CONTENTS TARPA TOPICS,
THE MAGAZINE OF THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA*
FEATURE ARTICLES:
DEPARTMENTS:
TARPA BUSINESS
PRESIDENT'S MESSAGE
Convention 1994 65 Retirement Corner.
Dave Davies, Pres.
EAGLES & FRIENDS Remembering Aviation's Pioneers
3
6
SECRETARY-TREAS. REPORT 4
Dick Davis, &c-Treas. 14
THE ICD - Part III
EDITOR'S DESK
by Ed Betts
15
STARLINER/SKYLINER VIEWS The Early Years
Chuck MacNab
HEALTH NEWS 37
ONE MAN'S HOBBY by Dick Davis
by Bob Garrett
CALIFORNIA GOLD COUNTRY
by Chuck Hasler
A HOLE IN ONE
SHORT FEATURES
46
GRAPEVINE 72
by Goldy Goldthorpe
41
TARPA TOURS 70
by Dick Davis
5
by John Happy
51
FLOWN WEST
65
TOPICS MAILBOX
81
NEW MEMBERS
102
ADDRESS CHANGES
103
74 77
Editor's Notes: Please send all flown West information to Bob Widholm, coordinator for this important information. &e DIRECTORY for #'s.
This issue's cover depicts the ICD Memorial Plaque. (Taken from a photo supplied by Ed Betts.) At present, the location of this historic piece is unknown.
All inquiries, comments and suggestions concerning this publication should be addressed to: Capt. Charles E. MacNab, Editor TARPA TOPICS 1865 Penny Royal Lane Wentzville, MO 63385-4302 TOPICS is an official publication of TARPA*, a nonprofit corporation. Editor bears no responsibility for content use or accuracy.
TARPA TOPICS FEBRUARY 1994 PAGE 1
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. Charles E. MacNab, 1865 Penny Royal Lane, (314) 327-1999 Wentzville, MO 63385-4302 John T. Happy, Nine East Lake Drive, (813) 439-2223 Haines City, FL 33844-9320 Edward G. Betts, 960 Las Lomas, Pacific (310) 454-1068 Palisades, CA 90272 Robert W. Widholm, 286 Bow Line Drive, (813) 261-3816 Naples, FL 33940 " " 1008 Gen. George Patton B. H. Bob Garrett, (615) 646-3248 Road, Nashville, TN 37221 William C. "Chuck" Hasler, 8 Rustic Way (415) 454-7478 San Rafael, CA 94901
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, 1993 / 1994 PRESIDENT 233 S. E. Rogue River Hwy, Grants Pass, OR 97527 FIRST VICE-PRESIDENT 521 W. Citracado Pkwy, Escondido, CA 92025-6412 SECOND VICE PRESIDENT 1201 Phelps Ave., San Jose, CA 95117-2941 SECRETARY/TREASURER 449 Santa Fe Drive, #200, Encinitas, CA 92024 SENIOR DIRECTOR 848 Coventry Street, Boca Raton, Fl 33487 DIRECTOR P. O. Box 3596, Stateline, NV 89449 DIRECTOR 1622 W. Canterbury Ct., Arlington Heights, IL 60004 EX-PRESIDENT 8 Belleview Blvd., Apt. 207, Belleair FL 34616
DAVID M. DAVIES (503) 476-5378 CARL M. SCHMIDT (619) 745-2241 ROBERT C. SHERMAN (408) 246-7754 RICHARD A. DAVIS (619) 436-9060 HARRY A. JACOBSEN (407) 997-0468 WILLIAM A. KIRSCHNER (702) 588-4223 FRED G. ARENAS (708) 398-1331 JOHN P. DONLAN (813) 461-4721
NOTHING REPLACES GOOD JUDGEMENT ON THE FIRING LINE!
TARPA TOPICS FEBRUARY 1994 PAGE 2
The Active Retired Pilots Association of TWA
DAVID M. DAVIES
233 S.E. Rogue River Highway Grants Pass, Oregon 97527 PRESIDENT'S MESSAGE The TARPA BOARD OF DIRECTORS have three major objectives on the agenda this year and plan on devoting a large part of our time working toward the success of all three. The first is a recruitment program toward increasing the membership, the second is the " 94" convention and the third is to help TWA generate passengers. The editor of TOPICS, Chuck MacNab has put together a top notch brochure telling about TARPA and its purpose and inviting those not presently members to join. In addition all of the active pilots now eligible are also receiving the brochure. The data base for this info was a monumental task and is the result of long hours of tedious work performed by V.P. Bob Sherman. We are confident the results will reward the effort. The plans for the "94" convention are gathering steam and I assure gentlemen, you do not want to miss this one. I asked John Gratz to make this the biggest and best ever and his answer was something like "get outta my way". Somewhere in this issue John has an article about the basics, and I am sure there is more to be added. So mark your calendars now for Sept. 7-10. On the subject of conventions if anyone has any thoughts for a convention site we invite you to drop our convention chairman Ev Green a note and tell him about your recommendation. Any of the Board Members will also send your thoughts along to Ev. Promoting passengers for TWA is our third project and I would like to just send out some food for thought. European travel is one idea that can be easily mentioned at your golf, tennis, health, etc. etc. clubs and the getaway brochure is a good way to make your case. If you will call 1-800-GETAWAY and ask for the brochure desk they will be happy to send you as many of the brochures as you ask for. If you live away from a major metropolis as most of us do, drop off ten or fifteen at the Travel agencies in and around your town. The future of TWA is a very controlling influence on some of the benefits we now enjoy and will be sorely missed if they were to disappear. Add in the basic factor of pride a very strong case can be made for the slogan "DO ALL WE CAN", then give 'er some more. I urge all of you to join in with all the enthusiasm and energy you can muster in this very crucial stage of TWA'S resurrection. Some new chairmen have been appointed. Bob Garrett is heading up the section about health and its associated subjects. Bob Widholm is heading the Gone West program and any pertinent information on this subject should be sent to Bob. Dick Conway is the new "Award of Merit" chairman and any nominations should be sent to Dick. Don't forget to include a resume, most necessary. Be sure and mark your calendar for Sept. 7-10 "94" and gentlemen just a friendly reminder to keep an eye on your air speed. Sincere Regards,
Dave TARPA TOPICS FEBRUARY 1994 PAGE 3
Richard A. Davis 449 Santa Fe Dr., #200 Encinitas, CA, 92024 SECRETARY/TREASURER REPORT
The last report I submitted said it was a slow time of year. The dues payments have taken care of that. Letters arriving at a great rate-as many as a hundred a day. Many of them contain short notes, and that makes it interesting instead of just a dull job. Thank you. A lot of favorable comments on the "TOPICS" (Take note Chuck )! Don't forget to check your address label. If it shows "93", your dues for 1994 have not been paid and this could be your last issue. It may show "95" or higher if you are paid in advance. EAGLES and Honorary member labels will show "99". Fifty one of our members reached the age of 75 and became EAGLES in 1993. They are no longer obligated to pay dues. Congratulations gentlemen ! We are in the process of recruiting new members. Hundreds of flyers are being mailed to active and retired cockpit crew members. More about that later. Some things you never think about - - - Nine out of ten people put their checks in the envelope right side up, facing away from the address side. (After opening 1500 +/- envelopes) Are the others left handed? If you fold your check, do it a little off center. Precisely folded checks are time consuming to unfold. Not a big deal unless there are hundreds of them. A considerable number of EAGLES cannot break the habit of paying dues to someone. TARPA thanks you. Hang in there ! !
Richard A. Davis
TARPA TOPICS FEBRUARY 1994 PAGE 4
• EDITOR'S DESK • This edition of TARPA TOPICS is your editor's third publication and it seems that most everyone is pleased with print presentation using desktop publishing techniques. We have also found a very good printer and have located other resources in the St. Louis area which give us some enhanced capabilities. Since I was not able to attend the Convention "At Sea," I was afraid we would be short of material for the November issue. (Being short of material is every editor's nightmare.) BUT...our call for material was transmitted with vigor and was certainly heard by many. TOPICS was 135 pages in size and, at that, I had to cut about 60 pages from the issue. I am not complaining. As indicated previously, an editor can never have too much material, so keep up the good work and keep sending your "stuff." My most enthusiastic thanks to the many, many contributors. With this issue, TARPA Historian and Contributing Editor Ed Betts delivers another chapter on the ICD operation. Ed has worked long and hard on this series in order to preserve the events, memories and individual contributions of this historic time. We are fortunate to be able to present his work for so many to read and enjoy. (There will be an ICD reunion in Orlando, Florida on May 3 and 4, 1994. See letter by George Friedrich in MAILBOX section.) Bob Garrett has graciously volunteered to coordinate material for a HEALTH AND MEDICAL section of TARPA TOPICS. This will guarantee that we have an on-going, up-to-date presence in an area most important to all of us. An awareness of advanced medical technology and services has always been difficult to maintain. Furthermore, government is proposing to change the whole picture drastically. Watching and reporting on this ever changing medical field is a huge order and, obviously, no single individual can cover it in a comprehensive manner. Bob was very active in various Aeromedical positions when he was flying and has long years of service to pilots in the Aeromedical field. I'm certain he will generate interesting and informative material for every issue of TOPICS. I placed a small notice in the November issue of TOPICS to the effect that Bob Widholm would be coordinating information published in the FLOWN WEST section. I believe it's worth another mention here because many people apparently missed that announcement. Assembling the important information about people who have passed on and organizing that information to be published in TOPICS has been an occupation in itself. I know from experience we couldn't find a more caring or dedicated individual to do this important work. For instance, when the editor was up against a deadline for the August issue, Bob flew up from his home in Florida, rented a car at the airport and he and Faye drove out with the material on Jack Schnaubelt in order to get it printed on time. Thanks to Bob, the FLOWN WEST section will be more timely and comprehensive. One note: The policy of TOPICS to date has been to print information only about those who are members of TARPA.
Chuck
TARPA TOPICS FEBRUARY 1994 PAGE 5
TARPA CONVENTION 1994 SEPTEMBER 7, 8, 9, 10 Things are taking shape for TARPA Convention 1994 here in The Gateway to the West. We continue to hope that it will be like an old fashioned family reunion. St. Louis is arguably the best place for a TARPA get together in 1994 because it is one of TWA's original mainline stations and in 1994 it will be TWA Corporate Headquarters as well as the major hub. We hope that after some really bad times, we can all reminisce about the good ti mes and look forward to better times. Your TARPA Executive Committee has undertaken a membership drive seeking to recruit all those eligible who may have been lost in the recent confusion at TWA. This recruiting, along with the Executive Committees plans to show special respect to TARPA Eagles in 1994 and the chance to get to know TWA's new team of corporate leaders, should give us a reunion in the grand tradition, and one with a positive spin. Another difference obviously, will be the fact that we will be meeting at a downtown city location after some years. There have been a lot of changes in downtown St. Louis, and I think that you will be pleasantly surprised. Let me briefly describe our hotel. The Adams Mark is a large, world class hotel. It is the flagship hotel of the Adams Mark group. In spite of its size and glitzy appearance, it is friendly and comfortable with an outstanding staff. The Adams Mark has 910 rooms, many of which are non-smoking. The rooms have remote controlled TV, in-room movies and direct dial telephones in both bedroom and bath. There is same day dry cleaning and laundry service and for recreation there is a health club featuring exercise equipment, racquetball courts, sauna, hot-tub and indoor and outdoor pools.
TARPA TOPICS FEBRUARY
1994 PAGE 6
For your dining pleasure, the Adams Mark offers Fausts, an award winning fine dining establishment famous for its cuisine, service and ambiance. For a more informal setting, Chestnuts in the main lobby, provides a full range menu and a great view. There is a sports bar for sandwiches and afternoon tea is available in the Tiffany Rose Lobby Lounge. Twenty-four hour room service rounds out your food choices. In the evening, without leaving the Adams Mark, you may choose to visit AJ's, one of St. Louis' best spots for live entertainment and dancing. On the quiet side, there is Pierre's for soft lights and mellow jazz. Finally, let me assure you that TARPA will have the best function room in the hotel for our hospitality suite. Our meeting room is grand and our banquet room is colossal. As mentioned in the last TARPA Topics, there are many fine restaurants near the hotel. Within two blocks is the most highly acclaimed restaurant in St. Louis, Tony's. The five star Italian, continental cuisine and the service pampers the most discriminating palate. Two blocks in the other direction nestles a very fine French restaurant, Cafe de France. The French owner chef and his wife can make you remember those days in Paris. Many who have had layovers in St. Louis will remember Charlie Gitto's Pasta House. It is Tommy Lasorda's favorite and, you might even see him there since the Dodger's will be in town with us. Kemoll's a St. Louis institution for 65 years is only a block away in its new sparkling location. The food is Italian continental and in their Piccolo Cafe you can order Mediterranean Tapas. Mike Shannon, former Cardinal baseball player and current broadcaster, serves steaks at his restaurant, a little west of the hotel. Just a little further we find Premio's. You guessed it, great Italian food with a great view. There is also a Ruth's Chris Steak House, which maintains that chain's stellar reputation. You will not go hungry. Here and there are coffee shops, bars and fast food galore. In my previous article, I mentioned that arrangements continue for the TARPA standard events. We will have golf, tennis, skeet and bridge. We will have bus tours of some of St. Louis' most interesting places. All of these things will be detailed in the next issue of TARPA Topics, along with sign up and registration forms. At this point, I would like to describe some of the attractions close to the Adams Mark that you can visit at your leisure. Directly across the street to the east, is the Jefferson National Expansion Memorial. This beautifully landscaped park along the Mississippi River is perfect for jogging or strolling. On the river we are promised two Riverboats with gambling. In the park is the nation's tallest monument, the 630 foot stainless steel Arch. It's Visitor Center contains the TARPA TOPICS FEBRUARY 1994 PAGE 7
Museum of Westward Expansion and the new Imax Odyssey Theater. Tram rides to the top are also available. Adjacent to the park sits the "Old Cathedral", the city's oldest church. The present structure was built in 1838. On the other side of the hotel is the "Old Courthouse", scene of the famous Dred Scott case. It now contains galleries depicting the part St. Louis played in westward expansion. Not far from the hotel is Busch Stadium, home of the Cardinal baseball team. It also houses the Cardinal Hall of Fame and Museum, which is open daily. The L.A. Dodgers will be playing here during TARPA Convention 1994. Across from Busch Stadium is the National Bowling Hall of Fame and Museum. This unique spot traces bowling's history in paintings, photos, audio visual exhibits and memorabilia. Computerized and old time bowling lanes operate daily. A little north of the hotel is the Mercantile Bank Money Museum. It has everything you've always wanted to know about that elusive commodity. No samples. If you can't live without a mall there is a full blown suburban style mall nearby, St. Louis Centre. It's for blackbelt shoppers or those who failed packing. Discussions are continuing with owners of antique TWA aircraft. The Save-a-Connie Group has us on their schedule. The DC-2 remains available and two owners of Ford Trimotors have shown an interest. In addition to those strictly TWA planes, it is now quite possible to have the flying replica of Charles Lindbergh's spirit of St. Louis. To me all of that is an exciting prospect. They won't appear by magic, however, that is why discussions are ongoing. Many veteran TARPA Convention Committee people have graciously volunteered once again for 1994. Also some new people have agreed to help. If you would be interested in joining our volunteers, just let us know. TARPA President, Dave Davies, and all the members of your executive committee have told me that they would like to have a record turnout for TARPA Convention 1994. I hope that you will help us make it so. John P. Gratz TARPA Convention 1994
TARPA TOPICS FEBRUARY 1994 PAGE S
RETIREMENT CORNER Sob Sherman
NOTICE, ♦ ♦ DID YOU LEAVE TWA BETWEEN 9/1/92 & 10/31/93? ♦ ♦ NOTICE Marcus Spiegel, S/T TWA MEC, asks that you to respond to TWA's billing for your F.I.C.A. if you worked during any part of the above period. Your share of the TWA stock will not be delivered until this debt is paid. (IRS declared the distribution of TWA stock to be part of W-2 income, after about 250 pilots had left. TWA paid the pilots share of the Social Security tax, then billed them for the amount. Some have not repaid the company.) The TWA Pilots DAP/ 401k Plan & Investment Committee office has been moved. The new address is 3221 McKelvey Rd. Bridgeton, MO (5 miles west of the STL Apt.), in the same building that now houses the TWA MEC. Telephone number is (314) 739-7373. The DCA office in the ALPA building had 1900 sq. ft. @ $57,000/yr. The new office has 2600 sq.ft. plus 600 sq.ft. of adjacent storage for $43,000/yr. Being in the same building as the MEC, and the same city as TWA hqtrs. (April 1st.), should save both money and time. The DAP/401k have co-mingled funds in the same group of investment choices. Both Plans have the same record keeper (Benefits Express), same master trustee (Boston Safe), same investment committee, and administration; a great combination to save money for the pilots, many of whom are in both Plans. Combined assets at mid December for both Plans was $873 Mil., of which $75 Mil. was 401k; $798 Mil. DAP. For those who are curious about where the others put their money, we offer the following data: (note that nearly 69% remain in the Mod. Port.) THE THREE MANAGED PORTFOLIOS - $601.5M Conserv. $8.3M; Moderate $ 574.3M; Aggress. $18.9M OTHER INVESTMENT OPTIONS (EXCLUDING PORTFOLIOS) Fixed Inc. Cons. Equity Equity Index Growth Int'1. Aggres. $69.6 $50.2 $7.8 $20.2 $66.5 $57.5 Participants in a number of 401k plans allocated their funds about 40% equities and 60% fixed income. The TWA pilots allocation is just the opposite; 32% fixed, 68% in equities. Month Jul Oct
BENEFITS EXPRESS PHONE CALLS # Calls Ave. Lgth. DAP Xfrs 401k Xfrs 2900 3.80 min. 546 384 1456 3.54 333 214
Good news on Real Estate. Some of the properties have been sold. Present plan is to send a letter in late January to advise that "X" % of your R.E. account has been transferred to the Moderate Portfolio. Leave it there or reallocate as you desire.
TARPA TOPICS FEBRUARY 1994 PAGE 9
Above left: Charlie Kratovil Dean Officer Above right: Waldon "Swede" Golien Far left: Felix Preeg Near left: Otis Bryan
*Photos courtesy of Larry Girard by way of "Ole" Olson TARPA TOPICS FEBRUARY 1994 PAGE 14
THE INTERCONTINENTAL DIVISION (ICD) 1944 - 1946 (PART III) by Ed Betts he first of the series on TWA's wartime ICD operation for the Air Transport Command told about the year 1942, (Feb. 1992 TOPICS). To recap briefly: TWA's five Boeing 307 "Stratoliners" were converted to C-75's - two of the four passenger compartments in the forward section had reserve fuel tanks installed, along with crew working or rest areas, and the exterior was painted with camouflage war paint. Otis F. Bryan, who headed the ICD at the time, piloted the first ocean crossing by an ICD airplane on a South Atlantic crossing on 2/26/42. As the operation grew, Bryan was promoted to VP-War Projects. Starting in August 1942, the first of 12 C-54's were assigned to the ICD. In November of that year a number of C-87's (converted B-24 bombers) were added. At the end of the year the ICD was assigned nineteen 4-engine transport planes. One C-87 was lost during 1942 when it disappeared near Ascension Island.
