1994.05.TARPA_TOPICS by TWA Active Retired Pilots Assn.

PLEASE NOTE!!! The DEADLINE for submission of material for publication in TARPA TOPICS will be the FIRST OF THE MONTH prior to the month of publication. For instance, the deadline for the AUGUST issue will be JULY 1st; the deadline for the NOVEMBER issue will be OCTOBER 1st, etc., etc. It is necessary to move the deadline date forward in order to meet time and quality requirements for formatting and printing.

TENS TARPA TOPICS THE MAGAZINE OF THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA* FEATURE ARTICLES

DEPARTMENTS

TARPA'S BIRTHDAY by Ed Betts TARPA '94 CONVENTION John Gratz, Chairman

PRESIDENT'S MESSAGE Dave Davies, Pres.

SECRETARY-TREAS. REPORT Dick Davis, Sec-Treas. 4

GORDON GRANGER by bill Dixon

EDITOR'S DESK Chuck MacNab

BOB HERENDEEN by Ed Bets

HEALTH NEWS by bob Garrett

TARPA TOURS by Chuck Hasler

GRAPEVINE by John Happy

FLOWN WEST

TOPICS MAILBOX

SNJ'S.... by Hank Gastrich CAPTAIN(S) by Charley "black Dog" Davis MADEMOISELLE CONNIE by "Goldy" Goldthorpe

NEW MEMBERS

105

Material contained in TAMPA TOPICS may be used by non-profit or charitable organizations. All other use of material must be by permission of the Editor. All inquiries concerning this publication should be addressed to: Capt. Charles E. MacNab, Editor TOPIC TARP S 1865 Penny Royal Lane Wentzville, MO 63385 "Special effects" cover photo: Courtesy of John Gratz, 1994 Convention Chairman.

TOPICS is an official publication of TARPA*, a nonprofit corporation. Editor bears no responsibility for accuracy or unauthorized use of contents.

TARPA TOPICS.. MAY 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. EDITOR:

------------------------------------------------------------------------------------------ Charles E. MacNab, 1865 Penny Royal Lane, Wentzville, MO 63385-4302 (314) 327-1999 GRAPEVINE EDITOR: -------------------------------------------------------------------- John T. Happy, Nine East Lake Drive, Haines City, FL 33844-9320 (813) 439-2223 HISTORIAN & CONTRIBUTING EDITOR: ---------------------------------- Edward G. Betts, 960 Las Lomas, Pacific Palisades, CA 90272 (310) 454-1068 FLOWN WEST COORDINATOR: ------------------------------------------------Robert W. Widholm, 286 Bow Line Drive, Naples, FL 33940 (813) 261-3816 HEALTH & MEDICAL COORDINATOR: ------------------------------- B. H. "Bob" Garrett, 1008 Gen. George Patton Road, Nashville, TN 37221 (615) 646-3248 TARPA TOURS COORDINATOR: ----------------------------------------W illiam C. "Chuck" Hasler, 8 Rustic Way San Rafael, CA 94901 (415) 454-7478 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 .. MAY 1994 ... Page 2

DAVID M. DAVIES 233 S.E. Rogue River Highway Grants Pass, Oregon 97527 PRESIDENT'S MESSAGE The last TOPICS carried the agenda of the Board as pertained to our goals for this year. A report on the progress would seem in order and so here tis. Secretary Rick Davis has fled to Cost Rica screaming and yelling "stoppp"--- nuff already. New membership over 200 and still climbing. I told him that editor Chuck MacNab was to blame, if he hadn't produced such an attractive. cant resist, sign up brochure, Rick would not be experiencing the deluge of mail. He says he will come back if he can have a secretary or his wife says times up which ever comes first. The drive for new members is going very well. Might suggest the members thumb thru their copy of "MAKING OF AN AIRLINE" and see if . there is anyone you know that is missing from the Tarpa directory, give them a call, and invite them on board. (sort of a welcome home present to Rick, he'd like that) The response from John Gratz about the convention was more of the same " getoutatheway" not in those exact words but the meaning came thru. I have a feeling John is lining up some gems, so I suggest yall come on along and enjoy. Somewhere in this issue, detailed info should be available for your use. Lets all make this convention the one where everyone got the answer to " whatever" happened to whats is face! GAP SEEKS SENIORS TO PROMOTE TWA The Goodwill Ambassador Program (GAP) is a volunteer effort to inform travel agents and the general public about the New TWA. TWA has a unique product (Comfort Class), a unique corporate structure (45% employee ownership). And has quickly jumped to become the number one airline in recent airline surveys. The GAP spreads this information as well as the excitement, enthusiasm and pride that the New TWA has created among us, the employee/owners. Under the auspices of the GAP, City Coordinators and volunteers visit specified travel agencies, participate in trade shows, sales events, promotional activities, charitable and community based activities, and in a speakers program. The experience and loyalty of the Seniors Group can greatly enhance and expand this successful program, ensuring the future strength of TWA. To volunteer and obtain the name of your nearest TWA/GAP City Coordinator, please call Lynne Adelman at 310-568-9088 or write to her at 9839 Lincoln Blvd., STE 200, Los Angeles, CA 90045. Thank you for your support. Dave Simmons Lynne Adelman Chairman GAP Chairman GAP ALPA Employee Com. IFFA Employee Com. The above message is from the active people devoting their time and energy into an effort to make TWA a success. Lets throw our weight behind them and make dang sure it does. See you in St. Louis and PLEASE don't forget to keep an eye on the airspeed! Regards,

TARPA TOPICS .. MAY 1994 ... Page 3

Richard A. Davis 449 Santa Fe Dr., #200 Encinitas, CA, 92024 SECRETARY / TREASURER REPORT The recruiting drive, mentioned in my February report, has been very successful. An attractive brochure was created by your editor, Chuck MacNab, and mailed. Over two hundred active and retired crew members responded, bringing our total membership to just over two thousand. While Associate and Regular memberships are restricted to those older than fifty, anyone can join as a Subscriber. Encourage your fellow crew members to subscribe. We are proud of our organization and this magazine. TARPA, through the "TOPICS", keeps track of those in retirement pretty well, but still, everyone is interested in what is happening "on the line." Input from the guys still punching holes in clouds will be appreciated. It's your magazine also. Sending in an article will not automatically put you in line for a position on the board of directors. Don't forget to check your mailing label on this issue. It should show a "94" or higher after your name. If it shows a "93" you have not been credited with this years dues. Little by little increasing costs nibble away at the treasury. We are still in good shape financially, however. Where do we all live? Roaming through the data base produced some interesting numbers. The top five states - California, 524 members - Florida, 270 - Missouri, 212 Arizona, 180 - Kansas, 141. The bottom five - North Dakota, 1 - South Dakota, 1 - Nebraska, 1 Delaware and Mississippi - 0. Hang in there! ! Regards,

Secretary / Treasurer

TARPA TOPICS .. MAY 1994 ...Page 4

â&#x20AC;˘ EDITOR'S DESK â&#x20AC;˘

In keeping with tradition, this issue contains all the TARPA CONVENTION information. As everyone knows by now, the 1994 Convention will be held in St. Louis at the Adams Mark Hotel. Your Convention Chairman, John Gratz, has outlined everything you need to know to have a bangup good time. So, at the risk of being redundant, DON'T MISS IT!! Other noteworthy items included in this issue are a reprint of TWA's press release announcing the appointment of new President and Chief Operating Officer, Jeffrey H. Erickson, and an article from the February issue of AIRFINANCE JOURNAL which presents a more positive picture of TWA's current financial condition. Sadly, "Flown West" continues to note the passing of many of TWA's most noteworthy pioneers and aviators. Bob Widholm recently observed in a note to me that he wished we could "declare a moratorium on this..." Would that we could. We can, however, do our best to note the passing of friends and acquaintances here in the pages of TOPICS and extend our heartfelt thanks to those who take the time to write obituaries. We do our best to assemble material about every single member. Unfortunately, for many, we receive little or no information. Now for the good news - bad news. First the good. It seems "lotsa" people liked the last issue (February ). We printed 200 extra copies, the lion's share going to Dick Davis for new members. We even cleaned out what was left over from the November issue and a few from last August, when we became desperate. The bad news is - we ran completely out. Sorry, if we disappointed anyone. Seems hie an appropriate time to extend a huge thanks to all who contributed, especially to TARPA Historian and Contributing Editor, Ed Betts, for his great final article on ICD. We heard from a great many readers to really enjoy and appreciate Ed's work. Our gratitude also goes to John Happy for keeping his ear to the GRAPEVINE; Chuck Hasler for his eye-catching adventures in TARPA TOURS; Bob Garrett, HEALTH AND MEDICAL Coordinator and Bob Widholm, FLOWN WEST Coordinator, for joining our staff of regular contributors; Goldy Goldthorpe for his typically "flavorful" rundown; Charlie "Black Dog" Davis for his truly creative writings; Bill Dixon, Bob Allardyce and Dick Davis for their special interest items; A.T. Humbles for his bits of humor and items of interest; and Walt Gunn, "Oley" Olson, "Parky" Parkinson and others for their on-going input and support. Last, but not least, we want to acknowledge the immense assistance provided by Bob Sherman with each issue's statistical presentations and with the creation of the database for the recent successful membership drive. I guess what I'm trying to get across is that it takes the support and contributions of many to produce an interesting publication. Your editor hopes you're enjoying TOPICS. And, if so, wants you to know that we owe a big THANKS to many for that enjoyment, especially to those mentioned above.

TARPA TOPICS.. MAY 1994 ...Page 5

TARPA'S BIRTHDAY Five years ago, at A.T. Humbles' request, I wrote a two page tribute to Roy Van Etten for the "Topics". This was a biography which included many of his past ALPA activities, including his latest in retirement as Chairman of the Retired Pilots Committee. Since we will be celebrating TARPA's 15th anniversary this year, and we have gained quite a few members during the past five years, maybe a quick review is in order as to how it all came about. It started with a letter from Roy, dated 10/11/78, to a number of retired (and a few current and over age 50) crew members whose addresses were available at the time. Quoting two paragraphs: "Airline pilots, when they retire, are scattered to the four winds and realistic communication of our common problems is practically non-existent. I have been convinced for some time that the retired TWA pilots should have an organization of their own similar to those that exist on other airlines. The organization would be primarily social but there is nothing to say you cannot mix business with pleasure when your business is retirement." "Even retired pilots have a future and that future would be best served if a vehicle existed that would provide a forum to consider our main problems. What I have in mind can best be explained by studying the bylaws of such an association. The proposed bylaws, which are included with this mailing, are just that - proposed. After carefully studying the entire idea please answer the accompanying questionnaire. A self addressed envelope is provided for your convenience." Roy received a 96% favorable response. His next letter, dated 2/25/79, was to announce the first convention to be held in Scottsdale, AZ, from May 30 through June 1 of 1979. At the time, a temporary name of "TARPA" was given for the proposed organization. Men had already volunteered and were assigned to certain committees such as convention arrangements, Pilot's Trust Annuity, Fringe Benefits, Bylaws and Nomination. There were 89 interested men (It think it was a "stag affair") who attended the first convention. Not all of those present liked the title "TARPA", which Roy typed on his letterhead - but nobody had a better suggestion and the name has lasted for the last 15 years. Thanks to Roy's foresight and efforts, the retired TWA cockpit crew members (plus associate, honorary, and subscriber) now have an organization which is considered to be one of the best (if not the best) among similar groups in the airline industry. I'll never forget the first convention - the business for the day was over, we had an informal dinner and the group was milling in the hotel lobby with little to do until the next day's business meeting. Arlie Nixon took the "bull by the horns" and yelled an invitation for everybody to come to his room for a drink. A platoon of bellhops brought all of the ingredients - Arlie rolled up his sleeves and tended a makeshift bar. I have never seen such efficient service (no reflection on Katie Buchanan and her volunteers) as there was little wait for a huge drink or refill...End. TARPA TOPICS .. MAY 1994 ...Page 6

TARPA

CONVENTION

1994

September 7, 8, 9,10

ARRIVAL INFORMATION AIRPORT - HOTEL TRANSPORTATION Taxi -

up to five people $20.00

Limo -

$8.00 each person

MetroLink -

over age 65 $0.50 under age 65 $1.00 The airport station is near the TWA gates out front. Downtown, get off at 8th & Pine. Walk four short blocks to Adams Mark, 4th & Chestnut.

Car rental -

Enterprise Rent-a-Car is the best deal in St.Louis. The following rates will be available at Lambert-St. Louis International. midsize/compact standard full size/premium

$24.00 weekday/$20.00 weekend $26.00 weekday/$23.00 weekend $29.00 weekday/$24.00 weekend

These rates include unlimited mileage and will be available one week before and one week after. To make reservations call the St. Louis Airport office direct (314) 427-7757 and ask for TWA Retired Pilots Rate. You may call collect. TARPA TOPICS .. MAY 1994 ...Page 7

Hotel parking -

The Adams Mark Hotel charges $9.00 a day for parking. The Mansion House across the street from the Adams Mark charges $6.00 a day and less on weekends.

AIRPORT PARKING AND TIEDOWN We recommend St. Louis Downtown-Parks Airport. It is just across the river from St. Louis in Cahokia, Illinois, less than 10 minutes from the Adams Mark. Midcoast Aviation, a TWA subsidiary company, offers free tiedown with gas purchase, otherwise their rates are $10.00 per day single-engine and $14.00 per day for multi-engine. R.V. CAMPGROUNDS We know that RV travelers have their own guidebooks, but we will just point out that there is a full service RV Park in Downtown St. Louis about 3 miles west of the Adams Mark. St. Louis RV Park, 900 N. Jefferson, 1-800-878-3330.

ACTIVITIES WEDNESDAY, SEPTEMBER 7 City Tour: Depart 1:00 pm - Return 5:00 pm From the hotel the tour will proceed west to Forest Park. Forest Park, site of the 1904 Worlds Fair and Olympic Games, is one of the largest city parks in the world. It houses the world renowned St. Louis Zoo, Art Museum, Science Center, Muny Opera outdoor theater and our destination, the History Museum. For us, the highlight of this museum is the collection of Charles A. Lindbergh memorabilia and items from his historic 1927 Transatlantic Flight.. TARPA TOPICS .. MAY 1994... Page 8

From Forest Park, we travel back to the mighty Mississippi on the south side of St. Louis. Our destination this time is the Anheuser Busch Brewery, the world's largest brewer. Our visit includes a visit to the Budweiser clydesdale stables, lager cellar, brewing video gallery, packaging plant and hospitality room. A huge gift shop is always open. Cost per person .... $10.00 THURSDAY, SEPTEMBER 8 Lunch and Garden Tour: Depart 11:00 am - Return 3:00 pm The Missouri Botanical Garden is world famous, ranked alongside Kew Gardens in London and the New York Botanical Garden. It is a national historic landmark also known as Shaw's Garden. It was originally the country estate of Henry Shaw, an Englishman who made his fortune in the hardware business and became a prominent benefactor of mid-nineteenth century St. Louis. The garden covers 79 acres of beautifully landscaped vistas and contains the worlds first geodesic domed Climatron. In the Climatron, plants range from tropical rain forest to temperate zone woodland and scented plants. There are formal gardens, rose gardens, a wide variety of trees and shrubs with name tags and descriptions. There are other climate controlled buildings for exotic plants from orchids to cacti. One of these buildings is the oldest greenhouse in America. The largest Japanese Garden in North America is also located within this vast domain. The Missouri Botanical Garden is also a research center and home to numerous horticultural specialists and professors. It draws scholars from all over the world. The garden also draws the rich and famous. In June they expect a visit of the Crown Prince and Princess of Japan. Recent visitors include the Dalai Lama of Tibet and Margaret Thatcher, former Prime Minister of Great Britain. (See photos.) Our lunch at the garden will be served at your table in the Spink Pavilion, a glass enclosed, air conditioned room with a breathtaking view of the water lily pools, statuary and the Climatron. After lunch a leisurely walk in magnificent surroundings may be in order, or you may prefer a tram-ride with commentary. The tram is $2.00 per person. You can also take time to include the Tower Grove House in your visit. The Tower Grove House, located on the property and maintained in its original Victorian style, was Henry Shaw's country residence. Finally, the Garden Gift Shop is a must. This fabulous spot has everything imaginable relating to plants and gardens, from live plants, to tools, books, artwork, sculpture and on and on. Cost per person ... $25.00

TARPA TOPICS .. MAY 1994...Page 9

VIEW FROM LUNCHEON AREA, BOTANICAL GARDEN

TARPA TOPICS.. MAY 1994...Page 10

Margaret Thatcher visited the Garden last September. Lady Thatcher is shown with Dr. Peter Raven, Garden Director

The Dalai Lama, of Tibet, shown during his visit last September.

Riverboat Dinner/Gaming Cruise: Depart 7:00 pm - Return 11:00 pm The best bet today is the Alton Belle Casino II. For one low price you get door to door bus transportation, dinner and a two hour river cruise with full Las Vegas style gaming. This big modern style boat will accommodate 1200 passengers on 3 decks of casino gaming, a total of 30,000 square feet. There are elevators to all 3 decks. Try your luck at your favorite game, Black Jack, Craps, Roulette, Keno, Slots or Video Poker. If necessary, you can drown your sorrows or lift your spirits at two bars. Dinner will be served before the cruise, buffet style with all you can eat shrimp and crab. then a vast array of salads, vegetables and desserts which compliment entrees carved to order of beef, chicken or fish. The TWA MEC. MEC committees and their wives took this cruise and said that it was great fun. Cost per person ... S 15.00

THE

ALTON

BELLE

RIVERBOAT

TARPA TOPICS .. MAY 1994 ...Page 11

CASINO

TARPA TOPICS .. MAY 1994 ... Page 12

FRIDAY, SEPTEMBER 9 Grant's Farm: depart 10:30 a.m. - Return 2:30 pm This picturesque showplace on land once farmed by Ulysses S. Grant is maintained and operated by Anheuser Busch. Their tour starts from Grant Station with a relaxing tour of the grounds on a trackless train. First stop is Bauernhof Courtyard. You can stroll from there to the Tier Garden for a look at an amazing variety of animals. You can hand feed the animals or attend the popular elephant and bird shows. At your leisure, you may explore the historic Bauernhof area. Here, you will find magnificent trophies on display, and one of the worlds most impressive collections for horse drawn coaches and carriages. Also, in the Bauernhof, you can enjoy complimentary samples of Anheuser Busch's many fine beers, or purchase food and other beverages. When you reboard the train, you'll see a fascinating variety of wild life roaming freely throughout a serene setting. Along the way, you'll pass by historic Grant's Cabin, the log home built by Ulysses S. Grant in 1856, when he lived on and farmed this land. Just across from Grant's Cabin, you'll notice a fence made of 2,563 rifle barrels from the civil war. At the tour's end you may find something special in the gift shop, but do not fail to see the world famous Budweiser Clydesdales at the north end of the parking lot. Cost per person .. $10.00 Friday Evening - Members Choice There will be no tour as such this night. You will be free to roam the Riverfront, visit the Arch or dine at one of the many restaurants nearby. But a bunch of us would like you to join us and several thousand St. Louis TWA people at Busch Stadium for a TWA baseball night. 3000 seats are reserved. The pre-game ceremony will feature the TWA Ambassadors choir singing the National Anthem, and TARPA has arranged to have the Super-G Connie fly over at the proper moment. The sound of that great bird going to METO power should give a lump in the throat to even the most blasĂŠ. The Save-a-Connie Super-G and Martin 404 will be open for inspection Saturday. More about that later. The game at 7:05 pm will feature the hometown St. Louis Cardinals versus the LA Dodgers. Both of these teams should be in the running for playoff spots under the new 1994 league rules. Busch Stadium is only a short two blocks away from the Adams Mark. Lets hope there is plenty to cheer about. Cost per person ... $8.00

TARPA TOPICS .. MAY 1994 ...Page 13

The Save-A-Connie Super G Constellation at MKC

SATURDAY, SEPTEMBER 10 TWA Open House: Depart 8:00 am - Return 1:00 pm At the invitation of Captain Hecker, Captain Wendell Rone, Vice President of Training and his staff, will host our visit to the Charles A. Lindbergh Training Center beginning with a continental breakfast at 9:00 am. Since most TARPA members have not seen this state of the art facility, guided tours will be offered beginning in the lobby, which is largely a museum featuring photos and mementos of TWA flight deck crew members and flight attendants from days gone by. There is even a link trainer. There is a good chance that some TARPA members can try their skill on the new simulators. Not everyone can in the time available, so we are trying to devise a way to choose the lucky ones. Perhaps the archives will disclose those who missed or muffed some maneuvers in the past. But seriously, we are more likely to have a drawing of some kind for those who are interested. This beautifully situated facility is a more than worthy successor to the old building at 13th & Baltimore, in Kansas City, which by the way, is still for sale. From the training center, we will move to the TWA hangar line to revisit the Savea-Connie Super G and Martin 404. We are still making arrangements to bring the DC-2 from Santa Monica and a Ford Trimotor. There is still a chance for us to see the flying Spirit of St. Louis replica. TARPA TOPICS .. MAY 1994 ...Page 14

This event along with the TWA baseball night Friday, will constitute our TWA Anniversary Gala. We call Friday and Saturday the Anniversary Gala because the year 1994 marks the following highlights of TWA History: Sixty-fifth anniversary of the Ford Trimoter coast to coast service. Sixtieth anniversary of the DC-2, a TWA first. Sixtieth anniversary of the incorporation under the name TWA. Fiftieth anniversary of the Constellation, a TWA first. First year of the TWA St. Louis headquarters. We in TARPA Convention 1994 are working on this project with numerous active TWA employees including people from: the Management Club the Employees Club the Employees Action Committee the TWA MEC and its Committees This project will involve volunteers from all St. Louis departments, flight operations, flight operations training, in-flight, maintenance, reservations, sales and many others. Many of these currently active employees have told us that they really look forward to meeting those of you who flew the "old" birds. Bring your cameras. We hope that this event will give us the opportunity to celebrate all at once, our proud history, our challenging present and our future prosperity. TWA past, present, and future. Cost per person ... $10.00

Ford Trimoter-Newark--1932 TARPA TOPICS .. MAY 1994 ...Page 15

TARPA Banquet: Cocktails 6:00 pm - Dinner 7:00 pm We hope that our banquet will be the biggest ever in attendance, so we are trying to make it the best ever for good food, good wine, and good times. But be sure to bring your dancing shoes! After dinner we will be treated to the Big Band sound of "The Sentimental Journey Dance Band". For almost twenty years this 18 piece band has treated St. Louisans and visitors to musical favorites from the 40's to the 90's. If you enjoy dancing, this is your chance, if you don't dance you can still enjoy the show. We think it will be a sure fire ending to another great gathering. Cost per person ... $40.00

The Sentimental Journey Dance Band

Thank you for coming...see you next year Chair Co-Chair

TARPA TOPICS.. MAY 1994 ...Page 16

PLEASE KEEP THIS TEAR SHEET FOR YOUR RECORD This saves confusion at the convention

TARPA

CONVENTION

SCHEDULE

St. Louis, Missouri

September 7 to 10

TIME

AGENDA

TARPA TOPICS.. MAY 1994 ...Page 23

The St. Louis Centre shopping complex and the Union Station shops and their restaurants will be offering us Discount Books. These will be distributed upon registration. The St. Louis Centre is a few short blocks from the Adams Mark. It is also the site of the new TWA Corporate Headquarters. Union station, a national historic landmark, 100 years old this year, is fourteen blocks West but can easily be reached by taking MetroLink or the Downtown Circle bus which are both free weekdays between rush hours.

