2003.03.TARPA_TOPICS

THE PLACE TO BE IN 2003...RENO!

PARTY • PLAY• PALAVER MARCH 2003

TARPA CONVENTION 2003 RENO, NEVADA SEPTEMBER 10, 11, 12

CONTENTS TARPA TOPICS THE MAGAZINE OF THE TWA ACTIVE RETIRED PILOTS ASSOCIATION FEATURES:

DEPARTMENTS:

CONVENTION 2003

7

PRESIDENT ' S MESSAGE

3

Bob Dedman CURED?

by Don King

17

EDITOR'S NOTE John P. Gratz

21

SECRETARY/TREASURER 5

4

TAILS FROM THE TRAIL

by Jim Breslin

Rufus Mosely FLIGHT CREW UNIFORMS

by Walt Gunn 26

FLOWN WEST

29

TED HERFORD

GRAPEVINE

39

by Earl Jinnette

34

TED HERFORD

TARPA TOURS

by Walt Gunn

35

AFTERTHOUGHT

by Black Dog Davis

51

FLIGHT WING ONE

Gene Richards

Jean Thompson

05

CENTURY OF FLIGHT

by Dave Gratz

53

BY-LAWS

57

REMEMBRANCE

65

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. Reno Tourist Bureau and Reno Air Racing Association TOPICS is an official publication of TARPA, a non-profit corporation. The Editor bears no responsibility for accuracy or unauthorized use of contents.

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65

EDITOR

John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 63017 -5500 (636) 532-8317 jpgratz@earthlink.net 1034 Carroll ASSOCIATE EDITOR David R. Gratz St. Louis, MO 63104 (314) 241-9353 dgratz@kcnet.com Gene Richards 221a Levelland Ln. GRAPEVINE EDITOR Modesto, CA 95350 (209) 492-039 1 gene_richards@hotmail.com HISTORIAN Felix M. Usis III 1276 Belvoir Lane Virginia Beach, VA 23464-6746 (757) 4 20 -5445 73644 . 3341@comp userve.com 2616 Saklan Indian Drive #1 FLOWN WEST COORDINATOR John S. Bybee Walnut Creek, CA 94595 (925)938-349 2 jbybee4@attbi.com Jack Irwin 2466 White Stable Road INTERNET WEBMASTER Town and Country, MO 63131 (314)2 432-327 jack@smilinjack.com 11 Shadwood Lane TARPA TOURS COORDINATOR Jean Thompson Hilton Head Island, S.C. 29926 (843) 681-6451 OFFICERS AND DIRECTORS, 2000 - 2001 PRESIDENT

FIRST VICE-PRESIDENT

SECOND VICE PRESIDENT

SECRETARY/TREASURER

SENIOR DIRECTOR

DIRECTOR

DIRECTOR

INTERNET WEBMASTER

PAST-PRESIDENT

3728 Lynfield Drive Robert W. Dedman Virginia Beach, VA 23452 (757) 463-2032 rwded@earthlink.net Charles L. Wilder 14 Underhill Rd. Howell, NJ 07731-2316 (732) 364-5549 clwilder@prodigy.net 1810 Lindbergh Lane H.O. Van Zandt Daytona Beach, FL 32128 (386) 767-6607 hopvz@compuserve.com Box 1871 Rufus Mosely 1080 Foley, AL 36536-1871 (251) 955rufus767@gulftel.com 848 Coventry Street Harry A. Jacobsen Boca Raton, FL 334 8 7 (567) 997-0468 jojhaj@gateway.net Rockney Dollarhide 1 Riverside Farm Dr. (636) 938-4727 Crescent, MO 63025 rdollar@tetranet.net 14981 Chateau Village William Kientz Chesterfield, MO 63017-7701 (63 6) 39 1 -5454 wkientz@aol.com Jack Irwin 2466 White Stable Road Town and Country, MO 63131 (314) 43 2-3 2 72 jack@smilinjack.com John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 6 3017-5500 (636) 532-8317 jpgratz@earthlink.net

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PRESIDENT ' S MESSAGE Now that all of the holiday festivities are over, we can set our sights on our next convention.

A great deal of work has already gone into the planning and scheduling of this event so what I am asking you all to do is plan to attend. There will be a lot of activities for all to enjoy either as a group or on your own. Reno is a lovely city and we will be located right downtown in the Silver Legacy Hotel so we are within walking distance to most of the city's attractions. For those who chose to gamble, there are a multitude of casinos all around including our hotel.

As many of you event and Mrs. Our Convention know the man,

know, we have hired a professional planner to do the legwork setting up this Vicki McGowen has done a wonderful job as she did for the Chicago Convention. chairman is an old pro at the game and joins me in inviting all to attend. You Captain Bill Kirschner.

We have planned some wonderful events, the biggest being the Reno Air Races. You will receive further information on the race schedules as they become available. I understand that this event is a "must' for all aviation enthusiasts. I certainly look forward to attending. There will be buses shuttling back and forth so you can set your own schedule if you like.

We are still encouraging anyone who knows a TWA pilot who is not a member to push him or her to join our group. We must make every effort to keep our group strong and enthusiastic so we need some new blood. Remember, we are open to any TWA pilot, regardless of age.

If you know of a laid off crewmember, a wonderful gift you might give is a membership in TARPA so they can start to assimilate what we are and what we do. It would be a well-invested $40.00, both for them and for us. Think about it and act on it.

Finally, enjoy the Topics as always, but please also send our editors something that they can use in future issues. We know there are a thousand stories out there; we want to share them with you.

Have a great spring, read our web site, pray for peace and God Bless America.

Bob

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' EDITOR S NOTE

In this the 100th Anniversary year of powered flight, we are very pleased to feature the 24th Annual TARPA Convention in Reno, Nevada. Bill Kirschner has gathered a Committee of volunteers who along with TARPA ' s new Convention Coordinator Vicki McGowen are promising a knockout combination of TWA History, Old West History, Mountain Scenery, Modern Attractions and the action packed excitement of the Reno National Championship Air races. There will be something there for everybody.

This edition also features stories from Jim Breslin, Ray Hallstein and Doug King. Also included are short pieces from Bill Dixon, Walt Gunn and Earl Jinnette. These individuals are regulars but we are still looking for contributions from our more recent retirees. Because we are mindful of this 100th Anniversary of the Wright brothers first flight, and because we believe that TARPA Members will be interested in visiting sites associated with flying, our great profession and love, the Associate Editor has compiled information about some of the sites related to the History of Flight. These are but a small sample of the many similar sites and events around the United States.

The TARPA Board of Directors is considering a proposal to post our Directory on the TARPA website and eliminate the printed version previously mailed to all Members and subscribers.

This would be a tremendous cost saving. However, if this plan were to be implemented, it would still be possible to print a minimal number of Directories and have them available on " an " on Request basis. In preparation for this new concept, we are including in this issue, " March 2003, the revised TARPA By-Laws, 2003 Eagles and the " In Remembrance roster.

In the last issue of TOPICS we neglected to mention that the original First Edition of Grapevine was sent to us by Gordon Hargis. Gordon has long been contributing interesting bits and " " pieces from the Glory Days of TWA. All such contributions are deeply appreciated and always urgently sought. Bill Dixon's contribution of DC-3 checklists also was not given recognition either. The staff of TOPICS regrets those omissions.

We don't want to seem tedious, but we must tell you that we are finding it more and more difficult to produce TOPICS up to the standards we know that you have come to expect. The reason for this is the dwindling amount of material contributed by you and your fellow members. We need your stories or photographs. TOPICS is truly your magazine. It won 't work without you. Do us all a favor and send along something about what you are doing, have done or will do. The deadline for the next TOPICS, the July edition, will be May 16, 2003.

Photos in this issue of TOPICS courtesy of Bill Dixon, Silver Legacy Hotel, Reno Tourist Bureau , and air race photos by Don " Bucky " Dawson ŠReno Air Racing Association.

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SECRETARY/TREASURER REPORT

As of Jan. 15, 2003, the membership is as follows: (R) Retired: (A) Active: (E) Eagles: (H) Honorary: TOTAL:

966 121 6

54 445 2186

There are also 55 subscribers to Topics, and 18 who receive complimentary copies.

We have added 16 new members since the last Topics, they are listed in this issue.

Here is the financial report for 2002: 1/1/2002: Opening Balance Income Expenses Cash Flow Balance 4/30/02

$40,276.67 $64,57 2.8 3 $65,5 8 9 . 99 ($1,017.16) $39, 2 59 . 5 1

H. O. Van Zandt and I continue to update the e-mail addresses of all members.

Please send your correct e-mail address to: hopvz@compuserve.com as well as to me.

Please note my address for future correspondence: P.O. Box 1871, Foley, AL 1080.

Phone: 6 18 1 25 1 9553653 - 7 , rufus767@gulftel.com E-mail:

Rufus Mosely

PAGE 5

2003 Dues are coming in at a good rate, thanks for sending them in promptly. Also, a special thanks to all those who added a personal note, it makes the task of opening all those envelopes more pleasant. The news items were forwarded to Gene Richards for inclusion in the Grapevine. If you haven't sent your dues in yet, please do so ASAP.

EAGLES These TARPA members have celebrated their 75th birthday in 2002, have joined the ranks of EAGLES. There are now over 67o TARPA EAGLES. If you were born in 1927 and are not on this list, contact the Secretary/Treasurer and correct your birthday.

HUGH T. APPLEBY PAUL J. BERGDAHL CLIFFORD BJORK EUGENE R. BODEN WALTER G. BRAFFORD JOHN S. BYBEE RAYMOND CARLUCCI ROB CATHCART DALE E. DAVIS CHARLES DOBRESCU LEONARD EAGLESTON

HUGH A. FRANCIS DONALD E. FRAZIER JOHN K. OILMAN ROBERT S. HAMILTON ROBERT L. HORTON MARSHALL HYDORN EARL D. JEZEK JEROME LAHR ROGER LENGEL THEODORE MISSELWITZ WILFRIED MITSCH

PHILIP J. MORGAN JOHN R. PAKULSKI ALAN R. REHBOCK DAVID W. RICHWINE ROBERT G. SCHAEFFER RAY A. SHCMIDT ARTHUR F. SCHWEDLER WAYNE E. EVERSON JOHN C. STACK DONALD SYPKENS H. AULDIN WELLMAN

New Members William McGaugh (Rita) 6 Salvia Ct. W. Homosassa, FL 34446

John Haley 6310 Delmonico Dr. Colorado Spr., CO 80919

Gordon Larson (Wendy) 1513 Tulane Dr. Naperville, IL 60565

Hugh Wilson 2861 Josephine Rd. Tunica, MS 38676

Larry Welton (Blythe) 1188 Co. Rd. 3945 Arley, AL 35541

Richard Bell 9401 Conestoga Trail Marengo, IL 60152

Ray Randall (Mary) 14630 Hunters Point Chesterfield, MO 63017

Charlie Parker Jr. Box 1026 S. Glens Falls, NY 12803

Charles Bailey (Jane) 1407 Lake Knoll Dr. Lake St. Louis, MO 63367

Alan Dolge (Patricia) Box 1031 Dingman 's Ferry,PA18328

Robert W. Myers 47 Players Club Villas Ponte Vedra B., FL 32082

F. P. Geldersma th 21 39 NW 60 St. Kansas City, MO 64151

Curtis Wormwood (Viola) Box 1 347 Wells, ME 04090

Raymond Bonwell (Lois) 84o Somerset Drive Toms River, NJ 08 753

Dan Peterson (Hillary) 1655 Abert Ct. Prescott, AZ 86303

L. A. Dougherty (Karen) 100 Hale Hookipa Way Wailea, HI 96753

R. C. Bogatko (Lisa) 10605 Willowbrook Dr. Sun City, AZ 85373

Amphetamines Keep Air Force Pilots Up by Charles "Black Dog" Davis It has been reported that F-16 pilots are allowed to take amphetamines to keep themselves wakeful and alert during flight assignments (Jan.4). I was a B-17 pilot based in England with 8th Air Force between October 1943 and May 1944 and flew 26 missions. Most of these forays into the heart of Europe were at 26,000 feet (unpressurized), and round trips frequently exceeded ten hours. Yes, the crews were given stimulants to keep them alert...Mars bars!

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September 8th Thru 12th Enjoy the Sights & Sounds See Reno and Surroundings See Your Friends - Make New Ones See The 40th Anniv. Reno Air Race See The 50th Anniv. Performance of USAF Thunderbirds PAGE 7 ... TARPA TOPICS

"

Gentlemen You Have a Race. "

The words spoken by the lead pilot at the start of each unlimited race at the Reno Air Races.

Yes Ladies and Gentlemen, we have our 2003 TARPA convention in Reno this year during the Reno Air Races. Please see additional information in the following pages of this excellent TARPA publication as compiled by our convention coordinator, Vicki McGowen. Besides the Races we have some wonderful tours to show off the Lake Tahoe/Reno area.

As an added attraction there may be two retired TWA Captains with aircraft entered in this years unlimited race. Captain Lyle Shelton ' s " Rare Bear " and Captain Bob Trojan, who crews for "Mach One", an unusual aircraft in that it was built from scratch strictly for the air races.

Because it is sleek, goes fast and may set some unlimited records this year is due the aviation technical engineering of Captain Trojan.

With the popularity of this event we are expecting a large crowed, so please sign up early and you are welcome to bring guests. I hope to see you all in Reno.

Capt. Bill Kirschner,

Convention Chairmen

TARPA 2003 RENO/LAKE

TAHOE

Convention Committee Convention Chairman - Captain Bill Kirchner Vice Chair - Captain Guy Fortier Treasurer - Captain Herb Wheeler Special Events - Captain Jim Winchester Tours - Captain Chuck Lancaster

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Reno in 2003!

