2000.11.TARPA_TOPICS

Last TWA Boeing 727 Flight St. Louis September 30, 2000

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

DEPARTMENTS:

CONVENTION OVERVIEW

by Bill Dixon

16

PRESIDENT'S MESSAGE

by Bob Dedman

3

TWA's 727's RETIRE

by Jon Proctor

27

EDITOR'S NOTE

by John Gratz

4

THE PIGSTICKERS

by Jake Rast

29

SECRETARY/TREASURE

by Phil Belisle

5

TWA ICD 1942

by Robert D. Smith

31

GRAPEVINE

by Hank Gastrich

39

MY DAMASCUS ADVENTURE

by Larry Griffin

35

FLOWN WEST

65

38

TARPA TOURS

by Jean Thompson

89

I FLEW THE TRIMOTOR

by Hank Gastrich LTR FROM JIM McCLURE

64

CAPTAIN LYLE SHELTON AND THE RARE BEAR

by Michael J. Larkin

77

LTR FROM THE FARM

by Dick Fishbaugh

80

INTO AFRICA

by Bud Kuball

82

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 inquires concerning the is publication should be addressed to : John P. Gratz, Editor TARPA TOPICS 1646 Timberlake Manor Parkway 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: Arrival of the "The Last TWA" Boeing 727 Flight.

Photo: Courtesy of Mark Ruth

PAGE 1... TARPA TOPICS...NOVEMBER, 2000

EDITOR

John P. Gratz Chesterfield, MO 63017 com

ASSOCIATE EDITOR

GRAPEVINE EDITOR

HISTORIAN

HISTORIAN EMERITUS FLOWN WEST COORDINATOR INTERNET WEBMASTER

TARPA TOURS

. msn @ g pj j

1646 Timberlake Manor Pkwy (636) 532-8317

1034 Caroll David R. Gratz St. Louis, MO 63104 dave@dgratz.com Henry E. Gastrich 291 Jamacha Rd, Apt 52 El Cajon, CA 92019-2381 (619) 401-9969 hankflew@aol.com Felix M. Usis III 1276 Belvoir Lane Virginia Beach, VA 23464-6746 (757) 420-5445 73644.3341@compuserve.com 960 Las Lomas Edward G. Betts (310) 454-1068 Pacific Palisades, CA 90272 John S. Bybee 2616 Saklan Indian Drive #1 (925)938-3492 Walnut Creek, CA 94595 2466 White Stable Road Jack Irwin (314) 432-3272 Town and Country, MO 63131 jack@smilinjack.com Jean Thompson 11 Shadewood Lane Hilton Head Island, SC 29926 843) 681-6451 jetslanding@ibm.net

TARPA BOARD OF DIRECTORS, 2000 - 2001 PRESIDENT

FIRST VICE-PRESIDENT SECOND VICE PRESIDENT

SECRETARY/TREASURER

SENIOR DIRECTOR

DIRECTOR

DIRECTOR

PAST-PRESIDENT

Robert W. Dedman 3728 Lynfield Drive (757) 463-2032 Virginia Beach, VA 23452 rwd@sybercom.net 24 Rustic Way Chuck Hasler 415-454-7478 San Rafael, CA 94901 1810 Lindbergh Ln H.O. Van Zandt (904) 767-6607 Daytona Beach FL 32124 hopvz@compuserve.com 3145 Geary Blvd, PMB 705 Phillip M. Belisle San Francisco, CA 94118-3316 (415) 567-9921 phil_les@compuserve.com Harry A. Jacobsen 848 Coventry Street (561) 997-0468 Boca Raton, FL 33487 jeanjake@aol.com 15435 E Shore Larry Ashcraft (406) 982-3366 Big Fork MT 59911 larjet@pti.net 2466 White Stable Road Jack Irwin (314) 432-3272 Town and Country, MO 63131 jack@smilinjack.com John P. Gratz 1646 Timberlake Manor Pkwy (636) 532-8317 Chesterfield, MO 63017 jppjg@msn.com

PAGE 2... TARPA TOPICS... NOVEMBER, 2000

PRESIDENT'S MESSAGE Tarpa has just concluded what can only be described as a wonderful convention in a most beautiful locale. For those of you that missed it, there was something for everyone. We had two tours to the Boeing factory, one for the wide bodies and the other for the narrow. We all came away a little bit prouder of being Americans when we saw the dedication and pride that the workers exhibited while building such wonderful airplanes. The tours were relaxed and informative.

There were three boat tours that took us to various parts of Seattle and we got to see how the really rich live. All were well narrated and we had meals either aboard or at an Indian Village.

The weather cooperated with us for the outside activities and on the last day, we saw some light shower activities, however, as always, the hospitality room was the center of activity and Kate Buchanan and her crew did an outstanding job. We were privileged to visit with Ted Hereford and Bob Buck along with all of the other fine ladies and gentlemen.. .this is what we are all about!

As you know, Tarpa has elections for the board each year after the general business meeting.

This year our faithful and hard working leader, John Gratz, stepped down and since I have been on the Board for 5 years, 1 thought I would give the President's job a try. I am proud to say that the membership elected me and two new Board members, Charles Hasler as 1st Vice President and Jack Irwin as a new Director. The rest of the board remains in place. We will work hard to keep the same quality magazine and the information to our membership. We are still searching for someone that may like to assume the job of Chief Editor as John Gratz would like to step down after this year. Anyone interested, please call John or me.

As you all know, none of us are getting younger and one of my goals is to increase our under 60 membership so that we will have some new leaders coming up through the ranks. I solicit each of you to contact anyone you know that might like to join us for the fun and fellowship. Since we are now in the Cyber World and have our own beautiful web page at http://www.Tarpa.com , it is easy to join up and the site is a wealth of good information. Our thanks to Jack Irwin and John Gratz for this.

Finally, I want to thank Ev Green and Jess, Ted & Maxine Misselwitz, Dave & Sharon Amundsen. Cliff & Nita Bjork and Mary & Sally Schliep for a job well done. They keep getting better and better. We are all looking forward to Clarke Billie and gang to host us at the city of Brotherly Love. Please plan ahead and mark your calendars as we would love to have a huge turn out.

Ilse and I would like to wish you all a great fall and a wonderful holiday season.

Robert "Bob" Dedman

PAGE 3... TARPA TOPICS...NOVEMBER, 2000

EDITOR'S NOTE It was Sunday, August 27, 2000. It was almost midnight; I was fast asleep when the telephone rang. It took some time to get my bearings and find the phone. The caller gave his name, George Simmons and said that he was calling from Melbourne, Australia! I was surprised, to say the least. I did not know George or anyone from Australia. He said that he had just received his July TOPICS and, he just wanted to say how much he enjoyed it and all the others. He told me that he was trying to reach a fellow TARPA Member and was unable to find the correct number. He was using the Directory, which was all that I had also. I agreed to check further in the light of day.

George told me about his days at the Rome domicile in 1946 through 1948. This was before my time and, I mentioned that I had only heard of the names he mentioned. I was fully awake by this time and enjoyed his continuing narrative. He was later based in Burbank and SFO. George left TWA in 1948 and went on to several other careers. He married an Australian lady and, has lived happily in Melbourne.

As you may know, I have just finished five years as TARPA President on September 30,2000.

That was the same day that TWA retired the Boeing 727s, the longest serving Aircraft in TWA history with 36 years. It also marked the end the position of Flight Engineer. I never flew the 727 but I have many friends who were Flight Engineers. We mark the end of that chapter of our history herein.

Your new President, Bob Dedman will be an active and strong leader. Bob has helped me in many ways as first Vice President over these last five years and, he has for many years been a willing volunteer at all TARPA Conventions. He has always been supported and helped by his lovely wife Ilse.

Bob has asked me to continue as Editor of TARPA TOPICS, and I have agreed to stay for a while on an Ad Hoc basis. Editing TOPICS has been unlike anything I have ever done before. It has been extremely rewarding to see the finished product. The help from Hank Gastrich and from John Bybee has been an essential element of the process. The articles and photographs from Members far and wide make TOPICS an enjoyable vehicle for us to keep in touch with old friends and to learn things we did not know about them and others whom we have not known previously. However, all that flattering talk to the contrary notwithstanding, it is time that these pleasures be passed on to another TARPA Member. If you know of any other Member, who would be willing to take on a new and stimulating hobby, please let me or Bob Dedman know.

TARPA TOURS COORDINATOR President Bob Dedman has asked me to advise that he has been successful in his search for a replacement to fill the position of TARPA Tours Coordinator. Mrs. Jean Thompson has graciously acquiesced to his requests and blandishments. Jean is a very experienced traveler and has participated in most, if not all, the TARPA Tours arranged and conducted by Chuck and Pat Hasler. Jean also has been a frequent contributor to TOPICS. Her poems have captured in words the many pleasures of touring with her many TARPA friends. I look forward to assisting her by Editor announcing and promoting her tours in 2001.

PAGE 4... TARPA TOPICS... NOVEMBER, 2000

Monday, October 9, 2000 Dear Members, We truly enjoyed convention 2000. Not only was it beautifully organized, but also the weather was great. Ev Green, with the hard working members of the convention committee, constructed a trip to remember. I wish all of TARPA could have made it.

You will notice a new set of names and titles in this issue of TARPA TOPICS. As in any good organization, people step up and take on the responsibilities of operation. You should be proud of all these folks and you should consider doing the same. Volunteers just like you run TARPA. This issue of TOPICS will contain our yellow colored dues envelope. Please note the increased dues and the fact that EAGLES pay. Our income decreases while expenses remain the same or increase. Your officers and directors believe that the magazine is our prime connection, and that we must maintain its quality.

The TARPA DIRECTORY is going annual. We find there are so many data changes that it seems more practical to produce a new directory each year. Past directories are out of date in a year, and each issue of the TARPA TOPICS contains several pages of up-dates or corrections.

Remember GIGO (garbage in garbage out) and fill in all the blanks on your dues collection envelope. We compare this data with your individual data base page and make corrections to your address, telephone, and E-MAIL. As a final note, I have indicated the desire to be replaced. After four years on the job, you deserve a fresh face with a new look in this job. The nominating committee has found such a replacement. I will work in the position through the dues collecting period and the first part of our year 2001. I imagine that your new secretary treasurer will be in place by the March 2001 Board of Directors meeting.

Phil Belisle TARPA Secretary/Treasurer

PAGE 5... TARPA TOPICS...NOVEMBER, 2000

TARPA BOARD OF DIRECTORS MEETING BELLEVUE WASHINGTON, DOUBLETREE HOTEL SEPTEMBER 26-30, 2000

The annual TARPA convention meeting of the board of directors was called to order at 7:00 P.M.September 26, 2000 by President John P. Gratz. Officers and directors present: Robert W. Dedman Harry A. Jacobsen Steve Wiese Guests: Bill Kirschner, Ev Green, and Dave Gratz John P. Gratz Phillip M. Belisle

H.O. Van Zandt Larry C. Ashcraft

Officer Reports: Capt. John Gratz: Discussed the TARPA web page ( www.tarpa.com) and the " Flown West" presentation. TARPA members are shown on the web page and non-members are shown in the TARPA DIRECTORY. Trans World Airlines celebrated its 75th year with a gala in St. Louis. Over 700 people attended.

Capt. Bob Dedman: Announced the names of officer and director nominees submitted by the TARPA nominating committee. These people will be nominated during the regular business meeting September 30, 2000. The nominating committee members are Norm Gray, Jim Breslin, and Fred Arenas.

Capt. H. O. Van Zandt: Outlined the options of DAP/IRA distributions at age 70 1/2.

The DAP will institute trading charges for those members trading more than once a month in a twelve month period Capt. Phil Belisle: Presented the TWA Pilot Foundation report for Capt. Bob Thompson.

TARPA members are encouraged to contribute directly to the foundation. (See the report for mailing information and financial data.)

Financial data for TARPA January 1997 - August 2000 was presented. This cash flow statement shows the inflow/outflow of funds. Members note that our credit union balance started with about $57000 in 1997 and has gradually decreased to about $30000

by August 2000. Raising dues to $30 and charging Eagles $25.00 helped but we are still short. A BOD policy resolution will be presented to increase dues.

Motion to recess until 7:30 A.M. September 30, 2000 (Dedman/Wiese) Passed Unanimously

PAGE 6... TARPA TOPICS... NOVEMBER, 2000

TARPA officer and director meeting called to order at 7:30 A.M. September 30,2000.

RESOLUTION 5-2000 Moved that the annual dues for REGULAR and ASSOCIATE members shall be $40.00per calendar year. Dues for EAGLES and SUBSCRIBERS shall be $30.00.

MOVED BELISLE, SECONDED WIESE, PASSED UNANIMOUSLY RESOLUTION 6-2000 Be it resolved that the TARPA BOARD OF DIRECTORS would adjourn their meeting at the conclusion of the TARPA 2000 GENERAL MEETING. MOVED VAN ZANDT, SECONDED JACOBSEN, PASSED UNANIMOUSLY The TARPA 2000 GENERAL MEETING was called to order at 8:30 A.M. September 30,2000

by Capt. John Gratz , TARPA President.

Capt. Steve Wiese led the "Pledge of Allegiance".

The president noted his activities over the past few months including the 75 th year of TWA operations. Many events were held around the system with a gala celebration in St. Louis. Also noted was the last flight of a TWA Boeing 727. The fleet retires today, and all TWA aircraft are now staffed with two pilot crews.

Capt. Bob Sherman read the names of all TWA pilots who have "Flown West" since the TARPA 1999 Convention.

Capt. Bob Dedman announced the selection of Philadelphia, PA as the site of TARPA CONVENTION 2001. The state of Texas is selected for the year 2002. Austin or San Antonio is probable city choices.

Capt. H.O. Van Zandt discussed age 70 1/2 payments by the TWA Directed Account Plan. Tax law dictates certain minimum withdrawals after reaching age 70 1/2.

Mr. Sean Yokley, Manager of Research and Business Development for the TWA CREDIT UNION spoke to the audience. The credit union was absorbed into a larger credit union organization, but now has resumed its' separate identity as TWA CREDIT UNION. Mr. Yokley may be reached Ph# (913) 345-5933, 1-888-222-6200, FAX 913-345-5905, or by E-MAIL, syokley@twacu.com

PAGE 7... TARPA TOPICS...NOVEMBER, 2000

Capt. Phil Belisle distributed copies of the TWA Pilots' Foundation Report and the TARPA cash flow report January 1997-August 2000. He discussed reasons for raising dues.

Capt. Clark Billie, Chairman of TARPA CONVENTION 2001, reminded the audience that there are numerous activities available in Philadelphia. He is in the planning stage and is open to ideas for group and individual participation.

Capt. John Gratz reported that no one has yet come forward as a possible TARPA TOPICS editor.

ELECTION OF OFFICERS Capt. Jim Breslin moved and Capt. Bill Kirschner seconded the nomination of the following members for TARPA office: Capt. Bob Dedman, President Capt. Chuck Hasler, First Vice President Capt. H. O. Van Zandt, Second Vice President Capt. Phil Belisle, Secretary Treasurer

Capt. Harry Jacobsen, Senior Director Capt. Larry Ashcraft, Director Capt. Jack Irwin, Director

The named members were elected by unanimous voice vote.

RESOLUTION 7-2000 Be it resolved that TARPA policy is amended in that TARPA BOARD OF DIRECTORS may at their discretion select a TARPA MAN OF THE YEAR. Be it further resolved that the TARPA BOARD OF DIRECTORS selects Capt. Ted Hereford TARPA MAN OF THE YEAR 2000.

MOVED WIESE, SECONDED VAN ZANDT, PASSED UNANIMOUSLY Move to adjourn TARPA CONVENTION 2000 MOVED DIXON, SECONDED GUILLAN, PASSED

UNANIMOUSLY

Submitted

Phillip M. Belisle TARPA Secretary Treasurer

PAGE 8... TARPA TOPICS... NOVEMBER, 2000

TARPA Cash Flow Report 1/1/97 through 8/31/00

PAGE 9... TARPA TOPICS...NOVEMBER, 2000

The TWA Pilots Retirement Foundation, Inc. PRESIDENT Capt. Fred G. Arenas 1622 Cantebury Court Arlington Hts, IL 60004 847-398-1331

VICE-PRESIDENT Capt. Harry Jacobsen 848 Coventry Street Boca Raton, FL 33487 407-997-0468

SECRETARY/TREAS. Capt. Robert R. Thompson 807 West Hintz Road Arlington Hts, IL 60004 847-259-9718

TRUSTEE Capt. Robert D. Essaf 3917 Wellington Circle Palm Harbor. FL 24685-1178

TRUSTEE Donald C. Ulrich 5061 Key Largo Circle Punta Gordo, FL 33955 941-637-3992

September 2000

THE TWA PILOTS RETIREMENT FOUNDATION, INC. REPORT TO 2000 TARPA CONVENTION SEPTEMBER 2000 - SEATTLE Ladies and Gentlemen: The TWA Pilots Retirement Foundation was incorporated as a nonprofit organization in the State of Florida, in 1982 (Charter 762206).

The objective of the Foundation shall be to provide certain Trans World Airlines cockpit crew members, who retired under any provisions of the TWA Pilot or Flight Engineer Retirement Plans, monetary assistance on a charitable basis as may be deemed necessary to enable them to meet and offset, to some degree, the effects of inflation and to maintain a reasonable minimum standard of living consistent with their individual circumstances.

Additionally, the Foundation may provide assistance to certain widows and surviving children of deceased TWA pilots.

The Foundation has derived basically, four sources: 1.

its

funds

for

operation

PAYROLL DEDUCTIONS 20 contributors beginning 1999 12 contributors end of 1999 TOTAL CONTRIBUTIONS $1,685.00

2.

DIRECT CONTRIBUTIONS 20 contributors in 1999 TOTAL CONTRIBUTIONS $4,975.00

3.

TARPA The TARPA policies, as published for 2000, states a donation of $25.00 will be presented to the Retirement Foundation as a memorial for each deceased TARPA member.

No memorial contributions have been received from TARPA for the year 1999 or year 2000.

PAGE 10... TARPA TOPICS... NOVEMBER, 2000

from,

-2-

4.

ALPA CREDIT UNION ACCOUNT DIVIDENDS Total dividends 1999 $9,096.38 Presently paying 5.66 APY as of July 2000

---------------------------------------------------------------

Total revenues for 1999 were $ 15,756.38 Total grant expenditures for 1999 were $ 15,840.00 Total administrative expenditures for 1999 were $ 440.25 Decrease To Account Balance ACCOUNT BALANCE END OF 1999

<$

523.87>

$161,216.32

Since incorporation in 1982, the Foundation has aided 7 pilots and 5 widows.

The total benefits paid through 1999 have been $352,595.00.

The total projected benefits to be paid through 2000 will be over $368,000.00. At the end of July 2000, the ALPA Credit Union Account balance was $158,592.35.

The average monthly benefit to the recipients is $440.00.

We are presently assisting 2 widows and 1 pilot.

The Trustees encourage all TARPA Members to contact any Board Member if they have knowledge of any person they believe to be eligible for benefits.

Respectfully Submitted,

Robert R. Thompson Secretary/Treasurer TWA Pilots Retirement Foundation, Inc.

PAGE 11... TARPA TOPICS...NOVEMBER, 2000

YOUR NEW PRESIDENT

Since only a limited number of our members have met me or know me, I think it is important for you to know who is going to run your organization for the next few years. I will give you a very brief resume of my life and family.

I was born the second son to a mining engineer in Mascot, Tennessee. Soon after, during the depression, my folks migrated to Lima, Peru, to work at Cerro De Pasco (13000+ft) copper mines. We lived there for 3 years and then moved to "lower" levels, like "sea.". My dad found work in southern Peru as chief geologist for a Peruvian mining company. We lived at Nazca, very near the famous Inca lines' and had a most wonderful life. I studied Spanish all this time and finally had to come back to the US to learn "real" English and go to high school. Finished second in my class and then went on to study aeronautical engineering at the U of Maryland.

Changed my major in my junior year as I really wanted to "fly" airplanes, not design them and through the ROTC program, was assigned class 55-H pilot training in the USAF. I was really at home now!

Graduated in fighters but screwed by the USAF as we were given an option of 2 more years for advanced fighters (on top of original 4), but we objected and so, got sent to the four winds. I ended up as senior Intelligence (oxymoron) Officer at a new SAC wing. Loved the job but no flying so after my term, quit. Went to work with an airline I knew all my life, Panagra, and withstood two years without jets, then furlough. Since I loved international, I wanted to keep with an airline that served my needs. Sorry, no one hiring!

