1991.05.TARPA_TOPICS by TWA Active Retired Pilots Assn.

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA MAY 1991

TARPA TOPICS DEDICATED TO THE PIONEERS OF TODAY'S TRANS WORLD AIRLINES WHOSE VISION, EFFORT AND PERSEVERENCE MADE IT ALL POSSIBLE, WE EXPRESS OUR SINCERE GRATITUDE. EDITOR A. T . HUMBLES Rt. 2 Box 2900 Belhaven, NC 27810 919 964 4655

GRAPEVINE EDITOR JOHN T. HAPPY Nine East Lake Drive Haines City, FL 33844-9320 813 439 2223 HISTORIAN AND CONTRIBUTING EDITOR BETTS EDWARD G. 960 Las Lomas PACIFIC PALISADES, CA 90272 213 454 1068

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. TARPA TOPICS published quarterly by THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA. OFFICERS AND DIRECTORS, 1990/1991 EXECUTIVE COMMITTEE President RUSSELL G. DERICKSON 5344 N. Via Sempeverde, Tucson, AZ 85715 Phone 602 299 6325 First Vice President RICHARD M. GUILLAN 1852 Barnstable Road, Clemmons, NC 27012 919 945 9979 Second Vice President David M. Davies 233 S.E. Rogue River Hwy * 181, Grants Pass, Or 97527 813 461 4721 Secretary/Treasurer JOSEPH S. MCCOMBS 6977 S. Everest Lane, Evergreen, CO 80439 303 674 6719 Senior Director A. T . HUMBLES 919 964 4655 Rt. 2 Box 2900, Belhaven, NC 27810 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 Joseph A. Brown, Jr. HCR 77 Box 352, Sunrise Beach, MO 65079

671 831 7820 702 588 4223 314 374 7028

NOTHING REPLACES GOOD JUDGEMENT ON THE FIRING LINE!

President's Message

April 10, 1991

In approximately four months we will be meeting in Colorado Springs for our next TARPA Convention. In this issue of the Topics you will find all the information and forms necessary for you to make your plans for September 10 - 13, 1991. Please get your reservations in the mail on time Captain John Testrake will be the guest speaker at the membership business meeting on the morning of September 13, 1991. John, as you all know, was in command of TWA flight 847, on June 14, 1985, which was hi-jacked out of Athens, Greece. The 1992 TARPA Convention will be held at the Marriott Mission Valley Inn, in San Diego, California on September 13, 1992. Please do not confuse the two Septembers. Ev Green is now working on a meeting site for the 1993 Convention. The its our the

TARPA Executive Committee, in a continuing effort to improve insurance plans, spent considerable time in St. Louis with Insurance Administrator and representatives from the TWA Seniors, Retired Navigators and Clipped Wings.

The objective of our meeting was to explore opportunities to increase the number of individuals eligible to participate in our insurance plans. It is clear that the larger the base of insured, the more stable our program will be. Each group represented at the meeting clearly understood these objectives and are currently working towards an approach which will be acceptable to all parties, including the carrier. Each group would handle their own insurance program seperately with the Berkely Group. There would be no change in TARPA or Eastern as we would continue to function as we do today. The Seniors Club would have to get their Board approval to make the insurance plan available to their membership. The Clipped Wings and Retired Navigators could make the various plans available to their members by using an enrollment fee. These two groups are significantly smaller, therefore will not warrant separate brochures. However, Berkely Association Services would monitor their experience separately and personalize the cover letter to the membership. We believe that our insurance plans are among the finest available in today's insurance market, and we encourage our TARPA members to assist us in providing as much "salesmanship" as possible and/or practical with other retired TWA personnel to convince them that this program is worth the effort. With all our retired groups under the same general umbrella it should promote our further growth and in the long run reduce our insurance costs. 1

For the past six or seven years when publishing a quarterly TARPA Topics, it has almost always been necessary to make some mention or circulate varied information on the TWA Pilot's "B" plan. I have asked A. T. to include the following material in this issue Thomas J. Korte's update to the TWA Pilots Trust Annuity Plan for pilots retired prior to 1-1-86 and Roy Van Etten's table on "B" Plan cash-outs should the plan ever be dissolved or terminated. This is not an official formula, however, it is reasonably accurate and can be used as a guideline. (See the next two pages). We also have a question regarding the factor controlling total cash withdrawn by an individual who may have elected a joint survivor's annuitant. Example:

Captain White had 643 units at retirement. He opted a joint survivor's annuitant which reduced his total equity by 111, down to 532 units. Now if Capt. White opted a cash-out, would it be calculated at 643 or 532 units?

I contacted two (2) Actuaries in different actuarial firms. Neither knew that I talked to the other, however, they both gave me basically the same answer, worded differently. If Capt. White's wife was still living he would collect actually more than the 643 unit value. He had lost money as a joint annuitant over the past 10 - 11 years and now was legally able to regain some of his losses. If his wife preceded him in death prior to his cash-out option, his equity would be based on 532 units, as the money planned for his wife would revert back to the plan at her death. I know you are all concerned with the present situation and future history of TWA. With Kerkorian now battling owner Icahn for control of our Airline, I read the Wall Street Journal daily and hope for the best. See you all in Colorado Springs!

Russ Derickson GOLF CLICHE Hole in one: A mixed blessing that brings joy and frustration. For the rest of your life you'll never be able to do getter on that particular hole!

July 27, 1990 RE: TO:

Updates to the TWA Trust Plan for Pilots

TWA Pilots, Retired Prior to 1/1/86

The Pilot Trust Plan booklet dated January 1, 1986 contains very few changes pertaining to those pilots retiring prior to January 1, 1986. For that reason, we are quoting those sections from the booklet which are applicable to you. This information is being provided strictly for the purpose of keeping you advised of plan changes and at the request of your Retiree Board Representative, Bob Sherman. Please do not misconstrue this letter to be an indication of any change in the security of your benefit. The law now permits the property settlement under a divorce decree to include provisions for a former spouse to receive an agreed upon portion of the benefits payable under a retirement plan under what is called a qualified domestic relations order: Article 13 (Formerly Article 12): , "Except as may be contrary to law (including but not limited to qualified domestic relations orders), no retirement or other benefit shall be subject in any manner to alienation, sale, transfer, pledge or encumbrance of any kind. Such payments shall not in any way be subject to any legal process to levy upon or attach the same for payment of any claim against any Member, beneficiary or joint annuitant." The following change being forced to take ever be terminated. benefits in the form

adds an option under which you may select a lump sum instead of an insured annuity for your remaining benefits should the plan The previous language required that you be paid any remaining of an annuity.

Article 14.4 (Formerly Article 13.3): "In the event that the Plan is terminated, in whole or in part, any adjustment required by this Article shall be made; and then all Units of Interest shall be canceled as of the last day of the month in which termination of the Plan occurs. The actuarial value of such Units of Interest shall fully vest and be applied to provide for the Member or Retired Member or joint annuitant or beneficiary an appropriate insured annuity or lump sum payment. In the event that such insured annuity provides benefits of less than $10 a month, the Member or Retired Member or joint annuitant or beneficiary will be provided a cash settlement. Any member who has Units of interest arising from his contributions standing to his credit at termination of the Plan may elect to withdraw his contributions, as provided in Section 8.5." Should you have any questions concerning these changes or any other provisions of your retirement plans, please write TWA Employee Benefits, P. O. Box 20007, Kansas City, Missouri 64195.

B PLAN INCOME AND EQUITY For those of you who are drawing monthly income from the B PLAN the following table should be of interest. Select your age (to the nearest six months) to find the percentage return on your remaining equity in the plan, with this number you may determine your equity as explained below. 60---7.2686% 61---7.4907% 62---7.7268% 63---7.9777% 64---8.2441%

80---16.0406% 81---16.8819% 82---17.7832% 83-1.752% 84---19.7965%

65---8.5269% 66---8.8268% 67---9.1443% 68---9.4810% 69---9.8403%

85---20.9319% 86---22.1675% 87---23.5134% 88---24.9813% 89---26.5844%

70--10.2258% 71--10.6397% 72--11.0845% 73--11.5631% 74--12.0769%

90---28.3374% 91---30.2554% 92---32.3530% 93---34.6416% 94---37.1651%

75--12.6282% 76--13.2195% 77--13.8525% 78--14.5292% 79--15.2574%

95---39.9505% 96---43.0293% 97---46.4360% 98---50.1907% 99---54.3833%

You may find your equity in the plan by multiplying your monthly income by 12 and dividing by your percentage. For example a 69 year old with a monthly income of $2000.00 would be computed as Due to your follows: 2000x12/.098403 which equals $243,895. monthly check being rounded to the nearest penny there may be a slight error in your answer. Of course your equity in the B Plan will vary with our investment ex p erience but, your return on that equity continues to grow with each passing year. For retirement income, it is an investment vehicle that will sig nificantly outperform the best managed IRA. One of the best investments in the world is stock in an insurance company. We own this insurance company and it is well worth protecting as it presently exists. PREPARED BY ROY W. VAN ETTEN

SECRETARY / TREASURER REPORT Congratulations!

(4/6/91)

You made it through another Winter.

Due to an enormous increase in postal rates, failure to promptly advise the Secretary/Treasurer of an address change becomes costly. The Post Office charges $.30 for each correction; when a magazine is returned because a forwarding address is not available, the charge is near $4.00 to return a battered magazine. Postal regulations are specific. Please be reminded that all files for preparation of mailing labels and data for the ANNUAL DIRECTORY are maintained and prepared by the S/T. If incorrect in the S/T's computer records, the mailing labels and the address roster for the DIRECTORY will be incorrect. When you move to a new location, also advise the phone number. Don't depend on the P.O. 8 members have left us so far in '91. 43 new members have joined TARPA since the DIRECTORY was prepared in December. Not counting 44 prognosticators who received a final dues notice this week, the roster presently stands at 1616 with 1140 (R) Regular ; 117 (A) Associate ; 201 (E) EAGLES & 158 (H) Honorary . Additional publications also mailed to 40 Subscribers; 35 (including the TWA-MEC) receive Complimentary copies. Lapel pins now available from the S/T for $2.50 each. Finances in good shape. '90 financial statement available upon request. Dean Phillips and Lyle Spencer audit '90 accounts on April 16th. As previously forecast that TARPA accounts would be audited by the IRS, the S/T meets with an IRS auditor in the offices of the CPA on May 1st The Feds do not seem to question TARPA's nonproviding 1988 records. profit/tax exempt status but, based upon a recent Supreme Court ruling, claim that tax is due upon interest earned on checking and investment accounts as "Unrelated Business Income". It appears the Court decision supporting the IRS position deals more with social clubs selling food and beverages at non-competitive prices than the self-supporting social activities of TARPA. Hoping the TWA Credit Union will assume some of the workload of the S/T, Credit Union representatives come to Evergreen on April 11th to examine our programs. Once the IRS audit is completed and any C/U suggestions are implemented, I intend to step-down as S/T. A younger person with a will to help maintain our organization needs to come forward. Have a happy, healthy Summer. Don't delay making reservations for Convention '91 as soon as possible. It's all in this issue of TOPICS.

WHAT HAPPENS TO OUR BENEFITS IF THE UNTHINKABLE HAPPENS...? WORST CASE A-Plan: All of those drawing A-Plan benefits should have received a certificate from the insurance company paying their annuity, guaranteeing that annuity for its original term. TWA's viability is not related to continuation of payments, but the financial health of the insurance company is. We swapped one risk for another, but an insurance company should be a lot safer. B-Plan: Could continue with ALPA as sponsor (fiduciary) if the pilots decided to accept ALPA's offer to do so. The alternative is termination. In that event all members, including annuitants, would have the option of a lump sum or an annuity from an insurance company. Those annuitants who took an option other than a single life (e.g. a joint annuitant, payments certain, etc.) and have not yet had the full use of it, (e.g. your joint annuitant still living, or term of certain payment still running) would receive credit for the unused portion. Their equity would thus be greater than their reduced units would indicate. A liquidation would take some months and probably involve discounting some assets to complete a timely sale. The proceeds from a lump sum can be "rolled over" into a qualified IRA regardless of age. However, those old enough to require mandatory withdrawals would have the lump sum added to the total of their IRA's to recalculate the new withdrawal amounts. All withdrawals are taxable as ordinary income. A more favorable tax option is unlikely, but don't take my word for it, check with your financial advisor or the IRS. Insurance: Medical and dental for those under 65 is one of the plans self insured by TWA. It would cease with no provision for conversion. The "65 Plus" medical insurance is held by Aetna, with TWA collecting the $13.00 monthly premiums. It should not be a problem to continue but the amount and/or method of paying premiums might be reconsidered. Retiree paid optional life insurance is in a Volunteer Employee Benefit Association Trust, established by TWA. Each participating pilot should have received a certificate with the amount of insurance held in the trust for the pilots beneficiary. Except for possible reconsideration of premium amount and/or method of payment, it would continue. TWA has established a reserve for the company paid retiree life insurance ($10k or $20k end amounts) which should cover existing retirees. The foregoing from conversations with TWA and ALPA

RCS 4/91

TO: SUBJECT: FROM: DATE:

TARPA OFFICERS B-PLAN AND TWA R. C. Sherman. April 1, 1 991

AND DIRECTORS INFO Observer ( but no joke)

We have waited two weeks to bring you some highlights from the yet to be released Annual Evaluation, and some late news on TWA's situation. The last of the Plan info has not yet arrived, and the events on TWA have been changing almost daily, so will send what we have. The following are bits and pieces from the MEC's PR dept., and other sources. Edited and conotated. Record provided by: Marquis Who's Who Service *Kerkorian*, *Kirk* OCCUPATION(S): motion picture company executive; consultant BORN: June 06, 1917 Fresno, Calif. PARENTS: Ahron and Lily K. SEX: Male FAMILY: married Hilda Schmidt, Jan. 24, 1942 (div. 1951): Maree Hardy, Dec. 5, 1954; children: Tracy, Linda. EDUCATION: student pub. schs., Los Angeles CAREER: cons., 1979controlling stockholder, MGM/UA Comm. Co. chmn. exec. com., vice-chmn. bd., Metro-Goldwyn-Mayer, Inc., 1 974-79 chief exec. officer, Metro-Goldwyn-Mayer, Inc., Culver City, Calif., 1973-74 controlling stockholder, Western Airlines, 1970 founder, Internat. Leisure Corp., 1968 founder, Los Angeles Air Service (later Trans Internat. Airlines Corp, 1948 Comml. airline pilot, from 1940 MILITARY: Served as cart. Transport Command RAF, 1942-44. Office: Beverly Hills. CA ************************************************ TO ALL TWA PILOTS

Friday Eve. March 29, 1991

I am pleased to announce that a very positive step was taken today in our ongoing effort to find a " global solution" to TWA ' s problems. As you know, we have been consistent in saying that TWA needs four essential elements to survive and prosper in the future: 1. 2. 3. 4.

Relief from its debt load A long-term plan Capable airline management Labor peace

Today at noon St. Louis time we received word that the Tracinda Corporation, headed by Kirk Kerkorian, had formally agreed to a joint proposal with TWA employees to move forward to buy TWA. Your pilot representatives met until 2:45 this morning in a final, 18-hour negotiating session with the Kerkorian group..

The agreement between the three major unions at TWA -- ALPA, IFFA, and the IAM -- consisted of a common portion outlining the terms of the investment by each party and the overall commitment to address the viability and future success of TWA, and three i ndividual sections which addressed items of specific application to each individual union. The financial structure of the transaction consists of two parts: 1) an initial investment by Tracinda Corporation of $250 Mil, and 2) a commitment by the TWA employees to provide to TWA annual cost reductions of $137 Mil. ALPA has committed to provide $39.730 Mil. of the overall employee cost reductions per year. The unions' entire investment in this transaction will come from either wage and/or benefit reductions or work rule modifications over the next three years, not direct investment of any kind. The unions and Tracinda agreed that new three-year contracts would be signed by each union on the date that the transaction closes, which would be several months from now. The new contracts would not take effect until the entire package is complete, including restructuring of the debt and implementation of the business plan. (until last week, K.K. did not have a plan) The ALPA contract modifications, when implemented, will contain certain fundamental elements as the cornerstones of our portion of the cost reductions. The major component of our portion will be built around the concept of pilot unit cost improvements using 1) a reduction in hourly pay rates, 2) an increase in the minimum monthly CAPs to 72 hours. and 3) a voluntary early retirement i ncentive program. It is impossible to predict at this time what the eventual W-2 pay reductions, if any. will be as a result of the effects of the three variables listed above. The number of pilots who elect to participate in the early retirement incentive program will have a very large influence over the final outcome. Despite our stated interest in participating in a global solution which addresses TWA ' s needs, we have had to consider the capacity the TWA pilots have to contribute to the solution. Our target l evel for a maximum tolerable pay reduction was 10%, and our preliminary analysis irdicates that that figure will not be exceeded. ($39.73 Mil. is 15.75% of 1990's p ayroll, so they must be using increased hours & some fringes to get 10%.). Also included in the agreement is a fuel conservation bonus program, which will compare fuel burn by e q uipment in a base period to that in future years to determine a cash bonus to be paid to the pilots. In addition, we will receive a Directed Account Plan and a Flexible Spending Account for enhanced pilot health plan choices. (Here comes the DAP!).

Finally, the employees will receive common stock of a reorganized TWA in proportion to their cost reductions. We have assigned no value to this stock for purposes of making our decisions, and have evaluated this transaction strictly on the basis of the opportunity to restructure TWA and enhance its viability. The TWA MEC was in session for the last day and a half and has received a complete briefing on the nature of the transaction and our participation. We will be sending you more information in the coming weeks, but at this point, our attention must focus on the Department of Transportation and Secretary Sam Skinner. Secretary Skinner must understand that the prospect of a healthy, viable, and independent TWA serves the public interest much more than allowing the sale of the prime London routes to American Airlines. ( see crucial contingencies, next paragraph. ed.) To repeat, there will be absolutely no contract modifications, including pay changes, until the implementation of the entire business plan, which will be several months in the future, at l east. Obviously, all of this is contingent upon the DOT disapproving the sale of our London routes to American Airlines, and an acceptance by Icahn of a sale to The Tracinda Corporation. The next step is to present a purchase offer to Icahn for the airline, which should be done in the near future. If accepted, there will be an enormous amount of work to be done to formalize the arrangements with the unions, work with the creditors to restructure the debt, and implement the business plan. ** ** ** Today ' s edition of the Wall Street Journal reported the following: "A TWA noteholder group filed suit to repossess planes and engines after talks with TWA officials broke down over a revised payment schedule for $57.5 million of principal and i nterest originally due Jan. 31." Your MEC and its officers present this news as further evidence of the overwhelming need to restructure TWA's debt to get the The airline out from under Its i mpossible obligations. Association, along with the Machinists and Flight Attendants, have obtained documented assurances that if investor Kirk Kerkorian is able to ac q uire TWA, he will implement a comprehensive restructuring plan. Master Chairman Kent Scott commented: " Icahn argues that he needs proceeds from the sale of international routes to service his His approach is suicidal; the debt obligations are debt burden. too great to cover with isolated asset sales. That's why it is so important that TWA instead follow Kerkorian's and labor's joint debt restructuring (Watch for DOT's decision on the plan." TWA may get a second chance, London routes, it should come soon. r but so far the administ ation has been blatantly anti-union.)

In other news, the Kansas City Regional Office of the Department of Labor called me to advise that they were investigating a complaint against the TWA Pilots Trust Annuity. I understood that i t alleged discrimination against retirees by not offering the Lump Sum Option to them. that the proposed Directed Account Plan would seriously impact those who remain in the B-Plan, and that the performance of the Plan has been very poor. No names were disclosed to me but it would appear that it came from a retiree. We talked for an hour. I answered questions in generalities: i.e. explaining the Plan and using round numbers. Disclosure of official data was deferred to the actuary. After a second call, I sent some graphs of various Plan parameters, mostly historical for background, with the admonition that while I believed the graphs to be accurate, they were obviously not official Plan documents. The investigator seemed to be surprised by most of the features of the Plan. Probably because this type of plan has not been commercially available for at least 50 years, if at all. We offered the names of several active and retired pilots that might have slightly different views on the options offered by the Plan ( and proposed), and how they came about. My guess is that this would be a preliminary report so that higher authority could determine if a full scale investigation was warranted. My experience with IRS. DOL. & ERISA complaints and i nvestigations is that some paperwork is generated, letters and calls are exchanged, much time elapses, but nothing ever happens. We know of course that some do go to court; so, time will tell. The Airline Pilots Union, (APU) a struggling to be recognized splinter group on TWA, that has tried for several years to get enough Authority to Act cards to re q uest an election, has been trying with equal lack of success - to get enough money to sue ALPA & TWA over the B-Plan. The allegations are unknown to me, but I would guess that they include poor performance, unnecessary expense, overpriced options, and discrimination. I doubt that they had anything to do with the complaint to the DOL, since the actives would not speak against a DAP. Reports from a number of TWA riders, both paying and non-revs, and a reservations insider, report that many flights run full or nearly so, and it is not unusual to leave some non-revs behind. There are tens of thousands of Frequent Flyer entitlement ' s being used, not to mention a great number of various discount fares. Besides the usual non-rev travel, and increased commuting, the EEE tickets given to all employees and retirees have been very popular The year end retirement data should be available very soon; cuts i n every department has delayed :everything since early last year. Enclosed is a copy of a letter to Ed Betts that may answer some questions should the unthinkable occur. Regards. Bob

TABLE I YEAR

1 990

MEMBERSHIP INVENTORY

1 990

1989

1988

1 987

1 986

1985

3200 416 31 1 87 5 3393

3064 296 5 1 50 5 3200

3215 41 38 1 52 2 3064

3314 59 15 1 39 4 3215

2968 556 9 199 2 3314

3084 75 50 1 37 4 2968

1 325 41 38 1 327

1 338 20 33 1325

1 314 40 16 1 338

1 200 55 21 1 314

1 214 90 24 1 280

1 092 1 37 15 1 214

89 18 1 106

78 12 1 89

66 12 0 78

51 15 0 66

35 16 0 51

32 3 0 35

ACTIVES BEGIN ADDED LEFT RETIRED DEATHS TOTALS ANNUITANTS BEGIN ADDED DEATHS TOTALS JT.

ANN.*

BEGIN ADDED DEATHS TOTALS

TABLE II

CASH FLOWS

MIL.$

CONTRIBUTIONS COMPANY PILOT TOTALS

27.7 .8 28.5

25.9 .8 26.7

25.1 1.1 26.2

23.2 1.4 24.6

20.1 2.7 22.8

29.0 1.8 30.8

27.0 61.2 88.2

24.6 62.9 87.5

24.9 44.7 69.6

27.2 37.2 64.4

23.9 52.4 76.3

1 5.4 6.4 21.8

BEN. PYMTS. ANNUITY LUMP SUM TOTALS

NOTES: Left = all causes other than Retirement and Death. Retired less Annuitants Added = # retirees that took the lump sum (146 in ' 89: 580 since '85). Jt. Ann. are those joint annuitants. beneficiaries & QDRO's drawing benefits. 30% of Plan members are drawing benefits. Prior to the lump sum, benefits were less than contributions. 258 million was paid in lump sums since 1985.

