2001.11.TARPA_TOPICS

CONTENTS

TARPA TOPICS THE MAGAZINE OF THE TWA ACTIVE RETIRED PILOTS ASSOCIATION

FEATURE ARTICLES: DAP UPDATE

by Joe Montanaro

DEPARTMENTS: 3

9

PRESIDENT'S MESSAGE Bob Dedman

PHL CONVENTION CANX

by Clark Billie

EDITOR'S NOTE John Gratz

4

13

CLASSY SMALL PLANE

by Bill Dixon

SECRETARY/TREASURE Rufus Mosley

5

16

GRAPEVINE

by Gene Richards

27

FLOWN WEST

37

NATSPAC and the TWAers in it.

by Dave Richwine

31

APRIL 4, 2001

by Randy Kennedy

61

41 YEARS OF MEMORIES

by Bill Dixon

73

MARV KARLSON - A Life in Pictures

75

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

TTOPICS is an official publication of TARPA , a non-profit corporation., Editor bears no responsibility for accuracy or unauthorized use of contents.

Cover Photo Courtesy: TWA Airlines LLC

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EDITOR

ASSOCIATE EDITOR

GRAPEVINE EDITOR

HISTORIAN

FLOWN WEST COORDINATOR INTERNET WEBMASTER

TARPA TOURS COORDINATOR

John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 63017 (636) 532-8317 jpgratz@earthlink.net David R. Gratz 1034 Caroll St. Louis, MO 63104 dave@dgratz.com Gene Richards 221a Levelland Ln. Modesto, CA 95350 (209) 492-0391 gene_richards@hotmail.com Felix M. Usis III 1276 Belvoir Lane Virginia Beach, VA 23464-6746 (757) 420-5445 73644.3341@compuserve.com 2616 Saklan Indian Drive #1 John S. Bybee Walnut Creek, CA 94595 (925)938-3492 Jack Irwin 2466 White Stable Road Town and Country, MO 63131 (314) 432-3272 jack@smilinjack.com Jean Thompson 11 Shadwood Lane Hilton Head Island, S.C. 29926 (843) 681-6451

OFFICERS AND DIRECTORS, 2000 - 2001 PRESIDENT

FIRST VICE-PRESIDENT

SECOND VICE PRESIDENT

SECRETARY/TREASURER

SENIOR DIRECTOR DIRECTOR

DIRECTOR

PAST-PRESIDENT

Robert W. Dedman 3728 Lynfield Drive Virginia Beach, VA 23452 (757) 463-2032 rwd@sybercom.net Charles L. Wilder 14 Underhill Rd. (732) 364-5549 Howell, NJ 07731-2316 clwilder@prodigy.net 1810 Lindbergh Lane H. O. Van Zandt Daytona Beach, FL 32124 (904) 767-6607 hopvz@compuserve.com Rufus Mosley Box 2086 California City, CA 93504 (760) 373-3043 rufus767@hotmail.com Harry A. Jacobsen 848 Coventry Street Boca Raton, FL 33487 (567) 997-0468 1 Riverside Farm Dr. Rockney Dollarhide Crescent, MO 63025 (636) 938-4787 rdollar@tetranet.net Jack Irwin 2466 White Stable Road (314) 432-3272 Town and Country, MO 63131 jack@smilinjack.com John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 63017 (636) 532-8317 jpgratz@earthlink.net

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The TWA Active Retired Pilots Association

PRESIDENTS MESSAGE This year has been a tumultuous one and it will go down in the annals like December 7th. 1941.

America has been scarred deeply but, our commitment to our country and each other is stronger than ever. We must keep that resolve to stay strong and TOGETHER. - Therein lies our strength Sure, our proud airline is no more but, our people are protected and hopefully, they will have as nice of a career as we enjoyed.

Needless to say, canceling our wonderful Convention and all the associated tours was not easy one but, I, and our board and convention chairmen, thought in light of the events that had transpired, it would be inappropriate to hold it. Also, since the number of sign-ups for the convention was far less than we anticipated, I must ask this question to you all ... do you want to continue having our conventions? If so, what we must do is have our members "sign up" and "participate". It takes at least a year to organize and set up a convention with all of its side affairs and events. You cannot wait until one month before the convention to "commit ' yourselves. Our volunteers, and we all are,need to have your money and an agenda so that we may plan and execute. Let me know what your desires are, as the future of TARPA is at hand, Your Board will do what you want but we need your inputs and support. On that subject, we have decided against having our next convention in San Antonio. We are still considering alternate sites and will keep all informed.

To say this had been a difficult year for TARPA would also be an understatement. We have lost so many of our "old Warriors" and contributors to our TOPICS Magazine. Our editor and our Grapevine producer sure could use your inputs with articles, war-stones, jokes or just plain letters. Lets help them with their jobs.

My current plan is to open TARPA to ALL TWA pilots, regardless of age. This will be the last time we can gamer new members because eventually, they will be retiring as American Airlines pilots and probably join the Grey Eagles. The Grey Eagles have regional chapters, which makes for better participation but our TARPA is rather small to try that system.

As more and more people come "on-line", we would solicit you sending your e-mail address to our 2nd VP. Capt. H. 0. Van Zandt and Treasurer Capt. Rufus Mosely so that they may put you in our database. This allows for mass mailings and updating important information. It is also a nice way to stay in touch with your friends from TWA. Finally, know that your Board and several committees are working to make our lives better.

There are still unresolved items that are being tended to and when they are concluded, we will inform you all. Hoping that your Fall will be colorful and fruitful, Best of health and God Bless America.

Bob Dedman PA GE 3... TA RPA TOPICS...NOV EMBER, 2001

EDITOR'S NOTE In my wildest dreams, I never had a thought that I would end up being any kind of "Editor", and what has been happening in our world is surely beyond the wildest dreams of all of us, but here we are trying to hold on as the world spins more and more out of control. Who knows what will be when you receive this.

Many things have made this issue the most difficult in the five years of my tenure. Some of the things impacting the production of this TOPICS were small and personal. Some were cataclysmic. Among the smaller things effecting our preparations was the cancellation of the Convention. That caused us to lose the usual large amount of material and photographs that we normally include in a November issue. Written contributions from Members both in the main section and for Grapevine were also inexplicably below normal. It may be that the loss of TWA affected us to a more emotional extent than we realize. Feelings about our less than friendly welcome from AA have had added even more to our dismay. The terrible and cataclysmic attacks of September 11 may also have had some effect.

Nevertheless, we have received enough interesting stories and Grapevine contributions to enable us to keep TOPICS on course. Because of the cancellation of the Convention, the Board of Directors conducted their meeting by conference call. The minutes of that meeting are included in the comprehensive report of our Secretary-Treasurer. Dave Richwine told me that he was motivated by the article by Bill Townsend in our last issue to write about his World War II experiences. We always enjoy recording and reading such memories of the Greatest Generation.

Bill Dixon, who has been writing for publication since at least his Aviation Cadet days, again sends us a couple of pieces. Finally, we have put together a few things regarding TWA Flight Wing One at JFK, which is also featured on our covers.

Photos in this issue of TOPICS courtesy of: Bill Dixon, Dee Grimm, Norm Karlson, Hugh Schoelzel, Dan McIntyre, Dave Richwine, TWA Airlines LLC and Chris Watts.

PAGE 4... TARPA

TOPICS... NOVEMBER, 2001

The TWA Active Retired Pilots Association

SECRETARY/TREASURER REPORT OCT. 1, 2001 As of September 30, the membership is as follows: (R) Retired: 941 (A) Active: 71 (E) Eagles: 657 (H) Honorary: 392 TOTAL: 2061 There are also 55 subscribers to Topics, and 19 who receive complimentary copies.

We have added 31 new members since the last Topics, they are listed in this issue.

The financial data will be reported by me from 4-1-01 when Phil Belisle rolled a wheelbarrow full of documents and another full of money up to my front door, and I will use his data for the first three months of this year.

As of 1-1-01 the bank balance was $29,851.50.

From 1-1-01 through 9-30-01 we have had income of $46,187.66.

For the same period we have had expenses of $43,654.33.

As of 9-30-01 the bank balance was $32,384.83.

For the remainder of the year expenses are projected at $14,000.00 (Nov. Topics and misc.) and income at $10,000 (advance 2002 dues) giving us a breakeven year.

There is a dues envelope for 2002 dues inserted in the magazine, please send it to me with your check. Eagles are reminded that a change to the by-laws requires Eagles to pay $30 annually. Dues for (R) and (A) members remain at $40 and (S) at $30. As TWA always said: "Your usual cooperation will be appreciated".

Respectfully submitted,

Rufus Mosely

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C. RUFUS MOSELY BOX 2086 CALIFORNIA CITY, CA 93504 U.S.A. 760 373-3043 rufus767@hotmail.com

MINUTESof the October 9, 2001 TARPA Board meeting (via conference call).

Present: Bob Dedman, H. O. Van Zandt, John Gratz, Rufus Mosely, Jack Irwin, Charles Wilder, Rockney Dollarhide.

Absent: Charles Hasler, Harry Jacobson, Larry Ashcraft.

The meeting was called to order 12:03 PM EDT by President Dedman.

PRESIDENT'S REPORT: President Dedman introduced prospective Board member and First Vice President Charles Wilder and prospective Active Board member Rockney (Rocky) Dollarhide. Bob suggested opening the membership to all active TWA pilots, not just those age 50 and over. He feels strongly that the TARPA website should allow only registered members using their full names to post messages. He has a lady in Nevada who can handle all convention details for future conventions at no cost to TARPA. John Rolfing will be the 2002 Convention Chairman.

1 sTVP REPORT: Charles Wilder introduced himself to the Board. He retired 9 years ago, is a CPA, and has worked on the retirement committee, the B fund, and the lump sum group.

2 NDVP REPORT: H. O. Van Zandt continues to monitor and update the master E-mail list and facilitate communications. He reported that the DAP is in good shape.

SEC/TREAS REPORT: Rufus discussed the cash flow for the first nine months of 2001, with projections through year-end. Cash on hand 9/30 was $32,384.83. Expenses for the rest of 2001 are estimated at $14,000 and income at $10,000. It appears that we will have a breakeven year. The cash flow details are attached to these minutes. He reported on the current membership, which as of 9/30 was: Retired- 941, Active- 71, Eagles- 657, Honorary- 392, for a total membership of 2061. There are also 55 subscribers to Topics and 19 who receive complimentary copies. He discussed the proposed 2002 Budget, with income and expenses of $64,000; it is attached to these minutes. He reported that $4,000 was advanced to the PHL Convention group; we may get some of that back.

DIRECTOR/WEBMASTER: Jack Irwin said that the message board on the website is presently open to all, anybody can post a message. He is willing to work on a system to limit postings to registered members using full names, which was the consensus of the Board. He announced that the website will be advertising pictures, TARPA coffee mugs, calendars, TWA mugs, T-shirts, hats, and the book "Legacy of Leadership" as a benefit to Operation Liftoff.

DIRECTOR: Rockney Dollarhide introduced himself and thanked the Board for their confidence in him. He just opened a golf course in St. Louis and invited all to play.

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MOTION:The following motion was made by Rufus Mosely and seconded by Jack Irwin: Due to extenuating circumstances, namely, the demise of TWA at the end of 2001, and, the sudden cancellation of the TARPA 2001 Convention, in accordance with Article V, Section 2 of the by-laws which authorizes the board to determine TARPA Policy and to resolve problems arising between Conventions, be it resolved, that active (associate) membership be declared open to all active TWA pilots, deleting the age 50 restriction, with bylaws to be amended appropriately at the next Convention. This motion passed unanimously.

MOTION: The following motion was made by Rufus Mosely and seconded by Jack Irwin: Due to the resignation of 1st Vice President and Director Chuck Hasler and the resignation of Director Larry Ashcraft, in accordance with Article VI, Section 5 of the by-laws which authorizes the Board to fill vacancies occurring between Conventions, be it resolved, that Charles Wilder be elected as 1 st Vice President and Director, and that Rockney Dollarhide be elected Director. This motion passed unanimously.

TOPICS EDITOR: John Gratz said that he and his brother Dave will work with Jack Irwin and Rocky Dollarhide to advise all active pilots of the policy change deleting the age 50 restriction by putting up posters, stuffing mailboxes, etc. The MEC has asked for TARPA's help on seniority integration. The November Topics should be finished by this weekend. The conference call with Bob Baker regarding retiree passes looked promising; John, Bob Dedman, and Fred Arenas participated. Nothing else has happened since 9/11. AA "buddy passes" may be eliminated. Work is still in progress on insurance issues, AA may come out with an over 65 program. He reported on a letter from Bob Allardyce concerning OAL issues, with a letter from Congressman John W. Olver attached.

2002 CONVENTION: The 2002 TARPA Convention will take place in Chicago with John Rolfing as Chairman.

NEXT DIRECTORS MEETING: The next regular meeting of the TARPA Board will be in March 2002, in STL. ADJOURNMENT: The motion was made to adjourn the meeting by Jack Irwin and seconded by Charlie Wilder, this motion passed unanimously and President Dedman adjourned the meeting at 1:03 PM EDT. Respectfully submitted, C. Rufus Mosely SEC/TREAS

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New Members Michael Potter 15934 M St. Mojave, CA 93501

(spouse- Anna) 1436 Golfview Dr. Avon Park, FL 33825

Al Francis (spouse- Dottie) Box 44638 Rio Rancho, NM 87174-4638

Paul Sedlak (spouse- Margaret) 5 Nutmeg Lane New Canaan, CT 06840

John Bachmann 10 Schoolhouse Lane Lebanon, NJ 08833

Webb Perryman (spouse- Betty) 6333-71 E Viewmont Dr. Mesa, A Z 85215

John Stiegelmeyer (spouse- Sharon) 1903 56' St. Vinton, IA 52349

Barry Miller (spouse- Linda) 3450 Sunset Key Cir. #C Punta Gorda, FL 33955

Nicholas Kendall 2004 Rivers Edge Rd. Windsor, CO 80550 Dick Bielot (spouse- Anne) 4381 S Atlantic Av #202 New Smyrna Beach, FL 32169 Thomas Damitz 2-B Ridgewood Terrace Johnson City, TN 37601-1146 Agnes Golden (S) 1501 Thrush St. #A Springdale, AR 72764

William Cliff (spouse- Gabriella) 83-103 1 Kahauloa Pl. Captain Cook, HI 96704-8325 Robert Dixon (spouse- Phyllis) 4386 E. Kingsbury St. Springfield, MO 65 809-2325 Joseph Floeter (spouse- Frances) 12 Shingle Oaks Glen Carbon, IL 62034 Hank Happy (S) 123 Earle Rd. Charles Town, WV 25414

Richard Haupt (spouse- Beatrice) 12403 Clifton Hunt Dr. Clifton, VA 20124

Heather Happy (S) 414 Westwind Dr. Davenport, FL 33837

Gregory Lee (spouse- Mary Ellen) 1135 Urbandale Lane N. Plymouth, MN 55447 John Malandro, Jr. (spouse- Jacqueline) 215 Bryans Rd. E. Norriton, PA 19401 Doug Alexander (S) (spouse- Gwen) 9163 W 121 ST. Overland Park, KS 66213 George Karamitis

David Sanderson III (spouse- Olga) Box 280 Sierra Vista, AZ 85635-0280

James Majer (spouse- Rosemary) 3 Beaufort Gardens Ascot, Berkshire, UK SL5 8PG John Duhig (spouse- Sybil) 825 Links View Dr. Simi Valley, CA 93065 Carl Jacobs (spouse- May) 618 Mountain Rd. Kinnelon, NJ 07405-2129 Rick Martin (spouse- Gayle) Box 20217 Albuquerque, NM 87154 John Toomey 12 Dodgingtown Rd. Bethel, CT 06801 Simon Theriot, Jr. (spouse- Roslyn) 104500 Overseas Hwy. #A304 Key Largo, FL 33037 Blaise Thompson (spouse- Della) 1235 Spinnaker TN. Monument, CO 80 132-9006 Greg Frey (spouse- Maureen) 1110 Tyler Av. Spninghill, FL 34606-4740 Arthur Capps (spouse- Christina) 3615 Wonderview Dr. Hollywood, CA 90068 Sandy King (spouse- Carol Ann) 307 Wickersham Dr. Savannah, GA 31411 Dorothy Rush 2800 W. Illinois Ave. Apt 8A Midland, TX 79701

Martin Sailer (spouse- Barbara) 567 Cafferty Rd. Upper Black Eddy, PA 18972

Doug Alexander (spouse- Gwen) 9163 W. 121 St. Overland Park, KS 66213

Ed Lankenau (spouse- Pat) 275 Sandy Run Melbourne. FL 32940

Ed Vellecorse (spouse - Susan) 2228 Scarlet Rose Dr. Las Vegas, NV 89134-5905

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Directed Account Update for TARPA I had looked forward to seeing everyone at the conference in Philadelphia last September. Sorry we missed that event. Hopefully our lives will get back closer to normal with time and next years' meeting will go as scheduled. Since I did not have the opportunity to speak at the conference, the editors of TARPA TOPICS asked me to give you an update with this article.

The TWA/American deal created a great deal of uncertainty for our DAP. The purchase agreement called for the termination, liquidation, and distribution of assets of all the TWA qualified plans. Seeking out what was best for our participants, we set out to preserve the structure of the DAP in its present form. Now, more than a half a year later, that has been accomplished. We have filed an amendment with the IRS that maintains the Directed Account Plan in its present form, the major change being the two TWA Credit Union directors replacing the two TWA directors on our Board of Directors. The Directed Account Plan is now independent of TWA and American Airlines. There will be no forced liquidation or distribution of assets. The plan remains in the same form and will be operated the same as the plan you have become familiar with over the last eight years. Our objective early in the year was to preserve "business as usual" and we have done that. All the other TWA qualified plans will be terminated. We are happy not to be included in that large group. Termination is generally not in the best interest of all participants.

