Twenty Fifth Anniversary
TARPA Convention 2004 Grandeur of the Seas November 6-13 2004
CONTENTS TARPA TOPICS THE MAGAZINE OF THE TWA ACTIVE RETIRED PILOTS ASSOCIATION
FEATURES:
DEPARTMENTS:
CONVENTION 2004
7
FLIGHT THRU TIME by Ona Gieschen
19
PRESIDENT 'S MESSAGE Charles Wilder
3
EDITOR' S NOTE John P. Gratz
4
CROWS/NOSTALGIA by Bill Dixon
30
SECRETARY/TREASURER 5 Rufus Mosely
PLEASE HELP by Felix Usis III
33
FLOWN WEST
37
GRAPEVINE Gene Richards
55
THE DANUBE by B. Rager/J. Thompson 35 HARDLY ROCKET by Jeff Hill Sr.
48
REMEMBERANCES by Gordon Hargis
49
CONCRETE COMPASS by Jeff Hill Sr.
74
A LETTER TO RUFUS by Evelyn Asire
75
TWA & TURNER ENTPRS. by H. P. Pratt
77
MISSED CONNECTION by Ona Gieschen
83
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 Cover: Royal Caribbean International Back Cover: New Orleans Metropolitan Convention and Visitors Bureau, Inc. 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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EDITOR
John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 6 3 01 7-5500 ( 6 36) 53 2 - 8 3 1 7 jpgratz@charter.net David R. Gratz 1034 Carroll St. Louis, MO 63104 (3 1 4) 2 4 1 -9353 drgratz@swbell.net Gene Richards 2840B Sherwood Ave Modesto, CA 9535 0 (209) 492-0391 gene_richards@pacbell.net Felix M. Usis III 1276 Belvoir Lane Virginia Beach, VA 23464-6746 (757) 4 20 -5445 fusis1@cox.net
ASSOCIATE EDITOR
GRAPEVINE EDITOR
HISTORIAN
FLOWN WEST COORDINATOR
INTERNET WEBMASTER
TARPA TOURS COORDINATOR
John S. Bybee 2616 Saklan Indian Drive#1 Walnut Creek, CA 94595 (9 2 5)93 8-349 2 jbybee4@comcast.net Jack Irwin 2466 White Stable Road Town and Country, MO 63131 (3 1 4) 43 2 -327 2 jack@smilinjack.com Jean Thompson 63 Birdsong Way Apt115 Hilton Head Island, S.C. 29926 (863) 681-6451 jetslandin@adelphia.net
OFFICERS AND DIRECTORS, 2003 - 2004 PRESIDENT
FIRST VICE-PRESIDENT
SECOND VICE PRESIDENT
SECRETARY/TREASURER
SENIOR DIRECTOR
DIRECTOR
DIRECTOR
INTERNET WEBMASTER
PAST-PRESIDENT
EDITOR
Charles L. Wilder Jackson, NJ 08 5 2 7-4057 cwilder@optonline.net Guy A. Fortier Incline Village, NV 8 9450 guy4ta@msn.com
122 Wild Dunes Way (732) 833-2205 Box 6065 (775) 831-3040
H.O. Van Zandt 1810 Lindbergh Lane (386) 767-6607 Daytona Beach, FL 32128 hopvz@compuserve.com Rufus Mosely Box 1871 1080 2 1 Foley, AL 36536-1871 ( 5 ) 955rufus767@gulftel.com Robert C. Sherman 1201 Phelps Ave. San Jose, CA 95117 (408) 246-7754 resherm@comcast.net Rockney Dollarhide # 1 Riverside Farm Dr. Crescent, MO 63025 (636) 938-4727 rdollar@tetranet.net William Kientz 14981 Chateau Village Chesterfield, MO 63 01 7-77 01 ( 6 3 6 ) 39 1 -5454 wkientz@aol.com Jack Irwin 2466 White Stable Rd. Town and Country, MO 63131 (3 1 4) 43 2 -3 2 7 2 jack@smilinjack.com Robert W. Dedman 3728 Lynfield Drive Virginia Beach, VA 2 345 2 (757) 463-2032 rwded@earthlink.net John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 6 3 01 7-5500 (6 3 6 ) 53 2 -83 1 7 jpgratz@charter.net
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PRESIDENT'S MESSAGE NEW ORLEANS & THE WESTERN CARIBBEAN First, Helen and I would like to wish everyone a healthy, happy 2004. We hope that each of you will join us on the cruise to the Western Caribbean in November. We leave New Orleans on November 6 and return on November 13. We are also arranging for hotel accommodations in the French Quarter area for 2 days prior to the cruise so those who choose can enjoy the sights, sounds and smells (food!) of New Orleans. The Riverwalk, Audubon Aquarium, Jackson Square and the French Market offer sights, shopping and food - especially the famous beignets and cafe au lait! Our hotel will be near the historic Bourbon and Royal Streets where Jazz really took hold in American music. Then on to the Royal Caribbean's Grandeur for 7 days of fabulous dining and enjoying the tours in Cozumel (e.g., San Gervasio archaeological sites), the activities in Georgetown, Grand Cayman, and more tours in Costa Maya (ruins at Chacchoben and Kohunlich). More exact details follow in this issue. We should have a fantastic time visiting with old friends (as well as making new ones), taking tours, dining and sharing a few toddies at the hospitality room. Make your plans early and join us. Early registration is strongly suggested. We have booked space for 200, approximately the number on the previous cruise. Sign up early! We can guarantee only the 100 cabins we have reserved. We have made arrangements for pre-cruise hotel rooms at the Chateau LeMoyne in one of the French Quarter's most historic buildings. This is to offer you a chance to enjoy a bit of New Orleans pleasure and, for standby travelers, a place to guarantee an on-time cruise embarkation. Please let us know your intentions as soon as possible so we can book an appropriate number of rooms. If you are unable to join us on the cruise, you are welcome to join us in New Orleans on 4th the and 5th This convention will be great and a good follow-up to the last two conventions in Chicago and Reno. Please make an effort to join us. With my best wishes for a happy, healthy year
Charlie
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EDITOR'S NOTE The front and back covers of this issue of TOPICS announces our main feature loud and clear. All the details of another exciting Convention, which in this case combines the charm and history of the Crescent City, New Orleans, with the luxury and adventure, offered by a western Caribbean Cruise on the Royal Caribbean Grandeur of the Seas. We believe that there has never been a better way to enjoy the many facets of travel pleasure with old friends from throughout the country. As a veteran of more than a dozen TARPA Conventions, including one at sea in '99, I would say that the Cruise Convention, in addition to its many sybaritic pleasures, offers the best chance of spending more quality time, one on one, with friends than the more hectic hotel gatherings. Check out the details starting on page seven and realize that one price covers the stateroom, meals, transportation, taxes, port charges and all gratuities. All in all, it's a great way spend a few days. I'll see you in the Vieux Carre, or French Quarter for Anglophones. We are also pleased to feature a number of diverse stories from many of our regular contributors, and some from new authors. Bill Dixon again sends a short piece about life in the Bay Area. Buck Pratt offers another story about his 880 experiences; subscriber Ona Gieschen once again sends two pieces about TWA and aviation history. Historian Felix Usis exhorts us to recognize and conserve TWA memorabilia and documents for posterity. Gordon Hargis sent an interesting letter of his and an old TWA friend. Gordon often sent fascinating bits and pieces of our past. Sadly, Gordon is listed in the Flown West section of this issue since he passed away suddenly shortly after he sent his letters. In the last issue, we featured Artwork by our own inimitable Russ Day. Not long ago, we have received TWA Artwork from Ron Sandberg, a West Coast artist who was employed by TWA for many years. His specialty is aircraft paintings, a large number of TWA aircraft mostly. Samples of his work are displayed in this issue. We believe these are clearly worth a look. Finally, let me remind you that we will no longer publish and distribute the TARPA Directory to all Members. It now will be made available on the TARPA web page. Those Members who do not have Internet access, and who would like to receive a printed copy, please contact the TOPICS Editor.
Photos in this issue of TOPICS courtesy of: Jeff Hill Sr. and Betty Rager
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SECRETARY/TREASURER REPORT JANUARY 4, 2004
As of January 4, 2004, the membership is as follows: (R) Retired: 829 (A) Active: 82 (E) Eagles: 599 (H) Honorary: 47E TOTAL: 1988 There are also 42 subscribers to Topics, and 19 who receive complimentary copies. We have added 5 new members since the last Topics, they are listed in this issue. Here is the financial report for the year 2003: 1/1/2003: Opening Balance Income Expenses Cash Flow Balance 12/31/03
$39, 2 59 . 5 1 868. $55, 59 $49,182.27 $ 6,686.32 $45,945 .8 3
The positive cash flow for the year was mainly due to a refund of over $4,400 from the Reno Convention, which speaks well for the excellent job done by Guy Fortier and the rest of the Convention 2003 Committee. The turnout was large, and all had a wonderful time. As this is written, your dues checks are coming in at a great rate, keeping me very busy at present. If you have not yet sent yours in, please do so as soon as possible. Thanks for all the personal notes coming in with dues, I forward many of them (those fit for public printing) to Gene Richards for inclusion in "Grapevine". Respectfully Submitted,
C. Rufus Mosely
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NEW MEMBERS Tom Solomon (Wiletta) 6214 E. Surrey Av. Scottsdale, AZ 85254 tomsolomon@outdrs.net
Gene Rodammer (Dot) 63o Island Drive Key Largo, FL 33 0 37 rodammer@bellsouth.net
James Dyer (Diane) 2536 S. Chapel Springfield, MO 65809 Jim777sgf@aol.com
Ed Shuster (Laura) 149 Rainbow Dr. # 4944 Livingston, TX 77399 optimumu@msn.com
Pete Linden 2500 Anniversary Lane Newport Beach, CA 92660 Twotrust1@aol.com
Pat Derickson (Richard) 17 Sherbrooke Dr. Lincoln Park, NJ 07 035 plslk@aol.com
William Trimble 1000 Keel Circle Huntsville, AL 35802 willtrimble2@aol.com
Jeff Sabol (Cindy) 504 Lighthouse Point Va. Beach, VA 2 345 1 sabol@cox.net
Jim Horner (Susie) 4710 W. 83 Terr. Shawnee Msn., KS 66207 hornerks@msn.com
Bruce Edwards (Karen) Box 126 Stanton, NJ 08885 bkedw@earthlink.net
Dennis Finger (Karone) 162 U.S. Hwy 166 Cedar Vale, KS 67024 dpfinger@sktc.net
T.J. Doherty (Oud) 9 1 39 Ridge Dr. Navarre, FL 32566 tj @mc130.com
EAGLES Aylward, Jr. James J. Baker, Jack L. Barron, Robert D. Berg, Bradford Blevins, Glen D. Branagan, Dewitt Broomfield, Jack M. Burns, Jeremiah S. Cochran, James L. Colling, Edwin L. Cox, Jr. William H. Croskell, Robert W. David, Walter R. Day, P. Russell Dick, R. E. Donlan, Jr. John P. Edwards, Frank L. Elliott, Wendell A. Ellis, Richard H. Escola, Richard D. Fauci, Larry J. Fellows, David Fishbaugh, H. Richard George, Warren M. Gifford, Eugene F. Gigstad, Albert L.
Graf, Harvey W. Hahn, Eugene G. Hankins, James A. Hawes, A.R. Henricks, John Hofmeister, Howard F. Jacobson, Wesley L. Kirchhoff, Richard T. Klumb, Eugene J. Kolb, Frank J. Lamphear, Gil Lehocky, Norman J. Leonard, Arthur H. Lingenfelser, Fred C. Loomis, Richard C. Loveless, Charles C. Lowe, Jr. Simeon D. Lynn, Joseph C. Macdonald, Bruce M. Manley, George L. Martin, Hollis W. Meachum, Joseph Musick, Jr. Matt O. Novinger, Fred B. 0' Connell, Morris J. Peters, Donald W.
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Phail, Gordon A. Powell, W. " Dewey " Reavis, Paul T. Richter, Dan Rogers, Curtis E. Roze, Wally Schliep, Marvin L. Schmidt, Carl M. Schmitt, James A. Schulz, William L. Sheedy Stephen L. Shields, John A. Smith, Ermon W. Smith, James L. Smith, Thomas A. Stack, Joseph E. Steinbis, Raymond E. Stock, Walter A. Thomas, Louis F. Turner, Ivan L. Underwood, Kenneth Van Trease, Charles Y. Vincent, G.S. Weiland, Jr. Peter J. Weston, Howard H. White, H. Reese
TARPA 2004 New Orleans Annual Convention and Western Caribbean Cruise November 6 -13, 2004
Pre-Cruise Party New Orleans Hotel Accommodations November 4th & 5th, 2004
A special rate has been secured at the Hotel Chateau LeMoyne in the French Quarter of New Orleans for those wishing to enjoy the Crescent City a few days before our departure. TARPA has negotiated a special rate of $139.95 plus 13% room tax and a $1.00 per person occupancy tax. The hotel is a deluxe four star property located conveniently one block from Bourbon Street in the French Quarter. The Chateau LeMoyne is named after Jean Baptiste LeMoyne who founded the city of New Orleans and the property is one of the French Quarters most historic buildings. Built 150 years ago by the world-renown architect James Gallier, the Chateau LeMoyne encompasses four exquisite Greek Revival town homes and two adjoining lush tropical courtyards. Completely renovated in 2002 and just one block from the legendary Bourbon Street, the hotel is within walking distance to ' several major attractions such as Jackson Square, the River Walk, Harrah s Casino, shopping and the many fine restaurants that New Orleans is so famous for. The oversized guest rooms include work desk with dataport, coffeemaker, hairdryer, iron and ironing board, luxurious fluffy down pillows, and comforters with duvet covers. The property features a luxurious lobby and courtyard, a heated outdoor pool, cocktail lounge and Cafe Bienville. Visit their website at www.holidayinnneworleans.com or www. chateaulemoyneneworleans. corn Chateau LaMoyne New Orleans
Room Reservations must be made by October 4, 2004.
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TARPA
2004
New Orleans - Western Caribbean Cruise Schedule of Events OPTIONAL PRE-CRUISE ACCOMMODATIONS THURSDAY, NOVEMBER 4&/OR FRIDAY, NOVEMBER 5 Early Arrival in New Orleans Hotel Accommodations at Hotel Chateau LeMoyne 1600 1800 Early Bird Hospitality – Hotel New Orleans Evening Open for dinner and New Orleans entertainment
Date Times SATURDAY, NOVEMBER 6 1300 1700 1600 1800 1700 183o SUNDAY, NOVEMBER 7
Event Boarding on Royal Caribbean - Grandeur of the Seas Registration Convention Center Departure Port of New Orleans Group Seating for Opening Dinner
At Sea 1300 1500 Board of Directors Meeting 1500 1800 Registration & Hospitality Open – Convention Center Group Seating for Dinner 1830 MONDAY. NOVEMBER 8 700 1600 Cozumel, Mexico 1600 1800 Hospitality Suite Open — Convention Center Group Seating for Dinner 1830 TUESDAY, NOVEMBER 9 1000 1730 Georgetown, Grand Cayman 1700 1800 Hospitality Suite Open – Convention Center 183o Group Seating for Dinner WEDNESDAY, NOVEMBER 10 900 110o General Membership Meeting – Convention Center 1200 Arrive Costa Maya Mexico On own for optional tours, shopping, and relaxation THURSDAY, NOVEMBER 11 100 Depart Costa Maya – At sea 1500 1800 Hospitality Suite Open – Convention Center 183o Group Seating for Dinner FRIDAY, NOVEMBER 12 At Sea 1500 1800 Hospitality Suite Open — Convention Center 183o Group Seating for Final Dinner SATURDAY, 13 NOVEMBER 800 Arrive New Orleans
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TARPA 2004 New Orleans Annual Convention and Western Caribbean Cruise November 6 -13, 2004 Grandeur of the Seas Royal Caribbean International The 2004 TARPA Convention will be on board the Grandeur of the Seas deluxe cruise liner operated by the Royal Caribbean Cruise line. This 74 ton ship holds 2,446 passengers and had her maiden voyage in 1996. Our tour will depart New Orleans on November 6, 2004 and will sail to Cozumel, Georgetown Grand Cayman, and Costa Maya, Mexico. The ship is truly "grand " including amenities such as: Eight themed bars and lounges including nightclub with entertainment and an intimate wine bar Indoor/Outdoor pool in a Solarium with sliding roof Sports deck with jogging track, basketball, and golf simulators Fitness Center with cardiovascular treadmills, bikes, Stairmaster, group exercise classes including yoga, spinning, and pilates Ship Shape Day spa for massage, facials, wraps, the works Stunning Centrum, an open atrium featuring shopping and more Casino Royale Shore excursions will include: Botanical Gardens Ancient Mayan Temples Historic Sites Turtle Farms Coral Reefs Swim with the Dolphins Bird watching Parks, Reserves, 7 Mile Beach Shopping Snorkel in Sting Ray City We will have a welcome complimentary cocktail party provided by Royal Caribbean, complimentary champagne and fruit baskets for each stateroom and a TARPA hospitality suite most evenings. We will be seated together in the dining room for the early 6:3opm seating. Our annual general membership meeting will be held on board the ship. We hope you will join us for this fabulous trip. All prices include three meals per day, TARPA hospitality, all port charges, taxes. gratuities, and transportation from the Chateau LeMoyne to the ship on departure day and then from the ship to the Airport upon our arrival.
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TARPA 2004 New Orleans Royal Caribbean - Western Caribbean Cruise November 6 -13, 2004 Royal Caribbean International Cancellation Policy Greater than 18o days
Space may be cancelled without a charge.
18o days to 120 days prior to sail date.
$100.00 per person cancellation fee may be imposed.
120 days to 70 days prior to sail date.
$150.00 per person cancellation fee may be imposed.
TARPA will be releasing any unsold staterooms as of August 27, 2004.
70 days to 30 days prior to sail date
A cancellation fee of 50% of the ticket price will be assessed.
Less than 30 days prior to sail date
l00% of the ticket price cancellation fee.
CruiseCare We will have the option to purchase cruise insurance on an individual basis from Berkely Care Insurance. An information brochure and enrollment form will be forwarded to those that register for the TARPA 2004 Western Caribbean Cruise.
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TWA'S FLIGHT THROUGH TIME by Ona Gieschen Presented by the Airport (Municipal) Operations Department Management Members - Includes Station, Central Region and Operations Staff. Except for location it comprises part of the group that presented the April Meeting, I.E., we are all one department. Moderator:
Leo Flanagin
' Tonight. we in Operations are bringing you TWA s FLIGHT THRU TIME. It might be the history of my TWA life except for the fact that I had a longer pregnancy than most folks have, for on February 3, 1925 I started to work with Aero Corp. of California as a grease monkey. They were using scrip in those days and my first day's pay was an hour's flying lesson -11 hours later I soloed and 35 hours of flying later I was carrying passengers — a far cry from our minimum standards of today — 1,000 hours for a First Officer. Jack Frye and Paul Richter had scraped enough money together working at a soda fountain, and borrowing a little more to add to what Walt Hamilton had, started Aero Corp. of California. It wasn ' t long before we had an airline running to Phoenix and Tucson from Los Angeles. but TWA still wasn't born. Later we merged with Western Air Lines. and Western Air started up an operation LAX to MKC. Dutch Holloway, Si Morehouse. George Rice and myself flew into MKC with the wooden Fokkers. Paul Richter, Tommy Tomlinson, Jack Frye and Walt Hamilton On July 8. 1929. TWA was born (four years and 5 months after I had started accruing seniority or became pregnant). but it wasn't TWA yet. though our historians tell us that that was the date TWA ' s seniority as a Company began. Slim Lindbergh and Amelia Earhart had a lot to say about Transcontinental Air Transport or TAT. The picture of the first group of pilots shows you some mighty young and skinny lads — there was Cliff Abbott weighing all of 120 lbs., John Collings, Les Munger. Joe Bartles. Howard Hall. Pat Gallup, Bennie Howard, Harry and Bill Campbell, the late Steve Welsh and. others you can recognize in the picture.
