1996.07.TARPA_TOPICS

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

DEPARTMENTS:

TARPA BUSINESS

6 - 10

TARPA CONVENTION '96

FRYE OF TWA

by Robert J. Serling AT-6 ODYSSEY

by Ray Gentile

PRESIDENT'S MESSAGE John Gratz, Pres.

3

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

4

25

EDITOR'S DESK Chuck MacNab

5

31

FLOWN WEST coord by Bob Widholm

45

Skyliner/C.Girard5

HEALTH NOTAMS

by Bob Garrett

68

63

GRAPEVINE

by Hank Gastrich

75

11

LARRY TRIMBLE

THE CAIRO CONNECTION

by Goldy Goldthorpe

TARPA TOURS

by Chuck Hasler

97

TOPICS MAILBOX

106

NEW MEMBERS

121

Material contained in TARPA TOPICS may be used by non-profit or charitable organizations. All other use of material must be by permission of the Editor.

All inquiries concerning this publication should be addressed to: Capt. Charles E. MacNab, Editor TARPA TOPICS 1865 Penny Royal Lane Wentzville, MO 63385 Cover.: Jack Frye, Air Transport Pioneer and Visionary

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

PAGE 1...... TARPA TOPICS....JULY, 1996

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, 11450 Via Rancho San Diego.,#187, (619) 660-1344 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, 1995/96 PRESIDENT 1646 Timberlake Manor Pkwy, Chesterfield, Mo 63017 FIRST VICE-PRESIDENT 3728 Lynfield Drive, Virginia Beach, VA 23452 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 107 Kay Street, Newport, RI 02840 DIRECTOR 1622 W. Canterbury Ct., Arlington Heights, IL 60004 EX-PRESIDENT 233 S. E. Rogue River Hwy, Grants Pass, OR 97527

JOHN P. GRATZ (314) 532-8317 ROBERT W. DEDMAN (804) 463-2032 ROBERT C. SHERMAN (408) 246-7754 RICHARD A. DAVIS (619) 436-9060 HARRY A. JACOBSEN (407) 997-0468 CHARLES E. MACNAB (314) 327-1999 LOU BURNS (401) 846-8626 FRED G. ARENAS (708) 398-1331 DAVID M. DAVIES (503) 476-5378

NOTHING REPLACES GOOD JUDGEMENT ON THE FIRING LINE!

PAGE 2...... TARPA TOPICS....JULY, 1996

President's Message

As you know, TWA stands alone as the one airline with fifty years of continuous service to Europe, the Middle East and Asia. That fact is of special significance to thousands of people, foremost among them are you the TARPA members who began, nurtured and preserved the operation.

The TARPA Board of Directors in an effort to recognize the accomplishments of our membership in this regard has authorized a contribution to the Fiftieth Anniversary Connie Flight and, they will host a special reception at the Boston Convention for those members who actually flew on the early international flights in 1946.

A combination of many things has made TWA less prominent in the International arena but, we are still there, still proud and still resourceful. Let's hope that we can watch our younger friends stage a come back before the Sixtieth Anniversary.

The recent unpleasant pass situation has been resolved. An agreement was signed May 22 which has the effect of taking us almost back to where we were in 1994.

We resume the numerical order of 7, 7R, 8 and 9 but current employees will get additional vacation passes and commuters will get commute passes. In my opinion, this a great improvement for retirees and an obviously acceptable solution for employees.

At your direction, I communicated the TARPA position to ALPA, TWA and the IAM. I testified as to our position in the grievance arbitration at the National Mediation Board in Washington. I claim no credit, but it was pleasing to learn that serious talks increased the day that I appeared. We owe full recognition to the parties involved, the IAM for the grievance, the reasonable response of ALPA and the acceptance of the agreement by TWA. Let's put this problem behind and be a family once again.

The TARPA Bylaws require that the Board of Directors appoint a Nominating Committee each year. This year, the Nominating Committee members are Ev Green, Chairman, Bob Garrett and Hal Miller.

PAGE 3 ..... TARPA TOPICS... JULY, 1996

The Active Retired Pilots Association of TWA Richard A. Davis 449 Santa Fe Dr. #200 Encinitas, CA, 92024 July 1996 Secretary/Treasurer's Report It is that slow time of year for the Secretary/Treasurer. Some routine changes of address that I receive from the Post Office, and the usual thirty or forty notices of undeliverable magazines.

These notices cost fifty cents a piece, and the book is destroyed by the P.O.. Second class mail is not forwarded to those "Temporarily Away " . Please let me know where to send your TOPICS if you are taking a vacation.

There are a couple of changes on the mailing label worthy of note.

Since the computer could not distinguish the difference between a "99", that previously indicated an "Eagle" or "Honorary", from someone who had paid his dues through 1999, it was necessary to change the format. Eagles and Honorary labels will now be shown as "XMPT", and the year the dues are paid will be shown as a four digit number. Quite a few members are paid through 1999, and some into the year 2000.

Not showing up yet is another change. I have included in the data base added space for an E-mail address. The request for that information will be on the dues envelope next November, and is planned to be published in the next Directory. Send yours to me now if you like. I am on AOL. Address "TARPA". If I get enough replies, a page could be put in the November TOPICS. More than eighty members still have not paid their dues, and will be deleted from this mailing. For some reason all dues were very slow in arriving this year. We are probably all too busy playing with our toys.

Despite the added expense of the Directory this year, we are still holding our own.

Respectfully,

R. A. Davis Secretary/Treasurer PAGE 4

TARPA TOPICS....JULY, 1996

• EDITOR'S

DESK

•

With this issue, we start a series of articles about Jack Frye. Many writers and historians have called him the key figure in TWA's history. He was a man with a hunger for aviation and a vision that drove his airline to become one of the greatest air carriers in the world...and the ONLY survivor of America's two great international carriers. In this issue, we re-print Robert J. Serling's article about Jack Frye from the May/June edition of AIRWAYS magazine. It is truly unfortunate that Jack Frye died without the recognition he deserved and before he could see the realization of his dream. It may be fortunate that he did not see what TWA had to survive in the future. My guess, however, is that he would be thoroughly undaunted by those challenges. I know he is "up there," along with a bunch of his fellow pilots, cheering TWA on.

Once again, it's time to remind everyone that the last chance to sign up for CONVENTION '96 in Boston.. is just around the corner. Al Mundo has sent along a set of forms, included in this issue, in case you missed or forgot about those in the March issue of TOPICS. Please act now on this, as convention time is fast approaching....and, Al, we and all your many friends will want to see your smiling face in Boston.

I hope all of you have received your new DIRECTORY by the time this issue of TOPICS arrives.

Remember, it's very important to keep Dick Davis, our Secretary-Treasurer, up-to-date on your current address and all other information necessary to reach you by mail or telephone. (And now, by e-mail, if you have a computer and a modem.) As Dick has mentioned in his report, it's very expensive to send out copies of DIRECTORIES and/or TOPICS if someone misses theirs because the database generates an incorrectly addressed mailing label. Another factor which we can't discount in mailing is the Postal Service. Most post offices are fairly efficient and my e-mail network helpers, who send me an e-mail message when they receive their copies, are a big help in keeping tabs on deliveries. Occasionally, however, we find mail service lacking. If you do not receive your copy of TOPICS, please check to see that your address is complete (very important) and accurate; then check with your local Postmaster.

TOPICS is sent 3rd class mail so don't count on it being forwarded .. it will not be. Just be sure to let Dick know, at least two weeks in advance of our deadline dates, if you are moving to a vacation home that's different or if you are changing your address. Also....the TOPICS editor does not keep the database....the Sec-Treas does! One more note....we do have nearly 100% delivery performance. These suggestions are just an attempt to make it even better.

That's enough lip for this issue....we thank you for your support and, once again, take lotsa pictures at the convention and SEND 'EM RIGHT AWAY. (Keeping them in your camera until you use up the last shot doesn't do a lot for our deadline.) Keep sendin' us your "stuff." .... See you in Boston.

Chuck

PAGE 5 ...... TARPA TOPICS....JULY, 1996

Meeting called to order at 1500 CST, President Gratz presiding.

Board members in attendance were: John P. Gratz, President Robert W. Dedman, 1st Vice President Robert C. Sherman, 2nd Vice President Richard A. Davis, Secretary/Treasurer Harry A. Jacobsen, Senior Director Charles E. MacNab, Director/Editor Lou Burns, Director Fred G. Arenas, Director Also present: Everett R. Green, Convention Site Chairman William C. Hasler, TARPA Tours Director Mrs. Charles MacNab, Guest Al Mundo, 1996 Convention Chairman David Saaks, Guest President Gratz reported on activities to date. Status of the 7R pass situation, the Van Etten educational grant, the possibility of honoring Capt. Joe Carr at the Boston convention in conjunction with TWA's 50th anniversary on the Atlantic.

Richard D. Roberts, Vice President, Flight Operations addressed the BOD on the status of the company, and future plans.

Capt. Don Jacobs, MEC Chairman, addressed the BOD on the activities of the MEC, and the 7R passes.

The Treasurers report was read and APPROVED. Motion by Arenas/2nd by Dedman to keep funds in the MACU rather than seek higher returns. PASSED. Motion by Arenas/2nd by Dedman to add Silver Wings International, Inc. to the list of organizations receiving TARPA i cooperation. Requres convention action.

Discussion of adding the "Flown West " Coordinator to the BOD. Requires convention action.

Discussion about supplemental health insurance. Dedman to study.

Sherman gave a report on the DAP, (extra payment in Dec.) Al Mundo gave a report on the status of the 1996 Boston convention.

Ev Green reported on the possible convention sites for the future. Under consideration are - Virginia Beach, Las Vegas, Albuquerque and another cruise.

Motion by MacNab/2nd by Sherman to use Albuquerque for the 1997 convention. PASSED. Motion by Dedman/2nd by Arenas to use Virginia Beach for the 1998 convention. PASSED. Chuck Hasler gave a report on the TARPA tours.

Motion by Sherman/2nd by MacNab to take no action on publishing a TWA book. PASSED. MacNab gave a report on the mechanics of publishing the TOPICS, the need for the deadline.

President Gratz appointed David Saaks as the new Site Chairman to replace Ev Green after the 1996 convention.

Motion by Sherman/2nd by Arenas to name B. Garrett, E. Green and H. Miller as the nominating committee for officers at the convention. The President to name the Chairman. PASSED. Meeting adjourned at 1819 CST. Respectfully submitted, R.A. Davis, Secretary/Treasurer

PAGE 6...... TARPA TOPICS.... JULY, 1996

Captain John P. Gratz, President 1646 Timberlake Manor Parkway Chesterfield, MO 63017-5500 (314) 532-8317

May 30, 1996

Mr. Bill O'Driscoll, President District Lodge 142 International Association of Machinists and Aerospace Workers 400 N.E. 32nd Street Kansas City, MO 64116 Dear Mr. O'Driscoll: On behalf of the members of TARPA, I would like to express our appreciation to you and your associates for the work you accomplished in modifying recent changes in TWA pass policy as related to retired TWA pass holders.

I believe those modifications constitute a significant improvement for retirees and I trust that they will be well received by your membership also.

Things are never easy at TWA, but I hope that this action will promote a greater sense of family among employee owners and retired employees.

Sincerely yours,

President, TARPA CC:

TARPA BOD Pres., TWA Seniors

PAGE 7 ...... TARPA TOPICS....JULY, 1996

The Active Retired Pilots Association of TWA

Captain John P. Gratz, President 1646 Timberlake Manor Parkway Chesterfield, MO 63017-5500 (314) 532-8317

May 30, 1996 Capt. Don R. Jacobs Chairman TWA MEC Airline Pilots Association 3221 McKelvey Rd, Suite 200 Bridgeton, MO 63044-2551 Dear Don: This is to thank you, the officers and members of the TWA MEC and your staff for the courtesy extended during our search for an equitable solution to our differences on TWA Pass Privileges.

I believe the latest changes represent a significant improvement for retirees and, I presume by the ratification of the MEC, that it represents a satisfactory response to the needs of your membership.

Things are never easy at TWA but, I hope that this action will promote a greater sense of family among all the employee owners and retired employees.

Sincerely yours,

President, TARPA cc:

TARPA BOD President, TWA Seniors

PAGE 8 ...... TARPA TOPICS.... JULY, 1996

by Hal Miller, TARPA Insurance Chairman To fully understand the TARPA health insurance programs it is necessary to go back into TARPA history.

TARPA is a member of the RETIRED PILOTS ASSOCIATION (RAPA), an umbrella organization to which most of the airlines' retired pilots' organizations belong. This organization was formed so that there would be an interchange of information between the various groups, have an active legislative lobbying committee and to secure insurance programs for its members. At the time the organization was " formed, "Medigap health insurance programs were offered with so many different options, it was felt necessary to find an insurance carrier that would offer us a group policy rate with options that were tailored to the specific needs of our members. You may be aware, for example, that Medicare does not cover any medical expenses incurred outside the United States. Many of our members do travel abroad and would need that coverage. At one of the RAPA meetings it was reported that a member had a medical emergency that required surgery on board a foreign flag cruise ship. He subsequently received a substantial bill for the medical services, since it was not covered by Medicare. I called the Cunard Line, spoke to one of their officials, and verified that virtually any medical treatment other than "take two " aspirins and call me tomorrow are chargeable medical expenses.

RAPA finally settled on an insurance agency, Alexander & Alexander (A&A), located in Miami, that formulated three types of Medigap policies of varying coverages at a competitive group rate. A&A policies are written by ITT Hartford Life Insurance. Over the years various other types of policies such as dental, eyewear, travel and long term care policies have been offered by A&A to RAPA members.

Shortly after the formation of RAPA, a personality conflict erupted between the TARPA representatives and a RAPA officer from another airline. The TARPA representatives reported to the TARPA Board that they recommended that we withdraw from the membership in RAPA. During this discussion it was realized that if TARPA dropped out of RAPA, all TARPA members who had insurance through RAPA would lose their coverage since membership in RAPA is a condition of membership in the group policy.

Someone had a friend who had a friend with an insurance agency, Berkely Associates. They were contacted and agreed to offer TARPA members the identical RAPA policies at the same rate. Even though there was an eventual rapprochement with RAPA, TARPA continued its insurance programs through Berkely. I have researched and compared the prices of the RAPA, TARPA, AARP and other policies region by region. In general the prices are in the same range for the various categories within individual states, a little higher in some and a little lower in others. The advantage of a TARPA or RAPA policy is that if there is a problem with a claim, a call to me or the RAPA insurance chairman will result in a personal intervention to try to get a satisfactory adjustment.

Because of the aggressive and frequently unethical marketing activities used by many insurance companies in the seniors market, the State Insurance Commissions of all fifty states decided to regulate the market. They standardized into ten policies the Medigap policies that could be offered for sale, each varying in the degree of protection offered and, of course, with varying prices. Each state required that the insurance companies apply for approval in their state for some or all of the ten approved policies.

Since the ten polices frequently differed only in small features, many of the companies elected to offer only three, four or five of the ten policies. However, in some cases it is taking years for some companies to secure the approval from various State Commissions. Indeed, as of this date some companies have been denied permission to sell their policies in certain states. Adding to this confusion is the general

PAGE 9 ...... TARPA TOPICS....JULY, 1996

turmoil in the health industry. With rising medical costs insurance companies began repricing their policies in a various high cost states such as California and Florida.

Last year I received many calls from California members who complained about receiving extremely large price increases in their policies. I called Berkely and learned that the insurance company they were using had recalculated their costs based upon their claims and decided it was necessary to almost double their charges. As a result Berkely changed carriers. When I was called I would inform the caller that they had the ability to switch to another company if they desired with no risk because of previous conditions.

I gave them the telephone number of A&A (RAPA) to get an estimate of their price for the same policy.

Since TARPA is a member of RAPA, all TARPA members are also eligible for any RAPA insurance plan. I also suggested that they get an estimate from AARP (Prudential). Although it is to our advantage from a negotiating position to keep as many members as possible in the TARPA plan, it is our responsibility to guide members towards the plan that is best for them. Within the last few months I have received calls about substantial raises in the Florida premiums. I handled the matter the same way as the California problem.

I have also been called to give my opinion on whether it would be advantageous to drop out of the Medicare/Medigap method of medical insurance and to enroll in an HMO plan. I am sure that many of us have read about the changes in the health care systems and also the reports about HMOs. I have many friends who are knowledgeable in this area and I have come to the conclusion that the HMO option can be a trap. Those of us who have faced the paperwork that results from a medical claim may look longingly at an HMO that offers to take over all our medical problems and costs with just a very small payment for each visit, possibly $5 or $10 dollars. AND NO PAPERWORK!!!!! The problem is that my research indicates that this is fine for you as long as you stay healthy or only require medical attention for minor problems. However, with aging the problems become more severe and expensive. When you report to a doctor he is a "gatekeeper. " A primary care GP or Internist whose job is treat you at a minimum cost to the BOTTOMLINE CORPORATION who hires him. He loses brownie points if he has to refer you to a specialist or orders tests. You have no appeal from his decision in most cases. I know as a matter of fact that one of the large HMOs in California has instructed their doctors never to order an MRI as a diagnostic tool since they don't have an MRI and would have to pay an outside lab for the service. I strongly advise against joining any HMO until you investigate and determine that they are not a bottomline corporation that pays its executives millions a year in salaries. Newsweek had a very informative article last year as did Consumer Reports in August '92. Check with friends who are in the HMO who have had serious medical problems and determine whether they are satisfied.

Our health system is in a state of change and it will take a year or more after the '96 elections before its final direction is determined. If you have any questions please call me at any time.

Hal Miller February 22, 1996

Ed. note: Hal's report was prepared for the Winter-Spring TARPA Board meeting. We felt the report contained important information that many would find interesting and so it is published here, F.Y.I.

PAGE 10 ..... TARPA TOPICS.... JULY, 1996

Faneuil Hall At Quincy Market

TARPA

CONVENTION

1996

BOSTON SEPTEMBER PARK

10,11,12,13

PLAZA

HOTEL

Reservations 1-800-225-2008 Group Name: TWA TARPA Convention Rate September 10-14: Single Or Double $110.00 Deadline For Convention Reservations: August 12, 1996 Note: If necessary to cancel a reservation, call Rachel or Tiffany at the Hotel Reservations Office and Please!! notify the Registration Chairman, Chuck Drake, so that we can monitor the number of rooms available, as well as the headcount for other convention events.

PAGE 11 ..... TARPA TOPICS....JULY, 1996

TWA to BOS from JFK and STL. OAL to BOS (90% I.D.) - American, American West, U.S. Air. Car Rental: Call THRIFTY - 1-800-527-7075, ask for a reserved "TARPA" group car #262-633 thru 667. Rate $25/day, mileage included.

DRIVING From Logan Airport: Take Sumner Tunnel into Boston. Follow all signs to STORROW DRIVE WEST and BACK BAY, you will take a ramp up onto EXPRESSWAY NORTH at the end of the tunnel. STORROW DRIVE WEST EXIT comes up fast on the right. Take it and continue onto STORROW DRIVE WEST. Take your first exit, marked COPLEY SQUARE/ BACK BAY - this is on the left. At the end of the exit, 100 yards, is a traffic light at Beacon Street. Take a left followed by an immediate right turn (traffic flow mode) onto Arlington Street.

Continue straight through 2 traffic lights and the hotel is at the third light.

From Rte. 495, Rte. 128 or Rte. 95: Take Mass Pike (Rte. 90 East) From Mass Pike East to Boston: Take COPLEY SQUARE Exit. Continue straight ahead. Go through 4 sets of lights. Take your next left and you will see the hotel on the left. Turn left again.

You will be at the front/reception entry to the Park Plaza.

PARKING 3 Garages Close To The Hotel " A. "57" Howard Johnson Hotel Garage - $12/24 Hr "In & Out (multiple entry/exit) B.Kinney Motor Mart - $18/24 Hr No "In & Out" C.Boston Common Garage - $18/24 Hr No "In & Out " D. Park Plaza Valet Parking - $18/Nite (Plus Tip?) RVs While there are numberous RV Parks throughtout Massachusetts, the closest one to Boston is approximately 18 miles from the city, so we do not encourage arriving in one.

For Those Who Wouldn't Drive In Boston On A Bet!!

Logan Airport To Park Plaza Hotel

*Blue & White Courtesy Bus #33 to Airport Subway, Blue Line to Government Center, Green Line to Arlington Street, walk one block to Park Plaza.

PAGE 12 ..... TARPA TOPICS....JULY, 1996

WELCOME

TO

BOSTON

" "Hub of the Universe," "the Athens of America, "the most European of American cities."

All of these characterizations are not only befitting but timeless as well in describing this city with its unique culture, colorful ethnic neighborhoods, and variety of Epicurean delights. It is also a city that is caught up in an ongoing renaissance with its proliferation of twentieth century edifices artfully blended into the architecture of its Colonial and Victorian eras. Indeed the present construction to suppress the Central Artery, build a third harbor tunnel, and renew the waterfront constitute the largest public works project in the history of this nation. So, please, pardon our appearance.

As to more pertinent matters, an apology is offered for some errors that appeared in the previous convention details. Boston enjoyed a record snowfall this past winter, and with the attendant delays in the rush to meet the publishing deadline, a few snowflakes found their way into the computer. This revised convention format will correct those errors (we hope). In addition, there have been some minor schedule changes, so please review the time table of events in this issue carefully. For those who have already sent in their registration forms, no need to re-register, we'll make any necessary adjustments.

Now, back to Boston. September heralds the beginning of Indian Summer with warm days and balmy evenings. Daytime temperatures usually range from 70-80F, with night time temperature seldom dropping below 65-70F. The days are mostly sun filled (except when the odd hurricane drops in every ten years or so). We've put together a number of tours which will give you not only a taste of the area's history and culture, but enable you to enjoy the weather as well.

Supplementing the organized tours, there are a myriad of optional tours that you can partake of on " your own, including a walk along the "Freedom Trail," city "trolley tours, or even a tour in a WWII "DUCK" through the city and down the Charles River. For the more aquatic minded, there are whale watching trips (real whales!), a day trip by boat to Provincetown on Cape Cod, as well as numerous harbor cruises. A list of some of the optional tours is provided on the following pages. Check with the registration desk for more information.

For the many who have spent layovers in Boston, this will be an opportunity to do a lot of the things that layover time seldom permitted, and for those who are first time visitors, a virtual storehouse of treats await you.

So make your plans, call for room reservations, and most important, get your registration and activities form in the mail.

Let's make this an outstanding TARPA Convention.

Sincerely, Al Mundo Chairman 1996 Convention

PAGE 13 ..... TARPA TOPICS....JULY, 1996

TIME

TABLE

CONVENTION CHAIRMAN: AL MUNDO (617) 631-7620 CO-CHAIRMAN: DICK VAUX (603) 772-0716 FINANCE: BOB HAMILTON (508) 475-4978 REGISTRATION: CHUCK DRAKE (508) 887-5471 BANQUET: PAT AND CHUCK BOLLINGER (508) 887-5965 ACTIVITIES: YOLA AND NICHOLAS MOURGINIS (603) 522-6186 GOLF: DICK FORTIN (617) 729-2822 TENNIS: JERRY BURNS (508) 744-7569 SKEET /TRAP: JOHN CALLAMARO (908) 362 -8725 BRIDGE: TRUDY BORGMIER (505) 292-7671 HOSPITALITY: KATIE BUCHANAN (702) 588-5372

PAGE 15..... TARPA TOPICS....JULY , 1996

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Wednesday, September 11, 1996 HISTORIC PLYMOUTH/PLIMOUTH PLANTATION Returns 5 PM Bus Boards 8 AM Journey back, to Plymouth — the place where it all began. We will begin our historic tour at Plymouth Harbor, board the Mayflower II, a reproduction of a 17th century vessel, where you can discuss the 66-day crossing with "sailors" and "passengers." Then a short walk to Plymouth Rock.

We'll continue on to Plimouth Plantation, be ready to immerse ourselves in the early 17th century and remain aware that the Pilgrim village interpreters "live" in 1627. We'll be welcomed into thatch-roofed dwellings, observe household skills of the day, explore their gardens and farming practices and enjoy interactive discussion with "villagers." The plantation also encompasses Hobbamock's Homesite, modeled after a Wampanoag settlement, (who speak 20th century English); a visitors center; craft center with working artisans and a new animal husbandry barn.

Lunch on own at visitors center. Tour narrated by a professional tour guide.

TOUR INCLUDES: Round trip transportation, admission Mayflower II, Plimouth Plantation. Cost: $45.00 per person. Comfortable shoes recommended.

HARVARD/MIT/CHARLES RIVER CRUISE Bus Boards 8 AM Returns 12 PM Experience Cambridge, a city steeped in history, culture and academic traditions that is uniquely its own. Our tour visits Harvard Square, a walk through Harvard Yard, Brattle Street, known as "Tory Row," and Longfellow House. Board a classic turn of the century design riverboat for a cruise of the Charles River, viewing MIT, Harvard, the Esplanade, rowing shells, the Boston Skyline and Back Bay. Back on land, we'll tour the MIT Campus and visit the MIT Museum. Tour narrated by a professional tour guide.

TOUR INCLUDES: Round trip transportation, admission riverboat and MIT Museum. Cost $35.00 per person. Comfortable shoes recommended.

PAGE 17..... TARPA TOPICS.... JULY, 1996

Thursday, September 12, 1996 HISTORIC SALEM/MARBLEHEAD Bus Boards 8 AM Returns 3 PM Enjoy a clay on Massachusetts historic North Shore. Experience the glory of Salem's maritime heritage, seafaring trade, and site of the Witch Trials of 1692. Our tour takes us past Derby's Wharf, Washington Square, Salem Witch Museum. Then a guided tour of the Peabody Museum, the oldest maritime museum in America. Museum staff will lead us through the priceless porcelains, exotic collections, paintings and ship models. Walk to Pickering Wharf/Lunch on own overlooking harbor/Shopping for gifts.

After lunch, travel down Chestnut Street,* considered one of the most architecturally beautiful streets in America.

Continuing on to Marblehead, a picturesque coastal 17th century town, once the largest fishing port of the colonies, now a world-class yachting capital. We'll tour Marblehead Neck, with its mansions and walk out to Castle rock, view Marblehead Harbor, Marblehead Old Town, and stop at Abbott Hall to see the famous painting by Archibald Willard, "The Spirit of '76." Tour narrated by a professional tour guide.

TOUR INCLUDES: Round trip transportation, admission to Peabody Museum. Cost $40.00 per person. Comfortable shoes are recommended. *Where TARPA member and former M.E.C. Chairman Jeremiah Burns resides.

PAGE 18 ..... TARPA TOPICS... JULY, 1996

HISTORIC LEXINGTON/CONCORD Bus Boards 8 AM Returns 12 PM We will follow Battle Road, the route patriot Paul Revere rode the famous night of April 18, 1775. Our tour visits the Lexington Green, the "Birthplace of American Liberty," the Minuteman Statue and the Lexington Visitors Center.

Continuing on Paul Revere's ride to Concord, we'll stop at the North Bridge Visitors Center, walk to the bridge, where "the shot heard 'round the world" was fired, and view the Minute Man statue

by Daniel Chester French.

