1995.07.TARPA_TOPICS

GRAPEVINE

by Hank Gastrich

MORE...CONVENTION ' 95 ...COME HAVE FUN ...IN.....

JULY 1995

...PALO ALTO

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA

"She Flew Like A Dream"

CONTENT

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

by Bill Dixon

DEPARTMENTS:

10

PRESIDENT'S MESSAGE Dave Davies, Pres.

3

"SHE FLEW LIKE A DREAM" from THE SKYLINER-1944

13

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

4

THE LAIRD SPEEDWING

by Jim Rollinson

31.

EDITOR'S DESK Chuck MacNab

5

35

FLOWN WEST

by Bob Widholm

TWA'S HIGH TIME 747's from AIRWAYS magazine THERES EXPERIENCE courtesy of Matt Reardon CONVENTION UPDATE from Convention 95 Committee

25

TARPA TOURS 39

by Chuck Hasler

53

47

HEALTH NOTAMS

by Bob Garrett

57

GRAPEVINE

by Hank Gastrich

63

TOPICS MAILBOX

89

NEW MEMBERS

95

Material contained in TARPA TOPICS may be used by non-profit or charitable organization. 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.: Lockheed Constellation as depicted in the SKYLINER, April 1944 edition. (photo, courtesy Capt. Ole Olson)

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

Published 3 times a year 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, (314) 327-1999 Wentzville, MO 63385-4302 Henry E. Gastrich, 2480 Hilton Head Pl.,#2145, (619) 588-2578 El Cajon, CA 92019-4458 Edward G. Betts, 960 Las Lomas, Pacific (310) 454-1068 Palisades, CA 90272 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. 1995 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 , TOPICS EDITOR 1865 Penny Royal Lane, Wentzville, MO 63385-4302 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 CHARLES E. MACNAB (314) 327-1999 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....JULY 1995 .. PAGE 2

David M. Davies 233 S.E. Rogue River Highway Grants Pass, OR 97527 PRESIDENTS MESSAGE The time is moving along faster and faster, or so it seems. Maybe its the disastrous events that are taking place but whatever it is I wish it would slow down. The main event in our Tarpa social life will be here before we know it and maybe that is good. Plans for the convention are in place, the leader of the CO-Chair group has stopped stuttering in Vista Color so guess its reservation time..I sincerely hope everyone is planning on coming to Palo Alto to join in the festivities put on the platter

by Bill Kirschner, Ray Hallstein, and Terry Rager. Full details will be found elsewhere in this issue, so pick out your preferences and send in your sign up sheet.

Our by-laws direct us to be two years ahead in planning and we are striving to get back on that schedule. Hotel management has been extremely reluctant to extend out that far with the commitments we are looking for but hopefully that situation will correct itself with the economy slowing down and making negotiation more realistic.

Ev Green, our Convention Chairman has informed me it is time for someone else to step in and pick up the mantle, and so he will be resigning when ,the '97 ' site and new chairman are in place..I invite the membership to send in any suggestions for future sites that would interest our membership. I believe with the off-line travel programs that are in place now we can very seriously consider places other than TWA on-line locations. Send your ideas to any board member, they will be sent to Ev's attention.

There is a larger than normal lag in membership renewals, so a friendly reminder, make the treasurer happy and send the check. Our membership drive has added holders and applications in all the crew ready rooms for the use of the line pilots.

A point of information that may not be in the schedule of events; there will be a team of reps at the Convention to supply information and answer questions on long-term care for those that are interested. Notices will be posted.

Jay Schmidt sent me some newspaper articles about the salmon run off the southern coast of Calif. I didn't have the heart to send him the pictures of the salmon jumping in the boats located in the Rogue River, just above my house.

Look forward to seeing everyone at the PALO ALTO Convention, and Please gentlemen KEEP AN EYE ON THE AIRSPEED. Best Regards,

TARPA TOPICS....JULY 1995 .. PAGE 3

Richard A. Davis 449 Santa Fe Dr. #200 Encinitas, CA, 92024 July 1995 Secretary / Treasurers Report This is the slow period in the life of the secretary/treasurer.

Most of the work load, dues, the convention, etc. comes at the end of the year. Now I have time search through the records, and come up with any trends or other interesting goings on.

Using round This year the dues have been arriving slowly. numbers, of the 2000 odd members, about 500 are Eagles or Honorary members.

1000 of the remaining paid their dues after the November issue of TOPICS. 200 more paid after the "emergency check list" was inserted in the March issue. 200 more paid after ' receiving a personal post card. 100 still owe and probably won t get to read this. Last year at this time only 30 had not paid.

I get a lot of pleasant short notes with the initial payments.

They changed with the Check List to, "I thought I'd paid this", or "I'm After the postcard they changed getting forgetful in my old age". again to, "I thought my wife paid this". Most, but not all by any means, were late paying last year also. Strangely enough, five months later, a lot of the slowest payers manage to find the envelope that was included in the November issue of the TOPICS. Contributions by There is the other side of the coin of course.

Eagles, Honorary and extra payments by regular members amounted to $3985.00 since the November issue, and most of that was early in the year. Enough for a good chunk of our postage cost. (And postcards) If this sounds like I'm griping, I'm not ! I enjoy this job. It keeps me out of the rocker on the porch.

Have a good one !

R.A.Davis Secretary/Treasurer TARPA TOPICS....JULY 1995 .. PAGE 4

• EDITOR'S

DESK

•

In keeping with the recent celebrations of the World War II " era, " and because so many " " TARPA members flew this historic aircraft, we have decided to feature the Connie in this issue of TARPA TOPICS. We hope you like the presentation of the materials furnished to us by several sources. In putting this together, I couldn't help but be reminded of an era where U.S. airlines were key players in the creation, design and world-wide use of the most advanced aircraft industry could produce. Aircraft like the Lockheed Constellation were created for a visionary group of airline leaders who wanted to see their airline and the U.S lead the world in air transport development. Since airline deregulation came into being in 1978, U.S. airlines are almost unable to support themselves, let alone finance the design and building of new, innovative aircraft. With just a few exceptions, the newest aircraft are now flown by foreign carriers. Therefore, in this issue, we look back on a time when the U.S. airline industry was the undisputed leader of the world in Air Transport, and TWA and its people were real pioneers out front!

The beautiful grayscale " Connie " photo on the front cover was sent some time ago by "Ole" Olson. Ole was a crew member on the record breaking Burbank to Washington flight of April 17, 1944, flown by Howard Hughes and Jack Frye. Since so many TWA pilots flew this magnificent aircraft, and since TWA was intimately connected with its creation, we have been looking for an opportunity to use it prominently. Also, contained in this edition, are copies of some of the articles from the original Skyliner of April, 1944, provided to us

by Captain Olson. Thanks Ole! This issue also contains revised and updated material for upcoming CONVENTION '95.

Bill Kirschner, Convention Chairman, along with the many people helping him, has put together what looks to be a great bunch of fun and some interesting tours. The hotel looks like a winner, the climate in California is ideal and the area is outstanding....so we should all have fun! That's what it's all about! I'll see you in Palo Alto. Remember to bring your camera and plenty of film...AND...send those photos to me RIGHT AWAY....don't delay.

Deadline for the November issue is October 1.

Chuck

TARPA TOPICS....JULY 1995 .. PAGE 5

TWA PILOTS DAP/401K PLAN

April 27, 1995

Captain C.E. MacNab 1865 Penny Royal Line Wentzville, MO 63385 Dear Chuck: Enclosed is an update of the TWA Pilots Directed Account Plan performance. Also enclosed is an overview of the investment structure and Plan features. This information would probably be of interest to the "Topics" readers.

This office is presently informing those pilots who took a "B" Plan lump sum from 1986-1992 (10/01/92 start of DAP) that the IRS has approved the rollover of that lump sum and its earnings back to the DAP investment structure. Only those pilots who did not mix or "commingle" the lump sum with other IRA's or personal funds and can prove it will be eligible for the rollover.

I enjoy the "Topics". Thank you and keep up your excellent work.

J.A. Montanaro

P.S.

I've included a couple of back issues of "Head's Up".

DAP/401(k) participants quarterly.

3221 McKelvey Road Suite 105 Bridgeton, Missouri 63044-2551 Phone: 314.739.7373 Fax: 314.739.7978

TARPA TOPICS....JULY 1995 .. PAGE 6

We send it out to all

TWA

Pilots

Directed

Account

Plan

INVESTMENT OPTIONS* Stable Value Fund

LESS RISK

•Bonds •GICs •Cash

Conservative Equity Fund

Equity Index Fund

•Federated Stock Trust •Morgan Core •Neub/Berm Guardian •USAA Mutual Income Stock •Wells Fargo TAA

•Wells Fargo US Equity

Growth Stock Fund •Fidelity ContraFund •Janus Fund •20th Century Growth •Vang. World US Growth •Fidelity OTC

International Stock Fund •EuroPacilic Growth •Templeton Foreign •20th Century Intl Equity •Morgan Stanley Emerging •Morgan Stanley Asian

Aggressive Growth MORE RISK Stock Fund •Fidelity Select •AIM Constellation •PIMCo Advisors Opportunity A •20th Century Vista .Heartland Value •DFA US 9-10 Small Co

MODEL PORTFOLIOS*

Conservative Model Portfolio

Asset Allocation

60% Stable Value Fund 20% Conservative Equity Income 20% Equity Index

Moderate Model Portfolio 35% Stable Value Fund 15% Conservative Equity Income 15% Equity Index 15% Growth Stock 10% International Stock 10% Aggressive Growth Stock

Aggressive Model Portfolio 20% Stable Value Fund 15% Conservative Equity Income 15% Equity Index 15% Growth Stock 15% International Stock 20% Aggressive Growth Stock

FIDELITY FUND WINDOW* You may choose from 33 offered Fidelity mutual funds.

PLAN FEATURES *You are always 100% Death Vested in your account •You may allocate 1% to 100% between the Options/Portfolios •Options are valued daily •You may transfer assets daily •800# Access to Account Information/Transactions •Monthly Statements •Investment Committee Overview •You choose and may change the monthly distribution amount •Lifetime Withdrawal Option - System Computes Monthly Installment based on Assets/Age/Plan Performance to help you not outlive your assets.

•Annual Expenses are less than 1/4 of one percent of Assets *The listed managers/mutual funds and asset allocations are selected by the Investment Committee and are subject to change. You may allocate between the options/portfolios, but not the individual mutual funds/managers, except in the Fidelity Fund Window Option.

TARPA TOPICS....JULY 1995 .. PAGE 7

TWA PILOTS DIRECTED ACCOUNT PLAN/401(K) PLAN PERFORMANCE * July-Dec 1993

1994

May 1995

YTD 1995

Since** Incept.

Stable Value Fund

3.34%

3.04%

0.75%

3.96%

10.70%

Conservative Equity Income Fund

6.06

-1.40

4.07

16.32

21.64

Equity Index Fund

5.56

-0.13

3.52

15.73

22.02

Growth Stock Fund

5.81

-0.74

3.07

14.09

19.82

International Stock Fund

22.25

-0.79

2.72

4.15

26.31

Aggressive Growth Stock Fund

8.88

-1.31

2.66

13.04

21.45

Conservative Model Portfolio

3.83

1.51

2.02

8.74

14.61

Moderate Model Portfolio

6.82

0.64

2.42

9.98

18.21

Aggressive Model Portfolio

7.86

-0.16

2.69

10.76

19.28

S&P 500

4.99

1.30

4.00

17.49

24.96

Investment Options

As reported by Recordkeeper (5/31/95). Individual returns may vary slightly because of contribution timing, transfers, etc. **7/1/93 through 5/31/95

TARPA TOPICS....JULY 1995 .. PAGE 8

TARPA TOPICS.... JULY 1995 .. PAGE 9

THE MIRACLE OF MISSION SAN JUAN BAUTISTA!

A miracle? Not exactly, but close! The miracle of Mission San Juan Bautista, considering that it sits on California's notorious San Andreas earthquake fault, is that it still stands.

It lies just off highway 101, a ninety-minute drive south of the TARPA 1995 Convention site in Palo Alto. The picturesque, 197-year-old Mission weathered the big San Francisco quake of 1906, and many smaller shakes since during its colorful history. Today, alert to any quivers, a seismograph rests alongside the Mission.

Established by the Franciscans as the 15th in a chain of twenty-one Catholic missions stretching from southern California to north of San Francisco, Mission San Juan Bautista can be found two miles off Highway 101 in the small hamlet of San Juan Bautista.

Construction of the Mission began in June, 1797. The cornerstone of today's church was laid in June, 1803, and the interior was completed in 1816. The only original Spanish Plaza remaining in California faces the Mission's long monastery wing.

Wandering through the Mission's buildings and grounds, and the adjoining small state historic park, is a delightful experience. The compact complex, including the church,

Mission San Juan Bautista TARPA TOPICS....JULY 1995.. PAGE 10

museum, gardens, cemetery, historic outbuildings and an old hotel, contains dozens of artifacts. Rooms with furniture and clothing of the early 19th century make it easy to picture the daily life of that era.

The 1906 quake collapsed all four walls of the church. It remained in this condition for many years, with restoration not completed until 1976, at which time a campanario was added which greatly enhanced the structure's elegance. Funds for the restoration came from donations, with current gifts continuing to be used for necessary maintenance and ongoing restoration. Still in use, it is especially popular for Catholic weddings!

The Mission gardens were the focal point of Mission activity. The native Mutsun Indians were taught gardening and many other skills by the Catholic priests. Converting the Indians to Christianity was the prime goal of the missions, of which Father Junipero Serra was founder. He is buried in the beautifully restored Mission San Carlos Borromeo in Carmel, one hour west.

On the north side of the Church, a small cemetery contains the remains of over 4,000 Christian Indians. Some 300 Spanish and pioneer settlers also are interred there, with many burials obviously on top of others. In 1835, the controlling Mexican government secularized much of the mission property. The buildings and 55 acres were returned to the Church in 1859.

A stroll down San Juan Bautista's main street will expose you to fascinating shops, antique stores, and restaurants, including well-known La Casa Rosa and Jardines De Ban Juan. Nearby are RV parks and campgrounds, plus Pinnacles National Monument Ind other recreation areas. It is a fascinating area well worth visiting.

Seismograph at Mission San Juan Bautista

TARPA TOPICS....JULY 1995 .. PAGE 11

"Connie" Model Displayed at TWA Training Center One of the most popular attractions at TARPA convention 1994 in St. Louis was the shining Connie model brought to us by Katie Buchanan in memory of her husband Captain Buck Buchanan.

We featured this beautiful piece of history every day in the hospitality suite and prominently at the Grand Finale Banquet. Everyone loved it and talk got around to how we could make it a permanent fixture. One thing led to another until TARPA President Dave Davies asked me if I could investigate the possibility of having it on permanent display in the lobby of the Charles A. Lindbergh Training Center at Lambert St. Louis International Airport. Those of you who made the tour know that that lobby already contains many historical displays.

Captain Wendell Rone agreed in a flash, but he reminded me that a display case of proper quality would cost an amount in excess of his authority. Fortunately, there was a sufficient surplus from our Convention to cover the cost of materials and Wendell arranged for the construction. The result has been spectacular as you may be able to imagine from the photograph below.

The final good fortune for TARPA was that Katie B. and Buck have another good friend in St. Louis, retired mechanic John Thompson. John volunteered to build a rock solid shipping case for the Connie and also to pack and ship the venerable bird every year to our TARPA Convention. It pays to maintain old friendships. See you all in Palo Alto.

John P. Gratz

Captains Wendell Rone and John Gratz viewing Connie Model at TWA Training Center TARPA TOPICS.... JULY 1995.. PAGE 12

SHE

FLEW

LIKE

A

DREAM

Like a Preview of The Universe From A Ringside Seat

by Leo Baron Manager TWA Public Information Dept.

Flying something like 2,400 miles in 418 minutes is like going to sleep and being awakened by a noisy telephone. You are startled by the suddenness of it. That was my reaction when the wheels of the Constellation touched ground at Washington National Airport, less than seven hours after we took off in the darkness at Lockheed Air Terminal, Burbank, Calif. It hardly seemed possible that a plane so big could shrink the continent with such impressive speeds. Yet it did just that, and without being pushed, for this was no official record attempt but merely a routine flight to deliver the plane to the U.S. Army Air Forces in Washington.

Weeks of preparation for the trip crystallized early Sunday evening, April 16, when Howard Hughes and Jack Frye decided to depart the next morning. The weather outlook was favorable. The plane had just returned from a flight from Las Vegas, Nev., and was pronounced mechanically fit. Orders were given to gas up, and crew and passengers were instructed to be aboard by 3 a.m. Beside Hughes and Frye as co-captains, crew members were Edward T. Bolton, navigator, R. L. Proctor, flight engineer, and Charles L. Glover, radioman.

Hughes was to fly the first half of the trip with Frye as his co-pilot and the TWA president was to take the controls at the half-way mark with Hughes serving as copilot. At the same point, Richard de Campo was to relieve Proctor as flight engineer.

TARPA TOPICS....JULY 1995 .. PAGE 13

The Skyliner, cont'd.

Everything went according to plan. Promptly at 3 a.m. the passengers climbed aboard. There were 12 in all - Lawrence J. Chiappino, Robert L. Loomis, Ed J. Minser, Orville R. Olson, Lee Spruill, and Richard de Campo, all of TWA; R.L. Thoren, Richard Stanton, and Thomas Watkins of Lockheed; Lt. Col. C.A. Shoop of the Army Air Forces, S. J. Solomon, chairman of the Airlines Committee for U.S. Air Policy, and myself.

The three Lockheed men and Chiappino, Loomis, de Campo, and Olson had participated in many of the flight tests for "Connie" during the weeks she was being groomed for the delivery flight. Today they were traveling as passengers - "going along for the ride," as one of them put it.

The high loading steps were hauled away as the last passenger enplaned. Outside, the ground crew completed last minute preparations as casually as if they were servicing a DC-3 for a routine passenger flight. Across the semi-darkened field a few score of onlookers stood in groups of two and three, their attention riveted on the activities about the plane. Word had got around that the Connie was about to leave and newspapermen were on hand to time her takeoff.

Up front, the crew took their quarters. Wheel blocks were removed, brakes were released and twenty husky mechanics pushed the plane backward into a position where the engines could be started. They spun on, one by one, churning the air with a roar that echoed dully through the cabin.

Seat belts were fastened and in a few minutes the Connie taxied out to the end of the asphalt runway, which stretched more than a mile through a corridor of dim lights.

As Hughes wheeled the big ship about, I felt a tension which no one else seemed to share. The others were chatting easily as though they were waiting for a cup of coffee and a breakfast roll in a lunchwagon. Mentally, I marveled at their casualness.

The four 2200-horsepower Wright Cyclone engines were " revved" up and almost before we knew it, the ship began to roll. In a matter of seconds, we were off the ground. By the time the last boundary light passed under our wing, we were several hundred feet in the air.

"Nice takeoff," someone murmured.

The climb was smooth and steady. At 15,000 feet, the plane leveled off. Lights from towns and villages far below us dwindled, then faded away as we crossed a ridge of mountains and headed across the desert. Bunks were made up and most of the passengers sought sleep. First to find it was Chiappino, TWA's test pilot in many of the earlier trial flights of the Connie, who was finding that riding as a passenger was a novel pleasure.

"Wake me up just before we get to Washington," he grinned as he turned in.

Olson, who only three years ago was a chief clerk in TWA's Traffic Department in Kansas City, but who since has amassed more than a thousand hours in the air, TARPA TOPICS....JULY 1995 .. PAGE 14

The Skyliner, cont'd. scouted the galley for something to eat. He found ample breakfasts for all aboard. The coffee was cold in the thermos jugs but there was an electric heater aboard so it could be reheated. Olson designated himself steward for the flight, but no one among the few of us awake were interested in eating at the moment.

Ed Minser, TWA's chief meteorologist, who had forecast the weather for the flight, peered out of the windows at frequent intervals, looking for landmarks, or check points.

With slide rule and map, he made unofficial computations of speed. Officially, that was the navigator's business but Minser wanted a record of his own.

He whistled softly under his breath as he sighted Needles, Calif., directly under our left wing. To me, it was almost incredible for it takes eleven hours by the fastest train to cover the distance the Connie had negotiated in less than an hour.