C.M. Keys was then President and we were closely tied in with the Pennsylvania RR and Santa Fe RR The third member of the crew. which we were to lose in the depression, was known as a courier. and the late Capt. Ben Dally was one of those. Food service was out—of—this—world, strictly AMBASSADOR type with Dirigold Service. Each passenger received a fountain pen desk set commemorating his trip - his wife didn't get to go free or at half fare, but the fountain pen set was his. This passenger boarded the PRR in the PRR station LGA at 6:05 PM, then next morning he got off at CMH at 7:55 AM and 20 minutes—later was on his way west to Waynoka, OK, where with good luck he would arrive in a Ford at 6:24 PM, then have dinner and leave at moo PM on ±e Santa Fe. get in Clovis. N. M, at 7:25 AM and leave at 8:10 AM for Glendale, LAX arriving
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there at 5:52 PM. Ed Minser was a meteorologist at ABQ and you should see the map of those days - a few reports, but some darned good practical meteorology by Ed. We hadn't been running but a few weeks when we tried to duck a thunderstorm on the wrong side at Mt. Taylor -the Ford was lost and a lot of business with it. We had a big search and if I remember right, George Rice sighted the plane in a Western Air plane. The crash in the stock market came in the fall of 1929 and TAT and Maddux merged, so that Barstow, Bakersfield, Fresno and San Francisco (Oakland) were added. Maddux became president and Keys Chairman of the Board. Ernie Smith came over then along with a number of others. We didn't make much money in those days; in fact, we were pretty close to the bottom of the money barrel by the end of 1929. We are supposed to have radio communications, but Charley Cain uses a flag to wave the flights down at Wichita. It was embarrassing one day when he arrived a little late at the field and flight was already circling the field. Jumping out of the aero-car and leaving his five passengers there, he grabs a flag to wave the plane in, but unfortunately the flag is the one that tells the plane to keep on going and as Charley waves it, the plane wags his wings and heads for Kansas City, Charley has nothing to do but load the five passengers back into the aero—car and take them back to the Santa Fe depot. 1930 In 1930 we are losing money fast and February finds the employees being whittled down until October 25, 1930 when there are only 372 left. A man named Jones from the PRR was surveying the Company and firing people right and left - the big general offices in St. Louis with Tommy Tomlinson and the rest were riddled after the PRR walked through. The depression was getting a good start and we took a fifty percent cut in salaries if we stayed at all. Jones was quite interested in his work when `he passed through Waynoka and the late Capt. Hal George took him prairie dog hunting. A week or two later he came back with a blonde on his arm and few worries about the airline. But with all this, nothing much happened until the 25th of October 1930 when TWA (Transcontinental and Western Air, Inc.) became a reality. Dick Robbins from Pittsburgh Aviation Industries was named president and Jack Frye moved over from the Western Air Lines side as Vice—President. We then had a good assortment of Condors, Fords and Fokkers along with the F-32, four—engine jobs that Western Air had operated for •a short time. One of these soon became a filling station. We started TWA with two flights a day each way - the passengers remained overnight at MKC arriving at 10:12 PM and departing at 8:45 AM the next day. The mail went right on through and we were a full fledge mail line operating coast to coast. In the last three months of 1930 we flew a record breaking 864,925 revenue miles in 43 airplanes and had 372 employees. 1931 There are not too many records of 1931 — but in January, Myra Black comes to work with us — we carry 37,757 passengers and fly 16,399,000 revenue passenger miles. Northrups and Lockheed Vegas are making their appearance on the line, but times are tough and we still lose money.
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Ed Minser is in Amarillo and we haven't heard of Air Mass Analysis, but resourceful Ed gets the weather reports. With a plane needing weather reports at Pampa, Ed calls up the Santa Fe agent at Pampa and asks him what the ceiling is. There is a long silence, some knocking, and then the agent answers, "I don't know but I think its beaverboard." Jim Eischeid is flying the TUL—AMA sector and one day meets a pretty blonde on board flying from Oklahoma City to Tulsa the trip takes only 45 minutes and Jim has to do some flying * the next weekend, she's on hoard again and Jim proposes and they get married. It was fast, but it stuck and 20 happy years have passed.
Ford Air Freight Tri-Motor The lavatory "honey-pot" was serviced from the outside on the Ford, but we got into trouble at Pittsburgh one day when the new one wasn't fastened in too solidly and as the flight took off, it dropped out and ruined a clothesline full of clothes. In 1932, business falls off some more — it really is tough, and only 25,413 passengers ride with us. We do start the predecessor to the Skyliner and Harry Campbell wants to call it the TWAddle while Ronnie Duckworth suggests the TWAirer. We were running through TUL and Oklahoma City. Passenger Agent Clyde Fullerton was down there in the red clay that's Oklahoma. McCollum was in TUL along with Warren Erickson and others. Though business was light, we picked up on lowest fare paying passenger when a First Officer allows a scenic rider to get on at Pittsburgh en route to CMH. The passenger remarked half way there that you surely got a long ride for your dollar, but times were tough and the First Officer realized it for a long time. He had to pay the man's Fare back to PIT. With the depression and everything, the First Officer was combination hostess, courier, First Officer, gas monkey and everything. He would sell you a ticket if you needed it. Franklin Roosevelt was getting elected to the presidency and TWA was to take part in his election later. Though we had been talking a number of years about the fact that the airlines didn't have to fly down a track, we were still stuck with an airway and as a result we had to cancel a lot of Flights in the winter months. One night in December, Jack Frye was working late and was talking about the fact that we ought to be able to fly the mail around via Cheyenne and Salt Lake City when the
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weather was bad via AMA. He volunteered to fly that route if we same night, December 13th, the situation showed up and Frye Orion and six hundred pounds of mail around that route. It took that established the all weather routes we now fly took off on
found such a situation. Well, that took Flight 1 with the Lockheed over twelve hours, but the flight December 13, 1932.
1933 1 933
found business picking up - beer came back in and TWA carries the first beer to President Roosevelt. We also had a party at the Athenaeum that as a humdinger and Bill Maxfield and others celebrated in typical fashion. It finally made it legal to have liquor, but I could remember back in 1928 when Max Cornwell (later with TAT) was Maintenance Superintendent at SFO with Western and the teletype would find a message " SEND ME ONE CASE AXE HANDLES ON NEXT NORTHBOUND." All Max wanted was a case of beer from the next Flight: out of Tia Juana . We carried 33,913 passengers. We had Northrups. The DC1 and the DC-2 ' s came in December 1933. We established a new record KC-NY of 6:43. North American Aviation and General Motors, with Ernie Breech and John Hertz having a lot to say about the operations of the Company. We thought EAL and TWA would be one company as GM controlled both companies. TWA DC-2 1
934
In 1934 the curtain closed on many a TWAer and the skies looked black and didn't have very many airplanes flying. February 18th, Dick Robbins wrote us very simply the letter you see in this slide. We were furloughed. We wired our Congressman, we flew the DC-2 across the country in a new record with Eddie Rickenbacker as Captain, but the AIR MAIL CANCELLATIONS had occurred. We formed a new company to fly the mail and get a new contract — it was TWA, Inc. and for a long time Ronnie Duckworth, Bud Peet and others had a time unscrambling the accounts of TWA, Inc. and Transcontinental and Western Air, Inc. with Trans and Western Air, Inc, owning the airplanes. But on December 27, 1934 we got the companies united again, Jack Frye was the new president as Roosevelt wouldn't let Dick Robbins continue. We carried 36,225 passengers, lost more money, but retired the Fords in September. 1
935
In 1935, our old friend Will Rogers passed on with Wiley Post in Alaska. He had become a favorite passenger of TWA's and often in the night we talked together at the terminal. We had four transcontinental schedules each way and 18 trips per day in all. Fred Harvey is a director of the company and finally sells the rest of the directors that we should have some gals helping take care of the passengers. Fred used to come down and sit and talk by the hour around the old dispatch office late at night —he really wanted the hostesses, but never lived to see them before he and his wife cracked up in their private plane in the Alleghenies, but on December 6th we had our first class of hostesses graduate.
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Will Rodgers
We put SFO back on the map again after some tough fighting with the CAB, but unfortunately we had to originate every SFO flight ABQ east. We carried 68,000 passengers and in November we had had the pleasure of looking at Ruby McCully for four years. Air mass analysis is here and Ed Minser and Moe Bowen look like youngsters in this picture. The other one is John Buogan who used to be Supt. of Flight Control for the Atlantic Division. By October we had 1,000 employees - Howard Morgan and Jack Franklin had perfected the loop antenna. We were flying 900,000 miles per month and flew 61,567,000 revenue passenger miles in 1935. It looked like we might make money pretty soon. 1936 Business booms for us in 1936 and we make a profit for the first time, $291,974.41 and declare a 25-cent per share dividend. In February John Hertz and Ernie Breech get together the five year employees for a five year dinner at the Continental Hotel called the KCAC then. On March 18th, we take most of our fleet and press them into service to help PIT in their big flood. Fourteen planes start hauling in Red Cross supplies and tons and tons of rubber boots. In April, Otto Ferguson has an accident in Pennsylvania and Nellie Granger becomes a heroine, saving the life of Mayor Ellenstein. In May the mechanics start what now is the IAM. On June 1, we move from Glendale to Burbank. Captain Milo Campbell and First Officer Frank Busch make the first landing at BUR on June 1st. We carry 88,851 passengers — less than one—half month ' s Domestic business today. 1 937 Dayton is added as a stop early in 1937. Jack Frye is still President — we buy 5 Boeing Stratoliners at $4,300,000 not knowing that after the War we would be paying more than that to modify them. They were the first with pressurized cabins. The DC-3 ' s came in June and we started our first sky—sleeper service on June 18th on Flights 9, 10, 11 and 20 making three stops coast-to-coast. Boeing 307 Stratoliner 1938 1938 brought tragedy and a setback - Harlan Hull, beloved Chief Pilot was killed in the first of the Boeing Stratoliners, but it helped build a great airplane. Bud Gorman had everybody on the Winslow—San Francisco sector crazy with his bird warbling over the radio. There were more furloughs in 1938. In fact almost every winter since we'd started, half the pilot
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force took the winter months off — we simply didn't schedule very many flights in the winter and a lot of those didn ' t fly because of the weather. We even tried running KC-DAL-ELP-LAX to get around the weather but, it didn't work too well. 1
939
In 1939 Sid Maestre came on the Board. We flew 100,194,000 revenue passenger miles, but there was little new. Let's skip to 1940. 194o Business was picking up in 1940. On July 8th, the Stratoliners were placed in service. Capt. Sid starts shining shoes in LGA. Maintenance Dispatch becomes another TWA first. And on March 19th, Chuck Schwanake, Don Eldridge, Mrs. John Cunningham, the late Capt. Alton Parker, Andy Beaton, Ronald Duckworth, Jim Yoder, Marion Couch and Parky scrape the bottom of the barrel - pitch in five bucks apiece to form the TWA Credit Union. It's different now with the dollars invested approaching the $2,000,000 mark. 1941 Business was picking up in 1941, Jack Frye was still president, but all TWA events were overshadowed by the events of December 7, 1941 when Pearl Harbor was bombed. The day was quiet "then in the afternoon the FBI started taking over the lines and we flew a number of charters to the west coast so the FBI could round up the "Japs." 1942 In 1942, the US and TWA were at WAR. Downwind Jaxon, Smiling Jack ' s cartoon character was a reality in TWA and he was flying out of LGA. Shortly after, he was to go on active duty and be killed. T. B. Wilson, Larry Fritz, John Clemson, Paul Richter, Fred Betts, D. W. Tomlinson and a host of others such as the Burkes, Meskers, etc. went on active duty. Mr. Collings was appointed Operations Manager, then moved up to General Operations Manager, then Vice-President. In March, the Boeings went to War. Bill Maxfield was Superintendent of Maintenance. In May all of the sleepers and DC-2's were called to service and we were left with 25 DC-3's and 4 C-47's operating 24 daily flights. In July we had a War Projects conference -in MKC. ICD is formed and rapidly expanding. Jack Franklin, Ralph Ellinger and Johnnie Guy were still working on getting the first Connie out. Harry West and Hostess Janet Ney get married. We added to our hangar at MKC. In October we have another Operations-Traffic Conference, start up a modification center for B-25's. Jack Zimmerman is killed on active duty. Frank Busch runs the Flight Training Center.
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1943 On January 9th, the Connie flies for the first time. We have the WAMS, Women Apprentice Mechanics. Otis Bryan flies President Roosevelt to Casablanca. Elden Frye draws the TWA Gremlins. Short snorters are the vogue, Cliff Mutchler becomes manger of ICD, Jack Nichols, Oklahoma Congressman becomes a Vice President and we don't call Fred Betts' department Purchasing anymore - it has become PROCUREMENT. Eddie Schuett and Pete Redpath collaborate to publish AIR TRANSPORT NAVIGATION. In September, expansionists sets in and we apply for 98 new cities, which include even Moberly, Missouri. In October we file for US—Cairo, but Johnny Hass, Jimmie Philpott and others are over flying the hump in India. George Rice reaches 15 years, Clyde Fullerton becomes Sales Manager, and we start DCA service in July and PHX transcontinental service in October. Also in October we bought controlling interest in TACA. In spite of this we made TWO MILLION BUCKS and we are all trying to spend them faster than that. 1944 1 00 revenue passenger miles accrue in 1944 and we sell enough War Bonds to TWA 347,84 ,0 employees to buy two Mustangs. On April 16th Howard Hughes and Jack Frye fly the Connie BUR — DCA in 6.58 for a new record. R. L Proctor was the Flight Engineer.
Capt. Jack Walsh has a granddaughter and we know we are getting older. John Bailey is a traffic instructor. We buy a 20% interest in Hawaiian Airlines. Larry Fritz becomes a General and TWA is spending money like water. A motion picture division for producing training films springs up. The Boeings come back and we spend more money modifying them than the original cost.
Gene Huff is president-of the Employees Club. We have a big Transportation Conference, and Blackburn becomes ICD head. Bill Maxfield leaves, Oberdahn Director of Industrial Relations for a short while. The Chinese come to TWA to learn how we operate an airline and Lou Clemons' wife teaches Charlie what File 13 is, so the Chinese boys get an all around education, but the girl in Meteorology causes the stares and everyone agrees that the Chinese can add glamour through a long slit up the side of their dresses. They may be long dresses, but they can show a shapely calf. We have a big organization, Joe Bartles is General Manager in LAX and Lockhart goes to TACA. 1945 Howard " Sonny Boy" Hall revolutionizes long distance flying techniques and he and Ed Minser ' are busy flying the Atlantic. Oz Cocke is made VP. BOS and ALB are added May 1. The hostess s uniforms are short and the knees are showing.
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In July we get our International Routes to Cairo and Ceylon. We start building in DCA. Flight Planning starts. Industrial Engineering has- a short life. In September we buy 36 Connies, the Frantic Follies take place for the first time and it somehow described operations, but believe it or not we hire our 1,000th pilot - First Officer Buehl.
Army Air Corps C-69 Constellation Milo Campbell and VP Nichols are killed in Africa. We buy 8 DC-4's for International and November 15th get the first Connie. On December 3rd it goes on a preview trip to Europe. 1946 On April 15, 1946 the second Connie flight is added transcontinentally. We were building a $500,000 nose hangar in LAX getting ready to move, but costs were going up and it cost us almost a million before we ran out of money and left a few of the last details unfinished. We were expanding rapidly, but made almost 2 million bucks. Paul Frederickson and Dean Officer flew Connie Flight 8 for a new schedule flight coast-to—coast record, 7:33, landing MKC for fuel on April 1. April 25th we s-tart the Bombay survey flight and Russ Pettite goes to EINN. February 3rd, Frye and I had set a Nonstop record of 7:27:48 in Connie P503. We expand some more and buy a 28% interest in Philippines Airlines. The Overhaul Base at KCK opens up and one of the original three TWAers, Walt Hamilton, passes away. Jack Frye is elected prexy for the 13th year. The Army generals come in to run TWA for a short while. Arthur Wilson, T.B. Wilson and Giles, but they don't last long, we don't have the money. Capt. C.O. Miller and crew make the last and 9,500th trip across the Atlantic with ICD. The African survey starts in July and on July 9th we start service to Saudi Arabia. International Overhauling EWR moves to ILG on July 7th. We have 30 Connies, 8 DC-4 ' s and 5 Boeings added to our DC-3 fleet for a pretty big airline. The PLF starts on October 15th. Art Eggiman becomes Supt. of Flight Engineers for the Midwest Region. But 1946 was an eventful year. In June we made a million bucks, but on July 12th the Connies were grounded. Admiral Min Miller makes a short stay as VP-INDR. With hard work, we get the Connies back in service Domestically in September and Internationally on October 2nd, but about
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October 25th the pilots went out on strike for 21 days. Paul Frederickson became Chief Pilot, ZZ was taking shape. 1946 continued - but we lost 14 million bucks and our working capital was getting thin. 1
947
1947 opened with a bang and Jack Frye spiking resignation rumors, but he and T. B. Wilson were soon gone. Jan. 5th we started to run to VTBB. Natt Gouger continued the parade of INDR VP ' s or Directors. The elaborate New England building, College of Aeronautical Knowledge went down the drain. Paul Richter left. April 24th LaMotte Cohu became prexy. ZZ started in March 1 947 and what a nightmare the first few days were. Dan Phillips and anyone that could walk was pressed into service. We had a pickup in business and operated 1,043,761, 000 revenue passenger miles. The Hughes Radar setup comes out. Jacques and Helen Gunn get married on Dec. 4th. There is the usual talk about a retirement plan. The Management Club gets started on July 17th. Bob Biron is the second INDR-VP this year. CLE gets started on October 1. Dr. Dye opens up his medical unit. We lost $8,079,761, but also manage to buy 12 L-749 's at 12 million bucks a dozen. 1
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In 1948 we start swapping planes with Delta and the first of the interchanges starts, but LGA also has something of a season with 25.8 inches of snow and everyone shovels snow for a week. We launch the QV program and-take the sun away from American in PHX. We start using ILS on February 15th. On April 25th LaMotte Cohu resigns as prexy and John Collings, Vic Leslie, Noah Dietrich and Pierson run the company for a year. They do a good job of it too as they pick up about 3,500,000 bucks back mail pay. Domestic airmail is 30 years old in 1948 and air parcel post starts. George Hanson becomes president of the Credit Union. On August 15th Ray Dunn replaces Bob Loomis. The Connie service charge ends on Nov. 1. We start the first of our- many trials of FIDO in LAX, but it still doesn't work. We haul the first elephant to PHL for the Republican convention and think Dewey will be elected, but he isn't and the year ends with a big headline couched in the most positive words I've seen for a long time. TWA SLASHES LOSS TO $479,000 in 1948. And we are approaching the place where we think we'll make money. 1
949
Feb. 6th 1949 we start the DC-3 sky coaches MKC-LAX and during revenue passenger miles.