T
The year 1943 was covered in the November 1992 TOPICS. The ICD was then operating most
C-54 of its flights on a regular schedule per ATC orders and completed 2,150 ocean flights and 1,600 intercontinental flights during the year. In December, normally considered a bad month for flying weather, ICD crews completed 91% of scheduled flights over the North Atlantic. One C-54 was lost in 1943. Clifford Mutchler was named ICD Manager as of April 1st, as Otis Bryan moved up the executive ladder. On June 17th the last C-87 was returned to the Army. By the end of 1943 the fleet consisted of TA RPA TOPICS FEBRUA RY 1994 PA GE 16
THE ICD, contd.
the 5 Strats and 18 C-54 or C-54A aircraft. The Strats were used primarily on flights to Natal, Brazil. There were a total of 1,689 employees on the ICD at the end of the year (high of 1,753 in October) with 634 in Flight Operations and 783 in Maintenance. The 1/1/44 pilot seniority list (combined domestic and ICD) showed a total of 31 senior TWA Captains assigned and 169 pilots hired by the ICD, a total of 200 on the operation. This does not include pilots hired and, at the time, assigned as Navigators. The C-54's were passenger-type configurations originally ordered by United or American before the war and were taken over by the Army. The C-54A had a beefed up metal floor and a large door for loading cargo; 2,400 gallons of fuel were located in tanks behind the cockpit and the max gross weight was raised to 70,000 lbs. (compared to 65,000 on the C-54). The crew and cockpit area, like the C-54, had its own "John," a small compartment for storing the everpresent box lunches and coffee jugs, and crew rest bunks. The cargo or passenger area did not have sound proofing; metal benches ran the length of the cabin walls. At regular intervals a major depression was made in the benches ("bucket seats") for passenger seats. Nobody ever figured out who the model might have been for the size of the depression - since it did not fit the average human fanny and was very uncomfortable. The wide aisle generally resembled a sloppy dormitory with sacks of mail or cargo tied in the center along with suit cases, duffel bags, blanket rolls and other paraphernalia arranged to make a comfortable spot to take a nap. About early 1944 the new Douglas "Skymaster" no longer was painted with the olive drab paint job, just the shiny metal with the ATC logo.
THE ICD - 1944 mbulatory wounded soldiers or sailors could be brought home in the C-54; as many as 28 litter patients in the C-54A. At least one nurse accompanied the wounded; often a medical assistant was also aboard. The wounded were flown to Mitchell Field, NY, or to DCA.
A
Starting in January, 1944, the field at Lagens, Azores, was open for operations which reduced the elapsed time from Stephenville to Casablanca considerably. The old route was via Iceland and Prestwick, Scotland, and then down the coast (way off shore to be clear of German fighter planes) to North Africa. This shorter route, with a crew layover at Lagens, eliminated the need for a 2nd Officer. By the end of February this crew position was eliminated - some were promoted to 1st Officers, some were trained and utilized as Navigators, and a few were scheduled as Pursers. Second Officers also worked as Flight Clerks on the C-54A's. By the end of August the position of Purser was also eliminated, as the Army provided enlisted men to work as combination Flight Clerk and Purser. They handled all of the necessary paper work as well as catering to the passengers. Just the paper work was often a full time job. During the first two years of operations, and before the Transport Command formed its own VIP Squadron, the ICD list of passengers flown read like the "Who's Who" of our allied military and government leaders: Roosevelt, Churchill, deGaulle, King Peter II, Queen Wilhelmina, Vargas (Brazil) and the Chiang Kai-Shek(s); Generals Marshall, Eisenhower, Arnold, Clark and Doolittle; Admirals King, Tower and Leahy; Sec'y of War Stimson; Presidential Adviser Hopkins; and Joseph Davies on his celebrated "Mission to Moscow"; and many others. These were often conducted with top secrecy and the crews were not aware of the nature of the TARPA TOPICS FEBRUARY 1994 PAGE 17
THE ICD, contd.
flight or its passengers until after the doors were closed and the engines started. Joe Carr (with C/P W. B. "Bill " Townsend) told of a special flight where the itinerary was not learned until departing Prestwick on 1/20/44. They were to proceed to Bovington (near the present LHR Airport) and thence to St. Mawgans (near Lands End) to pick up passengers before heading for Marrakech, Morocco. Their course was to be south of neutral Ireland instead of the usual north departure before heading south on 15 degrees west to Brest. Their load was a large group of military brass with brief cases chained to their wrists. After 14 hrs. 15 min. of flight time they arrived at Marrakech and the crew was ready to "hit the sack" - but they were told to continue to Algiers for further orders. At Algiers they were ordered to continue to Tunis and land on a small strip in the desert west of the city. They arrived after a total of 21 hrs. and 20 min. of flying on the various legs from Prestwick with still no word about the remainder of the flight. The following morning they were told to be prepared to fly to Casablanca and given orders restricting all crew members to the cockpit area. They sat there while a large column of vehicles arrived and the plane was loaded. The non-stop flight to Casablanca, over Algiers, was uneventful with still not a clue as to who the passengers might be. They were told to proceed nonstop to Prestwick by the normal north bound track along 15 degrees west. However, after they checked the weights and performance charts, it was determined the runway was too short. Following a heated discussion with the Operations Officer, they were allowed to backtrack inland to Marrakech where a runway was available which was long enough to permit takeoff with sufficient fuel for the flight to Prestwick. In the middle of the night there was a rap on the cabin door along with a polite request to enter the cockpit - it was General George Patton. He explained that he owned and flew a small Cessna but had never seen the "new" Artificial Horizon; besides that, he was bored sitting in the back during the long trip. Patton got in the copilot's seat and Joe explained the workings of the Artificial Horizon and how much better it was than the standard needle and ball indication. Patton steered the plane for awhile, making some shallow turns, and then he remained in the cockpit and talked for some time. Before he left, he asked the crew not discuss his presence, or that of his staff, on the flight. At Prestwick they trailed the "Follow Me" Jeep to a remote area where all of the passengers deplaned. Much later it was learned the reason for the secrecy was to keep the enemy from knowing General Patton had transferred from the North African theater to become involved with the training of the tank corps prior to the big June invasion of occupied France from England. The Army went so far with this charade as to have a look-alike actor posing as General Patton in the Tunis area for several months to follow. TARPA TOPICS FEBRUARY 1994 PAGE 18
THE ICD, cont'd.
In a previous article it was told how the ICD, the Air Transport Command and American AL each had a specially equipped C-54 for researching winds and weather across the North Atlantic. The theory of "pressure pattern" flying, which is standard practice today, is to take advantage of the most favorable winds (and flying weather) for the minimum flight time rather than the shortest distance over an extended course. The secret was with the absolute or radio altimeter which made it possible to determine changes in barometric pressure (high or low pressure systems) and to change course so as to be on the most favorable course. Capt. Howard Hall was head of the project, assisted by Dutch Holloway, Stan Stanton and Russ Dick, plus Navigators George Lucy and George Hafner. Chief Meteorologist Ed Minser was technical advisor. Usually an Army and a TWA meteorologist were on board as observers. Frequent messages were sent to Gander with reports of the weather and winds encountered which would aid the planning of hundreds of bombers being ferried across the North Atlantic. The planes and crews were equipped for arctic survival (heavy clothes and boots, sleeping bags, etc.), including parachutes and guns. They always departed with full tanks of gas; if there was weight available, they would have some cargo or a few passengers. One such trip, on 2/25/44, was described by FRO Earl Korf. Other crew members were Capt. Stan Stanton, F/0 Clem Morehead, 2nd/Of. F. Cashin, Nay. George Hafner, F/E Fritz Wolf, plus Ed Minser and an Army observer. It was a daylight departure from Stephenville bound for Prestwick as they took a southern route to be on the low side of a large low pressure area. Their flight plan estimated 11 hours en route. There were several weather factors which made it impossible for Hafner to establish their position - for almost the entire trip they were between layers of clouds which made the driftmeter useless and the sun was not visible for establishing a fix. Adding to the situation was the fact that the ocean was smooth, which affected the radio altimeter, and that they were outside the limits of using the Loran. As a consequence, they "dead reckoned" with no knowledge of any change in the wind direction or velocity. The first radio fixes Korf was able to pick up showed them way south of course, but they were not reliable for some time and no change of heading was made. By the time their position was firmly established and a new forecast of 60 mph headwinds was received, it was obvious there wasn't enough fuel to make Prestwick. The engines were in full lean and (extra) long range cruise as they headed for Ireland. If they were to land in Southern Ireland (such as Shannon), which was neutral, it could result in the C-54 and crew being interned for the duration. Their target was "Nutts Corner," near Belfast. TARPA TOPICS FEBRUARY 1994 PAGE 19
THE ICD, cont'd .
As they were approaching Northern Ireland every airport in the immediate area was socked in but, fortunately, Nutts Corner opened up and they saw the green light at the airport. They were cleared by the tower to circle and land, but Clem radioed back: "Hell no, we will land straight in as we are low on fuel!" They landed straight in and, at the end of the roll, two engines quit for lack of fuel. They were in the air 15 and l/2 hours. They were not the only ones with problems that day due to the winds. Bob Loomis was two hours ahead of them with a C-54 and barely made it to Belleck Field on the NW tip of Northern Ireland. A squadron of B-25's reported they were running out of gas and preparing to ditch. They made it to an alternate. On 3/23/44, a C-54A (with cargo and one Army passenger) crashed during an approach to Stephenville. There were no fatalities. The crew was Capt. Harvey Thompson, F/0 L. R . Constant, Nay. Roger Smith, F/E Jack Burlin, FRO Wallace Hall and Purser C. R . McComas. Both pilots were hired in August 1942 and this was Thompson's first trip after checking out as Captain. The account of the accident, and the survival, is from Jack Burlin: It was at night, they had the airport in sight and started to descend, but ran into some clouds. Jack was looking for engine icing and had not fastened his seat belt, nor had the Purser and the passenger. Both were standing in the cockpit. About the same time Thompson changed his mind and leveled off. Then there was the crash, somewhere into the Anguille Mountains. The men didn't know at the time that the left wing hit first near the top of the mountain. This sheared off the wing and #1 and #2 engines, rolled them over, and turned them around, which sheared off the entire tail section just forward of the rear bulkhead. The fuselage was upside down and headed backwards, and scooping up snow and sending it into the cockpit. On the first impact Jack was thrown against the controls on the pedestal, the Purser landed on top of him and the passenger on top of him - when the plane flipped over, this was in reverse order. They could see a fire had started nearby. Thompson was upside down when he unbuckled his seat belt and hit his head when he fell. He kicked out the windshield with his two feet and the men crawled out backward into the snow. A quick head count found that Smith was missing. Nobody wanted to go back into the plane, but Burlin did and on his first try couldn't locate the missing crew member. On his second entry he heard a moan and found Smith on the ceiling (now the floor) with a broken leg. Since the fire was apparently dying down, it was decided leave Smith where he was until morning before trying to move him. Jack got the survival gear and the men spent the night in the broken fuselage. There was a strong smell of gasoline as the fuselage tanks were leaking into the vent system. Hall tried using the emergency "Hurdy Gurdy" (a hand-crank type) radio but could not get through with a message. They later found the antenna was not high enough for the terrain. Hal Blackburn happened to be at Stephenville on a flight and the next morning the Army Operations Officer flew him to the wreckage in a Canadian "Otter." Blackie was to parachute to the site, if necessary. They would drop notes to the crew and they could answer with yes or no signals (a fully opened blanket or folded diagonally). It was determined that Smith, with a broken leg, needed medical attention. They returned and a young Lieutenant flew a flight surgeon out in a Piper "Cub" on skis. The cockpit-to-cabin door of the C-54 was used as TA RPA TOPICS FEBRUA RY 1994 PA GE 20
THE ICD. cont'd.
a stretcher to carry Smith to the rescue Cub. On the second run the passenger, who had several severe cuts, was flown to the base hospital. In the meantime the Army rescue team, Newfoundland guide, two St. Bernards (no brandy!) and a dog team with sled arrived. It was now too dark (and it was snowing) for any more flights with the Cub, so the entire group spent the night in the cabin of the C-54. It snowed for three days. On the third day the group took a vote; it was decided they would to hike to a railroad track several miles away and hitch a ride. It was an arduous trek, but they made it. Two days later, on 3/25/44, another C-54A was lost between the Azores and Casablanca when it was accidentally (?) shot down by a British fighter. All aboard were lost, including Capt. Charles Garber, F/0 George Shelton, Nav. Orville Scholtz, F/E Roy Welliver, FRO Buford Mann and Purser Avery Merritt. According to Hal Blackburn, there was a crew change at Lagens, the briefing was routine, the IFF (radio identification signal) checked, and they were on course to Casablanca at 8,000' on top of solid clouds. They flew over a convoy (of which they had no knowledge) and were shot down. David Midgley, TWA's liaison officer with the Army, later determined that there were two aircraft carriers escorting the convoy. The US carrier's fighters intercepted the C-54 and flew close enough to make a positive identification. The British fighters arrived later and one reported to have shot down a Focke-Wulf 200-C long range bomber - there was a similarity in the profiles of the two planes. During this same period, although it wasn't an ICD operation, on 4/16/44, the first C-69 Constellation (temporarily painted in TWA colors) was flown from BUR to DCA by Howard Hughes and Jack Frye in 6 hrs. 58 min. - a new transcontinental record. On 4/28/44, the last Stratoliner was returned by the Army to TWA. The five planes, which had an outstanding safety record, had flown a total of 21,284 hours during their tenure with the ATC. However, there were complications before they could be returned to domestic service. About a year prior to their return, John Guy was a guest at a meeting between PanAm and the CAA with regard to the question of certification for civilian use. The old "bugaboo," cracks in the 24SRT tubing which were a part of the wing spars, was in question. These minute cracks were first discovered by Johnny at the Boeing factory during the early construction stage in mid-1937. Although the cracks were not considered a potential structural problem, Guy personally inspected every piece of tubing before it was used in a TWA aircraft. After nearly 4 years of flying, about 12 cracks were detected in TWA's planes. Holes (1/8") were drilled at the ends of each crack and the flaw outlined with paint. These were closely monitored at each 100 hour inspection and not one had progressed beyond the holes which had been drilled. The CAA alerted Guy that the tubing with these cracks would have to be replaced for the new certification. This was impossible. The only solution was a complete new wing assembly and, fortunately, the latest B-17G wing fit the older Stratoliner. The planes were ferried to Seattle for the modification. Other modifications included B-17G landing gear and horizontal tail surfaces, the new B-29 type electrical system and the old 1,100 hp engines replaced with 1,200 hp Cyclone engine complete with two-stage supercharger and new propellers. The once heralded pressurization system was not installed again. It would be almost a year, until April 1945, before they were returned and were again on TWA's domestic service. TA RPA TOPICS FEBRUA RY 1994 PA GE 21
THE ICD, contd.
In late 1943 an ICD crew flying a Stratoliner flew Madame Chiang Kai-shek from Chungking to DCA. On the leg from Natal to Trinidad they had an engine failure and diverted to Zandary (B.W.I.). On the descent, about 20 minutes out, a second engine was shut down due to loss of oil. The Madame was so impressed with the crew that she requested the same group fly her on the return trip in April, 1944. Later the men were honored when Maj. Gen. P. T . Mow, on behalf of the Chinese government, presented them with the "Order of the Clouds" decoration. The crew included Capt. Connie Shelton, F/0 Cyrus Sorge, F/E Keith Blossom, 2nd F/E Karol Guerney and FRO Earl Korf. The men were also commended by Maj. Gen. Harold George, head of the Air Transport Command, for a job well done. There was a sequel to this event shortly after Shelton returned. A request was made to TWA from the Generalissimo for help with resuming service with the China Air Transport, with Shelton in charge. There was some preliminary work done, but the contract never came close to being finalized. One of the war's top secrets was when and where the allied invasion of occupied France from England would begin. The huge preparations of men, supplies and equipment began in May of 1944 (D-Day was June 6), which were obvious by the ICD's operational statistics (with no increase in aircraft available). Departures from DCA, which had been about 100 a month, jumped to 158 in May, 161 in June and 171 (the all-time high) in July. Aircraft daily hours of utilization reached an all-time high average of 12:46 in May and June and 11:55 in July. A full time Captain's monthly flying time jumped from 68 to 95, 97 and 95 averages (Copilots were about 10 hours less per month); monthly averages for Navigators jumped from 67 to 97, 97 and 90; F/Es from 66 to 96, 97 and 98; FROs from 66 to 96, 102 and 100; and Pursers from 64 to 86, 76 and 104. Ocean crossings jumped from 208 to 314 and intercontinental flights from 324 to 342. The accelerated schedules saw three aircraft lost during this period, two with fatalities for all on board. On 5/13/44, a C-54 was on the takeoff roll from Stephenville when suddenly the nose gear collapsed. Crew members included Capt. Fred Richardson, C/P Archie Naletko (getting a line check from Fred), Nay. John Ochocki, F/E Jack Burlin, FRO F. R. Czaapanskiy and Purser D. C . Caldwell. Fred did a great job of keeping the plane on the tarmac and skidded to a stop about 50' short of ditching in St. George's Bay (which might have made an evacuation difficult-to- impossible). A fire broke out from gas leaking out of one or more of the fuselage tanks in the cabin, as the passengers (8 Army officers and 12 nurses) and crew evacuated by way of the forward cockpit door. Ironically, this was Jack's first trip back flying the line since the 3/23/44 accident; during the interim he flew local Stephenville, Newfoundland - May 13, 1944 C-54 nose strut failure during takeoff flights in the DCA area. Accord-
TARPA TOPICS FEBRUARY 1994 PAGE 22
THE ICD. cont'd.
ing to Jack, one nurse went back into the burning plane to retrieve a box of chocolates while he was spraying the crew door with a fire extinguisher. The plane was completely gutted by the fire. On 6/20/44, a C-54 westbound from Europe had just checked in with the US airway system as they approached the coastline of Maine. Normal procedure was for the Navigator and FRO to go off duty at this point. Just prior to this, the Navigator should have given the pilots a new heading when fifty miles from Mt. Katandin, a large change of course towards Bangor, and well clear of the mountain. They were cruising at 5,000' at night, which was too low to top the peaks to the west. For whatever reason or cause, they failed to make this important turn and crashed into the mountain about 250' below the highest peak. All on board were killed including Capt. Roger (Rollie) Inman, F/0 Disbrow Gill, Nav. David Reynolds, F/E Nordi Byrd, FRO Eugene Summers and Purser Samuel Berman. The third plane, a C-54A, was lost on 7/26/44, when it disappeared on a flight between Iceland and Newfoundland. Passengers included a load of wounded soldiers and the crew of Capt. Robert Funkhouser, F/0 H.R. Latimer, Nav. Harold Holman, F/E Rayburn Darst and FRO Harry Cumberland. Hal Blackburn was in Gander at the time and he flew back to Iceland just a few hundred feet above the ocean looking for any clues. Shortly past Greenland they spotted a German submarine which was reported to Ten-Day-Old Son Receives Air Medal for Rayburn Icelandic Submarine Patrol. Darst, Missing In Flight Over the Atlantic However, in wartime there was Ten-day-old Darryl Montieth Darst, no feedback, so it was never whose father Rayburn, a TWA flight engineer, is missing in flight over the Atlantic, known if the submarine got the received the Air Medal in an impressive plane or we got the sub. ceremony last month, and he slept soundly through it all. His mother, a former TWA employee, proudly expressed her thanks
On 9/7/44, the ICD completed its 5,000th ocean flight. The loads included bringing home more than 5,000 wounded, 3,500 since D-Day. By November the ATC had returned nearly all of the aircraft which were "borrowed" from the US airlines soon after Pearl Harbor Day. These Darryl Darst, 10-day-old son of missing TWA Engineer Rayburn Darst, receives the Air included 101 DC-3's, 12 DC-2's, 3 Flight Medal for his daddy from Col. Harold R. Harris. ATC chief of staff, as his mother looks on. Lodestars, 16 Electras, 25 Boeing 247D's and the 5 Stratoliners. The TWA domestic operation was to receive 6 DC-3's by the end of the year, bringing the total to 44 in the fleet by early 1945.
to Colonel Harold R. Harris, ATC chief of staff, and Colonel Richard E. Fell, who made the presentation. Darst's fellow crew members, who served on 60 days' active duty with the AAF last winter to fly President Roosevelt to Teheran, received Air Medals the previous clay in a quiet ceremony in the office of Major General Harold L. George, Com- commanding general, Air Transport mand. They are Otis F. Bryan, vice president of war projects; R. F. Brown, first officer; J. G. Cushing, former navigator now working on route developments; T. F. Wardlow, radio operator, and Sanford L. Fox, former purser now employed by American Export Airlines. As Colonel Harris pinned the medal "for meritorious achievement " on Darryl ' s flannel nightgown, the baby yawned a ' little and nestled deeper in his mother s lap. His grandmother, Mrs. Ray Albert Darst of Johnson, Kans., his aunt and uncle, Lt. and Mrs. R. W. Ellis, a handful of TWA employees and a firing squad of news photographers witnessed the ceremony.
