CONTENTS TARPA TOPICS THE MAGAZINE OF THE TWA ACTIVE RETIRED PILOTS ASSOCIATION FEATURES:
DEPARTMENTS:
PRESIDENT ' S MESSAGE
OVERVIEW OF
3
Bob Dedman
CONVENTION 2002 by Bill Dixon
23 EDITOR ' S NOTE
4
John P. Gratz
CLASS REUNION 24
by Tex Leudtke
SECRETARY/TREASURER 5 Rufus Mosely
VERTIGO by Bill Dixon
27 FLOWN WEST
39
GRAPEVINE
53
TWA HISTORY(Some of It) by Robert W. Allardyce
29
Gene Richards LETTER TO BILL DIXON by Dave Richwine
35
TARPA TOURS Jean Thompson
REFLECTIONS by Gordon Hargis
51
AFTERTHOUGHT by Black Dog Davis
1 5
CHRISTMAS FLIGHT by Michael J. Larkin
2 5
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
Front and Back Covers from the W. Miller Collection. TOPICS is an official publication of TARPA, a non-profit corporation. The Editor bears no responsibility for accuracy or unauthorized use of contents.
PAGE 1 ... TARPA TOPICS
65
EDITOR
John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 63017-5500 (636) 53 2 -83 17 jpgratz@earthlink.net 1034 Caroll David R. Gratz 1 St. Louis, MO 63104 (3 4) 2 41 -9353 dgratz@kcnet.com Gene Richards 221a Levelland Ln. Modesto, CA 9535 0 ( 2 09) 492-0391 gene_richards@hotmail.com
ASSOCIATE EDITOR
GRAPEVINE EDITOR
Felix M. Usis III 1276 Belvoir Lane Virginia Beach, VA 23464-6746 (757) 4 20 -5445 73644.3341@compuserve.com 2616 Saklan Indian Drive #1 FLOWN WEST COORDINATOR John S. Bybee Walnut Creek, CA 94595 (9 2 5)938 -349 2 jbybee4@attbi.com Jack Irwin 2466 White Stable Road INTERNET WEBMASTER Town and Country, MO 63 1 3 1 (3 14) 43 2 -3272 jack@smilinjack.com TARPA TOURS COORDINATOR Jean Thompson 11 Shadwood Lane Hilton Head Island, S.C. 29926 (843) 681-6451 HISTORIAN
OFFICERS AND DIRECTORS, 2000 - 2001 PRESIDENT
FIRST VICE-PRESIDENT
SECOND VICE-PRESIDENT
SECRETARY/TREASURER
SENIOR DIRECTOR
DIRECTOR
DIRECTOR
INTERNET WEBMASTER
PAST-PRESIDENT
3728 Lynfield Drive Robert W. Dedman Virginia Beach, VA 23452 (757) 463-2032 rwd@sybercom.net 14 Underhill Rd. Charles L. Wilder 6 Howell, NJ 07731-2316 (73 2 ) 3 4-5549 clwilder@prodigy.net 1810 Lindbergh Lane H.O. Van Zandt (904) 767-6607 Daytona Beach, FL 32124 hopvz@compuserve.com Box 1871 Rufus Mosely 1080 2 1 Foley, AL 36536-1871 ( 5 ) 955rufus767@gulftel.com Harry A. Jacobsen 848 Coventry Street 8 Boca Raton, FL 334 7 (567) 997-0468 jojhaj@gateway.net 1 Riverside Farm Dr. Rockney Dollarhide Crescent, MO 63025 (636) 938-4727 rdollar@tetranet.net William Kientz 14981 Chateau Village 6 01 Chesterfield, MO 3 7-7701 ( 6 3 6 ) 39 1-5454 wkientz@aol.com Jack Irwin 2466 White Stable Road Town and Country, MO 63 13 1 (314) 432-3 2 7 2 jack@smilinjack.com John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 63017-5500 (636) 532-8317 jpgratz@earthlink.net
PAGE 2 ... TARPA TOPICS
PRESIDENT 'S MESSAGE There is the smell of Fall in the air and the leaves are turning so it must be time for our eagerly awaited issue of our favorite magazine..the Topics. I am sure that our Editor will do his usual great work and I would like to start off by thanking John and his brother Dave for all that they do for us. The Convention in Chicago has come and gone and we are all left with fond memories of a job well done. It was so good to see so many of our members again after a two year sabbatical. I was very happy to see some "first timers" in attendance as this is a good sign for our organization. We must attend and participate if we are to survive. For those who did not attend, you missed a great time and a wonderful city. At the banquet, we had one of the most exciting bands these old ears have heard in many, many years. The show was terrific and I was very pleased to honor our friend and long time leader, John Gratz. I know that all of us love aviation so in an effort to get a larger attendance at our next convention, I am pleased to tell you that it will be held in Reno, Nevada during the time trials of the National Air Races with the option of staying over for the finals. We are working on hotel rates and hope that we can come up with a great package deal for everyone. The more members who indicate their willingness to come, the more clout we have with the hotels. Let me know your desires. The dates we are looking at are September 8-12, 2003. Our "volunteered" Chairman of the event will be Bill Kirschner whom many of you know. He will really do a wonderful job for all of us so give him your support. I have mentioned several times about the feasibility of doing a dual convention with the Grey Eagles and recently I have received mail from their President to be in 2004 about joining forces in Atlanta, Ga. I feel that we can work out any problems and I will assure you that we will have OUR hospitality room with our people. I believe this could be a good start as we all know somebody from American and the best way to get to know each other better is at a warm and friendly hospitality room. Let me know your thoughts. The booking of tours would be more varied so we could have more to choose from. I was pleased to see the large turnout we had at our business meeting and especially the number of ladies who attended. Tarpa has always encouraged ladies to attend as vital and interesting material is shared there. Finally. I thank the membership for re-electing me and our incumbent Board of Directors. I thank you for your confidence and support and I will continue to do the best I can for ALL our members. As Always, Be Happy
PAGE 3 ... TARPA TOPICS
EDITOR'S NOTE We are pleased to offer in this issue of TOPICS, for the first time ever, photographs taken at the Chicago Convention in vivid color. It was a memorable event and it is hoped that these snapshot photos will be seen as worthwhile souvenirs to those pictured, and as interesting updates for their friends who missed the party. We also feature numerous and varied written contributions from TARPA Members that range from thoughtful poems by Mike Larkin and Charles Davis, some serious reflections by Gordon Hargis to a story of a recent TWA Class Reunion by Tex Luedtke, and an interesting letter about an interesting period in TWA History by Dave Richwine. We also include a piece about Vertigo and a Convention Overview, both by Bill Dixon. TARPA Tours maven Jean Thompson offers details of a most interesting tour of the Danube and the heart of Old Europe on the First Class River Explorer. The President ' s Letter and Report of the Secretary-Treasurer are worthy of your close attention. You should as usual, check our regular Sections, Flown West and Grapevine. We are pleased to include a page detailing a book by fellow TARPA Member Captain Sal Fallucco. It was published posthumously and was brought to our attention by his family. President Bob Dedman has written many kind words about the Editor in his regular letter on page three but, he completely surprised me at the Chicago Convention Banquet when he presented me with a fantastic plaque featuring parts from TWA plane 8805. I had the pleasure of flying the Convair 88o from it's first week in service to it 's last week. It was an unforgettable moment for me, flattering and humbling all at once. However, as the Editor of TOPICS, this award posed many questions as to how it should be reported. After consultation with the President and the Associate Editor, it was decided to include the President's remarks and photographs of the event in this issue just as we would for any other such presentation. I would like to express my sincere gratitude to Bob Dedman and all those who kept his secret and for all their many kind words. In conclusion, let us remind you that TOPICS is yours. It exists to record all things of interest to the Members and Subscribers. It must have your contributions to continue. You have the choice of sending written material, graphics and photographs to the Editor or to the Grapevine Editor, Gene Richards. Next issue deadline is January 15, 2003. IMPORTANT INFORMATION In the event of the death of a Member of TARPA, surviving family members should call American Airlines Survivor Support Representatives: Sallie Bishop at 817-967-2878, Tracey Atwell 8178 0 96 7-3 9 or Employee Services at 1-800-447-2000. This is necessary to receive the appropriate insurance benefits. They in turn also notify TARPA so that we may contact those survivors.
Photos in this issue of TOPICS courtesy of: Charles Davis, Bill Dixon, Editor, Jeffry Hill, Joe Hitzel, The W. Miller Collection, Don Peters, Betty Rager and Charles Wilder. PAGE 4 ... TARPA TOPICS
SECRETARY/TREASURER REPORT SEP 4, 2002 As of Sep. 4, 2002, the membership is as follows: (R) Retired: (A) Active: (E) Eagles: (H) Honorary: TOTAL:
976 123 635 433 2167
There are also 54 subscribers to Topics, and 17 who receive complimentary copies. We have 27 new members since the last Topics. They are listed in this issue. Here is the financial report for the 1st eight months of 2002: 1/1/2002: Opening Balance Income Expenses Cash Flow Balance 4/30/02
$40,276.67 $54,450.68 $47,549.17 $ 6,901.51 $47,178.18
There are 154 members who still have not paid their 2002 dues. Reminder letters have gone out to them. Thanks to those who responded and paid up. Some have been returned to me marked "undeliverable", they are listed in this issue. If any of you have a current contact for these "lost souls", please give it to me. The rest have not responded. H. O. Van Zandt is trying to update the e-mails of all members. Please send your correct e-mail address to: hopvz@compuserve.com. Please note my address for future correspondence: P.O. Box 1871, Foley, AL 36536-1871, Phone # 251 955-1080. E-mail: rufus767@gulftel.com. Repectfully Submitted
Rufus Mosely
PAGE 5 ... TARPA TOPICS
C. RUFUS MOSELY TARPA SEC/TREAS BOX 1871 FOLEY, AL 36536-1871 U.S.A. rufus767@gulftel.com 251 955-1080 MINUTES of the Sep. 17.2002 TARPA Board Meeting. Board members present: Bob Dedman, John Gratz, H.O. Van Zandt, Harry Jacobson, Charles Wilder, Jack Irwin, Rufus Mosely. Absent: Rocky Dollarhide. The meeting was called to order at 7:00 PM by President Dedman. President's Report: Bob welcomed all to the Board Meeting and Convention. Concern was voiced about poor support for the Convention and whether TARPA can continue to hold Conventions. Vicky McGowan, our convention coordinator, will be in with us this week and will speak to the membership meeting on Sat. Alternatives to holding a convention would be to combine with the Grey Eagles of AA or the TWA Seniors. A job description is needed for TARPA Directors. Rocky Dollarhide and Jack Irwin were thanked for stuffing applications in the active pilot's mail boxes, quite a few new members resulted from that effort. A MOTION was made by Rufus Mosely and seconded by Charles Wilder to make the webmaster and Topics editor non-voting Board members. This motion PASSED. A MOTION was made by Rufus Mosely and seconded by Charles Wilder to appoint David Saaks, Al Mundo, and Bob Sherman to the Nominating Committee effective immediately. This motion PASSED. First Vice President's Report: Charlie reported on the By-Laws revisions, which will be presented at the Membership Meeting Saturday. They consist of grammatical changes and making the ByLaws gender-neutral. Secretary/Treasurer's Report: Rufus asked for approval of the minutes of the last three meetings. The MOTION was made by Jack Irwin and seconded by Charles Wilder to approve the minutes of the March 27, 2001; October 12, 2001; and March 12, 2002 Board Meetings. This motion PASSED. Cash flow for the year to date is $6,900 positive. There is one more issue of Topics to produce, hopefully the Convention will break even, and some 2003 dues will come in before the end of this year giving us a break even year. There are still 154 members who have not paid their 2002 dues. Webmaster: Jack reported on the TARPA Website. He is hoping to increase the number of people using the message board 200 are using it now. Pictures and articles are requested. There are approximately 950 members with an e-mail address. Topics Editor: John reported on Topics activities and retiree insurance issues. Other Business: The Secretary/Treasurer was instructed to obtain bonding in the amount of $100,000. President Dedman asked the appropriate parties to be prepared to report at the Membership Meeting on Saturday. A MOTION was made by Charles Wilder and seconded by Rufus Mosely that the meeting be adjourned. This motion PASSED and the meeting was adjourned by President Dedman at 8:2o PM. PAGE 6 ... TARPA TOPICS
MINUTES of the September 21, 2002 TARPA General Membership Meeting. The meeting was called to order at 9:00 AM by President Capt. Bob Dedman, followed by the Pledge of Allegiance. The Flown West names since our last meeting two years ago was read by Capt. John Bybee, Flown West Coordinator.
President ' s Report: Capt. Dedman announced that a presentation on the DAP would take place immediately after this meeting. He reported on activities and events since the last membership meeting two years ago. The biggest happening was the TWA bankruptcy and takeover by American Airlines. Bob wrote the bankruptcy judge and appeared at a Senate hearing representing TARPA, speaking with Senators McCain & Allen. He then reported on the March, 2001 Board Meeting which was attended by representatives of the Grey Eagles (AA Retired Pilots) and Silver Swallows (OZ Retired Pilots). Passes, OAL reduced rates, medical & dental insurance were discussed at that meeting. In May 2001 Bob attended the Grey Eagles Board Meeting in Phoenix at their invitation and was made to feel welcome. In the summer of 2001 he wrote to AA President Carty concerning pass boarding priorities. Bob reported that the cost of retiree medical insurance will rise. He gave thanks to Clark Billie, Ephe Oll iver, and all the Committee from PHL for their excellent work putting together the 2001 Convention, which had to be cancelled at the last minute due to 9/11. We will be using a professional convention coordinator in the future. Because there was no membership meeting in 2001, the Board appointed the Officers and Directors for the current year, ending at this meeting. He announced that Director Jack Irwin has retired from TWA and Bill Kientz will be proposed to replace him as an active pilot director at this meeting. The Board has dropped the age 50 restriction to membership and will ask the members to ratify this action at today's meeting. There are now 68 new members under age 50. The 2003 Convention will be held in Reno, Nevada, during the Reno Air Races.
First Vice President's Report: Charlie Wilder reported on the By-Laws revisions, which consist of grammatical improvements and gender-neutral language (see attachment 1).
A MOTION was made by Al Mundo and seconded by Bob Sherman to adopt these amendments to the By-Laws. This motion PASSED. A MOTION was made by Ken Degler and seconded by Frank Self to drop the age . o restriction to membership from the By-Laws. This motion PASSED. A MOTION was made by Dave Saaks and seconded by Dick Escola to raise the maximum number of Board Members to nine (9), to drop the requirement for two (2) Board Members to be active TWA pilots, and to add the Topics Editor and the Webmaster as exofficio, non-voting Board members. This motion PASSED. Charlie closed his report by asking all to look for ways to prosper and continue our group, and to promote TARPA membership and Convention attendance. Second Vice President's Report: H. O. Van Zandt asked everyone to keep sending him their email updates so he can keep the master e-mail list current. He will also process all digital photos sent to him for possible use in Topics and elsewhere. PAGE 7 ... TARPA TOPICS
Secretary/Treasurer's Report: Rufus Mosely reported on current membership, which stands at 2167 members. Financial data for the first eight months of 2002 was given, we have a $6900 surplus to date. With one more issue of Topics to produce and some 2003 dues coming in before year-end, we should finish the year at break even. He reported that 1 54 members have still not paid their 2002 dues. There is also a group whose mail is being returned, they will be published in the next Topics as "Lost Souls", help from all is requested to find current information on these folks.
Senior Director Harry Jacobson was introduced. He and Directors Jack Irwin and Rockney Dollarhide remain enthusiastic about TARPA and support all it ' s activities.
Topics Editor: John Gratz reported that his brother, Dave Gratz, continues to help with the editorial function at Topics. He requested all to send him articles and photos for use in the magazine. The contact at AA for deaths will be in the next Topics. There will be a judge's decision on Sep. 30 concerning insurance for those retirees under 65. Jet Net is coming for all retirees.
Bob Dedman reported that Webmaster Jack Irwin has redesigned the TARPA website and urged all to take a look. He also announced that the 2003 Grey Eagles Convention will be in Minneapolis. He once again asked everyone to support TARPA Conventions so we can keep having them. He announced that the class of 5/9/1944 seems to have the highest attendance at this year's Convention with four present: Roy Lee Miller, Cliff Sparrow, Chris Clark, and Idus Inglis.