TABLE III

MANAGER

TYPE

ASSETS

1 990 YEAR END DATA

of PLAN

Fidelity SEa Frontier SEa Mellon LEx Morgan LEa S.S.R.M. LEa Wells F SEx Fidelity LEa IEx* S.S.Bk. Sw.B.C. IEa World IEa Total Equity

21.1 2.4 20.5 2.3 1 43.3 1 6.3 85.6 9.7 78.0 8.9 35.5 4.0 ( terminated) 68.7 7.8 21.4 2.4 21.1 2.4 495.3 56.2

Primco

GIC

203.0

Morgan NCNB S.S.Bk. T.C.W. Total Real

RE RE RE RE Est

Bos.Sf. TrustOff.

T/P

% GAIN IN ' 90 -12.3 -15.8 - 3.0 - 2.4 - 6.1 -20.2

Plan

FEE/AVE ASSETS

-23.7 -18.4 -14.6 -10.4

77.6 206.7 39.1 270.1 224.1 22.8 284.6 110.7 1 48.5 95.3 1 479.5

. 38 1.03 . 03 . 30 .29 .05 . 41 .15 .61 . 40 .27

23.0

9.3

209.1

. 08

21.7 26.6 1 4.3 17.2 79.8

2.5 3.0 1.6 1.9 9.0

0.1 -8.0 -43.0 -2.1 -10.8

254.7 338.1 235.9 264.8 1 093.5

.84 1.22 .97 1.26 1.07

1 03.6 na

11.8 na

453.9 359.8

na na

8.7# na

Less Recaptured Commissions & Security Lending Total

FEES

881.7M

1 00%

-6.7%

-196.4@ 3399.5k

-.02 .36%

NOTES: L = Large; S = Small: Eq = Equities: LEx = S&P 500 Index Fund; SEx = Russell Index Fund (small companies); IEq = Intl. Equities; IEx = Euro.Austr.FarEast Index Fund. * Combined portfolios of Index & High Value. GIC = Guaranteed Investment Contracts; RE = Real Estate. T/P = Trustee and Paying agent. # = 8.7% Return on cash. na = not applicable. @ = Recaptured Commissions = $56.7k : Security Lending = $139.7k. The latter is covered by 100+ % cash collateral, and further guaranteed by BSD. 1 990 produced the highest income for retirees since Plan inception. Year end 1990 ' s Unit Value of $40.018 is nearly 25 cents lower than originally com p uted due to a delayed appraisal report from State St. real estate. Nevertheless, it will result in an increase of 1.806% for second quarter checks. From Invest. Comm. and other Plan records. R. C. Sherman 4/91

ROBERT C. SHERMAN 1201 Phelps Ave. San Jose CA 95117 March 27, 1991 Capt. ED BETTS: 960 Las Lomas Ave. Pacific Palisades, Calif. 90272 Dear Ed. Just received (3rd. hand) a copy of yours of Feb. 25th. to Russ concerning our potential problems should TWA cease operation. At the risk of seeming presumptuous, we offer the following comments on part of them. A-Plan: All of those who retired before 1-1-90 should have received a certificate from the insurance company paying their annuity, guaranteeing that annuity for its original term. TWA ' s viability is not related to continuation of payments, but the financial health of the insurance company sure is. We swapped one risk for another, albeit Equitable is the least of my worries. B-Plan: Could continue with ALPA as sponsor (fiduciary) if the pilots deign to accept ALPA's offer to do so. The other alternative is termination. In that event all members, including annuitants, would have the option of a lump sum or an annuity from an insurance company. As mentioned earlier, those annuitants having a (living) joint annuitant, have an equity greater than their reduced units would indicate because they would receive credit for the unused risk. A liquidation would take some months and involve discounting some assets to complete a timely sale. The proceeds from a lump sum can be " rolled over" into a qualified IRA regardless of age. However, those old enough to require mandatory withdrawals would have the lump sum added to the total of their IRA's to recalculate the new withdrawal amounts, all of which would be taxable as ordinary income. A more favorable tax option is unlikely, but don't take my word for it, check with your financial advisor or the IRS. Insurance is not in my department but my guess would be as in an earlier report, all of it would be at risk, although the " 65 Plus " Medicare supplement should be the easiest to convert because it was a se p arate issue. TWA simply collected the premium. It might require annual premiums to offset the cost of the monthly collections performed by TWA. Medical and dental for those under 65, and the company paid retiree life insurance are part of TWA's group plan. Conversion to individual plans would be at the insurance company's pleasure, and terms. COBRA allows certain persons to continue group insurance, but that assumes the person is separated from the group plan. If TWA ceases operation, there will no longer be a group plan. Lastly, conversion of the optional group life insurance being paid for by some (at different rates) would also be at the pleasure of the insurance carrier. Hope this has been of some help.

Ed Betts 960 Las Lomas Avenue Pacific Palisades, CA 90272 February 25, 199] Capt. Russell Derickson 5344 N. Via Sempreverde Tucson, AZ 857]5 Dear Russ: I assume you received a copy of Bill Dixon's letter to the members of the Seniors Club Board of Directors with regard to the possibility of TWA folding completely. Most had to do with making arrangements for some way to continue receiving reduced rate privileges on other airlines which, admittedly, is a very remote possibility since there are no reciprocity agreements involved. Besides the loss of passes (and the 'Skyliner') there are several other considerations for most of the TARPA members (the officially retired pilots and flight engineers); the various insurance programs. These include the company paid life insurance which started out at $50,000 and drops down $5000 a year to $20,000 maximum after six years. I am not one, but many of the men opted additional life insurance at a rate of $2.20 a month per thousand with a maximum of $100,000 available. While those of us, including wives (and dependent children), who are over age 65 are no longer covered by the medical insurance, there are many who are concerned. In my own case I opted the medicare supplement at $13 a month I am not certain, but for my wife and me that has the $1,000 deductible. another benefit the later retirees may have is dental insurance. If any or all of these retiree benefits, or the options for same, are suddenly cancelled this could cause serious problems for many of us besides the costs involved. We could be too old or have a poor medical history to be accepted by another insurance company. There is also the usual restriction of a six months period when pre-existing conditions not covered. What I am suggesting is that TARPA investigate, and possibly make the arrangements in advance with the companies who are contracted by TWA, for the individual to continue whichever insurance program he desires at his own cost. Hopefully, this could continue at the same group rate that TWA is currently paying. If TWA should suddenly fold and all the above insurance programs abruptly cancelled, it might be too late to make such agreements. The insurance companies could then be selective and eliminate all of those in the high risk category. I imagine the TWA NEC has given some thought to this situation, but it has been their past history not to include retirees. Another important consideration for TARPA is how it will survive and continue to function without the benefit of passes or reduce rate transportation. This would certainly affect the numbers attending the annual conventions and the General Business meeting where we vote on the officers and changes in bylaws etc. It would be costly, but contingent bylaws might be approved, in advance, whereby the elections and other voting by the membership be done by mail.

Again looking ahead if TWA folds - all of the current pilots and flight engineers would suddenly be eligible for TARPA membership. Perhaps we should give some thought to having local or regional chapters where meetings could be held for both business and pleasure. The local presidents could be the representatives for an annual Board meeting if a convention is impossible or not practical. I realize the above thoughts are in conflict or would be competing with the Seniors Club, especially local meetings such as lunches, and I do not suggest this if TWA continues to operate as an airline. Last, but certainly not least, is the retirement plans. I would assume the Seniors Club would be our representative for the A Plan administration, possibly by way of the Credit Union. The B Plan is a different story. If there was no TWA, the current pilots would have ALPA to administer the plan. They would be of the same status - inactive (unless they found another airline job) - with no vote. I would also assume that the majority, particularly the younger pilots, would take the lump sum distribution on both plans. This could leave the TARPA men as the majority interest in the B Plan and no vote in the administration etc. The TARPA group could possibly be in the position to have a positive, maybe controlling, say or vote as we would have the majority of numbers or percent of the fund.

INSURANCE COMMITTEE REPORT- MARCH 30, 1991 Something that's been on the agenda a long time has hopefully been solved. TARPA now offers a LONG TERM CARE policy. ( If you have nor received your packet, please call 1-800-331-2794, or 1 -800-645-2424, and request one). The first great feature is that you don't have to spend time in a hospital first. The second one is being able to use it in either a nursing home or in your own home, or a combination of both. While you are in a nursing home, premiums are waived. If both spouses subscribe, premiums are reduced 15%. Since age is the determining factor for premiums, enroll as early as possible. You may increase coverage after enrolling, but your premium rate will thereafter be based upon your age at the time of the change. This policy offers eight options: 1. $60 daily benefits up to 1,460 days, or to $87,600 lifetime. $116,800 2. $80 $146,000 3. $100 $175,200 4. $120 The next four start with the same daily benefits as the above, but are protected by the INFLATION FIGHTER, which increases 5%, compounded, for each year up to 20 years. This may not cover inflation but it will help. DAILY BENEFITS 5. 6. 7. 8.

$60 $80 $100 $120

DAILY WITH INFLATION FIGHTER *159 $212 $265 $318

MAXIMUM LIFETIME $231,600 $309,500 $386,900 $464,280

MEDICARE SUPPLEMENT INSURANCE: We have been advised of no recent changes, but it is worth your attention that increase in premiums was very much due to covering Medicare's portion as well as our supplemental portion. This is on recent experiences outside the United States where Medicare covered nothing. We have had many requests for a checklist so that surviving heirs are informed of the deceased's assets and location of important documents. Table I is such a checklist. Table II is a breakdown necessary to establish a trust or, if you don't have a trust, go to probate. Please note that probate requires much more information than this. (In the state of Florida the checklist for probate is nine pages!) Fraternally, Neuman E. Ramsey, Chairman

TABLE I. INFORMATION AND ITS WHEREABOUTS:

TABLE II.

ASSETS AND THEIR DISTRIBUTION :

TARPA INSURANCE PLANS Administered by Berkely Association Services, Ltd.

TARPA ARRANGES FOR LIFE INSURANCE PLAN Regardless of health or age, you can now obtain life insurance

In an effort to meet the increasing needs for membership benefits, TARPA has secured a life insurance program through The Hartford Insurance Group and Berkely Association Services. As we grow older, our need for life insurance does not go away, only the reasons for owning it change. Finding such coverage for individuals over age 60 is very difficult; however, our group purchasing power and that of our Administrator has helped secure this program for members even if you are 50, 60 or 99 years of age. If you are under age 65 and are performing the usual duties of your occupation, YOU CANNOT BE TURNED DOWN! For members who are retired or unemployed, acceptance is guaranteed if they are able to participate in the normal activities of a person of their age and sex in good health. If you are age 65 or over, you cannot be turned down if you have not been confined in a hospital or nursing home within the last six months. All members will be receiving a brochure with details of the plan including an application. Should you have any questions regarding the plan, please call Berkely Association Services, the same Administrator who provides Medicare Supplement and the new Long Term Care coverage for TARPA, on their toll free number. 1-800-331-2794

They will gladly assist you with any questions you may have.

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

(516) 294-0220

HAL MILLER 17 Glengary Road Croton-On-Hudson, NY 10520

Russell Derickson TARPA President 5344 N. Via Sempreverde Tucson, AZ 87515 February 21, 1991 Dear Russ, A short time ago, Mike Ferrara invited me to accompany him and two other RAPA officers to Washington in order to visit ALPA headquarters. On Wednesday I met with Mike, Brooks Johnston and John Stefanki and we visited the ALPA Massachusetts Ave offices and had a meeting with Randy Babbitt. As you are aware, RAPA had established a very cooperative relationship with Hank Duffy and Larry Schulte, friendly enough for them to have an article about RAPA in the AIRLINE PILOT magazine and to promise to allow us to use their print shop facilities at cost. With the turnover of ALPA officers, Mike thought it would be wise to meet with the new officers and hope to establish the same working relationship. On Thursday we visited the Herndon offices and met with all the other officers and the heads of the various administrative departments that could provide services for us. We had a very warm meeting with each person we met and each promised to continue helping us as they had in the past. We arranged to have another article about RAPA printed in the AIRLINE PILOT magazine and to insert a sheet of paper that will act as an ad and an application for membership. This ad will be mailed only to ALPA members over age 55. All in all, it was a very constructive meeting and we were satisfied that RAPA persuaded them to consider us as the Hal logical ALPA alumni organization. Fraternally,

BY CHUCK HASLER B y the time you read this we will have returned from our cruise thru the Panama Canal and for those of you who did not go with us, we missed you and you missed a great time! We should have all or part of our 1992 program ready for the next (AUG.) issue of the Topics. In the meantime, read the next page (repeat) and think about going with us sometime soon.

ANGELA LANG, BOB LANG, HOWARD HOFMEISTER & COLLEEN HOFMEISTER ABOARD HOLLAND AMERICAN NIEUW AMSTERDAM HAVING ONE BEFORE DINNER TARPA 1989 ALASKA CRUISE

TARPA TOURS This poem appeared along with my first article when we first started Tarpa Tours (Feb. 1989) and AT Humbles printed it in the Topics about 3 1 /2 or 4 yrs. ago, & some of the comments below were in the Feb. 89 issue. The basic reason for TARPA TOURS is not just to go on CRUISES & TOURS, as we can all do that anytime on our own. The real reason is to get together, at fun places, with people who have been your friends for years & with whom you have worked with a good part of your life , & to do this before it is too late. I would like to suggest to those of you who are able to go on a cruise or tour but say " I will go the next time or the time after that", instead read this poem very carefully, & think about going on a cruise or tour. You may be around to go the next time & the time after that, but the friend you came to see may not. AROUND THE CORNER BY CHARLES HANSON TOWNE AROUND THE CORNER I HAVE A FRIEND IN THIS GREAT CITY THAT HAS NO END YET DAYS 00 BY, AND WEEKS RUSH ON, AND BEFORE I KNOW IT A YEAR IS GONE, AND I NEVER SEE MY OLD FRIEND'S FACE, FOR LIFE IS A SWIFT AND TERRIBLE RACE. HE KNOWS I LIKE HIM JUST AS WELL AS IN THE DAYS WHEN I RANG HIS BELL AND HE RANG MINE; WE WERE YOUNGER THEN, AND NOW WE ARE BUSY, TIRED MEN; TIRED WITH PLAYING A FOOLISH GAME, TIRED WITH TRYING TO MAKE A NAME. " TOMORROW, I SAY, " I WILL CALL ON JIM, JUST TO SHOW THAT I'M THINKING OF HIM ". BUT TOMORROW COMES - AND TOMORROW GOES, AND THE DISTANCE BETWEEN US GROWS AND GROWS. AROUND THE CORNER...- YET MILES AWAY " HERE'S A TELEGRAM, " SIR... JIM D E TO AY " AND THAT'S WHAT WE GET, AND DESERVE IN THE END: AROUND THE CORNER, A VANISHED FRIEND.

- "

EDITOR'S DESK TARPA CONVENTION SEPTEMBER 9-13 IN COLORADO SPRINGS! Betti Wind and Betty Humbles are in charge of the Registration Desk. Registration will be; Monday 5:00 P.M. - 7:00 P.M. 9th Tuesday 10th 9:00 A.M. - 5:00 P.M. Wednesday 11th 8:00 A.M. - 5:00 P.M. Thursday 12th 8:00 A.M. - 5:00 P.M. Friday 13th 9:00 A.M. - 11:00 A.M. If you are interested in helping please let me know what day/days and time you would be available. Thank you. Betty Humbles Rt. 2 Box 2900 Belhaven, NC 27810 Ph: 919 964 4655 Mary and Clif Sparrow have done a tremendous amount of work to make this the greatest reunion ever and we look forward to seeing you. Because of the many pages concerning the convention we thought it would be better to put it all toward the back of this book. Don't miss it!

EDITOR'S DESK I always feel so inadequate when working on the final material of TARPA TOPICS just before taking it to the printer. This issue may be the most unorganized one yet. You will certainly be getting your share of information and advice on retirement plans, insurance, living wills, trusts and so on but I know we are all anxious and concerned considering the news about our TWA. Please note my correct address as our box number has been changed so long and yet we get mail addressed to the old box number. The postoffice is approaching the time when they will no longer deliver improperly addressed mail. My address is Rt. 2, Box 2900, Belhaven, NC 27810. We are most grateful to Ed Betts for volunteering to write an article on Dave Kuhn. Dave will be sorely missed and was a legend in our time. I suspected he wasn't well when some months back I wrote and asked if he minded my printing some of his old one page articles which appeared in Flying Magazine and Emily answered saying he said okay. We are thankful to John Happy for his contribution called The Grapevine. Show him that you, too, enjoy it by writing him about what is going on with you, ie; trips, family, health, anecdotes etc. There is a tear-out form in the back for your convenience. For those contributing anything for our August issue of TOPICS please have it to me by the first of July as we want to get the August issue out a little earlier than usual. I would humbly suggest you use the convention reservation forms contained herein right away so that our co-chairmen, Mary and Clif Sparrow, can better plan for your enjoyment and convenience. We are looking forward to the reunion. From Willis & Nina Patterson, Dear Captain Humbles - Because Frank Petee is a friend of yours, I thought you might like to see a recent Rotary program he presented in Wooster, Ohio. Also, I have enclosed a newspaper item from the Cleveland Plain Dealer about moonshine. It reminded me of your interesting article in TARPA TOPICS last year. I had a mild stroke in 1990 and have difficulty in spelling, otherwise okay. Kindest regards, Pat [Article Pat mentions below] Introduced to the Wooster Rotary Club was Captain Frank Petee presently the director of Special Flight Projects for US Air. Frank began flying at age 13, soloed at 16, graduated from Kent State with a degree in journalism, became a Capt. at Trans World Airlines at the age of 23 and was instrumental in establishing overseas flight courses for Icelandic Airways prior to working for Allegheny Airlines, now US Air. Capt. Petee has co-authored two books "Stop This Plane, I Want To Get Off" and "Fly Without Fear", his most recent book and one that is a direct part of the "fear of flying" programs that US Air conducts in 10 cities. Capt. Petee stated that air travel is the safest form of travel although the public does not perceive it to be so; he feels that is, in part, due to the news and entertainment media instilling and promoting a "fear of flying". He stated that Boeing produced a survey in which 25 million people have a fear of flying-one out of every 6 adults. In response to the problem, in 1975, US Air began a program to help people conquer their fear of flying. 3/5 of the classes are women, 2/5 men. The course costs $295 and runs once a week for 7 weeks. Frank states that there is a 97% success rate and the class size ranges from 15 to 50 members. [Continued next page]

EDITOR'S DESK "Fear of Flying" continued; All classes are held at an airport and follow 3 tenets; behavior modification which emphasizes a relaxation tape and a thought-stopping process, aviation education which stresses the mechanical and technical knowledge of an airplane and actual "practice runs" to test what has been learned. Capt. Petee stated that the basic fears of flying are based on claustrophobia, lack of control, fear of heights and fear of crashing and dying. At the end of 7 weeks, a one hour graduation flight is experienced. He noted that all airline personnel donate their time to help teach the classes. [Frank is one of our TARPA members]

Re the moonshine article Pat Patterson mentioned, in one of our dry counties in North Carolina a sheriff was arrested for giving seized illict whiskey to his friends for "medicinal purposes". We had already seen the article.

From Bob Sherman of San Jose; Speaking of appreciation, that's watered down word for how we feel about all your time, 4 TOPICS per year & 1 directory, printed, labeled and then to the postoffice - handling "tons of stuff" in between locations to get it all dawn - you are at least fortunate to have such a willing helper in Betty.

From Dave Davies, Grants Pass, Oregon; Hi A. T. - Finally got this dumb computer back up to speed. Hope the enclosed article is not too late for TOPICS. Everything seems to be going along okay here here in the mighty Northwest. Rain at times is still with us and badly needed, I might add. Our fish spawn is way down and is of great concern to those of us that enjoy that activity (fishing, that is). Won't take anymore of your time at present, hope things are going well for you and yours and will see you at the convention if not before. [Dave is chairman of the Award of Merit committee and elsewhere is his item requesting suggested nominees.]

EDITOR'S DESK From William Amundson; Dear A. T . - Just wanted to let you know how much I enjoy the TARPA TOPICS and what a handsome trio you and Betty and your Rockwell Commander made in the February issue. With the rapidly approaching demise of TWA and our pass privileges with it, we should all probably get an airplane in order to visit our old friends around the country. Since I retired two years ago I've been having a home built up here on the coast of Maine. I finally finished it and have moved in year-round. I'm doing my best to "talk funny" like the local Down Easterners but I'm afraid my Minnesota dialect shows through and they all know "He's from away, don't you know"? I bought this ocean front property back in 1973 with the intention of retiring up here. It's wonderful when a long range plan comes to fruition and like many of our group I feel fortunate. Just received my directory and I'm still listed at my old NY address so would you please update for me? William M. (Bill) Amundson, Gray Road, P.O. Box 205, Winter Harbor, Maine 04693. Telephone 207 963 2952. Fly your Commander up to Bar Harbor sometime and I'll pick you up. P.S. Recognize the stationery? Fraternally, Bill [Ye Olde Editor - Bill, the Athens Hilton stationery brought back fond memories. After I retired I had enough hotel stationery to last me for years. Not long ago friends that travel a lot gave me a big batch of hotel stationery but no soap! As for talking like those natives up there called Down Easterners come to Colorado Springs and I'll ask Harry Mokler to give you a quick course. I think I have finally learned to pronounce his name as moke ler instead of mock ler. I recall an English teacher telling us there was no set way to pronounce proper nouns so if Harry wants to ignore the phonetics and go around by Moke ler he can, eh?" It does look gloomy with TWA. Best regards, A. T. (H is silent!)

From Smiling Jack Robertson of Scottsdale, AZ; As usual I enjoyed reading your February 1991 TARPA TOPICS and especially Paul Kelly's article on the B-17 and Dave Kuhn's "The Thrust Lever". I had fully intended to write Dave Kuhn to tell him how much I enjoyed the article, as well as everything else he had written from the day I was a new-hire co-pilot, but being sometimes a procrastinator, I didn't get around to it and now Chuck Hasler tells me we've lost Dave. I'm very sorry on both counts. Incidentally, Paul Kelly and I are both members of Scottsdale's Civil Air Patrol Squadron 314 and we've flown several sorties together. I was flying with another pilot last November on the day after Thanksgiving and we found the crash site. I see you fly your Rockwell Commander but don't know if you're involved with C.A.P. (with all that's involved as editor of TARPA TOPICS, I don't know how you'd have time). In case you're not familiar with the purpose and function of the Civil Air Patrol, I'll enclose my report on the C.A.P. in general and that one sortie in particular. You may find some of it of interest. On the more humorous side, I'm enclosing something sent to me by my high school English teacher, Miss Mary Mose Goggins, who celebrated her 85th birthday last month. It's a compilation of bloopers found in essays written by English and history students from eighth grade level to college level. Hope you enjoy it as much as I did. P.S. As one conservative Republican to another, I'll also enclose a great editorial from the March 4 U.S. News & World Report. Sincerely, Jack 26

EDITOR'S DESK We are continuing from the previous page re the letter from Jack Robertlson. I hope Jack doesn't resent my referring to him as Smiling Jack but that is What some of us nicknamed him years ago. In fact, as I remember, he was always smiling and pleasant. Betty and I found the student essays blooper thing so entertaining we are printing it. It doesn't speak too well for our educational system.