In November 1943, TWA supplied the crew to fly FDR on the land portion of his flight from Cairo to Teheran to meet with Churchill and Stalin. However, it was not credited as an ICD trip because the crew was placed on active duty with the USAAF. This included Otis Bryan (rank of Lt. Col), F/0 Richard TA RPA TOPICS FEBRUA RY 1994 PA GE 23
THE ICD, cont'd.
Brown, Nav. J. 0. Cushing, F/E Rayburn Darst, FRO T. F . Wardlow and Purser Sanford Cox. About a year after this flight the crew was presented the Air Medal by Maj. Gen. George. A short time later Col. Harold R. Harris, ATC Chief of Staff, presented the medal to F/E Darst's 10-day-old son, Darryl, held in the arms of his mother. Rayburn was among those missing on the C-54 which disappeared somewhere between Iceland and Newfoundland on 7/26/44. Arrival of TWA's 6000th overseas flight at Washington December 30, was occasion for this greeting to the crew by Col. Frank H. Collins. as International Division Manager Hal Blackburn and Major Win Williams look on. Other crew members are, left to right, radio operator Leo Pitts. flight traffic clerk C pl. Clarence A. Hester, flight engineer John Staufer, navigator R. A. Osterberg, first officer Donald J. Quinlivan, captain Russell Dick.
Capt. Russ Dick (F/0 Don Quinlivan) brought in the 6,000th overseas flight to DCA on 12/30/44. On hand to congratulate the crew was Hal Blackburn and a group of military brass. For the year 1944 the ICD had 1,562 departures out of DCA, completed 3,472 ocean flights and carried 80,583,050 pound miles of payload. Starting in December, flights were dispatched from Prestwick to Paris and later to the Azores. According to the 1944 TWA Annual Report to the Stockholders, the total cost to the Government for services performed
Major Gen. Harold L. George presenting Air Medal to Capt. Otis F. Bryan and crew. (l to r) Gen. George, Capt. Bryan, F/O Brown, Nay. Cushing, Radio Op. Wardlow, Purser Fox
TARPA TOPICS FEBRUARY 1994 PAGE 24
THE ICD, cont'd.
under all War Contracts was about $10,700,000 (including the ICD cost of $9,210,332). TWA received compensation for performance of these services of 1.7% of these costs, or a net profit of $181,900. THE ICD - 1945
Harold L. Blackburn
n 1/1/45, there were a number of changes in the ICD 0 management or supervisory positions. Cliff Mutchler returned to the domestic operations and was succeeded by Hal Blackburn as Manager. He was assisted by W. "Swede" Golien. Frank Busch was Supervisor of Operations, assisted by Bob Springer. Fred Richardson was Chief Pilot, assisted by H. "Dutch" Holloway. Joe Carr continued as Chief Check Pilot. Others included: Milo Campbell, Asst. Supervisor of Operations-Foreign; Jim Shaunty, Asst. to Manager-Ground; Austin Naylor, Asst. to Manager; W. Kemper Jacks, Asst. Supervisor Operations-Administrative; J. H . Poole, Supv. Maintenance; Raymond Dunn, Supv. Industrial Engineering; John, E. Guy, Chief Engineer; Al Brick, Chief Flight Engineer; and R. Duckworth, Comptroller.
An approach and landing at the Lages Field (Azores) was often a nightmare for the pilots, as the usual path was from over the harbor parallel to the steep bluffs on the shoreline - and then to relatively short runways in the small valley (cliffs on one side and steep hills on the other). There always seemed to be some chop or turbulence and a crosswind. On 1/4/45, one flight aborted twice due to extreme turbulence before finally landing. The next flight, a C54A, was forced below the rocks and struck short of the runway end. Part of the left wing and its main gear were damaged and the plane caught fire. Capt. Russell Jones and F/0 W.S. Turner went through the windshield and were seriously injured; killed were Nav. Howard Tinkle, F/E Raymond Jones and FRO George Harvard. Army Pvt. T. R. Drenzek (the Clerk) and all of the soldiers aboard escaped without serious injury. The plane was completely destroyed by the fire. The three men killed were buried on the island and later were awarded (posthumously) the DFC.umously)theDFC. Starting on 2/2/45, Otis Bryan was again in the cockpit flying FDR on the land portions of his flight from Malta to the Crimea and return for another top level conference with Churchill and Stalin. As with his previous trip in 1944, Bryan was on temporary active duty and this was not credited as an ICD flight. On 2/10/45, the first of several C-69 Constellations was assigned to the ICD. They were restricted to flights within the continental U.S. during the test and evaluation period. Due to problems with the Wright 3350-BA engine at the time, there was a further restriction limiting operating in low blower only. (See story Feb 1988 TOPICS). The late Don Hawley told of an interesting account of an incident which occurred during the Battle of the Bulge, circa January 1945. The scenario was set several months prior when FDR's son, Elliot, returned to the U.S.A. with a large English dog. An immediate furor was created by the press who questioned if the space should have been occupied by a returning service man. TA RPA TOPICS FEBRUA RY 1994 PA GE 25
THE ICD. cont'd.
This was followed by an executive order prohibiting dogs from being carried aboard any ATC (airline or military) transports under any circumstances. The following story was titled "MESS HOUSE DOGS." During the battle a great amount of snow covered Northern Europe and it was difficult-toimpossible to evacuate casualties. Orders were issued to send a dozen dog teams, with sleds and drivers, available at Bluie West 1 (So. Greenland) for shipment to Prestwick. An Army officer was ordered to Boston to requisition a C-54A for this mission, which drew a great many questions because of the previous order prohibiting the transport of dogs. There was also a very strict quarantine on all dogs entering Scotland or England. The flight was dispatched to BW-1. In the interim, an ICD flight (crew of H. Young, W Patterson, A. Yelenosky, M. Huthansel, W McBride and J. Patterson) was flying the usual North Atlantic route and ran into severe icing conditions on the leg between Goose Bay and Iceland. The requirement for extra fuel, plus a mechanical problem, caused them to land at BW-1 for gas and repairs. On the ground it was learned that the Army's plane was short of space and would have to leave one dog team behind. The ICD plane had space available (and weight), so the dog team was loaded for a nonstop flight to Prestwick. There was to be NO message sent, even in code, that might give the enemy a clue as to the cargo. However, there was a "snafu" by a ground radio operator who sent the message, "Expect 'woof woof' and attendants on Mess House Dog." The message was relayed to the Prestwick Base CO, who interpreted this to mean FDR himself was on board (although he was, at the time, in North Africa). After the flight landed and taxied to the terminal there were about 20 MPs, complete with white helmets and gloves, standing at attention along the edge of the parking area. When the plane was parked, a special loading ramp used to wheel ambulatory patients was rolled out to accommodate the President in his wheelchair. Needless to add, there was a very surprised and embarrassed look on the Base CO's face when he opened the cabin door and was greeted by the team of dogs. He wasn't a great TWA-ICD fan in the first place. The "Battle of the Bulge" was the last major German counter-offensive (the line in Belgium that did bulge). The military action was not over, but the allied leaders were confident that it was only a matter of time before the Axis surrender. Within a short time the Air Force began turning over surplus DC-3 or C-47 aircraft to the domestic airlines. A number of pilots with certain qualifications (service and combat experience) were "loaned" to the airlines. If they were needed, they were subject to instant recall for active duty. This was followed by the "point system" whereby certain veterans, who qualified, were retired from active duty and returned to civilian status. Honorable discharges were accelerated on VE-Day, 5/18/45. One month later, on 6/18/45, TWA had a record of 29 newly-hired copilots in ground school for the Domestic Division. This record was soon broken. The staffing (and furloughs) of ICD complete flight crews was per military orders or quotas. For example, in May 1945, the ATC authorized 132 complete crew complements, but the most attained was 109. The hiring of F/O's ceased in May of 1943 and resumed in September of 1944. A total of 65 was hired in '44 and '46 through August '45. With few exceptions, the men were trained and assigned as navigators for periods of two months to a year before promotion to First Officer. On 12/17/45, there were 42 men promoted to F/0 at the same time; these were the last of the ICD Navigators to join the pilot seniority list. TARPA TOPICS FEBRUARY 1994 PAGE 26
THE ICD, cont'd .
The ICD carried numerous VIPs throughout the war; their names were well known and their missions were generally a secret. There was a notable exception where three C-54's were involved, loaded with VIP's to the U.S. This was a highly-decorated infantry company from Georgia, headed by Lt. Gen. Walker. Milo Campbell, Dutch Holloway and Joe Carr were the pilots on the flights which departed Paris on 5/22/45. After a fuel stop at Meeks Field they overnighted at Stephenville, where the group had a chance to clean up and put on their full dress uniforms. Another overnight at LGA and the three planes flew in a loose formation to an area about fifty miles from Atlanta, then circled for the precise time to make their approach and landing. Elaborate welcoming ceremonies were in progress and, at the exact moment during the program, the planes made a low pass together over the airport and landed. The thousands of Georgians who were there for the welcoming went wild with excitement. The ICD operation was at its maximum in August of 1945, with 1,943 employees - 708 in Flight Operations (219 pilots including nine in supervisory or management positions) and 893 in Maintenance. There were 27 C-54 type aircraft assigned flying a total of 9,144:40 hrs. and 1.625,953 miles for the month, an average of 12:17 per day per aircraft. The crew utilization was also the highest with full time pilots averaging 85 hours; F/0, 80 hrs.; Nay., 78 hrs.; F/E, 89 hrs.; and FRO, 90 hrs. There were 83 ground personnel (70 in Maintenance) stationed overseas including: Azores 11; Iceland 7; Stephenville 20; Prestwick 26; Casablanca 12; and Paris 7. Although most of the ICD flights were on a regular scheduled basis, there were occasional long trips Jack Frye - Ten years as TWA President assigned - such as one Dave Spain January 1945 and crew started out on from DCA on 10/10/45. This involved ten different C-54 type aircraft on a ten day trip to Karachi, India. The flight(s) took them by way of Stephenville, Santa Maria (Azores), Casablanca, Tripoli, Cairo and Abadan. The route from Casablanca to Karachi was new to the crew and afforded them the luxury of a low level scenic tour, especially along the North African Coast where the great battles with Rommel's Afrika Corps took place. Their departure from Abadan (Iran) had one problem when they tried to taxi - it was so hot the tires sunk in the tarmac so deep it was necessary to use METO power to move. They logged 101:10 flying hours on the round trip. Other than by air, there was little time on a short layover to do any local sightseeing, as they had to "hit the sack" in the nearest tent or facility available in order to be rested for the next leg of the flight. Dave and his crew did get an excellent view of the pyramids by air, both directions. TA RPA TOPICS FEBRUA RY 1994 PA GE 27
THE ICD, cont'd.
A similar trip, scheduled Cairo to Karachi, was described by F/E Les Wagaman - it was far from routine. Other crew members were Captain Bob Power, F/0 John Cann, Nay. Eugene Marlin, FRO Phil Merrell and Flight Clerk George Kaston. They departed Cairo on 10/9/45 just after dark and, after reaching cruise altitude, all of the lights were lost. They were about an hour out and, with the aid of their hand flashlights to see the instruments, they returned to Cairo. Red Babinger and Leo Cox changed the electric inverter. The flight to Abadan was routine, except they were hours behind schedule. Les supervised the refueling while the rest of the crew had breakfast and reported to flight planning. There were still the two fuselage tanks to be serviced, which the gas team assured Les would be done and buttoned up properly, so he dashed off for a hurried breakfast of spam and powdered eggs. They departed Abadan at 3:30 am. About midway in the climb, Kaston rushed to the cockpit reporting that water was going by the windows on the left side. It was not raining, it had to be gas! The passengers included the Chinese delegation to the Dumbarton Oaks Conference (the seeds for the UN) at DCA and replacement USAAF crews to fly the Hump. The "fly boys" thought it was a practical joke, but Les discovered the problem - the gas team had not secured the cap properly on one of the tanks in the cabin. When in climb or nose up attitude, gas was siphoning out and dumped overboard. About the time Les had this problem under control, Powers said, "Troubles on #3 engine, bad vibration and the oil pressure light on - hit the feathering button!" A few minutes later, #4 lost power. Mixture was to emergency rich but the engine would not respond to throttle - it was smooth in the idle position but backfired with any increase in power. It was useless (but not a drag), but not feathered. With full power on #1 and #2 engines, it took a lot of leg muscles by both pilots on the rudders to neutralize the yaw force. The cylinder head temperatures on the two good engines were well into the red zone. With the heavy load and high outside temperature, it was nearly impossible to maintain altitude - a ditching looked possible. Marlin strapped himself to a jumpseat in the rear of the cabin to assist with an evacuation. Abadan control suggested trying Bushire (Iran). It was just about sunrise when they spotted the island of Khark, about 30 miles from Bushire. The landing on the dirt strip was routine; the use of the emergency air brakes was not necessary. Everybody deplaned by the "Jacob's Ladder" at the rear door. Also a passenger on board was Maintenance Foreman Frank Garvin, who was transferring to Karachi. Frank and Les determined that #3 engine had major damage, but they couldn't check on #4 at the time. On the morning of the 10th, two C-47's flew in from Abadan and returned with the passengers and crew, except for Les. The Iran Army placed a squad of soldiers to guard the plane. That night Les slept in the crew compartment on the plane and pulled up the emergency ladder to further insure his security or privacy. The next day two C-47s ferried in a stripped engine, A-frames, generators and lights (for working at night), C and K rations, cases of Cokes and 10 cases of green Rupert Beer - plus an engine change crew of five men. Due to the heat (and the hot metal skin of the plane), work generally stopped from about noon until an hour after sundown. Their recreation did not include a refreshing dip in the nearby Gulf; it was too salty. The #3 engine's push rod on an upper cylinder broke the rocker box completely off. The sump was full of metal and the engine changed. The problem with #4 was that four bolts TARPA TOPICS FEBRUARY 1994 PAGE 28
THE ICD, cont'd .
holding the two halves of the exhaust collector ring were missing. These joined right in front of the carburetor air scoop, allowing the hot exhaust air to enter the carburetor - hence allowing the engine to idle but not take any throttle. Temporary repairs included installing four new bolts. The presence of the huge plane attracted the local populace by the hundreds. Some arrived in their pre-war cars along with several boys - the latter were to push the car to get it started as there were no batteries available at any price. One visitor turned out to be the local British Consul. He was given a tour of the plane and he, in turn, invited the men to dinner and the luxury of a hot bath. That evening two cars chauffeured the men to the home of the Consul. After the usual greeting, the six men were given robes and ushered to the bath. There was no water; servants brought it in by warm tins carried on their heads. While they bathed, their clothes were washed and ironed. They gathered with their host in drawing room for a few (?) great Scotches followed by a banquet of fresh chicken. Les added a note - they were a little late the next morning starting work on the plane. On 10/17/45, the repairs were completed and the plane ferried to Abadan where it was fueled for the flight to Cairo and back to the U.S.A. The crew was back in the normal pattern and, after a layover, continued to Casablanca and home. Les believes this was the last flight for plane #41-2041, as it was declared surplus and sold to Capital Airlines. In late 1945 a group of TWA men, including VP Jack Nichols, Capt. Milo Campbell and Austin Naylor, were passengers on a survey flight in Ethiopia on a B-25 bomber that crashed in Eritrea, killing all on board. At the beginning of 1946 the ICD scheduled departures from DCA included two daily flights to Paris (Flights T-1 and T-5) by way of LGA, Stephenville and the Azores (and return Flights T-2 and T-6). These were approximately 52 flying hours each for the 9,173 mile round trip. Flights T-3 and T-4 operated every other day to Cairo and return with stops at Paris, Rome and Athens (74:40 hrs., 13,372 miles). Effective 2/1/46, Flights T-4 and T-5 were dropped. The last operational flight departed DCA on 4/15/46, with the crew of C.O. Miller, Carlton Todd, William Weiss, Douglas Bills and Hank Brown. Melvin "Mo" Bowen, then-Chief Pilot, saw them off. Five days later the last aircraft was returned to the Army. Starting in August 1945 and ending 1/31/46, TWA's Domestic pilots were flying military transport aircraft on transcontinental routes as part of the massive redeployment program. Over 1,577,000 miles were logged and 10,000 service men or women transported. This was per contract with the Air Transport Command.
Last flight—and a record for performance! Here are TWA crew members at Washington National Airport shortly before takeoff of TWA's 9,500th ocean flight for the Air Transport Command—a flight which concluded the Intercontinental Division of the airline 's wartime assignment. Capt. C. O. Miller, who has made more than 100 Atlantic crossings, is at the extreme left. Others are First Officer Carlton Todd, Flight Engineer William Weiss, Navigator Doug Bills, and RDO Hank Braun. M. O. Bowen, chief pilot of ICD, who saw the crew off, is shown at extreme right.
TARPA TOPICS FEBRUARY 1994 PAGE 2 9
THE ICD, cont'd.
TWA Ground Personnel, Prestwick, Scotland, October 7, 1944
Even before V-J Day (9/2/45), TWA was making plans to inaugurate commercial service on its newly-awarded international routes. Hal Blackburn was appointed Director-Negotiations and Route Survey. From 9/18/45 to 12/16/45, Frank Busch was ICD General Manager. He was followed by Kemper Jacks until the contract was completed. In October 1945, Otis Bryan was elected VP-International Division. On 10/23/45 American Express AL inaugurated its commercial service across the North Atlantic with DC-4 equipment between NYC and London (Hurn Field). Actually, on 6/1/45, American AL acquired majority stock in the company and subsequently changed the name to American Overseas AL. There was one problem with the converted C-54 at the time - it did not meet the CAA mandatory criteria for dumping gas and weights were very restrictive. Until these modifications were made, takeoff weight was limited to 61,500 lbs. This limited the load to just 10 passengers. Once the modifications were made, the max weight was increased to 68,000 lbs. (and landing wt. to 52,000). This increased the loads to an average of 30 passengers. Pan Am started its first service with the DC-4 on 10/27/45, also with a load of 10 passengers. In late 1945 TWA purchased eight war surplus C-54's (with low time) and had them converted to DC-4 passenger configuration specifications which would meet all CAA and TWA requirements - including fuel dumping capabilities, by a private contractor. During the war years 1942-1945, TWA was in a very unique financial position; operating revenues exceeded costs and money set aside to invest in the future for modern equipment and expansion. Expansion included a number of foreign airlines which would be "feeders" to the company's international routes. Investments or contracts were made with TACA (Central America), Brazil, Iran, the Phillipines, Italy and Ethiopia whereby TWA would lend its technical expertise and personnel to help set up their post-war airlines. TARPA TOPICS FEBRUARY 1994 PAGE 30
THE
ICD. cont'd.
THE ICD - 1946 the ICD schedule of DCA - LGA - Paris - Rome - Athens - Cairo (and India) sounds familiar, it I fwas no accident that TWA was awarded the coveted routes (including Ireland) for their post-
war International Division. It was earned by the outstanding contribution to the war effort. After the usual survey, route certification, proving runs and publicity flights, TWA inaugurated its International flight on 2/5/46, using the Lockheed 049 Constellation (Capt. Hal Blackburn in command). On 2/15/46, TWA inaugurated its domestic service with the Connies. Air Transport Command statistics show the growth of the "World's Largest Airline" with their assigned aircraft inventory. At the end of 1943 they had 782 major transport aircraft; at the end of 1944, 2,292; at the end of August 1945, 3,090; at the end of 1945, 1,243; and at the end of 1946, 640. Major transport aircraft at the end of August 1945 included: 839 C-54 type aircraft; 1,341 C-47; 177 C-87; and 729 C-46 "Commandos." According to a summary of all airline contracts, as recorded by the Air Transport Command for the period July 1942 through May 1948, TWA ranked fourth among 22 airlines with total operational hours flown - 255,719; transport miles - 45,195,924; passenger miles - 584,590,395; and ton miles utilized - 129,87Z373. American was first with 323,083 hours and 56,455,477 miles, followed by United and Pan Am. These four airlines accounted for 1,160,021 flying hours out of 1,992,642 (59%) recorded by the ATC. Other summaries as recorded in a notebook via Hal Blackburn for the ICD included: 9,528 ocean flights, 9,344 intercontinental flights and 3,840 departures from DCA. The average speed was 176.74 mph. TWA's ICD speed average was slightly lower than the other leaders, as 21,284 operational hours were flown by the slower Stratoliners where it was SOP (Standard Operating Procedure) to cruise with an indicated airspeed of 144 miles per hour. According to the official RAF "Operational Record Book" of all North Atlantic flights during the period 4/18/42 through 11/16/42, the Strats made a total of 132 crossings without an incident or accident reported. During this period there were many VIPs aboard - the last flight had Eleanor Roosevelt returning on the leg from Prestwick to Gander, (Ed Wynn, the pilot). The ICD was formed on 12/24/41, under contract W-535 ac 1062, with the War Department. From the first flight, on 2/26/42, to the last trip in April 1946, a total of nine aircraft were lost - six with fatalities; these included one C-73 on a training flight, one C-87 and seven C-54 type aircraft. A few years ago the late Al Brick sent me a photo - a plaque honoring the men "gone west" during the ICD operation. Al, who was then Chief F/E, is on the right of the photo and then - ICD Manager, Kemper Jacks, is on the left. This plaque and picture are circa early 1946. A total of 35 crew members and 5 mechanics who lost their lives in ICD - related accidents are listed. Also included are Larry Chiappino and Alton Parker, who died of natural causes, and Glen Hennigh, who died of yellow fever. Al added a note saying he had "no idea what ever became of this plaque" and that he would "do some investigating in the MKC area." The heading on the plaque is a good ending to this series of articles about the history of TWA's ICD. Quoting this heading:
TA RPA TOPICS FEBRUA RY 1994 PA GE 3 1
THE ICD, cont'd.
