1992.08.TARPA_TOPICS

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. BE TTS Lomas 960 Las 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. Phone 8 Belleview Blvd. Apt. 207, Belleair, FL 34616 FIRST VICE PRESIDENT DAVID M. DAVIES 233 S.E. Rogue River Hwy. # 181, Grants Pass, OR 97527 SECOND VICE PRESIDENT ROBERT C. SHERMAN 1201 Phelps Ave., San Jose, CA 95117-2941 SECRETARY/TREASURER RICHARD M. GUILLAN 1852 Barnstable Rd., Clemmons, NC 27012 SENIOR DIRECTOR A.T. HUMBLES Rt. 2 Box 2900, Belhaven, NC 27810 DIRECTOR ALBERT J. MUNDO 36 Jane Road, Marblehead, MA 01945 DIRECTOR WILLIAM A. KIRSCHNER P.O. Box 3596, Stateline, NV 89449 PAST PRESIDENT RUSSELL G. DERICKSON 5344 N. Via Sempreverde, Tucson, AZ 85715

813 461 4721 503 476 5378 408 246 7754 919 945 9979 919 964 4655 671 831 7820 702 588 4223 29 602 6325

NOTHING REPLACES GOOD JUDGEMENT ON THE FIRING LINE!

President's Message July 1992

About the only activity during the last quarter has been the rumors concerning mergers and takeovers. Nothing has occurred to jeopardize retirees or their benefits nor has anything taken place requiring our immediate action.

Nevertheless we are following the bankruptcy closely and will take whatever action is available to us whenever required.

Meanwhile Hal Miller is trying to find medical insurance alternatives for retirees under age 65 in the event this is At the present time there is no hint that this benefit needed. is endangered any more than any other benefit.

The convention is only 2 months away and I hope you are making p lans to attend and "hang out" with your old pals. The activities planned by the committee are impressive and we have something for everyone.

Best regards and see you in September.

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S E C R E T A R Y/ TREASURE R R E P O R T Well, here we are on the eve of another Convention. It doesn't seem possible that I have held this job for only a year. Things have been relatively quiet around here as far as TARPA is concerned so we have had a chance to catch up on other work.

Our Membership continues to grow at a slow but steady rate. We have had approximately 45 new Members and Subscribers since the first of Our roster presently stands at 1200 (R) Regular: 114 (A) the year.

Active; 234 (E) Eagles: 186 (H) Honorary; and 52 (S) Subscribers.

A total of 13 former Members failed to renew and have been dropped from the mailing list. A few renewed too late to make the DIRECTORY so their names are listed under Address Corrections. In addition we send out 32 copies of the TOPICS to the MEC and other Retired Pilot This keeps our Editor, groups publications, and special groups.

Humbles and his wife Betty really busy when the new TOPICS and A.T. DIRECTORY come out as they personally stick on the labels and place them in the proper mailing sack and haul to the Post Office. All your S/T really does at this last stage is print the labels and then review them to pull out the seasonal addresses and send them to A.T. who also checks them for correctness.

While mentioning "seasonal addresses". it seems that this year, for some reason, many jumped the gun and moved early or delayed their departure which caused an unusually large number of address change notifications from the Post Office and a few TOPICS and DIRECTORIES to be returned. S000-please review your labels or check the Directory and be sure that we have the correct addresses and months and please be specific: just "summer or winter" really isn't sufficient. Also, if your 'phone number did not appear in the Directory or in the Address change listing in the TOPICS it is probably because it did not appear on your address change notice or Post card.

By sending me an Update Form or a Post Card you will help keep things up to date.

If there are any persons out there interested in working more closely with TARPA, remember that Convention time is also Election time for your Officers. Make your wishes known to the Nominating Committee, or to any Officer. Again, the S/T is looking for someone to take over this job. For details , contact the undersigned.

See you all in San Diego.

Dick Guillan, (Current S/T) 8/92

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1992 JAMES L. ALEXANDER BETTY DECELLES (LARRY)

25 March 5 April

LEWIS E. BLISS

9 June

JOYCE DUVALL (GEORGE) 31 May 25 April HAROLD LEE JEKEL

RICHARD C. FLOURNOY

17 April

JOHN R. MURRAY

25 April

LOREN V. PETRY

8 May

INEZ M. NEUMANN (HAROLD) 7 May 2 June WILLIAN T. PIPER

DAVID C. SELBY

2 April

DONALD K. STITT

GORDON C. VAUGHN

JOHN G. WILLIAMS June 19 May RICHARD A. FORD

5 May 11 June

CAPT. HAROLD LEE JEKEL From Mary Jekel Just a note to say that Lee has flown west. Capt. H. Lee Jekel, 69, died at home after a short illness. His career at TWA began September 1945 and ended on his retirement September 1981. He always said that he "never worked a day in his life" - loved flying so much.

He spent many happy hours fishing in Canada during his retirement. He is survived by his mother, his wife, 2 sons, 2 daughters, 2 daughters-in-law and one granddaughter.

He will be sorely missed by us all ..... Thanks, Mary.

CAPT. DONALD K. STITT Donald K. Stitt, 66, of Kansas City died May 5th in a hospital in Plattsburgh, New York. Burial was in the Clearwater, Kansas, cemetery. Capt. Stitt was born in Clearwater and moved to Kansas City 30 years ago. He was a pilot for Trans World Airlines for 34 years. He was a Navy pilot and a veteran of the Korean War. He received a bachelor's degree in zoology from the University of Kansas in 1954 and was a member of the Gamma Lambe chapter of Pi Kappa Phi. He was a member of the Active Retired Pilots Association of TWA, TWA Seniors Club, Tribe of Mic-O-Say and the church. Survivors are his wife, Beverly R., 4 sons; Donald K. Jr. and James D. of Sacramento, California, Robert L. of Kansas City and Jeffrey L. of Cincinnati; a daughter, Susan D. Griffin of Long Beach, CA; 2 brothers, Dr. Marvin D. Stitt of Hamilton, Kansas, and jerrod D. Stitt of Clearwater, Kansas, and 2 granddaughters.

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FLOWN WEST Captain Richard E. Flournoy

By Bill Merrigan Richard Carl Flournoy was born in Wichita, Kansas, May 25, 1922 and died at Princeton, New Jersey April 17, 1992.

Rich graduated from the Army Air Corps Aviation Cadet program in Class 43-B in February 1943. Served with the 12th Air Force as a B-17 aircraft commander and was shot down over Corfu escaping with his crew after nearly four months.

He was always appreciative of the Greek Partisans who aided him.

Rich joined TWA in June 1945 and retired May 1982. He was undoubtedly my closest friend on TWA . We met when we were attending copilot school in Kansas City (he was one class ahead of me). We shared several apartments when we were single.

We graduated from TWA Captain s chool in June 1948. I was his first TWA co p ilot and he was mine. We attended numerous NA schools from the DC-3 to the 747.

My last crew member trip on NA October 1981 Rich was Captain and I was his Flight Engineer.

He was always active in the Air Line Pilots Association. He served as Council Chairman, Master Executive Council Chairman and Eastern Region Vice President.

When asked if he had ever been a check pilot or an 890, he replied he hadn't even been a 445.

I was Rich's best man when he married Iris in 1949. Knew all five of his girls and Godfather to Victoria.

Since Rich and I were close friends for nearly forty seven years this may sound a little corny but we shared so many things together; Captains school, aircraft qualifications and innumerable ALPA experiences. I remember walking down the hall at Hangar 12 and hearing someone say, "Here comes trouble".

We will miss him. He had a sharp mind and a sharp tongue. He was a loyal NA employee for 37 years. He succumbed to cancer and was cremated in Princeton, New Jersey. Russ Derickson, my wife Cathaleen and I attended a memorial service for Rich on May 3 in Princeton. His final resting place will be in Maine. He has had his FINAL CHECK. P.S. He always threatened to break my typewriter when he disagreed with my writing.

When he sees this he will probably do that.

RICHARD C. FLOURNOY Shown in the cockpit of a 747 where so many of us spent happy hours.

Rich was a member of the Old Guard, past president of the Nassau Club, the Quiet Birdmen-Somerville Hangar. The Active Retired Pilots Association of TWA, the Second Bombardment Association and the Bedens Brook Club. He was a volunteer for Meals on Wheels and the Medical Center at Princeton.

He is survived by his wife of 43 years, the former Iris Lee Fox, 5 daughters; Lee Flournoy of Dalton, Mass., Anne Green of New York, Victoria McCarthy of Princeton Junction, Mary Flournoy of New York, Alyson Flournoy of Gainesville, Florida and five granddaughters.

Your editor knew Rich even before Bill Merrigan did as we were in the Air Force together at Kingman, Arizona.

When Rich told Merrigan he hadn't even been a 445 he must have forgotten he was a check pilot in the Air Force when I arrived at Kingman. In the Air Force it was customary to receive a field check when changing bases even if you had flown the same equipment the day before. I was assigned to Rich for my check which consisted of an instrument check, landings and some night landings.

Most of my so-called instrument check was spent viewing Grand Canyon. On the night landings I was coming in for a landing and as I flared the stick was hard to pull back and it took nearly full force all the time with Rich hollering because he had been sitting there with his legs crossed and they were caught between the wheel and his seat as I forcibly hauled back for landing.

Rich did a lot of fine work for his fellow pilots as an ALPA representative.

There are few people who can think on their feet in difficult situations as Rich could. He was always calm, cool and collected. He had a dry wit and keen sense of humor. If ever any pilot deserved our Award of Merit he did.

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LOREN V. PETRY From Frances

Pete passed away May 8th. 1992 from complications of Parkinson's Disease. Pete began his flying career at the age of 16. in Ithaca. New York with the Ithaca Glider Club. He received his Private License in 1940. He attended Cornell University prior to joining TWA on February 9th 1942 where he initially flew DC-3s. For the majority of his career, he was based in New York, living and commuting from Long Island. then Connecticut and finally moving to Phoenix, Az. in 1971. He often said the commute from Phoenix was easier than fighting the traffic on the East Coast.

Pete's life revolved around flying. He was very active in the Soaring Society of America and the Arizona Soaring Association serving as the local President for one year. Earlier in his life he was active in sailing and for many years had a 28' sloop that the family sailed between Long Island and Cape Cod. the long time home of his parents. He was also an avid Ham Radio Operator and a designer and builder of much of his early equipment. After his retirement he and I would travel the country in our motorhome visiting many of our friends that we had made over the years.

Pete retired on his birthday, December 9. 1978. taking his last flight, a 747. from London to L.A. Pete is survived by myself, his sister, Ruth of Phoenix. Az.. a daughter. Janet and granddaughter.

Briana of Scottsdale, Az. and a son of Graham. Washington.

This is but a brief synopsis of a long and rewarding life. He will long be remembered for his love of flying, his pride in TWA, his generosity. his patience and his ability to improve the lives of all who knew him. He will be greatly missed by his family and friends. The memories will always remain.

IN MEMORIAM CAPTAIN GORDON C. VAUGHN Gordon C. Vaughn, 71, died in Ft. Lauderdale, FL, in June. He was born and raised in Akron . Attended King School and graduated from University School of Shaker Heights, Ohio. From there he attended Ryan School of Aeronautices, San Diego, CA Served as a Captain on TWA's Intercontinental Division in World War II. He left TWA in 1947 to joint ownership and management of Vaughn Machinery Co., Cu yahoga Falls, OH , with his father and brother. In 1963, after purchase of a manufacturing firm in England, he was appointed Director of Vaughn-Crossley limited in Cleckheat, Yorkshire. Both companies were sold to Wean United in 1969.

He is survived by his wife, Linda Ann; daughter, Brooke Vaughn of Newport, KY; son, Gordon of Ft. Lauderdale; 2 grandchildren; 2 great-grandchildren; and brother, James A. of Akron Ohio.

He was a member of the Active Retired Pilots Association of TWA and the Portage country Club. His ashes were spread over the Atlantic Gulf Stream.

CAPTAIN JOHN GRAVER The following letter was mailed to Russ Derickson from John Graver's widow, Diane ; Dear Russ - I received a lovely note from Robert Thompson of the TWA Pilots Foundation . A gift was made to the Foundation in John's name by TARPA. I wasn't sure who I should write to expressing my thanks. My family and I have been overwhelmed by the outpouring of thoughts, prayers and charitable gifts in John's name all during his illness and since.

We had a beautiful memorial service for him at our church here in Naples.

The church was full. At least three hundred people came to show their love and respect for John.

Having lived with him for 41 years, I know that he deserved every accolade give n to him. He has such a strong presence that even now I can still feel him with me which has been a great comfort to me.

You might enjoy reading the tributes from our Naples Daily News. He has left a huge void in this community which has not yet been filled although several of his friends have jumped into volunteer work trying to fill the gap.

Would you extend my heartfelt thanks to TARPA for their thoughtful gift? have had great support from Jim Lydic and Dick Forristall. Best regards to Ulie.

I [Following is a copy of the shorter tribute mentioned. Editor] A LOSS FOR THE COMMUNITY A special friend of the Greater Naples community, John Graver, died the other day of cancer at the age of 69.

He made a public name for himself as a Naples City Council member from 1986-1990, a second-place finisher in a 3 man mayoral field in 1990 and a handful of civic leadership positions, mostly trying to help disadvantaged youngsters get off to a good start in lie and avoid drugs.

He made perhaps a bigger name for himself as a man of boundless energy and good cheer,diagnose and unchallenged honesty and integrity. Even after he was diagnosed with cancer and endured grueling treatments, he maintained that signature Grave grin and bone-crushing handshake.

His death is a loss to his family and community, he had a lot more to give.

Our suggestion that you write something like a resume for your survivors with a copy to us hasn't exactly caused us to be overwhelmed by such. We do thank those who rememb er to furnish us with an obituary they run across. We try to publish these pertaining to our TARPA members and their spouses. To fly west is something we all will someday face in all probability.

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IN MEMORIAM JOYCE SCOTT DUVALL Joyce Scott Duvall, 69, of Litchfield Park, Arizona, a teacher, died May 31, 1992. She was born in Teko, Washington. She was a member of the Order of the Eastern Star. Survivors include her husband, George; daughter, Sharon Rowbury; sons, John Wooster; one brother and three grandchildren.

John G. Williams Captain Willians, 69, of 185 North Road, Deerfield, New Hampshire, died suddenly on June 11.

Born in Rochester, New York, he had flown for Trans World Airlines for over 30 years. He held the rank of Captain in the U.S. Naval Reserve, with active service in World War II, the Korean Affair and the Cuban Crisis.

He received his degree in Business Administration from the University of California at Berkeley and was employed for several years by Cutter Laboratories. He and his family moved to Deerfield 23 years ago and since that time he has been active in town affairs, serving for 10 years on the Municipal Budget Committee. He was also a representative to the State Constitutional Convention. A member of the Deerfield Community Church , UNH Extension Service and the Wentworth Hunt.

Survivors include his wife, Katharyn ; son, Mark Williams; daughters Sharon Williams and Julie Durette; and six grandchildren.

The memorial service at the Deerfield Community Church was attended by Jim McIntyre, Bill Conley, Kike Curtis, Bob Hamilton and Al Mundo. .

MURAY Capt. John Murray was born 15 March 1921 and died 25 April 1992. Lev Thompson reported John had 2 sons, both flying for the airlines, one with American and the other with U.S. Air and 1 grandson 2 years old. John suffered from Lou Gehrich's disease which progressed rapidly.

And a note from the Murray family; Dear TARPA., We have received a letter from the TWA Pilots Retirement Foundation citing your contribution in memory of our father/father-in-law. We appreciate your thoughtfulness and generosity. TARPA was such an important part of John Murray's life. He looked forward to the annual events and enjoyed spending time with his fellow , members....Sincerely, The Murrays.

From Mary Jekel to Dick Guillan - Thank you for the note and Honorary Membership in TARPA. Lee was proud to be a member of your great organization. Lee and I contributed annually to the TWA Pilots Foundation and I had requested his pilot friends wishing to donate do so to the Foundation.

From Iris Flournoy - Dear Captains, On behalf of our daughters and myself, I would like to thank you for your contribution to the TWA Pilots Retirement Foundation in Richard's memory.

This is a very thoughtful and meaningful tribute which I know he would have been pleased with. Thank you very much.... Sincerely, Iris Flournoy.

BY CHUCK & PAT HASLER About one month left until the San Diego convention & i mmediately following the convention the TARPA Mexico cruise.

We have a large group going & there is no more room as of this writing, June 30th. We are busy working on the 1993 schedule & it will appear in full in the Nov. issue of the Topics. The one ,thing we do have set up is the 1993 convention &

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SEE YOU IN SAN DIEGO Carl Schmidt and Dick Davis have put together what evidently will be another fine convention for us in San Diego. All the information and reservation forms are in our May issue in case you may have procrastinated. We are looking forward to seeing you all out there in California.

ICD REUNION IN ORLANDO BIG SUCCESS Sounds like these veterans of ICD had a grand time. Earl Korf sent us some pictures which will be in this issue. Earl says, our son, Richard, surprised us by flying in from LAX to join the party . Rich is Associate or Assistant (I forget) Professor of Computer Science at UCLA and has taken over my mountain climbing hobby.

KORF & GEORGE WAYS F/E

Don't forget our TWA Pilots Retirement Foundation pr ovides needed funds to those who retired early on le ss than adequ ate pensions and to their spouses.

This tax deductible contribution by you is earnestly solicited. There is no in between collection agency, practic ally every penny aces where it is needed. Please send your checks payable to the TWA Pilots Retirement Foundation Fund to; Capt. Rob ert R. Thompson Treasurer , TWA Retired Pilots Foundation

807 W. Hintz Road Arlington Heights, IL 60004 Bumper Stickers: Cancer cures smoking. Honk if George Bush offered you the VP spot. I hate bumper stickers.

ICD REUNION

NAVIGATOR EURE KOP, CAPTAIN HOWARD HALL & CAPTAIN FRED RICHARDSON

J. J. KENNYHERTZ, HENRY DALE, WARREN BULLARD, FLOYD MARTIN, WILLIE PELPMIL ___ BILL ELSNER, WAYLAND SHOOK, EARL KORF, BEN HURT & HARRY STITZEL ICD RADIO OPERATORS

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EDITOR'S DESK Here we zoom off into the wild blue yonder with another edition. Thanks for the many kudos and I am glad our humble news magazine is enjoyed. Although it is a lot of work, I enjoy it and it gives me something to do other than pretend to watch that vast waste land called television through closed eye lids. Truthfully, I hardly watch TV anymore for I don't like shows that try to teach me a lesson, shows that denigrate our country, horrible fir, vulgar language, immoral conduct, belittle our Christian values and news distorted and doctored by the liberals in control of our media.

Before we press on, please note my correct address. It is on the back of this front page. My address has been Changed for over two years, yet I still get letters from you with the wrong bar number. It is 2900 and has been changed nearly three years. The U.S. Postal Service (?) threatens to cease delivery of my mail with the wrong box number. However , I do note receipt of much junk mail with my old address on it.

We want to express our appreciation to J.T. Happy for his enjoyable contribution called the Grapevine. I always read it as soon as it comes. John has a most interesting way of presenting the material he gets from you. Keep it coming.

Capt. Happy wondered whether we should publish his page about our country's political situation but it is included. So rim here and now, I want to say the views expressed by your editors and others in this book are not necessarily ones held by your organization, The Active Retired Pilots of TWA, more conveniently known by the name, TARPA. From A.F. Schwedler; Dear A.T. - I don't know if you remember me. I was based in NY for 31 of my 32½ years with TWA. I have been retired going on 7 years now and six months ago I was elected to the Board of Directors of the Silver Wings Fraternity. This is an order for older aviators. We have chapters around the U.S. and Canada.

I would appreciate it if you wou ld publish this membership application in TARPA TOPICS. Anyone interested in joining the Fraternity can mail the application and check to me. I will see to its If you would like further information , please do not hesitate to contact me Thank you for your help in this matter . I would like to say that you are doing a mighty good job on TARPA TOPICS....Sincerely , Art. [Art, the application is at the back of this issue as a tearout. I believe the retired Ozark Airlines pilots call themselves the Silver Wings also. Pretty country you live in....A.T.] *

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EDITOR'S DESK From Larry DeCelles; Dear A. T. - Thanks for the nice letter and for your prayers for Betty.

They may well have contributed to the ease of her departure from this vale of tears.

Sorry to hear of your Betty's painful experience. Glad she is doing so well now.

You don't need to apologize for not printing that script. My feelings wouldn't be hurt if it never got printed. You do a great job and I am glad to see that you are not only a fine Christian gentleman but also a healthy conservative.

I like to think I am with you on both counts.

Sorry to hear about Rich Flournoy. It's a short life - no matter how long it lasts. He was a great guy.

You'd be surprised - at least I am - at the enormous amount of book-keeping details that arise from the death of a spouse. I'm up to my ears but at least it serves to divert some of my attention from the very great loss I have been dealt. Keep me in your prayers, please....With best regards, Larry.

[Larry, the script will be in this issue. A. T.] From Goldy Goldthorpe; This is something of a first for me, it's the first time I have dropped you a line without including some sort of possible TARPA TOPICS contribution.

Oh yes, I have several little skits in mind including another World War II tale based on a true incident called "Buckets at VIP" somewhat typical of those crazy times. But I just don't have the energy at this time to come up with the finished product. What a difference a month can make! It all started out with my usual annual physical exam and resulted in surgery and quite a spell in the hospital!

Of all things.

In the meantime I'll be looking forward to each and every TARPA TOPICS and wishing all my TARPA friends the best of health and luck in the future... Goldy.

From Parky; Well, A. T. - I'm still looking for the file of pictures and stories I sent Ed Betts about a year ago - they're some where around my 20 file drawers. I've several good pictures and stories of late 1929 and I'll hopefully get some good stories for TARPA TOPICS. I did get a call from Russell Dick's widow to get her address updated. I'll pass this on to the Company....78, Parky.

[Parky, Juliett's address has been taken care of, A. T.] From Jack Robertson; I just read about a new book that's been published, "Skyliners, Mainliners, Falcons and Flagships" and mailed my check today. Therefore, I'll enclose a copy of the article which appeared in "Air Transport World" 4/92 for you perusal and consideration for a future TARPA TOPICS publication.

Another article enclosed, "Retiree's Woe: Tax Man Haunts Your Place in the Sun", is of particular interest and concern to those of us who retired in California but now live someplace else, like Arizona....Best regards, Jack.

[The article Jack refers to is probably common knowledge to most of our readers. Some states where people worked and earned pensions but moved to another state on retirement have been hounding these people with tax bills and have used collection agencies and have even seized property and bank accounts. However, we understand some laws have been enacted to stop this grossly unfair taxation without representation.]

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EDITOR'S DESK From W.B. (Bill) Townsend; Would appreciate it if the enclosed notice about ICD could appear in the August issue of TARPA TOPICS. Keep up the good work! It must take an awful lot of your time but I know it is appreciated by everyone .......Best regards, Bill [Bill, Your article appears elsewhere. Glad to help. They should appreciate your efforts in their behalf. Thanks for the pat on the head. You're just saying that to keep me working. Honestly, it does take a lot of time but I enjoy it.

