Jack
Frye...continued
Walt Gunn etc. CONVENTION '96 Photos, etc.
SITE NEWS FROM RETIRING CHAIRMAN EV GREEN Convention ABQ '97 at the Marriott is being prepared by co—chairmen Klete and Lois Rood and Ken and Rosemary Slaten. September 2, 3, 4 are the dates and $76 the room rate. Next week we will be signing the Cavalier Virginia Beach contract for TARPA Convention '98. Many thanks to Bob and use Dedman who did the site survey and have agreed to chair the convention. That will complete 7 convention hotel surveys and contracts since Joe Brown and Russ Derickson gave me this job way back when, so it's time for Dave Saaks to take this chair and do 1999 and beyond. Welcome aboard, Dave. Jessica and I thank you for all your help and site suggestions. Please keep them coming to Dave.
CONTENTS
TARPA TOPICS THE MAGAZINE OF THE TWA ACTIVE RETIRED PILOTS ASSOCIATION* FEATURE ARTICLES:
DEPARTMENTS:
TARPA BUSINESS
PRESIDENT'S MESSAGE John Gratz, Pres.
3
SECRETARY-TREAS. REPORT Dick Davis, &c-Treas.
4
39
EDITOR'S DESK Chuck MacNab
5
53
FLOWN WEST coord by bob Widholm
61
AGE 60 RULE by Russ Hazelton
73
TARPA TOURS by Chuck Hasler
83
VISITING RUSSIA by bill Dixon
77
HEALTH NOTAMS by bob Garrett
89
GRAPEVINE by Hank Gastrich
95
TARPA CONVENTION '96
Special Section: JACK FRYE FORTUNE 1945 Co' Walt Gunn TRIO of "RIGHT STUFF" by Walt Gunn
6
17
TOPICS MAILBOX
110
NEW MEMBERS
119
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.: A collection of TWA Logos over black. (see Ed. column)
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....NOVEMBER, 1996
Published 3 times a year by the TWA ACTIVE RETIRED PILOTS ASSOCIATION
EDITOR: GRAPEVINE EDITOR: HISTORIAN & CONTRIBUTING EDITOR: FLOWN WEST COORDINATOR: HEALTH & MEDICAL COORDINATOR: TARPA TOURS COORDINATOR:
Charles E. MacNab, 1865 Penny Royal Lane, Wentzville, MO 63385-4302 (314) 327-1999 Henry E. Gastrich, 291 Jamacha Road., Apt 52, El Cajon, CA 92019-2381 (619) 401-9969 Edward G. Betts, 960 Las Lomas, Pacific Palisades, CA 90272 (310) 454-1068 Robert W. Widhohn, 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, 1996/97 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 96 Indio Drive, Pismo Beach, CA 93449 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 PAUL B. CARR (805)773-9677 DAVID M. DAVIES (503) 476-5378
NOTHING REPLACES GOOD JUDGEMENT ON THE FIRING LINE!
PAGE 2
TARPA TOPICS....NOVEMBER, 1996
John P. Gratz, President 1646 Timberlake Manor Parkway Chesterfield, MO 63017-5500
PRESIDENT'S MESSAGE The eighteenth annual convention of TARPA, TWA Active Retired Pilots Association, brought more than three hundred members and guests to the historic City of Boston where our tours offered us the opportunity to visit historic sites, picturesque sights, and paragons of academe. The business meeting was held Friday morning and it was relatively short and noncontroversial. It included Officer reports, guest speakers, and elections. I reported on the background and implementation of 7R Pass improvements which went into effect September 1, and my ill-fated attempts to gather enough support for the 50th anniversary Connie Flight to Europe. But, it was a special pleasure to announce, in Boston, the names of the two recipients of the TARPA Roy Van Etten Memorial Scholarships, Anthony Arenas and Katherine MacDonald! TWA Senior's Club President, Herb Griggs said a few words, Ev Feltham, of the TWA Trauma Team and TARPA member, described the work of that dedicated group and their need for more volunteers. Dave LaRocque, Chairman of the TWA MEC Investment Committee and TARPA member, reported on DAP issues. The business meeting ended the election of officers. The only change was the addition of Paul Can as director replacing Fred Arenas. Friday afternoon, we heard from a group of distinguished speakers from several financial institutions on the subject of capital preservation. It was well attended, well represented and well received. In the early evening, the Board of Directors hosted a special reception for the pioneers of TWA who flew International in early 1946. It was great to see so many of these men and, in some cases, meet wives who were hostesses on those early flights. Our final event, the Dinner Dance was held in the most beautiful ballroom TARPA has ever seen. Our speaker, Bill Compton gave us a frank and earnest appraisal of the outlook for TWA this year and next. And so, after a fine dinner, a few drinks, a few jokes, a little dancing and a lot of remembering, we ended TARPA Convention 1996. Many thanks to Al Mundo and his many helpers. It was great. Sincerely,
John P. Gratz
PAGE 3 ...... TARPA TOPICS.... NOVEMBER, 1996
Richard A. Davis 449 Santa Fe Dr., #200 Encinitas, CA, 92024 November 1996 Secretary/Treasurers Report The treasury remains in pretty good shape, thanks to the steps taken at the 1995 convention. Most of our funds are kept in the Members America Credit Union, and the rest in a local checking account nearby. As of Convention time you have $43,909.65. This compares with $56,136.89 at this time last year. Some of the difference is because of publishing the Directory, and will not occur next year. The Board of Directors sees no need for a dues increase at this time. The Internal Revenue Service audited our last three years activities earlier this year. They must be spot checking as I have not heard from them before. No fault with our returns, and they have continued our 501(C)(7) tax exempt status. There is a dues envelope packaged with this issue. Make my life a little easier, and mail the pesky thing in while you are thinking of it. I also get a chance to update your addresses and telephone numbers at the same time. This saves you a surprising amount of dollars in postal fees. Nice seeing old friends in Boston. As a displaced New Englander I also enjoyed more than my share of good sea food. Next year it may be Tacos on the banks of the Rio Grand ! Have a good one !
R. A. Davis Secretary/Treasurer
Pursuant to a resolution of the TARPA Board and, as directed by communications from the President of TARPA, Checks for $1000 have been mailed to the school accounts of this year's Roy Van Etten Memorial Scholarship Grant. An award of $1000 each were mailed to the accounts of Anthony Arenas and Katherine MacDonald.
PAGE 4 ...... TARPA TOPICS.... NOVEMBER, 1996
• EDITOR'S
DESK
•
With this issue, we conclude our series of articles about Jack Frye. Hopefully, the small effort we have put forth in TARPA TOPICS, in memory of Jack Frye, will spark an effort to give him at least some official recognition as the primary founder of TWA. As in everything, opinions differ among the experts, but, after studying the written history of Frye's decisions, it seems clear that he was the one person who set the stage for TWA's accomplishments during the airline's brightest days. Those of us who enjoyed, and those who are still enjoying, great careers in the airline industry, owe more than we realize to Jack Frye. Well, Convention '96 is history. A great "thanks" and "well done" to convention Chairman Al Mundo. Of course, you all know that Al takes this kind of compliment in stride as he has been at the heart of organizing, negotiating and creating good things for TWA pilots for many years. Also, our personal thanks to all who sent the many photographs and descriptions we received for publication in this issue. You have truly helped the Editor more than you know. Through your images and descriptions, those who couldn't attend can now see many smiling, sipping and giggling faces. Maybe they will be envious enough to be sure to come to Albuquerque. We go from great seafood to wonderful enchiladas .. what variety. Stick with TARPA....that's where the fun is! Just a brief comment about the cover of this issue. The black background is both intentional and symbolic... and is designed for this issue only. The coasters and baggage stickers appearing in the foreground are from the early days of TWA and are courtesy of Dan McIntyre's collection. ( See the August 1993 edition of TARPA TOPICS for an article about Dan and his TWA collection.) You might make a note that Grapevine Editor, Hank Gastrich, has a new address. He would very much appreciate receiving your Grapevine stuff, pronto and forthwith. (I like the "forthwith"...sounds like a court order.) Hank's new address is published in the Grapevine section and also on the Information For Grapevine Editor form in the back of this issue. Once again, I want to thank all those who forwarded pictures from the convention and the cruise...and, of course, we thank all of our writers and contributors. Please keep sending us your "stuff"...as usual. I just know there are some untold tales of wondrous adventure to equal or top those we have already published.. out there somewhere...just waiting to make a thunderous appearance in....you guessed it .. TARPA TOPICS! And... be sure to send graphic illustrations and photographs along with your text. See you next issue.
Chuck
PAGE 5...... TARPA TOPICS....NOVEMBER, 1996
IS YOUR PAYROLL NUMBER LISTED HERE? If it is, the Post Office has destroyed your copy of the TARPA TOPICS. Second class mail is not forwarded unless you are willing to pay first class rates, therefore the mail is trashed, and the PO advises me the item was undeliverable. Printing, mailing, and the cost of this notification runs just about $5.00 for each of the seventy-five numbers here, typical of each issue. There are several possible solutions to this problem, the easiest of w hich is for you to let me know where to send the book. Your fellow TARPA members will appreciate eliminating this needless expense!
Dick, Secretary/Treasurer 00395
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we don't have anything else to do...right?) Anyway, here it is for your interest. It looks better in color ... sorry about that.
Dick Davis compiled a map of where everyone resides (in the U.S.)... and your editor added a few refinements. (It's like
TWA Active Retired Pilots Association Boston, Massachusetts September 10, 1996 Board Meeting Minutes Meeting called to order at 1900 EDT, 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. Jacobson Senior Director Lou Burns Director Also present was : Kenneth R. Slaten 1997 Convention Co-Chairman. Ken Slaten gave a report on the location, (Marriott Hotel) and the status of the 1997 Albuquerque convention. President Gratz reported on the status of the 7R pass situation, the Save-a-Connie plans for Europe, and the possibility of aiding a TWA museum. Capt. Dedman reported his studies on Supplemental Health Insurance. Found Hal Miller's work accurate and far reaching. Abandoned further efforts. Capt. Dedman reported on the plans for the 1998 Convention at the Cavalier Hotel, Virginia Beach, VA. Capt. Sherman reported on the status of the DAP plan. A request by Mr. Dave Turner to publish a book about TWA was turned down by the board. Treasurers report read and approved. Motion by Davis/2nd by Sherman to add the Editor to Section 3 of the Fiscal policy. PASSED Motion by Sherman/2nd by Dedman to appoint a three man committee to draft revisions to the Roy Van Etten Scholarship Fund and report at the March meeting. PASSED Motion by Sherman/2nd by Dedman to award two Roy Van Etton grants this year. PASSED (unanimous) Motion by Dedman/2nd by Jacobson to make minor changes in the wording of some sections of the By-Laws. PASSED Meeting adjourned at 2040 EDT
Respectfully submitted, R. A. Davis Secretary/Treasurer PAGE 8
... TARPA TOPICS.... NOVEMBER, 1996
TWA ACTIVE RETIRED PILOTS ASSOCIATION TARPA TWA Active Retired Pilots Association Boston, Massachusetts September 13, 1996 Convention Minutes Convention called to order at 0735 EDT at Park Plaza Hotel, President John Gratz presiding. The President introduced the members of the Board present. Pledge of Allegiance, led by Bob Dedman. Flown West report by Bob Widholm. The names of those members deceased since the 1995 convention were read, and a minute of silent respect observed. John Gratz gave his report on the activities of the Presidency. Bob Dedman reported on the status of the 1998 convention at Virginia Beach, VA. Bob Dedman led a discussion on the possibility of a Memorial Fund for the members of flight 800. Several funds already started, we could participate in those if desired. Bob Sherman reported on the status of the DAP. Secretary/Treasurers Davis gave financial report. Past Presidents John Fergerson, Russ Derickson and Jack Donlan introduced. TWA Seniors President Herb Griggs discussed the activities of the group. There now are 16,000 retirees. Bob Thompson gave the financial report for the TWA Pilots Retirement Foundation. Ev Green reported on the 1997 Convention to be held Sept. 2 to Sept. 4 at ABQ. CoChairmen to be Ken Slaten and Klete Rood. Ev Feltham described the activities of the TWA Trauma Team after the flight 800 incident. Meeting recessed at 0911 EDT and resumed at 0925 EDT. Dave LaRoque reported for the TWA DAP Investment Committee. Russ Hazelton reported the status of the age 60 rule. Still active and going to court. TWA expects the loss of 60 % of their crews by the year 2003.
PAGE 9...... TARPA TOPICS....NOVEMBER, 1996
Convention minutes..cont'd.
The Roy Van Etten Scholarship Fund granted awards to: • Anthony Arenas at the University of Illinois Katherine MacDonald at Flight Safety International Motion to change Art. 1 to read The name of the Association shall be TARPA, which stands for TWA Active Retired Pilots Association". Passed Motion to change Art II, Sect 2 to read The Association shall operate under Roberts Rules of Order, revised. DELETE "unless otherwise specified". Passed Motion to change Art III, Sec 1 DELETE last words: This includes the predecessor companies of TWA". Passed Motion to change Art III, Sec 2 DELETE last words: "for any reason". Passed Motion to change Art III, Sec 3 Last sentence changed to read: "Widows of members will also be offered HONORARY membership. Passed Motion to change Art III, Sec 4 Change five seventh to five eighths. Passed Ev Green presented slate for officers. Paul Carr to replace Fred Arenas. The following were elected. President John P. Gratz 1st Vice President Robert W. Dedman 2nd Vice President Robert C. Sherman Secretary/Treasurer Richard A. Davis Senior Director Harry a. Jacobsen Director / Editor Charles E. MacNab Director Lou Burns Director Paul Carr Dick Guillan reported the results of obtaining new members. Herb Griggs (TWA Seniors) suggested a notice in their (Seniors) publication. Sam Luckey suggested a tear-off sheet to obtain TWA business cards. Meeting adjourned at 1044 EDT. Respectfully submitted,
R. A. Davis Secretary/Treasurer
PAGE 10..... TARPA TOPICS....NOVEMBER, 1996
The TWA Pilots Retirement Foundation, Inc. PRESIDENT Capt. Fred G. Arenas 1622 Cantebury Court Arlington Hts, IL 60004 847-398-1331
VICE-PRESIDENT Capt. Harry Jacobsen 848 Coventry Street Boca Raton, FL 33487 407-997-0468
SECRETARY/TREAS. Capt. Robert R. Thompson 807 West Hintz Road Arlington Hts, IL 60004 847-259-9718
TRUSTEE Capt. Robert D. Essaf 3917 Wellington Circle Palm Harbor, FL 24685-1178
TRUSTEE Donald C. Ulrich 15 Circle Drive Algonquin, IL 60102 847-658-7581
THE TWA PILOTS RETIREMENT FOUNDATION, INC. REPORT TO 1996 TARPA CONVENTION SEPTEMBER 1996 - BOSTON, MASSACHUSETTS
Ladies and Gentlemen: The TWA Pilots Retirement Foundation was incorporated as a nonprofit organization in the State of Florida, in 1982 (Charter 762206). The objective of the Foundation shall be to provide certain Trans World Airlines cockpit crew members, who retired under any provisions of the TWA Pilot or Flight Engineer Retirement Plans, monetary assistance on a charitable basis as may be deemed necessary to enable them to meet and offset, to some degree, the effects of inflation and to maintain a reasonable minimum individual with their living consistent standard of circumstances. Additionally, the Foundation may provide assistance to certain widows and surviving children of deceased TWA pilots. The Foundation derives its monies for operation from, basically, four sources:
1.
PAYROLL DEDUCTIONS 47 contributors beginning 1995 40 contributors end of 1995 TOTAL CONTRIBUTIONS $6,494.20
2.
DIRECT CONTRIBUTIONS 27 contributors in 1995 TOTAL CONTRIBUTIONS $6,170.00
3.
TARPA Memorials $475.00
PAGE 11..... TARPA TOPICS....NOVEMBER , 1 996
-2-
4.
ALPA CREDIT UNION ACCOUNT DIVIDENDS Total dividends 1995 $7,541.64 Presently paying 5.50%
Total revenues for 1995 were $ 20,680.84 Total grant expenditures for 1995 were $ 16,820.00 Total administrative expenditures for 1995 were $ 209.25 Increase To Account Balance
$
3,561.59
ACCOUNT BALANCE END OF 1995
$146,215.52
Since incorporation in 1982, the Foundation has aided 7 pilots and 4 widows. The total benefits paid through 1995 have been $291,560.00. The total projected benefits to be paid through At the end of July 1996, the ALPA 1996 will be over $304,000.00. Credit Union Account remained at $153,566.50. The average monthly benefit to the recipients is $440.00. we are presently assisting 2 widows and 1 pilot.
Robert R. Thompson Secretary/Treasurer
PAGE 12..... TARPA TOPICS....NOVEMBER, 1996
TOTAL DAP PLAN ASSETS
Approx. Participants:
2600+ Actives / 1200 Retirees
1995 Total Net Operating Expenses : $ 2,125,960 Expense Ratio :
22 Basis Points
1996 TARPA DAP REVIEW Dear TARPA Readers: Captain Dave LaRocque, Chairman of the TWA Pilots Directed Account Plan, presented a short overview of the DAP at the 1996 TARPA convention in Boston on September 13. A number of topics were reviewed in addition to Plan performance. Captain LaRocque announced that monthly distribution checks from the DAP would now arrive the first of the month starting in 1997. Those participants who are affected by the age 70 1/2 IRS Minimum Distribution Rules were reminded to keep their DAP beneficiary information current. DAP participants who have not taken their minimum distribution in 1996 will receive an extra check in December. Last year 126 participants received a minimum distribution check avoiding a 50% IRS penalty. All DAP participants who receive a monthly distribution (approximately 800) from the Plan will receive their 12th check for 1996 around the first of January, 1997. The topic most discussed and misunderstood concerned how the beneficiary was treated in the Directed Account Plan. Spousal beneficiaries of DAP participants may remain in the Plan for the remainder of their lives. Non-spousal beneficiaries ( including revocable trusts) are required to exit the Plan within five years of the primary participants death. Spousal beneficiaries have all the distribution options that participants have for their lifetime. Please refer to the accompanying charts for DAP assets and Plan performance. I look forward to our presentation at the 1997 convention in N. Mex. See you there.
Joseph A. Montanaro Executive Director TWA Pilots Directed Account Plan/401(k) PAGE 13 ..... TARPA TOPICS ...NOVEMBER, 1996
DAP
MODERATE ASSET
PORTFOLIO
ALLOCATION
MODERATE MODEL VS. COMPOSITE INDEX AS OF AUGUST 31, 1996
***
Plan performance is reported net of all plan expenses
***
** The index has no management or administrative expense ** TWA PILOTS DIRECTED ACCOUNT PLAN Option and Model Asset Allocation
PAGE 14 ..... TARPA TOPICS.... NOVEMBER, 1996
PERFORMANCE HISTORY
It's time for some.... HUMOR?*
Late one night a burglar broke into a house that he thought was empty. He tiptoed through the living room but suddenly he froze in his tracks when he heard a loud voice say, "Jesus is watching you." Silence returned to the house, so the burglar crept forward again. "Jesus is watching you" the voice boomed again. The burglar stopped dead again. He was frightened. Frantically, he looked all around. In a dark corner he spotted a bird cage and in the cage was a parrot. He asked the parrot," Was that you who said Jesus is watching me?" "Yes," said the bird. The burglar breathed a sigh of relief, then he asked the parrot," What's your name?" "Clarence," said the bird. "That's a dumb name for a parrot," sneered the burglar. "What idiot named you Clarence?" The parrot said," The same idiot who named the Rottweiler Jesus!" --submitted by Jim Jeskey Nine out of ten doctors want you to get well immediately! ... The tenth one thinks you might still have a couple of bucks somewhere.
ELBONICS (el bon' iks) n. The actions of two people maneuvering for one armrest in the coach section.
The Devil promised the lawyer unbounded success in business and in love, to be paid for in the end by the delivery of his soul. And he (the lawyer) asked, guardedly, "What's the catch?"
* Humor on this page is courtesy of S.J. "Scotty" Devine, Editor, RUPA (Ret. UAL Pilots) Newsletter...Thanks Scotty. PAGE 16..... TARPA TOPICS.... NOVEMBER, 1996
TO ALL "B–TOWN" CONVENTIONEERS
A most sincere thank you to all who participated in the 1996 Boston TARPA Convention and helped to make it a resounding success. Well over two thirds of the attendees took part in the organized tours which by all reports were immensely enjoyable. Most, if not all, of the remaining attendees availed themselves of the tours, events, and the myriad of sights and things to do in the city proper. And from all of this, we lost not a single person to "Charlie on the MTA!" While the sunset over Boston failed to cooperate, the dinner cruise was a truly pleasant experience with excellent cuisine and a view of the Boston skyline at night that was unforgettable. The week's activities culminated in the gala dinner dance in the most impressive Imperial Ballroom, where upon entrance, each lady was presented with a long stemmed rose. Reading between the lines of this brief summary, one realizes that these events simply did not fall into place and I would therefore like to give due recognition to: Barb and Chuck Drake for developing and maintaining the "spreadsheet" that was the detail blue print for the whole operation; Pauline & Bob Hamilton, our longtime Council 41 keepers of the coin, who handled finances as only a real Scotsman can; Patti and Jim Rude who did a super job in the mind-boggling task of registrations, assignments and cancellations. Kudos to Pat & Chuck Boulanger for ALL the banquet and reception functions as well as floral arrangements; to Cynthia and Dick Vaux not only for registration duty, but for overall responsibility for picking up the pieces and plugging the leaks to make sure we stayed afloat. Thanks to: Yola and Nick Mourginis for activities planning; Dick Fortin, golf chairman; John Callamaro, trap and skeet; Jim Aylward, car rentals and parking; Jerry and Abby Burns for his tennis chairmanship and her tour through their lovely 18th century home in Salem, Mass. Lastly, our everlasting thanks to Katie Buchanan for overseeing "her" hospitality suite, the display of the "Connie," and her success as fund raiser extraordinaire. And to the many others who filled in at the registration desk, raffle table, and assisted where and when they could, when a need was evident, you have my sincere appreciation. To all, a hearty well done.