Golf will be played at the Spencer T. Olin Municipal Golf Course in Alton, Illinois. It was designed, and is managed by, Arnold Palmer. This course has been rated number 1 public course in the St. Louis Metro area. Spencer T. Olin, Illinois manufacturer of arms and ammunition, and community benefactor, first met Arnold Palmer when they played as partners and won a pro-am tournament in 1957. Tennis will be played at the Forest Lakes Indoor Tennis Courts in West St. Louis County. These are the same Courts utilized during the St. Louis TARPA Convention in 1986.

TARPA TOPICS .. MAY 1994 ...Page 24

DOWNTOWN ST. LOUIS

TARPA TOPICS .. MAY 1994 ...Page 27

TARPA

INSURANCE

HAL

PROGRAMS

MILLER

As we all know, there have been many changes instituted in the Medigap health insurance policies offered by the insurance industry. The mandatory standardization of the policies created an industry where the only difference in the choice of one company over the other was price and service. For many years we have used The Berkely Group as our agent and they have done a good job in providing insurance policies at a competitive price. Recently, however, the insurance company who carried our policies dropped out of the Medigap business and Berkely switched us over to a different company. This new company has reviewed the cost of their insurance and has in some few states either raised the rates drastically or dropped out completely. TARPA is a member of The Retired Pilots Association (RAPA), and all members of TARPA are automatically eligible for enrollment in any and all insurance programs offered to RAPA members. RAPA's policies are offered by the insurance brokers, Alexander and Alexander, who carry their policies through ITT HARTFORD Insurance Company. If you are currently insured by Berkely and your premiums are raised, you can get a comparative price from A&A by calling or writing to Mr. Howard Wincele at the following address: Alexander & Alexander 7000 S.W. 97th Avenue Suite 200 Miami, FL 33173 Tel: 305-279-7870 RAPA has used this agency for many years and has found Mr. Wincele to be very helpful and responsive to their needs. If you have any questions, please either write or call me: Hal Miller TARPA Insurance Chairman 17 Glengary Road Croton-On-Hudson, NY 10520 Tel: (914) 271-4964

TARPA TOPICS .. MAY 1994...Page 28

Health News / Topics Column by Bob Garrett Welcome to the second issue of Health News/Topics Column I hope you found some items of interest in our first issue. This is your column and the place to exchange health news, views, ideas and experiences. One member called me to inquire about Medicare supplement policies. Since I turned 65 in April, I have researched Medicare policies. The Legal Aid Services of Tennessee publishes a guide on every company doing business in Tennessee. This is a service of the Tennessee Department of Commerce and Insurance and the Tennessee Commission on Aging. Check with your state for a similar agency and guide. Other sources are Blue Cross/Blue Shield in your state, AARP, the Better Business Bureau. If you are "senior" members of Medicare with Medicare policies experiences, pro or con, please drop me a note and I will pass it on to our "younger" members. No members' names will be used without your written permission. Privacy and confidentiality are important to this column writer and will be respected in all correspondence. Enough said? Send to: Bob Garrett 1008 General George Patton Road Nashville, TN 37221 (615) 646-3248

Fats in Meats, Milk, Oils May Be Linked to Cancer

Certain types of fat in the diet may increase the risk of developing prostate cancer, according to the the Journal of the National Cancer Institute. A research team found that men with higher levels in their blood of alpha-linolenic acid had a prostate cancer risk up to 3.4 times higher than those with the lowest levels. Alpha-linolenic acid is a polyunsaturated fatty acid found in meats, dairy products and some vegetable oils. The study, conducted by Dr Peter Gann of Northwestern University School of Medicine in Chicago, also found fatty acids from fish oils, which were previously thought to have a beneficial effect, had no effect on prostate cancer risks. Neither did such factors as age, weight or exercise levels. The research team stated the study was preliminary but called for more investigation, since many people are consuming more polyunsaturated fats in hopes of reducing the risk of heart disease. TARPA TOPICS .. MAY 1994 ...Page 29

Nutrition Action Health letter reports that there are 10 foods you should NEVER eat. Here are samples: 1.Quaker 100% natural Cereal- ten grams of fat per half-cup- a better choice Kellog Nutri-Grain Wheat, Post Grape-Nuts, General Mills Wheaties, or Nabisco Shredded Wheat. 2.Taco Bell's Taco Salad with Shell-14 teaspoons of fat and 905 calories. Better choiceMcDonald's Chunky Chicken Salad with one teaspoon of fat. 3.Campbell Chunky Soups-full of salt with 975 mg of sodium. Better choice-Pritikin Soups with 160mg sodium and less than one gram of fat. If you are interested in subscribing to Nutrition Action Healthletter: Nutrition Action Healthletter 1875 Connecticut Ave., N.W. Washington, D.C. 20009

One year (10 issues) Reg. $20 Special offer $10

CRANBERRY JUICE AS A FOLK REMEDY TRUE?

Mom was right when she said to drink our Cranberry Juice. New research confirms the old folks' remedy. Cranberry juice helps protect against bladder infections according to researchers. They found that older women (men, too?) who drank 10 ounces of a drink containing cranberry juice each day had less than half as many urinary tract infections as those who took a look-alike drink. The study appeared in The Journal of The American Medical Association with funding from Ocean Spray Cranberries. "This is the first demonstration that cranberry juice can reduce the presence of bacteria in the urine in humans," according to Dr. Jerry Avorn, a specialist in medication at Harvard Medical School. It's not clear how cranberry juice protects against infections, but Dr. Avorn said a chemical in cranberriesâ&#x20AC;&#x201D;also in blueberriesâ&#x20AC;&#x201D;may inhibit bacteria from attaching to the bladder wall, a finding of previous studies. He cautions that you should still go to the doctor and take antibiotics. Urinary tract infections account for more than 7 million doctors' office visits while contributing to more than 1 million US hospitalizations annually, based on studies. Women, especially elderly women, are 10 times more likely to have such infections than men. The study used Ocean Spray's Cranberry Juice Cocktail, which contains 27 % cranberry juice but any beverage containing at least that much Cranberry juice should work.

TARPA TOPICS.. MAY 1994 ...Page 30

QUICK FACTS More people are using seat belts and fewer are driving after drinking, according to poll by Prevention magazine. However, more Americans are speeding. 73 % used their seat belts in automobiles, up from 71 % in 1992 and a 54 % increase since the last survey in 1983. States with mandatory seat belt laws report the best results. According to the Prevention report 68 % never drive after drinking, a 7 % improvement over the 1992 survey. 45 % obeyed the speed limit laws at all times, a drop of 3 % from 1992. Cigarette smoking is down and alcohol consumption is unchanged, 90 % drank only moderately or not at all. 75 % did not smoke cigarettes, vs 70 % in 1992 . That may have been a statistical oddity. The 1991 survey number was 75 %. Other results (1992 results in parenthesis): Exercise 3-plus days a week: 40 % (40 %). Try to avoid too much fat: 52 % (58 %). Avoid eating salt: 50 % (51 %). Avoid too much cholesterol: 47 % (49 %). Get 7 to 8 hours sleep nightly: 65 % (62 %). Smoke detector in home: 92 % (89 %). Dental checkup annually: 73 % (76 %).

PARKINSON'S DISEASE Swedish doctors have adapted an old method to eliminate the tremor in patients with Parkinson's disease without causing brain damage. By using a pacemaker to stimulate the part of the brain that controls the tremor, patients can lead a normal life and can eat and drink without spilling. 'We insert a thin wire electrode into the brain through a hole in the skull bone," neurologist Bo Jonnels of Gothenburg's Sahlgrenska Hospital, reports. "With the help of X-ray pictures, the electrode can be firmly positioned in the correct place and linked up under the skin to a pacemaker beside the patient's collarbone." The pacemaker, also placed under the skin, can be programmed through radio transmitted signals to give exact pulse strength needed to stop tremor. Parkinson's disease is a degenerative brain disorder that causes tremors and muscle rigidity among other symptoms. Jonnels collaborated with surgeon Lars-Erik Augustinsson, who performs the simple operation during which the patient is awake. The devices inserted under the skin cause no irritation. If desired, for instance when going to sleep, the patient can switch off the pacemaker by touching his skin with a magnet. Batteries TARPA TOPICS .. MAY 1994 ...Page 31

need replacing every 4 to 5 years. Before this method was developed, tremors were treated with medication or electro-coagulation— known as thalamothomy, a surgical procedure invented in the 1950s by Swede Lars Leksell. "Thalamothomy, however, caused minor brain damage which often harmed other motor functions," Jonnels says, explaining it meant burning away nerve circuits from where the tremor originates. The new method causes no damage and has shown very positive effects on the around 40 patients treated so far, based on the study.

MORE ON IMPOTENCE When confronted with impotence, or the inability to achieve an erection, men often attribute the difficulty to a psychological cause. The fact is impotence has many causes—from the psychological to anatomical and even environmental—and the causes often act in combination. Fortunately, a variety of therapies exist for impotence. Some therapies target a specific cause, and others, such as a popular aphrodisiac pill, are nonspecific. In any case, men should know that help is available to overcome this often awkward and frustrating dysfunction. In order to have an erection, Dr Leonard Plaine, clinical professor of urology at New York University Medical Center, says, a man must have intact nerves in the penis and well-functioning arteries and veins: —The nerves act as receptors and messengers of sexual stimulation. — The arteries increase blood flow to the organ, which, in turn, becomes erect. —Finally, the veins in the erect penis are compressed, limiting the outflow of this extra blood supply and thus helping to maintain the erection. Conditions necessary for an erection can be influenced by any number of diseases. — Circulatory diseases, such as hypertension or cholesterol-blocked arteries, can diminish the blood flow. —Diabetes can injure arteries and nerves. —Mental conditions, such as depression or anxiety, can have a profound effect. — Neurological disorders sometimes are associated with erectile dysfunction (the increasingly common term for impotence). — Glandular diseases also can impair the production of testosterone, the sex hormone that drives the male libido. In addition, surgical and medical procedures can cause impotence by changing the anatomy. — Surgery or radiation for prostate cancer frequently causes impotence. —Over 200 medications list sexual dysfunction as a potential side effect. —Any trauma to the genitalia. — Smoking diminishes blood flow in arteries. — Drinking can depress central nervous system. — Prolonged stress can cause a drop in testosterone production. Stressful environments, like high-pressure workplaces, can affect libido. —Aging: Each decade brings a natural, physiological decline in sex drive and function.

TARPA TOPICS .. MAY 1994 ... Page 32

Any problems in sexual function should first be discussed with a physician. The cause may be rooted in an underlying health problem or in a medication taken for an illness. Treatments for impotence, or erectile dysfunction, fall into 2 major categories: specific and nonspecific. Specific treatments that peg a cause include: — Cessation of smoking. —Working fewer hours. — Changing medications. — Surgery on incompetent veins in the penis. Nonspecific treatments are more common, because the cause isn't usually obvious. They include: — Oral medication, yohimbine, an agent that is successful in approximately 30 % of cases. —Vacuum pump, an erection-assistance device with a relatively high success rate. — Psychological therapy may be recommended for some men who believe that their loss of libido is related to other, deeper problems. —Vasoactive drug which, when injected into the penis, dilates the veins and causes erection. — Prosthetic devices that can be implanted into the penis to assist with erection.

DRUG ENHANCES BLOOD FLOW Sweden granted Upjohn Co the first regulatory approval for its new injectable drug to treat male impotence. The drug, Caverject Sterile Powder, is injected into the penis and enhances blood flow, leading to an erection, the Kalamazoo-based drug company said. It said a patient will be able to mix and inject the solution 5 to 20 minutes before he wishes to have intercourse. The resulting erection should last no more than 1 hour. Upjohn is recommending the drug be used no more than once daily and or 3 times a week. Daniel Watts of Upjohn said the drug was approved by Sweden's Medical Products Agency and is under review by other European countries. The firm has completed US clinical trials of Caverject and is preparing to make a new application to the Food and Drug Admin. "We hope to have it on the market by the first quarter of 1995." Male impotence, or erectile dysfunction, affects an estimated 55 million men worldwide. The condition is associated with advancing age as well as conditions that contribute to vascular impairment such as coronary artery disease, high cholesterol, high blood pressure and diabetes milletus. The drug works by relaxing smooth muscle tissue, which in turn enhances blood flow to the penis. Watts said Caverject will be sold in single-use packages that include the powder, sterilized water, a small syringe and instructions. In Sweden, the single-use packages will retail for $10 to $25 each.

TARPA TOPICS .. MAY 1994 ...Page 33

68 % OF US ARE OVERWEIGHT (WHO IS US?) Americans may have been safer but they were also fatter last year than in 1992, according to an annual survey that measures the nation's health habits. According to a 1993 poll, sponsored by Prevention magazine, of 1250 randomly selected adults only 19 % were within the recommended weight range and 68 % heavier than they should be. Heavyweight men were more common than hefty women: - 78 % of men were heavier than recommended. - 59 % of women were too heavy.

WEAR OUT OR RUST OUT? People who slow down after retirement may speed up their slide toward the grave, say doctors studying what keeps people healthy and alert into their 70s, 80s and beyond. People may coast into their 6th and 7th decades on the strength of genes, but lifestyle changes usually help carry them even further. "Just as you can become a physical couch potato, you can also become a mental couch potato," Dr K. Warner Schaie of Pennsylvania State University warns. "It's use it or lose it. If you don't engage in intellectual activities you can lose the ability." Schaie, one of several researchers who recently reported their work to the American Assn for the Advancement of Science, encourages older patients to take on intellectual challenges. He has seen people in mental decline actually regain abilities they thought were gone. His studies show it is a myth that a decline in mental alertness is inevitable with aging. Challenging games, like bridge and crossword puzzles, can improve your mental ability. The worst thing, watching television! Three key elements common to people active into their 80s and beyond according to Dr Robert Schmidt of the California Pacific Medical Center at San Francisco State University, are: — Meaningful physical activity, such as gardening. — Good nutrition. — Living at home instead of an institution such as a rest home.

TARPA TOPICS.. MAY 1994 ...Page 34

HARD OF UNDERSTANDING, NOT HEARING. HUH??? An early symptom of age-related hearing loss, called presbycusis, is difficulty in understanding—not hearing—speech when people talk, says Dr Michael Freedman, Director of Geriatrics at New York University Medical Center. Older people often miss words during a conversation in a noisy restaurant or crowded room. High-pitched sounds, like a bird chirping (wifes' voices) might not be audible at all. When a number of sensory hair cells inside the cochlea, or inner ear, die, causing presbycusis, hearing begins to decline, usually around age 60. Older adults with presbycusis often experience a phenomenon called "recruitment," in which they perceive loud incoming sounds as too loud. It may prompt the reply, "Don't shout, I'm not deaf!" Unfortunately, according to a new Consumer Reports book, The Hearing Loss Handbook there is no easy way to relieve age-related hearing loss. As frustration increases, a person with presbycusis may try wearing a hearing aid. A recent survey found although 58 % of people over 65 had some hearing impairment, only 8 % used a hearing aid. The handbook also reports that the effect of noise on our general health remains unknown, but preliminary research has made one thing apparent- noise can make you sick. Studies show noise: — Can quicken heart rate. —Increase blood pressure. — Elevate blood cholesterol levels. Noise and carbon monoxide together may worsen the effects of noise exposure. In one study, animals given the equivalent amount of carbon monoxide inhaled when a person smokes a cigarette were exposed to noise levels experienced by first-row spectators at an indoor rock concert. The animals suffered a slight but permanent hearing loss after just one exposure.

DANGEROUS LDL TYPE IS GENETIC A new study concludes a particularly dangerous form of cholesterol appears to be the single most powerful trigger of strokes, a discovery that may someday help doctors control these medical disasters. The study reports that people with high levels of this substance, called lipoprotein (a), are more than 20 times more likely than those with lower levels to suffer strokes. About 500,000 Americans suffer strokes annually, and nearly 1/3rd are fatal. Strokes are the leading cause of disability among adults. Now, there is almost nothing doctors can do to treat strokes. But that may change as researchers are working on a variety of strategies to reverse strokes or minimize brain damage they cause. By focusing on the underlying causes of strokes, doctors hope to identify those at high risk so they can be closely followed and treated speedily if the new treatments become reality. Lipoprotein (a), or Lp (a)—doctors call it LP-little-A— is very similar to low-density lipoprotein cholesterol, the so-called bad cholesterol. Most strokes occur when arteries in the brain become blocked. Typically this happens when a piece of fatty material called plaque breaks loose from a buildup nearby. Experts believe Lp (a) contributes to these dangerous buildups at least 3 ways: TARPA TOPICS.. MAY 1994 ...Page 35

—Interferes with the body's mechanisms for removing blood clots. — Causes cells in artery walls to multiply. — Helps lay down the fatty deposits. Individuals' Lp (a) levels are controlled largely by their genes. Unlike low-density lipoprotein, it does not seem to be influenced by diet or exercise. Researchers already know Lp (a) is strongly associated with heart attacks, which have similar underlying causes as strokes. But the latest work suggests it is an even more important factor in strokes. The research was conducted by researchers from Karl Franzens University in Graz, Austria, and Biotechnology Research Institute in Rockville, Md, a firm that makes an Lp (a) test. The results were presented at a stroke meeting sponsored by the American Heart Assn. In the study, the stroke victims were compared with 289 healthy men and women. The researchers found that those with blood levels of Lp (a) that were 18 milligrams per deciliter or higher are 21 times more likely to suffer strokes than are those with lower levels...End

TARPA TOPICS .. MAY 1994 ... Page 36

TIMELY

TOPICS

News From TWA FOR IMMEDIATE RELEASE TWA NAMES ERICKSON PRESIDENT AND CHIEF OPERATING OFFICER St. Louis, Missouri, March 28, 1994 - Trans World Airlines today announced the selection of Jeffrey H. Erickson for the post of president and chief operating officer. Mr. Erickson moves to TWA from Reno Air where he has been president and chief executive since 1991. He earlier had served in senior management positions at Midway Airlines, Continental Airlines and Aloha Airlines. Erickson will be formally elected to the position in early April and will assume his new duties mid-month. "Mr. Erickson's experience and track record with aggressive start-up carriers will add an important strategic dimension to our management team," said Donald F. Craib, Jr., TWA chairman and chief executive. TWA veteran Robin H. H. Wilson who played a key executive role in crafting and leading the carrier's emergence from bankruptcy last year, continues as vice chairman and head of airline operations. Erickson began his airline career in 1969 as a senior engineer with Pan American World Airways, and subsequently moved on to management positions with Fokker-VFW International, a Netherlands-based aircraft manufacturer, Midway, Aloha and Continental. Headquartered in St. Louis, Missouri, Trans World Airlines has 26,000 employees serving 122 cities in the U.S., the Caribbean, Europe and the Middle East with a fleet of 200 aircraft. Launched July 1, 1992, Nevada-based Reno Air serves 11 cities in western U.S. states with a fleet of 17 McDonnell Douglas MD-80 series jets and over 1,200 employees.. End of press release

TWA's Hidden Assets Change The Picture TWA has emerged from its extended period under bankruptcy protection with a substantial amount of hidden assets which could be liquidated to maintain the carrier through the winter. The assets may alter mixed perceptions among analysis as to TWA's chances of survival. "The analysts have misread a number of assets which TWA still had (available) to monetize", says one analyst. However, some observers maintain a negative short-term outlook for the airline and view the cash position - up to three times many analysts estimates - as inflated. Rick Schuyler, TWA's chief financial officer, says that the carrier had more than $150 million in cash at the end of 1993. However, though the airline is forecast to make operating losses until the end of February, $30 million will be raised in cash during the first two months of the year from asset sales. "We have more than enough cash to get through the January-February winter period, then expect from March to be back into cash-neutral and cash-positive operations", he says. TWA has been liquidizing the hidden equity in its fleet over the past two months to fund operating losses. It's Atlanta mini-hub is believed to be losing $1 million a day as TARPA TOPICS .. MAY 1994 ...Page 37

TIMELY TOPICS, contd.