I mentioned the Board of Directors. I have enclosed (Table One) a chart showing the existing members. We presently have a vacancy that our nominating committee is working to fill by year-end. The outside board members possess years of investment expertise with mutual funds and the oversight of billions in retirement assets.

DAP Asset Growth (Table Two)- Asset growth since the inception of the DAP has been significant and was steady through 1999. The chart shows the effect of the 2000 stock market and we can expect further shrinkage in 2001. Long term performance as of 8-31-01 (Table Four) however is still good. Recently, the stock market has experienced some significant slides. When you're in the middle of a downturn, it can seem downright apocalyptic and the stock market has been highly volatile recently. Don't abandon your long-term investing strategy by watching the days instead of the decades. Keeping sight of your personal investment objectives helps you keep time on your side. The best days of the market are not marked on anyone's calendar ahead of time. Neither are the worst days. Throughout the market's history, too many investors have tried to predict the market with little success. Even professional investors have difficulty with market timing. Stick to your investment strategy. The proof of this can be seen in the long-term return of the Moderate Model Portfolio. Many of you, who have never moved from the Moderate Portfolio since inception (July, 1993), have experienced better returns than those who chose to time the market and continually move their assets from option to option. Being fully invested in the S&P 500 from 3/31/91 to 3/31/01 would have returned an average annual return of 14.41%. Missing (being in the money market) the 10 best days of that ten-year period would reduce the return to 9.76% annually, and missing the 20 best days would lower your return to 6.48%. Stay invested-don't try to time the market!

One of our retirees whose account was worth approximately $580,000 in October, 1992, stayed

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in the Moderate Portfolio, withdrew almost $500,000 over the years through August, 2001 and still has an account valued at approximately $500,000. The Moderate Portfolio remains a good choice for a well-diversified portfolio with an excellent track record. The asset allocation is continually rebalanced to maintain the proper diversification.

Minimum Required Distribution (Age 70 % ) IRS rules are in transition for this year. The IRS will allow the MRD to be determined by the old or the new table. Our plan will not use the new table until next year. If you have not taken the minimum distribution required by the IRS by mid December, we will send you the required amount by year-end to avoid the harsh 50% penalty on the minimum amount not taken. We will be sending everyone affected by the MRD rules a notification in early 2002 detailing your MRD for that year.

Plan Expenses We continue to operate the plan for around 50 basis points (one-half of one per cent) of Assets. Plan assets continue to be at a level that will support that efficiency of operation regardless of some assets leaving due to the American / TWA deal. Table Five provides a Year 2000 Expense Overview. The bottom half of the table shows the expense ratio of the individual options. You can quickly see that our expense ratio is very favorable when compared to the Morningstar Mutual Fund Average cost.

Beneficiary Forms TWA Benefits Department will close down in the near future. The impact of no benefits department will be a missing link of information to the plan for notification of deceased participants.

All DAP participants should insure their DAP beneficiary form is up to date. Instructions should be left for beneficiaries to contact Benefits Express in the event of participant's death.

TWA Benefits will continue to serve this function for the time being but I am sure American will not be responsible for future death notifications. Not a popular subject but an important one. Be sure someone is responsible for notifying the Plan in the case of your death. Ensure your DAP beneficiary form is current. Beneficiary Forms are available from Benefits Express (1-877-489-2327) or from the Plan's Web Site ( www.4twadap.com) Plan W eb Site General plan information about the Directed Account Plan including current option net asset values (previous night NAVs) is available on our customized Web Site (www.4twadap.com).

Detailed information on your own account is available with Social Security Number and PIN at www.resources.hewitt.com/4twadap. Use both Web Sites to keep yourself fully informed about your Plan and your individual account.

Statements The Directed Account Plan sends out quarterly statements. You can expect to receive a statement in April/July/October/January. The year-end statement that you will receive in January

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will be in color and will recap the previous years transactions. Remember, you can always request a statement for any time period from Benefits Express or from the Web Site www.resources.hewitt.com/4twadap.

I am happy to report that in this period of changing times, the DAP will continue to provide you with an effective and efficient investment plan. I am sorry I could not meet with you in person.

I hope the above information is helpful. Please call me at 314-739-7373 if you have any questions.

See you next year at TARPA 2002.

Joe Montanaro Executive Director

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TARPA 2001 Philadelphia Cancelled Tuesday September 11, 2001 8:00 AM: I' m airborne in my Aeronca Champ enroute to Doylestown, PA for some work on the left brake, which has been a little weak. Departed Van Zant airport, a grass strip in Bucks County North of Philadelphia, a very serene place well known to Captain Bob Buck who lived nearby for many years. Three thousand feet above the field you can see the skyline of Philadelphia and New York including the World Trade Towers. This day I climb only to 700 feet for a quick 7 mile trip unknowingly missing my last chance to see the Towers (I was last in the World Trade Center in 1985 at the "Windows of the world" restaurant to honor the entire crew of hijacked TWA 847 - ironic). It takes about an hour to adjust the balky brake and by that time the cell phone is ringing. The news is stunning and perplexing, the weather is truly spectacular "not a cloud in the sky" day!

After a short walk to the FBO a local reporter has already arrived to find a pilot to interview and I'm the only one who has flown in that morning. The usual questions about how an airliner can fly into the Towers etc. and the usual answers except to one question, she asks, "why a pilot would do this?" I answer that no American pilot would do such a thing. Her next question is "you mean even with a gun to his head?" My answer is both immediate and resolute "no way".

The immensity of the event is only very slowly sinking in. The TV inside now reporting a second airplane possibly an AAL 737 has struck the other tower. I decide to take the Aeronca back to Van Zant and head home.

10:00 AM: Quick "prop" start courtesy of a friend and I'm taxiing out for takeoff. Runup normal but as I pull up to the runway suddenly a car is stopped in front of me and a local instructor gets out to find tell me that all airspace is closed! Not much choice here, back to the chocks to park and ground transportation to Van Zant to pick up the truck left there early this morning.

Noon: Home after a few chores enroute though my mind as with everyone else is now focused on the Towers and the horrific events that we now know have occurred.

The next few days are a blur of stunning disbelief that slowly gives way to anger and frustration. We are within a few days of beginning The TARPA 2001 convention here in Philadelphia (September 19 th '!) and all airspace is closed! By Thursday there are a few cancellations and we are beginning to ask the question "can we still have the convention?" An e-mail arrives from Dick Zudis "is the convention still on?" My response is "absolutely" I know TWA employees and retirees are not going to be intimidated by some lowlife terrorists, we've been there before and these colors do not run!

Friday an e-mail comes from Rufus Mosley—can we still have the convention? The airspace is opening then JFK closes again due to further threats. I talk to the committee and conference

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Bob Dedman to myself and Ephe 0lliver our fiance guru. Joe Gallagher, our computer guru, is trapped by events in Shannon Ireland. When we finally hear from him he is number six thousand something on the list to depart Shannon (he is full fare!). Looks like he might get out Monday but that is a big if! By Friday evening things are not looking good. The great concern is whether non-revs will be able to get to Philadelphia and if all could get here what would be the mood for a gala few days? calls after a conversation with TWA pass department. They inform him that EEE's John Gratz IE are cancelled for the next two weeks but that non-revs can still travel with new and more difficult procedures. STL passengers are being told to arrive 4 hours before flight time!

Friday 8:00 PM: After more discussion with the committee, Bob Dedman and John Gratz, I am recommending we cancel the PHL convention. After a year and a half of hard work and planning by an incredibly hard working and very capable group of dedicated TWA pilots and wives we have made a hard decision. Not the one we would have most liked to make!

Saturday AM: Jim Anderson, Ephe 0lliver (Joe Gallagher is still in Ireland) and I divide the list of attendees to notify everyone either by phone or the internet (e-mail) that day so that all can cancel hotel reservations and travel plans ASAP. The task is complete by early afternoon except for Harry Mokler who is on the road somewhere (he calls later that weekend and gets the word.)

Monday September 17th: The hotel and tour operators are formally notified of the cancellation (the contracts were reviewed prior to the decision to cancel). The groups all understand and with one exception we recover all deposit monies expended.

Friday October 5th: Ephe 0lliver and I meet to make a decision on refunds. We are going to be able to refund all money except $15 of each registration fee. The checks will be mailed the weekend of October 13th . The remainder of the funds will cover some non-recoverable expenses. Any money leftover when it is all settled will go to the TARPA treasury.

Many of the attendees have asked us to keep the money and some have suggested we contribute the money to a charity for the victims of the September 11t h tragedy. While that notion is a very noble one, we feel that such a decision should rest with each individual member and accordingly have returned as much of the money as possible.

A few final notes:

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The TWA Credit Union generously intended to sponsor the "Hospitality Suite" and we thank them for their support.

The committee was remarkable throughout the 18 months leading up to what is now a great disappointment.

Joe Gallagher managed to computerize so much of what we did. The application, tour descriptions, name tags all took many hours to accomplish and he did everything with good humor even when we did not get it.

Jim Anderson, our reluctant member (only until he found out we had cookies at the meetings) handled the signs and souvenirs including goods that were ordered for sale at the convention.

Everything arrived on time now all we have to do is find a way to sell it!

Chris Anderson did a great job on the Amish tour and even convinced Ben Franklin to come to the banquet!

Ephe 0lliver treasurer and another computer whiz developed a spreadsheet with Joe Gallagher that kept us all up to date throughout the process. He kept a very tight control of the expenses and the recovery that resulted in the refunds is his fine work.

Bonnie 0lliver , our best shopper! Bonnie handled the dinner cruise and the Longwood Gardens tour. She was always alert to bargains and saved us a significant amount of money.

Marlene Billie, my special committee member (she keeps me focused in the right direction).

Marlene handled the historic tour (we even visited the stable to be sure the horses were being treated humanely) Participation was across the board. Let me tell you that there was no holding back when it came to opinions and good ideas came from all quarters!

Everyone on the committee contributed so very much to the process. In our disappointment canceling the convention we have all become closer friends and I am grateful for the experience. I sincerely thank all of them for such an outstanding effort!

There will be another time and probably another place.

Marlene and I will be there, hope to see you then.

GOD BLESS AMERICA!

Clark Billie

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CLASSY SMALL PLANE BUILT IN GARAGE (Took 20 years to complete) By Bill Dixon Recently completed in his garage in San Jose, California, after twenty years of effort, Sven Ingels, 82, a retired aerospace engineer, has built a small but impressive, all metal, singleplace, rear engine pistonpowered plane, which probably will have been flown for the first time by the end of August. It has been licensed by the FAA as an experimental aircraft.

Looking as though it came out of a miniature aircraft plant instead of a kit, and boasting retractable landing gear, it was constructed during the past two decades primarily in the garages of two residences occupied by Ingels during this period. He started it when living in Saratoga, CA, by first assembling the vertical tail fin, and finished it this year in the adult community where he now lives. It truly ranks as a monumental endeavor. I would be proud to own it.

The sleek, streamlined aircraft, looking too small to hold a pilot, much less fly, was made from a starter kit Ingels purchased in 1973, from a company which subsequently went bankrupt. Four thousand of the kits were sold, but only about 40 were completed. How many planes ever flew is not known by Ingels.

It would require someone as dedicated and skilled as he is to put together such a complicated, beautiful airplane. It stands a mere five feet high, with a wing span of twenty one and one-half feet. Empty weight is 460 pounds. Max takeoff weight is 845 pounds, which allows 190 pounds for a pilot and 196 pounds for 28 gallons of gasoline, which will keep it in the air for approximately three and one-half hours.

There was no engineering support from the maker, and the kit was only 10 to 15 percent complete -- just a box of sheet metal. For example: no engine, propeller, or fuel system were included, plus many other essential bits and pieces. Ingels attached the super-thin, shiny aluminum skin with recessed rivets. Everything is so finely and smoothly finished, it rivals a modern airliner. No wonder it took 20 years. It takes so much time to keep the surface shiny, he is considering painting it.

Ingels said when his plane was first introduced by designer Jim Bede, it was considered the most beautiful kit aircraft ever offered, and Ingels recalls every pilot he knew felt he must have one! However, lack of a suitable engine made the production of kits short-lived, and those having received partial kits were left to utilize what powerplants were available at the time.

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The most popular was the Honda Civic auto engine, and although heavy for the horsepower produced was the most successful and did power a few of the kit aircraft. After much investigation and research, Ingels opted for the Hirth F-30, 2-cycle, 4-cylinder opposed engine manufactured in Germany. With this power plant, he is anticipating a cruising speed of 190 to 210 mph.

With wings detached, the aircraft was transported by truck to Aircrafters, a small company at Watsonville, CA, airport specializing in repair and helping aircraft home builders complete such projects. The engine Ingels installed would not develop in ground taxi tests the 95 h.p. necessary to meet specifications, requiring the propeller to be redesigned. It is now okay. A professional pilot will do the test flying in late August. and Ingels hopes to renew his pilot certificate in order to fly it himself later.

Ingels has a long background in aviation, starting with flying model planes in his youth. He became interested in larger planes, building from scratch with a partner, Stan Hall, his own twoplace, dual control glider (a rarity in those days) after completing an aviation mechanics course in high school in 1936. He later learned to fly light powered craft and became a civilian glider pilot instructor for the 5th Army glider training program in WW2 until it was canceled in 1943.

He has enjoyed a mixed bag of flying, as Ingels puts it, with about 1500 hours of flying for fun in powered aircraft and high performance sailplanes. He worked in the aerospace industry for Douglas and Lockheed, spending 20 years with the latter. He retired after 7 years with Ford Aerospace in Sunnyvale, CA. Today, he is an active member of the SFO Bay Area Soaring Association. He does most of his sailplane flying, his original love, out of Hollister airport, near San Jose. "This personal plane project could never have been completed," Ingels emphasizes, "without the assistance of many friends to whom I am very grateful, principally Stan Hall of Cupertino and the staff of "Aircrafters" at Watsonville.

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NATSPAC AND THE TWAers IN IT By Dave Richwine The venerable (age 90) Bill Townsend's article about his WWII experiences in Alaska in the last issue of TARPA TOPICS brought back a whole flood of memories for me. After consulting my Navy log books and some other reference material I have on WWII NATS operations, I came up with some things that may be of interest to a few of our old timers who may be left and, possibly, to some of our younger aviation history buffs.

One of the things that tends to jog my memory is the number of TWA pilots involved, particularly in the NATS Pacific operation.

They include TWA co-founders, (along with Jack Frye) Paul Richter, and Walt Hamilton, as well as Tommy Tomlinson, Johnny Harlin, Doc Mesker, Wendell (Pete) Peterson, Marion Hoblitt, of the more senior genre. And than there was a large younger group which, in addition to Bill and myself, included the following: Al Barnard, Tom Bradbury, Jack Hulburd, Frank Sargent, Chuck Myers, Eddie Laakso, Jack Gandy, Tommy Roscoe, Orville (Swede) Ericson, George Blackmore, Rene Pinel, Arnie Lundberg, Herb Ottewill, Walt Gates, Bunky Moorhead, Bob Knowles, Ned Mackrille, Dick Merrick and Otto Kiefer. The group also included our Marine Corps brothers, Russ Bowen and Ev Vaughn. (Apologies to any one that I might have inadvertently left out).

This whole group of younger guys were included in a Navy category (AVG), which means that they all had at least four years of active duty (one year of training and three with the fleet).

There was a large number of this group spread out over all the other major airlines. NATSPAC also had some non-flying officers from TWA, including meteorologist Newt Lieurence, Joe Brumit, Harold Shipman and Don Kurtz that I remember.

Walt Gates, Bob Knowles, Bunky Moorhead and I were the first four Naval Reserve officers to be called back to active duty from TWA. While not completely unexpected, the pre-Pearl Harbor call came a little too soon for us because, in spite of our somewhat lowly status, we were beginning to like the airline life. We feigned terrible disabilities when reporting for our physicals. However, the examining Flight Surgeon at Fairfax Naval Reserve Base said "Save it, you guys ... your bodies are warm and you are going!"

The four of us reported to Pensacola in July 1941. 1 wound up instructing in P2Ys and PBYs. This was pretty dull until after Pearl Harbor when we started training British pilots and crews in their PBY-5s. These were the last of the strictly seaplane PBY's. All the future Catalinas produced were amphibians. Also these particular planes had no radio or intercom system, which made coordination of stations during aerial gunnery exercises most interesting. During this Pensacola duty, and acting on a rumor I heard that the Navy was getting some four engine equipment, I contacted a regular Navy officer with whom I had served in the fleet and who was then manning the VPB design desk in Washington. I asked if he knew how I might get assigned to fly them. He replied that the Navy was planning on developing a four engine utility squadron that could move personnel and cargo all over the world. Within a week or two I received orders

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to report to the NAS at Norfolk, Virginia for assignment in connection with commissioning of VR-1, the Naval Air Transport Command's first squadron. Things had obviously changed, and rapidly.

The Navy's four engined equipment on order at that time included the PB2Y Coronados, R5Ds (DC-4s) and the Lockheed Constellations (about four years Consolidated PB2Y -2 Coronado of V R-2 away). what PAA's rates to the Navy were for this great service (Dullsville) but they had to have made out like bandits.

Following this enlightening experience, I found myself back with the VR-1 group on the R4D run. Somewhere between my return to Norfolk and departure under orders for Alameda, I persuaded the very lovely "Miss Virginia Beach", one Violet Elaine Cohoon, of Elizabeth City, NC to marry me. Fifty nine years later, we're still together.

Following our transcontinental automobile trip, I reported to the newly commissioned VR-2 about the same time as Bill Townsend did. Things moved fast in those days and many of the AVG's were wearing two hats again, flying the line and holding down department jobs. I was first the training officer and then Squadron Engineering officer. Bill flew seaplanes for several months before moving on up to Alaska. My log reflects that I flew a couple of trips with him to pick up planes in San Diego.