Jack Frye & Howard Hughes are greeted

by Secretary of Commerce, Jesse Jones

In a matter of minutes, Minser sighted Kingman, Ariz.

We recalled that only a comparatively few years ago, transport planes had to stop at Kingman for fuel on their run from Los Angeles to Winslow, Ariz., and the East. They couldn't carry enough gas to fly the Los Angeles-Winslow leg nonstop. And here we were with a nonstop schedule some 2,300 miles long, plotted on a routine flight and with more passengers and crew members than the old "Tin Goose" could carry.

Word came back from the control room over the "inter com" phone that we were still cruising at 15,000 feet. The skies were cloudless and the moon glinted sharply against the wings and fuselage. It was a beautiful night, but a weather "front" was expected ahead. At the moment, however, it was "cavu," ceiling and visibility unlimited.

The first flush of dawn crept across the skies shortly after five o'clock. At that altitude, Minser observed, we could see the dawn four or five minutes before any groundling who might happen to be about at that hour. It gave one the feeling of viewing a preview of the universe from a ringside seat.

Some of the sleepers began stirring in their bunks and then they asked about breakfast. Olson and Lockheed's Tommy Watkins set about re-heating the coffee. Cups were handed around and the talk passed from the flight to other subjects - opening of TARPA TOPICS....JULY 1995.. PAGE 15

The Skyliner, cont'd. the big league baseball season the next day, the war, and similar topics.

Breakfast was enough to satisfy most any hearty appetite. It came packed in boxes orange juice, fruit, cereal, sweet rolls, coffee and milk. Loomis relieved Frye at the copilot's seat while the latter came back in the cabin to eat. The flight, he reported was going according to the book.

The sun was just beginning to lift over the horizon when Minser pointed below. We were passing directly over San Francisco peaks, the highest mountains in Arizona with an elevation of some 12,000 feet. From the ground, these peaks stand like majestic monuments but from where we sat in the sky, they resembled small hills mantled heavily in snow. A few minutes later - in less time than it takes to drink a second cup of coffee - we had passed north of Winslow and were veering slightly north of TWA's regular transcontinental course to pick up a great circle route.

Rudy Thoren, Lockheed's chief flight test engineer, strolled into the control room and emerged a few minutes later, chuckling.

"Bolton (the navigator) is complaining about his duties, " he reported. "He says he's getting a stiff neck, turning it from right to left and back again to keep track of the check points we 're passing.

"I told him," added Thoren, "that those weren't beacon lights, they're state boundaries."

Olson fished a crumpled telegram out of his pocket. He had received it just before we left, from his wife in Washington.

"This gave the Western Union people a shock," he said.

The message read: "Triplets born today, two blonde, one brunette. Mother and babies doing nicely."

"The clerk who read it thought I was nuts because I laughed about it," said Olson. " "She didn't know they were puppies.

We were crossing the continental divide when someone suggested a poker game.

There were Olson, Loomis, Solomon and myself. We aroused Chiappino to make it five.

Colonel Shoop joined us later. The poker game lasted until we were within 15 minutes of Washington. Let it be said for the record that Olson was the winner by some $37 by the time we called it quits, and that should buy a lot of dog bones. I dropped $18, but will forever be grateful to the Connie, because had I been on an ordinary transport, ' flying from Los Angeles to Washington, I would have lost $86.45 by Minser s slide rule.

Over Northern New Mexico we began to pick up weather. Skies grew thick and only occasionally did we sight the ground. As we passed over the higher mountain TARPA TOPICS... JULY 1995 .. PAGE 16

The Skyliner, cont'd. peaks, updrafts of air caught the Connie and bounced her a little but she rode sturdily through the turbulence with no discomfort to her passengers. It was like a battleship biting its way through heavy seas.

Off to the North, we sighted a conical mountain, unfamiliar to most of us.

"That's just south of Durango, Colorado," said Minser, who knows the United States topography like most people know their way to their favorite drugstore.

We were climbing now to get on top of the overcast. The mountains and mesas below were blotted out from view. Before long, we were riding along on the top of a solid overcast with a dull blue sky above us. We were not to see the ground again until we were crossing southern Ohio near Cincinnati. At 17,500 feet on instruments we leveled off again, which just cleared us over the cloud formations.

Light icing conditions were encountered over Kansas. We climbed still higher to get out of it and reached 18,500 feet near Chanute. Even at that level, more than three miles above sea level, we were as comfortable as though we had our feet propped up in our living room. Outside, the temperature was below zero but owing to our cabin supercharger we were comfortable in our shirtsleeves while Olson won hand after hand. That was our only complaint.

We passed south of Kansas City, TWA's headquarters base, and reported our position over Butler, 60 miles to the south. St. Louis was quickly beneath us, but no one saw it, so thick was the overcast. Not until we were approaching Cincinnati did we break into the open and see the rolling Ohio countryside below through the scattered clouds. It was here that we reached our top speed as the plane was borne along in the arms of a favorable wind. The exact speed cannot be told but it was enough to impress the most skeptical.

General H. H. Arnold, Commanding General, AAF with Howard Hughes.

According to plan, the descent should have now begun but because of thunderstorm conditions reported over the Alleghenies, it was delayed until we reached the Ohio river. Frye, who had taken over the controls somewhere in Eastern Kansas, began nosing the plane down gradually and it was at this point that I had the first sensation of speed I had ever felt in an airplane. At 7,000 feet, the ground seemed to be moving by as swiftly as it does to a train traveler staring 100 yards beyond the window.

It was at this juncture that someone in the cabin decided that there was a chance

TARPA TOPICS....JULY 1995 .. PAGE 17

The Skyliner, cont'd. to reach Washington in less than seven hours.

"If we make it in ten minutes, we'll come in under the wire," he said.

Watches were consulted and for the first time in the entire trip, there was a noticeable feeling of tense excitement aboard the plane. Passengers began pulling for the crew, exhorting them mentally to greater speed. No one knew if the men up front were aware of the precious minutes that were slipping by. No one went up front to ask.

Chiappino, who had flown this course many times, was as excited as the rest of us.

"Can you see the river?" he kept asking across the aisle. He was talking about the Potomac, which winds about one end of the Washington National Airport. When it was finally sighted, there was a shout of triumph from the passengers. The plane quickly passed over one section of Washington, circled Alexandria, Va., and after a wheeling turn, dropped down on the airport, six hours and 58 minutes after leaving Burbank.

Most surprised of all at the elapsed time was Hughes himself when he emerged from the cockpit a few moments later.

"I forgot to wind my watch," he said.

"Connie" over the Eiffel Tower, from a TWA travel poster (Courtesy, Dan McIntyre)

TARPA TOPICS....JULY 1995 .. PAGE 18

The Skyliner, cont'd.

Visitors Applaud Giant Plane After Impressive Flight

by Ed Boughton Washington, D.C. - Acclaimed as the world's largest and fastest land based transport plane, TWA's Lockheed Constellation won the approval of thousands of visitors here at the Washington National Airport, where the forty ton airliner was exhibited following its impressive transcontinental delivery flight on April 17.

Ranking members of the armed forces, statesmen, and key figures in aviation circles boarded the Constellation for short flights after the huge transport crossed the continent in the published time of six hours and 58 minutes with Howard Hughes and Jack Frye alternating at the controls.

All marveled at the performance and size of this latest addition to the nation's fleet of air transports, which was turned over to the Army Air Forces by TWA. Under the army designation C-69, the Constellation is expected to be used to carry men and material to the war fronts, and provide swift and comfortable accommodations for the wounded on return missions.

The first public news of the routine delivery flight of the "Connie", came over wire and radio services, which reported the world's largest and fastest transport plane had left Burbank at 3:56 (PWT) Monday morning, April 17.

Jack Frye greets Army men and statesmen as they inspect ship.

In the pilot's seat for the take-off was Howard Hughes, who, in a special monoplane had established the previous coast-to-coast record of 7 hours and 28 minutes between Burbank and Newark on January 19, 1937. Co-Pilot for Hughes on the first half of the Constellation crossing was Jack Frye. The two pilots changed seats midway across the continent with Frye bringing the Constellation into the Washington Airport at 1:54 P.M. (EWT).

Public attention was focused upon the Connie's flight during the day, and when the plane reported its position over Cincinnati at 12:48 p.m., (EWT) it was apparent that all transcontinental records would be bettered by several minutes.

When the Connie streaked over the airport, more than 2500 persons, including newsreel and radio men, photographers, and press representatives were gathered on TARPA TOPICS....JULY 1995 .. PAGE 19

The Skyliner, cont'd. the observation deck and loading ramps.

Lined in front of the TWA hangars were more than 1,000 TWA's intercontinental division employees who lifted a cheer as the plane taxied past them toward the terminal.

Awaiting to greet the flight crew were Secretary of Commerce Jesse Jones, Oswald Ryan, Edward Warner, Harllee Branch and Josh Lee, members of the civil aeronautics board, and Col. Frank Collins, commandant of the airport.

There was no mistaking the graceful ultra-streamlined transport when it first appeared through the haze and circled the airport at pursuit plane speed. As it banked steeply for its runway approach, it afforded the cheering crowd an excellent demonstration of maneuverability. Frye glided to a perfect landing, taxied across the field, rolled past rows of hangars and finally wheeled to a stop at gate 12.

The roar of its four 2200 horsepower Wright engines was noticeably more powerful than any others in the field, and the Constellation's size dwarfed other planes in the the vicinity.

A B-24 bomber that landed a few minutes previously seemed small in comparison to the Connie, which wore TWA insignia and colors. Even the Constellation's unloading docks set with fifteen steps, towered above others on the ramp.

Spectators cheered as Frye and Hughes stepped from the plane to the unloading dock where they posed for cameramen. Descending to the field, they were surrounded by the reception committee and reporters. " Frye reported the plane had "handled like a dream during the entire transcontinental crossing over the course, of approximately 2400 miles between Burbank and Washington. The course as planned originally was 2296 miles, but slight deviations were made due to weather conditions and winds encountered en route. Built to fly faster, farther, and with bigger loads than any other land transport now in production, the giant plane averaged more than 330 miles per hour using only normal cruising power.

Able to carry 100 fully equipped soldiers as a war-time transport, the Constellation was placed under a military armed guard upon its arrival in Washington. The day following its arrival was reserved for inspection by members of the armed forces, and the succeeding two days guests of TWA who had been cleared by the war department were invited to examine the plane's interior. Special flights were operated for ranking military leaders, members of Congress and the Cabinet, the CAA and CAB. Prominent among those who were taken aloft in these inspection flights were chief of air staff Maj. Gen. B. M. Giles; Maj. Gen. Harold L. George, Commanding General of the Air Transport Command; Secretary of Commerce Jesse Jones;(missing); L. Welch Pogue, Aeronautics Board; Rear Admiral (missing) S. Land, (missing) William A. M.

TARPA TOPICS....JULY 1995 .. PAGE 20

The Skyliner, cont'd.

Burden, Assistant Secretary of Commerce; and Donald M. Nelson, WPB; Robert P. Patterson, Undersecretary of War, and Charles E. Wilson, WPB, aircraft division.

Another visitor was Gen. H. H. Arnold, Commanding General of the U.S. Army air forces, who was shown through the plane by Hughes and Otis Bryan, vice-president of TWA war projects. Bystanders noted that General Arnold's transport, parked nearby seemed dwarfed as compared to the Constellation, whose 123 foot wing span could have accommodated the history-making 120 foot flight of the Wright brothers, at Kittyhawk in 1903.

A week of intense activity The Curtain Raiser At Las Vegas centering around the Constellation served as an anticlimax to its arrival in Washington. Congratulatory telegrams and thousands of requests to inspect the giant transport poured into TWA's WashTWA President Jack Frye, VP Operations John A. Collings, Paul ington offices.

Richter, J. S. Bartles, and Lew Goss after the delivery flight.

Included among the persons who were able to inspect the interior of the plane, were more than 2500 members of "official" Washington.

Among the first women to inspect the plane's interior, fitted now for army use with seats which can be converted to litters for wounded, was Mrs. Woodrow Wilson, wife of the late President.

The first woman to fly as a passenger aboard the new transport was Jacqueline Cochrane, noted woman pilot and now Chief of the Wasps.

Alben W. Barkley, of Kentucky, majority leader of the senate, and Harry S. Truman, of Missouri, chairman of the senate special committee to investigate the national defense program, were among a group of U.S. Senators who were given a special flight on Saturday.

Hughes piloted the plane on the senatorial trip, and a box luncheon was served as the Constellation cruised over Washington for an hour and a half.

Other senators on the flight were Arthur H. Vandenburg of Michigan; Ralph O. Brewster of Maine; Allen J. Ellender of Louisiana; Ernest W. McFarland of Arizona; Homer Ferguson of Michigan; Burnet R. Maybank of South Carolina; and Theodore Francis Green of Rhode Island.

TARPA TOPICS....JULY 1995 .. PAGE 21

The Skyliner, cont'd.

Other prominent guests on the short inspection hops included Maj. Gen. Lucius Clay of the army service forces; Maj. Gen. Bennett Meyers of the air forces; and Civil Aeronautics Board Members Josh Lee, Oswald Ryan, Edward Warner, Harllee Branch.

C. Edward Leasure, chief trial examiner of CAB, and Roy Martin superintendent of air mail service of the post office department, also were taken aloft.

Impressed with the transport's flight performance was a group of thirteen press representatives who strolled about the plane as they soared 10,000 feet above the capitol at more than 300 miles per hour on a test flight.

The Wright Aeronautical Corporation, builders of the engines for the Constellation, was host to Frye and Hughes, and other members of TWA at a reception Tuesday night.

On Wednesday evening, TWA held a reception in the presidential ballroom of the Hotel Statler, which was attended by nearly 2,000 guests.

There was no official ceremony when the Connie was turned over to the army, but the many TWA mechanics, painters, and cleaners who prepared this greatest of all land transports for delivery to the armed forces treated her with affectionate and thorough care.

As the Constellation left Washington, the local TWA employees knew she would play a great part in bringing the Allies a speedy victory.

TARPA TOPICS....JULY 1995.. PAGE 22

The Skyliner, cont'd.

Hughes and Frye are Lauded in Congress for Vision and Initiative The Constellation's record breaking transcontinental flight has been recognized in Congress as being the result of the initiative and vision of the two men, Jack Frye and Howard Hughes, who conceived and jointly piloted this new transport plane on the historic trip from Burbank to Washington.

Quoting from the Congressional Record of April 18, the following remarks were made by Rep. J. Buell Snyder of Pennsylvania: "Mr. Speaker, in 1937 a hard-working young man endowed with much initiative and creative ability designed and had built a worthy service airplane in Los Angeles, Calif., and flew to New York in 7 hours and 28 minutes. No other man has been able to equal that record to date.

"Five weeks ago today I visited the Lockheed factory located at Burbank, Calif., with this same forward looking and patriotic gentleman, Howard Hughes. We went through and inspected and observed the Constellation, the big plane designed by Mr. Hughes that landed at the National Airport yesterday after a flight of only 6 hours and 58 minutes.

"Mr. Speaker, this huge transport is the largest land plane ever built. Mr. Hughes built it over the same design that he used in building his small plane in 1937. Another remarkable trait of this philanthropist is that he not only flew around the world in the shortest time, but piloted this big plane with Co-Pilot Jack Frye, on its history-making trip yesterday. I am sure you join with me in congratulating not only Mr. Hughes and Mr. Frye, but the management and labor force that built this giant of the air.

"In less than a year we will witness Mr. Hughes and Mr. Frye flying an air giant three or four times the size of the Constellation from California to the Washington Airport in less than 6 hours and 58 minutes."

Representative Snyder was followed on the floor of the House by Rep. Warren G. Magnusen, of Seattle, Washington, who said: "Mr. Speaker, portending what is to come in the future air world, I received an airmail letter last night which was placed in my box at the hotel at 6 o'clock that was mailed in Los Angeles, Calif., on the same day at 3 a.m. I congratulate my old friend, Mr. Jack Frye, and may I say that Howard Hughes appears to be a wealthy young man in this country who has put his money to good use and a substantial scientific work and he ought to be complimented. Too many in his position do otherwise. " Rep. Carl Hinshaw of California stated: "Mr. Speaker, yesterday a giant air transport, the new Lockheed Constellation, flew from Lockheed Airport in Burbank, Calif., TARPA TOPICS.... JULY 1995 .. PAGE 23

The Skyliner, cont'd. to Washington in 6 hours and 58 minutes, thus beating the fastest speed record made heretofore by nearly a half-hour and the fastest coast-to-coast transport record by more than three hours. I hope the members of the House will join with me as the Representative of the Twentieth District of California in taking pride in that aircraft which was designed and built in my district. It was conceived on the drafting board more than four years ago. That is notice to the House that you do not turn out a wonderful airplane in a day; however, we now have that aircraft and can produce many more just like it for the service of our country. It presents a preview of what we may expect in civil air transport after the war is over.

"This giant transport was conceived by Jack Frye and Howard Hughes, of TWA. It was designed and built by Lockheed Aircraft Corporation for TWA and Pan-American " Airways, but war intervened and the contracts were taken over by the Army Air Force.

The historic aspect of this record breaking flight has received considerable favorable editorial comment, as well as being page one news in virtually every metropolitan paper in the country. Under the heading "6 hours 58 Minutes" the editorial columns of The New York Times, April 19, described the flight as an outline of the shape of things to come in air transportation. *** Under the pilotage of Howard Hughes and Jack Frye, president of Transcontinental & Western Air, this massive craft, able to carry 100 soldiers with full equipment, beat the former transcontinental record, set by the same Howard Hughes in a special speed plane, by a full half hour.

Editor's note on this section Information on the previous 12 pages was taken from an original copy of the April, 1944 edition of THE SKYLINER furnished to TOPICS by Captain Orville R. "Ole" Olson.

Layout of pictures and text has been slightly altered to simplify reproduction. Captions under photos have been "summarized" to reduce size. The text of the original articles has been reproduced as accurately as possible..

TARPA TOPICS.... JULY 1995 .. PAGE 2A

CAPTAIN KENNETH R. BICKETT March 20, 1920 - January 7, 1995

Ken Bickett was a Gentleman in every sense of the word. A fine pilot. If things went to hell in the proverbial handbag, I can't think of anyone I would rather be in the cockpit with, yet he never threw his weight around. Of course he had been through it all before.

TARPA TOPICS....JULY 1995 .. PAGE 25

Flown West, cont'd.

During World War II he flew 25 missions over Europe in B-17's with the 8th Air Force. He flew with the 306th Bomb Group; his missions included Bremen, Hanover, Stutgart and the infamous Schweinfort raid when only five planes made it back from the entire Group. Ken's left wing was on fire and only #3 and #4 engines were running, yet he brought it back safely. He received the Distinguished Flying Cross with Oak Leaf Cluster, the Air Medal with Three Oak Leaf Clusters, the European Theater Ribbon with One Star and the Presidential Unit Citation.

He joined TWA in August 1945, flew out of Cairo in 1947, and retired as a 747 Captain in March 1980.

I first began flying with Ken in the late 1950's. We were both junior and were called out to ferry Connies between Idlewild, Newark and LaGuardia at godawful hours, weather and altitudes to get the planes to where TWA wanted them. In all that time I never saw Captain Ken Bickett lose his cool.

In later years, in the comfort of the jets, we used to look back and laugh at some of the situations we had flown in together.

Ken is survived by his wife of 48 1/2 years, Louise; daughter Barbara Marschok; sons Steven and David; daughter-in-law, Cheryl; and four granddaughters, Heather and Jessica Marschok and Sarah and Clair Bickett.

Lew Judd retired F/E.

CAPTAIN WELDON STARR JOHNSON September 6, 1916 - March 9, 1995 Captain Weldon Starr Johnson, 78, of La Quinta, California died March 9, 1995, at Eisenhower Memorial Hospital in Rancho Mirage, California.

TARPA TOPICS....JULY 1995 .. PAGE 26

Flown West. cont ' d.

Weldon was born Sept. 6, 1916, in Rockford, Minnesota. The family moved from Minnesota to Oregon and then San Bernardino, California where Weldon attended High School and was captain of the tennis team and Vice President of his senior class.