Reno, Nevada...the fascinating, exciting, entertaining, and one of the most famous cities in America will be the site of our 2003 TARPA Convention. Join us in September of 2003 as we headquarter in downtown Reno at the newest and most exciting hotel in Reno, the Silver Legacy. Experience historic Virginia City and the Bucket of Blood Saloon, cruise scenic Lake Tahoe aboard a sternwheeler headed for Emerald Bay, visit the Donner Museum in the Sierra Nevada Mountains or the Fallon Naval Air Station Base, and of course experience the National Championship Air Races.

The official dates of the 2003 TARPA Convention will be Monday, September 8, 2003 with departure on Friday. September 12, 2003. We will have tours Wednesday and Thursday to fabulous and fascinating destinations and on Friday we will participate in the National Championship Air Races to be held just outside Reno. Our headquarters hotel is the Silver Legacy Resort in downtown Reno. This unique Victorian era hotel is stately and elegant with dark woods, marble floors, and features international antiques and rich art collections and nostalgia of Nevada's silver mining era. Rising from the casino floor, housed within the world's largest composite dome and measuring 18o feet in diameter is the 120 foot high automated mining machine. Collected treasures from Europe, the Far East, and Africa are routinely showcased in the hotel lobby, including fine carpets, richly carved furnishings, fabulous gold and crystal chandeliers, paintings of the times, precious carousels, brass street lamps, and antique cars and planes.

The hotel offers six unique themed restaurants including the award winning Sterling's Seafood Steakhouse, Fairchild's Oyster Bar, Victorian Buffet, Sweetwater CafĂŠ , Fresh Express Food Court and Sips Coffee and Tea. The hotel connects to both the Eldorado Hotel Casino and Circus Circus offering over 18 restaurants in total that you sign directly to your hotel room bill. Top name entertainers in concert perform throughout the year include such superstars as Tony Bennett, Natalie Cole, Bill Cosby, Jay Leno, and Harvey Korman and Tim Conway.

Catch tomorrow's stars at the Catch-A-Rising-Star Comedy Club, with two shows nightly Tuesday through Sunday.

The Silver Legacy also offers 85,000 square feet of casino space, a variety of unique and elegant retail boutiques, a 8,050 square foot Health Spa with state of the art exercise equipment, whirlpools, steam rooms, outdoor pool and sundeck, and massage therapy. Other amenities include free airport shuttle, free covered parking, and free transportation to the Air Races.

The room rate for our convention is $76.00 for Monday through Thursday nights. A small block of rooms are being held over the weekend for those that might want to catch the finals of the Air Races. Rooms will be $129.00 for Friday and Saturday nights. In addition there is a $3.00 energy surcharge and 13.5% room tax per night for each room. This is an incredible deal for our TARPA members. We'll see you there! We will see you in Reno in September!

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TARPA 2003 Reno, Nevada Tour Information Fallon NAS Base Tour — Tuesday, September 9, 10:00am — 4:00pm The Naval Air Station Base in Fallon, Nevada is the Navy ' s premiere tactical air warfare training facility. NAS is home of the Naval Strike and Air Warfare Center, the Fighter Squadron Composite 13, Strike Fighter Wing Detachment, and the Construction Batallion Unit 16.

The Naval Strike and Air Warfare Center is a consolidated command to enhance aviation training effectiveness. The STRIKE U, TOPGUN, and TOPDOME is the center of excellence for naval aviation training and tactics development. The command will train more than 55,000 visiting air wings each year. They maintain F/A-18 Hornets, F-14 Tomcats and SH60F Seahawk helicopters.

Security clearance is required so advance reservations are a must. Our tour will include private motor coach transportation and luncheon at the Silver State Officers club.

Virginia City — Tuesday, September 9, 10:00am — 4:00pm If history intrigues you then this tour is a must. Home of the Nevada gold and silver rush in the 1800's, Virginia City still maintains the original saloons, sidewalks, schools and opera house of the era. There are fascinating stories and lots of history for you to experience at your leisure. Boot Hill, the cemetery within walking distance of town is a favorite spot. Lunch will be held at the Gold Hill Hotel, the oldest hotel in Nevada. We'll take a scenic ride on the original Virginia — Truckee Train, and visit the historic Delta Saloon. This is the real old west.

Lake Tahoe — Wednesday, September 10 11:00 am — 11:00pm Our excursion to Lake Tahoe will truly be one of the highlights of our 2003 Convention. This magnificent blue water surrounded by majestic mountains is just an incredible site. We will visit the Ponderosa Ranch for a "Hoss" Burger (or chicken breast sandwich). Have a tour of the famous Cartwright Ranch house and have a few hours to enjoy the history and shopping in the genuine old town where Bonanza was filmed so many years ago.

After lunch we'll head to South Shore to allow a few hours to experience the hotel, casinos, and shopping at the Lake. Enjoy a cocktail at the top of Harveys for an incredible view of Heavenly Ski Resort, Mt. Tallac, Emerald Bay, and of course Lake Tahoe.

About 6:00pm we will head over to Zephyr Cove and board the MS Dixie II sternwheeler boat.

We'll have a great dinner with your choice of New York Steak, Grilled Salmon, or Chicken, salad, and dessert will be included. The dinner dance cruise will last 3 1/2 hours under the full moon. The tour includes private motor coach transportation, admission to the Ponderosa Ranch, lunch, and the dinner dance cruise.

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National Championship Air Races — Thursday, September 11, 8:00am — 4:00pm This incredible aviation event is what we came to Reno for. Enjoy the only Air Races in the world while being entertained non-stop by the Thunderbirds, other air stunts and demonstrations, access to the pit and the pilots, and of course incredible aviation souvenir shopping. The tour includes group transportation to the Stead Airport, reserved bleacher seating, pit passes, lunch at your leisure, and return transportation at the time of your choosing.

For those that might want to enjoy more than one day of the Reno Air Races, the hotel is holding a small block of rooms at a higher rate for Friday and Saturday nights. You can purchase reserve seating tickets for Friday, Saturday or Sunday in advance on the attached form. You can also purchase pit passes each day. ' 2003 is the 40 th Anniversary of the National Championship Air Races. Don t miss it!

Reno City Map

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TARPA 2003 Reno, Nevada Schedule for September 8-12, 2003

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"And I thought that I was cured" by Don King John, I would have thought that by now you and my fellow TARPA Seniors might have heard enough of my ramblings about how I'm spending my retirement. However, since you asked, here's how I got back to flying after nearly 12 years of thinking that I was "cured".

In May of 2001 my son Brian and I were driving down I-5 on a sunny Saturday afternoon, heading for El Mirage Dry Lake in the Mojave Desert near Victorville, CA. The occasion was the first Southern California Timing Assn. Land Speed meet of the year. Since the organization is made up of volunteers every member must work at one on the 6 annual events doing technical inspection, racecourse layout, race-day patrol, etc. The May meet was our turn to serve as two of the 24 or so monitors along the 1.3 mile lakebed racecourse.

Brian, who hates driving long distances, was musing about how much easier the Patrol obligation would be if we had an airplane and could fly down in 2-3 hours as opposed to taking 67 hours to drive the distance. He also mentioned that both he and his wife Camille had discussed learning to fly. I then commented that I knew of a 1970 ' s 150-HP Citabria (descendant of the Aeronca Champ of the 1940's) that was going to be for sale soon in the liquidation of a late friend's estate. I added that I also had an acquaintance that had an empty hangar at the Livermore Airport and was being pressured by the city to either put an airplane in the hanger or relinquish it. As the conversation progressed I mentioned that since achieving about all of my Land Speed Racing goals I was looking for something else to keep my hands busy.

About that time we were nearing Lou Fox Field in Lancaster, so we pulled onto the airport, strolled around the ramp looking at the various light planes, bought a copy of Trade-A-Plane from the local fixed base operator, and continued on toward El Mirage with Brian reading the airplane ads aloud. That evening around the campfire at El Mirage many of the people were either current or inactive pilots. Needless to say "the hook was set".

When we arrived back in the Bay Area I set about looking for a suitable plane in which to requalify myself and for Brian to get his private Pilot's Certificate. The Citabria mentioned above turned out to be more of a project that either the friend with the hangar or I were interested in. It was a low time (total time 1100 hrs) plane, but hadn't flown 20 hrs in the past 20 years. It also needed several costly FAA AD's (Airworthiness Directives).

In about mid-July the friend with the hangar found a 1946 Aeronca champ-(9o-HP,-tandem seating, 2-place, taildragger) at Schellville Airport near Sonoma. About the same time I discovered a 1946 Piper J3-65 Cub for sale at Hayward Airport. To make a long story short, I ended up with a half interest in the Champ and sole interest in the Cub. Both planes were currently licensed and flying, but closer inspection revealed that both needed considerable

PAGE 17 ... TARPA TOPICS

TLC to be flying at their best. The Champ had been a "Hangar-Queen" for years, passed from one Airport "Geezer" to another without being very well maintained.

Each "Geezer" would park the Champ in his hangar, lovingly pet her while tinkering and telling all of his fellow "Geezers" about how he was going to set the world on fire with his new possession. Then, when faced with having to either fly the thing or accept the fact that he was too arthritic to get in and out of the plane or very well aware that his flying skills had diminished to the level of being unsafe, he would sell it to another "Geezer" and start the entire process from square one with another Hangar Queen. ' 80's The Piper Cub had been restored by a United Captain in the late 70 s or early in preparation for his dream trip, a summer airplane tour of all 48 states, with his family furnishing ground support in the family RV. He even had a map of the US painted on the fuselage, charting his progress as the trip progressed. According to the map the odyssey took the southern route around the country, making it to the Pacific Northwest, where the family reportedly mutinied and the trip ended.

The United Captain subsequently sold the Cub to a hang-glider pilot from the Half Moon Bay area, who flew it to many Cub gatherings from the Pacific Northwest to Oshkosh, Wisconsin, finally losing his medical due to a vision problem.

When I got the Cub it became obvious that the well used 65 HP Continental engine would have to be replaced. The fabric covering was in good shape, but the interior need replacing completely, as did the tail wheel assembly, parts of the muffler system, and a host of other items. I decided to replace the aging 65 HP engine with a 90 HP, the latest engine that Piper offered prior to closing the J-3 assembly line and the power plant used on the first Super Cubs in the late 40 ' s. An engine shop in Georgia was offering a 100 HP Cessna 150 engine, reworked to remove the electrical system and starter, rebuilt from all new parts, and "tweaked" to produce about 105 HP while legally being a certified 90 HP (once a hot rodder, always a hot rodder).

In September, 2001 I put down a deposit on one of these Continentals.

Another issue to be dealt with was my FAA Medical Certificate which had expired a couple of years after I left TWA in 1990. Between 1992 and 1997 I had been treated for some coronary-artery problems that finally were cleared up by installing a coronary stent. The FAA made me jump through some hoops, finally awarding me a 1-year medical in November.

Inasmuch as I wanted to get current, Brian wanted to get started toward his Private Pilots License, and my partner in the Champ wanted to have something to fly, it was decided to work on the Champ first. The Champ was more suited as a trainer than the Cub and had a generator and starter equipped Continental 90 HP engine and a real communications radio. The Cub had no electrical system (required hand-propping) and communication with the ground was via a battery powered hand-held portable radio.

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I started working on mechanically cleaning up the Champ in September, and by midDecember Brian and I were taking dual instruction in it. After 13 hours of dual I soloed in about a month. It had been 30 years since I logged my initial 42 hours of taildragger time in a Citabria owned by my father-in-law. It had also been over 11 years since my last TWA flight. What a hoot! I couldn't wait to fly my Cub. Brian soloed in the Champ about a month later. It was becoming obvious that he would have to transition to a better-equipped plane to continue his Private Pilot training. The Champ had no navigation radio or gyro attitude instruments. Both are required to pass the VOR navigation and instrument flying portions of the training syllabus.

In early March my co-owner in the Champ decided that he didn't want to be a partner any more and exercised the plank in our agreement that permitted one party to buy out the other. Since he had control of the hanger and I didn't want to own a "rag-and-tube" antique airplane that was stored outdoors in the Livermore weather I elected to sell rather than buy him out. It was a little premature for Brian, forcing him to transition to a 18o HP modified Cessna 172 near his home in Napa, but it got me back every cent I'd put into purchasing and improving the Champ, including insurance, hanger rent, parts, services, etc. My total loss was the sweat-equity I'd put into the plane over a 6-month period.

Anyway, there I was, hooked on flying again, at least a month from having the Cub ready to fly, and temporarily without a "ride". I immediately went to work full-time on the Cub. 16th

By April it was ready for a local Cub pilot/instructor to test fly it with the new engine and prop. The flight went well, but it was obvious that the wooden prop recommended by the engine builder needed more pitch, plus the supposedly "rebuilt" carb was no more than a "rebuildable core".

By the time I shipped the carb and prop back to the engine builder, found a local accessory shop to build up the proper carb, and11th located, ordered, and received a metal prop of the correct pitch, a month had passed. On May I took my first real dual instruction in the Cub. The obvious question is "if you just finished checking out in the Champ, why do you need a separate checkout in a similar tail wheel aircraft, the Cub"? The Champ is set up so that it is flown solo from the front seat. The pilot can see the taxiway ahead without "S" turning continuously. In the Cub the pilot sits in the rear seat and not only has to "S" turn continually while taxiing, with an instructor in the front seat the pilot can see none of his instruments while flying, nor can he see the touchdown zone or anything but the edges of the runway once he starts his flare. It's a whole different concept.

To orient the student the instructor places strips of tape on the lower corners of the windshield where the horizon appears when the Cub is sitting in a 3-point attitude on the ground. These strips (I call them Rookie Stripes) are used as a reference when the student flares the airplane for landing. With no view of the runway other than the periphery along side the runway landing is a whole new ballgame. After about 9 hours of listening to my instructor's blood-curdling screams I soloed on May 22. Since then I've put about 16o hours of pure delight on the Cub. It's a real "rocket-ship" with the new engine. The other Cub owners are already figuring ways to creatively rearrange their budgets to buy one of the converted engines similar to what I'm using.

