1992.11.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. BETTS 960 Las Lomas Pacific Palisades, CA 90272 213 454 1068

TARPA is incorporated as a non-profit Corporation under the non-profit corporation laws of the State of Nevada. As stated in Article II of the By-Laws, its purpose is social, recreational and non–profit, with a primary goal of helping its members to maintain the friendships and associations formed before retirement, to make retirement a more productive and rewarding experience and to assist those active pilots approaching retirement with the problems that are inherent in the transition from active to retired status.

OFFICERS AND DIRECTORS, 1991/1992 PRESIDENT JOHN P. DONLAN, JR. Phone 8 Belleview Blvd. Apt. 207, Belleair, FL 34616 DAVID M. DAVIES FIRST VICE PRESIDENT 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 ALBERT J. MUNDO DIRECTOR 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

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NOTHING REPLACES GOOD JUDGEMENT ON THE FIRING LINE!

AWARD OF MERIT At the 1992 Convention held in San Diego, California the AWARD OF MERIT was presented to Captain Fred Austin. An i ndividual plaque was presented to Captain Austin and his name will be added to the Master Plaque that is located in the training center lobby in St. Louis, Missouri.

Captain Austin was born in Los Angeles, Cal. on the 22 of November, 1914.

He completed his initial formal education at Los Angeles City College receiving a degree in Law. The flying career of Captain Austin began in 1931, he j oined TWA in 1939 as a co-pilot and became a Captain in 1 941., completing his years of service 28 years later.

Among the many accomplishments achieved during his career was the planning, organization and flying of the first Around the World Polar Flight as Scientific Exploration. an intercontinental Boeing 707 was used and 8 world records were set.

He also planned, organized and flew Jet commander (4 crew) around world, Equator Route Setting 22 World Flight Records.

I ncluded in the presentation was a letter to Captain Austin from former President of TWA, Carter Burgess, expressing his appreciation of the many accomplishments of Captain Austin during the time Mr Burgess was in office.

Captain Austin continues to serve on many advisory boards dealing with aviation projects, problems and development.

Among the many affiliations he is a member of the Quiet Birdman, OX 5 Club of America, American Institute of Aeronautics & Astronauts and the National Aviation Club to name a few.

Tarpa is pleased to add the name of Captain Fred Austin to the distin g uished list of holders of the AWARD OF MERIT. David Davies Awards Chairman

President's Message September 1992 Well the '92 convention is history. we had about 550 people attend and I'm told that's a record.

Our convention co-chairmen, Dick Davis and Carl Schmidt, did a wonderful job.

All the buses were on time, the trips great, a big discount in the coffee shop, plenty of ice for the cokes and stuff, and the hotel staff was most cooperative.

Dick and Carl had it running like a Swiss watch and they did it without fuss.

Quite a job - and everyone is most grateful. They turned a tennis court into a hospitality site by putting a tent over it to keep out the sun, and the place was packed with old friends gabbing and retelling old lies, old jokes and maybe even a few new ones.

We had Bill McKinney GMF-STL on Wednesday morning to give a briefing on the affairs at today's TWA. It was a good presentation and well received.

On Thursday morning Fred White, vice chairman of the NEC, and Joe Montanero of the NEC Retirement Committee addressed the meeting and gave a full review of the new "B plan options" which are now available to retired pilots. Many important concerns were responded to by Joe and I'm sure we learned much from his talk.

There are other reports in this "TOPICS" which cover the B plan in great detail.

Others addressing the group were Mike Ferraro of RAPA and Anne Marie Conway of Clipped Wings.

The last order of business was the election of officers. All of the old guys were reelected so you are stuck with the same scoundrels as last year. If you are disappointed in the election results , please complain to the nominating committee - it's all their fault.

I would like to end this message on a higher note but I told all my jokes at the convention and besides I must leave because Barbara is waiting for me to take her to the grocery store.

Go to Sea in 93 Jack Donlan

SECRETARY

/TREASURER

REPORT

This issue of the TOPICS contains your DUES RETURN ENVELOPE and YOUR 1993 MEMBERSHIP CARD. The Membership card does not mean you have paid your dues, so fill in your name and keep it in your wallet and place YOUR CHECK made out to TARPA in the pre-addressed envelope and mail it. REMEMBER dues are payable January 1st of the calendar year.

Your generous, earlier Board, knowing pilots are inclined to procrastinate, allowed a grace period. So, if your dues are not paid in full by March 31st, you will be declared delinquent and subject to a $10.00 assessment when it is made up. Also, please pay in the correct category. REGULAR and ACTIVE must pay $25.00 whereas SUBSCRIBERS pay $20.00, the latter, an increase over 1992 because of the rise in printing costs of the TOPICS. A few statistics for those interested. We now have 1214 REGULARS; 117 ACTIVES; 232 EAGLES; 164 HONORARIES and 49 SUBSCRIBERS. 67 RETIREES and 5 SUBSCRIBERS have joined us since the first of the year and 37 have made the final flight West. Several HONORARIES (widows) have passed on and others have elected to no longer receive our publications.

If you know of anyone of our Membership or a widow passing on, please notify your S/T or your Editor.

The Co-chairmen of the San Diego Convention, Rick Davis and Carl Schmidt should be commended for a well run and outstanding get-together. I wish to personally commend them as they have already repaid the advance they received.

Contained in this issue is a list of those members who are eligible for EAGLE status in 1993. If they have been dues paying Members for three consecutive years and have reached age 75 prior to the first of the year they are not required to pay dues although many do send in contributions, for which we thank them. If your name is not on the list please advise. It may be that we do not have your birthdate on record.

Again, may I thank all of you for your support of TARPA over the past year with your monetary contributions and your letters and articles sent in to our TOPICS and GRAPEVINE Editors.

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

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E A G L E S H.Leo McFarland Edward F. Mellon John M. Miller Robert B. Mueller Lawrence A. Murchan Burgess W. Murdock William A. Murphey, Jr. Richard T. Nelson Ernest Neuburger Orville R. Olson Paul H. Payne John F. Phillips Franklin R. Ruege Elmus Linwood Ruff Karl M. Ruppenthal Garth A. Sharp George Lane Simmons Glenn H. Sperry Harvey M. Thompson Warren E. Traudt Joe R. Tunder Roy W. Van Etten John C. Van Goor John S. Wallace Albert W. Wollenberg Harry E. Young

Rutland F. Baar Wm. Bainbridge, Jr. Don B. Barnes Edward H. Breen William H. Burkhalter S. C. Bushy Thomas K. Cassutt Robert H. Cummings Chas. E. A. Davis Curtis J. Davis George E. Drew John A. Elder E.E.Exum Gilbert W. Fisher Raymond B. Fowler George H. Gay John A. Goodell Bert W. Hackley Lyle R. Hincks B. Clark Hood Wm. R. Jarvis W. L. Keiser Albert T. Kirby S. Tudor Leland T. Goodwin Lyon

These TARPA Members have celebrated their 75th Birthday during 1992 and will join the ranks of EAGLES as of January 1, 1993. All of us congratulate you and wish you many more years on the mailing list.

Dick Guillan, S/T Usually we run a front cover picture of our Award of Merit person so your editor had called Fred Austin to see if he had one in uniform.

The one he sent in uniform dated back to 1942 and was small so we opted to use the one we have on the front cover which is nice.

Re the one on your left, Fred says, "A. T., in uniform with my son, Fred III, now an American Airlines Captain flying to Central America ..... Best.

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TARPA THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA Convention San-Diego Marriott Mission Valley Hotel September 16 & 17,1992 Business Meeting Minutes Meeting called to order at 0738 PDT, President Jack Donlan presiding.

President Donlan welcomed the attendees and expressed gratitude to Rick Davis and Carl Schmidt, Co-chairmen for an outstanding Convention.

Donlan entertained a motion to approve the minutes of the Business Meeting at COS, as published in the November 1991 TOPICS. Motion made by Clem Moorehead; seconded by Reg Plumridge and approved by members.

Donlan reviewed the meeting in October 1991 in KC with Company and the Actuaries and a few others who were cynical of the "B" plan.

Donlan and Sherman were pleased with outcome of the meeting. Told of assurance of Bankruptcy Court that TARPA will be informed of any actions taken which will affect retirees. No legal action taken on part of TARPA at this time and no legal fees paid.

Reviewed plans for 1993 Convention and encouraged early reservations and also of a TWA Fly-in plans on Oct 17th in St. Louis.

R.C.Sherman, 2nd VP, reviewed ALPA and Icahn's pending agreement regarding "A" plan payments and the new structure of the "B" plan between Oct 1,1992 and April 1,1993 when the agreements should be finalized. Reviewed options of new "B" plan.

Al Mundo gave a report on the plan performance. Outlined percentage of plan funds i.e. bonds, real estate, etc .

Secretary/Treasurer was asked to read the names of Members who had passed away since COS. All remained standing during the reading of 37 names, followed by moment of silence.

Secretary/Treasurer then gave report on the status of the Membership and a brief financial report.

Bill Kirschner, Director plugged Bob Smiths hats and showed a "T' shirt sported by Lee Wildman. Many laughs.

Ten minute recess.

Meeting resumed at 0840 with Donlan outlining a possible call for the assistance of retirees to visit travel agents to have them take a more positive look at TWA. Donlan introduced Capt. Bill McKinney, GMF/STL, taking the place of

Capt McKinney discussed the new TWA, outlined the "State of the Airline" ,reviewed flight hours flown, fuel costs and plans for the reduction of Staff and flight hours for 1993. Reviewed three recent incidents involving 747,L-1011 and MD-80 aircraft.

He concluded by answering questions from the floor and expressed optimism over the future and an improvement in crew morale.

Bob Thompson, S/T TPRF, outlined need for additional funds since contributions to the TWA Pilots Retirement Foundation are declining.

Chuck Hasler, Chairman 1993 Convention, encouraged all to sign up early as prime staterooms are going fast.

AnneMarie Conway (Mrs Richard), representing the Clipped Wings outlined the activities of the organization in past years and the goals including time spent of behalf of TWA and the Alzheimers Foundation.

Meeting adjourned at 0930. To continue tomorrow.

-----------------------------------Meeting reconvened at 0740 PDT, September 17, 1992, Jack Donlan Presiding.

Donlan welcomed A.T. Humbles, Sr. Director and TOPICS Editor back to the group.

Donlan announced that Berkely Associates, Insurance Carriers for TARPA would hold a Seminar following the business meeting.

Capt. Mike Ferraro, President of RAPA was introduced by Donlan. Mike spoke on the part that RAPA plays in representing many retired pilot groups in Legislative matters.

He read a letter from UAL Capt.

Scotty Devine (Retired) explaining history and purpose of RAPA. Donlan introduced Capt. Fred White, Vice-chairman TWA MEC (and a dues paying member of TARPA). White reviewed the financial condition of TWA and the position taken by the Creditors and the Labor Unions within TWA. Announced Robin Wilson will replace Bill Hoar as TWA CEO. He also outlined Wilson's qualifications and gave a brief account of the concessions made by the Labor Unions.

White then introduced Capt. Joe Montanaro, Chairman, " B " plan Transition Committee who explained in detail and with slides, the various plans and options to be offered. Participants will receive an information packet outlining how the transition will take place and the options. He concluded with a question and answer session which prompted over 16 queries from the floor.

Bob Thompson, Chairman, Nominating Committee made a Resolution in which the full slate of present Officers and Directors be nominated to serve until the conclusion of the 1993 Convention. Motion made that the nominations be closed. Moved by Larry Girard and seconded.

Requested motion be made to elect the slate as recommended by the Nominating Committee. Moved by Dean Phillips; seconded by Bart Andregg; approved unanimously.

The Officers and Directors to serve from the conclusion of the 1992 Convention until the conclusion of the 1993 Convention follows: President.......................John P. Donlan, Jr. First Vice President ...........David M. Davies Second Vice President ......... Robert C. Sherman Secretary/Treasurer ............ Richard M. Guillan Senior Director A.T. Humbles Director........................Albert J. Mundo Director........................William A. Kirschner Although supposedly the Election was to be the last order of business, Donlan requested remaining for another five minutes so R.C.Sherman could present a few comments on behalf of Hal Miller who was unable to present it early because of a voice problem. Sherman assured the Members that the "A" plan is no problem for those who retired before May 1,1992. The company is funding the plan after that date. Don't believe all the wild rumors.

Meeting adjourned 0930 PDT.

Richard M. Guillan Secretary/Treasurer 10/05/92

Here is Burt McConaghy on your left. Don't remember who took this one of Burt. Amazing, all the various positions camera bugs assume in pursuing their subjects!

You will find some of his good photography on following pages.

We might mention, too, we couldn't use all the photos we received so maybe some can be fitted into a later issue.

Half of the politicians in Washington are waiting to be discovered, a newspaper columnist said, and the other half are afraid they will be.

THE NEW B-PLAN R. C. Sherman The long awaited modifications to the 8-Plan were signed and approved. On October 1st. 1992 it will become known as The TWA Pilots Directed Account Plan; Units will be converted to dollars. You should have received a letter from ALPA that explains what has happened and how it will effect you. If you have not, call the TWA MEC Office at 314 542-0300.

The letter told what to expect over the next six months and said that more information would be forthcoming. Note that nothing will change for annuitants for some months except that should an annuitant die in the interim, his account balance will go to his beneficiary. Current Plan investments will continue to affect the Plan's assets and each members account, as it has in the past, until the options become effective, proposed to be on April 1, 1993.

Planned options are as Joe Montanaro stated at our convention. ( a) Fixed or (b) Variable

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Two Insured Annuities:

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Fixed Income:

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Conservative Equity:

4.

Indexed Equity:

5.

Growth Stocks:

6.

Aggressive Growth:

7.

International:

8.

Three Model Portfolios:

G.I.C.'s, Treasuries, etc.

Blue chip's with dividends

One or more stock indexes Companies with growth potential Greater potential, greater risk

Selections from other countries From conservative to aggressive

Two thru six are listed in approximate order of expected gain and risk. I'm not sure where International belongs, and the three parts of number eight are somewhat similar to numbers three, four, and six.

My personal comments on these options are: #1 requires no other decisions ever. (a) is similar to our A-Plan. It should be at a higher level than your present payments, but will never increase or decrease. (b) has the potential tor greater highs and lesser lows than past B-Plan experience. # 1 (a) & (b) is the only option that includes mortality reversions and has joint annuitant choices instead of death vestin g .

Two thru eight are death vested. One can app ortion their money among any or all, and reapportion or withdraw, whenever and however they please, or transfer some or all to another IRA. Herein lies the mechanics of taking a lump sum.

Two thru seven are mutual funds, while eight is portfolios of combinations.

Minimum withdrawal amounts must meet IRA requirements. How long they will last, and whether you go broke before death or leave a rich widow, depends on your choices. A world of flexibility. While waiting for the packet of official information, think about your requirements for an ideal retirement plan.

MESSAGE 1st Vice-Pres.

Well the smoke has cleared and we can fall back and regroup for the next one. Rick Davis and Carl Schmidt, what a pair to draw to. Super Kudos to the two of you and Triple Kudos to your wives (who probably did all the work). Either way it was a smashing success.

A couple of points came to mind during the hoopla that I would like to mention.

First: the Pilots Retirement Foundation needs a little propping up and one way this might be done with minimum duress to all would be two target dates a year to send in a ($10) ten dollar donation (of course, more is always welcome). Since the month of November is a month for thanks we might start with that one and another in May. If we can get a two thirds response it would add a substantial amount to the fund with very little strain on anyone.

A mark on the calendar as a memory jogger should do it.

Second: Assuming the restructuring of TWA is successful it would seem that we once again can play a part in elevating TWA to the proud status it once held. After the debacle of what has happened it is going to take a tremendous amount of dedicated work to overcome the company image as it now stands.

We, as a group probably have as much opportunity as anyone to talk to travel agents, etc. pointing out the changes as they take place.

It is in our very best interests to do what ever we can to promote TWA whenever and wherever possible..

I wonder how Chuck & Pat Hasler are going t hospitality room we had in San Diego??

Look forward to seeing you all at SEA in 93..

Thanks for your vote of confidence.

Best Regards, Dave Davies 1st V.P.

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EDITOR'S DESK Well, here we embark on another issue of TARPA TOPICS. This always reminds me of Al Clay who originally edited this magazine and did a fine job. He was the true Southern gentleman and I mourn his demise.

My thanks to all who have in any way contributed to this edition. And I look forward to visiting with you all.

There are so many accolades in here for the Dick Davises and Carl Schmidts I don't need to add mine, suffice it to say, we had a fine time and they ran a great show.

We flew into San Diego on U.S. Air, naturally, on September 10th. Our son, Jeff, who is with U.S. Air, made us a gift of first class surcharges. He also babysat our Great Dane and Miss Kitty and had my mowing up to date when we got back home as well as other chores.

We rented a car at San Diego and drove up to Irvine where the 384th Bomb Group, B-17j held its own reunion.

Five of our crew were there. Also Larry Murchan and Dick Cruickshank of TWA attended. It was a gala affair and well-attended especially when you consider a bare handful of us have airline passes.

Driving down on the 14th to San Diego we visited the San Juan Capristrano Mission for which I am grateful.

We had a grand time at the Marriott in San Diego. Our convention chairmen were profuse in their praise of the hotel's performance and cooperation. We had experienced the same in Irvine at that Marriott.

Keep in touch and let John Happy know what is going on with you. I always look forward to receiving his Grapevine.

Lastly, I don't know about the rest of you but I always come away from our reunions, or some call conventions, wishing I had had more time to visit.

From Dean Phillips; Dear A.T. - It's October 1st and we have apparently survived the "Yall be careful, hear" B plan witching hour and we are back in Pinetop, A7, enjoying the beautiful fall weather. It has really been cooking down in the desert country with 100 degree plus temperatures compared to our 70's.

San Diego was a lot of fun and we returned with many pleasant memories.

Among them the short visit we had with you and Betty. Our San Diego co-chairmen did an outstanding job and deserve our thanks.

One morning when we were going through the hotel lobby to the TARPA meeting room, a number of our members were gathered around the coffee bar. A Flight Attendant with an airline crew said, "This looks like a bunch of pilots". I answered, "Yes, it is". She then said, "It's not another tailhook group?" I said, "No, Maam, we're more of a taildragger group!"

Another observation I came away with is that AIDS is spreading through our ranks. There were several more hearing aids, a couple of walking aids and a number of Band-Aids - one on A.T.'s forehead!

We are looking forward to the cruise convention next year. It will be a double celebration. I'll be flying with the Eagles and Bobbe and I will be celebrating the big 50 anniversary.... Best wishes to all, Dean. * * * * * * From Gordon (Parky) Parkinson; John Harlin passed away on August 5th. His wife said he was sitting in a chair and his heart stopped.

His burial will be in the Arlington Cemetery on Thursday, August 13th, 1992, at 10 A.M. I'm still searching for pictures and stories I loaned to Ed Betts a year ago. I know I received them back but now can't find them. If I do, I'll write up several stories about 1929, 30 and 31.

"73" Parky

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EDITOR'S DESK From Howie Weston in Hancock, NH; Dear A.T. - Sorry to miss San Diego but don't have time for anything since I retired.

The enclosed (article on Mitch St. Lawrence) is certainly not an obit but rather my own thoughts on Mitch. Possibly by publishing this readers may be encouraged to contribute some St. Lawrence stories. They should be cautioned that TARPA TOPICS is a family publication. At any rate, it should make for some interesting reading ........ Cheers, Howie.

From Bill Tarbox in Texas; Dear A.T. Humbles - I am not the author of "Immortality". [Bill sent us this poem which is in the Flown West section]. I attended a funeral of an old friend in July and the poem was on the back page of the memorial. I read and reread it and it really said something to me about my departed friends making their deaths easier for me to accept. If you feel you would like to publish it in the TARPA TOPICS please do so. I added a few verses but again I say I am not the original author nor did the funeral director know.