We'll learn about Concord's role in one of the greatest literary and philosophical movements of 19th century America. Such great minds as Emerson, Thoreau, Alcott and Hawthorne drew inspiration here, and went on to achieve literary fame. Return will include a picture stop at Walden Pond. Tour narrated by a professional tour guide.

TOUR INCLUDES: Round trip transportation and admissions. Cost: $25.00 per person.

Comfortable shoes recommended.

PAGE 19 ..... TARPA TOPICS.... JULY, 1996

Thursday, September 12, 1996 BOSTON HARBOR DINNER/DANCE CRUISE Bus Boards At 6 PM Returns At 10:45 PM Join the Spirit of Boston! Spend a delightful evening on the water while enjoying dinner, dancing, and live entertainment. The itinerary affords you and excellent view of the Old North Church, Bunker Hill Monument, and "Old Ironsides," the U.S.S. Constitution. Then as the ship turns toward the outer harbor and islands, you'll have an unparalleled view of the Boston skyline at sunset as we proceed past Logan Airport, Castle Island and Fort Independence to the vicinity of Boston Light. Upon our return, the Boston skyline at night will be a sight long remembered.

Seats are limited, as these cruises are very popular and therefore reservations must be handled on a first come, first serve basis with a cut off date of August 5, a 1996. If you wish to sign up, please send in your reserv tions ASAP. TOUR PRICE INCLUDES: Round trip transporta tion from hotel; admission to ship; dinner, dancing and entertainment, tax and gratuity included. Casual attire with a light jacket or sweater are recommended. Cost: $58.00 per person.

Friday, September 13, 1996 BOSTON HISTORIC TOUR Bus Boards At 9 AM Returns At 11:30 AM This tour takes you to many of the sites that can be visited by walking the "Freedom Trail," but of course will be much quicker than going on foot. Among the historic sights you'll see will be Faneuil Hall at Quincy Market, Paul Revere's house and the Old North Church, Bunker Hill monument and the U.S.S. Constitution ("Old Ironsides") the oldest commissioned warship afloat.

You'll pass by the Old State House, Kings Chapel, the Granary Burial Ground, final resting place of Paul Revere, John Hancock, and Samuel Adams, and then on past the Park St. Church, the "new" State House, and finally the Boston Common and Boston Public Gardens just one block from the hotel.

TOUR INCLUDES: Pick up and return to hotel. Cost: $16.00 per person.

PAGE 20..... TARPA TOPICS.... JULY, 1996

Friday, September 13, 1996 HARVARD/MIT TOUR Bus Boards At 9 AM Returns At 12 PM See Wednesday's activities, same tour of Harvard and MIT but excludes river cruise.

TOUR INCLUDES: Round trip transportation and admission to MIT Museum. Cost: $30.00 per person. Comfortable shoes recommended.

PENSION AND ASSET PRESERVATION Park Plaza Hotel 1-5 PM. This will be a seminar style meeting for a general review of factors that can and do effect your retirement assets. This is not an investment, sales nor "hot tip" marketing meeting. The agenda is: A. The Boston Co-Mellon Trust: This is the Master Trustee for all TWA's retirement plans including the D.A.P. The subject of discussion will be the role a custodial institution plays in the safeguarding and handling of your retirement assets.

B. Fidelity Investments Institutional Retirement Group: This well recognized firm is among the foremost managers in the D.A.P. and perhaps for many on a personal basis as well. Their presentation will be a layman's version of the seminar that is conducted every two years for their institutional clients with regard to the political and economic outlook over the ensuing two years.

C. Lastly, the Retirement Services Department of the Bank of Boston will present a review of multi-generational I.R.A.s by which method assets can be perpetuated when a surviving marital partner passes on.

Time will be provided after each speaker's presentation for questions from the floor. Again, this is not an investment meeting, but we believe that you will find the issues extremely interesting. Plan to get there early as seating is apt to be limited.

PAGE 21..... TARPA TOPICS....JULY, 1996

OPTIONAL TOURS / POINTS OF INTEREST The following are just a few of the many tours and points of interest that you may wish to undertake or visit either on your own or with a few friends. A complete list of activities will be available in your convention packet upon registration.

Provincetown Cruise Newport RI Mansions Tour Boston "Trolley" Tours World War II "DUCK" Tours Kennedy Museum Museum Of Fine Arts Science Museum Isabella Stewart Gardner Museum John Hancock Observatory U.S.S. Constitution ( "Old Ironsides") Massachusetts State House Quincy Market And Faneuil Hall Ancient And Honorable Artillery Co. Museum *Filenes Basement* Nieman Marcus At Copley Place Whale Watching * For the bargain minded and adventuresome!

LOTS TO SEE AND LOTS TO DO! COME TO "B-TOWN" AND JOIN THE FUN AT TARPA '96

PAGE 22 ..... TARPA TOPICS....JULY, 1996

PAGE 23

TARPA TOPICS....JULY, 1996

How nice it is of Dr. Hubbell To find a way to solve our trouble To provide us with so many places To accommodate the human races.

There can be a world where it feels fair To venerate scholastic prayer, And yet another pledged not to mate The diverse views of Church and State.

There are some who think it crass To let cows munch on Federal grass, But they can live away from howls Of those who slay the spotted owls.

The ladies and others can be free to choose In a universe they dare not lose; But there should also be a spot For those who chooseth not.

Now according to the morning press We may stop our search without duress: There's not more need to land and taxi From galaxy to galaxy.

There's one belief we bravely face That may halt our search for space; We all agree---no need to fudge it On the dire need for a Balanced Budget ..... by Jack Koughan

PAGE 24 ..... TARPA TOPICS....JULY, 1996

is the first in a series of articles on Jack Frye that will appear in TOPICS. To quote LEGACY OF LEADERSHIP, " Jack Frye became the first Vice President in Charge of Operations of Transcontinental & Western Air, Inc., October 1, 1930. He was destined to contribute a tremendous amount of leadership to the new-born company as well as to the entire field of commercial aviation in the years to follow."

by Robert J Serling

'Unsung

' was not the only adjective history can apply to this true ' pioneer of commercial aviation; try 'unappreciated and 'almost unknown ' next to the name of William John Frye.

But TWA's people knew him - and loved him. During the twelve tumultuous years he served as the airline's president, he was Jack Frye to everyone, from ship cleaners to senior captains. After becoming president of Transcontinental & Western Air in December 1934, Frye - with the financial backing of Howard Hughes - nourished TWA into a globe-girdling giant.

Today, many still associate Hughes more closely with TWA than Frye; the latter is an almost forgotten industry tycoon whose name is familiar mostly to TWA veterans, aviation historians, and airline aficionados.

It should not have happened that way, for Jack Frye belongs in that special Valhalla reserved for such airline legends as C.R. Smith, C.E. Woolman, Juan Trippe, Bob Six, Pat Patterson, and Eddie PAGE 25..... TARPA TOPICS.... JULY, 1996

Frye's name is linked with the Douglas DC-2, Boeing 307 Stratoliner (his signature was on the 'Statoliner Club' certificates), and the Lockheed Constellation.

Rickenbacker. Frye, a big, curly-haired, somewhat overweight man with a 100-watt smile that could illuminate a dungeon, was their contemporary in an era that saw the airline industry reach maturity.

Overshadowed by the flamboyant Hughes, he was still as much a visionary as any of them - and except for C.R., probably more so.

Jack Frye wrote the well-known 1932 letter urging Douglas to undertake a project that was to shoot the tiny Santa Monica firm to the top of commercial airframe manufacturing. The letter was prompted by United's order of 60 new Boeing 247's, an airplane that overnight made every other airliner in the U.S. obsolete and gave United an overwhelming competitive advantage. At the time, Frye was TWA's vice president of operations, and his letter addressed to Donald Douglas himself read: "Transcontinental & Western Air is interested in purchasing ten or more trimotored (sic) transport planes. I am attaching our general performance specifications covering this equipment and would appre" ciate your advising whether your company is interested in this manufacturing job...

Frye also wrote to four other companies but Don Douglas was the first to respond; he received the letter on a Monday, conferred all day with his engineers (who agreed with him that a twin-engine, all-metal PAGE 26..... TARPA TOPICS.... JULY, 1996

airplane larger than the 247 was preferable to any tri-motor), and replied on Tuesday, expressing interest and suggesting that TWA technical people should meet with Douglas engineers as soon as convenient.

Thus was born the forerunner to the DC-2/DC-3 series that would make aviation history. Except for scrapping the three-engine design, the DC-1 prototype met every one of Frye's specifications. And it was in this airplane, after President Roosevelt canceled all air mail contracts in February 1934, that Frye and Eddie Rickenbacker set a transcontinental speed record while carrying the last load of privatelycontracted air mail. (One historical footnote: contrary to legend, Rickenbacker went along for the ride and the publicity - he hardly touched the controls during the entire 13 hr flight, although Frye graciously credited him with sharing the piloting duties.)

As a matter of fact, Jack Frye was a better pilot than some of TWA's own captains. Born in March 1904 in Sweetwater, Oklahoma, the son of a cattle rancher, he left home at 18 and headed west to Los Angeles. There he worked in such menial jobs as newspaper boy, dishwasher, and soda jerk in a drug store where he happened to meet a pilot who ran a little flying school and barnstorming operation in the Los Angeles area.

The owner agreed to give him flying lessons for $20 an hour, a bargain rate unless compared to Frye's drug store salary of $25 a week. But Jack was a natural airman and soon became an instructor himself.

One of his fellow instructors was a movie stunt pilot named Paul Richter, who did aerial work in the film Hell's Angels, produced and directed by a youngster named Howard Hughes.

The Frye-Richter friendship eventually led to their launching Standard Airlines in November 1927, operating a small fleet of single-engine, six-passenger Fokker F.VII Universals on a Los Angeles Phoenix - Tucson route, later extended to include Douglas and El Paso. Frye served as president. At age 23, he was the nation's youngest airline chief, but still a pilot at heart: Frye flew one of the inaugural trips himself.

In 1930, Western Air Express merged Standard into its system, operating it as a separate division under Frye and Richter, but the affiliation was short-lived. American acquired Standard's old route under Postmaster General Walter Folger Brown's airways reorganization plan that also merged Western and Transcontinental Air Transport - the combination that formed TWA. Both Frye and Richter went to work for TWA as vice presidents, but Frye was the one who really ran the airline as head of operations. After the government canceled the air mail contracts and TWA furloughed almost its entire work force, Jack persuaded both Douglas and Curtiss Wright to hire the airline's maintenance personnel on a temporary basis until TWA was back in business - he truly was a compassionate man, as devoted to employee welfare as he was to the enhancement of flight safety.

Frye's serious involvement with Howard Hughes stemmed from an airplane order. TWA had signed for six Boeing Stratoliners (Model 307s), the world's first pressurized commercial transport (see Airways, May/June 95), but the contract was imperiled when John Hertz, an influential TWA director and 11% stockholder, refused to allow the airline to make the required pre-delivery payments. Hertz, who knew little or nothing about airplanes, insisted that the revolutionary new airliners were too expensive and unnecessary. Faced with cancellation of the Stratoliner contract and a Boeing lawsuit, Frye turned for help to a man he knew loved flying as much as he did: Howard Hughes.

PAGE 27..... TARPA TOPICS....JULY, 1996

They had known each other casually from the time Howard purchased the original DC-1 from TWA; he intended to use it on a world flight but changed his mind, bought a Lockheed 14 instead, and sold the DC-1 to a British viscount (the aircraft ended up in the Spanish civil war).

Richter, who from his stunt flying days actually knew Hughes better than Frye, joined Jack when he decided to tell his troubles to the financier. Howard did what came naturally - he bought out Hertz's stock, reinstated the Stratoliner contract, and kept acquiring TWA shares until he became the majority stockholder.

(Frye realized the first indication of Hughes's propensity for acting on a whim when Boeing finished building TWA's Stratoliners. Howard wanted Boeing to reduce the delivery price by removing the pressurization systems from all six airplanes, and Frye finally had to point out that because the systems were already installed, it would cost more to remove them.)

For several years, the far-seeing Frye and the unpredictable tycoon formed a great team, although Jack had to endure occasional meddling and nit-picking from a man who thought nothing of appropriating a TWA airplane for his own use (such as grabbing one of the six 307s and converting it into his personal airplane), or demanding special favors for his movie celebrity friends who happened to be flying TWA. Of course, Howard did own the airline.

Far more harmful were Howard's arrangements for financing new airplane purchases. When he ordered " the Constellation, he told Lockheed, "Send the bill to the Hughes Tool Company. As a result TWA not only did not own the majority of its fleet, but surrendered to Hughes almost total control over equipment decisions.

The other side of the coin, however, was the love of flying that Frye and Hughes shared so deeply, and their mutual desire to make TWA competitive with any airline in the world. They shared something else: they were both profligate visionaries, although Jack also could be an impractical dreamer while Howard had a more pragmatic side. In this philosophical difference lay the seeds for Jack's eventual destruction.

The break-up occurred after the war, coincidentally with TWA's entry into international competition with its new Constellations. Two unhappy events in 1946, combined with a recession, precipitated the final clash.

First came a 69-day grounding of all Constellations after the crash of a TWA Connie on a training flight disclosed a serious electrical system design flaw. For more than two months, the airline's domestic and overseas schedules were decimated. TWA was just getting back to normal operations when its pilots staged a 25-day strike, a walkout that TWA flight crews of that era admitted later was ill-timed and illadvised. And Frye had made an indefatigable and powerful enemy in the person of Noah Dietrich, Hughes's top henchman, chief advisor, and merciless hatchet man.

Dietrich, who dislike Frye with a passion, convinced Hughes that Jack was an irresponsible spendthrift accountable for most of TWA's misfortunes. Reportedly Dietrich himself did the firing, because Howard did not have the heart to do it himself.

The final humiliation came in the way Frye's dismissal was revealed to the airline - a terse, one-sentence announcement (composed by Dietrich) in an early March 1947 issue of the employee newspaper

PAGE 28..... TARPA TOPICS....JULY, 1996

Skyliner that read: "Jack Frye has not been associated with the Company as of February 22.

"

It was an insulting epitaph to Frye's TWA career. Jack had his faults - he did tend to overspend, and he was an incurable gossip who loved to spread stories about Howard's bewildering eccentricities and frequent escapades. But he was also a generous, loyal friend - so considerate that although he was an expert poker player, he used to lose huge jackpots deliberately to those he figured needed the money more than he did.

Typically, he bore no ill-will against Hughes. Some time after Jack left TWA, Hughes called him for some advice and Frye's secretary was furious.

"Doesn't that guy have a hell of a nerve calling you after what he did to you? " she demanded.

Frye turned red. "Howard and I didn't have anything but a businessman's disagreement, " he snapped, "and don't you ever forget it! " Jack served eight years as president of General Analine and Film Corporation, a job that paid him four times his TWA salary, but he missed aviation too much and resigned unexpectedly in 1955 to form the Frye Corporation at Fort Worth, Texas, to design and build the Safari, a four-engine cargoTwo sketches of the proposed Wright 957powered Frye F-) Safari, from 1955 (top) and passenger airplane aimed at the Third World market. Condi1957 (lower). tional orders for some two dozen aircraft were received and Frye planned to build a factory in Tucson, a city he loved as he did all of Arizona - he literally launched the state's tourism industry before World War II by promoting Arizona winter destinations in TWA's marketing campaigns.

But the transport project died on February 3, 1959, when the 54-year-old Frye was killed by a drunken driver who collided with Jack's car at an ironic, almost spooky location. The driver at fault came out of a side road called the Hughes access road, which led to the Hughes Aircraft Company's Tucson factory.

Jack's tiny handful of Tucson friends had trouble finding enough people who knew him well enough to serve as pallbearers. But in the end, TWA did not forget him. The airline's former training center in downtown Kansas City was named for Jack Frye, and a plaque at the entrance read: This building is dedicated to him as a tribute to his leadership in the worldwide air transportation industry.

It is a more fitting epitaph than the one Noah Dietrich gave him.

Ed. note:.... Our thanks to the author, Robert J. Serling, for permission to re-print his article and also to John Wegg, Editor and Publisher of AIRWAYS magazine.

PAGE 29 ..... TARPA TOPICS....JULY, 1996

TWA ALSO STANDS FOR "THE WAGON ANGELS" "The Wagon Angels" are an RVing group of retired TWA employees from the LAX area that get together every month to swap airline stories, promote TWA and eat well.

The group of about 30 couples have been rendezvousing with each other for around 10 years and keeping TWA's name before the public with logos on their windshields, around their license plates and on their caps.

Each month a new wagon master picks a different spot to meet within a 200 miles radius of LAX and plans activities such as shows, tours and the always delicious and bountiful pot-luck dinners.

Then the members show up from as far north as San Luis Obisbo and as far east as Globe, Arizona to meet at RV parks in Newport Beach, Morro Bay, Las Vegas, and Palm Springs, just to name a few.

Sometimes after the official 3 day outing is over, a few rigs will caravan on to such places as the gold country, the Columbia River, the wine country and even Branson, Missouri.

So, if you own a motor home or trailer and would like to have a lot of fun and don't want to lose touch with what is happening with TWA, then come join us!

For information: call Craig Tynan at (805) 389-9509.

PAGE 30 ..... TARPA TOPICS ...JULY, 1996

FREEDOM

FLIGHT

AMERICA

OR AT

-6

ODYSSEY

by Ray Gentile During July and August 1995, in a patriotic gesture to celebrate the 50th anniversary of the end of World War II, a large group of private owners of WWII vintage military aircraft participated in a flight from Long Beach, CA to New York culminating with a fly-by of the Statue of Liberty on August 14th, VJ Day. The flight had scheduled stops along the route in Phoenix, El Paso, Ft. Worth, Kansas City, Chicago, Dayton (Wright-Patterson AFB), Washington (Andrews AFB) and New York (McGuire AFB). I joined the flight in Kansas City and flew with them to the east coast and the Statue of Liberty fly-by. The aircraft I used is a North American T-6G owned by myself and my partner, Alan Reno, a current 767 International Captain. Al and I originally owned a Boeing Stearman from 1965 to 1977. We bought the T-6 in 1985 and it is hangared in Olathe, KS. The flight was the brainchild of Mr. Morey Darznieks, the owner of Lance Aircraft in Dallas, TX the largest supplier of T-6/SNJ parts in the world. Darznieks, who became a displaced person after the war in Europe, emigrated to the United States as a child. Now, 50 years later, he wanted to do something that would show his appreciation for becoming a citizen and fulfilling the American Dream.

Darznieks had originally intended to get approximately forty to fifty T-6/SNJ types and to fly all or part of the trip, stopping in each of the cities noted above and make the aircraft available to the public, free of Captain Ray Gentile and his AT-6 "warbird"

PAGE 31..... TARPA TOPICS....JULY, 1996

AT-6 ODYSSEY...cont'd. charge, in an attempt to convey a sense of appreciation of what it is to be an American, and also, as a display of gratitude to the many thousands who fought and died during the war so that we can enjoy our freedom as we do today. He aptly called the flight "Freedom Flight America".

Once word got out among the Warbird fraternity, many other types wanted to join, such as: L-Birds, Stearmans, PT-19, 23 and 26, BT-13, Beech C-45, AT-11 and C-47 together with a sprinkling of fighters and bombers. Darzniek's original plan of forty to fifty aircraft grew to over 250 whose owners signed up for all or part of the flight. Due to constraints of time, jobs and money, only about 25 aircraft flew the entire route. Others flew one or two legs and then returned home. As we all know, these aircraft are not cheap to operate - I calculate the total cost of flying the T-6 at approximately $125.00 an hour. You can well appreciate what it would cost to fly a fighter or bomber across the country let alone worrying about parts and competent maintenance personnel. All in all, it was a daunting challenge.

Notwithstanding the concerns of weather, maintenance, parts, logistics and expense, I decided early on that I wanted to be part of the flight. It was a "once in a lifetime" experience and, in all probability, will never again be repeated. Logistical problems for the organizers were awesome. In each stop, services and facilities such as the following had to be arranged and organized: fuel and oil, maintenance, airport capacity, ground parking and marshalling, hotel accommodations, ground transportation, ATC en route procedures together with local airport arrival and departure patterns considering the variance in cruise speeds from 75 MPH to 250 KN, crowd control, publicity, police and fire protection, etc. etc. Early on, Darznieks had asked me to handle all of the arrangements in the Kansas City area. While I accepted and it was interesting, it was a challenging job that took many weeks and countless phone calls. In the end, it all came together and I was told the stop in Kansas City was one of the better layovers during the trip.

Although I did not participate in the first half, the following is a chronology of the flight from Long Beach to Kansas City as related to me by various participants during the legs I flew. The last half of the flight will be related in more detail based on my personal participation and observations.

"Freedom Flight America" started the weekend of July 29th in Long Beach. Although many of the aircraft originated in the LAX area, some pilots ferried their aircraft from all over the country arriving on the 28th and 29th. There were many events and festivities organized around the Queen Mary that weekend such as hangar dances, dinners, parties and flying demonstrations.

On Monday, July 31st, the flight left Long Beach enroute to PHX arriving there that afternoon. Some 100 aircraft participated in this leg. Aircraft were serviced and crews spent the night in PHX. While there, thousands of people came out to see the displayed aircraft, as they did at most subsequent stops.

Early on Aug. 1st, the flight left PHX for El Paso arriving at Briggs AAF the same day. Once again, this was a simple overnight stop for fuel, servicing and public display as opposed to weekend flying shows.

It should be noted that all legs of the flight were designed to be made nonstop for T-6 types. Some of the smaller aircraft had to stop enroute for fuel.

The next day, Aug. 2nd, the group left ELP for Alliance Airport near Ft. Worth, TX. This leg was when weather first reared its ugly head. Remnants of Hurricane Hugo were covering the state of Texas lowering ceilings and visibilities with intermittent rain in varying degrees of intensity. Many of the aircraft didn't even have needle-ball let alone an artificial horizon nor were all the pilots instrument qualified and/or current. Thus, they did some scud running, stayed on the ground or headed back home to the

PAGE 32..... TARPA TOPICS.... JULY, 1996

AT-6 ODYSSEY...cont'd.

West Coast. However, quite a few did stagger through and eventually arrived at Alliance. Due to the weather, very few locals came out to the airport to view the aircraft. Apparently it rained continuously that day in the DFW area.

On Aug. 3rd, the gaggle left for Kansas City, the destination airport being "New Century Air Center" in Olathe, KS, the old Olathe Naval Air Station (NUU). The lead ship, a civilian Piper Cheyenne, carrying John Darznieks (Morey's son), press and logistical people, was the first to arrive at around 1100. They had to file IFR all the way from Alliance and shot an approach at Olathe to 300 and a half in heavy rain.

Things at that stage were starting to look pretty bleak weather-wise.

Most of the aircraft were set up at the Alliance briefing to fly in flights of four with a leader and three wingmen; others in sections of two, and still others, individually. Shortly after noon, the aircraft started arriving in Olathe with no apparent pattern. By then, the ceiling had gone up to about 1,000 feet and some five miles in light rain. Many had "run scud" around weather or diverted to alternates while others just gave it up and headed home, either direct from Alliance or somewhere enroute to Olathe. However, by 1500, approximately 125 aircraft had arrived, some 80% of them T-6 types. I had arranged to have two "Hooters (Restaurant) Girls" meet the aircraft in golf carts with cold drinks and then the crews were transported to the registration hangar for check-in and to arrange servicing. Ground transportation to four different hotels in the Overland Park (KS) area was prompt and by 1800, all the aircraft were serviced and secured for the night. By 1500, the rain had stopped, however it was still overcast. That evening, I had arranged a party for the crews at the local Hooters Restaurant and the majority of the crews attended and, from all reports, enjoyed themselves.

Friday morning, Aug. 4th, dawned overcast with about 500 ft. and 1 to 2 miles. A catered breakfast was served in the Army Reserve hangar adjacent to the briefing area and the briefing itself started at 0800. I had previously arranged with Kansas City Center (ARTCC), which is located in Olathe, for single aircraft or flights of two or four to have call signs - ie: "Freedom 37" (which happened to be my call sign) for communication with the center for flight following. The weather forecast called for ceiling and visibility to improve at about 1100 to 1000 ft and 5, which it did. Shortly after 1100, aircraft started departing in flights and individually. I departed at about 1200 leading a flight of two wingmen. I was handed off to Kansas City departure and then center, going from sector to sector all the way to Aurora, IL (ARR), about 35 miles southwest of ORD, our next stop. I was selected as leader of my flight, not because of any great expertise at formation flying but because I had GPS (Global Positioning System) navigation.

Let me digress for a minute to tell those of you who haven't used it yet about GPS. Simply put, the hand-held receiver which weighs less than one pound and is 3" x 5", uses signals from semi-synchronous satellites to triangulate your position. I had bought the unit a year earlier, a Garmin 95XL, handheld unit operable on either nicad battery or ships power. The unit came with a portable antenna, antenna mount and cockpit mount for the receiver. I had a technician install the mount on the right side of the cockpit. By simply snapping the receiver and antenna in place and supplying power, I was ready to go.

During my last four years of active TWA flying, I flew 1011 International with Triple INS. The Garmin unit, which costs about $900.00, actually has more capacity (500 waypoints storage) and capability than the INS's did. In a 2" x 3" screen it can display latitude, longitude, RMI needle, CDI needle with course displacement, time of day to the second (local or Z), moving map display, restricted, prohibited or special

PAGE 33..... TARPA TOPICS.... JULY, 1996

AT-6 ODYSSEY...cont'd. use airspace, GS, ETA (based on calculated GS), ETE, fuel remaining and many other features I haven't even used yet. In addition, the unit has in storage every airport, VOR, NDB, and intersection in North and South America. Monthly updates are available from Jeppeson. All this for under $900.00 - unbelievable!

Cross-country navigation is absolutely no problem whatsoever with GPS and it has completely obsoleted earlier types such as INS, IRS, VOR and TACAN, etc. Loran units are now used for boat anchors. It made the entire trip a piece of cake as far as navigation is concerned. Since it knows where you are, simply tell it where you want to go and follow the needle. If you could carry the gas, you could go JFK direct HNL with automatic variation cranked in as you go. Anyone who does any XC flying at all should really have one.

During the flight from Kansas City to New York, it bailed me out more than once. The cockpit of a T-6, without a copilot or autopilot is not hospitable to pilots trying to remain straight and level while reading charts, changing frequencies, etc. While my wife Donna went with me the entire trip, she is not aeronautically blessed and the best she could do is hold the airplane straight and level in VFR while the heading went to hell - makes you really appreciate those autopilots.

Back to the flight: it took us 2:45 from Olathe to Aurora at 5,500 ft. The farther northeast we got, the better the weather. We had a good six or seven miles with high overcast and intermittent light rain showers enroute. Weather at our arrival in Aurora was 5,000 scattered with at least ten miles and we landed uneventfully. The T-6 had no problems mechanically for the leg or, for that matter, for the remainder of the trip (other than a VHF failure). Cockpit equipment includes VOR, dual VHF, transponder and encoder, GPS, artificial horizon, DG and remote compass plus the normal complement.