Started work at Capitol Airlines in DC in 1960 flying DC-4's out of seniority but only for six months and adios. Went to work for an overseas non-sked, Seven Seas, out of Luxembourg flying world wide as a co-pilot, Had my ATR written and bluffed my way into a rating that got me Captain! Bad airline and maintenance, so changed to another carrier, Inter-Ocean Airways, but now only relief Captain. Sent to the Congo for two years but now as "Captain" and then, back to the US for a new venture, flying Seaboard World Connies all over the world. We started a new interstate airline but American slam-dunked us, as we were "major" competition with better service and cheaper prices. I kept up my applications to TWA and Pan Am with up-grades as I was hoping to get back to international. Eventually, TWA called and I answered.

I spent a great deal of time in training at Bid 95 at JFK and spent years as Flight manager on several aircraft. Loved my job and especially the crews I spent so many hours with. Retiring was not the loss of flying, it was the loss of friendships and wonderful layovers and fun.

I am married to a wonderful, beautiful lady named Ilse, whom I sight (see her and you know why), in Frankfurt, Germany. loving every minute. We lost our only son four years ago to here to enjoy some of the nice things that are happening to us

met and fell in love with at first We are wedded 38 years now and a new strain of TB. Wish he was now.

PAGE 12... TARPA TOPICS... NOVEMBER, 2000

I am active in the National Exchange club, (past president 1995), member of the QB's, past president of the Virginia Beach Symphony Pops, past Board member of the Virginia Musical Stage Co. and Member of Man will Never Fly Society. My hobbies are building model ships with full hand crafted riggings, classical music, gardening, travel and good friends and wine.

Can it get any better?

Thanks, Bob Dedman

Bob and Ilse

Past and Current Presidents

PAGE 13... TARPA TOPICS...NOVEMBER, 2000

GREETINGS FROM SEATTLE! We had a great convention and were delighted that so many of you came. Even the weather cooperated to the point of providing the full Seattle experience--sunny days to start, tempered by a little rain later.

Thank you to everyone who came. The presence of each one of you added greatly to the success of the convention. We missed those of you who couldn't be there.

Every member of our committee contributed immeasurably to the convention--it was a true team effort. Dave Amundsen was our treasurer in addition to entering all registration data on a spreadsheet. Sharon Amundsen helped with all aspects of the banquet, including making the 75th anniversary menus. Ted Misselwitz was our scheduler, matching buses with our 12 tours flawlessly. Max Misselwitz set up and operated our tour desk. Cliff and Nita Bjork were in charge of registration and ordering and selling the merchandise. Mary and Sally Schliep were in charge of hospitality and buying all the hospitality supplies, ably assisted by Katie Buchanan.

All the ladies of the committee put together the basket centerpieces for the banquet. My wife Jess made up the registration packets, name badges etc. in addition to other duties. All our committee members escorted tours and undertook other tasks. Thank you all.

Also, many thanks to all the volunteers who pitched in and helped with registration, bar tending, banquet organization and a myriad of other jobs. You helped make it happen!

Looking forward to seeing you all in Philadelphia next year, Ev Green TARPA SEA 2000 Convention Chairman

PA GE 14... TA RPA TOPICS... NOV EMBER, 2000

Convention Participants Kidd, John & Rae Arran, William & Anne Dorman, Don Kieckhefer , Jane Amundsen, Dave & Sharon Dufresne, Norm & Joann Kirschner, Bill & Bobbi Earle, Rowena Anderson, Howard Lahn, Roger & Jean Edwards, Frank Andrijeski, Vince & Carol Lancaster, Chuck & Sharon Elliott, Billie Arenas, Fred & Judy Lingenfelser, Fred & Essie Escola, Dick & Alice Askegard, Vem & Dee Locke, Leslie Evans, Diana Bach, Peter Longwish, Dottie Fetherman, Betty Jo Bainbridge, Bill & Evelyn Marchant, Hal & Judi Forsyth, Mike Baker, Jack & Donna Marinelli, Larry & Joan Fortier, Guy & Joann Barker, Joan Frauens, Dollie McCarter, Harvey Barnes, Marilyn McClure, Earlene Gallagher, Joe Barr, Rut & Lucienne McGovern, Diane Gastrich, Hank Bassford, Martha McKenzie, Vern & Evy Gorczyca, Lou & Loren Belisle, Phil Gratz, Dave Miller, Dorothee Berger, James Misselwitz, Ted & Maxine Gratz, John & Patti Billie, Clark & Marlene Molinaro, Rick & Sandra Gray, Norm & Carol Bjork, Cliff& Nita Montemurro, Frank Green, Ev & Jess Blaney, Ford & Jane Gruber, Ed & Cleone Moore, Wanda Bloch, Patty Guillan, Dick & Peggy Moorhead, Barbara Boesch, Jack Morehead, Clem Boren, J.D. & Jan Hall, Howard & Kathie Halistein, Ray & Patti Mosely, Rufus Boulanger, Chuck & Pat Hamlin, John & Subil Munson, Dave & Joyce Breslin, Jim & Erika Murchan, Larry & Betty Hanson, Glen & Jeanette Buchanan, Katy Murray, Floyd & Sabine Buck, Bob & Rob Hasler, Chuck & Pat Hayden, Sandy Myers, Irene Burns, Lou Nicholson, George Butler, Lee & Jeanne Hayward, John Hendrickson, John & Doris Nicolais, Mario & Rose Marie Bybee, John & Ginny Nixon, Clyde Callamaro, John & Pat Hereford, Ted Noland, Mary Higgins, Jim & Cheryl Canavan, Bill & Sue Olson, Graham & Phyllis Hill, Jeff & Sharon Carneal, Ed & Norma Pahi, Slim & Mickey Carr, Paul and Shirley Hippe, Ken Persons, Dick & Billie Carter Dick Hitzel, Joseph & Georgeann Peters, Don & Nancy Hoffman, Barry & Diane Chichester, Stan & Kay Peterson, Joe & Betty Hoffman, Virg & Mary Lee Clark, Chris & Carole Phillips, John & Brandy Holden, Verl & Teddy Clemens, Bill & Dianne Pierson, Lee & Bonnie Hoveland, Arlene Colburn, Georgia Pilot, Jerry & Jean Inglis, udus & Jeanne Corrigan, Diane Jacobsen, Jake & Jean Olivia Pohl, Renate Cottrell, Bill & Lynn Poley, Charles & Jean Jacobsen, Wes & Marvel Craft, Ray & Martha Powell, Dewey & Joan Jezek, Earl & Janet Cummings, Terry & Jean Jinnette, Earl, Wanda & Mike Rager, Betty Dahi, Jack & Maijorie Rodgers, Mel & Naydene Johnston, Mack & Susan Dalin, Bob & Lucy Jones, Doc & Barbara Roe, Jim & Karen Davis, Dick & Marcia Jordan, Lewis & Jeanette Rohlfing, John & Ginny Davis, Walter & Frances Rood, Kiete & Lois Dawkins, Bill, Barbara & Kris Kadoch, Rosemary Rose, Nancy Dedman, Bob & use Kalota, Chet & Marge Ruhanan, Art Degler, Ken & Ruth Ann Kantra, George & Nancy Rumford, Sam & Jody Kennedy, Jack & Rosemary Dixon, Bill & June PAGE 15... TARPA TOPICS...NOVEMBER, 2000

Saaks, Dave & Rhonda Salmonson, Roger Saugstad, Denny & Ann Schliep, Mary & Sally Schmidt, Carl Schmidt, Ray & Ruth Schmidt, Roger Schumacher, Gene & Henri Scott, Bill and Mary Sherman, Bob & Alice Siddall, Marilyn Smiddy, Ilene Smith, Betty Snavely, Orren & Marilyn Sokolik, Gerry.

Sparrow, Cliff & Mary Starke, Bettie Stewart, Bill & Rita Stewart, Ruth Stimmel, Manny & Petra Stonkas, Joe & Carolyn Sturtevant, Hank & Adrienne Tarbox, Joan Thompson, Jean Tiseo, Chuck & Toni Tobm, Larry Trojan, Bob & Lonna Trumpolt , Bob & Nancy Turner, Ivan & Rose Van Houten, Leslie Van Zandt, HO & Petra Vaux, Dick & Cynthia Waldo, Walt & Ellie Walker, Anita Wallace, Don & Betty Webster, Bob & Jackie Weiss, Jack & Gloria West, Hall & Nancy Widholm , Fay Wiese, Steve & Roseanne Wetherell, DreamaRich & Wilder, Charlie & Helen Wildman, Lee & Sue Winchester, Jim Woodruff, Henry & Nancy Wurster, Gerry & Joan Yorkâ&#x20AC;&#x201D; Gene Young, Ben & Didi Zudi, Dick & Judy

A BRIEF OVERVIEW OF TARPA 2000 by Bill Dixon Seattle threw off its "Rust Belt" reputation to welcome TARPA 2000. The first part of the week was mostly sunshine; Friday and Saturday were dampish with some light rain, but not too bad.

Washington deserves its designation as the "Evergreen State."The countryside was beautiful from the air flying in and out.

Convention Committee Chairman, Irv Green, and his five co-chairs had everything well organized from Badges to Banquet (fabulous meal). We all could learn from their organizational efficiency. The several hundred in attendance appreciated the excellent hotel facilities at the Double Tree, and particularly the four delicious, warm, chocolate-chip cookies presented at check-in.

The honored guest at the banquet was retired Captain Ted Hereford, who was introduced by Bill Dixon. The July issue of TARPA TOPICS featured Ted's unique TWA story. He is the only one of TWA's original pilots still living. Sharing his table was retired Captain Bob Buck, also well known for his illustrious career with TWA, which included being system chief pilot in the mid-1940's and doing weather research later for the Air Force in a B-17. He is a noted consultant and aviation writer, now working on his seventh book. He was accompanied by his son Rob, a Delta captain.

Numerous tours were available. Particularly fascinating was the Museum of Flight located at Boeing Field. The original Red Barn where Boeing started has been transported there, and all kinds of planes and gliders, including small personal craft, were spotted all over the place, on the floor and hanging from the ceiling. They included a 707, available to look through, that served as Air Force One for Eisenhower through Carter. The museum was a gold mine for flying enthusiasts.

The well-attended banquet ended with short remarks from Convention Chairman Ev Green, outgoing TARPA President John Gratz, and new President Bob Dedman. Music and dancing followed. We aren't such an old bunch; after all! See you next year in the birthplace of our nation, Philadelphia.

PAGE 16... TARPA TOPICS... NOVEMBER, 2000

Two former college roommates meet for the first time in over forty years. Arthur Ruhanen, TWA flight engineer made contact with John Anderson while at the TARPA convention in Seattle, September 2000. After graduation from Parks Air College at the end of 1941 Art became a flight engineer with TWA and Mr. Anderson joined Pan American in the same capacity. TWA flight engineers Harry Young and Justin Becker were in the same class at Parks as well.

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TWA's HIRING CLASS 640921

Here are 8 of the 9 members of 640921, 36 years to the day of their meeting in Kansas City: 000921 Top row: Clark Billie, Bill Canavan, Clark Jackson; Bottom row: Donald Kraft, Donald Squires, Medford Bragg, James Tabb, David Larson. Missing is Floyd Brown, who was bicycling in France. [Bragg, the baby of the class, is the only one still flying the line.]

TWA's hiring class 640921 has met periodically over the years to catch up on family news and tell lies. Now as each pilot retires the group meets for a Takeoff Party. The most recent was at Captain Clark Billie's Lumberville, PA retreat where the above photo was taken.

All of the members of hiring class 640921 will attend TARPA 2001 in Philadelphia in support of year 2001 Convention Chairman Clark Billie. Why don't you consider getting your hiring class to meet there for your reunion as well?

PAGE 26... TARPA TOPICS... NOVEMBER, 2000

TWA's Boeing 727 Retires by Jon Procter With the arrival at St. Louis of TWA's Flight 78 from New Orleans on September 30, 2000, TWA closed out 36 years of Boeing 727 service. One of the first carriers to fly the popular tri-jet , TWA's inaugural 727-31 flight occurred on June 4, 1964, between New York-JFK and Indianapolis. In addition to 27 Boeing 727-31s, the airline acquired eight "QC," or quick-change convertible cargo models (six 727-31 Cs and two 727-180Cs). At one time or another, the standard-body 727s served nearly all of TWA's domestic cities and some were positioned for internal European flights in the 1980s. Among the longer segments was the 1,900-mile LosAngeles-Cincinnati nonstop.

727-231 "stretch" models began arriving in 1968, later joined by 20 of the 727-231-Advanced variants. Scheduled heavily on TWA's hourly service between New York-La Guardia and Chicago-O'Hare, the -231s also flew longer legs, including Los Angeles to Chicago. As with the shorter 727-31s, some of the long-body models served on internal routes within Europe plus the Middle East.

All of the 727-31 s and the first 40 stretches were delivered in TWA's "globe logo" colors, while the last 17 arrived in the double-stripe livery with TRANS WORLD titles on the fuselage. An all-metal, experimental livery was applied to N64339 in 1980. Part of "Operation Skinny" to reduce aircraft weight, the 727-231-Advanced, nicknamed "Silver Bullet," reverted to its regular colors 10 months later when it was determined that the test scheme would cost more to maintain. Probably the only TWA airplane to wear four completely different liveries, it was given the honor of operating the final revenue flight on September 30.

TWA would eventually acquire 92 Boeing 727s; the final 727-231 (Advanced) arrived in April 1980. With the retirement of the last "three-holer," TWA has become an all twin-engine operator with narrowbody MD-80s, 717s and 757s, plus widebody 767s.

The airline suffered only two 727 hull losses, one of which involved a forced gear-up landing.

The type's 36 years in continuous service with TWA exceeds its nearest runner up, the Boeing 747, by eight years and marks an important chapter in the airline's 75-year history.

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TWA BOEING 727 APRIL 30, 1964 -- SEPTEMBER 30, 2000 While many of us were enjoying a re-union with old friends at our TARPA Convention Banquet in Seattle, other friends were celebrating the retirement of the last TWA Boeing 727 or "Miss Piggy", as it was called with more or less affection. In Seattle we dined on Fresh Salmon and roast Prime Rib, in St. Louis the "Pig Party" featured pulled pork barbecue and beans. At least they honored an airplane and as it turns out, the one that served longer than any other, in fact almost half of TWA's 75 years. At thirty-six years, the 727s flew far exceed the next longest, the 747 at twenty-nine years, the 1011 and 707 at twenty-five years. The venerable Constellations lasted only twenty-two years from the 049s to the 1649s.

OUR COVER Mark Ruth, a 767 Simulator instructor at the Charles A. Lindbergh Training Center, took the beautiful photograph on our cover from the balcony of the control tower in St. Louis. Mark contributed the original to Operation Lift-Off, the charity that offers very ill children an opportunity to fly to Disneyland and other fun places. This charity has long been supported and run by TWA people, mostly from the St. Louis area. The photograph shows TWA Fight 78 plane arriving from New Orleans, the last revenue flight for the TWA Boeing 727 fleet. Copies of this photograph, suitable for framing, can be purchased from: Operation Liftoff Store C/O TWA Training Center, Room B-33 11495 Natural Bridge Rd. Bridgeton, MO 63044 314-551-1755

You can also visit the Operation Lift-Off store at the Charles A. Lindbergh Training Center on the lower level near the cafeteria. They also have many other photographs and a wide variety of TWA souvenirs and apparel.

Photos in this issue of TOPICS courtesy of Dave Amundsen, Bob Dedman, Bill Dixon, Editor, ay Hallstein, Harry Jacobsen, Jon Proctor, Klete Rood and Mark Ruth.

PAGE 28... TARPA TOPICS... NOVEMBER, 2000

The Mysterious Case of the Pigstickers By Jake Rast There is this contention floating around that everyone loves a mystery. Maybe and maybe not, but there is a mystery which has piqued my interest with the demise of the of B-727. What ever happened to the pig labels, the stickers that were placed in the cockpits of the "pig" about twenty years ago naming that particular plane? I did some digging around to try to find out what started the "sticker" program and determine where the names came from.

First, it was a shame the 727 was even called a "pig". It probably came from the guys who had flown the 720 and been bumped back to the 727 for a while. After that experience these guys were never content with a less than 500 foot per minute climb; they were always in such a hurry! For the guys who hadn't experienced the exhilaration of climbing to FL410 in less than fifteen minutes, we never knew the difference.

For those who had, it took some getting used to.

So to get even, they blamed the airplane calling it a "pig" `cause it was kinda slow and deliberate.

The "pig" label finally stuck in any case, and everybody began calling the 727 a "pig" and thought it was so funny. She was a terrific workhorse though and caused very little trouble in the bargain. I landed with one in Omaha late one night after losing the entire "A" system.

Nothing to it!! Only time I ever shut down an engine was for a false start valve warning light.

But I digress.

To find out more about the "pig-sticker" labels I thought it might be productive if I talked to Captain Scott Lagle, current TWA Program Manager for the B-727. He really couldn't help. He could hardly remember program, but then he's such a young puppy. Then I talked with Lee Magnuson, St. Louis Chief Pilot, thinking the staff of his department might give me couple of leads. No help here. Besides he hadn't flown the 727 in over three years. But I did locate a source which shall remain nameless which offered the following. Here is what I found out.

According to this source, there was a delay at JFK one evening and a TWA 727 crew was on the parallel taxiway to 13R adjacent the Pan Am ramp awaiting departure. Pan Am aircraft would taxi past on the ramp with exotic names like "Atlantic Telegraph" or "Queen of the Seas" or "Flying Cloud". The thought arose among the crew to consider giving our (TWA) airplanes some exotic names, too. Starting with the 727's they could relate to porcine behavior perhaps.

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As they sat there thinking several examples seemed to pop into their collective heads; things like "Queen of the Sty", for he aircraft number 7852, which is the one they were operating that night.

And what about names like "Warped Hog", "Truffle Hunter", "Thunder Pig", and "Kitty Hog".

The word got around and some very imaginative names began coming from some very creative pilot minds. There was "Sky Pig", "Porky's Pride", "Boeing Oink", "Lard Limo", "Jimmy Dean", "Millennium Wallower" and "City of Smithfield" (former pork capitol of the U. S.).

Some names were related to events in which the planes were involved and "Picnic Ham" was assigned to 4305 after it rolled into the terminal at Wichita one night where the movie "Picnic" was filmed. "Beirut Bomber" evolved for aircraft 4340 as well as "Swinestar of Beirut" for 4339, the last 727 retired by TWA this past September. "Barbados Bristler" was one of the airplanes with the new Omega navigation system, designed for use in the Caribbean according to the Flight Safety Bulletin, and was normally found on flights from JFK to SJU. Interest in the project piqued at a time when morale in the ranks was at a very low ebb. It seemed to spark some pride for a time while, however, when mergers and takeovers had spirits drained by thoughts of Icahn. At first the stickers were hand made but soon a computer generated color version evolved and the program took on a life of its own. It wasn't popular in some quadrants and management said the stickers were illegal and the FAA wanted them removed as a distraction. Some did disappear but others just as quickly others replaced them.

They were usually found on one of the forward co-pilot's instrument panel blanks but sometimes they were placed inside removable panels overhead.

I was told by my source that the program lasted for about five or six years then seemed to fade.

But even in the last year or so a "pig-sticker" would turn up behind a panel on occasion. No harm was done and no damage was ever attributed to the dreaded "pig-sticker" campaign. And no one has ever come forward to take responsibility for these atrocities.

That's about as far as my search for the solution to this mystery has taken me and this is where it ends. It has never been solved and to this day it remains a mystery as to who was the mysterious "pig-sticker" crew and whatever became of them? With the demise of the 727 we'll likely never know!

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TWA ICD 1942 By Robert D. Smith This is one account of the many experiences I had during the very early days of TWA-ICD operation.

During October-November and December of 1942 I was involved in the ICD operation under the wartime contract between TWA and The United States Air Force. Later I will write about the other flights across both the north Atlantic and south Atlantic oceans.

The segment I will write about covers flights across the South Atlantic from Natal, Brazil straight east along 8' south latitude to and landing Ascension Island in Mid-Atlantic for fuel before continuing on to Accra on the Gold Coast of Africa.

Ascension is and was nothing more than the peak of an old extinct volcano, being only 34 square miles in area. Before the war it served as a lonely British under-water relay station for telegraph cable between England and South America. When hostilities broke out the Army Corps of Engineers came in and constructed a single runway for aircraft. This was done by filling in the gap between the two peaks.

After take-off from Natal timed to arrive in the vicinity of Ascension Island just at daybreak.

We depended 100% on the expertise of our navigator to steer a course celestially to that tiny bit of land in the middle of the South Atlantic. When we did reach that point at daybreak, with great anxiety, five pairs of eyes would be peering out the cockpit windows of the ole Boeing 307 Stratoliner looking for Ascension Island.

