1993.08.TARPA_TOPICS

GRAPEVINE by John Happy

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA AUGUST 1993

Howard Robard Hughes, Jr. in front of Northrop Gamma

TARPA TOPICS Published quarterly by the ACTIVE RETIRED PILOTS ASSOCIATION OF TWA DEDICATED TO THE PIONEERS OF TODAY'S TRANS WORLD AIRLINES WHOSE VISION, EFFORT AND PERSEVERANCE MADE IT ALL POSSIBLE, WE EXPRESS OUR SINCERE GRATITUDE. GRAPEVINE EDITOR John T. Happy Nine East Lake Drive Haines City, FL 33844-9320 (813) 439-2223

EDITOR Charles E. MacNab 1865 Penny Royal Lane Wentzville, MO 63385 (314) 327-1999

HISTORIAN & CONTRIBUTING EDITOR Edward G. Betts 960 Las Lomas Pacific Palisades, CA 90272 (310) 454-1068 TARPA is incorporated as a non-profit corporation under the non-profit corporation laws of the State of Nevada. As stated in Article II of the By-Laws, its purpose is social, recreational, and non-profit, with a primary goal of helping its members to maintain the friendships and associations formed before retirement, to make retirement a more productive and rewarding experience and to assist those active pilots approaching retirement with the problems that are inherent in the transition from active to retired status.

OFFICERS AND DIRECTORS, 1992 / 1993 PRESIDENT 8 Belleview Blvd., Apt. 207, Belleair FL 34616 FIRST VICE-PRESIDENT 233 S. E. Rogue River Highway, #181, Grants Pass, OR SECOND VICE PRESIDENT 1201 Phelps Ave., San Jose, CA 95117-2941 SECRETARY/TREASURER 449 Santa Fe Drive, #200, Encinitas, CA 92024 SENIOR DIRECTOR Rt # 2, Box 2900, Belhaven, NC 27810 DIRECTOR 36 Jane Road, Marblehead, MA 01945 EX-PRESIDENT 5344 N. Via Sempreverde, Tucson, AZ 85715

JOHN P. DONLAN, JR. Phone: (813) 461-4721 DAVID M. DAVIES (503) 476-5378 ROBERT C. SHERMAN (408) 246-7754 RICHARD A. DAVIS (619) 436-9060 A. T. HUMBLES (919) 964-4655 ALBERT J. MUNDO (617) 631-7620 RUSSELL G. DERICKSON (602) 299-6325

NOTHING REPLACES GOOD JUDGEMENT ON THE FIRING LINE!

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John P. "Jack" Donlan 8 Belleview Blvd., Apt.#207 Belleair, FL 34616

PRESIDENT'S MESSAGE August 1993

Good news for convention goers!!

Joe Montenero of the retirement committee has agreed to go on the convention cruise from Miami to San Juan. So we'll have from Sunday morning to Wednesday to resolve any of our lingering uncertainties about the new "Directed Account Plan".

This is a great chance for some one-on-one quality time with Joe and he is happy to accommodate us.

By now everyone has firmed up their plans for the convention trip. If at a late date you decide you would like to come along, give Chuck Hasler a call on the off chance there is an unexpected cancellation. No promises though!

In my limited, recent experience flying around on the airline, there are changes I've noticed. The employees look like they are having fun again. That kind of up-beat attitude really rubs off on our customers and will be a great help in rebuilding.

The '94 convention will be in St. Louis at the Adams Mark Hotel. That will put us in the center again and encourage attendance .

Our new TOPICS editor is Chuck MacNab and this will be his first issue. He has big shoes to fill after the great work of A.T. Humbles for these many years.

Best regards,

Jack Donlan

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Richard A.Davis 449 Santa Fe Dr., #200 Encinitas, CA, 92024

SECRETARY / TREASURER REPORT

Being new at this game, I ran back through several years of Secretary / Treasurers reports to see what my predecessors published. The one constant thread was about keeping track of addresses. My short tenure has proved this to be as true now as in the past. The recent mailing of the Directory has already turned up forty-nine (49) change of address notices from the Post Office. Eight "Temporarily Away" notices (Whatever that means) also. This means that almost 5% of our membership may not have had their books forwarded.

When you get time, everyone, please fill out the "change of address" form in the back of this issue. Besides the addresses, a lot of phone numbers I have, are known to be wrong. I'd rather check them all out, and make changes in my leisure time, rather than at the mailing deadline.

Numbers?? We have 1292 Active Retired members, 111 Associates, 297 Eagles, 218 Honoraries, 56 Subscribers and 19 Complimentary on the mailing list.

Our finances are in good shape. A complete statement, as of the end of August, will be available at the Convention in September. Send me a SASE, along with your address update, if you are not attending, and would like a copy after the convention.

I have several requests for copies of the May "TOPICS" and alas, they are all gone. If you are not a "saver" and feel generous, please send me a copy. Jean McCombs, for example, would like several copies for members of Joes family.

Hang in there ! !

Richard A. Davis

* EDITOR'S DESK* These first thoughts, as the new editor of TARPA TOPICS, are dedicated to A.T. Humbles as an expression of gratitude for all his long hours and hard work devoted to editing TARPA TOPICS. It takes a lot of time, thought and energy to do the job A.T. has done with TOPICS over these past several years. I'm sure he takes considerable pleasure in knowing that, through his work, he and those who aided him in it have brought a particular community of TWA people closer together. I know everyone thanks A.T. profoundly. We know he will enjoy his new found leisure time.

As for my contribution to the future of TARPA TOPICS, my objective is to continue to provide a publication that is tops in its field, as my predecessors have done, and, above all, to furnish TARPA members with a publication they can be proud of.

The transition process, particularly in the publications area, is not easy. For instance, I did not have the time or raw material to format the entire issue electronically. That will (hopefully) come. Thanks are due to A.T., and our on-going contributors, John Happy (Grapevine), Chuck Hasler (TARPA Tours) and many others who have come through and supported me with their usual good work.

Special thanks go to Bob Sherman for providing an article on the current status of the DAP. Dick Davis has also provided great and necessary support at a time when he is taking on a new and awesome job. But the effort can't stop here if TARPA TOPICS is to continue as a successful, enjoyable and useful publication; so please continue sending photographs, articles, cartoons, drawings, memorabilia and anything else you think might be of interest to your fellow members.

And, if you haven't before, why not try your hand at creative writing or start rummaging through the attic, basement, old suitcases, etc. and let us all share in your creations or discoveries by sending them to: Chuck MacNab, Editor TARPA TOPICS 1865 Penny Royal Lane Wentzville, MO 63385-4302 In the next issue I will include some technical notes on how TOPICS is now formatted so that contributors can help me effectively utilize electronic publishing processes. You have my commitment for a best effort at maintaining and improving a quality TARPA TOPICS. Meanwhile...SEND ME YOUR STUFF!

Deadline Monster Approaches 5

By CHUCK & PAT HASLER Chuck & I, & a GREAT GROUP just returned from a nine day Canadian/Alaskan trip. Usually, a group member writes about our journeys, but no one volunteered & I forgot to ask, so I'll give it a try. There were 28 adventurous souls seeking fortune up there in the Yukon; some at us even found it...in jewelry shops carrying gold nuggets, necklaces, etc. ( Yes, we saw the loot, Gretchen & Dell ).

Our group consisted of: Pat & Chuck Hasler-Gillian Belloni-Ed & Katy Coiling-Henry & Marie Dale-Tony & Marj Gatty-Ken & Nell Hippe-Frank Muntemurro-Dick & Gretchen Murray-John & Ginny Rohlfing-Jim & Barbara Sherard-Tom & Nancy Smith-Don & Dell Sutton-Lou & Rose Marie Thomas-Bob & Nancy Trumpolt-Craig & Marilyn Tynan.

The trip began Wed. June 2nd in Vancouver, where we flew Canadian Air to Whitehorse, & I'm glad we had positive space...that plane was full! Our accommodations were comfortably large, & most of us had a view of the Yukon River rushing past. We had started with a briefing of the next day's & a cocktail party the day prior in Vancouver.

This social hour then (L to R)Ken & Nell Hippe, Pat & Chuck Hasler on tour in Yukon Territory, became a DE-BRIEFAlaska Tour, June 1993. Pat writes:"The tittle town of Frasher where we ING each evening of boarded the narrow gauge rail to go over the White Pass to Skagway, the land portion of the Alaska. No...We did stay at this hotel. tour. (Thanks Craig & Tom). The guys took turns telling stories & Jokes, & one gal managed to get time in (Good work, Nancy). I have always mentioned cockpit crew jokes in terms of flight time to destination & this comedy crew could well have flown from SFO to BOS & back! There were lots of little restaurants & most everyone saw the Follies, a vaudeville & sing along. It seemed almost unreal to walk out at 11:15 at night & put on

TARPA TOPICS, AUGUST 1993

6

sunglasses. I think sunset was a half hour later. The one golf course in Whitehorse has a rule that no foursome could start after 8:30 PM to be sure of finishing 18.

On Friday it must be Skagway, & it turned out to be so. We took the reverse trail over White Pass (of the Gold-rush days). It was a narrow gauge rail journey for us, & the scenic beauty was spectacular! All of this time our Gift was unusually terrific weather. In fact, it was in the eighties in Skagway & none of the rooms, in our Westmark hotel, were air-conditioned. We all stayed out late in that Land of sun & endless light, & it did cool off towards morning.

Next day we forged on via the Lynn Canal aboard the MV Fairweather, A large 3 deck sightseeing boat (about 250 pass.), to Juneau. Our boat hugged close to shore so photos could be taken of the waterfalls & seals, & there were great humpback whales feeding very close by our craft. We were treated to a tour of the famous Mendenhall Glacier on our way from the dock into Juneau.

Next day after a tour of the Gastineau Salmon hatchery we were taken to the cruise ship docks where we boarded the Holland American's MS NOORDAM, in time for lunch. their food is, I think, the best! They also have an ice-cream bar each afternoon, that Chuck visited frequently, well, constantly! We were then free to go ashore & to continue visiting the museums, shops, & 1993 TARPA Alska/Yukon Tour. Some of our group under the world's those never-to-be missed largest windsock, a DC-3, at Whitehorse, Yukon Territory Airport. spots such as the Red Dog saloon. We then "hoisted anchor" cruised the Inside Passage, Glacier Bay, stopped at Sitka & on through the inside passage to Vancouver. It did rain a bit in Juneau & On the NOORDAM, but it was hardly noticed by all of our Trivia & Bingo players, & Gretch & Dick on the Newly Wed Show (Let's hear it for Dr. Pepper! ) & Barbara & Jim swinging on the dance floor. Ginny & 1 were golf-putting & earning "health points" running (well walking anyway) around the deck. My goal was not to gain more than two pounds, & managed it.

Chuck & I like to present awards, this time at an afternoon "Bloody Mary" gathering, as we departed Sitka (We had all just boarded from a morning of shopping, museum viewing, as well as watching the Archangel Dancers there). It seemed so difficult to choose those award recipients, so we just drew from a hat: Marie Dale won our "Most Cheerful" & did a spontaneous song & dance about the cruise; Tom Smith won "The Most Gregarious" & the undisputed winner of "The Couple traveling Most With TARPA Tours" were Nell & Ken Hippe, & "The person coming the longest distance" TARPATOPICS, AUGUST 1993

7

was Ed Colling with his wife, Katy & her sister Gillian (affectionately termed Ed's Harem) from London.

It was so beautiful & a fun trip; some thought the rail portion, & others thought the little Fairweather boat, the very best. Chuck & I had worked with Ventures for some two years to plan this trip & felt it most special, & Jam-packed with value, When adding the air, rail, boat, hotels, Grayline bus & cruise, I am still amazed that Ventures planning & Holland American could have come up with that low-price! I think I can talk Chuck into going again in 1995, provided I can save up enough vacation dollars by then. TARPA Tours are our vacations also, & the extra effort Chuck & I put into these trips is well worth it when we receive our fellow TARPA members words of appreciation, & see the same friends join us time after time! Chuck wears his badge, & "Don't shout at me, I'm a volunteer" (courtesy of Carl Schmidt) with pride & meaning because he enjoys visiting with his fellow cockpit crew members on these cruises & tours. I help him because I rather still like vacations with him, enjoy the groups, & love seeing the places we all visit.

Thanks to all who shared the above journey, & to those of you who volunteered help (especially carrying those bottles of "Liquid Gold" around) & stability in any rough waters (Yep bags can be late, & unexpected changes can happen!) My garden here at home survived our absence well, & we are deep in the process of plans for OUR TARPA CONVENTION in Sept...Remember "WE GO TO SEA IN '93", Sept. 11th out of Miami. We sure appreciate all the volunteer responses for the cruise. Thank y'all!

'Our TARPA group aboard the MS NOORDAM enroute to Juneau to Vancouver June 1993. Pick out the people from the names on the first page. ' 1994 TOURS &

CRUISES

We are working on our program for 1994. We are planning something following the "94" Convention. It might be a Mississippi cruise or a trip down to Branson Missouri. Let us know what you think! We are also planning on having a fall foliage cruise on the East coast. Probably from NY or Boston to Montreal.

TARPA TOPICS, AUGUST1993

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TARPA

THE

GRAPEVINE AUGUST 1993 Times are a changing . Conventions going to see...Topics Editors a changing..

DAP a changing,, the way we get paid.. New taxes for all the folks that have been paying through the nose for 45 -55 years up to now ....A new Airline under way , and a large success, we all hope. Sell the New TWA every chance you get. There is a lot going on out there. Maybe we will like it and maybe we won't. Looks like we are stuck with the '90's til 2000. Lets hear how you all feel about it....Lets hear about your travels .. your golf...your tennis....and yes, your bridge....and for a few, your trap and skeet... I for one am taking the Concorde to London on the 6th Of July. (Special deal on BA) ...Probably won't be able to get home on TWA until the fall. If you hear a loud screech from the East come and get me.. I hate the WX in London in the winter. On to GV. It is with much emotion that I received the news of the resignation of our long time Editor of the TARPA TOPICS, A.1'. Humbles. Few in Tarpa have been as devoted to a project as A.T. But time moves on and I am positive that A.T. could use the R&R. His life will be a little empty for awhile, but I'm sure his Super wife, Betty, will bring him around. Besides, the workshop out back was getting rusty. A.T. did a fabulous job of gathering articles and all kinds of material for education , information and the enjoyment of TARPA members over more years than I can remember. Our TOPICS Newsletter is the envy of all of the retirement papers. My personal THANKS , A.T., for the many, many THOUSANDS of hours you gave us. Enjoy your layover...AT HOME. ************************************************ By the time you all read this issue of the TOPICS it will be too late to sign up for the Cruise Convention. If there is any doubt. call Chuck Hasler at 115-454-7478...Florida may be a little hard to get to from the west coast or a lot of places, but you are going miss a ball. And it's a great idea... a convention and a cruise all at the same time. Go ahead spend your kids inheritance, they are all grown up anyway....you can't take it with you!!!!

