2004.07.TARPA_TOPICS

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TWA Douglas DC-2, NC13784, at San Francisco in June 1939 - still proudly carrying the name "The Lindberg Line".


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

DEPARTMENTS:

CONVENTION 2004

7

PRESIDENT ' S MESSAGE

3

Charles Wilder BACK TO KANSAS CITY by Lou Burns

21 EDITOR'S NOTE

PILOT DEMAND TO GROW 26 by Bill Dixon

John P. Gratz SECRETARY/TREASURER

SAD ENDING FOR L-1011

27

HISTORIAN by Felix Usis

37

HEREFORD STORY by Earl Jinnette

39

FLOWN WEST

37

GRAPEVINE

55

FOUR ENGINE AIRCRAFT 40 by Felix Usis 54

HARGIS LETTER

56

FIESTA DE HORROR by Charles Davis

61

ONE IN A MILLION by Mike Larkin

68

RICHWINE LETTER

98

EGYPT by Bill Dixon

101

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

5

Rufus Mosely

Gene Richards

SIXTY YEARS AGO by Editor

4

Front & Back Covers: Dan McIntyre 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 3 6 ) 53 2- 8 3 1 7 jpgratz@charter.net David R. Gratz 1034 Carroll 1 2 St. Louis, MO 63104 (3 4) 4 1 -9353 drgratz@swbell.net Gene Richards 284oB 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)938-3492 jbybee4@comcast.net Jack Irwin 2466 White Stable Road Town and Country, MO 63131 (3 1 4) 43 2 -3 2 72 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 08 527-40 57 cwilder@optonline.net Guy A. Fortier Incline Village, NV 8 945 0 guy4ta@msn.com

122 Wild Dunes Way (732) 833-2205 Box 6065 (775) 831-3040

H.O. Van Zandt 1810 Lindbergh Lane Daytona Beach, FL 32128 (386) 767-6607 hopvz@compuserve.com Rufus Mosely Box 1871 1 2 1 Foley, AL 36536-1871 ( 5 ) 955- 080 rufus767@gulftel.com Robert C. Sherman 1201 Phelps Ave. San Jose, CA 95117 (408) 2 4 6 -7754 rcsherm@comcast.net Rockney Dollarhide # 1 Riverside Farm Dr. Crescent, MO 63025 (636) 938-4727 rdollar@tetranet.net William Kientz 14981 Chateau Village 01 1 Chesterfield, MO 63 7-770 (6 3 6 ) 39 1 -5454 wkientz@aol.com Jack Irwin 2466 White Stable Rd. Town and Country, MO 63131 (3 14) 43 2 -3 27 2 jack@smilinjack.com Robert W. Dedman 3728 Lynfield Drive Virginia Beach, VA 2 3452 (757) 463-2032 rwded@earthlink.net John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 6 3 01 7-5500 ( 63 6 ) 53 2 - 8 3 17 jpgratz@charter.net

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PRESIDENT 'S MESSAGE CRUISE FROM NEW ORLEANS

The cruise is taking "ship shape." At the time of the last report I received, there were only 8 cabins left. At this early date, we have more reservations than the total on the last cruise. Packets should be going out to each of those with reservations in the near future. Vicki has done a great job arranging everything, including the hotel Chateau LeMoyne in New Orleans. rd I will be arriving in New Orleans on Wednesday, November 3 to make final arrangements for our "hospitality room" on the night prior to sailing. Due to lack of space, it will not be as convenient as on regular conventions, but pilots have a way of making do.

Katie Buchanan will be there to assist with our "hospitality" arrangements for the entire trip; so, I am certain all will go well. Another person who has been outstanding in the bookwork with the cruise is Ed Madigan. He volunteered to help in any way, so we put him to work. With his computer expertise, especially with Excel, he has everything in tiptop shape. Other things are happening with TARPA as well. Jeff Hill has arranged to put all prior TARPA TOPICS on CD. The total cost will be approximately $5,000, so we will need to sell a few hundred to break even. The response from those who know of the project has been positive. Final arrangements have not been completed yet. Also, the TARPA Address List on the web is in final testing. It should be available in the very near future —possibly prior to the publication of this issue of TARPA TOPICS. We have a few new members of TARPA and we need more. Encourage your non-TARPA friends to join! Don't forget; only a few cabins remain for the cruise. Get your applications in soon!

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EDITOR ' S NOTE Please take careful notice of the sign-up pages describing the seven day 2004 TARPA Convention Cruise on the Sovereign of the Seas from New Orleans, Louisiana with ports of call in the Western Caribbean. As this is written our cabins have almost all been taken. As you read this, perhaps even fewer may be available so, to avoid missing the boat, sign-up now using the pages in this issue or, if you prefer, download these same pages at www.tarpa.com. In this July issue we have included several short pieces from regular contributor, Bill Dixon, an article from frequent contributor, Charles Davis, and a posthumous letter by Gordon Hargis, which was sent by his son. Another poem from Mike Larkin graces these pages, and some more advice from Historian Felix Usis is also included. Lou Burns has offered an interesting photo essay of his nostalgic return to Kansas City. Jeff Hill presented an interesting idea to the Editorial Staff of TARPA TOPICS and the TARPA Board of Directors. Everyone supported it. His suggestion was to digitize all issues of TOPICS. That is what EAA and Time Magazine had done with their archives. So, from the first to the most recent, we gathered all available back issues. We believe that we have them all, but its possible that a few are missing since we are not sure when we changed from four to three issues a year. President Wilder is in the process of negotiating a contract with the company that did the job for EAA (the Experimental Aircraft Association.) We have seen a sample of their work and were i mpressed. If the project is affordable and is carried through, you would be able to purchase one CD and access any back issue of TOPICS and even click on the index of articles to read anything published throughout our twenty-two years of existence! In our search for back issues, we contacted former President Dave Richwine. His answer and his letter describing the National Air and Space Museum's new Udvar-Hazy facility at Dulles Airport is in this issue also. While searching our less than perfect paper files in various parts of the domain, we came across what we believe is the very first TARPA communication, a letter from our first ' President, John Ferguson. We were surprised to see that the letter from 1979, TARPA s first year, had the same logo that we use today. Our search also turned up what we believe is the first and second issues of TOPICS. As Dave Richwine described in his letter, Al Clay was the first Editor. What we believe is Al's first opus was not dated. We have included some of those historic pages along with the first Grapevine, edited by Orville Olson. If you have any more information about these early works, especially if you know who designed the TARPA logo, we would like to hear from you.

Photos in this issue of TOPICS courtesy of: Frank Baldwin, Lou Burns, Jeff Hill & Dan McIntyre.

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SECRETARY/TREASURER REPORT

MAY i8, 2004

As of May 18, 2004, the membership is as follows: (R) Retired: (A) Active: (E) Eagles: (H) Honorary: TOTAL:

866 67 592 490 2015

There are also 44 subscribers to Topics, and 21 who receive complimentary copies. We have added 15 new members since the last Topics, they are listed in this issue. Here is the financial report for the first four months of 2004: 1/1/2004: Opening Balance Income Expenses Cash Flow Balance 4/30/04

$45,945 . 34 $47,795.5 1 $21,308.05 $26,487.46 2 $72 ,43 .80

There are still 129 members who have not yet paid their 2004 dues, please check to be sure yours are paid, thanks. Quite a few of you have paid ahead. H. O. Van Zandt and I continue to update the e-mails of all members. Please send your correct rve com as well as to me. e-mail address to: h opvz@compuserve. Please note my address for future correspondence: P.O. Box 1871, Foley, AL 36536-1871, Phone: 2 5 1 955- 1080. E-mail: rufus767@ gulftel.com

Rufus Mosely

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C. RUFUS MOSELY BOX 1871 FOLEY, AL 36536-1871 U.S.A.

MINUTES of the March 10, 2004 TARPA Board meeting. Board members present: Bob Dedman, H. O. Van Zandt, John Gratz, Rufus Mosely, Charles Wilder, Bill Kientz, Guy Fortier, Rockney Dollarhide, Robert Sherman. Absent: Jack Irwin. President Wilder called the meeting to order at 2:23 PM. President ' s Report: The 2004 Convention was covered in detail, by both President Wilder and 1st Vice President Fortier. We have 99 cabins reserved for the 2004 Convention Cruise, cruise insurance will be available on an individual basis, and there will be a hospitality room 3 hours per day while at sea. The hotel Chateau le Moyne, operated by Holiday Inn, will be available on an individual basis for 4 nights prior to the cruise and one night after the cruise. Guy gave a description of the ship, including the various types of cabins. He stressed early registration to ensure cabin choice. There is a $6o registration fee for the convention. A registration form on the TARPA website was suggested. 1st Vice President's Report: See above. 2'' Vice President 's Report: H.O. reported that he has the entire TWA seniority list, from day one of the airline, on his computer, plus all Directory information. Secretary/Treasurer's Report: Rufus covered cash flows for 2003 and the first two months of 2004, passing out copies of these reports. The projection for 2004 is essentially the same as 2003, with a possible extra expense for the Directory. Overdue dues letters will be going out in early April. He has sent the necessary information for the electronic Directory to Webmaster Jack Irwin. Directors Reports: Rocky Dollarhide reviewed the current situation at American Airlines. Bob Dedman reported on the IATAN contract. They have a mail list available for $35/year. He was offered a seat on the Board of Grey Eagles, but declined. -2Topics Editor: John Gratz discussed his plans for getting the next Convention coverage into Topics since it will be in November this year. He is exploring the possibility of a digital format (CD) for Topics, including all back issues. The 2004 Directory will be put on the Website, in a

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private "Members" area. Someone may have to be hired to do this, with some cost involved. He estimates only loo members will order a hard copy. Old Business: The 2005 Convention will be in Philadelphia, in September. Clark Billie or Joe Gallagher will be asked to Chair it. New Business: The 2006 Convention was discussed, and a motion was made by Rufus Mosely and seconded by Rocky Dollarhide to have it in San Francisco, this motion passed. In the insurance area, Medicare Supplements were discussed. Following discussion about RAPA, a motion was made by Rocky Dollarhide and seconded by Bill Kientz to not continue TARPA's membership in RAPA, this motion passed. The TWA Seniors convention will be held in Seattle in July. There being no further business, a motion was made by Bill Kientz and seconded by Guy Fortier to adjourn. This motion passed,and President Wilder adjourned the meeting at 4:20 P.M. Respectfully submitted,

C. Rufus Mosely Secretary/Treasurer

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Eagles Captain Robert S. Hayes was inadvertently left off the recently published Eagles List. The TARPA Board of Directors and the staff of TOPICS deeply regret the omission.