The only ground navigating facility was a low-powered ADF homing station that was not on or operational a lot of the time. It was off the air a lot because the German submarines in the area made use of it. All eyes on board would be scanning the ocean below for Ascension. Early morning small cumulus clouds would cast shadows on the water that appeared just like Ascension. I guess to break the tension, we would all start singing a ditty that went something like, "Bless them all, bless them all, The long, the short, and the tall. And it's our contention if we miss Ascension, there will be no promotions at all"

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On the flight log it is obvious we did not miss Ascension, however, history will show the course of a flight that did and was lost.

After a quick standard breakfast of thick pancakes and bacon and refueling we would continue on the Accra on the Gold Coast of Africa.

On this daytime leg, navigation was a snap as we would fly a course Northeast by dead reckoning in combination of sun line then when about a hundred or so miles out we would alter course to make a land fall definitely either side of Accra Airport. We would then visually fly the coastline using very good French maps to locate our position.

The only hazard on this leg was the possibility of interception of a German long-range bomber reported to be operating out of Dakar a good ways to the north.

Our crew would spend about ten days at each end in Africa and Natal. During one of these layovers I had the opportunity to make an excursion into the bush country of West Africa.

We were quartered on a US Air Force base near Accra. We had an African house boy who took care of our housekeeping. He would clean our quarters, wash and iron our khaki pants and shirts. He used an iron which had a small place where a little charcoal fire was kept going to provide hear for the iron.

One day "Robert" asked several of us if we would like to take a trip with him into the "bush" to where his family lived? Of course we were all delighted, honored and ready.

The next day we started at daybreak using an army command vehicle for transportation and "Robert" our African house boy as our guide and leader.

All along the way the area was dotted with large red mountains of dirt. These Robert told us were old dormant anthills. They were immense, being three or four feet across and some were six feet high. At our first stop, was a small village where several old men were playing some sort of game like checkers. Robert formally introduced us and we sat down pretending to play with the men. They had a few friendly laughs with us.

We continued on the another village located on a very fast moving river. I asked if the fished the river. They said "no" as there were many crocodiles in there. In fact they said they lost a few small children each year to the crocodiles.

On down the trail we detoured a short way to visit Robert's father's house and family. His father was head of his tribe in that area. The house was unlike any of the other structures we had seen.

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It was made of stone and cement â&#x20AC;&#x201C; tile roof etc. It did look very much out of place for that area.

It might have been a missionary's home at one time previously.

It had cement and stone floors. The downstairs was void of any furnishings but upstairs were a few pieces of furniture and only mats on the floor for sleeping. I did not see any facility for cooking or eating. It was a very deep hole dug in the ground, about twenty feet across and at least forty feet deep. It had a ledge halfway down that supported the first ladder. The second ladder led to the bottom where there was a pool of water supplying Robert's family with water.

We met Robert's sister, as she was about to go into the well for water with a bucket in hand. She appeared to be about the same age as Robert â&#x20AC;&#x201D; probably 15 or 16. She had a head of thick black hair so heavy as to appear top-heavy.

Our last visit was to an area away and apart from anything else in the area with flowers and plants. There were about a half dozen old men gathered and all completely naked. They had a stone altar and from it they read a few passages from Genesis from a real English Bible, denoting that men were first unclothed etc. This was not a settlement, but a shrine like place apart from where they lived. An afterthought I had was that some Christian missionary had been here before and taught them about Jesus Christ.

This ended our expedition into the primitive untouched African bush. We returned just before nightfall. We had traveled over 150 miles into the African bush.

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Dear John, Did enjoy immensely the last TARPA magazine. Compliments to all concerned!

Since we can't go anywhere in Europe via TWA, it is about time we climb on our horses and visit the sites.

DorothĂŠe and I were recently touring the UK Lake District along the "Adrian" wall (border Scotland/England and came across a first for TWA - a TWA Inn! I know TWA has always been a leader and I realize that times are tough, but I was not aware that TWA had embarked on a Dog's Inn business. I wish someone would keep me up to date on what is going on!

According to the Innkeeper, business is good and after all may be opening overseas Dog's Inns might get TWA back in the black to the point we could resume some overseas flights, among others Berlin where business is booming. I am enclosing a couple of pictures. Should you need the negatives, let me know.

Kind regards to you and Pat.

Claude Girard

PAGE 34... TARPA TOPICS... NOVEMBER, 2000

MY DAMASCUS ADVENTURE by Larry Griffin On August 29th, 1969, A PLO man and woman high jacked a TWA 707-331B airplane, forced it to land at Damascus, got the passengers and crew off and then set a bomb off in the cockpit.

The bomb destroyed the cockpit, and damaged the whole front end of the airplane. TWA persuaded Boeing to take a 331 BA cockpit off the assembly line and ship it in a "Guppy."(A 4-eng prop airplane with an enormous fat fuselage). Boeing mechanics and some TWA mechanics were sent over to prepare the aircraft. They built a wooden cradle under the fuselage behind the nose gear, then cut off the front end. They reskinned the perforated left side of the fuselage for approximately 25 feet back of the forward passenger door. The front toilet and galley were removed and left out as was the lining and insulation of the cabin walls for quite a distance back. The cabin seats were all crammed together on the seat track and shoved to the rear, leaving the whole front of the cabin empty. The new nose and cockpit section, when it arrived, was spliced on, the nose gear then extended and locked, then the wooden cradle was removed. Then began the ordeal of checking out and connecting up all the wiring, tubing, cables etc. to the right places.

When they thought the airplane was approaching minimum conditions for ferrying, Flight Test at MCI was notified, and Lofton Crow, the Captain who was the head of FIt Test, and myself as Fit. Test flight engineer, an international FE, and an international supervisory captain, flew to Rome. We laid over in Rome to alleviate Jet Lag. Surprisingly, while wandering about the streets of Rome for a little while, the other FE and I encountered a couple of TWA training school secretaries who were on vacation and sight seeing in Rome. We then flew on an Italiana airliner to Beruit, then on to Damascus, Where we lodged at a hotel we jokingly referred to as the "Damascus Hilton". The real name was the "Omayyad". Crowns plan had been to "Test" the airplane as we ferried it out to Athens; but although the crew and most of the passengers had long since been released, there were 2 Jewish civilians still being held. The international Red Cross was negotiating for their release. Well, their tickets read Tel Aviv and the company's plan was to ferry them out with our plane when they were released, and to connect with a TWA flight at Athens going to Tel Aviv. Well, their release did not appear to be imminent, so on our 5th day, We made a test flight and came back to Damascus. Boeing crews fixed a few of our write-ups, put their tooling and tool boxes in the belly of the airplane, and left for Seattle. Then began a long waiting period. We were to stay close in the mornings, for a quick takeoff if the Jews were released, but in the afternoons, we could use Cabs, 2 of which were at our disposal, and go sightseeing and souvenir shopping. We visited the "street called straight", the place where the Apostle Paul was let down in a basket. (surely not the original building?), a mosque where the head of John the Baptist was supposedly buried, a university (where students pointed to our pant legs cuffs and chuckled), lots of shops in the "sook" etc. One day we were on an overlook taking pictures of the city and a MIG flew over and I took movies of it. A nearby Syrian soldier confiscated my roll of film, so I lost my previously taken pictures as well. Another day we were driven down to Bosra, an amazing combination amphitheater and fortress dating back to the crusaders. The amphitheater had excellent acoustics. A loud whisper on the stage could be heard in the top row of seats. Another time we went to Beruit. The Taxi driver was wilder than usual, passing on hills. and curves in heavy traffic on the 2 lane highway. The pilots complained and he

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then drove better, but only after answering them, "Encha la" meaning "If Allah wills, we'll make it." We spent the evening in Beruit, at that time a beautiful Mediterranean Sea coast city.

We visited, in the Hospital, a pilot we knew who had gotten sick while working for Saudi Arabian Airlines. We were called back early the next day. The Italian embassy in Damascus was involved in the negotiations and the Ambassador's wife, (an Italian Countess) felt sorry for these Americans away from home on their Thanksgiving Day, so we had Thanksgiving dinner in the dining room at the Italian Embassy. She had gotten 2 frozen turkeys sent up from Beruit, along with a cook from the American Embassy in Beruit to cook it for us since their cook didn't know how. The official dining room, in which we were served, had oil paintings on the walls and the table service was gold (probably plated.) The only criticism I could have made was that the sweet potatoes were sliced and looked liked carrots, instead of being mashed or baked. A few days later, our cab was about to pull away from the curb and a very attractive young lady was coming down the sidewalk in dark glasses. The pilot in the front seat stopped the cab and all watched the girl approach. Then just as she drew abreast of the cab she turned towards us and gave a big smile. It was only then that we recognized her as the "countess."

Damascus is known as the oldest continuously inhabited city in the world. It lays to the south of a mountain and runs part way up the side. The city (Pop. 800,000) lies in a shallow bowl-shaped trough.

Mount Hermon lies near where Israel, Lebanon, and Syria join. Four rivers flow from the snow capped peak. One (the Jordan) goes south to the Dead Sea, another (the Barrada, I think) goes easterly to and through Damascus. Upstream of Damascus, dams are used to break the flow into three streams. The center stream goes down through the lowest part of the shallow "trough". The other two streams go around, higher up on both sides of the city, all joining together again on the east side, flowing on out a few miles through a garden area, soaking into the sand and disappearing. No more river. Back in town, the two higher rivers on both sides have places all along where water can be diverted through properties for irrigation and water supply, on down the gradual slope of people's yards, ending up in the center river, which actually becomes a "sewer." This "feeds" and waters the city's vegetable gardens on out of town where the river ends in the sand.

After a total of about 4 weeks, we were given the go signal. We quickly "taxied" to the airport, pre-flighted the aircraft. Our 2 passengers and TWA personnel arrived and we were airborne within an hour of our call. We connected with a TWA flight at Athens, that was bound for Tel-Aviv, picked up an International FE, that had been waiting there for us for a long time. The International FE that had gone over with us originally had gone home earlier because of a wedding anniversary. We flew on to Paris and laid over getting a few more things repaired over night. I was just a passenger now, and we took off non-stop for MCI. Since our long-range radio navigation equipment was out of order, we had to fly the "blue spruce" route, over Iceland, Greenland, Newfoundland, etc. This put us in 150 knot headwinds all the way, stretching the flight to 11 + hours, landing at MCI at midnight, in a blizzard , with a 200 foot ceiling. The pilots had to summon up the necessary adrenaline for a precision approach after that long flight with no relief crew. We got down to 200 feet and no runway, so we leveled out, thinking missed approach?

Then the strobes starting flashing through the snow and angling the aircraft down again the

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approach lights appeared and the landing was completed. Customs had been invited out especially to welcome us (and see what souvenirs we had brought home.) The Overhaul base VP Bill Meador was there to greet us, and to see that we got transportation home in the snow. He had called Opal many times that month to assure her of our safety, and now he offered to drive me home so that Opal would not have to come out at midnight in the blizzard to pick me up. I thought the offer was great, since he would have to drive back also, because he lived up north.

But shift change was occurring and I found a stores man going my way who took me home, so I did not have to accept Meador's offer.

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I

FLEW THE TRIMOTOR

- Lucky me!

by Hank Gastrich When I was flying the Boeing 727, initially as a Newark Captain, later out of LAX, I never thought anyone would ever call a B727 venerable.

Queen Victoria was venerable! However, a recent e-mail from John Gratz suggested I write a swan song for the "venerable old bird" and also pass along the news that TWA would be retiring the 727s at year's end. I agreed.

Rather than dull, dry performance numbers, I think I'll recall an interesting flight or two, One, from ORD to LAX I recall might show the airplane's versatility as well as it's capability.

The computer had flight planned us pretty well straight line to LAX. which also happened to be the "Thunderstorm Alley" of the week. Hill City for instance was reporting TSTM's with tops above 60,000. In addition, a very strong, west-north-west jet stream, would give us a negative wind component of more than 110 knots, adding a very long, slow flight to our problems.

In view of the foregoing, I filed the computer flight plan away to use another day and the first officer and I worked our own. Having flown with TWA's "pressure pattern pilot" of all PPP's (Captain Howard Hall) we decided to the around a huge arctic high pressure area over the northern plains and stayed well to the left of it. Our planned route took us from ORD southward to MEM than southwesterly to Dallas and finally westerly into LAX. If the winds at FL 310 were any where close to what we calculated, we actually would make the flight faster than the computer flight plan. And, hopefully, we would be able to fly around or above most of the TSTM activity.

Passing over DAL (Dallas, for you Yankees) and turned toward El Paso we saw he first signs of what might spell trouble. One tremendous line of TSTM's, stretching from as far right as we could see to as far south . . . maybe 200, 250 miles ahead of us. Radar showed some text book TSTM picture returns and our own eyeballs told us the tops of that line went well above our cruising FL 310. We asked for and immediately received climb clearance to FL390 -

remember, TWA flights were treated like guests that far south.

By using all the largesse ATC had to offer, a cruise clearance at FL 420 and southerly deviations, we found a `saddle' and eased through it at FL422 (42,200) without ever seeing the inside of a cloud . . . or hearing another language. And the Boeing 727 did exactly what Boeing said it would do - FLY! On another flight, this time from STL to LAX, the flight plan (at FL390) came to us with a built in fuel stop at ABQ due to strong westerlies.

Discussing the flight with the LAX dispatcher. we agreed that since a fuel stop was pre-planned, I would fly at a lower lever and hopefully gain some time over the high altitude plan.

This time, we filed a cruise altitude of FL 240 and by the time we would have been starting into land for fuel at Albuquerque, we calculated we could land at LAX with enough fuel to get to a Las Vegas alternate. Dispatch readily agreed and issued a re-release, and as a flight that was once on television "Arrival Screens" in the LAX with and ETA time as much as an hour over scheduled arrival, we blocked in at the LAX gate, on or before published schedule.

So, to that plane on that last TWA Boeing 727 flight I say, "So long, and thanks . . . for being one helluva fine airplane. If you had been a woman, you would have been MY KIND of GIRL!"

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by Hank Gastrich 291 Jamacha Road Apt. 52 El Cajon, CA 92019-2386 Tel/Fax : 619-401-9969 E-mail: hankflew@aol.com Ford Trimotors to Boeing 747's were aircraft subjects covered by retired TWA Captains Ted Hereford and Bob Buck in the lobby of the Seattle Doubletree Hotel last week. Along with Buck's son Bob, a Delta Check Captain, retiree Earl Jinnette (himself a relic of those earliest TWA days), Earl's wife Wanda, and their son Mike, I listened in rapt attention. It reminded me of a time in Santa Monica - in the Miramar Hotel - circa 1954. Howard Hall and Earl Fleet were 'checking' each other on the DC-4 cargo flight and I was chosen to accompany them - I was told it was because I was lowest in monthly time of MKC copilots. I got most of my "check ride" on the PHX-MKC leg which left PHX around 0200 hours and landed in MKC about 0800.

Without casting aspersions, I was seriously tempted to log that 5-hour leg as "solo time;" I remember nudging Howard who had been resting his eyes when we started down - over Emporia. Howard had checked Earl the previous day on the westbound leg, which included a flag stop for COMAT at ABQ. Departing ABQ, #3 starter was dead but, we started the other three and taxied (I never had a headset) out. Turning east on runway 8, Earl shoved the three good engine throttles to T.O. manifold pressure and we accelerated quickly. I could feel a cold lump rising in my throat as we approached V1 speed ... as well as the looming Sandias. Then, Howard looked out the right window, said something to Earl who reached up and turned #3 ignition switch on, even as Howard was bringing up #3 mixture control to Full Rich. With all four engines now running, Earl reduced throttle position to idle, slowed, made a 180 and then we were enroute to LAX. As we were making the 180 turn I recall Howard turning toward me and saying, "Don't you ever try that," - and then a bit more softly, "unless you need to."

It was the next afternoon a group of us listened to their fantastic tales of yesterday.

Laughing, they remembered passing each other once over the Missouri River. One had left Columbia hoping to sneak into MKC via the river by flying the right bank - at 100 feet altitude.

After a given time, the other decided the first to leave must have gotten through and he departed along the right side of the river. Nearing Lexington, the second pilot saw a blur pass off his left side, realized it was the first of the two on the way back to Columbia and shortly after his own 180 put him enroute there also.

The couple of hours I spent with Bob and Ted in Seattle were like that Miramar session. It made me very happy I was able to attend the Seattle get together. I'm now looking forward to the Philadelphia reunion in 2001.

PAGE 39... TARPA TOPICS...NOVEMBER, 2000

GRAPEVINE (CONT ' D) HUMOUR KEEP AN OPEN MIND

MAN OVERBOARD

"Computers in the future may weigh no more than 1.5 tons." Popular Mechanics - 1949

An elderly couple were on a cruise ship during a heavy storm. Standing on the stern, watching the moon, a wave washes the man overboard.

After searching for days and not finding him the wife went home, continuing to wait for news from the ship's captain. After 3 weeks, she received a fax from the boat.

"Madam, sorry to inform you, we found your husband, dead, at the bottom of the sea.

We hauled up the body and attached to his buttocks was an oyster, and inside the oyster is a pearl worth $50,000. Please advise."

The grieving wife faxed back, "Send me the pearl and re-bait the trap!"

"But what . . . is it good for?" Engineer at the Advanced Computing Division of IBM 1968.

"This `telephone' device is inherently of no value to us." - Western Union internal memo 1876.

"Heavier-than-air flying machines are impossible." Lord Kelvin. Royal Society 1895.

"640K ought to be enough for anybody."

Gates, 1981

FORECAST YOU CAN BET ON A little girl goes to the barber shop with her father. She stands directly next to the barber chair while her dad gets his haircut, eating a snack cake.

"Sweetheart," the barber says to her, "You're going to get hair on your Twinkie."

"I know," the little girl answers. "I'm gonna get boobs too!"

RELATIONSHIPS A couple drove several miles down a country road inn silence. An earlier discussion had led to an argument, and neither wanted to concede their position.

As they passed a barnyard full of mules and pigs, the wife sarcastically asked, "Relatives of yours?"

"Yep," the husband replies, "in-laws!"

KIDS KNOW BEST A three-year old boy went with his dad to see a new litter of kittens. Returning home, he breathlessly informed his mother, "There are two boy kittens and two girl kittens."

"How did you know that?" the mother asked.

"Daddy picked them up and looked underneath - I think it's printed on the bottom."

When the bus stopped to pick up Chris for preschool, the driver noticed an older woman hugging him as he left the house.

"Was that your grandmother?" he asked.

"Yes," Chris answered. "She's come to visit us."

"How nice," the driver said. "Where does she live?"

"At the airport," Chris answered.

"Whenever we want her we just drive out there and get her."

PAGE 40... TARPA TOPICS... NOVEMBER, 2000

GRAPEVINE (CONT ' D) MORE

HUMOUR

FLIGHT ANNOUNCEMENTS From a Southwest Airlines employee "There may be 50 ways to leave your lover, but there are only 4 ways out of this airplane."

After landing - "Thank you for flying Delta Business Express. We hope you enjoyed giving us the business as we enjoyed taking you for a ride."

I do not condone this story, nor was it I who "triggered" the reaction, but I have always considered it humourous in its own way:

As the plane landed and was coming to a stop at DCA from the loud speakers - "Whoa big fella, WHOA!"

A friendly skies 727 was instructed by ground control to follow the `purple Braniff' some seven or eight planes down the line.

Instead of waiting, the 727 taxied onto the taxi way without hesitating and cut off at least half a dozen other aircraft and then supposedly said, "How do you like those apples?"

After a particularly rough landing during thunderstorms in Memphis - "Please take care when opening the overhead compartments. After a landing like that you can be sure as hell everything has shifted."

After being semi-chastized by ground control, the 727 continued in its new, upgraded sequence and reached ORD's 13L, ready for takeoff. Tower had no choice but to clear the 727 for takeoff.

From a Southwest employee - "To operate your seat belt, it works just like every other seat belt. In the event of a sudden loss of cabin pressure, oxygen masks will descend from the ceiling. Stop screaming, grab the mask and pull it over your face. If you are traveling with two small children, decide now which one you love the more."

When the trijet had accelerated to what look liked a knot or two below V I or Vr, every one's ears were suddenly filled with the harsh sound of a fire warning bell. Never before had one sounded so blatant, so obscene. A quick glance, a push-to- test check of my own warning lights, relieved my mind and then I noticed, half way down runway 13E, the United 727 was coming to a stop after aborting the takeoff.

An eerie quiet filled the air, and then softly, we heard, "And, how do you like those apples?"

"As you exit the plane, please make sure to gather all of your belongings. Anything left behind will be distributed evenly among the flight attendants, Please do not leave children or spouses.