Gives me something to do other than pretend to watch that vast wasteland called television though closed eye lids. Been a long time since I flew copilot with you on the DC-3. And, I can remember when you got so disgusted at golf you threw your clubs in the river. Wonder if you bought a new set or retrieved them? Our thanks to you, too, for your chairing the golf tournament in Colorado Springs on a last minute notice and I heard you did a fine job. Our best to Mickey.

I have flown with her too.... Best wishes, A.T.] From Dave Davies; Hi A.T., Last TOPICS super as you always do. Kudos! .... Best, Dave.

From Rudy Truesdale; 5 April Dot & I got on the 285 foot World Explorer at Porta Caldera, Costa Rica. It is a SHIP. It carries 4 life boats, 4 life rafts and 11 Zodiac Landing Craft. The ship does not dock for the 10 day cruise, made 9 landings via Zodiacs on beaches. It is a cruise/expedition and with 126 passengers and 73 crew we thought it was a high ratio and then read about Blaney's upstaging us. Through the Canal and finally doc ked late at night at Colon, next day a bus trip to Panama City and the next day we flew home. Not in the Mooney. Open bridge but no dance floor, lectures & movies.

Re Pat Shoalts and German inflation, I have been a millionaire since the early twenties, my aunt sent me a million mark note as a souvenir, still have it.

Someone said they took a Bi-Annual , that is a new one. Webster says that is twice a year and the FAA Biennial Flight Review is once every two years.

Mine due a year from now. On 27 May passed my second class physical no waivers, could have passed first class but then I am only 86 .... Enough of this, Sincerely. * * * * * *From Robert D. Smith of Fayettevile, GA; Dear A.T. - Greeting - To refresh your memory, I'm the ICD guy who left TWA to join Eastern in 42.

I received a copy of the TARPA TOPICS. The one just before the May 92 issue.

Guess what, I can't locate it anywhere. It had a great writing on the ICD operation of which I was a part of in the early days.

Can you arrange to have sent to me another copy as I have saved all the rest?

Hope $5.00 will cover costs, if not let me know .... Regards, R.D. Smith

A small girl watched, fascinated, as her mother smoothed cold cream over her face.

"Why do you do that?" she finally asked.

"To make myself beautiful," answered the mother, who then began removing the cream with a tissue.

"What's the matter?' asked the little girl, "Giving up?"

EDITOR'S DESK As we have mentioned before, we solicit your contributions but would appreciate very much if it is print ready. Matrix dot printing does not come out well when the printer takes the picture for the printing. Also, remember that the cost of printing is high so I don't want to waste space. Often something sent in has the first third of the page used up with heading, date and salutation . Then a substantial portion at the end is wasted with the signature etc. * * * * * * Later on this issue your editor has a piece on his most memorable flight. Here, you might say, is an addition to it. On my first miserable line check the line check captain asked how long you could go without a position report to the Company where head winds might cause you to be a long time between required waypoints.

I said I didn't know and he said 50 minutes. When back home I tried to find it in the books and couldn't. Then getting my line time from Wren McMains, he asked the same question and I had to tell him I didn't know and had been unable to find it. He told me 40 minutes and I asked where he got it and he said he didn't know but it must be somewhere. Well, on a stop over at Columbus I asked the radio operator , Charlie Davis, if he knew and he showed me where it was in the TWA Radio Operators Handbook. Then, getting my second 50 hour line checking with Johnny Morrison, between DCA and CMH I was again asked the same question. I replied, According to the TWA Radio Operators Manual, Page 213, Paragraph 1-A, 45 minutes.

Johnny got out a little notebook and said, "Give me that again, I've always wondered where it was written down." * * * * *

JOHN VAN GOOR, BILL MCMINN, JOE LYDIC, JOHN GRAVER, TOM KROSCHEL

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AUGUST 1992 And here we are getting ready for SAN DIEGO . Just another SUPER BALL, getting ready to roll. Everyone I have talked to will be there. It will be as all past Conventions and with San Diego , one of the best towns going , another blast. Lord, it is great to see all your friends, even if only once a year. I understand, without insulting folks from other places (including Florida), that San Diego is famous for the best weather in the world. Please God, don't make me eat those words.

The Grapevine has been rather quiet so far this spring and summer and I hope it is because all you Tarpans are out playing and frolicking and gathering tall tales for the November Tarpa Topics Grapevine.

The ICD Reunion was a huge success in Orlando following the TWA Seniors Annual General Meeting. More follows on these two Great get togethers.

I was fortunate enough to make it to my High School (Withrow in Cincinnati, Oh. ) 50th Reunion last May and can't believe how many 1942 Grads showed up. And believe me they all looked really super. Or do we all look at each other differently after 50 years ? It was a very good time and brought back many memories. Some of us were 18 year old Aviation Cadets.

When you think about the past, everything is relative. It was either yesterday or at least one hundred years ago.

How can anything so far apart seem so close together.

Things I did yesterday I can't remember and things I did in 1938 seem like an hour ago ! !

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Grapevine. August, 1992, Con't.

WARREN H. BERG 8200 NW OREGON DR. KANSAS CITY, MO. 64151 Got this great note from Warren about our mutual friend Herman Scharhag in Kansas City. I saw Herm in Cincinnati during the 50 year High School reunion last may and we had a nostalgic four day week end. Things haven't changed that much.

Would like to hear what you are doing these days, Warren and how you are managing to stay out of any kind of trouble ?

EDWARD J. TONER JR. PO BOX 124 HOWELL, NJ 07731 When I saw that dude Wayne Haggard all gussied up with a turtleneck(You bet your sweet --- I am) sweater, I felt compelled to remind the troops what REAL

by God line pilots used to look like, enclosed. I was frequently ask to handle oversales looking this way. I'd just go to the oversold gate area and say "ok, all youse peeble going to Saint Looie , follow me", and presto, we'd have open seats.

Now that I'm a senior citizen, I wear my Top Gum cap with pride. I lost my bridges over TOKO Ri, flying Banshees and Panthers and all those real aireoplanes. When I wear this to the Elks Lodge, I usually get a free beer.

Be Careful of the words you say , Keep them soft and sweet .

You never know from day to day, Which ones you'll have to eat.

19

Grapevine, August, 1992 TOM CARROLL ( "TERRY" ) 424 Rowayton Ave. South Norwalk, Ct.06854 My wife Terry and I drove to Florida in Feb. ' 92 and made contact with "Swede Ericson. Met him at the Naval Air Museum Pensacola . He is 80 years young and looks great (see snapshot) Swede went through Pensacola in 1935 with "Babe" Vance. He went back into the Navy during WW2 , in the Pacific . After the War back to TWA until 1958 when he left on medical.

On the same trip. We visited with my longtime friend. Pete Goutiere-FAA and his wife Evelyn. Had a very enjoyable brunch with Horace Lewis in Tarpon Springs. Pete gave Horace his first airplane ride in 1941 and never saw him again until he checked him on the 747 in the seventies.

I promised Larry DeCelles I would send this photo for the Grapevine.

Joe (whats'is name) McCombs . Bill Townsend. Pete Goutiere and I were in Africa together in 1942 with Pan Am Africa Ltd. Also Bart Hewitt.

All the best to everyone . Tom

Tom Carroll on the right, the good looking guy, left, is Swede. His letter to Tom is below

It was so very thoughtful of you to call me and spend. for me at least, a few friendly, interesting hours with old friends....It was deeply appreciated ... that was the first time in many years that I've had first hand news of TWA.... and I did spent some wonderful years there .. I look back on them as my happiest....

Should you get serious about leaving the New England for something more hospitable and civilized, check with me .

Love Ya . '01 Eric

20

Grapevine, August, 1992 Con't.

ENRICO BOITIERI,(GEORGETTE) Duanesburg, NY 12056 Enrico is restoring a Twin Beech 18, N121SC the hard way. commuting from NY to California. He is the President of the Twin Beech Association, Inc. He says " I miss each and every person that crossed my path when I worked for TWA." The following Article written by Enrico is to say the least nostalgic.

SUMMER FUN For me this is a sad time as well as a happy time. It is sad because it is time to leave all the people I love and the new friendships I have made over the last few months. Who said that parting is such sweet sorrow, it is only temporary however and each year I am Mindful as to how swiftly time passes . it has only been a few short months since I returned from New York (October) - Our work on Sierra Charlie didn't even come up to speed until well into November. Around February we really picked up speed and started to make progress. Now it is May and again we are tappering off our efforts to complete the restoration of N121 SC. I have been blessed, however, by all the support and good cheer among this tenacious group of Beech Lovers. When we complete this airplane our rewards will be measured in many ways.

Springtime is a time of rebirth and the sirens of the coming summer pull strongly at the sand in my shoes. What with Oshkosh '92, the Twin Beech Convention at the Beech Aircraft Factory in Wichita, Kansas in October. The annual Twin Beech Banquet at Robbins restaurant in Oshkosh. The once a year pancake breakfast at "Jacks" airport high in the beautiful) Adirondack mountains of upstate New York . This once a year event is for tail draggers only, no exceptions. We pour real New York State Syrup on those pancakes.The flights with Larry Shear and Steve Israel off one of those lakes or the peaceful Mohawk river with either the Taylorcraft or Champ on floats. The early morning formation breakfasts flights to Cooperstown, NY over the beautiful, majestic, bucolic rolling green hills of Cherry Valley. Bob, generally leads the way in the Cessna 195, we are down low from 500 to 700 feet over the tree tops and farms along the way, we only climb to clear obstructions like ugly TV towers and power lines. The smell of freashly cut grass comes up into the cockpit, we joyfully exchange slot positions for better camera shots alone the way. The little airstrip is dotted with other earlier arrivals, no matter, we are in no hurry. The smell of coffee as we enter the airport cafe, they all look alike to me, somehow

21

Grapevine, August, 1992. Cont. they are frozen in a pleasant peaceful time warp. No need to look at the menu, order any thing you like and the price if always $2.95 or $3.95 with all the coffee you can drink. We gaze out the window and critique every landing.

There are other vivid images that come k) mind, I slowly preflight the beautiful Red Waco UPF-7, N32127, built in 1941 and as original as they come. The morning air is still cool and the smell is =forgettable, no smog here, every tree, every blade of grass and every weed and flower, puts out a different unmistakable smell of country freshness. The tanks are full and the oil has been checked, I don my leather jacket, stretch my white silk scarf around my neck and tuck it into the jacket so the slipstream doesn't blow it into my eyes. It feels cool and soft and brings memories of Deja Vu. How many times have I wrapped that cool scarf around my neck? I bought that scarf in Paris , years ago, before this Waco came into my life. It had been my dream to own and fly a Waco and that scarf was the first step on that journey. I toss my leg up onto the wingwalk, grab the hand hold in the wing and swing my leg up over the cockpit coaming and place one foot on the seat cushion and slid down into the cockpit. I slip my helmet on and plug in the the headset cords. After do ning my soft leather gloves I cinch up the the seat belt and harness. Wind the clock and set the altimeter to 880 feet for Hilltop Aerodrome. One last look around the cockpit to check that all is in order, then I reach for the primer. The 220 Continental starts best when cool with eight or more shots of prime. Master switch on, mags on, and flip the starter switch. The prop turns three or four time and one cylinder at a time come to life. A check of the oil pressure gauge shows all is well. The cockpit fills with smoke and that wonderful gas and hot oil smell that is part of every flight. The engine has cleared it's throat now and is at fast idle, a quick burst of power and we have moved out onto the freshly mowed grass strip, a quick check for traffic and we are taxing on the runway. We do out systems checks and run up, and a 360 clearing turn and then line up for takeoff. The Waco runs along the ground for about 800 feet and leaps into the air. I am always amazed how quickly she gets off. In just seconds I am looking at a beautiful vista of Gods green earth from a vantage point that many never see. Two quick turns to the left and I throttle back on downwind, Carb heat on and a check for traffic and a clear runway, no deer, animals, tractors no model airplanes and no one taxing out. I move the throttle back to idle and there are several sharp backfires from the exhaust, a sound that invariably brings a smile to my face. No need to look at the instruments, as the singing wind through the wires send a musical message to my ear.

Grapevine. August, 1992, Con't I know how fast we are going and the pressure on the stick tells me the status of the flight. All attention is outside the windscreen, several visual cues are put into play. runway clear is one of them because when the nose comes up for flare all forward visibility falls to zero. The Waco makes a pillow soft three point landing exactly where I wanted it to . I make a 180 and taxi back to the morning crowd of RC Modelers and continue past their position for safety. I quickly signaled for my first two passengers to come aboard, it was Vic and his five year old son, JR. They both don helmets and over the intercom Vic tells me they are ready to go, JR gives me an enthusiastic thumbs up signal. The 220 Continental barks loudly as we charge down the runway, JR jumps up and down in his seat and waves his arms. What a GREAT way to spend a Sunday in New York, care to join me ? ........ Enrico SENIORS ANNUAL GENERAL MEETING (AGM) On the 19th and 20th of May the Southeast TWA Seniors hosted the AGM at the Clarion Plaza Hotel in Orlando. Among the many retired TWA Seniors and guests in attendance were quite a few TARPA members. Stan Chichester and Kay running the Registration desk, Joe(whats'is name ) and GURU McCombs making sure TWA ,TARPA and ICD were represented, Bill Townsend ( Mickey) running the show very efficiently, Bill Zimmerman and all the SE Seniors doing a Super job for the National Seniors. GREAT TIME. P-47 "JUG" (REPUBLIC THUNDERBOLT) Reunion 13th-16th May, '92 Over 600 folks made the 50th P-47 reunion at the Holiday Inn Resort in Orlando, had a super outside cocktail party poolside on 15th and dinner on the 16th. Every Theater of Operations was represented. The PX had lots of interesting stuff. Of course all the necessary BS flooded the halls and war stories were overflowing the stairwells. Because of the fact that this is a disappearing group the 'ole' When they are around airplanes they talk about girls and when they are around girls they talk about airplanes" was passe' It was mostly just " do you remember when" kind of talk. GOOD TIME. *************************************

Airlines are becoming petrified of lawsuits. On a recent flight, a Stewardess said, "In event of an emergency , disclaimers will drop from the overhead compartments."

23

Grapevine, August, 1992, Con't.

ICD 50 YEAR REUNION, Holiday lnn Orlando 21-22 May, '92 Because the 21st. of May, 1992 was my 21st birthday I did not get to go both days to the ICD reunion. I was not on the ICD operation anyway, but just could not miss the opportunity to see all the many pilots that I flew with from 1953 until 1984.

The gang was all there and many, many guys had not seen each other for 50 YEARS. The gals bore up very well to all the hoopla and managed to fair super for themselves.

George Friedman took on the operation and did himself proud. When you think about it, to get this many pilots (of which there are no two alike) all together in one place at one time and no one got killed, was nothing short of amazing.

Joe Carr was there , Tony Gatty, Vince Sigman and Jim Hackett. Ed Betts and Donna, Ole Olson (my mentor) , Snorky Clark (Museum and P-51 Volunteer) , Believe it or not Bill Elsner, and from out of the hills in Wyoming, Jackson Hole to be exact, was Johnny 'JD ' Boren There was Joe Baffles, Les Wagaman and of all people, "Arky " Ainsworth from Kansas? Joe McCombs ( Whats'isName) and Cliff Sparrow of Colorado Springs fame, John Carroll, politicking as usual and very well by the way, Cris Clark by way of Kansas and Chuck Tiseo from Key West not Naples.

Red Kennedy passing the hat and "Dub Davis who after being accused of looking too damn young said in explaination " I started working when I was 14".

There was Glen Nelson (dispatch?) from Goose Bay and later Europe and Richard Geldman (Nova Scotia). Also Fred Richardson and Newman, was that Glenn or Bill? Merle Bessey , Vic Vickers and Al Weber Inst. Shop, Washington D.C. and the BAR. Of course, Bill Townsend Making things happen, Jose' Grant with samples of some highly suspect merchandise (just kiddin' Jose') we love what you have done for us. And least but not last there was Bob Adicks looking dapper as usual, Vern Lowell (with his "B" fund file) (and Carrol, we love you), Harry , Connie SAC, Ward, and Rusty Davis with his SUPER wife Jean, behaving himself for a change. I have only left out a half-a-million folks for which I apologize. No I don't. I couldn't possibly remember all those GREAT People. There are so many.

Grapevine, August, 1992, Con't.

ROBERT D. SMITH, (NORMA), 103 Fernway Dr., Fayetteville, Ga. 30214 I was born and raised in Kansas City and feel very close to the Airline. I have a memory like an elephant so have a full bag of things that happened to many of us during that first year of ICD I have also wanted to express many compliments to the Captains I had the pleasure of flying with ... Blackburn, Hansen, Trimble, "Sunnyboy" Hall and Pettigrew. They probably wouldn't remember me but I sure got a lot from them.

I will also include the reason I moved over to Eastern. Just briefly it was because in the beginning ICD had no seniority list per se'. I was already a member of ALPA (2885) and was aware of the importance of a seniority number to ones future. The rumors at that time in Natal, where we were for an extended period, was that the Army(ATC) was about to take over the operation that was ICD. It was already in the process of absorbing the PAN AM ferry operation. I made a quick trip to Washington to ask Capt. Blackburn if I could move over to Domestic. He was extremely sympathetic to my reasons and while I sat in the office, he called John Collings in Kansas City and tried his best to get me over to the Domestic Operations. He was unsuccessful as TWA was just not hiring at the time.

I was then scheduled in two days to go back to Natal. This trip that I was to go back on never made it. It was one of the two planes that was carrying FDR to Casablanca . It was the one that had the reporters and news people on. It was lost at sea.

I had a job offer with Eastern the previous year, so I went home after the meeting with Hal and called the Eastern contact in Mia. They said I had a job but MUST get a letter of "Release without prejudice " from TWA before they would hire me. Hal Blackburn very graciously gave me the letter. In one day I was TWA and the next on an EAL seniority list.

I went to work for Eastern Jan. 1, 1943 and finished a rewarding and wonderful 36.5 years with Eastern, doing a lot of the things besides flying the line. From DC-3s to the last seven years on the L1011.

Standby for my reminiscence on TWA ----might take a month or two....

Regards,

25

Robert D. Smith

Grapevine, August, 1992. Cont.

LARRY GIRARD (PHYLLIS). #1 Spyglass

Woods Dr. Pebble Beach, CA. 93953

Here we are getting ready for the US Open. 1992. Pebble Beach has a circus atmosphere with tents all over the place. ( Kite Won) Exhibitors from all over the golf world will be having all kinds of merchandise for sale and the Japs know how to do it all----first class. ( my comment . buy American Ed. ) Phyllis and I had a great time in Orlando. seeing old friends and I was hard pressed for time recalling names from years ago. One look at the attendance list and the faces came back to the old memory.

The picture is '"Snorky " Clark in the foreground. and left to right, Gordie Vaughn, Joe Brown. Joe Can and Fred Richardson. Got quite a kick out of certifying Fred Richardson as having been on ICD. since he lost all of his log books and records. My log book had Fred checking me out as Captain on ICD in " 45 " . This was for the military duty discharge paper.

Believe it or not, Larry Trimble wore his ICD Uniform and it FIT ! ! ! !

A great time of story swapping and reunion. More Later.... Larry Girard.

Grapevine, August, 1992, Con't.

JOHN HALE, (BEVERLY), 7 Oldtown Lane, Halesite, NY 11743 Believe it or not, the Feb. '92 Topics just got cracked open, announcing the Tax Fever is over for the moment. Let us hope that the bastards in Foggy Bottom who manage their bank accounts like they do our tax money give what ever is left to some NICE country.

To answer your Grapevine questions, the last flying A-20 that I'm aware of belonged to the CAF. It augured in when Max Gardner , a retired airline pilot, apparently suffered a massive heart attack.

However, a Martin B26C still lives in Texas. I flew it last on 02 March 1991.

Snorky Clark was a test pilot for Martin and he told me once that he never threw anything away. I'm still waiting for a copy of his B26 Dash-One. Our "current" version is an improvement over the original: Hamilton Standard designed a pair of props to resemble the performance of the Curtiss Electrics. Now we don't have to monitor the generators so nervously.

The last Curtiss Electric I flew behind was on a P-47D. I don't miss the prop, but the plane was beautiful.

Ed. Note for John: Dick Guillan would love to have the Grapevine back if only as a way to pass the Sec'y/ Treas. position on to someone . Maybe the way to go so one gentleman doesn't have too much of the workload would be to split the two. With computers, these days, "floppies" could be sent back and forth easily.

I personally believe the Tarpa jobs should have time limits , unless voluntarily renewed, so people don't get burned out plus making it very hard to get volunteers for positions to which they may become married.

Ed. Note number two: The Air Heritage Museum In Beaver Falls Pa. (West of Pitt Int'l a few miles) is a FLYING museum and is restoring an A-20 G and a B-26 Martin Marauder. Both to flying condition. They could use all the help they can get. ***********************

A B-24 pilot in Wisconsin tells me his high school was so small that driver's Ed. and Sex Education were taught in the same car.

Keep the Faith .......... John Hale

27

Grapevine, August, 1992, Cont.

R. W. GOLDTHORPE,(JULIA), 38 Craig La. Levittown, NY 11756 From "Goldy" who keeps feeding me great stuff and keeps us up on the railroads and Shipboats, or is that Boatships ? By the way Goldy, did you hear about the railroad planner who tried to straighten out the airways planners (impossible) ?

He said " the problem you have is; we have two tracks, one going each way enroute and many tracks going into the terminal. You guys have MANY tracks enroute and only one or two going into the terminal! ! !"

Anyway Goldy sends the ADDITIONAL paragraph to the one appearing in the "Dear Abby" column of the Newsday (LI) by a Kathy Leon to wit: "Two elephants .. Hank and Mae Couldn't kiss with their trunks in the way, So they boarded a plane, They're now they are kissing in Maine 'Cause their trunks got sent to LA" Kathry Leon, Seattle Goldy's

Said the Lost and Found agent "Hooray"! " We have satisfied flyers today !"

Oh, Hold on there my friend , This may not be the end, Watch out for the ASPCA !!!

I don't know Goldy, maybe you better stick to the Railroads, The Boatyards, etc.

ROBERT D. SMITH,(NORMA),103 Fernway Dr. Fayetteville Ga. 30214 Bob sends a request for ANYONE that may not want to save their TOPICS to send him the FEBRUARY 1992 copy. The ICD Article on ICD by Ed Betts.

He was on the ICD operation and his Feb. '92 issue has been lost. For some of the folks who don't have storage space (RVs etc.) and wouldn't mind sending him a copy for his archives I'm sure he would be FOREVER grateful. Please call with your intentions at 404-461-8178. It would surprise me if he didn't reimburse you for the call and the postage. (I hope you don't end up with 900 copies) Ed. Note: Bob, I copied all the pages on ICD from my copy and sent them to you in case you come up empty . Good Luck.

Grapevine, August, 1992, Con't.