New Members Jerry Richards (Alice) 2290 Co. Rd. KK Smithville, MO 64089 a4cskyhawks@aol.com

Quinten Meland (Shirley) 7164 Glen Haven Road Soquel, CA 95073 qrmelandins@aol.com

John Stark (Anna) 454 Lake of Woods Dr. Venice, FL 34 2 93

John Eddy (Janet) 695 Adobe Dr. Danville, CA 945 26 jeddy3@comcast.net

John Gipple (Sally) 02 Parkway Drive 34 Medford, OR 975 0 4 oregipples@earthlink.net

Art Melnick (Gail) 171 Red Hawk Road Novato, CA 94949 art@almtek.com

Roger David(Valarie Pitts) 679 Middle Rd. Dresden, ME 0434 2 rogerdavid@earthlink.net

Glenn Stieneke (Cynthia) Box 64610 Tacoma, WA 98464 gstieneke@compuserve.co

John Sprang (Janet) 35 Winterset Drive Trenton, NJ 08690 jjsprang@optonline.net

E.E. " Bud " Wolfe (Helen) 8724 E. Weldon Av. Scottsdale, AZ 85251 hlwolfe@cox.net

Gary Chrisman 312 Ashley Av. Brielle, NJ 08730

Donald Miller (Carol) 371 Wilma Cir. #6 Riviera Beach, FL 33404 Dwmiller59@access4less.net

Scott Seaman (Marjory) 6479 Mill Ct. Morrow, GA 30260 sseaman64@aol.com Cliff Waeschle (Cecelia) 25378 Malibu Road Malibu, CA 90265 cwaeschle@earthlink.net Russ Faller (Ellen) 2143 Springwater Ln. Port Orange, FL 32128 russtwa@optonline.net Tom B. Wilson (Sandra) 1831 Albans Houston, TX 77005 tbwjr@msn.com

Stephen Lukefahr (Jerie) 14821 Grantley Dr. Chesterfield, MO 63017 Greg Pochapsky (Joyce) 179 Hastings Way St. Charles, MO 63301 pochapsky@peoplepc.com Gerry Costa (Helga) 34 Crestwood Trail Sparta, NJ 07871 Howard Chittenden 2636 Jefferson Paducah, KY 42001 Bill Eddleman (Ronda) 2205 Hillsbury Road Westlake Vlg., CA 91361 PAGE 8 ... TARPA TOPICS

Rich Bullock (Linda) 612o N. Cleveland Av. Gladstone, MO 64119 Capt767tw@aol.com Doug Oxford (Juanita) 10 N. Saddle Dr. 43 Beverly Hills, FL 344 6 5 dougoxford@cs.com RandyRichardson(Suzanne 3864 Castle Butte Dr. Castle Rock, CO 80109 cs.com r 44 s 44@ Gerry Sokolik (Sandy) 1 54 9 S. Arthur Spokane, WA 99223 ssokolik@comcast.net


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.com Chateau LaMoyne New Orleans

Room Reservations must be made by October 4, 2004. PAGE 9 ... TARPA TOPICS


TARPA

2004

New Orleans - Western Caribbean Cruise Schedule of Events OPTIONAL PRE-CRUISE ACCOMMODATIONS THURSDAY, NOVEMBER 4 &/OR FRIDAYS NOVEMBER 5 Early Arrival in New Orleans Hotel Accommodations at Hotel Chateau LeMoyne 1800 Early Bird Hospitality – Hotel New Orleans 1600 Open for dinner and New Orleans entertainment Evening

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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, 2003 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, 200.

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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Photo Essay of My Nostalgic Visit Back to Kansas City by Lou Burns For the past couple of years I've thought, off and on, that it would be nice to go back and see what Kansas City looked like these days. Forty years ago it seemed like I was spending half my life there. This past March I finally decided to do it. Now AA has lots of faults, but the ease of non-rev travel is certainly not one of them. I was able to get on the priority list before leaving home, and print out my boarding pass. Pretty cool really. The flight from PVD to ORD was routine and on time, but there was a slight mechanical out of ORD. I can't remember for sure when the last time I was in Kansas City, but as nearly as I can put it, it must have been in early or middle of the `70's . One of my first impressions, on the approach, was how built up the area around MCI has become. Last time I did any training out of there it was WAY out in the boonies. Now there are housing developments all around. I realized that this was the first time I had ever used the terminal at MCI, so that's some idea on how long it has been. The road from MCI to downtown is now an interstate, and business establishments crowd both sides of the road all the way in to town. I'd made reservations at the Phillips. This hotel has been completely restored in the last few years, and the lobby and rooms were a long way from the last visit. I'd been looking forward to a meal at the Italian Gardens, but, after 75 years, it had finally closed its doors at the end of January.So that night I went to the Hereford House, and had a Kansas City strip "the steak that made Kansas City, and Herefords, famous." Now when I left home I had the latest NOAA weather forecast with me, and it was showing sunny ;a nd mild for the next several days. But guess what, Monday morning it was pouring. So I decided to visit the AIRLINE HISTORY MUSEUM out at MKC. It is open 7 days a week, telephone number is S16-421-3401, and it is well worth the visit. They have tour guides who give a great and informative tour. How many of you remember the :teletype machines.

And I'm sure that those that flew the Atlantic on the 707's will remember the Gibson girls. There are several room of displays, all from the piston days. Lots of great stuff on navigation, PAGE 21 ... TARPA TOPICS


including a Doppler unit. Here are some shots from some of the rooms.

Wall Mural of Connie

In the hangar is the Connie, and VanWormer and Foe Geldersma were part of the team giving her the annual. There is also a Martin 404 there. They are also restoring an original DC-3, which was ship number 386 when it worked for TWA. PAGE 22 ... TARPA TOPICS


Anyway, if you have the time, I would highly recommend this tour. The people are great and the nostalgia value is rare.

Tuesday and the weather guessers still had it wrong. Fortunately it was no longer raining, but it was still overcast and quite cool. Downtown Kansas City sure has changed, but there are a lot of things that most would recognize. The corner that had the Dixon Hotel and the Pioneer Grill now houses a huge, glass Bank of America building. The buildings that were across the street from the New Yorker have been torn down and replaced by Kansas City Center. The building that once housed the Hotel New Yorker still exists. I started my tour down at 1307 Baltimore. The building still exists, and apparently has been unoccupied since the training center left, as TWA logo's still adorn the doors. The building itself looks much as it did the last time that I was there. The President Hotel is still standing, but is abandoned and boarded up.

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taking pictures, a guy pulled up. Turns out his uncle was Soakie, and he remembered well the days when lunch hour was filled with training center students.

I wandered around other parts of town that had a TW history. The apartment building at 910 Penn still exists, but now it looks like something that the Soviets built. The surrounding neighborhood is quite nice, and matter of fact, much of Kansas City is quite nice, with some beautiful old brick buildings. Guess I had other things on my mind but architecture in those days.

Then I decided to go down to MKC again. I guess most of us did our interviews at 10 Richards Road. It is now Executive Beechcraft.

Here is a hazy view of the Kansas City skyline from the airport.

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elevator is gone.

Then went out to the Country Club Plaza. Any of you remember the Casa Loma? It was the apartment building where they locked up the cabin attendant trainees, and where Lee Warren and I shared an apartment during initial training. Found a great Irish pub down in the Plaza, O'Dowd's Little Dublin. 13 beers on tap, and 10 different Irish whiskies. Dinner that night at another KC institution, Arthur Bryant ' s BBQ. It was great. Of course it was snowing up in Chicago and on the east coast as I tried to get home. Lot's of delays, but made it ok.

Right, Frank Baldwin having fun in a clipped wing Cub as he begins a loop over the Troy Airpark, Troy, Missouri last December.

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PILOT DEMAND TO GROW by Bill Dixon In March 1956, I wrote an article published in the Kansas City STAR and HONEYWELL Magazine regarding an increasing commercial pilot shortage, which is starting to loom again, almost five decades later. Grandparents, you might wish to tell your grandchildren to keep a pilot career in mind. I certainly enjoyed every minute of mine, and am sorry the FAA requires airline pilots to retire at age 6o, which really is when they are at the tip of their skills. The pilot situation will become even more critical as the military, particularly the Air Force, is putting its stress today on pilotless drones and missiles. Obviously the services won't require as many pilots, men and women, so they aren't training as many, plus many of these pilots are opting to stay in the military instead of entering civilian flying. The airline business practically has run passenger trains out of business, as well as long haul buses. Airline passenger loads continue to grow, as there is nothing to really compete with the airlines on a large scale, domestically or internationally. Airline aircraft require two pilots, many of which today are women. At the same time, the airway and approach procedures, especially around the major airports —like O'Hare at Chicago (busiest in the nation) — run into weather and extra heavy air traffic delays during certain times of the day in spite of up-to-date approach procedures. San Francisco is one of the worst when it comes to weather delays. I remember experiencing them back in my airline flying days. In-air delays use up pilot hours, which usually are topped at not over 85 hours per months, which adds up to the need for more pilots. Where military trained pilots formerly was the main source for airlines, today it is the private flying schools. This of course, takes money, versus the free training offered by the military and Coast Guard. Airline flying in my mind is a great career. It was for me. Today. The majority of airline copilot hiring requirements vary from 21 to 30 years of age, good physical condition, a college degree, and at least 500 hours of pilot time. A stiff aptitude test is usually part of the pre-employment examination, and student copilot training is following by a closely supervised year of probation. Airline pilot pay ranks high. In the current downturn in the economy, there are over a thousand airline pilots on furlough, but that will evaporate fast as the economy improves and with retirements taking effect. Preparing to become an airline pilot is a good investment.

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Sad Ending for Lockheed L1011 - N14016 Saturday, April 26, 2003. Stripped of anything that might be useful to the rapidly aging fleet, the hulk of the 1974 vintage Lockheed L1011 is hauled away from the fence for its final encounter with destiny. Note that the #3 engine is counted among the doomed hardware, along with landing gear, flight control surfaces, windshields, flight control PCUs, and a bunch of wiring, interior components, and ECS ducting.

The first bite always tastes the best.

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To make the turn to the salvage zone, the aircraft is hauled around tight enough to make the left hand main landing gear truck scrub and hop over the ramp. Once positioned in the salvage area, the tire valve stems are pulled to flatten the tires and decrease airplane movement during the salvage operation.

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The CAT bites into enough structure that the hydraulics stall out. The combination of heavier spar structure and engine pylon attachments proved too heavy for the CAT to crunch from this angle. In addition, the operator was trying to drop the engine 'gently' to minimize the danger posed by heavy objects falling.

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The CAT operator systematically chewed up the wing from the tip. What is nearly impossible to show in still photos is how much the airplane is being tossed around as the CAT crunches on the wing. The vertical fin was swaying back and forth 20 feet. Also difficult to describe is the sound. Its not at all like a large beer can. Its much more brittle. Its more like an old cedar fence crunching when your buddies tackle you into it during the annual Thanksgiving touch football game in the back yard, with a bit of a metalic clang as the parts drop to the ramp. The CAT operator manipulated the jaws to chew up the structure into relatively small pieces, maybe 5 feet long max.

Approaching from a different angle, the operator finally drops the pylon.

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Time for lunch. The crew awaits a dump truck to take the loads of scrap wing pieces. With the silence of noon break settling over the field, we have a chance to look around. The fractured aluminum pieces flew all over. During the demolition, we could see stringers flying 50 feet in the air over the airplane. Laying at our feet is a spar web pad over half an inch thick and three inches square. When it fractured, it must have flown and bounced here. I didn't hear them coming, but I am sure glad it missed me.

While in service, a structural repair mistake of .030 inches could result in hours and hours of engineering and shop time to make sure that there would be no impact to service life and safety. It all seems a little surreal now.

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Lifting the dead engine, the CAT is on the edge of tipping forward. The operator placed it on a flat bed truck, strapped it down, and drove away. Notice the yellow door spreader tool left in place during removal of the #2 (tail mounted) engine. The shop assured soon. me they would he able to retrieve the tool

LH shown. RH oposite.


The operator had apparently been briefed on the structure of airplanes, or he had done this stuff before. Here he is making room in the side of body to remove the wing center section structure.

The noise is like an hour-long crash - without the sirens.


With the left hand side of the wing center section removed, the operator repositions the CAT to take out the right-hand side. Notice he intentionally left some stringers in the crown intact, as well as the keel beam. Most of the center section beams are wiped out.

A few well placed snips of the CAT jaws and the L1011 falls. Did he intend for the nose to roll away from him, or was he just lucky? The fall of the tail section was actually a bit anti-climactic, as it just settled straight down with a thud.


Tearing away wire bundles in the crown. The interior pieces were crunched and mixed with all the aluminum structure. The aft fuselage is still supported on the main langine gear. Later in the afternoon they are torn away and thrown into a dumpster in one piece.

The CAT is tearing away at the innards of the forward fuselage like a hyena on a widebeast carcass. Notice the light between the fuselage and the ramp. The difference in weight is striking as the smaller sized CAT lifts and thumps the forward fuselage with impunity. The hollow tube echoed with very loud and deep 'booms, especially as the nose gear banged sideways against the ramp. By Monday morning, April 28, 2003, there was not a trace of the L1011 left, except the huge dark black marks left by the flattened tires as they were dragged back and forth across the ramp.