TARPA TOPICS, AUGUST 1993 9

GRAPEVINE. AUGUST, 1993, CON'T.

BOB BUCK, (JEAN ) MORETOWN, VT. Bob says he is in favor of seconding the nomination of Carter Burgess for the Award of Merit. Carter was a great friend of the TWA Pilots and an important part of our history.

He also says everything is fine in Vermont, with lots of snow, good skiing and snowshoe activity. (Letter date 22February).

He has been busy on a new book about Pilot Error and expects to have it finished by the end of February, '93. Publishers being slower than airlines, it will probably be six or eight months before it comes out.

Bob also says he has been fortunate that his ancestors were Swiss peasants and passed along rugged genes, so he has lucked out in the physical department and is active and at 79 -knock on wood - free of kinky joints/arthritis.

Says he hopes everyone is okay , and wishes all the best to all.

LYLE BOBZIN

, ( RITA) SEATTL E, WA.

" IF WE HAD TO HAVE A PRESIDENT FROM ARKANSAS, WHY WASN'T IT DAVE KUHN .......

SAM LUCKE Y, (MARJORIE ) PALM CITY, FL. When I was a junior in high school and a part time shipping clerk in St. Louis in 1937, I bought what flying time I could afford at Lambert Field. I heard of an owner at Curtis-Steinberg airport in East St. Louis who gave instruction in his Tank Travelaire at a reasonable rate (I think it was S7.00/hour). I saved up to buy half an hour and while at the Curtis-Steinberg airport (now Parks) I saw an airplane in the hanger that I thought was the most beautiful thing I had ever seen.

It was a Curtis Wright Travelaire Sport manufactured in St. Louis after CW bought the manufacturing rights and moved production from Wichita. The airplane had many hand rubbed coats of paint with a brilliant shine. The owner had also covered the top wing with a tarp to keep off the sparrow droppings. That airplane was owned by Cy Gates and is the one pictured in the TOPICS. Hello to all from Sam

TARPA TOPICS, AUGUST 1993 10

GRAPEVINE, AUGUST, 1993, CON'T.

JAMES T.McCLURE, (BETTY), DAYTON, TN.

When I retired from TWA, a lot of my friends ask me why I moved to a county named RHEA. I had researched the matter and couldn't find one named "Ostrich" or "Dodo" two other large flightless birds so the South American Rhea had to do. Hereafter called Bird—Large, and Flightless, or B.L.A.F. I looked around the county and couldn't see any BLAFs and asked the High Shurff where they were hiding. He said that the County was fresh out and anyway the County was named after Col. Wm. O. Rhea of Revolutionary War fame. Before every battle, the troops would hunt the Col. , but the answer was always the same. He's long gone . So he acquired the nickname of "Willie (Long Gone) O. Rhea. The High Shurff said that the best way to find a BLAF was to check all the trunks of all the out-of -state cars. The procedure is to pound on the trunk lid while yelling "TWARP" in a loud clear voice. This usually brings out the little red eyed varmints. Enclosed is a picture of a prime specimen that I had to drag out by an ear and point to where the High Shurff was located. I am going over to Marysville and hunt a species called the Bohgough ar up to Kingston for a shot at the Kennysplawn type before long.

As ever guys, Jim McClure Ed. Note: Jim How about a flightless chicken ?? ( Who is that "bird" in the trunk)

Saying for the day...Gene Gifford If you are not the lead dog on the sled of life...the view is always the same

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TARPA TOPICS, AUGUST 1993

GRAPEVINE, AUGUST, 1993, CON'T.

ALIDEN J. THORALSEN, THAILAND

The disease of Aids and Heroin addiction here in Thailand is not good. Thailand is one of four Nations put on the watch list by the World Health Organization for Aids. I have been working in this area since 1990.

Now my religious superior has directed me to attempt the same work in Myanmar (Burma). April will see me again in Myanmar with Government Officials in Rangoon.

TARPA TOPICS is my life line out here. Thanks and keep it going.

A little snake story follows: Monday, 15th March ... I woke up, I couldn't tell you the hour, except to say it was still dark. For a second I was half asleep when I realized something was touching the lower third of my back as I laid on my left side, covered with a blanket and a pillow over my head. When I felt I was being touched again, my heart felt like it was going to jump out of my chest. Not only was I scared, as the touching felt like a snake, but I was in earnest prayer, telling the Lord in no uncertain terms, I was in big trouble with a snake in my room. I felt the touching twice more and realized I had very few options, the one most important, not to move, so the snake would have no arms or legs to strike at. Believe me, I laid still and tried to figure my next action.

We had had this problem before, because someone had left a screen door open. It was during daylight, when the cobra was discovered in the bedroom. One of the residents was asleep in this bedroom, lucky guy, he slept through the action as the seven foot cobra was killed. Of course the other resident that walked into the room was surprised! ! to say the least.

Since I was completely covered up, head to toe, I eased over on my back when not feeling touched. Nothing happened as the nonaggressive cobra's around this area will avoid trouble, whenever possible. Of course in close quarters who knows what is going to happen. We have the python in this area too, although I have only seen one, one is enough. I tried to see a snakes head through the slit I had open to me with the pillow on my head, the covers up to my nose, Thank God for waking up that way, nothing came into view.

GRAPEVINE, AUGUST, 1993, CON'T. 12

GRAPEVINE, AUGUST, 1993, CONT. A snake sensing me move without anything to strike at, would hide, so I thought.

I had a four foot oak handle on my headboard and a seven foot snake rod with a fish spear on one end . at the other end of the room. Either one of these options was a poor choice if a snake was within striking distance.

I was deathly quiet, when I felt something touch me again on my right side. I could see nothing except the right side extra pillow I use for a little back support while sleeping. It dawned on me that this very round pillow was tilting back and forth....or was it ? I moved my right hand under the covers, just a little bit and the pillow moved..

Was my thinking right that the pillow was what I had been feeling '? I waited and waited, no more touching. How long I waited I do not know, when I quickly reached out and turned the light on. Nothing moved. I grabbed the oak handle and waited, ready to do battle with whatever showed up. Was the snake under the bed ?

Nothing moved...I looked around the room, in case the snake was somewhere else, then jumped as far as I could from the bed and grabbed the seven foot snake rod, spinning around do face the action, but still nothing moved. I felt confident that I could handle any snake with this snake rod, but none showed up.

The moral of this experience is: Do not sleep with round pillows that roll at night and/or Keep phantom snakes out of your bed ..

AL

TARPA TOPICS, AUGUST 1993 13

GRAPEVINE. AUGUST, 1993. CON'T.

CHARLES KRATOVIL, ST. LOUIS, MO.

We have a new name on the rolls in Tarpa...Charlie Kratovil is BACK....

Charlie writes he is single and living in St. Louis, Mo at 5417 Tennessee Ave. He is in the May Directory.

Charlie does a little gardening...some mushroom hunting along with the other kind of hunting....makes cheese and does a little fishing.

Says he had a friend named "Charlie " also (Lindberg) who let him sit in the cockpit of an airplane named the Spirit of St. Louis way back when he was about 20. He rode a streetcar all night to greet him at 0645 with two older National Guard mechanics, after Lindberg had flown non-stop from San Diego to St Louis (Later Parks Air College).

He also flew for Robertson Air Links from St Louis to New Orleans and Houston.

There also was a fellow named Jimmy Doolitle who used to let Charlie fly the Shell Bellanca...etc. and helped his career in many ways.

Charlie was born in 1907...came to work for TWA in 1935 and retired in 1967.

He is a member of the Knights of Columbus and the St Cecilia Catholic Church.

At 86 " I have one foot in the grave and the other on a banana peel" Ed Note: I don't think so Charlie, we replaced that banana peel with KRAZY glue.

GRAPEVINE, AUGUST, 1993, CON'T.

BOB DEDMA

N, (ILSE ), VIRGINIA BEACH, VA

Every now and then we run across very good deals during our travels, so I would like to pass on to our membership one that I have found to be terrific.

As we all know, rental cars in Europe are quite expensive and not always what they were cracked up to be. Well those days are past. For our last two trips to Europe I have used a Company called Charter Car, Inc. located in Silver Springs Md. The Director of this company, Annemarie Collins, is a very warm and efficient lady. All one has to do is call or Fax her and she will give you all the information necessary to pick up your car on arrival in Europe. I have both times, received a NEW car and luckily, an up-grade, although this is not always available or required on their part. The rates are about 2/3 rds less than the normal rates in Europe and the cars are Budget, first class autos.

If you use this service, identify yourself as a Flight Crew from TWA, as I have told Ms. Collins that I would put out brochures throughout our domiciles.

Her address is P.O. Box 1891, Silver Springs, Md 20902, phone (301) 424-7141 and Fax (301) 762-4664.

It is not too often that I feel so enthusiastic about a company, but these people really go out of their way to make things easy and pleasant for your vacation or whatever. Hope we can give them our business.

Looking forward to seeing all of our old pals on the Cruise. We are already booked and ready to go.

Regards to all Bob Dedman *****************************************************

GRAPEVINE. AUGUST, 1993

RUSSELL H AZELTON ( SUE ), CHESTERFIELD, MO.

I remain with TWA, although only three of the 1950's Pilots remain actively flying Captain. Joe Orr, Gene Frank and myself Walt Kajenski is the number one F/O and Tom Vodel is flying F/E. Gene Frank turns 60 next month (May) and plans to fly on as F/E. The rest of the 1950's Pilot group have retired or left the Company for various reasons.

After furloughs of the " Martin Days", I returned to TWA from the United Airlines Training Center and spent a few years at TWA's Training Center in Kansas City. Returning to the line at EWR , I married Sue, a former Pennsylvania school teacher, who is my current and only wife. A few years later we started a family. Our son Chad, will graduate from the Univ. of Colorado with a double degree in June. Our daughter Happy, is a sophomore at Middlebury College in VT. Both are avid skiers, the reason for our winter home in VT. Chad taught skiing at Vail during his college days, and Happy ski's the NC AA Division I Carnival Circuit.

On the advice of many, after leaving the TWA Training Center, I remained a line pilot and invested my time on the outside. My TWA retirement comes up 20 June '94 , but I may decide to fly FIE if either or both of our children decide to go to graduate school.

During the past five ski seasons, we have wintered on Burke Mt. in the NE Kingdom of Vt. Spring and Fall fmds us in St Louis and the summers at our lake home near Scranton, Pa. It's been a wonderful life. On occasions, I have had the opportunity to talk to Bob Buck and Bob Stuffings, both are doing well.

Next month I am flying the SFO satellite from JFK. This means I travel on my own to SFO then DH to LAX, fly LAX-HNL with a five day layover, fly to LAX and then DH to SFO. The next day I DH SFO-LAX, fly to HNL for a four day layover then back to LAX and DH to SFO. One more like that later in the month. TWA buys the crew a ticket on United Airlines R/T SFO/LAX each time the trip operates, no wonder we are losing money. All DH is now at half pay. Normally I report directly to LAX. It's nice being senior at last.

Sue and I will be leaving VT. next Monday(April) and starting a six day vacation before my first pairing to HNL on the 10th (April) Back to the slopes, the skiing is great.

Sincerely, Russ Ed. Note: What do you mean. Russ. you retire in 1994 ???

GRAPEVINE, AUGUST, 1993, CON'T.

DICK BECK, (LOU ), SAN CLEMENTE, CA

FAST SLEEPING .. By Dick beck I suppose all of us recall the days when we were actively flying and after returning from an extended trip, the first two days were always " Fathers Day ".

While we were gone, our wives had handled all the household problems and emergencies, such as sick kids, burst water pipes, the garage door that wouldn't open, or the furnace that blew up.

Now that I am retired, I am confronted each day with a long check list of chores and items to be accomplished. No matter how hard I try, the list never seems to diminish to the point where I can say "Finitio ! there's nothing more to do."

My sleeping period is usually about 8 hours, say from 11 PM to 7 AM. So I started wondering if I could sleep faster than usual, I would have more time to get these chores done.

I started practicing fast sleeping several months ago and finally ended up sleeping twice as fast as I normally do, i.e., I could see a late movie on TV, go to bed at 2 Am and awaken around 6 AM. I was successful ! ! !

Sadly, however, I discovered that in order to sleep twice as fast as normal, it took twice as much energy.

I am now back to my normal routine of sleeping 8 hours. ************************* On of my close friends, who was also deeply involved in aviation safety, was Peter Bressy, Captain on British Airways. He had a wonderful sense of humor and we both enjoyed many laughs together.

I was invited to London to give a talk to British Air Line Pilots Ass. on Head Up Display Systems.

After my presentation, I stepped down from the podium and noticed that Peter was talking to Captain Louis Zeyfert of KLM, who always said one of his roles was interpreting the English language for the Americans and vice-versa for the British.

Peter watched me approach and when I was within hearing distance, he turned to Louis and in a very loud voice said " Gude 'eavens ! Is that watt that American chap was tawking aboot. ?

GRAPEVINE. AUGUST, 1993, CON'T.

GRAPEVINE, AUGUST, 1993, CONT. Dick Beck, con't.

The International Civil Aviation Organization (ICAO) is based in Montreal an is directly responsible to the United Nations. At one time, it consisted of 52 countries, to say the least, a very unwieldy group.

There were specialized problems to be solved and these were assigned to specific panels, such as Meteorology, Air Law, Long Range Navigation, Runway Lighting, Emergency Equipment and All Weather Operations.

The AWOP consisted of delegates from Australia, Canada, USA, Great Britain, France, Italy, The Netherlands, ATA and the IFALPA. I was the IFALPA designate and did 3.5 years.

In this capacity, I became exposed to International English, a type of vague communication that was never really precise. For example, words and phrases such as; " there might be a possibility " : "perhaps" ; "under certain circumstances" "if " ; "maybe", etc.

At a meeting of AWOP in Geneva, it was unanimously concluded that the ILS was outmoded and should be replaced by an advanced type of guidance system at airports. For 30-40 minutes we struggled over the proper wordage of one paragraph. Finally, the panel's member from Great Britain made this classic statement. " Gentlemen, there must be some way out of this dilemma without arriving at a conclusion ".

Best always, Dick Ed. Note: I was in Italy one time and a British Lady passenger said she was going to be in Italy on Holiday for a "Fortnight". I couldn't remember right off how long a "Fortnight " was so I ask her. She said with a completely straight face, "oh ! I forgot you don't speak English, it's two weeks " !! ********************************** Speaking of tortured English here are some examples: o At a cocktail lounge in Norway,"Ladies are requested not to have children at the bar".