From Jim Schmitt, owner of Freehold Travel Agency, NJ; [Excerpts from Jim's letter] We had the good old days. I feel so badly for today's active pilots who are being shafted every way but loose. I wonder if we could have done much to change the course? I think our first GO TWA program flabbergasted everyone so much that it worked. Glad the war is over. The travel business was bleeding to death - must have lost billions in Jan/Feb. Now I see the Senate approved six hundred million dollars for Israel to make up for THEIR loss of tourism during the time we were badly damaging their worst enemy. Wonder who will make up the loss to OUR tourism business? Shocked to hear about Claude Bettinger. My condolences to Sonia. I took her to see OKLAHOMA in Indianapolis even before Claude met her. My eight acres of berries, chickens and garden supply exercise but not really enough. I spend about six hours a day abusing myself at the travel agency. Our airlines suffer from foreign carriers. Believe Alfred Kahn should have been dropped on his head as an infant! [Jim, I read some time back that Kahn now says airline deregulation was a mistake yet everyone knows he was the ringleader for Jimmy Carter. Jim also enclosed a letter signed jointly by American Airlines and TWA sent to travel agencies and, evidently, other businesses saying they have agreed to hand all the TWA London routes to American and they will honor reservations made with Trans World Airlines.]

From Bob Zimmerman of Lakeside, CA; Dear A. T . - Thank you for publishing both the balance of my first letter and my request that it be published. Many years ago when I was an "officer and a gentleman" in the United States Navy there was an unwritten rule; never discuss politics, religion or women in the wardroom. Sometimes I forget that perhaps that rule should be extended to other areas as well. TARPA TOPICS means a lot to me, I look forward to each issue. I admire and appreciate the work all of you have done and are doing on behalf of all of us. From Howard Hall; Howdy! Thank you for the fine birthday card. Great of you to remember an "Old Stick in the Mud" like Hall. So you are getting too much rain. We could use some. Beautiful days here in the seventies and eighties. I want you to know how proud I am of the interest you have taken in TARPA. I go back to the beginning of TAT in 1929. Where have they all gone? Soon I'm sure I'll be following. It has been a terrific life. And you younger fellows have put the frosting on the cake. Bad news to tell you. January 16 I fell in the six million dollar home of a former co-pilot of mine and broke my right hip.

EDITOR'S DESK From Doug & Marilyn Steele of Newtown, Pa; A. T . Easter greetings to you and Betty from Marilyn and me! Here's a clipping Doug you might not have seen. I hope Icahn hasn't seen it either! THE COURIER TIMES, BUCKS COUNTY, PA., THURSDAY, MARCH 28, 1991

Tips, Trends, Trivia and Then Some

Ariana Airlines flies only In clear weather.

Compiled by Carol Robidoux

Fly us — we're really scary eel like flying the friendly skies? Better take along a translator if you're booking a flight on Ariana Afghan Airlines. Seems the airlines nickname is Inshallah, Arabic for "God willing." Ariana employees have been known to say "The plane will take

off today, inshallah," or "We will have enough fuel to get to Kabul, inshallah." Fortunately, Arians planes fly only on clear days — Afghani airports aren't equipped to handle instrument landings — and flights are often so full that passengers stand in the aisles.

[Nice to hear from you two up there in beautiful Bucks County. Flying some foreign carriers can be an eye opener. I remember Meredith and Lee Moffett telling us about flying China Airways. Some seats had no safety belts and they flew at altitude with no oxygen! I remember when Japan Airlines decided to get rid of its Occidental Captains and use their own. I think they had five wrecks in two or three weeks and the highest time captain had a total of 2,000 hours. One tried to land on a little air strip at Bombay and went off the end into the street. Our crew bus had to drive up on the sidewalk around its nose.]

EDITOR'S DESK From Mrs. Ross Weaver of Sun City, AZ; Dear Mr. Humbles - It was a nice surprise to hear from you. In fact, this whole business of the Ed Lowe article has been a surprise for me. [Re clipping from the Long Island Newsday about her family Goldthorpe sent me] The scope of the article was a surprise to him, too. It seems he had grown tired of all the letters to Ed Lowe that griped about everything and everybody and decided to send him a letter with a "happy" thought, so he merely mentioned the fact of seeing Dorothy and Frank Noe after 67 years in a house across the street from his sister [her] in Sun City, Arizona. A few days after he sent it in, Ed Lowe phoned Gerald [her brother] and thanked him for the letter. Then he proceeded to "make conversation" and asked all about our family, thereby getting enough information for the 2 column spread! My brother thought he was just being friendly and was amazed when the article appeared the next Sunday. Being the son of a newspaper man he should have been suspicious but he wasn't. I have tried to write something for you. It may not be what you and Goldy had in mind. You are at liberty to edit, delete, rearrange or even dispose of it Thank you for your kind words about Ross. He was an exceptional and wonderful man and I was blessed. Incidentally, I do enjoy TARPA TOPICS so much and think you do a wonderful job. I am always amazed at the wealth of information, articles and pictures it contains. Every once in a while I see a familiar name or read about an incident that I heard Ross tell about and that's fun. Best wishes for your continued success with it. Sincerely, Marjorie Weaver [Mrs. Weaver's article appears elsewhere in here and is about her trips with Captain Ross Weaver.

Gordon Hargis from Fort Worth, Texas, asked that I send Magaret Johnson [Bill's widow] a copy of the February TOPICS which old reliable, Josephus McCombs , will do. Also said he got his two sons to Hollister, California, and finally gave them a ride in a P-51. [I would like that, too, Gordon. I flew the P-39 and P63. Pilots who had flown P-51's in combat and then flew the P-63 for me said it was almost identical in handling but had a tricycle gear]

In regard to the above where Hargis said Mrs. Bill Johnson didn't receive a copy, I am at a loss to explain why she didn't. Joe McCombs advised several didn't get their copies. Only Betty and I apply the address labels prepared by our Secretary/Treasurer. Could it be we are being sabotaged by postal employees? Maybe they like to read it, if so, why don't they subscribe? Recently heard they caught a mailman in Denver with 10,000 letters buried in his backyard! No mention of any TARPA TOPICS, though. Just saw an ad for postal workers in our paper and their starting pay is close to eleven dollars. Not many private businesses have starting pay that high for unskilled manglers. Emerging from the dentist's office, little Suzy announced to her mother, "He's not a 'painless dentist' like you said he was." "I'm sorry," her mother answered. "Did he hurt you much?" "Naw," the child shrugged, "but he sure yelled when I bit his thumb."

EDITOR'S DESK The retired pilots of U.S. Air call their organization the Soaring Eagles. Frank Petee; is editor, and has been for years, of their newsletter called the Eagles' Aerie. understand their Company prints and mails their newsletter for them as well as furnishing Frank secretarial help! The next time Derickson talks to Icon maybe he can get that for us, eh? The Soaring Eagles number 334 Regular Members and a multitude of Associates, Frank says. They will hold their 1991 reunion in Nashville, TN, in September. Noticed a note from an old friend in Frank's newsletter reading as follow; Lee & Shirley Taylor - I retired Jan. 1, 1991. Had my last trip on December 27, 1990. Had my wife, three daughters and two sons with me. It was a pleasant occasion for me as I was ready to throw in the towel, but I still think the age 60 rule is for the birds. Enjoying retirement and, believe it or not, I think my wife is too! Lee came to work for TWA at Newark and we flew together quite a bit. As I recall he was from Virginia and chewed tobacco. One day Lee and I were chewing and the Flight Engineer, Nels Miller, decided to join us. Not long after Nels took his cud he turned green and didn't feel too well. When Lee Taylor was furloughed he went to Lake Central which was later absorbed by Allegheny which then became U.S. Air. Lee's address is 13 Fern Cliff, Littleton, NC 27850. Phone 919 586 3962.

From those nomads Lew & Judy Thompson, Man-O-War Cay, Abaco, Bahamas; We spent last Christmas in our condo in Stuart, Florida, and while it was nice it just didn't seem like Christmas. We had spent the ten previous Christmas seasons in our North Carolina mountain home. Plan to do that next year. Have spent these four months in the Bahamas on our boat. Leaving here latter part of April for a slow trip back to Stuart. Then about May 12th start another boat trip up the Inland Waterway to Patuxent River Naval Air Station where our younger son, Rob, is a test pilot. Kate, Rob's wife, is a TWA Flight Attendant based at JFK. Their sons will be making the trip with us. William is 3 years old and Robby is five. Just wanted to clue you in so if you were to wake up one morning and look out and see an ungainly trawler parked outside your house flashing mirror reflections of the sun at your house you would know it was us and we are just saying hello and not sending SOS's. We would like to spend a day or so in Belhaven stocking up and the boys will need exercising . We are looking forward to seeing you two. You are welcome to ride up north with us. Lew [I have written the Thompsons that we will be glad to see them, however, I don't think we will be able to ride up to Norfolk with them as we did once before which we thoroughly enjoyed. They are gluttons for punishment taking a five year old and three year old along on such a long cruise. Grandchildren are wonderful but it is nice to hand them back to their parents soon. Judy has the youthfulness it takes to endure. And Lew will just keep on being skipper. Betty and I look forward to seeing our good friends come sometime in May.] * * * * * * * McCombs advises we still have a very few members who have not sent in their 1991 dues. How about your situation? Are you up to date or current or whatever they say when you are delinquent? This will be the last issue of TARPA TOPICS you will receive unless you are current. We don't want to lose anyone.

NEWS FROM NIXON (ARLIE, THAT IS) Photo to the left is of Lieutenant Junior Grade Arlie J. Nixon, U.S. Navy Reserve Retired and Captain, Trans World Airlines Retired and LAST YEAR'S BRIDE! Arlie said they were married in the Navy chapel. He also said that when he made Lt. JG on November 10, 1938 he was the youngest Lt. JG in the entire Navy and when he retired from the Reserve in March of 1963 "I was the oldest Lt. JG in the Navy!" [What prompted Arlie, I guess, was that your editor had told him that I went from Second Lieutenant to Captain in the Army Air Corps in less than 2 months and thought I would never get another promotion.] Back to Arlie; Dear Betty and A. T ., It's time (somewhere between daylight and noon) to go and milk my cow. Rather unorthodox in that I milk her once a day. You may not know but my degree from Oklahoma State University was in Dairy Production and I had a dairy herd for much of my lifeâ&#x20AC;&#x201D;owned one together with Paul Frederickson... that almost no one knew anything about. Cutting down my files, had twenty three legal drawers, 7 or 8 were ALPA which I gave to Wayne University and the University of Wyoming. Some of them like THE DICK RUBLE CRUSADE I have kept for sentimental reasons. Started one on you. I wanted to write a story about the "real first flight" of the Boeing 307 (instead of that awful bunch of crap that is in LEGACY OF LEADERSHIP. It took off from MKC one dark and stormy night with everybody that was anybody on board: Otis Bryan as captain, Freddie Richardson as co-pilot and crashed at Pretchett, CO, just at daylight the next morning with all 4 engines dead. Landed under a 60 ft. ceiling in the only level 60 acres in southern Colorado. Did very little damage to the plane and I took Otis out there in TWA's Waco on June 8, 1940 to bring it back. Otis didn't give me enough gas in the Waco and I ran out of gas over Pratt, KS, and made a dead stick landing in their little grass airport. Walked across the road, got some gas from a filling station, flew on to Wichita and home later that night. Ours (TWA's) has had its stormy moments! Gotta go milk! Going to Germany for a week. Teaching Prissy's last calf, Jughead, to be a working oxâ&#x20AC;&#x201D;only one in Oklahoma. No cart yet but he drives well; "gee" go right, "haw" go left, "sow" stop, "come on" straight ahead.

EDITOR'S DESK From Rudy Truesdale of Eureka, CA; A year ago we drove east and spent two nights with the Howard Halls before getting out a little of the potable oil and he talked, he could certainly write or dictate a fine article for TARPA TOPICS. Sonny boy was one of those who started ALPA and suffered for so doing. Company did not like his going to Chicago to confer with Behnke, etc. Hall had a Ford tri-motor run out of Kansas City that he liked but he said in order to get rid of him he was told that "tomorrow you proceed to Newark and fly the night mail." Seniority did not exist. The fatality rate on the night mail out of Newark was high and he said they thought it a way of getting rid of him. Says it was hairraising experience but that he fooled them and survived. January 29th we flew to Miami and joined a SAGA Tour of South America. Survived the 14,000 feet elevation of La Paz. Boeing 727 handled it beautifully. The DC-8-50 that Fawcett Airlines used between Lima, Peru , and 11,000 feet Cuzco was a little different, just ran out of runway and rotated and flew down the canyon. A woman pilot flew the Boeing 757 of American Airlines from Quito to Miami and that airplane I like. Wrote to Ed Peck and told him the Beech Staggerwing was used to make the Fields, never as an instrument trainer. It was replaced by a Waco N, the only tri-gear model Waco made and that was replaced by a Waco tail-dragger. About Valentines Day John Magden died quietly in his sleep. Last time I visited him on the ranch was about 2 years ago and he had congestive heart failure. At least 4 of the TARPA members also belong to UFO, United Flying Octogenarians; Truesdale, Neuman, Duvall and now Voigts who recently became old enough. Appreciate all the SWEAT that a dedicated group puts in to keeping TARPA such a fine organization. Dot and I have arranged to visit friends in Colorado Springs during the convention and we were early birds signing on for the Rockies tour. Still flying my Mooney frequently, usually to friends for lunch about 1 hour from here, north, south and east. Sincerely, Rudy [Rudy, Joe McCombs refers to our airplanes as single-engine people killers so be careful. I slipped and fell getting out of my Rockwell Commander 112TC Christmas day and sprained my left shoulder. Had shots and so forth but still bothers me] From Gordon Parkinson; Well, A. T. - Here's some more local news and thoughts re Icahn/TWA. I've been trying to figure out TWA sales idea of TWA Seniors help sell TWA. They aim at senior citizens flying TWA. I still have many active business leaders - I'm flying down to Tulsa to help honor Dean Sims, Chairman of the Board and CEO of Public Relations Intl. with branch offices in London, Madrid, Huston and Denver and personally flying TWA to London, Switzerland and Madrid 6 times a year. Often he takes 2 oil men with him - that's about 15 R.T's a year. Also, on April 1st TWA discontinued paying for health insurance to employees (non-union) and also making it for those who retired after 4/1/91. Morale is mighty low. From Robi Mueller; Thanks much for your letter and for your remarks regarding a possible tour to the northwest part of this country. A few other responses have begun to trickle in. The mood of most of the people is gloom, worry and fear and they are not ready to commit themselves and their time to a long range project just yet. I think 1992 will be the earliest it could be arranged and, no, it would not be during June, July or August. Those are "high season" months and I always plan for what we in the airline business call "shoulder season" for various reasons. The crowds are less, cost is less and arrangements more desirable. 32

THE TARPA

GRAPEVINE MAY 1991 The first item on the Grapevine, for May, must be the thanks I would like to give to all those who took the time to send in comments, information, articles and various and sundry things of interest to us all. You may not think the things you are doing are not of interest to others but perish the thought. They bring back memories of times past that can never be forgoten and can never be done over again. Fond thoughts of old friends and new friends that we don't get to see as often as we would like, in fact, maybe only once a year, at the TARPA CONVENTION. My thanks also to Joe whets 'is name, AT and all the former Editors, who gave suggestions and help the first time around. You guys all remember Tex Butler? Who could forget a legend that was loved or otherwise, depending on where you sat. Well, I once ask Tex why every one called him "Tex" when in fact I knew he was from South Dakota. He said " actually I'm from Louisiana but we can't have every one calling me " Louise " now, can we ? ** Speaking of Tex, was it really true he had a bunch of passengers help him load a donkey (Jackass to you folk from Kentucky) on a CV-880 in PHX that some one had given him on a previous trip through? ** The Official FAA joke of the month goes like this; OkeyfinoKey Airlines Captain, Joe Lycomwas not known to be a happy guy. He ing, always had a dour face and spoke in mild quiet monotones. One day, however, he showed up for work and was positively bouncing off the wall! He was smiling, grinning, shaking people's hands and acting like quite a pleased guy. Un able to figure it out, his Co-Pilot finally ask him about his sudden change in attitude. "Easy" said the Captain..."there I was minding my own business over a bowl of Wheaties , and there it was!" "There what was?" re-inquired the Co-Pilot. "A picture of our local FAA Inspector on the back of the carton!" Joke credit "Zoom" Campbell US Aviator Mag. Editor, Gilbert Field, Winter Haven, Fl. 33

Grapevine May, 1991, con't. R. NATHAN "NATE" GREEN, PO Box 34002, Shawnee Mission, KS 66214 Nate sends this story "with some trepidation" because some of the folks may very well and hopefully still be with us. I can't put names in it because I don't remember who they were. Perhaps someone reading this can fill in the blanks if he/she feels it safe to do so. I learned very early in my career with TWA that not all Captains were ogres. Several of us witnessed a great display of humor back in the late 60's or early 70's on the Las Vegas ramp. As most will recall, in those days, we parked on the ramp and the passengers walked from the terminal gate area across the ramp and up the boarding stairs to enter the aircraft. Our ramp office (if you can call what seemed to me then to be a tubby hole, an office) was off the nose of the aircraft parked on the north side of the terminal finger. I suppose it was about where one of the westerly present day fingers stand. Anyway, as I recall there were two or three crews there at the same time one nice day. It was pleasant, but not topcoat weather. The Captain of one of the other crews was carrying a fairly large hardbound book. I believe the title (in big BOLD letters) was "HOW TO FLY". As we all left, more or less together, we went past some wheel chairs which were stored just outside the ramp office. The pas sengers had started boarding his plane and were lined up waiting to go up the boarding stairs. I guess the opportunity was to much for him to pass up. He said something like "Lets have a little funk" He sat down in one of the wheelchairs, and as his F/O pushed him toward the line of passengers, he turned his hat sideways and slouched down a bit. Of course he had the book in his lap with its title displayed. As they went down the line of passengers toward the boarding stairs, some stole a glance then stared straight ahead (perhaps scared), others noticed and laughed, but when one couple peeled out of the line and made a beeline back into the terminal, they dispensed with the wheelchair. I was laughing too hard and too far away to notice whether they reassured the rest of the passengers in line before climbing aboard............ Thanks, Nate, one of the GREAT Airline stories. Anyone know who REALLY DID THIS? GUS GUSTAFSON, Seven Lakes, Box 3137, West End, NC 27376 Gus says " We have just moved into our retirement home built on Lake Auman in Seven Lakes, NC., finally leaving "CYC" and Northport Long Island. Both Dick and Dee Dick and Russ and Carol Day have property on the lake and I hope will be building soon. Russ and Carol just left today (8 Feb.) after a two day visit. Hope to see everyone in Colorado Springs. Best Regards, Gus and Janet

Grapevine, May, 1991, Con't. FRANK S. SPEDDING, 1577 Fulling Mill Rd. Longhorn, Pa. 19047 Tarpa is like a smooth flight and one hell of a layover. Here is a story involving Bill McMinn; I was flying with Bill as F/0 when we first started 747 service. We had two domestic flights at that time-JFK-LAX and JFK-SFO. The cockpit crew's layover was downtown SFO, and that's where this story takes place. We had taken the bus downtown and were walking to the hotel when confronted by a panhandler- Bill stops in the middle of the sidewalk and starts lecturing this guy, who happens to be about 6'3" and 250 pounds, on how he should be ashamed to be out asking for money but should get a job. To see the look of shock on this panhandlers face was priceless. The guy recovered some what and blurted out "Captain, I hope someone hijacks your G.D. airplane and storms off down the street. I accused Bill of having a TWA logo on his shorts- He is one hell of a guy and NO one ever promoted TWA any more than Bill. Say HI to all, and keep in touch,

Frank

WILLIAM A. KERR, 16183 Royal Oak Rd. Encino, CA. 91436 Even though I reached 75 last year, I still want to contribute. My check is enclosed. I surely enjoy the letters and comments of the fellows as well as the very fine articles. Besides the good memories it brings, it keeps me in touch. Hope to go to Colorado Springs in Sept. '91 for the Convention. Regards, Bill Kerr HARRY S. O' BRIEN, Sky Valley, Box 172, Dillard, GA. 30537 TARPA fills what would be a very large void in retirement for all of us. The void has been pushed aside with each issue of the TOPICS and we owe so much to all the folks working to keep our life interesting and enlightening . Sincerely, O'B PS Harry's Stationary is imprinted with " GOLF IS NOT A MATTER OF LIFE AND DEATH, IT'S MORE IMPORTANT THAN THAT !!ii (ED) C.

MARVIN HORSTMAN, 215 Lido Drive, Punta Gorda, Fl. 33950

Jane and I enjoy all the information -Going to get together with all of you ONE of these days !!! Best to all, Marv. Instead of ONE of these days, Marv., Make it the 10th, 11th, 12th and 13th of September, in Colorado Springs, Co. !!! ( Ed)

Grapevine, May, 1991, Con't. DON CAMERON, 2041 Beechnut Rd., Northbrook, Il. 60062 Don says " I walk with a cane-more for balance than supporthad my right femur replaced with a spike & ball in '79 & have some arthritis in the left bone. Keep in fair shape for the heart and other parts by swimming 3 times a week. Haven't done much traveling except for the Alaska Tour in '88 with Lump Edwards. At our Windy City Seniors luncheon a couple of weeks ago, saw Eddie Edwards,Dave Wagner (Ann ), Al VanDevelde, Joe Wilson and Ed Sendelbach. There are not too many of us left, living in the Chicago area any more. In case anyone may be interested, the old curved concrete hanger building (1930's era) at Sky Harbor in Northbrook is still in use. Has a restaurant on the upper deck. Underwriters Laboratories is just a couple of blocks east of Sky Harbor on Dundee Rd. It used to be in Chicago & was the predecessor to the CAA/FAA at one time. Anything new on TWA's future? We don't hear much around here but I'm sure it will be in the Topics. Stay Well, Don Cameron (Josephine) DINO G. VALAZZA ,

2241 Via LaBrea, Palos Verdes Estates, CA. 90274

February 14, 1943 was my first day with TWA and I retired I May 1969. My first trip was in July 1943, a C-54 from Washington to Prestwick , Scotland, with Captain Dick Hanson. Man was it dark out over the North Atlantic at night. The most memorable flight was around the world from Honolulu ( Starting at BUR to BUR) from 14 to 17th November 1965 over BOTH poles. This was the Rockwell Polar flight around the world. The Commander was Freddie Austin, also Capt. Harrison Finch; Martin ( FTL); Capt. Bob Buck TWA; Gannett (Boeing). F/E's were Valazza; Jones (TWA), Olsen (FTL) Nav's Larsen (TWA RET.) DeGroot (LearSiegler); and Hickman (FTL). R/O Collins and Demuth. There were also 10 Scientists; 5 Journalists and 12 Observers. The aircraft was a B707 belonging to FTL. Eight world records were set. I'm into Electronics and General Aviation as of now. Also the QB's and the TWA Seniors. Dino ********************

My Doctor asked me to make an appointment for the third Tuesday of each month. That's when his mortgage payment is due. One night at a Tarpa Convention Tom saw his friend Fred wandering the lobby weaving slightly. Tom ask Fred: "Have you been in all the bars already?" Fred replied, "There are four bars in this hotel and I haven't set foot in ONE of them--the other three are much nicer. "

Grapevine, May, 1991, Con't. FRANK H. CORWIN, 10127 Mountain View Rd. Sun City Az. 85351 When I joined TWA in February, 1940, I was impressed with the spirit of the airline. Jack Frye was President - it looked like an Airline really going places - and I was proud to be a part of it. People are always asking me what has happened to TWA? It certainly ain't what it used to be. Probably some one would argue that I am just getting old and really have a short memory. We were always going forward, developing new equipment, new ideas, new routes, etc. It was full of adventure as we increased speed, size, altitude, designs, communications, navigation, world wide routes. We only stopped at the sound barrier and now are barely able to hold on as others pass us by. That is the sad part guess I am just showing my age - it was a fascinating career and I wouldn't have missed it for anything. There have been a lot of challenges since retirement and it keeps me so busy I can stay out of trouble most of the time. It is like a second life with new opportunities. Hang in there everyone, stay in touch. Sincerely Yours, Frank Ed Note: Never has anyone said it so beautiful. And TRUE. Eat your rock out Mr. Icahn. BOB AND RUTH MILFORD, 1343 Ramona Dr. Newbury Park, CA 91320 Bob, if you don't want to tell us about your NEW wife Ruth because you KNOW what a bunch of wolves we are, that's fine but make sure SHE comes to the convention in Colorado Springs even if you don't it Sorry about not getting it right in the new directory. If it breaks up your marriage, give Ruth my phone number. ED. PAT AND CHUCK HASLER, 8 Rustic Way, San Rafael, CA 94901 From a letter to PHYLLIS and JACK ROBERTSON, written from the Mirror Lake Inn Lake Placid, New York , 8 Nov. 1990. Dear Phyllis and Jack, The Hotel is gracious & the scenerylovely- autumn color & cool but exquisite winter world. (Chuck gifted me for a birthday surprise). Anyway, the Nov. TARPA TOPICS has a really nice photo of you Phyllis with three other "Hostesses" sent in by John Graver on the Baltic Cruise. Jack, your notes on that cruise were SUPER! I agree with your mother and sister that, indeed, you are an "accomplished author". Chuck agrees also - and we are surprised that you did not send the article to Tarps Topics for all the readers to share. So, why not do so now? I would certainly hope to read your article in a future issue. Happy Holidays, Pat and Chuck.