Hope your son who was with Midway Airlines has secured other employment.

I talked to Loretta Schnaubelt in July and she said Jack Jr. hoped to resume flying for a group supposed to be taking over a portion of what was MDW Airlines. [Bill, our son got another flying job right away with Express One who is doing well].

Trust this finds you in good health. I plan to attend my old carrier reunion this month. The Antietan is now a mine sweeper - CV36 was an Essex class carrier in World War II ......... As ever, Bill.

J.T. Happy says; Would have gotten the Grapevine in even earlier but the San Diego TARPA Convention and my 312th Bomb Group (WW II A-20's) in Tulsa and some other stuff got in the way. [I'm glad I get to read your Grapevine before anyone else and your fine contribution is most appreciated, Ed].

From Parky in Kansas City; A "tip of the hat", A.T., to a great issue (August) of TARPA TOPICS. Hope to see you in San Diego. * * * * * * From Goldy of Levittown, NY; Dear A.T. - The enclosed skit "BUCKET SEAT VIP" is one of my usual fantasies based on fact altho this one contains more fantasy than fact, I'll admit. While it's true that during the war I was on a cargo flight parked at PIT when a welldressed passenger climbed on board by mistake. In that case, an agent promptly pulled him off and steered him to the passenger flight he should have been on.

By the way, sure enjoyed your "Most Memorable Flight" in the August TOPICS and your comments on how Charlie Davis pointed out that the 45 minute time limit allowed between position reports was contained in the TWA Radio Ops manual. I wonder if this reg was also subject to "Good judgement on the firing line" like those in the BIG manual and, if so, could that be the reason position reports from flights over the "ridges" were sometimes missed even by Harrisburg?....Goldy. * * * * * * Judge to attorney, "Why do you want a new trial?" "On the grounds of newly discovered evidence, your honor." "What is the nature of it?" "My client has dug up $500 I didn't know he had."

Doctor: "You'll be alright, Mr. Jones. Your left leg is swollen but I wouldn't worry about it." Mr. Jones: "No, and if your left leg was swollen I wouldn't worry about it either."

EDITOR'S DESK You will notice we have put all the information on our 1993 TARPA Convention on the "high seas" right up front this time. I believe this will be the only opportunity to sign up for "Go to sea in 93" as these kind of arrangements have to be made way ahead of time so may we strongly urge you get your reservations in right away!. * * * * * * Most of you based at Newark may remember Dick Baker who started flying for TWA at EWR. He married Lilly Linke, a fine German hostess. Anyway, Dick sailed his 26 foot Cape Dory sailboat down here from Easton, Maryland, this summer and spent a few days. Betty and I flew him back up to Easton to pick up his car. He has now sailed on down to Beaufort, South Carolina, where they are relocating.

Lilly spent most of the summer visiting her mother in Bavaria. * * * * * * I recently read a most interesting book entitled The Screaming Eagle by Major General Dale O. Smith. For me, it was a one sitting reading. It is the memoirs of a B-17 Group Commander of World War II. Brigadier General Robert L. Scott, author of God is My Co-Pilot says, "The best first-hand account of the destruction of Hitler's war-making capacity I have ever read."

As a Colonel, Dale Smith was my C.O. and the finest commanding officer I I ever served under. He was a West Pointer and 6 feet seven inches tall. He was firm but fair and had guts. He went on the roughest missions while rumors had it some Group C.O.'s picked the milk runs.

Jimmy Doolittle used to come over to our base a lot and it was quite a sight seeing the 5 foot six inch General playing volleyball with our giant of a man.

Al Mundo gave me my first copy, a paper-back, and I have since bought hard copies for myself and my remaining crew members.

It was printed by Algonquin Books of Chapel Hill, however, to order you can call Workman Publishing Co. of New York at 212 614 7556. Maybe your library or bookstore will have it. * * * * * * You may get a chuckle out of the following too; I was listening to Atlanta AM radio station and the host was Rich Simpkins who calls himself America's least known radio talk show host. He was reminiscing about when he was a young man in LaGrange, Georgia, and his friend had a sluggish car. They were on a trip and when his friend went to pass another car he would roll down his window and yell, "Will you please slow down? I am trying to pass." * * * * * * We will close with this thought, by the time you get this the elections will be over and, for one, I will sure be glad something else is on the radio and television besides polls, opinions, guesses ad infinitum. The outs are telling us what a job they could do that the ins haven't and the ins will tell you what a great job they have done and what a horrible job the outs would do. Our country certainly can't keep on a course of busting the budget and increasing the debt.

One cannot run a household in this manner. It is beyond this simple man's comprehension how we can pour billions out in foreign aid in view of our own finances. * * * * * * With the holiday season coming up, may we remind you a good place for contributions is your own TWA Pilot Retirement Foundation. *

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THE HUMBLES HOUSEHOLD WISHES YOU A HAPPY THANKSGIVING, MERRY CHRISTMAS AND HAPPY NEW YEAR! HOPE IT IS SAFE AND HEALTHY.

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EDITOR'S DESK From Bill Cox of San Diego; Dear A.T. - Sorry I didn't get a chance to talk with you. Playing golf, the convention seems to go by so fast. However, it was good to see many friends and acquaintances for a short period of time. Have enclosed some pictures I hope you will be able to use. The cost is my small donation to TARPA. I was happy to be of some service. A.T., you do such great work as Editor. I just wanted to say Thanks.... Best regards, Bill.

[Bill, appreciate the pictures. I won't be able to use many as this issue is getting too big. Will pass the rest on to the next editor.]

ED BETTS, LUM EDWARDS AND BILL COX

GORDON GRANGER AND DICK RUBLE

CONVENTION 1992

September

14- 17

Another convention has come and gone ! Time now to thank all those who contributed to it. our wives who took on the fashion show, luncheon and decorations. the golf, skeet. bridge, registration and hospitality committee persons, who cheerfully accepted their duties and never bothered us again except to inform us that all was complete and ready.

Recognition should also be extended to those contractors, Sundance Stage Lines. NAS Miramar, Harbor Tours, S.D. Wild Animal Park, S.D. Aerospace Museum, S.D. Trolley Tours and especially the Marriott Hotel. The unnamed employees of these companies solved all our problems and made our task look easy. We took credit for the way things went, like all management, but they really deserve the recognition.

This convention was totally an "in-house" effort. The centerpieces at the banquet were designed and made up in our own shops. The original paintings used were created by a retired TWA mechanic, the magician the husband of a retired TWA hostess. The recession took its toll, although it didn't look like it in our group ! TWA did not provide any passes for prizes, and the Credit Union ( Members America) declined to contribute as they have so generously done in the past. We were able to pick up the expenses for the business meeting, and did not invade the TARPA treasury.

When we guaranteed the weather for this years convention it was the only thing that your committee could be sure of. A forecast for San Diego in September could be mailed in from Monaco. Now for some numbers - - - 519 people attended the convention, from all over the country, including some from Hawaii, London, Tokyo and Paris.

483 attended the banquet. 333 choosing Prime Rib, 150 the Chicken Cordon Bleu 85 braved Montezuma and the US Customs to visit Tijuana, Mexico.

82 risked contact with Tailhookers, talked Top Gun and had lunch. The Navy had originally agreed to take 150 people, but late in the game dropped it to 75 creating a disappointment for many.

239 enjoyed the sunset over Point Loma while cruising San Diego Bay 100 lovely ladies had lunch and admired the new styles modeled by their friends.

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105 toured the hills of Escondido and enjoyed the animals living there. Nice to see them outside of cages.

210 admired the collection of aircraft at the museum while their contemporaries flew overhead.

154 visited the Hotel Del Coronado and Old Town via the San Diego Trolley tour.

7 elected to visit Sea World 15 signed up for Bridge 17 signed up for Skeet 15 signed up for Tennis 56 signed up for Golf Alice Strickler headed the bridge players. Your Chairmen slipped on this one, and they played in less than a desirable location. Not Alice's fault.

Wednesdays winners were Margo Fisher and Eloise McNew. Thursdays winner were Charles Strickler and Fran Sorenson.

Bud Loury, Tennis committee head.

Winner ladies — Jeannie Whisenhunt Finalist ladies -- Ruth Plumridge Plumridge

Winner men — Bud Loury Finalist men -- Reggie

Phil Hollar . Skeet committee head.

High overall — Earl Heinrich High Trap -- John Callamaro ( Perfect score ) -- Russ Derickson ( Perfect score also, lost in shoot off Hi Skeet — Joe Schneider Runner up -- Lloyd Hubbard Bert Schaar, Golf committee head.

Closest to the pin 1st day Ladies — Ginny Converse Men --- Tom McGrath 2nd day Ladies — Betty Tschirgi Men — Frank Edwards Callaway Tournament — Winner, Ron Barnett Runner up, Joe Peterson Ladies Low Gross Winner — Carol O'Conner Low Net Winner — Stella Schaar Mens Low Gross Winner and TARPA Champion — Glen Blevins Low Net Winner — Guy Capin Glen & Jeannette Hanson. Registration Well managed ! Nobody had to stand in line thanks to the good work of many volunteers. Great job !I! Marcia Davi s & Vicki Schmidt. Fashion show and decorations A special 'Thank You" to the beautiful models !!

Donna Baker Katie Buchanan Pat Capin Ellie Cresswell Jennie Edwards Bobbi Kirschner Jane Parent Rose Marie Thomas Mike Trischler Jeanne Whisenhunt

Have we forgotten anyone ??? Katie Buchannon ???

What would a convention be without her hospitality room? Katie's hard work, plus all the volunteer bar tenders behind the bar and all the great heavy tipping customers in front of the bar made 'Katies Revival Tent" a favorite place to relax and relive old times.

To all of the above, and to all who attended, Carl and Rick give our heart felt "Thank You".

Left to right; VICKE SCHMIDT & MARCIA DAVIS The powers behind the throne of those two stalwart individuals, Carl Schmidt and Richard (Rick) (Dick) Davis who put on such a masterful show as co-chairmen of the San Diego TARPA convention.

We have a good picture of Carl and Dick but it wasn't taken on the vertical like the one here or we would have put them beside their wives so they will have to be content to be on the following page.

Dick sent me these pictures which We hate to waste space so will use this little bit here to say their hospitality room was the roomiest yet being a huge tarp over about four tennis courts. Plenty of room for the smoke, loud conversations and hot air. Our hearty thanks to Katie Buchanan and all her helpers.

Better have maps with you when motoring in North Carolina. Just heard on the radio some motorist stopped his car to ask a fellow sitting on a front porch, "How do you get to Wake Forest?" The reply, "My uncle usually takes me." * * * * * * A fellow on a construction site was assigned the task of attending to the Port-A-Johns. He was asked just what his title was and he replied, "I guess Lavatory Receiver."

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CAPTAINS CARL SCHMIDT & DICK DAVIS CONVENTION CHAIRMEN The yellow signs read don't shout at me, I'm a volunteer.

ROY VAN ETTEN & JACK DONLAN Both gentlemen are former Chairmen of the TWA ALPA MASTER EXECUTIVE COMMITTEE. Roy was a prime mover in getting TARPA started and Jack is President of TARPA.

REGISTRATION DESK

Left to right; Customer unknown, Pat Hasler, Donna Baker, Jack Baker, Chuck Hasler & Norm Miller.

WALT WALDO, BILL KIRSCHNER & DAVE DAVIES Kirschner and Davies are members of the TARPA Board of Directors so Walt is in good company in the hospitality circus tent, eh?

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SAN DIEGO TENNIS ENTHUSIASTS

RUTH PLUMRIDGE AND WINNER JEANNIE WISENHUNT

Left to right; LARRY LARRY GIRARD, PHYLLIS GIRARD, CAROL KROSCHEL, CLEM MOREHEAD, TED HEREFORD, JEANNIE WHISENHUNP, TOMMY ANDERSON AND REGGIE PLUMRIDGE

SAN DIEGO MODELS

ROSE MARIE THOMAS

MILDRED TRISCHLER

ELLIE CRESWELL

LARRY CHAFFERS on the left BART ANDEREGG Wonder what they are transacting?

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CONVIVIALITY REIGNS IN HOSPITALITY TENT

MARGE & CHET KALOTA, RUSS DROSENDAHL & JOHN EMMERTON

BESSIE McCONAGHY, HARRIET EDWARDS, GRACE BOLDEN & ELOISE McNEW Preceding photos by Capt. Burt McConaghy

FROM THE HOSPITALITY FACILITY HOSTESS KATIE BUCHANAN of Lake Tahoe Dear A.T. and Betty, Well, we have closed the doors on another great TARPA Convention. Thanks to Marcia and Rick Davis and Vicki and Carl Schmidt plus all the willing volunteers that made the week in San Diego one to remember.

Speaking of volunteers, I want to THANK everyone who helped me "host" the hospitality room. This consists of bartending, serving, running errands and clean up. This year we used the motto, "NO KITTY, NO DPINKY ". It seemed to help the cause.

I'm sure the following list is not complete. Some did not sign the "sign up" slip but thanks to all.

Mike Trischler Stu Nelson Carl Schmidt Rick Davis John Emmerton Howard Hall Anita Walker Didi Young Bill Kirschner Walt Waldo John Soule Al Lusk Earl Heinrich Dave Davies Terry Rager George Miller Bobbi Kirschner Peggy Schemel Gerry Schemel Ben Young Ron Trepas The 70 of us that took the Cruise with Pat and Chuck Hasler down Mexico way had a "Blast". The Haslers were perfect hostess and host. I did hear they had a small problem of something on the order of "horse thievery" but it was solved with discretion. Of course, you can't believe all that you hear and at last count all 70 TARPA BODIES returned to the good old U.S.A. I will say a good time was had by all.

With the holidays just around the corner, may I wish you two a joyous season with good health, happiness and kindness .... Katie.

LOWELL BRANDT, HARRY CLARK, BEN YOUNG, DICK STAMBOOK & GENE JONES

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KATIE BUCHANAN, HOSPITALITY MANAGER AND TED NEJA

IDUS INGLIS , ?, DICK GUILLAN, ED KIMBALL AND EARL HEINRICH (Photos by Bill Cox)

BANQUET TIME AT TARPA CONVENTION

BOB & DOROTHY LACHENMAIER, JIM & DOTTIE MEAGHER, FORD & JANE BLANEY

ROY AND MARY CHAMBERLIN

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SKEET and TRAP PHIL HOLLAR - CHAIRMAN Phil Hollar made arrangements for the TARPA members to use the shooting range located at the southeast edge of the U.N. Naval Air Station. It was an excellent facility. Members taking part in the event were; TOM BUNNELL JOHN CALLAMARO DAVE DAVIES RUSS DERICKSON JOHN HAPPY EARL HEINRICH

PHIL HOLLAR LLOYD HUBBARD BILL KIRSCHNER JOE SCHNEIDER BOB SMITH

Hi-trap was a tie with John Callamaro and Russ Derickson shooting a perfect score but Russ lost to John in the shoot-off.

Hi-skeet was won by Joe Schneider and runner-up was Lloyd Hubbard being one target behind Joe. The Hi-overall trophy, using the skeet and trap scores together, was won by Earl Heinrich.

[Thanks to Earl Heinrich for sending this in].

WES JACOBSON, HOWARD HOFMEISTER, HARRIET EDWARDS, MARY VANDE VELDE, AL VANDE VELDE, COLLEN HOFMEISTER, BURT MCCONAGHY, BESSIE MCCONAGHY, LOIS ROOD CLETUS ROOD [Kneeler not identified.]

COLLEN RICHARDS AND GINNY EARLEY

LEE BUTLER AND BILL MERRIGAN

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KAY AND DICK RUBLE

DAVE AND BETTY MEYERHOLTZ

ROSE MARIE AND LOU THOMAS

WARREN CANTRELL AND GLEN BLEVINS (Blevins was winner in golf)

JANE FISER, JESSE FISER AND COLLEN RICHARDS Cocktail party to kick off TARPA Convention given by Collen Richars & Max Schneider

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NANCY AND TOM MITCHELL

GENE EXUM, RON RONHOLM AND BOB EARLEY

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TOM MCGRATH, CHARLIE DOBRESCU, UNKNOWN, FLOYD EVANS, WALT STOCK, SKIP RUNE & UNKNOWN

CHARLIE & RUTH DOBRSCU, SKIP & MARIE RUHE Above pictures sent in by Charlie Dobrescu along with a nice letter thanking all who made the Convention so enjoyable for them. Sorry space doesn't allow for printing his entire letter this issue but we will quote his last paragraph.

"Thanks again for four fabulous days that left us fundamentally fatigued for a fortnight and fixed on a flying flock of frequent, favorable and unfluctuating fun for a fathomless future"...Sincerely yours, Charlie & Ruth Dobrescu.

[Charlie, your last name makes our typewriter Autospell ding!]

Remember Pearl Harbor December 1941-1991

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Arkey & Betty Ainsworth Bill & Marguarite Aman Tommy & Virginia Andersor Richard Anderson Bart & Mary Fran Anderegg Bill & Ruth Ashcraft Mary Kay Bain Bill & Evelyn Bainbridge Jack & Donna Baker Charles Baker Ron Barnett Louis & Noreen Barr Rutland Barr Robert & Lois Barrow Bob & Erma Beal Tom & Dianne Beck Dick & Lou Beck Ed & Donna Betts Riley & Marcia Bissonette Ford & Jane Blaney Bill & Barbara Blesch Glen & Jeanne Blevins Rolland & Grace Bolden Roy, Ester E. Roy Brister Jim & Marge Brogdon Dean & Mary Brundage Katie Buchanan Ward & Muriel Budzien Tom & Sand Bunnell Joe Burke S.C. Bushy Lee & Jeanne Butler John & Ginny Bybee John & Patricia Callamaro Warren & Doris Cantrell Guy & Pat Capin John & Helen Carlson Ed & Norma Carneal John Carroll Dean & Kay Carter Larry & Loi Chaffers Roy & Mary Chamberlin Stan & Katherine Chichest Bob & Ruth Christiansen Harry & Lee Clark Chris & Carole Clark George & Dottie Clegg Ed Colling Dick & Annemarie Conway Lou & Lorraine Cook James & Lela Coughlin Bill Cox Ray & Martha Craft Joe & Ellie Creswell Dick & Terry Cruickshank Terry & Jean Cummings Jack & Marjorie Dahl

ATTENDANCE ROSTER AT SAN DIEGO Bob & Lucy Dalin Al & Denise Headstrom Dave &Lucille Davies Frank Heilsen Richard & Marcia Davis Earl & Francis Heinich Dale & Joan Davis John & Dee Hendickson Roy & Iona Davis Kate Hendriks Cliff & Jean Davis Ted Hereford Jim & Bobbie DeVeuve William & Veronica Higgins Bob & Ilse Dedman Ken & Nell Hippe Bill & Dorothy Deitchman Howard & Colleen Hofmeister Russ Derickson Teddy & Verl Holden Bill & Jan Dickey Phil & Joyce Hollar Bill & June Dixon Lloyd & Margaret Hubbard Charles & Ruth Dobrescu A. T. & Betty Humbles Jack & Barb Donlan Judy Hutchinson Don & Irene Dorman Idus Inglis Carl & Marguerite DowlingLloyd & Connie Ives George Drew Wes & Marvel Jacobson Russ Drosendahl William Jarvis LaVonna Durham Neal & Carol Jensen George Duvall Betty Johnson J. W. & Thelma Dyer Milton & Barbara Jones Bob & Ginny Earley Gene & Agnes Jones Frank & Harriet Edwards Chester & Marge Kalota Jennie Edwards Bernard & Nicole Kappler Lum & Bette Edwards Paul & Millie Kelly John & Donna Emmerton John & Rae Kidd Dick & Alice Escola Ed & Uschy Kimball Floyd & Diana Evans Bill & Bobbi Kirschner Lee & Ms. Evans Hank & Betty Kirst Gene & Sue Exum Tom & Carol Kroschel Hubert Farrell Ed & Sally Laakso Richard Fauld Bob & Dorothy Lachenmaier Mel & Majorie Fischer Roger & Jean Lahn Jesse & Jane Fiser Jim & Margo Lamprell Jim Gilmore Bob & Lois Larson Larry & Phyllis Girard Betty Lattimore Marjorie Clazier Jerry & Shirlene Lee Marcia Goodwin Harvey & Beverly Graf John & Daniele Lein Gordon & Angela Granger Art & Celia Leonard Earl Lima John & Patti Gratz Bob & Dorice Lindsey Ev & Jessica Green Lyle & Leslie Locke Bill Greer Charles & Jean Logue Ed & Cleone Gruber Dick & Alice Long Dick & Peggy Guillan Suchon Longwish Jim & Chris Hager Art Lorestz John & Beverly Hale Howard & Catherine Hall Sam Luckey Ray & Patti Hallstein Al & Mary Lusk Glen & Jeanette Hanson Jim and Louise Lydic Ed & Franci Martin John & Bette Happy Bob & Mary Ann Matney Gordon Hargis Milo & Muriel Maurel Jim & Elly Harkins Thad & Janet May Jack & Marie Harpster Burt & Bessie McConaghy Bill & Mary Harrison Joe McDonald Chuck & Pat Hasler Tom McGrath Vic Hassler James McIntyre