1942 IN MEMORIAM 1946 THESE MEN OF TWA'S INTERCONTINENTAL DIVISION FLYING WING TO WING WITH THE ARMY AIR FORCE UNFLINCHINGLY SACRIFICED THEIR LIVES IN THE WAR TIME PIONEERING OF THE ATLANTIC AIR ROUTES
KEMPER JACKS AND AL BRICK
Everett L. Bacon Edson A. Beard Samuel Bearman Keith M. Blossom Arthur M. Brown Nordi R. Byrd Milo H. Campbell Lawrence J. Chiappino Harry G. Cumberland Benjamin H. Dally Rayburn Darst Eugene A Dempf Samuel D. Dorrance Robert W. Dowker Robert W. Funkhouser
Charles S. Garber Disbrow H. Gill George W. Harvard Glen R. Hennigh Robert A. Hendry Robert A. Hite Harold G. Holman Roger R. "Rollie" Inman Raymond A. Jahn James M. Kane Leonard LaFrank Beuford H. Mann Avery B. Merritt Leo J. Moriarity Alton J. Parker
TARPA TOPICS FEBRUARY 1994 PAGE 32
Leland O. Pendleton Clyde E. Quisenberry Howard Raymond David E. Reynolds Hal P. Ruppenthal Orville P. Scholtz John Shultz George F. Shelton Eugene B. Summers Howard A. Tinkle Carl W. Turner Josan E. Voss Theodore M. Wagner Nicholas A. Wasil Roy Y. Welliver
THE ICD, cont'd.
12/10/42 01/15/43 03/25/44 06/20/44 07/26/44 01/04/45
C-87 C-54 C-54A C-54 C-54A C-54A
Near Ascension Dutch Guiana Shot Down Maine Disappeared Azores
ICD aircraft lost between 12/10/42 and 1/4/45 *********************************************
A note by Ed Betts I started the research for this series of articles about TWA's ICD a number of years ago. Some of the men who helped with the input have since passed away. I'd like to give my thanks to the following men for their cooperation: "Arky" Ainsworth, Bob Berle, Hal Blackburn, Al Brick, Otis Bryan, Bob Buck, Jack Burlin, Frank Busch, Joe Carr, Dick Colburn, Jerry Condon, Abe Friedman, George Friedrich, Larry Girard, "Goldie" Goldthorp, Harry Graham, John E. Guy, Don Hawley, Floyd Hall, Earl Korf, Eugene Marlin, "Red" McKenney, Sam Mead, Bob Middlekauff, Johnny Ochocki, Orville Olson, Frank Petee, Dean Phillips, "Lewie" Proctor, Jack Rouge, Russell Rourke, Bob Rummel, Dave Spain, Jim Stanton, Bob Stevens, Harry Stitzel, Charlie Strickler, Bill (W. B.) Townsend, Les Wagaman and Harry Young.
SKYLINER, January 1945
A ROYAL GREETING was given TWA crew members when the King and Queen of England visited a Scottish base. Z. M. Vincze, flight engineer, shaking hands with Queen Elizabeth, above, sent this picture as a memento of the visit. Included in the picture, left to right, are: E. M. Traylor, purser, F. R. Czapansky, radio operator, Vincze, E. R. Bolton, navigator, Earl Fleet, captain, Queen Elizabeth, Milo Campbell, and King George.
TARPA TOPICS FEBRUARY 1994 PAGE 33
THE ICD, cont'd .
C-54's in Wartime Colors
TARPA TOPICS FEBRUARY 1994 PAGE 34
TILE ICD, cont'd.
MORE ICD PHOTOS March, 1944. (l to r) Felix Preeg Milo Campbell* Hal Blackburn *Campbell killed enroute to Ethiopia in B-25 in Fall of 1945. Preeg and Campbell started with MADDUX A. L. in March, 1929.
(l to r) W. "Swede" Golien Hal Blackburn Larry Trimble (seated) Cliff Mutchler
C-54 Saying "Goodbye!"
.... End
TARPA TOPICS FEBRUARY 1994 PAGE 35
TARPA TOPICS FEBRUARY 1994 PAGE 36
STARLINER - SKYLINER VIEWS We thought people would like to review a few pages of old SKYLINERS from the early years of the publication. Having spent only a few hours in the Archives at KCAC, we can only guess why the publication was variously referred to as STARLINER and SKYLINER during the 1940's. Perhaps someone out there has a publishable answer to this riddle. If so, let us hear from you. Material on this and the following pages was retrieved during September 1993. Originals were not available for "take out" so the reproduction is not as clear as we like. (See "Tech Info" under Nov. TOPICS, Editor's Desk.) You will get the "spirit" of the old issues as you scan these pages. It was the 1940's and America was either at war or just recovering from it ...Ed.
The first President ever to fly seems to enjoy it hugely. Here Mr. Roosevelt is shown, map on lap, in a relaxed and happy mood aboard a plane crossing Africa on his recent 16,965 mile trip. With him is Capt. Otis Bryan, manager of the Intercontinental Division of TWA wearing the uniform of the Air Transport Command. It was Capt. Bryan who flew the President into the combat zone in North Africa.
Crew Praises Presidential Good Nature On Precedent-Shattering Flight to Africa TWA's Intercontinental Division logged its most illustrious honors last month when the Army selected its personnel to fly President Roosevelt more than 6,500 miles over Air Transport Command routes on his precedent shattering visit to Casablanca.
TA RPA TOPICS FEBRUA RY 1994 PA GE 37
this The Lockheed Constellation, designed and built for TWA, will be lest flown at the Lockheed plant at Burbank, Calif., ultra-moden summer, it has been announced by Jack Frye (right inset), who with Howard Hughes (left inset) conceived the and transport. Here are the first pictures of the airliner, built to fly from LA to NY in 8½ hours at altitudes above 25,000 feet wind- at cruising speeds of nearly 300 miles an hour. The plane carries 57 passengers and a crew of seven. 'The above is a tunnel model.
STARLINER / SKY LINER VIEWS cont'd. More from TWA 's KCAC archives .................................................................................... Note, at the top of the article about Bill Dixon, the TWA with the strangely familiar arrow through it... Ed
DIXON LEAVES KC —FOR FIRST TIME W. A. "Bill" Dixon, Kansas City based First Officer and 10-year TWA veteran, left KC Jan. 1 to begin training as an International division First Officer at New Castle, Del. Ordinarily, that's the kind of news items which wouldn ' t rate a paragraph in the STARLINER for the simple reason that hundreds of such transfers pass unnoticed every year. But one thing which makes this unusual is that Dixon—probably " TWA's youngest 10-year man at 28 —is leaving his KC domicile for the first time since he joined the company in 1936 as a ticket agent. From Traffic he went into the News Bureau, and was editor of the Skyliner when he entered the Army Air Forces. Returning after a lengthy hitch overseas, Bill decided to gain Operations experience and checked out as a first officer. He has been flying domestic runs since September, 1945, domiciled in KC. Uprooted for the first time, Mrs. Dixon will join Bill when he learns his domicile after a month 's training at New Castle.
"
Four-engine planes as early as 1921 is something to shout about. We ' d like to hear the name of the plane, " was the way the item ended in ABOARD THIS FLIGHT some weeks ago. The item concerned Pam Am ' s advertised contention that they flew four-engine equipment " NINE YEARS before any other U. S. airline, " and in which it was revealed TWA was flying four-engine F-32s in 1930. I. I. Islamoff, Engineer of TWA's Newcastle Intl Base, took one look at the item and started digging through the old trunk. He came up with several rare plane pictures, one of which shows a Russian Sikorsky four-engine bomber in flight in 1916. Islamoff was an engineer for Sikorsky at the time, and he claims this is one of 50 such bombers. Only one of the bombers failed to return in successive bombing missions. The other picture, taken about the same time, shows one of the earliest
From STARLINER Jan. 9, 1947
enclosed cockpit jobs in the history of aviation, perhaps the earliest as Islamoff pointed out. Looking like an early steam tug, and probably just as unwieldy, the twin engine plane is equipped with four-wheeled landing gears, considered the latest thing in the Constitution and modified versions of the XB-36.
TARPA TOPICS FEBRUARY 1994 PAGE 39
............
This cartoon, printed in an early edition of The STARLINER, depicts one artist's rendition of aviation safety vs safety everywhere else. See if you can figure out how many accidents are happening in this cartoon. It's a bunch! Note the cartoonists name is Eldon Frye. I if he is related~.. to wonder ... ..Jack Âť~- Frye? yr vaauv. 11 ..v .v ..J
A Happy and Healthy New Year! The first issue in 1994 of TARPA TOPICS, marks the start of a new column on health news and topics. I served as MEC Aeromedical Chairman for several years. Now, at the request of TOPICS Editor Chuck MacNab, I was "drafted" by President Dave to organize this new column. I will attempt to bring some interesting health tidbits for Eagles, Seniors and our younger members hoping for similiar status. The goal is to make this column a Bulletin Board for sharing your medical questions, problems and experiences with fellow TARPAers.
Bob Garrett 1008 General George Patton Road Nashville, TN 37221 Disclaimer: Because doctors often disagree with each other's opinions (like some airline pilots), TARPA Topics and/or any associated individual or entity take no responsibility for information presented in TOPICS or in this column. Are Annual Physicals really Necessary? Remember all the physicals we used to take as crew members? According to the AMA and other mainstream medical groups, there is no significant difference in death rates between people who receive annual physicals and those who don't. These days many physicians are recommending a more limited approach based on age and risk factors. Because of the high incidence of false positives, many doctors say stay away from tests such as CA-19 (for pancreatic cancer) and CEA (for colon cancer) unless you are specifically at risk. Most doctors are recommending a complete physical only once every three to five years before 40, and once every two to three years afterward. Some suggest yearly checkups only after 65. Skin exams are recommended for the risk of melanoma. Be aware that some extensive tests are often more in the doctor's interest than your own because many own stakes in medical labs to which they refer patients. TARPA TOPICS FEBRUARY 1994 PAGE 41
Fight Hypertension (and fat) With a Walk If you have mild to moderate hypertension, you can lower your blood pressure by an average of 10 points by walking, running and other aerobic exercise, according to the American College of Sports Medicine. Older people walking just 45 minutes a day can get as great or greater benefit than marathon runners. According to the studies; * Exercise 3 to 5 days a week at moderate intensity will lower both systolic (top number) and diastolic (bottom number) blood pressure by 10 points. *Activity at a somewhat lower intensity seems to reduce blood pressure as much or even more than very vigorous exercise. Impotence May Afflict 1 in 5 Men Over 60 The bad news is 1 in 5 American men over age 60 may suffer from impotence. The good news is that the condition is not an inevitable part of aging and can be treated in most cases. It is estimated that 10 million American men suffer from impotence and many are too embarrassed to consult a physician about their problem. New studies at New York University Medical Center indicate a vast majority of male impotence may be caused by the body's failure to produce a simple chemical, nitric oxide, which may help blood vessels to relax. Injectable drugs, papaverine, phentolamine, and prostaglandin El which mimic the effects of nitric oxide, can help impotence in 80% to 90% of cases. These drugs are injected painlessly into the penis and last from 30 minutes to 2 1/2 hours. In some cases, men may have a low level of the male hormone testosterone and this hormone can be given to correct the underlying problem. Thyroid and adrenal problems can also cause impotence. Male impotence may be affected by pituitary disease, causing high levels of prolactin. Other causes of impotence may include high blood pressure, diabetes, hardened arteries and smoking, all of which narrow blood vessels. Certain drugs used to treat high blood pressure and the treatment of ulcers can be related to i mpotence and have similar side effects. When the problem is simply a blood flow obstruction into the penis, a surgical bypass may create an alternate means of blood flow. Bypass surgery generally is restricted to men under 60 and those who either do not smoke or are able to quit. Various types of penile implants are available, where surgery will not correct the problem or cannot be performed. TARPA TOPICS FEBRUARY 1994 PAGE 42
Forgetfulness: How Serious? When us "Old Crew members" start forgetting things, we may fear the worst (the wife?)-Alzheimer's or "senility." A minor increase in forgetfulness, age-related cognitive decline, may be natural after the age of 60, says Dr Herman Weinreb, at the NYU School of Medicine. Just as all motor functions become slower, so do mental processes. A Harvard study which measured memory, attention, visual perception, calculation and reasoning found that top scorers aged 75-92 did as well as the average of men under 35. The studies do not dispute the belief that mental ability declines with age, but they do provide some clues to how to escape the trend. Only recently have researchers begun to look at whether this occurs because of health or lack of intellectual challenge. Whether forgetfulness is a serious symptom or not is largely a matter of degree. Weinreb makes this list: * Forgetting the name of someone you see infrequently is normal. * Forgetting the name of a loved one is serious. * Forgetting where you left your keys is normal. * Forgetting how to get home is serious. Severe short-term memory loss, an inability to think clearly or express oneself, difficulty in remembering basic information such as your address or the letters of the alphabet, and personality changes are all warning signs of possible organic or psychiatric disorders that may be causing memory impairment. Weinreb advises if any of these symptoms are present, a professional evaluation is warranted in order to rule out a brain disease such as Alzheimer's. Other possible causes of memory loss problems, some reversible, also worth investigating include: * Medications. * Depression or anxiety. * Vitamin B-12 or thyroid deficiency. * Minor strokes. * Nervous system infection. * Parkinson's or Huntington's disease. * Tumors. * Anemia. * Alcoholism or drug abuse. TARPA TOPICS FEBRUARY 1994 PAGE 43
Aluminum pots and pans have been associated with Alzheimer's disease in the past but recent studies show no evidence that this is true. Cooking in aluminum pans won't transmit a measurable level of metal to the food, but it is best not to leave highly acidic foods like tomatoes in a pan overnight because some metal can be absorbed. For retirees, the social stimulation of belonging to a group of your peers (TARPA?) may be the best treatment. New Tests May Predict Prostate Cancer Growth A battery of new tests that include some of the latest advances in molecular biology may help solve a dilemma created by a major increase in the reported incidence of prostate cancer. The latest figures from the National Cancer Institute show a 16 % jump in overall reported incidence of prostate cancer between 1990 and 1991. Experts say the number of cases reported has continued to increase, perhaps because of increased awareness rather than a true increase in numbers. The biggest rise has been in early, localized cancers, many detected by blood testing for prostate-specific antigen (PSA), a protein secreted by cells in the prostate. Fortunately, many small prostate cancers never grow enough to be dangerous, says Dr. Jed Kaminetsky, clinical assistant professor of urology at NYU Medical Center. Autopsies have found prostate cancer in 4 of 5 men aged 80 or more with some of these cancers being present for years or decades without endangering life. Medical opinion is deeply divided about treating early cases by surgical removal, radiation therapy or drugs. While failure to treat may result in a missed opportunity to cure, side effects of treatment in some cases can cause impotence and urinary incontinence. About 30,000 American men will die of prostate cancer this year, so the decision about whether to treat a small cancer can be critical. One of the new tests being used to help make that decision is called Gleason scoring, named after its developer. Following biopsy or surgical removal of the prostate, the appearance of the cells is examined under a microscope. Irregularly shaped, poorly differentiated cells are an indicator that the tumor may be a fast-growing type. A second test coming into use looks at the chromosomes of the cells removed by biopsy. Chromosomes are the thread-shaped bodies in the cell nucleus that contain the genetic material. A large number of chromosomal abnormalities is another indicator that the cancer may grow aggressively. An even more advanced test is based on recent discoveries about the role of certain genes in cancer. This test looks for a gene called p53 in the cancer cells. An abnormally amplified number of p53 genes in these cells indicates a higher degree of malignant growth.
TA RPA TOPICS FEBRUA RY 1994 PA GE 44
Theoretically, prostate tumors can be classified as more or less aggressive by these tests, but none alone or in combination is 100 % indicative of a tumor's behavior. Meanwhile, several studies in Europe and the U.S. have been started to help resolve these findings.
Quick Facts Yogurt is a cancer fighter. Eaten only one to three times a month, yogurt is effective against cancer. Why? It is unknown but possibly due to the beneficial bacteria in activeculture yogurt, plus it is high in calcium. Buy the fat-free yogurt. Cottage cheese contains 40% fat by calories with little of the calcium found in other dairy products. Buy the no-fat style (but still has not a lot of calcium). Cream Cheese is as fatty as butter or margarine while low in calcium and protein. Jelly contains half the calories of butter or margarine but is fat-free! Pretzels contain one-tenth the fat and less calories than potato chips but buy unsalted ones. That's it for this issue. Drop me a note with your ideas, comments, suggestions, etc.
TARPA TOPICS FEBRUARY 1994 PAGE 45
WHAT DO YOU HEAR.........on the
?
Now that we have all recovered from the Holidays (We have , haven't we?) Lets get on with the Grapevine news and some left over from November. I have heard many, many comments on our last Convention at sea and none have been anything but good, in fact most didn't want it to end . Of course some of the folks had to get back home to feed the cat and get out the Christmas cards. My daughter, my bride and myself had two great happenings in October and December. First a niece in Texas got married . Then in December my very good friends Irene and Russ Myer's daughter Valerie was married to Martin Yates (they both work in Wall Street some where in the concrete jungle) , down in the Cayman Islands. The wedding was on the lawn next to the beach at Hemmingways, Hyatt Grand Cayman Island Resort ,at sundown. It was beautiful. We had a 90%ID on Cayman Air out of TPA. No trouble down or back and this while US Air had a blackout on RR travel thru the 12th of January, '94.
M R. JOHN T HAPPY NINE EAST LAKE DR HAINES CITY FL 33844
The GV received this note from Bill Townsen (Sun City ). " As of the 8th of November, '93, 113 of the TWA ICD group have been approved for the AF Discharge. There are about 25 still in process and a number of others planning to file their applications. It is difficult to understand why it takes from 6 to 10 months to complete! At this point we still need copies of logbooks showing Ernie Pretsch, Jim Wheeler, Art Defabry, Bob Manning, H. Chianese or R. J. Willwohl, as crew members on overseas ICD flights, for substantiation of their service. (Hey Bill, you're dealing with the GOV.!)