HUBERT FARRELL,(MARY), 2857 Michael Rd. Wantage, NY. 11793 I was very interested in Johnny Boyce's railroad experience. I too was very interested and would have gone to the railroad after high school. My dad heard Casey Jones talking (on the radio) about his School of Aeronautics in Newark and wanted me to take a look at it. We went down before I finished high school(1934) and when I smelled that dope the students were working with, I lost all interest in railroading. Thank God for the trip through 40 years with the Airline...TWA ! ! !

I would like to give you a little poem about this guy's job on the railroad ...

It's not my place to run the Train, The whistle I can't blow.

It's not my place to say how far the Trains allowed to go.

It's not my place to shoot off steam, nor even clang the bell.

But let the damn thing jump the track, and see who catches hell ! ! !

Also inclosed is a picture of the Newark Airport and a TWA DC-3 after a hurricane in the fall of 1938 ....I think....anyone remember the real date ?

Ed. Note: This letter from Hubert came on a" TWA interoffice correspondence" form G-1510 (8-50). printed in the USA. ( It's yellowed & I'm going to save it) Does ANYONE from the Airlines EVER buy any stationary ? I get letters from folks all over the world on hotel, resort, business, travel agency, military and you name it, stationary. Hey. I've still got some Bangkok and Cairo sheets left. And when I run out of Kennsington Hilton stuff I'm going to quit writing.

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Grapevine, August, 1992 , Con't.

In closing the Grapevine for August and realizing the next GV will be after elections in early November, I would like to get my two cents worth in early.

Many of us are dyed-in-the-wool Democrats, never give up Republicans and other sundry critics of the Government and the people who purport to run it.

If any one of you can tell me you are entirely happy with the state of the Country and the direction it seems to be headed then don't read any further.

Personally I am fed up. With the FAA, the Congress (almost all of them), the Administration and practically everyone associated with government. We have government employees here in Fl. that are getting something like 30 million when they retire in UNUSED sick leave. TWA should have been so generous.

We just had a State Representative retire after a long, long 22 years as a member of the Fl. House at $23,000.00/yr. to take a job in the Agricultural Dept at $71,500.00 (He only worked as a Representative about four months a year).

In Florida, some of these clowns get more money in retirement than when they were working. The Military, as I recall ,was half pay at 20 years and three-quarters pay at 30 years. When I retired from TWA I got less than forty % after 31 years. (And we didn't get everything at cost in the PX, either).

I say, regardless of losing some good men, vote all the incumbents out. Then do it again next election, until the politicians realize they ARE accountable to the PEOPLE. Sure there will be something lost in the transition, but could it be any worse? It may even be HONEST. It's a terrible thing when you are forced into a situation of having to vote for the lesser of two evils. However there is a choice this year. Vote independent for Ross Perot. He cannot be a cure all, especially with the Congress he would probably get, but can it be any worse than we have now?

The only problem we may have is if the House of Representative ends up choosing our next President .

Food for thought, right.

Enjoy the rest of the Summer , see you all in San Diego.

Grapevine, August, 1992, Con't.

WILLIAM K. OWEN, 2363 Perich Ct. Mt. View, CA 94040 Ed. Note: Kelly Owen is a retired AAL Captain, started working in 1939, and sends the following letter to Dick Guillan: Thank you for your nice letter of May 17th and the prompt reply along with the info. on TARPA. I am glad to learn of your Subscriber category and happy to be enrolled.

I have enjoyed the May issue of TOPICS with many a good laugh and fond memories of some of the events. I would like to complement you and the Editor and the staff for such a fine publication. The format and quality is the best of any in the airline retirement publications I have seen to date.

I look forward to the time I will be attending one of your conventions and re-newing old friendships. I will not be able to attend this year as our Grey Eagle convention is in the same time frame and will be in San Jose, CA. Having been stationed in San Diego during the Convair 990 test program and residing in La Jolla, it would be a double treat to be able to make the TARPA event.

Thanks again for your most efficient response to my request.

Sincerely,

Kelly (415-968-5265)

A. EDDIE FRITTS, ( NANCY), 9901 Lowell, Overland Park, Ks 66212 Seems its always something to do as time marches on. We completed our new home in Arizona , may 18th and moved in May 21. Sure glad we beat the hot weather.

Harry Mokler conducted several after lunch meetings this past winter at the Moon Valley Country Club and I saw a lot of TWAers I had not seen in years.

We had a big winter in the "T-BIRD" Club in Arizona. They are really active and a lot of cars. The annual Route 66 drive is a big event.

Later, Eddie Fritts

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Grapevine, August, 1992, Cont.

ROBERT E. OVERMAN,(CLEOLA), 172321-107th Ave. Sun City, AZ. 85373 GV Ed. Note: The following letter was received by Secy/Treas. Dick Guillan in early June, from Cleola Overman.

Captain Robert Overman has become a victim of Alzheimers Disease. Since 15 September, 1991, he has been in a healthcare Center, which specializes in Alzheimer's Care. Fm sorry, but he no longer remembers that he worked for TWA for 30 years. Very tragic ! He was such a wonderful guy when he was himself.

Physically, he is as well as can be expected under the circumstances.

Sincerely Cleola Overman Cleola, all the members of TARPA and friends are with you and Bob all ways and always. Please keep in contact and let us know how Bob is getting along.

BETTY G. MITCHELL (JOHN E.) 3703 NE Shady lane Dr. Gladstone MO. Our family would like to acknowledge with grateful appreciation the kind expression of sympathy and the contribution to the TWA Pilots Retirement Foundation in John's Memory.

Sincerely, Betty G. Mitchell DOLORES SELBY(DAVE C.), 2183 Frontier Dr. Las Cruces, NM. 88001 Captain Guillan; Dear Richard, Thank you for your kind letter. I miss Dave.

As you know, he was a pleasure to be with and I am sure you had many good trips together.

I accept the Honorary membership in TARPA with appreciation and thank you for the contribution to the TWA Pilots Retirement Foundation in Dave's name.

Sincerely, Dolores (Del) Selby

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Grapevine, August, 1992, Con't.

IRIS FLOURNOY (RICH), 124 Mercer St. Princeton, NJ. 08540 Dear Mr. Guillan, Thank you for your kind and lovely letter. Richard was a most wonderful husband, father, grandfather and friend.

I will be pleased to accept Honorary Membership in TARPA and look forward to your publication which we have always enjoyed.

Thank you for your condolences and caring.

Sincerely, Iris Flournoy MARGE MIDDLEKAUFF ( R.H. BOB) 20 Rollingwood Dr. #89 Jackson, CA. Dear Captain Guillan, I wish to thank you and TARPA for the many cards and letters we received since Bob passed away. It is comforting to know that Bob is missed by his many friends as much as he is missed by his family.

Thanks also, for the Honorary Membership in TARPA and for continuing Bob's memory with a contribution to the TWA Pilots Retirement Foundation..

Bob so enjoyed his friends and acquaintances in TWA, and was very proud of the small part he played in TWA's history. Received a nice letter from Capt.

Townsend and so our son Jim is helping me gather the ICD information.

Thanks Again,

Sincerely, Marge Middlekauff and Family *************************

The Grapevine Editor, along with ALL the Officers of the TARPA, the TOPICS and ALL the Members and friends of TARPA , would like to wish all our survivors and their families all the hope, understanding and good wishes for the future, for we all know we will be together again some where out there in the west. And in the meantime our friends and loved ones are still with us where ever we go and will be all ways and always.

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INFOMATION FO R TARPA MEMBERS WHO WERE ON TWA' S I.C.D. WORLD WAR II AND FOR THEIR SURVIVORS The service of flight personnel and overseas based ground personnel who served on TWA's ICD-ATC operation during World War II has been recognized as military service by the Civilian/Military Service Review Board as of 12 May 1992 and subsequently approved by Mr. J.G. Cooper, Assistant Secretary of the Air Force. TWA people who were an the ICD or their survivors may request an honorable discharge from the Armed Forces and may be eligible for two minor medals and some limited veterans benefits.

Those interested should 'write to W.B. Townsend, 1524 Ingram Drive, Sun City Center, Florida 33573 for an application form and instructions for submitting applications. (Phone 813 634 6822) Additionally, if anyone has their logbooks, Pre-Flight Instructions, or Flight Operations Orders from ICD listing crew members, sending a copy of them to me would be appreciated. It could provide vital evidence for other crew members or their survivors who wish to apply but no longer have their own records to substantiate their applications.

Submitted by W.B. (Bill) Townsend , Chairman, ICD-ATC Group Committee

TWA SENIORS CLUB ELECTS 1992-1993 OFFICERS Sent in by past president Bill Dixon The TWA Seniors Club, at its Annual General Meeting in Orlando, Florida, on May 20, elected the following officers for the 1992-93 year: Tom Sawyer, president; Robi Mueller , first vice president; Herb Griggs, second vice president; Andre Marvill e, international vice president; Irv Sutter, Larry Gardner and Helen Litvak were re-elected as v.p. public relations, treasurer and secretary respectively. Gordon (Parky) Parkinson continues as chairman emeritus.

Bill Dixon, who just completed two terms as president, becomes past president.

The annual meeting was highly successful, with a capacity crowd of 570 attending the banquet and general membership meeting at the Clarion Plaza Hotel. The St. Louis chapter will host the 1993 get-together, with San Diego scheduled for 1994.

The Seniors Club welcomes new members. If you are interested in joining, send $10 payable to the TWA Seniors Club, to Larry Gardner, P.O. Box 7726, Torrance, CA 90504-9126. Enclose a stamped , self-addressed envelope for your membership card. There are 26 chapters, 9 of which are overseas. They sponsor many local functions. A bi-monthly newsletter is mailed by the National Club to all members.

It also sponsors the Annual Roundup at Wickenburg and the annual meetings.

We listen to Paul Harvey most every day. He likes to quote bumper stickers seen by people. One day his quote was abut one that read "If I had known then what I know now, I would have picked my own cotton." We got a laugh out of it for, evidently, Paul did not realize the racial overtone. The next day he apologized.

I imagine you all heard about Bill Clinton offending Jesse Jackson by criticizing Sister Souljah for her remark about "why not have a week to kill whites" Had one of us made a similar remark about a week to kill blacks we would probably have ended up in jail.

Which reminds us of a bumper sticker seen in the last presidential race.

It was on a front bumper and read "Run, Jesse, run". And I don't think they were referring to our good senator, Jesse Helms, either.

TARPA Trans-Canal Cruise April 26-May 11, 1992 Article and pictures by Bill Dixon PAT & CHUCK HASLER LEAD PERFECT CRUISE THRU PANAMA CANAL! Another of the Haslers' fabulous TARPA cruises departed Tampa April 26 and docked in LAX on May 11. Even though the Regent Sea passed through the tropics, not a drop of rain fell and the seas were smooth.

The sea-sick pills were excess baggage!

Following a pre-sailing party the evening of April 25, a festive group of 18 enjoyed a great 15 days at sea, with stops at Grand Cayman Island, Costa Rica and Acapulco and Sihuratanejo in Mexico.

On board were the Haslers, Bill and June Dixon, Francis Hylton, Elsa Brostedt, Cecil & Thelma Jones, Delbert & Ethel Jones, Jack & Jean Koughan Lyle & Leslie Locke, Mel & Donna Risting and Bob & Pat Roseberry.

GROUP PICTURE

Chuck Hasler at the wheel of the Regent Sea Just like a 747!

Highlights of the journey included the Ristings' consistent winnings at the daily bingo and lottery, but the top winners were the Dixons with their bingo jackpot of $1140.

The canal transit was extremely fascinating as was the stop in

Costa Rica. Many lives were lost to disease and accidents in the construction of the canal, especially by the French in their ill-fated effort to build it at sealevel. The U.S. took over the task in the early 1900's and eliminated the terrible toll from yellow fever and malaria.

Chuck Hasler, a frustrated jockey, entered two wooden horses for the group in the ship's featured race. but they limped in 5th and 6th in the 6 horse race.

So much for the visions of big dough!

35

PANAMA CANAL CRUISE

MEL & DONNA RISTING

FRANCIS HYLTON BOB & PAT ROSEBERRY

FRANCIS HYLTON JEAN & JACK KOUGHAN

CONVENTION SITE SELECTION FROM EV GREEN As advertised, San Diego "92 convention preparations have been underway for sore time by co-chairman Carl & Vicki Schmidt and Rich & Marcia Davis. They have t event planned for us. YOUR RESERVATIONS SHOULD ALREADY BE IN! Pat and Chuck Hasler are well on the way to take us to sea in "93.

I solicit your suggestions and commments for the '94 site. We will need a facility to accco madate 600 plus. RNO at air race time is under study as well as PMX, PHX, SEA and SFO. Any others you would like considered? Call or write or see me in San Diego if you have a suggestion about a site for a future convention. :Your editor would like to add a note; Ev, I want to express our gratitude you for all the hard work you have done and are doing for all of us in TARPA.] NEW NOMINATING COMMITTEE The newly appointed chairman of our TARPA Nominating Committee is Robert F. Thompson, 807 W. Hintz Road, Arlington Heights, IL 60004. Phone 708 259 9718.

Other member is Wesley L. Jacobson, 1203 Dover Lane, Elk Grove Village, IL 6007.

Phone 708 437 0550.

Get ready to volunteer your services to this committee or, if you are asked, please accept. All officers and directors are up for election at this upcoming convention. Don't expect the same people to always do the necessary work. New bodies make for new ideas and progress.

[And your editor would like to take this opportunity to personally thank Harry Jacobsen for the fine job he has done for a long time.]

SMILING JACK ROBERTSON RECOMMENDS THIS BOOK SKYLINERS, MAINLINERS, FALCONS AND FLAGSHIPS by George W. Hamlin, World Transport Press, Inc. P.O. Box 521238, Miami, FL 33152-1238. $24.95.

If you delight in airline history, particularly the post World War II era of propliners, tubroprops and the early turbo-jet powered transports, this book is for you.

Not much text here, mostly just photographs, but they are all in color and they bring back some great memories of Connies, DC6, 7s , Viscounts and Convairs, with the classic paint schemes of their airlines, many of which are no longer with us.

George Hamlin, who works for Airbus Indutrie in Washington, is an avid airtransport historian and photographer. He has obtained the color-slide collection of Mel Lawrence, whose hobby was photographing the transports of the 1950s and 1960s wherever he traveled. Hamlin has edited the Lawrence collection and supplemented the work with some of his own photographs to produce a delight for the eye and memory. This volume covers the U.S. airlines.

A housewife was complaining to her husband, "Just look at me! My clothes are so drab and shabby, if anyone comes to the door, he'd think I was the cook."

"Not if he stayed for dinner," was the quick retort.

The stranger, looking around for a house in the neighborhood, asked a resident if the neighbors were honest. The man said they were pretty honest around there.

The stranger asked why he kept his shotgun loaded if there was honesty around.

The resident said, "That's a good way to keep them honest, don't you think?"

37

WILLIAM A. DIXON 8021 Pinot Noir Court San Jose, CA 95135 408-274-2798 July 2, 1992 Mr. Carl Icahn Chairman and CEO

Mr. Bill Hoar Executive VP and COO Trans World Airlines 100 S. Bedford Mt. Kisco, NY 64195

Gentlemen: I read with considerable trepidation the Wall Street Journal article, on June 29, revealing that U.S. Air, with backup from British Airways, is negotiating to buy TWA's routes and assets.

Writing as a retired employee (1978), who devoted 41 years to TWA - and enjoyed it all - please know that I am trusting you both to protect my retirement, insurance and pass privileges in any buy-out or merger. Although I am no longer president of the TWA Seniors Club, l can assure you the same concerns are felt by the vast majority of TWA's thousands of retirees.

If the interests of TWA's employees and retirees are given the priority they deserve, then the surviving airline will gain a lot of boosters; otherwise, l foresee many problems for everyone involved.

Things are much changed from December 1936, when I was a sophomore in college and was hired at age 18, as a ticket agent ( short-hand required!). This basically resulted from a letter I wrote President Jack Frye early in 1936, seeking to earn a ticket to Los Angeles. The individual personal touch of those days is no l onger possible (1100 employees then), but corporate concern for employees and retirees is probably higher. With this in mind, you can understand why people like me will be expecting TWA management to guard our rights in any sale or merger.

Perhaps my worries are needless, and TWA will stay TWA!

Best wishes,

Bill Dixon Captain - retired

COLORADO SPRINGS GOLF PROS

BILL COX, GLEN BLEVINS, FORD BLANEY & RUSS YOUNCE.

Did you hear about the Congressman who woke up from a nightmare screaming? He dreamed all that money he was appropriating was his own!

39

Lou Costello — That's what I want to find out.

I want you to tell me the names of the fellows on the St. Louis team.

A. -1'm telling you. Who's on first, What's on second, I Don't Know is on third .. .

C. — You know the fellows' names?

A. — Yes. C. — Well, then, who's playin' first?

A. — Yes. C.— I mean the fellow's name on first base.

A. — Who. C. — The fellow playin' first base.

A. — Who. C. — The guy on first base.

Somebody wrote Ed Brice the other day wanting to know why Bud Abbott and Lou Costello were in the Baseball Hall of Fame, and it occurred to me that there's an entire generation out there using the famed "Who's on first?" catch-word without knowing its origin.

So here's a rare copy of the skit — a collector's item extraordinary that will have to be presented in two weekly parts.

So, clip and save both weeks.

■ Bud Abbott — You know, strange as it may seem, they give ball players nowadays very peculiar names. Now, on the St. Louis team Who's on first, What's on second, I Don't Know is on third A. — Who is on first.

C. — Well, what are you askin' me for?

A. — I'm not asking you — I'm telling you.

Who is on first.

C. — I'm askin' you — who's on first?

A. — That's the man's name!

C. — That's who's name?

A. — Yes. C. — Well. go ahead, tell me!

A. — Who. C. — Have you got a first baseman on first?

A. — Certainly.

C. — Then who's playing first?

A. — Absolutely.

C. — Well, all I'm trying to find out is what's the guy's name on first base.

A. — Oh, no, no. What is on second base.

C. — I'm not asking you who's on second.

A. — Who's on first.

C. — That's what I'm trying to find out.

A. — Now take it easy.

C. — What's the guy's name on first base?

A. — What's the guy's name on second base.

C. — I'm not askin' ya who's on second.

A. — Who's on first.

C. — I don't know.

A. — He's on third.

C. — If I mentioned the third baseman's name, who did I say is playing third?

A. — No, Who's playing first.

C. — Stay off first, will you?

A. — Well, what do you want me to do?

C.— Now, what's the guy's name on first base?

Elston Brooks' column spawn Sunday.

Next Sunday: Part 2.

A. — What's on second.

C. — I'm not askin' ya who's on second.

A. — Who's on first.

C. — I don't know.

A. — He's on third.

C. — There I go back to third again.

A. — Please. Now what is it you want to know?

C. — What is the fellow's name on third base?

A. — What is the fellow's name on second base.

C. — I'm not askin' ya who's on Second.

A. — Who's on first.

C. — I don't know. (Makes gurgling noises.)

You got an outfield?

A. — Oh, sure.

C. — The left fielder's name?

A. — Why. C. — I just thought I'd ask.

A. — Well, I just thought I'd tell you.

C. — Then tell me who's playing left field.

A. — Who's playing first.

C. — Stay out of the infield. I want to know what's the fellow's name in left field.

A. — What is on second.

C. — I'm not asking you who's on second.

A. — Now take it easy, take it easy.

C. — And the left fielder's name?

A. — Why. C. — Because.

A. — Oh, he's center field.

'Who 's On First'skit hasn 't played out yet

pitcher?

C. — Tell me the pitcher ' s name.

A. — Tomorrow.

C. — You don't want to tell me today?

A. — I'm telling you, man.

C. — Then go ahead.

A. — Tomorrow.

C. — What time tomorrow are you gonna tell me who's pitching?

A. — Now listen. Who is not pitching. Who is on .. .

C.— I ' ll break your arm if you say who's on first.

A. — Then why come up here and ask?

C. — I want to know what's the pitcher 's name.'

A. — What s on second.

C. — Ya got a catcher?

A. — Yes. C. — The catcher' s name?

A. — Today. ' C. — Today. And Tomorrow s pitching?

A. — Yes. C. — I'm a good catcher, too, you know.

A. — I know that.

C. — I' would like to catch. Tomorrow s pitching and I'm cathi g. n A. — Yes. C. — Tomorrow throws the ball and the guy up bunts the ball.

A. — Yes. C. — Now when he bunts the ball me being a good catcher— I want to throw the guy oust first base, so I

Costello — Wait a minute.

You got a pitcher?

Abbott — Wouldn ' t this be a fine team without a

Here's the second (and final) segment of Bud Abbott and Lou Costello's famed "Who's on First?" routine. Clip and save.

pick up the ball and 'throw it to who?

A. — Now, that s the first thing you've said right.'

C. — I DON T EVEN KNOW WHAT I'M TALKIN' ABOUT. A. — Well, that's all you have to do.

C. — Is to throw it to first base.

A. — Yes. C. — Now who's got it?

A. — Naturally.

C. — Who has it?

A. — Naturally.

C. — O.K. A. — Now you ' ve got it.

C. — I pick up the ball and throw it to Naturally.

A. — No, you don't. You throw the ball to first base.

C. — Then who gets it?

A. — Naturally.

C.—I throw the ball to Naturally.

A. — You don't. You throw it to Who. C. — Naturally.

A. — Well, naturally. Say it that way.

C. — I said I'd throw the ball to Naturally.

A. — You don't. You throw it to Who. C. — Naturally.

A. — Yes. C. — So I throw the ball to first base and Naturally gets it.

A. — No, you throw the ball to first base .. .

C. — Then who gets it?

A. — Naturally.

C. — That's what I'm saying.

A. — You're not saying that.

C. — I throw the ball to first base.

A. — Then Who gets it.

C. — He better get it.

A. — That's it. All right now, don ' t get excited. Take it easy.

C. — Now I throw the ball to first base, whoever it is drops the ball, so the guy runs to second.

A. — Uh-huh.

C. — Who picks up the ball and throws it to What. What throws it to

I Don't Know. I Don't Know throws it back to Tomorrow — a triple play.

A. — Yeah, it could be.

C. — Another guy gets up and it's a long fly to center. Why? I don't know. And I don't care.

A. — What was that'?

C. — I said, I don't care.

A. — Oh, that's our shortstop.

(Costello clenches his fists, makes gurgling sounds and goes chin-tochin with Abbott.)

Elston Brooks' column appears Sunday.

The last word on `Who's on First?'

By Ed Betts

From E.C. "Lum" Edwards; Dear A.T. - Before I get into what I sat down to do, I want to thank you for all of your hard work and effort on behalf of TARPA in editing the TOPICS. It has to be almost a thankless job and I hope that you live to be a thousand so we can be sure that it will continue forever. My sincerest appreciation.

On a recent flight to Munich I ran into Ed Betts (the guy who doesn't like to travel) and he was telling me about a writing contest that he won in a local paper. He was very reticent to provide me with information so I went elsewhere.

