1991.11.TARPA_TOPICS

THE YEAR 1941 by ED BETTS GRAPEVINE BY JOHN T. HAPPY REPORT ON COLORADO SPRINGS

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA NOVEMBER 1991

TARPA TOPICS Published quarterly by THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA DEDICATED TO THE PIONEERS OF TODAY'S TRANS WORLD AIRLINES WHOSE VISION, EFFORT AND PERSEVERANCE 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 & CONTRIBUTING EDITOR EDWARD G. BETTS 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.

OFFICERS AND DIRECTORS, 1991/1992 PRESIDENT JOHN P. DONLAN, JR. 8 Belleview Blvd. Apt. 207, Belleair, FL 34616 Phone FIRST VICE PRESIDENT DAVID M. DAVIES 233 S.E. Rogue River Hwy. * 181, Grants Pass, OR 97527 SECOND VICE PRESIDENT ROBERT C. SHERMAN 1201 Phelps Ave., San Jose, CA 95117-2941 SECRETARY/TREASURER RICHARD M. GUILLAN 1852 Barnstable Rd., Clemmons, NC 27012 SENIOR DIRECTOR A.T. HUMBLES Rt. 2 Box 2900, Belhaven, NC 27810 DIRECTOR ALBERT J. MUNDO 36 Jane Road, Marblehead, MA 01945 DIRECTOR WILLIAM A. KIRSCHNER P.O. Box 3596, Stateline, NV 89449 PAST PRESIDENT RUSSELL G. DERICKSON 5344 N. Via Sempreverde, Tucson, AZ 85715

813 461 4721 503 476 5378 408 246 7754 919 945 9979 919 964 4655 671 831 7820 702 588 4223 602 299 6325

NOTHING REPLACES GOOD JUDGEMENT ON THE FIRING LINE!

President's Message

October, 1991 One thing I've learned over the years in dealing with union people, management people, family people and, of course, ATC is that short speeches and short letters are more welcome than the long ones. So, in that vein, here is the short message.

The convention in Colorado Springs was great and over 500 showed up and had a ball. Next year in San Diego let's go for 600 or 700. It's really fun and crew schedule never calls.

Russ Derickson and Joe McCombs bailed out as officers. We owe these two a great deal after the years they have devoted to our TARPA group. The time and effort they have spent on our behalf makes them both special heroes.

Incidentally one thing we can do to ease the workload of our new Secretary/Treasurer Dick Guillan is update our address if necessary and pay our dues promptly. Forgetting to pay the dues on time really causes a headache and extra expense for Dick.

There are several well written articles in this issue that concern R & I. Hal Miller has a good one on the "A" plan and insurance.

Bob Sherman has done some work on the "B" plan and the proposed changes. They are worthy of your time and interest.

I still don't know why you elected me your president. You must have known that I'm the last of the Arky Ainsworth and Anyway, I'll do my best and I Arlie Nixon trained copilots. appreciate your confidence.

Best

regards,

Jack Donlan

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SECRETARY / T R E A S U R E R

REPORT

The reunion in Colorado Springs is a thing of the past and now we can look forward to San Diego in 1992. Cliff and Mary Sparrow did an outstanding job of planning and executing this years affair along with the help of many volunteers.

As stated at the Business Meeting on Sept. 12, the job of S/T has changed hands four times since Hershey. It is a big job but with the cooperation of all the members it can be made easier and less expensive if we all keep in mind that: We are all volunteers.

Timely notification of address or status change. Please don't wait for your TOPICS to arrive to notify us of an address change.

Chances are USPS has sent a notice which costs us 35 cents or the return of the Magazine at $3.56. Also let us know if your marital status should change and if you go from Active to Retired status.

The Membership Card enclosed with this issue does not mean you are necessarily paid up. Keep the card and fill in your name. If sent we will not return as postage will eat us up. But place your check in the envelope provided and don't procrastinate. You become delinquent if dues are not paid by March 31st and beginning in 1992 a $10.00 penalty for delinquency will be assessed in addition to your dues. This is done to recover the extra cost of time and postage when notifications are sent out. So please avoid this and help cut down on the S/Ts work and TARPAs expenses.

Although Joe McCombs has officially retired from the S/T post, he is still handling one or two unfinished jobs, such as the IRS. We all extend many thanks to Joe for doing such a good job over the past 6+ years in developing the system of record keeping and accounting that TARPA is using. He will be around for a long time to come so, as you have done in the past, drop him a line.

Peggy joins me in wishing all of you a HAPPY THANKSGIVING, A VERY MERRY CHRISTMAS AND A MOST HEALTHY AND PROSPEROUS NEW YEAR.

R.M.Guillan 10/1/91

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TARPA The Active Retired Pilots Association of TWA Convention Sheraton-Colorado Springs Hotel September 12 &13,1991 Business Meeting Minutes Meeting called to order at 0740 MDT, President Russ Derickson presiding.

Board Members present were Derickson, Pres.; Jacobsen, 1st V/P: Davies, 2nd V/P; Humbles, Senior Director; Guillan, Secy/Treas.; Al Mundo and Bill Kirshner, Associate Directors.

Convention Chairpersons Cliff and Mary Sparrow welcomed the delegates.

Insurance Committee Chairman, Hal Miller emphasized the importof getting personal ance of the Supplemental Insurance Plan service which is more readily available through the TARPA plan.

Make decision prior to age 65 if possible, and investigate Medicare Supplement Plans so to be effective when reaching age 65.

Berkeley Associates, President Tim Crowley addressed the group and stated the Government is proposing legislation to standardize the formation of plans and that his company will review your current and advise if better to stay or switch. The TARPA Plan allows persons to switch from a similar plan (such as AARP) without penalty for preexisting conditions, providing you have already met that condition on the existing policy. The question of the Company paid Life Insurance was referred to Hal Miller who will investigate.

Secretary/Treasurer report by Guillan. Minutes of the Hershey Update made on S/T and V/P replacements. meeting were approved.

Membership stands at 1206(R), 136(A), 198(E). Dues paying 1342 and voting 1540. Explanation of penalty for delinquency. Financial report reviewed and approved.

Investment Committee -Al Mundo. Reviewed the present status of the "B" Plan and the current Unit Value and the effect of the Lump Sum withdrawal on the plan. Also reviewed the history of the Investment Committee and the makeup of the present Committee.

Bob Sherman gave report on the various options available under the new Company proposal to modify the "B" plan.

Break 0900 -0920 Dean Phillips addressed the chair, asking if an audit had been requested to see what effect, if any, the lump sum has had on retirees. Derickson read letters to the Retirement Board (5/31/91) requesting an independent study and to the Dept of Labor requesting the same. He emphasized that TARPA is a social organization and as such cannot take a legal position but individuals can. After much

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discussion, and two amendments, the following resolution was passed overwhelmingly with five dissentions: "Whereas considerable concern has been expressed to those annuitants of the TWA "B Plan" retiring prior to 1986 regarding the effect of the lump sum provision of said plan, and TARPA ConvenWhereas, those retired TWA Pilots who attended the tion in Colorado Springs, Colorado on September 12, 1991, after briefing by Committee persons, Do resolve that, every effort shall be made to obtain and conclude an independent (underlined) actuarial audit study of the lump sum provisions of the so-called "B Plan" and what negative impact, if any, such lump sum payments have had on annuitants since the "B Plan" was amended to include a lump sum at retirement.

Therefore be it resolved that the actuarial study include the proposed changes by TWA and the TWA MEC. Be it further resolved that this audit be completed prior to any additional changes in the "B Plan". END Derickson asked all those in favor to stand and thanked them for their support of the Board's decision to request the audit.

Retired Pilots Foundations S/T Bob Thompson spoke of the status of TRPF and requested more support from the TARPA members as funds are being diminished and fewer contributions are coming in.

TOPICS Editor Humbles requested more input particularly to Grapevine and updating obituaries. New Directory probably will be published in April 1992.

Seniors President Bill Dixon compared TARPA with the Seniors Club.

TWA has withdrawn financial support from the Seniors but they have found alternate means to send out mailings. Their membership up to 5000+- with dues at $10 annually.

Bill McMinn spoke up at mike. Attending his first Convention and vows to make the next 14.

Sam Luckey suggested forming a subsidiary of TARPA or rewriting the By-Laws to make it legally more representative of the retired pilots. No action.

Meeting adjourned at 1034 MDT Business meeting reconvened at 0738, September 13, 1991 Award of Merit Recipient Ed Betts introduced. Ed spoke briefly about Bob Rummels new book.

Don Chapin, Manager of TWA Credit Union. He was thanked for hosting the Buffet the previous evening. He reminded members of the Museum located at the Credit Union Headquarters and solicited memorabilia.

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He also mentioned the Museum at St. Louis Training Center and directed by Clark Billy.

Convention Site Chairman Ev Green seeking site for 1993 Convention.

Introduced "Rick" Davis and Carl Schmidt co-chairmen of the 1992 Convention.

Clipped Wings President Jerri Currigan addressed delegates. Update on their activities. Noted 50th anniversary of Clipped Wings.

Convention Chairman Cliff Sparrow, updated Convention Activities.

RAPA President Mike Ferrara (BNF) spoke of deregulation effect on TWA and others. Invited all to RAPA Convention in San Diego. Update on Legislative affairs ie Notch Babies, and States attempts to tax a retirees income when moving out of state.

A.T.Humbles introduced Claude Girard, VP Fit Ops, International, who has been elected an Honorary Member of TARPA. Claude gave a brief address to the delegates showing appreciation.

Kent Scott, recently retired as MEC Chairman and from TWA explained current status of TWA, his reasons for retiring and a brief explanation of the proposed new "B" plan. Answered a few questions from floor.

Derickson introduced Austin Herzog of EBASCO and V. Bemz of ALPA the two actuaries of our "B" Plan. Herzog explained the growth in the plan and the effect the lump sum has had on it.

Harry Jacobson read the list of nominees for TARPA Officers for the 1991-1992 period. Since there were no nominations from the floor Al Lusk moved that the slate be unanimously approved by the delegates and was seconded by Larry Murchan. Approved and voted upon. New Officers are: JOHN (Jack) DONLAN, President; DAVID DAVIES, 1st VP; ROBERT SHERMAN, 2nd VP; A.T.HUMBLES, Senior Director; RICHARD (Dick) GUILLAN, Secy/Treas.; AL MUNDO and BILL KIRSHNER, Associate Directors and RUSS DERICKSON, Past President.

Meeting adjourned at 1025.

Before dispersing, Joe Brown made a presentation of a gift to Russ Derickson and Harry Jacobsen presented a gift to Joe Brown in appreciation of their service to TARPA as Past Presidents.

We'll see y'all in San Diego in 1992.

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PROPOSED MODIFICATIONS TO THE B-PLAN Recently, TWA advised the pilots that they were not interested in starting the new retirement plan that the active pilots proposed over a year ago.

The active pilots had wanted to withdraw their equity in the B-Plan and put it into a new Directed Account Plan (DAP) that would allow them individually to move their money at will among a variety of investments. Their retirement At retirement, account would be whatever their Investments had earned. they could continue in the DAP Plan and arrange for periodic payments or a At death, the account would belong to their beneficiary. lump sum.

Instead, TWA proposed that the DAP concept be incorporated into the present B-Plan so that all members (active, annuitants, surviving annuitants or The first step in the process will beneficiaries) would have the DAP option. be to convert each members shares (Units of Interest) in the B-Plan, into dollars, with the option of leaving the money in the Plan, withdrawing the money in a single sum or electing various annuity options from an insurance company. That will end the pooled lifetime annuity, supported by mortality reversions, that characterizes the present Plan. Instead, each member remaining in the new Plan will be able to allocate his account balance among various mutual funds that will be offered. They will range from the most conservative (treasuries) to high risk, but hopefully, high yield funds. In addition, each member will have to arrange his own payment schedule. A group of the present B-Plan portfolios will comprise the initial investment options.

Members who remain in the Plan will be able to move their money among the various funds at will, with an "800 number" phone system planned sometime Reasonable rules will govern the frequency of moves, in the future.

Those desiring periodic payments minimum amounts and applicable charges. (not less than annually) will have to advise the amount desired and from which funds and in what percentage from each. These arrangements can be changed with proper notice. Those over 70 1/2 will have to conform to the Similarly, those under age IRS's minimum payment amount to avoid penalty.

59 1/2 will have to conform to IRS regulation paragraph 72(t) for their It is planned that the Plan administrator will be responsible withdrawals. to assure the correctness of those calculations.

This Directed Account Option will allow complete control over your money within the funds offered. You will have the opportunity to accept risk for higher return or to be conservative to assure goals are met. You will no Along with control longer have to rely on the B-Plan Investment Committee. over your investments you will have the right to receive payments of your choice.

With this freedom goes the responsibility of assuring the adequacy Those who withdraw too little of ones retirement funds and the withdrawals. may leave their beneficiaries better off than they were, those who withdraw too much may run out of money.

Retired members not wanting to remain in the Plan will have two options; a Single Sum payment, or an Insured Annuity. Insured means that life income will be purchased from an insurance company with the value of your account.

The fixed annuity Either a fixed or a variable annuity will be available. will likely pay more than you are receiving now, but will never increase.

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A variable annuity might begin somewhere near your present amount, and payments will change according to the new annuity terms.

The usual options of joint annuitant and/or period certain will be available. Either annuity, payable for life, obviates the need for further decisions. There are advantages to having a lifetime annuity, primarily related to guarantee of income for life while including your principal balance in your payments.

When the rates become available, the annuities can be compared to what you can do with cash, in or out of the Plan. Variable annuity management and investment performance may be better or worse than the present Plan, but the benefits paid will be net of the profit the insurance company expects to make.

Hopefully, the impact of the change can be minimized by careful shopping.

The Single Sum will be your equity in the Plan converted to dollars and paid in a cash "lump sum". We have been assured that it will be eligible to be rolled over into a qualified IRA of your choice within 60 days, tax deferred. Those who have wanted to put their retirement money into something else for different risk/reward than the present Plan will like this option. The same responsibilities and risks as outlined above for the Directed Accounts are applicable.

The proposed time table is for the conversion to dollars to take place on January 1, 1992, concurrent with the year end annual evaluation of the Plan. Single Sum distributions and Annuity purchases are intended to be based on that valuation date. Issues such as credit for investment gains To and losses during delays have not all been definitively agreed to. allow time for transition, the actual movement of money within the Plan These under individual control is not planned start until July 1, 1992. dates may be optimistic.

COMPUTING YOUR APPROXIMATE REMAINING EQUITY IN THE B-PLAN The formula for Remaining Equity follows; see notes and graphs.

R. E. = UNITS 1 x UNIT VALUE 2 x AGE FACTOR3 x J.A.4 [if applicable] Notes:

E.g.

1.

2.

3.

4.

Your Units of Interest Current Value of a Unit of Interest (7/31/91) Factor for Your Age (from graph) If Your Joint Annuitant is Living (from graph)

Pilot with 550 Units, Unit Value 44.139, Age 72 550

x

$44.139

x

9 = $218,488

With a 50% J.A. option, J.A. same age and living, multiply by 1.05 (for the 5% increase).

$218,488 x 1.05 = $229,412

Additives for J.A.'s younger than annuitant will be greater than values shown. Tables for exact values of retired pilot factors including all options and ages should be available soon.

For those who do not know their number of Units: October ' s gross check x 12, divided by 42.897 = Your Units 7

APPROX. FACTORS

HAL MILLER 17 Glengary Road Croton-On-Hudson, NY 10520 TO: SUBJECT: FROM: DATE:

OFFICERS AND MEMBERS OF TARPA RETIREMENT "A" PLAN AND TWA INSURANCE HAL MILLER, R and I CHAIRMAN SEPTEMBER 22, 1991

As a result of all the newspaper articles condition of TWA and its future viability raised about the safety of our retirement policies many of us subscribed to when we

about the financial many questions have been plans and the insurance retired.

Shortly after retirement we received a certificate from an insurance company which stated rather simply that our Defined Benefit Plan (A Plan) was guaranteed for the rest of our life or that of our co--beneficiary, if that option had been chosen. It is as simple as that. At retirement, TWA negotiates with various insurance companies to purchase an annuity with the money which has been allocated in our name. Over the years TWA has contracted with various companies, all of them superior rated, to purchase our retirement. Depending upon the prevailing investment conditions at various times over the years, they have contracted for different types of contracts, but the net result for the individual pilot is the same, our retirement is insured.

However, in today's chaotic financial world even some of the once solid bedrock insurance giants are now questionable. Equitable, whom TWA used for many years, was shaky, but with the infusion of over a billion dollars from a French company, it is now safe.

The TWA pilots still employed will be protected by the PBGC (Pension Benefit Guarantee Corporation) a Federal agency that will seize the pension plan and administer it in the event of a TWA failure. They will evaluate the funding, determine whether there is a shortfall and attempt to recover it from the TWA assets. Currently the Plan is about 90% funded which is within the Department of Labor acceptable limits.

The PBGC guarantees pensions up to a current limit of about $2250 a month. They utilize the seized assets to pay benefits from the bottom up, meaning that if the money runs dry those with the largest pensions will receive less than their full pension. Within the past 6 years, ALPA negotiated with TWA and succeeded in having the TWA Pilot's Plan moneys separated from the general TWA pension pool and funded as a separate plan which gives the pilots' plan greater access to their own assets in the event of a PBGC takeover.

In the event of a TWA liquidation, not bankruptcy, but a going out of business failure, the life insurance policies that we have purchased through TWA and are paid for by us through deductions from our retirement checks could simply be converted and we would make the payments directly to the insurance carrier.

Medical insurance would be another matter. At 65 years of age, we have already been dropped from the TWA Medical and Dental Plans and Medicare became our primary insurer. If we had not reached our 65th birthday we would lose all medical and dental coverage and would have 9

to look for other coverage and pay for it. This is what happened to Braniff, Eastern and all the other carriers that have liquidated.

The "Defined Contribution Retirement Plan" (B Plan) security is very simple. It has always had a one way check valve. The company contributed each month to our account while we were employed and that accumulated equity is ours, Just the same as if we had an account with any mutual fund. The various investment strategies and plan management is monitored by ALPA; Bob Sherman has reported on that in the past and at this last TARPA Convention.

There is one other matter which I would like to write about. I mentioned that the pilots who have not yet reached age 65 are still covered by the TWA medical plans. It is probably farthest from our thoughts that one day we will reach Senior Citizen status and in addition to having a birthday party, we will automatically be dropped from coverage by the TWA medical insurance plans. In all probability, during the year before our birthday, many computer lists will have provided our names to insurance companies, insurance agents and everyone else interested in getting us signed up into their Medigap supplemental medical plan. We will be bewildered by the various claims each one will make to get our business. At this time it is bewildering since many of these plans have different combinations of features.

Very shortly the government will rule that all supplemental Medigap plans must standardize and offer identical coverages, depending upon the plan type we select. Each company will therefore have identical plans, the only difference will be in price and that intangible called service. Those of us who have already encountered the Jungle of claims, rejections, unanswered complaints, busy signals on the 800 numbers, can testify that service is one of the most important elements of any plan. TARPA has for some years offered a Medigap plan through a selected agency that has been extremely responsive to us.

They have their own claim agents reviewing our insurance claim forms and they are easily reached by telephone. In addition they are monitored by TARPA and responsible to us for their performance. If we sign up with a huge agency such as AARP, Blue Cross, we are merely one of millions of faceless subscribers with no one to complain to if we are mishandled. I urge you to consider TARPA's plan. Compare rates for each comparable plan and you will find they are very much the same.

The reason why TARPA would like you to Join our plan is that we can i ncrease our leverage with our agency and negotiate better rates as our membership grows.

If you have any questions regarding any of the information I have written about, please call or write to me.

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TARPA INSURANCE PLANS Administered by Berkely Association Services, Ltd.

WHAT IS LONG TERM CARE? Definition: Long term care is the type of care you will receive if you ever have a chronic illness or disability that persists for a sustained period. Such a need usually arises following a sudden illness, like a stroke or heart attack, or as a result of a chronic sickness such as Alzheimer's disease.

Typically, long term care is defined as nursing home care.

Although many people may not need lengthy care in a nursing home, it is conceivable that you may need some level of home care.

Home care, as the name implies, is assistance provided to you in your home.

The need for protection extends beyond the need for nursing home coverage.

In addition to nursing home care, some of the services associated with long term care include: o

Home based skilled nursing care that is usually provided following a hospital stay.

o

Congregate or assisted care that is care given in senior citizen congregate housing facilities.

o

Home health aide/homemaker services that assist with the activities of daily living, personal care, meal preparation, shopping, etc.

o

Adult day care that is usually provided in a central location for individuals who are not able to be left alone.

MEDICARE, MEDICAID AND LONG TERN CARE There are two public programs to deal with providing long term care protection: Medicare and Medicaid.

These programs do not provide a solution to your long term care needs. In fact, Medicaid was created to assist those with limited financial resources.

It is a common misconception that Medicare and Medicare supplement insurance will pay for most long term care expenses.

In 1984, Medicare only paid for 2% of all LTC costs. (Source: Long Term Care for the Elderly, A Legislator's Guide.) Medicare supplements are usually focused on medical costs as opposed to costs associated with long term care.

Medicare will only cover you for expenses related to skilled nursing care as defined by Medicare in a Medicare certified facility.

Not all nursing homes are skilled nursing facilities.

Moreover, not all skilled nursing facilities are certified by Medicare.

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

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Skilled nursing care refers to a specific type of daily acute nursing and rehabilitative care that can be performed only by or under the supervision of skilled medical personnel and that is based on doctor's orders. Intermediate care refers to occasional nursing and rehabilitative care that must be based on a doctor's orders and can only be performed by or under the supervision of skilled medical personnel.

Medicare provides coverage for skilled or acute nursing care only.

Medicare will not cover you if you need the kind of extended intermediate or custodial care associated with long term nursing home stays or if you need prolonged home health care on a daily basis.

Medicaid is a state-funded welfare program designed to assist low-income people.

As a result, low-income people who are eligible for Medicaid generally do not need additional long term care insurance.

Medicaid pays almost all costs including long term nursing care.

Moreover, quality of care and accessibility are issues facing individuals receiving Medicaid benefits.

Medicaid pays for long term care only when an individual "spends down" or depletes his assets to qualify. Middle class and upper middle class elderly only qualify for Medicaid when catastrophic long term care expenses eat up their income and asset base so that they qualify as low income. Often times a spouse is left impoverished because of the financial devastation of the long term care expenses.

PRIVATE LONG TERN CARE INSURANCE Private long term care insurance is becoming more readily available.

Rather than absorbing the costs yourself or relying on Medicaid to pay for the care, private long term care insurance gives you a solid alternative to protecting yourself against the financial impact of long term care.

Long term care insurance helps: o

provide a predictable budget for long term care expenses;

o

ensure that you can pay for the quality of care you desire;

o

protect your estate and your family from being impoverished in the event you need long term care; and

o

offer peace of mind from the complexity of sorting out the issues if you need long term care.

Private insurance gives you the flexibility to design a program that covers your needs completely or partially. Depending on your personal financial situation, you may want to cover a certain portion of expected long term care costs.

See the enclosed advertisement for the long term care coverage sponsored by TARPA and available through Berkely Association Services.

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LONG TERM CARE INSURANCE

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1991 Supplemental Medical Insurance Coverage Designed for Retired Members and Their Spouses Age 65 and Over.

INTRODUCING TARPA INSURANCE PLAN MAILBOX QUESTION/ANSWER FORUM

Send in your questions regarding medical insurance, Medicare, Medicare Supplement coverage, Long Term Care insurance, etc. and we will publish your questions with the answers in the next edition of TARPA Topics.

Share your questions and concerns with your fellow members!

Please send all questions to: TARPA Insurance Mailbox P.O. Box 310 Mineola, NY 11501

Special thanks to A.T. Humbles for the use of TARPA Topics and to Patricia Hassler for suggesting this forum.

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In Memoriam ETHEL BEEDE (John) FRANK GLAZIER ROBERT H. GWIN BETTY LOU HOOD (B.C.) ROBERT E. LINZAY ROY K. OWNBY FRED WELLS

7 April 1991 5 August 21 June 22 July 13 July 5 July 26 August

JOSEPH J. FRANK MARY GOUGH (Bob) JAMES M. HENDRIX MELVIN E. KIRKPATRICK VIRGIL L. MOUGHLER ROGER DON RAE

25 July 1991 1 August 12 Sept.

29 July 1 August 22 August

The so-called "Gone West" is a route we all must some day travel, however, it is still saddening to learn of the passing of our friends and acquaintances. At the reunion in Colorado Springs a list was read of those of our members that had deceased since our Hershey convention. There was a total of 70. We have previously suggested you write up something fbr your family to use in case of your demise.

