTITUDE. FLYING "W" RANCH: For early arrivals on Tues, Sept. 10th, an early Chuckwagon Musical Variety Show including the old-fashioned tin plate & tin cup accessories can be arranged if enough interest is shown. The Flying W. Ranch is a working cattle ranch that has specialized in western food and entertainment since 1953.

Arrive early for supper and tour the authentic old western town with 14 different museum buildings and gift shops, at no extra charge. Discover antiques and memorabilia of the old vest, and you can even see the Flying W. Blacksmith shoe a horse between 6:00 & 7:00 p.m., daily. The wranglers dish up a supper of barbecued beef, baked potatoes, famous Flying W. beans, applesauce, dutch-oven biscuits, spice cake, lemonade and coffee on the tin plate. After supper, enjoy a root-em toot-em stage show with real cowboys singing songs of the old west. We would depart the hotel at 6 P.M. and return at approximately 10:30 P.M. The cost would be $18.00, including bus to and from the Flying W. Ranch. No alcohol will be served. NOTE: For those who are interested in the Cog Railway ride to the top of Pikes Peak the next morning, the bus will leave the hotel promptly, at 8:30 A.M., so please allow enough sleep and rest time, especially at this altitude of 6100 ft.

OLD COLORADO CITY: The original Old Colorado City, which adjoins Colorado Springs is being restored and is a shoppers delight in obtaining hand made crafts and antiquities.

It includes The Chocolate Factory, the renowned Simpich Character Dolls Studio and Shop and famous sculptor Michael Garman ' s Studio and Gallery, which are a MUST to see.

Marvelous small home cooking restaurants and individualized stores are immediately accessible. The Chocolate Factory speaks for itself. Their fudges are the best we ' ve ever tasted from a commercial establishment, like homemade.

MICHAEL GARMAN GALLERIES: Michael Garman, not only sculpts American everyday urban life figures which include cowboys, firemen, golfers, depression era true to life figures, an AVIATION SERIES and many others, but also a fantastic depression era city street scene of considerable size, second to none in detail, pathos and humor. The facial expressions on his figures make Michael a winner. Approximately 20 years ago Michael started creating his characters, then his city scapes became his stage. Now, combining these two elements and techniques borrowed from the theater, Michael's dream becomes " Magic Town," the all new attraction gallery which is the center piece of his novel and innovation art form. Unique in both his vital personality and his exacting art, Michael Garman has captured, in three dimensions, a portion of American urban life in this city for everyone. Outside of Walt Disney, rarely has such a diversified combination of techniques produced such an enchanting experience as Garman's " Theatrical Sculpture. " Garman's sculptures and cityscapes are collected and displayed by businesses and individuals throughout the world. Included among these are President Bush, Ronald Reagan, Betty Ford, Rosalyn Carter, James Caan, Willie Nelson, Burt Reynolds and Dudley Moore. His figures are frequently given as a piece of Americana to dignitaries and heads of state. Staggered bus trips for a tour have been arranged.

The SIMPICH CHARACTER DOLLS and MARIONETTE Theater are also in Old Colorado City. were originated in 1952 when newlyweds Jan and Bob Simpich, former Art students 91

needed to supplement their budget and started creating the Dicken's Carolers, Peasants, the Pilgrims, the Cratchit Family with Scrooge and Elves. Neighbors, family and friends took on the tasks of dressing the handmade dolls in authentic materials. Evalyn Jane, a beautiful Victorian Skater, was designed for the 1988 U. S. Figure Skating Championships and the first 100 were presented to officials and medal winners in January of 1988 when the competition was held in Denver. The doll is still a big favorite.

Christopher Robin & Pooh, Mary Poppins, Lincoln, Cinderella, The Nativity Scene, the Joy Bringer (a beautiful Salvation Army Lady, requested for the Centennial of the Rocky Mountain region Salvation Army), the many different Santa Clauses and Elves and many others have followed with their creative molded faces. Staggered bus trips for touring have been arranged.