PAGE 17..... TARPA TOPICS.... NOVEMBER, 1996
As is apparent, the success of a convention results in part from the input of a relative few and the participation of many. Each new convention builds upon the success of the previous ones, so as we move from historic Boston of the East to historic Albuquerque of the West, let's all contribute to a terrific TARPA '97, whether by helping in committee work or simply showing up and participating. Make your reservations early! See you at TARPA '97. Warmest regards,
Al Mundo Convention Chairman TARPA '96
PAGE 18 ..... TARPA TOPICS....NOVEMBER, 1996
CONVENTION PIC'S
Chris Clark Don Peters Arlie Nixon Red Miller
Fred and Ginger?? Oh no....it's "twinkle toes Alias.. Jake & Jean
"
Jacobsen
Jim and Patti Rude Klete and Lois Rood
PAGE 19 ..... TARPA TOPICS.... NOVEMBER, 1996
CONVENTION PIC'S
Bob and Fay Widholm Jack and Barbara Donlan
Rich and Shirley Beighlie
The 1997 Convention Team Ken & Rosemary Slaten Klete & Lois Rood
PAGE 20 ..... TARPA TOPICS.... NOVEMBER, 1996
CONVENTION PIC'S
Jane and Ford Blaney (top) Anita Walker and "G.P. " Underwood (bottom)
Ev and Jessica Green (top) Pat and Chuck Hasler (bottom)
PAGE 21 ..... TARPA TOPICS....NOVEMBER, 1996
CONVENTION PIC'S
PAGE 22..... TARPA TOPICS.... NOVEMBER, 1996
HIGHLIGHTS OF TARPA '96 by Al Mundo
Approximately 300 conventioneers came to Boston for the 17th Annual TARPA Convention, plus a number of "locals" who having "been there, done that," came for the banquet and dance, an event which did not disappoint them. Music for a lively evening was provided by the Dixie Jazz Kings and their vocalist with a repertoire that ranged from WWII "oldies" to modern light rock fare. Tours ranged from a visit to the Plymouth Plantation where the villagers still speak in "olde " English, to Lexington and Concord where the "old" English were first invited "to leave!" Another popular outing was the scenic cruise on the Charles River with visits to Harvard and MIT where a visit was made to the original wind tunnel which was dedicated by Orville Wright. Another feature of the MIT visit was the display of the their new miniature turbojet engine which is the size of a silicone microchip and operates in excess of one million RPM. For a combination of the historical and nautical, two buses full of attendees headed for Salem and Marblehead where they were able to take in the sights of that historic town as well as see the original painting of the "Spirit of 76." Venturing on to Salem and its vivid past, a special treat was afforded with a tour through the lovely 18th century home of former M.E.C. Chairman, Jerry Burns. Meanwhile, back in the city, others were exploring Boston either on foot or by other means such as the "Duck Tours" (WWII amphibious trucks) that take you not only through the city, but into the river to view it from a different perspective. Popular spots were the Quincy Market, Filene's Basement, Durgin Park Restaurant, and the Public Gardens with its Swan Boats. The dinner cruise on Boston Harbor proved to be a high point of the convention with its excellent cuisine, entertainment, and views of the harbor and environs. Unknown to most, the Captain of the vessel allowed two of our retired Captains to assist in the "landing" when the ship returned to port. In the interest of protecting their lives and licenses, no names are being given! The annual business meeting got off at o'dark thirty on the last day of the convention and encompassed all the regular committee reports plus the annual report on the D.A.P. by Investment Committee "Chairman Captain Dave La Rocque. The roll call of those "Flown West' since the last meeting was read, and finally the election of officers for the coming year was held.
PAGE 23 ..... TARPA TOPICS.... NOVEMBER, 1996
The afternoon seminar featured presentations by the Boston Safe Deposit and Trust Co./Mellon (which is the master trustee for all TWA retirement plans), Bank of Boston, and Fidelity Investments. The subject of wills, trusts, and pitfalls in estate planning as well as the economic outlook for investments proved to be of extreme interest to all. The final evening's events began with a special reception hosted by President John Gratz to commemorate TWA's 50 years of Trans Atlantic service and honor some of our pioneer aviators present at the convention. A short time later, the general reception commenced followed by dinner and dancing. The guest speaker was Captain Bill Compton, the pilot member of the TWA Board of Directors, who spoke about the condition of TWA and its near term future prospects. A Commemorative Paul Revere Bowl was presented to Bill in appreciation of his significant leadership role in helping to save TWA during the tumult of the past few years. So much for a great time had by all in Boston. Next year maybe their column will be titled This Was Albuquerque! See you there.
PAGE 24..... TARPA TOPICS....NOVEMBER, 1996
CANDID
CAMERA
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CANDID
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TARPA CONVENTION 1996 BOSTON ATTENDANCE ALLARDYCE, ROBERT & BARBARA AYLWARD, JIM BAAR, RUTLAND & LUCIENNE BAINBRIDGE, BILL & EVELYN BAKER, JACK & DONNA BECK, TOM & DIANE BEIGHLIE, RICHIE & SHIRLEY BERGER, JIM BLANEY, FORD & JANE BOULANGER, CHUCK & PAT BRESLIN, JIM & ERIKA BRISTER, ROY & ESTHER BROWN, DAVID & JACKIE BUCHANAN, KATIE BUCKLEY, ROBERT BURNS, JERRY & ABBY BURNS, LOU & SHEILA BUSHY, S. C. BUTLER, LEE & JEANNE CALLAMARO, JOHN & PATRICIA CARPENTER, JOHN & MARIE CARR, DONALD & BETTY CARROLL, THOMAS & THERESA CAWLEY, NOREEN CLARK, CHRIS & CAROLE CLARK, HARRY & LEE COCHRAN, JIM & RUTHE COCKS, BOB & JANICE COMPTON, BILL & DREENA CURTIS, KIKE & RITA DAVIS, CHARLES M. & SYLVIA DAVIS, RICHARD & MARCIA DAVIS, WALTER & FRANCES DAY, RUSSELL & TEOMMEY, BILL DEDMAN, ROBERT & ILSE DENSIESKI, BEN DERICKSON, RUSS & ULRICKE DOHERTY, FRANK & DOLLY DONLAN, JACK & BARBARA ELDER, ROBERT ELLIOTT, BUD & LUCY EMMERTON, JOHN & DONNA EVANS, FLOYD & DIANA FERGUSON, JOHN & ABBY FETHERMAN, BETTY JO FISER, JESSE & JANE FORD, ROSEMARY FORTIN, DICK FRANK, GENE
GATTY, TONY & MARJORIE GIRARD, CLAUDE GRATZ, JOHN & PAT GREEN, EVERETT & JESSICA GRIGGS, HERB GRUBER, ED & CLEONE GUILLAN, DICK & PEGGY HALLIDAY, BILL & VIRGINIA HAMILTON, BOB & PAULINE HASLER, CHUCK & PAT HASSLER, VIC HAZELTON, RUSS & SUSIE HEALD, BOB & ROD HENDRICKSON, JOHN & DORIS HIPPE, KEN & NELL HOFFMAN, BARRY & DIANE HOFFMEISTER, HOWARD & COLLEEN HOGLANDER, HARRY & JUDITH HOOPER, JACQUELINE HUBBARD, LLOYD & MARGARET HUGHES, HARRY & PATRICIA HUTTENBERG, VERNE & MARIE INGLIS, IDUS & JEANNE IVES, LARRY & CONNIE JACOBSEN, HARRY & JEAN JUDD, LEW & VICKI KAPPLER, BUD & NICOLE KELLY, PAUL & MILLIE KERSHNER, WAYNE KIDD, JOHN & RAE KIRSCHNER, BILL & BOBBI LANG, ROBERT & ANGELA LAPE, BRUCE & LANNA LAURIN, LESTER & CAROLINE LEIN, JOHN & DANIELE LENGEL, ROGER & CONNIE LEONARD, ARTHUR & CELIA LINGENFELSER, FRED & ESSIE LOCKE, LYLE & LESLIE LORENTZ, ARTHUR LOWE, SIM & OLLIE LOWELL, VERNON LUCKEY, SAM & MARJORIE MCINTYRE, JIM MCKENZIE, VERN & EVY MACQUARRIE, JANET MERRIGAN, WILLIAM MILLER, ADAIR & JUDITH MILLER, DEAN & ALICE
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TARPA CONVENTION 1996 BOSTON ATTENDANCE MILLER, GEORGE & MARIAN MILLER, ROYLEE & KATHLEEN MILLER, WILLIAM & DOROTHEE MOFFETT, MEREDITH & LEE MOKLER, HAROLD & FRANCES MOLINARIO, RICHARD & SANDRA MONTEMURRO, FRANK MOREHEAD CLEM & PATRICIA MUNDO, AL & JEANNE MYERS JR, RUSS & IRENE NEALIS, DON & JOSIE NELSON, DICK & JEAN NEWMAN, BILL & COOKIE NICOLAIS, MARIO & ROSEMARIE NIXON, ARLIE PAHL, SLIM & MICKEY PERRY, DAVE & PAM PETERS, DONALD & NANCY PIERSON, LEON & RONNIE POLK, BILL & GALE RAGER, TERRY & BETTY REA, BILL & GEORGIA REHBOCK, ALAN RICHARDS, GENE & SUE RISTING, DONNA ROOD, KLETUS & LOIS ROQUEMORE, DON & EVELYN RUDE, JIM & PATTI RUHANEN, ARTHUR & PEARL SAAKS, DAVID & RHONDA SALMONSON, ROGER & ANITA SCARBOROUGH, JOHN & KATHERINE SCHEMEL, PEGGY SCHMIDT, CARL SCHMIDT, RAY & RUTH SCHMUTZ, LEON & ANNA MARIE SHERMAN, ROBERT & ALICE SHIELDS, JACK & ROSE SHIPSTEAD, WES SLATEN, KEN & ROSEMARY SMIDDY, ILENE SNOOK, VALERIE STACK, JOSEPH & FRAN STIMMEL, MANNY & PETRA STOCK, WALTER STONE, DICK & NANCY STURTEVANT, HANK & ADRIENNE SULLIVAN, ART & LAURA SWANSON, CHARLIE & LINDA
THOMPSON, BOB & MARGE THOMPSON, JEAN THRUSH, MARGARET TOOP, GEORGE & GINNIE TOWNER, BILL & TEDDIE TREPAS, RON & KATE HENDRIKS TRISCHLER, MILDRED TRUMPOLT, BOB & NANCY UNDERWOOD, GP & GEORGIA URBAIN, DON & CHRIS ROUSH VAN ETTEN, BOB & SUE VAUX, DICK & CYNTHIA WALDO, WALT & ELLIE WHITAKER, LEWIS WHITE, CHARLES & ELLA WIDHOLM, BOB & FAY WIDMAYER, TED & JANE WILDER, CHARLES WILSON, RUTH YOUNG, BEN & DIDI YOUNG, jAMES & HELEN ZIMMERMAN, LUTHER
The Editor wishes to offer a "special " thanks to the following people for their support in sending photographs and other "stuff' from the convention. If I have forgotten anyone, please accept my apologies...Ed.: Katie Buchanan Charlie & Sylvia Davis Bob Dedman Floyd Evans Chuck & Pat Hasler John Kidd Anita Walker Bob & Fay Widholm
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SNAPSHOTS
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SNAPSHOTS
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BOSTON '96 by Charlie "Black Dog" Davis Our timing was excellent. Sylvia and I arrived at the Hospitality Room just before dusk and there was already an advanced degree of merrymaking in progress. However, to accomplish this, since we live in SBA, a layover in STL was necessary. From Gate 70 to the motel was a miserable trek going and coming (Luggage transfer, man!). Therefore the atmosphere of mirth and high spirits that prevailed cordially enveloped us and the dreadful experience in STL was forgotten...almost. I believe everyone was favorably impressed with the Park Plaza Hotel conveniently located in the heart of the Back Bay area and adjacent to the Common and the impressive Public Gardens. Sightseeing was accomplished by bouncing around in The Trolley, a hard-seated affair that, in two hours, covered the territory, with the driver, not breaking cadence, pointing out in stentorian tones, all things of historic and intrinsic value. Many of us embarked on the dinner cruise and though it was very black outside the illuminated silhouette of the city was stunning and made the effort worthwhile in spite of a rock band that was geared for a younger group. Drat it! I missed the business meeting but my arithmetical calculations (convening at 0730) based on West Coast time indicated that I would be involved with my toilette at 0330! Sorry. There was a sharp decline of Old Timers in attendance. This saddens me because of the reasons why. I did see Clem (Walt) Morehead wandering around the Room looking in all directions and I assumed correctly, when we conversed, that he was trying to spot someone in his retirement seniority bracket. Leaving the room I rounded a corner and ran plumb into Arlie J. Nixon. I cringed and drew back just as I had done in the spring of '45 when I first flew copilot for him. He glared at me for a moment and then his eyes softened and he patted me comfortingly on the back and said, "There, there. There, there." The banquet dinner dance was superbly enhanced by our surroundings, a genuine theater with all the embellishments; loges, chandeliers, a magnificent vaulted ceiling and impressive appointments. The renderings from the podium were not extensive but good and to the point. The moment of silence for our ill-fated flight was moving and I'm sure there were tears. I now feel irresistibly compelled to get to "THE VOYAGE", but must not move on without assigning a huge kudos to Katie Buchanan, the tireless queen of the TARPA conventions. SHIP AHOY! If Katie Buchanan is the queen of TARPA conventions then Chuck and Pat Hasler are the king and queen of TARPA excursions. Their planning and management of the Bermuda cruise was faultless. Even the bus ride to NY was without a hitch and someone (guess who) cajoled the driver into stopping at a quick-food service establishment for a burger. Boarding the impressive Zenith was quickly and effortlessly accomplished and at 1630 (SKD departure time) we backed out into the Hudson River channel. The sun was low on the western horizon and the Manhattan skyline was a sight to behold. There was a somber air aboard as we passed Ellis Island but that changed quickly as we drew abeam of "THE LADY". The throngs jammed against the starboard railings and became jubilant. Dead ahead was the Verrazano Bridge and as we passed under the great span all eyes turned upward. A stack of exhausts thrust up from the highest superstructure and from the decks it looked as if clearance would be about a foot. Festive activities had already commenced and couples began to gyrate around the
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Boston '96...cont'd. pool which was adjacent to the band stand. They played on and on, mostly calypso and I don't think they ever stopped for a breather during the entire trip. Our group designated 1700 for the cocktail hour and the occasion warranted full attendance for the seven day cruise. It would be a task to try to describe and itemize the quality, quantity and frequency involving the vittles aboard this vessel. How about just plain super. Captain Ioannis Papanikolau was a Greek Adonis and had all the gal's hearts aflutter. He was constantly about, visiting, smiling, informing and lo... Chuck did it again; an escorted visit to the very restricted bridge where we were allowed to ponder over the instruments as the chief navigator (also Greek) attempted to clarify the manner in which they functioned. Entertainment was prevalent in all of the lounges plus pool side night and day, the biggie occurring in the Celebrity Show Lounge during the evening. Couldn't encompass all the action in the allotted number of days. Now, about Bermuda. Let me tell you. Like my compatriots, I've traveled the world and this is the cleanest, classiest, friendliest island I have ever set foot on. Nearly all of us ferried and bussed and I think the whole gang was impressed with the orderliness of this garden isle. I will not attempt to describe the fabulous coastline and the floral scenery. It has to be seen. The cruise to St. George was dropped from our schedule due to strong winds left over from Hortense. It seems the harbor had to be entered through a gap that provides very little hull clearance. However, busses were available from Hamilton. Now there's a town. It's full of colorful buildings and shops and motor scooters. Look out! Must mention male attire, chiefly the police and well-dressed business men; Bermuda shorts and black knee-high socks. Sylvia purchased same and physically forced me to display my twig-like legs to one and all. The gals thought I looked neat and the guys snickered. The voyage back was literally rife with entertainment and action. Contests, dancing, dancing, dancing... (Done the macarena lately? Not sure about the spelling.) The conga line started at the pool and went, well, everywhere and I think most of the 1500 passengers were involved. The last night was special. A horse race was held on the stage of the Celebrity Show Lounge and TWA was supremely represented. Syl was the jockey and was attired appropriately; captain's hat, gold braid, TWA shirt, wings, epaulets (all Chuck's) and gold lame pants. Chuck gave a rousing pro TWA speech at the podium and received hearty applause from his supporters and the audience. Then the jockeys and their steeds were introduced by the MC and our get-ups were the best. A little risque amusement was added to the scene when one of our chaps (I deign to identify him without his written permission) placed himself behind TWA and furtively deposited a couple of small brown orbs beneath the tail, then casually picked one up and began munching (muffin, I hope) and strolled off the stage. There was ribald laughter from the audience mixed with several "ughs". The dice were thrown and TWA shot out number one. Then it got sticky. Some young thing started getting big numbers and our mount faded (Fixed?) All of us hooted and hollered anyway. On time again. We docked at 0630 and debarking was rapid and simple. No hang-ups in customs. The group split, EWR, LGA, JFK and it was homeward bound. Again, many thanks to Chuck and Pat for their marvelous effort. As for Sylvia and me, without this arrangement, it's doubtful if we would have ever laid eyes on this paradise isle.
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Jack Frye may have been forgotten by airline executives and the industry, but his legacy and his leadership will live with TWA pilots, crew members, employees and passengers ..... for decades to come.
JACK FRYE
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CHEST
EXPANSION
Reprinted from an April, 1945 edition of FORTUNE With Jack Frye's Ambition, Howard Hughes Money, and Three Years' ATC Experience T.W.A. Would Like to Change Its Name to "Trans-World Air " and Fly Around The Globe President Roosevelt, the Civil Aeronautics Board, and the State, Commerce, War, and Navy departments have ranged themselves solidly in favor of having the country represented on the transoceanic air routes by more than one company. Pan American Airways, pioneer of the international routes and chief proponent of the doctrine of representation abroad by one line only, is not yet ready to concede defeat on its scheme for a single "community company. " It may have an ace in the hole in influence with the congressional committees that grant or withhold air-mail subsidies. But Congress tends naturally to favor competition over monopoly, and on such issues President Roosevelt usually carries Congress with him. So confident of the outcome are the domestic airlines desiring international routes that they are spending hundreds of thousands of dollars on traffic surveys, studying weather conditions over projected routes, and making friends and influencing people in the countries where they hope to fly. In terms of ambition to operate overseas and activity to implement that ambition, Transcontinental & Western Air takes second place to none. Although it has never flown outside the U.S. at all - except under contract for the Air Transport Command - T.W.A. is applying to fly around the globe. Howard Hughes, chief owner of the line, and Jack Frye, its President, are talking of changing the name of T.W.A. " to "Trans-World Airlines. The center of glamour and adventure in aviation has shifted from the domestic to the foreign field; Frye and Hughes, still young men in an industry that keeps even older men young, are determined to follow it. Since late in 1941, when the Army asked the airlines to take over the major burden of its transocean flying, T.W.A. has flown planes of the Air Transport Command some 6,000 times across the North and South Atlantic and thousands of miles more in Europe and Africa. It has flown one special mission around the world. T.W.A. officers and pilots like to talk about the notables they have flown, including President Roosevelt, Generals Marshall and Eisenhower, Admiral King, and General and Madame Chiang Kai-shek. What they are most proud of, however, is the skill and experience they have acquired in flying over oceans, deserts, icecaps, and through Arctic storms. They do not intend to let these assets lapse after the war, and so they have filed for around-the-world commercial routes, upon which they could launch their Stratoliners the day following authorization by the CAB. T.W.A. proposes to fly passengers daily to London in twenty-two hours, at a fare of $263.80, against Pan American's present charge of $525. When its forty-eight passenger Lockheed Constellations are available, T.W.A. plans to cut the flying time nearly in half, the cost well under $200 - as does Pan American. Frye is also talking of a twenty-sevenday deluxe cruise around the world; only three days would be spent in flying, the rest in sightseeing. Cost of an all-expense tour: about $2,500. If T.W.A.'s dream of postwar routes seems to expansive, it is at least in keeping with the past record of its President, Jack Frye. Had he lacked the imagination to project himself into an unlikely future, Jack
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CHEST EXPANSION...cont'd.
Jack Frye
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CHEST EXPANSION...cont'd. Frye might never have left his father's ranch in the Texas Panhandle. In World War I, when Frye was fourteen, three Army "Jennies " made an emergency landing near the pond where he was skating. The boy forgot his new skates and spent the day running errands for the flyers. That day he contracted pneumonia, of which he was cured in due time, and a fanatical interest in aviation, from which, at forty, he shows no sign of recovering. In 1923, when he was eighteen, Jack Frye went to Los Angeles, got a job as a soda jerk, and saved enough money to pay for flying lessons. He folded his lanky six-feet-two into an old Army plane and soloed in seven hours. He was so apt a pupil that his instructor almost immediately made him a partner " in the "flying school. One of Frye's early pupils was Paul Richter, a swart, stocky youth who had fled his father's advertising business in Denver as soon as he could accumulate the wherewithal. He too made his way to Los Angeles and astounded Frye by paying his $250 flying fee in cash. Richter was clearly a young man worth cultivating. Before long he had bought into the flying school and helped finance an agency to sell planes. Piecing out their capital by stunt flying for Hollywood, the partners by 1927 had acquired enough money to set up a flight service between Los Angeles and Phoenix. Richter, who is today Executive Vice President of T.W.A. on leave as a captain in the Naval Air Transport Service, has a fond memory of that first route, modestly christened Standard Air Lines. Its patrons were mostly movie people with hide-outs in Arizona, and on weekends traffic was so heavy, Richter recalls, that they "had to sort of wish the plane off the ground. " Oxygen masks had scarcely been heard of in those days, but Frye and Richter, flying alternate trips, thought nothing of forcing their singleengine Fokker up to 16,000 feet to get above the clouds. The usual flight was from Los Angeles to Phoenix direct. But the plane's comfort facilities were suitable for men only; if women were aboard it was customary to put down on the sand and mesquite at a place now known as Desert Center, California, where a lonely filling station offered the luxury of two primitive outhouses. When the depression struck, Frye arranged for Standard, by now somewhat expanded, to be taken aboard by Western Air Express, which paid $1 million in stock for Standard, the flying school, and the airplane agency. Frye became Vice President in charge of operations of Western Air Express.