1949
operate 1,226,861,000
Jan. 25th we steal Ralph Damon from American. Traffic moves to New York and ILG Overhaul moves to KCK and we come closer to being one company. And we start making dough again. We put in a teletype circuit across the Atlantic. On July 8th we celebrate our 20th anniversary as a company, but I have already been around since 1925. The first six months profits total $361,907
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and the 3rd quarter we are showing 3 million bucks profit to wind up the year with 3 1/2 million dollars profit in the till. Dec 27th the coast-to-coast sky coach starts AND orange peels and babies fill the planes. Once again we win traffic and safety records — and the industry as a whole sets a new safety record. 1950 April 27th the stockholders approve the Retirement Plan to start on June 1st and finally it is no longer talk - we have a Retirement Plan. We revamp the Connies and increase the seating capacity to 57, but what happened to the lavatories shouldn't happen to a fat man and Cliff Abbot and Parky had a tough time crowding in. ZZ moved to the airport from the New England building. Milt Schneider gets his 15 year pin. In March we buy 30 Martin 404 ' s and lease the Martin 202a ' s. In March we decide to microfilm our records, 90,000,000 or 18,000 file drawers full of them. KC celebrates its Centennial and Fred Betts hauls the beautiful queens and candidates around in his Cadillac. Holy Year is in full swing and the overseas flights are packed. May 26th the first Connie skycoach starts. Martin 404 We win another safety —award, start into Frankfurt and London on Sept. 30th and start rolling in the dough. In fact, we made 61/2 million bucks. Earl Constable became treasurer. We buy 10 1049's and LGA gets flooded. But the Korean WAR had started and folks began taking military leaves again and GI's started flying the line for furloughs. 1951 We have a radio show starring Cary Grant and his wife - but we still make 8 1/2 million bucks. On February 3rd I reach my 25th year and they give me a fancy diamond pin. April 6th we get the Connies modified back to sleepers and start sleeper service overseas. April 19th Steve Welsh passes on in Paris, almost to the day of spending 22 years with TWA. We finally learn how to make money in the first quarter and make $150,000. On June 3 we break all existing records and operate 6,475,425 revenue passenger miles, but BLACK FRIDAY, JULY 13th was to come and the FLOOD made an oily mess out of the Overhaul Base, but everyone pitched in and soon we were back operating. Mr. Collings was made Exec. V.P. Sept. 27th and Gordon Gilmore and Dave Harris went up to VP on the same date.
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The first 404 was delivered in November and Damon predicts a record year for 1952. 1952 Damon predicts the biggest year - but our expenses are heavy from the Flood - Forbes magazine is rather critical of the way we spend money — but we don't know where Forbes gets his ideas for the budget is cut a million bucks and we don't see how we can do it, but April finds us still going and business booming. January 15th the Martin 404's go on the line and in February Damon finishes his 3rd year. While 1952 promises to be our biggest year, we wonder why it also has to include high water on the Missouri to make it a big moving year; and an oil strike to make getting gasoline our biggest job of the year - yes even the 1049 is coming and is our biggest airplane. Well, that's the way the last twenty-three years have gone in TWA's flight through time - from 4 flights a day to 135 flights a day (includes International,) from 3000 miles a day to 190,000 miles per day, from 25 passengers a day to 6000 a day. It's been a great show of progress made possible thru the efforts of everyone in TWA.
Editor: Apropos to the Ona Gieschen submission, Jeff Hill sent along this image of the cover of the winter edition of Classic Trains. He advises us that it contains a wonderful 14 page spread on the first transcon air/rail venture. He also states that there are many photos he had never seen before plus a balanced report that gives a different perspective from what he had seen in the TWA archives. It also elaborates on the role of the railroads and other airlines that soon imitated it. This issue will in all likelyhood be off the shelves at your local hobby shop by the time that you receive this Topics. If you are interested you should be able to obtain it by contacting Kalmbach . Publishing Co., PO Box 1612, Waukesha, WI 53 017-985
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CROWS: SMART, RAUCOUS AND AGGRESSIVE by Bill Dixon The domain of the American Crow covers the United States except for southern parts of the southwestern states and the mountains of California. They are noisy, intelligent and sometimes congregate in huge flocks, to as many as 200,000 in winter, to roost, travel and feed together, according to the "Birds of North America" reference manual, but normally group in a few hundreds down to a dozen or less. In appearance, they are solid black, including bills, legs, and feet, with an iridescent blue-violet gloss on their wings, and are not strangers to the Villages, where their loud caw-caw is frequently heard. Other crows not usually seen in this area are the Northwestern, Fish and Tamaulipas. This latter bird is the smallest crow to nest in the U.S. The Fish Crow is congregated in the southeastern and eastern states Terrain in The Villages, where I live, seems to be popular, and unless it is a rainy day, crows usually can be seen in small flocks scouring the turf for about anything remotely edible. They eat insects, other small invertebrates from millipedes to snails, small amphibians, reptiles, and mammals, eggs and young of other birds, grains and about anything else they can get in their mouths. They are not very particular. They search for duck eggs, so they can crack and eat them. Studies of these intelligent birds have demonstrated that they can count, solve puzzles, learn symbols and retain information. They often are seen chasing and mobbing owls and hawks. Often persecuted, shot, poisoned and even bombed on its roost in the past, the American crow still lives among us through its intelligence and adaptability. It breaks mollusk shells by dropping them on rocks from above.
NOSTALGIA "Hey, Dad " one of my kids asked the other day, "What was your favorite fast food when you were growing up? " "We didn't have fast food when I was growing up," I informed him. "All the food was slow." "C'mon, seriously. Where did you eat?" "It was a place called `at home," I explained. "Grandma cooked every day and when Grandpa got home from work, we sat down together at the dining room table, and if I didn't like what she put on my plate I was allowed to sit there until I did like it." By this time, the kid was laughing so hard I was afraid he was going to suffer serious internal damage, so I didn't tell him the part about how I had to have permission to leave the table.
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But here are some other things I would have told him about my childhood if I figured his system could have handled it: Some parents NEVER owned their own house, wore Levis, set foot on a golf course, traveled out of the country or had a credit card. In their later years they had something called a revolving charge card. The card was good only at Sears Roebuck. Or maybe it was Sears AND Roebuck. Either way, there is no Roebuck anymore. Maybe he died. My parents never drove me to soccer practice. This was mostly because we never had heard of soccer. I had a bicycle that weighed probably 50 pounds, and only had one speed, (slow). We didn't have a television in our house until I was but my grandparents had one before that. It was, of course, black and white, but they bought a piece of colored plastic to cover the screen. The top third was blue, like the sky, and the bottom third was green, like grass. The middle third was red. It was perfect for programs that had scenes of fire trucks riding across someone's lawn on a sunny day. Some people had a lens taped to the front of the TV to make the picture look larger. I was 13 before I tasted my first pizza, it was called "pizza pie." 'When I bit into it, I burned the roof of my mouth and the cheese slid off, swung down, plastered itself against my chin and burned that, too. It's still the best pizza I ever had. We didn't have a car until I was 15. Before that, the only car in our family was my grandfather's Ford. He called it a "machine." I never had a telephone in my room. The only phone in the house was in the living room and it was on a party line. Before you could dial, you had to listen and make sure some people you didn't know weren't already using the line. Pizzas were not delivered to our home. But milk was. All newspapers were delivered by boys and all boys delivered newspapers. I delivered a newspaper, six days a week. It cost 7 cents a paper, of which I got to keep 2 cents. I had to get up at 4 AM every morning. On Saturday, I had to collect the 42 cents from my customers. My favorite customers were the ones who gave me 50 cents and told me to keep the change. My least favorite customers were the ones who seemed to never be home on collection day. Movie stars kissed with their mouths shut. At least, they did in the movies. Touching someone else's tongue with yours was called French kissing and they didn't do that in movies. I don't know what they did in French movies. French movies were dirty and we weren't allowed to see them. If you grew up in a generation before there was fast food, you may want to share some of these memories with your children or grandchildren. Just don't blame me if they bust a gut laughing. Growing up isn't what it used to be, is it? MEMORIES from a friend: My Dad is cleaning out my grandmother's house (she died in December) and he brought me an old Royal Crown Cola bottle. In the bottle top was a stopper with a bunch of holes in it. I knew immediately what it was, but Kati had no idea. She thought they had tried to make it a salt shaker
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or something. I knew it as the bottle that sat on the end of the ironing board to "sprinkle" clothes with because we didn't have steam irons. Man, I am old. How many do you remember? Head lights dimmer switches on the floor. Ignition switches on the dashboard. Heaters mounted on the inside of the firewall. Real ice boxes. Pant leg clips for bicycles without chain guards. Soldering irons you heat on a gas burner. Using hand signals for cars without turn signals. Older Than Dirt Quiz: Count all the ones that you remember, not the ones you were told about! Ratings at the bottom. 1.Blackjack chewing gum 2.Wax Coke-shaped bottles with colored sugar water 3.Candy cigarettes 4.Soda pop machines that dispensed bottles 5.Coffee shops with tableside jukeboxes 6.Home milk delivery in glass bottles with cardboard stoppers 7.Party lines 8.Newsreels before the movie 9.P.F. Flyers 10.Butch wax 11.Telephone numbers with a word prefix (Olive-6933) 12.Peashooters 13.Howdy Doody 14.45 RPM records 15.S&H Green Stamps 16.Hi-fi ' s 17.Metal ice trays with lever 18.Mimeograph paper 19.Blue flashbulb 20.Packards 21.Roller skate keys 22.Cork popguns 23.Drive-ins 24.Studebakers 25.Wash tub wringers If If If If
you remembered 0-5 = You 're still young you remembered 6-10 = You are getting older you remembered 11-15 = Don't tell your age, you remembered 16-25 = You're older than dirt!
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Please Help Write Our Own History! by Felix Usis III It is said, "History is written by victor". While this is probably the truth, it is not necessarily always the whole truth. As a gregarious animal, man talks to each other and recalls stories. For generations, history has been passed down from generation to generation by these stories. And, it is the telling of those stories that is important, the stories that become history. We all tell our own history. We join others in reunions to tell our stories to our friends. We read the stories in various magazines, like TARPA TOPICS. Each individual story becomes just one more piece of the big story that is our history. Living our lives creates each individual story and each individual story becomes a small part of the overall history. Allow me to relay a short story. I was studying for a test in high school as my Grandmother passed by my room. She inquired as to what I was doing. I replied that I was studying for an American history exam. She then asked "Which part of American history?" I answered that I was studying about the `Great Depression'. Her response was "That is not history, I lived through that!" This was an answer, I have never forgotten. She was correct; she did live through that period of American history. She lived through it and made her own history in the process. Each one of us has lived through history and in the process has made history. For most of us, it became the history of TWA, an airline that made the airline industry what it is today. Without the pioneering ways of two, now out of business, airlines - Trans World Airlines and Pan American World Airways, the industry would have a much different presence. And you, the reader, made part of that history - the history of TWA, day by day, just by coming to work. And what a history you made too. And what stories you have to tell about it! We, as pilots (and I apologize - most of the readership are pilots), have told and listened to each other's stories for years. We read about other fellow pilots stories in this and other magazines. Sometimes we go through our files, pictures, and momentous, we wonder why we have saved all the little things we did. As the smile crosses our face as we remember the story behind each and every item. When we try to tell that special story to our families, to instill our passion of aviation and its rewards, but it sometimes falls on deaf ears. Now that the children have grown, sometimes we no longer need the same size home, and feel that it would be wise for us to move, then we find that all `those things' we have been saving for so many years will not fit into our new home. We ask the children and their spouses if they are interested in some of our heirlooms and discover that they are as not interested as we had hoped. Our dilemma is how to part with our memories of a lifetime.
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I have a solution for you. At least a solution for those memories in the aviation area and TWA memories specifically. The memorabilia collected over an entire career cannot be duplicated in any way by anyone else and have great historical significance. This historical significance can often not be seen by children or their spouses because they do not full understand the importance of much of the paper and photographs you have accumulated. And this is where we can offer some help. As you begin to clean your closet, attic, garage, or wherever out and find these priceless gems of time past, think of us - TARPA, the TARPA historian, or the University of Missouri, St. Louis campus. By contacting the TARPA historian, he can review with you or one of your relatives, what might be of historical importance. Importance to be saved either by yourself or in someplace where it can be of usefulness to others interested in the history of Transcontinental & Western Air, Trans World Airlines, TWA, Ozark, or TWA Airlines LLC and all the intervening airlines along the way. Of special interest are always pictures, places, and histories of the people who made the airline what it was through time. This is the very thing we need to remember and save. To help future historians study this airline, the memorabilia need to be preserved in a central location. One central location has already been established. In a branch of the Mercantile Library of the University of Missouri on the St. Louis campus, the history of TWA and its associated airlines (Ozark, etc.) is being collected for future historians to study. The head of this branch is a Mr. Charles Brown. He can be reached by calling the Mercantile Library of the University of Missouri at 314-516-7240. If he is not available then call the TARPA historian, currently Felix Usis, at 757-420-5445 or email him (fusis1@cox.net ). He, that is, I will be more than glad to discuss what can be done with the mountain of exciting things you have saved over the decades with TWA. I was contacted a couple of years ago by a widow, who had just lost her husband. He had been hired by Transcontinental & Western airlines back in 1940. He had saved a lifetime of memories and mementos but the rest of his family had shown little interest in his passion for aviation. In his will, he had requested that his mementos would not be just thrown away. So she contacted me as TARPA historian. I was delighted to hear from her and made special arrangements to collect his mementos, all 35 boxes of them. They were then sorted and forwarded to Mr. Brown of the Mercantile Library. They were then sorted again and placed in the archives for future historians to study. This is exactly what we need. So when it comes time to clean out your closets, attics, and garages, please do not forget us. The poor historian who is always on the look out of that old photograph or interesting story about this or that. Call me, email me or mail me your stories. I need them, we need them, your past for our future. Let us not have OUR history written by the other victors.
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Nov. 13, 2003 Greetings, I returned a couple weeks ago from a tour Jean Thompson had arranged for TARPA, a Vantage Riverboat Cruise - from Pasau, Germany to Bucharest, Romania via the Danube River to the Black Sea. There were three TARPA members on board: Jean Thompson, Colleen Richards and myself. You ALL missed a most wonderful cruise. Sixteen days of EATING, touring, EATING and relaxing. I can 't say enough about The Riverboat Explorer. The crew couldn't have been nicer. Our rooms were made up promptly with candies on our pillow each night. I lost my credit card (I thought)!!! I THOUGHT I had looked everywhere. The Tour Director very willingly helped me and in no time I made contact with the USA and cancelled my card. (Of course, I found my card! WHEN DID I PUT IT THERE?) We arrived in Munich, Germany, boarded a bus that took us to Pasau (with lunch on the way) and we got on board the Explorer. In the next sixteen days we visited Durnstein (capital of Austria); Vienna, Austria; Budapest (capital of Hungary); Kalocsa, Hungary; Belgrade, Republic of Yugoslavia; Sviston, Bulgaria and Constanta, Romania. There we left our "dreamboat " . We were bussed to Bucharest, Romania, where we stayed for three days. We drove back into the mountains and had lunch at a beautiful village, Sinaia, then on to Dracula's Bran Castle. On the drive we passed through a valley that was just gorgeous - all yellows, golds and reds. From the time we arrived in Munich until we left Bucharest, everything was taken care of by Vantage except one evening in Bucharest we were on our own. We flew United and Lufthansa over and back. We were pleased with the service. I have NEVER been on a trip when I didn't want it to end. I was always anxious to get home. But not this time! I said - SAIL ON!! But they made us get off! Jean did a good job picking this cruise. So sorry you weren't along with us. Betty Rager
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Tarpa Tours - The Danube Those of you who missed the TARPA Tour on the Danube from Passau in Germany to the Black Sea missed a great trip. Vantage planned many interesting activities, the cabins on the ship were comfortable, the food was excellent and the scenery was beyond belief. We went from the picturesque tidiness of Bavaria and Austria to the Balkan countries struggling to rejoin the free enterprise system after years of dictatorship and/or communist domination. We visited artists' studios, orthodox churches, Catholic cathedrals, heard from icon painters, spent a morning on a puzsta (horse farm) in Hungary and climbed all over Dracula's castle in Romania. We were entertained by folk dancers in several countries and went to a concert in a palace in Vienna. We saw Budapest magnificently illuminated under a full moon. All of this was included in the price of the tour, as was the airfare from the eastern US to Munich and the return from Bucharest. For more details read Betty Rager's communique or call me or come see my pictures. There are no TARPA Tour trips planned for 2004 because of the late date of the convention. A trip following the convention would put it too close to Thanksgiving. I have a few possibilities in mind for 2005 and I would appreciate an expression of opinion before proceeding with the plans. I like to work with Vantage because I think you get good value for your travel dollar. In the brochures for this year Vantage has a trip called "Croatia and Other Hidden Treasures of the Adriatic" 15 days from $1899. This is a land tour and it includes stays in Croatia, Slovenia, the Republic of Montenegro and Venice. It features visits to the Dalmatian oast and the Plitvice Lakes. Another trip that might be a possibility is "Imperial Russian Waterways" which is a 14-day trip from $2599. We would stay aboard the ship spend a couple of days in St. Petersburg and cruise to Moscow via the Neva River, Lake Ladoga, Lake Onega, White Lake and the Volga-Baltic Canal. Vantage also arranges for cruises around South America on Norwegian Cruise Lines and some highlights of Australia and New Zealand using Princess Lines. I liked the Danube cruise so much that I would like to do it in reverse. My sisters and brother-inlaw took a riverboat cruise on the Seine from Paris to Normandy and spent a couple of days touring the WW II sites and raved about it. Let me know if any of these choices interest you. Remember that the prices I mentioned are for 2004 and may be quite different for 2005 (particularly if the dollar continues to decline in comparison to the euro). Either drop me a line at 63 Birdsong Way, Apt B115 or call 843-6816451 or you can email me at jetslandin@adelphia.net. If there is some other destination you'd like to suggest let me know about that too. Happy Landings, Jean Thompson
Colleen Richards, Tour Guide, Monika and Betty Rager PAGE 36 ... TARPA TOPICS
IN
MEMEORY
CAPTAIN
GENE
OF EXUM
SEPTEMBER 14, 1917 - JUNE 17, 2003 Gene Exum was born in Laws. Tennessee on Sept. 14, 1917. His early life was not an easy one in rural Tennessee, especially after the death of his father when he was only 9 years old. He married Angie Caldwell in 1939 and they lived with her parents so he could save money for flying lessons. After several years of lessons before and after work, he graduated to ferrying airplanes and eventually flight instruction. In 1942, he became an instructor for the Army Air Corps at Mckellar Field in Jackson, Tennessee. In 1944 he hired on with TWA and became a Captain after only 11 months. He was based in Kansas City and Newark at the beginning of his career. In 1965 he went to Saudia Arabia, working as GM with the Saudia Airline. He then came back to Kansas City, where he returned to the Training Center as head of the Convair 88o Program. He later became the 6th pilot to be checked out on the 747 and became an instructor on that aircraft In 1971 he and his second wife, Sue, moved to Almansil, Portugal in the Algarve From there, he commuted to New York and flew the 747 until his retirement in 1977. He and Sue then moved to Litchfield Park, a suburb of Phoenix, Arizona until their deaths on June 17, 2003 and January 12, 2001, respectively. Gene is survived by his son. Jack Exum, a retired TWA pilot, his daughter Alice Ellison, a retired TWA flight attendant, his daughter Gena Hornung, an AA flight attendant, his seven grandchildren and one great-grandchild. by Alice Exum Ellison
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IN CAPTAIN
MEMORY
JAMES
W.
OF HAMMONDS
APRIL 13, 1916 — NOVEMBER 19, 2003 Jim Hammonds was born on a farm in Floydada, Texas, about 20 miles northeast of Lubbock. His father farmed and owned a business that sold and repaired International Harvester farm equipment. Jim got his start in aviation by trading a tractor over-haul for flying lessons. He then started barnstorming with James Miller, of Plainview, Texas, in a Stinson Detroiter and a J-2 cub. With the outbreak of World War II, Jim was drafted in the army, but was released when the Army discovered that he had flying experience and a pilot's license. He became a Civilian Pilot Training instructor and taught primary and liaison training in PT-19's, Stearmans, Wacos, and J-3 Cubs at Leveland, Randolph Field in San Antonio, and Victory Field in Vernon, Texas. Jim joined TWA in July of 1944 and after training in Kansas City was initially based in Burbank, California, where he checked out as Captain on the DC-3. In 1947 he transferred to Kansas City and the following year moved again to open the new base in Detroit (Ypsilanti), Michigan. While in Detroit, he flew and instructed on the Martin 202 and Martin 404. In July of 1955 he transferred to San Francisco to fly and instruct on the Lockeed Constellations (049, 749, 749 A, 1049, 1049G, & 1649A). In the mid 1960's he checked out on the 707 which he flew until he retired in April of 1976. Jim enjoyed some of the golden years of TWA. He flew all but six months of his 32-year career as Captain on a variety of aircraft. He flew many of the initial ILS certification flights on the DC-3, when it was first being introduced as a replacement for the "Range approaches". He flew "The Pacific" on both the round-the-world service and the Military Airlift Command charter flights (MAC-PAC). He was a line instructor and check pilot for much of his career. Jim is survived by his wife Madelene (his first wife Lelia died in 1974), son Jim, Jr. (a TWA pilot for 35 years), daughter Janet Collinson, four grandchildren, and two great grandchildren. IN MEMORY OF ROBERT M. REITHNER JULY 31, 1920 NOVEMBER 25, 2003
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IN MEMORY CAPTAIN GORDON
OF W.
