1994.08.TARPA_TOPICS

THE BOEING "STRATS"

by Ed Betts

by John Happy

AUGUST 1994

SEMI-FICTION

by Goldy Goldthorpe

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

DEPARTMENTS

TARPA '94 CONVENTION John Gratz, Chairman

7

PRESIDENT'S MESSAGE Dave Davies, Pres.

BOEING STRATOLINER

by Ed Betts

49

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

4

65

EDITOR'S DESK Chuck MacNab

6

67

TARPA TOURS

by Chuck Hasler

13

HEALTH NEWS by bob Garrett

21

GRAPEVINE

by John Happy

27

FLOWN WEST

45

TOPICS MAILBOX

71

NEW MEMBERS

85

"FIRE IN THE HOLE" A story about Jim Hankins NEWCASTLE AIR BASE

by Goldy Goldthorpe

3

Material contained in TARPA 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 TARPA TOPICS 1865 Penny Royal Lane Wentzville, MO 63385 Cover photo, courtesy Dan McIntyre, from a Collier ' s ad, June 15, 1940

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

TARPA TOPICS .. AUG 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: GRAPEVINE EDITOR: HISTORIAN & CONTRIBUTING EDITOR: FLOWN WEST COORDINATOR: HEALTH & MEDICAL COORDINATOR: TARPA TOURS COORDINATOR:

Charles E. MacNab, 1865 Penny Royal Lane, Wentzville, MO 63385-4302 (314) 327-1999 John T. Happy, Nine East Lake Drive, Haines City, FL 33844-9320 (813) 439-2223 Edward G. Betts, 960 Las Lomas, Pacific Palisades, CA 90272 (310) 454-1068 Robert W. Widholm, 286 Bow Line Drive, Naples, FL 33940 (813) 261-3816 B. H. "Bob" Garrett, 1008 Gen. George Patton Road, Nashville, TN 37221 (615) 646-3248 William 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.. AUG 1994...Page 2

DAVID M. DAVIES 233 S.E. Rogue River Highway Grants Pass, Oregon 97527 PRESIDENT'S MESSAGE

Convention time "94 " is right around the bend and gathering steam, getting ready for a great event, full of good times and happy memories. Convention Chairman John Gratz and his wife, Patti, have pulled out all the stops to make the convention just that, so come one and all and enjoy.

There has been some concern expressed about getting to St. Louis with all the interest. A check of the PASSWORD listings might be of some help to some, also the TWA Senior Citizen coupon program is worth looking into.

While on the subject of travel, I had occasion to talk with the TWA Getaway desk, and they informed me that Senior TWA'ers can expect a 25% discount on any of the TWA GETAWAY TOURS. The GAP program is in full force and sincerely needs the help of our TARPA group. For information about the program or how you might help, please contact: Lynne Adelman IFFA Employee Committee 1-310-568-9088 8639 Lincoln Blvd. # 200 Los Angeles, CA 90045 Dave Simmons ALPA Employee Committee 1-314-770-8500 For the active pilots, the info is in the company computers.

Our "AWARD OF MERIT" Chairman, Dick Conway, is recovering from some heavy surgery and I'm sure he would appreciate a card or note from friends. He is at home in Oregon.

See everyone in St. Louis, and please keep an eye on the airspeed!

Best,

TARPA TOPICS.. AUG 1994 ...Page 3

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

SECRETARY / TREASURER REPORT I recently obtained, courtesy of Harry Stitzel, some back issues of the TOPICS and Directories. Some of you (Ed Betts ?), probable have all the past issues. I would like to obtain a complete set to pass on to future TARPA Secretaries. I have the TOPICS from May of 89 to the present, and Directories for 1987-91-92-93 & 94.

If you can fill in any of the blanks, and need some space on your bookshelves, please send them to me.

Reading through past Secretaries reports in those old issues indicates that nothing ever changes.

Mail forwarding, address changes and delinquent dues are always in there somewhere.

(See the GYPSY-GRAM elsewhere in this issue).

Our postal expenses are surprisingly high because of address changes. Prompt notification of a change helps a lot. Don't forget the new telephone number.

That is almost always forgotten.

There were 380 who had not paid their dues by March 31st, requiring a postcard notification.

As of June 30th, 50 were still delinquent.

I get many interesting notes with these payments.

John Gratz's TARPA convention is only a few days away. It promises to be the best one yet ! I'm looking forward to seeing all of you in Saint Louis.

Hang in there !!

Regards,

Secretary/Treasurer

TARPA TOPICS.. AUG 1994 ... Page 4

GYPSY-GRAM Dear

Gypsy,1

It appears that you are not receiving all of TARPA's publications!

Apparently you are moving between your palatial homes at about the same time we are mailing your copies. The post office is diligently ripping the covers off your beautiful books, trashing the rest, and mailing the cover back to TARPA. They then charge us postage due 2 for that service.

There are ninety-nine members in the TARPA's colorful gypsy tribe, and more than 25% of the May and November TOPICS and Directories were returned.

Those months are when most of you hook up your wagon and change to a warmer/cooler climate.

A new class of membership is proposed for those of you in this position. Dues will be $50.00, 3 and we will not send any issues, thereby saving printing and postage.

EAGLES would be $100.00. 4 Voting rights will be retained, but you will not be advised of any elections.

An alternative plan, and cheaper, would be to advise me of the exact date of your move. 5 If always the same, no problem. If you tend to be flexible, I need to know when it's " Wagons Ho ! "

Secretary/Treasurer

1

2 3 4 5

Term created by Joe McCombs for TARPA members with two addresses, and others who travel.

Cost of book, plus postage and postage due is about $4.75. +/-.• We have to go through the mailing list, and remove you. Takes time.

We have to go through the mailing list twice. Takes more time.

This used to be in the directory, but fell through a crack somewhere.

We hope to have this service reinstated soon.

TARPA TOPICS .. AUG 1994...Page 5

• EDITOR'S DESK • he November issue of TOPICS ., in addition to taking care of a little business, traditionally keynotes the fun everyone had at the Convention. Further, it shows those who could not attend what they missed and what great fun everyone had. So...please bring your cameras and plenty of film so you can create mountains of jealousy among those who missed the event. Last year you all did a great job of photographing everyone and everything. A few even tried their hand at writing...and it turned out to be good stuff! Since I'm going to be having fun right along with you, I'm going to rely on you for most Convention material. The record you build will make a great November issue. Take a lot of good snapshots, just like last year, and send 'em along. I'll enjoy putting it all together.

T

The color cover on the May issue of TOPICS pleased many people. We continue to improve on the formatting, mailing, etc. as more options become available to us in the rapidly evolving art of desktop publishing. The "seed" cover photo was supplied by John Gratz and then various techniques to "enhance" it were employed with the result being the May cover. It is my intention to continue to present modern magazine quality in each issue. Some refinements are still ongoing but we are well down the road to a " standardized" and quality product. Just keep sending us your material.

This issue showcases an Ed Betts article on "The Stratoliners." Ed continues to produce outstanding historical articles on subjects of special interest to TWA'ers and many others in the Air Transport Industry. Ed's work highlights the importance of TWA, its flight crew members, it's managers and many, many other TWA people. Those who pioneered America's leadership in air transportation in both war and peace. We continue to hope for TWA's movement away from the precipice. It would truly be a shame for the TWA legacy to end. Regardless, however, TARPA TOPICS, and your Editor, will keep reminding our readers of the legacy of TWA and its people. The dedication of those who served TWA throughout the years is one of the main reasons why so many people can get on an airplane and go anywhere in the world they want to go -- safely, comfortably, swiftly and with class.

See you all in St. Louis in September.

Deadline Monster Approaches TARPA TOPICS .. AUG 1994 ...Page 6

TARPA

CONVENTION

1994

September 7, 8, 9, 10

LAST CALL Well folks, if you haven't signed up for TARPA CONVENTION 1994 by the time you read this you better do it right away. Don't miss the chance to utilize the convenience of the TWA hub and to see the changes employee ownership has wrought. Everything here is set. all we need is you.

St Louis has seen quite a bit of action this year since TWA moved its headquarters to One City Center. downtown.

In June, the Emperor of Japan and the Empress, checked things out at sites on our TARPA CONVENTION schedule, the Arch, Missouri Botanical Garden and Missouri History Museum. They even visited Busch Stadium for a baseball game. Also in June President Clinton checked out the new Metrolink from the airport station to the train station downtown.

In July, during the Independence Day weekend, hundreds of thousands of midwesterners attended the annual VP Fair, Fireworks and Air Show along the riverfront. Highlight of this year's event was the first airshow appearance of the B-2 Stealth flying wing bomber along with the venerable B-52, B-1B and scores of other military and civilian aircraft.

Also in July, the entire metro area of Missouri and Illinois was involved in hosting the USA National Olympic Festival. This month-long series of events included every one of the thirty-seven Olympic summer and indoor winter sports. This was to prepare our athletes for the World Olympic Games in 1996.

TARPA TOPICS .. AUG 1994 ...Page 7

But back to TARPA sports. John Callamaro, Chairman of our Trap and Skeet event, informs us that the Olin facility, site of TARPA Trap and Skeet, will provide Winchester guns of all types and gauges at no charge. This will make it possible for you to do, as John will do, leave your gun at home and travel light. All you will need is a drivers license. Eye and ear protection is required, and Olin will also provide these items.

Another sports-related issue to be aware of is that those of you who have signed up for the baseball game will be able to use that ticket as entry to the TWA tailgate party prior to the game. There will be free beer, bratwurst, hot dogs and soft drinks.

The formal lunch at the Missouri Botanical Gardens has been limited to 120 people. If we get more than 120 signups, we will offer the Garden Tour with lunch in the Garden Cafe for $17.00 or a full refund if requested. We have been logging all signups in order, as received, and we will continue to do so.

We hope that we have provided you with a Convention of interesting planned activities and sufficient free time to guarantee that your visit with your friends in St. Louis will be the best it can be. We suggest that you review the February and May issues of TARPA TOPICS in order to finalize your own personal plans.

Thank you for coming to St. Louis...

See you in San Francisco...Next year!

BOEING 767

TARPA TOPICS .. AUG 1994 ...Page 8

CONVENTION SITE SELECTION UPDATE At the winter meeting our Board selected San Francisco for TARPA CONVENTION '95 with a tandem tour to the Reno Air Races. We made a site survey at six San Francisco hotels and received proposals from a dozen more in the area. The Nikko, at Mason and O'Farrell, was our recommendation to the Board. September 11, 12 and 13 is prime time for San Francisco conventions so our rate of $125/double is the best available for a first class hotel that can do our banquet. We are now recruiting co-chairmen for the SFO '95 convention. Any volunteers or any suggestions will be appreciated.

Chuck and Pat Hasler have arranged the Reno Air Races tour which gives us all a unique opportunity for a once-in-a-lifetime experience.

The Board has asked us to survey facilities in Boston for '96 which we plan to do this Fall Suggestions from Boston area TARPANS will be appreciated. A primary limiting factor is that banquet space at the hotel must be more than 7000 square feet. will also survey Seattle as a possible future convention site. Any other suggestions?

Boston (DOS) Council 41 is pleased to sponsor the latest in a string of " meetings", cocktails, dinner and reunions. All New England area TWA pilots and our friends are invited. This includes the Row members of Council 41, and anyone else who ever lived in the area, or flew out of the satellite, or wishes that they had. Or anyone who would like to have a good time.

A mailing w ith a reservation coupon should be in the hands of those on the mailing list by early August . If we missed you somehow, please call Bob Hamilton (508) 475-4978 or Chuck Boulanger (508) 887-5965.

Date: Monday, September 26, 1994 Place:

Sheraton Tara Hotel, Danvers MA Time:Hors d'Oeuvres, Cocktails, & Reception - 5:30 p.m.

Dinner and "Meeting" - 7:30 p.m.

Golf and Tennis are being arranged for the following day. To reserve a room, call the Sheraton

TARPA TOPICS .. AUG 1994...Page 11

A MESSAGE TO TWA-ICD FLIGHT PERSONNEL As of June 14th, 150 ICD applicants for Air Force Discharges have been approved, about 125 of which were flight personnel. The following men wish to apply, but do not have their own records to substantiate their overseas flights: Pilots: Ernie Pretsch, Roger Sailors; F/E: Herb Chianese, Osborne (Jack) Hanson, Lloyd Stahl, George Ways, R.J. Willwohl; and R/Op. Al Tourtillot. If anyone has log book records showing any of these men on flight prior to Aug. 14th, 1945, would you please send a copy to me. This will be the final call for assistance for these men, and they would appreciate your help.

Thanks to those of you who have already sent copies of log books, without which about 30 men would not have been able to qualify.

The many cards, letters and phone calls expressing appreciation for the effort expended in this project made it all worth while, and was ample reward in itself. It was therefore somewhat of a shock and complete surprise to me at the reunion when George Friedrich presented me with a very beautiful clock and plaque inscribed: From Your Friends, The ICD Veterans of World War II. Many thanks to George et al — I shall always treasure it.

Sincerely, Bill (Willis) Townsend

People's worst fear - it'll surprise you People are more afraid of giving a public speech than they are of dying!

In fact, speaking before a group is the No. 1 fear of Americans - it gives 45% of us the willies, a survey shows.

Rounding out the top 10 list of fears, and the percentage of people who live in dread of them are: Financial problems, 40%; deep water, 33%; death, 31%; sickness, 28%; insects, 24%; loneliness, 23%; flying, 22% and driving or riding in a car, 10%.

The list is based on a survey of 1,000 adults according to the Bruskin Goldring Report.

TARPA TOPICS.. AUG 1994 ...Page 12

TARPA TOURS

By CHUCK and PAT HASLER Here is our tentative program for 1995

TARPA TOPICS .. AUG 1994 ...Page 13

We will be sending out brochures with fares and reservation forms soon.

Also, same will be in the November TOPICS. 1996 LUXURY CRUISE In 1966 we plan to organize a cruise using the Luxury "Crystal Cruise Lines," hopefully their new "Crystal Harmony." The rates will be somewhat higher than the ships we usually use but the luxury is greater. So start storing your extra cash in a cookie jar for this cruise. Destination unknown at this time but it'll make a terrific anniversary or special occasion celebration.

Picture of TARPA members under the world's largest wind sock (a DC-3) at Whitehorse, Yukon Territory. This picture taken on the June 1993 TARPA Alaska trip.

Ev & Jess Green--1993 Convention cruise

Chuck & Pat Hasler--1993 Convention

TARPA TOPICS .. AUG 1994 ...Page 14

TWA SENIORS CLUB HOLDS 1994 AGM IN SAN DIEGO

By Bill Dixon The TWA Seniors Club Annual General Meeting met in May in San Diego in the same Marriott Mission Valley Hotel used for the TARPA Convention in 1992. Captain Carl Schmidt, first v.p. of TARPA, was chairman of the Seniors event. His committee included Dick Davis, TARPA secretary/treasurer. David Davies, TARPA president, briefly addressed the group.

The officers elected for the 1994/95 year were: Robi Mueller, president; Herbert Griggs, first v.p.; Captain Joseph Pike, Jr., second v.p.; Jack Boesch, International v.p.; Robert Miller, public relations v.p.; Larry Gardner, treasurer; Alice Meyers, secretary. Also on the next year's board of directors are Gordon Parkinson, chairman emeritus, and Tom Sawyer, immediate past president.

The TWA Seniors Club and TARPA are both very active in helping TWA return to the major airline it once was.

RobiMuelr MPresident, TWA Seniors Club Mrs. Robi Muelle L to R: Don Palmer, Dave Davies, Bill Gordon, Jim Lamprell Jim

TARPA TOPICS.. AUG 1994 ...Page 15

Mrs

THE RETIRED PROFESSIONAL NAVIGATOR Early in 1919 the International Air Navigation Convention and its members established the requirement for a professional navigator for aircraft engaged in public transportation carrying in excess of ten passengers over specified distances.

TWA employed the specialist navigator early in its experience with long range aircraft. They were called Flight Navigators.

They came from diverse backgrounds.

A few had been oceangoing Navigation Officers, others had flown in Flying Boats, others had learned navigation during World War II. TWA's navigators served on all of its international routes during WW II and in the years following. Navigation in that era was a craft requiring unique skills. TWA's navigators were the best.

They charted courses worldwide in an era when there were few aids available.

Radio facilities were unreliable when they worked at all.

Position fixing was best done by celestial observation.

High level, long range meteorology was in its infancy. Forecast winds aloft were always suspect. In an era when air data machines and computers were in the distant future, TWA's navigators were "onboard" flying meteorologists.

Crossing oceans many times hour after hour in weather and on instruments, they had to be good. It was expected of them.

As with other carriers, TWA eventually transferred navigation to electronic systems which the pilots could operate. An era and the Flight Navigator's days came to an end at TWA in late 1963.

In the fall of 1988, Bill Hoeveler, Jack Koughan and a few other former TWA navigators decided to try to reunite our group after being separated for so many years. The letters and the phone calls went to the far corners. We had scattered far and wide.

In May of 1989 we held our first reunion in St. Louis. Twentythree navigators and their spouses, one retired TWA captain and one active captain attended.

During the meeting it was decided to form a fellowship for social, historical and recreational purposes, as well as to preserve and further the recognition of the professional navigator.

Thus was born the Retired Professional Navigators. Since 1988 we have issued quarterly communications and have an annual reunion.

TWA invited us to create and install a display depicting the art of navigation and the contribution of the professional navigator to long range international travel. This display, along with others, is installed in the lobby of the new training facility in the Lindbergh Building in STL. We have published a collection of stories by former TWA navigators. A copy has been provided the TARPA editors.

Hopefully, you may enjoy a tale or two from an historical era of the past, colorfully recounted by the people who lived that history.

John W. Malandro Secty./Treas. RPN TARPA TOPICS .. AUG 1994 ...Page 16

THE PROCESS OF CHANGE AT

By Marc Spiegel, TWA MEC Secretary/Treasurer

TWA

There are many changes taking place at TWA. Driving those changes is a cooperative effort between ALPA, IFFA, IAM, non-contract employees and management. The goal is to create a work environment that embraces employee empowerment, innovative thinking, and employee ownership. Effectuating this change is a three-part mechanism: Leadership 2000 training, Productivity Task Forces (PTF), and Change Teams.

Leadership 2000 is a management training program developed and ran by TWA's Human Resources Department. Its curriculum includes a 2½-day presentation of materials stressing the philosophy of changing from an authoritarian style of management to one that is team-based. Methods of beginning the change process are presented and discussed, while techniques and management styles are identified.

All of TWA's managers, from Chairman Don Craib to the line supervisor, are scheduled to attend.

Productivity Task Forces are the second component of the change equation. Organized departmentally throughout TWA and coordinated by Bill Compton, TWA MEC Master Chairman and member of TWA's Board of Directors, the 13 PTFs are representative of the structure of TWA (see figure) and are tasked with identifying $50 million in savings to the bottom line by year end. As of June 1, the PTF has implemented over $15 million in cost savings to the Company. Some examples are: • improving procedures for handling misconnected passengers, • increasing airport handling efficiency and capacity, • revising Flight Operations Policy on fuel planning, • removing productivity barriers in reservations, and • streamlining maintenance procedures at the MCI Overhaul Base.