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Vern & Evy McKenzie Paul & Eloise McNew Jim & Patti Meagher Dave & Betty Meyerholtz Robert & Ruth Milford George Miller Jack & Jane Miller Beth & Jack Miller Norman & Frances Miller Hal & Dotti Miller Don & June Minske Tom & Nancy Mitchell Al & Nancy Mitchell Clem Morehead Bob & Pam Mueller Larry & Betty Murchan Art & Doris Murphy Russ & Irene Myers Don & Josie nealis Ted & Win Neja Stu & Arlene Nelson Jerry & Sally Newton Morris & Carol O'Connell Blake & Ellie Oliver Russ & Gloria Olsen Orville & Carol Olson Eldred Olson Fred & Jean Opel Slim & Mickey Pahl Jane Parent Jim & Linda Parker John Peek Jim & Virginia Penney Don & Nancy Peters Joe & Bette Peterson Charles Peterson Lee Peterson Dean & Bobbe Phillips Reggie & Ruth Plumridge Chuck & Jean Poley Bill & Gale Polk Charles Query Terry & Betty Rager Neuman & Mickey Ransey Vic & Opal Reed Charles & Donna Rice Colleen Richards Del & Rena Richardson Dave & Vi Richwine Phil & Ellen Rimmler Mel & Donna Risting Jack & Phyllis Robertson Ron & Noreen Ronholm Kietus & Lois Rood Bob & Pat Roseberry Dick & Kay Ruble

CONVENTION ATTENDANCE ROSTER Page 2 Ron Trepas Jim & Patti Rude Rudy & Mildred Trischler Skip & Marie Ruhe Rudy & Dorothy Truesdale George & Ruth Ryan Charles & Betty Tschirgi Phil Salisbury Joe & Kalita Tunder Roger Salmonson Adolph & Jean Urbas Ron & Ruth Sandberg Roy & Noreen Van Etten Denny & Ann Saugstad Al & Mary Vendevelde Bert & Stella Scharr Earl Waggoner Gerry & Peggy Schemel Walt & Ellie Waldo Carl & Vicki Schmidt Sylvia Walker Jay & Barbara Schmidt Joe & Virginia Webb Joe & Max Schneider Tom & Vi Welch Phil & Henny Schultz Fred & Betty Werner Bob & Alice Sherman Ament Weston John & Rose Shields Herb & Donna Wheeler Ken & Rosemary Slaten Jeannie Whisenhunt Bob & Diz Smith Bob & Fay Widholm F. L. Smith Lee & Sue Wildman Norman & Frances Sorensen Marvin & Doris Wollf John & Gizela Soule Ben & Dide Young Cliff & Mary Sparrow Don & Nell Young Lyle & Dorothy Spencer Dub & Korky Youngblood Gene & Sue Spuhler Fred Austin Dick & Nettie Stambook Jim & Marilyn Stanton Walter Stock Charles & Alice Strickler Henry & Adrienne Sturtevan Earl Syversrud Lou & Rose Marie Thomas Bob & Marjorie Thompson Margaret Thrush Hutch & Jane Thurston Chuck & Tomi Tiseo

Others present were; Capt. Bill McKinney, STL GMF representing Jay Colpitts.

Capt. Mike Ferraro, President of RAPA. Anne Marie Conway representing the Clipped Wings.

Capt. Fred White, Vice-chairman, TWA, ALPA MEC. Capt. Joe Montenaro, Chairman B Plan Transition Committee.

Tim Crowley, President, The Berkely Group (TARPA Insurance).

Ann Marie D'Alessandro, Asst. V.P., Berkely Group.

"Who are you?", asked the asylum patient. Man: "I'm the new superintendent." Patient: "Well, it won't take long for them to knock that notion out of your head. I was Napoleon when I came in here!"

The handwriting on the wall usually means there's a child in the family.

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A GREAT TARPA CONVENTION AND CRUISE From Bob Widholm Bob says; Just a quick note to say hello and get the enclosed pictures on the way.

[Picture on your left is of Bob and his former boss, Smiling Jack Robertson.]

Widholm goes on; Well, the healing process has begun. After "Living High on the Hawk" with a week of convention activities and a week of cruising to Mexico...just "wasting" away...We're back to some tough with-drawal pains. yes, it was soup for dinner yesterday and tonight we'll have the crackers.

Our other task was to find a "Bingo De-Tox Center". After all, you can't go around yelling "Bingo or I've got B.O." without drawing some attention. Oh Yes, for those of you who are not Bingo qualified, "B 0" are the vertical lines on a Bingo card AND, if you win, you MUST yell, "I've got B 0".

The Convention was a tremendous success and please mention the GREAT job that our Chairmen, Carl Schimidt and Dick Davis AND their wives did for us.

All of the tours and activities were outstanding and I'm sure that everyone had a fine time.

Hopefully, we'll have the same successful turnout for the ]993 "Sea Cruise" that is planned. The Mexican Cruise had its ups and downs but how can you go wrong when you have dinner with 500 "close, Personal friends". TARPA was well represented on this cruise and our horses won two out of the three races, due entirely to the skill and determination of our jockeys, Celia Leonard and Mary Lusk.

PAT AND CHUCK HASLER, TOUR DIRECTORS

Hope that everything is TIP TOP with you and your family and as always we shall be looking forward to the next issue of our GREAT publication.

Best wishes,

TARPA 92 MEXICO CRUISE

MARY LUSK WINS with "Co-Pilot".

Your editor would like to add that on last year's TARPA Alaska cruise our TWA group won handsomely and a great time was had by us all.

DON DORMAN FAY WIDHOLM JEAN INGLIS IDUS INGLIS

Jed called the fire department. He yelled, "Hep, hep, my house is on fire!" and hung up. The fireman had to wait until next morning to see whose house had burned.

A few weeks later he called the firemen and said, "Hep, my garage is on fire and it's going to catch my new house!" This time they managed to ask him, "How do we get there?" "You still have that big red truck, don't you?"

[As you all can see, we hate to waste any space.]

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From Bob Dedman; A.T. - As always, good to see you looking so "fit" - Southern tie and all.

Looking forward to next year gathering.

All my best to you and all our great pilots and friends.

Bob submitted the following.

TARPA CONVENTION AND CRUISE Once again, the convention committees from TARPA outdid themselves with one of the most organized and well run events we have had the privilege of attending.

And, once again so many of you all failed to show up and have the time of your life. I know many of you think that these events are nothing more than wheel chair races and false teeth yodeling contests but nothing could be further from the true excitement and comradery that goes on day after day.

All of the events, and there are many, are well planned and organized so it is easy to go from one event to another.

Our hats are off to all who worked so hard to make the event a memorable one....thank you...

I am sure everyone knows our convention was in San Diego and true to good ole California, the weather was good the whole time.

The city and surroundings have so much to offer so most of us were on the no much of the time...not to say we did not have time for the hospitality room..you make time for that. One of the highlights was the private visit to the Air and Space museum with cocktails and loads of great food served in the patio plus the added bonus of a TWA 1-1011 flying over at the beginning and the end of the evening (as if it were planned).

The meetings (there were two morning sessions) were interesting and well attended and there was ample opportunity for questions and answers from the guest speakers.

These meetings serve to bring all of us up to date with what is transpiring in the airline and to keep us up to date on the various programs that are available to all.

Of course, the dinner dance is the best part of the whole affair as it gives us all a chance to mingle and reminisce with all the buddies and pals. The decorations were very nicely done and the evening was a great success.

For those of us who were fortunate to have some loose change and a spare set of underwear, there was a cruise th at left the day after the convention and 70, including our host and hostess, Chuck and Pat Hasler, boarded the beautiful Song of America for a seven day cruise down the coast of Mexico. The ship, one of the flagships of the Royal Caribbean Line, is designed for comfort and entertainment and it was all it was cracked up to be.

The food and entertainment is first class and as good as Las Vegas.

The only problem we experienced was a battle with THREE hurricanes in the Pacific which negated one of our ports of call, Cabo San Lucas, due to the high swells and the fact that we would have had to leave the ship by boarding lighters (dangerous). The redeeming part though was a pilots dream, Free booze given by the Captain...sound familiar?

the games that is a normal shipboard event is the One of There are six small horses that horse racing on the upper deck. by the roll of the dice and everyone is allowed to bet on race his or her favorite nag and like the track, the odds determine After the first set of pretty good. the pay-off...sometimes races, the horses are auctioned off to the passengers and they in turn dress up the horse however they see it. Well. TARPA took up a collection and bought TWO horses and for the next few days many people worked to make these drab cut-outs something to be proud of and paraded them all around the ship. Our horses were named Pilot and Cp-pilot and both were in the red and white colors of TWA. There were jockettes, trainers and even sweepers to pick up the "puckies". We had a lot of fun as our group wore uniform shirts with stripes, leather helmets and goggles, and TWA On race day, we had the gallery assembled, cheering away caps. with signs and banners and our horses won the first two races!!!

The third race, and the owners purse race, was won by another but we all had great fun cheering on our entries and TWA got a lot of free publicity.

A well done job by all.

As you know by now, next years convention is going to be on another ship, the Sovereign of the Seas, which is larger than the one we were on so it will be even more fun. I personally would guys like to encourage all of you more junior and still working We do have a great and gals to come join the fun and excitement . and I promise you that you will never want to miss another time convention after you have been to one. Please come and help us celebrate each other....it means a lot.

Submitted by Bob Dedman

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THE TARPA

NOVEMBER, 1992 What can you say about MARCIA and RICK DAVIS, and VICKI and CARL SCHMIDT of Encinitas and Escondido Calif. ?T??

What a PRESTIGIOUS Convention San Diego was. The weather did what it was supposed to do and except for one day when we had FIELD GRADE WX ( High thin overcast to keep the sun out of the eyes ), it was perfect. All of the folks that volunteer to Chair these events deserve accolades far beyond and above those Tarpa members can possibly give them. WELL DONE GUYS ! ! ! !

And how about those guys and gals that Chair the Committees ?

WOW ! ! Tennis, Golf Bridge, Fashion Shows, Tours, and yes, the Shooters, only most of the stuff they shoot is BULLSHOT. How can we ever forget KATIE and all the Tarpans that man the Hospitality Room, only this time not a "room" but a mammoth TENT No one had to wait for his orange juice (I'm from Florida ), for even a second. It was Great.

Then one of the best Banquets ever. The room was well done, the tables had balloons with a gift at the base for the person at the table with the lowest seniority. The seniority numbers were assigned according to the order the registration was received. There was also entertainment and a very good dance band.

JACK DONLAN (Barbara) did the M.C. honors and was great. We always seem to have such fantastic Presidents. in Tarpa.

Golf is like taxes: You work hard to get to the green, then wind up in the hole ....

Grapevine, November, 1992, Con't BILL FLANAGAN, (ELEANOR), Port St. Lucie, Fl. It struck me that the guy in the flight outfit on the cover of the August, '92 Topics did not look like the Jack Frye I used to know and I was taken aback by the photo of Ted Woolsey because I used to fly co-pilot with his brother Ken. As I recall it, Capt. Ken Woolsey was probably the only Pilot on TWA who was smaller than I and Ken used to carry a cushion to sit on so he could fly the DC-3. When we walked through the cabin on our way to the cockpit, the passengers would ask "when is the Captain coming aboard ? " Ken was an EXCELLENT PILOT and a GREAT GUY. I also remember flying Co-Pilot with "PEE-WEE" Horstman (before we called him Marv. or Captain Sir) and learning to open the sliding window on the DC-3 when visibility was restricted by snow or rain. ('course that played hell with the temp. in the AC.) Another thing that impressed me was the Transition Letter from Capt. Evan Lewis (then in charge of flight training) . His letter covered more than two dozen maneuvers that we had to do before we could go on the line as Co-Pilots. It is my belief that Airline Companies cannot afford to give that much training to new-hires today. I guess things have changed a bit ! ! !

My first flight and stories of some of the OLD TIMERS I have come in contact with or flown Co-Pilot with follows soon, I hope.

Sincerely,,,

William "Bill" Flanagan

Ed. Note: Bill, thanks for the kudos, for all the Tarpa and Topics workers *****************************************

ALWAYS REMEMBER, IF YOU WANT A PLACE IN THE SUN YOU'LL HAVE TO ENDURE A FEW BLISTERS

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Grapevine, November, 1992, Con't.

BETTY ROLLISON Vacaville, Ca. Betty sends the following from the Santa Rosa, Ca .EAA Chapter 124 Newsletter THE AMERICAN DREAM Joe Smith started another day early, having set his alarm clock (made in Japan) for 06:00 . While his coffee pot(made in Japan) is perking, he puts his hair dryer (made in Taiwan ) to work and shaves with his electric razor (made in Hong Kong).

He puts on a dress shirt(made in Taiwan), his designer jeans (made in Singapore), and a pair of tennis shoes (made in Korea ).

After cooking up some breakfast in his new electric skillet (made in the Philippines), he sits down to figure out on his calculator (made in Mexico ), how much he can spend today. After setting his watch (made in Japan), to the radio (made in Hong Kong ), he goes out, gets in his car (made in Japan ) and goes looking , as he has been for months, for a good paying American job.

At the end of another discouraging and fruitless day, Joe decides to relax for awhile. He puts on a pair of sandals (made in Brazil ), pours himself a glass of wine (made in France ) and turns on the TV (made in Japan ) and once again ponders why he can't find a good paying American job.

Ed. Note:: Two guys standing in line at the unemployment office in Anytown USA: No. 1 says " I know where we can get a job for $6.50 ". No. 2 says "Where ?, these days thats not bad per hour ". No. 1 says " In Mexico and thats per day !!!!!!!". Nuff Said .....

Betty also sends a promo on a book she bought at Oshkosh this year by George W. Cearley called "Fly the Finest... Fly TWA ". It seems it is a "Pictorial and Illustrated History of Trans World Airlines...1925- 1987.

Included is the cover showing Ford trimotors (Engines) through B767's. The book has everything from Maintenance facilities, flight personnel, route maps, logos, baggage labels, timetables, ads., in-flight service and inaugurals.... Sounds very interesting. To get a copy you may order from GEORGE W. CEARLEY JR., P.O.Box 12312 ,

Dallas, Tx. 75225 for $ 17.00. Thanks Betty.

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Grapevine, November, 1992, Con't NORMAN A. NICHOL, (PHYLLIS), Toms River, N.J. Norm sends a bullet about the "A" Plan but it may be too late because this Topics won't get into the hands of the members until after the first of November.

Quote: If you have or expect to retire TWA after 01 May, 1992, there is a very real chance that your retirement income will be sharply reduced . The TWA Pilots Benefit Plan (A Plan) is very, underfunded. When TWA emerges from bankruptcy, there is a strong possibility that the A Plan will be restructured and your anticipated benefits cut. TWA has not purchased any Contracts for Annuity since 01 May, 1992.

Also, the PBGC may use a provision in the law to recover a portion of the retirement funds already paid to TWA Pilots who have retired within the last three years.

The A Plan could be amended as soon as 12 October ( now moved to 31 October and may be moved even more ??) by the ALPA TWA Pilot vote. Write to the following of your concerns.

Ms. Diane Burkley Deputy Dir. Pension Benefit Guaranty Corp. 2020 K St. NW Suite 7000 Washington, D.C. 202/778-8810 Honorable Helen S. Balick, Judge, US Bankruptcy Court for the District of Delaware, 844 King St. Wilmington, DE 19801, * Case # 92-115 ALPA TWA Master Executive Council, 1801 Park 270 Dr. St. Louis, MO 63146 ALPA R&I Chairman Capt. H.O. Van Zandt 13 Racine Ct. Lake St. Louis, MO 63367 Capt. Pat Murphey 6 Sandpiper, Hackettstown, NJ 07840 Manager Pilot Retirement, TWA Employee Benefits, Level III KCAC PO Box 20007 Kansas City, MO 64195 Carl Icahn, Trans World Airlines, 100 S. Bedford Rd. Mt. Kisco, NY 10549 Ed. Note: The above is from Norm... TARPA, Topics & the Grapevine is only the vehicle.

Also all this info may be moot due to deadline dates, but hang in there.

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Grapevine, November, 1992, Con't.

FRED MAHLER

, (GWEN), Shawnee Mission, KS.

Fred's wife Gwen, has been commissioned by United Airlines to write a pictorial history of their Flight Attendants. Gwen's book, Legacy of the Friendly Skies, is a 208 page hard cover, 9X12, Mainliner blue book with over 500 pictures. If anyone enjoys air line history, this book is a fun, nostalgic walk down memory lane. You can get "Legacy" for $25.00 + $3.00 S&H Gwen Mahler, P.O. Box 7864, Shawnee Mission KS. 66207.

Gwen is also working on an American Airlines Inflight Service Dept. book to be published in late 1993.

Thanks and say "Hello" to all, Fred.

ANITA WALKER, (JAKE), Broomfield CO. Anita had open heart surgery three days after being mugged by a purse snatcher which aggrevated her heart problem. She lost among other things her TARPA Membership card. I'm sure Dick Guillan has replaced it . Anita seems to be recovering okay. She was at the Convention in San Diego. Way to go Anita.

BETH GATES MILLER, (JACK), Franklin Sq. N.Y. At the San Diego Convention, Beth gave me the following timetable of TWA Effective 01 Sept. 1934. Thats 1934, folks. The fares weren't all that different.

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TRANSCONTINENTAL SCHEDULES

RUSS MYERS, (IRENE), New Kensington, Pa. We arrived home from the SUPER convention in San Diego late Saturday night. I thought Russ was going to die. He not only came back sick. He was sick before we went. He should have gone to the Doctors B-4 we left but he would not. After he finally went to see the Doctor, he was told he had Bronchitis and a touch of Enphesema .. Ed. Note: Irene, that's dedication to TARPA . not too many folks would go to a Convention sick to start with. Some of us DO come BACK a little under the weather.

Irene also notes that JOHN KACZYNSKI , NAPLES FL. Passed away, way back in 1986, and no one seems to know about it. I called his wife Dale and she will send me some history about John. I also looked in the memorials section of our Mag. and could find nothing on John . We are checking on this with TWA and our own sources. Of course we are very sorry this happened, but if we don't get the word from someone we will never know . Thanks Irene.