PAGE 41... TARPA TOPICS...NOVEMBER, 2000

GRAPEVINE (CONT ' D) MORE

HUMOUR

INTERESTING QUOTES

FORE!

Going to church doesn't make you a Christian any more than pouring your own gas makes you a mechanic.

Four married guys go golfing - during the 4 TH hole, the following conversation took place: First guy: "You have no idea what I had to do to get to play this weekend. I had to promise my wife that I will paint every room in the house next weekend."

Second guy: "I had to promise my wife that I will build her a new deck for the pool!"

Third guy: "Man, you two got off easy. I had promise I will remodel the kitchen for her."

They continue playing and then realize, the fourth partner had not said a word. So they asked, "You haven't told us. What do you have to do for getting to play today?"

"Nothing," he answered.

"NOTHING," they all roared in unison, "How did you ever swing that?"

"Easy," he replied. I just set the alarm clock for 0530 and when it went off, I gave my wife a nudge and said, Golf course or Intercourse?" and she said, "Wear your sweater, it might be chilly out there!"

Following the path of least resistance is what makes men and rivers crooked.

Life is like an onion - you peel off one layer at a time - and sometimes you weep.

Life is 10% what happens to you - 90$ how you respond to it.

TRUE STORY One unusually warm February day in Kansas City, I was in the process of painting the ceiling in our huge living-room, dining room area when the phone rang. It was my good old golfing buddy, VERN RODEBERG, and it took of Rodey only a few seconds to convince me golf beat ceiling-painting all to hell. I looked at the two-thirds unfinished section and decided I could finish it after my next trip, left Mary Lee who was having fun shopping a short note and had pretty much put everything away when I heard Rodey honking in the drive way.

The golf game went well, Rodey had long been my own special `pigeon ' as it took only a little sweet talk and flattery to get five strokes, front and back, and, as I recall, it cost him half a dozen martinis at the 19 TH hole.

MY surprise came when I returned home!

There was my helpmate, little old Mary Lee, sweet and cheerful as ever. And, there was the partial ceiling paint job, now with a crude message in the unfinished portion " GONE GOLFING!"

A blond girl calls the airline ticket counter and asks, Can you tell me how long it takes to fly from San Francisco to New York City?"

The agent replies, "Just a minute ..."

"Thank you," says the blond girl as she hangs up!

PAGE 42... TARPA TOPICS... NOVEMBER, 2000

GRAPEVINE (CONT ' D) MORE ANOTHER MIRACLE A drunk stumbled upon a Baptismal service on a Sunday afternoon down by the river. He proceeds to stumble down into the water and stands next to the Minister, who, noticing the drunk, says, "Are you ready to find Jesus?"

The drunk looks up and say's "Yessir, I am."

The minister then dunks the fellow into the water and then pulls him right back up, asking, "Have you found Jesus?"

"No I didn't" said the drunk.

The Minister then dunks him under again for quite a while longer, brings him up and asks, "Now brother, have you found Jesus?"

"No I didn't" said the drunk again.

Once more, the Minister holds the man under for at least 30 seconds, brings him up and demands, "Now have you found Jesus " yet?

The drunk wipes his eyes and pleads, "Are you sure this is where he fell in?"

A CURE FOR HICCUPS A driver was pulled over by a police officer for speeding. As the officer was writing the ticket, she noticed several machetes in the car.

"What are those for?" she asked suspiciously.

"I'm a juggler," the man replied. "I use those in my act!"

The officer, wanting to be sure asked, "Please step out of the car and show me."

So, he got out with the machetes and started juggling them, first three, then more, seven at one time, overhand, underhand,

HUMOUR behind the back, putting on a dazzling show and amazing the officer.

At that moment another car passed by, and the driver did a double take at what he saw and turning to his passenger, said, "Man, I've got to give up drinking! Look at the tests they're giving now."

MEMORIES The irate, female ground controller lashed out at the USAir crew, "USAir 277, where are you going? I told you to turn right on "C" - you turned right on "D". Stop right there.

I know it's difficult to tell the difference between Cs and Ds but get it right!"

Continuing her lashing to the embarrassed crew, she was now almost hysterical, "You've screwed everything up; it'll take forever to sort this out. You stay right there and don't move until I tell you to. You can expect explicit taxi instructors in about half an hour and I want you to go exactly where I tell you, understand that USAir 277?"

The humbled crew responded meekly, "Yes Ma'am" and the ground control frequency went eerily silent. No one wanted to engage the irate ground controller in her current state.

Finally, after what appeared to be an eternity, an unknown pilot from an unknown airline, feeling sorry for the USAir crew came up unannounced on the radio and asked, "Wasn't I married to you once? " I usually feel better after a few winks especially if she winks back!

Drive carefully - cars aren't the only thing that can be called back by their maker.

PAGE 43... TARPA TOPICS...NOVEMBER, 2000

GRAPEVINE (CONT ' D) MORE THE WAY IT WAS - 1900 Only 14% of homes had bathtubs and only 8% had telephones. No figures on # of homes with telephones in bath rooms.

There were only 8,000 cars on the road and only 144 miles of paved highways. Now there seems to be 8,000 cars in front of me at every stop light.

The average worker in the US made between $200-$400 a year. Now that much is deducted weekly for taxes.

California, with 1.4 million residents, was 21 ST in population. Now - there are that many people ahead of me in the checkout lion at Ralph's.

THREE RELIGIOUS TRUTHS 1.

2.

3.

The Jews don't recognize the Messiah.

Protestants don't recognize the Pope.

Two neighbors in a liquor store don't recognize each other.

THINGS TO PONDER Don't sweat the petty things - don't pet the sweaty things.

Atheism is a non-prophet organization.

Why is it called tourist season if you can't shoot them?

Is there another word for synonym?

Why don't sheep shrink when it rains?

If the #2 pencil is most popular, why is it still #2?

Women like silent men - they think they're listening.

Is a turtle without a shell homeless or naked?

Isn't it unnerving that what doctors call what they do practice?

Can vegetarians eat animal crackers?

HUMOUR THE WAY IT WAS - 1957 It's the spring of 1957 and Bobby goes to pick up his date. When he goes to the front door, the girl's father answers and invites him in. "Carrie's not ready yet, so why don't you have a seat?" he says.

"That's cool! says Bobby. Carrie's father asks Bobby what they're planning to do.

Bobby replies politely that they will probably just go to the soda shop or maybe a movie.

Carrie's father responds, "why don't you two go out and screw? I hear all the kids are doing it."

Naturally, this comes as quite a surprise to Bobby - so he asks Carrie's dad to repeat it.

"Yeah," says Carrie's father, "Carrie really likes to screw, she'll screw all night if we let her."

Well, this just makes Bobby's eyes light up, and his plans for the evening are beginning to look pretty good.

A few minutes later, Carrie comes downstairs in her little poodle skirt and announces that she's ready to go. Almost breathless with excitement, Bobby escorts his date out the front door.

About twenty minutes later, Carrie rushes back into the house, slams the door behind her, and screams at her father: "DAMMIT DADDY! IT'S CALLED THE TWIST!"

PAGE 44... TARPA TOPICS... NOVEMBER, 2000

GRAPEVINE (CONT ' D) MORE GOTCHA A man wakes up his wife during the night with a glass of water in one hand and two aspirins in the other. She says, "What's this for?"

"This is for your headache," he says.

"But I don't have a headaches," she replies.

He smiles, "GOTCHA!" DEFINITIONS - by gender THINGY Female: Any thing under a car's hood.

Male: The snap fastener on a woman's bra.

COMMITTMENT Female: Desire to get married and raise a family.

Male: Trying not to pick up other women while out with girl friend.

TEXAS CHILI TESTER'S NOTES Chili #1 Mike's Maniac Monster Chili Judge 1 - A bit heavy on tomato amusing kick Judge 2 - Nice, smooth tomato taste very mild Judge 3 - Holy smokes - you could remove dried paint from your driveway with it. Took two lemonades to quench the flames.

Chili #2 Arthur's Afterburner Chili Judge 1 - Smoky, slight jalapeno tang Judge 2 - Exciting BBQ flavor needs pepper Judge 3 - Keep this out of reach of children I had to wave off two people who wanted to give me the Heimlich maneuver.

HUMOUR Chili #3 Fred's famous firehouse chili Judge 1 - Excellent firehouse chili needs beans Judge 2 - A beanless chili a bit salty Judge 3 - My nose feels as if I was snorting Drano. Call the EPA. Chili #4 Bubba's Black Magic Judge I - Black bean chili with no spice fair Judge 2 - Hint of lime in beans little chili taste Judge 3 - I felt something scraping my tongue the lady at the lemonade stand came to me.

Chili #5 Linda's Legal Lip Remover Judge 1 - Meaty, strong cayenne peppers add kick very impressive Judge 2 - Used shredded beef - cayenne peppers make strong statement Judge 3 - My ears are ringing - eyes won't focus - wondering if there was brain damage Chili #6 Vera's Volatile Vegetarian Variety Judge I - Thin, yet bold Good spice balance Judge 2 - Best yet aggressive use of peppers, garlic, onion Judge 3 - My intestines are now straight pipes - only Sally, the lemonade woman will stand behind me Chili #7 Susan's Screaming Sensation Chili Judge I - Ho hum used canned tomatoes Judge 2 - Mediocre chili - too much reliance on canned tomatoes Judge 3 - Someone put a grenade in my mouth - and pulled the pin I've lost the sight of one eye.

Chili # 8 Helen's Mount St. Chili Judge I - A nice blended chili well balanced Judge 2 - Neither mild nor hot - sorry to see most of it lost when judge 3 fell, pulling pot on top of himself Judge 3 - Unable to report - last seen, in flight down fifth avenue - breathing flames - trailing smoke!

PAGE 45... TARPA TOPICS...NOVEMBER, 2000

GRAPEVINE (CONT ' D) EARL JINNETTE

CALPINE, CA

Dear Hank, I swore I'd never submit a photo of myself but my retiree buddies all seem to think Wanda deserves recognition for tolerating that old reprobate Earl Jinnete for 60 years. Enclosed is a photo at our 60th Anniversary, held in Boulder, CO on June 6,2000. We were married on June 6th, 1940 in Glendale's Forest Lawn "Wee Kirk 0' the Heather." Wanda, 5 foot 7 inches tall, still weighs in at 118 pounds and still can get into her wedding gown.

Ed's Note: Congratulations Earl and Wanda. I'm looking forward to meeting both of you in Seattle in just a few days (as I write this).

PAGE 46... TARPA TOPICS... NOVEMBER, 2000

GRAPEVINE (CONT ' D) Henderson, KY

LOUIS BARR Dear Hank,

The July TOPICS arrived a few weeks ago and, as usual,, everything else around here came to a screeching halt until it was read cover to cover. I particularly enjoyed the story about Ted Hereford. He is a legend in his own time and I wholeheartedly agree with everything good said about him. I had the privilege and pleasure of flying with him as F/E on the Connies out of LAX. As with all legends there are no doubt numerous anecdotes about him; here is one for the record book.

Back in the early 50's I held a bid on Flight 96, leaving LAX early morning with stops at PHX, ABQ, MKC and a crew change at MDW. This particular month I was enough to be paired with Ted. fortunate (I don't remember who the F/O was).

On this particular morning we were lucky in having a 749 Connie rather than the earlier 049.

The 749 had an improved R3350BD engines which were much stronger and more dependable than the BA engines on the 049.

We took off from LAX and were climbing out on course for PHX. After a few minutes, Ted turned to me and said give me more power. Not knowing why he made the request, I pushed the throttles up a few notches. Soon Ted said give me METO powers (For the Johnny-come-lately Tarpans, METO stands for Maximum Except TakeOff power). Being a fairly junior flight engineer I dared not argue with a senior captain so I set METO. On the Connies, the FIE station was on a lower level than the pilots so the view outside was practically nil. After setting METO power I unbuckled and stood up to see what was going on. Off to our port side was a UAL DC-6 paralleling our course. Ile had taken off behind us and evidently turned inside us to head eastbound. Since this was the days before air traffic control it was perfectly legal. The DC-6 was passing us when Ted asked for METO and we were now slowly passing him. Then UAL started edging up on us again. As we were eyeballing him, one of his engines burped a cloud of black smoke and a prop slowly wind milled to the feathered position and the DC-6 peeled off and headed back to LAX. Needless to say, this made Ted's whole day. It was one time a Connie outdid a DC-6.

Until the advent of the jets it was my pleasure to fly with Ted at various times. Not only was it fun while flying, but the layovers were equally enjoyable. Especially while quaffing Ted's favorite beverage.

Keep up the good work, Sincerely Louis Barr

PAGE 47... TARPA TOPICS...NOVEMBER, 2000

GRAPEVINE (CONT ' D) GEORGE TOOP

Marathon, FL A TWO HOUR SIMULATOR RIDE (in the airplane)

Act I (There must always be an Act I) We reported to ORD for Flt 710 to London, Boeing 747 equipment. On walk around, the late Lars Larsen remarked struts did not seem right, but due to ramp slope, we were unable to get a check. Taxiing to Runway 13R, the long way around, we kept hearing a "thump-thump" and thought it due to the rough taxiway. On takeoff, (fueled for London) Lars heard one tire blow just after V I (146 K), and I heard a second one blow just after V R (166 K) it happened. Once airborne, the brake overheat light, truck unlevel light, as well as assorted other lights were glowing. After letting most of the glowing red lights go out and the wheels cool, we raised the gear, relaxed as it safely tucked itself away and then started for London.

Act II Assorted Problems (called "laying the plot") 1.Relaxed a bit with the gear up, we got a clearance for London, but wait! The right body gear door light stayed on which restricted us to 250 knots and not over FL250. So much for London so we got a clearance to JFK at 250 K. No big problem!

2.Lars then advised unable to fully pressurized even with the outflow valves fully closed restricting our cruise altitude to FL200. No big problem!

3.The cockpit door opened and #1 hostess said a passenger in seat# 23 (over the wing) felt such a draft, it was freezing his socks off. No big problem!

4.Now the SELCAL entered the picture. ORD tells us they have picked up a fifth fifty gallon drum of rubber, brake parts, wheel rims, etc. and a terse message, "looks as if you tore up the gear pretty badly." No BIG problem - yet!

5.Passing ABE, remembering a Martin 404 flight 25 years earlier( a gear problem), we decided to extend the landing gears. We got green lights for the wing gear and for the left body gear but only the still red glowing door light for the right body gear. So it's not coming down!

NOW we have a problem ACT III The Landing (an interruption in the `hours of boredom') We spent the next 30 minutes going through the manual and talking to JFK maintenance to determine there was not much information available. This was a first, we were on our own, this is what we get paid for etc. so after dumping fuel, we went out for a long, straight-in final to Runway 13L at JFK, turned and started in. We turned down offers to foam the runway and as a myriad of crash and fire equipment stood by observing, we proceeded to land on the wheels that were extended, and succeeded. A nice, smooth, typical landing differing from others only

PAGE 48... TARPA TOPICS... NOVEMBER, 2000

GRAPEVINE (CONT ' D) in that we rolled to a straight-ahead stop on the runway. Ground personnel asked for gear pins and performed the hazardous of inserting same, and now we sat.

We sat for forty five minutes, maybe longer, while the powers that be decided how to unload a Boeing 747 sitting on a New York runway, with only three of the four landing gears on the ground. The bits and pieces of what was the fourth gear were either in fifty gallon drums in Chicago or clinging precariously to areas in the wheel well. Finally, after an 0200 landing, the feat of unloading was accomplished . . . 0300. Ground personnel were astounded to see the right landing gear doors without a scratch. They tried to slide fingers under the approximate 3/4 inch clearance and wondered how I had accomplished this - a question without an answer but what the hell ... I just blew softly on the fingers of my right hand and then rubbed them across my chest in a buffing motion. Wasn't this what I got paid for?

Act IV (What might have been) The passengers wanting the same crew they started with. convinced us to accept the spare aircraft available, and with additional crew members to let us extend our duty hours, we were finally on our way (again) to London. Upon return to JFK, I accepted a request to visit maintenance and there once again relived the exciting ORD-JFK flight and found out the cause(s). But first I was presented with a souvenir of the flight. A piece of the brake disc about 7" x 4" badly beaten and battered weighing several pounds.

It was the right body gear that was the culprit. Being the only gear with struts and tires serviced to correct pressures, it was the right gear we heard thumping as we taxied out at ORD. It was taking more than its share of the load and actually POUNDED itself to failure. The shrapnel from the gear and brakes punched 85 holes of varying size into the fuselage and adjacent wing areas. Some of the debris created lodged in the area of the outflow valve, preventing pressurization. The landing gear strut was also damaged by flying metal, causing it to extend some six feet more than normal, preventing retraction. All in all, NONE of the foregoing as Boeing, or TWA, planned. Unfortunately, we never made CBS or NBC or any other TV. Editor's Note: I received this by e-mail from Linda Toop on May 10th, too late for inclusion in the July GRAPEVINE. I was disappointed at the time, but looking back, I am especially glad to present it in the November issue. I think everyone will agree. Except for some very major details, George's story might closely resemble the sequence of events that recently occurred to an Air France Concorde departing the DeGaulle airport. And as far as CBS, NBC and all the other TV or media outlets, they missed one helluva story when they missed George's tale. But, what else is new? They miss a helluva story every time an airliner lands. I, and I am sure George concurs, would much rather read the details in an e-mail from his daughter-in-law than read the published media reports. Some of us don't always believe what we read in the papers!

PAGE 49... TARPA TOPICS...NOVEMBER, 2000

GRAPEVINE (CONT ' D) GORDON HARGIS

Fort Worth, Texas

Dear Hank, Manny Stimmel's comment form (July 2000 Topics) prompts me to expand a bit on Fit. 6286, from MCI to STL. As I recall, MKC weather was bad causing F286 to overfly MCI to STL. Planning and Dispatch cooked up a plan to run an "extra section" operating from Kansas City to STL to take care of the F286 passengers and others stuck in America's Heartland, and this became for us, the first leg of an odyssey which kept us on the road for four days.

Excerpt from Gordon's: Monthly Flight Time

With weather bad over half the system, when we got to STL, we became an extra crew and I'm sure everyone in Planning were rubbing their hands in glee. Having a complete Connie crew available in a time of bad weather must have been like having a second Christmas. And we were utilized as you can see from the Flight Time Sheet.

The most memorable flight of the three days was the last one when after deadheading from IDL to PHL on a cargo flight we ferried a 749A from to MKC, departing PHL at 0200 hours. As we neared MKC, the company advised us to hustle as a fog bank was drifting from the river across the north end of RWY 35 (Ldg end of 17). I sailed south over KCK for a right downwind leg to RWY 35 and looking down, could still see the entire runway. By the time I turned final, the landing end of RWY 35 was in the clear but the far end was in the fog bank.

The landing was okay but as we neared the intersection of runway 3-21 we rolled into the fog with visibility dropping to zero/zero - maybe a bit less even!

I didn't want to tromp on the brakes for fear of swerving so I tried mightily to stay near the runway center by balancing the distance of runway lights in my peripheral vision. I could n feel d Ius drifting slowly right and at about 40 knots, First Officer Gene Forstahofel a simultaneously saw a runway edge light coming up directly ahead of the nose. We both hit first left brake and then both brakes as we came to a stop. The tower cleared us for a 180 and taxi

PAGE 50... TARPA TOPICS... NOVEMBER, 2000

GRAPEVINE (CONT ' D) via the runway and as we completed the U-turn, ahead of us was a perfectly clear tunnel, made by our stirring the air. I called to Manny in the Flight Engineer seat and said, "Hey, stand up and look out the windshield!" His mouth fell open when he saw that tunnel in the fog.

EDITOR ' S Note(s ): Thanks Gordie for the story and for the rest of the materials you included. It is heartening to read that Manny Stimmel made it through to retirement, but then, I should wonder that I doubted his success. After flying with you and me, every thing else was no more than aftermath. Most times, I felt I came out of the non-routine situations with a better situation than I would have thought. My very first was as an extra copilot in STL. I drew a STL-CLE-LGA trip with Captain Dave Wollam. Cleveland and LaGuardia were both minimums or less. Dave's first words to me were, "What do you want, the Cleveland leg or the La Guardia leg?" (What a keen eye for flying talent, huh?).

Gordie sent in a couple more episodes, which, if not in this November issue will crop up in future issues - unless I am so swamped with member mail I won't be able to use it I want to save enough space on this page to get a photo in of Gordie landing a Connie with all four engines OFF! Neat trick Gordie - maybe you should have used the starter to align the props.