Change Teams complete the formula for success at TWA. Organized geographically, the Change Teams comprise local employees representing the different trades and crafts at TWA. Change Teams will be established at every TWA station and location where TWA employees work. These teams are designed to help identify ways to improve efficiency and work life on a local level, while placing decision making authority on the front line employees -- bringing about a permanent culture change at TWA. With this three-pronged approach, TWA is positioning itself for success. Motivation, enthusiasm, persistence, morale, and innovation are sustaining the effort. And retirees can have a big i mpact on the success of the program. The next ti me you are traveling on TWA and you notice an employee wearing a pin or button displaying the PTF logo in this article, pass along a kind word of support for his/her efforts. Your acknowledgment of their involvement will be appreciated and welcome.

TARPA TOPICS .. AUG 1994 ...Page 17

Invest In Your History, Your Future

By Marc Spiegel, TWA MEC Secretary/Treasurer

One of the initiatives undertaken by the Productivity Task Force (PTF) is a suggestion forwarded by an employee to acquire an airplane for TWA. The project seeks to lease a new MD-83 airplane through voluntary payroll deductions and/or direct contributions from employees and other interested parties.

It has been decided that this special airplane should clearly communicate the change at TWA -- a change that is turning our airline inside out in an effort to achieve viability. Sporting a new paint scheme, this one specific aircraft should debut in late summer, we hope in time for the upcoming TARPA convention.

This effort, which could net TWA over $2.7 million, will provide a rallying point for all TWA employees past and present. Additionally, the plane will be a catalyst for increased public relations contacts.

Bill Compton, PTF coordinator, commented: "The employees of TWA are committed to the success of their airline. This effort further attests to the dedication and caliber of employee that TWA employs."

The lease cost to TWA for an MD-83 is approximately $233,000 per month -- which works out to just under $10.00 per month per employee. It is unlikely that every employee can contribute to this fund; therefore contributors are encouraged to pledge any amount with which they are comfortable.

Retired employees interested in participating in this effort may send checks to: Ms. Chris Deister, Cash Operations Employee Aircraft Lease Fund KCAC - Level 3 P. O. Box 20007 Kansas City, MO 64195 Checks should be made payable to: TWA Employee Aircraft Lease Fund. Be sure to mark your check with "RETIRED" to distinguish your gift. Sorry, but contributions to this fund are not tax deductible. Thank you in advance from all of the TWA employees.

TARPA TOPICS .. AUG 1994 ...Page 18

Alexander & Alexander Benefits Services Inc. 7000 SW. 97th Avenue Suite 200 Miami, FL 33173 Telephone 305-279-7870 Facsimile 305-598-7441

Dear TARPA Member: Did you know that all insurance benefits of the Retired Airline Pilots Association are available to TARPA Members? Here is a list of benefits available: Medicare Supplement Hospital Indemnity Cancer Indemnity Long Term Care Home & Travel Accident Prescription Drug Dental/Vision (Florida Only) For additional information or any questions pertaining to the benefits, please contact me at your convenience.

Sincerely,

Howard Wincele Asst. Vice President rmf

TARPA TOPICS.. AUG 1994... Page 19

TARPA INSURANCE PLANS Provided by BERKELY ASSOCIATION SERVICES, LTD.

Why do I spend almost 20% of my income in health care expenses?

Do I have enough cash to cover miscellaneous expenses should I require hospitalization?

Will I be able to afford Long Term Care?

If you have asked yourself any of these questions, then TARPA Insurance Plans is your answer!

MEDICARE SUPPLEMENT PROGRAM An affordable insurance policy is available for members and spouses age 65 and over who are eligible for Medicare. The TARPA Medicare Supplement offers Benefit Plans A, B, D, & G to many states countrywide.

HOSPITAL INDEMNITY PROTECTION You can now have the extra financial support you need beginning with the first day of hospitalization. Coverage is for 365 per confinement and this benefit is payable directly to you!

LONG TERM CARE COVERAGE Your regular insurance will not pay for most of the cost for long term care. If you are in reasonably good health, now is the time to apply for this coverage.

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

For information on one or all of the above programs contact:

BERKELY ASSOCIATION SERVICES, LTD. 1-800-331-2794 9 AM to 5 PM EST

TARPA TOPICS .. AUG 1994 ...Page 20

HEALTH

NEWS/TOPICS

IN MEMORY OF PHIL HOLLAR As you know, Phil Hollar served for many years on TARPA's Alcoholic Counselling Committee before his recent death. Phil helped many members and their families in overcoming the insidious disease of alcoholism. The Board has decided to merge Alcohol Counselling with the Health and Medical Coordinator function.

This issue of Health News/Topics is dedicated to Phil Hollar.

Many of you may have experience with a alcoholic family member or friend. The treatment of alcoholism today is proven and readily available to most people requesting it. Medical coverage is also available in most cases. Unfortunately, the greatest deterent to treatment and recovery continues to be the person's denial of their illness.

Denial Alcoholism is a potentially fatal disease that can destroy the alcoholic while impacting the lives of those loved ones closest to the drinker. A well-planned intervention strategy can often help an alcoholic recognize the disease and seek treatment. The key to a successful intervention starts with the family getting intervention information and assistance from a doctor or a social worker-counselor specializing in alcohol or substance abuse.

Organizations most helpful in selecting doctors or counselors include local affiliates of the National Council on Alcoholism and Drug Dependency and the American Society on Addiction Medicine. The purpose of intervention is to get the patient to accept treatment by making him understand the consequences of his drinking. The spouse might keep a"drinking diary", to document the potential problems for the doctor. It is essential that the intervention be rehearsed before it is carried out. Be prepared to counter a multitude of excuses the alcoholic might give to avoid treatment.

Admittance to a substance abuse rehabilitation facility is often the best start on the road to sobriety. Hospitalization provides the alcoholic with detoxification under medical supervision and isolation from daily living during recovery from the disease. If this is impossible, detoxification on an outpatient basis by physicians trained in addiction treatment can be a viable option. In all cases, good follow-up and aftercare must include involvement in Alcoholics Anonymous, frequent supervision by the doctor and family members. The final goal is to prepare the patient to live with life problems without alcohol, through counseling and psychological adjustment.

Contact me if you have information about specialized doctors and/or treatment facilities in your area. I will keep a list of available medical resources for those seeking medical information.

TARPA TOPICS.. AUG 1994 ...Page 21

Idle Nuclear Reactors - Cancer Killers?

The Energy Department is planning to turn idle nuclear reactors into cancer killers.

DOE is renovating an idle reactor at Long Island's Brookhaven National Laboratory so that its neutron beam can pulverize inoperable brain tumors. The agency will lease the Idaho National Engineering Laboratory's reactor to private brain-tumor researchers, and could refit some 25 reactors for medicine if this tumor treatment proves safe and effective. Some 7000 Americans die each year from a virulent brain tumor called glioblastoma multiforme. Only about 3 % of patients survive if large portions of the brain are cut out to get all the tumor while drugs and radiation typically don't work.

Using BNCT, tumors are injected with a form of boron, a common element, and bombarded with neutrons that cause a small, short-lived radioactive reaction in the boron to kill the tumor without damaging the entire brain. US doctors developed BNCT in the 1950s. A Japanese doctor trained there took the idea to Tokyo, where doctors i mproved the method and now report a 50 % survival rate. Americans, who can afford the $60,000 up-front fee, are going to Japan for treatment. However, U.S. doctors charge that Japanese data doesn't meet US standards for medical research so they don't know if it really works.

Several U.S doctors have reported success with BNCT in animals and clinical trials are beginning to discover whether BNCT works and which boron compound is better. Unfortunately, it may be at least 1996 before any Americans can get the tumor treatment.

New Drug May Help Alzheimer's Disease The Belgian subsidiary of US pharmaceuticals company Johnson & Johnson reportedly is testing a new drug that could significantly improve the treatment of Alzheimer's disease. Pharmaceutica, a leading AIDS and cancer researcher has completed the 2d stage of clinical tests trials of the molecule Sabeluzole. The 3d stage of the tests has started and is expected to finish by the end of 1995. While present drugs in use stabilize the illness for a while, the patient's regression continues at the same speed as before the treatment. This new drug not only appears to stabilize the patient for a while but also slows down the progression of the disease.

Fat Popcorn!!! What's Next? Fat Air? Fat Water?

By now I am sure everyone has heard about the FAT in popcorn being sold at the mov' ies. Reports are that AMC Entertainment Inc., the nation s 3d-largest operator of movie theaters has switched to canola oil from coconut oil to pop its popcorn. AMC will use either pure canola oil with a saturated fat content of as little as 6 %, or partially hydrogenated canola oil with a saturated fat content of no more than 11 %.

Some "Experts" (Cheapies) recommend that moviegoers bring their own popcorn from home (not all theaters may permit it ). Air-popped popcorn has been reported to be

TARPA TOPICS.. AUG 1994 ...Page 22

healthier than Microwave popcorn. Another surprising finding-Compared to popcorn, candy isn't much better as the sugar in some theater-sized chocolate bars has almost a full day' s worth of saturated fat.

A Skin Cancer Epidemic ???

More new cases of skin cancer are diagnosed every year than all other types of cancer combined, according to a new study. The Journal of the American Academy of Dermatology reports that there are between 900,000 and 1.2 million new cases of nonmelanoma skin cancer a year in the US. This study was based on data gathered by the National Cancer Institute, the Canadian province of British Columbia, and the Kaiser-Permanente Health Maintenance Organization of Portland, Ore. Nonmelanoma skin cancer is seldom fatal and usually is treated on an outpatient basis.

Malignant melanoma, the more often lethal of the skin cancers is less common than most other forms of skin cancer. The American Academy of Dermatology estimated about 32,000 Americans will be diagnosed with malignant melanoma in 1994. In addition, about 7000 will die of malignant melanoma in 1994 and 2000 will die of other forms of skin cancer. A survey released by the dermatology academy indicated almost half, 48 %, of all adults report spending less time sunbathing than in the past, with about 1/3d of those surveyed never sunbathing at all. A Sunscreen or sunblock lotion with a sun protection factor of 15 or greater is recommended by dermatologists

The following article was sent in by Doctor Charles Gullett, former TWA Medical Director and Honorary TARPA member. As many of you know, Charlie helped keep us flying and now offers us some timely tips to help us keep on collecting our Social Security. Charlie has agreed to a send us additional health advice ( and golf tips?) to the Topics when he's not doing medical research at the golf course.

A very special welcome and thanks to Doc Charlie.

------------------------------------------------------------------------------------------------------Health Hints by C. C. Gullett, M.D., TWA Med. Dir., Ret. I believe most of us, when we were younger and active in our daily occupation, gave little thought when we heard our elders complaining about a stiff neck or sore shoulder. Now, that your golf game has resulted in shorter drives, a big slice or a low backache that still hurts the next day, you realize that you are now the "elder'. If some of these comments ring true for you, let me give you some simple suggestions to minimize or reduce these symptoms. Its what you do in bed. No, its not what you think it is!

PUT YOUR BACK TO BED CORRECTLY 1. Don't sleep lying flat on your back as tends to arch your low back and put a strain on the muscles. If you have trouble breaking this habit, then put a small pillow under your knees. This allows the pelvic to tilt and the low back to relax

TARPA TOPICS_ _AUG 1994 ...Page 23

against the mattress.

2. A better way is to lie on your side with the knees bent. This effectively flattens the back and relaxes the muscles. A small pillow can be used to support the head and back, especially if your shoulders are broad.

EXERCISE IN THE MORNING BEFORE GETTING OUT OF BED. These are mild exercises aimed at relaxing the back muscles and strengthening the abdominal muscles.

1.Lie on your back with a small pillow under your knee with the knees bent and the feet flat on the bed.

2.With the hands grasping one knee, bring it up to the chest( or as close as you can) and hold for 5 seconds, then lower the leg without straightening the knee. Repeat 5 times each leg.

3. Now, repeat the above but pulling both knees up to the chest together and hold for 5 seconds, then lower slowly.

4. Now, without the help of the hands raise the shoulders off the bed to a semi-sitting position( 35-45 degrees) and hold for 5 seconds.

5. Repeat the above four positions 5 times, increasing gradually to 10 over the next few days.

You should begin to feel your back relaxing and feel less discomfort if you already have a sore back. Strained muscles tend to shorten and stiffen so relief results from gently stretching these muscles.

After getting the back muscles relaxed, you need to start exercises to strengthen these muscles to avoid repeated straining. So turn over face down and raise one leg up as far as you can and hold for 3-5 seconds. Repeat with each leg 5 times. Next, while still lying face down raise the head and shoulders up off the bed and hold for 3-5 seconds. These are strenuous exercises so start gently at first and increase the number of cycles gradually over several days.

Eventually, you should maintain good muscle tone by taking ten minutes each morning to run through this series of exercises.

These exercises have proven very effective for myself and many of you for whom I have had the privilege of prescribing in past years. Anyone suffering from significant back problems should consult with their personal physician before doing strenuous exercises.

Exercise Also Strengthens Immune Cells

As we age, we exercise less and our immune systems weaken, making us easier targets to disease. Evidence is mounting that endurance exercise may be a factor influencing resistance to infection. According to recent studies, elderly exercisers had better levels

TARPA TOPICS .. AUG 1994...Page 24

of 2 types of immune cells--"T " and natural killer cells. T cells coordinate the fight against infection, and some can destroy cells infected with microorganisms. Current research supports that staying in very good shape may lower susceptibility to disease.

New Methods Battle Baldness

Genetic Baldness is suppose to be due to a genetic problem that causes the death of hair follicles on the scalp in the center and to a lesser extent on the sides.

Hair loss may begin at any age with most hair loss in men starting in their 40s. Much later in women, because balding is dependent on the presence of male sex hormones.

Women's bodies make male sex hormones, but their activity is inhibited by the presence of estrogens, the female sex hormones. Female balding becomes evident only after the menopause, when estrogen production ceases.

Thousands of baldness cures have been promoted and peddled. But the Food and Drug Administration ruled several years ago that only one appears to work, and that one only partially. It's a drug called minoxidil, a solution of which must be applied to the scalp twice a day. Minoxidil stops progression of baldness in 67 % or more of those people who use it and stimulates hair growth in 10 % of people. It improves hair texture in 10 % to 15 % of users but requires continued use to sustain these effects.

The comparative success of minoxidil has increased anti-balding research. Researchers also have started to test the anti-balding power of Proscar, a drug that was approved recently to prevent enlargement of the prostate. Proscar inhibits the production of a male hormone that appears to be active only in the prostate and the scalp. Dermatologists are testing whether the application of small electric currents to the scalp can affect hair growth. A machine that delivers small electric currents to the skin is sometimes used to stimulate bone growth. Doctors noticed increased hair growth in the area where the machine was used.

For Safe and Healthy Travel, Plan Ahead As airline employees, we are very aware of the risks of traveling throughout the world.

However, the terrorist bombing of New York's World Trade Center and the victimization of tourists in Miami has greatly increased the risks to travelers. Some folks simply cancel their travel plans while others take extra precautions to minimize risks. The following are some safeguards from a recent report. While many are common sense suggestions, some may offer a few new tips to reduce our exposure to harm. The best defense is to keep alert and well informed about destinations, domestic or foreign: current events, lifestyle, culture, customs and the frequency and nature of crime where you plan to visit.

TARPA TOPICS .. AUG 1994 ...Page 25

If you have questions about criminal and terrorist activity or government instability at your destination, check the recorded message on the State Dept's travel advisory hotline, at (202) 647-5225.

International Association of Medical Assistance to Travelers, (718) 754-4883, provides free lists of English-speaking doctors worldwide who charge reasonable rates for office or hotel visits.

Make sure your medical insurance/Medigap covers your travel. Affordable shortterm travel policies covering medical evacuation, round-the-clock multilingual hotlines and guaranteed payment are available from various insurers, including HealthCare Abroad (at $3 per day, with a 10-day minimum): (800) 237-6615.

Attendants Complain of Headaches Airline passengers can stop holding their breaths! A study by the airline industry says the cabin air is safe to breathe. But consumer advocates still aren't satisfied.

The Air Transport Association commissioned a study by Consolidated Safety Services, a Virginia company. The company tested airline cabin air on 35 flights without the airlines or crew knowledge. The report found both older aircraft, with an all-fresh-air system, and newer aircraft that have a combination of fresh and recirculated air, meet or exceed standards that are designed to ensure a healthy environment.

Charges of unhealthy air had been raised by flight attendants and some passengers flying in newer planes with engines that recycle some cabin air to conserve fuel. The tests showed very low humidity in cabin air because of the very dry air in the cabins at high altitudes. Dehydration caused by dry air can lead to such symptoms as sore throats, headaches and dry mucousmembranes. The tests were conducted on various flights of DC-9, MD-80, Boeing 757 and 727 aircraft. The report said average carbon dioxide levels were significantly below the 5000 parts per million level set by the Occupational Safety and Health Administration. Levels of particulates, organic compounds and biological contaminants were also low, indicating an efficient ventilation system on the planes. However, Geraldine Frankoski of the Aviation Consumer Action Project continues to call for all-fresh-air ventilation in aircraft rather than recirculating part of the air.

What' s Next ? Roll down windows or open cockpits ????

Stay Healthy and hope to see you in St. Louie at the TARPA Convention!

TARPA TOPICS .. AUG 1994 ...Page 26

The Gossip Column AUGUST, 1994

With the upcoming Convention in St. Louis that appears to be one of the best we have had, due to the fantastic work Patti Gratz and whats 'is name are doing, it looks as though we are in for one heck of a fall. and I don't mean down. I mean WOW !!!

Actually I really mean FALL. Like in September ......

When all is said and done, with all the events that are planned, it seems to me, there is no way we won't have a BALL. B..A..L..L All you folks that haven't made plans to "See you in Saint Looie, Looie " eat your heart out. I just returned from an Air Force reunion in Saint Looie and did we ever have a good time. There is much to do there. And now that there is riverboat gambling who needs Las Vegas ?? Plus you get a boat ride to go with it. We stayed at the Holiday Inn-Riverfront next door to the Adams Mark and it's near everything downtown. The Union Station, the Busch Stadium, Laclede's Landing and the Admiral riverboat. I took the Airport Express from exit no. 13 just by TWA's baggage pick-up and we were at the hotel in 20 minutes. Practically painless. Unless you are going to somewhere outside of town, you don't need a car.

So come one come all to the St. Looie TARPA convention in Sept.

TARPA TOPICS.. AUG 1994 ...Page 27

Grapevine, August, 1994, con't.

JAMES T. McCLURE..(BETTY)..Dayton, Tn.

Jim writes the following note for your fun and enjoyment .....

