TARPA CONVENTION 1998 SEPTEMBER 29 - OCTOBER 2
CONTENTS TARPA TOPICS THE MAGAZINE OF THE TWA ACTIVE RETIRED PILOTS ASSOCIATION
FEATURE ARTICLES: TARPA CONVENTION '98 by Bob & Ilse Dedman
DEPARTMENTS:
7
PRESIDENT'S MESSAGE by John P. Gratz
3
THE AVIATOR by Mike Larkin
28
EDITOR'S NOTE by John P. Gratz
4
SALUTE TO THE 747 by Jon Proctor
29
SEC./TREAS. REPORT by Phil Belisle
5
MEMORIES OF THE 747 by Lou Burns
32
D.A.P. REVISITED by R.C. Sherman
6
JET SETTERS by Walt Gunn
36
TARPA TOURS by Chuck Hasler
23
T&WA FLIGHT 3 by Ona Gieschen
71
GRAPEVINE by Hank Gastrich
29
FLOWN WEST
61
BOOK REVIEW by Bill Dixon
81
A GATHERING OF EAGLES by Mike Larkin
77
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: John P. Gratz, Editor TARPA TOPICS 1646 Timberlake Manor Pkwy Chesterfield, MO 63017 TOPICS is an official publication of TARPA, a non-profit corporation. Editor bears no responsibility for accuracy or unauthorized use of contents.
Cover: 747 Photo courtesy: J. Proctor
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DEDICATED TO THE PIONEERS OF TODAY'S TRANS WORLD AIRLINES WHOSE VISION, EFFORT AND PERSEVERANCE MADE IT ALL POSSIBLE. WE EXPRESS OUR SINCERE GRATITUDE.
1646 Timberlake Manor Pkwy John P. Gratz (314) 532-8317 Chesterfield, MO 63017 1034 Caroll ASSOCIATE EDITOR David R. Gratz St. Louis, MO 63104 291 Jamacha Rd, Apt 52 GRAPEVINE EDITOR Henry E. Gastrich El Cajon, CA 92019-2381 (619) 401-9969 960 Las Lomas HISTORIAN&CONTRIBUTING ED Edward G. Betts (310) 454-1068 Pacific Palisades, CA 90272 John S. Bybee 2616 Saklan Indian Drive #1 FLOWN WEST COORDINATOR (510) 938-3492 Walnut Creek, CA 94595 8 Rustic Way TARPA TOURS COORDINATOR William C. "Chuck" Hasler (415) 454-7478 San Rafael, CA 94901 Jack Irwin 2466 White Stable Road INTERNET WEBMASTER (314) 432-3272 Town and Country, MO 63131 EDITOR
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 retire status. OFFICERS AND DIRECTORS, 1997/98 PRESIDENT FIRST VICE-PRESIDENT SECOND VICE PRESIDENT SECRETARY/TREASURER SENIOR DIRECTOR DIRECTOR DIRECTOR EX-PRESIDENT
1646 Timberlake Manor Pkwy John P. Gratz (314) 532-8317 Chesterfield, MO 63017 3728 Lynfield Drive Robert W. Dedman (757) 463-2032 Virginia Beach, VA 23452 Robert C. Sherman 1201 Phelps Ave San Jose, CA 95117-2941 (408) 246-7754 Phillip M. Belisle 3145 Geary Blvd, Box 705 San Francisco, CA 94118 (415) 567-9921 848 Coventry Street Harry A. Jacobsen (407) 997-0468 Boca Raton, FL 33487 Lou Burns 36 Harrison Ave Newport, RI 02840-3806 (401) 848-2727 Paul B. Carr 96 Indio Drive Pismo Beach, CA 93449 (805) 773-9677 233 S.E.Rogue River Hwy David M, Davies Grants Pass, OR 97527 (503) 476-5378
Published 3 times a year by the TWA ACTIVE RETIRED PILOTS ASSOCIATION PAGE 2... TARPA TOPICS... MARCH, 1998
John P. Gratz, President 1646 Timberlake Manor Parkway Chesterfield, MO 63017-5500
PRESIDENT'S MESSAGE It has been said many times that "the only constant is change." The human species has adapted through the eons and will continue to do so. But while adapting, it is not just sentimental, to reflect upon our various passages. We who have worked during the glorious days of TWA dominance of the North Atlantic must remember that the Constellation had but fourteen years at the top in that venue. The Boeing 707 incredibly, had only eleven years, but the TWA 747 has had twenty-eight outstanding years. Now we are in a more economically driven environment. Newer, more efficient aircraft are center stage. Today's TWA pilots will do all they can to make this era lasting and memorable. All of us in TARPA know change. We were all once fledgling aviators, who through constant striving, became seasoned professionals. Now most of us are enjoying retirement still aware that change is constant. One of our most loyal TARPA workers, Bob Widholm, has asked to be relieved as Flown West Coordinator. Bob has worked for TARPA in this capacity for almost five years . Fortunately, John Bybee has agreed to accept this important position. Everyone knows what outstanding work Bob Widholm has performed in reporting the sad facts of our last passage. However, not everyone knows of the kind assistance and moral support that he provided to the bereaved families. The years of Bob's service have earned the sincere gratitude of those families, the TARPA Board of Directors and you the members, on whose behalf Bob Widholm served. While mindful of change, do not forget that the By-Laws state that TARPA is to provide a social, recreational organization whose primary purpose is helping members stay in contact and preserve the friendships made over the years. Our First Vice-President and 1998 Convention Chairman, Bob Dedman and his wife Ilse, have been working for over a year to arrange and host a convention second to none.
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Virginia Beach, their home city, with its lovely beach setting, surrounded by sites of great historical significance promises to be a backdrop for another gathering of Eagles. I hope that all of you join Pat and me in making convention 1998 the greatest party ever. Fraternally Yours.
atz ohn J President
EDITOR'S NOTE
In the last issue, you were advised that I was looking for a replacement as Editor. Also, I mentioned that Ed Betts would like to be replaced as Historian. We were not trampled in the rush. In a volunteer organization like ours, it behooves everyone to give serious thought to more active participation. In producing TARPA TOPICS, the job of the Editor is to organize material of general interest. Presently the majority of articles come from members and a few are chosen by the Editor from other sources. You must understand however, that the Editor is not in a position to create articles when nothing but a "neat" idea is received. On a more serious, and perhaps sensitive subject, please understand that we are proud to publish commemorative pieces and photographs of members who have Flown West, when they are produced by family or friends. No editor can know every member sufficiently well to do justice to that task.
The following individuals provided photographs for this issue of TARPA Topics. Their contributions are gratefully acknowledged. Stephen L. Griffin, Jon Proctor, and Ona Gieschen.
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January 22, 1998
Dear TARPA members, It seems a few light years since our Albuquerque Convention, but the warm memory lingers on. I hope that many more of you will attend the Virginia Beach Convention in 1998. Bob and Ilse Dedman are working hard to assure a good time for all. My work since the convention has included the dues deposit cycle. This is the fundamental activity of the treasurer part of my job title. I must say that the response has been good. At the start of 1998, we have about $53,000 in collected dues, subscriptions, and contributions. We also have about $10,000 in dues not yet paid for 1998. Check your mailing label for the year for which you last paid. I' m collecting for 1998! We all appreciate the contributions from Eagles and Honorees. They do not have to contribute, but many do. While their contributions helped save us from a dues increase in 1998 , I cannot assure you the same for 1999. The TARPA Directors were authorized to increase dues last year but did not do it. We will take another look during our 1998 meeting. New subject: TARPA DATA BASE includes fields for birthday, company seniority, and retirement date. Many of you have blank spots in one or more of these data fields. Let me hear from you. If you were born in 1922 I may not know it. 1998 TARPA EAGLE's have birthdays in 1922. Another item is your most senior flying position (CAPT, F/O or FIE) ;let me know. As I said last issue, our Marines fill in all the blanks. Finally, the TARPA E-MAIL project is going well. Dick Davis started collecting these electronic addresses about two years ago. With the help of Dick Loomis, John Bybee, Bob Sherman, and others; we now have over 340 addresses . These addresses will be published in the 1998 TARPA DIRECTORY.
Phil Belisle TARPA Sec/Treas.
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TWA Pilots Directed Account Plan Revisited
1 Name of option 2 Number of mutual funds in the option; * See Model's below. 3 NET for 1997 & from inception, July 1993 4 Where the pilots put their money (%). 5 Actual allocation; *Models are made from the various other options. #Pilots can move their money to a number of Fidelity options (some restrictions apply).
Total Members = 4000; Retirees, 1244 of the total, own more than one-half of the finds. Total Funds as of 12/31/97 $1 .233 billion. Total cost to members = 0.49% Includes 0.38% for investm't. mgrs., 0.05% for transactions, & 0.06% for trustee and management. The Hancock Variable Annuity payments increased 11.81% for 1997 and 30.01% since inception on July 1, 1993. Less than the DAP, but guaranteed for life. Unquestionably the DAP has exceeded the expectations of its supporters, not to mention the critics, of which there are none left. For NET performance and service after ALL costs, the DAP has few peers. R. C. Sherman, Investment Committee Observer
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VIRGINIA BEACH 1998 ❑ AS WE COUNT-DOWN THE DAYS UNTIL YOU ALL START ARRIVING, ILSE AND I WOULD LIKE TO SAY THAT WE ARE SURE THAT YOU WILL ENJOY YOUR STAY HERE. WE HAVE PLANNED MANY NICE TOURS AND THERE IS SOMETHING FOR EVERYONE. PLEASE GET YOUR FORMS BACK TO US AS SOON AS POSSIBLE SO THAT WE MAY GET AN ACCURATE COUNT AS TO WHO IS GOING WHERE. THIS WILL ALLOW US TO PLAN THE BEST FOR YOU. REMEMBER, THERE ARE SEVERAL TOURS THAT ARE SPACE LIMITED AND THEY WILL BE FILLED ON A FIRST-COME, FIRST-SERVED BASIS, SO, TO AVOID ANY DISAPPOINTMENT, GET YOUR REQUEST AND MONEY IN NOW! WE ARE VERY SHORT OF TWA FAMILIES IN THE AREA SO WE ARE DOING MOST OF THE BOOKWORK AND THE TOUR PLANNING. WE CERTAINLY HOPE THAT MANY OF YOU WILL VOLUNTEER TO HELP US AT THE REGISTRATION DESK AND OTHER CONVENTION CHORES. IT TAKES MANY PEOPLE TO MAKE A CONVENTION SUCCESSFUL AND WE WILL BE MOST GRATEFUL FOR ALL THE HELP WE CAN GET. IF ANYONE IS PLANNING TO STAY OVER AND VISIT SOME MORE SIGHTS IN VIRGINIA BEACH, WE STRONGLY SUGGEST YOU CALL OR WRITE THE CAVALIER HOTEL AHEAD OF TIME AND SEE IF THEY WILL EXTEND OUR CONVENTION RATE FOR YOUR ROOM. THEY ARE VERY NICE BUT THEY DO RUN A BUSINESS. THERE ARE SOME BEAUTIFUL PLANTATIONS ON THE JAMES RIVER AS WELL AS THE RESTORED JAMESTOWN COLONY (WITH FULL SIZE REPLICA OF THE MARY CONSTANT PILGRAMAGE SHIP) THAT MERIT A VISIT THAT WE COULD NOT FIT IN OUR SCHEDULE. ALSO, YORKTOWN BATTLEFIELD OFFERS A DRIVE THRU TOUR OF THE AREA WHICH WILL BRING BACK MANY VIVID MEMORIES OF THE BATTLE FOR INDEPENDENCE FROM THE BRITISH RULE. THERE IS SO MUCH TO SEE AND DO SO WE HOPE THAT SINCE "YOU ALL" HAVE COME EAST, YOU WILL TAKE ADVANTAGE OF THE SIGHTSEEING AND SOUTHERN HOSPITALITY. LOOKING FORWARD TO SEEING ALL OF YOU BOB & ILSE DEDMAN
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CONVENTION
TIMETABLE
PAGE 8... TARPA TOPICS... MARCH, 1998
GOLF YOU WILL BE PLAYING AT A VERY BEAUTIFUL AND TOUGH COURSE LOCATED ON RED WING LAKE. THE COURSE IS ABOUT 5 MILES SOUTH OF THE HOTEL AND THOUGH IT IS A PUBLIC COURSE, IT IS VERY WELL MAINTAINED. IT WAS DESIGNED BY GEORGE COBB AND HAS SLOPING BENTGRASS GREENS AND WIDE BERMUDA FAIRWAYS. WATER COMES INTO PLAY ON 10 HOLES ON THE LONG 7,080 YARD PAR 72 COURSE. THE RATINGS FROM THE WHITE (NORMAL MORTALS) IS 71 THE SLOPE IS 120 (FOR THOSE WHO CARE). SHOULD BE FUN SO HIT AWAY..FORE ......... !
TENNIS WE ARE VERY FORTUNATE TO HAVE TENNIS COURTS LOCATED RIGHT ON THE HOTEL PREMISES. THERE ARE TWO CLAY COURTS AND TWO HARD COURTS. WE HAVE RESERVED THEM FOR FRIDAY MORNING. THE HOTEL DOES FURNISH TOWELS AND COLD WATER SO ALL YOU NEED TO BRING IS THE DESIRE TO HAVE A GREAT MORNING OF TENNIS. WE WILL FURNISH BALLS SO JUST COME WITH RACKET AND SHOES.
BILL KIRSCHNER! SKEET ..... THE SKEET SHOOTING WILL BE (AS OF THIS WRITING) AT THE OCEANA AIR BASE RIFLE AND SKEET RANGE. BRING YOUR GUNS AND A KEEN EYE. IF YOU CAN READ THAT, THEN YOU CAN SHOOT. GOOD HUNTING OR WHATEVER....
BRIDGE WE WILL HAVE A ROOM SET UP FOR THE BRIDGE PLAYERS AND YOUR CHAIRMAN WILL GIVE YOU THE RULES AND THE FORMAT OF PLAY FOR THE DAY. WE HOPE YOU ALL HAVE "GRAND SLAMS" AND ENJOY YOUR GAMES. WHO'S DEAL IS IT ANYWAY .............. ? PAGE 12... TARPA TOPICS... MARCH, 1998
NORFOLK AIRPORT FBO SERVICES
PIEDMONT AVIATION SERVICES IS THE FBO AT ORF INTERNATIONAL AND ARE PLEASED TO OFFER SERVICES FOR THOSE WHO CHOOSE TO FLY-IN. THEY ACCEPT MAJOR CREDIT CARDS, HAVE A COURTESY CAR TO TAKE YOU TO THE MAIN TERMINAL OR RENTAL CAR AGENCIES.
RECREATIONAL VEHICLES PARKS LOCATED 5 MILES SOUTH OF THE CAVALIER HOTEL ON GENERAL BOOTH BLVD. IS THE VIRGINIA BEACH KOA CAMPGROUND. IT HAS FREE TROLLEY SERVICE TO THE BEACH AREA, FULL HOOK-UP, GROCERY STORE AND LAUNDRY, AND PICNIC SERVICES. FOR THOSE WHO ELECT NOT TO USE THE FREE PARKING AT THE HOTEL MAY WANT TO AVAIL THEMSELVES OF THIS AREA. THE NUMBER TO CALL IS (757) 428-1444. THE CAMPGROUND IS LISTED IN THE KOA GUIDE BOOK AND DIRECTORY. IT IS LOCATED IN A NICE AREA AND FROM WHAT I HEAR, VERY SAFE.
CLIMATE AND TEMPERATURES WATER AIR JANUARY FEBRUARY MARCH APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER
MISCELLANEOUS OUR HOTEL HAS A 24-HOUR FITNESS ROOM WITH 1500 SQ. FT. OF SPACE FOR THOSE WHO DO NOT GET ENOUGH EXERCISE ON THE TOURS. THERE IS A POOL BUT IT IS NOT HEATED SO IT WILL BE ABOUT THE SAME TEMPERATURE AS THE OCEAN WATER. THERE IS A VOLLEY-BALL COURT AND A BASKETBALL HALF-COURT AS WELL AS BICYCLE RENTALS (GREAT WAY TO SEE THE BOARDWALK AS THERE IS A BIKE PATH). THERE ARE SEVERAL CHURCHS NEAR-BY...ASK AT THE DESK IF YOU WOULD LIKE DIRECTIONS. THE HOTEL HAS A VERY NICE LOUNGE AND THE SAND-DOLLAR RESTAURANT. THEY SERVE BREAKFAST STARTING AT 7 AM TILL 11:30, LUNCH FROM 12 TILL 3PM AND DINNER FROM 5 TILL 9PM. WE WILL BE USING THIS RESTAURANT FOR BUFFETS AND QUICK LUNCHES AND THE STAFF WILL BE PREPARED FOR THE LARGER THAN NORMAL GROUP SERVING. THEY ARE AWARE THAT WE HAVE TIGHT SCHEDULES FOR THE TOURS SO WILL DO EVERYTHING POSSIBLE TO SEE THAT YOUR NEEDS ARE MET. WE HOPE YOU WILL ENJOY YOUR STAY REMEMBER-VIRGINIA IS FOR LOVERS!
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VIRGINIA VIRGINIA-THE BIRTHPLACE OF AMERICA , IS STEEPED IN TRADITION AND AMERICAN HERITAGE. 8 PRESIDENTS HAVE BEEN FAVORITE SONS OF THE "OLD DOMINION", AND THE STATE HAS HUNDREDS OF DRAMATIC HISTORICAL SITES. THE COMMONWEALTH IS UNIQUELY RICH IN NATURAL BEAUTY SO IF YOU LIKE TO GOLF, FISH, SAIL, SKI, OR JUST RELAX, VIRGINIA HAS IT ALL. THE LARGEST CITY OF THE 42,777 SQ. MI. STATE IS VIRGINIA BEACH, OUR HOME FOR THE "TARPA" CONVENTION. OUR CAPITAL CITY IS RICHMOND, JUST 200 MILES AWAY. OUR CLOSEST CITY IS NORFOLK AND IT HAS THE INTERNATIONAL AIRPORT WHERE MOST OF YOU WILL BE ARRIVING. WEATHER- THE ONSET OF FALL IS SOMETHING WE "LOCALS " LOOK FORWARD TO, AS THE COLORS AND THE CLIMATE ARE IDEAL. GONE ARE THE HOT AND HUMID DAYS OF SUMMER AND HERE ARE THE COLOR CHANGES AND THE COOLING DOWN PERIOD. THE CHESAPEAKE BAY AND THE ATLANTIC OCEAN HAVE AN AVERAGE WATER TEMPERATURE OF 70- 75 DEGREES AND THAT IN TURN, KEEPS THE AIR TEMPERATURE ABOUT THE SAME. IT CAN GET "CHILLY" (55-65) AT NIGHT SO DO BRING ALONG A JACKET OR SWEATER. WE DO GET AN OCCASIONAL SHOWER OR THUNDERSTORM BUT GENERALLY, YOU CAN DESCRIBE THE WEATHER AS VERY PLEASANT. SEPTEMBER IS THE END OF THE HURRICANE SEASON AND BESIDES, IT WOULD NEVER RAIN ON OUR PARADE. JUST IN CASE THOUGH, BRING ALONG A SMALL UMBRELLA, IT CAN COME IN HANDY. ALSO, BRING SOME GOOD WALKING SHOES AS WE DO HAVE A 3 MILE BOARDWALK (ACTUALLY, CONCRETE), A NICE BEACH, PLENTY OF SHOPS AND NICE RESTAURANTS THAT I AM SURE YOU WILL WANT TO VISIT. I WILL HAVE MORE ON THE LOCAL RESTAURANTS LATER ON. THERE ARE SEVERAL TOURS AROUND THE BEACH AREA THAT YOU CAN TAKE WITH OUR "TROLLEY" BUSSES AND WE WILL HAVE SCHEDULES AVAILABLE FOR YOU AT THE HOTEL SIGNIN DESK. OUR TROLLEY COMPANY IS CALLED THE "TRT" (TIDEWATER REGIONAL TRANSPORT). IN ADDITION TO OUR TOURS, THERE IS SO MUCH TO DO AND SEE SUCH AS THE EDGAR CASEY FOUNDATION "ARE.", SEVERAL LARGE SHOPPING MALLS, BACK- BAY BIRD SANCTUARY (WINTER HOME FOR THE CANADIAN SNOW GEESE), AND IN NORFOLK, THE CHRYSLER MUSEUM, THE MAC ARTHUR TOMB AND MUSEUM, WATERSIDE (EATERIES AND SHOPS ALONG THE WATERFRONT), NAUTICUS MARITIME CENTER, A NEW SUPER MALL THAT AS OF THIS WRITING, IS STILL BEING BUILT AND TO BE NAMED THE MAC ARTHUR CENTER, AND THE NORFOLK NAVY YARDS, HOME TO 5 SUPER CARRIERS AND THE ATLANTIC NUCLEAR SUBMARINE FLEET. OUR PROBLEM IS GOING TO BE LETTING YOU GET SOME REST AFTER THE PLANNED TOURS WE HAVE FOR YOU. COME SEE FOR YOURSELVES. AIRLINES THE FOLLOWING AIRLINES ARE CURRENTLY SERVING THE NORFOLK/VIRGINIA BEACH AREA VIA THE NORFOLK INTERNATIONAL AIRPORT ..ORF. THEY ARE: TRANS WORLD EXPRESS AND TWA, AMERICAN, AMERICAN EAGLE, UNITED, DELTA, U. S. AIRWAYS, U. S. AIRWAYS EXPRESS, CONTINENTAL, NORTHWEST AND VALUE JET THROUGH THE HAMPTON ROADS AIRPORT IN NEWPORT NEWS (ACROSS THE RIVER AND 10 MILES FURTHER FROM OUR HOTEL). AS OF THIS WRITING, SOUTHWEST IS PLANNING SERVICE TO NORFOLK. CHECK THE AIRLINE DIRECTORY FOR CURRENT SCHEDULES OF ALL THE ABOVE LISTED CARRIERS. NOTE: TWA HAS SERVICE FROM STL ONLY AND TRANS WORLD EXPRESS FROM JFK ONLY. TRANSPORTATION THE AIRPORT AT NORFOLK IS LOCATED JUST 15 MILES FROM THE OCEAN FRONT IN VIRGINIA BEACH. GETTING TO THE HOTEL IS RAPID AS THE ENTIRE TRIP IS ON 6 LANE HIGHWAYS.