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On one of our first trips together in the Cub Mary Lou and I flew down over Fremont, between Palo Alto and San Carlos Airports, over the hills in back of the Stanford Liner Accelerator, and landed at Half Moon Bay for lunch. After lunch we flew up along the coast past Pacifica, the SF Zoo, over the Golden Gate Bridge, over Angel Island, past Richmond, past Berkeley, down past Moraga, and back into Hayward. Her last words after cleaning the windshield back in the hangar were "and don't forget to clean the bugs off of the wing leading edges before we go to Pine Mountain Lake for lunch next week".

Since finishing my checkout in the Cub, I've flown it to the Watsonville Air Show, the Fathers Day Columbia Air Show, and the Merced Fly-In. At those events I saw or visited with TWA'ers Mike Forsyth, Ellsworth Getchel, Dick Escola, Quint Meland, Thad Fenton, and a couple of others I can't recall. In July a group of us with Cubs attended the 4-day Lompoc, CA Cub Fly-In, and in August the same group took a 12-day, 39 hour trip to the Evergreen, WA Antique Fly-In as well as a tour of the San Juan Islands and Western Washington State.

In August Brian passed his Private Pilot check ride. He has recently completed his first solo high altitude cross-country, a trip with his wife and daughter from Napa to Reno and return. Knowing that I was nervous about his first trip of that type he called me at the completion of each leg. The modified Cessna 172 made the winter trip with little obvious effort.

COLORFUL CACTUS FLOWERS by Bill Dixon These small Christmas cactus plants come in different flower colors. In this photo the plant in front has brilliant whitish pink blossoms, while the flowers in back are deep red. Their leaves look basically the same, typically green in sections which are easy to knock loose, however the red-leaved cactus has darker green.

Most such plants are started in greenhouses and grown indoors.

These are on a west facing patio porch in San Jose, CA, but must be moved indoors in the winter at times for protection against below freezing temperatures. They can then be placed outside again. They generally a known as Christmas cactus since they normal bloom from Thanksgiving to Christmas. There are many varieties.

Water these plants with care, as too much or too little can affect growth.

In general, they should not be watered more than once a week in the winter months but can use slightly more when flowering and during the hot summer months.

Cool nights and short days encourage budding in the fall, and the blossoms tend to hang on for a month or two for a spectacular display.

Cactus plants, big and small, belong to the family Cactaceae. The giant cactus are called saguaros Cereus gigantea and are more often found in the southwestern states.

PAGE 20 ... TARPA TOPICS

MORE TALES FROM THE TRAIL by Jim Breslin "THE DESERT" I hesitate to write about the Desert for I've yet to find the beauty there that others write about. The Desert is a hostile place, an unforgiving place that demands you know your limitations well, before you venture there.

No longer do its ' mountains project the majesty that once was their proud heritage - no longer do they pierce the sky with pinnacles of crystaled-ice and blankets of eternal snow, but lie like crusted welts upon the landscape, brittled by the sun and chiseled by the wind into shapes and forms that seem oftentimes grotesque, their carcasses strewn about across the land like chicken-feed, as though by some enormous hand.

There are no trees where songbirds come to roost, to chant their evening prayers before the setting sun. There are no streams where fish leap out at dragonflies and tempt the angler's eyes to exaggerate their size. There are no tranquil places under shade to share a picnic basket on the grasses of a meadow. And when the searing sun beats down upon my neck, what do you suppose? I reminisce the tickle of a snowflake perched light upon my nose.

The Desert is a foreboding place with ghost-towns scattered all about as testament to that. But you need only visit one to learn the harshness of the Desert for their epitaphs all mimic one another and therefore read the same.

Take a walk down Main Street It won't take long, a quarter-mile or so. You'll come across the Blacksmith's shop with several old wagon wheels still propped against an outside wall now sagging badly as time moves on and takes its' toll - his anvil and his hammers left behind have long since turned to rust, his bellows dried and rotted by the sun. And next to that the General Store, the Wal-Mart of its' day. And there across the road the Dry-Goods store propped-up against the Bank, a tiny structure by the standards of today.

And farther down the road, "The Bucket of Blood", the town Saloon with six or seven rooms above to host the weary traveler as he waited for another coach to venture into town, with guarded hope it might strike out in a direction that would take him homeward bound.

And across the road from that, the Jail House, a one room structure made of wood with a corner set aside by bars, the "guest room" where the Sheriff mostly kept the rowdies from doing any harm, 'till Monday morning came around. It was sparsely furnished - a desk, a chair, and a pot-bellied stove for warmth when winter came and nights got cold out there upon the Desert.

And next to that the Feed Store, its' open door now hanging by a single hinge, left creaking in the gentle wind.

And as you walk down Main Street, note the fire buckets all lined-up at the ready down the middle of the road should the fire bell be tolled. And note the wooden boardwalks outside

PAGE 21 ... TARPA TOPICS

most every shop; there to keep the mud and grime from tracking in once the monsoon rains had stopped. And there upon the highest knoll, the only House of Worship then, a NonDenominational Church where everyone was welcome, and everybody came - to celebrate, to mourn, to meditate, to pray - to share each other's blessings, and to share each other's sorrow - to give a hug, to squeeze a hand - to get on through tomorrow.

Oh, the paint has long since gone, curled by the blazing sun then snatched upon the wind.

And the wood has long been seasoned hard, then twisted, and now faded to a lifeless gray. Yet the lettering of signs can still be seen, as though bruised into the wood as a reminder of what once stood there only yesterday. As you leave the town find a place to `set a spell' - then close your eyes and listen well.

Harken yonder - over there where that band of men and women are gathering together on that knoll, their children clutching at their legs. They've come a thousand miles on foot, and maybe more than that, prodded on by desperation, their bruised and blistered feet seduced by hope to move forward just another step to leave the past behind. Their clothing tortured by the sun and shredded by the wind, they've stopped to take a rest.

But one among them thinks there might be gold and silver here and their ears are more than eager now to listen to his words. Everything they own is strapped snugly to the backs of those burros that you see, now moving in behind. And thus upon that day this tiny town was first conceived, then born out of hope out there upon the Desert.

Listen to the clatter of the hammers driving nails into wood, the buzz of saws cutting lumber into size, and hear the roar of jubilation as each roof is lowered into place - it's a time for celebration. Hear the frenzy of the shovels as they pick through stones and sift through sand in search of fortunes out there upon this barren land. And listen to the stories being told down at the town saloon - stories, only stories, and not a shred of truth.

Hear the nervous quiet settle-in across the town as the intoxication slowly sobers to the somberness of truth. Hear a grown man choking back a sob as sunset ends his day out there beneath the blazing sun. Watch a mother's tear spread wide across a pillow as she tucks her child in bed. And hear a single gunshot in the night echo through the town, and hear a newborn baby cry as though awakened by the sound - one for one - and thus the census numbers seem awkwardly to stay the same out there upon the Desert.

No one knows from whence they came, or where their journey ended. All that's known about them is that a page in time was written here not very long ago. Oh a few were left behind in unmarked graves beneath those mounds of rock and stone, their names were never known.

Yet there was romance of sorts being written on the Plains just about that time, and if you listen to their whispers on the wind they'll make their presence felt - Jesse James and Billy the Kid, Kit Carson and Bonnie and Clyde, the Dalton gang, Wyatt Earp, Doc Holiday, Annie Oakley, Blaze Starr, Calamity Jane, and others whose names were being written into lore.

And when the evening star appears, feel the eyes that gather there atop that Mesa over yonder to look out across the valley down below, eyes that to this day maintain their silent vigil in the PAGE 22 ... TARPA TOPICS

quiet of the night - Red Cloud and Sitting Bull, Geronimo and Crazy Horse, White Eagle, Cochise, and others who gather there when darkness settles-in, who keep their solemn promise to the Spirits and stand their mournful watch out there beneath the stars.

And as I sip a sassparilla back at the saloon, I'm reminded it was they who stirred the dust that settled in the rafters just above my head, not very long ago.

The beauty of the Desert happens after nightfall when the sky becomes as black as coal and the stars drop down from out the sky to hang suspended just above my head, to sparkle more brilliantly than you've ever seen before - like diamonds, crisp and clean, emitting subtle hints of yellows, blues, and greens - some so close they taunt your very fingertips to reach for them while others mark the distant boundaries of space. There is a quiet sense of vastness out there upon the Desert late at night that persuades me to concede that only one Almighty Power could have put such magnificence in place.

Peace on Earth - Good Will towards Men! When's it gonna happen? We've been waiting now for 2000 years, and a good bit more than that. There are times when my impatience gives me pause to wonder if the world was not a better place before the time when Churches and Mosques, Synagogues and Temples, and other Houses of Worship were introduced upon this planet we call home, when man looked only to the stars for guidance and then listened to the conscience given him by that one Almighty Power, to know what's right and what is wrong.

But when I get impatient I'm reminded of a poem taught to me one night as I hung among the stars pressing mach eight-two somewhere south of Jupiter and just a little left of Mars.

Far up north in the land of smythiod there stands a mountain of granite, One hundred miles high, one hundred miles wide, and one hundred miles deep.

Once each century a tiny bird comes to sharpen his beak upon its' stone.

When the mountain has thus been worn away, an instant in eternity will have passed us by.

PAGE 23 ... TARPA TOPICS

CARTER BURGESS AND THE TWA FLIGHT CREW UNIFORMS. by Walt Gunn Question? How long has the present TWA flight crew uniform been in service? Would you believe the present single-breasted jacket and slacks of Navy blue wool mix and all insignia (wings, cap badge, buttons and antique gold stripes) was originally selected... in 1957!!

Jacob Reed Tailors in Norristown, PA contracted the stylized design to depict a dignified, business-like entry into the Jet Age. It is clear the design accomplished that goal... and now, 43 years later... TWA flight crew members continue to attract public recognition in their "traditional " airline attire. Carter Burgess, then TWA President, suggested the uniform change.

As a Staff Supervisor of Flying under Senior VP Flight Operations Frank Busch, I was given the task of "coordinator" of the planned new uniform program. I accepted the assignment reluctantly, aware of abundant pitfalls with conflictive opinions destined from all levels.

A solution was sought by establishing a "crew member committee," which was to be headed

by Capt. Al Clay of Boston. (To this day, Carter Burgess recalls well the effectiveness of the project through Al Clay's representation). Still, the project encountered an untold series of "road bumps" when it alienated standard purchasing department procedures.

Hamilton Tailoring Company in Cincinnati had long-been the uniform supplier of TWA. Mr. Dan Hatch, Vice-president of Jacob Reed, opened his presentation remarks to Carter Burgess and flight operation staff members by commenting on Jacob Reed's as "supplier to the military and industry for more than a century.

As examples, he displayed uniform orders for military leaders dating from the Civil War to the present time. While mentioning the likes of Dwight Eisenhower and Douglas McArthur, he conveniently produced records of a young cadet at the Virginia Military Institute (VMI)... none other than one Carter Burgess. No wonder Jacob Reed's clinched the supplier's role much to the chagrin of Hamilton tailors.

The contract was let with a stipulation of delivery of all uniforms to coincide with the introduction of the latest "Connie" model, the L-1649 Jetstream, less than 4 months away! With such time constraints, serious consideration was given seeking safe haven "back on the line" (left seat) where even "line squalls" might offer less turbulent environs!

Quitting was simply more painful.

In a recent conversation with Carter Burgess, he asked: "Walt, do you still have Geronimo on the cap chin-strap? " He was referring to the Indian head button securing the Gold metal band on the cap visor, which

PAGE 24 ... TARPA TOPICS

was supplied by a Boston jeweler. On ordering the die cast for the button, only one was made.

On delivery of the finished cap with button securing the strap, it was noted Geronimo was "looking aft" on the left temple location! "No way!" was the deafened outburst from Burgess when Al Clay displayed the gaffe. A frantic re-order was issued (costs $300 as recalled) with Geronimo peering forward on both sides of the cap! Just one bit of trivia surrounding today's flight crew uniform.

Looking back, the teamwork, spirit and "can-do" attitudes of staff and committee members responding to Carter Burgess' inspiring leadership resulted in meeting the myriad deadlines... dressing crews in lasting style... long past the era of the L1649 Jetstream and still suited to the jet era!

This memory was recorded in the year 2000, before the TWA pilots made a real uniform change. Editor

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THE "RAY, VERN, AND PHIL by Ray Hallstein

"

TRAIL

The Harley Owners Group had come up with another fine motorcycle tour this year. My riding buddy Phil (not the editor) and I signed up as soon as we could and were looking forward to it for several months. The trip was to start in St. Charles, MO, following the same trail, the Missouri River, that Lewis and Clark followed almost 200 years ago. There is a 3-year celebration being planned all along the route running from 2003 through 2006.

I left San Jose July 17th with Vern Mckenzie, who rides a Honda Gold Wing, to meet Phil to ride with us to about 50 miles in Fallon, NV. Vern was only planning through Yosemite and back to east of Fallon, and then turn south rain shower west of Fallon, the bay area. We ran into a little \wet on the whole trip. and that was the only time I got Phil and I rode east on U. S. 50, St. Charles. It was a great route laid over on the way at Delta, UT, Gunnison, CO, and Garden City, got up into the loo's in Kansas.

and we used it all the way to to ride with no freeways. We CO, Grand Junction, KS. The weather was fine but

an unusual noise from the bike engine.

Half way across Kansas, I began hearing ' I thought it sounded like valve lifter noise, so we went to the dealer in Shawnee Mission to have it looked at. They thought something was wrong but were not able to work on it for a week due to backlog of work caused by the upcoming Sturgis Rally. This could mean my trip would end right there. They changed the oil to 6o weight, and we proceeded east the next day.

Arriving in Columbia, MO, the dealer there was able to work on it and spent about 8 hours disassembling the cam and pushrod section finding nothing wrong. We proceeded to St. Charles and the dealer there was backlogged too. I decided to continue the trip hoping the trouble would continue to be minor enough to complete the run.