Aurora undoubtedly had the best public turnout (over 100,000) of any of the stops I personally We're on our way made. The aircraft were on display Friday afternoon, Saturday and Sunday with departures scheduled for Monday morning. Line crews, servicing and maintenance were well planned and organized. Weather was great the entire weekend, except for one rain shower, but it was ungodly hot and remained that way for the rest of the trip with ground temperatures rarely getting below 95 degrees. Aurora also probably had the highest number of aircraft on display - approximately 200 of which all but a few were WWII military types. Part of the group in Aurora were on the way home from Oshkosh which had closed two days earlier. In addition to over 125 T-6 types, there were 3 Mustangs, a P-40, P-47, 2 B-25's, 3 C-47's and the MATS Connie not to mention many LBirds, Stearmans, BT's and PT's. Dinners, parties and a hangar dance occupied the evenings. The only bad part of the weekend was ground transportation. While the busses ran on schedule, hotels were about 15 miles away in Naperville and the two lane airport access road was always clogged with traffic. The city of Aurora picked up the tab for gas, oil and hotels which was appreciated by all.

PAGE 34 ..... TARPA TOPICS....JULY, 1996

AT-6 ODYSSEY...cont'd.

Monday morning, Aug. 7th, we briefed at 0800 and shortly thereafter departed for Wright-Patterson AFB in Dayton. As on the first leg, the center (ATC) provided flight following for a direct routing to WPAFB. Weather was a high overcast with 6 or 7 miles. The leg took 2:00 to fly at an altitude of 5,500 ft. DAY approach handed off my flight of three to WPAFB tower and we made a low approach with right echelon, breaking left to land on 23R. Once again, the public was there to greet us but nothing like the turnout at Aurora. The press was also there and conducted personal interviews with many pilots (as they did at all layovers) and we had good TV coverage for both nights in Dayton. Ground transportation to downtown hotels was with USAF busses and service was good. No evening social functions were planned, but the next day, Donna and I spent the entire day at the USAF museum. If you haven't been there lately, it's well worth visiting if you have the opportunity. If one reads all the placards and information cards on the displays you could easily spend a week there. Admission is free.

Wednesday, Aug. 9th, we were bussed to WPAFB Operations adjacent to where the aircraft were parked.

Briefing for the departure to Andrews AFB near Washington was conducted in a huge hangar next to Operations. The hangar housed two KC 135's (707's) and there was room for another one. Unfortunately, with all that space, the Air Force put us in a hangar office about 20' x 30' for over 200 pilots and crew. Needless to say, that was a miserable 45 minute brief crammed into the room like sardines.

The big problem that day was weather. What was left of the hurricane was in Texas and had spread low ceilings, fog and rain essentially all over the Southeastern U.S. as far north as a STL-IND-DAY-CMHPIT line and eastward. At WPAFB that morning it was 100 overcast and one mile - hardly T-6 weather.

The forecast indicated it would break up over Dayton about noon, which it did. Enroute weather was marginal to poor, so we were stuck for the morning.

Since none of us had eaten anything that morning (we were picked up before the restaurants opened) and there wasn't even a cup of coffee at WPAFB, we were hungry. The only eating facility available to us was a hotel just outside the base so we finally arranged transportation there. Unfortunately, when some 200 hungry souls showed up at the hotel, breakfast was over and they weren't ready for lunch yet. To make a long story short, we finally got fed but this and the briefing area were the major screw ups by the AF at Wright Pat. The base tried their best but just weren't prepared for, or knew how to handle, some 150 aircraft and their crews.

When the weather cleared up about noon, it was good news. The bad news was it had all moved east where we were going. The WX crew at WPAFB was excellent, giving all of us whatever information we needed. The best route appeared to be roughly a heading of 120 degrees toward Parkersburg, Clarksburg, and Front Royal in to the DCA area. Takeoffs started around 1200 and shortly thereafter the fit hit the shan. Anywhere east or southeast out of WPAFB, within 50 to 75 miles, we were in it again and this ti me, for good.

We departed about 1300 with a left turn direct Parkersburg, and climbed to 5,500 ft. Within 20 minutes the ceiling started coming down, the southern Ohio hills started coming up (with me in between) and the visibility went from bad to worse. We were by ourselves that day, one of my wingmen having gone home (he had one VHF and no GYROS) and the other joining up in another four ship flight. The weather continued to deteriorate and, when I went on the gauges, that was enough for me. As I used to tell copilots, "I'm a very colorful pilot - mostly yellow", so I did a 180, punched in Bolton Airport (southwest of CMH) on the GPS and headed there. I had lost the center as I descended to remain clear of clouds, so shortly thereafter, I called CMH approach who cleared me to Bolton with a tower handoff.

Ceiling at Bolton was about 800 with one mile. I had to request a special VFR to get in and was very PAGE 35..... TARPA TOPICS....JULY , 1996

AT-6 ODYSSEY...cont'd. relieved when we landed. Approach involved a 360 overhead with a tight turn to final. It's a good thing I did the 180 when I did. Shortly after we secured the aircraft, the heavens opened up and it poured rain.

That was it for the day - off to a hotel we went. At that stage, I didn't know whether we'd make it to DCA the next day or not. The WX forecast for Thursday was very marginal until east of the Ridges.

At that time it occurred to me that this operation was a massive gaggle with absolutely no operation guidelines or knowledge of the whereabouts of other aircraft. If TWA's dispatching, on a scale of one to ten, was a ten, then this operation had to be about a minus five. Nobody knew where we were or even cared. The flights were strictly on their own, period. Only a handful of VFR flight plans had been filed and, of those who did, very few followed their filed route. Anyone who might have gone in, either from trying to fly VFR in IFR weather, or a mechanical, could still be lost in the hills of southern Ohio or West Virginia. As noted earlier, pilots were joining the flight and leaving it on their own whim at anyti me they so desired. Since no one knew they were coming or going, no one knew who or where they were. This, in my opinion, was the major defect in the planning and operations phase of the entire flight.

Fortunately, we were safely on the ground. It was at times like this I really missed a good copilot but the GPS proved itself - it was worth its weight in gold the entire trip but especially that day when the WX went down.

Tragedy did strike that day. On a flight of four T-6's over S.E. West Virginia, one of the aircraft lost oil pressure. Fortunately, the leader had GPS and punched in the nearest airport which happened to be three miles away. At that time, the flight was in the clouds, IFR without a clearance at 7.500 ft. The sick T-6 made it to the runway but was either hot and/or landed long and ran off the end into a ravine. The front seat pilot ended up with a skull fracture and brain concussion and the aircraft was destroyed. Luckily, it did not burn. The back seater, who owned the aircraft, was Morey Darznieks, the organizer of "Freedom Flight America". He escaped with minor cuts and bruises. The aircraft had been recently restored, painted and had a relatively new engine. The pilot, now recuperated, will, so I am told, have problems for the rest of his life.

About half of the aircraft that day ended up in airports all over Ohio, Kentucky, West Virginia, and Virginia. None had IFR clearances and were flying IFR in formation with a single engine. Somehow they slipped into various airports breaking many FAR's that day. The other half, putting their faith in God and Pratt and Whitney, blundered through the clouds without a clearance toward DCA, some of them climbing to 13,500 ft. with no oxygen over hilly, mountainous terrain and all with engine driven vacuum systems. If their engine iced up or quit, they would lose their GYROS and, in all probability, the family jewels. When they got trapped, they could always have done a 180, but very few did. It was dumb but they lucked out. This seemed to reinforce in my mind the disdain that most airline and professional pilots have for the average civilian pilot.

Thursday morning, Aug. 10th, I called FSS for a WX briefing and was told that there should be a window between 1000 and 1200 on what was essentially a direct route to DCA. We departed Bolton at 1000, called CMH departure and were vectored on course direct to Parkersburg climbing to 7,500 ft.

Weather was some 5,000 scattered and seven miles. After Parkersburg, we proceeded direct Clarksburg, direct Front Royal, direct Andrews. I had to deviate around some buildups but always maintained ground contact. It was readily apparent that within an hour, the noonday heat would have closed the door ahead of and behind me. We hit the timing just right, FSS had the forecast nailed and after a 2:20 flight, working center all the time, we arrived at Andrews AFB after vectors from DCA approach through the Washington area.

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AT-6 ODYSSEY...cont'd.

All of the weather had ended on the east slope of the ridges and Andrews was enjoying a beautiful, hot summer day. Ramp temperature was over 100 degrees. We checked in and were told that Congress was hosting a reception and cocktail party for us at 1800 in the Congressional Office Building in recognition and appreciation of our flight. This seemed appealing (maybe we would meet Newt), so we signed up.

After checking in at the hotel, busses took about 150 of us to downtown Washington. The House Office Building was mostly closed up for the day but we got in through the one security door still open. Neither the guards or anyone else there knew anything about the reception. We finally found the room after blundering through the "Halls of Congress" only to find warm beer and coke, nothing to eat and no host/ hostess to greet us. Newt was definitely not there but about a half hour later, one congressman from Texas showed up and welcomed us. No bands, flags or pomp and circumstance; just one lonely lawmaker with a canned speech. Mercifully, the busses were waiting to take us back to Andrews.

We had been told that dinner would be available at the Andrews 'O' Club but when the busses dropped us off there, no one knew anything about it and the dining room was closed. As we all know, when you're stuck on a layover with no wheels, the eating and drinking options are very limited. We were two miles from our hotel which didn't have a restaurant anyway (there was a McDonalds two blocks down the street) and the busses had left.

The club finally found a freezer full of frozen chicken so our menu consisted of "Chicken, microwave roasted, with or without barbecue sauce". With only two off-duty waiters available (they had to stay overtime), it took two hours to get fed with no drinks available. I was in the military forty years ago and it appears that very little has changed since then with regard to the classic SNAFU. When we were finally through eating, we found out there was no transportation back to the hotel. With no other alternative, we called cabs - it took about twenty of them to get us to our final destination that memorable day.

It was now totally confirmed that, on this adventure, we were definitely on our own.

The next day, Aug. 11th, our destination was McGuire AFB, N.J. via New York. The original plan had been for all the aircraft in the flight to stage out of McGuire for the Statue of Liberty fly-by on Aug. 14th (the 50th anniversary) but, due to logistical problems at McGuire (?) and the fact that New York City moved their celebration from the 14th back to the 11th, it was decided that we would depart Andrews, fly to the Statue of Liberty and then on to McGuire. Weather was excellent - remnants of the hurricane were still west of the ridges. We had 5,000 scattered, unlimited visibility and light winds; couldn't be better.

During the briefing at Andrews at 0800, an Air Force captain from McGuire who had flown down to Andrews (in a USAF jet), informed us that McGuire was awaiting us with open arms, the red carpet was being rolled out and that everything was taken care of. After the screw ups at Wright Pat and Andrews, I should have known better, but, being the eternal optimist, I figured we were out of the woods and things would get better. They didn't - the military is still the military.

Routing to the statue and subsequently McGuire was extremely complex and once again the thought occurred to me that an autopilot and copilot would really help. Compared to the rest of the gaggle (there were probably a few other airline pilots in the flight), I felt reasonably comfortable in that I knew the New York terminal area very well having flown in and out of there hundreds of times over the last thirty years. I pitied the poor guys who had never heard of Yardley, Robbinsville and Colts Neck, and had never dealt with New York controllers. Anticipating that the controllers would get progressively p -

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AT-6 ODYSSEY...cont'd. off at over two hundred WWII military aircraft traversing their airspace, many with minimal equipment and experience, I promptly decided that the sooner I departed the better off I would be before the controllers tolerance level went down. This, by all later reports, proved to be a very wise decision.

After pre-flighting the aircraft, we were fifth in line for takeoff. We were by ourselves which also proved to a good move. All of the aircraft flying formation had to keep their eyes on their leader and, as a result, missed much of the scenery in Jersey and going down the Hudson River, especially the statue. Being alone allowed me to take in everything.

We departed south at Andrews and made a left turn to the west shore of Chesapeake Bay. Airspace had been set aside for the gaggle, the various sector and terminal controllers had been briefed by the FAA on our mission and the media were alerted and stationed along the route and on the deck of the USS Intrepid (anchored in the Hudson River near 38th St. in Manhattan) for a celebration ceremony.

Routing to the statue and subsequently McGuire involved 24 frequency changes and eleven altitude changes for "There's Liberty!" the leg. FAA approved flight plans given out at the briefing were as follows: "After takeoff climb to 1,100 ft., turn left to the west shore of Chesapeake Bay, and climb to 1,500 ft. Follow the shoreline north to Annapolis, maintain heading and intercept the 052 degree radial of Nottingham to the 232 degree radial of DuPont, direct. After DuPont, descend to 800 ft. and follow the Delaware River past PHL, then climb to 1,500 ft. Abeam North Philadelphia airport, proceed direct Yardley, direct Solberg, the SBJ 060 degree radial direct Morristown, direct Essex County. After SBJ, climb to and maintain 2,500 ft. After Essex County, 075 degree heading to Oradel reservoir, then a 090 degree heading to the Hudson River. At the river, turn south and descend to 1,400 ft. to the George Washington Bridge. After the bridge, descend to 800 ft. south along the river centerline. After the statue (no circling please), climb to 1,100 ft. direct to the center of the Verazzano Bridge. One mile north of the bridge, climb to and maintain 1,500 ft. At the bridge, direct Sandy Hook, climb to and maintain 2,000 ft. direct to Colts Neck. After COL, descend to and maintain 1,500 ft. direct McGuire. Mercifully, some thoughtful soul had Xeroxed copies of the route for all hands.

Frequency changes along the route were as follows: Andrews clearance, ground, tower, departure, Washington Center, Wilmington approach, tower and departure, PHL approach, tower and departure, North PHL tower, Trenton tower, New York approach, Morristown tower, Essex County tower, New York approach, LGA tower, Newark tower, New York approach, New York center, McGuire approach,

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AT-6 ODYSSEY...cont'd. tower and ground. Needless to say, in addition to sightseeing, I was busy.

However, this leg was the highlight of the entire trip and I enjoyed it immensely. It almost amounted to a legal buzz job of Manhattan, similar to the river approach for a right turn into 13 at LGA (albeit in the opposite direction). The powers at Andrews had given each aircraft a rose to drop passing the Intrepid hopefully some of them hit the deck.

Donna was busy in the back seat snapping pictures and they all came out quite well. A formation of six T-6's (The Skytypers) were skywriting over southern Manhattan and the Goodyear blimp was over the city also.

As always, the name of the game was to keep your eyeballs on a swivel. While proceeding down the river at 800 ft., someone in a Cessna was coming north at approximately 1,000 ft. - 200 ft. above me and proceeded to turn west directly in front of me. Had I been equipped with six 50's and raised the nose 1 degree and so inclined, he would have been history. Possibly a photo plane but we had not been briefed about it. Weather over New York was perfect; high scattered, excellent visibility (especially for N.Y. in the summer) light winds and temperatures in the 80's. I couldn't have ordered it any better.

After Sandy Hook, the routing was direct COL, direct McGuire. Briefing indicated they wanted us to call McGuire approach over Sandy Hook at or below 1,500 ft. for sequencing. Unfortunately, somewhere between Sandy Hook and COL, I dropped the briefing form on the floor of the T-6. Any reader who has ever flown a T-6 knows what comes next. With Donna trying to keep the aircraft straight and level, I had to loosen my seat belt, squirm out of the seat, reach down in the hell hole and attempt to retrieve the form. Luckily it didn't blow to the rear of the belly and after much twisting and turning, it was finally back in hand. My back is still out in two places.

At the briefing that morning, the USAF captain from McGuire had given us a Xeroxed form with runway diagrams for McGuire and approach routing indicated thereon. This elaborate drawing of runways and approach paths (not to scale) included pertinent frequencies, the first of which was approach, shown as 119.5. Cranking that in on the VHF, I was assailed by a constant barrage of talk (something like JFK ground at 1900 local). Finally, I got in and called McGuire approach with my altitude and DME (from the GPS). I was curtly told this was not McGuire and to get off the frequency. Thinking, uh oh, I screwed up, I again looked at the briefing form and there it was, big as life, 119.5. At this point, I was about ten miles out and since 119.5 didn't seem to want to talk to me, I called the tower and told them I couldn't raise approach on 119.5. They informed me, (and I was the fifth arrival), in a voice dripping with sarcasm and disdain, that the correct frequency was 119.05 however they cleared me to land. Boy, I thought, I really screwed up this time but another check confirmed 119.5.

Apparently some civil servant typed up the approach form and had neglected to insert a zero before the five (after all, zeros mean nothing, right?) and no one had proofread the finished product. This little exercise was to portend our future weekend as guests of the USAF at McGuire AFB. Landing was uneventful after a flight time of 2:45.

After landing, ground asked if we intended to fly during the airshow Saturday. By this time, I was fed up with the Air Force, ATC, the T-6 and life in general. My response was "negative". All I wanted to do was park this thing, have a shower and a cold drink and relax. I was told to follow the 'follow me' truck to parking. After parking, while securing the aircraft, a 20,000 gallon fuel truck (the T-6 holds 140 gallons)

PAGE 39 ..... TARPA TOPICS....JULY, 1996

AT-6 ODYSSEY...cont'd. drove up and I was asked if I needed fuel? Answer, "yes". The fueler then proceeded to uncoil a hose about four inches in diameter with a matching nozzle which was obviously not designed for T-6 types.

Since I like to fuel my own airplane, I sat down on the center section in some 98 degree heat and was handed the hose assembly which must have weighed about 50 pounds. Ready to accept fuel at what I guessed would be a flow rate of some 80 to 100 GPM, I got a good grip on the nozzle anticipating considerable back pressure. At this time, the fueler discovered he didn't have the key to the pump control panel. He then went to find his NCO who came running up, tried in vain to open the door and then called someone on the walkie-talkie. About five minutes later ( I had by then relaxed my grip on the nozzle), a staff car containing a major and a 2nd lieutenant roared up and the major proceeded to berate the poor enlisted fueler. The lieutenant was sent off to find the elusive key and about ten minutes later he returned, key in hand.

During this interim, after my flight suit became thoroughly soaked with sweat (remember, 98 degrees), I handed the hose back to the fueler and took off a very wet flight suit leaving me in a pair of bermudas and a tee shirt. The good news was I did get fuel.

After fueling and securing everything and while we were waiting for transportation to registration, I noticed a mass of civilians trudging along a taxiway carrying their gear. These were the crews who had signified that they wanted to fly during the weekend show; thus, the tower had parked them in the middle of the field so they wouldn't disrupt the crowd line with prop wash while moving in and out of the ramp. Apparently the Air Force forgot to provide transportation from their 'center field' parking to the registration room. Thank God I had made the decision not to fly and was parked reasonably close to civilization.

Most of you, dear readers, have a pretty good idea of how big McGuire is - the largest MAC base on the East Coast with hundreds of buildings. Unfortunately, buildings in close proximity to the ramp were not available so we were trucked to another 20 x 30 room (the USAF must specialize in this size) about a mile away. This would be comparable to parking at gate 32 in STL and being trucked to the McDonnell Douglas plant across the field.

Inside the registration room, pure bedlam reigned supreme. With wall to wall people, the air conditioning was soon overwhelmed and tempers went up with the temperature. AF troops were everywhere, all vowing to help us, but nobody knew what was going on or what they were supposed to do. Lots of smiles but no action. All I wanted to do by that time was to get as far away from McGuire as I could - I was not to be disappointed. After standing in line for some ten minutes, we were informed that no registration could take place until we had all viewed a video about "McGuire registration procedures" with narration by another 2nd lieutenant. This took another 15 minutes but at least they did have a chest with cold drinks. After finally learning how to register, it was back in the line for another ten minutes to check on our lodging accommodations.

A senior sergeant (with three up and three down), after looking through about a five inch thick stack of computer printouts, allowed that he couldn't find my name. I had signed up for the flight a year ago but somehow, the computer had never heard of me. Housing was available however, at the BOQ, a Days Inn on the base and the Hilton in Cherry Hill. Although, at the time, I didn't know where Cherry Hill was, the Hilton beat the other two alternatives hands down. We were told a room would be available and a bus was leaving shortly.

PAGE 40..... TARPA TOPICS....JULY, 1996

AT-6 ODYSSEY...cont'd.

Having developed a problem with one of my VHF's ( a Collins AIRINC type), I told Donna to take some of the gear, get on the bus and get us a room. I wanted to see if I could get someone to take a look at the radio as I only had one left.

Taking my radio problem to a major (pilot) who appeared to be in charge, he advised that the base radio shop would be glad to look into my radio problem (their C 141's had the same radios or so he thought) and, although he didn't know where the radio shop was, he would call them and they would send over a technician and we could check out the radio.

After an hour and a half and five phone calls, the technician still hadn't shown up. I went back to the major again and requested transportation to the radio shop. He collared an enlisted troop and told him to take me to the shop in his personal car as no motor pool vehicles were available. The EM allowed that he didn't know where the radio shop was. Another phone call disclosed that the shop was one block away! I thanked everyone and walked to the shop where eight technicians (?), civilian and military, were waiting to berate me. They had been driving up and down both flight lines of approximately 150 T-6's (one of them knew what a 'six' was) asking who had the radio problem. So they were mad at me for not standing by the airplane when the major had specifically told them to pick me up in the registration room when they had no clue as to the latter's location. Unbelievable! Finally, with all that settled, I asked if they had test equipment for Collins radios? Negative; all their aircraft used King equipment. At that stage, I simply thought, "f— the radio". I'm going to the hotel.

After a half hour wait for the next bus, I was informed by the driver that the hotel was at least 1.5 hours away due to Friday PM traffic and was in Cherry Hill, across the river from Philadelphia! Since Donna was already there (hopefully), there seemed no other logical course of action but to board the bus for Cherry Hill. At that time, I vowed that the next time I would show up at McGuire would be to get in the T-6 and leave for home which is exactly what I did. The public would have to enjoy that spectacular flying machine without my presence to explain to them what held it up in the air and/or how fast it would go. Enough was enough.

The driver was right; the ride took 1:40 but the good news was that we did have a nice room which overlooked the Delaware River (I had already seen it that day) and the Philadelphia skyline. Big deal.

Saturday was spent doing laundry (very little luggage space in a T-6) and laying out by the pool - to hell with airplanes and the USAF. I don't mean to be overly critical of the USAF. Subconsciously, I guess I was expecting treatment like we used to get flying the line for TWA. It didn't happen; however, on the other side of the coin, the Air Force just wasn't prepared for the influx of some 150 civilian aircraft and really didn't know how to handle it. Sometimes though, I wonder how we ever won the war.

Sunday, Aug. 13th, we took the first bus (0600) to McGuire for departure to home. We had been strongly advised during check-in registration and in the video that no aircraft could move without a flight plan.

McGuire, I guess, after hearing about the mess out of Wright-Pat decided to make all of us file so as to invoke the CYA drill. The weather was CAVU but we still needed that flight plan.

It was filed and off we went; handed off to PHL departure, direct Yardley, direct East Texas, direct Ravine, direct Tyrone, direct Elwood City, direct Mansfield (Ohio). Filing direct routings with McGuire clearance was easier than trying to find victor airways in the front seat of a T-6 with the canopy open and

PAGE 41..... TARPA TOPICS....JULY , 1996

AT-6 ODYSSEY...cont'd. the wind blowing. I am told, one is not legal to file using GPS and, since I wanted flight following over the ridges with the center and knew there were victor airways between the VOR's and I certainly didn't want to p--- off the controllers, I filed direct - they bought it.

Weather was great until about 100 miles east of PIT when I ended up between layers at 8,500 ft. with good visibility and hazy ground contact. Cleveland center handed me off to PIT approach and the transition went perfectly. We arrived in MFD after 2:55 flight time, the longest leg of the entire trip.

During the last nine days, I had developed an acute case of "sorebuttitis". Also, the T-6 is basically an unstable airplane; since its purpose was to train fighter pilots, maybe it was designed that way. No matter what type of power setting I used, no matter how carefully I trimmed it, it had a mind of its own and 99% of the time it wanted to go somewhere other than where I wanted it to go. The point here is, that combined with the earlier mentioned affliction, I had about had it with the T-6.

Home to Kansas!!

Not to detract from the airplane; it is probably one of the finest trainers ever built anywhere in the world.

It definitely helped us win WWII, looks neat in the air and is fun to fly around town or simply boring holes in the sky but it really is not a cross country airplane. I didn't realize how good we had it when we sat back with our airliner on autopilot, our feet up on the crossbar, a good copilot, air conditioning, no noise or wind and a hot or cold drink only three dings away. Those were the days my friends, those were the days.

When we got to Mansfield, we rented a car, found a hotel and had dinner. The county fair was on so we found it and enjoyed the evening watching a demolition derby and looking at the sights.

The next morning, Aug. 14th, we were headed home. As usual, the temperature was already in the 90's but clouds were essentially absent with visibility five or six miles in haze. We departed direct to Indianapolis without flight following. Thirty miles out, I called IND approach and advised them I would like

PAGE 42..... TARPA TOPICS... JULY, 1996

AT-6 ODYSSEY...cont'd. to do a couple of 360's around the speedway. No problem; they cleared us to 2,000 ft. with a vector to the track and we got a good look at the 2.5 oval. Then, requesting direct Decatur, which was on a direct line from IND to Kansas City, we headed off and were cleared back up to 6,500 ft. where it was a little cooler.. After 2:25 flight time, we arrived in Decatur for gas and a pit stop. That's another thing you miss while in the T-6, especially with a weak bladder and semi-functioning prostate.

We left Decatur about 1300, with a temperature of over 100 degrees, on a direct line to Johnson County (KS) Executive Airport (OJC) where I base the aircraft. The flight was uneventful at 8,500 ft. except for deviating around some buildings and we finally arrived home about 1515 after a 2:10 flight. It was over and we had done it.

A smiling Ray & Donna back home in Kansas

In retrospect, now that most of the aches and pains have healed, the flight was a lot of fun, presented numerous challenges and cost some money, but it was worth it. It was, literally, a 'once in a lifetime experience'. Never again will our country have any type of celebration of this magnitude to commemorate the end of WWII. I feel privileged and lucky to have been a small part of what was a massive tribute to the thousands of men and women who fought and died during that war so that our country could continue to be the greatest country in the world.

I was just a kid when the Japs attacked Pearl Harbor, but I can remember the reaction of my elders to this day and I knew, even then, that Dec. 7, 1941 was somehow a "day that will live in infamy" as Roosevelt had described it. I can remember the scrap drives, the defense stamps in a little booklet until you got $18.75 and later, war stamps and bonds, the patriotism and, last but not least, the resolve of the entire county, white or black, rich or poor, old or young, that we were completely united as a people and would do whatever it took to beat the bad guys. I was only ten years old but the whole scenario made me proud to be an American and a small part of the war effort. Unfortunately, I have never since seen such resolve and, in my cynical appraisal, I'm afraid that I never will again. I fervently hope I'm wrong.

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AT-6 ODYSSEY...cont'd.