TARPA TOPICS FEBRUARY 1994 PAGE 51
Grapevine, February, 1994, con't
STAN CHICHESTER..( KAY )..Sarasota, Fl. Kay and I were cleaning the attic the other day and came across this cartoon and poem in one of the boxes of airline goodies. It really brings back a lot of memories. All's' well in Sarasota. I try to keep healthy by jogging three times a week and running in races of 5 or 6 miles. Actually, others run, I jog along at 10 minute miles and am happy just to finish. My golf game is awful. I know my score before I tee off, 95 +/- 2. That's if I use a toe wedge now and then. Regards to All,
Stan
THE SENIORITY LIST Through the archives of history, the annals of time, No man-written essay—prose, free-verse, or rhyme— No golden-scrolled page that did ever exist Can compare with the pilots ' Seniority List. Basis for authority, cause for submission; Last word in legality, pre-made decision. It's a difficult case that a twist of the wrist Won't find the word in the Seniority List. The low men have no worries, they're free as the breeze; They fly through the air with the greatest of ease. But the ones who are making dough hand over fist Are the top guys on the Seniority List. Ten volunteers needed in far Kokomo .. The glory is high but the pay scale is low. I stand up—I know my name couldn't be missed, ' Cause I'm so low on the Seniority List. While stalking for game, I spy ducks on a. pond, And my friend creeps around to a lookout beyond. When he rises, the startled birds take to the sky; We both raise our shotguns to shoot on the fly. As I look down the barrel, I can scarcely resist Recalling him on the Seniority List! Oh, give me some whiskers with worries and cares! That hard, clinking moola is worth the gray hairs. I'm young and I'm happy, and still I insist— It's great to move up that Seniority List! —Written by Pat Branin Douglass, wife of Braniff Copilot J. E. Douglass
Cryo-budgeting ....Why not freeze the budget? they'll find a cure!!!
Maybe years from now
Grapevine, February, 1994, con't. KATIE BUCHNANAN ....... Lake Tahoe, NV.
Well, the "Gang Plank" came down and two hundred and forty plus TARPA Cruisers disembarked in Miami, Florida on Saturday, Sept. 18, 1993, It was a fun full week on board the "Sovereign of the Seas." Pat and Chuck Hasler did themselves proud in organizing and chairing this beautiful Convention Cruise, Our "Reservation Area" on the Commodore Deck kept everyone informed of the daily activities. The "Fashion Show" is always a highlight at the convention with the models being our own gals and guys. Another highlight of the cruise was the day at the races. All decked out in our red and white colors were our jockeys Dorothee Miller and Bobbi Kirschner. Bobbi brought in our horse number "6" in the owners race for a win!!! The "Anything Goes Lounge" was our Hospitality Room and OH! what a set-up, Many "THANKS" to Ev and Jess Green and all the girls and guys for bartending. Also everyone who helped me "host" the hospitality room, To those who didn't go on the "TARPA Goes to Sea Convention," you truly missed a wonderful week at sea, The weather was beautiful and the ships' accommodations, food and staff were tip-top. With the holidays just around the corner, I would like to wish everyone a joyous season with good health, happiness and kindness. God willing I'll see you all in St. Louis in '94 .... Katie
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GRAPEVINE, FEBRUARY, 1994, CON'T. EARL HEINRICH...( FRANCIS ) ...... Massapequa, New York I missed having an orange juice or two with you and all the guys this year but maybe we will make it up in 1994 at St. Louis. Francis had a mild stroke on the right side on March 10, 1993. After six days in the hospital, went to a Rehab. hospital for 30 days. After returning home for a week, she went back to the Rehab. Center for additional therapy exercise for two hours, three days a week for six weeks. She is now about 80 to 90 % recovered. Her walking is somewhat slow and she tires easily. Also, due to her eyes, she is not driving. So you can say, I am the chauffeur and part time everything else. We spent November in our place in Illinois and I was able to get in some quail hunting. We are looking for 1994 being much better year for us. Regards to all............................. EARL. JOHN HALE..( BEVERLY )...Halesite, New York. The Tarpa TOPICS arrived two days ago. I have already written to Patti DeLano, telling her that her tribute to Bob is one of the most beautiful things I have ever read. ( Page 77, November '93 TOPICS ). Bob was one of my coaches before I came to the Training Center as an instructor in 1967. A neat guy and a professional in every way. The town of Halesite has little to do with me. We moved here simply because we needed a bigger house. The town was named for Nathan, who landed on our town beach on his one and only spy mission. He was a bachelor when he was hanged ( at the ripe old age of 21 ) so if I'm a descendant I come from a long line of bachelors. There is only one other Hale in the neighborhood, unrelated to us. Hope to see you at the Sun 'N Fun in Lakeland in '94. A great spring break for us Yankee types. John Hale Regards, ******************************* The old sailor was telling about stopping at a south sea island, populated by wild women who had no tongues. "No tongues?" inquired a listener, "How could they talk?" "They couldn't", replied the old salt, " That's what made them so wild!"
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GRAPEVINE, FEBRUARY, 1994, CON'T. DENT BROME .. ( DORIS ) .. Dunellen, NJ. Been meaning to contribute to the TOPICS for years, but fun always got in the way and time flies when you're havin' fun. Anyway, inclosed is my "First flight with TWA " MY FIRST FLIGHT WITH T. W .A. First off, it would not have occurred without my being hired. This is a story in itself, short, typical I ' m sure, and some may find it amusing. In early December of 1946 myself and various and sundry aspirants of the airline profession were assembled at the T.W.A. Hangar of Laguardia Field. We had been Sta-Nined to death and taken our physicals which left nothing but an interview with one Captain Harry Campbell between us and the payroll. Mine went something like this as I recall...I entered the office, shook hands, was offered a seat facing an awesome figure who said "Captain Campbell, glad to know ya". He then queried about my military and flight experience with no indication of its making any impression at all. Then he came up with the "64 dollar question".... "What's the worst thing can happen to anybody while flying an airplane?" I hesitated very little and replied " Damn thing catches on fire!" He rose out of his chair offered his hand and said " You ' re hired! Can you be in Kansas City on next Monday? " I shook his hand and said "Sure as h..." Thus started 33 years of more fun than a barrel of monkeys. The first flight was in 1947, one lovely evening in January. The locale was Kansas City Municipal Airport (the one downtown). The occasion was that about ten newly-hired copilots had to be " qualified" by achieving three landings in a Constellation before going out on the line. The regulations said that one must have three landings also it was further designated that, three must be at night. So, for pure economical reasons, the three were given at night, in order to avoid having to give six. three in daylight and three more in the dark. This gave rise to my first meeting with one Bush Voights. A notoriously courageous Check Pilot at the time. We met him at the ramp after supper and either drew lots or went by "Seniority", I don't recall which for "Who goes first". I had the "Luck" to draw No.1 so I got to do all the starting engines and taxiing.
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GRAPEVINE, FEBRUARY, 1994, CONT.
Back in those days, when the right side of the airplane still went the same place as the left, the fellow doing the flying sat in the LEFT seat. I strapped myself in and while all the startin' up and stuff was goin' on, Bush asked "Have ya ever flown multi-engine before? " I allowed as I had some Twin Beech and Grumman Tiger-Cat time. This appeared to impress him not at all. (And rightly so, as I look back on it.) Whereupon he inquired "Got any Cub Time or planes like that?" This I had, and he gave a rundown of how we were going to takeoff and land this HUGE FOUR ENGINE MACHINE. First off, he declared," We're in one of them 0-49'S, there's no nose-wheel steering, so make her turn using the outboard engines if that don't work, ease in a little brake and you'll do just fine." He was sitting over there apparently not worried about the aircraft at all! Then he went on to outline how we were going to accomplish the circuit of the pattern and landing of this monster. "Don't bother about retractin' the gear it'll just wear it out. We'll keep Take-off Flaps on all the time 'til we're on base, or so, then I'll give you landin' flaps. Just trim her out nice and make believe those four throttles are all in one piece. Then fly her like a Cub and you won't have a bit of trouble." We had to leap-frog the river to gain access to Fairfax Airport, across the river, in Kansas where it wasn ' t so busy. We managed it somehow, and accomplished three " arrivals " . The Connie didn't tend to bounce as much as a Cub. Two of them were touch-andgo, with the flaps being brought up to take-off as the power was applied again after the landing, as he had described. On the third we rolled on out and I swapped seats with the next "victim". We did three of these routines a couple days later in the DC-4, with another courageous Instructor, and that completed our " training " ??? as copilots at the time. The rest it we got out on the line with the men we flew with. What can you say about these men? We learned to be pilots from them, how to be Captains, along with how NOT to be Captains! I wonder if there is any one left who could say to a total stranger, on some pitch black evening, in the front end of Boeing 747. Without so much as a smidgen of simulator time..."Just make believe the four knobs are one and "Fly 'er like a Cub"? Those were the
"
Good o l' Days " . Dent Brome Captain Retired EWR
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GRAPEVINE, FEBRUARY, 1 994, con't. BILL TARBOX, (JOAN) Austin, TX. Bill writes that the article to the right should bring a little happiness into everyones life. YEAH Bill. Credit for the article, of course, goes to Mike Kelley who writes in the Austin Texas American Statesman.
Moses' trip to Mount Cyanide ushered in new historical error Every few years there comes across this desk a hilarious compilation of historical misinformation. It is a history of the world, composed of studen bloopers created over the years and collected by Richard Lederer, a New Hampshire English teacher. This appeared most recently in a national magazine, and Austinite Larry Guillot was good enough to send it along. We have space here for only an abbreviated version, but read and learn. "Ancient Egypt was inhabited by mummies and they all wrote in hydraulics . They lived in the Sarah Dessert and traveled by Camelot. The climate of the Sarah is such that the inhabitants have to live elsewhere, so certain areas of the dessert are cultivated by irritation. "The pyramids are a range of mountains between France-and Spain. The Egyptians built the pyramids in the shape of a huge triangular cube. "The Bible is full of interesting caricatures. In the first book of the Bible, Adam and Eve were created from an apple tree. One of their children, Cain, asked 'Am l my brother's son?' "Moses led the Hebrew slaves to the Red Sea, where they made unleavened bread, which is bread made without any ingredients. Afterwards, Moses went up on Mount Cyanide to get the ten commandments. He died before he ever reached Canada. "David was a Hebrew king skilled at playing the liar. He fought with the Finkelsteins, a race of people who lived in Biblical times. Solomon, one of David's sons, had three hundred wives and seven hundred porcupines. "The Greeks were a highly sculp tured people, and without them we wouldn't have history. "Socrates was a famous Greek teacher who went around giving people advice. They killed him. Socrates died from an overdose of wedlock. His career suffered a dramatic decline. "Julius Caesar extinguished himself on the battlefields of Gaul. The Idea of March murdered him because they thought he was going to be made king. Dying, he gasped out, ' Tee hee , Brutus.' "Then came the Middle Ages, when everyone was middle aged. Finally, Magna Carta provided that no free man should be hanged twice for the same offense. "Martin Luther was nailed to the church door at Wittenberg for selling
papal indulgences. He died a horrible death, being excommunicated by a bull. "Later, the Pilgrims crossed the ocean, and this was called Pilgrim's Progress. The winter of 1620 was a hard one for the settlers. Many people died and many babies were born. Captain John Smith was responsible for all this. "Benjamin Franklin invented electricity by rubbing two cats backward and declared, ' A horse divided against itself cannot stand.' Franklin died in 1790 and' is still dead.' "Abraham Lincoln became America's greatest Precedent. Lincoln's mother died in infancy, and he was born in a log cabin which he built with his own hands. Lincoln said, 'In onion there is strength. ' "On the night of April 14, 1865, Lincoln went to the theater and got shot in his seat by one of the actors in a moving picture show. The believed assinator was John Wilkes Booth, a supposidly insane actor. This ruined Booth's career. "Meanwhile in Europe, the enlightenment was a reasonable time. Voltaire invented electricity and also wrote a book called Candy. "Johann Bach wrote a great many musical compositions and had a large number of children. In between, he practiced on an old spinster which he kept up in his attic. Bach died from 1750 to the present. "The sun never set on the British Empire because the British Empire is in the East and the sun seta in the West. Queen Victoria was the longest queen. She sat on a thorn for 63 years. Her death was the final event which ended her reign. "The invention of the steamboat caused a network of rivers to spring up. Louis Pasteur discovered a cure for rabbis. Madman Curie discovered radio. "The First World War, caused by the assignation of the Arch-Duck by an anahist, ushered in a now error." Mike Kelley writes a humor column on Sundays, Mondays, Wednesdays and Fridays.
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GRAPEVINE, FEBRUARY, 1994, con't. RICHARD "DICK " DAVIS .. (MARCIA) .. Encinitas , CA. Dick sent the accompanying article from the "Blade-Citizen, a local newspaper in Oceanside Ca. dated the 13 th of November 1993, with the comment " Some guys go on forever !!! " Re-flying history — Retired TWA Capt. Fred Pastorius of Oceanside will share some of his many experiences in a 1 p.m. lecture Dec. 9 in Aztlan B on campus at MiraCosta College, One Barnard Drive. He told me Thursday about his preTWA days of flying 12-passenger Ford Tri-Motors during the late 1920s, using the home and car lights along the coastline as navigational aids to guide him from an. airstrip called Agua Callente, just south of Tijuana, north to Glendale. This was long before any kind of radio or light aids had been developed. At MiraCosta's lecture series, Pastorius will share an experience of escorting the Crown Prince of Saudi Arabia in 1947, which resulted in positive relations with the United States. "I spent five weeks flying the prince all over the country," recalled Pastorius, who had more than 20,000 hours piloting Lockheed Constellation airliners. There aren't many who can claim proficiency piloting an array of multiengine airliners ranging from Ford Tri-Motors to Boeing 707s.
WOLLY WOLLENBERG..( EDNA). Malverne, NY You may recall when we were flying together in 1976, I had some of my oil paintings of TWA aircraft lithographed. On June 3rd. I received a call from TWA in STL, inquiring about the possibility of using the pictures on the front cover of the menus used on the widebody aircraft in First and Ambassador class. Their plan was to make them up as collector series of the twelve planes. Of course I was very pleased and being as how active employees' are taking a reduction in pay, I as a retiree would contribute the original oils as my contribution to help bring TWA back. No compensation. con't. next page
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GRAPEVINE, FEBRUARY, 1994, con't. By June 8th, I signed the release papers, packed the oils and delivered them to John Krause, VP of Inflight Services, at JFK, who personally took them to STL that afternoon. The first menus were used on International flights on 6th of July, with the picture of the B-307 and a flyleaf with a history of the plane. I have since been commissioned to paint two more, the B-767 and the MD-80. They too have been delivered. God willing and my wife's health improves, we will be back to join the good times. We have been out of circulation for over three years now. Have a good and great day !
PS: Ed Note; Wolly, I acquired a set of those great paintings of yours when they were first out. Are they still available in case anyone would like a set ? GUY CAPIN..( PATRICIA )..Fort Myers, Fl. Enjoyed seeing all the guys at the TWA seniors meeting in Orlando. Pat and I had a good time. We got home on Monday and had a message on the recorder to call Howard Hall. Howard and Bunny have a contract to sell their Cape Coral home of some 30 odd years and are moving to Lubbock TX. Howard is now 92 years old and they are moving to Bunny's old stomping grounds. Howard has two requests: FIRST: Find a home for his " TARPA TOPICS " collection. Issues starting with July, '86 to May, '93. Plus extra copies for Aug. and Nov. '87. SECOND:Howard donated his log books to the University of Wyoming. Great mistake ! They won't answer his request for information from them. Back in 1945, he flew a record-breaking flight, non-stop, from Scotland to Canada. They were carrying Queen Wilhelmina and Entourage. They started getting wing ice just off the coast of Scotland and had to climb to 12,000 ' and above. In doing so, they picked up such a good tailwind, they were able to make it non-stop. Can anyone help identify the crew, equipment, dept. and destination points, etc. Their new address : Howard & Bunny Hall, 8216 Raleigh Ave. Lubbock TX. 79424-4220 I have the " TARPA TOPICS " and they are available-first come-first served Guy Capin, 4446 Crossjack Ct. A-12, Ft. Myers, Fl. 33919-813-481-6924
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GRAPEVINE, FEBRUARY, 1994, con't. RUDY TRUESDALE..( DOROTHY )..Eureka, CA. A local travel agency set up a 10 couple tour and cruise on the River Boat (Ship) Sergej Kirov. We flew SAS to St. Petersburg, boarded the boat (ship), 3 days touring, 5 days cruising to Moscow, 2 days and direct to the airport. At Copenhagen, Dot and I, took off on our own, to Bergen and boarded the Coastal Express MS Kong Harald ( one month old ) and after 30 dockings we rounded North Cape and left the ship (boat ) at Kirkenes, six nights on board and a wonderful cruise with 3 tours. SAS to Oslo, 3 days, SAS to Stockholm, 2 days, SAS to Copenhagen and an 11.5 hour flight on a 737 to LAX. 80* N. Lat. and good weather. The Russian boat (ship) was operated by a Swiss Company and recently refurbished to their specs, food imported and very good. UAL put on a special low fare short term deal to HI so we purchased tickets and flew out of Foggy Arcata at 0600 on 10 Nov. on United Express ( no fog) and direct to Kona HI to visit a nephew of mine and flew home on the 16th. Wonderful place except for the prices. Last evening I phoned Peg Tomlinson. Tommy is in a rest home three miles away and recognizes her but does not talk much. Very upset if she misses a day. He had his third stroke in three years, the last in November, 1992 and in rest home since the last one.. Just talked on the phone to Bernie Lloyd's daughter. Due to his poor eyesight she and his son moved Bernie from Douglas AZ. to CO., including his two horses. Her new house with a wing for Bernie is just completed. The move was in Aug.. On Oct. 18, Bernie was going upstairs in the new house, no railing, and fell. He seemed OK but had a stroke during the night. A pool of blood on his brain. It absorbed so now his speech is quite clear, but he does not talk on the phone as yet. He is in a health care center where they have a therapy program. He loves to receive cards and she reads them to him. 3534 Pleasant View Dr. Castle Rock, CO ........ 303/688-4684 All the Best, to All Rudy Truesdale Ed. Note: Rudy, where did you get those 3D stamp envelopes?? Fantastic !!!
GRAPEVINE, FEBRUARY, 1994, con't. LYLE BOBZIN..( RITA ).. Seattle, Wa. The year, for us , began with a severe "southwester" wind 80 mph plus, here on Puget Sound. A 60 foot Douglas Fir was "topped out" next to the house, the top section, in falling, removed all the utilities from the house. Several days with power from an auxiliary power generator, revealed that the fuel tank, as in most airplanes, was too small. The generator would not run through the night. The next door neighbor, did not for some reason, appreciate the thing running next to his bedroom. The neighbor's power was restored days before ours, he for some reason appeared with a power line from his house to ours. The summer that wasn't, was fortunately followed by a delightful fall-Indian Summer. The enclosed picture: The annual summer " OX-5 Old Timers Picnic" held at Tacoma Narrows Wa. airport. The 1914 Ford " T " piloted by Rita, is a beautiful restoration. Rita is allowed to attend the OX-5 functions based on her good looks, not experience. Directly behind Rita, our Beech Bonanza. Not in the picture was a beautiful OX-5 Eaglerock. It brought back fond memories of the Hiso Eaglerock I flew years ago in Wisconsin. At our Diamond Point Wa. Hanger: the '47 Luscombe 8E, after 8 gallons of aircraft stripper, my repaint of the blue stripes plus the "S" logo, a new interior, installation of Cessna seats, new windshield, top overhaul, is again on the flight line. In 55 years, what goes around comes around. I did this early in life as it was the only way we could afford to fly. While Brooke, Orion and I fly the Beech, Rita continues to manage the AA Admirals Club at Sea-Tac Airport. The year was more enjoyable by the F/A strike in November. The normal 10 hour days were extended. Before Rita moved to the Airport, " Slick Willie intervened in his usual grand stand manner. The jury is out. Happy New Year to All ........................... Rita and Lyle Bobzin
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GRAPEVINE, FEBRUARY, 1994, cont. CHARLIE KRATOVIL ... St . Louis, Mo. This picture of the Jenny brought back memories of 1928-1929 when I had 50 hrs in an OX-5 Travelaire and put in 10 hrs in OX-5 Curtis Jenny with Bud Drummond of East St. Louis. The engine was a Hisso 150-180 Hp, I think, with twin overhead cam V8. Boy was it fun listening to the wires singing in glide and landing. This boy Drummond made two good landings and one not so good. In two days if you made three good landings in a row you soloed. We had a nice level mown alfalfa field in Belleville. I was 35 minutes late for my appointment about a quarter mile from the field , He was just getting off the ground. Head out the right side when the left wing struck the top of a tree near the farmers house. I hurried toward the scene. The airplane was nose down with the tail straight up in a duck pond. Bud was up to his knees in water, three front teeth knocked out, blood all over the place. "Kratovil, &$#@%$*&^, this wouldn't have happened if you had been on time !I! His father phoned with a horrible denunciation but later apologized. Six months later I paid them a visit. The airplane wings were in a barn, the prop was off, the engine covered with a tarp, the spruce was all moldy and the fuselage under cover and a 5 year old kid with a helmet and goggles on was hanging onto the control stick going " BRR--BRR-BRR" ! Bud was hollering at him " Get out of my toy, Willie " Sure wish we had that Machine today.