At a politically incorrect Japanese hotel, "You are invited to take advantage of the chambermaid".

A fun-loving Bangkok dry cleaner suggests, "Drop your trousers here for best results ".

Finally, at an Acapulco hotel, " The manager has personally passed all the water served here.

TARPA TOPICS, AUGUST 1993

GRAPEVINE, AUGUST, 1993, CON'T. For the last page of the Grapevine for August I have a few items .....

At the Sun 'n Fun this year at Lakeland I ran into that Fabulous Save -a-Connie gang consisting of Chris Clark, Frank Fitzgibbon, Gordon Hargis and "Willie" Davis. And of course the many ground crew who do all the work and never get mentioned. These guys are really something else.

When you see that beautiful bird in the sky it brings back s0000 many memories. I have 4681.3 hours in that lady ( 195.0542 days or over one half of a YEAR), and thats a drop in the bucket compared to some of you guys. From the 049 to the 1649...what an experience !

I hear you all hangar flying about your time in the Connie and the fun and sometimes not-so-fun, but wasn't it GREAT. Well if you would like to keep the past alive help keep that " Super " Connie flying by sending your TAX DEDUCTABLE bucks and Membership to : SAVE-A-CONNIE INC. P.O. Box 9144, Kansas City, Mo., 64168...for SAC, for Lockheed, for TWA and for you and me. Hey guys that juice, maintenance and insurance is not free. And the next time you get a chance to go see that beautiful bird GO...and eat your heart out ..... SAC Phone: 816- 421-3401. WOW ! ! ! ****************************************

I would also like to congratulate Chuck MacNab for taking on the most time consuming and difficult job of Editor of the TARPA TOPICS . Chuck has background in this type of endeavor and should do very well. He is filling very large shoes. Give him all the help you can with your articles, and stories of interest to all TARPANS. Editors change and styles change. Your comments and suggestions I am sure he would welcome. We have the very best rag going and we can keep it that way if we all get in the act. *****************************************

Late news is some times not good news I received word that Burt McConaghy of San Diego and Lewis Thompson of Banner Elk , NC have passed away. Our sympathy and condolences go out to Bessie and Judy and their families. We have no other info at this time.

TI M ELY TOPICS

Featuring news, facts and views gathered from various sources, displayed here FYI.

A NEW FEATURE WITH THIS EDITION The following article written by Bill Dixon appeared in the San Jose Mercury News, Business Section,(circulation 288,000) on May 3. 1993.

TWA a model of cooperation I suspect most air travelers, as well as the business press, have overlooked the important significance of the unique bankruptcy recovery plan which TWA has under way. Operating under the direction of new co-chief executives Robin Wilson and Glenn Zander, selected by the airline's unions and creditors, reconfigured coach sections offering more leg room is just one manifestation of TWA's rebirth.

Practically driven to the wall by Carl Icahn, now gone, the airline expects to be released from bankruptcy by the end of June through an uncommon agreement between employees and creditors. It gives employees 45 percent, and the creditors 56 percent ownership of the airline.

Playing key roles in the reorganization, the three powerful unions representing the mechanics (TAM); the pilots (ALPA); and the flight attendants (IFFA); , granted contract concessions totaling $660 million over a three-year period. On their part, the unsecured creditors agreed to the elimination of $4 billion in total claims against TWA. All involved in the complex negotiations, including the Pension Benefit Guaranty Corporation and the U.S. Bankruptcy Court, deserve high credit for this precedent setting agreement. It shows that industry, labor and government can work together for the common good.

William A Dixon, San Jose

20

TIMELY TOPICS, cont'd.

GOODBY B-PLAN - HELLO DIRECTED ACCOUNT PLAN

July 1, 1993 marks the beginning of a new era. The DAP began full operations on that date. Our B-Plan began on December 1, 1954, and was officially renamed " The TWA Pilots Directed Account Plan " at the close of business on September 30, 1992; two months short of 38 years.

The conversion process turned out to be far more complicated and troublesome than had been envisioned. Unexpected problems resulted in less time available for rechecking forms and procedures. If you had some difficulty with the easy to understand forms and directions ... you were not alone. Welcome to the group.

Errors in implementing the transition were inevitable and expected, but to a lesser degree than actually happened. One that amounted to nearly " a million dollars was an inadvertent " error of calculation by the actuary during the September conversion of accounts from units to dollars. It was caught, and the money taken from some accounts, and added to others on the March 31, 1993 statement. All but a very few of the misunderstandings and/or mishandling has been resolved.

On the whole it was a monumental undertaking that was accomplished with some pain, but no bloodshed. Joe Montanaro was sworn at, sworn by and overwhelmed at times, but he persevered to overcome the obstacles and give birth to the Directed Account Plan. While many of us would gladly have said, "No Thanks, Joe", and it would have saved him several years of trial and tribulation, the B-Plan is history and the DAP is here. Quite a few are beginning to like the idea. Let's adapt to what we have and take advantage of its investment options.

Those who will be at least 70.5 this year are advised to get IRS Pub. 590. Call 1-800 TAX-FORM; ask to have one sent to you. It contains an explanation of the procedures and choices for the required minimum withdrawals. It also includes the official tables of factors to be used. This applies to all except those who have all of their tax deferred retirement money in qualified annuities. Those under 70, enjoy.

The trustee(s) of your IRA(s), including the DAP may offer to compute the required minimum amount to be withdrawn each year according to your choice of beneficiary and method, but since you are held responsible, your choices are irrevocable, and the penalties significant, be sure that you understand the situation.

Beginning with the next issue of Tarpa Topics, we will have quarterly highlights of DAP assets and performance. Hopefully the DAP will last at least as long as the B-Plan did.

R. C. Sherman .. 7/93 21

TIMELY TOPICS, cont'd

TWA To Announce New Management, Board This Week

This article appeared in the business section of the Sunday, July II, 1993 St. Louis Post-Dispatch...Ed

TIMELY TOPICS, cont'd

.....................................

T.W.A.'s Bumpy Flight Back The following article appeared in the New Y ork Times, Sunday. May 16, 1993:

23

TIMELY TOPICS, cont'd

TWAs co-chiefs: Glenn Zander, left, and Robin Wilson in Kansas City, Mo.

T

Its All in the Legroom

TIMELY TOPICS, cont'd The following article appeared in BUSINESS WEEK, April 19, 1993:

CAN A 'LABOR OF LOVE' END TWA'S TAILSPIN?

TIMELY TOPICS, cont'd

Two partners in a law firm were having lunch when suddenly one of them jumped up from the table and said,"I have to go back to the office. I forgot to lock the safe!" " What are you worried about?" asked the other. " We're both here."...Nolo News A doctor and a lawyer in two cars collided on a country road.

The lawyer, seeing that the doctor was a little shaken up, helped him from his car and offered him a drink from his hip flask.

The doctor accepted and handed the flask back to the lawyer, who closed it and put it away.

"Aren't you going to have a drink yourself? " asked the doctor.

"Sure, after the police leave," replied the attorney....

Nolo News Two lawyers walking through the woods spotted a vicious looking bear. The first lawyer immediately opened his briefcase, pulled out a pair of sneakers and started putting them on. The second lawyer looked at him and said, "You're crazy--you'll never be able to outrun that bear!"

"I don't have to," the first lawyer replied. "I only have to outrun you."....Nolo News

26

TIMELY TOPICS, cont'd The following article appeared in THE AMERICAN LAW Y ER, April, 1993: .......

Getting The Other To Blink How Carl Icahn, facing a $1 billion liability for TWA pensions, got away for about $200 million.

By Alison Frankel

TIMELY TOPICS, cont'd

James Lockhart of the Pension Benefit Guaranty Corporation offered TWA a $200 million deal.

"There were two themes in this case," says a member of TWA's creditors committee.

"One was a universal hatred of Carl."

TIMELY TOPICS, cont'd

The pension agency still looks back regretfully on the money it might have gotten if the creditors hadn't made a separate deal with Icahn.

James Spiotto of Chicago's Chapman and Cutler was the TWA creditors committee's counsel.

IN MEMORY OF JACK SCHNAUBELT JOHN I SCHNAUBELT

Born July 14, 1909 Died May 3, 1993

" Among the true " Early Aviation Pioneers , Jack Schnaubelt was " " indeed a Pilot's Pilot .

Many, many of our retired Captains today can recall that "semi-final or final check ride" with Jack which was another step in the up-grading program to Captain.

A man of many talents whom we used to enjoy kidding about his vast knowledge of so many subjects. Like that of sayin ' ... "never ask Jack the time because he'll build you a watch".

Jack started with TWA in 1939 and had a wonderful career until his retirement in 1969. He was Supervisor of Flying in the Chicago domicile for so long that we all thought he was " hired " that way. I ' m sure that most of the retired pilots today can recall the team of Mary Horstman and Jack Schnaubelt in Chicago for many of the post war years.

Jack had some competition at home too since his lovely wife, Loretta was also an accomplished pilot who soled in 1933 and ' has a Commercial Pilot ' s License. Wouldn t that have been some progress for women in Aviation if Loretta had been hired on in the late 30's?

There are many beautiful poems that are said at a eulogy and I would like to close with this one: God saw you getting tired And a cure was not to be.

So He put His arms around you " " And whispered, Come to Me A golden heart stopped beating Hard working hands a rest.

God broke our hearts to prove to us, He only takes the best.

Bob Widholm

IN MEMORY OF LEW THOMPSON 7-20-23 6-23-93 69 ears. 11 months & 3 days

LEWIS Wm. THOMPSON

We are given the precious gift of life, taken at death and can control only what comes between. I can't think of anyone who filled that in-between any fuller than my beloved Lewis.

He was born in Mass General Hospital (the "old wing" as he always said) on July 20, 1923. Lew went to eight different schools in twelve years (and was still a shy man in a roomful of unfamiliar faces). Had to eat bananas and drink water to weigh enough for our United States Navy! Lew served as a fighter pilot in the Pacific during World War II and survived the sinking of his aircraft carrier, the USS Bismarck Sea (CVE 95). She was the last aircraft carrier to be sunk in WWII. Lew was CO of VR751, Lakehurst, NJ and retired as Commander after 30 years of dedicated service to the USNR. Lew's TWA career began on November 26, 1951 and retirement came 32 years later. He enjoyed his flying career so much that he said (as I am sure many have felt) that if he could afford to "he would do the job for free!"

He enjoyed his retirement to the fullest; often wondered how he'd had the time to go to work.

After having traveled to Maine and back from the Bahamas the summer of '85 and '89 in our Trawler, he was planning one more trip for the summer of '94. (I have his itinerary - all six pages.)

On the morning of March 17th of this year with the winds blowing, he said "come on, let's go". We flew from Ft. Pierce, FL to Vero Beach. for breakfast. It was his 50 year anniversary of flying and he wanted to fly.

- We flewLew was the proud father of two fine sons. Rick is a United Airlines Pilot and Rob is a Navy Test Pilot - a full commander at age 37. "Little acorns do not fall far from the mighty oak."

The greatest pleasure Lew had these past seven years was being able to have our three grandsons with us as often as possible - and we did. Robby, 7 years, Ricky, 7 years and William, 5 years, will sorely miss "their" Pop-Pop. My life was full with Lew Thompson, "A Friday's child", no one was more loving or giving.

Be sad that Lew was taken prematurely, but be happy that he did not suffer, did not leave those left behind with heartrendering decisions and passed peacefully.

I have loved the stars too fondly to be fearful of the night...

Sincerely, Judy

31

ANOTE BY BILL TARBOX IN MEMORY OF, JACK SCHNAUBELT, I first met Jack Schnaubelt when I was transferred to the great Chicago domicile in July of 1950. I flew with Jack as a Flight Engineer and when I checked out as First Officer in June, 1966, I had my first line trip with Jack as Captain and my old friend Ted Mrensco, as Flight Engineer. Lyle Huntley took our picture walking to the airplane and also in the cockpit. I treasure those pictures. I was Jack's partner in the ownership of an Aeronca Champion. Jack loved to tinker with airplanes as much as he did flying them. I was at O'Hare Airport when Jack made his last landing as a TWA Captain, rolling to the end of the runway with the tower's permission. The Chicago Tribune took a picture of the event. I sent my copy to Jack five years ago.

Much could be written about Jack's expertise as an airman, but I won't even touch on that. Jack's greatest gift to mankind was his ability to make every person he worked with feel good about themselves. You could have eaten burnt toast for breakfast or been audited by the IRS, but during the flight your cares soon reverted to the proper perspective. Then, there were those interesting cockpit discussions. They ranged from thumbing cannon at Gettysburg to astronomy and how to change an OX-5 cylinder. You went home from the flight with a positive outlook, better able to deal with your daily problems.

So long, Jack. Some day we can continue discussions on thumbing cannon in that "house not built with human hands, eternal in the heavens."

Bill Tarbox

IN MEMORY OF CAPTAIN RICHARD L. HEMPEL

TWA Employee Relations has advised that Captain Richard L. Hempel passed away on March 19, 1993.

IN MEMORY OF FLIGHT ENGINEER WILLIAM C. DUNLOP

TWA Employee Relations has advised that F/E William C. Dunlop died on April 13, 1993.

TARPA TOPICS, AUGUST 1993

32

CAPTAIN JACK SCHNAUBELT (center) is congratulated by ORD DTM-F Jack Robertson on his 25th anniversary with TWA. Captain Schnaubelt, the first Chicago-based pilot to reach this milestone, soloed in 1930, only thee years earlier than Mrs. Schnaubelt. Both Mrs. Schnaubelt, who holds a commercial pilot's license, and Captain Schnaubelt are well known pilots in the Chicago area, being one of the few husband-and-wife members of the exclusive OX-5 Club. In addition to his holding a regular run to Phoenix on the Convair 880, Captain and Mrs. Schnaubelt still keep current on their classic Fairchild 22 and Aeronca Champion.

Editor's note: This page and the next two are dedicated to Captain Jack Schnaubelt who passed away on May 3, 1993.

They are here as a result of heroic effort

by Bob & Fay Widholm who, on their way through to Chicago, rented a car at the airport in St. Louis and drove the material out so it could meet the deadline for entry. (See Bob's letter on behalf of Jack in "Flown West section") H.

On behalf of TOPICS readers, thank you Bob & Fay.

33

Neumann and J. Schnaubelt - 1931

PAST PRESIDENTS of OX5 Club of America....

" Left to Right: Past Presidents Howard West, Jack Schnaubelt and "Fish Hassell

BILL TARBOX, Chicago-based flight engineer and 1964 winner of the Flight Deck "Man of the Year" award, is pictured as he was checked out for his first flight as a First Officer. Captain Jack Schnaubelt (left) and flight engineer Ted Mrencso, holders of number one seniority on their respective domicile lists, requested the privilege of flying with Bill on the occasion.