TWA AND ITS PREDECESSOR'S AIRCRAFT HULL LOSSES "The good old days weren't always so good and tomorrow ain't as had as it seems"—Billy Joel The World Directory of Airline Crashes lists nearly 11,000 airline accidents (hull losses) worldwide from the early 1900s through 1995. It is hard to believe the number of accidents, especially in the "piston era". It is no surprise that "flying is very dangerous" was a common belief during most of the 20th century. When we look at TWA's record, we certainly have nothing to be ashamed of, especially in the jet age. Although we had 22 jet hull losses 2 were indeed repaired and not lost, 2 were training flights, 4 were destroyed on the ground by fire or bombs and one was bombed in flight. Of the 14 "operational accidents", only 6 involved fatalities, which totaled 468. Of these, 230 (nearly half) were lost on Fit. 800. In more than 40 years of flying jets — hundreds of thousands of flights and billions of passenger miles, we can be very proud of our safety record! If you're interested in old accident reports, check out the NTSB's web site at: www.ntsb.gov. If you'd like the World Directory of Airliner Crashes by Terry Denham, write to Patrick Stephens Ltd., Haynes Publishing, Sparkford, Nr Yeovil, Somerset BA22 7JJ, UK. - Compiled by Jeff Hill. Sr. dd.mm.yr A/C TYPE 08.12.26 10.12.27 29.03.29 21.04.29 07.05.29 02.06.29 05.06.29 03.09.29 26.12.29 06.01.30 21.01.30 23.02.30 24.02.30 10.08.30 22.12.30 26.01.31 27.01.31 31.03.31 19.08.31 19.12.31 14.12.32 10.01.33 10.02.33 28.07.33 29.08.33 10.11.33 11.12.33 11.12.33 31.01.34 15.11.34 26.01.35 31.01.35 06.05.35 03.08.35 07.04.36 31.05.36 25.03.37

OP. CAUSE

Douglas M-2 WA Douglas M-2 WA Atlantic F.VII ST Ford 5-AT-B MA mid air Stearman C3B WA Fokker F-10A WA dest. in storm S-38A WA Ford 5-AT-B TA crash/Tstorm FokkerF-10 WA Stearman C3B WA Boeing 95 WA Fokker F-10A WA Boeing 95 WA Stearman C3B WA Fokker F-10A WA Fokker F-10A WA Ford 5-AT-B T& T& Knute Rockne d. Fokker F-10A Ford 5-AT-B T& landing Ford 4-AT-E T& T.O. Ford 5-AT-B T& landing Northrop Alpha 4 T& T.O. Ford 5-AT-B T& in fit. fire L-9A Orion T& T.O. Ford 5-AT-B T& crash/Tstorm Northrop Delta 1A T& in fit. fire Northrop Alpha T& crash/storm Northrop Alpha T& crash/storm L-Vega T& Northrop Alpha T& landing Con. Fleetster 20A T& crash/icing Northrop Alpha T& in fit. fire DC-2-112 T& landing DC-2-112 T& DC-2-112 T& DC-2-172 T& DC-2-112 T& crash/icing

LOCATION

Fatals.

Salt Lake City Denver Beaumont, CA San Diego 5+1 Denver Wichita Avalon, CA Mt. Taylor, NM 8 Oakland Denver Cedar City, UT Lk. Arrowhead, CA St. George, UT Denver Alhambra, CA Alhambra, CA Harrisburg, PA Bazaar, KS 7 Pittsburgh Oklahoma City 1 Amarillo 2 Pittsburgh Bakersfield, CA 0 Kansas City 1 Quay, NM 5 Moriarty, NM 0 Roaring Spg, PA 0 Portage, PA 0 St. James, MO Newhall, CA 0 Pittsburgh 1 Glendale, CA 0 Macon, MO 4 Albuquerque Uniontown. PA 13 Chicago Clifton, PA 13

01.03.38 11.08.38 03.04.40 23.01.41 17.01.42 04.11.42 17.11.42 15.01.43 04.11.44 29.03.46 01.12.44 02.07.46 11.07.46 12.10.46 26.12.46 11.05.47 18.11.47 28.09.48 25.11.48 31.08.50 12.01.55 19.02.56 01.04.56 30.06.56 15.11.56 26.06.59 24.11.59 29.02.60 16.12.60 01.09.61 22.11.64 13.09.65 04.12.65 26.01.66 09.03.67 06.11.67 20.11.67 27.12.68 26.07.69 22.04.70 13.09.70 30.11.70 08.03.72 14.09.72 23.07.73 16.01.74 19.04.74 08.09.74 01.12.74 22.12.75 30.11.80 27.08.88 30.07.92 17.07.96

DC-2-112 Ford 5-AT-C DC-2-112 DC-3 DC-3 DC-3 Boeing C-73 Douglas C-54 DC-3 L-049 DC-3 DC-3 L-049 L-049 L-049 L-049 L-049 DC-4 L-049 L-749A Martin 202A Martin 404 Martin 404 L-1049 Martin 404 L-1649A L-1049H L-1049G L-1049 L-049 B-707-331 CV-880 B-707 L-1049G DC-9-15 B-707-131 CV-880 DC-9-15 B-707-331C B-707-131 B707-331B B-707-373C B-707-331 B-707-331C FH.227B B-707-131B L-1011 B-707-331B B-727-231 B-707-331B B-7087-131B B-727-31 L-1011 B-747

T& T& T& T& T& T& T& T& T& T& T& T& T& T& T& T& T& T& T& TW TW TW TW TW TW TW TW TW TW TW TW TW TW TW TW TW TW OZ TW TW TW TW TW TW OZ TW TW TW TW TW TW TW TW TW

found 12.06.38 Wawona, CA 9 dest. on ground Mankato, MN 0 landing Pittsburgh 0 landing St Louis 2 Carole Lombard d.Las Vegas 20 mid air/C-53 Kansas City 0 landing Allegheny Cit, PA 0 Paramaribo, Surinam crash/Tstorm Hartford, CA 24 Washington, DC 0 landing Van Nuys, CA 8 Chicago, IL 0 in fit. fire Reading, PA 5 landing Newcastle, PA 0 landing Shannon, Ireland 13 off Cape May, NJ approach Newcastle, DE 5 fire New York (LGA) 0 landing Los Angeles 0 Wadi Natrun, Egypt55 in fit. fire mid air/DC-3 Covington, KY 10+2 crash into mtn. Albuquerque 16 T.O. Pittsburgh 22 mid air/DC-7 Grand Canyon, AZ 58+70 landing Las Vegas 0 lightning Milan, Italy 68 approach Chicago gear collapse Chicago 0 mid air /DC-8 New York 44+84 T.O.(ORD) Hinsdale, IL 78 T.O. abort Rome, Italy 50 landing Kansas City 0 mid air / L-1049 No. Salem. NY 0+4 under tow New York 0 mid air/Beech Urbana, OH 25+1 T.O./abort Covington. KY 1 approach Covington, KY 70 T.O./abort Sioux City, IA 0 approach Pomona, NJ 5 grnd. fire Indianapolis 0 bomb on grnd. El Khana, Jordan 0 grnd. ccol/C-97 Tel Aviv, Israel 0+2 bomb on grnd. Las Vegas 0 landing San Francisco 0 appr/Tstorm St. Louis 38 landing Los Angeles 0 fire on grnd. Boston 0 bomb in fit. Off Corfu, Greece 88 app. To IAD Mt. Weather, DC 92 landing Milan, Italy 0 landing San Francisco 0 landing Chicago 0 T.O./abort New York (JFK) 0 explosion Off Long Island 230

Notes: WA= Western Air Express ST= Standard MA= Maddux TA= Transcontinental Air Transport T&= Transcontinental and Western OZ= Ozark and TW= Trans World. A "hull loss" is only whatever the company is willing to "write off", in other words, a depreciated airframe with repairable damage maybe written off as a hull loss. Where data on cause or number of fatalities (Fatals.) is missing, it was unavailable.

PAGE 36 ... TARPA TOPICS


Historian by Felix Usis The dictionary definition states "Historian. Noun. Abbreviation. Hist. 1. A writer or student of history. 2. A person who makes a record of proceedings: i.e. the historian of an organization [Old " French historien, from Latin historia, HISTORY.] As the TARPA Historian, I am asked to write and relay stories about the formation, organization, operation, people, and, yes, even the demise of Western Air Express, Transcontinental Air Transport, Transcontinental & Western Air, Trans World Airlines, TWA, Ozark, et all. All this falls under the first definition of a historian. But under the second definition of historian lies this article. In my last article, I requested you to assist in preserving our TWA history. I asked you to think of TWA and its proud record, when the time comes to clean up or out your attics, garages, and closets. And to help us preserve TWA history just as you would for your own families' genealogical history. Due to my last article, I was honored to receive a multitude of telephones calls, emails, and letters from many TWAers, who were in the process of cleaning their closets out and wondered what to do with all the interesting, and not so interesting, things they found. I offered two choices to preserve our memorabilia, either to contact the University of Missouri at St. Louis or me. Well, after further research, I have concluded that another organization is worthy of your TWA heirlooms, as well. In t he 1980s, the Platte County Historical Society, (Platte City, Missouri), set up a chapter for the purpose of collecting and preserving TWA memorabilia. They dedicated the chapter to keep memory alive and display it when and where possible. Many of you have seen parts of the collection on display at the overhaul base, at KCAC and at the training center in St. Louis. A display was established in 1991 at the Community America Credit Union, formerly the TWA 1 't Union, at the 112th & Ambassador Drive branch in Kansas City. The TWA Museum chapter of the Platte County Historical Society has been looking for a permanent home for this collection and they believe they have found the perfect place, the KCI Expo Center. The KCI Expo Center, (located adjacent to KCI) is Kansas City' s Premier Convention & Meeting Center strategically located in the Heart of America. KCI Expo Center is a 70,000 square foot exhibit hall with 11,000 square feet of meeting and banquet space. The UP, UP AND AWAY CAFE encompasses a large portion of the square footage with an area tailor made to showcase TWA's elegant history. Thousands of people pass through this convention hall and display, and it (is) available for school field trips.

PAGE 37 ... TARPA TOPICS


TWAer's have made the TWA Museum Chapter of the Platte County Historical Society collection possible over many years and it is being cared for and displayed to perpetuate our rich history. It is our history and (you are invited to help) insure its' continuation by contributing to the TWA Museum. As an historian, my interest is to collect and preserve TWA artifacts, advertisements, models, toys, books, magazines, pictures (even unlabeled ones), time schedules, flight and maintenance manuals, maintenance log books, flight schedules, flight logs, (uniforms) etc. The most significant fact of information can come from the most insignificant scrap of paper. Please allow us to help when it comes (time) to decide what is valuable or what is not. Now to the very hard part, I know you do not wish to part with any of your prized TWA possessions. This is fully understandable. But you can leave a small paragraph in your important papers (read that to be - will), as to the disposition of your prized possessions. Even if that is first to those family members who are interested in your TWA memorabilia. When they are no longer interested to your family please consider donating them to the TWA family through the museum. The perfect place for safe keeping TWA memorabilia for future TWA family generations and historians. So when you next begin to clean the attic, closet, or garage, please consider contacting the TWA Museum Chapter of the Platte County Historical Society. Either Zana Allen, TWA Museum Associate, 816-358-4412 home, 816-510-4688 cell, email - zallen@planetkc.com), Arlene Elliott, TWA Museum Associate, (email - alperlie@msn.com), or me (Felix Usis, telephone - 7 557-4205445 home, email – fusis1@cox.net ).