Also a note from LARRY GIRARD, Pebble Beach Ca. Larry sent a note, that after sending a photo of G. Vaughn , Joe Brown, J. Can, Fred Richardson and Snorky Clark during the 50th ICD reunion in Orlando , he got a letter from Linda Vaughn that Gordy had passed away suddenly of a massive heart attack/ stroke on the 2nd. of June. *****************************************************

Please sent your contribution to the TWA Pilots Retirement Foundation. There are NO middlemen . Captain Robert R. Thompson and staff do this on a volunteer basis and practically ALL the funds go to folks in need due to inadequate pensions in the old days, and unforseen problems to widows etc. If we can't take care of each other who will? That's what TARPA is all about. We started together and we will finish together. As the old saying goes "United We Stand".

Captain Robert R. Thompson Treasurer, TWA Retired Pilots Foundation * 807 W. Hintz Road Arlington Heights, IL. 60004

* (Make check out to)

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Grapevine, November, 1992, Con't JIM SCHMITT, Cream Ridge, N.J. I still live in Cream Ridge on my 8 acre blueberry and chicken farm. I am trying to keep everything organically produced which is another challenge in life. The great blessing in N.J. is ACID RAIN which makes my blueberries really brighten up.

The travel agency business is generally the pits but occasionally I get a neat perk.

Rode NWA business class from JFK to Tokyo and Bangkok recently. Their 747-400 hauls close to 400 passengers on a 14 hour nonstop. I looked in the cockpit and saw a bookcase installed where the F/E station used to be. They have two Captains who BOTH sign the release and 2 F/O's who have one of the last good deals in aviation pay and working conditions.

Sailed on a couple of inaugural cruises recently and enjoy life in a tux now and then.

Have reduced the work load on some ventures but am still membership chairman for the Circumnavigator Club (Anyone want to join?) You can dine with James Michener this November....along with about 100 Circumnavigators here in New York City.... I'm a proctor for Mensa (took the test at age 60 to see if I had ANY mind left) and I do a small bit for Rotary, the Optimist Club and a new CAF Squadron. I am about 50% on the Piptikin Diet and that's about as far as I can go and still enjoy life.

I netted a huge horned owl in my front yard a couple of days ago-probably poisoned by whatever it gets to eat any more- and I presume it will survive in a zoo or even get well enough to fly back to nature.

I have my work schedule to age 75, God willing, and plan to slow down then for the next ten years. Have always been a workaholic and enjoy every minute.

There must be a million stories about our great departed Rich Flournoy. Here is mine: I was a brand new Co-Pilot flying the EWR-ABE-RDG-HAR-PIT and return trip. It was my second line trip and the FIRST with Captain Flournoy. After landing at ABE, I was quite secure in the knowledge that a Co-Pilot had to fly one round trip with a Captain before he could fly a leg. We strapped into the M-404 and Captain Flournoy said "Mr. Schmitt, if we had flown to ABE, gone non-routine and deadheaded home, we would have fulfilled the one round trip requirement before the Captain can give a leg to a Co-Pilot. Now lets just pretend that is what happened, so you can take these folks to Reading." Needless to say I was thunderstruck. I managed to get the A/C airborne, up to 2500 feet (it was a 12 minute leg) and was busy toggling the props into sync, and feeling quite proud of

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myself, when Captain Flournoy peered out of the window to his left rear and said, "I wonder what our Reading passengers are thinking ? "in his usual laconic way.

"Why, what's wrong I asked?" And Rich said, "Well we just passed Reading a couple of minutes ago !"

Keep those cards and letters going to your Congressmen and better yet throw the rascals out every four years or so.

P.S. Just received an invitation to visit South Africa for ten days on SAA, I'm GONE. Regards to all ,

Jim Schmitt

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

If airline fares keep dropping, some of the passengers may eventually be able to visit some of the places where their luggage has gone !

Remember, join the SILVER WINGS FRATERNITY. Sent your $15.00 ($10.00/ year thereafter) You have all soloed over 25 years ago. TO: Art Schwedler, RD #7 Box 7350 Stroudsburg, Pa. 18360. Include the date and place of solo, the type of A/C and your signature and date. Of course your name, add. & phone. Make check out to:" Silver Wings Fraternity". (Go get 'em Art, .... J.T. )

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Grapevine, November,1992, Con't.

R W "GOLDIE" GOLDTHORPE,(JULIA), Levittown, N.Y. Goldie sends this cartoon with a NEW view of the OLD west.

Bernard Kappler, John Lein, Daniele Lein, Uschy Kimball, Nicole Kappler, Ed Kimball

Pat Hasler, "Ev" and Jessica Green

Bette and "Lum" Edwards

The above photos were taken at the San Diego Convention, Sept. 1992.

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Grapevine, November, 1992, Con 't H. DENNIS NEUMANN (Son of Harold) Redwood City, CA. Letter from Dennis follows: I happened to see the August, 1992 issue of the TARPA TOPICS and the obit notice for my mother, Inez M. Neumann. Thought I would expand a bit on that.

My mother died of Alzheimer's on 07 May. She had the decease for several years and had been confined to a nursing home for a little over a year. She died quickly and easily from a stroke. As far as we could tell, she did not suffer at all.

My mother was born in Sweden in 1909. My parents were married in 1929 and would have celebrated their 63rd. wedding anniversary in September. My father, Harold Neumann, continues to live at home and is in good health both physically and mentally. It would not surprise me to see him live to be 100.

My dad still has his Warner powered Monocoupe, but has not flown it since last summer. He is still licensed however, and I would not be surprised to see him take to the air again. After all he is only 86 ! ! ! We are planning on going to the Monocoupe reunion and fly-in being held in St. Louis in September. Who knows, he may get the bug to start doing aerobatics again.

Sincerely,

H. Dennis Neumann

RL PROCTOR, (RUTH ANN) Liberty, Mo. GV Editor received a nice note from R.L. about AL BRICK . Al passed away 16 Sept. 1992. There is an Obit elswhere in TOPICS but we would like to mention here that Al was on the ball to the last flight. He had a personal final resume on file. We should all be so astute. Thanks Al, wherever you are, for your dedication to TWA, Flying, your family and friends and for just being AL. *******************************

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Reflections: A nostalgic look back at 40 years of TWA Walt Gunn

Nostalgia: A desire to return in thought (or fact) to a former time in one's life. It's difficult to conceive of any who may live totally in the "here now" or future, without some reminiscence of their yesteryears -- both the pleasures and the pains.

Today, the TWA family (employees and retirees) is enduring perhaps the most chaotic of times since the arrival of Carl Icahn, seen by some as a "white knight" savior from the likes of Frank Lorenzo. Reviewing that history is only too painful. Harking back to better, if not the best of times in TWA brings a pleasant relief -- if only in phantasy.

Retiree gatherings focus on the multitude of pleasantries in each one's memory bank of associations and events involving the wealth of friends and acquaintances acquired over the years. Current TWA happenings, however devastating, do not dim the joy recalled of past careers.

In TARPA, members are encouraged to write of their more memorable flying experiences. The tales are captivating. In searching nearly 40 years of cockpit assignments, it is difficult to sort out any one situation or flight which may qualify as a "most unforgettable" event in my career.

One period, early on as a novice, I was privileged to serve as Jack Frye's copilot on his private Lockheed 12A. On every trip, Jack enjoyed chatting about how things were going "on the line" for his men. On each fuel stop, he would seek out crews for chit-chat or check on any non-revs who may have been bumped (during war priorities) and needed a ride where we were going.

A personable interest and concern for others might best describe Jack Frye. As a corporate leader, Carl Icahn, falls painfully short. To paraphrase a popular cliche, "I knew Jack Frye, he was a friend of mine (and all employees), and Carl Icahn is no Jack Frye!!!"

Two trips with Jack Frye stand out unfaded by the nearly five decades of ti me and myriad changes in TWA's destiny: The first trip left KC at dusk, enroute AM (Amarillo for the new-hires) and JD (Boulder City as we were not yet serving LAS). We had five passengers, of whom, two were TWA executives (names forgotten) and three businessmen who were hurriedly introduced.

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After several minutes at cruise, Jack advised me that he had some business to discuss and left me to manage things, radio checks etc. sans autopilot. Some minutes later, he led a man to the left seat, and asked that I "let Mr. Yerex look over things." "Sure I would," was my brief reply.

The first question by the stranger was "what model airplane is this?" To which, I said "a Lockheed 12A!" He gazed around the cockpit and responded, "I don't know if I have any of these or not." My immediate impression was, just who does this clown think I am? I damned sure would know if I had an airplane, especially a sleek L12A, the sister ship to Amelia Earhart's record-setter.

Additionally, he had a darkened left lens in his eyeglasses, denying much vision.

I accepted the unlikely remark, deciding it could be possible to not know what airplanes this Mr. Yerex owned. I then learned that Mr. Yerex was President of TACA Airlines, the major freight carrier in Central and South America. In fact, it was on this trip that Jack Frye concluded purchase control of TACA for TWA -- expanding the two continents. Later, the deal was never finalized due to the war situation and major postwar changes.

Like Paul Harvey's "rest of the story," some years later, I read an account in Esquire magazine of the origin of TACA Airlines and the clouded background of Mr. Lowell Yerex.

It seems in the 30's, Yerex was hired to pilot a young, wealthy mining student in his (the student's) Curtis Robin Challenger on a mining exploration of Honduras. They landed in Tegucigalpa, where Yerex remained with the plane while the student and two friends took to the hills for study of the local mineral resources. Their return not firmly stated.

While laying over in town in the local cantina, Yerex befriended the local constabulary. Eventually, he informed the official that he had been abandoned by the airplane owner and had not been paid (or some such tale) for his work. To which, the official observed he could take possession of the airplane -- which Mr. Yerex did, and with no recourse for the mining student!

Yerex began flying between Tegucigalpa and Ochotepeque, a thirty minute hop, but two days by land. Apparently this was the origin of TACA, with a confiscated fleet of one. As was the era of political unrest in the area, Yerex the enterpriser, offered his services for either side that would meet his price. Even, to the extent of military action against ground troops by dropping explosives from the Curtiss Robin, a unique role for a craft never intended to perform as a bomber!

But then, (apologies to Paul Harvey) the rest of the story explained the reason for the darkened left lens in Yerex's glasses: Old-timers will recall wind-driven generators in early planes with electrical

systems (Bill Ashcraft's Cessna Airmaster had one!). The small 8 to 10 inch propeller was mounted on the left wing leading edge, immediately opposite the side windshield. Ground fire on one of the bombing missions shattered the propeller blade, penetrating the cockpit and embedding in Yerex's left eye.

History is not clear whether he flew after that a la Wiley Post. But then, his story of airline founder and leadership did have a unique twist by comparison to the Juan Trippes, Bill Pattersons, Rickenbackers, and Jack Fryes.

The other trip offered a broader view and insight into the charismatic charm of Jack Frye, aviation pioneer, and one of my most memorable Captains: The occasion for the flight was his recent marriage (second or third time, but unimportant) and subsequent honeymoon to his ranch in the Verde Valley, Arizona. Oak Creek Canyon to be exact.

The flight was uneventful except he had Helen, his bride, take the left seat while he did some work in the cabin. After a fuel stop again at Amarillo, we then proceeded to a primitive landing strip at Cottonwood Arizona. On final approach, Jack noted a Vega Ventura B-34 bomber parked on the field. He commented the crew must have had an emergency to get that plane in on the limited runway.

As we secured the plane, Jack explained that they would be at his ranch "for a few days" and I would be at the only local motel in Cottonwood. He also requested that I try to locate the bomber crew if they were in town as he would li ke to meet them.

My stay in Cottonwood grew into nine days. The bomber crew was staying at the motel when I checked in. First Lieutenant Bill Reynolds was pilot, with a warrant officer copilot, staff sergeant engineer, and corporal radioman. We became close friends at once.

Their landing was an emergency as a result of engine failure (fuel pump) while they were enroute Nellis AFB to Luke Field Phoenix. As Frye stated, "a helluva good job" getting into a postage stamp field!"

Reynolds and his crew were a delight to know and we spent three days whiling away our time in the limited one restaurant, movie house (Mexican films), and one oasis (bar) in the town. Boredom was offset by helping the motel owner stack lumber in his adjacent lumber and building material business.

One night, the motel/lumber yard owner gave us his Lincoln Zephyr (and fuel ration stamps) for a trip up to Prescott where we might have a diversion from the limits of Cottonwood, and a decent movie and dinner.

After four days, the crew and I were in the local bar with the Budweiser distributor maintaining a constant flow of cold Buds (on him), when I noticed Jack coming in the door dressed in leather jacket, jeans, and cowboy hat.

It was obvious he was not looking to fly out that day, so I was safe in imbibing, in fact, he joined in and insisted on picking up the tab from the

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Budweiser man. I think Jack lost. He was highly revered by all.

After introducing him to Reynolds and his crew, Jack then took each of their names and gave them his card as he praised them on their airmanship -even so far as stating emphatically, "When the war is over, we will need each one of you on TWA, so let me know when you're free and I've got a job for you!" How more personable can one be? He meant exactly what he said to them, and they beamed approval.

A full round of "hangar flying" lasted for an hour or so when Jack got up to say that he had come to town to meet the crew -- and, to bring in a load of apples to the local grocer that he had harvested from his ranch. As he left, he told me he would be a few more days at the ranch, lots to do, and he would let me know the day before we would be leaving. Did he mention that so I could still fraternize with the local Bud man and still have time from "bottle to throttle?" I don't know, but then Jack Frye always had a consideration for others, even when he had to make the tough decisions managing the "best damn airline in the world!"

As most of you may recall, when Jack was killed in a truck accident near Tucson, the pilots established a "Jack Frye Memorial" with donations which were used to purchase aeronautical engineering text books for MIT, Ohio State U., Cal Tech, and Kansas University. These books were the earliest publications in "aerospace engineering" as chosen by the various schools. Jack Frye deserved such honors.

If only a white knight of his caliber could be found, no doubt TWA would regain the rightful leadership in the air transport industry once achieved under Jack Frye's command. Unfortunately, we (TWA and the industry) may have passed the point of no return (PNR for the navigators) and are destined to a "forced landing" beyond our control! Also, there may never be another Jack Frye, but we can revere those days and dream -- or wish for one!!

1992 KENNETH A. BRAMSCHER * * * ALBERT A. BRICK * * * JOHN J. GILBERTSON * * * JOHN E. HARLIN * * *

20 July

FLO JACOBSEN (Harry)

5 Sept.

16 Sept.

EVELYN LAURIN (Les) * * * MITCHELL ST. LAWRENCE * * * CYRUS E. Stewart * * *

13 Sept.

7 July 5 Aug.

15 Sept.

8 Sept.

IMMORTALITY Sent in by Bill Tarbox Do not stand at my grave and weep, I am not there, I do not sleep.

I am a thousand winds that blow. I am the diamond glints on new-fallen snow.

I am contrails in an azure blue sky, turning to pink as evening draws nigh.

I am the sunshine on ripened grains. I am the gentle autumn rain.

I am the ripple on a country pond as your favorite bass fly touches on.

I am the wag of a loyal dog's tail, standing by you when all else fails.

When you awake in the morning's rush, I am the swift upflying rush.

Of quiet birds in circling flight, I am the soft starshine at night.

I am the hearthfire burning bright that uplifts the spirit and shortens the night.

I am the memory of old true friends, of spouse and children and joys without end.

Do not stand at my grave and cry, I am not there, I did not die!

ALBERT A. BRICK Al Brick, 83, of Roeland Park, Kansas, died September 16, 1992, at the University of Kansas Medical Center. The family suggests contributions to the Alzheimer's Association. Mr. Brick was born in Etna, PA, and had lived in this area since 1935.

He was a mechanic, Flight Engineer and International Relief Officer for Trans World Airlines for 34 years retiring in 1969. He was private flight instructor, member of the Air Line Pilots Association and The TWA Active Retired Pilots Assn.

A Marine veteran. Member of the Old Mission Masonic Lodge and the Scottish Rite bodies. A hunting safety instructor and a member of the National Rifle Association.

Survivors include 2 daughters, Jane Shryock, Leawood; Bettie Brown, Leavenworth; 2 brothers, A.W. Brick, Los Angeles and Arthur Brick, Pittsburgh, PA; 4 grandchildren and a great-granddaughter.

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IN MEMORIAM MITCHELL ST. LAWRENCE Sent in by Howie Weston TWA lost one of its most colorful and best known Captains of the post World War II era when Mitch St. Lawrence died on September 15, 1992.

To those of us who flew with him in Boston, and later in New York, Mitch was known to give away tremendous numbers of legs, usually to the First Officer.

(I always got the legs between his home and the airport). That fact alone endeared him to the crew but it was his abilities in and out of the cockpit that made him special. Mitch could fly by the book when called upon by the higher authority, but he felt that the rules were made by and for lesser mortals. Many have aspired to match his piloting skills but few have succeeded.

Cabin attendants will remember the fiendish schemes and tricks he played on them, usually followed by some thoughtful gesture to ease the pain. Let me hasten to say that he could have a vindictive streak as all in his disfavor can attest. GMF's were always fair game and they usually avoided him like the plague.

Great as his cockpit feats were they were overshadowed by his layover performances.

To protect the innocent, I will say no more on that subject but tales will be told as long as his crew members meet or reunions are held.

There are still a few of what Frank Glazier called "St. Lawrence trained" pilots on the line and I'm sure they invoke his name whenever they give away the booze or witness some extraordinary bit of airmanship.

Mitch St. Lawrence, truly a legend in his own time.

AL BRICK From Bill Tarbox I'm up here in Minnesota and just learned of the death of Al Brick. I lost another true friend with the passing of Al Brick and I am now so pleased that I had a long phone conversation with him September 12th, four days before he died.

Al was a real wit and he had many comical expressions to fit any situation.

One I'll never forget was "Here we go gathering nuts in May" which he would quote to illustrate an utterly foolish undertaking. And Al was certainly a man of his word. If he told you he would do a certain thing at a given time you knew it was as good as done. Brady Prestia had an expression that would fit Al to a "T" "A vanishing American".

In early 1947 several of us newly-transferred and single flight engineers were rooming near the Bricks' home in Wilmington Manor, Delaware. On several occasions Al would invite all of us for supper and his wife, Betty, would fry up a mess of Chesapeake Bay oysters. I'll never forget the taste of those oysters and more especially the Bricks' warm hospitality.

We shall surely miss him, this "Vanishing American".

IN MEMORIAM

EVELYN LAURIN

Evelyn Laurin, wife of Captain Les Laurin, of West Islip, New York, passed away the 13th of September, 1992. She lies peacefully in Calverton National Cemetary, Long Island.

Evelyn and Les went to the same High School , in Chicopee, Mass. Class of '41, but never knew each other until they met again while working for Savage Arms, in Chicopee Falls, Mass. making the Enfield Rifle. They were married after Les completed College in 1949.

Evelyn and Les lived on Long Island for 37 years and were married for more than 43.

Evelyn was well known to quite a few TWA crew members who came to Les' Income Tax business. She did most of the work and Les did most of the talking.

Michele and Linda are surviving daughters and four Sisters, all residing in Chicopee, Mass. A moment of silence was held at the Convention in San Diego on the 16th of September for Evelyn.

No one can ever get completly over the loss of a loved one, but we carry on knowing that they will be with us every day.

Charlie "Black Dog" Davis says a friend of mine bought this airplane in Oklahoma City and I flew it out to Santa Barbara for him.

Said I could fly it anywhere, anytime. Then he sold it.

[Charlie, on seeing this picture I was about to go and see if mine was still in my hangar. They are fine airplanes, these Rockwell Commanders. Mine is a 112TC.]

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REAR ADMIRAL JOHN E. HARLIN Retired US Navy Rear Admiral and TWA Captain, John E. Harlin passed away on August 5, 1992, at the age of 86. John was a pioneer with Naval Aviation, particularly their war-time transport service. With TWA he flew everything from the tri-motor Fords to the Boeing 707, and helped organize and operate the post-war international service.