Convention Coordinator: Vicky McGowan reported to the group, first thanking John Rohlfing and his committee for the fine job they have done putting the convention together, to which the group agreed by way of applause. Next year, 2003 the Convention will be in Reno, NV at the El Dorado hotel from Monday, Sep. 8, through Friday, Sep. 12. A room rate of $79/ night has been arranged. For 2004 a cruise will be planned, she would like suggestions as to where. Tours: Jean Thompson, tours director, reported on the upcoming Danube River cruise in Oct., 2003. The cruise will start in Munich and go all the way to the Black Sea. Old Business: None.
New Business: Joe Hitzel is collecting pictures of TWA aircraft, and asked the group to send him any good pictures they have.
A-Plan Lawsuit: Gene Frank spoke on behalf of the A-Plan Defense Fund, a group of pilots affected by the termination of the A-Plan by Carl Icahn. John Lumley is now the President of this group, litigation has been filed which will be a class action. All affected parties are urged to join in with this group. PAGE 8 ... TARPA TOPICS
Elections: Nominating Committee Chairman Bob Sherman reported the nominations for Officers and Directors for the coming year 2002/2003. They are: President- Bob Dedman First Vice President- Charles Wilder Second Vice President- H.O. Van Zandt Secretary/Treasurer- Rufus Mosely Senior Director- Harry Jacobson Director- Rockney Dollarhide Director- Bill Kientz A MOTION was made by Wes Jacobson and seconded by Ken Degler to close the nominations. This motion PASSED. A MOTION was made by Bob Sherman and seconded by John Rohlfing to elect all those nominated above. This motion PASSED. A MOTION was made and seconded to adjourn the meeting. This motion PASSED and the meeting was adjourned by President Dedman at 10:45 AM. After the meeting a presentation on the DAP was made by Joe Montanaro to those interested.
Respectfully Submitted
C. Rufus Mosely Secretary/Treasurer
PAGE 9 ... TARPA TOPICS
TARPA 2002 Chicago The 2002 TARPA Convention is now history. We hope those who attended the 2002 convention had a great time visiting Chicago and the planned tours that were arranged by the committee. The final day of the convention was capped off with "The TARPA 2002 Banquet and Dance - An Evening Of Memories " . This event was planned and arranged by Captain Barry Craig and the banquet was "Dedicated to the retired pilots of TWA and to our airborne brothers and sisters everywhere". Those of you who didn't attend the convention missed out on the camaraderie, the tours, the beautiful city of Chicago and the final evening that was enjoyed by all. The Saturday night banquet was truly a night to remember. We were pleased to host the TARPA 2002 Chicago convention and would like to thank all those that attended. The committee would like to thank the following sponsor's, Operation Lift Off and Community America Credit Union. Plan now to attend TARPA 2003 at Reno and support the work of next year ' s committee. These TARPA conventions are a wonderful social gathering of your fellow TWA pilots. For the committee — Captain John Rohlfing, Chairman Captain David Saaks Captain Fred Arenas
Anderson, Jim Anderson, Chris Angwin, Pamela Arenas, Fred Arenas, Judy Bainbridge, Bill Bainbridge, Evelyn Berger, Jim Billie, Clark Billie, Marlene Binns, John Binns, Ginny Breslin, Jim Breslin, Erika Bybee, Bill Bybee, Sue Byl, David Canavan, Bill Canavan, Sue Carr, Donald Carr, Betty Caspersen, Norm Clark, Chris Clark, Carole Corbett, Kaye Corcoran, Gene Corcoran, Joy
Captain Terry Cummings Captain Barry Craig Captain Gene Corcoran
Captain Jeff Hill Captain Tom Hoppe
Convention Attendees Craft, Ray Degler, Ken Hippe, Ken Craig, Barry Degler, Ruth Ann Hitzel, Joe Craig, Anita Dixon, Bill Hitzel, Georgeann Craig, Spencer Donlan, Jack Hoffman, Rollie Cummings, Terry Elliott, Alan Hoffman, Sharon Cummings, Jean Elliott, Arlene Hoffmeister, Howard Cushing, Patsy Elliott, Billie Hoffmeister, Colleen Cushing, Bud Emmerton, John A. Hooper, Jacqueline Dedman, Bob Emmerton, Donna A. Hoppe, Tom Dedman, Ilse English, Ramona Hoppe, Dinah Miller, Hal Escola, Dick Inglis, Idus Miller, Dottie Escola, Alice Inglis, Jeanne Miller, Kathlee Fetherman, Betty Jo Jacobsen, Harry Miller, Roylee Frank, Gene Jacobsen, Jean Miller , Dorothee Frank, Mary Jacobson, Wes Misselwitz, Ted Gatschet, Barbara Jacobson, Marvel Misselwitz, Maxine Gatschet, Charles Johnson, Neal Molinario, Richard Grant, Joseph W. Kern, Duke Molinario, Sandra Grant, Marga Kern, Janis Montemurro, Frank Gratz, John P Kirschner, Bill Moore, Roger Gratz, Pat Lehocky, Norm Peterson, Joe Green, Ev Locke, Leslie Peterson, Bette Green, Jessica Madden, Thomas Phillips, Dean Gruber, Ed Moore, Lillian Phillips, Bobbie Gruber, Cleone Moore , Wanda Pilot, Jerry Haase, David Moorehead, Clem Pilot, Jean Hill, Jeff Moorehead, Pat Pohl, Renate Hill, Sharon Moorehead, Wanda PAGE 10 ... TARPA TOPICS
Mosley, Rufus Mundo, Al, Munson, Joyce Munson, Dave Neja, Ted Nelson, Stu Nelson, Arlene Nicolais, Mario Nicolais, Rosemarie 0lliver , Ephe Olliver , Bonnie Pahl, Slim Pahl, Mickey Peters, Don Peters, Nancy Polk, Gale Rager, Betty Roe, Sim Roe, Karen Rohlfing, Ginny Rohlfing, John Rood, Klete Rood, Lois Saaks, Rhonda Saaks, David Saugstad, Denny Saugstad, Ann Schemel, Peggy
Attendees Cont'd Polk, Bill Self, Frank Self, Sue Sendelbach, Ed Sherman, Bob Sherman, Alice Siddall,Marilyn Snavely, Orren Snavely, Marilyn
Sobel, Rose Sobel, Marty Sparrow, Cliff Sparrow, Mary Stechly, Dorothy Stevens, Bill Stevens, Shirley Stimmel, Manny Stimmel, Petra
Stock, Walter Tarbox, Joan Thompson, Jean Ulrich, Donald Ulrich, Sara Urbas, Jean Van Wormer, Van Van Wormer, Charlotte Van Wormer, Jill VandeVelde, Al LOST
VandeVelde, Mary VanZandt, H.O. VanZandt, Petra Weiss, Jack Weiss, Gloria West, Lyle H. (Hal) West, Nancy Widholm, Fay Wiese, Steve
Wiese, Rosanne Wilder, Richard Wilder, Sandra Willis, Pauline Wooden, Jack Wooden, Faith Woodruff, Hank Wurster, Gerry Wurster, Joan
SOULS
YOUR HELP IS NEEDED IN FINDING THE FOLLOWING MEMBERS WHOSE DUES REMINDERS WERE RETURNED BY THE POST OFFICE MARKED
"
UNDELIVERABLE"
IF YOU KNOW WHERE ANY OF THESE FOLKS ARE, PLEASE SEND A CURRENT ADDRESS TO THE SEC/TREAS OR HAVE THEM CONTACT THE SEC/TREAS THANKS William M. Ambrose, Hayesville, NC Gordon L. Brion, Pompano Beach, FL Robert Buckley, New London, NH Albert A. Chandler, Kansas City, MO Peter Davis Couture, Oakland, ME Louis R. Falkin, Delray Beach, FL or Loch Sheldrake, NY George E. Falkner, Saratoga, CA James A. Frier, Stratford, CT James H. Gilmore, Lebanon, MO H. Scott Gregg, Elkton, MD William H. Grisamer, Hiwasse, AR Harlan Jespersen, Moultonboro, NH or Morristown, NJ
Ernest G. Jonasson, Gilroy, CA T. Goodwin Lyon, Los Angeles, CA Robert McKnight, Woodland Hills, CA Edward F. Mellon, Pittsburgh, PA T. S. Poquette, Olathe, KS Don J. Quinlavan Santa Barbara, CA John K. Rouge, Sun Lakes, AZ or Munds Park, AZ Garry Stratton, Bellevue, WA Mark Tredennick, Austin, TX Max Wetherbee, Punta Gorda, FL William R. Wilson, Gig Harbor, WA
Welcome, New Members Kurt Laursen 137 Church Hill Rd. Trumbull, CT 06611
Keith Kreider (sp- Eliza) 114 Chestnut St. Spring City, PA 1 9475
Ed Flisher (Olivia) 2840 Quail Valley Rd. Solvang, CA 93463
Vance Weir (sp- Susan) 4706 San Jacinto Terr. Fallbrook, CA 92028
David Karlson (Bridgett) 1 75 Regent Road Cincinnati, OH 45 2 45
Roberto Rafaelli (Anita) 221 Lehigh Meadows Dr. Chesterfield, MO 63005
Tom Dixon (sp-Marylynn) 5 Dogwood Estates Glen Carbon, IL 62034
Jeff Kilgariff (Anne) 6o6 Imperial Ct. O'Fallon, MO 63366
Jon Albertson (Anna) 1148 Lily Av. Sunnyvale, CA 94086
PAGE 11 ... TARPA TOPICS
New Members Cont 'd David Amundson P.O. Box 284 Canton, SD 57013 Bob Thompson 1 43 7 Lindell Blvd. # 3E St. Louis, MO 63108
Dick Hoyt (Marcia) 2161 Ladycliff Cir. Thousand Oaks, CA 91360 James Kendall (Cindy) 10 Cathy Court Northport, NY 11768
John Cleaveland (Dona) Box 280 Franktown, VA 2 3354 John Griset (Leslie) 2788 Blazing Star Dr. Thousand Oaks, CA 91362
Dennis Stewart (Karen) 4 2 55 Old Hwy loo Washington, MO 63090
Karen Davies Lee (Tom) 1502 Cowdrey Park Lane Louisville, KY 4 02 45
Karl Riebeling (Tanya) 1004 E. Shelby St. Seattle, WA 98102
John Hunt (Nancy) 1014 E. Mallory St. Pensacola, FL 32503
Norm Casperson (Donna) 1772 Winding Oaks Way Naples, FL 34109
James H. Mehew 720 Broadway Sonoma, CA 9547 6
John McLoughlin (Vicky) 923 N Kingshighway St. Charles, MO 63301
Randy Ginsberg (Elanor) 1529 Addison Road Palos Verdes, CA 90274
Bill Lippert (Constance) 385 Avacado Place Camarillo, CA 93010
Allan Frank (Boel) 24 Schoolhouse Rd. Amherst, NH 03031
Richard Neuburger(Nancy) 12114 W. 101 st St. Lenexa, KS 66215
Ken Juergens 1836o Lober Road Weston, MO 64098
Pat Sullivan (Carol) 3186 Kingsley Place LaFayette, CA 94549
Rick Justman (Lisa) 113 Arlington Av. Port Jefferson, NY 11777
Jeff Hill, Jr. (Jennifer) 9608 Hidden Lane Woodstock, IL 60098
Frank Bender 12703 Weber Hill Rd. St. Louis, MO 63127
Timothy Baker (Margaret) 13 Sweetwater Ct. Ocean City, NJ 08226
PAGE 12 ... TARPA TOPICS
Tom and Dinah Hoppe
Bill Dixon
W. Moore and B. Elliott
Arlie Nixon
The Presidents
Rollie and Sharon Hofman
Jean Thompson
Betty Rager, Leslie Locke and Jackie Hooper
Frank Montemurro, Ray Craft and Bob Dedman
Bill and Sue Bybee
Wes and Marvel Jacobson
Rohlfing, Arenas, Corcoran, Craig and Cummings
Bill Kirschner and the Jacobsens PAGE 13 ... TARPA TOPICS
Convention
Couples
Idus and Jeanne Inglis
Dave and Joyce Munson
Don and Betty Carr
Hal and Dottie Miller
Jack and Gloria Weiss
Jack and Bonnie Irwin
Wes and Marvel Jacobson
Jim and Erika Breslin
Jake and Jean Jacobsen
Jerry and Jean Pilot
John and Donna Emmerton
PAGE 14 ... TARPA TOPICS
Bill and Evelyn Bainbridge
Joan Tarbox
Slim and Mickey Pahl
The Sendelbachs
W. Moorehead Excursion Pic's
PAGE 15 ... TARPA TOPICS
Al Mundo
A Tale of Two Cruises
PAGE 16 ... TARPA TOPICS
Hospitality Suite
PAGE 17 ... TARPA TOPICS
STRICTLY BUSINESS
PAGE 18 ... TARPA TOPICS
Images from Banquet
PAGE 19 ... TARPA TOPICS
President Dedman Honors John P. Gratz It is not often that we that belong to organizations, have the privilege to honor and showcase one of our members. Tonight, we have that privilege. Since the inception of TARPA back in 1979, we have had many leaders and innovators and to name them all would take away from this moment. We have all benefited and enjoyed their efforts and by that, we have grown into a very close knit organization. We will still strive to meet all of their dreams, standards, and aspirations for TARPA. The gentleman we are honoring tonight has far exceeded what "we" normal people do. He is a book of knowledge about the workings in and about TWA, the unions and people. He is a dedicated hero to "Save-A-Connie". He has been and will be my closest ally to continue our battles with American Airlines until we get equal rights. He never flinches at taking on any job (although Pat could kick him sometimes), and will not rest until it is completed in the way we know TWA captains can do it. He has taken on several "chairs" because no one else would, or, I knew that he could do better than any one around. These various chairs required him to travel and endure long days with lawyers and financial people. Complain, no. . . bitch, yes, but the bitching was for our side. In my place, this gentleman represented all of us and did it so well that he was elected chairman to oversee our involved insurance and dental plans plus having to put up with a room full of lawyers. That in itself is a feat of endurance and deserves our deepest gratitude. PAGE 20 ... TARPA TOPICS
While trying to solve the insurance issues, our man became involved in the "pass" issue so much that I named him chairman of our compass committee...(committee for passes). Here again, never flinching. Yes sir. His daily reports would make the Washington Post envious and a chief editor famous. Our honoree has been #1, a true friend, a great captain, a union leader, a contract negotiator, the president of TARPA for 5 years, editor for 5 (and promises me more) but best of all, an all around gentleman and friend, so please help me honor our "guest" tonight, John P. Gratz.
HISTORY OF AIRCRAFT N805TW N805TW : For 10/60 delivery to TWA; stored at San Diego pending Toolco financing. Sold to TWA; delivered 8/10/61; in service 8/18/ 61. Retired from service 1/7/74 and stored at MCI. Total time: 33,540 hours. 20,085 landings. N802A: Sold to American Jet Industries 4/ 18/78. Re-registered 6/21/78. Ferried to Harlingen, TX 7/24/78. Transferred to Van Nuys, CA; main deck cargo door installed. Transferred to Mojave, CA for storage 1980. Sold to Charlotte Aerospace 12/93. Extant (in basic TWA color scheme.)
PAGE 21 ... TARPA TOPICS
Late Arriving Photos
Late Arriving Photos PAGE 22 ... TARPA TOPICS
A BRIEF OVERVIEW OF TARPA 2002 by Bill Dixon As we all grow a bit older, many of us tend to give up attending TARPA Conventions. Attendance at our conventions seems to drop off for that reason and lately perhaps, because of the acquisition of TWA by American. But in spite of those inescapable facts, the 2002 gathering was of respectable size; one hundred and ninety-eight signed up. President Bob Dedman and all the members of the Convention were hoping for even more. There were a few last minute cancellations, as usual, but also a couple of late joiners. For those that couldn't make the convention, you missed a first class event, starting with the hotel we stayed in, the Hyatt Regency Chicago. Within its one block size, there were numerous restaurants, bars, and small shops. The only problem — it took a while to learn how to negotiate your way around the various corridors and up and down escalators. It was easier to navigate a B
747 .
