1992.02.TARPA_TOPICS by TWA Active Retired Pilots Assn.

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 4222 6325 602 299

NOTHING REPLACES GOOD JUDGEMENT ON THE FIRING LINE!

President's Message

January, 1992 Someone told me the other day that there were 296 cockpit crew retirements in 1991. That's a remarkable number when you consider that only 40 are age 60 retirements. The remaining 256 are early departures. During my working days a pilot leaving early was unusual and always caused comments like "His wife is wealthy and wants to go sailing." Nowadays the early retirement rate sends us all a grim message. Things aren't what they used to be and my best wishes go out to the hard working young people who are trying to keep things perking on the airline. We all have opinions on why things are the way they are. We blame everyone back to Howard Hughes and Orville. Probably, if we get serious and remember that we had the finest air transportation system in all the world just a few years ago, we can put our finger on the crucial event that began the decline. I'm referring to the Airline Deregualtion Act. It was, in my opinion, the most blatantly anti-labor business that ever came out of DCA. Yet we casually keep sending the same guys back to congress year after year. We get what we deserve I guess. The thing that set me off on this unpleasant subject was the realization that the only thing growing around TWA is TARPA. I'd much prefer a smaller TARPA and a bigger TWA. The committee handling the '92 convention in San Diego is hard at work and things are looking good. If anyone has a suggestion fora special event or speaker, let us know. We aim to please. Elsewhere in the "TOPICS" are articles about R & I and the convention in '93. The board has selected a cruise on the "Sovereign of the Seas" as our site in '93. Chuck Hasler has agreed to ramrod the affair and it sounds great. And - the price is right! Best regards,

Jack Donlan

SECRETARY/

TREASURER REPORT

At the time of this writing (January 4th) all records are not yet completed, but it can be reported that 1991 was another good year for TARPA. Final tally for the COS Convention is not in as yet, but it appears at this point that we stayed within our budget. COS was a big success. Russ Derickson, after 6 1/2 years as President retired, as did Joe McCombs with a similar tenure as S/T. Your new S/T feels, as he did each time he checked out on a new piece of equipment, that the Training Center didn't tell you all and that learning is by doing and asking questions. Everyone has been tolerant and understanding. Our small country Post Office was astounded when dues envelopes started arriving in Mid-November. On one day they constituted 90% of the total mail. I thank the membership for their prompt response. Over 75 Eagles and many Honoraries have sent in "Contributions", although not required to do so. 20 Members decided to be Subscribers and sent in the wrong amount which required time and postage to straighten out. Many members are way ahead with their dues so please check the date in parenthesis on your address label. I have accepted the dues checks and credit each member who has paid in advance. All Eagles and Honoraries show the date (99). A list of new Eagles will appear elsewhere. I shall attempt to forewarn next years Eagles. If your name doesn't appear on the list it may be because you haven't given us your birthdate. A particular thanks to those who included nice notes and letters. And "Hi Dick" appeared on envelopes, data pages and even on some checks. This made the humdrum job of pecking at the computer keyboard more pleasurable. Our membership roster stands at 1755 with 1187 Retired, 113 Associate ( Active), 241 Eagles, and 168 Honorary. There are also 46 Subscribers. We had 98 New Members in 1991. 43 made the final flight West. Please continue to keep your S/T informed of address changes and changes in work or marital status. Return postage continues to be a big expense; $3.86 for each returned TOPICS and .35c for each address change notification. Your timely notification could be done for .19c and a free postcard. We will have a new Directory out this Spring so now is an excellent time to be sure your data is current. If you have not paid your 1992 dues please send it in as effective March 31st there will be a $10.00 assessment made to cover the extra work and expense of reminders and postage. Have a wonderful 1992.

1991 RETIREMENT PERSPECTIVE 296 pilots left TWA thru November, including two deaths.

[plus about 15 more - unclassified - left in December] 39 of the 219 on furlough were recalled. TWA's proposal to modify the B-Plan that burst suddenly on the scene in July, has become dormant. "Awaiting approval". That is a temporary condition according to the R+I Committee. Fits and starts, along with misunderstandings and broken promises seems to be a way of life with TWA, so your guess of IF or WHEN is as good as mine. Nothing changes except Who ' s on first...?" Decembers' unexpected market surge should translate to a substantial raise in our April, May, & June B-Plan checks. Next scheduled crisis; market closing on March 30. Known to be lurking in the wings: a preplanned bankruptcy, approval for the sale of two of the three remaining London routes, and amendable contracts for ALPA, IAM, & IFFA. With more than 300 days left in 1992, the potential for the unexpected is awesome. Amelia Earhart's plane was NOT found in the waters around Nikumaroro (Gardiner) island in the Phoenix group. Back to the drawing board... Look for an NBC documentary in early April. R. C. Sherman 1/92

TARPA MEDICARE SUPPLEMENT PLAN PROVIDES COVERAGE FOR: PART A HOSPITAL EXPENSES: • Pays 100% of Part A deductible •

Pays Medicare's Part A Hospital co-insurance after first 60 days in a benefit period.

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Pays 100% of eligible charges beyond 150 days of hospital confinement.

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Pays 100% of Medicare's Part A blood deductible.

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Pays an allowance for Private Duty Skilled Nursing.

The Active Retired Pilots Association of TWA

MEDICARE SUPPLEMENT

$81.50 a day for Skilled Nursing Care from the 21st - 100th day and continues to day 365 ... even when Medicare runs out. PART B MEDICARE EXPENSES: • Pays all Medicare eligible expenses not paid by Medicare. •

Pays 100% of the difference if actual charges exceed the Medicare allowable charge.

ADDITIONAL BENEFITS: • Coverage outside the United States

1992 Medicare Supplement Coverage Designed for Retired Members and Their Spouses Age 65 and Over

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Immunization coverage.

IMPORTANT FEATURE:

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If this policy is intended to replace an existing Medicare Supplement policy, a fill aedit will be given for the pre-existing condition p eriod

Call today to receive a brochure describing the plan. Contact Berkely Association Services at 1-800-331-2794. This is a brief description of the benefits available. Complete details may be found in the master policy. 4

TARPA LONG TERM CARE INSURANCE DID YOU KNOW .. . • Six out of seven families would be financially devastated by the cost of Long Term Care. (House Committee on Aging)

FUTURE GUARD Nursing Home and Home Health Care

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Families are selling their homes, stripping their bank accounts and dipping into retirement and pension funds to pay their bills. (CT Health Commission)

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It is estimated that one-third of the nursing home population is under 65 years of age. (The Nursing Home Industry)

Group Insurance Program

THERE ARE THREE SOLUTIONS TO PROTECT YOU AND YOUR FAMILY 1.

Be Rich

Be Poor

Be Insured

TARPA now offers a Long Term Care insurance program featuring: • Choice of benefit amount

The Active Retired Pilots Association of TWA

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Choice of benefit period

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Inflation fighter option

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15% Member/spouse discount

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Home Health Care Coverage and more

To receive a brochure call:

Now offering an Inflation Fighter option, compounded annually, giving you 50% more than most plans!

Berkely Association Services at 1-800-331-2794 or write to: Berkely Association Services c/ o TARPA Insurance Plans P.O. Box 310 Mineola, NY 11501

TARPA INSURANCE PLAN MAILBOX QUESTION/ANSWER FORUM ,

Send in your questions regarding medical insurance, Medicare, Medicare Supplement coverage, Jong 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 318 Mineola, NY 11501

We both have TARPA supplemen t and are pleased with the plan and Q. service. However, neither' Medicare or TARPA Supplement covers Vision or Prescription Drugs. Is there a program that we can purchase which will either insure these benefits or offer us a discount? A. Insurance for Vision and Prescription Drugs are not usually available on a voluntary basis. Only those who need the benefit would buy the insurance and this premiums would, therefore, be very high. There are, however, national discount programs which offer benefits for Vision and Prescription drugs. A brief description of the services available are outlined in this issue.

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

TARPA INSURANCE PLAN MAILBOX QUESTION/ANSWER FORUM ,

Q. Upon retirement from TWA, I elected to take the Connecticut General 65 Plus plan but have never filed a claim. In addition, we also purchased TARPA Medicare Supplement through your organization and always filed our claims with you. Should we keep the 65 Plus plan or is my Connecticut General premium a waste? A. Unless you are filing all your Medicare claims with Connecticut General and then filing them with TARPA you may be wasting premium on 65 Plus. 65 Plus has $1,150 annual deductible which must be met before benefits are paid. The 65 Plus plan is a secondary payor to Medicare (unless your spouse has coverage of her own from a different group plan, in that case, 65 Plus is the third payor of benefits). The 65 Plus claims (which are paid only after the deductible is met) are paid under the following formula: 65 Plus claims are processed as if there is no other insurance coverage (including Medicare). The amount payable by Medicare ( which is obtained from the EOMB) is subtracted from the 65 Plus amount. The balance, if any, is credited towards the deductible ($1,150) or if the deductible is already met, the amount due is paid. After you have filed with both Medicare and 65 Plus, then you should file with TARPA plans. This accomplishes two things. 1.

You start to accumulate towards the $1,150 deductible and may start to receive benefits like Prescription Drugs which are not paid for by Medicare or TARPA insurance plans.

You may help reduce the claim amount that TARPA plan has to' pay. This will help keep TARPA premiums low.

Filing with 65 Plus first can only help you! Claims for 65 Plus should be sent to: Connecticut Life Insurance P.O. Box 2546 Sherman, TX 75091-2546

Company

TARPA INSURANCE PLANS Administered by Berkely Association Services, Ltd.

PRESCRIPTION DRUGS AND VISION PROGRAMS Prescription Drugs Acute Medication - (For immediate, nonrecurring needs; less than a 30 day supply) Over 28,000 Independent Pharmacies nationwide, including major chain stores participate with medications priced at . wholesale plus the state Medicaid dispensing fee. Maintenance Drugs - (For chronic conditions requiring more than a 30 day supply) Our provider is a leading national prescription drug mail order provider, with locations throughout America, combining modern computerized techniques with old fashioned thoroughness, providing safety checks with cost efficient personal services. Guaranteed lowest cost. Pricing based on the National Pharmaceutical Reporting Service. Brand Name and Generic Drugs are priced substantially below Average Wholesale Prices plus a minor dispensing fee. 90 day supply versus a 26 day retail pharmacy supply substantially reduces the price and dispensing fee. Home Delivery. Prescriptions are checked by a minimum of two Pharmacists and the RX Watch Program designed to control accuracy, drug interaction, abuse and/or overdose. Vision Care Products Two networks are available and you may use either. Preferred Vision is a national PPO network of over 3,200 eye care professionals for eyeglasses , contacts, frames and lenses. They provide the highest quality workmanship at their GUARANTEED LOWEST PRICE with a minor dispensing fee. Vision Net provides access to thousands of independent opticians and many regional and nationwide optometric chains, offering ATTRACTIVE RETAIL DISCOUNTS on exams, contacts, lenses and frames. For more information on these programs, complete the following coupon and mail to: Berkely Association Services, Ltd. P.O. Box 310 Mineola, NY 11501 ---------------------- ------------------YES, please send me more information on the Prescription Drug and Vision Care products. I understand there is no obligation. NAME: ADDRESS: STATE

CITY TELEPHONE NUMBER: (

)

ZIP CODE

FLOWN FLOYD EDWARDS

July 1991

MATT SMITKE *** SETH STRACHAN ***

10 Sept. 91

WEST

17 Oct. 91

ROBERT MIDDLEKAUF *** TONY STAHL *

13 Nov. 91

EDWARD E. EATON

10 Jan. 92

29 Nov. 91

ADRIAN U. STAHL From son, John K. Captain Adrian U. "Tony" Stahl, 76, died 11/29/91 in Lighthouse Point, Florida after a six month bout with bone marrow cancer. He was born 4/2/15 in Lake Ariel, Pa. His career with TWA began in March of 1945 and ended with his retirement 4/2/75. During Martin Boeing serial

his career at TWA, he flew DC-3, DC-4, B-307, Martin 202A, 404, all models of the Connie, Convair 880, Boeing 707 and 747. He had a total of 5,041 legs and flew in 489 different numbers of TWA aircraft during his 30 years with the company.

Prior to his TWA career, his first flight was 5/17/38 in a Taylor Cub in Newport News, Va. Then in June of 1941, he started flying and instructing British and U.S. Cadets at the #1 British Flying Training School in Terrell, Texas. He was there from 6/20/41 until 2/28/45 flying PT-17,18 Stearman, BT-13 Vultee and AT-6 airplanes. His first TWA entry in his logbook was a 1:30 Link session on 3/8/45. He had a total of 25,884:04 hours and 444 Atlantic crossings. All but 3,507:15 hours of that were with TWA. I would appreciate hearing from anyone with memories of flying with my father. John K. Stahl 2626 N.E. 16th St., Pompano Beach, Florida 33062. He spent his retirement years enjoying cruising and living in Florida. He went on 10 world cruises on the Rotterdam and Queen Elizabeth 2. He is survived by 7 brothers and sisters, 3 children and 3 grandchildren. We will all miss him a lot.

We still urge that you all prepare something like an obituary for the use of your survivors. It would be of interest to a lot of your fellowmen!

WEST

FLOWN

SETH S. STRACHAN From Bill Dixon: Captain Seth Strachan. a man who eminently qualified as a gentleman of the old school, died on October 17. 1991, at age 81. in Pebble Beach, Calif., where he and his wife, Jo, had lived since he retired in 1970. Seth spent most of his TWA years in SFO. He was a 707 check pilot on the Pacific operation at time of retirement. He learned to fly in the Army Air Corps in 1938 and was hired by TWA a year later. Recalled to active duty when WW2 began. Seth was assigned to Special Missions in Washington, D.C. For a short period he flew as personal pilot for Gen. Joseph Stilwell. He was pilot in command on many important flights, including flying Sec. of State James Byrnes to the Potsdam Conference. Seth was highly admired and respected by his associates, and with good reason. He was named SF0 Flight Deck Crew Man of the Year i n 1967, and was a member of TARPA and the TWA Seniors Club. An avid and skilled golfer until he was hit by a stroke some years ago. he maintained his interest in the game. which he took up rather late in life. He is survived by his wife, two daughters, a son (pilot with Delta) and a sister. What can serve as a fitting epitaph for Seth was penned in 1945 by Joseph Pulitzer. famous editor of the St. Louis Post-Dispatch. Seth flew a group of newsmen to Munich after the defeat of Germany, to visit the Dachau concentration camp. Pulitzer's book, "A report to the American People'. stated 'Major Strachan is a big fellow who clearly knows his business and who inspires confidence." All of us who worked with him in SFO can say amen to that!

SETH STRACHEN Your editor can attest to the tribute above by Bill Dixon. One of my most memorable flights was with Seth on the Boeing Strato-Liner from LaGuardia to Chicago to Wichita to Kansas City, an all night flight. We had to divert to Wichita account Kansas City early morning fog. Bob Hope was on board and livened up the trip. Capt. Strachan was a real gentleman and a fine pilot and enjoyed the respect of his colleagues.

From the editorial staff of TARPA TOPICS [namely, me] and Betty Mae we hope you all had a happy and enjoyable holiday season. Thanks for your cards and letters and contributions to our news magazine. We hope you all have a good new year. * * * * * * First I might mention there are some reservation forms in this issue. Normally, I ask the printer to perforate the page and leave the back side blank but, with the high cost of printing, I don't like to waste a whole page for which we pay as if it had printed stuff on it so if you don't want to cut it out or tear it out you can copy such page on your typewriter, a copier or by hand. * * * * * * MEDICARE I wish to pass on to you some information regarding what Medicare will pay for. When we were on the Alaska cruise and anchored at Juneau, Alaska, I had a severe pain in the right area of my abdomen. I thought it was appendicitus and so did the ship's doctor but after examination he and my doctor guessed it was a kidney stone & I'm still guessing but I did recover. Anyway, I sent in a Medicare form for the care rendered aboard ship. This was late August after we got home. After sending in two forms finally , just prior to Christmas, I was informed by Medicare they pay nothing when you are on board a foreign registered carrier! Keep in mind we were in the state of Alaska and a ship that big had an operating room and had I had acute appendicitus necessitating an immediate operation on board Medicare would have paid nothing! I shall keep in mind if I ever ride a foreign carrier again we leave Medicare behind and will buy some insurance! * * * * * * If you know of any pilot jobs open please let me know for my son, Jim, who was with Midway Airlines and has over 7,000 hours is unemployed and I know some other TWA pilots sons were with Midway. Northwest sure gave them the shaft. It had bought their gate slots and had promised to buy them. My son even received a letter from Northwest welcoming him aboard and then they suddenly backed out of the deal. It put over 4,000 employees out of work to say nothing of the other supporting and supplying outfits. * * * * * * We wish to thank all those who have sent us good pictures to be used. You might be interested to know our printer does better with color picture than black and white. Write on the back who the pictured are and who took it. It would be appreciated if you do not request return. I do get the pictures back from the printer and I send them on to Ed Betts. What he can't use he sends on to Ole Olson for his collection which Ole says will eventually end up in the TWA museum at MCI. Also, please remember to let Dick Guillan know when you have an address change. DID YOU REMEMBER TO PAY YOUR 1992 DUES?

EDITOR'S DESK From Pat Trussell: Dear Mr. Humbles - Thank you very much for sending me a copy of the November 1991 TARPA TOPICS. From 1987 to 1989 I was the International President of TWA Clipped Wings and attended and enjoyed the 1989 TARPA convention in New Orleans. I have read the issue with much interest, particularly the article by Ed Betts titled "The Year 1941" for that was the year I was first employed as a TWA hostess. In 1986, I went back to work as a TWA Flight Attendant during the IFFA strike. Both great experiences! It happened in 1941 that on December 7, I was the TWA hostess on the last MKC to BUR flight. I do not recall other members of the crew but do recall that no commercial flights left Burbank for the better part of the week! Anyway, it was great reading about 1941 and Flights 18 and 7 from BUR to LGA east and west. The hostess change was in MKC. I flew both junior and senior hostess on the west half of these flights. The enclosed is a "little history" of TWA Clipped Wings, which as Historian from 1989 - 1991, I wrote for its 50th Anniversary Convention held in Kansas City, October 2 - 5, 1991. Should others in TARPA or their spouses or children wish copies, they are available for $8.75 (including postage in the U.S.A) by sending a check in this amount to Pat Trussell, 8 Fernwood Drive, Conway, AR 72021. Thank you again for sending me TARPA TOPICS. ...Sincerely, Pat. *

From Dick Carter in Suisun, CA; A.T. - Thanks for the TARPA Insurance Mailbox idea and for all the other work you have done for ALPA, TARPA and the TOPICS. It is a first class publication. I look forward to every issue. [And from your editor; Dick copied us in on an inquiry to the TARPA Insurance Mailbox which originated from Tim Crowley and Ann Marie. I served on the MEC with rick and have a lot of respect for him.]

From Ralph Pusey in Arizona; Ralph says his phone number has been changed to 602 972 3037. Also, that he is 82 and under a doctor's care but plans to see us all in San Diego. *

We notice the Delta Golden Wings, the Delta retired pilots association, held their reunion last fall in New Orleans. Delta Airlines hosted a cocktail party where the food and drink were superb. They do go on to say, however, the service at the Banquet at the Marriott "was terrible - the food was even worse -and to add insult to injury the charge was $39.00 per person". Their next reunion will be next October in St.Louis at a Marriott! They must be gluttons for punishment?

You will notice our In Memoriam page is no more. The logo had been copied so much it was getting ragged and hard to recognize just what it was so I decided to use our old familiar term, gone vest, and get a new logo. So I called on a fine artist and fellow TARPA member, Putnam Russell Day, and he obliged with the logo you now see. Like many, I wish that could be one page that could be skipped. Thanks, Russ, for your effort and we hope you and Carol had a nice holiday season. Look forward to seeing you in San Diego.

EDITOR'S DESK E.T. & Betty [Yep, that's what she wrote]; You mentioned in the last TARPA TOPICS that you did not have a picture of Katie Buchanan for the magazine so am sending one. Was a fun time in Colorado Springs and hope to see the two of you in San Diego next September. Good health and happy days till see you again. Cordially,...Anita Walker

KATIE BUCHANAN, JOHN OSBORNE, DONNA OSBORNE & JOSEPHUS McCOMBS TARPA Convention, Colorado Springs, Sept. 1991 *

From Ken Hippe in ABQ; Christmas card reads, This is the first time I have written you. TARPA wouldn't be what it is if you didn't do such a good job on TARPA TOPICS. Thanks a lot for all your work. ..Best wishes, Sincerely, Ken Hippe. Also a card from Santa which reads; I'm writing this note to remind you that inflation has taken away the things that I hold most essential, my workshop, my reindeer, my sleigh. Now I'm making my rounds on a donkey, he's old, he's crippled, he's slow. So you'll know if I don't see you at Christmas that I'm out on my ass in the snow. Further said; I'll never know how I found time to work before I retired...7 granddaughters and 2 grandsons includes twin granddaughters...I had surgery a couple of times this year but we are both feeling fine now. It's tough to grow old but it's better than the alternative...Trip through the canal in April... To San Antonio in May to refight the war with my old Navy squadron friends. We won all the battles but lost the war! We don't have many patriotic Americans anymore, judging from all the Jap Crap they buy, cars and everything else! With the imbalance of payments and being 4 TRILLIONS in debt, most of which the Japs and Germans have, that they are using to buy up Hawaii and the U.S.A. How stupid can we be? The President and Congress are to blame and they do nothing about it. I say replace them all, new people couldn't be any worse! September to Boulder to see our new grandson...On the way home we went to the old broken down TWA pilots convention. A friend of mine said that most of them looked dead but they keep walking around. 13

From John Gratz; Dear A.T. - Well, I finally joined the ranks of the retired and was fortunate to have a friend, STL Captain Dave Saaks, org anize a retirement party. It was held October 11th at the Stouffer Concourse Hotel at Lambert Field, St. Louis. In addition to many friends, my wife, my parents, brothers and so on, there were pilots who may be of interest to you and readers of the TARPA TOPICS. I was honored by the presence of T ARPA resident Jack Donlan, former TARPA President Russ Derickson, the current chairman of the TWA ALPA MEC and four other former MEC chairmen. There were seen in all. Also present were TARPA officials Bob Sherman and Al Mundo. I had a great 36 years with TWA, a great last trip to Honolulu and a great party. Now I look forward to the chance to so some things I missed. I hope all is well with you and that you are planning to continue your good work for all of us ...... Sincerely, John. [John, thanks for your letter and picture. You have done a lot of work for your fellow pilots and we hope retirement is rewarding. That was a really meaningful type retirement party. When you retire you go into a real cone of silence as far as TWA is concerned but the TARPA TOPICS is the instrument to keep us in touch. Best wishes to you and Patti. Invite Dave Saaks into TARPA.... A.T.]