ANGELS - ERSATZ AND REAL From here on Frye's career toward the presidency of a major national airline was speeded by two guardian angels in the quaint disguise of Postmasters General. Western Air Express was one of the few really profitable airlines in the U.S. in 1930, and it would have been satisfied to limit its expansion to the West. But President Hoover's Postmaster General, Walter Folger Brown, was determined to combine the existing east-to-west airlines into two or three transcontinentals. For the New York - Kansas City - Los Angeles route he wanted to merge Western Air Express with Transcontinental Air Transport, which already flew across the continent - except for two gaps representing nights, when the job of advancing " the daring traveler was turned over to the railroads. T.A.T., known as the "Lindbergh Line, was long on prestige but short on profits, and W.A.E. recoiled violently from the union. Through his power over airmail subsidies, Postmaster General Brown finally got what he wanted, but it was a shotgun wedding. Frye became operating Vice President of the new cross-country line (now air all the way), which took the present name of Transcontinental & Western Air. The presidency went, after a short interim, to Richard W. Robbins, who had been head of a small Pennsylvania company included in the merger. In PAGE 42 ..... TARPA TOPICS....NOVEMBER, 1996
CHEST EXPANSION...cont'd. 1934 Mr. Roosevelt was in the White House and James Aloysius Farley was Postmaster General. He too unwittingly played good angel to Jack Frye's fortunes. Mr. Farley's part was to rule, after the air-mail " contract cancellations of 1934, that anyone who had been present at the so-called "spoils conferences in the Brown incumbency could not be represented in any reorganized company bidding to carry air mail. This arbitrarily forced Dick Robbins out of his job as President of T.W.A., and Jack Frye took over. Frye has been President ever since, but his seat has not always been as secure as it now is. T.W.A. did not fare too well in the reallocation of routes after the air-mail contract cancellations. After making a profit in 1935 and 1936, the line in both 1937 and 1938 showed a net loss of more than three-quarters of a million dollars. Lehman Brothers and John D. Hertz, who had bought controlling interest in T.W.A. in 1935, were disgruntled. Hertz, a tough hombre who had put Yellow cab on top in Chicago in the taxiwar days, clamored loudly for the company to show a profit. Frye and Richter insisted on such newfangled things as constant-speed propellers and Stratoliners. Hertz blew up. He moved to weaken the young men's authority, if not to dump them overboard. Frye and Richter, who are not the type to take a licking lying down, even from such a powerful operator as John Hertz, looked about for a backer who would let them run the line the way they thought it should be run. They unanimously nominated Howard Hughes, round-the-world flyer, movie producer, and multimillionaire heir to the Hughes Tool Co. of Houston, a business grown fat on an oil-drill patent. Hughes had met Frye and Richter in their gypsy days, when he was producing Hell's Angels, and in the middle thirties he had spent some weeks around the home office of T.W.A. at Kansas City, "soaking up information about planes and airlines. " Frye and Richter now made a date to meet Hughes at the Ambassador hotel in Los Angeles. Hughes listened sympathetically as his friends recited their worries. First he proposed to finance them in setting up an airplane plant, but Frye objected that they wanted to continue in air transportation. "Well, " replied Hughes, a believer in direct action, "let's buy an airline. American? United? " Frye countered with the proposal to buy T.W.A. Hughes agreed. They bound themselves to secrecy and the next day quietly began to buy up stock. When they had acquired a few thousand more shares than Hertz and Lehman Brothers owned, Frye called on Hertz and proposed to buy the Hertz-Lehman stock. Hertz blanched and fidgeted and demanded the name of Frye's backer, but finally agreed to sell without being told. That was in April, 1939; since then Hughes has added to his holdings, which now total 45 percent of T.W.A.'s common stock. (There is no preferred.) It appears now that Frye and Richter did Hughes about as great a favor as he did them in 1939. Hughes acquired his 440,000 shares of stock for a little over $6 million; it is now worth (at market) over $12,500,000. The whole company is valued, on the late February market, at about $28,500,000. ROUNDING OUT THE ROUTES Thus Jack Frye, a youngish forty, is the chief executive and part owner of the third biggest transcontinental airline. (American is the biggest and United second; Northwest became the fourth last December when it was granted a route from Milwaukee to New York.) Like all airlines, T.W.A. is physically less busty than the public's impression of it. Its gross revenue last year, $25 million, was chicken feed alongside - for example - the $1 billion take of the Pennsylvania Railroad. Even its 7,700 miles of routes are composed merely of paper franchises (revocable) to the upper air. But by airline standards T.W.A. is substantial. As of March, 1945, it had some forty-nine planes - or about one-seventh of all airline planes PAGE 43 ..... TARPA TOPICS....NOVEMBER, 1996
CHEST EXPANSION...cont'd. in the U.S. It also has seven maintenance bases, 6,700 employees, a chief operating office in Kansas City, a top executive office in a remodeled Y.M.C.A. annex in Washington, and ticket offices strung along its routes at thirty-one points in the U.S. Those measurements of T.W.A.'s domestic structure are true only as of today. Jack Frye is busily trying to correct certain weaknesses, most glaring of which is T.W.A.'s lack of a supporting network of routes to feed the main line. Always T.W.A. has been badly off for feeders. In the shotgun marriage by which T.W.A. was conceived, Western Air Express withheld from its dowry its most profitable lines. Later, T.W.A. came out of the air-mail contact cancellation minus two or three profitable auxiliary routes. So, sandwiched between American's and United's transcontinental routes, T.W.A. badly needs intermediate traffic, especially for the jump across the sparse area between Kansas City and Los Angeles. Since 1939 Frye has bombarded CAB with applications for additional routes - no measly stub-end line that winds up at a tank-town terminal with an empty plane, but a real network that will nourish T.W.A.'s main stem. The routes he has applied for lace Pennsylvania and Ohio, and to some extent Indiana, Illinois, and Missouri, like the chicken-coop struts of a museum biplane. Already he has been awarded several, including a route from Pittsburgh to Boston, and one from Dayton to Washington. T.W.A. is faced with plenty of contenders for the rest of the territory it covets, but it ought to come out fairly well. The CAB, like Postmaster General Brown, prefers a limited number of strong, sound lines to a multiplicity of weak, cutthroat competitors. Growth, naturally, will take time. Meanwhile, what about T.W.A.'s current operations? Like those of every transportation company in wartime, they are grossly abnormal. Early in 1942 the Army began requisitioning equipment from the airlines, taking from each the same proportion of planes and paying a fair price. Of T.W.A.'s forty-two planes, eighteen were commandeered - just when passenger travel and air-mail and express loads began to increase. The planes have since been returned, and the proportion of occupied seats has continued to rise, so that in 1944 it averaged 92 percent, compared to 61 percent in 1941. Up, too, went the earnings from a 1941 deficit to a profit of about $2,700,000 last year. And, what with priority travel alone running at 60 percent on transcontinental lines, Jack Frye expects T.W.A. to earn even more in 1945, when its five big Stratoliners (commercial version of the Flying Fortress) are back in service. (The profit of T.W.A. on its ATC operation is negligible.) Still, T.W.A.'s profit chickens are not yet hatched, and the CAB is rooting rudely among the eggs. The CAB - which is to the airlines what the ICC is to the rails - feels that the government, having carried the airlines with mail subsidies in their lean days, deserves a break now that they are fat. Possibly the CAB disapproves a special tax concession that the airlines wangled from Congress five years ago. By the terms of that deal, the airlines enjoy an extra exemption on excess-profits tax equal to the total amount of a line's air-mail pay for the year! (One New York financial house has described this arrangement as a "mild form of financial mayhem.") Whatever the reason, the CAB has recently ordered the airlines to show cause why their air-mail should not be slashed from 60 cents to 32 cents a ton-mile - an order which, in 1944, would have cut T.W.A.'s net profit in half.
PREPARING FOR PEACE Whatever is done about air-mail pay, T.W.A. is assured a good profit so long as the war lasts. But Frye PAGE 44 ..... TARPA TOPICS....NOVEMBER, 1996
CHEST EXPANSION...cont'd. knows that when peace comes and the airlines can run all the planes they want, the pay load will fall, and profits with it. So he is tightening up his operation. For four or five years T.W.A. has been bringing in executives trained in corporation finance and administration, and the organization has been reshuffled on the staff-and-line principle. The operation heads have conducted an efficiency survey of the engine overhaul and maintenance departments, obtaining a notable reduction in man-hours. An executive committee is considering an incentive plan of pay for the employees. T.W.A.'s greatest weakness possibly has been the failure to do a better selling job. Its advertising and passenger traffic departments, for example, have not been as effective as those of American and United. American reaps a dividend from having built up a reputation for safety; actually there is little difference between American's and T.W.A.'s long-run safety record, with T.W.A. enjoying a margin. In its advertising, T.W.A. for years moved from one agency to another without finding a consistent theme with which to identify itself in the public mind. In the past four years T.W.A.'s advertising has improved, and for this romance must be credited with an assist. Jack Frye and Mrs. Cornelius Vanderbilt Jr. (nee Helen Varner of Clarksburg, West Virginia)became interested in each other when she taunted him at a party for the dullness of T.W.A's advertising. She went home and wrote Jack a letter about consumer appeal in air travel; it made such an impression it still serves as T.W.A.'s informal advertising manual. T.W.A.'s recent full-page advertisement showing a Constellation (with the advice, "Don't travel unless your trip helps win the war, " in type almost too small to be readable) is a model of sleekness. Mrs. Frye's influence is discernible also in efforts of T.W.A. to improve its dining service. Like other airlines, T.W.A. considers a planes's pay load too precious to permit the use of a kitchen; it is experimenting with a deep-freezing process that may bypass this limitation. The idea is to cook food as appetizingly as possible, then deep-freeze it, and reheat it electronically on the plane.
FROM CAIRO TO CATHAY Nowadays it is only by a conscious exercise of will power that Jack Frye turns his mind to such things as T.W.A.'s advertising and dining service. His heart is in the drive to obtain a round-the-world air route. T.W.A.'s plans for a global operation are encased in nine encyclopedic volumes known to the CAB ad Docket No. 1598 and Docket No. 1060. T.W.A. is asking for a route across the North Atlantic to the British Isles; thence across central Europe to Cairo; on to Shanghai and Tokyo by way of Calcutta, returning to the U.S. by Petropavlovsk, Nome, and Fairbanks. (See map, page 137.) In Europe the route includes London, Paris, Berlin, Belgrade, and Athens, and would serve ten of the twenty-six "air-traffic generating areas " that T.W.A.'s staff of thirty-five economists and geographers have spotted in the world. Evidently Frye and Hughes were not suffering from bashfulness when they applied for this rich route. To Juan Trippe, the architect of Pan American, the application must appear as sheer effrontery, a reaction possibly shared by American Export Airlines. These are the only two U.S. lines certified by the CAB for transoceanic routes, and the CAB's examiners have recommended that Pan Am and Amex split between them the four routes that CAB projects across the North Atlantic and through Europe. As for the route through Alaska and the Kuriles to the Far East, Northwest and Western airlines are contesting T.W.A.'s claim. PAGE 45..... TARPA TOPICS....NOVEMBER , 1996
CHEST EXPANSION...cont'd. The opposition to T.W.A. on both the Atlantic and Pacific might dampen the spirit of a less determined man, but Jack Frye is a congenital optimist and used to improbable odds. He thinks there is room for more than two American companies to share the traffic to Europe, and he doesn't give much weight to the examiners' report. With the enthusiastic backing of Hughes, who in 1938 made a round-the-world flight that is still a record, Frye is going ahead as blithely as if the CAB's authorization were in the bag. He has deployed private diplomatic agents to the non-Axis capitals along the proposed route. So has Pan American, but Frye has gone Pan Am one better by sending, at a total expense of several hundred thousand dollars, technical advisers to improve the domestic aviation of those nations. T.W.A.'s men go in and survey the air-transport needs of a country with a view to setting up a ten- or fifteen- year development plan covering "the whole damn thing. " Frye thinks this investment will pay off in political friendships and joint arrangements when T.W.A. begins to fly abroad. Already it has produced an invitation from a great power to submit a brochure on T.W.A.'s proposed operations within its boundaries. At Hillcrest, a seventy-three acre estate across the Potomac from Washington, Frye entertains for the foreign diplomatic corps, concentrating on air attaches and missions. He has developed a special affection for representatives of the Soviet commonalty; they are as forthright as a ranch-raised Texan.
BATTLE OF THE LOBBIES Forthrightness, nevertheless, has its limitations, especially when the main opposition is Pan American, which can claim as efficient representatives as can be found in Washington. Pan American is especially strong with the Senate Commerce Committee, whose chairman, Senator Bailey of North Carolina, has been trying to issue a report which, if it did not come out flatly for some version of the "chosen instrument, " would at least urge that no domestic company be given a franchise for a transocean route. So far, Senators friendly to the domestic lines have blocked such a report, and even if the committee should issue it, it is doubtful that Congress would make it law. (A compromise may be adopted requiring domestic lines to set up subsidiaries to qualify to fly abroad.) The CAB sides with T.W.A. in opposing Pan Am's one-company idea, but it wants to give our flag lines a chance for a sound profit, and it is well aware that on important transoceanic routes foreign countries will have lines. Even though CAB rejects the chosen-instrument idea, it is unlikely in the beginning to authorize more than one U.S. line to operate a complete round-the-world service; and that line almost certainly will be Pan American. President Roosevelt and the CAB both are said to believe Pan Am deserves the plum for its pioneering in the transocean air. Against Pan American's experts, T.W.A.'s chief Washington representative is Jack Nichols, a former " Democratic Congressman from Oklahoma who calls himself "a country lawyer. Nichols operates with all the subtlety of a politician trying to get an appropriation for a home-town airport. But he is aided by Alexander Royce, a Harvard-and-Yale trained lawyer who knows that in negotiation a straight line often is not the shortest distance from where one is to where one wants to go. Royce is chairman of the Seventeen Airlines Committee, jointly financed by all domestic lines opposing the chosen-instrument device. (All the domestic airlines, that is, except United.)
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CHEST EXPANSION...cont'd. If worst comes to improbable worst, T.W.A. will still have a foothold in the international air through TACA, a Central and South American airline in which T.W.A. owns controlling interest (see page 179). T.W.A. also owns a 20 percent interest in Hawaiian Airlines, a flourishing inter-island company that has applied for a route from Honolulu to San Francisco. EYES VERSUS MOUTH Unfriendly observers like to remark that "T.W.A.'s eyes are bigger than its mouth, " by which homely figure they imply that the line does not have financial backing to support the additional routes it has applied for. T.W.A.'s working capital and cash at the end of 1944 totaled nearly $11,500,000 a fairly robust figure for a domestic airline, but not very hefty when set beside the cost of equipment for a whole batch of new domestic routes and an intercontinental route. Frye says, however, that a group of insurance companies has offered to buy $15 million worth of thirty-year T.W.A. debentures at 4.5 percent. More probably, T.W.A. will issue additional stock. The brokers have been trying for two years to get the company to sell more stock; Frye and Hughes may soon agree. How to find money is among the least of T.W.A.'s worries. Hughes's personal worth has been estimated as high as $80 million (the Hughes Tool Co. has a capital and surplus of about $25 million) and he himself can, if he wishes, underwrite any probable expansion of T.W.A. Presumably he would wish to take care of a substantial part of it, if only to prevent too great a dilution of his control. Hughes's interest in T.W.A., though definitely warm, does not extend to taking an active part in the management. Besides the tool firm, T.W.A. has several other competitors for Hughes's attention Sturges-Hughes, Inc. (moving-picture producers); Hughes Aircraft, engaged in manufacturing military planes; and the Gulf Brewing Co., largest in the Southwest. There are also incidental enterprises like engineering the giant Hughes-Kaiser flying boat, soon to be launched. When T.W.A. is engineering a new transport plane, Hughes may work over the design twelve or fifteen hours a day. But on business matters he does not like to be bothered. He will go weeks without answering when Frye tries to telephone him, though the pending decision may involve sums running into the millions. After Hughes had told Frye to buy control of T.W.A., he went off on his yacht and couldn't be reached for advice on how much to pay for the stock. Jack Frye is paid $40,000 a year by T.W.A. and $12,000 more as a consultant for Hughes Tool. His fortune, including stock options, runs to perhaps a half million dollars. This PAGE 47..... TARPA TOPICS.... NOVEMBER, 1996
CHEST EXPANSION...cont'd. may not make him rich by Wall Street standards; but Frye, like Hughes, can afford to be less interested in making money than in developing better planes and new techniques of flying. In this field T.W.A. is conceded high rank even by its rivals. In 1934, T.W.A. introduced the DC-2, the fourteen-passenger, 200-mile-an-hour plane that made all other transport equipment in use at that time obsolescent. American Airlines forged ahead in 1937 with the DC-3, but T.W.A. - with Pan American was first to get the four-engine Stratoliner, first commercial plane with a pressure cabin, able to fly "over the weather. " Had not the war intervened T.W.A. would have led again in 1943 with the Constellation. The war delayed completion of this plane, but it is now being used by the ATC. With a future speed of 400 miles an hour, a ceiling of 30,000 feet, the "Connie " can carry forty-eight passengers in complete comfort, or one hundred soldiers in bucket seats. It has a maximum range of 4,000 miles, and its ton-mile cost is a third less than that of older commercial planes. But Frye knows that the Constellation is not the last word. "Within the next ten years, " he says, "we will have transport planes flying 400 to 500 miles an hour at an altitude of 35,000 feet. Such things as jet propulsion and boundary layer control (a wing-suction device) will assist these speeds. Reversible propellers will permit the planes to land at higher speeds without lengthening the runways. Souped-up models on demonstration flights will be able to fly around the world in thirty-six hours. " Frye means to push T.W.A. ahead in the use of new planes and devices as fast as safety permits. T.W.A. as the first airline to use the Sperry automatic pilot, the wing de-icer, the propeller de-icer, and wing flaps as a means of reducing landing speeds. It was also the first line to train pilots in celestial navigation for " night flights. Frye wants to add more "firsts . This technological initiative is especially valuable in an industry which, though far from mature, is closely regulated and therefore tends to become cartelized. T.W.A. urges further that this is an industrial asset worth fostering in the international as well as the domestic field. It is an asset that T.W.A. will continue to have as long as it is run by men like Frye and Richter and owned by a man like Hughes, and it constitutes T.W.A.'s best claim to fly the international air...End
TARPA thanks the publishers of FORTUNE MAGAZINE for permission to re-print the previous article. The article appeared in the April, 1945 edition of FORTUNE and was sent to us by TARPA member, Captain Jim McIntyre. For additional information on Jack Frye and his accomplishments we recommend a review of the photographs and text contained in the July 1995 and July 1996 editions of TARPA TOPICS....Ed
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In TARPA, members are encouraged to write of their more memorable flying experiences. The tales are captivating. In searching nearly 40 years of cockpit assignments, it is difficult to sort out any one situation which may qualify as a "most unforgettable" event in my career, however, one early and lasting i mpression persists. It follows: Early on as a novice, I was privileged to serve as TWA president Jack Frye's copilot on his private Lockheed 12A. On each trip, Jack enjoyed chatting about how things were going "on the line for his men." On each fuel stop, he would seek out crews for chit-chat or check on any employees who may have needed a ride where we were going. A personable interest and concern for others might best describe Jack Frye. Physically, he resembled a defensive end, but with an affable, infectious smile for others; pondering aviation matters, he assumed a pensively, more serious facial expression. Most corporate leaders today, fall painfully short by comparison. To paraphrase a popular cliche, "I knew Jack Frye... he was a friend of mine... etc." Few, if any, airline leaders today can be likened to Jack Frye! Two trips with Jack Frye stand out unfaded by the nearly five decades of time and myriad changes in TWA's destiny: The first trip left Kansas City at dusk, en route Amarillo for Boulder City (serving Las Vegas at the time). We had five passengers, of whom, two were TWA executives (names missed) and three businessmen who were hurriedly introduced. After several minutes at cruise, Jack mentioned that he had some business to discuss in the cabin and left me to manage things; radio checks and traffic advisories, etc. Lacking an autopilot, I delighted at being in control, if only for the moment. In retrospect, trust (in me) was perhaps the real source of my delight. Some minutes later, Frye led a man to the left seat, and asked that I, "let Mr. Yerex look over things." "Sure, my pleasure," I replied. The first question by the stranger was "What model airplane is this?" "Lockheed 12A," I responded. The guest gazed around the cockpit and replied with a puzzled tone in his soft-spoken voice, "I don't know if I have any of these or not." My immediate impression was, what kind of clown is this character? For sure, I would know if I had any airplane, especially a sleek L12A, the sister ship to Amelia Earhart's record-setter. I accepted the unlikely remark, deciding it could be possible for him to not know what airplanes this Mr. Yerex owned. I then learned that Mr. Yerex was President of TACA Airlines, the major freight carrier in Central and South America.