The Convention committee, headed by Chairman John Rohlfing, had everything superbly organized, from the room assignments and tours, to the ending banquet in the Regency Ballroom. It featured a large, our type dance band, which many took advantage of, to display their skills on the dance floor following the sumptuous dinner, which included complimentary red and white wine. The music and the evening were "Dedicated to the retired pilots of TWA and to our airborne bothers everywhere." Chicago is a city of beautiful downtown buildings stretching along Lake Michigan, which is so large it appears, even from the top observation floor of the John Hancock building, to be an ocean. The opposite shore wasn't visible. The city has a mixture of older style office buildings and the new, nearly all glass — or so they seem — modern designs. The views from the Hyatt and especially the John Hancock tower were very impressive. Chicago downtown has changed a lot from the days some of used to layover there many years ago. Among the tours, all of top quality, the Lake Michigan Dinner Cruise, which included dinner and a live dance band, was especially popular. Tours to the Chicago Botanic Garden, Architecture River Cruise, Historical Society, The Art Institute and Navy Pier (a few even rode The giant Ferris wheel) drew a happy participation. And finally the weather was quite cooperative. Only one day did it rain enough to require a jacket, and the temperatures were warm but not really hot. It was a super get-together, the first with TWA completely gone. Next year its Reno, Nevada, a choice to make all you gamblers and Air Race fans happy.
PAGE 23 ... TARPA TOPICS
NEW HIRE CLASS 650104 REUNION by Tex Luedtke When I first hired on with TWA on January 4, 1965, the group who assembled with me for training were known as a " New Hire " Class. I guess the reason was that since TWA had not hired in so long all the senior and not-so-senior pilots were glad to see new blood. Following retirement from TWA, after thirty-three years and change, I was still referred to as a "New Hire." Wonder why I wasn't referred to as a "New Retiree?" That is something to cause pause. Over the years this group has had several class reunions with the last reunion held seven years ago in a January blizzard in St. Louis. The planning for the Post Retirement 2002 Reunion began in the spring of this year. The 37 th anniversary of our employment by TWA was to be celebrated in New Orleans over the weekend of October 4 thru 6. October is a good month to travel anywhere in the world, or so I have been told. After a phone call or two to Al and Mary Ben Seeger, who live in Covington, LA they issued an invitation for a Sunday afternoon "Cajun" cookout at their home. E-mails went out to all classmates for whom we had addresses, flyers were mailed via the Postal Service, and the response was overwhelming. A flyer was sent giving a tentative schedule of events and asking all to RSVP. Once again, an enthusiastic response, with the Chateau Motor Inn in the French Quarter designated as the rendezvous point. Those attending were: Bob Cole, Bob Evans, Dick and Marty Goede, Bob and Lynn Hanlin, Adam and Rosemarie Huetter, Filice Lewald (Rosemarie Huetter's sister), Les Pue, Al and Mary Ben Seeger, and my wife, Marian Luedtke, plus yours truly, making fourteen. Most people arrived without difficulty and some classmates bought full fare tickets to save them the stress of "non-revenue" travel. The only complication was the weather, due to the October "hurricane season" in the Southeastern States. "Lili," the second hurricane within one week, was predicted to hit Louisiana slightly west of New Orleans Thursday about noon. Marian and I looked at various schedules and decided to take the early Friday morning flight on SWA out of Oakland, which meant spending the night at Oakland Airport Ramada, using their "Park & Fly" and shuttle service to the airport the next morning. We had a hint of approaching complications when the Southwest ticket agent grimaced as we checked our baggage. Once at the gate area, we learned that the non-stop flight to New Orleans cancelled the day before due to "Lili" and most passengers from that flight spent the night and took Friday's flight out. We knew we were in trouble when the gate agent started asking for volunteers to give up their seats. To make the story even longer, not only were we not boarded on our first flight but were also passed over on the two backups. We consulted with Southwest's Customer Service and they really did a lot of helpful research. The final result was: Oakland — Midway (Chicago) — St. Louis — Houston — New Orleans. No problem! We made it all the way. After
PAGE 24 ... TARPA TOPICS
catching the Airport Shuttle, we checked into the Chateau at 1:15 AM Saturday morning. You could not get there from here; you had to start someplace else. Saturday was an open day. The highlight of the day for some of us was the D-Day Museum where they have added displays depicting the WW II Pacific Operation. The author Stephen Ambrose is a sponsor of the museum and it is a "must see" if you are in the area. Plans were to meet for lunch at Acme Oyster Bar, famous for their fresh oysters and gumbo, but with the queue of customers waiting in the street, some opted for Felix's across the street. I must relate a story about our classmate Bob Cole. Bob could not arrive until Saturday afternoon. Dick and Marty Goede drove to the reunion from St. Augustine, FL and thus had a vehicle to collect Bob from the airport. Bob purchased a full fare ticket from Corpus Christi to New Orleans. Upon arrival at the New Orleans gate, Bob called Dick and Marty on cell phones to establish that they were waiting for him just beyond security. Lots of deplaning passengers passed by security and still no Bob. Just then a dead beat, intoxicated, burned out hippie bum, with holes in his Levi's, sun glasses on, and unkempt hair protruding from beneath a stocking cap began panhandling Dick. In fact this despicable character was pawing at Dick's shoulder asking for money. Just when Dick reached the limit of patience, and was about to kick the #? ^ &* out of the bum, Bob removed the hat with attached hair along with the sunglasses, and asked Dick if he can't recognize his classmate. Bob continued this act at Muriel's for Happy Hour and, with the consent of the bartender, pulled his charade on each and every one of us. He embellished his performance by "falling down drunk." All of us were taken in and mightily amused. Late Saturday afternoon we met for Happy Hour at Muriel's just off Jackson Square where Bob Hanlin's wife, Lynn presented all in our group a `bead necklace,' New Orleans style. Dinner at the Palace Cafe, a Dickie Brennan Restaurant, on Canal Street where we celebrated our longevity, camaraderie and wonderful food. We had another memorable experience at dinner: Adam Huetter, who turns out to be an accomplished "Vintner," shared some of his excellent personal wine brought from Santa Rosa to compliment our dinner. I never realized we had such a wide range of talented people in our TWA class. Sunday I walked to the Budget Auto Rental Office on Canal Street and collected the fifteenpassenger van rented to transport all to the Seegers'. I drove to the Chateau Hotel and as there was no parking place to be had, I parked on the sidewalk, as I had witnessed others do before. I was not out of the vehicle more than five minutes when the meter maid came by and slapped a ticket on the van. She must have been hiding around the corner just waiting for another tourist! Dick and Marty Goede supplied an ice chest with chilled libations for the hour's drive to Covington and the Seeger Estate. We left the French Quarter a little after noon to drive the 24mile Causeway across Lake Pontchartrain. I only got `disoriented' (not lost) twice, but finally had to cell phone Mary Ben for directions. You know how that is with males: Cold sweat, clammy palms, dry mouth, anytime we ask directions. After just over an hour of travel, we PAGE 25 ... TARPA TOPICS
reached Mary Ben and Al Seegers' home, which is located on over a hundred acres. The home is large, beautiful and perfectly sited on a man made lake. Al told us that after getting several tractor mowers stuck in the low defile, he decided to dig it out and make a lake. I would love to have dropped a line into the pond just to see how big the fish had gotten since Al had it stocked. Their dog, Sam, became everyone's favorite and charmed quite a few tidbits from the tables. Mary Ben and Allison (their lovely daughter) warned us that the fresh marinated shrimp and Louisiana smoked sausages were hors d'oeuvres and not dinner. None of us heeded the warning and we all had second and third helpings. I could have made an excellent meal of the fresh bread and the broth. Dinner consisted of fresh catfish filets delightfully seasoned Cajun-style, accompanied by char-grilled summer squash, Jambalaya, and a gigantic Caesar salad. All this followed by dessert of homemade bread pudding and coffee. We even had time to watch the Saints win over the Steelers. After much "hanger flying," "how I saved my 747 with a full load of passengers," food, and drinks, everyone stumbled back into the van and we departed a little after nine for our hotel. It was hard to leave such a welcoming home and such great hosts. The drive back was uneventful except for some very bad jokes. Still not content to just go to bed on our last night, we lugged the ice chest into the hotel courtyard for a last drink and more war stories. About an hour or so later the hotel receptionist came out to say she had complaints from other hotel guests about the noise we were creating and that we would have to quiet down. For a group our age, I think that was a compliment. We agreed that we were on the count down for our next class reunion in 2005.
Photo is attached so you may identify the "party animals."
(Left to right) Bob Evans, Marian & Tex Luedtke, Marty & Dick Goede, Bob Cole, Les Pue, Bob & Lynn Hanlin, Felice Lewald (Adam Huetter's sister in law), Adam & Rosemarie Huetter, Al & Mary Ben Seeger
PAGE 26 ... TARPA TOPICS
VERTIGO CAN BE DANGEROUS by Bill Dixon First and foremost, vertigo is defined as true dizziness, and older people are particularly susceptible to it. However, it can strike persons of any age. Also, it can mean trouble for pilots who are not instrument rated, or flying night formations in the military. Vertigo, according to the Merck Manual of Medical Information, is a false sensation of moving or spinning, or of objects moving or spinning, often accompanied by nausea and loss of balance. It is this latter that can be especially dangerous if it hits as a person is rising suddenly from a chair or bed, or makes a sudden turn when walking. Sometimes vertigo can last for several days, keeping a person virtually bed captive. Some people use the word dizziness to describe lightheadedness, a vague spaced out feeling, faintness, or weakness, but only true dizziness — what doctors call vertigo—causes a sense of moving or spinning. It may last only a minute or two, as it does in most cases, or may continue for hours or even days, which was the case in one person I knew. She was bed ridden for several days with severe dizziness whenever she attempted to sit up or walk. A doctor's attention finally helped her. Vertigo can even continue when a person is motionless. How many of us have suddenly sat up in bed at night and found the room revolving until we stayed motionless for a brief period? It is a very uncomfortable feeling. The organs that control equilibrium are located in the inner ear. Vertigo can come on suddenly and can be experienced even by a healthy person during activities such as riding amusement park rides, sailing, flying, watching a movie, riding in a car or looking down from great heights. Other conditions that can cause vertigo by affecting the inner ear, are bacterial virus infections, nerve inflammation, toxic substances, tumors and abnormal pressures, plus many other ills. A common cause is motion sickness, such as swaying or sudden stops and starts in vehicles. Older people, or those taking drugs for heart disease or high blood pressure, are candidates for vertigo attacks. There are treatments a doctor can recommend. Benign paroxysmal positional vertigo is a disorder in which it begins suddenly and lasts less than a minute. A sudden change in head position, such as when a person lies down or gets up, can trigger it. I remember flying night formation in C-47s in Troop Carrier Command. We flew off the plane ahead in a 9 plane formations, divided into groups of 3 planes. We kept position by watching several tiny lights on the top of each wing. The pilot and copilot took turns flying 30 minutes at a time to avoid vertigo — each pilot watching the other. After a week of practice our commanding officer led the formation one night. Once was a enough. He decided we had enough practice! One of the most famous cases of vertigo is believed to have caused the crash of John Kennedy, Jr. on July 1 6, 1999, when, not trained in instrument flying, he ran into mist and haze approaching Martha's' Vineyard airport. He may have tried to turn the single-engine aircraft to reverse course, lost the ground lights on the horizon in the mist, and thus his orientation, and didn't realize he was into a fatal spin until it was to late to recover. He, his wife, and her sister were killed.
PAGE 27 ... TARPA TOPICS
Charles E. Lebrecht 91 Hickory Loop Ocala, FL. March 18, 2002 John Gratz 1646 Timberlake Manor Pkwy. Chesterfield, MO. 63017 Dear John: Enclosed is a photo of two toy aircraft, one of which I purchased from an antique dealer and one I purchased at an Estate Auction. The one from the dealer is a cast iron DC-1 or DC-2 manufactured by Hubley toys and bears wing markings TAT NC431 which I suspect is fictitious as I can't find any record of TAT having any DC aircraft which were produced somewhat later than TAT's existance.The other is a pressed tin, spring driven mechanical made in Japan of the DC-1 with the wing markings TWA NC233Y. A photo of our TWA DC-1 appears on page 90 of "Legacy of Leadership", as X233Y. Operation is somewhat clever as not only do the wheels propel the aircraft, but the mechanism is geared to drive both propellers although in opposing direction,. The tail wheel is movable and can be positioned so the aircraft can travel in circles. Both toys were made in the mid to late thirties. My main hobby is collecting Mechanical Banks but I do, occasionally pick up Antique toys, especially airplanes with TWA logos. Sincerely yours_ FE Chuck Lebrecht, ret.