He was born on July 25, 1906 in Puxico, Mo. He enlisted in the Navy as Seaman Second Class while attending Washington Univ (St. Louis), where he graduated with a degree in civil engineering. He received flight training in 1927 at NAS Great Lakes and Norfolk and was commissioned an Ensign in 1928. During 1928-1929 he served a year of active duty with a torpedo/bombing squadron assigned to the carrier USS Saratoga. On December 5, 1930, he married Genevieve Sussenbach, of Illinois.

They had one child, son John E. Harlin, Junior.

During 1929-1930 John was a pilot for the New York-Rio-Buenos Aires Line and, in 1931, a copilot with American Airways. He also was a pilot flying the Sikorsky amphibian for the Bolinca Mining Corp of Boliva. He held Transport Pilot license number 6118. During 19311933 he was Executive Officer for a Navy Reserve Base at St. Louis, with the rank of Lieutenant. On 6/28/33, he joined T&WA, based at KC, as copilot on the Ford tri-motors. The DC-2s were introduced in mid-1934 and a year later, on 5/13/35, John checked out as Captain on the KC-East division. Bob Springer, hired 4/6/35, was one of his first copilots.

Starting in 1939, John established an extensive real estate and deHe was president of Gares, Harlin, Losh, Inc., velopment business. real estate firm (and principal stockholder) and active in the management of the Sunflower Engineering and Development Company, both located in Olathe, Kan. In early 1940 John began his administrative career with the company as a pilot/dispatcher - two pilots would share a line of time for a month as well as on duty in the dispatch office. On a 1/1/58 Flight Dispatchers and Assistant Dispatchers seniority list, including an inactive list, John was credited with 7 years 3 months as a licensed Dispatcher. While based at KC with T&WA John kept up with his Naval Reserve work at the Fairfax Airport. D.W. "Tommy" Tomlinson, T&WA's VP-Engineering, was CO of the reserve unit and John was his Executive Officer. The unit was predominately made up of airline personnel (mostly TWA) at the time.

In mid-1941 Tomlinson took leave from the company and was on active duty as CO of the Navy Primary Training Command, and supervised all Navy civilian pilot training. Soon after Pearl Harbor Day, Harlin was also on active duty as Tommy's Operations Officer. At about the same time, the Navy was forming NATS Squadron VR-3 which was headed

by Vernon Darrel (Midcontinent) and made up of airline pilots then on active duty. Wendell Peterson was Executive Officer. Clyde Williams was hired as a T&WA dispatch clerk on 2/2/40, and received a commission in late 1942 to set up flight dispatch and crew scheduling for the squadron. In early 1943, both the Primary Training and VR-3 transferred to Olathe.

The team of Tomlinson and Harlin were transferred to NATS-Pacific in mid-1943, based in Honolulu. Tommy was the CO and John, with the rank of full Commander, was Chief of Staff. They immediately tagged a number of former T&WAers as part of the staff, including: Dave Operations Jack Hulburd, Richwine, Operations Officer-Seaplanes; Officer-Landplanes; Frank Sargent, Flight Training; and O.L."Swede" According to "Swede", their fleet of land Ericson, Line Checking. or sea planes was larger than all the pre-war US major airlines put together.

John was steady under the pressure of the job - but, he also had a short fuse or temper. He defended many a pilot who was initially accused of pilot error, but woe be the man who was sloppy with his job or not putting out his maximum effort.

For the following 2½ years they established safety, load-carrying and aircraft utilization records - for this the Secretary of Navy awarded Harlin an Individual Citation for developing a flight control system that enabled NATS to safely control planes to Australia and Japan without a fatality.

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JOHN HARLIN John returned to TWA when it began to set up its new international route system to Europe (and Africa). Much was learned by way of the ICD, but John's expertise was needed during the transition to the commercial operation.

Along with his family, they were aboard Joe Carr's provisioning flight (personnel and supplies to Gander, Shannon and Paris) on 11/25/45, to Shannon. By the time Joe returned, John had an efficient dispatch office in operation. A month later he was based in Paris as Operations Manager-European Division, reporting to VP & Director European Operations Mjr.Gen'l.(Ret) Arthur Wilson and Bob Springer, Director of Operations. After the proving runs and publicity flights, TWA (the new "TRANS WORLD AIRLINE" logo on the fleet) inaugurated scheduled international service 2/5/46.

Clyde Williams returned from the Navy and was John's assistant and part-time dispatcher.

Ray Roda was hired in 1946 and was based in Paris as Regional Supt. of Meteorology. Claude Girard was hired in in 1946 as a dispatch clerk at Paris. Claude was the first overseas employee to obtain a CAA Dispatch license (and recently retired as VP-International).

The Harlins shared a large chateau with the Bob Montgomery's (Sales Manager, European Region) in Versailles.

The financially disastrous year of 1946 was culminated by the pilot strike in November. Jack Frye and Paul Richter resigned in early 1947 (and Otis Bryan in 1948). LaMotte Cohu was company president from March 1947 until June 1948. Ralph Damon took over in January 1949.

In the interim, John Collings was acting president and there were a lot of changes in management personnel. Harlin was now (late 1948) based at Wilmington as Director of Flying (Chief Pilot), reporting to Bob Springer, the Director of Operations.

Harlin returned to "flying the line" in late 1949 and, in 1951, bid the SFO domicile flying the Connies. He was also active in the real estate business in the South Bay area and a member of the NAS chapter at Oakland. As president of the latter, he proceeded to build it up as the largest chapter in California with over 200 members.

While based at SFO, Harlin was an avid supporter of ALPA. "Hutch" Thurston started out the fiscal year on 4/1/54 as Chairman of Council 69, but two months later resigned when he became a check pilot.

Harlin took over until 4/1/55. He was Chairman of the negotiating committee (other pilots included Ruby Garrett and Bart Anderegg; Bill Merrigan, MEC Chairman), with the contract signed on 2/12/57.

Carter Burgess had just taken over as company president and his instructions to Fred Austin, representing TWA, was "get a contract".

This was agreed to and signed before the expiration of the old one, and no threat of a strike. Among the new benefits was operational duty pay - the men on the junior flights who spent a lot of time on the ground on mini-layovers, or intermediate stops, received $2 an hour for their efforts. This pay also included the senior flights, such as the nonstops, but the biggest gain was for the junior men.

In late 1958, John Harlin was promoted to the two-star rank of Rear Admiral (Reserve). It was a pleasant surprise for him. At the time, he held the highest rank in the military reserve of any airline pilot and was one of five aviation Admirals in the military service.

There was an added pleasure for John (Sr) during this period as son John had graduated from Stanford and was undergoing basic training

in the USAF at Vance AFB in Oklahoma. John senior got to fly on the wing of John junior in a jet formation flight.

Although we didn't know it at the time, there was a lot of future "brass" flying the Connies out of SFO: Harlin in Navy Reserve, Russ Bowen (later a B.G. in the Marine Reserve) and Lex Klotz (B.G. USAF Russ was a supervisor pilot when TWA introduced the B707 Reserve).

(Water Wagon) jet on the SFO-JFK run in March 1959. He told of line checking John on three trips: The first was on 4/30/59, and it was not exactly routine. Due to radio and weather problems they landed at IND, the first jet to land or take off at the airport. On their return trip from JFK there was another mechanical problem; they had to dump fuel, and land at KC (the old airport). This was the first operational flight with a jet in and out of KC. About a year later, John bid JFK to fly international. He was receiving a line check with Jack Robertson (5/18/60), which happened to be the inauguration of jet service between Madrid and Rome. Russ Bowen bid JFK-International. His check captain for route qualification was John Harlin - this must have been some sort of a TWA first with an Admiral and a General piloting a commercial jet! John's favorite flight was to Germany where he could visit with son John and family (two grandchildren), then stationed at the Hahn AFB. In 1961 Admiral Harlin was elected President of the 70,000-member Reserve Officers Association, with his office in Washington, D.C. For the next two years this required a lot of travel about the USA and TWA cooperated by granting him the necessary time off. Tragedy struck the family when son John, an expert mountain climber, was killed in an accident on a climbing expedition in the Alps.

John was number three on the pilot's seniority list when he retired in July 1966, behind Ted Hereford and Clarence Robey. This happened to be during the time when TWA was flying the MAC flights to Saigon and the big strike by the IAM against the major airlines. TWA was shut down except for the military flights. John's last flight was The crew bus was not operating at JFK upon their return to Saigon. and it was necessary to ride to the hangar in a pickup truck.

Retirement for John and Genevieve was the opportunity to do lots of traveling, particularly reunions or conventions with the ROA, Navy, Genevieve passed away in 1977. In 1979 he married Edna and TARPA. along with the traveling, they were very active with the 700 and, Club Christian Activities and the Mission Hills Christian School, located near San Clemente, CA. There was a full dress military service for Admiral Harlin at the Arlington Cemetery complete with the Navy Band. This was arranged by the Senior Chaplin at Annapolis and a good friend, Commander George Lindzey, currently with Arlington.

The Mission Hills School erected a flag pole along with a plaque in memory of their good friend, John Harlin. ****************************************** Submitted by Ed Betts with thanks to all who helped me especially Edna Harlin, Grace White John's biography, tive Asst., ROA), Clyde Williams, "Swede" Ericson and There were a number of others who added some pertinent

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put together (AdministraRuss Bowen. information.

NAVAL RESERVE SQUADRON VN-17-RD9, MKC, 1939, TWA PILOTS

S.M. KASPER, WENDELL PETERSON, JOHN HARLIN, D. W. MESKER, TOMMY TOMLINSON, MAX KNUDSEN, ARLIE NIXON & FRANK SARGENT

THE TWA PILOTS RETIREMENT FOUNDATION, INC. Report to the 1992 TARPA Convention

By Bob Thompson, Secretary/Treasurer [Condensed] This Foundation was incorporated as a non-profit organization in the State of Florida in 1982. (Charter 762206).

The objective of the Foundation shall be to provide certain Trans World Airlines cockpit crew members who retired under any provisions of the TWA Pilot or Flight Engineer Retirement Plans monetary assistance on a charitable basis as may be deemed necessary to enable them to meet and offset, to some degree, the effects of inflation and to maintain a reasonable minimum standard of living consistent with their individual circumstances.

Additionally, the Foundation may provide assistance to certain widows and surviving children of deceased TWA pilots.

The Foundation derives its monies for operation from, basically, four sources; payroll deductions, direct contributions, TARPA memorials and ALPA Credit Union account dividends.

The total projected benefits to be paid during 1992 will be $235,250. We are projecting a loss of $5,500 to our "nest egg" by the end of 1992. Interest on our account will be less and the payroll deduction program is bringing in less each year.

The only way to avoid continued erosion of our "nest egg" is to again appeal to TARPA Members to support the Foundation. All contributions are tax deductible and should be made payable to: THE TWA PILOTS RETIREMENT FOUNDATION and mailed to: Robert R. Thompson, Secetary/Treasurer 807 W. Hintz Road Arlington Heights, IL 60004 708 259 9718 Trustees encourage all TARPA Members to contact us if they have knowledge of any person they believe to be eligible for benefits.

[Your editor respectfully suggests while you have your pen and check book in hand to send in your dues now to also send a donation to this most worthy cause.]

Ed Peck of Louisville, KY, sent us a too-lengthy report on a book on Ford TriMotors with which he is very enthused. This is a hardbound book with 332 coatedpaper pages and 520+ photos. If not available from your bookseller it can be ordered from Schiffer Publishing, 1469 Morstein Road, West Chester, PA 19380.

Price is $49.95 plus $2.95 postage and handling. PA residents add 6% sales tax to the base price. Charge card orders are accepted at 215 696 1001 or FAX 215 344 9765. Title is THE FORD TRI-MOTOR 1925-1992.

ALPA Headquarters sent us a press release re Jim McIntyre but since you will be able to read it in the ALPA magazine and our printing costs are high we will not reproduce here. Quoting from same; Captain James McIntyre, a retired TWA pilot from Deerfield, New Hampshire, was recently honored for his outstanding accomplishments in air safety by the ALPA. ALPA President J. Randolph Babbitt presented Captain McIntyre with a Presidential Citation...an active air safety volunteer for 32 years. [TARPA was more timely having given Jim its Award of Merit in May 1990 and his picture was on the front page of TARPA TOPICS of our May 1990 issue.]

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THE ICD STORY PART TWO - THE YEAR 1943

by Ed Betts The first part of the ICD (Intercontinental Division) Story had to do with the creation of the organization to assist the newly-formed Air Transport Command of the Army Air Corps with the air lifting of VIPS, troops and supplies to Europe or Africa. At first, TWA's fleet of five Boeing 307 "Strats" (converted to C-75) were utilized over the North or South Atlantic routes. 10 Douglas C-54s were assigned starting August 1942 and 6 Consolidated C-87 (converted B-24 "Liberator" Bombers) in November, for a total fleet of 21 4-engine transports (and 2 Boeing 247s for training). At the end of the year 1942, there were 1,563 employees on the operation headed by Capt.

Otis F. Bryan. The first Atlantic crossing was on 2/26/42. A total of 466 ocean flights were made in 1942 (a high of 114 in December) and 483 intercontinental flights (to Belem or Natal, Brazil). T&WA had pioneered the breaking of a strong pre-war belief advocated by the Navy, Pan Am and British Airways that the only way to successfully operate continuous service over the Atlantic (North or South) was flying the huge multiengine flying boats.

The USAAF's Air Transport Command was headed Brig. General Lawrence G. Fritz,

by Mjr.Gen.(later Lt.Gen.) Harold L. George. His assistant was Brig. Gen. C. R. Smith, former president of AAL. Former TWA Operations VP, Col. (in June 1944, to B.G.) Lawrence G. "Larry" Fritz, was CO of the North Atlantic Division.

The Air Transport Command headquarters staff did the scheduling of flights for the airlines (and their own flights), crew staging and where rest periods were authorized. The latter could be in a tent, quonset hut or a hotel if near a city. Nobody complained because it would meet deaf ears if the accommodations or meals were lousy.

T&WA's financial picture took an abrupt upward turn in 1942 even though about half of the aircraft had been sold to the government.

Although the number of passenger miles flown decreased from 1941's all time high of 225,365,515 to 220,550,326, load factors increased from 58.8% to 71.2% (90% in December). The net profit for 1942 was $2,176,035.35 compared to a loss of $487,613.42 in 1941. A total of $210,215.50 was gained by fees from various government contracts such as the training of B-24 crews at ABQ (until June '42) and the ICD. Starting in December 1942, under an ATC contract, a special school for the advanced training of Air Force flight and ground crews was in operation for about a year.

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THE ICD - 1943

Capt. Frank E. Busch

Capt. Frank Busch managed "TWA's Flight Training Division", with offices and classrooms located in the Remington-Rand Building downtown KC. Howard Morgan was his assistant. Guy Arnold headed the Navigation Department, Duane Latourell was Chief of the Radio Instruction and J. A. Browne headed the Meteorology Department.

Percy Bate was Chief of Technical Training, Hugh Davis Chief of Flight Training. Virgil Feltner was a Link instructor.

Navigators received their in-flight training with a converted Lockheed "Hudson" equipped with extra astrodomes and desks for paper work. The school had an average enrollment of 220 students. Raymond Dunn was in charge of training mechanics and specialists; the classes were located at the TWA LGA hangar working on DC-3 aircraft and engines.

Per agreement between Operations VP John Collings and Dave Behncke of ALPA, the merger of the domestic and ICD pilot seniority lists was initiated on 1/1/43. The 8/15/42 list (domestic, including 24 pilots assigned to the ICD) was frozen with Si Stewart (#413, hired 8/14/42) the junior man. At that time there were 276 pilots flying the line, 20 supervisors (including pilot-dispatcher) and 93 in the military service.

A total of 341 pilots were hired in 1942, 204 by the ICD (or "Eagle Nest") and 137 on the Domestic Division. By comparison, 1943 was a lean year for hiring, only 60 pilots were added (52 on Domestic and 8 by the ICD). Neumann Ramsey, hired 7/21/43, was junior man until Charles O. Church was hired 5/29/44. This list may not include a number of ICD pilots who were, at the time, working as navigators.

Per agreement between System Chief Pilot George Rice, and council representatives of ALPA (viz: Busch Voigts, Paul Frederickson, John Milner and Tom Morris of KC; "Red" Foster and Loren Petry of LG; Jack Schnaubelt, CG; and Franklin Young, BU) the latest, combined list, had a new system for establishing relative seniority, then more than one pilot had the same seniority date, prior company seniority was the first consideration and then by age (formerly it was alphabetical). There were a total of 728 pilots and copilots on the combined roster which included 101 then in the military .

Si Stewart was #442 on the new list, a drop in 29 numbers.

Charles "Red" McKenney started out in May 1937 as a mechanic at EWR and was among the first of T&WA's ground crews to be based outside of the US. On 2/1/42, Al Brick asked him if he would accept the assignment, which he did. This was followed by a series of interviews and paper work (including a physical, shots, passport, an ID card, making out a will and signing a binding contract). When everything was cleared he was among eight T&WA mechanics who boarded a luxury liner on 2/16, with a destination somewhere on the east side of the Atlantic.

The ship normally carried 150 passengers, there were 452 aboard. The course was south towards Brazil and it was anything but a pleasure cruise: a complete blackout of all lights which could be seen from the outside, frequent life boat drills, rough seas, meals that were cold because the ovens didn't work and a constant threat

THE ICD - 1943 of an enemy warship or submarine. One ship, which departed just 45 minutes behind them out of a Maryland cove, was sunk. After crossing the equator the ceremony of King Neptune's Court was held. The max speed for the ship was 8 knots so the trip took over a month to complete. Red wound up based at Accra for a few months.

There was always a shortage of expert mechanics so when the ICD men weren't busy with their own planes they volunteered to help out the other groups at the field(RAF, PanAm and Army).

An RAF fighter (Hurricane) landed short of the runway and it was partially submerged in mud and water.

After jacking it up, the engine wouldn't start, and Red showed some "Yank ingenuity"; he devised a makeshift condenser using a sardine can and tinfoil from a candy wrapper. Prior to his overseas duty, Red had his own Taylorcraft. The base CO received a new one, still in crates, and Red spent many days assembling it and making a test flight. He spent several hours flying with the Colonel and checking him out. Near the end of the year Red was offered the opportunity to check out as F/E. However, another assignment as maintenance Chas. W. "Red" McKenney took several months before he arrived because work had to be done at Bathurst and Marrakesh as he made his way north.

Bathurst was carved out of the jungle by the RAF with a steel mat runway. Complicating the job were monkeys, by the hundreds, looking for food scraps. They would pick up tools left on the ground or in open tool kits.

Abe Friedman was hired as a mechanic by the ICD in September 1942 and spent the next 3 years working at overseas bases such as Accra, Dakar and Natal. He recalled how the Strat came in every night at Accra about midnight and was scheduled to turn around westbound in the morning. The work was outdoors mainly with flashlights and reflector lights. Normally they had half a dozen new engine cylinders ready on the ramp and a quick compression check was made to locate any "low" cylinder. First they tried to free up the sticky valves by pounding on the top of the valve stem. If that failed they had to drop the valve to ream it - a tricky operation at best, and more difficult under the primitive conditions. If this also failed then the cylinder was changed. Everyone, when finished with their other work on the plane, would pitch in and help wherever needed so that it was ready for the morning flight. In the months he was at Accra they never missed an ETD. Some of the group moved to Dakar where they continued to handle the Strats along with the C-87s and C-54s. There were a number of military aircraft there which, as a result of damage or malfunctions, had been abandoned by the ferry crews. The military asked if they would assist them in repairing these grounded aircraft and everyone agreed to help. One was a B-17, with only 87 hours in the logbook, which appeared to be "totalled". It had been hit by a truck in the tail area and then was cannibalized for parts; all four engines and props were gone, one gear and all wheels were also missing as well as instruments, pumps, and navigational equipment. With the help of the Base Engineering Officer they prepared a list of missing parts

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THE ICD - 1943 and he sent copies to other bases. Soon parts started coming in and gradually the plane was rebuilt. When it was ready to go they named it "Madam Lily" (for reasons which are, according to Abe, unprintable).