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THERE ARE SEVERAL MEANS OF TRANSPORTATION TO THE HOTEL AND ARE LISTED BELOW: 1.AIRPORT TAXI SERVICE.. RATE TO THE HOTEL IS $ 30.00 AND MOST CAN CARRY 5 PERSONS PLUS BAGGAGE AS MANY HAVE STATION WAGONS. PRICE IS THE SAME FOR 1 OR 5 PERSONS. 2.GROOME TRANSPORTATION....HAS A SPECIAL $ 14.00 PER PERSON IF YOU CHARGE THE FARE TO YOUR HOTEL ROOM. THE RATE FOR 2 PERSONS IS $ 25.75, 3 IS $ 31.50 AND 4 OR MORE BECOMES $ 9.00 PER PERSON AND THEY HAVE VARIOUS SIZE VANS AND BUSSES RIGHT ON THE PREMISES. IF YOU COME IN A GROUP, IT IS ADVISABLE TO USE THIS SERVICE. OUTSIDE BAGGAGE CLAIM IS THEIR DISPATCHER. TELL THEM YOU ARE THE "TARPA CONVENTION GROUP" AND THEY WILL GIVE YOU THIS SPECIAL RATE. THIS IS A GREAT DEAL SO USE IT IF YOU CAN. THIS SERVICE IS OPEN 24 HOURS AND THEY DEPART THE AIRPORT EVERY TEN MINUTES OR LESS. 3.RENTAL CARS....WE HAVE SELECTED THRIFTY CAR RENTAL AS OUR OFFICIAL CAR SERVICE. THEIR RATES ARE: CAR CLASS
DAILY RATE
WEEKLY RATE
COMPACT
$ 29.86
$ 159.86
MIDSIZE
$ 31.86
$ 169.86
FULLSIZE
$ 37.86
$ 199.86
LUXURY
$ 44.86
$ 246.86
MINI VAN
$ 54.86
$ 299.86
RATES INCLUDE UNLIMITED FREE MILEAGE, FREE LOCAL MAPS BUT DO NOT INCLUDE STATE OR LOCAL TAXES, GAS OR OPTIONAL COVERAGE'S SUCH AS PPP. PWD. PEC. AND SLI. THESE RATES APPLY 1 WEEK BEFORE AND AFTER THE CONVENTION AND THERE ARE NO ADDITIONAL CHARGES SUCH AS DROP-OFF OR ADDITIONAL DRIVER FEES. TO RESERVE YOUR VEHICLE, CALL THRIFTY AT 1-800 525-5506 AND GIVE THEM CODE CNVN. THIS IS A SPECIAL NUMBER, SO PLEASE USE IT. TIE-DOWNS AT THE AIRPORT PLUS FUEL REDUCTIONS ARE BEING NEGOTIATED NOW AND WILL BE UP-DATED IN THE NEXT TARPA TOPICS. LOOK FOR ANY CHANGES THAT MIGHT AFFECT YOU...THINGS ARE IN CONSTANT FLUX. RV'S...PLEASE NOTE..THERE IS PLENTY OF ROOM FOR YOUR VEHICLE IN A LOT ACROSS FROM THE HOTEL BUT, THERE IS NO WATER, SEWER, OR ELECTRICAL HOOK-UP BUT IT IS A PILOTS DREAM, IT IS FREE! THE NEAREST KOA IS LOCATED JUST ABOUT 4 MILES SOUTH OF THE HOTEL AND THEY DO HAVE FULL FACILITIES. CHECK YOUR KOA GUIDE-BOOKS. THE AREA IS VERY SAFE AND QUITE NICE. THEY HAVE THE NORMAL FACILITIES...STORE, ICE, ETC. HOTEL PARKING. THE HOTEL HAS PLENTY OF OUTSIDE PARKING THAT IS FREE. IF YOU WANT THE UNDERGROUND GARAGE, IT IS $ 12.00 PER NIGHT. VALET PARKING IS $ 5.00 PER DAY. THE LOCAL TROLLEY BUS STOPS RIGHT IN FRONT OF THE HOTEL AND ONLY COSTS .25 CENTS TO RIDE SO YOU MAY WANT TO JUST PARK AND TAKE THE LOCAL TRANSPORTATION. IT IS CLEAN, RELATIVELY NEW, AND RUNS ON A FAIRLY TIGHT SCHEDULE. AS YOU WELL KNOW....THE BEST WAY TO SEE ANY CITY IS BY TAKING THE LOCAL BUS.
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ILLLIAMSBURG A VISIT TO COLONIAL WILLIAMSBURG COULD BE ONE OF THE MOST IMPORTANT EXPERIENCES THAT YOU CAN HAVE. STEP BACK INTO THE 18TH CENTURY AND JOIN IN THE MAKING OF AMERICA. FEEL THE PRIDE AS JEFFERSON DEFENDS YOUR RIGHT TO BE FREE FROM THE OPPRESSIVE BRITISH CROWN. AS YOU STROLL THE TREE LINED STREETS, YOU WILL BE TOLD ABOUT THE RESTORATION OF COLONIAL WILLIAMSBURG AND THE EDUCATIONAL ENDEAVORS WILLIAMSBURG STRIVES FOR IN ITS RECREATION. THE COLONIAL WILLIAMSBURG FOUNDATION HAS REPRODUCED THE CLOTHING, FOOD, AND TRADES OF THIS TIME, THUS BECOMING THE LARGEST OUTDOOR MUSEUM IN THE UNITED STATES. SEE THE RESTORED HOMES, FORT, AND STORES THAT SYMBOLIZED EARLY COLONIAL AMERICA. GREET SHOPKEEPERS AND SLAVES, VISITING DIGNITARIES, OUTSPOKEN PATRIOTS AND OTHERS, AS THEY GO ABOUT THEIR DAILY LIVING. THE TOUR WILL BE HIGHLIGHTED BY A VISIT TO THE ROYAL GOVERNORS PALACE, BRUTON PARISH CHURCH, MANY TRADES SHOPS AND OUTSTANDING HOMES. LOCATED ADJACENT TO THE HISTORIC AREA IS CHARMING MERCHANTS SQUARE WITH ITS MANY QUAINT SHOPS AND RESTAURANTS. WE WILL HAVE LUNCH AT ONE OF THEM. A TRIP TO ONE OF THE AUTHENTIC TAVERNS IS A DELIGHTFUL EXPERIENCE ALSO. YOUR GUIDES WILL POINT OUT ALL OF THESE POINTS OF ATTRACTION. ACROSS FROM MERCHANT'S SQUARE IS THE BEAUTIFUL JEFFERSON ESTABLISHED COLLEGE OF WILLIAM AND MARY. YOU WILL HAVE TIME TO EXPLORE ON YOUR OWN OR ENJOY THE HISTORY WITH YOUR GUIDE. THIS TOUR INVOLVES MODERATE WALKING SO BRING COMFORTABLE CLOTHES AND GOOD SHOES. PRICE PER PERSON: $ 49.00. PRICE INCLUDES: DELUXE TRANSPORTATION, HISTORIC WILLIAMBURG TICKETS, GUIDES, LUNCH, ALL TAXES AND TIPS.
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DINNER CRUISES WE HAVE SCHEDULED TWO WONDERFUL DINNER CRUISES ON THE ELIZABETH RIVER. THE FIRST CRUISE I WILL DESCRIBE IS ON A THREE-MASTED SCHOONER. THIS CRUISE WILL BE LIMITED TO THE FIRST 136 PERSONS. THIS IS DUE TO THE SIZE OF THE DINING SALON. OUR SHIP, THE AMERICAN ROVER, WITH ITS BRILLIANT RED SAILS, IS A 135-FOOT, THREE MASTED SCHOONER, FULLY LICENSED AND OPERATED IN ACCORDANCE WITH THE RULES OF THE UNITED STATES COAST GUARD. DEPARTING FROM DOWNTOWN NORFOLK, THE AMERICAN ROVER SAILS ON THE ELIZABETH RIVER OUT TO NORFOLK NAVAL BASETHE LARGEST NAVAL BASE IN THE WORLD. ALONG THE WAY WE WILL CRUISE BY LOCAL SHIPYARDS, THE PORTSMOUTH NAVAL HOSPITAL, OLD FORT NORFOLK, NORFOLKSOUTHERN COAL PIERS AND THE INTERNATIONAL BOAT TERMINALS. FROM THE SPACIOUS, COMFORTABLE DECKS YOU CAN ALSO SEE WORKING TUGBOATS, LUXURIOUS YACHTS AND ALL TYPES OF MILITARY VESSELS. EXPLORE THE CLIMATE CONTROLLED BELOW-DECK LOUNGES WHERE YOU CAN GET YOUR FAVORITE BEVERAGE OR JUST RELAX. SINCE WE SAIL IN VERY SHELTERED WATERS, THE CRUISE ON THE AMERICAN ROVER IS ALWAYS SMOOTH AND COMFORTABLE. YOU WILL BE SERVED A DELICIOUS MEAL AND WILL BE SERENADED BY A ROVING MINSTREL.
FOR THOSE WHO CHOOSE TO TAKE THE DINNER/ DANCE CRUISE, WE HAVE ALSO BOOKED THE SPIRIT OF NORFOLK". THIS SHIP IS PART OF A 10-SHIP FLEET THAT CRUISES SOME OF AMERICA'S MOST CELEBRATED HARBORS, COAST TO COAST. SO DO COME ABOARD NORFOLK'S FINEST FOR A FUN FILLED DINNER/DANCE CRUISE THAT YOU WILL NOT SOON FORGET. RELAX IN THE CLIMATE CONTROLLED SALONS OR STROLL THE COOL OPEN DECKS WHILE WE GENTLY CRUISE BY GIANT COAL SHIPS (COLLIERS), NUCLEAR SUBMARINES AND GIANT AIRCRAFT CARRIERS. WE ALSO CRUISE PAST THE FAMOUS BATTLE SITE OF THE MONITOR AND MERRIMACK (C. S. S. VIRGINIA). DINE, DANCE AND BE ENTERTAINED WHILE YOU ARE SURROUNDED BY THE HISTORIC HAMPTON ROADS.
PRICE PER PERSON: $ 48.00 INCLUDED IN THE PRICE: DELUXE COACH TRANSPORTATION WITH GUIDES, CRUISE TICKETS, MEALS AND ENTERTAINMENT, ALL TAXES AND TIPS. SPECIFY YOUR CHOICE OF DINNER CRUISE AND REMEMBER, SPACE IS LIMITED ON THE AMERICAN ROVER. GET YOUR CHOICE IN EARLY. IF THE ROVER FILLS UP, YOU WILL AUTOMATICALLY BE !!!! BOOKED ON THE SPIRIT OF NORFOLK UNLESS YOU SPECIFY OTHERWISE.!
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THE OLD COAST GUARD STATION RELIVE THE VICTORIES AND TRAGEDIES OF MEN AND WOMEN AT SEA...GAZE OVER THE WIDE EXPANSE OF OCEAN AND THINK OF THE HUNDREDS OF SHIPS THAT MET THEIR FINAL RESTING PLACES ALONG THE LONELY SWEEP OF SAND AND THE FURIOUS EVER-CHANGING SEA. THE OLD COAST GUARD STATION (THE ONLY ONE EN VIRGINIA), AMONG THE MERE HANDFUL ON THE ENTIRE ATLANTIC COAST, OPEN TO THE PUBLIC, GIVES US GLIMPSES OF WHAT BRAVERY AND COURAGE OUR MEN AND WOMEN GAVE US IN BOTH PEACE AND WAR. THIS IS A VIRGINIA HISTORIC LANDMARK AND IS ON THE NATIONAL REGISTER OF HISTORIC PLACES. YOU WILL HAVE AMPLE TIME TO BROWSE AND VISIT THE MANY EXHIBITS AND STROLL THE TOWER AND GLIMPSE THE BEAUTY OF THE SEA. AFTER YOUR "VISITIN", WE WILL GET TOGETHER FOR A TRADITIONAL "PIG PICKIN" DINNER WITH ALL THE TRIMMINS, WE WILL HAVE BEER, WINE, SOFT DRINKS AND COFFEE AND BE ENTERTAINED WITH LIVE MUSIC...FROM JIMMY BUFFETT TO WILLY NELSON OR WHATEVER YOUR MOOD MIGHT BE. WE ARE ONLY 5 MINUTES FROM OUR HOTEL AND THERE ARE "TRT" BUSSES SHUTTLING BACK AND FORTH. WEATHER PERMITTING, WE WILL DINE OUTSIDE, PICNIC STYLE WITH ALL OF THE AROMAS AND SEA-SIDE SMELLS. PRICE PER PERSON: S 25.00 INCLUDES: ALL YOU CAN EAT DINNER, WINE, BEER, AND SOFT DRINKS, ENTRANCE TO THE MUSEUM, ENTERTAINMENT, TAXES AND TIPS AND TRANSPORTATION. DISCOVERY LUNCHEON CRUISE COME ABOARD YOUR PERSONAL 65FT. YACHT FOR A DELIGHTFUL LUNCHEON CRUISE ON THE EASTERN BRANCH OF THE LYNNHAVEN RIVER. AS YOU ENJOY YOUR LUNCHEON, YOU WILL CRUISE BY SOME OF THE FINEST HOMES IN VIRGINIA BEACH. YOU WILL ALSO GO BY SEASHORE STATE PARK, A HIKERS AND CAMPERS PARADISE ALONG THE OCEAN AND THE RIVER. YOU WILL PASS BY THE CAVALIER GOLF AND YACHT CLUB, ONE OF THE OLDEST AND BEST ALONG THE EASTERN COAST. THE DISCOVERY GOES OUT TO THE LYNNHAVEN BRIDGE, THE OPENING TO THE ATLANTIC OCEAN AND THE CHESAPEAKE BAY. THIS IS A SMOOTH CRUISE AS IT IS ALL IN PROTECTED WATERS. THE DISCOVERY IS TOTALLY CLIMATE CONTROLLED, HAS AN UPPER OPEN VIEWING DECK, CASH BAR, AND MUSIC ONBOARD. YOUR TOUR WILL BE NARRATED BY THE CAPTAIN OR HIS ASSISTANT. THIS TOUR WILL BE ON A FIRST COME, FIRST SERVE BASIS AS THE SHIP CAN ACCOMMODATE ONLY 94 PERSONS. PRICE PER PERSON S 25.00 PRICE INCLUDES: TRANSPORTATION, CRUISE AND LUNCHEON TAXES AND TIPS. IF TOUR FILLS UP, YOU WILL BE REFUNDED YOUR MONEY.
PAGE 18... TARPA TOPICS... MARCH, 1998
VIRGINIA AIR AND SPACE MUSEUM THIS MUSEUM IS THE OFFICIAL VISITOR CENTER FOR NASA LANGLEY RESEARCH CENTER. IT SHOWCASES NATIONAL ACHIEVEMENTS IN AIR AND SPACE EXPLORATION WITH ITS PERMANENT EXHIBIT COLLECTION. THE COLLECTION FEATURES MANY OF THE MOST FASCINATING SPACE-RELATED MEMORABILIA, SURE TO DELIGHT EVEN THE MOST AVID SPACE BUFF. MARVEL AT THE 3 BILLION-YEAR-OLD MOON ROCK ACQUIRED ON THE APOLLO 17 MISSION, SEE THE ACTUAL APOLLO 12 COMMAND MODULE WITH ITS CHARRED HEAT SHIELD. ALSO ON DISPLAY IS A FULL SIZE REPLICA OF THE VIKING MARS LANDER AND EXPLORER. NINETEEN AIR AND SPACE CRAFT HANG FROM THE CENTER'S 94 FT CEILING., AMONG THEM, A BEAUTIFUL F4U-1D CORSAIR, A F-106B "DELTA DART" WHICH WAS STRUCK BY LIGHTNING 700 TIMES WHILE FLYING STORM RESEARCH....HOW WOULD YOU HAVE LIKED BEING THE JR. GUY ON THOSE MISSIONS? ONE OF THE MAJOR HIGHLIGHTS OF A VISIT TO THE MUSEUM IS THE WONDERFUL IMAX MOVIE THEATER WITH ITS 65 FOOT TALL SCREEN AND 160000 WATTS OF GREAT SURROUND SOUND. FILM SELECTION VARIES SO LOOK FOR FURTHER UPDATES AS TO WHAT WILL BE SHOWING. HOPEFULLY, THE WONDERFUL VIEW OF OUR PLANET EARTH FROM THE SPACESHIP "COLUMBIA"...SENSATIONAL. THERE ARE MANY HANDS-ON DISPLAYS AND TALKING EXHIBITS. YOU WILL TRULY ENJOY YOUR TOUR THOUGH THIS WONDERFUL FACILITY. THEY HAVE A SMALL SNACK SHOP AND A WELL STOCKED GIFT SHOP. THERE IS A SMALL SECTION SET ASIDE FOR SOME OLD SKETCHES OF COLONIAL LIFE IN VIRGINIA AND THE TRADING WITH THE LOCAL INDIANS, OF WHICH THERE WERE MANY. ON THE WAY TO THE MUSEUM, YOUR GUIDE WILL GIVE YOU A TOUR OF HISTORIC HAMPTON, AND HOPEFULLY, A RIDE THROUGH OLD FORT MONROE. COME ENJOY SOME BEAUTIFUL AIRCRAFT AND LOADS OF NOSTALGIA...YOU WILL FIND THAT IT IS TIME WELL SPENT.
PRICE PER PERSON: $22.00 PRICE INCLUDES: DELUXE TRANSPORTATION, GUIDES WITH NARRATION, ENTRY TO MUSEUM AND IMAX THEATER, ALL TAXES AND TIPS.
PAGE 19... TARPA TOPICS... MARCH, 1998
VIRGINIA MARINE SCIENCE MUSEUM
VOTED ONE OF THE BEST ATTRACTIONS IN THE SOUTHEAST AND ONE OF THE 10 BEST MARINE MUSEUMS IN AMERICA, IS THE VIRGINIA MARINE SCIENCE MUSEUM. LOCATED JUST ABOUT 4 MILES SOUTH OF OUR HOTEL, YOU WILL FIND THIS MUSEUM NOT ONLY VERY ENTERTAINING BUT, EDUCATIONAL AS WELL. THE MUSEUM IS A TRIBUTE TO ALL OF VIRGINIA'S MARINE LIFE..THERE ARE SEVERAL 100,000 GAL TANKS FOR VARIOUS DIFFERENT WATER ANIMALS THAT ABOUND IN THE NORFOLK CANYON, INCLUDING SHARKS, OCTOPUS, AND MANY OTHER OCEAN FISHES.. THIS IS REALLY A HANDS-ON MUSEUM...PET THE STINGRAY'S OR CHECK OUT THE STARFISH, IT IS ALL ALLOWED. LOCATED IN THE MUSEUM IS THE FAMILY CHANNEL IMAX 3D THEATER. IT IS THE ONLY ONE IN VIRGINIA SO SLIP ON YOUR GLASSES AND BECOME PART OF THE MOVIE. WITH ITS SIX-STORY-HIGH SCREEN AND SURROUND SOUND, YOU WILL HAVE AN EXPERIENCE THAT YOU WILL NOT SOON FORGET. STEP OUTSIDE AND YOU WILL FIND A WINDING NATURE TRAIL THROUGH THE REALLIFE SALT MARSH, COMPLETE WITH A 40 FT. HIGH OBSERVATION TOWER. VIRGINIA IS BLESSED WITH PLENTY OF WILD BIRDS, MARSH CREATURES AND PEACEFUL SURROUNDINGS. THIS IS ONE TOUR YOU DO NOT WANT TO MISS...THERE IS SOMETHING FOR EVERYONE. THE MUSEUM HAS TWO BUILDINGS 1/3 MILE APART WITH WIDE RAMPS CONNECTING THE TWO AREAS. THERE IS A CAFE AND NAUTICAL GIFT SHOP. THERE IS SOME WALKING REQUIRED SO BRING COMFORTABLE SHOES AND STROLL AT YOUR OWN PACE. THERE IS A SMALL TRAM FOR THOSE WHO CHOSE NOT TO WALK THE 1/3 MILE TO THE SECOND BUILDING. PRICE PER PERSON: $ 23.00 MUSEUM AND IMAX 3 D AND TIPS.
PRICE INCLUDES: TRANSPORTATION, ENTRY TO THE THEATER, GUIDES, TAXES
PAGE 20... TARPA TOPICS... MARCH, 1998
OCEANA
NAVAL
AIR
STATION
THIS IS THE LARGEST NAVAL AIR STATION ON THE EAST COAST AND IS THE PROUD HOME OF THE F-14 "TOMCATS" AND THE F-18 "HORNETS". MANY OF TWA'S PILOTS HAVE BEEN THROUGH THIS HUGE BASE AND I AM SURE THAT THERE WILL BE MANY MEMORIES AND NOSTALGIA. OUR GUIDES WILL MEET US AND ESCORT US AROUND THE BASE INCLUDING THE FLIGHT LINE WHERE WE WILL HAVE A STATIC DISPLAY OF AN F-14 AND MEET SOME OF THE PILOTS. WE CAN SWAP SOME "WAR" STORIES BUT I AM AFRAID THEIR'S ARE TRUE. WE WILL ALSO VISIT THE "CREWS" BAR AND SEE THE MANY EMBLEMS AND MASCOTS OF THE NUMEROUS FAMOUS SQUADRONS THAT HAVE MADE THIS THEIR HOME IN YEARS PAST. AFTER THE TOUR, WE WILL STOP AT THE "0 CLUB" WATERING HOLE AND HAVE A COUPLE OF BREWS WITH THE GUYS. WE WILL HAVE THE REGULAR CASH BAR SO YOU CAN DRINK WHAT YOU LIKE BEFORE WE HEAD BACK TO THE HOTEL FOR THE EVENING BANQUET ACTIVITIES PRICE PER PERSON: $ 15.00 THIS WILL COVER THE COST OF THE CHARTERED BUS.
SUPER
CARRIER
TOUR
THIS TOUR MAY OR MAY-NOT COME OFF SINCE IT ALL DEPENDS ON WHAT IS HAPPENING THERE ARE 5 SUPER CARRIERS BASED IN NORFOLK BUT IN THE WORLD AT THE TIME. THEY ARE ALWAYS ON STAND-BY TO QUELL ANY TROUBLES WORLD-WIDE. IF WE OBTAIN PERMISSION TO TOUR, YOU WILL B E TAKEN TO DOCK-SIDE AND MET BY NAVAL PERSONNEL WHO WILL ESCORT US THROUGH THE SHIP. YOU CANNOT IMAGINE HOW HUGE THESE SHIPS ARE UNTIL YOU GET ON THE FLIGHT DECK AND SEE THE IMMENSITY OF IT SINCE THIS TOUR IS SCHEDULED AT THE SAME TIME AS THE NAVY OCEANA, YOU ALL. IT WAS IMPOSSIBLE TO SCHEDULE BOTH AT WILL HAVE TO SELECT ONE TOUR. DIFFERENT TIMES. IF THERE ARE NO CARRIERS IN PORT, WE WILL ALL GO ON THE OCEANA TOUR, OTHERWISE, WE WILL SPLIT UP INTO TWO GROUPS. NOTE: THE CARRIER REQUIRES A LOT OF WALKING AND GOING UP AND DOWN RATHER STEEP STAIRWAYS SO WEAR COMFORTABLE SHOES. COVERS TRANSPORTATION. PRICE PER PERSON: 1 5.00 $
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LADY'S SPECIAL PROGRAM HOW WOULD YOU LIKE TO BE PART OF THE "DECORATING THE TABLE" COMMITTEE? WE WILL HAVE ALL OF THE NECESSARY EQUIPMENT READY FOR YOU AND THERE WILL BE A TEACHER/GUIDE TO HELP DESIGN WHATEVER WE NEED FOR OUR BANQUET TABLES. AS OF THIS WRITING, WE HAVE NOT COME UP WITH A THEME FOR OUR EVENT BUT BY THE NEXT ISSUE OF THE TARPA TOPICS, WE SHALL HAVE ONE. THIS WILL BE A FUN EVENT AND WE WILL HAVE COFFEE AND GOODIES FOR ONE AND ALL. COME VOLUNTEER YOUR TIME WHILE THE MEN ATTEND TO BUSINESS, MEET SOME NEW PEOPLE AND REALLY HELP US OUT. PLEASE CHECK ON THE SIGN-UP FORM SO WE CAN GET A COUNT. THANKS!