PAGE 38 ... TARPA TOPICS


Herford Story by Earl Jinette I'd like to relate one more of Ted Hereford's interesting stories, but the times and dates are sketchy. Ted mentioned a notable flight on a DC-2 that happened years ago. His story was, as usual for Ted, told with more than a bit of humor mixed in. Ted took off from ABQ destined to land at Winslow, then on to Burbank. There was a storm brewing on his route which he confronted soon after leaving ABQ. Since there were few nav aids in those days, as well as very poor radio communication, Ted deviated south from flight plan course approximately forty miles to avoid the storm, but he didn't bother to report his change of position. During the time that the plane was flying forty miles south of course, a most unusual incident happened. The propeller on the # 1 engine sheared its shaft and literally flew off the airplane. Ted landed at the nearest available airport and, in his mind, that concluded the incident. After writing up the situation (neglecting to mention the southerly deviation from course), he thought that was the end of the whole event. No one knew at that point what had happened to the propeller, because it had fallen into two feet of snow in a rancher's corral. When the prop was discovered in the corral several weeks later, after the snow had melted, the mystified rancher i mmediately notified officials of his find! That was when the Dept. of Commerce responded to Ted ' s report, commenting about what Ted had written. Essentially, their comments were as follows, "We in the Department were exceptionally interested in your lost propeller report. We had for years argued among ourselves with regard to how far a propeller would travel if it sheared off the engine. We were all totally amazed to learn that a propeller could travel forty miles after coming off a plane! You Figure it Out.

An airplane engine rotates at 2000 revolutions per minute. What is the speed of the tip of an 0.90 m blade? First note that the engine speed has to be changed to more typical units for angular velocity. 2000 revolutions per minute is equivalent to 2000 X 2pi radians per minute.

The speed of the tip of the propellerblade is

The speed of sound is 330 m/s in air!

Source: http://www.rdoman.com/phy/rot/rota

PAGE 39 ... TARPA TOPICS


FOUR ENGINE TWA AIRCRAFT STILL FLYING! ! by Felix Usis Did you know that there is a 4-engine aircraft that was flown by TWA crews when it was young and is still flying today? And that this plane may prove to be the oldest 4-engined warbird still flying too? I know everyone of you is aware of Save-A-Connie (now Airline History Museum), that great and proud Lockheed L-1o49 Constellation, that makes the air show circuit. Now tell me reveal something new. In June 1941, the forerunner of TWA, Transcontinental and Western Airlines (T&WA), was placed under contract by the United States Army Air Corps (USAAC) Ferrying Command to train civilian and RAF crews on ferrying multi engined war planes across the Atlantic. Later the scope of the contract was revised to focus on the training of US Army bomber crews. In late spring of 1941, T&WA established a training facility at Albuquerque, NM called the Eagle Nest Flight Center for the purposed of fulfilling the mission of this contract. A four engine B-24A/LB-3o, one of twenty that had been allocated to England under the Lend Lease Act, was assigned to this facility to serve in a training role. This plane is thought by a researcher of the Commemorative Air Force (CAF) to be the CAF B-24A/LB-3o " Diamond Lil" (tail number AM927) which is alive and kicking today, touring the nation and attending air shows every summer. There is evidence that the plane served in Albuquerque in this training capacity from June 1941 until May 1942 at which time she was flown back to San Diego where she was then converted into a transport configuration to serve the rest of the War years as a Consolidated corporate plane. During her mission at the Eagle Nest she experienced a landing accident in July 1941, as described in an article by Ed Betts that appeared in the November 1991 issue of Topics. However, Ed's article stopped with the accident and did not get into anything about repairs made to the aircraft or of its continued service at the Eagle Nest until May 1942. HELP IS NEEDED! A much more comprehensive article will be forthcoming after all the research into this aircraft's history is completed. But for now, what is badly needed is historical information about this aircraft's role at the Eagle Nest Flight Center. Anyone having historical information concerning the Eagle Nest center and this B-24 Liberator used at the facility, is urged to contact either Felix Usis, (757-420-5445; email: fusis1@cox.net ) or CAF Col. Keith Kibbe, (7565 Glastonbury Road, Knoxville, TN 37931-1845; phone: 865-938-1467; email: kandjkibbe @ comcast. net) .

PAGE 40 ... TARPA TOPICS


IN MEMORY OF CAPTAIN CLARENCE E. GREEN MAY 2, 1921 — APRIL 6, 2004 ' Clarence (Clancy) Ellsworth Green, 82, died ApriI 6 , 2004 at St. Luke s Hospital in Boise, Idaho.

Clancy was born May 2nd, 1921 in Corvallis, Oregon to Seth and Alice Green. He graduated from Whittier College in California. After graduation from college he went into radio broadcasting. He was an actor in radio. He also worked at CBS as an announcer and producer. In 1940 he married Mary Jane Bowden and had three children. He enlisted into the Army Air corps in 1941 and received his pilot training there. Flying became one of his greatest passions. He flew cargo and transport type aircraft throughout the Second World War. His wartime duties included flights to the Philippines, and he was among the first allies to fly into Japan after the surrender. He was injured once, but was able to successfully land his plane and save the cargo. After his discharge from the service Pan Am Airlines hired him where he flew the "Clipper" flying boats. His commercial career continued when he was hired by TWA airlines on January 12, 1948. He safely flew around all over the world until retirement on the first of May 1981. He retired as a Captain on Lockheed L-1011 aircraft, having earned a reputation as an excellent pilot, and the love and respect of his peers and co-workers. On Clancy's birthday May 2, 1977, he married Betty Jones in Reno, Nevada. They lived in California for several years until they flew up to Baker City in his private plane in search of the "perfect ranch". It had been one of his life long dreams to be a cattle rancher. PAGE 41 ... TARPA TOPICS


They found the ranch of their dreams in the Keating Valley. They bought the John Brown Ranch in 1978 and enjoyed a beautiful fall and enjoyed riding their horses and moving their cattle. However, their first winter ranching was the winter of 1989 when the area experienced forty days where the temperature never exceeded 10 degrees. Ranching and calving took on a whole new dimension for the tenderfoots. They stuck out the winter and gained a greater appreciation for area ranchers. They ran 500 head of cattle and enjoyed most of the ranch work. Most of all, they came to enjoy all of their neighbors. They sold the ranch in 1981 and moved to their horse ranch on Washington Gulch Road, where Clancy developed a new passion: breeding and raising thoroughbred race horses. Although Clancy never had a Kentucky Derby winner, he did have several class horses including: Higher Flyer, Contequos, and Heza Green. He was still breeding and racing horses at the time of his death. His wife, Betty Green of Baker City, survives him. His daughter Sandra Saunders of Sandy, Oregon, Son Jeff Green of San Diego, California, Robin Radovich and her husband George of Escondido, California, Rocky Morris and her husband Larry of Baker City, Steve Jones and his wife Marilynn, of Baker City. He had 11 grandchildren and 8 great grandchildren.

IN MEMORY OF CAPTAIN CLIFTON A. BOSSARD JUNE 5, 1926 - AUGUST 6, 2003 Clif was born on June 5, 1926 in the family home located in Lansing, New York. He was the second of five children born to Florence and Charlie Bossard. He grew up among the farmland and thought he was destined to be involved in the family retail milk business. The family moved to Groton, New York in 1929 where he spent his formative years. Clif was fascinated with airplanes. When he was 13 years old he spent his earnings from his job setting bowling pins to take his first plane ride. They offered an eight minute ride for a dollar, which set the wheels in motion for a lifelong passion for flying. Clif joined the Navy in 1943 and the Navy V-12 program at Hobart College in Geneva, New York in March of 1944. After further training at other sites such as Saint Mary's Pre-flight School in California and Petersburg, Virginia he earned his Navy wings in March of 1947. After WW II ended, Clif stayed in the Navy until 1949. He was recalled at the onset of the Korean War in 1950, while PAGE 42 ... TARPA TOPICS


stationed in Jacksonville, Florida he met his future wife, Laura, a Navy nurse. Clif was on the Wasp in 1952 when it collided with the Hobson. As the war ended he retired from the Navy. He had made 225 successful aircraft carrier landings mostly in F4U Corsairs and F6's and had visited many ports in the Mediterranean. Clif moved to Peabody, Massachusetts with Laura and his baby daughter, Stephanie and continued to live his dream signing on with TWA in 1953. He flew DC 3 ' s to 747 's. Clif s son Eric was born in Salem, Massassachusetts in 1953 and his daughter, Leigh Ann, followed in 1957. In 1959 Clif achieved the status of Captain for TWA, an extremely proud moment of his career. The family moved to Hopatcong, N.J., where several other TWA pilots lived. He flew out of the New York area airports for the remainder of his career, retiring in June 1986. He was a volunteer fireman in Hopatcong (20 years exempt), taught his children how to waterski and ice skate, enjoyed snowmobiling, gardening and always had a passion for airplanes. Clif enjoyed his career immensely. Proud and appreciative understates how we feel about him. Eric. caught Clifs passion for flying and is now a pilot and the manager of the flight department of a major corporation. Clif also leaves behind 7 grandchildren that adore him and miss him dearly. His oldest grandchild, Kelly, is credited for most of these details when she interviewed him for a report she wrote in March 1997. It was titled "Clifton Asil Bossard And the Dream That Took Flight" Clif died on August 6, 2003 after a very sudden onset of cancer. The one regret I know he had was, that he didn't get to attend a TARPA convention. Submitted with love by daughter, Leigh Ann.

IN MEMORY OF CAPTAIN JAMES A. LAMPRELL OCTOBER 17, 1924 — MARCH 28, 2004 Jim Lamprell was a longtime friend of mine and cannot be replaced. His survivors are one grandson, one nephew and three nieces. Jim's life should be quite an inspiration to today's youngsters. Before coming to TWA, he served a hitch in the Navy and then he was hired by TWA as a Fleet Helper. Through ability and determination he advanced to mechanic, flight engineer, first officer and then retiring as an Lion Captain, a true success story. PAGE 43 ... TARPA TOPICS


We had a few flights together and between flights got together for dinner, drinks and conversation. This usually involved talk of TWA, politics, golf and the well known sex, salary and seniority. Another very special person who feels Jim's loss is Margo A. Whyte , his longtime life companion. Jim was having health problems the last few years. During this time and his last few days, Jim wanted Margo at his side, which she was to comfort him. The doctors at the Mayo Clinic gave Jim a choice (SCD) of having a rather dangerous operation. He accepted the challenge. The best way I could describe Jim is simply that he was one of the good guys and we've lost a lot of them through the years. The rest of us are left with the memories not soon to be forgotten. As our departed good guys continue their journeys into the unknown, I like to think of them as leaving a vivid white contrail against a clear blue sky. As with our memories, that contrail will dissipate very slowly. As we all will experience just once, after defying gravity for years, is an uncontrollable loss of by Chuck Tschirgi altitude and this happened to Jim.

IN

MEMORY

OF

CONY B. METCALF OCTOBER 13, 1922 — FEBRUARY 10, 2004 Cony died February 10, 2004. He was born October 13, 1922 in Augusta, Maine to the late Lieutenant Colonel Donald Clifton Metcalf. Cony was a graduate of the Aero Industries Technical Institute of Burbank, California. He served in the Air Force for eleven years during World War II and the Korean Conflict. After his time in service, he joined Trans World Airlines and retired from the company 32 years later after serving as an instructor and supervisor of Flight Engineers. ' Cony was named Flight Engineer of the year in Chicago during TWA s Award of Excellence program in Vienna, Austria in 1975. Cony was a member of American Legion Post Number 1 in Paris, France, Post Number 20 in Plain Dealing, Louisiana, a Member of TARPA, the TWA Kansas City Seniors Club, the Airline History Museum, the Confederate Air Force, the 55th Strategic Recon Wing Association, Oakland Plantation Country Club and the Bossier Parish posse. PAGE 44 ... TARPA TOPICS


His wife of 53 years, Edna McKellar Metcalf, son Cony B. Metcalf, Jr., daughter-in-law Barbara, by Edna M. Metcalf grandson Cony B. Metcalf III and granddaughter Hanna survives him.