IN FRONT, BIG JOHN GRATZ LEFT TO RIGHT, STANDING: BILL COMPTON, CHAIRMAN TWA ALPA MASTER EXECUTIVE COUNCIL, RUSS DERICKSON, ANGELO MARCHIONE, HARRY HOGLANDER, JACK DONLAN, KENT SCOTT AND FRED ARENAS. [RETIRMENT PARTY IN ST. LOUIS]

Golf Vernacular: Hole - a round receptacle in the green, 4 inches in diameter. The golf hole is the only thing in nature that gets smaller as you get closer. The members of a Sunday School class were asked to set down their favorite Biblical truths. One youngster laboriously printed; "Do one to others as others do one to you. 14

EDITOR'S DESK From Ben Young; Dear A.T.- Have been meaning to get this to you sooner but time goes and I do not know where. There are still quite a few people who still do quite a bit of flying. This year the annual Cessna 195 International Club held its fly-in at West Memphis Airport in Arkanas. It was hosted by Phil and Joan Van Reeth of Huntley, Illinois. A total of 47 195's flew in and there were 180 for the banquet. This was September 27-29. Have enclosed pictures of the flying Van Reeth family with their beautiful BT-13 that they restored. Jim Stanton is a member but was not present. Approximately 100 195's were built by Cessna and production stopped in 1954. Today there are still about 500 flying. The 275 horsepower Jacobs engine is still available at Payson, AZ. Next year the annual fly-in will be in Spearfish, South Dakota. In closing, I would like to mention what a great job Phil and Joan did running the show. Didi joins me in sending you and your lovely wife HAPPY HOLIDAYS!

TARPA MEMBERS and Cessna 195 owners of the International 195 Club fly-in at West Memphis, Arkansas. September 27-29, 1991 Standing , in front of Van Reeth's 1195 left to right: BEN & DIDI YOUNG JOAN& Phil VAN REETH MARILYN & ADRIAN SMITH

PHIL & JOAN VAN REETH AND THEIR TWO SONS IN . FRONT OF THEIR BT-13 Ben, ye olde editor, A.T. flew the Vultee Vibrator known as the BT-13 in his basic training in the Aviation Cadets at Minter Field at Bakersfield, CA.

EDITOR'S DESK The poem on the left was written by Windy Elliott's aunt, Elsie C. Duff, and appeared in the June 1923 magazine, U.S. Air Service. Windy loaned it to us when we were in Colorado Springs. It was included in an article entitled "The Renascence of Aviation".

The Race Elsie Duff C. Two hydroplanes, like gulls at play, Skimmed the smooth surface of the bay, Awaiting the signal pistol shot Swiftly the azure skies they sought. Their glistening blades the ether dove; With crash and roar through space they drove; With swoop and dash, with might and main, Each would some small advantage gain. Then wing to wing they held the pace— Two giant birds aloft in space With tilted planes the turn was made, Then back came every whirling blade— Back to the cheering multitude Proudly the victor among them stood. With head erect, a youth so fair— Man! Man, triumphant o'er the air!

There was also a picture of Lieutenant Jimmy Doolittle in an article about his setting a record on a one stop Trans-Continental flight back then. The General was really an aviation pioneer and contributed so much to aviation in his many years. We would imagine most all aviation museums would pay a pretty penny to have such a book in their collection.

From Snorky Clark; A.T. - It was good seeing you and Betty at the convention. Hope all is well with you and that you have survived the hurricane season without getting your feet wet. Had a surprise visit from Jay and Marge Taylor. They were on their way to SFO area and stopped and visited for a while. Thanks for all your effort on behalf of the TARPA members. You do good work. Lee sends her regards. And he goes on to say to Bill Townsend; hope all is well with you and Mickie. I'm still trying to dig out from under the pile of stuff that accumulated while we were at the TARPA convention. Just had a pleasant experience. Gordy Vaughn just called and we had a long conversation. It was good to hear from him. He is planning on going to the ICD reunion next spring. I tried to convince him that he should try to get to some of the conventions. I'm busy with the activities of the Santa Maria Museum of Flight. We had a big P-51 anniversary event planned Oct . 25-27 and had the first rain in many months on the 26th, our big day. We needed the rain but not on that day. We are now working on a 50th anniversary event for the Santa Maria Airport District. Thanks for all your efforts re the ICD matter and I hope it pays off.

Our Secretary/Treasurer liked our TARPA computer so much he bought one like it for himself to use at his Christmas tree farm in the North Carolina mountains. That way he can work on TARPA business at night. He relates that the postmaster in Glendale Springs, North Carolina, said ours was his biggest business ever. This job is a big one and we all owe Dick Guillan a big vote of thanks.

We just figured out why the Internal Revenue Service calls one of their forms the 1040. That's how it works...10 for us and 40 for the government.

EDITOR'S DESK Periodically someone sends me an article reminiscing about the long gone old days that most of us who are retired remember. I think we have published one such piece sometime back but the gist of these articles is the difference between now and then in prices, morals, nomenclature such as an ice cream cone for 54, how cheap gasoline was et cetera. My father had a general store in the country west of Greenville, North Carolina, at a crossroads called Frog Level. Here, again, a comparison of times; they can't keep a Frog Level sign now days for people stealing them. There were a couple of gas pumps out front, tall ones with glass globes on top holding the fuel which was fed into cars by gravity plus a big hand pump to refill the globe. I recall my older brother ribbing my father by saying he appeared to be advertising a bordello. A sign out front read, "5 gals for a dollar, try Ethylene". Most every little crossroads or small village had a baseball team and we had one across from the store on Papa's land. I played first base on the Frog Level Frogs, a jumping team. We played regular schedules Wednesday afternoons and Saturdays with other teams. Our ages were from sixteen to thirty or more. As a smaller kid I was given a quarter on Saturday afternoons when we went to town. For fifteen cents you would go to the movies where you would view a Western starring Tom Mix, Buck Jones, Bob Steele etc. then a serial of Flash Gordon or Tarzan, a cartoon of Mickey Mouse or Looney Tunes and an RKO Pathe News short feature. Then I would buy a hotdog with all the trimmings for five cents and a Coke (and I don't mean cocaine) for the other nickel. I was living. *

Thought some of you might be interested in the following letter from Connie Brinton to your editor's wife. Dear Betty - I am the new associate member chairman [of the TWA Clipped Wings] and received your dues money. You will be included in the master membership list which is sent out in April. Meanwhile you will be receiving the associate newsletter and any other mailings we will send. Please give my regards to your husband, A.T., since I flew with him during my 9 months at Newark from April 1954 to January 1955. I lived with the Ivy Hill Gang (we were notorious) and arrived there to replace either Donna Whitmore or Edie Watson. I was fairly short, dark hair and at that time I could claim thin but no longer. I especially remember A.T. because he was always so nice about driving us home from the airport. We spend the winters in Cocoa Beach, Florida, and, much to my surprise, I found out that Dorothy Shevlin Hanson lives only 20 minutes away. So for the past 10 years we have been getting together several times during our 3 months there. She is severely diabetic and has suffered many health problems as a result but at the present she is doing quite well. She and Jack keep me informed about some of the pilots I knew and Bill Newman lives quite close to than. I hope you are both enjoying the nice weather in North Carolina as much as we love Florida during those cold months. Keep in touch and send me any news of you and family so I can share it with others through our newsletter. Sincerely, Connie Brinton *

It takes a mother 20 years to make a man of her boy, and another woman makes a fool of him in 20 minutes.

COLORADO SPRINGS SHIN DIG

JOE AND JOY PIKE

WARREN & DORIS CANTRELL , TRUDY & GEORGE BORGMEIR

EDITOR'S DESK From a letter to Ed Betts from Lt. Col (Ret) Lee H. Burns, Thank you for sending a photocopy of the cover for your November 1991 issue of the TARPA TOPICS with the photo of my father and his Curtis Pusher. Your selection of my father and his plane was most appreciated. This event adds yet another exciting happening for me concerning 1991 and the year of discovering my father. Regarding highlights of 1991, let me take this opportunity to extend my heartfelt congratulations to you on receiving the annual TARPA AWARD OF MERIT. Frankly, I could not imagine a more deserving recipient than you. I would like to buy 3 copies of the November TARPA TOPICS so that our son and daughter could add this special event to their copies of all the photos and your letters concerning their paternal grandfather. Please let me know the cost. Hopefully, some readers of the TOPICS may come forth with an insight about my father's U.S. Naval service. Once again, thank you for your kindness and thoughtfulness in continuing to remember my father and his early flying days Regards, Lee. * * * * * * Ed Betts says; Glad to see some good photos of the convention by Bill Cox and promises for next year. Working on the ICD article. Haven't had a chance to even get started as there has been a lot going on. Remodeling job on the house by a crew that includes carpenters, electrician, plumber, floor covering and roof. Still to go is the complete exterior and most of the interior with paint. Repairs and remodeling have cost more than the house did when purchased in 1960. * * * * * * From Jim McClure in Dayton, Tennessee; I thought you might like to see the news clipping of the railroad museum that they had in the paper. They really take their railroading seriously around here. Take heart, the steam will rise again. Chattanooga was a great railroad junction during the Great War or so Grant and Sherman thought. I went to grade school in the second year in a building where one of my great uncles lost an arm in Sherman's army. The other uncle went on to Washington with Sherman and then had to walk back to Tennessee. I think mule skinning and early airline piloting had a lot in common. I probably had a lot more fun than they did while seeing the elephant. I read in the ALPA mag where 5 pilots down in Florida sued the FAA on the application for a physical requiring reports on any traffic violations and won. I was practically laughed out of a local ALPA council meeting once for even suggesting such a thing. Don't rock the boat and Dictator Quesada reigns supreme. Lack of moral strength then is still biting us in the gluteus maximus now. I can't tell you how much I enjoy the TARPA magazine and appreciate all the work that you fellows do to get it out.........Sincerely, Jim. [And your editor says; Jim, a couple of years ago when I was in Savannah, Georgia, I learned why Sherman spared Savannah. Some enterprising Savannah businessmen met Sherman a few miles out before he reached the city and made him an offer of 200 bales of cotton, use of a mansion and other amenities if he would spare the town.] * * * * * * Overheard at a doctor's office; "Doctor, doctor, can you cure me?" "Not on your income, I can't," the doctor replies. I read somewhere that if you could kick the person responsible for most of your troubles in the backside - you wouldn't be able to sit down for two weeks.

CONVENTION BANQUET, COLORADO SPRINGS

JUDY & LEW THOMPSON , DIANE & BARRY HOFFMAN The Humbles were delighted to have the Thompsons as guests arriving on their boat on 15 November. The boat is named the Ricky Rob after Lew's two sons and is a 38 foot trawler type. Our Great Dane got in a lot of play with their little dog, Lady, a lost dog they adopted. It was too short a visit but the Bahamas beckoned. They departed from Patuxent River Naval Base in Maryland.

THAD & JANET MAY, BOB EARLEY 20

EDITOR'S DESK Bob Widholm sent us the picture shown below but not in time for the November issue of our illustrious President, the one and only Jack Donlan. He is on the left and Al Mundo. Bob goes on to say: Many thanks for your recent note and enclosures about Roger Don Rae. We thought your letter to his wife, Francis, was very nice. I'm sure that she appreciated hearing from you representing the TARPA group. We had a wonderful time in Colorado Springs at the TARPA convention and it was GREAT to get together with so many old friends. It was especially nice to see you and Betty. Fay and I followed our TARPA activities with another, the 50th anniversary of the Clipped Wings of TWA. They had a fine convention and our first reaction was something like this; WELCOME TO KANSAS CITY AND THE CLIPPED WINGS CONVENTION....Are you sure this is it? Why this airport looks mighty strange. What do you mean...3 terminals? AND... what are all those buildings on the horizon? Oh well, it will be more familiar when we drive into town..SEE..I told you, of MKC looks the same—YES—There's 10 Richards Road where many of us started our career with TWA. There's the dike, then the river and then—wait a minute.. what are all those strange buildings in the downtown area? Hang a left on 11th.. aw, the Dixon is GONE and with it, of course, the Pioneer Grill. A real fancy office building in its place. Hang a right on main..HEY..where's the 5 and dime? A mirrored building no less, but we'll recover with a lunch at the Forum..WHAT..another treasure gone. Another block and THEN..yes, the of Training Center off to the right—BUT WAIT..N0..it can't be..BUT IT IS..There among all the glitter and splendor is none other than SOAKIE'S..still there—and with the same colored guy asleep at the bar. Fay was a "little" reluctant to have lunch there, but the corned beef was still great among the iron grill work. So much for "Memory Lane". Our trip to Kansas City for Fay's gala convention was most enjoyable, but we're both in need of some pep pills to aid in our recovery. The best part, though, was that I received as many 'hugs' as Fay did. It was terrific to visit of Kansas City again WITHOUT 4:00 A.M. crew call for some simulator or transition. Betty may not be as familiar with "SOAKIE's" as you are A.T., but she now has something to look forward to. Our very BEST WISHES to you both and THANKS AGAIN....Bob & Fay. [Bob's picture of Soakie's on next page. It dates back to when going to KC for training was enjoyable. As I recall, the afternoon first session back in class was a hard one to stay awake in even if you didn't have Gooch to hypnotize you.]

EDITOR'S DESK Before you look at the picture below go back to the previous page and look at the picture. I missed Bob Widhoim's note about it but he said, "Here's a shot of our new president and fearless leader--Note how Al has grown a full 12 inches." Evidently, Mundo is standing on a chair! We know the picture at our left will back some fond memories. A lot of us went there for a light lunch when in school. Of course, most of us were also poring over our books while enjoying a light repast of corned beef and beer. They must have missed us when it was all over. It probably was responsible for more students sleeping in class than Professor Gooch. Oh well, those good old days are gone forever. * * * * * From Jerry Burns; I am still in the search mode for an airplane. I would like to fly around New England, rock the wings and take an occasional picture. That simplifies the search process; fixed gear, fixed prop, 140 mph, golf clubs in the back, sounds like a Cardinal, 172, Sundowner, Maule, nothing too fancy. Also, half the fun of buying the Supercub was flying it from Arizona to Maine. So now that our daughter has moved to Oregon I'll probably amuse myself when I'm out there by checking the used airplane market. Once again I did not make the TARPA meeting. Abby says we have to go to San Diego. Something about the zoo being world famous. But I would think that the TARPA convention would be zoo enough. About the only TWAers I see regularly are Howie Weston and Peter Colby. We cruise the Maine coast together, a fleet of three small boats. The high point of the summer was Peter running hard aground and waiting 6 hours for the tide to come up. A lot of laughs for the senior members of the fleet. I guess Mitch St. Lawrence looks well but isn't. I run into Ed Hoffman wandering the streets of Salem occasionallly. He has not changed. Take care and thanks for the advice, info, etc about the Commander. Best regards to you and your family .......... Jeremiah. From Earl Korf; A.T. - Not sure who gets the obits so sending this one to you. Perhaps you have already received it. Today [November 30] I received a note from Bob Middlekauf's wife, Marge, reporting Bob's death on Nov. 13 result of stroke. He had been living in his new home for over a year. All the west coast people knew Bob as he retired, I believe, from the SFO crew scheduling office. I am lucky in surviving. Am waiting every day for the November TOPICS. Was disappointed not making the Colorado get-to-gether. Good luck to you and yours. 22

FEBRUARY,

1992

Welcome, everyone, to 1992 from the GRAPEVINE. 1991 had it's ups and downs for all of us. I truly hope the ups were way up there and the downs were way down. From all I have heard, the Springs Convention was a super success and could have lasted forever. WOW! I don't like to miss any chance to get together with TWA folks any time any where, and I never relish missing a Convention but my one and only son, Hank, was married in Baltimore to a real sweetheart of a gal, Colleen, in his and her first and only marriage . The date coincided with the Springs so I'll have to insult all you folks twice in San Diego. Starting out the GV for February on a personal note, since the last TOPICS, my daughter, Heather, a TWA Stew. and I have been flying a bit around Winter Haven actually, she has been doing the flying and I have been ballast. She says the plane doesn't fly right when it's so light so she asks me along as long as I keep my big mouth shut. She has her Commercial and Instrument and is working on her Multi. between TWA trips. (The hard way).

815 . 439 . 2225

Last month, November, Joe what's name McCombs and his great Lady Jean were down visiting Bill and Mickey Townsend in Sun City Fl. so we got together in Winter Haven at the Waters Edge Restaurant (Sea food) and told more damn lies than were necessary for the next year. We solved all the worlds problems, all of TWA's problems and straightened each other out on how the Modified B Plan is going to work. Hopefully. We did really have a great raw oyster time and the only shame of it is we don't get to do it often enough. We sure do live far apart don't we? I'm going to take up golf again, 27 years since the last time, so I guess Bill will be stuck with another duffer. It was something else, seeing you guys. Outstanding ***************************

Grapevine, February, 1992, Con't FORD AND JANE BLANEY, 113 Georgetowne Village, Indiana Pa. 15701 The TARPA reunion at Colorado Springs organized by Mary and Cliff Sparrow was well attended with many tours to take, things to do and visit with old friends. The enclosed picture of Russ Younce, Glen Elevens, Bill Cox, and me was taken at the golf course where we played for two days. Bill Townsend ran the Tournament. He paid our group $247 for birdies and we also won three dozen golf balls. That's not bad for one foursome. (Ed. Note: I can understand the three on the left shooting that kind of game, but the one on the right ?????.). We are looking forward to the next Convention in San Diego. Yours Truly,

Ford Blaney

GEORGE AND EDNA SEARLE, 12938 Ashwood Dr. Sun City West Az. 85375 We all love and appreciate all the folks that produce TARPA TOPICS, a great publication. Best Regards and Best Wishes. Sincerely George Ed. ATC SD.

Note: Remember the trip to NASA Langley for the SST, in the System, research ? Lord that was a long time ago. See you in

Grapevine, February, 1992, Con't KARL AND ANNE TROVINGER, 2

El Concha La. Rolling Hills, Ca. 90274

Old TWA Relief Pilot/Engineer Karl Trovinger and his MOVIE STAR wife, " ANNE " Picture taken 31 August, 1991 at the wedding of our son "ERIC". Oldest son GARY now FAMOUS Alaska Airline Captain. I have been retired five years now, December, 1991. 17 November, 1991. Regards,

Karl T.

MEADE (MAX) AND PHYLLIS MORRIS, 19580 Scotland Dr. Saratoga, Ca. To Dick Guillan: Just a note to let you know that I've received my TARPA card and of course the TARPA TOPICS magazine. I would like to send you and yours all the best of Health, Happiness and Prosperity for the Holiday Season and 1992. P. S. You will be a great S/T. Looking forward to meeting you in San Diego next year. Sincerely, Max Morris 15 Nov. 1991 BILL AND ARL YNE GREER, 0682 N. Mountain Ave-Claremont, Ca 91711 Thanks to you Dick G., A. T. and all the others at TARPA for your efforts. Looking after Arlyne keeps me pretty much tied up on a short leash. Hate to miss the Conventions and all the folks. But I enjoy TARPA TOPICS !! Wish everyone the Best,

Bill Greer

LYLE AND RI TA BOBZIN, 19233 Edgecliff Dr. SW Seattle, Wa 98166 Rita is AAL ADMIRALS CLUB Mgr. I have a Bonanza and Rita has an all metal Luscombe. I term it Flight Continued. It's like clinging to virginity. Best Regards to all, Lyle

Grapevine, February, 1992. Con't. CHRIS CLARK AND CAROLE, 13111 Lamar, Overland Park, KS. 66209 Thanks for all the great work over all the years. Best Regards,

Chris

HADLEY AND PEGGY RAY, 930 Moon Valley Rd., Phoenix, Az. 85023 For Dick Guillan; I fondly recall steaks cooked outside your motor home when Hank Michaels and I were in training in MKC. Thanks,

Had

FRANK EDWARDS, (JENNIE), 500 Los Altos Ave. Los Altos, Ca. 94022 Sorry to have missed the Convention. I'm coming along very togehr,my good after my auto accident. All my bones are back knee is working and even my face-if I do say so myself- doesn't look too bad. See you all next year, Frank Edwards EDDIE Az. 85260 FRITTS, (NANCY), 8848 E. Sunnyside Dr. Scottsdale Time sure flies when your havin' fun. I keep busy with the Thunderbird Club. Am starting to build a new home in Scottsdale, Az. We have a real active Thunderbird Club there. They closed Williams Air Force Base there but still have Luke. Lufthansa does their training at Goodyear but have not visited yet. The Confederate Air Force has a B-17 at Falcon Field and Paul Kelly does the driving. In September we had our 97th Bomb Group reunion at Omaha Nebraska. There were 537 at the banquet. The 97th was the first heavy overseas- N. Africa, Italy and England, 483 total missions and I got 50 of them in 1944. See you all later, Eddie. HAROLD MEADE, 9853 Toucan Circle, Fountain Valley, Ca. 92708 To Dick Guillan; I saw your picture in the TARPA TOPICS magazine. You are much better looking than when I used to fly with you. Harry Meade GEORGE TITTINGER, (LEE), 38702 Menlo #167, Hemet, Ca. 92343 Even tho' I am so damn old that dues are not required, I enjoy TARPA too much not to pay. So much pleasure for so little money. Cordially, George.