HARGIS
DECEMBER 25, 1921 - DECEMBER 17, 2003 Captain Gordon W. Hargis was born December 25,1921 in Steep Creek Texas and died at home in Fort Worth Texas of an apparent heart attack on December 17, 2003. Gordon graduated from Louisiana State University on June 2 9, 1 943 with a degree in Mechanical Engineering. Gordon served during WW II flying for the Army Air Corps and retired a Colonel from the U.S. Air Force Reserve on December 25, 1981. Captain Hargis began his career with Trans World Airlines in 1947 working his way up through the ranks with TWA where he finished as an International Boeing 747 Captain and Lockheed L-Io11 Captain. Gordon also spent several years as supervisor of flight training with TWA and spent three years on assignment in Saudi Arabia teaching the King's pilots to fly the L-Io11. He retired from TWA after 38 years of service on December 1, 1985. This group consists of men and women many who are retired TWA pilots, mechanics, hostesses and engineers dedicated to restoring piston driven commercial aircraft. The flying part of the museum travels to air shows all over the country preserving a piece of our aviation history. After retirement Gordon continue his love of flying by purchasing a partial interest in a P-51 Mustang with the California War Birds and joining Save-A-Connie Inc. of Kansas City, Missouri, flying their restored L-Io49 Lockheed Constellation to air shows around the country. Gordon was an active pilot flying private aircraft to reunions, etc. until 2001, just two years before his passing. His total logbook flight time will be 2 4,735 . 36 hours in approximately 120 aircraft. He even held a hot air balloon license. It is only fitting that Gordon Hargis died on the 100th anniversary of flight (to the day). Like Orville and Wilbur, all he ever wanted to do was fly. He often mentioned he never worked a day in his life. He will be missed by many. His wife, Marie Hargis of Seward, Nebraska and Sons, Phillip Hargis of Seward, NE and Michael Hargis of Mission, Kansas, survives Gordon. A memorial has been set up for Gordon Hargis and the family requests contributions be sent to the Save-A-Connie Airline History Museum at 201 Lou Holland Dr., Kansas City, MO 64116. Submitted by Phil and Mike Hargis, proud sons of a dedicated father and pilot.
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IN MEMORY OF CAPTAIN WILLIAM L. DAWKINS SEPTEMBER 15, 1939 — NOVEMBER 3, 2003 William Lester Dawkins, Jr. was born Sep. 15, 1 939 in High Point, North Carolina. He lived there all his life. He was flying for Piedmont Aviation in the Greensboro-High Point-Winston Salem area when TWA offered him a job in 1964. Reporting for training in Kansas City on August 10, 1964, he was surprised and pleased to learn that he would be a First Officer on the Lockheed Constellation. New York JFK was his first domicile, and he remained there for most of his thirtyfive year career. After only 6 months on the "Connie" he was again in training on the Boeing 707 and assigned to International flights. Then, in 1968 he found himself upgrading to Captain on the B-727, which he flew for the next several years. Bumped back to F/O during one of the periodic cutbacks, he checked out on the brand new B-747 jumbo. Eventually returning to the left seat, he re-qualified on the 727, then over the years moved up to the 767/757, the L-1011, and the He retired on 747. th 1 . his 60 birthday in September 999 Bill loved fishing, boating, traveling in his RV, as well as his Bonanza and later his Baron. He flew the Baron from NC to Seattle for the TARPA Convention there. Bill passed away November 3, 2003, in High Point. Bill is survived by his wife, Barbara, two sons, Bill III and Kris and three grandsons, Mitchell, Nathan and Justin. They as well as his many friends, both at TWA and elsewhere, will miss him. by Rufus Mosely IN
MEMORY
ROBERT
J.
OF
WENDEL
AUGUST 20, 1923 — OCTOBER 21, 2003
IN
MEMORY
OF
CAPTAIN ROBERT W. LACHANMAIER AUGUST 3, 1921 — OCTOBER 22, 2003
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IN
MEMORY
OF
CAPTAIN ROBERT C. KANE JULY 10, 1924 AUGUST 18, 2003 These few words for your publication are written at the request of my sister Dottie, Mrs. Bob Kane. Captain Robert Kane, Bob Kane or Bobby Kane or whatever name one chose to use, I knew him as a man of true character, honesty and a decent human being. What I admired most was his ability to realize his life long ambition to become a pilot. Bob was a high school standout who realized his childhood dream when he was selected out of two hundred applicants to enter the Naval Academy during a critical time of the Second World War. He flew with Naval Air in two conflicts, World War II and the Korean War, flying off the famous carrier Bon Homme Richard. Bob had thirty-one years as a TWA pilot flying Domestic and International. In his last years, he was number one on the L-1011 . We all enjoyed his many stories and flying experiences, some of which we heard many times, but they never got old. During these stories, he introduced me to Martinis called in his words, "Martini Soup." I think of him whenever I have a glass of Martini Soup. Bob was a man of many interests and hobbies. He played senior league softball, created a fabulous collection of woodcarvings based on old timers. and the walls of his home was are decorated with many of his paintings. He even fished commercially for many seasons on Grand Banks off the California and Mexican coasts and was a certified Aqua Lung Diver in the same waters. His talents were endless. If I were to name all, I could go on forever. Not everything he tried came out perfectly, but he persisted. I will remember Bobby Kane not for his great accomplishments, but for the many small things like his woodcarvings reflecting his gentle nature and his comical attempts at swing dancing. Of his many accomplishments, perhaps his greatest was being a truly kind, loving and devoted by Dorothy Kane's sister husband. He was my sister's champion and he will be greatly missed. IN MEMORY OF CAPTAIN MERIDITH HAM JR. JUNE 24, 1923 OCTOBER 29, 2003
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IN MEMORY CAPTAIN
HARRY
OF G.
HOYT
FEBRUARY 11, 1913 — OCTOBER 3, 2003 Harry was a success in all his endeavors during his lifetime. Harry was born in Davenport, Iowa where he formed Hoyt's Jubilee and Hollywood Revels, which toured the Eastern and Southern cities and was rated Number One as the best of Vaudeville. His second career began when he became one of a trio of America's most sensational adagio and ballroom dancers. In 1945 he joined the, " Up, Up and Away " team of pilots of TWA, where he served as a Captain flying International flights. One of his first assignments was to fly the wounded home from World " War II. He was a pioneer flying TWA ' s routes throughout the Middle East. TWA "loaned him to King Abdullah of Trans Jordan as his private pilot for three of his nine year assignment in Egypt. He often served in a public relations capacity for TWA, making public speaking appearances. After his retirement in 1973, he was a real estate agent in Palm Desert, California. He also was partner there with his wife in a highly successful shop specializing in high fashion imports merchandise. Harry's family of six children, two step-children and many grandchildren and great-grand-children will long remember his kindness, his bravery and courage throughout his life and lengthy illness. by Phyllis Hoyt I will always miss the love of "my old sweetheart."
IN MEMORY
OF
CAPTAIN HAROLD E. LIEDING JULY 7, 1936 — NOVEMBER 13, 2003
IN
MEMORY
OF
CAPTAIN BRYCE B. HUNT MARCH 7, 1924 — OCTOBER 8, 2003
PAGE 42 ... TARPA TOPICS
IN
MEMORY
OF
CAPTAIN JERRY L. NEWTON MAY 5, 1920 — NOVEMBER 22, 2003 Jerry L. Newton passed away suddenly on November 22, 2003 while residing in Apple Valley California. For those of you who flew with and knew Jerry, you will quickly remember his proprietorship in TWA. He was in all ways " a company man." His loyalty to TWA was exhibited in many ways... from admonishing baggage workers to "Be careful with our passengers' baggage. . . they're paying your salary and mine!" And reminding the personnel on his flights to make doubly sure the passengers were a treated with respect and kindness. Jerry was forever quoting the company's three goals SAFETY, ON TIME ARRIVALS AND PASSENGER COMFORT. Jerry was born May 5, 1920 in the state of Washington. When WWII came along, his first assignment was in the Field Artillery. He served in that group from January 1942 until August 1942. He was granted an honorable discharge at that time in order to be reassigned to the U.S. Army Air Force as a flying cadet. In July 1943 he was assigned as an Air Force 2nd Lieutenant to Dyersburg, Tennessee prior to his overseas assignment. It was during this time that he first met Lt. Sara Jane Davis who was a nurse in the United States Army Medical Corps. Love blossomed but his overseas assignment as a B-17 bomber pilot with the 341st Bomb Squad, 97th Bomb Group interrupted the romance. Jerry flew 51 bomber missions out of North Africa and Italy during WWII and then returned to Ardmore, Oklahoma pending further assignment. During this same time, Sara Jane (Sally) was sent overseas to England. At the end of the European war, Sally returned to Atlanta, Georgia for eventual assignment to the Pacific. They were married in Atlanta the day the war in the Pacific ended. Following their marriage, Jerry was assigned occupation duty in Germany. A few months later Sally was able to join him. They returned to the United States and settled in Bell, California. Jerry's initial employment following the war was as an electrician working with his brother-inlaw. While he was successful in this endeavor, it was not fulfilling and the thrill of flying eventually brought him to a TWA employment office. Following his employment, he was sent to Kansas City, Missouri where he began basic training for TWA. His first domicile was in Newark, New Jersey, followed by New York and eventually LAX. Prior to his mandatory retirement at age 6o, Jerry bid for International flights and flew to
PAGE 43 ... TARPA TOPICS
Geneva, Ireland and Israel. One of his fondest memories was "dead heading" from Europe in a 747 and being seated along side Cary Grant. After his retirement from TWA, Jerry found a new " career" golfing at the San Clemente Municipal Golf Course. Within a few years he was elected President of the 900 member Men's Golf Association. It has been reported he ran the association in the same manner he flew TWA planes... strict adherence to the golf association's bylaws, no lee way on reporting golfers' handicaps and full accounting of all funds. During the time he and Sally lived in San Clemente, he also became heavily involved in a local home owners ' association. Jerry 's primary responsibility was Facility Chairman and he was responsible for all maintenance involving structures, swimming pools, fencing, etc. Here again, he refused to compromise on issues involving the health and safety of all homeowners in the area. In addition to his wife, Sally, Jerry leaves a daughter Lynne, son-in-law Robert, two grandchildren and three great grandchildren. It's been said, "The very first time you met Jerry Newton you could quickly see all of his faults.. and the rest of your life you spent discovering all of his Virtues. " IN MEMORY OF CAPTAIN GEORGE A. HINTON JUNE 19, 1921 — DECEMBER 3, 2003 MAJ. USMCR, George A. Hinton, 82, a man who farmed the soil and flew the skies, met death in the company of his children, December 3, 2003, in Sun City Center, FL. Private interment ceremony December 22, 2003 in Champaign, IL. Born June 19, 1921 on the family farm in Fisher, IL, George worked its fields until he left for military service in WWII, interrupting his studies at the University of Illinois. Trained as a naval aviator, he became a Marine pilot active in the South Pacific. At war 's end, he began his professional career in commercial aviation with TWA, spanning nearly 40 years piloting domestic and international routes, making 1,000 North Atlantic crossings, among many diverse responsibilities and achievements. George is survived by daughters, Allison Bowen Hinton, Kansas City and Laurie Beth Franklin, Mission Woods, KS and son, George Scott Hinton, Glen Ellyn, IL; daughter-in-law, Jacqueline Hinton and son-in-law, Darrell Franklin; granddaughters, Jennifer Bowen Franklin, Abigail Bliss Hinton, and Eliza Price Hinton; and grandson, Nathan Robert Hinton. Survivors also include his former wife, Judith Price Hinton; sister, Marie Hinton Burg; brothers, Robert W. Hinton and Noel Arthur Hinton; and many nieces and nephews. With every passing cloud and whispered contrail, George will be lovingly remembered.
IN MEMORY OF CAPTAIN HAROLD E. LIEDING JULY 7, 1936 — NOVEMBER 13, 2003
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IN
MEMORY
OF
CAPTAIN JASPER W "JAY" WOODRUFF FEBRUARY 4,1920 — DECEMBER 3, 2003 Jay died in his sleep at home in Lafayette, California after a courageous 8 year battle with prostate cancer. Jay and his wife of 62 1/2 years, Caralyn were both born in Fayetteville, Arkansas, and graduated together from the University of Arkansas in 1940. Jay served as a pilot in the Army Air Corps from 1940 until 1945 in both the South Pacific and the China Burma India theaters and was awarded the Distinguished Flying Cross. He was hired by TWA in 1945 and flew for thirty years until he chose early retirement at age fiftyfive in 1975. He had been based in Kansas City, New York, Los Angeles and finally in San Francisco. He moved his family to Lafayette in 1959, where he and Caralyn continued to live for forty-four years. Jay was an avid reader, but he was also an outdoor man who took great pleasure in trout fishing, camping in the mountains and playing golf with Caralyn, and in walking. Jay is survived by his wife, two sons, Barry, a retired United Airlines Pilot and Mark, daughter, Tanya, two grandsons, seven great-grandchildren, and one sister, the last of nine other siblings. Although Jay was proud of his career as an Airline Pilot. he often said that it was not the flying, but his peers that he missed the most after retirement.
IN CAPTAIN
MEMORY
GILBERT
OF M.
ROEDER
AUGUST 10, 1915 — DECEMBER 12, 2003
IN CAPTAIN
MEMORY
WOODROW
L.
OF AINSWORTH
NOVEMBER 18, 1912 — JANUARY 1, 2004
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IN
MEMORY
OF
JUSTIN W. LIVINGSTON MAY 26, 1930 — JANUARY 17, 2004 Captain Justin W. Livingston was born in Freedom, Wyoming in 1930. He passed away at his home in Reno on January 17, 2004. Justin was a decorated F-86 fighter pilot in the Korean War, and shortly after his discharge joined TWA in the mid-fifties. In his 35 year TWA career he flew virtually all of TWA's aircraft and out of several domiciles, but spent the bulk of his career in San Francisco, finally by flying 747 International at JFK. Justin spent his years since retirement in 1990 fishing, hunting, golfing and playing tennis with his boys, playing with and enjoying his grandchildren, and enjoying the fellowship with his many friends. Justin was a strong spirit who lived each day of his life to its fullest. Just this last year, he served as Vice-Chairman of the TARPA 2003 convention committee here in Reno-Lake Tahoe. He and wife Barbara were co-chairpersons of the banquet held the last night of the convention, and were acclaimed by all who attended for the excellent evening of dinner and dancing. They were also present at the registration desk for many hours, and as tour guides to Virginia City and Lake Tahoe. Justin is survived by his wife of 37 years, Barbara, sons Gregory and Matthew, their wives Valerie and Lisa and grandchildren Trevor Justin, Patrick Donald, and Justin Michael who will be born in March. We all miss Justin, a husband, father, grandfather, brother and friend. IN
MEMORY
RAYMOND
B.
by Guy Fortier
OF
FOWLER
FEBRUARY 24, 1917 — DECEMBER 23, 2003
IN
MEMORY
JOHN
OF
ROUGE
JULY 9, 1915 — OCTOBER 12, 2003
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IN
MEMORY
OF
JOHN D.RIDEOUT AUGUST 13, 1924 — JANUARY 6, 2004 J.D. Rideout, age 79, died Tuesday, January 6, 2004, in Jonesboro, Georgia, after a long fight with congestive heart failure. J. D. was born in Toledo, Ohio, on August 13, 1924, and served as a Navy Aviator during World War II. In 1948, he began a long career with Trans World Airlines, in Kansas City, Missouri. He flew as a co-pilot until he transferred to Ypsilanti, Michigan, in 1957, to fly as a Captain on the Connies and Martins. In 1961, he transferred to San Francisco, California. There he flew as Captain both domestically and internationally and served as Check-Captain for several years. Later, he moved to Las Vegas, Nevada, and commuted to New York to fly International routes as Captain. J.D. also was stationed in Saudi Arabia in the mid to late seventies. He loved flying more than nearly anything else. He was a born pilot. In 1986, he suffered a major heart attack and was forced to retire. He and his late wife Geneva loved traveling. Their travels took them all over the globe. On one such trip to Thailand, they had scheduled a tour. Prior to boarding the bus, J.D. had purchased a snack. When they boarded the bus, the guide asked everyone's name. Misunderstanding the question, J.D., holding up his snack, replied, "Cashew nuts." For the rest of the tour, he was known as "Captain Cashew Nuts." The name stuck with him for a long time and received a lot of play from his friends. It was one of his favorite nicknames. In 2003, he moved to Jonesboro, Georgia, to live with his daughter and her family. He loved his grandchildren and his great grandchildren and had a wonderful Christmas with them in 2003. He died peacefully in his sleep on Tuesday afternoon, January 6, 2004. He is survived by his daughter and son-in-law Cheryl and Todd Strayer, of Jonesboro, Georgia, one grandson Zack Strayer of Smyrna, Georgia one granddaughter and her husband Torey and Matt Wucher of Jonesboro, Georgia and three great-grandchildren, Katelyn, Logan, and Brooklyn. He is also survived by a brother-in-law Jerry Parks of Atlanta and a sister-in-law and her husband Mary Jo and Bill Walters of Atlanta. IN
MEMORY
OF
CAPTAIN DAVID C. KENLEY JULY 12, 1919 — DECEMBER 2, 2003
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Hardly a Rocket Ride by Jeff Hill Sr. Russian Cosmonaut Col. Anatoly Artsebarski. on a U.S. tour and due to appear at the Challenger Space Center in Woodstock, IL. the following week. visited Flyers & Tires (our local EAA Chapter's annual fund raiser) Aug 10, 2003. Col. Artsebarski was the commander on the legendary mission Soyuz TM-12 (1991) where his crew docked with the Russian Space Station Mir. Commander Artsebarsky, along with a fellow cosmonaut, boarded Mir while the rest of the crew flew back to earth after a relatively short 8-day visit. Anatoly took 6 space walks during his 145-day mission, spending over 33 hours walking in space. I had the honor of taking Col. Artsebarski up in my restored 1942 U.S. Army Air Corps O-58B (later, L-3B) for a look at McHenry County (just NW of Chicago). I had no idea if he had any experience in this type machine. His English is limited, but through gestures and demonstrations, I was able (I think) to point out a few important items in flying the Aeronca: adverse yaw, (it's a real "rudder airplane") the best indication of pitch attitude, (the bottom of the wings) and the performance limitations of 65 hp at our weight of Max. Gross (plus a smidge) one simply does not "muscle" one's way out of anything – as in all flying, you've got to plan ahead a bit! When I raised my arms and told him, "You've got it." I wasn't surprised to see him fly it like he had one at home and it was he that gave me a nice tour of the countryside! Anatoly is a good stick – something that's difficult to define, but easy to recognize. We had a short chat afterwards. He said that flying the Aeronca that day was "such a pleasant surprise", and that "it really made me feel good". He asked what I did and when I told him that I " was a retired TWA pilot, he said, "Oh yes, of course I know TWA. Well, on hearing that, I felt pretty good, too.
