1993.05.TARPA_TOPICS

CRUISE SPACE STILL AVAILABLE GRAPEVINE BY JOHN HAPPY 1933 & 1943 BY ED BETTS

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA MAY 1993

Captain Joseph S. McCombs

THIS EDITION DEDICATED TO THE MEMORY OF JOE McCOMBS

TARPA TOPICS PUBLISHED QUARTERLY BY THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA 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 CCNTRIBUTING EDITOR & HISTORIAN 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.

DEDICATED TO THE PIONEERS OF TODAY'S TRANS WORLD AIRLINES WHOSE VISION, EFFORT AND PERSEVERANCE MADE IT ALL POSSIBLE, WE EXPRESS OUR SINCERE GRATITUDE.

President's Message April, 1992 Our March Executive Committee meeting in St. Louis was cancelled by 10 or 15 inches of snow. So now we are going to try the 19-20 April.

Dick Guillan, our esteemed Secretary/Treasurer, has stepped down for personal reasons and I'd like to thank him for the fine job he did for us when we really needed help. Dick is a fun guy to be around and we will miss his style - even his pipe.

Our new Secretary/Treasurer is Dick Davis of San Diego convention His skills are well known after the great job he and Carl fame.

Schmidt did for us. His address is shown in the Membership Directory.

We are also losing the Editor of the Topics. A. T. Humbles has decided to take a rest after so much work producing the Topics all these years. Just think how much pleasure we all get from the Topics and we can thank A. T. for the many issues of quality reading.

Now the search begins to find someone to take it on for awhile.

It's a very big job and requires devotion higher than most.

Remember that A. T. had the support and help of his wife Betty.

Without that family assistance the job could be a bummer, so ask you-know-who before you volunteer.

The rush for cabins has slowed and there is still plenty of room available for the convention cruise. I would like to extend a special invitation to the new retirees and associate members.

These conventions are a real blast and the price is right.

In closing, a special thanks to Chuck Hasler for all the effort he puts into these TARPA cruises. Chuck is a volunteer like the rest of us and is unpaid.

See you at sea,

Jack Donlan

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449 Santa Fe Dr., #200 Encinitas, CA, 92024 SECRETARY / TREASURER REPORT Change is what the nation voted for in the recent election, and change is what is happening at every level! Capt's Guillan and Humbles have both elected to leave the Board of Directors, and the positions of Sect./Treas. and Editor of the TARPA Topics. More changes are in the wind. The "Old Guard" is giving way! Those who felt their opinions were not wanted can now step forward. We will be lucky indeed if our organization continues to prosper as it has under the guidance of these fine gentlemen.

Some errors have already occurred, as I learn the ropes of my new job. Bear with me, and keep your sense of humor. I'll appreciate any corrections and suggestions you care to send.

We no longer request the Post Office to return undeliverable "TOPICS", (a saving of $2.00 plus each), but now request a notification of change of address. ($.35) This has unleashed a flood of "Temporarily Away" notices.

What is that? How long? What do we do with the next mailing? The Post Office shrugs its shoulders.

If I get two consecutive notices, should I halt your mail, and wait till I hear from you ???

The address above is for a "Mail Box", as I have suffered mail theft at my street address. Checks were stolen during the convention, creating an unhappy situation all around. Please use the above address for all TARPA business, instead of my home address in the directory.

Several of you have sent notes of encouragement. Thank you ! It is nice to hear from everyone.

Late notices were sent out in mid March. Check the address label on this issue of the TOPICS. If it shows a ninety-two, "92", you are delinquent on your dues, and this is your last issue.

Hang in there !!

Regards,

Richard A. Davis Secretary/Treasurer

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TO: SUBJECT: FROM: DATE:

OFFICERS AND DIRECTORS OF TARPA NOTES AND DATA ON THE DIRECTED ACCOUNT PLAN R. C. Sherman, 2nd. Vice President April 8, 1993

Following is a tally of the selection sheets returned in March.

Numbers and amounts are approximate.

SELECTION Total Fix.Ann. Var.Ann. Leave DAP Stay DA

NUMBER

AMT($MIL)

1400 97 120

295.9 15.7 19.2 85 176

% OF TOT AMT 100.0 5.3 6.5 28.7 59.5

Since not nearly enough people chose the Variable Annuity ( based on two index funds under the auspices of an insurance company), the approx. 120 will have to "re-bid". There will be other variable annuities offered.

Monthly payments will probably be less since the insurance company would be doing the investing; a more costly arrangement. By now you should have their quotes.

Meanwhile our money is still invested in the old B-Plan funds except that the managers and the assets they manage are being realigned towards having everyone's DAP choices in place by June 30.

This requires skillful negotiations to transfer as many of the securities as possible into the funds and managers that will remain in the DAP, rather than the more costly process of selling and repurchasing.

Investment performance for the last quarter of 1992 was approx. 4%. It appears that it was approx. 2% for the first quarter of 1993. June 30th. should mark the last of the "group performance" reports; from then on everyone's gains or losses will be related to their chosen investments.

A condensed, overall look at 1992's results follow.

ITEM 8 DOM.MGRS 3 INTL MGR 3 REAL EST CASH TRUSTEES ADMIN.

ASSETS

FEES(COSTS)

FEES/AVE.ASSETS

$733.6M 126.6 43.6 48.9 xx xx

$1,195.6K 345.2 567.5 xx 408.7 237.2*

0.165% 0.276 1.284 xx 0.043 0.025

$952.7

$2,754.7

0.293%

*includes $236.4k of earnings on security commissions & lending.

Al Mundo, longtime Chairman of the Investment Committee, who brought the Committee from its shaky beginnings, thru independence from TWA and into a professional body with an outstanding staff, turned the reins over to Joe Montanaro at the February meeting.

3

SENATOR JACK DANFORTH PRESENTED RECOGNITION PLAQUE BY TARPA Captain John Gratz handled the ceremony in St. Louis in giving our friend, U.S. Senator Jack Danforth of Missouri, a plaque from TARPA showing our appreciation for his support via his Bill which hastened the exit of Icahn from the property and preserving the integrity of pension rights of Trans World Airline employees. Hopefully, our once great airline can now get back on track and regain its stability and profitability.

Capt. Gratz says, A.T., here are some pictures of Danforth presentation. It went very well . I wrote the enclosed letter for inclusion in TARPA TOPICS if appropriate .

[John, we appreciate your article being print-ready and is on the following pages. As per your usual performance, you did a great job!]

Picture below, left to right; CAPT FRED WHITE, ALPA TWA MEC CAPT. JOHN GRATZ, TWA RETIRED SENATOR JACK DANFORTH CAPT. BILL COMPTON, CHAIRMAN MEC

4

Dear A. T.: Senator John C. "Jack" Danforth was given special recognition from TARPA, Monday, February 22, 1993. A plaque featuring TWA pilots wings, a written sentiment and a representation of a Boeing 747 was procured by Captain Walt Gunn who spearheaded the entire program.

Walt asked me to make the presentation and began the coordination of schedules. Walt and I discussed and then agreed upon the desirability of having MEC Chairman, Bill Compton join in the presentation.

Bill Compton, the person most responsible for the departure of Carl Icahn, had worked with Senator Danforth for several years and served as a sort of Master of Ceremonies making a few remarks before introducing me and Captain Fred White of TARPA. Fred has been a member of TARPA for some time, but has only recently retired from TWA and as TWA MEC Vice Chairman.

Bill Compton opened the event by observing that in addition to the thousands of working TWA employees in Missouri, the USA and around the world, there was also a large almost equal number of retired pilots and others.

In my remarks I mentioned that most retirees and working employees spend their entire working lives with TWA and therefore had formed real attachments to the company. Such feelings are surely because of the ongoing benefits, but in large measure such feelings are also a sentimental result of a life's work. I pointed out that I, along with hundreds of other retirees, had run the gamut from Howard Hughes to Carl Icahn.

Senator Danforth was very gracious in his remarks thanking TARPA and Captain Gunn. He said his efforts to help had many difficult moments, but at the same time it was most rewarding.

He said that he believed in our people, our cause and the necessity to preserve TWA and was proud and pleased to see that we now have an opportunity to make it.

5

It was only a few minutes Monday afternoon, but it was one of the good things to do for TARPA and TWA. After the presentation and the departure of Senator Danforth, Bill Compton gave a brief progress report to me and Fred and several active pilots who were in attendance.

Bill pointed out that many hurdles remain but on balance progress has been satisfactory regarding the emergence from bankruptcy. It is hoped for in the Spring. Business is in the usual first quarter slump, but the pilots are once again pitching in with dollars and voluntary promotions to pump things up.

This time there is close coordination with the IAM and IFFA. As things develop Compton said he would welcome help from TARPA members.

Finally, Compton said that the occasion should not conclude without a clear understanding that the battle to oust Icahn and the battle for survival have been also aided by Congressman Gephardt, Senator Bond and other members of Congress. They all deserve our gratitude.

Sincerely,

6

TWA MEC AIR LINE PILOTS ASSOCIATION 1801 PARK 270 DRIVE U SUITE 260, BUILDING II 0 ST. LOUIS, MISSOURI 63146-4011 0 (314) 542-0300

March 5, 1993

The Honorable John C. Danforth United States Senate Washington DC, 20510 Attention: Rob McDonald Dear Senator Danforth: It is not often we get the opportunity to show you how much we appreciate your efforts on behalf of Trans World Airlines, its employees, and the communities it serves. That is why I felt privileged to be a part of the presentation to you by The Active Retired Pilots Association of TWA on February 22. The plaque is a small token of their gratitude, a brief expression of their respect for your work on behalf of everyone in the extended TWA family.

I can personally assure you that those sentiments are fully reflected throughout the current work force as well.

Thank you also for making available a few moments to discuss some of the ongoing attempts to improve TWA's position through coordinated actions by both the public and private sectors. As you know, the information packets we left with you and your staff outline the recent achievements and changes for the better at TWA. It also suggests some measures that can now be taken to build on our progress. We appreciate you making your staff available for further contacts by us in the future to answer any questions you might have and to further explore ways to mutually benefit your constituents, TWA, and its employees.

We feel that TWA's continuing success is critical to the health and well being of Missouri and its economy. As we discussed, my Government Affairs Committee Chairman, Larry Garrett, and I have recently been meeting with many other federal, state, and local leaders in both the public and private sectors to convey that message and generate actions that help continue TWA's recent successes. We will be happy to share with you and your staff the results of those and other recent activities.

Thank you again for accepting our small expression of a much greater appreciation. And as always, I look forward to continuing our efforts together.

Sincerely,

William F. Compton Chairman TWA MEC WFC/LG/bj cc: TWA MEC Management Committee Labor Advisory Committee J. P. Gratz/TARPA James Spiotto

7

Pat & Chuck Hasler

In answer to your question on page 16 of the Nov. '92 TARPA topics about how were we going to top that great Hospitality room at San Diego by Schmidt, Davis, & Buchanan (and it was fabulous)? Well, we finally came up with the idea of having our ship "The Sovereign of the Seas" tow a man-made island on raft, complete with palm trees, etc. which would serve as our Hospitality a The cruise lines approved of the idea and it all looked great until last room. month when the Caribbean Maritime Commission got into the act and vetoed the idea.

The reason they gave was that after the happy hour every day they thought that too many people would be lost in the shark infested waters as they were returning to the ship.

We tried Dave, but guess the island will have to be moved back to the ship bmackotvhesdip.

To Dave Davies,

OPTIONAL SHORE EXCURSIONS ON THE CONVENTION CRUISE AT-ST_ THOMAS-SAN JUAN-COCOCAY

ST. THOMAS, U.S.V.I.

11

ST. THOMAS, U.S.V.I.

ST. THOMAS, U.S.V.I.

PUERTO RICO

CocoCAY

PUERTO RICO

SAN JUAN

Here we go on another edition of TARPA TOPICS. I always hope this next one will be a better one. I get so busy just before going to press I don't adequately proof read the material.

You were all good to me re the last issue. It was really fouled up with pages in the wrong place. I fully expected a deluge of letters pointing out the glaring mistakes. The manager of the print shop was really disappointed and apologetic .

Rather than bore you with a long explanation I will just say the girl who had always done the setup had left the job and a new girl misplaced the pages. I always give them the stuff in the right order and it is printed four pages at a time and when setting up the four pages one has to remember it is like looking in a mirror arranging them so that is how the mistakes were made. Had I not just been let out of the hospital I would have caught it but my son picked the stuff up for me and, as it was already some late, we were anxious to get the labels on and to the postoffice on its way. Actually, later Betty was reading it and noticed the first mistake.

This issue is dedicated to the memory of Joe McCombs. Luckily, Jean had the nice picture you see on the front cover. It was too rushed for us to do something like this in the February issue so John Happy volunteered to do an article on Joe compiling contributions from various ones. We all owe Captain McCombs a huge debt of gratitude for his work in our behalf in ALPA and, especially, his tremendous contribution to TARPA. He spent many long hours at the computer doing our TARPA work and I miss his early morning calls. Quite often he would call me at about eight a.m. our time which meant he was at work at six mountain time. And, as they say, behind every good man is a good woman and he had that in Miss Jean. * * * * * * From Goldie Goldthorpe; Dear A.T. - Here's the skit on BW-1. [Appears elsewhere]. Ernie Gann was right when he said anyone who ever experienced Greenland first hand will never forget the fantastic sight.

I sent Vern Lowell a copy of my first draft of "Bluie West One Won" for his approval. He replied right away saying, "I recall the flight as if it was yesterday, the one uphill runway, the Eskimo village. We landed into the mountain and took off downhill".

As one of the most professionable, unflappable pilots I know, Vern was impressed

by Greenland too .... Very best regards, Goldy.

We hear Jay Colpitts has returned to line flying-on Trans World Airlines and that Larry Hecker will assume the position of Senior Vice President of Flight Operations.

ZIGGY Isn't there something a little bit contradictory about driving an air-conditioned car from an air-conditioned home to an air-conditioned office and then going to the steam room to work up a sweat?

A frightened homeowner excitedly reported to police that he had been struck down in the dark outside his back door by an unknown assailant. A young policeman was sent to the scene of the crime to investigate and soon returned to headquarters with a lump on his forehead and a glum look on his face. "I solved the case," he muttered. "Amazingly fast work, how did you do it?"

I stepped on the rake too, sir the rookie replies.

17

From Bob Parker in Lithonia, GA; Dear A.T. & Betty - Just received my copy of TARPA TOPICS and immediately sat down and perused it thoroughly, as usual. I really look forward to its arrival each quarter. I don't know how you have time to do all that you do on TARPA TOPICS, but I, for one, want you to know that I really appreciate it very much.

I noticed that P. Richard Cushing's name was inadvertently omitted from the FLOWN WEST column. We received a call from his daughter sometime in January informing us of his death on Dec. 15 in Raleigh, NC, of cancer of the lungs. Unfortunately, I don't have any details or any of his obituary to contribute. All that I can positively state is that he came to work for TWA in August of 1964 and took early retirement about three years ago.

We're doing fine here in Georgia, mostly healthy and happy. Hope that you and Betty are doing the same. Surely glad that Betty is back to her old self again -I hope! Sorry to be the bearer of sad news....As ever, Bob. [Bob, I didn't know Dick Cushing and am sorry to hear of his demise. We usually limit the FLOWN WEST section to TARPA members and families. I find no record of Capt. Cushing being a member. The Skyliner usually carries notices of deaths although sometimes they are very late and inaccurate. We had fun flying the Martins at Newark, didn't we? Best regards, A.T.] * * * * * * From Bob and Dorothy Flett in Woodland Park, CO; Dear A.T. - Many thanks for the mailing that you sent me just after the Colorado Springs convention.

I just saw in a Seniors newsletter that LeRoy Smith has gone west (13 Jan.) and thought you might like to have some memories, if so; I enjoyed his quiet friendly wit. We were on a morning Connie flight out of Newark to Chicago and hadn't been up very long until one of the girls came up front from serving breakfast. She was in tears and didn't want to go back to the cabin anymore. LeRoy listened to her story about how some un-regenerate New Yorker has been too rude and insulting.

He tried to re-assure her and, when the tears were finished and dried off pretty well, he looked at her with those clear, brown eyes and said, "Cheer up, dear, it will get worse!" She did a double-take, smiled a little and went on back.

Les Munger's wife's passing away was in the same newsletter. I dropped him a note to express thanks for his honesty and purpose as Chief Pilot at KC while I flew from there.

Harold Aikin's passing was listed also. What a friend and comedian he was!

A fine Captain, for all his clowning. He always had a beneficial outlook and solution in mind.

Dorothy and I keep busy here and are in good health. Sincerely appreciate all your good work for us and hope to have time for another convention soon COS was such a good one!..... Bob. [Bob, I agree, Mary and Clif Sparrow put on a mighty good show at Colorado Springs and the last one at San Diego was a well-run and most enjoyable event.] * * * * * * From Chuck Tiseo in Summerland Key, FL; I would like to take you gentlemen back a few years. When SFO was a fairly new domicile. There were 12 crews flying DC-3's to ABQ. The stay in ABQ was the Hilton and the big steaks were around the corner.

I reported to the Chief Pilot of SFO January 1946. His name was Lloyd W. Olson and he had moved up from Burbank to fill the new position. Working for the gentleman was a real pleasure. We still have a few good men left from this era but I'm sorry to see Ole "Go West" ..... Chuck..And he says, I had to send this, A.T., because it goes back to the good old days. [Chuck, hello to that goodlooking Toni, have fond memories of our Portugal tour with yawl.]

18

From Dick Murray in Naples, FL; On page 16 of the February 93 TARPA TOPICS you mentioned that you read the Virgo piece each day and that a particular horoscope made you humble. That. reminded me of a poem that I came across recently that seemed appropo to the subject of humility. What do you think?...Regards, Dick...P.S. Getting married March 26th for the second time. Someone described the adventure as a triumph of hope over experience.

[Dick, another rather humbling item to me is that the dictionary carries the definition of humbles as the entrails of a deer! Poem you sent follows.]

SOMETIME There is a U.S. Customs inspector in Maryland who collects airline insignia.

He sent us some pictures of what he has and he has an impressionable museum. He is lacking some of the early insignia such as cap emblems and wings used on Transcontinental and Western Air and its predecessor airlines. He is very much interested in procuring same by buying trading or donations.

Sometime when you're feeling Important Sometime when your ego's in bloom, Sometime when you feel that you are The best qualified in the room.

Sometime when you feel that you're going Would leave an unfillable hole, Just follow these simple instructions And see how they humble your soul.

Take a bucket and fill it with water Put your hand in it up to the wrist Pull it out and the hole that's remaining Is a measure of how you'll be missed.

If you can give this collector any help or suggestions etc. here is his address;

C.F. Dolan 6397 Tamarack Circle You may splash all you wish when you enter, : Eldersburg, MD 21784 You may stir up the water galore, But stop and you'll find in no time He said Pete Sidway had sent him a It looks quite the same as before. picture of our early insignia.

The moral of this quaint example Is to do as best you can, Be proud of yourself, but remember, There's no indispensable man.

Unknown From Bob Picotte in Largo, FL; Dear A.T. - We received your letter dated February 19 the other day and am sorry to hear that you had a bout in the hospital. Sounds like it took some of the starch out of you for a little while. I certainly hope this note finds you back on course and all the pieces where they belong and working.

You said that the printer sort of mixed up some of the pages in the last TOPICS. The wife and I sort of went through the magazine and it looked good to us. All we could find was one place where you had to take a second look to keep the congruousness. As far as I am concerned, you certainly owe no apologies, the magazine has equalled the best in any field and I am sure that everyone who receives it is amazed at the quality of the product.

As for that article that I sent in, as you said, the picture came out as clear as the original. It was taken with a 4X5 camera that I still have. As for the script, I still am upset about what happened. You see, I was tail end Bob on Connies at San Francisco (stuck on DC-4's mostly, and they cut me off at the pass...Best regards from Bob and Lorraine Picotte.

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From Gordon Parkinson; We had 14 inches of snow which started on 24th of February and quit 4 p.m. on 25th. My driveway is clear but Willow Drive isn't so I'm stuck for a day of two more.

Nick Laurenzana passed away 21 February so only 5 TAT pilots left. Back in the summer of 1930 Howard Hall, Harry Campbell, Nick Laurenzana and I went swimming at Winnabago Lake in KC. We were all single then. Nick must have married pat in 1935 ....Best, Parky. [Parky sent a piece entitled old folks are worth a fortune which you will find elsewhere.] * * * * * * Letter from Ray Bertles to Jack Donlan; I'm dropping you this short note to let you know that I have sent a check for $100 to the "TWA Pilot's Advertising Fund".