JUNE 20, 1966 34

When Midway Was Little More Than a Prairie in 1929

Grant Park nowadays would not seem to be the place to fly airplanes, but in 1911 a meet was held that attracted the aviation greats of the time - Lincoln Beachy, Glenn Curtiss, Walt Brookins, Roy Knabenshue, and many others. It was the site of many aerial exhibitions during those days when just getting off the ground and back on in one piece was a feat.

The Illinois Wing roster can boast of one member whose experience goes back to those early castor-oil clouded days. He is George Dunlap - he worked and flew with all those heroes of early aviation. George can attest to all these glorious pages from the book on the history of aviation with a book of his own.

George Dunlap's personal scrapbook and his own storytelling is the Illinois Wing's memorial to the epic of flight.

Laird OX5 - one of the last OX5 Lairds built. This ship was completely rebuilt in 1938 by Harold Laird.

Another famous member (they're all famous) is our own Roger Don Rae. He was a regular in the old Cleveland Air Races - he and Harold Neumann skinned pylons together in many a race. Roger can admit to well over twelve hundred parachute jumps that was his specialty. In addition, he performed with the Fordon-Brown Air Show along with such greats as Harold Johnson, Buddy Batzel, Dick Granere, Joe Jacobsen, and Clem Whittenbeck, to name a few.

Former Wing Prexy Jack Schnaubelt was on the scene in the Chicago area during the Roaring Twenties - roaring about in his OX5 American Eagle.

Jack operated the old Lombard Airport along with Herb and Emil Miller, in-between barnstorming tours with his wife Loretta (also an OX5'er).

35

Jack and Loretta Schnaubelt

TEX

by Goldy Goldthorpe There are many "TEX"s like TARPA members Tex Manning and Tex Utgard.

Then there is Tex Ritter and singer Tex Rickard if you go back that far, but there is only one TEX BUTLER. He joined ICD in 1942 and flew for TWA, to the delight of almost everyone who knew him, until he retired in 1976.

Capt. Ed Betts in his excellent "ICD STORY" series (TARPA TOPICS Nov. '92) tells how Tex, after flying Curtis C-45s to India, rounded up a volunteer Air Corps crew, none of whom, including Tex.. had ever flown a B-17 before then ferried it, complete with a large mahogany desk, back to the USA. That was just for openers.

Later Tex would make other Atlantic crossings bringing other service men back but in C-54 Litter ships, one of the most humane services the U.S. Military provided the more seriously injured GIs many of whom were flown home almost directly from the battlefield. Who could forget the three tiers of wounded men lining each side of the transport or the hardworking, dedicated Army nurses who attended them.

Tex's litter ship was approaching Meeks Field, Iceland one day when Control advised that although their flight was No. 1 to land the weather threatened to close the field. It was suggested that they return to Prestwick. Tex promptly vetoed this plan.

"No! Those poor guys back there want to go home!" He called the radio opr over.

"OK, Coach, Tell 'em we're coming on in. Wind up your skyhook or you'll lose your fish. We're going down on the deck and bring her in contact." They did, too, skimming over the angry ocean that spewed wild waves over the huge rocks that lined Iceland's southern coast before locating then landing on the rain swept runway.

After ICD Tex was based at Cairo. A meeting was held in the old Heliopolis Palace. Subject: Should New York based FROs be scheduled through to Ceylon? Cairo crews insisted that this was unsafe as US based crews would become too ill to fly due to climate changes and, especially, the Mid East cuisine which, they said, consisted of really fast food.

A pilot supervisor asked Tex if he thought the proposed plan would be safe or not. "Well, Coach, it 's like this. I'll take your airplane and fly the SOB anywhere, even upside down if you say so, and get it there. But I dunno about this idea. It sure wouldn't be safe for the Cairo domicile, would it?"

After Cairo closed Tex moved to New York flying Connies including 803, The Star of Texas now and then. On one trip western movie star Hugh O'Brian was on board. Upon landing they found PR men and a photographer and his Speed Graphic on hand to greet them. By this time Tex and O'Brian were great friends so Hugh insisted that Tex be included in some of the pictures. The two posed facing each other High Noon fashion both reaching for imaginary revolvers as the cameraman plugged in No. 5 flash bulbs and did the shooting.

The glossy's turned out

"TEX"by "Goldy" Goldthorpe...contd just fine and Tex proudly passed copies all around. There might even be some 8x10s still in the N.Y. ready room along with back dated Jepco revisions, probably filed under "W" for Wyatt Earp.

One summer Tex joined us at the Jones Beach midnight cookout. Finally only he and I were left, in the pre-dawn quiet. A silvery surf slipped up the sandy beach. Farther out breakers sparkled in the moonlight. The Fire Island Light House beam flashed, pausing and then swept around again. Far out a freighter's running lights twinkled against the vast, Atlantic horizon. I asked Tex how he felt about the mandatory Age 60 Retirement.

"You know, Coach, that reminds me of the Azores during ICD. We were taxiing out in the middle of a convoy of brand new bombers being ferried to the UK by brand new crew members. There was a portable tower down beside the runway and they were shooting those boys off on 6440 zip, zap, zip. Enough separation? Well, after all, this was war time. " "But I got to thinking. What if a green co-pilot just out of basic pulled the gear up too soon? Were the engines all warmed up OK? Then the Tower snapped me out of it: " `YOU! BARNFLY SIX-OH-TWO! I SAY AGAIN!! YER CLEAR TO TAKE OFF!!

LET'S GO ! !'"

Tex kicked more sand over some still smoking coals.

"S0000. I guess when the man says "GO" you'd better go."

He picked up his fine boots and headed through the deep sand towards the parking lot.

"Come on, Coach. We might as well take off too. Let's Go." End

A Gallery of Aviation Pioneers

BOB BUCK

HAROLD NEUMANN

S. T. "STAN" STANTON (deceased) BUSCH VOIGTS

*Photos courtesy of Larry Girard by way of "Ole" Olson

HIGHLIGHTS OF CAREER OF CAPTAIN D.W. TOMLINSON. U.S.N.R.. RETIRED Captain Tomlinson began his flying as a co-pilot and observer in 1918 at Hampton Roads, Virginia.

These flights were anti-submarine patrol when German submarines were off Virginia Capes. He was ordered to Pensacola, Florida for formal flight training in 1920 after which he served as a flight instructor of land planes at San Diego, California until 1922.

Captain Tomlinson bought his first airplane, a Curtiss JN4D, from the Army at Rockwell Field, California in November, 1922 and flew this plane from Mexico to Canada in April, 1923, barnstorming to pay expenses. During the summer of 1923, he barnstormed the Puget Sound area with a Curtiss Seagull.

In September, 1923, he was ordered to duty at the United States Naval Academy as instructor in the Department of Marine Engineering and Naval Construction. In 1925, this became the Department of Marine Engineering and Aeronautics. In his spare time from 1923 to September, 1925, he barnstormed in Maryland, Pennsylvania and New York using a JN4D and a Curtiss F-Boat. In the fall of 1925 he flew a Curtiss JN4D across the continent to San Diego, California after seven days enroute and 49 hours in the air.

Captain Tomlinson landed the JN4D at San Diego on October 7, 1925. He was assigned to duty as Flight Officer of Fighting Squadron Six and was promoted to Executive Officer in 1926 and Commanding Officer in 1928. At National Air Races at Los Angeles in 1928, he led the Navy's "Three Sea Hawks" stunt team which competed with the famous Army stunt Captain D. W. Tomlinson team known as "The Three Musketeers".

Their leader, Lt. Williams, was killed while attempting to copy Captain Tomlinson's inverted flight act at an altitude of 50 feet. "Slim" (now Brig. Gen. Chas. A.) Lindbergh took Lt. Williams' place.

Captain Tomlinson was ordered to N.A.S. Anacostia, D.C. to head the Test Section for the Navy in October, 1928. He resigned from the Navy to become Vice-President of Operations for Maddux Airlines in Los Angeles. Then followed 12 years of airline work serving as assistant to the president of TWA, Inc. and as a member of the TWA Airlines' Technical Committee. (Lindbergh and Jack Frye were other members.) This involved much experimental and test flying, and he always main-

39

Tomlinson, cont'd

TW A 's Douglas DC-1 at the Grand Central A ir Terminal, Glendale, California . (TW A Photo)

Joe Bartles (left) and Tommy Tomlinson before their record breaking flight in the Douglas DC-1, May 1935. (Photo TW A )

Tomlinson, cont'd

tained his airline pilot status. During the winter of 1934-1935 he flew the single engine aircraft night mail across the Alleghenies. In 1935 and 1936 he did high altitude and stratosphere research work for TWA. (This led to the pressurized cabins of today.) Up to World War II, Captain Tomlinson had spent more time in the stratosphere than anyone in the world. In 1938, he became Chief Engineer for TWA and in 1939 Vice-President of the Engineering Department.

On June 1, 1941, he returned to active duty in the U.S. Naval Reserve as Commanding Officer USNRAB at Kansas City, Kansas. From 1942 to September, 1943, he was Chief of Staff in the Naval Air Primary Training Command. From 1943 to the end of the War he was Commander of the Naval Air Transport Pacific and Alaska Wings. Afterward he was released to inactive duty.

During May, 1948, he was ordered to active duty with Military Air Transport Service. For the first three months of the Berlin Airlift, he was Deputy Commander of that operation. He returned to Kelly AFB, San Antonio, Texas as Deputy Commander of Continental Division of Military Air Transport Service.

Captain Tomlinson retired from active service on August 1, 1951, with credit for over 30 years of service in the U.S. Navy and the U.S. Naval Reserve....End

The original TW A management team.

L to R: Paul Richter, Tommy Tomlinson, Jack Frye and W alt Hamilton. (TW A photo)

Tommy Tomlinson & Northrup Gamma after the plane had been modified for high altitude research flights.

(Photo Smithsonian)

A note on the top of this letter refers to it and the enclosure on the next page as documents related to the... "birth of the DC-1." ...Ed

1942 GROWING PAINS OF THE TROOP CARRIER COMMAND The story of another contribution by TWA to the WAR Effort, "SPA #10",

by Wally Wollenberg To start with I will quote a couple of paragraphs from a letter written by the Chief of Staff, Troop I Carrier Command.

"Preventative maintenance must be accomplished during the hours when the airplane is not normally scheduled for flight. This will mean night maintenance in many instances with post schedules, mess, etc., changed to accommodate 24 hour operation.

We are wasting time. In this present emergency such waste cannot be tolerated. The shortage of aircraft is constantly being cited as the excuse for failure to accomplish a mission and as a reason for complaint. The waste of "Airplane Hours" and "Airplane Days" is however almost unbelievable. For example, during the period June 22 to July 6, 1942 a total of 590 Airplane Days were lost because of the outages for maintenance. No complaints as to airplane shortages will be recognized until this loss is materially reduced.

As the first step in the modernization and acceleration of the inspection and maintenance practices of this command, the cooperation of a number of commercial airlines has been secured. As advised in letter dated July 8, 1942, expert maintenance crews are being furnished by the airlines and are being sent to various units of this Command to work with, instruct and supervise the maintenance and inspection of these units."

On July 8, 1942, H.W. Crowther, Supt. of Maintenance for TWA, called Harry Alenick, Jack Miller, Earle Collins, Al Bodnar and Al Wollenberg into the office. He asked if we would accept an assignment to the War effort. We all said yes and were handed a letter from Systems Supt. Maint. William Maxfield which in part read, "Your duties on this special assignment, at the above named base, will be to train as quickly as possible enlisted mechanical personnel attached to the Groups and Squadrons of the Troop Carrier Command. The Troop Carrier Command has requested that the men selected be top men in their particular line and capable of explaining as well as demonstrating any points that come up." This assignment is for a period from sixty to ninety days."

The next morning, July 9, 1942, John Borges, from Kansas City, joined us and the six of us were on an Eastern Airlines DC3 enroute to Raliegh, N.C. A staff car and station wagon were there to meet us and deliver us to Pope Field, Fort Bragg at Fayetteville, N.C. We were briefed by the Commanding Officer of the 61st Troop Carrier Group and with our new ID cards and passes we went to town to register in the Prince Charles Hotel. The next morning, at 8 A.M., a recon car was waiting to take us to the base. As we walked through the guard post, wearing our blue TWA mechanics' hats, we were hailed by a Lieutenant . " What are you guys doing here?" It was a TWA Captain Francis Pope activated from the reserves and he was a squadron operations officer. After the greetings, etc., he said, "You are the answer to my prayers.

I've got 5 planes red lined with brake problems!" Earle Collins piped up and asked if there were an air compressor handy, he thought he knew the problem. The next thing he knew, he was sitting next to a line Sargent on a big cleat tract tug heading down the flight line. The rest of us went into the office to review the problems that prevailed. In 45 minutes Earle walked in with a couple of sergeants and a big grin. The planes were taken off the red line. All they had needed was air pressure in the brake accumulators. By the end of the day, all 60 of the C47 and C53 planes had their brake accumulators checked and Earle became the hydraulic instructor. The ice was broken and we were in!

I went out to correct a few starting, idling and mixture problems and I became the carburetor instructor.

So it went down the line. John Borges adjusted a few ADF problems and set a few voltage regulators and became the "Sparks" of the group. We were afforded privileges of the officers' Mess and the Officers' Club, but working out on the line made it difficult. A line Sargent gave us a tip and in town we obtained ABC Board permit ration books and showed up at the enlisted men's line mess with a bottle of bourbon and a couple cases of beer. With these gifts, we asked the mess Sargent if we could eat at his mess.

44

Troop Carrier Command, cont ' d

He said, "You feather-merchants are welcome. The word is you are okay out there on the line." The name feather-merchant was given to all civilian advisors and workers.

After four weeks, we were sent to Selfridge Field, Michigan with another group. Much to our surprise and pleasure we arrived to find we had built up a reputation through the grapevine. We also found out that our assignment was to be extended and TWA provided passes so our wives could join us. Selfridge was a grass field with problems. We worked with two groups here the 62nd and 63rd. We had a dormitory room in the BOQ with six cots. As the wives arrived we found rooming houses for them. It was a new experience, the cannon and bugle at dawn.

In mid-September we were on a train bound for Sedalia, Missouri where we were met by a 4 by 4 truck into which we climbed with our tool boxes and gear. We sent the wives on to the hotel in Warrensburg in a cab. The nearest town to the base was Knob Noster (population 672). Warrensburg was just a few more miles down the road and had a hotel, The Estes. We were amazed on entering the base to find 30 airline planes. We knew the air corps had taken five TWA sleeper DC3's and there they were along with United, American, Eastern, Braniff and Midcontinent. The 89th Troop Carrier Group was a training group using the airline planes to start training while the factory was converting and turning out C47's.