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Gordon Hargis has been a frequent contributor to TOPICS. He apparently saved all sorts of documents, charts and news articles. Many of these have appeared in TOPICS and have been of interest to those of us who were with TWA between the 40S and the 90s. The following letter from Gordon and the accompanying story from Col. Pisanos were sent just weeks before Gordon's sudden death. Both of these letters were in longhand and required hours of two finger typing by the Editor, but are deemed worthy of the effort and your interest. I trust that you will agree.
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Dear Gordie, WHAT A GREAT SURPRISE IT WAS TO RECEIVE YOUR LETTER OF SEPTEMBER 21, A LETTER THAT BROUGHT BACK MEMORIES OF YESTERYEAR. YES, I AM THE STEVE PISANOS WHO WAS HIRED BY TWA ON JANUARY 14, 1946.
Although I had encountered three individuals from that old era when I was with TWA. One, Captain Phares McFerren with whom I had flown several times on Connies, a wonderful guy but unfortunately he passed away a few years ago here in Rancho Bernardo. The next one, although I did not know him well while with TWA, was Richard Stambrook. I met him one day at a local Fighter Aces Reunion, but he too went on his last flight. Dick was an Ace in the Pacific, The last one that had a TWA connection was Walt Gunn, who gave me a check ride in a DC-3 after I had completed co-pilot school in Kansas City. I met him at a Fighter Aces Reunion in Charleston, South Carolina through his brother, a friend of the Aces. However, Gordie you are the first individual from the old TWA days who was kind enough to write a letter and bring back those wonderful days spent with TWA. The enjoyment in reading your letter was twofold, TWA and a Colonel in the USAF Reserve just like me. Anyway, since you were good enough to write about your life with TWA and USAF, let me present to you my part of the story, including why I left TWA. Let me begin by saying that I remember when I was appointed by ALPA as the Co-Pilot representative for the Midwest Region right after the pilots strike in 1948 when we used to gather at that building on Armour Blvd. You won't believe this, but I also knew Ada Schroeder as she was the sister of the girl my wife's brother Charlie married. What a small world. While I was still on active duty at Wright Field, I always thought that after the war, a flying job with the airlines would be the way to go, and it was Lt. Col. Jim Philpott, a TWA Captain on active duty, serving in the bomber section at Wright Field, who was then trying to recruit Army pilots for TWA. I was one of the two guys he recruited, and I remember when he and I flew a B-26 into Kansas City. He introduced me to Captain Paul Fredrickson who said to me, "Captain, you'll be hired by TWA the day you are released from the Army Air Force." But, after I was hired, I was the victim, as were so many other co-pilots of two furloughs and the Captains' strike in 1948, especially after I had put a down payment on newly built J.C. Nichols house in Prairie Village. It was then that I began to feel insecure and lost faith in the pursuit of the airline flying game. I remember right after the Captains ' short strike; I was on a Connie flight to LaGuardia via Washington National, when I met my wartime buddy, Captain Don Gentile, (28 kills; 22 in the air and 6 on the ground) who was then assigned at the Pentagon. Don was out for about a year with the small Globe Aircraft Company when he was offered a Regular Commission in the new USAF. He decided to return to active duty. Anyway, upon my arrival at National, my friend met me with a Major from USAF Intelligence, and while we were having coffee, I told my friend about my unhappiness with the airline business. His friend, the Major then said," Since you are a pilot, and speak Greek, I think there is a classified
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project involving the country of your birth and I am sure that you can get back on active duty tomorrow. The loudspeaker cut down our conversation when they announced the departure of my flight for New York, so I had to rush away, but Gentile told me he was going to look into it and let me know. A few days after my return to Kansas City, I received a letter from my friend Gentile with an application for my return to active duty to return to HQ USAF at the Pentagon not later than 30 October 1948. When I went to see Captain Fredrickson to tell him that I was leaving TWA, he was furious since he was aware that, on my own, I had taken both the written and flight check for my ATP License using an Air Force C-47 from the unit I belonged to at Fairfax Airport across the river from MKC. Poor Captain Fredrickson. He tried to persuade me to turn down my recall to active duty and added that, TWA had connections in Washington and he could help with the matter." But I resisted and told the good Captain that I had made up my mind. He then said, "OK, TWA will place you on Military Leave and when you return, you will probably go to Captains school." That was fine with me, I told him as we shook hands said goodbye. TWA did keep me on their books for a few years, but after I got a Regular Commission, in the USAF, I wrote to a Mr. Mullen with TWA personnel, I believe, that I was not planning to return to TWA and that was the end of me and TWA. When I reported for duty at the Pentagon, we were guests at my friend Gentile's house in Arlington, and when we arrived a couple of days before my reporting day, he said to me," buddy, you aren 't going anywhere, you are staying at the Pentagon. " How come, I asked? In addition to the intelligence people who wanted you, MATS wanted you also when they saw your record, TWA pilot with an ATP license and a few hundred hours in Connies. They wanted you to go to Westover in Massachusetts and fly the run to Berlin with Connies. But a powerful Colonel from Operations, with a General's backing wanted you to stay at the Pentagon to assist in the conversion program to jets that was under way. You see, when I returned to the U.S. in November 1944 after being an evader in occupied France for six months, (8 th Air Force wouldn't let be back in combat across the channel because of my association with the French underground.) I was assigned to the fighter test division at Wright Field. My friend Gentile was there also and he had just finished test pilot school. A few weeks later, after I had checked in, I was selected to attend test pilot school also. Then, after completing that training, Gentile and I were selected along with three other pilots to go to Muroc, California and conduct the service test of the YP-8o Shooting Star. At that time, in 1944, the Army Air Force was anxious to expedite the test of the Shooting Star so that it could be shipped to Europe to challenge the Luftwaffe's Me-262 jet. But by the time we were almost finished with the test program at Muroc, Germany capitulated in May 1945, and the test program came to an abrupt stop and we all had to return to Wright Field. Of the five pilots involved in the test program at Muroc, I was the one with more than 150 jet hours on the YP-8o and the Bell P-59 Aerocomet, and that was the reason, I believe that I
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was kept at the Pentagon in 1948. In addition to some regular Air Force units that were converting, we had four or five Air National Guard fighter squadrons that were also converting to the P-8o, and that was where I got involved at the Pentagon. Was I happy with my decision to leave TWA and return to active duty with the new Air Force? You bet I was. Security was perhaps the main factor, something I didn't have with TWA. While serving some thirty years in the USAF, I had good assignments both at home and overseas. While at the Pentagon for almost four years, I had the chance to attend the University of Maryland and earn a B.S.Degree. I finished the Air Command and Staff College and the Air War College through the USAF extension Institute. I served in Germany at Headquarters USAFE. With NATO in Naples, Italy, and with ADC, NORAD, PACAF with a tour in Vietnam as Squadron Commander in a C-7 Caribou airlift unit. I was in Germany when I volunteered for duty in Vietnam with an F-4 outfit. But the rascals at the Pentagon changed my assignment while I was on my way to Arizona to get checked out in the F-4. A Major I talked to on the phone, told me that, "with your airline background, you belong in an airlift unit." Anyway, after I got checked out on the C-7, I began to like the Canadian built twin-engine transport while flying into the Army Special Forces camps in the jungles of Vietnam. I also had a tour with SAC as Deputy Commander in a Strategic Missile Wing (ICBM) and my last tour was in Athens as Chief of the US Mission for Aid to Greece. This was perhaps the greatest gift I was given by the USAF for assigning me, of all places, the country of my birth. Actually, Greece was in the market for a new fighter. The French were pushing for their Mirage F-1 and the British their Jaguar fighter. We were pushing our F-4, but after a somewhat cruel competition, I was able to persuade the Chief of the Greek Air Force to buy two squadrons of our F-4s. The Chief was one of my bosses when I was serving with NATO. He was a Lt. Colonel and I was a Major, but we were friends. The French, of course, didn't like the ides. So much for the past. The list of aircraft you flew at TWA and in the Air Force, was most impressive. I also had the chance to fly a few myself. All the types you listed under fighters and bombers, I flew also, except the T-39. I did some testing on the P-63, and of course, I flew Hurricanes and Spitfires in the RAF. In combat during WWII, I flew the Spit, P-47 and P-51B. While at Wright Field, I flew the Me-1o9, the FW-190 , the Me-262 and the Jap Zero. I also flew twice the speed of sound in an F106 while in ADC. All in all Gordie, I am extremely pleased the way things turned out for me, and I am grateful to Uncle Sam for the opportunity America gave to me to fulfill my boyhood dream of becoming a military aviator. I am also thankful to the RAF for training me as a fighter pilot. And lastly, I am thankful to TWA for having trained me to fly with precision. I owe this to many Captains I flew with on DC-3s and Connies; Captains such as Hays, Voights, McCarthy, Fleet, Cowan, Vance Montgomery, Knudsen, Gerow, Thrush, Klose, McFerren and many others. I had learned not only to help the Captain in the air, especially during an instrument approach, but to also observe their techniques iLast year, I was inducted into the National Aviation Hall of Fame at the Museum in Dayton along with several living members of the RAF Eagle Squadrons. Two weeks ago, I was again inducted into the American Combat Airmen at the Heritage Museum in Midland, Texas.
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Gordie, I think I have said enough, but I am enclosing a one page "bio", taken from the Album of the American Fighter Aces Association. I'd like to hear from you to determine whether this would be appropriate for your TARPA publication. If you think it is, will you be kind and send it to the Editor.
Best Regards,
/s/ Steve N. Pisanos Col. USAF Ret. P.S. Thanks for the Connie photo.
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Col. Steve N. Pisanos, USAF (RET) 17717 Fonticello Way San Diego, CA 92128
orn in Athens, Greece, in the suburb of Kolonos, on 10 November 1919, Spiros Nicholas "Steve" Pisanos, the son of a subway motorman, came to America in April 1938, as a crew member on a Greek Merchant ship. Arriving in Baltimore, Maryland and unable to speak English, Steve found his way to New York City, where he worked in bakeries and restaurants. As he earned money he started flying lessons at Floyd Bennett Field. In August 1940, he settled in Plainfield, New Jersey, his adopted home town, and continued flying lessons at Westfield Airport. He earned a private pilot's license and, although still a Greek national, in October 1941 he joined the British Royal Air Force sponsored by the Clayton Knight Committee in New York City.
B
Steve began his military flight training at Polaris Flight Academy in Glendale, California. Upon graduation, Pilot Officer Pisanos was transferred to England where he completed RAF Officers Training School at Cosford, England and OTU (Operational Training Unit) at Old Sarum Aerodrome in Salisbury. Pilot Officer Pisanos was posted to the 268 Fighter Squadron at Snailwell Aerodrome in Newmarket flying P-51A's. He later transferred to the 71 Eagle Squadron, one of three Eagle squadrons in the RAF, comprised of American volunteers flying Spitfires at Debden RAF Aerodrome. When the USAAF 4th Fighter Group absorbed the American members of the Eagle Squadrons in September and October 1942, Pilot Officer Pisanos was commissioned a lieutenant in the U.S. Army Air Forces. On 3 May 1943, Lt. Pisanos was naturalized as an American citizen in London, England, becoming the first individual in American history to be naturalized outside the Continental United States. Flying his first mission in his P-47 "Miss Plainfield" out of Deb den Aerodrome with the 334th Fighter Squadron, 4째' Fighter Group, Lt. Pisanos, "The Flying Greek," scored his first victory on 21 May 1943, when he downed a German FW-190 over Ghent, Belgium. By 1 January 1944 he had become an ace with five confirmed victories. On 5 March 1944, he obtained his 10 th victory and while returning from that B-17 escort mission to Limoges and Bordeaux, France , Steve experienced engine failure in his P-51B and crash-landed south of Le Havre. For six months he evaded the Germans and worked with the French Resistance and the American OSS sabotaging the German war machine in occupied France. Lt. Pisanos returned to England on 2 September 1944, following the liberation of Paris. Upon returning to the United States, Captain Pisanos was assigned to the Flight Test Division at Wright Field, Ohio. He attended the USAF Test Pilot School and subsequently served as a test pilot at Wright Field and Muroc Lake, California, testing the YP-80 jet aircraft. During his career in the USAF, Steve graduated from the University of Maryland, attended the Mr Command and Staff College and the Air War College. In December 1973, after a distinguished thirty years of service in the United States Air Force, he retired with the rank of Colonel.
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Abstainer: a weak person who yields to the temptation of denying himself a pleasure.
From the Grapevine Editor
It pays to advertise. Recently Sue and I spent a very enjoyable time at a resort in Southern California. During a warm sunny afternoon I spent some time poolside (It was December - eat your heart out you Yankees) and as I was leaving I was stopped by a couple who pointed at my car and asked if it was mine. It turns out that they were attracted by the TWA decal on the back window. I've been putting TWA decals on my car window for years - it helps me find my white car in parking lot full of white cars. The couple was Bob and Fran Meyer of City of Commerce, CA, and Fran is the sister of Jerry Lawler of Chicago fame. We spent the next 30 minutes in conversation where I found them to be delightful people and I wish they lived closer to me. Fran made some excellent recommendations for dinner (Try the Quail Inn at Lake San Marcos) and brought me up to date on the local countryside. She also gave me a quick rundown on brother Jerry's skill at changing three diapers at a time. I didn't get all of the details but hey, Jerry, maybe you could enlighten us.
We (Sue and I) had reason to be in Granite Bay, CA, recently which gave good cause to stop in on Cork and Blondie Myers. When Cork retired some years ago he decided he needed something to keep him busy and out of mischief. They bought a house on three acres of dirt which is now three acres of lawn and believe me, there's damn little time for mischief. With the two of them on riding mowers they can cut the hay just in time to start over again. What they need is a couple of sheep and a goat. (And just because Cork is an old goat, that doesn't count.) Neither of them have changed much over the years, both of them with big smiles and Cork with jokes, some of which are actually funny. And that's not always easy after suffering the tragic loss of their daughter, Cindy, and grandson, Garth.
How many times have you been asked if you miss flying? Well I get that question every time I 'm introduced to someone new—and I ask it every time I meet a retired pilot. Many just can ' t give it up and continue flying something. Some just
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Acquaintance: a person whom we know well enough to borrow from, but not well enough to lend to.
miss it. I did it for 38 years and walked away without looking back. If pressed, I admit that I sometimes miss the life. The camaraderie, the layovers, making takeoffs and landings—but not the sweat and tears that makes everything work. I've often said that I would love to take a 747 out for an afternoon and shoot some touch and gos. Well recently I got to do just that. I am fortunate to know Skip Rager, son of Bet and (Capt) Terry Rager. Skip is a long time pilot for NASA and is now in charge of flight simulation for NASA in Mountain View, CA, and he invited me to come to Mountain View (Moffett Field) and fly their 747—400 simulator. Not only that, he invited my stepson, son—in—law and grandson. The four of us spent two and a half hours in the box and we all got to shoot touch and gos, CAT IIIs, fly under the Golden Gate Bridge and over Candlestick Park during a night ball game. With Skip as instructor I'm sure I could check out with a couple more hours.
From Cliff Sparrow who tells us Turbines are ruining aviation We gotta get rid of turbines, they are ruining aviation. We need to go back to big round engines. Anybody can start a turbine, you just need to move a switch from "OFF" to "START," and then remember to move it back to "ON" after a while. My PC is harder to start. On some planes, the pilots are not even allowed to do it. Cranking a round engine requires skill, finesse and style. Turbines start by whining for a while, then give a small lady—like poof and start whining louder. Round engines give a satisfying rattle—rattle, click—click BANG, more rattles, another BANG, a big macho fart or two, more clicks, a lot of smoke and finally a serious low pitched roar. We like that. It's a guy thing. When you start a round engine, your mind is engaged and you can concentrate on the flight ahead. Starting a turbine is like flicking on a ceiling fan: Useful, but hardly exciting. Turbines don't break often enough, leading to aircrew boredom, complacency and inattention. A round engine at speed looks and sounds like it's going to blow at any minute. This helps concentrate the mind. Turbines don't have enough control levers to keep a pilot's attention. There's nothing to fiddle with during the flight. Turbines smell like a Boy Scout camp full of Coleman lanterns. Round engines smell like God intended flying machines to smell. I think I hear my therapist coming down the hall. I gotta go.
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Architect: one who drafts a plan of your house, and plans a draft of your money.
From Larry Fauci Dear Rufus, Sent the dues via bank by mail, let me know if you got it okay. I think I qualify for Eagle now, if not let me know. Was saddened again to see (as usual) many of my great friends going west. This months really hit home again seeing Russ Derickson on the list. Seems like it was not that long ago that he and his wife were captaining our leased sailboat in the Caribbean. He was joking about being a go–fer at a local store on Long Island after his retirement. John Ferguson brings back memories of New Years Eve after landing at Midway in a Connie. They were all great to fly with, it was a privilege, even with the terrible P's. As for myself, still fire chief for a volunteer outfit here in Florida, have to do something besides straightening out Judy's' dishwasher and alphabetizing the cans in the pantry. Best to all--and still miss the get together on the N floor at the Plaza hotel. Great Spanish omelets, nuts and orange juice.
From Vic Hassler Dear Gene, About once a month Jim Anderson contacts Lou Zimmerman, Dick Kreider, Ephe Oliver, Clark Bille and me to join him for breakfast at the Kutztown Airport dinner. At one of the breakfasts, Jim Anderson thought it would be nice if we could get together with ex TWA pilots for lunch at the Coatesville, PA, airport on the 18th of Sept. Jim Anderson and Lou Zimmerson appointed Dick Kreider and me as joint secretaries and chief contact agents. We notified 41 people in the area and ended with 15 in attendance. We would have had about 23 but Hurricane Isabel was about to strike the east coast on that day and no was able to fly in. Everyone had to drive there. Those that attended: Jim Anderson, Bob Laux, Dick Kreider, Keith
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Bore: a person who talks when you wish him to listen.
Mario Nicolais, Ephe Olliver, Jim Schmitt, Art Schwekler, Ray Skomra, Laslo Zamolyi, Lou Zimmerman, Ed Johns, Bob Hayes, Marty Sailer and Vic Hassler. Everyone said they enjoyed it immensely. A few days later Ray Skomra , Dick Kreider, Mario Nicolais and myself played a round of golf. Needless to say Mario won the round and the bets and was kind enough to buy us a drink with his winnings.
From Drew Wasson Drew sends the itinerary and crew list of what appears to be a very interesting trip. President Lyndon Johnson ' s Pacific Mission, October 17, 1966, to November 2, 1966 Captains: Mary Horstman, Billy Williams, Walt Gunn Flight Engineers: Jack Evans, Tony Gatty Navigator: Drew Wasson Cabin Crew: Karen Keefer, Julie Knowles, Celeste Mariani, Myrna Encinas, Tish Rellihan, Fred Duss, Walt Morris, Russ Ellis Maintenance Crew: Tony Ristuccia, Carl Yannuzzi, Sal Bruno Itinerary: Washington, Honolulu, Pago Pago, Wellington, Canberra, Melbourne, Brisbane, Manila, Bangkok, Kuala Lumpur, Seoul, Tokyo, Anchorage, Washington. What a teaser, Drew. Send us some details. That had to be one hell of a trip.
Any landing you can walk away from is a good landing. Any landing where you can use the airplane again is a great landing.
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Calamities are of two kinds: misfortune to ourselves, and good fortune to others.
From Barney Rawlings Dear Gene, Thanks for letting me read "One Out Of Eleven," a very interesting book. I was thankful to be shot down in Europe where I could pretend to be a Frenchman. I would never make it as a Filipino or Vietnamese. No matter how careful you try to be in a situation like Bob Kramer and I had, you've got to have luck, too. I was very careful 1944, but I was also very lucky. When my reserve troop—carrier wing was activated for the Korean War I was current on the C—46, AT—6 and AT—11, and an instruction on the C—46 and AT—11 and OinC of instrument training for the Wing. But the first piece of paper I got after we were activated was an order to go to Korea as an artillery spotter in AT—6s. That order was canceled a couple of days later and I didn't go to Korea. That was lucky because artillery—spotters had a short lifespan. I envy you your tour in PBYs—that airplane did a noble job all over the world. The only seaplane I ever had a chance to fly was a little Luscombe on floats, owned by a friend, and we had a lot of fun with it. Col. Bob Kramer, USA, is a friend of mine who spent three years as a guerilla fighter in the Philippines during WWII. Of eleven who escaped the Japanese, he was the only one to survive. I will lend the book to anyone who is interested. Gene
From Fay Widholm (Bob) It is my pleasure to send the regular membership dues. The TARPA TOPICS is a great publication. It keeps me in touch with wonderful friends.