As a voluntary member of the Rhea County shurffs crime-fighting aero-nautical committee, I would like to show the first pictures of the " Weed-Killer " that the members have designed and built. It is not complete in every detail yet, but we have some very advanced features on this model, that we think will become standard features on the future models. The antennae on the front are sensimilla sniffers as the air stream goes through craft and is expelled through the ventilator on the top. It is sensitive enough to pick up any pot-head within ten miles, whether they inhale or not. Beside the ventilator is the periscope for the operator to map the patches of bright green that he sees. The undercarriage consists of four brakeless wheels and tires to cut down on the amount of heat generated by braking in the hot weed harvesting season. The propulsion system is a puzzlement but the committee is leaning toward building a ramp on the brow of this 1500 ' ridge to the west of us and making a pusher out of the ship.

With all the committee members pushing, we should get a right smart amount of airspeed. My Dalton E6B computer indicates a gliding ratio thirty to one, unless it's one to thirty. I never could figure that little varmint out, but my co-pilots' one was never wrong. The committee is hoping to have the "WK" done in two months and is now taking applications for the position of pilot for the first flight. Just write to the shurff, but please don't tell him where I am.

Sincerely Yours,

RAY RODA.... Cherry Hill,

Jim.

NJ.

Ray flew with TWA as a U.S. Army Air Corps Weather Officer on ICD across the North Atlantic for weather recon purposes. Then many trips as an active Employee for 38 years.. with 18 of those years overseas with the International Diviision Ray is on the Board of Directors of the U.S.O. of Philadelphia. But has gradually resigned all other organizations during retirement period.

Ray spent three months in Scottsdale Az. back in March thru May. Whats z matter Ray you don't like the WX in Jousey in March ?? Ray started with TWA 15 Feb. 1946 and retired 31 Dec. 1984.

Ray's address is 1727 Country Club Dr. Cherry Hill New Jersey, 08003.

TARPA TOPICS.. AUG 1994 ... Page 28

Grapevine,

August, 1994 con't.

For Ray Roda and anyone else who would like to become a subscriber member, send $25.00 to Capt. Richard A. Davis, TARPA Sec./Treas. at : 449 Santa Fe Dr. Encinitas, CA. 92024

H.C. DAWKINS (BRIGITTE)...New Fairfield CT. Just received the may issue of the TOPICS . I was happy to see the list of new members. Hope some or all of them will provide input. As you know, much has happened to TWA since 1965 and the " New Hires " made BIG sacrifices to keep TWA afloat. In fact, they are still doing so and without them, I feel, TWA would have very little chance of survival' My sincere appreciation goes to all in TARPA responsible for the interesting and memorable reading in the TOPICS magazine. It brings back memories of happier times and regardless of what occurs in the future, they can't be taken away.

Best Regards to All,

Hy Dawkins

H.W. "RUDY" TRUESDALE (DOROTHY).Eureka, CA. After 65 years at the age of 88 (is that piano keys Rudy ?) and 27,400 hours, I have hung the helmet and goggles on a peg. Dry macular degeneration has advanced to the point that I did not take the medical and let it expire on 31 May. My first physical after I was 80 was a first class with no problems but the Doctor told me I was not using good judgment because the least little squiggle in the cardiogram would cause me a problem at Oklahoma City even if it was due to transmission problems. Can still pass a first except for the eyes and wear my TWA Uniform with comfort.

Demonstrated the Mooney on 21 May and greased it on and Xray sold. Actually have more trouble driving than I did flying.

The Article in AOPA Magazine by Barry Schiff tells it like it is, the DC-3 was a workhorse but also a workout to fly.

Happy Flying,

TARPA TOPICS .. AUG 1994...Page 29

ATP 11553

Grapevine, August, 1994, con't.

V.J. PIERONI, (HELEN ), Rancho Palos Verdes, CA. Verdy sends in the photo below with the following comment: "Thought you might enjoy this picture I took at the Santa Paula Airport last December. They are all bona-fide TWA Old Pharts. (LAX Based ). They are, left to right: Bill Proctor, Perry "Orville" Schreffler, Earl Waggoner, Bob Duncan, Carl Johnson, Mike Stofer, Jasper " Solly" Soloman, Bob Van Ausdale ( "Wilber" ), Hank Kirst and Bill Zesiger.

TARPA TOPICS .. AUG 1994...Page 30

JOHN HALE ( BEVERLY )..Nathan

Halesite,

NY.

More recollections from my Copilot days: One of my first regular Connie trips was with a mild-mannered, laid-back Captain with on hangup! He refused to use the PA under any circumstances. All such announcements were delegated to me or the FIE. Many months later, I found out why. He was the (in)famous individual who once declared, " Ladies and Gentlemen, we are now pissing over Pattsburg."

Years later, one of the finest gentleman ever to grace the left seat, found himself off the Italian west coast enroute to Rome. It was a sparkling clear day, so he picked up the PA mike.

"Folks, off to the left we have an unusually good view of Pisa. You can easily see the Leaning Tower, that famous landmark where Galileo dropped his balls." Arriving in Rome he was the last man off the aircraft.

On a 707 shuttle from Rome to Athens and return, the Athens mini-layover was long enough to permit a swim and lunch. During one such swim a gorgeous vision in a mini-bikini started waving frantically at me. There is still a groove in the water off Glyfada Beach that I made swimming over to her. Upon arrival, I got my first good look at her face and realized sheepishly that she was one of the F/A s that had flown down with us. When I got control of my tongue (more or less ), I stammered something to the effect that I didn't recognize her as I had never seen her out of her uniform before. ( Real smooth huh? ) She was one of the European F/A s whose dismissal was among TWA's worst mistakes.

The flu bug kept me from Sun 'n Fun this year. I shall return.

Stay loose 'yall,

John Hale

EDMUND CHRISMAN, (MARGARET)..Sun Lakes AZ. Edmund writes that he caught a virus, a serious virus back in October, '93 that resulted in a 50% kidney loss. He is still being treated and is doing Okay. (Ed. Note: must be that hot dry air out thar in the desert , young man. ) Say Hello to all, A.T. HUMBLES, ( BETTY )...Belhaven, NC

TARPA TOPICS.. AUG 1994...Page 31

E. W.

Grapevine, August, 1994, con't.

RICHARD BECK, ( LOU ), San Clemente, CA. Dick Beck fired the following missile at me when I was least expecting it. I had ask him for a favor and never expected the following: By diligent, persevering and painstaking research, I discovered the ......

"JOHNSON BAR It is supposed to be a mythical, non-existent tool that can be used to correct any mechanical problem. I felt that if this device was brought to light and then actually constructed to help people, it would be a very wonderful contribution to our society. Inclosed , please find a special " JOHNSON BAR " for your personal use. I sincerely hope that this effort will be sufficient to bring me out of the quandary I have been in and will restore me back into your good graces.

Best of everything, always, Below are three different views of the "BAR" along with my WW 11 A-2 Ed.

P.S. On page 89 of the May '94 TOPICS, there was a most interesting article by Ona Gieschen on "ole 386 ". She asked that anyone with "386" experience to let her know. I went back through my Log Books and noted when I last flew the -DC-3 # 386. I list them below: 13 October, 1945 - LGA-MKC..... 01 April, 1947, - MKC-LGA 10 April, 1947, - -LGA- PIT...(must have been a weather delay ) 11 April, 1947, PIT-- DAY ..... 26 Sept., 1947,-LGA --PIT I hope you know how to contact her, it might spread a little "joy" around.

TARPA TOPICS .. AUG 1994 ...Page 32

Grapevine, August, 1994, cont.

ADOLPH URBAS, ( JEAN ), Fontana, WI. I' m in the business of urging my wife to pursue an instrument rating. Jean got her private license and the instrument instruction and practice required to pass the FAA check ride, whetted her appetite for more instrument flying and I suspect she wants to avoid flying scared in clouds and fog. (Ed. Note: I have an ATP and many IFR hours and I'm still scared when I fly in clouds and fog , especially in single engine airplanes at night ). Private licenses are more difficult to earn than in my day, but our son's C-172 is more forgiving of stalls and spins, than my OX5 Waco, or the Wright Gypsy Travelaire, was.

Little airports are still great social centers and it's our opinion a lot of nice people hang out there. Jean joined the 99's and I may even become a 49 1/2. Little airports need all the encouragement and support we can give them. Drop by your local FBO and join the big and little talk. The young flyers are interested in hearing about the old days from the "horse's mouth " Loretta Schnaubelt, Jack's wife is a 99 member. She joined Jean at a recent meeting and the young Lady flyers were thrilled to meet a woman who has been flying since the early 1930's. One of the Ladies at our airport is a United Airlines Captain. So the times, they are a changin'. Fellows, perhaps we were born at least 40 years too soon.

I'm hanging in there health- wise and waiting for boating (shipping) season on beautiful Lake Geneva and flying keeps me going. I enjoy the TARPA TOPICS very much and hearing from everyone.

Was very sorry to hear of Lyle Spencer's Passing .. Our son is a Captain on RENO Airlines.

ROBERT W. ALLARDYCE,( BARBARA )..Pittsfield, MA. Forty years ago, this year, my late ex-wife got double pneumonia. She was, at the time, also very pregnant.

I know this is not the sort of announcement the Grapevine usually prints, but these facts are my left -handed way of getting to my point, which is: God bless Bob Kadoch. (No, he didn't get my ex-wife pregnant ).

It all began when I got a call from Crew Scheduling. As a new hire flight engineer, I had been assigned to a flight to Lisbon, Madrid, Rome, two days in Cairo, Rome, Paris and home.

Anyway, Maxine wasn't feeling too good, but not badly enough for me to get off the flight. So, I packed my bag and left. (I could look up the crew, but...with the exception of F/E Chuck Lawson..they are not part of the story).

I was unplugging my earphones and gathering up my pencils after engine shutdown at Lisbon, when the cockpit door popped open. a guy rushed in waving a teletype from New York. Flight Engineer Allardyce's wife had an unidentified medical emergency at home.

TARPA TOPICS .. AUG 1994 ... Page 33

Grapevine,

August, 1994, con't.

BOB ALLARDYCE.... Con't.

Allardyce was to stay on the flight and proceed to Rome, catch the Ambassador to Paris and home. Somebody wisely proffered the idea it would be just as quick for me to take crew rest and return home tomorrow. Chuck Lawson had kindly offered to trade rotations. No way ! A message is a message. No variations. Not even a query via teletype.

The ground crew quickly converted the front section of the 749A to a lounge and I sat down to wait. Captain Bob Kadoch, whom I had never met, had been discussing my situation with the dispatchers . It was clear, I wasn't going to make it any further than Madrid. The load between Madrid and Rome , as usual, was wall to wall. Nevertheless, Lisbon wasn't about to let me off the airplane. Hey, a message is a message.

I was nodding off in the lounge during our approach to Madrid. Unbeknownst to me, Madrid called Bob and ask if he had a flight Engineer Allardyce aboard? If so, Allardyce had to get off on arrival. Good old straight forward Kadoch told him I had gotten off in Lisbon.

Madrid, of course, teletyped Lisbon, who reaffirmed I was aboard. Bob got another call.

By this time I had been called to the cockpit. I heard Kadoch giving the radio operator hell for bothering him while he was trying to land the airplane. My reaction was that I was in deep doo doo. Not only was my wife in some kind of crisis, but I might be on the threshold of getting fired. Pretty scary stuff for a new kid on the street. Bob turned and told me to get my stuff into the front lavatory and lock the door. He would call to me when it was okay to come out.

As soon as he set the brakes, Bob bopped out of his seat and positioned his back against the lavatory door and there he stood. Nobody, not even the cleaners could move him.

I heard the agent ask about me as soon as the door was opened. Bob, letting a hint of officious sneak into his tone of voice, maintained I had gotten off in Lisbon, The message was plain, by act of word, it wouldn't do to accuse the Captain of lying. I heard the agent move into the cockpit for a look-see and then go back through the cabin. He knew where I was. More important, he knew where the power was. He didn't press the point. Bob stood his ground until they closed the cabin door for departure.

Surely, Madrid would teletype Rome to see if I deplaned ? As appreciative as I was , I had visions of being greeted back in New York both with news that my wife had died and a pink slip. Nevertheless, I was impressed by Bob's humanitarian-ness, Later, when I got to know him, I wasn't surprised to learn that quality and a great sense of humor were hallmarks of Bob's life.

Little did I or Bob know, all his effort would go for naught. After several hours waiting , the Ambassador took off for Geneva, en route to Paris and New York. During approach to Geneva, one of the engines swallowed a valve. I was stuck in Geneva for twelve hours.

By the time I got back to New York and drove to Mt. Vernon, NY, my wife had healed enough to be released from the hospital. She was tending our two year old daughter.

Understandably, she was in no mood to hear about hiding in a lay. Bob Kadoch, or swallowed valves. Her opening remark ? "Where the Hell have you been ?" ....... Bob allardyce

TARPA TOPICS .. AUG 1994 ...Page 34

Grapevine, August, 1994, con't.

HARRY CLARK, (LEE )...Santa Maria, CA.

I was recently invited to have lunch with a group of Mooney pilots, that were having a meeting , here in Santa Maria. I was introduced to the group and gave a little pitch for our Santa Maria Museum of Flight and invited all to visit while they were here.

After the luncheon, one of the couples, Doug and Beth Triplat, ask me if I knew that Dan McGrogan had died. I advised that I was not aware and when he mentioned that there had been an article in the paper about Dan, I requested that he send me a copy. of it so that I could pass it along for publication.

Enclosed is the article which I am sure will be of interest to the members.

Best Regards, Harry F. Clark

Aviation

craftsman dies

at

70

TARPA TOPICS .. AUG 1994 ...Page 35

Grapevine, August, 1994, can't.

ICD REUNION HELD AT THE HOLIDAY INN ORLANDO, FLORIDA MAY 2ND THRU MAY 4TH, 1994

Orchids again to Gerry and George Friedrich for promoting, organizing and hosting another memorable reunion of members of TWA's Intercontinental Division!

The registration desk, handled by Gerry, Korky Youngblood, and Shirley Didlake in the Social Room, made everyone aware of a rendezvous which had coffee and doughnuts each day at 8:00 A.M. and a bar open until 6:00 P.M. Bartenders were Herb Didlake, Slim Morgan, Red McKinney, George Koch, Walt Pepmiller and, of course, Each day the room was the George Friedrich, who was ubiquitous. focal point for meeting, reminiscing and conversing with old friends.

Fraternizing and conviviality continued at the reception Tuesday evening and at the banquet on Wednesday.

There were no long speeches at the banquet; however, after George Humphrey expressed everyone's thanks to George and Gerry for another great reunion, Church Tiseo led the group in a minute of silence in memory of those members "Gone West". Your reporter then named and thanked all those who had supplied information for the Air Force Discharge Project. Next he introduced Merrill and John Adams, our guests from American Airlines, without whose efforts none of the Contract Carriers from World War II would have been recognized.

The Adams were greeted enthusiastically with a sustained applause.

Finally, the banquet ended on a nostalgic note when John Logan went to the microphone and very capably led everyone in singing a few verses of Auld Lang Syne.

On the following page is a list of those attending the reunion. Unfortunately, there were several who did not make it due to sudden illness. Among them were Donna and Ed Betts, whom we had planned to honor for Ed's "History of the ICD", Eliese and Joe Brown, and Jean and Bob Buck. Happily, it has been learned that Ed, Joe and Bob are back to normal, or at least greatly improved.

Submitted by:

TARPA TOPICS .. AUG 1994...Page 36

Bill (SCC) Townsend

Grapevine, August, 1994, con't.

Attendees at the TWA ICD Reunion, Holiday Inn, Orlando, Fl. 2-3-4-May, 1994 Couples: Orlie/ Juanita Anderson; J.D./ Janet Boren; Roy/Esther Brister; Warren/Dorothy Bullard; Bill/Martha Burkhalter; John/Pat Burlin; John/Naomi Campbell; Ken/Mary Lou Cedarland; Harry/Sandrina Chambers; Chris/Carole Clark; Henry/Mare Dale; Roy/Onie Davis; Dub Davis and daughter Denise; Ellis/ Jo DeMasters; Herb/Shirley Didlake; Bill/Jean Dugan; Bill/Bertha Elsner; George/Gerry Friedrich; Barney/Betty Garriott; Tony/Marjorie Gatty; John/Jean Gehlert; Goldy/Julia Goldthorpe; Harry/Jo Graham; Jack/Dorothy Hanson; Chuck/Lucille Hodge; George/Susie Humphreys; Ben/Ruby Hurt; Idus/Jeanne Inglis; Ray/Jane Jennings; Darrel/Audrey Johnson; Ed/Lois Klappert; Chuck/Georgia Knobler; John/Viven Logan; Vern Lowell and daughter Pamela; Bob/Murphy Major; Floyd/Dorothy Martin; DeanlAlice Miller; Willy/Dorothee Miller; Jim/Vivian Moffat; Clem/Patricia Morehead; Willis/Nina Patterson; Frank/Helen Petee; Rich/Anne Richardella; John/Lou Roche; Paul/Ruth Rowland; John/Nancy Russell; Wayland/Dorothy Shook; Cliff/Mary Sparrow; Bob/Virginia Springer; Dick/LeJean Stettner; Harry/Ruth Stitzel; Ray/Julie Terry; Van/Jean Thompson; Chuck/Tomi Tiseo; Bill/Millie Toms; George/Ginnie Toop; Al/Mary Tourtillott; Bill/Mickey Townsend; Larry/Helene Trimble; Zsigmund/Michelena Vmcze; Les/Ruth Wagaman; George/Gloria Ways; AUMel Weber; Jim/Doris Wheeler; Joe/Gay Wilson; Bill/Bea Wren; Jim/Helen Young; Dub/Korky Youngblood; Jerry/Mayre Zerbone; Bill/Sally Zimmerman.

Singles: Joe Bartling; Andy Beaton; Bob Berle; Ed Bolton; Joe Carr; Herb Chianese; John Crnic; Bob Day; George Duvall; Carl Eck; Harold Ellington; Larry Girard; Francis Harland; Mary Horstman; Bill Jarvis; Betty Johnson; George Koch; Mildred Larsen; Eugene Marlin; Red McKinney; Tom Morgan; Glenn Newman; Jane Parent; Walt Pepmiller; Charles Query; Steve Ranson; Bill Rea; Frank Ruocco; Jim Schnell; Bob Stevens; and Carleton Todd.

Special Guests: John and Merrill Adams, of American Airlines

More Photos Follow on the next pages..You place the names.

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Grapevine, August, 1994, con't.

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Grapevine, August, 1994, con't.

TARPA TOPICS.. AUG 1994...Page 39

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Grapevine, August, 1994, con't.

NAMES OF THE FOLKS IN THE PHOTOS ON THE PREVIOUS PAGES

ICD REUNION AT THE HOLIDAY INN, ORLANDO, 02, 03, 04 MAY, 1994 First page: Upper left; Gerry & George Friedrich; Upper right; Bill & Mickey Towsend Mary & Cliff Sparrow. Center left; Roy Brister, Larry Girard, Esther Brister, Jane & Ray Jennings, Mayre & Jerry Zerbone.; Center right; Dub Youngblood.