Grapevine, May, 1991, Con't . H. E .

"NICK" NICHOLS, 949 Keys Dr. Boulder City, NV. 89005

This truly is a very sad time of life for me. All of my friends from TWA, my wife and I used to socialize with have gone west. When Stone passed away a year ago he was the last of my fishing buddies. When Pat and I are in the Southern California area visiting our children we usually get a group of TWA wives together for dinner. Since I am the only surviving male you can imagine the dirty old man looks I get when I walk into a restaurant with seven good looking gals. The by-pass surgery I had in 1986 sure fixed me up. I have not had any problems so far. Of course I walk four or five miles a day which takes time, but walking keeps the weight off, plus the heart muscle in good shape. During the summer I fish every day and consider the walking upstream in knee deep water for three or four hours to be exercise enough. I haven't the slightest idea what goes on with TWA. I see Reggie Plumridge quite often as he only lives a couple of blocks away but he knows about as much about the company as I do. I haven' heard anything about Icahn so imagine things are not too good. Jerry Condon lives a block and a half from me, but haven't talked to him for some time as he and Rita are away much of the time. Thank goodness for the Tarps Topics as it is about all of the contact I have with the company and the people we worked with for so many years. The last time I was on TWA property was in 1984 when I had to fly back to Kansas City when my mother passed away. I hear from Geo. Shanks step mother every Christmas. Geo. remarried several years ago and is very happy. He lives in a small town north-east of IND. They bought a house and have been working on it remodeling etc. Tell everyone 'ole Nick is still in there plugging away and hope to for many years to come. Good Health to all, Nick Nichols Comment from the GV Editor: I have received two explanations of the difference between a Ship and a Boat to date. One from Goldy that says and I quote " Now I'm no authority on the subject altho I put in some time as "Sparks" (radio operator) on the S.S. Fontana which was a SHIP...a steam ship.. But Boats? There are tug boats, garbage boats, motor boats and sailboats. Likewise, there are steamships, motor ships container ships and battleships; quite a difference. Also there are shipping centers, shipping firms and all sorts of shippers, including bull shippers. Oh, sailboats are all right but did you ever hear of a SAILSHIP? Very best regards, Goldy The second was from H. A. "Pat " Patrick who says " An 'ole salt told me that a SHIP can carry a boat, but a Boat can't carry a ship. I love it, how about all you old Admirals?

Grapevine, May, 1991, Can't. ROSE SCHWEDLER,

Rt. #7 Box 7350 Stroudsburg, Pa. 18360

Gentlemen, I am enclosing an article featuring my spouse, Ret. Capt. Art Schwedler. Retired 1-1-86 before Icahn's takeover. He has often stated he had flown during the best of times. But when he was away, some of the best of times were occurring at home, ie, on a trip overseas when both sons were born; missed countless family meals, weddings, illnesses, snowstorms in January while it was hot in India or wherever, Christmases spent without us, and us without him. But would I have wanted any other kind of life, NO! It was and is a good life. I have often said and still believe it, Pilots are a different breed and belong in a class all by themselves. happen to live with a retired Captain who is thoroughly I enjoying retirement, mainly by spending most of waking hours in his completely equipped workshop building an RV-4. He does take time out for a TWA Seniors trip or two (they are great as I'm sure the Tarpa tours are too), goes on 3 fishing trips a year (no women allowed) plus hunting, and when I plead, will have a gour met dinner ready when I get home from work. I was, an am, glad to be a part of the Airlines life. Sincerely Rose Schwedler FOLLOWING is the article Rose included from the Pocono Record. ART SCHWEDLER Around the World in 20,000 Hours Stroudsburg - Art Schwedler is a down to earth kind of guy who spent most of his life with his head in the clouds. But then that's what Capt. Schwedler was paid to do for 32.5 years by TWA. When he is not flying around the Poconos in his Cessna 180, he can probably be found in his workshop meticulously piecing together a home-built, all metal, two seat airplane that he's been working on for years. He says he's looking at several more years of work before he takes it for a spin. His love affair with flying began as a young boy when he was living on a farm in Burlington, Wis. The first time he saw an airplane he ran into the house and cried. The second time he was bitten for life. He learned to fly in High School and got his Pilots license at 18 years old. His flying career was about to take off and his days on the farm were numbered-he was on his way to see the In 1950 he got a job as a mechanic for United Airline at world. Midway Airport in Chicago. Three years later, he became a Flight Engineer for TWA in Kansas City. He held that job until 1963 when he became a co-pilot.

Grapevine, May, 1991, Cont. He went on to become a Captain, flying domestic and International flights. He logged over 20,000 hours, flying untold thousands of passengers all over Western Europe, SriLanka, the Philippines, Iraq, Libya, Egypt and Israel, to name a few places. Along the way, he met movie stars, celebrities and congressmen, including Vincent Price, John Glenn, Arnold Palmer and Burt Reynolds. In 1986, he was part of a group of Pilots who were allowed into Russia. He had an opportunity to "fly" an Aeroflot flight simulator." Their training is as good as ours" he said. In January 1986 he decided to take early retirement and relax in his home in the Poconos. He left early, he said because he saw the writing on the wall. The government's decision to deregulate the airline industry was a big mistake and has left the airlines and their employees "not very happy." Deregulation changed it for the worst, the country will probably be left with only four or five large carriers when all is said and done. But the business was good to him. Flashing a big smile, he said "It was a very rewarding career.

In 1988, the government collected about $400 billion in individual income taxes. With a population of about 250 million, this means that if every man, woman and child paid $1600 each and no more, the government would receive the $400 billion. As recently as 1950, with U.S. government revenues of $17 billion and a population of 150 million, that figure would have been only $13 per person. Tell your Congressman THAT.

Grapevine, May, 1991, MARIANNE & BILL MC MINN, 3507 May Branch Ln Ft. Smith AR. 72903 We miss many of our old airline friends. Outside of just a few, most have scattered to all parts of the country. Although we have had some unusually cold weather (WX) the last couple of it is mostly just the months of Jan. & Feb. We normally weeks, have early springs and late falls. (Ed. Note; I had a late fall once, Bill!) Very sorry to hear of our GREAT friend Ruby Garrett going on an early departure to the West. He and a couple of other Pilots who lived near him would drive 160 miles every month without fail to attend our AB meeting. They would arrive a couple of hours early and always come to out house and we would sit around, have a few drinks, and talk about the good old days until time to go to the local Country Club for our dinner and meeting. I expect this will continue, although it won't be the same, ever, without Ruby. Marianne and I have ...in the past... been going on many of the TWA Seniors Tours. We've been to China, the Iron Curtain (no more) Countries, New Zealand and on and on but we have cut back because much of the fun of flying is no longer there. First of all you never see anyone you used to work withâ&#x20AC;&#x201D;they are also and the flights are not the same. The passengers all retired.. look like they should be on a third rate bus and when you go someplace they charge you a couple of hundred for a room you will only be in for five or six hours and somehow it doesn't seem like a lot of fun anymore. My daughter Terry is still flying but has been on leave for the last three months and will also be off Jan., Feb. and March. Actually I'd just as soon see her quit but she wants to stay around long enough to get her retirement pass which will be in four years. There may not even be an Airline to use the pass on by then...who knows. Although we haven't made any definite plans as yet but a good possibility we will be coming to the next Tarps Convention. We will drive up with John and Folly Van Goor. Will enjoy seeing all the fellows who helped make my life so much fun. Sincerely, Marianne and Bill BILL PIPER, 1684 N.W. Dove Court, Stuart, Fl. 34994 Hello to all my friends on TWA. Expect to see everyone at Colorado Springs, in Sept. Editors note: Bill sent in a fantastic packet of information on the Zambian oil lift in the Congo back in the '6Os. Because space is limited in the Grapevine, I'm going to make a separate article on the operation. I'm sure there are many on the operation that would enjoy a recap. It's also great reading for those of us that were not there.

Grapevine, May, 1991, Can't. For all who are interested in the Airshow circuit, the Sun 'N Fun EAA show was the 7th through the 13th of April. One of our own and very famous Airshow Pilot, Bob Herendeen, was scheduled on Mon, Tues and Wed. Bob was recently inducted into the International Aerobatic Hall of Fame. See Foto. Accepting plaques honoring their achievement at the annual banquet of the International Council of Air Shows in Las Vegas, are from left, Bob Herendeen; Judy Scholl, who accepted on behalf of her late husband Art Scholl; and Charlie Hillard. Steve Morris, President of the International Aerobatic Club, made the presentation. Duplicate plaques will be displayed at the Hall of Fame in Oshkosh. Bob Herendeen, born n 1928, looped and spun an aircraft during his first solo flight at the age of 16. He was U.S. National Aerobatic Champion twice, flew with the U.S. Aerobatic Team in the World Contest several times and, but for an engine failure, would have been the World Champion in 1970. He was part of the first U.S. Team to win the Team Trophy, the Nesterov Cup, in 1970. He has become a distinguished airInductees into Aerobatic Hall of Fame accept their awards. show Pilot.

SE5a British Scout, 1917

F117a Lockheed Stealth Fighter 1989 And all it took was 72 years.

Grapevine, May, 1991, Con't. BETH GARRETT (RUBY), HC63 Box 213 Clinton, AR. 72031 I want to thank you Joe, (McCombs) for your kind letter. Ruby really loved his job and all the people he was associated with. Thanks too, to TWA or we would never have met. Ruby would be so pleased to be a part of the token contribution to the Pilots Retirement Foundation and I think it is a great honor. Thank you for the Honorary Membership in TARPA. I really look forward to the publication and read it from cover to cover. Sure wouldn't want to miss an issue. I don't want to lose touch with all these wonderful people and hope to make a convention once in awhile. Most Sincerely, Beth Garrett EVELYN KALLINA (ED), 802 Bluewater Dr. Sun City Center Fl 33573 To the Tarpa Board of Directors; With much gratitude, the family of Ed Kallina wants to thank you for the contribution you have made to the TWA Pilots Retirement Foundation Inc. in memory of Ed. Most Sincerely, Evelyn Kallina JEAN COOPER (BOB), 5 Marahopa Lane, Centerport, NY, 11721 I would like to thank you, Joe, for the wonderful letter you wrote to me after Bob passed away. It cheered me up so much. Thank you, also, for making me an Honorary member of TARPA. It means a lot to me. I enjoy reading Tarpa Topics from cover to cover. You, and every one else who work so hard for Tarpa, are to be congratulated. Bob would read it first, cover to cover, then I got to read it, and we both enjoyed it so much. I received a very nice letter from the Foundation acknowledg ing the Memorial contribution in Bob's name. Bob wanted that. He knew that there were a lot of retired pilots or widows who needed financial help. I plan to contribute to the Fund every year that I am alive. Thank you, again so much, for your wonderful letter. Please give my-love to your wife Jean and Keven. Sincerely, Jean Cooper KATHERINE BOUA, (EDDIE ) 10340 Banner Lava Gap Rd. Nevada City CA. Thank you for your kindness in sending the magazine. At this point I am unable to read or drive due to laser operations on both eyes. Fortunately, I do see -- thus it isn't too bad overall. I am enclosing a check I'm sure Tarpa can use. With every good wish for a wonderful organization. Thank you again for your many courtesies. Sincerely, Katherine Boqua

Grapevine, May, 1991, Cont. VIOLET KNUDSEN (WILBUR), 305 S. Franklin St. New Ulm, MN. 56073 I wish to thank the friends who contributed to the TWA Pilots Retirement Foundation in memory of my husband, Captain Wilbur M. Knudsen. It is sincerely appreciated by Wils' family. Mrs. Violet E. Knudsen YOLANDA LOKEY (CHUCK), 38 Lewis Dr. Ridgefield, CT. 06877 Please extend my sincere thanks to all the members of TARPA for the kind and thoughtful contribution to the TWA Pilots Retirement Foundation in memory of my late husband, Captain Charles Lokey. It means so much to me that Chuck is thought of and remem bered by all of you. I also want to thank you for including me in the TARPA newsletters, Membership Directory, etc. Since I have been (and still am), a TWA Flight Attendant for many years, its so nice to keep in touch with all of you. I often think of the "good old days" and the good times we had, flying together. Again, thanks, from my two sons, Charles and Mark and myself. Sincerely, Yolanda Lokey ******************** Talked to Pat Geisert and discovered that she has her Private Pilots License and can fly Roy anywhere he wants to go. As of this writing, Roy still has his third class physical and expects to, keep it. In fact, Fred Lingenfelser, Dave Brown and the Geiserts MAY fly in formation to Colorado Springs in September. Wouldn't that be a gasser! Go for it guys !!! CLAIRE WELLS (EDDIE), 4100 46th Ave. S St. Petersburg Fl. 33711 Had a great phone conversation with Claire and she sounded SUPER. The offspring are home a lot and Jack (AAL) makes it home quite often from MIA. Way to go Claire, We think of you all the time. ROY VAN ETTEN, 4200 El Cederal Ave. Las Vegas, NV. 89102 Roy says the last five months haven't been all that great, but he is coming along slowly. Loves to hear from all his friends.

Grapevine, May, 1991, Con't. PHILIP VAN REETH (JOAN), 1 Barko Pkwy. Huntley, IL .

60142

Phil is busy hanging the propeller on the new engine of his BT-13. Dues enclosed. Better late than last. JOSEPH SAVICZ (HOLLY), 13734 Summerstar Dr. Sun City W. Az 85375 Since I have procrastinated long enough my dues for '91 enclosed. Plus a little more for a self imposed penalty. Since retiring, I don't seem to have time to do what needs to be done. Maybe I should try to stay off the golf course. (Perish Regards, Joe the thought.)

BILL POLK (GALE), PO Box 238 New Buffalo, MI. 49117 Mostly flying the CRAF Operation these days. Greatest bunch of passengers ever. Last trip was from FCO-JFK with the 1st. Battalion, 7th Marines. 150,000 # payload on a 747-100, so made a fuel stop at Shannon. The lads got off to stretch their legs and have their first beer in seven, that reads "7", months. It was a happy group going home, although the heads (Marine talk) were close to overflowing by the time we got to JFK. Best Regards, Bill Polk. BARRY OTTO (JOAN), 142 S. Sewall Point Rd. Stuart, Fl. 34996 Everyone here doing fine, but won't make the Annual Conven tion as usual. Will be in England during this time. One of us is going to have to adjust! See Dutch Hogan at the grocery store fairly often. Guess we are the designated shoppers. Regards to all, Barry The auto industry is testing cars that run on alcohol, but it'snot going too well. The olives keep getting stuck in the carbure tor.

Grapevine, May, 1991 , Con't. DOUG STEEL (MARILYN), 110 Beaumont Dr. Newtown, PA. 18940 I retired on October 12th. last. Had my retirement dinner in Nairobi, Kenya and none of my TWA friends showed up ! Lucky I was with Marilyn and a couple of dozen "tour-mates" or it would have been really depressing. Everything is going great and will, as long as I can keep up with Marilyn who speaks to Christian womens' groups all over the country. I go along so she won't get lost. Ed Note: "So WHO won't get lost ?" Doug Steel ELDRED L. OLSON (ROSALIE), 48600 N. View Dr. Palm Desert, CA. 92260 I manage to play a little golf here at Ironwood Country Club and also keep busy with real estate, along with a bit of traveling, so keep out of trouble---Most of the time. I'm glad someone finds the time to keep TARPA going. I don't seem to find too much open time, glad I'm not flying. Appreciate all the work you all do keeping the magazine going. 'Way to go A. T . Sincerely, E. L . Olson

"W ould it help our relationship any if I didn't count my last two birdies?"

Grapevine, May, 1991, con't ROBERT W. ALLARDYCE, (BARBARA), 16 Churchill St. Pittsfield, Ma. July and August of 1956 was a disaster for TWA's "piston" fleet. The hot weather and heavy passenger load:, combined to exploit several weaknesses effecting Wright 3350 engines. The 049s' inefficient baffling and cylinder head fins fried the oil lubricating the exhaust valve stems and the valve heads dropped chambers into the combustion destroying pistons. This, combined with a lethal dose of metal grindings introduced by contaminated cleaning fluidnto he 3350s' internal oil ducts during overhaul, grounded t some 049s as the Company ran out of spare powerplants. I was based in SFO at the time. During July and August I was scheduled for eight round trips to Chicago's Midway. I actually got there once. Ten engines failed in the process. Needless to say we got pretty good at feathering procedures. As we bumped down Midway's washboard-for-a-runway on our final flight for the summer, Captain Vernon Rife called for takeoff power. As usual, the 049's cylinder head temperatures were at max limits. Having already failed eight engines we were goosie. The factory buildings off the west end of the runway loomed larger than life. Being able to watch them approach, by the way, was one of the benefits a senior men could avoid. The seniority went for the cooler evening takeoffs on the more luxurious 1049 series. V1 Oil temperatures quickly began to soar. Even before it was "pucker" time. It was a standoff as to whether it was safer to try to stop an 049 without the help of prop reversers or fly down one of Chicago's streets, wing down, to avoid catching a wing tip on a building; that is, if one managed to clear the fence - which was always in doubt. Gear up helped a lot. The flaps, even more. The 049 wasn't an enthusiastic climber. Building speed to bleed off heat accumulated during the takeoff roll further impeded climb. The need to shift to high blower, too, retarded heat exchange. An hour and a half to cruise altitude wasn't unheard of. By the time we reached Battle Mountain, Nevada, we were flushed with confidence. We had managed to survive our less-than-a-gourmets'-delight for dinner. Over blackened horse urine, some called "coffee", we were steeped in good talk. I remember Vern Rife wondering whether it was worth the stress of constant engine failures to continue his career as an airline pilot. He longed for the day when he could return to Minnesota and train his beloved English

Setter bird dogs. Much of the conversation in the cockpit, naturally, was about Vern's favorite subject, bird dogs (in other cockpits it was Black Angus cattle, women, or what Our tranquility was short lived. Number four have you?). We shut it down quickly hoping to limit swallowed a valve. the internal carnage. we recall, turned one of the two Number four engine, Air circulation at best was marginal. cabin compressors. Down to one compressor the cabin and cockpit immediately got The passengers lit up cigarettes to ease gawd awful hot. their nerves. We couldn't hold our altitude on three engines {17,000 feet or so?). Unfortunately, my 1956 logbook was lost in a But, I do not remember the first officer. house fire. whoever he was, I recall he was instantly busy on the radio getting permission to descend, which we were doinq an yway. Our 049 had been through too many hail storms, hit by too many baggage trucks leaving holes that were covered by obscene scab patches, had too many fueling ladders had Added The airframe no dents to the leading edges of the wings. A longer slipped through the air like a greased banana. pilot didn't need to lower the gear for extra drag, it was built-in. At cruise power we were already 20 mph slower than chart (k/hr came later); a fact that required a "pocket gas" fudge factor on top the initial fuel load; ergo, we were a wee bit heavier than we might otherwise have been. Given the ATC system in those days, the first officer wasn't making much headway with the clearance. Vernon was wondering whether to skid it on at Reno or "sneak" beyond to The wording of the regulations, in those San Francisco. His quandry was resolved when number days, favored Reno. two swallowed a valve and refused to feather. We had added a the drag of a run-a-way prop to the motionless blades on number four. A big swatch of oil was flowing over the top of the left wing. The passengers were impressed, some were round eyed. We were gliding like a Pelican diving after a fish. Vern headed for Fallon Naval Air Station hoping we could get that far and maybe the fire fighting equipment and meat wagons hadn't been shut down with the rest of the base. Just in case we didn't make it, he got the co-pilot screaming "MAY DAY". The first officer's voice, I remember, an octave above high "C". Anyway, we got down to just above the sagebrush when God momentarily repealed the laws governing aerodynamics. Our 049 began to fly. Vern, always creature of comfort,

decided to stretch things beyond Fallon to R e n o . We made it UAL parked us somewhere near the outskirts of Las Vegas where the sight of us wouldn't tarnish their image. We were bused back to Reno's terminal. Vern telephoned LAX and arranged for another airplane. We were told to wait it out and operate the replacement, complete with passengers, on to SFO. We were looking at eighteen to twenty hours on duty before we could knock off for the day. Meanwhile, some clown in LAX Maintenance wanted to know the 049's status; i.e., should he send cylinders, two new engines, or what? UAL's mechanics said a whole armada of their own airplanes were about to descend upon them. They wouldn't have time to help. They broke up their card game long enough to help me hook a maintenance stand to the back of a tug. They tossed me the keys. I towed the wheeled ladder out to our cripple and stripped to my underwear to keep the oil off the outside of my uniform. I got out my flashlight and selected some of the half ton of iron tools we used to carry, opened up the bottom of the nacelles, number four first, and wound myself around the cabin compressor to reach the sump plug. No metal in number four, but two was understandably a disaster. All the bearings fell out with the sump plug. It took all the paper towels in the lavatories to reduce the oil film on my body to where Vern might still recognize me. The inside of my uniform shirt was forever black. I drove back to the terminal and called the clown that had gotten me oily. LAX dispatched a DC-4 with some mechanics, a replacement engine, and a selection of "most probable" cylinders for number four. Vern and the first officer got a nap before the ferry flight arrived. I had wasted my opportunity playing around the outskirts of the airport in my jockey shorts. We eventually got back into the air and headed home. I was completely exhausted. If I thought I came close to death on the Nevada desert and, having arrived back at our home base, imagined I was safe, I was in for a surprise. I lived in Hayward at the time. I had to cross the old San Mateo Bridge to get there. The bridge was narrow and badly lighted. Somewhere in the middle I fell asleep at the wheel. Luckily, God hadn't yet quit for crew rest. He put an eighteen wheel rig behind me. The driver noticed my head droop and the car begin to weave. He laid on his air horn. I damn near went out the steel roof of my 1948 Chevy "airporter". It took two more blasts

t o nurse me off the end of the b r i d g e . I pulled o v e r , waved the guy down, and t r i e d to thank him. Covered with black o i l , as I was, he thought I was a fag into some kind of kinky s t u f f and kept me at d i s t a n c e with a cautious wave of his arm. In not t e l l i n g a long-winded a i r l i n e s t o r y , I disappoint many would be admirers when asked about the c l o s e s t I came to being k i l l e d . My penchant for s e l f - e f f a c e m e n t , f o r which I am well known, f o r c e s me to t e l l them i t was commuting home from work. Vernon R i f e , by the way, returned to the a i r p o r t HQ the next day to submit his r e t i r e m e n t papers. Somehow i t took him u n t i l 1959 to a c t u a l l y hang i t up. He had a good many years happily t r a i n i n g his beloved bird dogs b e f o r e moving on to his happy hunting grounds. As I r e c a l l , he died in 1980. P.S., Roy Van Etten - get well soon; you, t o o , Kadoch (Gawd! I d o n ' t b e l i e v e i t ! Wait a minute. Yes, I do b e l i e v e i t ) . RA