Roger Don Rae had done so last January which follows. He also lamented the passing of Dave Kuhn who he referred to as a "Master Human Being".

ROGER DON RAE This, my obituary, may be used whole or in part. Prepared by Roger Don Rae born the second son of George and Annabelle Lang Rae July 22, 1900, Bay City, Michigan. Innocent youth spent on farm. Bangor Towhship Grade School, Handy Junior High School, Bay City, MI. Misspent adolescent Youth - Lansing, Michigan. Attended Central and Eastern High Schools. Served aviation apprenticeship under Arthur J. Davis, Lansing, MI. Soloed February 10, 1930, Melbourne, Florida, barnstormed, air racing & exhibition flying for 8 years. Participated in National Air Races 1930 through 1937. Employed

by TWA September 1937. Retired from TWA 1969.

Member of 0X5 Aviation Pioneers, Quiet Birdmen, TWA Seniors Club, International Order of Characters, TARPA and numerous aviation clubs and societies.

Member of Christ Lutheran Church Lakeland, Florida. Roger believes Jesus lives and is his Saviour and that when he stands naked before his Redeemer he will surely hear "enter thou into the kingdom of God".

Roger is survived by wife, Francis Willis, son, George W., daughter Donna and sister Esther.

ADDENDUM FROM BOB WIDHOLM Other news of a sad note, A.T., is the passing of Captain Roger Don Rae this past week. I flew co-pilot to Rog many, many times while we both were based in Chicago and knew him and his family since my first year with TWA. His nickname for me was "Cement Head" and I often wondered, "How did he know"? In fact, Fay and I named our son after Roger and he surely followed his namesake. He's flying the F-16 for the Air Force and is a First Officer for United.

Enclosed is an OX5 News Article on Roger Don which you might use in TARPA TOPICS. I especially marvel at the paragraph which states: "1936 was a successful year for him, being named the N.A.A. number one racing pilot and also the National Parachute Spot Jumping Champion. He also won the National Aerobatic title." Isn't that a marvelous achievement for a true Aviation Pioneer?

I can almost hear him bark that old familiar command "20 inches" as we ploughed into a storm area..and, wasn't that fun in the days without radar.

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In Memoriam FRANCIS M. GLAZIER From Marjorie Glazier; Dear Mr. Humbles - I am sorry to have to write and tell you my husband, Frank Glazier, passed away on August 5th from acute leukemia. He put up quite a fight to the end. In his instructions he enclosed the writeup I am sending you, Although I won't be at the reunion, I will be thinking about you all. Frank loved flying and all the good friends he made at TWA. He often said he flew during the Golden Age of Aviation. "They actually pay me to do what I love", was a phrase I heard so often. He was a great husband and father and I will miss him. My best to you all....Sincerely.

Frank Glazier was born in Watertown, Massachusetts, on September 9, 1927. He grew up in Beverly, MA, and graduated in June, 1945, from High School. During that time he attained the Eagle Award as a Boy Scout.

He attended M.I.T. for one year and then entered the Navy Flight Training Program. After a year at Princeton and various bases for flight training, he received his wings and commission in June, 1948. He was then assigned to a Navy Hurricane Reconnaissance squadron based in Miami, FL. During the hurricane seasons of 19481957 he was involved in flying into numerous hurricanes of which fourteen were penetrations into the "eye".

Upon release from active duty he returned to M.I.T. to complete his education, graduating in Sept., 1953. He also joined the Naval Air Reserve during this period.

He went to work for the Boeing Airplane Company in Wichita, Kansas, and in June, 1945 went to work for TWA. During his period of working for Boeing he married Marjorie Louise Hamil who has been his life-long companion of over thirty six years.

His career at TWA ran the gamut of Martin co-pilot in the early days to B-747 Captain in the final days. It was truly a rewarding career.

Frank flew his last trip on September 8, 1987, retiring the next day from TWA and the Naval Reserve. He then made his home in Naples, Florida, but spent his summers in New London, New Hampshire.

Capt. Glazier is survived by his wife, five children and one grandchild.

VIRGIL L. MOUGHLER Captain Moughler, 73, died August 1, 1991, at his home in Wellington, Missouri.

He was born in Ottumwa, Iowa, and lived in Parkville, MO, before moving to Wellington in 1958. Virg flew for TWA 32 years retiring in 1974. He owned the Wellington Hardware Co. and was Mayor of Wellington from 1960 to 1966. He belonged to the Lions Club, Wellington Development Corporation and the TWA Active Retired Pilots Association. His wife, Vivian Siler, died in 1990. Survivors include two daughters; Beverly Baggett, Lexington, M0; and Cathy S. Moughler of the home; 2 brothers, Clarence of Davenport, Iowa, and Russell of Scottsdale, Arizona; 2 sisters, Valeta, Boot of Muscatine, Iowa, and Maxine Harvey of Riverdale, Iowa and a grandson, Paul McDonald of Lexington.

The family suggests contributions to the Napoleon Community Park in Wellington, the Lions Club Research Foundation or the American Cancer Society.

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In Memoriam JAMES M. HENDRIX Captain Jim Hendrix, 73, died September 12, 1991, at the hospital in Montgomery, Ohio. He was born in Trotwood, Ohio. He was a pilot for Trans World Airlines for 36 years retiring in 1976. He was an Army Air Corps veteran of World War II. Survivors are his wife, Claire of the home; a son, Alan, of Denver, CO; 2 daughters, Susan Johnson of Denver and Nancy Hendrix of Ft. Collins, CO; a stepson, John Irwin of Sacramento, CA; a brother, John of Oakland, CA; a grandson, three grandchildren and four stepgrandchildren.

The family suggest contributions to the American Cancer Society.

FRED W. WELLS Retired Marine Lieutenant Colonel Fred Warren Wells, 67, Prairie Village, KS, died August 26, 1991, at Human Hospital, Overland Park. He was born in Kansas City and lived in New York, the Bahamas and Saudia Arabia before returning to this area in 1973. Fred flew for Trans World Airlines for 25 years. A veteran of World War II and the Korean War. He was a member of TARPA and the National Rifle Association. He was a graduate of the University of Kansas School of Law. Survivors are a son, Fred Warren II of Leawood; 2 daughters, Kelli Dubinsky, Overland Park, Kristi Wells of Prairie Village; a brother, Don Starlin of Overland Park and 6 grandchildren.

The family suggests contributions to the Disabled American Veterans.

ROY KNOX OWNBY Captain Roy Ownby, 69, Riverside, died July 5, 1991, in Phoenix. He was born in Denison, Texas, and moved to this area in 1947. He was a pilot for Trans World for 34 years. He was a Navy veteran of World War II. He was a 32nd Degree member of the Compass Masonic Lodge and a member of Ararat Shrine and the Shrine Mounted Guard.

Survivors include his wife, Donna Golding of the home; a brother, J.W. Ownby of Kansas City; a sister, Mae McMennamy of Fort Worth, TX. The family suggests contributions to the American Heart Association.

ARTHUR RAYMOND BROOKS WORLD WAR I FLYING ACE A. Raymond Brooks, 95, died 17 July 1991. He was born in Framingham, MA, November 1, 1895. He was awarded the Distinguished Service Cross, First Army Service Service Citation, 6 mentions for confirmed air victories and the Silver Medal of the City of Paris. His Spad # 20, "Smith IV", Shooting Star Insignia of the 22nd Pursuit Squadron which was flown at the front in World War I is in the Smithsonian National Air and Space Museum. He designed and installed the first airway light beacons.

He was with Bell Labs for years working on electronic air navigation and the first air to ground telephone. In 1988, at the age of 92, he flew an ultra-light aircraft. He was the last of our World War I pilot aces.

[Sent in by Red McKenney]

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IN MEMORIAM - FLIGHT ENGINEER JACK EVANS

By Bill Dixon John R. (Jack) Evans, a super guy and fine flight engineer, died last fall. He retired from TWA in 1984, after 42 years with the airline.

He started as an aircraft cleaner, worked as a mechanic, and became a flight engineer after studying at the Stuart School of Aeronautical Sciences in New York City. He flew with ICD during WW2, making many memorable flights. He flew for a time on International after the war, then returned to domestic and later went into flight operations management.

I first met him when he was flight engineer manager in Los Angeles. Subsequently, he was appointed system manager of flight engineers. Later, the lure of flying the 747 called him back to the line, and he flew out of New York until he retired.

My wife and I last talked to Jack at the TWA Seniors Roundup at Wickenburg, Arizona, In October 1989. It is hard to believe he was troubled then by bone cancer, for he never mentioned it to us. He seemed his old handsome, friendly self, but more subdued. He did tell us later that his lovely wife, Marty, was in a nursing home. It was hard for us to comprehend, much less know how to comfort him.

Jack and I worked together In Kansas City when I was director of flying and he was system manager of flight engineers. When TWA started a pilot hiring program in 1960, we did the interviewing for flight operations on the first 90 employed. Flight Training took it over later as the program expanded. We met Marty during that time and were so impressed by her beauty and charm. What a wonderful couple they were, and so proud of their fine children.

I had great affection and respect for Jack. I was lucky to be i n New York as chief pilot when he was flying out of JFK. He dropped in the office from time to time to say hello. On my retirement in 1978, Jack and Marty gave us a gift Marty had made and which we still have, hand-decorated bridge tallies. It was typical of her thoughtfulness.

Hardworking, dedicated, proud of his job, Jack left behind a l egion of friends!

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George L. Whiting Int

F/Engineer

A very much belated tribute to the late George Whiting who passed away unexpectedly on August 21, 1984, this having occured while in the JFK area prior to check-in for his flight. The shock to his immediate family was such that a proper remembrance was never submitted to TARPA .

For those of us who remember him, his having served many years on the Safety & Engineering Committee on the many fold problems on the Wright 3350, Polar Flight provisioning, and many other items during the Jet era. Prior to coming to work for TWA he had attended Georgia Tech, this having been interrupted by World War II when he enlisted in the US Navy.

His family consists of his Wife, Love, an honorary TARPA member, 2 sons, 2 daughters, 12 grand children, and his Mother Gladys, affectionately known as "G.-G." (Great Grandmother) to her family.

As such may I mention her, a 90 year old charming Southern Belle whom I met after George's death. As a fellow F/E I felt it proper that we might show our respect and gratitude toward her only son, thus I made several trips to visit her nearby, the last time in early March of this year.

She is a remarkable woman, her husband died when George was a baby, never remarried, raised him alone, worked, and drove a car up until recently. So it is in this light that I submit this in memory of George on the anniversary of his passing, how can it better be expressed but by the attached.

Perhaps it might be appropriate to send the "Whiting Girls" a few lines, from his classmates and friends along the line.

Memorials In Memory of George Luther Whiting Who Passed Away August 21 I Knew Him An early Interest, In things that fly Naturally—his livelihood came from the sky He knew the wagon and the mule, Yet attended an engineering school.

A Quickness In movement and thought Conservative in what he bought Always an Interest In kinfolks— back there, But not apron strings to tear.

Long, lean, lanky and tall, He almost got it—all, A determination—yes, he set a goal It was In his grasp-er-the drums did roll.

Son, husband, dad and granddad, All these life cycles—he had Just on the verge, of the lazy years And so there is room for tears.

Yes, we knew him for awhile, "Memory"—is a compassionate smile For all of those, who make this life worthwhile He was George.

F.L.B. —Mother-Gladys Whiting p34

Mrs. Love Whiting 2631 White Oak Drive Titusville, Fl. 32780 Mrs. Gladys Whiting 216 Rosedale Toccoa, Georgia 30577

Lars Lundstrom

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CAPTAIN EDWARD G. BETTS RECEIVES 1991 TARPA AWARD OF MERIT At the TARPA convention in Colorado Springs Captain Ed Betts was presented with the 1991 TARPA AWARD OF MERIT. The mix of flying and its history took place for Captain Betts almost together.

He enlisted in the Army Air Corps on December 8, 1941, was called to active duty in January 1942 and was discharged July 1945. During his time in service he served as squadron, group and wing commander. Along the way he earned two Distinguished Flying Crosses, eight Air Medals, five Campaign Battle Stars and two Purple Hearts. His rank at retirement was Major. During this time he began the accumulation of what his wife calls the paper trail of all time.

Captain Betts began co-pilots school with Transcontinental and Western Air August 6, 1945, checked out as Captain in 1946 and retired in 1980. During this period in his life he intensified his work in the history of aviation and whenever possible would arrange his flying so he could be in Washington and visit the archives of Smithsonian in his quest for facts and data he was submitting to the chronicles he was constructing. This led to his work with the Smithsonian Institute as a lecturer, advisor, and acting in concert with other historians in writing the history of aviation.

During his career with Trans World Airlines Captain Betts received the FLIGHT DECK MAN OF THE YEAR AWARD, AWARD OF EXCELLENCE AND PRESIDENT'S AWARD. Without the work and dedication of such men as Captain Betts the marvelous story of aviation would be lost with time.

CAPTAIN DAVID M. DAVIES CHAIRMAN, AWARD OF MERIT-COMMITTEE

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EDITOR'S DESK I was sorry that in the last TOPICS I asked if anyone had a copy of Dave Kuhn's book. SENIORITY, SEX AND SALARY. I have been deluged with calls, letters and books. I should have just made a call or two myself. There were too many responses to even attempt to name them and now I have some to send back. But I did get the following from Charlotte Walker, widow of Jim. Her note; Dear Captain Humbles - Please accept the enclosed for your own use or your archives with my sincere thanks to you and everyone who put together the TARPA TOPICS. It is greatly enjoyed. Sorry I cannot remember the signature on the flyleaf and the same person wrote the poem on the back page. ...Sincerely, Charlotte.

The poem You can always tell a gunner by his straight and icy stare, You can always tell a bombardier by his ways' debonair, You can tell a navigator by his books and pencils and such, You can always tell a pilot but you cannot tell him much.

Charlotte, thank you very much for the book. I always thought a lot of Jim. My first trip as a Constellation First Officer was with Jim between Kansas City and New York. I am still close friends with Charlie and Robbie Hutcheson who were your neighbors at Kansas City and they always spoke so highly of you and Jim. * * * * * * It seems Betty and ye olde editor have really been on the go the past few months. We were on the TARPA Alaska Cruise which was handled so well by Pat and Chuck Hasler back in early August. We flew out of Greenville, North Carolina, to Charlotte and then non-stop to Seattle. Thanks to the generosity of our son, Jeff, we flew first class and I think the service surpassed any I had heretofore seen. Overnight in Seattle, then by bus to Vancouver, British Columbia, overnight and then on the ship. Our cruise stopped at Ketchikan, Juneau and Sitka. You might be interested to know that when we anchored at Juneau we learned that Chuck Hasler had been there two years before and as we arrived on the dock there was a young woman with a baby in a stroller and a big placard on the stroller which read, "Welcome back, Chuck." Gene Dolan sent me some pictures he took on the cruise so there will be more later on and names.

Then out to Colorado Springs for the convention. Mary and Clif Sparrow really did an outstanding job in putting on this reunion with the largest attendance ever. Everyone seemed to have a fine time. The TWA Sales people of Colorado donated fabulous hors d'oeuvres every evening for our spacious hospitality rooms complete with two bars and plenty of volunteer bar tenders superbly supervised by who else but Katie Buchanan. The crescendo of old friends renewing acquaintances negated the need for hearing aids which so many ex-jet jockeys sport.

On the night before our banquet which was Thursday night Don Chapin, head of our TWA Credit Union, was there and the Credit Union hosted a fine buffet complete with wine, coffee etc. This was in a beautiful garden like area by the swimming pool.

Your officers and directors of TARPA were presented with T shirts with Colorado Springs on them by the Colorado Springs Convention and Visitors Bureau whose Executive Director is Terry Sullivan whose letter to us follows; Dear Friends of TWA - I too had the pleasure of spending many enjoyable years with TWA. Not quite enough to qualify for full retirement, but yet enough to be vested in the retirement program. I left in 1984 and now find myself with the best job in the State of Colorado as head of the Convention & Visitors Bureau for Colorado Springs.

I am sure the membership of the TWA group will note a community that takes great pride in its hospitality, scenery and our many beautiful golf courses.

We often think of ourselves as having the atmosphere of a mountain resort yet the conveniences of a large city. continued next page 22

EDITOR'S DESK Mr. Sullivan's letter continued; If you or any of your members should require any special assistance during your stay we hope you will reference our Official Visitors Guide in your room or call us. After all your many hours of penetrating the clear air turbulence of Colorado, you have earned the comfort of being on the ground in Colorado Springs.

I hope you enjoy your stay. Sincerely and best regards, Terry Sullivan Ex. Dir.

At our banquet we listened to a most inspiring speech by Captain John Testrake about the Flight 847 hi-jacking.

Gordon (Parky) Parkinson talked about the old-timers and recognizing the Hall brothers, Howard, Wes and Floyd, who have the distinction, we believe, of being the only three brothers who wore the TWA uniform as pilots at the same time.

Sonny Boy was wearing his uniform blouse and hat and I'll bet it fit him better than most of our uniforms fit us. Many of us looked as if we are getting enough to eat since being put out to pasture.

I know the Sparrows had some good help and one I particularly noticed was George Long. He seemed to be constantly on the go what with delivering meals, hors d'oeuvres and other hospitality room supplies and so forth and so on.

Some sad notes were to learn some canceled account ailments such as Lyle Spencer and Burgess Murdock. Harry Mokler canceled account the death of his brother for whom we extend our deepest sympathy. We also were saddened to learn of the death of Jim Hendrix.

Ed Betts received the TARPA Award of Merit. Ed deserved it for his years of exhaustive research and chronicling of events on our airline.

Some guests recognized were Clark Billie, Vice President of Training, and Jay Colpitts, Senior Vice President of Flight Operations. Both started their careers at little old Newark, as I recall, and have flown co-pilot with your editor.

Bill Dixon, President of the TWA Seniors Club, and his lovely wife, June, were there but we have since learned that on arrival back home in San Jose Bill stumbled on entering their home and broke a bone in his left hip and will be incapacitated for several weeks.

Jerri Culligan, President of the TWA Clipped Wings Association , was in attendance and spoke briefly at the membership meeting.

Kent Scott, recent Chairman of the TWA ALPA Master Executive Council, gave a very interesting and informative speech.

Everyone seemed to enjoy the tours. Betty Humbles chaired the registration desk so we only went on the Royal Gorge tour. Saturday, after the Friday night banquet, we drove to the top of Pike's Peak, elevation 14,100 feet above sea level and some snow on the ground up there.

Another honored guest was Capt. Claude Girard, Trans World Airlines Vice President of Flight Operations, International, and his wife, Dorothee. We voted Claude Honorary Membership in TARPA. Ye olde editor, A.T. Humbles, was the ALPA Housing Committee Chairman for the last few years on International before retirement and I must say that Claude and I worked together as a team to provide adequate and satisfactory housing accommodations for our crews. I always found Claude very cooperative and courteous. When I made a little talk nominating Claude for Honorary Membership I made mention of the fact that back when we signed for meals at some layover points there was an awful lot of so-called orange juice signed for at those layover points with the crews' dinners. For the benefit of some of your wives, I have to explain that the waiters knew TWA wouldn't pay for wine so when they served wine they would list it as orange juice. Anyway, Claude would tell me he knew what was going on and to tell the crews to knock it off which I would.

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EDITOR'S DESK From our Convention Site Chairman, Ev Green; Carl & Vicki Schmidt & Rick & Marcia Davis are co-chairing the September 1992 San Diego TARPA Convention at the Mission Valley Marriott. Plan now to be there for another great event for all of us.

Some sites under consideration for 1993 and beyond are Reno, Palm Springs, Scottsdale, Orlando, Fort Myers and Seattle. Also, Chuck and Pat Hasler are getting data for a possible convention aboard a cruise ship.

Please send your desires and comments on future sites to; Ev Green, P.O. Box 294, Cashmere, WA 98815.

From Claude Girard; Dear A.T. - Once again, my sincerest thanks for your warm welcome and kind words introducing me to the convention.

Both Dorothee and I were really touched by everyone's kindness. It was good to see some old friends who I had not had the occasion to talk to for quite some time. We only wished that we had had more time to spend in Colorado Springs.

I do hope that you and Betty will have an opportunity to come over and see us, either in Berlin or in Paris in a not too distant future.

Kind regards,...... Claude.

From Ev Green; Enjoyed seeing you folks at COS. A great convention. My wife and I are taking a tour through the fall colors of New England.

See you in 92. Best regards, Ev

From Gene Dolan; Dear Editor - Here is a set of pictures from the TARPA Alaska Cruise. May be possible to use some of them. We sure had a great time - the people, cruise, rooms, the food and the weather were all grand.

I have to say that Chuck and Pat Hasler were outstanding in the way they put this cruise together. I have been on other cruises but none as well-planned as this one..... Thank you, Eugene & Nancy Dolan.

[Gene, pictures are excellent. Will use some this issue and some in February's issue as this one is getting too big. A.T.]

From C.W. (Red) McKenney; Dear A.T. - A neighbor of mine here in New Jersey is an old aviation buck and into history. He was a tower operator at Newark, NJ, back in the 30's. Some of our old-timers may remember his, George Williams. He is working with the Teterboro Airport Museum besides other things. We talk aviation whenever we meet so he thought the enclosed info on an old timer, the late Arthur Raymond Brooks, might be interesting to TARPA members. He was involved in the design and installation of beacon lights from Boston to Hadley Field, NJ, to Richmond, VA, and on to Bellefonte, PA. He also worked on air to ground navigation and the first air to ground telephone.

There is a lot of information so if you think you can use any or all please do. Some of our old-timers may remember flying back then. I have used the beacons at times flying my T-Craft in the 40's.

At the times I was going to Florida on "The Crack of Dawn", a 53 foot Norsman we would overnight at Belhaven. I worked as a crew member on the way down and flew back home. Did it 3 years in a row. If I had known then you were in Belhaven would have called. ..All the best, Red. [Red, will have to use later issue.]

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EDITOR'S DESK From Lars Lundstrom; Dear A.T. & Betty - May I send you a few lines from the hinterlands to wish you well as you prepare to attend the Colorado Springs rendexvous. I am sorry to report that I will not be able to make it account "animal sitting" when my wife makes her annual pilgrimage to Germany this during the convention dates.

I enclose a one page writeup on the late George Whiting. He was a true "Southern Gentleman" born in Atlanta. I would like to think that the kinship amongst you "Rebs" would allow you to publish this remembrance. [Lars, said article appears with the In Memoriam section. I, too, thought a lot of George. And we appreciate your capitalizing Rebs].

In a serious vein, may I say how much I appreciate both your efforts on our behalf, this together with your many other time-consuming activities. I take my hat off to you both!

With this I will close hoping that you are both well, that all goes well as you make your way out to CS and have a successful convention .... Warmest regards. *

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From Bob Widholm; Hi Ho A.T. - Remember that old cliche, I've got a great memory. Re your request for Dave Kuhn's book, wondered where I put it, finally found it...right under Salary, Seniority and Sex. Times have changed so my sweet wife, Fay, rearranged the files.

My granddaughter made some copies for you.

[Bob goes on to lament the passing of Roger Don Rae which you will find on our In Memoriam page] Also enclosed, A.T., is an article on Harold Neuman which you might enjoy using. Many THANKS AGAIN for all of your fine work and efforts on TARPA and Fay and I are looking forward to seeing you and Betty in Colorado Springs...0ur best. *

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From John Kidd; It was great to see you and the rest of the group at Colorado Springs. It makes one proud to be a member of such a fine group of individuals.

Enclosed is the obituary re Roger Don Rae in the Tampa Tribune. It is sad to read of the death of "one of ours" yet we all know our turn will come someday.

That he was a pilot for TWA doesn't come close to the real story....Roger Don will be remembered much more vividly by the rest of us for a long time.

Since I am active as an officer in the TWA Southeast Seniors Club, I will try to keep you up to date on any such [As above] things that come my way.

Again, thanks for all the time and effort that you and the others put in for Tarpa and the fine publication.

The convention was the best yet, although every one is great. With luck, I'll see you in San Diego if, by chance, not sooner.

Sincerely, John *

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From Dale Snider; Dear Dick - Enjoy your newsletter, TARPA TOPICS, even if I am retired from U.S. Air so enclosed is $15.00 for another year's subscription....Yours truly, Dale.

[Editor; We met Dale and Carol on the RAPA tour for the Vancouver Air Show. He had been president of their U.S. Air retired pilot group called the Soaring Eagles.] *

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From Dick Hawes; Dear A.T. - Would be nice to see you again...good times together...good luck to you. A.R. Hawes, P.O. Box 13, Kalispell, Montana 59903. Ph: 406 837 3830.