We kids were all completely gung ho. In my childhood naivete', I would actually go to bed at night and pray that the war lasted long enough for me to grow old enough to enlist and help beat the Nazis and Japs. Such are the ways of a child. I knew what a T-6 was when I was 10 years old. I also knew what a P-40, a P-51, an F4U and F6F were and I passionately wanted to fly one. When I got out of college, they were all gone and the T-6 was being put out to pasture. I had missed it.

So, forty years later, I bought a T-6. It's really a great airplane and lots of fun and I've never regretted for a second buying it. Compared to the tin cans flying around today, the 'six' is built like the Brooklyn Bridge. I think the only way you could really be hurt in it is to fly it into the side of a mountain.

When I'm flying it, sometimes I imagine I'm over Randolph or Kelly or Pensacola and I guess I re-live some of my childhood fantasies of many years ago. It's a good feeling. End

Note from the author: If any reader has any original manuals for the T-6 or SNJ; pilot, maintenance or other and would be willing to turn them loose, I can guarantee a good home. All I have are Xerox copies in black and white.

PAGE 44..... TARPA TOPICS.... JULY, 1996

CAPTAIN W. L. "LARRY" TRIMBLE April 23, 1910 - March 2, 1996 The 50th anniversary of our first flight into Paris came and went. Our guy who contributed a lot to International ( although not in Paris in 1946) is also now gone, Captain Larry Trimble. I worked for him and flew with him for 20 years and I can vouch for his dedication to TWA. In return, all of the overseas employees from the janitor or aircraft cleaner on up had nothing but the greatest respect for Larry. He was a true leader and a team spirit builder that was never replaced. I remember arriving Dhahran after 17 hours of flight time for an engine change and Larry saying, "Claude, let's put on some coveralls and help the engine change crew before we take a nap! "

by Claude Girard Ed. note:.... Captain Trimble died unexpectedly as the result of injuries received in an auto accident.

Please see the article on Captain Trimble, which was sent by Captain Girard, in another section of this issue of TOPICS. PAGE 45..... TARPA TOPICS.... JULY, 1996

Flown West, cont'd.

CAPTAIN GEORGE "DIXIE" DREW March 19, 1917 - January 28, 1996 Captain Drew was a graduate of KU - Lawrence, Kansas. George schooled himself by playing in dance bands. This was throughout his four years at KU. He also played many one night stands. He was an accomplished trombone player. Hence the name of "Dixie". What a life!

It can only be assumed he became interested in flying when, in the early summer of '42, "Dixie" became an employee of MacFarland Flying School. This school was a government contract school.

Also, at this time the school hired many instructors. To name a few - John E. Clark - Hugh G. Graff Howard Reece and Max W. Dail.

"Dixie" with his sharp brown eyes and his inquisitive mind became a favorite with his students and the instructors. When the contract with the school was terminated, in the fall of '44, the big question was - What do I do now? Guess what, quite a few made applications to TWA at Kansas City, Missouri.

"Dixie's" tenure with TWA started with DC-3 / DC-4 / Marin 202 - 404 / 707 domestic and internawith TWA he tional. His later years were on the 747, domestic and international. During his was very active with the ALPA, where he served on many committees.

Bon voyage, "Dixie". May you always see your pilot's "Halo" on the cloud,; below. It is hard to sum up a man's professional flying lifetime, but I tried.

By Max W. Dail PAGE 46 ..... TARPA TOPICS....JULY, 1996

Flown West, contd.

CAPTAIN JOHN W. BARNARD September 3, 1915 - January 25, 1996 John W. Barnard, 80, died 25 January 1996 at Presbyterian Hospital in Albuquerque, NM. Born September 3, 1915 in Santa Cruz, CA to Percival and Ester Barnard, he married the former Bernie Landon on 21 October, 1961, in Needham, MA. He was preceded in death by his parents; first wife, Susan Patricia Green; and brother, Joseph.

He retired from TWA in 1975 as a Captain after 31 years. He started out at the Boeing School of Aeronautics on a scholarship which gave him his private license in 1940. In 1941, he was assigned to a civilian pilot training program at Santa Ana Junior College which provided him with a commercial license. He was then assigned to a further CPT program at Virginia City which gave him his instructor rating. Immediately following that, he was directed as an instructor to a civilian operated Navy V12 flight training program at Prescott. The V12 program began to phase out in late '42, and he went to Thunderbird Field in Phoenix and was assigned to Falcon Field instructing on a BritishRAF flight training program. He applied to TWA for a pilot position in 1944, was hired, and retired in 1975. He checked out as a TWA Captain in 1946; flew Douglas DC-3 & DC-4, Martin 202 & 404, Lockheed Constellations, Convair 880, and Boeing 707's. While with TWA, he served in the following ALPA positions - chronologically: Chairman of TWA BOS Council, represented the TWA BOS Council on the System Schedule Committee, served as West Coast representative of the TWA Training Committee, served on the TWA MEC as Chairman of the Training Committee, and served as Manager of the ALPA regional office in SFO. Captain Barnard is survived by his wife of 34 years, Bernie; a daughter, Maureen; sons, Michael, Brian, Kevin and Tim and four grandsons and one great-granddaughter.

Retired TWA Captain Jerry Cogswell scattered ashes over the Manzano Mountains near Los Lunas, NM.

by Bernie Barnard

PAGE 47..... TARPA TOPICS.... JULY, 1996

Flown West, cont'd.

NAVIGATOR CHARLES F. DeGEORGE February 17, 1914 - October 19, 1995 This is a tribute to Chuck from Joyce...

He died like he lived...In peace and with the pride of family...And the joy of having played the game fair...Chuck leaves a trail of happy thoughts...and a legacy of wonderful memories.

GOD GIVE US MORE GREAT MEN He was not a Poet or Philosopher...But walked in harmony with his fellow man...

He was not an Executive or leader of multitudes...But a faithful follower with his friends...

Not a Millionaire in worldly possessions...But a man of rich treasures in human relationships...

Not a sweet Singer of Israel before multitudes...But a man with a song in his heart before his family.

Not a man to command armies...But a man to command his own life to obedience...

Not a man to blow his own whistle...And always appear in the limelight...

But a man to rather hide in the shadows...And let God give the rewards most deserved.

He was a Builder of beautiful buildings...And a Navigator of his own life...

A man who lived out his years of time...And leaves a legacy of strong influence...To all those whose lives he touched.

A man who walked over many cobblestones...And traveled many miles...To make our path a little smoother...And our lives a little easier.

God give us more men of such noble character...And may we be motivated to higher levels...Because he walked among us.

And privileged us with the aroma of his life.

We'll miss you Chuck...

by Joyce DeGeorge

PAGE 48 ..... TARPA TOPICS.... JULY, 1996

Flown West, cont'd.

CAPTAIN ROBERT A. KADOCH June 18, 1911 - March 30, 1996 What a Guy! those are the three words that most of Bob's friend's would use to describe this fine gentleman. He is survived by his wife of 30 years, Rosemary, a sister, Audrey, and nephews John and Robert. Bob was born in Chicago where he lived with his father, mother, older brother and sister until he moved to St. Louis in 1934 to attend night school at Washington University and then Jefferson College. and also work in his Uncle's paint factory. His father was killed in 1935 and Bob became also the sole support for his mother and sister. In October 1939 he joined the Missouri National Guard Air Corps as a Private where he enrolled in, and passed many difficult courses, including theory of flight, meteorology, aerial navigation and aviation observation. In June 1940, after all this hard work, he was commissioned a 2nd Lt. and designated an Air Observer. He then started taking and paying for flying lessons on his own and was recommended for flight training in the squadron by his senior officers. He received a commercial certificate in November 1940 and applied for and was given a discharge on December 18, 1940.

He was hired by T &WA on July 18, 1941 as a co-pilot. Bob checked out as Captain in April 1943.

TWA had a contract with the Army Air Corps to provide instructors and Bob was assigned to Hemstead Field in Florida for several months. After the war he transferred to the International Division in NY. On December 1, 1959 Bob reported to SFO where he had bid. His first flight out of SFO was on December 9th and I had the privilege of being his co-pilot. We became friends right away and have been close ever since. We flew together a lot until I finally became senior to hold a bid in SFO and fly my own 880. In August 1966 Bob married Hostess Rosemary Grana. All of Bob Kadoch's flights were a pleasant experience to all who flew with him either as a passenger or crew member. He was very kind to animals and had a standing order with the baggage handlers at all the stations he flew through to bring any dogs or cats in the cargo hold to the cockpit as he did not want PAGE 49..... TARPA TOPICS.... JULY, 1996

Flown West, cont'd. them to get cold. I don't think the FAA can do anything about that now? My daughter Missy started calling him Capt. Kadoch when she was 2 years old and 36 years later she still refers to and calls him Capt. Kadoch. When TWA started flying for the military during the Vietnam War, Bob transferred to the pacific division and flew the pacific (both MAC and commercial) until his retirement in June 1971. I went to LAX and met his flight that came in from HNL, and rode on his last leg to SFO. I always said that Bob was almost like Will Rodgers, he almost never met a man he didn't like. He made life just a little better for his many friends, I know because he did this for me. The plane with Bob in the cockpit belonged to the Missouri National Guard Air Corps. A memorial service was held at the St. Paul's Episcopal Church in Walnut Creek, California on April 13 before a standing room only crowd. Many fine tributes were given by his fellow pilots and civilian friends. It was hard to find a dry eye in the church. Several pilots wore their uniforms but most like myself could only fit into their uniform hats. WE WILL ALL MISS YOU BOB!

by Chuck Hasler

CAPTAIN ROBERT "BOB" EDWARD SOLLMAN November 18, 1930 - February 14, 1996 Captain Sollman attended grade school at Nashville, Tennessee and was a graduate of Columbia Military Academy, Columbia, Tennessee. He attended Vanderbilt and Auburn Universities.

He served in the U.S. Air Force from 1951 to 1956 and was honorably discharged from the 405th fighter-bomber group. Bob was a veteran of the Korean War. He was honorably discharged as a pilot from the Missouri Air National Guard. Bob was with TWA for 20 plus years attaining full-time status in January of 1959 and retiring on June 1, 1979 as a Captain assigned to Kansas City. Bob started his career with TWA as a co-pilot on Martin 404's. He attained status as Captain flying the Lockheed Constellation in domestic service. His final assignment was as Captain on the DC-9.

Bob was a member of the American Legion, Veterans of Foreign Wars, Air Line Pilot's Association and The Active Retired Pilots Association of TWA. He is survived by his wife, Nola, and two sons, Richard and Karl Lee.

by Karl Lee Sollman PAGE 50..... TARPA TOPICS.... JULY, 1996

Flown West. coned.

IN MEMORY OF CAPTAIN GORDON LAMBERT August 15, 1908 - November 30, 1995 I N MEMORY OF CAPTAIN EUGENE STRAW December 26, 1916 - December 3, 1995 I N MEMORY OF F/E LOUIS JUSTMAN February 13, 1918 - January 1, 1996 I N MEMORY OF CAPTAIN BLAKESLEE PARKER August 9, 1921 - January 9, 1996 I N MEMORY OF CAPTAIN REX BIXBY March 23, 1920 - February 16, 1996 I N MEMORY OF F/E J. EDWARD MANGUS October 31, 1916 - March 10, 1996 IN MEMORY OF F/E HERBERT CHIANESE November 4, 1919 - March 16, 1996 IN MEMORY OF F/E MICHAEL GRECO July 3, 1929 - April 2, 1996 IN MEMORY OF F/E JOSEPH McDONALD December 16, 1920 - April 10, 1996 IN MEMORY OF F/E JACK LANDES January 28, 1918 - April 11, 1996 I N MEMORY OF CAPTAIN FERRELL BAXTER November 26, 1929 - April 14, 1996 Flown West has received no information on individuals listed on this page, except that they have passed on PAGE 51 ..... TARPA TOPICS....JULY , 1996

Thank

you

letters

to "Flow

West"

TARPA receives many thank you notes from those who read Flown West. These are notes addressed mostly to Bob Widholm, myself as Editor or sometimes simply to TARPA. Bob does a great job in creating a comforting response to those whose loved ones have passed on and in keeping the Flown West material organized and ready to format for Flown West. Your editor takes a special interest in this information as we prepare it for publication. Many people are gratified that our members, through their dues and contributions, make the publication of Flown West and TOPICS available. Therefore, we thought you would like to see a sampling of the letters we receive in response to the Flown West Section. Following are just a few examples of the many letters we receive. And, to all those who have written, we want to express our appreciation.

Mrs. (Victor Reed 16507 Downey Ave. Independence, Missouri 64055-6370

April 5,1996 Dear Captain Robert Widholm, Thank you for your kind letter of sympathy. Also for returning Vic's picture that was very thoughtful of you.

I would like to take this time to thank the members of TARPA for the contributions to the TWA Pilots Retirement Foundation, in Vic's name. I'm sure Vic would be very pleased.

T hanks to T ARPA TOPICS, for keeping us in touch, when we couldn't make the conventions, due to Vic's illness. I will certainly enjoy my Honorary membership in TA RPA. Thanks to everyone in TARPA for a job well - done.

Sincerely, Opal Reed P.S. My love to Fay. PAGE 52..... TARPA TOPICS ....JULY, 1996

T

hank you letters .......

November 29, 1995

Chuck.

Thank you for your kind note.

You were right. Your note came Monday and the TOPICS on Tuesday. I had so many nice notes from Rusty's flying buddies about your article that the children and I wanted to be sure to have a copy as a memento.

Thank you all again for your caring and have a safe and happy holiday.

Sincerely, Jean Davis (Ed. note:...Jean called and was worried that her copy of TOPICS had gotten lost in the mailer that she had been removed from the mailing fist.)

March 23,1996

Dear Bob: Our heartfelt thanks to TARPA for contributing to the TWA Pilots Retirement Foundation in Jack's name; also, I so appreciate my Honorary Membership in TARPA and the kind invitation to attend Membership Meetings. I thoroughly enjoy reading TARPA TOPICS... contents are always interesting "from cover to cover", and it'sgreat reading about old BOS, MDW , & SFOfriends.

Although it has been nearly two months, it still seems impossible to contemplate that Jack isn't coming home. But I'm truly comforted in my convictions that he has gone to a better place and suffers no longer.

My love to you and dear Fay, Bernie Barnard (Mrs. John W. Barnard) PAGE 53 ..... TARPA TOPICS....JULY, 1996

Thank you letters December 19, 1995 DearCpt.Widholm

,

Please forgive me for not answering your thoughtful letter sooner. I was deeply touched by it.

I have enclosed a little information about Jim. It is difficult to touch on all the things he did and accomplished in his lifetime.

Again, I appreciate the kindness you all have shown his family.

I am also enlcosing this check for Jim's 1996 dues. He would have wanted it that way. See fit to do whatever you wish with it. I am grateful for the memorial to Jim and my honorary membership.

Sincerely, Betty Rollison

Encino, California November 13,1995

Dear Capt. Widholm: Thank you for your kind letter of condolence on the passing of Joe Spence.

I do enjoy reading TARPA TOPICS, in fact I read it cover to cover. I think the men responsible for its publication deserve a "gold medal" It is a fine publication.

I also would like to thank the members of TARPA for the contribution made in Joe's name to the "Founudation."The Retirement Foundation was always recommended to me by Joe. On behalf of our two sons, Michael and Timothy, we thank you for the kind thought and the donation.

Sincerely, Joan Spence

PAGE 54 ..... TARPA TOPICS .JULY, 1996

Sent by Claude Girard and taken from an early edition of The Skyliner On February 5, TWA will mark its 25th year of international service.

Last Friday, hundreds of employees gathered in Paris to salute the man most closely identified with TWA's overseas operation - Captain W. L. "Larry" Trimble, staff vice president of international operations and number one pilot in seniority, who is retiring after 35 years with TWA. Earlier, in New York, Capt. Trimble was honored by top management. A team of Angus McClure and Jack Adams, from the public relations staff, and Bob Laughlan, from the staff of the vice president of flight operations, took advantage of the occasion to tape an interview with Capt. Trimble for TWA Today.

They all expressed amazement at his "total recollection

"

of TWA's history.

Q - When did you first fly, Larry?

A - I took my first ride in an airplane when I was 12 years old, in an old Curtiss-Wright Aerocurtiss JN-4 Jennie with a 90 horsepower OX-5 in it. That hooked me on this flying business and I knew that was what I wanted to do...

Through high school I hung around the airport at Albuquerque and badgered people for a job at every opportunity. There was no employment office in those days, and no applications to fill out. It was just a case of a kid interested in flying spending as much of his time as he could at an airport. Cleaning airplanes, anything I could to get a ride. And my first actual job I got out on the West mesa with Western Air Express. A.D. Smith was the station manager at that time and it was he who gave me my first job, as airport agent. It included radio operator, ship cleaner, baggage handler, gas boy and ticket agent.

I got the job one night out at the airport about 8:30 in the evening, while we were waiting for the eastbound night air mail. The chap who held the job I wanted was rather a slovenly character but nevertheless he had the job. On this particular night, as I say, we were sitting there waiting for the night air mail and the telephone rang. And this boy sauntered over, picked it up and said, "It's your nickel, start talking. " Then he turned around and said over his shoulder to A.D. "Some character on the horn for you, A.D. " and A.D. Smith walked over and picked up the phone. It was a very short conversation. There " were only four words in it. "Yes, yessir. Now? Yessir.

Then he turned and said to the boy, "Richard, you're fired. " PAGE 55 ..... TARPA TOPICS.... JULY, 1996

He finished the conversation, hung up, then he told us, "That was Jack Frye... " That's how I got my first job with Western Air Express.

Q - And then ... ?

A - That first year I spent the summer in the job as airport agent and in winter, when I was going to school, filled in as vacation relief The following summer I went over to Clovis and got a job with TAT driving the bus between the airport and the railway station. As you know, we at that time were training passengers from New York to Columbus, flying them from Columbus to Waynoka, Oklahoma, putting them on the train overnight from Waynoka, to Clovis, picking them up the next morning in Clovis and flying them to the west coast. At each of these places we had a Studebaker coupe with the back end out of it and a two-wheel, 12-passenger trailer bus affixed to it on a conventional trailer rig.

We drove down to the railway station to meet the passengers. The steward who accompanied the passengers on the train then drove them back out. Then when we had a steward vacancy I was able to get the job because I was already working for TAT as an airport agent. I spent the summer of 1930 on the run between Clovis and Los Angeles and went back to school at the end of the summer.

Q - What were the duties of a steward in those days?

A - It depended whether it was at the eastern end of the line or at the western. In addition to being stewards aboard the airplane, where we picked up tickets and served box lunches, we also helped load the mail which was carried in the wing bins on the Ford Trimotor, and, in effect, had responsibilities very much as our present flight directors do today aboard the 747s. We also accompanied the passengers on the train, taking care of their needs. We handled everything with the conductor, including tickets, meals, everything like that.

Q - How did you become a pilot?

A - I was commissioned an officer in the Army Air Corps in 1932. During my second year in college I realized that I would have to get into one of the military services if I were to able to learn to fly and to get on with one of the airlines. At that time the airlines were drawing nearly all of their pilots from either the Army or the Navy. I took a competitive examination and won appointment as a cadet at the air corps training school at Marksfield, California. I later was in the first class to graduate from Randolph Field, Texas. I then went to Kelly. It was pretty rough. We entered a class of 243 and graduated only 91. I was lucky and wound up as cadet captain of the corps.

Q - Then, following your military service, you returned to the airline?

A - Yes, in 1935. By that time it was TWA. I was hired by Harlan Hull, who was then chief pilot, and went to work as a co-pilot in Kansas City, flying east to Chicago and to Newark.

Q - On what kind of equipment?

A - DC-2s. This airplane carried 800 gallons, which was absolutely a fantastic amount of fuel in those

PAGE 56..... TARPA TOPICS....JULY , 1996

days. It made possible nonstop service between Kansas City - Chicago, Chicago - Pittsburgh, New York - Pittsburgh and, under the right conditions, Chicago - New York or even St. Louis to New York.

My job, as co-pilot, was to meet the passengers at the door, seat them and then make a mad dash to close the door and then dash to the cockpit, the captain taxiing out in the meantime, and we made a takeoff, pumped up the gear - we had to hand pump the gear up on the DC-2s - and then dash back into the cabin to pick up the tickets, serve lunches, or whatever it might be. On some short legs, such as Pittsburgh to " Columbus, you just barely made it back to the cockpit in time for the captain to call "down gear and you pumped the gear down, you landed and then dashed back to the cabin door to handle the deplaning passengers.

Q - When did you become a captain?

A - In late `36 or `37, I don't recall just offhand. We had in the meantime introduced hostesses, a new group of registered nurses. And that for the first time gave us the opportunity to really function as copilots and to stay up in the cockpit for the entire flight. They were certainly a very welcome group of girls. Gladys Entrekin and Ida Staggers were girls in the first class (Gladys only recently retired and Ida is flying MAC/PAC.) Q - How did flight training then compare with today?

A - We had no formal training as such, no written material that we studied. As I recall it Lee Flanigan took me out on the line at Kansas City and we went through a DC-2. He showed me the main controls and a sticky gear operation with which I was going to be concerned, and then spent the majority of the time on the aircraft heating system. We had a steam boiler and it was quite a problem keeping those things from freezing and keeping heat aboard the aircraft. The most important job a co-pilot had was keeping that boiler operating.

Q - How high did DC-2s fly?

A - At that time, two, three and four thousand feet. Seldom over five. This was prior to the introduction of the CAA at that time, 1938, after the passage of the Federal Aviation Act. Before that we flew eastbound at even altitudes and westbound at odd altitudes. That was reversed and today we are flying the exact opposite.

The reason for it was that it let us just clear the Appalachian ridges. We used to have some pretty rough turbulence at this low altitude, which led to one of our first DC-2 crashes in which Otto Ferguson, the captain, was killed.

It led also to the Nellie Granger episode. She was our heroine hostess of that day. This ship didn't quite clear a 3,000 foot ridge. The pilot and co-pilot were killed and this little hostess, although she was pretty badly shaken up, gave the passengers first aid and then walked 18 miles down the mountain to find help and performed the absolutely incredible feat of leading the rescue party back. This girl walked 36 miles, then collapsed.

Q - Larry, when you were a co-pilot, were co-pilots fully qualified pilots?

PAGE 57..... TARPA TOPICS....JULY, 1996

A - No, we were not. We were merely qualified for the navigational duties and for the specific duties that we performed aboard the aircraft. We all had extensive military background, however, and we were qualified as pilots as such. We obtained a great deal of our training from the captains, who would let us fly on occasion. But it wasn't until we came up for checkup that we actually got specialized training on the aircraft.

I had obtained my commercial license in the army. The scheduled air transport rating had just been introduced and that required 1, 200 hours, but some of us were required to have that much time to join the company. We were expected to get our SATR before we could be considered for pilot checkout. As soon as one had his 1,200 hours he also had to have an instrument rating and at that time we had to pay for our instrument flying. TWA had an old J-5 powered Stearman on which they charged us; I've forgotten now how much it was an hour, but we were charged per hour for our instrument training.

Q - You were one of the first to fly the Boeing Stratocruiser.

A - The Strat was introduced on the line in 1940. By that time I had been transferred to Newark. The Stratoliner wasn't too popular with pilots initially, and in spite of my relative juniority I was able to bid it. It was the first airplane that we did have some formal training on. Harlan Hull, who had been our chief pilot until `39, was killed in the crash of the first Stratoliner at Seattle.

But he had set up the first formal training program to be introduced to TWA pilots. This was because the airplane had a pressurization system, four engines, considerably more radio and complications, and it was quite evident that we could not continue with the pilot training and qualification methods that we'd had in the past.

Q - During World War II you, as a captain, helped set up the Intercontinental division of TWA. This was in important chapter in TWA's history; what are some of your recollections, Larry?

A - Well, TWA turned the six Stratoliners over to the U.S. Army Air Corps. And the Air Corps at that time had no four-engine transports. As a matter of fact they were just introducing the first of the B-17s and, realizing that they had neither the personnel nor the qualifications to fly them, negotiated a contract with TWA to fly these aircraft in their behalf.

I was one of the 16 captains who volunteered for this operation and was transferred to the division in Washington within a month after the war started.

Initially the military was interested in establishing a South Atlantic route which went down from Washington to Palm Beach, Florida, then to Marincon Field in Puerto Rico, then down the northern shoulder of South America to Georgetown, British Guiana, and on down to Natal, Brazil, across the South Atlantic from Natal to Ascension Island; from Ascension to Accra on the Gold Coast and then from Accra to Kano in Nigeria, and a long haul across the jungle from Kano to Khartoum in the Sudan and then Khartoum down the Nile River to Cairo.

This became a support operation for Montgomery and I guess the most important aspect of it was the anti-tank ammunition that we flew in, which helped stop Rommel at El Alamein.

After the North African invasion we set up the "fireball

"

route across to Casablanca (or actually

PAGE 58..... TARPA TOPICS.... JULY. 1996

Marakesh) and about the same time set up the England-North Africa operation from Prestwick down off the coast of France and Spain in to Marakesh.

In March of `42 we began our North Atlantic operation. Otis Bryan and I flew the first important VIP operation when we carried General Eisenhower over to take command of the theater. On that flight we had General Eisenhower, who was American commander in Europe; Mark Clark, who commanded in North Africa; Admiral Towers and General Hap Arnold who commanded the U.S. Air Force.

Also it was the first operation into Goose Bay, Labrador. We were the first aircraft ever to land at Goose Bay. We made a night landing in a snowstorm on a gravel runway, with lanterns along the side of it, with all that brass aboard. Out of Goose Bay we started our first North Atlantic crossing right into heavy icing conditions and had to go back into Gander. Out of Gander, after refueling, we went across okay and landed at Prestwick. We picked up a Royal Air Force navigator as an escort and went on into Croydon, into London, and we spent a week in London while the brass completed their initial discussions.

While we were in London on the first mission I received a cable from my wife to the effect that I had been ordered by my draft board to active duty. I showed the cable to General Arnold and he said "I'll take care of it. " Q - Besides Eisenhower, didn't you fly Roosevelt, Churchill and De Gaulle?

A - Yes, I was one of the six mission pilots. Otis Bryan flew the President...the C-54 named Sacred Cow. Actually we alternated. Milo Campbell, Chappino and myself were the three co-pilots, and I also flew the Stratoliner back-up. We didn't fly Roosevelt all the way. He went across the ocean on the battleship Iowa. We flew him from Natal after his meeting with President Vargas in Brazil.

I flew De Gaulle down from Prestwick to Casablanca and I flew Churchill back from Casablanca to Prestwick.

Q - You helped set up the military ferry service, didn't you?

A - Aside from the Presidential missions, we really played a tremendous part in the development of what is today the Air Transport Command. This initial operation was set up at General Arnold's request as a comparable organization to the Royal Air Force Ferry Command.

Then the name was changed to the Air Transport Command. From then on our missions broadened out considerably. After the invasion of Europe we set up the original ambulance operation, where we flew those C-54 ambulance aircraft across the North Atlantic into Prestwick.

For the first time in any war, we were able to get the wounded back under proper care in a very short time. The wounded were picked up on the battlefields and flown out by DC-3s (C-47s) to Prestwick.