With the high cost of printing, your editor does not like to waste any space so in the final stages of collating our news mag I try to f i l l any unused space with something. I just read a long review of a book recently published and i t so impressed me I am going to pass i t on. Our universities have lost touch with reality as has Congress. (Hope our liberal friends forgive me if I sound the least bit p o l i t i c a l ) . Anyhow, this book is entiltled Illeberal Education, The Politics of Race and Sex on Campus, by Dinesh Di'Souza, New York, The Free Press, 257 pages, $19.95. Here is my own review of the review. We are never going to be a nation of law abiding, color blind, fair minded with such goings on as we have in most of our big universities. Author D'Souza just factually reports, no satire, no p o l i t i c a l view. Recordings of his personal interviews are shocking. Some excerpts follow; Harvard Law School turned down an applicant and then discovered he was black and apologized and offered him admission. He was incensed that his application would have been trashed but when they discovered he was black they reversed their decision but he indignantly (and rightfully so) declined. Asian-Americans are routinely rejected with higher SAT scores than blacks and Hispanics. The seeds of hate are being sown by the very institutions that should be leading the way. Again from this book, Leonard Jeffries, chairman of the AfroAmerican Studies department at City College of New York asserted as a biological principle that whites were inferior to blacks and that the "ultimate culmination" of the "white value system" was Nazi Germany. " I f I had my way," he said, " I ' d wipe them off the face of the earth." He told his class that the Challenger space shuttle disaster was "the best thing to happen to America in a long time." A professor confided to a colleague that he would be uncomfortable having a homosexual as a fellow teacher. He was reprimanded, fined and assigned to attend sensitivity classes. Evidently, we are supposed to accept this perverted way of l i f e definitely scorned by the teachings of the Bible. But to me, the big item is, what in the world are our universities turning out for the future of our grandchildren? 50

AWARD OF MERIT COMMITTEE DAVID DAVIES, CHAIRMAN The AWARD OF MERIT COMMITTEE would like the help of the TARPA membership in compiling a list of names from which a candidate might be selected to receive the award. We have a list of several names but would like to make sure that a deserving person is not being overlooked. Deserving people often go about their life making major contributions with a minimum of fuss. There are two requirements for consideration as spelled out in our By-Laws and must be satisfied; (1) Be a TWA employee, former employee, or have been employed by a TWA predecessor. (2) Made a contribution to commercial aviation. In addition we ask that you send along a resume to spell out the candidate's qualifications. The committee would like to thank you for your assistance and respectfully suggest that out of the corner of your eye you watch your airspeed. Send your nominations to: Capt. David Davies, 233 Roque River Hey., Grants Pass, OR 97527. AIDS Dr. William Hazeltine, an AIDS researcher at Harvard, says that "anyone who tells you categorically that AIDS is not contracted by saliva is not telling you the truth. AIDS may, in fact, be transmitted by tears, saliva, bodily fluids and mosquito bites." Dr. John Seale of England says, "The AIDS virus is unusually stable outside the human body. It retains all its fertility after 7 days in water at room temperature and some after being kept dry for a week." Perhaps the young girl who has AIDS, a patient of the dentist who died of AIDS in Florida, became infected by the virus on his office equipment. The following report in the New England Journal of Medicine probably didn't make the front page of your local newspaper. "An average of 10% of those with asymptomatic contacts reported to the San Francisco Department of Health (because of positive fecal samples or cultures for amoeba giardia and shigella) were employed as food handlers in public establishments. An estimated 69-70% of those food handlers were homosexual men." New England Journal 1990; 302:463 -164. Sources of their infection were either food or sexual contact between male roommates. These people also carry HepatitusB, an infection transmitted by blood. Dr. Sidney Finegold, past president of the the Infectious Disease Society of America, remarked, "It would seem prudent to ask that AIDS patients not engage in food handling for others. Several states now make it a crime to deny AIDS-infected individuals employment in a restaurant." There is an increase of TB, according to the Center for Disease Control. I recently read that subway riders in New York City are being exposed to TB frequently in overly crowded subways. People with AIDS carry many infectious diseases such as TB and Hepatitus but doctors and nurses don't have the right to know who has AIDS. It is insanity to give "civil rights" to a virus. Sent in by a member's wife. [Your editor recently read our government is now going to allow persons with AIDS to immigrate into our country!]

Ten years from now, these will be the GOOD OLD DAYS we'll be reminiscing about. Why is it that at a motel - your own television set so often puts you to sleep - but the one in the next room keeps you awake?

In Memoriam CLAUDE M. BETTINGER * * DAVID B. KUHN * * JOHN L. LATTIMORE * * JOHN L. MAGDEN * * *

EDWARD R. BOLAND * * ROBERT M. LARSON * * ROBERT D. LONGWISH * * WILLIAM RESSEGGER * *

1/19/91 1/28/91 2/09/91 2/14/91

1/18/91 2/27/91 12/19/9 2/06/91

GEORGE MILLER & KEN HIPPE TARPA MEXICO CRUISE FREE COCKTAIL PARTY

TWA SENIORS CLUB PRESIDENT BILL DIXON & WIFE, JUNE TARPA MEXICO CRUISE

MY LIFE WITH ROSS WEAVER By MARJORIE WEAVER Editor Humbles as asked me to give you a glimpse of what it was like to be a widow with two grown children, in a small town like Milford, Pennsylvania and with absolutely no intention of ever getting on an airplane, who changed her lifestyle dramatically by marrying Captain Ross Weaver. When we were married Ross had five years to go before retirement and he immediately set about planning our lives so that I would see just about all of the world that was so familiar to him. It started on our honeymoon to Germany and from then on places that had been pictures in the National Geographic became real. Ross tried to plan his bidding so that nothing would be missed - Paris, Madrid, London, Ireland, Lisbon, Egypt, Tel Aviv, Bombay, Bangkok, Hong Kong. The first time we went to a new place we would do a little sightseeing together and on the repeat visits he would set me up for tours and away I'd go while he got his needed rest. Then came the icing on the cake - the round-the-world flights towards the end of his career. What a beautiful world we have - and thanks to Ross and TWA I have seen and enjoyed more of it than I ever could imagined I would. I must mention the wonderful people I met along the way - the crew members, Station Managers and all the others who were so kind, especially when I was out of Ross's reach, "bumped" from his flight at times. There was always someone who cared and made sure that Mrs. Weaver was on the next available flight to catch up with her husband. They made me feel like "one of the family." Ross always said that TWAers were the greatest group of friends anyone could have and he was so right. There were other flights together, too, on vacations - Nairobi and an African Camera Safari and all those "Wild Kingdom" animals, Scandinavia, Holland at tulip time, to mention a few. After retirement, we started out so see the USA in our Airstream, going back and forth across the country a few times seeing one state's beauty and then another. We chose Sun City in the beautiful State of Arizona for our retirement home and found that a lot of TWAers had done the same. It was a decision Ross was very glad he had made. If he couldn't keep on flying those big planes retirement in Sun City was next best for him.

Re the above, Goldy sent us a clipping from the Sunday Long Island Newsday about Gerald Raynor and the Raynor family. Gerald's sister, Marjorie, is the widow of Ross Weaver. It mentions that Marjorie's two children by her first marriage are Hanford Smith, a cabinetmaker in Santa Barbara, CA, and Diana Lewis, who was head of a finance department for the computer division of Boeing when, a little more than two years ago she and her husband sold everything they owned, joined the Peace Corps and now teach in a boarding high school in the Fiji Islands. Marjorie married one of the first captains for TWA. She had never flown and he would schedule his flights to where she had never been. She made 54 transAtlantic flights and went around the world a few times. They had a huge place in Binghamton that they sold to the cartoonist, Johnny Hart, and they moved to a retirement community in Sun City, Arizona. Marjorie's father, Daniel, was in publishing all his life on Long Island and Milford, Pa. He got his gold watch at age 79 after 65 years of continuous work and died at ninety seven. [Goldy suggested to your editor that Mrs. Weaver might like to write something for us so I asked her and she did. Captain Weaver was highly respected by me. I flew with him and served on the ALPA Master Executive Council where he was a real asset being fair, polite, unselfish and dedicated to his fellowman.]

DAVID B. KUHN (submitted by Ed Betts) There would be few, if any, TARPA members who weren't saddened to learn about Dave Kuhn passing away on January 28, 1991. Dave was a legend among his crew members for his humor and wit as well as his work on behalf of the pilots. The latter was years of working on various ALPA committees, local council and MEC leadership that included contract negotiations. Back in 1956, Dave authored a small book (about 40 pages) on his reflections of TWA (and his golf) titled "Seniority, Sex and Salary" which was well received by his friends. It didn't make the 'best seller' list as there was no charge; it was a gift. The preface to the book tells a lot about Dave (the author), which is a great introduction to this much-belated biography and tribute to a man who contributed so much to the TWA pilots; past, present and future...

There was a lot left out of Dave's biographic sketch. At Hardin Simmons he was an outstanding athlete and earned a halfback position on the 'Small College' All American Football Team. After his stint in the military he was hired by TWA on 12/15/36. Two days later, on the 17th, his first flight was copilot with Larry Fritz on the inaugural air mail flight when DAY was added between CMH and IND. This was a DC-2, and Dave spent the day in the Dayton area with local scenic hops pumping the landing gear or flaps up or down - he wasn't too impressed with the manual labor involved with flying an airliner. At the end of 1936 there were 92 first pilots (25 were supervisors or management) and 69 copilots on the system. This was the year when date of hire, rather than date flew as first pilot, established one's pilot seniority. When more than one were hired the same day they were placed alphabetically. There were separate seniority lists for those assigned as pilot and copilot. Dave was #67 copilot and Jack Southard was #69. A total of 161 pilots/copilots for the system.

DAVE as co-pilot, selling tickets, collecting tickets & acting as agent! 55

DAVE KUHN Quoting from some correspondence I had with Dave through the years when he reminisced about the early days on the DC-2 and DC-3s: He was furloughed three times before he had a steady job. In 1937 he was assigned to PIT, flying a shuttle to EWR with stops at Harrisburg and Philadelphia. The crews lived in a huge grey house which was full of cots. In bad weather conditions the house was a busy place as there was only one bathroom on each floor. They ate meals at the Allegheny Airport Restaurant. Dave mentioned how TWA charged 50t for a box lunch - he and Dan Medler brought their own in a red lunchbox - TWA got the hint and put them aboard the flights complimentary to the pilots. Besides hunting and fishing, golf became his favorite pastime. However, it was not always a pleasure - he had a chronic problem with a slice (although he had a low handicap in his prime which was in the 5 to 9 figure). Again, a quote from his book, from the chapter 'i Wake Up Screaming' (it is a small 'i'):

On October 6, 1938, Dave and Emily were married at Coolidge, Texas. Soon after Dave was flying as reserve captain. In early 1940 he was again to fly out of PIT before reporting to MDW on 6/11/40. On the 7/1/40 seniority list (all pilots and copilots were on the same list by this time) there were a total of 288 pilots (including 22 in supervisor positions) - Dave was #128. In 1941 he was the LEC Chairman for the domicile. Also, while he was based at MDW, Dave was ALPA Treasurer - he wrote the checks and Dave Behncke dispersed them. It was during this period the two Dave's discussed pilot retirement plans, but during the war years there was no way these could be implemented. Toward the end of the war the Kuhns moved to Los Angeles and settled in the Brentwood area (near a local golf course). However, the club went exclusive (no Gentiles) and Dave joined the Riviera Country Club (host to the LA Open). In between flying the line and golf, Dave was a very busy man with ALPA. He was on the System Board of Adjustment and VP for Council 4 at LA (Burbank) in 1945 (Fred Austin Chmn). At the end of 1945 there were 1,270 pilots on the seniority list (25 supervisors), Dave was #105. In 1946 (the year of the pilot strike) Dave and Fred switched positions. Dave, as local Chmn., had to order George Rice to walk the picket line. Dave mentioned two engine failures flying the DC-2/DC-3s, but didn't give the dates. One was copiloting with Jim Roe flying MKC to STL. The other he was Captain) on a night flight between PHX and Winslow. After making three climbing circles to clear the mountains, and about over Peyson, the left engine blew up. With some luck, he made it to INW, taxied in and was only three minutes late. On 7/29/46 he was pilot on a Boeing Stratoliner that had a serious mechanical problem when the main landing gears wouldn't extend normally or with the emergency hand crank. A belly landing was necessary at Burbank. There have been many variations to this incident, a letter from Dave will explain what transpired:

DAVE KUHN ABOUT TO CHASE COWS OFF AIRPORT. MOVIE DIRECTOR ED HALL. 57

DAVE KUHN

Dave was on all of the contract negotiations but one until 1956. He was Chairman of the Committee which signed a revolutionary contract on 10/11/51. Much to the disgust of a few senior pilots, copilots were on increment pay - the same base pay as pilots and, after 2 years, 48% of the applicable flight pay. Copilots were no longer considered apprentices as they now had full bidding privileges on the choice of flights, vacations etc. He was also Committee Chairman with the contract, signed on 8/25/55, that brought the 'B Plan' retirement to the TWA pilots. Dave had been a long time champion for the necessity of this important improvement in addition to the 'A Plan'. Other post-war contract improvements that Dave was a part of, besides the usual increases in pay and expenses, were standby and deadhead pay. TWA preferred to retain the pre-war contract - DC-3 pay scales and working conditions. Bob Buck made a good observation of Dave's capabilities: "He was an astute, shrewd observer of the problems and ready, frequently, with the correct solution. His humor may have hidden this from many people - he was no clown, but a potent force." Dick Ruble added his thoughts: "Dave was a person who worked for the good of all pilots, not for himself or his seniority group". Ed Hall wrote: "Dave was without question the most honest, most compassionate, most loving of his fellow men. It was a crusade for him to have 'retirement in dignity'. He never stopped working for a better retirement. In this too he succeeded". In addition to the contracts, Dave was LEC Vice Chmn at LA during 1949 and 1951 (the last of the Behncke years). From 4/1/54 to 3/31/55. he was the MEC Chmn in addition to Vice Chmn of Council 4. Records are not available as to how many times Dave represented a pilot who was in trouble with a company or CAA violation. He may have missed his calling, as he would have been a good attorney - his subtle remarks could easily put the "prosecuter" (company or CAA representatives) on the defensive rather than the offensive. Dave was a master at needling management which was highlighted in his book with a chapter titled "A Trip to the Home Office". Dave did spend some time in the office, a little over two years as a pilot/dispatcher. Bill Merrigan told about the time he, Dave and John Carroll had a meeting in NYC in 1956. John was the MEC Chairman at the time and, along with their wives, they attended a dinner dance at the Hotel Pennsylvania where they danced to the music by the Dorsey Brothers. They had their pictures taken and sent a copy to Paul Frederickson - Paul had made a statement that ALPA didn't have any continuity (all three men were or had been MEC Chairman). Another 'Kuhnism' was his habit of giving certain friends a nickname which wasn't necessarily complimentary, but meant in good fun, such as: Bob Eads "Anxious Bob", Dick Ruble - "Beet Face", John Carroll - "Long John" or "Banana Nose", Ed Hall - "Cuzzin Ed", Bob Mueller - "Big Barn Smell" (from the 'Lil Abner comics), 'Buddy' Hagins - "Speed", Bob Buck - "Risky Bob" (his work in thunderstorm research), Vern Lowell- "Laverne Lovewell", Roger Don Rae "Steely Blue Eyes" and Paul Frederickson - "Axe Man", to name a few. His usual greeting, which helped to cover up not recalling a name, was to use "Clyde".

Left to right: DAVE KUHN, PRODUCER / DIRECTOR ED HALL, CAMERAMAN Henry LALONDE & ASST. DIRECTOR DAN BURK

DAVE KUHN In the spring of 1957 Dave was selected to help with the second annual "Road Show" by a team of management to flight operations personnel at their domiciles (there were seven at the time with EWR and LGA included in the NYC area.) Ed Hall was in charge of the program and selected Dave to be a speaker. Ed introduced the program which included remarks by VPs Floyd Hall and Ray Dunn followed by reports from heads of various operations departments. Dave was to read some operational statistics. "Cuzzin Ed" realized that a prepared script would never work for Dave, he had to use his own language and way of saying things. The only potential problem occurred prior to the first program which was scheduled for KC - "Speed" Hagins got wind of what "Brother Dave" was up to and accused him of spreading company propaganda, and threatened to get up in the audience and yell "b--- s---!". An agreement was made to give Dave a chance and, if "Speed" disapproved, he could utter the expletive, but if he approved, to say so. Dave was very nervous, but came across great, and was so acknowledged publicly by Hagins (a TWA first). The theme was "Check List for Action - Summer 1957", where the operations personnel were briefed on the general background and the operational goals leading to an improved operation during the peak months to follow. It was well received by all who attended. Ed included an insight to the tour when they were in NYC and staying at the Waldorf- Astoria. Dave was on an expense account but was appalled at paying $8.00 for a salad and $25.00 (TWA rate) for a room - he moved out and said it was ridiculous as he could buy a two pants suit for that amount. Ed Hall told of another road show titled "Operation Bootstrap", a TWA-made (operations) movie which depicted the growth of the airline. Ed was the director and chose Dave for the lead role, but his choice was questioned by management as he was in the highest pay bracket. However, Floyd Hall had given Ed his full confidence as the director / producer of the film and Dave was the eventual star. Ed recalled a few scenes from the film: The introduction depicted the early days flying the all mail flights. It was shot at the KC airport in the grassy area between the runways. Dave was dressed in the uniform of those days - flying suit, helmet and goggles, boots and leather gauntlets. The scene had Dave chasing cows (imaginary) from the airfield so that a mail plane could land. According to Ed, it resembled a Mack Sennett comedy as Dave went at it with gusto - taking off his leather jacket and acting like a bull fighter. The tower had given approval for the location and filming but the FAA, watching from their offices nearby, were unaware and wanted to know what in hell was going on out there. Another was a violent thunderstorm scene staged in the cockpit of a Connie. The plane was rolled part way into the hangar with the nose being in the shadows. Two fire hoses were directed on the windows and a cameraman on steps outside used flash bulbs to simulate lightning. The camera in the cockpit shot the three crewmen in action! Dave really got in the act by bouncing around in his seat and adjusting the throttles while yelling instructions to the other two crew members. They had several takes and it became funnier as they continued. On the final scene Dave was at the bottom of the forward steps to a Connie with two hostesses, all in uniform. Ed said to Dave they needed a good ending and could he think of something? He did, "Rise and Shine with the Lindbergh Line". The film wasn't awarded an "Oscar" for the year, but it was well r e c e i v e d b y F l i g h t Operations personnel. According the Ed, nobody could have come across with the humor and sincerity as Dave did.

DAVE KUHN By the time the Boeing 707 "Water Wagons" were introduced in early 1959, Dave had moved up the seniority ladder to where he was #70 on the system (LAX was a senior domicile, he was #20 for bidding purposes). His favorite flight was 18 and 19 to Dulles - few traffic problems and a relaxing layover. The flight left LAX in the early morning and departed IAD in the late afternoon. The Captain always had the same room at the Burlington Hotel which made it handy to store a few personal belongings instead of toting them back and forth. One year before Dave was due to retire, and after thirty years with TWA, there was a bit of irony which occurred in the summer of 1966. Due to the huge IAM strike, most of the major airlines were completely shut down and TWA was operating the Military Contract (MAC) flights only. Seniority (and qualifications) governed who remained employed and in what position - Dave was flying copilot (Bill Sanders the Captain) on the limited operation. At least with the B707, Dave didn't have to pump the gear and flaps into position. One of Dave's pet peeves was the mandatory age 60 retirement for pilots as ordered by the FAA (Elwood Quesada etal). This was a losing battle against the "Feds" and Dave retired on 7/7/67. After 31 years with TWA he had worked his way up the seniority ladder from #159 on the system to #14. There were now 4,033 pilots (including 630 flight engineers who were pilot qualified) behind him - he had seen, and been an important part of, the airline's growth from a fleet of 27 DC-2s which could carry 14 passengers at a speed of 180mph through the era of the Lockheed Constellations into the jet age. TWA retired the last of its Connie fleet in April of 1967 and became an all-jet airline. In 1936, TWA served 14 stations between Burbank and Newark and had a total of 1,088 employees. In 1967, there were 38,000 employees and 35 cities were served on the domestic system plus another 24 on its International routes. The company slogan was "UP, UP and AWAY, TWA". This was also the year of the merger with the Hilton International Company, construction began for expanding TWA's Flight Center at JFK and the largest order ever ($455 million) was made for 37 subsonic aircraft (including 10 Boeing 747s). Dave's retirement party (along with Eddie Boyce) was a great one with a full house in attendance. A typical Kuhn remark was how he was going to live on his farm in Arkansas and raise pigs - with a twinkle in his eye and tongue in cheek, he added - "it will be a remembrance of management". The editor of 'Flight Facts' had a short interview with Dave and had this quote:

DAVE KUHN The 'farm' in Texarkana, located on Dooley Ferry Road at McKinney Bayou, varied through the years to as much as 2,700 acres. One 'wildcatter' made a deal with Dave and they struck oil six wells. Other 'crops' included pine trees. Typical of his wry humor, it was titled (on his stationery) "Pine Knot Poverty Pocket". Retirement was a chance for Dave to improve his golf (shoot his age) but the slice still prevailed. He was appointed a Justice of the Peace in Miller County, which was primarily to conduct a marriage ceremony. For $10 extra, you got music (canned). Through the years Dave has been an avid TARPA booster and has contributed a number of articles to the 'Topics'. Apparently he had given up with golf at the time, but not his enthusiasm - at the TARPA convention (April ]989) in New Orleans he rented a cart with "Steely Blue Eyes", and the two rode around the course heckling the players during the tournament. This received a lot of laughs. On a personal note - I never had the pleasure of flying with Dave but got to know him very well around the airline. I did have the pleasure, along with "Black Dog" Davis, of playing golf with him at the Riviera Club. Dave and I corresponded quite a bit, usually answering my request for help with an article, and he always ended a letter with a 'pearl of wisdom'. Typical was a PS: "Stay loose, something good may happen". He will be missed by all of his friends and admirers for a job well done. He was a champion at getting a point across whether it was with a red lunchbox, a droll remark or with his pen (or typewriter). Besides TARPA and the Seniors Club, Dave was a member of the Downtown First Baptist Church, Evening Optimist Club, founder of the Hudson Creek Deer Camp Club and benefactor of Texarkana Historical Society. Survivors include his wife, Emily; two sons, David B. Kuhn, Jr., and John Kuhn; one daughter, Thekla Hammond; one sister, Margaret Pannell and three grandchildren.