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CAPTAIN CLAUDE GIRARD & WIFE, DOROTHEE TWA VICE PRESIDENT, INTERNATIONAL, PARIS HONORARY MEMBER OF TARPA Claude Girard has a very interesting background. He was born in 1921 in Epinal in eastern France. Standard education to and including French Baccalaureat stopped

by World War II. Drafted to join the Forced Labor in Germany at the age of 21.

Joined the underground until necessary to escape from France in 1943 via Spain.

Enrolled in the Free French Air Force and was sent to the United States for training (Primary PT-19 Tuscaloosa, Alabama, Basic BT-13 Shaw Field, Sumter, SC, Advanced AT-10 Turner Field, Georgia). Selected as pilot instructor and remained at Turner Field instructing in the B-25-and A-26.

Hired April 1946 by Capt. Swede Golien for TWA in Dispatch. Acting Station Manager Paris and Geneva 1949 through 1957. Co-pilot on the DC-3 engine carrier.

Transferred back to Flight Operations in 1957, graduated from Captain School (Martin 202/404) in 1957 at which time TWA had acquired the Fairchild Packet C-82 operating under Ethopian license.

Flew the FAA test and certification flight for "N" license of the C-82 with jetpod. [Claude says that made him the first half a.. TWA Jet Pilot]. He was also B-707 rated.

He says he has worked for such distinguished Directors of Flight Operations as Gordon Granger, Neal Lytle, Joe Carr and Jack Robertson, in fact was promoted to Director of Flight Operations replacing Jack Robertson in 1962 and in 1971 to Staff Vice President Flight Operations, Overseas, replacing Larry Trimble, thereafter reporting to Ed Frankum, Dick Kenny, Ron Reynolds and currently to Capt. Jay Colpitts. Title was changed in 1989 to Vice President Flight Operations, International.

"I thought you were going to your lodge meeting." "It was postponed. The wife of the Grand Exalted Invincible Supreme Potentate wouldn't let him out tonight."

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JOE McCOMBS, LONG TIME TARPA SECRETARY/TREASURER AT LEFT DICK GUILLAN, SECRETARY/TREASURER TARPA & EX GRAPEVINE EDITOR

CELEBRATING THE ANNIVERSARY OF LUCILLE & DAVID DAVIS DAVE IS FIRST VICE PRESIDENT OF TARPA GENTLEMAN ON THE RIGHT IS BILL KIRSCHNER, DIRECTOR, TARPA

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(Left to right) RUSS DERICKSON, JEAN McCOMBS, MARY AND CLIF SPARROW THE SPARROWS CHAIRED OUR HUGELY SUCCESSFUL CONVENTION

PHYLISS & JOHN TESTRAKE CAPTAIN TESTRAKE GAVE A MOST INSPIRING SPEECH RE HIS HIJACKING.

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EDITOR'S DESK Re our cover picture, it was sent to me by Ed Betts and, in case the writing on it does not turn out too well, the aircraft is a Martin Pusher powered by a Curtis engine and flown by J.C. Milligan and Art Burns with Burns on the right.

Burns was with Maddux and near the back of this issue in a letter from Ed Betts he tells of Burns' son contacting Ed for information on his father.

And from Ed Betts; I was leafing through the EAL retired pilots news booklet and happened to spot an unusal name that I had written about in the enclosed article on the year 1941 - Orestes DioGuardia, who was copilot on a fatal DC-3 accident. After he returned to flying after recovering from injuries, he got the pink slip from Otis Bryan, it seems TWA didn't want any future captains who had been involved with a fatal accident even though he was in no way a part of the blame. Dave Behncke and Jack Zimmerman offered to argue his case but he said "to hell with it". Can you imagine any such CS unwritten rule?

[Yes, we can, Ed. Incidentally, Orestes retired from Eastern and is also a member of TARPA] Also enclosed is a "plug" for Bob Rummel's (a TOPICS subscriber) book "Howard Hughes and TWA". I recommend it for anyone interested in the Company's history and it is not to be confused with Serling's "Howard Hughes' Airline".

Donna and I just returned from 2 weeks driving 2,000 miles about France and Germany - covered the Normandy Coast with our French friends, then the castles along the Rhine and Moselle Rivers with our son based at Ramstein. Returned home via Paris which was a nightmare as TWA is really screwed up trying to run a "hub".

About 5 trans-Atlantic flights arrive and depart within a few hours plus all of their B727 shuttles to other European destinations. Nobody seemed to have any idea as to what might be available for a non-rev until the engines were started (which was usually a few hours late). We wound up going to BOS and STL, arriving home 25 hours after we arrived at the Paris airport - our bags went to JFK and arrived the next day Donna was home long enough to do some laundry and then took off for MKC (via STL) to tend to her father. We really enjoyed the convention at COS - it was good to see you and the others.... My best regards, Ed. [And A.T. says; The new computer your son gave you does a fantastic job of printing. Congratulations on your TARPA AWARD OF MERIT! And we appreciate your valuable contributions to our humble little TARPA TOPICS.] Some final notes on convention; Mike Ferrara, President of the Retired Airline Pilots Association (RAPA), was in attendance and addressed the business meeting. RAPA is doing some very good work for us all and has a good rapport with ALPA. * * * * * * Once again, Alice Strickler chaired the Bridge Tournament. Winners were Marge Lucky and Frances Heinrich. * * * * * * The editorial staff of TARPA TOPICS will take this opportunity to wish you all a very Merry Christmas and a Happy New Year. Betty and I thank you all for the words of encouragement and the pats on the head. Guess that's what keeps us going for the pay isn't that good. Keep in mind your input is always most welcome so keep it coming to J.T. Happy and me.

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in his Lear jet.

Howard will be 90 years old next February 3rd.

They were flown to Colorado Springs by Gene Lynn

CAPTAIN HOWARD E. HALL & WIFE, BONNY

(Photos by Bill Cox)

HOWARD, WES & FLOYD HALL These 3 brothers all wore the TWA pilots uniform.

COLORADO SPRINGS

MARY SPARROW CO-CHAIRMAN CONVENTION DON CHAPIN PRESIDENT TWA CREDIT UNION

SLIM PAHL IDUS INGLIS

JAY COLPITTS SR. VICE PRESIDENT FLIGHT OPERATIONS TRANS WORLD AIRLINES RUSS DERICKSON TARPA OUTGOING PRESIDENT ULIE DERICKSON

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RITA SIMPKINS (L)

SHIRLEY BEIGHLIE

JERRI (COSTELLO) CURRIGAN President, CLIPPED WINGS

KEN HIPPE 32

ULIE, MATTHEW AND RUSSELL DERICKSON WE ALL OWE RUSS A BIG VOTE OF THANKS FOR HIS YEOMAN'S WORK FOR TARPA

DIANA & FLOYD EVANS, BETTY AND A.T. HUMBLES

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From the desk of BETTY HUMBLES REGISTRATION CHAIRMAN, TARPA CONVENTION I wish to thank all of you, men and women, who helped at the registration desk at the TARPA 1991 convention in Colorado Springs.

You were a great crew. I heard many comments on how efficient and pleasant you all were. I agree with that. It was a pleasure working with you.

Betty Humbles

Fran Russ Derickson to all TWA Pilots and TARPA members.

It was with a great sense of appreciation, gratitude and pride that I accepted the engraved Bulova pocket watch from the TARPA membership at the Tucson Convention Banquet following my tour of duty as President at that time. And now I have again been honored by the TARPA membership with the presentation at the September 13th, 1991, business meeting in Colorado Springs with another gift - a pair of silver collar tips. I was overwhelmed.

Little did Abbott, Van Etten, Richwine, Clay and all the others who helped organize our Retired Pilots Association realize the success this organization they were creating would turn out to be. We had over 500 in attendance in Colorado Springs in September 1991, 480 in Tucson in 1988 and New Orleans and Hershey were each over 400.

During our active years the TWA Pilots were the best in the Airline industry, in fact, I believe that the Airline, including employees in all categories and departments were the best. We helped train many other Airlines (Lufthansa, Saudia, Mideast, Sudan, Al Nipon, Ethopia and others) in all phases of airline operations, i.e; Flight Ops, Maintenance and all the other departments. We have made our mark in the Transportation Industry.

I am happy and proud to have been a TWA Pilot and now to be a member of Kind regards, Russ Derickson TARPA. FROM Capt. Robert R. Thompson, Secretary/Treasurer, TWA Pilots Retirement Foundation I appreciated the opportunity to discuss the state of the TWA Pilots Retirement Foundation with the TARPA Board of Directors and to address the General Business Meeting the next day. .

The Foundation has aided 9 pilots (or widows) since its inception in 1982 The projected benefits paid through 1991 will total $218,250.00.

The Trustees of the Foundation believe a real need for this aid exists and will continue to exist in the foreseeable future. Payroll deduction contributions from active pilots and the interest generated by our ALPA Credit Union account continue to decrease. We need participation from more TARPA members to stop the depletion of the principal in our ALPA Credit Union Account. Memorials to deceased pilots will be acknowledged according to one's wishes.

Please make checks payable to: THE TWA RETIRED PILOTS FOUNDATION, INC. and mail to; Robert R. Thompson S/T, TWA RPF, 807 Hintz Road, Arlington Heights, Illinois 60004.

Other officers are; Fred Arenas, President; Harry Jacobsen, Vice President; Bob Essaf, Trustee; Don Ulrich, Trustee.

GOLF CLICHES Invention: The mother of necessity. If you put an eraser on those short little pencils, everyone would be eligible for the club championship.

Lie Alike: Players who have taken the same number of strokes. Also, when your caddy backs up what you say.

34

TRAP & SKEET SHOOTING TOURNAMENT AT COLORADO SPRINGS Following are results of the TARPA Trap & Skeet shooting at the Broadmoor Shooting Grounds. 15 different shooters shot 91 rounds.

Top Gun Trophy - Bob Smith - 2nd place Don Stitt High Skeet - Joe Schneider - 2nd place Joe McCombs High Trap - Earl Heinrich - 2nd place Bill Kirschner.

Belt buckles were donated by the Broadmoor Shooting Grounds and were awarded to the second place shooters. A belt buckle was given to Dave Davies as the "Iron Man Award" for shooting 11 rounds. [A round is 25 shots] See you in San Diego in '92. Sincerely, Bob Smith 1991 Chairman Trap & Skeet.

[Left to right] HIGH SKEET JOE SCHNEIDER HIGH OVER ALL BOB SMITH HIGH TRAP EARL HEINRICH [Excellent picture taken by Earl Heinrich]

[Howard F. worked very hard tending bar in the hospitality suite. His boss, Katie Buchanan must have kept too busy for we don't seem to have a picture of her.]

Photo by Fauci, Larry that is.

35

TENNIS TOURNAMENT, COLORADO SPRINGS LEE BUTLER, CHAIRMAN A small but enthusiastic group participated in the 1991 Tennis Tournament.

The Ladies Winner Final was decided by a tie-breaker and the Men's Runner-up was decided by a tie-breaker. Thanks to Mary and Cliff Sparrow who arranged for the courts, the balls, the transportation and the lunches. I provided the prizes.

They made my job easy. Thanks to all who participated..... Lee Butler.

[Left to right] LADIES RUNNER UP JANET GUSTAFSON LADIES WINNER AUDREY PELLITIER LEE BUTLER CHAIRMAN GUS GUSTAFSON MENS WINNER BUD LOWRY MENS RUNNER-UP

[Kneeling, L to R] BOBBI DEVEUVE CAROL KROSCHEL JANET GUSTAFSON AUDREY PELLITIER [Standing] FLOYD BROWN TOM ANDERSON GUS GUSTAFSON BUD LOWRY DICK FAULDS [Not shown; RICHARD DICK OR LEE BUTLER

36

GOLF RESULTS - 1991 CONVENTION Eleven women and fifty-six men participated in the golf tournament at the Fort Carson course during the convention.

There were Gross, Net, and Calloway divisions. Winners in the men's gross and net received the perpetual Jim Polizzi memorial plaques; winners in all six categories were awarded the 1991 trophies. Approximately fifty-five dozen golf balls were distributed to more than half of the players, in varying amounts, depending on their finishing position in their division.

First Place finishers were: Women's Gross: Jean Blevins and Carol Jones tied at 205. Since there was no possibility of a playoff, the tie was broken by matching cards, starting with the hole #1 the first day. Jean won the "pseudo" sudden death playoff on the second hole.

Women's Nets Teddy Towner with 156.

Women's Calloway: Betha Elsner with 156.

Men's Gross: Warren Cantrell and Bill Cox tied at 167; Warren won the card match, also on the second hole.

Men's Net: John Hatcher with 143.

Men's Calloway: Jay Palmer with 148.

While there was no prize involved, it is worthy of mention John Hatcher's 38 on the front nine, and Bob Early's 39 on the back nine were the only two gross nine hole scores under 40 in the tournament. In spite of the difficulty of the golf course-no one shot to their handicap--the weather was great and everyone apparently enjoyed themselves.

Bill (W.B.) Townsend

GOLF CHAIRMAN WILLIS B. TOWNSEND & WIFE MICKEY Photo by Bill Cox

37

Didn't have the name for the lady on the left.

CAROL JONES on the right as she had her TARPA nameplate on!

PAT CAPIN VIRGINIA CONVERSE

GAIL HOWELL and who?

Photos by Bill Cox

38

GLEN BLEVINS FORD BLANEY BILL COX

JACK HARPSTER J. THAD MAY

GEORGE BORHMIER BILL AMAN

Photos by Bill Cox

39

JOSEPH A. BROWN, JR. THE GOLFERS FASHION PLATE

(Below 1 to r) DON PETERS RUSS MYERS

(Photos by Bill Cox)

40

VIC HASSLER CHUCK Anderson

BILLY TATE JIM NOREM

WINDY ELLIOTT MEL RODGERS

KEITH YATES

41

Left to right; DON PETERS JESS FISER BOBBI DEVEUVE JIM DEVEUVE

RITHCHIE BEIGHLIE SHIRLEY BEIGHLIE BOB LANG ANGELA LANG

JOHN CARROLL RUT BARR STU NELSON

42

MARIANNE & BILL McMINN & BILL MERRIGAN [At the membership meeting Capt. McMinn said this was his first convention and he was enjoying it so much he planned to make the next fourteen!]

WAYNE HAGGARD, HAL MILLER AND RUSS DAY [Photographer Bill Cox said this taken at hospitality hour.]

43

RUSSELL G. DERICKSON TARPA Past President

WILLIAM A. DIXON President, SENIORS CLUB

ROBI MUELLER Second Vice President TWA Seniors Club and tour leader for TARPA Colorado tour.

CAPT. AND MRS. CLARK BILLIE Vice President Training & Standards Trans World Airlines

HAL MILLER Chairman, TARPA & TWA Seniors Club Insurance Committees. Also, RAPA Liasion Representative for TARPA.

BOB SHERMAN Second Vice President, TARPA Chairman, TARPA Investment Committee

Above DICK GUILLAN, TARPA Secretary, Treasurer AL MUNDO, TARPA Director Left AIR FORCE ACADEMY CHAPEL (Photos by Bill Dixon)

From Larry & Betty Murchan 45 Frelma Drive Trumbull, CT 06611 Hi A.T., We have a new address but still the same phone.

We moved to a small ranch about 5 blocks away from the old address.

Betty and I went on the 384th Bomb Group Junket back to Grafton-Underwood, England. It was cold and windy for May. A little sad without "Pop" Dolan.

We are planning on Colorado Springs - hope to see you there.

That's Larry placing a wreath at the new monument.

[Larry and A.T. Humbles were based at Grafton-Underwood, Northampton County, England, with the 384th Heavy Bombardment Group (B-17's) during World War II. We erected an impressive monument at our old air field and many journey back there once a year to visit the site and old friends. ]

FLIGHT RADIO OFFICER ROGER (GOLDIE) GOLDTHORPE & JULIA TARPA CONVENTION BANQUET, COLORADO SPRINGS 46

CLEARANCE (SLIM) PAHL MICKEY PAHL

BETTY RAGER TERRY RAGER

From Terry Rager; Dear A.T. - We took a couple of snaps while up at Pike's Peak. Thought maybe you could use them. After such a wonderful convention, we left with Robi Mueller on a week's tour of Colorado. It certainly is a beautiful state! From the Royal Gorge to Mesa Verde to the Rockies! 70 of us and we enjoyed every minute! They just have to learn to cook a rare steak!...Our best to you, Terry & Betty Rager.

Bob Sherman asks that anyone who has any old seniority lists he would appreciate very much if you would send them to him.

The height of diplomacy is the art of saying "nice doggie" until you have time to pick up a rock.

47

OCTOBER 10, 1991

A.T HUMBLES RT.2 BOX 2900 BELHAVEN, N.0 27810 Dear A.T & Betty; Here I am spending a few weeks on the Island of Maui, resting up from the busy, but fun week in Colorado Springs at the TARPA Convention. Again I had the honor of hosting at the hospitality room at the convention and I could never of undertaken the job without the many volunteers who helped bartend, serve, clean-up, and run errands. I'm sure the following list is not complete, some did not sign the "sign up" slip, but many "THANKS" to all!

ANITA WALKER MIKE TRISCHLER SUE SPUHLER LARRY FAUCI CARL SCHMIDT DAVE DAVIES AL LUSK

BOBBIE & BILL KIRSCHNER PEGGY & GARY SCHEMEL CLIFF SPARROW BILL HORN BILL SOURY TERRY RAGER HOWARD HALL

Also A.T, I'm enclosing two news articles, one on Roger Don Rae, and one on Aubrey P.(Bill) Williams.

I think and I'm sure all will agree that the Colorado Springs Convention was a big success. Mary and Cliff certainly did their very best to make it a beautiful full week. Planning a convention is more work thank fun, and volunteering is a thank-less job. I'm sure all that attended and helped went home feeling it was another great convention, and are looking forward to next year in San Diego.

My Best Wishes to you both,

KATIE BUCHANAN

48

NOVEMBER 1991 Now that you have all recovered from Colorado Springs, and the SUPER job Mary and Cliff Sparrow did, on to the Holidays. Here in Florida we are all looking forward to the return of our many gypsy friends who do not know where their roots are. We call them Snow Birds.

Others (that have a business here) call them the " Meal Ticket ".

In Tallahassee they like the increase in the Sales Tax receipts. The locals love the decrease in the speed limit on the roads and everyone likes the increase in activity. Especially the lines at the SuperMarket and Restaurants.

Here at the Grappa Vino we would like to congratulate all the new and old Officers of TARPA. Thanks, guys, for the past service and the future work to be done on behalf of all of us.

A special thanks to Russ Derickson for taking over, again, last year when Joe Brown, God love him, went IFR and had to take an unexpected stretch on the beach. And to Joseph McCombs (whats 'is Name) who hung in there for years keeping us in good shape with all kinds of physical problems. (Of course he had one of the greatest one ankle supporters in the business) To all the Committees and Chairmen Bless you. Your time is just as important to you as ours is to us. THANKS. ************************ Had a great phone call from Bill Brown, hiding out in Ridgefield Conn., and enjoying retirement doing absolutely nothing except a little fishing on the Sound in his 25 foot boat that really needs a good Captain or someone to keep things shipshape.

Good thing Colleen, his super Daughter is home to straighten him out now and then. ************************* This weekend I went on a great fishing trip. " What did you catch? " my friend ask. " I caught two catfish and drowned 153 worms." *************************

49

Grapevine, November, 1991, Con't EARL HEINRICH and FRANCIS, 34 Amherst Dr. Massapequa, NY 11758 Francis and I were in Florida on the West coast in March. During the Florida Trapshooting Chain. We were at Sarasota for 5 days, I was shooting and Francis was at the pool soaking up the sun. Then we went to New Port Richey for the Southern Zone Grand Shoot at the Silver Dollar Skeet and Trap Club. Won some money and had a good time. It rained the last three days. (Summer afternoons FU.) We visited with Ray Conaway and wife Dorothy at Spring Hill FL. and met Bill and Mildred Toms there. Ray and Bill play golf together part of the time. Also saw other friends that have departed Long Island for the West Coast of Florida.

Went to the New York State Shoot at Syracuse, NY in again won a few bucks and the Senior Veteran Trophy.

July

and

Visited with Bob Smith at the Grand American Trap Shoot in Vandalia, Ohio (next to the airport) and had some good scores but always short one or two for a win.

Tomorrow night we go to Ray and Wanda Urban's to play cards. the rest of the time, mow grass in NY and Ill. Also there is always something to fix, paint or repair.... when I want to.... or when I sometimes have to.

That about covers everything for now, sorry we didn't see you in Colorado Springs, Hope this finds you and your wife in good health.

Sincerely, Earl ORVILLE R. "OLI' OLSON AND CAROL, 1 021 0 Mission Rd. Overland Park Had a SUPER call from Oli a couple of days ago with a report on the convention in Colorado Springs. He said just about every one was there. In fact so many folks showed up it was almost impossible to get to talk to all the friends he hadn't seen for a year or longer. It was a GREAT Reunion and San Diego can't come soon enough.

Oli does some flying with a flying club in the Kansas City area and does the best he can to stay out of trouble. (My words 01i) ************************* "When opportunity knocks, you still have to get up off your butt and answer the door." *************************

50

Grapevine,

November, 1991, Con' t

RICHARD H. BECK AND LOU, 255 La Paloma, San Clemente, Ca. 92672 Guess Lou and I will not be able to attend the "Hoe-down" in Colorado Springs.

I've had a lot of pain in my left leg.. finally diagnosed as almost no cartilage in the ball and socket joint in my left hip. Practically just bone on bone. It appears that I will have to undergo a hip replacement operation in the near future.

Please extend my very best to all of those wonderful guys—come Also a special salutation to A.T. Most Sincerely, September.

Dick P.S.

On September 13, Lou and I will celebrate our 50th Wedding Anniversary !

ON BEHALF OF ALL THE FOLKS IN TARPA..CONGRATULATIONS, LOU & DICK

A couple of panhandlers met tiring day.

"To look at me that I once lived the life of fishing, fine cars, beautiful happened?" the other asked. missing!"

on the street after an especially now" one said "you'd never believe Riley: winters in the sun, deep sea women, the best cuisine. " Well what "Riley reported his credit cards

51

Grapevine, November, 1991, Con' t GEORGE C. DUVALL and JOYCE, 1027 Sierra Hermosa Dr. P.O. Box 726 Litchfield Park, Az. 85340-0726 Received the August edition of the TARPA TOPICS and want to advise you it was most enjoyable reading. The articles cover so much information and it is always good to hear about former partners.

Unfortunately, Joyce and I will not be able to attend the annual convention at Colorado Springs as I will be preparing for another back operation at that time. I had looked forward to being there as we have not been to Colorado Springs for many years and an old school friend lives there now and I had hoped to see him again.

Sorry to read about Alex Klotz and Dave Kuhn. They were two fine old timers and they are gradually all going west.

Joyce and I plan to leave on 21st. August for Norway and will take a cruise of the Fjord country with the Circumnavigators Club. This is one place we have not been yet and looking forward to i t.

Right Cordially, George.

JOHN and JOYCE JURGENSEN, 1746 Denkinger Rd. Concord Ca. 94501 Just a short note to report everything is going well in good old Concord. Expect to be in Florida in June next year to see our new Grand Child.

Take Care and Stay SIo, john and Joyce ( Ed. Note. My God, John & Joyce, you aren't old enough to have kids yet, REALLY !! ) Besides you didn't say what year, couldn't have been this year, you didn't call to say Hello....... Shame....

52

Grapevine, November, 1991,

Con't

HERB and RUTH BECKER, 3200 Willow Creek Rd. Prescott, Az. 86301 Enclosed is an article from the Prescott Courier dated 18 Sept. '91 by Steve Lee about TWA, Howard Hughes and our very own TARPA Subscriber, Robert "Bob" Rummel.

It goes like this; Who better to write a book about Howard Hughes than someone who knew him? And so it is with "HOWARD HUGHES AND TWA", written by part-time Prescott resident Robert Rummel.

"A lot of books about Hughes, with all due respect, were not written by people that knew him," Rummel said. "I worked closely with him for 18 years. Hughes was the eccentric, billionaire industrialist who was famous for his aviation exploits and the development of the HK-1, the "Spruce Goose." He died in 1976.

76, is a retired aeronautical engineer who was in Rummel, charge of fleet development and procurement for 35 years with Trans World Airlines.

He wrote the book "to give TWA the credit due it for its superb pioneering efforts which substantially led to its emergence as a major international carrier, clarify and record events, some heretofore secret and some which history has distorted or ignored, which otherwise likely would be lost and to place Hughes in the correct perspective."