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Remembering Jack Frye ... cont'd. It was on this trip that Jack Frye concluded purchase control of TACA for TWA's future expansion beyond the U.S. to Central and South America... considered a bonanza for TWA, and an example of the fertile-minded leadership of Jack Frye. Later, the deal was never finalized due to the war conditions and major postwar changes in international route awards. Still, the attempt reflects Jack Frye's dream of expanding TWA internationally at such an early time. Pursuing his lifelong goal, Jack Frye accomplished a much greater feat at war's end by expansion in to what was to become Trans World Airlines as a major international carrier. Another trip offered a broader view and insight into the charismatic charm and visionary focus of Jack Frye. (Granted, the perception is that of a fledgling copilot): The occasion for the flight was his recent marriage (second or third time, but unimportant) and subsequent honeymoon to his ranch in the Oak Creek Canyon near Sedona, Arizona. The flight was uneventful except he had Helen, his bride, join me by taking his left seat in the cockpit while he did some work in the cabin. After a fuel stop again at Amarillo, we then proceeded to a primitive, sod-surfaced landing strip at Cottonwood, Arizona. On final approach, Jack noted a Lockheed Ventura B-34 bomber parked on the field. He surmised the crew must have had an emergency to get that plane in on such a limited runway. And, right he was! As we secured the plane, Jack explained that he would be at his ranch "for a few days" and I would be staying at the only motel in Cottonwood. He also asked that I try to locate the bomber crew if they were in town as he would like to meet them. Even honeymoon plans failed to divert his interest in the pilots skillfully managing the emergency landing on such marginal turf. The three or four day stay in Cottonwood grew into nine days. The bomber crew was at the same motel (only one) when I checked in. First Lieutenant Bill Reynolds was pilot, with a warrant officer copilot, staff sergeant engineer, and corporal radioman. We became close friends at once. They were intrigued with my job as airline pilot and more so, that I was flying copilot for the president of the airline! The bomber landing was an emergency as a result of engine failure (fuel pump) while they were en route Nellis AFB in Las Vegas to Luke Field, Phoenix. As Frye stated later, "a helluva good job... getting into a postage stamp field!" Reynolds and his crew were a delight to know and we spent three days whiling away our time in the li mited one restaurant, one movie house (Mexican films), and one oasis (bar) in town. Boredom was offset by helping the motel owner stack lumber in his adjacent lumber yard and building supply enterprise. I was warmly received by all the townspeople, which I credited to their admiration of Jack Frye. With little activity in Cottonwood, the motel/lumber yard owner offered his Lincoln Zephyr (and warti me fuel ration stamps) to his only motel guests, for a trip up to Prescott. Dinner and a Clark Gable movie filled the bill. After four days, the crew and I were in the local restaurant/bar with the Budweiser distributor, exchang-
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Remembering
Jack Frye... cont'd
ing flying tales and the recent state of the war. The "Bud Man" was quite generous with a constant flow of cold mugs for the "grounded airmen." The setting typified an old west saloon, but with one exception... we were the only customers rather than a raucous gathering of cowhands, bar maids and town cronies. A stately figure caught my eye entering the door... Frye in person... his tall stature was reminiscent of John Wayne as he shuffled to our table. His western wear only lacked a holstered six-shooter dangling from his waist; leather jacket, jeans, boots and cowboy hat could have come from the costuming department for a shoot-em-up western movie. Since he had left word he was extending his stay, it was obvious he was not planning to fly out for several days. By imbibing with Reynolds and his crewmen, I was merely carrying out his wish to meet them... sure! Jack joined in and insisted on picking up the tab. After a brief negotiation, he deferred to the Bud distributor who mentioned it was a rare treat for him to host such honored customers. To the locals in the Oak Creek Canyon area, Jack Frye was highly revered. After introducing Jack to Reynolds and his crew, he made note of each of their names, giving them his card as he praised their feat of landing on such a limited airstrip. With a warm, confiding, tone of voice, he stated, "When the war is over, we'll need each one of you on TWA... so let me know when you're free... I've got jobs for you!" How more personable can one be? He was serious. I sensed the pride felt by Reynolds and his men. They beamed with such approval, and from an airline president no less! Later, Bill Reynolds likened the career offer from Frye to having the Air Medal conferred on him by his commanding officer. A full round of "hangar flying" lasted for more than an hour. Jack went on to say he had come to town to meet the crew and to bring in a load of apples for the local grocer to market. His eyes gleamed as he described harvesting the crop from his ranch. I never figured if he found more pleasure in ranching than in flying. If betting, I would have to toss a coin, his enjoyment of both activities brought him such great pleasure. On leaving, he briefed me on his plans. Apologetically, he had a few more days "work" at the ranch... lots to do. He would let me know the day before we were to leave. My only duties called for checking the airplane and seeing that it was serviced for our departure. From boredom, I did runup the engines, checking all of the systems and radios. A real treat, since even engine-starting was not a copilot duty on regular line schedules. Tragically and ironically, Jack Frye was killed in a truck accident near Tucson, Arizona. As a fitting tribute to their revered leader, the TWA pilots established a "Jack Frye Memorial" with donations directed to purchase aeronautical engineering text books for leading universities such as MIT, Ohio State, Cal Tech, Purdue and Kansas University. Frye held these schools in high esteem for vital research in aviation, his "first love!" The books were given a special section in their libraries labeled as the "Jack Frye Memorial" collection, and were the earliest publications in "aerospace engineering" as chosen by the various schools.
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Remembering Jack Frye... cont'd What more fitting tribute would Jack Frye have wished? As a pioneer in aviation, Frye envisioned safer, faster, and higher performance aircraft for man to develop. Recognized in aviation text books as "father of the DC series of air transports," Jack Frye's visions led to the famous Lockheed Constellation series with pressurized comfort and valuable transoceanic ranges. As a team, Howard Hughes and Jack Frye built the TWA dynasty by developing the famed Lockheed Constellation. Frye pressed on, clinching international routes, challenging the venerable Pan Am under Juan Trippe's forceful leadership. The TWA story internationally, soon decimated Pan Am's monopoly of foreign air travel... fulfilling Jack Frye's dreams of TWA being known as truly the leading TRANS WORLD AIRLINE! The last tribute from TWA to Jack Frye involved naming the training center in Kansas City after him. Since the training move to St. Louis, the Jack Frye Training Center is no more. The premises have been sold. Several "concerned" TARPA seniors have suggested that a fitting recognition of Jack Frye be considered by the present TWA leaders. I agree. Unfairly, fate deprived him an active role in the jet age when conflicts arose with the eccentric, unpredictable Howard Hughes, major stockholder of TWA. However, Jack Frye's contributions to aviation continue to enhance today's air transport industry and he will long be remembered by those privileged to have known him. Aviation history will be sadly lacking if his rightful role as a pioneer is not given full recognition and his visionary leadership given full credit ....End
Lockheed 12A
PAGE 52..... TARPA TOPICS....NOVEMBER, 1996
A
TRIO
OF
"RIGHT
STUFF"
TWA
PILOTS
by Walt Gunn
Preface: Make no mistake... the following profiles are purely as viewed by the writer, but there's little doubt (or argument) the views expressed are shared by myriad of others so privileged to have known each of the men documented herein: The pre-World War II era was marked with an explosive growth in the aviation industry, which offered untold opportunities for turning dreams to reality for those bent on seeking flying careers. In retrospect, the careers of each must be viewed as a reflection of their early and sustained interest in flying. They have been singled out as "right stuff" role models for future airline pilots. With little doubt, much the same traits and fraternal excellence could be said of the rank and file TWA pilots we have grown to know and admire during our own careers... let it be said.
At age 16, he broke the junior transcontinental speed record by flying solo across the United States... During World War II, he earned the air medal for flying severe weather research in a specially designed B-l7 and P-61 Black Widow. Chief Pilot of TWA at age 37, he amassed 37 years of airline experience in everything from a Douglas DC-2 to a Boeing 747, with more than 2,000 trans-Atlantic flights before retirement... I have just described Captain Robert N. Buck. His accomplishments are legendary. He continues to fly and soar gliders nearing his eighties. Bob is sought for consultations by industry and governments wishing to capitalize on his vast experiences in aviation. In addition, he has authored numerous works sharing his expertise in a broad array of flying topics, including weather flying, instrument techniques, navigation, jet-flying and human factors... all the while remaining abreast of the wild expanse of technological changes. Bob Buck's grasp of change is enriched by his astute link with early aviation. His books are ageless and remain best sellers in aviation circles worldwide. Bob's most recent book, The Pilot's Burden, treats a subject long overdue for telling it like it is, and was, in mat PAGE 53..... TARPA TOPICS.... NOVEMBER, 1996
Captain Bob Buck
A TRIO...cont 'd ters of flight safety. His wealth of flying experience merges with his basic grasp of human behavior creating a logical, rational and realistic view of man's tenuous role in aviation safety in coping with cockpit overload and regulatory strictures. "Technology has progressed, but human factors have not. The fact that reducing demands on the human will reduce chances for human error has not been addressed with the intensity and honesty it deserves until now!" reveals a global truth as he states in The Pilot's Burden. My initial contact with Bob will be lastingly treasured. One result of my short tenure as copilot deprived me from flying with him as his copilot. However, after passing my final check ride for upgrading to captain, I received a congratulatory phone call: The caller snapped, "Walt, this is Bob Buck and I just wanted to congratulate you on completing your captain's qualification... never doubted you'd make it... all the best... welcome aboard!" For a major airline in the midst of rapid expansion, to have the chief pilot personalize such praise of a junior pilot revealed much about the man, to be further confirmed over the years to come. Bob Buck's personable warmth was buttressed with a wryly, subtle sense of humor, which I would soon learn. His call was sincere. He closed with a request for me to serve as a training pilot during the upsurge in hiring in 1945. I would never have opted for a training assignment; however, the role of instructor pilot offered vast advantages in honing my DC-3 skills for the time when I would be flying regular schedules. Every flight instructor will confirm that one really learns flying, when they instruct others. Bob Buck knew it. I learned it. Eventually, returning to line schedules, I had little contact with Bob until I transferred to international flights out of New York. He had returned to active line flying as a supervisor, joyously leaving his administrative desk job. Buck's leadership and management skills are impeccable, but still his rightful place (and his heart) was in the cockpit. At that time, Bob Buck could write the book on cockpit leadership command and management (which he did later). His balance of concern for people and concern for the mission is a model for today's cockpit resource management programs. I can attest to viewing his exceptional leadership skills from two vantage points: First, in the cockpit (receiving a line check from him), and later, serving with him on flight operations staff in New York during the hectic, pre jet era. My first cockpit-shared experience with Buck involved a Super-G Connie flight on international. I had flown the leg from New York to Frankfurt, and Bob chose to fly the return leg out of Frankfurt (apparently I passed the check ride on the way over). At full gross load on takeoff, just after calling for "gear up," our concentration on airspeed and climb attitude and traffic was broken by a brilliant red light on the eye-level glare shield with a deafening fire-warning bell screaming for our attention. The control tower confirmed smoke from the No. 3 engine. The high-decibelled fire-warning bell would alert even a comatose crew and wouldn't cease until the threat had ended! Decision to return for landing was never in doubt. The engine fire procedure was initiated immediately: throttle closed, fuel and oil shut off and PAGE 54..... TARPA TOPICS....NOVEMBER, 1996
'
A TRIO...cont d engine feathered... Hearing the checklist being read was impossible... as you may recall, the fire bell was directed just inches behind the copilots head. Between radio contacts with Frankfurt tower, managing the cockpit procedures, and flying the plane with heavy military traffic in the landing pattern, Buck displayed a "masterful coolness" with the blasting bell extolling a cacophony of painful decibels. Thanks to Buck's cool, piloting expertise, the potential emergency was a non-event! Sharing his cockpit will be long remembered. Bob pursued the problem of the disruptive fire warning bell with crafty engineering, ultimately providing a cutoff switch for silencing the bell once it had alerted the flight crew. I doubt Bob Buck ever experienced an issue involving safe flight without taking sufficient action to improve the situation, technically or procedurally — and always with a driven professional ingenuity! Later, I saw a new facet in Bob Buck when I served on flight operations staff. He held a key role as special consultant to our then president, Carter Burgess. Buck's talents and expertise were well known to Burgess before he joined TWA as CEO. I had many occasions to share with Bob, the multitude of flight operational problems we had in the days immediately preceding the introduction of jets. Bob Buck's counsel in areas beyond flight operations were of immense value to Carter Burgess, but more so, to the line pilots in assuming responsibility for increasing focus on safe, operational efficiency. His industry-wide reputation smoothed many adversary problems with the FAA, Airline Pilots Association (ALPA), Air Transport Association (ATA) and even the International Civil Aviation Organization (ICAO) on world-wide aviation problems, which were conceived, implemented, and resolved with his sage guidance. The earliest concept of crew coordination at TWA was developed with Bob's input to Floyd Hall, Fred Austin, and TWA's flight training staff. The principle of teamwork with shared responsibility in the cockpit was innovative and formed the basis of cockpit resource management (CRM) programs long before they proliferated the air transport industry of today! Bob Buck's accomplishments and contributions to aviation continue to be acknowledged. The retired pilots of TWA (TARPA) honored him with their Award of Merit, which Bob treasures as one of his greatest achievements, especially coming from his peers. In conclusion, Bob Buck's youthful interest in flying should be seen as the springboard for his lifetime of achievements in the advancement of aviation safety and professionalism... truly a role model for all aspiring pilots.
Uppermost among the multitude of copilots I shared cockpits with during my 39-year flying career was a youthful, energetic, and highly skilled pilot... Vern Laursen. Vern admitted that he was driven to become a pilot since early childhood. He claimed to have spent hours entranced with small planes flying in and out of his uncle's private airport near Moberly, Missouri. A Navy tour provided Vern with opportunity to take flight training on the GI Bill. With his instructor's PAGE 55 ..... TARPA TOPICS....NOVEMBER , 1996
A TRIO...cont'd rating he amassed sufficient hours to reach his life's ambition for an airline piloting career. The day eventually came when he took the controls of an airliner and soared aloft on a course few have equaled... before, or since. His career spanned from DC-3 copilot to, ultimately, a senior vice-president of flight training for TWA... top of the professional rung for pilots! I first met Vern on a DC-3 flight from Kansas City to Washington National airport... as my copilot for an all-night, seven-leg milk-run trip. As we met in the ready room, he seemed overly shy, concealing a stifled exuberance as he mentioned it was only his second flight. I assured him we would keep it interesting. I flew the first leg to St. Louis. Routine. Vern was a model copilot, monitoring the radio, managing the landing gear, wing flaps and cowl flaps on cue, while observing my every more from engine start to engine stop. Weather was no factor making it an ideal night for flying. After the customary rituals on a stopover, we returned to board the awaiting DC-3. Approaching the cockpit, I signaled Vern to take the left seat for the maiden leg of his airline career. Some things are never forgotten... others seldom recalled... true in life and ever so true in flying. When I'm asked about a pilot I had flown with, I can usually visualize some aspect of our encounter. As a copilot I can vividly recall every captain I flew with over the scant two years of co-piloting. With nearly 37 years of captaincy, many copilots leave a blurred view while some are remembered for their exceptional virtues... leading them is Vern Laursen. Vern's performance on our first trip was a classic performance in every respect. His stick-and-rudder skills Captain Vern Laursen shaped instantly with the slightest instructive comments. His fast-learning matched his ability to retain the cues given, a class act for a novice... shrinks equate this with high-order intellect! Vern was blessed with more than his long-lasting interest in becoming a pilot. If there was ever a model profile of the ideal traits, temperament, intellect and personality factors, the desired norm and nothing short of the "right stuff' professionally. Vern continued accumulating praise from others he flew with, assuring his upgrading to captain. His seniority, or lack thereof, was soon overcome with his appointment as a training instructor. Before assuming a training assignment, Vern's first jet copilot qualifications were on the Convair 880. The 880, being the fastest of the jet transports barring the SSTs, flew like a jet fighter, quite a challenge PAGE 56 ..... TARPA TOPICS.... NOVEMBER, 1996
A TRIO...cont'd to newly upgraded captains from props to jets. Vern was in an early class of 880 copilots. My first jet training was in the 880 while Vern had accumulated some six months of experience on the 880 when we first held a bid together. Fate must have played a major role on our being assigned together once again. The scene had shifted from the first DC-3 flight we had nearly 10 years before. Although many captains would be reluctant to admit the copilot was ever other than a mandated crew member by FAA regulations, Vern topped me with several months of 880 experience, and now, I was the underling... but still, the "captain." Pilot/copilot relationships are often depicted as legendary struggles in aviation history. Hollywood scenarios make much of cockpit conflicts when under stress, which in reality is a rarity. My novice status with the fighter-like craft called for vast differences from the prop planes that I had managed. The 880 was a challenge, but the half dozen or more 880 flights with Vern as copilot served to hone my jetflying skills for the following 22 years of turbojet flying in the Boeing 707, Lockheed 1011 and Boeing 747. When I flew, Vern monitored my every move with timely and relevant comments, mirroring my style of coaching him on the DC-3. I had come full circle in confirming Vern's exceptional skill in knowing his equipment and conveying his knowledge to others, simply and reassuringly... rank or seniority notwithstanding. His mentorship was graciously appreciated. With Vern as copilot, I was fully at ease with a laissez-faire style of leadership in full respect of his added experience on the 880. The informal rapport failed to lessen our attention to each detail, constantly analyzing the intriguing technology of jet flying. The shared learning enhanced my confidence and everlasting affection for jets. An axiom on the airlines says, "Be kind to your copilot, lest he be your chief pilot someday!" In Vern Laursen's case, wisdom served me well in gaining his friendship early in his career. Vern's leadership, administrative skills and personable demeanor assured his advancement to captain, training instructor/ supervisor and ultimately executive command of TWA's vast flight training facilities. His exceptional traits remain indelibly etched in my memoirs as a model profile for the piloting profession, but moreover, a lasting friend. In describing Vern Laursen's attributes as a copilot and model captain, evidence of his early intrigue for flying should be viewed as a contributing factor in his career successes.
In my early copilot days, I roomed with Jack Schuler and Bud Jury while based in Burbank, California. We never missed debriefing the events after a flight because it was then that we'd learn if a particular captain let the copilot fly. We lusted for every chance to get a takeoff and landing. Ted Hereford's name was one that came up on the sparse "Good Captains" list for his leniency in letting copilots fly. Additionally, copilots rated their captains' skill levels based on whether they let them fly, or if they hogged all of the flying. Ted Hereford was seen as an "ace" among his copilots... "fun to fly with" was the classic comment in describing a trip with Ted. Of course, their praise of his cockpit leadership was influenced by the fact that Ted had let them make takeoffs and landings with confidence in their perforPAGE 57 ..... TARPA TOPICS.... NOVEMBER, 1996
A TRIO...cont'd mances, free of any harassment! Ted Hereford was already a legendary pilot when I first flew copilot out of Burbank in 1943. Hereford could have been the model for the hero in one of the classic movies about the romantic, daring-do of flying. Tall, blonde-wavy hair, infectious smile, with a swaggering gait, Ted Hereford radiated an aura of assurance as he ambled toward his airplane in a John Wayne-like stroll reminiscent of Wayne's role in The High and The Mighty authored by Ernie Gann which epitomized romanticizing pilots. But something was usually missing. Ted would be seen in uniform with captain's stripes, but his blonde locks bounced freely, unencumbered by the customary pilot's cap. Hereford had an aversion to any head gear except for a helmet, and then, only to hold his goggles... but there was little need for goggles in a DC-3. The story circulated (unconfirmed by Hereford) that Jack Walsh, Burbank chief pilot, reprimanded Hereford for being out of uniform without a hat. Hereford's excuse, that the hat "wasn't worth the money" was nullified when Walsh offered to buy Ted's uniform cap if he would wear it. Thenceforth, Hereford was noted in proper uniform... some of the time. An addendum to Hereford's uniform compliance (or noncompliance) occurred one evening in the lobby of the Hilton Hotel in Albuquerque. The leather, over-stuffed lounges became a favorite vantage point for watching the arrival and departure of the flight crews. Hereford arrived, tresses flowing askew and, again, no cap! Most likely, Ted knew Walsh wouldn't be in Albuquerque. As Ted strutted past me, I noted his open-collar, tieless shirt, but, in an eye blink, I was drawn to his shoes — white and tan saddle shoes! Today, some would view Ted Hereford as a swinger, but then, saddle shoes were for sports (and bobby-soxers). Ted was a sport.
Captain Ted Hereford
Ted Hereford's flare for the flamboyant in casual attire varied at other times when in uniform. Occasionally, when appearing to be properly uniformed, close perusal revealed maroon dots in his otherwise navy tie! Ted ambled to a different cadence, but what a class guy! Perhaps, casual may best describe Ted Hereford in more ways than his attire. In the cockpit, he was often described as "laid back" even when the going was less than routine. His affability never faltered. Where many pilots recorded stressful reactions, Hereford would be described as "coolly unstressed." His exuded confidence was infectious to crews. Humor dotted his cockpit demeanor, which helped break the boredom of the routine. Hereford's recall of early fixation for flying is an example of his casual form of wit: "I was late to school one day... running up the steps, while a buddy was coming down... I asked where he was going, and he PAGE 58..... TARPA TOPICS....NOVEMBER, 1996
A TRIO...cont'd said a barnstormer was in town, and that he was headed for the airport to take a flying lesson." Ted continued, "I told him to wait for me to get my motorcycle and I'd go with him." At the time, Ted was in junior high school in Tucson. He got to the airport and his buddy, Clyde Wallace, had completed his lesson. After landing with Clyde, the barnstorming pilot, Charley Mays, offered Ted a lesson for $35. Ted only had five dollars and when he told Mays, Mays said, "That's enough kid... let's go!" And off they went... Ted Hereford's first flight at the youthful age of 15! Ted continues the tale with, "I went home, sold my motorcycle and took another lesson the next day." He then recalls that he continued flying with Mays long enough to finally join him in barnstorming around the southwest. The rest is history: He started in a Waco 9 and Jenny OX5 before his airline career flying the mail in Northrop's Fokker F-14s, and Lockheed Orions. Hereford joined TWA after a stint with Western Air Express as an early airmail pilot and continued through the Ford trimotor days, then to the Douglas transport series, Boeing Stratoliners, all of the Constellation models, and ending with his greatest love, the Convair 880. Depicting Ted Hereford's career from mail plane to jets points out a rarity few airline pilots have achieved... his career began as a captain! Flying the mail was a solo task. When trimotors arrived his seniority skipped ever being a copilot. However, Ted came narrowly close to missing the jet age, mostly by his own choice. At that time, jet training for the airlines in 1959 signaled many apprehensions among the companies and their older pilots. Rumors persisted with many dubious questions for jet training of pilots over 55 years of age. Many were offered bonus pay to remain on props in lieu of accepting the costly jet training when retirement was mandated at age 60. Further, rumors flourished about the difficulties encountered by some of the older pilots. Concerns grew, unfairly so, causing many of the veterans to opt for deferring jet training. Ted Hereford relished the luxury of his non-stop Super-G and 1649 Jetstream airplanes sufficiently so that he deferred going to the pressured stresses of jet training... he was content to retire from the Connies and avoid the hassle of jet upgrading as it had become with varying accounts from his peers. I had flown the CV880 for a year or two out of Kansas City when I had a layover in Albuquerque. After landing, I noted a Super-G charter unloading at the terminal. Ted and his crew deplaned and we shared a crew limousine to the hotel for an overnight stay. Ted was his usual jovial self, even had his uniform cap... held in hand. We mused over the early days in Burbank. Ted (and his crew) were to deadhead to Los Angeles on my flight the next morning. I sensed the opportunity to impress him with the performance and ease of flying a jet. I invited him to join us in the cockpit. Before schedule, I placed him in the left seat as we went through the check lists. Each item was pointed out, with a brief description of its function and similarity to the Connies. Ted's interest and curiosity was obvious. Perhaps the plan piqued his appetite for jets... after all, jets still had engines and wings... and Ted Hereford had yet to meet an airplane he couldn't fly!