While the new VR-2 had been designated as a four-engined seaplane operation, they only had one plane on our arrival and that was the XPBS-1 Sikorsky, of which only one prototype was made for competing for the contract eventually given to Consolidated Aircraft for the PB2Y series of Coronado boats. However, we were receiving some R4Ds (C-47s) originally ordered under an Army contract with Douglas and which were quickly utilized on a transcontinental run and the start of the Alaskan operation. Both of these operations were subsequently turned over to separate commands; the domestic run going to VR-3 based at Olathe, Kansas and the Alaskan operation going to VR-5. The first couple of months that I was in the squadron, VR-2 operated only the Sikorsky which later met its demise when it hit a semisubmerged 16"x16" ship shoring timber while landing. The impact opened up the front end of the plane like a sardine can and it stayed afloat only long enough to permit the NAS emergency crew to get all personnel off. Tommy Roscoe, a new TWA captain, was pinned under the navigators table and was the only fatality. Admiral Nimitz and a few of his staff were on board, but there were no other injuries save a couple of broken arms.

Once delivery of the PB2Y's started, things happened rapidly again and we soon had a daily flight going between SFO and HNL. Personnel were pouring into the squadron and much time

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was given to training not only pilots, but other crew members as well. Incidentally, the PB2Y2 was the Navy's first production four engined boat. There were six built, five going briefly to VP 13 in the South Pacific and one being kept for conversion to the PB2Y3 models. one of the VP-13 Coronados that we received was credited with shooting down a Japanese "Betty" after making a fighter-type overhead diving approach out of some clouds.

It reportedly took only fifteen seconds from first burst to make the "Betty" a piece of flaming wreckage. VR-2 took delivery on these models from a unit in San Diego commanded by TWA's Doc Mesker, who was later to command VR-2, and whose post-war duties with TWA included Chief Pilot at SFO and later MKC. The airplane itself was somewhat of a challenge to the pilots. It had no engine driven generators - only two APUs. It also had the temperamental Curtiss electric props which were not long out of the experimental stage. Further, having no vented step, it had a proclivity, when riding up on said step where a minimum of hull surface contacted the water, to be overcome by the engine torque, causing it to veer to the left. on all full power take-offs, it was necessary to reduce (and juggle) number four throttle to maintain a heading until full rudder control was gained, making the take-off something of a sporting event.

Chuck Myers, another TWA Captain, had the unfortunate experience of having a PB2Y2 sink on take off . I was working late that evening at my Engineering desk and, on climbing into my car to go home, I saw Chuck taxiing out into the bay, so I proceeded to the Alameda wet basin sea wall to watch the take-off of our daily flight to HNL. Everything appeared normal at first, but the plane never did get on the step. The engines seemed to be working harder and the plane riding lower as it had proceeded much farther into the take-off run than normal without getting on the step. Suddenly, the power was cut and the plane sank almost instantly up to the wing with crew and passengers pouring out of the navigators hatch onto the wing and top of the hull.

Seaplane operations were not under the Oakland airport traffic control, so I went immediately to the emergency rescue unit only a couple of hundred yards away, where the Chief in charge dispatched a power rescue boat and called for a back up. He informed me that the "MARY ANN" (wrecking barge) was only operating with one "screw", but was usable and it also was underway shortly. The salvaging of this plane from San Francisco Bay's outgoing tide and vicious cross currents would fill a small book, but suffice it to say that by 10:00 o'clock the next morning, I was in a standard Navy motor launch with the plane under tow and riding high out of the water on its way back to the A&R shop.

This accident was due to an untrained young crewman who was sent back to make the final seaworthy check of the tunnel hatch. Seeing all of the cam-over dog-type latches in the same relative position, he had reported said hatch as "secure for take-off'. The latches were all in the same relative position all right, but were in the "unlocked" position. When the tail went low in the water, as it does before riding up on the step, a 3x6' wall of water under terrific pressure poured into the hull and could not be stopped. As the pilot's seats in that plane were elevated about three feet above the catwalk which served as the plane's deck, it is anyone's guess how soon Chuck knew what was happening. If nothing else, it resulted in a great "Abandon Ship" drill!

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Eight or nine months later, the plane came out of the overhaul shop pronounced fit for duty. I don't know how many trips it made after that, but I do remember well the last one. I picked it up for a return trip from HNL to SFO. About 200 miles out, one APU quit as did the auto pilot.

With our entire electrical supply for the radio, props, etc. dependent on one APU and more than 13 hours to go, I opted to return to Pearl Harbor. There was an Adcock range for Hickam Field and John Rodgers Airport (Later HNL International), but none for seaplanes, only a 50 watt aerophare. I contacted the PAA base at Pearl City and requested a string of float lights to be put out in Pearl City channel which was shorter than the dog-legged Pearl Harbor one, but not cluttered with unlit assorted Navy vessels. The entire area was otherwise blacked out except for the occasional flickering of lights from acetylene torches leaking out from around blackout blinds at the submarine base. The float lights were visible from the coastline, but the area between there and the channel was blacker than the inside of a hat. I had no idea how high the terrain was or exactly what obstructions were in the flight path, although I remembered that there were some buildings there. This was not a normal approach path. Accordingly, I used the same procedure that Bill Townsend used in his memorable approach to Kodiak under adverse weather conditions. I had the radioman let out 150 feet of trailing antenna with a lead "fish" on the end. He held the wire in his hand so he could feel any contact or loss of the lead weight. I figured that would give me about a 75 foot warning. All went well, except for my new co-pilot's condition, and we made a safe landing. I wouldn't say that he was scared stiff, but he sure couldn't handle the cockpit radio. I stayed with the plane and two days later, it made its final trip to SFO. it was retired after that. About this time, the PB2Y3s with their vented step and which were all-around better fitted for transport operation were being received and put into service so fast that it taxed everyone to keep them manned. All line pilots were pressed into service training new crews.

Somewhere about this same time frame, NATS started taking deliveries on the R5Ds (DC-4) and a special squadron for land planes was formed (VR-11) with Wendell (Pete) Peterson, TWA Captain, as its first C.O. TWA pilots Frank Sargent and Walt Gates operated an R5D training base at Walnut Creek in order to keep up with crew demands for this plane.

At the outbreak of WWII, many of the remote places in the Pacific were accessible only by surface ship and seaplane. The latter played a huge role in air logistics at the time. Our western route included Johnson Island, Kwajalein, Majuro, Manus, Saipan, Guam, Pelilieu, Midway, and eventually the Philipines. We also flew hospital planes in and out of Okinawa. To the south from HNL, it was Palmyra, Canton, Wallis, Funafuti, Suva (Fijis) Noumea and New Caledonia.

We had a PBM detachment operating out of Noumea to Brisbane, Sydney, Auckland, the Samoan and Society Islands. I don't recall any TWA pilots being involved in that operation. However, with the advent of Marsten matting, even the smallest and most primitive atoll could be made to accommodate land planes almost instantly. By the end of the war, NATSPAC was still operating some 45 of the Coronado flying boats, but the 60 R5Ds dominated the scene with R4Ds being utilized in some localized operations.

State of the art flying in the Pacific, particularly with seaplanes, was a lot different than it is now. The ocean was the same size, but it sure seemed a lot bigger flying at 150-165 knots. VHF communications were just starting on the airlines and we did not have them yet. The only Adcock ranges were on the west coast and HNL. Loran and GCA were in the experimental

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stages and there were no radar or omni ranges, let alone inertial or GPS. Night navigation was all celestial. When we could get the shots with bubble octants, and using antiquated tables, we were lucky to get and plot a three-way f ix in twenty minutes and were happy with a 25 to 30 mile triangle. All daylight flights were done with dead reckoning. Most of the time we had to be happy with wind computations gained by dropping a smoke flare and getting drift angles on two divergent headings, using a pelorus tube and base from which we could compute current wind direction and velocity. Even the Adcock range in HNL had multiple, and sometimes swinging, legs. our best help was from loop bearings on strongest terminal stations. South and west of HNL we had to settle for signals coming from aerophares, some of which were very low power and often inoperative or shut down due to radio silence in the forward areas. Thanks to the much milder weather in the Pacific most of the year, we had no navigational losses, although we all made occasional square searches when our only alternate was in our fuel tanks.

Our flying boats grossed 68,000 pounds for take-off and carried a crew of seven to nine. (PAA's Clipper Ships grossed 65,000 pounds). They were not insulated, but were unlined, just bare metal shells that could get colder than the proverbial well diggers butt in the winter time. We often wore fleece lined boots and carried plenty of blankets for those 15 to 17 hour crossings.

Sea planes, while carrying a very substantial payload, were something less than operationally efficient otherwise. We only had beaching gear at the main stations, relying on a few floating docks and small scaffolds which hooked onto each engine nacelle for changing plugs, oil and other minor maintenance in the advanced areas. If you ever put a hole in the bottom (which luckily never happened on my watch) your only recourse was to beach the plane, if you could, and hope you could find some cement to pour into the bottom until reaching a major maintenance facility.

Climbing into a flying boat swinging at a buoy in the middle of a dark anchorage area at night is another experience. The joy of the damp interior sweating so much that even the upholstery on the pilot's seat was damp, is hard to describe. The starting procedure consisted of starting an outboard, cutting loose from the buoy, and starting the other outboard while turning in a tight circle. With the outboards both running, you were free to start the inboards while taxiing up and down the take-off area until warmed up. If there was any breeze blowing, which there usually was in the South Pacific, by that time your windshield was sometimes so covered with salt spray that you could barely make out the string of guiding float lights.

The Martin JRM "Mars" boat didn't make the scene until mid 1944. It was more than twice the size of the PB2Y Coronados, grossing some 145,000 pounds at take-off. It was the largest seaplane ever built except for the Hughes HK-4 "Hercules" which, of course, never became operational, although it did get airborne. In addition to having the same disadvantages of all flying boats the Mars had another little problem. We had to drain all of the gas and oil out of it to meet the stress limitations of the beaching gear when taking it out of the water. While otherwise successful, only six of the original contract for 20 were built, the others being cancelled for lack of war needs. I read not too long ago that there were one or two still being used by the forest fire fighting services somewhere in the Pacific northwest.

The R5Ds (DC-4s) were of course faster, more comfortable and far more efficient to operate, but the crews still had to cope with the somewhat primitive forward area operating conditions.

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Permanent officer quarters at main bases, like HNL, were "splintervilles temporary functional wood structures unfinished but with doors, plumbing, and sometimes screens). South and west of HNL, accommodations varied from a tent on the windward side of Kwajalein, the inside of which was often soaked with saltwater spray when the on-shore breeze was too high; to palm thatched follies in the south Pacific and unlined metal quonset huts. This was the way all of our fighting forces lived in the vast expanse of the Pacific.

For food, NATSmen lucked out, often carrying much of it with US. However, there were many occasions when we existed on standard military food which, at the secondary bases, included powdered eggs, powdered milk, Spam fixed endless ways, and all kinds of thy and canned foods. Rarely were we dependent on K or C rations. I used to carry a carton of tea bags in my flight kit, as you could always get hot water and what passed for coffee often defied description. While a far cry from the fine hotels we stayed in while in Europe on TWA's international operation, nobody suffered much for it and we had a lot of company.

One of the highlights of my Navy active duty career was my assignment to the staff of Captain D. W. Tomlinson, who was serving as Commander of the Naval Air Transport Service's entire Pacific Operation (ComNatsPac). This included stateside based VR-2 and Alaskan Squadron VR-5, as well as the Pacific based units. This command reported directly to the DCNO's office in Washington until NATS was made a fleet command under Admiral John (Blackjack) Reeves late in 1944. For those who do not know of Tommy Tomlinson, I can only say he was one of early American aviation's most colorful and productive personalities. A graduate of the U.S. Naval Academy in 1917, he had among other duties, served as C.O. of Fighter Squadron VF-6 and was the leader of the "Three Seahawks" stunt team that captured the championship title at the National Air Races in Los Angeles in 1928. They did their acrobatic routine with the airplanes tied together with ribbons and featured an inverted formation flight at 50 feet altitude.

The leader of the competing Army team "The Three Musketeers" was killed trying to duplicate the maneuver. One Charles Lindbergh took his place. Tommy had several differences with the Navy, all on flying accounts. one of these was landing a fighter plane whose engine quit on an early morning test flight on a quiet main street in Coronado, California near the North Island NAS instead of ditching it in the water. I'm sure the Navy was glad to get their plane back, but some of the City Fathers took a dim view of this action and the heat, of course, was on Tommy.

The other two incidents were similarly not bad but involved a slight "bending" of Naval regulations. With these items on his record, Tommy was pretty well assured that he would never make Flag rank, the goal of almost all career Naval officers. He opted to go into commercial aviation. During the early years of his post Navy career, he wrote several books, the most famous of which was THE SKY'S THE LIMIT. There was also a comic strip depicting part of his flying activities which ran for several years, entitled "TAILSPIN TOMMY". He eventually became TWA's Vice President of Engineering and was on the DC-1 design committee with Donald Douglas. One of his most significant achievements was his early stratosphere research work in the old Northrop Gamma and later in the DC 1 flying laboratory. All this time, he stayed active in the Naval Reserve, including being C.O. of the Naval Reserve Base at Fairfax Field, Kansas. During WWII, after several assignments he was tapped for the ComNatsPac job and became Admiral Nimitz's prime consultant on Pacific air logistics. Among Tommy's better known characteristics were that of an articulate speaker, very skilled writer and possessor of one of the most eloquent profane vocabularies I have ever encountered. He was intensely loyal to his commitments, admired loyalty, demanded it from others, and rewarded it with his personal confidence. I learned a lot about leadership from him.

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When it was first formed, the ComNatsPac Command had a problem. While future deliveries called for more land planes, it was the sea plane that dominated the Pacific operation at the time, and almost all of the NATSPAC staffers, while well qualified aviators, were land plane types making Captain Tommy dependent on VR-2 people for his sea plane technical advice.

Accordingly, a contemporary of mine whom I had known in Chicago before entering flight training and one sharp engineer named Cliff Lamplough of UAL, was sent to the staff as a sea plane expert. It was not long before Cliff was sent to the South Pacific to help form VR-13 which, among other places, operated throughout the Solomon Islands. I was sent out as his replacement in May 1943. As a matter of fact, Commander Johnny Harlin (TWA Captain) and I were on the same f light out to HNL. Johnny became Tommy's Chief of Staff and I occupied the sea plane desk under one Charlie Dolson, Chief of Staff for Operations. Jack Hulburd of TWA manned the land plane desk. Incidentally, Charlie Dolson was one of the sharpest aviators and most unassuming persons for his abilities that I have ever known. He had been Chief Pilot for DAL before the war and later became President, CEO, and served as their Board Chairman until physical disability forced him to retire. He was also active in the early formation of ALPA and was the pilot's friend all the time he was in Delta management. He was my boss, room-mate, mentor, friend and confidant for nearly a year.

I had never met Captain Tommy personally until the day after arriving to serve on his staff. It was at the daily early morning staff meeting that I had my introduction to him. A problem had arisen. It seems the good Captain wanted to operate a 11cannonball" (through flight) from SFO to Manus Island in the Admiralties, where Admiral Halsey had his fleet sequestered at the time, stopping only at HNL and Kwajalein for fuel and crew change. The problem was that there existed a bad swell vs. prevailing wind condition that made night operation (in the view of VR-2 operators) a somewhat hazardous one that was also hard on the plane. My boss, Charlie, couldn't say much except that he would look into it immediately. At this point, I raised my hand with the intention of saying, "Captain, with your permission, I would like to go out there and personally check this condition". I got about one word out and Tommy glowered, pointed his finger at find me and obviously vexed, said "YOU! Get off your G.. D... dead A. . and get out there and out what the hell is going on". (Which I did and VR-2 was right).

In spite of this inauspicious beginning, the Captain and I developed a good working and warm personal relationship. I learned that when Tommy gave you a job to do in the field, you automatically had the "tools" to do the job, i.e.: authority to make commitments to other entities involved and to use your own best judgement on the spot. I cannot ever remember him second guessing or criticizing my judgement on any of these special assignments, including the survey flights for the seaplane base at Saipan and decision on whether to use land or sea plane service into Guam and Pelilieu. This is not to say my performance was always so stellar .... only that he respected my judgment under the circumstances.

No place was this trust more important than while I was investigating a fatal seaplane accident at Funafuti in the Gilbert / Ellis Islands. This involved the crash of a Navy plane manned by a PAA crew. (The only two fatal crashes we had in NATSPAC were Navy planes manned by PAA crews). PAA personnel were, of course, present during the investigation on that atoll and I found them more trouble than cooperative. our relationship with PAA as a contract operator had been difficult for me and was a strained one at best up to that point. It seems that they

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somehow could not shake the concept that they literally "owned" the Pacific. Their badly falsified report on this accident was the straw that broke the camel's back. The report did not come in for weeks after the investigation had been completed. However, following the morning it was read at our staff meeting, Captain Tommy took off for Washington. When he returned about a week later, PAA was told that they would operate by Navy standards and policies, or their contract would be cancelled. Further, they would no longer be permitted to operate either west or south of Honolulu. That is what I call really backing up a staff member and that was Tommy.

After the war, our relationship continued and although contacts were infrequent, we did keep in touch by mail until shortly before he passed away.

My last few months of active duty were spent manning the Pacific operations desk under Captain Paul Richter, who was Admiral Reeves Chief of Staff when NATS became a fleet command. During this brief period, I received another lesson in leadership and delegation of authority from Paul. It seems like TWA pioneers were especially blessed with this leadership ability, which no doubt had something to do with our airline's great history and many years of success.