Grapevine, February, 1992, Con't. WARREN H. BERG, 8200 N. W. Oregon Dr. Kansas City, Mo. 64151 In a note to Dick Guillan, Warren says, " Hi Rich ! Glade to see they're keeping you busy. All the Best, Warren B. " Ed. Note; As most of you all know, Warren was Director of Ground Training in MKC for many years. Warren, do you still see Herm Scharhag around Kansas City ? PAUL HUSAK ,

(VIRGINIA), HC 30, Box 786, Prescott Az.. 86301

Paul, a Flight Dispatcher and Subscriber to the TOPICS, writes; The TARPA Quarterly is the only way I can keep up with the guys I used to work with, but Oh-boy, the ranks are thinning. Hope you have a fine and pleasant Holiday time. Paul. FRANK STUMPF, (HILARY), 1235 Lance Dr. Twin Lakes, WI. 53181 Enjoy the TARPA book very much, gets better all the time. Please note the NEW address. Thanks for all you guys do. Regards, Frank Stumpf. HARRY CLARK, (LEE), 2360 Lake Marie Dr. Santa Mari a, Ca. 93455 The folks that missed the COS Convention missed a GREAT one. It was good to see all the long time friends. We were able to get to spend a couple of days before and after the event with Chris, Joanie a nd our new grandson-Ian. It was the icing on the cake on the trip to COS. We had our P-5i 51st. Anniversary Celebration and unfortunately it rained on that day. It cleared the next day, Sunday, and we were able to recover somewhat, but it was not the success we had planned. I'm trying to sell some of the buildings and grandstand that were donated to the Museum to raise funds to move the larger of the hangers to a site adjacent to our existing building. So far it has been slow going and we are counting down on the 90 day time frame that we have, to move the building and clear the site. That keeps me out on the street corners and out of Lee's hair. Regards to all, Hope you had a good Holiday Season. " Snorky" BUMPER STICKER:

"HONK IF YOU LIKE PEACE AND QUIET. "

SOUR QUESTION: WHY DOES SOUR CREAM HAVE AN EXPIRATION DATE ? LIMIT POLITICIANS TO TWO TERMS: ONE IN OFFICE AND ONE IN JAIL. ( Courtesy Dick Ludwig )

Grapevine, February, 1992, Con' t RON TREPAS, 2 727 Canary Dr. Costa Mesa, Ca. 92626 Note from Ron dated 11/20/91; For those who know BOB DUNN He was in Hoag Retired Flight Crew Administrator, Los Angeles. Memorial Hospital, Newport Beach, Ca. and should be home now at: 9867 Karmont, South Gate, Ca. 90280 TEL. 213/9E7-8068 I know he would like to hear from his many friends. Also, I just returned from a visit to the NAVAL AIR MUSEUM in Pensacola, F1. They have opened a new wing and would recommend the visit highly. Regards to all, Ron Trepas JIM ANDERSON, (CHRIS), 196 E. Bristol Rd. Ivyland, Pa. 18974 Jim asks Dick Guillan, "Haws that '36 Ford coming along ? I just bought a '31 Ford Tudor in Albany, NY and drove it back to PA. (250 miles). One of these days I'll get to North Carolina ! Sorry to have missed the TARPA Convention. Jim. Kindest Regards, JAMES MOCK, (MARLENE), 30701 Whaleboat P1. Agoura Hills, Ca 91301 Jim reminisces about his favorite flight on domestic which was Fit. 731 from JFk-PHX-LAS. ( Dick Guillan' s favorite also ). And I'm sure many other folks that could hold it. I do miss the great people we worked with but am completely enjoying retirement. Sincerely Jim Mock. P. S. For the record my summer address is Minnesota, not Wisconsin. and the zip is 55387 Ed. only same Just

Note: If this Jim Mock is the one I think it is, he is the guy I know who can write upside down and backward at the time. 'course he stands on his head and writes left handed. funin' Jim.

RUSS E. OLSON, (HELEN), 27337 Sunnyridge Rd. Palos Verdes Ca. 90274 Sure did enjoy the get together in Col. Spgs. Had a nice trip in the Motor Home with no problems and the weather was great. Didn't do very well at Broadmore Trap & Skeet shoot, but had a good time anyway. Will be waiting for the San Diego get together. Yours Russ "Ole" Olson

Grapevine, February, 1992, Con't. BILL FROWN, 39 Barry Ave. Ridgefield, Ct. 06877 Bill says he is enjoying retirement but not doing any traveling these days. Burns his brain out by ten in the morning doing crossword puzzles. Then works on a Screech Owl he is carving ' cause he likes wise birds. (' cept you and me of course!) Look out all you Floridians, Bill says he may try to escape the cool Conn. temp. early next year and take a drive down to the Sunshine State. As if we don't have enough Snow (not wise) birds down here already. Just kidding wild Bill " come on down." WIZARD OF ID--Brant Parker & Johnny Hart

Al & NANCY MITCHELL, 30939 Corte Arroyo Vista, Temecula, Ca .

92390

AI and I are very happy now in Temecula, the air quality is much better than Orange County. (Ed. Note: Calif. NOT Florida). AI just bought a new Macintosh Computer and is having fun learning to use it. (Note: Dick, keep in close contact with Al, looks like a good prospect for Secy/Treas. down the line! Jr.) We both play golf and belong to TWA Angeles R.V. Group and the TWA Seniors Group. Keep in touch everyone. Sincerely, Nancy Mitchell. HELEN BOLES, Box 156, Strabane, Pa. 15363 Guess you all had a smash up time at the Convention in COS. Hope to make it to San Diego next year. Received the November '91 TARPA TOPICS and it is really a trip back in time to read each new one. Certainly am glad to have worked in an era where we had all the best with TWA. Good Wishes, Helen Boles Helen, The Printer must have missed a few cards and envelopes for the '92 memberships, Sorry, See you in SAN, Hap.

Grapevine, February, 1992, Con't BILL JUDD, 37002, Mule Train Rd. Carefree Az. 85377 We of the Grapevine would like to congratulate Bill on reaching EAGLE status, as of 7 January LAST year ('91) and the fact that he paid full fare for '91, even though he was 75, 358 days of the year. You are home free on the dues from now on. We would also like to give a large Congratulations for the status change from single to MARRIED as of 2 August, 1991. His new Bride's name is BETTY. All the Best, Bill and Betty. Betty's name will be added in the next issue of the Directory. JACK AND CHERI MASKER, 2772 E. Ouail Ave. Las Vegas, Nv. 89120

Check out the GREAT looking lady (Cheri) standing next to jack ! How do you manage that Jack ?

JEANNIE & JOE MCCOMBS, 6977 S. Everest La. Evergreen, Co. 80439 Here are some excerpts from a letter to Joe & Jeannie's friends last Dec. Joe has a new videocam that was purchased using monies donated (at Joe's request) to the Jeannie Oh's " Next Husband Fund " rather than gifts on his 70th birthday last year. Jean has been stretching and growing. She completed first and second degree Recki classes; (Is that like burns ?) Her days were brightened singing solos at church and participating with a local musicale group. Her ankle has improved and she is able to walk normally. Her number one priority is still taking care of Joe Sheley Ole Joe has made some major changes in his life. His healing continues with the help of Jean's Recki (Burn ?) each day. A big load taken off Joe's back when long-time friend Dick Guillan agreed to assume the job of Secretary/Treasurer of the TWA retired Pilots group.

Grapevine, February, 1992, Con't. Dick headed a Committee to find a replacement for Joe and when unable, volunteered. TARPA had a great Convention in Colorado Springs in Sept. Joe was pleasantly surprised when presented with a beautiful Indian bolo tie and belt buckle at dinner along with a standing ovation by his peers for his devotion to the organization for six years. Jean also honored for her patience and support. P happening at 0115 on 9/29 (a Sunday morning), Jean delivered Joe to Emergency at Lutheran Hospital after experiencing chest pains. Another turning event. Not a heart attack after examination, but the angio gram procedure through the armpit has caused numbness and pain in the left hand and wrist. He has been told the pain will go away if he lives long enough. Miracle of miracles, Joe quit smoking " cold turkey " after 55 years of addiction. We were blessed this year with visits from family, old friends and new friends. Dorothy (Jehn) Fowles (PK and ex-hostess supervisor turned College Prof.) Special friends Bob and Ann Crosser, home safe after escaping Kuwait; Gerry & Becky "Legs" Tschirpke; Dick Guillan and Joe & Eliese Brown stopping here on their way to the Colorado Springs TARPA Convention. To all our dear friends, may the New Year be filled with Light and the Love you have shared in 1991. ************************************** LARRY MURCHAN, (BETTY), 73 Pondview Ave. Trumbull, Ct. 06611 The Convention in COS was the best yet. Twas great to see all the smiling faces and everyone ENJOYED. Thanks to TARPA. Bless you all,

Larry.

WALT GUNN, (BETTE LU), 5834 Lockton P1. Mission, Ks. 66205 Really sorry to have missed the COS Convention. Some unscheduled weekend classes for graduate students came up and couldn't cancel. Would hope to do some "Retirement Howgozit and Shrink-Talk at San Diego if the troops are interested. Walt. PERRY & JOYCE SCHREFFLER, 1118 Laurel Rd. Santa Paula Ca. 93060 What a great business card you have Perry ! where did you get that done. Would reproduce it here but don't think it would come out, too detailed. Eleven airplanes, and three sets of wings plus three portraits. ***********************************

Grapevine, February, 1992, Con't. DICK GUILLAN WOULD LIKE TO THANK ALL THE FOLKS WHO GAVE WORDS OF encouragement for his new and difficult task of keeping track of all the TARPA folks and their addresses. To say nothing of the Finances of the organization. Says he didn't realize how great a job Jae What 'is Name did until he took over. Hundreds of notes arrive with each dues check, and some of the folks are: James B. McArthur (Virginia) ; Jesse Fiser (Jane) ; Bill Merrigan (Cathaleen) ; Lou Barr (Noreen) ; Doug Shifflet (Shirlee) ; Ray Noland, Eagle, (Dessie) ; Dick Stambook (Nettie) ; Jim Brogdon (Marge) ; Gene Lore (Mimi) ; Earl Waggoner; Jae Pike (Joy) ; Jay Schmidt (Barbara) ;Dick Anderson(Jean) ; Bill Ashcraft (Ruth) ; Vic Hassler; Bob Smith(Diz); Orville "Ole" Olson(Carol); Jahn Emmerton (Donna) ; Ken Hippe (Nell) ; Fred Austin (Joyce) ; Jahn Kidd(Rae); and of course many, many more too numerous to list, The whole TARPA roster. Thanks, all you guys for the notes and comments. *********************************** Your Grapevine Editor would like to steal a line or two to tell you about an Air Museum. While attending the 312th BG (A-20 Lite Attack) Reunion near Pittsburgh last August, I came on to the AIR HERITAGE MUSEUM at the Beaver County Airport just west of PIT Int'l . Its a restoration type Museum, not just storage. They are in the process of restoring a Martin B-26, an L-5 a P-47D "Jug" and an A-20 "Havoc". Anyone interested, stop by and have a look. The folks are super and dedicated to the task at hand. As far as I know there are no Flying B-26 or A-20 Aircraft. When these are done they will be the only ones in the world. Maybe there are some of us out there that could help with these projects. Does anyone know any Douglas Aircraft Wheels, to help sponsor the A-20 ? The address; Beaver Co. Airport, Beaver Falls, Pa. 15010. ****************************** Received a note from Bill Merrigan back in November, that I would have preferred not to get. One of our Best and Hardest, TARPA, and TWA workers, Rich Flournoy, Has been diagnosed to have ALPA an inoperable lung tumor. Back in August, he was given six months. I talked to him on the phone couple of days ago and he is mostly up beat and as he always is, as philosophical as possible under the circumstances. He is very interested in the "B" Plan change and now. He would like everyone to know he will not give up. The Vatican and all the folks that know Rich, are praying hard for that Miracle to come to pass. Hang in there Rich, we are with you and thinking about you every second. *********************************

Grapevine, February, 1992, Con' t. The Following letters received too late for the November TOPICS. MARJORIE GLAZIER, (FRANK), 3505 Crayton Rd. Naples, Fl. 33940 Thank you so much for your letter and the kind things you had to say about my husband. He loved flying and enjoyed his many associations with fellow crew members. I certainly accept membership in TARPA. We enjoyed the Conventions and although I will not be in Colorado, I will make it a point to attend next year. Please thank the TARPA members for the contribution to the TWA Pilots Retirement Foundation in Frank's name. He was concerned about Pilots who had retired many years ago and this would please him. Thanks to TARPA for " Being There " Sincerely, Marjorie Glazier MARY LINZAY, (BOB), 634 Ocean Inlet Dr. Boynton Beach, Fl .

33435

Thank you for remembering me after Bob died. I am very lost My family would like for me to move back to with out him. Thank you Kansas City and I really don't know what I will do. including me as a TARPA widow. I would enjoy coming to the for Conventions. a special thanks for the " Memorial to Bob " to the Also, TWA Pilots Retirement Foundation. Mary E. Linzay PHYLLIS OLSON, (VERN), Blueberry Hill, North port, NY, 11768 I do appreciate the TARPA TOPICS and would like to do my share, and pay my own way. Phyllis Olson GV Ed. note; Phyllis, it really is not necessary, we love all our Honorary Members and hope you will stay with us forever. DOROTHY PATRICK, (PAT), 3 11 WS230 Nineveh, In. 46164 I am sorry to be so long in getting a letter back to you. I really appreciated your letter and intended to write soon after receiving it, but things have been pretty hectic, trying to get going again. Pat was on a Federal Retirement program, and the takes it's own time getting around to answering any government claims you might have. Pat was looking forward to Colorado Springs. He had made big plans for our trip there. I wish I could come, but do not want to travel alone. Maybe I can plan for next year. I thank TARPA for making a contribution to the TWA Pilots Retirement Foundation in PAT's name. I know he would be very pleased. Sincerely, Dorothy Patrick 33

Grapevine, February, 1992, Con't. The GV Editor would like personally to thank Bill Cox for his I do photographic work at the Convention in Colorado Springs. believe you have just inherited a once a year job. Of course, your attedance at future Conventions is now mandatory. The picture quality is a lot better too. Thanks again Bill. ********************************* Grapevine would also like to say Hello to Bob Guss' wife Jean and Eddie Wells' wife Claire. We think about you often. Of course all the Honorary members are in our thoughts daily. ********************************* WERNER ROMANELLO, (MIRELLA), 31 Viale Pasteur, 00144 Rome Italy. Where are you Verner ? How about a little news from Rome ? ********************************* As Grapevine Editor, I would like again, to thank all the folks Your information and comments are who contributed to the TOPICS. Other than letters and what the TARPA Organization is all about. cards people write to each other, we keep in touch with each other HERE. You would be surprised (or maybe you wouldn't,) at the amount of comments we get about the enjoyment our members get reading the TOPICS. Take a "trip back in time" as Helen Boles says or keep up on current goings on with the likes of the TOPICS. A. T Humbles, Ed Betts, all the Committee Chairmen and the other contributors of articles of all kinds, but mostly about our field of Aviation continue to be the greatest reading possible, four times a year. Thanks Again. J. T. *************************************

A late sad piece of information just received, and I apologize for the delay. We just heard that BETTY LOU HOOD, CLARK HOOD'S Our Condolences to Clark and the wife passed away last July. Family are offered and our Warmest Wishes for the future. 1132 E. Camino Corrida, Tucson, Az. 85704 ************************************** A.T. will utilize a little of J.T.'s space to remind you you can send your taxfree donation to the TWA RETIRED PILOTS FOUNDATION at the following address; Capt. Robert R. Thompson, Treasurer, TRPF, 807 W. Hintz Road, Arlington Heights, IL 6004. NOT MANY WORTHIER CAUSES CAN BE FOUND! **********************************************

Grapevine, February, 1992, Con't. T R. CUMMINGS (JEAN), 22701 W. Schwerman Rd. Mundelein, IL .

60060

Would love to still be carried as "Active" on the TARPA books, but was retired way back in November, 1990. No big deal. Hope to see everyone in San Diego this year. Terry Cummings MARY. HORSTMAN, (JANE), 215 Lido Dr. Punta Gordo, Fl. 33950 Note f rom Mary to Dick with dues was sent on the back of a business card indicating he is associated with a real estate firm in Punta Gordo, Fl. Look out all you folks looking for property in Florida, one of our own is looking for you. TOM CARROLL,("TERRY"), 424 Rowayton Ave. S. Norwalk, Ct. 06854 Sorry I did not get to Colorado Springs, Hope to see everyone in San Diego. After seeing Bill McMinn finally showing up at a reunion, maybe Raleigh Wirth will come to San Diego ! Stay well and Happy, Tom Carroll z

Ed. note: Thanks Tommy, and for you Raleigh, Chiloquin, Or. can' t be that far from San Diego, see you at San. Dianne, get him moving. DICK BECK, (LOU), 255 La Paloma, San Clemente, Ca. 92672 Being an "Eagle" doesn't deter a person from wanting to help in a small way. Best Always, Dick. Ed. Note: Above short note from Dick Beck to Dick Guinan with his not required (as an Eagle) check for this year. (1992). All the folks in TARPA really appreciate the Eagles who contribute, even though they are not required to. This "Eagle" status is to Honor those who have spent many years of their lives in contribution to the business of flying, the business we love so much. The contribution to each other and the respect for each other that only we as Pilots can understand. 'Nuff said. LEE AND MARG JEKEL, RTR Box 5097 Corning, Ca. 96021 Lee had open heart surgery and a stroke one year ago and is slowly returning to good health. He is having speech and physi cal therapy 2-3 times a week. We wish everyone a Merry Christmas and Happy New Year, Thanks,

Marg Jekel.

SAN DIEGO CALIFORNIA

CONVENTION 1992 September 14- 17 Plans for the TARPA Convention for 1992 in San Diego are being completed and will be announced in the May issue of the TARPA TOPICS. A complete schedule and registration forms will be found in the May and August issues. For those of you who like to plan way ahead, the hotel reservation form will be included in this issue. We have a beautiful new hotel, the Marriott, located near downtown, and very close to several shopping malls featuring some of the finest stores. San Diego was voted by meteorologists ( You remember them ? ) the "only area in the U.S. with perfect weather." The average daily maximum temperature in September is 76 degrees, and the minimum 63 degrees. Rainfall can be expected to be a scant 0.34 inches. Most days will be mild, warm and sunny by mid morning. Some morning cloudiness can be expected. The moderate climate and resort atmosphere contribute to a relative informal style of dress. Since the evenings along the coast can get chilly, a sweater or jacket is in order all year. A few of the more exclusive restaurants require a coat and tie, but most welcome casual attire. This area will put few demands on your wardrobe. Airline service ( TWA) is available to San Diego, about 8 miles away, and ground transportation to the hotel by "Super Shuttle", will be about $7.00. If you plan to rent a car, you could consider arriving at Orange County-Santa Ana - about 50 miles north, Los Angeles, About 90 miles north, or Ontario about 100 miles north east. Private aircraft can use San Diego's Gillespie field, about 20 miles away. A trailer park is available on the edge of Mission Bay with full "hook ups" and easy access to the hotel. Group rates will be available if enough participate. Please advise immediately if you plan to attend in an RN unit, so that we may set this up. Write: R.A. Davis, 1759 Sky Loft Lane, Encinitas, CA, 92024

A few of the planned activities are: Monday, September 14, 1992 Shopping Tour at the "Rio Tijuana Mall", Mexico Your bus will leave the Marriott on Monday morning, the 14th of September crossing into Mexico for an exciting day of international shopping at the newest and largest mall in Tijuana. Lunch is available "on your own". There is even an American style Denny's Restaurant there. A Mexican police motorcycle escort will accompany you from the border to the mall, and back to the border where you will pass thru U.S. Customs on your return to the U.S.A.. Bring some proof of U.S. Citizenship, (Passport, Birth Certificate or Voters Card ) and comfortable walking shoes. ( Only 101 shopping days left till Christmas ) The evening will be free. Tuesday, September 15, 1992 Ladies fashion show and lunch Join the rest of us for a view of the latest in fashions and accessories, modeled by our own beautiful TARPA ladies, at your hotel. Enjoy a delicious lunch, and learn where the nearby high quality stores are located. Dinner cruise A short bus ride away the M.V. Monterey awaits. A three deck stern wheeler fashioned after the type in service in the 1880's. Decorated in oak and brass, complete with red carpeting this vessel, 100 feet in length, will be under charter for TARPA. Featuring a live dance band, two open bars, (Yes-open bars), a choice of two entrees for dinner, we will cruise San Diego bay, under a three quarter moon, past the navy's largest aircraft carriers, the nuclear submarine base, under the beautiful Coronado bridge and always in sight of San Diegos outstanding skyline.