PAGE 59 ..... TARPA TOPICS....NOVEMBER, 1996
A TRIO...cont'd For takeoff, I told him what to watch for as we lifted off and climbed out at a 17-degree nose-up angle, doubling the climb attitude of a Connie. I directed his attention to the airspeed acceleration, which I knew would impress him. It did, as it built rapidly to 250 knots from the 125 knot liftoff speed! Soon after, I turned the controls over to the copilot as I ushered Ted into my seat. Only brief hints were given throughout the climb to cruise altitude. Ted flew the plane without help from the autopilot to get the feel of his first 600 mph airplane... his boyish grin growing to a broad-span smile. He beamed when noting the uncanny, fighter-like performance of the 880... his first jet! The rest is history. Ted gave in, volunteering to go to 880 training rather than the 707, which was being used for international schedules and holding little interest for him. Besides, he knew the reputation of the 880 as a Corvette compared to the "truck-like" 707. Jet ground school was tolerated, because he knew the "gold ring" on the merry-go-round awaited in the form of flying his very own jet. Ted Hereford rode out one of the most illustrious airline careers known in the history of airline pilots. His boyish enthusiasm coupled with his masterful piloting skill remains a legacy not soon to be forgotten by his peers... and a treasured example for generations of future airline pilots. *** Bob Buck, Vern Laursen, and Ted Hereford are not unusual in the youthful attraction to a flying career. Their contribution to air travel is a legacy to be long-remembered. Moreover, the professional qualities of these three men in terms of leadership, skill, peer acceptance and career accomplishments, should serve as model guidelines for those driven by youthful aspirations to fly.... End ***
Carrying the mail....by TWA Autogiro PAGE 60..... TARPA TOPICS....NOVEMBER, 1996
CAPTAIN RICHARD CAMPBELL JULY 2, 1933 - JULY 17, 1996 Richard G. Campbell of Lincoln Lane, a former Air Force captain and a longtime pilot for TWA, died Wednesday, July 17, as the flight engineer for TWA flight 800, when the plane crashed off the coast of Long Island soon after takeoff from New York's Kennedy International Airport. He was 63 and the husband of Marjorie Campbell. Mr. Campbell was born July 2, 1933 in Ohio, a son of the late Richard and Thelma Hawkins Campbell. He went to schools in Ohio and then attended Ohio State University. He served in the U.S. Air Force from 1954 until 1966, when he was honorably discharged with the rank of captain. In 1966, he joined Trans World Airlines - TWA - where he served as a flight engineer, first officer and captain for the next three decades. He logged 18,527 hours flying with the airline. Reaching the age of 60, in compliance with Federal Aviation Administration guidelines, he returned to being a flight engineer.
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Flown West, cont'd. He originally moved to Ridgefield, Connecticut from Irvine, California in 1985 with his wife and two sons, Scott and Todd. He then was an international pilot for the airline flying out of Kennedy Airport. The family returned to California in 1989, before moving back to Ridgefield two years ago. William Mayr of Thunder Hill Lane, a friend and also a captain with TWA said, "He was a great guy, a dedicated pilot and devoted father and husband. He always had a good word for everyone and never put anyone down. " Mr. Campbell was a member of the Airline Pilots Association and belonged to the First Congregational Church of Ridgefield. Besides his wife of 18 years, he is survived by two sons, Scott R. Campbell and Todd S. Campbell, and a sister, Ann Fleming of Tucson, Arizona. A memorial service for Mr. Campbell took place at the First Congregational Church.
I N MEMORY OF CAPTAIN DONALD MINSKE August 3, 1916 - August 1, 1996
Captain Donald H. Minske, of the Cypress at Hilton Head Island, died Thursday, August 1, 1996 at the Medical University Hospital in Charleston, S.C. Don was born in Minneapolis, Minnesota. After teaching flight training at Superior State College in Wisconsin, he became a flight instructor at Darr Aero Tech in Albany, GA, where he instructed British Royal Air Force trainees. He subsequently joined TWA and flew for 31 years, retiring as Captain in 1976. He was a Bridge Bronze Life Master and an ACBL Bridge Director. He was a member of Dolphin Head Golf Club Turkeys and Hole-In-One-Club, Country Club of Hilton Head, Grace Community Church, XYZ Club, Hilton Head Seniors Golf Association, the Second Circle Book Club, QB'S, TARPA and ALPA. He is survived by his wife of 52 years, June Rogers Minske, three daughters, Diane Underwood Geiler of Hilton Head, Donna Joanne Stiner of Macungie, PA., and Dale Minske Stevenson of Wilton, CT; a sister, Helen Feehan of Corcoran, MN; seven grandchildren, and one great-grandchild. by June Minske I vividly remember Don, as he was one of the first Captains I flew with at EWR. I always enjoyed flying with him, as he, like many at EWR, made us learn how to fly TWA's way, but taught us in such a way as not to belittle our knowledge, but to encourage us to learn everything we could absorb about the whole operation. He will be truly missed. by Bob Parker
PAGE 62 ..... TARPA TOPICS....NOVEMBER, 1996
Flown West, cont'd.
FIE WILLIAM HARKINS October 29, 1922 - August 6, 1996 Quiet as he seemed, Jim expressed in many ways his love and respect for TWA and his fellow crew " teams. We both looked forward to the conventions so he could relive the "good old days. It was especially poignant because he knew it might be the last one. " Jim spent most of his retirement years at our local airport, to "gab, work on and fly his beloved '43 J-3 and '53 Pacer. Jim's wish was to fly the J-3 across-country, but weather prevented the flight and " he had to resort to "Hertz Rental Truck.
His spirit and love of flying continues. Our son, Brian, and daughter, Elaine (both of whom he taught to fly) will land tonight in California (Napa Valley) after a 5 day cross-country flight in his '53 Pacer. In addition to Jim's picture and spirit, they have onboard a GPS, a Laptop computer and a Cellular phone. Jim would shudder at the thought. To the government and TWA William James Harkins was his name but he or I (for our 46 years together) called him "Jim " . by Elly Harkins Jim Harkins with '53 Pacer
PAGE 63 ..... TARPA TOPICS....NOVEMBER, 1996
Flown West, cont'd.
I N MEMORY OF F/E WILLIAM G. HIGGINS December 15, 1920 - July 10, 1996 William G. "Bill" Higgins was born in Koblemz, Germany on December 15, 1920 as his father was in the American Army of Occupation. Bill was two years old when his parents settled in Warren, Idaho. His father died two years later. At the age of eleven, his mother remarried and Namp, Idaho became his hometown. He attended classes for one year at Idaho State College. However, it was an advertisement for a Dallas Aviation Mechanic School that really interested him. After he completed his courses there, and with his newly acquired A&E Mechanic License, he was immediately employed by TWA. After working as a mechanic for two years, he left TWA, but he became disenchanted overhauling small airplanes, returned to TWA on March 2, 1942 and stayed until his retirement on December 1, 1983. For his first seven years, Bill worked as a mechanic, and for his remaining years, he flew as a Flight Engineer, ten of those years on the various Constellations and then the 707's, the Lockheed 1011's, and the 747's. He liked to say, "TWA was the only company I ever worked for." During WWII, he serviced not only the TWA Fleet, but all the military airplanes which passed through Winslow, AZ. In 1944 he enlisted in the Navy. For years, he wanted to enlist, but the military was uneasy about Bill's being born in Germany. His tour of duty was as a "Plane Captain" on an Admiral's Lodestar. The Captain (of this aircraft) was a former TWA pilot, and when he learned that Bill was a former TWA mechanic, trust was established. After the War, Bill returned to TWA's Winslow Station. Several months later, he bid Flight Engineer School. For one year, he flew International from the East Coast. Then he transferred to Cairo. Those three years he cherished for the travel opportunities, and for all the lifelong friendships which he developed there. When he returned to the States, he met and married a TWA Hostess, Veronica Chervenick, (Ronnie), his wife of forty-three years. His interests were camping and touring. Rarely did he venture onto an airplane during his time off. He was extremely proud that he was a part of "growing up" with the aviation industry. In addition to his membership in TARPA, Bill was a member of the TWA Seniors Clubs and the American Legion. After a short illness, Bill Higgins died on July 10, 1996 at the age of seventy-five in Thousand Oaks, CA. The words which describe Bill best are those of a dear friend who said, "Bill lived the American Dream. He had a good education, a great job, a loving wife, a beautiful home, four wonderful daughters, and many dear friends." by Veronica " Ronnie" Higgins
PAGE 64..... TARPA TOPICS....NOVEMBER , 1996
Flown West. contd.
IN MEMORY OF CAPTAIN ALFRED LEWELLING July 11, 1920 - May 7, 1996
I N MEMORY OF F/E ROBERT KIEPER JANUARY 30, 1924 - May 13, 1996
I N MEMORY OF CAPTAIN CYRIL MOORE February 6, 1927 - May 16, 1996
I N MEMORY OF CAPTAIN CHARLES E. DAVIS September 1, 1917 - May 19, 1996
I N MEMORY OF F/E JOSEPH LEONARDO January 19, 1918 - May 26, 1996
I N MEMORY OF CAPTAIN STEVEN SNYDER November 21, 1938 - July 17, 1996
PAGE 65 ..... TARPA TOPICS....NOVEMBER, 1996
Thank
to
you
Letters
"Flown
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. Your Editor takes a special interest in The Flown West material 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. For the information of members, we will publish, from time to time, a few of the letters we receive. In addition, to those who have contributed to Flown West, we express our sincere appreciation .. Ed.
March
20, 1996
Dear Captain Widholm , That. you for your very nice letter. The memorial to Larry will mean more than any words can express and I will cherish that memory the rest of my life. Those who had the privilege of working for him or with him will rememher him with admiration and respect. My
sincere thanks to you, Captains Widholm for your support.
Respectfully , Helene Trimble
Dear Bob , Thank you so much for the copies of TARPA your kindness.
TOPICS . I do appreciate
Its hard for me to realize that Tommy had so many admirers. I' m still hearing from people who I've never met him and most of whom never had the pleasure of knowing. Sincerel y, Peg Tomlinson PAGE 66..... TARPA TOPICS....NOVEMBER, 1996
Thankyou
letters...cont'd. July 12, /996
Dear Captain Widholm , Both your phone call and letter to me on my husbands recent passing was very comforting and thoughtful. The contribution in Johns name, to the TWA. tion and the honorary. membership in TARPA appreciated.
P
ilots Retirement Foundaextended to me, is great&
As a former TWA hostess, I do enjoy reading TARPA TOPICS and the dedicated people who continue to serve in keeping the airline family in touch and informed, get a sincere Thank You for a good job. Again, and on behalf of our daughters, ,area and Sandra , your kind words concerning J ohn, will he remembered.
Sincerly, Anita Moore
Septemher 9, 1996 Mr. Robert Widholm 286 .Bow Line Drive Naples, Fl 34103 Dear Capt. Widholm: Thank you for the beautiful letter regarding the Honorary Membership in TARPA . I truly enjoyed the past conventions that we attended as I too flew for TWA. from /950 to 1952 and know many of the members. It was also kind to know that a memorial to Bill was made to the TWA. Pilots Retirement Foundation. Several times I attempted to telephone you about Bills passing, but no doubt you were out of town. The question I had was whether or not you would like a few lines about Bill for publication which I am enclosing. Again thanks for the comforting letter, and I hope to see you soon. Sincerely , Veronica Higgins (Ronnie)
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In Memory of TWA crew members who lost their lives on TWA Flight 800, July 17, 1996 Steven E. Snyder, Captain Ralph G. Kevorkian, Captain Richard G. Campbell, Jr., Flight Engineer Oliver Krick, Flight Engineer Jacques Charbonnier, Flight Service Manager Constance Charbonnier, Flight Attendant Sandra Aikens-Bellamy, Flight Attendant Dan Callas, Flight Attendant Janet Christopher, Flight Attendant Debra Diluccio, Flight Attendant Arlene Johnsen, Flight Attendant Ray Lang, Flight Attendant Maureen Lockhart, Flight Attendant Sandra Meade, Flight Attendant Grace Melotin, Flight Attendant Mike Schuldt, Flight Attendant Marit Rhoads, Flight Attendant Melinda Torche, Flight Attendant Jill Ziemkiewicz, Flight Attendant Gideon B. Miller, Captain Donald Gough, Captain Rick Verhaeghe, First Officer Lani Warren, Flight Service Manager Raili-Anneli Pulliainen Gough, Flight Attendant Rosemary Braman, Flight Attendant Paula Carven, Flight Attendant Warren Dodge, Jr., Flight Attendant Daryl Edwards, Flight Attendant Joanne Griffith, Flight Attendant Eric Harkness, Flight Attendant James Hull, Flight Attendant Lonnie Ingenhuett, Flight Attendant Barbara Kwan, Flight Attendant Elaine Loffredo, Flight Attendant Eli Luevano, Flight Attendant Pamela Cobb McPherson, Flight Attendant Olivia Simmons, Flight Attendant Douglas Eshleman, Flight Engineer Elsie Ostachiewicz, Customer Service Agent Daughter: Chelsea, 8 Francis " Frenchy" Gasq, Retired Flight Service Manager Pam Lychner, former TWA Flight Attendant Daughters: Katie, 8; Shannon, 10 Lamar Allen, husband of retired TWA Flight Attendant Son: Ashton, 16 Scott Rhoads, Husband of Flight attendant, Marit Rhoads Kathleen Vera Feeney, wife of TWA Ramp Employee Daughter: Deirdre (De De), 17 PAGE 68..... TARPA TOPICS.... NOVEMBER, 1996
RICHARD G. CAMPBELL EDUCATION FOUNDATION
" " The Richard G. Campbell Education Foundation, If I could, I would , has been established to provide scholarship money to children whose mother or father has died in a catastrophe.
Richard Campbell, TWA Pilot, who lost his life on July 17,1996 along with 229 others, is survived by his wife and two teenage sons. Nineteen additional children lost a parent who was a member of the Flight 800 flight crew. Sadly, many young people have experienced or will experience a tremendous loss like this because of a sudden calamity. "If I could, I would" will award scholarships to qualifying high school graduates age 19 and under to assist them in achieving their career dreams. Through financial support, the foundation will enable them to pursue a post-high school course of study to become a teacher, policeman , pilot, doctor, computer programmer, or whatever their chosen Field may be. In short, children will be helped to reach personal goals either no longer possible, or much more difficult to attain without the support of their parent. Relatives of Richard Campbell and the Board members are not eligible for scholarships. Along with a completed application, proof documents, and letters of recommendation, eligible students will submit an essay entitled, "If I could I would". Consideration will be given to grades (minimum 2.5 GPA, " C " average), community or church service, extra curricular activities, or employment history when evaluating final candidates. The Board intends to award the first scholarship in 1998. This delay will allow the time necessary to A) raise funds, B) accrue dividends/interest on principle to provide a self sustaining fund far into the future. Professional legal, accounting, banking, and graphic and computer design services have been donated to establish the Foundation. Relatives and close friends of the Campbell family will continue to volunteer their time, knowledge, and skills to raise funds and to administer the business of the Foundation. Your tax deductible contributions may be sent to Richard G. Campbell Education Foundation, or to "If I could, I would" at P.O. Box 1026, Ridgefield, CT 06877. For additional information and updates visit this World Wide Web address: http: / /ccnet.com/ificouldiwould
PAGE 69 ..... TARPA TOPICS.... NOVEMBER, 1996
Memorial Scholarship Begun at Central Missouri State Friends and family members of a Central Missouri State University alumnus who was killed July 17, when TWA Flight 800 exploded off Long Island, NY, have established a scholarship in his name. The Ollie Krick Memorial Aviation Scholarship will help pay tuition or buy flying time for students in the university's aviation program, said Walt Gunn of Mission, a retired TWA pilot and adjunct professor of aviation technology. Krick, 25, of Lake St. Louis, MO, graduated from Central Missouri in 1992 with a bachelor's degree in aviation technology. He was a TWA flight engineer trainee; Flight 800 was to be his final training flight. Besides Gunn, others involved in setting up the scholarship are Gunn's brother, George Gunn, of Mesa, Ariz; his nephew, Terry Gunn, of Lake St. Louis; Vern Laursen of Kansas City, retired vice president of transportation training at TWA; and Krick's father, Ron, of Lake St. Louis. Those interested in contributing can contact the Central Missouri State University Foundation at (816) 543-4435 or Tim Brady, Department of Power and Transportation, Central Missouri State University, Warrensburg, MO 64093. The phone number is (816) 543-4975.
TWA 800 MEMORIAL PINS Two types of pins are available...lapel pin or tiebar. All proceeds above cost go to the TWA 800 Memorial Fund. Send check and self addressed, stamped envelope to: Capt. R. W. Dedman (Ret.) 3728 Lynnfield Drive Virginia Beach, VA 23452 Lapel pin:
$7.00 (or more)
Tie bar:
$10.00 (or more)
TAX DEDUCTIBLE RECEIPT GIVEN.
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THOMAS BENSON "BEN" HOY
An aviation pioneer and a part of TWA's roots, T. Benson "Ben" Hoy, passed away on July, 31, 1996. He was born in Minneapolis in December 1903, and graduated from Columbia University. Ben learned to fly at Navy-Pensacola and one of his early flying jobs started in 1927 piloting the mail flights for NYRBA on their route from NYC to South America, which included flights over the Andes. In 1928 he worked for Pacific Marine Airways piloting the Curtiss "Flying Boat" between Catalina Island and the LA Harbor area. Pacific Marine was one of the nation's oldest airlines although it was not continuous. It was founded on July 4, 1919 by Charlie Chaplin's brother, Syd, as "Chaplin Air Lines." Art Burns was the pilot of the one-passenger plane; the fare was $42.50 for the 25 mile flight to Avalon Bay. Pacific Marine took over the company in 1920 and the fleet was increased to three planes which could carry three passengers. Other veteran TWA pilots who flew the Catalina flights were "Dutch" Holloway and Franklin Young. In June 1928 the company was purchased by Western Air Express and they used amphibian-type aircraft flying out of their Vail Field. The fare was lowered to $10 (one way) for the 30 minute trip. In 1931 WAE lost its lease and the flying was taken over by United Air Lines.. Since the first draft of a TWA pilot seniority list was not issued until 1934, Ben's exact dates with Transcontinental Air Transport and TAT-Maddox are not known. He was among the original copilots hired by TAT circa May-June 1929, and was based at Glendale, CA, flying the Ford tri-motors to Kingman and Winslow, AZ. Later in 1929 the merger to form TAT-Maddox was completed and, by early 1930, the copilots were checking out as Captain (such as Fred Richardson, Howard Hall, Joe Bartles, Otis Bryan, Harry Campbell, Cliff Abbott and Jack Zimmerman). When the Post Office Department forced the merger of TAT-M and Western Air Express to form T&WA in late 1930, a number of the junior pilots resigned rather than "buck" WAE's seniority; including Les Munger, Bill Campbell and Ben Hoy. Les and Bill returned to TWA a year or so later, but Ben flew for several airlines including Eastern. He was copilot on an Eastern Ford in September 1933 that was involved in an accident and it was necessary to amputate his right leg. This ended his career as an airline pilot, but not his keen interest in aviation. He was a contributing writer for "The Saturday Evening Post" and editor of "Western Aviation" magazine. During WWII he served with the Navy as a Liaison Officer in Washington, D.C., later as CO of a Transport Squadron, based in Florida, flying troops to South America. Ben was back in the cockpit again as pilot. Most of his pilots were formerly with the airlines and now on active duty. He was one of the few, or only, amputees called to active duty by the Navy. In 1942, while based in DCA, he married Elizabeth Gerdes, a 13 year veteran with TWA (including 7 as Fred Betts's Secretary). After the war Ben continued with his writing and, in 1958, was hired by Douglas Aircraft in their Publicity Department. This was when the shift was in progress from their Santa Monica plant to new facilities at El Segundo. He retired ten years later at age 65 in Santa Monica and soon became well known as an expert bridge and chess player, winning numerous tournaments. Ben is survived by wife, Elizabeth. They had no children. I knew him for about the past 26 years but do not have any details of his flying career with TAT, TATMaddox or TWA such as dates. This was before the first TWA seniority list of 1934, so no dates are available. I assume he checked out as Captain in early 1930 as did most of the TAT copilots before the mergers got started. Editor's note: Thomas Benson "Ben " Hoy had been one of only three surviving original TWA airline pilots. See a photo of Hoy on page 42 of the March, 1996 Edition of TARPA TOPICS.