Upon graduation from high school in 1933, he entered the San Bernardino Valley Junior college, where he became a life member of the California Scholarship federation, captain of the tennis team, a letterman on the basketball team, and a Junior Lion.

After graduation from junior college in 1935, with an A.A. degree, he entered the University of California at Berkeley, where he was a member of the Phi Sigma Kappa fraternity. He graduated in 1937 with a B.A. degree in Economics.

Once a graduate of U.C. Berkeley Weldon accepted employment with the Royal Liverpool Insurance Company of England and became Assistant Manager and Special Agent of their Seattle, Washington office by 1940. In 1940 he accepted a position with Van Norman and Morrison, Inc., a Seattle based Insurance and Surety Bond Brokerage firm, as Underwriter and Solicitor and remained with the firm until 1941 at which time he joined the Army Air Corp as a C-47 Paratroop Pilot assigned to the European theater.

His responsibilities with the Army Air Corp consisted of being on active duty with Troop Carrier Command in England, North Africa, Sicily and Italy. Work entailed flying troops and supplies, evacuating the wounded and carrying paratroopers in combat. Upon return to the States he was assigned to domestic Military Air Transport operations under ATC. His total Military Combat Flying Hours were 2275, and prior to separation his Rank was that of Captain and Chief Pilot of M.A.T. Squadron, Love Field, Dallas, Texas.

His Decorations and Citations consisted of the Air Medal with one Oak Leaf Cluster, EAME Theatre Ribbon with 4 Bronze Stars, and the American Theatre Ribbon.

While still in the service married Dorothy Dean Gray, a Hostess with Braniff Airlines stationed at Love Field, Dallas, Texas. They remained married for 50 plus years.

After Separation from the Army Weldon joined Trans World Airlines as a Pilot in 1946, and remained with TWA for 30 years until his retirement as Captain in 1976. He flew both domestic and international routes, and the equipment ranged from the Lockheed Constellation to the Boeing 707. He truly loved flying, and was extremely proud to be a member of the Trans World Airlines Team.

Services were held with full Military Honors April 5th at Arlington National Cemetary in Arlington, Virginia. He will be sorely missed.

by Dorothy Johnson

TARPA TOPICS....JULY 1995 .. PAGE 27

Flown West. contd.

IN MEMORY OF

IN MEMORY OF

F/E STEVE A. ZIMAN

CAPTAIN JOHN C. HILDEBRAND

July 20, 1915 - December 14, 1994

June 4, 1923 - January 6, 1995

IN MEMORY OF

IN MEMORY OF

F/O HOWARD G. McCLAY

CAPTAIN W. A. KALTENBACH

February 26, 1923 - January 10, 1995

October 27, 1925-January 13, 1995

IN MEMORY OF

IN MEMORY OF

F/E JOSEPH W. CARROLL

CAPTAIN ALDEN J. THARALSEN

October 24, 1922 - January 18, 1995

April 30, 1924 - February 19, 1995

IN MEMORY OF CAPTAIN HERBERT E. GILSON

IN MEMORY OF CAPTAIN CLARENCE R. HORN

December 9, 1915 - March 7, 1995

February 7, 1927 - March 9, 1995

IN MEMORY OF .

IN MEMORY OF

CAPTAIN GOLDEN J. TAYLOR

CAPTAIN ARTHUR R. SESSI

March 27, 1929 - March 31, 1995

January 30, 1916 - April 13, 1995

I N MEMORY OF IRO WILLIAM. A. ZIMMERMAN

IN MEMORY OF

December 9, 1915 - March 7, 1995

CAPTAIN E. F. "Bud" JURY June 25, 1921 - May 6, 1995

TARPA TOPICS....JULY 1995 .. PAGE 28

AN

EVENING

TO

REMEMBER

by Bill Dixon I suspect we all have experienced an extraordinary day or evening which stands out in our memories. For us it was dinner with Walter and Betsy Cronkite. The date was Jan. 19, 1978, Perhaps the recounting of that fun evening will challenge TARPA TOPICS' readers to relate their most memorable event.

Seventeen years ago, after five years in New York, I had retired on Jan. 9, as general manager flying at JFK. Just before we were to move back to California, my wife, June, and I were fortunate to celebrate the occasion in a special way, by unexpectedly being invited by Walter Cronkite to have dinner with him and his wife in New York City. It was our first contact with them in 38 years!

I first met Walter in 1938 or '39, when he was district traffic manager for Braniff Airways in Kansas City. I was a ticket agent for TWA and our office was across the hall from Braniff 's in the Muehlebach Hotel. Occasionally, I would cover his ticket office at lunch time when he was shorthanded. I was 20 and he was 22. I recall him as tall, slender, friendly, and full of energy. ' Somewhere in this period, he went back into news reporting, I moved into TWA s News Bureau, and we both got married. His bride had been the Agriculture beauty queen at the University of Missouri, and my wife was the best looking girl in Nevada, Mo., our home town! Once or twice the four of us got together, including going sledding in a park near our apartments.

They soon moved from Kansas City and I entered the Air Corps as an aviation cadet in Jan. 1943. By September, 1945, when I was released and was lucky to rejoin TWA as a copilot (I knew pilots had the best jobs), Walter already was well known for his broadcasts from war-battered Europe.

Anticipating retirement, I dropped a note to Walter at CBS in late 1977, our first contact since 1940. I asked if he remembered a young man by the name of Bill Dixon who used to work across the hall from him in KC. His kind response was much more than I expected. He invited June and me to watch his evening CBS newscast if we would like, and then join Betsy and him for dinner. Of course we accepted!

We agreed on the Jan. 19 date and met them at the CBS studio. After his broadcast, which was extremely fascinating to observe, we all went to his office to listen to his competition on ABC and NBC - Harry Reasoner and John Chancellor, during which time he made several notes. Coincidentally, I had met them both on the White House press flight to Moscow with President Nixon in 1974.

Walter hailed a cab outside the studio and the four of us chatted about old times in KC

TARPA TOPICS....JULY 1995 .. PAGE 29

as we headed for Orsini's Restaurant. The dinner was delicious and the conversation was relaxed and interesting. One thing I particularly remember was Walter telling us that at one time he too had thought about a pilot career, and took some lessons when living in Texas prior to the war. His depth perception was so terrible, he said, that his instructor suggested he forget flying. It turned out to be a wise decision!

There is much more I recall about that memorable evening than space permits recording, including talk about our children. Like all parents, they had their share of problems and satisfactions. We learned a lot about the broadcast industry and personalities in it.

When Betsy learned that I had received a 4-wheel electric golf cart and clubs at my recent retirement party, she exclaimed to Walter that all Eric Severeid got at his retirement was a typewriter. He replied, "But Betsy, it was a valuable antique typewriter!"

She jokingly rejoined, "That is probably more than you will get!" He did retire later from the CBS Evening News but is still going strong today. I still miss his "And that's the way it is" sign-off.

Except for a couple of written contacts I have had with him, we have not been in touch with the Cronkites since and probably never will. They live in a different world.

We learned from that nice evening that both are down-to-earth, modest people, with a great sense of humor and humility. To us, they occupy a niche all to themselves, and deserve the respect they enjoy.

To top off this story, we said goodby in light snow flurries, which was all that was forecast. Arising late the next morning, we found all traffic blocked with a record-breaking 16 inches of snow. Stuck for another night, and taking advantage of dozens of no-shows, we got to see the musical "Annie" at its theater two blocks from our hotel. We had two unforgettable "Evenings to Remember!"...End

SHOE

JEFF MacNELLY

TARPA TOPICS....JULY 1995 .. PAGE 30

After decades as "a biplane in a box," Jimmy Rollison's Laird Speedwing has taken to the air.

The

impossible

dream

and

how

BY JIM ROLLINSON Vacaville, California This story would have never happened if my father, James Rollison, had not dreamed of one day owning a Laird Speedwing. I suspect this dream at times, thought of as a curse) started when Dad was in his early teens, building models and reading everything about aviation he could get his hands on, as many of us did in our early years ... although I have a hard time imagining teens of today building balsa models and being captivated by the likes of Smilin' Jack, Sky King or Roy Rogers.

Laird Speedwing LCRW300 serial number 203 started down E.M. "Matty" Laird's production line in Chicago sometime in early 1929; we suspect as serial #189.

As we all know, 1929 started as a

good year but ended in disaster. It also ended Laird's production line for a time.

Sometime in late 1929 as the factory was closing, our Laird was put into approximately four boxes and put into storage where it stayed until 1938, when it was sold to a Mr. Bud Powell and issued serial number 203 by Matty Laird (it was the last Laird serial number).

Number 203 remained dormant, with Mr. Powell, until it was purchased by long-time collector Joe Erale of Long Island, New York. There it stayed in TARPA TOPICS....JULY 1995 .. PAGE 31

it

came

true ...

boxes until 1960-1961.

My father, an active TWA pilot at the time, was in a crew room while on a trip and overheard a fellow pilot telling of a collection of antique airplanes on Long Island. As he went through the list, the name Laird Speedwing came up, at which time Dad interrupted the conversation, apologized for eavesdropping, and asked, "Do you really know what a Laird is?" To which the response was, "Yes, I have my Stinson SR stored out there. " The next question was "Do you know if the Laird is for sale?" Four weeks later, #203 was headed for the West Coast in a truck. A survey of #203 on arrival showed that in fact, yes, this was a brand new, in-the-box Laird, but with many, many parts missing. What continued on page 4

The impossible dream and how it came true continued from page 1 we had was essenstopped by our airport, The Nut Tree. tially the bare bones, the fuselage, in Vacaville, Califorwings, ailerons, tail nia. After driving out group, landing gear, to the transit parkand "I" struts; but ing area to see all no fairings, wheels, the beautiful bibrakes, FWF, inplanes (eight, I bestrument panel or lieve), I invited them instruments. to my hangar for a Very little work cold soda. This was was done during the to be Dan 's first ennext 17 years. In counter with the 1978 #203 was sent Laird, but certainly to a shop in northnot his last. ern California.

I approached Dan However, much to a short time later the credit and hon- Rear view look at the black and gold Laird at Nut Tree about doing the esty of Ruth and Laird and his reWarren Spencer, they decided to reoccurred. Years prior my father had sponse was he just didn ' t have the become friends with Matty and Elsie turn #203 to us as they felt that due to time. Again, Dan stopped by in August the lack of any drawings and informaLaird and their son, Laddy Laird, of of 1990 but still said he had no time and tion, an airplane this rare should be Incline Village, Nevada. Unfortunately, even part-time wouldn ' t be fair to ei100% correctly done.

Matty and Laddy Laird had since ther of us. What a surprise when in the In 1982, #203 left once again, this passed away, but Matty's grandson, spring of 1991, Dan called and said he time bound for a distant shop. This was Matty Laird, Jr., called and said he and Linda had talked it over and with thought he had found his grandfather ' s no promises of a completion date, and a big mistake. If any of you are contemplating having a restoration done proplans for the Speedwing. That day we the promise we both be up-front, he fessionally, by all means, go to the flew to Incline Village, Nevada, to see, would do it. Wow! Dan stated "ship it closest, most honest (not necessarily in and after a short time, a deal was down the first of December" and he'd that order) shop. Our mistake was that struck and a copy of the plans/bluestart January 1st, 1992, after Christwe did not visit the restoration on a biprints (complete) were sent. Today we mas vacation. weekly basis. Two things happened: credit Matty Jr. for our being able to On Thanksgiving day, we loaded we lost touch with the cost/progress complete the Laird to 100% original. #203 into a box truck borrowed from Meanwhile, the Laird was in boxes and the shop owner interpreted this to Barry Wells, and the next day left for on the hangar floor and I realized that the West Coast antique airplane mecca, mean we had lost interest in the project; if I did the restoration, it would look Santa Paula, California. I left Santa hence, he did also. To our dismay, we found all work had stopped around like I did it. It's O.K. to laugh and 1986-1987 and we decided to ship #203 it's O.K. to point, back to the West Coast.

After being told all bills were paid but I just hate it up, it was a bit of a shock to learn we when people do still owed $28,000, which had to be paid both! before the Laird could leave. At this Enter my salvatime my dad gave up and put #203 up tion and saviors, for sale. My father sold #203 to me, and Dan and Linda after a lot of heated phone conversaMurray. In Autions with the shop owner, and then gust, 1989, Dan time for all to cool down, a revised price and a group of was negotiated with the shop owner southern Califorthat would bail #203 out of jail. A spenia antiquers were cial thanks here to a close friend, Paul on their annual Erickson, whose cool head prevailed trek to the Everand a loan got #203 home ... once again green Field fly-in in boxes ... on the West Coast. in Vancouver. The original 1929 look is present inside, as well as outside.

In the summer of 1989, a near miracle Washington and TARPA TOPICS....JULY 1995 .. PAGE 32

Paula with a feeling of hope that someday I'd be able to close the book on #203 as a Laird-in-a-box, and open a new book on an airworthy Laird Speedwing.

Little did I know what was in store!

On January 1, 1992 while on a layover in Boise, Idaho (I'm employed as a First Officer for Federal Express on B727s), I wake up and turn on the television. As the TV is coming to life I hear, but no picture yet, "live from Santa Paula, California," at which time the picture comes on – there 's a large motor home floating down the swollen, muddy Santa Paula River. Since the airport lies right next to that very river, I figure this is not going to be a good day! A call to Dan and he assures me everything is O.K., that the flooding is downstream.

In February, we fly down to see Dan and the progress. Dan tells me the good news is he will start full-time with a helper next week; there goes the savings account. The bad news is all the previous work done in the distant shop is lacking. The cover on the wings has no silver but does have cotton tapes, the sheet metal is incorrect, etc., etc. At this time I made a decision that ultimately would save me lots of money and speed up the restoration. As hard as it was to do, I told Dan all I cared about was that it fly and it be black and gold, and he should build the airplane as if it were his! That meant he could do anything and that he wouldn 't have to worry about my ideas getting in the way.

Almost 13 months to the day after we sent Dan Murray the Laird, and after it had spent the first 60 years of its life earthbound in a box, it flew. The first flight was about 30 minutes long and went great, no problems, just some minor adjustments. In April, 1993, Laird Speedwing N4442 flew home from Santa Paula to Vacaville, California.

That flight carried a lot of baggage for me. When my dad bought #203 I was five years old and grew up not sure if I would ever see it fly. I took with me the friendship of Dan and Linda Murray to whom I will forever be grateful. If you ever meet Dan and Linda, you

Late Breaking News As we go to press, Biplane News has learned that Jim Rollison's Laird (see accompanying article and photos, starting on page 1, this issue) was the Grand Champion at the Cactus Fly-In, Casa Grande, Arizona the weekend of March 4. Pictured here is Dan Murray of Santa Paula, the restorer, who answered numerous questions from appreciative spectators at the fly-in. must shake their hands and hope that some of their kindness and honesty will rub off. People ask, "was it worth the dollars and anxiety ... would you do it again? " If you could have seen the look on my dad 's face when it first flew, and when I took him for his first ride, you'd know my answer – "That alone was worth it!"

As of this writing, February, 1994, the Laird now has some 80 hours of time on it. It is powered by a Pratt & Whitney R-985-AN1 (the original was a P&W R-985-6B). She holds 71 gallons of gas, 56 gallons forward of the front seat, 15 gallons in the top wing, 8 gallons of oil, seats two in the front; at 1900 rpm and 28 inches of manifold pressure, she cruises at 160 mph, climbs at 1000 fpm at 110 mph. The take off run is approximately 1600 ' , take off rpm is 1800; and as the fixed pitch prop is indexed for cruise, the climb does TARPA TOPICS....JULY 1995.. PAGE 33

suffer a bit. Yes, it is nose heavy, has two baggage compartments behind the rear seat and both cockpits are fully lined with black leather. The front windshield is detachable so as to place a cover over the front cockpit, which adds approximately 10 mph to cruise speed.

Stall speed is 55 mph, approach is 85 mph with good aileron control; empty weight is 1681 pounds.

My records show Matty Laird built 204 airplanes in Chicago after leaving Wichita, Kansas. Of these 204 airplanes, 12 were Speedwings or LCR models, four of which were LCR-W, the "W" referring to Pratt & Whitney.

My dad's dream of 60 years ago, and my aspirations of the last nearly 40 years have come true. Without question, the Laird Speedwing has had a momentous and, finally, marvelous impact on our family lives. All of the frustrations and trauma of .over 30 years of effort to put #203 in mint, airworthy and flying condition bore fruit when, again thanks to Dan and Linda Murray, a unique part of aviation history embarked on her maiden flight in March of 1993.

Thanks, Dad, for daring to dream the impossible dream, and for allowing me to play a part in making it come true!

Chairman's Comments: Fate moves in strange ways! In October of 1993, in conversation with Jimmy Rollison, I listened in amazement as Jim related his getting a Laird Speedwing through the restoration process and into the air.

When the whole store began to unfold, it was an experience the Biplane News had to pass on...it was too good to be true. The old adage about "a biplane in a barn" may have now been superseded by a "biplane in a box". It is too good to be true, but true it is! Jimmy Rollison is a well-known Northern California sport aviation enthusiast who has grown up with airplanes and flying. His Cessna 195 and previously owned Monocoupe 90A have been familiar airplanes to the fly ins of the west coast area. Thanks, Jimmy, for sharing the Laird story with all of us!

OCTOBER, 1927

383

Matty Laird's full-page ad as it appeared in the October 1927 issue of Aero Digest.

The National Air Derby, New York to Spokane, between Chicago and New Orleans—1960 miles in 16 hrs. 20 min. And did 70,000 miles air September 21, was a Laird Sweepstakes!

First was taken by C. W. Holman in Laird Com- mail service. mercial C-240. Second, by E. E. Ballough in Laird Commercial plane users will do well to consider Commercial C-110. It is significant that both are that these ships competed against numerous enstandard commercial jobs, with a total of 200,000 tries built especially for the Derby. When two miles to their credit, and no major repairs of entries of standard jobs, built a year ago, can any kind. enter an event of this importance and place It is further interesting that C-110, which placed one-two, commercial job buyers will be interested second, is the same plane used for a record trip in further facts.

E. M. LAIRD AIRPLANE COMPANY, 4500 West 83rd St., Chicago, Ill.

Share your experiences with the membership As pilots, builders, restorers, historians or enthusiasts of the biplane community, we all have some exciting stories to tell. Won't you share your experiences with the readers of Biplane News? We encourage you to submit articles and photos of your biplane adventures to the newsletter!

TARPA TOPICS....JULY 1995.. PAGE 34

Happiness Is ...

Open cockpit, 0X5 power, elephant ears, wire wheels and goggles. – Comment by Bob Rayeske, Milwaukee, WI, with his NBA membership renewal.

Highest

Time

Flyers

Twenty-five Years of 747 Service at TWA

story and photos by Jon Proctor

Ed note: The article presented here is reprinted with permission of AIRWAYS

n a warm afternoon last September, TWA's Boeing 747 N93105, inbound from Milan, gracefully approached Runway 31R at New York's John F Kennedy Airport, and touched down a few minutes ahead of schedule. Later in the day, it substituted for an L-1011 TriStar and operated a scheduled service to St Louis. On the following morning, 105 was ferried to Kansas City and parked. Like so many other aging jetliners,

O

it was being withdrawn from service. But this particular wide-body, originally delivered to TWA in 1970, did so after accumulating 95,004 flying hours, the equivalent of nearly eleven years in the air, with one company.

Trans World Airlines recently celebrated the 25th anniversary of its 747 inaugural flight and now holds the distinction of having operated them longer than any airline in the world.

Above: Artist 's conception of TWA ' s 747 and new Flight Wing One terminal at John F Kennedy International Airport, New York.

TARPA TOPICS....JULY 1995.. PAGE 35

Shown wearing the name City of San Francisco (on a paper banner which was removed before departure), N93104 flew TWA's 747 San Francisco—New York inaugural flight on April 5, 1970.

TWA ordered twelve 747s on September 2, 1966. Originally, three were to be convertible cargo models, but the contract was later modified and all were produced as passenger versions. Four delivery positions held

by Eastern were later taken over, and an additional three airplanes ordered, for a total of 19 Boeing 747-131s. All were delivered between New Year's Eve 1969, and October 27, 1971.

After introducing 747s between Los Angeles and New York on February 25, 1970, TWA began New York—London service March 18, and concentrated on trans-Atlantic expansion and selected domestic nonstop transcontinental routes, plus Chicago to Los Angeles, San Francisco, and Las Vegas; and later Los Angeles—St Louis.