I will try to reduce the newspaper copy to a size you can use but I will enclose the copy as I received it.. All the best, Lum. [Lum, thanks very much for sending me ready to print copies. A guy has to be nuts to trust a rubber band that much. Wonder if it was made by Trojan. Oh, and thanks for the pat on the head. I do get lots of them, though, and they provide me with the incentive to continue and I enjoy it A. T.]

Daring bungee jump tale earns trave Betts wins weekend at restful resort

From EARL KORF ICD RADIO OPERATOR Dear A.T. - Want to write something about the wonderful ICD reunion in Orlando in May. Suzanne and I are still talking about it. What a grand group of old time TWAers. Never dreamed of seeing so many of these again. Some of them go back 50 years. Only regret that I did not get a chance to personally chat with everyone.

With 800 in the Seniors party at a near by hotel and 275 ICDers, TWA just about took over in Orlando.

You may have received pictures from Floyd Martin or Harry Stitzel but am enclosing 3. Perhaps you can use one of them. I like the picture of Howard and Fred, our most senior Captains and myself. Have a little story on these two wonderful flyers. My first ICD trip was a departure from Washington, DC, on April 22, 1942, 4 days after the Tokyo Doolittle raid. Crew was Captain Howard Hall, F/0 Stan Stanton, second officer Gene Klose, Navigators Harry Graham & Charlie Huff, F/E Tom Watkins and Radio Operator Earl Korf. Long flight to Ascension Island, Africa, Cairo and on to Karachi. On the way home in Accra, we were ordered back to Cairo where we picked up some RAF pilots and a guy named Jimmy Doolittle. For a week Doolittle was with us but we never knew he had any connection with the Tokyo raid until arrival in DCA when President Roosevelt made the official announcement.

Understand Howard had an idea when someone slipped and told him just before we arrived back home but he kept it secret from the rest of us. Of course, Howard Hall was the Captain of the Ford tri-motor flight near Columbus, Ohio, when I attempted my very first two way voice contact with a plane. This was in December 1930 and I can assure you it was an experience. The plane on my first trip on ICD was a Navajo Stratoliner.

Now to Fred Richardson, who was Captain on my second Atlantic trip. This was also on the Number 1 Navajo. Copilot Pop Noftsinger, Lofgren, Navigator Roger Smith, Flight Engineer Jimmy Combs and myself as Radio Operator.

Routine flight to Prestwick but much non-routine on the way home. Left Prestwick for an 11 hours flight to Gander. Before arriving, Gander reports dense fog had set in so we continued on to Stephenville, our alternate. Shortly afterwards, Stephenville closed in on us. Something had to be open up ahead of us but Frederickton and Moncton both closed down with all maritime provinces covered with a large area of dense fog. Bangor was out of our range so the only thing open was Presque Isle, Maine, but, theoretically, we did not have enough fuel to make P.I. Now it was getting a bit itchy. All we could do was steer for Presque Isle and get as close as possible before running out of fuel. Jimmy Combs had those engines throttled down so you could almost count the revolution of the props.

Talk about maximum fuel economy. We were all prepared for a dead stick landing on a dark night over unfamiliar terrains. But by the grace of God and the efficient way Jimmy nursed our dwindling fuel supply, we finally picked up the most welcome rotating green airport light on the P.I. field. The tower asked us to circle the field but Fred told them, hell no, we were coming straight in, fuel almost gone. After landing, on the rollout, 2 of the engines quit. That was a close one. Outside of Frank Niswander's 21 hour flight from Iceland to Washington, believe this was the longest non-stop Stratoliner flight, 16 hours and 30 minutes.

I want to congratulate George and wife, Gerry, for organizing this grand ICD party. They couldn't have done better.

And also, congratulate Bill Townsend for getting our military recognition.

He must have written hundreds of letters and made many telephone calls. We all appreciate it, Bill.

Received a nice letter from Marge Middlekauf stating she and her sons are also applying for the military status for Bob who passed away recently.

I noticed Jim Richter's story on reading his obituary on the Wayne Williams accident near Las Vegas in early 1942. I recall this accident, too, as I was the last one to talk to the pilot of that accident.

EARL KORF I was radio operator on duty at Burbank along with dispatcher Clarence Corron, (recently deceased). When the DC-3 took off, the copilot called me giving off time and eta for Burbank. I acknowledged and transmitted his ATC clearance to him. He acknowledged and that was the final transmission. As we all know, a few minutes later they flew into a mountain. Am not sure what the final decision on the cause of the crash was but I always have had my own.

The flight was planned for a stop at Boulder City. Flight plan made out for all the legs between Albuquerque and Burbank on the ground at ABQ. When the flight ran into strong head winds and could not make Boulder before dark, they were diverted to Las Vegas, as Boulder did not have any lights. During the fueling stop at Vegas, apparently no one thought about changing the flight plan on the next and last leg to Burbank. So, after takeoff, they looked at the flight plan for an initial heading and used the one on their flight plan. This heading would have cleared any obstacles out of Boulder but they were leaving Vegas, not Boulder.

The difference in those two headings could have caused them to rash, some miles off course. Now I do not believe that the Captain was in charge at the time.

Wayne was much too experienced to slip up on this matter of initial heading.

Carole Lombard was on board, of course, and the center of attraction including Wayne, I'm sure. There were a group of Army pilots on board. I don't believe Wayne was flying the plane on that takeoff. The reason is that all the years I had known Wayne Williams, he always made the radio contacts himself. He Knew all the radio operators by name and wanted to make the contacts himself. It was definitely not Wayne who talked to me that night. I also noticed that on the various radio contacts made by the flight before Las Vegas, it was not Wayne at the mike.

That puzzled me at the time. Perhaps he had Carole in the cockpit, maybe sitting in one seat while the copilot was flying, who knows? As far as I know, the wreck so completely demolished the aircraft that it could not be determined who was at the controls.

Who knows but perhaps if a more experienced copilot like Jim Richter had been there the accident would not have occurred.

PERILS OF A PILOT Parky says the following is from TWA's original house organ.

Many people, mostly of the younger set enjoy watching the arrival of the night mail at Indianapolis. Saturday night is a particularly gala occasion. Members of the Fair Sex crowd to the guard rail to get a glimpse of that "thrilling looking pilot". "There he is! that's him!", cried one of the fair damsels as our handsome brunette pilot hurried into the station the other night.

As he came out of the station, one of the girls grasped him affectionately by the arm. "Don't you remember me?" she asked sweetly. The pilot looked at her earnestly but continued walking. She tripped lightly alongside the stalwart pilot still insisting he should remember her.

He stopped at the end of the canopy, looked at her seriously and replied, "My dear young lady, I do not remember you and besides the mail must go through.

A moment later, motor roaring, the plane disappeared into the East. * * * * * * Dutch Holloway has invested his savings in a business outside of flying.

He now owns a hair-restoring emporium - sure fire formula and all. One of Dutch's first customers was Eddie Belande - and now Eddie doesn't speak to Dutch.

THE SUREST WAY TO HAVE THE LAST WORD IS TO APOLOGIZE!

45

THEIR VIEWS

Briefcase

Oligopoly flies off with airline industry, leaves nation waiting at gate Great names in the airline industry like Pan American, Eastern and Braniff are gone. Ozark and Republic were merged out of existence. Midway recently succumbed.

Not-so-great names — Air West and Continental — are about to go over the cliff. TWA, an on-and-off great name, is close to its final flight.

The deregulated airline industry — where open competition was supposed to produce a host of new competitive carriers — has instead generated" an oligopolistic concentration of airline power in the Big 3 " : American, United and Delta.

TWA is breathing its last gasp. As a national carrier it is a virtual irrelevancy. It has sold off some of its best overseas routes.

The only thing that could save it would be an infusion of cash from Carl Icahn's wallet. But Icahn takes money out of companies, as he did earlier with TWA. He doesn't put his own money in sinking ships. Regardless of what happens to TWA. Icahn will have walked away with a Tom bundle of money as Captain Carl. the airline manipulator.

Eagleton Presumably, USAir is the white knight coming' to the rescue — a struggling white knight at that. It s two steps from the blood bank. It is awash in red ink and needs its own white knight, British Airways.

St. Louis cheerleaders maintain that USAir will take over Carl Icahn's St. Louis hub, employ the same number of people and operate it just as it is, flying from St. Louis to everywhere in the world. Their presumption is that they can keep it just the way Icahn had it, keep all the jobs intact, pay the same salaries and it will all work out like a marvelous fairy tale. Do you really believe that?

The way airlines compete in today ' s cruel world' is to fire people and dump unprofitable routes. USAir s primary hub is Pittsburgh; Charlotte. N.C., is its secondary hub. The local St. Louis enthusiasts say USAir is," like Horace Greeley, marching west to challenge the . Big 3" and that St. Louis is the focus of USAir's " Westward Ho" ' battle plan. We ll see about that.

In the meantime, there is the matter of what to do with TWA's pension obligations. Icahn wants to dump ' them.

USAir won't touch them. The government doesn t want to be stuck with them. When corporations go down the tube, pension plans can get hurt. "Screw the pensioners," was one of the bywords of Ivan-Boesky.

Thomas Eagleton is a former U.S. senator from Missouri who writes a weekly column for Missouri newspapers. His column appears Saturday.

"It's that anesthesiologist."

THE FAR SIDE

By GARY LARSON

"Whoa! Watch where that thing lands — we'll probably need it."

TWA-ICD REUNION, LAS VEGAS, 1977

Standing, left to right; DUKE ELLINGTON, JOHN PHILLIPS, JOHN POWK, VAN THOMPSON, ANDY YELANEY (YELENOSKY), ROY BRISTER, DUB YOUNGBLOOD, DEAN MILLER, KEN KENNYHERTZ, VERN LOWELL AND BILL DUGAN (?)

Kneeling; OLE OLSON, CHARLES STRICKLER, CHARLES TISEO AND CHARLES QUERY.

SOME QUIPS FOR CHIRPS The primary requisite for any new tax is for it to exempt enough voters to win the new election.

Some taxpayers close their eyes, some stop up their ears, some shut their mouths, but all pay through the nose.

Politics: The art of looking for trouble, finding it everywhere, diagnosing it incorrectly and applying the wrong remedies.

Definition of bureaucracy - the process of converting energy into solid waste.

A bureaucrat's idea of cleaning up his files is to make a copy of every paper before he destroys it.

What is the opposite of progress? Congress!!

47

[Horace Greeley sent us this clipping from the Newark Star Ledger] MIRACLE AT MIDWAY

By Joy Aschenbach It was six months to the day after the bombing of Pearl Harbor. Midway Island, a dot in the Pacific, was the enemy's target.

At 4 a.m. June 4, 1942, U.S. Navy Ensign Albert K. Earnest was in the cockpit of his torpedo bomber on a Midway runway warming up his engine and waiting for search-plane sightings of Japanese aircraft carriers.

Midway's two tiny islands, U.S. Territory about 1300 miles northwest of Pearl, would be heavily attacked. Their fuel tanks would be hit. Remarkably, the three runways would not.

By 8:30 a.m. Earnest's plane was the only one of six torpedo bombers to make it back to Midway. "We had a very bad day," he recalls at age 75.

But about two hours later, in six devastating minutes 50 years ago, U.S. dive bombers and fighters delivered a blow from which the Japanese would not recover.

"Midway was the turning point of the war in the Pacific," says historian William S. Dudley of the Naval Historical Center in Washington.

Ensign George H. Gay, who flew his Devastator torpedo bomber off the USS Hornet just after 8 that morning and crash-landed it into the ocean just after 9, had a fish-eye view of carrier-launched air superiority in naval warfare.

"It's not easy to dig a foxhole in the ocean," he recalls. "I survived because I found a black piece of debris, deck padding from my plane. I put it over my head and hid under it."

Gay spent 30 hours in the sea. "I was at the bull's eye. I saw the Soryu, Kaga and Akagi sink," he says. "I could feel the concussions as the bulkheads went."

Later, the last Japanese carrier, Hiryu, was destroyed. The Americans lost only the carrier USS Yorktown.

Rescued by a Navy seaplane, Gay was the only member of Torpedo Squadron 8 to survive. "I lost 29 friends," he says. As Midway's most famous survivor, Gay, 75, and a retired TWA pilot, says he hopes the emphasis of the 50th Midway commemorative events June 4-7 will be on those who didn't make it.

The Midway Islands gave their name to the battle, which gave its name to the aircraft carrier USS Midway commissioned in 1942 and to Chicago's Midway Airport, renamed in 1949 when it was the world's busiest.

During the war, several thousand servicemen were stationed on Midway Island.

Today it has only 8 Navy men. they oversee 200 employees of a private contractor who keeps the Navy facility - Midway's sole installation - operating. Most of these civilians are Sri Lankans, Thais and Filipinos. Midway is on a standby status, the Navy says. Military planes are no longer based there, its only ships are tugboats. "We're a medevac. Three or four times a month we rescue a fisherman, typically Japanese, Taiwanese or Korean who has been hurt in a fall," says Lt. James Van de Voorde.

Van de Voorde, 33, has been on Midway since last September. The usual tour of duty is one year. "The toughest part," he says, "is being away from my wife and four children in Oak Harbor, Washington. " Thursday is everybody's big day here," he says. That's when the once-a-week plane arrives from Honolulu bring food, supplies and mail.

In 1935, Pan Am made aviation history when its China Clipper refueled on Midway on a pioneering flight across the Pacific. Pan Am put the island on the map until the jet age bypassed it.

Today the Navy shares Midway with its longtime inhabitants: several hundred thousand albatrosses, noisy, ungainly creatures that American sailors dubbed "gooney birds." "They're everywhere - outside your door, on the golf course, on the runway," says Van de Voorde. The runway has to be cleared of them for planes.

49

MEDICAL FORUM We are probably daydreaming to head up something like this but we keep hoping.

Harry Mokler tried to get something started like this but the response was severely disappointing. We just don't share the brotherhood we should to where we should share our experiences especially in regard to medical problems. Too often people have such confidence in their doctor, who they have probably used for years, they don't dare to think that maybe some other doctor might have a second opinion that might be beneficial in their case. This was driven home to me last year in s situation I encountered. A second opinion and a change of medicine probably saved me much pain and expense.

Anyway, the following letter is from a man who is willing to share his experience and knowledge in the hopes it might benefit his fellowman. The following is from Capt. J. Willard (Chick) Dyer; Dear A.T., First of all I want to thank you again for all the good things you do for TARPA. Because of people like you we have the finest retirement organization in the country.

I spoke to you some time ago about this letter. I really do not enjoy writing about the contents but if it will help one or more TARPA members then it is time well spent.

July 91 I had my annual digital prostate exam by my family doctor. One of his specialties is Oncology. He decided that I needed further testing. The next test was a P.S.A. It was positive with a count of 28. That gets your attention!

To verify, the next procedure is ultra sound testing of the prostate area and a biopsy of the prostate. The ultra sound did not show anything special and six biopsy specimens were negative. Back on cloud nine!

My doctor just said he did not believe it. Another P.S.A. in August gave a count of 35. When we returned from Colorado Springs I had another P.S.A. with a lab count of 42. O.K. Dyer; stop this and get on the ball and take some action.

My doctor set me up for an examination with the head surgeon at the Kenneth Morris Cancer Research Hospital Jr, U.S.C. Medical Center. That is where he received his Oncology training. It is one of the 29 major cancer research hospitals set up by the Nixon administration in 1971 for the all out war on cancer.

Dr. Gary Lieskovsky gave me a digital on December 5th and said, "Let's cut it out, no more tests necessary." I had a pelvic C.T. scan on December 11th and a full body bone scan December 23rd - both were negative, scheduled for surgery January 20th and gave a pint of blood January 2nd.

At this time we received information about the new Proton Beam Cyclotron at Loma Linda University Medical Center at Loma Linda, California. After consultation we cancelled the surgery that had been set up with Norris.

January 29th I entered Loma Linda Hospital for a Laparoscopic Bilateral Pelvic Lymph Node Dissection. This was to make sure - the tumors were all contained and had not spread. I started proton treatment February 18th . they were 2 minutes and 45 seconds for 5 days a week for 3 weeks. After that I had 5 weeks of high energy X-Ray 5 days a week. This adds up to 7500 Rads - the maximum you can have in any one area.

What is a proton beam? In 1985 there were 91 cyclotrons in the world and 29 of them had limited medical ability. The facility at Loma Linda is the first built for medical purposes only. 260 millions volts; more than double the power available for medical use than before. They started proton for eye treatment in October 90 - four months later inoperable brain cancer - October 91 they started on prostate cancer and on February 92 cancer of the cervix.

MEDICAL FORUM The proton used is from the hydrogen atom. It is accelerated to 60% of the speed of light and directed precisely to the tumor. It does not reach peak energy until it reaches the tumor and drops to zero as soon as it passes the cell. This procedure ionizes the cancer cells. They cannot reproduce and will disappear in about 3 months. The X-Ray is additional treatment for the tumor plus positive radiation of the whole area to make sure that not one micro-cancer cell has escaped.

The Proton Beam Cyclotron is an amazing machine. 42 to 75 feet below ground and surrounded by concrete walls 15 feet thick - cost $40 million. The treatment cost 30 to 40 thousand dollars and Medicare will pay 80% and TARPA or 65+ pays the rest.

35,000 men in the United States will die this year from prostate cancerall unnecessarily because early detection is the answer. Do have annual digital examinations plus P.S.A. after age 40! There is a special treatment center like Norris near everyone in the United States but only one Loma Linda in the whole world. Harvard and U.S.C. Davis have grants to build one.

This is a hurried note and I could say a lot more. My reason for writing is to get your attention! Do not wait until it is too late.

If anyone wishes to call me, I am usually home 5 P.M. to 10 P.M. most nights.

The number is 714 982 9878. If no answer, try again.

Best wishes, Chick Dyer.

[Chick, your humble editor has often wondered what your nickname stood for, How about telling us? Sonny Boy Hall told us how he got his. We sincerely appreciate the foregoing article and fervently hope it will be taken seriously and that maybe just someone might be helped. And our best wishes to you and yours. A.T.] Phil Rimmler says this might get a few chuckles; The ASRS (Aviation Safety Reporting System) is administered by NASA for the purpose of watching for trends adversely affecting safety. They write a monthly report called ASRS Callback. Callback contains excerpts of actual ASRS reports and can be pretty humorous. For example: An airline pilot, following a maintenance test flight, wrote in the log "Aircraft satisfactory, but Autoland very rough."

The mechanic signed the complaint off with "Autoland is not installed on this aircraft."

I can just see this pilot sitting back with his arms folded across his chest as the airplane slams onto the runway. Callback subscription is free, just write to NASA and ask to be put on the mailing list.

NASA Aviation Safety Reporting System P.O. Box 189 Moffett Field, CA 94035-1000.

Betty Humbles was named Lioness of the Year by the Belhaven, North Carolina, Lioness Club. This entitled her to ride in her beautiful blue 1966 Olds convertible in the July fourth parade. It was the fiftieth year Belhaven has had its July fourth parade which was a fine and big parade.

The husband and wife were sitting in their boat, their lines in the water, when he suggested a bet as to who would catch the first fish. She accepted and it wasn't long until she got a bite. In attempting to pull in what appeared to be a big one, she got so excited that she fell out of the boat. "oh, well," said the husband, "If you're going to dive for them, the bet's off!"

51

Fort Worth "Star Telegram" Wednesday A.M., April 17,1991

LETTERS TO THE EDITOR

T h e y d e l e t e d m y n e x t- to -l as t pa ra gr ap h in m y le tt er . it s t a t ed ( a p p r o x i m a t e l y ) " M a n y o f t h e l o ca l mi li ta ry r et ir ee s ha ve r o o t s n o t t o o d e e p l y p l an te d in t he s oi l of F or t Wo rt h. W he n Di ck Cheney takes Carswell AFB and Governor Ann and the so- called Texas L e g i s l a t u r e g i v e u s a s ta te i nc om e ta x, w e' ll b e go ne .

T o pa ra p h r a s e R o b e r t F r o s t ' s p oe m ab ou t th e Ch ic ag o fo g, ' We 'l l ju st t ip t o e a w a y on c at li ke f e e t . ' " ( B y G o r d o n W . H a r g i s )

BONUSES

AWARDED TO EXECUTIVES VEXING STOCK HOLDERS From AP article Congress is mad about it. The newspapers and airwaves are full of it. Two bills are pending in Congress to control or give shareholders more say in big corporate pay.

What's the controversy? Very big paychecks and bonuses awarded top executives even if profits are off and stock prices are down.

Take Andrew Sigler, the chairman of Champion International Corp., a paper maker whose stock has been performing poorly for years. He was paid $1.14 million in salary and bonus for 1991, down 8 percent from 1990, while the Stamford, Conn., based company's earnings dropped 182 percent.

At a hostile session with heads of the nation's biggest pension funds, Sigler and a member of Champion's board tried to explain the logic behind regularly paying a bonus to top executives - even when the company's performance is down.

But listeners like New York City's commissioner of finance, Carol O'Claireacain, wanted to know when poor performance would eliminate Sigler's bonus or require him to give money back.

Sigler, who has been chairman since 1974, told his incredulous audience that doing a job poorly would get him fired first. "They don't get it," said OClaireacain, a trustee of four New York City pension funds with $45 billions under management. "It doesn't occur to them that that's not the way the world works for real people."

Examples of pay packages Stephen Wolf, UAL Corp.; 1991, $575,000, 1990 $18.3 million, down 97 percent.

Dean L. Buntruck, Waste Management, Inc.; 1991, $3.7 million, 1990, $12.3 million, down 70 percent.

Paul E. Lego, Westinghouse ELectric Corp.; 1991, $677,083, 1990, $1.68 million, down 60 percent.

John Akers, International Business Machines Corp.; 1991, $1.58 million, 1990 $2.6 million, down 39 percent.

Lee Iacocca, Chrysler Corp.; 1991, $3 million, 1990 $4.6 million, down 35 percent.

Robert C. Stempel, General Motors Corp., 1991, $1 million, 1990 $1.40 million, down 31 percent.

Andrew Sigler, Champion International Corp., 1991, $1.14 million, 1990, $1.24 million, down 8 percent.

Harold A. Poling, Ford Motor Co., 1991, $1.14 million, 1990, $1.22 million, down 6.6 percent.

Edward A. Brennan, Sears, Roebuck & Co., 1991, $979,847, 1990, $978,854, up 1 percent.

John Reed, Citicorp, 1991, $1.22 million, 1990, $1.2 million, up 2 percent.

Frank Popoff, Dow Chemical Co., 1991, $1.8 million, 1990, $1.3 million, up 38 percent.

Howard L. Clark, Jr., Shearson, Lehman Brothers Inc., 1991, $2.05 million, 1991, $928,000, up 121 percent.

A New York pension fund wants an independent panel to set pay for top executives at Reebok International Ltd. after reports that Reebok Chairman Paul Fireman was paid $15 million in salary and $18 million in stock options in 1990 - a figure Reebok disputes.