I feel this is an excellent method for us retired pilots to support the efforts of the active pilots and other employees during their time of rebuilding our airline.

As the airline emerges from Chapter 11 the employees are making the traveling public aware of the changes awaiting them on the new TWA. This may be the time for all of TARPA to help in whatever way each individual member is able.

For those who would like to assist with the above fund donations may be sent to Mark Spiegel, TWA Pilots' Advertising Fund, 1801 Park 270 Drive, Suite 260, Building #2, St. Louis, MO 63146-4011. Make the checks out to TWA Pilots' Advertising Fund [Your editor thinks the TWA identity checks with a TWA aircraft, the 767, embossed on them are good advertising and good conversation starters. I have been using them ever since we pilots originated them during our "Go TWA Program". I wrote Robin Wilson suggesting they push these checks but no answer and I notice neither the Skyliner nor the Seniors Club newsletter has plugged them.] * * * * * * From Dick Beck in San Clemente, CA; On 22 October it was announced that Red Barber, the famous pioneer in baseball broadcasting, has passed away at age 84. I remember that one of his favorite expressions was "Well, how about that!" Some time ago I was told how that homily came into being.

After General George Washington had crossed the Delaware River (amid ice floes and standing up in his boat, of course) he continued on and captured Trenton.

When his soldiers had been billeted he still had not found adequate quarters for his officers.

One of his Cavalry officers, a Lt. Harrison Peters, also known as "HP" for horse power" told the General that he would stay with his cousins who lived nearby.

Wandering through town looking for lodging, General Washington happened to end up in a somewhat disreputable area. Then he noticed a fine looking, two story house completely painted white with tall columns out front. Not realizing that it was a house of "Ill repute" he knocked on the front door. When the "Madam" appeared, she bowed and said, "Ah, General, what can I do for you?" Washington then said, "I wonder if you can accommodate my officers?" She said, "Of course, I'd be delighted. How many are there?" The General said, "Well, there are 29, no make that 28, without Peters, that is". her The Madam raised eyebrows and said, "Well, how about that!" * * * * * From Ken Hippe in Albuquerque, NM; Dear A.T. - We were in Palm Beach last month and saw this in P.B. paper, Bob Brubaker's death. Didn't know if you had heard.

We didn't have the best weather in February in Florida, low 70's, lots of wind and temperature 65-70 so I didn't go swimming in the ocean. Hope you are doing okay.

We are fine out in ABQ .... Best wishes, Ken.

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From J. Thaddeus May in Greenboro, AL; Dear A.T. - It's a beautiful day here in Greensboro. I'm sitting at my desk in the den writing letters. That's one of my pastimes and I enjoy doing it. Also, I just hung up the phone after a nice chat with you!

As I mentioned, Janet and I have decided to call at least one old friend every weekend just to say "hi". We take turns on who to call. She opted to pass so I selected you and Betty. (We talked to John Charles "Slick" "Buddy Hagins and his wife, Nita, last week. As I mentioned, Nita is the same and Buddy has quit martinis (all alcohol). They sounded good and Buddy is as "fiesty" as ever.

Janet and I are fine and enjoying our "not too exciting" life on the farm outside the small community of Greensboro. We do get to see the "bright lights" occasionally as we often go to Tuscloosa to concert and plays. Tonight we are going to see the University of Alabama girls compete against Kentucky in college gymnastics. As you may know, Alabama is number 1 in that department as well as in football!

I'm sure you have found, as I have, that you're busier in retirement than you ever were before. Especially with you since you have the responsibility of our TARPA magazine.

My duties include managing a family farm which includes forest land and farm land. Formerly, I operated a 10 acre commercial catfish pond but I have converted to a sport pound (bass & bream). Managing our sport pond which requires about 10 fertilizer applications annually is a big job in itself. Maintaining about 2 miles of nature trails, a 3 acre yard of flowers, shrubs and grass, taking care of our old house and operating our B & B guest house. In addition to this, I find time to play golf regularly as well as hunt and fish occasionally.

Janet keeps busy running the Bed & Breakfast operation and attending local clubs of which there are many (music club, garden club, reading group, bible study etc.) She also plays bridge occasionally.

Recently I've been busy studying all aspects of our up and coming lump sum settlement option. That's a big job in itself.

We still keep in touch with several TWA friends including the Moklers, DeCelles, Rubles, Earlys and Kellys. I don't miss the flying so much any more but we sure miss our closeness with our TWA friends.

I still keep up with commercial aviation through financial publications and A.W. & S.T. Did you know that HUD is on the threshhold of becoming the industry standard? Alaska Air has had it for about 2 or 3 years and N.W. recently announced they were going the route! That, in my judgement, means all the majors will follow suit, they'll have to for competive reasons. (HUD means lower takeoff and landing minimums!)

A.T., it was good to hear your voice again. I hope your medical problem was only temporary. Sorry I did not get to talk to Betty. Tell her hi. Janet and I are still in good health and thankful for it.

We enjoy our bed and breakfast operation and have met a lot of nice people from everywhere!

Thanks much, A.T. ( and Betty), for the many hours you two put in on our behalf. The TARPA TOPICS serves to enrich the lives of us all and I know it's a lot of work!

Remember, if you are ever down this way, you have a free night's lodging in our B & B or however long you can stay. Hope to see you some day soon!....Sincerely.

[J.T., we certainly enjoyed your nice long letter surprised, though, it wasn't done on a fancy and expensive computer for computers and Lincoln Town Cars are the norm for retired airline pilots. So you keep in touch with Mokler, that must be something when two fellows that talk funny get together...Best, A.T.]

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OLD

FOLKS

ARE

WORTH

A

FORTUNE

Old folks are worth a fortune: With silver in their hair, gold in their teeth, stones in their kidneys, lead in their feet and gas in their stomachs. I have become a lot more social with the passing of the years; some might even call me a frivolous old gal. I'm seeing five gentlemen every day.

As soon as I wake, Will Power helps me get out of bed. Then I go to see John. Then Charley Horse comes along, and when he is here he takes a lot of my time and attention.

When he leaves, Arthur Ritis shows up and

stays the rest of the day. (He doesn't like to stay in one place very long, so he takes me from joint to joint.) After such a busy day, I'm really tired and glad to go to bed with Ben Gay. What a life!

P.S. The preacher came to call the other day. He said that at my age I should be thinking about the hereafter. I told him I do

all the time. No matter where I am

in

the parlor, upstairs in the kitchen or down in the basement

I ask myself, "Now, what am I here after?"

22

From Parky in KC; Hope this finds you at home, A.T., and your hospital tenure solved the problem - that's putting it negative - I know they did solve the problem. [No, Parky, our Lord solved the problem by dissolving the blood clot!]

Parky goes on to include a letter from Johnny Guy who had visited Tommy Tomlinson in the nursing home and that mail to Tomlinson would reach him if sent to his wife, Peg, at their Silverton, OR, and she would take it to read to him. Now, excerpted from Guy's letter; We have just returned home after 4 days down in Salem, OR. We went down there last Wednesday to attend the funeral of an old friend of mine. Harvey Vance was a co-pilot for TAT in Columbus when I first met him after I got transferred there from Glendale. He left TWA about the time of the mail cancellation. On our way home we went to see Tommy Tomlinson in the nursing home at Woodburn. He was in a wheel chair and I think he recognized me. Actually, he didn't look all that bad but mentally he's just not with it, can't carry on any sort of conversation and just appears to stare out into space.

You know, Parky, a person can live too long, once you lose the ability to think and your mind is a blank space you are no use to yourself or anyone else.

The nursing homes around this country are full of people just like Tommy , just sitting around waiting to die. If I ever thought I would wind up like this I think I would take the gas pipe before I got to that stage.

Like all good men, I see you were born in February, George Washington, Abraham Lincoln, Parky and John Guy. I'll be 89 and I hope you meet your target in good health and mind.

[Parky says, as I remember, John Guy came with us from Maddux - was on and off the payroll as he went with Lockheed - then back with us on Boeing jets.] * * * * * * From Beth Gates Miller on Long Island; histories of pilots I thought some may be Dear A.T. - Since you requested interested in "Cy's". I do believe it is a bit unique. Have been intending to send it for some time but I'm very good at procrastinating. You may use any or none of it as you wish. [Appears elsewhere].

We were sorry to hear of the loss of Joe McCombs. Thank you for your excellent work on TARPA TOPICS. *

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From Bob Thompson; Secretary/Treasurer, The TWA Pilots Retirement Foundation; Greetings from the winter wonderland - Chicago! Thanks for the plug for the Foundation in the February 1993 TARPA TOPICS. The address was correct but the zip code is 60004..... Bob. [Almost did it again this time, Bob, but thanks to your note I corrected it.

Don't know where it came from.]

From Goldie on Long Island; Dear A.T. - I was truly sorry to hear that Joe McCombs passed away. He was a great, good friend and one of the true kingpins of TARPA's success. We owe him a lot.

I'm working on another skit, this one entitled "Bluie West Won" which is about one of the most mysterious, inaccessible and, therefore, intriguing air bases on the North Atlantic during World War II and ICD Hope you like it.

73, Goldy. [Appears elsewhere.]

23

We dedicate this issue of TARPA TOPICS to the memory of Joe McCombs. We counted him among our best friends. He furnished me with a lot of guidance and advice through the years we worked together. John Happy volunteered to coordinate the tributes from various ones of Joe's friends and his contribution you will find in the "FLOWN WEST" section.

The picture on your left was taken at our convention in Colorado Springs showing Jean and Joe McCombs. Your editor, some years back, had the pleasant experience of spending the night with them at their beautiful mountain-top home near Evergreen, Colorado. Their home overlooks a beautiful valley to the west and is located about fifty miles due west of Denver.

Joe was a collector of fine guns and had a huge arsenal on one of the many levels of their majestic abode.

We know it must be lonely for Jean after her great loss. Joe was most fortunate to have such a fine supportive and patient wife.

Usually, in our FLOWN WEST section, we only run TARPA members and their immediate families but we know many of us fondly remember Ida Staggers.

Your editor went with TWA in August of 1945 and flew with Ida some on the DC-3. She was way senior to the captain. I remember her as always being so pleasant and a fine hostess. Ed Betts has an article on Ida in the FLOWN WEST section. *

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We have had many inquiries from friends as to how we made out in the storm last month. They said it was the worst storm of the century for this section of the country. It was like a hurricane with torrential rain and winds up to 100 miles per hour blowing from the west. Many homes were smashed by trees.

On your left is a picture of the one that fell on our house. It had been leaning for about an hour and when it finally came down it was very gradual so the only damage to be repaired was replacing 8 shingles. The man who removed it got 3 sixteen foot logs out of it.

Surely, it must have weighted tons.

24

From Bud Elliott; Our local hardware store put out this railroad calendar again. I don't know if you want another but here it is.

I used to live on the mainline of the B & 0 in Parkersurg, West Virginia.

The town is mentioned on the June month. The route has not been in use for many years. It was sad not to have a railroad anymore. I guess that's progress.

I remember the night the National Limited was to have the first diesel. We all waited for the "1030". It came hours later being pulled by the old reliable . steam engine. Quite an embarrassment Sorry I didn't get to the TARPA meeting in San Diego. It coincided with my 55th High School reunion.

I was based in EWR also. You may remember Cy Gates, he was from Parkersburg.

He was quite a character.

Thanks for all your work you guys do in TARPA ..... Bud. [Bud, thanks for the calendars. (They have large pictures of the old time steam locomotives). A nice addition to my collection. Also, there is a short article in here about Cy Gates, had quite a colorful career.] * * * * * * My former boss, Marv Horstman, called the other night to thank me for my work in TARPA. Said he still flies the Cessna, still doing consulting work and dabbling in real estate. * * * * * * Those of us who have stocks and bonds stored at home you might be interested in the following by a local financial advisor.

Recently in Washington state, a terrible fire erupted in a residential area.

When it was over, 32 homes and an apartment complex were destroyed. One of the homes belonged to a self-made millionaire, who kept $1,200,000 in bearer and registered bonds on the premises. Needless to say, all of these bonds were lost in the fire. The irony is that the man lived only two blocks from a fire station, so he felt his bonds were safe in his home!

Replacing these bonds is going to be costly. Usually, agents or insurance companies charge between 2 and 3 percent of the face amount to replace securities.

In this case, it could mean $24,000 or more! And in regard to the bearer certificates, if the man cannot provide a purchase confirmation and the bond certificate numbers, they cannot be replaced at any price.

Some old time news from Parky; Lts. Ted Ashforth and Howard "Sonny Boy" Hall are the recipients of congratulatory wires from the Chief of the Air Corps, U.S. Army, lauding them on their excellent formation flying. According to authentic reports, the wires stated, the formation performance was second to none and twice as accurate.

General Pershing also commended the spirit of these two intrepid birdmen for their desire to keep in training in case of national emergency. Mr. Gay of the Department of Commerce was so touched by such flying perfection that he broke down in tears and took their licenses as souvenirs of the occasion.

Lt. Ashford says that from now on he is going to fly formation by himself until this winter when he will be accompanied by his 2nd Lt. greatcoat. * * * * * * LATE MINUTE NEWS FLASH! Perry Schreffler advises there will be a barbecue in honor of Frank Busch's 89th birthday on June 5th at 11:00 A.M. at the Santa Paula Airport.

For further details you can contact Perry, he is in your TARPA directory.

25

Our Secretary/Treasurer Dick Davis says there are 37 members who haven't paid their 1993 dues. Unless you are absolutely sure, you had better check for your cancelled check. Just because you have a membership card it doesn't mean you paid your dues for they are mailed to everyone with our November issue and it is up to you to mail in your dues paymentl This is the last mail you will get from TARPA if you are delinquent * * * * * * Also, while Chuck and Pat Hasler tried to get early sign-ups for the convention cruise, there is still space made available. However, you should sign up right away. We are looking forward to this. * * * * * * The Army Air Corps Aviation Cadet graduating class of 43G (July 29, 1943, at Brooks Field, San Antonio, Texas) are planning their 50th reunion October 1 -3. There are a lot of our classmates we are unable to locate. Several of us are retired airline pilots and it is possible some of the missing are too. Contact is Capt. Don Massey, 1009 Fox Hollow Farm, Little Elm, Texas 75068. Phone 214 294 2556.

[Capt. Massey was a TWA co-pilot in 1948, was furloughed in 1949 and ended up retiring from Braniff Airlines.]

SWAN SONG This is to advise your editor has decided to hang it up. This is my last TARPA TOPICS. I have agreed to do the directory which you will be getting next month. While it has been a lot of work I have enjoyed it and feel I made many more friends.

When TARPA was formed Lofton Crow was the first secretary. I then was secretary next term and several thereafter. I handled the printing and mailing of the newsletter for Dave Richwine and for Al Clay also when Dave got him to do the newsletter.

On Al's death, Russ Derickson in desperation, asked me to be editor so I've done that as well as having it printed and mailing.

I feel it is now time for a rest and a fresh man assume the position. TARPA President Jack Donlan is thinking of splitting up the jobs which is a good idea.

One hesitates to mention names for fear they may overlook someone but I will say I appreciate the help received from Ole Olson with the Grapevine, then Dick Guillan and now that Happy man. Ed Betts has made a tremendous contribution to the readability of our news magazine. Joe McCombs was a good working partner with me too. And, if it had not been for the support, encouragement and help of my wife, Betty, I might have bowed out before now.

The numerous pats on the head from many of you were sincerely appreciated.

I'm bragging, I know, but there were very few criticisms.

I plan to spend more time boating, sailing, fishing, flying and in my wellequipped woodworking shop. Incidentally, Betty and I are attending a Coast Guard boating course so don't be surprised on the cruise if you hear us talking about halyards, stays, shrouds, rode lines, anchor scope, tabernacle, luff, leech etc.

Two last thoughts, I wish to encourage anyone without Medicare supplemental insurance to sign up. With the tremendously high fees of hospitals and doctors you will be glad you did.

And, there are still a lot who should belong to TARPA but don't so why not use the application in the back and sign someone up if you happen to know of anyone.

Lastly, may we wish you all happiness and good health.

26

MAY, 1993 Spring has sprung, the grass has risen, I wonder where the birdies is ?

The Great Storm/Blizzard of '93 on the east coast is behind us now so maybe we can get on with the rest of the year. Very high winds in the south with torrents of rain and tornadoes , snow/sleet in the mid-Atlantic and blizzard/snow with high winds causing as much as 30 foot drifts in the northeast will make March a Month to remember. "In like a lion, out like a lamb" The west did not escape entirely. There were a few avalanches and the like with some folks stranded for days in the wilderness.

A new President in the White House with promises of change and a new office occupant in an office in the west wing who is going to fix our suspect health care system. Lord help them both. More big Government and guess who is going to finance it ? Joe and Minnie Lunchbucket, that's who! Tax the rich (You are rich if you make more than $35,000.00 according to the Social Security System) . Of course the Rich and the Corporations don't mind being picked on, they will just add it to the price of your lunch, your car, your TV, and make sure you pay a tax for your baby sitter. Of course what's new, the Gov. takes the SS money in the trust fund, plus the SS tax the working folks pay and buy T Bills with it so they can use it for pork barrel. What happened to the Debt reduction, much less the deficit. (They will wait until they see how much the new taxes bring in so they know how much to cut spending with out hurting pork barrel and perks. It's okay guys, the way to beat these leaches is to start your own Credit Card Company. Charge 12-16% with no payment 'til 1996 , insist on $2.00 per Card ( $10,00 for an extra) Cash only, and when you have somewhere between 8 and 10 Mil. in Swiss Bank, declare bankruptcy and let the RTC take care of it.

After all, if the HRS in Florida can make a $300,000,000.00 mistake in paying welfare who is keeping track ? By the way that's two sets of "0's" behind that $300, and that was in FAVOR of the welfare recipients NOT the taxpayer.

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Grapevine, May, 1993, Con't.

DICK BECK (LOU) San Clamente, Ca. Dick sends this along with a "squib" he dreamed up (Ed. note: believe it or not ) "That was a great Convention we had in San Diego. I enjoyed every minute of it. I guess a person could spend several days going through that Aero Space Museum. Best of everything to all.

"Squib" On 22 October, it was announced by the Media that "Red" Barber, the famous Pioneer in baseball broadcasting had passed away at the age of 84. I remember that one of his favorite expressions was " Well how about that ? " Some time ago, I was told how that homily came into being. After George Washington had crossed the Delaware River ( amid ice flows and standing up in his boat, of course ) he continued on and captured Trenton. When his solders were billeted. he still had not found adequate Quarters for his Officers. One of his Cavalry Officers, a Lt. Harrison Peters, also known as " HP " for short, told the General that he would stay with his cousins, who lived nearby. Wandering through town looking for lodging, General Washington happened to end up in a somewhat disreputable area. Then he noticed a fine looking, two story house, completely painted white with tall columns in front. Not realizing it was of " Ill Repute ", he knocked on the front door. When the "Madam" appeared, she said " Ah, General, what can I do for you." Washington then said " I wonder if you can accommodate my Officers ?" She said " Of course. I'd be delighted. How many are there? " General Washington said " Well there are only 28, without Peters that is." The " Madam " raised her eyebrows and said " Well how about that" " Well, How about that !"

Dick ****************************************************** The TWA SE Seniors had a ball at CHURCH STREET STATION in Orlando on 12 March, with a great lunch of either Sauteed Fish or Chicken Champignon and Veggies. The Double Chocolate Torte was absolutely fantastic and I am not a dessert person. There was entertainment by the Seniors Touring Company with late '30's and '40's music. I can't remember all of the folks that were there but Dick Beckner and Connie were there. Bob Voss and Mary Jane, Ronnie Lock and Mary. Bill and Sally Zimmerman and John and Rae Kidd. There were many others but who got a chance to talk to them all ... Great time. Esther Barton of Port St. Lucie set it all up. Good job Esther ! ******************************************************* SOVIET STATISTICS STORY: Statistics tell what happened to the Soviet Union: 280 million people---106 nationalities---8 time zones----ONE loaf of bread ! ! ! ! ******************************************************* According to legend, a man interrupted one of Buddha's lectures and heaped a mountain of abuse on him. Buddha patiently waited for the man to bum himself out and then asked, "If a man offered a gift to another but the gift was declined, to whom would the gift belong ?" " To the one who offered it :, the man said. " Then I decline your abuse, said the Buddha, "and request you keep it for yourself".