a result of Delta Air Lines' discounting response to two low-cost new entrants, Value Jet and Private Jet. TWA has been forced to follow the pricing regime at Atlanta. TWA raised $10 million in December through the sale/leaseback of two 747-100s through Pegasus Capital. Pegasus repeated the transaction in January for two DC-934s (dating from 1979 and 1980). TWA raised $5 million from each of the aircraft and then leased them back for six years. Greyhound Financial was the senior lender in all four transactions, while TCW provided the junior debt. The airline is also finalizing another transaction with McDonnell Douglas Finance Corporation covering the purchase of a 1971 747-200 and the sale/leaseback of four MD-82s. This is expected to generate between $25 million and $30 million. TWA is understood to have raised cash from the 747 deal as MDFC, the owner, is believed to have agreed to invest at least $5 million to upgrade the aircraft for TWA service as well as financing part of the MD-82 deal to get the non-performing 747 back into operation. TWA plans to use the 747 for a non-stop New York-Tel Aviv service, a high-yield market in which Tower Air is the only direct competitor but with a low-frequency service. TWA flies to Tel Aviv via Paris, and this service will be maintained. Schuyler says that TWA's domestic network was profitable in 1993 when it boosted capacity with six MD-83s and twelve DC-9-51s. However, transatlantic services continue to suffer from a soft market and negative perceptions of the carrier stemming from its time in Chapter 11. Schuyler says that the latter is easing as European travel agents start to make regular bookings again following TWA's emergence from Chapter 11. Capacity has also been reduced following American Airlines' decision to retire its DC-10-30s while Delta is cutting back its leased A310-300 fleet (Airbus is reported to be tapping TWA to take the aircraft). Schuyler says that TWA will cut its own transatlantic capacity and boost domestic capacity by leasing six 767-300ERs in the first half of the year to replace L.1011s on some routes (the aircraft will also replace the 747 used on Los Angeles-Paris). The L.1011s will be deployed on dense domestic routes. Although 17 leased L.1011s were returned last year, TWA has renegotiated short-term leases at favorable rates on a few aircraft and returned them to service. TWA also plans to add eight MD-80s to its domestic fleet during the year. No firm additions have been scheduled for the second half of 1994, but. further expansion is planned in the form of 767-300ERs, MD-80s and, perhaps, some A310s. "Our goal is to be at least self-sustaining if not generating substantial cash from our own operations," says Schuyler. "If we achieve operating break-even, that at least ensures we are holding our own cash-wise". He adds that TWA's reorganization involves stretching debt maturities, and there are few payments required in the short term. Though Schuyler accepts that assets are available for liquidation, he says that no more sales are planned in the short term and the bulk of the post-reorganization asset value remains intact. The central asset is TWA's 25% share in the Worldspan CRS, and Schuyler confirms that the company's other shareholders have expressed interest in acquiring TWA's stake, which is valued at around $150 million. TWA also owns a fixedbase operation in St. Louis, a security company and the TWExpress commuter operation which owns valuable slots and gates at New York ... From Air Finance Journal...Ed. TARPA TOPICS .. MAY 1994 ...Page 38

CAPTAIN

GORDON LED

GRANGER

TWA

INTO

THE

JET

AGE!

here was only one Gordon Granger - A pilot for whom the impossible was possible: Intelligent, energetic, armed with positive opinions. Charming, argumentative, persuasive, he played a key role in preparing TWA for the jets. His influence on making the cockpit pilot-friendly, was monumental!

Hopefully, the good Lord was prepared for his arrival on March 5, for Granger no doubt is already promoting methods to improve flight procedures up there. To quote Dale Beebe, his longtime friend and associate: "I see Gordon standing in front of St. Peter with his finger waving in the air, saying: Hold the phone! Where's my wings?" He was TWA's first jet pilot, flying a piston powered cargo C-82 out of Paris in the 50s, to which TWA had added a jet pod and then used as an engine carrier in Europe. He flew this, and every airplane operated by TWA during his career. The following review of Gordon's career with TWA will highlight some of the key dates and accomplishments, utilizing primarily the recollections of his closet friends and associates as the source of information. Space and time do not permit a complete run-down of all the important and exciting events in which he parAt ICD Reunion-1977 ticipated, ranging from the evacuation of TWA's Cairo personnel from Benghazi in a Connie in 1956, due to the Egypt Suez war crisis, to the inaugural 747 operation JFK-Athens-Cairo in 1971. Son of a physician, he attended Stanford University and Pomona College and learned to fly in Santa Monica, CA. His initial pilot was as a primary instructor at Hancock College of Aeronautics in Santa Maria. He checked out as captain in 1944, staying on International until assigned to Domestic in 1950, becoming a check captain at BOS in 1951. From supervisor of flying at LGA in 1952, he returned to his first love, International in 1953, as regional manager of flying in Cairo, then the only overseas base. In 1955 he TARPA TOPICS .. MAY 1994...Page 39

was transferred to Paris and named director, flight operations - overseas, by Larry Trimble, vice president - overseas. It was back to Kansas City in 1958, to represent flight operations on the jet study group headed by Rob Rummel. In July, 1959, he became director-flight operations research and development, reporting to Bob Mueller. He was chosen by Ed Frankum in 1970, to head a new department as senior director-flight operations, technical. It included performance engineering at MCI under W.L. Harper, and flight research and safety under J.B. LeClaire. An indication of the respect accorded his accomplishments was his selection in 1967, to receive the prestigious VOLARE award in Rome from the Airline Avionics Institute for "Significant individual outstanding achievement in the category of Airline Avionic Engineering." At his retirement party in Phoenix in 1975, the "who's-who" of the aerospace industry joined TWA in paying tribute to him. The highlight of the evening was the presentation to Capt. Granger by the FAA of its Meritorious Service Award. It recognized his role in the development of many important flight safety advancements, among them SCAT, single "Q" flight director, Doppler navigation, vertical cockpit instrumentation, auto-thrust, radio altimeters and Categories 2 and 3, significant steps toward all-weather landings. Gordon Granger deserves a book-sized history, but it would take a publication far bigger than TARPA TOPICS to do him justice! In lieu thereof, and to add to the facts above, following are some condensed comments from a few of Gordon's friends and associates, listed in no particular order. DALE BEEBE: Starting in the late 1950s, Gordon was my boss for the next 15 years. I could not have asked for a better one. (Granger often described flight engineer Beebe as not only his friend, but his right hand and technical expert as well. Later Beebe became a jet captain himself.) Granger was a complex personality. His genius was in comprehending the right side of an issue. He had absolute confidence in his convictions, and he pursued them with a relentless driving force that was well-nigh irresistible. The sweep-on oxygen mask was one example. Because of the British Comet in-flight explosion, rules were proposed that would require jet pilots to wear oxygen masks for certain conditions, and require their being worn around the neck for instant donning under other conditions. In a "You will not hang this albatross around my neck" speech, and working with the Puritan Company, he succeeded in pushing the FAA into accepting the "quick donning, readily available" rule. He achieved certification of doppler as a self-contained overwater navigation system, eliminating navigators. But with the start of non-stops from the West Coast to Europe, the FAA said navigators must work the sub-polar portions since pilots couldn't be expected to do grid navigation. Granger said there must be another way. He inspired a remarkable engineering effort to upgrade directional gyro accuracy, and the "Grangergrid" charts were born. TARPA TOPICS.. MAY 1994...Page 40

He was the most innovative and resourceful pilot I ever knew. First on TWA to be rated on a commercial jet, he was in command of all initial route proving flights, and was captain of TWA's inaugural jet flight on March 20, 1959. Gordon was a man for an era, and I do not think his like will come this way again. Dale sent along a poem composed by Norm Parmet, and sent to Granger by the MCI Engineering group, when he was recovering in Paris from a car accident. We'll use only four verses of the 11. The poem well portrays Gordy's rapport with MCI. "If you were to take a look at a place called Richards Road, you'd find the quiet of early morn before the cock has crowed. The reason that it's quiet is very clear to us, cause Granger's not here to raise his usual fuss. We took the pilot's cockpit and and turned it upside down. The throttles are on the ceiling, we surely went to town. And finally we decided, at this we know you'll cheer, to make the cockpit safer, we put it in the rear."

ED FRANKUM: I think Ray Rowe might have been the first to check out on the 707. I was one of Ray's first students, and Gordy and I flew the inaugural flight of LAX to ORD. On the 747, we got our ratings at Boeing on the same flight. The weather was bad in Seattle so we ended up at Reno, making several landings and takeoffs at night. Unbeknown to us, we tore up their runway, blew over most of the runway lights, and eventually TWA received a large bill for this! Gordy always was available for any project. If anything, his enthusiasm had to be restrained occasionally. People like Granger, who contributed so much, are hard to replace. JERRY ZERBONE: Granger participated in many firsts. When on the proving run to Manila from Bombay, with many dignitaries on board, the heavily loaded 1049G lost the right wing tip tank on takeoff. In the hot and humid air, Gordon had a struggle TARPA TOPICS .. MAY 1994 ... Page 41

keeping the wings level. We had to burn the 600 gallons in the left tip tank and then dump to landing weight for return. The wing tip was taped over, the other tip tank removed, and the rest of the flight was uneventful. Another thriller was the inaugural flight from London to SFO with 1649 Jetstream service. Gordy was determined to fly it nonstop - no one thought he could - but he did it with an elapsed time of 23 hrs and 19 minutes air time. He had an elaborate plan, which included engine pre-run then back to the terminal for fueling. As fuel was pumped and tanks appeared full I "flexed" the wings to expel all the air possible then refueled again to capacity. Gordon's judgment was to say low where terrain clearance was no problem. Over Winnipeg, we were 6 minutes ahead of flight plan and Gordon decided to continue. We landed barely with FAA reserve fuel, which an FAA inspector asked if he could verify. Neither the FAA or Lockheed thought he could do it, but he knew he could! FLOYD HALL: Gordon was a great guy, a good and dedicated friend for almost 50 years. One event I think other pilots will appreciate, was his effort in getting our jets well instrumented before we got them. Times were tough. Gordon's insistence on an "air data" system that Boeing was offering at an additional price, when money was needed for a dozen other valid needs, carried the day. He hung in there and later almost every airline buying 707s took the same system. TWA had only one airplane to start transcontinental service out of SFO in 1959, and we wanted to be first to fly jets from SFO to NY. Gordy and Ray Dunn set up special teams to ride with the airplane each day. Gordon rode the flights for several days to be on hand if something went wrong and to describe the problem enroute by radio. By good luck we beat out American, and with that one airplane we ran our schedule every day for a remarkable 31 days without a delay. BOB MUELLER: Full of boundless energy, Gordon seemed to be driven by an intense desire to get the job done and to win-win-win! He loved it. All life was a contest and in his final moments, I'm sure he didn't lose, he just transferred the contests to another arena. I first met Gordon around 1953 when we both worked on the Pilots' system scheduling committee. We, along with Paul Frederickson for the company, wrote the first system scheduling policy. He soon returned to International as chief pilot in Cairo. In 1958, Frank Busch and Floyd Hall called Gordon in Paris, where he was now based, and told him to report to KC right away to take charge of driving the B707 into the system. In case Gordon preferred to stay in Paris, he was advised that if he didn't want to come he should drop them a note mailed from his next employer! He arrived three days later! The first take-off of a scheduled TWA jet flight (SFO) was "slam dunked" by three of the hardest working pilots I have ever known - Gordon Granger, Jack Frier and Ray Rowe. Not one of them received the full recognition he deserved. WALT MOREHEAD: Gordon was a friend of mine for 55 years. His strong personality TARPA TOPICS .. MAY 1994 ...Page 42

and fanatic loyalty to TWA caused him to be misunderstood by some, but respected by all. Gordon flew as my copilot on my last trip, over the objections of Ed Frankum, who needed Gordon for an important meeting. Gordon said "Now listen Ed, its Clem's last trip and I'm going along with him." Ed gave in and Gordon flew with me. HUGH GRAFF: I had the fun and pleasure of being involved with Gordy, along with 747 Flight Manager Billy Tate, at Boeing in Seattle during the acceptance of the 747 aircraft. I also was with Gordy on initial ratings, acceptance, etc. of the 1011. An example of his basic integrity was acceptance of the first TWA 747. The actual moment of transferring payment of several million dollars had been delayed several times, since Gordy was not yet satisfied that all of the components were completed as per contract. Finally, after more delays, in a phone conference between Gordy on the one hand, and the Banks, Boeing, and TWA on the other, Gordy in this own firm way said, "If the TWA bosses want someone else to accept this responsibility, I will be glad to deadhead home!" He remained in charge and three days later the missing components were installed, and Gordy approved payment. CLIFF DAVIS: Gordon and I played golf together quite often here in Carefree, but that tailed off in the mid-eighties as he had lost interest in the game. We did, however, go over to Wickenburg every year to play with the TWA Seniors Club Annual Roundup group. We also regularly attended the PHX open. In spite of the pain, he never complained to anyone. Others who contributed information for this article were Ed Betts, Ken Davenport, George Friedrich, Claude Girard, Mary Horstman, Jack Robertson and Billy Tate. ...End

The above Feature Article was researched and written by Bill Dixon in memory of Gordon Granger.

TARPA TOPICS.. MAY 1994...Page 43

BOB

HERENDEEN

ne of the most illustrious and notable flying careers in the history of aerobatics in

O the US came to an abrupt end on January 22, 1994, when retired Captain Bob D.

Herendeen was killed in the crash of his "Christen Eagle". The accident occurred while he was taking pictures of the home he and his wife, Jacque, formerly owned in Ramona, Calif. Bob was a legend in his time as a master in the art of aerobatics in world or national competition and performing at air shows. Bob was a native Hoosier, born on Feb. 17, 1928, and raised in the town of Mentone, Ind. His interest in flying started as a youth watching local air shows along with the "barnstormers" performing their daring stunts. At the age of 16, when most young men were learning to drive a car, Bob made his first solo flight, flying a Piper J-5. Prior to this he worked weekends at the Rochester Airport in exchange for flying lessons (Helen Hause was his instructor). On his first solo flight he was already practicing a few slow rolls, snap rolls and intentional spins. At age 18 he joined the Army and served a 2 1/2 year tour of duty with the Chemical Warfare Branch, based in Alaska. Following his military service he earned his commercial pilot license (plus an A&E mechanic's license) at the Curry School of Aeronautics in Galesburg, Ill. This included ten hours of aerobatics time and Bob knew then that he was "hooked" with this sport. With the outbreak of the Korean War, in 1950, Bob took further training with the Air Force and graduated as a fighter pilot. He flew 87 missions over North Korea, flying the famous P-51 Mustang. This was followed by duty in Louisiana and Europe, flying the F-86 " Sabre Jet". He was able to do a lot of aerobatic practice with both the P-51 and F-86. On May 31, 1955, he joined TWA and was checked out as a reserve copilot on the Martins, based at MKC. He was #1320 on the pilot seniority list at the beginning of 1956. Bob was a dedicated TWA pilot and "flying the line" was a great challenge to keep the aircraft straight and level - a smooth flight

Bob Herendeen Flying His Pitts Special

TARPA TOPICS.. MAY 1994...Page 44

with on time departures and arrivals. However, the old urge to be alone in the cockpit, and do everything he wanted to do without regard to passenger safety or comfort was still there. The Experimental Aircraft Association held its first convention in Rockford, Ill., in 1964, and Bob was a spectator. He had a long talk with "Pete" Myers, a Chicago-based TWA pilot and expert in aerobatics. For over two years Bob had looked for an airplane which would be the best for aerobatic competition. Pete had one recommendation - the "Pitts Special" Model S-1S. The plane was first designed and built in 1946 by Curtis Pitts specifically for aerobatic flying. Bob purchased a Pitts for $15,000 and, within a short time, the pilot and plane were to become a team; synonymous with the best of aerobatic flying. It was a small biplane, only 14'6" long with a 17'4" wing span, and an empty weight of 785 lbs. It was powered by a 180 hp Lycoming engine, cruised at 138 mph (wide open at 175 mph) and landed at 65 mph. There were other special features for performing at air shows such as a header fuel tank for inverted flying, a special oil

TARPA TOPICS .. MAY 1994...Page 45

tank and a separate Air Show smoke oil tank for leaving a trail behind during certain maneuvers. A very important feature for Bob was, by design, it could withstand a "9 G" positive or negative force of gravity. When not flying the line on TWA, he was busy making certain "mods" on the plane (such as elongating the ailerons) and practicing for air shows or meets. Somehow or another he was able to use his annual vacation time, bid for certain days off or trade with other pilots in order to take part in these activities.

"Straight up"

The following year, 1965, Bob was flying in air shows, entering biplane pylon competition in the Los Angeles and Las Vegas Air Races. He won the contest both times. Later that year he came in 3rd in the National Aerobatic Contest held at Reno. This, in turn, earned him a place on the six-man US Aerobatic team which competed in the World Contest in Moscow, in 1966. Quoting from an interview Bob later gave to the press: "People in Moscow thought this dumb little home-built plane was a joke until it went up - but they stopped laughing when he performed " . After the World Competition he became the National Aerobatic Champion. Bob later flew two other World Contests and each time earned the highest number of points for the US team - he won the individual Bronze Medal held in East Germany in 1968, and the Silver Medal held in Hullavington, England, in 1970. This was the year when Bob led the US group to a World Team Championship. In 1969, he won his second title as National Aerobatic Champion.

Bob perfected numerous maneuvers which never failed to please a crowd of onlookers or judges. One was the "Corkscrew in the Sky" where he pointed the airplane straight up with full power until the plane stops; the torque of the engine kept the airplane rolling while it slid down backwards. Then it falls off until he couldn't hold it vertical any longer. It was a different sensation as all the weight was on his back. At the end of this maneuver he would pull the plane straight up and do a Double Snap Roll; this was followed by a Hammerhead Turn-around and, on the way straight back down, he would do an outside Snap Roll before pulling out to level flight. The "Lomcevak" (Czechoslovakian for a headache) never failed to please a crowd - where the plane tumbles over and over, like a somersault in the air. It always looked like a potential disaster when he did a 20-turn inverted spin with smoke leaving a solid trail behind - but, at the last minute, he pulled out and did a few Snap Rolls - as he flew off into the distance. He might also do a snap on top of a loop TARPA TOPICS.. MAY 1994 ...Page 46

the Avalanche) or his own advanced version with three Snap Rolls. Some of the "easier stunts " might be flying inverted in front of the grandstand just a few feet above the round. To the novice it all appeared to be dangerous; to a perfectionist it was the result of hundreds of hours of practice and fine coordination between pilot and plane. Bob often had a chart, similar to a map, mounted in front of him on the instrument panel which outlined in detail each maneuver he intended to perform. Air meets began with the first (in the US) held by the Aeronautic Society in 1908 at the Morris Park Racetrack in NYC. The main attraction was watching the rickety airplanes take off and land. The first loop was by a Russian pilot in 1913. WW I saw the need for daring maneuvers during "dog fights" to survive or score a kill. The post-war -barnstormers" generally performed their stunts (without pay) in order to attract daring passengers who would pay as much as $5 for a short hop. It wasn't until 1927 when Lt. Jimmie Doolittle accomplished the impossible when he made a successful outside loop. However, modern National and World Aerobatic Competition (individual or team) can be likened to Olympic events, such as figure skating, where expert judges do the trading or scoring. Air shows are entirely different and could be compared to professional skating, such as the Ice Follies. Bob excelled at both. Following a near fatal accident during a meet in Reno, Bob "retired" from active competition in 1971, but continued to be involved with the annual meets as a Contest Judge. In 1980, he served as the Chief Delegate on the victorious US team, and was a member of the International Jury during the 1982 World Contests in Austria. He was on the F.A.I. list of International Judges, an FAA-designated Airshow Certification Evaluator through the International Council of Air Shows.

Bob & Jacque Herendeen... in flight TARPA TOPICS .. MAY 1994 ... Page 47

Bob was based most of his TWA career in LAX flying the Connies, CV 880, B727, B707 and L1011. He was also the perennial bachelor until he met Jacqueline in 1979, at an aerobatic contest. Jacque, a single parent with three almost-grown daughters was nearly 40 when she learned to fly. She had never been a competitor until she learned to fly and her idol happened to be the shy (on the ground, a "tiger" in a biplane) Bob Herendeen. They were married in March of 1985, and immediately became a husband and wife team flying the air shows. She flew a "Christen Eagle" with Bob on her wing. The annual EAA convention at Oshkosh, Wisconsin, was their main event each year Bob missed but one since the first in 1964. On July 31, 1985, Bob took early retirement from TWA. About the same time he stowed the Pitts and started flying a Glasair III in air shows. The Glasair was a low-wing monoplane with an enclosed cockpit (dual). It was much faster than the Pitts, with a longer range and was highly suitable for aerobatics. It was also built to withstand a 9G positive or negative force. He often flew the various factory prototypes and began flying his own Glasair III with his Air Show Act in 1991. For publicity purposes, Bob's "uniform" was a formal white tuxedo and a large "Top Hat". In 1990, Bob was accorded one of his highest honors when he was inducted into the very elite International Aerobatic Hall of Fame. TWA, through the years, has had quite a number of pilots who made their marks in aviation history. Charles Lindbergh and Howard Hughes were associated with the company, but never on a pilot seniority list. Probably the first future TWA pilot to make the record books was then-Army Corporal Albert D. "A.D." Smith when he set a world seaplane endurance record of 8 hrs. 42 min., in early 1916. After the war, in late 1919, then-Major Smith led the first formation flight of four Curtiss JN-4's on a transcontinental trip from San Diego to Jacksonville. Some were famous "firsts", such as Ernie Smith's flight from Oakland to Hawaii in 1927; Alton Parker was a pilot with the Byrd expeditions (1926 & 1928) to the North Pole and was the first American to set foot on Antarctica; and Hugh Herndon's flight from Japan to the USA in 1931. Some of the early entrants in the National Air Races in the late '20s were Jack Frye, Paul Richter, "Tommy" Tomlinson and Lee Flanagin. The Army's "Three Musketeers" monopolized team aerobatic competition until the 1929 National Air Races at Mines Field, Cal. Tomlinson led the Navy's "Three Sea Hawks" for a first place ribbon. In a "V" formation, they started loops or slow rolls just a few feet above the runway and "buzzed" the crowd while in inverted flight. During the early '30s it was Ben Howard (TAT 1929), Hal Neumann, Roger Don Rae and Bob Buck who made the headlines. Leigh (Lee) Manelski followed Herendeen as a member of the US Aerobatic Team until he was killed in an accident in early 1991. In the sport of modern aerobatics, Bob Herendeen ranks among the best .. End

The above Feature Article was written in memory of Bob Here ndeen by TARPA Historian and Associate Editor Ed Betts.