The three best things in life are a good landing, a good orgasm, and a good bowel movement. The night carrier landing is one of the few opportunities in life where you get to experience all three at the same time. So sayeth Bob Balser
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Coward: one who in a perilous emergency thinks with his legs.
From Mary Karlson, widow of Mary and Grandmother of Dave Hello Rufus, Just a short note to tell you I'm doing OK living all alone without Marvin. I sure do miss him and am so glad I have two sons close by. David, our grandson, was laid off from AA and he got a job flying for Japan Airlines. They are expecting their second child in May. I told him it better be a boy to carry on the Karlson name. Their daughter is 2 1/2. I hope this finds you well and I wish you a wonderful New Year.
From Rudy Trusdale Date employed : 7/22/35 Date of first flight: 7/22/35 (I was co—pilot and hostess) Captain : Wendel Peterson A memorable flight. 1649A Sleeper SFO—JFK After parking at the station the passenger agent came to the cockpit and said "Madame Chiang Kai Chek would like to see you." I went aft. She was seated in a rear seat and extended a long white—gloved hand and thanked me for the flight and asked me to thank the other crewmembers. She was greeted by Chinese dignitaries and left the plane on a red carpet with NYPD honor guards lining both sides. It is my belief that I have set a record for longevity at age 97. I also think I am the senior "living" pilot. I still walk upright with only a cane. No more hear No more see No more sex I just pee
No more fly No more drive But I manage To survive!
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Egotist: a person of low taste, more interested in himself than in me.
Still Going Strong—Les Woolsey After spending virtually my entire adult life flying airplanes for a living as well as recreation it seemed like 19 years was a long time to be grounded. I guess in some retired pilots the flying urge diminishes after awhile but for me it never seemed to entirely leave my mind. I am sure it takes something to rekindle this fire. In my case it started when a longtime neighbor that had retired and moved to Utah called to tell me about the airplane he had just purchased. Joe Sharp was a former NASA official and a hang glider companion. He sent me a picture and informed me he had been taking flying lessons to learn how to fly it. I was amazed. I was also so jealous I could hardly stand it. He invited me to come to Utah and go for a ride. I readily accepted and thoughts at this time were not only about his invitation but also about an aroused interest in the challenge to get back into flying in some way. This stirred up memories of an incident that had taken place several months earlier. I had always thought it would be fun to have a seaplane rating on my license and I remembered a float plane I had seen parked on the Colorado River Shore at Laughlin, Nevada. Someone told me it was a training plane used for instruction purposes. Upon returning home this statement prompted a search of the internet and ended providing me
the names and contacts for a number of schools that promised a sea plane rating. As I suspected, the plane at Laughlin was one being used for this purpose. The said one day and a rating for $695.00. That sounded reasonable to me so I made the arrangements and ended up in Laughlin one hot day last summer. Early the next morning the pilot picked me up right outside my hotel room in his Super Cub and the fun began. It turned out to be one of the most fun days of flying I had ever experienced. We flew up and down the Colorado River for over 120 miles making take offs and landings along the way. We flew to a point about 20 miles south of Needles and watched the mountain goats run around. On the trip up and down the river we probably made between 10 and 15 landings and take offs. The training also included about an hours worth of instruction taxiing on the lake a few miles north of town. After this instruction my instructor called for the inspector who was going to give me the check ride and we met him or the east bank across the river. He just happened to be my instructor's dad so we had a good time telling each other lies about our flying experiences. On the check ride his first request was for a steep bank to the right so I started to roll into a bank to the right and got to about a 20 degree
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Here's to women! Would that we could fall into her arms without falling into her hands.
bank when he said, "That's good enough." Obviously this check ride was going to be rather casual. We then made two landings, one with a simulated engine failure and one they called a glassy water landing. After the two landings he said, "I have it," and flew back to our starting point. After landing he proceeded to rev the engine and headed straight for the bank where it just happened his son had parked a truck with a ramp down into the water. We ended up perfectly positioned on the truck. I was really impressed. After a short time and a few more lies, he finished the paper work and I had my commercial seaplane rating. I doubt I will ever use it but the experience was one I shall long remember and worth every cent. This little episode increased my excitement about flying and 1 could hardly wait until the next morning and the trip north to my next adventure. It was about a three hour drive to a little town in southern Utah called New Harmony where my friend with the new airplane lived. He had a buddy, Russ Roberts, a retired Navy Captain who also lived in New Harmony and happened to own a Piper Arrow. The next day the three of us drove about thirty minutes up the freeway to Parowan
where they kept their airplanes. We spent a good part of the day flying the two planes around the area. The plane my friend had purchased was an all fiberglass, low wing, T–tail, two place design with a 1 hp Continental engine. It has side by side seating and a bubble canopy than gave almost unlimited visibility. I fell in love at first sight, (flight). It is known as the Katara and is built by Diamond Aircraft. I understand the Air Force Academy has just purchased 33 or more for use as their primary trainer. It is also used by a number of other flight schools. The four place version, with a few more `horses', is almost identical. All this activity aroused my interest in getting something 1 could personally fly and not just be a passenger. I went up to the school at San Carlos and took further instruction flight in the two place model to see if I could get qualified to rent one Tb first flight went well but when I appeared at the airport for the second lesson the instructor announced: "I told the chief pilot that you had no problem flying the airplane so we decided your next lesson should be for us to go up and fly around so you practice your radio procedures". I told him I thought he knew I spent 30 years flying over a good part of the globe practicing radio procedures and I didn't
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Positive: being mistaken at the top of one's voice.
rather abrupt as he declared he didn't know what else to do. I was now back at square one. This situation didn't last long as some mysterious source gave a representative of the Diamond Aircraft Company my phone number and someone called to ask if I would like to take a demonstration ride in the four place? My answer was a no brainer and ride proved to be fun and most informative, I explained to my host that even though had renewed my medical for my seaplane rating the medical had since expired and I wasn't sure if it was worth renewing again as I had a few problems that always resulted in extra tests and although I always passed them, it was a pain. During our conversation I mentioned that about 35 years ago I had obtained a commercial glider license and really had enjoyed flying gliders. He immediately advised me they had a power glider and I wouldn't have to have a medical as none was required to fly gliders. I was dubious but it turned out he was correct. Flying gliders does not require a medical license even if the glider has an engine. My response was, "Why not " ? I drove up to Heber City, Utah where Diamond had a glider that was being used for towing! Heber City is in Heber Valley, a beautiful little valley about 40 miles east of Salt Lake City in the Wasatch Mountain Range. I could
hardly wait to get there to see this glider and take a ride. The glider is side by side seating with a large bubble canopy very similar to the two place except for the 55 foot wing span. It has a 115 HP Turbo Charged Rotax engine. I met the Diamond Aircraft Representative at the airport and he gave me a demonstration ride. I would be the first to admit that when he shut the engine down about 25 miles from the airport I was a little apprehensive but it started again with only about two turns of the prop so I relaxed. He then shut it down again to demonstrate that with less than 1000 feet of altitude for a dive to gain airspeed it could be air started by the air flow turning the prop. I was quite impressed. After one more instruction flight I made a date with the FAA Inspector for a check out. The check ride went without incident and now my Commercial Glider License was up to date. The next step was to obtain wings of some sort to satisfy my renewed interest in flying. I knew I wasn't particularly interested in a plane for transportation but one that could be used more for local fun and possibly getting the grandkids interested in flying. The glider seemed to fit my requirements perfectly. Diamond Aircraft flew a new glider out from Denver and I took possession. Before I flew it home I decided I needed to get a little time in the
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A prejudice is a vagrant opinion without visible means of support.
plane to get more familiar with its characteristics. I was originally from Salt Lake City so I had a number of friends and relatives still living in the area. I ended up calling several of them and taking each one for a ride. My most interesting passenger was my sister in law, Dorothy Larsen. I called her and asked if she would like to go for a ride. She was very reluctant but said she would think about it. I explained how to get to the airport and told her to give me a call if she changed her mind. The next morning after coming in from a short ride I found her sitting in the lounge. I said I was really surprised she had decided to come up. She said, " Well I was sitting at home last night and I decided that if I had a brother in law that at 79 was stupid enough to buy an airplane I guess at 82 1 was stupid enough to go for a ride with him." We had a fun ride. After spending some time giving rides I flew the glider out to Medford, Oregon, where I parked it for a period of time. The cross country flying performance was rather remarkable for a 115 hp Glider. It would "true out" at about 115 knots with about a 3.5 gallon per hour fuel flow. With 21 gallons of fuel the range was acceptable. The flight out was routine except for a leg between Klamath Falls and Medford. There were numerous forest fires in the area at the time and the
smoke was incredible. The visibility was probably less than VFR minimums and we contemplated either going back or climbing to on top. Returning didn't seem like a good option and although the tops appeared to be about 10,000 ft. we didn't want to go up as we might lose ground contact and the plane was not equipped for an instrument let down. We continued on weaving in and out between the peaks and eventually came to a ridge just east of Medford. On the other side of the ridge the Rogue River Valley was practically clear. The last 20 miles were beautiful compared to what we had come through. I went to Medford about once a month and went for a ride prior to bringing it down to the San Francisco bay area a few months later. I decided I wanted to retain some of my TWA connections so I obtained a TWA decal and put it on the tail. I also needed a name for my glider so I decided "Y— Knot" seemed appropriate. It is now based at Reid Hillview airport on the east side of San Jose and about a 20 minute drive from my house. I would like to invite any of my old TWA friends to come by for a ride. Give me a call or send me a note on the internet. Do you have as much guts as my 82 year old sister in law?
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The best way to prove a fool wrong is to let him have his own way.
From Bob Adickes Just after I returned from military service during WW II, I met Gill Robb Wilson, founder of FLYING magazine, and he employed me to write a monthly column on air safety subjects. We became lifetime friends, and he was my key advisor when we started "Pilots for " Goldwater &&&&..in an attempt to help Barry in his run against LBJ in 1964. (we lost that one) The enclosed poem was written by Gill, and I think it might be of interest to publish in a future TARPA column. TWA was the greatest experience of my life, and I still miss the many friends and associates found during my career. Best wishes for TARPA. One of the Trusted They always seem a little happier after the landing than before the take—off. Beyond doubt they are always somehow apprehensive aloft. But why do they continuously come up here in the dark sky despite their apprehension? You have often wondered about that. You look down at your hands again and it suddenly comes to you. They come because they trust you - you the pilot. They turn their lives and their loved ones and their hopes and dreams to you for safekeeping. To be a pilot means to be one of the trusted. They pray in the storm that you are skillful and strong and wise. To be a pilot is to hold life in your hands to be worthy of faith. No, you have not been robbed. You aren't "just a pilot." There is no such thing as "just a pilot." Your job is a trust.The years have been a trust. You have been one of the trusted. Who could be more?
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As scarce as truth is, the supply has always been in excess of the demand.
One of the Trusted Contd. You are at cruising altitude. The western sun is pink on the disc. Your eye flicks the gauges, the engines are contented. Another day — another dollar. You look down at your hands on the wheel. They are veined and hard and brown. Tonight you notice they look a little old. And, by George, they are old. But how can this be? Only yesterday you were in flying school. Time is a thief. You have been robbed. And what have you to show for it? A pilot — twenty years a pilot— a senior pilot. But what of it — just a pilot. Then the voice of the stewardess breaks in on your reverie. The trip is running full — eighty—four passengers Can she begin to serve dinner to the passengers? the passengers — oh yes, the passengers. You noticed the line of them coming aboard — the businessmen, the young mothers with the children in tow. the old couple, the two priests, the four dogfaces. A thousand times you have watched them file aboard and a thousand times disembark.
From Cliff Davis Rufus, I still think of the golf we played tighter back some years ago. You are now retired and have moved from the Norfolk area. My relatives are still living in the Virginia Beach area. My wife has some breathing problems so we don't travel very much anymore and my golf is kinda limited. I `m so thankful that we have the devoted people like yourself to keep our group together.
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A saint is a dead sinner revised and edited.
From June McFarland, wife of Leo and Mother of Mike Repeating year after year—the officers of Tarpa can well be proud of the Tarpa magazine for the pleasure it affords the members The McFarland's now have two retired pilots as our son Mike retires this month. (Dec `03) I had the pleasure of flying with him on the final leg of his last trip—an emotional but also a proud finale for a Mom. Leo isn't able to enjoy traveling as old father time slows him a bit. Again, thank all who contribute to the magazine for it indeed gives us great pleasure.
From Webb Perryman Hi Rufus , The last time I saw you might have been in 1999,in Cairo, when you brought the flight in from Riyadh with what we thought was a bad igniter on the left engine. Back at JFK later, it turned out that the igniter was fine, but the fuel spray pattern was messed up at that spot in the engine. After several fruitless attempts at repair, several telephone relays, CAl to CDG and CDG to MCI, and the usual passenger issues, we left at sun—up instead of 0100. We had to do the sixty—minute rule, which necessitated a fuel stop, so we chose Goose Bay, the only time I was ever there. It was the longest duty day in my career but lots more fun than if I'd been an accountant, my college major. Today is the 37th anniversary of my hire date, along with Pete Young, Gene Hammon, Vern Askegard, Bob Schneider, Dick Trentman, Dale Malasek, Tony Bua, John Saunders, and Steve Jesse. Our kind of seniority meant `never senior but never furloughed'. The ride with TWA was fun and interesting. More interesting than fun a good bit of the time. The best part of the career was the association with good people, you being of the first rank. Thanks for your work in TARPA. I hope life in Foley is fine.
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When Eve saw her reflection in a pool, she sought Adam and accused him of infidelity.
From Frank Ruege, Jr Just a note for those that might want to contact my dad, Frank Ruege, Sr, He ' s 88 years young and will be moving in to a nursing home in Concordia, MO, in early Dec `03. It's called `Lutheran Good Sheppard Home.' Any correspondence may be sent to me 7 @ my home address. Box, 177, Concordia, MO 64020—01
From Gordon Phail Rufus, It is great to be an eagle. Of course the thought of not becoming an eagle is not acceptable. Sincere thanks for the work you do for TARPA.
From Chuck Cascales Hey Rufus, Hope the ferry business is keeping you busy. Life at Netjets and the Gulfstream G—too is pretty good. I 've flown a total of 67 hours in l0 1/2 months. I'm on the 7 on 7 off schedule, but they only call me every other tour. As usual, I got in at the last of the hiring cycle and now they say no more will come on board in 2004 Still, it's been fun and the people are great.
From Bill Mikels Rufus, I still remember my 747 rating ride in Flying Tigers sim at LAX in the mid ` 8o ' s. I had inadvertently kicked the auto pilot off on a CATIII landing, put it on the ground manually and the guy behind me never noticed. Who needs autoland? These fourteen years since retirement have gone all too quickly but enjoyably.
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To the small part of ignorance that we arrange and classify, we give the name knowledge.
The Buffalo Theory, as overheard at the Esquire Bar, MKC, where you could find some of the smartest people in the world.
A herd of buffalo can only move as fast as the slowest buffalo. And when the herd is hunted, it is the slowest and weakest ones at the back that are killed first. This natural selection is good for the herd as a whole, because the general speed and health of the whole group keeps improving by the regular killing of the weakest members. In much the same way, the human brain can only operate as fast as the slowest brain cells. Excessive intake of alcohol, as we know, kills brain cells. But naturally it attacks the slowest and weakest brain cells first. In this way, regular consumption of beer eliminates the weaker brain cells, making the brain a faster and more efficient machine. That's why you always feel smarter after a few beers. From Idus Inglis Hi Rufus, The extra money is for a book I owe Tarpa for. Thanks for the work you do for us at TARPA. What have you heard about Harry Jacobsen? Is his health OK? Back in 1953 Idus gave my career a big boost. I flew with Idus on a short Wichita shuttle and during the two hour layover he quizzed me on the airplane (Martin 202) and various procedures. After about an hour he smiled, patted me on the back and said, "Young man, you don't know s--. You better hit the books." I did and though I never became an airplane scholar, I never forgot the lesson. Thanks, Idus. Gene
From Madeline Overturf, hostess, 1955 -1961 Loved the latest issue and the photo album of Reno.
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The best medicine I know for rheumatism is to thank the ' Lord it ain t gout.
From Harry Stitzel, FRO Here is another one of those situations and memories I have been talking about. On a flight with Capt. Doren in the B17 TWA Exec. plane we went from Cairo to Addis Ababa. Of all the places I have been I think Addis is the worst. It looked bad, smelled bad, tasted bad and there was nothing good about the place. I was walking along a sidewalk with its open sewers in town and a woman who seemed very sick and dieing had been sitting on the curb but had fallen back across the sidewalk. Every one just stepping over her and continued on. I didn't know what to do so I also stepped over her! In addition to the above Addis was in the Yellow Fever belt. Leaving Addis we went back to Cairo with just a stop in Asmara, Eritrea. (A place famous for its House of Mirrors so I was told!). In Cairo normal procedures in Customs, Immigrations was for the Custom official to look at our passport and WHO card, a yellow card with all our inoculation and vaccination records. I saw the official looking at my card then smiling and calling another official to look at it also. It turned out that my Yellow fever shot had expired the day before! This resulted in a big discussion between officials and TWA, the officials insisting I go
to a quarantine hospital for two weeks and TWA saying it was necessary I stay with the crew to fly out in two days. I went to the hospital! Let me tell you about the hospital. It consisted of a long corridor with a lot of small single rooms off of it. The partitions between the rooms consisting only of mosquito netting. Adjacent to my room there was a patient who looked like he was dieing. There were no doors on the rooms and there were mosquitoes! I spent two terrible days in the room trying to cover up with a rough sheet to protect me from the mosquitoes. I could not eat the food and lived on two Hershey bars brought by crew members who came to visit me. The third morning an ambulance came and took me directly to the B17, put me on board and we flew out of there, Thank God! Back to Paris via Athens and Rome. When we arrived Paris there was talk about our returning to Cairo! My problem resulted in trying to get a yellow fever shot in a hurry but hospital doctors said they only gave Yellow fever shots once a month and only then when there were six or more recipients, this because of the expense of the serum I guess. What to do? Some on said why not see Dr. Rehm? Dr. Rehm, who was our company doctor back in Wash. DC, who just happened to be in Paris at that time found him at a Hotel bar.
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You are not permitted to kill a woman who has injured you, but nothing forbids you to reflect that she is growing older every minute.
Stitzel Cont'd. After explaining my problem he asked if I had my WHO card with me. I did and he tock it and with a fl ourish of his pen said "Now you don't have a problem". I took my card, thanked him, and left a little bewildered with the salutation. The outcome of all this is that we did not return to Cairo but went back to the States. However I can now claim that I am possibly the only person who ever got a Yellow fever shot in a Paris bar!
From Bob Kehoe Hello Rufus, I read your email about Bill Dawkins passing. Needless to say, I was saddened to read the news as he was a good friend of mine and a close `buddy' to you. Bill was one of the original `good `ol boys' mold窶馬ot too many like him- a real good guy, good pilot. We'll miss him. Thanks for the good work at TARPA- the membership appreciates it.
From Larry Welton Hi Rufus, I hope all is going well with you. Sorry we missed you last August but hopefully we will have a chance to get together another time. We have a home in Islamodada(?) FL, and will be there from Jan to May but we spend most of the year in Alabama. Give us a call if you ever are in our area. Thanks for your efforts in TARPA. I enjoy reading about all the TWA history and seeing some of the pilots I flew with. I officially retired from that other airline (AA) Oct 1st. I figured 38 yrs was enough even though I could have gone another year and a half.