Taking nothing away from the Army Air Transport Command, (ATC), TAG, TWA's ICD, American Export and other contributing transport operators, or TWAer's contributions in other areas, the Pacific wing of NATS alone (which was only about one third of its global operation) posted the following comparative record for the first eight months of 1944.

Plane miles Passenger miles Ton miles

NATSPAC

COMBINED TOTAL OF 19 U.S. AIRLINES

10,000,000 104,600,000 24,500,000

66,000,000 937,000,000 29,860,000

This record in the Pacific was achieved in just two and one half years (21) starting in March of 1942 with one regular Naval 2 officer, a few Reserves, a handful of enlisted men, and one plane. From there it grew to a force of approximately 15,000 people, including 164 officers and 200+ enlisted men who came directly from the airlines (most of whose service dates back to its early formative period) and operating over some 27,000 route miles.

My personal experiences notwithstanding, you can see that the real story here is how our military reserves spread through the nation's industries can, with their experience and technical know-how, mobilize to come to the aid of their country in time of war. In this case, building almost instantly, a framework that could train and use many other loyal American volunteers to the best advantage. Can you imagine how much longer our two front war would have lasted without all of the above air logistical support, especially with the German submarines dominating the Atlantic?

They didn't give out medals for getting vital personnel and cargo safely to various parts of the world, including active combat zones. However, the job had its challenges, adventure, excitement, risks, and most of all, its reward, which was satisfaction. I feel lucky to have had a small part in it and would go right back and do it all over again if able and need be.

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Gene Richards, Editor Recent events have taken a tremendous toll on the world, the country and on all of us who have such close ties to the airline industry. We will never return to what we once thought of as normal but hopefully we can someday soon return to a reasonable life.

Send in your thoughts, stories, hopes, fears— let the rest of TARPA know what you've done and where you've been.

The best to all, Gene From Gene Richards — Grapevine editor Being lazy and indolent comes natural to me and therefore I've waited all these years to fill in that last page in TOPICS that asks for an account of my first flight with TWA. Now that I'm Grapevine editor it's time to fill up some space.

I've known for years what I was going to write about. My first time in a TWA airplane was right out of co-pilot school, a night training flight in a DC-3. And what a flight that was - quite possibly the worst two hours of my life and certainly the worst two hours of my career.

I had the story all formulated in my mind and was just waiting for a convenient time to put keyboard to monitor when something rather surprising happened. I had received several email comments about my taking over as Grapevine editor, most of them favorable, when I got one from an old friend. He asked if I would be interested in a story about an incident that had happened over thirty years ago. I said sure, send it in.

Well it turns out that the story was somewhat more than derogatory about the captain and the kicker was that I was named as the captain involved. It is an understatement to say that I was amazed, chagrined, taken aback, because I have absolutely no recollection of the incident described. It was a coincidence that I had just read an article in Scientific A merican titled "Creating False Memories: How we remember things that never happened" and I suggested that maybe his memory was faulty. He insisted otherwise.

A large part of the article about memory was devoted to perception. I am now quite sure that some incident happened where I was captain and he was copilot and the difference between us is one of perception. What ever it was that happened I, as captain, considered it minor or of little consequence and promptly forgot it. He, as copilot, considered himself deeply aggrieved and

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has carried it in his heart for over thirty years. For that I am truly sorry.

Now let's get back to that first flight of mine. I was ready to chronicle every minute of that flight because I remember it so vividly. That is I think I do. It's been almost 50 years. It now occurs to me that the captain of that flight (long deceased) probably thought that I was just some snot nosed kid, fresh out of the Navy that was only hired because pilots were scarce and the airline was expanding. What I thought of him is better left to private conversation over a couple of beers. I am now inclined to think he was nearer right than me and it's time to bury the account of that flight in my memoirs for my grandchildren.

Gene, here is a story if you think it's worth printing. Feel free to edit it if you want to.

John Bybee For a couple of years in the late 60's, I was flying the 727 out of EWR and LGA. One time I had a layover in MKC and while walking around near the hotel, I wandered into the magic shop that was in the hotel building. Don't ask me why, but I bought a replica of a hose bib-that faucet that is on the outside of a house to which a hose is connected. This one had a suction cup on the base where the water pipe would normally be attached.

The next day, while cruising along in flight, I jokingly attached it to a blank spot on the instrument panel where an instrument could be attached. It really looked very much as though it belonged there. We had a new flight attendant with us that day, and when she came into the cockpit, she spotted my hose bib right away and asked about it. Since it was all but in the manual that we had to "fool the new girls", if we could, I told her that it was a trial that the company was doing to see if it would save the F/As some time. I said that it was connected to the galley and we could get coffee from it. Well, she was out of the cockpit like a shot and I didn't know if she was mad or what. Some time later she showed up with a base tray, paper lined. napkins, cream, sugar and empty coffee cups all arranged beautifully. She set it down on the console, said, "Now I don't have to come in here again!", and out she went.

The other two guys looked and me and said, "Thanks a lot, John". I never did find out if she was smarter than me, or just had a better sense of humor.

Couple 'trained' in pride for USA From Dave Amundsen 9/24/01 Chuck and Jean Poley are unabashed flag-wavers. For 15 years, they have waved American flags at Amtrak Coast Starlight trains passing their home in Hollister Ranch, 40 miles west of Santa Barbara. The friendly greeting has taken on added significance since the Sept. 11 terrorist attacks in New York City and Washington, D.C., sparked an avalanche of red, white and blue fervor across the country.

Last Friday, about 15 minutes before the arrival of the northbound Coast Starlight from Santa Barbara, Mr. Poley, a retired TWA 747 captain, took a large flag down from its perch on the eaves of the couple's rambling home in the remote ranch community. Apologizing for the flag's

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tattered condition from exposure to ocean wind and air, he said, "We need a new one. We couldn't buy one the other day. They were out." They're on their sixth large flag, said Mrs. Poley, who carried two smaller ones onto the lawn, which slopes down to the tracks. Here, west of Gaviota, the Coast Starlight glides among tawny headlands and oceanfront bluffs through mostly unpopulated ranches and Vandenberg Air Force Base.

Mrs. Poley turned on a scanner to the train's frequency. "Usually you can see them at Gaviota," she said. "You can hear them blow their whistles at all the crossings." Ten minutes and counting, looking east down the coast, she spotted a far-off speck. "I see a light at Gaviota. They're coming across the trestle." She marked the engine's progress by whistles. "He's at the first crossing...you can see him when he comes around the little hill."

Walking down to join her husband, she called, "Here he comes." With a sudden rush of noise, an Amtrak engine nosed around a hill, pulling a dozen sleek silver cars trimmed in red and blue.

Mr. Poley swung the 3- by 5-foot red, white and blue banner back and forth, as Mrs. Poley waved a flag in each hand. In seconds the train was gone. In the sudden empty silence as the train clattered on, the Poleys climbed back up the hill.

Passengers look forward to the poignant interlude, said local guides who ride the train as part of a South Coast Railroad Museum interpretative program, which involves pointing out local sights including the flag-wavers. Guide Bob Miesbauer, in the lounge car with passengers last week, said, "They're excited every time they see the flag-wavers. Some are looking at the ocean. Some are talking. When we talk about the flag-wavers, they perk up. They bounce to that side of the windows." As the Poleys waved, "The whole train waved to them," said fellow guide Nancy Johnke. In the troubling days, "They waved real hard."

Waving a flag is especially meaningful for the Poleys right now. Their son Kevin is a pilot for United Express. Awhile back, when the Poleys' young grandson and granddaughter stayed with them, the kids waved their own small flags. That made four generations of family flag-wavers.

The practice started nearly 15 years ago when Mrs. Poley's mother Betty Swigart lived with them after surgery. To entertain her mother Mrs. Poley suggested, "Mom, let's wave at trains."

Trainmen waved back. Mrs. Swigart grew to anticipate their daily visits. "She'd sit by the scanner and wait," recalled Mrs. Poley. "She'd say, 'Here comes Mario' or 'Here comes Tom.' She'd go up on the porch and wave. They'd wave and blow their horn."

Mrs. Swigart got to know the trainmen. Later, when she was in a rest home in Santa Barbara near the tracks, "the boys came by and visited her," said Mrs. Poley. Sometimes they blew their whistles. "The nurse said she'd put her hand in the air and wave. She lived for the train. It was her life."

Continuing the friendship after Mrs. Swigart's death, the Poleys invited trainmen for barbecues.

"They used to throw the newspaper off," said Mrs. Poley. When the Poleys were marooned by a flood, trainmen tossed out food and toilet paper. "They knew we couldn't get out," said Mr. Poley. "They're such a dedicated group of people."

Since Amtrak no longer changes crews in Santa Barbara, the bond has lessened some, as

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personnel have moved to other Amtrak runs. But the horror of Sept. 11 hit home for the Poleys.

Mr. Poley, who never was hijacked in years of flying jumbo jets to Europe and back, spoke passionately of his feelings at seeing the World Trade Center carnage. "Oh, boy, you're talking to an old Marine pilot here. I had to cry when I saw some of the damage...the innocent people in the airplanes," he said.

Putting the flag back in its regular stand on the porch facing the tracks, he added, "I hope we keep the patriotism going. I hope this helps."

Wes Ament - The Ghost of Niner Niner Niner.

In the winter of 1944/45 the airlift between India and China was in full swing. The Burma Road was closed; the Lido Road was only partially completed. The only means of supplying Chiang Kai Shek's China was by air across the Himalayas, fondly dubbed the "Hump" by those fortunate enough to survive it.* The commanding general of the China Burma India Theater (CBI) had taken our parachutes from us and decreed that the Hump would never close for weather. This was all in the interest of adding the last ounce of tonnage to his record in his quest to pin on another star.

I vaguely recall a story in one of the Armed Forces publications; maybe it was Stars & Stripes, about a lost aircraft over the hump. I don't remember much about it after 56 years except that I thought it was a neat story.

The following story I m writing in the third person as it is a blend of fact and fantasy. It is based on what little I remember of the story and my own experiences flying 166 missions over the Hump in unbelievably foul weather. I had perhaps a dozen trips before I saw it.

The C–109** lifted grudgingly off the runway into the soggy night, the monsoon rain beating a tattoo on the windshield. After leaving the last of the runway lights behind everything outside the cockpit was inky black. The pilot still somewhat groggy from sleep put all his concentration on the black lighted instruments in front of him glowing with eerie fluorescence... Next to keeping the wings level his concentration was centered on keeping the rate of climb, (now called VSI), ticking on the positive side of zero. After what seemed like an eternity the altimeter slowly passed through 500' and he started a gentle turn to the northeast toward the top of the world. Easing the power back all he could and still maintain a positive rate of climb.

Jet stream and mountain wave activity was yet to be defined, but the hump pilots were certainly not strangers to severe up and down drafts. As the heavily laden craft approached the Chin Hills, the western steppes of the Himalaya, the bird finally started to climb at a reasonable rate.

None too soon as the next range east of the Saiween Canyon reached elevations over 18000'.

Finally struggling through 19,000' it looked like that was all the old bucket was going to give him.

During the climb the crew began adding clothing after leaving the sauna like ambience of the Ganges delta. Very little if any of these added items would come off when arriving in China as

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Icy winds blew across the high plateaus of western central China. The added lift had hastened the climb though the worst of the icing and the deicers had taken care of most of the ice on the leading edges. The ice slammed into the sides of the fuselage as it slid off the glycol coated propeller blades. St. Elmo's fire defined each prop disk and strange patterns were scrolled across the windshields.

With the Saiween range behind the VSI started giving negative readings. In spite of going to full power the aircraft sagged down to below 17,000', well below the high points of the next ridge and Mt. Likiang towering over 23,000' was some 20 miles north of him if his dead reckoning was correct Turning around was not an option as he would be attempting to climb in the downdraft he encountered. Nothing to do but press on. At this point it was time to make peace with himself He had used all his skills and knowledge and done everything that could be done.

It was no longer in his hands.

Of course the wave action lifted him and his crew safely over the next ridge. Maintaining altitude was getting easier as the craft burned fuel. The scenario was repeated many times as the Mekong and many other lesser river valleys passed below.

Chengtu was a main fuel depot some 150 miles north of Kunming. It had three satellite fields served by a single non directional beacon of perhaps 100 watts. The runways were built by a swarm of coolies carrying rocks in baskets and fitting them into the runway surface like a giant jigsaw puzzle. They would be around 10,000' long and remarkably smooth. All instrument approaches in China were ADF or NDB as we now call them. It was still pitch black night; Chengtu was reporting 1000' and three miles visibility. After passing the beacon he took a heading for his assigned satellite. The only lights visible were the dim runway lights. With no horizon no surrounding lights the only reference was the runway. In spite of all his best efforts he found it nearly impossible to keep his wings perfectly level in the approach slot resulting in the runway doing a strange dance during the final approach.

After landing and taxiing to the unloading dock the crew slumped in their seats and were fast asleep in minutes. After an hour or so the ground crew aroused the sleepy crew. All the fuel except for just enough for the short flight to Kunming was drained and stored.

Dawn was now breaking in the east and the long night was behind. The aircraft literally jumped off the ground and was soon at cruising altitude. Kunming Tower, (I don't remember the designator), "This is Army 41999 approaching from the north landing Kunming for fuel." Roger niner niner niner Cleared to the beacon hold north, maintain 12000. Kunming ceiling 400 feet visibility 3/4 mile. (The tower wore all the hats) At this point things started to fall apart. An aircraft in the middle of the stack reported engine problems. All aircraft at Kunming except the emergency were instructed to descend 500" and proceed immediately to Luliang beacon some 20 miles to the southeast. A lot of the aircraft arriving at Kunming from India were fat on fuel unlike the ones coming from Chengtu. The tower polled the birds in the hold. Three were minimum fuel, two ahead of 999. The three of them were moved back to the stack, the first cleared for approach. He made it. The second missed and declared an emergency returning for a second approach. "Kunming tower this is Army niner niner niner Mayday Mayday Mayday "I am run-

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ning out of fuel No 3 engine is dead and the rest are surging. I am heading out over the lake. No further communication was received from niner niner niner.

In the original story it was reported that for the remainder of the war crews would occasionally report, on dark nights, hearing a plaintive call coming across the airwaves "Kunming Tower Army niner niner niner Mayday Mayday May **On the night of Jan 5/6 1945 we lost 23 aircraft from our base alone **The C-109 was a B-24 modified to be a fuel tanker

Hi Rufus, This was a nineteen month project from the import container to flight. It is as much fun as it looks.

Dee Grimm

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Bob Allardyce Dear Gene - you are one courageous fellow taking on the Grapevine, as you have. Good luck.

On April 5, a photograph of TWA's JFK terminal was published in my local newspaper. The picture brought both a smile to my lips and tears to my eyes. Let me explain: A few days after our new terminal at JFK began accepting flights, the late Captain John (Gus) Gustayson and I arrived. We had been flying all night. My eyeballs felt dry. I could feel my morning stubble snagging the fabric on the inside of my shirt collar. Our crew kits and suitcases seemed heavier than they actually were. As we started up the shallow incline inside the "umbilical cord-like" tube, much as those two people in the photograph, our heads were down and we were staring at the floor. The carpets had not yet been laid and the floor looked as though somebody had gotten a whale of a buy on 3/8 inch round marble tiles. There were jillions of them, so many in fact, they had a hypnotic affect as we trudged along. For those who knew Gus, one of his hallmarks, besides being a fine pilot and a great gentleman, was his sense of humor. Gus knew how and when to apply it.

As we walked, Gus sidled over to me and muttered, "I was here a few days ago. I got to looking at those tiles and, you know what?" Naturally, I bit and asked, "What?" Gus straightened up, looked at me with the sort of snicker a guy gets when he has just hooked a trophy fish and wants to lord it over you, "I found a square one." Knowing Gus, I wasn't certain whether or not to believe him. I looked him in the eye and asked, "No shit?" He nodded his head and, turning away, delivered his coupe de grace, "I'm not going to tell you where it is."

Pretty dumb by some standards, I guess. But the monumental deviousness of Gus's ploy struck me so funny I had to stop and set my cases down so I could laugh. Gus, too. I ended up leaning against the wall, pounding my fist against it and almost choking with laughter. Gus and I knew that it made no difference whether or not there really had been a square tile. It didn't even make any difference whether or not he had walked through the tunnel a few days earlier. He knew he had me hooked. He and I knew, until I could look no more, he had condemned me to an almost manic need to search for a square tile. It was the panoramic nature of Gus's deviousness that made it so funny. In the years that followed, I never walked though that passageway, or any other part of our terminal for that matter, without smiling as I glanced here and there - just in case.

The joke kept me energized for a long time, even beyond Gus's death. What a neat thing it would have been had I found a square tile! My coupe de maitre would have been to turn Gus's ploy back at him and had him do the searching. Anyway, the fun of it lingered on and, for a very long time, I kept looking.

And so it was, upon learning the "umbilical tube" would be torn down to accommodate the elevated train, some nearly forgotten emotions roared back to life. Razing the passageway was in a way, a fitting end to Gus's ploy. I smiled knowing that Gus would have enjoyed knowing, that like Briar Rabbit of the Uncle Remus's tales, I was still stuck in the "tar baby" he had fashioned so glibly. But, then, I remembered Gus. Gus got killed on July 26, 1969, riding jump

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seat during pilot training mission, when our 707-331 rolled over onto its back and crashed into the ocean off Atlantic City. That's when I cried.

Robert W. Allardyce Bob – How well I remember that tube and Gus 's sometimes acerbic humor. No real courage required for this job. John and David Gratz do all the hard work. It's great fun hearing from old friends and some people I've never met.

I've had my eyes properly opened and I hereby humbly request forgiveness for any toes I've stepped on over the years. My memory bank has been purged of any grievances I've stored in times past and I feel better for it. (Well maybe I'll hang on to one or two small ones but just for the sake of conversation.)