The trip began on schedule on July 23rd and our first layover was in Kansas City. The trip across Missouri was nice using side roads along the river. While in Kansas City, we visited the Harley assembly plant and the T-shirt silk screening plant where most of the shirts are done for Harley Davidson.

Then; after a nice ride north, the next stop was Sioux City, Iowa. There is a monument to Sgt. Charles Floyd who was the only one of the whole group to die on the Expedition. His probable cause of death was a ruptured appendix. Enroute to our next layover in Pierre, SD, we stopped at the Spirit Mound, that the Indians believed to be inhabited by evil spirits. Next was Calumet Bluff where Lewis and Clark first met with the Sioux nation. We visited the Atka Lakota Indian museum there. ' Next stopover was Bismarck, ND. On the way, we stopped at Sacagawea s monument, Sitting Bull's grave and monument and Fort Abraham Lincoln State Park. Here is where Lewis and Clark camped and met the Mandan Indians. Gen. Custer and the 7th Cavalry left here on their fateful ride to Little Bighorn. We also visited Fort Mandan where the Expedition spent their first winter.

PAGE 26 ... TARPA TOPICS

Westward from there to Billings, MT we stopped at Pompey ' s Pillar. Pompey was the nickname given to Sacagawea's son, who was born at Fort Mandan. Clark, who scratched his own name and the date in the rock side of the huge pillar, named the pillar for him.

It was on the way here that the noise the bike was making became much worse. I called the dealer and took it in to have it looked at. It began to sound like a hammer hitting an anvil on the way there. Later that afternoon they took off the cam cone and found metal shavings inside the engine. It appeared that the connecting rod bearings had gone bad, causing a rod knock. Since it would require major work and they were too busy for a while, again due to Sturgis, I rented a truck and carried the bike 1400+ miles back home. It took 3 days to get back to San Jose with stops in Idaho Falls, ID and Winnemucca, NV. The bike is in the shop here in San Jose, where the engine was removed and sent back to the factory for remanufacturing. I was able to ride over 2100 miles after the problem started back in Kansas.

I deeply regret not being able to finish the trip in Seaside, Oregon. My friend Phil told me it was a very memorable ending to a great trip.

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Original TARPA Executive Board

Tel:

John Ferguson 7802 Dassett Court Annandale, Virginia 22003 703 — 354— 3 1 53

Tel:

Lofton Crow 31 Pinnacle Circle Prescott, Arizona 86301 602 —445 — 7605

President:

Secretary:

Treasurer:

Tel:

Joe Tunder 28431 South Plainfield Dr. Rancho Palos Verdes, CA 90 2 74 21 — 81 3 377 — 54

Vice President - Eastern Region Dave Richwine 14557 Anchorage Circle Largo, Florida 3354 2 Tel: 813 — 595 —8 945 Vice President - Central Region AlHeath 2711 Briarhurst, Houston,1—6 Texas 77027 Tel: 497 713 —78 Vice President - Western Region W. A. Dixon 8021 Pinot Noir Court San Jose, California 95135 Tel: 408 —2 74 —2279

PAGE 28 ... TARPA TOPICS

IN

MEMORY

OF

CAPTAIN SAMUEL H. MARIANI JR. JULY 1, 1920 - OCTOBER 12, 2002 Samuel Harry Mariani Jr., of North Caldwell, New Jersey died in the Riverview Medical Center in Red Bank. Sam was born in Newark where he attended the Arts High School. He then attended Columbia University and graduated with a bachelor's degree in Engineering in During World War II, he spent 1939. six years in the Army Air Transport Command and flew 152 missions.

After the war, Sam settled in North Caldwell and became a pilot for TWA and later became a Captain. He was recognized as Captain of the Year twice. Sam was a pilot for 39 years and was Chief Pilot at Newark when he retired.

Several of the pilots who flew with Sam over the years wrote to tell of their many happy experiences shared with Sam, in the air and on the ground. He will be missed by his family and many friends.

by Lina Mariani

PAGE 29 ... TARPA TOPICS

IN

MEMORY

OF

CAPTAIN DENTON BROME III MAY 7, 1920 — SEPTEMBER 11, 2002 In the 1920's and 30 ' s, little Denton Brome would ride his bicycle to Hadley Field to watch airmail planes take off and land. The plane-watcher would become a pilot and hone skills that led him to fly in World War II , in Korea and pilot for TWA for almost 40 years, and set various records for "soaring" in aircraft without engines. Flying was his life according to Fred Brome, one of Denton ' s four children. "It was all about flying."

Denton was born in New Brunswick, New Jersey in 1920. He took teenage jobs refueling planes at Hadley and then attended Rutgers University, entering the schools Civilian Pilot Training Program. He became a Marine Corps pilot in World War II, flying Corsair fighter planes.

Denton married his wife Doris in 1946. The couple briefly lived in Hawaii, while stationed there with the Marines, but soon moved Dunellen, New Jersey, where they would raise three sons and one daughter.

Denton loved his job, especially International flying for TWA. He looked forward to every trip with pleasure. In the 1960s , he became interested in soaring and strategically using air currents.

His unexcitable demeanor made for his success, according to his friend, Karl Kretschmer a Flight Engineer for Pan Am. Denton performed well at contests, breaking the New Jersey altitude record for sailplanes at 14,315 feet. He also did well at Pikes Peak. As a one of the 16,000 members of the Soaring Society of America, he achieved the exalted "Diamond Pin" soaring status.

In the 1970s, he helped found the Somerville Hangar of the Quiet Birdmen. Later, he became interested in computers and set up the groups website. He was also a member of the Aeroclub Albatross, the Air Line Pilots Association and TARPA. Denton retired in 198o and devoted his time to soaring. He was also an accomplished fix-it man around the house. His son Fred says that his dad claimed, "Everything could be fixed

by Horace Greely with WD-4o and duct tape. "

IN CAPTAIN

MEMORY

OF

LAURENCE

WOLF

MARCH 2, 1920 — NOVEMBER 7, 2002

IN ALBERT

MEMORY A.

OF

CHANDLER

JANUARY 1, 1921 — JANUARY 3, 2003

PAGE 30 ... TARPA TOPICS 1

IN

MEMORY

OF

CAPTAIN DON NEALIS AUGUST 26, 1928 — NOVEMBER 1, 2002 Don Nealis was a pilot's pilot. He was born in Coatesville, Pennsylvania destined to fly.

Instead of driving a car to pick up his date for the high school prom, Don flew from Coatesville to Lancaster, PA (30 miles) and picked up Josie for the prom in a Piper Cub. They were sweethearts for the next 52 years of their marriage, traveling wherever the winds took them.

Don attended the Spartan School of Aeronautics before being selected into the U.S. Air Force Aviation Cadet program in 1950, where he earned his silver wings and commission in the U.S.A.F. He eventually became an Air Force Commander on the C-124, one of the largest aircraft of its time. After seven and a half years of military flying, he opted to join TWA to become a co-pilot on the Martin 202 ' s and 404's in 1956. He flew for years out of Newark, N.J. where he and I became the best of friends. However, he didn't give up military flying completely. He served for 16 years with the 103rd Tactical Air Support Squadron for the Pennsylvania Air National Guard at Willow Grove Naval Air Station. During his last four years there, he served as Squadron Commander and retired as a Lieutenant Colonel.

In his thirty-two years with TWA as a co-pilot and Captain, he served as an instructor on the 747 and a check airman. He also took an assignment to train Saudi pilots in Saudi Arabia, and had the option of taking his wife, Josie, along. For the Saudis, he flew check rides from Saudi Arabia to JFK. After being there about a month, Josie asked Don to return with her to check their house. On her return to New Jersey, Josie informed Don that, "No way was she going back to Saudi because of all the restrictions that are placed on women." Don was rating.Do a member of the Quiet Birdmen, and after his retirement, earned his sail plane and Josie were a big assist to me in running the 1990 TARPA Convention in Hershey, PA. the morning! the tours early in on They herded you Don had the misfortune of contracting Parkinson's Disease, Osteoporosis and finally, Multiple Myeloma (cancer of the blood plasma). He leaves behind his wife, Josephine; a daughter, Linda; son, Barry; and fourgrandsons. Throughout his life through good times and bad, he always had that smile and twinkle in his eye. May you have fun romping among the

by Vic Hassler clouds.

PAGE 31 ... TARPA TOPICS

IN

MEMORY

OF

CAPTAIN JACK E. CLARK APRIL10, 1923 — DECEMBER 7, 2002 ' Jack Edmond Clark, 79, passed away December 7, 2002 in St. John s Regional Health Center.

He was born April 10, 1923 to Herman and Mary Clark in Brookfield, MO. Jack was united in marriage to Norma Jane Threlkeld of Jefferson City, MO, May 31, 1943. He served in the Army Air Corps during WWII after which he attended the University of Missouri, Columbia.

He began a 36-year career with TWA where he served as pilot, administrator and instructor.

He was recognized with awards for excellence as both domestic and international pilot of the year. Mr. Clark was active in King's Way United Methodist Church and also Civic Affairs in Springfield. He was a member of the Old Pilots Monday Lunch Bunch, The Quiet Birdmen, ' ' Korean War Veteran s Association and the Springfield Men s Bridge Group. He was a lifelong avid fisherman. Jack celebrated life and will be greatly missed by his family and friends. His wife, Jane Clark; a daughter, Carol and husband, J.R. Smith; a son, Stephen Clark; and grandchildren, Adrian and David Smith, Dylan and Cori Clark, survive him. by Dick Wilcox

IN CAPTAIN

MEMORY MAX

OF

WETHERBEE

OCTOBER 13, 1918 — NOVEMBER 13, 2002

IN MEMORY OF ELWOOD I. WITTLE MAY 25, 2002 AUGUST 6, 1921

IN

MEMORY

OF

CAPTAIN STANLEY J. BUDRIS DECEMBER 5, 1920 — JUNE 27, 2002

IN CAPTAIN

MEMORY GERARD

OF BRADFORD

AUGUST 31, 1918 — JULY 10, 2002

IN CAPTAIN

MEMORY

ROBERT

OF

M.

GOWLING

AUGUST 27, 1918 — OCTOBER 31, 2002

PAGE 32 ... TARPA TOPICS

IN

MEMORY

OF

EDGAR T. "TED" HEREFORD Ted Hereford was one of the most colorful and best liked TWA Pilots in its 76 year history. Ted began his 39 year career with Western Air Express in April 1930, six months before TWA was incorporated. He was the last of those few who began his career in the earliest days of U.S. airline history and who helped make airlines the essential, albeit beleaguered, industry it is today.

Ted's first flight was on a Fokker Tri-Motor. He went on to fly almost every piston engine plane in TWA's fleet, including Ford Tri-Motors, single engine Northrop Alphas, Deltas, twin engine Douglas DC-1s,2,3s and four engine Lockheed Constellations. Ted's last aircraft before he retired on jets was one of the first. Specifically those early "hotrod jetliners" Convair 88os.

Ted Hereford's colorful and illustrious career has been chronicled in books by fellow Captains Bob Buck, Walt Gunn and in a TARPA TOPICS article by Bill Dixon. Ted Hereford will be by the Editor missed by all who knew and loved him.

IN MEMORY OF JAMES H. SHOTWELL FEBRUARY12, 1921 — NOVEMBER 16, 2002

IN

MEMORY

OF

CAPTAIN DAVID M. DAVIES JANUARY 26, 1927 — NOVEMBER 20, 2002

IN MEMORY OF CAPTAIN LLOYD M. IVES MARCH 17, 1917 — NOVEMBER 25, 2002

PAGE 33 ... TARPA TOPICS

Ted Hereford by Earl Jinnette Ted Hereford and I exchanged phone calls at least once a month and often he had a TWA story to tell that was new to me. Whether it was incidental or a harrowing experience he told it always with a touch of humor; so typical" of his interestingly personal make-up. My last call was two weeks before I was notified he'd "flown west" and I am not ashamed to say more than a few tears were the response to that disturbing news! My last call was to inquire about times, dates, and places of the last story he'd related to me. I only wish I were capable of narrating the tale by injecting the same humor so typical of Ted's inimitable style.

In 1938 TWA purchased the new Boeing 307-B, a passenger airliner with four engines capable of high speed, with a pressurized cabin and proclaimed it to be an "over the weather" airplane plus passenger comforts too numerous to mention.

There was a highly publicized flight to be made in the interest of advertising the new airplane, which included famous names as well as an adequate number of news reporters and photographers. The two pilots were none other than Jack Frye, TWA President and Paul Richter, Vice President, flying as co-pilot.

The flight originated in Kansas City, Missouri with stops to be made in Albuquerque and Winslow; the destination being Burbank, California. Ted Hereford was in ABQ, with a loaded DC-3 waiting to take off after the main attraction, which was scheduled to stop at Winslow.

Ted, knowing both Jack Frye and Paul Richter and some of the celebrities on the flight, stood at the steps of the departing Boeing and wished them all bon voyage and good luck.

The new Boeing was to demonstrate not only it ' s speed, but the passenger comfort flying at the unheard of altitude of 17,000 feet! Ted had previously checked the weather and realized the head winds at 17,000 ft. were considerably stronger than usual. After shaking hands with Frye and Richter who were last to board the Stratoliner, Ted climbed into his DC-3 and took off for Winslow after the Boeing was airborne. Ted maintained a flight level at 1000 ft. above the terrain which enabled him to land at Winslow several minutes ahead of the publicity flight.

As the celebrities and news photographers de-planed Ted again greeted them, even shaking hands with a few. More than one passenger stared at Ted and wondered if he was an identical twin to the Captain at ABQ who had previously bid them good bye only a short time earlier! The crowning blow to the whole adventure was when Jack Frye and Paul Richter, who were last to depart, met Ted at the bottom of the steps. Ted said they were so mad at him neither would speak as they left the airplane!

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Ted never mentioned apologizing for out-running the new highly touted Boeing with his ancient DC-3!