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Jon Proctor, TARPA Subscriber and Assistant Editor of AIRWAYS Magazine, has authored a very interesting and landmark book on the Convair 880. If anyone is interested in obtaining a copy of this book, they can write Jon at the following address: Jon Proctor Assistant Editor, Airways Magazine P.O. Box 968 Sandpoint, Idaho 83864-0853
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History of the FAA Age 60 Rule
During periods of real or perceived national emergencies, governments often make far reaching decisions based on misinformation, secrecy and deception - so is the case with the Age 60 Rule. To make any sense of the circumstances which led to enactment of 14 CFR 121.383(c), i.e., the "FAA Age 60 Rule," recall that the country was under the leadership of General Eisenhower in his second term as President and in the midst of the cold war. During the exact time frame that the Age 60 Rule was enacted, our government, unknown to members of Congress, built a legislative complex under the West Virginia Wing of the Greenbrier Hotel at White Sulphur Springs, West Virginia. So secret, the site was never discovered by a foreign government, members of Congress nor the public until 1995 when an investigative reporter from the Washington Post pieced together the long held rumors and exposed "Project Greek Island." After WW II, the airline safety record was deplorable. The new, so called non sched's, had numerous crashes. Lockheed Constellations developed electrical problems which resulted in fires, DC-6's had mysterious cargo fires and Martin 202's developed wing spar failures. CO2 cargo fire extinguishing systems asphyxiated flight crews. All caused fatal accidents. Most of the aircraft involved were grounded until the cause was found and the problem fixed. Newark Airport was closed due to a series of crashes. When TWA/United collided over the Grand Canyon; the country was about to enter the Jet Age - a new era not yet experienced nor understood by the civilian sector. Even the military lacked experience with passenger transport in jet aircraft. At the time, the only military jet aircraft flying were trainers, fighters and a single bomber, the B-47. Everyone wore oxygen mask and parachutes. The British Comet fell out of the sky with fatigue cracks from repeated pressurization cycles. The aviation industry was in turmoil, something had to be done! By Act of Congress, the Airways Modernization Board was formed to revitalize the Air Traffic Control System, and the Federal Aviation Act created the FAA to replace the CAA. President Eisenhower called on his friend and war time theater commander, General Elwood "Pete" Quesada, cantankerous, opinionated, authoritarian, highly decorated general who sprang from the early days of the Army Air Corps and U.S. Air Force. No one questioned General Quesada's authority or demeanor. He was a demigod. The one thing certain that airline managements, unions and FAA employees could agree on was that they couldn't wait for General Quesada to leave. On the commercial side of aviation, most airlines were still under the control of their founding fathers: C.R. Smith at American, Bob Six at Continental, Eddie Rickenbacker at Eastern, Juan Tripp at Pan American and Bill Paterson at United. Northwest was led by former CAB Chairman Don Nyrop, and TWA was controlled by Howard Hughes. From the end of the war though the mid fifties, aircraft flown by major carriers were under the command of war experienced captains hired in the mid 1930's through early 1945. Many came back from WW II older and wiser than their years with diverse aviation experiences provided by the war. Never before, nor since, had so few, flown so much, in so short a period of time. Airline pilots, hired at the end of the war, came from the War Training programs or the war itself. Those hired after the fall of 1945, flew copilot for the next eight to ten years. Life expectancy was sixty-two and one half years. Airline pilot employment was relatively slow during the 1950's, and of those hired, some, but not all, had limited jet experience gained during the Korean Conflict or the National Guard Training Programs mostly in trainers or fighters (T-33, F-80, F-84, F-86 or their navy counterparts). Of those hired by the PAGE 73 ..... TARPA TOPICS.... NOVEMBER, 1996
major carriers during the mid and late 1950's, many were furloughed when the B-707 was introduced in 1958-59. Progressing up the seniority list was slow or reversed and remained status quo until 1963. During 1958-1962, many of the pilots hired in the 50's were furloughed and returned to active military service or remained current by flying in the Air Force, Navy or Air National Guard & Reserve Programs. Some moved to the regionals, others tried corporate flying or left the industry all together. The concept that the older captains would not be able to qualify in the jets was prevalent among military reserve pilots who hoped that they would quickly move into the captain ranks when the older pilots were eliminated by the rigors of jet training. American, unlike other airlines, used relatively young military jet qualified instructors early in their jet training program. Letters sent to General Quesada by C.R. Smith, indicated that his instructors were taking an inordinate amount of transition time to train the older captains. Training was dragging, and new B-707's were sitting at Tulsa without crews to fly them. Something was wrong .. The American pilots had not won a jet contract, and American had established a company AGE 60 Policy. A few pilots filed and won grievances to fly beyond the companies imposed retirement age. In contrast to the American situation, TWA used relatively senior captains for training, which they qualified at Boeing. Once rated, they returned to Kansas City to train TWA's line pilots. TWA's line pilots had a stand still ...m ent and would not have to fly as line captains without a jet contract, a novel idea. In the end, the jets proved far more reliable and physically easier to fly than expected. One just had to get through the school which was longer and more difficult than necessary. Jet crews, instructors and check pilots were equally inexperienced as were the federal inspectors. Like Project Greek Island, the Age 60 Rule Docket information was "lost" and would not surface for many years. Through the efforts of the Professional Pilots Federation (PPF), the information has been found and is part of the evidence to be submitted during the proceedings in the U.S. Court of Appeals, District of Columbia. The judges not only have agreed to hear the case, but have scheduled PPF expedited hearings. The FAA's brief is due June 6, 1996. Oral arguments are scheduled to begin October 3, 1996. THE AGE 60 CHRONOLOGY June 30, 1956 Mid-air collision of TWA/United over the Grand Canyon. 1957 Congress created the Airways Modernization Board, General Quesada appointed as Chairman. 1958 Passage of the Federal Aviation Act, General Quesada appointed as its first administrator. 1958-1959 Pilot forced retirement grievances settled under the auspices of the Railway Labor Act. The attempt of the companies to impose a retirement was decided in favor of the pilots in cases involving American, TWA and Western Airlines. 21 day, year end strike by the pilots at American Airlines settling a jet contract dispute, including the recently won age sixty grievance. C.R. Smith had initially refused to conform to the arbitrator's award. Strike concluded on January 10, 1959, and Smith reluctantly agreed to return "over age 60 pilots" to work. Angry, Smith wasn't finished with his pilots. February 5. 1959 Letter form C.R. Smith, Chairman of the Board of American Airlines, to General Pete Quesada, FAA Administrator and old friend, requesting that the Agency fix a suitable age for retirement of air line pilots. Letter is based on failed negotiations involving pilot retirements.
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April 30, 1959 C.R. Smith sent pilot training records to General Quesada's home complaining that some of the older American pilots were taking up to thirty-five hours of aircraft flight training. Note: the youngest pilot listed required the greatest amount of training time - 35.25 hours. Advanced simulators not yet on the horizon. May 8, 1958 Quesada wrote to potential advisory panel members asking that they meet in Washington to consider the problem of limiting pilot ages. The issues involved the learning time of older pilots and economic considerations. Safety was not mentioned. The letter concludes: "requesting that you treat this communication as confidential." June 3,1959 Advisory Group On Aging met in Washington, D.C. at 9 A.M. and adjourned at 12:30 P.M. General Quesada presented his thoughts on aging and data on transition training vs. age for commercial airlines. The panel was unanimous in upholding the position of the Administrator. The panel also discussed the potential requirement of an upper age limit of 50 or 55, but there were differing opinions regarding the age limit of transition to the jets and the government's involvement in the process. The panel concluded that age 55 was reasonable and would not be objected to. A copy of the FAA position on the proposed rule was left with the panel with the agreement that each member would study the proposed rule and submit recommendations. Dr. A.H. Schwichtenburg, General USAF Retired of the Lovelace Clinic, a member of the committee had recently developed tests for the Mercury Astronaut Program which fell in disfavor with some of the prospective astronauts. Ref: The Right Stuff by Thomas Wolf, re: Pete Conrad. June 27, 1959 FAA published its proposed AGE 60 Rule in The Federal Register. NPRM, Fed. Reg. 5247. October 9, 1959 - Review of Pilots Aging Charts by the Staff of the General Counsel's Office. FAA Attorneys have problems with the presentation of the proposed regulation. Spring and summer 1960 The Lockheed Electra in-flight wing failures were caused by engine mount and nacelle design deficiency, but Quesada, at the request of Lockheed, American, and Eastern kept the aircraft flying at reduced airspeed. December 16, 1960 TWA/United Airline mid-air collision over Staten Island. Only one month before, FAA Administrator Quesada told the National Press Club that jet flights were being monitored by radar from takeoff to touchdown. United was well out of the Preston holding pattern and not in communication with the next radar controller. Early 1961 General Quesada retired from the FAA and immediately joins the Board of Directors of American Airlines. It was the end of an era. Early 1980 Congress directed that the National Institute of Health study the pilot aging problem. The NIH assigned the task to the National Institute of Aging. No medical or performance standards were deemed available to identify pilots who would pose a hazard to safety. The Panel concluded that there is no convincing medical evidence to support Age 60 or any other specific age for mandatory retirement. 1990-1993 FAA contracted for the Hilton Study to consolidate accident data and correlate it with flying experience of pilots. ... they concluded that "this suggests that one could cautiously increase the retirement age..." The original CAMI Report contained no specified age cut off, but Pam Della Rocco, FAA contract monitor insisted that the report specify "an age, any age." Age 63 was specified in Revision R-2 only PAGE 75 ..... TARPA TOPICS....NOVEMBER. 1996
after the FAA demanded that an age be published. December 11, 1995 The FAA issued a Disposition of Comment and Notice of Agency Decisions regarding the Age 60 Rule. The Disposition announced the FAA's determination not to propose to change the Age 60 Rule at this time, and its intention to deny petition for individual exemptions. The FAA also extended the Rule to the commuter industry and corporate aircraft operating under FAR Part 135. The regulation allows that the industry has four years to adjust to the new rule thus allowing the oldest commuter pilot, then sixty-eight to fly until age seventy-two. The age of the oldest corporate pilot operating under FAR Part 135 is unknown. December 1995 The PPF filed an appeal in the U.S. Court of Appeals, District Columbia April 22, 1996 The judges, on their own, award the PPF an expedited hearing. June 6, 1996 - The FAA's brief is due June 6, 1996. October 3, 1996 - Oral Arguments are scheduled to begin. The "found" docket tells the tale of an angry man in the twilight of his career, who by using fraud, deception and his personal friendship with the new administrator caused the Age 60 Rule to be enacted to suit his own personal agenda. Like the Berlin Wall, the Age 60 Rule will shortly be an unfortunate memory of times past RCH
Sent by Dick Loomis
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VISITING RUSSIA: FANTASTIC, FUN, REASONABLE! By Bill Dixon Cockpit crew members have a history of liking to travel. If you haven't been to Russia, particularly on a boat trip on the Volga, you have missed a gem! Last year my wife, June, and I and another couple enjoyed an extraordinary two weeks in Russia, plus 3 days in Finland. Finland was interesting and expensive. Russia was a relatively inexpensive, visual smorgasbord! The best and most historic castles and church buildings were mostly spared by the Communist regime and turned into museums. Many are magnificent, such as the Hermitage and Catherine's summer and winter palaces in St. Petersburg, and the Armory Gallery and St. Basil's church in Moscow's Red Square. Countless monasteries are again in use. Our 14 days on a river boat from Moscow to St. Petersburg in August '95 (booked thru Cruise Marketing Int'l, Belmont, CA 1-800-398 2784 offers a small airline discount) was a super experience! From San Francisco we flew Finnair nonstop to Helsinki, and two days later to Moscow. Going through Finland was an agreeable diversion and we avoided flying Aeroflot!
The Grand Palace of Peter The Great
Helsinki is a clean, beautiful city, costly for shopping, food and drink. The city bus tour, and the Islands boat trip were rewarding. Dinner at the Piekka, a restaurant featuring Finnish cuisine, was worth the $75 for two with wine. I ordered reindeer steak! The Piekka was a couple of blocks from our tour hotel, the InterContinental. It's top-notch and included a bountiful breakfast buffet. It also is near the Mamma Rosa Ravintola, an excellent Italian place, charging about $45 for two.
We walked to downtown shopping, visiting Stockman's department store. It rivals any in San Francisco. A light sweater, warm jacket, and raincoat are musts. Temperatures can range from 75 degrees to the low 50's in Finland and northern Russia, and cold rain can strike suddenly in the short summers. Eighty degrees is considered hot, hot! It was arduous and time consuming going through customs in Moscow, but pleasant departing St. PetersPAGE 77 ..... TARPA TOPICS....NOVEMBER, 1996
VISITING RUSSIA...cont'd. burg. There were about 60 on our tour and we arrived weary, but excited, about 2 a.m. at our boat, the Lev Tolstoy, anchored in the Moscow Canal. Cabins were all alike, not spacious but boasting a large picture window which opened. Meals were adequate, but not cruise ship quality! One glass of wine, choice of red or white, was included with dinner. If you wanted it with lunch, or a second for dinner, you paid $2 per glass, same for vodka, gin and scotch. There were two bars - same prices. Waiters - young, nice looking men and women, were courteous and fast, and passable in simple English. These were summer jobs for them and most lived in Nizhny Novgorod, an old city, where we stopped for a few hours. Its river port rest rooms were filthy - fairly common in public toilet facilities, but Novgorod got the prize! It formerly was called Gorky, and was a closed city. All crew members were helpful and friendly, and the entire vessel was kept spotlessly clean - in spite of the fact they hadn't been paid for two months, according to a young guide! Morning maid service was prompt. Laundry and cleaning were rather expensive but ok. The one hairdresser was excellent but spoke little English. A promenade deck circled the 142 passenger vessel. We saw about a half-dozen similar river boats during the two weeks. Ours was primarily for English speaking passengers. If you want luxury and cruise ship entertainment, this trip is not for you, but if you want to touch Russia up close, you can't beat it. A trio played nightly for dancing, but entertainment mostly involved passenger and crew talent and low stakes bingo. Taped modern movies were shown on a big TV.
Cruise ship - Lev Tolstoy
There were tours (bus and walking) of cities and towns along the rivers and canals (many locks), that were interesting beyond compare. The guides that joined us on shore were mostly school teachers (their average school pay - $30 per month) and highly knowledgeable. We changed traveler checks into dollars (preferred almost everywhere) at the Hotel Europa in St. Petersburg. It rivals for luxury any hotel in the world - Its public restrooms are superb! About the third day from Moscow the ship quit cashing travelers checks into dollars and wouldn't accept credit cards; you hoped you had enough dollars with you. Several shops in Moscow and St. Petersburg accepted American Express credit cards and occasionally Visa. Take cash. About $800 per couple should be plenty, unless
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VISITING RUSSIA...cont'd. you are a shopping fiend. There is not much of quality, although we did purchase 5 excellent watches, ranging from $14 to $34. There also is a profusion of nested wooden dolls, decorative enameled boxes, and amber jewelry.
Street vendors
Street vendors abounded around Moscow's Red Square, and principal intersections in St. Petersburg, plus downtown in all but the smallest towns along the river. They would try to sell you maps, guide books, pictures, souvenirs - but weren't too persistent, as in Cairo. Open air fruit, meat, and vegetable farmer
markets, located mostly in large squares, were fairly well stocked! There were a half dozen or so young beggars (not obnoxious) that met the boats looking for candy, gum or money, and our pre-tour information suggested we bring some goodies for giveaway. The boat's cruise director counseled us not to do this, as it encouraged begging. The lipstick and pens did come in handy for extra little tips on board. What we missed most was fresh fruit. A typical dinner was tomato and pepper salad, beef patties, chicken, or fish garnished with rice. Juice, cereal and oatmeal, or sausage and scrambled eggs, bread and jam, coffee and tea, were standard breakfasts. No second helpings! We made our entree choice the preceding day. There were a couple of elaborate "tastings," where the announcement read "nice dress will be appreciated!" (casual was the norm). In Petrozaodsk, we purchased Ben's and Jerry's ice cream two huge dips in a big cone for $2. And there are a couple of MacDonalds available in Moscow and St. Petersburg, if one must have a Big Mac! One could write a book on the fascinating tours along the river (most included), and in Moscow and St. Petersburg. Highlights were the Moscow Circus ($35), the ballet in St. Petersburg ($55), and a spectacular folklore concert in Petrozaodsk. Among the many other towns and cities on the waterways were Kastroma (outstanding monastery exhibition of Romanov family history), Uglich, Iyos, Irma, Kiahi Island, and Valaam, each with its own intriguing tale! May through September are the river cruise months. If you like to travel, want to see a different culture, magnificent museums and churches, exciting vistas, don't bypass Russia! HIGHLIGHTS: -Tour cost for the two of us, including air (which represented almost one-half), and insurance, was just over $4700. We spent about another $800 additionally. -Excellent lecturer on board spoke freely about yesterday's and today's Russia. -Rubles averaged 4600 to the dollar at banks - 5000 from shops and street vendors.
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VISITING RUSSIA...cont'd. -Moscow subway is graffiti free. Escalators are steep and fast. Hold tight to the railing. -Nice young doctor on ship. Charged $20, including medicine, to treat my sore throat. -Depressing are the hundreds of huge apartments in Moscow and St. Petersburg. No nice suburbs, no houses as we know them, except some being built along the rivers! Riverside villagers live in houses mostly old and made of wood, some bright shutters. TAKE WITH YOU: -In addition to the usual, bring your own soap, shampoo, wash cloth, alarm clock, tissue, prescription and common medicines, insect repellent, lots of film, binoculars, money belt, light sweater, jacket, raincoat or umbrella, hat, reading material (excellent factual novel is Ruska), sun lotion, converter and 2-pin adapter, passport copies for backup....END (All photographs in this article are by Bill Dixon...Ed.) Statue of Peter The Great... Built under orders of Catherine The Great
St. Basil's Church in Moscow's Red Square. ...Now a museum.
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VISITING RUSSIA: More Photos
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HARRY'S BAR 5 rue Daunou. Paris by Hank Gastrich Harry's New York Bar. 5 rue Daunou, 2e. Opened early this century and has never looked back, even though the Hemingway era is well and truly over. Popular with Parisians as well as expatriate and visiting Americans, it stays open year-round till the wee small hours. So says Fodor's 1982 Paris Guide. So said my father, a World War I GI (sic) attached to one of the U. S. Army Air Corps' embryo flying squadrons back in 1918. I remember when I broke the news to him that I had enlisted in the navy's flight training program, estranged from my mother and some kind of a leper in that her branch of my family saying, "When you get to Paris, be sure to go to Harry's New York Bar ... sank roo danoo ... and sign the pilot's book they keep behind the bar. All the pilots in our war signed it." I suggest my father exaggerated. I'm sure all the pilots of that war had not signed the ledgers I saw in Harry's Bar some 15 (1957) years after receiving my father's dictum. I am reasonably sure that not all the pilots of World War I had even been to Harry's New York Bar. But I did! Very proudly I signed my name in a ledger. Very proudly? Of course! For someone who when he 'goes' who leaves little behind to show he was ever here, there is some small comfort in knowing that my name is in a book at Harry's New York Bar! Over the years, the original ledger had been filled and new ledgers added, and if I remember correctly, I signed in the 3rd one. All some 2 or 3 inches thick and filled with names, famous and perhaps infamous. I do remember (or seem to) seeing Frank Luke's signature, the renown 'balloon buster' of that war. And the noted French pilot, Raoul Lufbery. Lufbery, battling with the famous Red Knight of Germany, Baron Manfred von Richtofen, invented (through necessity) the "Lufbery Circle" maneuver. Lufbery fought the man who had downed 82 Allied planes to a tie by going into a tight circle in which neither he nor the German could win position to aim his guns at the other. I don't recall seeing Rickenbacker's signature or that of the Canadian, Captain Roy Brown (the pilot most often credited with downing von Richtofen). Sunday, 22 September, the San Diego Union printed the obituary for Andrew MacElhone. Now mind you, I am not given to reading obituaries as a diversion, albeit, as I age I must confess to a temptation to check them occasionally for my own name, but the line below MacElhone's name did get my attention. "Longtime owner of Harry's Bar in Paris, 73." Then the dateline, "Paris." I had to read the ten paragraphs devoted to Andrew MacElhone, owner-manager of Harry's Bar from 1958 until 1989. I am reasonably sure that when I requested to sign a ledger and to look at the others, it was Andy's father with whom I must have talked. And if my own father said he remembered Harry's Bar and from the names I did indeed see in those ledgers from another time, another war, it had to have been Andy's father Harry that purchased the bar from a previous owner. Harry's Bar is noted for having 'invented' several cocktails; the French 75 (named after World War I artillery piece) in 1915; the Bloody Mary in 1919; and the Side Car in 1931. the When Germany occupied France in 1940, Harry and Andy fled to London. Andy served as a captain in the British intelligence corps in Africa and later in Germany. Andy was injured by falling on a land mine in Germany. Andy followed his father back to Paris and Harry's Bar and took over when his father died in 1958. Harry's Bar, 'sank roo danoo' is currently operated by Andy's son Duncan.
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BY PAT & CHUCK HASLER WE HAVE JUST RETURNED (last night 10:30 pm) FROM THE GREAT CONVENTION IN BOS & THEN OUR FABULOUS CRUISE TO BERMUDA. I WOULD LIKE TO GIVE A 5 + RATEING TO THE GREAT CONVENTION PUT TOGETHER BY AL MUNDO & HIS COCHAIRMAN DICK VAUX & ALL THEIR GREAT ACTIVITIES CHAIRPERSONS. 38 OF US LEFT AT 9:00 AM BY MOTOR COACH FROM THE PARK PLAZA HOTEL SATURDAY MORNING ON A VERY SCENIC RIDE TO MANHATTEN. WE THEN BOARDED THE CELEBRITY CRUISE LINES "ZENITH" & SET SAIL FOR THE BEAUTIFUL ISLAND OF BERMUDA. WE WEIGHED ANCHOR AT 4:30 PM & WE HEADED SOUTH FOR AWHILE TO GET AROUND THE HURRICANE THAT WAS NOW EAST OF NY & HEADED NORTH. THE CAPT. DID A GREAT JOB AS THE WAVES DID NOT GET TOO HIGH. YOU WILL FIND A WRITE UP OF THE ENTIRE TRIP ELSEWHERE IN THIS FINE PUBLICATION. I WILL MENTION THE RECIPIENTS OF THE MEDALS THAT WE GAVE OUT BY MAJORITY VOTE. THE MOST LOQUACIOUS: SAM LUCKEY-THE MOST GREGARIOUS: BONNIE PIERSON-THE MOST SEDUCTIVE: RUSS BOWEN & THE MOST CHICK, SOOAVY & DeBONER: WALT WALDO. LAST BUT NOT LEAST THE MOST CUDDLY: IDUS INGLIS. ON THE FOLLOWING PAGES ARE THE SCHEDULED TOURS & CRUISES FOR 1997. GET YOUR DEPOSITS IN EARLY BEFORE THE SPACE IS ALL GONE.