V1

-

ROTATE

PAGE 51... TARPA TOPICS...NOVEMBER, 2000

GRAPEVINE (CONT ' D) AVIATION ITEMS Approach Plate - sent in by Gordon Hargis

AVIATION WEBSITES (Remember to precede most addresses with http://) AERIAL ADVERTISING www.airbanners.com www.airads,com AIRCRAFT DISPATCHER TRAINING www.AGSchools.com AIRCRAFT MODELS www.kneworld.com AIRCRAFT RENTAL www. sunriseaviation,com AIRCRAFT SALE/BROKER www.screamingeagleaviation.com AIRCRAFT SOUNDPROOFING www.soundproofing.org AIRCRAFT TOOLS www.machines.com/skyhawk/american.htm AIRPORTS www.leacounty-n.m.org ARIZONA SOARING www.azsoaring.com AVIATION APPAREL www.airheadproducts.com AVIATION ATTORNEYS www.daarnewman.com AVIATION ART www.warbirdart.com AVIATION BOOKS www.wbaviationcookc.com AVIATION GIFTS www.austingifts.com AVIATION IMAGES www.AircraftPix.com FIGHTER COMBAT www.thudridge.com

AVIATION INSURANCE www.southwestaviation.com GLIDER RATINGS www.turfsoaring.com AVIATION ON THE INTERNET www. landings.com HAWAII www.mooreair.com HELICOPTERS www.showcopter.com DISCOUNTED HEADSETS www.PilotsHangout.com HANGARS www.erect-a-tube.com SALE/TRADE www.aeropartsads.com MONTEREY VACATION www. montereyvacation.com PILOT SUPPLIES www.lonegoose.com PUBLICATIONS/MAGAZINES www.pacificflyer.com TRAVEL www.eagles-airlift.com & www.jerrentravel.com & www.expeditioncard.com AVIATION LEATHER JACKETS www.leather com & www. oasm.org VIDEO AND BOOK SALES www.eyeintheskyproductions.com WHOLESALE PILOT SUPPLIES www.www.TomRubinEnt.com

PAGE 52... TARPA TOPICS... NOVEMBER, 2000

GRAPEVINE (CONT ' D) EARL JINNETTE

CALPINE, CA

Occasionally a story is narrated with an air of humor when in reality it could have been tragic, perhaps even fatal. In 1930, a great aunt of mine received on her 80 th birthday, a gift from her son in San Francisco. The gift was a ticket on Western Air Express from Los Angeles to San Francisco. Since she was living with my family at the time, we took her to Alhambra Airport, which was then the airline terminal for Los Angeles.

The terminal building at Alhambra was very small by today's standards and I sincerely doubt it would seat even 90 people! We arrived early and I was fascinated when the four engine Fokker F-32 was towed into position for passenger boarding. I had never been close to such a huge airplane before and I examined, with awe, every facet of this behemoth. Once the passengers were loaded the F-32 taxied out, took off, and sometime later, landed in San Francisco. All without incident.

FOKKER F-32 Six years later, the airlines had long since transferred operations to Glendale's Grand Central Air Terminal. Local FBO's jumped at the opportunity to operate out of Alhambra as the airlines left huge hangars vacant, including the unique "hex" hangar and many other desirable accommodations. When I managed to scrape up a few dollars I was able to rent a WACO "F" for a half hour and occasionally, even a full hour, all of which to me was the ultimate thrill of flying.

I gave little thought to the length of the short runway which was more than adequate for light planes now operating there. However, years later, I realized how dicey it must have been for a fully loaded four engine aircraft to operate from that limited runway. Once again, I turned to Red Hereford to satisfy my curiosity.

I recall runway length as being 3,000 feet - Ted remembered it as being somewhat shorter. I wouldn't argue. His memory was (and is) far more accurate than mine. During a telephone discussion with Ted, he recalled several incidents that happened at Alhambra in the early nineteen thirties, one of which was quite spectacular. Ted emphasized he did not witness this particular event but received his information from a very reliable source however.

PAGE 53... TARPA TOPICS...NOVEMBER, 2000

GRAPEVINE (CONT ' D)

A Fokker F-32 was being ferried from Alhambra with Si Morehouse flying the almost empty airplane. In the cabin were three V.I.P . passengers, namely, Jack Frye, Paul Richter, and Walt Hamilton who were all seated near the door in the aft cabin. The F-32, being a four-engine aircraft, had an unique engine arrangement which consisted of tandem mounts for two engine, under each wing.

The engines were mounted rear end to rear end which made the rear engines a "pusher" and of course the forward mounted engines having normal forward thrust. With this unique arrangement, it was not unusual for the aft engine(s) to develop less than full power, and with less than adequate air flow cooling, to live with problems of overheating.

Paul Richter, Jack Frye, Walter Hamilton

This particular takeoff was started without sufficient power being developed as the throttles were advanced, so Si Morehouse, after a few seconds, closed the throttles.

He then realized he might not be able to stop short of the fence considering the remaining distance left, so again applied full take off power.

Meanwhile, during the short time the power was cut and then reapplied, the three passengers near the door decided to vacate the airplane. The door was only about three feet off the ground but aircraft speed was close to 40 mph. Consequently, each hit the ground with a resounding "THUD" as all three tumbled violently along the runway. Paul Richter, being last to "bail out" hit the ground running but the F-32, being a tail dragger, the tail clipped Paul and literally knocked him head over heels. Ted used a slightly different phraseology in telling the story, but something pertaining to a donkey's rear and a tea kettle. The three passengers all received minor cuts and bruises and their clothing was badly torn, but none were seriously injured. Incidentally, the F-32 did clear the fence and the ever present power lines and proceeded to its destination.

Editor's Note: Thanks Earl - and TED! As you and I have discussed, Ted has some great stories to tell, and we all would like to hear more of them. You mentioned at the end that the F-32 cleared the fence and power lines as it proceeded to its destination, but everyone knew it would make it. Hell, after the three passengers bailed out it was probably close to 600 pounds lighter in weight. What I wonder, how would reverse thrust or pitch work on engines mounted like those were? Maybe that's why whoever invented reverse pitch, whatever, waited until it could be used on an airplane with the engines all going in the same direction.

PAGE 54... TARPA TOPICS... NOVEMBER, 2000

GRAPEVINE (CONT ' D)

ORESTES DIO GUARDIA

Atlantic Beach, FL

Dear Phil, It's dues time again, "Check Enclosed." Time arrives fast, time departs fast. Soon I'll be 88, I still remember co-pilot flights in 1940. Flying with Captain Hal Blackburn, while enroute during meal time he always had me have my dinner first. When finished he'd look at me, asked how I felt, if I said fine, about 5 minutes or so later he would have his. I wondered why. One time as a way of respect I suggested he have his first, he said, "Oh No! The company has a rule that co-pilots eat first." I asked, "Why?" He answered, "To make sure the Captain survives." Well, fortunately for me I did and Blackie did not have to forego his dinner.

TYPICAL CREW FARE

I always remembered that policy, so whenever food was about to be served on flights, I did exactly as Blackie did. I was never questioned but I was ready. Oh, by the way, does anyone know if TWA ever had such a rule? I never did check.

Arrivi viderci,

Editor's Note: I can't answer your question Rusty; I thought they did order three different meals for the cockpit crews. I think most of my crews liked flying with me at meal time - I seldom ate the regular meal. I always asked if there was a cold tray on board, passenger or crew.

That let the ALPO filets and the bird-strikes for the others.

I especially remember a crew meal incident on the DC-4 International Cargo flights. We would leave IDL at 2100 hours and after a stop at Gander, all of us would eat during the 8+ hours it took to cross the pond. On my first trip, the Captain (forever will remain nameless) brought up my meal just before he hit the sack. In the pitch darkness of the cockpit I turned a map light on to see what I was about to dive into. Mistake. BIG Mistake. HUGE! I learned that night if you ever plan on eating airline food, DO NOT look at it. I had "green eggs and ham" long before Dr. Seuss ever wrote a book (maybe airline food gave him the ideal!). My eggs were green (do powdered eggs come in pastel green?) and my ham was sorta brown - and on occasion, still twitching.

Next trip, the captain suggested we go to TWA's commissary and order our meal. It required some paper work but this time, when we started across, I put the auto pilot on and left the cockpit for a buffet he had laid out on a huge wooden box, about 4 x 4 x 8 feet in diameter in the forward cargo hold. Two kinds cheeses, salami, sliced ham that was pink and looked like ham, rolls, butter, et al. Man, we were dining as well as any passenger on a cruise liner below us.

PAGE 55... TARPA TOPICS...NOVEMBER, 2000

GRAPEVINE (CONT ' D) ORESTES DIO GUARDIA

Atlantic Beach, FL

I'm enclosing a golf poem I received in the mail the other day at work. It sure seems to sum up our game.

THE BALL In my hand I hold a ball, white and dimpled, rather small.

Oh, how bland it does appear, this harmless looking little sphere.

By its size I could not guess, the awesome strength it does possess.

But since I fell beneath its spell, I've wandered through the fires of hell My life has not been quite the same, since I chose to play this game.

It rules my mind for hours on end. A fortune it has made me spend.

It has made me curse and made me cry, I hate myself and want to die.

It promises a thing called par, if I can hit it straiught and far To master such a tiny ball, should not be very hard at all.

But my desires the ball refuses, and does exactly as it chooses.

It hooks and slices ... dribbles ... dies, or disappears before my eyes.

Often it will have a whim, to hit a tree or take a swim.

With miles of grass on which to land, it finds a tiny patch of sand.

Then has me offering up my soul, if it will just drop in the hole.

It's made me whimper like a pup, and swear that I will give it up.

And take to drink to ease the sorrow .. but the damned ball knows, I'll be back ... tomorrow !

Naples, FL

CHUCK TISEO UPDATE - CHANGE OF ADDRESS

PAGE 56... TARPA TOPICS... NOVEMBER, 2000

' GRAPEVINE (CONT D)

Scottsdale, AZ

CLIFF RAUB Dear Hank,

TWA PILOTS KNOWN AND LISTED IN THE OX-5 AVIATION PIONEERS HISTORY 1.Fred Austin 2.William N Burkhalter 3.John A Carlson 4.Chris Carper 6.James C Coughran F/E 7.Francis "Gar" Garvin 8.Eugene Gerow 23. Rutland F Barr OX-5

Leonard I. Hylton

87 105 108 109 118 141 142

16. Floyd Valentine 251 9. Lloyd E. Hubbard 161 10.Leonard I Hylton 163 17. Roger Don Rae 47 11.John (Jim) Lydic 183 18. Harold Newman OX-5 OX-5 12.Frank Pete 209 19. Busch Voights 13.James A Philpott 211 20. George Duvall OX-5 OX-5 216 21. Paul McNew 14.Clifford C Raub 15.Adolph Urbas 251 22. Robert Buck OX-5 Paul Kelly- Silver Wings Fraternity & Charles Hoesel

Clyde W. Ice

Pictures of two of the finest gentlemen I ever met and had the pleasure of flying with.

Leonard Hylton, when we flew a 707 Waterwagon on three engines from Taipei to Hong Kong and Bangkok and other flights. In 1929 I flew as a passenger in a Ford Tri-Motor and Clyde Ice was the pilot who had barnstormed all over the U. S. in the late twenty's. First pilot to carry 500 passengers in one day. November 17, 1937, Clyde and I flew his Kinner Bird giving me a checkride. After that we flew my OX-5 Bird & Kinner Bird even hunting coyotes. He signed 22 pages of my first log book. After I came back from Lincoln Flying School with my Commercial & Instructor Rating, he said take me up and show me everything you learned. He did everything the first time - my students could fly a barn door. HA! He became South Dakota Hall of Fame a OX-5 National Hall of Fame. He flew until he was 80 and lived to age 103.

From the OX-5 History Book, page seven - partly by Elrey B Jeppesen who flew an OX-5 Jenny and had his original license signed by Orville Wright.

This book is about aviators and those that kept them flying, and who at one time had a affair with the OX-5. What happens when the last OX-5er flies away forever, this is a then love and now book.

Editor's Note: Thanks Cliff - I wish I had been an "aviator" Cliff. instead of only a pilot!

PAGE 57... TARPA TOPICS...NOVEMBER, 2000

GRAPEVINE (CONT ' D) Man of War Cay, Abaca, Bahamas

BILL BURGNER

Man of War Cay, Abaco, Bahamas 27 May 2000

Dear Phil: Hey: It ' s been awhile since we shared a cockpit hasn't it?

I lost touch with TARPA mid 1999 for some reason. I think it was due to the inefficient Bahamian Postal Service but, anyhow, now I am back in the loop and am enclosing my dues for 2000. I asked my son to search out TARPA on the net and n get me recon ected to the pipe line. He reached John Gratz A who sent me the backkissues of TARPA News and the new direct

ory (Sorry, this machine is acting contrary to my wishes.)

I reached Eagle age four years ago and decided to use my dues free status even though many of my fellow Eagles paid full dues to embarrass me and my fellow cheapskates. Now, I find the tables have turned and I must rejoin the dues paying group. NO PROBLEM: I really enjoy the TARPA NEWS but the

"

Gone West " section does make me a little nervous:

I believe there is an extra fifteen dollars for members living outside the U.S. so I enclose $40. OK? I thank you for your service for the last four years. It is because of guys like you and our other officers that the rest of is can sit back and enjoy the fruits of your hard work. I appreciate it: I willSeptember be going back to Switzerland for August and but may come back a little early so I can attend the TARPA convention in Seattle. Until then, take good care, Phil, and perhaps we will meat again in SEA.

PAGE 58... TARPA TOPICS... NOVEMBER, 2000

'

GRAPEVINE (CONT D) Springhill, KS

JACK WEISS Subj: How's this?

Date: 6/27/00 10:57:05 AM Eastern Daylight Time From: Jbweiss1@cs.com To: Hankflew Double-click picture(s) to display in picture editor

Thanx Jack. A picture is worth a thousand words! This is my first ever e-mailed photo sent by some one taking a digital picture of himself. Now! Alyssa Milano has absolutely no excuse for sending me a snapshot of herself.

TOM KROSCHEL

Snowmass Village, CO

Hi Phil. I'm 75 on 2/2/2000 - same age as TWA. I started 6/10/50 as a dispatch clerk.

Retired in `85 as 747 Captain on International. Enjoyed every minute of it! Still enjoying it, just got my 50 year pin. My new e-mail: CAPTKROSCHEL@AOL.COM Tom K Editor's Note: Hi Tom. I see some mark overs in the address portion of your letter to Phil so I'm going to take the liberty of considering them address changes you would like the troops to have. You make me want to cry - you're over 15 months younger than I am and a hundred years or so senior.

Apr: Nov. thru Sandpointe Bay #307 19800 U S Hwy I Tequesta, FL 33469-2367

May thru Oct: P.O. Box 5369 Snowmass Village, CO 81615-5369 Tel: 970-923-6711

PAGE 59... TARPA TOPICS...NOVEMBER, 2000

GRAPEVINE (CONT ' D) Arlington, TX

JOHN MALANDRO e-mail 7/17/00 Hi Hank,

As Sect/Treas of a bunch of olde TWA retirees, I collect stories which I compile into a loose leaf type book. Along with other key fellows, I am expected to proofread and fix prior to printing and disseminating to the others. I received this today from one of our guys who uses a voice activated mike for sending e-mails. He doesn't type. I need help to identify the fuel pump problem so it makes sense to the pilot and F/E's who will read it. I think it was probably a tank crossfeed problem. Haven't we all done it once? As I recall the tank selector controls were up front of the throttle pedestal centered just at the bottom of the instrument panel. I guess that's why they finally took away main tank to main tank crossfeed. Give me some feed back when you have a minute. I'd like to edit aid send it out to our group.

Thanks, John Editor's note: 8/11/00 Sorry John - I skipped the last line to read the story. When I saw Dakar, it made me think of Casablanca ... "When that plane leaves tonight, if you're not on it, you'll regret it the rest of your life. Maybe not today. Maybe not tomorrow ... but one day" When we flew the DC-4's to Europe, the crossfeeds were exactly where you said they were, but, we could never be sure they were directing fuel to where the labels said. S000, we would generally turn them all on. 2600 gallons of fuel, back and forth, forth and back. Never lost an engine - until, one senior old goa, er, one senior Gentleman saw all the crossfeeds ON and blew a lid. So, we turned them all off - and lost an engine about 30 West. He came flying out of the bunk and wanted to know why the engine quitting woke him? I told him, "I think it just ran out of fuel.

Can we use the cross feeds now? " He almost shoved of George Twyford through the instrument panel to get at them. Never lost an engine on a DC-4 again!

JOHN's STORY: We had overnighted in Dakar and were now enroute to Brazil in a C54 at altitude 9000 feet. Our position was approx 500 miles over the Ocean and I was standing up on the

stool getting a star fix. While I was on the stool, all four engines quit.

What a LOUD silence! The captain had been sitting with his right leg over the the arm of the chair.

PAGE 60... TARPA TOPICS... NOVEMBER, 2000

GRAPEVINE (CONT ' D) I saw him bring his leg back to a normal position and converse with the flight engineer who was looking for the cause of the silence. This was a cargo flight and we had two TWA mechanics in the back who had rushed up to the cockpit to offer help as the captain put the plane into a shallow glide. I got busy getting an estimated position for ditching and gave it to the radio operator. He was an older man and operated the radio on a "bug." I could hear him on the radio and that bug was really humming. At that time however, I doubted whether anyone who might have heard our signal would have been able to decipher that steady stream of dits and dahs. No one ever did!

We were beyond any shipping lanes and were over an empty ocean ... empty, but deep!

The altimeter was slowly unwinding and we still heard nothing from the engines. The two mechanics and the flight engineer were working furiously to find the problem. The altimeter went through 8,000 feet, then 7,000 feet still without making any sound. As the altimeter approached 6,000 feet, I thought I could furnish a more accurate ditching position. I passed this back to the radio operator who again used the bug to send it. Again, we never received an answer or query from anyone.

The altimeter passed through 5000 feet, then 4,000 feet and still no response from the engines. By now, I along with all the others were convinced we would be ditching. As the altimeter wound down to 3,000 feet, there was a short burst of sound from one engine, and I can't say how delighted I was to hear that sound. But, it was only a short-lived delight. After a second or two of silence, another rumble and then another burst of engine noise, followed by more snortings and rumblings and finally all four were running again. And even better, the altimeter had stopped unwinding. I was told later, this particular DC-4 was a "G-model" recently acquired by TWA and it had an additional fuel pump in the fuel system. This additional pump continued pumping after another tank had ran dry, but was only pumping air into the system. That information was new to the flight engineer and I never did find out why he had not been advised. The remainder of the flight was uneventful - the best kind of flights.

Editor's Note : #2 I never heard of any additional fuel pumps on the DC-4 John, in fact, I don't remember the DC-4 having fuel pumps of any kind! I know we would turn on a lot of switches when we got on and then turn them off (most of them) sometimes as we got off. The 4's we had were old - probably the same ones you had in the 40's. They just patched any bullet holes (most of them) and away we'd go. It was what could be called an "user-friendly" airplane John, as you well know. I know the cargo flight pairing we had in the mid 1950's beat any the company ever had. We would leave Idlewild (JFK was still a civilian) Wednesday night at 2100 hours EsorDT, and be back Sunday afternoon at 1400 hours . That was some 89 hours gone - 50+ of which were spent in flight. We could fly 5 trips a quarter. That's quarter, John - 20 days away out of 90-92!!! We would make stops at Gander-Shannon-London- Frankfurt-Paris and lay over in Geneva. The Hotel Richemonde was the best hotel in Europe and sometimes, some of the guys even wouldn't go to the hotel - if he knew someone whose parent's had a Chalet half way up Mont Blanc! Just snowball fights and then laze around the fire place - reading the DC-4 and FOP&P manual! (Wrong mountain, but that's what we'd see looking to the north - whenever we came out of the chalet!)

PAGE 61... TARPA TOPICS...NOVEMBER, 2000

GRAPEVINE (CONT ' D) HOWARD JESPERSON

Morristown, NJ

Dear Hank, A few of our members have written in at times about having a coronary bypass. I don't know how many of our members are aware of an alternate, non invasive procedure called EECP. That stands for Enhanced External Counter Pulsation and usually consists of 35 one-hour treatments. At the present time I am going through the procedure and have 5 treatments left.

This procedure is used for those who want to have an alternative to bypass, angioplasty, or stent. Also used for some who continue to have angina after having the invasive procedure. Some centers like to combine this with Chelation therapy which helps remove plaque throughout the entire circulatory system. EECP has been approved by Medicare and most other insurance carriers.

I am enclosing some information on this I took from the internet and hope this information may be helpful to some member.

PS Enjoy the Tarpa TOPICS - it gets better all the time. Keep up the good work.

Editor's Note: Thanks for the great information Howard. Since it was medical information, I looked for type (for your signature" that was like a doctor's scribbling, but never found any.