Ted Hereford by Walt Gunn (An excerpt from "A Life Aloft " ) In my early days as a co-pilot, while based in Burbank, California I roomed with Jack Schuler and Bud Jury. After flights, our conversation often centered on which Captains would let the co-pilots fly. We lusted for every chance to get a takeoff and landing. Ted Hereford's name was one that came up often during these informal debriefings. Among his co-pilots, Hereford was seen as an "ace." "Fun to fly with" was the phrase that most accurately described a trip with him.

Hereford was already a legendary pilot when I was assigned to Burbank in 1943. He could have been the model for the hero in one of the classic movies about romantic derring-do flying. Tall with wavy blonde hair, an infectious smile and a swaggering gait, Hereford reminded one of the role John Wayne played in Ernie Gann's movie, "The High and The Mighty."

PAGE 35 ... TARPA TOPICS

Hereford 's flying skills were flawless, but something was usually at variance in his appearance.

Ted would be seen in uniform with Captain's stripes, but all too often his blonde locks would be seen unencumbered by the customary pilot's cap. He had an aversion to any headgear except for a helmet, then only to hold his goggles. Of course, there was little need for goggles in a DC-3.

A rumor circulated (never confirmed by Hereford) that Jack Walsh, Burbank Chief Pilot, reprimanded Hereford for being out of uniform without a hat. Hereford's excuse that the hat "wasn't worth the money" was nullified when Walsh offered to buy a hat if he would wear it.

From then on, Hereford could be seen in proper uniform. Well, at least some of the time.

The saga of Hereford's uniform compliance, or non-compliance if you will, continued one evening in the lobby of the Hilton Hotel in Albuquerque, New Mexico. The hotels leather over-stuffed lounges became a favorite vantage point for spotting the arrival and departure of the flight crews. One evening, I was relaxing in the lobby when Hereford meandered in with his locks flowing customarily askew. He realized I'm sure, that Walsh wouldn't be in Albuquerque that night.

As he strutted past me, I noted the open collar on the tieless shirt but in a blink, I was drawn to the white and brown shoes he was wearing. Today, some would view Ted Hereford as a swinger, but back then saddle shoes were for sports and bobby-soxers. Hereford was indeed a sport.

Ted Hereford's flare for casual attire could be subtle. Even when he appeared to be properly uniformed, close perusal revealed maroon polka dots in his otherwise navy tie! Ted ambled to a different drummer, which provided levity for his myriad of friends.

Perhaps casual may best describe Ted Hereford in more ways than in his attire. In the cockpit he also was described as laid-back, even when the going was spiced with a less-than-routine incident--stormy weather, mechanical, or passenger problems. His affability never faltered.

Hereford exuded an infectious confidence, and his cockpit demeanor helped break the monotony of the flight routine. A classic example of his laissez faire attitude is demonstrated in a story he told about his first experience with flying. "I was late to school one day," he said, "running up the steps, while a buddy was coming down. I asked where he was going, and he said a barnstormer was in town and that he was headed to the airport to take a flying lesson.

I told him towait for me to get my motorcycle. I was going with him.

At the time, Hereford was a 15 year-old junior high school student in Tucson, Arizona.

When he got to the airport and his buddy, Clyde Wallace, had completed his lesson, the barnstorming pilot, Charley Mays, offered Ted a lesson for $35. Ted said he had only $5, to which Mays replied, "That's enough, kid...let's go!" I went home, Ted continued, "sold my motorcycle and took another lesson the next day."

He continued flying with Mays long enough to join him in barnstorming around the southwest. The rest is history. He started in a Waco 9 and Jenny OX-5 before moving on to his airline career, flying mail in Northrops, Fokker F-14's and Lockheed Orions. Hereford joined TWA after a stint as an airmail pilot with Western Air Express. He continued through days, the Douglas transport series, Boeing Stratoliners, and all of the Constellation models before reaching his greatest love, the Convair 880.

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Looking back on his career from mail planes to jets reveals an accomplishment few airline pilots have achieved. He began his career as a Captain. Flying the mail was a solo task. When trimotors arrived, his seniority and experience afforded him the opportunity to bypass ever being a co-pilot.

Ted almost missed the jet age, mostly by his own choice. Many companies offered bonus pay to Captains over age 55 years old as an incentive to remain on propeller planes in lieu of accepting the costly jet training. At that time, the FAA mandated retirement at age 60.

Ted Hereford so relished the Super-G and 1649 Jetstream Connie airplanes that he declined Boeing 707 training. He was content to retire from the Connies as his peers gave varying accounts of their "giant leap" to jets.

I had flown the CV880 for a year or two out of Kansas City when I had a layover in Albuquerque. After landing, I noticed Ted and his crew deplaning a Super-G charter at the terminal. We shared a crew limousine to the hotel for an overnight stay. Ted was his usual jovial self. He even had his uniform cap...hand held. We mused about the early days in Burbank. He and crew were scheduled to deadhead to Los Angeles on my flight the next morning. I sensed the opportunity to impress him with the performance and ease of flying a jet, and invited him to join us in the cockpit rather than his assigned passenger seat. With sufficient time, I placed him in the left seat as we went through the checklists. Each item was pointed out, with a brief description of its function.

Ted was obviously absorbing the process with interest. For takeoff, Ted resumed the jumpseat position, fixing his stare over my shoulder as we sped down the runway and lifted off with nose high attitude. I told him what to watch for on takeoff as we climbed out at a 1the 7degr nose-up angle, doubling the climb attitude of a Connie. I directed his attention to the airspeed acceleration, which I knew would impress him. We moved rapidly to 250 knots from the

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(Above is a former TWA Convair 880 which currently undergoing restoration to flight status.) not liftoff speed, a far cry from the Connie's 18o knot climb speed.

Soon after, I turned the controls over to the co-pilot as I ushered Ted into my seat. Ted flew the plane without help from the autopilot to get the feel of his first 60o mph airplane. He beamed as he noted the uncanny, fighter-like performance of the 880. His first jet!

Perhaps the orientation piqued his appetite for jets. After all, they still had engines and wings, and Ted Hereford had yet to meet an airplane he couldn't fly!

The rest is history. Ted gave in, volunteering to go to the Convair 880 training rather than the 707, which was being used for international schedules and held little interest for him. Besides, he now knew the reputation of the 88o as a Corvette compared to the truck-like 707. He tolerated the "pressure chambered" ground school because he knew the prize that awaited him.

Hereford rode out one of the most illustrious airline careers known in the history of airline pilots.

His boyish enthusiasm coupled with his skill and love of flying remains a legacy not soon to be forgotten by his peers.

Cockpit of B-3o7

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"My man won't shave," Said Hazel Huz, "But I don't worry.

Dora's does."

Burma-Shave From Robert D. McMillan, Lieutenant Colonel, CAP Director of Safety Texas Wing Headquarters On reading Bill Dixon's 41 years of memories, I thought about my career with TWA. I was in the First SKY SCOUT TROOP, which was sponsored by TWA in 1936 and went to work for TWA as an office boy. I delivered mail to Bill at 10 Richard's Road, KC.MO I moved into dispatch office and started to learn to be a link instructor.

In 1941, when TWA was given the contract to train Bush Pilots for the British Ferry Command, I went to Albuquerque, with the EAGLE NEST FLIGHT SCHOOL until May of 1942 when the Army took over the school I then returned to Kansas City for a few months, then was sent to NY as the Eastern Region Chief Link Instructor.

In 1943 I flew as copilot in NY. In 1944 I left TWA and obtained the approved school rating for Airway Flight Service, Kansas City, Missouri and was flight director until I had my arm broken by a bad ignition switch on a Ryan PT17. During that time I was teaching instrument flying for commercial pilots and sending them to TWA. As I was about to get married I returned to TWA in Flight Dispatch and was dispatcher in Kansas and NY until my retirement in 1983.

I joined Civil Air Patrol, TJSAF Auxiliary December 1,1941, in Albuquerque, NM, and then was with Missouri, New York, and Kansas Wings in various assignments. In 1985 we moved to Texas. I have been with the Texas Wing of CAP since. I am presently Director of Safety for the State and my wife is Public Affairs Officer for the state. She is also a private pilot. We have two programs on Time Warner CableTV (one program is for CAP.) We both still work a 70 hr week and enjoy it immensely.

DON'T EVER RETIRE! With fond memories of TWA and the wonderful life it gave us we still work with aviation. I still want to see airliners with the AMERICAN/TRANS WORLD AIRLINES logo on them–in the sky.

Contact Robert at: 11226 Blackmoor Dr. Austin, TX 78759 512— 331— 7078 Bobette6@Juno.com

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Eighty years old Never more chipper Beard got caught In stripper's zipper.

Burma-Shave

From Jim Schmitt Dear Gene: Its good of you to keep us all in touch - I THANK YOU! Our travel plans foundered a bit while my wife of three years - Camille - had a lumpectomy followed by the usual sequence of chemo and radiation. But today she is a SURVIVOR - and I have now had breast cancer 101 . I snuck out and visited my two sisters in Cairo - stayed at the Nile Hilton one more time. My older sister learned to sail at age 70 and she has now crossed the Atlantic four times, Indian Ocean twice, and is presently enroute to Australia after sailing from the Panama Canal to N.Z. She is now 8o and sails with two shipmates. I guess with GPS today its a lot better than Doppler or even INS...

Camille and I flew AA to HNL for a pre—Christmas vacation. I still like Oahu with its museums, cultural events, and all that stuff. AA has treated me very well on several trips.

My organic blueberries have become the proverbial manna from heaven and I get lots of pickers looking to extend their lives with blueberries and blackberries..., better they move the hell out of crowded NY and NJ. The B&B still attracts a few folks looking for country and eggs from my range run chickens. Making Beds and Breakfast is good exercize and not too demanding on the brain...

Driving out of Princeton recently I noticed a big beautiful building on the University Campus with Carl Icahn emblazoned on the side... There went at least ONE of your 747s ...

Also, my Travel Weekly tells me that Icahn Gaming now holds three properties in Vegas the Stratosphere, Arizona Charlie's Boulder, and Arizona Charlie's Decatur. ENJOY! Beyond that, life continues. I'm still active in the Optimist Club and Rotary Club but I do a little less each year. I was planning to live forever but now I'll settle for (and hope for...) wearing out completely and going West a couple days later... And, hell, I'm only 74, compared to some of you old guys who WILL live forever!

From Dan Richter Dear Rufus Long, long time since we've seen each other. Enclosed find check for `03 dues. I am particularly pleased to now belong to a gender neutral group. Now if we could just get Augusta straightened out...I'll bet old Hank Gastrich could make some good comments. I miss him very much. Real humor that we all need.

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Casanova's whiskers Gave he-man look But they cooked his goose When he goosed his cook.

Burma-Shave

From Bob Willcutts Dear Gene, Just wanted to express my appreciation for the hard work you have done for TWA Pilots over the years and your continuing contributions to TARPA and especially the Grapevine.

Receiving the November 2002 TARPA TOPICS was like receiving an early Christmas gift.

Of all the issues I have received over the years, I think this one ranks right up there on top. I read it from cover to cover all in one afternoon and I found every word interesting and informative.

In particular, your article on "Beards" was interesting because I remember when we were going through that period. I recall your beard (one of the neater ones) and I also recall how many of those that did wear beards, when legal, did not wear them very well!

My 2003 dues are on their way to Capt. Mosley and I would appreciate you passing on my thanks to the rest of the TARPA Staff for a job well done and appreciated by us all.

Have a Happy Holiday and a Healthy New Year.

From Jeannie (Arnault) Whisenhunt It is always such a pleasure to receive and read TARPA TOPICS. News from the crew members and friends I flew with so many years ago. (Out of Paris in the 50s.) Thank you all for all your work, From Dave Grigg TARPA People, Want to thank all of you for the good work for TARPA each year It's one great way to keep in contact with all our old pals and note so many passing away. I worked as a F/E for exactly 40 years and of course it was the best time ever out of the 75 years.

From John Boyce `51—'85 I hope the five year paid-in-advance isn't too optimistic—I feel pretty good—should make it at least that far. Maybe farther. "Hope springs eternal...."

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The other woman In his life Said, "Go back home And scratch your wife."

Burma-Shave

We don't travel much since AA took over- haven't figured out the system yet. I should have said ".. haven't traveled much...", because we certainly hope AA's route structure offers a wider range of travel opportunities than did TWA in it's declining years. Betty and I both have relatives in Europe and there's a restaurant in Geneva that I'd love to go back to.

Other than keeping up with house work and making toys for grand children and church bazaar's, our main activity still revolves around the soaring club. I still instruct, tow, and make one or two contests a year. -AND- I want to thank you and all the other worker bees that keep TARPA and our memories alive. The TARPA magazine is in better shape each issue—color yet!

From Jean Urbas Thanks for the great convention and for DAP. I'll be at Reno. I'm flying to Alaska next spring with another female pilot in my Cessna 172. Loved those pictures and stories.

From Doug Shifflet I always look forward to receiving news from our Pilots Assn., and to thank all the Officers of TARPA for their dedication and loyal efforts in keeping our association intact.

From Bill Merigan My thanks to you and to all who do so much work for gratis. I thoroughly enjoy the magazine but am saddened by so many obits. C'est la vie.

From Gordon Hargis (Delayed in forwarding) I moved recently and during the move this first issue of Grapevine turned up. (Published last issue.) Incidentally, I still remember the night at 111-20, 91st Ave, when I was sititn' on the sofa and the lock clicked and the door opened and you walked in. You introduced yourself as the new "roomie" per Horton or someone. It was about 10pm and I had a flight the following day. I had come up from the Bahamas that day. Think you commuted from SFO. Good luck with the column.