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Regal Princess
England, Scotland, Wales & Ireland April 16, 1997
Alaska Cruise Round Trip From VANCOUVER 7 Days June 1, 1997
Copper Canyon Mexico Post Albuquerque Convention Tour September 5,1997
Book Now so you don't miss the boat, train, or plane!!
1997
TARPA
Tours
- Chuck & Pat Hasler
(415) 454-7478.8 Rustic Way
, San Rafael, Ca 94901
Regal Princess Alaska Cruise
PAGE 84
ENGLAND/SCOTLAND/WALES
&
IRELAND!!
April 16, 1997
Basic program - days1-1 lending in Shannon - $1799pp* Deluxe Castle Extension - Days 11-13 $595pp *A minimum of 22 participants required to operate. If we have 32+ in our group, we each save $100 Air add on available. PAGE 85
TARPA TOPICS.... NOVEMBER, 1996
COPPER
CANYON,
MEXICO
POST ALBUQUERQUE CONVENTION TOUR Roundtrip from El Paso, Texas • September 5, 1997
Air add-on from Albuquerque - $79 (possibly as low as $49)
PAGE 86 ..... TARPA TOPICS.... NOVEMBER, 1996
The following article appeared in , the Retired United Pilots' Newsletter. It is reprinted here FYI....Ed. HEALTH INSURANCE Hello Scotty; I see some references to our insurance premium problems with Cigna, however, we were employed and negotiated our work and retirement agreements with U.A.L. If U.A.L. wants to accept Cigna's cost increase without justification and pass them on to us and further increase our deductibles, we are left at their joint mercy. This was never intended nor can it be justified. We have no way of verifying Cigna's actual costs, how much U.A.L. pays Cigna or how each insured retiree group is pro rated. In recent discussions with the UAL-MEC Office expert, I found they also have no way to determine these items and further they have no interest in doing so for our group. My premiums have increased 89% in the past three years; 63% in two years and 36% this year. My cost this year—$3,363.92 including the $500 deductible. Does anyone believe that Cigna's or U.A.L.'s costs have really increased these amounts? I included articles from the Wall Street Journal and Chicago Tribune to Scotty. Foster Higgens & Co., the widely followed benefits consulting firm, in their latest report states: "Costs for retirees jumped almost 10% and overall costs rose 2.1% in 1995." These are costs to the companies surveyed. Per retiree cost in 1995 was $3,311 for Medicare eligible retirees. Average costs actually decreased in 1994. It is quite obvious that U.A.L. is sticking it to us when you compare these costs. I would also guess that U.A.L. with their "PPO" has lower than the average costs. Our insurance was a negotiated matter. As we approached retirement, we were given choices of the option we wanted and told the cost and also told we could not change options after retirement. Capt. Al Santmyer, the MEC expert on retirement benefits for a number of years before his retirement, and I had a number of conversations on these matters after Al retired. He strongly affirmed that U.A.L. had no right to change our deductibles or raise our premiums. When RUPA established a benefits service provision and Al was then appointed to hear this, I know his intention was to attempt resolution of these problems. As several have stated, Al's death shortly thereafter has left RUPA in a VOID ref. these benefits. My letter to RUPA (418-2) covered the talks I had with then MEC grievance chairman Mike Glawe (now MEC Chairman and Member of the U.A.L. Board) and the UAL-MEC Office regarding the grievances filed ref. health care. In September 1995, I wrote RUPA President Walt Ramseur (Newsletter 430-37) asking for an update on the problem. Walt did not reply to me or to the newsletter. In his President's Report six months previous dated Feb. 6, 1995 (RUPA 428-33) he covered in some detail a meeting with U.A.L. Chairman Greenwald which included discussions on how retirees could aid U.A.L. as volunteers. Health care costs must not have had any priority. It appears even though the membership established a benefit's service provision, our RUPA leadership will not in reality activate this service. Perhaps they don't want to chance using any of their treasury (approx. $100,000). I don't know. Some of you think U.A.L. is trying to force us into their HMO, or to outside HMO's. I have recently had close family experience with an HMO (horrible) and read quite a lot of scary information. I suggest you investigate thoroughly. No problem if you don't get sick! We had best face reality. Neither ALPA nor RUPA are going to help us. To protect the benefits and costs we were promised, we will have to organize and head for the courts. If anyone out there has the time and desire, I think time is very critical. Isn't it exciting that the new corp. made $349,000,000 last year! Good luck. The Wall Street Journal reports that Retirees Medical Costs rose 10% in 1995. CIGNA raised their UAL Retirees premiums approximately 35%. - (88% since 1987.) PAGE 88 ..... TARPA TOPICS....NOVEMBER , 1996
HEALTH
NOTAMS
By Bob Garrett By the time you receive this issue of the Topics, fall weather will be in the air and another reunion will be a pleasant memory. Time really flies when you are getting old, doesn't it? I hope everyone had a healthy and enjoyable summer. Mother Nature was kind to us in Tennessee, not too hot and enough rain to keep the grass and weeds green. I purchased a new Pentium computer and stay busy learning all the new bells and whistles.
Reminder:
I welcome feedback, good and bad, from the troops
and any E-mail from Netbrowsers. E-mail me and/or send those cards and letters to me here in Music City, USA. Bob Garrett 1008 General George Patton Road Nashville, TN 37221 E—Mail address-TGSV43A@ Prodigy.com
PAGE 89 ..... TARPA TOPICS.... NOVEMBER, 1996
New Drug May Help Lower Hip Fractures Risk. A drug recently approved to help American women fight osteoporosis may work better than promised. Merck & Co.'s alendronate, brand name Fosamax, may prevent hip fractures as well as the hormone estrogen. The FDA has approved alendronate because it fights spinal fractures, the small breaks that cause the humped back characteristic of osteoporosis. In the test study, funded by Merck and run by the University of California, San Francisco, high-risk osteoporosis patients took either alendronate or a dummy pill every day for almost three years. The alendronate patients showed a 51 percent lower risk of hip fracture.
Wrinkle Cream Works??? Studies show that so-called age-defying creams with alphahydroxy acid really can reduce wrinkles somewhat and improve the skin. Don ' t expect to look 20 when you ' re 40 or more, but it will make people look better, according a study published in the June issue of the American Medical Association's Archives of Dermatology. Funding for this study came from Unilever, the parent of Chesebrough-Ponds, which makes Pond's AgeDefying Complex, an age cream widely advertised on TV and in magazines. For 22 weeks, 67 women between the ages of 40 and 70 used either DON'T EXPECT TO LOOK creams with glycolic or lactic acid 20 WHEN YOU'RE 40 OR MORE! two types of alpha-hydroxy acids or an acid free lotion. The women were rated beforehand on a scale of 1 to 10, with 1 being undamaged and 10 significantly damaged. Seventy percent of the women who used alpha-hydroxy lotions improved 1 to 2 points on the scale. Forty-one percent of the women in the other group showed similar improvement. Women who showed improvement with the acid showed reduced wrinkling and better color, texture and elasticity. Women showing improvement using non-acid lotions saw a difference mostly in the smoothness of their skin. However, dermatologists caution that this study does not mean alpha-hydroxy lotions are miracle creams. Sun protection is still your best prevention against aging and wrinkles
PAGE 90 ..... TARPA TOPICS....NOVEMBER, 1996
Vitamin A Helping Liver Cancer A new synthetic form of vitamin A shows promise in keeping people healthy after surgery for liver cancer. The drug, developed in Japan, appears to reduce the risk of developing new liver tumors by two-thirds. Liver cancer, often triggered by hepatitis viruses, is a major killer in many parts of the world. After surgical removal of the tumor, the disease often comes back. While some of the recurrences are a return of the original tumor, victims also run a high risk of developing entirely new liver cancers unrelated to the ones that were taken out. The new drug, polyprenoic acid, appears to reduce the risk of these so-called second primary tumors. The drug was developed and tested by Dr. Yasutoshi Muto and colleagues from Gifu University in Gifu, Japan. Their findings were published in a recent issue of the New England Journal of Medicine. They randomly assigned 89 patients to receive either polyprenoic acid or dummy pills. After 38 months of follow-up, second primary tumors had developed in seven of those getting polyprenoic acid and in 20 in the comparison group.
Waterborne
Diseases
May
Rise.
Growing populations and decaying infrastructure are threatening the safety of drinking water with disease outbreaks increasing even in developed countries. Unless something is done soon, according to a recent report, Americans can expect more incidents like the 1993 contamination of Milwaukee water. The microorganism cryptosporidium, which debilitated 25 percent of the city's population, was blamed in 100 deaths. Scientists have disclosed that funding for water treatment and testing around the world has decreased in recent years while water supply systems built a century ago in many European and U.S. cities are in decay. Population growth increases the danger of waterborne disease from bacteria, viruses and other microorganisms and maybe a bigger problem than toxic chemicals and heavy metals. Also, many cases go unreported because they commonly result in ' nothing more serious than diarrhea. In May, the EPA ordered the nation s 353 largest municipal water suppliers to begin testing for cryptosporidium once a month for 18 months.
PAGE 91..... TARPA TOPICS....NOVEMBER, 1996
To Keep Your Blood Pressure Six Reasons To Eat Less Salt Optimal as You Age 1.Just because you don't have high blood pressure now, doesn't mean you never will. Only 2 out of 10 people in their 40's have high blood pressure that requires drugs. But the odds jump to 5 out of 10 in your 60's and 6 out of 10 as you get older. 2.Even "normal" blood pressure increases the risk of heart attack and stroke. Most Americans have "normal" or "high-normal", not requiring treatment with drugs. Anything over "optimal" (less than 120 over less than 80) increases your risk of heart attack and stroke. 3.Not sensitive to salt? Some medical evidence shows that salt-sensitivity is common and there is no simple test for it. So more people may be salt-sensitive. 4.Drugs have side effects; impotence, chronic cough, and fatigue. And they can be expensive. Reducing salt intake and lifestyle changes can help to reduce drug dose. 5.Cutting down on salt is safe. Most reports on the dangers of low-salt diets have been short-term experiments with possible flawed results. 6.Salt causes more than just hypertension. There is growing evidence that indicates salt increases calcium excretion, which raises the risk of osteoporosis and kidney stones. Also, there is some evidence that salt increases the risk of asthma, stomach cancer, and heart enlargement.
Limit Sodium to no more than 2400 mg (1800 mg even better) a day. Avoid foods containing more than 480 mg of sodium per serving. Lose excess weight. Walk briskly, jog, swim, cycle, or aerobic exercise 30 to 45 minutes at least 3 times a week. Limit alcohol to no more than 2 drinks a day. One drink a day for women may cut their risk of breast cancer. Get more potassium, magnesium, and other nutrients by consuming 5 to 9 servings of fruits and vegetables a day.
How to Avoid Trans Fat ( Trans are oils that are "partially hydrogenated" to make them more stable) 1.Look for foods containing no " " " vegetable shortening or partially hydrogenated" oil. 2.Avoid deep-fried foods. The less fat, the less trans. Look for "lower fat" food items. 3.Use olive or canola oil instead of butter, margarine or shortening. 4.If you buy margarine, buy tubs, not sticks and look for "light", "low-fat", or "fat-free". 5.Just because the foods say " cholesterol-free', "low saturated-fat', or "made with vegetable oil" doesn't necessarily mean low in trans fat. Look for "saturated-fat-free".
PAGE 92..... TARPA TOPICS.... NOVEMBER, 1996
Time for some more pearls of wisdom from the Tooth Fairy. Hope all you guys and gals have been brushing and flossing your pearlies.
Did you know that sugarless chewing gum can reduce your risk of cavities? There is growing evidence that chewing gum for 20 minutes after a meal may result in fewer cavities. So pick up some
Have you ever no-
sugarfree cinamon, peppermint or
ticed where you first
fruit-flavored gum and give it a try. Let me know if you notice any improvement in your dental
begin to brush your teeth? On the outside teeth if you are like me.
health.
But the most overlooked and underbrushed teeth
How
much
time
do
you
are the inside bottom front teeth. If you want to keep
spend
each
time
you
brush
your
teeth?
the back of your teeth and
The
the front, better change your brushing routine to
average for
45
person
seconds.
brushes Dental
do the backside first before moving to the outside teeth. Doing the hard part
experts minutes
recommend or
about
two
the
time
first may increase the chances that all your teeth will be bright and clean.
to listen to a song on the radio.
Remember: Brush only the teeth you want to keep!
PAGE 93..... TARPA TOPICS.... NOVEMBER, 1996
Take a blanket with you the SHORT
ONES!
Did you know that a little hanky panky before your PSA (prostate-specific antigen) test, can send it off the scale? New research suggests that sex 48 hours before the test may send PSA levels up 40%, temporarily. These false readings could result in an unnecessary prostate biopsy. It may take two days to return to normal levels. Prostate surgery, TURP, (transurethral resection of the prostate) and prostate biopsies can send PSA levels high. Wait 6 weeks after surgery for any new tests. Did your mother always tell you to eat your vegetables when you were a kid? Well, she was just trying to help your eye sight in your old age. New research suggests that certain compounds in fruits and vegetables may help your eyes even if you suffer from macular degeneration. This is good news since macular degeneration is the leading cause of noncorrectable vision loss in people over 50. Researchers began to notice that older folks who ate lots of produce, especially leafy greens, had less degeneration than their peers. Antioxidants, along with vitamin E, help fight the progression of this disease and heart disease by helping to keep the blood vessels unblocked.
next time you have surgery! Doctors blanketed 104 surgery patients and 96 got the standard operating covers. Only six blanketed patients developed infections, while 3 times as many of the standard covered ones got infections. Also, the warmer patients had their stitches removed a day earlier and left the hospital 2 days sooner. The blankets are not normal ones, they are connected to a special warming device that allows warmed air to flow over your body. Higher body temperature causes an increase in the oxygen in the blood, resulting in faster healing and helps kill bacteria.
stroke away? A 15 year study revealed that men who drink the most favonoids, compounds that occur naturally in plants and plant products , had a 73% lower risk of stroke than those who consumed little. Black tea and apples were the major sources of flavonoids, with tea contributing the greatest amount. Flavonoids appear to reduce stroke risk by hindering blood factors called platelets from clumping and forming clots. As powerful antioxidants, they block the oxidation of LDL cholestrol form sticking to arteries.
PAGE 94 ..... TARPA TOPICS....NOVEMBER, 1996
By Hank Gastrich
NEW ADDRESS: Hank Gastrich 291 Jamacha Road #52 El Cajon, CA 92019 Tel/Fax: 619-401-9969 Internet: 104342,775 (@compuserv)
New! Merriam and Webster define the word new with seven usages. None of these are either especially apropos or diametric to the new-look GRAPEVINE. Starting with a new address for ye olde editor, it was my choice (tacitly approved) to bring a new look to the entire first page. The picture is for the 92.2% of Tarpans who never knew me ... as well as for the 13.6% of those old timers who knew me when! To let them all see that old Hank is still the same, sweet, handsome, lovable, shy and introverted person he ever was. I frequently thumb through the TARPA Directory (very fine book - not much plot but a helluva cast) and see many names I never knew. If I do not recognize these retirees' names (mostly) then it is logical to expect they do not know me. As of now, mid-September, I have completed 8 pages for the November GRAPEVINE. Seven Tarpans have sent letters and pictures, and with a little added humourous (sic) items, we may end up with a 10 page GRAPEVINE. Saves a few bucks I expect, but if we have money budgeted for a larger GRAPEVINE, it would be unwise NOT to spend it. Like government appropriations ... if we reduce GRAPEVINE cost in the November issue because of fewer pages, it will be difficult to increase it for the March TOPICS if the need is there. There are times I blame my "comments" on the sparsity (yes, I checked the dictionary) of GRAPEVINE mail, and if the reason lies there I do apologize. Humor isn't humor if it hurts ... anyone! Often it backfires. Once I was flying a Piper Saratoga ($95/hr rental rate) from San Diego to Yuma in clear weather but with a strong north wind. Knowing I would land on Yuma's north (35?) runway I intentionally let the airplane drift southward (into Mexican airspace) to what I planned as a left base leg. Figured I might save a few minutes ($1.50+/minute rental rate)! When I contacted approach control, their first comment was, "Saratoga 97 Whiskey, do you know you are in Mexican airspace?" I replied, wittily I thought. "SI!" A few seconds (2 1/2 cents/second rental rate) passed and approach replied, "97 Whiskey, turn left to 320째 and fly toward the mountain you'll see!" Approximately $35 dollars later approach turned me to a southerly heading and advised me to contact Yuma tower. "ROGER!" I replied, and should have added, "lesson learned!"
PAGE 95..... TARPA TOPICS.... NOVEMBER, 1996
GRAPEVINE (coned)
Los Osos, CA
BEN YOUNG
Dear Hank, We attended the 39th annual Merced Antique fly-in in June. Dick and Alice Escola both work very hard putting on this huge fly-in every year. Carl Schmidt came up to visit them and enjoy the airplanes. Ben and Didi Young Carl Ben and Didi Dick and Alice
Thanks for the letter and picture Ben. The aircraft is Ben's 1942 Fairchild 24 ... a wonderful flying machine! Oh yes Ben, one question? How did you ever get Didi to consent to your having the Budweiser truck back up to the door? This was a two-part question! Have you emptied it yet or is that still on the list of "things to do?"
PAGE 96 ..... TARPA TOPICS.... NOVEMBER, 1996
GRAPEVINE (coned)
KATIE BUCHANAN
Stateline. NV
Capt. Henry E. Gastrich TARPA TOPICS Gra p evine Editor 11450 Via Rancho San Diego, #187 9201-5 El Cajon, CA Dear Hank: I just returned home to my cabin on the mountain at Lake Tahoe, Nevada, after a busy but fun week at the TARPA '96 convention in Boston. Congratulations go to chairman Al Mundo and his efficient crew who did a superb job. Having the Registration headquarters and the Hospitality Room next door on the hotel mezzanine floor was most helpful for the 300 plus who attended the convention from not getting lost. Boston is a beautiful city and except for Thursday's and Friday's damp weather, there was a lot of sightseeing and good eating. For the fortunate ones who happened to be in the hotel lobby on Wednesday afternoon, we were entertained with Bavarian native songs and yodeling by a group on tour of the United States from Lucerne, Switzerland, It was a thrill for me as this area in Europe was a favorite spot for the Buchanan Family. With deep regrets this year, I had to give my faithful, loyal, vivacious, ambitious and some times lively bartenders a vacation, but next year in Albuquerque, I hope to have them back and on the payless roll. It's always a special privilege for me to be involved with TARPA and to host the Hospitality Room at the Conventions. God willing I plan to see you all next year in New Mexico. THANKS to all of you for you "KINDNESS." Katie Buchanan P.S. On my flight home out of St Louis to Reno, I was on the receiving end of tip-top service from Flight Attendant Carol L. Harvey. She was the grand-daughter of Captain Thomas R. Cockcroft.(Deceased) He was hired by TWA on June 1, 1936, retired in 1964 and flew out of JFK . Her family would appreciate any information relating to his flying years with TWA and how they can obtain a copy of his photo that is in "The Making of An Airline." If anyone out there in TWA land have any info about Capt. Cockcroft, please send it to Carol L. Harvey, 4 Rustic Meadow Ct., St. Peters, MO 63376.
Bless you Katie! What a fine report on the convention and the flight from Bawston. And all "camera ready." Voila! I think I shall engage you as my 'secretary' ... as the bartender jobs, the pay isn't much (nil) but the hours are long! Thanks again.
PAGE 97..... TARPA TOPICS.... NOVEMBER, 1996
GRAPEVINE (coned)
BOB ZIMMERMAN
Lakeside. CA
Dear Hank, In the summer of 1952 I was a reserve copilot at LGA and I worked on the Martin delivery program. Captain Clarence Robey was in charge of the 404 program. We stayed at the Lord Baltimore Hotel in Baltimore. We would go out to Martin Aircraft, load up with attorneys and contract people and fly to Wilmington, DE where TWA was incorporated. The airplane would be purchased and we would fly the "white collars" back to Martin before we flew the new 404 to Philadelphia to meet the next LGA Martin inbound flight. The passengers would be off loaded from the old (sic) plane and loaded onto the new Martin. We would ferry the "old" aircraft to LGA and the new aircraft would arrive in New York state as an "used" airplane. Pretty crafty, huh? Must have been some sort of tax advantage, huh??? At that time in the history of TWA Uncle Howard usually appropriated a new aircraft model for his personal toy. One of the Martins was designated for delivery to Mr. Hughes at Burbank and Captain Robey asked me to accompany him on the flight. The plan was to fly to MKC, R.O.N., and then, with full tanks, fly nonstop to Burbank. Per instructions from our owner, his designated aircraft was ran up at 0400 each morning (seasonal temperature and dew point were "just right"). The cowlings were raised and lowered with contoured, felt lined blocks; we wore 'bootie' over our shoes whenever we entered or operated the plane. After a week of run-ups and delays we got the green light. We were just airborne when Martin tower contacted us with the request (sic) to return and land - Mr. Hughes was on the telephone. We returned, shut down and Clarence went into operations. When he returned in a few minutes, the normally mild mannered, all a copilot could wish for in a captain, Captain Robey was now irate, almost incoherent and close to apoplexy. He advised me to return to LGA; Hughes had told him to tell Glenn (Martin) to "store the plane as he (Hughes) did not have room for it in Burbank." Martin later had TWA fly it to MKC where it languished in the hangar for weeks before it ended up in Texas, leased or sold to an oil company! And that's what happened to the 41 st Martin 404. TWA had 40 404's and 12 202's which made up a fleet of 52 aircraft that replaced the venerable DC-3's ... 75 of them!
s You should have sold the 41 ' Martin ... and retired early ... and I would have moved up a notch, Howard would probably never known that you and Clarence sold a Martin. I kinda remember Howard letting a 1649 Constellation languish [I like your words, Bob] in Montreal long enough that it technically required Canadian registration. Still ... I like the way things were when Howard was boss.