[Editor's note: One is reminded of reading that TWA's Board of Directors handed Lorenzo $28 million when they were thwarted in their efforts to hand him the airline. C.E. Meyers floated away on a $3 million golden parachute. Now our airline is in bankruptcy and retreating from the competition as witness their plans to leave Ohara for Midway which sounds like downsizing to commuter operations.

Once a great airline with the greatest route potential TWA has sold off much of its international routes. It is sad. One supposes these people who have dispensed millions of others money would say it's only money.]

53

196 Springview Court Louisville, KY 40243 A.T. Humbles Route 2, Box 2900 Belhaven, NC 27810 Dear A.T.: Recently I was given some old news clippings relating to aviation, and among these was the one which I quote below. Many old timers will of course remember Pat Gallup. The article is not dated, but the tone of it suggests that this incident occurred during the early 1930s. Gallup's airplane was probably a Northrop Alpha. Read on..

PLANE PILOT HAS GRANDSTAND SEAT AS METEOR WHIZZES BY AT NIGHT AVIATOR SEES PHENOMENON NEAR INDIANAPOLIS WONDERED IF WORLD WAS COMING TO END St. Louis, Sept 16 (AP) -- The story of his viewing a flaming meteor from a "grandstand" seat 2,000 feet in the air was told today by H.H. (Pat) Gallup, a veteran flier.

Gallup said he witnessed the phenomenon about thirty miles southwest of Indianapolis last night. "I was looking at the instruments on the panel when the inside of the cockpit and the surrounding country suddenly became flooded with light," he said. "Just as I looked up, the meteor rifled past the plane on the right. I would judge the distance at about 300 yards. The ship was going 150 miles an hour, and the meteor seemed to be traveling at better than 500 miles an hour."

"The central body seemed to be about the size of a man's head, and there was a trail of fire several feet long. It threw off a greenish-yellowish light, much more powerful than a landing flare or field floodlight. My altimeter read about 2,000 feet and, of course, I was keeping that level.

When the light from the meteor first hit the plane, the angle was such as to suggest the meteor was above and behind me, but it was going toward the earth at an angle."

"When the meteor was about 1,000 yards ahead of the plane and about 300 feet below its level, there was a blinding explosion. I heard no noise, nor did I feel the concussion which usually follows an explosion. Nor did I feel any heat from the meteor. Only an odd sensation which made me wonder whether the world was coming to an end, or whether I was seeing things."

Gallup, who has almost 5,000 hours of flying, is divisional superintendent of the Transcontinental and Western Air. He was flying a mail plane between St. Louis and Columbus. (end quote) One wonders if an aircraft has ever been struck by a meteor. Not that I am aware of. Perhaps other TARPA members have had a similar experience which they Peckcan relate to us.

Cordially, Ed

54

Asbury Park Press/Thursday, June 18, 1992 READERS'

FORUM

Homosexuals pose a risk in the military The commentary about gay Lt. (j.g.) Tracy Thorne and his troubles since he admitted his homosexuality is the usual bleeding-heart twaddle that does not address the issues.

As a naval officer, Thorne had to swear in signed statements that he is not a homosexual. How truthful, dependable and honorable a man is he, after breaking this oath? This alone should disqualify him for anything except a general discharge.

This business of being a "flier" needs clarification. Bombardier navigators do not fly the planes they are in. They operate the radar, assist the pilot in target selection, weapons selection, defensive electronics warfare, etc. Thorne is a "flier" in the same sense that anyone traveling in an airliner is, Homosexuals are far more likely to carry the fatal AIDS disease than normal men. Crashes and combat injuries are common in this business, and usually bloody. No pilot in his

right mind would want a wounded homosexual next to him.

Thorne ' s motives are questionable. In the Anita Hill hearings, she swore she would not seek personal profit from the outcome. She has been pulling down $10,000 a pop for appearances ever since. Thorne knows he would have eventually been caught, and he probably decided to go out in a blaze of green glory, rather than penniless ignominy.

As a former Navy fighter pilot and airline captain, I have some advice for you, Tracy. If you want to be a flier, get out of the Navy and find a job as a flight attendant. You will be among your own in a job that pays better, and is safer.

THE STAR-LEDGER, Thursday, June 18, 1992

EDWARD J. TONER JR., LCDR USN (Ret.), Howell Township

A19

We have an elderly gentleman named Thomas Ric Gibbs in our Belhaven Lions Club. A real dedicated member who has been secretary for 14 years and just agreed to another term. He is a very talented musician playing nearly every instrument well. He was born in Belhaven where his father owned a drug store then they moved to Washington, DC, when his father took over running the House of Representatives restaurant. Ric writes weekly column published in our local, Beufort-Hyde News.

We thought some of you might be interested in the following article.

THE CHITTERLING , CHITLINS STORY

By Ric Gibbs In the early 1930's my dad and Mr. Pat Johnson were given the job of operating the House of Representatives restaurant in the Capitol building in Washington, DC. The Hon. Lindsay C. Warren, our congressman, had been named chairman of the committee on accounts and the restaurant came under his jurisdiction. They had been in their positions for about a year when this true story happened.

The menus for the restaurant are printed at the Government Printing Office and brought over to the restaurant by special courier every morning with each day and date printed thereon. The list of each day's servings is prepared the day before by the chef, Mr. Ernest Zahn, from Switzerland. The special dinners usually included the names of the states famous for their particular kinds of foods - Boston baked beans, Maine lobster, Idaho potatoes, Georgia peaches etc.

The vice president of the U.S. during those times was John Nance Garner from the state of Texas. V.P. Garner was the owner of a large hog farm near Uvalde, TX. Having noticed these different foods being on the House restaurant menu gave the idea to V.P. Garner to have Texas chitterlings so featured. The chef, Mr. Zahn, from Switzerland, had never had any experience preparing chitterlings and became somewhat concerned, but my dad told him not to worry, that being born and raised in Hyde County, North Carolina, chitterlings were a staple back in the old days and as a young man he had witnessed their preparation on many occasions.

Also, when the V.P. makes a request one makes every effort to bring it into being.

V.P. Garner wired down to his hog farm in Uvalde for them to ship fifty pounds of chitterlings up to the House restaurant via Railway Express right away.

A large copper kettle was purchased by the restaurant for cooking the chitterlings in deep fat. Prior to the cooking, the chitterlings were rolled over in a batter prepared in advance. About a week later the chitterlings arrived and preparations were finalized for their cooking.

Now the kitchen is located in the sub-basement of the Capitol building and food is sent up to the dining room by dumb waiters as the dining room is directly above the kitchen. Directly above the dining roam is where Congress meets, the halls of Congress. All of this happened before the building was air-conditioned and once those chitterlings were immersed in that deep fat, the aroma wafted up into the Halls of Congress. I remember my dad saying that Congress adjourned two hours early that day.

One time Mr. David Lynn who, at that time, was architect of the Capitol and had charge of anything that was done in the building in the way of remodeling or fixing something that had gone wrong. He was also in charge of the grounds and trees surrounding the building. Everything done had to have Mr. Lynn's o.k . beforehand. He sent a little boy down to the kitchen one morning bearing a note to send up one Smithfield ham. My dad had not heard of Mr. Lynn and he figured that anyone could come in off the street bearing such a note as security in the building was not tight like it is now. Dad refused to let the fellow have the ham without paying for it and genuine Smithfield hams have never been cheap.

Mr. Lynn came down to the kitchen hopping mad! Why, the very thought of not getting the ordered ham! However, after explaining that he was new at the job and how anyone might come in off the street and get a ham without paying, Mr. Lynn calmed down a bit and appeared to understand the situation.

THE CHITLINS STORY Congress in those times would adjourn for the year around the first week in June. Members would spend their time back home and would not return to Washington until the first week in January. In modern times, what with all of the wars and emergencies that are cropping up, Congress deems it fit to stay in Washington nearly always.

[Editor's note: For the edification of some of you Yankees, chitterlings are hog intestines and no matter how much they are cleaned and scrubbed there is always the aroma of hog manure when they are cooking. They actually taste right good if you can get them past your nose. One can imagine the Halls of Congress smelling of hog manure, now they just smell.]

From Goldy Goldthorpe; Dear A.T. - I agree that it is too bad there wasn't more response to Harry Mokler's proposed "Medical Forum" wherein we could all write in with our medical experiences with the idea of helping others. This idea perhaps could be expanded to include items of some importance but which may not be common Knowledge and would also help others. Such a column could be called "Timely Tips" or "Did You Know?" or some such. Here are two items that come to mind; BLOWOUT CONTROL The key to vehicle control in case of a blowout is keeping up forward motion. Jam the throttle to the floor immediately. Then correct steering if required before backing off the throttle in preparation for a stop. The WORST possible thing to do, although it is a natural reaction, is to brake. The second worst thing is to do nothing! This procedure is demonstrated during blowout courses run at the Nevada Automotive Test Center.

CLEARING THE WINDPIPE . Anyone experiencing temporary blockage of the windpipe such as happens when food or liquid "goes down the wrong way" can achieve immediate relief by raising both hands high above the head. This procedure is important to remember in case an infant or small child has such a seizure and cannot help themselves...Very best regards, Goldy.

The Soaring Eagles, U.S. Air retired pilots' organization, will be holding their annual reunion at Trump Castle in Atlantic City, New Jersey September 16-18.

The retired pilots of Piedmont had their reunion at Norfolk April 26-28. They call themselves the Silver Eagles.

The Delta Golden Wings will hold their annual reunion In St. Louis October 11-14.

The 384th Bomb Group (B-17) will hold its reunion September 10-13 at the Irvine Marriott near San Diego. [Which means your editor will spend more than a week in the San Diego area.]

Many a man, after doing his exercises, had declared himself to be "in the pink" when he was actually only red in the face.

It is never wise to argue with a fool. The bystanders do not know which is which.

REPA, Eastern's retired pilots, will hold their reunion in Atlanta Sept. 24-26.

57

ERNEST K. GANN

By Goldy Goldthorpe December 19, 1991 Fate finally found Ernest K. Gann but he will Long be remembered by many thousands of his readers and especially by the many airline employees whose careers paralleled his. Although he authored many books, at Least 22 of them world famous best sellers, covering a wide assortment of themes, the majority of them centered on the airline pilot.

There are very few authors who have so accurately and interestingly chronicled their profession. Ernest Gann was a skilled pilot, a famous author, an artist and a poet at heart.

Although Capt. Gann checked-out on and flew for American Airlines for many years, he considered other airline pilots a 'band of brothers' divided into "tribes" in spite of their common occupation.

"The tribes are healthy and strong in their own way but, conditioned by their arial territory they are as different as the Sioux, the Navahos and the Cherokees.

American Airlines pilots are thought to be a mixed Lot, prone to independent complaint and rebellion. TWA pilots, highly regarded individually, are pitied for the chameleon management of their company."

And Eastern Airlines pilots? Well , one night when co-pilot Gann and his captain , Hughen were preparing to Land their DC-2 at Nashville, the dispatcher radioed: "Pilot reports ceiling estimated at 300 ft. —Visibility one half mile Eastern Airlines missed second approach and is proceeding to alternate. Do you wish further clearance or will you hold?" (Gann continues:) "This ambiguous message is actually studded with suggestions. 'Pilot reports ceiling' is far more trustworthy than a report from a ground observer. Also it is not just any pilot but an Eastern Airlines pilot who decideds to pass up the field. ...It is important for Capt. Hughen to remember that EAL pilots are singularly determined and clever. They are not given to timidity and if the pilot below us has refused to continue his approach, then conditions must be very unpleasant indeed."

(From Chapter V "The Seasoning" Fate is the Hunter) Capt. Gann dedicated "Fate is the Hunter" to some 350 airLine pilots whose names occupy the first five pages of the book.

"To those comrades with wings forever folded . Their fortune was not as good as mine."

The list includes : J.Gandy, I.Spong, W.McMains, J.Quinn, H.Hammit, W.Webb, W.C. Williams, J. Snowden, P. Scott, R. Weeks, B. Datey, F. Pope and many others.

Ernest Gann's novel, "Gentlemen of Adventure" covers in fictional form aviation history from World War One to the jet age with many references to TWA. The leading character, Toby Bryant joins TAT following arial dog fights ovel France and profitLess barnstorming after the war. Following the merger he rises to top management in TWA. There are references to jack Frye, D.W. Tomlinson, Paul Collins, 10 Richards Rd, the DC-1, Lowell Yerex, Otis Bryan, 'The Lindberg Line; the Eagle's Nest, Boeing Strato Cruisers, ICD, Paris' Orly , Casablanca, Marraketch and the New Castle airbase, Bob Buck, grounded Connies , Howard Hughes and others. Gann really knew his TWA. * * * * Poised at the end of a Limitless runway a slender, silver transport is awaiting take-off clearance from the Great Tower Operator in the Sky. Ernest Gann is at the controls. Moments later he nods and advances the throttle. The Little aircraft gains speed, leaves the ground and swiftly disappears into the cloudless sky above.

Farewell, Ernie . Have a good flight. And thanks for the many memories.

Remember Pearl Harbor December 1941-1991

58

Crippled TWA Liner Lands Safely In Dark On Farm

Hampered by motor trouble, a done to t h e plane was a snapped Pittsburgh-bound TWA plane made propellor blade. a forced landing in a farm field Nearby residents, attracted by the four miles north of Greensburg l a s t flares, rushed to the scene. State Motor Police from the,: Greensburg night.

The three crew members and a barracks, were dispatched immedipassenger, B. C. Anderson of Wind- ately to take tare of the mall. sor Place, Fox Chapel, who was en Besides the pilot. other crew men-route from New York to Pittsburgh bers were Co-Pilot A. N. Dunlop and Hostess E. C. Kay. escaped injury.

Mr. Anderson, the passenger, is a TWA officials said the airliner district manager for an auto comhad developed trouble in one of its pany, here and was returning home motors while still 22 miles., out of after attending a conference in , New Pittsburgh. It landed between 8:30 York. and 9 p. m.

The plane, a two-motored 14-passenger li The' pilot, J. N. Polizzi, radioed to Chicago had stopped off at County Airport to say he was headPhiladelphia and Harrisburg ,,en ng back for Greensburg. Unable route to the County Airport. to make the landing field there, TWA officials here said the plane however, he set the plane ' down o n the farm of Fred Hohmann off five was scheduled to arrive in PittsPoint Rd. burgh at 7:00 p. m., but had been "He threw a flare first and circled for "quite a while," Mrs. Hohman delayed more than a, half hour besaid. "Then he came down, right cause of the stop at Harrisburg behind our barn." which is not a regularly scheduled M r s . H o h m a n s a i d o n l y d a mstation

59

Shortly after Harold Neumann soloed at Moline, Illinois in 1926, he went back to the family farm, built a hangar, laid out a landing strip, graduated from the Jennie to an 0X5 Travel Air, and launched a most illustrious flying career.

Harold scratched his head as he revealed, "I don't rightly know what induced me to leave the farm to enter some of the races and air meets that were so popular in those days." Ile remembers that he took part in the famous St. Petersburg Races and put on some thrilling shows with aerobatics and balloon bursting. But paydays were very irregular, hardly enough to pay for board and lodg ing.

Harold was married in 1929, and you can be assured that Mrs. Neumann shared the excitement of the air shows, the races, and the comradeship of the participants like Johnny Livingston and others.

secure c the responsibilities of marriage demanded a more job, Har old became an instructor on the staff of the Greer School Chicago. He was an inspiration to the fledglings. His calm manner , soft approach to making corrections, the ability to impart in. actions, and abundant patience made him the ideal man for creation of a desire to achieve success in the flying fraternity.

Applicants fee membership in the OX5 Club seem to list the name of Harold Neumann as their instructor with more than average pride.

In 1931 Harold deserted the open cockpit for the closed cabin that was becoming popu lar. He bought a Monocoupe. This was fine for now he and Mrs. Neumann could travel from air meet to air meet and from race to race in comfort.

Bonnie Howard had three of the sleekest looking racers ready for competition in the Cleveland Races in 1933. Can anyone forget -them "Ike", "Mike'; at. "Mr. Mulligan"? Harold's eyes sparkled when he saw them. Hare: remarked, "I could sit in the cockpit in the hangar and feel myself opening the throttle, zooming into the pattern, banking for the pylons, and speeding down the straight away.

I could even hear the cheers of the spectators in the grandstands."

Harold made that dream come true when he was selected to fly one of them in the Cleveland Nationals and other races elsewhere.

Harold won the Thompson in 1935 and was awarded the coveted "Number 1" as high point and money winner. He carried that number into the 1936 race when he sat in the cockpit of another racer that streaked across the horizon. It was the Folkert -- and Harold was part owner and pilot. He flew it in the Los Angeles race and most of us are aware of the results.

One of the most prized pictures in Harold's extensive album is one that says, "Harold Neumann, nationally known pilot, will participate in the air meet at St. Petersburg on Saturday and at Tampa on Sunday. He is rated as one of the most able fliers in the country." The picture shows Harold sitting in the cockpit of little "Ike" with that look of confidence so characteristic of him.

Harold often wonders what happened toBen to the Henderson Brothers and Franklin, the managers of the National Capt. Harold E. Neumann, TWA Air Races held in Cleveland. He remarked, "The National Air Races at Cleveland were the mecca of the Flying Fraternity. " Seems like they have been succeeded by the Experimental Aircraft Association and the Antique Aircraft Association national conventions and fly-ins.

Good-bye racing days. It was now Captain Neumann of TWA. Harold remembers the days of the DC2's, and that grand old craft, the DC3, the Stratoliners, the Constellations, and now the Jets. As Captain Neumann on the International Division of TWA, he has made flights to Frankfurt, Lisbon, Madrid, Rome, Cairo, and of course, Paris. Retirement will come in 1966, with forty years of flying, thirty years with TWA, and 30, 000 hours experience.

A popular song at the end of World War I was, "How Ya Gonna Keep 'Em Down on the Farm, After They've Seen Paree ?". Well, Harold has seen Paree many times, and vows that he will go back to his farm to raise cattle and wheat -- and play golf.

When the members of the OX5 Club assemble at Kansas City for the 1964 Reunion, Harold will be there to howdy and shake with all arrivals. He is the only National Governor who is a resident of Kansas City, so he will be the official greeter for the Kansas City Wing. Harold and Mrs. Neumann will have a most conspicuous place at the Awards Banquet on Friday night, September 25th. That day will mark their thirty-fifth wedding anniversary. God bless them!

DAVE BARRY HUMOR

Attack of the mad organ grinder Here at the Bureau of Medical Alarm, we continue to receive shocking new evidence that being human is an extremely dangerous occupation that probably should be prohibited by law.

For example, consider the alarming article sent in by alert reader Jessica Bernstein from the Aug. 10, 1984, issue of the Journal of the American Medical Association, titled "Toothpick-Related Injuries in the United States, 1979 Through 1982." This article notes with concern that although toothpicks "are long, slender, hard, sharp and indigestible, they are rarely considered objects of potential injury and death." Yes! Death! The article reports that during the period studied, there have been thousands of toothpickrelated injuries and three actual fatalities.

What gets our goat, here at the Bureau of Medical Alarm, is that these needless tragedies could be avoided if the government would simply require all toothpicks to carry this printed message: "Warning: The Surgeon General has determined that you should not swallow this toothpick or stab yourself in the eyeball with it while trying to read this warning."

Why hasn ' t this been done?

When will the politicians stop knuckling under to the powerful toothpick lobby, with its easy money, fast boats and loose women? How come powerful lobbies never send loose women down here to the Bureau of Medical Alarm?

These are some of the questions that were very much on our minds until we were distracted by an even more alarming article, sent in by alert reader Betsy Powers, from the July 5, 1980, issue of the British Medical Journal. Unfortunately we cannot be too specific about this article, since this is a family newspaper (it has a wife newspaper and two little baby newspapers at home). All we can say is that the article involves an upsetting development that can occur when a well-known male bodily part gets

too close to a working vacuum cleaner. This seems to be a fairly common occurrence, at least in Britain. The article contains the following quotations, which we swear we are not makin g up, although for reasons of tastefulness, the bodily part will be referred to as "Morton" (not its real name): -Case 1 — A 60-year-old man said that he was chan gin g the plug of his Hoover Dustette vacuum cleaner in the nude while his wife was out shopping_ It 'turned itself on' and cau g ht his Morton ..."

"Case 2 - A 65-year-old railway signalman was in his signal box when he bent down to pick up his tools and caught his Morton in a Hoover Dustette, 'which happened to be switched on.' " These quotations definitely touched a nerve here at the Bureau of Medical Alarm. Clearly, males need to be more careful, especially if they get naked anywhere near a Hoover Dustette, which apparently is auditioning for a role as a major appliance in "Fatal Attraction II." What you are no doubt saying to yourself now is, "Hmmmm, I wonder if there have been any similar incidents involving lob61

sters." We regret to report that the answer is yes, as we learned from an article alertly sent in by Janice Hill (notice that it is women who are sending these articles in).

This article concerns a man who attempted to steal a lobster from a Boston fish market by stuffing it. (the lobster) down the front of his pants. The lobster had been wearing those rubber-band handcuffs, but apparently they slipped off, and the lobster, with revenge on its tiny mind, angrily grasped hold of the first thing it found, and we will not go into what happened next except to say that, if you are a guy, it makes a toothpick to theeyeball sound like a day at the Ma gic Kingdom.

We actually have more alarming medical items here, including a really good one about a moth that flew into a noted Denver attorney's ear canal and refused to come out voluntarily.

But we're running out of space, so we'll just close with this Health Reminder Don't smoke or drink.

Or eat. Or go outside. Or breathe.

And men: If you must change a major-appliance plug in the nude, please wear a condom.

Dear A.T.: For an "old stay at home" I have been on the road quite a bit the past few months. Late last year it was to France to visit friends and then drove to our son's home in Germany. He has been based there for six years and is transferring to Norton AFB (east of LA) late this July. He is supposed to help close the base down (if the earthquakes don't do it first). Then it was our trek to New Zealand in March. In May it was to Orlando for the Senior's Meeting/Convention followed by the ICD Reunion. We were home for three days and it was off to London via Paris. Flying between the two was messed up by a two day strike by the Air France pilots.

We joined Jerry & Rita Condon, Maurie & Dorothy Rush, and Al & Paula Welsh for a week's leisurely cruise up the River Thames on a hotel barge (longboat). The owner/manager, his wife and a deck hand did all of the cooking and work while we admired the scenery.

We moored each evening near a pub for after dinner entertainment.

They also had a 9-place van, and a mo-ped to position same, so there were wheels for side trips each day. We started from Reading and covered a total of 51 miles and 18 locks on the cruise. Great food and a great trip. The flight home via GTW-STL was no sweat but the STL terminal was - we arrived the first day when the cheap fares were effective and the place was a zoo of passengers wanting to go every direction. Every flight was overbooked.

Next was to Dayton and the National Aviation Hall of Fame Enshrinement Program on June 19 and 20. I was invited by the Executive Committee Chairman to make the presentation (a short talk) of Jack Frye and Sr. VP-Flight Operations, Jay Colpitts, accepted the award on behalf of Jack. Through their travel agency my itinerary was to take a Delta flight from LAX to CVG and their shuttle to DAY which would arrive in time for the "President's Dinner" at the USAF Museum for special guests at 6:30pm.