Then we flew them to New York, into Mitchell Field. So TWA played a major part in the setting up of this operation.

We also became involved in a number of air ferry operations. We ferried 25 Curtiss C-46s to China for the over-the-hump operation. This was entrusted to us because the Air Corps pilots just weren't getting them there.

PAGE 59..... TARPA TOPICS....JULY , 1996

Q - Wasn't there quite an element of danger involved?

A - A certain amount, yes. We had two aircraft shot down. Captain Funkhauser was shot down off the southern tip of Greenland by a German submarine. Another was shot down over a British convoy by a British fighter. We were frequently shot at by submarines off the north shoulder of South America, and particularly off the Gold Coast. The submarines were after cargo ships. In fact there was hardly a trip that you didn't see a cargo ship ablaze.

Q - How about enemy planes?

A - Our closest actual combat experiences were with the operation from Prestwick down to Casablanca.

German JU-88s were based along the west coast of France to escort the submarine packs. They also flew patrol missions and we occasionally would bump into them. Fortunately the C-54 was faster, and we simply turned straight west and got out of the way.

The only time I got in the line of fire was with one of our VIP passengers. At the time of the Casablanca conference I flew De Gaulle down from Prestwick. The JU-88s had gradually forced us out to 10 degrees West because we found out that that was just about the extreme edge of their range.

This particular night with De Gaulle I didn't take any chances and I set the mission up for 12 West.

German intelligence was very good and we knew that they would know that De Gaulle was aboard the aircraft. When I got abeam of Brest I called the steward (these were military boys, not TWA people) and told him to go back and tell everybody we wanted the lights out.

I was down at 500 feet off the water, 12 degrees out. I wasn't going to take any chances.

The steward came back up a short time later and he said, "Sorry, Captain. General De Gaulle is reading...he is reading and he's got the curtain up and he insists on reading. " I sent for his aide, and I told him, "Major, this is a protective measure, tell the general to please shut the light out. " The aide came back and he said, "I'm very sorry, but the general insists that he is going to read. " I got up, walked back. Although he never spoke English in any official meeting, General De Gaulle spoke excellent English. So I walked back, introduced myself, said "I'm very sorry, General, but we are now approaching a critical area, it's necessary that we black out the aircraft and I would appreciate it if the General would turn out the light. " He absolutely ignored me. So I looked at his aide, and said again, "General, I'm very sorry but I must ask you to turn the light out. " I guess this is one of the most vivid memories of an experience that I have retained in my life. I will never forget that dark cabin, except for this one light. The general looked up at me. He said "Young man, I have faced the Germans before and I am not afraid to face them again." And he went back to reading.

I turned around, walked back up and shut off the main cabin light circuit.

PAGE 60 ..... TARPA TOPICS....JULY, 1996

When we landed at Casablanca I got off the airplane, went to the rear and was at the foot of the loading steps when the general came down.

I saluted him, but he just looked right through me and walked right by.

Several years ago, before he became President of France, I was at a reception in Paris at which the general was present and I was in the receiving line. We walked by him and I'm sure that the old man recognized me, but he didn't have one word to say. He looked right through me just as he did when he walked off that airplane.

On the return trip I flew Churchill back and of course he was quite a character. He wanted to fly as copilot and I let him.

Q - Where did you get pilots?

A - Wherever we could. Boys like Gordon Granger, Dave Spain and Larry Girard. We picked those boys up out of civilian life with three and four hundred hours and we made airline pilots out of them. We flew our hearts outs, Granger especially.

I recall that Gordy set and probably still holds the highest number of flying hours ever flown by an airline pilot in one month. At the height of the battle of El Alamein we were shoving these C-87s back and forth just as fast as we could load them and Granger in one month flew 243 hours. That's the highest number of hours that I've ever heard of any airline pilot flying.

We had a sprinkling of experienced pilots, but it was the kids that really did a magnificent job.

Q - And after World War II...?

A - Well, the war didn't end as far as we were concerned...we continued the ambulance operation. We continued it until all of the boys were evacuated.

And then the Army turned the six Stratoliners back to us. We went into the war with six and we came out with six. We almost lost one down in Natal, when it undershot a landing and sheared the left main gear off. The Army in those days would scrap it. So I asked them to give it back to me. They said all right, but get it off the runway. DeCampo and I got the airplane off the runway and got it up en its feet and we built a left main gear out of angle iron and got Washington to fly us down a couple of props, and we changed one engine. And I flew that airplane back from Natal to Washington with its gear handing down. We rebuilt it there and all six of our Stratoliners finished the war. That was one thing we were all pretty proud of.

One final feature of the ICD was the introduction of the Lockheed Constellation. After Howard Hughes and Jack Frye flew the first one across the U.S. in TWA colors to Washington it was then turned over to the military as the C-69. And it was on the delivery flights that I had the opportunity, although I'd met him before, to meet and know Howard Hughes. He gave several of us flight checks across the continent on the C-69.

PAGE 61 ..... TARPA TOPICS....JULY, 1996

Q - After the war you returned overseas?

A - Yes. I spent `47 and `48 on staff in New York as superintendent of flight operations and I went back to line flying in `48 and I flew the line for about a year before assignment as European region director of operations.

The period from about 1950 to `60 was one of development and growth. At the same time we were going through an extensive development period in relations with foreign governments and with foreign airlines. It was during this period that we rendered assistance to nearly every major carrier of Europe.

We assisted Air France and had a financial interest in LAI, one of the predecessor airlines of Alitalia.

We trained all of the early pilots and are directly responsible for the development of what is now Olympic Airways. We set up and are still helping Saudi Arabian Airlines. Our assistance to Lufthansa is well known.

It was during this time that we gradually developed the navigation aids that were necessary in Europe. It was quite a gamble on TWA's part for a private organization to install facilities in foreign countries. We helped them set up the initial airways. It was largely due to TWA that we have the airway system that we have in Europe.

Q - Larry, your wife Helen is a flyer.

A - Well, Helen was formerly a hostess. She's capable of flying but she doesn't admit to it. She was a hostess with American.

Q - What are your plans for retirement?

A - Well, none at the moment. We're building a home in Maine and I expect to be quite busy finishing it for the next year or two .. End

Ed. note:.... Captain Trimble died unexpectedly from injuries sustained in an auto accident on a slippery Maine road. Please see Claude Girard's remarks in the Flown West section of TOPICS.

PAGE 62 ..... TARPA TOPICS....JULY , 1996

by Gordy Goldthorpe

he airport lay baking in the hot, dry, afternoon sun. Payne Field seemed to be aptly named in those un-airconditioned days. It was right after WWII. We were in Cairo as part of the Calcutta survey group.

T

Standing in the shadow of a former military hangar where TWA had set up temporary offices, we were surprised to see a shiny C-47 land and taxi up near us. Although C-47s were a common sight in those days, THIS was no MATS transport hauling GIs and Generals; mail and munitions between bases. It was an executive type C47-B with plush seats, a lounge, and even a desk. Originally equipped for US military brass, it now belonged to King Ibn Saud of Arabia, a present from Franklin D. Roosevelt.

The airplane braked to a stop and its engines were promptly shut down, heat waves and oil fumes radiating from them. The cabin door opened and a tall, thin individual jumped down and rolled portable boarding steps up to the door. He wore a spotless white robe and a turban.

Moments later a large man, at least six foot four and weighing about 240 pounds, made his way down the steps leaning heavily on the tall one's shoulder. It was King Saud.

After the King and his party had been escorted to waiting limousines, two other individuals, also wearing expensive looking Arab garb, left the C-47 and headed for the TWA office. We found out later that they were TWA Capt. Jose (Joe) Grant and FE/FO Mark Outhwaite.

The tall, thin one, however, strode over to our group, hand outstretched, grinning widely and shouting in " accents more Midwestern than Moslem: "Hi, Guys! Whatcha doin' way over here? It was Zeke Larkin who looked just like Zed Lockhart, one of our first and finest ICD radio operators who was the third member of the Grant, Outhwaite team to fly the King.

NOTE: See Capt. Ed Betts' fine article (all fact; not fiction!) covering the special assignment headed by Capt. Grant to fly King Saud's personal airplane and help establish the Saudi Arabian Airlines in the March 1986 TARPA TOPICS. As both of us had a few days off, Zeke offered to show me around Cairo. We left the hotel in an ancient " Plymouth driven by a friendly Egyptian who Zeke called "Mo. " "He's one of the best drivers around, Zeke said. "Mo can out chicken even city bus drivers on the " airport road at night. You'll see.

Well, Mo did just fine driving us downtown. It wasn't easy. The narrow city streets were jammed with camel carts, mule carts, people carts and citizens on foot and on bike, many balancing crates and other cargo on their craniums.

There were times when even Mo couldn't move. Then he would wave a pack of Camels (appropriately)

PAGE 63..... TARPA TOPICS....JULY, 1996

Cairo by Goldy .. cont'd out his window while Zeke waved a pack of Luckys (without the green) out of his.

Lo!! The waves of pedestrians parted and we were able to proceed.

"They call it 'Black Sheep' for some reason, " Zeke explained. "But ya' gotta admit it works! " Arriving downtown, Mo negotiated a parking space using Chesterfields for a change, and we entered the tent-like market place where groups of elderly Arabs sat around drinking tea and playing chess, checkers, keno or craps... you couldn't tell which.

They didn't seem particularly interested in making a sale. Maybe it was near siesta time or something.

Mo just shrugged and said: "Malish. " But then one of the younger generation brought out a sad looking pile of pots and pans. Checking for a UPC symbol, I found instead some badly stained spots. The young salesman just smiled and murmured: "No problem. " Then he reached in his pockets and brought out two Brillo pads.

"See, " he said holding them out. "Buy one; get one free!

East or on the East Side.

"

He will go far, that lad, in either the Middle

Our next stop was at an open air (thank goodness!) camel auction. Several bearded buyers, well dressed and dignified, much like the mounted martinets Armour and Swift employed at Chicago's USY&T, moved around inspecting the beasts, but not their teeth. They knew better!

When the auction actually got going, the multi-lingual Babel began to sound familiar. An auctioneer's sing-song jargon sounds pretty much the same from Rangoon to Racine.

I noticed that handlers painted large letters on the camel's sides when they were sold to identify their TWA Ticket Office - Shepheard's Hotel - Cairo PAGE 64 ..... TARPA TOPICS.... JULY, 1996

Cairo by Goldy.. cont' d new owners. One group carried the letters "CF.

"

I asked Mo who that was.

"Consolidated Freightways bought them up for their southern California delivery division. They figure camels are more fuel efficient than Diesels. " After leaving the auction we visited the roof-top restaurant above one of Cairo's taller buildings. "The food is fine, " Zeke said, "and they accept all major credit cards. " While dining I couldn't help but notice a well dressed gentleman at a table near us who was attaching his own, personal mouthpiece to a flexible tube which led to a fish-bowl looking pot on the floor at his feet.

I nudged Zeke. "Isn't that a hookah? " "Yeah, they call 'em that over here. But they're not like the ones in the States. They're usually more like a water cooled roach. " Later we drove over to the old Shepheard's Hotel, a Cairo landmark until they burned it down ruining a lot of good Scotch and a prestigious kitchen. It was the kitchen not the Scotch that Zeke wanted to show me.

Threading our way through the vast basement with its sights, sounds and smells, we arrived at a relatively quiet corner separate from the bustling kitchen where a quiet, little craftsman was making puzzle rings.

These rings were made up of interlocking metal loops which, when assembled properly made attractive, functional finger rings but when taken off and allowed to collapse were practically impossible to put together again if you didn't know how.

Intrigued, I bought a four-looper and received a rapid lesson in reassembly. It looked easy and Zeke assured me it was but, I was to discover later that it took a lot of practice.

In fact it wasn't until the survey was completed and we were flying back in ETT6, the Cairo based C-47 with TWA markings and Ethiopian registry, that I finally mastered the art.

We were somewhere between Dhahran and the Red Sea when Ross Weaver, our Captain and survey leader, invited me to join him in the cockpit while the F/O hit the sack. I was happy to leave the cramped radio operator's position to stretch out in the right seat where I could still monitor the RAF control station at Bahrain and continue my puzzle ring practice.

Suddenly, magically, I found I could do it! Do it every time! Fast! Gleefully I advised Ross of my success and offered to check him out, too. Now, if anyone could put that thing together after only one lesson Ross Weaver could. It must have been the lousy cockpit lighting.

With that problem solved I glanced around the cockpit. In spite of its Ethiopian registry and its weird radio call sign (ETT6 sounded more like a burst of static than Morse code) the cockpit looked quite familiar.

But then I spied a strange unit mounted by the F/O's seat. Abdul, our cabin attendant and translator,

PAGE 65..... TARPA TOPICS....JULY, 1996

Cairo by Goldy .. cont' d happened to be in the cockpit so I asked him about it.

"Oh, " he said, "That's a 'CB', a citizen's Band radio. Our communications chief, Cliff Bruce, installed " it a few months ago. He uses it sometimes to call his wife at home to find out what's for dinner.

Curious, I turned it on and turned it to Channel 9.

"Breaker 9... Radio Check?... Cummon... " To my amazement there was an immediate reply but spoken in Arabic. I asked Abdul what he said. " "He reports you are coming in loud and clear and wants to know your 20. So I gave him our longitude and latitude and requested his 20, too. Abdul acknowledged the reply and said:

"You're talking to a guy riding 'front door' on a camel caravan that just passed mile marker 459 on route SA-80. They are heading for the Oasis 86 Camel Stop where they'll refuel. " I thanked the camel jockey and, as we were getting out of range, added: "Gotta cut, Good Buddy. Keep 'em between the ditches. Over and out. " There was a short final reply. I turned to Abdul for a translation.

"He said 'EX-EYE-VEE' which is 'TEN-FOUR.' He spoke in Roman numerals because he knows you can't copy Arabic. " It was past midnight when I finally left the airport in a taxi headed for the hotel. The cab was pre-war Dodge in doubtful mechanical condition but the driver, who called himself Mike, spoke some English which helped. He explained that he had spent some time pushing Yellows in Manhattan.

This trip turned out to be pretty hairy with Mike playing automotive Russian Roulette with oncoming traffic. He'd first flick his headlights on and off in greeting. The oncoming vehicle would do the same. Then, just before meeting, both drivers would turn this lights on full bright then abruptly turn everything off and the two vehicles would rush past each other in total darkness inches apart!

The lady with the rings

In between these suicidal acts, Mike chattered on about his experiences in New York such as driving out-of-towners from Grand Central to Penn Station via the Battery or getting lost in Queens en route to LaGuardia.

He became so engrossed in his tales he missed a turn somewhere and we became lost too.

Fortunately, we spotted a small, dimly lit hotel. He parked and left to get directions taking me with him.

PAGE 66..... TARPA TOPICS....JULY, 1996

Cairo by Goldy .. contd "Like South Bronx out here! " The hotel's night manager turned out to be a handsome Burmese lady who wore a neckpiece consisting of 19 shiny, metal bands which gave her a permanent 'chin-up' attitude. She gave Mike directions and we left.

Unfortunately, we found Mike had left the lights on and the Dodge's battery was dead. "I'm a day driver, myself, " he said. So we returned to the hotel where Mike called the Cairo equivalent of our "AAA " and they promised to send out a tow truck.

To pass the time while waiting I removed my puzzle ring, let it collapse, then reassembled it betting Mike and the manager they couldn't do it too. Mike lost, of course, but the lady manager palmed the separated ring, but her hand behind her back and put it together with one hand faster than I could with both of mine held in front of me! She won.

She was quite familiar with puzzle rings having spent so much time at the Shepheards getting her necklace installed piece by piece. She didn't offer to reassemble IT, 'tho.

"It's a pretty big puzzle just getting the thing off, " she said.

When the tow truck arrived it wasn't a truck after all. It was a big camel with green clearance lights strapped to its chest, red one strapped to its rear with flashing amber lights mounted on its hump. Nobody played automotive Russian Roulette with HIM. They dropped me off at the Heliopolis Palace but when I paid Mike his fee plus what I thought was an adequate gratuity, he shook his first at me and yelled in perfect Brooklyneese: "YA CALL DIS A TIP! " Yes, Mr. Kipling, they do meet sometimes; often at a cab stand in Times Square...End

Some "funnies " from the RUPA Newsletter (UAL Retired Pilots) "Daddy, why doesn't this magnet pick up this floppy disk?"

I.R.S., "We've got what it takes to take what you've got!"

He who laughs last thinks slowest.

Give me ambiguity or give me something else.

A flashlight is a case for holding dead batteries.

Lottery...A tax on people who are bad at math.

Hard work has a future payoff .. Lazyness pays off now.

I don't suffer from insanity .. I enjoy every minute of it.

Better to understand a little than to misunderstand a lot.

When there's a will .. I want to be in it.

Change is inevitable, except from a vending machine.

"Criminal lawyer" is a redundancy.

Consciousness .. that annoying time between naps.

Artificial intelligence usually beats real stupidity.

PAGE 67..... TARPA TOPICS.... JULY, 1996

HEALTH

NOTAMS

by Bob Garrett

When you receive this issue of the TOPICS, cold winter weather will be past and we will be complaining about the heat and humidity. Now it's time to get out the suntan lotion, sunglasses and hats to protect against skin cancer.

One of the most important age accelerators is the sun's damaging UVA and UVB rays. If you have dry skin, use a moisturizing sunscreen or a alcohol based sunscreen for oily skin. Be sure to look for a lotion with a sun protection factor (SPF) of at least 15. There is some disagreement among experts whether a higher SPF results in longer protection but I use the 30 SPF lotion. Unprotected, the average person ' s skin will turn red (overexposure) in about 30 minutes. SPF 15 sunscreen is suppose to protect 15 times longer before turning red. Apply sunscreen at least 15 minutes before going outdoors so that the skin has time to absorb it. Wearing a good pair of sunglasses not only protects your eyes from glare and UV but it may also reduce wrinkles! Wrinkles around the eyes, called crow's feet, are often the result of squinting. Avoid midday sun because about 95% of the sun's wrinkling rays occur between 10:00 A.M. and 3:00 P.M.

A special thanks to those members who sent letters, suggestions and tips. As always, I welcome feedback from members and look forward to hearing from each of you. This issue of Health Notams contains some of the material sent to me. Unfortunately, information may not make the latest TOPICS due to the deadline cutoff.

Have a healthy, sunburn free and safe summer.

PAGE 68 ..... TARPA TOPICS.... JULY, 1996

Smoking May Lower Brain Enzyme?

A new smoking study has found that smoking lowers the brain's supply of a certain enzyme that might heighten the addictive power of nicotine, . If proven true, drugs presently used to treat Parkinson's disease might help smokers to quit. PET, which stands for positron emission tomography, scanned the brains of eight smokers, eight nonsmokers and four ex-smokers. This measured the levels of an enzyme called monamine oxidase B, or MAO B. This enzyme, produced by brain cells, is involved in the natural destruction of dopamine. Dopamine is a chemical signal some brain cells use to communicate. Nicotine is addictive because it stimulates the release of dopamine and a heightened dopamine release is the key effect that may produce nicotine addiction. Smokers average about 40 percent less MAO B than nonsmokers and this reduced level in smokers might increase the addictive power of nicotine. Scientists have not yet identified what compound in cigarette smoke reduces the levels of the MAO B enzyme but previous studies show it isn't nicotine. Drugs used to treat Parkinson's disease inhibit the effect of the enzyme so they may be useful in weaning smokers off cigarettes. These new finding may also explain why other studies have found that smoking reduces the risk of Parkinson's disease. When MAO B destroys dopamine it creates a by-product called hydrogen peroxide, which can lead to brain-cell damage. Lower levels of the enzyme might mean lower levels of hydrogen peroxide, which in turn might lower the risk of the brain-cell damage that causes Parkinson's.

Artificial Flavors Are Healthy New research suggests health-food enthusiasts may have it all wrong.

Artificial flavorings in everything from barbecue potato chips to toothpaste may actually be good for you. Why? All sorts of artificial flavors contain salicylates, a chemical cousin of aspirin, known to reduce the risk of heart attacks by preventing blood clots. This study found that people get the equivalent of one baby aspirin a day from the artificial flavorings in processed foods and this may explain why fewer people are dying from heart attacks. Deaths from heart attacks rose steadily through this century until about 30 years ago, when they began to fall. Experts have come up with several explanations for this reduction, including less smoking, lower consumption of saturated fats, better medicines and more exercise.

However, heart disease began to drop before most healthier living habits came popular. Now salicylates (pronounced suh-LIS-uh-LATE or SAL-uh-SIL-ate) in food may explain why this decline occurred. Artificial flavorings are found in baked goods, soda, candy, chewing gum, ketchup, ice cream, pudding, mouthwash and toothpaste. A normal diet has always included close chemical relatives of aspirin found in many natural sources, including oranges, raspberries, tomatoes, honey, tea and spices, such as curry, oregano, rosemary and turmeric. While the salicylate theory is new and intriguing, further studies will be needed to confirm that these chemicals may be contributing to declining coronary heart disease.

PAGE 69..... TARPA TOPICS...JULY, 1996

New Bladder Cancer Test.

Now, bladder cancer can be detected with 95 percent accuracy by a new test that finds abnormal genetic material in the urine. This new test could result in early treatment for thousands of patients, according to researchers. Simple urine samples can be analyzed for the presence of abnormal DNA that is a telltale sign of bladder cancer. This DNA abnormality appears at a very early stage of tumors when there is a high likelihood of cure. A pilot study using this new test detected 19 of 20 patients with bladder cancer while current bladder cancer tests detect less than half of the patients. Men are four times more likely to have the disease than women, and bladder cancer is the fifth leading cancer killer among American men aged 75 and older. About 51,000 new cases of bladder cancer were reported in 1994 by American Cancer Society, with about 10,600 deaths from the disease. With early detection, the five-year survival rate for bladder cancer is 91 percent but survival rate for advanced bladder cancer is only 9 percent. The DNA urine test could become a vital part of a routine physical examination if further research proves the value of these tests.

B-Vitamins for the Old Brain?

Older people, who scored poorly on thinking tests, had low levels of some Bvitamins, according to a new study. The study compared scores to the levels of folate, vitamins B-6 and B-12, and homocysteine in the blood. Men with low levels of folate or B-12 or high levels of homocysteine had poorer spatial copying scores while those with the highest B-6 levels scored better on two of the memory tests.

This is not a conclusive study, but it does suggest that a good healthy diet would help people maintain cognitive function as they age. But researchers caution not to rush out and load up on B-6 since you can get a normal amount from a good varied diet. Seems a lot of these "new" studies include disclaimers and call for additional studies. As usual, check with your doctor before trying the latest discovery.

Are you getting enough chromium? If you are a typical American, you are consuming between 25 and 35 micrograms (mcg) of chromium a day. Experts set the Recommended Dietary allowance (RDA) at 50 to 200 mcg. But don't worry if you are getting less that ain't necessarily bad. There is a long standing debate going on in the medical community and nobody knows what the numbers should be. Are you confused by now? Seems the body contains a reservoir of extra chromium but they don't know where! Chromium is everywhere. In the air, water and even leaches out of stainless steel cans.

So what the bottom line from the experts? It won't hurt us to take a multi-vitamin and mineral supplement that contains at least 25 mcg. Don't waste money buying designer formulations like chromium picolinate or chromium polynicotinate. They aren't any better than the ordinary chromium supplements.

PAGE 70..... TARPA TOPICS....JULY, 1996

Beware Breakfast Buffets Start your day with one of those typical family-style restaurant breakfast buffets and you could be getting your day's worth of fat and calories. But the good news is you can get a healthy breakfast with moderation and by choosing substitutions. A breakfast study tested 12 popular breakfast entrees and side dishes at locations in Chicago, Denver, Los Angeles and Washington. Restaurants included Denny's, the International House of Pancakes and Bob's Big Boy. This survey found two days' worth of cholesterol, 49 fat grams and more than 1,100 calories in the most popular breakfast choice; two eggs, sausages, bacon and pancakes. To make such meals healthier ask for egg substitutes, skip the butter or margarine and substitute fresh fruit for sausage or bacon. But if your taste buds are dying for a Belgian waffle, it's loaded with whipped cream, 17 grams of fat and 900 calories, mostly because of the eggs, butter and milk in the batter! Also, forget the pancakes or French toast with four sausages and 65 grams of fat. Your best breakfast choice is hot or cold cereal, with fresh fruit, juice and toast and jam, minus the butter or margarine. It averages about 600 calories and 7 grams of fat. Health-conscious smart eaters should load up on unlimited amounts of fresh fruit and cereal at the breakfast buffet bars. Just remember this: hash browns have about 11 grams of fat, half as much as french fries, and roughly the same as two slices of toast with margarine. A side order of sausage (four links) has about 32 fat grams,10 times the amount in a 2 ounce order of ham and four strips of bacon are somewhere between. When ordering toast, French toast or pancakes, hold the butter or margarine and use only jam on toast, low-calorie syrup or two tablespoons of regular syrup. Next time you won't have to reach as far when you belly up to the breakfast buffet bar!

Fiber-Rich Diet Gets Boost Another study reminds us that a diet high in fiber from cereal, fruit and vegetables can significantly lower the risk of heart attacks in men ( bet it works for women, too). While similar studies have shown the cholesterol-lowering benefits of oat bran and the beneficial effects of grains such as wheat, this study confirms that fiber from all sources significantly protects against coronary heart disease. The benefits of fiber appeared to be independent of how much fat the men ate. Men in the highest-fiber group typically ate 29 grams of fiber a day, the equivalent of about one cup of bran cereal, 1 1/2 cups of cooked pinto beans or seven large apples. These men had a 36 % lower risk of a heart attack than those in the lowest-fiber group, consuming about 12 grams of fiber a day.

PAGE 71..... TARPA TOPICS.... JULY, 1996

It's time for another reminder from the Tooth Fairy. Have all you guys and gals been brushing and flossing your pearlies? Remember: Floss ONLY those teeth you want to keep!

Dental experts report that the average person replaces their toothbrushes every nine months.

The American Dental Association recommends every three months. An old worn, bent bristles brush can't reach those nooks and crannies hiding plaque and bacteria. They suggest you pick up four toothbrushes on your next trip to the drug store.

So to help you make this change, choose different colors of brushes; maybe white for winter (snow), green for spring (crab grass), red for summer (sunburn) or orange for fall (pumpkins). If colors don't grab you, then use a permanent marker and write the date on the toothbrush.

P.S. Don't forget to buy some extra floss,too.

Just For The Gals Gum disease experts report that regular use of estrogen may help older women keep their teeth longer. Estrogen lessened gum bleeding, bone and tooth loss. Further studies are planned, so stay tuned for more results.

Healthy Foods = Healthy Teeth Experts have identified some foods that can actually prevent tooth decay, gum disease and other dental problems. No, not candy, cakes, doughnuts, soft drinks and all those sweets that we all love!