Bottom left: Bill Rea; Bottom right: All Radio Operators, Goldthorpe, Dale, Bullard, Shook, PepMiller, Jarvis, Wren, Elsner, Hodge, Rowland, Stitzel, Hurt and Martin.

Second Page: Upper left:

Glenn Newman, Georgia & Chuck Knobler, Unknown, Top Right: Joe Bartling Center left: Gerry Friedrich, Shirley Didlake. Center right: Bob Springer, George Duvall. Bottom left: Roy Brister & Dorothee Miller, Bottom right: Bertha & Bill Elsner.

Third Page Row one: Left; Tomi & Chuck Tiseo, Right; Nina & Willis Patterson, Row two: Jula & " Goldy" goldthorpe, Henry Dale, Marie Daley, Row three: George Friedrich, Red McKenney, Right; Bob Day, Bill Rea, J.D. Boren and Willy Miller. Row four: Sziggy Vincze, J.D. Boren, Dub Davis, Herb Chianese, and Bill Neuman.

TARPA TOPICS.. AUG 1994 ... Page 41

Grapevine, August, 1994, con't.

SUN 'n FUN FLY-IN, APRIL, LAKELAND FL. TARPA VOLUNTEERS. The TARPA volunteers at the Air Show this year were SUPER. We had eight folks that were there at different times. Some at the TWA booth and others at the Sav-a-Connie and some working Air Ops. Jerry Houghton, the SNF Fly-In Director and a former TWA Captain got us a super spot right in the middle of the show for a large tent that he also provided. There were approximately 750,000 people that passed by the TWA Booth.

Brian

Mueller,

Mike Urban (ALPA) and Kaphy Long F/A did one

heck of a job setting up the booth and the sweepstakes and collected over $3600,00 for the EAA's Young Eagle program which TWA is one of the sponsors. TWA provided two sets of tickets to anywhere TWA flies. One set for the TWA sweeps and one for Sun 'n Fun programs. Also wings for the kids, and other TWA promotional stuff. It was a great success and a lot of hard work but also a lot of fun for the volunteers plus a bunch of satisfaction.

The volunteers from the central Florida area were: John Kidd, Winter Winter Haven; Arby Arbuthnot, Sun City Center; John Emmerton, Haven; Bill Neuman, Melbourne; Helen and Bob Andrews, Sarasota; and Jeri and Ron Carford, Apollo Beach. Heather (TWA F/A NY. ) Happy.

And of course 'ole J.T. We had a BALL..Join us maybe next

year.

I must thank my good friend John Gratz in STL for putting me up to coordinating this event ...it was most enjoyable and what a great bunch of people.

TARPA TOPICS .. AUG 1994 ... Page 42

Grapevine, August, 1994, con't.

Below are some of the volunteers at Sun 'n Fun '94.

A novice parachutist couldn't open his chute on his first jump. As he was falling toward the ground, he saw another individual flying upward past him.

Calling out to the passerby, he said, " Do you know anything about parachutes ?" The women going up replied " No. Do you know anything about gas stoves?"

TARPA TOPICS .. AUG 1994 ...Page 43

Grapevine, August, 1994, con't.

JEAN McCOMBS,....Evergreen, CO. Dear Friends, Shortly after we sent out our Christmas letter, Joseph Sheley McCombs began his peaceful journey West, December 18, 1992. On December 23rd, the McCombs, Foster, Collins families and friends celebrated Joe's life with music, prayers, much love, laughter and tears.

This past Sunday, December 19 1993 at 0915, Captain Joe took his final flight in a single engine Mooney 231, N5737M , piloted by Bonnie Harden and husband Ralph, a loving couple based in Ft. Collins Co.- Trails End. Standing together with my friends , Bill and Jenny Rhymer on the south deck of our High Blue Run-a-Way, I watched Joe soar and experienced a joyful healing. As my grandson "Joe Man" says "Awesome Grandma". It was ! ! ! " I have slipped the bonds and shackles of my earthly body and ascended into the Heavens a free spirit" Quote, Bonnie Harden, Pilot.

Now it is time for new beginnings. Let us celebrate life for Joe and a new life for me and foe you. May we all experience a joyful 1994 Love and Light, Jean Olivia McCombs

AL WOLLENBERG....Malverne, New York.

Dear Friends, 18 April, 1994, fifty-four beautiful years ended with the death of Edna. Her spirit, courage and faith never faltered through years of illness and pain. The good Lord fulfilled his promise of happiness for us through the years. Her winning smile won us a host of good friends. Two daughters, Jean and Gail, two sons-in-law and five grandchildren brought joy to her heart Edna was cremated and a memorial service was held 01 may, 1994 at 2:30 P.M. at the Community Presbyterian Church, Nottingham Road, Malveme, New York.

Ed Note Al, you have the deepest sympathy from all your friends in TARPA & TWA.

TARPA TOPICS .. AUG 1994 ...Page 44

IN

MEMORY

OF

CAPTAIN GEORGE W. ENGLAND February 1, 1922 - May 7, 1994 George flew for TWA for 37 years. He was a B-17 squadron commander in WWII for the Army Air Corps and flew more than 30 missions over Germany under enemy fire.

He was an avid golfer and past president of Dolphin Head Golf Club in Hilton Head.

He was president of a youth soccer league for four years and a former Kiwanian in New Jersey.

"He was a very funny person," said his wife, Patricia England. "He had an unbelievable sense of humor."

"He was a do-it-yourself kind of person. He did everything under the sun, moon and stars. He rebuilt our home over, it was over 200 years old."

His son, George Jr. added, "He was a great family man."

Other survivors include son Stephen England of Northfield, VT and eight grandchildren.

TARPA TOPICS .. AUG 1994 ... Page 45

Flown West. cont'd.

I N MEMORY OF F/E DAVID W. THOMAS August 28, 1912 - June 5, 1994 Dave was the eldest of five sons. He attended high school in Malad City and, after graduation attended Glendale, CA junior college. He received his B.S. degree in Aviation Engineering in 1934.

In 1933, Ernst Udet, a WW I Luftwaffe Ace, was invited to be part of the 1933 air races at Mines Field, Los Angeles. Dave assisted Udet's Austrian mechanic-interpreter in the maintenance of the Youngman Aerobatic Biplane on this occasion.

After a "Hobo-style" trip to the Chicago World's Fair, Dave returned to Los Angeles and went to work for the Richfield Oil Co. at Grand Central Airport as airplane and engine mechanic. In 1937 he worked as mechanic/copilot on Douglas Dolphins for Wilmington-Catalina Airlines. In 1938 he became assistant to the Casino's maintenance suprintendent. Dave met many stars who performed at the Casino. Here, he met his wife, Helen, and they were married in September of 1938. They were friends with Perry Como and had many delightful times sailing.

Dave joined Lockheed in 1938 and was assigned to set up civilian pilot training programs at several colleges to train pilots for WW II. In 1941 he became a flight engineer and service representative at Lockheed with duties to test the Air Force version of the Constellation at Wright Field in Ohio. He also flight checked commercial customers' flight deck crewmen for all airlines which used the Constellation.

In 1945 Orville Wright (then age 74) was invited to Washington to fly a Constellation. Wright was seated in the Captain's seat, with Milo Campbell, an experienced pilot, next to him. Dave was the flight engineer on this occasion.

During his years at Lockheed he witnessed the fatal crash of Dick Bong, an ace P38 pilot during WW II, with 25 Japanese kills. Dave also saw the fatal crash of Milo Bercham, a stunt-test pilot whose P-80 went down due to a power failure.

In May 1948 Dave joined TWA as a Flight Engineer. Dave retired from TWA in 1972 having logged many thousands of hours in the Constellation, 707 and 747.

Dave's work brought him into contact with many famous people: Dick Russell, William Randolph Hearst's chief pilot; "Poncho" Barnes, famous aviatrix and member of the "99-ers" group of women pilots; Jimmy Doolittle; Dick DuPont, member of the famed DuPont family; Roscoe Turner, flamboyant race pilot for Gilmore Oil Company (who was accompanied on his flights by his mascot, a lion cub); Gary Cooper, with Sally Eilers, during the making of a film.

Above article sent by Bill Harrison with a note that Dave's daughter, Sally, made it available for publication. Material has been substantially edited by TOPICS Editor. ...Ed TARPA TOPICS .. AUG 1994...Page 46

Flown West, cont'd.

I N MEMORY OF CAPTAIN DAVID G. LEHRER February 1, 1922 - May 12, 1994

The above picture is of Dave on his first Captain trip, July 1960. Dave started with TWA on October 5, 1953 and retired December of 1983. (Excerpted from a letter written by Bob Mitchell...Ed.)

IN MEMORY OF F/E PHIL S. HOLLAR June 16, 1921 - March 11, 1994 IN MEMORY OF CAPTAIN WILLIAM E. BURRELL July 20, 1922 - April 2, 1994 I N MEMORY OF CAPTAIN ARTHUR B. PHILLIPS January 29, 1921 - May 3, 1994 I N MEMORY OF CAPTAIN JOHN MOTIL July 14, 1925 - May 25, 1994 TARPA TOPICS.. AUG 1994 ...Page 47

MURPHY'S LAWS OF COMBAT You are not superman.

If it's stupid but works, it isn't stupid.

Don't look conspicuous - it draws fire. (This is why aircraft carriers are called "Bomb Magnets".)

When in doubt, empty your magazine.

Never forget that your weapon was made by the lowest bidder.

If your attack is going really well, it's an ambush.

No plan survives the first contact intact.

All five-second grenade fuses will burn down in three seconds.

Never share your fox-hole with anyone braver than you are.

Try to look unimportant because the bad guys may be low on ammo.

If you are forward of your position the artillery will fall short.

The important things are always simple.

The simple things are always hard.

The easy way is always mined.

If you are short of everything except enemy, you are in combat.

When you have secured an area, don't forget to tell the enemy.

Incoming fire has the right of way.

Friendly fire - isn't.

If the enemy is in range, so are you.

No combat-ready unit has ever passed inspection.

Beer math is: two beers times 37 men = 49 cases.

Body count math is: two guerillas plus one portable plus two pigs = 37 enemy killed in action.

Things that must be together to work usually can't be shipped together.

Radios will fail as soon as you need fire support desperately.

Anything you do can get you shot - including doing nothing.

Tracers work both ways.

The only thing more accurate than incoming enemy fire is incoming friendly fire.

Make it tough for the enemy to get in and you can't get out.

If you take more than your fair share of objectives you will be given more than your fair share of objectives to take.

When both sides are convinced they are about to lose they are both right.

Professional soldiers are predictable, but the world is full of amateurs.

Murphy was a grunt.

TARPA TOPICS .. AUG 1994...Page 48

TARPA TOPICS .. AUG 1994 ...Page 49

THE BOEING 307 STRATOLINERS 1945 - 1951 Author's note: The first of the series about the Boeing 307 "Stratoliners and TWA" was published in the Aug 1990 issue of the "Topics".

for the nation's first 4-engine-pressurized aircraft were planted in 1935, T hewhenseeds D.W. "Tommy" Tomlinson made a test flight with the prototype B-299 "Flying Fortress" bomber (later dubbed the B-17). Further talks between TWA and Boeing led to an agreement whereby a commercial version would be produced which would utilize the bomber's wings, landing gear and tail section along with a cigar-shaped fuselage. The main aisle was way off center. On the right side the cabin was divided into four sections with daytime deluxe seating (couch style, non-reclining) for six passengers each; the nighttime configuration was converted to berths accommodating four each section. On the left

Boeing 307 "Stratoliner" in post WWII colors, outfitted with B-17 wing & tail minus pressurization...1945 TARPA TOPICS .. AUG 1994 ...Page 50

side of the cabin was a row. of nine reclining seats for a maximum capacity of 33 passengers by day or 25 at night. The cabin was designed to withstand a 6 psi pressure, but operating maximum was 2.5 psi which would keep the cabin at 12,000 ' when cruising at 22,000 ' . Anew feature for TWA was the addition of the Flight Engineer, with his own panel and station. Ralph Ellinger was TWA's resident engineer at the factory, and John E. Guy his assistant, when production began in mid-1937. TWA's original order was for six aircraft ($1,590,000 total), with an option for seven more, and Pan Am also ordered six.

In June of 1938, three of TWA's aircraft were in the final stages of assembly, but the company was having financial problems and couldn't keep up the payments. For awhile it looked as if TWA would default on the contract. Production continued and the prototype flew later that Stratoliner Flight Engineer Station year. Howard Hughes came into the TWA picture in early 1939 and orders resumed with TWA to accept five aircraft (Pan Am reduced their order to four) and Hughes one. On 3/19/39, during a demonstration flight for KLM representatives, the prototype crashed after an outer wing panel failed during an intentional spin. All ten men on board, including TWA's Chief Pilot Harlan Hull, were killed.

There were numerous modifications before the planes were delivered. Otis Bryan was the new system Chief Pilot. Bryan, Fred Richardson, Dick Decampo and Lloyd Hubbard were the crew with a proving run, on 3/13/40, when three engines iced up (carburetors) and a wheels up landing was made on a clearing south of LaMar, Colo. Temporary repairs were made and the plane was ferried to MKC for complete repairs. Scheduled service began in July. They were an immediate success on the NYC-CHI market as well as the coast-to-coast operation. The eastbound scheduled elapsed time LA to NYC was 13 hr 40 min, westbound was 15 hr 38 min, with stops at ABQ, MKC and CHI. TWA had its best ever year at that time; a 59% increase over 1939 with the number of passengers carried but operating costs continued to exceed revenues.

...The company was having financial problems and couldn't keep up with the payments...Howard Hughes came into the picture in early 1939 and orders resumed with TWA to accept five aircraft.

TARPA TOPICS .. AUG 1994 ...Page 51

There were three TOPICS articles (Feb '92, Nov '92 and Feb '94) which told the story of the outstanding wartime record the Strats made. The five planes were sold to the government and, under contract with the Air Transport Command, were maintained and flown by TWA crews by way of the ICD (Intercontinental Div.). Numerous modifications were made such as removing the two forward compartments and installing a navigator's desk and astrodome, crew rest quarters and extra fuel tanks to increase the range. The five planes were returned to TWA by 4/28/44, and ferried to the Boeing plant for a complete overhaul and refurbishing before entering domestic service again.

At that time the planes had flown a total of 21,284 hours with the ICD. The only reportable accident occurred during a night landing at Natal, Brazil. The plane struck an unlighted mound of dirt which knocked off one of the main gears.

On 6/28/44, Boeing issued a "restricted" pamphlet to interested parties outlining the specifications for a Model 307 C Strat which would be made available when conditions permitted. This model would incorporate all the research and experience since the original planes were built with emphasis on greater economy through higher payloads.

The cabin would accommodate fifty passengers (ten rows, five abreast) and the new 1350hp Wright engine was the option. The cabin pressurization system would maintain a 7,000' altitude when the plane was cruising at 15,000'. Estimated cost (depending on a sizeable order) was $267,230 plus $13,000 per engine. This proposed model never materialized as Boeing decided on the giant 377 "Stratocruiser" in the postwar race to obtain airline orders.

About a year before the Strats were returned to TWA, Johnny Guy was privy to a meeting between the CAA and Pan Am with regard to the "T Category" certification when the planes returned to civilian service. Although it posed no serious structural problem, the CAA was concerned about certain cracks in the 24SRT tubing which was part of the wing spars. To replace the tubing created a near-impossible or impractical situation. Fortunately, the new B-17G wing could be modified to take the wingtip slots that were required on the B307 models, to fit the older Strat and the change was made.

Other mods included the B-17G landing gear and horizontal tail surfaces. The latter moved the vertical stabilizer three feet aft. The planes were stripped to their hulls and a new B-29 type electrical system was installed. A big improvement was replacing the old 1,100hp engines with the new 1,200hp "Cyclone". The once heralded cabin supercharger system was not installed again. After Boeing completed their work the planes were ferried to

Thousands of Employees and Families See " " Stratoliner at Maintenance Open House

TARPA TOPICS.. AUG 1994 ...Page 52

TWA's base at MKC for further modifications. Besides a new paint job, a new interior was installed which used the latest in soundproofing, a TWA-designed system for maintaining a comfortable cabin and cockpit temperature ( a new "warm-wall" type heating system) and a new galley. TWA estimated the total costs of buying the planes back from the Army, the work done at Boeing, and the company shops to be $2 million.

Since the wartime restrictions on air travel were still in effect (and no frills) the popular berths were not used again. Instead, the cabin was divided in two sections with ten DC3 type seats in the forward area and 28 in the main cabin. George Haldeman, Chief CAA Inspector, who issued the new certificate (now known as the Model SA-307B-1) increased the maximum gross weight to 54,000 lbs and the landing weight to 47,000 lbs. Haldeman had certified the original Strats back in 1940 at 45,000 lbs maximum. Bob Loomis flew the certification tests for TWA which were completed on 3/15/45, and within a few hours a series of "shake down" flights began with John Collings, Paul Fredrickson and Jim Combs the cockpit crew. Another such flight was flown by Pat Gallup, Ray Wells and Combs. At each station the mechanics and other ground service personnel were checked out and the plane was on display for publicity purposes (no complimentary local flights as gas was rationed). The CAA also required the pilots to be requalified and certified, including the eight senior captains who returned from the ICD and had been flying the planes.

On Easter Sunday, 4/1/45, TWA inaugurated scheduled service from LGA. Ceremonies began at 4:00 in the afternoon where VP Jack Nichols was host and introduced Mrs. James Doolittle. She christened the "Zuni" by spraying the nose with a hand fire extinguisher. This was followed by several short speeches including one by Lt. Col. John Meyer (the top air ace of the European theater). The plane was on exhibition to the public while TWA hosted 300 invited guests to a reception in the "Kitty Hawk" room in the main terminal building.

Don Terry was the pilot when the plane departed at 11:00 that night to SFO via PIT, STL, MKC, ABQ and BUR. TWA lost the LAX-SFO portion of their `central' transcontinental route in 1934; it was granted again by the CAB (and Post Office) in 1943.

Out west, at SFO, the "Comanche" was christened by Mrs. Henry Grady, wife of the President of the Chamber of Commerce. A talk was made by Brig. Gen. Thomas Hardin, commanding the Pacific Wing of the Air Transport Command. The TWA host

TARPA TOPICS .. AUG 1994 ... Page 53

was Ernie Smith, the first civilian pilot to cross the Pacific (in 1927, from Oakland to Hawaii, shortly after Lindbergh flew the Atlantic). There was a very special load of VIPs aboard the flight which departed at 7PM with Howard Hall the pilot...31 Seabees from the Aleutians and six sailors from a minelayer were headed home on leave. TWA flew them home at no charge.