Delta's flight cancelled and I spent the day trying every airline for some way to get to DAY - everything was full. I Finally got a Delta flight to Atlanta and their shuttle to DAY, arriving about 10:30pm. The seatbelt was on most of the trip. I ordered a drink and before I could take a sip we hit a jolt and some gal standing in the aisle landed on the dropdown table and squashed the glass; the cool contents landed in my lap. I wept. Next problem was my bag was missing which contained my rental tux. Saturday, after an early brunch, we took a tour of the Wright Brothers' home as well as a small museum which has one of their airplanes. At 1pm was rehearsal for that night's program. It was like a Hollywood production with producer, director, cameras on booms, grips etc.

Every 15 minutes I called Delta about my bag and it wasn't until 3:30 when I was assured it was on the way to the hotel. At 5pm was a photo session and at 6pm a private reception. About 1,000 attended the black tie banquet and program that followed. It was very impressive.

Others enshrined that night included: General Mark Bradley, Thomas V. Jones, Ruth Nichols and Lowell Thomas.

Cliff Robertson was the Master of Ceremonies.-- Jay Colpitts made a fine speech on Frye's behalf.

Sincerely, Ed Betts

Dayton Convention Center, Dayton, Ohio, June 20, 1992: (Left) Ed Betts makes the presentation of former TWA President, Jack Frye. (Right) Hall of Fame President, Gerald Fahringer, congratulates TWA Senior Vice President Flight Operations J. G. "Jay" Colpitts, who accepted the award on behalf of the late Jack Frye. Jay is wearing the gold medallion which was presented and will be displayed at one of the TWA museums as an important part of the company's heritage.

JACK FRYE ENSHRINED IN NATIONAL AVIATION HALL of FAME

JACK FRYE IN NATIONAL AVIATION HALL OF FAME

By Ed Betts On June 20, 1992, former TWA President William J. "Jack" Frye was officially enshrined in the National Aviation Hall of Fame located at Dayton, Ohio. Jack joins an elite group of his contemporary airline executives such as William A. Patterson, Edward Rickenbacker, Robert Six, C. R. Smith and Juan Trippe who were previously awarded this honor.

These were the men who pioneered commercial aviation from the years of the tri-motor Fords and Fokkers and other pistonpowered aircraft into the jet age. Jack also joins two other pilots who were closely associated with TWA, Charles Lindbergh and Howard Hughes, who are also enshrined. All three men were the first to be recognized with TARPA's "Award of Merit", when the program began in 1981. To follow is a biography of Jack's early flying career before he came with the new T&WA in October 1930.

Jack was born on March 18, 1904, and was raised on the family ranch near Wheeler, Tx. His mother died in 1912. The 15,000 acre cattle ranch was a family affair and Jack, along with his brother Don and sister Opal, each owned a small portion of the herd. Jack's first exposure to aviation was almost his last one. He was age 14 at the time when three army planes made an emergency landing near Wheeler due to weather and mechanical problems. They were there for three days awaiting an improvement in the weather, during which time Jack ran numerous errands on their behalf. He didn't get to watch their departure as he was bedridden with a severe case of pneumonia. In 1921-1922 he served a year with the Army Engineers (and later held the rank of Lieutenant in the Reserve). After some more time working on the ranch, Jack sold his share of the herd and bought a car.

Along with Don and two friends they set out for Southern California where the "good paying jobs" were supposedly available.

This turned out to be washing dishes, selling newspapers and "soda jerking" at a drug store. The men were discouraged and, except for Don, decided to set out for Australia in search of work. The other two men backed out at the last minute and, along with Don, returned to Texas. It was during this time that Jack met Burdette Fuller, a veteran pilot and barnstormer, who operated a flying school and had a few WWI surplus "Jennies" for local or charter flights. He flew out of a field located on "Barnstormer's Row", a group of airdromes located on the outskirts of downtown LA on Wilshire Boulevard. For the price of $5, Jack took his first ride in an airplane. It only lasted 15 minutes, but this was enough to convince him he wanted to be a pilot. The $20 an hour cost for instruction put a huge dent in his $25 a week pay as a soda jerk, so it took several months before he had enough experience (7 1/2 flying hours) to solo. On the same day as he made his solo flight he took his first paying passenger for a ride.

Jack continued to rent the plane and build up enough experience to qualify as an instructor. Fuller offered him a chance to buy half interest in one of the planes as well as a partnership in the business, but his cash assets were down to zero. Don came to the rescue with a loan and, at the age of twenty, Jack was in the flying business.

This was in early 1924 and, within a short time, Jack owned his own "Jenny" (it cost $350).

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JACK FRYE Frye soon established a reputation among the local aviation fraternity as an excellent pilot and instructor. The new Long Beach Airport hosted a Memorial Day Air Meet (May 30,1925) where 25,000 fans witnessed 50 pilots and their planes compete in ten events for cups and cash prizes. Jack won the "Dead Stick Landing" contest.

Among the students at the Burdette School who also became an important part of TWA's roots in later years were Paul Richter and Walt Hamilton.

Paul was on the docks for shipping overseas when the war ended and returned to help manage the family ranch in Colorado. He came to California for one reason - to learn to fly. Walt had worked his way up to Foreman of the local Duesenberg Auto Company. He began his study of motors when he was 17 and, from 1919 to 1925, he designed several for speedboats and cars. Paul and "Ham" soon owned their own Jenny. The trio of "Jack, Paul and Ham" became very close friends and in early 1926 they pooled their resources ($5,000) and bought Fuller's interests.

This included the goodwill of the business, 14 planes, the repair shop and equipment, a well established flying school and air taxi service. In order to finance expansion and modernization additional capital was needed which was raised by the sale of shares in a new company to be formed.

On February 3, 1926, the Aero Corporation of California was formed with an total investment of $50,000. C. A. Reynolds, who had owned a Buick agency in Boston, was President and had charge of the city offices in downtown Los Angeles; Richmond Edwards, formerly in the railway and mining supply business (and a recent graduate of the school) was VP and Treasurer; Frye VP and Chief Pilot in charge of field operations; Richter a director and pilot; and Hamilton Chief Mechanic and director: Other members of the organization were: Ted Woolsey (brother of Ken), engineer and designer; Bert Indale, woodworker; mechanics Lee Flanagin and I. B. Butts; welder C. L. Johns.

A five year lease was obtained on a 310 acre field located on 96th Street and Western Avenue where complete shop and hangar facilities would be constructed. Plans were to move to the new facility on May 1st of that year, complete with hangars or tie down spaces for rent to private airmen.

Aero Corp obtained the Regional Distributorship for the Alexander "Eaglerock", one of first, and the best, post-war biplanes designed for private and commercial use. The first of the Denver-built airlanes to be delivered required an immediate payment in full of $2,700 - but all the cash the new company had at the time was only $500.

Fortunately, the plane was sold upon arrival and the profits started to roll in. For the balance of 1926 they sold 11 aircraft at a profit of $500 each. Besides sales, the company had a fleet of Eaglerocks for pilot instruction and charter or local sightseeing.

On weekends, when the weather was good, the Aero Corp field was a hub of activity as huge crowds gathered to watch the flying. Aero salesmen mingled with the crowd selling tickets for a local hop in one of their seven Eaglerocks which could carry two passengers in the forward cockpit.

During 1926 a total of 8,127 passengers went for a ride - a record no other operator in the US could top.

In April 1927, the corporation was reorganized and Frye was elected President; Richmond Edwards and Hamilton VPs; Charles Cradick, Secretary; and Paul Richter, Treasurer. Cradick, a lawyer, purchased

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JACK FRYE stock held by Reynolds and managed the legal department. Lee Willey was appointed Chief Instructor.

Lee Flanagin, in exchange for his work as a "grease monkey", learned to fly and became an instructor.

Aero Corp obtained the Regional Distributorship for the Americanbuilt Fokker aircraft.

At the time, this included the single-motor six-place high wing monoplane called the "Universal". It was powered by a 220 hp "Whirlwind" motor and cruised about 105 mph. Factory price was $14,200. Four passengers sat in the small cabin, a fifth could sit in the open cockpit with the pilot. The pilot started the motor by cranking an inertial starter, the fitting for the handle was located just ahead and on the left side of the windshield. The first Universal was ferried from the factory, located in Teterboro, NJ, by Frye in August 1927. Aero Corp established branch offices in Phoenix and Tucson for the sale and maintenance of the Alexander and Fokker aircraft. The prerequisite was an established automobile agency that had a large display room and good mechanics available.

The 1927 National Air Races were held in Spokane, WA, in September.

The big event was the National Air Derby (Class A and B) from New York to Spokane - only half of the 16 entrants in the Class A Race finished. Paul Richter, representing Aero Corp, flying an Eaglerock crashed enroute. Competing in the "Class A" Division of the Pacific Coast Air Derby from SFO to Spokane was Frye piloting a Universal.

He placed 4th. Lee Willey placed 3rd in the "Class B" Division. In the Trophy Race for low-powered planes, and both flying Eaglerocks, Richter was 2nd and Frye 6th out of 16 entrants. The best showing by the Aero Corp team was in the Detroit News Air Transport Speed & Efficiency Race: Frye; piloting the Universal, placed 2nd behind Frank Hawks flying a Ryan monoplane.

The Los Angeles area was the "Air Capitol of the World" in the 20's so far as the number of airline operators. Sidney Chaplin (older brother of Charlie) was the first when his Chaplin Airlines began service in 1919 between the LA harbor and Catalina Island. In 1922 this was taken over by Pacific Marine Airways. Claude Ryan, using a fleet of "Standard" single-motor 11-passenger biplanes, began a passenger service between San Diego and LA in March, 1925. The fare for the 1.5 hour trip was $17.50 ow, $26.50 rt, including a taxi to or from the airport. Comment: the pilot must not have been paid a huge salary as Ryan claimed to make a profit with just one paying passenger aboard. This operation lasted until 1927. Western Air Express, with the coveted Post Office contract for carrying air mail from LA to Salt Lake City (via LAS), began operations on April 17, 1926, flying Douglas M-2 biplanes. On May 23, passengers were included on a space available basis. Vern Gorst had a successful bus company in Oregon when he formed Pacific Air Transport to fly the air mail from Seattle to LA, starting in September 1926. At first, pilots provided their own airplanes, and flight pay was sometimes a share of company stock. In July 1927, Jack Maddux inaugurated his Maddux Airlines passenger service between LA and San Diego using a fleet (2 aircraft) of tri-motor Fords. Larry Fritz and Eddie Bellande were the pilots. In April 1928, service to the SFO area was inaugurated as well as flights south of SAN to Agua Caliente. The latter was popular for legal drinking and betting on the horses.

LEE FLANAGIN WITH STUDENT EDITH BOND

JACK FRYE On November 26, 1927, Standard Airlines, a subsidiary of Aero Corp, inaugurated a three-times-a-week schedule between LA and PhoenixTucson. This is a good example of Jack Frye's firm belief there was a bright future flying passengers on a regular schedule as the company did not have an air mail contract. Frye and Richter flew the inaugural flights (two) each direction - the payload included eight passengers and 200 pounds of express aboard the "Universals". The flight to PHX took 3 hours and cost $47.50, the leg to TUC was 1 hr 25 min and cost $12.50 with a 10% reduction for a round trip. There was sometimes a problem with the limited range of the Universal (or one's bladder) requiring a fuel or pit stop. About midway from LA to PHX along Highway 36 was a gas station operated by "Mayor" Ragsdale of Desert Center. This was a one pump "oasis" with two remote outhouses.

If auto traffic permitted, the landing or takeoff could be made on the highway, otherwise on a clearing in the desert, then taxi to the pump. A sign warned to beware of rattlesnakes. For the five weeks of operation in 1927, Standard carried 61 passengers.

The eastbound trip operated on Monday, Wednesday and Friday, on the following day the westbound. Besides the airport office, tickets could be purchased at the travel desks of the Ambassador, Biltmore and Mayfair Hotels, Bullock's Department Store and the plush Jonathon Club. Hertz "Driv-ur-self" handled tickets in downtown Phoenix and the Yellow Cab Company in Tucson.

In early 1928 Richter was promoted to VP and Treasurer. Lee Willey changed jobs and flew the airline; Flanagin became Chief Instructor for the school. Construction was completed with Aero Corp's maintenance hangar, a passenger station along with a diner, and 22 small hangars for rent plus outside tie down space. Aero Corps services are directly related: interest a man to take a ride, then teach him to fly; sell him a plane, then rent the storage space; maintain the plane and engine; if he decides to sell, act as the broker. Under Jack's leadership, business was great and, at one time, as many as 86 men were employed in Walt's shops. Aero Corps' maintenance and engineering was considered among the best in the country. The flying school was among the first to be accredited by the Department of Commerce and also ranked among the best.

The three Universals were replaced by the modern "Super Universal" in mid-1928.

These were powered by a 420 hp PAW "Wasp" engine and could cruise at 118 mph with 7 passengers (including one riding in the cockpit). At first the pilots objected to a new feature, an enclosed cockpit, as it hindered their "feel of the wind". The plane had an electric starter. The advertised range of 675 miles eliminated a fuel stop, but not the "comfort stop", if needed. The oneway fare was reduced to $30 LAX-PHX, $10 PHX-TUC (10% discount rt) with ground transportation included.

The 1928 National Air Races were held in September at Los Angeles' Mines Field (site of LAX today). Aero Corp had their team competing.

Flying an Eaglerock, Frye placed 3rd in the Class A race from SFO to LAX. Also flying Eaglerocks in the Class B event from Oakland to LAX, Flanagin was 7th and Richter 8th. Flanagin was 2nd in the Dead Stick Landing contest. In the team relay event around a 40 mile closed course, Aero Corp's team won (Frye, Richter, Flanagin J. C. Charles and Harvey Bolton).

L.A. FIRE CHIEF EDWARDS, PAUL RICHTER & ASST. CHIEF DODD

JACK FRYE For the year 1928 Standard AL carried 1003 passengers and 2,000 lbs of express.

Total miles completed was 154,000. These are not very impressive statistics in today's jet age, but they were encouraging and the future looked bright. Also, for the year, a record 150 aircraft were sold. Aero Corp won the annual Eaglerock Dealer's Contest, a $300 prize plus a free trip to their convention in Denver.

In February 1929 another 20 acres were added to Aero Corp's field and a new passenger terminal completed. The Standard AL pilots now wore khaki uniforms with gold stripes. Pilot personnel included: H. "Hap" Russell, Bill Kingsley, John Martin, H.J. Kelsey, Lee Willey and Del Everitt. Paul Carpenter joined the Traffic Department and was later a pilot. On February 4, daily service was inaugurated to El Paso via PHX, TUC and Douglas, Az. Schedule departure time from LA was 10:00 am (PT) and arrival at ELP was 5:30 pm (MT). For those who traveled east to Dallas, Memphis or St.Louis, a special train connection was arranged - the "Texan", by the Texas & Pacific Railroad that departed at 7:15pm. An advertisement mentioned how this was ample time to cross the border and visit Juarez. The westbound trip had similar connections and enticements.

Records are incomplete. Standard AL had one of the Fokker F-VIIA series of 12-passenger monoplanes.

This was produced as a singlemotor transport with long range capabilities (several were used for record-breaking flights) that could, by the addition of 2 outboard motors, be converted to the tri-motor F-VIIA-3m version. Standard dubbed this plane "The Texan" and, at the time, it was the "jumbo" of the fleet.

On March 30, 1929, Standard AL suffered its first (and only) fatal accident when pilot Del Everitt and three passengers were killed in the F-VIIA. The Los Angeles "Examiner" described this as Southern California's worst air disaster. This occurred on the departure out of LA in the San Gorgonio Pass, about 8 miles northwest of Beaumont with heavy fog conditions. Witnesses on the ground heard the roar of the engine when the pilot apparently realized his dangerous position, and then applied full power in an attempt to climb out.

Construction on a new terminal at El Paso was completed in time for a grandiose inauguration of F-10A service by Standard AL on August 4, 1929. This was Anthony Fokker's competition with Ford, Keystone and Boeing in the highly-competitive tri-motor transport market for both the commercial airlines and the military. The LA Chamber of Commerce prepared 7,500 congratulatory booklets in the shape of an orange.

These were fastened to carnations and dropped along the way.

The Phoenix Chamber of Commerce prepared 10,000 booklets that contained a brief history of the airline and its officers as well as their congratulations.

Christening ceremonies were also held at Tucson, Douglas and El Paso.

According to Department of Commerce regulations, the F-10A did not require a copilot. However, there was frequently an Aero Corp student in the right seat. He was eager to get the required experience at no cost to the airline. Bill Dowling was among the students who got enough experience for his Air Transport License this way. In September of 1929, Waldo Waterman, with 2,220 lbs of sand bags as

73

JACK FRYE a payload, set an unofficial altitude record for transport planes of 20,820'.

Always the competitors, a month later Frye and Richter nursed an F-10A to a new record of 23,200'.

Other Aero Corp activities included a "Crop Dusting Division". Some specially equipped Stearman biplanes were used at first, then three Eaglerocks were converted. The "Aero Dusters" were in demand as far north as Fresno, east to the Coachella Valley and south into Mexico for their seasonal assignments.

The "gypsy" pilots (Elmer "Poco" Little, C.O. "Blanco" White and George Naeve) were often away weeks at a time, returning only if major repairs were needed. Naeve was involved with an accident and spent several weeks in a Fresno hospital.

Three Eaglerocks were fitted with extra fuel tanks and used for forestry patrol duty in the So California mountains. Bombing or spraying fires with water or chemicals had not been perfected, but the airplane proved to be a valuable tool in locating hot spots and directing crews to what roads or other access were available toward the area.

Fire Chiefs often were a passenger during major fires.

TAT inaugurated its grandiose "48-hour coast-to-coast" service in July 1929, combining flying by day and train at night. At the time their competition included Western with a combination of flying by day between LA and KC, with train connections east. Universal flew passengers from the east to Garden City and train connections west.

Western also flew passengers to Salt Lake City with connections via Boeing Air Transport to the east. Standard's transcontinental offering was flying by day between LA and El Paso, overnight train to Sweetwater (Tx), fly "SAFE" Fords to St.Louis and train connections east. For example: a passenger departed LA at 9am on Monday and arrived by NY Central RR in NYC at 6:50pm Wednesday.

In May of 1929 there were two new members on Standard's Board of Directors - WAE's President, Harris M. "Pop" Hanshue and former US Postmaster General (under Pres. Taft) Frank H. Hitchcock. Hanshue and Nelson Talbott had purchased 20% of Aero Corp stock. These were the days when large parent or holding companies owned or controlled several airlines and other aviation-oriented companies such as aircraft and engine manufacturers, propellers, carburetors etc.

WAE considered itself a strong contender for both the central and south transcontinental air mail routes (between NYC and LA) to be advertised for bid by the Post Office sometime in 1930. The addition of Standard's southern route would strengthen WAE's case.

The "takeover" of Aero Corp/Standard by WAE was completed on March 30, 1930.

Twelve shares of Aero Corp/Standard stock were exchanged for one WAE. What is a credit to Jack Frye's leadership was that the original $50,000 subscribed to form the corporation in February 1926 was now worth (on paper) $2,500,000. It had been his policy not to pay annual dividends; all profits were reinvested to modernize the fleet and expansion of operations. Frye was now on WAE's Board of Directors and Chief of Operations. Richter was West Coast Superintendent and Hamilton in Charge of Maintenance at Aero Corp's Field facilities.

Schedule flying was now done from WAE's Alhambra Airport along with routine maintenance. Major overhaul or repairs were done at Aero Corp's facilities. One exception was the Catalina flights with the amphibians; this was from Aero Corp's field. The flying school continued as usual with over 200 students enrolled.

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JACK FRYE Although it had been in operation for almost a year, on April 17, WAE had a gala celebration dedicating their new Alhambra Airport, located about 5 miles from downtown LA. This coincided with WAE's 4th anniversary of operations. At the same time they introduced the nation's first 4-motor airliner, the huge 32-passenger Fokker F-32 in the LA-SF run (OAK, and then the ferry to Market Street in SF).

On May 2, 1930, what was Standard's route was extended to Ft.Worth and Dallas by way of Midland and Abilene. Instead of direct LA to Phoenix, stops were made at San Diego, El Centro and Yuma. The WAE network was the largest in the country, including a spur route to Tia Juana, Mexico, on weekends. They now owned, or had controlling interest in, West Coast Air Transport (flying SFO to Seattle), MidContinent Air Express (Denver-El Paso or Amarillo) and the American Fokker factory.

It was no accident that the airlines in the family all used Fokker aircraft.

Postmaster General Walter F. Brown had his own ideas on how the new air mail route contracts would be awarded which resulted in the infamous "Spoils Conferences" with certain airline executives. Brown ordered the merger and terms between WAE, TAT-Maddux and Pittsburgh Aviation Industries Corp. The new T&WA was formed and began service in October 1930 on the "central route" from Newark to Burbank.

A stipulation by Brown was for WAE to sell their southern route to American Airways. Most of the pilots, who had been flying the route since the days of Standard AL, transferred to American. Starting back in April, Aero Corp instructors Ivan Olson, Hal Snead and Bill Dowling had transferred flying the line and were part of the merger to T&WA. Lee Flanagin and Harvey Bolton finished training the last of the students and transferred to T&WA in April of 1931. This was the last of Aero Corps activities although the property was carried on WAE's books as an asset for several more years.

Several months prior to the Hall of Fame enshrinement ceremonies I was contacted by Mike Jackson, Executive Director of same, for help with Jack Frye's biography. In past TARPA articles I have already mentioned numerous records that Jack set, or was part of the crew, with the DC-1, Northrop "Gamma", Stratoliner, Constellations etc. I think a summation tells a lot: TWA's motto has always been Safety, Passenger Comfort and Schedule - in that exact order. During Jack's career with T&WA, and its predecessor airlines , he was directly involved with aircraft which accomplished the three criteria and, in reduced the time for the fastest trip from coast-to-coast. twenty years, coaW st- hen T&WA was formed, and he was VP-Operations, it was a 36 hour trip, including an overnight stop in a hotel; from 1932 until the DC-2 was introduced in mid-1934 it was 24 hours; with the DC-2 and DC-3/DST equipment in was just under 16 hours with five stops; from July 1940 through 1941, with the Stratoliners, it was a 13 hr 40 min trip with three stops; in February 1946, with the Constellation, it was 9 hrs 15 min with one stop. During this same period it was progressively safer to fly and far more comfortable.

I had the honor and pleasure of making the presentation of the late Jack Frye to the National Aviation Hall of Fame. TWA Senior VicePresident of Operations, J.W. "Jay" Colpitts, accepted on behalf of Jack.

The gold medallion bestowed (mounted on a ribbon) will be on display in one of TWA's museums as part of the company's heritage.