TARPA TOPICS.. MAY 1994...Page 48

INFORMAL CEREMONY PAYS TRIBUTE TO BOB HERENDEEN Ramona Airport, California - - February 6, 1994 More than 150 friends, co-workers and a dozen or more top airshow stars gathered together at Bob Herendeen's Hangar to informally pay their respects. His widow, Jackie, spoke of their early life together and several of Bob's friends took the opportunity to say a few words. Bob's TWA uniform, National aerobatic jacket and the white tuxedo with top hat he performed in were laid out on the wings of his Glasair III in mute tribute to his many accomplishments.

TARPA TOPICS .. MAY 1994 ... Page 49

FORMER WILL

"COUNCIL GET

41"

TOGETHER

PILOTS AGAIN

BOSTON (BOS), the domicile that was too good to die, is planning "The Latest Last Supper" for Monday, September 26th. Cocktails at 5:30, dinner 7:30 'til 9:00 at the Sheraton Tara, 50 Ferncroft Road, Danvers, MA. It is just off 1-95 in Danvers. Golf and tennis tournaments are being set up by Ron Bottom for the next day. Room reservations, cancellable up to 24 hours prior to the "meeting", can be made with an Airline rate ($62.50 single, $67.50 double) by calling 508-777-2500 and requesting the airline rate. Supply is limited at that rate, and subject to availability. "Council 41" hopes to do this one for about $44.00 a head, to include a choice of entree. We hope to have a high flight operations official as featured speaker (not Al Mundo). A mailing will go out soon to all the New England pilots we know of and those who fled from Winter. For information call: Bob Hamilton 508-475-4978. Anyone who can help us find Dave Heck, Cliff Bossard, Paul Foley, Ed Parise or Bill Rochfort, please let Chuck Drake know at 10 Normandy Row, Topsfield, MA 01983.

RON

JACKSON TALK

WOULD TO

YOU

Retired Captain Ron Jackson of Overland Park, KS would like to talk to anyone who has done business with 'The Pilot Retirement Group" of Atlanta run by Bill Piontek. Write or call Ron at: Ron Jackson 9014 Outlook Drive Overland Park, Kansas 66207 Phone:(913) 341-5643

Question??: What was the first movie ever shown on a commercial airplane?? Answer: The first in-flight movie was shown in 1961 on TWA Flight 40. It was titled "By Love Possessed" and starred George Hamilton and Lana Turner.

TARPA TOPICS.. MAY 1994... Page 50

TARPA TOURS

BY CHUCK &

PAT HASLER

By the time you get this copy of the TOPICS it will be less than 2 months til the 1994 CONUENTION at STL. We still have seats on the 2nd bus going to BRANSON & get another bus &

i f we get enough we can still

Hotel Space at this time. If you want to sign

up, the reservation C deposit are located elsewhere in this issue. We are still barely hanging onto a few extra Cabins on the Fall Foliage Cruise out of Montreal leaving .

to come along call us right away C

Oct. 2. If you would like then send in your deposit

(info. on next Page). At this time (Mar. 30th) we have 52 people going. TENTATIVE 1995 TARPA TOURS We are trying to put together a package in Sept. 95 from NY. Fly to Oslo, train to BERGEN C . a 12 day round trip costal voyage north C . south along the entire coast of NORWAY with 19 ports of call. Let us know if you are interested C. if enough interest is generated we will go ahead with the program. It is a lot of work C. expense for our interliner agency to put a program like this together &

we would like to know what kind of response

to expect before asking them to proceed. Let's hear from you. Our ALASKA

Rail C. Sea trip last yr. was such a success that we

are going to do it again in June 95. VANCOUVER to Whitehorse by air, Whitehorse to Juneau via motor coach/rail &

ferry,

Juneau to VANCOUVER via Holland American Ship. We want to have one other tour in 95. Let's have some ideas! TARPA TOPICS .. MAY 1994...Page 51

OCT. 2nd to 9th

TARPA TOPICS .. MAY 1994...Page 52

WHAT DO YOU

ON THE

Spring has sprung, the grass has 'riz, I wonder where the birdies is ?? As we charge full bore (12 Gauge ) into the spring, what have you all been doing this winter ? I know here in good 'ole Florida we have been boating, fishing, flying, playing tennis and golf, not all in that order of course. It rained once back in February and also a couple of times this month (March), but we have had t kind of weather we came down here for. My daughter, bride Bette and friends were sailing around Lake Hamilton early this month and it was wonderful. The wind was just right , and for and old guy I did not lose it once. Water temp was 72. I hope this mild WX holds for the Sun 'n Fun '94 EAA Convention fly-in from 10-16 April. They expect around 3/4 of a million folks this year. By the time you read this, the show will be over and preparations for next year will already be under way. We will have missed Bob Herendeen at the show with his great flying and super personality. There were (or will be ) 12-14 TARPA folks there as air show volunteers wearing the red "t" shirts with a very large TWA on the back and also new this year, courtesy of Jerry Houghton an ex- TWA Pilot who is the Sun 'n Fun Director of Operations, a TWA booth that will promote TWA with a Sweepstakes and items for sale. The booth will be staffed by TWA people from all over. There will also be a full page in the Show Program for TWA. The Grapevine had some very nice letters from Betty and A.T. Humbles and I never thought an old Air Force guy would sell his airplane and buy a BOAT or is that SHIP? Anyway, thats what A.T. did. At least he sold it to his son so he could use it now and then. A.T. says the Stingray I/O V-6, 180 HP does 59 flat out. Ed. note: It would probably go faster, but when you get over 39 you tend to start chickening out. Age that is.

TARPA TOPICS .. MAY 1994 ... Page 53

Grapevine,

May, 1994, Con't

DICK BECK, ( LOU ), San Clemente, CA. Dick writes this little note on " Don't get Shingles" ..... On July 15th developed a case of " Shingles " along the upper part of my left arm, from the shoulder to wrist. It manifested itself as small blisters, about 1/8 of an inch in diameter. Our Doctor said that it was a virus that usually lies dormant for 50-60 years after a person has had Chicken Pox as a young child. This virus attacks the nerves. The pain was excruciating ! I couldn't raise my arm above the horizontal. I had no appetite. There was unbelievable fatigue and I spent 20 out of 24 hours flat on my back in bed. I was completely anti-social The blisters disappeared in about two weeks, but all other symptoms remained the same. All Doctors advised that there was no medication available to speed the recovery, only time, which could take as long as 6-8 months. A variety of arm exercises were prescribed to build back strength. I adhered to them precisely, even though they were sometimes quite painful. About the middle of December I felt that about 90 % recovery had been achieved. I hope I'll never have to undergo this affliction again. I wouldn't wish it on my worst enemy, even if I had one-which I don't. Also Dick sent the following quickie on the recent unpleasantness in California. Regarding the summer of '93 FIRESTORM... IT WAS THE MOST AWESOME CATASTROPHE we have ever seen. The media estimates are: 20,000 acres burned....100 homes destroyed...$950,000,000.00 cost....1000 plus firefighters from Calif., Nevada and Oregon. If that wasn't enough, along came the Earthquake centered in Bill Townsend's old home town, Northridge: 04:31 on the Richter Scale 6.7...Collapsed buildings...Landslides...Collapsed Freeways...Railroad ties torn up...Gas fires...Burst water mains...with thousands of aftershocks....All I can say to that Dick (with all the sympathy in the world for the victims) is move to Florida, We have Andrew and the ocean only has to come up about 20 feet to put 95% of the peninsula under water, ***********************************************

HARRY STITZEL, ( RUTH ), Lantana, Fl. Harry writes that he has TARPA TOPICS back to 1985-86 if anyone would like all of them or only one issue, give him a call at 407/641-1636. ***********************************************

TARPA TOPICS .. MAY 1994 ...Page 54

GRAPEVINE, MAY, 1994, Con't.

JOHN "JJ" QUINN ( NANCY)

Justice of Peace Quinn states retirement plans

The newspaper article at the right was in the Las Vegas Review Journal last December. Dick Davis sent it in, knowing we would all be interested in what J.J. is up to now. J.J. Quinn gave me my line time on the L1011 on Domestic. I had not been on the Domestic Operation for over 15 years and the Domestic ti me was all that was available for Line Checking at that time. We flew Flt. 904 LAX-JFK: 289 JFK-ORD; 195 ORD-LAS and 558 LAS-STL over a two day period. John had not changed from the gentleman that he was when I knew him, when he was at EWR, and I bet he still has not changed. ..... WOOF--WOOF, John.

TARPA TOPICS .. MAY 1994 ... Page 55

GRAPEVINE, MAY, 1994, Cont.

TARPA TOPICS .. MAY 1994 ... Page 56

GRAPEVINE, MAY, 1994, Con't.

TARPA TOPICS.. MAY 1994 ...Page 57

GRAPEVINE, MAY, 1994, Con't.

Editors Note : the preceding article was written by someone known to us all, but he has requested that I not include his name, as he is concerned that his good friends will think he is stupid. I know who he is and I will withhold judgement. You owe me one, Captain Writer. re: "Dilemma of the Coffee Table".

NOTICE The Retired Professional Navigators (RPN ) are having their annual reunion in STL the 30 of Sept and the 1st. of October, '94. Many of these gentlemen are also members of TARPA and will try to make both events. It will be fun to rehash old times and talk about looking for an island under a cloud somewhere. See you fellows in St. Louis ....

TARPA TOPICS .. MAY 1994...Page 58

GRAPEVINE, MAY, 1994, Con't. DON BARNES, (EVE ), Liberty, Mo. Don relates "THE DAY UNCLE JOHN FIRED ME (For 30 minutes or so). This was approx. 50 years ago in Kansas City. We had a light load and were taking off on old runway 35 with a strong west wind. I applied power and the old DC-3 tried to weather-cock. I reduced power on the right engine and applied full power on the left, along with full rudder and right rake. We continued to weather-cock with the left wing real low and a lot of luck we broke ground and i mmediately weather-cocked due west. Uncle John was sitting in his glass cupola and observed the whole circus. He rushed down the stairs and asked who the Captain was and said " fire the S.O.B. " according to my good friends Dee Graham and Ted Weaver. They tried to calm him down and told him I was a better than average pilot as they had flown with me as their co-pilot. Dee checked with the tower for the wind velocity and the tower said the wind was west at 45 MPH with gusts to 65. Some time after that we had charts for max. crosswind operation. That's the way it used to be. I remember the time I was Co-Pilot for Jack Wade and we had a flat tire in ICT at 2 AM with no mechanics on duty. Jack asked me if I thought we could change the wheel. Naturally I said " Yes sir Capt." So we jacked up the plane, changed the wheel and continued the flight. I always flew my airplane as though it was my own and never had any problems if you used good judgment. Remember the phrase " Nothing replaces the use of good judgment while on the firing line" on the bottom of all Ops. Manual pages. I served approximately 23 years as Capt. for TWA never scratched a plane or blew a tire... Just Lucky I guess. I took early retirement because I was "Indian Rich" ( My wife of 57 years is part American Indian ). When Jack Frye left K.C. I purchased his 30 acre estate in Clay County where he entertained folks like Lindbergh, Anne Morrow, Howard Hughes and Others. The only time I ever heard from the CAA was concerning how I landed below limits one time. Used to be if they gave you 400' ceiling you could " take -a- look" and land if you saw the ground at 500' . I landed under those conditions and received a letter from the CAA asking how I landed. I replied that I let down to 500', saw the ground and landed. Never heard from them again. I K.C. you would let down to 500' break out over Fairfax, make a slight left turn to the Missouri River dike and line up with old runway 17. Every tree and barn was very important between he LF Range and the airport.

TARPA TOPICS .. MAY 1994 ...Page 59

GRAPEVINE, MAY, 1994, Con't.

I enjoyed my "Golden Years" in aviation and some of the many men I flew with like Howard Hall, Earl Fleet, Fred Richardson (My Den Mother) Cliff Abbott and Bush Voigts. These memories are precious and I would not trade them for all the money in the world. I sure would like to hear from other pilots as I'm sure there is a gold mine of happenings and events, all different, some sad and some amusing. but all very very interesting. Don Barnes Captain, Retired

BILL DXON (JUNE ), San Jose, CA.

Writing to Donald Craib, Chairman and CEO, and Charles Thibaudeau, Senior VP-Employee Relations, Bill Dixon, former TWA Seniors Club president and TARPA vice president, suggested that messages such as the special 12-paragraph l etter which was recently sent to all employees disputing outsiders' views of the airline, also be mailed to retired employees. It was pointed out to the two executives that the vast majority of retirees are keenly interested in the success of TWA, but need all the ammunition available in promoting TWA to their friends, club associates, politicians, and neighbors. Following is the response received from Mr. Thibaudeau: " Mr. Craib and I discussed your suggestion to include retirees on future mailings. We agree that there are very good reasons to do so and whenever there is employee correspondence with information that might be of interest to our retirees, they will be included in the distribution."

TARPA TOPICS .. MAY 1994...Page 60

GRAPEVINE, MAY, 1994, Con't GORDON JENNNGS, Gifford, NH & Mesa, Az. Gordon was hired on 9/7/64 and retired 10/31/92 He tried he first trip on TWA and was supposed to go from JFK to CLE in Jan. '65 It never happened. He missed the trip because he was trying to get from EWR to JFK on the heliocopter, but was grounded in EWR due to ground fog. He then got lost "somewhere in Brooklyn" as he had never been to New York before. He was sure Tony Gatty would fire him but was given a reprieve to dope out the NYC roads. Editors Note: Gordon, I lived in NY for 15 years and even after I figured out all the roads I still couldn't get from A to B because of traffic. Sorry Goldy. Gordon 's most memorable trip was with Capt. Chuck Lokey and F/E Larry Fauci. Flt. 885 from TLV to JFK in 1988. With a GW of 774999 lbs in a 74 and a V1 of 142, VR 175 the #1 fan blew just after V1 (where else does an engine go out for lunch?). There was only about 2500 feet left and although it looked like the game was up, and after saying goodbye mentally to his wife, Chuck pulled that sucker off just as the last of the concrete disappeared under the nose. They dumped fuel and returned to the airport and returned home the next day. When I saw my wife, the first thing I said was " Did you get my ESP message in your sleep when I was in Israel and on the way home" She said "No, at that time I was having a nice dream about one of our daughters " I said every ti me I try to get through to you when it's really important the line is busy ". He belongs to the SPAADS (Sabre Pilots Assoc., Air Division Squadrons), Royal Canadian Air Force, ALPA and of course TARPA. Also Council 41 ( Where is that ???) If you think driving an RV through Az., UT., CO., NE., ID, IL MI, NY, ONT, QUE, VT and NH, in may is a long trip try NH, MA, CT, NY, PA WV, KY, TN, OK, TX, NM and back to AZ in Sept. and Oct. Wow !!! Gordon's others interests besides the RV touring are Golf, and Photography. Note: The GV Editor thanks you for filling out the sheet.

TARPA TOPICS .. MAY 1994...Page 61

GRAPEVINE, MAY, 1994, Con't. PETER "PETE" NEVINS, (JUDY ), Annapolis, Md. Pete was hired the 02 Aug. 1965 and retired 01 Sept.1990. He flew his first trip on Flt. 323 from PIT to SDF with Ed O'Malley and F/O John Scarborough. As most of us, recently, he found himself riding sideways in a L749 Connie (N701) and in complete control of 144 spark plugs !! It was raining, there was icing and all sorts of strange noises, and he could not see out. " Let me out of here ". Most memorable trip was with Dick "Pete" Forristall and F/E Tony Gatty on Shepherd I from ADW to FCO the 17th. of Oct. 1979, the Purser was Rudy Popolo. This was a B747 returning Pope John Paul II from a visit to Rome. Approaching Elba just before descent, His Holiness came into the cockpit for a look. Dick and Tony, being Catholic, were speechless. The silence was deafening. I, as the duty Protestant, sized the moment , turned to the Pope and said, " I understand you came from Grembow ". He looked quizzically at me and asked " How do you know Grembow ?" I replied, " My Grandparents were born there." You're Polish ! " He thundered. " Well, just half Polish "., I replied. With that he clapped me on the shoulder, shook me and pronounced loudly, " Yes but the BEST half ". Later when he had left the cockpit, Dick and Tony were on me like sharks. " We didn't know you were Polish ! " You didn't ask, " I said. Protestant or Catholic, it was an awesome experience. I was one of the 24 TWA Pilots who retired early and went to work for KLM, on a 4 year contract. I started 01 Oct. 1990 and will be finished this Sept. 30th. It's been a marvelous, challenging and entertaining experience. The Dutch are terrific people to work with. ( Ed. Note: Thanks Pete. ) They are, for the most part, possessed of a great sense of humor, which is critical with me. There mode of flight operations, although more precisely orchestrated than ours, is laid back and enjoyable . I've been to some new places and met a lot of nice people, but I'm hoping that my second retirement, this fall, will stick !! I have no plans to leave the Chesapeake. It is one of America's best kept secrets ! ( Ed. Note again. " Not any more, Pete".) My hobbies are sailing, Harley riding, Ham Radio, writing and bugging my wife, Retired F/A Judy Hendricks Nevins. I belong to the Annapolis Yacht Club, Harley Owners Group, ARRL and TARPA....We are planning to head South this fall on our 37' Cutter-Rigged sailboat to spend the winter in the Bahamas. Pete says more later. I think the trip to the Caribbean would be of interest to everyone in TARPA, most of us like to travel. Thanks, Pete for all the info. JT.

TARPA TOPICS.. MAY 1994 ...Page 62

GRAPEVINE, MAY, 1994, Con't. JOHN WITTEN, ( BERNICE ), Glenview, IL. While on vacation in PHX last month, I came across this postcard in a card shop. I was really looking for a birthday card when I saw his one. I'd heard about " golden parachutes" , but I didn't know it involved moonlighting on the side. Look at the age of these fellas, merely middle age. I've sent a few around to some of the fellows in my area. We can identify some, maybe someone can identify them all. Here are some of the people identified, (wrong or right): head of the table, of course, Ed Frankum, who else? To Ed's left, fella with the crewcut, we believe he was a department head in Maintenance (?). next, Billy Williams, next, Bill Dixon. To Ed's right, Roy Simpkins ?: next three ? Man at the podium ? Note the graphs and charts on the walls, must have been pretty high powered stuff, and check where the card was printed. ( American Card Co., NY and printed in Italy ).Some of the captions will have to be changed or there could be some offense taken. ( Ed. Note: I did. ). Also one caption could read, " Does a gyro horizon still tell you the same thing , now that it's called an "Attitude Direction Indicator " ? and " Is this AIDS thing ( Airborne Integrated Data System ) contagious ? And if so, will we be issued latex gloves when we fly these so equipped aircraft ?

TARPA TOPICS .. MAY 1994 ... Page 63

GRAPEVINE, MAY, 1994, Con't. BILL TOWNSEND, (ALVA) Largo, Fl. Now that I have " retired " for the second time since leaving TWA ( 26 years ago ), I want to say thanks to all of the hard workers it takes to run TARPA business My " Second Retirement " is from being President of a 217 unit condominium Association after 8 years and I thought that was the end, but have since taken on a rather small job to taper off, as Treasurer of our Golf Club. Someone once said we retires have to keep active, and I am sure trying. It all has been a great learning experience, as I'm sure you know. I look at the list of fellows who have ' Gone West " in each issue, and it makes me sad to see so many of my friends leaving-- what has been said about the inevitability of death and taxes proves true. I am in good health (no pills or medication ), play golf at last two times a week and keep moving. In November we bought an electric organ ( the musical kind ) and am now trying to learn that. May never learn to play a tune well, but it's fun, and we need to keep learning, I guess. Regards to All Bill

" Largo" Townsend

P.S I've been glad to sent my dues to Davis and I notice the other " Eagles " have also. I think all of us should, if possible. R.W. "GOLDY" GOLDTHORPE (JULIA ), Levittown, NY. In the Feb. TOPICS, in the final chapter of Capt. Ed. Betts' wonderful ICD story, he wrote of an incident in March 1944, where an ICD C-54 clipped the peak of a mountain near Stephenville, Nfld. Although one wing with both engines and the entire tail section was sheared off , miraculously everyone survived although the Navigator, Roger Smith suffered a broken leg. The story as relayed to Jack Burlin, the F/E continued: " An Army rescue team, a Newfoundland guide, two Saint Bernards ( No keg of Brandy) and a dog-team arrived." That reminded me of a W.C. Fields classic which goes something like this: Uncle Claude ( W.C. ) awoke one morning in his Alpine Chalet in need of an eye-opener. Unfortunately the cupboard where he stashed his medication, like Old Mother Hubbard's was bare. However, when he made out a large Saint Bernard, keg and all, lumbering down towards him he brightened considerably. " Look!..Here comes mans best friend !! And a dog too. All the Best to All,

TARPA TOPICS .. MAY 1994...Page 64

GRAPEVINE, MAY, 1994, Con't.