CHEYENNE MOUNTAIN ZOO & WILL ROGERS SHRINE OF THE SUN: The Cheyenne Mountain Zoo is the only mountain zoo in the United States, and has gained worldwide recognition for its diverse collection of exotic wildlife. There are over 600 wild animals nestled on the slopes of Cheyenne Mountain, above the city of Colorado Springs. As you make the short, ten-minute drive from downtown Colorado Springs, you will find yourself immersed in the Rocky Mountains. The zoo is set amidst 70 acres of scrub oak, spruce and ponderosa pine, beneath jagged granite peaks and beautiful groves of aspen, Once inside the zoo, you will discover a breathtaking view from the scenic highway and Will Rogers Shrine of the Sun, a Tower Memorial to Will Rogers. Over 140 giraffes have been born at the zoo since 1957, - Encounter big cats such as Siberian tigers, Lions, Snow leopards, and Black leopards; - In a rugged area of lichen-covered boulders, deep ravines and ponderosa pines you will find birds such as Golden and Bald eagles, Snowy owls, and Andean condors; - Watch the Rockhopper penguins hop on the pebbled beach and dive into the water in their new, natural exhibit. - Come face-to-face with gorillas, orangutans and chimpanzees, plus rare monkeys like Siamangs, Ring-tailed lemurs and Liontailed macaques, - Watch the elephants, "Lucky" and "Kimba " perform daily.

Nostalgically, return to our youth and hop on and ride a vintage, hand-carved carousel horse. Picnic areas, food, gifts, film, strollers, wheelchairs and wagons are available at the zoo. A tour is being arranged for early arrivals on Tuesday, September 10th, at 12:30, noon.

THE ROYAL GORGE BRIDGE: Impossible! Or at least so it seemed to explorer Zebulon Pike, after he tried and failed in several attempts to traverse the Royal Gorge of the Arkansas in 1906. Pike would surely be astonished to learn that in the years since he proclaimed that "it can't be done " some ten million visitors have crossed the Royal Gorge. Pike hadn't counted on the genius and daring of Lon Piper, a bridge builder from Texas. The Royal Gorge was spanned in 1929 by the world's highest suspension bridge. The Royal Gorge is 1200 feet deep and offers a multitude of spectacular vantage points. For two very different perspectives on this magnificent scene, try either a ride on the aerial tramway across the gorge, or on the incline railway to the bottom. Both rides have unparalleled safety records and are inspected daily to ensure the safety and enjoyment of visitors. A scale model vintage railway chugs around the area, to the delight of children, while a herd of tame deer make daily forays among the visitors for handouts.

The new Royal Gorge Theater features a spectacular sight and sound presentation that takes viewers on a journey through time, from the creation of the universe to the eventual creation of the Royal Gorge and the construction of the world's highest suspension bridge. Have a fabulous mesquite barbeque chicken lunch at Buckskin Joe ' s, a Hollywood movie set, where gunfights and stagecoach rides are but a few of the many activities going on. A tour is planned. This Royal Gorge Tour is also included in the COLORADO COLOR TOUR SPECTACULAR which is outlined in summary at the end of this article. Again, please refer to the August 1990 issue, pages 35 to 39 for the complete offering of the COLORTOUR. FREE TOURS AT THE VAN BRIGGLE ART POTTERY. - Pottery making is the oldest art in history, and one which has played an important role in the cultural development of all countries. From the time man shaped his first crude jug of clay for the purpose of 92

carrying water from stream to cave, pottery has not only served utilitarian purposes, but has been an important medium for artistic expression. Artus Van Briggle, a man of Dutch descent, came to Colorado Springs in 1899. He was already an accomplished potter, having trained in the eastern United States and Paris. He accomplished many things before his death in 1904. People from all over the world collect Van Briggle Art. Van Briggle Art Pottery is produced in two glazes--the satin matte glaze, perfected by Artus Van Briggle at the beginning of the Twentieth Century, and the gloss glaze. After the pieces are formed in Van Briggle's unique clay and fired for the first time, these glazes are carefully applied. The second firing then hardens the clay and brings out the color of the glaze resulting in truly beautiful and unique handicrafter pottery.