IN MEMORY OF CAPTAIN

LAWRENCE

O'DAY

JUNE 20, 1939 - FEBRUARY 14, 2004 Captain Lawrence " Larry" O ' Day went west at age 64 on February 14, 2004 at his home in Kansas City, Missouri. He was born June 20, 1939 at Rye, New York. Larry first soloed at Kendall, Florida on January 5, 1957. He entered the Air Force in August and trained as a pilot in Class 61-D and flew B-47s during his tour. He joined TWA in 1964 and during his 30 years with the airline, he flew 707s, 720s, 727s, 747s , L-1011S, 757S and 767s and accumulated 20,000 hours of flight time. 1 959

His wife Georgia, two children Dallas and Kelly, mother Lydia, brother Charles and three grandchildren, survive Larry. Larry will be greatly missed by his family, his Air Force friends, his fellow TWA pilots, the misnomered ` Romeos " and his QB brothers. At Larry's funeral, this poem that he had written for one of his friends who had flown west was shared. No longer flying skies of blue Death has moved my point of view From metal wings I am now free To see my sky from infinity by Georgia O 'Day

PAGE 45 ... TARPA TOPICS


IN

MEMORY

OF

CAPTAIN BILL ZESIGER MARCH 4, 1929 - JANUARY 31, 2004 The TWA pilot group lost one of its best when Bill Zesiger was killed in the crash of his home-built Tailwind. Bill was flying solo off the coast of the Palos Verdes Peninsula, California. The aircraft crashed in the water close to shore and was recovered the next day. Those of us who flew with him know that the accident was not caused by a lack skill on the part of the pilot. Bill was the consummate professional aviator. Immediately after completing USAF was selected to be a flight instructor at Randolph Field, Texas. He excelled as a flight as a fighter pilot flying the F-86 Saberjet as a Flight Commander in Korea. After joined the California Air National Guard where he served with distinction as Chief Air Transport Squadron flying the Boeing C-97.

pilot training he instructor and later his active duty he Pilot for the 195th

Bill began his career with TWA in 1955 as a co-pilot on the Martin 404 and was promoted to Captain in 1963. He flew as a Captain on the 727, 707, 747 and 1011. Following his retirement from TWA in 1989, he continued to pursue his passion. He owned several aircraft with partners at the Compton Airport in Compton, CA and he flew whenever he could. We all respected his flying ability and that quiet professionalism which was his hallmark. Although flying and airplanes seemed to be the central theme of his life, flying was not his only interest. He enjoyed caring for his family and his dogs and traveling with his beloved wife, Kerry. He was a voracious reader and generously shared his books with friends. He knew more about the great battles of World Wars I and II than anyone I ever met. He loved the Big Band music and Dixieland Jazz and of course was adept at "Hangar Flying" in Hangar R-6 at Compton. Bill was noted for his exceptional sense of humor, dry wit and his "deadpan" delivery followed by an infectious laugh. His sometimes-gruff demeanor was a disguise for a gentle, caring friend. He will be sorely missed by those of us who were privileged to enjoy his company both in the air and on the ground. Bill is survived by his wife Kerry (a retired TWA Cabin Attendant), daughter Kathryn and sons Michael and Steven. by Bill's Co-Pilot, V. J. Pieroni

Happy Landings, Bill. PAGE 46 ... TARPA TOPICS


IN CAPTAIN

MEMORY BRYCE

OF B.

HUNT

MAARCH 7, 1924 OCTOBER 8, 2003 Bryce was born in Santa Monica, CA, on March 7, 1924. During World War II he entered the Army. At that time, he was not allowed to apply for pilot training due to his height, so he was assigned to the military police unit. Fortunately, the Army increased its height limitations. Bryce was accepted into flight school and began his passion for flight. After the war, he worked at small airports throughout California as an Airframe and Powerplant mechanic. At the urging of a friend, Bryce interviewed for a position with TWA, and began his 32year career with the airline. He met his wife, Doris, a TWA flight attendant in 1951. They were married for over 51 years. They have 4 children, 4 grandchildren and 1 great-grandchild. When Bryce was not flying the big jets, he could often be found at Santa Paula Airport working on his beloved Howard. He spent over 7 years restoring his first Howard DGA-15. He then flew it all over the country. His second Howard, an ambulance model, was flown as far as Alaska. He had just completed tearing it down and restoring it when he was diagnosed with Leukemia. Later in life, Bryce enjoyed traveling the country with his wife Doris in their RV. They made several trips with a group of friends, and enjoyed an annual family camp trip to the central coast of California. They also enjoyed traveling to more exotic destinations with members of TARPA.

PAGE 47 ... TARPA TOPICS


IN

MEMORY

OF

CAPTAIN OTIS GERALD "JERRY" LEE APRIL 6. 1932 - MARCH 3, 2004 Jerry Lee was born April 6, 1932 in Bethany, Oklahoma. He graduated from John Marshall High School in Oklahoma City and received a degree in geology from Oklahoma University in Norman. He married Shirlene Baits on April 22, 1954. In Oklahoma City, They have three children Dr, Patricia Bishop, Oskaloosa. KS, Pamela Brulez, Lenexa KS, and Philip Lee of Ozawkie KS, seven grandchildren, two step grandsons and one great-grandson. From the Lime he was a small boy he loved airplanes and flying. He received his pilot's certificate when he was 16. He graduated from high school early so he could join the Air National Guard., was eventually called to active duty in the USAF, flying as a crew chief on a B-26 which was used to tow targets. During college while working part-time at WKY, an Oklahoma City TV station, he and several friends decided to buy a plane together. His parents were quite shocked when they received their local TV Guide on Sunday morning and there was Jerry, friends and their airplane on the cover with an article about their venture. After a short career in geology with Sinclair Oil Co, a training course with American Flyers in Ardmore, Oklahoma and operator of an FBO in Guymon, Oklahoma. Jerry was hired as a second officer by TWA in 1964. He soon advanced to first officer and to captain in 1967. He flew Connies, the CV 88o, the DC-9, the 707 and the 727. Jerry was based in Chicago and in Kansas City, where he took early retirement in 1987. He often commented that he didn't miss the flying very much, but sorely missed the companionship of his fellow crewmen. Following retirement Jerry and Shirlene loved touring with TWA Senior tours in many countries, flying the countryside in their Cessna 185, working on their farm and in their garden, camping throughout the United States in their travel trailer and enjoying family and life. Jerry was a real craftsman when it came to building and flying model airplanes. and belonged to three different model clubs in the Topeka, KS area. Jerry had a real zest for life. All who knew him will remember his humor. practical jokes, his larger than life personality, his intelligence, his fascination for learning, his sense of adventure, his willingness to take a risk and his love of a good debate. PAGE 48 ... TARPA TOPICS


Early in the morning on March 3, 2004, Otis Gerald "Jerry Lee", 71, died at a Topeka hospital following complications from a pie-surgery procedure. Air Traffic Controllers in Heaven had reportedly transmitted the following: ATC Clears November 1 Oscar Golf Lima Echo Echo, present position direct to your filed destination. Climb and maintain infinity. Report passing Earth on 121.5. Deviations, holding and missed approaches not authorized. Report enroute fixes as desired. Passing initial approach fix? You are cleared for the approach, contact approach control on any frequency Cleared to land. Taxi published routes to any available parking. Report engine shutdown to tower or ground control. Flight plan closure not required. Welcome home Good day. Controller code Golf Oscar Delta. We love you Captain Lee, Paw. Dad, Jerry. We will always miss you.

IN MEMORY OF HOMER B. SCHULZ JULY 2, 1920 — JUNE 6, 2003 After we lost Homer, we began to also regret the fact that we did not record the stories of each flight since now our memories fade. One memory is that of a London flight in June of 1948. Wilbur Wright came into the cockpit. The stunned crew did not even think of getting his picture or autograph, but he was allowed to fly. Wilbur Wright died three months later. From January 16 until April 10, 1966, Homer was flying the Zambia oil lift between Leopoldville and Elizabethville. While others covered their flights, Homer and one of his buddies hitchhiked to Victoria Falls. At one point they rode with missionaries and on an old fire truck as they came into Victoria Falls. Homer enjoyed his years of adventures on TWA International. On June 6, 2003, Homer died of Alzheimer ' s disease without knowing that TWA was no more. by Norma Schulz

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CAPTAIN

IN MEMORY OF WOODROW L. "ARKY"

AINSWORTH

NOVEMBER 18, 1912 — JANUARY 1, 2004 Arky was born in Wesson, AR on the family farm. He passed away at home in Overland Park, Kansas on January 1, 2004. He lettered in college in basketball, baseball and football and was a national rifle marksman. After graduation from Kansas State College in 1938, he was recruited by the Army Air Corps. During those years he served at Randolph and Kelly fields in San Antonio, Texas where he earned his wings in 1939. In 1940 Arky joined TWA in New York and was domiciled in Kansas City. He made one trip with TWA ICD but was called to serve his country in WWII. He was discharged in August, 1945 and resumed his career with TWA. His first day back in Kansas City he meet his future wife, Betty and they were married in June of 1946. They would have been married 58 years in June of 2004. Arky was devoted to his country, company and family, he retired in 1972, having 32 years with TWA. Arky loved his job to the fullest and said numerous times throughout his life that "I've got the best job in the world" and he truly believed that. We miss him everyday, but we know in our hearts that he felt he "had a good life". Over the last 20 years he always said, "Don't cry for me at my funeral, because the average life expectancy of a white, male born in 1912 was 50.5 years and I've beat that to hell". We are all glad he did. by Betty Ainsworth, Karen Ainsworth Tschimer, Peggy Ainsworth Kamperschroer, Jeanne Ainsworth Pollara

IN

MEMORY

OF

CAPTAIN GALEN S. VINCENT MAY 17, 1928 — APRIL 22, 2004

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IN WALTER

MEMORY EDWARD

OF CARNEAL

FEBRUARY 12, 1918 - FEBRUARY 26, 2004 Walter Edward, "Ed", Carneal was born in Newton, VA on February 12, 1918 where he lived until 1935 when he left to go to Dallas Aviation School. He was hired by TWA in 1936 as a mechanic. While working as a mechanic, he was based in Kansas City, Winslow, Arizona, Boulder City, Nevada and Harrisburg, Pennsylvania. In August 1940, Ed became a Flight Engineer, flying the domestic routes on the Boeing Stratoliners. In May of 1942, he was assigned to the ICD operation flying dignitaraies, supplies, troops and etc. to the war zones. He bought a small aircraft in 1943 logging flight time for a pilot's license. He began flying as co-pilot for TWA in early 1947. He was furloughed in March of 1947 due to a pilots' strike and went with Peruvian Airlines. After two months of furlough, he was recalled by TWA. In ' 1956, Ed checked out as Captain and flew the DC 3's, Martins 202 & 204 s, Constellations and ' . lastly the Lion s. Ed worked for TWA for 42 years until his retirement in 1978 He spent his retirement years traveling, camping, and fishing. He especially looked forward to the TARPA Conventions so he could meet with old friends and reminisce about their flying days. Ed loved Arizona and moved his family there in 1968 where he remained until his death. He passed away peacefully at home from congestive heart failure. He is survived by his wife, Norma of 51 years, two daughters, a son, and one sister, seven grandchildren, and one great grand child. He was an inspiration to his family and others in the pursuit and realization of the goal he had, by Norma Carneal from the age of eight, to become a pilot.

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CAPTAIN

GEORGE

N.

"ARBY"

ARBUTHNOT

NOVEMBER 4, 1919 — MARCH 11, 2004 Captain Arbuthnot's experience in aviation ranged from barnstorming, wing walking, parachute jumping, and crop dusting to many hours of patrol duty off the English Coast as a member of the Royal Air Force. He was a pilot for TWA for 30 years and retired in 1972. Arby moved from Prairie Village, Kansas to Sun City, Florida after retiring, and now concentrated on fishing. He had won the Missouri State Fishing Tournament in 1966. In Florida, he was President of the Florida Anglers and the Florida Outdoor writers. He also was a member of the EAA and participated yearly in the Sun `n Fun EAA fly-in at Lakeland. His wife, Betty Ann who had been a TWA Hostess in the 1940s, preceded him in death. His adoring daughter Amy Metzger and son-in-law Charles Metzger survive him.