To the troops: Howard enclosed considerable information, far too much too include, but I will keep it in my file and anyone who wants specific information can request it. I will however list the URL's on the various material Howard sent. Hank EECP.com

http://www.eecp.com/html (2 pages) http:www.eecp.com/resources.html (2 pages)

NaturalBypass.com

http:www.naturalbypass.com (2 pages) http://www.naturalbypass.com/consider.html (2 pages)

SPECIAL REQUEST I just received a "STOP THE PRESSES" e-mail from Fred Lingenfelser who loaned his copy of "Legacy of Leadership" to someone who forgot to RSVP it. Anyone who has a copy of the book for sale (NOT the jerk that has Fred's) please contact Fred at 904-756-8789. I could use a copy also - I packed in a hurry when I left my second wife and forgot it and my "Indian Head" wings and cap ornament. I asked her to send it to me later and learned three new curse words. I suppose she doesn't want to deface the shrine she erected to our ten days of marital bliss.

PAGE 62... TARPA TOPICS... NOVEMBER, 2000

GRAPEVINE (CONT ' D) A.

L.

S.

GETS

$900+

FROM

TWA

ROBERT BECK

GOLFERS

Lake Quivira, KS

Dear Hank, Thanks, in part to your notices in the TARPA TOPICS, we had the second largest ever turnout for the 26th annual TWA Bearly Open Golf Tournament on October 9th , 2000. With 90 pilots teeing it up, the BIG winner was the A.L.S. foundation which received over $900.

This year's tournament was determined by three player teams and the winnings teams were: Bob Beck 1ST PLACE

2ND PLACE

3RD PLACE

4TH PLACE

John Ferguson Bob Borburg

Bill Borgmier George Borgmier

Kevin Beck Bob Beck

Max Calliham Bob Macintosh

David Borburg

Jim Goodenow

Buck Buchanan

Al Pugsley

27TH ANNUAL TWA "BEARLY" OPEN GOLF

TOURNAMENT

OCTOBER 2001 (date not yet final)

Editor's Note: "Today, I am the luckiest man on the face of the earth!"

This statement was made by legendary New York Yankee baseball player Lou Gehrig, late in the summer of 1940. Gehrig was suffering from amyotrophic lateral sclerosis (known as A.L.S. also as Lou Gehrig's disease), knew his death was imminent even as he spoke. Lou Gehrig died on June 2, 1941. While a cure for Gehrig's disease is still to be found, the donation received from the "Bearly" Open golf tournament brings a cure $900 closer. In 2001; let's have more than 100 golfers turn out, and a donation that breaks the $1000 mark!

PAGE 63... TARPA TOPICS...NOVEMBER, 2000

A Letter From Jim McClure Dear John, The snapshot is of a graduate of the TWA Class of 45 copilots school and was taken last spring at my youngest daughter's graduation from Bryan College here in Dayton. She and I have completed two courses for extra hours with me as an audit student. (No tuition, no credit for me) This is a fascinating way to delve into subjects that one might have passed through hurriedly to get out into the world for a job and money, money, money. As I had never paid any cash for any flying, I am in the same mode for further education.

There are some tremendous opportunities out there that just require a little time and work, praise Sputnik and Gore.

I have been researching the early method of ignition in the internal combustion engine and couldn't find the material until I read an article on Charley Taylor, the Wright Brothers' machinist, in the April issue of the ALPA Magazine. He designed and hand built the engine in six weeks and then built six or seven more for Orv and Wil. The ignition was by a set of points in the combustion chambers, which were opened and closed by cams on a camshaft. A twelve-volt dry cell battery started the engine to start, and then switched to a magneto when enough voltage was produced by higher engine revolutions. The magneto itself was just a coil of wire rotating between the jaws of a magnet and it generated AC current. The only improvement that I know of has been the addition of a spring inside the magneto that was wound up and suddenly released by turning the propeller of the engine a certain number of degrees. The linear output was sufficient for the small engines at higher cruising revolutions but often reverted to silence when the throttle was retarded and the voltage receded into the lower slope of the linear output graph.

Henry Ford solved the problem his way, as always, by inserting sixteen magnets around the engines flywheel and taking the current from a coil takeoff on top of the flywheels case and sending it to four little coils in wooden boxes in a case under the glare shield. This was one of the reasons of the Model T and its amazing success. The entire engine was just a huge magneto but it still took arm power to get it started so the problem became one of catching fire in a bucket. The storage bucket most applicable was a lead-acid apparatus and as it could not be charged with AC, some wily experimenter invented the commutator, which he stuck in the back end of a magneto and called a generator as it mechanically put out direct current only. With a regulator for the amount of current and an electric motor geared into the flywheel, they could start the engine with the push of a button. This was wonderful for the automobiles as they could start engines, turn on electric lights and play the radio before long but, with theadvent of the diode, they could have even more power by converting AC to DC inside the new invention which was called an alternator but, was still inside the old system. Light airplanes are still magneto fired but the larger engines have the self-starters, while motorcycles have three types of electrical systems (magnetos only, magnetos and batteries and combinations of both). The riding lawnmowers gotten into the act lately with diodes coming into the leads from flywheels and charging the battery. One or two have headlights running directly from the AC leads to the headlights and will only work at cutting speeds on the engine. I hope everyone gets to read about Charley Taylor and enjoy his story as much as I did. James T. McClure

PAGE 64... TARPA TOPICS... NOVEMBER, 2000

CAPTAIN ADRIAN R. SMITH AUGUST 26, 1927 - JULY 26, 2000 Adrian passed away at age 72 on July 26, 2000. A Punta Gorda resident since 1993, Adrian was born in Topeka, Kansas August 26, 1927 and grew up in Lawrence, Kansas.

During his high school years, he became a professional trombonist and at the age of 14 was playing in college bands, professional dance bands and shows throughout the Midwest and Southwest.

The son of an early aviator who spent time with his dad at the airport and in his dad's plane, upon graduation from Lawrence (Liberty Memorial) High School in 1945, he enlisted in the U.S. Army Air Corps with the hope of becoming a pilot himself. However, his musical talents swept

PAGE 65... TARPA TOPICS...NOVEMBER, 2000

away his hopes of sitting in the pilot seat of a military training plane and instead placed him in the 502nd AAF Band at Keesler Field, Mississippi and later Lowry Field, Colorado, playing lead trombone for radio shows, camp shows, dances and concerts, as well as being the Band's Drum Major until the war ended and he was discharged with the rank of Sergeant in 1946. Undaunted by this detour from his pursuit of flying, Adrian took flying lessons and received his Private Pilot license in 1946. Meanwhile he pursued his love of music at Bethany College in Lindsborg, Kansas and received his Bachelor of Music from there in 1951. Both during his college years and immediately thereafter, Adrian worked a variety of jobs to pay for flight training and college, selling for the family-owned paper goods company, playing trombone professionally, and eventually flying pipeline patrol and crop dusting in several types of small aircraft. While music was still technically his profession, his love of flying grew to the point where he was determined to land a job with an airline. After sending his resume to airlines every six months to reflect his latest total flight hours and types of experience, he finally was called in for an interview by TWA because, as he loved to recall, "They were sick of getting his resumes in the mail every six months!"

He was hired by Trans World Airlines in 1955 as a co-pilot and promoted to Captain in August 1961. During his career with TWA, he flew the Martin 202 and 404, all models of the Lockheed Constellation, the Convair 880 and 990, the Lockheed L-1011, the Boeing 727, 707 and the 747, with his domicile being JFK Airport in New York. Captain Smith retired from TWA in August 1987 with 32 years of service and over 21,000 hours. He was qualified for all domestic airports and the major airports in Europe and the Middle East. His logbook records reflect piloting a wide variety of other planes throughout his lifetime such as Cessna 140, 170, 180, 190, 195; Aeronca; Piper; Stinson; Twin Beech; Bonanza; Lockheed 12; Lockheed 049, 749, 1049 and 1649. However, none did he love so much as his vintage 1952 radial (300hp) engine Cessna 195, "Red Rover," which served as the airborne chapel for his marriage in 1991 to his commercial pilot/flight instructor wife, Marilyn. Later, it became the first plane in which many of Charlotte County's youth experienced their first airplane ride with Captain Smith through the EAA's "Young Eagles" program at Charlotte County Airport. Another dimension of Adrian can be seen in his home where walls are decorated with his dramatic oil paintings, most of which are seascapes.

He was heavily involved with the local Charlotte County airport and frequently offered public comment at the Airport Authority's public meetings and was a member of an informal airport advisory committee that provided collective input to airport management from the airport users' and hangar tenants' perspective. He was very active in a variety of aviation organizations including AOPA, EAA, Vintage Aircraft Association, Airline Pilots Association Int'l ., Silver Wings Fraternity, Antique Airplane Association, Intl 195 Club, Goodyear Blimp Club, Eastern 190/195 Association, TWA Seniors Club, Soaring Society of America, TARPA, and was serving his second term as Key Man for the Ft. Myers hangar of Quiet Birdmen.

Adrian is survived by his wife, Punta Gorda Vice-Mayor Marilyn Smith; son, Zachary of Deerfield Beach, FL; stepson Paul Hibner of Tewksbury, MA; step-grandchildren Brandon and Nicole; and was pre-deceased by his son, Jason.

PAGE 66... TARPA TOPICS... NOVEMBER, 2000

CAPTAIN

RICHARD

E.

STAMBOOK

APRIL 9, 1921 - APRIL 12, 2000 Dick was born in Lancaster, California where he attended local schools before he entered the Civilian Pilot Training program at Bakersfield College. Though he had a long challenging and exciting career, he often spoke of the joy he had flying a J-3 Cub over the Mojave Desert as a teenager.

Dick completed the Flight Training Course at Pensacola and was assigned to a seaplane squadron in Hawaii in February of 1942. After a few months of fighter transition with Butch O'Hare's VF-3 on Maui, he joined VF-6 and went to sea on the USS Saratoga flying Grumman Wildcats. Dick spent the next ten months, until August 1943, on New Caledonia and Guadalcanal or at sea on the Saratoga or on HMS Victorious, which was then operating with the US fleet.

In May 1944 Dick was at sea again aboard Princeton. In early June, during the first fighter sweep at Saipan, Dick shot down his first airplane, a Betty bomber, followed by a Francis. His most eventful day was June 19, 1944 during what became known as the "Marianas Turkey Shoot".

Dick downed two Zekes and two Judys. Dick later destroyed two additional planes of the Francis type. In September, at Manila he shot down a Tony and shared in shooting down two Zekes.

Finally at Taiwan, Dick and his wingman each shot down a Tojo. The record shows that Dick Stambook shot down eleven airplanes and destroyed numerous others on the ground. In October, Dick survived the sinking of his ship, USS Princeton. He ended his service as an instructor at Los Alamitos, California.

In November of 1945, Dick joined TWA. He had a career of thirty-two years during which he flew all the types of aircraft from DC-3s to Lockheed 1011s, Richard will be remembered by all who had the privilege of knowing him. He will be missed, but always in our hearts.

by Nettie Stambook

PAGE 67... TARPA TOPICS...NOVEMBER, 2000

CAPTAIN RICHARD E. CONWAY JANUARY 4, 1926 â&#x20AC;&#x201D; AUGUST 15, 2000 Richard E. Conway was born in Chester, West Virginia, on January 4, 1926. He died in Tucson, Arizona, on August 15, 2000, two months after he was diagnosed with stage-four lung cancer.

Dick was not a smoker. He lost a short and courageous battle to the kind of cancer that is almost never detected until it is too late.

After an honorable discharge from the Army Air Corps Dick joined TWA in July of 1948 as a flight engineer, was stationed in Wilmington, Delaware, and then sent to Cairo in 1949, flying from there to Bombay. In 1954 he went to Los Angeles where, in the late sixties and early seventies, he was the first A-1 engineer to earn his stripes as First Officer and then Captain. In rapid succession, he was checked out on the B707, B727, and Convair 880, getting qualified and re-qualified to switch back and forth between the different equipment at TWA's pleasure. In 1971, Dick joined the International Division and flew the "Around the World" route until early 1973. During that time, he and his wife, Annemarie, a former TWA flight attendant, made their home in Vitznau on Lake Lucerne, Switzerland. He retired on January 4, 1986 as a captain on the L101 1, his favorite airplane, having worked only one day under the Icahn regime.

In 1983 Dick underwent a successful angioplasty due to a 90% obstruction of the LAD coronary artery. One year later, armed with medical records, great cover letters from his physicians, and a powerful desire to return to work in order to retire "properly", he personally went to the Department of Transportation in Washington, D.C. After an hour-long conversation with Dr. W. Hark at the Federal Air Surgeon's office, he left very encouraged. Three weeks later, Dick received his First Class Physical in the mail. He went back to work and helped to change the FAR for the benefit of other pilots in the process.

In retirement, Dick kept busy flying his Beech Bonanza, obtaining his Inspection Authorization Certificate, playing golf, spending time at his computer and enjoying his family and three granddaughters, as well as the company of his many friends and former colleagues. Dick was

by Annemarie Conway blessed by thoroughly loving what he did. He will be dearly missed.

PAGE 68... TARPA TOPICS... NOVEMBER, 2000

CAPTAIN BUD E. WIELT JANUARY 9, 1920 - JULY 2, 2000 Bud was born in Mount Vernon Illinois on January 9th, 1920, the youngest of 3 sisters and 2 brothers. Bitten early by the passion for flying, he was a prolific aeroplane model builder in his early years.

At the age of 15, he paid a farmer to mow a landing strip in a field on the outskirts of Mount Vernon, so an instructor and plane could come in and teach him (and others) how to fly. That field is now the location of Mount Vernon Municipal airport.

He was a licensed pilot before his 16th birthday. During the war years he taught Army flying cadets aerobatics in Cuero, Texas. In 1944 Bud and his wife Eleanor (also from Mount Vernon) moved to the Kansas City area where he joined TWA. A Captain for 36 years, Bud started in DC3s and ended on the 747, the last 10 years flying international.

Since his retirement he actively flew his own home-built Smith Miniplane, and continued his love of instructing flying students.

He was an active member of the Experimental Aircraft Association, (from which he received a major service award in 1975)and the Quiet Birdmen Club, Grain Valley Airport Corp. TWA Seniors Club, Combat Pilots Association, and Piper Short Wing Club. by Rebecca Baker

IN

MEMORY

OF

CAPTAIN ELMO D. JONES FEBRUARY 8. 1921 - APRIL 13, 2000

PAGE 69... TARPA TOPICS...NOVEMBER, 2000

CAPTAIN VERNON W. LOWELL JUNE 10, 1920 - AUGUST 19, 2000 Vernon William Lowell was born to Harry Lowell, Sr. and Julia Moran Lowell, June 10, 1920, in Cape Elizabeth, Maine. He passed away August 19, 2000, at his home in Vero Beach, Florida.

His early training on farms developed a life-long Yankee ethic of hard work and dedication to perfection in every pursuit he chose. As a young man he established goals. His objective was to become an airline pilot. Vern worked hard and saved his money for flying lessons. As soon as he earned his license, he redoubled his efforts toward building time, in preparation for the coveted airline position. In February of 1942 he was hired by Trans World Airlines' Intercontinental Division. He flew military charters in South America, Africa, North Atlantic and the Middle East.

His career encompassed the gamut of the TWA aircraft fleet. Boeings, from the 247 (how many TARPA members can recall the 247?), 307, 707, 727, and finally the 747, which he flew until retirement in 1979.Vern also flew the Douglas DC-3, DC-4 (C-54); Convair 880; the Martin 404 and the Lockheed Connie series. During his military career Vern flew the C-87 cargo version of the B-24.

These flights were in the coldest regions of Greenland, Iceland and Labrador, and the heat of the Brazilian jungles, Sahara desert, Egypt, and India. These were exciting and challenging times for this young pilot from Maine; and he savored every hour of it. The USAF, recognizing his contributions to the war effort, awarded him medals for his service. Vern's passions were flying and golf. His Yankee initiative and resolution served him well. Choosing not to retire, after retirement from TWA, he designed golf courses in Florida and New York.

Vern was a natural pilot and a formidable golfer. Their ocean front home in Vero Beach, Florida, overflows with golf trophies won by Vern and his wife of thirty-one years, Carole.

Vern was predeceased by his two brothers, Harry Lowell, Jr. and Richard Lowell. He is survived by former wife, Polly and their daughters, Pamela Fields and Julie Lee; and his wife, Carole, their son, Timothy William Lowell, and daughter, LizaBeth Lowell Kourakis.

PAGE 70... TARPA TOPICS... NOVEMBER, 2000

When asked what traits best describe Vern, Carole quickly answered: "Vern was the most honest, fairest and decent man I have ever met. " Vern Lowell served as a negotiator on behalf of the TWA pilots and made significant contributions to the present TWA Pilots' Retirement.Capt. Dick Ruble, who provided committee oversight, said "Vern Lowell was the single most important factor to assure the future value of the Pilots' Retirement Fund, devoting countless hours for the benefit of TWA pilots."

Capt.''Duke" Ellington: "My memories of Vern from when I first met him on ICD are of a man of courage and integrity; with a willingness to stand up against all odds for what he felt was right for the pilots. I flew with him, I think, only once on ICD , and I was impressed with the way he captained the flight pleasant and relaxed, but things had to be done right. As a friend and fellow lover of golf, I always found him good company. What else to say.... A loss for all of us."

"Lowell was a recognized air safety authority. He authored several papers and two published books: Airline Safety is a Myth in 1967 and What You Should Know About Airline Safety in 1981.

by Capt. Bob Adickes Vern was a great natural pilot and a good friend."

IN MEMORY OF CAPTAIN ARNOLD L. BELGUM FEBRUARY 29, 1932 — SEPTEMBER 24, 2000

IN

MEMORY

OF

CAPTAIN EUGENE GEROW MAY 10, 1907 — AUGUST 21, 2000

IN MEMORY OF CAPTAIN RONALD D. RALSTON JUNE 24, 1928 - SEPTEMBER 29, 2000

IN MEMORY OF CAPTAIN LYLE R. HINCKS AUGUST 6, 1917 - SEPTEMBER 2, 2000

IN CAPTAIN

MEMORY

KENNETH

OF

A.

DOHERTY

DECEMBER 27, 1916 - APRIL 16, 2000

PAGE 71... TARPA TOPICS...NOVEMBER, 2000

CAPTAIN

ROBERT

PEYTON

COLE

SEPTEMBER 3, 1920 - JULY 5, 2000 Rob lived a life that most men can only dream about. He wanted to fly, and fly he did. After joining the Army Air Force to serve in World War II, he became a pilot, flying sixty-five successful combat missions. After his discharge from the military, he went on to fly for TWA. Rob rose to Captain and flew most of TWA's aircraft retiring in 1979 with thirty-four year's seniority.

One of my-favorite memories of Rob and flying was a call that I made to him after I was on an unusually rough flight. I phoned to tell him about the ride and complained that the Captain had not made any announcements during the event. "He didn't make any announcement because he was busy in the cockpit." Rob said in a steely tone.

Rob loved to tell the-story about meeting one of his friends on the golf course at Mahopac. The friend was chiding Rob for having such an easy life, flying for a week and having a week off to play golf. "Where were you at 2:00 AM last night?" Rob asked "in bed" said the friend. "Well, I was 20,000 feet above Boston in a thunderstorm with 200 people strapped to me!" Rob always had a succinct way of drawing perspective.

Rob was able to view the world unlike most of us. While we have to take whatever climate is serve up on the-ground, so much of Rob's time was spent breaking through the clouds into bright sunlight and silence. It might have been cold and rainy below, but Rob saw blue sky and clouds.

He did enjoy flying, golf, fishing and hunting, He lived a lifestyle that enabled him to do what he enjoyed most as well as travel extensively. Wherever he went, Rob was interested in cooking and his recipes are legendary. All of us have recipes that Rob discovered, adapted and made with pride.

Thirty years ago Rob and my mother were married. They were able to have their love of travel, cooking, history, art and so much more. Over the years, they set an example for each of their children. I learned a great deal about love, respect and support as I watched their relationship grow and evolve.

PAGE 72... TARPA TOPICS... NOVEMBER, 2000

I loved having them near me in New York; but the move to California enriched both their lives.

Not only were they able to leave the cold and snow behind, but they were able to be near David, Marlene and the kids. Nance and Rob quickly grew into Granny and Grandpa for Alexander and Danielle. The bond that developed was a joy to watch and leaves an indelible impression. Rob dearly loved the time and the attention from them and I hope that both Alex and Danielle are the richer for it. He is also survived by his daughter, Janet, her children, Jami and Bradley, his son, Alan and his daughter Joeanne, and his son Robert Jr.'s sons, Robert and Jonathan.