THE FOLLOWING IS A PARTIAL LIST OF NOTES AND SLIPS THAT HAVE ACCUMULATED SINCE THE LAST GRAPEVINE.

From Don Peters, who has been very active in the PPF ( Professional Pilots Federation ), an organization that is attempting to have the 14 CFR 121.383 (c) either amended or eliminated. ( Mandatory Age 60 Retirement Rule for scheduled Airline Pilots). The PPF participated in a public meeting held by the FAA on 29-30 Sept. '93 in Washington, D.C. Many organizations were there; Joint Aviation Authorities; CAA from England; National Inst. of Aging/ Nat. Inst. of Health; Israel ; EAA; and many individuals including our own Arlie Nixon a TWA B-747 Captain and a member of PPF. Arlie is 79 years old and still flies a DC3 freighter for Crystal Airways in Okla. Arlie started flying in 1939 and has over 32,000 hours. He brought tears to dry eyes recounting his career..... The Jury is still out. (Ed. Note; At the expense of losing many friends I believe that a certain number of years is enough. There are a lot of youngsters who would just love to do what we had the opportunity to do for 30 odd years. If you haven't secured your future after 30+ years of Golden Age flying, then 40+ years won't do it either. Sure we hated to quit. I still have my First Class FAA Medical, and fly quite a lot. The FAA Rule cost me about 1.2 Million bucks. There is nothing I would rather do than get in my little Arrow and fly forever. But come on guys, there comes a time when you need to step aside and give someone else a chance at the Super world of being and Airline Captain. What will we do with all the " Young Eagles" of the EAA if everyone flies to 65 or 70. What we need to do is get the fair share of the market, and retire at 50 or 55. At least after 30 years. Has nothing to do with ability to do the job. Heck some of us could go to 80 or 85, who knows. I'm sorry guys, I did not mean to get on a soap box. Don, I hope you understand. First Amendment.

Congratulations for the fine job the TARPA BOD did on the Recruiting Brochure, that was sent out to all TWA active Pilots and retired Pilots that are eligible for membership in TARPA. I understand the response was SUPER.

Call 1-800-GETAWAY ( 438-2929 ) for Getaway brochures for your friends, Travel Agents and anyone else you think you can sell a ticket to.

TARPA TOPICS .. MAY 1994 ...Page 65

GRAPEVINE

, MAY, 1994, Con't

The Grapevine would like to recognize all of the Eagles who have continued to pay dues even though it is not required and not expected. Thanks to those who may find it possible. After all, you guys started all of this wonderful world of TWA , it's time to relax and enjoy.

I would personally like to thank "Black Dog" Davis for his comments on the "Escape from Maui " in the November TOPICS, page 105. Super, Black Dog. Do it some more.

I may be wrong but I don't think so. The TWA SAC Connie will be at the TICO Airshow near the Fl. Space Coast on the 8-9-10 of April, and the Sun 'n Fun '94 Airshow the 10 thru the 16th of April. Hope everyone had a chance to go thru it and see the fabulous job the SAC crews have done. With your continuing contributions this A/C will continue to WOW folks all over the USA. I' m sure they will be in Oshkosh this fall, for the biggest Airshow in the world. Brian Mueller a TWA S/O says that TWA will have a booth at the Oshkosh Show and needs volunteers for show staff. Registration, Forum helpers, Ground Operations, Airplane parking, Tram Drivers and all that good stuff. Join the fun, and help and at the same time promote TWA by wearing your TWA "T" shirts etc. Call EAA Housing at 414235-3007. Also 414-426-4800. TWA is again donating TWO round trip International tickets at this event. Contact Brian Mueller at 404 451-5103 before July 1 1994

Don't forget your usual contribution to the TWA Pilots Foundation Inc. Send to : Capt. Robert Thompson 807 West Hintz Rd. Arlington Hts. IL. 60004

If anyone is interested in contacting "JACKY " from the old Celtic in Paris Bill Merrigan says his address is JACKY GILLETTE MARETHEU , Chantone Indre 36, Par Egeuson, France. He would love to hear from his many TWA friends and come to France and say Hello.

TARPA TOPICS .. MAY 1994 ...Page 66

GRAPEVINE, MAY, 1994, Con't. TO:

Captain J. A. Montanaro, ALPA 3221 McKelvey Road Suite 200 Bridgeton, MO 63044-2551

FROM:

Vernon W. Lowell, Retired Captain 2300 Ocean Drive Vero Beach, FL. 32963

SUBJECT:

Retention of earnings from the B-Plan in the D.A.P.

DATE:

March 8, 1994

This is a serious matter of great concern to myself and other retirees that elected to take the single sum distribution from the B-Plan that was finally terminated on March 31, 1993. According to your figures in the TARPA publication, 475 retirees selected the single sum distribution amounting to $80,000,000 and the earnings was 11.8 percent. After the termination of the B-Plan, the $80 million was not distributed to the above retirees for 43-68 days. These earnings amounted to over $1,200,000 for these days and should be distributed to the 475 retirees. The D.A.P. fund had no right to these earnings. I wrote to the D.A.P. administration on this matter many months ago and I did not receive the courtesy of a response. Other retirees encountered the same experience. I have been in contact with several retirees including Captain Joe Bartling, and, as you know, he did not receive his disbursement check for 68 days and you have been stonewalling him on this matter. The D.A.P. funds owes him about $6,600. My portion of the retained earnings exceeds $4,000 plus the earnings on this $4,000 for some 10 months. As I stated in the very beginning of this memo, this is a serious matter with serious implications for those of you in a position of trust with fiduciary responsibilities. It appears that you are in violation of several sections of the ERISA Act and possibly some IRS regulations. I would appreciate a prompt response to this memo.

/Vernon W. Lowell cc: U.S. Department of Labor- Enforcement Division, Internal Revenue Service, Editor of TARPA publication, Attorney Smith, J. Bartling, K. Brubaker, J.D. Boran, R. Garrett, R. Hay

TARPA TOPICS .. MAY 1994...Page 67

GRAPEVINE, MAY, 1994, Cont. The SUN 'n Fun Air Museum at the Lakeland Regional Airport, Florida , has a " BRICK by BRICK program, where they hope to enhance and expand an already fantastic program. You buy a brick , it is placed in the expanding Patio in front of the Museum and it will be there for all time . It can just be a brick to help the Museum or one to Memorialize a loved one or friend. There are already many there by Airline Pilots. Four or five TWA Pilots from central Florida are putting one in for Bob Herendeen. Put one in for your family, your wife and yourself or whatever. Can be a Memorial or just a plain 'ole donation.

TARPA TOPICS .. MAY 1994...Page 68

GRAPEVINE, MAY, 1994, Con't CLARA FLEET, ( EARL) , Boynton Beach, Fl. I enjoy the TARPA magazine so much and try to contribute each year , $100 to the publication, in memory of my beloved husband, Captain Earl Fleet who was employed with the rank of Captain in 1929 (TAT) by John Collings He retired in 1960 at the request of the FAA at the age of 60. He loved his work and TWA, and was a loyal and faithful employee. I will be 90 years of age the 29th. of January '94. I wish the best for TARPA and the TOPICS magazine. Clara Fleet

JOSEPH A. BROWN (ELIESE ), Sunrise Beach Mo. Joe Brown sends in the very sad news that Cecilia Jann Polek passed away in December, 1993. When Council 3 was at 101 E. Armour and then on Troost in Kansas City, when we had a base there, " Cele" worked as our Secretary for over 20 years. You could call from the airport, dictate a letter, and it would be ready for your signature when you got to the office. There would also be copies for the MEC and/or the Schedule Comm. if needed. We would often take CELE across the street to "Boots" for lunch. She would always say, " I shouldn't be in a place like this drinking beer in the middle of the day, however since I am with all of you, I guess its okay". CELE was a wonderful person. Joe and Eliese Brown F.W. "BUD" PEAK , Scottsdale, Az. I regret to inform you that my beautiful, lovable wife, Margaret Elizabeth "Peggy " Peak, succumbed to complications, following treatment for lung cancer on 30 December, 1993. She struggled valiantly against the odds and never gave up the fight, nor her bright and cheerful attitude. She will be in the hearts and minds of her family, relatives and friends forever. She was my love and life. Her passing leaves a giant void that can never be filled. " Bud " Peak

TARPA TOPICS .. MAY 1994 ...Page 69

I N MEMORY OF CAPTAIN BOB D. HERENDEEN February 17, 1928 - January 22, 1994

Bob Herendeen died on January 22 when the Christen Eagle he was flying crashed into a hillside near his home in Ramona, California. According to his wife, Jacque, Bob was taking pictures of their home for use in a real estate listing when the accident occurred. There were no witnesses to the crash, but the Eagle, which belonged to Jacque, apparently contacted the hillside wings level and at a shallow attitude, then travelled a short distance through heavy brush before hitting an outcropping of rock. Bob was 65 and in his 50th year of flying. A native of Mentone, Indiana, Bob soloed a Piper J-5 at 16, and after service in the Army, obtained his Commercial and A & P licenses. He later joined the Air Force and flew 87 combat missions in P-51 Mustangs in Korea. He subsequently flew F-86s in the U.S. and Europe before leaving the service after 5-1/2 years. Bob went to work for TWA in 1955 as a co-pilot on Martin 202s and 404s and was flying the Lockheed L-1011 at the time of his retirement. He was approaching 20,000 hours at the time of his death. Bob began flying competition aerobatics in a Pitts S-1 in 1965 and quickly rose to the front TARPA TOPICS .. MAY 1994 ... Page 70

Flown West, cont'd. rank of international performers. He was U.S. Aerobatic Champion in 1966 and 1969 and was a member of the U.S. Aerobatic Team from 1966 through 1970, winning Silver and Bronze medals in world competition. He was chief delegate on the victorious U.S. Aerobatic Team in 1980 and was a member of the International Jury during the 1982 World Contest. In parallel with his competition aerobatic career, Bob became a legend on the air show circuit, noted for his total mastery of the Pitts Special and, more recently, his specially modified Glasair III. A fixture in the daily airshows at Oshkosh each summer, he was a long-time member of EAA and EAA's International Aerobatic Club. Along with his skill as an aerobatic pilot, Bob Herendeen was a gentleman in the classic sense of the term. Courteous to a fault, considerate of everyone...and always willing to sign one more autograph for his fans...he was greatly admired by all who had the privilege of knowing him. Private services for Bob were conducted in his hometown of Mentone, Indiana. The following is quoted from an article in the Pacific Flyer, March 1994 "

Airshow Stars, Family and Fans of Bob Herendeen Gather at Ramona, California to Say Goodbye to a Friend"

Family, friends, ex-co-workers, fans and fellow airshow performers gathered at Ramona Airport in San Diego County last month to say good-bye to one of their own - two-time national aerobatic champion and ex-combat pilot Bob Herendeen. The retired TWA pilot and airshow star died Jan. 22 when the Christen Eagle he was flying crashed into a hillside. Cause of the accident has not been determined. Among those on hand who were immediately recognizable were airshow stars Wayne Handley, Sean Tucker, Patty Wagstaff, Cecelia Aragon, Vern Dallman, Bud Granley, Bret Willat and the Sierra Aces. Announcer Sandy Sanders said Herendeen's widow had received a heartfelt letter from 220 Christen Eagle pilots saying, "Bob will always live in our hearts." Others speaking at the eulogy at Chuck Hall Aviation included Herendeen's friend and copilot at TWA for 10 years, a representative of the Stoddard-Hamilton Co., builders of the Glasair III that Herendeen flew in his airshow act; family friends and others who spoke often of his kindness and professionalism. As the speakers remembered their friend, four Pitts took to the skies, led by Steve Brower of the Sierra Aces, and National Aerobatic Champion Patty Wagstaff. As the crowd looked skyward, the four planes roared overhead and one pulled out in a "missing man" formation. Seconds later, a Glasair roared across the field in a final tribute to the quiet spoken man who never failed to stun airshow crowds with his skill and daring but remained "just Bob" to everyone who knew him. Note: Please see the feature article on Bob Herendeen elsewhere in this issue....Ed. TARPA TOPICS .. MAY 1994...Page 71

Flown West, cont'd.

IN MEMORY OF CAPTAIN STANLEY GORDON GRANGER JANUARY 31, 1915 - MARCH 5, 1994

Gordon (Gordy) Granger died of cancer at home in Carefree, Arizona, on March 5th, at age 79. He joined TWA on May 12, 1942, as an ICD second officer and retired January 31, 1975, as senior director, flight operations - technical, based in New York. He is survived by Angela, his wife of 45 years, son Stan (pilot for Northwest), daughter-in-law Joan, and granddaughters Amelia and Julia.

(See Feature Article on Captain Granger's profound contributions to the jet era and TWA elsewhere in this issue)

TARPA TOPICS .. MAY 1994 ... Page 72

Flown West...cont'd.

I N MEMORY OF CAPTAIN PHARES McFERREN September 17, 1906 - January 12, 1994 We were young then. It was October 15, 1937 when my flight assignment called for a DC-2 flight to Pittsburgh with a Captain Phares McFerren. I'd never met him, and, as a new copilot with only 3 months on the line, wondered with some timidity what kind of man I'd be flying with. We met in the dispatch office at Newark and the moment Mac offered his hand I knew my draw had been a good one. His sharp eyes looking directly into mine, a warm smile and countenance that radiated honesty, directness and thoughtfulness toward his fellow man, quickly dispelled any anxiety I may have had. I was 23 years old and Mac 31. Until that flight my narrow experience had been with a few "old timers" who didn't say much and gave the impression I was there to raise and lower gear and flaps, keep the log and make radio contacts as long as they were routine. Mac quickly changed all that and told me he'd suffered days of being a copilot and was determined to be a modern Captain, bringing the copilot into the crew as a useful member, while at the same time passing along experience and knowledge. Today they call that Cockpit Resource Management, CRM - Mac was about 50 years ahead of the times. It was a wonderful trip; Newark, Camden Pittsburgh; Pittsburgh, Harrisburg, Camden, Newark; DC-2 number 301. From that day on Mac was always someone I respected, admired, and was fond of. Mac learned to fly in the military as a cadet at Kelly Field, San Antonio, Tx. He graduated a second lieutenant on October 10, 1931 and was posted to the First Pursuit Group at Selfridge Field, Michigan. He served there for about a year and a half when the Big Depression caused budget cuts and reductions everywhere. Mac was caught in this and placed on reserve in the spring of 1933. But being the persistent person he was, got a position with United Airlines that summer. He learned about the furlough TARPA TOPICS.. MAY 1994...Page 73

Flown West...cont'd. routine that winter, but was recalled in the summer of '34. In the late summer he was recalled to military active duty and departed UAL for good. Fate stepped in again and he was put on reserve in the spring of 1935. He moved quickly and was hired by TWA April 27, 1935. This job was to last more than 31 years until his retirement on October 1, 1966. Mac flew Fokker and Ford Tri motors as well as the Boeing 247D. I imagine these as copilot, but as Captain he flew all models DC-2s and DC-3s, the Boeing Stratoliner, Constellations and the Boeing 707. He broke the transcontinental speed record twice in Constellations. Mac had an interesting and varied career with TWA that included periods in management as well as ALPA, serving both fairly and diligently. He was Chief Pilot in Chicago, later Systems Chief Pilot for one year - I believe 1946. TWA, who had a part ownership in TACA, Transportes Aeros Centro Americano, based in Nicaragua, sent Mac there as VP Flight Operations a job he performed successfully for two years. But he served in ALPA as well, first as Council Chairman in Chicago during 1939. During 1959 and 1960 he was Council Chairman in Los Angeles. After retirement Mac became Chairman of the Retired Pilots' Committee to the TWA MEC. His service to both Company and pilots was, I imagine, in Mac's mind a service to both; his way of doing the most good for all. This was summed up by a plaque the MEC presented to him in 1971. It says; "In recognition of your many hours of dedicated service to your brother pilots on Trans World Airlines" Signed; W.A. Murphey, Chairman TWA Master Executive Council" Mac's other life, and most important, was his devotion to family. On October 24, 1931 he married Edith L. Adams and they were a model couple for 62 years. They were blessed with three children, a son, Kent A. McFerren, now Colonel, and two daughters; Joyce Hodges and Marcia Chapin. From all this have come eight grandchildren and six great grand children. Surviving also is Mac's sister Ruth Cutrell and brother Kenneth McFerren. A second brother, William, died at age 89. Mac's Scotch heritage was always evident, from his ultra conservatism in money matters to his avid love for golf. Mac's prowess on the links equaled his ability in the air and he won many tournaments and club championships as well as the San Diego Seniors in 1976. He was a Mason and member of the Scottish Rite Bodies for 50 years. Mac died January 12, 1994 at age 87. With him went one of our finest friends, a man of honesty and dedication. I always looked up to him as one who helped set the standards and create the character of safety in our industry - and he set as well an example for us to emulate in our personal lives ... by Bob Buck TARPA TOPICS .. MAY 1994 ...Page 74

Flown West, cont'd.

IN MEMORY OF CAPTAIN BERNARD M. LLOYD July 9, 1906 - March 9, 1994 Retired Captain Bernard (Bernie) M. Lloyd passed away on March 9, 1994, due to stroke complications. Bernie was a well known, popular and respected pilot who spent nearly all of his TWA career flying the line out of the BUR/LAX domicile. Like many of the aviation pioneers, his early career included "barnstorming" so as to make enough money to survive during the depression years. Bernie was born on July 9, 1906, in Shelburn, Ind., and was truly a "self made man" as his mother died when he was age 6, and by the time he was 13, he was working as a "mule skinner" in the coal mines. At age 14 he was a coal mine foreman. During this time he also built homes with his father and worked for factory automobile centers until the mid-20's, when he learned to fly. In addition to the barnstorming, he started a flying school in Indiana. At the age of 28 he married Mary Leone - she was well aware that she would have to share his love for flying for years to follow. They had two children, Mary Lee and David. On March 1, 1939, he joined TWA as a copilot on the DC-2 and DC-3 aircraft and two years later was checked out as Captain. The war interrupted his early years as a reserve captain as he was among the first to enlist in the Army Air Force. Although he had no previous military experience, Bernie's expertise as an instructor was utilized by training bomber pilots how to cope with emergency situations. This included the B-24, B-17 and B25. At one time he supervised as many as five such schools spread about the continental USA. An example of this advanced training was how to make an emergency landing with one main gear stuck (or shot up) in the up position with minimum damage to the aircraft or engines. He retired from active duty (but remained in the Reserve) in late 1944 with the rank of Lt. Colonel. TARPA TOPICS.. MAY 1994 ... Page 75

Flown West, cont'd. Bernie spent the balance of his TWA career based at BUR (and LAX) flying the DC-3s, Constellations and Boeing 707 jets. For a two year period in 1957 and 1958 he was a Supervisor Captain on the Connies. He retired, at age 60, in July 1966. TWA was a big airline then and still growing. At the end of 1939, the year Bernie was hired, he was #154 on the pilot seniority list with a total of 198 pilots...on the 7/1/66 seniority list, issued a weeks before he retired, he was #39 with a total of 3381 pilots (and TWA was still hiring 48 new copilots each month). Mary Leone passed away in 1970 and Bernie returned to his 2nd love - ranching and horses in Oregon and Arizona. He enjoyed driving his special matched team of horses and his "restored" antique ranch wagon in town parades - winning many awards until 1993, when his health would no longer permit his favorite hobby. He was also a frequent guest at the annual TWA Seniors "roundup" at the Wickenburg ranch. He truly loved and enjoyed his many friends and could entertain an audience young and old with his numerous supply of flying stories and life's meaning. Survivors, besides his children, include: grandchildren Lisa, Kelly, Jessica, John and Daniel; his sister Elizabeth Hazel and brothers Chester, Max and Sam, all living in the midwest... by Ed Betts

I N MEMORY OF CAPTAIN JOHN M. MARIS December 19, 1918 - January 17, 1994 Captain John Maris passed away on January 17, 1994, less than a month after his 75th birthday. He was born in Seagoville, Texas on December 19, 1918. He began his flying career in the Dallas area. John was hired by TWA at age 21 on January 10, 1940, among the first of the young pilots hired in the decade of the forties. Starting with the DC-3 in Kansas City, John later moved to Los Altos, California. He flew all of TWA's routes; Domestic, Atlantic and Pacific, retiring at age 60 in 1978. John married Bettie Lighter on November 9, 1940. They celebrated their 53rd wedding anniversary last year. Son Mike works for the FAA in Oakland, and daughter Kaaren Schoenberg's husband, Bud, is a TWA Captain with 27 years of service. They have the Maris' two grandchildren. Gun collecting, motorcycles, and dogs were among John's many hobbies. He was also well known at local airports where he owned a number of light planes. He helped several young pilots get started in flying careers. After retirement, John went back to his music, playing in the local band and orchestra. He lived life to the fullest and enjoyed helping others. We will miss you, John. Your friend, neighbor and fellow TWA pilot. Hutch Thurston TARPA TOPICS .. MAY 1994 ...Page 76