They are talking about nutritious foods like fruits, vegetables, whole grains, legumes, lean meats, fish, and low-fat dairy products. Some examples: After a sugar snack, eat an ounce of lowfat cheese which will neutralize cavity-causing acids by stimulating the flow of saliva. Try crisp, juicy apples that contain lots of fiber and they help scrape away plaque and bacteria, too . The chewing action exercises the gums and ligaments around the teeth, simulating blood flow to those areas. Dive into some spicy salsa or jalapenos to make your mouth (and eyes) water producing acid neutralizing saliva.

Chilies also contain a good dose of vitamin C, necessary for strong gums, and aiding the formation of collagen for healing. Plain, non-fat yogurt is a good source of calcium to fortify the bone supporting those pearlies. Bugs Bunny recommends carrots loaded with beta-carotene.

PAGE 72 ..... TARPA TOPICS....JULY, 1996

The following poem , written by a professional caregiver in Brookhaven, NY , was sent to me by (H) Mrs. Beth Miller. In her letter, Beth says, "It is beautifully written, brief, and tells the whole story". I am sure that everyone, with a loved one or friend suffering from this tragic disease, will agree with Beth. Thanks , Beth.

Like snow falling silently overnight, As if something came and shut a precious light.

A light that shone for so many years, That recalled happiness and tears.

A light that held, the memory of you and me, and all that I love.

I can't get out!

I have to stay here, frustrated, angry and full of fear Please look at me, I'm really still here.

I' m afraid you'll forget me and not hold me dear.

I wander, repeat, and sometimes stammer.

I seem to have lost my original manner.

Where is the light?

Where have I gone while I'm still here?

Inside I have this dreadful fear.

Be kind....

It ' s only me, dear.

by Cynthia Hernly Director Town of Brookhaven Adult Day Services

PAGE 73..... TARPA TOPICS....JULY, 1996

Exercise May Lower Cancer Risk.

Aerobic exercise may reduce the risk of prostate cancer and the more exercise, the greater the reduction. Data reviewed on 12,975 men found that those who exercised the most were more likely to be free of prostate cancer.

More Treatment May Be Needed.

Surgery is one of the most common procedures to treat prostate cancer, the second-leading cancer killer of men. But new research found that men who have their cancerous prostates removed by surgery may have a one-in-three chance of needing additional cancer therapy. A study of more than 3,000 Medicare patients found 35 % received radiation treatment, hormone injections or had one or both testicles removed within five years of the original prostate surgery.

Researchers say it is very important for people to realize that any treatment, including surgery, is no guarantee they will be cured.

According to the American Medical Association, more than half of homebound elderly and almost half of nursing home patients had vitamin D deficiencies due to the lack of sunlight, fortified cereal, milk or multivitamins.

Deodorants Bother Your Skin?

The following tip was submitted by Bill Dixon. Bill says he accidentally stumbled on to this some ten years ago. Seems his regular deodorants started irritating him and he would have to stop using them temporarily .While OD (off deodorants), Bill used regular skin lotions like Jerl's or Jergen's to clear up his irritation.

Luckily, he discovered that the lotions were very effective full-time deodorants.

He applies a skin lotion for dry skin after his morning shower, and the protection last all day. During very hot weather, he adds a dab (Southerns add a tad, Bill) of regular deodorant. This tip has completely eliminated Bill's skin irritation problems. He suggests those with sensitive skin give it a try but he adds it won't help you get on a TWA flight ahead of a new hire!

Internet Tips for Senior Cybernauts.

Web Dietitian http://www.hoptechno.com/rdindex.htm Web Doc http://www.wdn.com/mirkin/ Up-To-Date Reports http://www. calpte. com Nursing Jocularity http://www.jocularity.corn/

A Dutch study of men and women found no lower or higher risk of stomach, colon, wlung or breast cancer in black-tea drinkers. But in animal studies, green tea seemed to reduce the risks of tumors.

PAGE 74 ..... TARPA TOPICS.... JULY, 1996

That's it for now.

by HANK GASTRICH 11450 Via Rancho San Diego #187 El Cajon, CA 92019 Tel: 619-660-1344 Fax: 619-660-1555 Net : 104342,775@ compuserve.com As you'll see, we start off with some pretty good news for a change. Ford Blaney is in much better shape now than last spring when, as I wrote, he was just being released after his Hallowe'en from the hospital May Day ... 1 May. accident. Today is Hooray!

Hooray!

It's the first of May been my favorite This day has always Outdoor 'necking', starts today! because of a poem I once wrote ... and slightly revised): yes ... here it is (only Well, as you can see, I've made sure that I never have any spare time. Yes - I'm on the net ...whatever the hell that means! My son-in-law and I have "fantasy" baseball teams and we use the net to see our place in the standings ... as of 26 May, he was in TH ST place. But it's a long season (Boy, 1 7 9 0 place ...I am slightly lower, er, in 1 8 3 1 don't I know it). E-mail does help our editor I guess ... he can now bitch three ways about where I put the damned grapes. By phone, fax and e-mail (Only kidding Chuck).

And now we are approaching the end of May. We went to Bullhead City, AZ (Laughlin, NV) to see (and hear) Willie Nelson this weekend ... now Iris heads for Scotland and I shoot for winding up the July Grapevine. I went down early on the morning of our departure and made a $4.00 Keno wager on a "Pick 4" ticket ... Used my birthdate and age (they do go all the way to 80!). Three minutes after I left the Keno girl saying, "You owe me $425," and her reply, "In about 3 minutes." I was back. "Now?" I asked. She gave me four BIG ones plus 25. A profitable trip - believe it or not. Counting a nice winning streak Friday night at the poker slots, we returned with almost 3 times the cash we left with.

Hey guys, THANKS! A great month! I counted letters from 45 different members.

Without looking at past issues, I believe that is a new high. Many of the letters were to Dick with dues payment, but when I get them, it makes me happy. Late in April I was thinking I would have less than a dozen or so and I planned to tell you all about some great layovers Some day I plan to write a book - two books! Titles? "Long Layover" and a sequel, "Quick Turnaround." We have some fantastic pictures of a model; a memorable piece of Heliopolis Hotel stationery; and Ford and John Clark are both doing well. But write to Dean Allin ... and Dick Beck.

That will make them feel better. Do it! Today! See ya in Bawston!

PAGE 75..... TARPA TOPICS....JULY, 1996

GRAPEVINE (cont'd) GENE GEROW

Trout Creek, MT

Dear Hank , Before I could write the "old geezer" in me took over and I ended up in the hospiwith pneumonia.

Now Pm back at my desk and working on a story that I had intended to send tal you. It begins at old Allegheny County Airport when dispatch sent us into PIT because of bad weather at our New York destination. Shortly after we landed another TWA DC-3 came into PIT. Eventually, dispatch put both crews off duty for the night, so we wandered down the trail cut into the slag heap on which the airport was built. The Captain of the second flight was speak ing sharply about his copilots handling of the DC-3 and the copilot appeared to be getting more than a little miffed. After the long trek down the slag heap, we arrived at a fenced field where be vine animals were munching on alfalfa hay. There was a hole in the fence and on the other side of the field was the place where we stayed. I followed the other Captain through the hole and as we think of a way to ease the building ten walked across the field, I tried to sion between the Captain and his was a boxer of note.

He paused for a

copilot. So, I told him that his copilot

told him it was Joe Louis and he those two. "It was in a Golden

said he never heard of a fight between Gloves tournament ... shortly before gave up boxing." I met the copilot on the

moment and said, "Who did he beat?" I

TWA hired him, and that's why he Cham trip after that and he said his Captain was happy to fly with the man who knocked out the pion and let him fly ALL the flying time on the flight back to New York.

Sincerely.

Gene

Ed's. Note: I left out names Gene, but I think I flew with the Captain. He asked me if I boxed and I said, "Some ...in the Navy." (We did at Preflight School) He let me have all the flying time too so thanks!

FORD and JANE BLANEY

Indiana, PA

Dear Hank, Enclosed are two photos, one of Ford and me taken on his 75

TH

birthday, 14 March

1996. The other one was snapped while we were going into the GIANT EAGLE and when I got the photo back, I thought it was quite appropriate since he is now an "eagle." Ford is doing well.

He's been on the golf course twice and we've been dancing numerous times. He is slowly getting his stamina back. We plan on coming to Boston for the TARPA Convention if all continues going well. We hope you are well and healthy.

Take care,

PAGE 76 ..... TARPA TOPICS.... JULY, 1996

GRAPEVINE (coned) Ed's Note: What a pleasure to put this letter in the Grapevine. Ford does look well ... as do you. Hopefully, the pictures come out this well in the final product.

Ford and Jane Blaney

PAGE 77 ..... TARPA TOPICS.... JULY, 1996

GRAPEVINE (cont'd) Spring Hill, KS

JACK WEISS Hank ( I wasn't sure where to put the "Dear"),

My ego, nourished by the publication of my last offering, encouraged me to offer the following true experience: July 13, 1942, Ellington field, Texas. Aviation Cadet Class 42-G was two weeks from graduation as full fledged pilots and Officers and gentlemen by an act of congress. We were preparing to take off on our last night cross country, a trip of about four hours. Our airplane was a beautiful little all metal side by side trainer Curtis AT-9. Powered by two 300 HP Lycoming engines, it climbed, cruised, and glided at 120 MPH. Rumors were that it had been designed as a pre trainer for the Martin B-26, and Lockheed P-38. The fuel system was simple enough. A single tank with a standpipe for main, and a bottom drain for reserve. It was my turn to be left seat, and my co-pilot, Francis, was the best pilot in our squadron. The weather was so clear the stars almost lit up the landscape. A piece of cake. Takeoff was normal, we completed the triangular course and arrived back about midnight. Because we were early, were ordered to fly the landing pattern until cleared to land. Even though our "low fuel" warning lights had come on, was no reason for concern.

Our fuel selector was on main, and we could switch to reserve which provided another 30 minutes of flight. When we were finally cleared to land, we entered the downwind at 800 feet and started the check list. Upon reaching "fuel selector", we switched to "reserve" as procedure required. We continued with the check list when suddenly both engines quit cold. It was the loudest nothing I ever heard. Without power, the AT-9 dropped like a rock. I turned 180 degrees to the downwind leg so as to be into the wind as Francis struggled with the fuel selector, turned on the landing lights, and that was the last thing I remember until regaining consciousness the next day in the hospital with my head cradled against a pretty young nurses bosom while she picked dried blood from my scalp. I spent the next seven weeks in the hospital with my broken jaw wired shut and a few other broken bones healed.

Epilog Without power, we lacked sufficient time to restart the engines and landed crosswise in a fifty foot ravine against the far bank. T he fuselage accordianed, roiled over the top, and came to rest upside down where an oil field worker who heard the crash found us. We had missed his house and a tank farm by a narrow margin. To extricate us from the wreck it was necessary for him to tear the mess apart with his truck. Francis was dead, and I was unconscious. Subsequent investigation by the accident team revealed the fuel valve mechanism had been installed reversed so that when we assumed to be on main, we had actually flown the entire trip on reserve. Then upon switching the valve to indicate reserve, we were connected to the main standpipe which was dry. Because of our experience, twelve other airplanes were found with the same problem.

Jack Jack Weiss

PAGE 78 ..... TARPA TOPICS....JULY, 1996

GRAPEVINE (coned) Mission, KS

WAYNE SEVERSON Hank,

Would you please mention in Your "Grapevine" that Captain Dean Allin is now confined to his home because of health reasons. It would certainly lift his spirits to hear from his former flying partners, friends and acquaintances. Letters and notes will do the job (no telephone calls please). His address is 9516 Madison, Kansas City, MO 64114.

Hank, when you and I were flying F4U-4 Corsairs in the Navy Reserve Squadron at NAS Olathe, Was when I, and am sure you also, first met Dean. He was attached to another squad ron flying SNB's and gave us our instru ment checks. Dean was then, as now, always greatly admired by all.

Many Thanks,

Ed's. Note. Glad to hear from you Wayne ... except for the news about Dean. So how about it guys ... get a note or a letter off to Dean. This being old is for the birds. I also think he was senior enough to us that I flew a trip with him when he was Captain. Oh yes, Wayne. One correction for your letter. Ifs not MY "Grapevine" ... ifs yours and all the rest of the guys ... even those who don't write. Right now, the letters look very light Wayne, so I'll tell you about another Navy/TWA buddy (sic) that gave me an SNB instrument check at Nas Olathe. He is retired Captain Harry R (stands for "rat") Smith. We both had horrendous hangovers and he promised not to cut an on gine on takeoff. He cut one about five feet off the ground after takeoff. Harry, you'll never know how close I came to cutting the other one!!!

Tulsa, OK

DON HARTMAN Hank,

I am sending 3 snapshots of a 1049G I took at the West Palm Beach "Top Gun" model fly in. Some specs on this Connie: 52 pounds Weight 14 feet Wingspan 4 2 HP each Engine(s) Retractable landing gear, 8 channel radio with 19 servos. $10,000.00 Cost to build Has over 60 flights to date.

I hope you can find room for the pictures and information. I am an R/C modeler

PAGE 79 ..... TARPA TOPICS.... JULY, 1996

GRAPEVINE (cont'd) myself but this project would be over my head.

Thanks for the consideration

Ed's Note. Many thanks Don. The 'specs' and pictures are awesome! I wonder if the proud builder made the engine exhausts spew fire 20 plus feet aft on every takeoff!

PAGE 80..... TARPA TOPICS.... JULY, 1996

GRAPEVINE (cont'd) Scottsdale, AZ

CLIFF RAUB Dear Hank,

Keep up the good work. When the TOPICS arrives all else stops. Here we are lucky to have our past friends to be with again. It was a time that will never be again. I have been a dues paying Eagle for 8 years. It would be nice if I had just retired. I do count down.

Cliff Deerfield, NH

JIM McINTYRE

A personal tribute to Captain Howard E. Hall. I was a brand new TWA copilot in 1953 assigned to the venerable DC-3 engine carrier at Kansas City and couldn't wait to get off the constant, middle-of-the-night flights associated with this ancient airplane. Especially when people junior to me were actually flying the modern Martins! One night, at o'dark hundred, the scheduler called to to another all night flight in the tell me I was assigned beast. Still half asleep, I interf told him he was seriously ing with my attempts to the phone. The next

propagate a family and hung up morning I was told to report to

the MKC Chief Pilot,

the feared Captain Howard E.

Hall, forthwith (like, right now!).

When I anxiously reported to Captain Hall, I stopped precisely three paces in front of his desk and stood at rigid attention, as taught to me by the USMC Sergeants in Navy flight training. I may have even saluted. In a very gruff voice and with a stern countenance, he asked me what the hell did I think I was doing with this cockamamie story. Before I could answer and beg for mercy, his face broke into a delightful grin and he told me to get out of there fast and never try such an ex cuse again. All the while he was laughing so hard tears were flowing. His guffaws echoed through the hangar at 10 Richards Road as I broke a world sprint record getting out of there.

Later, we flew some delightful flights together and he would politely ask me how my family was progressing, but always with a twinkle in his eye.

Ed's Note: Jim, you must have jumped with joy when I joined TWA. In 1954 ... maybe 55, I was Sellemever assigned to the DC-3 engine carrier (I believe #362) with the late Captain Bill turned down a call from TWA (honest) but I didn't answer one. from my mother ...when I thought it was a call for the engine carrier. Neither Bill nor I would turn in a landing sheet and finally Chief Pilot Urb Kampsen had us on his carpet. Bill and I each insisted the other made all the landings until finally Urb agreed to giving us Martin pay if we would stay on it a month or so more ... until it was replaced by the DC-4.

PAGE 81 ..... TARPA TOPICS....JULY , 1996

Grapevine (cont'd) Signal Mountain, TN

CARL JOHNSON Dear Chuck ,

In the March issue, the P.S. of Claude Gilbert asks if anyone went through Primary at Tuscaloosa.

'Tis a small world - I did go through the "country club" of primaries at Tuscaloosa ... probably in January 1943 as I was in Class 43D. I was glad to read about Claude as I went through a couple of TWA classes with him (in MKC). He is a gentleman and a friend!

For myself, thank God for good health, great family and a wonderful wife of 51+ years. Farming is my hobby - certainly a losing proposition - but I consider it healthy and enjoyable. I join all the rest who say that you are doing a great job.

Carl Johnson

Bill Dixon

San Jose, CA

Dear Chuck, Believe it or not, I'm doing this on my new Apple Model 6116 CD computer. I need it like a hole in the head but I blame it on June - she encouraged me to buy it. I'll never learn anywhere near all its capabilities, but am having fun and frustration with it. I'll get it in time - I hope. In case you run short of pictures for the next issue, you might care to use the enclosed.

Bill Dixon

Billy Tate Hugh Graff Bill Dixon Ed's Note: I have been very fortunate - I flew with all three. Billy gave me the Connie rating check. Billy, remember the Martin feathering on takeoff at Santa Fe? Some 63,000 feet MSL? (So, I exaggerate a little). Bill, Grapevine deadlines are respectively last day of Jan, May, Sep.

PAGE 82 ..... TARPA TOPICS ...JULY, 1996

GRAPEVINE (cont'd ) Harold F. Mokler

8101 East Naseem Trail • Scottsdale, AZ 85258 • (602) 991-9588 April 28, 1996 Council 41 Gentlemen: About twenty years ago some of us began talking about forming a TWA retired pilot social organization similar to a few already started at other carriers.

As usual, much of the activity emanated from the Boston agitators and, as a result, after a couple of years of planning and organizing, the first group of eighty something active and retired cockpit crew members and wives gathered at the Registry Resort in Scottsdale, Az. on May 31, 1979. For that meeting Roy Van Etten was the paper President and I was Vice President until we could pass a set of by-laws and elect a slate of officers and a Board of Directors.

The organization has been successful indeed and has grown socially and professionally.

We now have 2300 members.

Every TWA pilot, active or retired, over age 50 is eligible to be a member and I am writing this to the members of the "Council That Refuses to Die" to request your participation if you are not already a member. The dues are 25 dollars a year and it is a great value so please send it immediately so you will be included in the new Membership Directory soon to be published and to receive the July issue of the Tarpa Topics. Send to the Secretary/Treasurer, Capt. Richard Davis, 449 Santa Fe Drive #200. Encinetas, CA, 92024.

Do it now.

The 1996 Tarpa Convention will be in Boston in Sept. Let's make this the Council 41 Convention. The seeds for the United States of America and for TARPA were planted here.

Hoping to see you all in September, Best regards,

Harry Mokler

Ed's. Note: Harry's letter was almost ready to just slip into the July Grapevine. All I had to do was add the GRAPEVINE at the top and fill this space at the bottom ... but his letter applies to ALL active TWA pilots. Help TARPA to continue as the best active, retired-pilot's group in the industry!

PAGE 83..... TARPA TOPICS....JULY, 1996

GRAPEVINE (cont'd) Murphy, NC

LEW JUDD

20 March 1996 Dear Hank (Notice the Dear is in the right place) I received my Topics today. Naturally I sat down and read it straight through. It's a mixed blessing. I love the stories, you guys are really doing a great job, but the demise of so many of my friends, is saddening. What it does call to mind, are conversations and incidents I shared with them .

I am sorry to read of your health problems. As the old saying goes, "If I knew I was going to live so long, I'd have taken better care of my body."

My wife reminds me, I am now an Eagle, albeit a Bald Eagle. Unlike them I have poor eyesight, lousy hearing, and on a long glide, I'd probably crash.

I was saddened to read, Bill Bushey had flown west. I knew Bill when he was a Flight Engineer Instructor at the training command, in MKC. An excellent instructor, who could get the message across. One night, at a later date, he told me of his experiences, being the flight engineer, for Howard Hughes.

If I had been Hughes, I also would have chosen Bill to be my F/E, I would have wanted the most knowledgeable and best qualified man in that seat.

Bill told me of his being called on, to go to L.A. Hughes, when he felt like it, would take a 1649 Connie that was in Los Angeles, for his own use, screw the scheduled flight.

Without a co-pilot, he would take a large group of Hollywood stars, for a party flight, no destination , just fly around. Bill, would be the only cockpit crew member! At what ever altitude and heading, Howard chose, he would put the plane on auto pilot and go back to party with his guests, leaving Bill alone in the cockpit! His main job, as far as Howard was concerned, was to handle the crossfeeding of the gas. Being left alone in the cockpit, Bill would stand, so he could see any traffic, the fuel control was secondary as far as he was concerned. On this particular night, about three in the morning, he received a phone call from good old Howard, wanting to know about crossfeeding. In his own inimical and expert fashion, (My words not Bills) he explained the procedures. Howard told him he would no longer be needed and could return to MKC. My question. Do you think Howard refrained from going back in the cabin, or do you think the Connie flew over California without anyone in the cockpit?

I know what I think, Wishing you the best of luck with your health, Lew Judd

PAGE 84..... TARPA TOPICS....JULY, 1996

GRAPEVINE (cont'd) PHIL MORGAN

Bonsall, CA

Dear Dick, Please forgive me for making you send me a "reminder" for 1996. I just received the card. We moved from Florida to Texas in December. Circumstances now require returning to Bonsall so were in the process of moving. Here is our new address: P. O. Box 90 Bonsall, CA 92003 Thanks Dick, P.S. Found this 'special' stationery to use!

Ed's. Note: Great find! Thanks Phil for the stationery from the Heliopolis Hotel ... with all the fond memories. I only got to stay there once, but I loved it. I had to "adjust" the size to get it on a unfortGrapevine page, but that means I get to keep your original page ... in all it's glory. It's nate we can't print it in color!

PAGE 85..... TARPA TOPICS... JULY, 1996

GRAPEVINE (cont'd) PEG TOMLINSON

Silverton, OR

Dear-Editor, I am writing this in the hope you will be able to grant my request. I am very pleased with the article about Tommie in your March publication. I have made copies but I would like to have four copies, one for each of Tommie's four children. If this is not convenient, I will readily understand. Again, I want to compliment you on your publication.

Sincerely, Peg Tomlinson Ed's Note: The Tomlinson children (sic) should have their copies. Thanks to TARPA Captains Bob Zimmerman, Bill Cannon and Carl Schmidt (and mine).

BILL TARBOX

Austin, TX

Mr. Gastrich: Thought you might like this for the TOPICS. Bill Tarbox Ed's Note: No, I didn't like It! Hank

Down! Down!

I liked it. I liked it ... so here it is:

Those were pretty good Bill. To fill this page I'll add a few (I'd rather put in letters from you guys but I ain't got no more!).

If the world keeps getting smaller, how come they keep raising the price of postage stamps?

Small town: A place where it's no sooner done than said!

There's nothing new about the flat tax. Every year after paying my taxes I' m flat.

Cereal prices went up again - soon it will be, "Wheaties, the cereal of millionaires."

PAGE 86..... TARPA TOPICS ...JULY, 1996

Grapevine (cont'd) LARRY GANSE

LAKEVILLE, MN

Dear Chuck, It's kind of strange sometimes how events flow together. Just a couple of months ago my aunt passed along to me an old photo album from my late uncle, Mark Houser, who was known to many of the older ( senior??) TWAers from his days as a maintenance foreman in BAL, PHL & PIT. It had a whole series of photos of a wrecked Connie along with other WWII airplanes and the old Reading, PA airport.

I knew that during the war years he was a mechanic and instructor at the Army Air Corps depot at Reading, but I had never heard him talk about any TWA accidents in that area.

Reading my old friend Ed Betts' article, "TWA and FAM 27" in the last TOPICS answered my questions. I've clipped it out and added it to the scrapbook with the photos.

Life here in my second career in Minnesota has been very interesting although I don't think I'll ever "get" ice fishing!!

Northwest is doing very well these days and I keep quite busy with some new duties beyond the flight safety division.

I picked up a rating on the Airbus A-320 and flew it for about two years, but I'm currently flying the "Classic" 747 because I find myself frequently in the far east and you can only do so many of those 9-14 hour flights in the back before it gets to you. I see and hear from a lot of TWAers. Many of my contemporaries have found second careers with some of the start up carriers, especially the freight haulers, and do their training in our NATCO facility which is the building that my office is in. Others call when they are passing through on flights. The good news is that they're not calling about jobs anymore!

It looks like TWA is going to make it and I'm sure that makes everyone who had a long time association with the company very proud and very happy because it was clearly a case of the employees holding it together in spite of Mr. Ichan's management. But, then, there's a lot of history of that sort of thing, too.

My best to all, and an open invitation to call or visit if you find yourselves in the land of 10,000 lakes.

Regards,

Ed's Note: Thanks for the nice "ready to use" letter Larry ... a little glue stick and an Airbus picture and onward and up wards!!! (No Airbus picture - just people sitting in one).

PAGE 87..... TARPA TOPICS ...JULY, 1996

GRAPEVINE (cont'd) FRED AUSTIN

Reno, NV

Dear Dick, The March issue was very in

teresting to me as I flew with Tommy

Tomlinson in 1939 in DC-2's. From MKC - EWR and return. He was doing engineering work on the DC-2's. I knew Moye Stephens from LA QB's in the mid 1940's. Bill Townsend and Bob Van Ausdell were two of my favorite guys. Thanks for doing a great job.

Fred ERMON W. SMITH

Yerington, NV

Dear Dick, I was reading your report in the March issue of the TOPICS and when I checked the mailing label was surprised to see a '95 instead of a '86. Checking my records to make sure that my memory hasn't completely slipped away, I verified that I sent a check on Jan 2. I understand the problem with there being so many Smiths on the roster and I appreciate your sacrifice of time and toil to keep TARPA solvent - but please don't cancel my subscription. I have two telephone changes: Winter is now 702-463-3862 and summer is 541-426-3466.

Thanks and keep smilin' Easy Smith Ed's. Note: Keeping things straight isn't easy easy. Chgecking the books we think we credited it to Stanislouse Smithavichski ... a baggage handler for Warsaw Air. Note to McNab - we'll need one copy in Polish for the next three issues Chuck. (My 'spell checker' just went Oi Vey!).

Calpine, CA

EARL JINNETTE Hello Richard, Any reason why I can't say

"Thanks" for the excellent work you people

many others have enjoyed? Hope you can have been doing, that I and read this! I stuck my right index finger in my table saw a few weeks ago! It still smarts a bit but I' m grateful it didn't need amputation. Luck and health to you and yoursEarl Jinnette Ed's. Note: Say "Thanks" as often as you wish Earl. Sorry to hear about your finger ... fingers that go into table saws seldom need amputation. I will say, the others sure write verrry kind and appreciated letters.

PAGE 88..... TARPA TOPICS.... JULY, 1996

GRAPEVINE (cont'd) THAD MAY

Greensboro, AL

Richard, Even though I am now an Eagle, I can still afford to pay and wish to. I appreciate the news and info the TOPICS bring me.

Sincerely, Thad May Great to hear from you Thad!

I RVING WATERMAN

Northport, NY

Dear Captain Dave, My apology for the late check. It was an oversight on my part as I certainly wish to maintain my ties with TARPA Sincerely, You're tied Irv - you're tied!

STAN VALACER

Sunnyvale, CA

Rick, My mind must be going - I received the new TOPICS today and was surprised to see the '95 date. After checking my check books I searched for the enclosure that I thought I had mailed. I looked every place in the house. It had fallen between a minute space between my desk and a cabinet.