3472
TWA's History (some of it) On Parade. by Robert W. Allardyce Captain Nick Mourginis stopped by for a welcome three day visit over the fourth of July (2002). Nick, having been the editor-in-chief of MEC's landmark "Lancet" newsletter and more, is a veritable encyclopedia of TWA/ALPA lore. His "chapters" span the middle sixties through the nightmare that was Carl Ichan. As we lounged on my back porch into the wee hours watching fireflies hoping for a one night stand, blink at their ladies, many delicious and some distasteful memories were revisited. Names, in no particular order, flowed like rich wine; Roy VanEtten, Barney Rawlings, Wayne Haggard, Jerry Burns, Bill Murphy, Harry Hoaglander, Jack Donlan, Fred Arenas, Wally Erickson, Harry Moekler, Lawson Williams, the rise, fall and resurrection of John Gratz. The list of names seemed endless. So were the vignettes. Al Mundo's "Midgets," for example. There was at least one fist fight, a "Bag Job," and tales of clandestine phone calls divulging freshly done MEC business to one of Ichan's corporate puppets. Nick is a wonderfully articulate and soft spoken man. Had I not numbed my eardrums nursing the beat out of the old Connies' props (or was it straining to hear those soft sounds of romantic torment reverberating through the thin walls of Kadena's, Koza Hotel?) I might not have missed a name here and there. So, if any of the movers and shakers have been left out so far, please accept my profound apologies. Swapping stories with Nick transported my mind back to early 1930s. During the Great Depression we didn't have money to waste by leaving the overhead lights on in the evening as we listened to our cheap art neuveau console model Emerson radio. The dim light of the Emerson's Cyclops dial made imaginary figures clearly discernible on the stage of the theater of my young mind. Along with " Jack Armstrong: All American Boy, " " Jimmy Allen And His Flying Aces " (remember the Monsoon Soo?), and the " Gilmore [gasoline] Circus " (Roar With Gilmore [gas in your tank] ), one of our weekly "must hear" programs was John Nesbitt's, "The Passing Parade." Nesbitt was a masterful story teller of the Old School. He changed his voice as he played each character in his tale. A high falsetto voice created a woman in my mind's eye. A deep base voice spawned a male hero. Each yarn taught a poignant lesson about life. Nesbitt's stories called up the imagery of an unimaginably enormous parade of people, each individual with their own story, walking toward me from the infinite future, pausing as their particular plot unfolded, then shuffling off to fade out of sight into the perpetual past. For me, Nick's vignettes became that parade. At the end of each broadcast, Nesbitt would close with, "And that was another story from the passing parade. This is John Nesbitt. Good night, everyone. " Eventually, as Nick and I mixed and matched subjects, the Flight Engineers' International Association (FEIA) surfaced. It was, for me, a bittersweet recollection. Nick suggested that I submit something to TARPA about TWA, the ALPA, and the FEIA. Initially, I demurred. Having played a role in that Greek tragedy - or was it a comedy? - I felt someone else should write it. Nick disagreed. As we now close the books on TWA's history, he thought it would be a timely subject. As we talked, we realized that TARPA had published articles about members' Navy, Marine, and Air Force squadrons, flying home-builts, vacations, and what have you, but nothing about the crew complement issue, one of the major events of our time with TWA. Few TWA pilot's lives, old or new, have been left untouched. PAGE 29 ... TARPA TOPICS
It was the crew complement controversy that became the fulcrum that levered American Airlines' pilots out of the ALPA and into their own Allied Pilots Association (APA). As Hopkins wrote in Flying The Line (By George E. Hopkins, Ph.D. The Air Line Pilots Association, Intl. Washington, DC. 1982), "ALPA's history up to 1963 had been a remarkable story of unification across company lines. The cooperative spirit of the first generation of professional airline pilots was their greatest single resource, and without it Dave Behncke's scheme to unionize pilots would have died aborning. But after World War II, and certainly by the 1950s, the old spirit of shoulder to shoulder solidarity among pilots was beginning to erode." (Page 227) After a running battle developed between American's ' pilots and ALPA s president, Clarence (Clancey) Sayen, Sayen resigned. AAL backed TWA ' s candidate John Carroll. National Air Lines' Charles Ruby got the nod. From there on out, it was all downhill. "[But the] final brick in the wall that the AAL pilots built between themselves and the rest of the profession was crew complement." (Ibid. Page 238) Basically, the ALPA wanted the airlines to pay for and train their flight engineers as pilots or get rid of them, ala Eastern Air Lines. AAL simply wanted to grandfather their flight engineers in and let it go at that. This seriously eroded the ALPA's position that a pilot qualified third crew member on the upcoming jet airliners was purely a safety issue. That argument, today, seems almost quaint, because two pilots has become the standard staffing on today's jet airliners . Nevertheless, in 1963 the ALPA all but imploded over the controversy. The AAL pilots pulled out of the ALPA and formed the APA. Curiously, in joining American Airlines, we have come a full circle. Only a full blown Oracle could have predicted the random path that delivered us here. After Nick left I flipped through Hopkins' book to Chapter 17 - "Safety and Crew Complement in the 1950's." (Ibid. Page 175) Hoping to refill some of those geriatric holes that may well have given my brain the appearance of a well ripened piece of Swiss cheese, I reread it. It took several espressos along the way to crack the crud off my inner archives and get the deeper memories flowing; memories that could not possibly have found their way into Hopkins ' tome. Flying The Line, of course, was the ALPA's HQ and HQ's piece de resistance. It was never intended to offer a view of the flight engineers' gut issues. Hopkins, for example, never mentions the all important Feinsinger Commission's Report (May 5, 1961) in context of the crew complement issue. He does, however, offer ALPA ' s Clancey Sayen ' s picturesque description the situation, "What [the crew complement issue] boiled down to was we put a monkey back there on the [flight engineer's] panel, and when we turned around he was King Kong. " (Ibid. Page 185) PAGE 30 ... TARPA TOPICS
I have no intention of reopening the "old business" of the Crew Complement controversy. For the record, I hope to offer at least a footnote that is currently absent from TWA's written history. I can offer only my personal perspective. Others may well want to add their points of view. But, for now, where and how to begin? How about with the July, 2002, issue of TARPA and the announcement that flight engineer AI Grandseart had "Flown West?" TWA's San Francisco Chapter of the FEIA used Al's Redwood City home for our monthly meetings (circa 1959). As we stood on the threshold of the crew complement debacle, at that time, Gordon Clare stepped down from his FEIA office as SFO's chairman. I had been serving as Gordon ' s Safety and Engineering Committee (remember those R-3350's that used to swallow exhaust valves by the bushel?). I was elected to follow Gordon. It was a scary period of time for flight engineers. Practically all of us had families to support. So, whether we were going to be a part of the crew in the soon to arrive turbine powered airliners was a bread and butter issue. With apologies to William Shakespeare, to work, or not to work? That was our question. Leapfrogging ahead some three years (circa 1962): The late Sam Dietrich, president of TWA 's FEIA and a steady guiding hand throughout those troubled years, would periodically join us from Kansas City and bring us up to date on the state of our union. When the meetings were over, Sam and I used to sit in my car in front of Al's house and talk. We would discuss what the future might hold and how to handle it. The "future" was the probable impact of the 1961 Feinsinger Commission ' s report. Nathan Feinsinger, head of Kennedy's Presidential Fact Finding Board, had offered some flight engineers an opportunity to take pilot training and keep our jobs or quit with severance pay. Our long discussions, in front of Al Grandsaert's house, left me with no doubt that Sam recognized that Feinsinger intended to bring about the end of the FEIA. Here is an excerpt from that report: "The most obvious solution to this problem is merger or some form of consolidation. In the considered opinion of the Commission, neither peace nor safety on the airlines will be fully assured as long as there are two unions in the cockpit." "It is important that this merger approach has received the repeated endorsement of the AFL-CIO. Every disinterested observer, governmental or private, who has expressed an opinion to the Commission shares the view that the flight crew should be represented by one union." (Emphasis mine) However reluctantly, Sam had accepted the report as settled law. Sam and I would often still be talking when the sun came up over the Oakland Hills, across San Francisco Bay. I'd drive him to his motel and return home to try to explain to my wife where I had been all night; e.g., "Talking with Sam." "Yeah! Right!" While Sam and I never specifically discussed it, I believe that Sam saw me taking over his office after he stepped down. However, my insides had become corroded by too many years of being soaked in pure adrenaline. I had grown battle weary. My marriage was in shambles. I very much wanted to try and put my marriage back together. I returned to just flying the line. As it worked out, as it had for so many of us in both labor unions who stepped up to the plate to do our part, my marriage failed anyway. In the wake of my resignation as SFO's chairman, in 1964, the late Lou Mansolillo was elected. When Sam Dietrich eventually resigned, Lou was elected as president of TWA ' s FEIA. Lou 's PAGE 31 ... TARPA TOPICS
policies, when I learned of them later, came as a shock to me. Lou had abandoned Sam Dietrick's understanding of the Feinsinger Commission's report and joined a group of F/Es who sincerely believed that they could successfully fight President Kennedy, the Feinsinger report, the ALPA, and TWA and keep the FEIA alive on TWA ' s property. I believed that trying to keep the FEIA going would eventually sacrifice the very people the FEIA had been organized to protect. My worries were intensified by my experiences during and after our nationwide strike. The strike began on February 17, 1961. The next morning I got a telephone call from George Heinz, president of Western Airlines' FEIA. I had somehow fallen heir to the job of Straw Boss of the West Coast, insofar as our strike was concerned. For some time Western's management had been tilting towards firing their professional flight engineers. George was worried about calling his men out on strike. He wanted my assurance that we, the Big Boys, wouldn't end the strike and leave his guys out on a limb. I honestly believed the FEIA would stick together come hell or high water. I wrongly assured George that TWA's flight engineers would not return to work without Western having taken their flight engineers back. As it turned out, part of the package of accepting the Feinsinger's settlement, was to immediately return to work. We left Western's flight engineers up that proverbial creek without a paddle. They were replaced by new hires. I met some of the devastated families during meetings in LAX. George never forgave me. I never forgave myself. I was very naive. Having seen the devastation that follows the loss of one's livelihood, I was very worried that, in following Lou's leadership, we on TWA would end up in the same boat. Pausing to looking back even farther, I recall attending my first FEIA convention (circa 1955) as a representative of our international (Idlewild) council. Pan American's William (Bill) Kent was president of the FEIA. The major issue on the agenda was Crew Complement. I recall Kent taking the podium and beginning a tediously thorough explanation of the situation. Our employment was in jeopardy. We had two options. We could fight or find a way to settle. I recall the room erupting. Everyone was on their feet shouting to the Chair for recognition. Clearly, most everyone wanted to fight. Joining TWA from a nonscheduled air carrier, Transocean Air Lines, I had never before belonged to a labor union. I was stunned. When things settled down a bit, Kent was asked for his opinion. I recall it as if it were yesterday. In Kent ' s view, the FEIA didn ' t have the money, the power, or the prestige of the pilot' s union. A battle was a sure loser. It appeared to Kent to be the wiser course of action, while we still had a little strength and the ALPA had not yet fully mustered theirs, was to negotiate directly with the ALPA and salvage whatever we could. There was a brief silence in the wake of Kent's remarks and then the proverbial feces hit the fan. Everyone was shouting, "Traitor! Coward! Turncoat!" In part, the reaction stemmed from an erroneous rumor that Kent had already cemented his own place within the ALPA. Kent was fired on the spot. I don't know that Bill Kent lived long enough to witness his vindication. Except for the complete extinction Kent envisioned, things turned out pretty much the way he predicted they would. Had there been a possibility of negotiating with Sayen in 1955? Curiously, Hopkins reports that, " `Clancy [Sayen] was very, very much opposed to what we [at Eastern Air Lines] were PAGE 32 ... TARPA TOPICS
starting to do on crew complement, incidentally, ' says [Eastern Air Lines] Jerry Wood. ` He told us that we were really getting ourselves into a period that was going to be rough. [Sayen] was right - it turned out to be a bloody war.' " (Ibid., page 186) Back to Lou Mansolillo (circa, 1965): I had not realized it at the time, but after I disconnected from FEIA work, I had become persona non grata. I was out of the loop and liked it that way. One day I got a telephone call from the late Jim Jones in Los Angeles. Jim was actually in tears. The few old friends that would still talk to him were calling him a turncoat. Jim, LAX based, had been pressing to join the ALPA and accept pilot training. That was bald faced blasphemy among the older flight engineers in those days. It became necessary for the FEIA's leaders to limit Jim's influence. That was done by blackening his reputation. A story was concocted that, behind everyone's back, Jim had gone to Washington, DC, and sold out to the ALPA, ala Bill Kent. Jim, according to the rumor, was to head the ALPA 's imagined flight engineer division. Jim said it was all a lie. I said I would call Lou and check on it. I telephoned Lou. Reluctantly, Lou eventually admitted he hadn't bumped into Jim at LAX's airport as Jim was allegedly departing for Washington. He had made the story up. Jim was innocent. After discussing it for a time, I told Lou that no coalition that was built on lies could succeed. Deceit would surely turn on and consume all of us. I asked Lou to apologize to Jim and distribute a letter to our membership setting things straight. He refused. (NOTE: I do not intend to imply there were "bad" people in this story. Everyone was under an extraordinary amount of stress. Every one was doing what they thought best under very trying circumstances.) As insignificant as the Jim Jones affair may now seem, it was of major consequence. I realized the TWA-FEIA anti-Feinsinger forces were on a roll. New hires were arriving on the flight engineer's seniority list by droves. They had been hired as future pilots (and possible FEIA strike breakers). The bulk of those pilots were more inclined to petition the National Labor Relations Board (NLRB) for a representational election and vote the FEIA off TWA's property. The loss of the protection of the FEIA ' s working agreement with TWA might have brought down upon us the sort of disaster that overtook Western Airlines' flight engineers. The more I thought about it, the more I was convinced that things appeared to be unfolding pretty much as Bill Kent had predicted they would. There is and old saying, "If you always do what you always did then you will always get what you have always got." If anything different was going to happen, it seemed to be up to me to try to get it going. The late Capt. John Montgomery was Chairman of SFO ' s ALPA council at the time. John and I had flown together many times. We were friends. I telephoned John and told him I wanted to talk about helping to settle the FEIA/ALPA problem. John agreed to meet. During our meeting I offered to work to bring the flight engineers peacefully into the ALPA's fold. John said he would discuss it with Capt. John Nevins. Nevins was the ALPA's MEC Chairman at the time. Montgomery called me a few days later and said he had set up a meeting with Capt. Nevins. If there is an unsung hero in this story, it has to be John Nevins. John was the right man in the right spot at the right time. He listened when no one else seemed receptive. He quickly foresaw the importance of peace in the cockpit. John insisted that I join the ALPA before ALPA could get involved. My only condition for my contribution was that we flight engineers be treated
PAGE 33 ... TARPA TOPICS
fairly. John agreed to get the MEC to add second officer representation at each council. He agreed that I could hold one MEC position until elections could be held. After that, it was up to the membership. I had no problem with that. I joined the ALPA on the spot. John turned me over to Roy VanEtten and we set off for a month long circuit of our domiciles. Roy and I advertised our schedule and reserved motel space so as to be available all day to meet with interested parties and answer questions. While waiting for visitors, Roy and I spent many hours just sitting and talking. I got to know Roy as few knew him. He was an exceptionally good man. I miss him. Be that as it may, our lightest moment occurred in San Francisco. We had a room at the Airport Hilton. We waited all day and no one had yet showed up. Roy's view was that either everyone at TWA's most senior domicile already knew what they wanted or nobody gave a damn. About the time we were ready to close shop, the door popped open and in walked a young fellow. He was obviously in a hurry. He was all business. "Which one of you is Captain VanEtten?" Roy gave me an impish look that said he was tempted to let me be he. Nevertheless, Roy allowed as though he was. The young fellow, who didn't appear old enough to shave, had but one question. "How much do you think a 747 international captain will earn a year under the new contract?" Roy was caught by surprise. Without cracking a smile, Roy rubbed his chin and allowed as how an international captain might earn as much as $100,000 a year. The young man didn't even blink. His immediate response was, "Shit! That isn't much!" $10, And with that he spun around and walked out without so much as a by-your-leave. to us, at the time, was big bucks. Roy wryly wondered what kind of a family income would it take to raise a kid that thought $100,000 wasn't much money? We had a good chuckle. As Hopkins claimed in his book, times and pilots had indeed changed. The negotiating team completed negotiating the first 747 contract. Barney Rawlings worked out much of the fine print. The second officer's wages were set at a fixed percentage of the captain's pay. The position of International Relief Officer was born, and more. In time, flight engineer Sid Carter was elected to the MEC and even served as chairman for a while. Hal Miller became something of a perennial guru. Hal had encyclopedic knowledge of the Railway Labor Act, the contract, Robert's Rules of Order, etc. He was a valuable source of sage advice. Several "A and A-1" flight engineers became captains. As my memories ended, Nick recalled having seen an old black and white TV movie of an early reenactment of the battle at Gettysburg. During the original battle the soldiers came at each other with hate filled hearts, bayonets fixed, and guns blazing. In the reenactment, they were again dressed in their blue or gray uniforms. Once again they ran at each other. This time, however, they met with laughter, handshakes, and hugs. There was something of this in the way the struggle between the ALPA and the FEIA ended on TWA ' s property. We came together as friends. By that time, I had already stepped aside to become just another anecdote in TWA's Passing Parade.