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Grapevine, May, 1993, Con't.

i734 Hondo Rd. Pt. St. Lucie Fla., 34952 MARCH 5, 1993

Dear J.T.: I promised to send you a list of some of the "Old Timers" I flew with or knew or heard about. = HERE GOES!!!

When I was first hired by TWA it was CHIEF PILOT CAPTAIN OTIS BRYAN who hired me. I believe that was in February of 1940 Anyhow I had just come from the NAVAL AIR STATION across the river in Kansas City, Kansas. Incidentally TWA Captain Tommy Tomlinson of TWA was commander of a reserve squadron there and I heard that while he was briefing his pilots on a coming maneuver someone asked "Tommy, isn't that His reply was "Of course it's dangerous! It wouldn't be dangerous?" any fun if it wasn't!" And that reminds me of an incident when I flew with Capt. TOMMY on a test flight of the 307's carburetor heat after Otis Bryan's scrape with death over the ROCKIES. My job was to keep the plane flying straight&level while Capt. Tommy and a group of engineers applied different types of carburetor heat to the engines. After the test was completed Capt.Tommy said "Let's go home." It was a beautiful clear day and I started a gentle spiral glide to the field ( That was before MCI) Capt. Tommy became impatient and said "I got it: as he took control. (I think it was the right side.)Capt. Tommy put the 307 in a steep dive, tearing loose some strips of aluminum, and landed the 307 at our home base.

Now I get out my log books & the '69 seniority list and give you some names. Some I flew with some I met, and others I just heard-of.

However, all of them helped to make TWA GREAT!!

First, the log book shows that: I do not have the names of the captains who gave me my checkout landings on the DC-2 & DC-3. Then my log shows that I flew with "DESPERATE " Ambrose, Capt.DeVries, Chet Moomaw, Frank Niswander, Russ Black, Walt Smiley, Capt.Diltz, Marv Horstman, Bernie(I think) Southworth, Capt(I can't remember his first name) Dunahoo, Capt.Scott, & Bill Piper. Also, some of my early flights were with Tommy Gaughan, Jack Zimmerman, Swede Golien, John Collings, Tommy Tomlinson & Jim Chiapino.

Although many real " OLD TIMERS" retired before the '69 SENIORITY list was published, the list shows that I knew: Roger Kruse, Ted Hereford, Roger Don Ray, George Duvall, Parky Parkinson,(Checked some of us out on the CONNIE) Bob Gandy (No relation to Jack) Bush Voigts, Bob Buck (Flew co-pilot for him a time or two) Dean Officer, Jim Polizzi, L.J.Smith (Flew with him a few times) Jim walker, Fred Austin .........

It might be interesting to note that I flew many flights as co-pilot with Dick Hanson on the Boeing 307 THE FIRST PRESSURIZED PASSENGER PLANE USED IN SCHEDULED SERVICE. Also I flew many a flight as copilot with Debs Heath - a DC-2 to Pittsburgh and a DC-3 back to LGA with sleep(if any) in the tower. Debs would reach his very big paw across the flight deck and help me pump up the gear on the DC-2 and he would let me fly left-side coming back on the DC-3. (I don't remember whether we stopped at Camden either way) Sincerely.

P.S.: I apologize to those I didn't mention WILLIAM M. FLANAGAN but Ed Betts can bring us up to date on those who retired before the 1969 seniority list.

P.P.S. : Mel Kassing got me to join ALPA & Sam Gracy got me to join TARPA

29

Grapevine, May, 1993, Con't

JOHN JURGENSEN, (JOYCE) Tucson, Az. John and Joyce recently moved from Concord Ca. to Tucson and sent this information about an Airport near Concord that was originally called " Diablo Air mail Terminal". John says " The location of the airport. as far as we can tell was out along West St. Guess one of the through streets from Clayto Rd. to Concord Blvd. in Concord. Couldn't get any other information about the airports actual location but I do know that the area was nothing but walnut groves, so guess that the airport had been near or on the edge of the walnut groves. The house we lived in had been in the groves and we were only about ten minutes walk from the area.

Maybe some of the Senior Captains would remember the airport and maybe not.

Because the inscription on the plaque may not come out in the printing here's what it says: On this property was an airfield used by pilots of private planes as early as World War 1. On February 7, 1925, the airfield was formally dedicated as the DIABLO AIR MAIL TERMINAL and was the first used for the delivery and pickup of Oakland and San Fransisco air mail. In 1927 the air mail business was turned over to Boeing Air Transport and the west coast terminus was moved from Concord to San Francisco. But Concord was still heavily used since San Francisco Airport was frequently fogbound.

Boeing's first passenger flight out of this Concord field was recorded July 1, 1927 and the airfield was continued in use during the 30's. Then Sherman Field at Monument Blvd. and Contra Costa Blvd. was developed and when WWII broke out, private flights were suspended which brought an end to the airport.

The hanger building and the property were used and misused for various purposes until 1988 when the EVENS LANDING development was commenced.

John says they outsmarted the posse on the way from California to Tucson and lost them at the canyon. Saw Charlie Rice and his wife Donna Whitmore and had coffee and buns with a nice chat.

Hope to make MIA but it's iffy. John and Joyce say happy flying and take care to all. ******************************************* The greatest mystery may be how a fool and his money got together in the first place.

30

Grapevine, May, 1993, Con't.

EARL KORF, (SUZANNE) Lincroft, NJ. Earl's was hired by TWA on November 28, 1930 and retired on August 1, 1964. His first trip was on November 30th 1930 with Doc. Whitney and Evan Lewis (Ford Trimotor ?). The Co-Pilot served box lunches . The trip was from Glendale to Roswell, New Mexico. On to Columbus Oh. with stops at Waynoka and Kansas City. He was bumped at Kansas City, probably a first for TWA as it was only six weeks after a merger into Transcontinental and Western Air, from TAT, Maddux and Western Air. Earls most memorable trip was a DC-4 (C-54) on ICD , Flight 191-A from Gaya to Chabua on July 3-4 1943. The Crew was Connie Shelton , Jack Conners Tiny Blossom , Karol Gurney, Ralph Alderman and Earl Korf (Radio Operator).

They took off from Chungking into a long line of thunderstorms (what else is new) and got lost over the Hump. The engines iced up over Japanese held territory in Burma. The fuel was low and we thought we would land in the dark in Japanese held forest. We were unable to climb above the higher peaks. On instruments and observing radio silence. Finally broke radio silence , declaring an emergency, which brought American radio on and a radio beacon at Chabua. We homed on that beacon and landed and on taxing in two engines ran out of fuel . Madame Chang Kai Shek was on board with her staff. What a night ! The Plane was too heavily loaded to climb above the peaks enroute. Much of the load were things the Madame had bought in America such as radios, cases of whiskey, washing machines and refrigerators and gobs of other things, not obtainable in China. The crew was wined and dined at the Palace in Chungking and given a Cloud and Banner medal the second highest award. General Vinegar Joe Stillwell was there too.

EARL belongs to the American Legion, Various amateur radio clubs , the Society of Wireless Pioneers, TWA Seniors, OX5 Aviation Pioneers and of course TARPA. He does some walking and ham radio and has retired from mountain climbing.

Hoping that the new TWA will hang in there forever,

As Ever,

Earl Korf

A career in proctology must be very frustrating . You start at the bottom and stay there.

An adventurer will climb a mountain just because it's there. Of course, it would be more difficult to climb if it wasn't.

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Grapevine, May, 1993, Con't.

A.J.

McCARTHY, (CHARLOTTE) Wellesley, Ma.

Andy sends in his first flight report and we thank him, hoping that it will start a trend. (Bill Flanagan's is in the Grapevine also). It goes as follows: On October 20, 1953, Captain Ken Doherty presented himself for a DC-4 flight to Kansas City with a stop at Chicago. The flight emanated in Boston. Ken was very polite and asked me if I had any time in the DC-4. I mumbled something about 2500 hours, whereupon he smiled and said he had a total of EIGHT hours. We'll get along just fine he smiled.

We discovered that we each had considerable amount of time in various light planes and the subject set the tone for the entire trip. Having just separated from the USAF, it was with apprehension that I viewed my future as an airline pilot.( Your were lucky,A.J., at the time TWA was hiring mostly Navy). I need not have worried. Ken proved to be one of the most capable Captains that was my pleasure to fly with and a perfect gentleman.

Would that every trip I had as Co-pilot was as pleasant. Soon thereafter reality set in with the club footed and ham fisted set making life as miserable as possible. Ed. Note: Thank the Lord that SET on TWA was very very small and except for THEM we all had super careers with lots of fun, satisfaction and great memories. THEY were the ones that suffered because THEY were the ones that were miserable.

All the best to all, A.J. McCarthy

Lead us not into temptation. Just let us know where temptation is and we will find it ourselves.

CHUCK

TISEO, (TONI), Summerland Key, Fl.

Chuck sends these thoughts on the TWA Pilots Uniforms. " Now that the Pilots of TWA own a share of the Airline I hope they will start taking pride in their dress. Yes they have their rights, we all do. We kept our shoes shined, our Uniforms cleaned and pressed, our hair trimmed, our coats buttoned and our hats on. I have had passengers tell me that some Pilots on TWA look like bums and I have seen the same thing too.

Where has the PRIDE of wearing that TWA Uniform gone ?

Just a thought from a TWA Captain- Retired

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Grapevine, May, 1993, Con't.

JOHN HALE, ( BEVERLY ), Halesite, NY.

John sends this letter to the Grapevine in an envelope from the Hacienda Hotel in LAS and typed on stationary from the UAL MEC. ( Says he got it from the Queens ALPA office, promises he was NEVER on the UAL MEC ).

This time a Dick Heideman story. In my opinion, Dick was one of the funniest men on the Airline --in our time frame. (I never met Harry Campbell, whose classic 1940 flight report is in my file ) Dick's professorial demeanor - steel rimmed glasses, owlish stare - concealed a razor -sharp mind. So what if he was an ex-Navy Pilot ?

As you may remember, he had a tendency to s-stammer whenever he g-got exci-cited or alar-larmed. So here is the situation: Early morning takeoff from Cairo. Entire cockpit crew had partaken of Egyptian foul- or maybe rotten cabbage- the evening before. Just after breaking ground , a breaking of wind. A social blunder of monumental proportions. Cockpit air turns yellow. Tears form in the eyes- not from sorrow. F/E is subsequently blamed. F/O is flying. Dick ; " P-Pull up—P-Pull up ! You j -just f-flew through a sh-shit h-house ! ! " Loved Dick Beck's report on his Amtrak ride. My old man loved railroads and did much legal work for the C.B. &Q. ( Now Burlington Northern ). Were it not for the family legal tradition ( four generations of lawyers and/or judges - I broke the chain) he would have been a happy railroad man. Shortly after I was hired , there was a rail attorneys convention in New York. The Burlington gave him a pass only as far as Chicago, so I sent him a pass on TWA which he readily accepted. At the cocktail party concluding the meetings, he announced to all and sundry; " Sorry to leave , gentlemen , I have to catch a TWA flight home."

Dick also reminded me of Mark Twain's (?) doggerel, The sex life of the Camel. May I suggest a correction to the second stanza ?

But the Sphinx's posterior entrance Has been blocked by the sands of the Nile Which accounts for the hump on the camel, And the Sphinx's inscrutable smile.

Behave Guys,

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John

Grapevine, May, 1993, Con't EDWARD

TONER,

(MARLENE ), Howell, NJ.

After I retired , I noticed that what I missed a lot was sitting in a good bar at happy hour and debriefing with a few good men, and quaffing a few. I tried it locally and found much to be desired. Hippies, troublemakers, bimbos, dingbats and loud " music ", etc.

A neighbor who is an ELK sponsored me into his lodge. I knew Pd found a home. Good old boys, well behaved, knowledgeable, conservative (we have 2 Democrats and they are hard to find now that Rodman Clinton is in the Offal Office), and no music.

I joined just for the private club privileges. A good draft Heineken is $1.25 for a big mug. The members are all descendants of DWEM's and women are invited as guests. There are plenty of inter-lodge activities, such as trips to Atlantic City and Cape May. If you are into ceremonial stuff, there's plenty of that too. Lodges provide a considerable amount to charities, particularly those associated with crippled children.

When we travel, I always stop at a local lodge. One membership is universally accepted. We will (Lady Marlene herself and me) be taking a tour of Oregon lodges next July, with first class accommodations with breakfasts and welcoming parties at the 10 lodges that we will visit and a final party, all for $75.00 / day/ couple. Transportation by motor coach through some of the finest and most beautiful areas of the USA. Pick up and drop off at the Portland Lodge.

It's a real fraternal organization and membership is by invitation only, but you probably have a good buddy who is an ELK and would sponsor you. If you fit the general mold of the membership.

Anyway, if you miss the layover lounge life, keep a local lodge in mind. I have had good times and made new friends and it might just be for you.

All the best to all, Ed.

Did you hear what Mary Jo Buttafuoco said to Joey after she learned about Amy Fisher ? " Joey you need a teenage girlfriend like I need a hole in the head ! " FRANK & ERNEST—Bob Thaves

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Grapevine, May, 1993, Con't.

OTTO

KRUMBACH, ( JEAN. ),Ridgewood, NJ.

I received this bit from Otto awhile back and thought it might be interesting to some.

One of the items in the Feb. '92 Grapevine caught my eye and I acted on it immediately . I instructed in the Martin B-26 for nearly two years then flew it in combat in Europe with the 322nd Bomb Group of the Ninth Air Force. I then switched to flying missions with the 410th Bomb Group in A-20 Havocs.

Learning of the restoration efforts to bring two of these aircraft back to life and even back into the skies, I felt pretty excited. I sent a small donation to the Air Heritage Museum at the Beaver County Airport in Pennsylvania and asked for some info about the organization in case I get out that way some time.

Since you were in Pittsburg for a reunion ( 312th BG " Roarin' Twenties" SWPA) I guess you have some memories of the A-20. At a reunion of the 410th BG several years ago, one of our members flew in with a restored A-20. Some lime later I read where one crashed and I believe that may have been the one, so there are none flying now. I have not heard of any Martin B-26s being flown these days.

This isn't to say I plan to volunteer to test fly any Martin B-26 but I'm sure I have enough time in it. I even have an operations manual and a video tape on how to fly it. The idea is intriguing ..

Sincerely,

Otto

Editors Note: The Air Heritage Museum at the Beaver County Airport is a flying Museum.

Last I heard they were restoring an A-20 the Martin B-26 a P47 "Jug" (which is almost, if not completely done) and an L-5. Cancel that next case of brew and sent a donation to them. Late news. They have an L19 and a P-40 too. The address is: Air Heritage Museum Beaver County Airport Beaver Falls, Pa. 15010 412 843 2820 EDWARD PECK, Louisville, KY. As a TWA employee from 1951 through 1966 ( Sales, domestic and overseas ) I get a tremendous amount of pleasure from reading all the TARPA news and stories--- especially now that Skyliner is such a sorry shadow of what it once was.

I count Ed Betts among my good friends and we of course share a deep interest in TWA's history.

TARPA is fortunate to have him as its historian. Of course I cannot write from the viewpoint of a flight deck crewmember, but on occasion I try to submit items which I think will be of interest to Pilots and Flight Engineers.

35

Grapevine, May, 1993, Con't.

ED PECK, Con't.

It looks like we might have more sufficient reason to hope for the survival of TWA now. The future does look a bit more promising. Sure glad that Icahn is gone. I have always felt that I was with the company during it's best years--and am very grateful for that.. What terrific memories of people, places and the Airline business as it once was !!

Cordially, Edward Peck HORACE "NICK" NICHOLS, (PAT),Boulder City NV/ Silver Star, MT. Nick sends Congratulations to Dick Davis for accepting the job of Secy./Treas. and relates the following: Too many old friends are going west these days. Reggie Plumridge who lives a few short blocks up the street from me is having bladder surgery today (23 Feb. '93) . He had prostate surgery three or four years ago which was malignant but has been clear of it since. They must have lost a cell or two during the surgery as he now has the old CA of the bladder. Fortunately the rest of the 'ole bod is still clear. The worst part of getting old is watching all your friends go west. All of the Pilots that we socialized with while we were still working are gone. It is hard to believe that Schrack with who we built five boats together and I also helped him on several of the airplanes he built.

My ole fishing buddy Buck Buchanan who I could tell fish stories about for many hours. Len Hylton who we had so many sails and boat races with. These are only a few. I guess the only reason I'm still here is that in 1986 I caught my blood pressure extremely high and went through a series of tests to determine why, and found I needed six bypasses. Fortunately we caught it before the fact as the LAD (the widow maker) was 90% blocked and the MAD was 100%. Due to my walking almost every day I had developed quite a series of laterals which got enough oxygen to the heart and I did not have a heart attack. I feel great now.

Time to close and get this in the Post. Lots of luck with the new job.

Sincerely, Nick Nichols

36

Grapevine, May, 1993, Con't.

LARRY FAUCI, ( JUDITH ), N. Palm Beach, Fl. Been busy trying to get a house built down here- property has a 62' dock. Now all I need is the house and boat. Anyone going past Singer Island on the inter-coastal waterway is welcome to use it. Water but no electricity as yet (13 Feb. 1993 ).

Walt Stock's letter really brought back fond memories of scooter riding in Rome. I might have been on that trip with him.

Judy and I would like to make that '93 at Sea but as of now both it and our yearly TWA sailing trip on Halloween is a bit dubious.

Still keeping busy with the Fire Dept. work. Joined the North Palm Beach Fire-Rescue. They are even busier than Sparta NJ. In closing, hope to see everyone in the near future, Regards to all, Larry Fauci

Some of the folks that sent short notes with their dues : Earl Korf, Now it looks like TWA is going to survive after all. Jack Frye must be showing us his skill etc., from Heaven: E. Bud Jury says from La Pine Or that he lost his wonderful wife Madeleine the 3rd. of November, 1992. Madeleine was born the 26th of June, 1921. ( Hang in there Bud ): Bill and Beverly Kerr love the TARPA TOPICS and even though an Eagle, sends in his dues: Mel McGrew says " Al ( Weber ) and I renewed our old friendship at the reunion in Orlando ( Senior's AGM or ICD ? ) in May ('92 ) and are getting MARRIED next month. ( Letter dated 04 Jan. 1993 ). Hope to see all our many friends at some TARPA event in the future. ( new mailing address, 13505 Bali Way, Marina Del Ray Ca. 90292: BUD SONNE, ( MARY H. ) , Yucca Valley, CA. My wife and I survived the 7.5 earthquake with only a couple of items broken in one china cabinet . It hit at 04.55 on June 28th and we were rudely awakened that morning. The original shake lasted just about an even minute and for an hour or better the ground never quit moving to give us a minute of quiet. It is tapering off these days and we are only reminded by an occasional wiggle maybe once or twice a week. The seismologists with all of their state of the art " black boxes" claim that we have had over 50,000 aftershocks, however, those that a person could feel most likely numbered no more than about 700-800 and perhaps less than that. No structural damage to our home but other homes and businesses were not so lucky. We live where a lot of homes are on 5-10 acres so the damage was relatively light compared to what it could have been. had it hit a large city.

Best wishes to all, Bud Sonne

37

Grapevine, May, 1993, Con't.

KATIE BUCHANAN, Stateline, NV. For the past six years I have said I hope we get six or more feet of snow here at Tahoe. Well ! the good Lord must have gotten my message. Here it is only the middle of January and I have my wish in my yard with the weather reports that more is on the way. So far I haven't gotten" cabin fever " and thanks for having my son Chris and neighbor Bill Kirschner around to shovel, plow and blow. The latter they do the best and that is when I need the shovel. I am not complaining, we need every inch of snow we can get.

Does anyone know of anyone interested in a classic 1947 17.5 ' Century Seamaid Runabout boat ? It has been appraised at $10,000.00 and comes with a trailer and cover. 702-588 5372 or Box 3822, Stateline NV. 89449.

Kindness to all, Katie

GEORGE FRIEDRICH, (GERALDINE ), Ormond Beach, Fl. I have been spending most of my time running between the dentist and the periodontist trying to save my teeth. They tell you that the teeth will be a little sensitive to hot and cold for awhile but you don't realize how serious that is until you take that first drink from the evening martini. And w a r m martinis just don't do it ! ! !