Early improvements to the fleet included engine upgrades and landing gear modifications which allowed an increase in the maximum gross takeoff weight from 710,000lb (322,050kg) to 735,000lb (333,390kg).

Originally fitted with 342 seats (58 first-class and 284 economy), TWA's

747s had the industry's lowest passenger capacity; even the economy seats featured pneumatic lumbar back supports. Individual cabin 'zones' were identified by color-coded boarding passes; gold for first-class, and blue, red, and green for economy.

Numerous changes have been incorporated over the years, including installation (and removal) of coach lounges, and three-class layouts.

Recently, TWA reverted back to dualclass arrangements (33/396). Upper deck lounges, along with blenders for mixing elaborate bar drinks, are now but a memory. Nine-abreast economy seating gave way (in 1978) to a tenabreast layout, as higher operating costs demanded increased revenue, and therefore capacity.

Strapped for cash following the Middle East oil crisis and a slump in traffic, TWA reached an agreement in January 1975 to sell six 747s to the government of Iran for $99 million, with options for six more. Three left the fleet later in the year, although one was repurchased by TWA in 1976.

High-time champ N93109 in original colors at JFK, shortly after entering service on May 26, 1970.

TARPA TOPICS....JULY 1995 .. PAGE 36

Four additional -131s have since been disposed of, leaving seven original factory-delivered aircraft still in service, plus two -100 and two -200 models acquired second-hand (three 747SPs, purchased on speculation for new routes to the Middle East, were disposed of several years ago).

Principal long-haul routes now include New York to Paris, Rome, Athens, and Tel Aviv; and St Louis to San Juan and Honolulu.

Currently the highest time 747 worldwide is TWA's N93109, with an impressive 96,194 hours (on January 23); it may well be the highest time commercial airplane of any type. Four other 747s in Trans World's active fleet have now exceeded 95,000 hours.

Long segment flying has allowed them to rack up almost 4,000 hours per year on average, equating to 10.9hr per day, or 5.5hr per flight.

This type of scheduling has kept the number of cycles (one takeoff and one landing equals one cycle) on average to 17-18,000 per aircraft, considered relatively low for an airframe; narrow-

Another wide-body arrives at JFK, following a trans-Atlantic flight. New York is the main terminus for TWA's 747 operations, where substantial maintenance support is provided, although D-checks are carried out at Kansas City. bodied jets routinely accumulate more than 50,000 cycles in a normal lifetime, and several wide-bodies have exceeded 25,000.

In the face of the $150 million-plus price tag for a new 747-400, TWA, which paid $23 million each for its original aircraft, continues to operate the -100s, and could become the first airline to log 100,000hr on one individual airliner.

These 747s, among the oldest anywhere, also have an impressive safety record. None have been involved in a serious incident during two and a half decades. They are a fine tribute to those who have designed, built, maintained, and who continue to fly them in the colors of an airline which has contributed so much to the air transport industry that we enjoy today.+

TWA'S ORIGINAL 747-131 FLEET

The carrier's current livery is seen on N93109. All remaining 747-131s retain their original three-window upper deck configuration, while one of TWA's used -200s has the extended layout, with eight windows.

TARPA TOPICS....JULY 1995 .. PAGE 37

The following information was originally printed in the March 1995 SKYLINER. It is reprinted here for those who might have missed it..

Reservations March 15, 1995 marked the debut of TWA's voice response unit (VRU). This system enables callers to access various flight information simply by following the prerecorded directions.

On the first day of operation, the VRU handled 4,360 calls, translating into approximately 82 hours. This time, which would normally be used in responding to FLIFO inquiries, is better utilized in handling revenue generating calls.

The VRU will prove invaluable during peak ti mes, according to Rick Rowe, staff vice president, reservations.

The features within the VRU range from a simple flight arrival request to future schedule information. During irregular

Installs

Voice

flight operations, the VRU will transfer the caller to a reservations agent for assistance. The VRU will also be of great a ssistance to non-revenue passengers.

The system is a great

Response

will be identical to that of a reservations agent.

"With good customer service being the ultimate goal, this offers our customers the opportunity to get to the bottom line, securing the

FLIFO VRU is accessed by dialing (314) 589-7530 or 800-893-5436 (800-TWFLIFO) aid to the passenger who is "shopping around." Customers hopefully will benefit by getting operating times and schedule information in order to plan in advance of making reservations.

The system is activated by dialing (314) 589-7530 or 800- 893-5436 (800TWFLIFO). All flight information is derived from PARS flight information, therefore the VRU response

information that they want," said Mary Gagliano, reservations staff, who assisted in the implementation of the system, along with Fran Harris, supervisor sales effectiveness.

Lowell Smith, senior technical specialist, Ken Laurence, technical systems engineer and Judy Kullman, manager of AIS, were responsible for developing the VRU. Judy Juergens, from the corporate speakers bureau, provided the voice recordings

BOUND & GAGGED—By Dana Summers

TARPA TOPICS.... JULY 1995.. PAGE 38

System

for the new system.

There were three phases necessary for the system to be successful: *Developing the correct hardware and PC host *Determining the user requirements "Implementation and coding of the system.

"I'm extremely pleased with the early results. We have had a very positive reaction from our customers using the system," said Rowe. "It's clear that the system will meet our expectations by enhancing productivity, providing quality customer service as well as providing a cost savings to TWA. I would like to recognize and thank everyone involved."

THE

RES

EXPERIENCE

(Forwarded by Matt Reardon) I work in a central reservation office of an airline. After more than 130,000 conversations - all ending with "Have a nice day and thanks for calling" - I think it's fair to say that I'm a survivor.

I've made it through all the calls from adults who didn't know the difference between a.m. and p.m., from mothers of military recruits who didn't trust their little soldiers to get it right, from the woman who called to get advice on how to handle her teenage daughter, from the man who wanted to ride inside the kennel with his dog so he wouldn't have to pay for a seat, from the woman who wanted to know why she had to change clothes on our flight between Chicago and Washington (she was told she'd have to make a change between the two cities) and from the man who asked if I'd like to discuss the existential humanism that emanates from the soul of Habeeb.

In five years, I 've received more than a boot camp education regarding the astonishing lack of awareness of our American citizenry. This lack of awareness encompasses every region of the country, economic status, ethnic background, and level of education. My battles have included everything from a man not knowing how to spell the name of the town he was from, to another not recognizing the name "Iowa" as being a state, to another who thought he had to apply for a foreign passport to fly to West Virginia.

They are the enemy and they are everywhere.

In the history of the world there has never been as much communication and new things to learn as today. Yet, after asking a woman from New York, what city she wanted to go to in Arizona, she asked, "Oh...is it a big place?"

I talked to woman in Denver who had never heard of Cincinnati, a man in Minneapolis who didn't know there was more than one city in the South (wherever the South is), a woman in Nashville who asked, "Instead of paying for your ticket, can I just donate the money to the National Cancer Society?", and a man in Dallas who tried to pay for his ticket by sticking quarters in the pay phone he was calling from.

I knew a full invasion was on the way when, shortly after signing on, a man asked if we flew to exit 35 on the New Jersey Turnpike. Then a woman asked if we flew to area code 304. And I knew I had been shipped off to the front when I was asked, "When an " airplane comes in, does that mean it's arriving or departing?

I remembered the strict training we had received - four weeks of regimented classes on airline codes, computer technology, and telephone behavior - and it allowed for no means of retaliation. "Troops," we were told, "it's real hell out there and ya got no defense. You're going to hear things so silly you can ' t even make 'em up. You'll try to explain things to your friends that you don't even believe yourself, and just when you TARPA TOPICS....JULY 1995.. PAGE 39

THE RES EXPERIENCE, cont'd. think you've heard it all, someone will ask if they can get a free round-trip ticket to Europe by reciting `Mary Had a Little Lamb'."

Well, Sarge was right. It wasn't long before I suffered a direct hit from a woman who wanted to fly to Hippopotamus, New York. After assuring her that there was no such city, she became irate and said it was a big city with a big airport. I asked if Hippopotamus was near Albany or Syracuse. It wasn't. Then I asked if it was near Buffalo. "Buffalo!" she said. "I knew it was a big animal."

Then I crawled out of my bunker long enough to be confronted by a man who tried to catch our flight in Maconga. I told him I'd never heard of Maconga and we certainly didn't fly to it. But he insisted we did and to prove it he showed me his ticket: Macon, Georgia. I 've done nothing during my conversational confrontations to indicate that I couldn't understand English. But after quoting the round trip fare the passenger just asked for, he'll always ask: "Is that round trip?" After quoting the one way fare, the passenger just asked for, he'll always ask: "Is that one way?" I never understood why they always question if what I just gave them is what they just asked for. Then I realized it was part of the hell Sarge told us about.

But I've survived to direct the lost, correct the wrong, comfort the wary, teach U.S. geography and give tutoring in the spelling and pronunciation of American cities. I have been told things like: "I can't go stand-by for your flight because I'm in a wheelchair." I've been asked such questions as: "I have a connecting flight to Knoxville. Does that mean the plane sticks to something?" And once a man wanted to go to Illinois.

When I asked what city he wanted to go to in Illinois, he said, "Cleveland, Ohio".

After 130,000 little wars of varying degrees, I'm a wise old veteran of the communication conflict and can anticipate with accuracy what the next move by "them " will be.

Seventy-five percent won't have anything to write on. Half will not have thought about when they're returning. A third won't know where they're going; 10 percent won't care where they're going. A few won't care if they get back. And James will be the first name of half the men who call.

But even if James doesn't care if he gets to the city he never heard of; even if he thinks ' he has to change clothes on our plane that may stick to something; even if he can t spell, pronounce, or remember what city he's returning to, he'll get there because I've worked very hard to make sure that he can. Then with a click in the phone, he'll become part of my past and I'll be hoping the next caller at least knows what day it is.

Oh, and James..."Thanks for calling and have a nice day. " ... End

TARPA TOPICS....JULY 1995 .. PAGE 40

TIMELY

TOPICS

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

TWA chases host of foreign routes Trans World Airlines is hoping to win new routes to several international business centers, including London, Toronto, Johannesburg, Tokyo and, eventually, Mexico City.

Of these, a New York/London route - worth in excess of $100 million a year in revenue - is essential if TWA's international operations are ever going to show a profit, said Scott Gibson, vice president, market planning for TWA. "We believe that a return to profitability requires that we have New York-toLondon service," he said.

TWA does not break down international vs. domestic profit in its Securities and Exchange Commission filings, and Gibson would not disclose the carrier's international loss. The airline's total loss for 1994 was $435.8 million on sales of $3.4 billion.

The airline is trying to win route authority to fly from New York to Heathrow but would settle for access to Gatwick, Gibson said.

It's also making a pitch for a Toronto route, which would be available next year. TWA estimates that route would be worth $20.1 million a year in revenue and $6.8 million in operating profit, according to exhibits filed by the airline with the Department of Transportation.

In February, TWA lost its bid for one of two Toronto routes opening this spring; the routes were awarded to Delta Air Lines and USAir. The airline also is competing with United Airlines and World Airways to get a possible route to Johannesburg from New York. It was considering a St. Louis/Mexico City route but decided to wait until the peso shows signs of long-term stability, Gibson said.

Asia also is a possibility, although not until after the airline completes its restructuring, Gibson said. If the U.S. government opens talks with Japan, TWA would be interested in a route from St. Louis to Tokyo, he said.

Of immediate concern is the London route. In 1991, Carl Icahn began selling off the airline's "crown jewels" - its six U.S./London routes - to help cover its massive debt.

By September 1992, only the St. Louis/Gatwick route remained. Larry Garrett, a government affairs representative with TWA's pilots union, said the direct revenue attributable to the London routes in 1989 was $500 million. The indirect annual revenue lost because of the sale - for example, cargo and passenger business dropped because TWA was no longer perceived as a major European carrier - is estimated to be an additional $500 million, bringing the total estimated loss of revenue to $1 billion a year.

TWA's employees have been lobbying furiously to convince the federal government, which is negotiating with the British government, of the importance of the London routes to the airline's survival. More than 4,000 employee letters have been sent to President Clinton and Transportation Secretary Federico Pena.

The St. Louis Regional Commerce and Growth Association also has sent letters and is planning a meeting with officials from Pena's office soon.

"As TWA continues to emerge from their difficulties, having proper route authorities will be key to their long-term operations," said Dick Fleming, president of the TARPA TOPICS....JULY 1995 .. PAGE 41

TIMELY TOPICS, contd.

RCGA. The status of the U.S./British negotiations for the New York/London route is unknown. A key telephone conversation between the two governments was scheduled for last week but never took place, Gibson said.

In addition to a second daily flight from London to Philadelphia for British Airways, the British government is demanding access to U. S. government travel, which currently must be booked on domestic carriers, Gibson said. In exchange, it has offered to give United Airlines an additional flight into Heathrow from Chicago.

However, the United States is reluctant to open up government traffic unless Britain opens Gatwick and Heathrow to all American carriers, Gibson said. TWA would still have to compete for landing slots at Heathrow but is more than willing to take its chances in a slot lottery.

Currently, only two American carriers are allowed to serve Heathrow form New York: United and American Airlines. Only British Airways serves New York to Gatwick, while Continental Airlines has service from Newark.

Airlines cost would soar under Lambert expansion The cost for airlines to serve Lambert Airport will soar under each of the airport's eight expansion plans.

In fact, some of plans appear to make the field too expensive for Southwest and TWA, the two airlines that will be asked to pay for much of the expansion.

The airline cost per passenger at Lambert-St. Louis International Airport - the amount it costs an airline, per passenger, to serve an airport - will rise anywhere from 39% to almost 155%, depending on which expansion plan is chosen. That's based on estimates made by the St. Louis Business Journal in consultation with officials at other airports.

Seven of the plans would increase the cost by an estimated 77% or more, while three would more than double the current cost of $4.66 per passenger. The cheapest alternative, which would expand the airport east into Kinloch, shows an estimated 39% jump.

"We would hate to see (the airline cost per passenger) increase by much," said Bob Montgomery, director of properties for Southwest Airlines, Lambert ' s second largest carrier. 'We wouldn't want it to double."

Trans World Airlines, Lambert's dominant carrier, declined to comment on the different expansion plans. But since TWA, which accounts for 66% of the total revenue from Lambert's signatory airlines, is struggling to avoid a second bankruptcy filing, it seems likely cost will be a factor in its choice of a plan.

Lambert officials said they will consider the cost impact on their hub airlines before recommending a plan.

"These (cost) figures are preliminary, and whenever we select an alternative, it will meet the airlines' goals," said Leonard Griggs Jr., the airport's director, in a statement.

The city of St. Louis, which owns the airport, is exploring expansion to meet projected growth in passengers. The growth could mean costly delays for airlines, airport officials say.

TARPA TOPICS....JULY 1995.. PAGE 42

TIMELY TOPICS, contd.

According to Mike Cullivan, a consultant with Leigh Fisher & Associates, which drew up the eight proposed plans, the range of airline cost-per-passenger figures is between $9.20 and $16.88.

But those numbers are calculated in projected dollar costs for the years - ranging from 2003 to 2005 - in which the various plans would be completed. When asked to convert the cost per passenger into 1995 dollars for comparison with other airports, Cullivan said the cost of conversion would be prohibitive because of the number of variables involved.

The Business Journal adjusted the figures assuming a 4% annual increase in the operating and maintenance budgets of the airport, which would be passed on to the airlines' costs. Officials at Denver, Kennedy and Newark airports said a 4% rate would produce a broad, but reasonable estimate.

According to the calculations, the preliminary airline cost-per-passenger figures under each of the airport's eight proposed expansion plans range from $6.46 to $11.86 in 1995 dollars. " Anything over $8 and $9 per passenger and you start getting uncompetitive, " said Richard Byrnes, a senior associate with Booz-Allen & Hamilton, Inc. Whether Lambert can maintain its position as a low-cost airport, relative to others in the Midwest, will be key to its success after expansion and a measure of its attractiveness as a hub airport, Byrnes added.

In 1991, Lambert was in the bottom quarter of America's largest hub airports in airline cost per passenger. Its current $4.66 remains low nationally but is above some other surrounding hubs. Minneapolis, Dallas-Fort Worth and Atlanta, for example, all have figures below $4, with Atlanta the lowest at $1.85.

Nationwide, airport costs have been rising faster than any other airline cost, Montgomery said. Southwest is determined to avoid a situation like Denver, where the airline cost per passenger - $18.55 - makes it prohibitive to fly out of the airport.

Southwest had planned to fly out of the new Denver airport but found the cost prohibitive, said Shari Hanrahan, a spokeswoman for the airline. Currently Southwest has no flights out of Colorado.

Neither TWA nor Southwest Airline has determined which, if any, of the airport's eight proposed expansion plans to support.

But, TWA has endorsed the airport's forecasts for growth, on which the need for expansion is based.

In 1993, when airport officials tried to win support for a $1.9 billion plan that involved building three new parallel runways and tearing up the old ones, TWA recommended Lambert adopt a cheaper alternative, adding just one parallel runway. The full version of the old plan had an airline cost per passenger of $10.80 in 1991 dollars.

The $1.9 billion plan is still on the table. It now bears a price tag of $2 billion-the highest of the eight plans— and a maximum airline cost per passenger of $11.86 adjusted to 1995 dollars.

In 1991, Lambert was the eighth lowest of all large American hub airports in terms of airline cost per passenger, according to data compiled by Denver International Airport. At that time, 25 of 31 of the hub airports had figures below $7, which was also the average. The numbers for giants like Kennedy and Newark were more than $15, while Lambert's figure was just $4.36.

TARPA TOPICS....JULY 1995 .. PAGE 43

TIMELY TOPICS, cont'd.

Byrnes noted that Lambert's competitive position, relative to other hub airports, might be maintained after an expansion if the airport can find other ways to generate revenue, a tactic he says is increasingly common.

For example, Dallas-Fort Worth International has actually reduced its airline cost per passenger, from $4.73 in 1991 to $3.34 in 1995, by increasing revenue.

"We've added more concessions in the terminals, and we've also identified more places to display advertising," said Dave Rystrom, director of marketing for Dallas-Fort Worth.

TWA reveals offer to Icahn, Civic Progress ticket deal Cash-strapped Trans World Airlines is hoping to extend payment on its loan with former owner Carl Icahn two years, or to pay some or all of its debt with discounted tickets.

TWA also will receive $37 million from the advance purchase of 110,000 tickets bought at a 10% discount by Civic Progress members, the company said in a filing with the Securities and Exchange Commission. Previously, airline executives had declined to comment on the amount of money received or the size of the discount.

The money, including $18.6 million paid in March, can be used for normal business purposes.

According to the latest restructuring proposal, filed with the SEC, TWA is considering a deal under which Icahn could purchase up to $610 million worth of tickets, over eight years, at a discount.

Icahn would then resell the tickets at higher fares to recoup some of the $201.6 million that TWA owed him, as of the end of March.

"It's contemplated the company would enter into an eight-year and three-month ticket program agreement, of up to $610 million of airline tickets for transportation on TWA," the latest document states.

The discount would be "comparable to the more deeply discounted arrangements " made available in the airline industry to consolidators and tour operators, the filing states.

The tickets would not apply to any flights to or from the St. Louis hub, said John McDonald, a spokesman for the airline.

Also included in the document is a proposed plan to extend the maturity on the Icahn loan, which became due Jan. 8, two more years.

Currently TWA does not have enough cash to retire the loans.

Icahn could not be reached for comment.

The latest document also reveals that the airline's fleet replacement plan has been slowed, at least for 1995.

"Due to the delay in accomplishing the restructuring TWA has altered its fleet plan for 1995 to provide for a less aggressive replacement program than previously contemplated," the document states.

The airline will keep more older aircraft in its fleet and reduce by 16 the number of newer planes it planned to lease from McDonnell Douglas. Tom Williams, director of communications at McDonnell, played down the impact the change could have on TARPA TOP/CS....JULY 1995 .. PAGE 44

TIMELY TOPICS, cont'd. company ' s bottom line.

"I think it just blends in with the general market. It's nothing very surprising," he said.