PAGE 34 ... TARPA TOPICS
Letter from Dave Richwine to Bill Dixon February 26, 2001 Dear Bill, Thanks so much for your nice note and the copy of your article about TWA. I agree that the merger has a sad side, but TWA's history is well documented and its legacy will live on. Further the current TWA employees are a lot better off than those of PAA, EAL and BNF. While your article was, as usual, well written, I think you were a little hard on Howard Hughes by assessing him partial blame for TWA's demise. While his early intrusions, interference, and self styled approach to equipment selection were most vexing to the managements at the time, it has been 40 years since he has been associated with TWA, and I doubt that his mistakes of the earlier era have followed through or in any way contributed to TWA's present condition. I have always felt that I owed my job and retirement to him, for I recall some trying times in the late forties and early fifties when TWA's management could not meet the payroll from one two week period to the next, and the Hughes Tool Company picked up the tab. I'm sure you will remember the little placards on the bulkhead of the DC-3s, Martins, and Connies indicating that they were the property of the Hughes Tool Company. I have to confess; also that Howard Hughes has long been one of my heroes, his mistakes with TWA notwithstanding. Along with the entire seaplane community, I admired the sheer genius and tenacity that went into the Hercules (Spruce Goose) project and the way he handled Senator Brewster during the Congressional hearing on the same. I also admired his individualism, courage and the way he handled his critics. Even in his divestiture of TWA ownership he did, in spite of all the chest thumping of Tillinghast and company, (see JUST ABOUT EVERYBODY VS. HOWARD HUGHES) walked away with a cool four hundred million in cash, probably laughing all the way to the bank. It was, I believe, the second largest cash transaction in the annals of American business history, and for weeks nobody could figure out what he did with it, as it didn't show up on the New York financial scene. A WSJ investigative reporter finally figured out that he had spread it out over all the branches of the Bank of America in which he was a major stockholder. Two or three percent: passbook savings earning was not hay even in those days. Of all the mistakes that Hughes made, to me, locking horns with Charles Thomas was the worst one. I do not know where the historians got their version of the Hughes-Thomas relationship, but I got mine directly from one Charles Thomas and it goes like this: following the Carter Burgess fiasco, Thomas was playing golf with Hughes one day and Howard unloaded his TWA management problems on him. It sounded to Thomas, who needed neither the money or recognition, like a real challenge and he told Hughes that he could, in two years, get the financing for the jet transition and build him a sound self administrative organization in the process. The stipulations were that he, Thomas, was to have a completely free hand to run the company, except that Hughes reserved the right of final approval of major contracts and equipment selection. Generally speaking, everything went pretty well for the first year, although Hughes made some noise about the financing agreement that Thomas had working. Charlie advised him that the final impact of PAGE 35 ... TARPA TOPICS
the jets on the air transport industry was not vet known.. financial backers were very cautious, and that he felt lucky to have achieved the deal he had. The first real trial of their agreement came with signing of the jet fuel contract whose total cost fell within the Hughes "major contract " category. The contract was prepared and sent to 7000 Romain. A couple of weeks passed with numerous reminders and Hughes had not signed it. With time growing very short, Thomas ailed Nadine deal. Henley and explained the crucial nature of the She called back and advised him that Hughes was in Las Vegas but would meet him at the Hollywood Hilton at a set time and date, To shorten the story. Hughes stood Thomas up for twenty four hours which was. in my view, his biggest of all mistakes. I was in the office fice when Thomas returned from that trip and he was still livid. Although I did not get to talk with him personally. it was obvious to his entire staff that retribution was paramount on his mind. The fuel contract was subsequently signed at the 11th hour. Floyd Hall can fill you in on the details of that. It was not long after I finished my work for him and had gone back on the line that Thomas picked up his hat and walked out. The hooker here was that there was a clause in the proposed mortgage contract, which said that the entire deal was contingent upon no change in ton management. With Thomas's departure, a deal which would have enabled TWA to make its jet transition with no personal investment on Hughes' part went temporarily down the drain and cost Hughes his airline. The rest of course. is, as far as I know, reasonably accurate history. I never met Howard Hughes personally. but I did do business with Nadine Henley, and Howdy (Harold) Koontz. On my first visit to 7000 Romain. I had the privilege of spending several hours with Nadine. In case you do not know it. she was the real power behind the throne of Hughes Empire. She was a low key. sound-thinking woman in her 40's who had been Hughes personal secretary at the old Hughes Aircraft Company. In influence she ranked number one with Howard, even above Noah Dietrich and others. She was quietly efficient and, as far as I could tell, not the least bit impressed with herself. She worked quickly and unassumingly. However, her judgment, like a good pilot's. was no better than the information she had to go on. She listened to what I had to say about TWA and then turned me over to Howdy Koontz, then management consultant to the Hughes Tool Company. As it turned out, Howdy had been a neighbor of ours when we lived in President Gardens but we were not close friends, just neighbors. At that time he was Director of TWA' s Industrial Engineering Department, a job he left to become co-head of UCLA's graduate school of Business Administration from whence he became Hughes Management consultant. I spent some productive time with him. During my limited time with Nadine, she painted a very intimate picture of Hughes' personality, interests, and methods of working which gave me a better insight into the man. While he was a tough and often eccentric businessman, he had a very human side too, and Nadine had him on a pedestal. Among other things, all of the profits from the Seattle based (Electronics) Hughes Aircraft Company went to a local children's hospital foundation.
PAGE 36 ... TARPA TOPICS
While I'm at it, I might as well explain my "mole" role in TWA's management, which I'll do as briefly as possible. It started in the middle of the Damon regime and extended through to the time I worked for Charlie Thomas. As you may recall, I was a member of the TWA Club Credit Union Board of Directors for twenty years and served as its president three times. For a number of years I was the only pilot on said board, the rest coming mostly from various levels of middle management, except George Clay, who was Corporate Secretary and thus privy to a lot of high-level corporate action involving the Hughes Tool representatives. During some of TWA ' s managements darkest times I listened to the laments and frustrations of those who really knew the company's organizational and administrative problems, but who were powerless to get their view through to the ever-changing presidents who were well insulated by the major department heads, in the interest of their own self preservation. At the request of a few confidants in this group, I agreed to serve as sort of a messenger from them to the reigning President - if I could. Timing wise, I got a real break when Damon was extremely frustrated with his inability to gain the confidence and support of some of the key members of his top management. I wrote him a brief letter stating I might be able to help because, as a pilot not seeking any management status, I was free from managerial constraints. I had several meeting with him, and found him quite receptive. In my view, if Ralph Damon, who was not only an able executive but a very fine man, in my opinion, had lived another six months to a year, he would have been well on the way to solving a lot of TWA's then internal management problems. His death created another crisis.
The night of his death I went over to George Clay's house and asked him where he thought TWA was going from here. He just shrugged and said the only thing he was sure of was that the Board would never let John Collings be president and his assumption was that we would get just another big name as in the past. Accordingly I took another long shot like I did with Mr. Damon. Again, I hit at a very propitious time and received a fast telephone response to my letter, requesting my presence at 7000 Romain. I actually only made two trips to L.A., but there were a few phone calls over the years. Also, I served as a "seeing eye" guide for Jim Feeney, who was sent in for the express purpose of firing Dave Harris. He was also supposed to make an evaluation of the internal management structure but went down the drain in a bottle before he could finish the job. That he turned out to be an alcoholic was a shame, because he was one sharp guy when sober. He was a PAGE 37 ... TARPA TOPICS
lawyer and former FBI man who worked on the Lindbergh kidnapping case and served as troubleshooter for Hughes Aircraft Company. The next Hughes Tool contact I had was when Mr. Thomas called me during a short stop in Kansas City on his way to take over the president's office in New York. I, of course, had never heard of him but Nadine had probably told him that I might be of help in some respects. He was very pleasant, even jovial, on the phone and said he wanted to get together with me as soon as he got settled down in the office. The next thing I knew, I was on his internal audit committee along with Ed Frankum, Paul Burke, and others and that is a story I'd like to tell you some day. As a "neutral" (non-management member) I really enjoyed that stint. When the report on that operation (of which I still have a copy) was in, I suggested to Mr. T. that he dig into the heart of the company for some possibly useful clues. He agreed and I drafted a series of messages for the Skyliner which basically asked any and all employees to write to tell him what they thought was wrong with the company and what they would do about it. You may remember that. I correlated the responses for him and made a sizeable file of them. There were some "beauties" ranging all the way from some very scholarly treatises like the one from Larry Trimble to a very succinct telegram from a pilot who I strongly suspect was Buddy Hagins, which read simply "fire that f--n' Busch". This was the last of my efforts to connect top management with the heart of TWA. its working people. I really enjoyed working for Thomas. While a tough businessman, he also had a great sense of humor and we got along well on a personal basis. Bill, I hope that I have not bored you with the above accounts. Vi keeps telling me there is nothing deader than ancient history. While Bob Serling touched on some of my activities in his book, HOWARD HUGHES AIRLINE that was written after I retired, this is the first time I have offered much detail (and it is only a brief sketch). Further, I doubt if there are many people left who cared enough about TWA to even find it interesting. C'est la vie! Hope this find everything well with you and June and that you have your own old age "goodies" under control. Keep writing! As Always
Dave Richwine
PAGE 38 ... TARPA TOPICS
CAPTAIN
IN MEMORY OF DONALD EUGENE
WALLACE
SEPTEMBER 25, 1924 - APRIL 7, 2002 Donald Wallace was born in Spokane, Washington on September 25, 1924. He was the second son of Athol Wallace and Hattie Collard Wallace. Donald had one brother, William Wallace, who was 5 years older than he was. Donald grew up in Seattle, Washington and attended West Seattle High School. He left high school before finishing to join the Navy and serve his country in WWII. He spent his tour of duty in the South Pacific. While he was in the Navy, Donald earned his high school diploma. In 1948, Donald married Betty R. Sandstrom and they had two children, Judy and Donald Jr. Donald learned to fly on the GI Bill while working as an aircraft mechanic at Kenmore Air Harbor on Lake Washington in Seattle. Flying became his vocation and passion. One of his first jobs as a pilot was flying a Super Cub for the Coast and Geodetic Survey in Alaska. Next, he worked at the Boeing Aircraft Company Experimental Flight Test Center in Seattle. In 1 955, Donald joined Trans World Airlines and moved the family to Kansas City while he took his training as a Flight Engineer. Following that, TWA moved the family to Long Beach, Long
PAGE 39 ... TARPA TOPICS
Island, New York. In September 1956, Donald got a transfer to San Francisco International Airport and moved his family to Marin County. In 1967, Donald was promoted to Copilot and later to Captain. During his career with TWA, Donald flew many aircraft including the Connies, Convair 88o, Boeing 707, 727, 747 and Lion, internationally and domestically. Donald and Betty enjoyed traveling together around the world while he was with TWA. Over the years, they traveled to Europe, Africa and Asia. Donald retired from TWA in 1984 and became part owner of Commodore Seaplanes with his partner, Pete Breinig. Throughout his retirement, Donald enjoyed aviation. He was part owner of a helicopter which he learned to fly with Pete Breinig and Gus Vincent. He also restored a Republic Seabee amphibious plane. Another of Donald's memorable aviation experiences was flying a B17 for the movie Memphis Belle which was filmed in England in 1989. The current project is a 1940's Piper Cub which he had been re-building with his friend, Pete Breinig, at the Commodore Center. Donald loved the Great North West. He and Betty have owned a beach cottage in Gig Harbor, Washington where they enjoyed many summers boating and hosting countless gatherings with children, grandchildren and family friends. Donald loved parties. Many of us have fond memories of flying off the beach with Donald in the Seabee. Donald and Betty celebrated their 50th wedding anniversary at the beach cottage in 1998. Donald will be remembered as a man who was generous, kind and always willing to help. Even as his health was failing, he kept a positive attitude and enjoyed every day of his life. by Judy Onton
IN CAPTAIN
MEMEORY
ROBERT
A.
OF MCREYNOLDS
APRIL 14, 1910 — JUNE 12, 2002 Captain Robert A. McReynolds died June 12, 2002 in Boulder, Colorado. He was born in Grand Forks, North Dakota April 14, 1910. His father was a professor at the University of North Dakota. His family moved to Lincoln, Nebraska when he was a small boy. He attended schools in Lincoln, and graduated from the University of Nebraska with an engineering degree. He joined TWA in 1941 and retired in 1970. Captain McReynolds is survived by his wife Eleanor, three children, four stepchildren and five grandchildren. by Eleanor McReynolds PAGE 40 ... TARPA TOPICS
IN
MEMORY
OF
CAPTAIN ROY L. SIMPKINS JULY 18, 1919 — MAY 18, 2002 Captain Roy L. Simpkins passed away at his home in Palm City, Florida may, 18, 2002. Roy was from Marceline, Missouri. He learned to fly on his own and had many small airplanes before being hired by TWA in 1942. Roy was a First Officer on the DC-3 for a year, then promoted to Captain a year later while based in Kansas City. In 1950, he transferred to New York to fly Domestic. In 1952, he checked out on Constellations and flew International. In 1955, Roy went to Germany and stayed six years to train pilots and reorganize Lufthansa. After returning, he was appointed Supervisor of Flight Operations in New York. He became District Manager in Boston in 1963 and, after two years he came back to New York as Director of Flying. In 1966, he went to Kansas City as Vice-President of Training. He returned to New York in 1968, when he was promoted to Vice-President of Flying. He remained in that position until his retirement in 1979. Roy's peers and friends found him to be a true gentleman and very professional in the cockpit. During his career with TWA, Roy flew DC-3s, DC-4s, Martin 202/404s, Constellations, Convair 880s , Boeing 707s and 7475. Roy had two true loves; his wife of 54 years, Rita and Aviation. Roy and Rita both his career with TWA, flying around the world and making some aviation history. They spent the last 23 years in Stuart, Florida golfing, fishing, flying attending IOC and TARPA meetings and enjoying life with their children and grandchildren. Roy is survived by his wife Rita, children Donald, Deborah, First Officer Rob and seven grandchildren and four great grandchildren. ' I remember when I was ten years old, waiting for my Dad s flight to arrive at the gate at JFK. I could only dream that I would be doing the same thing someday. He was my first instructor, and though he was not very big on CRM, I have been lucky to have spent so many close years by Rita and Rob Simpkins with my friend, my DAD.
IN CAPTAIN
MEMORY DONALD
OF F.
YOUNG
OCTOBER 17, 1921 — JULY 23, 2002
PAGE 41 ... TARPA TOPICS
IN
MEMORY
OF
CAPTAIN JACK F. DAHL JULY 29, 1922 — APRIL 2, 2002 Jack Dahl passed away peacefully at home of cardiac arrest on April 2, 2002. Born July 29,1922 in Los Angeles, Jack had a childhood dream of being a pilot. After growing up in LA, earning his Eagle Scout Badge and graduating from high school in Monrovia, California, he enlisted in the U.S. Navy as an Officer. Jack earned his wings and served as a naval aviator Lieutenant. He was a multi-engine and instrument flight instructor until his discharge in October 1 945 . In 1947 Jack was hired as a pilot with TWA and retired as captain in 1982 after 35 years of L10's service. During his career, he commanded many types of aircraft from Constellations to and 747's on Domestic and International routes. He was Safety Chairman in LAX for ALPA, and served as an accident investigator for the CAB and was on the Boeing 727 Evaluation Committee. He was active in the Lions Club International and he held every office in that club at least once, including Deputy District Governor. He was honored for 33 years of perfect attendance. Jack was a member of the Aircraft Pilots of the Bay Area Flying Club and enjoyed operating his immaculate IFR M-20F Mooney with the Alameda County Sheriff's Air Squadron. He and his wife Marjorie, a former TWA flight attendant, have been active members of the Pacific Northwest TWA Ambassadors chapter of the seniors Club. Jack is survived by his loving wife, five children, eleven grandchildren, and two great grandchildren. Always a perfectionist, Jack believed in doing every job with excellence. When not on the job though, he really cherished having a good time with friends, and there was always a hearty laugh for a new funny story. It has been my pleasure to have Jack Dahl as a by Bill Cottrell good friend.
IN
MEMORY
JOSEPH
R.
OF
TUNDER
SEPTEMBER 16, 1917 — DECEMBER 30, 2002
PAGE 42 ... TARPA TOPICS
IN JOSEPH
MEMORY THOMAS
OF CREDE
FEBRUARY 7,1919 - SEPTEMBER 1, 2002 Joe Crede had a life full of adventure. He was fortunate to have two wonderful women love him, an exciting career he enjoyed and many years of fun retirement. Joe was born and raised in New Brighton, Pennsylvania. After his formal education he moved west and met his future wife Marciel Pulliam. Joe started his career with Trans Word Airlines (TWA) in 1944 as an aircraft mechanic, and in 1946 he became a flight engineer. In 1948 he moved his family to Cairo, Egypt for a three-year adventure with the airlines. After returning to the States the Crede's lived in Kansas and California and raised their family. When the nest was empty, Joe and Marcy began living where they parked their trailer. They traveled all over the United States and Mexico while Joe commuted to his job via the airlines. Having spent his entire 34 year career with TWA and traveling the entire world, Joe retired in Phoenix. For many years Joe was an active member of Mountain View Lutheran Church and the Arabian Nights Masonic Temple. Golf with the boys provided many hours of fun, challenge, and frustration. After the loss of his wife, Marcy, in 1990, Joe has shared a loving relationship with Bette Hand. They enjoyed extensive travel and wonderful parties with their friends. Since his confinement in Westchester Care Center Bette has visited daily providing love, care, and companionship. Two children, John Burton Crede and Launa Crede Lackey of Kalispell, Montana, and 5 grandchildren and 2 greatgrand-children survive Joe. His life ended September 1, 2002, but his spirit and memory will live on in those he left behind. by Laura Crede Lakey IN
MEMORY
MICHAEL
OF
KOSTYK
JANUARY 28, 1923 – MAY 4, 2002
PAGE 43 ... TARPA TOPICS
IN
MEMORY
OF
THOMAS E. BECK MARCH 31, 1916 — MAY 25, 2002 TWA Flight Engineer and IRO Tom Beck passed away on Saturday, May 25, 2002 after a long siege with Parkinson's disease. As a young farm boy in Mississippi, Tom was fascinated by flying and airplanes. When he was 16, he and his father drove the family's old Model T to Greenwood, Mississippi for his first airplane ride. It was a short ride in a Ford Tri-Motor airplane, but the experience served as a catalyst for Tom's desire to be involved in aviation. Tom started his career by becoming an airplane mechanic. After working his way up to lead mechanic, he went to work for the US Army Air Corps at the start of World War II. Following the war, Tom pursued his dream of flying by becoming a Flight Engineer for Chicago & Southern Airlines in Memphis, Tennessee. Ultimately, he joined TWA in 1953 and was a Flight Engineer and International Relief Officer until his retirement in 1976. Tom loved his work, and certainly did not want to retire, but he moved on to become a building contractor in Florida by 1978 and incorporated as Beck Builders in 1980. Tom is survived by his wife Diane, two sons, Jerry and Tom Jr., three grandchildren, and by Diane Beck two great granddaughters.