Reprinted from The Aircraft Year Book, 1952

Trans W orld Airlines Altogether, 1951 was a very good year for Trans World Airlines. It started out with a novel precedent in the annals of American business. TWA's board of directors held their meeting in London, symbolizing how the airplane has linked, within hours, the great cities of the world.

Before year-end TWA had rung up new records in passenger and cargo traffic over its 32,000 miles of skyways, flown its 11,000,000th passenger, and filed with the CAB asking a return to area competition on international airways. It also had advocated new low-cost tourist fares for 1952.

A record 194,000,000 revenue passenger miles were flown by TWA in June – the greatest in TWA's history. By year's end an estimated 2,170,000 passengers had been flown domestically

by TWA, and increase of approximately 37 percent over 1950, and an estimated 135,000 persons over international routes, more than an 8 percent increase over the preceding year.

Revenue was up too. During the first half of 1951, TWA earned $2,603,000 or $1.07 a share, as compared with $1,029,000, or 42 cents a share, in the period of 1950 total operating revenues for the airline hit an all-time high of $66,416,000; operating cost advanced only $12,817,000 In the first six months of 1951, TWA flew 63,000 persons internationally – four times the number flown in the first six months after the airline was certificated, six years age, to operate overseas.

Since it inaugurated its overseas routes, TWA – now serving 20 cities in Europe, the Middle East and India as well as 60 cities in the United States – has carried approximately 545,000 passengers more than a billion passenger miles internationally.

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Domestically the airline made big strides with sky coach travel, for example, showing a typical gain. In 1951 TWA coaches carried an estimated 185,000 passengers, bringing the three-year total — since the service was begun in February, 1949 - to nearly 400,000 The first coach planes operated between New York, Pittsburgh and Chicago, and between Kansas City and Los Angeles. In May, 1949, 81 passenger capacity Constellations were introduced and by September 30 of this year, San Francisco and St. Louis had been added to the sky coach routes, bringing the total number of coach flights to five.

In the fall, the tri-city area of Binghamton, Endicott and Johnson City, in upper New York State, were added to TWA routes.

In 1951 there was an estimated 30 percent increase in family travel as compared with 1950. An average of 11,000 persons used the plan every month on TWA coast-to-coast routes, and the total carried under the plan was approximately 132,000 family heads and their dependents.

Between its first passengers and its 11,000,000th , TWA racked up 8,776,000,000 passenger miles. With approximately 210,000 passengers carried every month, five passengers boarded a Skyliner each minute.

On June 29, 1951, TWA marked the first anniversary of its participation with the Military Air Transport Service in the Korean campaign. Since that date five TWA DC-4s have been operated for MATS between the West Coast, Japan and Korea, carrying personnel and cargo. Altogether the company's aircraft have flown more than 12,000 hours in the MATS service.

In 1951 the airline was honored for its safety record with a National Safely Council award for flying more than four billion passenger miles with a perfect safety record. TWA thus became the second airline to achieve this safety record, and led the list of 43 scheduled airlines receiving the council's awards.

In 1950, TWA flew well over 26,000,000 ton miles of cargo, a 3,000 percent increase over 1941. In 1951, it flew and estimated 30,000,000 ton miles, 115.3 percent increase over the previous year. In its four-engine Skyfreighters TWA flew everything form Count Turf, the Kentucky Derby winner, to rush shipments of iron lungs, need in areas where polio epidemics had broken out.

By fall almost a quarter of all its air cargo was connected with the defense effort-radio tubes, gun parts, engine shafts, aircraft wingtip tanks and other important mechanical equipment were all traveling by air.

During 1951, several TWA officials were advanced in rank, Among them John A. Collings, who was promoted form vice president in charge of operations to executive vice president. He now combines the duties of operation vice president with his new position. The fourth pilot employed by transcontinental Air Transport, a predecessor company of TWA, Mr. Collings helped se up the transcontinental air-rail service offered by the company in 1929.

David W. Harris and Gordon Gilmore were elected vice presidents of industrial relations and public relations, respectively. Both men and previously been directors of their departments.

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In addition to its present fleet of 66 Constellations, the airline had on order 10 new Model 1049 Super Constellations, with delivery expected in the spring of 1952. Delivery of 40 Martin 404s was begun, the balance to follow in the next few months. The twin-engine Martins are used for short flights within the United States, the Constellations for long-haul domestic service and for overseas flights. At the end of 1951, the TWA fleet totaled 150 aircraft.

An increase in Trans-Atlantic service occurred during the summer when TWA again offered direct one-plane service to and from Chicago and Detroit and Paris and Rome, with similar service provided for the first time between the Midwestern cities and London and Frankfurt.

Using its international service to further the State Department's "Campaign of Truths, " TWA brought to this country 35 editors and journalists representing the press of 14 countries in the British Isles, Europe, North Africa, the Middle East and India.

The two-week tour, planned to give the overseas journalists a complete picture of life in the United States, took place in May and covered eight cities from coast to coast. High spot was in interview with President Truman.

To help acquaint the people of this country with those of Europe, TWA arranged a number of tours ranging from all-inclusive types to summer study-travel groups for American students.

According to Dr. John H. Furbay, TWA's air world education director, a record 50,000 students visited between the United States and other nations of the world this year, many of them traveling by air and many – such as those participating in TWA's study-travel tours – attending European universities.

Growing international travel was reflected also in TWA survey of the travel habits of United Nations personnel. The survey showed that at least 65 percent of all international travel by U. N. officials is made on scheduled airlines – approximately a 100 percent increase compared to three years ago. Studying the economic aspects of airline transportation, TWA statisticians found that the airline dollar is still worth 89 cents in terms of pre-war buying value. That is measured against a food dollar now worth only 43 cents, clothing 50 cents and house construction 44 cents.

From the navigators there came interesting information, too. TWA crew members figured out that a passenger fling at 20,000 feet has a maximum range of vision to the horizon, in all directions, of 175 miles, so that his eyes sees a potential area of more than 96,000 square miles.

That would include the entire states of Pennsylvania, Massachusetts, Connecticut, New Hampshire, Rhode Island, Vermont, Delaware, Maryland and New Jersey.

Out-of-the-way events added color to TWA operations. For instance, the TWA station manager at Santa Fe was notified that a "big wheel" was arriving aboard a flight due within a few minutes. So, expecting an important celebrity, the manager rolled out the red carpet. And then he rolled it up again. Because the wheel was just that – cast iron and weighing 160 pounds.

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IN MEMORY OF

CAPTAIN JOSEPH HARRIS OCTOBER 28, 1922 - JULY 26, 2001 Joe was born in Portland, Oregon in October, 1922, but he grew up in Ferguson, Missouri.

After graduating from High School, he attended Brayton Air College A&E mechanics school in June, 1940 and was hired by Brayton, after graduation in June, 1941 . He worked on the CPT fleet of J-3s, Kinner Fleets, Waco UPF-7s and Stearmans used to train St. Louis University CPT students. Having his "A" CAA mechanics license, he went to work for TWA at MKC in April, 1942 after the CPT program shutdown and Brayton opened his Primary Flight school in Curaro, TX. Joe joined the AAF ERC in 1942, but was not released from TWA until January, 1944. Meanwhile, he worked on DC-2s, DC-3s, Stinson Gull wing Instrument trainer, converting TWA & Northeast DC-3's to C-47 configurations and converting the Boeing 307s to MAT configuration. He obtained his "E" CAA license in 1943. After entering the AAF in February 1944, he attended University of Toledo for Pre-flight prep and awaited his classes turn for Pre-Flight. He worked on the various type aircraft used in the Central Training command.

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He was discharged "at the convenience of the USAAF" in November 1945 at the Mid 1 and/ Odessa, Texas AAF Base. He returned to TWA and entered Flight Engineer training immediately. He checked out in February 1946 on the 307B -1, based in Kansas City.

When furloughed during the 1946 Pilot strike and 049 grounding, he flew with the Flying Tigers in January 1947 as a C-54 Flight Engineer when they inaugurated the Fairfield AAF to Tokyo civilian-operated Pacific MATS operation. He was recalled by TWA in April, 1947, and checked out in the Connie's and was based in Chicago. Joe transferred to Kansas City on August 1948 and became a line instructor on the 307b- l s.

On September, 1953, Joe transferred to the Flt Ops Ground Training department "temporarily for 30 days" as an instructor. He actually stayed 15 years. He attended the Lockheed schools for the 1049G and later Connie models as well as the factory training programs for the Connie engines and props. Starting in 1956, attended the Boeing, Convair, Douglas, Pratt and Whitney and General Electric training programs for all TWA Jet models and participated in developing the TWA Jet ground school courses. Qualified as a Flight Engineer on each model (First Officer on the DC-9) at the factory. Joe became TWA First Officer qualified in March, 1966 while still with the Ground school in MKC. He returned to the line January, 1968 to prepare for Captain up-grading. Joe completed 727 Captain training in August 1970.

Joe was ALPA Council 3 Chairman in 1973 and 1974, TWA Central Air Safety Chairman 1977-1979, including participating in the investigating of four TWA accidents during that time.

In 1979, he transferred to LAX, reverted to 747 Flight Engineer and flew the Polar Operation until retirement in October, 1982. In the more than 40 years with TWA, Joe had 8 careers, Mechanic, Flight Engineer, Ground Instructor, First Officer, Captain, ALPA Council Chairman, TWA/ALPA Air Saftey Chairman & Accident Investigator.

He leaves his wife Grace , a son, Dr William S. Harris, and a daughter, Kay E. McLennan and three grandchildren, Emily, Gabriel and Kristina Harris.

IN MEMORY OF CAPTAIN DAVID O. SMITH MARCH 3, 1923 - FEBRUARY 5, 2001 IN MEMORY OF CAPTAIN RONALD TREPAS OCTOBER 6, 1929 - MAY 23, 2001 IN MEMORY OF JAMES SHERARD FEBRUARY 13, 1923 - JUNE 9, 2001

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In the first class allowed to check out in "Connies" he completed Captain upgrading in January of 1958 and returned to international routes as a relief pilot flying the Manila run.

Bob retired early in December of 1972 as an international captain flying jets from New York to the Middle East.

He went back to school after retirement and studied tax law. In 1980 he was admitted by the Treasury Department to practice administrative tax law with the IRS as an "Enrolled Agent" representing the taxpayer. He had a successful tax preparation practice from early 1980 until his death. In the off season he would love driving across country visiting family and all his old friends along the way. His clients describe Bob as being the kindest, fairest and most honest friend they had ever met.

His three children, grandchildren. one great grandchild and wife Mary survive him.

IN MEMORY OF

ROBERT WEBER MARCH 31, 1920 - JUNE 27, 2001 Robert George Weber died at the age of 81, Wednesday, 27 June 2001. He was born to Edward and Anita (Michel) Weber, Wednesday, 31 March 1920, in Seattle, Washington.

Robert, known to all as Bob, graduated from Queen Anne High School, Seattle, and went to work for The Great Northern Railroad as a Locomotive Fireman. In February of 1942 he enlisted in the Army Air Corps and attended flight schools in Marfa and Del Valle, Texas. He was sent to North Africa, in June of 1943, where he became part of the 329th Transport Squadron in the Mediterranean Air Transport Service. While serving with MATS he was in the campaigns of Sicily, Naples, Rome, France and the Rhineland, receiving his discharge 18 August 1945. On the 24 September 1945, he was hired by TWA. I met Bob in 1947 and in January 1948, we were married in Kansas City, Kansas. In February of 1948, Bob became part of a new pilot category known as "Relief Pilot" and was assigned to

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New York to fly the expanding TWA routes overseas. We remained in New York for ten years, to Arizona. Bob retired as Captain in February 1980 but flew two more years as Flight Engineer, retiring at last in May 1982. We had been spending the summers, in Washington, out on the Olympic Peninsula, and on his retirement decided to make this area our final home. Bob loved fishing and then came golf, so we built a home on a golf course and was near the Hood Canal and Lake Cushman for fishing. He was active in the development of the Lake Cushman area until 1996, when he was diagnosed with Parkinson Disease. In 1997 we moved to a Senior Community in Centralia, about midway between Seattle and Portland, Oregon.

His wife of 53 years, Shirley Jennings Weber, sons, Stephen of Orem, Utah, Christopher of Vacaville, California, and daughter, Wendy Kruger of Tigard, Oregon, eight grandchildren and one great grand daughter survives Bob. He also leaves a brother, Richard Weber, of Seattle and

by Shirley Weber a sister, Lorraine Berg of Lynwood, Washington.

IN MEMORY OF

CAPTAIN ADOLPH MATHEW URBAS MARCH 4, 1922 - MAY 2, 2001 Born June 22nd, 1915 in Youngstown, Ohio to Austrian immigrants, Mathew Urbas and Frances Rapus, Adolph Mathew Urbas passed away on January 24, 2001 at Rockford Memorial Hospital (Illinois), with his family at his side. Adolph suffered during much of his life from ulcerative colitis and Crohn's disease, enduring intravenous feeding for seven years and dialysis during the last seven months. Undaunted by that and other struggles, he nonetheless lived a vigorous and courageous life filled with the joy of flying.

Adolph's first airplane was a Travelaire that he and Clarence Graether, who later became an FAA accident investigator, owned. George Tabraham, their high school machine shop teacher, loaned them $500 to purchase the plane, made it a class project to make it flyable, and then turned it over to them. The Depression forced Adolph to join a Civilian Conservation Corps camp near Trout Lake in the Upper Peninsula of Michigan. Most of his meager earnings were sent home to support his parents. But when he returned home, he discovered his parents had

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saved all of that money. They gave it to him to continue his flying career. He had started to take as many lessons as he could afford while he was in an aeronautical program at Cass Technical High School in Detroit. In 1933, at the tender age of 18, he soloed in a 1929 Waco with an OX5 90 HP engine. Adolph was always very proud of his early OX5 number: 10 11.

Very early in his career, he taught flying from dawn to dusk, seven days a week, at the Triangle and Wayne County airports near Detroit. That's where a TWA scout found him, and he was hired on August 1, 1940. Adolph flew DC2s, DC3s, and DC4s on a Delta interchange and on international over the Alps, and Martin 404s. By 1950, he flew all of the dolphin-sleek tri-tailed Constellations on domestic and international routes to Europe and the Middle East as a Captain.

He had checked out in less than 2 years. During 1954, Adolph broke a speed record flying a Lockheed Constellation between Lisbon and New York, which still stands today. By the time of his retirement in 1974, he was flying the four engine Convair 880 jetliner.

Adolph also maintained and flew his own planes: first a Stinson Voyager Station Wagon, later a Cessna 182, and finally a Cessna 172 owned with his son Bob, which his wife Jean, a private pilot, continues to fly. He taught his son, an American Airlines pilot, and his daughter, an environmental lawyer and champion rower, to fly. Adolph supported and inspired his wife to fly.

Several months before his death, on a mutually satisfying flight, Adolph landed his little Cessna softly and said to Jean, "This is one of the last good flying days."

Although he had lived in Medinah, Illinois since 1957, when he retired Adolph built a house on Lake Geneva, Wisconsin, where he enjoyed many years of boating, tennis and downhill skiing.

As a TWA Captain, Adolph was dedicated to furthering the careers of the co-pilots who flew with him. Many of those pilots have written to us to express their gratitude and to tell us that he was always helpful and a great joy to fly with. No other compliment would have meant more to Adolph. We miss him every day.

by Jean, Bob and Susan

IN MEMORY OF

LOUIS MANSOLILLO MAY 14, 1915 - JUNE 18, 2001 IN MEMORY OF

JOSEPH P. FRAWLEY APRIL 5, 1923 - JULY 4, 2001

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IN MEMORY OF

CAPTAIN JOE M. WEBB MAY 29, 1920 - SEPTEMBER 8, 2001 I have known Joe for about 21 years. I met him because he married my mother and became my stepfather. Over the years he also became a good friend.

After Joe and my mother moved to Oakmont a few years ago, my family and I got to know him pretty well and we saw a lot of them. We would usually meet for dinner - Joe really enjoyed good food. And - more often than not, we would end up at our house and he would fall asleep in our chair for a little while, then he would wake up and announce that it was time to go home.

He was usually a fairly quiet man of few words, but there were times when he enjoyed lively conversation. That was when I would learn more about his younger days.

During these times he told me a little bit about his youth. Joe was born the third child of five and the second son of Clint and Mary Webb of NeVada, Texas. His father was a farmer, and Joe had originally planned to be a farmer also. However, when World War Two was declared, Joe enlisted in the U.S. Navy and was trained as a pilot. He was assigned to the aircraft carrier Princeton, fought many battles and was actually shot down by Japanese aircraft. A true war hero. He survived that trial, and then spent the rest of his Navy career as a Test Pilot.

After the war he took a job with TWA, and he ended up flying commercial jets for around 35 years. He retired from TWA in 1980 after his first wife, Julie, died. Joe was extremely proud of his two daughters, Cindy and Jody, and was thrilled when he was blessed with two grandchildren, Bradley and Juliana.

When Marion and I became the parents of twins in 1982, we asked Joe if our children, Shannon and Sammy, could call him "Grandpa Joe", since both our fathers had passed away before our marriage. Joe said yes without hesitation. Shannon and Sammy have loved Joe as if he was their real grandfather, which of course, he really was.

Going back to Joe the farmer, he owned an orange grove in Terra Bella. After he and Virginia were married, they moved to Springville to be near the grove so that he could manage it himself. The grove has had its good and bad years, but in general it has proven to be successful and he was very proud of that.

Over the last few years, Joe has explored the Santa Rosa area, checking out places that interested him, such as gourmet markets and fine restaurants. He enjoyed driving around seeing our sights. Sometimes he would drop by my office, we would have a talk, and some lunch. I really enjoyed being with Joe, and I also think he thought of me as his friend.