Charlie Kratovil was with TWA from 1935 to 1967. He is 86 years young.
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GRAPEVINE, FEBRUARY 1994, con't Below are some photos sent in by TARPA members on their activities.
Counter-clockwise from the top Irene and Russ Myers Archie and Bill Hoveland Patty and Ray Hallstein These photos were taken in the Cayman Islands at Irene & Russ' daughter, Val's wedding Bottom photo is Grapevine Ed. Workplace (looks like Shoe's desk)
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GRAPEVINE, FEBRUARY, 1994, con't... A. T. HUMBLES, ( BETTY ).. Belhaven, NC. . and Betty have taken advantage of the much needed and deserved A. T ti me off from TARPA volunteerism and been hitting the road. They have four sons, Tom, Jeff, Jim and Frank. They have visited them at different times and sometimes all together in Belhaven N.C. ( I hear A. T . does a mean pig roast, so when he wants to entice them home he puts out the news he is doing a pig.) They have been to Conway SC, South Boston and Upper Marlboro Md. Also on the way to Miami for the Cruise Convention they stopped at Betti and Mickey Winds (the four of them spent some time together with LeMays personal airforce during the Korean War), after which they drove down together. They hit Daytona Beach for a visit with 21 year old grandson Tommy. Meanwhile to keep in shape their Great Dane takes them for long walks Betty and A. T . wish every one good health and a happy and prosperous New Year KATHRYN BRUBAKER, Juno Beach, Florida Kay sent Richard Davis a note thanking him for the honorary membership in TARPA. She said Robert wanted so badly to attend the last two meetings but was just not able to do it. He missed seeing all his old friends. Kay, we in TARPA hope to see you at some of the meetings in the future, We have one coming up this year in STL. ******************************** Word has been received just before the GV, is due to be sent to our Editor, that Gene Lore has passed away. No other info. is available at this time. I first flew with Gene on the 10th of September, 1953 Flight 422-LGA-DAY and Flight 53 back. He was very patient with a relatively new Co-Pilot. We had a good trip and that was just the beginning. I flew with Gene many times on TWA and on just about all the aircraft types. I remember most of all, the National Ad Gene, CT Williams and I did for TWA back in the 60's. We were all flying the CV-880 at the time (in those days we flew the 707 and the 880 in the same month.), and the picture was in front of a B-707. Gene was a great guy and the many memories I have of him will never be forgotten. You know, Gene is up there wishing we were up there with him, and we are down here wishing he was down here with us. God rest Gene. ****************************************
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I N MEMORY OF EUGENE LORE
This letter is one of the hardest things I've had to do. Gene Lore died November 13, 1993. His years with TWA couldn't have been more wonderful. When he checked out on the 747's he felt like a kid at Christmas, with the greatest toy in the world. He was quite active in ALPA, becoming Chairman (of Council 24) for TWA pilots in the late 60's. His oldest daughter, Lynn, was with him at "Jacky's" Bar in Paris when a few men took her aside and asked her to persuade Gene to accept the nomination. He finally did, but reluctantly . Once he got into it he thoroughly enjoyed it. TARPA TOPICS FEBRUARY 1994 PAGE 65
Flown West, cont'd. I'm enclosing a small copy of the November 2, 1962 LIFE Magazine inside cover picture and a repeat of the pose at the Hershey ( TARPA) Convention. You'll also find a rather dark photo of Gene taken in 1972. Our four children, eight grandchildren and four in-law children have been our pride and joy. I wish we could have done fifty more years. Mildred "Mimi" Lore
Editor's note: The following piece was written by Gene's grandson in remembrance of his grandad. Because of the length of the piece, only the last two paragraphs of the original could be used here. This past Thanksgiving was particularly hard. This was the first holiday that my Pop wasn't around. We all brought food to my Gram's house and had a buffet dinner. It was a rough night for my whole family. The next morning was the memorial for my Pop. My brother, my uncle, and three of my Pop's closest friends spoke in his honor. They all did him proud. Life seems harder and more complex these days. I miss the days of running up to my grandparents' door and acting childish while one of my grandparents came to open the door. Sometimes I wish that I could turn back the clock. But we can't and so we all grow older. In "The Days Between" by the Grateful Dead, Jerry Garcia talks about the days in between birth and death. He says that all we want to do is "learn and love and grow." I thank my Pop for helping me to learn and love and grow. TARPA TOPICS FEBRUARY 1994 PAGE 66
Flown West, cont'd. IN MEMORY OF LYLE A. SPENCER DECEMBER 26, 1919 - NOVEMBER 23, 1993 The members of TARPA lost a valued friend, dedicated worker and competent leader with the death of Captain Lyle Spencer in Las Vegas, Nevada, on November 23, 1993. Lyle, or "Spence" as he was often called, was a strong and vital factor in the formation and growth of the organization. He served several years as a TARPA Director and provided quiet and effective leadership as President for two years. Lyle was born in Mt. Vernon, Washington, on December 26, 1919. He enlisted in the Army Air Corps on June 23, 1942. He was one of the B-24 pilots who returned from the famous and costly raid on the Polesti oil fields. After relief from combat duty, he flew with the "VIP" transport group at Washington, D.C. He left military service in December, 1945, as a Major. His numerous decorations included the Distinguished Flying Cross and the Air Medal with clusters. Spence joined TWA in 1945; he retired on medical disability in 1979 at age 59. During most of his TWA career, he was a tireless and productive worker for ALPA. He served on numerous ALPA Committees, was a strong and vital cog in the TWA Pilots' Credit Union and, also, served ably as Council Chairman at the Chicago Domicile. Lyle is survived by his widow, Dorothy, of Las Vegas, and three children by his deceased first wife, Kay. They are sons, Stephen and Scott Spencer, both airline pilots, and a daughter, Susan (Kate) Collins, a lawyer. He also leaves 13 grandchildren. During the many years we shared at the Chicago Domicile, Spence and his family became very close friends with my family. As a warm, willing and multi-talented "handyman," he spent much of his spare time helping less talented homeowners (such as myself) cope with electrical, plumbing and any other problems. He brought the same quiet proficiency to these chores that he did to his work as a pilot and as an ALPA representative. He was a true professional in every sense of the word. I will miss him greatly. Al Lusk TARPA TOPICS FEBRUARY 1994 PAGE 6 7
Flown West, cont'd. IN MEMORY OF HENRY DAYTON ORR 1910-1993 Dayton, as we all knew him, passed away in Kansas City on August 12, 1993. He was born in Carroll Louisiana and spent his early years in Lubbock, Texas. His career as a pilot started in the 20's and he soloed at Meacham Field, where he and a friend later operated a charter service. He also joined the Army Air Force Reserves. In 1941, he came to TWA as a First Officer. In early 1942, shortly after Pearl Harbor, he was called to active duty. His first tour of duty was in the ferrying division of the Air Transport Command (ATC), flying bombers to military installations in many parts of the globe. In late 1942 he was assigned to the South Atlantic Division of ATC as Operations Officer - and later as Commanding Officer of the island base on Ascension in the middle of the South Atlantic. In his year as C.O. at Ascension he flew virtually every type of American bomber, fighter and transport in the U.S. Air Force and several Navy aircraft. On his return to the United States he was Director of Operations for the 4th Ferrying Group, assigned to the 503rd AAF Base Unit, the so-called "Brass Hat Squadron," which flew government officials and military personnel on their many "missions." Some trips were with the Secret Service and members of "the Press" accompanying President Truman on his DC-4, the "Sacred Cow." He also flew to the Potsdam Conference carrying Field Marshal Sir Henry Maitland Wilson, representing Great Britain, and General Hartemann, Minister D'Air of France, who honored him with a presentation of the French Wings. In 1946, after his discharge from the Air Force, he returned to TWA. He flew domestic and international flights and was an instructor at the Kansas City Training Center for many years. He retired from line flying in 1970, but continued in the Training Center until 1973. Dayton is survived by his wife, Mildred (60 years) and by son, Joe, and daughter, Danna. There are also 5 grandchildren and 13 great grandchildren. Son Joe is well-known and respected as TWA's currently most senior line Captain, retiring in March of this year.
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Flown West, cont'd. IN MEMORY OF CAPTAIN JOHN E. NUNN Who passed away on October 16, 1993
IN MEMORY OF F/E ROBERT M. NICKERSON Who passed away on October 12, 1993
IN MEMORY OF F/E HAROLD L. WRIGHT Who passed away on August 24, 1993
IN MEMORY OF F/E RICHARD E. LUDWIG Who passed away on September 17, 1993
IN MEMORY OF CAPTAIN PHARES MCFERREN Who passed away on January 12, 1994
IN MEMORY OF CAPTAIN LEONARD J. SPECHT Who passed away on January 11, 1994
IN MEMORY OF CAPTAIN JOHN M. MARIS Who passed away on January 17, 1994
We only have the names and dates of passing on the individuals listed on this page. Please forward all information for FLOWN WEST Section of TOPICS to Bob Widholm in time for him to compose it and get it to the Editor by the 10th of the month prior to publication. TARPA TOPICS FEBRUARY 1994 PAGE 69
ONE MAN'S HOBBY N - 63818 FIFTY YEARS OF WOOD AND CLOTH It started in Chicago in the war years, July 9th, 1943. Sort of a stepchild to Fairchild's great primary trainer, the PT-19. This particular aircraft was the one hundred and tenth built by the Howard Aircraft Company to Fairchild's design. One hundred and ninety-nine were eventually constructed by Howard. The other three manufacturers, St. Louis Aircraft, Aeronca and Fleet, were using all the Ranger engines that were available, but the need for primary trainers still existed. A Continental W-670-5(6N) radial engine with 220 Horsepower was substituted. Thus was born the "Cornell," a pug nosed PT-19, and designated the PT-23. Of 8,130 aircraft built, 1125 were PT-23's. There are perhaps 10 PT-23's flying today.
Four days after roll-out the U. S. Army Air Force accepted the aircraft, wrote a check for $9,189.00, and put it to work training Cadets at the 69th AAF Flying School, Clarksdale Airport, Mississippi. One year later, July 20, 1944, it was transferred to the 2122nd AAF Training Command in Greenwood, Mississippi, where it served till the end of the war. There is no record of how many young men learned to fly in this machine. There must have been a bunch !! Its military career finished, the War Assets Administration took possession, and on March
TARPA TOPICS FEBRUARY 1994 PAGE 70
22, 1946 sold it to Moline Air Service for $391.00. About four percent of the original cost. Since that time, nine people have owned the aircraft, and it has been based in Illinois, Iowa, Montana, Connecticut and New York. Presently it is at Carlsbad, California. Purchased in New York, near West Point, the trip west began in March of 1978. Cold weather, (I mean COLD ), rain, the demands of TWA crew schedule and the necessity to get my Income Tax started stretched the coast to coast flight to two months. The old bird still flies two or three times a month and seems happy in its semi - retirement. It should - it lives in a hanger with wall to wall carpet and paneled walls. Last July it had its 50th birthday. We had a hanger birthday party complete with hot dogs, sauerkraut, beer and a live western band. One hundred and seventy folks showed to wish it well ! If you are unable to contact your Secretary/Treasurer, chances are that I ' m out boring holes in the sky. Leave a message, I'll be back !
TARPA TOPICS FEBRUARY 1994 PAGE 71
CALIFORNIA GOLD COUNTRY (Or - The Rolling Happy Hour) Dick BDavis y The "Wagon Angels," a camper group of retired TWA employees in the Los Angeles area, had their regular camp out recently at San Dimas. After the usual pot luck dinners, story telling ("one-upmanship"), talking about new rigs, etc., five rigs went in trail, up California Route 49. This road, two lane, twisty and hilly, heads north in the foothills of the Sierra Nevada, through all the historic 1849 mining towns that boomed during the Gold Rush. We found a neat little wooded campground in Sonora. After jockeying for the best sites, " Happy Hour" was declared and Dick and Marcia Davis, Dick and Jean Hallsted, Carl and Vicki Schmidt, Lou and Rose Marie Thomas, and Craig and Marilyn Tynan continued the relentless game of one-upmanship. Using Sonora as a base for three days, we toured the area in our towed (toad) cars. Visited Mariposa, Bear Valley, Coulterville, Big Oak Flat, Groveland, Chinese Camp and Jamestown. While multi-millions of dollars worth of gold were dug out in miserable conditions of heat and cold, not to mention the distinct possibility of getting killed, some became rich without that kind of labor. Shop keepers sold shirts for $50 and shovels for $200. Col. John C. Fremont bought a former Mexican land grant of 45,000 Acres near Mariposa in 1847 for $3,000 and sold it in 1863 for $6,000,000. Big Oak Flat required using State Route 120, a steep, corkscrew climb of more than 2000' in less than five miles. Carl Schmidt's little Honda, with the Davis' aboard, proved worthy and we enjoyed lunch in Groveland at the Iron Door Saloon, built in 1852 and still in business. On the way back there is a short-cut, so down we went. Low gear would not hold the Honda and, pretty soon, the smell of hot brakes woke us all up. Carl's right foot was pressing harder and further and a unanimous decision was reached to reverse course and make an emergency ascent back to the top and down the long way. The Honda was a lot happier on the lesser grade. Moving to a new campsite in Auburn, we toured San Andreas (where Marilyn Tynan spent her youth), Sutter's Creek, Placerville and Coloma, the site of Sutter's Mill. The amount of gold found along this route staggers the imagination. In Columbia, in 1850, a Dr. Hildreth and his party gathered 30 pounds of nuggets in two days. Some claims were as small as ten feet square — and worth working. Of the tens of thousands of people — Chinese, French, Argentine and U.S. — from every part of the country, few are left. Most towns have two or three hundred inhabitants; some as few as twenty. At Auburn, our group split up and we made our way home. Good trip, good folks. This is certainly a great country!
Photos from the trip
TA RPA TOPICS FEBRUA RY 1994 PA GE 72
"CALIFORNIA GOLD" PHOTOS
L to R: Dick & Marcia Davis, Jean & Dick Halsted, Carl & Vicki Schmidt, Lou & Rose Marie Thomas, Craig & Marilyn Tynan
Sutter's Mill, Coloma, CA (On State Route 49)
TARPA TOPICS FEBRUARY 1994 PAGE 73
A HOLE IN ONE by Goldy Goldthorpe The approaches to most airports have their own, individual obstacles such as LGA's Whitestone Bridge to the east and CON ED's five, smokey old stacks to the west. Kansas City Municipal has stacks, too, on top of Rudy's Seed Factory on one end and all those skyscrapers on the other; while Chicago's Midway had, among a lot of other things, a large gas tank until a small plane disappeared into it one foggy morning. Prestwick has Ailsa Craig, jutting up in the Firth of Clyde off the west coast of Scotland. Normally she was no problem but on this particular afternoon in 1944 things around Prestwick were by no means normal. It was during WW2 and our ICD C-54 had almost completed another trans-Atlantic trip. When reporting over the Derrnacross beacon (UU7) on Ireland's northwest coast, Prestwick Control advised us to descend over the North Channel until contact, then proceed VFR directly to the airport. This clearance was very unusual...definitely not "standard". Even if we were able to pinpoint our location to breakout over the Channel, there was old Ailsa's granite cone in the way. In those days even the efficient RAF wasn't equipped to vector us safely around her. So when we were unable to break contact at a safe minimum, our Captain prudently elected to climb back on top and do it right. On the way up, however, the C-54 suddenly seemed to go wild, lurching and rocking back and forth in a violent manner. Slip-stream turbulence! We had just barely missed something! When asked about traffic, Prestwick advised (in code — wartime security) that there were uncontrollable aircraft at all altitudes! So THAT was why they had suggested we slip in VFR. Needless to say there were some tense minutes and a couple more jolts...although none as severe as the first one... before we broke out on top where we found lots of company. It seems that a large convoy of new bombers being ferried over from the USA were trying to get into Prestwick, too, when their original military destination folded. We had a long wait but were finally cleared to land and our Captain made another of his precise instrument approaches. Then, just before touching down, a dark shadow crossed diagonally above us. It was one of the bombers that had followed us down through the overcast. The last I saw of them they were bouncing heavily over the turf almost landing on nearby Prestwick golf course where they could have made a BIG hole-in-
St. Nicholas Hotel
TARPA TOPICS FEBRUARY 1994 PAGE 74
A Hole In One. coned.
one...but they didn't. Then there was the time when the Nazis were camouflaging some of their four engine Fokkers to resemble our C-54s, olive drab paint, white star and all. Well, when approaching Prestwick one sunny morning, a couple of British fighters challenged us and they meant business. Although we radioed the correct code of the day and fired the right colors from the Veri pistol (twice) and our IFF (Identification-Friend or Foe) was putting out OK, they herded us down right to the ground, one in front of us and one just behind. Their machine guns were loaded, their grim pilots' fingers on the triggers were ready and they could have made lots of LITTLE holes-inone C-54 ... but they didn't. During early ICD days our crews lived at the St. Nicholas on Prestwick layovers. It was a small, two story hotel at 41 Ayr Road with bay-windowed front rooms and a gabled attic located not far from where 'Old Tom' Morris "... most, if not all of originally set up his golf shop back in 1851. Although owned and operated by the two Grey sisters, it was usually the ICD Flight Engi- pretty much taken over by ATC crews. The St. Nick was a convivial place, a neers came from the Yankee oasis in wartime Scotland, where the jaunty Johnny Walker sometimes made his way from nearby ranks of TWA meGlasgow to the St. Nicholas kitchen-bar via Baltimore, the Stephenville Officer's chanics and they Club and the bottom of a flight kit. One evening we were gathered proved themselves to around the dining room table waiting for the evening meal. The hotel windows, even the one "Sparky" accidenbe experts..." tally tumbled out of one time, were solidly covered with thick drapes effectively blacking out even the dim overhead lighting without, however, dimming the hearty good spirits of the group. Our Navigator, I believe it was Dick Ellis, started to nibble on one of Ms. Grey's goblets as an hors d'oeuvres but she talked him out of it. Instead, he reached into his pocket and pulled out the stem of a Martini glass, originally owned by the Bobby Jones night-pub. FRO Harry Stitzel paused in the process of polishing his glasses and remarked: "You always save the best part for the last, don't you, Dick?" Our Captain, I think it was Don Brown but it could have been Ruby Garrett, was telling his latest, lusty story and our Flight Engineer, (we called him Big Bill) was pouring over a Pratt-Whitney publication, ignoring both the crystal crunching and the titillative tales. As 'Ole' Olson noted in his excellent article (Feb. ' 92 TARPA TOPICS): "...most, if not all of the ICD Flight Engineers, came from the ranks of TWA mechanics and they proved themselves to be experts..." Big Bill was one of those. An avid reader whose idea of curling up with a good book would be to lug a thick equipment manual upstairs. He was a most welcome presence on the jump-seat between the Captain and F/O in the panel-less C-54s. He knew more about that machine than Donald Douglas. Suddenly the front door burst open, the blackout curtain parted and our Purser stumbled in. It seems that, when returning from visiting a friend, he had decided to take a short cut through the Prestwick golf course when natural darkness and man-made blackout caught him midway on the fairway. Losing both footing and flashlight, he had fallen into a deep TARPA TOPICS FEBRUARY 1994 PAGE 75
A Hole In One. contd.
bunker before finally finding his way back to the hotel. The dependable Big Bill dropped the Wasp R-2000 tech order and helped his fellow crew member to his room. Upon returning to the dining room, we asked Bill about the poor fellow's condition. "Oh, he'll be OK after a good night's sleep, I guess. But he was talking kinda funny. After I finally got him into bed, he grabbed me by the arm and said: `Hey, Bill! There was another William in yet another tragedy who sure got it right when he said, and I quote: CURSED BE THE HAND THAT MADE THESE FATAL HOLES! ' Big Bill paused and reached for a fork. "Then he pulls the covers around him, rolls over and mumbles something about Richard 3, Act 1, Scene 2 and conks off to sleep." In the silence that followed, Bill carefully polished his spotless fork with a dainty St. Nick napkin, and glanced around to see what was left for him to eat. Then one of our more serious golfers, probably Bill Ray, although it might have been FRO " Mac " McFerren, spoke up: "Seems like he made a hole-in-one. Right?" "Not really. It was more like a baulixed up birdie. He slipped into a sand trap first, you know. Pass that mutton down, Tiny, will ya?" End
Our thanks to Dan McIntyre for loaning us some of the TWA historic images used here and in other parts of TOPICS...Ed.