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The gambling known as business looks with austere disfavor upon the business known as gambling.
From John Malandro Hi Rufus, I've enclosed two checks—one for my membership dues and another for my son ' s dues. He ' s a 15 year pilot with TWA now on the bottom of AA's list. I believe you know my son, John. He flew F/E on 1011's with you many years ago. He ' s gone form #900 on TWA' s list of about 2300 pilots to #11486 on AA ' s list of 12000 pilots He ' s just been furloughed . He received his furlough notice a day after he received a letter form AA congratulation him on fifteen years of service—what a laugh. What Irony! I hope things pick up and that he'll be recalled soon. I went through similar when AA bought Trans Caribbean Airways. I was #loo of 185 pilots. Furloughed for two years—then upon return I lost lots of numbers on the list. Finished up as the oldest 7 2 7 copilot at AA. Cest la vie &
Got a short one line note from someone that states: Jim Mock owns a theater, The Caravelle, and a recording studio in Branson, MO. Assuming that is correct I, for one, will stop by and accept drinks. Gene
From Jim McClure Hi Rufus, I don't think that we ever net but would like to thank you for your work in keeping alive the memories about a great airline and wonderful people. I enjoyed my work (1/2/45 -May— ' 73) every minute at Chicago and the great support for the Garden School for the Handicapped by the domicile. By the way, it is still in operation but is run by the state now. As the line goes, "I'm two thirds of the way to being fat, dumb and happy."
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Discussion: a method of confirming others in their errors.
From Dan Peterson Enclosed is a check for $40 for my membership into TARPA. On the membership form, I indicated that I am a DC—9 Captain, as that was my last position while wearing the TWA uniform and using the TWA call sign. As of now, I am furloughed by American Airlines as well as about 400 or so of our captains. The TWA employees are going through tremendous hardships. Out of over 20,000 TWA employees, only 900 will be left by January, 2004. That is according to Chief Pilot John Hale. I want to become a member of TARPA because of all of the friends that I have made at TWA and would like to have some way of staying in touch with them. I have a great respect for the TWA pilot and I am very thankful to all of the pilots that I have flown with in the past for what they have taught me and for the camaraderie. Fortunately, I have already been hired by the FAA as an inspector. Not exactly my career ambitions, but it will put shoes on the kids' feet. I hope our lawsuit is successful and that we will be able to return with our seniority to our rightful seats. Anyway, I wish all the TWA family the best.
From Jeff Arnold I should have done this three years ago, but never got around to it...typical right? To make a long story short... after I retired, spent the first year playing golf and fishing, second year flew for Cape Air & Nantucket Airlines (135) C-4o2s, then nine ' months as Captain on a Beechjet 400A (corporate 35/91)... now I m back to golf, etc.
A page from the last issue was somehow omitted and that was the page that would have attributed the upper corner witticisms to Will Rogers. This issue contains some of the best of Ambrose Bierce, one of my favorites. To those of you who thought they were original, who am I to spoil your day? Gene
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Flying the Concrete Compass Chicago to Reno via I-8o to TARPA `03 by Jeff Hill A lot of people think Nebraska is, well, just flat and boring – which of course it is (until one noses around a bit). I wanted to see the "SAC Museum" located about halfway between Omaha and Lincoln. If you ' re driving I-8o, no problem. It ' s just off the interstate. But if you ' re flying, you ' ll need to land where you can rent a car. Your choices are Omaha Eppley (OMA) Omaha Millard (MLE) or Lincoln (LNK). We chose OMA as Sharon and I also wanted to see some of Council Bluffs, IA and downtown Omaha. This junction of the Platte and Missouri Rivers is an interesting area. Lewis and Clark passed through here on their way to and from the Pacific (1804 and 1806). The Loess Hills on the Missouri River's eastern floodplain is where they buried Sgt. Floyd, the only man to die on the expedition (appendicitis?). It's also a great area if you're any sort of a rail fan. President Lincoln chose Council Bluffs as the starting point of the first transcontinental railroad. It is still a big rail center, as is Omaha, which is the long time "head shed" of the Union Pacific. The entire UP system is dispatched from a building in downtown Omaha – reminds me a little of the way New York Dispatch on the second floor of Hangar 12 at JFK managed TWA from Honolulu to Riyadh in the later years. After you've seen the UP's museum in downtown Omaha, there is the Durham Western Heritage Museum (www.dwhm.org). It's located in the old Union Station and it's worth a visit. Bronzed, life size statues clad and coifed circa 194060, are located throughout the old waiting and ticketing areas. As one nears, a motion sensor starts an audiotape: Here is a middle-aged man with bag and sales case studying the schedule board and thinking aloud about his itinerary and connections. Here a mother instructs her young son and daughter in the proper behavior on trains, and over there, a pretty girl and her handsome sailor bid a sad farewell. There are several of these scenes, a bit eerie perhaps, but our "eavesdropping" rapidly set the stage and put us in the mood for the many excellent exhibits awaiting us. After a fun day, a great Omaha Steak in the newly redeveloped downtown area and a good nights sleep at the Omaha Marriott, we drove out to the "SAC Museum", now called The Strategic Air and Space Museum (www.strategicairandspace.com). It's worth a visit just to see the architecture, all 300,000 square feet, almost 7 acres! There are plenty of BIG toys to fill it up. The short list: B-1 (undergoing restoration) SR-71, B-52, B36, MiG 21, FB-111, Vulcan, Apollo 009, U-2, C-119G, B-17, B-47, B-25N, A25N, A-26B, B-29, B47E, B-57E, B-58A, C-47A, C-54D, C-124A, F-84F, XF-85 (Goblin), F-86, F-1o1, F-1o2, KC-97, EC-135, RB-45C, HU-16B, H-19B, CH-21B, T-29 (in restoration), T-33, T -39, AQM-34 — all under cover! Remember the F-102? This museum's looks like it just came out of the factory! I thought, "Why would they put this in a museum? — It's not old enough. It's not that long ago that I first saw and marveled at its fantastically futuristic physique. Well, I guess it has been awhile, it was in the late '5os and I guess I was still just in high school — but it wasn't all that long ago." PAGE 74 ... TARPA TOPICS
The following correspondence was received by Rufus Mosely, TARPA, Sec/Treas. Dear Rufus, While I have never met you, I have certainly read reams of things you have written. When Jack was alive, I would race him for the TARPA magazine when it would arrive. No one loved TWA more than he did. It certainly gave us a wonderful life, and we enjoyed it every day. Nothing stopped him from going out on a flight. I am sure you old timers enjoyed a lot more than the present group does, as you had the chance to plan everything for yourselves-no computers for you! I'm sending this letter along to as f thought it might be of interest to how a flight operated in the "good ole days." A couple of years ago, I met a lady at church and we became friends. They had just moved here from Florida. One day she called to say she had something she had to bring over. It was this letter she had found when she was her desk. I'm sure it will bring back memories to some. Flying was really an adventure then. Just keep the magazine coming it ' s great to hear the news of TWA! Evelyn Asire 2516 Entrada Dr. Virginia Beach, Va. 23456-4221
March 16, 1 944 Dear Miney, I'll do the best I can in writing this. If I run off the line a bit you will know we hit a bump. Have had quite a time so far. The plane I took from DC was the (TWA) Apache. We stopped in Columbus Ohio, Dayton Ohio then Indianapolis, Ind. There the flight was cancelled due to bad weather ahead. Didn't know at the time what it was, but found out later they were having very heavy rains all across the Mississippi valley. Roads were closed to traffic. The TWA sent us to the Lincoln Hotel in Indianapolis. Was about 5 AM when we got there. All of the trains were full for that morning but we got up after a couple of hours sleep and got them to sell us a ticket. It was an all Pullman to St. Louis and we didn't have any seat reservations. After we got on they gave us a bedroom seat that was pretty good. St. Louis is divided by the Mississippi river. East St. Louis is in Indiana and St. Louis is in MO. I guess trains always go into a city through the slums but East St. Louis was the dirtiest, filthiest place I think I have ever seen. When we got in St. Louis we called TWA and they said flights were still cancelled. I could understand why, the water was so high everywhere. They had made reservations for us on the next train to Kansas City. We had less than an hour to get our reservations, eat and catch the train. I sent you a card from there, St. Louis and Indianapolis. Tell Ros the train I was on from St. Louis to Kansas City was the "Wabash Cannon Ball". He's always singing a song about it. We had nice seats in the observation car. Crossed the Missouri river twice on that trip. The Mississippi and Missouri rivers join at St. Louis.
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We got to Kansas City last night about 9:45 and phoned TWA. They said their man was at the station so we found him. He said there were absolutely no train seats to be had so he sent us over to the Continental Hotel. By the time we got supper took a bath and got to bed I guess it was 11:30 . At 2:45 TWA called us and said a flight had been scheduled to leave at 4:47 AM. We got up at about 3:45 and went over to the airport and they put us on. The plane is the "Sky Chief'. There is a picture of it on one of the cards I sent you. It was dark when we left Kansas City so I slept until we got to Wichita. It got light then so I woke up so I could see (out). We crossed the Cimarron (however it's spelled) river in Oklahoma. We made no stops in Oklahoma. Are suppose to stop in Amarillo but it's so cloudy I don't imagine we will. It's so funny, up here its nice and sunny, below there is a solid blanket of Clouds that look like snow covered fields. Had breakfast about a half hour ago, tomato coffee, fruit, eggs and Canadian bacon. Was real good. All across Oklahoma and a ways across Texas it was clear. The land there sure was funny. No houses for miles and all the roads seemed to be dirt. Also, there were a lot of those dry rivers. They were quite plain, as it has been raining a good bit lately. No water in them though. Passed over a very eroded corner of Texas. It seems that the soil conservation or Erosion Prevention people have been pretty busy as the whole area is dotted with little pine trees. It looks like the clouds are clearing below so I will probably stop in a few minutes and look out again. Thought it was a good time to write, as I couldn't see anything. If we don ' t stop in Amarillo our next stop will be Albuquerque, New Mexico. This sure is a big country. I can certainly appreciate the efforts of the first people that drove across it in covered wagon. Well it's clear below so I'll sign off. Will send you a wire when I get to Frisco. The crew on this plane is: Captain First Officer Hostess -
J.B.Asire V.L.Harrison Miss Ellenbrock
If we don't stop in Amarillo our next stop will be Albuquerque, New Mexico. This sure is a big country. I can certainly appreciate the efforts of the first people that drove across it in covered wagon. Well it's clear below so I'll sign off. Will send you a wire when I get to Frisco. Love to all, Charles Sequel to the flight on TWA on March
16 1
, 944 :
After leaving Albuquerque where I left off in the letter, the flight continued on to Los Angeles. After a wait over there I flew on to San Francisco. But that is not the end of my contact with TWA. When I arrived in San Francisco around midnight without a hotel reservation I called all of the hotels listed in the directory but all were full to overflowing. In desperation I went back to the TWA desk and told the lady there my problem. After a few calls she told me to go to the Saint Francis Hotel and find "Eddie" the head bellhop. I did this and Eddie told me he had a place for me, it was in the Turkish bath on one of the upper floors. The space consisted of a cubicle 5'x8' with a cot and a chair and a swinging half door. It was where the patrons oft the Turkish bath were put after their treatments. It wasn't much but I was thankful for it. Next morning I went on to Oakland, Alameda Airfield where I was headed.
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TWA and Glenn Turner Enterprises by H.B. Pratt First, a little background on Glenn Turner Enterprises. According to John Frasca's book, The ' Unstoppable Glenn Turner, Glenn Turner was a hare lipped sharecropper s son, who dropped out of school in the ninth grade because the other kids made fun of him because he talked funny. He sold sewing machines door-to-door for a while but he had bigger ideas. His uncle co-signed a note for $5,000 and Turner started a company called Koscot Interplanetary Inc., a cosmetics company, with the product to be sold door-to-door. His charisma, gift for gab and showmanship, and his ability to motivate people to buy brought in investors. Over a two-year period he parlayed the $5,000 into an empire estimated at more than $ 100.000,000. He accomplished this by selling distributorships in his company. They in turn sold distributorships, and eventually the product got door-to-door. Most of his early investors were rural working class people who invested their life savings with a dream of achieving riches. It had all the appearances of a pyramid scheme, and many of the state Attorney Generals felt so too. At the peak of his success, Turner had several schemes going similar to the cosmetics thing and was on the road almost constantly, hawking fame and fortune to potential investors. To support all this travel for him and investors he organized a company called Glennaire, which owned two Lear jets, a few twin engine Convairs and some smaller airplanes. Now enter TWA. Turner apparently decided he needed bigger, splashier, and faster equipment to impress and court the people he was trying to sell to, so he purchased a Convair 88oM from a broker in Miami. His problem now was that he needed someone to fly it for him. Why he approached TWA I am not sure, but I suspect the broker directed him our way, because we had earlier ferried an 88oM from Boeing Wichita to MIA for the same broker. Regardless of how it came to be, Turner and TWA struck a deal for TWA to provide a complete cockpit crew. Turner originally wanted only the pilots, planning to use his own F/E, but that arrangement was initially unacceptable for obvious reasons. Later on however, after checking out his engineer, TWA supplied only the pilots. The aircraft would be based at Herndon Field, a private non-controlled airport at Sanford, FL where Turner kept his Glennaire fleet. It was to operate one flight a week, leaving Herndon Field on Fridays to visit three cities over the weekend, a different city each night, and return to Herndon in the wee hours of Monday. The passengers would be Turner of course, and what he called his "Go Go Team" of motivators and sellers. My guess is that the rest of the seats were filled with people he was stroking for either just having made an investment, or were about to. The city tours were planned and advertised well in advance. Facilities would be rented to accommodate the expected crowds. I attended one of these presentations and the nearest thing I can equate it to would be an old-fashioned revival meeting. The presentations were choreographed, scripted and worked like a well-oiled machine. There would be a series of motivational speakers, each proclaiming the fortunes he had made by investing in Turner Enterprises, and the fortunes yet to be made. Each speaker was a bit more animated or dynamic than the preceding one, and as
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the mood of crowd neared a fever pitch, in would charge Turner. His usual method of entry was from the rear, running down the center aisle, and springing up on the stage. He would be wearing a bright gaudy double-knit suit of either red, green or purple, and alligator cowboy boots. Tearing off his coat and throwing it on the floor, rolling up his sleeves and loosening his tie, he would climb on a chair, and begin to preach how he could make them rich. People would be cheering and clapping. They were eating out of his hand. People could not line up fast enough to give him their money. The flights were planned to arrive at each stop in the afternoon and there would generally be an arrival ritual as pre planned and staged as the show that would follow that night. The advance men would have a crowd assembled that they hoped included potential investors, and the first two people down the steps began to work the group. Then followed introductions from the top of the steps of the people Turner was stroking, and how much money they were raking in. Then followed the introduction of Turner's "Go Go Team" of motivators, and finally, with great fanfare, Turner would be introduced and would step triumphantly out the cabin door. Adding a bit of showmanship to this group was a midget and a set of twin girls, tall, blonde, pretty and wearing hot pants and white go go boots. Limousines would be there to whisk Turner and group away to the din of a band playing and people shouting and cheering. Our first flight assignment was to pick up the airplane at the Sebring, FL airport, where it had been for a paint job, and ferry it to the home base at Herndon Field in Sanford, FL Wally Moran, Cony Metcalf and I deadheaded to Tampa where we were met by one of Turner's Convairs and delivered to Sebring. We stood there in amazement as we got our first look at the aircraft. There, painted on both sides of the vertical stabilizer was a bigger than life likeness of Turner. It was eye catching to say the least. Before leaving Sebring a great deal of time was spent going through the on board flight manuals to make sure the charting was available for computing CG and trim settings as well as take off and landing data, and to understand the system differences between the straight 88o and this aircraft, an 88oM. The significant differences were that the 88oM had a hydraulically boosted rudder, leading edge devices, a bit more engine thrust and could carry an additional 1900 gallons of fuel. There were no checklists with the A/C, so we improvised our own, using the TWA 88o checklists and modifying as necessary to accommodate the M differences. The first problem to come up dealt with the cabin crew. Three girls from Turner's offices had been assigned as the flight attendants, and they knew little about flying and absolutely nothing about the 88o, so we conducted ground school using the static airplane. They got practice opening and closing the main cabin doors, removing over wing exits, evacuation slide operation, fire extinguishers, PA system, chime signals, galleys and so on. The second problem to be dealt with, and this was a major one, was ensuring that there would be an air cart available for starting at each of the intended stops. An air cart with enough capacity to start an 88o was not generally among the rolling stock of most Fixed Base Operators. Certainly we wanted a generator too, but at least if there was no generator one could get by on a battery start, but there was no substitute for the air. Inquiries had to be made in advance to the FBO's to ensure the necessary support equipment was available or could be readily attained. I recall one incident in particular. On a leg from Detroit to St. Louis we were told just prior to departure that
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they did not want to take the aircraft into Missouri, but to instead land at Quincy, IL. Turner's Lears and one of his Convair 440's would then pick up the pax and take them on. Quincy had no air, so after landing, #4 engine was kept running while Wally Moran, with a hand full of quarters and a copy of the Airport Facilities Directory in hand, went to the telephone inside the terminal to locate an FBO that had an air cart. After cross starting the other engines from #4, we took the A/ C to IND for the night, returning to Quincy the next day to reload the pax for the return flight to Florida. Again, #4 engine was kept running during loading. I never did know for sure why Turner did not want to take the plane into Missouri because we had had it at MCI for maintenance a month earlier, but I suspect it had something to do with the Missouri Attorney General. To get around this air cart problem, Turner had an APU installed on the plane. It was a strange looking contraption that resembled the lunar lander. It was a small jet engine mounted on four rather spindly legs with wheels, and was carried in the forward cargo compartment, suspended on a lifting device. To use it required opening the cargo door, lowering it to the ground, pushing it clear of the A/C and start it. Its fuel supply line was connected to the ship's fuel system thru an umbilical cord, and as I recall, it had its own battery. Its only purpose was to supply starting air through an attachable flex hose. The fixed base operators loved to see us come in because it meant big bucks for them. Not only would they be selling us six or seven thousand gallons of fuel, but there would be parking and tie down fees, fee for use of a steps, and a big fee for use of an air cart and/or ground generator. On one occasion we taxied in at a location where two FBO's were located side by side. Each had a ground signalman trying to direct us to his particular facility. It looked as if there might be a fistfight to see who got the business, but it turns out no blood was shed. Everything was paid for in cash. Turner's chief pilot, Bill Noel rode with us, and carried a briefcase containing the money. Whether it was aircraft needs, catering, ground transportation or hotels, or whatever, Bill paid from the briefcase. The whole Turner organization dealt in cash. In fact, each one wore a lapel pin with the letters MB. When I asked what that meant, I was told, "Cash is best". In one instance, big bucks went to TWA for some necessary maintenance to the aircraft. It came about as a result of a loss of pressurization while en-route from ATL to MKE that resulted in a precautionary landing at Louisville, KY (SDF). The excess heat detector loops that ran out thru the wing guarding the bleed air system detected an overheat and shut down the system. First the right side and then the left, which resulted in a complete loss of pressurization. It was determined the decrepit old loops were faulty. After convincing Bill Noel that the only place he could get those loops either repaired or replaced would be at Kansas City by TWA, the aircraft was ferried unpressurized to the overhaul base at MCI. After Noel and TWA worked out the details, the aircraft was rolled into the hanger. I dare not guess what the charge was to get into the leading edge of both wings and replace those loops, but I suspect it was substantial. The FAA took a great deal of interest in this 88o full of people that was running around the country. We were operating under Part 91 of the FAR ' s, and I believe the FAA suspected people were being charged to ride, and if so, Part 91 didn't fit. From our perspective we saw no evidence that people were paying, however I cannot say with certainty that they were not, it is just that I and others, including the FAA, could find no evidence of it. The FAA was tracking us, and scrutiny was regular and sometimes intense. On a number of occasions as we pulled in to park, there would be Mr. Inspector standing there on the ramp waiting for us to shut down. They would
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inspect the A/C, sometimes question the flight attendants, review the maintenance log, check crew licenses and flights logs and question us as to what we were doing and where we were going. Whether the fact that we were TWA employees, wearing TWA uniforms had any bearing on the degree of scrutiny I will never know. We crewed Turner ' s 88o from September 23 until October 24, 1971 deadheading from Kansas City to Sanford on Thursdays and returning on Mondays. TWA charged a premium price for those services, but I do not recall the exact dollar figures. I do know that rates were computed on a per day basis for each day we were away from Kansas City, and were calculated using base pay, the cost of all fringes including retirement contributions, and a substantial mark-up. The other stipulation to Turner was that it would be pay-as-you-go, and in advance. Upon arrival at Sanford it was the pilot's job to go to the Turner offices and pick up a certified check that would cover the crew cost for the upcoming activity, take it directly to the post office and mail it to Captain U. J. Kampsen at the TWA Training Center at 1307 Baltimore Ave. in Kansas City. The marching orders were quite clear, "No check - no fly." The TWA crewmembers involved were Captains Wally Moran, Rollie Boldon, Gordon Hargis and I. Cony Metcalf manned the F/E station and also provided training to a F/E Turner had recruited. At one point we were notified that Turner wanted to take the aircraft on a round-the-world flight and to begin planning. Gordon Hargis took on the planning task and put together a very good package, but for whatever reason, the trip never came to pass. There was one trip in particular worthy of mention because it was a bit out of the ordinary. Wally Moran and I were directed to fly from Sanford to San Francisco, pick up a load of hippies and take them to San Juan, Puerto Rica. If the plane did not fill up in SFo, we were to stop at Santa FE, NM, and fill the remaining seats. We were told the hippies were being taken to San Juan to aid in the construction of a facility to accommodate a rock concert. Whether or not that was the fact, I will never know. For operational considerations we nixed the Santa Fe stop and instead agreed to land at Albuquerque. After crew rest at SFO, and upon arriving at the airport to begin loading, we came upon a scene that was truly a sight to behold. Clustered around the A/C and spilling out of the FBO's lounge area was the weirdest collection of individuals I had ever seen. As promised, they were indeed members of the flower generation, having apparently come directly from the San Francisco hippie district. There were in some cases what appeared to be entire families to include children and even some babes in arms. It seemed they had brought with them all their worldly possessions, most of it loose or stuffed in sacks. They had their toolboxes and carton upon carton of their own food, organically grown. There was also an assortment of musical instruments. We looked after the cargo loading so as to keep some sort of a handle on weight and balance and stationed a Flight Attendant at the door to take names for a manifest. The names given to the Flight Attendant where what one would expect and she dutifully wrote them down. There was "Morning Dew" and her child "Precious Love", "Peaceful Solitude", and "Always Shining " . Occasionally we got a Smith or Jones, but not very often. Arrival at ABQ was in the wee hours of the morning, and the same sort of crowd was waiting to board. The cargo compartments were now filled to the absolute brim and so was the cabin. Boarding had to be stopped because people were pushing past the F/A resulting in more people on board than we had seats for. Finally, after removing some passengers and getting an accurate manifest, the door was closed. The one thing left over was a full sized hand carved wooden Indian found lying in the aisle. We put him in a lavatory and left.