As long as people like Gordon keep contributing the column will do fine. I have trouble remembering my phone number and Gordon remembers the time of day that we met— and the address of the commuter pad!! That was 30 years ago. Gordon, my daughter lives in Keller. I'll be looking you up one day soon. Gene

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Does your husband Misbehave Grunt and grumble Rant and rave Shoot the brute some Burma-Shave

From John Malandro Thanks to all for carrying on.... The arrival of TARPA TOPICS is very welcome. I read it cover to cover—filled with many hours of nostalgia. Enclosed is my check for $40—forget the Eagles deal.. I'd rather be a Falcon anyway. Best regards to all.

From Dee Grimm Hi Rufus, It's always nice to hear from TARPA. I hope you are able to read the info on the renewal application. I had to write with my left hand as my right arm is broken at the wrist. I fell off the wing of a Piper Warrior. It will heal.

I' m currently not working as a mechanic or doing any flying. I did however, join with four other CJ-6 aircraft and fly formation from Phoenix to Lakeland, FL for the Sun N Fun Fly In last April. It was two days down and three days back. An absolute hoot. Also during September and October I studied Spanish in San Miguel de Allende, Mexico. I'm not quite conversational but hope to be soon.

From Orson Rau My TOPICS arrived this date and I sincerely appreciate ALL the great work put in on this November issue I pray you will have a glorious and meaningful Holiday season as well as a terrific New Year!!

From Otto ????

Been traveling on AA JFK- CDG- JFK. Nothing but good experiences. Best wishes to you and your family for the Holiday Season and a Happy, Healthy New Year.

From Tom Kroschel Hi Rufus, I'll never forget your bloody chicken under the windshield wipers in Saudi. Or your gorilla head and waking up the hostess!

OK, Rufus, that's one we need to hear. Gene

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Planes don't wander All over the map For no one sits On the pilot's lap Burma-Shave

From John Happy, Class of April 1953 Rufus, My good friend, Enclosed are funds for myself; my son Hank, CAL Captain, my daughter, Heather, F/O Delta Connection, (Chautauqua Air) and any extra for the Hospitality Room next year. ' Sure hope you are doing good. People just don t realize what it takes to keep TARPA on track. I really appreciate what you guys do. I did Grapevine for 4+ years and it was a ball.

Met folks I didn't even know existed on TWA. Taught me how to use a computer too.

From Jasper Solomon Eagle or not—it's worth $40! Thanks for the work you do.

From Bill Hillebrand Rufus, Enclosed please find my dues for 2003. Enjoyed reading the latest TARPA magazine about the ORD convention. Wish I could have been there.

I have been " working " for ERAU here in Prescott for the last 7 yrs as a B727 simulator instructor. My partner, Brock Peterson, also a retired TWA pilot, and I were teaching in a ' former UAL sim until last year. Then, ERAU bought TWA s 727 sim which was stored in STL. It's the 200 model which used to be in New York. I remember taking a check ride in it a time or two. Now it is still being used, logo and all, to teach ERAU students how to fly "big" jets.

From Graham Olson Just a note to say thanks to you and all the others who give so much of their time and energy to keep TARPA and the memories of TWA alive. Sure were great years, made so by great people. Glad to be a small part of this. Thanks again!

From Dorothy Schmidt I look forward to all the reminders of the good old TWA days in each TARPA issue. How lucky we were to have lived those days ! !

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The midnight ride Of Paul for beer Led to a warmer Hemisphere Burma-Shave

From Harry B. Stitzel Not long ago I wrote you a letter saying how much I enjoyed flying in lCD and TWA Int. and thanks for all the memories. This letter was published in TARPA and resulted in quite a few old TWA employees contacting me that still remembered me...also they enjoyed my letter. This got me to thinking that they might enjoy some of the memories I have. Some are quite enjoyable and funny, others very tragic.

I will start with a funny one.

Around the first of 1943 a group of us TWA crew members were sitting on the veranda of a hotel in Natal Brazil (Natal being one of our crew layover points before returning to the States or crossing over to Africa via the South Atlantic) We were all enjoying some of that wonderful sweet Brazilian beer that came in quart size bottles when a group of jeeps were seen approaching from the airport and who was in the first jeep but FDR.' We all jumped up and hollered and waved to him and he waved back. He was probably returning from one of those overseas powwows with Churchhill and Stalin. Possibly Otis Bryan was flying him but we did not see Otis.

Natal had three houses you might call `Houses of ill-Repute'. They were the Wonder Bar, the Ideal House and the Goodyear Club. The Wonder Bar was located on a river that emptied into the ocean. The night of FDRs arrival a bunch of us were over at the Wonder Bar which was a two storied affair, the top floor overhanging the river. We were on the 2nd floor drinking beer and having a great time. I remember one of our FROs by name of Brockman had taken over the piano and was really banging away.

All this fun was suddenly interrupted by three SPs (Shore Patrol the Navy equivalent to the Army MPs) coming up the stair and telling us "Everybody out, we are closing the place".

We took a dim view of that but they had big clubs so down the stairs we went out into the street. I got a hold one of the SPs down there and asked him Why??

The reason was this. The Military had decided the safest place to keep FDR over night was aboard a small US Naval vessel in the river just off the Wonder Bar. I even remember the name of the vessel..Humbolt. Anyhow the Humbolt was trying to entertain FDR with a small Navy band but we made so much noise at the Wonder Bar we drowned the Navy band outs You might say the Navy took military actions. I 've got more.

From Rudy Trusdale It looks like I'll make to age 97 and set a record.

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A man, a miss A car, a curve.

He kissed the miss And missed the curve Burma-Shave

From Gene Exum Even tho I am a bonafide Eagle I enjoy all the hard work all of you do to put out TARPA TOPICS. I really appreciate it. I am sending the regular member dues. For and old f... I am still alive and bound to a scooter but I get there the hard way. Keep up the good work From Chuck Tiseo Hi. I had a stroke, left side. Learning to write and walk again. Take care and Thanks.

From Karen Davies (10-16-78 to 11-01-87 ) Wow! Shat a nice surprise for me. Got to fly with Dad (Vern Davies) on my first flight. So many new experiences, warm welcome at every station, by all the F/As and passengers. No way to describe how special this part of my life was/is. I loved TWA, the people, the history, the aviation legend and totally taken by the experience.

From Louis Barr Hi Rufus, Although I have reached the status of Eagle I'm sending the extra ten bucks in appreciation of TARPA TOPICS. It has been a long time since I flew with you and Ben Young in the Pacific.

From Mary Karlson (Widow of Marvin Karlson and Grandmother to Dave Karlson.)

I just received the Nov. TARPA TOPICS and noticed our Grandson David is a member. I wish Marvin was here to see this issue. It is so interesting to read. We have a card about 5 x 12 that Jack Fry sent us with the picture of the plane on it that we were on to New York on our honeymoon, July 5, 1941—with our names on the card. So this TARPA brings back many memories.

From Gordon Johnson Enclosed are my dues. Sorry that I am late. To busy loafing. Don't play golf any more—my handicap went from 5 to 25 so I just watch on television now. Still fly the airlines—from 20 rows back. I go to California and Oregon. Thanks for the reminder.

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'Twould be more fu n To go by air If we could put These signs up there Burma-Shave From Jack Mateer Enclosed are my `03 dues. I also thought that I would relate two interesting "TWA" incidents that happened to me this past year. On our Alaska Cruise land package in May and June, we were on the McKinley Explorer with a group of NJ/NY Port Authority retired cops, all who lived! had lived in NJ, traveling up to Denali Park. Discovering that we had lived in Sparta and that I had flown for TWA, one man asked me if I knew Harry Hoglander, as his brother and Harry were best of friends! I said that I had flown with Harry on numerous occasions, one of which was one of the most outstanding months of my career, Aug, 1970; it consisted of four Fit. 846 trips to Milan with a 56+ hour layover _three of the trips were with Steve Pyle and one with Dick Dick, two of my favorite Captains!

A few days later on the Carnival Spirit, during the Captain's Party, we were seated next to an older couple from Winterhaven, Fla. I asked them if they knew a retired TWA captain by the name of John—Kidd, whom I had known to also live there (John was the Captain on my first solo line trip and also one of my favorites). Not only did they know John, but John's wife was a first cousin to the man we were seated with! The last port that we visited was Ketchikan. As Nancy and I were about to walk into a store, we literally bumped into a couple from the same ship and I immediately recognized him; Willie Mayer, a fellow NY pilot; and surprisingly, in 32 years, we had never flown together, but recognized each other from years "on the line"! This is indeed a small, small world!

The second incident occurred while driving up to LAS from PHX in September with friends, who are our neighbors in Pebble Creek, and who had also lived in NJ. About a year ago I had noticed approximately ten of our Lions in the distance as we drove along 1—40, mothballed and sitting at the Kingman airport; however, this time I noticed only two. My friend, who was a businessman and had flown on TWA extensively, told me that the "loll" was his favorite airplane and that we should go over and take a look at them. The aircraft were sitting on an old closed runway, the gate was open so over we walked.

The "TWA" on the tail and the "Trans World" on the side were painted over, but the airplane numbers were still there: 31036, a -100, and 21023, a -50. The engines were missing, along with, I'm sure, many other parts, and the windows were taped over. We spent about 45 minutes walking around both aircraft with him asking me a myriad of questions (some of which I could still answer), but when he asked me where I had flown them, I had not a clue! I said that I could look in my logbooks and tell him, which is what we did when we returned home. I had flown both airplanes several times, but one trip stood out: Fit. 768, on 10 Sep 1992, during Captain Jim Petersen ' s last month before retiring (another one of my favorite Captains) along with F/E Randy Speed; we flew airplane 31036, JFKBRU, a 25–hour layover, and flew Fit. 769, airplane 21023, BRU–JFK, on 12 Sep!!! It was sad seeing these two "old workhorses" just sitting there in forgotten retirement, but they PAGE 47 ... TARPA TOPICS

This is not a clever verse.

I tried and tried But just got worse.

Burma-Shave

brought a smile to my face when I thought the many places they had safely taken me, the fun times that I had and the wonderful TWA people with whom I worked. This was a gentle reminder of a career for which I will be forever grateful!

From the Editor Sometime in the late '70s I was flying reserve on international out of JFK. The company was doing a lot of charter work in those days and some very interesting trips were available – many going to very exotic places. I waited in great anticipation for one of those trips.

Finally my number came up and my lot was to ferry a bunch of pregnant cows to Iran.

The Shah was building herds of dairy cows with animals from Kansas. The drill was to pick up a planeload in Kansas City, fly non–stop to Shannon, turn it over to a waiting crew and wait for the next load coming through 24 hours later. The final leg was non–stop to Tehran.

Right from the git–go it was obvious that these were unhappy animals. Restroom facilities on board being limited, food and water were withheld from the cows for 48 hours before boarding, and then they were subjected to a 24—hour trip to the destination. What happened once they unloaded, who knows?

My trip was uneventful with a nice ride to Shannon, a lovely layover in Limerick and then a smooth trip to Teheran. Minor problems over Iraq when we were late reporting in to Baghdad control.

We arrived in Teheran during the heat of the day and were directed to a remote spot on the field for unloading. The ground crew gave the signal to cut the engines and we cut three engines while we awaited a power unit to run the air conditioning. After about 20 minutes the tower called with directions to cut the remaining engine because of complaints about noise and fumes.

I asked when the cows would be unloaded. They answered, "In a couple of hours."I said that the cows would not last 20 minutes if we cut the engine. After a short pause I was directed to shut down. I said no. They said yes. I said no. They said yes. We were at an impasse. An hour later an army truck pulled up to the plane and I was told that the animals would be put in the truck. I pointed out that the cows probably wouldn't survive the 6 –foot jump from the plane to the truck. 30 minutes later a proper truck showed up, the cows were off loaded, and the engine was shut down.

We returned home the next day after a very boring 24 hours in Teheran where they let us know at every opportunity that we were unwelcome guests. That was the extent of my exotic charters. Gene

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My gal clapped hands When she felt my face But when she felt my hands She slapped my face.

Burma Shave From Jack Moser In the year 1927 Time magazine inaugurated the first Person of the Year' cover. As we know, the 'Person of the Year' event has endured to this day. In 1927 the first 'Person of the Year' was Charles Lindbergh. But, you all knew that. What you don't know is the following: As the fortunes of Charles Lindbergh waxed and waned, what with his controversial political beliefs, he came to the point where jobs were few and far between. Being a patriotic American he felt he had to contribute to the war effort, no matter what. To do this he secured the best position he could get at the time, considering.

He made himself available to the government by going to Detroit to fly acceptance flights on the B-24 Liberator bombers being built there at the time. To do this he needed help. He found this help in the person of one of our members. Every morning they met at the flight line and flew their flights. How would that appeal to you, flying every day with Charles Lindbergh?

One of our TARPA members was his Co-pilot and technical advisor (engineer). I have spoken with him often, I have seen his log-book. Flight time signed-off by Charles Lindbergh.

Very interesting. Still going strong. I've asked him to tell us his story, I told him he could and he should, if he would. And he could've and should've and he knew it! So it ain't like he thought that he couldn't or shouldn't, it's more like he just wouldn't do it!

All true. Also the last time I ask him.

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TWA Flight Wing One Redux? Perhaps.

The 40th anniversary of Eero Saarinen's breathtaking T.W.A.Flight Center at Kennedy International Airport was marked this year in an unusual way. No cake. No candles. Just lights out.

The terminal was shut down.

Whether it ever reopens - and how it will be used if it does - is at stake in a planning duel with a curious twist. Airport authorities say the sinuous, sculptural building might find new life as a restaurant, conference center or museum. Preservationists say it should stay an airline terminal. In fact, the Municipal Art Society is proposing the addition of new concourses and gates to the landmark Saarinen structure, an expansion that would require the demolition of the former National Airlines Sundrome nearby, a less celebrated but still distinguished building designed

by I. M. Pei. "This preserves Saarinen's ideas of entry and vista," said Frank E. Sanchis III, executive director of the society, speaking of a conceptual plan prepared by H3 Architecture. "The integrity of his vision is maintained." Theo Prudon, the president of Docomomo U.S., which concerns itself with the conservation of modern architecture, said, "For a building like this to be viable viable both philosophically and, frankly, economically - it has to have an airline use."