Later on, Abe received a nice note from Jack Frye: "Your ingenuity and skill at Dakar in helping to restore the Madam Lily and other miscellaneous grounded military aircraft were of vital service to our country, as well as to TWA. Please accept my personal congratulations and those of the entire TWA organization for a job well done (Jack Frye)."

The months of January and February, 1943, were relatively slow so far as the ICD total operations as only 4005 operational hours were flown (130 ocean trips and 176 intercontinental); crew utilization was a low 45 hours per month average for Captains, Copilots 36, 2nd Officers 16, Navigators 30, F/Es 41, FROs 41 and Pursers 35. Per Army orders the North Atlantic route to Prestwick was closed to all ATC operations for the winter. By late 1942 ground crews, mostly in maintenance, were based at numerous strategic locations including: Natal, 42; Accra (Ghana), 35; Prestwick, 29 and Dakar (Senegal).

The ICD flew numerous high ranking military officers and other VIPs in 1942.

The first in 1943 started on January 14, when Otis Bryan and his ICD crew were standing by at Bathurst (Gambia) with a C-54 awaiting further orders.

It was a top secret until a special loading platform was placed at the rear cabin door; the boarding group included President Roosevelt, Harry Hopkins and other members of the Presidential party. Don Terry was in command of a second C-54, to act as a backup, as they flew to Casablanca and return as the President met with Prime Minister Churchill. On the return to Bathurst Roosevelt requested a side trip to Monrovia, Liberia, where he made a brief inspection tour of the Firestone Rubber Plantation to show his interest in this valuable supply of critically needed resources.

Pan Am flew the Presidential party on the Atlantic crossings between Natal and Bathurst (and return) with their "Clipper" flying boats. "Chick" Fredericks flew another flight with Generals Marshall and Arnold to Casablanca for the conference.

At Natal, on the return flight, Roosevelt had a meeting with President Vargas of Brazil. Howard Hall had flown Vargas and party from Rio de Janeiro aboard the "Cherokee" and on the return trip Vargas made a special request to tour about the (then) capitol city for an additional half hour. The Roosevelt group flew with Bryan to Trinidad where they continued on to Miami aboard a Pan Am "Clipper". The President's 16,965 mile trip by air was uneventful other than the tight security measures and planning.

Charles De Gaulle also attended the Casablanca Conference and Larry Trimble flew him down from Prestwick. Larry took extra precautions to stay further west of the usual 10 degree tract, which was about the limit of patrolling J-88s. He was cruising at 500' in the black of night. When they approached a position abeam Brest, which was a critical area, Larry requested a complete blackout in the aircraft.

De Gualle continued to read with the light on and the curtain up despite a personal and polite request by Larry to comply. At first, he was completely ignored, so Larry repeated it to his aide. This

THE ICD - 1943 time the General looked up and remarked: "Young man, I have faced the Germans before and I am not afraid to face them again." Larry returned to the cockpit and shut off the main cabin circuit. On the return trip Winston Churchill was Larry's VIP passenger and he was quite a character - he wanted to fly the airplane and Larry let him steer it awhile from the copilot's seat.

In the previous article it was told how an ICD C-87 was lost somewhere near Ascension on 12/10/42. A brief search was made, but no trace of the plane, crew of 5 (Nick Wasil, Capt.) and 5 passengers (all T&WA mechanics) was found. No radio broadcast was received reporting an emergency so it was assumed the aircraft was either shot down or blew up - the latter cause due to fuel or gas fumes accumulating in the fuselage area, a well-known hazard with the C-87. Excerpts from several USAAF (ATC) and ICD correspondence or reports were recently gleaned from old files (formally classified as "Top Secret") stored at Scott AFB by historian Matt Rodina, with copies relayed to me: Included were several Army reports of having been fired upon by unidentified ships or submarines. No US Navy reports showed such incidents or occasions to use their antiaircraft guns, so the shots were probably fired by enemy U-Boats.

On 1/15/43, an ICD C-54 (42-32939) crashed and burned near Paramaribo (Dutch Guiana). All aboard were lost including the crew of nine and 26 passengers. At the time this was the second worst air disaster in history. There was no radio broadcast of an emergency. The wreckage (and an explosion) was reported by local native fishermen.

They heard the plane fly overhead and, a few minutes later, it was flying in the opposite direction when a brilliant flash lit up the dawn sky.

"Swede" Golien, along with four AF engineers, were at the scene of the accident for a week with an investigation. Others were tracing the history of the plane and engines for possible mechanical problems while the FBI made an investigation of all possible personnel who worked on or had boarded the plane at its origination or intermediate stops.

Sabotage was a prime suspect. The weather was CAVU as observed by the local fishermen, and not considered a factor. On a 16-page report was submitted to the ATC Chief of Staff: 2/22/43,

Capt. Benjamin H. Daily

The report listed the following qualifications for the crew. Capt. Benjamin H. Dally was once a courier for TAT-Maddux, learned to fly in the Army and joined TWA as copilot in April 1935, and checked out as Captain in 1938. He had accumulated 7,948 flying time as of 1/2/43, 53:50 in the C-54. 1st Officer Ted Wagner was hired 12/23/41, had completed 5:05 transition time in the C-54 and 184:59 4-engine experience on the North Atlantic route. 2nd Officer Everett Bacon was on his first operational trip after receiving 4 hours transition in the B247 and 4:15 in the C-54. 1st Navigator Jason Voss had 72 hours experience on the C-54 as 2nd Navigator and 55 as 1st Navigator, plus 30 hours training. 2nd

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THE ICD - 1943 Nav. James Kane was on his first operational flight after 35 hrs of local flying in the Washington, D.C. area. F/E Clyde E. Quisenberry 56:60 hours operating experience on the C-54 and 90 hours flying on the ICD. Senior Radio Operator Leonard LaFrank had 15 years experience with commercial radios and was a supervisor and instructor on TWA's ICD. His student, Leo J. Moriarty, had completed 23 hours of classroom and 25 hours of local training and was also on his first operational trip.

Flight Purser Eugene Dempf received the usual 3 weeks purser training on the C-75s and C-54s and had approximately 240 hours of flying with the ICD. The C-54 was delivered to ICD-TWA on 9/8/42, with 23:25 total time, and flown to KC on 10/6 for modifications; then returned to DCA on 12/9, where additional modifications were completed.

On 1/2/43, a test flight was made before the scheduled departure of the plane on 1/13/43. This was from DCA to Miami with a crew of 9 and 13 passen g ers. While at Miami one of the IFF radio sets was changed and the 14 engine oil radiator replaced (by T&WA and PanAm mechanics). They departed the next day, with 13 additional passengers, and the trip to Waller Field was routine except for continued overheating of #4 engine. An accompaning sister ship (C-54 #42-32940), with Capt. Bob Brown, was flying just ahead of Dally and, while on the ground, F/E Jim Boyd of that ship and some Army personnel who were assigned to the ATC assisted Quisenberry working on the #4 engine.

Dally and Brown prepared their flight plans to Belem together, with Brown to depart about 1/2 an hour ahead of Dally and they both would arrive near noon. After a crew rest period, both planes were loaded and Dally made his usual last minute inspection of the ship and his suspicions were aroused as the door to lavatory was open. The door leading to the tail compartment was unlocked and ajar. Further inspection found a screw driver lying between the two IFF radio sets and the antenna disconnected. Dally, the F/E, FRO and Base Operations Officer then made a thorough inspection of the plane. One IFF set was found to be inoperative due to a burned out fuse. When they were satisfied there was nothing unusual, they took off for the 8 hour trip to Belem, now about one hour behind Brown flying the same course at 9,000'. There was one routine radio contact between the two planes about two hours out - this was the last known communication with Daily's flight.

According to Golien's report the fishermen heard a plane pass overhead eastbound and a few minutes later they heard a loud roar. This increased to a terrific boom, and the ground shook and the sky lit up in a bright flare. The natives were immediately at the scene in boats and picked up numerous floating objects such as passports and other papers and turned them over to the local Dutch Police. The wreckage indicated that the main section of the fuselage, together with the four engines and portions of the wing and tail, hit in an area of shallow water at the edge of a growth of small trees. About a half mile east of this wreckage the outer wing tips were found along with scattered pieces of the horizontal stabilizer, elevators and aileron. Golien estimated the altitude of separation at 2,000'.

Due to the quicksand texture of most of the terrain, there was very little evidence found to go on for a complete investigation. The

THE ICD - 1943 final report listed the possible cause: (a) due to structural failure or malfunction of the aircraft, engines or propellers.(b) sabotage, which the investigating group has been unable to discover.(c) Enemy action from submarines or surface vessels. This was followed by 2 pages of recommendations for improving all ATC operations.

The C-54 had the usual "bugs" of a new airplane, but most were considered minor. The fuel, oil and hydraulic lines appeared to be the cause of considerable difficulty and it was recommended that this be modified by increasing the beading on the tubing and the type of hose materials be investigated to eliminate service difficulties.

The exhaust system had caused failures and difficulty in maintenance resulting in a fire hazard. It was recommended that this be modified at once. an ICD C-87 (#41-708), flown by an Air Force crew, On 1/17-18/43, enroute from Accra to Natal disappeared. This was two days after Daily's plane crashed and, again, there was no broadcast to give a clue. A military report, dated 2/18, described the gruesome details of later findings. On 2/10 a life raft was recovered in the South Atlantic area which contained one decomposed body and the personnel effects of six crew members or passengers - estimated time of death was 2/2 due to starvation or exposure. On 2/17, two more life rafts were found; one on the shore near Natal, with one body, and another near Recife with one body not yet identified. A later report issued by the Air Transport Command was very critical of the lack of communications between the Air Force and the Navy. There were no arrangements between the two for a search and rescue program when a plane was known to be missing or to have ditched.

In the meantime, while on a layover in Natal, groups of T&WA and Pan Am pilots met for a general bull session to discuss the recent series of C-87 or converted Liberator crashes. They were extremely irate (even mention of refusing to fly the planes) by the lack of action to remedy numerous known serious defects in the fuel system, fire hazards in the engine area and cockpit accessories. The usual excuse from their engineering departments was no parts available or no authorization from the Army to make major modifications. What was even more maddening was that AAL had the necessary materials or parts and authorizations, and had made the modifications. This was preceded by an order by AAL to ground their fleet until they were considered safe. AAL offered to share their engineering data with the Army and other airlines flying the C-87s. As a result of these sessions a committee of Captains Gordon of Pan Am and LCD's Larry Trimble (Captain in Charge, Natal) was formed to see what could be done about the situation.

In a five page letter to Hal Blackburn (with a copy to Otis Bryan), dated 1/21/43, Larry pulled no punches in outlining the plane's defects and the apparent apathy by the Army or engineering staffs for Every squawk listed was known to have been immediate corrections. the cause of an accident or a major incident. Fuel System fixes included: transfer system revision; install a crossfeed system; redesign gas caps they so won't siphon and fill wing with fumes; install an electric fuel pump of sufficient capacity to keep the engine going if engine pump fails; locate cabin gas valves where they

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The new ICD check in counter "Dink" Hill, DCA Station Manager

Clifford Mutchler ICD Manager 4/1/43-1/1/45

Harold Poole, Maintenance Supv.

Don "The Terrible Turk" Terry shoving off his "Short Snorter". It was three yards long and growing as he landed in each new country.

THE ICD - 1943 can be reached instead of where the cargo is loaded; install fuel flow meters and get gas quantity gauges that can read better than within 200 gallons as at present; rework the interconnecting lines between the leak-proof tanks so they all flow instead of having engines suddenly running out of gas several hundred miles from shore; provide protection for gas lines under the center section to prevent cargo from being thrown against them in rough air; put vents in top of wings to air out the center section; and get the G-- D--radio transmitter out of the center section.

Other items included installing a firewall behind the engines; put a drip pan over the exhaust stack; a fire bottle of sufficient capacity with some nozzles in the oil tank compartment; provide an oil tank shutoff; install oil quantity gauges; if the lousy florescent cockpit lights have to be kept, install an auxiliary system for a backup - too many pilots have had to make a night landing with only a hand-held flashlight for reference; replace the Grimes electric landing lights - the model used on the C-87 cannot take the ship's high landing speed and constantly stick and burn up in some interthen can't be turned off. Other suggestions inmediate position, cluded improvements with the auxiliary hand hydraulic pump, an air bottle for the emergency brakes and emergency gear extension. NOTE

by EGB: I don't know how many of these modifications were made before the last C-87 was returned to the Army on 6/17/43 - there were no tears shed by the ICD crews. With modifications, the C-87 was a fine transport during its tenure with the military.

Shortly after his return from flying FDR to Casablanca at the 2/24/43 meeting of T&WA's Board of Directors, Capt. Otis Bryan was elected VP-War Projects. At the same time it was announced that Cliff Mutchler was the new ICD General Manager. Cliff had been administrative assistant to numerous Operations VPs from 1930 thru 1939 and, since 1939, was Sup.Passenger Services. His staff now included Hal"Blackie" Blackburn, Asst. Gen'l Manager; Harold Poole, Maintenance Supt; Joe Carr, Supt.Flight Training; Bob Loomis, Supt. Engineering; Duckworth, Accounting; and Bill Pearce, Personnel.

A memo from Col. Fritz, dated 4/10/43, announced the reinauguration of service to NoAfrica via the North Atlantic and the UK the following day by the ICD and American. Ten C-54s and six C-54A's were allocated for this urgent operation, particularly to return ferry crews to the US.

Capt. Otis F. Bryan, Vice President War Projects.

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THE ICD - 1943 A total of 25 C-54 type aircraft were expected to be in use by the ATC for the North Atlantic Division by May 15.

There is one story (I don't know the details of crew etc.) where a distinct thumping or vibration was felt in the cockpit. Investigation revealed it was the passengers stomping their feet on the tin flooring to keep warm. The "Frequent Flyers" formed an unofficial club called the FBI (Frozen Bastards of Ireland).

Bob Buck, along with Ross Weaver, had been assisting Joe Carr with some of the transition flights checking out new captains (usually with the Boeing C-73). Bob's first No Atlantic flight started out on 4/15 giving a line check to Bud Russell. They flew from DCA to Presque Isle and Gander to Prestwick, and then south to Marrakesh, North Africa.

Bob told about flying south during the time when the Germans occupied France: "We'd leave Prestwick and go SW until reaching the 15 longitude and follow that to stay away from France - - all blacked out and radio silence. Occasionally we'd see tracer fire and flares on ocean below not knowing what was going on. One morning, north bound, we were in weather and unable to get celestial fixes and when I got out of the cloud I could see the French coast, but more impressively I saw a JU-88 off to our right, a long way, but close enough to identify. I horsed back into the cloud deck above and headed west for about 30 minutes before letting down and sneaking a look - - he was gone. We'd have been a choice prize because I had General MacNaughton, CIC of the Canadian forces and his staff on board. Reading history later I learned the General was on his way home to get fired!"

The Curtiss C-46 "Commando" was a version of the CW-20, the prototype built for the British Government in 1941. It was (statistics from 1942 Jane's All World Aircraft) powered by 2,000 hp P&W "Wasp" (double row) engines; Curtiss electric constant-speed full-feathering three bladed props; tail wheel retractable; empty wt 27,664 lbs max wt 45,000 lbs; cruise 195 mph, land 71 mph. During the war, max gross weights were exceeded (55,000 according to the pilots) which made takeoffs critical if an engine was lost and engine-out cruise altitudes were made much lower (or impossible). Eastern's Military Transport Division received 20 C-46's starting in October, 1942.

Eastern discovered over 300 of the usual "teething bugs" that were typical of a new airplane. At one time they had to ground the fleet for two weeks because of a faulty hydraulic system which required a major modification.

The Japanese began their advance into Burma in January 1942, and by late April had cut off the famous lifeline between China and India, the Burma Road. Col. W. Old made the first flight across the "Hump" on 4/8/42.

On 4/22/42, Col. C.Haynes assumed command of the AssamBurma-China Ferry Command which, at the time, was a group of American volunteers flying DC-3s over the pass which had a minimum safe (or you put your wheels down) altitude of 16,000'. Added threats were 24,000' peaks on one side and enemy fighters on the other. The ATC took over the operation, also flying DC-3 type aircraft (C-47).

THE ICD - 1943 The C-47 payloads were very limited as the planes had to carry sufficient fuel for a round trip. Return loads consisted of essential materials such as tungsten. The Chinese military was desperate for supplies and the pressure was on FDR to fulfill his commitment to our allies. More and larger transports was a prime priority.

In early 1943 orders came from the top brass for Curtiss to have 30 "Commandos" plus necessary spare parts and factory technicians prepared for service on the Hump. The ATC was ordered to supply qualified crews for the 15,000 mile ferry flight to "Point X" (a secret base) in India, and check the DC-3 crews out on the new aircraft.

Lt.Col William Goldsborough (Ret), of Curtiss, was in charge of the project.

Selected were 5 experienced Army pilots, 15 Captains from Northwest and 10 Captains from the ICD. All other crew members were AF personnel fresh out of training schools with no practical experience in navigation, maintaining an airplane or engines or flying multi-engine aircraft. The 10 pilots from ICD were divided into two groups, one headed by Joe Carr (with Ross Weaver, Cliff Dombrowski, Jim Wheeler and Dar Kindred). Chick Fredericks headed the second (with Don Brown, Bill "Tex" Butler, Bill Dugan and Hal Shergroup wood. Most of the pilots were out on flight when initial checkout on the Commando was scheduled at LGA by an Air Force instructor.

Joe, Chick and Ross arrived by train. The plane was there along with a crew chief - but no instructor and there would be an indefinite delay until one could be made available. Blackburn tried to make arrangements for a factory test pilot to give the checkout after they arrived to take deliveries, but Curtiss did not have a contract that covered such training. Chick was lost for a week in the jungles of Manhattan so Joe and Ross, with an aircraft manual and the crew chief's help, checked themselves out.

They, in turn, checked out the other 3 pilots in their group.

On March 15th they took a train to Buffalo.

Fortunately, their planes were not ready, which gave them added time to receive some valuable advice from the factory test pilots. At the Capt. Joseph P. Carr factory they were joined by the rest of the crew members and on 3/20 they ferried several planes to Wilmington - one plane had a hydraulic problem and made an emergency landing for repairs before continuing to Wilmington. For the next several days they commuted to Buffalo and ferried additional planes.

On one occasion, with a strong cross wind while taxiing, they observed an Army pilot make several unintentional 360's when the brakes heated up and failed.

On the 25th, all crews were assembled and briefed on the project.

Their destination was Gaya, located about 3/4 of the distance between Delhi and Calcutta on a straight line between the two cities.

They would fly in groups of five, with Joe's group first and they would set up the minimal transition program after arrival at Gaya.

Enroute to Homestead four planes had to make emergency landings due to malfunctioning hydraulic systems. Joe learned from an EAL pilot

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"Chick" Fredericks and Don Brown in C-46 cockpit

"Commando Courageous" was Chick's C-46 flown on the 15,000 mile flight to India. An added inscription on the nose had this encouragement: "Never fear when Frederick's near".

May 1943, Kunming, China - the first C-46 (flown by Don Brown) unloading drums of gasoline.

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THE ICD - 1943 that they had found a simple fix for this problem - but the Base CO flatly refused to make any modifications as his job was to service the aircraft and get them on their way. Joe's group refused to continue and the CO made threats of a court martial until he realized he was dealing with civilian pilots.

There were some stormy sessions between Bryan, Blackburn and ATC to convince the latter that the planes were unsafe. Finally an agreement was made to ferry the planes to Miami where EAL would make the modification, and then fly back to Homestead for the final loading.