He retired from TWA in 1980, after his first wife, Julie, died. Joe was extremely proud of his two daughters, Cindy and Jody, and was thrilled when he was blessed with two grandchildren, Bradley and Juliana.

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When Marion and I became the parents of twins in 1982, we asked Joe if our children, Shannon and Sammy, could call him "Grandpa Joe", since both our fathers had passed away before our marriage, Joe said yes without hesitation. Shannon and Sammy have loved Joe as if he was their real grandfather, which, of course, he really was.

Marion and I really became attached to Joe. My mother Virginia, his daughter Cindy and her husband Don, his daughter Jody and her husband Lance, his grandchildren Bradley and Juliana, his sisters Norma and Betty and his nieces Jody and Pam, my sisters Virginia and Sheri, and my children Shannon and Sammy, say a sad and loving farewell to a good man. by Sam McHenry

I asked my son to send the above words about Joe because he is better at writing such things than I am. However, I would like to include a little story about what happened after he was "shot down' by a Japanese fighter. He was not hurt and had only had a broken oil line. Joe was picked up a few days later by a destroyer and, when the action permitted, they pulled alongside Joe's ship the Carrier Princeton to hoist him back. Before they sent him, the Captain of the Destroyer asked Joe "How much do you weigh?" and when Joe told him, he yelled over to the Skipper of the Carrier, "you can have him for his weight in ice cream". The Princeton Skipper replied, "we don't have that much right now but, we'll send what we have". Soon, as Joe was hoisted over, he passed the ice cream going back and at that point Joe learned his real worth!

by Virginia W ebb

IN MEMORY OF

SEPTEMBER 11, 2001

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IN MEMORY OF

CAPTAIN BRUCE R. ROBERTSON JUNE 11, 1920 - JULY 3, 2001 Bruce Royal Robertson was born in White Bear Lake, Minnesota. He lived in Los Angeles for many years before moving to the Villages in San Jose in 1999. Bruce lost his wife Clair Adamson in 1996 after fifty years together.

Bruce was a football star in High School, and a flight instructor and glider tow-pilot before World War II. As the war developed, he cut short his studies at the University of Minnesota and entered the service as a pilot and officer in the Army Air Force. He served in North African and the Pacific Theaters. After the war, Bruce joined TWA and after thirty-two years, retired as a captain in 1980.

Bruce maintained a home in Santa Cruz and enjoyed sailing on Monterey Bay. After his retirement, Bruce and Clair spent six months sailing from New England to Florida. Bruce was active in bicycle clubs and rode his bicycle from Canada to Mexico when in his late sixties. He also toured California on a motorcycle several times later in his life. He enjoyed playing golf and was a member of SIRS. Bruce had a warm outgoing personality and a relentless sense of humor. He was devoted to his family and especially enjoyed his grandchildren. He was loved by all in return. Two sons, two daughters and ten grandchildren survive him.

IN MEMORY OF

CAPTAIN GEORGE RYAN

MAY 10, 1924 - MAY 23, 2001 IN MEMORY OF

RICHARD M. DAWSON

OCTOBER 14, 1925 - AUGUST 23, 2001

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IN MEMORY OF CAPTAIN ROBERT ZIMMERMAN NOVEMBER 30, 1923 - DECEMBER 28, 2000 Bob Zimmerman was born on November 30, 1923 in Lucerne Mines, Pennsylvania, a coal mining town about 50 miles east of Pittsburgh. He passed away on December 28, 2000 in San Diego, California after a short and courageous battle with cancer.

He took his first flying lesson in 1941 from Captain Jim Lydic who had a J3 Curtis Robin at an old cow-pasture airport called the Indiana, Pennsylvania Airport. It is now known as the James Stewart Airport.

He graduated at age 19 from the U.S. Navy flight school at Pensacola, Florida on November 9, 1943 and was commissioned and designated a naval aviator. After completing advanced celestial navigation school he was retained at the school as a staff pilot, training pilot navigators for long-range patrol aircraft.

In October of 1944 he was assigned to Navy PB4Y-1 - Liberator school in Hutchinson, Kansas where he qualilfied as patrol commander. In the spring of 1945 he departed San Diego, California as a patrol commander on a PB4Y-2 Privateer bound for Hawaii. The Privateer was manned by a crew of twelve and had an endurance of 18 hours. At 21 years of age he was the second oldest man on the crew. Four of his seaman gunners were only 17 years of age. The crew was on a patrol out of Iwo Jima to Japan on September 2, 1945 when World War II officially ended.

After release to inactive duty he attended law school at California Western College in San Diego, California. With the outbreak of the Korean War and the subsequent shortage of pilots he went to work for TWA as a DC-3 co-pilot on November 12, 1951. In the summer of 1952 while based at LGA he worked on the Martin 404 delivery program under Captain Clarence Robey. Later, he flew as a co-pilot out of LAX on DC-3's and DC-4's, and flew on the first non-stops with the new 1049. In the spring of 1956 Bob bid Cairo, Egypt and was there during the Suez crisis. He drove his family in a convoy from Alexandria, Egypt to Libya where they were flown out of Benghazi by Gordie Granger on a 1049G.

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IN MEMORY O

F

GORDON T. "SULLY" SULLIVAN OCTOBER 15, 1920 - JUNE 29, 2001 Gordon was born on October 15, 1920 in Lyndonville, NY. He attended Park's Air College in St. Louis, MO. During WWII he trained other aircraft mechanics for the war effort with the Army Air corps. Honorably discharged after the war, Gordon worked as an airline mechanic, owned and operated a service station, sold insurance and became a flight engineer for TWA. He was transferred with TWA from New York to Kansas City, Missouri. While flying the Constellations from Kansas City, he met a "hostess' named Jean Crable on a flight. They were married November 11, 1953.

After many hours of flying as a Flight Engineer, Gordon became an instructor of flight training for engineers in Kansas City. He became supervisor of flight training on the 727 Flight Engineer program a few years later.

When the Lockheed 1011 Tri-Star entered service, Gordon went to learn directly from Lockheed engineers and test pilots how to fly the plane. From this he helped design the L-1011 Flight Engineering program and trained the first instructors and Flight Engineers for the L-1011 His home base again became New York in 1970 while flying the Boeing 747 on international flights. Gordon's last flight was from London to New York on April 11, 1980. Aviation was his life until his retirement. The Connie was always his favorite plane to fly and had the best memories.

He stayed in Kansas City after his retirement. He loved working for TWA, flying and his family. He leaves his wife of 48 years Jean, 1 son, 2 daughters and 1 grandson.

Your grandson wears his "Save the Connie" cap with pride.

We will miss you Dad!

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by Mary Armstrong

IN MEMORY OF

SALVATORE JAMES FALLUCCO JANUARY 12, 1938 - JUNE 7, 2001 Salvatore J. Fallucco was one of the pilots chosen to fly the "Shepherd I," the plane that took Pope John Paul II around the United States during his two-week tour in 1979. "Everywhere they went, they always had bad weather that they were going in to," said his son, Paul Fallucco of Atlanta. "But every time they landed and the pope was coming off the airplane, the weather cleared. He just felt that it was obviously something like divine intervention."

Mr. Fallucco, a retired TWA captain, died Thursday (June 7, 2001) of lung cancer at Missouri Baptist Medical Center in Town and Country. He was 63 and lived in Creve Coeur.

Mr. Fallucco, a native of Chicago, was 15 when he took his first flying lesson. In 1960, Mr. Fallucco graduated with a bachelor's degree in philosophy from DePaul University in Chicago. At the end of his life, he was completing graduate work for a master's degree in aviation safety at Central Missouri State University in Warrensburg, Mo. During the Vietnam War, Mr. Fallucco joined the Navy and served five years as a transport aircraft pilot. While in the service, Mr. Fallucco met Carol Belanger in Hawaii. They married in 1965, the year he was honorably discharged from the Navy.

In 1965, Mr. Fallucco was hired by TWA as a line pilot flying out of New York City. Seven years later, Mr. Fallucco and his family moved to Kansas City, where he later became a TWA flight manager.

In 1988, Mr. Fallucco was transferred to St. Louis. During his 33 years with TWA, Mr. Fallucco served as a staff vice president of safety and engineering, director of pilot development and staff vice president of flight operations training. He retired in January 1998 as an international captain.

After his retirement, Mr. Fallucco worked as a consultant for several airlines, aviation companies and a simulator brokerage company. Mr. Fallucco also wrote a book, "Aircraft Command Techniques," that will be published later this year.

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Sal was highly respected by his peers at TWA, and the airline industry as a whole. He was devoted to his company, and the well being of his fellow crew members. Sal will be missed by his many friends, on and off the airline, just as he is missed by his family. Those who knew him well will share fond memories of a fine gentleman. Sal was a devoted husband, father, and family man who lived his life grounded in faith, always leading by a loving example.

Among the survivors are two daughters, Christine Fallucco of Atlanta and Mariesa Snell of Nashville, Tenn.; three sons, Paul Fallucco of Atlanta, Thomas Fallucco of Atlanta and Michael Fallucco of Dallas; a brother, Carmen Fallucco of Niles, Ill.; and two grandchildren. Memorial contributions may be made to St. Jude Children's Research Hospital, 501 St. Jude Place, Memphis, Tenn. 38105.

IN MEMORY OF

MARVIN H. KARLSON

APRIL 30, 1919 APRIL 21, 2001 Marvin Karlson was born to Cecelia and Karl Karlson, a Swedish immigrant, on April 30th, 1919, at a homestead in Three Brothers, Arkansas. He had 2 brothers, Paul and David, and a sister, Vera.

Marvin's father was a stone mason and built their stone cabin. His brother David died shortly after his birth and his mother died when he was three. Not revisiting the cabin since he left, a few years ago Marvin and his sons tracked down and discovered the original homestead in the backwoods of Arkansas. The stone work was in perfect shape.

Marvin's family moved to Kansas City and he lived in an orphanage during the depression, while his father traveled for work as a stone mason. They later settled on a small farm in Piper Kansas in a stone home built by himself, his father, and brother, which his entire family revisited last year.

During his high school years money was tight. His father could only afford $20 to give to his education. Marvin stretched this to gain his high school diploma through arriving early and doing maintenance at the school. He lettered in basketball and was elected class president.

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While dealing with his farm responsibilities he would look skyward and daydream of someday being in aviation. After leaving high school he held a variety of jobs. He bragged to his children later that he would start a new job on Monday and quit every Friday until he found his dream job, which was joining Transcontinental Western Airlines [TWA] in 1940. He took the only job available as a cleaner and worked his way up. His first job was cleaning bugs off a Ford TriMotors windshield. As a mechanic's helper he would save part of each paycheck to buy his mechanics tools, which he used later when he worked on Howard Hughes and Wiley Post's airplanes. He married Mary Maciupa on July 5th, 1941 and had four children, Bob, Judy, Bruce, and Norm. This July 5th they would have been married 60 years. During World War II he enlisted in the Navy and because of a shortage of aircraft mechanics he was assigned to Olathe Navel Air Station.

After WWII he rejoined TWA and moved to the Flight Crew as Flight Engineer on the first Connies, later Chief Flight Engineer and Instructor on the first 747's.

One of the many honors that came to him at TWA was to be selected as part of an elite crew to fly President Lyndon Johnson's wife, Lady Bird, around the U.S. to promote her beautify America program.

He was a member of the TWA Seniors Club and the TWA Heart of America Seniors. The influence over his grandchildren was impressive. His grandson, David, followed in his footsteps and become a TWA pilot. Grandchildren David, Vanessa, Nando, and Kelli enjoyed many hours of humorous stories of his growing up; walking one mile barefoot in the snow and uphill EACH WAY to school; showing "where the bear sat in the buckwheat"; flying stories with TWA, and his no nonsense approach to living your life, all of which they are looking forward to sharing with new great-granddaughter, Lily.

Never forgetting his Swedish roots, we all enjoyed hearing him say grace in Swedish at holiday dinners even when his sister, Vera pointed out that he was faking some of the words. Eager to instruct, he was always available to give crash courses in gardening, car mechanics, electronics, building, and general character building suggestions.

His love of travel, even outside of professional duties, took him and his wife Mary, to South America, Central America, the Caribbean, Canada, Europe, the Far East, and extensive travel within the US. While on these trips he was passionate about the history of these cultures and fearless about trying the local cuisine!

Marv was loved and respected by his family and friends. You will be missed. by the Karlson Family

IN MEMORY OF

CAPTAIN JACK ASIRE JUNE 24, 1916 - JULY 7, 2001

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IN MEMORY OF

CAPTAIN A. T. HUMBLES

SEPTEMBER 14, 1919 - MAY 6, 2001 On September 14th, 1919, Alfred Thomas Humbles was born in Greene County, North Carolina. He was the third son of Steven Allen and Susan Olivia Humbles. Raised on a tobacco farm in Eastern North Carolina, "A. T." as he became known, learned the value of hard work. In those early days mules were used as a tractor would be used today and A. T . developed quite a fondness toward them. We know many of you have enjoyed the stories he wrote in past TARPA Topics about his experiences with the mules on the farm. A. T. said that after lunch he and his Dad always took a nap before getting back to work in the fields. A. T.'s favorite spot was under a tree in the yard where he would sleep sitting up with his back to the tree. He attributed this to his ability to sleep in a chair, be it a B-17 or a L1011. Many of us can remember flying along with A. T. in later years with him sitting in his seat, asleep with a wad of tobacco still in his mouth. Once when his older brother, Ray, was sheering the mules he proceeded to shave his five-year-old brother's head. Ray was seventeen but A. T. said his mamma was so mad she almost whipped him. As a youth he played first base for the Frog Level Frogs. Frog Level was the crossroads where his parents had a small country store and farm. Though his parents were extremely poor, they made certain they instilled in A. T . the ethics and morals, which he would carry throughout his life. Little did they know their youngest son would impact the lives of so many.

A. T.'s first interest in aviation came when, as a boy, he got his first airplane ride. It was in a Dehavilland Bomber, piloted by a veteran of WWI. A. T. flew in the aft bomb bay, which had been converted into an open cockpit with the pilot in the open cockpit behind. Out of High School A. T. started a candy distribution business, which he became quite successful at but he had been bitten by the flying bug. With just a high school education, he tried for the Army Air Corps Cadet Program, but failed the written test. A. T. left North Carolina after high school taking a job with the Atlantic Coast Railroad out of Richmond, VA. Like the mule, A. T . had wonderful memories of his time on the line. He received many nice letters from those of you who read his stories in this magazine.

On December 7th, 1941, A. T. was home for the weekend when the announcement came that the

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Japanese had bombed Pearl Harbor. He said right then and there he would try again for the Army Air Corps Cadet Program. This time he passed the physical and written test and was sent off to basic training in Nashville, TN. From there he went to Ryan Field, Hemet, California, where he earned his wings.

The atrocities committed by the Japanese on allied POWs were well known at the time so when his assignment came, A. T. was relieved he would be fighting in Europe against the Third Reich.

Like many fresh young aviators he had hoped to be a fighter pilot but his training to come would be in the B-17 Flying Fortress.

His multi engine training took him to Minter field, CA where he flew the Vultee BT13A, and then to Fort Sumter, N.M. where he finished advanced twin-engine training in the AT-17D. Next he was off to Roswell, N. M. to complete his 4-engine B-17f transition training. Interestingly his first flight in a B-17 was September 14th, 1943, his 24th birthday. Final training in the B-17 was in Sioux City, Iowa. His logbook states he was granted a 9-day leave per special order. Obviously, A. T. was somewhat perturbed because he added to his log "Would have had ten days had not QM Capt. Simpson held us up on issues to enlisted crew members." You can be sure A. T . let Simpson know how he felt.

After his leave at home with his parents, A. T . picked up a B-17 in Kearney, NB and proceeded across the great pond to Prestwick, Scotland. He then became part of the 547th Squadron 384th Bomb Group of America's Eighth Air Force based at Grafton Underwood, England. Grafton "Undermud" as it become known due to the frequent rains and muddy field conditions, would be A. T.'s home from March 30th 1944 until July 17th, of the same year.

The 24 year old A. T . or the "Old Man" as his young crew would call him, was given command of the "Royal Flush" a Boeing B-17 Flying Fortress with just 510 hrs of flight experience. It would be this stout fighting machine, which would carry A. T . and his crew safely home after thirty bombing missions into Nazi held enemy territory. A. T.'s first combat mission took place April 10th, 1944, returning with flak holes in the tail and bomb bay. From his logbook it seems flak and fighters were heavy through most of his thirty missions. On his 7th mission the target was Oberpfaffehofen, Germany (near Munich). His logbook notes "Broulliard, Halellierd, , Haley, Machisken went down, feathered #3, hit in gas tank, all 4 engines hit by flak, lots enemy fighters. Lost 9 ships out of 20. Commended by General Doolittle." Later, while living in North Carolina, A. T. wrote a column for the local newspaper, called "Traveling With A. T .". The following is one of his articles.

"This time we will go on a little different kind of journey. During World War II I flew B-17 bombers out of England performing 30 missions bombing Germany. The Boeing B-17 Flying Fortress was a very good four engine plane and 12,000 of them were built. I was in the 547th squadron of the 384th Bomb Group in the 8th Air Force under General Jimmy Doolittle. We were based 90 miles north of London at Grafton-Underwood, a former Royal Air Force Base, near Kettering in Northampton County.

On bombing missions we put up what was called a group consisting of 3 six ship squadrons and usually had 20 or 21 planes take off providing spares in case any had to abort and come back to base.