PAGE 22... TARPA TOPICS... MARCH, 1998
BY PAT & CHUCK
HASLER
PAGE 23... TARPA TOPICS... MARCH, 1998
Join Chuck & Pat Hasler and TARPA TOURS in 1998
EASTERN
MEDITERRANEAN
CRUISE
5/1/98 for 7-Days Roundtrip from Athens to the Greek Islands and Turkey
POST-CONVENTION
TOUR
OF
THE
EAST
10/2/98 for 6-Days Outer Banks, Charlottesville, Shenandoah, Lancaster & Washington D.C.
MEXICAN
RIVIERA
CRUISE
1 0/25/98 for 7-Days Roundtrip from Los Angeles aboard the new Elation
Contact: Chuck & Pat Hasler 8 Rustic Way, San Rafael, Ca 94901 • (415) 454-7478 PAGE 24... TARPA TOPICS... MARCH, 1998
EASTERN
MEDITERRANEAN 5/1/98
•
CRUISE
7 Days
Roundtrip from Athens - Greek Islands & Turkey aboard Royal Olympic's TRITON
MEXICAN
RIVIERA
CRUISE
10/25/98 • 7 Days Roundtrip from Los Angeles aboard Carnival's New
ELATION!
PAGE 25... TARPA TOPICS... MARCH, 1998
POST
CONVENTION
TOUR
The Outer Banks, Charlottesville, Shenandoah, Lancaster, & DC "Experience the Fall Foliage " • October 2 to 7, 1998 6 Days/12 Meals DAY ONE FRIDAY OCTOBER 2 DAY FOUR MONDAY OCTOBER 5 Meals: Breakfast, Dinner Meals: Dinner Departing Virginia Beach, we head south to the Outer Following breakfast we head for Lancaster, PA. Our first Banks of North Carolina. Our first destination is the stop is the New Market Battlefield where we enjoy a film Wright Brothers National Memorial on the 90 foot dune at the visitors center and have an interpretive tour of the where the Wright Brothers conducted many of their battlefield. Lunch stop (on your own) location TBA. famous experiments. Here, we can see a short film, view Traveling onward, we arrive and check into the delightful Willow Valley Resort (or the Historic Strasburg Inn) with the many exhibits, visit the gift shop and enjoy an interpretive talk. Next we'll make a short stop at Kitty Hawk Kites time to freshen up. Then, meet our expert guide for a 3 Complex. Here we can browse the shops and catch a hour tour of the Amish country culminating in the home of glimpse of hang gliders on the dunes. Luncheon is on own an Amish family with dinner cooked and served entirely by before checking into the Holiday Inn on the beach, a full the family. After dinner be prepared for some "down to earth " entertainment by the grandchildren. service hotel recently renovated. Then meet our expert guide for an area tour including the area briefly inhabited DAY FIVE TUESDAY OCTOBER 6 by the Lost Colony, a visit to the Elizabethan Gardens and Meals: Breakfast, Lunch, Dinner the Elizabeth II State Historic Sight where we'll board a replica of the 16th century sailing vessel used in the first After breakfast we'll visit a local farmers market followed by a tour of the Strasburg RR Museum. Then, board one of voyages to Roanoke Island. Returning to our hotel, we'll have time to freshen up before light hors d'oeurves and America's oldest steam trains for a ride through spectacu"no-host" cash bar on the deck of our restaurant (weather lar Amish farmlands to Paradise and back, with a light permitting) then enjoy dinner overlooking the water. luncheon served on board. Departing for Washington DC, we'll arrive in time to enjoy our favorite Smithsonian DAY TWO SATURDAY OCTOBER 3 Museum or perhaps the new acclaimed "Newseum" with imaginative, interactive exhibits. Following check in at the Meals: Breakfast, Luncheon centrally located Sheraton National Hotel in Arlington and After breakfast it's just a short ride to the Jamestown Yacht Basin. Here we board the Jamestown Island Explorer for a time to freshen up, we depart for an exceptionally elegant nature cruise with spectacular views and Jamestown dinner cruise on the Odyssey III. Travel beneath historic bridges, spanning the Potomac while enjoying live enterfolklore and history. Then visit and dine at the Berkeley tainment, impeccable cuisine and unparalleled views of the Plantation where the first 10 US Presidents dined with the Capital's greatest monuments. Upon returning to our hotel, Harrisons. Our home tonight is the delightful Sheraton Park South Hotel in Richmond, VA. Light hors d'oeuvres we bid good-bye to our driver/guide, who will return to his homebase in Richmond. await us with a "no-host " cash bar on the patio this evening. Dinner is on own. DAY SIX WEDNESDAY OCTOBER 7 Meals: Breakfast DAY THREE SUNDAY OCTOBER 4 Checkout at leisure today and transfer to Washington Meals: Breakfast, Lunch, Dinner After breakfast depart for Monticello, the classic home of National Airport for our flights home. Complimentary hotel airport shuttle. Thomas Jefferson and an architectural masterpiece. A colonial style traditional buffet luncheon awaits us at historic Michie Tavern followed by a tour of the Tavern, Optional extra hotels nights. Washington. $122pp (includes taxes but no breakfast). grist mill and museum. This is one of the oldest homesteads in America, originally located at a busy stagecoach crossroads and a meeting place for early statesmen, Rate: (includes gratuities) $860pp sharing twin travelers and landed gentry to the area. Here we'll meet our expert guide who will accompany us for the remainder Single accommodations add S257 of the afternoon. The world famous Luray Caverns is next Plus a nonrefundable $30pp Tarpa registration fee. on our agenda and we marvel at the magnificent formations and massive rooms, while listening to the world's Rate based on a minimum of 37 participants. only stalacpipe organ. Ascending to the Skyline Drive, we reach our hotel for tonight, the rustic and marvelous Skyland Lodge in Shenandoah National Park. Dinner and entertainment and perhaps an outdoor Ranger Talk follows.
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THE AVIATOR
By Michael J. Larkin
I am not a Charles Yeager, And I'm sure not Richard Bong; In fact most things that I attempt In airplanes turn out wrong! But I love the smell of ADI, And engines that are round, And I love to hear the big-bore bird, With it's deep, un-bridled sound. And I love to go to Reno, And I love to watch them fly, Tho it breaks my heart to see A fellow aviator die. But I know they'll go on flying, And I know that so will I, For nothing short of death will ever Keep us from the sky. And I'll never know what makes us so, Were we just born to fly? Or did we get hooked the first time we saw An airplane in the sky? Now some men feel a three piece suit Is proof they've passed the test, Or driving a Mercedes Benz, Or a Rolex on their wrist. I shall be forever grateful, That He chose me from the rest, To spend my life in uniform, And brother to the best. And when my life is over, And it's time that I should die; I hope He'll let me join the crowd In His hangar in the sky. And there, we'll raise another glass And re-tell all those lies, About our mis-adventures Way up yonder, in the skies.
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A Salute to TWA's 747s By Jon Proctor Trans World Airlines has operated the Boeing 747 longer than any airline in the world. Its first order for the type came on September 2, 1966, for 12 airplanes; three were to be convertible cargo models, but the contract was later modified and all were produced as pure passenger versions. Four delivery positions held by Eastern were later taken over, and an additional three airplanes ordered, for a total of nineteen 747-131s. All were delivered between New Year's Eve 1969 and October 27, 1971. After introducing the new jumbo between Los Angeles and New York on February 25, 1970, TWA began New York-London service March 18, and concentrated on trans-Atlantic expansion and transcontinental domestic flying, plus Chicago to Los Angeles, San Francisco, and Las Vegas; and later Los Angeles-St. Louis. When ORD-LAX service was inaugurated, Flight 3 originated at JFK and provided one-way flights JFK-ORD for a short period of time. Early improvements to the fleet included engine upgrades and landing gear modifications which allowed an increase in the maximum gross takeoff weight from 710,000 pounds to 735,000 pounds. Originally fitted with 342 salable seats (58 first-class and 284 economy), TWA's 747s had the fewest passenger seats in the industry; even the economy seat backs featured pneumatic lumbar supports. Individual cabin "zones" were identified by color-coded boarding passes; gold for first-class, and blue, red, and green for economy. Numerous changes were incorporated over the years, including installation (and removal) of coach lounges, and three-class layouts. Upper deck lounges, along with blenders for mixing elaborate bar drinks, became only a memory as higher operating costs demanded increased revenue, and therefore capacity. Nine-abreast economy seating gave way in 1978 to a ten-across arrangement. Eleven-abreast was even experimented with briefly (and mercifully abandoned). Strapped for cash in 1975 following the Middle East oil crisis and a slump in traffic, TWA reached an agreement to sell six 747s to the government of Iran for $99 million, with options for an additional six. Three more left the fleet later in the year, although N93119 was repurchased in 1976, having never left Boeing's Wichita modification center. Sadly, this was the airplane lost in the 1996 crash of Flight 800. As economic conditions improved in the late 1970s, three 747SP "Special Performance" jumbos were ordered for 1980 delivery, in anticipation of flying long-haul segments to the Far East. Although the new routes were not awarded to TWA, the trio of stubby jumbos was integrated into the fleet and used on both transcon and overseas sectors until the mid-80s, then sold off. All three, incidentally, have since been converted to VIP aircraft for Middle East customers. TWA also began acquiring additional 747-100s off the second-hand market. One came from Iberia in the spring of 1980, and followed by another in 1981, along with two from British
PAGE 29... TARPA TOPICS... MARCH, 1998
Airways. In 1984, a pair of 747-200s was bought from Air Portugal; three more came aboard a year later, two from Swissair and one from Olympic (along with an option for a second -200, which was not taken up). The -200s allowed increased payloads, especially on the longer segments between New York, Athens, Tel Aviv, and Cairo. They were also warmly welcomed by crews flying the LAX-LHR polar flight. The first of the original 131 models was sold off in 1988, followed in 1992 by two more. The two British Airways aircraft left in 1991, sold to Tower Air. Gradually, the fleet was reduced until the summer of 1996, when two -100s and two -200s were added to cover an increased schedule including extensive charter activity. TWA's aircraft modernization program included the retirement of both the L-1011 and 747 fleet. The four 747s added in 1996 were withdrawn by early 1997, and the active inventory was brought down to five airplanes after the 1997 summer season. Two more were parked at JFK as the year closed out, leaving three to maintain the JFK-TLV-SNN-JFK schedule. Two of the remaining airplanes are TWA originals, N93108 and N53110; each has flown more than 105,000 hours while completing in excess of 19,000 flights. At the time of this writing, the last 747 departure from JFK was scheduled for February 18, returning early on February 20, just five days short of 28 continuous years in the service of Trans World Airlines.
PAGE 30... TARPA TOPICS... MARCH, 1998
TWA's Boeing 747 Fleet Roster
PAGE 31... TARPA TOPICS... MARCH, 1998
MEMORIES OF THE B747 by Lou Burns
Last week I got my annual line check on the 747. When the check pilot told me this was the last line check that would ever be given on the 74 it brought back a flood of memories. I remember in 1969 and the biggest Boeing was in the news frequently. It seemed everyone was excited about this airplane, and anticipation was very high at the airlines that would be the first to fly it. At the time, I was flying F/O on the 707, and at that time it was a very good job. We flew great trips intra-Europe, and of course had the round the world service with one 13 day trip a month and layovers in Hong Kong. So my initial reaction was to stay put and enjoy the life style, but it wasn't long until I got caught up in the excitement and added my name to the list that was posted on the bulletin board at Hangar 12. In February of 1970 I was assigned to ground school in Bldg. 95 at JFK. At that time I hadn't even seen a 747 yet except on the evening news and in reports in Aviation Week. As I recall it, there were nine of us in the class. Capt. Joe Carr was one and fellow F/O's Frank Montemurro, Dick Persons and maybe Dick Nicklas. The flight handbook was only about an inch and a half thick, as they were still printing and developing material. I remember the course as being good with very adequate training aids and the school was much more "user friendly" than 707 or Connie school had been (where it seemed they were more interested in teaching you how to build it rather than operate it). As hard as it may be to believe, the instruction in operating the INS seemed the most intensive and difficult to grasp. While we were in school the 747 got taken on it's proving run to Europe, where it drew large crowds, and as we were about to finish the course, Ed Frankum flew the TWA inaugural and the first domestic 747 service , when he came from LAX to JFK on Feb. 25th. I started simulator training on March 6th. Joe Carr was my flying partner, and John Robertson was the instructor. The sim was a delight to fly compared to the 707, and the large instruments and INS a huge improvement. I finished the simulator course on the 14th of March and went out to Kansas City to begin flight training. On March 19th I got my first close look at the 747 as my flying partner, Sam Croyle, and our instructor Bob Norris and I walked out to the flight line to board #103. Wow, was it ever impressive up close. (As a matter of fact, 28 years later I STILL find it impressive up close.) We did most of the training down at Salinas. My first landing was at night, and I will always remember approaching the runway for the first time, and Norris telling me to start easing off on the power for the landing. I though he must be nuts, we're still way up in the air. Then his hand went over mine on the throttles and slowly eased them closed, a slight flare, and a nice touchdown, with me still thinking that it looked like we were at the middle marker. On March 23d Sam and I got our ratings from Vince Ring in #102. Line training in that era bore little resemblance to what goes on in today's operation. There was one, maybe two trips as an observer from the jump seat. At that time we only had the one international flight, 700 to LHR. On my observation ride I believe Bob Buck was the Capt. I do
PAGE 32... TARPA TOPICS... MARCH, 1998
remember that Capt. MacKrille was also an observer, and as he sat in the forward jump seat I didn't see much anyway. By April 15th I had been set up for a line check. Capt. Shepard was checked on the way over to LHR by Billy Williams. On the morning of the 17th the airplane we were suppose to take home, #102, came in with an engine shut down due to oil leaks (a problem that was to plague the early 747 operations for quite some time). When the leak was repaired later that morning, we went out to the field the ferry the plane back to NY. Capt. Williams was flying from the left seat and I was F/O as we took off and soon thereafter lost all the oil again. At that time we had recently started service to ORY and that's where the spare engine was, so that's where we headed. Upon arriving there, Capt. Williams decided that Capt. Shepard and I were qualified and were to wait for the engine change and bring the airplane home. So I got checked out without ever flying the airplane on the line (something that I would not do for several months, by the way). Paris maintenance believed it would take them about 12 hours to do the engine change, no doubt because that is what they had been told by Boeing. Four days later, on the 21st, Capt. Shepard and I, along with F/E's Bob West and Ed Kappert brought the bird back to Kennedy. As aircraft continued to arrive during that first summer, we added service to Madrid and then to Rome. Everywhere we went we would draw crowds of curious and eager onlookers who wanted to see the airplane. Of course most of these were crew and staff from the foreign airlines, and we tried to give them the best tours we could. Finally, after almost six months of line service, I got to fly a leg, when Bob Buck let me fly 803 back from ORY on Aug 31st. To say I was grateful would be an understatement, as I was starting to look at my license to see what my rating said differently from what was on the Capt.'s. Those were definitely different times. As many of you remember, at that time NY was divided into two domiciles, JFK which flew International and NYD which handled domestic. A pilot could switch operations on a quarterly basis and in the last quarter I went to NYD which was flying some very good trips. A typical flight might consist of a non-stop to the coast followed by two or three days of one shuttle a day between the west coast and ORD and then a non-stop back to NY. We continued adding services and on Jan. 7th, 1971, Vern Lowell, Ed Kallina and I inaugurated FRA-LHR-IAD routing in #110. On Oct. 9th I had my first weather diversion in the 747 when Chuck Hoesel and I went in to Cologne for fuel on our flight to FRA. Shortly thereafter I was on 803, ORY-JFK with Bob Wittke. Arnold Palmer showed up and had a cockpit authority card issued by the FAA and spent the entire trip up in the cockpit with us. A delightful gentleman. As luck would have it we had to land in BGR for fuel on that trip. By the fall on '71 we had extended service through Rome down to ATH and TLV. In late Oct. on the way back from Rome on one of those trips we had to divert in to BGR. Joe Goetz was the Capt. and Frank Metro the F/E. As we extended the gear for landing the associated hydraulic system went away. We had a full load, which at that time was 356 pax. Guess I should explain that instead of being jammed full on seats like it now is, the 74 of that era was truly a luxury machine. The upper deck was called the Upper Deck Lounge, and had four tables, surrounded by seats. It could only be occupied during flight. B zone had more tables and a stand up bar against the rear bulkhead. Anyway, BGR was just a couple of Quonset huts at that time, very primitive. We had to have all of the pax clear customs, the company hired every bus it could find in that part to Maine, and all these people were taken
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out to a lobster dinner while the company ferried a 727 with mechanics and a new hydraulic pump up to us. They made the repair, and after a seven hour delay we were on our way to New York. By early in 1972 I was bored with the lack of flying and went back to the 707 to enjoy several months on the HKG run. At the beginning of '73 came back on the 74, and on 840 of Feb 24th, diverted in to Milan Malpensa because of snow in Rome, would you believe? Chuck Hoesel was the Capt. and Gordon Bishop the F/E and this was the first TWA 747 to go to MXP, and may have been the first ever 747. By the end of that year we had put the plane on the polar route between LAX and LHR. After a short and involuntary displacement in late 74, I returned to the 747, now very junior due to the effects of deregulation, displacements and the closing of the Boston domicile. About the only interesting event I logged for the next couple of years was flying the first flight in to Malaga on Dec. 13th of '75 , with Rutt Barr and Joe Crede, checked by Sam Mariani. In 1976 the bottom fell out as we sold 12 of our 74's to the government of Iran. On March 19th of that year I flew IAF (Iranian Air Force) 6-288 from MCI to McConnell AFB with Capt. Ed Flynn. On June 12th, Capt. Sam Mariani and F/E Bob Pugh and I took the first 747 in to Barcelona. At about this time we raised the MGTOW of the 747 from 710,000 to 734,000, and I flew it at this weight for the first time on 761, LAX-LHR, July 22d with Capt. Hutch Thurston, F/E Bill Toms and IRO Bob Cherry. Later that summer , on August 30th to be exact, I was on Flt 880, JFK-ATH, with Capt. Dub Youngblood when we lost an engine shortly after takeoff. We returned to JFK and landed at 640,000 lbs.. The SP's arrived in 1980. They were fun, and seemed like real hot rods compared to the larger 74's. They spent much of their early time flying out of BOS, which was great for me. On May 4th of that year Capt. Gordon Hargis, F/E Bob Cherry and I flew #202 on her first revenue flight from BOS-FCO. These planes were never used on the routes that they were designed for until 1983, when we started non-stop JFK-CAI service. I tried this route on Nov. 7th with John D'Albora, Bob Cobun and Hal Leiding. In '84 this route was extended to Kuwait. It was on the return CAI-JFK segment from one of these flights, that I had my longest leg. On Dec. 19th, with Bill Watson and F/E Coney Metcalfe it took us 12:47. Now I know this won't seem that long to you veterans of overseas Connie service, but it's a record for me, and I know it was a long day for LAX Capt. Joe Kish, who had to ride the jumpseat all the way home because the flight was full. The 747 sure could carry a load. I made note of a few of the really big one's that I had. They were all on LHR services by the way. Thanks Icahn. On an ORD-LHR flight in 1977 we had a payload on 121,739lbs. This was topped in 1982, when on a LHR-JFK flight we had 124,100 lbs. a load that was beaten on Nov. 23rd, 1986, aboard the ill-fated #119, JFK-LHR we carried 133,554 lbs. of payload. I 've been very lucky in my 747 flying, with mostly routine operations. The only high speed, high energy abort came on Oct. 14, 1989. We were leaving LAX on the polar flight on #303. The Capt. was Butch Inglesby and the F/E was Tom Matheny, who had a student F/E in the engineers seat for the first time. Our T/O weight was 749,000 lbs.and we were at about 125kts on the roll
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when we had to abort. It sure uses up runway, tires, and brakes. We changed airplanes, tried again, and arrive in LHR at 1720 the next evening. The next year I got up to 78N, on a LAX-CDG polar flight with Howard Hall. In January of '91 all hell broke loose when the invasion of Kuwait began. I was in the middle of a polar flight, which was disrupted by the almost complete vanishing act done by passengers. Services were slashed, most of the planes went to war as part of the CRAF operation. The largest sector of this was based in FCO, with service down to the desert. I spent Feb. of that year flying a freighter out to the Pacific. We went to Guam, Hickham and Clark AFB in the Phillipines. I've been able to hang on and be one of the few remaining 747 Captains as the 747 enters its last month on TWA. It's a lot of memories on one of the world's greatest airliners. I'll be just a few hours short of 14,000 on it when it leaves. And you know, I still find it awesome. On my last trip to TLV, I was walking back from Jaffa and stopped twice just to look up and watch these magnificent machines coming in to Ben Gurion airport. And I said "Wow!".