The total elapsed time LGA to BUR was 15 hrs 40 min and eastbound 14 hrs 30 min (plus an additional hour and 55 minutes on the leg to SFO). The fare for a transcontinental trip was still $149.95, the same as in 1937, but there was no discount for a round trip and the government had a 10% transportation tax. The NYC-CHI fare was still $44.95. It is interesting to compare the "super bargain" fares advertised by the major airlines in early 1994 - $179 on LAX-NYC with numerous restrictions (including the number of seats available at this price, non-refundable etc.) based on a round trip.

For TWA, again the five Strats were the only four-engine equipment available on the Domestic Division.

After all five planes had completed overhaul a second transcontinental flight was scheduled on May 1. This went from DCA to SFO by way of DAY, STL, MKC, ABQ and BUR. TWA was awarded the DCA-DAY route in 1943 (mail and passengers), connecting with the Central Route to the west. Until the "Connies" were introduced on domestic flights in February 1946, the five Strats were the only four-engine transports (domestic) in service by any airline. The DC-4, a modified surplus C-54, was introduced by American AL in March 1946, and the pressurized DC-6 by American and United in April 1947.

Following a series of accidents and incidents the Connies were grounded, from July 11 to September 20, 1946, for modifications. For TWA, the five Strats were the only four-engine equipment then available. Actually, it was four aircraft as, on July 29, Dave Kuhn had trouble lowering one main gear going into BUR. He circled the area while dispatchers Red Zabriske and Lee Flanagin consulted by phone with the engineering department in MKC and it was decided (after all attempts were made to lower the gear) to make a belly landing. Fletcher Grabill recommended landing on the grass paralleling the runway, which was done with minimal damage to the plane. After the landing Lee rushed to the cockpit and congratulated Dave for a job well done...Dave, with his usual wry humor, very calmly gave him the "time on".

Effective 9/26/46, the Strat schedule was one transcontinental trip (Flights 371 and return 370) LGA-CHI-MKC- (a fuel stop ABQ) - BUR-SFO, and one trip (Flights 49 and 48) LGA-STL-MKC. The LGA-CHI fare was $32.85 ow (no rt discount) with no extra service charge (there was a $7.50 extra charge on the 0-49 Connies). The coast-to-coast " fare was $118.30, with $25 extra on the Connie. A novel way to combat "no shows was effective 10/15/46; a service charge of 25% of the one way fare or $2.50 (whichever was greater) for failure to use confirmed space on a flight if it was not cancelled before

TARPA TOPICS .. AUG 1994 ...Page 54

departure. The ride from TWA's ticket office at Park Avenue and 42nd Street to LGA via Carey Airport Service cost $1.15 (plus tip). From the CHI office in the lobby of the Palmer House to the Midway Airport via the Bluebird Air Service the fare was $0.86..

In Albuquerque, the ride by Clifford Taxi was $0.75. The cheapest airport transportation was the limo to the Muehlebach Hotel in downtown KC (1 1/2 miles) - $0.35 ($0.05 tip?).

George Duvall checked out on the Strats in June of 1946, and on December 11th, was flying his second trip out of CHI, giving Lyle Hincks a line check. Out of PIT the right gear stuck about half way up during the retraction and none of the usual normal or emergency procedures would change the gear's position. In this case it was recommended he make a "semi-belly landing" at LGA with the left gear positioned about midway. This was also successful, although the #3 nacelle was badly damaged. Former B-17 crew members will probably frown on this landing as their procedure, with only one main gear available, was to land in this configuration in order to protect the lower turret. The problem was a sheered "Woodruff" key in the gear drive mechanism which was common to both the normal motor-driven system and the emergency hand crank. TWA was able to purchase some parts (nacelle, etc.) from surplus B-17s to repair the plane.

According to John Soule, a TWA mechanic at the time, the total cost of rebuilding the plane was $125,000.

Also, through the military surplus sales (at a very cheap price), TWA was able to buy a warehouse full of Cyclone engines for both its Strats and DC-3s in the fleet.

Stratoliner "belly'd-in" at LGA Dec. 11, 1946 Another TWA purchase was two B17s. One was converted to an executive aircraft for use by company officials in Europe and Africa (it was not CAA certified). The other was specially equipped for a joint research project by TWA and the Army Material Command with regard to severe weather research. Bob Buck, System Chief Pilot in 1945, was on temporary leave to pilot the B-17 (dubbed "Two Kind Words") on a 32,000 mile tour looking for the worst flying weather possible (about half was over water).

Ted Hereford told of a Strat incident he was involved with at SFO. There was a three hour period between the arrival of the northbound flight and the turnaround back to BUR, during which time the plane was usually taken to the hangar for service or repairs. Ted was preparing to taxi the plane back to the ramp and wanted to do so with just the two inboard engines operating. The F/E, who was fresh out of training, argued that the aircraft should be taxied with all engines operating as there was a possible condition whereby you could lose all hydraulic pressure for the brakes. Ted won the debate. They taxied with just the inboard engines and, as they approached the gate area, there was a total brake failure. Ted grabbed the handle and pulled the emergency

TARPA TOPICS .. AUG 1994...Page 55

air supply but only one brake took hold. As a result, the plane spun around on one wheel, narrowly missing other aircraft parked in the vicinity. Ted taxied with all four engines operating in the future.

The year 1946 was a disastrous one for TWA: there had been the Connie accidents, the three-week strike by the pilots and the costs of inaugurating the new International Division to Europe and Africa. Howard Hughes was at odds with company top management and, in early 1947, several top officials resigned. Jack Frye and Paul Richter left the company in early 1947 and, from April 1947 to June 1948, LaMotte Cohu was President and John Collings Executive VP. On 1/1/49, Ralph Damon (formerly with American) became TWA President.

On 5/1/49, TWA was granted CAB approval to operate "Stratoliner Coach Service" between LGA and CHI. The fare was $29.40, a 30% reduction from the regular fare of $44.10. No meals were served and advance reservations were made only by purchasing a ticket. This proved to be a popular flight which was often full and paved the way for future expansion into the all-coach market with DC-4s and Connies, in competition with the fast-growing "Non Skeds" then in operation with surplus military transports.

A C-54, with low airframe time, could be purchased for as little as $50,000. The oneplane operator didn't need a ticket office or a check in counter, just an agent such as a travel bureau. They made many stops to pick up or discharge passengers on a coast-tocoast trip.

TWA and Eastern were among the last of the major carriers to order, and introduce, a postwar twin-engine transport to replace the venerable DC-3.

TWA introduced the 36-passenger Martin 202A in November 1950. Also, TWA had a number of DC-4s transferred from the International Division, which were converted to an all-coach configuration (an all-out war against the "Non Skeds"). Starting in May of 1950 and ending on July 1, the Strats were phased out of the fleet and parked across the river at TWA's overhaul base at Kansas City, Kansas, and for sale.

BEFORE THE STRATOLINER are three of the many TWAers who flew the faithful Boeing to fame and glory during the war and afterward. Shown are AL BRICK, assistant manager of flight engineers, EARL FLEET, check captain, and R. L. ,PROCTOR, manager of flight engineers. All are Kansas City based.

At the time the last plane was grounded, the five aircraft had amassed a total of 126,026 flying hours, an average of 25,205 hours per plane. The "Cherokee" had the most, 26,329 hours in 10-plus years of service. For several months the five planes were

TARPA TOPICS .. AUG 1994...Page 56

given the usual overhaul checks, then "pickled" awaiting a buyer. All five were sold in April 1951 to the privately owned (French) Aigle Azur Airline for a total of $525,000, including spare parts. Aigle Azur was, at the time. operating from Paris to various French colonies such as Dakar, Barzzaville (then the French Congo), Casablanca, Tunis, etc. The plane were ferried to Bordeaux, and modified to a 48-passenger configuration.

During the war Pan Am's three Strats remained airline property and were not converted to C-75s. They flew Latin America routes at the direction of the Air Transport Command by Pan Am crews to 1946. Following their tenure with the ATC all of the necessary modifications to meet the CAA "T Category" requirements were done at their Miami Base. The cracks were taken care of with a lot of rework and the wing center section was strengthened by replacing some members and installing doublers in others.

The planes operated with the 1,100hp Wright Cyclone engines and a max gross weight of 45,000 ' lbs (TWA s postwar fleet had 1,200hp engines and a max gross of 54,000 lbs).

Except for the fatal crash of the prototype Strat in March of 1939, the nine planes established a perfect safety record of no passenger fatalities or injuries at the time they were retired from scheduled airline service.

Pan Am sold their three "StratoClippers" in 1948 to a Floridabased company. The Hughes plane spent the war years stored in a hangar at Glendale, CA, and then was converted to the "Flying Penthouse". This luxury air yacht had a master bedroom, two bathrooms, a galley, bar and living room at a cost of $250,000 to refurbish. In 1948 Hughes sold this epitome of air travel to another Texas multi-millionaire, Glenn McCarthy.

Except for the fatal crash of the prototype Strat in March of 1939, the nine planes established a perfect safety record of no passenger fatalities or injuries at the time they were retired from scheduled airline service (including the "Penthouse " ). There were four belly landings, or partial gear up etc., which more than proved the airframe was ruggedly built. As far as many TWA pilots and F/Es are concerned, it ranks among the best of the piston-powered aircraft ever produced. It was faster than the DC-3, slower than the DC-4 or Connie, but somehow it got you to your destination safe and sound.

TWA credits its prewar experience with the Strats for the contract (the " Eagle Nest" school at ABQ) to train RAF and RCAF ferry pilots and later Army B-24 crews. This was followed by the wartime ICD contract with the Air Transport Command, which paved the way for the postwar International Division.

TARPA TOPICS.. AUG 1994 ... Page 57

STRATOLINER EPILOGUE igle Azur was a small airline and it had too much competition from several larger carriers. In 1952 it began a new service from Paris to Indo-China (Saigon and Hanoi).

Again, there was too much competition by larger airlines utilizing faster Constellation or DC-4 equipment, with fewer stops. Later that year it began a new route to Madagascar (with numerous enroute stops) with bargain "coach-type" fares. It wasn't a financial success, partially due to the war in Indo-China. It was taken over by another French airline in the summer of 1955. This was for charter work in South East Asia. In 1957 the five Strats were leased to Air Laos Transport Aeriens, flying from Vientiane (Laos) to Hong Kong. This required a wide detour to avoid North Vietnam. One of the former Pan Am Strats joined the fleet in 1959, then owned byAirnautic GECA for charter tours. It crashed on 5/22/61, during a three-engine go around at Saigon's Tan-San-Nhut airport. There were no injuries, but the plane was scrapped and used for spare parts for the other Strats in Vietnam.

A

On 12/29/62, the former "Navajo" (#404) was on a charter flight with 22 basketball players and fans en route from Bastia to Ajaccio, Corsica, when it crashed near the peak of a 7,000' mountain. All aboard, including the crew of three, were killed. This was the first fatal crash of a Strat since the prototype in March 1939 (twenty-three years), and the first ever with paying passengers aboard. There were several incidents where damage was done such as: the gear was once raised accidentally while still at the ramp, and another where it nosed over because of excessive braking and landing.

Starting in early 1964 the four remaining planes were operated by a special French company with diplomatic immunity between the warring forces of North and South Vietnam. The loads (as many as 60 passengers seated five abreast) consisted of members of the Red Cross, diplomats, the press, businessmen and officials of the Control Commission. Service varied from once a week to as many as 18 flights a month. A clearance had to be obtained several days in advance to fly the highly restricted 20 mile corridor between Saigon - Vientiane Above: F-BELV, previously NC19905, was leased to Air Laos Transports Phnom Penh (Cambodia) - Hanoi; Aeriens in 1960 by Aigle Azur and still has its French registration although allotted the registration XW-TAA. It has Laotian script above the fuselage stops were limited to 30 minutes. Any cheat line. variation could subject the aircraft to being shot at by the opposing forces.

Starting in 1965 the TWA crews were again flying for the Air Transport Command (with company B707s) to the war zone with troops or supplies. It was like "old home week" for many of the men while on the ground at Saigon - there were the familiar Strats some had flown as many as 25 years ago.

TARPA TOPICS .. AUG 1994 ...Page 58

For reasons unknown, on 10/18/65, former "Comanche" (#400) strayed off course and disappeared over the jungle between Vientaine and Hanoi. It was never known if there were survivors among the 12 aboard. The "Apache " (#403) was written off following an accident on 2/27/71, at the Laotian Capital of Luang Prabang. On 1/23/73, Henry Kissinger negotiated a cease fire agreement, but there was one incident that was a close call aboard a Strat. On 6/8/73, during a flight to Hanoi, the suitcase of a North Vietnamese passenger exploded.

There were seven injuries, but the plane landed safely. The remaining Strats were operated awhile by Cambodia Air Commercial, a small charter outfit flying in the Laos and Cambodia area. On 6/27/ 74, the "Zuni" (#402) crashed while taking off from Battambang (north Cambodia) killing two of the four crew and 14 of the 21 passengers.

There are conflicting reports on the fate of the "Cherokee" (#401): some say it was scrapped in 1974, others (such as Boeing Archives) say it was up for sale in Saigon in 1973. Another report has one Strat still flying as late as 1986, with Air Vietiene in Laos.

McCarthy sold the "Penthouse" in 1962, at the time it had a total of only 500 hours in the air. The plane was severely damaged by Hurricane Cleo at Fort Lauderdale in 1965. It was repaired, but soon declared unairworthy. An enterprising yachtsman bought the fuselage and mounted the entire cabin (and cockpit) on a special boat hull.

This novel luxury yacht was up for sale in 1976 for $58,000, and has since been seen moored on one of the many river tributaries in the Fort Lauderdale area.

Pan Am's three Strats were originally (late 1948-early 1949) sold to Airline Training Company (based in Miami), the first of several owners the planes would have for the remainder of their flying years. The former (Clipper) "Rainbow" eventually wound up with Aigle Azur in 1957 and, in 1960, was leased to Air Laos. As already mentioned, it crashed on an engine-out approach.

The "Comet" saw service in Ecuador (flying to Miami) and two years with Quaker City Airways. In 1955 it was returned to Boeing for modifications before a potential sale to a Wilbur Kelsey of the Philippines (for crop dusting work). On 5/10/55, Leo Wassenberg (former TWA-ICD pilot) and Al Brooks were making fuel consumption tests when a fire

TARPA TOPICS.. AUG 1994 ...Page 59

broke out in the cabin. Within two minutes, Leo made an emergency landing on a butte near Madras, Oregon. There were no injuries, but the plane was completely destroyed by fire.

Among the new owners of the former "Flying Cloud" was (in 1954) the then Haitian dictator "Papa Doc" Duvalier. It was modified as a VIP transport. In 1959 it was purchased by Leo Wassenberg representing a Flight Investment Co. The plane had several owners until 1969, when the Smithsonian Museum made a trade for a "Connie " and, in turn, loaned it to the Pima County Air Museum near Tucson. At the time the cabin had been stripped of its furnishings and modifications were in progress to equip it as a firefighting "borate bomber". Someday, in the distant future, the Smithsonian (later the National Aviation and Space Museum) intends to have the plane completely restored and on static display. This would be a "walk through " exhibit at a new museum to be located at the Washington-Dulles Airport. While on loan to the Pima Museum it was parked outdoors and the doors locked shut. The cabin was used for storage space for the Strat parts or other aircraft.

"Operation Flying Cloud" he following description of Pan Am's organization, its goals and work to be accom-

T plished was written by Retired Capt. Bob Stubbs in 1991. The "Save a Connie

"

group will notice some similarities, namely it is a "labor of love " for a fine old airplane to be kept in perfect condition for generations to come and admire, but there is one big ' difference - they don t own it. Quote: "A group of Pan Am retirees in San Francisco became interested in the airplane in 1986. When it was learned the NASM planned to restore it and was seeking help in restoring the cabin interior furnishings, they formed "Operation Flying Cloud", a nonprofit organization, incorporated in Texas with IRS tax exemption. They agreed to make every effort to re-construct the cabin interior and fixtures as they were in 1940, including the headlining, rug, seats, partitions, galley cabinets, dressing room tables and sink, toilet, and the Navigator's and Radio Operator 's Stations. They also agree to make an effort to provide the funding for their project through contributions from Pan Am Retirees and Employees. During the initial fund drive, many contributed to this worthy cause. No attempt was made to seek contributions from outside of Pan Am because it is desired that it be a Company Retiree or Employee project."

One group of volunteers in the Tucson area began work on making the plane sufficiently airworthy to be ferried to Dulles, where further restoration would be completed. Meanwhile, another group in the San Francisco area, headed by Bob Stubbs, began work on the interior furnishings. Pam Am gave them space in a 2,500 sq. ft. room formerly used for training (and, after Pan Am folded, United AL made the same area available).

There was a change in the master plan and it was decided to do the rest of the restoration at the Boeing Plant #2, the building where all ten of the Strats were originally built. In 1992 a team of Boeing technicians went to Tucson and got the plane in condition to ferry it to Seattle, where it could be housed indoors. However, there was a major hurdle that TARPA TOPICS .. AUG 1994...Page 60

had developed since 1938 - 1939. The one (and the only) road ("Marginal Way " ) where the plane could be towed between the flight line and Plant #2 was overgrown with new sheds or buildings and there was not enough clearance for the plane 's 107+ foot wing span. At a cost of $100,000, all of the obstructions were lowered or torn down; but the project was far from complete. The "Flying Cloud" was "pickled" pending room to taxi or be towed to its new home, once on the ground at Seattle. In May of 1994, all was ready (?).

Once again, a team of Boeing technicians got the plane ready to fly - including new tires, jacking it up and cycling the gears, adjusting the carburetors, etc. The engines had only 400 hours on them and, once tuned up, performed perfectly. After nearly 25 years of sitting on the ground, the grand old lady was ready to fly again. In the meantime the flight crew (the pilots had little or no experience with a "tail dragger" ) went to Minneapolis and flew a B-17 owned by the Aviation Hall of Fame. The B-17 and Strat have the same flight characteristics (same wing, tail, gear, etc.).

On 5/23/94 a flight test was made in the local area. All went well except, during tests for feathering and unfeathering, one propeller would not unfeather. A 3-engine landing was made. Two days later all was ready again and they departed Seattle (via Reno).

Shortly after takeoff #4 engine's main bearing let go (and all of it 's oil), so it was feathered and another 3-engine landing was made. Fortunately, they were able to borrow an engine from the Confederate Air Force at Mesa, Az, make the change and, on 6/1/94, continue the flight to Seattle. At the time of this writing, and contacts with Bob Stubbs, there is another delay waiting space to move the airplane from the ramp area to Plant #2 via "Marginal Way" - there are still some obstructions. One other problem Bob and his volunteer crew have with the interior furnishings before they can begin-- the old wooden cabin floor has to be replaced with new 3/4 " plywood.