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7636 E. Charter Oak Road Scottsdale, AZ 85260 Captain A. T. Humbles Honorable and Esteemed Editor TARPA Topics Rt #2, Box 2900 Belhaven, NC 27810 Dear A. T. Going through my files recently I came across a faded mimeograph of a script for a radio program written in 1940, describing the early history of TWA. I showed it to Harry Mokler and he thought it would be of interest to the readers of TARPA TOPICS. Accordingly, I have retyped (but not edited) the script and will enclose it with this letter. As you will see, it is a bit corny, but what could you expect from an 18-year old author?

Please feel free to do whatever you wish with it. You wont hurt my feelings if you drop it gently in the ashcan.

You may be interested in how I came to write the piece. In the fall of 1940, when I was a sophomore at Rockhurst College in Kansas City, I joined an extracurricular group which had undertaken to present a series of weekly documentaries on a local radio station dramatizing "the scientific advancements made by industries operating in our own Kansas City area." Each member of the group was obliged to prepare one of the scripts and all members played various parts in the program.

Having been closely associated with commercial aviation since 1925 (when I was four years old and my father had just become a delivery pilot for the Alexander Eaglerock Aircraft Company), it was only natural for me to choose TWA as the subject for my script. To prepare myself, I went to the TWA Public Relations department at the KC municipal airport. The man in charge -- his name was Virgil Cory -- handed me over to a young man by the name of Bill Dixon (whom we all now know, of course). Little did I imagine that this was the beginning of a lifelong friendship or that I would end up serving in the same Troop Carrier squadron with this young man and that later we would both spend more than thirty years as pilots for the airline.

Armed with the material supplied by young Mr. Dixon, I wrote the script for "Silver Wings". The program aired on KCKN in September of 1940, culminating in a live on-the-air interview with TWA vice-president Paul Richter. When the program ended, Mr. Richter congratulated me on "a job well done" and said, "If you are ever looking for a job, come see me."

As it turned out, I found it necessary to quit college in the summer of 1941 and Mr. Richter sent me to Albuquerque to work in the personnel office of the Eagle Nest Flight Center where TWA was training pilots to ferry B-24s to Britain.

My thanks to you and Betty and all the others responsible for the excellent work that goes into the production of TARPA TOPICS. Best regards,

MARCH 15, 1941

MR. LARRY DECELLES ROCKHURST COLLEGE KANSAS CITY, MO. DEAR LARRY: THANKS A LOT FOR THE EXTRA COPIES OF "SILVER WINGS" RADIO PROGRAM OM T.W.A.'s HISTORY. WE ARE SENDING THESE TO ALL OUR NEWS BUREAUS FOR REFERENCE PURPOSES. SINCE I TALKED TO YOU LAST I HAVE BEEN TRANS FERRED TO CHICAGO SO I WON'T BE ABLE TO INTRODUCE YOU TO THE KANSAS CITY NEWSMEN. KNOW THAT LEO BARON, HAL GRAYSON, BILL DIXON OR PARRY SMITH OF OUR KANSAS CITY BUREAU WILL BE GLAD TO HELP YOU ANY WAY THEY CAN, SO BE SURE TO KEEP IN TOUCH WITH THEM. NEXT TIME YOU GET TO CHICAGO BE SURE TO LOOK ME UP. S.

REGAD SINCERELY

VIRGIL COR Y T.W.A.NEWS BUREAU MANAGER CENTRAL REGION CC; LEO BARON

NCERLY,

THEME SOUND: (POUNDING OF MACHINERY WHEELS IN BACKGROUND) ANN:

The Rockhurst College Academy of Science and the public service facilities of KCKN present "Silver Wings"! -- the second in a series of thirteen weekly programs depicting the story of scientific advancements made by industries operating in our own Kansas City area.

SOUND

MUSIC OF FAST TEMPO

NARR:

"SILVER WINGS" is the story of that pioneer of transcontinental airline service -- TWA!

SOUND

AIRPLANE MOTOR -- ESTABLISH THEN IDLE IN BACKGROUND

NARR:

May 1926. An old biplane stands on a Los Angeles, California, flying field, its motor turning over idly. Large letters on its side read "Fuller's Flying School." An aviator is tinkering with the motor when a car pulls up. A young man leaps out --- (FADE) --- calling --

SOUND

DOOR SLAM

RICHTER :

(FROM DISTANCE) Hello there! Is Mr. Fuller around?

FRYE:

No, he isn't here right now. I'm his partner, Jack Frye. Anything I can do for you?

RICHTER:

Glad to know you Mr. Frye. My name's Paul Richter, from Colorado. I've investigated every flying school from San Francisco to San Diego, and, well, finally I've decided that you two chaps are elected.

FRYE:

You want us to teach you to fly --- right?

RICHTER:

Right. I have $250 in cash for you -- that is, if you're interested.

FRYE:

INTERESTED? In $250 cash? Mr. Richter, would you mind slipping into this parachute and jumping in that plane before you change your mind?

SOUND:

MOTOR UP AND OUT

NARR:

Under the youthful, but expert, guidance of Jack Frye, young Paul Richter developed rapidly into a skillful pilot. The two became great pals. Richter found a job as instructor at a nearby flying school --- became one of the original "Thirteen Black Cats", those hair-raising stunt men of the early movies. Meanwhile, Frye was giving flight instructions to W. A. Hamilton, Shop Foreman for the Dusenberg Automobile Company. On February 3, 1926, Frye was talking to Richter about a plan he had in mind ---

FRYE:

(FADING IN) --And, well, Paul, that's just about it. Hamilton's a crack mechanic. He wants you and me to pool our money with him, buy out Mr. Fuller's share and start a new flying company. What do you think of the idea?

RICHTER:

I think it's great. We can call ourselves the Aero Corporation of California ---

NARR:

With Frye as president, Richter as operations manager, and Hamilton in charge of maintenance of the planes, the new company turned every possible type of activity into revenue to continue the expansion of their enterprise. In May 1927, an incident occurred which was destined to have a great effect on the future of the Aero Corporation of California.

78

(START SOUND HERE) The newsboys on the streets were crying...

SOUND

STREET NOISES, ESTABLISH THEN IN BACKGROUND

1st NEWS

EXTRA! EXTRA! LONE EAGLE OVER ATLANTIC!

2nd NEWS

LINDY LANDS IN PARIS!

3rd NEWS

EXTRA!

1ST NEWS

EXTRA!

2nd NEWS

EXTRA!

SOUND

STREET NOISES OUT

NARR:

A few months later Frye, Richter, and Hamilton were sitting around the stove in the office of Aero Corporation. Richter (FADE) was talking...

RICHTER:

It's downright amazing how interest in air transportation has increased since Lindy's hop.

HAMILTON:

What gets me is the way our "ride' business is picking up. Why, I'll bet you fifty people were out here yesterday, just begging to go up. There were even a few women in the crowd.

SOUND

VERY SLIGHT LAUGHTER

FRYE:

Fellows, I think I know how we can capitalize on this new interest in aviation -- that is, if you're interested --

RICHTER:

What's your idea, Jack?

FRYE:

We could ferry passengers on regular schedules between Los Angeles and cities in neighboring states. It's being done successfully up north.

HAMILTON:

Sounds fine, Jack. But what'll we use for money?

FRYE:

Well, "Ham", I think we could get the air mail contracts between here and Tucson, Arizona.

(FADE OUT) Now here's the way I figure it...

NARR:

On the 26th of November, 1927, the Aero Corporation of California began its first air line.

Passengers were flown between Los Angeles and Tucson in Fokker single-engined planes.

The route was soon extended to El Paso, Texas. In 1929, the single-motored planes were replaced by Fokker tri-motors, and Aero Corporation formed a subsidiary company, Standard Air Lines, to conduct the scheduled air transport activities. By the end of 1929, Standard Air Lines had acquired many valuable routes across the Southwest. Then, Jack Frye received a visitor representing the interests of Western Air Express, another growing airline operating out of Los Angeles...

VISITOR:

Mr. Frye, the passenger service of Western Air Express reaches most of the key cities in the West -- Los Angeles, Salt Lake City, Cheyenne, Pueblo, Kansas City, Tulsa, Dallas --- The cities we don't service, you do. If our companies were to join forces, the efficiency of air

79

3 service in the West would be greatly increased. Now, here's the whole idea (FADE OUT) in a nutshell...

NARR:

Early in 1930, Standard Air Lines and Western Air Express did effect a merger; pooling stock, equipment, and personnel. Frye emerged as a director in charge of operations of the new company, Paul Richter remained at the head of Aero Corporation... But now let's go back to the year 1927 and pick up another thread in our story.

SOUND

STREET NOISES

NARR:

In a spacious office, high above the hustle and bustle of New York City, Colonel Paul Henderson, formerly Assistant Postmaster General of the United States, has gathered together a queerly-assorted group of three men. One is C. M. Keys, a banker, another is Chester W. Cuthell, an attorney; the third is Colonel Charles A. Lindbergh. As we look in on the meeting we find Col. Henderson saying...

COL. H.

Gentlemen, I have asked you here this evening to lay before you a plan for an undertaking which has for some time appealed to me as the most tremendous and pioneering task confronting this country. I propose to inaugurate a transcontinental airway system.

BUS.

FOUR FROM CAST EXPRESS AMAZEMENT, APPROVAL, ETC. "TRANSCONTINENTAL AIRWAYS?"

COL. H.

On the back of this envelope, I have sketched a rough map of the United States showing all the major cities which lie in a direct line from New York City to Los Angeles.

SOUND

STREET NOISES OUT

LINDY:

May we see the map, please, Colonel Henderson?

COL. H.

Certainly, Colonel Lindbergh.

SOUND

RUSTLING OF PAPER

COL. H.

Of course, we're not ready to fly all night yet, but we can use the railroads by night and fly by day. You see, passengers would board a train here in New York in the evening, and ride all night to Columbus, Ohio. The next morning, they would board day planes at Columbus for Waynoka, Oklahoma. At Waynoka they'd transfer to a train again, and ride all night to Clovis, New Mexico, and take a plane in the morning to Los Angeles. I figure we could make the entire trip in less than two days.

LINDY:

It would require considerable time to prepare the line for use. There isn't an airport on that route with the facilities for transport service.

COL. H.

What Colonel Lindbergh says is all very true, gentlemen. It will require considerable time, and considerable money. Which, Banker Keyes, brings me to my reason for asking y here tonight. As closely as I am able to estimate, the cost of the venture I propose will run close to seven and one half million dollars. If you like this idea, it's just a job of work. If you don't, there's no harm done. What do you say, Mr. Keyes?

KEYES:

Colonel Henderson, I like your idea very much. We'll do this "job of work" you speak of!

80

4 SOUND

MUSIC -- RISING TO CRESCENDO -- THEN OUT

NARR:

The deal was closed. Nineteen months of hard work ensued, arranging with railroad companies, purchasing airplanes, introducing transport facilities at airports along the proposed route. Then -- on July 7, 1929...

SOUND

ROLLING PRESSES THROUGHOUT FOLLOWING SPEECH:

VOICE OF ANNOUNCER READING NEWS FLASH OVER RADIO: A new era in air transportation was begun today, when Colonel Charles Lindbergh pressed a telegraph key in Los Angeles, California. At this signal, Pennsylvania Railroad's Airway Limited train in New York City got under way connect with an inaugural transcontinental transport plane in Columbus, Ohio. first lap in a scheduled "air-rail" trip -- coast to coast in 48 hours!

A. the to The

SOUND

PRESSES OUT

NARR:

In December of that same year, 1929, Transcontinental Air Transport, as the new line was called, obtained much needed feeder-lines in the Southwest, by merging with Maddux Air Lines. By this move, the Transcontinental line climbed into the ring as a major competitor of Western Air Express. Immediately representatives of the two companies met to discuss the situation.

SOUND

HUBBUB OF SMALL GROUP UP AND BEHIND

1st REP:

Gentlemen, there's no use hedging about this affair. The business of passenger transportation by air is too young. Its future is too bright for two major companies such as those we represent to fight over. We have too much in common. If we pull against each other, we'll both flounder.

SOUND

MURMURS OF APPROVAL

2nd REP:

I think it's quite evident to all of us that incorporation is extremely desirable. America has to be convinced of the safety and desirability of travel by air. Now let's not quarrel over what business there is at present. If we incorporate and pull together we can create enough business to keep all the pilots in America busy.

3rd REP:

Why, together Transcontinental Air Transport and Western Air Express could give America a complete air service from coast to coast.

SOUND

HUBBUB OUT

NARR:

Thus a series of negotiations were initiated which culminated ten months later in the birth of Transcontinental and Western Air, Incorporated -- TWA! Jack Frye became vice-president in charge of operations, and before long, Paul Richter left his post at the head of the Aero Corporation to take a position with TWA as superintendent of the western division. But the very morning of the merger, October 25, 1930 (SOUND START HERE) a transport plane belonging to the new company took off from Los Angeles with a full load of passengers.

SOUND

PLANE TAKING OFF --- THEN FADE

81

5 NARR:

A day passed. The next evening, just at dusk..

SOUND

CROWD NOISES AND WIND FAINTLY

NARR:

...a crowd is waiting at another airport This time it's New York. A woman is complaining to her husband. (FADE SOUND)

WOMAN:

Oh, Harry, why did we have to come out here to the landing field on such a cold night? Who is this man you're expecting from California?

MAN:

Well, dear, in the first place I don't expect him I'm just checking up.

WOMAN:

But who is he?

MAN:

A man I played golf with Iast summer in Los Angeles -- plays a great game!

WOMAN:

I fail to see what his golf game has to do with our being here tonight.

MAN:

Don't be impatient, dear_ You see, he's a bug on aviation. During our golf game he put forth some pretty tall speculation& One of them was that before this Christmas, airlines would be flying regular cross-country schedules in 36 hours or less.

WOMAN:

And I suppose you argued with him?

MAN:

Why certainly! In fact we made a little bet on it.

WOMAN:

How much?

MAN:

Oh, not much -- (PAUSE) – one hundred dollars.

WOMAN:

Harry!

MAN:

It's okay, honey. We can't lose. 36 hours! Why, even riding trains during the night, the fastest cross-country time yet is 48 hours.

WOMAN:

What time is this man supposed to arrive?

MAN:

If he expects to collect on our bet he'll have to be here in thirty minutes.

WOMAN:

What air-line is he coming in on, dear?

MAN:

Oh, some new company. TWA, I think they've called it. It's their first flight. According to his telegram he left Los Angeles at exactly seven o'clock yesterday morning. The plane was to stay overnight at Kansas City and come on into New York today.

SOUND

CROWD NOISE UP A LITTLE

WOMAN:

Harry, what are all these other people doing out here? You don't suppose they've all made the same bet?

MAN:

Well, hardly. But they're probably waiting for the same plane. You know, it would really be something if they made it. We might see history made tonight.

82

6 SOUND

PLANE VERY, VERY DIM FADING IN

WOMAN:

That would be quite expensive history, my dear.

MAN:

It would be worth the price.

WOMAN:

Oh, I don't know about that. I wouldn't have paid a hundred dollars to see Washington cross the Delaware.

MAN:

Say, do you hear that?

SOUND

CROWD NOISE - ENTHUSIASTIC —PLANE NOISE OVER

1 VOICE:

It's IT! The plane! It's here!

2 VOICE:

They've made it!

3 VOICE:

35 hours and 32 minutes! Across the continent!

WOMAN:

Oh, there goes our hundred dollars.

MAN:

It's unbelievable!

SOUND

CROWD AND PLANE OUT SUDDENLY

NARR:

Indeed it was unbelievable. Twelve hours had been lopped off the scheduled cross-country time. The inconvenience to passengers of transferring back and forth from air to rail had been eliminated. But this was only the first in an amazing series of advancements made by TWA. In the month of November, 1931, TWA moved its headquarters from Columbus, Ohio to the present location in Kansas City, Missouri. Official comment was...

FRYE:

We have made this transfer in order to obtain a more centralized maintenance base. Kansas City is on our Transcontinental route, and it is situated at the approximate center of the continent. St. Louis and Tulsa were also considered, but Kansas City's bid was found most acceptable.

NARR:

By 1932, night-flying facilities were sufficiently developed to eliminate the overnight stop at Kansas City. Result: Scheduled time from coast to coast -- TWENTY-FOUR HOURS. Late that same year Jack Frye and Paul Richter visited the Douglas Aircraft plant in Santa Monica, California.

FRYE:

Mr. Douglas we are searching for a larger, more comfortable type of transport plane.

DOUGLAS:

And you want us to build it for you?

RICHTER:

Yes. In view of the wonderful record you have established as a builder of military aircraft, we feel sure that your company can produce the plane we want.

DOUGLAS:

Thank you, gentlemen. Your confidence is greatly appreciated. You have the specifications for this new plane with you?

FRYE:

We do. Now, here's (FADE) what we want...

83

7 NARR:

The airplane was designed and built. Called the Douglas DC-1, it was ready for flight by 1933. D. W. Tommy' Tomlinson, who had been put in charge of testing the big plane, was told by TWA o

FRYE:

Tommy, we want this ship put through every test known to aviation. You can slip in a few more if you like, but when you're finished we want to know everything there is to know about its performance_

TOM:

Right, sir. I'll fly the wings off that crate, if they'll come off.

FRYE:

Fine. Now go to it, and good luck!

SOUND

ROAR OF TAKE-OFF. HOLD, THEN FADE

NARR:

Flying the Douglas DC-1, Tomlinson established 19 speed and endurance records, including a startling west-to-east transcontinental flight of 11 hours and 5 minutes. He reported:

TOM:

The Douglas DC-1 not only meets, but surpasses the specifications set by TWA. Indeed, the era of high-speed passenger service has arrived.

NARR:

In the spring of 1934 TWA bought 31 of the new Douglas 14-passenger planes, reduced its scheduled cross-country time from 24 hours to less than 16. Passengers enjoyed hot meals, personalized hostess service and sound-proof cabins for the first time. Also in 1934 -- Jack Frye was elected president of TWA, and his old partner Paul Richter succeeded him as Vicepresident in charge of operations. One afternoon Richter called Flight Captain Tomlinson to his office...

RICHTER:

Captain Tomlinson, a report has reached me concerning your recent flight activities.

TOM:

Yes, sir.

RICHTER:

According to this report, several of your passengers lost consciousness when you climbed to an altitude far greater than the flight called for. Is this correct?

TOM:

Yes, sir. It's true.

RICHTER:

You understand of course that such behavior constitutes a serious infraction of the rules of this company? What explanation have you to offer?

TOM:

Well, sir. There really is no explanation. I was simply practicing what I've been preaching for years.

RICHTER:

What's that?

TOM:

Don't fly through bad weather -- get above it. You see, we were over mountainous territory.

I thought it would be better to bring a ship-load of passengers in sleeping, than to leave them on the side of a mountain some place. That's all I have to say, sir.

RICHTER:

It grieves me deeply to have to do this -- your work with us in the past has been excellent.

Captain Tomlinson, you are hereby removed from your flight duties on our schedule.

TOM:

You mean I'm fired?

84

8 RICHTER:

I do...not. (LAUGH) Tommy, TWA has decided to invade the substratosphere. We're convinced that in that upper region lies the secret to a new era of increased speed, comfort and safety in air-line service. With your outstanding work in testing the DC-1, fresh in our minds, Jack Frye and I have decided that you're the man to carry out the invasion.

TOM:

Thank you, sir.

RICHTER:

About a month ago we bought a tiny Northrop Gamma. Since then every type of equipment which you'll find necessary for your research has been installed. The plane is literally a "flying laboratory."

TOM:

Just what am I to look for with this "flying laboratory" as you call it, Mr. Richter?

RICHTER:

We have a threefold purpose in conducting this research, Captain. First, from your observations we hope to be able to choose the best methods of supercharging engines and cabins for extremely high flying. Second, you will determine the actual increase of speed with altitude by making actual measurements of speeds at 30,000 feet.

SOUND

THRILLING MUSIC START AND KEEP UNDER "NARRATOR"

RICHTER:

Lastly but by no means of the least importance, it will be your task to check meteorological conditions at the base of the stratosphere.

NARRATOR: During the next five years Captain Tomlinson in his tiny "test tube" ship amassed more than 50 flying hours at levels of more than 20,000 feet, an accomplishment which no other pilot has duplicated either before or since.

NOTE TO PRODUCER: The following bit is to be accompanied by tingling violin music -- arty stuff -Beethoven or Bach or something. When Tomlinson is speaking, put music into background, up loud between his speeches, and fade down at beginning of each statement. Just before Narrator comes back, bring music up loud and break off sharply.

NARR:

A diary kept by Tomlinson on his tests might have read something like this...

SOUND

VIOLIN MUSIC IN BACKGROUND

TOM:

(DRAMATICALLY) December 17, 1936. I am constantly amazed at the high speeds I find attainable at these high altitudes. Today, when I had calculated my air speed would be 225 miles per hour, I actually traveled 384. At 33,000 feet I found a tail wind with a velocity of almost 160 miles per hour.

SOUND

MUSIC UP AND DOWN

TOM:

Radio reception is better in the substratosphere. I have encountered only slight interference, and even that, I'm sure, could be eliminated by the use of certain types of antenna.

SOUND

MUSIC UP AND DOWN

TOM:

The view at these high altitudes is much clearer than at lower levels. From the windows of my plane at 16,000 feet you can see 150 miles on higher side of the course. Yesterday I took in the entire length of the Grand Canyon at one glance.

85

9 SOUND

MUSIC UP...LINGER, THEN CUT SHARPLY!

NARR:

In December 1937, Tomlinson spoke at Indianapolis before the American Association for the Advancement of Science. At that time, he prophesied...

TOM:

Regular transport operations at levels ranging from 20,000 to 35,000 feet, which will revolutionize long-range, non-stop transcontinental and oceanic flying will be with us within the next five years. Within the next two years great transports will be flying at lofty altitudes free, 95 per cent of the time in all seasons, from fog, storms, and turbulent air.

NARR:

There were many who scoffed at the idea, but, armed with Tomlinson's reports, TWA began searching the aircraft factories of America for a ship capable of flying in the sub-stratosphere.

They wanted an immense plane. A plane large enough to carry great loads of passengers and baggage on long non-stop dashes clear across the country. In Seattle, Washington, at the Boeing Aircraft plant, a new "Leviathan of the Air" had just been developed for the army.

It was the huge, four-motored Flying Fortress, recognized in military circles as the most formidable aerial weapon in the world. After extensive investigation, TWA officials agreed...

FRYE:

The Boeing Flying Fortress has every feature which we believe necessary for operating successful flights in the sub-stratosphere.

RICHTER:

Designed for long distance bombing raids, it has the wider range required for such flights.

Enough gasoline can be poured into its huge fuel tanks to permit spanning the width of the American Continent without a single stop.

TOM:

It can fly at tremendous altitudes, high above the reach of anti-aircraft fire.

FRYE:

The immense cabin interior, designed for carrying huge loads of bombs, could accommodate equally large loads of passengers and baggage.