Major Krebs was Group Material Officer and he set up regular class rooms in some of the line shacks for maintenance training. At times, we had as many as 200 pilots in the base auditorium to elaborate on subjects such as carburetor heat use, cruise control, system functions, etc...

It should be noted, at this point, that more than half of the enlisted men on the line had never been near an aircraft. They came from all walks of life: auto mechanics, fishermen, farmers, butchers and bakers. As for the pilots, many had as little as 100 hours in single engine training and the biggest load was carried by the airline reserve pilots to train them.

At each base we went to, we felt at home, as many of the operations and engineering officers were airline pilots called up in the reserves. With the arrival of fall, and only having summer clothing, we were flown back to LGA for winter gear. We flew in an Eastern DC3. There was a United Captain, as pilot, an American Captain as copilot and we 5 TWA mechanics. Earle Collins and I drove his car back to Missouri so we would have transportation for the wives. We did it in 29 hours!

In a letter of commendation to TWA, Major Krebs wrote: "During the operation of the Group at this station, over a period of approximately two months, five squadrons operating forty airplanes were successfully maintained, thereby facilitating their participation in the Troop carrier training directive without mishap. During this period approximately three hundred (300) flight students were graduated in addition to the numerous mechanics instructed in engineering fundamentals."

In mid November, we were off to Del Valle Air Base in Austin, Texas. While in Texas we hit Lubbock and Dalhart, where the glider towing and training took place.

In January, 1943, Harry Alenik, who acted as our crew chief, requested relief and Don Marvin from KC joined us in Victorville, California. Jack Miller became crew chief for the rest of the mission. With the African theater of operation heating up, Victorville Air Base, with its 5 auxiliary fields was ideal desert training. The Group Operations Officer was none other than TWA Captain Ralph Pusey. Monotony got to a couple of pilots. Low flying, down on the deck, was a constant drill and one guy clipped a Joshua tree three feet outboard of the left landing light. He crushed the leading edge back to the front spar and flew it home. The other, bored with low flying, climbed up and looped his C47. When he returned he said he couldn't trim the plane properly. When the plane was inspected, wrinkles were discovered at the cargo door area. The entire empanage was twisted. Both pilots were immediately transferred to a glider pilot school. It was at Victorville that the rating of Feather Merchants First Class was bestowed on us by the flight crew chiefs and line Sergeants . I designed and painted jacket patches, Donald Duck with a TWA hat, a tool tray in one hand and a feather in the other. FMFC on the top of the circle and TWA on the bottom. We wore them with pride on our jackets.

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Troop Carrier Command, cont'd As groups completed their training periods they were returned to the East Coast bases at Pope Field and Laurinburg Maxton for their planes to go through depots for installation of radar, fuselage ballero tanks, friend foe radios and all the active duty materials required. On returning from Mobile, Alabama retrofit depot, a thorough inspection and test hop disclosed sloppy workmanship and in four cases outright sabotage which was brought to the attention of G2 for their investigation. As each plane was okayed it was loaded with all the gear and possessions of the crew and support men, fully fueled and test hopped.

The maximum gross weight was to be held to 29,000 lbs., but I bet some came closer to 31,000 lbs. As they returned from these hops the fuel was topped off and the planes placed on a flight line with armed guards. No one was allowed in the area except each plane's crew chief until the departure orders were issued: down to South America then over to Africa, a route pioneered by our own Boeing 307 Stratoliners of ICD. From July, 1942, through October, 1943, we traveled from the Canadian Border to the Mexican Border, from the West Coast and back. The bases we covered were: Pope Field, North Carolina; Selfridge Field, Michigan; Sedalia Airbase, Missouri; Del Valle Airbase, Austin, Texas; Dalhart Glider School, Texas; Stuttgart, Arkansas; Victorville, California; Laurinburg-Maxton, North Carolina; and Sturgis, Kentucky.

The Troop Carrier Command, though not much publicized, showed the world with the Sky Train, on "D Day", as it filled the sky with paratroopers and gliders to make the day. We felt we played a part in this.

Harry Alenick, Jack Miller, Al Bodnar and Earle Collins all went on to become maintenance supervisors.

John Borges, Don Marvin and I went on to become flight engineers. We served on the Stratolines, all the Connies, the Boeing 707 and the 747. I for one loved every minute of it from 1940 through 1977.

When I was president of the TWA Seniors Club, I was on a trip to Nice„ France, run by Jerry Condon.

We were there for VE Day, 1985. Forty-nine of us took a bus ride to the Antibes, St. Raphael, St. Tropez area, the scene of the diversionary invasion of southern France by paratroops and gliders. We saw the vineyards where the gliders swarmed in and visited the winery that was used as a field hospital. We visited the American Cemetery during a heavy rain shower. The stark white marble crosses and stars of David were being brushed and washed by a crew of four men in all the rain. A beautiful chapel and monument overlooked this solemn scene. Jack Miller was in the group and we both had the feeling we recognized names on the monument. All of us stood at the base of the monument and I had the honor of placing a blanket of flowers, "TWA Seniors Club" was written on the ribbon as an acknowledgement.

The mayor of Nice held a reception for the forty-nine of us in honor of our joining their VE Day celebration. After his speech, I, as president of the TWA Seniors Club, was asked to say something. I wasn't expecting this part and can't remember how I responded, but it brought smiles and nods from the French Navy Officers and others present. The United States Consulate served as interpreter.

This story is a tribute to the TWA pilots, and maintenance personnel who took part in this endeavor!

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Al Bodnar

Don Marvin

Earle Collins

John Borges

Al Wollenberg

Jack Miller

FORGING THE SKYWAYS The History of Trans World Airlines

by Richard K. Schrader Charles Lindbergh's epic flight from New York to Paris in the Spirit of St. Louis in 1927 awakened the nation to the enormous potential of air transportation. Airlines sprang up across the land and began carrying passengers as well as mail, establishing a fragmental network of air routes. On 19 July 1930, a carrier of substance was born when Transcontinental Air Transport (TAT), Western Air Express (WAE) and Pittsburgh Aviation Industries Corporation (P.A.-I.C.) united to form Transcontinental and Western Air, Inc. - TWA. Equipped with the Ford Tri-Motor, advertised by the manufacturer to be "more stable than a yacht, swifter than the wind, a new exultation, the thrill of an indescribable experience, complete, luxurious relation," the new national airline commenced the first coast-to-coast service on 25 October 1930. The journey took 36 hours to complete, with an overnight stop at Kansas City, but in 1932 was cut down to 26 3/4 hours by flying day and night. Thirteen passengers could be carried in the Ford, which lumbered along at 100 mph.

They were phased out of service in September 1934.

TWA also operated several Lockheed Vegas at the time, single-engine aircraft capable of achieving 135 mph with six people aboard. Most remember it as the type Amelia Earhart flew on her solo voyage to Ireland. The all-wooden monoplane was designed by John Northrop, who then produced an all-metal single-engine craft with a revolutionary multicellular stressed-skin wing - the Alpha. Six passengers could be carried with mail sacks in the forward section of the fuselage, while the pilot sat on top in an open cockpit. With a cruising speed of a then respectable 145 mph, the low-wing transport was used for coastto-coast flights, and remained in company service until 1935. TWA had fourteen Alphas in its fleet and, in later years restored the surviving member, NC 11Y. Today it can be seen at the National Air & Space Museum in Washington, D.C. The irrepressible John Northrop then designed the gamma, another all-metal, single-engine craft with a characteristically efficient wing. Introduced into passenger service in 1932, Jack Frye, TWA's vicepresident of operations, flew it across the country in 11 hours and 31 minutes. The aerodynamically-clean Gamma was also used for high-altitude research work by D.W. "Tommy" Tomlinson, whose discoveries later paid dividends in developing high-flying pressurized transports.

In the meantime, Boeing developed the Model 247, a twin-engine airliner with a retractable landing gear, which went into service with United Air Lines. Capable of carrying 10 passengers at 150 mph the Boeing promptly established a coast-to-coast record of 19 hours and 45 minutes on 1 June 1933, shattering TWA's best time by a full seven hours.

The Boeing 247 production line was tied up with 60 orders from United. Jack Frye countered by asking five of the other leading manufacturers - Consolidated, Curtiss-Wright, Douglas, Ford and Martin - if a bigger and better transport could be built with three engines. Douglas accepted the challenge to develop a superior model, but presented a design based on two engines. Charles Lindbergh, TWA's technical advisor, conceded to the change, but issued stipulations that the craft must be able to take off on one engine with a full payload and sustain flight over the highest terrain in the company's route structure.

Douglas promised to deliver performance and received the order.

On 1 July 1933, the DC-1 (Douglas Commercial Number One) took to the air for the first time. Advanced and all-metal, she possessed the multi-cellular wing developed by Northrop and incorporated the modern refinements of the Boeing 247 on a larger scale. On 19 February 1934, Frye and Eddie Rickenbacker made history with the DC-1 when they flew the craft from Los Angeles to Newark in 13 hours and 2 minutes. It was an astounding feat for a transport of such size.

The modified version became known as the DC-2, and entered service with TWA on 18 May 1934 between Columbus, Pittsburgh and Newark. On 1 August 1934, the company launched the aircraft into coast-to-coast service, with an 18-hour schedule for westbound flights and 16 hours eastbound.

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Forging the Skyways, cont'd

The DC-2 could carry 14 passengers at 185 mph. although a bear to land smoothly, pilots lauded the craft for her great ability to haul a heavy load of ice. TWA operated a fleet of 31 of the novel airliners, and used them until 1942.

Douglas then developed a stretched variant: The DC-3. Although there was little difference in performance, the DC-3 was vastly superior to its predecessor from the standpoint of economics. With 2128 seats instead of 14, there was a 50-75 percent increase in payload for only a 10 percent increase in operating costs. No longer were the airlines dependent upon mail contracts for survival - here, at least, was an airplane to produce profitability by carrying passengers.

The contributions of the DC-3 to the world became inestimable. By 1939, 90 percent of the airlines in the United States operated the rugged and dependable transport, while foreign carriers also equipped their fleets with her. In World War Two the military version, the C-47, was built by the thousands and formed the backbone of the transport command. There are still 2000 DC-3s flying today, and they will probably carry on until there are no longer any pilots around who possess the knack of flying a taildragger.

TWA placed the DST (Douglas Sleeper Transport) model of the DC-3 in service on 1 June 1937, between New York and Los Angeles. On 15 August, of the same year, the company added the standard plane to its mutes, which, at this time, were extended to San Francisco. Nonstop flights between New York and Chicago became a reality for the first time, as the craft had a 1380 mile range. For 17 years TWA's fleet of DC-3s, which numbered 78 at its heyday, faithfully plied the domestic system. The last was finally retired in 1953.

In April 1939, Howard Hughes became the principal stockholder and, thus, the owner of the company.

With the new ownership came a new transport - the 33-passenger Boeing 307 Stratoliner. Retaining the same four-engine configuration, wing and tail of the successful B-17, the notable feature of the new Boeing was her pressurized fuselage. Able to fly up to 22,000 feet, the innovative airliner was launched into service by TWA on 8 July 1940, on the transcontinental mute, where she cut the crossing time down to 11 hours with her 220 mph speed.

For the first time, two "air hostesses" instead of one tended to passengers, who were given earphones for in-flight musical entertainment. This luxury was short-lived, however, when World War Two broke out and TWA turned over its five Stratoliners to the military on 24 December 1941 for the war effort.

Along with the planes went the crews for what was to become a part of the Air Transport Command.

Three of the Boeing 307s were assigned to the North Atlantic for regular service to Britain, and two for a Washington-Cairo connection. During the course of the war, the Stratoliners of TWA performed 5000 transatlantic flights and carried 112,000 passengers, including President Roosevelt (on two occasions), Generals Marshall and Eisenhower, Admiral King and Chiang Kai-Shek.

TWA resumed coast-to-coast service with the four-engine Boeings in 1945 after refurbishing them for civilian work. They were retired in 1950.

Shrouded in secrecy, the development of the Lockheed Constellation took place during World War Two under the sponsorship of Howard Hughes. On 19 April 1944, Hughes and Jack Frye performed a spectacular proving flight when they set a speed record of 6 hours and 58 minutes between Burbank and Washington, D.C. The unique triple-tailed airliner, larger and faster than the Boeing 307, was then immediately turned over to the Army Air Force, where she flew in Olive Drab as the C-69. But when the war ended, TWA was poised to take on international mutes with elan.

On 1 June 1945, the CAB (Civil Aeronautics Board) announced that TWA would be granted the right to service Paris and through to Bombay via Cairo. A further extension to Shanghai was awarded on 1 August 1946.

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Forging the Skyways, cont'd TWA started New York to Paris service on 5 February 1946 with a Model 049 Constellation, the first of a venerable line. The journey took 20 hours to complete, with refueling stops at Gander and Shannon. On 1 March 1946, the company placed the "Connie" on the domestic route between New York and Los Angeles, which was flown in an unprecedented 11 hours.

In 1950 the international network was strengthened when the CAB authorized TWA to service the main capitals of Europe, including London, Frankfurt and Rome. On 17 May of the same year, Transcontinental and Western Air became Trans World Airlines, retaining its initials of TWA and taking on an air of worldwide importance.

The Constellation underwent a steady progression of improvements to increase speed, payload and range.

On 19 October 1953, the 1049 version inaugurated nonstop transcontinental service, with flight time between New York and Los Angeles cut down to 8 hours. On 1 June 1957, the 1649 "Jetstream" introduced nonstop flights to Europe from New York, and on 2 October from Los Angeles via the polar route. The best flight time achieved for the California to London flight - 5508 miles - was 18 hours and 32 minutes.

The 1649A was the ultimate model of the Constellations series. To this day she still holds the record for the longest nonstop commercial passenger flight: 23 hours and 19 minutes aloft. The advent of the jet transport, however - the de Havilland Comet 4 with BOAC and the Boeing 707-121 with Pan American in 1958 marked the beginning of the end for the Connie. Nevertheless, TWA clung to her, as if reluctant to break off a long romance, until 1967, when the last one of the fleet, a 749A model, was retired on 6 April.

Developed during World War Two and produced in a number totaling 1163, the Douglas DC-4 was readily available to the airlines in 1945 for only $90,000 apiece. TWA acquired a small number of the 200-mph transports to supplement its Constellation fleet for the post-war boom in the air transportation industry.

Although smaller, slower and not pressurized, the DC-4 was a proven workhorse and plied the domestic and international routes of TWA with characteristic reliability. Placed into service in 1946, the company used the Douglas for passenger flights until the Connie firmly established herself on the line. In January 1947, TWA inaugurated the first transatlantic, all-cargo service with the DC-4, which sustained operations in this field until retirement in May 1957.

On 1 September 1950, TWA introduced the Martin 202A on its domestic short/medium-haul routes.