IN
MEMORY
OF
ELWOOD I. WITTLE AUGUST 21,1921 — MAY 25, 2002
IN
MEMORY
OF
CAPTAIN EDWARD A. HALL APRIL 29, 1916 — JUNE 24, 2002
PAGE 44 ... TARPA TOPICS
IN
MEMORY
OF
CAPTAIN FRANK C. SMITH JUNE 1, 1918 JUNE 28, 2002 Frank was born in North Platte, Nebraska June 1, 1918. He was an Eagle Scout and graduated from High School in 1936. In 1936, Frank volunteered for the U.S. Army Air Corps. While in service, he earned his pilot wings and eventually he gained the rank of Major. Frank was a World War II veteran having served as a " Hump Pilot" in China, Burma, India theatre. He was a pilot for TWA from 1946 until 1978 serving as a Flight Instructor and Check Pilot for ten years before his retirement. One of his most memorable experiences was during the six months when he was on loan to Olympic Airlines. He often said he couldn't believe that he was paid for what he loved to do. Frank was a member of the Quiet Birdmen and a Charter Member of the Ward Parkway Presbyterian Church in Kansas City, Missouri where he was a deacon and elder. He carried the Verse from Galatians 5:22 in his billfold. Frank is survived his wife of fifty-nine years, Carol, daughter, Nancy, son Charles and Granddaughters, Carol and Christy. Frank was dearly loved by his family and friends, and highly regarded by Carol Smith by his colleagues.
IN MEMORY OF CAPTAIN GERARD BRADFORD AUGUST 31, 1918 - JULY 10, 2002
IN
MEMORY
OF
CAPTAIN STANLEY J. BUDRIS DECEMBER 5, 1920 - JUNE 27, 2002
IN
MEMORY
OF
CAPTAIN WILLIAM A BAUMAN JULY 20, 1922 - MAY 25, 2002
PAGE 45 ... TARPA TOPICS
IN
MEMORY
OF
CAPTAIN FRANK L. SMITH SEPTEMBER 8, 1922 - AUGUST 26, 2002 Landis passed away peacefully at home after an extended illness on Monday, August 25, 2002, in Scottsdale, Arizona. in the close company of his family. He was born in Hopkinsviile, Kentucky, and raised in Miami, Florida where he attended the University of Miami from 1 939 until December 7, 1941. With the attack on Pearl Harbor, he enlisted in the U.S. Navy and served four years, completing two tours of duty as a fighter pilot in the Pacific Theater. He was discharged at the conclusion of World War II having risen to the rank of Lt. Commander. His 39-year Commercial flying career followed. He briefly flew with Pan American Airways flying out of Honduras in Central America and then began his 57-year association with TWA starting as a Co-pilot flying DC-3s and culminating his career as a Captain flying his beloved 747 ' s Internationally until retirement in 1982, settling in North Carolina with his wife, Kathryn. While flying was his first love, retirement afforded him the opportunity to pursue life with family and friends, and to resurrect his devotion to and love for music. He showed his versatility, whether it was playing the piano, composing, singing or just listening to music, particularly from the `big band' era which he loved so much. Later on, he took up painting, honed his talent, and could be found happily pursuing his new found interest with his beloved Golden Retriever, Holly, by his side. Three years ago Landis and Kathy moved to Scottsdale, Arizona to be closer, to his children. Landis was preceded in death by his father, Dr. Everett Smith, Mother Clara Louise and sister, Beatrice Orr. Besides his beloved wife, Kathryn, he is survived by son Gregg Smith of Scottsdale; daughters Sherry Lizama of Guam; Mary Lou Bergmark and Mary Lee McPherson, brother Everett Smith, six grandchildren and one great grandson. Landis, "May you soar with the eagles and rejoice in the peaceful, beautiful kingdom of our Lord and Savior. " by Kathryn Smith I've known F. L. Smith from the beginning of our careers with TWA. He had a jump on me seniority-wise by a few months and never let me forget it. We laughed, cried, studied, agonized PAGE 46 ... TARPA TOPICS
and rejoiced together through years of side-by-side encounters going through recurrent training, transitions, up-grading, Jet and Captain schools. For those of you who were there with us, you will remember Landis' humor, up-beat personality and those funny stories that kept us laughing and awake as we hit the books to the edge of dawn. His was an infectious spirit and upon meeting him, one could not be not forgotten. "Funlovin" was a natural moniker. Even to the end he was unafraid and unaffected and still maintained that `twinkle in his eye'. He was always ready for a visit; a sip, a joke, some music and `fly' talk. He treated his illness as a mere inconvenience. Even his health-givers were charmed. He's the only patient I know whose doctor came to the house just to see how he was doing. Landis shared his talents and was a dedicated professional. He is leaving a big void in the lives of those who knew and admired him. We will sorely miss him. Peace and Happy Landing, 01' Friend and Comrade. by Hank Michaels
IN
MEMORY
OF
CAPTAIN KENNETH ROSS JAMIESON APRIL 2, 1936 — FEBRUARY 15, 2002 Jamie was born April 2, 1936 to Bessie and Ivan Jamieson on their dairy farm in McAuley, Manitoba. He was the second son, and one of ten children in all. When asked about the large family Jamie's answer was, "A train passed the farm each morning and woke the folks. It was too early to milk the cows but too late to go back to sleep!" He milked those cows each morning before setting off to school. At 18 Jamie left school and joined the RCAF reporting to Portage La Prarie, Manitoba as a 2nd Class Aircraftsman or Aircraft mechanic. While here, and having a desire to fly, he started flying lessons at the Aeronca Flying Club. Jamie left the Air Force in 1957 as a Leading Aircraftsman, but later that year did re-enlist as a pilot officer. He completed training at Centralia, Ontario in the Chipmunk on October 4, 1957. His next posting was Penhold, Alberta for NATO training where he also started flying Harvards. He received his wings October 1958 at Gimli, Manitoba and the next month, off to Cold Lake, Alberta to check out in the "Canuck", "Clunk" or CF100 . June 1959 sees our lad departing with #2 Wing, 423 rd Squadron to Grostenquin in the Moselle Valley of France. On several jaunts over to Munich he learns the real meaning of Octoberfest. He also makes a few skiing trips to Alpbach in the Austrian Alps where he will return annually, for many years to come. PAGE 47 ... TARPA TOPICS
In late March, 1963, Jamie departs France for home and leaves the Air Force. He gets a flying job with Ontario Central Airlines Charter Service shuttling hunting and fishing clients into the wilds. Then in 1964 he decides to take some crop dusting training, a helicopter rating and a multi engine rating — moves to St. Louis and becomes a driving instructor! Not too long passes before Jamie drove to Kansas City and interviewed with TWA. He was hired as a Connie F/E. Later he checked out as a B707 F/E then as F/O on the same equipment. Now while living in Winthrop, MA he goes out on a first date with an English flight attendant, Sandra Wilson. Before long, they move to Montreal and spend a number of years there. Eventually, in 1976, the commute got old and the pair invest in a home in Stamford, CT. In 1977, Jamie checks out as Captain on the B707 . It was around this time that my wife and I got to know Sandy and Jamie, and we struck up a great and lasting friendship. They traveled to some distant shores and we joined them on a memorable trip to Kenya in 1 9 8 4 . Jamie made some fine investments in his time such as: Dry oil wells, dog kennels, futures in Scotch Whiskey, and a time-share in PA. He was a great outdoorsman, and could ride a horse bare back as well as any indian brave. Jamie loved ice hockey, skating, fishing, skiing, his dogs, good ale, breakfast and his wife and teammate, Sandy. What a great pal. All of us, who knew and loved Jamie, will keep him safe in our hearts. by Alan Hodgson
IN
MEMORY
OF
ALBERT W. WOLLENBERG MAY 29, 1917 APRIL 20, 2002 Our father, Albert Wollenberg passed away April 20, 2002. He had been ill during the last year suffering from both heart and lung ailments. He was a trooper and never complained. Even up to the last trip to the hospital, he was still walking tall and proud while making the nurses laugh and smile. God was gracious and allowed Dad the opportunity to make all his own decisions. nd He died on what would have been our parents' 62 Wedding Anniversary. We do believe they are dancing again. Dad left a great and wonderful legacy behind; five grandchildren and three great grandchildren who brought pride and joy to his heart. Friends were very important to both Dad and Mom. We are enclosing a poem he wrote over and over again while practicing his calligraphy. It describes his feelings on friends. by Jean and GailL
Life is sweet because o friends We have made And the things which in common We share We want to live on, not because Of ourselves But because of the people Who care
It 's in giving and doing For somebody else, On all that life's splendor Depends and the joys of this life, when you 've summed it all up Are found in the making of friends
PAGE 48 ... TARPA TOPICS
IN
MEMORY
OF
CAPTAIN PERRY SCHREFFLER MARCH 7, 1923 – AUGUST 18, 2002 There was something "Big Band" about Perry Schreffler, the sweet wail of Artie Shaw's clarinet during World War II USO dances when the flyboy with the nose that rivaled W.C. Fields' for personality was ready to fly into battle. And flying was the dominant force of Perry's life, and when he died at age 79 on Aug.18, 2002, he undoubtedly spread his wings and soared into the sky, the only place he'd really wanted to be since he saw his first airplane when he was 4 years old. Perry, for 33 little forgot
a retired U.S. Air Force Lieutenant Colonel, flew as a patriot, career pilot, a TWA Captain years, and as an enthusiast in 24 7 different kinds of airplane since the fateful day the boy growing up in Watseka, Illinois, spied an airplane and fell off his sled. He never the date: it was March 7, 1927.
"Perry was a very bright individual, one of Santa Paula's greatest patriots; he was flying the flag before it became the thing to do" said his friend of 28 years, Doug Dullenkopf of Screaming Eagle." He was a great ambassador for the Santa Paula Airport. He had friends from all over the world visit him and he would give them the tour," in his vintage English taxicab. "I used to call him the Unofficial Mayor of Santa Paula Airport," said Dullenkopf. "Perry loved the airport, he exemplified what a Santa Paula aviator is like, restoring airplanes, flying airplanes, teaching people to fly," and sharing stories of flight with all. "Perry had a real love of aviation. He always said if it weren't for Hitler, he still would be picking corn in Illinois. Aviation was his life, and Santa Paula Airport was a big part of it." At age 7, Perry took a ride in a Curtis Robin, the fist flight for a man whose aviation career became legendary, but even on the ground he created a stir. In the air, he started flying in 1 939 in an Aeronca C-3 at age 16. when he hitchhiked 35 miles to take his first lesson from Delbert J Koerner, an aviator whose license was signed by Wilbur Wright. Perry never forgot Koener's advice: "Just remember to use a little bit less a little bit sooner with the controls". Perry received his pilot's license in 1941 and it sealed his fate as an aviator. One of his flight logs stretching through the decades contains numerous autographs of celebrities and politicians, But the signatures that mean the most to him were those of the aviators, the PAGE 49 ... TARPA TOPICS
legends of flight, even those German pilots he had battled during World War II. "It was war, nothing personal," said Perry, when he was featured in a History Channel program on WW II bombers. Perry flew a B 17 during the war and about 400 missions for the Berlin Airlift. His wife, Joyce, who passed away in February 2002, accompanied Perry on his flights for many years. She lived in Santa Paula when she met Perry the night before Pearl Harbor was bombed. He later sent Joyce a ticket so she could pin his wings on him when he joined the Army Air Corps. Perry had a passion for the German Bucker and he bought a 1945 model that he rebuilt, every nut, bolt and screw. "It's a fine airplane; so sensitive you can fly with a finger" he said. Perry, who as a young pilot busted out some Main Street windows while buzzing his hometown, said his last flight with TWA, again took him over Watseka, Illinois. "I was told the whole sky was mine, I could take any route I wanted." "From fighters to bombers to transports, it didn't make any difference," Perry said, "It was all stick and rudder." by Peggy Kelly, Santa Paula Times
PAGE 50 ... TARPA TOPICS
Reflections by Gordon Hargis Listen... the air beckons with fluid arms, inviting you to escape the earth. There up there, are the illusions that make a man forget the monotony of life. It takes an ordinary man and teaches him to squander; and to be a truly a spendthrift with life is not an easy thing. You find yourself reduced to the simple things, avoiding prejudices and pressures of any kind, because up there everything becomes clear. It is all black and white. There are no gray shadings in flying. Life has no subtle, hidden meanings for a pilot. Its different up there, another world not to be touched for its simple, stark beauty. The sky and the clouds...they look different each time you meet them up there. But, there finally comes an end to the hours of touching the sky, and then you look at yourself and discover the relentless hands of time have taken it from you and made you old. Then you think most of the present, hour by hour. Remembering the past becomes almost intolerable and daring to think of the future brings the realization of the shortness of time. Time is the one thing an old man, a tired, worn-down aviator does not have. Listen... out there, far off on the distant horizon the whisper of the unseen sky can be heard. And we know all men are lonely when death comes for them, none is more lonely than a pilot when the final flight takes the air...
Afterthought A second time did scrutinize the latest Tarpa issue. Results the same, I dab a bit (a wisp of Kleenex tissue). Guess must be, commemorate, to point out with care, the chaps who've headed West this time, we must be made aware. Dismal thought did enter mind projected on the page, a photo, likeness, if you will, (one dwells upon their age). Did not appeal, this fantasy, must seek another way. Perhaps a current visage then to well ... Put on display. Would warm the heart and ease the mind if this could be the case. No furrowed brow or woeful look, instead a happy face! Black Dog Davis PAGE 51 ... TARPA TOPICS
Christmas Flight by Michael J.Larkin Oh, little patch of lights so far below, I watch you as I pass above, aglow; I wonder, "What's your name, and where you are?" As far away as yonder distant star. It's Christmas Eve, I'll make do with my mates; But envy you, while passing state to state. Are your children kneeling now in prayer? Is Santa on his way down silent stair? Do wife and husband hold each other near To chase away the omnipresent fear? Do relatives around the tree now sing? Does Christchild with His peace and love now bring? I may not tarry: farther west I fly, Through blue, now changing to a blackened sky. I travel to large cities near the coast, Large cities with large problems they do host. Oh, how I wish to land upon your street! Your humble people would tonight I meet, Your children to enfold, blonde curls caress, Blue eyes the Christmas story to express.
Tho I have seen the wonders of this world, And traveled here and yon across the sea; Watched the sun sink low on Galway Bay, And sunrise on the shore of Waikiki. Spent half my life in nondescript hotels, With Mrs. Vino, and a small TV; One thing I've learned this past half century: 'Tis I should envy you, and you not me! But I must travel onward to the west, One day to meet my God, the Final Test! I chase the sun; soon I shall find my rest, To stand before Him, humble in my quest. The sun sinks low, all Heaven is afire! My mortal eyes His Majesties admire. Dear God, I thank you for this Christmas flight; To You, to all humanity...Goodnight. Sun sinks low, all Heaven is afire! !y mortal eyes His majesties admire. Dear,God, I thank you for this Christmas flight; You, to all humanity... Goodnight.