I sure enjoy the TARPA TOPICS. It's the only connection we have of the old TWA. When I look through the current Skyliner , I never see a name I recognize any more.

Sincerely,

George Friedrich

RAY BERTLES, ( JOAN ), Yardley, Pa. Ray sent the following letter to Jack Donlan, our President, in March. ( Edited ). " I'm dropping you this short note to let you know that I have sent a check for $100.00 to the TWA Pilots Advertising Fund.".

I feel this is an excellent method for retired Pilots to support the efforts of the Active Pilots and other employees during their time of rebuilding our Airline. As the Airline emerges from Chapter 11, the employees are making the traveling public aware of the changes awaiting them on the NEW TWA. This may be the time for all TARPA Members to help in whatever way each individual member is able.

Continued next page

38

Grapevine, May, 1993, Con't .

RayBertls,Con' For those who would like to assist with the above Fund, Donations can be sent to: Mark Spiegel TWA Pilots Advertising Fund 1801 Park 270 Drive Suite 260 Bldg. #2 Make checks out to " TWA Pilot's Advertising Fund " St. Louis, Mo. 63146-4011 Fraternally Yours,

Ray Bertles

ON TUESDAY, THE 23 MARCH YOU GUYS MISSED A GREAT PROGRAM ON PBS BY "NOVA" It was called The Plane that changed the world " It was all about the DC-2 and 3 . ( maybe you didn't miss it ) Mentioned TWA and the DC-2 14 passengers, coast to coast in 18 hours with 3 stops.. This was the 50th anniversary of the Aircraft Then there was the DC-3 with 21 seats or 14 sleeper. 400 were built by 1939 with the total production at 10174. The last one was built in 1946. You can still buy one from Statler Aircraft, Oshkosh for 175,000,00- 300,000.00. In 50 years since original A/C there are still more that 1000 flying. Aircraft number N136BP owned by PBA has over 100,000 hours on it and going strong. What a bird the " Goony "

If anyone is interested in George Gay's Book " Sole Survivor " You can get an Autographed copy from George at: George Gay, 588 Charlton Ct. Marietta, Ga. 30064. Twenty-Two Bucks Check to : "George Gay" with Name & Address.

Mark Twain and his friend, William Dean Howells, were about to leave church one Sunday when they saw it was beginning to rain. Howells casually said, "Think it will stop ?" Twain retorted, " It always has."

I

From Dorothea "Dodie" Frederickson Fontes to Dick Guillan

GV May'93

I really want you to know what a surprise and a pleasant and delighted feeling it was to receive your letter informing me of my becoming an "Honorary Member " of TARPA. I have always been interested in your people and the Association but thought nothing more about becoming a part of it. And... I'm certain I owe this to friends like Janie and Jack Miller and Margret Thrush who encouraged me.

Again, I do thank you all and am looking forward to getting to join you on some of the get togethers and meeting and seeing old-timers and meeting new friends. I have read and re-read both the TARPA TOPICS and the DIRECTORY, to bring me up to date.

Thank You,

Sincerely,

Dodie

(Paul Frederickson)

Also to Dick G. from Ann B. Painter (REX ) It was encouraging to receive your letter. Unfortunately, TWA seems to have written me off. I did not receive the December Skyliner. Even though in the latter years of Rex's life we were unable to travel, later on I may wish to take a trip. I am not certain as to the process or if my lifetime pass is still good.

Rex's life revolved around flying. He enjoyed the 28 years with TWA and thought it was great to be paid for what he enjoyed so much. After retirement he was a chief pilot for a fixed base operation, flight instructor, ground school instructor at a local High School and an FAA flight examiner. Until the last few years he kept up on the very latest rules, techniques, etc. Many of his students joined me at the visitation and remarked that "none of Rex's students ever had any trouble in flying." Several are working for private companies or small commuter airlines.

Perfection in flying was his goal.

I accept your Honorary Membership in TARPA. After all these years there is an interest in TWA. I knew some of the Pilots when I was a Tower Controller at Greater Cincinnati Airport.

Sincerely,

Ann B. Painter

From George Lane Simmons, (Bellvue, WA. ) My wife Ann passed away the 7th of June '92 . It has been a heartbreaking time but I am working on how to fight the loneliness.

I do enjoy reading about the old TWA days. I can't find the Pilot domicile rosters for Burbank in Sept. '45 to June '46, and the SFO from June '46 to March '48. Also I was in Rome from May '47 through December, '47. Could some one maybe like Ed Betts or any one that still may have one, send them to me? I cherish all the crews I flew with during those periods and the names and the good times we had together are especially helpful for this time for me. By George

40

From Walt Gunn;

Remembering Harold Aiken

GV May, '93

Adjusting to the loss of a close friend takes time.... We all know that. When I was notified that Harold Aiken had died, a numbed pause followed. But shortly my thoughts turned to myriad good times shared with him over nearly 50 years.

I'm certain those of you remembering Harold, reflect on the pleasantries from each encounter. Harold's lifestyle focused on the good in others... even when undeserving... and hate and bitterness was unknown to him. His acceptance of others always left them with a sense of his magic-like, fun loving attitude toward life....seeking pleasure over pain.

In his quiet way, his charismatic charm came across loud and clear to all who knew him. I daresay those who ever served on his crew would confirm his professional skills were only superseded by his affable leadership. He gave freely of his time in tutoring his Co-Pilots , building a degree of confidence they otherwise may have missed.

A benevolent, gentle, man, Harold's tithings were generous, especially to those known only to him and the young in need of adult support. He enriched all who knew him.

His wife, Monty, survives. His two sons Jimmy and Ken are gifted with his personal likeness and Ken continues the Aiken tradition as a TWA Captain in St. Louis. Joyce, his daughter, delighted him with a grandson, Tyler Derr, whose athletics and academics gave Harold tremendous pleasure.

Harold is missed by all, but knowing him has enriched our lives. Focusing on the warmth we felt in his presence will surely heal the hurt of his passing. The legend left by him is destined to hasten our joy in having known Harold.

From Dick Guillan Ruth Becker, wife of Herbert Becker, former Pilot/Navigator and now an instructor at Emory-Riddle in Prescott Az., passed away the 20th of January, 1993 after a long illness. Ruth was born in Sturgis Michigan.

Ruth took up flying on her pay as a telephone operator in South Bend Indiana where she met Herb while he was attending Notre Dame. She moved to station WSBT as the first radio station engineer in Indiana and soon had her own radio program, "the Engagement Book". Ruth later went on to the Navy WAVE program at Hunter College in New York and from there to Tower Operator school in Atlanta and performed that duty at Alemeda NAS. She and Herb were married on April 22, 1946 after she returned to Civilian life. They lived in many locations both during and after Herb's time with TWA. While living in Phoenix she contacted an illness which was to affect her the rest of her life, an illness which was so rare it was not diagnosed until much of the damage had been done. It was New Years Eve of 1992 that she was diagnosed as having cancer, to which she succumbed three weeks later. In spite of her bad health over the years, she worked on such projects as the Health Advisory Council in Nevada and on the Special Olympics Program in Las Vegas, organizing and running the first concerts for the benefit of the mentally retarded. Wayne Newton entertained in support of these shows.

Ruth was buried, with full Military Honors, in the Veterans Memorial Cemetery in Cave Creek near Phoenix. She is survived by her husband Herb, a son Don, daughters Cynthia Becker and Barbara Lloyd. Also two sisters, Mary Vallier and Esther Nering.

41 I

From Joe Burke, Yokohama, Japan Captain Robert Cummings We who knew Bob Cummings will always remember him for his placid charm. Perhaps Bob would like best to be remembered, along with his aviation experiences as a big game hunter, fisherman, scuba diver, boatsman and golfer. I as well as Neal Lytle, Bill Judd and Fred Strake, often joined him in his adventures .. including tiger hunts in India, sailing and scuba diving in the Red Sea, Marlin and Sail fishing in the Bahamas and Mexico as well as many enjoyable rounds of golf at the Gezira Sporting Club in Cairo.

We had met at so many different geographical locations over the years ,to have fun, its hard for me to realize that it's all over. I fantasize that somewhere over the horizon we shall again meet with our fishing rods and golf clubs.

The photos are of Bob and me scuba diving in the Red Sea and the Bahamas (Lobster) where Bob and Erica lived at the time.

Best Wishes to all Joe Burke

At the last moment before my part of TOPICS was due, I received a call from my good friend Bill Merrigan. A call I could have done without.

Bill's wonderful wife Cathaleen passed away the 4th of April, 1993. Bill met Cathaleen at EWR when she was a Hostess there and they were married in 1949.

They had five children . Cathaleen was a graduate of St. Teresa Academy in Kansas City. She was 67. Bill has our deepest sympathy for his loss.

42

CARL SCHMIDT Picture on following page taken on the TARPA Costa Rica tour and sent in by Carl Schmidt. He says, from left to right; GENNIE & GEORGE TOOP, AL the guide, GEORGE MILLER, MARIAN SMITH, VICKI SCHMIDT, BILL & JOAN TARBOX, SUE & HOWARD RICHARDS after disembarking our luxury yacht on our trip out of the rain forest.

43

TARPA COSTA RICA FROM CARL SCHMIDT A note about our TARPA trip to Costa Rica which was set up by Chuck Hasler but at the last minute he could not go because of an ingrown toe nail or something and he asked me to be his representative (what an act to live up to). On Monday the 15th of March we all assembled in Miami and renewed acquaintances. On Tuesday the 16th we flew to San Jose arriving in the evening and were transported to the Cariari & Country club Hotel (a five star hotel). Wednesday dawned sunny and warm and found us on a tour of the city in the morning, leaving the afternoon free to explore on our own. Thursday was a day of leisure which found some of us playing golf others playing tennis and some taking a trip to a coffee plantation. Friday we left early for Tortuguero park with a stop for breakfast, then we boarded our luxury yacht for a two and one half hour ride to Mawamba lodge. Upon boarding the yacht we found rain gear in our seats, after starting our trip it became obvious why the rain gear was there. After about a one and one quarter hour ride in the rain we arrived at the entrance to the park where a pit stop was made.

The females had a one holer to go to while the males scattered in the rain forest to find their favorite tree and scent mark it to protect it from other Male Homo Sapiens, so as to have a place on the return trip. We then continued in the rain on to the lodge where we had lunch, the food at the lodge was excellent. The rest of the afternoon was spent getting acquainted with our new surroundings. Saturday found the weather improved so we spent the day exploring the rain forest. Some of the animals observed were, Cayman, Crocodiles, Iguanas, Howler and Spider monkeys, Sloths and many beautiful bird varieties too numerous to name; a great variety of plant life was also observed. Sunday saw a nice day so after breakfast we again boarded our luxury yacht for our return trip to San Jose. After leaving the yacht we stopped at a banana plantation for a tour of the facilities and a sample of vine ripened bananas, arriving at San Jose in the afternoon. Monday found everyone enjoying their own thing for the day, including going to a volcano and visiting Lankester gardens which houses over 800 species of orchids. Tuesday we flew back to Miami arriving in the evening, where we bid each other farewell with the hope of meeting again in September on the Sovereign of the Seas.

44

HAROLD W. AIKIN

23 Jan 93

CHARLES L. BEUCHER * * * * SUE C. GARRETT * * * * WILLARD N. HANSON * * * * MARY LEE SAYLOR (FRANK) * * * * LEROY N. SMITH * * * * NICHOLAS A. LAURENZANA * * * *

ROBERT E. BRUBAKER 5 Feb 93 * * * * ERNEST H. GLAESER 17 Nov 92 * * * * WILLIAM A. MOELLER 14 Feb 93 * * * * SUSAN I. SCHMITT (JIM's mother) 18 Feb IDA STAGGERS

!! Jan 93

6 Jan 93 23 Dec 92 14 Dec 92 23 Dec 92 13 Jan 93 21 Feb 93

MARY LEE SAYLOR I lost the "LIGHT OF MY LIFE, MARY LEE" on December 23rd. She lacked one day of being 80 years old. Several days before she had suffered a massive stroke which left her partially paralyzed and in a coma.

It was a blessing she could go. I was fortunate to share her for 52½ years, but I'll never get over the missing ..... Sincerely, Frank Saylor.

NICHOLAS A. LAURENZANA Captain Laurenzana, 86, of Overland Park, Kansas, died 21 February 1993. He was born in Kansas City. He was a pilot for Trans World Airlines from 1929 to 1931, for United Airlines from 1931 to 1934 and for Braniff from 1934 until he retired in 1966. He is survived by his wife, Pat. SUSAN IFFERT SCHMITT Mrs. Schmitt, 90, and mother of Captain Jim Schmitt, died 18 February 1993.

She was born in Illinois and moved to St. Paul, Minnesota. She was very active in community affairs.

SUE CARROLL KILE GARRETT From Capt. Bob Garrett - My wife, Sue, passed away on January 12, 1993 after a long fight against cancer. I would appreciate it if you could note this in the next TARPA TOPICS. Sue and I have many TWA friends that may not have heard about her death. TWAers Ed and Cleone Gruber, Dick and Mary Cooper, Bill and Nancy Watson and Chuck McNab attended the funeral. Many others called and contributed to the Cancer Society in Sue's memory. It is times like this that friends mean so much.

Thanks for your good work in keeping TWA retirees in touch....Best regards.

45

JOSEPH SHELEY McCOMBS 16 November, 1920--18 December, 1992 Joe was born the son of Joseph S. and Esther Sheley McCombs in Sunbury, Pa. He was married to the former Jean Collins.

He graduated from Sunbury High School in 1938 and went on to civilian Pilot training, receiving Commercial, Instrument and Multi-engine ratings in 1940-41. He flew supply routes in Africa for Pan Am Africa LTD during WWII. Joe went to work for Trans World Airlines on the 29th of December, 1942 and retired on 16th of November, 1980.

Captain McCombs was a Local Council Chairman for the Air Line Pilots Association and then Chairman of the TWA Master Executive Council and member of the ALPA Executive Board.

In the Kett-edge Sportsman Club, he was handgun safety instructor, Board Member, Treasurer and President.

The Trans World Airlines Active Retired Pilots Association (TARPA ) was his main interest from 1984 to 1989. He was Secretary-Treasurer from 1984 through 1989 when he was then elected First Vice President.

Joseph Sheley McCombs is survived by Jean, his wife, sons Joseph S. and Kevin J., daughter Sandra Foster and nine grandchildren, six great-grandchildren and niece Barbara Nazelrod.

The greatest tribute to Joe is the many, many friends that have had words about his life and work. All of us remember the time he spent on our behalf , unselfishly and with super gusto.

Following are just a few but reflect, I'm sure, the feelings of us all.

A. T Humbles.... When I transferred to EWR from Kansas City , in late 1949, I flew with Joe McCombs on the Martins. Joe was pleasant to fly with and an excellent Pilot. Joe had a short fuse but was usually pointed in the right direction before he went off.

One morning on departure, I was Co-Pilot for Joe and we had a CAA Inspector in the jump seat. Some may remember the Martin used water injection for takeoff enabling a higher manifold pressure and consequently more power. If the water injection system was inop . you were limited to a lower manifold pressure and weight. I was in the left seat .

It was raining cats and dogs. When cleared for takeoff and about the time I was advancing the throttles the CAA guy ask " What's your dry T.O power ?" Captain McCombs shouted in words repleted with expletives for the CAA guy to shut up and NEVER interrupt anyone in such a crucial part of the flight. After climb out and well on our way, the CAA inspector apologized.

When McCombs was Chairman of the MEC, I was Chairman of the Local Council 110 at EWR. I sincerely feel he was one of the strongest and most fair-minded Chairmen I ever served with. He handled problems for me right then and I know he was well respected by the Company.

I counted Josephus as one of my best friends. He gave me a lot of good guidance in my tenure as Editor of TARPA TOPICS. He was most fortunate to have such a fine ,patient and supportive wife in Jean.. He is truly missed ................A.T.

46

JOE McCOMBS Joe did so much good for so many. To mention just one more example. Joe always took time out from his heavy schedule to write personal letters of sympathy to the wives or relatives of departed flight crew members, offering his condolences and any possible assistance.

Among his many accomplishments, Joe was a long time Amateur Radio Operator. He will be sorely missed by his many friends on the " Ham " bands when he appears on their list of "Silent Keys .

For many years Joe and I shared a private joke. When being set up for recurrent training for example, he would announce, with a half-way grin and a twinkle in his eye: "POSITIVELY UNACCEPTABLE .... and then add: " I'll be in for it. " Good Bye, Joe. Although we all feel your departure was " POSITIVELY UNACCEPTABLE " and hoped to delay it, we must bow to the inevitable.

CUL VY 73 AR SK...............".GOLDY"...Goldthorpe Idus Inglis...wrote.... I was based in Chicago in the mid fifties when Joe McCombs began his ALPA work as Council Schedule Chairman. He was immediately recognized as efficient, hard working and devoted. After serving as Schedule Chairman, he went on to become Council Chairman, then MEC Chairman and many other associated assignments, always doing a good job and obtaining the admiration of everyone. Not only for his hard work but just plain old common sense. At the Orlando convention in June we shared a table and it was quality time.

We had so much to talk about, the evening passed so quickly and I was sad to see it end. Joe spent many unselfish hours in behalf of his fellow Pilots and others at TWA and TARPA, Now he rests in peace. We are going to miss him ..... Idus And from one who should know, Russ Derickson ..

The paragraph below is an excerpt from an MEC newsletter mailed to all TWA Pilots on June 8, 1961 (32 years ago ).

Due to his imminent entry into CV 880 training, Joe McCombs has found it necessary to lay down the Master Chairman's gavel. For the past two years he has been the workhorse for all TWA Pilots. To say that he has done a good job would be the understatement of the year. Joe has been relentless and untiring in his efforts to represent the best interests of the TWA Pilot group.

He has worked long hours and spent many, many days away from his home. His efforts have not been in vain. We will not attempt to enumerate or summarize the accomplishments Joe has been responsible for, but we can assure you as can all the other representatives who have been closely associated with him , that they are many. Joe is deserving of a long rest.

Joe accepted the position of Secretary for TARPA in' 85/86 and shortly thereafter with the assistance of Dean Phillips, was instrumental and actually brought about the consolidation of Secretary and Treasurer into one position. Due to his efforts, the two positions now operating as one is computerized to perfection, covering all areas--membership records, word processing, financial expenses in all categories, etc.,etc. Joe worked from five to eight hours a day sometimes as Brown, Dean Guillan and I have witnessed on different occasions when we have been house guests of the McCombs.

Joe McCombs made many friends. He was one of the best. He will be remembered.

47

JOE McCOMBS

Memories Nephew Peter Collins shared at the Celebration of Captain Joe's Life December 23, 1993

Meeting Joe

A very young and impressionable child walks with his loving aunt into a TWA cockpit to meet a giant in a uniform. Not knowing what to do and if I really approved of his seeing my aunt, I just eye-balled him and he just kind of laughed at my big eyeballs.

The next memorable moment was visiting Jean and Joe in New York and being part of Joe's crew on his sail boat. A friendly Sunday race which turned into a minor boat ramming which almost caused Joe to walk on water as he discussed the issue with the captain of the other boat.

But most of all, I remember Joe being relentlessly challenging to talk with, to socialize with and, most enjoyable of all, to banter with.

In trying to think of something to say today, I thought about what Joe would want us to do and how he would feel.

1st - I think he'd be embarrassed at so much emotion being displayed for him.

2nd - I think he'd be radiantly beaming with joy and pride that so many truly cared.

3rd - I think he'd want us to enjoy life as he did.

I spent a brief part of my day yesterday with Jean in Evergreen. As we were out, she was running into people whom she knew and relaying the news of Joe's passing.

The true concern of all she told reminded me of a classic holiday movie I recently watched again - "It's a Wonderful Life." I think about what Joe has meant to me and all the people his wit and generosity has touched. It's so comforting and sad to see how many lives his has influenced and how many of us are better for knowing him but selfishly feeling empty because his physical presence won't be felt anymore.

To Joe McCombs, I say Thanks -Thanks for making us laugh.

Thanks for making us cry.

Thanks for giving us the challenge to be like you.

To The World Traveler, Now Time Traveler, Till We Meet Again - Fly Safe!

48

JOE McCOMBS Joe McCombs- dear and gentle giant ! Some of us knew Joe as a very serious and knowledgeable TWA Captain. Some of us knew him as a loving father and husband. Others saw his anger and frustration when injustice was done to someone or something he cared about.