Thirty-six passengers could be carried at 220 mph. An improved, pressurized version with 40 seats followed and went into service on 5 October 1951 - the Martin 404. Altogether the company operated 52 of the twin-engine transports, which featured such innovations as air conditioning, a carry-on luggage rack and self-contained aft loading stairs. They remained in service until 1961.

The debut of BOAC's Comet 4 and Pan American's 707-121 on the precious North Atlantic route in October 1958 sent TWA into third place in terms of passenger traffic. But, on 23 November 1959, the company rebounded by commencing service from New York to Frankfurt with the Boeing 707-331, a true inter-continental jet transport. On 29 October 1961, TWA became the first airline to offer only jets in international service, and went on to operate more 707s than any other carrier - 126. By July 1969, TWA surpassed the leading carrier on the North Atlantic route.

Domestic jet service was started on 20 March 1959 with a 707-131. The inauguration flight from San Francisco to New York was accomplished in 4 hours and 40 minutes - more than three hours faster than the Constellation. TWA also acquired a freighter version for all-cargo service, which delivered a payload and speed three times greater than the earlier DC-4.

The advent of the wide-body era in 1970 foreboded the end of the 707's reign as TWA's main aircraft.

The fuel crisis of 1973 made her expensive to operate. The price of fuel notwithstanding, the company continued to operate the 707, as if it had ties of emotion to the craft similar to the affinity for the Connie.

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Forging the Skyways, cont'd Alas, the last 707 was retired from service in 1983, but not before the craft had earned the distinction of serving with TWA longer than any other aircraft.

TWA operated another four-engine jet transport: The Convair 880. Orders were placed by the company, under the leadership of Howard Hughes, in 1955, for Convair claimed that its aircraft would be the fastest of all. The 880 made her first flight on 27 January 1959; however, TWA encountered financial complications and service with the new craft was delayed. A story in itself, the company tried to divest itself of control by Hughes, who was supplying aircraft through an unusual leasing arrangement with the Hughes Tool Company.

On 31 December 1960, Hughes had to accept the loss of control of TWA by having his stockholding placed with a voting trust controlled by lending institutions. As a result of legal delay, the Convair 880 was not launched into service until 12 January 1961.

Once established on the line, pilots and passengers appreciated the 880 for her speed - maximum cruise was 615 mph. In 1960, the transport set a transcontinental record by flying from Los Angeles to Miami in 3 hours and 31 minutes, achieving with help from a tailwind a groundspeed of 779 mph.

The fuel crisis of 1973 numbered the 880's days. With a passenger capacity of 96, the craft became uneconomical to operate, and was retired in 1974. A 400 percent increase in jet fuel prices sent the entire industry into distress.

A few more words on Howard Hughes are in order. He was an extrovert, but he was also daring and determined - a pilot in his own right who loved aviation passionately. His leadership of TWA stimulated the company to greatness. British correspondent Richard Worcester paid tribute to the man for introducing the Constellation, which extended the carrier's influence to mutes across the world: "Whatever Hughes has done or not done, he will always be a great son of American commercial aviation for brilliance in sponsoring an aircraft so prescient in conception that the delay in its fruition of several years due to the war did not prevent it from going on to become a great intrinsic source of U.S. world prestige and wealth."

The advent of the French-built Caravelle in Europe in 1959 demonstrated unequivocally that jet transports could exploit short-range routes, as well as long-range ones. Boeing took note and developed the 727 for the domestic market's short and medium ranges. The unique three-engined aircraft entered service with TWA on 1 June 1964 - between Indianapolis and New York - and soon was plying mutes throughout the country.

In December 1967 the company began flying the 727-231, a stretched variant which could accommodate 146 passengers - 31 more than its predecessor. This craft proved to be a profit-making machine not only for TWA but the other airlines, and went on to become the most popular jet transport in the world. When production of the 727 ended in August 1982, no less that 1832 examples had been manufactured.

Douglas ventured into the short-haul market with a twin-engine jet transport capable of carrying 70 passengers at 540 mph: The DC-9. Such was the advance of technology in wing design that her span was actually less than that of the DC-3. Certificated by the FAA in November 1965, the small Douglas went into service with TWA in March 1966, and eventually acquired a fleet strength of twenty to operate over the short-range routes in the company's system.

The DC-9 was also ordered in great quantities by other airlines of the United States and the world.

Stretched variants more than doubled the seating capacity of the original model, and to date more than 1500 of the Douglas airliners have been produced.

The DC-9-80 (MD-80) is the sixth and largest of the family. With a fuselage 43 feet 6 inches longer than the original DC-9-10, there is room for 142 passengers - the equivalent payload of the early 707. TWA launched the "Super 80" into domestic service in May 1983 and had nineteen in its fleet as of May 1986.

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Forging the Skyways, coned

The type is one of the quietest airliners in existence and one of the most fuel efficient. The latest in flight deck technology with an integrated flight guidance and control system allows landings in conditions with only a 50 foot ceiling and 700 feet of visibility. Range has been increased to 2100 miles - more than twice that of the -10 - by virtue of increased fuel capacity in a 20 percent larger wing. A very profitable airline vehicle, the "Super 80" enhances TWA's competitive edge in the marketplace, and 10 more are on order for the company.

On 22 January 1970, the wide body era became a reality when Pan American launched the Boeing 747.

TWA kept pace in the race and placed the dual-aisle transport into service on 25 February 1970. Dwarfing all other airliners, the 747 was portentous: Its fuel weight alone was nearly equal to the weight of a 707.

With a crew consisting of a pilot, co-pilot, flight engineer and 11 flight attendants, the giant airliner could carry 419 passengers at 540 mph up to 5000. A subsequent variant, the 747SP, had increased fuel capacity to extend the range to a distant 6900 miles.

The acquisition of a fleet of 747s left the company - and other airlines which had scampered to equip with the wide body - in dire financial straits, however. The huge expenditures for the new aircraft and support equipment, a recession and low load factors, the fuel crisis - all sent balance sheets into the red. TWA's options on the Anglo-French Concorde were dashed in 1973 as a result of lack of cash for acquiring the supersonic transports. It would be years before passenger traffic increased to the point where the company's economic health was revitalized.

Today, TWA has 21 747s in its fleet for domestic and international flights. Each offers three classes of service: First class, Ambassador (business) class and coach/economy. There is also space in the capacious transports for 15 tons of cargo per flight.

Transports all became bigger after the advent of the 747, and Lockheed's L-1011 was acquired by TWA in 1972. Capable of flying 270 passengers at 540 mph, the 1011 represented the leading edge in technology among the wide bodies. Fully automated, she was one of the first aircraft to be certified by the FAA for Category 3 landings, which allowed flights in weather conditions with reduced ceilings and visibility.

The development of the 1011 nearly caused the demise of Lockheed, Rolls-Royce and Concorde.

Britain's eminent engine manufacturer, Rolls-Royce, was selected to provide the innovative RB-211 powerplants, sophisticated turbofans with three compressor stages. In slashing prices to match the competition, however, Rolls-Royce experienced serious cost overruns and went bankrupt on 4 February 1971. The world was incredulous while Lockheed and the manufacturers of the Concorde were appalled, for the L-1011 was dependent upon the British company's RB-211 engines and the SST on its unique Olympus 593 turbojets. Fortunately, the British Government stepped in and invested funds to keep RollsRoyce - and, in turn, Lockheed and the Concorde - alive.

TWA operates Tristars on its domestic and international routes. A long-range version, the 1011-100, provides transatlantic service. As with the 747, the company offers three classes of service aboard its Lockheed wide bodies.

TWA placed the Boeing 767 into service in December 198. Able to carry 193 passengers at 540 mph, the high-tech airliner is smaller than the company's other wide bodies and fills an intermediate role. Built with an advanced wing and extensive composite materials, the transport is highly fuel efficient - 35 percent more so than the 727.

The 767 is flown by a pilot/co-pilot crew, who are provided with one of the most advanced flight decks in existence. State-of-the-art digital electronics and CRT (cathode ray tube) displays allow monitoring of all systems with a reduced work-load.

History was made by the 767 when she became the first twin-engine transport to fly the Atlantic in

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Forging the Skyways, cont'd

scheduled passenger service. El Al commenced flights from Canada to service from the United States (Boston) to Paris on 1 February 1985. an extended-range 767 into operation between St. Louis and Paris and York with the new Boeing became part of the transatlantic schedule, as

Israel, and then TWA inaugurated Trans World then went on to launch Frankfurt, while flights from New well.

Today TWA is characteristically well equipped with a fleet of efficient aircraft to continue its tradition of providing reliable air transportation in the United States and overseas. The company stands above the many upstart carriers which have come into existence with the Deregulation Act of 1978; however, the low fares of these low-cost structured companies have created a highly turbulent climate in the industry. The airlines which have built the nation's air travel system into the most efficient and safest in the world are fighting to maintain solvency in an arena where competitiveness has come to mean matching the lowest fares of the leanest "bargain basement" operation.

Perhaps a degree of regulation will some day be implemented again to ensure that the fight is being fought fairly, or perhaps deregulation will take its course and more major carriers like Eastern will fall wayside, while others merge to form super conglomerations to protect their market share. Whatever the future may bring, it is hoped that TWA will be there with its identity intact as one of the nation's leaders. For its important role in pioneering the air routes and offering reliable transportation since 1930, the company deserves no less. * * * * * * *End Editor's note: Copies of photographs were sent with the above article but they were not printable because of the poor quality. Only the text of the article is reproduced....Credit for the article goes to AIR CLASSICS MAGAZINE.

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OLD #105 - SHE DID IT HER WAY

by Hank Gastrich Many pilots consider an airplane to be no more than an inanimate collection of nuts, bolts and metal going the same way on the same day. Not true say I. I think that each one is distinguished by it's individuality... or personality if you will. This was old #105.

Plane #105 was a 1049G Super Constellation spawned from the depths of Lockheed's womb with an in-built determination to be the antipathy of all Connies. She came with a Machiavellian mean streak and a maintenance diary that rivaled Jezebel's. If she were a book she would have been banned in Boston.

For an airplane, she had a peculiar affinity for the ground. Especially at max gross weight (137,500 lbs.). Long after her sister ships would have been airborne, 105 would rumble along as if she had no intention of ever leaving the ground. The company as well as Lockheed and the FAA were determined to solve the enigma. They mounted cameras inside the cockpit to film the instruments. A camera was mounted in the nose wheel well to film the runway rushing by. And more than half a dozen filmed her progress along the runway's length.

But, like a woman's age...her secret was never revealed. She would continue down the runway gathering speed.. . V I... V 2... (anymore V's?) and only became airborne when the captain would no longer indulge her capriciousness and literally pulled her into the air.

Once aloft she would behave docilely. More or less.

On one occasion she threw a tantrum over the North Atlantic. For no apparent reason and with no indication on instruments or analyzer, her #4 engine stopped. Since this occurred around 60 degrees North and 20 degrees west the captain had no alternative than to land in Keflavik.

This was not a popular choice with the rest of his crew...Keflavik "in-season" is, I believe, June 3rd or 4th...but once made was one they had to live with. The passengers were forwarded eventually, but the crew waited for four days for a "new" engine to be ferried in and the change completed.

The test flight went well and the crew turned back to Keflavik, anxious to be fueled and get started on the ferry flight home. Unfortunately #105 had seemed to develop a fondness for the barren lava of Iceland and 15 miles from the runway, her #3 Fire Warning bell and light went off. The DC-4 that had ferried in the #4 engine was airborne but still in VHF range, so was redirected back to Paris for another engine. This shortened the "exchange" time by almost two days-and the test flight of the second new engine was accomplished...with full tanks...and on course to Idlewild.

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Old #105, cont'd Another time 105 displayed her psychathenic* personality on take-off from Santa Cruz airport in Bombay. This time, all decked out with colorful tip tanks...each filled with 600 gallons (3600+ lbs.) of fuel, she rid herself of one just as she had been rotated. As she left the ground it took the combined efforts of the pilot, co-pilot and three clergymen traveling in the first class section to maintain wings level. Checking my log book I find only one occasion when she and I were in disagreement.

Late in May, the day before the Indy 500, we were scheduled from Idlewild to Cleveland and then to Indianapolis. Just as we left RW 13L her left pressurization compressor's "low-oil pressure light" beamed. No big deal! Her left compressor was disconnected and we climbed , pressurizing with the remaining right compressor.

Just as we crossed the East river north of the George Washington Bridge, damned if the right compressor's oil pressure light wasn't glowing. I looked at the Flight Engineer with a jaundiced eye.

If we disconnected this one we would either have to go back to Idlewild or fly to Cleveland and Indy unpressurized. Since no pilot like to lose the last trip of the month...and since flying unpressurized was no big deal (the DC-3's did it all the time) we chose to continue. She (105) may have pouted, but she got to Indianapolis without further nonsense.

Somewhere now, 105's bones lie rusting, but whenever I think of her I hum a few bars of "She Did it Her Way", lest I disturb her ghost. To me she will always be remembered as a lady with a will of her own. * Unable to resist irrational behavior, even when one knows it's irrational - Ed. End

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TARPA Insurance News Arranged by Berkely Association Services LONG TERM CARE: AN ISSUE FOR EVERYONE

by Ron Johnson, President LTC Insurance Resources, Inc. In response to requests from members, about two and a half years ago, TARPA and Berkely Association Services installed a top-quality long-term care insurance plan. Although the initial response was very good, still many members seem to feel little, if any, urgency in considering the topic in general.

It has become increasingly clear that, for many people, facing up to the possibility of needing long-term care themselves is difficult, if not impossible. Recent studies have brought this issue into sharper focus and it has become possible to identify three common reasons for the denial of one's vulnerability.

First, and not surprisingly, no one wants to be sick or frail and dependent. People who need long-term care have developed health problems or have lost the ability to function without some assistance.

Second, most long-term care takes place in nursing homes. The majority of nursing home patients are reliant on Medicaid for at least partial payment of their nursing home charges. Medicaid, unlike Medicare, is part of the welfare system, and is available only to those who are unable to pay for their own care. Medicaid's system often forces people out of their own homes into nursing homes, even when they could have remained at home with home health care support.

Third, most people in nursing homes must share rooms with strangers. Recently, it has been established that a primary cause of the negative perception of nursing homes is due to the overwhelming loss of privacy suffered by the average patient. Many better nursing homes have private rooms and are able to provide a more home-like environment, including one's own favorite chair, pictures on the wall, a private bathroom and closet and a place for family visits. However, the cost of privacy, added to the cost of care, pushes the monthly charges far past what Medicaid will pay and usually beyond what the private pay patient is willing to pay.

Therefore, the long-term care situation has seemed to be a losing proposition no matter how it was viewed. It is not hard at all to understand why people have simply put the thought out of their minds.