By

comparison with the number of other commercial-type transport aircraft produced during the 30's and 40's, the B307 Stratoliner probably ranks near the bottom, since only ten were built. One of these crashed before entering service, another was a rich man 's toy. The eight aircraft which did see extended service made a very important contribution to aviation: originally as the epitome for the first class passenger; during most of WWII as a transport for top government and military leaders (and bringing wounded servicemen home) or important cargo; and finally a bargain for the tourist to travel within the USA. It was a great airplane. **********************************

A Postscript by Ed Betts: Once again my thanks to many men for their help which includes: Harry Gann and Albert Hansen (American Aviation Historical Society); Joe Carr, George Duvall, John E. Guy, Ted Hereford, Dave Kuhn, Ed Peck, Jon Proctor, Bob Rummel, John Soule (all of TARPA); and Bob Stubbs (Pan Am)...End of article...see table & illustrations, next page...Ed

TARPA TOPICS .. AUG 1994 ...Page 61

FACTORY CAA REG. FLEET NUMBER NUMBER NUMBER 1994 NX19901 Boeing

USAF

TITLE C/N

FRENCH REG NO.

None

1995

NC19902

Pan Am "Rainbow"

2003

NC19903

Pan Am "Flying Cloud"

1997

NC19904

Hughes "Flying Penthouse"

1996

NC19905

400

"Comanche

88624

F-BELV

1998

NC19906

401

"Cheroke"

88623

F-BELU

1999

NC19907

402

"Zuni"

88625

F-BELX

2000

NC19908

403

"Apache"

88626

F-RELY

2001

NC19909

404

"Navajo"

88627

F-BELZ

2002

NC19910

Pan Am "Comet"

_ Prototype crashed on 3/18/39 during test flight for KLM representatives.

Crashed on 5/22/61 landing at Tan-San Nhut, Saigon.

1994, property Nat'l Air & Space Museum, now in Boeing Plant 112 for complete restoration Howard Hughes airplane, later the fuselage used for the cabin of a luxury yacht 25,083 hours when sold by TWA in 6/51.

Disappeared Vietnam on 10/18/65 26,329 hours when sold by TWA in 5/51.

Last seen for sale in Saigon, 11 0973.

25,379 hours when sold by TWA in 5/51.

Crashed in Northern Cambodia on 6/27/74 24,240 hours when sold by TWA in 7/51. Lost Vietnam on 2/27/71 24,995 hours when sold by TWA in 6/51.

Crashed in Corsica on 12/29/62.

Converted to crop duster. Crashed on 5/10/58 near Madras, Oregon due to in-flight fire.

NOTE: In 1951, all five of the TWA planes were sold to "Aigle Azur Transports Aeriens" of Paris, FRance. They later transferred the fleet to Laos. They were still under French registry.

TARPA TOPICS .. AUG 1994 ... Page 62

May 27, 1933 John D. Graves, Transcontinental & Western Air pilot flying the night mail between Los Angeles and Albuquerque, in avoiding a bad snow storm, got far to the north of his course in Western New Mexico. He discovered several small bands of Indians on the ground making frantic signals, so he circled low over them and they indicated, by rubbing their stomachs and pointing into their mouths, that they were hungry. Johnny made a note of their location and notified the authorities in Winslow.

In recognition of his efforts in their behalf, representatives of several tribes joined in adopting Johnny into their tribe at Albuquerque. Because of the Indian practice of naming a baby by the first thing the father sees after the child is born, Johnny was christened "Chief Flying Beans" because he dropped several sacks of beans to them. Photo shows Navajo chiefs greeting Johnny at door of A/C. TARPA TOPICS .. AUG 1994 ...Page 63

The

Pilot's

Burden

Flight Safety and the Roots of Pilot Error Captain Robert N. Buck In many ways, flying an airplane is a balancing act.... Pilot abilities did not mature quickly but over a period of time, in step with technological growth as well as regulatory and operational intricacies. We relate here that history and evolution .. to reveal the probability that pilots are being asked to perform flawlessly in an environment that generates manifold opportunity for error—and that often strips them of the autonomy to use the very judgment we require them to have.—Preface Have modem aviation technology and regulations become so complex that they actually hinder, rather than help, pilots fly aircraft well? Do they deprive pilots of the time and liberty to apply innate instincts and skills necessary to safe, well-performed flight? Are pilots becoming victims of advancements intended to aid them? Are they becoming scapegoats for accidents ever more frequently cited as "pilot error"?

Changes in piloting throughout modem aviation and answers to these questions are explored in The Pilot's Burden. Its author, Robert Buck, is an air safety consultant and retired airline pilot whose aviation accomplishments began in a 90-horsepower Monocoupe and whose career with TWA spanned the Douglas DC-2 to the Boeing 747.

Manuscript reviews ring with enthusiasm: "This is an unusual and valuable manuscript.... It should be read by everyone in the aviation industry—those who build the systems, . . . those who provide the political base for it all, . . . ATPs, . . . those of us who follow aviation. . . . Great! Superb!"

"The author . . . pinpoints the 'roots of pilot error,' reviews current or proposed programs . . . and poses some commonsense ideas of his own. . . . Captain Buck's rich store of personal experiences is the centerpiece; . . . he effectively uses them to illustrate his arguments. . . . Subjects he addresses in the book are on many lips within the industry today."

CONTENTS: Preface/ Acronymns/ When Flying Was an Art/ The Technical Age Commences/ Technology Means Complexity and New Problems/ World War II Changes the Game/ Pilots Add Psychology and Science to Their Skills/ Postwar Airplanes and Regulations; The Burden Grows/ Demands on Pilots Increase as Technology Expands/ The Good Old Days/ The Jet Age Begins—With Some Relief/ Learning Jet Flying the Trial-and-Error Way/ Pilot Authority Erodes/ Air Traffic Control: The Big Squeeze/ The FAA: A Paradox/ Boeing's 747 and New Concepts/ Weather Dictates—Sometimes Ruthlessly/ Computers Fly the New Airplanes—or Do They?/ Psychologists, CRM, and Remaking the Pilot/ Are Pilots Overpaid Prima Donnas?/ And Now/ Selected Bibliography ABOUT THE AUTHOR: Robert N. Buck retired as a TWA airline captain with 37 years experience, including more than 2,000 trans-Atlantic flights. He was also TWA chief pilot and director of thunderstorm research. His interest in piloting dates to his youth; in 1930, at age 16, he flew a solo trans-America flight, breaking the junior speed record. During WW II, he performed weather research for the U.S. Air Corps, flying a B-17 and a Black Widow P-61 and earning, as a civilian, the Air Medal. Recently, Captain Buck has served as an air safety consultant to the FAA and various airlines and has worked with the International Civil Aviation Organization to develop a new plan of world airspace.

April 1994, 252 pp. .

6

x 9, illus., hardcover/jacket, 0-8138-2357-9, $29.95

TARPA TOPICS.. AUG 1994...Page 64

conditioning, and it ' s he Ozarks are fast work, getting peoblessed with interAt Silver Dollar City 's " Fire in the Hole: ple in and out of the esting folks, many trains, but I'm still of them retirees who there," he said proudhave had careers that ly, explaining that he cover the spectrum of This "Far Cheef" Knows usually works about human endeavor.

20 hours a week Jim Hankins of HolDo people lose any lister, Mo., is one of of their possessions those especially interestAll About 'Wild Rides while on the undermg ones. ground roller coasterHe started as a

By Ralph L. Sellmeyer type ride as they hapmechanic for TWA, pily get drenched? advanced to flight engineer, learned to fly and "Yes, sir. Some of them lose wallets; later became a passenger once a guy had $500 jet co-pilot, and retired in his (we found it). to be a "Far-Cheef" at Hearing aids, yeah, Silver Dollar City's they ' ve lost them too.

"Fire in the Hole " ride, a Oh, I don ' t want to favorite among the city's forget the false teeth. visitors.

Took two weeks to While " Fire in the Hole" is a pretty wild find them!" ride, Hankins has had a (He explained that most of the lost couple of real-life objects are retrieved doozies himself — he survived a plane crash and a by staff members at hijacking during his 32night, and mailed back plus years with TWA. to the owners).

Hankins, is " one of a "I guess the queskind" says friend and cotion most from our worker Jack Mustard, 'Fire in the Hole' passengers is, 'do you get "postmaster" of Silver wet'? "I tell them, 'no Dollar City (SDC). He says Hankins "doesn ' t I stay pretty dry, but you will get wet!' " take life too seriously. " Asked about his Hankins used to come " to the Branson area to Jim Hankins, who's been boarding anxious riders at Silver Dollar City's flying career, the Farfish with a fellow TWA "Fire in the Hole" since 1985, knows all about wild rides. He's been on a Cheef" said for the most part he liked the pilot who had moved couple of doozies in his 32 years with TWA Airlines. flying, but there were here in 1972. A New- (Photo by Ralph Sellmeyer) a couple of instances port, Ark., native, the 64-year-old Hankins liked the area so at the huge entertainment complex, but of terror which he will never forget, much he bought property here about 1970 Hankins planned to sweep streets there, including June 4, 1970. He was flight engineer on TWA flight 486 preparing to and moved here in 1975 with his wife, so he could be out and around people.

Rose Marie, and daughter, Leslie. Of "Well, all they had was a six month's take off on a routine flight from Phoenix course, the move required commuting to job working 'ride in the Hole. ' I took it, to St. Louis, not knowing it was to be the Kansas City, St. Louis, and finally, Los and it ended up being full-time for the start of a 12-hour nightmare.

"This fellow came aboard our plane Angeles for his flights around the United season," the affable Hankins said with a with a gallon of Coleman fuel, a package States. reminiscent smile.

"I wanted out of the city, and so I con"My job is getting the people loaded of matches, a pistol and a straight razor You have to tinued to live here and commute ' til I onto the ride, talking to the folks, inter- and demanded $100 million. ' could afford to retire," which ,he did changing with them, making them laugh. remember — they didn t check people at I always tell them to hold their noses airport security like they do now. At that when he hit 55.

Casting around for something to do when they go upside down under the ti me they just watched for passengers after he retired, Hankins spoke to Peter water, " Hankins jokingly said with a they might want to check out who fitted Herschend, co-owner of SDC and a wide grin, and added, "I also tell them to certain profiles. Well, we had to take off member of his church. hold on to everything they want to bring with this disgruntled former bread truck driver in charge. He got on the plane and "Why don't you apply out at the back (from the ride)," he chuckled. " You know, those young kids working told us to 'take him to the Old Man in City?" Herschend said, and Hankins did ' in 1985. that ride with me thought I wouldn t last Washington', meaning the president There are many, many places to work a year down there. It's hot, there's no air (Nixon).

T

TARPA TOPICS.. AUG 1994 ...Page 65

"Well, we had crash during landing filled our fuel tanks at of his Boeing 727 in Phoenix for our trip to which he suffered a St. Louis, but he told serious back injury. us to go to Dulles AirHe said "It was not as port outside Washingscary as the hijacking, ton, D.C. I calculated it lasted only a few our fuel and figured minutes. we could get to Dulles he crash hapwith 12,000 pounds to pened after the spare. As the flight plane was comengineer I operated ing in for a landing at the company radio La Guardia in New and he wanted me to York with a faulty send messages to the altimeter the crew president, and to J. wasn't aware of. As it Edgar Hoover, and the settled in the plane Supreme Court, dragged the left main telling them he was landing gear, tearing sorry he had to do it off and causing it to this. He said he had lose hydraulic presno quarrel with the sure in the gear and FBI, but he had to see An appreciative President Nixon and Sen. Bob Dole visited with Jim Hankins the brakes, and they the president. also lost number two " We got in touch and his wife, Rose Marie, at the White House after the thwarted hijacking. engine, after a large with the company, (TWA) to see if they we stopped he sent me out to open a sack plank was driven into the jet engine and wanted to put an internationally qualified to see if the money was there. And that ' s turned to sawdust. They finally got the pilot aboard, because a lot of these when we slipped an FBI agent aboard. plane back up to 800 feet, then heard the hijackers want to go overseas, so the That ' s when the police shot the tires out flight controller tell them to get higher – company sent Capt. Billy Williams from on the plane so we couldn't take off they were on a dead course for the New York to join us at Dulles, " Hankins again. Then about that time the FBI agent Empire State Building!. said, explaining that Williams had him- who had come aboard shot at the hijacker When the captain was finally able to self been hijacked on a flight some time and he shot back. Well, the captain ran get the plane down in another landing earlier. out of the cabin to rush the hijacker, path, in its disabled condition, and after "The hijacker had asked for $100 mil- thinking when he heard the shots that the being directed to John F. Kennedy Airlion in cash so the FBI rounded up hijacker was shooting the passengers. port, they found they were landing at 150 $100,750 in cash from three small banks The hijacker heard him, whirled and shot knots when it should have been around in the Dulles Airport vicinity and Billy him point blank. The captain was wound- 100 knots, Hankins explained.

Williams brought it, and I got off the ed but made it through though, after "The plane went off the runway out plane to get it from him and put it aboard. about three months in the hospital. The into the "tules" and crashed into an ele"When I got back in the cockpit the copilot and the FBI grabbed the guy and vated road. That was when Hankins, the hijacker got mad because he knew there cuffed him. He was later tried, convicted only one seriously injured, received a wasn't $100 million in the bag after he and sentenced to five years. I often won- compression fracture of two vertebrae. It had me dump it on the cockpit floor. der if he is still alive," Hankins mused. took three months for him to recover. " "We finally took off and he told us to You know, there are a couple of As he reflects back over his 25 years 'head north.' The passengers had all got- other things about this story: the hijacker in the cockpit, Hankins says he has no ten off except for an elderly couple in at one point asked me if I was nervous regrets in taking his retirement from first class, a drunk, and there was the cap- and I told him that I was. "You ought to TWA five years early (pilots have to tain, copilot, and myself. We flew north be," he said, adding "that if anything leave the cockpit at age 60 under federal over New York. By then he had changed went wrong, I would be the first to go! " regulations) to enjoy life in the Ozarks. his mind about the money and wanted Hankins later found out that the plane "There are hours and hours of bore100 tow sacks of $100 bills! He told us to was "followed by fighter planes with heat dom when you fly, and sometimes fly back to Dulles and circle ' til the FBI seeking missiles with orders to shoot our moments of terror, as in the hijacking and had the 100 bags of money ready. Well, plane down if the hijacker made us dive the crash. And, yeah, I forgot to mention, what they did was cut up newspaper and on the White House. Man, we didn't we had a bomb scare once, but nothing stuff the sacks, until they had 65 of them. know that at the time!" Hankins said, came of it," he said.

He wanted the money sacks stacked on shaking his head solemly.

Golfing, fishing, traveling, entertainthe approach end of the field so we could Several months after the incident Han- ment (he and Rose Marie, saw 60 music see them as we flew over when we land- kins and the rest of the crew were White shows in 1992!) keep this retiree busy, ed. We did, then turned around after House luncheon guests of an appreciative when he isn't doing his favorite thing: landing and taxied back toward the President Nixon. laughing and joking with the crowds as money, with six fire trucks, policemen, Two years before the hijacking, on he helps them board their own adventure and an ambulance following us. When June 3, 1968 Hankins was copilot in the – "Fire in the Hole". ❑

T

TARPA TOPICS .. AUG 1994 ... Page 66

The

NEWCASTLE

AIR

BASE

Very little has been written about New Castle, Del. although it was headquarters of TWA's brand new International Division for several years. Of course the time span was short compared to the reign of 10 Richards Road or even Mt. Kisco.

Why were we there? After a series of a catastrophic set backs affecting the entire airline it seemed as though both our Parent Company in Kansas City and our father in Hollywood were about to abandon us although 'father' to his everlasting credit almost single handedly slew Senator Brewster's "Chosen Instrument" dragon right in the halls of Congress putting off our immediate and permanent demise.

So International suddenly moved from New York, Reading, PA and Washington, DC to the New Castle Air Base recently vacated by the Air Force. Former ICD leaders such as Otis Bryan, Bob Springer, John Harlin, Kemper Jacks, Ray Dunn, John Kennyhertz and Al Brick, to name just a few, set up shop there determined to make a success of the fledgling overseas operation.

The airport was located just north of the village of New Castle, DE where travelers and truckers turned hard right on US 40 to cross the wide Delaware on wide ferry boats (not ships) to by-pass Philadelphia. The city of Wilmington lay a few miles north and chemical plants lay all over the place although the DuPont's original Brandywine Mill had been converted into a non-explosive museum.

The big banks had yet to build their big buildings with their big bucks but the Rodney and DuPont Hotels were sizable structures even then although the Sportsmen's Republican Club down on East Fourth St. was still a second story walkup.

On arrival I found that New Castle, like most Air Force Bases, consisted of a large hangar with smaller, wooden buildings scattered around and about including Bldg. 40, the largest which would house Flight Operations, Medical, Manuals and several other functions.

The Flight Training group from Reading were already there and had set up a sort of snack bar in the basement where the water was. They had a large coffee maker, a can of condensed milk plus sugar packs, swizzle sticks and paper cups from Commissary. There was also an interesting collection of photos and center-folds taped to the plywood walls almost guaranteed to lengthen any coffee break.

Well, the do-it-yourself coffee shop along with the captivating display abruptly disappeared so we had to walk up to the terminal for refreshments passing numerous smaller buildings into which Engineering,

TARPA TOPICS .. AUG 1994 ... Page 67

NEWCASTLE cont'd.

Industrial Relations, Central Files, the Finance Dept. (they called their shack "Toomey's Tomb" after Barney) and the others had recently transferred. The move brought International together geographically but sure split things up locally.

Housing was a problem. The 200 year old houses in New Castle were too expensive and most Wilmington apartments were too small. Rooming houses were too restrictive and summer cottages by the river were too cold. Like the big corporations those who could & did buy property there received real tax breaks. Some still live there.

Entertainment? Most neighborhood taverns had TV (black & white) which could be viewed from either bar or booth for the price of a beer and there was an all night radio station in Philly that spun a Jan Peerce platter of "The Bluebird of Happiness" every hour on the hour along with the weather and the news.

Although Int'l. Connies and DC-4s flew in for servicing and test hops and instrument checks operated regularly, the only commercial air service to New Castle was provided by a small outfit that picked up and delivered mail without even bothering to land.

From that modest beginning Allegheny and, later, U.S. Air would emerge.

Standing (L to R): Bob Springer, Ed Burdette, Al Jordan, Thos. Taylor, Jim Schaunte, John Harlin, Vince Stott Seated: Jack Weller, (Unknown), Warren Lee Pierson, Kemper Jacks, Ed Bolton Of course the railroads provided similar no-stop mail services to villages for years. In fact I used to hook up mail pouches for CB&Q's Empire Builder to snatch up myself, being careful to hang the bag upside down lest the sack slip through the pick up arm on the mail car spilling penny post cards and Sears orders all over the place.

Shortly after our arrival TWA Domestic started running a few flights through New Castle and they landed before handling the mail. They used the DNC range with its "As" and "Ns" cone of silence and even a marker beacon to guide them. The very idea of having someone on the ground talk them down was unheard of.

Overseas it was different. The Swiss used "QDM" approach procedures for many years.