Others saw his whacky sense of humor about life and its many lessons.

I personally saw all of this--as well as the way he allowed my dearest friend, Jean, to love and care so compassionately for him. I have watched this dear soul mellow some of the last few years ( just a bit, mind you ) and let others share their love for him.

Joe celebrated his 72nd. birthday November 16th, thus bringing to a close 72 years of a life filled with gusto. Joe never did anything halfway. Whatever this man did, it was with a sense of humor and honesty. I guess the trait I loved the most about Joe was his ability to poke fun---even when directed at himself (as so many times it was ). This, then , is what I will remember and carry with me about my friend Joe. The happy times we giggled together--perhaps over one of his more raunchy jokes. The times he would share through his jokes how much he cared about Jean, his family and his friends.

I do not believe Joe has " Gone " anywhere. I believe his spirit is right here with us now as we celebrate his life not his death.

And so I say to a dear friend—Goodbye Captain Joe , I love you and will miss you.

Betty Gray ( TWA Clipped Wings ) Joe's Niece Barbara Nazelrod wrote the following about "Uncle Joe" I look at life differently now than I did when I first met " Uncle Joe " McCombs. After all, this was 24 years ago on a visit to see my favorite Aunt in New York. I was a tall gawky, gangly 14 year old caught up in still wanting to be a tomboy and unsure about my feminine side.

Joe's first conversations with me concerned just these feelings. One of his first comments to me was something like " You may not believe it now and it may not be important to you, but you are a great looking sexy broad, just like your Auntie Jean ! " Needless to say, he made quite a first impression !

Through the ensuing years, even though we didn't physically see each other much, I learned a lot about this man who became my Aunt's husband and more importantly a wonderful Uncle. So many gifts and so many outstanding qualities. Qualities like: a Keen Mind, a Kind Heart, a Quick Wit, a Great Sense of Humor, a Wonderful Devious Laugh, Gentle Spirit and a Good Listener.

It is fitting that we remember him now, not only with our tears ( because we already miss him so ) but also with joy and laughter. For these two gifts of joy and laughter are how we all remember him.

So here's to you and your life , U N C L E JOE ! ! ! I'm laughing behind my tears.

Love,

49

Barbie

JOE

McCOMBS

John Beckman, Att. Wheat Ridge, Co. had this to say about Joe's sense of humor : Joe had been doing his best for years trying to give me a few tips on getting to AA classification in skeet shooting, but having exhausted every "tip" or technique he could think of , he decided on a different course of action. For my 40th birthday, he bought me a bird feeder with a little note saying something to the effect that " I figured this might be the only way for you to get enough extra birds to reach AA " -- what it was , of course was a gift within a gift. A gift of laughter, humor and thoughtfulness demonstrating a keen wit--much more precious than the gift itself As it turns out, of course, I can't look out the window and see one of those fat, feathery, little creatures chowing down without thinking of Joe and knowing that I was both the object and the beneficiary of a great " Parting Shot ".

ODE TO JOE McCOMBS .. M.D. Nason III December 1992 Oh Captain! my Captain! Our stormy trip is done, The ship has weathered every rack, The plan we filed is won.

The airports near, The tower I hear, The passengers exulting, While follow eyes the steady wheel.

The aircraft trimmed and flaring, The ship is blocked now, safe and sound, The flight plan closed and done.

From fearful Trip, the vectored ship, Completed its final run.

Now hushed, the jets, And closed, the logs, But I, With awe instead, Fly the flight my Captain flies, Forever in my head.

Fair Skies and Tail Winds Forever To You, Joe McCombs, Captain, Trans World Airlines.

In Joe's last wishes, he expressed these thoughts for you: My sincere appreciation to my family and my many dear friends-in and out of TWA-for their trust, involvement and assistance in making my life a very, very full accomplishment. I should be so lucky.. Be kind to each other...God Bless.

When you think of Joe McCombs, touch your heart, and feel the love and light he shared with us all.

Jean Olivia McCombs

For Joe Sheley McCombs, this is not the end, but the beginning of a Super trip through Eternity where we all shall surely meet for some hanger flying.. God Speed Joe ... J.T.Happy 50

A TRIBUTE TO CAPTAIN HAROLD W. AIKIN November 3, 1916 - January 13, 1993 by William Miller "

The Essence of a Gentlemen

"

He was a perfect gentlemen. He was polite, thoughtful, considerate, kind, courteous, and gracious of all manner.

If you ever read a novel whose hero was a " gentlemen " and you wondered what that ' now-forgotten ' breed was like, you could bring to mind HAROLD WELCOME AIKIN. He looked it! Handsome, self-assured, urbane.

He talked it! Soft and cultivated.

As those who knew him were aware.

He lived it!

His flights in the Navy and Trans World Airlines, reflected the man .....

His wit, his charm, gaiety and love of truth and facts. " His desire to help, known as " Noblesse Oblige which is the essence of a gentlemen.

As another of our "Eagles " salute him.

"

au fond "

goes West, we who knew Harold

Harold Welcome Aikin was one of the finest examples of a Pilot Pilot.........he was also my dearest friend.

'

s

NOTICE TO TARPA MEMBERS: In case of your demise will your survivors have some sort of resume or whatever to give to the funeral home, newspapers, TARPA TOPICS and so? At a time of stress like this it would be a big help.

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HAROLD W. AIKIN, TWA CAPTAIN

FLIGHT ENGINEER JACOB FISHER Sent in by Mark Fisher (Son) My Dad passed away November 21., 1992 at the age of 80 years.

Dad was born in Grand Rapids, Michigan September 28, 1912 and attended Creston High School as did my mother Joanna.

Due to lack of continuous employment during the 1930's Dad joined the Marine Corps in July of 1934 and served until 1939.

During that time he was stationed in the Philadelphia area and married my Mother in 1937. Dad and Mom then moved to Chicago and Dad attended the Aeronautical University and was recruited

by TWA to be an instructor. He joined TWA in 1942 and moved to the Kansas City area where flying became part of his life and work.

In 1951 an automobile accident about took his life and he was away from flying for several years. During that time he worked in Chicago until his neck healed properly and he could again attain Dad loved flying the line but his heart was in flying status. teaching and he retired from The Jack Frye Training Center where many flight engineers and pilots case into contact with him.

Many are the stories that Dad told after he retired but in his heart flying for TWA never left his. Many times he would look up as an airplane would pass over the farm for their approach to KCI and I knew he was going over his final check list with them.

Dad was also a man of deep faith in his God and was an Elder in He was also a very accomplished musician playing both our church. the piano and organ and was the church organist for many years.

The tragic automobile accident that claimed my sister Ruth brought many tears to my father during his retirement but also renewed his faith in God. My Mother, and brother David thank all in the TWA family for the joyous times, the support in perilous times and for the TWA family love for my Father. Dad's favorite hymn that we sang and he played many times is: Eternal Father, strong to save, Whose arm doth bind the restless waveWho biddst the mighty ocean deep, It's own appointed limits keep: 0 hear us when we cry to Thee, For those in peril in the air.

We all will miss my Dad, Jake Fisher Flight Engineer (Ret.)

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Ed Betts Dear A.T.: I note from the latest Skyliner that Ida K. Staggers passed away on January 11, 1993. Ida was a TWA legend in her time and I hope one of her many friends will write a tribute. I don't know too much about her but will relay some highlights. She wasn't among the original hostess class but was close behind, probably in early 1936. These were the days of the 14-passenger DC-2 when the gals were registered nurses, had to meet strict height and weight requirements and did a lot of flying without restrictions by the company, contracts or any government regulations.

Ida spent a lot of time as a supervisor, interviewing applicants. training new recruits and was Chief Hostess during the war. She started flying the MAC flights in 1966. The first time I met her happened to be the first portion of her last flight before mandatory retirement (from flying the line) at age 60. This was on 5/23/72, a MAC trip where we ferried a B707-331B from SFO to Travis AFB and originated a flight to Honolulu with a full load of GIs. The press was there to interview Ida at the bottom of the steps as this was a first - the first airline hostess to retire at age 60.

The cabin crew were scheduled to return to Travis the next day, the cockpit crew on to Saigon, so that was my only trip with Ida. We did see her interview with the press on TV that night and it was a bit "unusual", and I hope I can describe it now as a new hostess uniform was involved. I think it was referred to as "hot pants" with a short black (and tight) pants worn under some sort of a short jacket that buttoned up the front. Ida was in sort of a flutter with all of this attention and related how she had forgotten her pants and was afraid the GIs were gazing at her as she worked the galley and bent over. Although I was not a first hand observer at the time, she did have on panties and there was probably a movie going on concurrently with the meal service. On her arrival at SFO there was a big hangar party/reception in her honor, later a party in a downtown hotel plus special honors by the TWA Board of Directors (Charles C. Tillinghast, Chmn.). The latter included a letter from Mr. Tillinghast which paid tribute to "Miss Staggers' outstanding qualities of charm, warmth and dignity which she brought to her profession and to the airline for which she worked for so many years with such great distinction."

Ida continued to work for awhile with TWA as a consultant at the Breech Academy, but most of her "retirement years" was as a supervisor at the Grand Canyon Lodge (north rim), Az. This was when Canteen Corp., part of the TWA family, had the contract for managing the lodges at several National Parks in Arizona and Utah.

The picture on the following page has Ida in it. The captain is Bill Sanders.

54

55

From Jim McClure Dear A.T.; I have had some good correspondence in reply to my article in the last TARPA and I would like to relate some incidents that have happened since then.

These are just facts and the fellows can draw their own inferences from them.

My doctor recommended a specialist in an office of three doctors in Chattanooga's main hospital, Erlanger.

On Nov. 16 & 17 I spent the days going through a great number of tests. On Nov.18, 1992 at about 1300, I was put to sleep for a biopsy. At about 1600, I was released and my son-in-law took me to a restaurant. At 1645, I experienced an attack of some sort that started shaking my body with chills and rendered me semi-conscious. My son-in-law called the doctor at the hospital, was told to bring me to the. emergency room.

Twenty minutes later we arrived and were met by a male nurse. He advised that the doctor had left for home and his dinner. He chatted with my son-in-law for about an hour while I sat there shaking. Finally my son-in-law put me in the car and turned the heater on high and we shook, rattled and rolled on home for an hour.

After three days, I hadn't heard from the specialist so I made an appointment to see him. I got two statements from him 1."Everybody has to die sometime" 2."There might be more tests" everytime I asked if there might be something I could do.

After observing Dr. Death tap dancing around the big question. I remembered a little piece of paper attached to one of the testing forms that advised me that the physicians might have a financial interest in the testing laboratory operating in the hospital and I was free to have my tests elsewhere, if I so desired. I came to the conclusion that my specialist was in the testing business and not the curing business.

The local paper has been running articles on health care and printed the fact that the hospital administrators salary was 250K annually. In the letters to the editor column of 6 Feb.1993, the president of the Chattanooga and Hamilton County Medical Society, has this to say "The TMA, representing physicians across the state, has urged its members to consider the emotional needs of patients in addition to their medical needs in hopes of preventing such suits.

The TMA and the Chattanooga and Hamilton County Medical Society recognize that patients and their families need a full explanation of the benefits and risks of medical procedures.

Too often, in an effort to treat all the patients who need care, physicians may not spend enough time listening to specific complaints or answering questions in simple understandable language. That needs to change.

For their part, Tennessee physicians must do a better job of listening and offering support. It's what the healing arts are all about."

David R. Barnes,M.D. The earlier part of the column was referring to malpractice lawsuits that had risen to 10 claims per 100 physicians in 1985, and that 78 percent of ob-gyn doctors had been sued at least once.

I finally found another doctor in Knoxville who spoke my language. He promised not to cut off my cojones and outlined a sensible program for me. My latest PSA was .1 and PAP was .6. This means nothing to anyone unfamiliar with this process but a great relief for me.

56

I have learned to ; 1.Never visit a doctor on a serious matter without someone able to take care of me and ask the questions that I don't think of.

2.Never be too sure of any doctor.

3.Never give up hope. The answer is 40.

I hope that this gives Harry the Moke's program a little shove and other reports will begin to filter in from the most reticent group of people in the country-my fellow pilots.

I traveled from Dayton to Chattanooga one day and was 5 min. late driving at 30 mph.

Left the next day at the same time and was 5 min. early, driving at 60 mph. What speed should I have driven to arrive on time? See principle 3 above.

The john lay in bed watching the prostitute he had just been to bed with get dressed. The girl turned toward him noting his stare. "I bet I can guess your occupation, in fact, it is a little game I like to play with my johns", exclaimed the girl. Doubting her, the man told her to take a guess. "Well", said the prostitute, "I'll bet you're a physician. In fact, I'd guess you are an anesthesiologist!".

"That's incredible", answered the doctor, "How in the world did you know that?".

"Easy', said the girl, "I slept through the whole thing!".

Contributed by Dr. Frank Humbles

The following pages were contributed by our youngest son, Dr. Frank Humbles.

He is located in Conway, South Carolina. His wife, Kim, is a Registered Nurse but is running one of her parents' ladies ready to wear stores in Myrtle Beach.

I hope you find Frank's article interesting. He says he is willing to contribute. something in future issues so maybe our next editor might wish to use his material.

He might be able to answer questions in the medical field. His address: Dr. Frank F. Humbles 606 Elm Street Conway, SC 29526 We also invite you to share your medical experiences with others via our Medical Forum. Maybe, in the spirit of brotherhood, you can help someone else allay their fears or seek the right help.

Snoring can be cured by offering the offender good advice, cooperation and kindness and by stuffing an old sock in their mouth.

A small boy asked his mother a question and was brushed off with the advice to "go ask your father. "Gee," the boy complained, "I don't want to know that much about it."

A very bright pupil was asked one day at school to answer the question, "What is an opera?" He replied, "It is a theatrical performance in which the hero is stabbed and instead of bleeding he begins to sing."

Some people gain weight only in certain places - drive-in restaurants, ice cream parlors and bakeries. May we add, boat cruises.

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ANESTHESIA-THE SAFE FLIGHT Your distinguished editor has asked me to describe the services offered by an anesthesiologist. I hope I can enlighten all to what the person behind the mask does. It has been estimated that half of those eligible for Medicare will have future need for surgery. Thus, I hope this information will be comforting if one of your readers enlists the services of an Anesthesiologist.

I believe the Anesthesiologist and the Professional Pilot have a common goal. That is to accomplish a safe, comfortable and if possible economical flight.

I think one needs to begin with some historical background.

The history of anesthesia is fascinating. Prior to 1842 anesthesia was accomplished crudely with alcohol or other intoxicating drugs.

However, anesthesia means "without feeling". These drugs did not achieve anesthesia or even analgesia("insensibility to pain without loss of consciousness").

Although ether and nitrous oxide("laughing gas") were discovered prior to the 1840's neither were used for anesthesia until 1842.

Both ether and nitrous oxide were popular for recreational use and the parties held were known as ether or nitrous "frolics".

It was observations at these frolics which gave physicians the idea to use these gases for anesthesia. After noting participants were unaware of injury during frolics with ether, Dr. Crawford Long began experimenting with its use for surgical anesthesia.

This was in 1842. Unfortunately, this physician from rural Georgia did not publish his results. Only later in history was Long recognized as the father of present day anesthesia.

A dentist, Dr. William T. Morton, from Hartford, Connecticut, was the first person to successfully demonstrate an anesthetic to a medical audience. Morton administered the vapor of ether to Mr. Gilbert Abbott for the removal of a tumor from below the jawbone by the well-known surgeon Dr. John C. Warren. The anesthesia took place at Massachusetts General Hospital on October 16, 1846 in front of an audience that included surgeons, medical students and a newspaper reporter. It was successful with the patient having no pain or memory of the experience. A physician there exclaimed,"Gentlemen, this is no humbug!". Later Nitrous oxide and chloroform were used successfully as anesthetics.

Since its beginning in 1842, Anesthesiology has evolved into a recognized medical specialty. Anesthesiology is providing continuing improvement in patient care based on the introduction of new drugs and techniques made possible in large by research in the basic and clinical sciences. An anesthesiologist is a doctor of medicine who has completed four years of medical school after graduating from college. Following medical school, today's anesthesiologist completes four to five years of specialized medical training in the field of anesthesiology, which includes pain management and critical care medicine. As a pilot becomes certified by the F.A.A. an anesthesiologist becomes a certified specialist by a Board of their peers. The certification process is both written and oral as in flying. And as in flying, failure does not mean the end of one's career. There is available retesting.

58

The remainder of this article will deal with anesthesia for surgery. I hope to review pain management techniques provided by the anesthesiologist in a future TARPA Topics. This will be of interest to those of you with pain syndromes ie: low back pain, post traumatic pain, myalgias and fibrositis.

Similar to a pilot's duties the anesthesiologist begins the patient's anesthetic like preflight. A preflight of the anesthetic equipment is done each morning and between each case. The machine delivering the gases is checked for proper function and all systems alarms are checked to be in working order. Monitors which routinely include blood pressure, electrocardiogram, end-tidal carbon dioxide monitor(which confirms ventilation of the lungs since the lung expels CO2 from the body) and the pulse oximeter, a monitor which when attached to the finger can continuously measure oxygen saturation of the blood. The anesthesiologists weather briefing is the preanesthetic visit. This is done prior to surgery, ideally the day or two before. During this visit the anesthesiologist interviews the patient and reviews the patient's medical record. This is to help plan the patient's particular anesthetic, taking into consideration any physical problems, such as asthma, diabetes, unusual heart and circulation conditions, etc. The preanesthesia interview also provides the patient an opportunity to ask questions and become better informed about their anesthetic care including available options and risks and benefits. Frequently at such visits blood and laboratory tests, electrocardiograms and x-rays will be completed. The patient vii be asked to take nothing by mouth after midnight, except possibly some blood pressure or breathing medications. It is important that the patient inform the anesthesiologist of the current or recent medications they may be taking. At this point the patient and the anesthesiologist are ready for their flight.

The flight or anesthesia would begin with an intravenous line. This is used to provide immediate access for delivery of medications to the patient. Prior to this a patient may receive an intramuscular injection of medication to help relieve anxieties.

On the operating room bed the patient will have all necessary monitors applied and a safety belt fasten so while asleep the patients remain on the narrow bed. All pressure points are padded to prevent any nerve compression injuries.

There are three main types of flight plans, or anesthetics used. They are general, regional and local. The type used will be that recommended by the anesthesiologist and agreed upon by the patient. Regional anesthesia can only be used for surgery on selected regions of the body. It eliminates pain following an injection of a local anesthetic medication surrounding large groups of nerves and the spinal cord in such a manner as to temporarily block pain signals from reaching the brain. For example, if you need hip or prostate surgery your anesthesiologist might determine that in your particular case epidural or spinal anesthesia may be the preferable flight. Incidentally , in recent years the risk of permanent paralysis from spinal anesthesia is unheard of.

The majority of anesthetic flights are under general anesthesia.

The patient or passenger is temporarily rendered unconscious. General

59

anesthesia causes the whole body to lose sensation and movement.

The general anesthetic flight begins with the takeoff, known as the induction, and ends with the landing, or awakening. As in flying these are the most critical times in the anesthetic. The patient is usually rendered unconscious using intravenous medication. The anesthetic state is then maintained using a combination of inhaled gases and intravenous medication. Throughout the cruise phase of the anesthetic your anesthesiologist makes medical judgements and is the physician who is responsible for the management of your physical condition. Should you develop any medical problems during surgery your anesthesiologist will immediately diagnose and treat them. Your anesthetic can be precisely controlled so the patient lands or awakens within a few minutes after surgery. Vigilance is the key to a successful anesthetic just as in flying. From the operating room the patient is taxied to the recovery room. Here the patient will be monitored, observed and have any medical conditions treated if they arise. The patient is discharged from the recovery room when fully awake and as pain free as possible. The anesthesiologist, along with recovery room nurses care for the patient while in the recovery room.

Certain surgical procedures can be accomplished under local anesthesia. Tissues are infiltrated with local anesthetic medicines to render them numb. The anesthesiologist and surgeon will determine if the patient's medical condition warrants observation and sedation by an anesthesiologist. An example would be the removal of skin cancers from the face.

In certain instances nurse anesthetist work along with the anesthesiologist. These are registered nurses who are graduates of accredited schools of anesthesia. They are basically the copilot participating in your anesthetic flight.

Some common side affects of your anesthetic may be nausea, muscle soreness and sore throat. These will usually resolve within 24 to 48 hours after anesthesia. Nausea may be treated with certain medications.