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After a fuel stop in OKC we dutifully delivered our load to San Juan. Other than the stir created when this bunch got off the airplane, I vividly recall that strange smelling smoke that permeated the cabin enroute. Turner eventually put together a crew from the MIA area and they flew at least one trip after TWA's involvement ended in October 1971. At one point he sent one of his pilots to the TWA Training Center for 88o training but that ended after ground school when the money ran out. The end was nearing for Glenn Turner Enterprises as his various schemes began to collapse. The pool of potential investors was drying up due primarily to the bad press associated with the legal actions a number of states were pressing against him. Turner's attorney F. Lee Bailey was able to fend off the legal actions for a while, but eventually everything fell in.
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Farewell To The Last TWA Flight Attendants by Captain Pat Brady Quote: "Ladies and Gentlemen:" From the Flight Deck, your Captain. " "I have asked the flight attendants to stop the inflight entertainment for a brief special announcement. Your flight today is operated by TWA LLC, a subsidiary of American Airlines, by former TWA flight deck and cabin crewmembers in a former TWA B757 aircraft. Your flight today is a historic flight, a very special flight. "We have a tradition in commercial aviation to give special recognition to a retiring captain on his final flight. Seldom, do we recognize flight attendants on their final flight. This flight is the final flight for your four flight attendants in the cabin. After today, all former TWA flight attendants will be laid off. In essence, the very heart and soul of TWA, Trans World Airlines, will be gone. Individually, they each have thirty to thirty-five years of airline experience and service, collectively 120 years of service, over a century of service. They are testament to the proud history of TWA, an airline name that is a pioneer in United States aviation. TWA began over 77 years ago when TWA stood for Trans Continental and Western Airlines operating Ford Tri-Motor aircraft. Later, Americas pre-eminent pilot, Charles Lindbergh, was so integrally involved with TWA that the airline became known as the "Lindbergh Line". At the same time in TWAs history and throughout its history so many Hollywood and Broadway entertainers flew on TWA that it became known as the "Airline to the Stars". Not long ago, in addition to its fleet of Boeing 767 aircraft, TWA operated 20 Boeing 747 and 40 Lockheed Ion aircraft to 22 European cities and other destinations as far flung as Morocco, Algiers, Cairo, Dubai, and Bombay India truly a Trans World Airline. This level of service was provided with a safety record unmatched and unparalleled for both domestic and international operations. The TWA flight attendant was essential to that safety record. In our recent history, TWA was the recipient for several years of the J.D.Powers Award of Excellence as either #1 or #2 for either long haul or short haul service. "Your flight attendants represent the Grace, Dignity and Professionalism of all TWA flight attendants in the performance of their duties during TWA's 75 years of commercial airline service to the United States and the World. "From the flight deck, we are proud of you. It has been an honor and a privilege to serve with you. You are part of our family and we will miss you. "Thank you. "Ladies and gentlemen: In recognition of their years of dedicated service would you please give your flight attendants a very warm round of applause.
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Missed Connection by Ona Gieschen September 2003 I got a call last week from Kathy Conway, of the Oregon-California Trails Association* headquarters, asking me to join other OCTA members to welcome our International president Dick Pingrey, on his arrival to Kansas City. He was to be flying his 1929 Robin J-1, NC-511N in the recreation of the National Air Tour. Knowing a little about the Air Tour I readily agreed. But first I went to the computer to see what else and who else might be flying the tour. "Beginning September 8 in Dearborn Michigan, a group of experienced aviators from more than 20 states and Canada will fly vintage 1920's and 30 ' s era aircraft more than 4000 miles across 21 states during the National Air Tour 2003. Pilots and planes for the historic flight re-creation of the National Air Tours that took place from 1925 through 1931 were officially announced during the EAA Air Venture Oshkosh". So read the web site. I was so pleased to see 3 Ford tri-motors in the group of 34 participating aircraft. Other than the Wright invention, the Ford played a greater role in the legacy of my airline, my job, and my life so I did some homework. The 1927 Ford 4-AT-4, NC-1077, although an interesting past, she was never connected with TWA, so I spent little time with her genealogy.
Ford Motor Company as a demonstrator operated the 1929 Ford 5-AT -5-CS, NC-414H until 1932 including many flights on twin floats. She passed through many owners for the next seventy years including Pan American Airways, Cia Mexicana de Aviacion, Northwest Agricultural Aviation Corporation, American Airlines, etc as well as a number of individual owners. Charles LeMaster, Ottawa, Kansas owned her for a time where she was known as the "The Kansas Clipper." She carried American Airlines colors when she was exhibited at the New York World's Fair, wore a large TWA logo on her side when she crossed the country on the 25th Anniversary of the Civil Aeronautics Act in 1963. On this flight TWA Captain Lee Flanagin and TWA Hostess Thelma Jean
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Hiatt were honorary crewmembers for the transcontinental flight. John Louck the pilot owner and Flanagin agreed that a few test flights would be best prior to departure. So on a brief test hop from Burbank to Los Angeles International the LAX air traffic control became impatient with their slow approach. Do you have omni? ' inquired LAX. Negative, " Flanagin replied. "
"Do you have a directional finder?" "Negative. " N-414, what are you using for navigation? ' "
Just a compass, " Flanagin advised.
"A compass? How are you going to find LAX? " "Well," Flanagin growled, "before you started all those questions, we were gonna follow Sepulveda Boulevard right into the airport". N-414H crossed the country again in 1985. This time Scenic Airlines joined the United States Travel and Tourism in Frankfort, Germany and TWA to film a flight based on the 1929 TAT airrail route. The flight followed the old TAT route ending at Kennedy Airport New York. TW A Vice President Ron Reynolds flew the Ford from Lancaster, Pennsylvania to Kennedy. The Ford that I really wanted to see was the 1929 Ford 5-AT-34, NC9651 that Kermit Weeks and Jack McCloy, Fantasy of Flight had entered. NC-9651 first flew 3-22-29 and was delivered to TAT on 5-16-29. Cost $40,486.69. She soon joined the Stearman J-5 etc and sister Fords flying the proving flights in and out of the Lindbergh approved airports that would lead to the opening of the "48 hours coast to coast" flights that Transcontinental Air Transport would soon inaugurate. In 1996 I spent some time with Lester Munger, one of my favorite pilots, when we did an interview. (TARPA November 1998). I also had access to some of his logbooks. In 1928 he was flying Ford 4-AT's on routes that pretty much took him from Dearborn to Buffalo, Chicago etc for Ford. Les was one of the original 33 TAT pilots. February 21,1929 shows him delivering a Stearman NC641 o from Detroit. He spent the rest of that February flying the Stearman between Amarillo, Waynoka, Clovis, Albuquerque, Williams, Gallup, Winslow, Kingman, and Grand Central Terminal. Les flew that same Stearman through March, April and May 1929. Then in June 1929 he was flying a Ford 5- AT -7 NC-9644 back and forth between Clovis and Winslow. On June 27 he flew 5 AT-34 NC9651 from Clovis to Detroit by way of Wichita and St. Louis taking three days to do it. Then on July 11 1929 he brought NC9651 out of Detroit back to Clovis. It too] him 13hours and 25 minutes but he did it all on the 11th. He then flew 9651 on the 13th to Winslow. Now this creates a puzzle. We know that NC-9651 flew a part of the inaugural flights. She was the 2nd Eastbound out of Los Angeles to Clovis, "City of Philadelphia", on 7-829 with Stephen R. Shore and Wesley Phillipi as pilots. Why did Les take NC9651 to Detroit on 6-27-29 and he probably stayed there until 8-11-29 (there were no entries in his logbook until the 11 th) when he
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flew NC9651 back to Clovis. Does anyone know how the plane came back to Los Angeles to be a part of the first day flight, who might have flown her and why did she go back to Detroit for Les to bring her back? Anyone that has the answer or even a theory please contact me. During the rest of July as well as August Les seems to have flown entirely from Clovis to Winslow, an overnight in Winslow and back to Clovis. Many of those flights were on NC9651. On September 4th 1929 we lost AT 5 NC-9649 "City of San Francisco" on Mt. Taylor near Gallup N.M. and the whole airline shut down and took part in the search for the downed airplane. Les was right there searching with 9651. The wreckage was located on September the 7th and on September the 13th Les flew NC9651 from Clovis to Albuquerque and on the 14th NC9651 to Los Angeles. He apparently left NC9651 in Los Angeles and we find him back in Clovis on the 20th flying his regular schedule. He continued his Clovis-Winslow schedule through March 1930 often flying NC9651. He flew NC9651 for the last time on March 22, 25, and 28 on the regular route Clovis-Winslow. At that time Les left TAT and went with SAFE (Southwest Air Fast Express). NC-9651 went through various modifications through the next several years including the: installation of high-speed equipment; a mail compartment installed and then having it changed to a wing mail compartment. Windshield, dome release etc. I don't know who flew her or where she flew during these years but I must assume that she soon had the chance to fly system wide as the airline moved toward that goal in 1930 and the train service was eliminated. In February 1935 her instruments were removed and on January 8, 1936 NC-9651 was sold by TWA to R.C.A. Mfg. Co. for $5500.00 cash. She was issued NX experimental license NX-9651 and according to author Wm. T. Larsen she flew extensive tests with then secret projects involving TV transmitters and drone control, the first airborne Radio (FM) Altimeter, and the first plane to carry an Omni-Directional Radio beacon Receiver. Early 1941 she was sold to Aircraft Exporting Corp. and in April 1941 Star Airlines Anchorage Alaska acquired NC-9651. In August 1943 the left engine quit on take-off at Fairbanks, she ground looped and stood on her nose. She was dismantled and stored in crates. She was sold by Alaska Airlines on April 18, 1952 and sold again July 21, 1953 when she was brought back down the Alcan Highway on a flatbed truck. N-9651 was back in the air by 1956 flying aerial control flights near Middletown, New York when the left engine became rough, shook free and fell off. The pilot regained control and continued to Middletown where they landed safely. N-9651 has had a number of owners since that accident and has led quite a glamorous life into her retirement. Irving B. and Janice Perlitch purchased her in 1969 and had her on display at their facility at Morgan Hill, Calif. since 1971. She has been filmed for two feature films `The Fortune " starring Jack Nicholson and Warren Beatty and in 1984 she was seen in " Indiana Jones and the Temple of Doom" with Harrison Ford. It was also used in a documentary on disasters with Glen Ford as narrator. In the film on the Ford Tri-motor Tennessee Ernie Ford is interviewed in front of N-9651 shortly before his death.
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Wm. T. Larsen in his book The Ford Tri-Motor has several pictures of N-9651 with several TAT / TW A references. A memorable flight in January 1970 pictures Mr. Larsen with Larry Fritz, Mr. and Mrs. Perlitch and John Guglielmetti. Both Fritz and Guglielmetti flew Fords for Maddux and both took turns at the controls of N-9651 on the flight. Other pictures show her painted in different TAT/TWA lettering. Mr. Perlitch had this plane for sale for $1,250,000 in 1978. I know that he was still the registered owner 6-92. I have not had time to research the following disposition of the plane nor the time or arrangement that present owner Kermit Weeks took for his museum. Woe is me! Alas, not one of the three tri-motors made it to Kansas City on the tour. No did Dick Pingrey in his Robin J-1. I am told that my favorite NC-9651 was to be flown by Kermit Weeks and Jack McCloy, Fantasy of Flight, Polk City, Florida. They never made it to the starting point. NC-Io77 bowed out early and N C-414 H got stuck in the mud. She did blast herself out but was so late and so far from the pack that she overflew Kansas City and went on to Wichita where the tour would spend the night. I was also told that Dick's plane came to an untimely end in the race when he had to drop out over Nebraska, where he hangered the Robin and went back to Washington. *Ona informs us the the OCTA 's It's purpose is to identify, preserve, interpret etc trail remains, graves, and associated historic trail sites along the overland western historic trails. Dick Pingrey, the current president, is a retired Northwest Captain. I think he also flew for PanAm. Editor
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ORD ATC For those who may not know, ORD is the airport code for Chicago's O'Hare field. It's a busy place, and home to some of the finest air traffic controllers in the world. These top 40 real transmissions were collected by, and are reprinted with the permission of, John Carr of NATCA at the old O 'Hare TRACON. Many thanks! "Expect lower at the end of this transmission." Citation 123, if you quit calling me center, I 'll quit calling you twin Cessna. "
"
"About three miles ahead you've got traffic 12 o'clock, five miles." "If you hear me, traffic no longer a factor." "You got him on TCAS? Great. When you're seven in trail, resume normal speed and call Chicago Center on 120.12. " "I am way too busy for anybody to cancel on me." "
You got any more smart remarks, we can be doing this over South Bend ... go ahead. "
"
" You 're gonna have to key the mike. I can 't see you when you nod your head.
"
' ' " It' s too late for Louisville. We re going back to O Hare.
"
Put your compass on ` E ' and get out of my airspace.
"
Don't anybody maintain anything.
"
"Caution wake turbulence you're following a heavy 12 o'clock, three ... no, let's make it five miles." "Climb like you're life depends on it ... because it does." "If you want more room Captain, push your seat back." "For radar identification throw your jumpseat rider out the window." "Air Force one, I told you to expedite." "Listen up gentlemen, or something's gonna happen that none of us wants to see. Besides that, you're (tickin') me off!" "Leave five on the glide, have a nice ride, tower inside, twenty-six nine .... see ya!" "Japan Air Ten Heavy, how `bout a radio check?" (Response - " Rogah, switching!") "Approach, how far from the airport are we in minutes?" "N923, the faster you go, the quicker you'll get here." "
American Two-Twenty, Eneey, meeny, miney, moe, how do you hear my radio? "
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"Air Wisconsin Three-Thirty-Five, caution wake turbulence, there is an Air Wisconsin ThreeForty-Five on the frequency. " "I don't mind altitude separation as long as they're not on top of each other." " We were told Rwy 9...we'll take out the 14R approach plate." "Captain you got sixty miles to take it out...have a ball." "The traffic at nine o'clock's gonna do a little Linda Ronstadt on you." "Linda Ronstadt? What's that?" "
Well, sir, they ' re gonna ` Blue Bayou ' . "
"I can see the country club down below...look's like a lot of controllers out there!" "Yes, sir, there is...and they're caddying for DC-10 drivers like you." "
No7K you look like you're established on the localizer and I don't know the names of any of the fixes, you're cleared for the ILS approach. Call the tower." "MidEx 726, sorry about that, Center thought you were a Midway arrival. Just sit back, relax and pass out some more cookies...we'll get you to Milwaukee." "Approach, what's our sequence? " "Calling for the sequence I missed your callsign, but if I find out what it is, you're last." "Sure you can have eight miles behind the heavy...there'll be a United tri jet between you and him." "
Approach, SWA436, you want us to turn right to 090?
"
"No, I want your brother to turn. Just do it and don't argue." "
Approach UAL525 what' s this aircraft doing at my altitude? "
"UAL525, what makes you think it ' s YOUR altitude, Captain?" "DAL1176, say speed." "
DAL1176, we slowed it down to two-twenty. "
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Y
THE DAY WE
ARE PROPERLY READ
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PLANE TALK
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PLANE TALK
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PLANE TALK
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TWA ART Recently, we received an inquiry from a former long time TWA employee turned aviation artist. His name is Ron Sandberg and he has been painting pictures of TWA aircraft for almost fifteen years. Ron is well known in Southern California where his artwork is in great demand. He wanted to know if there might be some interest among TARPA Members and a market for his lithographs and original oil paintings. Ron has sent some samples that we include for your perusal. The most prominent painting that he has sent is his rendition of the magnificent 1049G Super Constellation over the Gateway Arch in St. Louis. Save-A-Connie members flew it during TARPA Convention 1994. Ron was there and witnessed that memorable event. The occasion moved him to recreate the scene on canvas.
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Lithographs of that original in a large format are numbered and signed. They are 27x28 inches and are available for $75.00 plus $10.00 shipping and handling. We regret that we are unable to display Ron's work in color, but limitations of production prevent it. We do think that we have reproduced them in a manner suitable for your consideration. Other lithographs by Ron Sandberg are available also. Such as full color 24x36 lithos of TWA aircraft from original oil painting as shown here. One includes aircraft from the Ford 5AT of 1930 through the 1049G of 1960, the other includes TWA aircraft in service from 196o through 1990. Signed and numbered lithographs of these are available at a price of just $50.00 each plus $10.00 shipping and handling. Ron has produced many original oil paintings for sale as custom orders. Naturally, these original are somewhat more expensive. These paintings have been most popular on black backgrounds as shown. For information on any of these items, contact him at: twaart@aol.com or Ron Sandberg 22212 Susana Ave., Torrance, Ca 90505, 310-540-0644
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