When preservationists urge that a building's intent and function be safeguarded along with its physical shell, and when some of them are prepared to trade a Pei for a Saarinen, one can safely say that a corner has been turned. Even in a building where you'd be hard pressed to find a corner. Unlike the battle over Pennsylvania Station, which reached a climax in 1962 just as the T.W.A. Flight Center opened, there is no proposal on the table to demolish the structure, at least not the main building, now designated Terminal 5, with its spread-eagle concrete roof and tubular corridors. "We remain committed to protecting Terminal 5," said Pasquale DiFulco, a spokesman for the Port Authority of New York and New Jersey, "and enhancing its role as an airport centerpiece."

But the authority is also adamant that a terminal designed in an era of Constellations and built at the dawn of the 707 jetliner is "inadequate to meet passenger, baggage and security standards required for contemporary aviation operations."

No airline has stepped forward to request the terminal since American Airlines abandoned it

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in January, Mr.DiFulco said. (Trans World Airlines ended operations there in October 2001 after it was acquired by American.)

The future outlined by the authority involves an enormous new C-shaped terminal around the Saarinen building, for the use of several airlines, JetBlue Airways among them. The number of gates would grow to 51 from the current 37. The Saarinen building would be rehabilitated. But it would also be cut off, physically and visually, from the aircraft and view of the taxiways and runways. The two remote gate areas, one of which is covered by the city's landmark designation, would be demolished. The connector tubes would then join the new terminal to the Saarinen building. Exactly how the Saarinen building would be adapted has yet to be determined. The Port Authority plans to issue a request for proposals in the coming months.

It must also demonstrate to the Federal Aviation Administration that there are no prudent, feasible alternatives to its redevelopment plan, under a federal law known as Section 4(f) requiring that transportation projects do not adversely affect historic sites. This has given the Municipal Art Society some leverage in the process. It submitted its counterproposal to the F.A.A. last month. "We think it's feasible and prudent, " said Vicki Weiner, director of historic preservation at the society.

Drawn up by Hal Hayes of H3 and four airport planners, the plan would preserve the remote gate areas, from which new concourses would telescope. It would append a large new structure to one end of the Saarinen building, with another concourse. All told, it would create 52 gates.

Like the Port Authority plan, it would require the demolition of the former Sundrome, now Terminal 6, which is used by JetBlue. The authority has only recently received the Municipal Art Society plan and is not yet prepared to respond publicly, Mr. DiFulco said.

While many landmarks no longer serve their original purpose, there is something satisfying about those that do, from City Hall to Grand Central Terminal. Grand Central may be an instructive analogy to the T.W.A. Flight Center. After all, it is no longer the "Gateway to a Continent" but a suburban commuter rail station. That does not make it any less imposing or vital.

No amount of nostalgia will bring back the days of dressing up for air travel and eating in-flight meals with silverware. But travelers could still revel in Saarinen's soaring spaces. The question is, where would they go from there?

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Editor; As Topics was going to press this article appeared in the New York Times.

An Airport Landmark, When It Was Young

by Erika Kinetz Sunday January 19th New York Times The fate of Eero Saarinen ' s T.W.A. Flight Center at Kennedy Airport may hang in the balance, but the 41-year-old landmark is passing the time by enjoying a second childhood. While preservationists and the Port Authority argue over the terminal's future, it has been living out a bit of its past, celluloid style, as a setting for Steven Spielberg's new movie, "Catch Me if You Can.""The movie is in many ways about what that piece of architecture was about," said Jeannine Oppewall, the production designer. "It documents a moment in American history when we were all much more innocent, much younger and more naive. We were expressing our joy of flying. " The film, set in the 60's , is based on the true story of a con artist (Leonardo DiCaprio) who, disguised as an airline pilot, doctor and assistant attorney general, cashes more than $2.5 million in fraudulent checks before his capture by a zealous F.B.I. agent (Tom Hanks).Ms. Oppewall, who used to work for Charles Eames, the designer and friend of Mr. Saarinen, spent more than $1o,000 restoring the building to its youthful state. She removed the 70 ' S display boxes and the Mylar from the windows. "I could hear the voice of Eric Saarinen, Eero's son, howling at me if I screwed it up," she said. "I didn't want to get that phone call." Vicki Wiener, the Kress Fellow for Historic Preservation at the Municipal Art Society, remembers visiting the building once it was empty. "It was so sad to see those beautiful forms there but no people and no uniforms and the signage gone," she said. "In the movie, they put the life back in the building."The Municipal Art Society hopes that the building can one day be a functioning airline terminal again.

"How sad if the experience of going into the building and going into an airplane and flying away were no longer possible," Ms. Wiener said. "This is one of those cases where design and function are both essential to preserve the intent of the architect."Ms. Oppewall added: "It gives you a sense of wow. You'll never get that back again if it becomes something else."

But the Port Authority, which controls the property, disagrees. "No airline is interested in using it as a functioning terminal," said Pasquale DiFulco, a spokesman. The agency has suggested transforming it into a restaurant or museum, with a new, larger terminal around it."Hollywood can take us back in time," Ms. Wiener said. "Preservation can't."

Editor: The photo on the left is from the Steven Speilberg movie "Catch Me If You Can. " As mentioned above there were several scenes shot at TWA's Flight Wing One so if you are feeling a bit nostalgic you may want see this film.

You can learn much more about the movie by visiting this htp:/us.imdbcoTtle?0264 site online:

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A Century of Flight Celebrated by Dave Gratz As most of you have already realized, this is the year that marks the 100 th anniversary of the first Wright brothers' flight. You may also want to recall your own aviation paths and realize that many of you may well be considered as pioneers in this field as well. This summer you may want to take some time to reflect upon the part that you played in this short history of aviation recognizing how fortunate we all have been to have been among those who have been so blessed by their efforts a century ago.

Have you ever known that Orville and Wilbur Wright were established in the printing business for several years before neighbors, knowing of their aptitude with things mechanical began seeking them out for help in repairing their new-fangled bicycles? The new sport of recreational bicycling had captured much of the country and of course those bicycles had that mystifying "chain" drive. As it seemed to many the Wright brothers were the closest thing to mechanics in the area at the time.

It wasn't long before the Wright's, seeing the opportunity for profit in their cycle repair endeavors, decided to expand their printing business to include the repair and sale of bicycles.

In time they opened five Wright Cycle dealerships, but the most historically significant one was their fourth shop which may still be visited in Dayton, OH at 22 South Williams Street. It was at this location that it is said the two became interested in the concept of flight and subsequently hatched the idea of incorporating several design methods learned from cycling repair into their intriguing new venture.

Virtually everyone associates the Kitty Hawk area of North Carolina with the Wright's, but in fact they abandoned that location after their premier flight for one where most all of their work on the first "practical" airplane took place. That area is now the site of what is currently Wright-Patterson AFB. Orville remembered as a youth visiting a rolling section of farmland while on a school field trip for his science class. It was there on Torrence Huffman's property that several years later in 1904 the Wrights received permission to test their flying machines. By September of that year they made their first turn in an airplane! It took only five more days before they made their first circle. Remember, at Kitty Hawk that flight lasted a memorable 59 seconds, but it was in Dayton two years later that they remained airborne for 39 minutes.

If you have an interest in seeing what many historians regard as the first practical aircraft , it is not in the Smithsonian. Rather, it can be found in Dayton's Carillon Park. That aircraft is the

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Wright Flyer III (at least 6o% of the original) which Orville assisted in the restoration of until shortly before his death in 1948. There is a National Park that was established in 1992 hich bears mention. It is the product of a cooperative effort between the National Park Service and four partners, and it contains four separate sites. They are The Wright Cycle Company building and Wright brothers' print shop building; Huffman Prairie Flying Field; John W. Berry, Sr. Wright Brothers Aviation Center which includes the afore mentioned 1905 Wright Flyer III; and the Paul Laurence Dunbar StateMemorial.

So now it is one hundred years later and this summer the calendar will be full of events marking that momentous occasion. Although the nation and the rest of the aviation community throughout the world will take note of the anniversary, the preponderance of events and commemorative displays featuring the Wright brother's and other men and women of early aviation achievement will take place in the Midwest.

In addition to what can be seen in the immediate Dayton area you may want to plan to visit some of the other locations in the Midwest that currently are devoting space to early aviation achievement. Some have significant historical aviation oriented notoriety or interest that are within easy driving distance. You may choose to include them on your itinerary to or from Dayton and your home.

Among the places that are of particular interest should be in St. Louis at the Missouri Historical Society's extensive exhibit recalling Charles Lindbergh's life story leading up to the 1927 nonstop solo flight from New York to Paris. Here you will find the most inclusive array of memorabilia and artifacts of that endeavor to be found and all presented in a most visitor friendly manner. You can even have your photo taken with a painstakingly restored replica of the Spirit of St. Louis as a background. (www.mohistory.org) If you do visit St. Louis, you will also have the opportunity to enjoy the Boeing Company's James S. McDonnell Prologue Room describing the company's contribution from the earliest biplanes to their role in space exploration. It is well worth the visit and you should be able to see it all in less than an hour.(www.boeing.com/prologueroom) Another aviation pioneer that will never be forgotten is Amelia Earhart for her exploits as an early woman of note in aviation.

This year on July 25-26 there will be a festival celebrating her life in her hometown of Atchison, KS. (www.ameliaearhartmuseum.org) Of course a must see if you are anywhere near the Kansas City area should be the Airline History Museum at the Downtown City Airport. What you will see may not qualify as ancient aviation history, but you will find actual airworthy aircraft from the propeller era of TWA. They have a Martin 404 and are working on the restoration of a DC-3. This is the home of "Star of America" of Save-a-Connie fame. You should definitely check their website because PAGE 54 ... TARPA TOPICS

this venerable aircraft spends quite a bit of time traveling to airshows during the summer months. www.airlinehistorymuseum.com Some lesser known places that could be a lot of fun to check out are the Octave Chanute Aerospace Museum in Rantoul, IL which is the largest aerospace museum in Illinois. It includes more than forty aircraft and missiles including Chanute's first biplane. (www.aeromuseum.org) Another is the Lost Squadron Museum in Middlesboro, KY whose mission is to preserve the aviation history of the two World Wars. It is there that you will see "Glacier Girl" a recently restored to flying condition P-38 that spent a half century buried under 268' of Greenland ice. (www.thelostsquadron.com) Wilbur Wright Birthplace & Museum, Millville, IN, has planned a "First Steps of Flight" festival for June 20-22, 2003. Events include a fly-in at New Castle Airport near the museum site.

For those who prefer to observe their aviation history displayed in the sky rather in a museum there will be an abundant supply of airshows in Dayton during the month of July. The Dayton Airshow is planning daily flight performances

by The Navy's Blue Angels, The USAF's Thunderbirds and the Canadian Snowbirds. Unfortunately, the French demonstration team Patrouille de France found it necessary to cancel their appearance due budget constraints imposed by current world events. Hopefully, that will not have to be the case with the others. July 11-13 will be the dates for the International Blimp Meet at the Air Force Museum as an attempt to set the world's record for the most blimps in attendance is sought.

And not to be forgotten in this special commemorative year is the annual AirVenture in Oshkosh July 29 th – August 4th. The EAA is commemorating loo years of powered flight. There will be a Ford Pavilion devoted to the first flight. The Ford Motor Company has sponsored the long awaited 1903 Wright Flyer reproduction and this most accurate reproduction will be flown on December 17, 2003, at Kitty Hawk, North Carolina, at exactly 1o:35 a.m., re-creating the Wright brothers, and the world's, first powered flight. (www.eaa.org/) In September there are several events that make use of the sky above and ramp below.

Scheduled for the second week in the month is a Fly-In Dawn Patrol Rendezvous of World War I aircraft at the United States Air Force Museum. It is a 3-day flying event of reproduction and authentic WWI aircraft. This is a rare opportunity to see the sky filled with vintage aircraft such as Nieuports, Fokker triplanes, SE5's, Sopwiths and Bristol fighters. This event is also planning to include WWI actors in a war encampment area, flying exhibitions of WWI radio-controlled model aircraft, WWI period vehicles and period music.

Wright Cycle Co: 22 South Williams Street. Hours are 8:30-4:30 Monday through Saturday and 11-4:30 Sunday from early May through Sept. 12; closed Monday and Tuesday the rest of the year. Admission is free; call 1-937-2257705.

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Huffman Prairie Flying Field: open daylight hours when Wright-Patterson Air Force Base is open; free; 1-937257-5535, Ext. 254. (Note: For security reasons, access to the field is limited; call ahead to check its status.) Carillon Historical Park: 2001 South Patterson Boulevard.

Open Mar. 31 through Oct. 31. Cost: $5 adults, $4 seniors, $3 ages 3-17; call 1 -937- 2 93- 28 4 1.

Other sites: Not part of the park is the Wright Brothers Memorial, a marble monument tuated high on a bluff just outside Huffman Prairie Flying Field. Also in Dayton is the U.S. Air Force Museum, one of the nation 's most prestigious aviation museums, with more than 300 aircraft and missiles ranging from World War 1 fliers to advanced missiles used in the Persian 1 2 Gulf War; call -937- 2 55-3 86.

More information: Dayton Aviation Heritage National Historical Park, Po. Box 9280, Wright Brothers Station, Dayton, Ohio 454 0 9; 1 -937- 22 5-770 5; www.nps.gov/daay.