The safety record in anesthesia is excellent. The risk of death due solely to the administration of anesthesia is extremely rare.

The risk is about 1 in 10,000 administrations but for relatively healthy patients having relatively simple elective operations, the risk is even less. This risk is perhaps in the range of 1 in 50,000 to 100,000 anesthetic administrations.

I trust this article has been both informative and interesting.

Obviously, anesthesia is very complex and I have only briefly summarized' it for you here. If you all have any particular questions I would be happy to try and answer them. I know your Editor would be glad to forward them to me.

Respectfully submitted, Frank Forrest Humbles,M.D. Diplomat of the American Board of Anesthesiology

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61

MILLY KELLY, KAY RUBLE AND JANET MAY at the Hotel Del Coronado in San Diego on the tour run during the last convention.

My main thrust will be in raising show goats. Now anybody here that knows the least thing about goat& will agree that it is extremely hard to program them. However with our good chief pilot L e e ' s p e r m i s s io n I will take all of my old m a n u a l s , charts, procedures and profiles and force feed them. I mean to get even somehow. If my goats can digest this stuff, just a bit better than I have, I will have the smartest critters in S.W. Arkansas. Picture this if you can: When my Federal Farm Agent come s ou t f o r t h e s i x - m o n t h c h e c k I h o p e t o b e r e a d y . I'l l b e standing there sweating out my goats, th e ag en t al on gs id e wi th pencil and pad, his face a mask of public ' c o n v e n i e nc e and necessity' and then --- here come the goats!

Many of you know that when I leave here I am heading for Arkansas and my beloved Pine Knot Poverty Pocket. I did have some misgivings on such a move, but my Federal Farm Agent sent me a full packet of material on farming, complete with maps, t h i n g s to p l a n t , what not to plant and how to f e r t i l i z e properly. From what I can learn the purpose of the Farm Agent is to help the farmer out - and I understand that they have helped any number out. My money will come from corn and hogs.

I won't raise any - just threaten and my agent will bring me a check each month so as I will not glut the national farm economy.

I had prepared a long well rehearsed speech for this occasion, but my wife Emily reminded me that most of my problems on TWA were the result of talking too much, so I will confine this farewell talk to just a few observations.

It is very flattering to see so many out for this graduation party. C o u s i n Ed Boyce breezed through it but there were several times when it was doubtful if I would make it or not.

O n e t i m e i n p a r t i c u l a r : Ba ck i n t h e t h i r t i e s w e h a d a g o o d D C 2 run out of SFO that made stops at OAK - Fresno - Las Vegas, with a layover at Boulder City for a few hours then a return home with two or three days off. Elmer German, Pee Wee Horstman, Bob Buck, Roscoe Dunahoo and myself were co-pilots on this trip.

Now in those days pilots had no expense accounts and there was no ALPA or grieva n c e p r o c e d u r e t o s e t t l e d i s p u t e s . T h e C o m p a n y handled such things. We were furnished a room for rest and lunch at Boulder City. On the menu was a blue plate special for s e v e n t y f i v e cen ts a n d a mo re i n v i t i n g di sh w i t h d e s s e r t f o r a b u c k t w e n t y fiv e. W e a t e the h i g h p r i c e d o n e s i n c e i t i n c l u d e d dessert. When the Company found out about it they fired the whole bunch of us. Thank g o o d n e s s some of the more senior captains came to our aid and sat down with the Company and reasoned together. I believe it was Hall, Harry Campbell, Eddie Balandi, Johnny Graves and George Rice who had been lending the Company money from time to time to meet the monthly payroll which served as a bargaining point. We were put back to work and found out that the seventy five cent lunch was not bad to eat after all.

SWAN SONG - RETIREMENT by Capt. D. B. Kuhn

For decades the mana ge me nt s of a ir li ne s we re a bl e to h ir e, train, discipline, punish or terminate their crewmen. In 1958, for reasons never explained or understood, congress passed the Federal Aviation Act giving autocratic power to an Agency that has changed your lives . Le d by a m il it ar y ge ne ra l, h or de s of agents suddenly invaded every facet of the industry. We found that we were getting m or e Fe de ra l su pe rv is io n th an a p ar ol ed convict. This eagerne ss o f th e ag en cy c re at ed m or e pr ob le ms than it was designed to c ur e. A ir li ne s st ar te d pa yi ng h ea vy fines, pilots were fined or grounded on the slightest pretext.

Each small incident turned into a Federal case. In one year the FAA had one of our Ca pt ai n' s li ce ns e in t he ir p os se ss io n mo re than he d i d .

He g ot s ix m o n t h s for e x e r c i s i n g his constitutional right of free speech. Some FAA deeds were good, but under the scrutiny of Federal Agents the training program on the various airlines - wh ic h sh ou ld h av e be en a f un t hi ng degenerated into a living nightmare. Ted Hereford, who knows a bit about how to fly, s ay s it 's l ik e tr yi ng t o ge t a si p of water from a fire hos e. W e ha ve v ie we d th e so rr y sp ec ta cl e of Agent and Company ins tr uc to r in v io le nt d is ag re em en t ov er t he proficiency of a pilot. It has been said, and I think I said it - that it takes three days of humiliation and harassment to take a thirty minute instr um en t ch ec k. S om e of t he r eq ui re me nt s to get a jet rating from th e FA A se em s tr an ge t o th e li ne p il ot .

For instance: holding the airspeed within two knots at various altitudes and flap, settings, which I could never do to anyones satisfaction - seems a bit exacting. On take-off one must pull the nose up to exactly a 15 degree angle and hold a speed just above stalling until reaching eight hundred feet before you are permitted to get safe flying speed. The two engine approach at minimum speed, while sporting, can also be breathtaking. Why it is nece ss ar y to d e l i b e r a t e l y create a re al e me rg en cy f or practice is strange in de ed . We l ea rn ed t o do i t in t ra in in g, but alas, with a fully loaded plane it has been discovered that the runway is st re ss ed f or t he ' pu sh o n ' landin g bu t th e

ON A BIT MORE SERIOUS NOTE: I want to say, and will say that I have enjoyed my flying career. As the Hippies and intellectuals who a re a f f i l i a t e d might say it - h av in g be en p e r s o n a l l y involved and acutely identified with it, flying has given me a meaningful experience. I leave you after some 31 odd years with only one dark cloud ov er he ad w hi ch m us t be d is si pa te d if t he industry is to continu e it s ph en om en al g ro wt h. I h es it at e to mention it, but feel th at i t ma y be m y la st c ha nc e. I a m su re some of you will dis ag re e - I ex pe ct i t as i t wo ul d no t be normal o th er wi se .

They are beautifully aligned heading from the outer pasture for the barn - Their ears laid back at fifty degrees and at a speed control only a fractio n ab ov e st al li ng . Be tt er s ai d " s tu mb le plus two". The test is to reach the barn before falling down.

The McKenny Bayou th at r un s th ro ug h my p as tu re w il l be a splendid place for my goats to display proficiency in the canyon approach. This of cou rs e, a t hi gh er s pe ed s an d ea rs a t on ly thirty- degrees. My g oa ts w il l no t on ly l oo k al ik e bu t wi ll perform alike. We call t ha t "g oa t st an da rd iz at io n" . I sh ou ld be real busy in this phase two of my career provided I do not get more Fed er al a id t ha n I ne ed .

As I have said, flying has been good to me and good for me. I will be lonely for th e ne ws i n Ar ka ns as a nd w il l mi ss t he wonderful people and the industry that has allowed me to work with them for so long. Perhaps someone one day might say that I was good for flying. W he n yo u dr op b y - an d if y ou h av e no qualms, I will cook you some goat meat. Thank you so very, very mu ch .

airplane is not - especially the nose wheel. The failure rate on jet check rides have run as high as 48 percent. This alone can bankrupt an airlin e. A s a re su lt , so me p il ot s, w ho c ou ld afford it, resigned i n di sg us t, w hi le o th er s we re d ri ve n to nervous breakdowns or in sa ni ty . Th er e we re a n um be r of h ea rt failures and a few suicides. You and I know there is not that much difference in a je t. I t ha s th ro tt le s th at o pe ra te t he same, you still pull ba ck t o cl im b, p us h to d es ce nd a nd t he rudder has not change d mu ch . No w I mu st b e cl ea r - I do n ot mean that a good training program is not needed or wanted. The Companies that pay over five million each for these jets are not about to turn loose a bu nc h of c lo wn s to w re ck t he m an d we pilots are mostly inte re st ed i n go od t ra in in g be ca us e we a re strapped to the end o f th e pl an e th at u su al ly h it s fi rs t!

Neither are all the agents bad guys - true few if any of them have ever flown a scheduled airline trip - but having been given life and death autho ri ty t he y fe el t he y mu st j us ti fy t he ir existence. Still safety is not served by people living in fear!

We are throttled with a b ad l aw . I am s ur e Co ng re ss d id n ot wish to create this evil and will undo it if and when you let them know they should return the operation of the airlines to the owners. Now I have said it and you may have guessed - I'm not set up for an i ns tr um en t ch ec k an yt im e so on .

ARKY AINSWORTH CHUCK PETERSON WALT GUNN

J.T. HAPPY JASPER SOLOMON FRED AUSTIN DICK ANDERSON

AL MUNDO VIC HASSLER

BOB SHERMAN PHARES McFARREN GERRY SCHEMEL

Dear A.T. - I thoroughly enjoyed Cant. Beck's AMTRAK article in the February TOPICS. It was an excellent update for a steam-age railfan Like me. Dick Beck is one of my favorite people; warm and witty, exuding good humor and always seeming to be getting a big charge out of Life. To complete the picture, Like "Mike" MichaeLson's big cigar and Charlie Rice's pipe, Dick's jaunty cigarette holder has become a trademark.

His description of distinctive Locomotive whistles was very interesting . Although, as he pointed out, the railroads still call them whistles, today's Diesel-electrics carry air horns and while their signal pattern can vary, Like engineer Ed's "Shave and a Hair Cut, Two Bits" the air horn's flat, metalic tone does not.

Back when whistles were steam powered, inventive engineers could play tunes on them by manipulating the whistle cord to produce widely varying tones. We always knew when Old Morris was at the throttle, for example, when the midnight flyer shrieked its warning on approaching the Main Street crossing.

Regarding the two short-blast signal., although it usually precedes a train's puling out of the station, it actually is an acknowledgement of some other signet, such as a semaphore arm dropping, a signal_ Light changing, or a Conductor's 'go-ahead' as he raises and Lowers his arm in a grand, sweeping 'high-ball.'

Which reminds me of one night in the '30s when I had brought my heavily Loaded tractor-trailer to a stop at a grade crossing where a C&NW freight was switching cars.

In addition to the swinging warning Light, a trainman was standing guard, Lantern in hand. Then, as the crossing temporarily cleared, he signaled for me to come on.

Shifting the old Diamond T into it's Lowest gear I released the brakes, hit the throttLe, l et out the heavy clutch and putted the air horn twice..'blatt-blatt .'

My boss, who was riding 'shot-gun' with me that night was horrified.

"DON'T blow the damn horn: That guy will think we're putting the blast on HIM." But the trainman, although probably not overly fond of truckers, actually gave us a friendly wave as we jolted across the tracks. I suppose he thought I was an ex-rail who was moonlighting as a gear jammer after being bumped off the extra board because of my prompt and prover response to his signal. Best regards, Goldy

LOOKING BACK 60 YEARS TO 1933

by Ed Betts After 12 years of Republican presidents, on 3/4/33, Franklin D. Roosevelt was inaugurated to the office. Times were tough as the great depression was in full force following the stock market crash of 1929. Soon to follow with the New Deal were the various alphabet programs under the NRA, such as the WPA, to create jobs and stimulate the economy. By the end of the year the Civil Works Administration had approved 650 airport projects; 360 were new airports and 290 were improvements to existing fields. The municipalities or states were to supply the materials and up to 80% of the labor costs by the Federal Government. Also included in the program were funds and training to improve air and ground communications and weather forecasting. It couldn't be blamed on either political party when the LA (Long Beach/Compton) area was rocked by a 6.2 earthquake on March 10. One of FDR's campaign promises came about in December when 36 states ratified the 21st Amendment ending prohibition - "speakeasies" were to be a memory.

During the year Jack Sharkey lost his heavyweight boxing title when he was Kod by the Italian giant, Primo Carnera, in the 6th round at Madison Square Garden. The Indy 500 was won by Louis Meyer with a record speed of 104.162 mph - the previous record of 104.144 was set in 1932 by Fred Frame. There was only one post season college football championship game in those days, the Rose Bowl, which was won by USC with a 35 to 0 victory over Pittsburgh.

Pro football had its first championship playoffs: the Western Division leader Chicago Bears defeated the Eastern Division leader NY Giants 23 to 21. In 1932 the NY Yankees were the World champs in baseball, in 1933 it was the NY Giants. NY pitcher Carl Hubbell was MVP for the Nat'l League and Jimmie Foxx for the American.

Foxx, playing for Philadelphia, won the batting crown (.356 avg), RBIs (163) and home runs (48). For the movie buffs Charles Laughton won the Oscar for his role in "Private Life of Henry VIII", Katherine Hepburn in "Morning Glory" and "Cavalcade" (directed by Frank Lloyd) best picture.

World or US records were set that year in all of the major categories: the Italian pilot Agelio held it for speed with an official timing of 423 mph, the French for altitude with an airplane to 44,819' and also for non-stop distance. This was a flight from NYC to Rayak, Syria, a distance of 5,653 miles. 1933 was also the year when France organized its own international carrier, Air France.

Lufthansa was regarded as the largest international carrier.

There were a number of notable flights in 1933, most took place during the summer season. On 6/2/33, Frank Hawks, with a Northrop "Gamma", flew non-stop LA to Brooklyn's Floyd Bennett Field in a record-setting time of 13 hrs 26 min 15 sec. He averaged 181 mph for the 2,520 mile trip. On July 1, Roscoe Turner flew the westbound trip in 11 hr 30 min with a Wedell-Williams "Special".

Roscoe also improved the eastbound record to 10 hr 4 min 55 sec on his return flight LA to Floyd Bennett, with stops at ABQ, ICT and IND. Jim Haizlip held the former record of 10 hrs 19 min set in 1932. Amelia Earhart set a record for women pilots on the

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THE YEAR 1933 eastbound trip flying a Lockheed "Vega" with a time of 17 hrs 7 min 30 sec. The team of Wiley Post and Harold Gatty set an unofficial round-the-world record in 1931. From Floyd Bennett and return they covered 15,474 miles in 8 days 15 hrs 51 min with the Vega "Winnie Mae". Starting 7/15/33, Post made a similar trip with his Vega, solo, covering 15,596 miles in 7 days 18 hrs 49½ min.

The plane was equipped with anew type radio compass developed by Wright Field engineers.

The National Air Races were held in LA that year: top prize money ($5,050) was won by Roscoe Turner in the "Bendix Transcontinental Speed Dash" averaging 214.78 mph. Jim Wedell was second ($2,250) with an average speed of 209.23 mph - both pilots were flying a Wedell-Williams "Special".

In September, Jim set an American speed record of 304.98 with his special racer.

Also in July, Gen. Italo Balbo lead a mass formation of 25 flying boats from Italy to Chicago via Iceland on a goodwill tour. The Lindberghs, Charles and Anne, made a 29,000 miles survey flight with a Lockheed "Cirius" seaplane from NYC to Europe, Russia, Africa and Brazil. They returned on December 19th. Lindbergh was a technical consultant for Pan Am and T&WA at the time. Rear Admiral Richard Byrd made his second trek to Antarctica and established the "Little America" base of operations.

Starting in 1930, when he was age 16, Bob Buck set numerous ' Junior records for altitude, eastbound transcontinental (23 hrs 47 min), round trip EWR to Havana, EWR to Mexico City and Mexico City to LA. Upon the completion of the latter, in 1932, Bob was honored by Pres. Hoover at the White House. Bob had a Monocoupe, the "Yankee Clipper", which he latter sold to Orm Gove. In late 1933 Bob repurchased the plane and along with Bob Nickson set out for what would be a 4 month and 10,000 mile flight from EWR via the west coast of Mexico to Mexico City. They returned via Havana and Miami.

Besides the scenic and goodwill flying they did a lot of side trips exploring uncharted jungles and ancient ruins.

Lighter than air dirigibles and balloons were also making history in 1933.

Germany's pride, the Graf Zeppelin, was now five years old but was considered the ultimate for crossing the South Atlantic to South America (once a month schedules). The monster was 770' long, 100' at it's largest diameter and powered by five 550 hp Maybach engines. With 25 passengers and a crew of 40 it had a maximum range of 7,030 miles if it cruised at 70 mph, at 78 mph its range was 5,360 miles. Our Navy's "Akron" was the pride of the US fleet until it crashed in a violent storm off the coast of New Jersey on 4/4/33. Among the 73 crew and guests aboard who were killed was Rear Admr. William Moffett, Chief of the Navy's Bureau of Aeronautics and the champion of a dirigible's value in naval warfare. Three weeks later the Navy's "Macon" made its maiden flight.

The Macon was 9' longer and 100' wider than the Graf and with eight 550 hp engines could reach a maximum cruise speed in excess of 85 mph.

The Akron and Macon were built by the Goodyear plant at Akron, OH. They also built the world's largest balloon (600,000 cubic feet) that set a world altitude record on 11/20/33. The team of

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THE YEAR 1933 Lt.Cmdr Settle and Mjr Fordney reported they reached 59,000', but a check of their instruments showed it was actually 61,237' for the new record.

Somehow, mainly through compensation for flying the air mail, the nation's major airlines survived the initial years of the great depression - few, if any, made a profit with passengers. The 1929 Official Aviation guide listed 50 airlines serving the US and Canada, 26 had air mail contracts. In 1933, there were 25 airlines listed, 11 with mail contracts. There had been numerous mergers, the others failed after the stock market crash. Certain Democrats, now in power, started investigations as to how these lucrative contracts were awarded in 1930, when then-Postmaster General Brown conducted his infamous "Spoils Conference". Brown dictated the terms of the merger to form T&WA. To illustrate the importance of carting the air mail are fiscal year 1933 statistics as computed by the PO Department: No of routes United Air Lines 6 American Airways 11 T&WA 1 Eastern Air Transport I Western Air Express 3 Northwest Airways 1 Pennsylvania Air Lines 1 All other airlines 3 26 TOTAL ALL

Total Miles 6,293 8,572 3,960 2,118 1,509 1,363 321 1,334 25,470

Miles Miles Scheduled Completed 12,930,661 12,272,474 11,163,538 10,375,515 6,511,564 6,180,378 3,718,869 3,580,484 1,724,823 1,680,633 1,700,081 1,622,603 950,247 802,757 1,437,158 1,387,625 40,136,941 37,902,469

Pounds Amount Paid Carried 3,174,874 $5,313,159.47 1,462,715 4,550,387.81 1,114,496 2,743,991.93 1,518,505.57 793,516 306,733 781,393.40 228,630 738,383.06 195,140 312,031.06 86,076 510,390.34 7,362,180 $16,468,242.64

These statistics were impressive but the total amount paid to the airlines created a "red flag" with the new administration - the Post Office was heavily subsidizing the airlines by paying an average of $2.24 per pound of mail carried. Not mentioned was how European airlines were subsidized and also got to keep the amount of postage on the envelopes carried.

Also, the PO in late 1932 had raised the price of postage a whopping 50% - from 2 to 3c the first ounce by surface transportation. Air mail was 5c for the first ounce. Service then included a morning and afternoon delivery on weekdays, once on Saturdays, for urban or city boxes. There was very little "junk mail" as it cost the same as first class postage. Chicago generated the most air mail in 1933 with 1,528,104 lbs (about 30 letters to a pound), Newark was second with 1,500,000 lbs followed by Cleveland with 938,000 lbs.

In 1933 the leading airport for the number of landings was Oakland with 66,000 followed by Floyd Bennett (51,828), Chicago (32,441) and Cleveland (26,944). Chicago boarded the most passengers for the year with 120,313 followed by Newark (120,0000), Cleveland (104,948) and Kansas City (39,447).

The airlines were going all out ordering new equipment that would attract passengers.

United introduced the first of the "Modern Airliners", the twin-motor Boeing 247 low wing monoplane, on March 30th.