Visitors enjoy a free tour through the Studio, beginning with a demonstration of ' " Throwing on the Potter s Wheel " and ending in the beautiful showroom where finished works are available for viewing and purchase. In addition to the fine art pottery and a wide variety of outstanding gift items, Van Briggle features one of the finest selections of Oriental artwork in the Southwest.

A short distance from the Van Briggle Pottery is the Hall of Presidents Living Wax Studio. All 105 wax figures come from the internationally famous wax studio at Madame Josephine Tussard of London, England.

For those interested in money, The American Numismatic Association Money Museum displays the largest collection of coins, tokens, medals and paper money in the western United States.

History buffs will appreciate the Western Museum of Mining and Industry, which explores the past and present in mining, and allows visitors to see for themselves the machinery actually used in the mines.

A fascinating local museum is the ProRodeo Hall of Fame and Museum of the American Cowboy, which offers visitors a taste of cowboy life with exhibits that honor great rodeo champions.

NEXT ISSUE:

The 1991 TARPA Convention registration.

REVISED FINAL NOTICE

REVISED FINAL NOTICE

T.A.R.P.A. - COLORADO ROCKIES COLOR TOUR SPECTACULAR IMMEDIATELY FOLLOWING THE 1991 CONVENTION

94

SUGGESTIONS, RECOMMENDATIONS AND INFORMATION To be a member of the Friends of the Air Force Museum dues are $15.00 per year.

Address; The Air Force Museum Foundation, Inc., P.O. Box 1903, Wright-Patterson AFB, Ohio 45433. This entitles you to discounts in the gift shop.

TARPA shirts are available from Betti Wind, P.O. Box 1309, Meshoppen, PA 18630.

Prices include postage and handling. Former Link Instructor Betti is doing this as a favor to TARPA members. $15.00 Sweat Shirts - red or white, any size $15.00 Staff Shirts - red or white, (tennis, golf) $6.50 - any size, red or white Tee Shirts

TWA tie tacs, tie bars and lapel pins are available from Larry Fauci, 52 Westgate Drive, Sparta, NJ 07871. Telephone 201 729 2620.

Our TWA RETIRED PILOTS FOUNDATION is a most worthy cause with every dollar you donate going to where it is supposed to go; to supplement the income of those pilots and/or their spouses whose income is meager and a hardship. Your tax deductible contribution should be sent to; Capt. Robert R. Thompson 807 W. Hintz Road Arlington Heights, IL 60004

All our TARPA members are welcome to use this page to advertise anything to swap or sell such as yachts, cars, houses, golf equipment and so on. How about letting others know of your Ham clubs, antique plane clubs, antique car clubs etc.?

95

96

RAIN, HAIL AND THE HIDDEN HOOD

by Goldy Goldthorpe In-flight position reports have been pretty much standard over the years , consisting of time over a check point, attitude, flight conditions, time' over next check point estimate, in-flight weather and the name of the p ilot at the micro phone. (Optional) Sometimes the Captain performed this task himself signing off as "E.L." ( Evan Levis) or "Kay-you-un" (Dave, of course) for example. Usually, tho, this chore was delegated to the First Officer.

I was working "phone" rather than code (CW) that dark and rainy night in Hgr. 6, LGA. Although fairly proficient as a 'Lightning stinger' (Morse code o perator handling point-to-point messages) I had a Lot to Learn about air-to-ground procedures.

An eastbound flight had just called in and reported over Phillipsberg. I cooled the report, acknowledged receipt, yanked the message blank out of the typewriter and dropped it onto the conveyer belt slot that would whisk it into the dispatch office.

Minutes Later the Dispatcher, I think is was Charlie Cain, appeared at my side.

I pushed my headphones back and said: "Yes?" Charlie pointed to the position report I had just copied which he held in his hand.

"You sure you copied this right?"

"Yessir. What's the matter? Want me to get a repeat?"

"No, not just yet." He reached for the interphone.

"Bob? Who is the co-pilot on 56 tonight? Who? Yeah, of course! " He hung up.