Wednesday, September 16, 1992 Wild Animal Park About a half hour bus ride into the "back country" of California, away from the coast, through the foothills where the avocado and citrus fruits are grown,

Ilea the Wild Animal Park. Here we will board our private Wgasa Bush Line monorail for an hour and a half ride through the "African and Asian Veldt". This is not a zoo !! Thousands of unusual and exotic animals are running free just outside your train. Mingled together, just as they are in their native lands. Our guide will point out things of interest, and answer all your questions. This facility is world famous for breeding and re-populating animal groups that are threatened with extinction. On arrival at our destination station, we will be served a delicious lunch at The Mombasa Cooker", in the thatch roofed Nairobi Village. There are many walk through exhibits, and shops with unusual gifts, as well free bird and animal shows. There are plenty of rest areas. There is nothing comparable to this park, and it will be well worth your time. Wednesday Evening San Diego Aerospace Museum A short bus ride through town in Balboa Park is the newest and best aircraft museum in the U.S.. We will be met by our hosts, and welcomed into our private museum. The facility, closed to the public, will be all ours, and we will be free to wander at our leisure. The aircraft here, starting with an exact copy of the Wright Flyer, those of WWI, WWII and ending with items from space are close enough to touch, (Please do not). Heavy hoeurve deurves and an open bar service are yours in the rotunda. Thursday, September 17th An "Old Town Trolley " bus will pick you up at the hotel for a tour of the city, with a stop at the Del Coronado Hotel for browsing/shopping or a stroll on the beach. A shopping/lunch stop will also be made at "old Town", the site of one of the first missions, and San Diego's birthplace. Our return will be in time to get ready for the banquet and dancing that evening. Co-Chairmen: R.A.Davis 1759 Sky Loft Lane Encinitas, CA 92024 619-436-9060

Carl Schmidt 521 W. Citracado Parkway Escondido, CA 92025 619-745-2241

Hotel Reservations for the TARPA 1992 Convention. Please call the hotel directly to make your reservations. Reservations must be called into the hotel by August 13, 1992. Reservations received after this date will be accepted on a space available basis only. San Diego Marriott Mission Valley Hotel 8757 Rio San Diego Drive San Diego, CA, 92108 Phone - 800-842-5329 or 619-692-3800 Rate: Single / Double $76.00, plus a hotel tax, currently 9%. When making reservations, please specify that you are attending the 1992 TARPA convention to receive the convention rate. All reservations will be held until 6 PM on arrival day unless guaranteed by you with a credit card or deposit. This deposit is refundable if the reservation is canceled prior to 6 PM on the day of arrival. HOTEL RESERVATION REQUEST Mall to: San Diego Marriott Mission Valley, 8757 Rio San Diego, San Diego, CA, 92108 Name of group TARPA - The Active-Retired Plots Association of TWA Last Name

First

Middle Mr

Address City Arrival Date

State Departure Date

Rate: Single I Double $75.00 Plus 9 Percent Hotel Tax Guaranteed Reservation: Deposit Enclosed Credit Card Name Credit Card Number Expiration Dale Signature ReservationmustbercivdyAg13,92

Mrs.

TARPA TOURS in cooperation with THE ROYAL CARIBBEAN CRUISE LINES is pleased to announce that in conjunction with the TARPA 1 992 Annual convention in SAN DEIGO there will be a... MEXICAN 7

NIGHTS ON

CRUISE/FOLLOWING ROUND THE

TRIP

"SONG

FROM

CONVENTION

LOS

ANGELES

AMERICA"

SEPTEMBER 19th-SEPTEMBER 26th The last night of the convention the dinner dance and awards night. will be Sept. 17th. You can spend an extra day in San Diego sightseeing shopping or whatever. We will depart the Marriott at Mission Valley around noon on Sat. the 19th by chartered bus (if enough people sign up ). your own car or rental car for Los Angeles Harbor located in Long Beach. arriving around 2PM so we can board for our 5PM departure. PORTS OF CALL PUERO VALLARTA-Puerto Vallarta retains the charm of the fishing village it once was. Stroll cobblestone streets with exclusive boutiques and art galleries. See the homes of the rich and famous at Gringo Gulch Telapz. or cruise to lovely We will be in port from 9AM until 5:30PM. MAZATLAN- Mazatlan is blessed with sae of the most beautiful harbors on the Pacific coast. There's an amazing array of things to do and see. Venture into history in the legendary mountains of the Sierra Madre. If you prefer. shop for exquisite ceramics and hand-painted furniture in the Mazatlan Arts and Crafts Center or visit the colorful old town. Ye will be in port from SAM until 5PM. CABO SAN LUCAS-At the tip of Baja where the Sea of Cortez meets the blue Pacific. The sea is the attraction here. Cruise to Los Carcos or take a glass-bottom boat excursion past the lovely white sands of Playa del Amor and around the spectacular rock arch. Or spend time exploring the large market on the beach next to the pier or plaza and shops in town. COST: $929 per/person dbl. occupancy for the best outside cabin available at time of cabin assignments. Port taxes (est.) $45 p/p. Does not include a $30 p/p registration fee. Cabins assigned according to postmarks on the deposit envelope. Optional cancellation insurance available for $49 per/person. -----------------------------------RESERVATION & DEPOSIT FORM NOTE: All deposits include a nonrefundable $30 registration fee P/P. (refundable if cruise cancels). NAME(s) ADDRESS Phone ( ) CITY/STATE/ZIP First Names for name tags CRUSE DEPOSIT/$230 per/person - - - - - - TOTAL Final Payment due AUGUST 4th. Maser Sitting/early late _ Bus from Mariott to Pier/Yes_ No_Insurance/Yes_No MAIL Form & Deposit to W. CHUCK HASLER--TARPA--8 Rustic Way--San Rafael, CA 94901 (415) 454-7478

BY CHUCK & PAT HASLER We hope that you all had a happy & wonderful Xmas & New Years with your family & friends. As of this writing (Dec. 23rd, as I have to get this in to our busy editor by Jan. 1st for the Feb. edition of the TOPICS, which you will probably receive around Feb. 15th/bulk mail), there is still space on the New Zealand tour & on both the Canal & the Mexican cruise ( following the San Diego convention described elsewhere in this issue). We expect to get a lot of deposits right after the holidays. If you are interested get your deposits in right away and if your selection is full you will be on top of the standby list (sound familiar?). All of the above are described in full in the Nov. 1st issue of the TARPA TOPICS. RESERVATION & DEPOSIT FORM ON THE NEXT PAGE.

RESERVATION AND DEPOSIT FORM Note: All deposits include a nonrefundable $30 registration fee per/person (refundable it tour or cruise cancels) NAME(S) ADDRESS PHONE ( ) CITY/STATE/ZIP_________________________ New Zealand Only: Optional Meal Plan: Yes _NO_ Passport Number (s) New Zealand Deposit $330 per/person - - - - Mexican Cruise Deposit $230 per person - - - -

Total Total

Panama Canal Cruise Deposit $230 per/person----Total Panama Canal-Catagory type 8-6-4/1st choice __ 2nd choice__ Final Payments due March 12th Canal & August 4th Mexico. Optional Ins: YES_ YES_NO_(Premium must be received before final payment is made. CRUISES ONLY Dinner sitting: Early Late___ SPECIAL OCCASIONS WHILE ON CRUISE (or date close to cruise ). ANNIVERSARY-Date/yrs.___________________________________ BIRTHDAY-Name & date Make checks payable & send to W. Chuck Hasler-TARPA/ 8 Rustic Way/ San Rafael, Calif. 94901--Phone (415) 454-7478 Note: all reservations will close when full or 60 days before departure.

Left to right; JUNE DIXON, BETTY HUMBLES & CHUCK HASLER

" TARPA GOES TO SEA IN 93" THE 1993 CONVENTION SITE HAS BEEN SELECTED " PLACE: Aboard the ROYAL CARIBBEAN CRUISE LINES "SOVEREIGN OF THE SEAS". DATE: Depart Miami at 5:30 PM Sat. Sept. 11th & return at 8:30 AM Sat. Sept. 16th. DESTINATION: This will be an eastern caribbean cruise with stops at three ports including San Juan Puerto Rico & St. Thomas USVI. We will have all the usual activities that we have had at all previous conventions: Hospitality room, Bridge, Skeet, Golf (ashore), Tennis (ashore), all the usual meetings, many optional shore sightseeing excursions, etc. Detailed information will be forthcoming in future issues of TARPA TOPICS, but we just wanted to alert you to the dates so that you can keep the time open. Pat & I have accepted the co-chairmanship for this 1993 convention & we are looking forward to a lot of work but also a lot of fun & excitement. SEE YOU AT SEA IN 93

Pat & Chuck Hasler

P.S. Incidentally the convention site and the convention slogan (TARPA 60E5 TO SEA

I N 93) were both suggested by our new

TARPA President, Jack Donlan.

TWA

SENIORS CLUB

Ms. V. Robi Mueller Tour Director 6960 E. Girard Ave., #303 Denver, Co. 80224 303 757-1208 Jan. 5, 1992 Mr. A. T. Humbles, Sr. Director Belhaven, NC.

Rt. 2, Box 290 27810

Dear Mr. Humbles: With eference to our conversation of Saturday night, and with the approval of Mr. John P. Donlan, President of TARPA, following is the listing of my tours: GRAND TOUR of RUSSIA: 15 day, departing JFK March 15,1992 from JFK, via POSITIVE AIR on FINNAIR; cost $2150.00 incl udes air transportation throughout, all meals in Russia, first class hotels, transfers, bag handling, extensive sightseeing with paid admissions where required, three evening performances, gala farewell dinner and one night in Helsinki with hotel and breakfast. Added costs, $38.00 visa fee and & Departure tax. Stops in Moscow, St. Petersburg, Kiev $16.00 U.S. Odessa on the Black Sea. Space still available. Contact Ms. V. Robi Mueller, phone 303-757-1208. Time is short to secure visas. Friends allowed. Depart Sept. 7,1992, 11-12 days to Rio de Janerio, Buenos Aires, SOUTH AMERICA: and beautiful Iguassu Falls, highest and most spectacular in the world. Positive air, via VARIG, throughout, departing MIA and/or LAX. Includes transfers, sightseeing, breakfast each day, some lunches and dinners. Approx. cost $1375 to $1400.00. Optional tour available, fly to MANUS at head of the AMAZON, 4 days and 3 nights includes transportation, transfers, all meals, motel/hotel accommodations with one night at a " village type " lodge, a one day trip to fabulous rain forest and a one day trip to other side of Amazon; 1992 costs Cost, approx. $500.00. Must have 20 persons for Optional tour. and schedules should be available by the time you read this, giving us a definite departure date and definite costs. [expected equipment, 747 jet. Contact Ms. V. Robi Mueller, 6960 E. Girard Ave., #303, Denver, Co. 80224. POSITIVE space is limited. Thanks very much for your help, A. T., and. my very best wishes to you and Betty for a very happy New Year.

One thing about a college education - it enables you to worry about things all over the world instead of just 'what happens in your own backyard. A friend of ours says that one reason most people are never satisfied is that they're either trying to put on weight, take it off, or rearrange it.

JACK N. ROBERTSON 11221 NORTH 55th STREET SCOTTSDALE, ARIZONA 85254

December 5, 1991

Senator John C. Danforth U.S. Senate Office Building Washington, D.C. 20510 Dear Senator Danforth: BRAVO! Something positive, effective and beneficial to tens of thousands of airline employees from any incumbent member of the Congress is truly welcome and refreshing. I refer to a measure, sponsored by you and Congressman Richard A. Gephardt, which would cause Carl Icahn to be personally liable for the pensions of T.W.A.'s employees , even if his equity stake falls below 80 percent. We read and watched with interest when Ivan Boesky went to jail for insider trading. However, close followers of takeovers in the airline industry find the deeds of Frank Lorenzo and Carl Icahn to be far more distasteful and damaging to the lives of tens of thousands, in addition to reducing service and competition in that industry. Yet, both Lorenzo and Icahn, unlike Boesky, somehow managed to remain within our legal system. SOMETHING'S WRONG! Finally, you and Representative Gephardt are taking steps to right that wrong. And, as a Republican Senate aide said, "This gives Icahn, for the first time, a compelling economic interest in keeping T.W.A. in operation." As a result of your action, many thousands of other voters are likely to join me in feeling more kindly toward two members of the Congress. Sincerely,

Jack N. Robertson (602) 951-1669 cc:

President George M. Bush Senator Dennis De Concini Representative Richard A. Gephardt Representative Jon Kyl Senator John McCain

bcc:

To a few dozen others

EDITOR'S DESK From John Carroll in Carlsbad, CA; Dear A.T. - Your TARPA TOPICS came yesterday and I did see my picture and I can't stand to look at the pictures because they all seem to look just like I do. Also why did I have to be standing next to Rut Barr who just happens to be the handsomest pilot who ever flew for TWA. Merrigan called me about Rich Flournoy and the next day my Harvard Health Letter came with the enclosed supplement and I promptly sent it off to Rich. He has one of the highest I.Q.'s of any TWA pilot and I hope there will be something useful for him in the article. I remember that I talked to you at a TARPA meeting four or five years ago, which was the last one I attended before Colorado Springs, and told you I would stop by to see you in North Carolina before the next TARPA meeting - with your usual acumen you stated you hoped I would but would be willing to wager I wouldn't make it. There you go, right again. I have to be careful about when I tear open that clip on the TARPA TOPICS because I can't seem to put it down when I get started. We made it home (Wayne Haggard and he) from COS non-stop to LAX in 4:28 in the 414. Of all the many airplanes I have owned it is right next to my P-38 in satisfaction. Betty is an efficient jewel and most jewels are not efficient, only pretty. My very best to you both, John (Big Bad). Long John also sent a picture of his first airplane and first wife but it isn't good enough for reproduction - the airplane, that is. He says his first wife Jane was 4 years younger than he and put up with him for 27 years. Never saw her after the final meeting in her lawyer's office in Hicksville, Long Island August 1967. She died this last June. It's scary to have all these younger people dying on me. Very early in 1941 I bought my brand new Interstate Cadet - cost $2,000.00 - paid $200.00 down and borrowed $1800.00 from Stan Zundell, Bank of America's aviation expert at its Santa Monica branch. Leased it back to George Lyle at Metropolitan Airport, little grass field in Van Nuys, CA. Got my flying time for my commercial license - didn't plan to use it. I was assistant sales manager for Swift Alers' Los Angeles plant - couldn't afford to take the pay cut to be an airline co-pilot, that is, until December 7 that year. Nobody ever heard of a lease-back in 1941 but that's what it was or I couldn't have afforded an airplane. Flew it to KC in January of 1942 and sold it later that spring to Charlie Toth, who had a flight school at MKC Municipal, for what I paid for it. I've always been lucky!! * * * * * * Dear A.T. - How would you like an up-date on the famous Herndon and Pangborn flight that Ed Betts described in his fascinating article that appeared in the March 1986 issue of TARPA TOPICS? After reading it I wrote my cousin, Jeanette Goldthorpe, about it as she has lived for many years in Wanatchee, Washington. This is where Herdon and Pangborn belly-landed their Bellanca monoplane, Miss Veedol, after making the world's first non-stop Pacific flight. Jen didn't forget it either as she recently sent me clippings from the local newspaper, Wenatchee World commenting on how the Herndon-Pangborn flight ended 60 years ago (Oct. 5, 1931) in a cloud of dust at the south end of Fancher Field, at the time Wenatchee's only airport. This year's commemoration ceremony was held at the relatively new Pangborn Memorial Airport where a bysalt pillar on the field and a mural in the terminal recall the original event. The editorial continues; "There are many around who remember that day. It put this community on the international news when it happened." Capt. Herndon was an unassuming gentleman and a professional pilot who loved flying. In his "More About Hugh Herndon" article in the July 1986 TOPICS, Capt. Joe Carr noted; "I was tremendously impressed with Hugh as complete gentleman and extremely easy man to work with. In the cockpit he was in complete charge and every bit a competent airman .... Very best regards.... Goldy. 46

TWA SENIORS CELEBRATE 30TH ANNUAL WICKENBURG ROUNDUP Sent in by Capt. Bill Dixon, President This event was held at the Rancho de los Caballeros in Wickenburg, Arizona, Oct. 31 - Nov. 2. A number of pilots and flight engineers were included in the approximately 175 Seniors Club members attending. The activities included golf, tennis, horseshoes, putting contest, horseback riding, hiking, bridge and just "lazing around". Charles Thiaudeau, TWA Vice President, Employee Relations, was the guest speaker at the banquet on the evening of November 1. A question and answer session followed his talk. lie was frank about TWA's problems, but also had a positive view of the future. [Pictures by W.A. Dixon ]

Above photo shows the leading contestants in the lazing around event. ORVILLE WRIGHT OLSON HAROLD AIKEN Picture on left: BUSCH VOIGTS and CARL SCHMIDT preparing to enter the putting contest at the Seniors Wickenburg affair.

TARPA's own ED BETTS and wife, DONNA, entertain in their room at the TWA Seniors Club Wickenburg Roundup. Ed is historian for both TARPA and TWA Seniors Club.

Seniors Club famed "Chuck Wagon" cook-out at Wickenburg Roundup. Photos by Bill Dixon, November 1991.

FLIGHT ATTENDANT DUTY TIME On August 1, the House of Representatives passed HR-14, the Flight Attendant Duty Time Act. The bill mandates duty day lengths and minimum layover times. If made into law, it will mean better duty rigs for F/A's than those governing Regional Carrier Pilots. (Hmmm ...) The bill will now go to the Senate as S-1010. Our good buddy Sam Skinner has told Congress he will advise President Bush to veto the bill. (What a guy!...) In related news, the House also passed HR-5, The Permanent Replacement Workers Act. The Senate is not expected to take action before Labor Day. (So what else is new?...) If passed, President Bush said he will veto that bill also. (A real friend to labor, huh...) Industry Stats - Pilot labor costs as a percent of operating expenses have declined from 12% in 1977 to 9.2% in 1990. Total airline labor costs in 1977 were 2.2 cents per available seat mile. They rose to 3.2 cents per ASM in 1990, an increase of 45%. The U.S. inflation rate grew 115% during the same period. The U.S. airline industry accounts for about 18% of gross national product. from U.S. Air MEC newsletter. TWA SENIORS CLUB REVISES MEMBERSHIP REQUIREMENTS it is no longer necessary to be "officially retired" from TWA to join the TWA Seniors Club, according to retired Captain Bill Dixon, President of the organization. Under revised rules established by the Seniors Club Executive Committee, any retired employee who is eligible for pass privileges on TWA meets the revised Seniors Club requirements. Active employees who wish to become associate members, now need only 15 years of service instead of the former 30. As before, unmarried spouses of retired employees continue to be eligible for associate membership.

TWA ICD REUNION DATE CHANGE TWA Inter Continental Division 50th anniversary reunion dates and hotel have been changed. Instead of preceding the TWA Seniors Club General Meeting, the ICD Reunion will follow the Seniors meeting and will be held at the Holiday Inn International Drive Resort, 6515 International Drive, Orlando, F1 32819-9807 on May 21 & 22, 1992. Single or double room is $55.00 plus $5.50 tax. Room availability, hospitality room, food and drink prices at the Holiday Inn were factors that prompted George Friedrich, Convention Chairman, to make the change. The Holiday Inn is conveniently located and close to all major attractions in the Orlando area. Reservations can be made any time after January 1, 1992. Use the Holiday Inn reservation form or call the Holiday Inn (407) 351 3500. FAX 407 351 5727. If you require further information, contact George Friedrich, 473 Jeanette Drive, Ormond Beach, FL 32174. TWA SENIORS CLUB NOTICE Captain William Alfonso Dixon, President of the Seniors Club, asked us to print this reminder if we have space. TWA Seniors Club dues of $10.00 for 1992 should be mailed to Treasurer Larry Gardner, 18431 Falda Ave., Torrance, CA 90504. The application should include address, payroll number, whether a retiree, associate, or survivor along with a self-addressed stamped envelope for membership card to be returned. Our next newsletter will be in February. AND DON'T FORGET YOUR 1992 TARPA DUES OR HAVE YOU ALREADY SENT THEM?