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JET SETTERS SAVOIR-FAIRE by Walt Gunn The dawn of the jet era in 1960, coined a phrase describing a new generation of air travelers, the "Jet- setters!" The label was intended to suggest the affluence of those in the upper circles of society. With the inauguration of 747 service in 1970, air travel achieved heights of luxury unmatched in the scant six decades of commercial aviation... a far cry from the Ford Trimotor. The title "beautiful people" was assigned to the majority of those players in jet set air travel circles. Their lifestyles and fashion statements became models of behavior on a worldwide scale. Truly, triggering a process of "social trend setting" crossing all socioeconomic, ethnic and cultural boundaries. Life aloft in the spacious 747 provided countless amenities of food, drink and happy hour socializing. The jumbo jets took on the ambiance one might expect in a swank Madison Avenue bistro. The 747 upper deck lounge, with an array of pedestal- mounted cocktail tables and swivel lounge chairs cozily accommodated some dozen or more first-class passengers. With private galley and lavatory, the lounge became a hub of fun- filled chatter once underway and cruising at 600 mph in silky smooth air. Early 747 schedules were avoided by the senior flight attendants for a variety of reasons, most having to do with overloaded in-flight services for the massive number of passengers. This created opportunities for many lesser experienced hostesses and flight attendants on the luxurious blue-chip jumbo jets. TWA's Flight One (the Sun Racer) from JFK to LAX became a long-standing favorite of the moguls of the moment, and created a never-ending array of duties for the cabin crews. Departing JFK at 5 P.M. signaled the cocktail hour for the start of service. Ambassador passengers favored the upper lounge (via a spiral staircase) for what invariably became a social hour for the elite. The festive affair would last until dinner was served at their assigned seats in the main cabin below. The disinhibiting effect of beverage alcohol soon did away with any somber moods. Congeniality spread infectiously, at times reverberating into the flight deck (immediately forward of the lounge) with a cacophony of laughter and raucous conversation. Better the passengers enjoy themselves in such fashion than sitting poker-stiff in boredom or anguishing flight bearing white-knuckles as some air travelers are wont to do. Joyous jubilation reigned. From my graduate training in psychology, I found it easy to allay any undue concerns of Cockpit anwhite-knuckled passengers by encouraging levity among the cabin attendants. nouncements helped as well. The long-range 747 flights allowed ample measures for relaxation and tension reduction when casual humor was favored over somber formality. The preferred command style for the early 747 flights, emulating that of Captain Marv Horstman, dictated that relaxed informality be encouraged. Flying was to be enjoyed, not feared. The tempo on prime time 747 flights followed the French fashion of "la fete continue" with scant encouragement from either cabin or cockpit crews. During any slight delay or other operational irregularity, it pleased the cabin team when free drinks were approved easing their workload significantly while adding to the levity throughout. I always felt offering complimentary drinks was a "captain's perk" in easing passenger disgruntlement and well-worth any revenue lost. Passenger goodwill was often salvaged with a modicum of beverage alcohol. On occasion, I would suggest to the new-hire attendants that they choose an "able-bodied
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"
"
On occasion, I would suggest to the new-hire attendants that they choose an able-bodied " passenger to take command of the beverage (liquor) cart, playing bartender, or set up a self-service operation, freeing them for the meal service. I often wondered how this impacted the passenger compliment files in our marketing division. I know how I would bet. One memorable 747 flight (on the Sun Racer) is often recounted. The usual upper lounge festivities were in full swing. Dinner was ready on the main deck. The sprightly lounge attendant entered the cockpit to advise me a couple of the passengers were not ready to eat and wished to remain in the lounge. She was required to assist downstairs in the main cabin, and passengers were not to be in the upper lounge without an attendant. "Go ahead downstairs," I remarked, "They're adults and they'll surely be down when they have finished their drinks." She smiled relief, and exited the cockpit. Problem solved... for then. Some 10 minutes later, she signaled the usual two knocks at the cockpit door. On entering, she said in wonderment, "They aren't in the lounge, and I didn't see them come back to their seats in first class!" Pondering the options, I asked her to see if the lavatory sign indicated "occupied." Her check confirmed my suspicion. My fantasy was brief. The solution simple. I suggested she return downstairs and continue her assigned service. All was well aloft. As she left, the co-pilot and engineer turned to me with smirking grins, and we shared a plethora of both snide and humorous remarks about the likelihood of possible goings on at 35,000 feet. "Man, they're going for the "seven-mile high club" was the engineer's offering. Flight monitoring duties resumed with frequent titillating chuckles. Airways control called, advising to change over to Kansas City Center and we were immediately re-focused on the task of safely carrying our more than three hundred passengers from point A to point B, fully aware that some of our passengers were enjoying it more than others. The situation turned as the lounge hostess entered the cockpit once again. With a half smiling, puzzled expression, she stood silently for a moment, pondering her opening remark. "Captain, you won't believe this" she blurted in surprised amazement. My airline experience had conditioned me to expect the unexpected at all times. "Try me," I said. She proceeded in detailed fashion to set the scene for me. It was this: Apparently the couple that chose to remain in the lounge had indeed shared the intimate-sized lavatory after the others had left the upper lounge. Eventually, as the couple came down for the meal service, it became apparent they were not traveling together. The woman joined another gentleman, allegedly her husband, in seat 4A, while her lounge escort, traveling alone, seated himself in 5C across the aisle and behind them! In unison, the co-pilot, flight engineer, and I realized our fantasized visions may have had some merit. The engineer suggested I should proffer a "seven-mile high" certificate to them. Surely, it was an indication of the jet setters' approval of the unlimited pleasures of jet travel, especially with the Jumbos. However, it may simply be a function of the numbers, if not the times. I'm still uncertain. Early air travel consisted of 10 passengers in the days of the Ford Trimotor on 2-3 hour endurance flights. The 747 with more than 400 passengers and longer endurance, never fails to serve a broader array of personalities, and thus, behaviors. But then, too, early air travelers were profiled as more conservative, wealthy and famous. The primitive resources of air travel most assuredly restricted such socializing customs among the passengers.
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In fairness, I do recall some of the old-timer pilots reminiscing over similarly unusual antics among the passengers in the early days of "sleeper flights" in the DC-3 era. The similarity of tales may suggest there has not been as much of a revolution of social mores with jet travel. Rather, society has merely adapted and taken advantage of some four decades of advancement in aviation technology. What was once considered elite by being a "mile-high member" has given way to nothing more than the jet age... flying higher, faster, farther, and friendlier aloft... especially for those with exceptional savoir-faire!
Orly 1970
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by HANK
GASTRICH
291 JAMACHA ROAD APT. 52 EL CAJON, CA 92019-2386 TEL / FAX 619-401-9969 E-MAIL: hankflys@msn.com hankflew@juno.com
Gmo d orning, Tarpans! What this will not be is a long, boring, medical report. Neither will it be an even longer, more boring report on "the college kid" and his pursuit of education. To that end I will start off with a promise. Considering the new TARPA Directory will contain an E-mail address section, this promise is to NOT use any e-mail I receive from any one in future GRAPEVINE columns unless I specifically ask for and receive permission so to do. Hopefully now my e-mail will not dry up. THE SPORTING LIFE: Mid-January here in southern California and everyone is going ga-ga over the Super Bowl. Remembering the inability of the local Charger football team, interest is undoubtedly higher than if the Chargers were one of the combatants. There are not many tickets available for the game; at $275 per seat I wasn't contemplating purchasing any but with the scarcity of ducats, I can easily say, I tried to get tickets but was unsuccessful. Frankly, I consider the Super Bowl much like the stock market. When I read, "Stock Market drops 300!" I interpret that to mean 300 is the number of small investors who will bite the dust. MEDICAL REPORT: Treading water I suppose. Body all achin' and wracked wit' pain! I find I am unable to stand for long periods ... or to sit for long periods. I can lean pretty well so I do a lot of leaning! Doctor keeps insisting I exercise more - I tell him I shake a lot, isn't that enough? COLLEGE REPORT: I lied! Here is the college news. I start the spring `98 semester on 27 January. So far I have learned how long the 100 Years War lasted, when the war of 1812 started and a preposition is something you never use to end a sentence with. So far, I've taken two GEOG courses to tell me where I am. This semester I plan to take PSY 120, a psychology course to find out who I am and ANTH 110, an anthropology course to find out what I am. Still looking for that `special someone' to help me make my college days the "best days of my life" but with little success. The coeds today are things of beauty but in truth, most of these young ladies are all very shallow. I asked one the other day if she ever thinks of the future and was surprised to hear her answer `she did - very often.' Pressing for details I found out her thoughts of the future were mainly wondering who would take her to dinner that evening and if she would end up `lucky' that night after dinner. Hmmm! Not too unlike my own thoughts of `coming events!' Enough of this nonsense though - let's move onto the good stuff!
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GRAPEVINE (coned)
HUMOUR PAGE No newspaper cartoon this issue so a picture will have to speak 1000 words! I have also lost the note-pad I use for joke or gag-line remembrance. Without notes, I find it difficult to remember yesterday. Let's start with some of the better Imponderables for the New Year What does Geronimo yell when he jumps from a plane? Is there another word for synonym? When it rains, will sheep shrink? Why do slim chance and fat chance have the same meaning? If 7-11 stores are open 24 hours a day every day of the year, why do their doors have locks? If, while crossing the street, I am struck by a beer truck, is that an alcohol related accident? Followed by a few Actual English subtitles lifted from films made in Hong Kong: "A normal person wouldn't steal pituitaries." (gratuities?) "Quiet, or I'll blow your throat up." "You always use violence. I should've ordered glutinous rice chicken." "Yah-hah, evil spider woman! I have captured you by the short rabbits and can now deliver you violently to your gynecologist for a thorough examination." "The bullets inside are very hot. Why do I feel so cold?" "I'll fire aimlessly if you don't come out!" And finally some anonymous comments - for good reason, n'est ce pas? For Sale: Parachute. Only used once, never opened, small stain. Boycott shampoo! Demand REAL pool How do you tell when you run out of invisible ink? Dancing is a perpendicular expression of a horizontal desire. Every one has a photographic memory, but some folks don't have film. I must confess having pilfered all (most) of the foregoing from the latest issue of the Pacific Flyer. The P F is probably the best aviation trade paper published in the world, albeit, not as best as when I wrote for it. It does however have a world-wide reader base. My thanks to Wayman and Candy Dunlap.
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' GRAPEVINE (cont d)
Lake Quivira, KS
BOB BECK
Dear Hank, Thank you for your kind words. The `97 Bearly Open Golf Tournament drew 77 players, and 8 beautiful C.A.'s who kept our strength up with refreshments and charm. Thankfully, some things never change. We raised $1100 for ALS this year, in our 22 ND year of onslaught of the greens. Winners names were a lot of second generation TWA'ers, Roger Gerling's Don, Paul, Bryan and Kelly; Rowe (Brent) Beck (Bill) as well as old timers like Dick Kleinst, Rick Molinaro, Mike Larkin and Gary Orlich. We plan on next year's event the first Monday in October, if the Chiefs don't have a home game. Bob "Bear" Beck Thanks for your kind words about my `kind' words Bear. If any of my words helped in any way to get that $1100 for ALS they are the best words I ever used. We can mention the 1998 Bearly Open again in the July issue and perhaps double the entrants and the ALS money. Maybe the number of C.A.'s that attend too, huh? (All of us aren't golfers you know)! Lodi, CA
MEL FISHER
Dear Phil, My grape vineyard is producing very well, after 19 years of TLC. The TARPA dues are well worth the small fee. Even though I turned 75 last year, I will still pay my share. I have been unable to attend the last 3 reunions, as they came during my grape harvest. With the later dates for "98 and `99, I will be able to attend TARPA reunions again. Melvin L. Fisher I knew those grapes were going to waste on the grapevine page and I'm happy to see them now flourishing in your vinyards. Let me know what wine they make - the last wine I had tasted as if the grape stompers had athlete's foot. San Leandro, CA
F A HARLAND
Dear Phil, Thanks for your dedication doing more than your fair share for the rest of us TARPA members.
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GRAPEVINE (cont ' d)
WE GET LETTERS This will be a "new' section within the GRAPEVINE - a column within a column so to speak. Many of us send our dues in with short but interesting and informative notes. In an attempt to include as many as possible of these mini-communiques and not have each one surrounded by a blizzard of white open space, I thought I'd try to use them in a two column format. I notice all the major magazines have two or more column pages. CON EROEN
Scottsdale, AZ JOHN HOAG
We appreciate the effort that goes into TARPA. Con Eroen BILL GREER
Thanks to the few who do so much for so many of us. It is appreciated. J. H.
Claremont, CA TOM WELCH
Check enclosed full value received thanks to all who do the work Bill Greer
Phoenix, AZ
Los Osos, CA
I'm 77 so this payment is just because you guys do such a great job is appreciated. Tom Welch
Moraga, CA RUSS DROSENDAHL Woodland Hills, CA JACK DAHL Although I became an Eagle last July, I wish to pay my dues anyway because TARPA is a great outfit! Best regards, Jack Dahl A V GATTY
Vero Beach, FL DICK ANDERSON
Always look forward to receiving Tarpa Topics. Congratulations to you and all the fellows who put out a great magazine. Regards, A V Gatty PAUL KELLY
Fifty years ago I joined TWA (10 Nov 1947). They have been great years and being a member of TARPA is the frosting on the cake. I enjoyed ABQ and hope to make many more. Russ Drosendahl
Even tho I am an Eagle this is one check I enjoy sending each year. My day is made on the day TARPA TOPICS arrives. It is a "gem of a production." Dick Anderson
Paradise Valley, AZ GEORGE TITTINGER
Eagle or no, 25.00 dues enclosed. Have a happy Christmas Season. Paul Kelly PAUL HUSAK
1000 Oaks, CA
Prescott, AZ
Here are my annual dues. I enjoy the magazine very much but people I worked with (1930-1973) are shrinking fast. Paul Husak Ed's. Note: Paul is a retired dispatcher - the GRAPEVINE is glad to hear from him.
Hemet, CA
Thank you for all the work you do, for all of us. Sending this cheque is the least I can do. I want to wish you and yours a Merry Christmas George Tittinger GEORGE DELANEY
Jupiter, FL
Hi Phil - I hope all is well with you. I'm enjoying life in Florida teaching part time at Flight Safety in Vero Beach George
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GRAPEVINE (cont ' d)
ADOLPH URBAS
Fontana, WI
Adolph, 82 still flying Cessna 172 one or two hours a week. Bought a hangar and proceeding to insulate and heat it. Great little airport called Poplar Grove. Hope to see you all at the convention if I can tear Jean away from flying and the 99's for a few days. Adolph Urbas Fan-damned-tastic Adolph. DICK FERTAL
Hi Phil, Hope all is well with you and family. I got socked in the eye playing tennis too close to the net. Have good right eye but can't travel as yet. Pressure change in bad eye, but it is getting better. I have an old V-tail Bonanza but it needs work, but I probably wouldn't go up anyway.
Tucson, AZ
Phil Wanted to tell you, we appreciate what you guys do for the organization. Dick Fertal AL WALL
DICK CRUICKSHANK Santa Ana, CA
Regards, Dick C You are a lucky man, Richard. Think of the pain if a `jealous Margaret' would have been the cause of that eye ache.
Lake Park, FL MEL RODGERS
You can't run the organization on air so here's a donation in lieu of dues. Al Wall Another Eagle chirps in. WARREN BULLARD Palm Coast, FL Enjoyed the November issue of TARPA TOPICS, particularly the article on the early ICD Stratoliner flights. Does bring back memories! WB ART LORENTZ
RAY CRAFT
Phil Naydene and I will try to make 1998 Convention. We tried to get to ABQ, but had to cancel because of age problems (hospital), but every thing is back to normal now. We plan on it staying that way! Keep up the good work you people are doing. Mel Rodgers Easy on that hospital stuff Mel - scared me for a bit.
Modesto, CA STEW GILBERT
I turned 75 Sep 7 1997 - think that makes me an Eagle. Will still send my dues 'til this eagle flies west.
Cheyenne, WY
Dear Phil, TOPICS alone is worth the price - let alone the annual fraternization. But you've never heard that before, have you??? Ray
Stockton, MO
Prescott, AZ
Now that I'm an Eagle don't need to send this but am anyway in appreciation of all the good work you guys do. Stew Gilbert We appreciate your appreciation Stew. Thanx! KATIE BUCHANAN Phil -
Stateline, NV
Happy Holidays to you and yours -
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Katie
GRAPEVINE (coned)
BUD POWELL
Leawood, KS
Enclosed is my check for 1998. I reached my 50th year this year but will continue to pay my way for you fellows do such a great job and I want to encourage you all as much as I can. Thanks for a great publication.
MARV HORSTMAN Punta Gorda, FL The TARPA magazine is the greatest and seems to keep getting better - thanks to all of your hard work. Here are some dues. I'm still flying a C-150 and a C-175 - Fun as always MH LOUIS BARR
Henderson, NV
MARSH BECKER Grand Junction, CO Many thanks to all of you at TARPA for the time and effort you contribute. I look forward to each issue of TARPA TOPICS. Great job, well done! Marsh BILL MERRIGAN
Maryville, MO
It is always a pleasure to receive the magazine. We are all in debt to you who give your time and energies to carry on the legends of TWA. I wish to express my appreciation. Thank you. Bill Merrigan
Here is my dues for 2998. As a select one of the Eagles I know I don't have to pay, but the TARPA TOPICS is worth every bit of the dues. Louis Barr RALPH PENSON
Bend, OR
Please put this where needed. I sure do appreciate the work you guys are putting together. The latest journal is beautiful. But a sad note - the list of our contemporaries who have Flown West all good people. Thanks again. Ralph JAMES McARTHUR
RUSS NORTH
Plano, IL
Sarasota, FL
On July 4 this year I joined the aerie of eagles, sure beats being a turkey. Don't really feel like I'm 75 until I look in the mirror. I feel pretty good and my last physical everything looked good. Three years ago I lost my lower right leg to peripheral vascular disease. Now that I have a decent prosthesis I get around real good. I do most everything I used to do, except chase girls. It's much easier to sneak up on them.
Ed's note: I have to add my congratulations to Russ - one of the finest with whom I ever flew. Thanks for the landings Russ.
Enclosed are my check for dues and the extra you may use at your discretion. Thanks to all of you for the fine work being done on our behalf. James B McArthur JOE BROWN
Sunrise Beach, MO
I'm very proud of TARPA. The latest TOPICS is superb. ABQ was great. It was good to see so many "youngsters." Looking forward to Virginia Beach. Happy to contribute my "Eagle" dues. Joe Brown JASPER SOLOMON
1000 Oaks, CA
TARPA just arrived - have not red it yet - It is a pleasure to send in a check for TARPA dues. Thanks for your time and efforts. Jasper Solomon
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GRAPEVINE (cont'd)
TOM BINNS
Chillicothe, OH
Dear Phil, Enclosed are my annual dues. I'm trying to recover from a full week of NTSB hearings. I can't believe I survived 27 years of bare wires, fuel vapors, and all those meteorites. No wonder they paid us so damn much money!
THAD MAY
Greensboro, AL
Dear Phil, As long as I am able, I'd like to keep paying my dues. The TARPA magazine is very much enjoyed by my wife and me. Thad May
4 years with TNA Airways in Beirut, Lebanon. My hobby is rebuilding Model "A" Fords. Donald E Culp PETER KIEWEL
Fountain Hills, AZ
Phil, This is my winter address (DEC-MAY) and will only effect my March issue. Retirement is great and enjoying it very much. Hope all is well with you. Enclosed is dues check for a couple of years. Pete Welcome aboard, Pete. We need more (actually all) of you recently retired pilots. Thanx. Hank ROBERT DALIN
Santa Maria, CA
Dear Phil, DICK CARTER
Suisun City, CA
Thanks for taking on the treasurer's job. Hope you are enjoying retirement as much as I am. Dick Carter DON DORMAN
Napa, CA
Dear Phil, Enclosed is my check for $25 (altho I am an Eagle - 77. This is worth it to keep up with the old friends. I appreciate all the work you men do to keep TARPA going and get the magazine out. Merry Christmas to you and all the rest that do the great job. Sincerely, Don Dorman
Thank you and the other officers for all the great work providing me with many items of news and fond memories of my 23 years as an engineering test pilot at the Fairfax and MCI overhaul bases. TARPA TOPICS is the only publication that I read from cover to cover in one sitting. Lucy has learned in past years to leave me alone after she sees that I am engaged in reading the latest TOPICS. I reached Eagle status, but am sending enclosed check. I am enjoying pretty good health for my age (my Doc says), and not complaining. Attribute this to exercise in the form of tennis, golf, swimming and walking the beach. Also do some work restoring classic cars.
It is great to hear from so many of my Snow Hill, NC friends. Thank you for making this possible.
DONALD CULP I flew my first trip on 5-6-45 on flight 2572NA from NY - Casablanca - NY with Captain C N Shelton. This was my first ICD & my first fight as navigator. I was scared stiff. I retired in June 1946 and rehired in 1962 for Saudi Arabia for
Sincerely, Bob Dalin Great to hear from one of my old TWA classmates Bob. I wondered what had become of you.
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DON HARTMAN
Tulsa, OK
Hank, Enclosed find photo of a "PLAY BOY SENIOR" I first built in 1947 and just completed my second one in 1997. The first one was free flight and this one is radio controlled. Don Don - why do I have the feeling you are setting me up? Wanting me to write something like, "I see the PLAY BOY SENIOR, but what kind of airplane is he holding?" No way, old buddy. I also see the name on the plane ... "BIG-50-1947-1997!" There has had to be some huge changes made in model building during the interim. I've fooled around some with models but never had such success as you.
ORESTES DIOGUARDI
Atlantic Beach, FL
Hi Hank, Sometimes I get checks from folks like this. Captain Dioguardi retired from EAL, but was with TWA in 1940. At 85 years, he still remembers us. What a story! Phil Belisle So now you know! Phil sends me his "atta boy " letters and that is how they get in the GRAPEVINE. I especially appreciate news like this. I got out of the Navy to go to work for EAL but they postponed my class and TWA got me. I was interviewed by Eddie Rickenbacker's best buddy, Dick Merrill. Phil's records show Orestes was hired with TWA on 08-01-40 (that's a bit senior to me) and that he has been paying TARPA dues every year since 1987. Orestes, glad to let the guys know who you are and I'd almost bet you had some interesting experiences between your TWA career and your EAL career.
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Arrovo Grande. CA
DICK LO MIS Hi Phil,
Wanted to comment about some CompuServe e-mail addresses in the "Address Changes and New Members" section of the November 1997 edition of TARPA TOPICS. I have subscribed to CompuServe for several years. Henry Bottieri, Peter Georg and Richard Persons' e-mail addresses will not work as listed. CompuServe ID numbers are separated with a comma and it works fine if two members of CompuServe are exchanging e-mail messages, however, if another server is involved, the message has to go through the Internet and the Internet doesn't like commas. In these cases, one would need to replace the comma with a period. Do appreciate your efforts as TARPA Secretary/Treasurer. It has to be a lot of work and it is appreciated. Thanks. Best Regards, Dick Well written advice Dick. It took me a ton of returned mail before I learned that. Now the stumper! Will CompuServe e-mail messages be transported within CompuServe (I.e., you to Henry) if the comma is replaced by a period? If it does, maybe it would be wise to advise all CompuServe e-mailers to use the period always! JIM THOMPSON
Columbus, OH HELP WANTED
Hank: Sorry for the delay in responding to your last e-mail. I don't have a copy of the original letter but here's the gist of the info I'm looking for. I'm sure you can fake it some way & make it look good. I' m trying to find out the FLEET # or tail # (aircraft registration) of 1 of the 2 CV-880's that were here at CMH on Sept. 1, 1961. They were the first passenger jet airliners to serve CMH. One was the scheduled flight from IDL-CMH arriving around 2230 and the other was a ferry flight which became a charter for local dignitaries. It ferried in from MKC or MCI and then took the locals up around YYZ or YOW and down to CVG and DAY I believe. One of the aircraft was N822TW but I don't know the other one. The Captain of the inaugural flight was Captain Ray Moder (Morders*?). I'd like the ex-880 pilots to please check their logbooks and see if they happened to be in CMH that night and if so, which aircraft number they were flying. Also, if they could let me know the rest of the crew's names I'd appreciate it. If I find out what the missing ship # is I can check Jon Proctor's book on the 880s & see if it's still around. If it is, we'd like to try and get it for our local Air Museum. Sadly, N822TW was scrapped at MCI back in the late 70's or early 80's. I'd also like to know which aircraft was on the scheduled flight and which one was on the ferry/charter. Thanks for your help Hank. Hope this does the trick. JET JET is Jim Thompson, son of a former TWA station manager. Jim is currently with US Air but we can forgive him that. I tried to contact a few 880 people I knew for help but none were able to help. You can send any information to me or e-mail it to Jim at JET1649@aol.com.