Rummel spent five years writing the book, the latest in the SMITHSONIAN HISTORY OF AVIATION SERIES. This is his first book.

He was appointed commissioner on the Presidential Commission on the Space Shuttle Challenger Accident, is a member of the National Academy of Engineering and a recipient of the NASA Distinguished Public Service Medal.

"I worked pretty much throughout my career on the leading edge of aviation technology, " he said.

He was hired by TWA as an aeronautical engineer then, after meeting Hughes, eventually rose to Vice President of the airline.

Hughes appreciated his expertise, growing to depend on Rummel more and more.

"He was easy to talk to, intense, a very thorough guy," Rummel said of Hughes. "He was exhausting in his analytical processes.

He was highly retentive, with a memory like the proelephant.

I never knew him to tell a lie, but he would verbial not always tell you everything . He had a sense of humor. He would seek and listen to advice."

Hughes personally made many major decisions regarding the operation of TWA. But in making those decisions, he would talk to Rummel on the phone by the hour, at work, at home, day and night.

"On numbers of occasions we'd talk all night, then I'd be in the office the next day. The longest call was for 11 hours in the daytime with on 10-minute break," Rummel said.

Continued next page

53

Grapevine, November, 1991, Con' t.

Rummel's interest in aviation started early and " it intensified as I grew up. The Atlantic was conquered; records were being set all the time," he said. "Probably the one thing that set it in concrete was Lindbergh's flight . " He attended Curtiss-Wright Technological Institute during the Depression. His association with Hughes-controlled projects began when, as a student, he was hired to work as a stress analyst on the Hughes Racer. The Hughes Racer would eventually set to determine the several flight records.

Rummel's job was strength of the wings and landing gear. Rut he didn't meet Hughes then.

In 1943, he was hired to work in fleet planning for TWA . His job was twofold: first to evaluate planes for fleet buildup after depletion during World War Two; and second, to talk to manufacturers about TWA needs and what the suppliers could provide for the airline.

During his years working with Hughes, Rummel met and worked with some of the most creative minds in aviation history: Donald Douglas Sr., Glen L. Martin, Kelly Johnson and Jack Northrop.

All this brought unconscionable pressure on his wife and five children, he said, "I was gone half the time, " Rummel said.

"Hughes had this terrible facility to get you to work weekends and nights. He was so nice about it, you couldn't turn him down."

The book is filled with detail on a large portion of TWA history and anecdotes about the organization and the men who ran it, especially Howard Hughes. "l've found that since the book came out, there's still a great deal of interest in Howard Hughes," Rummel said.

The book is available in libraries and book stores

Robert Rummel ****************************** "I got a real scare the other day" said the father of a college student. "I opened my daughter's tuition bill and thought it was a ransom note. " 54

Grapevine, November, 1991, Con' t.

STUART F. and ARLENE NELSON, 771 H North Bowl La. Stateline Nv.

THE FLIGHT OF N7229L My most memorable flight since retiring from TWA began on Feb. 12, 1991 at Brown Field south of San Diego. My job was to check out an ex Air India crew (Capt.F/O & two F/Es) in a vintage B720 (N7229L) straight pipe and ferry it to Delhi, India. FAA airworthiness standards and noise criteria would not permit landing in the US. I chose to land at Tijuana, Mexico after the test flight.

The aircraft first was purchased by Eastern in the early 60's and last Flown by Skylark Continental on a part 125 group charter operation four years ago. The log book indicated some 40, 000 hours and 26,000 cycles.

Before my arrival on the scene, the engines had been run up, the gear and flaps cycled, controls, nav/com radio's, gyros and compasses checked. My initial plan involved airwork, approaches, landings, engine out procedures for the pilots, and crew coordination for the engineers.

Word that we were about to attempt an ascension with this earth-bound fixture must have passed quickly as we had an audience of some 300 locals. We could have sold tickets!

Our first adventure occurred with gear retraction, or rather partial gear retraction. The nose gear would not co-operate.

Additional effort proved futile, so we conducted the test, airwork and approaches with it down. After two hours and indicating 8000 pounds of fuel, we landed at TIJ. (Tijuana).

The write-ups, as well as the nose gear, were: inop. #1 gyro; #1 fuel flow; #4 generator; auto pilot; HF and omega.

The gear problem was resolved. The gyros and auto pilot servos were swapped and other repairs undertaken.

The next night we spent another two hours shooting approaches and landings. The generator carried it's bus, but the auto pilot, omega and #1 fuel flow did not function.

For a variety of reasons, the most desirable route was across the Pacific, which demanded an operable omega system.

To cover all the bases and initiate the paperwork, I also planned on a continued next page

55

Grapevine, November, 1991, Con' t. possible North Atlantic Radio Range (Blue Spruce) operation.

Because of the Desert Storm fracas, it was necessary to secure overflight permission from the USSR, Afghanistan and Pakistan.

After several fixes and non-fixes, I elected to proceed with On one ADF, two VORs, and VHF comm. This scratched the Pacific.

Friday morning, 15 Feb. we took off for Gander. We received USSR and Pakistan overflight permission and expected Afghanistan's by Gander or Helsinki.

Upon reaching our initial cruising altitude of FL330, I We flew found that the autopilot would not function properly. manually most of the 3000 AFL Repeated attempts to engage the AP finally paid off. By activating the paddle switch and immediately moving the turn control full right, the aircraft, after a few oscillations, would fly straight and level. We could now hold heading and altitude and make left turns! In addition one VOR was marginal and the HF and one DME inop. We landed Gander at 2300 local and spent the night.

Old N7229L burned 2000 #/Hr more than advertised. We cranked Our in a 21X correction and departed for Helsinki at 1000 local. route was 55N/50W OZN KEF 64N/ to 00, then dir. EFHK at FL270 to stay under the MAPS. An hour out of Gander we were informed the OZN beacon would be shut down for 24 hours (not notamed). This necessitated 1200 miles of DR navigation before we could pick up No wonder we were not allowed up in the MNPS. East of IceKEF. Our land the #2 oil pressure light came on. The pressure was OK. problem was with the filter by-pass or indicating system. We secured the engine, changed our course to fly over Trondheim, and pressed on.

Near 60N/10W we encountered moderate then severe turbulence and were unable to maintain altitude within 2000 feet. We noti fied Iceland Control, were advised of similar conditions at all altitudes and bored on. Boeing builds them to last !! the Oslo and Stockholm WX was VMC , Helsinki was improving, aircraft was intact and flying OK, so we continued to Helsinki.

We spent an extra day in Helsinki to check out the oil With no contamination in the oil by-pass, the pressure light. engine problem, according to Finnair mechanics, was in the wirWithout an operating oil pressure light, we double checked ing. the pressure gauge during the rest of the trip.

The Afghan overflight permission failed to materialize.

Rather than waste more time on further requests, we departed at 0730 the next morning for Lahore, Pakistan.

I planned to tell the Afghans, should they inquire, that in the absence of a negative response, we assumed the clearance was approved.

The worst that could happen would be a landing at Kabul. All this uncertainty made the flight more interesting !

Our route took us west of St.Petersburg (Leningrad), south of Moscow, diagonally across western Russia, over the Volga River Termez, near Kubyshev, over Aktyubinsk, the Aral Sea, Samarland, west of Kabul, Afghanistan and on to Lahore.

Con't. next page 56

Grapevine, November, 1991, Con't Except for three VORs the navigational fixes are ADF or ADF intersections. Although we were under constant radar coverage, it was required that we make a position report at every fix.

Some 400 miles northwest of Tashkent, the #2 fuel heater ceased to function, the engine lost power and we descended from 12000 meters to 11000 meters. After ten minutes, the engine power was restored and we continued on our way. The hills are high in Afghanistan and we would have landed in Tashkent rather than continue on three engines.

How do we handle Afghanistan ? I decided, besides normal position reports, we would make numerous inquiries about upper level winds and terminal weather to keep the controllers occupied during the 44 minute flight over their area. West of Kabul, they requested our overflight number. We gave them our first, then second telex request number. The charade worked. We mentioned the assumed approval, thanked them profusely for all the assistance, bade them goodbye and crossed the border into Pakistan.

In order to avoid restricted areas, the west approach to due west of Lahore entails flying considerably south--almost Delhi. Given this routing and the strong westerly winds at altitude, it was just as quick timewise to go direct to Delhi. Other than the usual cow-dung fires restricting visibility, the weather We changed our flight plan and went direct to was acceptable.

Delhi. We landed with 7000 # of fuel remaining.

Two days later I left India via PanAm to Frankfurt and TWA to New York and Los Angeles.

Stu

Nelson

TWA Retired

GENE and CONNIE GIFFORD, 13 Rolling Ridge Rd. Upper Saddle River.

I went to Florida Southern College, Lakeland Fl. Near Haines I had a ball at school there but had to pay tuition when City. most everyone else was on the GI bill. I did it backwards.

We spent the winters in Stewart, Fl. and the summers here in NJ, but we are going to try to sell the NJ home when the real estate prices improve.

Ed. Note. Florida Southern College is one of the best examples of Frank Lloyd Wright Architecture as almost all of the buildings are his design. Your Editor didn't go to FSC but I did go to Lodwick School of Aeronautics in Lakeland when it was a Army Air Corps contract Flight School (Primary) in 1943 flying PT17s (Stearmans). Also Gene, better hurry getting a place down here in Fla. as I hear there is a movement under way to rebuild the Berlin wall across the Northern border of Florida to keep out all the new illegal aliens.

DON'T BE AFRAID TO GO OUT ON A LIMB-THATS WHERE THE FRUIT IS

57

Grapevine, November, 1991, Con't BOB and DIZ SMITH, 6331 W. Bopp Rd. Tucson, Az.85746 Hope the wedding (Hank Happy & Colleen Steeley) went as well as the shooting at COS. You sure missed a good one ! We haven't been treated any better anywhere I've attended ! Including Tucson We had 15 different shooters participate. Russ was too busy to shoot with us but now that he is free of the President's position maybe he can be our primary target for " assistance" at San Diego.

Being blessed with the Sec-Treas. job for the Shooters, I only shot 3 rounds of skeet (19,19,25) on Thurs. and 1 round of Trap (22). So on Friday, I shot 5 rounds of Trap. Best was a pair of 23's, to back up the 25 I had on Thurs. Joe Schneider wanted to shoot one more so I shot with him, so as not to have him have to shoot alone. Used a shell catcher for singles to slow things down and ran a 25 straight, the only one in Skeet !! Used a shell catcher again on Friday and had a 23 to go with the 25 !

Earl Heinrich used my guns again but I told him he was going to have to shoot my good gun (K80) in Trap, not the 101 backup I had at New Orleans ! That shook him up ! He ran the only 25 straight we had in Trap and had a 23 to go with it ! If my math is correct, he beat me in Trap with my own gun by two birds.

BROADMOOR SHOOTING GROUNDS donated four beltbuckles for awards so we had second place to figure out this year. One shooter commented the second place award was nicer that the Winner's Plaque ! I don't agree but then I'm sentimental.

The shooting awards were : TOP GUN..Bob Smith 94; 2 nd.

Don Stitt 84 ; ..HIGH SKEET.. Joe Schneider 48; 2nd. Joe Whats' is Name McCombs 45; HIGH TRAP:. Earl (Adheres the bird) Heinrich 48; End. Bill Kirschner 46; and "Iron Man Award" Dave Davies (Belt Buckle) for shooting eleven rounds 4275 shells) about seven hours.

Larry Haake couldn't make it to Colorado Springs either but hopes to be at San Diego in '92. See you there as long as the Quarterback upstairs doesn't change the play at the line of scrimmage !

Sincerely ......... Bob Smith P.S. Talked to Phil Hollar yesterday and he is improving and expects to be with us next year in San Diego. ****************************** Economists just discovered that Russia doesn't have lack of consumer goods. They just produce way too many shelves. ******************************

58

Grapevine, November, 1991, Con' t.

WILLIAM and VELMA PIPER, 1684 N. W. Dove Ct. Stuart, _F1. 34994 Bill sent in a great article about . TWA's seaplane NC 410 H and a follow up piece by Richard Koran. Most of the info. was by Bill and Ed Betts. Because Grapevine is for the transfer of information about our members and what everyone is into or trouble they are trying to get into or stay out of...these articles will appear elsewhere in the TOPICS space permitting, of course.

Thanks Bill, this is the stuff the guys really love to read.

Bill also enclosed an article about the Garber Facility at Silver Hill, Suitland Md. If any of you folks have ever been near Washington D.C. and have not made it to this facility, you have missed one of the finest kept secrets (Smithsonian).

There are 28 buildings dedicated to restoration with 6 open to the public. 21 acres in all.

Go out Suitland Pkwy three miles to Branch Ave. turn right on Branch for a mile or so then left on Silver Hill Road, to the Paul E Garber Preservation, Restoration and Storage Facility.

Bill also says he is very fortunate to belong to a organization like TARPA , is proud of such an outstanding group of Pilot retirees, and says ...... BEST OF HEALTH to all Bill Piper *****************************

"THAT'S METHUSELAH. HE'S OVER 900.

JUST THINK OF THE BENEFITS HE'S COST US !"

Note, cartoon by Peter Stemir; from EAL REPArtee (EAL Retirees)

59

Grapevine, November, 1991, Con't.

ANITA WALKER, (JAKE) 10620 Wadsworth Blvd. Rt3 Broomfield Co. Grapevine as follows:

received this letter to Joe McCombes from Anita,

Appreciate deeply the memorial to J.C. "Jake" Walker in the TWA Pilots Retirement Foundation. It would have pleased him to know he was remembered.

Jake received a lot of pleasure during his twenty-seven years of flying with so many of you.. that he admired and was fond of. He felt a pride in the position he held an strived to help make TWA the best Airline.

We went a lot of places, told a lot of stories and we had a He has been gone a year and I miss him very much. lot of fun.

Thank you so very such for the Honorary Membership Card in feel I still have a connection to what we had been a TARPA. I part of so long.

Anita Walker Sincerely, ************************** In closing out GRAPEVINE for November '91 I would like to your own thank all of you who have sent in news of happenings, The Grapevine is the mail bag, the central comm. and of others. center, the place to keep in touch and give all TARPIANS quarterly updates on each other.

The next GRAPEVINE will be next year, February, 1992 (we made another one), so I would like to take this opportunity to wish EVERYONE a Super Funfilled but Thoughtful Holiday Season and a very SPECIAL, HAPPY and Safe New Year.

One of the greatest and most encouraging facts of life is that the list of Tarpa Eagles keeps getting larger, every year.

Last and believe me, not the least, is one more thanks to Mary and Cliff Sparrow (one of the birds of a feather I was talking about earlier) f o r O n e S L P E R S U P E R Convention ! ! ! ! J.T.

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CONVENTION DID YOU GET YOUR AIRPLANE AT THE CONVENTION BANQUET??

We have some tiny miniature TWA "puddle jumper" banquet table favors with names on them. We know that we had some duplicates, but we didn't want to slight anyone if they didn't receive theirs at the banquet.

After all, your banquet fee paid for it. If the miniatures that we have are duplicates, so be it, but if you didn't receive one due to late registration and you paid for the BANQUET, let us know.

A friend of ours made all of these tiny airplanes, painted the TWA logo and wrote the names on them, but we were frantically trying to write names on the extras for the late registrants just prior to the banquet and we hoped that we hadn't missed anyone. If any of you want extras, the artist sells them for $4.50 each which includes packing and shipping. ---READ ON--What a pleasant "surprise" to receive so many wonderful "thank you" notes and they're still coming in. They were totally unexpected, but what a wonderful finale to this convention. We thank you so very much for all of your kind words. Your smiling faces and enthusiasm at the end of each day was thanks enough.

In answer to your questions and statements, yes, the preparation was a lot of work, but we've enjoyed doing it because it's enabled us to get to know some of you for the first time and others much better through the correspondence and telephoning that had gone back and forth during this period.

The telephone calls received during the last weeks from people hoping that they weren't too late and hearing the relief in their voices when they found that they weren't and from others who had to cancel because of sad circumstances and other problems, have helped to broaden our shoulders and personal understanding.

From Mary: When registrations would arrive, Cliff would grab his red book, THE MAKING OF AN AIRLINE, with all of the photographs and show Mary the picture of the registrant (with some wonderful stories.) He regrets not being able to visit with old friends, but, he says next year, in San Diego, is "our year to howl".

From Cliff: Mary has really become so fond of people, by names only, through their correspondence, and close to others whom she barely knew. One of her regrets is that she didn't have time to visit and put names and faces together and does hope that you weren't offended by the lack of attention that she was able to give to you. Her main regret was not thanking all of the wonderful people who pitched in and helped "whenever" we needed it. When we were called to the podium the night of the banquet, we both fully intended to thank everyone, but when we saw 61

and heard the ovation, we were both so completely overwhelmed, that we forgot to thank anyone.

Mary says that she just "babbled" something about the perfume she received and sat down. I couldn't say anything.

A HUMONGOUS THANK YOU to all of the volunteers who so valiantly offered their services upon their arrival at the Convention.

"MEN, THIS CONVENTION WOULDN'T HAVE GOTTEN OFF THE GROUND" if it Mary said that hadn't been for the wives, widows and good friends. whenever she needed help, the women appeared. They would come up to the desk and ask if we needed help. Mary would ask them to come back at a specific time and they would appear with other helpers.

They were fantastic and outstanding. MARGIE YATES (Mrs. Keith) was Mary's "gofer" and "doofer" and did she ever! She ran all over this part of the state picking up last minute items and worked long hours at registration. She and GEORGE LONG were mainly responsible for collecting the necessary items which gave the finishing touches to the luncheon and banquet.

MARGIE, BETTY HUMBLES AND ROBI MUELLER were also responsible for making Mary take time to eat. She really appreciated that.

GEORGE LONG was my right hand man in collecting equipment and supplies. If I wasn't running him ragged, then Mary was. Mary not only had him running all over the place, but he and DICK ATKINS were stuffing last minute "transmittals' in all of the packets.

If George wasn't helping us, he was helping Katie Buchanan with the daily preparation of the Hospitality Room.

THANK YOU GEORGE!!

BETTY HUMBLES, YOU DID A GREAT JOB!!

We want everyone to know what a super job our Registration Chairman BETTY HUMBLES and her volunteers did at the Registration desk.

Sometimes things were a little 'hairy' around there, but everyone seemed When to rise to the occasion and get everything smoothed out. situations arose that needed Betty's immediate attention, she canceled her own plans and attended to the matters at hand. She had Dick Atkins and A. T. under her spell one day, and they really "worked for their supper".

We can never thank Betty enough for getting such a great crew together; they worked willingly and long hours. They were a wonderful group.

THANK YOU BETTY!!!!

Stu Nelson made 10 people very happy when on Monday, September 9th, he found out that NORAD had 12 additional openings for Wednesday, September 11th.

He quickly went aver the list of people whose names weren't drawn for the Monday and Saturday NORAD Tours, repeatedly tried to contact them and found 10 people who were delighted to go with him and his wife Arlene in the TARPA Van. (We received the van from Budget free of charge for having over 50 people renting cars. This is why it was so important for you to mark the yes or no slot about car rental on your registration.)

THANK YOU STU!!!!

A big Thank You to PEGGY and GERRY SGHEMBL who arrived on September 5th and sorted and stapled all of your tickets and stuffed all of your envelopes. For those of you who remember Peggy at O'HARE'S OPERATIONS, it was like old times. She sat at that table and went right down the line.

She still had the touch and didn't miss a lick. Here again, it would have been a pretty difficult weekend for us, if the Schemels hadn't arrived.

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A STUPENDOUS THANK YOU to BILL (W.B.) TOWNSEND for taking over the Golf Chairmanship at the last minute when Keith Yates wasn't up to it physically. Bill arrived Tuesday, September 10th and spent all evening and all day Wednesday getting the foursomes and extra prize money sorted out.

I don't believe that Bill's fellow golfers were aware that he missed out on the Credit Union Buffet Thursday evening because of preparing for Friday's tournament.

We can never thank Bill enough for taking over this very responsible position.

The SKIN game participants also seemed to be happy. He did a fantastic job and we THANK YOU, THANK YOU, THANK YOU BILL!!

TENNIS CHAIRMAN LEE BUTLER deserves a round of applause for chauffeuring his players back and forth to the courts. The TARPA Van, from Budget, really came in handy.

Mary's head is still hanging from shame for sending the players' Thursday lunches to the golf course. By the time we got them back, the players weren't interested. I'm SORRY, SORRY, SORRY for this terrible mistake.

We just hope the Thursday evening Buffet helped make up for it. THANK YOU LEE!!!

THANK YOU ALICE STRICKLER for keeping your BRIDGE PLAYERS so happy.

We've heard nothing but good reports. They seemed to like the low entry fee along with their quarters and the coffee that Katie Buchanan supplied.

ALICE also donated NEW playing cards to the cause.

THANK YOU BOB SMITH for chairing the TRAP and SKEET tournament.

I'm sorry that we never heard the results; however, everyone seemed to be happy, and we understand that it was a huge success with ten contenders.

Our biggest regret was that we didn't have enough time to spend with our wonderful volunteer Chairpeople, but we are extremely grateful for your unselfish time.

THE RESULTS FOR ALL OF THE COMPETITIVE ACTIVITIES CAN BE FOUND ON ANOTHER PAGE. "KUDOS" TO KATIE BUCHANAN WHAT A GAL!!!

Katie really outdid herself this time.

With her crew of faithful volunteers she kept the HOSPITALITY rooms running full blast and made sure there was plenty of everything What a beautiful person, to give up a full week of her time just to insure the stability of our Hospitality quarters. To think that she volunteers her time year after year is just one side of her loving personality. Her friendly and outgoing ways, along with her efficiency, endears her to the hearts of everyone.

Katie runs a tight ship and no one has to tell her what to do.

She just anticipates everyone's needs and takes care of it. When the bridge players started their game on Thursday and Friday, she made sure that they all had coffee at their fingertips. No one asked her to do it, she just did it.

When Katie arrived at the hotel, she never knew how much help was available.

Her trusty stewards, Ev Green and Chuck Hasler, eventually were on deck and along with George Long and other obliging volunteers, everything hummed right along.

She keeps a container on the bars for contributions and with this money, she tips the hotel bellboys and clean up crew to keep everything spotless with clean linens every day, extra ice, etc. It also pays for the tipping of ALL of the Hotel "help" for the entire convention and any extra bar' supplies and hors d'oeuvres when our hospitality budget has 63

run out, which it does every year.

The hospitality quarters are one of the necessary and main attractions of the convention.

This is when everyone gets to see and visit with their old buddies and that's what it's all about.

KATIE BUCHANAN makes sure that this is done in as pleasant an atmosphere as possible.

KATIE BUCHANAN, WE ALL THANK YOU AND SALUTE YOU. YOU ARE A GEM!!!

Speaking of hors d'oeuvres, we hope you all realize that the TWA Denver based ROCKY MOUNTAIN AREA SALES OFFICE under the auspices of: Mert Nason General Sales Manager Sandy McMann Colo./Wyoming Acct. Mgr. Mindy McGean Utah/Idaho Acct. Mgr. Karen Bruggeman Acct. Rep. at Large gave us $700.00 toward the hors d'oeuvres which were consumed in the hospitality rooms.

What a wonderful donation toward keeping everyone happy.

Their comment was, "TWA has done fairly well this last year, so TWA would like to make this contribution to the TARPA 1991 Convention."

It would be very nice if the attending members could drop a note of "THANKS" to : Mr. Mert Nason General Sales Manager Rocky Mountain Area Trans World Airlines, Inc. 6143 South Willow Drive, Suite 406 801 Englewod,CO TWA CREDIT UNION BUFFET How do we ever thank the TWA CREDIT UNION for the fantastic Buffet that they provided for the members on Thursday evening, September 12th?

Not only did they contact Mary four times about menus and incidentals, but when DON CHAPIN saw the golfers arriving late and the food was becoming depleted, he ordered more food and wine right up until 8 p.m.

It was an outstanding evening even though it had to be inside and there was a momentary upset about seating. We had planned on people visiting with their friends since it was the hospitality hour, so had not planned on a sit down affair. We felt terribly when we realized, too late, that people preferred to sit. We do hope that you have forgiven us by now.

Jennifer Buckmaster, the Credit Union's Market Representative, became Mary's helper from the time she arrived until after the banquet had started.

She was outstanding in her ability to sort out and accomplish miracles. She worked closely with all of the members' wives who "unknowingly," but willingly volunteered their time and efforts preparing for the banquet. Jennifer also enlisted the efforts of CHERYL THOMPSON from the Credit Union.

We will be forever grateful to the Credit Union for providing us with such a beautiful buffet and such lovely helpers.

These people were in reality our guests, but that evening they became one of us.