The ground station would take bearings on an approaching airplane's CW signal then advise the pilot, via the radio op, what course to steer. Our Rome based Flight Radio TARPA TOPICS .. AUG 1994 ...Page 68

NEWCASTLE cont'd.

Officers became quite adept at it but when pilots arrived from the States it took them awhile to get used to the idea. I didn't blame them. That keydown QDM blast raised havoc with their ear drums and the ADF threw a fit.

Then during WW2 the Military came up with a radar unit called GCA (Ground Controlled Approach) which did the same job without the QDM blast. More than one Air Transport Command flight was talked down to a successful landing in lousy weather by a GCA op in a trailer at the end of an Azores runway. Saved a lot of fuel and probably one or two airplanes as well.

Anyway it turned out that New Castle had a GCA unit too. The Air Force had left one behind when they left, along with an old Dodge truck to pull it. It was decided to use it for practice purposes. One of our guys had operated GCA's in the Service and volunteered to run it so I volunteered to pull it with the Dodge. We'd set the trailer up in CAVU weather at the end of the runway and asked approaching TWA flights if they'd like to make a practice GCA approach. Most of them went along with the idea and not only acknowledged but sometimes even followed instructions...strictly SCD of That old Dodge was a course, and for awhile everything went fine. dog. It took a double clutching tap dance and strong right wrist to mesh her gears.

Then one bright, Sunday morning something went awry. Mid-way into a practice approach our GCA op discovered that the radar wasn't right and his instructions had been wrong. Being completely engrossed in the operation he got carried away!

"TWA from GCA Abort your approach! I say again abort your approach, NOW! Please, please, PULEEZE ABORT!" But, you know, that pilot went right ahead and landed anyway!

Shortly afterwards the program was dropped. I was kind of glad. That old Dodge was a dog. It took a double clutching tap dance and a strong right wrist to mesh her gears.

One event at New Castle I'll never forget was my first meeting with the one-and-only Capt. Harry Campbell. Of course I knew him to be a pioneer TWA pilot with seniority dating back to 1929. Also I'd heard about the time he drove a Boeing 307 right up town fighting a frozen elevator boost after taking off from Kansas City, providing his passengers with a wonderful view of the Power and Light building's lower floors without scratching either the skyscraper or the Stratoliner.

Up to that time, however, I had new flown with or even met him. Reportedly he was a tough but fair boss and, as I prepared to be interviewed by him, I hoped he wouldn't be as tough as he looked but would be as fair as forecast.

No doubt about it, Harry Campbell was a TWA original. He had a commanding, at times even formidable, presence yet beneath that often cold and crusty surface lived a lively, likable man with a terrific sense of humor.

The day of the interview in his Bldg. 40 office he was seated behind a metal desk painted TWA green on which rested twin fountain pens and an empty " IN" box. His uniform cap and jacket hung on a heavy coat hangar probably inherited from 521 5th. I

TARPA TOPICS.. AUG 1994.. Page 69

NEWCASTLE cont'd. figured he was either ready for anything or else the clothes had just come back from the cleaners. The late afternoon sun streaming through the grimy window created a shaft of light that fell on his black flight kit in the corner. Yep. He was ready. But, I wondered, was I? The interview went a lot like the one Capt. Dent Brome described in the Feb. 1994 TARPA TOPICS. Capt. Campbell asked about my FCC licenses, FRO Certificate, ICD and pre-war TWA experience, etc. Then, like he had with Capt. Brome, he hit me with his sixty-four dollar (before inflation) question.

"OK. You need a secretary. You have three to choose from. They are all qualified. Good typists, shorthand...all that stuff. The first one wears her skirt down on the deck, the second to her knees and the third has a mini. Which one would you pick?"

I thought that one over. With his many years of service Capt. Campbell would probably lean toward seniority when making a selection. So I replied: "As they are all equally qualified I'd pick the one with the earliest hiring date."

SILENCE...Dead silence.

Like TV's Ed Sullivan and Rushmore's Roosevelt, TWA's Great Stone Face appeared immovable and sure was inscrutable. I had to do something FAST! "Of course, I'd first make sure that the most senior of the three really was that pretty little gal in the twelve inch twirler's skirt."

Again silence.

Then suddenly all those well earned wrinkles dissolved into a wide grin and his wellknown throaty chuckle began to rumble. Capt. Campbell stood and held out his hand.

"Right! Always pick 'em by the numbers and the shorter the number the better."

--End--

TARPA TOPICS .. AUG 1994...Page 70

38 Crag Lane Levittown, N.Y. 11756 May 19, 1994 Dear Chuck: The 1994 TARPA Membership Directory contained many improvements particularly the sharper, darker print throughout plus the larger print in the "Memoriam" section.

Like Dick Beck's long-handled shoe horn, the larger, darker print in the Directory and the TOPICS is appreciated by seniors like myself who may be "Eagles" but are no longer Eagle Eyed.

Also the addition of Individual Status Letter Designators on the second page will be of help particularly to new members and subscribers.

By the way, the membership drive certainly got off to a great start--230 so far and the end is not in sight: Congratulations to all concerned.

The May TARPA TOPICS was grand throughout. The special effects color design on the cover and the detailed info on the St. Louis convention provided by Capt. Gratz was just great.

Also appreciated the detailed description of the main events including photos and the maps of the St. Louis area.

Julie and I hope to be there.

I really enjoyed Capt. "Black Dog" Davis' story: "CAPTAIN(S)".

The activities of the Miller twins were at the same time utterly impossible yet perfectly plausible: Of course, all Airline pilots are experts at getting out of difficult situations--they have to be. But those two were exceptionally talented especially Ted, the one without the mole or a pilot's license. Why, I'll bet he could talk a TARPA Sec'y into listing him as an Eagle even before retiring from the job he never had.

Very best regards,

TARPA TOPICS .. AUG 1994 ... Page 71

TWA PILOTS DAP/401K PLAN DAP/401KLN

June 3, 1994 Captain C.E. MacNab, Editor "TARPA TOPICS" 1865 Penny Royal Lane Wentzville, MO 63385-4302 Dear Chuck: I would like to add my congratulations to you for a job well done. The "Tarpa Topics" is a publication in which the members can take pride.

Communication is one of the most difficult tasks to fulfill as the DAP/401K Executive Administrator. Misinformation is more damaging than no information. I was very concerned with the publication of Vernon Lowell's letter to me of March 8, 1994. It was not appropriate for an open letter. Some of his statements were not accurate and were without foundation.

Please include my answer to Captain Lowell in the next edition of Tarpa Topics.

The subject of the TWA Pilots Directed Account Plan is, of course, one of extreme i mportance. Loose statements, innuendo, and radical claims need to be addressed when they are levied. I would appreciate the opportunity to do so in the future. We are very proud of the DAP. It has been presented to investment executives who control billions of retirement dollars. Their comments have always been very positive. I am not asking for special treatment. I do request the opportunity to answer any accusations or questions that pertain to the Directed Account Plan when they are raised.

Again, congratulations on a fine publication. I look forward to contributing DAP information on a regular basis.

JAM:lar

TARPA TOPICS.. AUG 1994 ...Page 72

TWA PILOTS DAP/401K PLAN March 28, 1994

Captain Vernon W. Lowell 2300 Ocean Drive Vero Beach, FL 32863 Dear Captain Lowell: Reference your memo of March 8, 1994. You raise a issue that I thought was properly explained to you and others some time ago. I'm researching Captain Bartling's record since you infer that I was aware of his situation. There is no intention to "stonewall" anyone.

All retirees who left the DAP on March 31, 1993, were treated uniformly and in accordance with the Plan as reviewed by legal counsel. No interest was paid on the distribution as valued on March 31, 1993 for the period of time from that date until the distribution was received.

Lump sum distributions have been taken from the Plan since 1986. Delays of six to eight weeks were common since the value of the account was not known for three to four weeks after the retirement date and the normal procedures of the trustee took even longer once all valuations were confirmed and the final check was issued. The gain or loss of the value of that distribution was shared by the participants remaining in the Plan.

That included you, from 1986 until you left with your lump sum on March 31, 1993. As of March 31, 1993 the value of your account was protected from any loss and it did not share in any gain. That has been the procedure since 1986 and continued to be the procedure until July 1, 1993, when the Plan became daily valued. As I mentioned at the start, this issue has been thoroughly discussed and considered by this office as fairly treated. I assure you we take our responsibility as a fiduciary very seriously.

Sincerely,

JAM:po cc:

W. Hart/TWA K. Dillion/DOL I.Lanoff/Plan Council J.Bartling TARPA TOPICS .. AUG 1994 ...Page 73

Ed Betts 960 Las Lomas Avenue Pacific Palisades, CA 90272 June 16, 1994 Dear Chuck: " On June 13th I was the guest of "Lum Edwards at the annual roundup of the Oxnard/ Santa Barbara Hangars of the QB's (Quiet Birdmen). This is held at a large ranch located in the foothills and on the final approach to the Point Mugu N.A.S. About 650 attended. One of the highlights during the cocktail hour was a superb air show of parachute jumpers, aerobatics and various vintage or modern military aircraft (lots of jets) flying by at low altitudes. The best part, for me, was watching a B-25 make several low passes with the bomb bay doors open. Also, Russ Drosendahl flew by several " times with his Confederate Air Force 's C-46 "Commando and wiggled the wings to say hello. All of the pilots who took part in the show arrived back to the ranch in time for a great Bar-B-Que.

I couldn 't help but reflect back fifty years ago. The recent celebration and pageantry for the anniversary of D-Day was a spectacular affair. I doubt there will be much mention, if any, about the 50th anniversary of the invasion of Southern France. It didn't compare in the size or numbers of Navy vessels or landing craft (and personnel) and, by comparison, there wasn't too much German resistance. However, I can argue the latter as I had a great view of the invasion from a mile above in my B-25 ("Bettsie", with a dancing Borden Milk cow painted on the nose).

The paratroopers were dropped on the night of August 14th and the invasion began on the 15th. It just so happened my group (four squadrons of 18 planes each) was the first to arrive and I was pilot of the lead plane for the formation. There wasn't the usual presence of enemy fighters or flak to speak of as we neared the target area and doing the customary evasive action by changing altitude and course. Our target was a large gun emplacement at St. Tropez, near Nice. On the final run, with the bomb bay doors " open, you had to fly straight and level until the bombardier yelled "bombs away!!! on the intercom. It was at this time all hell broke loose with a huge barrage of flak and the first burst hit me - about 10 pieces into my lower thighs and butt (missed the family jewels). I managed to fly the rest of the run and back to our base in Corsica.

There is a wartime oddity to the sequel. A month or so later I was aboard a troop ship headed for the USA and most of the passengers were German prisoners. I was appointed "mess officer" for their officers (No particular duties other than to observe.). I got acquainted with one high ranking officer who could speak English very well, and it turns out he was the commander of the artillery battalion who shot at me (As the lead ' plane, I was his prime target.). Since the plane didn t crash or come apart he had no idea of the accuracy of his aim until I showed him my fresh scars. At the time, it should have been a "moon job " as a fitting salute to a Nazi officer, but I was more discreet. I already knew, from our intelligence reports, that we had wiped out nearly all of their guns and personnel - and he confirmed this. We did some trading. I gave him a piece of flak they removed (about the size of my forethumb) for all of his medals and insignia. I still have them. Maybe he used the lead for a paperweight. So much for fifty years ago some of the TWA Captains I flew with accused me of having lead in my butt, and I couldn't deny the possibility.

Very Sincerely,

TARPA TOPICS .. AUG 1994 ...Page 74

ROBERT W. ALLARDYCE 16 CHURCHILL ST. PITTSFIELD. MAO 1 201 (413)443-2516

Capt. Chuck MacNab, Editor - TARPA TOPICS 1865 Penny Royal Lane Wentzville, MO 63385 May 18, 1994 Dear Chuck, The February issue of TARPA TOPICS arrived today. I love the Thanks so very much for the effort in finding and format. forwarding an extra copy. I'm sure you already have enough on your plate to keep you busy. You didn't need a lost copy of T.T. added.

I'm haunted these days by a geriatric memory bank. Some times it Sometimes it doesn't.

After writing you about my functions. missing Feb issue of T. T. and getting your thoughtful phone call I began to panic. Gee, what if the magazine arrived, I read it, and then completely forgot? (I'm going to kill our dog someday.

I'll walk into a room and then forget what I'm after. Our smart alec pooch will give me one of those looks: "I know why you are here but I'm not going to tell you." By the time I find something to hit him with I've forgotten the whole thing.)

Anyway, I searched the house again. No soap. But, it could have gotten tossed out. You can begin to imagine my relief and joy to see a completely unfamiliar cover appear as I slid it out of its envelope.

I was late with my 1994 dues. Things got pretty intense at Christmas time what with two book writing projects coming to a close.

I think I'm paid up through '96. ( Maybe I just think I paid them?) I'll drop a note to Dick Davis. Thanks again!!!

Warm personal regards,

TARPA TOPICS.. AUG 1994 ...Page 75

25 April, 1994 1 2 Admiralty Place Redwood City, CA 94065

Capt. Charles E. MacNab, Editor TARPA TOPICS 1 865 Penny Royal Lane Wentzville, MO 63385-4302 Here are a couple of photographs of my father, Harold E. Neumann. He's living at a Senior Retirement Center in Sunnyvale, California. His address is: Harold E. Neumann Crescent Villa 1 47 Crescent Avenue Sunnyvale, CA 94087-2723 I' m sure he'd like to hear from his friends.

He has been diagnosed as having Parkinson's Disease, but so far, it has not greatly affected him.

Regards,

TARPA TOPICS.. AUG 1994...Page 76

David W. Richwine 17 West Wind Court Seneca, SC 29678

May 31, 1994

Captain Charles McNab, Editor TARPA TOPICS 1865 Denny Royal Lane Wentzville, Mo. 63385 Dear Chuck: For some time now I have been meaning to write and tell you what a great job I think you are doing with TARPA TOPICS, a subject close to my heart. How you continue to improve on such an already quality product issue after issue I do not know. The colored cover on the current issue is a neat touch that adds yet another note of class to an already classy publication.

After reading Ed Betts' birthday message in the current issue, the thought occurred to me that perhaps some of our newer members might also be interested in a brief history of TARPA TOPICS which, in fact, was born on Al Clay's fishing boat on the Gulf of Mexico. Let me explain.

Following my election to president of TARPA, I made good communications one of the association's priority objectives.

From May of 1980 to December of that year, I issued a series of newsletters on TARPA letterhead stationery. During this period, one of my main recreational activities was fishing in the Gulf of Mexico with Al Clay. Now anyone who knew Al knows that he was not only a scholarly fellow, but was also an excellent mariner and super fisherman. He knew what to fish for, when to do it, where to find them and what kind of bait and tackle to use. However, in spite of Al's superior expertise, he, like every one else, didn't know how to make the fish hungry and we did occasionally have some "dry" days on the gulf. During these lulls, our conversation often turned to TARPA. From the beginning we both agreed that it was a great idea, that it should grow, and that the secret to its success was probably going to be our communications system. We also agreed that while the annual conventions would be sure to attract a crowd, there would always be a lot of others who, for one reason or another, would not or could not attend. Further, it was clear that, if we were going to get the member's input, which was needed to be successful, we would have to have an effective news organ.

I was already up to my eyeballs in work at that time and candidates for a newsletter editor weren't exactly hanging around on trees in those days. While Al never said no, it was only " that he said after several of these floating "mini-forums ( almost out of the blue) one day, "I've got a name and a format".

So, in January 1981, the first TARPA TOPICS, complete with Orville Olson's GRAPEVINE column, appeared. The first issues were in letter form on TARPA stationery. Working with a local artist in Clearwater, Al finally came up with a cover design TARPA TOPICS.. AUG 1994 ...Page 77

that suited him and the January 1982 issue with the flying boat cover on it was the first issue of TARPA TOPICS in a magazine format.

Thanks in no small part to Ole's GRAPEVINE, Ed Betts ' consistant and compelling coverages of our rich airline heritage, and Roy Van Etten's reports on the B Plan, membership input increased and the TOPICS, like TARPA itself, grew and grew.

The first few issues were printed locally and forwarded to A.T. Humbles, then our Association Secretary, for mailing. I don ' t remember the exact issue, but early on, A.T. also assumed the heavy responsibility of printing as well as mailing. The way the total procedure worked was that Al would write his editorial and features, assemble all of the direct membership input, some of which was pretty rough, and bring it along with Ole's GRAPEVINE, over to our house. My wife, Vi, would then sort it all out to fit Al's format, work up a layout with the photos, sketches, cartoons, etc., and smooth type it to make it print ready. With this part of the process, which would often take several days, completed, the package would then be sent to A.T. for printing and distribution. This system continued, even after Vi and I moved up to South Carolina, until December 1986 when A.T. also assumed the compilation process that Vi had been doing. In May of 1987, A.T. succeeded Al Clay as Editor, which made him " Chief cook and bottle washer". In this capacity of full command, he continued to improve the publication with each issue until relieved by you. He is, of course, the longest participant in the TARPA TOPICS " process " , has certainly borne the major portion of the production and publishing load, and richly deserves a WELL DONE! from all of us.

I have said since the very beginning, that "As TARPA TOPICS goes, so goes TARPA " , for it is the glue that holds TARPA together.

As for the quality of this fine product, I would be willing to bet one of my hearing aids that there is not another volunteer organization of any active or retired group anywhere with a publication that can come close to the standard set by TARPA TOPICS. It, like the organization itself, has been built with the same selfless personal dedication of volunteer professional members who also built ALPA into the great representing organization that it has become. To you, the TARPA TOPICS staff, and our fine present slate of officers and Board members, I offer my congratulations on doing an outstanding job along with best wishes for TARPA ' s future.

It certainly appears to be bright, and in good hands.

See you in St. Louis!

Sincerely yours,

D . W. Richwine

TARPA TOPICS.. AUG 1994 ... Page 78

William C. Waggoner 4125 Marguerita Way Carmel, Ca. 93923 28 May 1994 Capt. Charles E. MacNab, Editor TARPA Topics Dear Chuck; In TARPA TOPICS of February, Dick Davis sent a picture of an Unknown Aircraft. I too have the same copy of this machine, but I do have some info on where it came from. This picture was purchased by my son in Fairbanks Alaska several years ago. How it got there I do not know. On the back of the print is this information, #211 1973 All rights reserved The Old Photo Chest P.O. Box 5174 Tucson, Arizona 85705 Maybe you can find someone in Tucson who can find the Old Photo Chest and ask them about this print. At least it is numbered so they may have a record of it.

I must say I was surprised that there was another copy of this picture. I hope that this info will help to identify this picture. If you get any feedback I would be happy to hear about it.

Bill Waggoner P.S. I have included the Print from TARPR TOPICS of Feb 1994.