TARPA TOPICS FEBRUARY 1994 PAGE 76
CAPTAIN CHARLES MEDLEY "BLACK DOG" DAVIS The author of a recent (Nov. 1993) "Topics" story entitled "ESCAPE FROM MAUI" probably needs little or no introduction to the TARPA membership --- just an explanation which the above picture will illustrate. We have all used the phrase "up a creek without a paddle" (various types of creeks). This is proof positive that "Black Dog" still knows how to confront such a crisis with his usual wit and diplomacy. You will note the absence of oars. As a matter of fact, there is no water as the ship is safely anchored in the back yard of his temporary residence in Maui by the request of local authorities. It seems that the Captain's ship has a big hole in the bottom and this created a hazard to navigation and a menace to bathers or scuba divers in the area --- huge sharks were circling in the vicinity with amorous or hungry looks on their faces. Charles was on "standby". Presented by the US Coast Guard, US Navy, MASH (Mothers Against Shark Harassment) and Ed Betts.
TARPA TOPICS FEBRUARY 1994 PAGE 77
J. D. POWER
A MARKETING INFORMATION FIRM Los Angeles • New York • Detroit • Tokyo
AND ASSOCIATES
CONTACT: Patricia A. Patano (818) 889-6330
.PowerandAscitJDRlernpot Frequent Business Travelers: Top Priority On-Time Performance
FOR IMMEDIATE RELEASE: November 23, 1993 AGOURA HILl S, CALIFORNIA—The J. D. Power and Associates annual, independently-funded study of frequent business travelers reveals that while on-time performance is the single most important factor, a number of other factors also contribute to overall customer satisfaction. The study looks at satisfaction on both the price-competitive short haul and service-competitive long flights. Ranking at the top of this year's long-haul flight index is TWA. And, at the top of the short haul ranking is Delta Airlines. This J. D. Power and Associates study ensures that airline carriers know where they rank in the eyes of passengers relative to their competition in customer satisfaction terms.
The J. D . Power and Associates 1994 Domestic Airline Business Traveler
Satisfaction Study
is based on nearly 24,000 evaluations by frequent business
travelers and includes all domestic carriers that account for over 2 percent of flight operations. Other factors of importance to frequent business travelers, in addition to on-time performance, are: scheduling/ticketing issues, the aircraft's interior, flight accommodations, and gate check-in and boarding. Issues of specific (Page 1 of 3)
30401 Agoura Road • Agoura Hills, California 91301 818-889-6330 • Fax: 818-889-3719 TARPA TOPICS FEBRUARY 1994 PAGE 78
relevance to those business travelers on long flights are: in-flight amenities and seating comfort. "The major carriers must take note of the message being sent by business travelers," commented J. D. Power III, President and Founder of J. D . Power and Associates. "Frequent business travelers have higher expectations. Meeting or exceeding those demands is vital to revenue and load factor objectives." Airlines ranking at or above the industry average in the short-haul flight category are: Delta (121 index score), TWA (109), United Airlines (106), American Airlines (100) and Northwest Airlines (100). J. D . Power and Associates does not reveal the index scores for those airlines ranking below the industry average. Airlines below industry average, in alphabetical order, are: America West, Continental, Southwest and USAir. For the long-haul flight category, TWA ranked at the top of the list with an index score of 108, followed by American Airlines at 104 and Northwest Airlines at 103. Carriers in the long-haul segment falling below industry average are, in alphabetical order: Continental, Delta, United and USAir. Of note in this year's study is that an analysis of the respondents answers defined short-haul fights as those of 500 miles or less, while long haul are 500 miles or more. In addition, the sample of frequent travelers for this 1994 study includes subscribers to both a major frequent traveler magazine and a flight directory, plus others who are airline-intensive users of a major credit card.
Jim Pinkerton sent the above copy of the J. D . Power Airline Report on Frequent Business Travelers. He thought TARPA members might like to read a copy of the actual report instead of seeing newspaper reports about it...Ed
TARPA TOPICS FEBRUARY 1994 PAGE 79
Read this and you can see that a good walk will do wonders for you! But, you can also see that it won't keep corporate raiders, bureaucrats & politicians from doing "their thing. "...Ed
A GLIMPSE AT THE PAST It was recorded in the Caledonian Mercury of 14th October, 1790, that Sergeant Donald MacLeod, the long serving Highland soldier, had just walked 10 miles on the Hammersmith road out of London in two hours and just minutes, thereby winning a wager of 100 guineas. In October, 1790, Sergeant Donald MacLeod was 102 years old. 203 YEARS AGO...
He was born at Ullinish in northwest Skye in 1688. He joined the British Army at the age of 14 and left the service in 1776 when he was joined years old. During his 74 years in uniform, MacLeod fought under Marlborough in France, Germany and Flanders, was commanded by Argyll at the Battle of Sheriffmuir, served under "Butcher" Cumberland in the Low Countries (although not at Culloden - his Highland regiment being considered untrustworthy for that campaign). He was beside Wolfe on the Heights of Abraham during the successful storming of Quebec, and, finally, he signed up for the loyalist forces in the American War of Independence. When he eventually departed the King's service in 1776 (having served five monarchs), MacLeod was surprised to learn that he did not qualify automatically for a pension of the King's List. He retired to Inverness and waited several years for his shilling-a-day. In September, 1790, he finally lost patience and walked from Inverness to London with his wife and their nine-year-old son to make representations at court. The journey took them four weeks and, on arrival in the capital, he undertook that 10-mile hike for a wager. Sergeant MacLeod never received his pension. A year later, in 1791, the soldier from Ullinish died at the age of 103.
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November 22, 1993 Dear Chuck: We have been trying to get in touch with all the former members of the ICD operation to inform them of our coming 52nd Anniversary reunion next May and thought that an announcement in TARPA TOPICS might reach some that we have missed. Would you please insert the following in the next issue?
"1994 will be the 52nd Anniversary of the TWAICD operation and the first since the Government has officially recognized our service in World War II. This will be our first meeting since receiving our Honorable Discharge and the medals to o with it. We plan to get together in Orlando, Florida, again at the holiday- Inn on International Drive, May 3rd and 4th. For more information please contact George Friedrich, 473 Jeanette Dr., Ormond Beach, FL 32174, Phone 904-673-0752. We're looking forward to a good turnout, so come and join the fun." If you're looking for a story to fill the next issue I offer the following anecdote about our old friend, Don Terry. In reading the article about Sailor Davis by Goldy Goldthorpe in the November issue of TOPICS the name of Don Terry appeared and brought back a memory. I was Station Manager in Paris at the time and, as was my custom, was having lunch at the U.S. Air Force Officers Club on Orly Field. Provost Marshall Marv Leuck came over to our table and spoke to Colonel Bounds, Base Commander. He said, "Colonel, do we have a Lt. Terry R. Donald on the base?" The Colonel replied, "Not unless he has arrived in the last day or two. Why?" Mary replied, "The Italian police are looking for him." By this time a bell rang in my head and I said, "What do they want him for?" Marv said, "He stole a painting worth $ 50,000 from the Mediterraneo Hotel in Rome." This was our crew hotel. I hadn't seen Don for several weeks because he was injured in an accident on his way home from the airport on his last trip. As luck would have it I found his name on a flight from New York the next day, his first since the accident. I met the arrival and talked to Don. I asked him if there was any reason why the Italian police might be looking for him. He said "No, no reason that he could think of so I mentioned the $ 50,000 painting and the Mediterraneo Hotel, but it didn't phase him. At least for a few minutes.
TARPA TOPICS FEBRUARY 1994 PAGE 81 I
Then he came back to me and got me in a corner for the whole story, so I told him all I knew. He turned around and went back to New York on the next available flight. He came back in a few days and had a painting with him that he showed me on his way to Rome. It seems there was an old man, a janitor at the hotel that Don had befriended, who painted as a hobby. Don told him about Grandma Moses and told him that she sold paintings for as much as $ 50,000. So the old man brought one of his to Don and he was going to take it to someone he knew who might know whether it was any good. Because of the accident and his delay in coming back, the old man thought for sure Don had sold it for $ 50,000 and had absconded with the money. He had the name backwards because that's the way they were on the Immigrations forms that were turned in to the hotel. He also thought that he must be in the military because he wore a uniform and he must be at least a Lieutenant with all those gold braids on his arm, so he went to the police. Don took the painting back to the old man and they got it squared away with the police. End of story. I don't know of anybody in our organization who created more stories than the terrible Turk, but underneath it all he was one great guy. I was stationed in Casablanca during the war and Don asked me one day if there wasn't something he could bring over for me. Something that I really missed from home. I said, "The only thing I really miss is fresh milk"; even though I was never much of a milk drinker. About a week later one of the fellows on an arriving crew brought me a box full of cartons of milk all packed in dry ice. I, and others had never tasted anything so good. Keep up the good work. I sure do enjoy the TOPICS. Best Regards,
303 S. 6th Street St. Charles, IL 60174 November 25, 1993 Dear Mr. MacNab, I want to thank you for the wonderful articles about Bill and the way you presented it. We were all very pleased. It was very heart-warming as were West Jacobs kind words. Take good care of yourself and my best wishes for the holidays. Sincerely, Evelyn M. Barrett TARPA TOPICS FEBRUARY 1994 PAGE 82
Captain Charles E. MacNab (Ret.) Editor, TARPA TOPICS 1865 Penny Royal Lane Wentzville, MO 63385 Dear Chuck: Many thanks for the copy of TARPA TOPICS - it sounds as though everybody had a marvelous time. Larry Hecker had given me a rundown earlier. I was appropriately envious. I talked to John Gratz last week about next years program. It would appear to be a wonderful opportunity to celebrate a series of anniversaries together with the return of our headquarters to St. Louis. We all appreciate the efforts of TARPA members to help in the challenge of turning around our dearly loved airline. Our passengers are learning that there truly is a "renewed" TWA. Sincerely.
Robin H.H. Wilson Vice Chairman Hi Chuck: Just wanted to say how much I enjoyed browsing though the book, too. I'm sure you don't remember me, but I spent almost 25 of my 38 years with TWA in Flight Operations Training. I worked with Captain Laursen until he moved the department to STL. But Flight Operations people are still "family" to me - I always tell people I helped raise our pilots. I saw several good friends in the book. Thanks for sending it to Mr. Wilson. Maria (LaSala) Eades Maria is Secretary to Robin W ilson - her note was attached to his letter...Ed TARPATOPICS FEBRUARY 1994 PAGE 83
Dear Dick, We had a wonderful summer in Minnesota, then got back in time to get our November TOPICS. Your seasonal address changes really work. It's hard to think of new superlatives to describe TOPICS, since it started out great, and continues that way. One improvement I really appreciate is the way you seal the pages together for mailing. The covers stay much nicer. I save the TOPICS forever, and roughed them up pretty bad getting the staples out. Here's wishing you a Merry Christmas and all the best in the New Year. Jim Mock
CLEO A. MATTKE 1347 Paint Brush Drive Sun City West, AZ 85375 (502) 584-2975
Nov. 22, 1993 Mr. Richard Davis, Just finished reading TARPA TOPICS and decided to send you a membership dues amount to be used as TARPA sees fit. Sounds like the convention on the High Seas was a very successful experience. The last convention I attended was in STL (also at the Adams). Keep up the good work. I can appreciate the long hours and skill in assembling a magazine such as TARPA TOPICS. A special thanks to A. T . Humbles and his staff(s), and now to Charles E. MacNab. Ran into a Paul Mason - an American Airlines type - who was asking about, or if I knew, John Happy. Guess they were neighbors. My wish for you all is a Merry, Healthy Christmas and a Happy New Year. Sincerely, Cleo Mattke, 56274 (Capt.) Cleo is an EAGLE, therefore not obligated for dues....but paid anyway.....we all thank you, Cleo...Ed TARPA TOPICS FEBRUARY 1994 PAGE 84
38 Crag Lane Levitton, N.Y. 11756 December 30, 1993 Dear Chuck: The November ' 93 TARPA TOPICS was splendid! It was a real, slick, professional publication...and so BIG, so packed full of interesting material. Your efforts as editor in selecting and laying out the material plus the technique of the new printer have made the already excellent magazine truly outstanding. Also thanks for all the fine tech info on how TOPICS is put together and for the tips and suggestions to would-be contributors. They are appreciated. For one thing, I went right to work cleaning up my old Remington and putting in a new ribbon. Hope the results are satisfactory. I am enclosing my latest 'story' entitled "A HOLE IN ONE" for your consideration. It is, as usual, based on fact but fringed with fiction. This one features Prestwick, Scotland which was ICD's main overseas terminal until France was liberated and Orly opened up. The "slipstream turbulence" and fighter escort incidents actually happened to flights on which I served as Flt Rdo Opr and I stayed at the St. Nicholas hotel many times until we were moved to barrack-like rooms right on the PWK airport. I am including a fairly recent photo of the St. Nick in case you can use it. The hotel looks much the same as I remember it. Not necessary to return the pix as I had two of them. Hope you and Georganne had a fine Christmas and here's wishing you a very Happy New Year. Very best regards,
' Gotdie...T hanx for your contributions, too. They ve made interesting and livery reading...Keep 'em coming...Ed.
TARPA TOPICS FEBRUARY 1994 PAGE 85
HARRY F. CLARK 2360 LAKE MARIE DRIVE SANTA MARIA. CALIFORNIA 93455 805-934-3406 01/04/94 Capt. Charles E. MacNab, Editor TARPA TOPICS 1865 Penny Roayal Lane Wentzville, MO 63385-4302 Dear Chuck: I hope that you had a very Merry Christmas and that you are getting ready to give the new year a run for its money. Thank You for giving A. T . a break from the many years of his great service to the group. You have big shoes to fill but I know you will do your usual good job . I recently was invited to have lunch with a group of Mooney pilots that were having a meeting here in Santa Maria. I was introduced to the group and gave a little pitch for our Santa Maria Museum of Flight and invited all to visit while they were here. After the luncheon one of the couples, Doug and Beth Triplat, asked me if I knew that Dan McGrogan had died. I advised that I was not aware and when he mentioned that there had been an article in the paper about Dan I requested that he send me a copy of it so that I could pass it along for publication. Enclosed is the article which I am sure will be of interest to the members. Since I am not sure whether you or John Happy will want to handle this I am also sending John a copy of the article. My best to both of you men for the great contribution that you are making to the members of TARPA. Keep up the good work. (Because of space limitations, we courd not print the entire article on Dan McGrogan. Here is an excerpt:)
Harry F. Clark HFC/tih cc: John T. Happy encl.
Mr. McGrogan joined TWA in Kansas City as a ground school instructor in the airline's Flight Operations Division. He worked for TWA from 1964-1982 and later served as a flight operations analyst. Mr. McGrogan was a recipient of the Distinguished Service Award from the Smithsonian Institution and numerous other awards. He headed such projects as TWA's 1976 restoration of the Northrup Alpha. Mr McGrogan died on Nov. 8, 1993. TARPA TOPICS FEBRUARY 1994 PAGE 86
December 4, 1993 Dear Chuck: Back in October of 1941, what would now qualify as the early years of the airline industry, a group of former TWA Hostesses gathered at the Club Room of the Fred Harvey Restaurant at Union Station in Kansas City to organize a social club. The club came to be known as "Clipped Wings." Since that time, former TWA Hostesses and Flight Attendants have gathered, not simply to stay in touch, but to promote educational, civic and philanthropic endeavors, as well as to do their part in preserving the history and promoting the on-going success of TWA. Presently there are 38 Chapters of TWA Clipped Wings, including the United Kingdom. Also, Clipped Wings is the largest member of the Federation Internationale des Hotesses et Convoyeuses De L'Air in Paris, France. In 1963 Clipped Wings proposed a "unified charity" and, since that time, Clipped Wings members have donated over $600,000 to various human service charities. Most recently in Phoenix, at the bi-annual Clipped Wings Convention, a donation of $30,000 was made to the Alzheimer's Disease and Related Disorders Foundation. Since 1980 TWA Clipped Wings has awarded an annual college scholarship. Each member, as well as child or grandchild, is eligible to receive that scholarship. The fund is named in honor of the late Vice President of In-Flight Services, Bill Borden. Clipped Wings has available a red, hard cover book with TWA emblem, titled Wings of Pride. The book provides a written and pictorial history of TWA Hostesses and Flight Attendants through the years 1935-1985. In addition, a recently produced 25-minute video, titled "Wings," is available, which features the entire TWA Hostess / Flight Attendant uniform collection for 1935 to the present. Should any of your members seek information regarding TWA Clipped Wings, Wings of Pride and / or " Wings,'' they may reach me at the contacts noted.
Mrs. Arlene Perla Elliott Exe. VP-TWA Clipped Wings Intl., Inc. 1504 Gettysburg Landing St. Charles, MO 63303 Tele: 314/928-3505 Fax: 314/928-5223
TARPA TOPICS FEBRUARY 1994 PAGE 87
TWA PROGNOSIS: GOOD TO EXCELLENT — PROVIDED?
The virus suffered by TWA under private ownership has been eradicated. Recovery now rests with the vast numbers of dedicated active and retired employees, all of whom are now energetically optimistic in bringing about the return of "their airline" to world leadership in the air transport industry. The near demise of TWA, attributed to the avarice of a "corporate raider" and the ill-conceived, ill-timed devastation of deregulation, has been circumvented by crucial sacrifices of the employees and intervention by Senator Jack Danforth, blocking the asset liquidation plans of Carl Icahn. Gratefully, the Icahn era is history. Now the spirit of TWA with new leadership is deserving of support from all quarters where the airline has served the public domestically and internationally. U.S. flag carriers are highly popular worldwide and offer tremendous relief in balance of payments with load factors comprised of foreign nationals. Pan Am, sadly, is history. TWA came ever so close to trailing Pan Am. Pre-deregulation, both carriers led all foreign airlines in world travel — and without any subsidy. Truly, an example of "capitalism at work." Foreign airlines may appear to be private corporations, but don't be fooled. Even British Airways would find Her Majesty and Parliament hastening to their support before they would permit the airline to suffer the fate of Pan Am! Try this logic. If a foreign airline (such as KLM and British Airways) determined part acquisition of a U.S. airline (such as USAIR and Northwest) was a valuable investment, why should not our federal government? After all, Clinton campaigned on government investing in jobs and industry, so why would it not follow that federal loans be considered to save the aviation industry — not just the airlines in need, but the aircraft manufacturers as well? Boeing and McDonnell Douglas are suffering billions in order cancellations and the impact is costing more than jobs when the loss of foreign sales tips the balance of trade adversely. Airbus Industries is a consortium of European governments in full financial support to gain a foothold in the aircraft manufacturing industry — and the governments involved have found the investments rewarding in jobs and world trade. Past federal loans were approved for Chrysler, Lockheed and even Harley Davidson. Not only were the loans repaid with interest, but the solidarity of all three private companies has remarkably challenged foreign imports while saving jobs for tax-paying citizens and corporations. Can a similar track record be said of the savings and loan debacle?
TARPA TOPICS FEBRUARY 1994 PAGE 88
I may sound protective and I am! We provide 47% of all airline passenger revenue miles in the world. With such a valuable resource, why would we give any of it away to foreign carriers, when they can offer next to nothing in exchange? KLM has 49% vested interest in Northwest Airlines' routes, including domestic traffic centers. What is gained when air travel to Amsterdam would require nothing more than car rental — or even bicycle — to tour the Netherlands? Is that a level playing field? Deregulation brought on the near total demise of the air transport industry in the nation. Jack Danforth asserts he would be forced to vote against it if it were offered again. Free entry has only produced one successful carrier — Southwest Airlines — while we have witnessed the departure of dozens of stalwart carriers by failure or forced mergers, either of which has lowered competition and lessened service by the eruption of hubs and employee concerns for careers. If survival of the fittest is operative in the airline industry today, then support of the survivors should be of concern to air travelers and the government as well, to insure not only survival of the industry, but a return to the rightful world leadership we have enjoyed since the days of the trimotors and clippers and the early pioneers in American aviation. Wake up America. Congress and President Clinton should be lobbied by the voters, not foreign interests or deviant entrepreneurs seeking to profit with unbridled business tactics in an industry more demanding of stability than any of our national resources. Fiscal solvency is inextricably related to public safety as well as profit.