WALT STOCK sent these. Says left to right; MRS Dick Dick, RUSS DAY AND MRS. DAY Below, left to right is Art PHILLIPS, DICK DICK AND AL GUSTAFSON

ALASKA CRUISE MUG SHOTS

The following was taken from a weekly paper distributed free and available at most businesses in our area and by permission of the editor of said paper provided we furnish him a copy of our tabloid. The paper is called The Pamlico Scoop. BACKSTAGE AT Plymouth Rock That first Thanksgiving The story of the Christian Pilgrim settlers at Plymouth is an important chapter in American history and even more so today in light of Marxist Socialism's failure in the USSR. That the Pilgrims observed Thanksgiving is a matter of record. But few people know the full account of their sufferings and what caused their fortunes to change. Soon after these Christian Seperatists landed in the New World in December 1620, it was agreed that they would work as a communal group, much in fact, like the early church in Jerusalem which sold its possessions to have all things in common. They were to work this plan for seven years, but like the early church's effort, the plan failed. In the beginning, Plymouth settlers abolished private property, and all products were to be gathered into common storage to which each would contribute according to his ability and from which everyone would receive according to his need. Sounded good but under this system our fathers almost starved to death. So-called economic equality discouraged work and bred discontent. The Pilgrim's experience in this "common course and condition", as Governor Bradford termed it, clearly proved "the vanity of that conceit of Plato...That the taking away of property and bringing all into a commonwealth would make them happy and flourishing as if they were wiser than God". Governor Bradford, in his "History of the Plymouth Plantation", tells what was done to correct the situation. It was decided that every family would work on its own parcel of land, rather than being responsible for their neighbors' well-being. When the Pilgrims abandoned the equality of socialism for the inequality of freedom, their economic problems vanished. In the words of Governor Bradford, here is the way the Pilgrims won their war on poverty: "At length after much debate of things, the governor gave way that they should set corn every man for his own particular, and in that regard trust to themselves.. This had a very good success; for it made all hands very industrious , so as much more corn was planted than otherwise would have been...The women went willingly into the fields...and by the time harvest was come, instead of famine, now God gave them plenty, and in the face of things was changed to the rejoicing of many, for which they blessed God." This Thanksgiving, let us give thanks to God for the knowledge of history, both recent and past, and the 'witness of our fathers who discovered that socialism (state-owned and administered) brings poverty, and that paternalism (central government direction) destroys freedom and character. And let us also be mindful that Marxism, socialism, and communism, however one wishes to label it, is doomed to failure just as the recent break-up of Soviet states so vividly attests.

Paul Harvey reported the other day that a woman was disturbed that someone had stolen her purse from her car. It was a Gucci handbag which she had paid $300.00 for. Also, that there was $270.00 worth of food stamps in it! [And one wonders if the car wasn't a late model Cadillac].

The third day of a diet is usually the easiest. By that time you are off it.

EDITOR'S DESK Too often it happens to me and I am sure to some of you that we don't appreciate someone until they are gone and then we are sorry we didn't visit them more or write them more or tell them how much we liked and respected them. Such a person to me is Floyd Valentine. We exchange Christmas cards and Floyd sent me something recently on nostalgia for olden times. I always thought a lot of Floyd and his wife, Betty. Floyd was of the old school and with a big heart. He was Chief Pilot at Newark when I transferred from Kansas City to EWR in late 1950. It was like going to work for another airline, everything was so much more pleasant at Floyd's domicile. At MKC if you wanted to trade a flight you would just about have to go before the Chief Pilot and stand at attention and maybe turned down. Applying for a pass meant several days before it was in your hands. When there was a surplus of co-pilots they were assigned duties and I would not have been surprised to some day see them doing close-order drill. When I arrived at EWR Floyd warmly greeted me, introduced me to the staff, told me if I needed a pass just tell his secretary and she'd make it out while I waited and if I ever wanted to trade flights it was okay as long as we both were legal etc. That is why I say it was like going with another airline. When Floyd gave an instrument check he would do the bare essentials and you could be back in ops in thirty minutes. I was down at the airport one day when Floyd took a co-pilot out for an instrument check. They were gone about two hours and, as I knew the co-pilot, was a little worried he was having problems. When they came in I asked Floyd if there was any problem and he said no, he just felt like giving some instruction. Floyd was giving me a line check on the Martin once and on the way home the auto-feather was intermittent in operation and I think we had it looked at at Pittsburgh and taxiing out he was fiddling with it and I told him to leave it alone or we might not get back to Newark whereupon he said, "You d----d Southerners , don't you ever worry about anything?" Floyd's secretary was a cute little brunette from Jersey City where they talk funny. One day as Floyd and I were going out for my instrument check he threw a paper at her which I guess was the dispatch release and as we were walking on she yelled, "Floyd, come back here and hand this paper to me properly". He went back and picked the paper up and handed it to her and asked if she would please file that. As I recall, her name was Grace Simpson. Another pilot told me Floyd was telling him that the pilots were doing something that he didn't like and this pilot asked why he didn't do something about it. Floyd replied, "Do you want me to get in trouble with ALPA?" Once the Company called in the Chief Pilots and told them to resign from ALPA. Floyd didn't resign and told me later how glad he was that he didn't. He had had a blood vessel burst in his head but recovered after several months. That was when he told me how glad he was he had ALPA Mutual Aid which we all remember was founded and plugged by George Duval, Snuffy Smith and others. We were all saddened when Frederickson ignominiously fired Captain Valentine from his Chief Pilot's position over a takeoff incident on a training flight at Allentown which wasn't Floyd's fault. Yes, Floyd was a fine Chief Pilot and true gentleman. Maybe he will read this, I hope so. Speaking of good people, I wonder how many of you know that Jim Eischied was a tender-hearted man. He had a single Captain who went off the deep end with alcohol and Jim covered for him for months and would go over and clean him and his apartment and did everything he could to save him.

From Ed Peck, a subscriber and retired TWA employee; Dear A.T. - Enclosed herewith is a short article which you might find suitable for TARPA TOPICS for whatever humor it might contain. Of course this is funnier to me than others because I lived this story. I, of course, realize that this true tale has nothing whatever to do with flight ops, still it is a bit of TWA lore which others might get a chuckle from and which might otherwise be lost to posterity. I had sent it to the Skyliner but they must have lost it and, therefore, will not be publishing it. I continue to get the utmost enjoyment from TARPA TOPICS. For me, it brings back those days when TWA (and all airlines) was an entirely different kind of company -- a far cry from what masquerades as TWA today! Recently I sent Ed Betts the name and address of a gal who once worked for Maddux Air Lines. I hope Betts can contact her and perhaps add just a little bit more to the recorded lore of a TWA predecessor. One final note: I have a friend in Florida who is going to rebuild an old Curtiss T-32 Condor airliner - the type which American and Eastern flew for a while during the early '30s. Quite a "garage project" but I think he can do it. He has already restored a Lockheed 12-A Electra Junior, the same type which TWA once flew as an overweather flight laboratory. Lined up and gear down, ...Ed Peck. Photo below and Ed's article following page.

The troublesome TWA sign near Dhahran in 1961. On the horizon at left (above the bus) is a hill named Dammam Dome where Saudi Arabian oil was discovered in 1933.

THREE FOUL BALLS, ONE HOME RUN or BOY -- DID WE LIGHT UP THE NATIVES! Sometime before I was assigned to a sales position in Dhahran in 1959, TWA ordered from a Paris fabricator a large illuminated advertising sign. The first I knew of this was when the crates finally came wandering in after being lost in transit for many months. A tracer on the shipment had revealed that our sign was originally mis-directed and delivered to Teheran (Iran) instead of Dhahran (Saudi Arabia). Obviously this had been a phonetic misunderstanding on the part of the shipping agent. When our well-traveled crates were unpacked, it was found that some of the neon tubes were broken. These were to back-light the translucent plastic box letters. Replacements thus had to be ordered from the fabricator in Paris, as there was no local source for this sort of thing. In fact, our big TWA sign was to be the first of its kind in the Eastern Province -- perhaps in all of Saudi Arabia. Once the replacement parts were in hand, a local contractor assisted us in getting the thing erected in a prominent location atop an Aramco service station. This was sited about halfway between the airfield and the town of Dhahran, which is really just a large oil company community -- or at least it was thirty-one years ago. Because the available electricity supply at the gas station was inadequate to power our large sign, a generator had to be installed specifically for our use. Once this was all assembled and hooked up, the switch was thrown and our spectacular creation lit up like a Christmas tree. Big red and white letters spelled-out the words "Fly TWA Jets", and beneath this were three outlines of a 707 which flashed in 1-2-3 sequence. Our pride and joy was a local sensation in what was otherwise a rather drab landscape. But... our joy was short-lived. Within a few days the provincial government authorities informed us that we must have something in Arabic on the sign. A quick huddle ensued, and it was decided that the most expedient way to meet this requirement would be to simply add the Arabic translation of the word "Fly" above the English version already in place. Happily we found a local business which could construct a simple box with a translucent white plastic face with the Arabic equivalent of "Fly" in red plastic superimposed thereon. This also was back-lighted. Now, at last, we were all fixed up to reap the revenue rewards of our innovative publicity. Guess again. The first night our revised sign was turned on, the roadside thereabouts was lined with parked Saudi vehicles. Drivers and passengers had piled out to stare at this marvel of western ingenuity, but they stood not in awe. Most were doubled over in unrestrained hilarity or gesticulating wildly toward our imposing display. It didn't take very long to discover the reason for all this mirth. Instead of what we thought said "Fly" in Arabic, our hastily devised translation boldly proclaimed "Get the hell out of here on TWA!" -- or words to that effect. Back to the drawing board, pronto, if we wanted to preserve TWA's landing rights in Saudi Arabia. Needless to say, we engaged a more proficient translator the second time around and his work was V-E-R-Y carefully proofread. Satisfied that we at last had it right this time, once more the switch was thrown and we breathlessly awaited local reaction. This time there were only quiet smiles of approval and admiration -- except among us TWAers. We collectively heaved a deep sigh of relief which was probably heard far away in Mecca. 56

EDITOR'S DESK From Rudy Truesdale; Dear A.T. - Paid my 92 dues last month and the first check I will write in 92 is to the Foundation. Enjoyed the Convention and, although I keep my nose out of the business sessions I do appreciate what is being done for me and the rest of the members. I am too out of date and not deeply enough involved in the retirement incomes to tell others how to do it, they are doing a fine job. The bus tour of the Colorado Rockies was wonderful and it was wonderful how well behaved the young uns on the tour behaved. This old guy did a pretty good job of keeping up and catching a few naps on the bus. May you and all the rest have a wonderful 1992 and many more following years to come. This letter was interrupted for a few minutes. Capt. Joe Salz walked from his house to ours in a light rain to return my Mooney Pilots Magazine, all of 100 yards. Frequently take Joe along as my co-pilot, never allow him to be First Officer. As long as he kept his license, I split legs with him, now he gets his in the right seat only (insurance), no brakes on right side. Very sincerely, ....Rudy. [Rudy, somewhere in the dim past when I was a little schoolboy I seem to remember that Eureka, California was the most western town in the United States?) * * * * * From Time Magazine 4/29/66, Greece, Atlantic Edition Who does the risking? Sir: Air safety is of intensely personal concern to me and all other airline pilots. But we live within myriad rules and multiple pressures. For example, at New York's traffic-saturated Kennedy Airport, 8,400 ft. Runway 4R has been equipped and designated by the FAA as the main instrument runway. But 14,300 ft. Runway 13R, which provides the length today's jets need to land safely on wet surfaces, has no ILS (instrument landing system). This becomes especially inappropriate considering Kennedy Airport's frequent combination of low ceilings and visibility with accompanying southeasterly surface winds. In theory, the pilot has the right to decide whether to land or not, however, chief pilots are frequently called upon by profit-conscious managements to question such decisions. While others in the aviation industry can be detached in weighing the economics and calculating the risks, the pilot can never forget that while others do the calculating, he and his passengers do the risking. John C. Carroll, Airline Captain, Palos Verdes Estates, CA * * * * * * From our good friends in Colorado Clif and Mary Sparrow send their regrets for delays in finalizing 1991 TARPA Convention business. They say; the Biejeng flu has had us totally incapacitated for a two month period and along with the Christmas holidays things came to a dead standstill. No correspondence or Christmas cards were sent out for the holidays. We sincerely apologize if this has resulted in any inconvenience for some of you. We certainly hope that all of you had a wonderful season and we hope to see all of you at the Seniors Convention in Orlando in May. * * * * * * Mary and Clif; Ye olde editor wishes to say, and I think I can speak for all of us, we are very sorry you all have been under the weather. We are most appreciative of the fine job you did putting on the 1991 convention out there in that beautiful country. Our sincere wishes for a fine future. 57

January 6, 1992 Dear A.T.: Here is the first chapter of the ICD saga, mainly for the year 1942. I hope this doesn't raise a ruckus by a few of the men who still hold a grudge against the ICD group over the big pay differential, seniority integration and later International flying...but you can't please everybody and the dissenters don't have to read it. Ole Olson called yesterday with word he had completed a three page bit on his ICD assignment at Natal in 1942. It was too late for me to include so I suggested he send this to you, plus a picture. The one photo could be a problem to you so I am enclosing several others that could be mounted on a page (one from Harold Patrick has the crew identified). Also enclosed is his "Shellback " certificate for crossing the Equator, but it is an odd size and I don't think it will print very good. Also included are two 8x10" photos you could use if you are long on space and short on material. The Strat in the T&WA hangar at KC going through modificatgion to a C-75. The other is a crew by a Strat in Africa - the only one I can identify is "Mo" Bowen (2nd from left). Dick Colburn is in it someplace, probably sitting on the stairs. I have written a short blurb about a Northrop "Gamma" incident in 1938. This is not timely, so if you want to save it for a later date, keep it on file. Also included is a shot of the Gamma in its better days with D.W."Tommy" Tomlinson in front. It might make a good cover sometime with the article inside. I don't know how well Dick Guillan is keeping you informed of the deceased. McCombs used to send me every notice he received from KCAC, but so far none by way of Dick. The latest Skyliner had FRO Bob Middlekauff (11/13/91), "Red" Schroeder (12/3/91), F/E Gordon A. Kohmnan (12/3/91) and F/E A. Criswell Smith (11/23/91). Bob and Red were TARPA members. Others should include Seth S. Strachan (10/17/91) and FRO Harold A. Patrick (5/25/91). Patrick's picture (group) and Equator crossing certificate are included - time goes fast since I first started researching the article on ICD. Jasper "Sol" Soloman was very seriously busted up a couple of weeks ago while visiting in the east (Wisconsin, I think). He was helping a neighbor jump-start his car - the guy hit the gas instead of the brakes and drove Sol through the garage door and out the other end of the garage. Just prior to Sol's accident, his wife, Bonnie, had a triple-bypass. We are finally getting some much needed rain, about 6" in our yard the past two weeks and more to follow. No word on relaxing the water rationing though, just a raise in the rates. Maybe you can get an answer for the TOPICS - for the first time I received a $15 subscription billing from RAPA. I thought all TARPA members were automatically included with RAPA membership? Best regards to you and Betty and a Happy New

THE INTERCONTINENTAL DIVISION by Ed Betts The original agreement between the War Department and the major air carriers was made in late 1940 whereby they would lend their expertise, personnel and equipment in the event of an all-out emergency. The T&WA Board of Directors approved this at their annual meeting. By December 11, 1941, the US was officially at war with Japan and the Axis powers in Europe. Three days later representatives of the airlines and Air Transport Association met in Washington, D.C. with then-Colonel Robert Olds and staff for a conference. Olds was head of the Air Transport Command (still called the Ferry Command) since its inception in May of 1941, and was empowered to negotiate all of the contracts (on a cost-plus basis) with the airlines. This would include what equipment would be purchased from the airlines (to be flown and maintained by their personnel), where they would fly and the compensation. Pan Am's contract, signed on the 13th, called for the use of ten of their giant 4-engine Boeing 314A flying boats to India and Singapore via a south-Atlantic route and across Africa. Pan Am's three B307 Stratoliners were not purchased, but were used on their routes to Central and South America per ATC orders. T&WA agreed to the second contract (W 535 ac 1062) on December 24, whereby all five of its Stratoliners were purchased, to be modified (as C-75s) and be flown and maintained by their personnel to Europe or Africa by either the North or South Atlantic routes. When other 4-engine transports became available, such as the Consolidated C-87 and Douglas C-54, they would be assigned. At this time, the Stratoliner was the only four-engine land plane available to the ATC that was designed as a transport - the C-87 was designed as a B-24 bomber, the C-54 was still in production. During the year 1942 numerous airline executives, supervisors and line pilots were to become an important part of the ATC operation. In late March, Col.(later Mjr.Gen.) Harold George succeeded Olds as head of the ATC. His assistant was former AAL President C.R. Smith (then Colonel, later Mjr.Gen. and Deputy Commander). Continental's Robert Six was a base commander. T&WA's VP Operations, L.G."Larry" Fritz started out as a Colonel in George's staff, was later a Brig. General in charge of the North Atlantic Division. Colonel Albert D. Smith, head of T&WA's Mountain Division, was now base CO at Goose Bay and later a Brig.General. LaMar Nelson and Jack Zimmerman were also in the AF. The Navy Air Transport Command saw Tommy Tomlinson (VP Engineering) in the Pacific, Executive VP Paul Richter as an Operations Officer and John Harlin (later a Rear Admiral). T&WA's Chairman of the Board, T.B. Wilson, was Chief of Transportation for General MacArthur in the SW Pacific (later Brig. Gen.). For Wilson, Smith (A.D.) and Nelson, this was their second Fritz, Tomlinson, tour of duty with the US at war. Two of our TARPA subscribers, John Clemson and Robert Montgomery, were in management (non flying positions with T&WA) before they entered the military, were promoted to the rank of Colonel and, after the war, Vice Presidents with T&WA. Another future AF Colonel and later a T&WA VP (Purchasing) was Fred Betts. Jack Frye called Otis F. Bryan, System Chief Pilot and Manager of the Eagle Nest Training Center in ABQ, with word of the new assignment for T&WA. The Eagle Nest training of B-24 crews would continue 59

THE INTERCONTINENTAL DIVISION

until the end of the fiscal year (June 1, 1942). Otis asked who he had in mind to manage this new operation? Jack's answer was: "You". It would be over a month before the "Intercontinental Division", better known as ICD, would have a Stratoliner prepared for an ocean crossing and qualified flight crews which would include Pilots, 1st Officers, 2nd Officers, Navigators, Flight Engineers, Flight Radio Officers and Pursers. Hal (Blackie) Blackburn once wrote me how he was sent to the Pan Am operations (Pacific) to see what he could learn about ocean flying. They weren't of any help, but that evening he hosted two of their senior pilots at the "Top of the Mark" in San Francisco (along with their navkits). At least he learned how to make a "HOWGOZIT" chart.

Early 1942: Representatives of the airlines and Ferry Command on Miami through the Caribbean and the east coast of South America This established the southern air supply routes east to Africa, windows and rear loading door on the Consolidated C-87 (modified

a three week survey flight from (Natal, Brazil) to West Africa. India and China. Note the cabin B-24), dubbed "Old Nosey".

The first 1942,for Stratoliner was taken off the line on January 7, 1942 for extensive modifications (to be known as a C-75) which included: the removal of the plush interior (including the heavy mirrors in the ladies "Charm Room"), the pressurization system and the two front compartments with berths or seats. The latter were replaced by five 212.5 gallon fuel tanks and a small rest area for the crew. Boeing sent the fuel tanks to T&WA's maintenance base at MKC with 2 armed guards as escort. Also located in the forward cabin was a 45 gallon reserve supply of engine oil. Gas was gravity fed, through a series of valves, to the main tanks in the wings; engine oil to the tank 60

THE INTERCONTINENTAL DIVISION was by a "Wobble Pump" with a valve selecting the tank desired. The new configuration could accommodate 4 berths (or 12 seating) plus 4 reclining seats - a maximum of 16 passengers. A plastic astrodome was mounted on top of the fuselage plus a desk behind theperiodc cockpit bulkhead for the Navigator. A large aperiodic compass was mounted flush with the desk. Telescoping through the floor of the cabin was a Type B-3 Driftmeter which made it possible to obtain a direct indication of drift, the azimuth angle with respect to a fixed object on earth, and cross-hairs for the calculation of ground speed. This delicate gyro-operated instrument had to be "caged" for takeoff, steep turns and after severe turbulence. The pilot visibility from the Strat appeared to be excellent. However, the pilot sat so far back from the curved windows there was a false perception of drifting when landing with the nose up. It took practice not to make an erroneous correction for drift. The plastic side windows, because of too much parallax, were unsuitable for the navigator to make his sightings so a special-designed and fabricated replacement was supplied (on a top priority basis) by the Pittsburgh Plate Glass Company. Another small desk was installed in the cockpit, behind the pilot, for the Flight Radio Operator (FRO). "Sam" Mead was in charge of the radio setup, assisted by George Osborn and Frank Stubbs. This was quite a task as, at the time, there was not an efficient communications network established and it was unknown what type of radio would work in what area. The usual crystal-controlled channels were limited in the frequencies available, which had to be preset on the ground. Bendix supplied a tunable transmitter (the TA-12) which had a 50 watt power output and could be tuned to any frequency within minutes. The USAAF supplied a tunable receiver (the BC-348) which, after the war, was a great favorite among the radio "hams". In addition to the fixed antenna stretching to the tail, for more efficient operation of both receivers and transmitters on some frequencies, a trailing wire antenna was used that was about 400' long and was manually unreeled or taken up by the FRO at his station. A five pound lead weight was attached to the end of the wire that presented two problems: if the FRO forgot to wind it in before the landing it became a very dangerous missile (as a number of cows grazing on the approach to Prestwick would verify). If it was trailing a few feet below the fuselage in cruise (for better high frequency reception) it could take a gyrating-type pattern, bang against the metal skin and inflect a few deep dents which had to be repaired. A new radio installation, which was installed on all (allied) aircraft flying into combat zones was IFF (Identification - Friend or Foe?, the forerunner of today's transponder). This radio sent out a coded signal to allied listening stations or radar installations on the ground as to the aircraft's position. An improper code, or no signal, meant an intercept by fighter aircraft and they would often shoot first and then ask questions. If a challenge was made by the fighter there was the Very Pistol, that shot a colored (code of the day) flare which was about the last means of visually establishing a positive identification. Life saving devices included "Mae West" jackets and life rafts complete with provisions and a small pack of (4) cigarettes (but no matches). 61

THE INTERCONTINENTAL DIVISION

The "Cherokee" stripped of its plush interior and cabin pressurization system, ready for duty as a C-75 transport.