Here is where the good news starts. There is now an opportunity for people to plan ahead and be in a position where they do not need to give their assets away in order to preserve them, and they can retain freedom of choice over their surroundings. They can do this with an insurance policy purchased for the express purpose of paying their long-term care expenses.

What about Medicare coverage of long-term care? In 1988, the premiums for Medicare were increased slightly and an income tax surtax was incorporated to cover the enlarged benefits of Catastrophic Medicare. To say that this was unpopular is a gross understatement, and the pressure applied to Congress resulted in repeal and elimination of virtually all the increased premiums and taxes and also the coverage.

The result of this is a view, stated by many federal legislators, that there will not be any expansion of Medicare to cover long-term care in the near future. The reason is that, most proposals to add long-term care to Medicare included partial funding through increased Medicare premiums. But the modest cost increases for Catastrophic Medicare were nothing compared to what long-term care would cost. The conclusion was that if retirees were unwilling to pay a small premium for extra coverage in Catastrophic Medicare, they would be even more unwilling to share in the cost of long-term coverage.

Without that cost sharing, no plan was possible because there were no sources of revenue for a totally tax-funded plan.

55

What about the new Health Care Reform? Recent news articles indicate that the difficulties in dealing with the costs of primary health care, i.e. Doctor Bills, Hospital Bills etc. have moved all long-term care except home care for meal preparation, housekeeping, etc. out of the program entirely. And because Medicare may be folded into the new program, this would mean that Medicare policyholders can't expect any more than anyone else. This leaves all nursing home care and licensed home care services, like nurses, therapists and home health aides still the responsibility of the people themselves.

Therefore, if people don't want to pay the bill themselves, they will either have to purchase insurance or plan to go on Medicaid!

Why buy insurance when Medicaid is free? Up until now, Medicaid was the only alternative to spending one's own money for long-term care. For most people willing to do so, planning ahead has meant transferring one's assets out of one's name and preparing for Medicaid's "spend down" or, plainly said, giving away one's money and going on welfare. The result is that one loses control over one's very existence and must rely on others to be treated fairly.

What is the alternative and how does it work? The alternative is a high-quality, group long-term care insurance plan which can: A.

Provide funds for years of continuous, even daily, home health care services from registered nurses, therapists and home health aides. Benefits are payable for care of all types. This includes care that is custodial in nature, unlike Medicaid, which will pay only for "intermittent skilled care" in the home.

B.

Provide coverage for far longer than the 456-day average length of stay in a nursing home, shielding most, if not all, of one's accumulated financial resources.

C.

Reduce out-of-pocket expenses. A long-term care insurance plan can reduce the insured's share of costs to nothing or at least a manageable sum.

D.

Provide privacy. Private insurance makes no distinction in room accommodations and if a person has sufficient daily benefit coverage, it will pay the entire cost of a private room.

E.

Provide an affordable solution. For many, long-term care insurance is not prohibitively expensive. This allows persons to retain control of those resources and shield them against the costs of long-term care.

F.

Probably most important. The right policy will pay for any covered service which the insured and their doctor decide is right for them. This is vastly different from the non-group, individual policies available today. These policies all contain "gatekeepers", or policy clauses which limit policy benefits to people unless they are disabled in certain ways described in the policies, regardless what the person and their doctor feel they should have.

TARPA members are again being offered the group long-term care insurance plan, which will do all of the things mentioned above. Additional, comprehensive information about the plan with rates and forms to apply for coverage will shortly be sent to you. If you would like information sooner or have questions about the program, please contact Berkely Association Services at 1-800-331-2794.

56

TARPA INSURANCE PLANS Provided through BERKELY ASSOCIATION SERVICES

MEDICARE SUPPLEMENT PROGRAM ... For as little as $94.00 per month per person LONG TERM CARE COVERAGE See enclosed informational article on the importance of this plan.

HBS MEDICAL COMPOSITE CARD Experience savings on Prescription Drugs - Mail order and local pharmacy, V ision Care, Home Health Care Supplies, A udio Hearing A id Devices

THE NEW ANNUAL TRAVEL PROTECTION PROGRAM ... For only $59 per year per person you can have year-round, worldwide emergency evacuation, medical assistance and general traveler's assistance.

For information on one or all of the above programs contact BERKELY ASSOCIATION SERVICES at 1-800-331-2794 9 AM to 5PM EST

Jim McClure 306 Housley Circle Dayton, Tenn. 37321 Dear Chuck; Thank you for taking on the job of being Editor as I know that it really entails a lot of hard work.

I' m sending in this report on the medical scene with good news from yours truly. The tumor has shrunk on my prostate to where it is indiscernible by digital probe and both my PSA & PAP are below 1. This is very good and the prognosis is excellent. There's no trick questions this time around so read on.

My doctor says every retiree should have an exam every six months. The digital exam, which is very important, and the blood work up which is even more important. The profession has really progressed in blood analysis and can diagnose just about anything from halitosis to hysterectomies from just a little vial of blood. Add in a little test for blood in a fecal matter smear and I think the patient is pretty well prepared to battle the number two killer of golden eaglepersons. A couple of things to remember are that if you have a T.U.R.P.'s Procedure on the prostate and then radiation treatment that a prostate removal is then questionable. One radiation treatment per customer, so extra caution is advised. The other point is that if a tumor is contained and shrunk by use of monthly injections and daily pills to retard the testosterone that this treatment has to continue indefinitely. The alternative is to remove the source of the testosterone by removing the testicles.

This is a fairly minor operation. In one day and out the next, or so I've been assured. It cuts out the $250.00 a month bill for pills and the hot flashes. I've asked whether excellent physical condition and great mental attitude do any good and this doctor assured me that there is a definite healing process associated with some people's attitude and he's not even a Southern Baptist.

The alternative is to disregard any precaution and maybe wait too long as these tumors are very insidious. Some are very fast growing and can invade the lymph glands and bones without any overt signs. The party is usually over shortly thereafter. I had a great time on TWA for 25 years and it has been wonderful for 20 years of my retirement, and I wish to extend it as long as I can. I just hope that I have helped some of my fellow crew members to become aware of the importance of taking care of themselves.

Sincerely, Jim

*Ed note:

The above letter from Jim McClure is a supplement to his MEDICAL FORUM report printed on page 56 of the May, 1993 issue of TOPICS.

........................................................................................

A. B. C.

EXCEPTIONS: Exceptions always outnumber the rules.

There are always exceptions to established exceptions.

By the time one masters the exceptions, no one recalls the rules to which they apply.

58

Bill Dixon writes on June 21: "Enclosed is a photo and descriptive caption featuring the San Jose TWA sales manager and three retired TARPA members, taken at a kickoff luncheon to set up retiree calls on some small travel agencies.

The other two pictures are of TARPA pilots at the 1993 Annual General Meeting of the TWA Seniors Club in St. Louis on May 31."

(L to R Larry Girard, Bruce Freeman, Jack Harpster & Lyle Locke.

Bruce Freeman, San Jose Passenger Sales Manager, presents TWA sales folders to TARPA volunteers for use in calling on selected travel agents. Freeman explained the program at an informal luncheon he hosted in May. (Photo by Bill Dixon)

Reprinted courtesy of Martin Leeuwis

Retired Captains Jesse Fiser , Lum Edwards and John Gratz enjoy a laugh (a good pilot joke) at the 1993 A nnual General Meeting and banquet of the TW A Seniors Club in STL on May 31. (Photo by Bill Dixon)

TARPA Second VP , Bob Sherman and his wife, A lice, were among those who journeyed to STL over the Memorial Day weekend to attend the TWA Seniors Club annual meeting. (Photo

by Bill Dixon)

DELTA AIR LINES, INC. HARTSFIELD ATLANTA INTERNATIONAL AIRPORT DENNIS M. SCHMIDT ASSISTANT VICE PRESIDENT METHODS AND TRAINING April 27, 1993

Mr. William A. Dixon 8021 Pinot Noir Court San Jose, California 95135 Dear William: Mr. Allen has asked that I respond to your request that Delta extend 90% reduced rate agreements to retirees of TWA, because the Pass Bureau if within my area of responsibility.

By industry standard, 90% reduced rates are available to active personnel, their spouse and minor dependent children. As you noted, retired personnel have always been granted 75% reduced rate travel. To extend 90% reduced rates to retirees, in our opinion, would require an industry wide agreement and we are not aware of any industry movement toward this approach to retiree interline travel. We will continue to monitor the industry trend, but at present, we do not anticipate extending 90% reduced rates to retirees of other airlines.

We appreciate your interest in Delta and hope these comments have responded to the points you raised.

Cordially,

cc:

Mr. Ronald W. Allen

61

WILLIAM A. DIXON 8021 Pinot Noir Court San Jose, CA 95135 408-274-2798 April 30, 1993

Mr. Dennis M. Schmidt Assistant Vice President Methods and Training Delta Air Lines, Inc. Hartsfield Atlanta Int'l Airport Atlanta, Georgia 30320 Dear Mr. Schmidt: Thank you for your kind letter of April 27, responding to my request that Delta extend 90% reduced rate passes to retirees of TWA. I appreciate your stating that Delta would monitor the i ndustry trend on unlimited 90% rate agreements. For your i nformation, TWA's house organ, the SKYLINER, reported in the February 19 issue that British Airways and U.S. Air have concluded agreements with TWA which include retirees and their spouses for unlimited 90% reductions.

Again, thanks for taking the time away from what has to be a busy schedule, to answer my query so promptly. I hope Delta and TWA will soon be inclined to extend the 90% rate agreements to retirees and spouses of the respective airlines.

Sincerely,

William A. Dixon TWA - Retired BC: Donlon, Thibaudeau, Sawyer

62

WILLIAM A. DIXON 8021 Pinot Noir Court San Jose, CA 95135 408-274-2798

May 5, 1993

Dear A.T. are beginning to make some progress on Hopefully, we doing away with the 75% reduced rate in favor of the unlimited 90%. U.S.Air you already have thru your son, but the 90% off will be useful to many other TWA retirees. Delta didn't include retirees so I wrote the president - got back the enclosed reply. I'm sending it and my response for your i nformation.

Also enclosed is a page from the San Jose Mercury News.

A travel agent friend called to say it would be helpful. I hope so. The employees I have talked to here have a new enthusiasm. About 20 retirees are meeting tomorrow for a brief lunch and meeting, organized by the SJC sales office, to set up a program for calling on travel agents.

Now I wish I knew what final option to select in the old "B" plan. Too bad it got screwed up. It was never i ntended to be a "cash cow", but just a good retirement plan! It no doubt has suffered because of the reduced participation at retirement, practically zero in fact.

My best,

P.S. Note from Dave Richwine mentioned his son, Dave, has been promoted to Major General in the Marine Corps. Quite an accomplishment! If you are interested maybe you could get an item on it for TARPA TOPICS from Dave. Dave also said that the Council 3 Newsletter I sent you a page from, to the best of his knowledge, was the FIRST regularly published newsletter put out by any ALPA Council. (I started this out to be short, but seems I can't write a "short" letter!)

63

JOHN AND JEANAH GILMAN

1959 W 123RD Terrace

LEAWOOD KS 66209 USA 913-339-6985

April 2, 1993 Dear A.T. I enjoy so much the TARPA TOPICS and the stories of a past that I feel a part of, even though it was before my time ("new hire" '63). Twenty-nine years went fast but gave me a great affection for the TWA family. Thad May called after the last convention, saying what a good time he had.

KC. the the the

I retired July of '92, and in September got new employment as a pastor in a church here in Jeanah and I enjoy being together every night and I like sleeping on my clock, though I miss people and the flying. A memory that is representative for me is walking onto the 747, greeting crew, struggling up the stairs with my bags, walking into the cockpit and putting my suitcase in storage area by the bunk. At that point I felt like I was starting work.

What prompts me to write is seeing in the Skyliner the passing of Captain Leroy Smith.

Early in my career I flew co-pilot for Leroy and several memories stand out in my mind. One was his unfailing courtesy, He would always address the crew in the most pleasant manner and thank us for a safe trip at the end. He would always wait for me when walking to and from the aircraft so we could walk together. Another memory is the night we were flying from Chicago to Kansas City in a 707. There was a line of thunderstorms running all the way to Texas on our right, finally he said "well we've got to cross this line sometime," and after conferring with ATC he turned toward the line. Where we were headed looked as mean as the rest of it. As we got closer he said, "Well I don't know about you but I'm putting on my shoulder harness," which was the first time I saw someone do that. This heightened my appreciation of what we were about to do and the flight engineer and I decided to put our shoulder harness on too. Nearing the weather he pointed to the radar scope and said, I'll fly and you guide me right through there," and his finger traced out a course that curved between several spots. He took it off autopilot, fastened his eyes on the instruments and waited for my directions. So I steered along the path he had indicated with various commands such as; "start tuning left now, hold this heading, now back to the right," etc.

We made it through with very little problem, I was amazed at how well it went and flattered that he would let me play such a part. I was too new at the time to be afraid, or understand and remember what exactly was on that scope. In later years, as a Captain facing similar weather, I wished I knew how he knew we could safely penetrate at that point.

In remembering Captain Smith I have the same feelings I did at the wake for another TWAer, Ray Knowlton (Mgr-In-Flt Crew Sched-MKC), looking at his remains I thought; "God bless you Ray Knowlton."

God bless you Leroy Smith.

Gratefully,

64

Independence, MO April 24, 1993 Captain A.T. Humbles Rt. 2 Box 2900 Belhaven, NC 27810 Dear A.T., Many pilots and other airline personnel lost a good friend and fellow employee with the death February 26 of John Cooper in Kansas City.

John retired in 1985 as Vice President of Maintenance He cultivated many friendships during the ICD Operations. period where close cooperation between pilots and Maintenance was a must to insure a smooth operation. At the ICD reunion in Orlando last year John was able to renew this friendship with many of the attendees.

John had the talent of blending technical knowledge with practicality and applying this to his work at TWA (46 years), and as a Board Member of the TWA Credit Union (21 years).

As an example of his practical approach, after a new 767 kept having a landing gear problem and the problem could not be solved, John said "Let's send it back to the dealer", in this case Boeing, "and have them fix it. After all, that's what we would do if we had a problem with a new car." The 767 was flown back to Boeing, the problem was found to be a design defect, and the defect was corrected. Now that's what I call being practical. his John had the respect of cockpit crews because of to communicate this technical knowledge and ability Bronson White once said, "If John Cooper says effectively. the airplane is airworthy, then you can bet that it is."

John is survived by his wife, Teresa, a son, 2 daughters and 9 grandchildren.