Flown West, coned. I N MEMORY OF CAPTAIN LEONARD J. SPECHT September 9, 1909 - January 11, 1994 Leonard J. (Joe) Specht, 84, of Kansas City, Missouri, received his final set of wings early on the morning of January 11, 1994. Mr. Specht soloed in 1929, earned his private and commercial license in 1935, flew crop-dusting in Central America from 1936 to 1940 and flew DC-2's through 727's for TWA from 1940 until his retirement in 1969. He was an active member of the TWA Retired Pilots Association; Antique Airplane Association; OX5 Aviation Pioneers; Experimental Aircraft Association; Save A Connie, Inc; and a past president and member of the Grain Valley Airport Corporation. Family members and personal friends will remember Leonard as a gifted storyteller with an exceptional talent for remembering specific names, places, dates and aircraft. He also will be remembered for his 40 plus years of collecting DeHavilland DH-4 parts in pursuing his goal of reconstructing a flyable DH-4 mail plane - a task that will be continued by the Weeks Air Museum of Miami, Florida. I N MEMORY OF CAPTAIN CECIL L. JONES Who passed away on September 26, 1993 I N MEMORY OF CAPTAIN EDWIN O. BILLINGS Who passed away on December 13, 1993 I N MEMORY OF CAPTAIN DONALD J. QUINLIVAN Who passed away on January 6, 1994 IN MEMORY OF NAVIGATOR JOHN JOMO, Jr. Who passed away on January 18, 1994 IN MEMORY OF F/E GEORGE E. JACKSON Who passed away on February 4, 1994 IN MEMORY OF CAPTAIN JOHN B. ARCHER Who passed away on March 18, 1994 We have only the names and dates of passing on the individuals listed in boxes above. Please forward all information for FLOWN WEST to Bob Widholm, TOPICS, Flown West Coordinator. TARPA TOPICS .. MAY 1994...Page 77

SNJ's Weren't Made For Bakery Runs By Hank Gastrich The war was over and I was putting the final touch to a dream we all savor and one that I had held close for three years. I was coming home! I had a single gold bar on my collar as testimony to my being an officer...gold wings and a Navy plane to prove I was a pilot...and somewhere back in a drawer in Texas a piece of paper stating I was now a gentleman. I had left Kingsville, Texas earlier that morning in the SNJ and after fuel stopping in Texarkana and just across the river in St. Louis I was now circling the field from which I had soloed three years earlier. I resisted the temptation to give it a buzz job and dropping the wheels settled softly (how else?) onto the grass strip. It was a Saturday afternoon but the field looked almost deserted. As I taxied in I searched for a familiar face but saw no one I knew...and, as I parked no one who knew me. So much for the return of the gladiator. The next morning I returned with a nondescript entourage of relatives and friends all wanting a ride in a real Navy "fighter." As I walked toward the SNJ, I saw Midge, the owner of the airport, ambling toward me. "Kinda' thought it was you brought in the T6," he grunted. Midge had, so I'd heard, been testing as a civilian for the Army Air Corp, Liberators and Helldivers; so if Midge saw the world as dung-colored it was understandable. We talked a bit about the guys we knew, some around and some who wouldn't be back and then I spent a couple of hours hopping passengers around the traffic pattern. Finally I decided I had better be heading for Texarkana. I planned to fly in my Khaki garbardines, in lieu of a dirty flight suit, and I planned to R.O.N. in Texarkana. I guess I forgot to mention I had met a girl on the way north whose eyes flashed promises of things to be that I could only fantasize. I do confess to having "a thing" for southern girls...especially the way they talk. Most of them talk so slow that by the time they say no...they have! So I kissed my high school sweetheart goodbye, promising to be true forever, and then Mom. Mom gave me her usual admonishment, "Behave...and fly low and slow!" TARPA TOPICS .. MAY 1994... Page 78

As I strapped myself in I accepted a parcel from Mom and found myself holding a nineinch cherry pie. I couldn't refuse it, so after some manipulations succeeded in wedging it in, or onto, the six-inch map case by my right leg. As the engine started Midge climbed on the wing and shouted into the propwash, " Tear things up a bit. It's been so slow around here I may have to go back to testing Helldivers." I couldn't let Midge do that so I nodded an okay and a few minutes later was airborne, pulling up into a wing-over and then back across the field right on the deck. A couple more passes and I decided there were better things to do in Texarkana but as I pulled up I thought about Midge and figured I owed him a little more than I had given him. So as I climbed I started an eight-point roll and the first four were on the money if I say so myself. As I rolled inverted and shoved the stick into the instrument panel, something whizzed by my head. It was Mom's cherry pie which had left its pan and was now lying on the canopy like a blushing buffalo chip. As I stared at it in horror I thought, 'THAT pie is GONNA' FALL as soon as I roll out. " My gloved hand reached for the pie in an attempt to brush it away. I should have been reaching for the wobble pump, because the engine was sputtering and I knew my only chance of saving my uniform was to keep that pie on that canopy all the way to Texas. The engine sputtered its last as I scooped out of the roll losing several hundred feet. Level, the engine sputtered again and as it roared into life a single cherry fell from the canopy and landed on my left knee. The rest of the pie had already departed and was now adorning my khaki gabs, shoulder boards, bare head - everything. I knew girls liked the guys with fruit salad on their uniforms but his was definitely over-kill. As I flew southwest I tried to brush myself dean but learned another truism. Cherry pie doesn't brush. I finally landed, if you will call two horrendously high bounces a landing. I think I was hoping I'd crash. If I crashed I would have two chances. One, I might die and right at the moment I accepted that as satisfactory. The other that the girl would come running to the wreckage and seeing me and the cherry pie, mistake the red juice for blood, kiss my wounds. Unfortunately I didn't so I taxied in and parked. I could see her beyond the fence waiting eagerly. As I climbed from the plane and walked toward her, her mouth opened in amazement. Actually after I explained we shared a laugh and then I was treated to some real old fashioned "southern hospitality. " She absolutely would have it no other way but that I come home with her where she would make me dinner, and as I removed them, clean my blouse and shirt and slacks... Now that I think about it THANKS MOM!

(Pacific Flyer - December 1985)

TARPA TOPICS .. MAY 1994 ...Page 79

aptain Frank Miller took a company physical and busted it. "Your EKG shows a moderate systolic heart murmur." Captain Miller looked at the tape the doctor had handed him and said, "Now what?" "You'll have to go off schedule for a couple of weeks then we'll give you another EKG." "And...?" "If it was only a temporary situation you can go fly. If it still shows... " Frank was single and lived alone on his ranch about an hour and a half from the airport. As soon as he got here he called Ted, his twin brother, who lived in Idaho. Frank was a loner and didn't chum around with other crew members. None of them knew he had a twin brother. Ted was also a bachelor and when Frank told him he really had to see him he made arrangements for someone to run his farm and flew to Los Angeles. "Would you run through that again?" Ted asked. "I told you about the murmur. It 's nothing but if it shows up on the next EKG I'm grounded." "So you want we to take it for you." " Sure. That'll give me a clean bill of health and I can go back on the line." Ted took the EKG and passed it but there were some awkward moments when the doc asked him to sit down for a cup of coffee and visit. "How fast are those DC-3s? " the doc asked. Ted searched frantically for a moment. "Oh, about three hundred. " "That fast?" "Yeh, if you put `em in a dive. Ha, ha." "Ha, ha," the doc laughed. "Where is you next trip, Frank?" Ted stared blankly at the doctor for a few seconds and then suddenly realizing that he was Frank said, "Uh, Salt Lake City. " "I didn't know your airline flew into there." "Uhhh...it's a charter." When Ted got back to the ranch Frank talked him into prolonging his stay for awhile. They went fishing in the high Sierras and Frank had dizzy spells and passed out once. Not too long after that they jumped in the four-wheeler and headed home. "How high were we up there?" Ted asked. "Oh, `bout 10,000 feet." "Isn't that your cruisin' altitude most of the time?" "Yep. Over the high stuff." Ted gave him a meaningful look. "Well, I hope you're givin' it a little thought." It was Frank's turn to give Ted a meaningful look. "I have and I still am...captain." " What's this uh, captain bit?" Ted asked suspiciously. "I've got ten years to go 'til retirement. If they let me go now I'll have to sell the TARPA TOPICS.. MAY 1994 ...Page 80

ranch and go clod-hop around your place for the rest of my life. No way." "So. "You're gonna' take my place." "That high altitude up there made you a little light-headed didn't it?" "Listen. I bid reserve. That means I fly with a different copilot each trip. Give them all the legs and talk about the ranch. Preflight? Sign the clearance and stare at the weather sequence sheets for awhile. The copilot will look at them too and if he shakes his head ask him what he thinks about it. If the dispatcher says things look marginal just agree with him and leave." "You know I'm not gonna' buy this," Ted said, emphatically. Frank ignored his remark and this time gave him a really meaningful look. "Now...there's Joy." "There is? I don't feel any." "She's my hostess girl friend." Ted's eyebrows shot up. "Oh?" "She's on the trip comin' up and I'm willing to share." "Ted pursed his lips and appeared to be in deep thought. "Ohhh...I guess I could give it a try. " There were no problems in the operation office and an eager copilot took care of the paper work. The dispatcher only had one comment to make about the flight. "C.A.V.U. at destination." Ted's stomach tightened and he thought, "What in the hell is cavoo?" He looked over at his copilot and said, "Did you get that?" His copilot was working on their flight plan and nodded without looking up. Some of the pilots sidled up and asked how the ranch was doing and Ted said, "Fine," and got the hell out. The cockpit procedures went off smoothly and halfway through the check list he felt a solid, moist kiss on the cheek and looked around to see an attractive blonde hostess with large breasts and baby blue eyes. "Miss me?" "Hell Yes!" The following morning Joy sat up in bed with a puzzled look and said, "What happened to the mole?" Ted did some quick thinking. "Guess we wore it off." As soon as Ted got back to the ranch Frank queried him about the flight. "How'd it go?" "Ok, but you better get some mole remover." Ted had never laid a hand on the controls of an airplane and a certain problem began to loom, particularly on the long nonstops. His second flight was one of these and about three hours into it the copilot undid his seat belt and removed his earphones. Ted felt immediate panic. "Where you going"? "Got to get rid of some of this coffee." Ted felt more panic. "Cantcha' hold it? We'll be there in an hour." "What's the point?" the copilot said and left the cockpit. Ted had rested his hands on the controls when the copilot started to leave and as soon as the door closed he jerked them away. In his short tenure as a crew member he TARPA TOPICS.. MAY 1994...Page 81

had discovered that the DC-3 was a very stable aircraft. In smooth air with hands-off it would maintain heading and altitude for several minutes. It flew in this fashion for what seemed to Ted a very short time then it started a slow turn. He reached out and pushed the control wheel down and the turn stopped but their heading had already changed twenty degrees. When he pushed harder on the controls nothing happened. The copilot came back in and sat down. "What kept you so long?" Ted asked, vastly relieved. "Now I won't have time to take my nap. " The copilot was staring at the compass. "Did ATC give us a new heading?" "No." "We're twenty degrees off course." "Good. You're on the ball. I changed the heading to see if you'd notice it. Good. You're doin' OK." When Ted walked into the house he went right up to Frank and said, firmly, "I'm checkin' out." "Can't." "Like hell I can't. If my copilot would have had anything on his mind except takin' a pee when he left the cockpit I'd be trying to hitch a ride on a donkey somewhere south of the border." Frank shook his head. "You've got to hang around for awhile. I just came from the local clinic. They don't know me and they don't know what I do for a living. The EKG was still screwed up and I'm on some kind of pill and here's..." Ted interrupted. "It's too risky." "Let me finish," Frank said. "There's a little airport up in the valley and nobody knows me. You can run up there and we'll rent an airplane and I'll give you some dual. Maybe you can even solo and that'll take care of it. An orangutan can keep that doublebreasted cub straight and level." "But I 'm not an orangutan, " Ted said. Ted took the dual, lots of it, but never soloed. He could get the airplane up in the air but he couldn't find the ground. He did discover, however, that the experience had a

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positive effect on his limited proficiency. He noticed when they encountered turbulence the copilot struggled mightily with the controls to try to maintain stable flight. When Ted was left alone and these conditions suddenly occurred he let go of everything and the airplane didn't do a bad job unattended. A crisis arose when Ted got in from a flight and the schedule clerk motioned him over to his desk. "You got your instrument check tomorrow at three PM." Ted looked at him blankly and said, "Do tell." "You better hurry home and burn the midnight oil." "'Why's that?" "Hamilton." " Ted thought it was a case of mistaken identity. "Miller, Frank Miller. "That's right. It's on the sheet. Captain Frank Miller is to be subjected to a semiannual instrument check given by check captain Lloyd Hamilton at three PM tomorrow afternoon and remember I warned you. He asks many highly technical questions. " Ted drove back to the ranch in record time. "Now what?" Frank laughed. "You go milk the cows and I go down and take the instrument check. I might even stop off and visit Joy" " What about the mole? " "I'll tell her it grew back. " The check ride went off fine and the two pilots spent most of the time aloft arguing about fertilizer since Captain Hamilton also owned a ranch. Ted was slowly becoming a legend. The copilots loved him and open flights that held any possibility of him being assigned to them were desperately sought after. Many of the captains in the domicile gave no left seat time and were intensely disliked and in some cases, loathed. Ted was beginning to thoroughly enjoy his role. On layovers, if there were other crews around, he would be wined and dined. Frank split his pay check with him and of course, there was Joy. Toward the end of the first year, however, there were a couple of real jolts. "You've got a line check comin' up, " Ted announced after returning from a flight. "No problem," Frank said. "Not due 'til next month. Schedule will alert us and I'll take the flight." When Ted walked into operations he didn't see his copilot. "Where's my help?" he asked the schedule clerk. "I tried to call you but I guess you had already left for the airport. Captain Hamilton is going on vacation next week so he wants to get your line check out of the way. He's down at the ramp waiting for you." Ted stood for a minute, speechless. "What's wrong, Frank?" the schedule clerk asked. "You look kinda' funny." "I..uh..l..uh...think I'm gonna' puke." Staggering back he made a beeline for the men's room. The worried clerk followed him in to where he was bent over a commode, vomiting. Ted stretched out in the pilot's rest room and napped for four hours then drove home. Later that night Frank called schedule and said he was feeling fine and that it must have been something he ate. They set him up for a line check the next day and he got it out of the way. TARPA TOPICS .. MAY 1994 ...Page 83

The other jolt was Joy. She drove to Bakersfield to visit a girl friend and got an early start back. Even though it was considerably out of her way she decided to pop in on Frank and surprise him. When the door bell rang Ted was in the kitchen cleaning up and Frank was in the living room reading the paper. It was the loudest Frank had ever yelled. "JOY! WHAT A WONDERFUL SURPRISE!" Ted ran out the back door still clutching dish towel and a skillet and headed for the barn. Later that night Frank paid him a visit and informed him that the mutual girl friend was going to stick around until her next flight which was three days hence. Ted didn't want to hole up in the barn because it was full of rats so he saddled up a horse and rode ten miles to a cheap, dingy motel. The building was smack up against a cliff so Ted had to tether his steed in the parking lot. The innkeeper didn't object and hoped it might attract some customers. "Also, I can use the fertilizer." There were no phones in the rooms and the pay phone outside didn't work so Frank had to drive over to let Ted know that Joy had taken off. Ted saddled up and walked over the car and got in the driver's seat. Frank looked puzzled and Ted motioned toward the horse. "Your leg." There were no more surprises and things hummed along in a positive way except for Frank's EKG which still showed no improvement. Ted grew more confident in the airplane and began to experiment. Taxiing was no problem since the rudder pedals controlled direction and all he had to do was push. Every now and then, just to be cute, he'd surprise and upset the copilot by calling for the check list. "Yeh. I think I better put something in my log book." The disappointed copilot would read the preliminaries and Ted would taxi out and line up for the takeoff. Just as they would start to roll he'd let loose of everything and throw his hands up. "Oh hell. You got it. Just remembered. I brought along my Newsweek." He also began to experiment with relieving the copilot and steering the airplane for hours. Occasionally he would initiate an approach but as soon as their altitude read two or three hundred feet he'd turn it over to his assistant. "OK, your captain has had a heart attack. Let's see if you can be a hero." Once he almost carried it too far descending well below his minimums and delaying the changeover. The copilot began to twitch and clear his throat when they passed the halfway mark on the runway and the air speed indicator was still above approach speed. Ted finally relinquished the controls. "OK. Go around. Attaboy. I put us in this jam just to see if you could handle it. Very good. You're OK." TARPA TOPICS.. MAY 1994...Page 84

Ted decided not to take any more chances. He was enjoying the captain role and did not want to endanger his immediate future by trying to be an accomplished airline pilot. His copilots were grateful. The years slipped by and another event took place that made the future seem rosier. Joy tried to pressure him into marriage and he balked. That ended the romance and upset Frank who was making periodic sojourns to Joy 's apartment in L.A. to keep his hand in. Very soon, however, elation was going to take the place of disappointment and frustration. As soon as Ted ' s steady disappeared from the scene all of the hostesses ganged up on him. Not only was he tall and good looking with gray temples, he was single. His layovers were just that. While Ted rested up between flights Frank was given the pleasant task of proving Ted's manhood by servicing his flock at the domicile. Frank was overjoyed. Time passed without incident and only a few months remained before Ted 's swan song, his last flight before retirement. He was given his final vacation and managed to talk Frank into joining him on a rafting trip down one of Idaho's turbulent rivers. The second day out they pulled in to set up camp and while this was going on Frank wandered up the canyon. When chow time came he hadn't shown up and Ted and the crew went looking for him. A few hundred yards above the camp they found Frank slumped over a boulder. They applied all the forms of resuscitation but with no success. He was gone. Ted had the body cremated in Boise and the ashes dropped from an airplane over the mountains. There were no known relatives to inform of Frank's demise. Upon returning to the ranch he received another shock. He hadn 't even closed the front door when the phone rang. It was the crew schedule. " Instrument check tomorrow at three PM. Guess it's your final." It took Ted a minute to find his voice. "Uhhh, yeh. Who's it with?" "Hamilton." After he hung up Ted fell back in a chair and tried to collect his thoughts. There were plenty of alternatives to taking or flunking the instrument check. He could call in sick and stay that way or take early retirement. But there was that big retirement party and you had to go all the way to get the appreciation that would be due him on that momentous occasion. Break a leg? Too painful. Disappear? Where to? The next morning after a sleepless night his feverish brain had come up with only one idea. Ted was late checking in at operations and Captain Hamilton had already gone out to the airplane. He wasn't worried and took his time getting down to the ramp. If what he had planned didn't work his alternative would handle it. Captain Hamilton strode up and gave him a warm handgrip. "Well, Frank, this is the big one. Congratulations." As they buckled themselves in he patted Ted on the back and said, " The airplane is yours. It's your last check ride and you can run through any or all of the maneuvers or we can just level off at cruise and talk about the ranch." Ted hesitated and began scratching his head. "You know what I'd really like to do?" "Name it." Ted could almost taste the bile rising up in his throat as he got ready to become deathly ill in case his stratagem misfired. Taking a deep breath he launched his proposal. "I'd like to give you an instrument check. Now hang on a minute and I'll tell you why. I've never seen a check pilot in action and always wondered how they cut the TARPA TOPICS.. MAY 1994 ...Page 85

mustard." Captain Hamilton gave Ted an indulgent smile. "OK, Frank. I'll do my best." The remaining few months were uneventful except Ted got fired up over a young, good-looking hostess and they were married the day before the big bash. The banquet room was packed with crew members, their wives or girl friends (mostly hostesses) and relatives. The cocktail hour began at 6:30 and nearly everybody was half smashed before, due to pre- party imbibing at the local bar. Dinner was to be served at eight o'clock and at nine the retirees would receive a pen and pencil set mounted on a plastic base that was supposed to look like marble with an inscription on a pot metal plate (supposed to be brass) that had the pilot's name and years of service displayed. Ted never had to pay for a drink. His table received a constant flow of booze from his idolaters. The ceremonies began with a speech by the airline president praising the pilot group. Then he put a large percentage of the audience to sleep when he commenced a long dissertation on company logistics. As each exalted, retired pilot's name was called he would stride upon the stage and receive his fabulous gift and a handshake. The assemblage would applaud accordingly. If the landings and takeoffs had been shared equally or even fairly and the captain was a likable sort there would be much clapping and cheering. But if the captain had been loathed, silence would prevail and an occasional muffled boo would be audible. When Captain Frank Miller's name was called, his admirers, bolstered with spirits, created a clamor of approval that far outstripped any of the previous ovations. As Ted approached the podium he was given a standing ovation. It took minutes for the din to subside and he stood facing the airline president who was still clasping his hand and wearing a puzzled look. 'Well, captain, what made you so popular?" Ted was feeling no pain and smiling crookedly blurted out the truth, "I gave my copilots all the landings and takeoffs." When he got back to the table he discovered that more rounds of drinks had arrived and he proceeded to do them justice. After the last pilot had received his fabulous gift and a handshake the orchestra started up and couples began filing out onto the dance floor. Ted continued to imbibe and in about an hour was completely potted. At midnight he went on an uncontrollable laughing jag. It started out with giggles then developed into thigh slapping guffaws. It was embarrassing to the new wife and some of his buddies guided him out to his car, still laughing and she drove him home. A month later he sold the ranch and the farm and they moved to Costa Rica. The following year her former roommate received a letter announcing that Frank had bought a finca and was raising coffee and bananas and that she was pregnant. The next letter, which arrived almost a year later, contained a photograph of Ted (Frank) and his wife sitting on a divan, each one of them holding a tiny baby. On the back of the photograph was written: Twins, both boys, Frank Jr. and Teddy. Frank named them. ...End

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CONNIE COMES HOME By "Goldy" Goldthorpe