1985 photo of Dave Kuhn with a "whopper"

From Cliff Raub, Scottsdale, Arizona Dear A. T.: I enjoyed reading the article by Newman Ramsey regarding the Revocable Living Trust and I do agree with him. I have had a Will, along with our Revocable Living Trust since 1981 and since then have made three small amendments. I would like to add my two cents for what it may be worth regarding a different type of WILL. Two years ago my brother (who is six years older than I) had a stroke; he can not talk, can not swallow and has been flat on his back since that time being fed by a tube in his stomach. He can only move his eyes and nod his head when we talk to him. He did not have even a LIVING WILL or a DURABLE MEDICAL POWER OF ATTORNEY or even state at any time (verbally or in writing) that he would accept or reject life-sustaining medical procedures. His whole estate will soon be gone because of the costs of his life-sustaining care (I believe he might live a few more years). As a result of this, I have attended numerous seminars by attorneys and others and have done research in libraries regarding the right to die with comfort and dignity in addition to the changing laws of the states. I have collected many items from numerous sources of news including the United States Supreme Court (especially its June 1990 decision). This decision ruled that a person whose wishes are clearly stated had a constitutional right to accept or refuse lifesustaining medical treatment. But the Supreme Court held that states could be required to keep comatose patients alive unless there was 'clear and convincing' evidence that the persons would not want to live under such circumstances. Justice Sandra O'Connor stated that states could be required to recognize the authority of surrogate (substitute persons of some authority, etc.) decision makers. This may indicate the value of a DURABLE MEDICAL POWER OF ATTORNEY in consultation with two medical doctors. Since the above, many states are changing their laws. In addition to the LIVING WILL and the DURABLE MEDICAL POWER OF ATTORNEY, the MEDICAL DIRECTIVE (written by two Harvard Medical School doctors) is an excellent form when it is completely filled out by the person as accepting or rejecting certain medical procedures while of sound mind. This will fully comply with the U.S. Supreme Court decision as having 'clearly stated personal wishes'. The State of Missouri paid between $112,000 and $130,000 per year to keep Nancy Cruzan alive for nearly eight years -- financially ruining her parents because her personal wishes were not clearly known. There is also an EMERGENCY PROTECTION ALERT CARD that should be carried on the individual person at all times in case of an accident or illness. On the card should be complete information regarding the person.-- any medical problems, drug sensitivities, allergies, name of personal physician, etc. Upon arriving at an Emergency Room or Trauma Center, there then would be that information to help doctors regarding medical procedures that may be required and from whom permissions may be secured when time is important during the emergency. Persons of all ages, including minors, should carry this card -- IT MAY SAVE THEIR LIFE! Thousands of drugs, anti-depressants, penicillin, in combinations, can kill fast from adverse drug interactions.

The LIVING WILL, DURABLE MEDICAL POWER OF ATTORNEY and MEDICAL DIRECTIVE can all be folded or reduced to the size of the plastic envelope which contains the EMERGENCY PROTECTION ALERT CARD and comes with the forms packet -- all of which can then be easily carried in the billfold or purse. If you are traveling or spending some time in different states, the MEDICAL DIRECTIVE and EMERGENCY PROTECTION ALERT CARD should be acceptable in all states -- you may need separate forms for the other if you live in several states during the year. More than a year ago, I had a small amendment made to our Trust by an attorney along with a Living Will and Durable Power of Attorney who charged me 'just' $619.40. This new packet of forms contains the LIVING WILL, DURABLE MEDICAL POWER OF ATTORNEY (which are both necessary in most states and each need to be witnessed by two persons and notarized) also includes the MEDICAL DIRECTIVE and EMERGENCY PROTECTION ALERT CARD (all of which I now carry in my own billfold) and costs just $20.00...and is more adequate than those drawn by most attorneys. The general public is not aware of the ramifications and have neglected to protect themselves. Fewer than 5% of adults now have Living Wills, etc. Over 2,000,000 persons are seriously injured in accidents each year; 45,000 are killed in automobile accidents alone; 500,000 have strokes; 4,000,000 have some degree of Alzheimer's disease. According to news accounts 1,000,000 elderly persons entered nursing homes in 1988; more than 10,000 Americans are being kept alive in vegetative, comatose or brain dead conditions (from what I have seen, the number of 10,000 seems very low). More than 40 states have laws allowing patients to specify and 'clearly state' their wishes in advance and to designate a surrogate should they become incompetent and unable to make their own choices or decisions. Many of the states, however, exclude the right to refuse food and water from a Living Will. Therefore, the Living Will is only good along with the DURABLE MEDICAL POWER OF ATTORNEY which designates the person who may make decisions for you, if acceptable by that state. The MEDICAL DIRECTIVE clearly states what the patient's wishes are in numerous situations and can be of great help to the person who is the DURABLE MEDICAL POWER OF ATTORNEY and to attending physicians. It is not my intent to offer legal, medical or other professional advice; for this the services of a competent professional person should be utilized. I read TARPA TOPICS cover to cover the evening it arrives. All else stops for that. The best to you, A. T. and others who make it possible to recall all the friends we have known in the past. Good health to you all! Cliff [For those of you wishing more information or assistance please consult the TARPA Directory for Cliff Raub's address and telephone number.]

A white-haired gentleman arose from the barber's chair in a shop off New York's Times Square, looked in the mirror and remarked, "You certainly give good haircuts in this country." "Thank you, sir," said the barber, pleased. "What country are you from?" "Tennessee," the gentleman replied.

"You know," mused a gentleman to his friends, "life expectancy is 78 for women and 72 for men. So, when I'm 71 I plan to get a sex-change operation." 64

5641 Salem Pl. Lithonia, Ga. 30038 Dear A. T.: I really don't know just how to tell you just how refreshing it is to get a copy of TARPA TOPICS every so often, and then reminisce for awhile. Your added touch to the publication really sets it off- without your guidance it would not be nearly the same for me. I hope that a kind word for us, your fans, makes it worthwhile for you, since I know that it takes mucho time to assemble, edit, compose, and in general, do everything that it takes to get it to us. I want you to know that we really appreciate it! This is only the latest of the kindnesses that you have accorded me. The others are too numerous to name, but my memory is good, and I can remember a pretty green kid coming to Newark and being treated like a king. Along the way, you, and a bunch of other guys there "learned" me how to handle an air machine, for which I will be eternally grateful. You must have done a pretty fair job, as there were an awful lot of 890's and supervisors that were originally trained at Newark. I'm pretty proud of that fact. Deane and I went over to Hilton Head a couple of months ago and had a great visit with Don Minske and his lovely wife, June. We hashed over old times, and in general had a great time. Speaking of Don, both of us remembered a trip that we had in a Martin 404, that was awe-inspiring, to say the least. Reading Ed Betts accounts of the Martin brought back the memories of those days, and I should have written to him and told him about this particular flight, but thought I'd better check with Don first. I have his O.K., so I'll tell you about it. As near as I can figure from my logbook, it was old flight 166, from STL-EWR, with stops at DAY, PIT, HAR. I was flying in the left seat from STL-DAY. The trip over was uneventful at 5,000 feet. When we arrived in the vicinity of DAY, approach gave us holding clearance at Troy,(the beacon on the back course, as you remember) to hold in one minute patterns, right hand, since the weather was below minimums for the back course approach, being something in the neighborhood of 200 overcast and 20 miles visibility, wind 240/20. We started to hold, and shortly after that, approach wanted us to accept 4000 feet, since a DC-3 was going to depart RWY 24 and turn North or Northeast, and DAY Approach had no radar, of course. Since the temperature on the ground was about 28 degrees, and the temperature where we were was about a -6C or so, we thought, erroneously, that the adiabatic rate would be about right, so the temperature of the clouds, which had tops of about 4700 feet, should have been in the range below freezing. We didn't turn on the wing heaters since we didn't think we'd need them. As we descended into the clouds, I noticed that we were starting to pick up some ice on the airframe, and in the carburetors as well. We could take care of the engines, but it was a bit too late to turn on the wing anti-icers, having been duly warned by the T.W.A. of the dire consequences that could ensue, should we be so foolhardy as to try same. I had made about 1/2 a pattern, at which time I told

Don that I would appreciate a clearance up or down, because if we didn't get one very soon, we would be going down, as the load of ice we were carrying would soon force us down through sheer weight, to say nothing of the aerodynamics problems it was imposing upon us. Don obligingly conveyed this request to approach, and they gave us new weather, and approach clearance, which allowed us to start the approach. Don gave me two gems of wisdom on the approach which will remain with me forever. The first was, "Don't miss this one", and the second was, "Don't pull off any power until the wheels hit". I made the approach with something approaching climb power, and it took METO power to hold it level when we broke out beneath it. All this with take-off flaps, since we feared any more flaps would sink us, and we were doing very well as it was- "If it ain't broke, don't fix it", was the theory we employed. After a successful landing we taxied to the ramp, and deplaned. Upon inspection, we found about two or three inches of ice everywhere, and there were icicles hanging straight down from the wing! There was so much ice that the mechanics beat it off with broomsticks, believe it or not! Don will attest to that fact, as I just checked with him concerning said flight. After deicing, we completed the remainder of our pattern. Just a normal trip! Naturally, since the Martin was my first T.W.A. airplane, it holds a special place in my memory, as some of the other planes do for others, and I remember many, many flights with you, and others, but none quite as well as the forgoing one. There isn't very much more to tell you, except that Deane and I are fine and enjoying good health. We've been in the Atlanta area now for six years, and enjoy it and the people very much. I really don't miss the flying as much as I thought I would, just the people. I haven't driven an airplane since I hung it up almost six years ago. Seems long ago and far away. I hope that you and Betty are doing O.K. now after your trials and tribulations of the past. If you ever get in this vicinity give us a call and come and see us- we'd love to have you. I'll even come and get you at the airyard!

Deane and Bob Parker P.S. There were rumors around Newark at one time that there was a Connie flight that left HAR enroute to PIT That the First Officer was in the left seat, the Flight Engineer was in the right seat and the Captain was in the engineer's seat and the flight was flown by the Engineer but, of course, you probably never heard about it. I just put it down as a nasty rumor and promptly dismissed it - you probably will also.

Doctor: "I'm sorry to have to tell you this but your wife's mind is completely gone." Husband: "I'm not surprised. She's been giving me a piece of it every day for the last forty years." Some college football players stay in school longer than others. Seems they can run and kick but they can't pass.

ICD 50TH ANNIVERSARY REUNION If there is sufficient interest, a 50th Inter Continental Division reunion is tentatively planned to precede the 1992 Annual Seniors' Club meeting in Orlando, Florida. ICD May new per

would meet May 16-17, 1992 followed by the Seniors' meeting 18-19-20. Both meetings are planned to be held at the Clarion Plaza Hotel in Orlando. The room rate is $65.00 night.

So enough rooms can be made available, George Friedrich, who is heading the ICD reunion, needs to know those who are interested in attending what could be the last ICD get-together. George says "There will be a few expenses so if you'd care to send a check for five or ten, we might even have some liquid refreshments in the hospitality room." Pass the word. Send your plan-to-attend notice and financial contribution to: George Friedrich 473 Jeanette Drive Ormand Beach, FL 32174

SNAFU速 by Bruce Beattie

Re the above and the following page Dean Phillips says, "Enclosed are two items I hope you can publish in the MAY issue of TARPA TOPICS. Hope you and Betty are well. Both Bobbe and I are "hanging together" - I guess that's better than hanging separately! Lyle Spencer and I plan to go to Colorado April 16th to audit the TARPA books. Joe had had to do a lot of work to bring the records up to his standard. I continue to enjoy the TOPICS and thank you and Betty for carrying on and doing such a good job." Sincerely, Dean

"This isn't my idea of heaven. I'm terrified of flying!"

"I broke my husband of biting his nails." "How?" " I hid his teeth." GOLD CLICHE Hanging Lie: A ball resting on a downhill slope. Anyone who claims to have shot under 30 on the back nine at Pebble Beach is telling a lie for which he should be hanged. 67

ICD VETERAN STATUS COMMITTEE REPORT February 25, 1991, Russ Derickson as TARPA President, after consultation with the TARPA Board, formed a committee to process a group application for veteran status to the Secretary of the Air Force and the Department of Defense Civilian / Military Service Board on behalf of those living flight crew members and ground support employees who served overseas on TWA's ICD operation during World War II. In view of the recent changes to Public Law 95-202 and the approval of several civilian groups for veteran status recognition, including the Oceangoing Merchant Marine of World War II, the Womens Air Force Service Pilots and the latest approval on October 5, 1990 of the group known as "U.S. Civilian Flight Crew And Aviation Ground Support Employees of American Airlines Who Served Oversees As A Result Of American Airlines Contract With The Air Transport Command During The Period December 14, 1941 Through August 14, 1945." The committee believes the ICD group meets the revised criteria as listed in the PL 95-202 directives and that the groups' wartime services were "equivalent to active military duty" in the same manner as approved for the American Airlines group. Willis (Bill) Townsend was already working on the documentation to support the application when he was joined by Ed Betts and Dean Phillips. The committee believes we should proceed as rapidly as possible to complete and submit the group application. Please note, ONLY GROUP applications will be considered so don't go off on your own. If our group application is approved, which could take several months especially if the Review Board requests additional documentation, you can then process your individual application. Following are the requirements for the American Airlines group. "To receive recognition, each applicant must establish they: 1. Were employed by American Airlines as flight crew personnel (pilot, copilot, navi ga to r, flight engineer, radio operator) or 2. Were employed by American Airlines as aviation ground support personnel :(aircraft mechanic, station manager, dispatcher) and 3. Served outside the continental United States in direct support of Air Transport Command-directed flight operations during the period December 14, 1941 through August 14, 1945. Qualifying periods of time are computed from the date of departure from the continental United States to the date of return to the continental United States."

This committee is not funded by TARPA so the former ICD members who wish to support this effort may do so by sending a donation to: Dean L. Phillips 7218 Onda Circle Tucson, AZ 85715 If there are funds left over, we will either use them to help defray the costs of organizing a 50th anniversary reunion of ICD or to the American Airlines group who has paved the way at considerable legal and research expense. What would veteran status mean to those who may qualify? Probably not too much. It would be an honorable discharge as a veteran and would be recognition for the service you performed. It would be for living persons only who have not already received benefits from the Federal Government for the service in question. Benefits would not be retroactive, except that applicants may be awarded any campaign or service medals warranted by such person's service. Again, if approved, benefit information will be available through the Veterans Administration. The committee expresses its thanks and appreciation for the help, consultations and support of the following : Merrill Adams who spearheaded the American Airlines group application and has made this information available to our committee, Ed Betts for his storehouse of historical information, TARPA officers Derickson, McCombs and Humbles, Cliff Sparrow, Earl Korf, Bob Stevens, Joe Carr, Larry Trimble, Jack Koughan, George Friedrich, Al Brick, "Goldie" Goldthrope, Charlie Strickler, Charles McKenny, Jr., and "Ole" Olson. There are undoubtedly others we have forgotten to mention. If the memory fails, the appreciation is still there. If you have official documentation or records of the TWAICD operation, send a copy to Willis (Bill) Townsend, 1524 Ingram Drive, Sun City Center, FL 33573. We understand TWA destroyed the ICD records. We will make every effort to keep you posted.

An elderly couple had a busy day receiving well-wishers on their 60th wedding anniversary. The wife complained to her husband, "What did you say? You know I can't hear without my hearing aid." I'm proud of you," the man shouted. "That's all right," she answered, "I'm tired of you too." A little girl came home from her first day of school and her father asked, "Well, honey, what did you learn today?" "Nothing much," the little girl replied. "I've got to go back tomorrow."

STAN JACQUES JUMP-STARTS A DC-3 by Goldy Goldthorpe As a ground radio operator in Hgr. 6, LGA in the early '40s, I worked closely with a group of dispatchers, known as Flight Supts. in those days. They included J. T. Tomlinson, "Tommy" the Dispatcher, not D. W. Tomlinson the famous pilot. Tommy was a real professional ... the "Parky" of the east coast. He was calm, cool, collected and kept pre-typed message covering any possible situation at his elbow ready for instant transmission. Then there was Charlie Cain, one of the most dependable and conscientious of the group. Often, when bad weather threatened the New York area, he would ground flights at Camden and put the passengers on the Pennsy for the final leg. Fifty years Later Avianca could have used his expertise. But my favorite was a flying Flight Supt., the dapper, good natured, Captain Stanley Jacques who alternated between flying the Line and holding down the dispatcher's desk. Stan, a veteran pilot, was an excellent dispatcher as well whose decisions were based on vast flight experience as well as operational know how. Unlike Tommy, Stan seldom bothered to file copys of messages and many times we emptied waste baskets to retrieve paper evidence of his correct directives should "Pat" Gallup, the Boss, demand proof next day. Well, the new PIT-LGA Long-line 'bumped' me and I wound up back at CGO where I temporarily Lost track of Tommy and Charlie but not of Stan. He usually bid a LGA-CGO flight that was almost but not quite a non-stopper. You see it landed at South Bend, Indiana ... why, I don't know. So when Stan changed over from Eastern to Central radio frequency and I heard his cheerful voice greeting me by name, it just made my day. One evening while on the ground at South Bend, Stan called on the radio with a problem. It seemed that his Left engine's starter had conked out. The Chicago dispatcher, I think it was Harley Dolan, called the maintenance foreman up to the radio room. He advised Stan to get a step ladder and a long piece of rope then tie the rope to a propeller tip and have someone crank it. Stan, a veteran of many prop starts said, tongue-in-cheek: "Should we pull it through first?" "No! No! JUMP on it!" Some time later Stan came back on the radio. From the background noise it was evident that (1) the cockpit window was open and (2) the engine was running fine. "OK, Chicago! We got her going. Make it: OUT zero five; OFF zero six and gimme a clearance to land!" The flight terminated at the Little Chicago Municipal passenger terminal on Cicero Ave. and Stan soon appeared at the flight operations office on the second floor of the rickety old hangar just off 63rd St. He shook hands all around thanking us for helping him get started again. Then, as usual, he disappeared into the cloak room where he exchanged his uniform jacket for a 'civilian' suit coat almost but not quite matching the color of his pants. Then he carefully placed his spotless, white Captain's cap on the top shelf and donned his off duty hat. Pausing at the door he flicked the brim of his fedora in a snappy salute then clattered down the shaky, metal stairway to 63rd St. where a time was waiting to whisk him to the old Hyde Park and, possibly, whatever late evening pleasures that venerable south aide hotel might have to offer.

THE WORLD ACCORDING TO STUDENT BLOOPERS Richard Lederer St. Paul's School One of the fringe benefits of being an English or History teacher is receiving the occasional jewel of a student blooper in an essay. I have pasted together the following "history" of the world from certifiably genuine student bloopers collected by teachers throughout the United States , from eighth grade through college level. Read carefully, and you will learn a lot. The inhabitants of ancient Egypt were called mummies. They lived in the Sarah Dessert and traveled by Camelot. The climate of the Sarah is such that the inhabitants have to live elsewhere, so certain areas of the dessert are cultivated by irritation. The Egyptians built the Pyramids in the shape of a huge triangular cube. The Pyramids are a range of mountains between France and Spain. The Bible is full of interesting caricatures. In the first book of the Bible, Guinesses, Adam and Eve were created from an apple tree. One of their children, Cain, once asked, "Am I my brother's son?" God asked Abraham to sacrifice Isaac on Mount Montezuma. Jacob, son of Isaac, stole his brother's birth mark. Jacob was a patriarch who brought up his twelve sons to be patriarchs, but they did not take to it. One of Jacob's sons, Joseph, gave refuse to the Israelites. Pharaoh forced the Hebrew slaves to make bread without straw. Moses led them to the Red Sea, where they made unleavened bread, which is bread made without any ingredients. Afterwards, Moses went up on Mount Cyanide to get the ten commandments. David was a Hebrew king skilled at playing the liar. He fought with the Philatelists, a race of people who lived in Biblical times. Solomon one of David's sons, had 500 wives and 500 porcupines. Without the Greeks we wouldn't have history. The Greeks invented three kinds of columns--Corinthian, Doric and Ironic. They also had myths. A myth is a female moth. One myth says that the mother of Achilles dipped him in the River Stynx until he became intollerable. Achilles appears in in The Iliad, by Homer. Homer also wrote The Oddity, which Penelope was the last hardship that Ulysses endured on his journey. Actually, Homer was not written by Homer but by another man of that name. Socrates was a famous Greek teacher who went around giving people advice. They killed him. Socrates died from an overdose of wedlock. In the Olympic Games, Greeks ran races, jumped, hurled the biscuits, and threw the Java. The reward to the victor

was a coral wreath. The government of Athens was democratic because people took the law into their own hands. There were no wars in Greece, as the mountains were so high that they couldn't climb over to see what their neighbors were doing. When they fought with the Persians, the Greeks were outnumbered because the Persians had more men. Eventually, the Ramons conquered the Geeks. History calls people Romans because they never stayed in one place for very long. At Roman banquets, the guests wore garlics in their hair. Julius Caesar extinguished himself on the battlefields of Gaul. The Ides of March murdered him because they thought he was going to be made king. Nero was a cruel tyranny who would torture his poor subjects by playing the fiddle to them. Then came the Middle Ages. King Alfred conquered the Dames. King Arthur lived in the Age of Shivery. King Harold mustarded his troops before the Batle of Hastings. Joan of Arc was cannonized by Bernard Shaw, and victims of the Black Death grew boobs on their necks. Finally, Magna Carta provided that no free man should be hanged twice for the same offense. In midevil times most of the people were allitrate. The greatest writer of the time was Chaucer, who wrote many poems and verses and also wrote literature. Another tale tells of William Tell, who shot an arrow through an apple while standing on his son's head. The Renaissance was an age in which more individuals felt the value of their human being. Martin Luther was nailed to the church door at Wittenberg for selling papal indulgences. He died a horrible death, being excommunicated by a bull. It was the painter Donatello's interest in the female nude that made him the father of the Renaissance. It was an age of great inventions and discoveries. Gutenberg invented the Bible. Sir Walter Raleigh is a historical figure because he invented cigarettes. Another important invention was the circulation of blood. Sir Francis Drake circumcised the world with a 100-foot clipper. The government of England was a limited mockery. Henry VIII found walking difficult because he had an abbess on his knee. Queen Elizabeh was the "Virgin Queen." As a queen she was a success. When Elizabeth exposed herself before her troops, they all shouted "hurrah." Then her navy went out and defeated the Spanish Armadillo. The greatest writer of the Renaissance was William Shakespear. Shakespear never made much money and is famous only because of his plays. He lived at Windsor with his merry wives, writing tragedies, comedies and errors. In one of Shakesper's famous plays, Hamlet rations out his situation by relieving himself i n a l o n g s o l i l o g u y . In another, Lady

Macbeth tries to convince Macbeth to kill the King by attacking his manhood. Romeo and Juliet are an example of a heroic couplet. Writing at the s a m e t i m e a s Shakespear was Miguel Cerevantes. He wrote Donkey late. During the Renaissance America began. Christopher Columbus was a great navigator who discovered America while cursing about the Atlantic. His shops were called the Nina, the Pinta, and the Santa Fe. Later, the Pilgrims crossed the Ocean, and this was known as Pilgrims Progress. When they landed at Plymouth Rock, they were greeted by the indians, who came down the hill rolling their war hoops before them. The Indian squabs carried porpoises on their back. Many of the Indian heroes were killed, along with their cabooses, which proved very fatal to them. The winter of 1620 was a hard one for the settlers. Many people died and many babies were born. Captain John Smith was responsible for all this. One of the causes of the Revolutionary Wars was the English put tacks in their tea. Also, the colonists would send their parcels through the post without stamps. During the War, the Red Coats and Paul Revere was throwing balls over stone walls. The dogs wee barking and the peacocks crowing. Finally, the colonists won the War and no longer had to pay for taxis. Delegates from the original thirteen states formed the Contented Congress. Thomas Jeferson, a Virgin, and Benjamin Franklin were two singers of the Declaration of Independence. Franklin had gone to Boston carrying all his cloothes in his pocket and a loaf of bread under each arm. He invented electricity by rubbing cats backwards and declared, "A horse divided against itself cannot stand." Franklin died in 1790 and is still dead. George Washington married Martha Curtis and in due time became he Father of Our Country. Then the Constitution of the United States was adopted to secure domestic hostility. Under the Constitution the people enjoyed the right to keep bare arms. Abraham Lincoln became America's greatest Precedent. Lincoln's mother died in infancy, and he was born in a log cabin which he built with his own hands. When Lincoln was President, he wore only a tall silk hat. He said, "In onion there is strength." Abraham Lincoln wrote the Gettysburg Address while traveling from Washington to Gettysburg on the back of an envolope. He also freed the slaves by signing the Emasculation Proclamation, and the Fourteenth Amendment gave the ex-Negroes citizenship. But the Clue Clux Clan would torcher and lynch the ex-Negroes and other innocent victims. It claimed it represented law and odor. On the night of April 14, 1865, Lincoln went to the theater and got shot in his seat by one of the actors in a moving picture

show. They believed assinator was John Wilkes Booth, a supposingly insane actor. This ruined Booth's career. Meanwhile in Europe, the enlightenment was a reasonable time. Voitare invented electricity and also wrote a book called Candy. Gravity was invented by Isaac Walton. It is chiefly noticeable in the Autumn when the apples are falling o f f the trees. Bach was the most famous composer in the world, and so was Handel. Handel was half German, half Italian, and half English. He was very large. Bach died from 1750 to the present. Beethoven wrote music even though he was deaf. He was so deaf he wrote loud music. He took long walks in the forest even when everyone was calling for him. Beethoven expired in 1827 and later died for this. France was in a very serious state. The French Revolution was accomplished before it happeded. The Marseillaise was the theme song of the French Revolution, and it catapulted into Napoleon. During the Napoleonicc Wars, the crowned heads of Europe were trembling in their shoes. Then the Spanish gorillas came down from the hills and nipped at Napoleon's flanks. Napoleon became ill with bladder problems and was very tense and unrestrained. He wanted an heir to inherit his power, but since Josephine was a baroness, she couldn't bear children. The sun never set on the British Empire because the British Empire is in the East and the sun sets in the West. Queen Victoria was the longest queen. She sat on a thorn f o r 6 3 y e a r s . Her reclining years and finally the end of her life were exemplatory of a great personality. Her death was the final event which ended her reign. The nineteenth century was a time of many great inventions and thoughts. The invention of the steamboat caused a network of rivers to spring up. Cyrus McCormick invented the McCormick raper, which did the work of a hundred men. Samuel Morse invented a code of telepathy. Louis Pasteur discovered a cue for rabbis. Charles Darwin was a naturalist who wrote The Organ of the Species. Madman Curie discovered radium. And Karl Marx became one of the Marx brothers. The First World War, caused by the assignation of the Arch-Duck by a surf, ushered in a new error in the anals of human history. ---------------- ------NATO-BULLETIN-OTAN 246/88/02 30 Annee, Volume 30, pages 14 & 15 [Sent in by Jack Robertson who got if from his former English teacher.]