Kindest regards,

Dennis J. Taylor Captain (Ret) 12129 Oak Ridge Road Independence, MO 64052

65

JON PROCTOR 67 MILWAUKEE AVENUE BETHEL, CONNECTICUT 06801 May 24, 1993 A. T. Humbles, TARPA TOPICS Editor Rt. 2, Box 2900 Belhaven, NC 27810 Dear Capt. Humbles: I'm a retired flight attendant, and subscriber to TOPICS. Noting you are stepping down as Editor, I wanted to send along this note of thanks for all the hard work you put forth for the enjoyment of others; I ' m a great fan of TOPICS and appreciate the opportunity to be receive a publication filled with interesting stories about my alma mater and its pilots.

I would appreciate your passing along to the new editor the following information.

Last month I visited Dan McIntyre, who recently retired from TWA after forty years of service. Starting in 1952 at Chicago-Midway Airport, " Mac " progressed from making up berths on Connies to a Field Manager of Ground Services at St. Louis, and was well known among cabin and cockpit crew members.

He began accumulating TWA memorabilia many years ago, and following his retirement converted a basement room to a "museum" filled with aeronautica dating back to TAT days in some cases.

He became friends with the late Capt. Jack Schnaubelt, who contributed some items.

Ed Betts has also provided photographic support, and other pilots have sent various pieces of TWA history.

Mac's display contains beautifully framed photos, posters, and certificates. His display cases are filled with timetables, wings, cap badges, models, and customer service amenities.

One of his prized possessions is the steering column from 1049 Connie "Star of the Rhone," N6905C; it has been wall-mounted on a plaque.

Mac enjoys showing his collection to TWAers very much, and asked me to pass along an open invitation for TARPA members to give him a call any time their travels include STL. He is about 45 minutes east: Dan McIntyre 175 Sandy Shore Drive Granite City, IL 62040 Tel: (618-931-1112) The enclosed photo shows Dan (right) and a visitor enjoying some of the memorabilia.

Thanks again for your efforts, and hope this info can be passed along to TARPA folks in a future issue.

Sincerely,

66

(JON IS TARPA MEMBER BILL PROCTOR "S SON....Ed)

Dan McIntyre (right) and visitor enjoying TWA memorabilia in the basement of Dan's home

67

3018 Shady Knoll Lane Bedford, TX 76021-4120 (817) 498-7334

June 21, 1993 TWA RETIRED PILOTS A.T. HUMBLES, EDITOR RT 2 BOX 2900E BLVD # 1220 BELHAVEN, NC 27810 Dear Sir: We would appreciate your printing the following since many of your readers are more and more interested in the nostalgia of reunions these days: Pilot Class 44-G , Marianna, FL. 50th Anniversary Reunion Aug 1994, Colo Sprgs , CO Contact: Lt Col Charles L. Brown USAF (Ret) 3018 Shady Knoll Lane Bedford, TX 76021 Phone: (817)498-7334 Thanks for your time.

Respectfully, Lt . Col. Charles L. Brown, USAF RET

GEORGE B. SEARLE 12000 N. 90th ST., APT. 82076 SCOTTSDALE, AZ 85260-8604

April 11, 1993

Dear A. T.,

recently learned of your retirement as editor of Just TARPA TOPICS. I want to join the others in expressing my appreciation for your production of a very fine publication for so many years.

The format, quality and content always made for immediate reading on receipt. You have certainly earned a second retirement.

The forgoing is the purpose of this letter. However, due to an event occurring that would have also generated a letter to you, it is being included.

The directory that you supplied with names addresses was not only outstanding but turned out to be a necessity. Somehow my copy is missing.

Unless an updated current issue is nearing circulation sometime soon, if there any copies left I would greatly appreciate receiving one.

Best wishes for your continued success in retirement.

Best regards,

George B. Searle

9

512 Fielders Lane Toms River, NJ 08755 April 14, 1993 Capt A.T . Humbles TARPA Editor Rt. 2 Box 2900 Belhaven, N.C. 27810 Dear Fellow Pilots, I was saddened to hear that an old friend, neighbor & colleague has flown west. Joe McCombs was one of those guys you don't forget. Joe and I along with another TWA Pilot, Craig Inns, were all from the same hometown Sunbury, PA. I first learned this on a flight over Pennsylvania when Joe began talking with someone in Sunbury on the ground, over what Joe referred to as TWA Air Mobil, on the HF. That's when I found out that Joe & I grew up only blocks apart and that we knew many mutual friends & people. I had many flights with Joe, the last one when he rode on my flight as a pass-rider to PHL after he retired.

One of the more interesting flights with Joe occurred exactly 20 years to the day on April 14, 1973. Joe, F/E Al Rattanello & I were on a pairing that was to take us from ORD to LAS on Fit 711. The 747 was still relatively new and, for those of you who flew her back then, may remember that we had more than our normal share of engine problems. Well! would you believe, we had two in-flight shut-downs that day for low oil pressure & quantity. The first one occurred over Kansas City so we landed at MCI and had maintenance fix the problem, or so we thought, & and then we continued on to LAS. Well, the first leg Joe was flying and he did a beautiful three engine landing at MCI. I flew the next leg to LAS & over the mountains we had to shut-down the engine again for the same problem. I asked Joe, since he was the Captain, if he wanted to make the landing at LAS. Of course Joe in his usual calm and cool manner said no, that one three-engine landing a day was his limit. It was later determined that there was a design flaw with the oil seals.

Joe is remembered by this pilot with much affection & admiration.

July 5, 1993 Dear A. T. and Betty: Just a short note to say hello and enclose some " info"' on Jack Schnaubelt, who passed away on May 3rd. I had found some of this is my " paper vault " and I thought you might like to use it in the next issue of TARPA. I know that sometimes you probably have enough material to fill a couple of issues while other times, it ' s scratchin' for anything.

YES, Fay and I are going to SEA in '93 and we are looking forward to see you both. We haven ' t missed a TARPA convention yet and it ' s great when you can drive to Miami to get there.

I heard some scuttlebutt, that it will be in STL in 1994 and since we already had one there a short (?) time ago, I hope the board will consider the Lake of the Ozarks. True, TWA doesn't fly there, but it ' s 180 miles from STL or MKC. Our very good friend Al Lusk just completed some mean surgery on his inner ear for cancer and he should be on his way home early this week. Most of his friends are aware of his medical problem, but I thought you might like to know just in case you hadn't got the word.

Thank you again A. T. for all of your great work that you do for ALL of us with the TARPA group and we ' ll see you on the " Bigga Boat" come September. We hope that you and your family have a wonderful summer too.

Our VERY BEST WISHES,

71

Capt. W.R. Krepling President & Director

Capt. W.T. Malone Secretary & Director

Capt. D.B. Rawls Vice Pres./Pres. Elect & Director

Capt. J.M. Billings Treasurer & Director Capt. G.M. Geurin Conv. Chmn. & Director

Capt. C.W. Larcom Vice Pres. & Director 774 Lullwater Road, NE Atlanta GA 30307-1238 July 1, 1993

Capt. R.L. Kaye Director

Captain Chuck MacNab, Editor TARPA TOPICS 1865 Penny Royal Lane Wentzville MO 63385 Dear Chuck: Thank you for your nice letter. We have added your name to our list of those to receive complimentary copies of our publication, REPArtee. Enclosed are some back issues of our magazine. One is in the new packaging we use for mailing. If you go to this method, be sure to test your mail labels to be sure that they stick. We had quite a problem with this when we first adopted the new packaging. Our membership is very enthusiastic about this method of mailing because of the protection it offers.

We have long admired your publications and enjoyed the many stories featured. We are happy to share anything we have with you, and we hasten to add that all of us on Eastern have the greatest admiration for TWA. Yours sincerely,

Bill Malone Secretary & Editor

LATE NEWS NOTES, Bill Tarbox's son has been accepted in medical school at the University of Texas. **************** According to the CNBC Financial News of July 13, 1993, William Howard, former President of Piedmont Airlines, will become Chairman of The TWA Board of Directors when the company emerges from bankruptcy sometime in August. It was stated that this information had been confirmed by TWA management. **************** HUMOR DEPT. Recently, while passengers on board "Quickie Airlines" were delayed leaving the gate for a considerable ti me, a flight attendant made the following announcement: "We are sorry for the delay, we know how much you want to leave, but the Captain has informed us that the machine that breaks the handles on your luggage has malfunctioned... and as soon as repairs are made we will be on our way." *****************

73

........WELCOME NEW MEMBERS & SUBSCRIBERS ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ (A) ARENAS, FRED CAPT (JUDY) 1622 W. Canterbury Court Arlington Heights, IL 60004 708-398-1331

(A) BURNS, LOU CAPT 107 KAY ST. NEWPORT, RI 02840 401-846-8626

(R) COLBERT, LOU CAPT 1404 Ritchie Street Annapolis, MD 21401 410-268-7452

(R)CORE, RICHARD D. CAPT (JANET) 200 Seven Oaks Rd.#19B Durham,NC,27704 916-274-0422

(R) DOMVILLE, TOM SR. CAPT (CAROL) 17462 Tamo'shanter Dr. Poway, CA 92064 619-485-6170

(A) EVERSMAN, DONALD R. F/O (JANE) 2256 Petworth Ct., Unit A Naperville, IL 60565 708-369-1266

(A) GHEE, ROBERT H. CAPT 564 Lake Michingan Boulder City, NV 89005

(S)JERGER, CLETUS C. CAPT (FLORENCE) 330 Greenview Drive Lancaster, PA 17601 717-560-1740

(A) KIEWEL, PETER CAPT (ELLIE) 22 Chippenham Lane Chesterfield, MO 63005 314-256-0110

(E) KRATOVIL, CHARLES J. CAPT 5417 Tennessee St. St. Louis, MO 63111 314-832-4892

(A) LANKENAU, E. F., III CAPT (PATRICIA) 275 Sandy Run Melbourne, FL 32940 407-242-9756

(H) LARSEN, BARBARA MRS 44 Knoll Wood Drive Aptos, CA 95003

(A) MATTER, JOHN C. CAPT (NANCY) 34 Warren Road Sparta, NJ 07871 201-729-7176

(R) MCCOLLUM, E. E. CAPT 2018 Dally Trail, S.E. Covington, GA 30209 404-464-2082

(R) MONTEMURRO, FRANK CAPT 595 Portside Drive Naples, FL 33919 813-649-7310

(R) NICKLAS, RICHARD T. CAPT (MARILYN) 4555 S. Landings Drive Ft. Meyers, FL 33919 813-481-8981

(R) PETERSON, DAN CAPT (HILLARY) 7522 E. Woodshire Cove Scottsdale, AZ 85258 602-998-2368

(R)PINE, ROLAND E. F/E (LOIS) 6073 Tmberwood Circle, #310 Ft. Meyers, FL 33908 813-489-1805

(A) THAYER, PAUL (MARGERY) 12222 Merit Drive, #1150 Dallas, TX 75251 214-770-4440

(S)THOMAS, CLAUDE A. (DOROTHY) 659 Joanne Drive San Mateo, CA 94402 415-345-0259

W e try to publish according to the information we have at press time. Our humble apologies for any inaccuracies or discrepancies. Please send corrections to Sec/Tress Dick Davis and/or TOPICS Ed. Chuck MacNab. Our thanx...Ed

ADDRESS CHANGES & CORRECTIONS (R)

ADAMS, C. EDWARD CAPT (DEANIE) 4104 Lakeview Blvd.

Lake Oswego, OR 97035

(R)

BELGUM, ARNOLD L. (ARNE) CAPT. (IRENE) 5050 Conte Dr. Carson City, NV 89701-6566 702-265-5782 FAX 702-265-5778

(H) BOLINGER, EDITH MRS (RALPH P.) 200 Seven Oaks Rd.#19B Durham, NC 27704-1147 601-544-5466

(E)

CARROLL, JOHN C. CAPT 2286 Vista Valley Ln. Vista, CA 92084

(A) CORLEY, DONALD F. CAPT (DEBBIE) 444 Burntlog Dr. Fortson, GA 31808

(R)

DAVIS, WILLIAM R. CAPT (YOLANDA) 111 Emerson St. #564 Denver, CO 80218

(R) DOUGLAS, FRANCIS R. CAPT (CHRISTINE) 88 Alpine Trl. Sparta, NJ 07871

BERNARD, JOHN W. PO Box 2429 Los Lunas, NM 87031

(H) FABER Jr, ANNE D. 9017 Dry Dock Dr. Liberty, MO 64068 816-781-1900

(A) FRIEBERG, RICHARD W. CAPT (BARBARA) PO Box 1296 Carnelian Bay, CA 96140

(R)

(R) HENDRICKSON, JOHN L. F/E (DORIS) 3585 Breihton Way Reno, NV 89509

GRISSAMER, WILLIAM H. "HAL" CAPT 10 Lerwick Ln. Hiwasse, AR 72739

(H) HOLMS, PAULA MRS (WARREN) 3231 W. Boone Av, Trlr411 Spokane,WA,99201

(R) HORSTMEYER, V. S. CAPT (MARY) 3403 W 87th St Leawood, KS 66206

(H)

(R) LOVGREN, JOHN C. CAPT (SANDRA) 1510 S. Apple Ln. Ottawa, KS 66067

LINZAY, MARY MRS (ROBERT) 1053 Fairfax Cir. W. Lantana, FL 33462

(A) PERRY, DAVID A. CAPT (PAM) 20 Maple Rd. Western, MA 02193

(A) REID, WILLIAM J. CAPT (MARILYN) 2062 Polo Gardens Dr. #302 West Palm Beach,FL,33414

(H) RIDER, TARI MRS (CHUCK) 2901 Lovejoy Rd. Perry, M I 48872

(R) SMITH, LEO M. CAPT (BETTY) 22770S. Tamiami Trl. #116 Estero, FL 33928

(E)

(H) SWAYNE, RUTH MRS (HOWARD) 1213 Long Meadows Dr. #201 Lynchburg, VA 24502

STUESSI, B. "B.K." CAPT (LOUISE) 411 Lake St Excelsior, MI 55331

(A) WALKER, ERIC F. CAPT 812 SW 296th St. Federal Way, WA 98023

(R) WINTERS, JOHN R. CAPT (CONSTANCE) 980 N.Marshall Dr. Camano Island, WA 98292

W e try to publish according to the information we have at press time. Our humble apologies for any inaccuracies or discrepancies. Please send corrections to Sec/Treas Dick Davis and/or TOPICS Ed. Chuck MacNab. Our thanx...Ed

WILL ROGERS and WILEY POST Lockheed Sirius Alaska, 1935 Courtesy of Will Rogers Memorial Claremore, Oklahoma

PHOTO ABOVE COMES TO TOPICS BY WAY OF REPArtee, THE RETIRED EASTERN PILOTS ASSOCIATION MAGAZINE.

LAST LAUGH

ST. LOUIS BUSINESS JOURNAL

JULY 19-25, 1993