A very serious inflight problem was when the hydraulic system would start to chatter loudly and the noise became progressively louder and more rapid. This was accompanied by wild pressure fluctuations, eventual loss of hydraulic fluid, and loss of means to lower the gear and flaps normally. The Curtiss test pilots had alerted them to this possible situation and advised to get on the ground as soon as possible, The fix by EAL was to substitute C-54 pressure relief valves, remove some hydraulic tubing, and eliminate sharp bends in the remaining lines.

When all was ready they were divided into 3 groups; one departed on April 5, the next on the 10th and the last on the 14th. There were 90 tons of supplies and replacement parts aboard the 30 planes - a year's supply - plus 250 men including crews, mechanics and Curtiss technicians on what was the longest and largest mass flight (at the time) in history.

The ICD men flew in their two groups of five in a very loose cruising formation.

During the night leg, from Natal to Ascension, they they lost sight of each other. Joe requested all planes to report when they made a change of heading. Joe's navigator was the first to make such a request but, just in case, he shot a three-star fix also. The inexperienced navigator had plotted everything correctly, with one exception - they were flying south instead of north of the equator! A warning was given by radio to the others to be alert for such an error.

About the only major incident experience by the ICD pilots was when Hal Sherwood had to shut an engine down on the leg to Trinidad. The fuel pump failed and they kept the engine running with the booster pump for half an hour until that too burned out. The temperature of the other engine was running high so Hal decided to jettison some of the load; first was a stretcher and then some boxes of cargo. At 800' above the ocean, and Trinidad in sight, they were still having problems controlling the plane. The tower at Waller Field cleared them to land straight in, which they managed to do. After taxiing to the ramp and deplaning they found the reason the plane was hard to manage - the stretcher was lodged between the fuselage and the horizontal stabilizer.

Adding to Hal's woes was that he broke out with the measles and was quarantined in the base hospital for several days before continuing with the trip.

Joe's group arrived at Gaya and immediately set up a training program for the DC-3 pilots. After the first takeoff and landing into the wind, all following were made purposely with a crosswind as the

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THE ICD - 1943 Commando had a notorious record of ground looping under such conditions.

Ross and Cliff remained to give further instruction as Joe, Dar and Jim departed for the USA hitching rides on any westbound flight that had space available. It wasn't easy without a priority.

Chick's group arrived and continued the training for several weeks, including a few trips over the hump. Brown made 3 crossings, Chick rode along on one also making him a member of the "Burma Roadsters".

The souvenir was a $10 Chinese bill autographed by the Captain Chicks's was signed by Brown and dated 5/8/43 denoting they were at 18,000' when they crossed.

Among the first T&WA pilots to see active duty with the USAAF flying the Hump were Bill Sanders, Lloyd Hubbard and Warren Peterson.

Bill left the US on 4/27/42, piloting a C-48 headed for Africa via Natal and Liberia (a 13:15 Atlantic crossing). His destination was changed several times until he finally wound up at Karachi on 5/19, and Dinjan (India) on 5/23. The next day he made his first round trip over the hump flying to Kunming, a 7:50 trip with the former commercial airline DC-3.

C-87s were added to their fleet starting in December and on 5/17/43, Bill received one hour transition in the Commando. The next day he flew it over the hump, a 5:10 round trip. Besides flying 75 missions (hump round trips), Bill instructed with their various transport aircraft before returning to the US in late 1943. Lloyd flew 65 missions and Warren was killed when his plane crashed flying the hump.

"Tex" Butler found a unique way to get home. There were several old B-17s due to be ferried to the states - he rounded up a volunteer AF crew (none, including Tex had flown a B-17) and they had themselves a grand tour of Africa sightseeing and gathering souvenirs.

The plane was delivered to DCA, complete with a large mahogany desk purchased by Butler. "Tex" was easily identified among a group of airmen by his cowboy rather than the trendy Natal boots.

Meanwhile on the North Atlantic run, Bill (W.B.) Townsend was 2nd/O (Tom Ward, Capt. and Gordon Granger, C/P) where they flew to Dakar via DCA, LGA, Presque Isle, Goose Bay, BW-1(Greenland), Meeks Field (Iceland), Prestwick, Marrakesh and Oran to Dakar. They were not able to receive the Dakar weather and made a stop at Atar, a small British aerodrome in the middle of the desert. The temperature was 130 deg when they deplaned and they were greeted by a huge mob of curious personnel who had never seen an airplane (C-54) this large.

The crew had to go to base operations for a clearance to depart for Dakar and Ward was leery of leaving anything on the airplane which might attract a souvenir hunter - so they walked to the operations office carrying their arctic gear which included snowshoes etc. The locals stared in disbelief as though the group must have really got lost or off course! NOTE: it was "Standard Operating Procedure" for a trip crossing the No Atlantic to land at Presque Isle where all crew members (and passengers) were issued arctic survival equipment such as wool lined flying boots, Parka plus snowshoes. It was the Captain's responsibility to assure that all crew members turned in same upon return to a US base.

The ground personnel based at Prestwick generally lived within a short walk or bicycle ride of the base in private homes or boarding

THE ICD - 1943 houses.

Strict rationing was in effect (such as one egg a month), but there was one advantage with the ICD men. Crewmen on a flight via Gander would bring them ice cream (wrapped in a winter flying suit and stored in the tail); flights from Africa would bring fresh fruit.

Both were a rare delicacy.

Bob Stevens told about the time at Prestwick when Col. Larry Fritz was going to ferry a B-24 (the bomber) to DCA but he was unable to locate a copilot. He enlisted ICD Supervisor Milo Campbell, an old friend from Maddux days and TWA, to go along. Departure was set for 4:00am and the P&T ATC Officer, Lt. Roeloff asked the Colonel if it was OK to load 3,000 lbs of mail. The answer was sure. Not one for believing in weight and balance or the cg, the Lt. loaded the mail behind the bomb racks. Meantime ICDers Rollie Kloepfer and Chuck Raul were approved to hitch a ride back to the states - Kloepher on the mail sacks and Raul in the tail turret. All was ready to go and the Lt. gave Fritz a salute which was returned, and then he rammed the sliding window shut with so much gusto it jumped the track and fell on the floor. The engines were shut down, the window replaced, all the time a stream of expletives were coming from the Colonel in a loud voice. The engines were again started, the Lt. saluted, it was returned and the window gingerly closed. The throttles were advanced to taxi and the nose wheel rose about 3 feet which caused the rear turret to slam against the macadam and a solid jolt to the passenger seated there.

Again there was a cloud of dark blue smoke (Expletives from the Colonel) from the cockpit window - the normal tail-heavy B-24 couldn't take the 3,000 lbs of mail loaded far aft.

Bob also told of a major crisis that occurred when maestro Andre Kostelanetz and his wife, Lily Pons, were passengers. They had come through from London on their way home after a USO tour. The flight was ready to go, the engines started, immediately shut down and the door opened. A frantic purser came down the steps to explain that a small paper cup with some flowers Lily had with her had disappeared when the ship was cleaned. Lily wasn't about to leave without them!

Mechanics "Red" Sawyer and Tom Ryals raced over to the dump with a motorcycle, recovered the cup and wilted contents, then raced back to the plane and up the steps. The door was closed and, as Bob put it, one more not so routine departure.

The Air Transport Command had a special squadron for transporting VIP's which was made up with experienced flight crews, many of the pilots were formerly with an airline. An example of a very special flight was Wendell Willkie's 31,000 mile tour around the world as FDR's emissary from August 6 to October 14, 1942. The C-87 was titled "The Gulliver", with Majors Richard Kight and Lex Klotz (TWA) the pilots. Willkie, his aides and crew of seven spent much time in the Middle East, Russia and China with their leaders. This was the subject of his book "One World". A similar trip was in the planning stages of the ATC in April 1943 for former Ambassador Joseph Davies (Russia 1936-1938) which included a conference with Joseph Stalin in Moscow.

This was, of course, "Top Secret" at the time. Davies' mission was to make arrangements for a conference with FDR, Stalin and Churchill later in the year at Teheran. The Russians were trying to get their allies to open a second front against the Germans.

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Washington, D.C., June 3,1943, after completion of their round-the-world tour, which included a ten day conference with Joseph Stalin and staff in Moscow, former Ambassador Joseph E. Davies congratulates the ICD crew for a job well done. Left to rt: Capt. Waldon Golien, F/O Robert Prescott, F/E Ted Vreeland, Davies, FRO W. R. McGrew, Purser Ernie Belshaw and FRO Bill "Sailor" Davis.

Not included in the photo are Navigators Pete Redpath and George Hart and F/E Al Brick. PS: When I asked Al why he is missing he said: "I took the photo".

THE ICD - 1943 The ATC plane, a C-87, was flown from Wright-Patterson to DCA where TWA's ICD ground crews were to service it for the extended trip. On the ground Harold Poole and Johnny Guy were inspecting the plush cabin and its furnishings - it reeked of 100 octane gas! Typical of some problems with the C-87 at the time, when the plane was enroute to DCA, a leak developed in the right wing and the gas made its way into the cabin and saturated the lining. The leak was repaired but the potential was dangerous and this was reported to Hal Blackburn, and eventually reached the White House staff. Much to the chagrin of the ATC then (and later) there was a "substitution of equipment" and crew.

ICD personnel, using a C-54, would make the trip.

Per Davies' suggestion (and Swedish background) the C-54 was dubbed "Gude Ship - Mission to Moscow". The select crew consisted of Capt.

Waldon "Swede" Golien; C/P Bob Prescott (former Flying Tiger who, in 1945, formed an all-frieght airline); Navigators Pete Redpath and George Hart; F/Es Al Brick and Ted Vreeland; FROs Bill "Sailor" Davis and W.R. McGraw; and Purser Ernie Belshaw. The details of the trip are by way of Al Brick and a 14 page debriefing Golien wrote (by way of his son, Gene) upon their return.

They departed DCA on May 5th, taking the southern route via Miami, Trinidad, Natal, Dakar, Kano and Khartoum to Cairo. Local sightseeing was combined with diplomatic conferences at Luxor and Cairo.

Then to Bagdad and Teheran, Iran. From Teheran they had a Russian radio operator and navigator who worked the trip to Moscow and then across Siberia. At every stop (seven in all) the crew was housed in the best hotels and entertained regally (many Vodka toasts). They were in Moscow for ten days - Davies visited 15 museums. Golien was a guest at a special reception and banquet where he was introduced to Joseph Stalin. Russians who were knowledgeable on the routes and airports, potential weather conditions and radio aids briefed the crew for several days on their flight to Alaska. As it turned out, the officer who conducted the briefing flew a C-47 just a few hours ahead of them to make certain the field conditions and facilities were satisfactory.

They returned by way of Nome, Fairbanks, Seattle, Minneapolis and Chicago, arriving DCA June 3rd after 139 1/2 flying hours were logged on the airplane. The Chicago stop was mechanical. Over Waukegan the de-icer boot section on the leading edge of the wing between ##1 and #2 engine pulled loose at one end and began to balloon and beat in the airstream.

They were on the ground 40 minutes while Brick and Vreeland removed the rest of the section of the deicer and plugged the ends of the lines. The crew added many foreign bills to their "Short Snorters" along with the usual autographs. Golien almost asked Stalin for his, but the timing was not right.

Upon their return Davies went straight to the White House with his top-secret report of the meeting. He later wrote the book "Mission to Moscow". Included was a tribute to the ICD crew who had conducted the entire trip without a serious "hitch". A copy was sent to each man with a special thank you. Al's had this notation: "To my friend Al Brick, First Flight Engineer of the 'Gude Ship-Mission to Moscow' whose Albert A. Brick Chief Flight Engineer fine engineering skill and good judgement, brought

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Waldon G. Golien

Howard E. Hall

Harold F. Blackburn

Col. Albert D. Smith (later Brig. General) Base CO- Goose Bay

W. Lawrence Trimble

Robert C. Loomis, Engineering and test pilot

Peter Redpath, Navigator May 1943, "Student Captain" Hal "Dutch" Holloway in the Link Trainer. He was transferring from TWA Domestic to the ICD.

THE ICD - 1943 us safely thru on our journey around the world and over the top of Siberia.

With warm regard and very good wishes (Joseph E. Davies, 6/3/43)". Unofficially, this was TWA's first trip around the world.

Upon his return, Swede Golien was promoted from Chief Pilot to Supervisor of Operations for the ICD, succeeding Hal Blackburn. At the same time, Larry Trimble was promoted to ICD Chief Pilot. In July the new passenger terminal and facilities were opened at DCA, which represented the best in air carrier facilities for checking in, and baggage stowage, for a scheduled flight. "Dink" Hill was the station manager. It helped to have a high government priority or stars on your shoulder as every trip in every direction was running near capacity.

The summer fleet consisted of 17 C-54s and 5 Strats; all were averaging 8 hours a day in the air with 6,700 lbs of payload, at an average speed of 178 mph. This totalled, for July and August, 5,266 operational flying hours and 924,606 miles flown. The Strats were used for certain schedules on the intercontinental flights to Natal, usually passengers only. because of their shorter range.

Night landings with a modern well-lighted runway were a rarity, especially in or near a war zone as blackouts were often in effect.

Most often the only outline of the runway were flare pots fired up by ground crews when a flight radioed they were nearing the vicinity of the airport. Another rarity was having obstructions lighted as a warning to the pilots. Charlie Strickler was C/P with Bruce Pettigrew and described one such incident landing at Natal on 9/15, flying the "Apache".

"On very short approach a very sharp jolt was felt, have felt worse during transition.

Upon touching down on the runway Bruce became aware that we had no left main gear, from that point on he executed one of the most masterful bits of flying I have ever seen so that when the left wing dug in we were traveling at a very slow speed. The aircraft tilted forward and for a brief time it appeared that it might fall on its back. However, it fell back on its belly. Everything subsequent to the jolt till the aircraft fell back on its' belly was accompanied by the now famous voice recorder statement "Oh Shoot (?)".

Bruce immediately went aft to supervise deplaning passengers and I performed my duties of leading the crew to safety by way of the overhead escape hatch. I might add, that since the hatch opened inward I hit F/E Jack Mann in the head a couple of times just to prove that I was to lead them to safety on the top of the aircraft.

"As for damage to the aircraft, it suffered a sheared left main gear, damaged left flaps, two bent left propellers and a damaged left wingtip.

It was eventually flown gear down to DCA by Capt.

Larry Trimble. We later learned that we had struck unlighted dirt obstructions just off the end of the runway. This particular flight is poignant to me in that the ensuing investigation had the effect of delaying my marriage to Alice by ten days or so."

Charlie also added how a USO troop, headed by Frederick March, were passengers as far as Belem, the last stop before Natal. For a brief period while Bruce was in the cabin March sat in the right seat and thought he was steering the airplane (it was on autopilot). He had a big smile as he remarked: "Wait until I tell my wife about this".

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Mjr.General (later Lt.Gen'l) Harold L. George, Commander USAAF's Air Transport Command - the world's largest airline. Shown holding the commemorative scroll which outlines the historic flight of President Roosevelt to Casablanca.

A hazard to your health - "Wideawake Birds" (terns), by the thousands, roosting or flying near the runway at Ascension Island. There was always a 24-hour poker game in progress for the local entertainment of transient flight crews.

THE ICD - 1943 In late 1943 the ICD began a series of weather research flights using one of three specially equipped C-54's as ordered by Col.Fritz.

Among the special "top secret" instruments was the absolute (radio) altimeter.

Fritz's ATC Wing had one similar equipped C-54 and the third was operated by another airline. The research had to do with a deviation from the usual great circle "pressure pattern" flying, (or shortest distance) route. The original flight plan was plotted over a course with a minimum time, using the forecast winds. If it was later determined there was a big change in the wind pattern (or a deviation could be made to the more favorable course. weather), Within a year this became standard practice for trans-ocean trips.

Capt. Howard Hall started the research and directed the performance.

He was assisted by: H."Dutch" Holloway, Stan Stanton and Russ Dick; Navigators George Lucey and George Hafner; and Ed Minser, Chief of The Merchant Marine used this system for T&WA's Meteorology Dept. many years to plot their courses for the most favorable weather or winds with relation to an existing high or low pressure area. The marine Navigator observed a series of barometric readings to plot the center of a high or low system. The new radio altimeter enabled the aircraft Navigator to make the same observations while over the ocean. This time and fuel-saving procedure was a T&WA first.

From 11/22 to 11/27/43, Otis Bryan was again flying Pres. Roosevelt and party (the land portion to Cairo) for a meeting with Churchill.

On the Casablance trip, in January, Otis was a civilian (ICD) pilot but for this trip he was on active duty with the rank of Lt.Col. A new C-54A had been equipped with a special elevator to accommodate the President. On a side trip to Malta there was a problem with the hydraulic system; the landing gears had an alternate means of being lowered, but not the flaps, which required an extra 20 mph approach FDR was alerted to the situation and remarked: and landing speed.

"Well go ahead, take all precautions, and we will all have a good It was a successful landing without further incident. time".

The trip from Cairo to Teheran, and the summit meeting with Stalin, had a potential problem in that the President's physician would not permit flying above 8,000' due to his heart condition. Otis made a survey trip to Teheran and was certain this was possible as long as the weather permitted. Churchill flew in his own plane to Teheran. the weather was good for FDR's trip and he thoroughly Fortunately, enjoyed the flight and scenery.

At the end of 1943 the ICD 4-engine fleet consisted of 18 C-54s and 5 Strats. The two Boeing 247s used for training and checks were replaced by one C-47 and one C-49K. There were 1,689 total personnel, 634 in Flt Ops and 793 in maintenance. Payloads averaged 6,576 per flight with a total of 2,150 ocean crossings (273 in Dec) and 1,600 intercontinental (273 in Dec.). There were 548 departures from DCA (73 in Dec.). Average speed for the year was 179 mph (186 in Dec).

Total costs for all war Total expenditures amounted to $9,400,768. services was $15,000,000 which also included: the two schools, experimental radio tests, experimental tests of aircraft fuels, maintenance and overhaul services for Army and Navy aircraft, operation of a temporary Modification Center for military aircraft, operation of military aircraft within the US and assignment of trained technical personnel to the Army for special projects. T&WA received less than 3%, or about $450,000, in fees for the year 1943.

TO BE CONTINUED

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Capt. B.N. Aiken President & Director

Capt. W.T. Malone Secretary & Director

Capt. C.. W. Larcom Vice Pres./Pres. Elect & Director

Capt. W.R. Krepling Treasurer & Director Capt. G.M. Geurin Cony. Chmn. & Director

Capt. C.W. Basham Vice Pres. & Director

Capt. R.E. Long Chaplain & Director

774 Lullwater Road, NE Atlanta GA 30307-1238 August 15, 1992 Captain A. T. Humbles, Editor Rt. 2, Box 2900 Belhaven NC 27810 Dear A. T.: All of us enjoyed the interesting account by John Boyce of his experience, riding in the cab of the Missouri Pacific locomotive just as we did your story on railroading. Atlanta is a big railroad center with the latest technology of Piggy back trains in which tractor-trailer trucks are loaded on flat cars for overland transportation. Atlanta & West Point engine 290 (Lima, 1926 - 4-6-2), which formerly pulled the Crescent Limited between Atlanta and Montgomery, now operates as an excursion train on weekends, circling Atlanta. The deep note of her mighty whistle causes everyone of my generation to stop and wax sentimental.

Engineers were known by the sound of their whistle. They would crack the valve and bleed some pressure through, giving off a soft mournful sound. As the whistle heated from the steam, they would let go with a blast that brought terror to the hearts of the fearless. Finally they would partially close the valve and let the sound gently fade. Some could play the whippoorwill call on their whistles. It was a sort of signature. That is probably the reason why John Boyce's dad would not let him blow the whistle of his locomotive. Many of us who have retired from Eastern Air Lines still carry our 992-B and 950-B Hamilton railroad watches which, at one ti me, was a fad. My dad began his career as a telegrapher in Barton, Alabama and ended up as treasurer of the Coca-Cola Company. Just the other day, I saw two hobos, which is rare because the diesel engines pick up speed so rapidly and travel so fast that none can nail a drag. Railroading will always be interesting and we thank you and John Boyce for your interesting accounts. We continue to enjoy TARPA TOPICS. It is beautifully done.