PAGE 98 ..... TARPA TOPICS.... NOVEMBER, 1996
GRAPEVINE (cont'd)
Costa Mesa. CA
RON TREPAS
Hi Hank, Just received my pictures from an early fishing trip at Langara Island in the Queen Charlotte Islands. We departed Vancouver for Sand Spit via Convair 580. At Sand Spit we were transferred to float twin Otters, and to the MV flown Marabell for fishing. The Marabell was our home and we fished from 17 foot skiffs. Fishing was from 0530, first light, until around 2200. On Monday we went looking for larger Halibut and that found some afternoon. I landed a 134# fish around 1500 and a 103 # one at 1645. That was my limit and both Master qualified for Fisherman awards with OAK BAY MARINE! It was a great fishing trip for four nights. Oak BAY has a 2 for 1 deal if you are willing to wait until the last minute to go ... and they still have openings. You get yourself to Vancouver, BC in the morning - the rest is on them. Good fishing, good food and good company ... and all a lot of fun. Here's a picture of the 134 pounder. Ron P. S. Fishing is without a guide, two to a boat. so you make your own mistakes! Fantastic Ron! How'd you get that monster and his wife to Costa Mesa ... in a twin Otter? I've never seen so much Sushi in one piece. I'll bet the ocean dropped 6 feet when you pulled those on both sides of the Pacific. Do you plan to mount it? With a saddle or bareback? two out who made You remember the story from Bible School about "ol" Jonah that lived in a whale that fishes abdomen." Maybe you can get a Boy Scout - or a Boy Scout troop his home in to send in and check that thing out ... inside! Do you think those fishes might have migrated to the Pacific ... from Loch Ness? Ron, when you go telling fish yarns, feel free to use any of the foregoing, less than witty bon mots. Your welcome.
PAGE 99 ..... TARPA TOPICS....NOVEMBER, 1996
GRAPEVINE (cont'd)
EARL JINNETTE
Calpine. CA
Dear Chuck, As per our telephone conversation I'm sending copies of old photos I hope other retirees will enjoy. About 5 years ago I submitted to the Skyliner a picture of one of TWA's old Boeing 307 B-1 airplanes that was taken in Saigon. It would have complimented Ed Bett's most interesting history of the Boeing recently published in the TOPICS. However, probably a bit too much at this time. In September 1945, after 2 years as a flight engineer in ATC I hired on with TWA as a student flight engineer. After check out, the first line Captain I flew with (on a Boeing 307 B-1) was Ted Weaver. Ted is here (on the left with helmet and goggles) in a Curtiss pusher trainer. I failed to check out as a Flight Engineer on the Curtiss Trainer ... the systems were too complicated. When Ted gave me the photo (about 1968) he told me the location and date of it but time has canceled out these facts. The other picture is of Ted Weaver standing beside a TAT (Transcontinental Air Transport) Ford tri motor. Ted flew this airplane as a TAT Captain during his service with TWA's predecessor airline. That photo was taken in front of my hangar at Santa Paula in 1972. I feel genuinely privileged to have known and flown with some of our aviation pioneers.
Thanks a million Earl. The pictures as well as your letter was terrific. I hope to get the copy of the Boeing from the Skyliner and the others on the next page. You say you feel privileged to have flown with some of the aviation pioneers in our business? Earl, hasn't anyone ever told you, "You are one of the more stellar of the pioneers" and it is I who feel privileged to tell your stories and use the pictures of yesteryear in the Grapevine. Thanks again. Hank. During the Vietnam War, TWA, on the MAC-PAC contract, made innumerable flights to Saigon. On one such trip I was flying as I.R.O. and struck up the acquaintance of an FAA Inspector who was riding with cockpit authorization. At his suggestion, we decided to view a couple of old airplanes when we arrived at Ton Son Nhut Airport. To my amazement, there, on the ramp, was one of TWA's old Boeing 307B-1 airplanes and another in the hangar! Each was in immaculate condition, inside and out. It was the inspector's turn to be surprised when I told him that not only had I seen those very same aircraft 25 years previously, but had 500 or more hours in possibly each aircraft in my early years as a TWA flight engineer. These two aircraft, I was told, had been flying daily passenger runs between Saigon and Hanoi throughout the duration of that strange and infamous conflict. Submitted by Earl Jinnette Retired PAGE 100 .....TARPA TOPICS.... NOVEMBER, 1996
GRAPEVINE (cont'd)
Above: Captain Ted Weaver and 'unknown' copilot (or student?) in Curtiss Trainer, a two-place replica of the Curtiss Reims Racer. The Curtiss Racer won the Gordon Bennett trophy race held before 150,000 spectators in Reims, France on August 29, 1909. Races in that era were solo flights over a measured course. Glenn Curtiss with an average ground speed of 46.6 miles per hour bested his closest competitor who flew a French Bleriot, by 5.8 seconds. Below: Ted Weaver beside a TAT Ford Tri-motor.
PAGE 101.....TARPA TOPICS.... NOVEMBER, 1996
GRAPEVINE (coned)
Sun City West. AZ
NEUMAN E. RAMSEY
A recent visitor to Boston had heard about the wonderful scrod that was available there. Accordingly, he approached the concierge and asked, "Where can I get scrod?" With a look of surprise, the concierge replied, "I've had that question asked hundred of times, but this is the first time I ever heard it in the plu-perfect subjunctive!" Very well put Neuman, and I think it was scrod I got when I took this job - I knew there was something fishy about the offer. An aside to the troops. I'll wager Neuman didn't think I would know that plu-perfect means past perfect and subjunctive means to use as a verb. I didn't ... but I have a son and a daughter-in-law whom are teachers (note the whom which means, "now often considered stilted esp. as an interrogative and esp. in oral use; occas. used as predicate nominative with a copulative verb)" PITA BREAD (How to make it) This Old World bread is irregular in shape, puffed with a hollow inside. As of now (late August), the mail is very light (explains the long comment to Neuman's anecdote, huh?) so here's the recipe for some home made pita bread ... first time I made some I thought it was pizza bread and slopped cheese and salami all over it:
Preparation time: Baking time: Ingredients:
1 hour, 20 minutes 15 minutes
1 teaspoon salt 2 cups active sourdough starter 3 cups white bread flour 2 bottles Michelob beer (or 12 oz. good red wine)
piece 1/4 inch thick (careful to not roll too thin as pita will become cracker-like when /2cupwarmte 1 baked). Place pita rounds on floured surface and cover with towel. Allow to rise 45 minutes. Place oven rack on lowest level (not the broiler dummy). Preheat oven to 550째F.
In large bowl mix water and salt, stirring until salt dissolves. Blend in olive oil. Stir in starter; mix. Add flour 1 cup at a time, stirring each time. When dough is too stiff to stir, turn dough onto floured board, and knead about ten minutes until smooth and satiny, adding flour as needed
Use baking sheet (not insulated style) with non-stick surface or use cooking spray. Place 3-4 pitas on baking sheet. Bake 4-5 minutes until puffed and lightly browned. Repeat, cooking all pita breads. (Cool baking sheet (or use two) before placing uncooked pita on it.
Pull apart dough, forming 9 equal pieces; roll into egg sized balls. On well-floured board, roll out each
Nutrients per pita: calories 252; protein 7g; carbohydrates 46g; total fat 4g; cholesterol 0 mg; fiber 2g; sodium 239 mg.
PAGE 102 ..... TARPA TOPICS....NOVEMBER, 1996
GRAPEVINE (cont'd)
GERGE BORGMEIER
Albu q uerq ue. NM
Dear Hank, No one can say too much about Bob Kadoch! He was one - in - a million in my book. I flew a Connie ferry trip from STL to MKC with Bob sometime in the late 50's His canine friend was in the cockpit with us as usual. After landing, Bob instructed me to taxi to the hangar from my side, using the brakes for steering. Just before we got to the hangar, Bob put the dog in the Captain's seat. To the signal man on the ground below, it looked as if the dog taxied the Connie in!
Good "Kadoch story" George. Number 899? 01' Bob was something else but loved by all (man and dog!). !! WAYNE SEVERSON
Mission. KS
Dear Hank, Thanks for putting the information about Dean Allin in last month's GRAPEVINE. So far he has received two letters and probably will get more. Wayne Not if they write Dean like they write the GRAPEVINE Wayne ... albeit, I just sent Dean a letter myself after talking with you. (Yes ... this was a telephone call ... not a letter). LOVE STORY It's been said, "a pictures is worth a thousand words!" I wonder if I have ever loved anyone this much!!!
PAGE 103 ..... TARPA TOPICS.... NOVEMBER, 1996
GRAPEVINE (coned)
GENE GEROW
Trout Creek. MT
Dear Hank. After my bid was accepted on TWA's International Division my first line check was scheduled with Captain Don Terry. I had been warned by other TWA pilots that Captain Terry was an exacting check pilot; they said a check ride with Terry was being 'terrorized'. The flight was from Paris to Cairo and true to his predicted form, Terry launched into an involved description of what he expected me to accomplish during this check ride. I couldn't remember half of what he had said, so when he asked me if I understood what was expected I just said, "Don, I hear you clucking but I can't find your nest!" Terry raised his hand, as if to slap me for my impertinence, but suddenly burst into laughter. Maybe he liked a surprise punch line with a surprise ending but we became friends for as long as I was in the International Division. When I started flying my own schedules to Cairo I found that crew meals were consistently bad. Shrimp from Alexandria could be delicious but sometimes the old truck which brought the seafood to Cairo broke down in the Sahara and the seafood turned into pure poison. And the steaks we were getting at the Heliopolis Palace where the crews stayed looked as if they had been run over by street traffic and they smelled bad. My crew noticed that BOAC crews were getting steaks that looked and smelled like Celtic Hotel Chateaubriands And asked me to find out how we could get steaks like that. Now most Americans know how reluctant Britishers are to converse with strangers not properly introduced and my questions to BOAC crew members went unanswered. So, I tried a different approach. I went to a store where the clerk was the beautiful Fortuna Cohen whose brother I knew in Tel Aviv. She sold me a bottle of French wine she knew the French chef at the Heliopolis Palace liked which I took through the back entrance of the hotel and presented to the chef. He brought forth a couple of glasses and we sipped the fine French wine while I told him the problems I and my crew were having getting edible steaks. He said the problem was when we ordered. He instructed us to ask our waiter for, "Bifstek; Pas de Gamoose!" (beefsteak - not water buffalo!). After that, the crew always let me order dinner in Cairo. On the trip home we usually holed up in Lisbon for three or four days before starting the long and tiresome westbound Atlantic crossing against the prevailing winds. Unlike the 'stiff necked' Cairo Britishers we tried to meet in Cairo, in Lisbon we associated with what were called "Gibs." British operators and work folk from Gibraltar. We found the Gibs to be very warm, friendly people and often they would approach with hand extended and say, "Aren't you the Captain that just brought in the TWA Connie?" At the Monte Estoril where the crews stayed we tried to break the monotony of the long layover by going to the bullfights. Ole! In Lisbon they didn't kill the bull. Or we would go
PAGE 104 .....TARPA TOPICS.... NOVEMBER, 1996
GRAPEVINE (cont'd)
swimming at Ginshu Beach (the most western point on the European continent) where we would dine on delicious, freshly caught lobsters taken from an underground pool A hunchbacked, Portugese man, sack and lantern on his back, would go down a winding staircase into a huge, cavernous underground pool. Reaching bottom, he would raise the lantern and we could see hundreds, perhaps thousands of wriggling creatures which as he raised one by one we could see were huge lobsters. None under two pounds I'm sure. So each of us in the group would select 'our' lobster and back upstairs we would sip fine Portugese wine while we waited for the freshly captured lobsters to be served ... with a salad. As I recall, the price for dinner including tip was maybe 42 'scuds' ... when escudos were 28 to the dollar! A buck and a half ... lobsters are probably that much an ounce now! Where did we go wrong Hank? Sincerely. Gene Gene, thanks for the trip back to yesteryear! I remember going out to Ginshu with Captain Harold Aikens and a very shapely French hostess. She wasn't allowed to wear her 'bikini' at the hotel pools around Caiscais ... we couldn't get her to ' model' it in our room so we went out to Ginshu. We went behind huge boulders to change into our swimming attire and Yvonne (aren't all French hosti named Yvonne?) was the one for whom the designer envisioned the bikini. Later, when I was commenting on Yvonne's attributes I remember Harold saying, "Well, I dunno. she doesn't have too many, er, breasts!" I knew he meant "too much" or "too big of," but you can bet I stayed on his knowledge of female anatomy all the way back to Kansas City (where we both lived).
The GRAPEVINE has moved! The EDITOR has. NEW ADDRESS: EL CAJON, CA 92019 291 JAMACHA ROAD #52 TEL/FAX: 619-401-9969 E-MAIL ADDRESS: 104342,775 (@ compuserve)
PAGE 105.....TARPA TOPICS....NOVEMBER, 1996
GRAPEVINE (coned)
FUNNY OR NOT - HERE IT IS! If you see this page in the November Grapevine, it is because YOU failed to write to give me something better to put here:
PAGE 106.....TARPA TOPICS.... NOVEMBER, 1996
GRAPEVINE (cont'd) HANGING ONTHERAIL
SAILING
ON
THE
QE-2
Don ' t let the above picture fool you. Shortly after it was taken, a guy came up to me and ordered a couple beers. I told him I couldn't do that because I was the " HEAD " waiter. Now all you Navy guys know what that means...... That expression, " Hanging On The Rail " covers a lot, you know. Most folks very much enjoy the docking in and out of port. Others, like Bob and Fay Widholm above, were just puttin ' on the dog. On the other hand, a lot of people use it for emergency measures. We know the TARPA cruise to Bermuda was a GREAT success under the fine leadership of Pat and Chuck Hasler. There were " no stops " to visit their relatives on the " " way either. We ' re ready for another TARPA goes to SEA in ?? OR The Mississippi OR San Francisco to Oakland. OH, I see...It ' s Manhattan to Brooklyn... "Hang in there everybody",
PAGE 107..... TARPA TOPICS....NOVEMBER, 1996
EPILOGUE And in the lyrical words of of blue eyes, "And so my friends, I've reached the end," and its time to wind this down ... or up. I just checked the back issues of the TOPICS and find it hard to believe that this issue culminates two years of assembling the letters, cards and pictures that comprise the GRAPEVINE. No waaay! Two years? Seven issues? Tempus does fugit, does it not? Forty three years ago (10-53) I moved a wife and 5 siblings to Kansas City and started copilot training in the hangar at 10 Richards Road. Sometimes I think I still hear the sound of high heels ... host-i trainees going thru the halls to their classes ... my first training flight with the late Captain Merrill Shurtleff and First Officer Rodeberg. 'Rodey' later became my golf pro so Rodey not only taught me airline flying but also taught me golf! I'll add, "using the word loosely," and leave it to you whether it should be 'taught' or should be 'golf '. Or both!! Those were indeed good days. With good, what am I saying, nay, great people. Looking through my files (sic) I found a February 1953 radio range flight plan (thanks to Gordon Hargis) from Dayton to Washington D. C. With a stop in Wheeling! Wheeling? Created by the TWA cartographic department! The cartographic department also created our approach charts and out arrival charts. As I recall, a helluva lot less cluttered than today's scribblings, huh? I think Jeppesen 'stole' our cartographic department. Notice the terrain clearance features. We had something similar for the North Atlantic and Europe. And remember trying to contact Oceanic Control? On an HF frequency? When the "Northern Lights" were 'acting up'? Maybe some things are better today but
How
long
From such crude beginnings we now have nonstop flights from New York to Athens ... is too long even further over the Pacific! And only a day or so away (in relative time) TWA will be in space? flying 'shuttles' to Mars and even my old planet Anwar 17. On the subject of outer Astronaut Shannon Lucid, space travel, I would be very remiss were I broke the U.S. record for not to include a salute to Shannon Lucid, our consecutive days in space. Now she's facing tons of lady astronaut who spent some 188 days (not tests on the effects of unlike a 2 night layover at Dessie's in weightlessness. 4A. Lucid NASA Vandalia) in space with some of our astronauts and a few Russian cosmonauts. Congratulations Shannon, and by the way, I think your safe enough now to forego the need to keep your legs crossed so tightly (reminds me of some of the ... er, never mind)! Enough! Remember folks ... the GRAPEVINE has a new address, so ... use it ... or, put another way, write, dammit, WRITE! Let us know how things are. Everyone thinks retirement is easy. As we all know, it's hard work. So share the problems, share the bliss, keep from reading, junk like this. So long until the March issue ... oh yes, "Merry Christmas to all and to all a good night!"
PAGE 108 ..... TARPA TOPICS.... NOVEMBER, 1996
August 18, 1996 Capt. Charles E. MacNab Editor TARPA TOPICS 1865 Penny Royal Lane Wentzville, MO 63385 Dear Chuck: Thank you for the fine tribute to Larry Trimble in the July '96 TARPA TOPICS and thanks to " Claude Girard for furnishing the "Larry Trimble—One Of A Kind article. It covers Larry's i mpressive aeronautical career very well. Yes. He was one of a kind. I first met Capt. Trimble in the cramped dispatch-weather-radio room on the 2nd floor of the rickety, old hangar on 63rd St. at Chicago's Municipal Airport one stormy night in 1941. In spite of his 'juniority' Larry was flying Captain on TWA's brand new Boeing Stratocruisers. They were not too popular with some pilots at that time mainly because of the problems such as he experienced that very night. Just before touchdown on the final approach Larry closed the throttles per standard procedure. "But, " he said squinting his right eye and smiling, "Nothing happened!
"
With little space to maneuver he managed to pull up. After checking the throttles thoroughly and finding them working perfectly, he made a routine landing and taxied to the tiny terminal. It is hard to believe that after his many years of flying different and often difficult aircraft into countless airports world wide under all sorts of conditions, a mean patch of highway ice up north in Maine could abruptly end Capt. Trimble's action filled life. I prefer to picture him at the controls of that Stratocruiser taking off on one of CGO's short runways, confidently climbing through murky midwestern weather then breaking out on top in clear, cool starstudded skies making his Final Flight. Good night, Larry. Over and out. Best regards, R.W. Goldthorpe
PAGE 110.....TARPA TOPICS....NOVEMBER, 1996
August 5,1996 Charles E. MacNab, Editor TARPA 1865 Penny Royal Lane Wentzville, MO 63385-4302 Dear Mr. MacNab, I am writing this letter on behalf of my sister, Margie Campbell, widow of Richard G. Campbell who lost his life on July 17 aboard TWA flight 800. In an effort to do something positive as (we) begin to heal, we have established a scholarship fund to honor Richard's memory and to help others in need. I have enclosed an information sheet on the Richard G. Campbell Education Foundation, "If I Could I Would", and hope that you will see to it that it gets printed and emphasized in your next publication. I believe that most of the questions you may have can be answered by the information provided. If you do need further information, I would be happy to talk to you at any time. Richard Campbell was a member of TARPA and had planned to attend the convention this year. I have also enclosed a copy of a letter that many of our family members and friends have submitted to newspapers around the country. We are all grateful for the care with which we were treated by TWA personnel. Feel free to print that letter if you care to. Thank you. Sincerely, Sandra Hammett 708 Bremerton Drive Greenville, NC 27858 (919) 321-2852 cc:
John P. Gratz, President 1646 Timberlake Manor Pkwy. Chesterfield, Mo. 63017
Editor's comment: Information on the Richard G. Campbell Education Foundation is located next to the Flight 800 Memorial section in this edition of TARPA TOPICS.
PAGE 111 .....TARPA TOPICS....NOVEMBER, 1996
Charles Davis 1420 N. Jameson Lane Santa Barbara, CA 93108 805-969-0980 July 8, 1996 John P. Gratz, Pres. 1646 Timberlake Manor, Pkwy. Chesterfield, Mo. 63017 TOPIC In serious vein this ode must be and thus I state my case. It has to do with Tarpa site where annual fete takes place. I am aware of diverse thought, distinct amongst our group, when time arrives, selective-wise, some grumbling from the poop. Entitled then, as each should be, to have a preference...Right? " Each minion amongst the "regulars should state a favorite site. Well I prefer to generalize, much simpler to portray. A mild approach is always sage when joining, hmmm, the fray. So Hark! Now list to ramblings here, some wisdom, well, perchance. I see a vast and endless lake and on a hill a manse (lodge). It's Central Mo, and long ago we reveled, pleasured there. No hustle, deadlines, bus to catch, and no one seemed to care. " And then, oh yes, the cost, the fee, for "outing , as it were. A monstrous gap 'tween present ones, I must, indeed, infer.
My goodness then, why strain and sweat in cluttered urban sprawl? A moderate choice, resort perhaps, unless one needs a mall. May be alone in preference here and maybe not, don't know. You folks might bandy subject then, your interest could just grow. P.S. Hannibal? I was born there and the burg warrants some consideration. Samuel Langhorne would be pleased as would Finn, Sawyer and Becky Thatcher. Indian Joe, also. Much to do: The Cave, Lover's " Leap, Riverview Park (Twain is there, staring out at "OL MAN RIVER , side trips to Quincy, Palmyra (folks were married there), Shelbina, Indian Mound Park (don't know which tribes but the chiggers would be ecstatic), Marble Creek Graveyard (many Davises), and finally, a tour of the Fifth Street Baptist Church where I became a member of the Cradle Roll Department. Very good fishing in the Salt and various sloughs. Oh yes! A painting contest, the white picket fence. Think it over. Black Dog Ed note: I have it on good authority that the previous tongue-in-cheek suggestion by Black Dog, to hold a TARPA convention in Hannibal, Missouri really comes from his mother...who owns a bed-and-breakfast there. (AND a grain elevator, bank, beauty salon, cafe, two gas stations and the "Huck Finn Theater. " I understand Chuck Hasler is all for it .. he's setting up a speelunking tour of "lost cave." PAGE 112.....TARPA TOPICS....NOVEMBER, 1996
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BARBARA
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34210-3304
CA 91362
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