According to the 10-K annual report for McDonnell Douglas Finance Corp., TWA accounted for $287.9 million, or 15.9% of the total company portfolio, at the end of December.

That compares to $253.2 million, or 13.8% of the total portfolio at the end of December 1993.

The document notes that, were TWA to file for bankruptcy protection, McDonnell Douglas would have to quickly lease its share of the TWA fleet or "suffer a material adverse impact." ' "We want to be able to keep our airplanes flying. That s the only way we make money," said Don Hanson, a spokesman for Douglas Aircraft Co. which manufactures the MD-80s.

He wouldn't say, however, whether the company plans to look for someone else to lease any planes TWA won't be taking this year.

The previous three articles were written by Danielle Bochove and appeared in recent editions of The St. Louis Business Journal.

WHY WORRY There are only two things to worry about; Either you are well, or you are sick; If you are well, there is nothing to worry about; But if you are sick, there are two things to worry about; Either you will get well or you will die.

If you get well, there is nothing to worry about; If you die, there are only two things to worry about; Either you will go to Heaven or Hell.

If you go to Heaven there is nothing to worry about; But if you go to Hell, you will be so damn busy shaking hands with your friends, you won't have time to worry.

TARPA TOPICS....JULY 1995 .. PAGE 45

SURVEY Recently I received a letter from Don O'neill wondering if I had data on what the TARPA members did for employment after retirement. No such information exists in our data base.

He said in part, "I went to an employment agency called 'Forty Plus'. They cater to people over 40 years of age who are looking for over $40,000 per year on a full ti me basis. I said I wanted to work part time, they said, 'What kind of work do you want?' I really didn't know. They suggested I find out what other retired airline pilots do for work as a way of getting an idea of what I might want to do."

Feeling that there may be many other retirees who would find this info interesting and useful, he compiled the following questions.

1. Job title 2. Brief job description 3. Hours per week 4. Prior experience 5. Income ( Good - Fair - Poor ) If you care to participate in answering the above questions please send your reply to TARPA, 449 Santa Fe Dr., Encinitas, CA, 92024. Information gained will be compiled and presented in the November TOPICS, without the use of names.

Secretary/Treasurer

Kansas City. 30 May. 1995 A group of active and retired Captains in Kansas City are attempting to have the SAC Connie attend the Reno Air Races as a tribute to the men who flew her. Anyone wishing to assist in this endeavor may contact Captain Mike Larkin (816) 930-2254 or Captain Bill Kirschner (702) 588-4223

TARPA TOPICS....JULY 1995 .. PAGE 46

CONVENTION

TIME

TABLE

CONVENTION CHAIRMAN: Bill Kirschner ...... (702) CO-CHAIRMAN: Terry Rager ................(408) CO-CHAIRMAN: Ray Hallstein ............... (408) GOLF: Jack Harpster....................... (415) TENNIS: Larry Girard & Bud Loury .......... (408) TRAP & SKEET: Jim Winchester ............. (702) BRIDGE: Trudy Borgmier ...................(505)

TARPA TOPICS....JULY 1995 .. PAGE 47

588-4223 253-7097 446-5014 322-3172 372-9044 831-9331 292-7671

Convention

HOW

TO

GET

Update

THERE

If you are arriving by TWA at either SFO or SJC, the Bay Airporter will take you to the hotel for about $15 per person, plus $5 for each additional person. Taxi fare is approximately $40-$50 from SFO and $25-$30 from SJC. Senior discounts available. Dollar Rent-A-Car has been selected as the convention rental agency. Rates are, $31 compact or $35 full size, per day with unlimited miles. They are located at SFO and SJC airports and are lower in cost than the other companies in the area. Call for a reservation, 1-800-800-0044. The reservation code is #CCTWA for our special rate.

If you are arriving by RV, there is parking behind the hotel for 15-20 RVs. $15 a day no hook up, or $25 a day with an electrical hook up. The Elk's No water or Club next door, has free parking with dumping facilities. electrical hook up, you must sign a wavier and have a sponsor. Please call Captain Jack Harpster, 415-322-3172, for more details. The Trailer Villa is located at 340 E. Bayshore Rd., in Redwood City and has full facilities at $20 per night or $120 per week. They can handle up to 40 motor homes and are about 20 minutes from the hotel. Phone 1-800-366-7880.

Light aircraft can land at Palo Alto airport and tie down fees are $5 a night. See SFO sectional, or Flight Guide, California page 106, or AOPA Aviation USA page 3-69 for more information. The airport is nine miles from the hotel and they will provide transportation.

To save time, space and money please refer to the March Topics for event Special events available at the details, and please sign up early. convention will be: A DC-3 sight seeing tour of the Bay area, with champagne and hors d'oeuvres for only $89. The flight will be flown by retired TWA Captain Jim Findlay. Early birds, on Sunday Sept. 10, horse racing and dinner at Bay Meadows for $20, twenty people minimum.

Senior rates on the Blue & Gold Bay boat tour is $5. Those interested in these events, add a note to the bottom of your registration form, or if you have already signed up, please drop me a note.

Thank you for your participation.

Bill Kirschner.......... Chairman, Convention '95

TARPA TOPICS....JULY 1995 .. PAGE 48

TARPA TOPICS....JULY 1995 .. PAGE 50

1995 TARPA CONVENTIONEERS

OTIS SPUNKMEYER AIR way to provides the best the sights of the experience spectacular San Francisco Bay Champagne and Hors Area. ' d oeuvres are served while reliving the spirit of the 1940 ' s aboard an historic DC-3. The views from only 1500 feet are unique and the are photographic opportunities endless.

Special TARPA rate $89/person

An early accounting of your interest level would allow time to arrange for necessary surface transportation.

- please call Business Hours 800-938-1900 510-649-5900 Anytime

DC-3 AIRLINE Captain Jim Findlay D irector - Flight Operations Otis Spunkmeyer, Inc. (415) 456-8029 14490 Catalina Street (800) 938-1900x219 San Leandro, CA 94577 Fax (510) 352-5680

(TWA- retired)

TARPA TOPICS....JULY 1995 .. PAGE 51

JOIN OUR PARTY AT RACES!

BAY MEADOWS West of Hwy 101 off Hwy 92 in San Mateo. (415) 573-4516 TARPA TOPICS....JULY 1995.. PAGE 52

BY PAT & CHUCK HASLER The 1996 program is being put together and should be final about Sept. There will be a great Panama Canal Cruise from the East Coast (Florida) to the West Coast of Costa Rica and up the Mexican Coast to Los Angeles. We will also have a tour from BOS following the 1996 Convention in BOS. Then we will probably have a deluxe CRYSTAL HARMONY CRUISE. If you have any suggestions please speak up.

I

am just beginning to realize how fast the time is

passing by and just how much time is left. It has been over 6 years since we started the TARPA TOURS and it seems like just yesterday. I would like to reprint on this page and the next two pages something you should think about and how you should think about doing some of these fun things, like taking a Cruise or Tour with your friends, (flight deck buddies)BEFORE IT'S TOO LATE! READ ON. CLOCK OF LIFE The clock of Life is wound but once &

no man has the

power to tell just when the hands will stop on what day or what hour. Now is the only time you have so live it with a will. Don't wait until tomorrow, the hands may then be still.

TOURSContd.NexPg TARP

TARPA TOPICS....JULY 1995 .. PAGE 53

NEVER BEEN ON A CRUISE. TO THOSE OF YOU WHO HAVE I WAS ONE OF THESE FOR 50 YEARS AND SAID, "I WILL FEEL TOO COOPED UP, NOTHING TO DO AND I WILL BE BORED; THERE WILL BE TOO MANY ORGANIZED ACTIVITIES ; TOO MUCH ROUGH SEA AND I WILL GET SEASICK; I WON'T HAVE ANYTHING IN COMMON WITH MY FELLOW PRSSENGERS;THEY WON'T SERVE THE KIND OF FOOD I LIKE; I WILL HAVE TO DRESS TOO FORMAL. WELL I WAS WRONG ON ALL COUNTS! "YOU A RE I N PORT ALMOST EVERY OTHER DAY;& TRY A S YOU MAY YOU CAN NEVER FIND THE TIME TO PARTICIPATE IN ALL THE SHIPBOARD ACTIVITIES (ORGANIZED OR NON-ORGANIZED); YOU CAN BE AS DISORGANIZED AS YOU LIKE, NO ONE FORCES YOU TO TAKE PART IN ANY OF THE SHIPBOARD ACTIVITIES OR GO ON ANY SHORE EXCURSIONS AS YOU CAN PLAY CARDS WITH FRIENDS,SEE A MOVIE OR JUST PLAIN RELAX ON DECK & READ; NOWADAYS YOU ARE NOT SAILING ACROSS THE OCEAN JUST TO GET SOMEWHERE SO YOU ARE NEVER OUT OF SIGHT OF LAND AND THE WATERS ARE ALWAYS FAIRLY SMOOTH(BESIDES THEY NOW HAVE NON-PRESCRIPTION MOTION PILLS THAT YOU TAKE ONE EVERY 24 HRS. AND I NAVE MET ON FOUND THEM TO BE 100% EFFECTIVE); EVERYONE WE HAVE CRUISES(EXCEPT THAT 1% YOU MEET EVERYWHERE)WERE THERE FOR THE SAME REASON AS OURSELVES,FUN AND RELAXATION AND LEAVE YOUR TROUBLES AT HOME; YOU HAVE THE LARGEST CHOICE OF DIFFERENT FOODS LITERALLY EAT SOMEWHERE THAT I HAVE SEEN ANYWHERE & YOU CAN ON THE SHIP EVERY WAKING HR.; YOU DO NOT HAVE TO WEAR A TUX OR A FORMAL DRESS (UNLESS YOU SO CHOOSE), AS ON THE ONE OR TWO FORMAL NIGHTS(DEPENDING ON THE LENGTH OF CRUISE) A DARK SUIT OR JACKET AND COCKTAIL DRESSES ARE WORN BY MANY. THE CRUISES I AM REFERRING TO ABOVE ARE THOSE WE TOOK ON OUR OWN & ENJOYED SO MUCH. THE REAL ENJOYMENT CAME WHEN WE STARTED ON THE TARPA CRUISES & TOURS & MET & RENEWED OLD FRIENDSHIPS WITH LONG AGO CREW MEMBER FRIENDS & SPOUSES. THE HANGER FLYING REALLY GETS TO FLYING SOME NIGHTS. NOT ONCE DID I ANYONE WHO HAD NEVER BEEN ON A CRUISE BEFORE COMPLAIN HEAR ABOUT NOT HAVING TO GET UP EARLY EVERY MORNING,PACK A SUITCASE TO CATCH R BUS OR PLANE C CHECK INTO A NEW HOTEL EVERY NIGHT OR THAT THERE WAS TOO MUCH FOOD & TOO MUCH TO DO & SEE. ALSO NOT ONE WIFE HAS COMPLAINED ABOUT NOT HAVING TO COOK, WASH DISHES, MAKE BEDS & CLEAN THE CABIN. WHAT MAKES US FEEL GOOD ABOUT THE CRUISES & TOURS IS THE NUMBER OF PEOPLE THAT HAVE COME BACK 2, 3 & EVEN 6 TIMES. REMEMBER WE ARE ALL GETTING THERE SO PLEASE DON'T WRIT UNTIL IT'S TOO LATE!

TARPA TOPICS....JULY 1995.. PAGE 54

TARPA

GOES

TO

THE

RENO

VALLEY

AIR

WINE

RACES

AND

NAPA

TOUR

DEPARTING THE DAY AFTER THE "TARPA" PALO ALTO CONVENTION 46 TARPA members, spouses &

friends will depart Rickys

Hyatt in Palo Alto at approximately 9 AM aboard a deluxe motor coach headed for the Napa Valley wine country.

Upon arrival we will board the Sterling Vineyard aerial tram for a tour of the vineyards & wine tasting. We will then tour the U. Sattui winery &

taste their products,

followed by a lunch. We will then check into the Sheraton Hotel-Napa where we will have more wine tasting (it's a good thing we have a designated driver)& hors d'oeuvres.

The next morning the brave &

early risers will depart at

6 AM for a 1 hr. balloon ride over the beautiful Napa Valley.

Upon the return of the ballooners (about 9 AM) we will be on our way east, toward RENO. We will make a stop &

visit

the Donner State Park where the famous Donnor Party was stuck, with the loss of many lives, during the heavy winter of 1846/1847. We will then proceed to the beautiful North Shore of Lake Tahoe. We will make a lunch stop at the Hyatt Lake Tahoe, which is situated on the lakeshore. We now head for Reno, going over the beautiful &

scenic Mt.

Rose. We will check into the Reno Holiday Inn & three nights &

Casino for

days of fun. We will be attending the Air

Races the 2 final days, Sat. &

Sun. We will all be sitting

together in our reserved section seats. We will be joined

by Bill Kirschner, Stu Nelson & spouses &

16 other TARPA

members,

friends who Hue in the area or will be driving on

their own. We expect to have a FUN time &

sorry that

some of you sent your applications in too late. Mon. morning we will depart for the SFO bay area. Following are pictures of TARPA

cruises &

tours.

Chuck Hasler

TARPA TOPICS....JULY 1995 .. PAGE 55

FUN

With

TARPA

TOURS

TARPA "Hillbilly's" at Branson

Rick Davis, Pat Hasler, Marcia Davis Chuck Hasler, Vicki Schmidt, Carl Schmidt....TARPA Mexico Cruise

"Swede" Hillbilly's from Chicago Fay & Bob Widholm

Pat & Chuck Hasler...Fall foliage cruise

TARPA TOPICS....JULY 1995 .. PAGE 56

HEALTH

NOTAMS

by Bob Garrett

By now everybody should be a few pounds lighter in their billfolds, thanks to the friendly IRS. Doesn't it make you feel good to contribute to the world's largest charity?

I have received several comments and compliments on the last column and the new name, Health Notams.

I saw the following timely advice on a church marquee.

If God is your co-pilot, maybe you should think about changing seats.

Thanks to those who wrote and, as they say on the Grand Old Opry, keen those cards and letters comin g !

Exercise has a gender gap. new survey indicates that men are more likely than women to work out hard enough to raise a sweat. The annual Prevention Index of America's health habits found 45 percent of men reported exercising enough to breathe heavily and make their hearts speed up for at least 20 minutes, at least 3 days a week. Only 30 percent of women did. Overall, 37 percent of men and women did enough work to gain aerobic conditioning, the survey found. The findings on exercise and the lack of it fit a bigger picture of a larger America. Sixty-eight percent of Americans exceed the Metropolitan Life tables' recommended weight range for their age, sex and body type, the survey found. The tables are on the skinny end of such estimates, but many researchers believe that people who keep their weight in line with the Met Life tables standards have longer lives. Men and women prefer different activities. Surveys indicate that men tend more toward gasp-and-strain exercises such as weight training and running. Women are more likely to be aerobic dancers or exercise walkers, according to 1993 data from the National Sporting Goods Association. Those who took part in a fitness activity at least 110 days in the year -- 57 percent were female and 43 were male. Among health club members, 53 percent are women and 47 percent are men, according to IHRSA, a health and sports club trade organization. However, men and women tend to use the club differently.

Women are more likely to gravitate toward the dance floor and the aerobic equipment, and less likely to use weights.

A

TARPA TOPICS.... JULY 1995 .. PAGE 57

MORE

INFO

on

PROSTATE

Most men are only vaguely aware they own a prostate, until age 50 or so. Then, the thing becomes nothing but trouble. As men get older, especially past 60, things start to go very wrong. The most common misery is enlargement, a condition called benign prostatic hyperplasia. It is benign only in that it is not cancerous. By age 80, perhaps 80 % of men have firsthand knowledge of what this means. The enlarged prostate squeezes the urethra, making it difficult to urinate. They find their urine stream weakens to a trickle, so urinating takes longer, and the bladder may not empty completely. Often men are seized with an urgent need to urinate at inconvenient moments. Getting up in the night becomes a way of life. Prostate enlargement can be treated both surgically and medically. The most common surgical approach is called transurethral resection of the prostate, or TURP. Working through the urethra, surgeons trim away the tissue surrounding the urinary tube, widening the passage. Possible side effects include impotence and partial incontinence, but these are rare. The non-surgical option is a medicine called Proscar, or finasteride. It works by blocking the conversion of the hormone testosterone into a substance that promotes prostate growth. Over time, the treatment can shrink the prostate and increase urinary flow, although the improvement may not be good enough to provide relief.

Prostate cancer is an entirely different disease, although like prostate enlargement, it ordinarily does not become evident until men reach their 50s, 60s or 70s. A man can have both diseases at the same time. The most common ways to find prostate cancer are the PSA blood test and the digital rectal exam. If these turn up suspicious results, the next step is a biopsy. This involves inserting a needle, guided by ultrasound, through the rectum into the prostate. If the biopsy shows cancer, doctors may perform other tests, such as a bone scan, in an attempt to learn whether it has spread outside the prostate. The most common treatment options are: --Radical prostatectomy. Surgical removal of the prostate.

--Radiation therapy. Often reserved for men not considered good candidates for surgery. Involves focusing a radiation beam on the prostate or implanting radioactive pellets directly into it.

Watchful waiting. Patients are monitored, but -receive no immediate treatment.

--Hormone therapy. Often used after cancer has already spread. Blocks action of male hormones.

TARPA TOPICS....JULY 1995.. PAGE 58

When is it an Emergency?

New Bacteria May Be New Hazard

How serious is a sudden pain? How many times have you experienced pain but ignored or dismissed it? As we age, failing to act quickly could be the difference between life or death. The following ways may help judge the seriousness of pain. Following tips from a Blue Cross/Blue Shield article!

Sign #1: Severity. Obviously, the more severe the pain, the more serious the illness or injury. Exceptions; a pulled muscle may hurt like heck but is not usually that serious. But a heart attack, on often causes only mild pain.

Sign #2: New or different pain. Most of us have become use to "normal " aches and pains of aging; sore muscles after exercising or working out. But, if the pain is radically different, then it may be time for concern and medical advice.

Sign #3: Rapidity of onset. Rapid onset of pain can be an indicator of serious blood supply problems. A severe headache, unlike previous headaches, could be bleeding blood vessels in the brain.

Sign #4: Persistent pain. If the pain does not respond to simple treatments or pain relievers, medical attention may be advisable.

Sign #5: Other symptoms present in addition to the pain; like fever, nausea , vomiting, weakness or faintness. Many people may experience anxiety and create other symptoms.

Sign #6: Persons with higher risk of serious illness. A pre-existing medical condition requires more attention to pain. Have your doctors and hospital emergency phone numbers handy.

Remember: if in doubt, err on the side of caution!

Experts are warning that new bacteria strains that cannot be killed by present antibiotics could become a public health threat worse than AIDS, . Diseases considered undercontrol -tuberculosis, pneumonia, meningitis, staph infections -- are becoming unstoppable. Bacteria that now cause many common infections could become "supergerms" resistant to vancomycin and other drugs. Doctors eventually may have to resort to preantibiotic treatments: draining, or even cutting off, infected wounds. Hospital patients recovering from surgery, organ transplants, wounds, cancer or infections are at greatest risk of infection from a drug-resistant bacteria.

Bacteria are naturally plentiful and normally beneficial in the human body, but when its balance is disrupted by antibiotic treatment, surgery or serious illness, infection often follows. Within a few years of penicillin going on the market in 1940, microbes began evolving into resistant forms through random genetic mutation. Penicillin-resistant strains of pneumococcus have become common worldwide over the last 15 years, and about 85 percent of all types of bacteria responsible for U.S. hospitalacquired infections have developed resistance. Modern medicine is partly to blame, because of overuse of antibiotics in this country and Europe. Those antibiotics kill off the weakest bacteria, leaving the hardiest to become more dominant, particularly if patients stop taking medicine when they begin to feel better. Some experts also blame the practice of feeding U.S. livestock and chickens huge quantities of antibiotics to boost food production.

TARPA TOPICS.... JULY 1995.. PAGE 59

Report: World Threatened By TB

MDs Study Heart Transplants

Is an out-of-control tuberculosis pandemic is looming worldwide? Based on World Health Organization reports, programs aimed at controlling TB are worsening because drugs aren't getting to patients. Two years ago WHO took the unprecedented step of declaring a global emergency because of a disease: tuberculosis. Since then, the situation has severely worsened. In particular, WHO reports TB is spreading in wealthy countries, and "the disease has regained a sizeable beachhead in the industrialized world."