11221 N. 55th Street Scottsdale, Arizona 85254

November 27, 1990 Civil Air Patrol - Purpose and Function Where the U.S. government and the military are involved, the Civil Air Patrol may be the U.S. taxpayers biggest bargain ever. Although the C.A.P. has many purposes and functions, e.g., border patrol flights supporting the Drug Enforcement Agency and U.S. Customs, disaster relief flights and its Cadet Program which introduces interested youngsters to aviation, civic responsibilities and military procedures, perhaps the primary purpose is to support the U.S. Air Force in search and rescue missions. Search and rescue comes into play whenever there is reason to believe there has been an aircraft crash or mishap, and the aircraft and its occupants are missing. In such case, C.A.P.'s role is akin to that of the Coast Guard, but at tremendous savings to our government because all C.A.P. participants are volunteers who receive no compensation whatsoever, not even expenses. All C.A.P. members must complete several courses and assignments before becoming eligible to participate. Mission approved pilots must satisfactorily complete the C.A.P.'s annual flight check and grid search check flight in addition to the F.A.A. required bi-annual flight check. These pilots pay for all their flying time to maintain proficiency, and even pay for the flight time incurred during each of the C.A.P. and F.A.A. required check flights. The Air Force does pay for the flight time whenever there is an Air Force approved support duty requirement, such as a search and rescue mission resulting from a missing aircraft and occupants. What occurred during the week of November 19, 1990 and the involvement of Squadron 314, based at Scottsdale, Arizona, is an excellent indication of the kind of support and dedication that C.A.P. is all about. The day before Thanksgiving, November 21st, I received a call from Squadron 314's commander, Captain Linda Allhusen, and was asked if I were available for search and rescue flying on November 23rd, the day after Thanksgiving. Our squadron commander, Captain Linda Allhusen, and operations officers, Captain Bob Breakiron, had volunteered to be the pilots on Thanksgiving day. Both of them no doubt knew that other pilots, with turkey in the oven and friends coming for dinner, might be less than enthusiastic over leaving their homes before daybreak on Thanksgiving morning and returning home after dark. Captain Alihusen's dedication is all the more apparent when one learns that she is also a full time employee and the mother of four children, ages six to fifteen.

I accepted the flight assignment for November 23rd, along with Major Bill Tobey, the squadron's check pilot. Major Tobey not only flies search and rescue sorties and other support activities, but also donates his time conducting the F.A.A. and C.A.P. required proficiency check flights. We were joined by 1st Lt. Sharon Weber, who was to participate on her first such flight after becoming a qualified observer/scanner. We were advised that a V-Tail Beechcraft Bonanza, piloted by hotel executive William Crimson with a passenger identified as Lavonne DeSchepper, had departed Grand Junction, Colorado for Thermal, California on Monday afternoon or evening, November 19th. It was determined that the aircraft's last known position, based upon Air Traffic Control's radar, was a few miles west of Seligman, Arizona and had been proceeding VFR (Visual Flight Rules) on a west/southwesterly course. There was frontal weather in the area, strong winds and heavy turbulence. And the area just ahead of the aircraft's last known position is extremely rugged with terrain rising rapidly from just over 5,000 feet to almost 8,000 feet. When the aircraft failed to reach Thermal, the F.A.A. notified the C.A.P. which in turn notified the U.S. Air Force. A decision was then made to set up mission headquarters and assign sorties the next morning, Tuesday, November 20th. In Arizona alone, there was to be fourteen different C.A.P. aircraft flying sorties. Other C.A.P. aircraft from California squadrons also participated. Major Tobey, a retired Air Force F-4 pilot and myself, a retired T.W.A. Boeing 747 captain, were told to report to mission headquarters at Deer Valley Airport at 0700 on Friday morning, November 23rd. The squadron's aircraft is based at Scottsdale so Major Tobey and I met at the aircraft just after 0600. We pre-flighted the plane using automobile headlights and flashlights as it was still dark. After a short flight to Deer Valley we checked ourselves in, checked in the aircraft and then received our assignment, briefing and sortie number. Our first assignment was to search grid 123 which is just west of Bagdad, AZ. A grid, for search purposes, is a square with each side being 15 nautical miles in length and north/south and east/west in direction. Search flight is done at reduced speed, usually 100 knots, averaging about 500 feet above ground level. The low altitude and slow speed enhance the likelihood of sighting a downed or crashed aircraft. The observer/ scanner sits in the rear left seat, directly behind the pilot-in-command. That way the co-pilot in the front right seat can scan the starboard side of the aircraft while the rear seat occupant scans the port side, leaving the pilot free for flight and navigational duties. After filing our C.A.P. flight plan, we departed Deer Valley for grid 123 and spent almost two hours in that grid with no results, so we left the grid and proceeded to Kingman to re-fuel and to check in with mission headquarters. We were then assigned the eastern half of grid 93, or grid B/D. We were told that this grid should be searched very carefully as it was the most highly suspect of them all

since it lay directly ahead of, and in the presumed desired flight path, of the missing aircraft's last known radar position. However, this grid had already been searched five times to no avail. After departing Kingman we entered the northeast corner of grid 93 b/d and Major Tobey flew a course directly south for 15 miles then made a 180 degree turn to a course due north, paralleling the southbound leg and about one mile west of it. After reaching the northern boundary, Tobey made a 180 degree turn to a south course and had been flying on that heading for approximately 1Â˝ to 2 minutes when I saw what looked like a reflection near the top of a mountain ridge. It was in the two o'clock position, about 45 degrees to our right, and perhaps 3/4 to a mile away. What I saw was different from the surrounding rugged terrain, white in color but didn't look like a rock, and at that time of the day, around 1315 (early afternoon), the sun was low toward the horizon to the south and was shining on something that warranted closer inspection. I said, "Bill, there's something rather interesting at two o'clock near the top of that ridge just ahead of us on our right; let's take a closer look." Tobey turned the aircraft to the right, almost straight west, and we proceeded to fly toward the sighting. As we neared the sighting we could see that the terrain dropped off sharply just north and we were able to fly past the sighting at its elevation and perhaps 100' to the right of it. After a couple of circles at very low altitude all three of us agreed that it was a crashed aircraft. In fact, both Tobey and I thought we could make out one half of the Bonanza's Vtail, still intact. However, nothing else seemed to be intact and the earth was blackened in the area, no doubt from fire following the crash. The site was not more than ten or twenty feet below the crest of the ridge. We climbed to an altitude high enough to reach mission control on our FM radio and advised we had "sunshine" the code word for a crash sighting on this particular occasion. We were asked many questions but were unable to furnish much more than it surely looked like an aircraft crash. We were not able to discern any "N" number and the only two colors noted were the white V-tail and what looked like parts of a white fuselage. There was a small amount of teal green trim discernible and a large piece of green teal lying about 50 feet ahead of the crash site, i.e., to the west of it and beyond the crest of the ridge. We had been told the aircraft missing was blue and white. Mission control told us to remain in the area and that the DPS (Department of Public Safety) would be notified. A few minutes later we were advised that a DPS helicopter was being dispatched from Phoenix to our area and would arrive in about an hour and a half. We had already informed mission control of the latitude and longitude of the crash site. The position was 133 degrees, 47 minutes west longitude and 34 degrees, 59 minutes north. Since mission control knew what grid we were searching, we gave them only 47 minutes west and 59 minutes north.

Mission control would know immediately the numbers in degrees, but by so reporting others monitoring our frequency would not know and would be unable to plot a course to the crash site. The last thing needed by the C.A.P., and especially the DPS rescue crew, is a bunch of pilot curiosity seekers circling the area, or Channel 3's news chopper or anyone else's news chopper looking for a juicy item for the evening TV news. Having a full hour and a half wait for the DPS helicopter and being only ten minutes flying time from Kingman, we proceeded to Kingman, topped off our fuel tanks giving us a full five hours range, and returned to the site. After establishing contact with the DPS helicopter on a pre-determined frequency, we decided the best way to rendezvous was to use the intersection of Interstate 40 and highway 93 for a reference point. Having done that we made visual contact just a few miles south of that intersection and the DPS helicopter followed us to the crash site, having no difficulty finding it when we flew directly over it. That's when the DPS' helicopter crew encountered their challenge. The crash site was at an estimated 4,600 feet and just below the crest of a ridge that appeared just wide enough on top for a foot path. There was one very small open area about a hundred yards from the crash site but even it had boulders and bushes all around it. Other than that one area we couldn't see any place suitable for a helicopter landing within miles. While we circled overhead, the helicopter pilot would descend to ten feet or so of that only possible landing site only to lift off and go looking for some other place. The wind currents on top of the mountain, I'm sure, weren't helpful. It was getting late in the afternoon and the DPS crew knew, as we did, that there was no other landing site anywhere near close enough for them to reach the crash site before darkness. Finally, after thirty or forty minutes of one aborted landing after another, the DPS helicopter landed successfully. To say that the DPS crew, and the pilot flying the helicopter, earned their salary that Friday would be a gross understatement. And their duties that followed would be anything but fun. Remember, the crash took place on Monday and this was Friday. The skill and professionalism of that particular DPS crew, all three of us agreed, were highly commendable. We watched the three crew members leave their helicopter and hike down the ridge to the crash site. A few minutes later, one of them returned to the chopper and used its radio to brief us. We were told that they could confirm an aircraft crash and that it was a recent one. They could not determine the "N" number of the aircraft and upon initial inspection found no bodies. Later, after more careful inspection it was determined that a man and a woman had been on board and had not survived. We were given some information from scattered maintenance records, including dates and places, and this was relayed to mission control. Shortly after this, mission control told us to return to base, advised confirmation

and mission completed. Before leaving the area we wanted to be certain that the DPS crew at the site was in agreement with this and asked mission control to check it out with the DPS. A few minutes later we were again told to return to base and that the DPS and its crew were in agreement. Upon arrival at Deer Valley mission headquarters just about sunset, we filled out the necessary forms, answered the questions in de-briefing and then flew our Squadron's aircraft back to Scottsdale Airport. Perhaps some of the information herein might be of interest to our elected representatives when they address the budget deficit and compare the Air Force's meager C.A.P. budget, and the benefits from its volunteer participants, with the cost of some similar and other activities paid for by our tax dollars, e.g., the Merchant Marine Academy, Coast Guard Academy and even the Coast Guard itself. To reiterate, I'd suggest cost and benefits comparisons. Jack N. Robertson Captain, Civil Air Patrol (602) 951-1669

Seated, left to right; PEGGY AND NED CHRISMAN, PHYLLIS AND JACK ROBERTSON, ELLIE & DON AMMANN These friends date back to the 1950's and the Ypsilanti, Michigan TWA domicile ear. Photo by Bill Dixon

ROY DAVIS OF CHICAGO AND "AIRPORT MOVIE" FAME CAUGHT BY BILL DIXON AT THE TWA SENIORS CLUB "DAY AT THE RACES" IN PHOENIX, FEBRUARY 6, 1991. BILLS SAYS ROY IS ONE OF A KIND!

RETIRED CAPTAIN BUSCH VOIGTS ONE OF THE PIONEERS

JOE TUNDER & LYLE HUNTLEY RETIRED FLIGHT ENGINEERS

RANTINGS AND RAVINGS by Gordon Hargis Since most of the other budding Topics authors start out with a more conservative title, I decided to begin with something a little more eyecatching. Further, it will help substantiate my claim that Topics is really a Time Machine! It seems to take forever to get through an issue because nearly every name or event mentioned therein triggers the drifting of my mind back to an associated happening. A few such items, although in no particular order, came to memory during my reading of the February 1991 issue. To wit... In the continuing saga of the Fordson tractor, Mike Larkin's invitation to drive the Plattsburg, MO, model would have to include a proviso that it be cranked by someone else. I can still recall from sixty years ago seeing the occasional area farmer with a splinted thumb in town on Saturday. Invariably, the cause was cranking the Fordson or his Model "T" truck with his hand firmly wrapped around the crank handle, rather than just only cupping it in his palm. Also, the Fordson was not too easy to shift gears. At the age of ten I had to stand up while holding the steering wheel to get enough leverage to push the big old clutch pedal far enough down to change gears. To me though, the most about driving it was bouncing up and down in the "contoured pan" metal seat, which was supported by a springy steel tongue bolted to the frame. Incidentally, the broken thumbs mentioned above were caused by the notorious trait of the engine to "kick back" during cranking due to the pre-start setting of the spark lever. Arch Naletko... Arch loved chicory laden coffee. He, knowing me to be a Louisiana visitor, invariably laid on me the task of bringing him back from home a two pound can of French Opera House coffee with chicory. If he was lucky, I got to fly home again in one of the Fairfax Field AT-6's before he used it up and bring him some more. Arch loved to tell of his hunting trips with Ralph Pusey. It seems they always wound up sleeping together in a motel double bed and according to Arch, "I kept rolling down a hill the whole tam' night"! Then--"that tam' Pusey- he don't look like no airline pilot"! Another favorite story about Arch recounted Virge Elliot's first visit to Arch's new Kansas City residence. When gun-lover Arch proudly laid his new .454 cal. elephant gun in Virge's lap for inspection, after looking it over, Virge looked up and said "oh, are you bothered by many elephants around here"? John Vovolka... the picture of his Cessna reminds me that we were on a L-1011 layover at IAD together when he bought it in, I believe, the first or second week of April, 1978. As soon as we got to the Shoreham(?) Hotel he called the seller and this fellow picked us up after work. He drove us to some small airport to look the bird over. After inspecting it, John suggested a short trip around the field to the guy. He agreed and asked me to come along. I looked up at the clouds, and noticing the ceiling to be about 300' politely declined, thinking, no doubt of the possibility of a "home office" Fed being on the scene and demanding my flying ticket for even being in the airplane when it landed. Needless to say, nothing of the sort happened, and after about ten minutes airborne they landed and we all proceeded to the man's home where, over a b--r they closed the deal. A couple of weeks later John flew it home to Columbia, MO.

more of rant/rave... A little more about Howard Hall... in 1947/48 it seemed to us probationary co-pilots that Howard delighted in "picking on" us for every minor flaw of character or flying ability revealed in various Captains' fitness report writeups. This resulted in his constantly firing off those little yellow memo notes into our mailboxes saying "please come in and see me". When we reluctantly crept all atremble into his majestic (to us) presence, his opening line was nearly always "You're fired, now see if you can talk me out of it!" Dick Kleiner outfoxed him one time though. He walked in and said "Captain Hall, I resign!" Then it took Howard ten minutes to change Dick's mind. Once when Paul Rathert used the "My clock didn't go off excuse" for reporting a few minutes late for a trip , Howard told him "Get two clocks-- and set them in a big dishpan!" As I recall, my last invitation to his office during probation was about six weeks before my year was over. He whipped out my line check form, written by Cec Morris and said "You're really fired this time. Listen to this." Whereupon he proceeded to read from the first page "this man did not know the route, let down procedures or the airports, (then flipping the page) however I discussed this with him on the layover and found out this was his first trip East. He did a fine job coming back, including let-downs to minimums at Indianapolis and Terre Haute..." Howard's voice trailed off and he looked up at me over his glasses. "Well, never mind," he said. "Go on and take your trip." A few weeks later I was on a Detroit flight where the inbound crew overlapped the outbound crew for an hour or so at the hotel. As I trailed my Captain into the room I saw Jack Frier lying on one of the beds reading a newspaper. Jack looked at me in great surprise and said "What the hell are you doing here? I was on your probation board last week and we fired your a--!" I instantly recalled my visit to Howard and my bag and nav kit fell to the floor from my nerveless hands with a thump. My Captain, Bob Monckton, and Jack looked at (I suppose) my ashen face and both burst into roaring laughter and the other copilot joined in. After they calmed me down, Jack revealed the truth, that I had passed the board, but not to tell anyone that he had told me prior to the end of my year (a couple of weeks later). A footnote to that first trip East-- Cecil made the approach to the now-old Harrisburg Airport (HX). We were carrying a little ice, especially on the windshield, which we had picked up on descent between New Kingston fan marker and the range station. When we hit the cone, he hollered "Full flaps" and closed the the throttles since it was necessary to dive about 1500' in 1.1 miles for straight-in. We sailed out of the bottom of the overcast into a snow covered world and I looked for an airport through the icy windshield. I suppose he was having the same trouble, because the engines began to roar and he leaned the -3 into a tight left bank while unscrewing the fasteners for the little sliding part of the windshield. I looked out of his side window and could see the left wingtip pointing directly at a big checkerboarded tank about 300' tall but a little below the ship. Suddenly he leveled the wings and dropped the nose and then we landed. When we stopped I could see some long low yellow painted buildings out my side window (the Army warehouses) but I still couldn't find a runway. All in a day's work, I figured! John Collings... who could forget the sight of him napping in a passenger seat with those big hands lying peacefully on that little p i l l o w on his chest? I was never sure John actually opened his mouth w h e n h e w a s t a l k i n g but he certainly had no trouble making his people understand him.

still more r/r'ing from Hargis Mr. Collings (as we addressed him) was deadheading with us one day in a Connie to LAX. I was the copilot and h e w a s i n t h e Cockpit talking to the Captain. As we passed over the Needles range station he mentioned landing one time in a Ford Tri-motor at Goffs S t a t i o n . B e i n g c u r i o u s , I asked him where Goffs was. He stabbed a finger at my folded map and said "Right there, just ahead of us." I looked, turned the map over, looked again and still couldn't find it. He grabbed my map, unfolded it and said "Right there." Sure enough, Goffs Sta was printed exactly on the horizontal crease. I would never have found it without his help. "Red Bob" Holman... seeing his name always sends me back to about 1972 and I remember the day I rode with him on a cargo flight out of MKC. The weather was terrible that day and trips were cancelling right and left. I was trying to commute to JFK for a cargo flight the following morning and it appeared my chances of getting there were going downhill rapidly. Then one of the agents in the ramp office quietly suggested that I go up to the cargo ramp and try to get o n a cargo flight that was leaving for ORD and JFK shortly. There I found "Big Clancy" Greene and asked him if I could bum a ride. He replied "Sure, the more the merrier," and I ran up the front steps. I walked into the galley area, looked around, and counted SEVEN more hitch-hikers. They were occupying the two ACM seats, the twohostess fold-down seats and the triple coach seat. That left me as the sole "strap-hanger." Bob and a fellow scheduler were trying to get back to LAX following a schedule meeting at the home office. Off we went to ORD, and while the cargo was being shuffled the agent asked Clancy if he wanted any meals. Clancy hollered "yeah, gimme eleven steaks." The agent hollered up "Wha-a-a-t," and Clancy replied" Don't be nosy, just bring 'em." The agent did, and off we went to JFK. Since I was the standee, I was elected "galley hostess" and I did the cooking and serving. After lunch was over, I was unanimously acclaimed cook of the year and it was suggested that perhaps I had finally found my true station in l i f e . Stan Chichester... as I recall Stan never took a single day of sick leave during his entire TWA pilot career. Mines Field, now LAX ... I remember landing there in September,1944 in a C-46A from Reno AAB. It was out in the country and a beautiful corn crop was growing right up to the runway. Babies in the cockpit... I was cruising along one day in 1962 in a 749 when a hostess came into the cockpit carrying a fine looking boy about age two. She said 'Isn't he precious, wave to the Captain", whereupon he said " G o o " and reached up and turned off the number three ignition switch. I said several things and she left in a hurry. We restarted the engine -- very carefully. The three passengers sitting in the front compartment saw the whole thing and thought it was really funny, fortunately. I've wondered if this ever happened to any one else. I seem to recall someone saying a child had reached out and manually opened an outflow valve on some jet flight. To be continued, maybe... Since we are all average in intelligence, why isn't the average higher? Losing 20 pounds without anyone noticing is even worse than having your Florida suntan ignored. 83

CUSHING FIELD, LTD. - NEWARK, IL FIELD # 815-695-9696 329 E. 6TH STREET HINSDALE, IL 60521 OFF. #708-325-2810

CHARLES W. CUSHING President

February 14, 1991

Mr. Joseph S. McCombs 6977 S. Everest Lane Evergreen, Colorado 27810 Dear Joe: Thank you again for your efforts on our behalf. Enclosed please find my 1991 dues. Also enclosed are some updates since I left my thiry-eight year part time job for full time (80 hours a week) employment as a Fixed Base Operator. We have taken a closed airport, one of only 122 commercial airports in Illinois including ORD, MDW, ARR, DPA and OC8 (Cushing Field), to an activity of 9,771 hours on our nineteen aircraft plus itinerent activity. We sold 100,000 gallons of gas last year (we are cheap) to ourselves and the public. Cushing Field is located 60 miles SW of Chicago in Newark, Illinois. The farm house on our airport property is now a nine bedroom, two bath dormitory for resident students. The 2800' grass strip takes a beating because of the activity, but the Great White Father sees no value to privately owned public use airports and will not assist in pavement. Our son, Tres (CWC III), a tennis player of some note (1982 Men's Amateur Champion of US, reached 240 in the world and had direct entry to Wimbleton and US Open) moved through F/O--Captain on Metros for Air Midwest and International F/E on long range 727, 192000*, F/0 on MD 80's and presently Int'l F/0 on DC 10's for American. (One CRAF trip to Dhahran.) Our daughter Melinda Engberg, worked for Westaire in Fresno as a F/0 on Banderates. On her ATP ride with the FAA designee, who was also the VP of Training, she finished the oral and while her "stick mate" was completing a weight and balance problem, he asked her if she had applied to the majors. She said "yes". He asked if she had any final interviews. She said "Yes." He asked if she had heard from any. She said, "You can't ask me that!"