IN

MEMORY

OF

CAPTAIN

CHARLES R. HOESEL MARCH 1, 2004 OCTOBER 26, 1919 Charles Hoesel passed away peacefully with his family at his side March 1, 2004. He was an aviation pioneer with 70 years of dedicated service of which 45 years were with TWA. Following his retirement he enjoyed golfing and spending time with his family and socializing with friends. 1 Captain Hoesel had great stories to tell about his experiences as a TWA pilot from 1940 to 9 8 5 . PAGE 52 ... TARPA TOPICS


Captain Hoesel inspired many of his family members to pursue a careers in aviation. His two sons Captains Steve and Jeffrey and his daughter Faye also had careers with his beloved airline, TWA. Others inspired to fly by him were American Airlines Flight Attendant Jennifer, Lufthansa Captain Wilhelm Boecker and America West First Officer Stephen Hoesel, Jr. In retirement, " Captain Chuck " always looked forward to receiving his TARPA Magazine to see familiar faces and to remember the great times he had as an airline pilot. On behalf of the Hoesel family, I would like to thank you for honoring the great aviators of the past and remembering those who have flown west on their final flight. by son-in law Martin Gerhard, Captain UAL

OF IN MEMORY CAPTAIN ROBERT J. "ROG" GERLING OCTOBER 4, 1918 — JANUARY 23, 2004 Rog Gerling was born in Cincinnati, Ohio on October 4, 1918. He attended Syracuse University majoring in forestry. During his final year of studies, he joined the Army Air Corps to serve his country in World War II. On December 18, 1941, he and his fellow soldiers left the United States to form the Air Transport Command in Brisbane, Australia where they became part of the 374th Troop Carrier Group. There, Rog met Mavis Emily Kelly. They married in late 1942. He became a Major by the end of the war, earning a Distinguished Flying Cross with an Oak Leaf Cluster and an Air Medal with two Oak Leaf Clusters. He then took a job with TWA flying out of Kansas City. Rog enjoyed a long career with TWA until retiring in 1978. His wife Mavis died in 1973 after 31 years of marriage. Three years later he married Judy Eubanks. They enjoyed 27 years of marriage residing in Signal Mountain, Tennessee until Judy died in June of 2003. Rog enjoyed an active sweet life with his family and friends. He especially enjoyed golf and fishing, spending much time at his cottage in Canada that he built with his children. He appreciated nature and liked to identify trees wherever he went. Rog's loss is mourned and his life celebrated by his children, Paul, Don, Diane, Kelly, Brian, stepdaughters Julie Kelly and Cheryl Strang, and their families. Rog also leaves 13 grandchildren and 13 great-grandchildren. PAGE 53 ... TARPA TOPICS


SIXTY YEARS AGO by The Editor Through the years a number of members have sent the Editor their own biographical information to be included in our Flown West Section. One of those was Captain Gil Roeder. The letters and papers sent by Captain Roeder were " filed away" after a cursory inspection. After being informed of his death in the normal manner, which is by John Bybee after John's notification by American Airlines, those letters were remembered but not discovered. So, in the March issue, Gil's passing was noted by the small plaquard, as we always do when no Memorial or photograph is received from friends or relatives. Recently, Gil's letters, commendations and notes were found. They were so interesting and impressive that we believe that some effort to distill and print them would be appreciated by all who knew Captain Roeder and of interest to all of our kind readers. This is not intended to be a Flown West Memorial, but rather as a story of a time when many shared such experiences. It tells of events sixty years ago and is of special interest now because of the recent Dedication of the World War II Memorial on the Mall in Washington, D.C. and the Sixtieth Anniversary of the Invasion of Europe in Normandy. There are no doubt other TWA pilots with such a background, so this should be accepted as a tribute to them, and all the pilots of World War II. " Gilbert M. Roeder was born a " Cornhusker in Hastings, Nebraska August 1o, 1915. He served in the Army Air Force as a B-17 pilot in the 368 th Bombardment Squadron based in England. The papers he sent included several letters of Commendation explaining his various medals. Since most veterans don't talk much about their experiences, we found these letters about the awful events facing aircrews over Europe especially moving.

Captain Roeder, then a 1 st Lieutenant, received one official Commendation describes the action February 2, 1944 on a mission to Germany. ` Just after crossing the enemy coast, the No. 3 supercharger failed on Lt. Roeder's aircraft leaving it with full power on only three engines. Lt. Roeder managed to maintain formation until a successful bombing run was made. After bombs away, there was a gap in the fighter escort. A formation of Me 109s and later, about 30 FW 190S dived in repeated attacks. His evasive action on only three engines averted serious damage, but right after those attacks, his formation encountered a heavily defended flak area. The No. 1 engine on Lt. Roeder's aircraft was knocked out, and the No.4 engine caught fire. The only way he succeeded in putting out the fire was by going into a steep dive from 21,000 feet to 10,000 feet at an airspeed of 300 mph. The fire was extinguished, but the engine was useless, and to make matters worse the ship was now out of formation with the No. 3 engine giving partial power and only the No. 2 engine functioning properly. An Me 109 watching the stricken bomber fall out of formation immediately dived for the kill. Seeing this, Lt. Roeder dived for cover in the sparse clouds in the area, came out of the clouds at 2,000 feet, and continued till they were flying at tree top level. So intent was the Me 109 to down the lame bomber that on the last of many passes, the pilot let his wheels down to get a longer burst. At this, the turret gunner shot him down. Lt. Roeder was unable to gain altitude and spent the rest of the time dodging church steeples, tall buildings as well as light flak and small arms fire. After leaving the area of enemy guns, Lt. Roeder ordered all excess weight dumped. By so doing he was able to gain an altitude of 500 feet and an airspeed of 125 mph. As they approached the English coast, the No. 2 engine began to smoke excessively. Lt. Roeder picked out airfield near the coast and started to make an approach only to have to circle PAGE 54 ... TARPA TOPICS


because of obstructions on all runways. At this time, the No. 2 engine started to shoot bursts of flame. Lt. Roeder picked the clearest approach, and a successful landing was made on the one faltering No. 3 engine. This commendation concludes that the courage, coolness and technical skill displayed by Lt. Roeder throughout these various closures with the enemy are sterling evidence of gallantry.' A second Commendation was for a mission three days after the one described above. It was a mission to Augsburg, Germany on February 25, 1944. At Saarbrucken the formation encountered intense and accurate flak and Lt. Roeder's aircraft sustained serious damage. The No. 2 engine was knocked out, the hydraulic system was damaged and the oxygen supply system for the pilot navigator and Engineer were useless. Also, the Bombardier was seriously wounded in the head. Lt. Roeder ordered the oxygen from the rear of the aircraft used for the Bombardier. The others had to use walk around bottles. They continued on toward the target on three engines and managed to stay in formation to complete the attack. To accomplish this, Lt. Roeder, in going and returning, was compelled to fly at altitude for three hours using no more than three quarters of an hour oxygen supply. Anti-aircraft fire along the route was so accurate that every aircraft in the formation was damaged. When over the English coast, Lt. Roeder landed at the first available field to secure aid for the Bombardier and the crew exhausted by lack of sufficient oxygen. Because the brakes had been shot out, the final roll of the aircraft toward obstructions was only stopped by tossing parachutes and oxygen bottles under the wheels. Another Citation was received for a mission on March 26, 1944 over the Pas de Calais area near St. Omer, France. So intense and accurate was the flak over this target that 26 out of 29 aircraft from the Group were damaged, 17 severely. Lt. Roeder's ship was one of the most severely damaged. Immediately after bombs away, the No. 2 engine was hit in the induction system and went out. The No. 4 engine was hit and could not be feathered. The No. 3 engine was damaged in such a way that full power could not be obtained. The Bombardier and Navigator were wounded. With full power on only one engine and partial power on one other, Lt. Roeder was forced to leave the formation and return to base alone. Fortunately, he secured fighter support over the sea, but was able to maintain an airspeed of only 115 mph. At home base Lt. Roeder succeeded in making a most difficult landing because the first part of the runway was unavailable and the last part had two aircraft that had crash-landed previously on each side. Without doing further damage, Lt. Roeder ground looped his brakeless plane on the runway. In an April 1944 story in Stars and Stripes Andy Rooney said, " This stations heroes are men like Lt. Gilbert Roeder. Roeder's got 25 missions in now and he's come back on one, two and three engines more times than he has on four. He's got a knack for flak. The boys will swear though that there is not a better pilot in the Air Force. He and his crew could have been living in Switzerland, Sweden, France or Germany now if they'd chosen the easy way out, but instead, they chose to fight home the hard way, taking a chance of going down in the North Sea or blowing up in mid air, or of crashing in England. They've taken chances and they've paid off." A final note of interest is that, in spite of the above stories of mission dangers and serious battle damage, one of Gil's often flown planes, A/C # 42-97323, " Begin the Beguine," logged over 100 or more missions. This is especially noteworthy because, the average combat life of a B-17 was about 24 missions. Only about 3% of our aircraft broke that barrier.

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Gordon W. Hargis 5301 Springlake Apt #111 Fort Worth, Texas 76117 17 December 1997 Nicholas A. Veronico, Editor AIRLINERS Magazine Dear Sir: Jon Proctor ' s look back story in the Jan/Feb 1998 issue of AIRLINERS about the Lockheed L-1011 was most interesting, and it brought back to my mind many memories of my L-1011 flying as a Captain for TWA. Some of these memories, snippets, trivia and data bits might be worth recounting for the information of those of your readers who may find them interesting. ' ' First, let me suggest two minor corrections of items in Jon s account, to wit: SAUDIA s first L-1011 was delivered on July 18, 1975 (not June 25) and the first scheduled service by SAUDIA was August 14, 1975 (not August 15). I can say this with confidence because I was the Captain on both the delivery flight of HZ-AHA to Jeddah and the first scheduled flight (SV18o) JeddahParis-London. I was also the Captain for the FAA required proving runs to London, Dhahran, Cairo and Riyadh August 6 through August 12, 1975. Incidentally, we flew the initial delivery flight straight through from Palmdale through Gander, Newfoundland and London Heathrow to Jeddah, logging 17:02 in the process and we were a bit weary when we got to Jeddah.

Although I was the PIC, I allowed my three SAUDIA Captain trainees to do the left seat chores while I sat on the right offering constructive comments when I felt it appropriate. I ' also went back to Palmdale at the end of July, 1975 to accept and fly SAUDIA s second L-1011 (HZ-AHB) as far as London on August 4, 1975, where I put one of my TWA instructor Captains in command to get enroute familiarization between London and Jeddah. My final delivery flight was HZ-AHF, one of the two L-ion's SAUDIA bought from TWA. I flew this trip from Kansas City International (MCI) non-stop to London Heathrow, from whence the a/c proceeded on to Jeddah as a scheduled flight with another crew. Takeoff weight at MCI was 185,500 kg, flight time was 8:09 and fuel burn was 57,100 kg. TWA operations were particularly interested in this flight, as TWA was just then contemplating international L-1011 operation.