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On the 24th of April 1944, we flew a mission to Oberpfaffenofen, Germany, a suburb of Munich. Our target was a large ball bearing plant and a fighter factory both vital to the German war effort. The flight was rather uneventful until near the target. On a mission this long our fighter escort could not go the whole way with us and just before the target we were attacked by German fighter planes called ME-109's, a formidable machine. Mostly their attacks were head on and their guns going off was like photoflashes going off. Some as they whizzed by would be shaking their fists at us. Some would roll over just before reaching us and I could see our tracer bullets bouncing off their bellies, as their underside was armor-plated. About every tenth round from our machine guns had a smoking so-called tracer bullet so the gunner could see where they were going.

There were scores of B-17's and due to some mix up in turning toward the target, groups ran together resulting in several mid-air collisions. My flight engineer in the upper turret just behind the cockpit would yell push down, next thing it might be the ball turret gunner hanging under the belly yelling pull up!

We had already had one engine disabled by fighter fire and over the target about the time we had released our bombs the number 3 engine was hit by flak from the ground batteries and immediately was enveloped in flames. My co-pilot, usually a cool soul from Colorado, yelled over the intercom, "Bail out, bail out, we're on fire!" As plane commander I got on the intercom and said, "You'd better stay in this plane until the old man tells you to bail out". I was all of age 24.

My reason for this was Broullard in a plane ahead had been hit and had headed southeast toward Switzerland and refuge. Broullard was a long time friend, a big Cajun from Louisiana, who had been with me throughout most of our training. He had gotten no more than three miles from us when the 109's swarmed on him like martins attacking a hawk. They got him, there was a tremendous explosion and when the smoke cleared there was nothing to see, no airplane, no parachutes and we later learned none survived.

My navigator called and said the heading to Switzerland is 125 degrees and 65 miles; however, our real protection was to stay with the formation where the combined firepower was formidable to the German fighters. So these two factors caused my decision. After dropping our bombs and leaving the target the group always slowed down so stragglers could keep up and we were lighter too. Oh, we had engine fire extinguishers so managed to put out the fire in engine number three. Incidentally, we usually bombed from 20,000 feet or more. The air up there was anywhere from 30 below zero to 60 below. We managed to stay with the group until the bandits, which is what we called the German fighters, left. We had fought them off for over an hour and later received a commendation from General Doolittle.

Unable to stay with the group we went down to treetop level going home. You did that so the German radar couldn't pick you up and direct fighters to you. As we pulled out over the English Channel and felt relatively safe the flight engineer who was a former coal miner from southern Illinois pointed upward and said, "You know, that Man up there decided we would come home today." Wondered why he didn't give me a little credit too.

Our aircraft had flak holes and bullet holes all over; all four engines had been hit and a gas tank.

(Our tanks were self-sealing so only a big hole could possibly cause an explosion). The mission had been nine hours and fifty minutes long. It was also remarkable how much punishment the

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Flying Fortress could take and still come home. Our bomb group lost nine planes out of twenty we put up that day and we destroyed our target.

Our Group Commander, Col. Dale 0. Smith led us that day. He was a West Pointer and six feet seven inches tall and the finest commander I was ever under and had guts. Some group commanders would pick the easier missions but not him; he went with us on the rougher ones like Berlin, Frankfurt, Stuttgart, Munich, Schweinfurt, Hamburg etc. He ended up a Major General.

I still consider him a friend and we correspond."

Five days later the "Royal Flush" was bombing Berlin. "Heaviest flak yet, flak hits in nose, wing, pilot window cracked" were his remarks on that mission.

After ten missions, all were pretty stressed. A. T . had word that his best buddy Charles Hutcheson was stationed at a nearby base called Chelyiston. A. T . asked permission to take a jeep over to visit but permission was denied. He then put together a training mission for his crew. With his crew aboard, he fired up a B-17 and proceeded to fly to Chelyiston where he enjoyed a nice visit with his good friend.

June 5th, 1944, A. T . found himself assigned to a desk job that morning. He could not let D-day go by and not be part of the action. Whether it was his southern charm, strong will or both, he was able to persuade the base commander to let him fly. Unfortunately there was an under cast and he had to return from Caen, France with his bombs.

On June 25th, 1944, A. T . flew his thirtieth and final mission to Sens, France. The line in his logbook tells it all. It reads "-FINISHED- " . It was time to go home. Thirty bombing missions behind him, A. T. left Europe with the Army Air Medal, three Oak Leaf Clusters and the Distinguished Flying Cross.

In September of 1944, A. T . became Squadron Commander of the base in Kingman, Arizona.

There he flew the B-17G, BT13, P39, AT11, B26, PT13, AT6, P63 and the B25. Back then the Air Force would let pilots fly the aircraft home for leaves so once he flew an AT6 all the way back to Greenville, NC to spend time with his family. Once he flew an AT6 to Hot Springs, VA to visit his friend, Charles Hutcheson, and Mrs. Hutcheson says A. T . buzzed the town inverted to let them know he had arrived. A. T . told the tale while at Kingman they had to do regular exercise, which included a several mile run which, went off base. Once the pack of running airman left the base gate, A. T. and his good friend, Hutcheson would fall behind the pack. Mrs. Hutcheson would be waiting in her car and they would bail in. She would drive them around the other entrance to the base and when the other running airmen would arrive they would sneak back into the back and finish the short run into the base. At Kingman, A. T . once had Clayton Moore, "The Lone Ranger", under his command whom he described as a fine gentleman.

July 5th, 1945 A. T . left the service and began working for TWA on August 6th, 1945. He spent 34 years with TWA and always felt he had the best job in the world because he was paid to do something he loved. With TWA he flew the Martin 404, Constellation, DC-3, C47, Boeing 307, 727, 707 and retired as a Check Captain on the L1011.

August 22nd, 1948, A. T . was flying copilot on DC-3. Back then the door was often open to the cockpit. When the hostess came up to the cockpit to ask the Captain and Co-pilot if she could

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get them anything A. T. said yes. "How about finding out the name of the blonde in the first seat with the long legs?" The hostess replied, "You haven't even asked me my name" as she stormed out, slamming the cockpit door. That particular hostess was Betty Mae Rodenbaugh who later became Mrs. A. T. Humbles! One year later to the date A. T.'s logbook records taking Betty up for a flight in a Cessna 120. On February 1, 1950, A. T . and Betty were married in Glenshaw, PA. A. T. lived in Kansas City when he first began work with TWA. There he bought a 1946 Ercoupe for somewhere around $800, and always talked fondly of flying it. A. T. always liked to tell the story about a doctor he befriended there. Apparently the doctor was an Ears, Nose and Throat specialist, but was very eccentric, living alone on a farm. A. T. would help the doc out from time to time and had access to his horses. Once he took Betty on a date there for a ride and she had the pleasure of eating with the doctor. It was a fancy affair for the doctor used old newspaper for a tablecloth. A. T . said the doctor was a very prominent and sought after surgeon.

He was helping the Doctor castrate calves one day when all of a sudden the doctor looked at his watch and exclaimed, "Holy Cow, I've got a tonsillectomy in thirty minutes!" With calf blood all over him, the doctor took off to the hospital. A. T. always wondered what the family of the patient would have thought if they knew their doctor had just been out castrating calves prior to caring for their child!

When the Korean War began, A. T. was once again called to action. He was assigned to 364th Bomb Squadron, 305th Bomb Wing, McDill Air Force Base, Tampa, FL April of 1951. There he flew as an instructor pilot in the Boeing Stratoliner. At McDill, he and Betty began a life long friendship with Mickey and Betty Wind. A. T . left the service Christmas of 1952 with the rank of Major USAF. When Newark became A. T.'s domicile, He and Betty first lived in Pompton Lakes, NJ, but eventually settled on a small farm in Ringoes, NJ. In the 1950's Northwestern New Jersey was a poor rural farm area. The house had no indoor plumbing or heat but A. T. soon remedied that, doing the work himself. Over the years he restored the old farm place, becoming quite a master carpenter, electrician and plumber. A. T . was mostly a self-taught man and there was almost nothing he could not do. He was an intellect. He could type about as fast as most people could talk. He never used a word processor and did not join the computer world until many years after his retirement.

A. T. and Betty raised four sons. The eldest, Tom works as an environmental scientist in Baltimore, Maryland. A. T . believes Tom was the first Humbles that he knew of to earn a college degree and was very proud of that fact. As a child Tom rode with A. T . on some trips in a box next to him. Tom has a son, Tommy who lives in Daytona Beach, FL. When Tom was learning to fly A. T. instructed his son to tell BWI Tower who he was and that he was ready to taxi the Tripacer to the active. Just as instructed Tom keyed the mike and replied, "Tower, this is Tom Humbles and I am ready to taxi to the active!" On that same flight Tom plowed right through a small cumulus cloud when he was suppose to remain clear of clouds. His two little brothers riding in the back thought it was neat, but their father didn't, explaining to his oldest this was against regulations. The next oldest, Jeff, of Waldorf, MD, is a Captain for US Airways and says his father on many occasions allowed him to steer the aircraft, of course prior to

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the hijacking era.( Thanks to the FAA) The third son, Jim, of Washington, VA, flies co-pilot for United on the Airbus 320. Jim is married to Sharon Humbles and has two children, Megan and Caitlin. The youngest, Frank, of Conway, SC, works as an Anesthesiologist. His wife Kimberly, owns Joan Crosby Shop of Myrtle Beach, a women's apparel shop. A. T . often teased Kim asking her how Myrtle Beach's leading merchant was doing. All four sons learned to fly, and three are still active pilots. In fact, not only have Jeff, Jim and Frank received dual instruction from their father, but also A. T.'s logbook records each of them giving their Dad dual instruction at one time or another. Though their father always stressed being frugal and saving money, when any one of his sons expressed an interest in learning to fly, cost was never mentioned.

Jeff recalls steering a 707 some while on a trip to Paris with A. T. After the crew met that evening for cocktails in A. T.'s room, the First Officer took Jeff out on the town. It was the first time he had seen women with hairy armpits! A. T . used to fly the around the world trip on the 707. He loved to recount watching the sun set behind him, and later in the same flight, watching it rise before him.

Besides raising children, A. T . loved animals and raised many cows, horses, pigs, guinea hens, chickens, dogs and cats on the farm. Mr. And Mrs. Matt Bogart, a neighbor and lifelong friends of A. T. and Betty, always enjoyed telling of their first encounter with A. T . Some dogs had killed his chickens, so A. T. saddled up his stallion and proceeded to hunt down the animals.

Imagine Mrs. Bogart's surprise, a girl who grew up in the suburbs of Trenton, NJ, when this man with a Cowboy hat and boots, with shotgun in hand, rode up to the front of her home asking in a southern draw if she had seen any chicken killing dogs go by!

One story A. T . liked to tell was about the time he was saddling up his favorite horse, King.

King was still a stallion and as A. T . was putting the bridle on his horse, his youngest son, Frank, who was no more than 3 or 4 years old, walked behind the horse and began swinging on his tail. A. T. said it took his breath away for fear his son would get kicked. He hollered at Frank to let go. Frank let go and walked around the horse to his dad. A. T. said, "Son never do that again, King may kick you!" His youngest quickly replied, "No he won't Daddy, King love me."

A. T. and Betty had their hands full with four boys. The boys always had a chore list when their father would go out on a trip. When they misbehaved, punishment was often work, including shoveling manure or digging out the basement of the large farmhouse. By the time the youngest got to high school, not only was the entire basement dug out to over six feet, but also it had cement flooring and a workshop. A. T . always was an excellent writer and as adults the boys would often get letters back that they sent to their father with corrections! They was no "yeah" in the Humbles house, it was "Yes Sir, Yes Mam and No Sir, No Mam!" A. T. and Betty instilled the work ethic into their children. When the youngest was five or six, A. T. gave him a can of burnt motor oil and had him painting the gears on a manure spreader.

When A. T. rode up on the tractor to check on him, Frank proudly asked how he was doing. A. T. said he was doing fine. Jim, who was only seven or eight at the time, was riding on the back of the tractor. As his father pulled away, Jim yelled to his little brother, "Do a good job and maybe next time Dad will let you use real paint!" Frank also remembers coming home after

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passing his private pilot check ride. He had earlier buzzed the farmhouse in the Cherokee 140, where A. T. and his boys were putting a new roof on the house. Frank proudly told his father he now had his private pilot's license. A. T . congratulated him, then handed him a nail apron and hammer, it was time to get to work with his brothers.

A. T. stressed education to his children, but also felt that travel was an important part of that. A. fine T. pulled his homebuilt trailer behind his Olds Vista Cruiser and took his family on many a camping trip, from the Bay of Fundy to the shores of Cape Hatteras. On the airline, he often took one of his sons on any weekend trips and took the entire family to Egypt, Italy, New Orleans and Puerto Rico. All have fond memories of the good old days riding standby on TWA. A. T. and Betty were very active in their local community and served on the school board, the volunteer rescue squad where A. T . was president and Betty was the Captain, church committees, Cub Scouts and Little League baseball. The sons learned to fly in a Tripacer and Cherokee 140 and when A. T. retired he purchased a 1976 Rockwell 112TC which he and Betty enjoyed visiting family and friends with for many years after his retirement. A. T. was also a long time member of the Aircraft Owners and Pilots Association.

Of course many TWA pilots remember A. T . for his tireless efforts while working for his fellow pilots as part of the ALPA LEC and TWA housing committee. He also served as a pilot union representative on the System Board of Adjustments for Grievances for some years and as chairman part of that time. Betty and the boys remember many times A. T. would get home from a trip and then turn around and drive to Newark to help out a pilot in trouble. A. T . was very proud of the fact that his fellow pilots contributed monies and bought him a stereo console in appreciation for his efforts. This stereo was put to good use providing the music for A. T . and Betty's infamous New Years Eve parties.

A. T. wrote this for a previous TARPA Topics: "Some of we B-17 pilots were put on the Strato-Liners back in 1945 and I had a trip with Russ Dick, one of the best pilots and finest gentlemen I've ever known. He seemed to take a liking to this poor country boy and asked if I would like to fly with him. Of course, I said yes.

This was back when co—pilots did not bid their flights. I flew with Russ a few months then one time we were on a Connie flight from LaGuardia to Midway to Kansas City with Jack Frye on board. Due to Chicago being below limits we landed at Fort Wayne. It was extremely cold that day and we were parked in a remote place on the field so Russ left me with the plane and passengers with instructions to run up the engines every 30 minutes to warm the passengers and keep the engines limbered while he went to the other side of the airport to confer with the dispatcher over the phone. Mr. Frye came to the cockpit and spent a long time with us. During this time it was time for us to run up the engines and Jack Frye was in the left seat. When I read parking brake on the checklist he couldn't find it. Old tactful A. T . said, "You mean you designed this airplane and don't know where the parking brake is?" He replied, "Hell, I only furnished the specs, I didn't care where they put the parking brake handle." I was going with one of the hostesses on the flight and she said Jack Frye asked her if he could take her to dinner when we arrived in Kansas City and she told him no she was dating the first officer. Guess that is the reason I never made it into management."

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A. T. always said to give your employer a day's work for a day's pay and he practiced that as a staunch supporter of TWA. He did always try to have a good time and we all have heard some great stories. An example was the one he told about flying a charter out of Barbados. He and his crew were flying down to Barbados to pick up the charter passengers. There was no traffic when he arrived so he asked the tower if he could do a fly by. The tower agreed, probably being a little bored, so A. T. poured the coals to the 707 and flew down the runway at one hundred feet. At the end of the runway he chopped the throttles and circled around for a dead stick landing. You can be sure it was quite a show and one the natives in the tower never forgot.

A. T.'s last flight with TWA was September 12th, 1979 with nearly 24,000 hours of flying time.

Upon retirement, he and Betty moved to Pungo Shores, to a lovely home on the intercostals waterway in Eastern North Carolina. A. T . stayed busy in retirement as Editor of TARPA topics for several years, and was a member of the VFW, Lion's Club, Ruritan club, Sidney Volunteer Fire Department, where he served as secretary and Betty as treasurer, and St. Clair's Church of Christ. Also for a time he wrote a column on travel for the local newspaper. Of course, A. T . often let his opinion be known in the editorial page. He often received compliments both for his travel articles and his op-ed pieces. A. T . and Betty attended many TARPA conventions and 384th Bomb Group reunions as well. A. T . was an excellent wood worker and built many a fine Purple Martin house for his family and friends. He was an avid Blue Crabber and enjoyed harvesting them about as much as he and Betty enjoyed eating them. The fine people of Pungo Shores have always been good neighbors and friends and A. T . thought a lot of them.

A. T. had a remarkable life. He joined aviation in its infancy and he got to evolve with it. He flew the primitive slow piston aircraft. He witnessed the changes as these machines became faster and more sophisticated. He was part of the Jet age. He ended up retiring on the L1011 of which he dearly loved. A. T. passed away Sunday morning, May 6th, 2001. It was a shock to all of us but he lived a full and happy life. May God Bless Him! A. T. has finally flown west. TWA is finally flying west. We will miss them both.

IN MEMORY OF

CHARLES J. KRATOVIL MARCH 28, 1907 - MAY 29, 2001 IN MEMORY OF

CAPTAIN ROWLAND F. SMITH, JR. APRIL 18, 1938 - JUNE 15, 2001 IN MEMORY OF

RAYMOND HEIGLE FEBRUARY 6,1922 - JULY 23, 2001

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IN MEMORY OF JOHN ROBERT WISCHHUSEN MARCH 4, 1922 - MAY 2, 2001 Bob, or Wish as he was also known, was born in Galesburg, Illinois. He served his country in the Army Air Force during World War II, spending time in the South Pacific Theater. After the war, Bob joined TWA as a Flight Engineer in 1948. He retired as an IRO in 1986. He is surby Norma Wischhusen vived by his wife, Norma and four children all in Southern California.