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Bonita Springs, FL
CHUCK TISEO Hello Hank,
Before I start I would like to say that the people that missed the ABQ convention sure missed one of the best. Golf, trips, and hotel, all great! Now to the main subject. Walt Gunn had an article about Mary Horstman. He said what should have been said years ago. There isn't a pilot that worked for Marv that didn't enjoy and respect this man. We can thank the top echelon for keeping him in the top position of the pilots for so many years. For the QB's, I want someone to match this. Marv C Horstman was made a QB on Long Island in 1938 - his number 6662. Thanks Mary from all of the QB's. Regards, Chuck Tiseo Thank you Chuck for your very nice letter - about a wonderfully superb TWA individual. I, and I am sure every other pilot, anyone that ever had dealings with Captain Horstman left thankful that his encounter was with Marv. And thanks to you Chuck for making your first letter to the GRAPEVINE one about a fellow pilot. I only had one International flight with Chuck and I believe we deadheaded back to New York, but my log book has a `star' by Captain Chuck Tiseo's name. which signifies he is one of my special people. Absecon, NJ
BILL HOAGLAND Dear Phil,
It's been a long time since you and I walked up the hill to Nottinghill Gate for dinner. I want to thank you for many pleasant trips especially for taking on the job of Secretary/Treasurer. I've been an Eagle for a couple of years now, but enjoy the "TARPA Magazine" so much I want to support your efforts at least in this small way. Wish we could fly together again. Bill Hoagland STEVE PYLE
Gladstone, MO
Dear Phil, I pay my dues because I really enjoy reading about all the guys I used to fly with. I see Vern Laursen several times a week - we've been pals since 1951. Also see a lot of Gordon Hargis, Jack Clark, Chuck Peterson and Bill Baughman. Sometimes I run into the big gang who meet at the corner cafe in Riverside - about 20 to 30 every Tuesday morning. Best Regards, Steve Pyle
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GRAPEVINE (cont'd)
A Night of Passage Like Father, Like son by Barry Schiff I
don't know what time it was, but I will never forget the date: August 27, 1991. We were flying on the back side of the clock over the middle of the North Atlantic at Flight Level 370, enroute
from New York to Berlin, Germany. The radios of our Lockheed 1011 were silent. It was one of those peaceful moments when the mind begins to drift. I recall staring out the left cockpit window, gazing at those comforting pinpoints of light dotting the celestial dome. They are my compatriots of the night sky wherever I may wander. It was one of those times when a pilot's eyelids tend to become heavy. My head might have begun to bob a bit but only for a few seconds. I was stunned back to reality by the sting of a rolled-up newspaper used by the flight engineer to swat me on the back of the head. The young man blurted, "Sleeping is not allowed on the flight deck!" The first officer, Bob McLoskey, was not surprised by such disrespectful and mutinous behavior. That is because the engineer was my son Brian. This was our first flight as crewmembers on the same TWA flight. Brian had come a long way since I had taught him to fly in the family Citabria. And no father could have been prouder. It brought a tear to the eye, a tear that I was careful to hide. Brian's addiction to flying apparently was born before he was. This is because his mother, Sandy, was not content to sit at home knitting booties while pregnant with Brian.
Instead, she busied
herself learning to fly. But
Sandy encountered a
roadblock. The doctor was uncertain about approving a woman in her ninth month of pregnancy for a medical
certificate.
The
FAA,
however, came to Sandy's rescue by declaring that "being pregnant is a normal, healthy condition and is not a basis for denial."
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' GRAPEVINE (cont d)
Sandy soloed the next day. Or did she? Local "hangar lawyers" asserted that she did not solo because she had carried a passenger. That may be true. After all, Brian did prevent her from stalling the Cessna 150 (intentionally or otherwise). His presence made it impossible to bring the control wheel far enough aft. Brian was born a few weeks later, on September 8, 1967, and almost immediately embarked on an aeronautical career. It began with crayon drawings of TWA airplanes. (Thankfully, I still have one.) He couldn't wait for me to come home from my flights so that he could grab my cap and run around the house pretending to be a TWA airline pilot. He cut out and saved TWA advertisements from newspapers and magazines. He assembled models of TWA airliners. But we knew that this passion wouldn't last. We knew that he would grow out of it.
We
were wrong of course. On that flight to Berlin. I occasionally found myself looking back at Brian. He would be hunched over his small table making fuel calculations or entering engine data in the aircraft log or reading a company bulletin. He turned around once and caught me looking his way. I pretended to be checking something on his panel, but he knew better. And I knew that he knew. We smiled at each other. Without saying a word, I was telling him, Son, I am proud of who you are, what you have accomplished, and where you are going. Brian's smile said thanks for helping me get there. These were thumbs-up smiles filled with love and mutual respect. This was the passing the baton, a highlight of my career, my life. I turned away, misty eyed. TWA hired Brian in 1989 as a flight engineer on a Boeing 727. His career will not be the same as mine; times have changed. But it still will be rewardin
g
and gratifying, as mine has been. His first
flight as captain of a jetliner will be as memorable as when he first soloed our Citabria on his sixteenth birthday. His first command flight to the other side of the world will be as cherished a memory as his first solo cross country up the coast to Santa Barbara. California. He, like me, will continue to be awed by a world of experiences and sensations about which ordinary people can only dream. That lofty perspective forms the bond that unites all airmen, especially when they are father and son. Ed's. Note: Barry appended a copy of the foregoing article from a magazine to his "Information For grapevine Editor" sheet and I was glad to reproduce it here for all TOPICS readers. His first trip was on Flight 818 with Captain Roger Kruse and F/E Gene Klumb from JFK to DCA.
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GRAPEVINE (coned)
DICK GUILLAN
Clemmons, NC
Dear Phil, First, let me thank you for taking on the job of Secretary/Treasurer. Having had the job myself for a few years prior to Rick Davis, I can appreciate the amount of work involved. Also having been in that capacity, I can appreciate the large number of Eagles who continued paying dues even thought the By-Laws don't require it. Well, now that I have finally reached that status myself I want to join the others in continuing my financial support of this great organization. The enclosed is for that purpose. Also enclosed is an update of address. My only change from the previous Directory is the Area code which has been changed from 910 to 936. This is the second time in three years that they have done this to this state and not very many people are happy about it but they claim the public is so intrigued with computers/internet and car phones that they are running out of numbers. Oh - the price of progress. Peggy and I are still enjoying good health and keep busy in this beautiful Tarheel State. I still maintain my Christmas Tree Farm in the mountains which keeps me busy most of the year and outside a great deal, which is what I enjoy. We now are attending about 8000 trees with plans for an additional 2000 plantings this spring. Come see us -- its beautiful country. It was 16 years ago today that I started my retirement. I had flown my final trip on the 28 TH from JFK to Fort Lauderdale and return. It was a crystal clear day and on the approach to JFK the F/O said to the tower - "this is the captain's last trip prior to retirement. do you mind if he shoots a couple of touch and go's?" (silence)! Then a few chuckles and finally, "If this is his last trip, he can do anything he wants!" Then of course came the comments from others, "Congratulations!" "Good Luck" :Cheers" and from someone, "I just moved up a number." It was a great job and I miss it. Was sorry too to see the L-1011 retired in September. It was my favorite and the last. See y'all in Virginia Beach. Regards,
Wow! a PERFECT GRAPEVINE letter from another dues paying Eagle. A little about what was and a some about what is. Thanks Dick!
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GRAPEVINE (cont ' d)
HANK GASTRICH
El Cajon, CA
Dear G V Editor.
thought the GRAPEVINE was supposed to be about what the retirees are doing in retirement, not your lousy jokes and crappola. So let me tell you something this retiree did - with his grandchildren and even include some pictures. Before the Christmas school vacation ended I was privileged to take two of my grand daughters, Hannah (7) and Amber (10) Radelow, to the San Diego Air Space Museum (I've only lived in S D since 1970 and figured I had better take a look at it). Back maybe in November the three of us went to Balboa Park and saw the Museum of Natural History and the Science Museum, but this time it was only the one with the airplanes. The price is right 6 bucks for all three of us. That probably included a "Kid's discount" for them and a "student's discount" for yours truly. Anyhow, it was a blast even though the museum still does not have an F4U Corsair. They have restored some great aircraft - some of which I flew and several more I wished I'd flown. And, the girls had their picture shaking hands with Lindbergh. After the museum we drifted out to "ye olde" Lahaina Beach House in Mission Bay for a hamburger and a non-alcoholic beer (the kids had a coke) and a look at the ocean. Its still there! The L B H has a wonderful ambiance - many of the young ladies who live alone in MB go there so they don't have to live alone. They all think it's nice that a young grandfather takes his granddaughters out. But the best of all was Belmont Park. The three of us rode the roller coaster there, something Hannah had never done (she is still a bit below the 52" minimum height but I sweet-talked to the ticket girl and we all got on) and something I had not done since ... well, some time back. All in all, a fun day and this old man kept up (well, almost) with the kids.
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GRAPEVINE (cont'd)
...Captain Elmo Jones, more than a pilot, ... TWA, more than a company... by Janet Jones Parker Dear Hank, For several evenings after the arrival of the latest edition of TARPA, I watch my father carefully read every page with obvious pleasure. Although I do not know many of the people mentioned, I also make sure I browse to bring forth wonderful memories of a life growing up with TWA. Please allow me to share a few experiences. One of my first TWA memories are the many shots necessary to prepare for living in Cairo, Egypt and my dreams that we were going into the jungle - guess I had read too many Mowgli stories and thought I would be riding elephants. We moved to Maadi, a suburb of Cairo that had been a haven for the British. Of course, I had to climb up, and then fall off, the moving crate that brought our furniture. My arm was put in such a tight cast at the Egyptian hospital that it had to be cut off and replaced by doctors in the British hospital. Daddy got his first new car ever - a nice Ford. He always has been a Ford man. There was a special closeness among the people who lived in Maadi, which included TWA personnel and other American expatriates. (Madeline and Joe Bill, children of Captain Joe Bartling, became lifelong friends.) It was an unusual life for depression kids such as my parents because we had servants and began to travel throughout Europe like the rich people. One particularly special memory is the time I got to sit in the cockpit of the plane during an early morning in Paris. Should I be saying that! Another trip, which stands out, is the time my father and I explored Rome on a motor scooter. Navigating the Italian traffic was certainly more of a challenge than flying the plane into Rome. All that early travel and the free passes gave me the wanderlust so I managed to spend a college year in Dijon, France. Daddy would fly into Paris and then take the train to Dijon to check up on his only child. It was not until I started flying international flights myself that I realized what a sacrifice this was. After graduating from college, I had no choice but to become a stewardess for the world's best airline. When TWA gave me the chance to see the world, it also opened the doors that could never be shut. And then there was the opportunity to fly with Daddy.
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GRAPEVINE (cont ' d)
During a period when flight crews and stewardesses' bids were sometimes the same, Daddy and I bid Phoenix. He loved the Convair and the challenge was always to land on schedule so that we could get to Baskin Robbins before it closed. Most of the time we made it - Daddy was an on-time pilot and he only made greased landings of that big hulk of a plane. We would then spend the layover with the crew water-skiing. Daddy loved ice cream. One day I was eating a leftover first class ice cream sundae, when the stewardess said she knew only one other person who ate as much ice cream - Captain Elmo Jones. She had not connected that Janet Jones might be related to him. After retirement, Daddy eventually bought an airplane and has been taking his fatherless grandson flying. Tommy talks of becoming a pilot. They traveled in a Grumman Yankee until it was damaged in a ground collision. Now Daddy has a new one which I don't think he likes as much, and a two-seater experimental, which he really likes. Can you imagine anything more healing than to spend the weekends flying around with your grandfather? Over the years we have followed TWA's trials with a fair amount of sadness and concern. When the Heathrow gates were sold, we thought it was a new low. We love the company that opened the world to us and we still do. It was more than a place to work, it was a way of life - the good life. If you ever need a friend, something fixed, or a word of wisdom, you can rely on Captain Elmo D. Jones. Those of you who flew with him can take comfort in knowing that he hasn't changed and remains very important to his family and all those who know him. Oh, yes. He keeps getting special recognition and trophies for the street rod he built of his 1941 Lincoln Continental. It flies pretty low... Janet Jones Parker With gratitude to TWA, the company that gave us so many advantages. I never flew with your dad Janet, but in many ways I did. I had a Martin Captain who gave me twelve straight landings so I might `iron out' a problem I thought I had in landing a 404 (didn't help much). Again, those many captains who not only suggested I do something in the airplane but gave me a reason for doing it. From pilots like these I was able to adopt the things that worked best for me and this contributed to my over all flying skills. These were my Elmo Joneses Janet. And Janet, I admire the respect and admiration for your dad that your letter reflects. I use it to represent the respect and admiration that TWA children feel for their TWA fathers ... and Hank mothers. A way of saying, "you're great, Dad!"
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GRAPEVINE (cont'd)
Taos, NM RAY LUTZ Dear Phil, I've just read the November issue of the "Tarpa Topics." My hat is off to all of you fellow TWA pilots for a job well done! Family medical problems prevented me from attending the TARPA convention in Albuquerque this past September but I enjoyed reading about the details and the reviewing the list of attendees. It was with great regret that I learned of numerous old friends who had "Flown West" this past year! Just reading over the names and their memorial brought back a lot of memories!Enclosed is my check as payment of the 1988 dues to TARPA. I hope that I can attend the next convention at Virginia Beach next year and meet and talk with you and the others of this unusual organization. Many thanks to all for their time and efforts on behalf of all TWA pilots in this TARPA thing. Most sincerely, Raymond H Lutz Munds Park, AZ JIM STANTON Capt. Phil, Enclosed is my dues for 98. I will be 77 January 25, 1998. Do you have me in the records as an Eagle? I believe I am far enough into the golden age to be one? There is so many of us old coots now, that in time, there won't be anyone paying dues. Then I will not receive my TARPA magazine. Heaven forbid! Therefore I am sending my dues for insurance. My E-mail address is: Jimstan@sedona.NET Your TARPA friend Thanks for the very nice letter Jim. As you probably note, you are not alone as a dues paying Eagle, but we certainly thank all of you. As you pointed out, we do need to make sure all of the current pilot group becomes a TARPA member as soon as they become age 50 ... or at least by the time they retire. Hank Santa Maria, CA HARRY CLARK Dear Phil, When I returned from Santa Clara after Thanksgiving, the TARPA TOPICS was in the basket of mail that I picked up at the Post Office. I always look forward to receiving it and ' enjoy learning what everyone is doing. I haven t had an opportunity to spend much time reading this issue but will do that after I work my way thru the pile of mail (mostly junk) which accumulated while we were away. We enjoyed the ABQ convention--although we were not able to spend too much time in the hospitality room. Our oldest son and his family came from Boulder to spend time with us and his 7 year old son kept us busy going to museums and all those good things. Here's my `98 dues check and my sincere thanks to all of you who handle the day to day tasks of making TARPA such a fine organization. Best regards, Harry F. Clark
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GRAPEVINE (cont ' d)
GORDON HARGIS
Fort Worth, TX
Dear Hank, The road which led to my involvement with SAUDIA began in 1972 when the first group of TWA flight training instructors, including me, were sent to Palmdale for L-1011 rating training. I was about the tenth TWA pilot to be rated there (after the "wheels") and interestingly enough, trained and rated on an EAL airplane, N305EA, which was temporarily leased to expedite our program. The L-1011 was very difficult to consistently land smoothly. The long main gear strut was high tensile strength springy steel, and when the main wheel tires impacted the runway the gear strut would bend backward for a few milliseconds. During this brief period the hole in the strut into which the oleo strut fitted would distort to an oval shape and `grab' the oleo cylinder preventing the oleo from compressing until the main strut rebounded and allowed the oleo to do its job of absorbing the downward travel of the airplane's mass. When the maximum takeoff weight of the airplane was increased to 466,000 pounds, the problem was further compounded by raising the MLG tire pressure from 170 to 195 psi. This made the tires harder than ever and they were more resistant to sidewall flexing on touchdown. In an effort to "beat the system" some pilots would set the radar altimeter to TWO feet in an effort to find the point to be fully leveled off. Others would induce a slight forward slip by lowering one wing while opposing any turn with opposite rudder in order to initially touchdown on only one gear. The reason for doing that was because the automatic ground lift spoiler panels on top of the wings would extend only half way upon touchdown of one main gear. This had the effect of easing the other main gear down and cushioning its impact somewhat. At the same time the spoilers would extend fully to help kill wing lift and enable heavier breaking during the landing roll. But -- the "sneakiest" technique of all was to fly the final with the autopilot in control wheel steering (CWS) and the automatic throttle control turned on. In CWS mode the autopilot just holds whatever attitude it has when the pilot lets go of the controls. When the pilot moves the controls again the auto pilot is disenabled as long as pressure is exerted by the pilot. The auto throttle adjusts power to maintain programmed airspeed. Using these two features one can fly the plane down a 3o glideslope with a body attitude of about 7.2o nose up. Upon reaching fifty feet radar altitude over the runway, smoothly increase the body attitude to 10o on the attitude direction indicator (ADI) and LET GO of the controls! The auto throttle begins a smooth power reduction as it reads the radar altimeter, and closes the throttles as the plane "squeaks" onto the runway. At the same time the autopilot is disconnected by pressing the yoke switch and a normal roll out completed. This can be a bit disconcerting to a new pilot if you stick both hands in the air at about ten feet and holler, "Look! No hands!" Speaking of the ADI, on TWA's L-1011's the little delta representing the airplane in the instrument was painted a bright green. The apocryphal story told around the line on TWA credits this color to the Manager of Flight Research and Development who was a connoisseur and strong proponent of martinis. One afternoon at an oasis in Palmdale he was asked by a LAC instrument technician what colors should be specified for the airplane delta and flight director bars. He reached into his martini, pulled out an olive
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GRAPEVINE (cont ' d)
and said, "Make the delta the color of this olive and the F/D bars orange like the slice in your whiskey sour." Another of the many advanced feature of the L-101 I was "direct lift control." With the plane in the landing configuration, the lift spoiler panels on the wings would automatically extend upward eight degrees. From this position they would modulate upward to a maximum of sixteen degrees if the control yoke was moved forward to increase the rate of descent, or down to flush if the yoke was moved back to decrease the sink rate. The reason for all this was to assist the pilot in tracking the glide slope signal on an ILS approach without excessively changing the attitude of the airplane and help making it a little easier to fly the instrument approach The L-1011 had two elevators to bring food carts and other supplies to the main cabin and later return them to the kitchen in the lower belly area. For safety purposes, it was necessary for the operator to activate two spring loaded switches, one with each hand before the electric motor would move the elevator in the desired direction. One day at Kansas City International airport I along with a Captain trainee and the F/E and a FAA inspector were waiting for the plane to be fueled before departing on a rating check flight (all of which were supervised by the FAA in those days). The Fed wandered off in the cabin, snooping the condition of the airplane , and after a few minutes, returned to the forward cabin where the rest of us were loafing, er lounging. He commented to one of the mechanics with us that there was slipping on the electric drive motor. The mechanic looked him up and down and said, "Sir, how much do you weigh?" The Fed. a former college football lineman reluctantly admitted to `about 285 pounds.' The mechanic coolly looked him up and down and said, "Sir, the elevators on the L-1011 are only rated to carry 250 pounds." That ended the conversation on that subject. ' The L-1011 had two rather unusual procedures to be followed when operating with two failed engines. Without going too far into details, a loss of two engines over the middle of the Atlantic required the immediate setting of maximum continuous thrust on the remaining engine and start fuel dumping. When the plane slowed to 245 knots indicated airspeed at a cruising level of say FL 330, a decent was started at what was called "drift down" at 245 knots. Then a chart was referred to in the descent to determine when fuel dumping could be terminated. For instance, if the gross weight had decreased to 379,700 pounds as you passed through FL 250, the plane should be able to level off and maintain 4,000 feet at 235 knots. Then you merrily flew on to the nearest airport, Gander, Shannon, Keflavik or the Azores at 235 knots. If the chart indicated you had more than enough fuel to make an airport, jettison the excess fuel and accept any possible altitude increase due to the airplane being lighter as the remaining fuel was used. Then, if you were waved off from landing at the airport as you turned on the base leg with flaps extended to 100 and at minimum airspeed, you had to execute what we on TWA called the "Coakley dive" (named for our principal Fed). Normally one does a go around by initiating a climb while retracting flaps and gear, if extended. But a go-around with two inoperative engines and flaps set at 100 requires the nose of the plane to be "stuffed" downward sharply and the plane dived until minimum flap retraction speeds are attained. When 200 knots is reached, you can stop looking at the ground through the windshield and level off. Then when the airspeed gets up to about 200-210 knots, you can inch your way back up to traffic pattern altitude and try again. T-t-t-t-thass all f-f-f-f-olks, Sincerely, Gordon W Hargis Thanks Gordon. I was ready for L-1011 school when I retired. Makes early retirement look a helluva lot better.
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GRAPEVINE (CONT 'D) TWA FLIGHT 800: LAST MOMENTS RECORDED ON FLIGHT DATA RECORDER: GRAPHIC BELOW IS FROM NTSB EXHIBIT 10A (PAGE 43 OF 52), ATTACHMENT II Tabular Data No 1. Created: January 09,1997, National Transportation Safety Board Re-created by Hank Gastrich - January 16, 1998
This has been copied from a copy of the original report from NTSB and is not an exact reproduction. Lack of exactness does not compromise the numerical data within in time or parameter frames. The inclusion of this information is only for the use of interested members of TARPA and is not intended as representing any opinions of TWA or the officers of TARPA. The original copy of this NTSB report page was taken from the internet at: http://www.webexpert.net/thread/library/fdr.html. I request anyone desiring more information regarding this page to contact me personally via the internet, mail or fax or telephone. My internet address is: hankflys@msn.com
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ORCHID TIME FOR HANK GASTRICH NO...Christmas is over, but I wanted to be sure and send an orchid to you Hank, for a Turrrrific Job that ' " ad-libs " you re doing on the Grapevine. Your little are great and just about everyone has forgiven you for missing our ABQ TARPA bash. Now be sure to print this. " " know, our Flown West Section As most of the troops has modernized and we now have a direct hook-up with the Company via " E " mail. After just under five years in the job as Flown West Coordinator, it was time to take a breather and a replacement will be named soon.
I wanted to take a little space and THANK everyone for their help with the Flown West Section. The input was wonderful with all the letters, obituary data, pictures and information that was so necessary to make that section successful. Just in case this had not reached you before, I wish to ' add that Mary Horstman s wife, Jane passed away last fall " " family and Mary Many of us knew that Happy Horstman ' told me that 55 years of happy marriage just wasn t enough. On behalf of our TARPA Group, our most sincere condolences to Mary and our very Best Wishes as well. Sincerely,
Bob Widholm Flown West Coordinator - Retired Thanks Bob for the very kind words which I very much appreciate. I find it hard to believe 1998 starts my fourth year. It is also hard for me to understand why I enjoy doing the GRAPEVINE as much as I do and how very much I like to receive mail from everyone ... I think there has been a surprise (for me) in every issue. Unfortunately I've found most issues to have some bad news; like someone's wife having passed away. I also offer my condolences to Mary Horstman on the death of his wife Jane and also to Vernard "Rodey" Rodeberg who lost his wife Loo last February (1997). Loo's passing is especially hard for me since I and my late wife Mary Lee knew Hank Rodey and Loo very, very well. My Best Wishes, Rodey and Mary also.