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A very interesting incident occurred on the delivery flight of the first SAUDIA airplane, which solved a problem that had been "nagging" Lockheed for several months. L-1011's are equipped with a fuel control amplifier for each engine. This device automatically reduces fuel flow to an engine when it senses an engine over temperature or overspeed. During the certification tests of the Air Cathay and SAUDIA aircraft at Palmdale several instances of "cutbacks" of their number two engine occurred. LAC engineers were tearing their hair trying to find the cause of these apparently random occasional short duration reductions of power in the number two engine. Several test flights were done, and everything on the airplane the engineers could think of was operated trying to pinpoint the cause, to no avail. No one made the connection that the SV and AC aircraft were the first ones with High Frequency long range radio transceivers installed. So, about two hours out of Palmdale, Flight Engineer Ghamdi leaned forward and asked me "Captain, may I attempt to contact Jeddah flight control on 13,323 kilocycles and tell them we are on the way?" I, of course, said, "Go right ahead", and was looking directly at him and the F/E panel when he pressed his microphone button to transmit on HF. The number two engine immediately lost power. In consternation he immediately dropped the mike to look at the problem, whereupon the engine instantly regained cruise power. I said "push that mike switch again for one second". He did so with the same results. I said, "Don't try it again", and got out of my seat and went back to the first class cabin where Lockheed's observer pilot on the flight, John Wells, was sitting. I said, "John, we just found the cause of the number two engine cut-backs". He gave me a skeptical look, but followed me back to the cockpit. I handed him the F/E s mike and said "John, look at the number two engine parameters and press the transmit button for ONE second"! Same results. I said, " John, it's obvious, radiation from the HF's-antenna. in the rudder is getting into the fuel control amp just below it and causing a spurious signal to activate it". After another try, just to convince himself, he said "Let me call LAC engineering on HF and tell them what you found". I said "Go right ahead, right after Ghandi deactivates the number two fuel control amp with his panel on-off switch." Apparently, the original cutbacks occurred when LAC electronics technicians were testing the HF radios from their consoles in the rear, which were "pigtailed" into the radio equipment. Only a few frequencies caused activation of the fuel control amp. It took quite a while to devise an approved fix for the problem, and in the meantime all HF equipped L-1011's carried a placard in the cock-pit prohibiting HF transmissions without deactivating the number two fuel control amplifier. Many of the SAUDIA pilots laughingly called it the "Hargis Placard" in honor (?) of my discovery. The road which led to my involvement with SAUDIA began in 1972 when the first group of TWA flight training instructors, including me, were sent to Palmdale for L-1011 rating training. I was about the tenth TWA pilot to be rated there (after the "wheels") and interestingly enough, trained and rated on an EAL airplane, N3o5EA, which was temporarily leased to expedite our program. Then, in 1974, TWA trained the first 14 SV crews and agreed to loan SAUDIA many, many pilots, flight engineers, mechanics and other needed personnel to support their rapid expansion and introduction of L-ion service. My involvement with SAUDIA came about as a result of being asked to accept the position of General Manager of Flight Training with PAGE 57 ... TARPA TOPICS


SAUDIA, with primary responsibility for getting the L-1011 service off to a good start with well trained flight crews. Despite having flown in the Middle East during WW II, I agreed to accept the job for eighteen months after I was offered TWA international L-ion pay rates plus a 29% override. I imported four TWA L-1011 flight instructors for the first ninety days of scheduled service to assist in giving the local pilots line training and checking. It all went well, and when I returned to TWA 22 months later, I was given a vociferous vote of thanks and pleas to stay on by the SAUDIA pilots. As a footnote to all this, your readers may remember my account of operating the first L-1011 "fourth pod" scheduled airline flight, published in the May/June 1994 issue of AIRLINERS. Jeddah to London, a SAUDIA flight. Other keen-eyed readers may wonder about the different configuration of the number two engine air inlet fairing. This modification was called the "Frisbee Fairing" and was apparently devised by a LAC engineer by that name. It helped reduce drag a little, and many L-1o11 ' s were retrofitted with this change. The original impetus to do away with the engine core thrust reverser came from the loss of the whole thing on a TWA flight somewhere over the midwest. The flight crew remembered feeling a slight "jolt", but everything remained normal, and it was not until they landed and looked at the engine pod, which had the appearance of an exploded cigar at the rear, did they realize the cause of the jolt. The parts were never found, but I'm sure LAC decided there was a design deficiency somewhere and they did away with it. The L-1011 was very difficult to consistently land smoothly. The long main gear strut was high tensile strength springy steel, and when the main wheel tires impacted the runway the gear strut would bend backward for a few milliseconds. During this brief period the hole in the strut into which the oleo strut fitted would distort to an oval shape and "grab" the oleo cylinder and prevent the oleo from compressing until the main strut rebounded and allowed the oleo to do its job of absorbing the downward travel of the airplane's mass. When the maximum takeoff weight of the airplane was increased from 430,000 lbs. to 466,000 lbs., the problem was further compounded by raising the MLG tire pressure from 170 psi to 195 psi. This made them harder than ever and they were more resistant to sidewall flexing on touchdown. In an effort to "beat the system" some pilots would set the radar altimeter to TWO feet in an effort to find the point to be fully leveled off. Others would induce a slight forward slip by lowering one wing while opposing any turn with opposite rudder in order to touch down on only one gear initially. The reason for doing that was because the automatic ground lift spoiler panels on top of the wings would extend only half way, up to 30 degrees upon touchdown of one main gear. This had the effect of easing the other main gear down and cushioning its impact somewhat, at the same time the spoilers would extend fully to 6o degrees of course, to help kill wing lift and enable heavier braking during the landing roll. But— the "sneakiest" technique of all was to fly the final with the autopilot in control wheel steering (CWS) and the automatic throttle control turned on. In CWS mode the autopilot just holds whatever attitude it has when the pilot lets go of the controls. When the pilot moves the controls again the autopilot is disenabled as long as pressure is exerted by the pilot. The auto throttle adjusts power to maintain programmed airspeed. Using these two features, one can fly the plane down a 3° glide slope with a body attitude of about 7.2 0 nose up. Upon reaching fifty feet radar altitude over the runway, smoothly increase body attitude to 10° on the attitude direction indicator (artificial horizon instrument) and

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LET GO of the controls! The auto throttle begins a smooth power reduction, as it reads the radar altimeter, and closes the throttles as the plane "squeaks onto the runway. At the same time the autopilot is disconnected by pressing the yoke switch and a normal rollout completed. This can be a bit disconcerting to a new copilot if you stick both hands in the air at about ten feet and holler "Look, no hands!" Speaking of the ADI, on TWA L-ion ' s the little delta representing the airplane in the instrument case was painted a bright green. The apocryphal story told around the line on TWA credited this color to the Director of Flight Research and Development who was a connoisseur and strong proponent of fine martinis. One after-noon at a bar in Palmdale he was asked by a LAC instrument technician what colors should be specified for the airplane delta and flight director bars. He reached into his martini, pulled out an olive and said, "Make the delta the color of this olive and the F/D bars orange like that slice in your whiskey sour". Another of the many advanced features of the L-1011 was "direct lift control". With the plane in the landing configuration, the lift spoiler panels on the wings would automatically extend upward eight degrees. From this position they would modulate upward to a maximum of sixteen degrees if the control yoke was moved forward to increase the rate of descent or down to flush if the yoke was moved back to decrease the sink rate. The reason for all this was to assist the pilot in tracking the glide slope signal on an ILS approach without excessively changing the attitude of the airplane and help making it a little easier to fly the instrument approach. The L-ion had two elevators to bring food carts and other supplies to the main cabin and later return them to the kitchen in the lower belly area. For safety, it was necessary for the Hostess to activate two spring-loaded switches, one with each hand, before the electric motor would move the elevator in the desired direction. One day at Kansas City International airport, I, along with my Captain trainee and the F/E and a FAA inspector waiting for the plane to be fueled before departing on a rating check flight- all of which were supervised by the FAA in those days. The Fed wandered off in the cabin, snooping the condition of the airplane, and a few minutes returned to the forward cabin area where the rest of us were loafing. He commented to one of our mechanics with us that there was a problem with one of the elevators, that the clutch was slipping on the electric drive motor. The mechanic looked him up and down and said "Sir, how much do you weigh?" The Fed, a former college football lineman, reluctantly admitted to "About 285 pounds." The mechanic coolly looked him up and down again and said "Sir, the elevators on the L-1011 are only rated to carry 250 pounds." That ended the conversation on that subject. The L-1011 had two rather unusual procedures to be followed when operating with two failed engines. Without going too far into details, a loss of two engines over the middle of the Atlantic Ocean required the immediate setting of maximum continuous thrust on the remaining engine and starting fuel dumping. When the plane slowed to 245 kts indicated airspeed at a cruising level of say Flight Level 330 (about 33,000 feet), a descent rate was started which was called a "drift down" at 245 kts. Then a chart was referred to in the descent to determine when fuel dumping could be terminated. For instance, if the gross weight had decreased to 370,700 lbs. As you passed through FL 250 the plane should be able to level off at 1000 feet at 235 kts. Then you merrily flew on to the nearest airport, Gander, Shannon, Keflavik or the Azores at 235 kts. If the chart indicated you had more than enough fuel to make an airport, jettison the PAGE 59 ... TARPA TOPICS


excess fuel and accept any possible altitude increase due to the plane becoming lighter as the remaining fuel was used. Then, if you were "waved off' from landing at your destination airport as you turned on the base leg with flaps extended to 10° and at minimum airspeed, you had to execute what we on TWA called the "Coakley Dive" (named for our principal Fed). Normally, one does a go-around by initiating a climb while retracting flaps and gear, if extended. But a go-around with two inoperative engines and flaps set at 1o° requires the nose of the plane to be "stuffed" downward sharply and the plane dived until minimum flap retraction speeds are attained. When 200 kts is reached, you can stop looking out at the ground through the windshield and level off. Them when the airspeed gets up to about 200-210 kts, you can "inch" your way back up to traffic pattern altitude and try again! T-t-t-t-thass all f-f-f-f-olks! Gordon W. Hargis Captain, TWA

The cardiologist's diet:

Doctor to patient:

If it tastes good ... spit it out.

I have good news and bad news. The good news is that you are not a hypochondriac.

Unknown

By the time a man is wise enough to watch his step,

Be careful about reading health books.

he's too old to go anywhere.

You may die of a misprint.

Unknown

—Mark Twain

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LA FIESTA DE HORROR by Charles Davis The Albuquerque Convention (September, '97) was one of the best but like many pleasing events there can be unpleasant sequels. Tuesday, the second through the fifth, were designated activities days with the banquet scheduled for Fri-day night. The following morning my wife and I planned to drive to Santa Fe. She had never been there and my last visit was in the late forties with a touch and go, piloting a DC-3, with no time to explore what was then only a village. All went according to schedule and Saturday afternoon we sped along, reaching the environs of our destination around four PM. There was no village and disappointment was our lot as we proceeded through a very ordinary urban section lacking any adobe casas or pueblo atmosphere. The traffic grew heavier and a few blocks from the La Fonda (our hotel) we encountered oneway streets that were jammed. My wife gave me a worried look and said, "I don't like this." Qualms were beginning to come my way also, not because of our slow progress but what had been a crowded thoroughfare had suddenly become solid humanity. People were milling about, and a can of beer was clutched in every hand. What was going on? Window down, I put the question to a man within earshot. "

FIESTA! FIESTA! " I gave my wife a quick glance. Her features had turned grim. "Why didn't we find out about this?" she said, through taut lips. "It will be dreadful." Her prediction was soon to be borne out. An hour passed before we reached the entrance to the hotel parking facility. It was an unpleasant span of time. Unruly youths banged their beer cans against the car, and one poured a large portion onto the hood. During this miserable period, I puzzled over, why, in all the days we were active and about in Albuquerque, this event, and it's time of occurrence, was not made known in some fashion. I had briefly scanned the local newspaper each day, and chatty contact with hotel personnel was normal. Not an inkling. Even during the Saturday afternoon checkout, the clerk, after I mentioned our plans for Santa Fe, only nodded and said, "Have a good trip." After parking the car, we made our way through a cor-ridor, hurrying a bit in anticipation of the protective privacy, and quietude of a hotel lobby. It was not to be. When the entrance door was thrust open, the first assault on our senses was the deafening clamor of discordant voices. Secondly, we were looking at a sea of packed humanity. What would usually have been a few strides from the garage entrance to the reception desk took minutes. These people would not step aside. Boisterous and unchecked, their block-ing of our way seemed deliberate. The atmosphere was not one of happy revelers. After voicing my resentment, the clerk, with downcast eyes, shamefacedly stated his apologies. "We are very sorry. It is like this every year. Didn 't reservations tell you today was Fiesta? " I shook my head. "No, and we certainly wouldn't have shown up if we had known."