Placing the message blank down on the desk in front of me he took a pencil from behind his ear and firmly crossed out the Last word on the report "HAIL" which he replaced, also firmly, with the word "HALF." Pointing to the correction he muttered: "HORTON, that is! " and stormed out of the radio room Leaving a somewhat red faced radio operator in his wake. * * * * ' Many years Later but still in LGA s Hgr 6, we find the same Horton Hale. However is no longer a First Officer. He is a Captain and a Check Captain at that whose duties included conducting pilot checks. This was before flight simulators when Lots were required to prove their proficiency under actual flight conditions. To keep them honest when making instrument approaches in CAVU weather they were required to wear a plastic contraption similar to the item helmets worn by ye knights of old.

It was called a hood.

Now, crews on pilot checks NEVER wore uniforms. They'd show up in sport shirts, checkered flannels or even Harley-Davidson "T" shirts, Oh, there were exceptions.

Bob Stuffings always wore a dark business suit, starched white shirt and tie when he and his students took off for Peconic for various bounces, prof checks & transition .

But you could always spot the Check Captain. He had the hood tucked under his arm.

Well, one morning Capt. Hale with his students in tow checked in at the LGA dispatch office, scanned the weather, glanced at the NOTAMS, signed the clearance and then proceeded to discuss more important matters such as next months' turn patterns and the new hostesses MKC had assigned to the astern Region. Glancing at the clock, Capt . Hate brought the bull session to a close and reached for the all important hood.

IT WAS GONE:. They all searched the room. No Luck. There was no replacement hand available either. In an airline that had at least two of everything including vice presidents not a second hood was found. As it turned out Capt. Hate had placed his on the Dis patch office's "OUT" box and the mail boy, having just been chewed out not picking up everything, followed instructions to the Letter. They finally located the hood in the mail room down stairs. the dispatcher completed his resume with: "Pilot check delayed account mail-function of important training accessory."

97

November 27, 1990

Captain A . T. Humbles Route 2 Box 2900 Belhaven, North Carolina 27810 Dear Captain Humbles: Thank you for your kind sentiments regarding my recent promotion.

You certainly did keep good log book records!

Believe it or not...I recall that flight with great pleasure!

We have been going through some difficult times but I am confident that there is a light at the end of the tunnel. With your added support and confidence, everything will fall into place, making my job much easier.

I am glad that you were able to attend the recent TARPA Board of Directors Meeting and I am pleased to have been able to support the TARPA Meeting.

Thank you for the TARPA membership application.

I will retain the form until "I reach age 50."

Again, thank you for your encouragement. I hope to relay my appreciation in person some day soon.

My best wishes to you and yours for the holiday season.

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NEW MEMBERS and SUBSCRIBERS .........(Read across) ---------------------------------------------------------------------------------------------------------------------------------

(R) CARSTEN, DON V. CAPT. (VIVIAN) 4804 N.W. 67th TERRACE KANSAS CITY, NO 64151

(R) CARFORD, RONALD CAPT. (JERI) 6516 SOLITAIRE PALM MAT APOLLO BEACH, FL 33572

816-587-5156

813-645-5685

(S) DAVIS, M.D., ROBERT DR. (JEAN)

(I) DAKE, TERRY L. F/E (PATTI)

5038 CHALET

201 OCEAN AVE., #401-I SANTA MONICA, CA 90401

OCEANSIDE, CA 92057

213-395-4326

619-630-4757

(R) GAUGHAN, ROBERT V. F/0 (JO ANN)

(A) FRANK, GENE CAPT. (NARY) P.O. BOX 507

3526 W. 92nd PLACE

SPRING VALLEY, CA 91976

LEAWOOD, KS 66106

619-698-6806

913-649-0211

(I) KILIAN, ROBERT N. NAV. (HELEN)

(R) GERONIMO, STEPHEN J. NAT (JEAN) 1814 PARK RILL DRIVE

2314 N.W. NARKEN ST.

ARLINGTON, TX 76011

BEND, OR 97701

817-277-5139

503-382-0413

(A) MAIER, RICHARD L. F/0 (PAT)

(A) LARKIN, MICHAEL J CAPT. (III) Rt.#2, BOX 185A

5418 GRAND AVE.

PLATTSBURG, NO 64477

WESTERN SPRINGS, IL 60558

816-539-2254

708-146-5008

(A)

(I) MAUREL, KILO E. F/0 (VIVIAN)

MERRILL,

DARRELL

CAPT.