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GRAPEVINE (cont'd)
BOB HERMAN
Vacaville, CA
Dear Phil, I would like to throw my name in the TARPA ring and apply for membership. I don't have an official application so I hope this will suffice. Robert (Bob) Herman dob 8/8/37 sen 65/06/07 ret 08/08/97 Captain Married to F/A Kaye Juhl. E-mail - Herm331gh@aol.com Ph #707-451-8050 address 4557 Robinson Road, Vacaville, CA 95688. We live in the country outside of Vacaville, and I still fly my Christian Eagle (N331GH) built by Don Gough (fit 800) and me which I keep at the Nut Tree airport. Retirement is good. I miss the guys and some of the flying, but really enjoy my new life style and feel fortunate that TWA is still out there and doing well. My retirement / birthday celebration was put together by Kaye and was very special. She took advantage of my being a train buff and gave me a trip on the Amtrak Empire Builder from Chicago to Seattle. She sent out a "secret" itinerary for some of our friends and planned the trip to include a number of layovers enroute. We stopped at two different parts of Glacier Park and in Sandpoint, Idaho. Groups of friends (family, airline, and USMC) surprised us along the way, often appearing in disguise! It was some of the most fun I can remember and had the added benefit of lasting for 9 days. As an additional gift, she spent the last year making a large quilt, the back of which is signed by over 175 friends and family. I am a very lucky guy!!! I hope all is well and look forward to joining TARPA. Bob Herman Welcome aboard Bob and thanks for the very nice letter. Next time you retire, adopt me and take me along. I know I would have really enjoyed the trip. Hank
Well gang, as Gordon and Woody say, "Tha-s-s-s-s-'s all-lll-ll folks!" At least, all for the March two issue. Don't tell J P but I'm winding this up a week before the Super Bowl game and almost " weeks before my deadline. I'll hold it until month's end for last minute, "stop the presses news items. Remember, my deadline for the July issue will be the last day of May (right in the middle of finals) so keep those cards and letters coming. I think as far as contributions go, this has been one of the best. I really enjoyed reading them all! So now, oh, the spread just dropped to "give Denver 12" so here's my prediction: DENVER 27 GREEN BAY 21. 1 won't even take the points. Hank
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IN MEMORY OF CAPTAIN JOHN L. GRAHAM NOVEMBER 10, 1909 - NOVEMBER 1, 1997
IN MEMORY OF PAUL H. PAYNE APRIL 21, 1917 - SEPTEMBER 11, 1997
IN MEMORY OF WILLARD G. HOVELAND SEPTEMBER 12, 1923 - SEPTEMBER 15, 1997
IN MEMORY OF RICHARD C. WATKINS MARCH 1, 1935 - SEPTEMBER 28, 1997
IN MEMORY OF ROGER H. GALLUP JANUARY 29, 1930 - NOVEMBER 22, 1997
IN MEMORY OF THOMAS J. HUSS DECEMBER 19, 1922 - NOVEMBER 24, 1997
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CAPTAIN ROBERT L. MCCLURE MAY 4, 1923 - DECEMBER 1, 1997 Bob McClure will be long remembered by his many TARPA friends for his dedication and active service to TWA, TARPA, and Save-A-Connie. His courage and good spirits in recent years of battling physical problems were an inspiration to all who knew him. My personal relationship with Bob began only lately. It began in 1994 when we worked to bring the Save-A-Connie Martin and Connie to St. Louis for the 1994 TARPA Convention. We stayed in close contact and tried mightily to have the Connie celebrate TWA's 50th Anniversary of North Atlantic service by emulating that day in 1946. Robert served as a Navy pilot from 1942 to 1945. He retired from TWA as Captain with 30 years of service, 1953 to 1983. He had been a flight instructor since 1947. He was an active member in many organizations. Among them were the Kansas City Hangar of QB's, the Navy League, the Association of Naval Aviation, the Masonic Alpha Lodge - awarded his 50 year pin, The Ararat Shrine - Charter Member of the Flying Fez - Liberty Shrine Club and serviced as Ambassador in 1987, Missouri Pilots Association. National Pilots Association and founder of the United States Pilots Association, Silver Wings, Blue Max Society, Cloud Nine Flying Club, TARPA - TWA Active Retired Pilots Association, founding member of Save-AConnie and served as president for 3 '/2 years, Civil Air Patrol - retired Lt Colonel, TWA Seniors Club, National Aerospace Education Congress and a charter member of World Aerospace Education Organization and National Association of Flight Instructors. He was also a member of the American Legion, Post Number 1, in Paris, France; treasurer of the CCRCC (Clay County Republicans Central Committee); and an active member of the Northland Citizens Crusade and the Davidson Neighborhood Association. Survivors include his wife of 53 years, Earlene and 3 sons Jerry, Lawrence and Chris; a brother, William Wayne McClure, a sister, Roberta Rice, 13 grand children and 1 great grand child. by John Gratz and Earlene McClure
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I. GEORGE REYNOLDS DECEMBER 18, 1914 - JULY 22, 1997 George, a TARPA Eagle, began his TWA career December 19, 1949. When his wife passed away on March 6, 1995 George, who missed her greatly, seeking to ease the pain, traveled all over the world. He passed away suddenly two days before a scheduled cruise to Russia. He is greatly missed by me, my brother and four grandchildren. by Nancy J. Crockett
STUART E. BALL AUGUST 6, 1922 - AUGUST 31, 1997 Stu was born in Burlington, Wisconsin. He served in the Navy during World WarII as Flight Engineer on PBY's. After the war, Stu worked for Lockheed. He was hired by TWA as a Flight Engineer September 1, 1951, and flew for the next 32 years. Stu was a resident of Butte County, California for the last 15 years. His main interests were hunting and fishing. by Don Dorman
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CAPT. JOHN COLLINS MARCH 10, 1933 - JULY 16, 1997 John Collins died this summer after a year long battle with cancer. John was a life-long resident of New Hampshire, dividing his time between homes in Concord and Bear Island, Lake Winnipesaukee. Upon his retirement from TWA, he and his wife, Pattie Jean, spent winters in southwest Florida on John's favorite toy, his yacht, "Dumas". John is survived by his wife, Pattie Jean and sons, Joseph and Christopher and was pre-deceased by their son, Thomas. Because of the tragic loss of a teen-age son, John devoted much time comforting other crew members who had lost children. After graduating from Tufts College in 1959, John joined the Navy and became a naval aviator, serving in VU-8, a Utility Squadron, where he flew many different makes and models of aircraft. That experience caused John to develop his "Shiny Switch Theory". As he would enjoy explaining, "any switch that was shiny meant it had been moved a lot and probably should be moved some more". John joined TWA in 1965. In 1979 he was chosen as "International Co-Pilot of the Year". He was a self-described "445" (i.e. a half-a - - ed 890). At the time of his retirement in 1991 he was a Captain on the 1011. John was warm and out-going guy who loved to tell a good story. I know that somewhere on his " Way West" John must have stopped when he saw some people and said, "Hey - have you guys heard about the proctologist who loved Daiquiris made out of Hickory nuts ...." We will miss you, John.
by Dick Lord
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JEROME T. CONDON JULY 20, 1916 - DECEMBER 27, 1997 Jerome T. Condon, better known to his many hundreds of TWA friends as "Jerry", passed away on December 27, 1997 and the age of 81. He was born in Brooklyn and spent several of his pre-TWA years working with the Civilian Conservation Corps and The Boy Scouts of America. On May 3rd, 1941 he joined TWA and served as Station Manager or in other capacities in New York, Pennsylvania and Ohio. Jerry and Rita Cole were married in February 1945. They spent most of his career living in European capitals such as Paris, Madrid, and Lisbon where he was well known among the flight crews for his efficiency and "on time departures" and other passenger services. Before officially retiring in September 1974, Jerry was the Station Manager for the Las Vegas-Boulder City area which was their home base for more than the next twenty years. For several years Jerry served TWA assisting with the tours of the Grand, Bryce, and Zion Canyons. In 1977 Jerry and Rita began their wonderful tours for the Seniors Club, a hobby that took them back to visiting the various countries where they once lived in Europe plus many more, including Russia. They averaged three tours a year except for 1981, when Jerry served as the President of the AGMs and local Seniors luncheons, the annual Roundup at Wickenburg. They were also among the TARPA "Topics" subscribers for many years. Jerry was well known among the TWAers and spouses for his keen sense of (Irish) humor and his efficiency. When he blew his whistle it was time for everyone to board their bus, train, or ship and he had little patience for those who were late without a good reason. He also had a policy of "rotating" seats on the usual transportation of bus or coach; each couple or pair of seats would move up one row on the left side and those on the right side move back once or twice during a day's ride. This helped all on the tour to get better acquainted . . . it worked. Jerry and Rita always sat in the front seat opposite the driver and Jerry was often on the microphone with information or announcements. He will be missed by his good friends from his airline career days as well as their spouses for the many wonderful tours he arranged and conducted. by Ed Betts
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WILLIAM REA, JR. DECEMBER 24, 1916 - DECEMBER 7, 1997 Bill Rea was born in North Carolina and grew up in the Washington, D.C. area where he developed his interest in flying. He graduated from the University of Maryland where he played Varsity Basketball and was a member of Alpha Tau Omega fraternity. He completed the full Civilian Pilot Pilot Training Program and became a Flight Instructor before joining TWA ICD on 9-14-1942. He was appointed as a flight instructor when the International Division opened its Training Center in Reading, PA in 1945. In 1955 Bill accepted assignment to Hamburg to participate TWA's contract to start up Lufthansa. He spent several years training and line checking their Captains. For 15 years, Bill was one of the most sought after bachelor Airline Captains by young ladies. Nothing serious happened until he went to Akron, Ohio to visit former ICD Captain (GREGARIOUS) Gordie Vaughn. Gordie introduced him to Georgia Collyer, a tall quite shapely, beautiful blond with a lovely soft voice.(exact opposite of Arianna Huffington) The fact that she was recently divorced and had 3 small children (the oldest was five years old) was no deterrent. They soon married and a year or so later another Bill Rea Jr. was born. Years earlier Bill had purchased the three acre property adjacent to mine on our private road in Lloyd Harbor, L.I. Georgia and Bill designed and supervised construction of a large attractive family home. Since Jane and I lived almost next door, also raising 4 kids, our wealthy more mature neighbors designated our location as Kiddies Korner. Needless to say, our private beach and water-ski boats saw lots of action. Upon retirement from flying B747's on International in December 1976, Bill and Georgia and family moved to Vero Beach, FL, but were wise enough to also purchase a large summer home in Vermont. Bill was a very active member of the Vero Beach Yacht Club, Treasure Coast Jazz Society, Vero Beach Riomar C.C., and the Woodstock, VT Golf & C.C. Bill was always a top notch golfer and won the Riomar C.C. golf championship at age 75 - not the Senior championship, but the CLUB championship. Bill lived a long active life until the very end. The picture
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above was taken in Marrakech, Morocco in November 1997 while Bill and Georgia were there on a golfing tour. This was just four weeks before his terminal illness when he died quietly and peacefully in the hospital with Georgia there holding his hand. Bronson White introduced me to Bill Rea at a golf course near Washington, D.C. on layover of my first trip as Captain in September 1944. Throughout the years, Bill and I had a close family relationship as if we were brothers. Bill had many, many admirers who enjoyed and appreciated his marvelous, positive personality and this resulted in a host of life-long friends - conversely, he never had an anemy. Bill could have, and should have, been a role model for some of us more contentious types! ! by John Carroll
IN
MEMORY
OF
JAMES K. OTTMANN JUNE 20, 1932 - DECEMBER 16, 1997
Y OF IN MEMOR EVERETT C. WOLF MAY 10, 1913 - DECEMBER 8, 1997
IN MEMORY OF CASIMIR A. RODDY OCTOBER 17, 1912 - DECEMBER 4, 1997
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F.R.O. WILLIAM R. JARVIS FEBRUARY 22, 1917 - DECEMBER 25, 1997 I had a 50 year relationship with Bob Jarvis as he was called. He never used the name William. Bob joined TWA in 1946 in New Castle and was assigned to Cairo in 1947 as Flight Radio Officer. That is when we met. He was there until 1952, and during that time, we flew together many times. We were neighbors in Heliopolis near Cairo, and I even gave him a few lessons on J-3 Cub. After the radio operators were taken off TWA crews, Bob worked for the FAA and then for RCA for twenty years. During World War II, Bob was a Radio Operator on Liberty ships sailing in many dangerous convoys. At age 60 Bob got his license as glider pilot and loved giving rides to his family and friends. He was also an avid skier. In addition to being a TARPA member, he was a member of the Society By Earl Korf and Art Jarvis of Wireless Pioneers. 73's Bob
IN MEMORY OF WILLIAM C. DEITCHMAN NOVEMBER 7, 1918 - DECEMBER 21, 1997
IN MEMORY OF ROY G. CLOSE DECEMBER 19, 1926 - DECEMBER 28, 1997
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Maddox Revisited As a follow up to the November 1997 Topics article, Tom Ringlein sent a rather large amount of material. Most of it could not be adequately reproduced. Here are a few mementoes - ed.
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747 REMEMBERED By John P. Gratz Few things in life go just the way we would hope. TWA is a case in point. For the past dozen years they have been seeking the optimum plan, for survival and growth. While we wish them every success, we regret that their search has led them to abandon the Wide-Body, Jumbo-Jet aircraft that most TARPA members have flown and loved. The departure of the 747 after 28 years of outstanding service with TWA, may be necessary, but it is sad, nonetheless. I rode on the 747 in the early days as a regular commuter to the TWA MEC Office in New York. Those were the days of the upstairs bar and lounge. In 1984 I was checked out as Captain on the big bird, and like many of you, I flew every model 747 in our fleet, and probably every individual aircraft. I flew to every TWA station then being served. My last trip, one day before my sixtieth birthday, was to Honolulu. It was made very special by the crew, the station personnel, my family and friends. This story could be told by hundreds of others, but I believe my feelings and yours are worthy of note. We were fortunate to be TWA pilots in those golden years. Who could ever forget the special sound of those four great engines at take-off power or the awesome feeling of straining for that optimum crossing altitude, the sight of a sunrise over another continent, the letdown and approach be it stormy, foggy or sunny, and finally, the sight of as many as 450 happy, excited people deplaning, each to live their own personal adventure. We, the lucky ones, had these experiences month after month, year after year. We have had the satisfaction of a job well done, working with one of the greatest machines in the history of mankind . . . The BOEING 747.
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Transcontinental and Western Air Flight 3 March 31st, 1931 by Ona Gieschen While Knute Rockne's fame is firmly rooted at Notre Dame, it may be that his greatest legacy is tied to the hauntingly beautiful prairie of the Flint Hills of Kansas. It was there that Rockne, five other passengers, and two pilots lost their lives in the crash of Transcontinental and Western Air's Flight 3 on March 31, 1931. It is not only a lonely site, a tragic site, but an important one in aviation history. The human deaths there brought the end of wooden winged planes and the birth of modern metal airliners. Equally important is the resulting practice of federal investigation of aircraft accidents. That Tuesday, March 31st, was not 'going out as a lamb,' as the Farmer's Almanac had predicted. In Kansas City at 8:20 A. M., it was overcast with light snow, ceiling 400 feet, visibility 7 miles, winds from the north at 3 MPH, temperature 37 degrees, and barometer 30.07. Not the best flying weather, but the people on board had places to go and things to do. Pilot Bob Fry had joined the airline in June 1929, after a stint in the U. S. Marines air service, which included bailing out over China. As a civilian pilot, he was based in Los Angeles until being transferred to Kansas City in October 1930. On March 31 he had breakfast with Mary, his wife of about eight months, in their apartment. Before leaving for the airport, he gave her a brand new photo of himself in his new Captain's uniform. She wished him "a good and safe flight and he left for his day's work, flying T&WA Flight 3 to Albuquerque.
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Earlier that year, Mary had spent three months in California, settling affairs of her sister, Clair Fahy, a widely known flier who was killed in a crash near Tonopah, Nevada. Clair's husband had been killed in a plane crash few months earlier. Herman Jess Mathias, age 30, was single and lived in an apartment near the Kansas City Airport. He started flying with Transcontinental Air Transport which first joined with Maddux Airlines, then merged with Western Air Express. Bob Fry had come from Western Air Express as part of that merger. Jess had breakfast, added a few last lines to a letter he had written to his mother, sealed it and stuck it in his navigation kit. He planned to mail it from Albuquerque so it would reach California sooner. Knute Rockne was on T&WA Flight 3 leaving Kansas City, on the way to Los Angeles in connection with a new position of sales promotion manager for the Studebaker Corporation. He had visited his mother in Chicago, then took a night train to Kansas City to meet his morning flight. He wanted to visit briefly with his sons who attended Pembroke School in Kansas City. They were returning from Easter vacation with their mother in Florida. Rockne waited until 7:45 but their train did not arrive until about 8:30. Who were the other travelers on board? Spencer Goldthwaite was heading to Pasadena to visit his parents. A 25 year old advertising man, he left New York on Sunday. According to a telegram he sent to friends, a plane he took from Chicago to Kansas City on Sunday had to make a forced landing. C. A. Robrecht, president of the Robrecht Produce Company of Wheeling, West Virginia was going to Amarillo, Texas because of the death of his granddaughter. W. B. Miller was in the insurance business and was going from Hartford to Los Angeles. He joined Flight 3 in Kansas City. John Happer, 39 year old Chicago businessman, formerly of Kansas City, was going to Los Angeles. A widower with five children, he had just recently remarried. H. C. Christen was an interior designer traveling from Chicago to Los Angeles. Reportedly he had withdrawn $55,000 from a Chicago bank just prior to his journey and was believed to have the cash on him. The flight was delayed 45 minutes to await delivery of 63.6 pounds of mail from the post office. But at 9:15 T&WA Agent R. S. Bridges removed the chocks and waved Flight 3 out of the gate area. She was on her way. About noon, Mary Fry went shopping. In a department store she overheard women talking about a plane crashing in Kansas with Knute Rockne aboard. She asked who the pilot was and was told
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Jess Mathias. She thought no more about it, secure in the fact that her husband's flight, scheduled to leave at 8:30, would be much farther west. She had supper downtown and returned home about 9 P.M. to find the Kansas City Star lying at her door. Huge headlines on the front page carried the words "Plane Crash." Her husband was listed as the pilot; Jess Mathias was the co-pilot. The plane was a Fokker F-10-A Tri-motor, Department of Commerce number NC 999 E; commissioned 10-29-29; value when new $80,000; total flying time 1887 hours. It was manufactured by Fokker Aircraft Company, Teterboro, New Jersey, and designed by Anthony Fokker, a Dutch-born aircraft manufacturer. The F-10-A was heavier than the earlier F-10, and featured a larger wing. The one piece wing was 79 feet long; the fuselage measured 50 feet; and the plane weighed six and a half tons. Three Pratt-Whitney 425 horsepower enyines with three triple bladed propellers took the Super Tri-motor to a cruising speed of 154 2IPH . Scheduled stops on the flight included Wichita, Amarillo, Albuquerque, Winslow, Kingman, Los Angeles, Glendale and Alameda. In Kansas City, TWA operator W. S. Lamee, recorded on the Radio Phone Log Sheet, that at 10:22 the flight was 25 miles northeast of Cassoday, Kansas. The pilot said he was flying low on the ground because of "no ceiling", and was turning back to Kansas City. A few minutes later, after being told Wichita reported clear weather, he said he would try again and if he could not make it, would go back and land at Olpe, a field not too far away often used for refueling emergencies. At 10:45 he requested Wichita's weather again. The operator replied that it was practically clear with unlimited visibility, and asked the pilot if he thought he would get through. "Don't know yet, don't know yet," he replied. Those were the last words from the plane. Brothers Arthur and Edward Baker were moving cattle on the Baker ranch near Matfield Green. About 10:30 they heard the hum of an airplane. Due to the fog, they couldn't see the plane which appeared to be coming from the northeast. In perhaps three minutes they heard the plane again, this time from the northwest. The sound seemed to indicate the speed was increasing, then backfiring. They heard the motors shut off and then heard the crash. Teenager Easter Heathman thought it was the sound of a couple of cars racing on the road out front so he urged his companions nearby to come fast to see the cars. With no cars in view, his friends ridiculed him. Until a neighbor called to report an air crash. The Baker brothers testified they did not see the plane come down but did see the wing 'flutter down". They rode their horses over and were the first ones at the crash site. There was no evidence of fire or explosion and five bodies lay a short distance in front of the plane, with the wing about 1/4 mile to the southeast. Bags of mail were scattered from near the plane to where the wing had fallen. Debris was strewn as far away as 3/4 mile. Arthur Baker went back to the house to call the coroner, Dr. Titus. By the time the coroner and the boys' father arrived, many local residents, alerted by neighbors' phone calls, strolled the field. The boys and their father, under the coroner's direction, began to identify victims through personal papers and documents.
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Within ten minutes of the crash, according to the Marion County Record, the plane's number was wired to Kansas City by way of Emporia. Minutes later, officals confirmed the names of the passengers and crew, including Knute Rockne, who was carrying a guest card from the Kansas City Athletic Club. The bodies were soon 'scooped up' and taken to two funeral homes in Cottonwood Falls. Happer's went on to the Freeman Mortuary, with burial in Calvary Cemetery here. Edward Baker picked up two mail sacks, placing them in Dr. Titus' vehicle. Among some loose letters he found one addressed to 2Irs. 2Iathias. It was taken to the Strong City Post Office and sent on to California. Authorities and the curious public, including some local prisoners who 'wanted to see the crash site,' headed to the scene. There was no attempt to secure the site and no control over the large crowd of souvenir hunters. They carried away anything they could, including propellers and the fuselage. After the guards left on Saturday, people searched the grounds for the $55,000 believed carried by Christen, which was found later in a safety deposit box in Chicago. Investigation of commercial airline crashes began in the mid 1920's. The Air Commerce Act of 1926 was enacted and the Commerce Department, through its Aeronautics Branch, proceeded to draft safety regulations and establish air crash investigation methods. In 1930 the Commerce Department found that 26 passengers and ten airplane pilots had been killed in 47 accidents on scheduled airlines. Yet none of these accidents seemed to get public attention. Dominick A. Pisano, author of an article in a 1992 Smithsonian publication, Air & SPace Manazine, writes that a comfortable relationship developed between the Aeronautics Branch and the aviation industry as a result of the Commerce Department's desire to boost civil aviation. The Branch avoided enforcing safety regulations or publicizing accident investigations for fear of the young industry's wrath. Had Knute Rockne not been involved in this crash, the Aeronautics Branch would probably not have done a full scale investigation, nor published its findings. An undated statement issued by the Aeronautics Branch explained, "The press, as well as people in all walks of life have looked toward the Department for an explanation of the catastrophe. The Department is charged with investigation of accidents to civil aircraft, and yet is without authority to hold formal hearings, subpoena witnesses, require testimony under oath, or insist upon preserving the crashed airplane for inspection." At 43, Rockne was at the height of his coaching career and his death evoked a huge outpouring of grief. President Hoover called it a "national loss." Tearful Will Rogers in a eulogy said, "We thought it would take a president's death to make a whole nation shake their heads in sorrow and say, 'Ain't it a shame he's gone' Well, that's what this country did today, Knute, for you. You died one of our national heroes." King Haakon of Norway arranged a six member delegation to personally represent him at the funeral of the Norway-born hero ; Mayor Jimmy Walker of New York, en route from the West to his home, had his train stop in South Bend so he could visit the Rockne bier; Columbia Broadcasting Company beamed broadcasts of the rites to both coasts for transmission to Europe and Asia. It was described as the most extensive broadcast of its kind in history.
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Charles Lindbergh acknowledged the loss of Rockne, saying his character and influence were felt by those far removed from his field of fame. Pisano writes that "The aviator could not have known how prophetic that remark was." Because of Rockne's popularity, Congress soon became involved in the controversy. The House Commerce Committee advocated more rigid inspection requirements and license examinations for pilots. One Congressman even promoted the idea of parachutes for all passengers. Representative Fiorello La Guardia of New York, who had commanded an air detachment in World War I, joined in the demand for complete publication of the findings in accident investigations. The reaction to the souvenir seekers was the passage of a law forbidding even the smallest portion of a wrecked plane to be picked up as keepsakes. Under enormous pressure, the Department of Commerce needed to announce the cause of the crash as quickly as possible. On April 3, the Aeronautic Branch issued a statement of its findings: A propeller blade had come off, creating vibration which then caused the wing to break. On April 7 that decision was reversed and a statement said the crash occurred because of ice on the wing. On May 5, Colonel Clarence Young, Assistant Secretary of Commerce for Aviation, issued the most dramatic order since the Aeronautics Branch had been created: All Fokker F-10-A's would be temporarily grounded. The F-10-A was a high wing monoplane constructed of a composite of materials. The fuselage was built of welded steel tubing covered with treated fabric, a synthetic resin commonly referred to as airplane dope, applied to a finely woven linen. The one piece wing was spruce and birch with a load bearing plywood skin held together by glue. It had an outer covering of spruce veneer, reinforced internally by three-ply spruce and birch box spars with spruce plywood ribs. As early as 1930, some aircraft inspectors expressed concern about the inability to examine the internal bracings of the wings. Covered by plywood, these could not be checked for cracks and stress fractures. Jack Frye, pilot and Vice President of Operations for T&WA, was both a visionary and a pragmatist. He understood the public's concern with the hazards of flying, especially the Fokker's wooden winged craft. He formed a T&WA committee which included test pilot Tommy Tomlinson and board member Charles Lindbergh. They drew up plans for an all metal plane. On August 2, 1932 Frye's letter and plans were sent to five airplane manufacturers. Donald W. Douglas, a Massachusetts Institute of Technology graduate, received one of the letters at his Santa Monica office at Clover Field. That was on Monday. By Tuesday he gathered his 'young Turks, ' a stellar team of engineers headed by "Dutch" Kindelberger. Although Frye had requested a tri-motor design, Kindelberger felt the Rockne crash had left a psychological scar with the public in regard to tri-motors. He advocated a twin engine design, which Lindberg also favored. By November 18, 1932 T&WA had signed a contract for a DC 1, an all metal plane. It was tested on July 1, 1933. Douglas later called Frye's letter the "Birth Certificate of Modern Airliners.