She finally did admit that at 0700 that morning she had received a class date 13 days hence from UAL. End of ATP ride. The VP did say he would protect her seniority for 30 days if things didn't work out with UAL, however. Mindy received 3 hours jump seat time, 5 hours initial operating experience (line time) and took off solo for HNL, KONA, HNL with a 59 year old Captain and 55 year old F/O (she was 26). She spent two years as a DC10 F/E Int'l to HNL, Toyko, Seoul, Bangkok, HNK, and some as a line instructor. She just completed B737-300 (glass cockpit) F/O training and is waiting for IOE line time. Kimberley manages Cushing Field, Ltd. and will obtain her MEL ATP shortly. She developed her arm muscles doing 10 hours of B707 simulator time with Jim Morgan. Ron Reynolds and Clark Billie visited Cushing Field in Clark's Bonanza last summer to look at an old C-3 Link Trainer we inherited, but it was too far gone for the STL Training Center. Thus is retirement in Hinsdale. My best.

CUSHING FAMILY MINDY, C.W. III, PATSY, BUD AND KIM

The TWA Family has been well represented in our activity: TWA Child

Ratings

Father

John Rohlfing, Jr.

Instrument Sgl Eng Comm Inst/ME Comm

Capt. John Rohlfing - JFK

Tom Hildebrand

Private (28 days)

Capt. Rick Hildebrand - ST

David Dyke

Private (30 Days)

F/E Terry Dyke - JFK

Charles Rheintgen

ME Instructor (Instructed for us last year)

Capt. Bob Rheintgen - JFK

Liza Rheintgen

Private, Instrument

Capt. Bob Rheintgen - JFK

Jackie Mandell

Instr. ME

Paul Fallucco

TWA Training Department

Instructed for Cushing Field

Capt. Sal Fallucco - STL Staff

Presently in Residence: Steve Nickerson

Private, IR Instructor SE Comm, Instr. ME Comm, CF1-A

F/E Bob Nickerson, RET

Paolo Marciante

Building hours for Instr. SE Comm., ME Instr. Comm.

Sal Marciante, Supervisor Maintenance-ROM

Idus Inglis

BFR. Instrument Competency Ck.

PESO, RET

Capt/FE PESO (Pilot Emeritus Second Officer) recommended OC8 to Sal Marciante for his son Italian students who are in residence.

Herb Riebeling and four other

We use Chuck Stone F/0, JFK as a FAA Designated Pilot Examiner whenever possible. We can do ratings in a short time because we use King Video Tapes for ground school. Students can now take FAA exams at Plato Computer Centers and receive the results immediately.

INFORMATION, SUGGESTIONS, RECOMMENDATIONS

TWA DC-9 Captain Cooper Weeks sent this in; Dear Sir - Do you know of these wings? They are heavy sterling sliver. Could you see if your members could help? Also, I will retire soon and want to join your group. Thank you. Capt. Cooper Weeks 3635 Belleview Kansas City, MO 64111 816 931 6230

For a tax deductible donation to good cause please remember our TWA RETIRED PILOTS FOUNDATION. Your check will be most welcomed sent to; Capt. Robert R. Thompson, Treasurer 807 W. Hintz Road Arlington Heights, IL 60004

TARPA shirts can be ordered from Betti Wind, P.O. Box 1309, Meshoppen, PA 18630. Prices include postage and handling which Betti does as a favor to our members. Sweat Shirts - red or white, any size $15.00 Staff Shirts - red or white, (tennis or golf) $15.00 Tee Shirts - any size, red or white $6.50

TWA tie tacs, tie bars and lapel pins are available thanks to Larry Fauci, 52 Westgate Drive, Sparta, NJ 07871. Call for quotes 201 729 2620.

REUNION PLANNED FOR USAF TRAINING CLASS 51-H We are trying to get the word out to as many class mates as possible, some of whom are bound to have would up retired from TWA. The date will be in December of 1991. The place will be San Antonio. Send every name and address you can think of to: Capt. David Gardner UAL Retired 2357 W. Viewmont Way W. Seattle, WA 98199

WHY NOT SEND YOUR TARPA CONVENTION RESERVATIONS FORMS IN RIGHT NOW?

ADDRESS CHANGES and/or CORRECTIONS

(R) BARNHILL, GARY 0. CAPT.

(R) AMUNDSON, WILLIAM N. CAPT. P.O. BOX 205, CRAY ROAD

1912 SEADRIFT DRIVE

MINTER HARBOR, ME 04693

CORONA DEL MAR, CA 92625-1844

207-963-2952

714-644-8121

(R) BEUERLEIN, EDWARD W. CAPT. (JOAN)

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

1 PATRICIA LANE

857 OAKW00D DRIVE MELBOURNE, FL 32940

SPARTA, NJ 07871-1130

(NOV - MAY)

201-729-2382

407-254-5508

(R) BROIN, Jr., WILLIAM CAPT.

(R) BRANDT, LOWELL D. CAPT. (SUZANNE)

39 BARRY AVE.

15112 HUNTINGTON GATE DRIVE

RIDGEFIELD, CT 06877

POWAY, CA 92064

203-438-4364

619-486-1823

(R) DOUGLASS, FRANCIS R. CAPT. (CHRISTINE)

(A) COLLINS, JOHN CAPT. (PATTIE JEAN) 1430 ROSE GARDEN ROAD

12433 NI HARBOUR RIDGE BLVD.

CAPE CORAL, FL 33914

PALM CITY, Fl 34990-8042

603-224-2405

(R) GATSCHET, CHARLES N. CAPT. (BARBARA)

(R) FLIGGE, DON I. CAPT. (YVONNE) P.O. BOX 3321

34000 ORISKELL LANE

INDEPENDENCE, MO 64055

WESTON, MO 64098

816-478-1901

816-386-5662

(H) GRABILL, MARGARET H. MRS. (FLETCH)

(E) GEROW, EUGENE CAPT. 125 WOODWORTH AVE.

P.O. BOX 439017

MISSOULA, MT 59801

SAN DIEGO, CA 92143

(R)

(A) GREENE, R. NATHAN CAPT. (ELLEN)

HODGES, MARVIN L. F/E

P.O. BOX 34002

201 N. JESSICA AVE, 1132

LENEXA KS 66214-6002 913-492-6283

TUCSON, AZ 85710-2141 602-296-5216

(R) HUCK, ALBERT O. CAPT. (ELIZABETH)

(S)

JOHNSTON, BROOKS CAPT. (UNA)

P.O. BOX 439017

THE BAYSHORE EAST

SAN DIEGO, CA 92143-9017

395-101 AVE. S.E.

706-613-3036

BELLEVUE, IA 98004 206-454-5462

(R) KOHRS, PERRY I. 'BILL' F/E (GEORGIA)

(R) LINGENFELSER, FRED C. CAPT. (ESTELLE)

HCR 70, BOX 7

1807 CHANDELLE COURT, IT 1

CREEDE, CO 81130

DAYTONA BEACH, FL 32124-6736 904-756-8789

(R) MANN, HOWARD T. CAPT. (OLLIE MARIE) 2160 N. BAYVIEW RD. EXT. SOUTHHOLD, NY 11971-1908 516-765-4773

(A) MARCHIONE, ANGELO CAPT. P.O. BOX 8704 88

TRENTON, NJ 08650

(H) MEHRMAN, MARY J. MRS. (JOHN M.)

(E) MIDDLEKAUFF, R. H. 'BOB' FRO (MARGE)

1667 SUNCREST STREET

20 ROLLINGWOOD OR. 189

GULF BREEZE, FL 32561

JACKSON, CA 95642

904-939-2483

(R)

(R) NORRIS, ROBERT E . CAPT. (EVELYN)

MOFFETT, MEREDITH J. CAPT. (LEE)

1807 HILTON HEAD DRIVE

ACADEMY RD , RTE 18, BOX 353

(S)

WARRENTON, VA 22186

BOULDER CITY, NV 89005

703-347-7720

702-294-2682

(NOV - APR)

(E) PETTIGREW, BRUCE CAPT. (MILDRED)

PECK, EDWARD MR. 196 SPRINGVIEW CT.

GENERAL DELIVERY

LOUISVILLE, KY 40243

KAHUKA, HI 95731-9999

502-244-3389

(A) POLK, WILLIAM M. CAPT. (GALE)

P.O. BOX 238

602 SANTA ANITA LANE KEY LARGO, FL 33037

NEW BUFFALO, MI 49117

(NOV-APR)

(R) PRINCE, CARROLL O. 'C.0' F/0 (MARIAN)

(H) RAFFANIELLO, PAT MRS. (AL)

1301 NORTH PARKLAND

377 BRIARWOOD ROAD

CLAREMORE, OK 74017

NASSAPEQUA, NY 11758-2201

918-341-1340

516-731-7398

(H) RAFFANIELLO, PAT MRS. (AL)

(NOV-JUN)

(R) RAWLINGS, BERNARD I. 'BARNEY' CAPT. (ELAINE)

9802 MARINA BLVD BOCA RATON, FL 33428-6605

(MAY-OCT)

25 VICKI LANE (OCT-MAY)

COLCHESTER, CT 06415

407-482-8681

203-537-0807

(R) RICHTER, JAMES H. CAPT. (KRIS)

(R) RUNE, HERMAN J. 'SKIP' CAPT. (MARIE)

13531 SPARREN

40741 VISTA MURRIETA DR.

SAN DIEGO, CA 92129

MURIETA, CA 92362

619-538-1075

714-677-3810

(R) RUMPH, WALTER I. F/E (THERESA)

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

4830 WINGED FOOT AVE.

BOX 570

SARASOTA, FL 34239-2989

BLAINE, WA 98230

(JUN-AUG)

604-228-0076

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

(H) SCHAEFFER, JOYCE MRS. (NORMAN E.)

2016 PINE KNOLL DR., 11 WALNUT CREEK, CA 94595-2108

P.O. BOX 50 (SEP-MAY)

MOUND CITY, MO 64470-0050

415-256-8456

(R) SHEEDY, STEPHEN L. CAPT.

(R) SHEEDY, STEPHEN L. CAPT. (SANDRA)

P.O. BOX 569

351-A HWY 17N, BOX 181

3846 KASSON OR.

SURFSIDE BEACH, SC 29575

CANADA LAKE, NY 12032 (MAY-APR) 518-835-4197

(NOV-APR)

ADDRESS CHANCES and/or CORRECTIONS

((R) SIMPKINS, ROY L. CAPT. (RITA)

(R) SMITKE, MATTHEW R. F/E (ALICE)

3614 S.E. FAIRWAY, E.

P.O. BOX 288

STUART, FL 34997

WESTERN SPRINGS, IL 60558

407-286-3487

708-655-2463

(A) SNEAD, CLARENCE STEVE CAPT. (ANNETTE)

(R) THORALSEN S.O.L.T., ALDEN J. REV.

350 WASHINGTON CT.

HQ, JUSMAGTHAI, BOX R 3217

FORT MYERS BEACH, FL 33931-3736

APO SAN FRANCISCO CA 96346-5000

813-463-8861

(R) TOLF, EDWARD M. 'BUD' CAPT. (SHIRLEY)

(A) TRUMPOLT, ROBERT H. CAPT.

7919 E. SAGE OR.

16 HILEY BROOK RD.

SCOTTSDALE, AZ 85250

(OCT-MAY)

P.O. BOX 42

602-947-7053

STOW, MA 01775 508-897-7182

(R) VAN ANDEL, JOHN H. CAPT. (LINDA)

(A) WALKER, ERIC F. CAPT. (SHIRLEY)

BOX 340, SIX MILE LAKE RD. ELLSWORTH, MI 49729

15265 WINCHESTER BLVD., 18E

(MAY-SEP)

SARATOGA, CA 95030

616-544-6027

408-354-1665

(R) WALKER, ROBERT T. F/E (MARTHA)

(R) WALLACE, ROBERT W. CAPT. (OLGA)

135 HENRY STREET

30 TOPPIN DRIVE

FEASTERVILLE, PA 19053

HILTON HEAD ISLAND, SC 29926

215-357-0976

803-837-4265

(R) YECK, KENNETH R. CAPT. (JEAN)

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

2117 VIA AGUILA

73880 SHADOW MOUNTAIN DRIVE 1103

SAN CLEMENTE, CA 92672

PALM DESERT, CA 92260-4819

714-361-3720

619-345-5857

(OCT-APR)

NEW MEMBERS and NEW SUBSCRIBERS . . . . WELCOME ABOARD

(R) BROOKSHIRE, JACK CAPT. (LINDA

(S) BERG, WARREN H. MR. (GENEVIEVE) 8200 NW OREGON DRIVE

4323 W. 112th ST.

KANSAS CITY, MO 64151

LEAW000, KS 66211

816-741-9350

913-345-0519

(A) FOX, RONALD L. F/0 (ANN)

(R) DISCH, WAYNE CAPT. (GENEVA) 7505 I. 101st TERRACE

P.O. BOX 30150 AIRPORT STATION

OVERLAND PARK, KS 66212 913-381-4111

JAMAICA, NY 11430 516-261-9151

(A) GRECO, MICHAEL R. F/E (ANNA MARIE 22 MARSHMALLOW DRIVE COMMACK, NY 11725 516-368-0993

(R) GROSS, ROBERT I. CAPT. (DIXIE) 90

625 EAST MONTEREY ROAD CORONA, CA 91719-2924 714-735-0114

NEW MEMBERS and NEB SUBSCRIBERS . . . . WELCOME ABOARD

(R) HAMILTON, DONALD L. CAPT. (JUDY)

(R) HIPPNER, RICHARD C. F/0 (JUDITH)

22552 ARRIBA DRIVE

RFD BOX 174 C, HOLLY LANE

SAUGUS, CA 91350

ST. JAMES, NY 11780

805-296-9580

516-562-9177

(A) HITZEL, JOSEPH M. CAPT. (GEORGEANN)

(R) HURT, BEN F. FRO (RUBY)

444 STONY BROOK OR.

210 MANOR DRIVE

BRIDGEWATER, NJ 08807

PARK HALL, MD 20669

908-725-0919

301-863-5456

(A) JACOBSON, DONALD T. F/0 (DOROTHY)

(R) JACOB, PAUL E. CAPT. (DIANNE) 18435 DEERHORN VALLEY RD.

RR 11, BOX 554

JAMUL, CA 91935

ELKHORN, WI 53121

619-468-3623

414-742-2241

(A) KINGSBURY, N.G. 'WALLY' CAPT. (JEAN)

(A) KAVULA, ROBERT F. CAPT. (DALE)

528 HIGHLAND COURT

P.O. BOX 569

BRICK, NJ 08723

KRESGVILLE, PA 18333

908-477-4431

215-681-5205

(A) LEACH, M. ROGER CAPT. (BARBARA) (R) LANE, ALFRED J. CAPT. (PEGGY)

3133 FRONTERA WAY, 1231

6529 SAGAMORE ROAD

BURLINGAME, CA 94010

MISSION HILLS, KS 66208

415-697-4878

913-362-7824

(R) NICHOLSON, MURRAY N. CAPT. (RENATE) (A) MOSELY, RUFUS CAPT. (SAN)

6657 JOCELYN HOLLOW ROAD

1133 QUAIL ROOST CT.

NASHVILLE, TN 37205

VIRGINIA BEACH, VA 23451

615-356-1001

804-428-3017 (A) RUSSELL, ROBERT F. CAPT. 2308 DEBORAH OR.

(R) POLEY, CHARLES R. CAPT. (JEAN) 55

HOLLISTER

GAVIOTA,

RANCH

PUNTA GORDA, FL 33950

93117

813-637-1639

805-567-5234 (R) TRICE, JOHN A. CAPT. (MARLENE) 331 REESE ST.

(A) SINGER, MAURICE MOE' CAPT. (SONDRA) 83 DAPPLE GRAY LANE

PLAYA DEL REY, CA 90293

ROLLING HILLS ESTATES, CA 90274

213-823-1979

213-325-6386 (A) WATERHOUSE, A.D. 'PUCK' CAPT. (LOIS) 41 KNICKERBOCKER DRIVE

(E) VALAZZA, DINO G. IRO (NONDA)

BELLE MEAD, NJ 08502

2241 VIA LA BREA

908-359-1170

PALOS VERDE ESTATES, CA 90274 213-375-3004

(A) YORK, GENE CAPT. (GAIL) 2006 VISTA CAUDAL NEWPORT BEACH, CA 92660 714-720-1176

PLEASE MAKE COPIES OF ALL TEAR SHEETS FOR YOUR OWN RECORDS - THIS SAVES CONFUSION AT THE CONVENTION

T A R P A

C O N V E N T I O N

COLORADO SPRINGS, CO.

TIME

S C H E D U L E

1 9 9 1

SEPTEMBER 9th to 13th

AGENDA

MONDAY, Sept. 9 l pm - 5pm ---------------------------------- BUS DEPARTS PROMPTLY FOR NORAD - for 35 " Lucky Drawing Winners" 5pm - 7pm --------------------------------- REGISTRATION 2pm - 6pm --------------------------------- HOSPITALITY ROOM OPEN TUESDAY, Sept. 10 9am - 5pm --------------------------------- REGISTRATION 12:30pm - 2:30 & 3:30 --------------- BUS DEPARTS FOR CHEYENNE MOUNTAIN ZOO AND WILL ROGERS SHRINE OF THE SUN 2pm - 6pm --------------------------------- HOSPITALITY ROOM OPEN 5:30pm - 9:45pm ------------------------ BUS DEPARTS FOR FLYING " W " RANCH CHUCKWAGON DINNER & WESTERN ENTERTAIN MENT ( i n c l u d e s d i n n e r ) E v e n i n g ------------------------------------ BOARD MEETING WEDNESDAY, Sept. 11 8am - 5pm --------------------------------- REGISTRATION DESK OPEN 8:30am - 4:30pm ------------------------ BUSES DEPART FOR PIKES PEAK COG RAILWAY TRIP ( A l t i t u d e 14,110 f t . , check w i t h y o u r d o c t o r ) , AIR FORCE ACADEMY LUNCH AND TOUR RIDE THROUGH GARDEN OF THE GODS (see Option A on d e s c r i p t i o n sheet) 9am - 4:30pm ----------------------------- BUSES DEPART FOR OLYMPIC TRAINING CENTER, GARDEN OF THE GODS & AIR FORCE ACADEMY FOR LUNCH AND TOUR (see Option B on d e s c r i p t i o n s h e e t ) 12:30pm - 4:30pm ----------------------- BUSES DEPART FOR AIR FORCE ACADEMY LUNCH AND TOUR, RIDE THROUGH GARDEN OF THE GODS (see Option C of d e s c r i p t i o n ) 2pm - 7pm --------------------------------- HOSPITALITY ROOM OPEN Evening ------------------------------------- BOARD MEETING THURSDAY, Sept. 12 7:30am - 11am --------------------------- GENERAL BUSINESS MEETING 8am - 5pm --------------------------------- REGISTRATION DESK OPEN 8:30am - 11am ---------------------------- BUS DEPARTS FOR SHOPPING AND BROWSING "THE BROADMOOR HOTEL & WORLD ICE SKATING ARENA 9am------------------- "BRIDGE" OPEN PLAY - MORNINGS AND AFTERNOON 115

AGENDA THURSDAY, Sept. 12 - C o n t i n u e d . 11:20am - 5:30pm ---------------------- "GOLFERS" BUS DEPARTS; Box l u n c h i n c l u d e d i n e n t r y fee. 11:20am - 2:30pm ---------------------- " TENNIS" PLAYERS DEPART FOR HARRISON SCHOOL TENNIS COURTS 11:45am - 2pm --------------------------- COOKING CLASS/LUNCHEON For men and women; LOW SALT, LOW CHOLESTEROL & CASUALWEAR FASHIONS FOR TRAVEL & PLEASURE, PLUS, BY GAYLE. 12 Noon - 4pm --------------------------- TRAP AND SKEET SHOOTERS DEPART FOR BROADMOOR SHOOTING GROUNDS THURSDAY, Sept. 12 2pm - 4pm ---------------------------------- BUS DEPARTS FOR THE OLYMPIC TRAINING CENTER 2pm - 3:30/4pm/5pm --------------------- BUS DEPARTS FOR OLD COLORADO CITY - Simpich C h a r a c t e r Dolls S t u d i o , Michael Garman Galleries, Chocolate F a c t o r y (see d e s c r i p t i o n s ) 2pm - 7pm ---------------------------------- HOSPITALITY ROOM OPEN FRIDAY, Sept. 13 7:30am - 11am --------------------------- GENERAL BUSINESS MEETING 9am - 11am -------------------------------- REGISTRATION DESK OPEN 9am ------------------------------------------- BRIDGE OPEN PLAY - MORNINGS AND AFTERNOONS 9am - 12:30pm --------------------------- BUS DEPARTS FOR THE SWISS MISS EUROPEAN GIFT SHOP AND SANTA'S WORKSHOP AT THE NORTH POLE ( i n c l u d e s admission - see d e s c r i p t i o n ) 9:30am - 11am --------------------------- SPOUSES INFORMATION SESSION 11am - 5pm -------------------------------- ROYAL GORGE TOUR & BUCKSKIN JOE ' S HOLLYWOOD MOVIE SET FOR LUNCH (see d e s c r i p t i o n ) 11:20am - 5:30pm ---------------------- GOLFERS BUS DEPARTS; Box l u n c h i n c l u d e d i n entry fee. 11:20am - 2:30pm ---------------------- TENNIS PLAYERS DEPART 12 Noon - 4pm --------------------------- TRAP & SKEET SHOOTERS DEPART 3pm - 6pm ---------------------------------- HOSPITALITY ROOM OPEN 6:30pm - 7:30pm ------------------------ RECEPTION (CASH BAR) 7:30pm - 11pm --------------------------- BANQUET ( i n c l u d e s wine) AND ANNOUNCEMENTS 9pm - 11pm -------------------------------- DANCING SATURDAY, Sept. 14

PARTY'S OVER! COLORADO COLOR TOUR BUS DEPARTS HAVE A GREAT TIME ON THE TOUR AND TO ALL, " A SAFE TRIP HOME. " DON ' T LEAVE UNTIL YOU WANT TO.

THANK YOU FOR COMING! SEE YOU IN 1992 IN SAN DIEGO

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