Stan Valacer WILLIAM J. MEYER

Ft. Myers, FL

Dear Dick, Somehow I had in mind that I had paid, but .... you know the rest of the story - part of getting more senior I guess. Anyhow, here's my check. I don't want to miss my TARPA News. You fine people really do good work.

Thanks so much, Bill Meyers, Capt. (R) Ed's. Note: Thanks to both Stan and Bill for writing - Bill a 9-dot letter. Wow! We don't get many of those.

PAGE 89..... TARPA TOPICS....JULY , 1996

GRAPEVINE (cont'd) AL WILKEN

San Juan Capistrano, CA

Dear Dick, Just a note to say 'hello' along with my annual dues check. I just retired from my post-TWA job at Air Lanka, so now that I'm back in the states, maybe I can manage to be a little more punctual. Thanks again to you and all the other guys who keep the TARPA organization up and running. Your efforts are really appreciated. I hope all is going well with you. I look forward to seeing you one of these days.

Cheers, Al Wilken B. GLENN MILLER

Prairie Village, KS

Sorry about being late - the old ticker almost stopped on me. Had by-pass surgery (4) plus repaired valve and cleaned out artery in my neck.

All the best B.G. Ed's. Note: Damned near a complete overhaul, are now in great shape for at least another

huh? Glad you wrote and hopefully 50,000 miles - or 50 years!

NEAL REINWALD

Florissant, MO

Hi Dick, togethLate again! Getting the Book reminds me I'm due. Hope to be able to make one of the get ers. Still am pretty busy. I flew Dan Quayle around a little on a charter your work on my behalf. deal. I fly for sometime. Thanks for all Neal Reinwald gotta stay away from things contro-

Ed's. Note: Glad you wrote Neal - I versial, but I'm GLAD you and Dan made all your flights safely!!! Shut up Hank!

Sarasota, FL

WALT RUMPH Sorry for the delay. I was selling 2 houses south permanently. Please note my new ad stand the Florida heat.

up north.

We have moved dress. All is well, hope we can Best wishes, Walt & Terry Rumph

Ed's. Note: You'll miss that igloo when Florida heats up Walt.

PAGE 90..... TARPA TOPICS.... JULY, 1996

GRAPEVINE (cont'd) BARNEY RAWLINGS

Colchester, CT

Dear Dick,

Though Pm now a TARPA eagle I still want to pay my way.

Long as I can walk or wiggle I will love TWA. Sincerely, Barney Rawlings Ed's Note. Congratulations Barney. Ahhh spring! I'm glad to see I'm not the only one to wax po etic when the dew is off the punkin' and the dew is on the vine! That's fantastic Barney ... youth is wonderful!

DONALD SYPKENS

Turney, MO

RA. Sorry to be late. Didn't know I could get so far behind now that I'm retired with nothing to do.

Best regards, Donald Sypkens It's easy Don. Everyone thinks being retired is easy ... it's hard work!

BART HEWITT

Conifer, CO

Dear Dick, On 7-23-96 I turn 75 so please let it be known to all the good folks that I'm alive and and well and hope to make a convention one of these years. I will be sending you a change of address notice in a few months. We'll be moving to Washington, NC since living on a Rocky Mountain at 8,000 feet is getting too high! Washington, NC is about 25' MSL. Give my fond regards and God's blessings to all the other old folk, Bart Hewitt Ed's Note. Congratulations Bart ... although I don't believe it!

Maybe WHEN (not if) you come

to the convention in Boston this September, you will bring a copy of your birth certificate. Careful when you move down that mountain Bart ... not t0000 quickly - you don't want to get the bends!

PAGE 91 ..... TARPA TOPICS.... JULY, 1996

GRAPEVINE (cont'd) WARREN CANTRELL

Baldwin, KS

Dear Dick, Although I'm a proud eagle already - I gladly wish to pay.

Sincerely, Warren Thanks Warren - a proud gesture!!!

BOYD LUDWICK

Kansas City, MO

Dick, Please use the few extra bucks to compensate for the additional expense that people like me cause.

Thank you,

People like you Boyd, help make TARPA the best. Thanks. (Dick - I'm getting tired of Rio. What say we try the Virgin Islands with the extra $$$ after we send this to McNab)?

EDWARD ADAMS

Gig Harbor, WA

Dear Dick, Here is To bring you up to date,

Edward's dues check for '96. he has had a good year. He is a

2 ND year law student just finishing up his finals. Last year his grades were so good, he was invited to join the Law Review. However, after due consideration, he decided to pass on it.

After 10 years in Professional Standards as TWA National Chairman of ProStar, Ed decided he wanted to make more of a difference in the area of aviation safety policy and the human factor in safety. He decided the best way to do that was with a Law Degree. He plans to do an externship with the FAA this summer to get to know the inner workings of the agency. He's looking forward to graduation in December 1997.

I wish we had time for a TARPA Convention - Maybe in 1998! Please give our best to folks you see.

Deanie Adams Thanks Deanie. Hopefully, you may have started a new trend. Maybe other wives will write to keep us abreast of news worthy efforts by their too busy spouses. And best wishes to Ed ... I'll be glad to send him ALL my dealings with the FAA ... retroactively!

PAGE 92..... TARPA TOPICS.... JULY, 1996

GRAPEVINE (cont'd) Escondido, CA

CARL SCHMIDT I talked with

Carl to get the information herein. This is the bad May 3, 1996, Carl's wife Vicki died. Services were

part of doing this column. On held in Escondido, California on May 20, 1996. Carl served TARPA as a First Vice President for two years. However, Vicki walked in her own light for her service as Treas - urer of the TWA Senior's Club San Diego Chapter. Vicki also served ably on the TARPA Con vention committee for the convention held here in San Diego. Carl I'm sure knows he has the sympathy and condolences of all TARPA members and TWA Seniors.

LES WOOLSEY

Los Altos. CA

R A DAVIS Sorry I caused you to have to write a reminder card. You know how the memory thing goes when you get old so enclosed is for the next year too.

Les Woolsey You remember the wrong things Les ... and forget more important things. Like - do you recall the wet takeoff weight for a MARTIN 404 was 43,650 pounds?

San Clemente, CA

RICHARD BECK

Dear Capt. Davis, Dick has been on 24 hour oxygen since October '94 due to emphysema and congestive heart failure. Yet, he does walk around the house. Dick retired as Captain in 1974 married to the same spouse since 1941, also a former TWA F/A - known as hostesses in those days.

Please forward the above information to the Editor or Ed Betts ...

Best regards, Louise Beck Louise, I am glad that Dick Davis sent your letter to me to be included in the July GRAPEVINE. I know Dick Beck was admired by so many TWA pilots and crew members. Maybe we can to run an entire article on Dick.

WALLY KINGSBURY

Brick, NJ

Dear Dick, Enclosed is dues check for 96 and 97 - maybe I'll forget to send the check 1/2 as often.

W.G. "Wally" Kingsbury Youse is a good boy, Wally! Dick ... put the 97 part in the Virgin Islands fund!

PAGE 93..... TARPA TOPICS.... JULY, 1996

GRAPEVINE (cont'd) Kansas City, KS

JOHN E. CLARK Dear Dick,

Sorry I'm late but I have been taking radiation for some ten weeks. but just finished. Dr. says I'm good into the new century. I can't believe that I became an Eagle on 3-29-96, but here is my dues anyway. Hope to be in Boston this time to see you all in person.

J.E.C. GREAT NEWS, JOHN! Not the check you sent but that your radiation takes you into the next century. Looking forward to seeing you in Boston ... and in the next century ... if I can make it!

Bradenton, FL

GENE KLUMB Dear Dick,

Received your prompter card yesterday which was a shock to me. I thought that I had paid my dues at your end but find that not to be true. Part of the problem, I have yet to read the November issue of TARPA yet so I didn't run across the dues envelope and info. Needless to say I'm a bit behind with my reading. Thanks for all the good work you fellows are doing for us laggards.

All the best, Gene Klumb Gene ... maybe a little behind! A tip! Do NOT open this July issue if you have not yet read the MARCH issue. If you do, you could get all screwed up! Maybe even go to Boston for the con vention before we have it .. . and if you do ... wait ...we'll be there in September.

MRS. HOWARD HALL

Lubbock, TX

Dear Richard Davis I have just been notified by Robert R. Thompson S/T of TWA Pilots Retirement Foundation, Inc. about a donation made by the TARPA in memory of Howard E. Hall. I do want to thank the correct people for giving Howard this honor. I know he would have been most pleased. Please convey my sincere appreciation to this great association.

Sincerely.

Mrs. Howard Hall Thank you Mrs. Hall. And for the nice letter of appreciation for the donation. It is we members of TARPA who must be appreciative of what Captain Hall did not only for TWA and its pilots, but for the entire aviation industry. He will never be forgotten!

PAGE 94..... TARPA TOPICS....JULY, 1996

GRAPEVINE (cont'd) Vero Beach, FL

DAVE PERRY Dear Dick

Thanks for the nudge. Thanks for all of the hard work that you do for all of us.

Best regards,

Hemet, CA

GEORGE TITTINGER Dear Dick, RE: NEW DIRECTORY

As you mentioned in your report, about the new directory; there have been many area code changes.

That is true in my case; only change is area code.

Old listing: (E) TITTINGER, GEORGE]. CAPT. (LEILIA) 38702 MENLO, #167 HEMET, CA 92543 714-652-9711

New listing: (E) TITTINGER, GEORGE J. CAPT. (LEILIA) 38702 MENLO, 11167 HEMET, CA 92543 909-652-9711 Your super work on behalf of TARPA is much appreciated; when the TARPA TOPICS arrives I read it cover to cover, right now. Even before the "GIRLIE" magazines. Do you suppose age has anything to do with that?

Best wishes to you, and yours.

Cordially,

George Tittinger Thanks for the ready to paste letter George. That goes for Ben Densieski, Joe Ferraro, Harry Mokler, Lew Judd, Larry Ganse and Phil Morgan. All I have to do is glue them on ... and I love that glue in!sniff The very nice, very new Directory will be in your hands before this is. Thanks to all the people who worked so hard to get it together! If there are any errors to report, send the corrected data to Richard Davis ... he has the database.

PAGE 95..... TARPA TOPICS....JULY, 1996

GRAPEVINE (cont'd) MARIA FONTES

Sonoita, AZ

Dear Mr. R. Davis, I (and Mario) really enjoyed attending the Palo Alto Convention last year. I have only attended twice and each time it was great to see a few old-timers that Paul and I knew years ago. Last year there were so few that I knew - like George Duvall, Ted Hereford, Ed Betts, Bob Buck, Tommy Tomlinson, Bill Townsend, Rudy Truesdale, Jack Miller, and on and on. I read the TOPICS from stem to stem and enjoy it so much even though Pm not closely connected with TWA any more.

I too am an Eagle (I don't feel like it) and am enclosing a check hoping it will be of some use for you all. Take good care.

Sincerely, Honorary Dodie Frederickson Fontes BEAR BECK

Lake Quivira, KS

Dear Dick, Just a Bearly Open will be held usual

quick note for those that care. The 21 on Sep 30

TH

ST

TWA

with proceeds going to ALS as Sincerely, Bear Beck

I hope the Bearly Open is a golf tournament. I called Tom down in Florida and tried to give him credit - where due - but he refused to take it. I tried to call Dick in San Clemente but there was no telephone number available ... so Bob ... you're it! I left a message on your phone, but this is heading to McNab ... probably this afternoon. I won't dare call McNab and ask him to change something in what I submit ... he'll blow a stack.

WALT PEPMILLER

Washington D. C.

Dick, I enjoy reading the TARPA. The tales and stories of the ICD days are very interesting and bring back many memories. My regards to all ICD crew members and others.

FRO Walt Pepmiller THE END

PAGE 96..... TARPA TOPICS.... JULY, 1996

BY PAT &

CHUCK

HASLER

WE JUST RETURNED (2 days ago) FROM OUR CRUISE FROM TAMPA TO LOS ANGELES VIA THE EVER GREAT &

I NTERESTING

PANAMA CANAl. A GREAT TIME WAS HAD BY ALL & WE ARE TRYING TO REST UP FOR THE CONVENTION. THE CAPT ABOARD PARTY WAS

. WELCOME

SO CROWDED THAT EVERYONE HAD

TIME TO

ORDER ONE GLASS OF CHAMPAGNE. WE DECIDED A COUPLE OF DAYS LATER TO HOLD OUR OWN CAPT WE HELD IT IN BILL & ON THE UPPER BOAT

.

WELCOME ABOARD PARTY

BOBBIE KIRSCHNERS LG. DELUXE CABIN

DECK &

EVERYONE HAD

TIME FOR MORE

THAN ONE GLASS. THE LAST DAY AT SEA WE HAD CHAMPAGNE PARTY

.

ANOTHER

TO GIVE OUT AWARDS. MEDALS WERE

AWARDED TO 1: CRAIG & MARILYN TYNAN FOR GOING ON THE MOST TARPA

TOURS. 2: THE MOST SEDUCTIVE: JACK MOSS, WHO

CAME ABOARD WITH HIS OWN HAREM OF THREE (actually two were childhood friends of Roberta's) WITH RUNNER-UP: MATT REARDON, WHO CAME ABOARD ALONE BUT ACQUIRED R BEVY OF BEAUTIFUL LADIES. 3: MOST LOQUACIOUS: CY CACACE,

NEVER AT

A LOSS FOR WORDS (actually Cy is still trying to figure out what that word means); WITH RUNNER-UP: MARGARET HUBBARD. 4:

MOST GREGARIOUS: DICK HALLSTED; WITH RUNNERS

UP: JUDY HAMILTON &

ILENE SMIDDY. 5: THE MOST ENERGETIC:

BILL KIRSCHNER. BILL FOUND TIME IN BETWEEN SNORKELING

PAGE 97..... TARPA TOPICS....JULY , 1996

&

UNDERWATER FILMING, TO SURFACE &

SHOW A VIDEO OF HIS

CLIMB UP MT. KILIMANJARO LAST FALL. OUR TARPA GROUP WON BIG TIME: BINGO, HORSE RACES, BRIDGE &

VARIOUS SHIPBOARD

GAMES. SEVERAL WON SO MANY TIMES THAT THEY ALMOST STAYED ON BOARD FOR ANOTHER WEEK CONTINUING ON TO VANCOUVER. GO ON A CRUISE OR A TOUR WITH YOUR FRIENDS NOW! DON'T WAIT UNTIL ITS TOO LATE!

CONDITIONS: Chuck & Pat Hasler, TARPA Tours, & Ventures Extraordinaire, Inc., acts only as an agent for the clients in all matters pertaining to travel by air, or surface. They shall not be liable for any loss, injury, or damage to person, property or otherwise in connection with any accommodations, transportation, or other services, resulting directly or indirectly from any acts of GOD, dangers, incident at sea, fire, breakdown of machinery or equipment, acts of government or other authorities, or cancellations of or changes 'in itinerary or schedules, or from any causes beyond Ventures Extraordinaire s control, or for any loss or damage resulting from insufficient or improperly issued passports, visas, or other documents, and that neither Ventures Extraordinaire or any of its affiliates or subsidiaries shall be or become liable or responsible for any additional expenses or liability sustained or incurred by the tour member as a result of any of the foregoing causes. The right is reserved to change hotels or transport or to cancel the tour prior to departure. If any tour must be withdrawn prior to the passenger 's joining the tour, Ventures is liable only for refunding of monies received from the client

PAGE 98 ..... TARPA TOPICS.... JULY, 1996

TARPA

Goes

October

18-

to 28,

TURKEY 1 996

PAGE 99..... TARPA TOPICS.... JULY, 1996

TARPA PANAMA CANAL CRUISE - 1996

The TARPA Panama Canal Cruise was enjoyed by twenty-nine. We all met on the MS NOORDAM in Tampa, Florida for a two week East to West cruise through the marvel called the Panama Canal. The weather was humid and the only rain was during our transit through Gatun Lake between the East and West locks of the Panama Canal.

At Grand Cayman Island, one of five ports of call, we enjoyed the flair of the Caribbean. The Atlantis Submarine took us 110 feet below the surface to see tropical fish of innumerable colors. We saw the drop off of the Grand Cayman Trench where land drops 24,000 deep to the bottom of the sea.

At Cartagena, Columbia a bus tour took us to the Fortress where the Cartegenans fought off invaders from England, France & Spain. A seven foot wall surrounds the city. The marauding pirates of old used the city as a refuge. Shopping was Minnie's favorite sport in Cartagena.

A welcome aboard party was hosted by Bill & Bobbie Kirschner in their cabin. Those present included Jim & Erika Breslin, Lee & Jeanne Butler, Cy & Minnie Cacace, Dick & Jean Hallsted, Don & Judy Hamilton, our tour leaders Chuck & Pat Hasler, Lloyd & Margaret Hubbard, Bill & Bobbie Kirschner, Nell Lockwood, Margaret McKinstry, Hank & Teri Michaels, Jack & Roberta Moss, Matt Reardon, Ann Reigle, Ilene Smiddy and Craig & Marilyn Tynan.

Rough seas saw 10 to 12 foot swells before the calm of our passage through the Panama Canal. Most of the 1,400 passengers lined the rail to watch the electric mules guide us through the locks. The ship continued under it's own power from lock to lock. We were raised a total of 85 feet in three locks up to Gatun Lake. Cruising Gatun Lake afforded us the landscape of the rainforest along the shore. At the second series of 3 locks we were lowered back down 85 feet back to sea level. ' Only a one to 2 foot space existed between the MS Minnie & Sy gettin some rays Noordam and the side of the locks. Fifty-three million gallons of rainwater was used to raise and lower the level of the water in the locks for our passage. It took 9 hours to complete the passage across the Isthmus of Panama. What a treat it was for us to see the workings of the Panama Canal.

At Costa Rica many took the bus tours to San Jose or Sarchi. We opted to enjoy the pool on board and continue eating on the MS Noordam.

At the Horseraces, the TARPA horses made an excellent showing. No. 4 horse, Jetstream, coowned by the Butler's and the Michael's won by a nose. No. 5 horse, Royal Flush, co-owned by Minnie Cacace, Jean Hallsted and Marilyn Tynan came in 3rd.

At Acapulco, Mexico a bus tour through the city of Acapulco and the Acapulco Princess Hotel was most enjoyable. The cliff divers at Acapulco were amazing. They have their own union of divers with the more experienced diving from the higher levels up to 134 feet.

At the Bingo sessions several of our TARPA group won. They were Erika Breslin, Bobbie Kirschner, Minnie Cacace and Jeanne Butler. The Butler's and Michael's shared the biggest win on the last BIG game before Acapulco.

At Cabo San Lucas, Baja California, Mexico we took a 40 foot Catamaran cruise from the Sea of Cortez, where we stopped to snorkel. We saw brilliant blue, yellow and multicolored tropical fish. Out of the Sea of Cortez and up with the sails onto the Pacific Ocean. Unlimited Margaritas, beer and soft

PAGE 100.....TARPA TOPICS....JULY, 1996

drinks soon had the 36 passengers enjoying the beat of the music onboard the PEZ GATO in the 92 degree temperatures.

We all met Chuck & Pat Hasler in one of the many lounges onboard for a going away party. Our leader Chuck was under the weather the last few days of the Cruise but always met us with a smile when he was out and about. Chuck sported the best looking vest and matching bow tie on board. A medal was presented to Cy for being the most "Loquacious " . He could hardly wait to find out what that meant. " Several definitions were mentioned, but the dictionary listed loquacious as being "very talkative . Jack " Moss' Medal was for having the largest "Harem " . Jack had escorted several of our ladies with a "flair .

The "Mr. Personality " medal was presented to Dick Hallsted.

With regret we left friends and newly made friends after a great cruise. We vowed to make another cruise together one day.

Our thanks to Chuck and Pat Hasler for a well planned cruise. This is our 3rd cruise with the Haslers and we look forward to traveling with them again and again.

An evening on board MS Noordam..with the Kirschner 's and Breslin's

Bobbie Kirschner, Ilene Smiddy, Lee Butler and Minnie Cacace .. at the races

PAGE 101.....TARPA TOPICS.... JULY, 1996

PANAMA

CANAL

CRUISE

TOUR PHOTOS: Cacace, Kirschber

Sy says, "Minnie's luggage arrived by U-Haul

ACAPULCO Bobbi & Bill Kirschner Erika & Jim Breslin

CARTAGENA, COLUMBIA Cy & Minnie Cacae Bill & Bobbi Kirschner Jim & Erika Breslin

PAGE 102 .....TARPA TOPICS.... JULY, 1996

WILL YOUR MONEY LAST AS LONG AS YOU DO? R. C. Sherman Most articles on retirement planning fall into one of two categories, those that tell how to invest money, and those that offer investment service. None of them that I have seen even mention, much less attempt to answer, the retirees foremost financial concerns: Will I run out of money before my time runs out ?, or How can I be sure that I am not spending too much, or Could I safely spend more? This paper suggests a simple method for a visual running check to be sure that all is going well, or see if an adjustment may be needed.

Lifetime annuities that we have no control over, such as retirement annuities from work or the military, or self purchased, and social security, are the main sources of retirement income and will last to the end. If they form your total retirement nest egg, you don't need to read any further. Many retiree's also have additional investments such as stocks, bonds, mutual funds, real estate (other than our home), cd's, credit unions and other savings accounts, and/or IRA's. These discretionary investment assets are what we will deal with here..

Most of us would like to supplement our income by slowly liquidating these assets, or at least an occasional sale to cover large expenditures such as a new car, luxury vacation, remodeling, or whatever. However we are worried about running out of money, depriving our heirs of an inheritance, and nagging thoughts that we should never sell capital. But the main purpose for accumulating capital was ... our retirement!

The primary factor that determines how long a nest egg will last is how long we live. Statistics provide average life span. Prudence adds a few years to that number. Safety requires a reserve, and Intelligence dictates a recalculation after passing the mid-point. A simple way to picture the state of investments over the years of retirement is the "Howgozit Graph", used by pilots for many years.

On long trips over water, pilots tracked fuel consumption in relation to distance traveled, to be certain that enough would remain to reach the destination, and to detect any performance deteriation in time to divert to a closer airport, or worst case, turn back before it was too late to do so. The Howgozit Graph provided a visual tool for making those decisions in a timely fashion. A graph with suitable scales was made by marking off fuel quantity along the vertical Y axis, and miles to the destination along the horizontal X axis. A dot was placed above the destination, opposite the amount of fuel that was required to be in the tanks for a reserve over destination. A line drawn to connect that dot with the total fuel in the tanks was called the expected fuel burn line. See the attached sample.

During the flight, a dot was placed above the mileage of each check point, opposite the fuel quantity in the tanks at that time. Should the succession of dots trend below the expected fuel burn line, something had to be done before the point of no return was reached.

PAGE 103.....TARPA TOPICS....JULY, 1996

To track nest egg consumption over time, dollars will be substituted for fuel, and years for miles.

Total your investment assets of the types listed above. Do not include your primary home, its contents, autos or insurance; consider them to be additional safety factors. Choosing suitable scales, mark off assets on the vertical axis, and years along the horizontal axis. Place a dot at total assets, and another above the (extended) life expectancy, opposite the desired reserve. The line connecting them could be called the "Life Line". Although you can choose any numbers, the values in Table A are deemed appropriate, as is 25% of starting assets for a reserve.

The attached sample graph was for a retiree who was 70 years old in 1990. He had $500,000. at the end of '90 (250k in an IRA, and 250k in savings and other investments), his life expectancy was 12 years but he added 4 more, using 16 for the graph, and used 25% of his starting assets ($125,000.) for a reserve at the end of that time. After 10 years, at age 80, he will make a new graph with the Table A data and his remaining assets.

Our retiree re-entered his investment assets on the graph each 6 months. (Some will do it at the end of each quarter). They should be entered at least annually. Use your account statements, or if you hold your own securities, use the list you prepared of your holdings and look in the newspaper for their values.

Note that by mid-1995 our retiree's investment assets were $125,000 (25%) more than at the end of 1990, despite withdrawing the minimum required ($50,000) from his IRA. At that time, being nearly $230,000 above his life line, and threatened with becoming a millionaire by the year 2000 if he kept on, he sold $75,000 of his investments to buy a car, take the missus on a cruise, and pay the extra tax. Some will believe that he could have been more indulgent.

Market performance was not factored into the Life Line. Over time its trend has always been upward. The many safety factors were included to fill in the occasional drops and account for inflation. Our main point is that regardless of amount, one can save it all, spend it all, or go anywhere " in-between. With a "Howgozit you will have a very good idea of where you have been and where you are going, and can thus make intelligent decisions on how much can be spent without jeopardizing the future.

TABLE A AGE

60

65

70

75

80

85

90

YEARS*

19/25

15/20

2/16

9/12

6/9

4/6

3/5

* Life expectancy / plus a few more.

Re-calculate after passing the mid point.

For those starting a graph at an in-between age, interpolate.

PAGE 104 .....TARPA TOPICS.. JULY, 1996

April 19, 1996

Hi, Chuck: Regarding the attached*, do you remember the Glencannon stories? Along with the "Tug Boat Annie " skits they were among the most popular short stories serialized in the Saturday Evening Post during the '30s and '40s.

Guy Gilpatric, the author, really knew his Scotsmen and had a wonderful sense of humor. " I' m working on a new story, "the Cairo Connection with an Egyptian locale. When I was flying I spent quite a lot of time over there and always considered Cairo as being one of the most 'foreign' cities, outside of Manhattan, I have ever visited.

In it I have tried to include some of the sights, sounds and situations as I remember them, the intriguing and frustrating "puzzle ring " which originated over there, and some rather weird stuff as well.

For example, did you ever see a four legged, fuel efficient tow truck with a flashing amber light mounted on its hump?

Best regards,

R. W. Goldthorpe

*See Goldy's short story THE CAIRO CONNECTION located in another part of this issue.

PAGE 106 .....TARPA TOPICS....JULY, 1996

Charles E MacNab Editor, TARPA Topics 1865 Penny Royal Lane Wentzville MO 63385-4302 17 May 1996 Dear Chuck: Thanks for your letter. This is your permission to reprint the Jack Frye piece from Airways, May/June 1996 issue, with your usual credit. Please contact Bob Serling for his OK as well.

I certainly hope that Capt John Gratz and SAC will be able to make it to Europe this summer with the Connie, and look forward to covering the event in Airways. We now have a worldwide readership of some 40,000 and hope some of your members are included.

If not, most of the larger newsstand chains and book shops carry the magazine. In case of difficulty, our distributor (1 800 221 3148) will advise the nearest location.

The photography used in Airways has received a lot of attention and some of the best shots are selected for our annual Classic Airliners Calendar, produced in association with Air Transport World. The 1997 edition will be available by September this year.

We are also close to the publication of The Martinliners, the first major book about the Martin 202/404 series. There will be plenty of coverage of TWA (Ed Betts supplied some photos) and more than a passing mention of SAC's involvement with the 404(s), and around 500 photos, many in color.

Thanks again for sending along TARPA Topics--and congratulations on a job well done!