PAGE 52 ... TARPA TOPICS
The Beard By Gene Richards The late sixties and early seventies were times of turmoil, weird styles, and wild getups. One of the styles that was usurped from an earlier time was the beard. The Beat Generation used the beard as a symbol of defiance to twist the tail of the establishment. This always bothered me because I was definitely a part of the establishment and I considered a neatly trimmed beard as the look of a distinguished, dignified and wellgroomed gentleman. As an airline pilot the option of wearing beard was denied to me by regulation. Well regulations can be changed. Sometime in the early seventies I approached middle management with the idea that maybe we could discuss the situation with an eye to a possible change. What I expected was a pat on the back and a statement to the effect that they didn't believe that beards would be a good idea but maybe we could talk about it in the future. With that I would have shrugged my shoulders, walked away and waited for a better day. What it got was anger, laughs, derision, and an admonishment to get the hell out and stay out. So much for management's open door policy. Since I hadn't gone in with comedy in mind, I didn't like being laughed at and the attitude shown to me started a slow burn. That slow burn eventually lit a fuse and during my next vacation I grew a beard. At the end of my vacation I trimmed my beard and mustache to a neat Van Dyke style, donned my uniform and headed for the airport. The object was to meet a management type, have him tell me to shave, and then file a grievance. I magine my surprise when every management person I encountered managed to miss the fact that I had a beard. I even got a line check with no comment. After a month
of being ignored it appeared that a frontal assault would be necessary. On my next New York layover I proceeded to 605 Third Avenue and, with the pretext of discussing a scheduling problem (I was on the schedule committee,) I sat down with a certain Staff VP and we talked. We talked about schedules, uniforms, airplanes, and weather. We did not mention beards. With considerable frustration I finally said, "Lets talk about pilots wearing beards." Finally the subject was broached and the floodgates opened. The next ten minutes was a tirade and I seriously thought the man might have a heart attack. I kept my mouth shut, took my leave and returned to my hotel. On arrival the message light on the phone was blinking with a message to contact my Chief Pilot. His message to me was to shave the damn beard before I put on my uniform. My message to him was that I would shave with the agreement that we would discuss the pros and cons of beards when I returned. This he accepted. Well the discussion never happened. 605 was not about to let the subject come up again. I continued to insist and management continued to ignore. Two years went by with no progress but the time did not go to waste. There was no Internet for reference in those days so I spent a lot of time with books and talking to people. First I needed something to grieve. During the next vacation, back came the beard. Once again I was ignored and I decided to let it ride until management made a move. Three months went by and, quite frankly, I thought I had won by default. Not so. One day during an enroute stop in Kansas City, I was mulling over the weather when I was approached by the local management and told to call my Chief Pilot.
PAGE 53 ... TARPA TOPICS
He told me to shave before getting on the plane and I told him that I couldn't do that. He then told me to change into civilian cloths and deadhead home. He also told me that I would be terminated for, "Direct disobedience of a lawful order." That came as something of a shock but I think he was even more shocked when I replied, "In for a penny, in for a pound. Take your best shot." He had obviously considered the possibility that I would refuse to shave, however, because the confrontation took place in Kansas City where plenty of Training Department captains were eager for a chance at a line flight. I was not surprised that there was one standing in operations, in uniform, and ready to sign the clearance as soon as he was given the go ahead. There was no termination involved because I was going to contest the contention that I was given a lawful order. I was removed from schedule until I shaved, however, and subsequently lost a flight. Now I had something to grieve. We agreed to forgo local hearings and go right to System Board of Adjustment. ALPA shrugged and assigned the most junior attorney on staff to help me. What a boon! He was right out of law school and eager to make a mark. He coached me on what to do, where to look, and how to prepare a case. Now I started to play my trumps. I was prepared — the company was not. Research had shown that United Airlines had fought this exact same grievance two years before and won. I pored over that decision with determination and started finding weaknesses. For starters the grievant in that case was a slob and a disciplinary problem. He wouldn't shave, get a haircut, shine his shoes or wear a clean shirt. He lost the vote five — zip. His own side voted against him. But the big hammer that United used was a study commissioned by the Navy about beards and oxygen masks on pilots.
The study was an inch thick and full of charts and graphs. The jewel in the crown was the opening letter, which stated that the information contained therein indicated that oxygen masks and beards didn't mix. United laid that on the table and the case was closed. Admittedly that was a tough nut to crack. But I did something that neither United or the board had done. I read the report — and the action taken by the Navy. After the chaff was removed, the report essentially said that if eleven hairs got jammed into the intake valve of an oxygen mask a leak was possible. The Navy asked how this was determined. The testers said that they dissembled the valve and inserted one hair at a time into the valve until it finally leaked. The Navy considered the whole study irrelevant rejected it in toto. In the previous year I had compiled a list of prominent men in the nation that wore beards. I had governors, congressmen, priests, bank presidents, school principles and so many judges that I finally culled the list down to just people that I had in pictures. That included Navy pilots and FAA flight examiners. I had letters from a university professor of economics who stated that beards have no adverse effects on the traveling public. And I had the studies to back it up. There was evidence showing that no airline outside of North America prohibited beards. A letter from the FAA stated that there was no federal regulation against beards and none contemplated When the hearing day arrived, the ALPA attorney and I showed up in three piece suits, fresh haircuts, and shined shoes. The company attorney was brand new on the staff and on his first System Board. In his statement he claimed that beards were undignified, and that personnel with contact with the public should not have beards, especially pilots. He then brought the Navy study on oxygen masks.
PAGE 54 ... TARPA TOPICS
The ALPA attorney laid out our case and I answered questions from the board and the neutral. The rest, as they say, is history. The two ALPA members of the board voted for me and the two company members voted against (though I swear I saw a twinkle in an eye or two.) The neutral, who was a former U.S. Senator and a retired judge from Oklahoma, said his written opinion would be forthcoming anon. We expected a decision in six weeks to six months. It came in six days. In six pages the judge explained that though he personally disliked beards, he found no compelling reason why a pilot shouldn't wear one and that the company had made no case, not even a bad one, against beards. The flight operations staff was mortified I assume. They certainly wouldn't talk to me
and I had to threaten more action to get them to accept reality. A couple of years later beards were negotiated away in our contract. My ALPA friend immediately contacted me spoiling for a fight. But I was no longer interested in beards. Though I think the proper beard looks good, I find one uncomfortable. Now the company is gone and so are most of the people involved in the beard dispute. Beards had nothing to do with the demise of TWA but it does give an insight to some of the top management. A ten minute conversation over a cup of coffee, a handshake and a slap on the back and there never would have been a bearded pilot on TWA. Rigidity, inflexibility, and nearsighted-ness were mainstays of top management prior to Carl Ichan. After Ichan it was just too late.
From Steve Leonard Orange County, CA, TWA pilots have met monthly for 3 years. We will be having our 2nd annual Christmas Party on December 18th, 6pm, at the El Adobe Restaurant, San Juan Capistrano. 949 493-1163 ALL FORMER TWA EMPLOYEES ARE INVITED Cost is $2o per person, fully refundable. Enjoy dinner, dancing, full bar, in a large private room. Send checks only to: Capt. Steve Leonard, 33591 Brigantine Dr., Dana Point, CA 92629. 949 2 407015 El Adobe Restaurant, 31891 Camino Capistrano, San Juan Capistrano. 949 493-
11
63
This should be a great party. Steve is hoping for an attendance of 125. Sue and I will be in Southern California before Christmas and we hope to be there. Gene
PAGE 55 ... TARPA TOPICS
Above: Captain Rudy Truesdale and Hostess Dorothy Newton Truesdale boarding flight Chicago-New York 3-25-40. Married one day! Right: Rudy in his uniform at age 96. RUDY TRUESDALE Eureka, CA Dorothy Newton became a TWA Hostess in 1937 and married Captain Rudy Truesdale on March 24, 1940. Rudy and Dorothy were looking forward to celebrating their sixty first anniversary but unfortunately, Dorothy will be unable to attend the anniversary party. Dorothy died during the night of December 19, 2000. She passed away during the night in the same bed which Rudy and Dorothy shared for sixty years. Dorothy, who had experienced 3 major cancer surgeries, was on oxygen at home since mid-1999 and died from emphysema. Captain Rudy Truesdale at age 96 believes himself to be perhaps the oldest TWA pilot around but recognizes, he is at least number two on the seniority list, trailing Ted Hereford. Rudy was born on 4-21-06, hired on 7-22-35, #61 on copilot list behind 88 Captains. Rudy retired on 6-30-64 Thanks for writing, Rudy. My condolences on your loss. You and Dorothy had a long and wonderful life together. Congratulations for that. You look great and you know I love the beard. Gene
PAGE 56 ... TARPA TOPICS
Tom Maher, John Zaeske, Larry Ashcraft, Pat "Hap " Smith, Ray Russell, Dick Immel, Darrell Merrill Cessna 185's Sullivan Lake, WA, Summer 2001 PAGE 57 ... TARPA TOPICS
Barney Rawlings was kind enough to send me a copy of his book Debris Fields and I hope he sent it to others as well. It is a fine piece of fiction that is deftly woven into the actual facts of the Flight 80o tragedy. Barney has a fine recall of minute detail in the life of an airline pilot and has used that as a base to build a story that compels the reader to flip the pages. Much of the book is a chronicle of the facts surrounding the crash. The polish that is displayed in the writing in Debris Fields compels me to believe that this is not Barney 's first time out of the gate. I would like to see more and so would TARPA.TOPICS. Debris Fields is available at www.booklocker.com.
Gene
From Bob ` Bear ' Beck
2002
TWA
BARELY
OPEN
Highlight of the 28th Bearly Open golf Tournament, with 82 pilots attending, was the flyover of the "Connie", with Charlie `Skip' Gatschet at the controls. Cheers and tears erupted! Winners: Jimmy Adams, Gary Hruby, Gary Johnson. ALS, Save the Connie. There were no losers Next meeting: October 6, 2003. Standby for details. Bear didn't mention it in his note but I'll bet that all this took place at or near Lake Quivira, KS.
This wonderful picture arrived with no name or return address. Taken in Kansas City, 1946. Anyone recognize it? It was postmarked Oakland, CA. PAGE 58 ... TARPA TOPICS
Mr. Harry B. Stitzel 6295S . Ficus Ln. Lantana, FL 334 62 7-10-02
You don't know me and I don't know you. But I was fortunate to be a FRO (Fit. Radio Officer) for TWA 1CD and Int. for a period of 1942 to 1957, the best and most enjoyable years of my life. On my first North Atlantic flight with Capt. Stan Stanton in the Boeing Strat Comanche, we were hit by anti aircraft fire in mid Atlantic. The next 4 hours of terrible flight conditions and weather we made it into Gander Nfld. I believe I am the last survivor of that crew. Another flight resulted in flying Gibraltar to Algiers in formation with a British York (a Lancaster converted for Passenger use) containing Winston Churchill. Three Hurricanes flew cover to protect us. The Hurricanes were replaced by P39s as we passed the half way point. The only P39s I saw in the European theatre. A few days later we carried Gen George Marshall from Algiers back to Washington going thru a heck of a thunderstorm between Recife and Belem. Our aircraft for this fit. a C54. I am sorry I don't remember the Capt.'s name. After the war I was assigned to a B17 converted to Pax. use. Bought by TWA and used by TWA as an Exec. plane. Picked it up in Seattle and with Capt. Van Doran wound up first in Cairo and then in Addis Ababa. On this flight Van and I climbed the highest Pyramid in Cairo, 48o feet high and those blocks were 4 feet tall! I was also fortunate to be assigned, to two Super G Connie flights. The first April 1955 fit, commemorating Connie use in the USA. On this fit we wound up in Cairo, Luxor and the Valley of the Kings where I went down and saw King Tut in his tomb. He is still down there I think. Capt. Orm Gove on this fit. The second Super G fit, Capt Gove again in Oct.55 commemorating the use of Connies on TWA int.flights to various cities in Europe where I met and shook hands with Pope Pius 12th. In 1949 I was loaned to 20th Century Fox as a Radio-Nay. on a Grumman amphibian Mallard. We took this plane from Paris to the middle east and all points in-between, carrying Daryl Zannuck, his teen age son Richard and Mr. Skouras (?) owner of 20th Century Fox plus other company people. One of the crews duties was to chaperon Richard to keep him out of trouble at our many stops. I saw Richard on TV recently and his hair is now as white as mine! In the last issue of TARPA that I received the only man mentioned who I met and remembered was Otis Bryan! I am 91 years of age now. I do a lot of reminiscing and I want to thank TWA for all the wonderful memories!
Dear Rufus....
There are a lot of stories out there like this. Let's see more. Gene
Regards.. Harry Stitzel PAGE 59 ... TARPA TOPICS
From Bart Hewitt "I'm on chemo after 3 surgeries removing cancers from here and there. I'm feeling pretty good and turning 81 on 7-23-02—going on 100. I believe the surgeries were successful and I'll be around another 10 years. Please change my e-mail address to: brhewitt@coastalnet.com and keep up the good work." From Barbara Elder, wife of John "John fell and broke his hip in February but is now at home and recovering nicely." From Dave Grigg "I'm just up after 11 months of physical therapy. I was hit by a car while walking on the shoulder of the road. Coming along slowly after a steel plate was affixed to my knee and a compression of lumbar spine treated, etc. Keep up the good work at TARPA—thanks for your work and all the others. Dave" From John Hunt "Had a great career, met great people and have great memories. Keep in touch." 1014 E Mallory St, Pensacola, FL 32503 John is a member of the Naval Aviation Museum Foundation and is a tour guide at the Museum. From Don Cook " Retirement is great, but I still have a lot of dreams of flying for TWA, in many of them I've been "called back" under special circumstances to help out. Especially amusing on that there is nothing to be called back to. It seems that my parents planned my retirement date so I would miss more aggravation, as if the last 10 years of flying wasn't enough." From Mr. and Mrs. William Mc Gaugh "Enclosed is a check to TARPA for payment as a subscriber. My wife and I are both long term employees of TWA, from August, 1 944 ."
Let me hear from you. What you are doing, where have you been, who have you seen, how are you feeling. People ask me all the time if I had any exciting things happen to me during my flying career. I can never think of anything. Then I get together with my compatriots and it all comes back. It was a great time. I want to start over. Gene PAGE 60 ... TARPA TOPICS
FIRST EDITION By Captain Orville Olson The Grapevine column will belong to you, the individual TARPA member, as a clearing house for items of interest about the who what, where and when of our TWA flying friends, including those retired and those still on the line. It will be up to each of you to provide the information. A card or letter will do the trick. Keep it short and simple, so we won't have to do too much cutting or editing. We expect to include information about address changes, illnesses, recoveries, deaths, marriages and divorces, and any other items that we used to discuss in crew lounges and hotel lobbies around the world from Albuquerque to Zululand and beyond. One request, fellows: no unfounded rumors, just hard facts, please. Also, no grievances to be aired; s'il vous plait.
JOHN FERGUSON, TARPA ' s first President (1979-1980) was out of town when we called recently, but Abby informed us that he is "improving" from his recent, setback. He is on a regimen of "more rest and less stress". John is with the NTSB in Washington, D. C. (7802 Dassett Court, Annandale, Virginia 22003).
OTIS BRYAN, who was Walt Gunn's excellent choice for speaker at TARPA's 1980 Overland Park convention dinner, has become a TARPA member. Otis was TWA's Chief Pilot for many years in the 30's and 40's. He now runs the Bryan Hereford Ranch at Greeley, Kansas.
The THAD MAYS, recently retired, have moved from Kansas City back to the old family homestead near Greensboro, Alabama. (R.F.D. #2, Box 432, Zip 36744)
PA GE 61 ... TA RPA TOPICS
THE TARPA GRAPEVINE
Page 2
The convention brought letters expressing regrets for not being able to make it to the convention from the following members: JACK ASIRE had the misfortune to pinch a nerve in his back during spring commissioning of his boat and was hoping that traction and special exercises would get quick results. ( 52 Seaspray Drive, Centerport, N. Y. 11721) Hi., Evelyn!
EDDIE BOQUA reports that he and wife Katherine are enjoying good health, entertaining a few house guests, and occasionally visiting friends in the L.A. area.. He has tried to get to Wickenburg meetings and may make it this fall. (10340 Banner Lava Cap Road, Nevada City, California 95959)
PAT GALLUP wrote that he "would certainly like to have attended this convention as I know there will be many of my friends there whom I have not seen in many years". Pat has had health problems since retiring in 1960, but still gets around the country. We saw him at the big Seniors dinner here in Overland Park in 1979. (3201 S. E. Tenth Street , Pompano Beach. Florida 33062)
The ED LAAKSO's were on their way to visit a son in the Navy at Norfolk. Ed said: "Would have like to join the old crowd for fun and games in old K.C." (665 Andover Drive,Magalia, California 95954) See you next year, Ed!