The "finishing" touch of the extensive mods included a "GI" paint job on the exterior, the usual olive-drab camouflage. This added more weight - the plane was already too heavy for the 1100 hp engines. An added bit of individuality was for each airplane to have its own Indian tribal title such as: Apache, Navaho, Zuni, Comanche and Cherokee, These titles were to become permanent for the remainder of the tenure of the Strats with T&WA in the post war years as well as with later owners.

As mentioned in a previous "Topics" article, T&WA was in a unique position in early 1942 - hiring crew members for three separate and independent operations: (1) pilots for domestic, (2 ) instructors (pilots and F/Es) for the Eagle Nest and (3) all crew members for the ICD. The ICD offered the best pay incentive: Supervisor Pilots and Captains a $1,100 month salary; Student Captains and 1st Officers $800; Navigators $600 (students from $165 to $300); F/Es $500 (students $250) and FROs $400 (students $250 to $300). These salaries are from a 1945 log kept by Hal Blackburn and does not include 2nd Officers and Pursers. Other ICD salaries were $325 a month for a Senior Maintenance Inspector, $1.45 an hour for a Lead Mechanic (regular mechanic was $1.26 per hour and 600 an hour for a junior apprentice); $190 to $285 a month for Senior Meteorologist; $240 to $360 a month for Link Trainer Instructors or Station Managers and the low was $83.20 per month for a maid. The choice of pilots for the start of ICD operations was apparently made by Otis Bryan from among the T&WA pilots then qualified on the Stratoliner. Otis confided later how he confined his selection to those who had demonstrated a lot of initiative and resourcefulness in getting into trouble and out - sometimes a thorn in the side of management - but good men to have around when an operation was nonroutine and decisions had to be made on the spot without reference to the usual operations manual or dispatcher. The original Captain group from the T&WA (per 8/14/42 and 1/1/43 pilot seniority lists, were: Larry *indicates management) Melvin Bowen, Milo Campbell, Chiappino, Earl Fleet, Fred Richardson, Howard Hall, *Otis Bryan, *W. "Swede" Golien, Alton Parker, *"Doc" Mesker, Dick Hanson, Stan Stanton, Don Terry, Gene Klose, Frank Niswander, "Chick"Fredericks, Larry Trimble, Charlie Kratovil,*Hal Blackburn, *Frank Busch, *Pete Redpath (Head of the Navigation Dept.), Ben Daily and Bob Buck.

A list of the original group of F/Os is incomplete. These were the days on domestic schedules (Strats) when the Captain and F/O were paired (per the Captain's choice); some of the Stratoliner 1st Officers followed their Captain to the ICD. A few of the original 1st Joe Carr, Bill Noftsinger, Glenn Bras, Ross Weaver, Officers were: "Arky" Ainsworth, Floyd Hall and Dick Colburn. Parker died suddenly in late 1942 while on a "layover"; Mesker, Bras, Ainsworth, Hall and Colburn were all called to active duty with the Army or Navy by July 1942. When additional equipment became available, Carr, Noftsinger and Weaver were flying as Captain. Per ATC orders: Captains were to have a minimum of 2,000 hours flying time, F/Os 800 and 2nd Officers 250 for a commercial license. T&WA also required the Captains be licensed for instrument flying - Pan Am did not have this requirement at at the beginning of their operations for the ATC. At a later date, their Captains had to be qualified in order to fly on the domestic airways (IFR clearance) in the continental USA. A familiar name to ICDers was Kemper Jacks, who interviewed many of the early applicants from outside of T&WA. Kemper was a former AF pilot in the early 30's, a psychology major in college, an editorial writer for a Kansas City newspaper and a poker-playing friend of "Doc" Mesker and some other local cronies. One of his favorite applications of practical psychology when interviewing prospective pilots was, per a pre-arranged signal, to have his curvaceous blond secretary enter his office and sort through some papers on his desk - if the applicant could continue with the conversation, while his attention was distracted, he won Kemper's vote on the theory a good pilot has to be able to do several things at the same time (providing his other credentials were satisfactory). In late 1945, Kemper became General Manager of the ICD. Employees and a T&WA representative signed a seven page contract (a copy to both parties) outlining the terms and conditions of employment for the ICD operation, and the relation to their military-type flying and working conditions. Included was a pay scale agreement, possible grievances or termination for poor conduct or performance of duties etc. Personnel wore the same uniform as the USAAF (summer or winter) with a civilian insignia. Captains wore two full stripes on their sleeves; F/Os, 2nd/Os and Navigators one and a half; other crew members one. All had certain privileges such as accommodations on layovers (barracks, officer's mess and club, PX or BX purchases, an authorized pass was needed to leave the air base etc.). The first 5 "new hires" began as 2nd Officers in January 1942 which included Orville "Ole" Olson (already a T&WA ground employee), Ruby Garrett and Bob Allmann. The Professional Navigators were recruited from the Merchant Marine, Pan Am, Parks Air College (and other recognized schools). F/Es were available from those already flying the Strats on the domestic operation or C-87/B-24s at the Eagle Nest. A large number were former mechanics who passed the A&E exam. FROs were a mixture of former ground radio operators (such as Earl Korf) who wanted to fly, "ham" radio operators who could meet the qualifications and graduates from the Midland Radio School (25) in KC. The first Strat to complete conversion was ready on February 26th, and was ferried from KC to Washington's Bolling Field for the first assignment by way of Wright Field (crew of Larry Fritz, Otis Bryan and Floyd Hall). On hand to bid the outgoing crew Godspeed were two CAB members, T&WA officials and other dignitaries. 63

THE INTERCONTINENTAL DIVISION The crew for the first foreign courier service were; Otis Bryan, in 1st Officers Milo Campbell and Don Terry; Navigators Pete command; Redpath and Guy Arnold; 2nd Officer Bill Noftsinger; F/E R."Lewie" Proctor and FRO W. R. Shook.

February 26, 1942: The ICD's first flight with Stratoliner "Navaho" from Washington, D.C. to Cairo. Crew (L to R) are: Standing - Peter Redpath, Donald Terry, Otis Bryan, Milo Campbell and William Noftsinger. Kneeling - W. R. Shook, R. "Lewie" Proctor and Guy Arnold.

A routine Atlantic crossing today starts with the crew receiving a briefing with regard to the enroute weather, the temperatures and winds at various cruising altitudes, a forecast for the destination (and alternate, if necessary) and other pertinent information such as what navigational aids are not available and airport conditions. The computer has the entire flight plan ready for the Captain's OK. Upon boarding the aircraft the INS is set up with the precise location (geographic coordinates) on the airport and where you want to go. The INS does the navigating and any change to a different track or destination can be easily inserted. This crew had nothing - they

THE INTERCONTINENTAL DIVISION didn't know what country (s) they were going to, or the final destination. The payload was 25,000 rounds of armor-piercing shells packed in boxes stored in the two rear compartments. The modified Strat was already extremely tail heavy with a full load and fuel with passengers it was necessary to have everybody plus extra crew as far forward as possible for the takeoff. The boxes of shells, however, remained in the rear for this flight. The takeoff was normal. At 8,000' cruise altitude an Army officer came to the cockpit and handed Otis the papers and maps - they were headed for Cairo to deliver the ammo to the British, who were then holding off Rommel's Africa Corps at El Alamein. The route was by way of the South Atlantic, along the African Gold Coast to Khartoum (Sudan). At Khratoum they had to circle while a herd of camels were chased off the field. After landing they were guided to a huge pile of 5 gallon (square) tin cans which was the fuel supply. Each can had to be poured through a large funnel with a chamois cloth for a filter by barefoot natives. According to Lewie Proctor, the wings were so hot from the blistering sun he could only stay on them for a few minutes - but it didn't bother the natives. The only engine problem on the 5,683 mile return trip was on the leg between Monrovia (Liberia) to Accra (Ghana). After takeoff there was a 5" drop in manifold pressure with one engine - it was still running smooth, and no loss of oil pressure, so they proceeded on. It was a hot day at Accra when the faulty engine was run up and a lot of carburetor alcohol (for de-icing) was mixed with the gas that helped unstick a There were no further problems with the engine. They piston ring. arrived back at DCA on March 14th, the same day the last Strat was removed from the line and converted to a C-75. This was T&WA's ICD first trip below the equator. Aboard a Navy ship such an occasion called for an elaborate ceremony with King Neptune leading the initiation - for the ICD men on their first trip south of the equator, they received a signed (by the Captain) certificate or scroll. Dick Colburn was with "Mo" Bowen on a similar trip to follow. The crew trusted the Navigator's position reports - but, just in case, about an hour out an estimated 100 mile error was taken to be north of the intended landfall. This was a standard procedure - when the west coast of Africa was in sight, you were certain to head south for the intended airport or landfall position. Atlantic crossings were always scheduled at night so as to give the Navigator a good selection of stars and moon to plot their position. Many of the flight crews credit the proficiency of these Navigators plotting a position under the worst of circumstances, or in a short time, for a successful trip that might have otherwise been a ditching at sea. I don't have the details (such as date, other crew members etc.) of what was probably the ICD's first trip across the North Atlantic in March of 1942. Otis Bryan gave me the outline for a TOPICS article (his biography) I wrote in the July 1986 issue. He was requested by General Arnold to pilot the very top brass from DCA to Prestwick. This included Generals Marshall, Eisenhower and Clark, Colonel Hoyt Rear Admiral Towers plus Presidential Advisors Averill Vandenberg, Harriman and Harry Hopkins. They ran into bad weather off the coast of Greenland and returned to Gander to await improvement. While at Gander some of the group did some skeet shooting and Bryan, an avid hunter, won high scores with 24 out of 25. "Ike" was also a novice pilot and liked to sit in the cockpit and steer the airplane.

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April 20, 1942, "Bluie West 8", Greenland. The First aircraft to land at the newly opened base. Otis Bryan (2nd from L) with crew and technicians on survey flight across North Atlantic to Prestwick, Scotland. Base Commander, Bernt Balchen (5th from L). It was 22 degrees below zero.

North of the Arctic Circle it was necessary to cover the engines with a tarp and preheat them before starting. 66

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The North-Atlantic route, from the US to Scotland or England by way of Canada or Newfoundland, Greenland and Iceland was a big hurdle to conquer, particularly in the winter months. British Airways, Pan Am, the RAF and RCAF Ferry Commands usually flew the southern route when the weather (and strong westerly winds) was at its worst. The first airfield to be established in Greenland, dubbed Bluie West 8, was located just above the Arctic Circle. Later Bluie West 1 on the southern tip and Bluie East 2, 390 miles northeast were built. The base CO was the well-known Norwegian arctic explorer and pilot, Col Bernt Balchen, who was a special assistant to the ATC on Arctic operations. The first flight to land at Bluie West 8, and the LCD's first trip north of the Arctic Circle, was on April 20. Otis Bryan was pilot with F/0's Floyd Hall and "Arky" Ainsworth, Pete Redpath, FRO Walsh and two technicians from the Navy and Lockheed. The approach and landing was routine - but they were stranded there for almost two weeks because they couldn't get a weather forecast to the east such as Iceland and Scotland. The only communications was by short wave radio and, at the time, the "Northern Lights" created so much radio static it was impossible to read or understand. "Arky" added his observation of the one "John" - a TWA-type toilet which had a sign above: "Stand closer, the next guy may be barefooted" - it was completely festooned with icicles. The second plane to land at Bluie 8 was a C-87 piloted by Lt.Col. Milt Arnold (a friend of Floyd's from Kelly Field days, later a Brig.General with ATC). The plane had not been "winterized" - the engine oil and hydraulic fluids froze. They were still there when Otis and crew departed. Landing north of the Arctic circle also had its rewards - a signed certificate acknowledging same. One crew member told how, with the concurrence of the crew, Fred Richardson once diverted to Bluie W 8 so that all aboard could receive the citation. The first few Stratoliner departures were from Washington's Bolling Field and then all operations plus ICD headquarters were located at Washington National. Maintenance occupied hangars 1 and 2, operations staff was located in the second floor of hangar 2. A contract was made with Penn Central to use the second floor of their hangar 5 for classrooms and Link Trainer space. By late-April 1942 (thru July) the ICD had its full compliment of 5 Stratoliners; total personnel had grown from 71 in January to 343 in April. There was a total of 16 ocean flights during the month. A typical example is quoted from Stan Stanton's log book (by way of son Jim): This was Stan's first trans-ocean trip and it started on April 23, along with co-Captains Howard Hall and Gene Klose, from DCA to West Palm Beach (918 miles, 5:11); the next day to Trinidad 1723 mi, 10:04); on the 25th to Belem, Brazil (1280 mi, 8:49); on the 25/26 to Natal, Brazil (987 mi, 6:59). On the 27th it was nonstop across the Atlantic to Roberts Field, Liberia (1920 mi, 12:36, 2:30 on instruments). On the 28th to Accra, Ghana (780 mi, 5:03); the 30th to Kano, Nigeria (875 mi 5:00) and Khartoum, Sudan (1633 mi, 10:59). May 1 to Cairo (1003 mi, 5:59); the 3rd to Mesopotamia (758 mi, 4:40); 4th to Karachi, India (1540 mi, 9:20) and the 5th to Aden (1673 mi, 10:46). The 6th to Khartoum (886 mi, 5:52) and on

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to Accra (2402 mi, 14:04). A three day rest before departing on 10th to Kano, (875 mi, 4:53), 11th to Khartoum and Cairo (2636 17:00) - a day off and then back to Khartoum (1003 mi, 5:38) on 13th. To date, this had been flying military brass.

Then-Lt.Colonel James Doolittle led the famous B-25 raid over Tokyo on April 18. On May 10th he started his return home from Karachi, India, aboard an ICD Strat to Khartoum. Continuing with Stanton's log at Khartoum on the 14th (with Doolittle) they flew to Kano and Accra (2508 miles, 14:35). There was a bit of excitement when they unknowingly flew through a formation of British "Spitfires". On the 16th it was to Roberts (780 miles, 4:47); that night crossing the Atlantic to Natal (1920 miles,11:14). The 17th to Belem (987 miles, 6:51), and the final day, the 18th to DCA with one stop (total 3473 miles, 20:50). FRO Earl Korf had been with Doolittle since he first boarded at Karachi and told how the famous aviator did not divulge why he was aboard or what his mission had been. However, during an engine change at Natal, rumors were already spreading among the men working on the ground that Tokyo had been bombed. A day after their arrival in DCA, President Roosevelt made the announcement. The departure point of the 16 B-25s was still a top secret referred to as "Shangri-La" (the aircraft carrier Hornet). Doolittle was promoted to Brig. General as he received the Congressional Medal of Honor. For Stan this was a 26 day trip, 32,560 miles and 136:19 hours of flying (25:25 on instruments) - the first time he had ever been out of the USA. A later flight, on June 7, with pilots Frank Niswander and Charlie Kratovil, brought home (from Karachi) some of the other survivors of the mission including Ted Lawson (who later wrote the book "Thirty Seconds Over Tokyo'). Lawson had lost a leg, but came up to the cockpit and sat in the right seat. Frank disconnected the autopilot and Ted flew the plane - he was thrilled to be piloting an airplane again, for an hour or so, while Charlie took a nap. Extended days away from home and lots of flying hours was "standard operating procedure" for the ICD crewmen. FRO Bob Middlekauff told about his first trip (Dick Hanson was Capt.) - 30 days, 227:40 flying hours; most were spent shuttling between Khartoum and Cairo. On the return trip between Accra and DCA he had three hours sleep in a two day period. Bob also added how flights going into Scotland or England were queried by the ground radio operators on CW...QTOS, which meant "how many silk stockings on board?" This was excellent bartering material. One report has that Milo Campbell practically lived in the "Navaho" as he logged 271 hours in a 30 day period. An added note by the FROs - the pilots rotated seats and could take a nap; the Navigator took a fix and then relaxed for a period; FROs were constantly on duty at their desk listening to radio reports. The Strat max weight for takeoff had been raised to 50,000 lbs. , but with the same 1100 hp per engine it was very underpowered. Quite a few of the early flights were an experiment by the Captain to prove weights up to 60,000 lbs might be acceptable. This made the takeoff critical and initial cruise altitudes were "on the deck" (if over water). A problem developed early in the operation with a rash of burned pistons described as "piston ring feathering". 68

THE INTERCONTINENTAL DIVISION The piston ring would fail which eventually overheated the piston and resulted in high oil consumption and loss of power. This often occurred away from DCA which caused a delay for repairs. At a remote base the F/E made the repairs. On board, for such a problem, each flight carried a kit which included 5 or 6 pistons with rings and spare cylinders. The problem was never completely solved, but it was minimized. Bill Hanley was hired by the ICD as an engineering pilot and he was an exceptionally good power plant technician. He devised a plan whereby the F/E kept a log of all oil added away from home base and Hanley carefully plotted each engine's oil consumption. One to two gallons an hour was normal - more than three required maintenance to examine the front spark plugs of each cylinder with a magnifying glass. Any indication that "feathering" had started required an immediate cylinder change. This procedure turned out to be a very accurate forecast of a potential problem. Although the cabin was noisy and the fuselage vibrated from nose to tail, the C-75 was a popular transport for the VIPs. There were the berths available for sleeping and portable tables could be set up for office work, maps etc. On May 23-26 Hal Blackburn (I don't know the names of other crew members) flew the entire US High Command to an important conference in London and return. These included Generals Marshall, Eisenhower and Arnold, Admirals King and Towers. To illustrate what a North Atlantic crossing was like with the C-75 reference is again made to Stan Stanten's log for a trip that began on June 12. The crew included Co-Captain "Doc" Mesker, 1st Officer Leo Wassenberg, 2nd Officer Dick Turner, Nay. George Hart, FRO C.D. Barriklow and F/E Ken Blossom. They departed on the 12th from DCA to Montreal (4:50) and then to Gander (4:25). The flight to Prestwick took 14:05. Two days later they returned via Reykjavik, Iceland (7:20), Gander (12:50) to DCA (9:10). Total time was 51:40. On June 20 the Ferry Command was officially known as the Air Transport Command, which was soon to become the world's largest airline. On June 23, Eisenhower and Gen. Mark Clark were flown to London. On the next day it was announced that "Ike" was the new Supreme Commander of the Allied Forces. Another VIP trip was flown on July 16th, by Captains Stanton and Blackburn. Their passengers included Gen. Marshall, Adm. King, Harry Hopkins and three military aides. Bob Stevens was on duty as dispatcher in early July, when his boss, Harry Goakes, told him on the QT about a special assignment - Bob was to be the Purser on a flight leaving that month. Bob's only cooking experience was boiling water, but he agreed to go. This was a round trip to Prestwick (others in the crew of 10 included Frank Niswander, Ross Weaver and Ed Carneal) to return exiled King Peter (II) of Yugoslavia and 6 other diplomats to London. The King spoke excellent English and was very patient with the service offered by the non-professional Purser. On the return trip, with about 10 passengers, the usual fuel stop was made at Reykjavik. The winds were forecast to be favorable so, with full tanks, a nonstop flight to Presque Isle (Maine) was planned. An Army Sergeant loaded the provisions - but Bob goofed and didn't notice the missing cooking and 69

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eating utensils until after they were airborne. As the flight progressed, Frank decided to stretch the leg all the way to BOS, maybe LGA, and he was doing everything to conserve fuel. Bob, with the assistance of two crew members, took it upon themselves to dump a lot of excess garbage overboard through the main cabin door. Opening the door took the plane "off the step" (slowed down, requiring a power increase), which brought out a lecture by Frank, along with a request that everybody remain in their seats since moving about the cabin could upset the delicate balance with the power settings and airspeed. As a consequence they made it all the way to DCA, a record 21 hours 16 minutes in the air! A plane load of hungry men with very tired fannies disembarked. On July 10, a major improvement was completed on a lonely piece of British real estate located in the South Atlantic region, Ascension Island. Prior to the 38th Engineers landing there on March 30, and building a runway, it was a handy place for terns (Wideawake Birds) to roost. Ascension was located 1437 miles from Natal, 1039 miles from Monrovia (Liberia) and 1362 miles from Accra. Besides being a positive check point for navigation, it was a handy alternate when a fuel stop (or mechanical problems) was required. Many an ICD trip (with a Navigator aboard) led large groups of Army planes on their way across the Atlantic to Africa via Ascension. The heavily loaded C-75 generally had to make the fuel stop eastbound as well as the short-range military planes such as the Douglas A-20. Remember the old war-time song that was a favorite when relaxing in a bar: "If you miss Ascension your wife gets a pension, so cheer up my boys, bless them all." Ascension had a radio homing beacon but it was not too reliable; it was also a favorite trick by German U Boats to send out a similar broadcast which could lead an unwary crew way off course. An added hazard was taking off at night - the "Wideawake Birds" roosting in the windward side of the runway would suddenly be in the vicinity. Since the runway at Ascension was narrow, had a decided hump in the middle, and was chopped out of a small valley between two extinct volcano peaks, night landings were tricky. Arrivals were timed for early morning daylight hours. However, this knocked out the ability to shoot a "3-star fix" for an accurate determination of position. The previous mentioned technique was used by purposely making a big error to the north, then shooting the sun until the pre-calculated angle of the sun with the horizon was reached. This was followed by a 90 degree right turn and flying until the island was in sight. An added problem was when the ocean was speckled with numerous dark objects (shadows of clouds) - they all, including Ascension, looked alike from a distance. The Douglas 4-engine C-54 was first test flown in February 1942. On August 11th, the ICD was assigned its first aircraft which was soon to be the "workhorse" for transport-type work. The original planes were the commercial version (all passenger) that were in production for American or United before the USAAF took over. The ICD was to receive 12, Pan Am 12 and one to the AF for testing. "Swede" Golien and Hal Blackburn checked each other out on the new plane. Golien and Joe Carr spent many hours devising an orderly check list.