Fairway, Kansas
Richard A. Davis 449 Santa Fe Drive, #200 Endnitas, CA 92024
January 8, 1994 Hi Chuck, I found these two photos while cleaning things up. The aircraft picture is a reduction of an 11 X 14" sepia toned print. I know nothing about it. It has been in my possession for a long time - I don't know where I got it and it has no information, front or back. Looks like an instrument hood on the rear cockpit, and the antenna mast is tall enough to need a clearance light. Maybe you can put it in the TOPICS and see if anyone knows who he is, where it was and what type of aircraft. We now have 340 Eagles - it could well be one of them. Maybe we could get volunteers to supply old photos for a quarterly "WHATZIT" quiz ! The "hero" pic is the one that is on the wall of my "office". You said send it if I found it. Taken "somewhere at sea" in the South Pacific in 1943, Air Group 12, aboard the USS Randolph, CV-15. Autographed enlargements available ( Limited editions ), a la Chuck Yeager !
DICK'S "HERO" PIC AND "UNKNOWN" AIRCRAFT (Your Editor talked him into sending The "Hero" pic.)
TARPA TOPICS FEBRUARY 1994 PAGE 90
WILLIAM A. DIXON 8021 Pinot Noir Court San Jose, CA 95135 January 4, 1994 Captain Chuck MacNab TOPICS Editor Dear Chuck: Retired Captain Arlie Nixon was one of TWA's more colorful captains, to put it mildly, and he is still brim full of vim and vigor! Arlie joined TWA on Sept. 18, 1939, and reluctantly retired May 21, 1974. We had some minor differences (he thinks he was right, I'm sure I was!) when I was in the office at JFK. More memorable was when I flew DC-3 copilot a number of times with him in Kansas City in 1945/46 (what a learning experience!). He even sent me a bag of Oklahoma's famous soft-shell pecans on my retirement in January, 1978. Knowing Arlie, I'm afraid those nuts had a significance I didn't grasp! Since we don't have many living TWA pilot legends, I thought many of TOPICS readers might enjoy, as I did, a letter he recently wrote me following the TWA Seniors 32nd Roundup at Wickenberg in November, 1993. Perhaps you can use it. Sincerely, Bill Dixon ............................................................... Letter from Captain Arlie Nixon. Nov. 26.. 1993 Dear Bill: Your letter was here when I returned. Thanks much for the photo. I only checked half of your file--"most" of my correspondence with you is filed under TWA!! But, in your personal file, the last note which I have from you was in May of 1975, from JFK "inviting me to get my old, 1955 deluxe Cadillac to hell out of the TWA parking lot."... As you know, this is not a direct quote; but you did want me to move my car..and I did! (Maintenance controlled the lot at JFK and wanted that pilot's "old wreck" - their words - removed)! Since 1950 I have kept copies of all my correspondence and all that I have received. For many years I have intended to write THE BOOK; but may never get around to it. I now have 27 full legal file drawers, and that was after disposing of most of my ALPA and IFALPA stuff. That was six drawers and I threw
TARPA TOPICS FEBRUARY 1994 PAGE 92
TOPICS MAIL BOX, cont'd.
some away, kept a little ("The RUBLE CRUSADE--FOR COPILOT LANDINGS"), and gave some that seemed to be of historical significance to the University of Wyoming and Wayne University in Detroit. They both have extensive archives on U.S. Aviation. Paul Poberezny (the founder of the Experimental Aircraft Association) calls me a pioneer, but I tell him that I lacked about 15 years of being that, but I did know many of the pioneers. I am Oklahoma's first naval aviator and have navy instrument license number 215. Anyway, I don't intend to write THE BOOK tonight; but did want to thank you for the nice photo which you sent me! That was the 37th time, in 39 years, that I have been to Wickenburg--since Parky started it. I think that we went to the White Stallion Ranch in Tucson the first two times. It has been a lot of fun, but almost all of the "starters" are gone. Johnnie Guy was the only one I remembered from the first time. I just had a very nice letter from Howard Hall - we write to each other sporadically. He and Bonnie are moving back to Lubbock - her home town. In his letter he did pump me up by telling me that I had been his best copilot. Then why did he pick on me so much? Maybe it was like your story of my tearing up your flight plan. (flight had cancelled, but I didn't know it! BD). Howard was born here in Oklahoma, not far from where I now live. He will be 92 his next birthday and I will be 80--doesn't seem possible! Also had a nice letter from Marrv Horstman not too long ago. As I sit here and think of you there are so many, many stories that come to my mind. One nice one was when you qualified into Hong Kong with me. There was some pressure on me to make it tough on you (mgr. pilots, JFK), but I always have tried to be professional where my Job as captain was concerned. I Just lacked 2 months of having been a captain 33 years. It was 54 years ago today (12/26/93) that Otis Bryan asked me: " How would you like to be a captain?" I had only been a copilot 2 months and one week!! I checked out ahead of 40 guys that were senior to me--and most of them hated me for the rest of their lives. One in particular went out of his way to make problems for me...well, never mind--that was a long time ago. Well, excuse me for wandering around and even gossiping a little bit! Our trip to Hong Kong was a beautiful memory; especially our dinner--when we ate together and you first told me your torn-up flight plan story. I still have the memento -a little globe and reading glass - that TWA gave me for being the first line pilot to fly a leg of our first around the world flight - 741, Aug. 1, 1969, Hong Kong to Bombay Bill, I am still "crusading" - have many projects; but the two that stick out the most In my mind, are: Here In Oklahoma.,
TARPA TOPICS FEBRUARY 1994 PAGE 93
TOPICS MAILBOX, cont'd . our governor has been trying to spend one and one-half billion for some new toll roads that ABSOLUTELY are not needed, and in any event should be "free". When I travel many folks complain about having to "buy" their way across Okla. We don't have it killed yet, but are gaining - they have cut one billion, and we will get the rest of it. We have been circulating petitions to have a voter referendum. Another one I have been working on for over 30 years - the forcing of airline pilots to quit flying at age 60. On Sept. 29, 1993, the FAA had a 2-day public hearing on the AGE 60 RULE. They let me make the closing statement. I thought it was a nice honor for me. I did feel a "little" old when some the guys that testified had flown copilot with me. I spent all summer preparing myself for this hearing. I went to an FAA examiner and got a FIRST CLASS FAA MEDICAL CERTIFICATE. Then another guy and I bought a DC-3; painted it in up (Crystal Airways - after the little airport here on my farm...older than either Oklahoma City's or Tulsa's) in TWA colors. I then passed a current FAA Pilot's Proficiency Check on the airplane. For my graduation exercise, I decided to parallel my first trip as a captain with TWA, right down to having a brand new copilot. I hired a guy, Peter Kowalczyk, who had Just graduated from Spartan School of Aeronautics with 250 hours total time, commercial license and instrument rating, and the first time he ever saw a DC-3 he was its copilot. We duplicated my first trip - flight 10 to NY via KC, Chicago, and Pittsburgh. We then went on up to Bangor, Maine for R & R and a lobster dinner. On my first trip as captain with TWA I DID have a copilot on his first trip and he was close to being the worst that I every had. This was a very bad policy and some flight crew members recently told me that TWA didn't do this any more! (MacNab : I had a similar experience on my first captain flight on the 880. After release by the check pilot at STL, I wearily terminated in Philadelphia after JFK reported below new-captain limits, and then alternate Newark dropped down just prior to OM. Both the F/0 and 2nd/O were on their initial flight on jets. What a trip!--BD.) Crystal One (DC-3, N54542) differs from the ones that you and I flew in one important respect. We have a fabulous cockpit: Modern instruments and modern lighting and on our plane we installed dual GPSs. I don't know whether you are familiar with this instrument or not, but It is JUST FANTASTIC! The company that makes it says: "You can check your property lines with an Apollo GPS." The seats, the gear, and the flaps are the same, and the windshield STILL LEAKS when it rains!! Well, I did write THE BOOK, didn't I? Best regards from "one of your OLD onery captains"! Arlie
TARPA TOPICS FEBRUARY 1994 PAGE 94
(Above) "Crystal One" in TWA's colors. "The co-pilot's wife and the guy that owns the plane.
(Right) Remember "pulling it through? Photo taken in Lufkin, Texas.
November 25, 1993
Chuck MacNab, TOPICS Editor Dear Chuck: Enclosed for your consideration for TOPICS are four photos taken at the 32nd Annual TWA Seniors Roundup at Wickenburg, AZ, November 4-6, 1993. Suggested captions are written on the backs.
The Roundup is held at Rancho de los Caballeros, a beautiful dude ranch situated in the colorful desert country 75 miles northwest of Phoenix. A number of retired pilots and flight engineers attended with their wives or companions! The food and activities are topnotch - horseback riding, horseshoes, tennis, conversation, golf (one of the 10 highest rated courses in Arizona is on the property).
Guest speaker at the November 5, dinner meeting was TWA vice-chairman Glen Zander. He gave an interesting talk highlighting the long process required to get TWA out of bankruptcy and keep Icahn from closing down the a
Bill Dixon
irlne
.
TOPICS MAILBOX , contd. Bill Dixon's photos at The 32nd Annual TWA Senior's Roundup, Wickenburg, AZ November 46, 1993
(L to R) Curt Twing, Roundup Chairman Glenn Zander, TWA Nice Chair man (no longer with TW A ) Tom Sawyer, Pres. of the TW A Seniors Club
Captains Bill Judd, Rut Baar Willie Miller at the Chuckwagon cookout
Captain. Arlie Nixon and friend
Captains Ed Betts Coper
andBil
TARPA TOPICS FEBRUARY 1994 PAGE 9 7
ROBERT W. ALLARDYCE 1 6 CHURCHILL ST. PITTSFIELD, MA 01 201 ( 413) 443-2516
TARPA Chuck MacNab, Editor 1865 Penny Royal Lane Wentzville, MO 63385 Oct. 25, 1993 Dear Chuck, Enclosed is a copy of a book review I did for my local newspaper. I forward it only because so many TARPA-ites logged a lot of time on the 747 and, like myself, have been unaware of the larger story behind the machine. And, that story, in a round about way, has its roots in Jack Frye's letter (copy enclosed from August's TARPA), which gets more than a little mention in Clive Irving's book. I have no connection with Irving or his publisher. WIDE-BODY, is simply a well written and fascinating bit of aviation history. I think a lot of my old buddies will enjoy reading it. Good luck on your new job, editing.
Bob Allardice's book review appeared in the book section of The Berkshire Eagle, Sunday, October 24, 1993...Ed.
TARPA TOPICS FEBRUARY 1994 PAGE 98
Breakthroughs, ' mistakes tell Boeing s tale
Photo courtesy of Boeing Airplane Co. archives
Prototype of Boeing 707, introduced May 15, 1954, launched the company's family of commercial jets. By Robert W. Allardyce Special to The Eagle
WIDE-BODY: THE TRIUMPH OF THE 747. By Clive Irving. William Morrow & Co. Inc., New York. 1993. 375 pages. $25. Reviewed by Robert W. Allardyce he cover's fly-leaf tells us, "In the twentieth century, a handful of American companies have — with the introduction of a single product or product line — literally transformed the lives of millions. Among them are Xerox, IBM and AT&T. But only one company — Boeing — undertook the single massive speculative leap, a billion dollar gamble, of the kind that resulted in the 747 and ultimately transformed the world's transportation habits." What follows in the text of the book is the best aviation story I have read. Clive Irving picks and chooses his way across the dry bedrock of research and development with the skill of an Australian bushman tracking a wallaby. In his hands the trail comes alive.
T
Back to 1932 Shortly after introducing the two lead players in the drama, William M. Allen, president of Boeing Airplane Co., and Juan Trippe, president of Pan American World Airways, Irving takes his reader back to January 1932, and to the newly completed wind tunnel at California Institute of Technology. One Theodor von Karman had been brought from Germany to design and build the wind tunnel. Boeing, a backwoods company' in Seattle, Wash., had sent him a model airplane they wanted tested. The small wooden model represented a design concept so radical it would, if successful, have instantly rendered the existing noisy, ungainly, canvascovered, and slow tri-motored airliners obsolete. Boeing's new model, an allmetal, twin-engined craft called the 247, "... had been purged of all gracelessness; it was mani TARPA TOPICS FEBRUARY 1994 PAGE 9 9
Book Review Pitsfeld Robert Allardyce, a resident, is a retired airplane pilot who started as an apprentice mechanic in President Franklin D. Roosevelt's National Youth Administration. He has flown both Boeing 707s and 747s during his 45 years' experience.
festly the first product of a new design regime called streamlining." It would be capable of reaching 25,000 feet. It could cruise at an amazing 190 mph with a range of 850 miles. Despite this quantum leap into the future, the model 247 spelled near economic ruin for both Boeing and their major customer, United Airlines. It seated only 10 passengers.
The development of the 247 demonstrated Boeing's incredible talent for technological innovation as well as its knack for ignoring the needs-and desires of its potential customers, the airlines. Boeing's affliction, in a nutshell, was its rigidly held dogma that engineering goals were paramount. Each design was tuned to achieve certain design breakthroughs and maximum aerodynamic efficiency. Design compromise's in the form of longer, wider fuselages — with more seats and improved passenger comfort — were either completely ignored or accepted so reluctantly as to be so late in implementation, customers turned to other manufacturers. Irving's case in point centered around another bit of aviation history — United Airlines had already ordered the first 60 247s to be manufactured. TWA, one of United's fiercest competitors, had no prospect of getting any 247s for years. Jack Frye, the dynamic vice president of TWA, was furious. He was not the sort of person to patiently wait in line behind United. Frye turned to Donald Douglas. Douglas, being more flexible than Boeing, accepted Frye's specifications calling for a larger twin-engined airliner with a range of 1,000 miles and top speed of 185 mph and went to work on the project. Irving points out that a year earlier, without the example of the 247, Frye's specifications would have seemed fanciful. Douglas' top design engineer, Arthur Raymond, had a 'liege cutaway drawing of Boeing's 247 put up on a wall of the engineering department carrying the warning, "Don't copy it! Do it better!" Beginning with the DC-1, the famous DC series of Douglas airliners was born. The DC-1, -2, and
-3 had larger fuselages than the 247. They carried more than twice as many passengers. United lost its passenger market share to the design Douglas had spun off Boeing's breakthrough. The resulting economic catastrophe caused Boeing to give up on airliners that were not direct outgrowths of military designs, that is, until the 747 emerged. Unique profile This story was not cut and pasted into Clive Irving's tale just to fill pages. It explains a certain psychological profile unique to Boeing Airplane Co. This aspect of Boeing must be understood if one is to fully appreciate the considerable dimensions of the emotional and economic drives that eventually gave birth to the 747. In the chapter The Wing That Shrank' the World, Irving introduces the reader to the evolution of the swept wing design without which the 747 could not have operated at speeds just under the speed of sound. He begins with Boeing's next monumental engineering breakthrough, the highly flexible wing- and the podmounted engines that made the Air Force's B-47 another of Boeing's evolutionary creations. Then on to the B-52, the 707, and, finally, the 747. The central driving force behind the 747 was Pan Am's inimitable Juan Trippe. Trippe, a manipulator without peer, held Boeing's corporate feet to the fire by threatening to take Pan Am's business elsewhere. The interplay between Trippe and willing Boeing president Allen, drove Boeing to the brink of bankruptcy. Pan Am, along the way, advanced hundreds of millions of dollars to get delivery of its 747s a year ahead of its competition. And, therein, lies a fitting epitaph
TARPA TOPICS FEBRUARY 1994 PAGE 100
for this engrossing story, one ignored by the otherwise thorough Irving, "Never again."
Deregulation starts Pan Am's worldwide route structure, before the Deregulation Act of 1978, formed immediate collateral for the enormous sums of money Pan Am needed to borrow to add to Boeing's resources to finance the research and development of the 747. Deregulation instantly erased that collateral not just for Pan Am but for every other U.S. airline. The cost of similar quantum leap of technology, as represented by the 747, could not be accomplished today by an American manufacturer. What Irving does emphasize, however, is that one direct result of deregulation has been the emergence of the European Airbus consortium, which has used subsidies from the various European governments involved to undercut America's manufacturers. Boeing no longer stands alone as the world's leading builder of airliners, nor is it likely any other American manufacturer will, like a phoenix, rise from the devastation wreaked by deregulation to take Boeing's place. If one is going to read but one documentary about modern aviation, Irving's "WIDE-BODY: The Triumph of the 747" should be that book. As reviewer Len Deighton put it, "Read it, America, and be proud."
TOPICS MAILBOX , cont'd.
ED BETTS 960 Las Lomas Avenue Pacific Palisades, CA 90272 December 29,1993 Dear Chuck: This past two months have been a lot of confusion, starting with the fire scare, out of town guests, cataract operation a week ago and the holiday season. As a consequence my filing system is more chaotic than ever and I can't locate my letter to you that you wanted to quote. Go ahead and improvise. You can add how Black Dog Davis got a hole-in-one last month (November) at his home course (Montecito Country Club, near Santa Barbara). This was the 8th hole and I know it well (as his guest). I think it is a par three about 130 yards - 100 is nearly straight up to a small mesa-like green. You can't see the green from the tee. His foursome spent considerable time looking for his ball after they climbed the hill, and someone found it in the hole. I happen to know that Davis has a trained squirrel to help him out on impossible lies, and did him a big favor this time. Davis has insurance (part of his Medicare supplement) for such a feat, as he had to buy drinks for all club members for a week. Also enclosed is a photo Davis sent me some time ago. I don't know if it is for real, but it really looks like him and he does water ski. Supposedly he is skiing by his feet only and holding the bar with his teeth. This is exceptionally difficult because he has only about 3 or 4 natural teeth left. Back in his TWA days, when he called in sick, he used having a tooth pulled as an excuse. Crew schedule kept records and at the time of his retirement in February, 1979, he had 76 teeth removed. Incidentally, he reaches the plateau of age 75 on 2/16/94 (no kidding there). I know several former hostesses who didn't think he would reach age 60 without being shot. Can you send a copy of the February issue (if you use the ICD article) to a (former F/E) John T. Burlin - 1135 Socorro Drive, Punta Gorda, FL 33950. He helped a lot with two of the accidents I wrote about. Very sincerely,
TARPA TOPICS FEBRUARY 1994 PAGE 101
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F/E JOHN N. THERWHANGER (E) 99 1162 SETTLERS WAY LEWISVILLE TX 75067-7408
US RT 1- BOX 155 LINCOLNVILLE ME 04849
Z4741 LYONIA LANE BONITA SPRINGS FL 33923
1615 RIVER OAK DR. FORT COLLIMS CO 80525-5541
207-236-6683 F/E DAVID W. THOMAS (E) 99
CAPT. EDWARD M. TOLF (R) 94
1682 A305 CIRCA DEL LAGO SAN MARCOS, CA 92069
2088 MID LAKE DR. HICKORY CORNERS M I 49060
619-744-2608 CAPT. CHARLES A. TUTTLE (R) 93 727 YORKTOWN CT. LONGVIEW TX 75601-4933
CAPT. FLOYD VALENTINE (E) 99 1604 MATTERHORN DR. N.E. CEDAR RAPIDS IA 52402
903-236-9400 CAPT. HARRY H. WARD (R) 93 11 BASS AVE. KEY LARGO FL 33037
CAPT LEWIS WHITAKER (A) 94 100 RAILROAD AVE. SWEDESBORO NJ 08085 609-467-9673
CAPT. FRED S. WHITE (R) 94 106 ISLAND DR.
CAPT. THOMAS G. WILKINSON (R) 93 36 LIVINGSTONE AVE.
MILLEDGEVILLE GA 31061
BEVERLY M A 01915
912-452-0681 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 Thanks...Ed.