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Pisano writes, "Through a series of circumstances, the Rockne crash became a milestone in the course of modern aviation. It set in motion a chain of events that hastened the transition from wood to metal in aircraft construction, helped create a more modern airliner, and revolutionized air travel ." Ona Gieschen is a former TWA Hostess who now is curator and manager of the Save -A-Connie Museum at the Downtown Kansas City Airport.
Ona Gieschen and Easter Heathman At the Rockne Memorial.
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"A GATHERING OF EAGLES" By Michael J. Larkin Captain TWA Aviation Cadet Class 61-Foxtrot
"HALT, RABBIT!" "WELL, MISTER, ARE YOU A RABBIT?" "No, sir." "SPEAK UP, MISTER, I CAN'T HEAR YOU!" "SIR, NO SIR!" "MISTER, YOU ARE SPASTIC! POST ME ONE, MISTER!" Are we overhearing a pre-flight aviation cadet bein g hazed by an upperclassman? No, just a group of ex-aviation cadets, now aged or retired airline pilots and senior military officers, having fun and remembering their days at Lackland, Kelly, Randolph and Brooks AFB, Texas., where they were rudely introduced to the Aviation Cadet flying programs many years ago. Thanks to the efforts of retired Delta Captain Errol Severe and his very talented wife Beth, approximately one thousand former aviation cadets from the United States Air Force with their wives or guests traveled to San Antonio, Texas on October 15th, 1997, to renew old acquaintances, make new friends, and reminisce about days spent as students from 1917 until 1961. This was the first time in history that all classes and positions, pilot, navigator, bombardier, and observer were brought together in one place. The Fraternity of the Air! It was truly a moving "window" in time for all who were there. The agony and the ecstacy of learning to fly. If you are under the age of forty, you are probably asking, "What is (or was) an Aviation Cadet?" Good question. I think I know the answer. From the first class of flying students in 1917 until the last cadet graduated in 1961, about 350,000 young men were trained by the USAF to be pilots, navigators, bombardiers, and observers. They helped the French and British defeat the Kaiser in World War I. They were the Flying Tigers in China. They defeated Hitler, Tajo, and Mussolini in World War II, scored a 16-1 kill ratio in Korea against the superior Mig-21, fought the "Cold War" with Mother Russia, fought and died in Viet Nam and the Gulf War. And when not hobbled by politicians, they always won! Who was this boy/man? He was an Irish farm kid from Illinois, a Brooklyn second-generation Italian, a German immigrant, a Mississippi sharecroper's son, a California movie star. He was a lumberjack from Minnesota, a rancher from Montana, a oil field roughneck from Texas, a cowboy from Kansas. He had a dream, something in his gut from age 13.
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"I want to be a fighter pilot. I want to fight for my country! Here' s the deal: I can't afford to go to college. You teach me how to fly, you pay for the gas, and I'll risk my butt." And woe betide the enemies of America! And risk they did. A bomber pilot once told me this story. He was an Aircraft Commander flying raids over Schweinfort, Ploesti, Berlin, Dresden, Cologne and Hamburg. In those days his life expectancy was thirty days. In one raid, as a leader of the second echelon, the entire first echelon was shot down! He was now the mission commander. Twenty three years old, growing up very rapidly in the left seat of a B-17! My Primary instructor, Sven Olsen, formerly a B-26 pilot in Europe during World War Two was unflappable as I tried my best to kill him in a jet trainer called "Tweety Bird". Like the hawk, he could not experience the emotion of fear in flight. My Squadron Commander in Basic Training flying T-33s was Major Harry Winberg. He had ejected from an F-86 at low altitude in Korea. He hit the ground still strapped to his Fortunately, it was on a snow-covered mountain side seat! where he slid to a halt. As he was boarding the recue helicopter, it was disabled by ground fire. Boarding the second rescue craft, he was shot through the hand. A flight surgeon finally shot him down with an overdose of penicillin which burned the hairs in his inner ear. After that, he could only fly day visual missions. And so they came: Charles Lindberg, Jimmy Stewart, Bob Hoover, Richard Bong, "Gabby" Gabreski, Dick Jabara, Doug Campbell, ( America's first "ace"), Ted Williams, George Gobel. A litany of believers in air power, air superiority, air dominance, at a time when the Army was still buying and training mules! Oh, and me, the author, and my last check ride, where I once again failed to meet my already sub-standard performance parameters. Mums the word! I have a son who wants to be a fighter pilot. And so the aviators came back to San Antonio on October 15th for an incredible weekend of comraderie, conviviality, They revived long lost friendships, and congeniality. compared notes, reviewed classbooks, watched movies, inspected photo albums, fondled memorabilia, re-told war stories from long ago. Col. Harold Newman stated, "The older I get, the braver I was!" 'Nuf said. Allow me to digress.
PAGE 78... TARPA TOPICS... MARCH, 1998
After jump seating on Southwest from MCI to SAT, I board my hotel bus bound for reunion headquarters, the Radisson Market Square. Most of the passengers are arriving for the reunion. I meet Lt. Col Ed Balch. He is a graduate of class 41-E. Soon war is declared. He is assigned to fly the Bell P-39. "It was a good airplane," he states. Then came the P-40, P-47, P-51, P-63, He describes each airplane as if describing a woman, her faults, her charms, her failings; but he loves each of them Beautiful, fast, challenging, dangerous, exciting! equally. I find his daughter Susie who accompanies him lovely, blonde, personable, captivating. Hey, I'm a cadet! Some things never change! On Thursday, we gather for registration, hors d'oeuvres and soft drinks, meet old friends and make new ones. Later, we board buses for Kelly AFB, where group pictures are taken and Happy Hour is celebrated. We fill a hangar with 1,600 excadets, wives and/or companions. Now into the chow line, where an abundant dinner is served by Kelly AFB personnel. We stand as the colors are presented, and Beth Severe sings our Her rendition is so unique and emotional National Anthem. that not an eye is dry when she finishes! Then grace is said by Col. (Rev.) Leroy McMath, class 54-Mike. After dinner, we are honored to hear about today's Air Force from four-star General Lloyd W. "Fig" Newton, Commander of Randolph and the Air Education and Training Command. He states all is well in spite of budget cutting. We are smaller, but smarter. On Friday morning, we board buses for tours of choice, either Lackland, Kelly, Randolph, or Brooks. Back to the Future! At Randolph, some pilots find their old quarters changed little in forty-plus years. (The wives eyes are beginning to glaze over about now.) We tour and see today's Hands reach out to touch old airplane friends trainers. like the T-37. Eyes grow moist. Our tour guide is a Captain named Jeff. He is a Navigator instructor. We make his life hell for an hour. Being a good Nav, he tells us where to go! All in good fun. At 1930 hours we return to the Municipal Auditorium for Happy Hour, a barbecue dinner, and then dance the night away to the music of cadet Pete Peterson, class 55-Victor, and his Collection Jazz Orchestra; "In the Mood", " String of Pearls", "I've Got You Under My Skin", then Beth sings, "Why not Take All of Me", and a thousand cadets agree wholeheartedly! Unfortunately, Errol is watching.
PAGE 79... TARPA TOPICS... MARCH, 1998
Sadly, Saturday morning arrives and most of us say our good-byes, promise to keep in touch, and plan the next big "Gathering of Eagles" in 2000. We promise to visit each other soon. Hugs, tears, and goodbye. I still love you, dear friend! I haven't forgotten the day you risked your butt to save mine!
The author wishes to thank Captain Errol Severe, Delta Air Lines (ret.), and his multi-talented wife Beth for their incredible efforts in bringing about this "Gathering of Eagles". In addition to spending two and one half years writing a history of the Aviation Cadet program entitled "The Last of a Breed", Erroll and Beth plan to establish an Aviation Cadet Living Museum as a permanent memorial to all Aviation Cadets. The site is near Branson, Missouri, which hosts over two million visitors a year to this beautiful Missouri lake and music entertainment resort. Much more than a showcase museum, it will give all who come the "Cadet Similar to Colonial Williamsburg, actors will Experience". play the part of cadets to make the program come alive.
PAGE 80... TARPA TOPICS... MARCH, 1998
SHATTERED BONE: EXCITING NOVEL BY FIRST TIME PILOT-WRITER! Reviewed By Bill Dixon
If any of you retired pilots want to read a pilot-oriented, awesome yarn about today's military flying and political turmoil, try Chris Stewart's "Shattered Bone". The author is a 37-year old major in the Air Force, whose initial effort at fiction was chosen as an alternate Book-Of-TheMonth selection. A second novel is due out in October. His detailed, imaginative, technical style has been compared to that of the popular author Tom Clancy, who first novel was "Hunt For Red October." It was made into a movie, and "Shattered Bone" could follow the same path. Stewart is an active duty B-I B bomber pilot whose knowledge of his subject is formidable. This 4-engine Stealth aircraft ranks as one of the foremost weapons in the U.S.arsenai. The action centers around a plausible U.S. - Russia post-communist confrontation. Stewart, second youngest of 10 children, is the father of six. Chris is a graduate of Utah State, was awarded a reserve commission, and went through the Air Force flight training program. He flew helicopters and conventional aircraft prior to being accepted in the prized B-I bomber command. In August of 1995, he won the honored MacKay Trophy for the "most significant aerial achievement of the decade." On June 3,1995, he led two B-Is on a round-the-world nonstop bombing mission, which lasted for 36 hours, 13 minutes, and averaged 640 mph. The feat smashed all previous world records for time, distance, and speed! The title of the novel, is the book's military code term for the "theft, hijacking, or unauthorized flight of a B-I B bomber loaded with nuclear weapons." The fast moving adventure includes the theft of a B-I from its base in Wichita, Kansas, such action having been secretly approved by the president of the U.S. to thwart the strong possibility of Russia's ambitions endangering the U.S. The supersonic craft is to be used in a clandestine plan to remove the ambitious and unstable president of the new Russia, Valadimin Fedotov. He is a dangerous man determined to reassemble the old Russia, starting with the Ukraine. He aims to reestablish the Soviet Union as a world force, even if he must fire nuclear missiles against the Ukraine's resisting, but weaker fighting forces. Fedotov was premier and the number two man in Russia, but master-minded the assassination of the president. This left him free to pursue his warped agenda. The story dramatically shifts to a U.S. air base in South Korea. Here we meet the hero in this electrifying tale. He is Major Richard Ammon, an F-16 fighter pilot, born in the Ukraine, and
PAGE 81... TARPA TOPICS... MARCH, 1998
schooled from the age of nine to be a spy for the KGB. He was planted with a family in the U.S. at age 18, with a new identity. He was aware that someday he would be expected to deliver on the investment, but having married an intelligent, lovely young woman and become attached to his adopted country and profession, he was hopeful he had been forgotten. But his teacher in the Ukraine, Morozon, a cold-blooded spy, had not forgotten Ammon. With no notice, his long-feared recall to the Ukraine was engineered through an accident set up through a bribed crew chief Ammon's aircraft disintegrated over the Indian Ocean on a practice mission, he safely parachuted, was assumed dead by the U.S., but was picked up by a pre-positioned Ukrainian security agent. Marked by suspense and authenticity, there is no letup in the graphic action. lt is difficult to put aside, and is an impressive debut.
PAGE 82... TARPA TOPICS... MARCH, 1998
Retired Airline Pilots Association
August 27, 1997 Dear RAPA member: RE: New Long Term Care Program for RAPA Families Howard Wincele and the Aon Group recently finalized the details necessary to bring the top of the line, state of the art Long Term Care insurance products to members of RAPA and to their families. Many of us not only have continuing responsibilities to our children, but now find that we also have increasing responsibilities to our parents and parents-in-law. The availability of benefits to family members was an important design element in developing this program. Few issues create as much emotion as does the topic of Long Term Care. The recent passage of the Health Insurance Portability and Accountability Act by Congress provides significant incentives to take personal responsibility for Long Term Care health needs. These incentives include a tax deductibility of premium for those who itemize. Benefits from qualified programs can be received tax-free and benefit eligibility standards have been standardized. Of course, Congress also took the opportunity to close many of the Medicaid loopholes. There are now penalties, fines and imprisonment for hiding or manipulating assets in order to qualify for Medicaid funds. We have chosen CNA, the most experienced Long Term Care carrier in the industry, to be the company of choice for this RAPA program. We have arranged for a significant association discount in addition to discounts for good health and married couples. For those of you who currently have LTC insurance, we have developed supplemental benefit programs that will allow you to bring your current coverage up to date. The entire program, which includes the availability of professional advice, can be accomplished over the phone and through the mail. Of course, if you wish, an in-home personal visit from a professional agent can be arranged. If you would like to learn more about this timely opportunity please call 1-800-454-4LTC and mention that you are a member of the Retired Airline Pilots Association. Sincerely,
Hal Miller President cc: Bill Root PAGE 83... TARPA TOPICS... MARCH, 1998
Highlights of the endorsed CNA LTC program
Available to all members, their spouses, parents and parents-in-law Available through age 84 Medically underwritten, but many conditions can be covered Emphasis is on keeping you home Care Management is at your option — and at no cost to you Covers all levels of care Covered Alzheimer's and other forms of dementia No pre-hospitalization required Covers care at home, in the community and in facilities Includes waiver of premium Bed reservation Medical alert Caregiver training Third party notification Qualified programs offer tax benefits Deductibility of premium Tax free benefits Much, much more .. this is state of the art when it comes to Long Term Care. Personalized service with an authorized agent either in your home, or over the phone. Call 1-800-454-4LTC to arrange for your personal appointment and mention that you are a member of the Retired Airline Pilots Association.
PAGE 84... TARPA TOPICS... MARCH, 1998
INTRODUCING MEDICARE
A
NEW
SUPPLEMENT
PROGRAM
Exclusively for TARPA Members and their Spouses
The cost of medical treatment can be very expensive. Medicare can help, but it doesn ' t pay for all costs—leaving deductibles, copayments and other expenses to come out of your own pocket. That ' s why you need a Medicare Supplement plan to help pay the expenses Medicare doesn ' t cover.
Endorsed by:
Another Valuable Benefit Of Your TARPA Membership Available to TARPA members and their spouses age 65 and older and enrolled in Medicare Parts A and B. Ten Plans Offered - each plan offers standard hospital and medical benefits. Some plans include benefits Medicare doesn't cover, like the Medicare Part A and B deductibles. outpatient prescription drugs and foreign travel. Guarantee Issue - there are no health questions to answer and you cannot be turned down because of your health.
Go With A Name You Can Trust TARPA Fill out the coupon below and send it in for a No Obligation Medicare Supplement Insurance Quote OR Call Berkely Association Services toll-free at: 1-800-331-2794 Monday - Friday 9:00 AM - 5:00 PM (EST)
Underwritten by Monumental I Insurance Company Rated A + by the A.M. Best Company for financial strength and operating performance
PAGE 85... TARPA TOPICS... MARCH, 1998
Retired
Airline
Pilots
Association
Responding to requests from RAPA members, Alexander & Alexander has teamed up with Delta . Dental Insurance Company to offer you this valuable dental coverage Under this plan, you have the freedom to choose any dentist Whether you use a Delta Dental participating dentist or a non-participating dentist, the benefits are exactly the same. There is a $50.00 calendar year deductible per person, no deductible for diagnostic and preventive services, and a $1,000.00 calendar year limit on the total benefits payable to each insured person for covered services. Upon enrollment, you will receive an enrollment package containing your identification card, claim forms and a schedule explaining the maximum allowance for each dental procedure. Claim forms are to be submitted at the time of treatment. If you go to a Delta Dental participating dentist, they will complete and submit the claim form for you. You will be responsible for the difference of what the dentist charges to the allowance that you receive from Delta Dental. The 6-month premium is: RAPA Member: $91 02 RAPA Member & Spouse $163.44 RAPA Member, Spouse & Dependent*: $253.08 *Dependents include your spouse and unmarried dependent children from birth to the end of the calendar year in which they turn 25. Take advantage of this valuable dental coverage now available to RAPA members and enroll today to avoid delays. Your next opportunity to enroll will be April 1997. Simply complete and sign the enclosed enrollment form. Make your check for your 6-month premium payable to Alexander & Alexander and mail it with your completed enrollment form in the enclosed envelope. For further information, please contact Howard Wincele at (305) 279-7870 or toll free in Florida only at (800) 762-2544.
PAGE 86... TARPA TOPICS... MARCH, 1998
BENEFIT
DESCRIPTION
CLASS
11 III
PERCENT OF
DEDUCTIBLE
SCHEDULE
APPLIES
Diagnostic & Preventive
100%
No
Basic Restorative, Endodontics Maintenance Dentistry & Oral Surgery
100 %
Yes
Periodontics, Major Restorative & Prosthodontics
100 %
Yes
Payment will not be made by Delta for the following: Treatment of injuries or illnesses covered by Worker's Compensation or Employers' Liability Laws; services received without cost from any federal, state or local agency, unless this exclusion is prohibited by law. Cosmetic surgery or procedures for purely cosmetic reasons, or services for congenital (hereditary) or developmental malformations. Such malformations include, but are not limited to cleft palate, upper and lower jaw malformations, enamel hypoplasia (lack of development), fluorosis (a type of discoloration of the teeth) and andontia (congenitally missing teeth). This does not exclude services provided to newborn children for congenital defects or birth abnormalities or those services provided under Orthodontic Benefits if covered. Treatment to restore tooth structure lost from wear; treatment to rebuild or maintain chewing services due to teeth out of alignment or occlusion; or treatment to stabilize the teeth. For example: equilibration, periodontal splinting. Any single procedure started before the patient is covered under this program. Prescribed drugs, medications or pain killers. Experimental procedures. Charges by any hospital or other surgical or treatment facility and any additional fees charged by the Dentist for treatment in any such facility. Extra oral grafts (grafting of tissue from outside the mouth to oral cavities). Orthodontic services (treatment or poor alignment of mouth and/or jaws) except as provided in the contract. Services for any disturbance of the temporomandibular joint (jaw joints). Treatment by someone other than a Dentist or person who by law may work under a Dentist's direct supervision. Replacement of teeth missing prior to the effective date of the Delta program. Insurance laws differ from state to state. Legislatively mandated provisions will be included in the group contract. Contact Delta Dental Marketing Office in your area with any questions regarding these provisions.
PAGE 87... TARPA TOPICS... MARCH, 1998
An Indemnity Benefit Plan with:
• • • • •
No deductible for diagnostic & preventative Claim forms completed when you go to a participating dentist Maximum benefit limitations Claims are payable at 100 % of the schedule allowance You choose any licensed dentist
Indemnity Dental Plan
PAGE 88... TARPA TOPICS... MARCH, 1998
RETIRED AIRLINE PILOTS ASSOCIATION Prescription Medications Pharmacy Benefit Card
Alexander & Alexander has made arrangements with the Pharmacy Services Grou and the associate members of RAPA with a Drug Benefit Card.
p
to provide the members
SAVINGS... CONVENIENCE... QUALITY CONTROL You are assured that you will always pay a low price for name brand or generic medicine available in your community at your local participating pharmacy. Since pharmacies are rewarded for volume sales, this plan authorizes you to purchase at or below average wholesale price plus a dispensing fee. Their purchasing power benefits you. Just present your card to a participating pharmacy. The pharmacist has computer access to this plan giving immediate information on the savings you are to receive. The administration cost is $10.00 per person, per year. Just complete the enrollment application below and return it along with your check payable to Alexander & Alexander at: 7000 S.W. 97th Avenue, Suite 200, Miami, Florida 33173, (305) 279-7870. An identification card will be sent to you shortly.
PAGE 89... TARPA TOPICS... MARCH, 1998
LENSCRAFTERS VISION COVERAGE An Added Value for RAPA Members Alexander & Alexander has made an arrangement with LENSCRAFTERS nationwide for discounted vision services. This is a fantastic opportunity to save money for Eye Exam, Frames, Lenses, Contacts and Lens options. The administration cost is $10.00 per year, per person for RAPA Members and Associate Members. No Identification Card will be issued. Your name will be placed on LensCrafters "on line" computer network. To obtain the benefits at LensCrafters, identify yourself as a RAPA Member and provide your name and social security number. LensCrafters will then verify your eligibility. It is important to take advantage of the current open enrollment and send your payment to Alexander & Alexander as soon as possible. The next enrollment will be limited to one time a year. Complete the enrollment application below and return it with your check payable to: 7000 S.W. 97th Avenue, Suite 200, Miami, Florida 33173, (305) 279-7870. Please allow 30 days after sending your payment before using this benefit.
PAGE 90... TARPA TOPICS... MARCH, 1998
NEW MEMBERS AND ADDRESS CHANGES (R) (R) (R) (E) (R) (R) (H) (R) (R) (R) (R) (R) (E) (E) (R) (E) (R) (R) (E) (R) (E) (E) (H) (H) (R) (R) (R) (R) (R) (E) (A) (R) (E)
ANDERSON 941-925-9377 ANDREWS 813-922-8022 ARNOLD 909-861-2829 BAAR 602-998-7910 BATCHELOR 702-397-2246 BEBBE 816-373-7462 BECK
Norman F.
Capt.
(CAROLYN)
Robert J.
Capt.
(HELENE)
F/e
(BETTY)
Rutland F.
Capt.
(LUCIENNE)
Richard L.
F/o
(ELISABETH)
Dale R.
Capt.
(ZELLA)
Lou
Mrs.
(RICHARD H.)
BECKNER 407-254-5508 BERRY 941-346-2153 BEETLES 602-780-8716 BIERMANN 816-858-2906 BLOCHOWITZ 210-493-5935 BRADFORD 407-546-1713 BRISTER 516-751-0873 BROOKSHIRE 941-498-0077 BROUGHTON 619-727-7129 BUDZIEN 520-742-3871 BUNDY 954-772-4686 BUTLER 602-860-1571 CALLAMARO 602-998-5670 CARR 941-433-0776 CARROLL 203-853-3793 CLAY 813-584-8456 COLLINS 8W3-549-2502 CONWAY 520-825-1478 COREY 805-482-1469 CULP 919-522-2369 DARK
Richard R. Capt. twacap@metrol ink. net Charles A. Capt.
(CONNIE)
Raymond G.
Capt.
(JOAN)
Allan H.
Capt.
(GLADYS)
Roland A.
Capt.
(DONNA)
Gerard
Capt.
(BEVERLY)
Roy L.