If anyone wishes to drop a "thank you" note to the Credit Union, the address is: Mr. Donald Chapin, TWA Credit Union, P.O. Box 20406, Kansas City, MO, 64195

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LUNCHEON FASHIONS We mustn't forget our lovely models for the LUNCHEON FASHION show.

As they arrived at the hotel, Mary asked them if they would model and they said yes. Now how is that for cooperation. That's what makes this group so wonderful.

A big thank you goes to: ROBBI MUELLER, DIANA EVANS, DORIS CANTRELL, B.J. HORN, DORIS HAHN, VICKY HABERKORN, and JEAN McCOMBS, who was also Mary's helper with the door prizes. At first they were a little hesitant, but then got right into the spirit and did a terrific job and the Luncheon guests really enjoyed them. Speaking of guests, approximately 29 men accompanied their wives for the excellent LOW SALT/LOW CHOLESTEROL lunch and did-they ever enjoy the models. I thought Floyd Evans eyes were going to pop right out of his head when he saw Diana.

BANQUET CENTERPIECE Some of you have been asking about the -Banquet centerpiece, the Michael Garman "Flying Leather" bust. I can still get them wholesale for $31.00 including packing and shipping.

If you should want one, don't delay, as the offer won't last much longer.

BANQUET We were favored and honored to have the following guests attend the Banquet.

Bems, Vee - ALPA Actuary Billie, Clark - Vice President of Flight Training - Operations Billie, Marlene Chapin, Donald - President of TWA Credit Union with: Buckmaster, Jennifer - Marketing Representative Thompson, Cheryl - Administrative Representative Colpitts, Jay - Sr. Vice President of Flight Operations-also New Member Currigan, Jerri - President of The Clipped Wings Ferrara, Michael - President of RAPA Ferrara, Mrs. Girard, Claude Vice Pres. of Flight Operations, InternationalHonorary Member Girard, Dorothee Nason, Mert - Manager, Rocky Mountain Area Sales Division Testrake, John - Retired TWA Captain-Guest Speaker on Flight 847 Testrake, Phyllis We also had our own BILL DIXON representing the TWA Seniors as their president.

The former Chairman of TWA's MEC, KENT SCOTT, attended a Business Meeting to give a report.

FRIENDS OF CONVENTION A GIGANTIC THANK YOU go to Brig. Gen. (Ret.) WILLIAM A. TOPE and HOWARD E. CANNIFF for the tremendous amount of help in making this convention a success.

Bill Tope retired from the SOUTHERN COMMAND of the JOINT U.S. MILITARY COMMAND following a long period in the USAF AIR DEFENSE COMMAND. He loves the computer and since we didn't have one, he did ALL of our rosters, name tags and lists of activities and tours.

There is no way that we could have given a successful convention of this size, with as many activities, without his help.

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HOWARD is an Artist and owned and retired from a large Ceramic Supply business.

We asked and he designed the cover for the May 1991 TARPA TOPICS. He also made and painted ALL of those little airplanes for your banquet.

There were never two better friends than these two and we'll never be able to thank either of them enough. They both worked long hours to help make this convention a success.

APOLOGIES!!!

The Cheyenne Mountain Zoo has sent an apology for retiring the cart trolley, for the season, before our arrival on Tuesday morning, September 10th.

The person in charge of maintaining the trolley had forgotten that we were arriving on the 12th and had put it away for the winter.

Unfortunately, their apology didn't help those of you who needed the trolley and those of you who couldn't walk the distance and wanted to go up to WILL ROGER'S SHRINE OF THE SUN. If any of you should return between May 15th and Labor Day, it is always available during that time.

The PIKE'S PEAK TOURS Company has also sent an apology for 2 counts of forgetfulness. We had contracted with them to have their drivers pay all admittances, but somehow, some of the drivers didn't get the word to pickup the admittance checks before leaving the bus grounds.

The first: On delaying your admittance to the zoo because the driver had not been given the check for sane, by the tour bus company secretary.

The second: For the same problem at THE NORTH POLE/SANTA'S WORKSHOP and SWISS MISS. Again, the driver had not been given the check by the Tour Bus Company secretary.

This time, no one challenged him and you didn't go into the little North Pole village with its wonderful little Xmas shops of toys, ornaments, crafts, etc. This was the main reason for scheduling this tour. Consequently, the 23 people on the tour will receive a $7.00 refund. Of course, there was no admittance fee for the SWISS MISS shop. We did hear that the driver took all 23 of you back to Old Colorado City for a look/see again.

We do hope that this helped take the sting away.

The Pike's Peak Tour company has always done an excellent job and their drivers have always been the epitome of politeness, cheerfulness and helpfulness.

We have only heard good remarks about the drivers during the convention, but somehow these 2 mistakes slipped through and we didn't hear about the 2nd until too late to correct it.

We are extremely sorry for this situation.

THANKS TO JOE BROWN You can thank JOE BROWN, who was president of TARPA in late 1989 for insisting that there be plenty of tours at this convention and Colorado Springs is a tourist's "Mecca" for tours and sightseeing.

Joe's theory is, "If Mama has plenty to do and is happy, then Papa will be happy" and Joe is so-o-o right. Mary and I have always lived by this premise and because the convention was in Colorado Springs, it was easy to schedule places to go and things to do.

There are still so many places of interest to visit and enjoy so you should come back with your friends sometime and stay at The Springs 66

Motor Inn which is just two parking lots away from the Sheraton Hotel.

The accommodations are nice and it's only $35-$45 per day for doubles and, of course, it's close to the eating places across the highway from the Hotel.

Also, very available to the Airport.

An old gold mining town, Cripple Creek, which is 1 1/2 hours driving from Colorado Springs, has just opened gambling casinos and has great plans for more hotels and a mini Las Vegas.

TAMARRON, a golfing resort, bordering Durango and Mesa Verde is one of our favorite places to spend 3 or 4 days. We get a group together and go at least once a year. We play regular golf, but include a fun game like Bingo, Bango, Bongo for the not so expert golfers. If any of you are interested, let us know and we'll try to work out something.

It's beautiful there.

We love this beautiful state in which we live. There is never a lack of things to see and do here and we're exceptionally happy that you enjoyed it.

PHOTOGRAPHS, SNAPSHOTS, ETC. A great number of you have inquired about the Audio Visual film, photographed by the "CONNECTIVE MEDIA" representative who followed you around during the week. Don Peters also shot some very good tapes which he took during the convention and Colorado Color Tour.

They will be edited and included in the final presentation from Connective Media. If you are interested in this tape, the information is on the next page.

Please fill it out and mail directly to them.

ALSO, for those of you who were photographed by FAINGOLD STUDIOS the evening of the banquet, Mr. Faingold will send all of the proofs of the photographs to us for placement in the booklet, and it might not be ready until after Christmas.

The booklet sells for $12.00 including postage and will be mailed to you, directly from the Studio.

PLEASE SEND SNAPSHOTS OF GROUP PICTURES OR ANY GOOD SNAPS OF PEOPLE AT THE CONVENTION to be included in the booklet.

The LARGE GROUP picture of the members only, is $15.00 including shipping, and is absolutely beautiful. It is being mailed directly to each individual. For those of you who did not order and pay for one on the evening of the banquet, please fill in the order form below and mail directly to FAINGOLD STUDIOS.

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MEMBERS AND SPOUSES/PARTNERS

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MEBRSANDPOUE/RTS(cont)

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MEMBERS AND SPOUSES/PARTNERS (cont)

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MEMBERS AND SPOUSES/PARTNERS (cont)

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CANCELLATIONS The people listed below wanted to be remembered to all of their friends. For circumstances beyond their control due to illness or other reasons, they had to cancel.

1. ASHCRAFT, BILL-------- Ill, bloodclots 2. ASHCRAFT, RUTH 3. BETTINGER, SONNIE----- Still in shock from Claude's heart attack. It was obvious that she needs support.

4. EDWARDS, FRANK-------- Bad automobile accident 5. EDWARDS, JENNIE 6. HOLLAR, PHIL---------- Cancer surgery 7. HOLLAR, JOYCE 8. LATTIMORE, BETTY (MRS. JOHN)----Had a stroke and needs reinforcement.

9. MOOREHEAD, LEIGH (BUNKY)-------- Had an MRI 10. MOOREHEAD, B. J 11. PATRICK, DOROTHY---------- Not ready to be with a crowd this year. Needs our support. Pat passed away this last May. 12. SPENCER, LYLE------------- Illness 13. SPENCER, DOROTHY 42. KIMBALL, USCHY 14. ANDEREGG, BART 43. LAKIN, JOHN 15. ANDEREGG, MARY FRAN 44. LAKIN, MARILYN 16. BISSONETT, RILEY 45. MCGINNIS, CHUCK 17. BRISTER, ROY 46. MCGINNIS, PATRICIA 18. BRISTER, ESTHER 47. MILLER, JIM 19. BURRELL, BILL 48. MILLER, BILLIE 20. BURRELL, TEDDY 49. MURDOCK, BURGESS 21. COOK, LOU 50. MURDOCK, JESSIE 22. DAVIS, CHARLIE 51. PHILLIPS, JOHN 23. DAVIS, CLIFF 52. PLUMRIDGE, REG 24. DAVIS, KIT 53. PLUMRIDGE, RUTH 25. DUVALL, GEORGE 54. RICHTER, DAN 26. DUVALL, JOYCE 55. RICHTER, NANCY 27. EDWARDS, LUM 56. ROZE, WALLY 28. EDWARDS, BETTY 57. SALMONSON, JOY 29. ELLIOT, BUD 58. SCARBOROUGH, JOHN 30. GRANT, JOSEPH (JOSE) 59. SCARBOROUGH, KATHY 31. GRANT, MARGA 60. THOMAS, LOU 32. HAY, BOB 61. THOMAS, ROSEMARIE 33. HENDRICKS, JOHN 62. THURSTON, HUTCH 34. HEREFORD, TED 63. THURSTON, JANE 35. HUNTLEY, LYLE 64. TREPAS, RON 36. HUNTLEY, ROSELLA 65. TUNDER, JOE 37. JESPERSON, HARLAN 66. TUNDER, KALITA 38. JESPERSON, ROSE 67. WARD, HARRY 39. KIEPER, BOB 68 WARD SUZANNE 73

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HARRISON DAUGHTER HEINRICH, KEN HEINRICH, SHARON HERZOG, AUSTIN HORN, BILL HORN, B.J. JESPERSON SISTER KING, MARTIN KING, ANNE IDA LYNN, GENE LYNN, CHRISTINE MODRAK, JERRY MUELLER, ROBI NASON, MERT OSBORNE, JOHN OSBORNE, DONNA RAE, BARBARA STERLING, JOHN STERLING, CONNIE TESTRAKE, JOHN TESTRAKE, PHYLLIS THOMPSON, CHERYL WALLIS, ANN WOLTERS, DONNA

BELOW IS A COUNT OF PARTICIPANTS IN ALL ACTIVITIES

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INFORMATION FOR TARPA MEMBERS WHO WERE ON TWA' S ICD-ATC OPERATION DURING WORLD WAR II, AND FOR THEIR SURVIVORS: We are awaiting approval of our group application, submitted May 1, 1991, for recognition under Public Law 95-202, Section 401. After group approval is received, individuals may submit requests for discharges from the Air Force. A World War II Victory Medal may be had along with the discharge merely by requesting it; a Campaign Medal for the EAME Theater may also be requested, but it requires proof of having spent 60 days on trips to either Europe, Africa, or the Middle East. Days are counted from departure until returning to the U.S.. Incidentally, the discharges show no rank, and are dated as of the final date of the last trip that is submitted. Proof of only two trips is required for the discharge itself.

The following is quoted from the instructions given to the American Airlines ATC Group: "Applicants must attach supporting documents to their DD Form 2168 application. Consideration of primary importance will be employment records from American Airlines Headquarters. Other supporting documentation might include copies of passports with appropriate entries, flight log books, Army Air Force Identification forms 133, any personal employment records such as commendations regarding ATC performance, employee expense reports of charges to USAAF contracts, medical certifications prior to departure from the U.S., USAAF passes to leave the limits of an overseas base, military orders, miscellaneous USAAF papers, etc."

Some time ago, Captain Ed Betts, TARPA'S historian, made an effort to locate TWA'S ICD records, but could find no one who knew what had happened to them. We are continuing efforts to find them, but are not overly optimistic. They may have been destroyed. We are also looking for official seniority lists for all categories of crew members for the time period involved. (Dec. 7, 1941 thru Aug. 14, 1945.) Any help in this regard would be greatly appreciated.

If an applicant does not have his own log books or records, he (or his survivor) may be able to locate other crew members the applicant flew with who have kept complete crew records. We have been informed that a sworn statement from them to the effect the applicant was on a particular flight, along with a copy of the pertinent log book page is also acceptable.

We would appreciate it if those intending to apply would advise W.B. (Bill) Townsend. On approval of our group, you will be sent the current DD form 2168, plus a copy of the instructions we receive. To date we have received $280.00 in contributions, ranging from $10.00 to $50.00, from ten ICD crew members who intend to apply. It is impossible to forecast how many people may ultimately apply for discharges, but we would like the cost of the project divided among them. For example, if 40 people apply, the cost per applicant should run about $15.00. Should total contributions exceed expenses, we will return money to those who have contributed more than the average needed to cover the expenses.

The approval of the American ATC Group took nine months. United, Eastern, Northwest, and Consairways have all submitted applications this year. We can only speculate as to what effect this will have on the time it will take for approval. We believe we were first in; hopefully we will be first out, and will not be required to submit any further documentation in support of our application. Assuming we receive approval, we will try to get the news published in the TWA Skyliner, the Senior Newsletter, and TARPA TOPICS. Hopefully it will be before the ICD reunion in Orlando in May. Submitted by W.B.(Bill) Townsend for the TWA-ICD Group Committee.

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EDITOR'S DESK From Bill Cox, Dear A.T. - Nice talking to you yesterday-sorry to hear about the tragedy of your neighbor's son. We had so much fun in Colorado Springs it's still hard to return to such sadness. It seems we are always reminded of the highs and lows of real life.

Anyway, I thought you may be be able to use some of these pictures. You do such a nice job with the TARPA TOPICS. It was great seeing old friends in Colorado Springs. Looking forward to the convention in San Diego in 1992 ...... Best regards, Bill Thanks very much Bill for the many pictures you took at the reunion. While I won't be able to use them all this November issue I will save them and use some in later issues. Incidentally, I have asked Bill to be our official photographer and since he lives in San Diego and next year's reunion is there how can he refuse? *

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* From J.T. McClure Rt. 1 Box 667 Dayton, TN 37321 Dear A.T. - Well, I hope that hurricane Bob is through blowing billowing blasts of berm up your biffy and that you are drying out safely. I'm enclosing another picture of my Chevy that might be a little clearer than the other one that I sent in case that you might want to use it.

I know that summer is winding down as my lefty pitcher left yesterday for Francis Marion College in Florence, SC and my cutie basketball player goes back to Tallahassee in two days.

Things are really jumping around here when they are home. By the way, 1'11 be in Camden, SC, for the 50th anniversary of the training school there on September 6,7 and 8th. It'll be good to see the old PT-17's again ....... Jim McClure * * * * * * From Al Wall, See you want a copy of Dave Kuhn's Seniority, Sex and Salary. Am enclosing one you may keep as long as you need it.

Last month [July] the old Boston Mafia, Council 41, ALPA, had a reunion at the Sheraton Tara, Danvers, Mass. Over 250 pilots and guests attended, some as far away as LAX and SFO, a great way to renew old acquaintances. Bet you get at least a dozen copies of Kuhn's book....... Al [Al, you are right, I have been deluged with S.S.S. books. Thanks anyway, your is on its way back. Hope all is well with you. Best regards, A.T.] *

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TARPA ALASKA CRUISE The week of August 5th some of us were on the TARPA Alaskan Cruise. We departed Vancouver, British Columbia, aboard the Holland American Cruise Line ship, the Nieu Amsterdam. Chuck and Pat Hasler ran a mighty fine tour. Food and service aboard ship was superb. Those on the tour were Ed & Sandy Criss, Bill & June Dixon, Gene and Nancy Dolan, Al & Jeanette Grandsaert, Vic Hasler and his daughter, Ann Deiterich, A.T. & Betty Humbles, Bob and Ruth Milford, Clarence (Slim) & Mickey Pahl, Ray & Ruth Schmidt, John & Dorothy Stack, Bill & Joan Tarbox, George & Lee Tittinger, Bob & Ruth Wendel, Lewis & Alice Wright plus tour directors Chuck & Pat Hasler. On board but not a part of our TARPA tour group were Nate & Ellen Greene.

One of the glaciers in Glacier Bay. Photographs do not capture the awesome sight of these rivers of ice slowly oozing down into the bay.

Thousands of birds nest in crevices in the rock cliffs. We also saw bears on the shore that day.

[Left to right] VIC HASSLER GENE DOLAN NATE GREENE ANN DEITERICH

Ann is the daughter of Vic Hassler.

Above; TOTEM VILLAGE That maid is doing a nice job of toting 'em, eh?

On Left NANCY AND GENE DOLAN All these Alaska TARPA Cruise pictures were courtesy of Gene. We are not able to use them all this issue but will have more next issue.

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Above left, Betty Humbles, Jockey - Right,, Ruth Wendel, Jockey Below is pictured our horse, Co-Pilot. Due to the superb horsemanship of our jockeys we all pocketed a nice return on our wagers. Maybe we should have said horsewomanship? A lot of fun was had by all.

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TARPA ALASKA CRUISE To left: Chuck Hasler being greeted on arrival at Juneau Below, left to right; Back row; A.T. HUMBLES, JOHN STACK, NATE GREEN, BILL TARBOX, RAY SCHMIDT, ED CRISS, GEORGE TITTINGER, BILL DIXON AND BOB WENDEL. Center row; BETTY HUMBLES, RUTH SCHMIDT, SANDY CRISS, LEE TITTINGER, MANCY DOLAN WITH GENE BEHIND HER, JUNE DIXON, ANN DEITHERICH, DOTTIE STACK, MICKY PAHL AND SLIM PAHL. Bottom row; VIC HASSLER, ALICE WRIGHT, RUTH WENDEL, JOAN TARBOX, CHUCK HASLER, PAT HASLER AND LEWIS WRIGHT.

TARPR TOURS

BY CHUCK & PAT HASLER We have just returned from the convention in COS where a great time was had by all and most or the credit .goes to our co-chairman, Cliff and Mary Sparrow. There should be many stories and pictures about the convention elsewhere in this issue.

Shortly before going to COS we returned from the TARPA Alaskan cruise. As usual everyone seemed to have a great time and if they didn't they did not say anything about it to us. A.T. Humbles was ill (not sea sick) for 3 or 4 days but everything turned out O.K. and he was his usual witty and jovial self at the convention.

Our 1992 schedule is about finalized and ready for signups.

1.NEW ZEALAND--MARCH 25th-APRIL 8th-15 DAYS. 2. PANAMA CANAL CRUISE--APRIL 26th-MAY11th-15 NIGHTS. 3. MEXICO CRUISE-SEPT. 19th-SEPT. 26th. 7 NIGHTS ROUNDTRIP FROM LAX(This cruise will follow the TARPA 1992 convention by one day). Convention ends the night of Sept. 17th.

ALL OF THE ABOVE CRUISES AND TOUR WILL BE DESCRIBED IN FULL ON THE FOLLOWING PAGES AND THERE WILL ALSO BE AN APPLICATION FORM TO SEND IN. BOTH CRUISES AND THE TOUR HAVE LIMITED SPACE AND RESERVATIONS WILL NOT BE ACCEPTED AFTER WE ARE FULL (except on a standby basis) SO SEND IN YOUR APPLICATIONS EARLY. Please Note: At the convention several people asked me questions & I said that I would send them the answers. I did not write some of the names or questions down & now, I have forgotten some of the names & questions. I f you asked me something & have not heard from me by now please call or drop me a note. Thank you.

Ventures EX traordinaire-Interliner Agency Presents

W ONDERLA ND

"Down Under"

Destination NEW ZEALAND

ITINERARY

AUSTRALIA EXTENSION (optional)

MEXICAN CRUISE FOLLOWING THE 1992 TARPA CONVENTION AT SAN DIEGO 7 NIGHTS ROUND TRIP FROM LOS ANGELES ON THE ROYAL CARIBBEAN CRUISE LINES "SONG OF AMERICA"

(LtoR) CHUCK HASLER, TARPA TOURS RUSS DERICKSON, PRESIDENT GORDON PARKINSON Parky gave a nice talk at the banquet about all the old timers and introduced the three flying Halls, Howard, Wes and Floyd.

A note from Parky on his return from Colorado Springs said it was a great meeting but a little negative atmosphere re TWA's future. Flying back I thought of a question all employees, retirees and families should ask themselves ever day; "What did I do today to sell TWA?". Vern Laursen, Bill Neff and I were talking about it today - Bill Neff and Maxine were our hosts for our brunch bunch. I was writing Bill Dixon about the idea for the TWA Seniors Club newsletter when Vern called to get the KC sales office phone number. He had called his daughter in Arizona and she was talking about flying her athletic team to Florida and wondered how much it would cost etc. That's all - just a thought. "73" Parky

[Left to right] KENT SCOTT, PAST TWA ALPA MEC CHAIRMAN: VEE BEMS, ALPA PENSION PLANS ACTUARY AND AUSTIN HERZOG, EBASCO RISK MANAGEMENT CONSULTANTS, NEW YORK. ALL THREE ADDRESSED THE TARPA BUSINESS MEETING IN COS. 87

CONFEDERATE AIR FORCE ACTIVITY From Ray Gentile; Dear A.T. - I recently got checked out in the Confederate Air Force Corsair (F4U) and brought the airplane to Kansas City for an air show (it is based in Dallas). While here I invited a group of retired captains that I used to fly with out to the old Olathe Naval Air Station to see the old fighter. Enclosed is a picture taken. All of them flew the Corsair during their service time and it brought back a lot of memories.

The Confederate Air Force is a non-profit organization dedicated to preserving in flying condition at least one example of every type of aircraft used by the military services during World War II. If any TARPA members have any WW II memorabilia or artifacts (manuals, charts, check lists, instruction books etc.) and would like to donate them to a good cause (the CAF Museum) send them to me at the below address and I'll see that they get to the right department. Any shipping expenses will be refunded and all donations are tax deductible. Take a look through those old boxes in the basement and see what you can find ..... Best regards, Ray. 15000, Quivira Rd., Olathe, KS 66062 [Left to right] Bud Zimmerman - Navy Frank Fitzgibbon - Navy Matt Musick - Navy Joe Schiavo - USMC Ray Gentile Barry Hunzecker - Navy Vic Wolfe - USMC Phil Harris - USMC Vince Murphy - Navy Harris and Murphy are the only ones pictured not with TWA [Your editor knows this is one tough plane.

In 1951, while based at Tampa, MacDill AFB, I saw one that had to land wheels up. All the Navy did was jack it up, fix the gear, change the prop and flew it out.

A NATIONAL SALUTE Commemorating the 50th Anniversary of the Japanese Attack on Pearl Harbor On December 7, 1941, Japanese forces staged a sneak attack on American installations at Pearl Harbor, Hawaii, killing 2,403 American servicemen and wounding 1,178 others. This heinous attack launched America into World WarII , where another 289,728 lives were lost.

Today, 50 years later, the Veterans of Foreign Wars join together to honor the men who gave their lives at Pearl Harbor. We also salute all American service members who have given their lives to keep American free.

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From Cliff Raub, Scottsdale, Arizona Dear A.T.: The following may be of interest and helpful to some of our TARPA friends, especially those who may have had a Living Trust prior to 1981 and may need an amendment relating to marital deduction. The Trust "maximum marital deduction" shall mean the "unlimited marital deduction" under Section 2056 of the International Revenue Code as amended by sections 403A of the Economic Recovery Act of 1981. Also those persons thinking about constructing a Revocable Living Trust in the near future will want to consider this.

The Revocable Living Trust is the instrument to give what assets you have to whomever you want;, the way you want, when you want, saving every tax dollar plus attorney and executor fees and court Last Will costs possible.

The Revocable Living Trust should include: Certificate of Trustee Authority and Power; Durable and Testament; Declaration of Revocable Living Trust; Marital Power of Attorney; Trust A and B plus "Q-Tip" if applicable; Declaration of Conservator; Declaration of Guardian for Minors; Distribution of the Trust; Declaration of Revocation of Living Trust; Declaration of Gifts; Catastrophic Illness Provision; Schedule A, B, and/or Pour-over Will; C for assets.

Most of us think $1,200,000 is the maximum allowable before estate The "Q-Tip" taxes, but an Insurance Trust can exceed this limitation.