IN MEMORY OF JACOB P. RAST, JR. APRIL 29, 1932 - JULY 18, 2001 Jake was born in Columbia, South Carolina. Jake graduated in 1956 with a bachelor's degree in psychology from the University of South Carolina in Columbia. He was then commissioned as a Second Lieutenant and joined the Air Force SAC at McConnell Air Force base in Kansas. He served as a co-pilot of a B-47. In 1959 he was discharged as a Captain. He entered the Air Force Reserve and served for 21 years and retired as a Lieutenant Colonel. During this time Jake completed a master's degree in theatre from the University of Kansas in Lawrence, Kansas. In

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1964 Jake joined TWA and retired as Captain in 1991. He worked with safety for ALPA for 15 years, having received an air central safety award in 1986. Jake went to work for the FAA district office in St. Louis as a safety inspector after his retirement from TWA. He again retired in 1997.

Jake' s passion was for the arts. He won several awards for his watercolors. He served as Vice President and founding member of the Mosaics Arts Festival in St. Charles, Missouri. He also served as board member of the Arts Council of St. Charles County. Jake's other passion was his church. He was founding member of New Hope Presbyterian Church. He served as Clerk of Session and an Elder and taught Bible study.

Jake was blessed with a wonderful disposition, he was very caring of all people and was devoted to his family, two sons and a daughter, and three stepdaughters, nine grandchildren and a great-grandson. He was a marvelous husband and my very best friend. We all miss him tremenby Rita Rast dously. He has left a great void in our lives.

On the Left: During a recent visit to the Daytona Beach, FL campus, Dorothee Miller chatted with Embry-Riddle students Kyle Gill (MBA), Tommy Kvilvang (aeronautical science and aviationsafety), and Mina Carlson (business administration.) Behind them is the Capt.

Willie Miller Instructional Center, named January 17, 2000, to honor a substantial gift by Miller to the university.

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FLYING WEST (Author Unknown) I think there's a place, way up in the sky.

Where pilots can go when they die.

A place where a guy can buy a cold beer For a friend and a comrade, whose memory is dear; A place where no doctor or lawyer can tread, Nor a management type would ere be caught dead.

Just a quaint little place, kind of dark, full of smoke, Where they like to sing loud and love a good joke; The kind of a place where a lady could go And feel safe and protected by the men she would know.

There must be a place where old pilots go When their paining is finished, and their airspeed gets low; Where the whiskey is old, and the women are young, And songs about flying and dying are sung; Where you'd see all the fellows who'd flown west before And they'd call out your name, as you come through the door, Who would buy you a drink, if your thirst should be bad, And relate to the others: "He was quite a good lad" And then through the mist, you'd spot an old guy You had not seen in years, though he taught you to fly, He'd nod his old head, and grin ear to ear; And say: "Welcome, my son, I'm pleased that you're here.

For this is the place where true flyers come When the journey is over, and the war has been won, They've come here at last to be safe and alone From the government clerks and the management clone, Politicians and lawyers, the Feds and the noise, Where all the hours are happy, and these good of boys Can relax with a cool one, and a well deserved rest.

This heaven my son... You've passed your last test!"

Submitted by Thad May

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APRIL 4, 2001 By Randy Kennedy

Ever since it was completed in 1962, the graceful, soaring Trans World Airlines Flight Center at Kennedy International Airport has been described as a monument to the jet age.

But the terminal, built by Eero Saarinen & Associates and designated a city landmark in 1994, was actually designed before the introduction of large, commercial jets. And as air travel hanged around it, the terminal quickly became a dazzling architectural relic in southern Queens.

Now, as the Port Authority of New York and New Jersey tries to figure out how to fit the terminal into a $10 billion redevelopment of the airport, the agency has received approval from state officials to demolish large pieces of the complex: two satellite pods where passengers wait to enter jetways to their flights. One pod, to the east, was included in the terminal's designation as a city landmark; the other was added to the complex later and is not protected.

J. Winthrop Aldrich, deputy commissioner of the State Office of Parks, Recreation and Historic Preservation, said the state, in granting approval, was seeking a balance between two important needs.

"We're very conscious, certainly, of the importance of the building as an icon of modernist architecture, and we're also aware that Kennedy is bursting at the seams," said Mr. Aldrich, whose office has the authority under federal law to approve changes to the terminal. "And those two things have to be taken into consideration."

Officials with the New York City Landmarks Preservation Commission said yesterday that because the Port Authority is a bistate agency, the commission had no legal authority to stop the

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demolition of any of the terminal, which in 1994 it called "among the chief works of one of the most highly regarded architectural firms of the modern era."

Legally, the Port Authority is required only to submit its final plans to the city commission, which can suggest changes but not demand them.

Terri Rosen Deutsch, the chief of staff for the city's commission, said the commission remained unhappy with the Port Authority plan, which involves building a much larger terminal directly behind the T.W.A. terminal and the destruction of the pods, especially the eastern one, which was part of the original design by Saarinen's firm.

"The commission has expressed its concern to the Port Authority during several informal meetings and has urged the port to find a solution that would accommodate air transportation needs and still be sensitive to the landmark," Ms. Deutsch said. "And we have asked that they reconsider their plans to compromise less of the landmark."

Port Authority officials responded that they had tried diligently to balance the needs of a huge, growing airport and the architectural integrity of the terminal. Port officials said there was no practical way to save all of the terminal and build another one on the site to accommodate the growing demands of air travel.

"This is no longer a good terminal, and I think most people who have traveled through it would probably recognize this," said Ted D. Kleiner, the assistant director for capital programs in the Port Authority's aviation department. "My sense is that saving the entire terminal will not advance the plan of building the airport we need to build," he added.

But he said the authority had made large concessions to the preservationist position. It had initially planned to demolish most of the two arching "umbilical" tubes that lead back to the two satellite pods.

But after strong objections from city and state preservationists, the agency figured out a complex way to route new roadways under the tubes and salvage both of them. Under the plan, the tubes would lead into the new terminal, which is to be used by United Airlines.

Mr. Kleiner said that the old terminal, still used by T.W.A., would not necessarily remain an active terminal or serve as a kind of front door to the new terminal. Port officials have mentioned in the past that it could be used as a restaurant or a museum. Mr. Kleiner said yesterday that he could not comment on future plans. "I don't want to pre-empt any idea by suggesting any idea," he said.

Under federal law, the state's historic preservation agency is responsible for reviewing and approving changes to landmarks in which federal agencies or federal money are involved: in this case, the Federal Aviation Administration is involved in approving the Port Authority's redesign of the airport.

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Wendy Gibson, a spokeswoman for the state preservation office, said yesterday that she could not comment on the details of the Port's plan, because a memorandum of understanding approving the changes has not yet been signed by all the required parties. The state has signed it, but the F.A.A. and the Advisory Council on Historic Preservation, a federal group, have not. "We're pleased with the terms of the memorandum of agreement," she said, "although it has not been finalized."

But many preservation groups are not at all pleased with what they view as the desecration of a building designed primarily by Saarinen, who also designed the Dulles International Airport terminal in suburban Virginia and the Gateway Arch in St. Louis.

Saarinen wrote that he intended the T.W.A. terminal to function as an organic whole, "a fully designed environment, in which each part arises from another and everything belongs to the same form-world."

Among the disappointed groups is one called Docomomo, short for the Documentation and Conservation of Buildings, Sites and Neighborhoods of the Modern Movement. Caroline Zaleski, director of advocacy for the group's New York region, said preservationists were angered not only by the plans, which could result in demolition within the next year, but also with the way the approval process has been carried out with little public notification. "Many people worked hard to provide the building with landmark protections back in 1994," Ms. Zaleski said, "and the public will no doubt be outraged to find out that their government is even considering demolition of any of the T.W.A. terminal components."

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Flight Wing One - A Typical

Summer Evening.

Farewell and good-bye TWA JFK This long line was sent Sunday night October 6, 2001 in honor of the closing of TWA's operation at JFK. The Trans World Airlines terminal at JFK designed by Eero Saarinen, stands as one of the ultimate monuments of mid-twentieth century modem architecture. Commissioned in 1956 by TWA, Inc. and opened in May 1962, the unique design aptly titled "Bird In Flight," was intentionally designed as an eye-catching showpiece that would capture the public's imagination. Its expressionistic concrete exterior and soaring interior spaces did just that, making it one of the most dramatic design statements of its day. The TWA terminal stands as the majestic edifice. It has always been a favorite with the public and with us, the employees at JFK who have called it home for nearly forty years. Our last scheduled departure is now airborne bringing a close to TWA's operations at JFK. When we look back at our prestigious history we remember proudly: Transporting Pope Paul VI, first to offer in-flight movies, the world's first terminal specifically designed to accommodate the Boeing 747, "Flight Wing One." We were the WORLD in Trans World Airlines, Inc. As the International Hub, with Royal Ambassador Service, at one time or another service to: AGP/AMS/ARN/ATH/BCN/BOM/BRU/CAI/CAS/CDG/CPH/DAR/DUS/EBB/FCO/FRA/ JRS/GVA/HAJ/HAM/IST/KWI/LHR/LIS/MAD/MNL/MOW/MUC/NBO/NCE/OSL/ RUH/SMA/SNN/STR/TLV/TPE/TXL/VIE/ZHR Today marks the end of an era in aviation. Tomorrow one thousand JFK employees embark on new paths. Preliminary plans of the port authority call for a 51 gate terminal to be constructed adjoining the present terminal which will be converted into a conference center, restaurant, and a flight museum. This is our legacy to New York City.

The TWA terminal was granted landmark status in 1994, which provides for the preservation of the terminal in all aspects as we know it today. The name of the terminal cannot be changed, thus assuring the letters TWA will never be forgotten.

From all of us at JFK, au revoir, arrivederci, yassou, auf wiedersehen, adios, adieu, salaam, shalom, vaarwel, farvel, farval, kwa heri, npouyahne, aloha, farewell.

Anonymous

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Menu covers from the 70's When the goin' was good!

Finest Food in Flight .. .

TWA More than a slogan

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TWA AMBASSADOR SERVICE

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41 YEARS OF TWA MEMORIES by Bill Dixon With TWA going out of existence on December 31, this year, I am deeply saddened, but at the same time its imminent demise brings back many fond memories. I started with TWA at age 18, on December 28, 1936, 6 years after it became Transcontinental and Western Air, Inc. from a merger of Transcontinental Air Transport and Western Air. When I was hired as a ticket agent in TWA's only downtown office in Kansas City,-- after writing President Jack Frye for a job from my small hometown, Nevada, MO - there were 1100 employees. On my retirement at age 60 in 1978, there were 38,000 employees.

Some high points : Marrying my high school sweetheart, June, in 1939; restarting my career in 1945 as a copilot after military leave; captain checkout on the DC-3 in December 1948; first flight as captain (Martin 404) in 1953; becoming friends in 1939 with Walter Cronkite, who worked for Braniff Airways (long gone) across the hall from our Muehlebach Hotel ticket office; editing the Skyliner 1940-42 when in the TWA New Bureau; piloting the White House Press on five trips to Europe and Asia accompanying Presidents Nixon and Ford; June accompanying me Nov. 23 , 1977, on my last flight, a B747 to Madrid. There is not the space to list them all!

A memorable finale: At my retirement dinner in New York attended by 350 friends and associates, I was presented a letter signed by President Jimmy Carter. He thanked me for my services to the White House Press Corps and staff, and concluded with "my best personal wishes to you and Mrs. Dixon for many more happy years."

Carter's letter hangs in our den next to a large 1975 photo of President Gerald Ford's 707 inscribed "To Bill Dixon with Best Wishes from the Crew of Air Force One." It was signed by the pilot, Col. Lester C. McClelland, and the crewmembers of the two 707s, one a backup, which served the president.

I treasure them both, as I do other wonderful mementos of my 41 years, including autographed photos which I took of President Nixon in Moscow, and President Ford in Korea. But most of all, I appreciate how lucky I was to work for TWA. It was a great airline, and its people made it so!

Bill Dixon Retired TWA pilot

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An Air Line Pilot: Will keep uppermost in his mind that the safety, comfort, and well-being of the passengers who entrust their lives to him are his first and greatest responsibility.

If disaster should strike, he will take whatever action he deems necessary to protect the lives of his passengers and crew.

He will remember that an act of omission can be as hazardous as a deliberate act of commission, and he will not neglect any detail that contributes to the safety of his flight, or perform any operation in a negligent or careless manner.

Consistent with flight safety, he will at all times operate his aircraft in a manner that will contribute to the comfort, peace of mind, and well-being of his passengers, instilling in them trust in him and the airline he represents.

Once he has discharged his primary responsibility for the safety and comfort of his passengers, he will remember that they depend upon him to do all possible to deliver them to their destination at the scheduled time.

He will know and understand the duties of each member of his crew.

He will conduct all his affairs in a manner that reflects credit on himself and his profession.

He will not knowingly falsify any log or record, nor will he condone such action by other crewmembers.

Excerpts from the A LPA Code of Ethics. Submitted by Bill Dixon mindful of 9/11/2001

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MARVIN H. KARLSON A LIFE IN PICTURES The Karslon family sent these photographs from their album along with their Flown West Memorial. We have never received as many as this before. We weren't sure what to do at first. We were somewhat taken aback, but the more we studied them, the more convinced we became that almost all of them should be included. These pictures tell the story of a very typical man from the Midwest coming of age in the early days before World War II. Mary lived the hard life so common during the Depression but he dreamed of a job in aviation. His ambition to leave the ordinary work of the past behind saw him take a job with TWA as an airplane cleaner. Eventually, after wartime service in the Navy, Marv became a Flight Engineer and rose to become an instructor and Manager of Flight Engineers before retiring from the 747. From his hardscrabble roots he was able to reach to the skies and see the world. Ed.

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TARPA greets TARPA! Dear TWA Active Retired Pilots Association, TOPICS Editor, John P. Gratz, TARPA really exists! TARPA is the name of a small village in Eastern Hungary, located in the middle of beautiful landscape and rich vegetation. Some of Hungary's most splendid food products are produced in this little town and it is our goal to let the world know about it!

We are writing these lines to inform you that TARPA is as well the (registered) trademark of the brand we created - once we had discovered the richness of the area and the outstanding quality of the food available.

We would like to draw your attention to the fact that there are two WebPages with the same name existing and invite you to view our homepage at www.tarpa.de which has recently been translated into English! There you can learn many interesting things about TARPA and you can view all the products we offer.

Of course, it would be great for you and your members, to have the possibility to buy TARPA Fruit Spreads, Honey&Walnut, Hungarian Paprika and, last but not least, our delicious Plum Spirit in the U.S. We are presently working on installing a delivery system and hope that one day you'll be able to order by mouse click. We would certainly be grateful for any help or advice regarding this.

So, did you know that you have got your own TARPA house Brand now?

We hope you'll like what we do and would be happy to hear from you!

With kind regards The TARPA team: Viktor and Nicolas Korenika www.tarpa.de This message was sent to TA RPA officers, most of whom responded. These TA RPA friends sent samples of their products for display at the Philadelphia convention. Ed.

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Keep On Flying Keep the aeroplane in such an attitude that the air pressure is directly in the pilot's face. - Horatio C. Barber, 1916.

When a flight is proceeding incredibly well, something was forgotten. - Robert Livingston, 'Flying The Aeronca.

The only time an aircraft has too much fuel on board is when it is on fire. - Sir Charles Kingsford Smith, sometime before his death in the 1920's.

Flexible is much too rigid, in aviation you have to be fluid. - Verne Jobst.

If you can't afford to do something right, then be darn sure you can afford to do it wrong. Charlie Nelson.

Just remember, if you crash because of weather, your funeral will be held on a sunny day. Layton A. Bennett.

I hope you either take up parachute jumping or stay out of single motored airplanes at night. Charles A. Lindbergh, to Wiley Post, 1931.

Never fly the 'A' model of anything. - Ed Thompson.

Never fly anything that doesn't have the paint worn off the rudder Pedals. - Harry Bill.

Keep thy airspeed up, less the earth come from below and smite thee. -William Kershner.

When a prang seems inevitable, endeavor to strike the softest, cheapest object in the vicinity, as slowly and gently as possible. - advice given to RAF pilots during WWII. Instrument flying is when your mind gets a grip on the fact that there is vision beyond sight. U.S. Navy 'Approach' magazine circa WWII. Always keep an 'out' in your hip pocket. - Bevo Howard.

The Cub is the safest airplane in the world; it can just barely kill you. - attributed to Max Stanley, Northrop test pilot.

A pilot who doesn't have any fear probably isn't flying his plane to its maximum. - Jon McBride, astronaut.

If you're faced with a forced landing, fly the thing as far into the crash as possible.- Bob Hoover It occurred to me that if I did not handle the crash correctly, there would be no survivors. — Richard Leakey, after engine failure in a single engine Nairobi, Africa, 1993.

PA GE 79... TA RPA TOPICS...NOV EMBER, 2001

If an airplane is still in one piece, don't cheat on it. Ride the bastard down.- Ernest K. Gann, advice from the 'old pelican.'

Though I Fly Through the Valley of Death I Shall Fear No Evil For I am 80,000 feet and Climbing. - sign over the entrance to the SR-71 operating location on Kadena AB Okinawa.

You've never been lost until you've been lost at Mach 3. - Paul F. Crickmore.

The emergencies you train for almost never happen. It's the one you can't train for that kills you.

- Ernest K. Gann, advice from the 'old pelican.'

If you want to grow old as a pilot, you've got to know when to push it, and when to back off. Chuck Yeager.

Never fly in the same cockpit with someone braver than you. - Richard Herman Jr. There is no reason to fly through a thunderstorm in peacetime. - Sign over squadron ops desk at Davis-Monthan AFB, AZ, 1970.

An airplane might disappoint any pilot but it'll never surprise a good one. - Len Morgan.

To most people, the sky is the limit. To those who love aviation, the sky is home.

Life is simple. Eat, sleep, fly.

PA GE 80... TA RPA TOPICS... NOV EMBER, 2001