THE INTERCONTINENTAL DIVISION Dean Phillips and "Dub" Davis were the first of the pilot group who were hired as pilots, but then trained and assigned as Navigators. This was in June 1942. Both men were later (early September 1943) However, all time spent as Navigator was subflying as Copilots. tracted from their pilot seniority date (not company date of hire). Dean's first trip as Navigator coincided with the first operational flight of ICD's C-54 (Larry Chiappino, the Capt.), shuttling troops from Sydney (Nova Scotia) to new bases in Greenland. Johnny Guy, Maintenance Foreman, told of an early gear problem with About 1:00am he received a call at home to come to the the C-54s. field as a new DC-4 that was making a test flight (a double engine change) could not get a green light on the left gear when it was in the down position. So far as the crew could tell, the left gear was stuck in the up position although it was too dark to make a visual The usual procedure was tried - making a dive and then putcheck. ting the gear handle down as one pulled up with a strong "G Force". Nothing worked. The ATC Headquarters was notified and their orders , were to have the plane fly to their Overhaul Base at Middletown, PA where a belly landing would be made with all three gears up. It was now 2am and there was enough fuel aboard to fly another 7 hours in the area and still get to Middletown (the less fuel on board, the safer the landing might be). A second C-54 was put in the air, flown by "Swede" Golien, to rendezvous with the stricken plane and make a check from directly below as to the gear status. The left gear was observed to be fully retracted and more cycling of the system was suggested. At 3:30 am another check was made by the second plane - the left gear had come down a little - keep up the cycling. A check at 4:00 am showed the gear had moved some more, the same progress on a 5:30 am check. At 6:15 am the crew radioed success - all 3 gear lights were on. The landing at DCA was routine; no brakes were used and the plane was towed to the ramp. The plane was put on jacks and with a hydraulic cart the gear was cycled numerous times. All was normal until about the 7th cycle and the left gear hung up. Further investigation was made and the problem pinpointed to a missing spring clip - this was to prevent the hydraulic line from moving outward and blocking the return port of the gear down line. All of the fleet was inspected; several planes were found with the clip missing. Once discovered, the fix was simple - replace the clip with a bolt. This is just one example of how T&WA saved one airplane from possible serious damage and probably a lot more in the ATC fleet. T&WA (including TWA today) has never had an occasion where a transocean flight has had to ditch - but every crew member has been well trained for their duties in case this happens. An important training demonstration is "ditching practice" (usually in a large plunge located near JFK) where you are abruptly dumped in the heated pool, inflate your life vest, climb aboard the life raft and tend to your duties for survival of the passengers. Johnny Guy told of an early DC-4 error so far as ditching practice from a C-54. The ICD wanted to construct a model of a C-54 cabin on the Potomac River for such crew training or practice and asked Douglas what angle to expect it to assume after the airplane stopped. Their engineers computered this to be about 15 degrees nose down - the water line would e just at 71

THE INTERCONTINENTAL DIVISION the lower part of the pilot's windshield and the main cabin door in the rear of the fuselage would be about 10' above water. For years this was the training and practice - jumping out of the rear door about 10 feet above the water. Then Pan Am had a ditching for real. Much to the surprise of everyone concerned, the C-54 floated in a perfectly level position. It was a great airplane. Starting July 9, a number of military and airline flight crews were temporarily based at Natal or Accra in order to speed up the operation by flying round-the-clock. This was supposed to be a six weeks assignment. This was during the big buildup in preparation for the invasion of French North Africa. Eastern's "MTD" (Military Transport Division), flying C-46s and C-47/53s, flew the cargo to Natal where it was transferred to the longer-range 4-engine aircraft to cross the Atlantic to Accra. At Accra the cargo was again transferred to twin- engine transports flown by Pan Am to destinations east. Three complete crews plus one reserve were assigned by the ICD for this high priority operation, reporting to Gene Klose at Natal. Orville "Ole" Olson was one of those assigned and told me he would add some of his recollections about this operation for the TOPICS. In Natal the crews were housed at the Pan Am staff house, later at the Paramarin Field. If you could take a wild taxi ride, a favorite haunt was the Wonder Bar. Natal boots were a popular purchase. In addition to a positive ID, one could not risk entering a bar without his "Short Snorter" - a roll of paper money from each country visited that was signed by fellow members (and famous passengers). The penalty for getting caught in a bar without your Short Snorter was to pay for a round of drinks for all those present (the same for the initiation fee). Accra wasn't so picturesque - standard equipment was anti-mosquito lotion, net covering your cot at night and quinine tablets to prevent malaria. Along with the Strats, the ICD operated with two C-54s in August, 5 in September and by November the full quota of 12. The number of employees increased from 826 in August to 1,421 in November. Ocean crossings averaged about 50 a month, intercontinental flights about the same. Larry Girard was on his second trip as 2nd Officer (Don Terry, Dub Davis, Nay.) on September 15 with Gen. Mark Clark and passengers in a Strat. They tried to make it nonstop Prestwick to Montreal but, after 19:48 hours in the air, had to land at Windsor Mills, Quebec, a distance of 3,085 miles. On September 24, Don made an emergency landing enroute from Prestwick to Montreal. They had gradually lost power on one engine, then all four. The F/E kept the engines running by using the primer. They landed on a soggy strip near Trois Rivieres (a RCAF Primary Training Field). Joe Carr used one of ICDs C-73s to ferry four new carburetors. Johnny Guy, head of ICD Engineering, suspected the source of the problem was the new aromatic fuels that caused the rubber seals to swell and cut off most of the fuel to the carburetor. All carburetors were reworked with new materials used in the seals. Frank Petee told about his first trip (2nd Officer) - it was also Wes Stetson's first trip as Captain and Ed VanDoren's as F/0. They blew a tail wheel tire (Strat) at Puerto Rico and a spare was not available. ICD headquarters was notified, but six days went by and 72

THE INTERCONTINENTAL DIVISION no incoming flight brought the replacement. Finally, Stetson took charge and ordered Petee to hitch a ride to Miami (Pan Am's base) and bring one back. He rode up on an Eastern-operated C-47 and returned on a Delta-operated C-46 - all the time worrying that while he was gone a spare might have been delivered and the flight depart for British Guiana without him. The flight was still waiting. F/E Harry Young told of a different tail wheel problem - going into Belem the wheel wouldn't extend by the electric motor drive. Harry went back to crank it down manually, but with the first movement of the crank the motor took over and left him hanging on the crank for dear life. He could rear back and stop it from turning but he could not get it loose from the drive. He didn't dare let go for fear the crank would tear up the tail section. The wheel was finally lowered and he returned to the cockpit. The F/O said "Boy, you sure got that wheel down in a hurry." - Harry simply pointed to the landing gear switch which was in the down position (not to be down for the mechanical extension). Jack Rouge was F/E on a flight crossing the South Atlantic when one engine had a multiple cylinder failure. They diverted to Ascension. No spare parts were available, but Jack learned from an AF sergeant there was a bunch of failed engines in a military scrap pile. The entire crew was suffering from an acute case of the "GIs", but they all pitched in to remove and replace the faulty cylinders with ones from the junked engine. The engine run up seemed normal but, just in case, the cargo was removed and a local test hop was made. The cargo was again loaded and they proceeded on to Accra. On November 4, Joe Carr was flying his final line check on the C-75 with Alton Parker. They were returning to DCA from Prestwick with US Ambassador (to England) Winant. They were so overloaded at the time the highest Joe could maintain was 2,000' - not enough altitude to fly over Ireland. This required a detour around the island. Parker added to Joe's problem by making frequent visits to the rear cabin; this required full power to keep the plane level. They kept churning along on instruments, not daring to go any higher because the freezing level was just above them. Strict radio silence was in effect so there was no warning of any change in the winds from the original forecast. Joe finally spotted a clear area where he could make a spiraling climb to on-top so the Navigator, Mary Chrisman, could snap a quick 3-star fix and plot their position on the "HOWGOZ-IT" chart. They were out of fuel range for Gander and Joe made the decision to return to Prestwick. This was, by then, also a fuel problem and when Joe saw the lights of a runway ahead - he landed! This was a RAF field at Dunbury, 20 miles from Prestwick. Enough fuel was added to get to Prestwick where they waited two days for the strong headwinds to abate, and then continued on to DCA with the Ambassador. Joe passed his check ride. On November 1, employees now totaled 1,421, and there were 82 ocean crossings that month plus 82 intercontinental flights. The ICD was assigned three C-87s; this brought the fleet total to twenty 4 engine aircraft. Actually, these were B-24s which were stripped down to carry cargo. The former Eagle Nest instructors were well acquainted with the B-24/C-87 and no checking out was necessary. The airplane had one advantage in that, with the turbo-supercharger, it

THE INTERCONTINENTAL DIVISION had the power to fly at high altitudes with a heavy load. Ten days later the three planes had an important assignment, to transport a load of spare parts to several B-25 groups that had been severely mauled while helping to stop Rommel's advance on Alexandria. Hal Blackburn flew all 3 crews to West Palm Beach to pick up the C-87s. They were all loaded, fueled and ready to go. Enroute he gave the crews a briefing on the C-87s, the intended route etc. Joe Carr led the loose formation of 3 planes which departed West Palm Beach with the minimum of time - it was an immediate transfer from the incoming plane to the 3 planes ready to go, start the engines and get on the way. The F/Os, and other crew members new to the C-87, learned about the airplane after they were airborne. Joe recalls part of the crew were: Dar Kindred, Roy Brister, Charlie Strickler and FRO Bill "Sailor Boy" Davis. Going into Kano, Davis goofed and neglected to reel in the trailing antenna and it almost clobbered several men (natives) working on the runway extension. The base CO gave him a severe reprimand, which must have soaked in, as he kept muttering to himself for the remainder of the trip: "He would have fired any stupid jerk who pulled the same stunt". As a sequel - "Sailor Boy" later became an expert on airline safety procedures. After dropping off the cargo the three C-87s were ferried (empty) back to Accra where they supplemented the five C-75s on the South Atlantic shuttle. Gene Klose, now based at Accra, was in charge of this operation. Flying either the North or South Atlantic had its risks so far as being shot at by a German submarine or aircraft, or even an allied ship convoy and its escort of warships or planes. A convoy, when sighted, was given a wide detour. One such encounter was relayed by FRO Harry Stitzel, who was brand new to the operation and getting a check by Chuck Glover on a Stratoliner trip from Rykjavik to Gander on November 12. Stan Stanton, the Captain, was back in the "John" and F/0 Randy Churchill was flying the plane. They were cruising at 1,000' to stay clear of turbulence (a load of GIs in the cabin). Suddenly there was a flash from a burst of anti-aircraft fire and instantly Randy made a 90 degree bank and applied full power to get the hell out of the area. At the same instant there was a loud bang - Stitzel thought "they were going down". Stan was quickly back in the cockpit and a check was made to see if the trailing antenna made the explosive noise. It hadn't. Everything seemed normal, so they proceeded to Gander. A later check The "Cherokee" almost lost its tail when it came too close in the tail area showed to a U.S. Navy ship in the North Atlantic - 200 flak holes. numerous flak holes, some near the "John".

THE INTERCONTINENTAL DIVISION Gander was five hours away and through some lousy weather. On the ground a visual inspection and temporary repairs were made. The aircraft "checked OK on the ground" and proceeded to DCA. A further check was made and it was discovered that one of the flight control cables was being held together by only one strand of wire. This was overlooked at Gander as it was lying in the groove of a pulley. A notation in Stan's log said there were over 200 flak holes in the rear of the fuselage. In late November a Strat was sent to Chungking to bring back Madame Chiang Kai-Shek to Washington. She was seeking medical aid as well as more military aid for China. Earl Korf was the FRO and told how the flight was routine as far as Natal, but the leg to Trinidad was a cloud-covered night that made navigating by star fixes impossible so their exact position was always in doubt. Adding to the problems was a rough engine which finally had to be shut down. The nearest field was Zandary (Georgetown, BWI) and Earl had a problem getting word through for them to turn on their radio beacon. Other radio stations, such as Ascension and Meeks (Iceland), finally were able to relay the urgent messages. About 20 minutes out, and on the descent, a second engine had to be shut down when it lost all of its oil. They spent the next day at Zandary. On the 26th, Stan Stanton and crew ferried a C-54 to West Palm Beach with spare parts and returned the next day with the "Apache". A side light: prior to this flight the Generalissimo and Madame were flown to Cairo (not an ICD flight) and were very miffed that the ATC scheduled a twin-engine aircraft. The Madame must have been impressed with the two engine out landing as she requested the same crew on her return to China six months later. The ICD lost two aircraft in late 1942, the first was (November 17) a C-73 (a former United Boeing 247) used for training that overshot landing at Pittsburgh's Allegheny Airport and went over an embankment. The aircraft was destroyed. This was a navigation training flight where instructor H. Jobe had four students (A. N. Gear, R.C. Gordon, J.M. Kane and D.A. Stuart) working. The plane was equipped with two astrodomes and fours desks for the students. Jobe was the only casualty with a back injury. Rupert Clark and Gerard Hoeflich were the pilots. The other accident was one that was predicted to happen sometime - a B-24/C-87 exploding due to a gas leak or fumes in the bomb bay or cabin area. This was a C-87 trip on December 10th somewhere near Ascension with the crew of Nick Wasil, F/O John Schultz, F/E A.M. Brown, FRO Bob Dowker and Navigator H.R. Rupenthal (brother of Karl). Also aboard were five ICD mechanics. FRO Dowker, a 19 year old college student, was working his first trip. No trace of the aircraft or crew was ever found so the "probable cause" is conjecture. It may have been shot down, but the C-87 had a notorious reputation for leaking gas into the bomb bay area where electrical equipment was also located. No smoking was allowed by the crew or passengers on a C-87. How did Winston Churchill, with his famous cigar, have a relaxing flight on his LB-30? This particular airplane (41-11707) had a history of gas leaks that could not be detected on the ground. According to Johnny Guy, the most dangerous situation was during transfer of gas as all of the lines, valves and electric pumps were located in the center

THE INTERCONTINENTAL DIVISION section and ceiling of the cabin. If, whoever was making the transfer made a mistake, or it was during turbulent conditions, there could be a spray of volatile gas or fumes creating the hazard. At the end of the year 1942 the ICD had grown from a fleet of one Stratoliner to twenty aircraft, from 71 employees to 1,563 - which was a sizable airline in itself. These included: 622 in Flight Ops (about 225 pilots), 693 in Maintenance; 54 in Engineering and the Operational remaining in Personnel, Accounting and Procurement. miles totaled 2,449,320 and hours 15,119:45, with 466 ocean flights and 483 intercontinental. T&WA's first year of operations with the Air Transport Command was a major contribution to the all-out war effort. Flights were flown south of the Equator and north of the Arctic Circle, over uncharted jungles and large deserts to bring troops or supplies to the fighting forces and returned with the wounded or vital materials. Much of the success with this pioneering-type operation was the input by the flight crews. After each flight there was a debriefing (not the usual cocktail hour) where each crew member's observations and suggestions were received - which might help the next crew or the entire operation. It worked. TO BE CONTINUED

The photo below of a Northrop 'Gamma ' parked on the steps of the EWR Administration building, with a group of curious onlookers, might look like a publicity shot. However, this was an incident that came close to a serious ground accident in late 1938 involving T&WA's Gamma 2-D dubbed "Overweather Experimental Laboratory". This was flown by "Tommy" Tomlinson for T&WA's research into high altitude flying which led to ordering the pressurized Boeing Stratoliner. The scenario for the incident was: Two Army AF technicians were making a ground runup check of the Curtiss propeller with the engine cowling removed. The brakes were set. The wheels chocked and mechanic Jack Miller (TARPA member) plugged in the portable battery cart for starting the engine. About this time Aircraft Inspector Fred Entrekin was driving a tractor towing a DC-2 (tail first) from the hangar to the terminal area. He had the choice of going in front or behind the parked Gamma - he went behind. When the engine was idling, Jack unplugged the cart and was wheeling it by the side of the hangar, out of view of the Gamma, when he suddenly heard the roar of the engine with full power and a few seconds later the sound of the crash. Apparently one of the technicians had touched the peddles, releasing the brakes, the plane then jumped the chocks and sped about 200' to the steps. Fortunately, there was nobody in the path of the plane, including Fred or the DC-2. It was the usual T&WA procedure in those days to immediately paint over (or cover) the company logo or identification (adverse publicity) - in this case directly below the cockpit. According to Jack, the Army would not permit T&WA personnel to examine the plane. This photo was printed in a recent "Newsletter" published by the American Aviation Historical society with an appeal by Gerald Balzer for help identifying the situation etc. Former EWR-based mechanic Milt Getker saw the photo. He contacted Fred and wrote a good story for the following issue of the Newsletter. I followed this by talking with Jack, who was also near the scene at the time. Gerald cooperated with a copy of the picture for the "Topics". The Gamma was later sold to the Texas (oil) company of NY, who used it for testing oil temperature and flowage. In October 1942 it was sold to the US government and was finally scrapped in September of 1943 at Kelly Field. (submitted by Ed Betts)

RECALLING THE SUMMER OF '42 - TWA-ICD-ATC Orville (Ole) Olson Most of my experiences on the TWA Intercontinental Division during the 1942-1946 war years were routine - always interesting, sometimes exciting, never boring. Only a few trips were more permanently etched on my memory. This first expedition to the South Atlantic was one of them, a part of the learning experience during ICD's first few months. We departed Washington's Bolling Field on July 9, 1942. Two full crews were on board. Captain Gene Klose and his crew had gone on ahead to Natal, Brazil. Crew members would be switched around later, as rest periods and occasional stomach disorders required. This TWA contribution to the war effort, under a contract with the U. S. Air Transport Command, was to provide a shuttle of critical war materials to North Africa, where the British and the Germans were then engaged in the great desert battle, led by Montgomery and Rommel. Three TWA Boeing 307's, 4-engine Stratoliners - all in dull green camouflage - were assigned by TWA to the air lift. At long-range cruise power the 307 was capable of 140-150 MPH, burning about 160 GPH. With a heavy load it was a struggle to reach 4000 feet - and then have to step-climb with fuel burn-off. From Washington, we made stops at West Palm Beach; Borinquen Field in Puerto Rico; Trinidad; and Belem, Brazil, on our way to Natal on the eastern tip of Brazil, which would be our home-away-from-home for the next several weeks. Our first ocean crossing to Africa, on July 13, was from Natal to Roberts Field in Monrovia, Liberia T ( 1930 miles - 11:55). he next day it was on to Accra, in a British colony called the Gold Coast, which is now Ghana (700 miles - 5:15). On July 16 and 17, we returned to Natal over the same route. On July 19 we made our first flight from Natal to Ascension Island, a 34-s q uare-mile dot (.) on the map and made entirely of volcanic lava rock. It protrudes out of the ocean up to 2000 feet at one point; had then a population of about 2500, and is home to thousands of sea terns and booby birds. Our U. S. Army Engineers had recently blasted and chiseled a 5000' runway, shoreline to shoreline, across the island from east to west, and with a very noticeable hump in the middle. Ascension is 1450 miles from Natal and 1350 miles from Accra. On the next day, July 20, we went on to Accra.