Trust is a legal device created by Congress in 1981 to avoid estate taxes on the estate of the first spouse to die. "Q-Tip" Trust is actually the additional C-Trust which stands for Qualified Terminal Interest Property.

The surviving spouse must, to qualify, have two Right to change Right to the income, and 2) rights: 1) The value of the Trust is, then, unlimited. beneficiaries.

The Revocable Living A Trust must always be used when only one If the estate is valued at less than $600,000 the person is involved. entire estate will go to the heirs with no probate fees or estate taxes to pay. If over $600,000s some estate taxes may be due, because the A-Trust cannot be divided.

Disadvantages the Revocable Living Trust: 1) The initial cost of a Revocable Living Trust can be expensive; but it can be much less expensive when you have knowledge about Trusts Several nights reading a good book on and how to construct them.

Trusts can be very helpful and will help lower set up costs. The full, complete Revocable Living Trust (not a bare-bones Trust) is now available at a reasonable cost.

2) The responsibility of establishing the Trust and transferring your assets into the Trust to protect your heirs. Obtain the legal Record this at your form (Quit-claim Deed) to transfer real property. county recorder's office (this should be done also with property in other states). It is better to quit-claim into the Trust rather than to the Trustee of the Trust since the Trust is less likely to change.

List real property on Schedule A along with all other assets. Any items not listed at time of death of first spouse will go into a Pour-over Will (and may be probated and then go into the Trust). It is not necessary to include a value on the real property or any assets, after the first spouse dies all will be appraised for value 89

then.

3) Careful selection of the successor trustee whether an individual or trust department of a bank or institution should be done carefully in that they could mishandle the Trust.

A friend made all three of his children successor trustees.

They have to agree or everything stops.

If they cannot, an arbitrator is selected then the Trust starts up again upon agreement.

Advantages of a Revocable Living Trust: 1) Avoids probate -- saves your family thousands of dollars in legal fees and costs.

2) Keeps your family's financial affairs private.

3) Avoids long, needless, costly delays by the court.

4) Avoids inheritance taxes.

5) Avoids probate in other states where you own property.

6) You have four ways to control the property and your Trust completely while you are alive (you are the Grantor; the Trustor; the Trustee; and the Beneficiary.

7) Joint Tenancy problems prevented.

8) Avoids will contests.

9) Trust can be revoked at any time by Grantors.

10) Trust property can be immediately transferred to beneficiaries.

11) Collection of income, management of trust assets, medical expenses of Grantor, if incapacitated, can be paid by Trustee.

12) Upon death of Grantor, spouse or successor trustee controls property instead of the court.

13) Incapacity of Grantor avoids the need of a conservatorship appointment by the court.

14) Avoids intestate and last will and testament, both of which otherwise would require probate.

15) Can include an insurance trust.

16) Can include a spousal gift trust.

17) Can include a children's trust.

18) Can include a generation skip trust.

19) Even though assets are named and listed on a schedule, they can be allocated and distributed at any time in the future that you specify in your Trust.

20) "Q-Tip" Trust (C-Trust) creates an unlimited estate.

The Federal Law called the Spousal Improvishment Act of 1988 says that more than half of the estate can be forced to be surrendered if one spouse requires extended nursing home care.

The Catastrophic Illness Provision of the Trust may be helpful in this respect. There are legal ways to place assets into a protected category. This must be pre-planned at least 36 months in advance of illness in some states.

Joint Tenancy has many disadvantages, one of which is with children as part owners.

Property that has a stepped up valuation, half of that increase causes expensive tax results. If you quit-claim property from Joint Tenancy into your Trust in a community property state it is automatically transferred from Joint Tenancy.

If you spend time in a community property state, it might be wise to plan your Trust in that state due to the tax advantages and over all advantages of the Trust.

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Once your Trust is complete, you may want to add an amendment later.

You may construct it and have the amendment notorized without an attorney.

In addition to your Revocable Living Trust, a Living Will and the Durable Medical Power of Attorney (plus a Medical Directive which conforms to the U.S. Supreme Court decision of 1990 which says that if you clearly state your wishes in this regard, doctors and the state recognize your rights) gives you the right to accept or reject life sustaining medical procedures that would only artificially prolong the dying process.

This also includes an organ donation selection if you wish.

A doctor recommends the EMERGENCY PROTECTION ALERT CARD which may save your life as a result of the information thereon and it being carried in your billfold or purse at all times.

Gain some knowledge regarding Trusts before obtaining professional assistance.

If you select a professional for assistance, be certain that he is capable of constructing a trust with all the above that the Living Trust should include as stated in the second paragraph. If the first attorney cannot construct a complete trust, find one that can do so. Since you know what you need and want there should be a cost savings.

Be careful about a bare-bones constructed trust.

It is not my intent to offer legal, medical or other professional advice... for this the service of a competent professional should be utilized.

Best regards

o all responsible for the TOPICS.

Cliff Raub

[Left to right] GORDON HARGIS VERN LARSEN JOHN GRATZ (Photo by Bill Dixon)

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August 6, 1991 Captain A. T. Humbles Editor-Tarpa Topics Rt. 2 Box 2900 Belhaven, NC 27810 Dear A.T., I can only voice my deepest sympathy for ex-classmate Captain Fred Doery. His story in the last issue deeply saddened me when I considered what he is missing out on as a glamorous Int'l Captain for the premier international airline: For openers, Fred, you missed the exciting experience of training in the TWA 747 simulator, and then taking your rating ride in a generic sim that bore no resemblance. Added to this, you got to pay for your own hotel room and meals, as management feels that Totowa is a suburb of Jamaica, N.Y. Then you misse d the line training! This was exciting. On the minipolar (JFK-LHR-ORD-LHR-JFK) six glorious days of International flying, I was told I could not achieve a minimum TWA acceptance standard required to take the FINAL check. Strangely, my previous instructor complimented me?? Could it be one of Wally's Warriors was "out to get me?" Just because I've been doing a little ALPA work? Of course not, just a conscientious check airman who bailed out to NCA as soon as possible. His major complaint when queried as to what was deficient was, "You are not aggressive enough on your 2 degree and 5 degree checks!" I am happy to relate I was able to satisfy my next check airman and become a real, International Captain. (Tho a humble one.)

Fully in command now, and prepared for any and all emergencies, I reported in for flight 861, Paris to Los Angeles. Five hours later, after removing three Pakistanis whom the Israelis thought were terrorists, and ten Israelis who were trying to be, we left on a glamorous polar flight to LA. Eleven and a half hours later, we arrived. Of course, due to the new duty rigs, we received no extra pay for the Paris fiasco. I love my job!

The following month, of course, I was displaced back to the L-1011 for the winter. This required some additional training, which must have gone well, as I remember no horror stories. I flew to San Juan, P.R. for a couple months, and the only thing I remember was a very pregnant lady having a total loss of control of the descending colon about one hour out of SJU. This necessitated the moving of many pax, but were able to continue to NY. About the time I was getting comfortable back on the Lockheed, my May vacation was cancelled and I was sent back to B-747 training for the summer. This was a contractural violation, but the Company says it's okay when they violate the contract.

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A.

T. Humbles Page 2

I was proud and happy to be needed by my airline, and I reported for training. Successfully passing my tests, I waited with baited breath for my first International flight....and waited....and waited, surely they needed me, they cancelled my vacation. Wrong! No flying in May, just RS-1 for twelve hours, RS-2 for twelve hours, twelve hours off, then RS-1 for twelve hours, RS-1. etc ....... sure beats being with your family, right ?

Well, anyway, got me a make-up line in June, and boy, was I good.

Rome, Paris, Milano, I was talking Italian, French, English, all those foreign tongues, when all of a sudden, Carl sold London.

One third of International gone!! Oh, well, we'd only been flying there a short time, (forty some years), so no big deal.

Coming home from LHR in June we blew #3 big time, like the whole airplane shook real bad. Being aviators, though, we didn't get scared or anything, just shut her down and pressed on. Made a pretty good landing (for me) on 22R at JFK, had the fire-trucks out, you know, real exciting and glamorous. Got a note in my box from Wally next trip, figured he wanted to give me a DFC or something . Wrong!

Just wanted me to stop by the office and explain my use of UPB for three days. That's Urgent Personal Business, Fred, in case you forgot. Seems as though we now need prior permission to use UPB from Rex or somebody real important, we can't just say it was urgent and personal. Sounds fair to me!

Well, it's July now, and time for the Annual Navigation Check/ Annual Line Check. After three days of being told how important it is to do an Accuracy Check, a Gross Error check, etc and ad nauseum, I was told the FAA would have busted me if they'd been on board, but I was going to pass, sort of, if I'd promise to study the book real hard on my ten days off I get every month.

Seems as though some procedures we are told MAY be done are FAA violations if we do them a little different. Results are of course, the same, but at today's TWA, form is more important than substance.

Like I said, Fred, you're not being out here flying for you and only hope you Captaining that sail boat

missing a lot of glamour and prestige the B-747, International. I feel sorry are getting a little bit of satisfaction around.

Don't forget to do your 2 degree and 5 degree checks!!!

Warmest regards, Your ex-classmate,

Mike Larkin

Mike

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THE YEAR 1941

by Ed Betts In January of 1941, Franklin D. Roosevelt began his unprecedented third term as President of the USA, having defeated Wendell Willkie in the November '40 election. The Axis powers continued to bomb and march across Europe - the question was - how long the British could hold out against the German's constant attacks? In June 1940 the US okayed the sale of surplus war materials to Britain which included 50 vintage destroyers to be delivered later that year. A limited "National Emergency" had been declared in September 1939. However, at the same time, the US declared its neutrality. On May 27, 1941, an unlimited emergency was declared. It was only a question of time before the US would be at war. Strict rationing was not in effect, but priorities were given to certain materials essential to the war effort, particularly those associated with aircraft production for both our allies and our own military forces.

On the "home front" the sports fans had much to discuss as the New York Yankees defeated Leo Durocher's Brooklyn Dodgers in the World Series four games to one. Joe Dimaggio won the American League MVP award even though Ted Williams batted a record .406 average and hit 41 home runs. Joe Louis continued to defeat all heavyweight boxers as he defended his title seven times during the year 1941- he was "Champ" from 1937 to 1949. For the second year in a row, Minnesota was voted National College Football Champions. Notre Dame's Frank Leahy was named Coach of the Year. Stanford defeated Nebraska 21 to 13 in the annual Rose Bowl event. On offense, Stanford introduced a unique backfield formation - dubbed the "T", whereby quarterback Frankie Albert lined up directly behind the center, and then handed the ball to the running backs or ran back to pass. Oscars were won by the movie "How Green Was My Valley" for best picture- John Ford the Director and Donald Crisp as Supporting Actor. Gary Cooper won the best actor award for his role in "Sergeant York", Joan Fontaine was voted best actress for her part in "Suspicion" and Mary Astor was best supporting actress in "The Great Lie".

In January 1941, the NYC Airlines Terminal., located on 42nd Street, across the street from Grand Central Station, was in operation. The six-story building cost $5,000,000 and it was the "hub" for airline reservation offices and the place to board busses to the LaGuardia The Newark Airport was closed in late 1941 for modificaAirport. tions (military).

The nation's scheduled airlines had a phenomenal increase with the number of passengers carried - 4,500,000 in 1941, against 3,185,278 in 1940.

The passenger miles increased 40% - from slightly over a billion to 1.4 billion, and a 30% increase in mail and express. A survey made in mid-1941 showed that over 80% of the business travel was directly attributed to the national defense program. The total number of commercial aircraft was 365 - the majority being the DC-3 type, which was first introduced in 1936. United's and American's orders for the 4-engine Douglas DC-4 were on an indefinite delivery basis because of war priorities. The first DC -4 was flown in early 1942 and was delivered to the USAAF. At the end of 1941 there were 1,587 licensed airline pilots.

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THE YEAR 1941 T&WA's statistics for the year 1941 were equally impressive: load factors increased from 57.7 to 58.8%; revenue passengers 258,020 to 351,231 (36%); revenue passenger miles 155,405,582 to 202,641,173 Operat(30%); revenue miles flown 15,883,187 to 19,664,811 (23%). ing revenues increased from $11,572,221 to $14,064,260 (22%), but operating expenses jumped from $11,596,015 in 1940 to $14,537,776 in 1941. Net loss for the year 1940 was (after later adjustments) $97,972 and, in 1941, $487,613.

T&WA placed an order for 15 modern 24-passenger DC-3s in the spring of 1940 with deliveries promised in 1940 (9) and 1941 (6). However, military priorities prevailed, as only 2 were delivered in 1940 and 7 in 1941. As the DC-3s were delivered the DC-2s were up for sale at $37,000 each. In August 1940, T&WA ordered 111 new Wright 1,200 hp engines (older engines were 1,100 hp) at a cost of $10,050 each.

This was to retrofit the current fleet (but not the DC-2s) as well as the aircraft on order. All of the DC-3 fleet was modified with the new engines by early 1941.

By comparison with 1940, when 165 copilots were hired, 1941 was a lean year as only 40 were added. The number of all employees at the end of 1940 was 2,806, at the end of 1941 there were 3,130. A footnote was added to 1941's annual report - 259 employees were in the military services at the end of the year. Prior to the US actively being at war, T&WA had a rule that if a pilot was called to active duty by the military he retained his seniority - if he volunteered, he lost his seniority. The VA soon changed this regulation.

Among those who went on active duty in 1941 were "Tommy" Tomlinson, VP Engineering, who had commanded a Navy Reserve Squadron in the KC area, and Lawrence G."Larry" Fritz, VP Operations, who had commanded a USAAF Squadron. Both men were to have important positions in military transport operations after the US entered the war. In this circa of T&WA operations there were only five corporate vice presidents listed in the annual Report to the Stockholders. Others were Paul Richter (Exec. VP), Vincent P. Conroy (Traffic & Sales) and E. Lee Talman (VP and Treasurer).

Since July of 1940, when the Boeing "Stratoliners" were introduced, T&WA enjoyed a monopoly in luxury flying with the only 4-engine and pressurized airliners in use on domestic operations. This was very popular on the highly competitive CHI-NYC run (nonstop) as well as the transcontinental route with stops at MKC and ABQ. It was the favorite flight for entertainment luminaries who commuted between Hollywood and Broadway. Flight 8 (The Super Sky Chief) departed BUR at 6pm and, after 15 minute stops at ABQ, MKC and CHI, arrived LGA at 10:40am - a 13 hr 40 min trip. Flight 7 left LGA at 8:30pm and, after the same intermediate stops, arrived BUR at 8:38am; a 15 hr 8 min trip. The Strats were also scheduled for one trip a day between LGA and MKC; Flight 45 departed LGA at 12:30am with stops at PHL, PIT and CHI and arrived at 7:30am - Flight 40 made only the stop at CHI enroute to LGA. The total daily scheduled flying time for the 5 Strats was 40 hours, (8 hours a day per plane) which was considered good daily utilization.

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THE YEAR 1941 The Strats had berths for 16 and plush seats for 9 in the nighttime configuration and 33 seats in the day setup. The rest of the fleet consisted of the DST (Skysleeper) that had accommodations for eight berths at night plus 7 seats, DC-3 (Skyclubs) with 21 or 24 seats (all were First Class) and DC-2 (Skyliner) with 14 seats.

T&WA tried to eliminate the crew change (pilots only, the F/Es were not covered by the CAA eight hour flight time limitation and flew the entire trip MKC-BUR) at ABQ. On May 11, Otis Bryan and Joe Carr flew from MKC-ABQ-BUR in 7 hrs 52 min, then returned the next day in 7 hrs 26 min time. Apparently this demonstration failed to convince the CAA as the pilots continued to layover at ABQ. Three stations were added to the system during the year. Toledo was added to the DET-DAY-CVG-STL route on July 1st. This was the former Marquette Airlines route (no air mail contract at the time) which T&WA had been operating since August 1940. T&WA paid $313,333.33 for the route but final approval of the sale was still pending with the CAB. Reading was included on the transcontinental route (CAM #2 for air mail purposes) on August 1 with Jim Walker pilot on the inaugural westbound trip and R.C. Downing the first eastbound. South Bend was added to CAM#36, the spur route for air mail purposes (and passengers) between CHI and FTW to DAY on December 1st. Bob Gandy Kravitz had 5 pounds of mail aboard the first westbound trip; Irv (with c/p Jack Asire) had 14 pounds on the inaugural trip east.

Late in 1941 the final arrangements were made for the purchase of Marquette AL - in early 1942 the Post Office approved it as an air mail route (CAM#58). On October 10, 1941, the government imposed a 5% transportation tax.

Although it wasn't referred to as a "hub", Boulder City had four daily flights going through the station in 4 directions - and all 4 arrived and departed within less than one hour! Flt 26 (DC-2), from SFO-OAK-FNO-LAS, arrived at 2:32pm and departed to PHX at 3:10; the return Flt 25 arrived at 2:39 and departed at 3:15 to SFO. Fit 6, the transcontinental flight from BUR, arrived at 2:37 and departed at 2:47 (SFO passengers on Flt 26 transferred if going east); Flt 3 from the east to BUR, came through between 2:55 and 3:30pm (the SFO bound passengers would transfer). W. E."Bake" Baker and his staff managed this multi-ground operation and transfers with seldom a delay.

It wasn't unusual for the flight crews to help with the bagAt the time, Flights 26 and 25 were the only gage, ticketing etc.

T&WA service to or from SFO and PHX - there were no direct flights between BUR and SFO or PBX. SFO was then a small satellite pilot domicile out of BUR with "Andy" Andrews the combination Asst. Chief Pilot and dispatcher.

T&WA had one fatal accident in 1941. On January 23 Flight 6, a DC-3 out of MKC, was making an approach to STL (Robertson, Mo). The crew was Percy T. W. Scott, Orestes "Rusty" DioGuardi and Mary Eshbach.

I contacted Orestes for his version of what happened: The time was 4:13am; weather was bare minimums of 300' with fog, drizzle and the wind calm. Scott opted to make the approach for a landing straight in to the east. This was legal - except the Curtiss-Wright Corp had 96

THE YEAR 1941 some construction in progress and the first third of the runway was blocked off for trucks to cross. However, they were coming down a little too fast and high to land and stop on the shortened runway so Scott made a steep turn in an attempt to land on runway 6. They were now circling too low and the left wing struck a tree - they barely missed a parochial school and crashed into an open field.

The plane broke apart at the bulkhead behind the cockpit and in the middle of the fuselage. Scott was instantly killed; a T&WA mechanic who boarded at MKC died later; several passengers needed hospitaliincluding one with a broken back; Orestes was knocked unzation, conscious - suffered numerous severe cuts, bruises and a dislocated foot. It wasn't until March 15th when he was released from the hospital and a month later he returned to flying. In June, however, he left the company. This was the first fatal accident involving a T&WA DC-3 since they were introduced in mid-1937, and the first fatal accident for the company since a DC-2 crashed in 1938. Rusty DiaGuardi later retired as an EAL Captain and is a current member of TARPA. THE CPT PROGRAM The Civilian Pilot Training (CPT) program started out as an experiment in early 1939 with 13 colleges participating. A total of 330 students were put through a controlled instruction course which involved ground school and flight training. It was so successful that in August of that year Congress passed the Civilian Pilot Training Act, with an appropriation of $4,000,000 for training approximately 10,000 students in some 460 colleges and other certified schools.

The program was administered by the CAA. In 1940 the budget was increased to $5,000,000 and to $25,000,000 in 1941, when the US began its all out preparedness for possible war. The CPT Program reached its high in 1941 with the number of pilots licensed by the CAA. A comparison in the numbers is shown: AIR LINE

COMMERCIAL & LIMITED COMM.

PRIVATE

OTHER

TOTAL

AS OF: 100,787 0 1/1/42 1,587 15,429 83,771 63,113 3,858 1/1/41 1,431 10,151 47,673 8,335 31,264 8,280 13,452 1/1/40 1,197 10,676 3,309 22,983 1/1/39 1,159 7,839 (Other was solo pilot certificates which was discontinued in 1942) As of 1/1/42, a total of 57,924 pilots had received their training through the CPT Program plus another 8,000 who had not taken their The program also included training for aircraft final flight test. mechanics, sheet metal and other jobs which engineers, draftsmen, would qualify for aircraft industry work. A number of schools were contracted by the USAAF to do primary pilot training (the first 60 hours of dual instruction, solo etc.), others trained mechanics, Most had living, eating and recreational facilities for the etc. some were correspondence courses. Parks Air College (at students, East St.Louis, IL) was a popular school for a number of future T&WA pilots and mechanics - many of mechanics later qualified as Flight Engineers. The A&E course was a 2 year curriculum.

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1941 - THE CIVIL AIR PATROL The Civil Air Patrol (CAP) was established on Dec. 1, 1941, under the Office of Civilian Defense as a way to help aviation enthusiasts and owners of light aircraft use their skills and equipment to protect US shores during the war that soon followed. During the war CAP antisubmarine patrols flew 86,685 missions along the Atlantic and Gulf coasts which were generally of the reconnaissance type.

There was one incident where a German U-Boat was trapped on a reef: some of the CAP planes were then equipped with demolition bombs and Besides their spotting 173 submarines, the CAP made depth charges. attacks on 57 occasions and were credited with sinking two U-Boats.

The CAP also flew patrols along the Mexican border, searching for enemy agents attempting to sneak into the country. Today, 50 years later, the CAP is a volunteer and nonprofit organization with over of whom about one-third are teenagers in the cadet 60,000 members, Besides their most visible service of search and rescue program.

(SAR), the CAP has assisted the US Customs and Drug Enforcement departments with their patrol work - the Forestry Department and flying supplies into disaster areas. In addition to the cadet program the CAP has a large educational system that sponsors workshops and classrooms at various colleges and universities across the country.

THE "EAGLE NEST" On May 21, 1941, the Army Air Corps Ferrying Command, forerunner of the AAF Air Transport Command, was formed. A month later, The RAF Ferry Command was formed to ferry US-built aircraft across the Atlantic by way of Montreal and Newfoundland to Scotland. The RAF was critically short of experienced flight crews for the ferry flights and the RCAF agreed to furnish trained crews - American volunteers.

Jack Frye and Otis Bryan were well known among certain of the high ranking military "brass" and succeeded in obtaining a "cost-plus" contract for T&WA to do the training. Concurrent with the RCAF conT&WA was to train junior military flight crews on 4-engine tract, equipment for the long range flights which would require celestial navigation.

System Chief Pilot Otis Bryan was appointed Director of the school, which was given the title "Eagle Nest Flight Center". The title comes by way of a dude ranch near Taos, NM, where Jack Frye entertained (with complimentary transportation) many of his influential friends in the airline industry or government positions. It had the title "The Eagle's Nest". Apparently Jack thought it was appropriate for the T&WA center (without the apostrophe). A survey was made of many airports and facilities with the final selection of Albuquerque, a combination military and commercial airport.

Base operations were located on the northeast corner of the airport with a separate entrance gate guarded by the military. Army-type pre-fab buildings were set up for offices, classrooms, storage etc.

The original equipment was to be a mixture of twin-engine Lockheed "Hudson" bombers, 4-engine Consolidated LB-30 "Liberator" (British version of the B-24) bombers and NoAmerican AT-6 "Harvard"(singleengine trainer for instrument instruction). Ground or flight training was to cover aircraft and engines, meteorology and navigation.

This was the first school of its kind in the country - it was T&WAs experience flying the Stratoliners that helped get the contracts.

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1941 - "EAGLE NEST" Other supervisors included: Joe Mountain, Dir. Training; W. "Swede" Hal Blackburn, Supt. Instrument Golien, Supt. Transition Training; Hugh Davis, Flying; Frank Busch, Chief Twin-engine Instructor; Chief Link Instructor; Cecil Morris, Chief Instrument Instructor; Al Brick, Chief F/E. Flight Ray Dunn, Chief Equipment Instructor; Instructors were mainly "volunteers" among company senior copilots who had been flying the Strats, and were in the process of qualifying as captain. They agreed to postpone their upgrading program unWhether it was an accident, or by til replacements were available.

9 of the 11 selected were from the Navy-Pensacola Class of choice, 1936 which included: Ned MacKrille, Frank Burcham, "Swede" Ericson, John Hulburd, Jack Gandy, Bill Townsend, Joe Carr, Max Knudsen and Frank Sargent. Others were John Frazey and Larry Converse. The enticement was $600 a month salary (compared to the $190 starting copilot pay plus an extra $25 flying the Strats). There were a number of early changes with the supervisors: Mountain and Knudsen were to return to active duty with the military; Ray Dunn was assigned to a school in downtown KC teaching mechanics. Al Brick was then wearing two hats - Chief F/E and Chief Equipment Instructor.