Rob will be missed, but never forgotten. He has touched each of us in the family in many ways that we have yet to discover.

by Charles Hunt

CAPT. DAN SULLIVAN MARCH 26, 1929 - JUNE 15, 2000 Captain Dan Sullivan, age 71 passed away on June 15th, 2000 after a six month battle with Lymphoma. Dan was a TWA Captain for over 30 years of service and retired in 1988. He had lived in San Mateo,California since 1956. He was proud to have been born in Butte, Montana. A graduate of Gonzaga University in Spokane, Washington. Dan also was a Korean War veteran with the U.S. Navy, attaining the rank of Lt. Commander. He was last attached to the VP-4 Squadron at NAS Alameda,California. Most of his TWA Career was spent in SFO. His sense of humor and generosity were gifts of grace that will continue to touch all of us who knew him .

Services were held at St Bartholomew's Church in San Mateo on June 19, 2000. Dan leaves behind his wife Jane, his sons Dan Jr., Michael, Joesph, daughters Theresa, Ann and their families .

by Jim Higgins

PAGE 73... TARPA TOPICS...NOVEMBER, 2000

JOHN E. "JOHNNY" THOMSON DECEMBER 12, 1012 - JULY 2, 2000 John E. "Johnny" Thomson, 87, of Ellenton died July 2, 2000 in Palmetto Guest Home.

A self-taught aviator in his own homemade flying machine, Johnny had flown 32000 hours during his career. He received his Pilot Transport License at Roosevelt Field, Long Island, New York. He was designated one of the first instructor pilots to be rerated to instruct in pre-WW II "CPTC" Civilian Pilots Training Program.

When young boys were reading aviation adventure books during the 1920s, Johnny Thompson actually lived the a life of aviation, starting with the construction of a homebuilt glider which he flew in 1927. By showing such enthusiasm for flight, he was given the run of Tony Fokker's airplane factory at Teterboro, NJ, where he built a powerful airplane of his own design from discarded materials.

During the 1930's he was a test pilot for Taylor Aircraft testing Taylor J-2 Cubs in Bradford, Pennsylvania. He was also employed by Curtiss at Buffalo, New York in the P-36 Curtiss Fighter Program.

At the Wright Aeronautical Corporation, Paterson, New Jersey he worked with mechanics that built Charles Lindbergh's Wright Whirlwind J-5 historical engine for the Spirit of St. Louis. He also built Wright Cyclone F-3-715 H.P. engines that he would fly in DC-2's in his early years With Trans Continental and Western Air later called TWA. As well as a Captain Check Pilot, airline planes that he has flown include 14-passenger Douglas DC-2, DC-3, DC-4, Lockheed 049 through 1649, Boeing 307(passenger version of Boeing B-17), Boeing 707. On one flight, Madrid to JFK New York, he set a record almost 2 hours under scheduled time. Flying TWA's MAC to Vietnam he set another record of 8 hours 11 minutes non-stop to Honolulu to McGuire AFB New Jersey. (Old Ft. Dix)

PAGE 74... TARPA TOPICS... NOVEMBER, 2000

Johnny participated in low-level pylon air racing over 37 years in homemade ships and the P38 Lockheed Lightning at the Cleveland National Air Races.

After retirement to Florida, Johnny rebuilt and flew a new Standard D-25 biplane, barnstorming passengers at air shows. His most recent project, with the help of his numerous friends, was the restoration of a rare original Standard J-1 biplane built in New Jersey in 1918. Failing health prevented him from flying the plane from the old grass field.

Johnny's professional memberships include: The New Jersey Aviation Hall of Fame, inducted in 1979, an honorary member of the EAA Chapter 180, 0X5 Aviation Pioneers and the Florida Aviation Historical Society.

Of his many forced landings, the one of most importance was at Cocoa Beach, Florida, (population 17) in the winter of 1935-36 where he met his loving wife Dorothy Ann Miller.

Since 1966 Johnny had maintained and improved the Historical, local Ellenton Airport documented since 1921, flying and rebuilding antique flying machines. The Ellenton Airport (later known as the "Dixie Sky Ranch") was renamed again in Johnny's honor, the Johnny Thomson Air Field, Inc. His wife, Dorothy; a daughter, Joanne Meares of Parrish, FL; a brother, Wallace B. Thomson of Northridge, CA; a sister, Doris Volkhardt of Simpsonville, SC; two granddaughters and one great granddaughter survive him.

by Joanne Meares and John McCrory

PAGE 75... TARPA TOPICS...NOVEMBER, 2000

DON AMMANN JANUARY 17, 1923 - JANUARY 10, 2000 Don Ammann was born January 17, 1923 to Herman and Hattie Ammann in Decatur, Illinois.

Howard1 He was raised with an older sister, Dorothy, an older brother, Paul, a younger brother, and his youngest sister, Loretta. He attended Lutheran elementary school through the 8th grade and stayed in Decatur through public high school. He has remained an active member of the Lutheran Church throughout his life, He attended college while in the Army Air Force where he learned to fly. It was during this time that he served our country as a captain in the 15th Air Force. He was stationed in Italy and flew missions over Germany as a B-24 bomber pilot. He was honorably discharged after World War II in 1945.

After returning to Decatur shortly after the war he met and married Elsie Duncan on June 26, 1946. Don and Ellie celebrated 53 happy years of marriage. Their marriage was blessed with three sons, David, Alan, and Bruce, along with eight grandchildren. Through his devoted support all three sons graduated from college.

Don started his flying career in 1946 with United Airlines and quickly moved on to Trans World Airlines. He advanced in his occupation of 37 years, first flying propeller driven Martin 202's an 404's, Constellations, then jets, including Boeing 707's and 727's until he retired as a captain and check pilot on the Lockheed 1011's in 1983. He piloted international flights for over ten years.

Throughout his flying career he and family lived in Denver in 1946, Chicago in 1947-1950, Michigan in 1951-1961, NewJersey in 1962-1971 and moved to Arizona in 1972. He and Ellie settled in Sun Lakes in 1978, recently buying a second home in Payson.

Golf, bowling and RV-ing with Ellie rapidly became his retirement pleasures. His interest in golf led him to join the Cottonwood Golf Course and Men's Golf Club where he enjoyed many friends. He lived life to the fullest, enjoying every moment and was a role model to us all.

by Elsie Ammann

PAGE 76... TARPA TOPICS... NOVEMBER, 2000

CAPTAIN LYLE SHELTON AND THE RARE BEAR by Michael J. Larkin In September of 1964, a Navy fighter pilot heard through the grapevine that Bob Hoover and a bunch of round--engine types were gathering at a place called Sky Ranch airport near Reno, Nevada for the first National Air races since 1949. Intrigued and on leave, he scrapped his round the world plans, headed for Reno, and watched Myra Slovak outpoint Bob Love for the Unlimited Gold. He was hooked!

Bill Stead, whose widow Moira has been a race supporter ever since, was attempting to revive the National Air Races so popular in the thirties and forties after the war. Most pilots wanted to take--off and land at Reno airport, as sky Ranch, a private strip, was only 2000 ft long. But Bill, ever the showman, insisted they use his field. ABC's Wide World of Sports made this a condition of their coverage. Steve Whittman, who flew against Roscoe Turner in the thirties, dinged the wheelpants on Bongo landing, and was not real happy with Sky Ranch! With the cameras rolling, he greeted Bill Stead with the laconic comment, "You need to fix that goddamn runway!"

Lyle found an F8F Bearcat, engineless and corroded in a junkyard in Indiana and trailered it home on a flatbed. Thousands of man—hours and thousands of dollars later, he entered the 1969 Reno National Championship Air Races. He won that race in 1973 at 428.2 miles per hour, as well as Miami and Mojave, and dominated his class until 1993. Her clipped wings, R--3350 engine and streamlined canopy are easily recognized and she is a favorite of the fans. She also boasts the fastest lap at Reno at 482.8 mph, as well as time to climb and closed course records.

"Tiger" Bill Destafani in a highly modified P--51 edged her out in 1994. Engine problems plagued the Bear that year, and have every year since. Another race pilot leased the airplane to fly in the 1999 race, blew the engine, and she has sat sadly in a hangar at Reno without an engine since then.

At the 2000 Reno Races, Captain Gene York, TWA (Ret.) an ex— Marine fighter pilot and his boxseat mates (mostly retired TWA Captains) hatched a plan to get quote, "the Bear back in the air", unquote. They would form The Rare Bear Partners, a not—for--profit corporation and raise funds for the sole purpose of getting an engine back on the airplane, and race ready by 2001.

There would be four levels of membership, each with it's own pin and privileges: Platinum at $1000, Gold at $500, Silver at $250, and Bronze at $100. A private dinner with Lyle Shelton and his pilot, Capt. John Penney, UAL, at the 2001 Reno races, membership in box #77, the Bear's race number, autographed photo with Lyle and John, et at. And the biggest thrill of all, watching the Rare Bear win the Gold at Reno on September 16th, 2001!

Currently, an Advisory Board consisting of high profile dignitaries such as R.A. (Bob) Hoover, Major General Edward Bracken, Sr., USAF (Ret.), Lt. General John (Jake) Jaquish, SAF,(Ret.), Astronaut Col. Gordon Fullerton, USAF (ret), Astronaut "Hoot" Gibson, USAF (Ret.) pilot of the Sea Fury "Riff Raff', and other aviation luminaries is being formed. Subsequent to this, and after the partnership is incorporated, a mailing to active and retired airline pilots will be effected

PAGE 77... TARPA TOPICS...NOVEMBER, 2000

An escrow account will be established and all checks will be co--signed by Captain York and Captain Shelton. An oversight committee will monitor and report expenditures to the partners.

Currently we can only accept pledges and have $3000.00 so far. Anyone wishing to help may do so by calling the undersigned at (816) 930-2254, or Captain Gene York at (949) 759--1197.

PAGE 78... TARPA TOPICS... NOVEMBER, 2000

Reno Races by Michael J. Larkin ` Gather round me, younger pilots, Gather `round me, future aces, Gather `round me, little children With bright eyes and shiny faces.

Sit beside me, pretty damsels, Dres.sed in satin, dressed in laces; And I ' ll tell you many stories Of the epic Reno Races,

Of White Knights in shining armor, Riding fire-breathing stallions; Of the battles I have witnessed In the desert north of Reno.

Of fearless aviators dying, Of fearless men who keep on flying Men whose fortunes have been sold, In their quest for Reno ' s Gold.

Climb your mount now to the heavens, Engine cooling, killing speed; Checking gauges, checking pressures, Checking damage to your steed.

Gear and flaps now coming downward, Concrete rising to your wheels, Kissing earth, canopy opens, Cool fresh air, how sweet it feels!

But I must go and I must rest now, For I am old, and I am weary.

I have flown too many winters, Over oceans dark and dreary.

Seen too many summer squall lines, Seen their lightning, green and eerie Seen too many mornings ' sunrise Through sleepless eyes bloodshot and bleary.

Climbing high to meet the challenge.

Joining up in stacked formation; Like an angry swarm of hornets Down the "chute" with engines whining Red Baron's jet has set the pace: "Gentlemen, you have a race! " For the fans, it's most exciting, Are of smoke from red jet rising!

Taxi inbound, taxi slowly, Taxi proudly past the stands.

People clapping, people cheering, Wave now, smiling to your fans.

To the pits, dismount, relaxing, Glowing in the setting sun.

This year 's work is nearly over, Reno's toil is nearly done.

But come wake me in the morrow When the skies are clear and sunny, When the Warbirds sing their music.

When their magic fills the air! WLth no limits to their power, With no limits to their speeds; Then I' ll tell you more of Reno, And of Racing pilots' deeds.

Now past the pvlons, blurred and flashing Through the Vale of Speed they're dashing. `Round number seven speeds are building, Pressures in the engines mountMg! Past the Starting Flag at Reno, In September desert glow, Past the unseen crowds assembled Cheering madly, shouting "GO "!

Mortal men now pay you homage, Mortal men, who do not Take their trophies, take their tribute; This shall pass ... and then, .. "Good-bye. " But your names shall he immortal, And your fame will never die.

Modern Knights in shining armor, Riding stallions in the sky!

Go Tsunami! Go you Strega! " "Go White Lightnin'! Go Rare Bear! " Go you modem gladiators, Fly you swiftly through the air!

Fly as fast as you would care to, Fly as low as you may dare, 'Til the Checkered Flag at Reno Signals " VICTORY " in the air. "

PAGE 79... TARPA TOPICS...NOVEMBER, 2000

A LETTER FROM THE FARM by Dick Fishbaugh Dear John and Patricia, It is a typical summer Sunday, but at 91 degrees too hot for this white boy to venture outside.

I did finish mowing south of the house this morning while Mrs. Fishbaugh prayed for me at church. Then it was our usual champagne/bloody marys and fried chicken dinner. My nap afterwards left me feeling like a skunk just awakened.

We have been at the center of a national drought which has released me from doing much mowing. Good thing, as my main mower — a 6' cut Grasshopper has been out of commission. A week ago Wednesday I replaced the gearbox. Mower worked great for about an hour until I noticed it was "scalping" the damned lawn — and I had it set on 3 '/2 inches. A quick check showed that the front height adjustment had broken — caused me to whisper "sonofabitch" in a loud voice and talk to God some. Bottom line was I had to weld the bastard and, my welding looks a lot like modern art. So far it has held and mower is working again.

This has been such a fun summer! Early on, my bride decided we should have a dinner party — two other couples plus us. I had just bought a smoker — a big Red Brinkman which I had inserted into the grill area at the end of our brick cook center. It fit just right. Dixie said she thought ribs would be fun and I agreed as I'd already done them once. I cleaned the smoker well in advance and that morning cut fresh apple chips. The smoker is electric but chips can be placed in the bottom. I planned to plug it in about 2:30 and we'd eat at 7:30. I went out to mow.

At noon I came in and asked my live-in how her day was going. She was very quiet for a bit, then told me how she'd made this special dessert (tiramisu) and when she went to put it in the refrigerator, already in individual crystal dessert glasses, she'd caught the tray and spilled it all in front of the refridge and onto the bottom shelf, breaking some crystal and necessitating the cleaning of the carpet and refrigerator. I said something like never fear Richard is here — which did not help her mood. She'd made a new batch.

After lunch I went back to mowing. At 2:15 I plugged in the smoker and set my built-in grill fan to low. I tossed a kiss to my favorite cook and went back to mowing. By 4:30 I had finished and went back inside — already I'm in a party mood. Coming in that side entry door, I sensed trouble — I didn't hear the doubledamned fan — didn't smell ribs cooking. I felt the smoker — C-O-L-D!! I whispered "sonofabitch" again. My current wife ventured into the ' kitchen about then and I asked in a somewhat agitated voice if she couldn t tell that the damned fan was off since you could hear it clear across the road in the barn! Turns out that she had overloaded the system and that CB had kicked off. Ribs hadn't even gotten warm. My mood had deteriorated somewhat. I said to hell with the ribs — we'll have some steaks. She said, "no, let's go with the smoke, then we'll put them in the microwave at the end". Against my better judgment — I agreed. We were still speaking to each other.

Guests arrived and we drank gin and discussed our kids and the crops and Christ know what else.

PAGE 80... TARPA TOPICS... NOVEMBER, 2000

At 7:30 I take the top off the smoker and lift the ribs, which are in a special rack I had made. But they had cooked to the top smoker grill, which tipped as I lifted the ribs, and some of the sonofabitches slid off and into the water pan below. This set me teeth on edge some but when I opened the small door in the side of the smoker, I could see them so I pulled them out — washed them off and nuked them.

At the table I passed to the right and everyone oooo hed and aaahhhed – passed the ribs back to me – 2 little bitty ones left. I kept my head down and shifty-eyed my way around the table, no one had taken many ribs. I could imagine they were all thinking I'd run over that little skinny, short haired, narrow-eyed, runt, underfed, starved down bastard and saved two ribs for entertaining!! How could my alleged wife have underestimated so badly? We glared at each other and I directed her gaze to the empty rib platter. "Oh", she says, "I'll get more" — so she brings in what's left over from the first batch I did a week or so ago and we hadn't gotten around to giving the neighbors' dog — or burying yet. But she did warm them up. The guests were all good drinkers and liars and went home about 12:30. I slept upright in my chair for about 5 minutes before I knew they ' d left! Mrs. Fishbaugh exclaimed it was the last bloody damned time she would have a dinner party. We slept on opposite sides of the bed. The next morning I leaped out of bed, quiet as possible, thinking I'd get that mess cleaned up before Dixie came down. But she was right behind me. It didn't take long. The last chore was mine alone — cleaning the smoker. Finally, all I had left was that tin bastard water pan. I coaxed it up and over the edge and dumped the whole thing in the sink. There were the rest of the ribs!!! The main cook saw this whole act and remarked, "You jackass, don't ever talk to me about making mistakes - - - Since then, we've been to Wisconsin to visit Number 3 son, Kirk and wife Carolyn — they are building a house on Green Bay. When we got back it rained over 4 inches and grass is getting even with me. My 4 cava beds are spectacular!!

There is still hope, and tomorrow I will pressure my Doctor to refill my Viagra prescription.

Air Conditioner quit yesterday – upstairs bedroom, but main man came and fixed it already.

Come see us – bring your own food.

PAGE 81... TARPA TOPICS...NOVEMBER, 2000

INTO AFRICA - THE STORY OF TWA'S 1966 CONGO OPERATION By Bud Kuball " "Bongo, bongo, bongo, I don't want to leave the Congo. Remember that song? Just think, if you had been on this operation you might have sang the same song. ' TWA's Congo Operation may not have been as exciting as Bob Dedman s (March 2000 Topics) but it sure beat the hell out of flying from DAY to CMH (or vice-versa).

To refresh everyone's memory (including mine) the U.S. & U.K. were trying to bring down the white government of Ian Smith in Rhodesia (now Zimbabwe). To do so they blockaded the country as best they could. This resulted in Zambia, an innocent bystander, which bordered Rhodesia, not getting any fuel oil that they normally received from Rhodesia. So, the U.S. State Department sent TWA and Pan Am to Leopoldville (now Kinshasha) in the former Belgian Congo (now Zaire) with one cargo B-707 each, to haul fuel oil from Leo to Elizabethville (now Lubumbashi) where it was then trucked over the border to Zambia. Shell Oil Company brought the fuel oil up the Congo River by tanker to a port near Leo. I did two tours, one in February and one in March. Each tour lasted about two weeks. I was flying F/O at the time so the first tour was with Captain Bill Piper and F/E Paul Henry. The second tour was with Captain John Graham (a gentleman) and F/E George Brozick. Captain Dick Hanson was also there and was appointed (or did he appoint himself?) H.N.I.C. (figure that one out). "Dink" Hill (formerly of Tucson, Orly, Nairobi and ?) was the Station Manager. Most of the maintenance personnel were from Milan. The aircraft used was a B707-331C, N792 TW (the Pope's Plane), (later changed to N791TW), which we named the "Congo Queen". Uniform of the day was "anything goes", but mostly short sleeve khaki shirts and shorts and desert boots.

We DHD JFK-Leo on Pan Am with a stop at Lagos, Nigeria.

TWA made three round trips each day - Pan Am only two. Round trip flight time was about four hours with an hour on the ground at Elizabethville to unload and then reload the empties for " " return to Leo. We had some interesting African "music as those empty drums would "oil can on climb and descent. We carried 140 - 55 gallon barrels per trip. Let's see now, 140 x 55 = 7700 gallons. If I remember correctly (maybe I should have been a ROPE), the 707's (except 331) burned around 2000 gph (about four times what the Connies burned) so, on a four hour round trip flight we were burning more fuel than we were delivering (typical government operation!).

Anyway, it was a fun operation. I made nine round trips each tour and, with duty rigs, and after a tour you had a full month. In Leo prices were cheap as the Belgians were gone and the tourists hadn't arrived yet. Also, Mobile Oil let us use one of their villas, which had a swimming pool.

After one tour I caught a UTA flight to South Africa and spent a few days there. After another I went up through Nice to Rome and then back to JFK. This operation only lasted four months (January through April 1966) and Ian Smith was still in power at the end of the year (see enclosure). Oh well, just chalk another one up to the taxpayers.

P.S.

This operation went senior, bidwise, for TWA crews and just the opposite on Pan Am. Maybe that ' s why Pan Am was blowing so many tires.

PAGE 82... TARPA TOPICS... NOVEMBER, 2000

TO F/O E. Kuball Kennedy Intl Airport Jamaica 30 New York

FROM:Sr District: Transportation COPIES ADDRESS : Manager - Flying CITY: Kennedy 1E101 Airport DATE: May 12, 1966

SUBJECT: CONGO OPERATION

It has been a little while new since the TWA Congo Operation was completed. However, I would like to take a minute to say that it was an outstanding success, and express TWA`s and my appreciation for your extra effort in making it such a success.