P.O. BOX 2732

1903 DeWITT RIDGE DRIVE

GLOBE, AZ 85502

CHESTERFIELD,

602-425-4981

314-532-7571

NO

63017

(R) RIPPEL, WAYNE K. CAPT.

(A) O'LOUGHLIN, JIM CAPT. (PAT)

4110 PHELPS ROAD

2318 MONTROSE DRIVE THOUSAND OAKS, CA 91362-2439

KANSAS CITY, MO 64136

805-497-1961

816-373-0708

(A) VAN ZANDT, H.0. CAPT.

(1) TRAINER, LEO F. CAPT. (MARIE)

13 RACINE COURT

6609 N. PARK PLAZA DRIVE KANSAS CITY, NO 66151

LAKE ST. LOUIS, NO 63367

816-741-1391

314-625-3997

(1) ZESIGER, WILLIAM J. CAPT. (KERRY) 3704 VIA LA SELVA PALOS VERDES ESTATES, CA 90174 113-371-0638

99

ADDRESS CHANGES or CORRECTIONS to ZIP or PHONE ----------------------------------------------------------------------------------------------------------------------------------------

(H)

ADAMS, ELIZABETH MRS. (JOIN) 248 DEL MESA CARMEL CARMEL, CA 93921 408-624-5480

(I) ATKINS, RICHARD E. CAPT. (GWENDOLYN) 19550 HIGHWAY B EDGERTON, MO 64444 816-227-3580

(R) BIERMANN, ALLAN B. CAPT. (GLADYS) 19450 HWY 371 PLATTE CITY, NO 64079 (APR-JAI) 816-431-2906

(I) BIERMANN, ALLAN H. CAPT. (GLADYS) 5 BALENCIAGA WAY HOT SPRINGS VILLAGE, AR 71909

(JAN-APR)

501-922-5264

(I) BILLIAN, ROBERT W. CAPT. 128 E. HIGH ST BOUND BROOK, NJ 08805 201-356-2495

(I) BROWN, DAVID A. CAPT. (JACQULYN-"JACKIE') 34 LAZY EIGHT DRIVE, RT #1 DAYTONA BEACH, FL 32124 904-788-5435

(A) GILMAN, JOHN I. CAPT. (JEANAH) 1959 V. 123rd TERRACE LEAWOOD, IS 66209-1346 913-339-6985

(A) HOFFMAN, BARRY E. CAPT. (DIANE) 255 SEABREEZE DRIVE 1. KINGSTOWN RI 02852 401-295-0131

(R) JOHNSON, DARREL V. CAPT. (AUDREY) 1645 1.1. WOODS CHAPEL ROAD LEE'S SUMMIT, NO 64064 816-478-8061

(1) KOCH, DAVID H. CAPT. (JOAN) 1992 FREEMAN CT. HENDERSON, IV 89014 702-435-6066

(I) MEYER, E. W. F/E (MARIEL) P.O. 101 4294 STATELINE, NV 89449 415-967-5365

(1) TOWNSEND, WILLIS B. "BILL" CAPT. (MARIANNA 1524 INGRAM DRIVE SUN CITY CENTER, FL 33573 813-634-6822

(R) YATES, KEITH. CAPT. (MARJORIE) 100 POOLE PLACE OLDSMAR, FL 34677 (DEC- NAY) 813-785-5336

Some last minute changes; John CARROLL - change street address to 2431-C La Costa Ave., rest same.

Mary Ellen Kennedy - change zip to 34210 Fred Lingenfelser - change zip to 32124 Herman J. Ruhe - 49741 Vista Murreta Dr., Murrieta, CA 92362

100