TARPA TOPICS .. AUG 1994 ... Page 79

WILLIAM A. DIXON 8021 Pinot Noir Court San Jose, CA 95135 (408) 274-2798 June 12, 1994

Dear Chuck: Someone probably has already sent you identifications on the picture on page 63 of the May issue. Following is as I recall them: Standing at the podium is Bob Lauchlan, from left of Frankum is Bob Thompson, next is not Billy Williams, but head of weather - his name slips my mind at the moment, Dixon, Jack Evans, unknown, Harry Olander, next two unknown (but not Roy Simpkins). The photo, I believe, was taken in Kansas City at one of the daily briefings, probably in the early nineteen sixties. Flight Operations moved to NY in 1964.

Regards,

Bill Dixon

TARPA TOPICS .. AUG 1994...Page 80

19 May 1994 Dear Chuck, Just a few words to give you some good news and bad news.

The good news first. Your putting together TARPA TOPICS is fantastic. The color cover, the easy to read format, and the great articles make it a pleasure to read. You have taken on a monumental task and are doing a marvelous job.

Now the bad news. In the just received May, 1994 issue, the following pages were missing; PP 81, 82, 83, 84, 85, 86, 87, & 88. However, as an added bonus the following pages were duplicated; PP 97, 98, 99, 100, 101, 102, 103, & 104. I'm sure my copy was not the only one like this, and you must have received many howls of anguish about this.

It is sad that each issue of TOPICS brings news of those who have "Flown West". The tribute to Gordon Granger was very well done. I first met Gordy in 1946 when he was a pilot for Linea Aeropostal Venezolana. This was just after the pilot's strike on TWA, and he hadn't yet been recalled from furlough. I was a mechanic for the airline in Caracas. After I joined TWA our paths crossed occasionly, and it always was a pleasure to chat with him. Other TWA pilots who flew for LAV were John Beede, R.L. Brown, and Dick Turner.

Another who will be missed is Bob Herendeen.

I flew many times with Bob, not only was he a great pilot, but a very fine gentleman as well.

Bernie Lloyd is another pilot who I had the pleasure of flying with, first on the Connies, then on the 707's.

Well, Chuck, that about does it for now. Keep up the good work.

Best regards,

Louis Barr 1852 Quarley P1.

Henderson, NV 89014 Louis... Unfortunately, there were just a few individual magazines where the binder mixed up the pages. It happens when the person operating the binding machine starts a new stack and isn't paying attention. Fortunately, only a few magazines were printed like yours and we were able to offer a replacement to those who called it to our attention...Ed

TARPA TOPICS .. AUG 1994 ...Page 81

26 April 1994

TARPA TOPICS Chuck MacNab, Editor 1865 Penny Royal Lane Wentzville, MO 63385 Dear Chuck, Don't know if this is of interest but enclosed you'll find a copy of an article published in the Ozarks Mountaineer magazine and written by my good friend retired SDSU Journalism Professor Ralph Sellmeyer. He was requested by the Editor of the magazine to do a series of articles on the theme "what people do after retirement." I was flattered to be his first subject.

This retirement business is great fun. We are now dividing our time between Branson, MO and a new home in PHX area for winter. There are a number of TWA retirees in the Branson area. We aren't organized into a club but there's still plenty of opportunities for "hanger flying " .

Looks like this old typewriter needs to be retired too!

Sincerely,

Retired F/E Jim Hankins P.O. Box 1338 Branson, MO 65615

-

-

-

-

-

-

-

-

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"

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-

See the "Fire in the Hole article by Ralph Sellmeyer elsewhere in this issue...Ed

TARPA TOPICS.. AUG 1994 ...Page 82

30 May 1994 306 Housley Circle Dayton, Tenn 37321 Dear Chuck; I was asked to give a talk to the grade school students on career day on the 20th of this month as one of half dozen other scheduled speakers of various professions. The uniform hasn't been worn for twenty-one years and after a trip to the cleaners still fit reasonably well. After the speeches, I had my picture taken with the two cuties in the photograph. I do not remember having teachers like this when I went to grade school.

Incidentally, the one on the right happens to be my daughter.

The speech was scheduled for the fifth graders at noon and the sixth graders at twelve thirty. Somehow, the word got out and instead of fifteen or twenty children, there was about fifty or sixty at the first session and thirty or forty as the second period. My speech was about five minutes and was stressing the importance of communication and the proper use of the English language. Then the remainder of the time was spent in questions and answers. I got down and dirty and they were spellbound, according to their teachers. They couldn't imagine going six hundred miles an hour but when it was broken down to ten miles a minute and it just took four minutes to travel the forty miles to Chattanooga from Dayton, They really golly geed.

The next day my TARPA arrived and I noted that the GAP program had been started. I am enclosing a copy of my speech and you are free to use any or all parts of it if any other retiree wishes to employ it. I think that the salient point is that most people do not realize that English is the official language around the world and how important it is that it is used correctly. It is great to be able to put your mouth where your money is, occasionally, and let people know what a great airline that TWA really is.

Sincerely yours,

James T. McClure

TARPA TOPICS.. AUG 1994...Page 83

May 15, 1994

Mr. Chuck MacNab TARPA TOPICS 1865 Penny Royal Lane Wentzille, MO 6385 Dear Chuck: Thank you very much for the most recent publication of Tarpa Topics with the very impressive front cover. My husband and I both thoroughly enjoy reading many of the anecdotes and I appreciate being included on your mailing list.

Please feel free to call upon Clipped Wings during the upcoming TARPA convention in St. Louis.

I have expressed our desire to become involved to John and Patty Gratz and hope we can be of some small service.

We join hands with TARPA and continue to cheer for the future success of TWA.

Sincerely,

Rachael P. Marvin International President cc: A. Elliott, Exec. V.P.

TARPA TOPICS .. AUG 1994...Page 84

NEW MEMBERS and SUBSCRIBERS...WELCOME! CAPT LAWRENCE E. ABRAHAM (A) 47 MAIN ST STONEY BROOK NY 11790 516-751-1614

F/E WILLIAM BENJAMIN (R) (MAGDALENA) 571 HAMPTON RIDGE AKRON OH 44313 216-864-2322

CAPT ROD BENTSON (R) (JOAN) 9505 W 106 th ST OVERLAND PARK KS 66212 913-888-9132

F/O W. BERTE BRADY (A) 235 LARCHMONT AVE LARCHMONT NY 10538 914-834-0245

F/O PAUL B. CARR (A) (SHIRLEY) 21 VERNAL CT ALAMO CA 94507 510-256-7744

CAPT LEE CHANCELLOR (R) (JEAN) 3149 BIRD ROCK RD PEBBLE BEACH CA 93953 408-375-1929

CAPT WM. R. CROWE (A) (DOROTHY) PO BOX 430 PORT HAYWOOD VA 23138 804-725-7384

CAPT JOSEPH I. DECELLES, JR (A) (IRENE) 5171 BIG RANCH RD NAPA CA 94558 707-252-7325

CAPT C. W. DOYLE (R) (GEORGETTE) 199 DOUG RD ACCORD NY 12404 914-626-0996

F/O ROGER W. FENNEMAN (R) (DIANE) 459 MORMA CT PUNTA GORDA FL 33950 813-637-8726

?? DALE FULTON ?? (JEAN) PO BOX 66 HAMMOND IL 61929

CAPT LLOYD GILES (R) PO BOX 644 BOULDER JUNCTION CO 54512 715-385-2879

CAPT J. D. JAKE JACOBSON (R) (LOU) 9402 W. 89 TERR. OVERLAND PARK KS 66217 913-642-3640

CAPT WILLIAM H. KIENTZ (A) (WENDY) 14981 CHATEAU VILLAGE DR CHESTERFIELD MO 63017 314-391-5454

CAPT THOMAS R. KING (R) 905 N. HARBOR CITY BLVD MELBOURNE FL 32935 407-253-1469

F/O JOHN KLINGES (A) (PHYLLIS) 551 DEER WOOD LN QUAKERTOWN PA 18951-5617 215-536-9420

CAPT H. H. G. LEUDTKE (A) (MARIAN) 347 AMESTI RD WATSONVILLE CA 95076-1104 408-722-8566

F/O KENNETH P. MALONE (A) 208 DALY RD. E. NORTHPORT NY 11731-6325 516-499-9362

TARPA TOPICS .. AUG 1994...Page 85

NEW MEMBERS and SUBSCRIBERS...WELCOME! MR JACKY MARETHEU (S) CHAUTOME EGUZON INDRE 36270 FRANCE

CAPT JIM MC ELROY (A) ESJ TOWERS, BOX 2062 CAROLINA PR 00979-0000 809-791-0982

CAPT WALLY MORAN (A) (DIXIE) 12 LAMBERT COMMON WILTON CT 06897 203-761-9095

CAPT RICHARD V. NIELSON (R) (CAROLE) 5619 W. 101 ST OVERLAND PARK KS 66207 913-642-9306

CAPT WILLIAM E. POPE (R) NOBLESS NEUVE YAMATE 11 #501 A162-1 KU TAKENOMARU , N YOKOHAMA JAPAN 231 04-5651-3729

CAPT BRUCE J. RAWDING (R) 2543 HAYES DR. LAVERN CA 91750 909-593-0206

F/E EMIL SCHOONEJANS (R) (EDNA) 3 GNARLED HOLLOW CIR HUNTINGTON NY 11743 516-692-8570

CAPT SHAUN R. SHATTUCK (A) ELIZABETH 484 SAILFISH COVE SATTELITE BEACH FL 32927 407-773-8527

CAPT JIM SHERK (A) PO BOX 3115 MANHATTEN BEACH CA 90266 310-372-5305

CAPT DAVE TAYLOR (R) (JUNE) 122 PURDUE AVE KENSINGTON CA 94708 510-527-0409

CAPT CLAUDE M. WEAVER (R) 25906 PORTAFINO DR. MISSION VIEJO CA 92691

CAPT AL WILKIN (R) (DIANNE) 31291 PASEO SERENO SAN JUAN CAPISTRANO CA 92675 714-493-3367

CAPT ROBERT L. WILKINS (A) PO BOX F-41151 FREEPORT BAHAMAS 809-373-2460

FIE EDWIN ZAK (R) (JUANITA) 39-745 BURTON DR RANCHO MIRAGE CA 92270 619-340-3112

3784 COUNTRY CLUB DR TRAVERSE CITY MI 49684 616-929-3788

TARPA TOPICS .. AUG 1994 ...Page 86

ADDRESS CHANGES and CORRECTIONS...(read across)

CAPT LES ANDERSON (R) (SHIRLEY) Po Box 2171 LAKE ARROWHEAD CA 92352 909-336-2583

MS. MARY KAY BAIN (S) 4957 NORWOOD ST WESTWOOD KS 66205-1766

F/O RONALD E. BAKER (A) (BARBARA) 3773 SEABROOK ISLAND RD JOHNS ISLAND SC 29455

CAPT. RICHARD R. BECKNER (R) (CONNIE) 112 OLD WHARFE RD., #E1 l DENNISPORT M A 02639

MRS MURIEL BILLINGS (H) 1301 SHERIDAN AVE. APT 73 CHICO, CA 95926 916-342-8507

F/O WAYNE M. BLAKE (A) PO BOX 19300 LAS VEGAS NV 89132 310-828-3535

CAPT. WILLIAM F. BLESCH (R) (BARBARA) PO BOX 28058 PANAMA CITY, FL 32411 904-234-6136

CAPT. GLEN D. BLEVINS (R) (JEANNE MARIE) 5851 CANTRELL CT. PARKER CO 80134 303-840-2361

CAPT. JAMES CALLAGHAN (A) (CORINNE) 16745 ROUND VALLEY CIRCLE GRASS VALLEY CA 95949-8163 916-268-1480

MRS. EVELYN CAMPBELL (H) (HARRY) 2984 EAGLE WAY BOULDER CO 80301-1373

CAPT. WARREN CANTRELL (R) (DORIS) 1670 N. 600 ROAD BALDWIN, KS 66006 913-594-2884

CAPT. JOHN L. CLARK (R) (ELIZABETH) W4916 HANCOCK LN EAST TROY, WI 53120 414-642-3349

CAPT. DONALD F. CORLEY (A) (DEBBIE) 121 COPLAND DR HAMILTON GA 31811 706-327-2193

MRS . ERIKA H. CUMMINGS (H) (ROBERT) PO BOX 1001 OSPREY FL 34229-1001

CAPT. GILBERT H. EDDLEMAN (R) (SHIRLEY) 572 N. TRAIL RD. #B STRATFORD CT 06497

MRS PATRICIA ENGLAND (H) (GEORGE) 1646 INDEPENDANCE AVE. MELBOURNE FL 32940

F/E LOUIS R. FALKIN (E) (ANN) 5374-93 MONTEREY CIR. DELRAY BEACH FL 33484 407-496-3698

CAPT. ALBERT L. GIGSTAD (R) (KATHRYN) 2340 GREELEY NORTONVILLE, KS 66060 913-886-3681

CAPT ROBERT S. HAYES (R) (VIRGINIA) 3534 SADDLEBROOK WAY LAKELAND FL 33809

IRO MEL B. HENDRICKSON (A) (MARY) 13300 INDIAN ROCKS RD,#1202, RANDOLPH FARMS LARGO, FL 34644 813-595-2808

F/O RICHARD C. HIPPNER (R) (JUDITH) PO BOX 270047 W. HARTFORD CT 06127-0047

CAPT RICHARD V. JOHNSON (A) (SANDY) PO BOX 2166 PINE AZ 85544-2166 602-948-3545

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ADDRESS CHANGES and CORRECTIONS...(read across)

CAPT. HARVEY G. KIMRAY (R) 727-I CEDAR HILL LANE, NE ALBUQUERQUE, NM 87122 505-856-7570

CAPT. TOM KROSCHEL (R) (CAROL) 25716 LILAC CT BONITA SPRINGS FL 33923

CAPT. M. ROGER LEACH (A) (BARBARA) PO BOX 4387 INCLINE VILLAGE NV 89450 702-831-2015

CAPT. ROBERT A. LINDSEY (R) (DORICE) RR #4 MCKENSIE RED DEER, ALBERTA T4N5E4 CANADA

MRS MARY LINZAY (H) (ROBERT) 5133 FARLEY LN MERRIAM KS 66203-2053

F/E J. EDWARD MANGUS (E) (HELEN) 10955 79th AVE. SPACE #27 PEORIA AZ 85345

CAPT. HARVEY J. McCARTER (R) (ANGELA) 3749 S.W. 319th ST FEDERAL WAY WA 98023-2154

CAPT. HOWARD G. McCLAY (R) (JUNE) 6101 GARDENRIDGE HOLW AUSTIN TX 78750-8217 210-761-3651

F/O EDWARD F. MELLON (E) (YETTA) 1217 PENN AVE PITTSBURGH, PA 15222-4229 412-281-0977

CAPT. WILLIAM T. MILAM (R) (NANCY) 12067 S PAIUTE ST PHOENIX AZ 85044-2124 913-897-4204

CAPT. DALE MILBURN (R) (DALA) 3116 DE LUNA DRIVE RANCHO PALOS VERDES, CA 90274 213-833-8185

CAPT. ADAIR MILLER (E) (JUDITH) 8 AILEEN TER, EASTERN PT GLOUCESTER M A 01930 508-283-3316

CAPT. JOHN W. MILLER (E) 21195 ANNE LN. BEND, OR 97702-9320

CAPT. MEREDITH J. MOFFETT (R) (LEE) 7174 ACADEMY RD WARRENTON, VA 22186 703-347-7720

CAPT. LESTER D. MUNGER (E) 6117 W. 119th ST, APT #3214 SHAWNEE MISSION, KS 66209-3701

CAPT. RICHARD R. NELSON (R) (FRAN) 1435 LEISURE WORLD MESA AZ 85208

CAPT. HAROLD E. NEUMANN (E) 147 CRESCENT AVE. SUNNYVALE CA 94087-2723

CAPT. MURRAY M. NICHOLSON (R) (RENATE) 108 HOLLY FOREST NASHVILLE, TN 37221 615-356-4937

CAPT. PAUL PETER PLETCHER (R) I LAS OLAS CIR., #1510 FT. LAUDERDALE FL 33316 305-462-7565

MRS. HELEN PUSEY (H) (RALPH L.) 9705 MONROVIA ST #711 LENEXA KS 66215-1500

F/E STANLEY PYTEL (R) (BETTY) 15618 BALLARD DR. SUN CITY AZ 85375-6534

CAPT. EUGENE S. RAMSAY (E) (BETTY) 7379 VILLA D 'ESTE DR SARASOTA FL 34238

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ADDRESS CHANGES and CORRECTIONS...(read across) CAPT. CHARLES R. REYHER (R) (SALLY) 1324 35th AVE, N.W. SALEM OR 97304 503-371-6971

F/O ROGER REYNOLDS (R) (MONIKA) 81016 MILL RD CRESSWELL OR 97426-9342

F/E JOHN K. ROUGE (E) (PATRICIA) PO BOX 25883 MUNDS PARK AZ 86017

F/O ROBERT W. ROUTH (R) (REBECCA) 104 VIA CAPRI NEW SMYRNA BEACH FL 32169-5107 904-426-2911

RFO BRUCE SKIBBY (R) (ILONA) 4609 IRONWOOD AVE SEAL BEACH C A 90740 310-431-5804

CAPT. STEVE SNEAD (R) (ANNETTE) 5100 S.CLEVELAND AVE, STE 31B FORT MEYERS FL 33907-2136 813-463-2852

CAPT. DAVID S. SPAIN (E) (LUCILE) 1320 PATIO DRIVE NEW BRAUNFELS TX 78130 210-620-6582

MRS. DOROTHY SPENCER (H) (LYLE A.) 1700 SANDECKER CT #104 LAS VEGAS, NV 89102-0879

CAPT. S. DOUGLAS STEELE, Jr. (R) (MARILYN) 1171 E. RANCHO VISTOSO BLVD. #111 TUCSON AZ 85737 602-825-0784

F/E JOHN N. THERWHANGER (E) (PEGGY) 1723 CREEKWAY DR. LEWISVILLE TX 75067

CAPT. H.O. VAN ZANDT (A) 1810 LINDBERG LN DAYTONA BEACH FL 32124 904-767-6538

CAPT. ALLAN W. WALL (R) (MARION) P.O. BOX 491 ROCKPORT, ME 04856-0491 207-236-4191

MRS. JEANNE WHITNEY (H) (CLAYTON) 14225 N. 3RD AVE. PHOENIX, AZ 85023-6282 602-375-9834

CAPT. THOMAS G. WILKINSON (R) (DIANE) 7007 N. VIA DE LAS NINOS SCOTTSDALE AZ 85249

CAPT. DAVID E. WILLIAMS (R) (EDITH) 4366 PONT DR. BRIDGETON MO 63044 314-291-3279

MRS. RUTH ROSCOE WILSON (H) 2145 CACTUS CT. #4 WALNUT CREEK CA 94595 510-210-0736

CAPT. WILLIAM R. WILSON (R) (JOAN) PO BOX 30029 #128 RENO NV 89520

CAPT. LAURENCE M. WOLF (R) (JO ANN) P.O.BOX 2364 FLORENCE, OR 97439

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