RICHTER:

Four great eleven-hundred horsepower engines enable the Fortress to take off and land on the same length of runway required by our Douglas airliners.

TOM:

Top speed under normal conditions is over 240 miles an hour. It can fly four miles in less than one minute.

NARR:

With this knowledge, TWA went into a huddle with the Boeing Aircraft Company. The result was the Stratoliner, luxurious passenger-carrying counterpart of the Flying Fortress.

Literally a hotel-on-wings, the giant plane had a capacity of 16 berths and nine day-seats for night-flying, and a total of 33 seats for day-flying. The Stratoliner was put through the most rigid tests ever given any commercial air transport. Engineers pronounced it the most perfect transport plane yet built. On October 16, 1939, TWA announced the purchase of five of the giant ships. And on July 8, 1940, the present fastest transcontinental transport times were recorded when the Stratoliners flew from west to east in 11 hours and 45 minutes.

Commented Jack Frye...

FRYE:

The new fleet of four-motor planes climaxes a cycle of development in which TWA and its predecessor companies have been pioneers. This move is consistent with TWA's policy over a period of years in which we have established a record that we believe is not equalled by any other airline in the world -- of pioneering developments in air transportation through our research facilities and being the first to place these developments into regular service for air travelers.

86

RETIREMENT EXERCISING Dick Beck As we get older, physical activity becomes somewhat curtailed, and we tend to "slough off" on our exercising. Therefore, I felt it might be appropriate to suggest a few helpful hints.

1. Don't roll out of bed in the morning. Sit up first, fall back on the pillow, then sit up again. Good for the stomach muscles.

2. Don't gulp your morning coffee-sip it. This will require more vertical movement of your arm and thus keep the muscles firm. When halfway through, change hands. Same concept at "Cocktail Hour".

3. At meal-time, have your wife chew slowly. Since some men don't appreciate a lot of chit-chat, there will be more time for you to express YOUR OPINIONS as well as working your lower jaw muscles. Caution ! If you move your jaws when you're not eating, some people might think you are "gummy", ie. no teeth. So it might be wiser to pick the bathroom or shower for this procedure.

4. When people talk to you, don't just stand there with a blank look on your face. Nod your head vigorously "yes" or "no". It doesn't matter whether you agree or disagree.

It's important to keep your neck muscles active. Also raise your eyebrows with each movement. If you don't like the person you are talking to, just frown.

5. Instead of straight, normal walking, always try to "tippy toe". (except in "gay" bars). This is good for the calf muscles. When your at home, I'm sure it would make your wife happy too, since she won't have to put up with you stomping around the place.

6. When walking up or down steps, take two up then one back down. Good for the thighs. You should plan your schedule carefully, since you might have to start earlier to make your appointments on time. Pay no attention to people who think you are "nuts", just persevere.

7. Always try to "curl" your toes, even with your shoes on.

Someday you may be able to pick thread up from the floor.

This might get you in the "Guiness Book of Records". On the other hand, bending over to pick up stuff is good for the back muscles.

8. If you can pick the proper time and place, spitting will improve your lip muscles so you can kiss better.

I can think of more exercises but I'm exhausted at the end of the day... but healthy.

Yours for a successful and happy exercise program.

Dick Beck P.S. On second thought, maybe you had better erase paragraph #3 as it might cause a certain amount of friction between you Go for it !!!!! and your wife.

87

MOST MEMORABLE FLIGHT

By A.T. Humbles We always carry a tear-out sheet in the back of this lowly publication whereby you can send our illustrious Grapevine Editor, John Happy, any information you wish including your most memorable flight. Not enough of you folks take advantage of this to relate your experiences past and present. There has to be a lot of interesting experiences we have all encountered, especially in our flying careers, that would be of interest to our readers. So do it today.

I don't know if you are like me but I used to have a fantastic memory, now I do well to remember my name and someone I met yesterday I find it difficult to remember their name yet I can vividly remember things and names dating back to even early childhood. I have been writing my memoirs for my four sons and find I can remember so much. I even remember a colored family that lived on our farm when I was three years old. This family consisted of a nice, Christian widow lady with four kids. Her name was Jack Anne Wallace and I even remembered her son's name, who was old enough to work on the farm along with his mother, his name was Mano.

Now to my most memorable flight maybe because it was my most miserable flight.

Transcontinental & Western Air got me out of the Air Force in 1945, one of the first to be released from service for essential civilian service. I went on the payroll 6 August 1945. I went through Captains school in 46 and was in transition training. Urb Kampsen, a fine gentlemen and pilot, was my instructor and we came in one night from a training flight when Roy (Silent) Thrush informed us we were now on strike.

Then in 1948 we went through school again and transition, an enjoyable experience with that famous aviator and good man, Bob Kadoch. Then I reported for my first line check. How this man was ever picked to be a line check captain, as they were called then rather than number them as 890's as the Company did later. I understand this man did tell someone they made him a line check captain so the copilots would keep him legal as he was known to sneak in on approach in weather below limits. I don't think I ever saw this man but what his uniform looked like he slept in it. His shoes always needed a shine and looked like an old black pair you had relegated to work shoes and had gotten them wet many times. Under his fingernails was black grease which was probably because he had a machine shop on the side. And he certainly skipped the school of good manners.

Enroute I was plyed with questions delivered in a harsh and critical voice.

Sometimes he didn't have the right answer and I remember we got out the book which showed I was right a couple of times. Then we were between Altoona and Harrisburg and I was flying a little to the right of the "on beam" leg of the radio range for we were supposed to do that in VFR weather. He demanded to know why I was flying down the middle of the airway and I told him I was a little to the right. He looks over at the town of Carlyle and asked me its name which I knew. He said you can be over that town and be on the airway. I said it was off the airway whereupon he pulls out a ragged, dirty sectional map and, sure enough, the right edge of the airway ran through Carlyle. I told him, yes, on your map but two years ago the airways were reduced from 20 miles wide to 10 and showed him an up to date map.

On the return trip from Newark we were going into Philadelphia with poor visibility. I was cleared to circle for landing and had the field in sight out the left window. All at once he grabbed the airplane, snatched the throttles off, threw it into a steep bank and dove onto the runway landing hot and long and nearly running out of runway and it wasn't even the one we were cleared to land on. Taxiing in he was screaming and cursing telling me the idea is to get on the ground as quick as you can in bad weather. At this time I had had enough and told him in no uncertain terms not to curse me again. He got the message for he didn't curse me again.

MOST MEMORABLE FLIGHT Page 2 Due to the weather we were late out of Philly. I had no more than reached the top of the climb and set cruise power when he shouted, don't you know we are late? I said I had set Company recommended cruise power whereupon he slammed the throttles forward adding on about five inches of manifold pressure but no increase in rpm. About five minutes later the right engine nearly exploded and I reduced power. He looked out the right window and then asked me what I would do if a piece of cowling had blown off. I told him I would land at Harrisburg and have the engine checked and the cowling replaced. He said you mean you would take a copilot's word without looking yourself? I told him I would as I didn't think anyone would deliberately lie about something like that. So we informed the Company we were landing at HAR. On final approach on the proper speed and glide path a little way out he slammed the throttles forward. I got them pulled back and landed way long. He said you were going to undershoot and I told him what he did almost caused me to overshoot.

He didn't like my landings. Remember we were taught to land slow and nearly three point or, as soon as the main wheels touched farther back on the stick and the tail wheel was on. His method was screaming in at least 20 miles per hour above recommended, fly it on with tail high and slam on the brakes. I remember well I was landing to the northeast at Dayton and just prior to touch-on he tried to push the throttles up but I was stronger in my right arm than he in his left so the throttles stayed back meanwhile touching on in the smoothest of landings.

He said I was about to stall.

Enroute he gave me some hypothetical hydraulic problem and none of my answers suited him. I then said I would get out the airplane manual and he screamed you wouldn't have time to drag out a book. I then said I would call the Company and ask to talk with a mechanic for his advice whereupon he said you, a captain, would call some mechanic on the ground for help. I told him at a time like that I would accept any help.

Back on the ground at Kansas City he told me he'd let me by this time but you are going to have to know your books better and fly better or you've had it I was mad and ready to quit rather than fly with him. I went in to see Bob Jones, head scheduler. Many of us remember Bob. He had been a B-17 pilot in World War II and had to bail out in combat. While floating down in his parachute he was shot from the ground losing a leg. As I walked in Bob said A.T., I have you scheduled for your line time with Wren Mcmains. Just thought while we were waiting for Captain Mcmains to be available I would set you up for one ride with I said thank you, Bob. There are those who say some good can come out of anything so maybe this experience had something. I went home and told myself, I know I can manipulate the controls of an airplane so the only thing I could get tripped up on might be the books so I learned them so thoroughly I could quote you page and paragraph numbers. I breezed through the rest of my line time with not one minute's trouble and enjoying it. I had 50 hours with Wren Mcmains 50 hour progress check with Frank (Coach) Burcham. 50 hours with Johnny Morrison, 100 hour progress check with Chris Carper, my semi-final with Russ Dick and my final check with Harold Neuman, all fine gentlemen and excellent pilots. Bert Cooper gave me my Air Transport Rating ride. Bert was always smiling, quiet and courteous.

If any of our younger pilots happen to read this they will probably be astounded at the number of hours of transition and line time we got just to fly the old DC-3!

89

ROGER DON RAE ACE OF YESTERYEAR - TRANS-ATLANTIC JET PILOT OF TODAY The deep throated drone of the D-12's was in the air. The powerful sound, once heard, was never forgotten. It was a flight of P-1's from Selfridge on a training mission. The farmer's son rested on his hoe as he wiped the sweat from his face. A shadow passed him swiftly. Looking skyward, he sighed and said, "That's for me."

This was Roger Don Rae, a lad of twelve in 1922. Roger had made his decision. The sound and shadow had launched an aviation career that carried through to Jets over the Atlantic - forty years from the clays of the grease monkey to the cockpit of a 707.

It would be an injustice to wrap up a forty year career in one paragraph. Roger had the usual heartaches and heartbreaks, as well as the supreme moments of joy in winning.

Roger's aviation fever increased when he saw his first Jenny, owned by Hank Dora of Bay City, Michigan. This was the thrill of his young life. He took a part time job with Art Davis. Art was the adored hero - Roger, the willing slave.

ROGER DON RAE, the versatile airman , National Champion Parachute Spot Jumper for seven consecutive years, winner of National Acrobatic Title, and Number One Racing Pilot in 1936.

Roger worked for Art one week, and went to school the next, where he boasted of his prior week's activities at the airport. Roger told about working on the Waco's, Standards, and Jennys with the OX5's, and the T-M Scout that Art had raced at the Flint Air Meet; but he kept the digging of ditches, mixing of cement by hand, cutting of trees, clearing of brush, and such menial chores much to himself. It was a fitting reward for a grease monkey just to sit in the cockpit white running in the OX5's that had been fitted just a little bit too snugly so that extra cockpit time could be achieved.

Summer work was exciting. Student activity, passenger hopping, and week end shows gave Roger a chance to wear a helmet and coveralls as a flunky in the line crew. It was wonderful to be noticed by the curious visitors.

Opportunity for the ground crew to shine with the celebrities came with the Air Meets, and Roger got that opportunity at Ypsilanti in 1926. Some others in attendance were Pete Goff, Bud Hammond, Ed Knapp, Pat Narrin, Eddie Stinson, Milo Oliphant, John Wood, and Art Davis. Most of them had won their Wings in World War One or had been civilian instructors, and were now seasoned pilots.

Roger listened while they talked of spirals, spins, rolls, chandelles, Immelmanns, speed, and the coming of a regulating body called the Department of Commerce, Civil Aeronautics Administration.

Roger quickly qualified for an "E", and a parachute riggers

license. He gut a break in the fall of 1928 at the Ionia Free Fair where Art Davis was barnstorming. Art's parachute jumper decided to quit suddenly; and Art was under contract to produce a parachute jump every day. Roger can't recall exactly how it happened, but the next thing he remembers was hanging in mid-air under a silk canopy. Thus began a career that brought Roger the National Parachute Spot Jumping Championship title for seven consecutive years, a record that has never been equalled.

Roger soloed at Melbourne, Florida in 1930, continuing in the employ of Art Davis. They were doing some barnstorming in the South, preparing planes for competitive racing, in addition to his parachute activities.

The Detroit Air Show of 1930 stands out in memory where Roger flew many OX5 aircraft such as Challenger, Waco, Eagle Rock, American Eagle, Travelair. His first crack at a real racer was for Rudy Kling, in a Keith Ryder. Roger never owned a racer but was always given an opportunity to have a racer to fly at the big affairs, having flown them for Steve Whittman, Harold Neumann, Ted Fordon, and Keith Ryder.

1936 was a successful year for him, being named by the N. A. A. the number one racing pilot and also the National Parachute Spot Jumping Champion. He also won the National Acrobatic title.

CAPTAIN ROGER DON RAE (1940) - wearing his victory smile the day he qualified as a Captain for TWA. About this time, Roger acquired a Waco taper wing J-6-9 and started operating on his own.

Roger was busily preparing for an exhibition at Detroit in 1937 when Mrs. Harold Neumann phoned to say that his application had been reviewed by TWA and he was wanted for an interview in Kansas City. He was accepted for training and took his first flight with Cliff Abbott as the Captain. Four years later, he was Captain Roger Don Rae of TWA. The transition period took him through the days of the DC-2's, DC-3's, Boeing Stratoliners , Lockheed Constellations and on to the Boeing 707's. Roger was assigned to Chicago for eighteen years before being transferred to the TWA International Division, and assigned to New York.

Roger, an enthusiastic member of the OX5 Club, hopes to see the clay when each Wing will have an OX5 aircraft. He is a member of closed the Illinois Wing, although a resident of Connecticut. Roger this interview with these words, "I am a most fortunate man to have had so many people help me along. I am grateful to all of them."

90

NEW MEMBERS----WELCOME 07-05-1992

(A) COLE, WILLARD A.

(R) BENNETT, STANMORE CAPT (CAROLYN)

FIE

550 W. GOLF VIEW DR.

1444 NEPTUNE RD.

TUCSON AZ 85737

KISSIMMEE FL 34744 401-846-6831

(BETH)

602-297-2969

(R) FRANZ, JERRY CAPT

(R) DOHERTY, KENNETH A. CAPT (DOROTHY) 2001

WOLFEL

ESTERO

FL

(JUDI)

739 MOCKINGBIRD CIRCLE

LANE

ESCONDIDO CA 92025

33928

619-747-1120

813-992-4840

(R) HALEY, JOHN H.

(R) GRANT, DAVID N, CAPT (NORMA JANE)

CAPT

5270 CONEFLOWER LANE

5101 NEOSHO

COLORADO SPRINGS CO 80917

SHAWNEE MISSION KS 66205

719-380-0437 913-722-3404

(R)

HARTER, Jr., RALPH D.

CAPT.

(R) HILT, DONALD R. (DON) CAPT (SUSAN)

(BONNIE)

RT 82, BOX 5533

244 NW 1401

CAKDENTON MO 65020

HOLDEN, MO 64040

314-3374-4512

816-732-6555

(S)

L'EPISCOPO, JOSEPH B.

MR.

(R)

(BETTY)

LAGUNA NIGUEL CA 92677

BALDWIN NY 11510

714-495-5562

516-868-1996

(S)

(R) OLIVER, BLAKE F/O (ELLIE)

MOUNTAIN VIEW CA 94040

NEW SMYRNA BEACH FL 32168

415-968-5265

904-427-7424

PERSONS, RICHARD H.

(R)

CAPT (BILLIE)

CAPT (KAY)

NEWPORT BEACH CA ,92660-4339

MADISON CT 06443

714-642-9333

203-245-0154

A)

SANDERS, LOREN L. (SANDY) CAPT (ANNETTE)

SIBBALD, DAVID M. H. CAPT

(JANICE)

144 BLUE BEACH DR.

515 AVE PRESIDIO

DOVER DE 19901

SAN CLEMENTE CA 92672

302-734-7305

714-492-5666

SMILEY, JIM D.

SALISBURY, PHILLIP J. 1711 SKYLARK LANE

127 FIVE FIELDS RD.

(A)

OWEN, W. K. CAPT 2363 PERICH CT,

1994 AERO CIRCLE

(A)

(LENI)

30902 RIVERA PL

894 SHUBERT ST.

(A)

O'NEILL, DONALD D F/O

CAPT

R)

(MARY)

14 UNDERHILL ROAD

18 JAMES CT.

HOWELL NJ 07731

HAWTHORN WOODS IL 60047

908-364-5549

708-438-2458

(A) WILLIAMS, DAVID E.

WILDER, CHARLES L.

CAPT (EDITH)

4366 PONT DR. BRIDGETON MO 63044 314-291-3279

91

CAPT

(HELEN)

ADDRESS & PHONE CHANGES & CORRECTIONS 07-05-1992

(S) BURKE, E. PAUK MR. (TALLY)

(R) APPLEBY, HUGH T. CAPT (LEANNA) 10890 S.E. 72 TERRACE

14210 SUMMERSTAR DR.

BELLEVIEW FL 34420

SUN CITY WEST AZ 85375

904-245-8304

602-546-4490

(R) CLARK, JACK E. CAPT.

(JANE)

(R)

4209 ROLLING HILLS DR

COCHRAN, JAMES L. CAPT.

(RUTHE)

1149 N. 92ND ST. #5

NIXA MO 65714-8771

PHOENIX, AZ 85256

417-883-3903

602-840-5243

(R) COLLINS, JOHN CAPT.

(S)

(PATTIE JEAN)

CORRON, CLARENCE 1515 N. BOULDER AVE.

1616- CAPE CORAL PKY W. #101 CAPE CORAL, FL 33914 (OCT 15-MAY 1)

ONTARIO CA 91762-1211

(A) ESSAF, ROBERT D. CAPT.

(E) CRESWELL, JOSEPH A. FIE (ELINOR "ELLIE")

(NAOMI)

430 CALLE DE ARBOLES

5007 W.LONGFELLOW AVE.

REDONDO BEACH, CA 90277

TAMPA FL 66629

310-375-1761

(R) FAUCI, LARRY J. IRO (JUDITH)

(R) FERTAL, RICHARD V. "DICK" CAPT.

336 GOLFVIEW RD.,APT 1012 NO.PALM BEACH FL 33408

TUCSON, AZ 85715-4618

407-775-3532

602-722-6199

(R) GALLAGHER, EDWARD P. CAPT.

(CORINNE)

(H) GARRETT, BETH MRS..

59 SLYVAN ROAD MADISON, CT 06443

HC-72, BOX 90 CLINTON, AR 72031

203-245-4532

501-745-2820

(H) GOLIEN, DOROTHY MRS.

(ANNE)

1150 N. EL DORADO PL.1157

(W. G. "SWEDE")

(R) GORCZYCA, LOUIS F. CAPT.

GOLIEN FAMILY TRUST

(MARIANNE)

10 MOUNTAIN VIEW

P.O.BOX 16504

IRVINE, CA 92715

JACKSONVILLE FL 32245-6504

714-854-1861

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(H) LINZAY, MARY MRS ROBERT

5817 PARK ST. N.,APT 301 ST PETERSBURG FL 33709

(RUBY D.)

634 OCEAN INLET DR. BOYNTON BEACH FL 33435-2848

(NOV-MAY)

813-541-6559

(R) LUCKEY, SAM M. CAPT. (MARJORIE) 1563 S.W. TROON CIRCLE PALM CITY, FL 34990

(E) KcKENNEY, CHARLES W. "RED" FIE 71 WYCKOFF AVENUE MANASQUAN, NJ 08736

407-286-5442

(E) MONTGOMERY, JOHN K. CAPT.

908-223-3762

(E) MORRISON, JOHN R.

(BETTY)

CAPT.

200 GLENWOOD CIR #122

3115 DUKE DR. PRESCOTT, AZ 86301-4133

MONTEREY CA 93940-6742

92

ADDRESS & PHONE CHANGES & CORRECTIONS 07-05-1992

(R) NOVINGER, FRED B.

(E) NEUMANN, HAROLD E. CAPT.

CAPT.

12 ADMIRALTY WAY

17800 HORIZON WAY

REDWOOD CITY CA 94065

LAWRENCEBURG IN 47025

(JUDY)

812-537-3142

(H) PIPER, VELMA B. MRS

(R) REYNOLDS, RONALD E.

(WILLIAM F.)

CAPT.

(CONNIE)

P.O. BOX 3197

726 WOODLAND DR.

CAREFREE AZ 85371-3197

HARRISONBURG VA 22801 703-433-0910

(R) SELLS, JOHN E.

(H) SCHROEDER, MURIEL MRS (WILBUR "RED") SANTA ROSA, CA 95403

INCLINE VILLAGE NV 89452-7597

707-576-1011

102-831-7990

(R) SORENSEN, NORMAN L. FIE (FRANCES)

135 NORTH LODGE DR. P.O.BOX 11084

12318 S. SHOSHONI DRIVE

MUNDS PARK AZ 86017

PHOENIX, AZ 85044

(JUL 1-OCT 1)

(OCT 1-JUL 9)

602-893-1802

602-286-1235

(R)

STOCK, WALTER A.CAPT.

STONE, ROBERT A. CAPT. 210 STANLEY COURT

67 CAPTAINS OR, PILOTS POINT

(H)

(CHRISTINE)

P.O. BOX 7597

(R) SORENSEN, NORMAN L. FIE (FRANCIS)

(R)

CAPT.

612 GREEN VIEW DR.

WESTBROOK CT 06498

FRIENDSWOOD TX 77546

203-399-2255

713-482-6355

TROUP, ARLENE MRS.

(R) VAN ANDEL, JOHN H.

(QUINCY)

CAPT.

P.O. BOX 60771

P.O.BOX 340, 6 MILE LAKE RD

BOULDER CITY, NV 89006-0771

ELLSWORTH MI 49729

702-293-2225

(A) WHITAKER, LEWIS LEW CAPT

(R) WHITCOMB, JAMES W. CAPT.

5 RIVER ROAD,BOX 330

(FLORENCE)

0040 PIERCE CREEK RD.

WILTON CT 06897

BINGHAMTON, NY 13903

203-849-1989

607-724-6012

(H) WILLIAMS, KATHARYN E. MRS (JOHN G.

(R)

WILSON, JOE W.

F/E

185 NORTH ROAD

123 SEATERRACE WAY

DEERFIELD NH 06820

APTOS, CA 95003 408-688-0450

(R) WIRTH, RALEIGH CAPT.

(R) WOLF, LAURENCE K. "LARRY" CAPT.

(DIANNE)

20160 WINSTON LOOP

P.O.BOX 2364, 1091 W. 7TH ST.

BEND OR 97701-8990

FLORENCE, OR 97439-0152

503-593-6023

503-997-6156

(R) YATES, KEITH E.

CAPT.

(R) ZIMMERMAN, WILLIAM A. IRO (SALLY)

(MARJORIE)

8533A S.W. 92nd STREET

P.O.BOX 296 CASTLE ROCK CO 80104

(JO ANN)

OCALA, FL 34481

(SUMMER)

904-854-3383

93

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