Yours sincerely.

Secretary & Editor

BUCKET SEAT VIP

By Goldy Goldthorpe During WW2 airline flights were solidly booked with high priority passengers so a mere "spade" (non-rev pass holder) had little chance of getting a seat. However, then as now, airline employees were quite resourceful and soon discovered that cargo flight bucket seats were available when not blocked out by freight.

When returning to my ICD flight radio operator duties after vacationing in Illinois I found all passenger flights from CGO were sold out so caught a cargo job bound for my DCA base with one stop at Pittsburgh. Two other non-revs were already on board, dick, a Chicago mechanic and Shirley a Kansas City Res agent bound for New York. The cabin was three quarters Loaded with cargo Leaving only a passageway Leading to the cockpit and an open area in the rear containing metal bucket seats.

After take-off Shirley headed for the cockpit to say 'Hello' to the crew and to offer making coffee for us all on the hot plate up there. Dick decided to investigate a Large, tarp covered object located against the rear bulkhead. It proved to be a standard passenger seat still bolted to the floor complete with seat belt and ash trey.

Between us we cleaned most of the grime off the seat before Shirley returned with three paper cups of coffee, a can of Carnation and sugar envelopes, so we Let her sit on the 'throne' as compensation. Dick retarped it before Landing at PIT just in case.

When heading for the Allegheny County Airport terminal I noticed we had parked beside another TWA plane probably Flt 54 which was Loading passengers, but thought nothing of it. Finding nothing of interest in the terminal I returned to the freighter and was about to select a bucket seat when a piece of expensive luggage was thrust into the cabin followed by a well dressed business man. I helped him up and accented his ticket, boarding passes having yet to be invented. He glanced around, snorted and said: "I know there is a war on but THIS is ridiculous!"

Escorting him to a blanket covered bucket seat I excused myself and hurried to the terminal. I figured he probably should have been on the other flight which was in the process of taking off, and I was correct. After checking we found that he was a VIP enroute to DCA for a White House meeting next morning. Also he was a friend and business associate of our elusive yet somehow omnipresent owner!

The station manager Lost no time setting up a conference cal" with LGA and MKC, not on the Long Line or even on TWX but on Bell-wire no Less and hang the cost! It was decided against returning Flt 54 es east coast weather made the LGA-DCA connection doubtful and the VIP just had to attend that meeting. MKC had the final word directing us to "Give him the Red Carpet treatment" before passing the buck back to us.

Well, we skipped the red carpet but ordered a chicken dinner from the kitchen, the Captain headed for the plane to mollify our VIP, Dick followed to fix up the tarred passenger seat, Shirley was issued a spare hostess cap and serving trey and I was handed an ice bucket with a bottle of wine, both domestic. The agent asked: "You know how to open it?" and when I replied : "Sure, just twist off the meta L can" glanced at me in disbelief, handed me a Large corkscrew and said: "Give it to the F/0.

He'll know what to do with it!"

You know, the flight went pretty well at that. The Captain invited our guest into the cockpit where he watched the take-off from the jump seat. After reaching cruising they Let him get in the right seat and even 'steer' the plane a bit. He was quite pleased with himself when he returned to the cabin and was assisted into the recently dry cleaned seat. He seemed to enjoy the reheated chicken and the chilled wine even 'the it was served in a decorator Dixie cup. Most important he arrived in p lenty of time to breakfast with Tommy-the-Cork, Harry-the-Hop or maybe even the "Boss" himself.

We understand after the meeting he dictated a Letter that went something Like this:"Dear Howard: I had a wonderful. trip on your Airline Last night. They rolled out an airplane just for me and even Let me fly it for awhile...."

Of course that airplane hadn't been rolled out just for him as it also hauled a profitable Load of freight, but Mr. VIP didn't know that. I'LL bet the tool company did, 'tho.

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NOTES FROM DICK BECK Riots Looking back to the Los Angeles riots that occurred in May 1992, it became clear to me they were indicative of a loss of human morality and dignity in one small part of America.

There were over 5000 fires, 10,164 arrests, 51 dead, 2328 injuries and a loss of businesses that ran into untold millions.

At the height of their intensity, they had developed into anarchy. They were a segment of society without Government and without law. [May we add without God, too, Dick?]

EARTHQUAKE It was the first sizeable one that either Lou or I have ever experienced.

It occurred at 5:00 AM, June 28, and was centered close to Yucca Valley, CA. It measured 7.4 on the Richter scale.

We were awakened when our bed started shaking violently. (I could make a comment here, but I will only say "Not true") We both headed for the front door, opened it and stood under the frame.

All of our nieghbor in our little cul-de-sac did the same. Only one man appeared to be bare-assed naked - but it really didn't matter!

The after-shock occurred at 8:00 AM and it seemed to be more violent. The whole house was shaking. Lou was walking through the kitchen and had to brace herself by holding on to the sink. I was sitting down, naturally. It was located near the California Big Bear resort area. The Richter scale was 6.4.

Our only damage was minimal...books knocked out of the bookcase, several broken vases and a few overturned lamps. Since our house was all wood, it was able to rock and sway. * * * * * * I'm sure many of us remember Jerry Lederer. He is President Emeritus of the Flight Safety Foundation and was a pioneer in the field of aviation safety.

The Industry knows him as "Mr. Aviation Safety".

He sent me one of his recently published articles. Attached to it as a post script he made a couple of observations. I quote: "No man is completely worthless. He can always serve as a bad example".

"Logic is an organized system for going wrong with confidence".

P.S I have an article coming along on railroading - "The West Coast Amtrak".

Parky sent this in; Remember this, if you work for a man, in Heaven's name work for him. If he pays you wages which supply you bread and butter, work for him; speak well of him; stand by him and stand by the institution he represents. If put to a pinch, an ounce of loyalty is worth a pound of cleverness. If you must vilify, condemn and eternally disparage - resign your position, and when you are outside, damn to your heart's content, but as long as you are a part of the institution do not condemn it. If you do that, you are loosening the tendrils that are holding you to the institution, and at the first high wind that comes along, you will be uprooted and blown away, and probably will never know the reason why...... ELBERT HUBBARD. * * * * * * Bill Cox called to suggest now is an opportune time for all of us to try to help TWA regain its market and its status in the eyes of the travelling public by volunteering locally to our sales representatives. There is much that we can contribute if we put our minds to doing so. We owe it out of our loyalty and our years of dedicated service can still be added to. Our TWA active employees surely need all the help they can get. Visits to travel agencies, plugging TWA with neighbors, friends, relatives and strangers can all contribute to restoring the well-being of a GREAT AIRLINE!

A

' PILOT S

VIEWPOINT

by Captain Dick Beck

The Airport Baggage Handler bination lock.

2. Quite unknown to me, someone might have been conducting a personal vendetta towards me and could have forcibly removed the handle with a hacksaw, sledge hammer, crow bar, or cutting torch.

This is a distant possibility since, even though I consider myself to be an easy-going, happy, lovable person, there may be others who view me as inconsiderate, vindictive, mean, and snarly.

3. Unknown to my company, there may exist a baggage handler at Frankfurt, Zurich, Athens, or Tel Aviv, who has spent long and arduous hours practicing the art of dropping Halliburtons to the ground from a pre-determined height in such a manner that they will always land on their handles, thus breaking them off. Since these suitcases have caused such deep "baggage frustration among the handling fraternity," I am fairly confident that this explanation is the most valid of all.

Since I was eastbound on this New York-Hong Kong trip, I suddenly discovered the magnitude of the problem with which I was faced in attempting to transport my belongings in a container with no handle. My belongings, it must be remembered, always include all those little niceties of life gthat pa somewhat senior and agein Ca -tainhsbecomutd, and the total sum of their weight is certainly not inconsequential.

As a result, when I observed hotel bell boys straining and groanSpeculations ing with my equipment, my con1. Since the handle was con- science forced me to tip them a structed of an attractive, hardened, little extra.

When I was forced to carry this durable, and thick plastic, and since the ends of the handle were baggage myself, I found that it was embedded in stainless steel posts a feat that required a study in that emanate from the body of the death and then considerable dexsuitcase, this combination of beauty terity in execution. After many fuand strength may have had an tile attempts, the best result attainoverwhelming appeal to a some- able was to place my flight kit on what impoverished, overworked, top of the Halliburton and then, with the aid of interested spectaand underpaid baggage handler.

If this were true, he would only tors, place the whole unit on top of have had to open the suitcase, my head. undo the bolts from the handle, Several excursions past crowded and walk off with his prize. I found airport ticket counters and through this theory to have little credence busy hotel lobbies caused me to since my suitcase boasts of a com - abandon this procedure, not be 99 AIRPORT WORLD • DECEMBER 1969 Having been a pilot for over 32 years, one can imagine that I have owned many suitcases of various sizes, shapes, brands and flavors.

Taking all factors into consideration such as durability, weight, utility, ease of packing and, of course, the ability of my First Officers to handle my luggage for me, I finally settled on an aluminum Halliburton.

I was also greatly influenced by the fact that investigations have revealed the emergence of a totally new and unheard of philosophy among baggage handlers: namely, they have given up trying to break aluminum suitcases.

Years ago, I have actually seen this luggage tossed from the belly compartment of a Boeing 707 to the concrete below and, other than a few minor scratches and abrasions, there was no damage incurred what-so-ever.

Accordingly, I recently purchased a shiny, new, three-suiter Halliburton suitcase.

A few weeks ago, my Halliburton was loaded on board the second leg of my flight to Hong Kong, a segment from Frankfurt to Tel Aviv with stops at Zurich and Athens. When my bag arrived in Customs at Lod Airport in Israel, I found that the handle was completely missing.

The loss of this most important ap pendage gave rise to a number of speculations , some of which I felt might have highly significant implications.

cause of any embarrassment as people stared at me, but mainly because of the severe headaches that resulted, the great fatigue incurred in my arms while balancing and holding this load, and the fact that the top of my cranium was being considerably flattened out. "

Tump " Line Remembering that the Indians living in the northern provinces of Canada were able to transport huge loads on their backs by tying the parcels with a leather "tump" line that extended from the load around their forehead and then back again, I tried to buy such a device.

But people in Asia had never heard of a "tump" line. Even the purchase of a "peculla" was impossible—that long, flexible pole that rides across the shoulders with a load suspended from each end.

Solicitation of aid from groups of small boys, hiring of special conveyances, and even pleadings for help from my crew all proved to be of no avail. Accordingly, I was forced to empty my suitcase and s hip it home by air cargo.

As for my personal belongings?

These I dumped into a large bandanna handkerchief which I attached to the end of a stout stick and carried over my shoulder.

On my return to New York, I proceeded to Customs Inspection at the International Arrivals Building at Kennedy Airport. When I tossed this cumbersome bundle on the counter, one of the Inspectors walked over staring wide-eyed at this large, colorful, and somewhat misshapen package of mine.

Finally he threw his book down, looked over at me and said: "Captain, we've all known for years that, considering all of the travelers we see pass through here, you guys are the ultimate in `feather merchants.' I wouldn't dare ask you to untie that thing. Go home. You're cleared!!"

NEW MEMBERS & SUBSCRIBERS

- WELCOME

10-04-1992

(A) BAKER, RONALD E. F/O (BARBARA)

(A) BLAKE, WAYNE H. F/O

111 W.WATER ST

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LOCK HAVEN PA 17745

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801-628-4339

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12322 E. DOUBLETREE

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HENRY, HARLEY F/E (MURIEL)

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P.O.BOX 145

(S)

43-660 SKYWARD WAY

SOUTH THOMESTON ME 04858

LA QUINTA CA 92253

207-594-7725

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(R) KUPFERBERG, ROBERT B. (BOB) CAPT (MARIT)

4308 WIMBLEDON DRIVE

7387 RETREAT DR.

LAWRENCE KS 66041

LAKE TOMAHAWK WI 54539

913-841-5045 FAX 913-841-6161

715-277-3992

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(R) KUPFERBERG, ROBERT B. (BOB) CAPT (MARIT)

19001 RALEIGH PLACE

1387 RETREAT DR. LAKE TOMAHAWK WI 54539

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SUMMER

408-252-4597

715-277-3992

(R)

(R) MABREY, ROBERT E. CAPT (MARGARET)

LOVELESS, KIM M. CAPT (NANCY)

882 MANOR WAY

8114 N.W. PLEASANT FORD

(S)

SUMMER

PARKVILLE MO 64152

LOS ALTOS CA 94022

816-741-5625

415-967-1857

(R) NAIL, ROGER CAPT JEANETTE

MCGREW, MELVA (MEL) MRS

7139 WINTERWOOD LANE

1285 WELLINGTON AVE. WILMINGTON NC 28401

DALLAS TX 75248-5245

919-392-1242

214-233-4970 800-825-4190

(R) OPEL, FRED CAPT (JEAN)

(R) PAKULSKI, JOHN R. F/E

21430 VAI AVENUE

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CUPERTINO CA 95010

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305-111-1372

100

NEW MEMBERS & SUBSCRIBERS-- WELCOME 10-04-1992

(R) ROACH, PAUL B. CAPT

(R) RAST, Jr., JACOB P. (JAKE) CAPT. (RITA)

P.O. BOX 12108

2985 LANDAU COURT ST. CHARLES, MO 63301

PARKVILLE MO 64152

314-946-6401

816-587-0061

(R) ROUTH, ROBERT W. (BOB) F/0

(A) SPEAR, CHARLES A. (BUDDY) CAPT (MARY-JO

(REBE

69 CARR ROAD

308 QUAY ASSISI NEW SMYRNA BEACH FL 32169

DUXBURY MA 02332

904-426-2911

611-837-3315

(R) STRICKLAND, EDWARD E. CAPT

(S) SPURLOCK, LASSITER KR. 2515 HAWTHORNE AVE.

39 ARENIDA CORONA

LOUISVILLE KY 40205

RANCHO PALOS VERDES CA 90214 310-833-0934

(R) THOMPSON, C. E. (TOMMY) CAPT

(GLAD

(R) TURNER, DAVID C. CAPT (VALERIE)

P.O.BOX 1250

225 TREASURE ROAD

DILLON CO 80435

FAIRFIELD CT 06430

303-262-0884

203-255-2346

(R) ZACHEM, JON N. CAPT (NANCY)

(A)

ZAMOLYI, LASLO L., JR F/0(JOANNE)

2088 HARMONY CT.

3670 WALT WHITMAN LANE

LEXINGTON KY 40502

BETHLEHEM PA 18017

606-268-4561

215-865-3811

(A) ZASIO, ARTHUR R. (ART) CAPT

(DEE)

(R)

ZIMBLEMAN, JAMES O.

21916 STRAWBERRY LANE

RR 1, BOX 23

CANYON LAKE CA 92587

FULLERTON ND 58441

714-244-0123

701-315-6621

(R) Ganse, Larry (Lola) 19131 Orchard Trail Lakeville, MN 55044 612 592 5020

CAPT

(R) Longley, Russell G. 13206 W. 66th. Terrace Shawnee, KS 66216 913 631 0592

(R) Jamieson, Kenneth R. (Sandy) P.O. Box 1812 Sand Point, ID 83864 208 265 2634

(R) Steinbis, Raymond E. 370 Parkside Drive Sycamore, IL 60178 815 895 5498

Father: "Now, Tommy, remember to be good while I'm gone." Tommy: "I will, Dad, for a dollar." Father: "Son, I'm really surprised at you. When I was your age, I was good for nothing!"

101

ADDRESS & PHONE CHANGES & CORRECTIONS 10-04-1992

(R) BAILEY, STANLEY E. CAPT.

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

(SHYRL)

4105 HIGHWAY 395 NORTH

857 OAKWOOD DRIVE

CARSON

MELBOURNE, FL 32940

CITY,

NV

89704

(OCT 15-MAY 15)

407-254-5508

102-849-1211

(R) BORGMIER, GEORGE E. CAPT.

(R) BLESCH, WILLIAM F. CAPT (BARBARA)

(TRUDY)

11017 ACADEMY RIOGE NE

P.0.BOX 160603 BIG SKY, MT 59716

ABUQUERQUE

(JUNE-OCT)

,

NM

81111

505-292-7671

406-995-2422

(R) COLLINS, JOHN CAPT.

(R) GORCZYCA, LOUIS F. CAPT.

(PATTIE JEAN)

1616-102 W.CAPE CORAL PKY

28441 LA PLUMOSA

CAPE CORAL FL 33914

LAGUNA NIGUEL CA 92656

603-279-6997(S) 813-549-2502 (W)

714-831-8441

(MARIANNE)

(H) HENDRIX, CLAIRE MRS JAMES M.

(R) GUEST, WILLIAM F. (BILL) CAPT (LOUISE) 101 RAINBOW DR.,APT 2665

1590 WATERWHEEL DR., APT4 12

LIVINGSTON TX 77351-9300

SACRAMENTO CA 95833

(H) HUPE, DORIS H. MRS. 415

MAIN,BOX

PERRY,

KS

(CONNIE)

(H) KACHNER, WILMA JEAN MRS. (HAROLD)

(DALE)

9076 GREENSPOINTE LANE

235

HIGHLAND RANCH, CO 80126

66073

913-597-5283

(H) McCONNELL, EILEEN MRS.

(E) MONTGOMERY, JOHN M. CAPT.

(CHUCK)

1440 FALLENLEAF LANE

2251 VIEW DR.

LOS ALTOS, CA 94024

PRESCOTT, AZ 86301-2553

(BETTY)

415-967-1385

(E) MORRISON, JOHN R. CAPT.

(R) RALSTON, RONALD C. CAPT.

PO BOX 6177

4551 SANTA MONICA AVE.

CARMEL CA 93921-6177

SAN DIEGO CA 92107

(HELEN)

619-223-7593

(R) RICHEY, JOHN E. CAPT.

(H) RAMEY, CHRISTINE MRS. (HAROLD) 3753 S.E.NATANZAS

279 HENLEY DRIVE

STUART FL 34996

NAPLES FL 33942

(MARILLYN)

401-335-9543

(R) RIPPEL, WAYNE K.

(R) RUEGE, FRANKLIN R. CAPT.

CAPT.

RR 1, BOX 213

201 ARBOR LAKE DR., APT 205

TUNAS MO 65764-9631

NAPLES, FL 33963 813-598-2456

102

ADDRESS & PHONE CHANGES & CORRECTIONS 10-04-1992

(S) SMITH, PHYLLIS WELLS MRS

(R) SCHNEBELT, EUGENE L. CAPT JANE P.O. BOX 421113

6213 ASH ST.

SUMMERLAND KEY FL 33042-1113

SHAWNEE MISSION KS 66205-3006

305-745-8801

(R)

THOMPSON, LEWIS W.

CAPT.

(JUDY)

2801 S.E. FARLEY ROAD,

"

RUDY" CAPT.

1925 GREENBRIAR LANE

PORT ST. LUCIE FL 34952

(NOV-MAY)

401-331-3695

(A) WETHERELL, RICHARD J.

(E) TRUESDALE, HAROLD W. EUREKA, CA 95503 707-445-8036

CAPT. (DREAMA)

(A) WHITAKER, LEWIS LEW CAPT

24825 DODDS ROAD

5 RIVER ROAD,SUITE 330

BEND, OR 97701

WILTON CT 06897 203-849-1989

(R) WILKINSON, THOMAS G.

CAPT.

(DIANE) (R) Sailors, Roger W. (Audrey)

1517 E. LACOSTA DR. CHANDLER , AZ 85249

(OCT 1-MAY 31)

18254 136th Avenue Sun City West, AZ 85375 602 546 1706

(DOROTHY)

A PILOT'S PRAYER

104