Migration and international business and tourist travel are fueling spread of TB strains between rich and poor countries. The WHO report predicts that 30 million people will die of tuberculosis over the next 10 years and 90 million will become newly infected with mycobacterium tuberculosis.

New cases of tuberculosis will spring up at a rate of one per second around the world unless every nation starts making sure infected people take their medicine.

The WHO report called TB the leading single-infection killer of adults, taking 3 million lives a year. The report estimated that as many as 100 million people carry drug-resistant strains. The disease remains the "world's most neglected health crisis " .

A study in the journal Transplantation reports the death rate for heart transplant patients is 20 percent lower in medical centers approved by the government to perform the complex procedure for Medicare patients. The probability of death for patients who received a transplant at a facility not approved by Medicare was 9.2 percent within 30 days and 19.2 percent within one year. Researchers found the difference in mortality was largely due to a higher incidence of graft failure among patients in hospitals that lacked Medicare's special approval. Such failures arise from inherent defects or non-viability of the donor organ, as opposed to infection or organ rejection.

They did not have the data to determine how much hospital-specific factors such as organ preservation and surgical technique contributed to the graft failures. The study reviewed 9,401 heart transplants in 140 medical centers between 1986 and 1991.

Medicare has approved 73 hospitals and medical centers in 31 states and the District of Columbia to perform heart transplants on Medicare beneficiaries.

TARPA TOPICS....JULY 1995 .. PAGE 60

SHORT

ONES!

Medicare Bills Will Double!

The baby boomers who turn 65 in the year 2020 will cost Medicare an estimated $210 billion before they die, almost double the expense of caring for folks who passed this milestone in 1990.

The reason: the sheer number of people who will become the federal program's responsibility in 2020. Medicare expenses of people who turned 65 in 1990 will total $53,256 each.

Exercise improves hearing.

I said your HEARING! A recent study reported that people who were physically fit had only half the loss compared with those who were not fit. The good news is you don't have to be a gym jock to benefit from exercise. Exercising allows more oxygen rich blood to be pumped to distant small areas, like the inner ear.

There is also an increase in stress proteins which protect the tissues of the inner ear. Might help your marriage, too .

Caution: Lower the volume on your Walkman!

Help, I've fallen and can't get up!

Researchers at Northwest Hospital in Seattle found that older people who exercised daily for eight to 12 weeks cut their risk of falls by 39%. Those who exercised sporadically reduced their risks by 12%, while those that did nothing increased their risks by 5%. Even simple, no-sweat regular exercises can increase strength, balance and endurance.

FOOD-WHAT'S BAD Apple juice. Sugary, no vitamin C unless it's fortified. Can cause diarrhea in young children.

Cottage cheese. Has about 40% fat by calories with little calcium. Buy no-fat!

Cream cheese. Fatty as butter or margerine but low calcium and protein.

Processed dried "fruit" snacks.

Contain more sugar than fruit.

Iceberg lettuce. Have little vitamin A and C, low in fiber.

Muffins. May contain more fat and calories than donuts or Danish.

FOOD-WHAT'S GOOD Eggs. High in protein with half the fat of a tablespoon of many salad dressings.

Limit, 3-4 a week.

Jelly. Half the calories of butter or margerine and fat-free.

Pizza. Fairly well-balanced when topped with low-fat cheese, tomato sauce, and veggies. Avoid sausage, pepperoni and beef toppings.

Thanks to those Onliners that sent me E-Mail. The Internet and other commercial online services is a great way for TARPA members to get information and keep in touch with each other. How about a TARPA Home Page on the Internet? For travel tips on the Web, try; ftp://ftp.cc.unmanitoba.ca/rectravel/online-info.html For State Department advisories try; http://www.stolaf.edulnetwork/travel -advisories.html I am on Prodigy, ID# TGSV43A. My Internet address TGSV43A@ Prodigy.COM Til next time, stay healthly.

TARPA TOPICS....JULY 1995 .. PAGE 61

BEFORE WHAT

TO

DO

WHEN

^

A

LOVED

ONE

DIES

We have altered the title because after the fact is too late. The real message is: organize your affairs NOW, so that your heirs will not be left to solve a puzzle with missing pieces.

The problem is not what to do, or how to do it, simply the resolve to get started. Spouses, add your items to the list. Too often we hear the lament afterwards, We were going to do it, but just didn 't get around to it.

One doesn't need a multi-page check list or a computer program, or an estate consultant. Only two items are necessary; paper and pencil, with one thought that serves as an on going test. Could a stranger pick up my paper work and settle my estate as I would like to have it done? With that in mind, get started. It is amazing how much we take for granted; that our spouse and/or children know about everything we own, where it is located, what it is worth, and who or where to write or call to take possession of the item, or obtain more information. "

"

A will or a trust that outlines who is to receive what, is of little value if the what cannot be located (where can the will or trust be found?). Put the pencil to the paper and list each asset you own or have an interest in, with numbers & a description. Where is it located? Identify a person that could be helpful for that item (broker, banker, insurance man, etc.) list their name address and phone number. By all means list the location of keys, and label them. That will save the cost of a lock smith, or the frustration of an unlabeled key with no idea of where the lock might be. Approximate value is of prime importance for items whose worth is not obvious, such as coin or stamp collections, heirlooms, antiques, jewelry, etc. This will prevent a $500 dollar offer being accepted for a $5000. item. Now is the time to check the listed beneficiary on insurance, accounts, retirement, and anyplace one should be. Would it be wise to add a contigent beneficiary?

The list should include where each of your important papers are, such as birth and marriage certificates, deeds, IOU's, receipts or registration papers for cars and For your expensive items, insurance policies, military papers, and cemetery lots. heir(s), list the data for those who should be notified.

• TWA Benefits, 816-464-6437 • ALPA Membership, 703-689-4153 • •

Social Security Relatives, friends, fraternal or social clubs, or whoever.

TWA Benefits will notify the DAP and A-Plan, thus only one copy of a certified death certificate will be required. They will also be required for securities, insurance polices, etc. not owned by your trust. If you do not have a trust, attend one of the many free seminars that are offered. It will be worth your effort to determine if you should have one.

A thoughtful note would include your personal data and numbers and information for an obituary such as birth place, parents, other family members, education, career(s), military service, fraternal or other societies, honors, hobbys, accomplishments, whatever you would like known or remembered. No one is better qualified than you to do that. It will be a great help when needed.

R. C. Sherman 6/95 TARPA TOPICS....JULY 1995 .. PAGE 62

WHAT

ON

THE

I

HEAR

GRAPEVINE!

Hank Gastrich 2480 Hilton Head Place #2145 El Cajon, CA 92019-4458 Tel : 619-588-2578 Fax: 619-588-4665 I had the pleasure of attending Hello Tarpans! the TWA Seniors AGM dinner at the RIO Hotel and Casino earlier this month and the opportunity to get to see and/or be with several TARPANS who also attended. Unfortunately, I have no pictures to prove "I was there" although I did take half a dozen or so. Problem was, I used my "new" camera (I've had it less than 4 years) and did not remove the "built-in " lens cover ... because ... I didn't know there was one!

I hope we all have completed plans to attend the 1995 CONVENTION. While I'm sure there will be much more concerning the Palo Alto Party in this issue, let me remind you again, the dates are September 10, 11, 12 and 13. (Sunday through Wednesday). I'm looking forward to being there for the entire time (which will be a first for me) and I am hoping to get a lot of pictures ... of more than the inside of the camera lens cover.

I trust you all will note this issue of the Grapevine will be somewhat shorter than the last! I received some terrific pictures and excellent letters, but I can still use more. Note that I added a FAX number so now you do not even have to lick a stamp. Let us all know how you are ... what you're doing with who ... to who ... etc. Tell us about your golf scores and the fish you caught. I promise to take 10 off any golf score and add 10 (pounds or inches) to any fish you send in. Write a parody (you all know what a parody is - your own words to an already published song); I've written one for Nick to give Reba, just to show you how easy it is. It's called "My Secret Love" and sang to the melody of "My Secret Love," albeit, unlike Doris Day ever sang it. It goes: Once I had a secret love. Who wore a nylon negligee.

When our night of love was through, she said, " I didn't have to pay?"

I asked her why her love was free? She said, "Sealy Mattress sponsors me!"

Last night we were on channel four. My secret love's no secret anymore!

As you can tell, I have struggled mightily to get to the bottom of this page. In fact, you could say I have had "Writer's Block!" from the top of the page. But let's get on to the Grapevine. I promise you ... it really does get better!

TARPA TOPICS....JULY 1995 .. PAGE 63

GRAPEVINE (July - cont'd) KEN FAIRCHILD Morehead City, NC Dear Dick, We haven't found any TWA pilots in our area except Danny and Linda Klowaski. Dan went out medical a few years ago and I retired at 57 in 1991. Still married to my TWA F/A red head (Margaret Ann Cobb). I run several charter boats (Airline Captain to Boat Captain). U.S.C.G MASTER. Margaret is a professional clown - Ringling, Barnum-Bailey type!

Our best to all, Capt. Ken Fairchild Boat Delivery

Charter Fishing Captain "Ken" Fairchild U.S.C.G. Lic. Master 3702 Oxford Ct. Morehead City, NC 28557 (919) 726-6799 Private Instruction

Area Familiarization

Santa Maria, CA HARRY F. CLARK Dear Dick, Enclosed is my check for the 1995 dues. I fired up my trusty "Quicken" as soon as I received the March issue and sure 'nuff , 1994 was the last payment.

I am making plans for the convention but there are a couple of potential conflicts which I'll have to resolve before I can commit to attend.

Thanks for all of your good work -- it is sincerely appreciated.

Best Regards,

Norwood, MA

GEORGE DREW

Hank, These are photos from an MEC Meeting held at the Miramar Hotel in LAX. Captain Floyd Hall was the MEC Chairman. This was also the first retirement party! A good assembly of stalwarts.

Question? Where did all the young, skinny pilots go? (Ed. Note: Whoever can answer, let me know. I'll take young or skinny!)

Ralph Damon did bring some quality to TWA, didn't he? I don't remember seeing the enclosed photo in TARPA TOPICS, so if you can use it, fine.

(It was necessary to "trim" the photos to get them on two pages. Nothing but some wall and draperies have been cut, but ... WHO is WHO? In other words, were YOU at this party?)

TARPA TOPICS....JULY 1995 .. PAGE 64

GRAPEVINE (July - cont'd) Kansas City, MO

FRANK FITZGIBBON

Dear Dick, Since Dan Richter seems to be in first place for paying dues, I am trying for last place, hoping for the consolation prize.

This is the first time in my life I've forgotten to pay on time.(Be alert for lightning bolts)!

As ever

NONSENSE? Captain (very bored - to first officer): Did you ever see anyone slow-roll a B767?

First Officer : Come on!You know you can't do that! : I mean it. Watch!!!

Captain (sitting up-right) Looming

Pause

: Well I'll be Gosh darned!

First Officer Co-pilots really talk like that Louisburg, KS D. O. SMITH Dear Hank, Thanks for taking on the TARPA work. Sorry to read of Roy Van Etten's passing. He was hired one day after me ... 50 years ago. He stated to me so many times, "he worked so hard for the pilots because of the great injustice in seniority to the pilots hired in DCA." I am fine Spend 3 to 4 days a week banking. The other days playing with my cows.

Thanks again, Ed's Note: Thanks for the letter D.O. I remember flying with you! And a suggestion if you don't mind.

Do NOT take the TOPICS to the bank where a customer might read it! I thought I had a "picture" of four cows playing bridge ... but all I could find was this picture of a guy in a fancy suit trying to "gift wrap" a bull!

TARPA TOPICS....JULY 1995 .. PAGE 67

GRAPEVINE (July - cont'd) Moraga, CA RUSS BOWEN Dear Dick, I apologize for being tardy but I'm sure you will forgive a balding eagle. Incidentally, I like Bill Dixon's idea of establishing a new status - the "Golden Eagle." Gay and I enjoy the TOPICS and we appreciate all that you TARPA guys have done and are doing. See you in Palo Alto!

Russ Bowen New Telephone area code - 510-376-1451 Los Altos, CA JOHN D. MILNER Dear Richard: " I surely don't want to be the only one not paying his share for a "bang-up job all of you are doing! S00000, enclosed find cheque for 1995 dues. Will keep them coming to you.

I drove down to Los Gatos last week and had a short visit with Harold Neuman. He is pretty weak and do not believe he fully knew who I was. Just thought this might be late news.

Regards,

Nashville, TN MURRAY "NICK" NICHOLSON Chuck, What a great job you guys are doing. I always look forward to TARPA and finding out about all the "great ones" I used to fly with.

Since retirement I've been flying the Hawker (HS 125-400A) for Starstruck Aviation (Reba McEntire) airplane, and enjoying General Aviation Part 91 and 135. Been full circle starting in Naval Aviation in 1956; 27 years with the greatest airline, "ole TWA" and now with GA Am about to undergo operation for throat cancer. Wish me luck. Hope to see you all in SFO in Sept.

Best regards,

I really envy you; not only flying a HS125, but being with Reba and group ... I love those cowboy songs. Like, "He Even Woke Me Up To Say Goodbye" and "Leaving You Is Easier Than Wishing You We're Gone." Or, "Your Wife " Is Cheating On Us Again!" and the always popular "If I Don't Love You. Grits Ain't Groceries.

Boulder City, NV H. E. NICK NICHOLS Dear Dick, I have just received the March issue of TARPA TOPICS which reminds me I have not been

TARPA TOPICS....JULY 1995 .. PAGE 68

GRAPEVINE (July - cont'd) elevated to EAGLE STATUS. I was born October 6, 1919 so passed my 75th birthday last October. I realized that Eagles do not have to pay dues per our by-laws so am enclosing my check as a contribution to TARPA to help defray the cost and mailing of the magazine.

I also want to add my congratulations and thanks to that of so many others for the fine magazine that TARPA publishes. Thanks to all the past and present people who have done so much time consuming work to give so much pleasure to all of us RETIREE'S. Sorry but I will not be able to attend the convention in SFO this fall. September and October are my big fishing months and we will still be in Montana at convention time.

Ed's. Note: Nick, we'll miss you in Palo Alto in September. Oh yes, what you see is "bait" for those who fish the waters in and around Palo Alto!

Towanda, PA GEORGE A. SEABORG Dear Dick, Just a short note and my dues for '95. I enjoyed the article about the 404. I was visiting a small airfield north of Douglas, AZ. and happened to see an old 202 there, but it wasn't in nearly as good condition as the one you saw in Vegas. I've forgotten the number of it, but it had been used by Southern, or somebody; not real sure of that.

By the way, I'm not sure if you can handle this or not, but I have a different telephone number than as advertised in the TARPA TOPICS. It is: (717) - 265-2135.

Hope all well with you, and in good health. NOT sure of when my Navy reunion is, but if no conflict will probably see you in San Fran.

Sincerely,

JOE H. BARTLING Dear Dick,

Paris, France

Seems that I have to be reminded every year so maybe I better pay a year in advance. Anyway, that will keep me in arrears only half of the time. So now I can relax until 1997. What a great TARPA TOPICS. I enjoy them all but the format and great articles really keep me chuckling this particular issue. Seems it gets better all the time - really professional.

Keep up the good work. Maybe I'll get to the convention this year.

Best regards,

TARPA TOPICS.... JULY 1995.. PAGE 69

'

GRAPEVINE (July - cont d) JOHN R. STEVENS

Kansas City, MO

TARPA TOPICS.... JULY 1995 .. PAGE 70

GRAPEVINE (July - cont'd) Pittsburgh, PA EDWARD MELLON Dear Sir: I would like to renew my TARPA Subscription. Enclosed find a check in the amount of $30.00.

Even though I am 77 years old, I still like to read about all the articles in the TARPA magazine.

Edward Mellon 1217 Penn Avenue Address Change: Pittsburgh, PA 15222 Tel:(412)-281-0977

LARRY HAAKE

Somonauk, IL

Larry telephoned me at work early Wednesday morning on 29 March. As glad as I was to hear from Larry, his call was to advise me of the sad news that his wife Terri (Theresa) had died earlier that morning (0200) from the bone marrow cancer that had beset her for the past five years or more. The news was especially disheartening for me since my wife Mary Lee and I had met Larry and Terri along with TWA Captain (retired LAX/JFK) Bob Kane back in 1950 in San Diego.

We were all members of VA 923, an attack squadron called to duty during the Korean War within days after UN troops became involved. We had some fine times together and I especially remember being introduced to "pizza" at Pernicano's Pizza Parlor near Larry and Tern's home in Balboa Park in San Diego.

A "requiem mass" for Terri was held by Father Vincent Haselhorst at St. Boniface Church in Germantown, Illinois. Terri would have been 70 years old in November and they were approaching their 48th wedding anniversary. I especially share Larry's pain since my own wife Mary Lee passed away 10 years ago last February. I wish I could tell him that the pain departs, but it doesn't. There is solace however in the knowledge that for Terri, as for Mary Lee, the suffering has ended.

JAMES R. FEIL

Sonoma, CA

! Are the dues free for Since Im late, I would pay past 1999 but my checks only go up to 19 the year 2000 & beyond? Chuckle - Chuckle.

Thanks for the great service. I'm 59 1/2 this month so I will have to wait for September schedule to see about Palo Alto -- Respectfully, Note from treasurer. Jim has paid through 1999. Looks like Dan Richter will have to be second for a few years. Note from editor: Now that I think of it, 1995 money is probably better than 1999 money will be!

TARPA TOPICS....JULY 1995 .. PAGE 71

GRAPEVINE (July - cont'd) LOU GORCZYCA Dear Henry,

Laguna Nigel, CA

I would like to inform our TWA friends that Marianne, my wife of 36 years passed away on February 7, 1995. Marianne, a TWA Hostess from 1956 through 1960 died from the complications of ALS (Lou Gehrig's disease). Services for the internment were held in St. Timothy's church by Father Bruce Lavery.

Sincerely, Louis Gorczyca Ed's, Note: I knew there was something about this job I was not going to like. Lou, you know you have all Tarpan's sincere sympathy; we share your hurt. I just wish there was more to be said. Hank

ROBERT ALLARDYCE Pittsfield, MA Dear Hank, Enclosed is a photocopy of an article in the current issue of the International Journal of Intelligence and Counter Intelligence (I underline "current," because it only hit the mails two weeks ago.)

I'm forwarding this copy for your personal perusal.

You will note an article by James Gollin, "Stirring Up The Past: KAL Flight 007." Jim and I are and have been partners since October 1983. Jim is a professional investigative writer. I'm me.

My thought was that you might want to mention the article (book upcoming). Anyone who is interested in a reprint of this enclosure, I'll be happy to respond to requests. I'll need $5.00 for cost of reproductions and mailing.

Meanwhile, enjoy the convention and the upcoming summer.

Warm personal regards,

JIM SCHMITT Dear TARPA Grapevine,

Cream Ridge, NJ

Just finished reading "Den of Lions" by Terry Anderson, the journalist held in chains for seven years in Lebanon. Its a good review of the USA Mideast screwups for that period of time.

On the home front, my 8 acre organic farm is more and more productive and I share some of the food with my gal friend. We have something sacred between us - we both pay alimony. It is good for her because she's some sort of liberal feminist. I guess it would be a waste of time chasing someone who thinks as I do ...Anyway, life is great! I am in excellent health and avoid doctors religiously except when I break a rib or something! My last real physical was in 1984. I am fairly active in Rotary, The Circumnavigators Club, and Mensa. My kids are all well off and my crazy 71 year old sister is sailing her own boat around the world - in Thailand at present.

Good luck to all,

TARPA TOPICS....JULY 1995 .. PAGE 72

GRAPEVINE (July - cont'd) GORDON HARGIS Fort Worth, TX Dear Hank, As probably a matter of no interest, I have "conjured up" the solution to the "Dog Factor" equation that was in some of the material I sent you. You figger the average "x" in the geostrophic wind equation, which is V w = K(D2 - D1) / d ... (Ed.'s Note: you're right Gordon, everyone will not be interested in this information; those who do will contact you personally!)