There were a total of about 50 employees when operations began on June 23. The plans were to expand to nearly 800 as more equipment Bob McReynolds told of a group of pilots in the became available.

Omaha area who, upon John Frazey's recommendation, were hired (including himself and Wilbur Knudsen) and Cliff Dombrowski. Mark Outwaite was hired May 20, as an Equipment Instructor. Bob Mabrey was a Navigation Instructor and Larry DeCelles a clerk (in charge of the fingerprint files).

As it turned out, there were two phases of the school. The first, which was for the civilian pilots only lasted until September 1941, before the RCAF decided to do their own training - after some bickering between the RAF and RCAF. "Swede" Golien interviewed prospective ferry pilots in Los Angeles, Kansas City, Chicago and New York City before he was appointed Chief Pilot of the Western Division.

"Doc" Mesker was Acting System Chief Pilot while Otis was busy at the center.

A major improvement at ABQ occurred in July, with the completion of work which extended the north-south runway to a length of 10,600'.

It was, at the time, the longest runway in the nation.

Most of the staff located furnished houses to rent which were near the northeast entrance gate. "Swede" Ericson told how good it was: $100 per month rent for a 3-bedroom house and $8 a week for a full time maid and baby sitter. Some of the men had bikes which made it handy to commute to work or ride home for lunch. Frank Busch had a rented house on the east side of the Sandias - a favorite diversion for some of the instructors from the usual air work was to fly over the top of the Sandias from the west and slide down the east slope.

Bill Townsend and others added some extra fun and would give Frank a "buzz job" - usually at dinner time. Frank didn't approve of having his meal interrupted and told those daredevil airmen flying the Hudsons to knock it off! - or it was back to flying copilot on the line. They knocked it off.

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1941 - "EAGLE NEST" One "buzz job" solicited by the Bureau of Indian Affairs paid off.

It seems a large group of Navaho Indians were having a insurrection on a reservation near Four Corners - there was a threat of a bombing attack to quiet the rebellion so 3 Hudsons from the Eagle Nest gave them a super buzz job - they calmed down.

The instructors also got in a little classroom work on their time off - night classes on how to be a good speaker in front of a group of students. This was conducted by Professor C.C. Fairchild who was appointed Educational Advisor and assigned to Joe Mountain's staff.

Fairchild, formerly with Manual High School in KC, was in charge of recreational activities at the center. Bill Townsend told about the final night in the speech class when each of the pilots (or ground instructors) had to give a two minute extemporaneous talk. His subject was a "gum spot" on the floor! Now, it might take 5 minutes to remove it from your shoe - but to talk about it for 2 minutes? All of the new "graduates" agreed that Hal Blackburn was at the head of the class for his oratorical abilities. The center had its own club (social) with Newton Lieurance, Chief Meteorology Instructor, the President and Frank Busch, VP and sergeant-at-arms.

Instructing on the Hudsons had several problems. First of all, most of the students had the bare minimum time and little or no twin-engine experience. The Hudson was extremely noisy (no sound proofing) which made cockpit communications poor to nil. The flight control column and rudder pedals were removed from the copilot's side in order to give the bombardier access to the glass nose section. The instructor, in the right seat, was powerless (other than yelling at the top of his voice) to prevent a ground loop after landing once the student had allowed the plane to swing around. According to Joe three Hudsons suffered gear and wingtip damage due to ground Carr, loops (he rode through one). Luckily, the gear strut didn't push up through the wing and rupture a fuel tank, and cause a fire, which was a chronic problem when a Hudson ground looped.

The "LIBERATOR": A contract was agreed to by the USAAF and Consolidated on 3/30/39, for a super bomber which would cruise at 300 mph with a four ton bomb load, range 3,000 miles and a 35,000' ceiling.

Nine months later, on 12/29/39, the first XB-24 was flown. Although the prototype fell way short of the performance specifications, the RAF and French were interested in the plane's potential AF, Navy, and production continued. The LB-30A version for the RAF first flew on 1/17/41, and the first 26 planes were delivered without armament for use with the newly-formed Trans-Atlantic Return Ferry Service operated by the RAF or British Airways. Dubbed the "Liberator", the two large bomb bays were converted to a passenger or freight cabin complete with a floor and large entrance door, heating system and windows. The Return Ferry Service was to return crews who had ferried planes to Prestwick back to Montreal. This saved valuable time compared to a troop ship and was considered safer. At the time, the Liberator was the only land plane capable of making the 3,000 mile Probably the most famous LB-30 flight nonstop either direction. was Prime Minister Winston Churchill's "Commando" (piloted by Bill Vanderkloot, a former T&WA pilot).

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1941 - "EAGLE NEST" There were two four-engine instructor pilots, Frank Burcham and Ned MacKrille.

Both men wrote me what it was like getting qualified as "experts" with the one airplane in the fleet (Liberator #AM 927 - British registry) . "Swede" Golien gave them the transition. Ned's was at KC between June 10 and 18, then they flew the plane to ABQ. Frank also received his training at KC with "Swede".

This included landing on runway 24 - not exactly a long enough runway for the big 4-engine plane.

Once qualified, their first assignment by "Swede" was to edit the check list so it was understandable. Revisions included "airscrews - fully fine" to "props - low pitch" and "cowling gills" to "cowl flaps" etc. The two men flew the airplane together for another 6:10 for further familiarization at both MKC and ABQ. Between July 8 and 16, Ned gave familiarization flights to five AF Lieutenants for a total time of 10:30, 6:40 of which was at night.

The daylight flights were scheduled in the early morning before it got hot. This included full stalls at altitude. One of the officers remarked how it was the first time he'd stalled an airplane since his basic training - at least two feet above the ground. Ned also noted, from his logbook, that he gave Frank Busch 3 hr 35 min transition in the Liberator on July 15 and 16; on the 21st and 22, Jack Gandy took him out in AM 736 for familiarization in the Hudson. The designation AM, for Air Ministry, was often referred to by the instructors as "Air Monster". The training aircraft were painted in desert camouflage with the RAF or RCAF logos.

On the afternoon of July 24, Burcham was practicing landings with the Liberator and Ned was his copilot, along with Al Brick and Mark Outwaite. Mark was acting as F/E and Al was standing on the flight deck supervising Mark's work. Frank sent me a copy of his report to Otis Bryan of what transpired. Excerpts from same: They were cleared to land east to west by the Army Control Tower and the before landing final checklist was completed. This included brakes, which was answered by depressing the toe brake pedals, release them, and answer "off".

After the landing, which was normal, the nose wheel was lowered and the plane started moving to the right side of the runway.

The #4 throttle was pushed up and left rudder applied trying to keep the aircraft aligned and on the runway. The brakes were not used.

About half way down the runway there was a report from the right side (the tire blew) - there was a pronounced veer to the right. Brakes, throttles and rudder were now of no use as the plane swerved off into rough terrain.

The right gear collapsed, followed by the nose gear failure, before they came to a stop. The battery and ignition switches were cut and the fuel valves closed before the men exited by the overhead escape hatch. Mark and Al reported to the Base Hospital for treatment and examination: Mark had sustained injuries when the flight deck floor buckled and pinched his legs between his desk and chair; Al had a bump on his forehead. Skid marks on the runway indicated the right main gear was locked - or turning very slowly from the time of initial touchdown until the tire blew out. Similar skid marks indicated the left gear was also locked, possibly by the hard application of the left brake prior to its blowing out.

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1941 - "EAGLE NEST" Ned added an observation of the incident after the plane came to a stop: "Al had been hanging on for dear life to anything he could get hold of. When we finally came to a stop in a cloud of dust, Al was the first to say anything and, with his dry humor, said: 'In case anybody is interested, it is just four o'clock.' As if anybody was interested in what time it was, I yelled: 'Get the hell out of this thing before it blows!' (There was about 2,000 gallons of gas on board.) We looked back up the field and it looked like a bulldozer had come through and plowed a big path. It was strewn with curled up bomb bay doors and other assorted parts which were ripped off.

The fire department was on hand immediately, but they weren't really needed - we were lucky."

Aircraft were hard to come by and it was decided to repair AM-927.

It was put in the hangar while a crew from Consolidated was sent to do the work. This was a 6 month project, and there were no replacement aircraft available at the time, so Frank and Ned returned to KC and resumed checking out as captains. It wasn't much longer before the first phase ended and all the other instructors returned to their former domiciles and upgrading program. Wil Knudsen became a copilot with T&WA on September 15, and Bob McReynolds on the 24th.

A side light: Ned outlined what checking out was like at the time; besides the usual line trips with check pilots, he had to use the Stinson SR10 (#252) to land at every emergency field paralleling T&WA's routes in the eastern region. Line checks were with Wendell Peterson and Busch Voigts - Pete had a known habit of turning off a few instruments (overhead switch panel) when the student was absent from the cockpit and then using a stopwatch to see how long it took for him to realize what had been screwed up. His semi-final line check was on 2/13/42, with Phares McFerren and final on the 20th with Jack Zimmerman.

Then on 3/10, a check ride with CAA Inspector Everett Neumann and a week later his first trip as Captain. What a great feeling!

Upon the cancellation of the contract with the RCAF Ferry Command, Otis Bryan negotiated with the USAAF Ferry Command for a new contract to check out crews to fly the B-24 .

This would include all crew positions from Pilot and Copilot, Navigators, Flight Engineers to Radio Operators for long range flights. At this time the USAAF had only eight complete crews checked out for long range flights on any type equipment. The program called for the student First Pilots to have a minimum of 1,200 hours multi-engine time. The AF soon ran out of men with this much experience. The curriculum called for the crews to get 24 hours transition in their respective positions that included one long cross-country trip and one at high altitude (such as 20,000') where oxygen masks were required. Hal Blackburn was appointed Supt.Operations, Frank Busch Chief Instructor, Al Brick was Chief F/E and Joe Carr headed the Celestial Navigation Dept. This was also referred to as the "Jack Frye Four Engine School".

B24-A and B24-C: The first B-24A flew in June 1941, but only a few were produced. Like the LB-30, the 1,200 hp P&W "Twin Wasp" engines did not have a turbo-supercharger. This limited the high altitude performance and a maximum gross weight to about 53,000 pounds. The 102

TWA'S EAGLE NEST ABQ NOV. 1941 FIRST GRADUATING CLASS USAAC TRAINEES ON B-24

1941

"EAGLE NEST"

B-24D, with turbo-superchargers, could maintain 1,200hp up to about 20,000' and grossed around 64,000 lbs. The B-24D, with the turbosupercharger mounted under the engine plus an oil cooler on each side, had an oval or egg-shape cowling when viewed from the front.

As the war progressed, the B-24s were manufactured (or assembled)

by Consolidated (at their San Diego and Fort Worth plants), Douglas (Tulsa) and Ford (Willow Run). Between June 1941 and May 1945, when production ceased, a total of 18,188 B-24s were produced - this was the highest total of any type aircraft produced during WWII in the USA (the peak inventory was in September 1944, with 6043 aircraft).

With the two huge "barn door" vertical fin/rudders, the B-24 series was not the most beautiful airframe ever produced, but with its two commodious bomb bay areas it was one of the most versatile; serving as a heavy bomber, long range coastal reconnaissance or submarine cargo or passenger transport (including the C-87 version), patrol, VIP transportation etc.

Once again, Joe Carr had his upgrading program interrupted for this new position. He wasn't too keen on this (Bill Townsend was also offered a similar job, but declined.), but his salary was upped to $900 a month - which would help pay off a lot of medical debts. Joe and Pete Redpath worked out a special speeded up curriculum for the navigation training before returning to the Eagle Nest base. Otis, Frank and Al were already there supervising the construction Hal, of additional pre-fab buildings for the school. The pilot instructors were recruited from outside the current T&WA pilot roster. The entire staff was issued uniforms that consisted of dark blue pants, tie and overseas cap and a light blue shirt.

Operations began in early October. It was a general policy to keep all of the crew members aboard each flight even though it might be local transition for one of the pilots.

At first the equipment was a mixture of the LB-30 and B-24A, later the B24-D. The number of aircraft varied and depended on what the At one time there were military could loan. as many as 15 B-24s available.

Lt.Col. C.D. McAllister (later Col.) was the liaison officer for the USAAF - the Colonel was straight out of a calvary unit and would sometimes appear in campaign hat, boots and spurs. He was a nit-picker, but after he observed a few instrument checks by Blackburn he was convinced the airplane could carry a lot more war material than a mule - and much faster!

Left to right are Capt. J. D. Mountain, Eagle Nest's Director of Training; Capt. Otis F. Bryan, chief pilot for TWA and the school's General Manager and Capt. W. G. Golien, Superintendent of Transition Flying.

The first class or so to graduate were hosted by Otis Bryan (T&WA) to a banquet in the downtown Franciscan Hotel.

Meanwhile, back in KC and flying the Strats, Harry Campbell (Jack Gandy was c/p) had a serious problem soon after takeoff and upon entering the clouds. I don't have the exact

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1941 - "EAGLE NEST" details other than a letter from Frank Burcham who talked to Gandy shortly after the incident. They took off south and were on instruments when the plane became almost unmanageable: Gandy was on the radio very excitedly telling the company the situation - he thought they were over downtown KC. They were - several passengers reported how they looked into the 5th floor windows of the KC Power & Light Bldg., very low and just barely able to keep the plane right-side-up. .T right-sde hey finally broke out under the clouds, then made a very slow visual approach back to the airport. Frank added (after they were parked at the ramp) how Harry shook his finger in Jack's face and said: "That's as close as you'll ever come without buying the farm."

There was no accumulation of ice on any of the plane's surfaces. An immediate check of the aircraft controls, including the hydraulic boost system, showed no sign of a malfunction. From all indications it appeared Harry was at fault and was temporarily grounded, and he accepted an assignment at the Eagle Nest. According to Johnny Guy it was some time later when a sharp Boeing engineer discovered the problem and the solution. The Strat had sat out on the ramp overnight in freezing conditions. Hydraulic fluid, for the elevator boost system congealed which lead to the near disaster. The fix was to drill a small hole in the piston to permit the hydraulic fluid to circulate at all times. Harry was off the hook and became a B-24 instructor.

Joe Carr told of a flight when he was working in the nose of a B-24 with two of his navigation students. Frank Busch was the pilot and, without any warning, did a buzz job as close to the desert terrain For the three men in the plexiglass nose, it was more as possible. than just a thrilling ride! There was also a flight where Frank and Harry Campbell were the pilots. Frank had gone to the rear of the plane and, as he returned via the catwalk in the center of the bomb bay area, Harry opened the doors! It was quite a shock for Frank to be standing in the area with the roar of the wind and nothing but the narrow catwalk separating him from the ground directly below.

Although it was not an emergency, Joe told of a flight at 20,000' with the crew using oxygen masks - he was looking for any signs of hypoxia, and noticed the student Radio Operator had his eyes closed and working his jaws as if he were in distress. Joe pulled off his mask and rushed to him and asked if he was all right? He smiled and said: "Yeah, I'm just chewing on some peanuts I put in the mask."

In late December 1941, Al Brick went to Parks Air College recruiting potential instructors (or F/Es) for the Eagle Nest. Among those hired with a 1941 company seniority date (and 1942 F/E seniority) were: Jack Rouge, Walt McBride, Art Ruhanen, Vic Bate and Harry Young. Willard Hanson was hired in early 1942, and to F/E later in the year, along with Royce Welliver and Hal Ramey. At the height of the operation there were about 20 pilot instructors, 30 copilot instructors and 40 for the F/Es. The cockpit area was sometimes very On a long flight there were crowded with instructors and students. several crews and instructors aboard - the excess rode in the tail section (behind the bomb bay area) waiting their turn to work.

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1942 - "EAGLE NEST" A Note by the author: Pearl Harbor Day, December 7, 1941, changed everything - the US was at war. This is a continuation of the Eagle Nest story - other events/operations by T&WA are a different story.

Jack Rouge had a different situation. After a few months at ABQ he was assigned to the base CO and only flew when he flew; this was usually the longer and easier cross country or high altitude trips.

However, there was one of the base commanders who flew a trip during bad weather conditions and Jack went along "to keep the engines running" - Tom Ward refused to fly with the Colonel in command and Jack found out why. He, along with others in the cockpit, were more than terrified as the Colonel attempted an instrument approach into Boise, ID, - the plane was all over the sky as he pumped the throttles with all four engines icing up. After several minutes of this, Jack (the only T&WA employee on board) increased RPM, richened the mixtures and then went to climb power while putting the cowl flaps in trail and upping the gear. They proceeded to their alternate, Sacramento, where the weather was good - all the time Jack wondering what would be his fate for usurping the Colonel's authority.

Nothing came of it.

Harry Young told about his initial reaction to being hired: "After being interviewed by Al, I remember going to the Dean (Parks A C) and asking him what the catch was - being offered the princely pay of $250/mo in comparison to the top offer of $100/mo elsewhere. The Dean replied because it was of the danger involved in flying Army aircraft in training flights. However, since I had borrowed a staggering sum of $2,000.00 to attend Parks, I needed all the salary I could get. So immediately upon graduation Art, Vic and I headed for ABQ." Harry was asked to be the classroom instructor for student pilots - went through the class (then taught by Glen Hennigh), then served as same for several months. One group Harry remembers well.

They all lit up cigars one afternoon while a dust storm was in progress and all of the windows were closed (Harry didn't smoke). Vic Bate was instructor for the F/E students awhile and told Harry how one of the students turned in a blank sheet of paper following the final exam. When asked why, he replied:"He didn't want to be a F/E, he wanted to be a fireman."

A new B-24D was almost lost while operating out of a small auxiliary field in the mile-high ABQ area. During the pre-takeoff runup there was too much boost set on the turbo-superchargers so that on the takeoff the engines ran so rich the full power could not be obtained. Any further increase in MAP made the mixture richer. They made it, but a good lesson was learned (by experience) on the correct use of the turbos.

Harold "Hutch" Thurston arrived on 1/22/42, for an interview with Otis Bryan as a copilot instructor. Otis greeted him and apologized that he was on his way to Washington with important military business (setting up the new ICD) and Hal Blackburn was now in charge of hiring.

As it developed, a 3-man "council" of Hal, Frank Busch and Harry Campbell gave him an extensive "Stanine-type" oral exam

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1942 - "EAGLE NEST" before being notified that he was hired for the $370/mo job. Hutch, along with other newly hired bachelor instructors, rented rooms ($3 a day) at the downtown Hilton. Al Brick also transferred to the ICD in early January.

Flight Instruction was an interesting and fun job, but not without its risks as the ABQ airport was a hub of activity. The USAAF had a bombardier training unit stationed there with about 50 Beachcraft AT-11s. The main bombing range was on a mesa to the west and it was not infrequent to have the traffic pattern loaded with the slow AT-11s and faster B-24s all trying to be the first to land (plus a few Night flying was more precarious. The usual commercial aircraft). procedure for practicing landings, and save the brakes, was to land on the long north-south runway and coast to a stop - do a 180 turn and take off the opposite direction. There were several occasions where a B-24 was sitting on the runway, cleared for takeoff, only to find an AT-11 headed down the runway taking off the opposite diFortunately, they missed. rection.

Not all of the pilot instructors were of top quality. Hutch told of one who had "sweaty palms" and took out part of a fence landing at ABQ. In spite of some obvious damage to the gear, the pilot was going to make a 180 turn and take off again. Both Hutch and the F/E announced they were "abandoning ship" right away unless an inspection was made - they taxied back to the ramp! Harry Young told of one flight where it was noticed that fuel was rapidly being depleted shortly after takeoff. They returned to the field where it was discovered that all of the fuel tank caps were missing. Further investigation revealed that the student F/E had only poked his head out of the overhead hatch for his preflight inspection and all gas caps seemed to be in place. One potential problem was a gas leak in the bomb bay area during wing tank fuel transfer. "Hutch" told of a night flight when he happened to be in the catwalk of the bomb bay area and there was gas dripping near an electronic unit which was emitting sparks.

Wes Ament was among a group of civilian pilots who received B-24 training with T&WA's school during April 1942. Wes had been a copilot for United but quit and joined the Ferry Command in January 1942, based at Long Beach. Prior to the B-24s, he had ferried BT13s, Hudsons and Venturas to domestic destinations. At the time, he wore no particular uniform (suntans without was copilot ($300/mo), and hadn't reached age 21 - the then-minimum for a miliinsignia) The Class 42-4-F consisted of 20 four-man crews commission. tary (pilots, F/E and radio); 25 of the pilots/copilots were Lieutenants from March Field, the 15 civilian pilots were from bases at Long Beach, Baltimore and Hensley Field, TX. All of the F/Es and Radio Operators were enlisted men from March Field. Wes was interviewed

by Harry Campbell before being assigned to training, which lasted about a month. A great deal of the training time was spent searching for a lost B-24.

The missing B-24 was found after ten days of search wrecked against a mountain near Trinidad, CO. There were no survivors including the pilot Bob Redding. It started out from ABQ to KC as a business trip

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1942 - "EAGLE NEST" for Hal Blackburn and they were returning at night (without Hal) in bad weather conditions.

Hutch Thurston remarked on how this gave him some thoughts - he had traded with the copilot.

As a sequel, Wes made a few trips as copilot on the B-24 and then went to MSP for 30 days TDY ferrying (as pilot) North African bound B-24s to Lakeland, FL. In July, with his 21st birthday and a 30 day officer training program, he was commissioned 2nd Lt., and eventually flew C-87s and C-109s over the "hump". Wes mentioned that once he had a deadstick landing at night at Jacksonville, FL, with a C87. This should make an interesting story for the "Topics".

Dick Ruble told of a "bombing mission" which turned into a snafu. A combat scene for the movie "Bombardier" was being filmed with three B-24s (plus another with the camera crew) making an attack on an enemy carrier (a prop) located at the practice bombing range on the west mesa. Each plane was loaded with twenty 100 lb bombs (but only 6 lbs of explosives). Hal Blackburn piloted the lead ship, Frank Busch was on one wing and Vern Irons (with c/p Ruble) on the other.

Bombardiers were borrowed from the AF school to drop the missiles.

On the bomb run, with the doors open and ready to drop the load, the camera plane was out of position and everybody went around for a second take. They were now headed east along Route 66 toward the City of Albuquerque when Dick noticed one plane hadn't closed its bomb bay doors. He radioed a suggestion to close same for safety's sake. The bombardier mistakenly pulled a wrong lever which dropped a salvo of bombs toward the city and it looked as if all the 27,000 residents were doomed.

However, the bombs hit along the west banks of the Rio Grande and only destroyed a few squatter's shacks. Note: Frank Busch emphatically states he was not the pilot on the plane in question - his bomb bay doors were closed.

Later that evening at the Officer's Club Bar, the Base CO was heard bemoaning how a series of three incidents during the day might keep him from further promotions: (1) A student bombardier had jumped or fallen out of an AT-11 over the practice target area. (2) A Douglas B-18 ran out of gas and all but the pilot bailed out. The pilot put the plane on autopilot and would have jumped except they were too low - before he could return to the cockpit the plane landed by itself with little damage. (3) The bombing attack on the city.

The Eagle Nest experience had its romantic moments: Harry Young met and married Dorothy (in June) while there. Hutch Thurston married Jane and told how they rented a 2-bedroom (furnished) house for $60 a month!

For several months prior to the USAAF taking over the training the rumors were circulating as to where the B-24 program would be relocated and who might be included. Symra,TN, was the final choice and many of the instructors (flight or ground) were interviewed and offered instant commissions as 1st Lieutenants and promotion to Captain within a short time. The military offer was tempting, but the majority preferred an airline career if it was available. T&WA had two possibilities at the time for pilots - the newly formed ICD or the domestic division - if there happened to be a vacancy.

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1942 - "EAGLE NEST" The Eagle Nest continued until June 1942. A total of 1,143 men had been trained in the various crew positions. The last two classes became instructors when the move to Symra was made. When the B-24 program was again established at ABQ, Harry Campbell was the CO of Training, now wearing an Army uniform.

For a brief period during early 1942 T&WA was in a unique situation as they were hiring crew members for three separate operations, and each was competing for experienced personnel: the Domestic Division (pilots only), Eagle Nest and the ICD (Pilots, F/E, Navigators and Radio Operators).

There was a big difference in pay for pilots who flew the usual T&WA transcontinental routes and those who flew the cost-plus military contracts for training or transport flights. At the time they were all employees of T&WA - had established company seniority, but there was no job security or pilot seniority unless you were on the Domestic Division.