Special events in Dayton: July 4-6, Re/Max Balloon Celebration July 11-13, International Blimp Meet July 11-13, Salute the Tuskegee Airmen at the Dayton Black Cultural Festival July 18-19, Dayton Air Show More information: Inventing Flight - www.inventingflight.com U.S. Centennial of Flight Commission - http://www.centennialofflight.gov/ Dayton, Ohio Aviation Trail - http://www.aviationtrailinc.org/ Dayton 2003 Airshow - http://www.usats.org/index.html Wilbur Wright Birthplace & Museum - http:// www.wilburwrightbirthplace.com There is a countdown clock and description in this section of the EAA website. http://www.countdowntokittyhawk.com/

Below: Navy Blue Angels)

Below: USAF Thunderbirds

Above: Canadian Snowbirds

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TARPA BYLAWS 2003 Article I Sec. 1. The name of this Association shall be "TARPA" which stands for "TWA Active Retired Pilots Association of TWA " . (1996) Sec. 2. The Home Office of TARPA shall be that of its presiding officer or as may be directed by the Executive Committee.

Article II Sec. 1. The purpose of TARPA is social, recreational and non-profit, with a primary goal of helping its members to maintain the friendships and associations formed before retirement, to make retirement a more productive and rewarding experience and to assist those active pilots approaching retirement with the problems that are inherent in the transition from active to retired status.

Sec. 2. The Association shall operate under Roberts Rules of Order, Revised. (1996) Article III Sec. 1. REGULAR members shall be limited to retired flight deck crewmembers of TWA. REGULAR members are defined as those who flew as flight deck crewmembers and who were on the seniority roster of their respective profession in such capacity. Those REGULAR members who, at the beginning of any calendar year have reached their 75th birthday, and have been members in good standing fore at least three consecutive years immediately prior to reaching 75, shall be called " EAGLES " . (1 999) Sec. 2. ASSOCIATE members are defined as those flight deck crewmembers still listed on the pilot seniority roster of flight deck crew members, including those who may be on leave for any reason. (2002) Sec. 3. HONORARY membership shall be limited to candidates nominated by the REGULAR members. The name of the nominated candidate shall be presented for voting at the final business session of the annual meeting. A two-thirds (2/3) affirmative vote shall be required for confirmation. Surviving spouses of deceased members shall be accorded HONORARY membership in TARPA. (1996) Sec. 4. SUBSCRIBERS are those who have asked to be added to the mailing list to receive the TOPICS and DIRECTORY same as REGULAR members. They will not have a vote or other member privileges but may attend conventions. (1999) Sec. 5. Annual dues for REGULAR and ASSOCIATE members shall be established annually by a five seventh majority vote of the Board of Directors. There will be no dues for HONORARY members. Dues will be payable January 1st for that calendar year.

(1 999)

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Article IV Sec. 1. The Officers of this Association shall be a President, a First Vice-President, and a Second Vice-President, a Secretary/Treasurer, and a Senior Director. These Officers shall constitute the Executive Committee. All Officers shall be REGULAR Members.

(1995)(1997) 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.

(1986) (2002) 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 by the President. (2002) 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. (1986) (2002) 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. (1993) (2002) Sec. 6. The Executive Committee shall determine the activities to be undertaken by the Association. The Executive Committee shall incur no indebtedness beyond the existing funds for the current fiscal year.

Sec. 7. A Historian shall be appointed by the President to gather and disseminate personal data and lore of the Association's public relations program and to execute any other duties pertaining to the chronological events of the Association. The office of Historian shall not constitute a part of the Executive Committee nor the Board of Directors.

Sec. 8. An Editor for the Association's Newsletter shall be appointed by the President to edit and supervise the publication of the Association's Newsletter and to execute any other duties pertaining to the public relations as may be assigned by the President.

(1 997)

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Article V Sec. 1. The Board of Directors shall consist 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 non-voting member of the Board of Directors. ( 1 994) (1996/1997) (2002) Sec. 2. The Board of Directors shall determine TARPA policy in session or by written resolution. The Board of Directors shall resolve any problems that may arise between conventions. Any action required or permitted to be taken at any meeting of the Board of Directors or of any committee thereof may be taken without a meeting if a written consent thereof is signed by all members of the Board or such committee. Such written consent shall be filed with the minutes of proceedings of the Board or committee.

Members of the Board of Directors or of any committee designated by such Board may participate in a meeting of such Board or committee by means of a conference telephone network or similar communication method by which all persons participating in the meeting can hear each other. Participation in a meeting pursuant to this sub-section constitutes presence in person at such meeting. Each person participating in the meeting shall sign the minutes thereof. The minutes may be signed in counterparts. The method of meeting used will be that which most logically suits the existing situation.

Sec. 3. A majority of the Board of Directors, at a meeting duly called, shall be necessary to constitute a quorum for the transaction of business, and the act of a majority of the directors present at a meeting at which a quorum is present will be the act of the Board of Directors.

Sec. 4. If the organization has any profits, the Board of Directors shall decide what part thereof, if any, shall be added to the organization's funds and what part, if any, shall be donated to a charitable organization chosen by the Board.

Article VI Sec. 1. Each year, the Board of Directors shall appoint a Nominating Committee consisting of three members. This committee shall be responsible for providing nominations for Officers and Directors at the annual Convention. Nominations for any office shall not be considered without the consent of the nominee. Additional nominations may be made by any member present at the annual Convention. (1995) 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. (2002) Sec. 3. Election may be by ballot or by hand and shall be the last business on the final day of the Convention. In the event there is more than one candidate for any Officer or Director vacancy, election to fill that vacancy shall be by secret ballot. A majority of those present and voting willelect. Newly elected and re-elected Officers and Directors shall assume office the day after the adjournment of the Convention. (1986)

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Sec. 4. Except as stated in Article V, Section 1, only REGULAR members shall be eligible for election to office.

Sec. 5. Officers and Directors shall hold office until re-elected or replaced by newly elected Officers or Directors. Should an Officer or Director vacancy occur between Conventions, the vacancy shall be filled by vote of the remaining Board of Directors.

Such replacement shall serve until the next Convention. (1986) Sec. 6. The voting body shall consist of only those REGULAR and ASSOCIATE members in good standing as verified by the Secretary-Treasurer. (1986) Sec. 7. It shall be the policy of this Association that Officers, Board members and the general membership will not receive compensation of any kind for work done for the Association.

Article VII Sec. 1. The Association shall hold an annual Convention. The Board of Directors shall designate the place and date for each Convention.

Article VIII Sec. 1. These By-laws may be (2/3) vote of the members in amendment may be submitted or ASSOCIATE member in good

amended only at an annual Convention by a two-thirds good standing present and voting. Proposals for such in writing to the Executive Committee by any REGULAR standing prior to the annual Convention. (1987)

TARPA POLICIES (REV SEPTEMBER 2002) AWARDS Criteria for TARPA Award of Merit: The Awards Committee shall be responsible for the selection of the Honoree for the TARPA Award of Merit, for notifying the person concerned when living, providing a suitable certificate or plaque, installing the name of the awardee on the main plaque, arranging a suitable ceremony for presentation at the annual meeting, arranging accommodations and providing other hosting duties for those who are not members of TARPA and maintaining custody of the Award of Merit plaque. Criteria for the selection of the Honoree should include the following: 1.The award shall be made only on the basis of the individual's "Contribution to Commercial Aviation " .

2.Nominations should be solicited from the membership at large. The deadline date for such nominations shall be no later than 90 days prior to the Convention.

3.All nominations, including those submitted by the Committee, must be accompanied by a written substantiation of their "Contributions to Commercial Aviation".

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4.Honorees shall be limited to a maximum of one (1) per year.

5.Candidates shall be limited to TWA employees, former employees or employees of TWA predecessor companies.

6.The Awards Committee (to be composed of not less than three members) shall be appointed by the President. The Committee shall consider all nominees for the Award, based upon the information submitted by the nominators. After due deliberation with other Committee members, and no later than sixty (60) days prior to the Convention, the Chairman shall advise the President and the Board of Directors of their selection for the Award of Merit.

7.The Board of Directors may reject the selection of the Committee not later than fortyfive (45) days prior to the Convention by a majority vote of the Board. No vote shall be considered as a vote FOR the nominee. If the selection is rejected, no Award of Merit will be made for that year. (1985) The Award ceremony, when appropriate, should take place at the annual TARPA Convention.

8.TARPA shall pay for the hotel room and banquet dinner for the Honoree and spouse. ( 1 985) TARPA PERSON OF THE YEAR The TARPA Board of Directors may, at its discretion, select a TARPA Person of the year.

(2000) (2002) CONVENTION The activities at the annual Convention, such as the hospitality room, recreation, banquet, etc. shall be paid for by those who attend. A registration fee is recommended.

(1984) The TARPA Convention Notebook is the approved planning guide for the Convention Chairman. (1998) CONVENTION SITE AND DATE The Board of Directors shall make every effort to designate the place and date of each Convention at least two (2) years in advance. (1982) CONVENTION SURPLUS In the event the annual convention generates a monetary surplus, the funds will be allocated to the TWA Pilot Foundation and the Roy Van Etten Scholarship Fund. These funds to be distributed when directed by the Executive Committee. (2000) CORRECTIONS The Secretary/Treasurer is authorized to correct errors of omission, punctuation, and nomenclature when revising the Directory. (1986)

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CORRESPONDENCE All correspondence, except that of a personal nature, but including dues payments and change of address, shall be directed to the address of the Secretary/Treasurer for dissemination to the proper authority within TARPA. (1986) DIRECTORY The TARPA Directory shall be printed biannually in even numbered years and mailed to the members approximately thirty (30) to forty-five (45) days after the 31st of March.

The names of new members shall be printed as a supplement to the Directory and shall be included with each issue of TARPA TOPICS until the next following Directory is printed.

(1994) All changes to the By-Laws and Policy that are new or amended shall be italicized in the next addition of the Directory. In order to easily refer to the minutes of a meeting, the year(s) of amendment to the By-Laws shall be noted after Article VIII and the year(s) of changes to Policy shall be noted after the pertinent paragraph. (1986) DUES 1.Annual dues for REGULAR and ASSOCIATE members shall be $40.00 per calendar year except that annual dues for EAGLES and SUBSCRIBERS shall be $30.00. New members joining prior to September shall pay full dues. New members joining September and later shall be credited for the following year. (2000) 2.Any member who is three calendar months in arrears on his dues shall, after notification by the Secretary/Treasurer, have his membership in TARPA terminated.

(1986) 3.Whenever the non-dues paying rank equal fifteen (15) percent or more of the total membership, the Secretary shall bring this matter before the Board of Directors for appropriate action. (1984) (1997) ENDORSEMENTS TARPA will avoid any action which might be construed as sponsorship or endorsement of a business or commercial venture. (1981) TARPA may, however, endorse such programs as are developed within the Association that are specifically directed toward the improved well being of its Members. (1987)

FISCAL POLICY 1. AUDIT OF TARPA FUNDS - The President shall appoint an Audit Committee at least once each year. This Committee shall consist of at least two members, but shall not include the Secretary/Treasurer. This Committee shall inspect the books and financial

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records of the Association and prepare a report, with any recommendations to be submitted to the President at least 30 days prior to the next following Convention.

2.BONDING - The Secretary/Treasurer shall be bonded by sufficient fidelity bond in an amount set by the Board of Directors. The bonding fee shall be paid by the Association and renewed annually.

3.EXPENSES - Officers, Directors and Committee persons shall be reimbursed for normal expenses incurred in the performance of their duties. Normal expenses shall include postage, telephone, copies, secretarial service (if necessary), stationery, etc. The TARPA Secretary/ Treasurer shall be allowed up to $100.00 per month as an extraordinary office expense. (1991) In the event a Board of Directors meeting is called prior to the Convention, Officers, Directors and those Committee Chairmen required to attend shall be reimbursed for reasonable actual expenses they incur. These expenses shall include one night's lodging, meals, gratuities, necessary automobile expenses ($0.225 per mile), necessary parking fees and necessary taxi fares. (1998) In the event that it is deemed necessary, in the interests of TARPA, for a representative of TARPA to attend a meeting of any other organization, the representative shall receive payment for expenses as described in the previous paragraph. Such attendance shall require prior approval of the President. If necessary, travel by OAL shall be reimbursed only for the normal Economy Class fare by the most direct route to and from any function or to and from the nearest TWA on-line station whichever is closest.

The Executive Committee may authorize extraordinary expenses for the benefit of TARPA if they will not conflict with Article IV, Sec. 6. of the By-Laws. Requests for reimbursement shall be submitted to the Secretary/Treasurer on a TARPA approved expense form, supported by receipts where applicable, or an explanation thereof. Such requests shall be submitted promptly at the end of the current month but no later than three months after the expense is incurred. (1988) INSURANCE Any Member desiring insurance sponsored by TARPA must be a Member in good standing to receive and retain such insurance. (1987) MAILING LIST It shall be TARPA policy to allow non-members, at the discretion of the Secretary/ Treasurer, to be placed on the mailing list for TARPA TOPICS for the sum of $30.00 per year. (1998) The Board of Directors shall determine the added cost necessary for foreign mailing of TARPA publications. The added cost shall be required of nonmembers and shall be in addition to the dues of members. This added cost for 1991 shall be $15.00. (1991)

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MEMORIALS It shall be TARPA policy to donate the sum of $25.00 to the TWA PILOTS RETIREMENT FOUNDATION, Inc. or to another charitable fund, if so requested by the family of the deceased, as a memorial for a deceased member. (1983) 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 it necessary. (1984) (2002) Each issue of TARPA TOPICS shall contain a membership application. This application shall have the dues for the current year stated in it's heading. The November issue of TARPA TOPICS shall include a dues payment envelope addressed to the Secretary/ Treasurer of TARPA. 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. He/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. (2002) It is TARPA Policy to print differing or opposing views but material attacking a members motives, character or sincerity is not acceptable for publication. Information about products or services may be published for the information of the membership.

Publication does not constitute endorsement by TARPA. (Newsletter Section completely revised - 1986) (Publishing dates amended by Board - 1987) RETIRED MR LINE PILOTS ASSOCIATION TARPA will affiliate with RAPA and the annual dues will be paid from the TARPA general fund or central treasury. (1979) TERM OF OFFICE The term of office of a committee Chairman shall be concurrent with the term of the office of the President unless he/she is removed earlier by the President. (1983) (2002)

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