John Wegg Editor-in-Chief

P 0 Box 1109 • Sandpoint, ID 83864 • USA • Tel: +1-208-263-5166 • Fax: +1-208-263-3313 PAGE 107.....TARPA TOPICS....JULY, 1996

TOPICS MAILBOX, cont'd.

14 Saunders Hollow Road Old Lyme, Connecticut 06371 January 3, 1996

Captain Charles E. MacNab 1865 Penny Royal Lane Wentzville, MO 63385-4302

Dear Chuck: George Long had quite a sense of humor.

37 years ago today, we were returning to N.Y. Laguardia from Chicago Midway via Columbus. At CMH George upped the fuel on the 749A from 1400 gallons to 1800.

In N.Y. we were shuttled from holding over EWR to holding on the LGA localizer over Brooklyn. kicked out of us. I remarked As we let down in the holding pattern, we were getting the B-J to George that "I bet a lot of people back there would not fly again". He replied that "he was seriously considering it himself!"

We were suddenly shuttled back to the EWR pattern. I asked why. The controller said he would let us know in a minute. His reply was that two holding patterns were overlapping! We were cleared back to the LGA ILS and eventually cleared for approach. It was so turbulent that George needed two hands on the yoke and shouted power settings to the engineer as we made the ILS approach. We landed only to find 2-6" of standing water (unreported). George earned his stripes that night. Fine pilot. Waded into the ramp office only to find Floyd Evans about ready to depart. I couldn't believe it. Where were you when I needed you (dispatch)?

Years later I was in the ramp office at Kennedy and Russ Day had all his equipment out putting together a picture. George replied "what is your minimum equipment Russ?"

Adios Amigo,

Walter A. Stock

PAGE 108 .....TARPA TOPICS.... JULY, 1996

February 27,1996 Dear Chuck, I received your note the other day . Thanks for your comments regarding the Newsletter..

The computer equipment that I'm using is not the latest state of the art so I do not have"OnLine" capabilities. Guess I'll have to update soon. For me It's an altogether new world. From what I see in the work that you have done for TARPA you have had some past experience. You are turning out a super publication for them.

Taking on the job as Editor for the Seniors Newsletter ,for me, was like taking on a new airplane in those gone by days when we were young enough to fly. My exposure to the computer has replaced the ground school and simulator. Publishing that first Newsletter was like soloing allover again. Now that I survived the solo stage the road is getting to be a bit smoother.The thing that is unique about this work is the job "Job Security" . Life time tenure goes with it.

If you have an article that you think might be of general interest to the Seniors group pass it along and I'll see that it is published. John Gratz promised me a few words for my April letter.

I' m trying to devote more space to that kind of information.

One of the rewards of this job is that it puts you back in touch with so many people and friends from those good old TWA days.

In closing this computer is running pretty close to getting equal time with the golf clubs.

Matter of fact I just answered the phone and they need a fourth I'm on my way. Stay in touch.

Ed note:...This letter is from Dick Forristall

PAGE 109..... TARPA TOPICS....JULY, 1996

January 29, 1996

F/O Robert W. Routh 1212 Pine Ave. W. Apt. 1405 Montreal, PQ H3G 1A9 Canada Capt. Charles E. MacNab, Editor TARPA TOPICS 1865 Penny Royal Lane Wentzville, MO 63385 USA Dear Capt. MacNab: I was required by the FAA to retire from TWA in 1989, after three unsuccessful EKG's. Before I was forced to retire I was able to obtain a law degree and since that time have been teaching aviation law at Embry Riddle Aeronautical University in Daytona Beach, Florida.

Presently, I am on sabbatical from ERAU in order to obtain a masters degree in air and space law at McGill University in Montreal. The subject of my thesis is the age sixty rule as applied by the FAA since 1959. I feel this rule is quite unjust and hope to help our fellow pilots to overcome this travesty of justice.

I am enclosing a paper taken from the thesis for you to look at and see if you would like to publish part or all of it in TARPA TOPICS. Please feel free to edit the paper as you see fit or to contact me with any questions you might have.

I enjoy reading the TARPA TOPICS and keeping up with my pilot friends. Thanks for an informative magazine.

Sincerely yours, Robert W. Routh 514-842-3015

Ed. note: ... Bob, we didn't have the room to publish your thesis in this issue....Thank you for permission to publish all or part of it in a future issue. Thanks, also, for the kind comments.We're glad you like TOPICS.

PAGE 110 ..... TARPA TOPICS....JULY, 1996

May 16,1996 Hi, Chuck, I finally am settling down after a very quick move and a family funeral. My brother and I transferred the remains of our parents, long buried in Cincinnati, to the gravesite of the Beckner clan in West Virginia.

Now I can attend to such mundane things as changing my address and checking my mail for news of my TWA friends and the struggle of TWA to recapture the past. Which reminds me...

My address should display in the

'

96 TARPA directory as:

(Oct 15 - May 15) Beckner, Richard R. Capt. (Connie) 857 Oakwood Drive Melbourne, FL 32940 407-254-5508

(May 15 - Oct 15) 5620 Seven Lakes West West End, NC 27376 910-673-8008

As you know, I'm a dedicated "snowbird" but I won't be making that long trek to Cape Cod anymore. Somehow in the shuffle I missed out on the last TARPA TOPICS. Be so good as to mail me a copy when you can. Thanx.

Sorry to hear about Bob Kadoch and Mike Greco...they were both good friends of mine. Connie and I have remained in touch with Bettye and Gregory Wells, Ray's wife and son, and they are both doing fine. Our ranks are sure thinning out fast, aren't they?

Chuck, you've heard it before so believe it...we are all in debt to you and to all the guys who keep this thing together and work so hard on our behalf.

I'm hoping a way will be found to give you all pay raises. Keep up the good work!...for our sake.

j

I join with all those that hope TWA will turn things around what with the new airplanes and the recommitment to excellence. Maybe someone will begin to think about restoring our pass privileges by then. I'll wait...

My best to Georganne, Warm regards,

PAGE 111 ..... TARPA TOPICS....JULY, 1996

3405 W. 91st Street Leawood, Kansas 66206-1771 March 29, 1996 Charles E. MacNab 1865 Penny Royal Lane, Wentsville, MO 63385-4302 Dear Chuck, I am sorry I haven't written before but why is this called retired when I have never been busier in my life. "Youse guys " are really doing a fabulous job and I do want you to know that but then, I am sure you already know that. I promise I will attempt to relay. to you all of the funny stories that I experienced during that great time we were with TWA. My reason for writing now is that The Save A Connie Museum is wanting to add to it ' s collection of TWA material the Tarpa Topics from the beginning until 1994. We do have the Tarpa Topics from 1994 on and, in fact, some anonymous person has donated a yearly subscription of The Tarpa Topic to The Save a Connie. It is my hope that someone of the The Tarpa Topics subscribers will realize that The Save A Connie Museum would It preserve the effort that the Tarpa Topics personifies. also would truely publicize our great publication due to the large number of people and children that tour the Museum. I hope that you can get the word out. Save A Connie would love to have the entire collection.

Well, Chuck, will close for now but I promise to write again, soon. Keep up the good work for we all are very proud of what all of you are doing. It was a great period in our lives and you all are bringing back all of the great times. Thank you so much.

Bud Powell

PAGE 112.....TARPA TOPICS....JULY, 1996

122 D ST. SE, #5 WASHINGTON DC 20003

J.H.

BARTLING 36 RUE DES VIGNES PARIS 75016 FRANCE

TEL. 202-544-7857 FAX 202 544 6602

TEL & FAX 011 331 42 24 50 28 E-MAIL WHEREVER WE ARE 73734.2715@COMPUSERVE.COM January 15, 1996

Hello Richard, You should have received my dues check separately (I'm using Electronic banking now since its much faster, safer and easier than most of the world's mail services). However, I am writing you to offer a small suggestion, i.e., why not publish in the new membership directory the E-Mail address for those of us who are able to use the INTERNET. My guess is that you have one (and if you don't you should - then I could have sent this in the modern manner!). If we had each others E-Mail addresses we wouldn't need to know where our wandering friends might be at any given moment, just their INTERNET address. What a magic world we live in!

Of course I know that it's stupid to volunteer for anything but I'm so enthused about this idea that I would take on the job of adding those to the existing data base if I had a floppy copy of the membership mailing list . Anyway its a vagrant thought. I'd like to hear what you think of the idea.

Thanks for all of your effort on behalf of TARPA and my best wishes for a Happy, Healthy and Prosperous 1996.

Joe Bartling

PAGE 113.....TARPA TOPICS....JULY , 1996

APT. E 6840 COTTAGE GROVE LANE ST. Louis, Mo. 63129-3955 FEBRUARY 24, 1996

CHARLES E. MACNAB 1865 PENNY ROYAL LANE WENTZVILLE, Mo .

63385

DEAR CHUCK: I T WAS SO NICE TO HAVE YOU AND GEORGANNE WITH JOHN AND PAT GRATZ JOIN US FOR LUNCH AT THE SHERATON WEST PORT RECENTLY AND IN TURN TAKE PART IN OUR MEETING. ALL OF US IN THE ST. LOUIS CHAPTER OF THE TWA SENIORS ORGANIZATION ARE ABSOLUTELY DELIGHTED THAT YOU TWO CAPTAINS MAINTAIN MEMBERSHIP IN OUR ORGANIZATION. I

HAVE INDICATED TO JOHN ON NUMEROUS OCCASIONS THAT WE

STAND READY TO BE OF ASSISTANCE TO YOU WHERE EVER AND WHEN EVER WE CAN. I WANT YOU TO KNOW THIS AS WELL. ALL YOU HAVE TO DO IS ASK. TARPA TOPICS!

GEE. HOW I ENJOY READING THAT PUBLICATION!

I SO VERY MUCH ENJOYED THE ARTICLES ABOUT THE CONNIES IN THE JULY, 1995 EDITION.

I LOVED THAT AIRPLANE!

YOU KNOW OUR SCHEDULES FOR LUNCHEONS, MEETINGS, AND VARIOUS ACTIVITIES.

PLEASE FEEL FREE TO JOIN US ANYTIME.

'

WE LL BE MOST HAPPY TO SEE YOU.

MY BEST REGARDS,

COPY:

JOHN AND PAT GRATZ

PAGE 114 ..... TARPA TOPICS.... JULY, 1996

INTRODUCING MEDICARE

A

NEW

SUPPLEMENT

PROGRAM

Exclusively for TARPA Members and their Spouses

The cost of medical treatment can be very expensive. Medicare can help, but it doesn't pay for all costs—leaving deductibles, copayments and other expenses to come out of your own pocket.

That ' s why you need a Medicare Supplement plan—to help pay the expenses Medicare doesn't cover.

Endorsed by:

Another Valuable Benefit Of Your TARPA Membership • Available to TARPA members and their spouses age 65 and older and enrolled in Medicare Parts A and B. • Ten Plans Offered - each plan offers standard hospital and medical benefits. Some plans include benefits Medicare doesn't cover, like the Medicare Part A and B deductibles, outpatient prescription drugs and foreign travel.

• Guarantee Issue - there are no health questions to answer and you cannot be turned down because of your health.

Go With A Name You Can Trust TARPA Fill out the coupon below and send it in for a No Obligation Medicare Supplement Insurance Quote OR Call Berkely Association Services toll-free at: 1-800-331-2794 Monday - Friday 9:00 AM - 5:00 PM (EST)

Underwritten by Monumental Life Insurance Company Rated A+ by the A. M. Best Company for financial strength and operating performance

PAGE 115.....TARPA TOPICS....JULY, 1996

Retired Airline PRESIDENT Lamont Shadowens (FTL) 170 Hardwick Road Woodside. CA 94062 (415) 368-0200 SENIOR VICE PRESIDENT Harold Miller (TWA) (914) 271-4964 VICE PRESIDENT William D. Brewer (NWA) (813) 489-0889 VICE PRESIDENT (HAWAII/PAC Paul F. While (HAL) (808) 373-1116

)

SECRETARY Ted Maselko (USAIR) 877 Old Hickory Road Pittsburgh. PA 15243 (412) 531-9165 VICE PRESIDENT (LEGISLATIVE) John X Stefanki (UAL) (415) 941-1299 VICE PRESIDENT (INSURANCE) Witham Root (ENE) (214) 247-8004 VICE PRESIDENT (CALIFORNIA) Sylvanus Devine (UAL) (415) 9489255

Pilots

Association

TREASURER F Joe Buskirk (NWA) P O. Box 3961 Bellevue. WA 98009 1206) 5432631 VICE PRESIDENT (PAC N W ) David Dawes (TWA) (503) 4765378 VICE PRES. (ROCKY MT STATES) James Hanson (FAL) (303) 750-6478 VICE PRES. (COMMUNICATIONS) Brooks Johnson (NWA) (206) 454-5462

VICE PRESIDENT. MIDWEST Raymond Merritt (USAIR) 1317) 272-2562 (IN.) 1407) 286-3096 CANADIAN ) LIAISON (CALPA-R Glen Cawker (416) 336-5974 RAPA RAPPORT EDITOR R . Ace Avakian (FAL) 130316883852

Responding to requests from RAPA members, Alexander & Alexander has teamed up with Delta Dental Insurance Company to offer you this valuable dental coverage.

Under this plan, you have the freedom to choose any dentist Whether you use a Delta Dental participating dentist or a non-participating dentist, the benefits are exactly the same. There is a $50.00 calendar year deductible per person, no deductible for diagnostic and preventive services, and a $1,000.00 calendar year limit on the total benefits payable to each insured person for covered services.

Upon enrollment, you will receive an enrollment package containing your identification card, claim forms and a schedule explaining the maximum allowance for each dental procedure. Claim forms are to be submitted at the time of treatment. If you go to a Delta Dental participating dentist, they will complete and submit the claim form for you. You will be responsible for the difference of what the dentist charges to the allowance that you receive from Delta Dental.

The 6-month premium is: RAPA Member: $91.02 RAPA Member & Spouse: $163.44 RAPA Member, Spouse & Dependent*: $253.08 *Dependents include your spouse and unmarried dependent children from birth to the end of the calendar year in which they turn 25.

Take advantage of this valuable dental coverage now available to RAPA members and enroll today to avoid delays. Your next opportunity to enroll will be April 1997. Simply complete and sign the enclosed enrollment form. Make your check for your 6-month premium payable to Alexander & Alexander and mail it with your completed enrollment form in the enclosed envelope. For further information, please contact Howard Wincele at (305) 279-7870 or toll free in Florida only at (800) 762-2544.

PAGE 116.....TARPA TOPICS....JULY, 1996

BENEFIT

DESCRIPTION

PERCENT OF

DEDUCTIBLE

SCHEDULE

APPLIES

CLASS I

Diagnostic & Preventive

100 %

No

II

Basic Restorative, Endodontics Maintenance Dentistry & Oral Surgery

100 %

Yes

Periodontics, Major Restorative & Prosthodontics

100 %

Yes

III

Payment will not be made by Delta for the following: Treatment of injuries or illnesses covered by Worker's Compensation or Employers' Liability Laws; services received without cost from any federal, state or local agency, unless this exclusion is prohibited by law.

Cosmetic surgery or procedures for purely cosmetic reasons, or services for congenital (hereditary) or developmental malformations. Such malformations include, but are not limited to cleft palate, upper and lower jaw malformations, enamel hypoplasia (lack of development), fluorosis (a type of discoloration of the teeth) and andontia (congenitally missing teeth). This does not exclude services provided to newborn children for congenital defects or birth abnormalities or those services provided under Orthodontic Benefits if covered.

Treatment to restore tooth structure lost from wear; treatment to rebuild or maintain chewing services due to teeth out of alignment or occlusion; or treatment to stabilize the teeth. For example: equilibration, periodontal splinting.

Any single procedure started before the patient is covered under this program.

Prescribed drugs, medications or pain killers.

Experimental procedures.

Charges by any hospital or other surgical or treatment facility and any additional fees charged by the Dentist for treatment in any such facility.

Extra oral grafts (grafting of tissue from outside the mouth to oral cavities).

Orthodontic services (treatment or poor alignment of mouth and/or jaws) except as provided in the contract.

Services for any disturbance of the temporomandibular joint (jaw joints).

Treatment by someone other than a Dentist or person who by law may work under a Dentist's direct supervision.

Replacement of teeth missing prior to the effective date of the Delta program.

Insurance laws differ from state to state. Legislatively mandated provisions will be included in the group contract. Contact Delta Dental Marketing Office in your area with any questions regarding these provisions.

PAGE 117 .....TARPA TOPICS....JULY, 1996

Delta Dental Insurance Company An Indemnity Benefit Plan with: No deductible for diagnostic & preventative Claim forms completed when you go to a participating dentist Maximum benefit limitations Claims are payable at 100 % of the schedule allowance You choose any licensed dentist

Indemnity Dental Plan Benefits Summary Voluntary Table of Allowance Program D93 Maximum Benefit: $1,000.00 per person per calendar year Deductible: $50.00 per person, maximum $150.00 per family

This is a sampling of covered benefits. A complete table will be provided upon enrollment.

The above benefits will be paid In accordance with the plan's provisions, exclusions and limitations.

PAGE 118 .....TARPA TOPICS....JULY, 1996

RETIRED AIRLINE PILOTS ASSOCIATION Prescription Medications Pharmacy Benefit Card

Alexander & Alexander has made arrangements with the Pharmacy Services Group to provide the members and the associate members of RAPA with a Drug Benefit Card.

SAVINGS ... CONVENIENCE... QUALITY CONTROL You are assured that you will always pay a low price for name brand or generic medicine available in your community at your local participating pharmacy. Since pharmacies are rewarded for volume sales, this plan authorizes you to purchase at or below average wholesale price plus a dispensing fee. Their purchasing power benefits you.

Just present your card to a participating pharmacy. The pharmacist has computer access to this plan giving immediate information on the savings you are to receive.

The administration cost is $10.00 per person, per year. Just complete the enrollment application below and return it along with your check payable to Alexander & Alexander at: 7000 S.W. 97th Avenue, Suite 200, Miami, Florida 33173, (305) 279-7870. An identification card will be sent to you shortly.

PAGE 119 .....TARPA TOPICS....JULY, 1996

LENSCRAFTERS VISION COVERAGE An Added Value for RAPA Members Alexander & Alexander has made an arrangement with LENSCRAFTERS nationwide for discounted vision services.

This is a fantastic opportunity to save money for Eye Exam, Frames, Lenses, Contacts and Lens options.

The administration cost is $10.00 per year, per person for RAPA Members and Associate Members.

No Identification Card will be issued. Your name will be placed on LensCrafters "on line" computer network.

To obtain the benefits at LensCrafters, identify yourself as a RAPA Member and provide your name and social security number. LensCrafters will then verify your eligibility.

It is important to take advantage of the current open enrollment and send your payment to Alexander & Alexander as soon as possible. The next enrollment will be limited to one time a year.

Complete the enrollment application below and return it with your check payable to: 7000 S.W. 97th Avenue, Suite 200, Miami, Florida 33173, (305) 279-7870.

Please allow 30 days after sending your payment before using this benefit.

TARPOICS.JULY,196

120

NEW MEMBERS and SUBSCRIBERS ... WELCOME! (R) ADAM DEAN CAPT 314-532-3987 (A) ARIKIAN GREG CAPT 203-438-4900 (R) BARTHELEMY BART CAPT 707-966-2711 (R) BOULANGER C "CHUCK" HE 508-887-5965 (?) BURGESS DONALD R. CAPT 314-949-6797 (R) COLE, JR. RAY S. CAPT 860-354-1802 (A) COLLETTE WILLIAM R. CAPT 314-332-3651 (?) FREDERICK C. F/O 809-373-2495 (A) GROD RICHARD A. CAPT 714-582-2761 (H) HEYWOOD KAREN MRS. 520-721-1645 (A) HOLMES A. J. CAPT 203-434-8487 (R) JACKSON CHARLES CAPT 408-683-2539 (R) LANG IVAN C. CAPT 602-584-6564 (R) LANG IVAN C. CAPT 807-488-5479 (R) MOOTHAM BARRIE F. CAPT 916-797-1097 (R) MORRIS WILLIAM K. CAPT 573-348-0102 (A) MOURGINIS NICHOLAS CAPT 603-522-6186 (R) MYERS GORDON L. CAPT 619-728-1844 (A) NELSON JAMES A. CAPT. 816-532-0866 (A) PEURTA RICHARD CAPT 919-848-2121 (A) ROBISON CALVIN P. CAPT 415-948-2055 (R) SMITH, Jr. ROWLAND F. F/O 954-779-2475 (R) STOTT JIM F/O 818-707-9327 (S) VAN ETTEN ROBERT MR. (?) WALGREN PAUL CAPT 941-923-2267 WHITEHURST NEIL CAPT (R) 602-952-0101 (A) ZIERDEN ROBERT CAPT 602-991-0727

(ELIZABETH)

,,,,,,,,,,, 1506 TIMBER POINT CT MO 63017 CHESTERFIELD (KATHLEEN) , , , , , , , , , , - 151 PEACEABLE HILL RD CT 06877 RIDGEFIELD 1001 STEELE CANYON RD (CYNTHIA) CA 94558 NAPA (PATRICIA) , , , , , GEORGETOWN RD. PO BOX BOXFORD MA 01921 (DEBORAH) ,,,,,,,,,,, 8 NEWCASTLE CT ST. CHARLES MO 63301 18 CHIMNEY PT. RD. CT 06776 NEW MILFORD (JANIS) 409 N. NORTH VIEW ST. MO 63385 WENTZVILLE PO BOX F40707 BAHAMAS FREEPORT 27031 MORO AZUL (CAROLE) MISSION VIEJO CA 92691-6038 7206 E. ONDA CIR. TUCSON AZ 85715-3426 ,,,,,,,,,,, PO BOX 423 (ANNE) OLD LYME CT 06371 ,,,,,,,,,,, 12215 NEW AVE (DONNA) SAN MARTIN CA 65046 , , , , , , 20427 TANGLEWOOD DR. (JOAN) SUN CITY WEST AZ 85375 ,,,,,,,,,,, POM BOX 908 (JOAN) BAUDETTE MN 56623 ,,-„-, 8580 PARK VISTA DR (LUCILLE) GRANITE BAY CA 95746 ,,,,,,,,,,, RR3, BOX 7195 (ZONE) OSAGE BEACH MO 65065 ,,,,,,,,,,, 356RTE 109, BOX669 (YOLA) SANBORNVILLE NH 03872 , , , ,.....1660 CAMINO DE NOG (PHYLLIS) CA 92028 FALLBROOK 5800 N.E. 142ND ST. (RUTH) SMITHVILLE MO 64089 ,,,-,,,,,,, 12305 GLENLIVET WAY (SUE) RALEIGH NC 27613-6853 , , , , , , ..

245 COVINGTON RD. EAST (PATRICIA) LOS ALTOS CA 94024 ,,,,,,,,,,, 1323 I7TH SE (KRISTAL) ST.,#442 FT. LAUDERDALE FL 33316 3326 N. YAGER WAY (BONNIE) WESTLAKE VILLAGE CA 91361-3911 , ,...55 APPELTON AVE SOUTH HAMILTON MA 01982 3654 COUNTRY PLACE BLVD (JANET) FL 34233 SARASOTA 4724 ARROYO VERDE DR. (MARGARET) PARADISE VALLEY AZ 85253 5001 E. BERNEIL DR. (ANN) PARADISE VALLEY AZ 85253 TARPA TOPICS.... JULY, 1996 PAGE 121

----------------------------------------------------------

CHANGE OF ADDRESS --------------------------------------------------------------------------

(R) BECKNER RICHARD R. CAPT. 407-254-5508

(CONNIE)

857 OAKWOOD DR. MELBOURNE

(R) BRAFFORD WALTER G. CAPT. 417-862-2906

(EVELYN) - - - - - - 3629 E SHEFFIELD WAY SPRINGFIELD MO 65802-2467

(R) BURGNER WILLIAM CAPT. 809-365-6288

(HUGUETTE)

(R) CLARK JACK E. CAPT.

(JANE)

FL

32940-1785

WAR CAY MAN OF .......

ABACO

BAHAMAS

.......2451 E. SUNSET ST. SPRINGFIELD

MO 65804-3360

(R) DUNCAN ROBERT W. CAPT. 805-497-2002

(SANDY).............. 2491 VISTA WOOD CIR #14 THOUSAND OAKS, CA 91362-5724

(R) FOWLER JAMES I. F/O 505-821-5665

(NATTIE) ..............12713 CARMEL CT. N. E. ALBUQUERQUE, NM 87122

(R) GARRIOTT LLOYD B. F/E 812-752-7720

(BETTY JEAN) ........... 446 N. ELKCREEK RD. SCOTTSBURG IN

(A) GUTHRIE MARK H. CAPT. 408-373-8389

(JAYNE).............. 26229 PASEO DEL SUR MONTEREY CA 93940

(R) INGENHUETT MORRIS E. CAPT.

(MADELINE)........... 302 BROWN DR. BURNS

47170

TN 37029

(A) JACOBSON DONALD T. F/O 414-742-2241

(DOROTHY)............ W5550 COOL HILL DR. ELKHORN, WI 53121

(R) KIMRAY HARVEY G. CAPT. 505-281-7081

(GRETA).............. PO BOX 1564 EDGEWOOD

(R) MCCORMACK ROBERT M. CAPT 970-247-2307

(CHRYSTAL)............ SILVERTON STAR RT. BOX 280 DURANGO CO 81301 ........... PO BOX 90 (NAOMI) BONSALL CA 92003

(R) MORGAN PHILIP J. CAPT. (E) MORRIS CECIL T. CAPT.

(MARY ROSE)

. . . . . . 930 WENONGA LN LEAWOOD

(R) NICHOLSON MURRAY M. CAPT. (DOROTHY)

(R) POLLARD W.W. CAPT. 503-783-2661

(BETTYE JO)

(MARY JANE)

(R) ROZE WALLY CAPT. 407-488-0286

16509

,,,,,,,,,,. BOX 3154 HARBOR

OR 97415

....... 145 ARABIAN DR. SEDONA,

AZ 86351

,,,,,,,,.. 2811 LIHOLANI ST., #15 PUKALANI HI

96768

. .POBX249 FELLSMERE (THERESA)

(A) SMITH ROGER T. F/O 310-578-9099 (R) TONER, Jr. EDWARD CAPT.

.2323 EDINBORO RD. #276 PA

ERIE

(E) REITHNER ROBERT M. F/E 520-284-9207

(R) RUMPH WALTER W. F/E

KS 66206-2027

, , , , , , , . , , , 6666 BROOKMONT TER. APT NASHVILLE. TN 37205

(E) PEASLEY M. GRANT F/E 814-864-0494

(R) ROACH PAUL E. CAPT. 808-572-7432

NM 87015-1564

FL

32948

,,,,,,,,,,, 3604 71st TERRACE EAST SARASOTA FL

34243

,,,,,,,,,,, 4170 ADMIRALTY WY APT 3H MARINA DEL REY CA 90292 (MARLENE)

,,,,.... 481 JASON PL, #B BRICK

PAGE 122.....TARPA TOPICS....JULY , 1996

NJ

08724-2807