There are apparently no company records of the Eagle Nest personnel available so much of what is to follow is by word-of-mouth from the men who answered my appeal for help: When the Eagle Nest closed the men who were originally with T&WA were assigned to the ICD operation (Blackburn, Busch and Carr). The "new hires" who transferred to the Domestic Operation included: Tom Morris, Lyman Keele and Hutch Thurston. Those who were hired by the ICD included (by later pilot seniority): Don Brown, Harlin Stewart, Nick Wasil, Virgil Elliott, Cliff Dombroswki, J.T. Miller, Merrill Shurtleff, Fred Sigman, Bill Dugan, Jim Wheeler, Tom Ward, Robert Hunton and Fred Ward. Dick Ruble and Larry DeCelles went into the military and returned to T&WA in 1945 as copilots. Ardell Wilkins had been a senior T&WA pilot (1930-1941) but resigned for a better paying job as a corporate pilot flying a Lockheed "Ventura" - when the US went to war the airplane was "drafted" by the military and Ardell needed a job. He continued with the ICD (and T&WA after the war in a non-flying position).

The list of F/Es who continued with the ICD includes (alphabetically): Vic Bate (as Navigator), Willard Hanson, Glenn Hennigh, Melvin Heller, Ray Jann, Walter McBride, Mark Outwaite, Hal Ramey, Jack Rouge, Art Ruhanen, G. Van Hoozer, Royce Welliver and Harry Young.

Bill Baumgartner returned to the ICD as copilot in 1944.

The Eagle Nest Training Center/Jack Frye Four Engine School was of relative short duration when compared to T&WA's 65 year (including the predecessor airlines) history. However, it was a very important link to establishing the wartime ICD which, after the war, made the company a prime contender for an International route system. It was a unique school in its time - but the beginning of a company tradition of being available to train military personnel.

MANY THANKS FOR THEIR HELP TO: Wes Ament, Al Brick, Frank Burcham, Joe Carr, "Rusty" DioGuardi, Orville Ericson, Willard Hanson, Ned MacKrille, Bob McReynolds, Jack Rouge, Dick Ruble, Hutch Thurston, Bill Townsend and Harry Young.

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Dear A.T.: Needless to say, I returned from the recent TARPA convention riding on "cloud nine" after receiving the annual AWARD of MERIT. Once again, I want to thank the nominating committee and the Board of Directors for my selection and approval. Also to thank all of the men who have answered my appeal for help with articles I have written - your first hand accounts have made it possible for me to record TWA's history the way it was (hopefully, correct and interesting).

Early this year a group of us met with L. Clark Billie, VP Training and Standards, to help set up a "mini museum" in the entrance lobby of the new St. Louis Training Center. This included Marie Trainer (Clipwings), John Malandro (Professional Navigators), Jim Eberhart (Mgr. Flight Crew Admin.) and myself.

The exhibits include three large display cases of memorabilia, numerous photos and a "Link Trainer" which is currently being restored.

Clark is appealing for more material and I will quote from a letter: "If any of your members can contribute artifacts to the museum, they would be greatly appreciated. In particular, we could use some aircraft models, old hat emblems/wings, and pilot computers such as the E-4B computers etc. Any donation would become the property of the TWA Museum, which is a chapter of the Platte County Historical Society in Kansas City.

This organization is not a TWA entity.

"Anything donated should be sent directly to me at the TWA address indicated on the letterhead (11495 Natural Bridge Road, Bridgeton, MO 63044)."

I might add how this makes the third museum to display our company's history - the others are located in the MCI overhaul base and the Credit Union Offices in downtown KC. All are chapters of the Platte County Historical Society.

Through the years of my researching TWA's history I have had numerous requests for pictures, information etc. I always try to answer and I'd like to share a recent request by the son of one of our original TWA pilots, Arthur C. Burns (Maddux seniority date 10/27/28). Lee Burns, the son, was born in 1919 and because of a family split never saw his father again. He was age 18 before he learned his father was alive, but had lost all contact until a year or so ago he learned Art had been an "Early Bird" (soloed before 1916) and a pilot with TWA. Lee wrote the Mt.Kisko office requesting pictures of his dad and any information about his flying career. TWA referred him to me.

Fortunately, I had a lot of info about Art's early flying plus some good 8x10" photos and suggested he contact Tommy Tomlinson, PARRY, Johnny Guy and Bill Harrison (Art's neighbor All were able to help. The pictures we sent in Banning, CA). were the first Lee had ever seen of his dad! Art left TWA in 1936 and became a Department of Commerce Inspector. Maybe some of our "Topics" readers can also help.

Sincerely, (Ed Betts) 110

(A BOOK REVIEW) "HOWARD HUGHES and TWA", by Robert W. Rummel submitted by Ed Betts As the title suggests, this book by Bob Rummel tells from first hand accounts the story of the powerful influence Howard Hughes had on TWA during his years as principal stockholder. For eighteen of his thirty five years with TWA, Bob was the one man Hughes trusted to investigate proposed aircraft (and engines) which would be suitable for TWA's fleet - and make his recommendations, usually directly to Hughes. Nothing was overlooked and, as a consequence, this is an excellent and authentic story of commercial aircraft in general during the period 1943 through the end of 1960. It is an important era of TWA's history.

Bob Rummel learned aeronautical engineering at the Curtiss Wright Institute in 1935-1936. His early jobs were as stress analyst or design draftsman with manufacturers including Hughes Aircraft, Lockheed, National Aircraft, Rearwin and Commonwealth. He was hired by Jack Franklin, TWA's VP Engineering, in mid-1943 as his assistant. In October 1949, he was appointed Chief Engineer and was elected VP Engineering in 1956. In April 1959 he was elected Corporate VP Planning and Research with offices in NYC. From 1970 until he retired in 1978, he was VP Technical Development. "Retirement" was doing his own consulting work from his home in Arizona and writing the book. Bob served on numerous government and industry advisory groups or committees including appointment by thenPresident Ronald Reagan to the special Presidential Commission to investigate the Space Shuttle Challenger accident.

Bob's first job with TWA was to research and help plan TWA's post-war fleet, a big unknown at the time since the war was still very much in progress. TWA had already contracted for the Lockheed Constellation in 1939 (their 5 TWA Boeing "Stratoliners" were in service with the military), but there were hundreds of proposals (most on paper) by the manufacturers once permission was granted by the government to proceed with civilian production. Another unknown, but investigated at the time, was the feasibility of jet or prop-jet powered commercial aircraft.

Once peace was declared the manufacturers had their own all-out war to negotiate contracts with the airlines. In 1947, Jack Frye (TWA founder and president since 1934) was fired by Hughes and Rummel became the main liaison between the company, manufacturers to Hughes. This was often a 70 to 80 hour work week including phone calls that lasted 8 hours and were initiated (by Hughes) in the early hours of the morning. Hughes' philosophy was: "You (Rummel) and I will handle aircraft selection and procurement matters, the TWA President will run the airline."

TWA went through many presidents who didn't agree with this.

The story covers the race between the "Big Three" airlines for equipment which could make a westbound transcontinental flight, nonstop, with a heavy payload and strong head winds; TWA's International service, which began in early 1946, that required long range capabilities as well as speed and payload; a replacement for the DC-3 on short haul work; the "Super Connies" for passengers and freight; jets, which for TWA eventually included Boeings and Convairs (Douglas and Lockheeds came later); the delivery fiasco between Hughes, Convair and TWA with the CV880s; and the eventual 27 year lawsuit against Hughes Toolco when Howard no longer had control of the company.

The book is part of the Smithsonian History of Aviation Series, printed by the Smithsonian Press and is available through local bookstores for $29.95. It can also be ordered direct from the Smithsonian Press, 470 L'Enfant Plaza, Suite 7100, Washington, D.C. 20560 with an extra $2.25 for postage and handling.

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INFORMATION, SUGGESTIONS AND RECOMMENDATIONS Air Force Flight Training Class 52-A will hold its 40th reunion in the Hyatt Regency Hotel in San Antonio, Texas, February 9 - 12, 1991. Class members should contact Stan Nelson, 2012 W. 49th Terrace, Shawnee Mission, KS 66205 for details.

Our TWA RETIRED PILOTS FOUNDATION provides supplement to the incomes of our less fortunate retired pilots and widows. There is no middle man, every penny you donate goes to this most worthy cause and is tax deductible. Your contributions may be sent to; Capt. Robert R. Thompson Treasurer, TWA Retired Pilots Foundation 807 W. Hintz Road Arlington Heights, IL 60004 Desktop airplane models - TWA - commercial and military - authentic markings on all models. Brochure $2.00 - refunded with order. By TWA employee at JFK. Write N. Skrinikuff, 154-17 12th Road, Whitestone, NY 11357

TWA 707 and 747 Lithograph The 707 is in the Twin Globe Logo. This is part of our new Heritage Series. The TWA Captain and 1959 Hostess wings are displayed at the bottom of the print along with statistics and a brief history of the remarkable aircraft N776TW. The 707 print is 11.5 "X 23". The 707 is to the same scale as the 747 print which is 16" by 43". The 747 has the current paint scheme. Both are printed on acid free Irish Linen and are $15 each plus $4.50 S/H. Missouri residents add 5.73% sales tax.

As a bonus, if you order both a 707 and 747 for $30, no shipping charge. Send check or money order to TRANSCONTINENTAL GRAPHICS, Dept. R, 8358 Ardsley, St. Louis, MO 63121-4525. [Note from editor; This preceding ad is from TWA First Officer Rex Travelstead. He gave me a copy of each and they are beautiful].

If you wish to order by phone, Rex's phone number is 314 389 4658.

ICD 50th ANNIVERSARY George Friedrich, 1992 Reunion Chairman, reports that over 90 people have indicated they plan to attend the TWA Inter Continental Division reunion scheduled for Orlando, FL, May 16-17, 1992. The hotel is the New Clarion Plaza. Room rate is $65.00.

Because the ICD Reunion precedes the TWA Seniors Club annual meeting at the same hotel, it is essential that those who plan to attend notify George Friedrich as soon as possible so hotel space can be blocked while it is still available.

George's address; 473 Jeanette Drive, Ormand Beach, FL 32174. We need help especially in locating former Navigators and Radio Officers. Spread the word by personal contact, newsletters etc.

REMEMBER, 1992 DUES ARE NOW DUE!

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TARPA COMMITTEES

1991/1992

Alcoholic Counselling - Phil S. Hollar 27271 Calle Anejo, Capistrano Beach, CA 92624 .

.

714-493-7820

Award of Merit - David M. Davies - Chairman 233 S.E. Rogue River Hwy., #18 ........................... 503-476-5378 J.W. "Chick" Dyer - Member 2420 Bellview Road, Upland, CA 91786 ................... 714-982-9878 Walter H. Gunn - Member 5834 Lockton Place, Mission, KS 66205 .................. 913-362-4184 By-Laws and Policies - Lyle A. Spencer 5886 El Parque Avenue, Las Vegas, NV 89102-1239 . .

.

702-876-3332

Convention 1992 - Richard A.Davis -Co-Chairman . 619-436-9060 1759 Sky Loft Lane,Encinitas, CA. 92024-1237 .

Carl M. Schmidt-Co-Chairman 521 W. Citracado Pkwy, Escondido, CA. 92025-6412 ...... 619-745-2241 Convention 1992 - Everett R. "Ev" Green 8340 Williams Canyon Road, Cashmere, WA 98815 .

. 509-782-3006

Grapevine Editor - John T. Happy Nine East Lake Drive, Haines City, FL 33844-9320 .

.

Historian - E.G. Betts 960 Las Lomas, Pacific Palisades, CA 90272. .

Insurance & RAPA delegate - Hal Miller 17 Glengary Road, Croton-on-Hudson, NY 10520 .

.

813-439-2223 213-454-1068

. 407-271-4964

Investment Committee Observer - R.C. Sherman 1201 Phelps Avenue, San Jose, CA 95117 ................. 408-246-7754 Newsletter Editor & Directory - A.T. Humbles Rt #2, Box 152, Belhaven, NC 27810 919-964-4655 Nominating Committee - Harry A. Jacobsen, Chairman 848 Coventry St., Boca Raton, FL 33487 ................. 407-997-0468 RAPA delegate and liaison - Hal Miller 17 Glengary Road, Croton-on-Hudson, NY 10520 .

. 914-271-4964

TARPA Tours - William C. "Chuck" Hasler 8 Rustic Way, San Rafael, CA 94901 ......................415-454-7478

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*

ADDRESS CHANGES & CORRECTIONS 10-03-1991 --------------------------------------------------------------------------------------------------------------------------------------

(R) CARFORD, RONALD CAPT. (JERI) 911 BIRDIE WAY APOLLO BEACH, FL 33572-2711 813-645-5685

(C) COSBY, VIP - MGR, DAVID MR. COMMERCE BANK P.O. BOX 700 ST. PETERS MO 63376-0100 314-724-4500

(R) CUMMINGS, ROBERT H. CAPT. (ERIKA) 806 BAYPOINT CIRCLE VENICE, FL 34292 813-493-4223

(A) DAVIS, THEODORE A. CAPT. 40 SQUARE ACRE DR. STAMFORD, CT 06905 203-322-8609

(A) DENSIESKI, BENJAMIN R. CAPT. 2670 AUGUSTA DRIVE SOUTH CLEARWATER, FL 34621-2103 813-796-3291

(R) DOBRESCU, CHARLES V. CAPT. 1802 E. AUGUSTA AVE. PHOENIX, AZ 85020

(R) ELLIS, RICHARD H. CAPT. (DOROTHY) 24 N.LIVE OAK RD. HILTON HEAD ISLAND SC 29928 516-427-1340

(R) GOUGH, ROBERT N. CAPT. 201 TYLER ROAD,APT 315 ST.CHARLES, IL 60174

(R) HAWES, A.R. 'DICK' CAPT. P.O.BOX 13 KALISPELL MT 59903 406-831-3830

(R) HAYES, ROBERT S. CAPT (VIRGINIA) 3427 BUTTON BUSH DRIVE ZELLWOOD FL 32798 NOV-APR 401-886-1876

(R) HAYES, ROBERT S. CAPT. (VIRGINIA) 7113 N.W. WESTSIDE DRIVE WEATHERBY, MO 64152 MAY-OCT 816-741-0819

(E) JENKINS, FRANCIS E. CAPT. 8550 N. COSADA DR. KANSAS CITY MO 64154 816-468-0274

(R) JOSEPH, HOWARD CAPT. (MARY) 761 N.39TH CIRCLE MESA, AZ 85205 602-835-5528

(R) KLUMB, EUGENE J. F/E (BERENICE) 11210 3RD AVE, N. PLYMOUTH , MN 55447-3502

(H) McPHERSON, RYAN MRS. (JOE) BOX 34480 LAS VEGAS, NV 89133 702-658-0094

(R) MURCHAN, LAWRENCE A. CAPT. 45 FRELMA DRIVE TRUMBULL, CT 06611 203-268-4728

(R) NOVINGER, FRED B. CAPT. (JUDY) RR #2, BOX 341 DILLSBORO IN 41018-9804 812-438-3854

(R) O'BRIEN, WALTER J. CAPT. 168 WOODCREST DR. MELROSE, MA 02176 611-662-9875

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(RUTH)

(BETTY)

(BETTY)

(JOANN)

ADDRESS CHANGES & CORRECTIONS ------------------------------------------------------------------------------------------------------------------------------

(A) ORR, JOE K. CAPT. 8106 N 101 TERRACE OVERLAND PARK KS 66212-3407 913-649-8123

(A) POLK, WILLIAM M. CAPT. (GALE) 47025 LAKEVIEW NEW BUFFALO, MI 49117 (MAY-OCT 616-469-3376

(R) RALSTON, RONALD C. CAPT. (HELEN) P.0.B0X 6447 TAHOE CITY CA 95730

(R) REYNOLDS, RONALD E. CAPT. 230 SAUGATUCK AVE,APT 19 WESTPORT CT 06880 203-852-6933

(R) SALZ, JOSEPH W. CAPT. 2053 GREENBRIER ST. EUREKA CA 95501-6536 702-463-3456

(CONNIE)

(R) SMITH, F.LANDIS CAPT KATHY 2646 TROPICAL AVE VERO BEACH OCT-MAY FL 32960 401-710-9011

(ADA)

(R) SMITH, F. LANDIS 'F.L.' CAPT. (KATHY) 106 DEEPWOOD COURT BANNER ELK, NC 28604 JUNK-SEPT 704-963-5851

(H) SWAYNE, RUTH MRS. (HOWARD) 90#E WEEPING WILLOW DRIVE, LYNCHBURG, VA 24501-3992 804-239-1396

(A) TANTAU, WILLIAM K. CAPT. P.O. BOX 727 ST. HELENA CA 94514 707-963-2313

(R) THUNE, ROBERT IRO (DIXIE) 3635 MEXICALI ST. NEW PORT RICHEY, FL 34655-2716 813-316-1819

(R)

(H)

(SALLY)

(R) VAN ANDEL, JOHN H. CAPT. (LINDA) 3100 NORTH AlA, APT. PH A-2 FORT PIERCE, FL 34949 407-466-7551

TYNAN, CRAIG C. CAPT. (MARILYN) 32000 RIVERSIDE DRIVE LAKE ELSINORE, CA 92530

(H) WALKER, CHARLOTTE S. MRS. 22 RUSSELL STREET MANCHESTER, NH 03104 603-623-4193

)

(H) WEAVER, MARJORIE MRS. (ROSS) 10015 ROYAL OAK ROAD SUN CITY, AZ 85351 602-974-4022

(JIM)

(R) WIND, M. MICHAEL 'MICKEY' CAPT. (BETTI) 89 SOUTH ATLANTIC AVE.,UNIT 302 ORMOND BEACH FL 32174

WHITNEY, JEANNE MRS. (CLAYTON) 14231 N. 3RD AVE. PHOENIX, AZ 85023 602-315-9834

904-673-8390

(1) WOLF, LAURENCE M. 'LARRY' CAPT. (JO ANN) 1091 W. 7th FLORENCE, OR 97439-0149 117

NEW MEMBERS---WELCOME 10-03-1991 -------------------------------------------------------------------------------------------------------------------------------------

(R) BECKER, MARSHALL K. CAP!. (PATRICIA) 486 TIARA DRIVE GRAND JUNCTION, CO 81503 383-241-2349

(A) BOWERS, BRUCE A. CAPT. (REBECCA) 643 BARON ROAD WEDDINGTON, NC 28173 704-843-4190

(R) BRICKSON, PHILIP E. F/O (BETTS) 1403 BASKERVILLE AVE. MONONA, WI 53716 608-222-4481

(R) CANNON, WILLIAM R. FIE ANN-MARIE 6708 PASEO DEL VISTA CARLSBAD CA 92009 619-471-6132

(R) CARLSON, K.S . CAPT. (STELLA) 2951 JAN DRIVE DOUGLASVILLE, GA 30135 404-942-1979

(R) CARPENTER, JOHN W. CAP! MARIE 444 PEPPERIDGE TREE LANE KINNELON NJ 87405 201-838-7003

(R) COUTURE, PETER DAVIS CAPT NARY JANE RR# 1,801 180, TEN LOTS ROAD OAKLAND ME 04963 207-465-7277

(A) DRAPER, DONALD N. DON CAPT LINDA 4216 W.MESCAL ST. PHOENIX AZ 85029 602-938-5063

(R) GENTILE, RAYMOND V. 15000 QUIVIRA RD. OLATHE, KS 66062 913-897-3422

(R) GUEST, WILLIAM F. BILL CAPT LOUISE 1396 N.87TH ST. SCOTTSDALE AZ 85251 602-946-8315

CAPT.

(DONNA)

(R) HASTINGS, JOHN O. CAPT. (CYNTHIA) 903 A. SALEM ROAD RIDGEFIELD, CT 06877 203-431-0146

(R) HEALY, JERRY,F. JR CAPT JUDY 9006 HIGH DR. LEAWOOD KS 66206 913-381-5785

(R)

(R) HODGSON, ALAN CAP! BRENDA 88 N. MAIN ST., P.O. B01 326 KENT CT 06757-0326 203-927-4858

HESTERMAN, CLIFFORD A. CAPT ARLENE 22 N 572 ELMWOOD DR. GLEN ELLYN IL 60137 708-469-6221

(A) HUMPHREY, WALTER H. I/O (JOAN) 20 RUE DU ROI FORT WALTON BEACH, FL 32547 904-862-1640

(S)HUSSEY, WILLIAM J. MR. ANN 2 KNOLLCOURT, HUNTINGTON NY 11743 516-427-4060

(R) KIMRAY, HARVEY G. CAPT. 727-1 CEDAR HILL LANE, NE ALBUQUERQUE, NM 87122 505-296-6531

(A) LAPE, F. BRUCE CAPT. (LANKA) 1 MIST HILL DRIVE JEW MILFORD, C! 06776 203-355-0048 118

NEW MEMBERS---WELCOME 10-03-1991 -------------------------------------------------------------------------------------------------------------------------------------

(A) LORD, RICHARD W. CAPT. (LAYLA) RFD #1, BOX 464 CONTOOCOOK, NH 03229 603-746-4344

(R) LYNN, EUGENE K. CAPT. (CHRISTINE) 565 ALEXANDER PALM ROAD BOCA RATION, FL 33432 407-395-4825

(R) MARSHALL, RICHARD C. CAPT. 7604 W. 114th TERRACE OVERLAND PARK, KS 66210 913-451-3270

(R)

McCARTER, HARVEY J. CAPT. 11301 CRAIG STREET OVERLAND PARK, KS 66210 913-451-1506

(R) McGLASSON, BRUCE F/O RD #1, BOX 69 EASTON, PA 18042 215-258-0327

(R)

MCGRATH, THOMAS L. CAPT. JO ANN RT. 6, BOX 139 CHARLOTTESVILLE VA 22902 804-286-2288

(R) MCGRATH , THOMAS L. CAPT. JO ANN RT. 6, BOX 139 CHARLOTTESVILLE VA 22902 804-286-2288

(R) McWILLIAMS, JOHN A. CAPT. 47 S. GORDON WAY LOS ALTOS, CA 94022 415-948-5597

(R) MILLER, ROLAND R. CAPT JANE 3611 N.W . BRIARCLIFF ROAD. KANSAS CITY MO 64116 816-454-3889

(R)

(R) PLUMB, KENNETH M. F/O (MARLENE) 2149 GLENKIRK DRIVE SAN JOSE, CA 95124 408-269-9181

(R) REEN, JOHN J. CAPT. 469 27th ST. MANHATTAN BEACH, CA 90266 213-545-2611

(R) RODRIGUEZ, FRANK D. CAPT MARY 592 TRUMBULL HWY. LEBANON CT 06249 203-642-6482

(R) SAUGSTAD, DENNIS CAPT. (ANN) P.O. BOX 68 WESTON, MO 64098 816-386-5452

(R)

(NORMA)

(KART)

MURRAY, RICHARD W. CAPT. (CATHERINE) 1421 WYLDEWOOD DRIVE MADISON, WI 53704 608-244-3359

(A) SCARBOROUGH, JOHN CAPT KATHERINE 755 WINTERGREEN LANE, TITUSVILLE FL 32180 WINTER,SPRING 407-261-8239

SAUNDERS, CLIFFORD E. CAPT. (FAITH) 25802 CALLE RICARDO SAN JUAN CAPISTRANO, CA 77685 114-489-1440

(R) SHELTON, LYLE T. CAPT JOYCE 3129 CASHILL BLVD RENO NV 89509 102-829-1794

(A) SCARBOROUGH, JOHN CAPT 120 BARNES RD. STONINGTON CT 06378 SUMMER-FALL 119

NEW MEMBERS---WELCOME 10-03-1991 --------------------------------------------------------------------------------------------------------------------------------------

(R) SLIGH, A.W. CAPT. (CLEO) P.O. BOX 7665 HORSESHOE BAY, TX 78651 512-598-2648

(R) SLOCUM, WILLIAM H. BILL CAPT EMMIE (NARY E.) 7505 N.VILLAGE AVE. TUCSON AZ 85704 602-742-7194

(A) VOGEL, THOMAS E. TOM CAPT SYLVIA 1037 LEA AVE. SAN RAFAEL CA 94903 415-492-9143

(A) WEISS, EDWIN K. F/O SANDRA J. 516 SHIP AVE. BEACHW00D NJ 08722 908-349-8708

(R)WELLS, CLINTON D. CAPT LOUISE 1530 HOLLYDALE DR. FULLERTON CA 92631 714-526-2011

CAPT LEWIS LEW (A) WHITAKER, BOX 416 BOTSFORD CT 06404 203-261-7339

(S)WILSON, RUTH R. MRS. 2720 CARISBROOK DR. OAKLAND, CA 94611

(A) WINCHESTER, JAMES R. CAPT. (MARTHA) P.O. BOX 6426 INCLINE VILLAGE, NV 89450 702-831-9331

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