This was a revolutionary design as the former commercial airliners (still in use by the other airlines), such as the Ford, Fokker and Boeing 80 were all powered by three motors. The latest

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THE YEAR 1933 Boeing could accommodate 10 passengers and cruised about 155 mph with a range of 500 miles. Among its modern features was a On 5/4/33, American introduced the retractable landing gear.

15-passenger Curtiss T-32 "Condor" twin-motor biplane. It wasn't much faster than the Fords but it was built for passenger comfort with a delux interior and soundproofing. Later in the year a 12-passenger sleeper version was introduced by Eastern. "Eddie" Rickenbacker, Eastern's General Manager, had the distinction of being the first airline passenger to undress and don a nightgown (in a small dressingroom along with a robe to wear to his berth) aboard a US air carrier.

T&WA, with a fleet of 20 Fords and 7 single-motor Consolidated "Fleetsters" for passengers operated two daily transcontinental trips between LA and NYC with 11 intermediate stops. In 1932 it was a 36 hour trip, including an overnight stop at a hotel in Kansas City; in 1933 the overnight stop was eliminated and the eastbound schedules were about 25 hours elapsed time and about 29 The fare was $160 ow, $288 rt. By comparison, hours westbound. a first class train took 3½ days (with good connections) and cost $152.40, including a Pullman berth. T&WA could offer little, if any, competition against United on the KC-NYC or CHI-NYC runs as the fares were the same on all airlines. United had four flights a day that originated in Dallas and came through KC en route to NYC via CHI, DET and CLE. The elapsed time from KC to NYC on United was 7 hrs 35 min, on T&WA the schedule was 11 hours. T&WA's fastest CHI-NYC schedule (via PIT and PHL.) was 6½ hours; on United, with two stops, it was 4 hrs 50 min. The fare was $47.95 one way compared to $51.70 by train with a Pullman berth.

T&WA lost two Fords during the year. On 2/10, Eddie Bellande and Lynn Berkenkamp experienced a fire in the plywood floor of the main cabin (a fault in the heater) which was uncontrollable. While Lynn tried to smolder the flames with pillows, Eddie made a near zero-zero approach and landing at Bakersfield. The plane was immediately engulfed in flames and one passenger was slightly injured during the evacuation. Later, Eddie was awarded the Air Mail Medal of Honor by FDR for his "courageous and exceptional handling of the aircraft and passengers". On 8/29, Howard Morgan, Glen Barcus and three passengers were killed near Quay, NM. The cause was attributed to severe weather, insufficient weather reports and pilot error with estimate of position.

The PO awarded T&WA several additions to its air mail route in On February 1, an extension from LA to SFO with stops at 1933.

George Rice flew the first load of mail Bakersfield and Fresno. on the round trip. On the same day, air mail was authorized from CHI to CMH via Fort Wayne. John Collings and Ardell Wilkens flew the first (with mail) eastbound trip, Collings and Al Litzenberger Oakland was added on March 1st with George the first westbound.

Rice the pilot northbound and Dutch Holloway south. Part of T&WA's original mail route structure was a spur route between Amarillo and St.Louis via Oklahoma City, Tulsa and Springfield. On 11/11/33 an important (?) addition was awarded on this route - Elk City, OK. George Brill flew the inaugural westbound trip and Jack Wade the first eastbound.

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THE YEAR. 1933 Flying the mail with the single-motor monoplanes had its risks.

T&WA lost six mail planes during the year: in January, while taking off from PIT with a Northrop "Alpha", Jack Zimmerman had a motor failure and tried to bring it back to the field. He crashed short, was knocked unconscious, and the plane caught fire.

He was rescued by two ground employees. In February, Walt Seyerle had to bail out of his Alpha near Cross Forks, PA, due to extra strong winds, weather and radio failure. On July 28, Earl Noe had a motor fail taking off from KC in a Lockheed "Orion". He crashed in the Missouri River and was killed. In November, Harlan Hull had an engine fire in a new Northrop "Delta" which spread to the cockpit. He bailed out near Las Vegas, NM. On December 11, and within minutes of each other, Andy Andrews and Dean Burford had their Alphas ice up and were forced to bail out.

On 3/15/33, Ted Hereford was piloting the 2nd section of Flight 3 when he had a mid-air collision with a large bird. The leading edge of the Alpha wing was dented about 6" deep and 18" wide ($48.94 damage and expense according to the company report). The usual meeting of the company Accident Board was not held as the bird was cruising at the wrong altitude.

T&WA was losing money at the rate of about $100,000 a month and its only hope for survival was the continuation of the air mail contracts and the success of the one DC-1 on order with Douglas.

Engineer and test pilot Carl Clover made the first flight on 7/1/33, and it was an inauspicious beginning. Shortly after lift off one motor started to sputter and then the other. Every time Clover tried to raise the nose, in order to climb, one or both motors would sputter or quit. He managed to nurse the plane around for a successful landing. Investigation showed the hinges on the carburetor floats were rigged such that the motor was starved for fuel in a nose up attitude.

Further test flights proved the DC-1 was everything T&WA wanted it to be and exceeded many of the original specifications. A new feature was wing flaps which allowed slower approach and landing There was one specification by T&WA (per Lindbergh's speeds. request)that had to be proved the hard way -- the ability to lose a motor on takeoff (after the gear was retracted) and fly to an This had to be over one of the company's alternate airport. highest terrain sectors; in this case between Winslow and ABQ. If the plane failed this demonstration it would be up to a two year wait for an alternate plane such as the Boeing 247.

Test pilot Eddie Allen, on loan from Boeing, and Tommy Tomlinson made this demonstration flight with a motor out for real. Per a prior agreement between the two pilots a motor was to be throttled back to similate a failure - however, while Tommy was busy getting the gear up with the hydraulic hand pump, Eddie cut the ignition switch to one motor. The flight to ABQ was routine, just a little slower. T&WA bought the plane and ordered 41 production model DC-2s (a $3,500,000 order) for delivery starting in mid-1934.

The DC-2 fuselage was "stretched" about 24" which upped the seating capacity from 12 14 passengers. In spite of the pending air mail investigation, the future looked bright for T&WA in 1934.

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LOOKING BACK FIFTY YEARS TO 1943 The year started out with FDR in the middle of his unprecedented third term of office. The US had been actively engage in war for over a year; rationing, wage and price controls had become a way of life. There were no strikes, or the threat of same, and very Jobs were plentiful for both men and women and little inflation. unemployment was at its lowest ebb. Military sentries guarded sensitive installations although airport screening of passengers for weapons or explosives was practically nil. The first bombing of a commercial airliner (United AL) wasn't until 1955 and the first hijacking (National from Key West to Havana) wasn't until 1961. When flying into or near military installations the cabin attendant ordered all window curtains tightly closed and no photographs.

It started out as a patriotic new law - "pay as you go" - withholding tax started on July 1st. If you had any cash left over you were encouraged to buy War Bonds.

Numerous professional sports championships were ceased during the war such as the golf's US Open, PGA and Masters. Count Fleet, with jockey Johnny Longden aboard, won the Triple Crown The Chicago Bears beat the Washington Redskins in pro in 1943.

There were only three college bowl games; the Rose football.

Orange and Sugar - won by Georgia, Alabama and Tennessee. Notre Dame was National Champion but they were to have some great competition from Army with the backfield combination of "Doc" Blanchard and Glenn Davis. There was no Indy 500. The Yankees won the World Series, beating St.Louis four games to one. Stan Musial was MVP for the National League, batting .367, and Luke Applying for the American League, batting .328. For the movie buffs Paul Lukas won an Oscar for his role in "Watch on the Rhine", Jennifer Jones in "Song of Burnadette" and best picture was "Casablanca" starring Humphry Bogart.

There were notable flights that year, by the hundreds of thousands, but they were all by our armed forces and our allies.

The Federation Aeronautique Internationale did not sanction any records during the war, starting in late 1939. Records were held for speed by Germany (set in 1939) at 469.220 mph, Italy (1938) for altitude at 56,041' and Great Britain (1938) for distance at 7,158.440 miles. Howard Hughes and four companions held the round-the-world record of 3 days 19 hrs 17 min set in 1938 with a Lockheed "Lodestar".

Hughes also held the transcontinental record (BUR to EWR) of 7 hrs 28 min 25 sec, set in 1937, with his "Hughes Special", and the American speed record of 352 mph set in 1935 with the same plane.

The Airline Guide listed 22 airlines serving the US and Canada plus Pan Am to the south. Full loads were the norm as priorities determined the order of boarding and removal, when necessary.

All of the major airlines were also flying (under contracts with the Air Transport Command) military schedules using equipment supplied by the government.

T&WA was, for practical purposes, operating two independent airlines: its Domestic Division and the Intercontinental Division (ICD).

The Domestic Division operated with 24 DC-3s during most of 1942 - one was obtained in early 1943 and 3 towards the end of the year. The ICD operated with an average of 25 four-engine aircraft in 1943.

THE YEAR 1943 Company President Jack Frye spent most of his time at his office in Washington, D.C. Exec-VP E. Lee Talman and Operations-VP John Collings ran the airline (Otis Bryan was VP War Projects). Jack Franklin was VP-Engineering and Vincent Conroy VP-Traffic. George Rice was System Chief Pilot. Bob Rummel joined the company that year as assistant to Franklin, to evaluate and select aircraft for the post-war fleet. Chief Hostess Ida Staggers had 175 gals under her supervision. All Flight Engineers were assigned to ICD. It was all first class seating on the DC-3s and the fares were regulated by the Feds. There were no frills and no round trip discounts. The fare from LGA (EWR was closed to civilian traffic during the war) to CHI was $44.95; STL, $53.50; MKC, $66.45; and LA or SFO, $149.95. All fares plus 10% government tax. T&WA operated 6 transcontinental flights a day; the eastbound schedules varied from 16 hrs 47 min to 18 hrs 52 min. Westbound schedules varied from 19 hrs 12 min to 20 hrs 43 min. The highest price for a cab at any T&WA airport to a downtown hotel was $1.10 (plus tax and tip), the cheapest was at Boulder City (25c) and KC (35c). LGA had 11 originating flights a day plus 11 arrivals. PIT had 11 arrivals and departures each direction.

KC handled 9 flights each direction including six to the west coast. There were two flights a day between DET and CVG via TOL and DAY.

April 1943 map of T&WA's routes (before new additions)

THE YEAR 1943 Following the air mail investigation and cancellation of contracts in 1934, the Army flew the mail. In May of that year the contracts were re-awarded (at a reduced rate of pay) to the airlines. T&WA lost the spur route between AMA and STL vis OKC and TUL plus the extension from LA to SFO. In 1937, mail (CAM#37) and passenger service was authorized between SFO and Winslow via Fresno and Las Vegas.

In 1938, Boulder City was added as well as an extension to Phoenix (CAM#38).

The service to PHX was dropped in early 1942.

In 1939, mail was authorized between CHI and LGA (CAM#44) and, in 1942, on the flights between DET and STL (CAM#58).

On 8/16/43, T&WA was awarded CAM#61 - mail (and passenger) service from Columbus to Washington, D.C. via Dayton and Wheeling. Chuck Hoesel flew the inaugural westbound, Ray Wells (from Troy to CMH) and Bob Strait (CMH to DCA) loads of mail east. The Wheeling stop was delayed until 1946 (Bob Wittke flew the inaugurals both directions).

SFO-based crews flew the CAM#38 route to Phoenix and return (it was limited to a daytime VFR operation direct Fresno to Boulder City) and when the PHX leg was dropped the company decided to close the domicile in June of 1943. The pilots (Bill Dowling and Jim Moser) and copilots (Bill Harrison and Cy Stewart) signed a letter of protest to LA Council Chairman Hal Hess protesting this action. However, there was a reprieve on 9/15/43, with a change in CAM#37 - mail service was authorized from Winslow to LA via Boulder City and then to SFO via Fresno and Oakland.

"Buck" Buchanan flew the mail INW to BLD, Jim Moser on to LA and Paul Bracken up the coast. On 10/1/43 was another important change with CAM#2 (T&WA's main route) - service from Winslow to Phoenix to LA was authorized. Ted Moffitt flew the first load of mail eastbound; Walt Seyerle the first load westbound into PHX and "Chick" Chakerian the first on to LA. Other than the addition of Topeka in 1944, these were the only changes in T&WA's route structure until the PIT-BOS addition in May 1945.

Although it was now a USAAF C-69, the first Constellation off the production line was flown on 1/9/43 by Eddie Allen. Like the DC-1 maiden flight in 1933, it had an inauspicious beginning. The plane was flown from the Lockheed plant in Burbank to Edwards Dry Lake. The gear was left down on purpose for the ferry flight, which was followed by a series of takeoffs and landings. Shortly thereafter it was grounded due to serious problems with the 3350 engines.

Uncontrollable engine fires had plagued the B-29 (Eddie Allen was killed in a crash of same) and the C-69 stayed put for several months while engineers worked on the problem.

Compared to 1942 when 363 pilots were hired by either the Domestic or ICD Divisions, 1943 was a lean year as only 67 men were added to the now-merged seniority list. Bob Mabrey (to pilot 1/6/43) was the first and Neuman Ramsey (hired 4/19/43) was junior man at the end of the year. There were further additions until May 1944.

ALPA records are probably incomplete for the T&WA MEC and local council officers during the year 1943. One account has the following: MEC Chairman and also LEC Chairman at MKC was Stan "Toots" Kasper. Also representing MKC were Bob Kadock, as Senior

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THE YEAR 1943 1st Officer and Gail Storck the Junior F/O. Hal Hess was the only man listed at LA (as Chairman) and Felix Preeg for NY (ICD).

Jack Schnaubelt was LEC Chairman at CHI with Al Holstrom the Senior F/O. LGA had the most listed with Walt Smiley Chairman, Vice Chmn Dave Wadsworth, Councilmen Horton Hale and Frank Saylor, Sr F/O Tom Lynch and Jr F/0 John Kennedy.

In July 1943, T&WA together with 15 other domestic airlines, issued a "Declaration of Policy" on international transportation, urging the government to accept five principles. These principles outlined their intent, in the post-war years, to break the Pan Am monopoly for world-wide air travel. T&WA applied for the right to operate the following Trans-Atlantic route: "From the co-terminals CHI, DET, and BOS and the co-terminals DCA, NYC and BOS to the co-terminals London and Paris over alternate routings including via the Azores and to Cairo via the Azores". It would be about 2½ years before much of this request became a reality (the initial route award was by way of Ireland and Paris, which began in 1946).

T&WA was also looking for possible expansion into South America.

In October 1943, it purchased what was to be 22% interest in TACA Airways for $1,350,000.

TACA was organized and developed by Mr. Lowell Yerez in 1931 and was recognized as the largest air carrier of freight in the world. TACA owned capital stock in numerous companies in Honduras, Nicaragua, Costa Rica, El Salvador and Brazil.

T&WA also arranged for the purchase of a 9% direct interest in Empreza de Transportes Aerovias Brazil, S.A., from TACA. The CAB authorized T&WA to operate into the following stops on the transcontinental route: Grand Canyon, AZ., Columbia, MO., and Lancaster, PA. - when conditions permit. On 10/11/43, an all-cargo flight was inaugurated between KC and LA. On 11/15/43, this was extended both directions, from NYC to SFO. This was the nation's first transcontinental cargo flight and departures were mentioned as "shortly after midnight".

In addition to the ICD operation in 1943, T&WA's other war services included: operation of military aircraft in transport service within the US; training of pilots, navigators and other flight crew members; technical training of Army ground personnel such as radio operators and mechanics; a modification center for military aircraft; experimental tests of aircraft fuels; radio performance tests; maintenance and overhaul service for military aircraft; and assignment of trained technical personnel to the Army for special projects. Total cost to the government was about $15,000,000. T&WA received less than 3% of this amount in fees for those services.

It would be impossible and impractical to compare dollars earned or loss in 1943 with those of 1993 - a modern contract with an established outstanding athlete or entertainment star for a five year period commands more income than T&WA's total worth in 1943 ($24,916,409.87).

However, the company was making and saving money for future equipment. Payload factor (ratio of ton miles flown to available ton miles) was 90.9%, passenger load factor was 89.2%.

Total operating revenues ($19,213,000) exceeded total operating expenses ($15,821,000) for a net income of $3,392,000.

A total of $3,172,525.94 was invested for future equipment replacement.

Also, on the Domestic Division, there was not a CAA-type reportable accident. 1943 was a good year for T&WA.

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GEORGE G. "CY" GATES 1905 - 1978 Capt. George G. Gates was born on Gates Ridge of Limestone Hill about 20 miles south of Parkersburg West Virginia, (as he said) "By God West Virginia), where they are "In-by-God dependent". In this isolated area there was no school so his mother, who had been a teacher; taught him and he had no playmates except an old coon hound named Drum. When he was 12 the family moved into the city of Parkersburg where he passed a test to enter high school. The city kids considered him a hill-billy and dubbed him "Cy", the name that stayed with him the rest of his life. His mother had taught him to play the piano and in high school he learned to play trumpet and became second trumpet in the Parkersburg town band. When a circus came to town their trumpet player became ill and they hired Cy as replacement and he stayed on to travel with the circus for a short time. He went to college in Morgantown, WV, then pursued his trumpet playing career.

I don't remember the exact sequencing of events but they included joining a traveling show troop which went from town to town performing plays and musicals, he had his own Dixieland jazz band, was trumpet player with Eddie Peabody's band for quite a long time and played the Broadway circuit with musicians such as Red Nichols, Miff Mole etc.

During the depression he found himself playing in a pavilion in Coney Island for the same pay as he received on his first job in New York and decided this was not progress so he should look for a different line of work. He saw an ad in the paper for an aeronautical engineer at Parks Air College in East St. Louis.

He answered it telling them he was one. He received a letter asking him to come for an interview, bought a book on how to build an airplane which he read on the train enroute to East St. Louis and when he got there he got the job. This is where he learned to fly and went into barnstorming and air shows. For air shows and sky writing he had a Curtis Robin. For barnstorming he had a 7 passenger Curtis Thrush and wore white uniforms when flying passengers. With a partner, he owned a 21 passenger Keystone Patrician, the largest plane in existence at that time and later owned by Al Heath.

At the beginning of World War II he flew with the Civilian Pilot Training Program, then joined Transcontinental & Western Air in February of 1942. He flew until August, 1958, when he was injured in an automobile accident and was no longer able to work.

[The above sent in by Honorary TARPA Member Beth Gates Miller. Beth, his wife, was also severely injured in the accident but worked for years with TWA. I remember her as always efficient, courteous, quiet, competent and helpful. Cy was a legend to some of us for having made an unscheduled stop at Harrisburg for a meal which the Company took a dim view of.]

CHARLES TILLINGHAST - 1976: "DEREGULATION NOT THE ANSWER"

By Bill Dixon With the U.S. airlines apparently racing each other to the financial trashheap, a prediction by Charles Tillinghast in 1976, two weeks before he retired as Chairman of TWA, is becoming unfortunately prophetic.

In a speech to the National Press Club, Dec. 8, 1976, on the present state of the industry and what lies ahead, Tillinghast stated that the disappearance of "the original concept of balanced competition and regulation on which the world's most efficient air transport system was built, will ultimately lead to the partial nationalization of the nation's airlines."

He pointed out that in spite of the meager and uncertain earnings of the past, "deregulation is not the answer. What the airlines really need", he continued, "is LIMITED competition and LIMITED regulation.

How true his forecast is turning out to be!

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Curtis Thrush

Curtis Robin

Keystone Patrician

4 Dogwood Ct Sapphire, N.C. March 21, 1993 A. T. Humbles Rt 2 Box 2900 Belhaven, N.C. 27810 Dear A. T.: The one man who has done more for TWA operations than any other man that I have met is Gordon Granger. He is now suffering with cancer of the throat. He has had several operations and Doctors have recommended that his voice box be removed but he has refused this operation.

He is constantly in pain and takes medicine for relief.

Gordon was hired in the ICD operation and after returning to the TWA domestic operation did much work for the ALPA Safety Committee especially pertaining to the Martin Aircraft.