It was soon after the consolidation when TWA's brand new overseas operations was acknowledged... and absorbed... by Kansas City. The New Castle, DEL. base had been closed and the International Division moved to the Eastern Region with offices in Hgr. 6, LGA. Overseas arrivals and departures were made from the Marine Terminal, however. Although Pan Am's majestic sea planes were no longer using that facility, U.S. Customs was. I was surprised when Capt. Walt Smiley, Eastern Regional Gen'l. Mgr. requested my presence in his office. Usually when there were directives or chewing-outs to be given my immediate boss, Capt. Harry Campbell did the honors. Capt. Smiley explained that Air France was returning one of their 049s to the Lockheed plant in Burbank. One of their crews would fly it into New York then TWA was to ferry it to BUR. As a licensed radio op was required to handle the manually operated HF equipment, I was invited to come along. On departure day I arrived early to check the equipment. The pert, little Connie with her Air France colors and logos looked a bit out of place on our ramp but the cockpit was familiar and, except for some French labels, the radio gear was all American. As the trip was to be made on radio-phone using TWA's domestic HF channels and no Morse code required, I figured it would be a piece of cake. The Captain, First Officer and Flight Engineer, all LGA based, arrived and except for some good natured joking about the placards, they noted that all the controls and gauges were in their proper places so there should be no problem. In fact the only problem we did encounter was with our radio call-sign: "Air France 049." It all started with Harrisburg asked: "PARLEZ-VOUS FRANCAIS?" in accents far more Pennsylvania Dutch than Parisian. There was a pause while this sank in. The our F/O snapped: "NEIN!". That took care of HAR but from then on it just snowballed. Pittsburgh politely wished us "BON VOYAGE" but when they asked for our alternate the Captain roared: "Tell ` em Le Bourget...where else?" When we asked Columbus for their weather they replied: "IL FAIT BEAU" so we had to switch over to the range station to find out that it was just fine. Indianapolis confirmed our time over in English but added "MERCI BEAUCOUP" of course. TARPA TOPICS

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St. Louis knew his French (you could tell) and was kind enough to explain that his "SOYEZ LES BIENVENUS" just meant "Welcome" which sure was a relief. I could see by the rising crimson on our Captain's neck that all this was beginning to get to him. Then, after giving Kansas City our Springfield check, the op somewhat smugly inquired: "VOULEZ-VOUS UNE JEEP POUR VOUS GUIDER?" That did it. The Skipper grabbed the mic himself. "Look! If that means what I think it means you know what you can do with your Jeep! Just give me the Kollsman, the wind and the weather in good, old American!" But Kansas City had the last word: "TRES BIEN, MONSIEUR. TOUT DE SUITE!" At Kansas City they changed our call-sign to "Ferry 9410" which solved our communications problem. Never-the-less when we arrived at Burbank there was a Lockheed pickup truck (American) waiting for us with a sign reading "SUIVER MOI." So what the heck, we did .. End

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COLLECTORS CORNER Welcome "Ole 386" It's been a long time since you and I flew together. January 10, 1951, to be exact, over 42 years ago. I left MKC not too long afterwards, transferred to the international flights out of KIDL and flew the big Connies, what about you? I remember our first trip, August 26, 1948. Our scheduling policy at that time was first in - first out. I got the crew call about 8 o'clock, got suited out, got a cab and headed for the airport. Paid the cab fare, 40 cents, and proceeded upstairs to check in with the crew call clerk, then downstairs to the hostess lounge, checked my mailbox, checked the three way mirror to see that my seams were straight, that my hair was curled nicely to form a little nest for my hat to set atop, just like we were taught. Then I proceeded through the hangar to check out and sign for the silverware kit and the flat fifty of Raleigh cigarettes. The mechanics kept up their usual series of whistles all the while one transited the hangar. Walked the ramp side up to the operations shack, checked the plane number, and said, "Oh my gosh-386that ' s a 24 passenger plane; an extra row of seats. I've got lunch to serve STL-IND and dinner CMH-DCA, how will I ever get that done? Not to mention Indianapolis-Richmond-DAY-CMH Ona greeting "the derelict" legs." We would be flying at 3000 ft. for those legs, how could I ever get all the coats picked up and checked, Chiclets and Raleighs offered; it was probably then that I decided to take some wonderful advice and decide to "put the overshoes on when I got closer to the creek." Our flight was #304, our Captain George Clegg, F/O was Milburn. We left at 10:35 a and arrived BAL at 7:35p. Made stops at STL, IND, RID, DAY, CMH, and DCA, got 7:01 flying time, and had 8 hours from block out MKC until block in BAL. We sure didn't waste any time with ground stops. We both did pretty good; I got all the services done with hardly any trouble, and you only wallowed around in one thunderstorm.

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We flew together again September 9, 1948, Flt 16, crew Captain Dick Hemple, F/O Henthorn. We left MKC at 12:41p and landed in EWR at 11:54p. We radioed in for hamburgers as we neared that "Quonset hut" terminal in Terra Haute, best hamburgers on the line; Amarillo could beat them on chili but not hamburgers. We stopped at STL, HUF, IND, DAY, CMH, PIT, HAR, ABL and on into EWR. Total Flt time 8:00, block out to block in 10:13 minutes, guess we made longer ground stops. And then it was nearly a year before we found each other again. July 12, 1949, Flt 469, you brought us home from PHL. Our crew Capt. Cec Schieldberg, F/O Elliott. We had a real nice layover in PHL, had dinner at Bookbinders, and then the planetarium at the Franklin Institute. Crewing flights is about the best job a girl could have. Blocked out PHL 13:25, on MKC 20:45. Stopped at PIT, CHI, PIA, Flt time 7:31, mileage 1116. February 12, 1950. We were Flt 1031; that had to be a resumed flight, extra section, or charter with that particular number. Joe Brown was the Captain and Ed Kilgore was the F/O. I don't know where we went but we went 1174 miles and we got 8:50 flight time. On September 1, 1950 we did Flt 40. What a dog. We started out on plane #394, she broke down, you came to our rescue. When one leaves MKC at 03:27 a you know you aren't heading for a picnic. Oh well, that's hostessing. One memory of that MKC ramp in the middle of the dark is this voice singing out "T" for Texas, and the cockpit window opening from another DC-3 and an answering "T" for Tennessee. Tex Butler and Johnny Nivens greeting each other. Fit 40's Captain was Miller, F/O Means. We got to Newark at 1:37p. Hostess stayed at the Essex House Hotel. Pilots at the hotel that Father Devine would soon take over. I sure was tired. January 9, 1951. Flt 304, plane 386. Hendrix was the Captain from DAY-DCA. F/O day, left MKC 10:50, landed DCA 7:58p, Flt DAY, CMH, HLG. Flying at 3000 ft. CMH-HLG down there in the hills.

Captain Miller flew to DAY and then Jimmy was Bast, the older brother, O.W. Nice time 6:28. Landed at STL, HUF, IND, RID, you and I both felt that we were right

You waited for us in DCA, my friend. That seldom happened, usually your work schedule was tighter than ours, but on January 10, 1951 there you were set up on Flt 541. We left National at 12:05p and got to MKC at 7:32 with a hard block time of 7:44. Came sailing home with stops only in CMH, DAY, and STL. So my friend, "Ole 386," we have spent some fine times together, some thunderstorms that we could have done without, some pretty bumpy landings, a lot of spilled coffee, used a good number of those containers that you kept clamped under the seats just in case. I learned how to "duck walk" your aisle because of your danged conventional landing gear, how to curl my fingers around the edge of the cardboard tray while TARPA TOPICS

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I balanced it on my arm and hung to the hatrack with the other while serving your meals. I had such a hard time trying to keep your heater going, squatting there to the right of the cockpit door, (hardly what is known as total grace) adjusting and adjusting, but you seldom cooperated, your steam was probably down. In the summer time you would be roasting hot, like sitting in an aluminum tube with the sun beating down, and your funny little air vents, you call that relief, give us a break. Only wish, "Ole 386," that you could talk our language. There are so many things I would like to know. You nor I went to the big war, I didn't because I was a girl and didn't get drafted, but you were a DC-3, you came in 1941, most of your siblings were taken over by the military, why weren't you? As I mentioned before, I left to fly the international routes in the early 50's, but where did you go and what did you do for the next 40 or so years? I know that you can't tell me but perhaps some of our readers can. Will all of you with "386" experience and memories, write me in care of the museum? We've got your number, "Ole 386," we're going to make you a legend!!!!!!!!!!

TWA 386 DC-3 SN3294

Coming soon to Kansas City (by truck) is a real DC-3. The DC-3 has always been an airplane to be restored by Save-A-Connie. This one represents true early airliner history. It was completed in February 1941 and delivered to TWA in March and remained in airline service until early 1965. It was a 24 passenger version with Wright R-1820-202, 9 cylinder engines. This is a rare opportunity which we could not pass up. We expect that two years will be required to restore this DC-3 to its original condition. We will need about $50,000 more than its $14,500 purchase price to complete the project. We hope to see it in Kansas City before Christmas. If you want to be a "DC-3 Supporter" please be sure to so state on any donation. Any parts books, overhaul manuals, Wright 1820 books will be greatly appreciated....End

The above articles taken from the Save-AConnie newsletter

ref TOPICS MAIL-

BOX section...Ed.

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RICHARD C. LOOMIS 475 VISTA DEL ROBLES ARROYO GRANDE, CALIFORNIA 93420

February 24, 1994

Captain Charles E. MacNab Topics Editor Dear Chuck, Enclosed are three pages of " stuff' to add to your sixty or so left over from February. I realize that you cannot use everything and I don't need anything returned. Your print presentation is a nice improvement and the plastic mailer beats trying to remove that pesky staple. Good luck in future editions. Best regards,

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38 Crag Lane Levittown, N.Y. 11756 March 7, 1994

Capt. Edward G. Betts 960 Las Lomas Pacific Palisades, CA 90272 Dear Ed: Thank you very much for your excellent series of articles outlining the ICD story from 1942 through 1946. As always, you covered the subject very well. The series included many items of interest above and beyond the important historical data including equipment flown, special flights, notables carried, accidents and near accidents, off line experiences as well as mechanical and procedural problems and their often unique solutions. Also the many photos, illustrations and first hand stories by and about ICD personnel were of especial interest. It is amazing how you managed to collect, sort out, edit and assemble the mass of material which resulted in the smooth and polished "ICD STORY" which we enjoyed. It must have been a monumental task and we appreciate your efforts. As Capt. Larry Trimble often pointed out, the people who pioneered TWA's ICD laid the ground work for the new International Division and TWA's post war expansion into what became a truly "Trans World" airline. Your fine documentation of their efforts and experiences is appreciated. I am glad that you made particular note of the well designed and intentioned "in memoriam" plaque dedicated to the men who had "gone west" during ICD. As you note the plaque's heading is a fitting ending to the `ICD STORY" and I was pleased to see that Chuck MacNab featured a photo of it on the cover of the Feb. TARPA TOPICS. Like Al Brick, I too have often wondered what ever became of it. Well, Al, wherever you are, you'll be happy to learn that the plaque has been FOUND! It has been found on the cover and within the pages of TARPA TOPICS! It is right there for the record and for everyone to see, thanks to you and Capt. Betts. Thanks again, Ed, for all your fine articles in the Skyliner and TARPA TOPICS over the many years and especially for your wonderful "ICD STORY". Sincerely,

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Kenneth G. Hippe 11 Pool N.W. Albuquerque, NM 87120-1819 Feb 26, 1994 Dear Chuck, Just a short note to tell you what a nice job you are doing on Tarpa Topics. A.T. did a good job too, but yours is even better. You have to be spending a lot of time to produce such a good magazine. As soon as I get it, I always sit down to read it. Always sorry to see our friends passing away, but that is something we can't do anything about. I try to stay in good condition, but when my time is up I'll go too. Best Wishes, Sincerely,

3/4/94 Dick The 'new' TARPA TOPICS is outstanding. Easy to read and easy to handleâ&#x20AC;&#x201D; Worth the price of the dues Thanks Ken Maberry P.S. Our squadron - HS-7 (Helo-Subchasers) used the Randolph CV-15 during 1960-63 for our sea duty, 2 weeks in/2 weeks out from Norfolk, VA. Longer tours included a "Med cruise" (6 months) and the "Cuban Blockade" - We may have used the same bunk in the J.O.'s bunk room - just under the Flt Deck as I remember. â&#x20AC;&#x201D; K

If the facts are against you, argue the law. If the law is against you, argue the facts. If the law and the facts are against you, yell like crazy!

TARPA TOPICS ...MAY 1994... Page 94

March 22, 1994 STANLEY B. COREY 107 Whispering Pines Lane Greenwood, South Carolina 29646-9265 Dear Chuck, The February edition of Topics arrived OK but with an outdated address. The powers that be at the post office get upset if we do not have a street address. I wouldn 't want to miss a single issue since I have every Topics from the beginning and do occasionally refer to them when a bout of nostalgia hits me. Although the previous regime did such a great job that I didn't think Topics could be improved upon, you fellows are proving me wrong. Keep up the good work and keep us old pluggers happy. Regards,

Stan Corey 124 S. Copperknoll Circle The Woodlands, TX, 77381 February 25, 1994 Capt. Richard A. Davis 449 Santa Fe Drive., #200 Encinitas, CA, 92024 The arrival yesterday of TARPA TOPICS and your timely reminder about renewal " prompts me to action. Finding no mention of the "Subscriber category anywhere and no appropriate renewal form made we wonder if that category had been eliminated. I researched the November issue with similar results with one exception: Page 125 is headed "New Members & Subscribers." Turning to my 1993 copy of the Directory and By-Laws, I find provision for subscribers at $15 and enclose my check for that amount for the 1994 renewal, hoping that provision is still in effect. When you communicate with Chuck MacNab, as I'm sure you must, please pass along my congratulations on the magnificent job in upgrading the quality of TARPA TOPICS. It is truly professional and First Class, a major improvement from the first issue I received several years ago. Sincerely,

T.E. Burdette TARPA TOPICS .. MAY 1994 ... Page 95

SAVE

CONNIE,

INC.

A Not-For-Profit Corporation dedicated to restoring, preserving, and exhibiting propeller driven commercial aircraft Charles E. MacNab Editor, TARPA TOPICS 1865 Penny Royal Lane Wentzville, MO 63385 Dear Chuck, Perhaps you are aware that our Save-A-Connie, Inc. organization just recently acquired a DC-3. She was one that TWA operated for quite a while. One of our members, Ona Gieschen, (Our museum Chairman) flew as Hostess for many years. She checked what personal records that she could come up with and wrote a story of her experiences. I'm enclosing a copy of that story along with a picture of her greeting the derelict on its arrival in Kansas City. If you would care to reprint the article, we would be pleased. I know many of your readers have flown this particular plane and we would welcome any and all comments that your readers could offer. As you know, we are an all volunteer organization mostly financed by membership fees and donations. Our museum objective is to tell the story of early propeller driven commercial aircraft. To accomplish this goal the museum system is actively involved I collecting, preserving , exhibiting and making available for research materials of historic significance. We would appreciate any and all assistance your organization would care to give. Thanks Chuck. Sincerely,

Robert L. McClure, President Save-A-Connie, Inc 480 N.W. Richards Road Kansas City, MO 64116

TARPA TOPICS.. MAY 1994 ... Page 96

TWA MEC AIR LINE PILOTS ASSOCIATION 3221 McKELVEY ROAD, SUITE 200 0 BRIDGETON, MO 63044-2551 0 314770-6500

March 4, 1994

Mr. Charles E. MacNab 1865 Penny Royal Lane Wentzville, MO 63385 Dear Chuck: Thank you for the latest edition of the TARPA Magazine. I would like to continue receiving it. So, if there is a subscription price, let me know the amount. The TWA pilots, for many years, were my extended family and your publication is the best way I know to remain in contract with them. Very truly yours,

JSB/bf

TARPA TOPICS.. MAY 1994 ...Page 97

February 20, 1994

Richard A. Davis Secretary/Treasurer, TARPA 449 Santa Fe # 200 Encinitas, CA. 92024 Dear Dick, Enclosed please find my check payable to TARPA in the amount of $25 to cover the 1994 dues. I am an associate member and regret having overlooked paying my dues more promptly. I must compliment all of the officers and editorial staff for the enormous i mprovement in TOPICS since the recent changeover. It was great before thanks to A.T. Humbles and many others like Joe McCombs who worked so hard in behalf of the organization. Now however, it is truly a high quality product and the contents are always improving. A wonderful history looking back at the best airline in the world and recalling that era and the wonderful people that made it happen. I spent 30 years from 1940, mostly in Operations management, before moving to Frontier Airlines as President. The most meaningful years of my life were the TWA years and the friends from! that era (those that are still with us) Put the enclosed money where it belongs and accept my apology for being tardy. With sincere best wishes to all TARPA folks,

E. Paul Burke 14210 Summerstar Dr. Sun City West, AZ. 85375 602-5465-4490

TARPA TOPICS .. MAY 1994 ...Page 98

The following letter was forwarded on to me by A.T. as soon as he received it. We think you'll agree Fred's exploits are extraordinary and make interesting and adventurous reading...Ed Dec 8, 1993 Hi Everyone, Time to fill you in on the latest episodes and wanderings of Winsome and the Doery's. Our last letter was mailed from Kenya shortly after we arrived there. We spent several months roaming the country and enjoying the people and the sights. Kenya has realized for a long time that tourists bring money and that money is good and so we were well treated. Mombasa is a bit of a rogue city but lots of fun. The trip in from Kilifi where we kept the boat was very interesting and about one hour long. Normally the bus ride wasn't bad but if you caught the last bus back from town you shared the bus with about 100% more people than it was designed for plus an occasional live chicken. Body odor takes on a whole new meaning. In Mombasa we arranged for several Safaris through the game parks. It was really exciting to see the wild animals in their natural habitat. Some were very timid of course but a few were not and we could get very close to them. We drove Photo by Fred Doery close to an occasional rhinoceros because they feel like they own the place (they do). You could actually read their intentions (but not always) and so move out of their way when they wanted your space. Some cars have scars to show that the owners could not read rhino language fast enough (rhino's are not very patient). Anyway, we saw lots of animals, many which we had never heard of before. I strongly recommend a trip to East Africa before all this disappears. I was here about 16 years ago and there are far fewer animals and far more tourists now. We had no problem making short term arrangements for tours, etc. in Mombasa and Nairobi. Nairobi has by far the best natural history museum I have every seen. It alone is worth the trip to Kenya (by pass and RR of course). For those who like to see birds, East Africa has loads of the prettiest and most unusual birds anywhere and they are not hard to find. Lake Nakuru is famous for its flamingos and we saw millions there. Got some wonderful video and still shots which I bore my friends with. TARPA TOPICS .. MAY 1994 ... Page 99

We also had several opportunities to see man at his most primitive. I was amazed to see people living in an area where I think I could not last longer than a day. Unfortunately, the modern world has touched them here as well and they demanded money for taking their pictures (sometimes at the point of a spear). While traveling through Kenya, we also had the opportunity to visit nearby Tanzania. Not long ago the Communist government made this very difficult but stark poverty has changed that a bit. In the North East part there are a few very interesting places put aside as game preserves. Fantastic! Back on the Kenyan side we took a hot air balloon ride over the Masai Mara game reserve. Fantastic! Up before dawn, watch them heat the balloon as the sun comes up, load 12 people into a large open gondola and off you go. The animals might be used to people floating by above them but I had a wonderful time seeing them closeup from above with their bright smiling faces looking up at us. A superior trip topped off with a perfectly ridiculous champagne breakfast on a wilderness plain with armed guards keeping the gate crashers (Lions, etc.) away. How decadent can one get?

Rhino...Photo by Fred Doery

In the middle of all this we took time out to boat for a while and sailed up the coast to a small port on the NE coast of Kenya called Lamu. This was an old Arab port and was used at one time by the Arabs to collect and transport slaves. It still has a very Arab look to it and you can visit the Sultans palace. They were filming one of the "Young Indiana Jones " episodes while we watched.