I went to MKC Monday - only took 12 hours via STL account x caused 2 Cx's at DFW and subsequent full pay passenger loads, also one Cx to MCI at STL, finally got on F323 and arrived MCI at 2055. To get 3 landings in "SavaConnie" 37C. Our "mean Check Pilot" Charlie Gatchet massaged John Hatcher, Dick McMahon and me; then gave 3 right seat landings to John Pew who is a flight engineer on the 1049 and is now qualified as co-pilot. Took 72 minutes for 8 touch and go plus 4 full stop landings.

Flew close patterns, and with no other traffic, saved gas.

Regards, P.S. Think I mentioned before that W. J. Kajenski, the last remaining "old" hire retires 6-7-95. GH BILL DIXON San Jose, CA "Note on back of photo:" Captain Jim Elkan and F/O Chris McMillan were among those on TWA flights arriving and departing SJC airport on Valentine's day. They were met by TWA Seniors who thanked passengers for using TWA. Pictured with Jim and Chris are: Retired Captains Bud Elliott, Bill Mehew and Terry Rager.

TARPA TOPICS....JULY 1995 .. PAGE 73

GRAPEVINE (July - cont'd) Santa Barbara, CA CHARLES DAVIS What about this? The photo enclosed has a purpose. An idea for the publication. How about " Guess Who?" This shot came in to existence in 1935 at the Kansas City Fairfax Airport. It is an Aeronca C-3. The reason I look so remorse is because I had just blown my only five bucks on my first flying lesson and didn't have car fare home. I was 16. That "thing" sticking up from the top of my head is not a growth but a spar securing two guy wires that are attachedto the wing tips. Two cylinders and a spacious cabin with accommodations for two, side by side. You probably already knew all this.

Sincerely, Ed's Note: Thanks for the letter ... and photo Black Dog. I remember flying with you!! I never thought that thing on your head was a growth. I always thought it was an antenna ... so you could keep in touch with the folks back on your planet!

WAYNE SEVERSON Mission, KS Dear Hank, Possibly some of the enclosed jokes could help out Mr. Grapevine Editor - hope you find enjoyment doing it.

Wayne Ed's Note: Wayne included a page plus of "one-liners" (probably stolen from an Improv show he went to) to use as "fillers." One I just found ... too late for D. O. Smith and his cows is: Two farmers each claimed ownership of a cow. While one pulled at it's head and the other at it's tail, the cow was being milked by a lawyer. W. S. Thanks Wayne. I'll use more of yours throughout ... and blame them all on you. lone, CA ORMOND L. HOWARD Dear Dick, Sorry I'm late with 95 dues. I had forgotten that I had forgotten. Pretty god, huh?

No changes up here on the "Shoestring" cattle ranch. (Ed's. Note: Teach those cattle to play Bridge or something. Seems to "keep 'em contented in Kansas).

TARPA TOPICS....JULY 1995 .. PAGE 74

GRAPEVINE (July - coned) Thanks for a fine publication, Our best, Ormond Incline Village, NV

GUY A. FORTIER

Dear Hank, Congratulations to all on the March/95 issue of the TOPICS. It's a knockout ... especially with a color cover of the most beautiful bridge in the world (ex-SFO pilots' opinion).

I've got a 1943 Stearman N2S2, which I keep in Oshkosh, and commute from my home in Nevada to fly. (Some guys just can't get over a bad habit, like commuting across the country to fly).

Actually, the thing flys a lot better at 950' field elevation than at 4,500' around Reno/Tahoe.

It is an award winner from EAA Oshkosh in 1991. "OUTSTANDING WWII MILITARY TRAINER" and Galesburg, IL annual Stearman fly-in "BEST STEARMAN N2S" of the same year.

I went from flying the worlds' largest Boeing (TWA-747) to flying one of the oldest ... guess which is more fun??!! We barnstorm with it each summer from May through October throughout Wisconsin giving rides. Hope to see you at Palo Alto.

Best regards, Guy A. Fortier

TARPA TOPICS....JULY 1995 .. PAGE 75

GRAPEVINE (July - cont'd) THOMAS J. RINGLEIN

Mokelumne Hill. CA

Thomas J. Ringlein 7367 Highway 26 Mokelumne Hill, CA 95245 (209)286-1244

May 1, 1995 Dear Dick,

Dear Thomas, Spring is sprung, The grass is riz, I don't know where The dues money is.

There is good news That cheers us allWe got your dues Your on the ball!

Your letter said My dues was due, And I had better Agree to renew.

Forget the letter Tho' not in error We all feel better With "Pay to Bearer."

You thought I might Have mailed it in, I checked my records, It is not within.

Dick sent your note, He did not lose it, Few others wrote, I had to use it!

My records stink, They always did, So here ' s your check For twenty five Quid.

Your records straight No longer sick...

But don't be late In ninety six!

Keep the good news coming.

Keep the annual dues coming,

The Sandhill Aviator

The Grapevine Editor,

Thomas J. Ringlein

Hank Gastrich STRETCH BOEING 767

TARPA TOPICS....JULY 1995 .. PAGE 76

GRAPEVINE (July - cont'd) Levittown, NY "GOLDY" GOLDTHORPE Dear Hank, Congratulations on your new "Grapevine." It contained interesting, informative and humorous bits and pieces which I'm sure TARPA TOPICS' readers enjoyed. I know I did.

The "Grapevine " has always been the No. 1 department of the TOPICS. We are all eager to read comments from old friends and fellow TARPA members some of whom we haven't heard of for years.

Thanks for accepting the job.

I particularly enjoyed your comments on Ed Betts' letter in the March TOPICS. Ed has just been through an exceedingly hard time with all his eye problems and then being struck by an auto not long ago.

Like you said: "Let's all hope Ed recovers completely and quickly. Thanks again Ed. You were and are No. 1 ..." Amen.

But Ed hasn't lost his sense of humor in spite of all the bad luck. Like he told President Davies, following the auto accident, that "he wishes he had paid more attention when he was in bull fighting school."

Also I feel sure Ed got a kick out of your reference to his gourmet catering service on DC-4 cargo flights. When an F/O would rather enjoy his Captain's food service more than the left seat, well, the grub just had to be great! Cargo crews in DC-3 days usually weren't so lucky. Like the time "Cy" Gates and his F/O went from ready-to-dine to when-do-we-eat to finally becoming so ravishingly hungry that they made an unauthorized (by TWA) landing at Harrisburg for an early morning snack.

Thumbs up,

"Income tax had made more liars out of Americans than golf." Will Rogers and W. S. "The older I get, the better I used to be." Lee Trevino and W. S. The trouble with the future is it keeps getting closer and closer. Anon and W. S. PAUL E. McNEW Hello Hank,

Mesa, AZ

Four of us started flying for United Blood Services Lab in Scottsdale. They now have about 24 pilots donating their time and aircraft for blood pickup from blood drives at outlying cities. They also handle emergency flights. Four women are now on the team and about 80% of flights, including emergency flights are at night. All flights are VFR. I flew the first trip and went to INW. Very nostalgic as the original terminal building used by TWA in DC-2 days is still there. I also flew the 1001 trip. Also carried blood for an emergency trip ... a 62-car pileup east of Flagstaff required seven boxes and the boxes were at the Flagstaff hospital ... two hours away.

I was one of two pilots leaving Yuma about 2130 in a 172RG. About 35 west of Gila Bend, the engine quit smoothly and came back on smoothly .,, repeatedly. Used carb heat - switched tanks - used

TARPA TOPICS....JULY 1995 .. PAGE 77

GRAPEVINE (July - cont'd) boost pump - and pumped throttle to no avail. By the time I decided to land at GBN, the engine was only running about 20% of the time. Keyed the mike 5 times. saw the lights come on and landed. Even taxiing in to park the engine was erratic. Later found the problem was dual mag trouble. Other failures, i.e., alternator at night, radios, lights and oil leaks like a Wright 3350 all added to the title of this.

Best to you and yours,

Santa Ana, CA DON HALVERSON Same old car; same phone (714-541-9040); New wife (Donna M. 2 July 1994) Check list complete.

Capt. Don Halverson CLAUDE GIRARD

Paris, France

Dear Hank, It's about time I would tell you, your predecessors and TARPA in general how much I have enjoyed all the articles which have appeared in TARPA. If I didn't do it earlier, it is simply that I have left to purchase a PC ... and I hate to write as much as you probably hate to read hand writing! Anyway you guys, all of you have and are doing an outstanding job ... my hat is off.

Going through old files I found a copy of an article which appeared in a 1987 magazine which I " thought might be of interest to TARPA as it covers a one of it's kind" aircraft and another first for TWA. This article is fairly factual. Larry Trimble, at the time, Director of Operations overseas did the ferry from TLV (Tel Aviv) to Paris with Captain Gordie Granger.

True enough, it operated under an Ethiopian registration and for obvious reasons, it just didn't meet FAA criteria. (Ed's note: Neither did the DC-3!) Following extensive upgrading I flew the FAA certification test flights on May 3 and 4 1960 with Bob Meyerburg of the Branch FAA Aircraft Certification group. Besides the station mentioned, in those days TWA was also flying to Basra, (Capt.

Neal Lytle will remember the closure of Basra), Dhahran (wonder who was waiting for us Oct. 17, 1959, engine failure Plane 321), Bombay, Manila (105 hrs. hard hours in 12 days..!), Entebbe, Dar el Salaam, Nairobi, etc.

I guess I could carry on but that would be boring. I'll just conclude by saying that indeed we had a C47 ETT12 again inspired by Larry Trimble. Besides Trimble, I list the other Captains that I flew with: Joe Carr, Neal Lytle, Gordie Granger, Swede Golien, after 1960 , Jack Robertson, John Nevins, Tom Anderson who besides Larry provided some relief for me.

As we approach the 50th anniversary of TWA overseas operation I think we should ask Larry Trimble to give TARPA an article on the International Operation which he actually pioneered, I can assure you it would be a thriller...

Things have been rather quiet this side of the ocean ... should anyone come overseas please have them call me ... either in Paris at the address in the TARPA directory or Tel (331) 42462881 or in FRA at the Arabella Couglin Hotel, Tel 496966330. Thereafter at the Arabella Busing Calais Hotel which

TARPA TOPICS....JULY 1995 .. PAGE 78

GRAPEVINE (July - cont'd) Dorothea (my wife) will be running (opening August '95) and where we will have an apartment. I split my time somewhat evenly between PAR and FRA. Hope to see you soon, All the Best

P.S. 1958 was the peak year with 103 unscheduled engine changes overseas!!! I can assure you a couple of guys were mighty glad to see me successfully complete the TWA student Captain course (Martin 404) Oct, 1957. Same class as Lou Thompson, Campbell, etc.

"ONTOS" - TWA 5551 "ONTOS" translates from Greek to "The Thing." And what a "thing" it was! Built in 1945 by Fairchild as the C82A Packet, it became known as the "Flying Boxcar." The facility with which "bulky" items could be loaded into the almost-ground level cargo area made it a godsend to TWA as an engine carrier. Paris-based, ONTOS served faithfully for almost sixteen years ferrying good engines to downed aircraft from the Azores (where I was part of a crew to welcome her) to Iceland, and east as far as Bombay.

Originally, it was registered in Ethiopia because it could not meet CAA T-category performance requirements. Neither could the DC-3! However, in September, 1960 it was re-registered to TWA as N9701F, and it was then ONTOS acquired a TWA logo, paint job and a more powerful J-34-WE-34 Westinghouse "JATO" engine to accompany the pair of P & W R-2800's. Sadly, all good things must end and after almost sixteen years, ONTOS became "surplus" and was put up for sale. But I'm sure the spirit of ONTOS will always be a part of those who flew her as well as those "waiting for her."

TARPA TOPICS....JULY 1995 .. PAGE 79

GRAPEVINE (July - cont'd) DICK CARTER

Sulisun, CA

In the late 50's TWA commenced it's transition into the jet age. Training had started in Kansas City for the senior people who would fly the airplane. The TWA MEC met regularly to discuss the problems associated with this transition, not the least of which was the 3rd crew member situation, On this particular occasion the MEC was meeting in the Phillips Hotel in Kansas City, and coincidentally the council chairman from LAX, a very senior captain, was in jet school at the Training Center. He, to his credit, arranged his training schedule so that he could be in attendance at the MEC meetings.

This gentleman was known to pontificate and on this occasion chose to share his newly acquired knowledge with the MEC. His principle point this day was that fuel management would be absolutely critical to the operation, and there would be minimal fuel reserves at destination for holding. With great emphasis he stated that every jet airport had to, without exception, have two hilly serviceable ILS runways.

The MEC members were commencing to tune out at this point, but one member immediately recognized some parochial benefit. From the back of the room in a very low, plaintive voice, the question was asked, "Would it be all right if the Martin pilots used the ILS? " The meeting went out of order with laughter, and the copilot representative from Detroit was the hero of the day. A blow had been struck for juniority.

ENRICO DOTTIER! Richard,

Fountain Valley, CA

As President of the Twin Beech Association and as editor of our own newsletter, The BEECH EAGLE, I fully appreciate all of the effort put forth by the officers of TARPA. It was with deep regret that I noted the passing of Captain Roy Van Etten. I well remember his efforts and the early work in forming TARPA into a viable organization. Not many men get to see their vision put forth in such a forceful manner. TARPA is the very essence of what men like Roy and Captain Harry Molder had in mind. The early founders of TARPA were not out to receive recognition, but instead were looking into the future, surely some of their goals were to enhance and enrichen the lives of all of us. Roy in his own "wry" way certainly smiled when he thought of all the successes that TARPA came to represent.

I am enclosing a check ($30.00) for my dues.

Keep 'em flying,

Twin Beech Association P.O. Box 8186, Fountain Valley, CA 92728-8186

TARPA TOPICS....JULY 1995.. PAGE 80

714-964-4864

GRAPEVINE (July - cont'd) Sun City West, AZ NEUMAN RAMSEY Dear Hank, I thought you might be able to use these in the Grapevine column. The article appeared on a bulletin board of a training field outside London during WW II. The thing to do when in bad flying conditions, it appears, is to put a cat in the cockpit. Cats always remain upright, so the pilot merely has to see which way the cat leans to determine if the wings are level. Prudent aviators select an elderly cat, one which has used up eight of the nine lives and so, with only one to go, has as much to lose as the man at the controls. Young cats, with seven or eight lives in hand, are not to be depended on.

A further word of warning. The chosen cat must be clean and well groomed, as your grubby cat will want to spend all its time washing itself. Trying to follow a washing cat usually results in a tight snap roll followed by an inverted spin and structural wing damage.

Sincerely, Neuman Ramsey FRED WERNER Dick,

Malibu, CA

Had a couple of bad years. Radial prostatectomy in July '93, Orchiechtomy in October '93 and diagnosed with multiple sclerosis in May '94. Still playing golf twice a week so things are not that bad!

Fred Werner Ed ' s. Note: Okay now Fred, lets stick with a cold, flu and gout! Those I can spell!

MICKEY WIND Dear Dick,

Ormond Beach, FL

Since I was the baby of my class and have many years to go before I become an Eagle, I thought I'd pay my dues two years at a time! Oh yes, my unit # is 302 (on mailing label).

Thanks Mickey GREAT Mickey! We'll be looking forward to two years dues payment ... next year!

Who said, "Millions of people aren't working, but thank God they have jobs?"

My grandmother is 80 and doesn't need glasses! Drinks right out of the bottle!

Happiness is having a large, loving, caring family ... in another city

TARPA TOPICS....JULY 1995 .. PAGE 81

GRAPEVINE (July - cont'd) Hypoluxo, FL BILL HALLIDAY Dear Hank, Here are a few cartoons for possible use in an upcoming Grapevine. We have enjoyed the ones that have been used.

We tried to get to Paris on May 1' or 2'. The loads were so heavy (even overbooked) that we passed. Glad to hear good news regarding didn't try it. An opportunity had the loads though!

Health problems have bugged Hope to make it to Palo Alto in

me four or five years but quite OK now.

September.

HOPE TO SEE YOU IN SEPTEMBER!

Santa Rosa, CA JOHN A. SOULE Dear Richard A. Davis I' m sending you this check just so I can see "What in hell my old friend" Bill Dixon will think of next about me. I'm pushing 86 and still going strong.

Sincerely, F/E John H. Soule A few more of those Great Country and Western Songs Nick Nicholson will get to hear flying Reba around: "I Bought The Shoes That Just Walked Out On Me", and, "If You're Going To Do Me Wrong, Do It Right", and one more oldie but goodie, "Loving Here, Living There And Lying In Between"

TARPA TOPICS.... JULY 1995 .. PAGE 82

GRAPEVINE (July - cont ' d) Santa Paula, CA BOB VAN AUSDELL Dear Hank, V.J.Pieroni, Perry Schreffler and Yours Truly got on the horn and randomly called people we could think of who lived within an easy drive, or flight, from Santa Paula. Nothing fancy, no overnights, no politics, just get together and have lunch at the Airport Restaurant and have a few laffs.

We decided to have Frank Busch as the centerfold. He's Senior to all of us and a true gentleman.

Frank had a stroke a few years ago and is unable to walk but it sure as hell didn't affect him upstairs. He's plenty sharp and visits the Santa Paula Airport almost daily.

Fifty bodies showed up, 41 of them pilots and/or flight engineers. Everyone signed the guest book and entered their age and estimated total flying time. The oldest was 92 and the youngest was 62. The flying time came to an astounding 1,054,500 hours! With 24 hours in a day that's 120.4 YEARS off this here earth!

All attendees were adamant about the affair being a roaring success and, since each individual is a clown in his own right, there were more laughs since the last time I flew with Chuck Stubbs!

Upper: Bob Van Ausdell and his Staggerwing Beech Lower: "Black Dog" Davis - Bob Duncan - Sport Horton - Bob Kropp Perry Schreffler - Bryce Hunt - Bob Oakley - Art Murphy - Ed Betts

TARPA TOPICS....JULY 1995 .. PAGE 83

GRAPEVINE (July - cont'd) SANTA CLARA MINI-REUNION = 120.4 FLYING YEARS! Group Picture on Next Page Front Row - Kneeling Left to Right: Dave McGauly-Carl Johnson-Chuck Poley-Unknown- Bob D uncan--Gil Davis-Ted Price-Perry "Orville" Schreffler-- Standing - Left to Right: Ted Hereford-Claire Hammitt-Art Murphy-Ben Young-DiDi Young-J.R. "Super Bob" Eads-Jane Parent-Lum Edwards-Jack Wallace-Charlie "Black Dog" Davis-Al Lusk-Bob Kropp-Bob Mueller-Bill Harrison-Bob Holman-Ron Trepas-Harry Meade-Idus Inglis-Jim Caba-Dick Ruble-Stu Nelson-Sport Horton-Unknown-Cliff Waschle- Dick Cruickshank-Helen McGarry-Bryce Hunt-Chuck Stubbs-Clay

Top row - Stu Nelson - Harry Meade - Jasper Solomon--Center - Lum Edwards - Ted Hereford - Bob Eads--Bottom - Ben Young - Didi Young - Dick Ruble

TARPA TOPICS....JULY 1995 .. PAGE 84

GRAPEVINE (July - cont'd) Santa Maria, CA

HARRY CLARK

Dear Hank, Many of the TWA crews who flew to Madrid will remember the restaurant Villa De Gredos and the jolly owner Jesus Burgos. It was about a block behind the hotel and a frequent gathering place for the crews at dinner time. I have sent Jesus one of my TWA calendars each year and did not receive the usual "thank you" and comments about his friends at TWA. A short time ago, I received a letter from his daughter which contains the bad news of the death of Jesus. Jesus was the "Jacky" of Madrid and will be missed by his many friends.

Best Regards, Harty

Delray Beach, FL DON EVANS Please note I retired 1 February 1995 after 36 years with TWA: It is/was a "good time" to go!! Nothing is the same. The Golden Age of Aviation is about 15 years behind me.

Valley Spring, CA

JIM GILMORE Dick,

Just a note to let you know I'm an Eagle now as I'm 76 years old. I really enjoy the TARPA magazine and thought I'd still send in my dues. I hope everyone my age will feel as good as I do about Sincerely, TARPA

Shawnee Mission, KS BEN BOYD Dear Dick, Enclosed is my check for "95" and "96." I never want to miss receiving my TARPA TOPICS. I am very honored, proud, and lucky to be a member of such a great group. Again, thank you very much.