-2Our next trip, on the 22nd, from Accra back to Ascension, developed into something more memorable. t The crew was headed by Cap ain Randolph Churchill, a former Canadian Colonial Airline pilot. Hal Sherwood was our First Officer; Dave Reynolds, the Navigator; Jimmy Combs, the Flight Engineer; and John Lane, the Radio Operator. I was the Second Officer. In the order of thing s, we were responsible for some of the paper work and the load manifests, as well as t he coffee and meal service. But we did get into the right seat during rest periods and even made a landing now and then. And, of course, we were given full authority over the "honey buckets". Takeoff from Accra, when headed for Ascension, was always about midnight. This timing would provide celestial navigation information during the night and sunline positions after sunrise, and, we hoped, put us within range of the under-powered Ascension ADF. The 4-legged A-and-N-type radio range had not yet been installed at the island - and radar was years away. The course from Accra to Ascension would be about Having little or no payload for the 230 degrees. westbound trip, we had taken on a full fuel load of 2400 gallons. The flight, was routine until shortly after sunrise, when a serious discussion began between the Captain and the Navigator regarding our location. Churchill apparently had a strong feeling that we had passed by the island and were headed out into the broad - and deep - South Atlantic. Reynolds, who had checked and rechecked his sunline readings, was just as positive that we were still northeast, approximately 100 miles, and on course. Captain Churchill elected to reverse course. After heading back northeast for what was probably two hours or more, with no sighting or radio contact, the only choice was to head for the nearest part of the Africa coastline, about 100 miles west of Accra. We made landfall after several hours and followed the beaches back to Accra. Flight Engineer Combs obviously did an expert job of "leaning the engines" to save fuel. We landed after 16 hours in the air and with about 100 gallons of fuel in the tanks. We were scheduled back to Ascension again the next night. This time, however, we had some payload aboard - and a dead-heading Pan American crew. The fuel load was reduced accordingly, as I remember, to 1900 gallons. We were airborne again at midnight, and all went well until soon after sunrise, that is. 81

-3Churchill and Reynolds became engaged again in the question of our exact position. We were flying above a broken layer of cumulus clouds and had no distant view of the sea's surface. Churchill, apparently, was concerned again that we had passed by the island. Our radio operator was in contact with Ascension. He learned that. Captain Gene Klose, who was on the island with a mechanical delay on his 307, was already standing by for our arrival. Churchill requested that Klose be informed of our predicament and asked to come on the radio and provide assistance. A short time later, Klose called us and advised that he was on a ship anchored in the Ascension harbor and with a loop antenna would be able to track us as we transmitted a continuous signal. From our 230-degree heading we were told to fly a 180-degree course. The south course was held for about. 30 minutes as we were tracked by the old and uncertain "null" method. Klose then informed Churchill that we were southeast of the island and that a heading of "296" would bring us in. I was sitting on the cockpit floor behind the pedestal through all of this, cranking the ADF selector back and forth over the 501kc frequency of the island's ADF (Automatic Direction Finder to the uninitiated). "There it is!" was heard several times as some of the dark cloud shadows seemed to imitate what we were all looking for. The ADF needle finally stopped searching and pointed straight ahead from its face-up position on the back of the pedestal. What we could soon make out ahead was not a shadow, but very solid and with its one prominent peak extending up to the clouds. We spent an extra day at Ascension while Combs and a few Air Force mechanics got #3 running again after a piston and cylinder change. It should be said that most, if not, all, of the ICD Flight Engineers came from the ranks of TWA mechanics. When breakdowns such as this happened in some of ICD's far-away places, they proved themselves as expert quick-fixers. We continued to shuttle through Ascension to Accra and back to Natal until August 29th. We had made 15 full crossings and one turn-around. We left Natal on the 30th and arrived back in Washington on September 1st. In 53 days my log book had been fattened by 326 hours and 45 minutes. But a sad note was still to be added. Shortly after our return on that flight with Captain Cliff Currier, he committed suicide. The strain of the South Atlantic operation, which had some aspects of a barn-storming venture, must have been a debilitating drain, both physically and mentally, on some of the older (and more serious-minded) Captains. Captain Churchill 82

-4left ICD sometime not long after our return. I see him again. I believe Jimmy Combs returned job as a TWA mechanic in Kansas City.

did not to his old

Dave Reynolds lost his life in one of several unfortunate and fatal accidents during ICD's next 32 years. Captain Bob Forsblade, who, like Currier, had been a Mid-Continent Airline pilot before the war, came from his home in Florida to the ICD reunion in Las Vegas in 1977. He was still in good health and the same easygoing and likeable guy we knew in 1942. If he's still around, I hope we'll see him in Orlando when we have our 50th anniversary ICD reunion on May 21 and 22. Yes, the "Summer of '42" was an unforgettable adventure and a lasting memory.

August 1942 Accra Gold Coast, Africa Taken in typical studio. Back row: Left to right; G.R. (FITZ) FITZPATRICK, FLIGHT ENGINEER Unknown black beauty and suckling ORVILLE (OLE) OLSON JACKSON OLU - our guide Front row; DAVE REYNOLDS, NAVIGATOR JOHN LANE, RADIO OPERATOR Ole says, "I had to quit wearing the short pants - the boys thought I was a local boy. Ha! [Ole, we can't figure out who that baby resembles, ha ha!]

SECRET

Interoontinental Division of TRANSCONTINENTAL

& WESTERN AIR, INC.

July 7, 1942 Information Letter for Crew Members on Flight #30 and for Reserve Crew THIS IS NOT AN OPERATIONS ORDER Flight #30 is set up to depart from Washington, D.C. on Thursday, July 9 with the following crew: Captain First Officer Second Officer Navigator Flight Engineer Radio Operator Flight Purser

C. R. 0, D. Q. I. A.

L. O. R. E. R. D. A.

Currier Forsblade Olson Reynolds Fitzpatrick Lane Sanchez

Mr. Sanchez is assigned subject to the procurement of his passport and the proper visas. Mr. Duensing is instructed to utilize every possible means to assure the departure of Mr . Sanchez. Army plans 1, Registration #N19909 will be used for this flight. The departure hour from National Airport is set at 8:00 a.m.,, after which the plane will proceed to Bolling Field, where passengers and crew will be loaded. Departure from Bolling Field is scheduled for 10100 a.m. The flight will be made via the Southern route and will be assigned to trans-oceanic ferry service for a period of approximately 6 weeks. Both regular crew, and reserve crew members listed hereafter, should prepare themselves accordingly with respect to personal equipment. The crew listed above will report at the National Airport not later than 7:00 a.m. on Thursday, July 9. In addition to the regular assigned crew, the following flight personnel are assigned as the reserve crew for Flight #30. Captain First Officer Second Officer Navigator Flight Engineer Radio Operator

R. E. Churchill H. W. Sherwood R. 0. Allman Vincent Boslet J. B. Combs C. W. Meng

The reserve crew will arrange to arrive in New Tort City not later than Thursday evening, July 9th, purchasing rail transportation from their individual travel advances. The original of attached Tax Exemption Certificate and authorisations to travel should be presented to the

Intercontinental Division

SECRET

of TRANSCONTINENTAL & WESTERN AIR, INC . July 7, 1942 OPERATINSD#30

Un der the provisions of Contrast #DAW-535-ae .as 1062 the following personnel are assigned as crew to conduit Flight #30 of the Intercontinental Division of TWA , Inc. from Washington, D.C.: Captain First Oficer Second Officer Navigator Flight En gineer Radio Operator Flight Purser

O. R. 0. D. G. J, A.

I. C. R. K. R. D. A.

Currier Forsb1ade Olson Reynolds Fitspatrick Lane Sanches

The foregoing personnel are to report to Captain R. O. Klose at A.F.F.C. headquarte rs, Natal for scheduling as one of three crows assigned to operate a trans-ooeanie ferrying service directed by the Air Forces Ferrying Command.

3â&#x20AC;˘

Using g Army Boeing #1, Registration #N 199O9, the flight will de-part from National Airport, Wash ington, D. C. at 8:00 a.m. on Thursday, July 9th. With the crew and crew's baggage loaded, the flight will proceed immediately to Bolling Field, where Captain Currier will contact the Commanding Officer of the Air Forest Ferrying Command for any additional instruction s or secret information he should receive.

After loading passengers and cargos prescribed by the Air Forces Ferrying Command, the flight will depart from Belling Field at 10:00 a.m. on Thursday, July 9, 1942.

This flight will proceed under the secret orders issued to Captain Currier by the Air Forces Ferrying Command . yordefthOpaionsMger B

8uperintandent of Flying

*** The Daily Breeze Thursday, November 7, 1991

South Bay yesterday

Film actress Pat Hall starts up a 1929 Ford Tri-motor airplane during a July 1949 ceremony at Los Angeles International Airport. The event commemorated the 20th anniversary of coast-to-coast air ser -

PMOTO COURTESY OF THE LOS ANGELES DEPARTMENT OF AIRPORTS vice. After Hail helped start the plane, the Ford raced a new TWA Constellation from LAX to the East Coast. The Constellation reached New York before the Ford reached Clovis, N.M.

Jim Ottman says a friend in California sent him this.

Ed Hall made some queries of retired pilots on other lines in regard to their retirement plans and sent us this file which he thought might be of interest. I find it most interesting. Ed said note that the Western plan was a voluntary termination and the Braniff a forced one account bankruptcy. He said in explaining it to Barbara the various options of a "B" plan termination, he found the files more of a help than his verbal explanation. And he goes on to say, "Hope all is well with you and my very best to you and Betty during the holidays and for many years to come. [I know the suspense to us all concerning our "B" plan is almost unbearable especially when our fate lies in others hands] Editor

Dear Ed; Fred Wahl has requested that I answer your letter of Dec. 18th, in regards to your evaluation of your B Plan. You may remember that I gave a brief description of our B Plan termination at the RAPA Convention on Nov 29th. In review- when our B Plan was terminated, we were given five options in withdrawing our individual account balances from the Plan. I- Lump Sum 2- Installment payments over a specified period of time 3- Fixed monthly payments with Death Benefit 4- Fixed monthly payments without Death Ben. 5- Variable amount annuity without Death Ben. The termination of our B Plan came under the scrutiny of the IRS and was also subject to certain Treasury Regulations. Due to the 1act that our retirees had been receiving payments from the Plan in prior years, a lump sum withdrawal in 1984 would not permit favorable capital gains or 10 year forward averaging tax treatment. ALPA and company tax research, plus Private Letter Rulings supported this contention. Even though the lump sum was treated as ordinary income for 1984, 22 of our retirees elected this option, and I assume they were able to adjust their tax liability in some manner. The remainder of our retirees chose the other 4 options, and tax is with-held (optional) as payments are received. To answer your questions per your outline#1- We did have the lump sum option #2- Twenty-two elected to take the lump sum #3- All retirees had the same options. The chief benefit was in removing control of the individual account balances from the company. The resulting payments from the annuity option increased from 20 to 70%. #4- The lump sum was the result of Plan Termination and had the end result of removing the retirees from the B Plan entirely. #5- I understand Western's active pilots have only two B Plan options under their present contract. A lump sum or installment payments over a certain period of time. I hope I've been of solBe help. Don P.O. Box 45294 â&#x20AC;˘ Los Angeles, California 90045 RETIRED PILOTS OF WESTERN AIRLINES 87

McDougal

Presidnt

627 Pinehurst Ave. Placentia, Calif. 92670 January 23, 1985 Capt. Ed Hall 23 David Drive RT 12 Ft. Myers, Florida 33908 Dear Ed; It's going to be difficult to answer your letter of Jan 18. We just might be talking apples and oranges when comparing Western' B Plan Termination with that of your group planning to terminate your B Plan with TWA. Keep'in mind that I'm not a tax man or an insurance man, but will try to give you an idea of what transpired with us. Western approached our MEC with their proposal to terminate both our A Plan and B Plan. The reason- they needed money. The financial gymnastics were quite complicated but they ended up with 37 million dollars. To do this, the company had to replace the old A and B Plans with brand new C and D Plans for the active pilots. They also had to guarantee that the retired pilots would have no dilution of benefits, and this also came to pass. Actually, our group was not privy to the negotiations so I can't give you the details. But with thoughts of the Braniff situation fresh in our minds, we were happy to have the opportunity to transfer our B Plan funds into an insurance company annuity. Terminating the A and B Plan was not all that simple. The company had to follow ERISA guidelines and also had to abide by IRS restrictions. We also had Private Letter Rulings that vetoed any favorable tax treatment such as 10 year forward averaging. Nor could we roll-over into an IRA due to our being retired over a year and already receiving benefits from the Plan. I've enclosed an article from the Feb, 1983 ALPA Magazine that might enlighten or confuse you further. On March 19, 1984, we had the choice of 5 options of payments, which, when implemented, would be the final step in "spinning us off' from the Company's pension plan. From our group- 22 chose #1- Lump sum payment 8#-2Installment payments over a specified period of time 87 #3- Fixed monthly annuity (Prudential) for life with a Death Benefit for a beneficiary 27 #4- Fixed monthly annuity(Prudential) without a Death Benefit. This paid a little more 10 #5- Variable monthly payment similar to what we had under the previous B Plan. We did not provide tax counseling to anybody but strongly encouraged it. To comply with all the rules, Western ( Plan Administrator) had to order Harris Bank of Chicago ( Trustee) to transfer the money to Prudential. This had to be done so we couldn't get our hot hands on the money and blow the deal. On May 1, 1984, we received our first payments and I believe the majority of the group are happy with the end result. In over what my case, my monthly payments increased about 70% 88

my monthly payments were under the original B Plan. I retired in Feb, 1979. For the 22 that chose the Lump Sum, their pay-off was subject to tax as ordinary income, deferred wages, or whatever you want to call it. An interesting thought is that the Pension Benefit Guarantee Corp. considers the A Plan as being protected in the event a company goes belly-up. But the B Plan is considered an investment club and not protected. However, the IRS has their own interpretation and the others in our group that chose the other 4 options, pay taxes as we receive our monthly payments. I noticed in your letter of Dec 18, to Fred Wahl, and also in your letter of Jan 18, that your questions are all directed toward info on the lump sum. No, we didn't have that option when we retired. Like I said, maybe we're still comparing apples and oranges. But whatever you do, make sure each retiree gets some good tax advice for his own individual situation before making a decision. I'd like to hear what you finally decide to do. I hope I've been of some help.. Regards, Don McDougall* (*Retired pilot, Western Airlines)

"Whenever I feel lonely I spread the word that I'm making out a new will."

Advertisers appearing herein are helping make aviation safe for humanity. They should be patronized.

T H E Albert C. Anderson Jack B. Asire Thomas E. Beck Justin j. Becker John N. Borges Gordon L. Brion Clifford A. Bruce Richard R. Colburn Frank H. Corwin William E. Crickman Carl T. Dowling Robert G. Flett C. Robert Friday A.Eddie Fritts Roy T. Gentry Clayton S.Graves H. Scott Gregg Edward A. Hall Floyd D.Hall Oliver Hallberg James W. Hammonds Raymond A. Hansen

1992

EAGLES

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These TARPA Members have celebrated their 75th Birthday during 1991 and joined the ranks of EAGLE as of January 1,1992. All of us congratulate you and wish you many more years on the mailing list. Respectfully

Di An elderly man was found sitting on the park bench. Tears streamed from his eyes and his body shook with great sobs. He was asked if he needed help - if something could be done for him. "I'm 85 and married to the most beautiful 20-year-old woman in the world," he says. "And she loves me with all her heart. When I am with her I feel like a young man again. He was told there couldn't be anything wrong with that to make him cry. "But that isn't all," the man says through his weeping. "She's not only beautiful, she's rich. She has millions of dollars. There's the town house, the country home, the maids and butlers." It appeared that the old gentleman, who was really in an eviable position, had somehow gone off his rocker. "And that isn't all," he cried. "She's not only perfect, but she grants me my every whim, no matter what it is." "You still haven't told me anything that would cause any normal man to carry on like this," said the sympathetic bystander. "That's what you think," the old man says. "I forgot my address?"

NEW MEMBERS and SUBSCRIBERS--WELCOME 01-04-1992

(R) BARRON, ROBERT D. FIE LOIS 315 N.WYCLIFF AVE SAN PEDRO CA 90732-2737 310-833-1594

(R)CACACE, CYRIL R. 'CY' CAPT (MINNIE) 268 LAKESHORE RD. #100 BOULDER CITY NV 89005 702-294-0345

(R) ERICKSEN, NEIL L. CAP! (PAT) 381 VERMONT AVE. BERKELY CA 94707 510-526-8521

(A) EVERLY, JOHN D. CAPT (CAROLE) 937 THUNDERHEAD DR. ST.LOUIS MO 63138 314-869-7836

(S) FRIEDRICH, GEORGE N. (GERALDINE) 413 JEANETTE dR. ORMOND BEACH FL 32174 904-673-0752

(S)JANSSEN, WILLIAM J. MR. AGNES 109 POWELL AVE. ROCKVILLE CENTRE NY 11570 516-164-3551

(R} PARSLEY, G.R. FIE P.O.BOX 116 MARIETTA OK 73448 405-216-2392

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(R) TIERNEY, RON C. CAPT 1000 UNION ST., APT404 SAN FRANCISCO CA 94133 415-771-2772

(R) VINCENT, G.S. CAPT 623 RIDGE ROAD TIBURON CA 94920 415-435-2591

(R) Linck, Leo E. Capt. Rt. 5 Box 136 Hiawatha, KS 66434 913 647 3550

(R) Brawn, Howard Capt. 470 North Shore Drive St. Charles, MO 63301 314 258 3026

SCHNEBELT, EUGENE L. CAPT JANE 2572 CUMBERLAND TER. CLEARWATER FL 34621 813-789-1278

. A.T. - This might get to you before you write your "Editor's Desk" so I'll stick it in the mail. The TOPICS issues are looking good - only the pictures are a bit fuzzy. We are all indebted to you for a big job well done...... Ole Olson

"And so 1,000 doctors say if they were stranded on an island, without any lawyers, they wouldn't need any aspirin!"

Nothing is so upsetting to a woman as to have company drop in unexpectedly to see the house looking as it usually does.

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AMUNDSEN, DAVID A. CAPT. (SHARON) 8811 N.E. 15th PLACE BELLEVUE, WA 98004 206-455-3452 FAX206-454-2110

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ANDERSON, DONALD K. F/E BILLIE 10540 E.APACHE TRL,CHEROKEE VILLAGE APACHE JUNCTION AZ 85220 (JAN 1-APR 1)

(R) ANDERSON, DONALD K. F/E (BILLIE J.) 207 N.W. 43rd ST. KANSAS CITY, MO 64116 (APR 1-JAN 1) 816-452-3402

(R) ANDERSON, THOMAS N. CAPT. (V.CONVERSE 23 GRANADA DR, SUNRISE C.G. RANCHO MIRAGE CA 92270 619-321-4558

(R) BROWN,Jr., WILLIAM CAPT. 19 BARRY AVE. RIDGEFIELD, CT 06871 203-438-4364

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(R) CONWAY, RICHARD E. CAPT (ANNEMARIE) 14041 DESERT BUTTE DR. TUCSON AZ 85131 (NOV-APR) 602-825-1478

(R) CONWAY, RICHARD E. CAPT. (ANNEMARIE) 69320 E. ROLLING GREEN CT. P.O. B0X 953 WELCHES, OR 97067-0953 (MAY-OCT) 503-622-3686

(R) EVANS, Jr., FLOYD L. CAPT. (DIANA) 191 LOCKTOWN-FLEMINGTON ROAD FLEMINGTON, NJ 08822-9551 201-182-3000

(R) FAUSETT., NORMAN L. CAPT. RYE 2, B0X 145-A HALFWAY, NO 65663 417-467-2197

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GILGIN, FRANK J. F/E (PATRICIA- ' TRISH ' ) WINGDALE FARM 20093 EVANS RD. TONGANOIIE, KS 66086 913-845-3283

(R) GRISAMER, WILLIAM H. 'HAL' CAPT. 67 CHAMPIONS BLVD ROGERS AR 12156-9568 501-855-1443

CAPIN, GUY E. CAPT. 4446 CROSSJACK CT.12-A FORT METERS, FL 33919 813-481-6924

(R) GREENE, ABBOTT O. CAP! P.0.BOX 313 EVERGLADES CITY FL 33929

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(R) HORTON , CHARLES B. CAPT. P.O. B01 397 OWLS HEAD ME 04854 207-596-0686

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(SYLVIA)

(R) LAMER, DON NAY. (JAN) 405 HWY A-1-A, UNIT 352 SATELLITE BEACH FL 32937 407-717-4159

(R) LENGEL, ROGER CAPT. (CONNIE) 455 CLIFF ST. , HONESDALPA 18431 117-253-5165

(H) MAGDEN, JANICE MRS. (JOHN) P.0.801 16 ASOTINE, WA 99402-0116

(R) MEAGHER, JAMES F. CAPT. (PATRICIA - 'PATTI') 25436 DAY LILT DRIVE MURRIETA, CA 92563 114-611-1742

ADDRESS CHANGES & CORRECTIONS 01-04-1992 -----------------------------------------------------------------------------------------------------------------------------------

(E) NOLAND, RAY A. CAPT. (DESSIE) 1224 HORIZON LANE MEDFORD, OR 97584 503-770-1657

(E) PRETSCH, ERNEST CAPT. (MARY) 4260 VILLAGE DR. KISSIMMEE FL 34746-6462 407-847-6113

(A) RIEBELING , HERBERT A. CAPT (MADELINK) P.0.80! 4548 INCLINE VILLAGE IV 89450 (NOV 15-MAR 30) 702-831-6998

(R) RUHE, HERMAN J. 'SKIP' CAPT. 40741 VISTA MURRIETA DR. MURRIETA CA 92562 714-698-5120

(R) SEARLE, GEORGE B. CAPT. (EDNA) 12000 NO.90TH ST..APT 82076 SCOTTSDALE AZ 85260-8604 602-451-2372

(R) SHIELDS, JOHN A. CAPT. (ROSE) 2809 FLORIDA BLVD. DELRAY BEACH FL 33483 401-272-2596

(R) STUMPY, FRANCIS D. 'FRANK' CAPT. (HILARY) 1235 LANCE DR. TWIN LAKES, NI 53181 414-817-2859

(R) TEOMMEY, WILLARD L. "BILL' CAPT. B0X 155 LINCOLNVILLE ME 04849 207-236-6683

(R) .WHEELER, Jr., CHARLES F. F/O (JOYCE) 9808 NEST 103RD TERRACE OVERLAID PARK, KS 66212 913-599-0061

(R) WILLIAMS, J.G. CAPT. P.0.BOX -2353. DARIEN CT 06820 603-463-8935

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(KATHARYN)

(R) WOLF, LAURENCE M. 'LARRY' CAPT. (JO ANN) P.O.BOX 2364 FLORENCE, OR 91439-8152

Just heard on the news that a reporter checked on the automobiles in the White House staff parking lot and, of the 60 vehicles, 39 were foreign made! The United States Department of Agriculture reported that the nation's exports of corn and other feed grains were down 25% in 1991 compared to 1990. Wheat exports remained firm at around 27 million tonnes, but that is still 10 million tonnes less than in 1989.

RETIRED AIRLINE PILOTS ASSOCIATION There is some question about dues. We, through TARPA paying its dues, are members, however, if you wish to receive their newsletter you may send $15.00 to Capt. Joe Buskirk, RAPA Treasurer, P.O. Box 3961, Bellevue, WA 98009. Former RAPA President, Brooks Johnston, is editor and it is very informative and interesting. RAPA has a good rapport with ALPA and is doing a lot of fine work representing our interests in all areas.