You were able to show "the world's most experienced" how to really run an airline.

I would also like to add a quote from a letter written by Mr. V. L. Trimble, Vice President Transportation-International.

"Although Elizabethville was a relatively high altitude field and short, and the boys were landing at maximum MGL, they turned in a superb piloting job for the entire period of the operation,. We did not blow a single tire or incur any ground or flight handling damages to the aircraft at any time. Weather conditions were anything but satisfactory and most flights were flown above 40,000 feet. Captains contributed substantially to improving the payload from 112 to 140 barrels per trip by agreeing to stripping every bit of non essential equipment off the aircraft and by reducing fuel loads to the absolute minimum.

This personal and direct interest in the operation in contrast to Pan American Crewe was especially noted and appreciated by the American Ambassador Mr. Godley.

I would appreciate your expressing to each of the Crew Members who served on this operation, my personal and this Region's sincere appreciation for the outstanding job that they did on this operation.

TWA can be very proud that we have men of this calibre in our organisation."

Thank you again for your cooperation.

C. M. Horstman PAGE 83... TARPA TOPICS...NOVEMBER, 2000

TRANS WORLD AIRLINES 605 THIRD AVENUE • NEW YORK. NEW YORK 10016 • U. 5.A.

VICE PRESIDENT TRANSPORTATION

June 6, 1966

Dear Ed: Enclosed is a reminder of a bright spot in our company's history in which you played a vital role.

TWA, in open competition with "The Worlds Most Experienced," showed that our self-imposed nickname of "The World's Most Reliable" is not merely a collection of fine words but an apt description of a dedicated group of ingenious professional people -- outstanding in every respect.

Ray Dunn joins me in sending you this memento of our thanks for your personal contribution to the success of the Zambia airlift.

Sincerely,

J. E. Frankum Enclosure

Mr. Ed Kuball 18360 Baylor Avenue Saratoga, California

PAGE 84... TARPA TOPICS... NOVEMBER, 2000

PAGE 85... TARPA TOPICS...NOVEMBER, 2000

News from The

Winds

Aloft

Press

THE LAST FLIGHT OF LIBERATOR 414133 PUBLISHED New softcover book is an in-depth analysis of the most visited aviation crash site in the world.

Examines the 1942 crash of a B-24D Liberator at Philmont Scout Ranch near Cimarron, New Mexico, in April 1942. Studies the crew and the training of its pilots as they progress through the Army Air Force Aviation Cadet Program. Book targeted at aviation and Philmont/Boy Scouting enthusiasts.

West Chester, PA .October 10, 2000 The Winds Aloft Press announces the publication of The Last Flight of Liberator 41-1133, a 456-page, softcover title which is a history of the April 1942 crash of an Albuquerque-based B-24 while on a roundtrip, training flight to Kansas City. In addition to serving as a through introduction to the crew, the book follows its two recently commissioned pilots from June of 1941 through their graduation from advanced flying school at Mather Field near Sacramento in February 1942.

Additionally, the book is a retrospective on the six months leading up to Pearl Harbor and its aftermath. The Last Flight of Liberator 41-1133 also contains considerable news from the popular media in locations where the crew trained including Albuquerque, Kansas City, Phoenix, Bakersfield, Sacramento, Tacoma, and Salt Lake City.

Several chapters of the book are devoted to Capt. Hal Blackburn and TWA's training of Army Air Force pilots in Albuquerque in 194 1-42. Among those former TWA pilots contributing recollections of TWA's Kansas City operations and the school in Albuquerque were Joe Can, Hutch Thurston, Walt Gunn, John Gratz, and Ed Betts.

The book contains 95 photographs and numerous line drawings, maps, and charts. The majority of the photos are from private albums and have never been published before.

Commenting on the book's direction, Mr. William Cass said, "With renewed interest in the World War H era, including building of the WWII Memorial in Washington and the popularity of films and books such as Saving Private Ryan and The Greatest Generation, I thought the time was right for a book which examines how young airmen trained for the war, how desperate America's situation was in early 1942, and how flying on the homefront was not an entirely safe proposition. Taking the reader through the aviation cadet program and along on the final flight was the best way to do that. It was also a tremendous outlet for my own interest in flying, aviation history, and Scouting."

PAGE 86... TARPA TOPICS... NOVEMBER, 2000

While a college student, Bill Cass worked summers at Philmont Scout Ranch, the world's largest youth camping and backpacking facility, and returns to Philmont frequently in his volunteer role as Vice President-Program of the Chester County Council, Boy Scouts of America. A suburban Philadelphia marketing communications executive, he is an instrumentrated, multiengine pilot of long standing.

The book's profits are being donated to the Harold F. Blackburn Fund (flight training scholarships), The Philmont Staff Association (for camper scholarships), and organizations with which the crew had some affiliation including the Tribe of Mic-O-Say (Heart of America Council, BSA), Hiram College, and the Grange Hall (North Jay, Maine).

"The Last Flight of Liberator 41-1133" Bookmasters Distribution Center Customer Service P.O. Box 388 Ashland, OH 44805 - or Tel. 1-800-247-6553 Fax 1-419-281-6883 toorder@bookmasters. corn $18.95 + $1.75 Shipping & Handling Ohio Residents add $1.18 Sales Tax. Pennsylvannia Residents add $1.14

PAGE 87... TARPA TOPICS...NOVEMBER, 2000

D8 ALBUQUERQUE JOURNAL

PHOTO COURTESY TERRY GUGLIOTTA, UNM ARCHIVES FLIGHT OF THE LOBOS: The reserves on UNM's 1929' football team pose In front of the airplane that took them to Los Angeles, making them the first NCAA football team to travel to a game by air.

Lobos

First

At the dawn of the new millennium, former Journal sports editor J.D. Kailer takes a periodic look at some of the most prominent personalities in New Mexico sports history. hen the University of New Mexico's football team flew to Los Angeles Oct. 10, 1929, to play Occidental College, it not only established an NCAA prece dent, but also put a pair of school "firsts" in the record book.

When coach Roy Johnson boarded his second team (reserves) and team manager on the Ford Trimotor airplane with Mayor Clyde Tingley plus 2,000 well wishers on hand, UNM became the first college team to fly to a game.

As the plane taxied out on the field for take-off, it was found to be tail-heavy. A search revealed that two students had tried to stow

W

To

Take

Flight

"Coach Johnson didn't want the starters flying to L.A. because they'd probably get air sick and be in worse shape than the reserves."

JACK RUSHING, FORMER LOBO away in the tail section, effecting the plane's balance.

Meanwhile, Johnson and his "first" team (starters) boarded the Santa Fe Railway train in downtown Albuquerque.

After the game — a 26-0 loss under the lights in Pasadena's Rose Bowl before 17,000 — UNM's first team boarded the Ford Tri-motor and the reserves returned home on the train.

UNM finished 1929 with a 2-4-2 record with wins over New Mexico Mines (Socorro) and Montezuma Baptist College (Las Vegas, N.M.), losses to Arizona, New Mexico Military Institute, Northern Arizona, and Occidental.

But not only had Johnson's Lobos established an NCAA first, but two

UNM firsts as well — first time under the lights and first trip to Rose Bowl.

Jack Rushing, 1938-39 Lobo tackle who had experienced those old days of flying, explained the "starters vs. reserves" simply.

"The Tri-motor couldn't take the entire team," he said. "Coach Johnson didn't want the starters flying to L.A. because they'd probably get air sick and be in worse shape than the reserves."

Rushing said the big planes flew between 1,000-1,500 feet above ground, probably landed five or six times for fuel stops, had very limited navigation instruments and "used the railroad tracks as markers in flying to Los Angeles."

PAGE 88... TARPA TOPICS... NOVEMBER, 2000

TARPA Tours Makes Plans for PEEKS AND VALLEYS Following the 2001 TARPA Convention in Philadelphia we are planning a post-convention tour to peek at the autumn foliage, the lifestyles of the rich and famous, early aviation and some of New York's lovely valleys.

Day 1

Depart Philadelphia for the Hudson Valley. Lunch at the Hyde Park Diner (50's style silver' diner) and an afternoon visit to the Old Rhinebeck Aerodrome museum and air show with vintage airplanes. We will overnight in an inn in Rhinebeck or Poughkeepsie.

Day 2 After a morning visit to the FDR library and home we will have lunch at the Apple Bakery Cafe in the Culinary Institute of America in Hyde Park. In the afternoon we will visit the Vanderbilt mansion nearby and then drive the short distance to Glens Falls, NY on beautiful Lake George for 2 nights in the Glens Falls Inn. Day 3 We will have the opportunity to see the fabulous Hyde Collection and then meet our Adirondack region guide for an all day Adirondacks tour including Prospect Mountain for a spectacular view of Lake George, garnet mine at North Creek, "great camp" Sagamore featured on TV's "America's Castles" and a dinner cruise on Raquette Lake.

Day 4 We'll drive to the Finger Lakes to visit the Coming Glass Museum (Steuben glass originated in the area). After lunch we'll see the air museum in Horseheads, NY and stay at the Lodge on the Green in Painted Post, NY. Day 5 We'll enjoy a scenic drive to Watkins Glen and see some of the Finger Lakes wineries with lunch at a winery. We'll spend the night at Catskill Corners Lodge.

Day 6 Our morning's drive takes us to the United States Military Academy at West Point perhaps with lunch at the historic Thayer Hotel followed by a cruise on the Hudson.

We'll overnight in Newark and have our farewell dinner together in a Portuguese restaurant called "Spain".

Tentative costâ&#x20AC;&#x201D;under $140/day/person. There will probably be a small single supplement. The price will include hotels, several meals, tours as mentioned above and transportation. In the next issue of TARPA Topics there will be a more definite itinerary with specific hotels, a list of meals to be included in the exact price. If you want to be included in the tour group please send the completed blank below to: Jean Thompson, 11 Shadewood Lane, Hilton Head Island, South Carolina 29926. You can call me at 843 681-6451 or email me atjetslanding-attglobal.net . We need to have at least 35 to make the trip a "go".

PAGE 89... TARPA TOPICS...NOVEMBER, 2000

Jean Thompson 11 Shadewood Lane Hilton Head Is. SC 29926

TARPA PILOT DEPARTS OSHKOSH The cover of the October 2000 Air Line Pilot Magazine features TWA Captain Bill Kientz and his son Buddy preparing for takeoff for their return to St. Louis. Bill and his son are representative of the many TARPA members who regularly attend the EAA Air Ventures in Oshkosh. Captain Kientz currently based is St. Louis is an Executive Vice President of ALPA and a longtime member of TARPA. Among some of the other TARPA members in attendance was a Save-A-Connie contingent whose beautiful Lockheed Super G Constellation was once again a star attraction..

PAGE 92... TARPA TOPICS... NOVEMBER, 2000

CORRECTIONS ADDRESS TELEPHONE OR E-MAIL (R) BRANDOM 865-544-7966 (H) BUSHEY

Kenneth W. Capt. kwbrandom@aol.com Mrs. (WILLIAM) Lillian

(E) CARLSON 916-984-1238 (R) CHICK 717-642-6312 (R) COLLINS 518-731-9000 (H) CONWAY 520-825-1478 (E) CRAFT 307-638-1447 (R) DAVIS 707-226-7160 (R) DOYLE 802-464-8928 (R) ESCOLA 209-358-6707 (R) FRANZ 941-596-9640 (R)GHEE 702-649-5393 (S)GIESCHEN 816-436-1081 (R) GIFFORD 561-283-6012 (R) HALLSTEIN 408-531-9771 (R) HALLSTEIN 760-771-5110 (H) HANSON 321-751-0523 (R) HEALY 913-663-2842 (R) HEALY 941-495-6987 (E) KARSHICK 631-589-3056 (R) KROSCHEL 561-743-6675 (R) MADIGAN 775-831-1265 (R) MARTINEZ 480-283-9968 (S)MCILVAINE 813-249-1287 (R) MEYERS 941-947-3037

Capt. (DOLORES) Richard M. twpilot@aol.com Capt. (JOAN) James E. chick@blazenet.net Capt. (DEBORAH) Ralph johnny@mhonline.net Mrs. (RICHARD) Annemarie Capt. (MARTHA) Ray W. rayjumbo@aol.com Theodore A. Capt. theodavis1 @compuserve.com C. W. Capt. (GEORGETTE) bdoyle@sover.net Richard D. Capt. (ALICE) daescola@aol.com Capt. (JUDI) Jerry capjer@aol.com Capt. (MARIA) Robert H. Ms. Ona M. onag@gateway.net Capt. (CONNIE) Eugene F. genecaptwa@aol.com Capt. (PATRICIA) Raymond H. rayharley2@aol.com Capt. (PATRICIA) Raymond H. rayharley2@aol.com Mrs. (OMAR L.) Teddy theoneh@aol.com Capt. (JUDY) Jerry, F. Jr mapahealy@aol.com Capt. (JUDY) Jerry, F. Jr mapahealy@aol.com F/E Frank A. Capt. (CAROL) Tom captkroschel@aol.com Ed Capt. (SUSY) edmadigan@attglobal.net Manual Capt. (DOREEN) Janie

Ms.

Roger Capt. (MARLENE) rogmeyers@aol.com

6131 Rivers Run Drive Knoxville, TN 37914 1925 Green Canyon Rd Fallbrook, CA 92028 1199 Blackberry Circle Folsom,, C A 95630 65 Oak Grove Dr. Fairfield, PA 17320 173 Johnny Cake Lane Coxsackie, NY 12051 1701 E. Mellow Trail Tucson, AZ 85737-8799 535 Brittany Dr. Cheyenne, WY 82009-5916 2848 Lennos Street Napa, C A 94558 P. O. Box 1775 West Dover, VT. 05356 2763 Clydesdale Ave. Atwater, CA 95301 5910 Rolling Oaks Ct. Naples, FL 34110-2303 1881 W. Alexander #2122 N. Las Vegas, NV 89032 3608 N. E. 72nd Terrace Kansas City, M064119 2258 Sw Bradford PI Palm City, FL 34990 2013 Carignan Way San Jose, CA 95135-1249 78-875 Rio Seco La Quinta, CA 92253-6414 4107 Melrose Court Melbourne, FL 32940 2034 Condolea Drive Leawood, KS 66209 13651 Worthington Way Bonita Springs, FL 34135 1028 Walnut Ave. Bohemia, NY 11716-0204 19800 U S Hwy 1 Sandpointe Bay #307 Tequesta, FL 33469-2367 P. O. Box 3565 Incline Village, NV 89450-3565 1403 W. WINDSONG DRIVE Phoenix, AZ 85045-0745 8817 Brys Drive Tampa, FL 33635 20259 Puma Trl Estoro, FL 33928-2002

PAGE 93... TARPA TOPICS...NOVEMBER, 2000

CORRECTIONS ADDRESS TELEPHONE OR E-MAIL (R) MOFFITT 505-864-2716 (R) MOSELY 760-373-3043 (A)MURPHEY 973-383-4462 (R)RICHARDS 209-492-0391 (E) RODGERS 417-276-5391 (R) SCHLIEP 253-858-9795 (R)SELLERS 949-723-6139 (R)TENAGLIA 1-203-746-2012 (E) TISEO, Jr. 941-596-8439 (E) TOWNSEND 813-397-1035 (R)TRAVERS 860-537-5474 (R) VAN ZANDT 334-621-9994 (R) VASILAROS 818-341-2244 (H) WALKER 203-761-9476 (E) WALLACE 415-435-3437 (R) WEEKS 816-931-6230 (R) WEEKS 218-829-1888 (R) WETHERELL 503-539-0189 (R) WIESE 636-256-7732 (R) WRIGHT 520-577-1642 (R)ZIMBLEMAN 941-423-3764

William O.

Capt. (DOROTHY)

Rufus Capt. rufus767@hotmail.com Capt. (JACKY) William A. p.murphey@att.net Gene .

Capt. (SUE) gene_richards@hotmail.com Capt. (NAYDENE) Melvin S. mel@u-n-i.net Capt. (SALLY) Marvin L. schliepm@aol.com Capt. (NANCY) Jim jds51537@aol.com Capt. (FRAN) John L. jftags@aol.com Capt. (RUTH) Charles chucktiseo@aol.com William E. Capt. (ALVA) wetownsend@aol.com F / E (EILEEN) James J. Capt. (WORTH) Barney B. bernvz@unisono.net.mx IRO (GERRY) Nicholas

Charlotte S.

Mrs. (JIM)

Donald E. Capt. (BETTY) donwsr@pacbell.net Capt.

Cooper Iweeks7855@aol.com Capt. LINN Cooper Iweeks7855@aol.com Capt. (DREAMA) Richard J. richwx@aol.com Capt. (ROSEANNE) Stephen R. sweise@compuserve.com Capt. (ANNA) John E. twcap@aol.com Capt.

James O. olejnik@earthlink.net

P. O. Box 169 N M 87002 Belen, Box 2086 CA 93504 California City, 21 Maple Ave. NJ 07860-2017 Newton, 221a Leveland Lane C A 95350 Modesto, 15285 E. 2020 Road Stockton, MO 65785 P 0 Box 1249 Gig Harbor, WA 98335 300 E. Coast H' Way #35 Newport Beach, CA 92660 6 White Birch Dr. New Fairfield, CT 06812 515 Bentley Dr. FL 34110 Naples, 8077 Brentwood Rd. Largo, FL 33777-2029 29 Glimmer Glen CT 06415 Colchester, 5912 San Bernardo Ave P M B#28521 TX 78041-2506 Laredo, 20407 Gresham Street Winnetka, C A 91306 100 River Road # 220 Wilton, CT 06897 1807 Lagoonview Dr. Tiburon, CA 94920 4960 Westwood Terrace Kansas City, MO 64112 10847 Pine Beach Peninsula Rd. Brainerd, MN 56401 P M B 242 , 8951 Bonita Beach Rd. #5; Bonita Springs, FL 34135-4208 15510 Wendimill Drive Chesterfield, MO 63017 6180 N. Via Presilla Tucson, AZ 85718 4617 Caribou Ave. North Point, FL 34287

PAGE 94... TARPA TOPICS... NOVEMBER, 2000

WELCOME NEW MEMBERS AND SUBSCRIBERS (S) BUCK 802-244-6841 (R) DALISE 401-822-2084 (A)DOLLARHIDE 636-938-4727 (A)EVERSMAN 630-369-1266 (R) LARSON 727-848-0409 (R) LAUX 609-667-3767 (R) MILES 203-775-9546 (R) MUNSON 904-571-5506 (R) MURPHY 702-293-4667 (A)MURPHY 660-484-3532 (R)O' CONNELL 845-357-6229 (S)PASCIUTO 972-717-4426 (R)PERDERGAST 352-394-8517 (S) RICHARDSON 303-321-3054 (R) ROBERTSON 408-532-8851 (R) SOKOLIK 509-448-8233 (R) VASILAROS 727-442-2440

Robert 0.

Mr.

(HOLLY)

Lou

Capt. (ELAINE)

Capt. (ANN) Rockney rdollar@tetranet.net Capt (JANE) Donald deversman@compuserve.com David L. Capt. (NANCI) nanci1@earthlink.net Robert Capt. (JOANN) rlaux@erols.com Capt. (DOTTIE) Ward lwmiles@snet.net Capt. (JOYCE) Dave djmunson@compuserve.com Capt. (PAM) James Capt. (JUDY) Torn tmurphy@greenhills.net Capt (GLORIA) Dennis F. 110067.3336@compuserve.com Mr. (MARY) Charles cpasciuto@aol.com Capt. (RUTH) Richard pendercler@worldnet.att.net Ms. Marsha trbas@aol.com Capt.

Bruce Gerry gsokolik@compuserve.com I R 0 (GERRY) Nicholas

173 Kneeland Hill Waterbury Center, VT 05677 64 Wood Cove Drive Coventry, RI 02816 1 Riverside Farm Drive Crescent, MO 63025 2315 Trowbridge Way I L 60532 Lisle, 5510 Clipper Court New Port Richey, FL 34652 219 Harvest Road NJ 08002 Cherry Hill, 23 Powder Horn Hill Road Brookfield, CT 06804 411 Walnut St. P M B 1058 Green Cove Springs, FL 32043 1410 Pueblo Drive Boulder City, NV 89005 Route 1 Norborne, MO 64668 39 West Gate Road Suffern, NY 10901-3128 230 Steeplechase Dr. Irving, TX 75062 12708 Lake Ridge Circle Clearmont, FL 34711 5401 Dakota #15 Denver, CO 80246 8502 Grenache Court San Jose, CA 95135 5419 S. Arthur Spokane, WA 99223 306 Leeward Island Clearwater Beach, FL 33767

PAGE 100... TARPA TOPICS... NOVEMBER, 2000