Ben Boyd Anaheim, CA

RAY and LEE SCHRIBER

Ray had a massive stroke August 14, 1994 and is currently in a nursing home. I know Ray would appreciate hearing from his TWA friends, and for those who wish to drop Ray a line or two, the address is:

Park Vista Skilled Nursing Center 2525 Brea Blvd.

Fullerton, CA 92635-2787.

TARPA TOPICS....JULY 1995 .. PAGE 86

GRAPEVINE (July - cont'd) Ray is not ready (April 26, 1995) to return home yet - but he is doing much better.

Lee Schriber Ed's. Note: I spoke with Lee within the last week (May 25, 1995). Ray is improving, but will probably remain in the Nursing Center for some time longer and Lee who (reads the mail to him) feels sure he would enjoy hearing from all of us. So from all of us,

KEN WILLRICH

Incline Village, NV

Dear Dick, Since taking early retirement in '93, I've kept active by teaching safe boating class for the U. S. Power Squadron as well as playing clarinet in a concert band in San Diego. Played concerts in Balboa Park as well as at the "Cave" in La Jolla.

My best to all the TARPA workers.

NAVY PILOTS CAN RECEIVE FLIGHT TRAINING RECORDS! Anyone who was in Navy (or Marine and/or Flight Training Coast Guard) flight training can receive all Records Available of their flight training records by sending in the coupon or the same information. A friend of mine received his some time ago and said, " You'll be surprised at how close you came to washing out!" He of

course was talking of his

own records. I sent and only received a

for mine on 6 February blue card acknowledging in May, so it appears it

receipt of my request, will take several "marched off' one

months.

I know I helluva lot of demerits! I

figured if I flew 250 See ya next month and

hours, I marched 251!

WRITE! FAX!

CALL! I'll interpret!

TARPA TOPICS....JULY 1995 .. PAGE 87

A

LITTLE

STORY

This is a little story about four people named

Everybody,

Somebody,

Anybody

and

Nobody.

There was an important job to be done and Everybody was sure that Somebody would do it.

Anybody could have done it but Nobody did.

Somebody got angry about that because it was Everybody's job.

Everybody thought Anybody could do it but Nobody realized that Everybody wouldn't do it.

It ended up that Everybody blamed Somebody when Nobody did what Anybody could have done.

TARPA TOPICS....JULY 1995 .. PAGE 88

TOPICS

MAILBOX

104 Brae Court Suisun, CA 94585 March 22, 1995 Capt. Charles MacNab, Editor TARPA TOPICS 1865 Penny Royal Lane Wentzville, MO 63385 Dear Chuck: Here is a small item that you might be able to use for filler material. This was one of the lighter moments of the many MEC meetings that I attended over the years. If my memory served me, you were on the MEC about this time and may well have been at the meeting that I described.

Phares McFerren was the captain in this instance. Can't remember the copilot from Detroit who struck the blow for juniority. I wanted to be sure that I did not embarrass anyone living, so I checked the TARPA Memorial list for the date of Phares death. I could not find him in that list. His wife is listed in the addresses however. I am sending Ed Betts a copy of this, so perhaps he will check the Memorial List for a correction if needed.

The quality of the new "Topics" is outstanding. My thanks to you and the others who make this such a great organization and publication.

Best wishes, R.W. Carter cc:

Ed Betts Hank Gastrich

(Ed note: The "small item" Dick refers to is included in this month's edition of Hank's GRAPEVINE.)

TARPA TOPICS....JULY 1995 .. PAGE 89

TOPICS MAILBOX. cont'd.

Diane M. Millar 6101 Gardenridge Hollow, Austin, TX 78750, (512) 345-6467

February 23, 1995

Captain R. W. Widholm 286 Bow Line Drive Naples, Florida 33940

Dear Captain Widholm: June was kind enough to share your letter with me expressing TARPA ' s condolences on the recent loss of my father, Howard McClay.

As his eldest, I wanted to take a few moments to thank you for your correspondence and kind words about my Dad. He was indeed a fine gentleman and completely devoted to the well being of his fellow crew members, both in the service and his long career with TWA as well as his family. I know that his love of flying gave him many happy years with TWA. His sudden death was a shock to all of us, but in time I hope we will celebrate his life more than mourn his passing.

I believe my Dad would be honored to have TARPA make a contribution to the TWA Pilots Retirement Foundation in his name. He was most sensitive to those less fortunate than himself. Thank you for remembering him.

Sincerely,

Diane McClay-Millar

TARPA TOPICS....JULY 1995 PAGE 90

TOPICS MAILBOX , cont'd, 22 May, 1995 Captain William Compton TWA Board of Directors 515 N. Sixth Street St. Louis, MO 63101 Dear Captain Compton, My wife and I were at the TARPA Convention in STL last September and attended the banquet dinner. We listened to your speech and were impressed with your eloquent presentation. ' In talking with active and retired employees and in reading Mr. Thibaudeau s question and answer session in the Skyliner, December 1994, I have had time to ruminate on what exactly is the impact of the decision to give priority to 8 and 9 category passholders over 7R passholders.

I think the argument that the current employees have given, and are being asked to give, so much is a rather specious argument. In the history of TWA, the employees have historically rallied to give, of themselves, and to give concessions to keep TWA a viable airline.

I don't think the current employees are any more self-sacrificing than the early employees were. In fact, I can remember stories, from senior employees when I was first hired, that told of some very great sacrifices to keep TWA going. I was hired in April, 1956, and retired in March, 1989.

I 'm enclosing two reports, one for 1992 and the other for 1993. It is the status report relative to my participation in the "Ichan era" ESOP. You will notice that the ESOP I participated in (You and all the senior active Pilots were also in this plan) is now declared worthless.

The pass program (and the ACM program on TWA and now with almost every US Carrier) was something all pilots and employees coveted. As seniority grew we knew our passes would multiply until eventually we would earn a term pass.

To unilaterally give 8 and 9 category passholders priority over 7R passholders was shortsighted, in my view. Maybe it would be a good idea to include a short history on how passes for employees evolved on TWA and other airlines. And how other airlines treat their retirees.

I have never heard of another airline giving preference to employees of OAL's over their own retirees! Maybe you can rationalize or justify that, but I doubt it.

How do the senior TWA employees, that are due to retire in a year or two, feel about this policy change? Were they consulted?

I have heard that the current MEC is made up of primarily junior (8 & 9 category passholders) pilots. Is this true?

Finally, do you keep your Directors pass classification when you retire?

Sincerely, K.W. Rood, TWA - Captain, Retired

TARPA TOPICS....JULY 1995 .. PAGE 91

TOPICS MAILBOX. cont'd.

WILLIAM A. DIXON 8021 Pinot Noir Court San Jose, CA 95135 408-274-2798 April 3, 1995 Mr. Charles J. Thibaudeau Senior V.P., Employee Relations Trans World Airlines P.O. Box 20007 Kansas City, MO 64195 Dear Chuck: I know you are tired of the difficult and touchy subject of TWA passes, and so am I. But I can't ignore a letter brought to my attention, dated June, 1982, addressed to all TWA retirees by John Mock, manager-personnel benefits. The information conveyed was based on a letter written by Vice President D. J. Ryan on May 10, 1982.

A copy of Mock's letter is enclosed and I have highlighted a few portions. They are: (1) the enclosed p ass will become Your Permanent retiree boarding priority and will not be subject to further adjustment at or after a g e 65. and (2) "The Class 7R will board after active employees holdinq Class 7 passes." At that time, only employees with 1 5 years seniority were eligible for Class 7.

How do you reconcile the above promises, which I assume were made in good faith by a corporate officer, D.J. Ryan, with the recent change in pass priorities which places retirees behind all employees?

If the object of the new policy was to make travel on TWA easier for job commuters, and ease vacation travel, I suggest Class 5 positive passes be authorized for employee commuting associated with work (pilots also have jump seat authority), and for employee and dependent travel associated with scheduled vacations.

Other employee travel, and retiree travel, would revert to the situation existing prior to the recent downgrading of retiree passes.

An recent actual example of how unfair the present system can be, is seeing parents of a one-year employee taking the last two seats that would have otherwise been available to a 37-year seniority retiree and his wife.

While on the subject, it would be great to see TWA spearhead an effort that would Increase the company's revenue and benefit employees and retirees, by offering

TARPA TOPICS....JULY 1995 .. PAGE 92

TOPICS MAILBOX. contd.

Page 2, Thibaudeau from Dixon, 4/1/95

these two groups a positive coach, and premium class. 50 percent discount ticket off published tares.

This would include all types of fares: Non-refundable; 30-day advance purchase; etc. The retirees and employees would be bound by the same travel restrictions as regular passengers, but would pay only half the published fare. It wouldn't be used often, but on occasions when subject-tospace travel was risky, the 50 percent reduced fare would be appealing. There are IRS and other problems, but I have faith that you and your knowledgeable staff in the Central Pass Bureau would stand a good chance of overcoming them.

The IRS accepts the free travel and upgrades accruing to "frequent flyers", without taxing them, so why should reasonable positive reduced rate travel by employees and retirees on their own airlines be taxable? Corporations throughout the U.S. give all kinds of discounts to their people - on clothing and automobiles, for example.

Speaking as a person who spent 41 years with TWA, which included weathering WW2 and the Howard Hughes years, I seek your forbearance with my concerns and suggestions.

Sincerely,

William A. Dixon cpy: David Davies, President TARPA Robi Mueller, President, TWA Seniors

TARPA TOPICS....JULY 1995 .. PAGE 93

TOPICS MAILBOX. contd.

1646 Timberlake Manor Parkway Chesterfield, MO 63017 April 26, 1995

Mr. Jeffrey H. Erickson President & CEO Trans World Airlines, Inc. One City Centre, 19th Floor 515 North Sixth Street St. Louis, MO 63101 Dear Mr. Erickson: Last year I was involved in the planning and organizing of the TWA Anniversary Gala in St. Louis as a representative of TARPA. With your help, we were able to pay the cost of all five of the antique aircraft which appeared.

In the course of my activities, I had conversations with Officers of the Save-a-Connie group from Kansas City. They indicated a desire to return the paint scheme of the Lockheed Super G to the TWA design of its time. Recently, I understand attempts have been made to communicate with and, reach an agreement with TWA allowing for this.

Their Super G appears at numerous airshows before thousands of people every ear. It seems to me that it would be a great advertising vehicle for very little cost. However, the main purpose of this letter is to suggest that if TWA agrees to repainting the Super G Connie, it could be used to even greater advantage by flying to Paris and Rome next February for the fiftieth anniversary of TWA's International service. I believe TWA needs a boost in Europe and I know that all of the European employees and retirees would support this. The cost of a European showing would not be insignificant, but as with last year's Anniversary Gala, it should be possible to raise sufficient funds through individual and corporate contributions.

I would be happy to work on this project if TWA can expeditiously agree on the repainting. It is not too early to begin seeking financial support.

John P. Gratz Captain, Retired

cc:

W. Compton R. McClure D. Davies TARPA TOPICS....JULY 1995 .. PAGE 94

NEW MEMBERS...WELCOME ..... (Read across) --------------------------------------------------------------------------------------------------- (C) BURGESS LINDA MS. 1508 HALE ST. PLATTE CITY MO 64079

(A) COOK NORMAN CAPT (NANCY) 1325 W. 26th PLACE SAN PEDRO CA 90732 310-548-4494

(C) GARDNER, TREAS. LARRY MR (ILLA) 3637 DAISY FIELD DR N. LAS VEGAS NV 89030 702-656-3206

(A) GRAY NORMAN F/O (CAROL) 113 LONGVIEW DR. SANTA CRUZ CA 95060 408-423-6316

(R) PETTIJOHN JAMES H. CAPT (GLORIA) 270 RIM SHADOWS DR SEDONA AZ 86336 602-282-3047

(A) ROBINSON "ROBBIE" CAPT (CLAUDINE) 817 TUMBLEWEED LN. FALLBROOK CA 92028-9447 619-728-6565

(A) RUEGE "FRANK" CAPT 8253 N.W. WAUKOMIS KANSAS CITY MO 64151 816-587-9172

(A) SELLERS JIM CAPT (NANCY) 305 ESQUINA NEWPORT BEACH CA 92660 714-644-1569

(A) SNYDER STEVEN CAPT 133B BANNOCK LN. STRATFORD CT 06497 203-377-6409

(R) STANTON JAMES E. CAPT. (MARILYN) PO BOX 17195 MUNDS PARK AZ 86017 520-286-9767

TARPA TOPICS....JULY 1995 .. PAGE 95

.

CHANGE OF ADDRESS..... (Read across) (A) BATA DAVID J. MR. 8417 GREENBRIAR DR OVERLAND PARK KS 66212-2717

- - - - - (R) BATCHELOR RICHARD L. F/O (ELISABETH) 2569 WEST 150 SOUTH HURRICANE UT 84737-3138 801-635-0224

(R) BIERMANN ALLAN H. CAPT. (GLADYS) 19450 HWY 371 PLATTE CITY, MO 64079 816-858-2906

(R) BROOMFIELD JACK M. CAPT. (JOAN) 19092 SWALLOW WAY PENN VALLEY CA 95946-9670

(A) BULLOTTA TONY CAPT. 1061 LYME COURT WEST CHESTER, PA 19382-2015 215-793-1443

(R) CARROLL JOSEPH W. FIE (SYLVIA) 6909 WILSON LN BETHESDA MD 20817-4923

(R) DOERY FRED CAPT. (NANCY) 8575 WOODBRIAR SARASOTA FL 34238 813-927-8233

(H) FLANAGIN AUDREY MRS. (LEE) 675 SILVER SHADOWS DR SALT LAKE CITY UT 84107-7786

(R) GALLAGHER, JR JOSEPH V. CAPT. 33 RAMSGATE CT BLUEBELL PA 19422 610-825-5122

(R) GASTRICH HENRY E. CAPT. (IRIS) 2480 HILTON HEAD PL., #2145 ELCAJON, CA 92019-4458 619-588-2578 -FAX 619-588-4665

(R) HANLIN ROBERT L. CAPT. (LYNN) PO BOX 22435 CHARLESTON SC 29413-2435 803-577-5315

(R) HECKER LAWRENCE M. CAPT. (CLARE) 322 WALKER RD. GREAT FALLS VA 22066-3507

(R) JONES MILTON D. CAPT. (BARBARA) 259 WAUKEENA WAY COTTAGE GROVE OR 97424-3065 503-942-1853

(A) KAJENSKI WALTER J. F/O (MICHELINE) PO BOX 1497 CENTER HARBOR NH 03226-1497

(A) KAVULA ROBERT F. CAPT. (DALE) 1005 HOPE PL. N.E. ALBUQUERQUE NM 87123-4712 505-275-9031

(A) KLOMPUS E. STUART CAPT. (MARY) 214 WHISPERING HILLS HOT SPRINGS AR 71901-7317 801-624-1977

(E) KNOBLER CHARLES H. FIE (GEORGIA) 1521 LAUREL PARK CIR. ATLANTA GA 30329-3217 404-636-8752

(R) KROSCHEL TOM CAPT. (CAROL) P.O. DRAWER H-2 SNOWMASS VL. CO 81615-5027 303-923-6711

(R) LEIGHTON HOWARD J. FIE (SALLY) 888 BELTED KINGFISHER DR. PALM HARBOR, FL 34683-6677 813-784-3860

(R) LUND ROGER CAPT. PO BOX 773 CLINTON WA 98236 360-341-7274

(R) MILAM WILLIAM T. CAPT. (NANCY) 8600 W. 148th ST. STANLEY KS 66223 913-897-4204

(R) MILLER GEORGE H. F/E 1824 OAK CREEK DR #304 PALO ALTO CA 94304-2140

(R) MOSS JACK C. CAPT. (ROBERTA) 3208 MARINER LN. LONGMONT CO 80503-9292 303-682-2998

(R) NUFFER WARREN O. CAPT. (VIRGINIA) 6734 N 14TH ST PHOENIX AZ 85014-1130 602-955-2249

(R) OTTMANN JAMES K. CAPT. (CHARLOTTE) 3629 LA JUNTA DR LAS VEGAS NV 89120-1211

(R) PAXSON JOHN L. CAPT. (ELAINE) 3211 ST. HELENA HWY NO ST. HELENA CA 94574 707-963-2980 ..

PAGE 96 TARPA TOPICS....JULY 1995

CHANGE OF ADDRESS ..... (Read across) .................................................... ...

(A) PERRY DAVID A. CAPT. (PAM) (S) PECK EDWARD MR. 1975 MOORINGLINE DR 236 SPREADING OAK LN VERO BEACH FL 32963-3052 LOUISVILLE, KY 40245 502-244-3389 (H) RAE FRANCES MRS (ROGER DON) 138 IMPERIAL SOUTHGATE VL LAKELAND, FL 33803-4676 813-688-2680

(S) RANSON STEVE MR 1438 RICHWOOD RD WALTON KY 41094 606-485-7570

(R) REARDON, III MATTHEW F. CAPT. BOX 1245 WICKENBURG, AZ 85358-1245 520-684-3254

(R) REIFERT WILLIAM P. CAPT. (JOSEPHINE) 28406 N.E. 174th ST. LAWSON, MO 64062 816-580-7654

(R) REYHER CHARLES R. CAPT. (SALLY) 1324 35th AVE, N.W. SALEM OR 97304 503-371-9791

(A) RIDGWAY PHILLIP E. CAPT. (MARY JANE) PO BOX 2208 WICKENBURG AZ 85358-2208 520-684-2633

(R) ROACH PAUL E. CAPT. (MARY JANE) 3958 WAAKULA ST MAUI HI 96753-8466 808-874-8879

(E) SAUNDERS CLIFFORD E. CAPT. (FAITH) 1 CHERRY S. IRVINE CA 92715 714-733-8481

(R) SCHMIDT RAY A. CAPT. (RUTH) 185 BLUE POINT ROAD OAKDALE, NY 11769-2214 516-589-1995

(R) SCHMIDT RAY A. CAPT. (RUTH) 105 PARADISE HARBOUR BLVD #104 N. PALM BEACH, FL 33408-5017 407-848-0429

(R) SCHNEBELT EUGENE L. CAPT. (JANE) 551 SEMINOLE DR. SUMMERLAND KEY FL 33042-4021 305-745-8807

(R) SCHNEIDER ROBERT S. F/O (DORY) 5606 BOBBY JONES BLVD BILLINGS MT 59106

(R) SEABORG GEORGE A. CAPT. 508 FOURTH ST. TOWANDA PA 18848-1020 717-265-2135

(H) ST. LAWRENCE BARBARA MRS . (MITCHELL) 3205 LAFAYETTE RD. PORTSMOUTH NH 03801-6009

(R) STEELE, Jr. S. DOUGLAS CAPT. (MARILYN) 13901 DESERT BUTTE DR. TUCSON AZ 85737 520-825-0784

(R) STUFFINGS ROBERT W. CAPT. (DORIS) 7242 VILLA DESTE DR SARASOTA, FL 34238 813-922-2262

(R) THOMAS RICHARD E. CAPT. (PAT) 544 ANEMONE FOUR SEASONS MO 65049 314-365-7388

(R) TOLF EDWARD M. CAPT. (SHIRLEY) 2088 MID LAKE DR. HICKORY CORNERS MI 49060 616-671-5344

(R) TUCCI BERNARD CAPT. (DOROTHY) PO BOX 16787 WEST PALM BEACH FL 33416-6787 407-689-6784

(R) VAN PELT VINCENT R. CAPT. (PATRICIA ) 833 S LOWRY ST ORANGE CA 92669-5036 714-538-7534

(E) WHEELER JAMES W. CAPT. (DORIS) 26415 N. TRAILS END RIO VERDE AZ 85263

(R) WILLIAMS DAVID E. CAPT (EDITH) 159 MARSHSIDE DR. ST. AUGUSTINE FL 32084 904-461-3309

TARPA TOPICS....JULY 1995 .. PAGE 97

I NSURANCE 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!

For information on one or all of the above programs contact: BERKELY ASSOCIATION SERVICES, LTD. P.O. BOX 9366 GARDEN CITY, NY 11530-9366 1-800-331-2794 9 AM to 5 PM EST TARPA TOPICS....JULY 1995 .. PAGE 98