-BILL SHOEMAKER (Wm. 3.)expressed appreeiation :- "I think TARPA is a great organization for us retired pilots, and I am very grateful for you fellows who are so actively participating. ( 5403 Littlebow Road, Rancho Palos Verdes, Calif. 90274)
Thanks for writing, you TARPIANS. Letters and cards are a fine way to let friends know you are thinking of them. It's a real spirit lifter to find one among the bills, the "occupant", and the "resident" junk.
HAROLD AIKEN is doing very well after his four-way by-pass in May. He is walking several miles every morning and is looking very trim. His many stitches are a work of art.
PAGE 62 ... TARPA TOPICS
Page 3
THE TARPA GRAPEVINE
For a quiet place to fish and relax, Captain JOE LEACH has a motel-trailer park-restaurant complex near Roosevelt Lake in Arizona, about 100 miles northeast of Phoenix. The address is Roosevelt Lake Resort, Box 485, Payson Star Route, Globe, Arizona 85501 (Telephone 602-467-2276)
For the useful retirement information it provides, membership in the American' Association of Retired Persons (AARP) can be The dues are reasonable ($4.00/year; $10.00/3 recommended. years; $30.00/10- years}, -which includes (in addition to your spouse) a very interesting and colorful bi-monthly magazine and occasional news bulletins. Membership is suggested for both retired and about-to-be-retired people. The organization boasts a membership of 12 million. The address is AARP, 1909 K Street, NW, Washington, D. C. 20049.
Among prize winners in the annual September TWA Flights Ops retirement party gold tournament, held at the Arizona Biltmore in Phoenix, were retired Captains GENE McCLURE (with a 75!); THAD MAY, BOB REID and son, Bobby, and ED FRANKUM, who retires if he does - in 1981.
Captain JACK WEISS says he heard commentator Paul Harvey, on a recent radio broadcast, say that former TWA Captain BILL KERR was the inventor of the child-proof medicine. bottle cap and, for some reason, relinquished royalty rights. Bill is a member of the old) Kerr fruit jar family who flew for TWA many Years ago and resigned to return to the business. A nice guy many will remember.
The GRAPEVINE address: Orville R. Olson, 10210 Mission Road, Overland Park, Kansas 66206. (A "'Dear Ole" salutation is O.K.!)
President DAVE RICHWINE , says we are going to try to put one of these in the mail every three months or so, along with his own regular bulletins to the membership.
PAGE 63 ... TARPA TOPICS
Aircraft Command Techniques Gaining leadership skills to fly the left seat Sal J. Fallucco www. fallucco. com
PAGE 64 ... TARPA TOPICS
WALTZING THE BEAUTIFUL BLUE DANUBE WITH TOURING THOMPSON
Haven't you always wanted to cruise the beautiful blue Danube all the way to the Black Sea? Haven't you always wanted to cruise the Danube with old friends? October 6, 2003 will be your opportunity. TARPA Tours has contacted Vantage and arranged to have several cabins on the MS River Explorer held for members of TARPA and their friends for the October 6, 2003 sailing as outlined on the following pages. Ten of us sailed on this same ship last April on the Dutch waterways and found it to be comfortable and beautiful. The meals are excellent, beautifully served in portions that are reasonable in size. The program managers are helpful, knowledgeable, attentive and charming. The price includes round trip airfare from Newark, JFK, Philadelphia, and IAD. There are slight add-ons from other cities. If you choose to use your pass privileges, Vantage will adjust the fare. There are very few additional costs-mainly tips for the tour guides and waiters and whatever souvenirs you buy. And perhaps a bar tab? One of the main advantages to the European riverboat trips is the ability to unpack once. It really beats rummaging around in a suitcase everyday. - You seldom have to handle your bags after you check in at the airport. Except for customs formalities, Vantage takes care of your bags and there is room in the cabin to stow them out of sight. When you call the 800 number to reserve a place ask about insurance and Vantage will send you the information. I recommend getting the additional insurance. Join us in October next year to see if the Danube is really blue. Jean Thompson And now for the "fine print".. . Conditions: Jean Thompson, TARPA Tours and Vantage Deluxe World Travel acts only as an agent for the clients in all matters pertaining to travel by air or surface. They shall not be liable for any loss, injury or damage to person, property or otherwise in connection with any accommodations, transportation or other services resulting directly or indirectly from any acts of God, dangers, incident at sea, fire, breakdown of machinery or equipment, acts of government or other authorities, or cancellations of, or changes in itinerary or schedules, or from any causes beyond the control of Vantage World Travel, or for any loss or damage resulting from insufficient or improperly issued passports, visas, or other documents, and that neither Vantage nor any of its affiliates or subsidiaries shall be or become liable or responsible for any additional expenses or liability sustained or incurred by the tour member as a result of any of the foregoing causes. The right is reserved to change hotels or transport or to cancel the tour prior to departure . If any tour must be withdrawn prior to the passenger's joining the tour, Vantage is liable only for refunding of monies received from the client. PAGE 65 ... TARPA TOPICS
CRUISING THE
Danube the
to
Black
Sea
PAGE 66 ... TARPA TOPICS
Tarpa Tours Presents
CRUISING THE DANUBE TO THE BLACK SEA A 16-Day Memorable Journey 速 including 11 Nights of scenic cruising aboard Vantage 's Deluxe, privately owned ms River Explorer and 3 nights in Bucharest!
PAGE 67 ... TARPA TOPICS
You're invited to join us aboard one of our own Five-Star river cruisers, the intimate 170-passenger ms River Explorer, built exclusively for Vantage guests. Much research and attention to detail has gone into making sure your experience on board is luxurious, fun, enriching, and utterly enjoyable. The Vantage fleet of European river cruise ships have set a new standard for excellence.
Luxury Afloat Gleaming wood, plush carpets, and fine artwork. Welcome aboard your very own "floating resort!" You'll feel like an honored guest, and indeed, you are. Your attentive staff caters to your every whim (thanks to the impressive 3.5 to 1 guest to staff ratio), and your knowledgeable, English-speaking Program Managers keep you informed about the places you are passing through. You'll drop anchor in grand capitals and charming villages, disembarking for included sightseeing tours. The Good Life on Board Meet new friends in the inviting Captain's Club, listen to the pianist in the Latitude 52° Lounge, read up on your next destination in the library, browse the gift shop, tour the Bridge, or simply relax on the Solaris Deck and delight in the spectacular, ever-changing views and pampering service. In the evenings, you can watch a folkloric show or attend an interesting lecture. Dining in Style You' ll enjoy daily breakfast buffets, and buffet or full, sit-down lunches. You' re sure to appreciate that dinner is served in a single seating, allowing for more attentive, leisurely meals. And the open seating plan allows you to sit wherever you'd like. At each meal, a varied menu of sumptuous Continental and American cuisine is prepared and served with great style. Low-salt, low-fat, gluten-free, and diabetic menu selections are available.
Ship Amenities • Fine dining in an elegant non-smoking dining room with panoramic views, featuring one sitting and an open seating plan • Well-appointed bar and lounge with panoramic views — the perfect venue for relaxing, attending included lectures, and enjoying featured entertainment • Library filled with novels, travel books, and games • Expanded Gift Shop stocked with necessities and souvenirs • Sun Deck (covered and uncovered with comfortable lounge chairs) and walking track • Beauty Salon & Fitness Equipment • Specially designed acoustic ceilings in dining room and lounge • There is one elevator onboard that provides access to the Explorer and Navigator Decks. An electronic chair is available for access to the Solaris Deck. Cabin Comforts • Spacious cabins — 150 square feet • All cabins are outside with a view (Category A and AA have sliding glass doors) • All cabins have two lower twin beds (Category A and AA beds can convert to a queen) • Individual climate control, ample closet space, desk, safe, telephone, private bath with shower and hair dryer junior Suites • Additional features: 225 sq. feet, sliding glass doors, sitting area, mini-bar, DVD/CD player, coffee/tea maker, upgraded amenities, fine art
The Vantage Fleet ms River Explorer • ms River Odyssey ms River Navigator PAGE 69 ... TARPA TOPICS
PAGE 70 ... TARPA TOPICS
Pilots Check List, DC-3 BEFORE STARTING ENGINES 1. Cabin Lights: ON 12. Fuel Valves: LM & RM 2. Seat Belt&No Smoking Sign: ON 13. Mixtures: OFF 3. Position Lights: CK 14. Carb. Air: COLD 4. Battery Switch: CK 15. Parking Brake: ON 5. Generators: ON 16. Fire & Smoke Warning: TEST 6. Radio: CK 17. Static Sel: NORMAL 7. Pitot Heaters: CK 18. Altimeters: SET 8. Circuit Breakers: ON 19. Gear Latch: LOCKED 9. Cowl Flaps: Open 20. Wing Flaps: UP 10. Ld. Gear Press.: 500-1000 21. De-icers: OFF 11. Fuel Quantity: CK 22. Wt. & Balance: CK 23. Emer. 0i & Hyd. Switches BEFORE TAKE OFF 1. 2. 3. 4. 5. 6. 7.
Vacuum: CK Dir. Gyros : SET Trim Tabs: SET Mixture: AUTO RICH Carb. Air: COLD Props: CK Throttle Lock: CK
8. Run-up Engines 9. Eng. Inst.: NORMAL 10. Cabin Heater: CK 11. Cowl Flaps: TR 12. Fuel Pumps: ON 13. Flight Controls: FREE 14. Tail Wheel: LOCKED ON TAKEOFF TAKE OFF
1. 2. 3. 4.
Wright Take-off ...... .................................... 45"__ 2 5 0 0 RPM or 43"__ 2350 RPM First Power Reduction..................... 37"__ 2 3 5 0 RPM Climb Power ................................... 30"__ 2 0 0 0 RPM Fuel Pumps: OFF at 2000'
Printed In the U . S . A.
P&W 48 —2700 RPM 42"__2450 RPM 39''__2450 RPM 31"— 2050 RPM "
BEFORE LANDING 1. Landing Wt.: CK 2. Seat Belt & No Smoking Sign: ON 3. Ignition: CK 4. Altimeters: SET 5. Static Sel: NORMAL 6. Mixtures: AUTO RICH 7. Fuel Quantity: CK 8. Fuel Valves: LM & RM
9. Tail Wheel: LOCKED 10. Brake Press.: CK 11. Parking Brake: OFF 12. Cabin Heater: CK NOSE VALVE 13. De-icers: CK 14. Fuel Pumps: AS REQUIRED 15. Ld. Gear: DN, LOCKED, GR. LIGH PRESS. UP—(150 MPH MAX.) 16 Flaps: AS REQ. 112 MPH MAX.
SECURE COCKPIT 1. 2. 3. 4. 5. 6. 7. 8. 9.
Parking Brake: ON Ignition: OFF Nose Valve: CLOSED (Winter) Cowl Flaps: OPEN Battery: AS REQ. Radio: OFF Pilot Heaters: OFF Altimeters: CK Replace Nay. Kit Items
Engine Fire—Engine Failure 1. Throttle: CLOSED 2. Mixture: OFF 3. Prop: FEATHERED 4. Power: ADJUST 5. Hyd. Pump Sel: ON LIVE ENG. 6. Gear—Flaps: AS REQ. 7. Fuel Valve: OFF 8. Fuel Pump: OFF 9. Emerg. Oil Valve: CLOSED 10. Oil Cooler Shutter: CLOSED 11. Fire Ext. Sel: ON DEAD ENG. Pull CO. (If Fire Ind.) 12. Cowl Flaps: AS REQ. 13. Generator: OFF 14. Ignition: OFF
Cargo Compartment Fire 1. Nose Valve: 1/2 OPEN 2. Cockpit Windows: CLOSED 3. Companionway Door & Slide: CLOSED 4, Cabin Emerg. Exits: Open two forward exits for smoke removal if necessary q: Use Hand CO. or Water UNFEATHER 1. Emerg. Oil Valve: OPEN 2. Fuel Valve: ON 3 Ignition: ON 4. Prop.: UNFEATHER 5. Mixture: AUTO RICH 6. Generator: ON
PAGE 72 ... TARPA TOPICS
THE REUNION by Rachel Firth Autumn leaves rustling, together to the appointed place, the old warriors come. Pilgrims, drifting across the land they fought to preserve.
Mending one more time the banner of their youth. They hear the vibrations, feel the shudder of metal as engines whine and whirl, and planes come to life.
Where they meet is not important anymore. They meet and that's enough for now.
These birds with fractured wings can be seen beyond the mist of clouds, and they are in the air again, chasing the wind, feeling the exhilaration of flight close to the heavens. Dead comrades, hearing their names spoken, wanting to share in this time, if only in spirit, move silently among them.
Greetings echo across a lobby. Hands reach out and arms draw buddies close. Embraces, that as young men they were too uncomfortable to give, too shy to accept so lovingly. But deep within these Indian Summer days, they have reached a greater understanding of life and love. The shells holding their souls are weaker now, but hearts and minds grow vigorous, remembering. On a table someone spreads old photographs, a test of recollection. And friendly laughter echoes at shocks of hair gone gray or white, or merely gone. The rugged slender bodies lost forever. Yet they no longer need to prove their strength. Some are now sustained by one of "medicine's miracles, " and even in this fact, they manage to find humor. The women, all those that waited, all those who loved them, have watched the changes take place. Now, they observe and listen, and smile at each other; as glad to be together as the men. Talk turns to war and planes and foreign lands. Stories are told and told again, re-weaving the threadbare fabric of the past.
Their presence is felt and smiles appear beneath misty eyes. Each, in his own way may wonder who will be absent in another year. The room grows quiet for a time. Suddenly an ember flames to life. Another memory burns. The talk may turn to other wars and other men, and of futility. So, this is how it goes. The past is so much present. In their ceremonies, the allegiances, the speeches and the prayers, one cannot help but hear the deep eternal love of country they will forever share. Finally, it is time to leave. Much too soon to set aside this little piece of yesterday, but the past cannot be held too long, for it is fragile. They say "Farewell" . . . "See you another year, God willing. " Each keep a little of the others with him forever. Check your six!
PAGE 73 ... TARPA TOPICS
Submitted by John Bybee
REVISED TARPA BY-LAWS Article IV Sec. 2. The President shall supervise the affairs and activities of TARPA, convene the Executive Committee or Board of Directors, and preside over such meetings. The President shall be the presiding officer at all Conventions and shall be an ex-officio member of all committees except the Nominating Committee. Sec. 3. The First Vice-President shall assume the duties of the President whenever the President is unable to perform them and shall perform such other duties as may be assigned him by the President. Sec. 4. In the event the First Vice-President assumes the duties of the President or is unable to perform his or her own duties, the Second Vice-President shall assume the duties of the First Vice-President and shall perform such other duties as may be assigned by the President. Sec. 5. The secretary/Treasurer shall process all applications for membership, keep a current roster of members and their addresses, disseminate information to the membership at such times as directed by the Executive Committee and record and make available to the Officers the minutes of all official meetings. He/she shall manage the financial affairs of the Association, collect dues and provide a financial report at all meetings of the Executive Committee, Board of Directors, the annual Convention and such other reports as may be required by public law. He/she shall provide an annual Association budget for the Board of Directors and the annual Convention and execute such other duties as may be assigned by the President. ARTICLE VI Sec. 2. No nominee shall be eligible for election as an Officer or Director unless he/she is in attendance at the Convention at which he/she could be elected unless he/she is unable to attend due to extenuating circumstances approved by the President. TARPA PERSON OF THE YEAR The TARPA Board of Directors may, at its discretion, select a TARPA person of the year. NEWSLETTER The name of the newsletter shall be TARPA TOPICS. Normal publication dates of TARPA TOPICS shall be March 1st, July 1st and November 1st. The President may authorize special editions if he/she deems necessary. The Editor is charged with the responsibility of gathering and editing material for publication. He/she is responsible to the President for the contents of TARPA TOPICS. Hoe/she shall determine the deadline date for inclusion of material to be published. The President shall be the final arbiter to determine whether publication of any particular material is in the best interests of TARPA. TERM OF OFFICE The term of office of a committee member shall be concurrent with the term of the office of the President unless he/she is removed earlier by the President. And Article V. Section 1. would read as follows: "The Board of Directors shall consist of a maximum of nine (9) members, i.e., the members of the executive committee, two (2) non-officer directors, the TARPA Topics Editor, and the Webmaster. The immediate past-president shall be a nonvoting member of the Board of Directors. PAGE 74 ... TARPA TOPICS