Capt.
(ESTHER)
Jack
Capt.
(LINDA)
Arthur L.
Capt.
(JANET)
Ward
Capt.
(MURIEL)
F/o
(LOIS)
DAWKINS 619-483-7146 DeCELLES 602-948-8456 DENNIS 941-795-4897 DEUTSCH 813-784-4214 DOHERTY
Herbert C.jr Capt. (BRIGITTE) hydawk@compuserve.com J. L. Capt. (JANET) lar-jandecellee@juno.com Charles F. Capt. (MARY LOU)
Michael
E.
C.
Peter
N.
Lemauris Capt. lebutle@aol.com John R. Capt.
(DORIS)
(JEANNE) (PATRICIA)
Joseph P.
Capt.
Thomas H.
Capt.
(THERESA)
Josephine
Mrs.
(AL)
Patricia
Mrs.
(JOHN)
Richard E. Capt. dick2dc@aol.com Howard Capt.
(ANNEMARIE)
Donald
Capt.
(TWILA)
Terry L.
F/e
(PATTI)
(IRIS)
Douglas
Capt.
(MARLENE)
Francis J.
Capt.
(DOLLY)
PAGE 91... TARPA TOPICS... MARCH, 1998
8256 Deer Brook Cir. FL 34238 Sarasota, 2267 Brookhaven Dr. FL 34239 Sarasota, N. Golden Sp Dr 1135-h CA 91765-4262 Diamond Bar 8037 E. Del Platino Scottsdale, AZ 95258 2032 Pinwheel St. Box 1439 NV 89040-1439 Overton 5641 Northgate Crossing Lees Summit MO 64064 4915 Irving Dr. Colorado Springs, CO 80916-2205 857 Oakwood Dr. Melbourne FL 32940-1785 8735 Midnight Pass Rd. Sarasota, FL 34242 20645 N. 16th P1. 85024-4355 Phoenix, AZ 19450 Hwy 371 Platte City, MO 64079 3603 Hunters Bay San Antonio, TX 78230-2057 6980 S.e. Constitution Hobe Sound, FL 33455 9 Highwood Road Setauket NY 11733 28040 Cavendish Ct FL 33923 Bonita Springs 1950 Spyglass Circle Vista, CA 92083-8954 670 W Golf View Dr. Oro Valley AZ 85737-9133 3333 N.e. 34th Street Ft Lauderdale FL 33334 9097 East Wood Drive Scottsdale, AZ 85260 8649 E. Royal Palm Rd. #131 Scottsdale, AZ 85258 5682 Balkan Ct. Fort Meyers Beach, FL 33919 1038 W. Malibu Dr. Tempe AZ 85282 410 Harbor View Lane Largo, FL 34640 1616-102 W.cape Coral Cape 'Coral FL 33914 14041 N. Desert Butte Dr. Tucson, AZ 85737 124 Reddington Ct. Camarillo, CA 93010-1944 Route 2 Box 183 Snow Hill, NC. 28580 11324 215th St. Apt#6 Lakewood, CA 90715-2072 727 Sapphire St. #310 San Diego CA 92109 7636 E. Charter Oak Rd Scottsdale, AZ 95260 7316 Manatee Ave. West #703 Bradenton FL. 34209 P.o. Box 505 Crystal Beach, FL 34681 13845 Long Lake Lane Pt. Charlotte FL. 33953
NEW MEMBERS AND ADDRESS CHANGES (R)
Charles Capt. pfhw75d@prodigy.com Lavonna Mrs.
(BARBARA)
James
Capt.
(BARBARA)
John A.
F/e
(DONNA)
(E)
DOUGLASS 561-336-2995 DOWLING 602-981-5113 DOYLE N/A DRAKE III 978-887-5471 DURHAM 408-476-1748 ELLIS 561-747-2626 EMMERTON 941-294-4848 FALKIN
F/e
(ANN)
(S)
FETHERMAN
Betty Jo
Me.
(R)
Rudy
Capt.
(JULIE)
Richard P.
F/e
(BEVERLY)
Richard G.
Capt.
(PHYLLIS)
(R)
PICK, Jr. 561-335-4055 FISHER 803-944-2844 FORRISTALL 941-262-6656 FORTIN 561-744-9916 FOX 904-343-0986 FRANKUM EX2777 CATTY 407-234-8998 GELDERSMA 816-741-6121 GEROW 406-295-5117 GLAZIER 941-261-3288 GOUGH 561-229-0195 GRAFF 602-596-6942 GREENE 813-695-4789 GREENE 913-492-6283 GUEST
(R) (R)
(E) (R) (R) (H) (R) (R)
(R) (R) (R) (E) (E) (E) (R) (E) (H) (E) (E) (R) (R)
(A') (E) (RI (R) (R) (E) (R)
Francis R.
Capt.
(CHRISTINE)
Carl T.
Capt.
(MARGUERITE)
C.
Capt.
(GEORGETTE)
W.
Louie
R.
(JOHN)
Richard G. Capt. dandbf@aol . com John R. F/e
(BETH)
J. Edward
Capt.
(MADALENE)
Anthony V.
F/e
(MARJORIE)
F.p. Foe foe@j uno . com Eugene
Capt.
(JACKIE)
Capt.
Marjorie
Mrs.
(FRANCIS)
Robert W.
Capt.
(KATHLEEN)
Hugh G.
Capt.
(NORMA)
Otto
Capt.
R. Nathan
Capt.
(ELLEN)
William F.
Capt.
(LOUISE)
GUEST
William F.
Capt.
(LOUISE)
GWIN 941-283-7670 HAZELTON 314-469-3965 HEALD 516-734-6757 HEMSTED 956 -982-4422 HERMAN 207-829-6259 HERRMAN 707-451-8050 HIATT 210-689-2895 HOAG 602-753-4624
Roy F.
Capt.
(SHARON)
Russell C.
Capt.
Robert W.
Capt.
Bob
Capt.
Adam T.
Capt.
(WALLY)
Robert
Capt.
(KAYE JUHL)
Gene L.
Capt.
(CRETA)
John E.
Capt.
(DORIS)
(JOAN)
(MURIEL)
PAGE 92... TARPA TOPICS... MARCH, 1998
12433 Nw Harbour Ridge Blvd Palm City FL 34990-8042 143 Leisure World Mesa, AZ 85206 85 Walnut St NJ 07003 Bloomfield 10 Normandy Row Topefield MA 01983-1307 3400 Paul Sweet Rd. Santa Cruz, CA 95065 6436 Chasewood Dr. Apt# E Jupiter FL 33458 212 N. Fairway Circle Winter Haven, FL 33881-8741 Delray Beach FL 33484 Rr 7 Box 7579 East Stroudburg, PA. 18301 1536 Holyrood Lane Port St Lucie FL 34952 105 Eagle Ct. Westminster, SC 29693-6417 631 Jacana Circle Naples, FL 33942 204 Ridge Rd. FL 33477 Jupiter, 1321 Apache Cir. Tavares FL 32778 Innisbrook Box 1088 Tarpon Springs FL 34688 100 Sable Oaks Ln #203 Vero Beach FL 32963 3921 Nw 60th St. Kansas City, MO 64151 4444 Lake Creek Rd. Troy, MT 59935-9518 3505 Cray-ton Road Naples, FL 33940 10410 Se. Ocean Dr Jensen Beach, FL 34957 6662 North 78th Scottsdale, AZ 85250 P.o.box 313 Everglades City, FL 34139-2525 14904 W. 87th Pkwy., #146 Lenexa, KS 66215 8265 E Southern #662 Mesa AZ 85208-3500 101 Rainbow Dr. #2665 Livingston, TX 77351' 14400 Tamarac Drive, Bokeelia, FL 33922-3525 805 Fairfield Lake Dr. Chesterfield, MO 63017 2555 Youngs Ave. Apt#17a Southold, NY 11971-1696 45 Fairway Dr. Brownsville, TX. 78520 490 Greely Rd. Cumberland Ctr. ME 04021 4557 Robinson Rd. Vacaville, CA 95688 Po Box 115 Raymondville TX 78580 4823 E. Bannock St. Phoenix AZ 85044-4002
NEW MEMBERS AND ADDRESS CHANGES (R) (R) (H) (E) (H)
HODGINS 250-229-5615 INGLESBY 215-493-5364 JENNINGS 602-380-5354 JESPERSEN 201-543-4075 JOHNSTON
Alec T. Capt. vector@insidenet.com Carl J. Capt.
(JEANNE.)
Mrs. Suzanne ELDERGORD@aol.com Harlan V. Capt.
(GORDON)
Elizabeth S.
(A.LEROY)
Mrs.
(JOAN)
(ROSE)
Walter J. F/o (MICHELINE) (R) KAJENSKI 813-360-6134 Bernard J. F/e (NICOLE) (R) KAPPLER 561-793-7046 Capt. (R) KENNEY Tom 941-540-9043 JETJOK747@aol . com KIEWEL Peter Capt. (ELLIE) (R) 602-816 kiewel@sprynet.com 6454 (HILGA D.) (R) KIMBALL, Jr. Ed H. Capt. 45-31-52-15 103253.161@compuserve.com (R) KING Thomas R. Capt. (BARBARA) 407-253-1469 Eugene J. F/e (BERENICE) (R) KLUMB 941-751-4848 (R) KLDMB Eugene J. F/e (BERENICE) 612-476-8128 Capt. (KATHRYN) (E) KNUDSEN Alvin R. 602-832-1172 F/e (GEORGIA) (R) KOHRS Perry W. 702-727-9701 Capt. (DOREEN) (R) KOLB Frank J. 941-642-1406 Capt. (CAROL) (R) KROSCHEL Tom 941-947-4614 KROSCHEL@ROF . NET (BETTY) (S) L'EPISCOPO Joseph B. Mr. 516-868-1996 L'EPISCOPO (S) Joseph B. Mr. (BETTY) (R) (E) (E) (E) (E) (E) (R) (R) (R) (R) (R) (E) (R) (E)
LANG 602-584-6564 LEIN 808-947-1300 LEWIS 508-945-0415 LIMA 813-541-6559 LUDWIG 805-569-1373 LYTLE 44366 MACNAB 314-327-1999 MAHER 303-586-3692 MANLEY 760-345-5230 MC MILLIN 941-637-1497 MOCARTHY 617-235-4676 MCOARGLE 352-343-1792 MILLER 602-866-7813 MOKLER 602-991-9588
Ivan
C.
Capt.
(JOAN)
John
Capt.
(DANIELLE)
Horace W.
Capt.
(PEGGY)
Earl
F/e
(ELEANOR)
Richard H.
Capt.
(BERNICE)
Neal A.
Capt.
(MONIQUE)
Charles E. Capt. HAWKTW@aol.com Tom Capt.
(MARILYN)
George L.
Capt.
(BETTYE)
Jerry
Capt.
(PATRICIA)
Andrew J.
Capt.
(CHARLOTTE)
P.g.
F/e
(VERA)
James D. Capt. PIN9@PRIMENET.COM Harold F. Capt.
(GEORGANNE)
(BILLIE) (FRAN)
PAGE 93... TARPA TOPICS... MARCH, 1998
Rr 3 S-31 C-19 Nelson, BC VIL5P6 644 Countess Dr. Yardley PA 19067-4654 8865 E. Baseline Rd. #443 Mesa AZ 85208 3 Tingley Road Morristown, NJ 07960 10241 Conser St. Overland Park, KS 66212-2511 Po Box 67406 FL 33736-7406 St. Pete Beach, 980 Hickory Trail West Palm Beech, FL 33414-5650 4826-4 Sw 29th Ave. FL 33914 Cape Coral, 16108 E. Andrew Dr. Fountain Hills AZ 85268 12 Rue De Vouille 75015 Paris 905 N. Harbor City Blvd Melbourne, FL 32935 5034 Clubview Ct. E. FL 34203 Bradenton 17210 3rd Ave, N. MN 55447-3502 Plymouth , 5001 E. Main St #439 Mesa, AZ 85205-8059 1821 W Calvada NV 89048 Pahrump, 1080 S Collier Blvd Apt 309 FL 33937 Marco Island, 25716 Lilac Ct FL 34135-6463 Bonita Spge. 894 Shubert St. NY 11510 Baldwin 84 Van Auken Rd 12878Creek Stoney NY 20427 Tanglewood Dr. Sun City West AZ 85375 96815 Honolulu, HI 96815 9 Pinegrove Rd MA 02669 W. Chatham, 5817 Park St. N.,apt 301 St Petersburg FL 33709 1075 Vista De La Mesa Dr. Santa Barbara, CA 93110-2063 Parklagon St. Maarten, P.o. Box 914 O'fallon, MO 63366-0914 233 El Valle AZ. 85614 Green Valley 41-300 Jamaica Sands Bermuda Dunes, CA 92201 3514 Caya Largo Ct. Punta Gorda, FL 33950 31 Edmunds Road Wellesley, MA 02181 1312 Apache Circle Tavares FL 32778-2502 14251 N. 2nd Avenue Phoenix, AZ 85023 8101 East Naseem Trail Scottsdale, AZ 95258-1341
NEW MEMBERS AND ADDRESS CHANGES (A) (R) (E) (S) (E) (R) (R) (E) (R) (R) (H) (R) (H) (E) (R) (R) (R) (R) (R) (R) (R) (R) (R) (H) (R) (R) (R) (R) (E) (E) (E) (R) (R)
MUNRO 203-421-3119 NELSON 602-985-7255 NICHOLS 702-293-7421 NICHOLSON 800-474-8642 NIVEN 602-483-6073 PALMER 913-897-4343 PAXTON 602-897-0499 PHILLIPS 520-529-4684 POLK 305-451-1672 POLK 616-469-3376 PUGH
Kenneth J.
Capt.
(BARBARA)
Richard R. Capt. RNELSON200@aol.com Horace E. Capt.
(FRAN)
George W.
Mr.
(FRAN)
John W.
Capt.
(GWEN)
Capt.
(PAMELA)
James E.
Capt.
(ANITA)
Dean
Capt.
(BOBBE)
Capt.
(GALE)
William M.
Capt.
(GALE)
Dorothy P.
Mrs.
(ROBERT F.)
RAEBIGER 203-438-3455 REA 561-231-4140 REED
Otto R.
Capt.
(MARIE-CLAUDE)
Georgia Mrs. 11-rea@prodigy.com Edward A. Capt.
(WILLIAM)
REID 305-230-0094 RICHTER 708-584-3179 RIEBELING 702-831-6998 ROE 816-942-9273 ROZE 407-488-0286 RUDE 941-349-5634 SCARBOROUGH
William J.
Capt.
(MARILYN)
James
Capt.
(BARBARA)
Capt.
(MADELINE)
Capt.
(KAREN)
SCHINDEHETTE 602-893-1907 SCHMIDT 407-848-0429 SCHNAUBELT 708-742-2041 SCOTT 937-848-8885 SHEEDY 803-651-2348 SHIELDS 561-272-2596 SMITH 702-463-3862 SMITH 602-991-5003 SMITH 913-648-4393 SOLOMON 805-495-3628 SORENSEN 602-893-1802 STONEKING 816-454-2297
Kenneth
L.
L.
William
M.
Herbert James
A. E.
(PAT)
(ELOISE)
Wally
Capt.
James A.
Capt.
(PATTI)
John
Capt.
(KATHERINE)
Russell
Capt.
(DENE)
Ray A.
Capt.
(RUTH)
Loretta
Mrs.
(JOHN I.)
Kent
Capt.
(PATRICE)
T.
Stephen L. Capt. LEOSA@aol.com John A. Capt.
(SANDRA)
Ermon W.
Capt.
(MARY LEE)
Frank C.
Capt.
(CAROL)
Frank C.
Capt.
(CAROL)
Capt.
(BONNIE)
Iro
(FRANCES)
Jasper
S.
Norman L.
Richard D. Capt. rdstoneking@juno.com
(ROSE)
(KATHRYN)
PAGE 94... TARPA TOPICS... MARCH, 1998
70 Harkness Dr. Madison, CT 1435 Liesure World Mesa, AZ 949 Keys Drive NV Boulder City, P.o. Box 1998 Sun City, AZ 4701 E. Sanna St. Phoenix, AZ 12533 W. 119th Terrace Overland Park, KS 1420 E. Commodore Pl. Tempe AZ 6611 N. St. Andrews Dr. Tucson, AZ 602 Santa Anita Lane Key Largo, FL 47025 Lakeview New Buffalo, MI 5321 Amsterdam P1. NC Raleigh, 152 Minuteman Road Ridgefield, CT 1515 Indian Bay Dr Vero Beach, FL 6150 E. Anaheim St Mesa AZ 1800 Se 6th Ct Homestead FL 40 W. 972 Brown Rd. St. Charles, IL Po Box 4548 Incline Village NV 21 East 115 Th St. Kansas City, MO
06443-1809 85206 89005 85372 85028 66213 85283 85718-2636 33037 49117 27606-9707 06877 32963-2211 85205-8310 33033-5247 60175 89450 64114-5426
New Milford CT 06776 8773 Midnight Pass Rd. #403g Sarasota, FL 34242 755 Wintergreen Ln Titusville FL 32780 4658 E. Monte Way Phenoex AZ 85044 105 Paradise Harbour #104 N. Palm Beach, FL 33408-5017 90 Allen Rd. Apt#4 South Burlington, VT 05403-7857 1392 Eden Meadows Way Bellbrook, OH 45440 1413 Hwy 17e, #181 Surfside Beach, SC 29575-6040 2809 Florida Blvd. #506 Delray Beach FL 33483-4647 891 Hwy 208 NV 89447 Yerington, 7424 Via Camello Del No Scottsdale, AZ 85258 10311 Meadow Lane KS 66206-2650 Shawnee Mission 1249 Encino Vista Ct Thousand Oaks, CA 91362 12318 S. Shoshoni Dr. Phoenix, AZ 85044-2028 5205 N. Wyandotte MO 64118-4346 Gladstone,
NEW MEMBERS AND ADDRESS CHANGES Robert W.
Capt.
(DORIS)
Donald C.
F/e
(VIRGINIA)
William H.
Flo
(JOAN)
Dennis J.
Capt.
(JANE)
Dennis J.
Capt.
(JANE)
Capt.
(PAT)
(R)
STUFFINGS 941-922-2262 TABOR 602-984-3597 TARBOX 512-261-5973 TAYLOR 816-254-9495 TAYLOR 602-431-0215 THOMAS 941-793-2921 THOMPSON
C.e.
Capt.
(GLADYS)
(E)
THORNTON
Elwood F.
F/e
(JANICE)
(E)
Edward M.
Capt.
(SHIRLEY)
D. W.
Capt.
George C.
Capt.
(VIRGINIA)
William H.
Capt.
(TEDDIE)
(R)
TOLF 602-947-7053 TOMLINSON 503-873-8542 TOOP 305-743-9932 TOWNER 805-484-1589 TRUMPOLT
Robert H.
Capt.
(NANCY)
(R)
UNDERWOOD
Kenneth
F/e
(TRUDY)
(R)
VAN ANDEL 561-971-4713 VASCONCELLOS 702-882-7054 VOIGTS 602-974-9769 VOIGTS 913-642-5781 VOSS 813-463-9343 VOSS 417-451-5846 WALKER 303-469-7097 WALSH 816-663-3725 WELLMAN 941-778-7748 WEST 941-795-5411 WHEELER 916-771-6916 WILLIAMS 973-729-7354 WILSON 712-374-3234 WINCHESTER
John
Capt.
(LINDA)
James R.
Capt.
(MARTHA)
YATES 813-869-1399 YATES 813-785-5336 YOUNCE 561-298-4934 ZACHMAN 808-322-4065
Bob
(f/o)
(STEPHANIE)
Capt.
(MARJORIE)
Russell C.
Capt.
(JEAN)
T.v. "ted" tvz@gte.net
Capt.
(THELMA)
(E) (E) (E) (R) (R) (R)
(E) (E) (E)
(R) (E) (E) (E) (E) (H) (R) (R) (A) (E) (R) (E) (A) (A) (R) (E) (R)
Richard
E.
H.
Keith
Capt.
Busch
Capt.
(LUCILLE)
Busch
Capt.
(LUCILLE)
Robert W. Capt. RWVOSS@aol.com Robert W. Capt.
(MARY JANE)
Anita
Mrs.
(JAKE)
James F.
F/e
(SHIRLEY)
H. Auldin
F/e
(HELEN)
Lyle
Capt.
(NANCY)
James W.
Capt.
(DORIS)
Clarence T.
Capt.
(DOROTHY)
Joe
F/e
Keith
W.
E.
(MARY JANE)
PAGE 95... TARPA TOPICS... MARCH, 1998
7242 Villa Deste Dr Sarasota, FL 34238 1452 S. Ellsworth g AZ 85208 Me a 818 Sunfish TX 78734 Austin, 12129 Oak Ridge Road Independence, MO 64052 4626 Valley View Dr Phoenix AZ 85044 108 Cypress View Drive Naples FL. 34113 2374 Pine Tree Lane Evergreen, CO 80439-8979 8902 Player Dr Sun Lakes AZ 85248 7919 E. Sage Dr. AZ 85250 Scottsdale, 1418 Pine St.#17 Silverton, OR 97381-1345 500 Corte De Luna Marathon, FL 33050 854 Grada Ave. Camarillo, CA 93010 16356 N. Thompson Peak Pkwy #2114 Scottsdale, AZ 85260-2111 1829 Mellow Trail Tucson AZ 85737 FL Ft. Pierce 2720 Kings Canyon Rd Carson City, NV 15685 Lakeforest Dr. Sun City, AZ 10232 Lee Blvd Leawood KS 20 Avenida Carita Fort Myers Beach, FL 317 Patterson St. Neosho, MO 10620 Wadsworth Blvd. Broomfield, CO Route #3, Box 213 Gallatin, MO 112 78 Th St Holmes Beach FL 118 Tidy Island Blvd. Bradenton PL 4056 Enchanted Cir. Roseville CA 33spruce Dr. Gettysberg, PA P.o. Box 276 Sidney, IA 16230 Eitrevino Dr. Fountain Hills AZ 13419 Starfish Dr. Hudson FL. 100 Poole Place Oldsmar, FL 3832 Sw Bimini Circle N Palm City, FL 78-7070 Alii Dr. B-104 Kailua-kona, HI
34950 89703 85351 66206 33931-4206 64850 80021 64640 34217 34210-3304 95747 17325 51652 85268 34667 34677 34990 96740
TARPA Roy Van Etten Memorial Scholarship Grant This award is for children and grandchildren of TWA active or retired employees who have been accepted and enrolled in a nationally recognized school of aviation or an accredited college or university, in full-time status and who are majoring in commercial aviation. AWARD: One $1000 undergraduate college grant is awarded yearly. The grant may be renewed upon reapplication provided that adequate academic standing is maintained. (3.0 GPA) ELIGIBILITY: Children or grandchildren of active or retired TWA enplayees. Family members of TARPA Officers and Directors are ineligible. QUALIFICATIONS: Applicants must be accepted or enrolled in a nationally recognized school of aviation or an accredited college or university, in full time status and majoring in commercial aviation. Applicants must send in proof of enrollment, a high-school or college transcript and a one page resume to the President of TARPA listed in the latest issue of TARPA TOPICS.. SELECTION PROCESS: The First Vice President and one Director will make the award selection. The Both academic capability and financial need will be considered. The award results will be deadline for applications will be July 31st. announced at the TARPA Convention in September. DISBURSEMENT OF FUNDS: All funds will be paid directly to the institution and credited towards the students bill.
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