Before we left Kenya I was able to sell a custom computer program to the Kilifi Boat Yard in exchange for mooring fees for five months. From Kenya we sailed down the coast to visit the coastal cities of Tanzania. Much different than the tourist areas of the NE. Really deep poverty here and the Immigration and Customs Officials tried to rip us off for very high entrance fees. We wouldn't pay them and so rather than have us leave, they charged us the normal $10. We couldn't stay long anyway as there wasn't much to see. Zanzibar is technically part of Tanzania but when we checked in there we had to get special permission to stay. They were much more up to date and friendly than the continental part. This was another ancient Arab place and we visited the very interesting slave market and Sultans Palace here too. Sounds not too interesting but was quite the contrary. TARPA TOPICS .. MAY 1994 ...Page 100

Our sail down to Madagascar was uneventful but we had heard some unpleasant things about the place and were disappointed that it was unsafe for us to travel inland to see the famed Lemurs of Madagascar. Because of this we stayed only on the coastal islands and one small village on the mainland. Along the way I caught an 8'3" sailfish just as we were leaving an anchorage at one of the islands. Naturally I took a picture of it. For all those intrepid fisherman out there; eat your heart out. Catching a bill fish on a sailboat can be quite a project. We had learned enough along the way to know not to be in too great a rush to bring him to the boat. We played him at a distance for about a half hour and then finally brought him in closer. We were sailing when it hit and so we had to reef the sails and navigate at the same time. When I saw what we had on the line I got out my flying gaff, which I had never used, attached it to my topping lift, and explained to Nan how it works. As you know I'm sure, when you gaff the fish, the hook disengages from its pole and you then must haul it in with a rope, etc. In our case it was the topping lift attached near the top of the mast. Nan had never gaffed a fish before in her life and really didn't want to start now. I put the fear of being thrown overboard into her and we proceeded to catch our fish. It took over an hour altogether. As I reeled it in and brought it alongside (we were moving around 4 kts) Nan reached over the side and tried to gaff it. She couldn't do it until I rather forcefully reiterated my threat. When the gaff came off the pole that Nan was holding she nearly flew off the boat on the other side. I still had to hold onto the line as she started winching in the topping lift. Once the fish felt the tug of the gaff it really began to fight. I thought it might punch a hole in the hull. On the way up it thrashed out at everything, especially me. I had to hold it off with the boat hook till we brought it over the side. I had no scale aboard but comparing the measurements later with other fish we saw mounted as trophys, it probably weighed about 120 lbs. The meat was good eating too but you had to cook it on a very low flame for just a short period. When we got to Hellville (named after a captain Hell - real name) we heard of a community not far away that had Lemurs living in the forest there. We sailed over with some friends and the natives called the Lemurs out with some music and drums. Once there they fed them bananas and we were able to play with them. I even had a couple sitting on my shoulders. Not at all like monkeys. Very friendly, polite and gentle with very soft fur. Back in Hellville, we learned that one of our very good cruising friends from Sweden had been murdered not far from here by a local. Madagascar was in a state of anarchy and nothing was being done to apprehend the murderer even though the locals knew who he was. I wanted to offer a reward for his capture but was advised not to do so because I might be in danger from thieves and/or innocent people might be killed and passed off as the murderer for the reward. Cruising is not without its dangers. From Madagasgar we headed for South Africa bypassing Mozambique. Some areas of ' the coast of Mozambique have active guerilla warfare and we didn t want to get involved. Our newly acquired GPS navigator was working great but a few days out of Hellville the government agency in charge of operating the system shut the whole thing down for repairs for three days and we were back to the sextant again. TARPA TOPICS

MAY 1994

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When we arrived in South Africa we were warmly welcomed but found a strange amount of bureaucracy in place. More about this later. After travelling for months in primitive places it was culture shock here. Supermarkets with a real variety of foods, automobiles, smiling faces, boat supplies, and much more. The people were very friendly and happy to see some tourists again after the years of sanctions. The political situation is very complicated but not at all what we were led to believe from the news media. There are at least four major groups of people that compete for political space; Zulus, Coloreds, ANC, The other tribes, Boers (of Dutch descent) and whites of mainly British descent. All were quite different in their outlook. We bought a car here with the assurance from the banks and customs that when we sold it we could exchange our money back to good old US dollars. With our nice new used car we travelled for five weeks through beautiful South Africa and two weeks in Zimbabwe (formerly Rhodesia). Both countries have wonderful game parks but are not really ready for foreign tourists. In Zimbabwe the charge for locals at the accommodations is about $30 per day and for foreigners it goes well up above $100. Somehow this didn't seem fair to us so we only stayed at places that charged us the normal prices. At the Victoria Falls Hotel we were able to get the normal rates by showing our visa from South Africa. Victoria Falls, incidentally, is just magnificent and we spent three days watching it. Even took an airplane trip over the falls. This letter is getting so long it should be read in installments. Sorry. Just as an example of South African bureaucracy, when we crossed into Zimbabwe we asked SA immigration to examine our visas to see if we would have ANY problem coming back in SA. No problem was the answer. However two weeks later when we were at the border ready to come back we were told that our visa was no good and we had travel al the way back to Harare and apply there for a visa that might take two weeks to get. It seems, by SA logic, that our visa was indeed OK before we left but they cancelled it when we left. Anyway, with the appropriate crying, groveling, etc. we were allowed to re-enter grand old SA with a warning that they would not be so lenient next time. Now we had to travel down the main highway from Kruger Park to Durban. On the map it showed just a small inconvenience. It was about a half days drive but it passed through a native area called Swaziland. This was one of those native homelands made up by SA to supposedly keep everybody happy? At the SA side of the border we

TARPA TOPICS

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asked the same questions as above and were given the same answers. This time I made them call their main office in Johannesburg for confirmation and explained to them what had happened to us before. The answer came back that if we crossed the border we would have to stop and apply for a re-entry visa. No temporary visas to just travel down their main highway were allowed. SA citizens would have no problem, only foreigners. A half day trip ended up taking us two days but no more border crossings. At this time we decided to take some time off from our cruising life and see if we could learn to live ashore again. After suitable visits to our offspring we rented a house near Charleston, South Carolina on Kiawa Is. It was very pleasant but just a little remote for us. It did taken a little while to adjust to always available transportation, supermarkets and news and I think someday not too far away we might just settle in to shoreside life again. Altogether we took nine months off and Winsome let us know she was unhappy when we returned by having a rather long list of repairs. Now it was time to leave Durban and sail around the southern tip of Africa to Capetown where we would re-supply and head for Brazil. All we had to do was sell our auto, change our money back to dollars and be on our way. Well now, somehow everyone in the government and the bank that we had dealt with to change our US money to Krugerands couldn't remember us and never heard of changing Krugerands back to $. In fact, they said, it was definitely against the law. I seem to remember getting slightly angry here. Well to cut this part of the story short, I was eventually able to change the money back by some not so legal means and a bit of sweat. I ended with a bank check drawn on a New York bank in US $. It was a while before we could cash it and we were just a little worried till it cleared. The sail around Cape Agulhas and Cape of Good Hope can be rather dangerous. I attended a free seminar given by a Durban sailing school before we left and kept daily contact with the local HAM net who kept feeding us the weather. We had to stop twice along the way to allow the bad storms to pass but really had quite a nice sail. A German friend we had met sailing in the Pacific came along for the trip and wrote a nice little article about us and our sail for a German magazine. We stayed long enough in Capetown to enjoy the sights again and to make some small repairs and then set off for Rio. Two weeks after we left there was a big storm with hurricane winds and a lot of boats were damaged at the marina where we stayed. The sail to Rio was long (32 days) and uneventful (boring). As we neared the Brazilian coast the wind became light and very variable due to the geography of the area and that the inter-tropical convergence zone was right there. We did however have good enough winds to sail right into Rio Hbr. right up to Copacabana and right past Sugar Loaf to the inner harbor where there is a small marina. Brazil is not a good place for cruising boats and although we had planned on staying the winter and cruising Argentina next summer, we decided instead to proceed north to the Caribbean. We did however visit the Amazon and the famous and beautiful Iguazu Falls in southern Brazil before we left. We did stop at some interesting cities in Brazil along the way and had a very nice week TARPA TOPICS

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in French Guyana where we stayed at the Devils Is. area. Devils Island is really quite pretty but to visit it we had to anchor our dingy off the shore (there is no beach), swim in and then climb up over the rocks. Suriname was also very interesting with its many old colonial buildings still intact. The bureaucracy was also a bit heavy here and the number of government employees is large compared to the size of the population. It has become difficult to support now that Holland has cut off much of its aid. When we finally reached Trinidad we found about 100 times as many yachts there as we expected. Apparently because of the advent of GPS there has been an explosion of boats in the Carib. It seems like Florida south but with a native flavor. The only thing I didn't see at the yacht club was dance lessons. Our South African bottom paint seemed to attract barnacles like iron filings to a magnet so we had to haul out here and repaint. Very efficient and friendly boat yard with reasonable prices. I highly recommend you redo your bottoms here. Venezuela was also very pleasant and at our arrival we crossed our outbound track and so have completed a circumnavigation of the earth. We didn't start out to do that but it has been a truly wonderful experience. I wish I could do it again. Now that we are back in the Caribbean and closer to home we are having our children and grandchildren visit us for a change. I am writing this letter in the San Blas Is. of Panama just east of the Canal entrance (about 70 mm E) where we will be for three weeks before we head off for the Cayman Is. and then the Virgin Is. I hope I haven't bored you too much with all this but have thought of you all often. Hope you are all well. Very Best Regards, Aboard the yacht Winsome

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NEW MEMBERS and SUBSCRIBERS...Welcome! Abbott, Sam F/E

Cassetty, C. Frank CAPT

Amos, Charles F/E

Chamberlin, William C. CAPT

Anderson, Les CAPT

Chase , Jr, Wm. E. CAPT

Andrijeski, Vince CAPT

Chianese, Herbert A. F/E

Anunson, John F/E

Chrisman, Gary CAPT

Ardigo, Jerome R. CAPT

Clark, Larry K. CAPT

Arnold, Michael E. F/E

Clemens, William

Ashwood, Thomas M. CAPT

Coakley, Claude F/E

Bagnall, Harold CAPT

Cook, Robert L. CAPT

Barnes, Arthur M. CAPT

Coote, John W. F/E

Barrow, H. Elmo CAPT

Corbett, James E. CAPT

Bartholomew, Anthony CAPT

Corey, Howard F/O

Baumberger, G. K. " Turk" CAPT

Couch, Charles W. CAPT

Beaulieu, Robert J. CAPT

Crook, Bill CAPT

Berger, Jim M R

Crosson, Larry CAPT

Bickett, Joseph CAPT

Dattel, Fred CAPT

Billie, L. Clark CAPT

De Fabry, Arthur G. CAPT

Bookout, R. Allen CAPT

Delaney, George CAPT

Bowers, James S. CAPT

Deutsch, Douglas CAPT

Brandom, Kenneth W. CAPT

Dewitt, John E. CAPT

Brennan, Mike CAPT

Didlake, Herb M R

Bridge, Charles F/E

Drake I I I, Charles CAPT

Bullard, Warren H. FRO

Dufault, A. David F/O

Burgess, John D. CAPT

Eagleston, Leonard J. CAPT

Burlin, John T. F/E

Erickson, Wally CAPT

Burnett, Ron CAPT

Eyre, Don CAPT

Calliham, Max CAPT

Fairchild, Ken CAPT

Cambell, John M R

Feil, Jim CAPT

Caspersen, Norman H. CAPT

Fenton, Thad L. F/E

H. CAPT

This issue contains only the names of new members. Additional, more complete information is available in the, just published, 1994 TARPA DIRECTORY. Errors and/or omissions, if any, will be rectified in the next edition of TARPA TOPICS, provided we receive the information by deadline. Page 105

NEW MEMBERS and SUBSCRIBERS... Welcome! ..................................... Ferguson, Gale R. CAPT

Herd, Guenter E. CAPT

Ferriso, Sr, Peter W. CAPT

Hill, Lester J. CAPT

Fliniau, Michael

Hill,

M. CAPT

Sr, Jeffry J. CAPT

Florentine, Pat F/O

Hirsch, Charles D. CAPT

Forsyth, M. G. " Mike" CAPT

Hodgins, Alec T. CAPT

Fox, Frank F/E

Holloway, R. L. " Doc" CAPT

Frische, Howard J. F/E

Humphreys, George MR.

Fryling, Neville CAPT

Jackson, Ronald H. CAPT

Gentry, Russ CAPT

James, Lloyd W. CAPT

Gerlert, John C. F/E

Jennings, Gordon CAPT

Goss, Norbert L. CAPT

Johnson, Gene C. F/O

Grayum, Walter CAPT

Johnson, Richard V. CAPT

Griffith, Richard E. CAPT

Joiner, Jerry P. CAPT

Groenier, John

Jones, Ralph M. F/E

K. CAPT

Gwinn, David B. F/O

Jones, Victor N. CAPT

Hall, Ernest F/E

Jones, Ward L. CAPT

Halpenny, Donald D. CAPT

Kaloski, Dan CAPT

Halverson, Don CAPT

Kantra, George A. CAPT

Hammon, Eugene N. CAPT

Karlson, Marvin F/E

Hanlin, Robert L. CAPT

Kehoe, Robert J. CAPT

Hanson, Bernard F/E

Kennedy, John P. CAPT

Hardie, Alan C. CAPT

Kilcourse, Ken CAPT

Hargis, M. W. CAPT

Kistler, O. J. CAPT

Harland, Francis A. NAV

Klemp, Jr, Louis A. CAPT

Harris, Roger W. CAPT

Kraft, Donald L. CAPT

Heilesen, Frank F/E

Kuhn, Robert M. CAPT

Henderson, Brian CAPT

Landes, Jack F/E

Hennessey, Henry J. CAPT

Langley, J. N. Jim CAPT

Henricks, John A. CAPT

Lawson, Charles CAPT

NEW MEMBERS and SUBSCRIBERS ...Welcome! Lowery, Clarence CAPT

Mysen, Norman CAPT

Ludwick, Boyd CAPT

Nelson, Glen A. M R

Lund, Roger CAPT

Nicholls, William

Madory, John L. CAPT

Nielsen, Merrill MR

Malmstrom, Larry G. CAPT

Nuffer, Warren O. CAPT

Marlin, Eugene NAV.

Parker, Bert CAPT

Marshall, David A. F/O

Parker, James " Clint" CAPT

Martinez, Manual CAPT

Paxson, John L. CAPT

Mc Crea, Michael H. F. CAPT

Pepmiller, Walter

Mccasland, Carroll E. CAPT

Petersen, Richard F. CAPT

Mcclaren, David J. CAPT

Pfeffer, C. F. Rick CAPT

Mcfarland, Michael S. CAPT.

Phillips, Reed M. F/E

Mcgauly, David J. CAPT

Phillips, Jr, Herb CAPT

Mckinney, William F CAPT

Prickett, Gary C. CAPT

Mcmonigal, James C. CAPT

Proctor, Bill

Mcnally, Michael A. F/O

Quinlan, Lawrence CAPT

Mikel, Gene CAPT

Rafferty, Robert D. CAPT

Miller, Jerry G. CAPT

Ranson, Steve M R

Moffat, James D. M R

Reuman, Robert W. CAPT

Mooney, Ronald F. CAPT

Richardson, Jim CAPT

Moore, J. D. CAPT

Ridgway, Phillip E. CAPT

Morgan, Thomas E. MR.

Roberts, Richard D. CAPT

Morrison, John B. CAPT

Robinson, Larry D. CAPT

Moss, David H. CAPT

Roe, James E. CAPT

Muder, Jr., Charles N. CAPT

Roeder, Gil CAPT

Murchland, Gayle CAPT

Romine, William

Murray, Floyd E. CAPT

Rone, Wendell

Murray, Michael L. CAPT

Rosensweet, Ron CAPT

Myers, Paul L. CAPT

Rotge, Ray CAPT

B. CAPT

W. FRO

W. CAPT

H. CAPT

NEW MEMBERS and SUBSCRIBERS ...Welcome! ..................................... Saaks, David CAPT

Stratton, Garry CAPT

Salmonson, Donald C. CAPT

Swanson, Charles D. CAPT

Sandercox, Gordon CAPT

Tally, William

Sauers, William

Taylor, Keith CAPT

F. CAPT

R. CAPT

Scheel, John CAPT

Tomaszewski, Walter J. CAPT

Schenck, Stewart H. CAPT

Tonra, Stephen J. CAPT

Schiff, Barry CAPT

Tresback, J. H. CAPT

Schinderhette, Russell CAPT

Turner, Terry CAPT

Schmidt, Roger W. CAPT

Vanzandt, Barney B. CAPT

Schmidt, Ron F/O

Vied, Dennis H. F/O

Schmitz, Charles L. CAPT

Von Halem, Peter CAPT

Schmutz, Leon CAPT

Wagner, Rees R. F/E

Schnell, James H.

Wanamaker, Roger CAPT

Schwabe, Fred C. F/E

Washburn, Lynn CAPT

Scott, Kent CAPT

Watson, James F. CAPT

Seaman, John L. F/E

Waybright, Gerald CAPT

Selby, John W. CAPT.

Wegner, Richard CAPT

Shilling, William

Weiler, Richard A. CAPT

M. CAPT

Shirey, Lawrence R. CAPT

Wetmore, Stan F/O

Shull, Charles CAPT

White, Albert "dave" CAPT

Skibby, Bruce RFO

Wiese, Stephen R. CAPT

Southam, Don CAPT

Willcutts, Robert S. CAPT

Spain, H. D. " Dusty" CAPT

Woodfill, Thomas R. CAPT

Stevens, John R. M R

Yarke, M. C."mac" CAPT

Stevens, William

York, Wayne H. CAPT

F. CAPT

Stockwell, Ted R. CAPY

Youngdahl, K. B. "skip" CAPT

Stokes, Donald B. CAPT

Zachman, T. V. "ted" CAPT

Stonecipher, Dan CAPT Strasser, Allen E. CAPT This issue contains only the names of new members. Additional, more complete information is available in the, just published, 1994 TARPA DIRECTORY. Errors and/or omissions, if any, will be rectified in the next edition of TARPA TOPICS, provided we receive the information by deadline. Page 108

ADDRESS CHANGES and CORRECTIONS

CAPT RICHARD S. BAKER (R) (LILLY) 306 DEER POINT CT. FRIPP ISLAND SC 29920

CAPT. J.H. BARTLING (R) (ALINE) 122 D ST S.E. WASHINGTON DC 20003 42-24-50-28

NAV. HERBERT A. BECKER (R) 488 SAWMILL GARDENS DR COTTENWOOD AZ 86326 602-776-0508

CAPT. C. RITCHIE BEIGHLIE (R) (SHIRLEY) 1756 S.W. MONARCH CLUB DR. PALM CITY FL 34990 407-220-8552

CAPT. BRADFORD BERG (R) (NELL) 24 E TURTLE CREEK DR. TEQUESTA, FL 33469 407-744-8301

CAPT. EDWARD H. BREEN (E) (CELESTE) 300 JFK DR. APT. #501 ATLANTIS FL 33462 407-641-7222

CAPT CYRIL R. CACACE (R) (MINNIE) 619 MT. WILLIAMSON WAY BOULDER CITY NV 89005-1045 702-294-0345

CAPT. R. J. CARLSON (A) (JILL) 7105 E. DOUBLETREE RANCH RD. #33 SCOTTSDALE AZ 85258 602-991-9061

CAPT. STANLEY B. COREY (R) (BILLIE) 107 WHISPERING PINES LN. GREENWOOD, SC 29646-9265 803-229-7866

CAPT. RONALD B. CUNNINGHAM (R) PO BOX 20126 SEDONA AZ 86341

IRO LARRY J. FAUCI (R) (JUDITH) 1031 SINGER DR. SINGER ISLAND FL 33404 407-863-4773

CAPT JOSEPH V. GALLAGHER, JR (R) RM 305 76-1 NAKAO-DAI NAKA KU YOKOHAMA JAPAN 231 011-81-45-664-1694

F/E FRANK J. GILGIN (R) (PATRICIA) 20093 EVANS RD. TONGANOXIE, KS 66086 913-845-3283

CAPT. RICHARD M. GUILLAN (R) (PEGGY) 1852 BARNSTABLE RD. CLEMMONS, NC 27012 (H)909-945-9979-(B)909-982-2276)

F/E DONALD HARTMAN (R) (NORMA) 6716 EAST 97 th ST. SOUTH TULSA OK 74133 918-299-7964

CAPT. ADAM T. HERMAN (R) (WALLY)) PO BOX 2037 MYRTLE BEACH SC 29578-2037

CAPT. JOSEPH M. HITZEL (A) (GEORGEANN) 9 BACKACRE LN. GLEN GARDNER NJ 08826 908-537-7752

CAPT. WALTER J . IMMEL (R) (KATHERINE) 12428 OSBOURNE RD ATCHISON, KS 66002 913-847-6834

CAPT. E.F. JURY (It) 2001 GASPARILLA RD., G-55 PLACIDA FL 33946 813-698-1783

F/E BERNARD J. KAPPLER (R) (NICOLE) 980 HICKORY TRAIL WEST PALM BEACH FL 33414

We try to publish according to information available at press time. Our humble apologies for any inaccuracies or discrepancies. Please send corrections and / or additions to TARPA Sec/Treas Dick Davis. Our thanks...Ed. Page 109

ADDRESS CHANGES and CORRECTIONS

CAPT. ROBERT F. MILFORD (R) (RUTH) 1167 CALLE CONTENTO THOUSAND OAKS CA 91360-6110

MRS . FRANCES L. PETRY (H) (LOREN) 10462E. COCHISE AVE. SCOTTSDALE AZ 85258 602-860-4385

CAPT. ROGER W. SAILORS (R) (AUDREY) 17453 PLAZA ANIMADO #140 SAN DIEGO CA 92128 619-674-4950

F/O GEORGE LANE SIMMONS (E) 16639 S.E. 8th ST. BELLE VUE WA 98008-6011

CAPT. ADRIAN R. SMITH (R) (MARILYN) 3661 RUNWAY ST., N.E. N. FT. MYERS FL 33917 813-627-5406

CAPT. LEO M. SMITH (R) (BETTY) 24741 LYONIA LANE BONITA SPRINGS FL 33923 813-495-9143

MRS ALICE SMITKE (H) (MATT) 8833 PEQUAYWAN LAKE RD. DULUTH MN 55803-9723

CAPT. DONALD B. SNYDER, Jr. (R) (RODDY) PO BOX 346 RYE BEACH NH 03871-0346

CAPT. S. DOUGLAS STEELE, Jr. (R) (MARILYN) 1171 E. RANCHO VISTOSO BLVD. #111 TUCSON AZ 85737 215-968-0270

MRS JOSEPHINE E. STRACHAN (H) (SETH S.) 2721 SUGARPINE LN. FALLBROOK CA 92028-9419

IRO TRACY M. STRIGHT (R) (EILEEN) 15255 NORTH F.L.W. BLVD., APT 1030 SCOTTSDALE AZ 85260 602-451-9524

CAPT. B. KEITH STUESSI (E) (LOUISE) 1248 SILK OAK CT. FORT COLLIMS CO 80525

CAPT. JOHN H. VAN ANDEL (R) (LINDA) PO BOX 340 ELLSWORTH MI 49729

CAPT. JOHN H. VAN ANDEL (R) (LINDA) 2103 SO. US HWY 1, STE 752 Fr PIERCE FL 34950

CAPT. H.O. VAN ZANDT (A) 582 WALL ST WENTZVILLE MO 63385-1200

MRS. LEONA WELKER (H) (WALT) 276 LEISURE WORLD MESA AZ 95206

CAPT JAMES W. WHEELER (E) (DORIS) HC 4 BOX 40 PAYSON AZ 85541-9548 208-267-3561

F/E MAX L. WILLIAMS (R) (MAXINE) 15363 WARWICK RD. SAN JOSE CA 95124 408-369-8085

CAPT. LAURENCE M. WOLF (R) (JO ANN) P.O.BOX 2304 FLORENCE, OR 97439

We try to publish according to information available at press time. Our humble apologies for any inaccuracies or discrepancies. Please send corrections and/or additions toTARPA Sec/Treas Dick Davis. Our thanks...Ed. Page 110