I first met Gordon and had the pleasure of working for him as Check Pilot when he was assigned as Chief Pilot of our Cairo, Egypt domicle in 1953. (Joe Carr went to Paris to assist Vice President Larry Trimble) We had two great years working and playing together Scuba diving in the Red Sea(we went to 250 ft) and found an ancient underwater city off the coast Of Alexandria(300 B.C.) In 1955 Gordon went to Paris when Joe Carr went back to the US. On Oct 29, 1956 while I was vacationing in Switerland I received a call to report to Airport immediately for duty. (This was the invasion of Egypt caused by the Suez Canal crisis) Gordon with only a Flight Engineer arrived from Paris in a L749A Constellation and picked me up for his copilot to fly nonstop to Cairo to evacuate We left Geneva at 1931 GMT, flew nonstop to off the TWA personnel . coast of Alexandria where we were told to hold. (We could see the US 7th fleet ships below us as we circled.) Gordon demanded permission to proceed to Cairo but after holding for a couple of hours and being continually told to leave, were told that they would shoot us down if we did not comply. We landed Athens after 8 hours and 18 minutes of flying and never did get permission to proceed to Cairo. Weeks later permission was given for a flight to land at Benghazi and TWA personnel were bussed there and Gordon flew the Constellation.

The route proving and provisioning to Manila via Bangkok were all flown by Gordon with the FAA and the Manila Inaugural flight Jan 58.

Gordon and I were in Ceylon for a number of weeks route qualify pilots to Manila.

In 1958 Gordon Was asked to go to Kansas City to work with Engineering Dept for the oncoming Jet Age. He organized a group of TWA Specialist in the Jet operation and scheduled meetings at all our overseas terminals inviting the local carrier to co-host the meeting. (London BOAC, Paris Air France, Geneva Swiss Air, Rome Air Atalia, Athens Olympic, Frankfurt Lufthansa, Madrid Iberia, Lydaa El At, Cairo Air Egypt.. Every aspect of the coming jet age, terminal facilities, food service, traffic control, holding procedures, individual approach procedures for every terminal. The local controlers and tower 78

open for questions and discussion. (Required runway versus temperature and length of flight. The material was presented by each member of his group with Gordon as the Chairman. These meetings continued for a number of weeks and laid the groundwork for International Jet Operation.

It advanced the thinning of all concerned and smoothed out the bumps by getting people to think in advance of the problems we faced: Gordon supervised and steered to approval our first cockpit navigation system with our Doppler and Loran program Gordon and his crew Gail Storck, Jerry Zerbone, Dale Beebe were directly responsible for our successful entry into the jet age.

Gordon flew the first TWA jet 707 proving flight to Paris LeBourget.

Gordon sacrificed his home life with endless trips to Boeing and Lockheed.

He was never accorded a vice presidency which he richly deserved.

Now let us, his fellow pilots, let him know we appreciate the untold hours he spent to make our lifeswork easier, safer, and happier.

Sincerely,

Neal Lytle

RETIRED CAPT. ROY CHAMBERLIN AUTHORS SAFETY STUDY FOR ASRS

BY BILL DIXON Capt. Roy Chamberlin, who retired in 1986 after 33 years with TWA, currently is an aviation safety analyst for the Aviation Safety Reporting System, which is administered

by NASA . and located at Moffett Field, Calif.

A member of the ASRS staff (Includes several retired airline pilots) which analyses the approximately 3000 i ncident reports flowing into ASRS monthly from air carrier and general aviation pilots, Chamberlin also conducts special studies of high profile problems revealed by the pilot submissions.

His latest study - "Rejected Takeoffs: Causes, Problems and Consequences", was printed as the lead article in the' January 1993 edition of the Flight Safety Digest, a publication of the Flight Safety Foundation.

Using actual incidents as a basis for his research, Chamberlin concluded that "Rejected takeoffs involve multiple risks and require a high level of pilot perception, judgment and procedural skill." The focus of his study was on the human factors associated with rejected takeoffs.

Capt. Chamberlin has logged more than 22,000 flight hours in many types of aircraft, including the B747. He was general manager-flying at San Francisco at the time the domicile closed.

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BLUIE-WEST-ONE.. WON

by Goldy Goldthorpe Why the Air Corps named the airport at the tip of Greenland "Btuie-West-One" I do not know. It could just as well have been called KeeKee-West-One after that Artie bird so often referred to up there in those days. However either 'KeeKee' or 'Blade' is easier to pronounce than Julianehaab , the nearby Eskimo village.

Anyway, early in WW2 Capt. Ernie Gann and his crew were being briefed about their destination, a brand new airport on the tip of Greenland: "There are three fiords. You will. notice all three Look exactly alike, but only one is the right fiord which Leads to the field. The others are dead ends and you are advised to stay out of the them unless you have Learned how to back up an airplane.

"The field, which we call Bluie-West-One , is 60 mites up the correct fiord at the base of the ice cap. About 30 miles up the correct fiord you wilt see a wrecked freighter on the north side. If you do not see that freighter you are in the wrong fiord.

"You will not actually see the field until you have made the Last turn around the cliff. It's a single runway with quite an incline. You Land uphill and takeoff down hill, regardless of the wind." (From "Fate Is The Hunter" by Ernest K. Gann) A year or so Later an ICD C-54 Left Stephenville bound for that same airport. The Captain was Joe Grant, the F/0 Ray Jennings and I was the radio op. As we ap proached Greenland the mountains slowly arose on the horizon. They were massive in size and towering in height and were crowned with a spectacular cap of ice and snow which also streaked the nearly vertical sides Like strips of tinsel on a Christmas tree.

Homing on the "SI" range Located on a small, rocky island called Simutek, the correct fiord appeared just ahead and, sure enough, there was the wrecked freighter.

The fiord then turned to the Left, widened and ended in an enormous bowl almost fitted with cold, green water. To the right was the airport its single runway climbing up rising more and more steeply until running into the mountain's blunt base.

During the brief Layover I visited the radioroom meeting some of the G.I.S we reguta-ly ontacted on Atlantic crossings. Like the operators on the storm tossed Weather Ships c who we also 'worked' every trip, it was good to know they were on watch out there.

It was Late when we Left. Surrounded by mountains BW-L lay in a deep shadow. However blue sky appeared directly above and the setting sun splashed tight on the upper half of the mountain to the east. To save time Capt. Grant elected to make a circling climb to the summit rather than returning through the fiord. On reaching cruising attitude and heading for Iceland we had a close up view of the ice cap itself. Huge rites of wind swept snow and Large patches of broken ice contrasted against the dark and jagged mountain peaks reaching skyward. It was an eerie yet wildly beautiful sight.

Many years Later, riding passenger on a Polar flight, Hostess Joy Ellis advised me that the Captain, my good friend John Niven, would Like to see me in the 'front office.'

As always, the warm, relaxed and softly Lighted cockpit was a relief from the bustling and brightly Lit cabin. After some conversation, John pointed ahead and to the right.

"I thought you might be interested in seeing that."

It was a clear but moonless night velvet blackness extending all around. Peering out the side window I could just make out the bulk of Greenland rising above the invisable ocean its ice cap shimmering in reflected star light...silent , somber and sinister.

Suddenly I saw, or thought I saw, a flash of Light below. Was it a caretaker's torch as he patrolled the abandoned airport or the Lantern of a ghostly watchman on the deck of the wrecked freighter still lieing in the correct fiord? Greenland gets to you!

But to return to ICD days, my last trip to BW-1 was in 1944.v The Captain was my friend Vernon Lowell. We were enroute from Iceland to Stephen ille when, because of marginal weather in Newfoundland and Labrador, Capt. Lowell decided to Land at BW-l for additional fuel. Flight Control questioned this. Did we really have, to divert?

Later, after clearance had been received and we were headed for the famous fiord, Vern explained : "Well, I thought it over and, you know, Bluie-West-One...WON!"

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

March 25, 1993

Dear A. T. We had our monthly pilot luncheon last Tuesday, the one arranged

by Hary Mockler. Harry advised all that you were not renewing your contract as TARPA editor and also told us about your blood clot scare requiring your first ever stay in a hospital. The really good news, of course, was that it cured itself and everything ' s fine. We're all very pleased that it turned out that way.

As to your no longer being our TARPA editor, I ' d like you to know that this TARPA member is most appreciative for your contribution in that role. First, you've got to have some talent in that area and then comes the time consuming hard work. You did a great job for all of us and I, for one, looked forward to receiving each copy and reading every word. I'm sure there are hundreds like me , but dislike letter writing and probably won ' t bother to write.

Like yourself, I too have never been to a hospital except to visit and have never had a broken bone. I'd better find some wood to knock on real fast. Speaking of hospitals, rent the movie " The Doctor" if you haven ' t seen it.

Again, thanks much for your past efforts on our behalf. And best wishes to you and yours for good health, happiness and some degree of solvency under the Bill and Hillary administration.

Jack Robertson P.S. I just bought this word processor and am trying to learn how to use it. The manual that came with it might as well have been writing in Greek. I see on the CRT above that I implied that I went to a hospital to visit the hospital when, of course, I went there to visit someone who was a patient there.

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Page 4C— February 12,1993 The Sun Newspapers .

TWA PROGNOSIS:

GOOD TO EXCELLENT -- PROVIDED ??

GUEST COLUMN

Walt Gunn

The virus suffered by TWA under private ownership has been eradicated. Recovery now rests with the vast numbers of dedicated active and retired employees, all of whom are now energetically optimistic in bringing about the return of "their airline" to world leadership in the air transport industry.

The near demise of TWA, attributed to the avarice of a "corporate raider" and the illconceived, ill-timed devastation of deregulation, has been circumvented by crucial sacrifices of the employees and intervention by Sen. Jack Danforth, blocking the asset liquidation plans of Carl Icahn.

Gratefully, the Icahn era is history. Now the spirit of TWA with new leadership is deserving of support from all quarters where the airline has served the public domestically and internationally.

Pan Am, sadly, is history.

TWA came ever so close to trailing Pan Am. Pre-deregulation, both carriers led all foreign airlines in world travel — and without any subsidy. Truly, an example of "capitalism at work." Foreign airlines may appear to be private corporations, but don't be fooled. Even British Airways would find Her Majesty and Parliament hastening to their support before they would permit the airline to suffer the fate of Pam Am! Try this logic. If a foreign airline (such as KLM) determined part acquisition of a U.S. airline (Such as Northwest) was a valuable investment, why should not our federal government? After all, Clinton campaigned on government investing in jobs and industry, so why would it not follow that federal loans be con-

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sidered to save the aviation industry — not just the airlines in need, but the aircraft manufacturers as well?

Boeing and McDonnell Douglas are suffering billions in order cancellations, and the impact is costing more than jobs when the loss of foreign sales tips the balance of trade adversely.

Past federal loans were approved for Chrysler, Lockheed, and even Harley Davidson. Not only were the loans repaid with interest, but the solidarity of all three private companies has remarkably challenged foreign i mports while saving jobs for tax-paying citizens and corporations. Can a similar track record be said of the savings and loan debacle?

I may sound protective and I am! We provide 47 percent of all airline passenger revenue miles in the world. With such a valuable resource, why would we give any of it away to foreign carriers, when they can offer next to nothing in exchange?

Deregulation brought on the near total demise of the air transport industry in the nation.

Jack Danforth asserts he would be forced to vote against it if it were offered again. Free entry has only produced one successful carrier - Southwest Airlines — while we have witnessed the departure of dozens of stalwart carriers by failure or forced mergers.

If survival of the fittest is operative in the airline industry today, then support of the survivors should be of concern to air travelers and the government as well.

Wake up America. Congress and President Clinton should be lobbied by the voters, not foreign interests or deviant entrepreneurs seeking to profit with unbridled business tactics in an industry more demanding of stability than any of our national resources. Fiscal solvency is inextricably related to public safety as well as profit.

W.H. Gunn is a Fairway resident, a retired 39-year TWA pilot, an assistant professor of psychiatry and adjunct professor of aviation.

As a regular member of the Friends of the Air Force Museum you receive a 15% discount on books and the gift shop, calendar with beautiful 8X10 pictures of older and newer aircraft and a quarterly news magazine. Yearly dues are $24. Make checks payable to The Air Force Museum Foundation. Address: The Air Force Museum Foundation, Inc ., P.O. Box 1903, Wright-Patterson AFB, Ohio 45433.

A worthy cause where donations are tax-deductible and a good place for memorials to deceased friends is our own TWA Pilots Retirement Foundation c/o Capt. Robert R. Thompson, S/T, 807 W. Hintz Road, Arlington Heights, IL 60004.

"WILL FLY FOR FOOD" T SHIRTS THE SAME KIND YOU SAW AT THE SAN

DIEGO

CONVENTION

THESE SHIRTS ARE ONLY $12.00 S & H INCLUDED. ALL PROCEEDS OVER AND ABOVE TARPA'S COST WILL BE DONATED TO THE TARPA RETIREMENT FUND. IF YOU WOULD LIKE TO SEND MORE THAN $12.00 IT WILL ALSO GO INTO THE FUND IN YOUR NAME SEND NAME ADDRESS AND SIZE SM, MD, LG, EX LG OR EX EX LG PLUS CHECK OR MO. TO BILL KIRSCHNER P.O. 5356 STATELINE, NV. 89449

NO SWEAT!

WHO NEEDS A PHSICAL FITNESS PROGRAM! Most of us get enough exercise by: 1. Jumping to conclusions.

2. Flying off the handle 3. Knifing friends in the back 4. Dodging responsibilities 5. Bending rules 6. Running down everything 7. Circulating rumors 8. Passing the buck 9. Stirring up trouble 10.Sawing logs 11. Shooting the bull 12. Polishing the apple 13.Digging up dirt 14. Slinging mud 15.Throwing our weight around 16. Beating the system 17. And pushing our luck Now we wonder who sent this in!

Now that we are all keeping our fingers crossed that TWA will survive and prosper, those of you who do not use the TWA Identity checks might be interested in doing so. Your editor has used them for years and I think make very good advertisement for TWA and are good conversation starters.

Imprinted on the checks is the Boeing 767 and are attractive. I find their cost compares favorably with what my bank charges.

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NEW MEMBERS & SUBSCRIBERS --- WELCOME 04-07-1993 --------------------------------------------------------------------------------------------------------------------------------------

BOLTON, EDWARD T. NAVIG (ISABELLA) 995 CONTINENTAL DR. MENLO PARK CA 94025 415-854-3437

(R) COLEMAN, GEORGE F. CAPT (JEAN) 2014 W.91ST STREET LEAWOOD KS 66206-1902 913-649-0032

(R) FINDLAY, JAMES CAPT. 97 SAN MARINO DR SAN RAFAEL CA 94901 415-485-1424

(R) JINNETTE, EARL F/E (WANDA) 13 LAUREL OAKS CT. CALPINE CA 96124 916-994-3537

(A) KAJENSKI, WALTER J. F/0 (MICHELINE) P.O.BOX 1497 CENTER HARBOR NH 03226 802-885-8452

(A)

KALJIAN, DAN CAPT 601 JUNIPERO SERRA BLVD SAN FRANCISCO CA 94127 415-331-1064

(R) LEWIS, HOWARD B. CAPT (MILLIE) 1017 N.NEW ST. WESTCHESTER PA 19380 215-692-5570

(R)

McWHORTER, JEFF CAPT. (CAROLE) 13 LAUREL OAKS CT. LAKE ST. LOUIS MO 63367 314-625-8894

(R) NEVINS, PETER G. CAPT. 1693 ANNE CT. ANNAPOLIS MD 21401 410-849-5664

(R)PETLAK, NESTOR CAPT (MANUELA) 147 HOLMES AVE. DARIEN CT 06820-3817 203-327-7760

(JUDY)

(A) ROHLFING, JOHN A. CAPT (GINNY) 1113 BARNESWOOD DR. DOWNERS GROVE IL 60515 108-971-0991

(S)WAHL, MARY M. PETER E. 3125 N.E. 8th AVE. BOCA RATON FL 33431 407-395-2967

(R) WURSTER, GERALD CAPT (JOAN) RR #1-BOX 168-A LENOX IA 50851 515-333-4288

OLD TIMERS NEWS Not to be outdone by the other two members of the "Three Musketeers" of the air mail, Harry Campbell exhibited his unusual skill as a swimmer and high diver near St. Louis last week. Harry made a record dive from an altitude of 1200 feet using a chute for the first part of the dive. He has received wires of congratulation from Gertrude Ederle and Johnny Weismuller, famous swimmers. Johnny advised Harry that in swimming circles it was not considered good form to land on your face.

Harry merely replied, "The mail went through!"

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ADDRESS CHANGES & CORRECTIONS 04-07-1993

(H)

(R) BELGUM, ARNOLD L. (ARNE) CAPT (IRENE) 5050 CONTE DR CARSON CITY NV 89701-6566 102-265-5782 FAX 702-265-5778

AIKIN, BASIL (MONTY) MRS (HAROLD) 118 E BRIARCLIFF RD KANSAS CITY MO 64116 813-714-6342

(H) BOLLINGER, EDITH MRS (RALPH, P.) 200 SEVEN OAKS RD.#19B DURHAM NC 27704-1147 601-544-5466

(H)

(H)

(R) FALK, BLAINE CAPT. (BEATRICE) 106 ESSEX KNOLL DRIVE MOON TOWNSHIP PA 15108-3224

FABER Jr, ANNE D. 9017 DRY DOCK DR. LIBERTY, MO 64068 816-181-1900

BRUBAKER, JANE MRS. (HARLEY) RR #4, BOX 4242 HAYWARD, WI 54843 715-462-3194

(E) GLAESER, ERNEST H. FIE 913 NW 70TH ST. KANSAS CITY, MO 64118-1068 816-741-4971

(R) HALEY, JOHN M. CAPT 5125 WAGON MASTER DR. COLORADO SPRINGS CO 80917 719-

(R) HAWES, A.R. 'DICK' CAPT. 550 LINDSEY LN .

KALISPELL MT 59901-8711 406-752-3134

(R) HERENDEEN , BOB D. CAPT. (JACQUELINE) 11780 PUERTO ORO LANE

(R) HODGES 111, WILLIAM H. F/O (LETA) 224 LAUREL LANE PONTE VEDRA FL 32082 904-285-9262

(R) HORSTMEYER, V. S. CAPT. 3403 W 87TH ST LEAWOOD KS 66206-1638 602-998-1915

(R) KOCH, DAVID H. CAPT. (JOAN) 2061 WAVERLY CT. HENDERSON, IV 89014 102-435-6066

(R) McGLASSON, BRUCE F/O 2611 OLD RIVER RD. EASTON, PA 18042 .215-258-0327

(R) McKINNEY, DONALD E. CAPT. (BARBARA) 40575 WHITTIER AVE. HEMET, CA 92544 909-658-2318

(H) MOELLER, MARLENE N. 323 PARADISE LANE EDGEWATER, FL 32132 904-427-9285

(A) REID, WILLIAM J. CAPT. (MARILYN) 2062 POLO GARDENS DR., #302 WEST PALM BEACH FL 33414-2008 305-230-0094

(R) RUDE, JAMES A. CAPT. (PATTI) 8773 MIDNIGHT PASS RD.,#403 SARASOTA, FL 34242 (JAN-JUN) 813-349-5634

(K) SAUNDERS, CLIFFORD E. CAPT. (FAITH) 25802 CALLE RICARDO SAN JUAN CAPISTRANO, CA 92675 714-489-1440

(R)

,CA92065 619-189-6154

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(MARY)

SCARBOROUGH, JOHN CAPT KATHERINE 9TH LUCHY FL 376 HSIN-NAN SECT 1 TAOYUAN HSEIN TAIWAN ROC TPEOIBR 407-267-8239?

ADDRESS CHANGES & CORRECTIONS 04-07-1993

(R)

(R) SMITH, ROBERT B. "BOB' CAPT. C/O Bill Glenn RR 5 Box 5397 Towanda, PA 18848

SHERWOOD, WILLIAM H. F/E (MARY) P 0 BOX 126 PLEASANT HILL, MO 64080-0126 816-987-2770

(R) STAMBOOK, RICHARD E. CAPT. 8650 VILLA LA JOLLA DR $1 LA JOLLA CA 92037-2361 619-759-1342

(H) STAPLER, LOUISE MRS (JOHN B) 2026 W. BEACON AVE. ANAHEIM CA 92804-4406

(NETTIE)

(A)

WALKER, ERIC F. CAPT. 31926 45TH PL SW FEDERAL WAY WA 98023-2191

(R)

WINTERS, JOHN R. CAPT. (CONSTANCE) 580 NO. WAYNES RIDGE CIR. CAMANO ISLAND WA 98292

(DOLORES-'DIZ')

(H)

WILLIAMS, DOLORES MRS. (BILLY) 7018 CURLEW RD SARASOTA FL 34241-9352 813-383-3262

GEORGE TOOP enjoying life in the rain forest.

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