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While the clerk did his paper work, and not being jostled about, I was able to take a closer look at the mob (Was there a better term?). Hispanics were in the majority, and there were a few Caucasions scattered about, and only a sprinkling of Blacks. Age brackets probably ranged from the late teens to the upper twenties. My estimate of females in attendance was about ten percent. Collective general appearance, and the term, shoddiness, comes to mind; soiled jeans, rumpled shirt, and most of the fellows sporting a few days growth of stubbly beard. I turned back to the clerk. "Are there any other tourists in the hotel?" He shook his head. "Not many." My wife, who has never been shy about expressing herself, said, "How on Earth can we escape all of this?" Hesitantly, it seemed, the clerk suggested we take the elevator to the fifth floor deck, where margaritas and a view would be available. "Should be less people," he said. The trek from the lobby to our quarters passed by the main dining room. It was a bedlam, a continuation of the adjacent maelstrom. And what struck me, was the absence of any hotel security. Not a uniform or a personage displaying author-itative demeanor was in sight. It was as if an alien force had moved in with no resistance. Upon reaching our room, it was discovered that we were only separated from the din (dining area) by a window with a drawn curtain. We seriously discussed leaving, but gave the idea up after hashing it over, since we'd have to repeat all that we had gone through before. Remaining in the room was out of the question. A pane of glass and some fabric did not in-sulate us from the racket. Luckily, the elevator was only a short distance from our room, but there was a representative group pressing to board. We were determined to reach the deck and muscled our way into the lift. During the ascent, there was no laughter or casual banter. Some of the facial expressions were grim to the point of sur-liness. My wife and T exchanged apprehensive glances. With me, uneasiness is the first symptom when the future begins to look black. This sensation had taken root and I couldn't shake it. Raucousness greeted us as we stepped out on the deck. The lobby people were well represented here, but the ranks had thinned out somewhat, and I decided to try for the maragaritas. I queued up and as I advanced closer to the bar, discovered that the' libation was being dispensed from a huge vat and inquired about the ready-made refreshment. "We started making these two days ago," the bartender said (giving the plastic glasses a squirt.) They were awful, and after a few sips we abandoned them. It was time to leave anyway. Darkness had fallen, so there was no view, and the deck was becoming overcrowded. "Let's try the Plaza," my wife said, a note of despera-tion in her voice. "There should be room to move about there. " The qualms began paying me another visit as we stepped out on the sidewalk and were immediately engulfed in a mass of humanity. There was no problem reaching our objective. It was only a block from the hotel, and the throng, all going in that direction, carried us along. our decision to join in the festivities was a dreadful mistake. We soon were trapped. Pressured toward the center of the area, we discovered that it was impossible to make headway in any di-rection. I looked at my wife's taut features. "Get us out of here," she rasped, getting a tight grip on the back of my belt.

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I tried to force our bodies through the mass, but no one would give way. I've been exposed to many critical situations, even a matter of life or death, in a war combat role, and never known panic. Suddenly I was smitten with a feeling of utter helplessness and weakness. My knees started to buckle, and there was cold sweat. Was this it? We began to inch along, and I realized my wife was shoving me. No one stepped aside. I was a battering ram and it was starting to work. Nearing a street, bordering the Plaza, gaps in the populace began to appear, an audible sighs of relief issued from both of us. As we stepped off the curb, a uniformed police officer, mounted on a horse, trotted up. "Are you folks from the hotel?" he asked, then added, "You better stay close to this building across the street. Follow me." I saw a look of alarm spread over my wife's features. Snug up against the animal's rump (the tail occasionally flicked us), we closed in on the building just as a great yell rose up behind us. At the same time, there began a massive transfer of the Plaza occupants onto the street in front of us. It was as if a dam had given way. Solid and formidable, they began surging by, yelling even louder than before. It had become a roar. The officer leaned down and shouted, "Stay with me," as he guided his mount flush against the structure. He could have saved his breath, but we pressed even closer to the animal's " " hindquarters. "What 's happening? " I cried out. "Where ' s everybody going? Zozobra! " he yelled. "They're going to burn Zozobra!" "Zo-who?" I queried loudly. Dismounting, but keeping firm grips on the reins and the pommel of his saddle, he began explaining. "Zozobra's Old Man Gloom, fifty feet high. He's made out of paper, and after he's done away with, we're all supposed to be happier." My wife, staring dejectedly at the stream of humanity, said, with a touch of irony, "Can you enforce that?" The Plaza was visible from our haven, and after what seemed like an eternity, began to empty. Food stands were scattered about, and it occurred to me this might be a good opportunity to grab a bite. I thanked the officer profusely for the rescue, and taking my wife's arm began to turn away. "Whoops," he said. "Hold on folks. In about ten minutes that mob's going to be headed back this way, and they'll probably be more energetic than before. That's when the trouble starts." I gave him a puzzled look. "Trouble?" "We have gangs here," he said. "Just like you have in the big city. The crowd's thinned out now, and if you like, I'll escort you back to your hotel." The gesture made my wife very happy and gave me time to ask some pertinent questions. I stated that we were first time visitors, and had been. suffering from disappointment, shock, and even fear, since our arrival. What kind of festival was this? Where was the happy rejoicing? His answers held an apologetic air. "People around your age group? Where are they? Well, shades are drawn, doors are locked. Those are the people who live here. The tourists, who used to make regular visits, canceled when things got rough, and that was a long time ago. As far as controlling a few thousand beer drinking young people, how would you go about it? Call out the militia? HA! Comes the revolution. We just let them run out of steam, and hope for the best." His hopes were about to be dashed. He lingered at the hotel entrance and remarked on the huge glow from the burning of Old Man Gloom. "In a minute It'll start to die down, and that mob will head straight back to the Plaza. I better go tend to business." PAGE 63 ... TARPA TOPICS


Thanking him again, we opened the lobby door, but only took a few steps inside. The racket, the churning about, was just as fierce as before. Even the fiery ritual taking place up the street had not induced many people to vacate. Returning to our station, we watched the incandescence of the "Gloom" effigy begin to fade. In less than a minute, except for a faint glow, the sky had darkened over the ritual site, and a disquieting sound arose and grew as the return trip to the Plaza began. Even though we were safe and sound, and a full block away, when the screaming multitude passed by, we shrank against the portals, sensing danger. As the Plaza filled, there was the crackling of gunfire. My wife mumbled, "Firecrackers." Sirens began to herald the arrival of ambulances, and when they appeared a block away, heading in our direction, mounted police were in the lead, shunting away the cluster of pedestrians. Their slow progress from the hotel to the Plaza seemed to take minutes, and during this period, the horde from within poured forth. The word had gotten around. Was this just another stimulant, I asked myself? As the exodus began to peter out, we slipped inside and, made our way to the reception desk. The same clerk was on duty, and noting the expressions on our faces (an abundance of anxiety and foreboding), quickly stated what he knew about the shooting. He had received word, via his network, that gangs were involved. There was one fatality, and an unknown number of wounded. Though not hungry, my wife and I felt we should seek some form of nourishment. The main dining room, the attractive one, was closed, except for beverage assisted merry-making. We were directed to a drab, cold, room, and served food befitting our surroundings. We were the only customers. It was a dreadful night. The din, which had not abated, and the emotional shock from the recent "incident", provided us with an excess of sleeplessness. Up early, we began packing. A decision had been made during the "dreadful" night to bid a not very fond adios to Santa Fe. Originally, our stay had been planned for two days. What now? Taos beckoned, only slightly over an hour away and unvisited. Our departure route from the hotel was adjacent to the Plaza. Stands were being erected for the parade viewers, and a platform was already assembled for entertainers and a mariachi band. The gala would commence in a little while and it would be a merry day. My wife spoke up and I detected a touch of sarcasm. "Are you sure you don't want to....?" Her voice trailed off and I didn't bother with an answer. Taos was everything we had been seeking. The Kachina Lodge was first-rate, and a perfect respite from tribulations of the night before. The margaritas? Divine. On the drive back to Albuquerque, the highway passed through the outskirts of Santa Fe, and the Plaza area was clearly visible. I had my eyes glued to the road ahead, and even though one last look wasn't appealing, the urge was there for a quick glimpse. "Think I oughta take one last look?" My wife had regained her sense of humor. "No. I don't think so. You might turn into saltsa."

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John, This is a picture of the recently restored terminal and TAT hangar at Winslow, AZ. Sharon and I flew out to Williams, AZ in 2002 for the Nat'l. Rwy. Hist. Soc. convention and I thought that it would be an excellent opportunity to retrace part of the original TAT coast to coast route. Believe it or no, our Skyhawk has about the same performance capabilities as a Ford Tri-Motor (with all motors running — except for payload) so, for me, it was a sort of a "time travel thing". Also, the TAT stops were just right for our fuel stop requirements. We started out from "One Zero Charlie", our home base NW of the Chicago area, and picked up the TAT route at Kansas City. We flew to Wichita and Waynoka, OK. where the passengers transferred to the Santa Fe RR for the night train ride to Clovis, NM. At this point we decided to divert to, and overnight at, Dodge City, KS. I'd been wanting to "head on int'a Dodge" ever since I first heard of the place on "Gunsmoke" some fifty odd years ago — no, on the radio (William Conrad, wasn't it?). The next morning we checked out Boot Hill and the rest of "Dodge" (takes about an hour and twenty minutes) then "headed on out'a Dodge" for Clovis, NM. From there we flew WNW to Santa Rosa where we picked up the"Concrete Compass" (I-40 in this case) that would lead us to Williams. Next stop, Albuquerque. As we approached ABQ, I called approach to fish for a VFR clearance through the Sandia pass (the old Route 66, now I-40). Although Class A,B and C airspace often leaves kind of a bad taste in my mouth since I retired, but this time it worked out pretty well. When the ABQ guy said, "say intentions" I answered, "we're following I-40 westbound and are trying to figure out a way to get passed ABQ without getting yelled at. " The ABQ guy laughed and said, "well, it just so happens you've come to the right place, squawk blah, blah, blab... advise of any altitude change and proceed on course." We didn't land at ABQ (in a C-172, I sometimes feel

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a little like a turd in a glass of milk at places like that). However, just on the west side of the City is a beehive of a nice little airport called Double Eagle (AEG). We gassed up there. We proceeded west on I-40. As we approached Winslow, AZ, I realized that we were violating one of the primary rules of "little airplane mountain flying", ie. "finish up by noon, or very shortly thereafter". The thermals had us feeling like "Shake `N Bakes" and the afternoon thunderheads were beginning to billow all around as we finally bounced onto the runway at INW. Then, as we taxied to the ramp, what a plesant surprise! There, looking like brand new, was the old airline terminal with adjacent TAT hangar, both recently restored. Waynoka, Winslow and Kingman are probably the only remaining TAT airports that bear any resemblance to their former selves, paved runways and modern facilities not withstanding. History buffs will enjoy a Winslow layover if the opportunity arises as there is sure plenty of history there. Check the website, www.winslowarizona or www.worldcitypages.net for information and links. Jeffry J. Hill Sr.

THE FABULOUS DC-3 by Bill Dixon Today we are so used to jet transports, from the B737 and MD8o, to the giant B747s, we tend to forget the most manufactured airplane ever built, the Douglas DC-3. It followed the single DC-1, constructed at the request of Jack Frye, President of TWA, and Howard Hughes, the airline ' s principal stockholder, and the several hundred DC-2s constructed prior to launching the first DC3 in 1936. Most of them went to TWA, Eastern Airlines, and American Airlines. In all, some 13,000 DC-3s were delivered. The military called it the C-47. Before the United Stated entered WW2, the DC-3 dominated the domestic air routes. In 1940, more that 8o percent of the airlines' aircraft were DC-3s, and most of the other 20 percent were DC-2s. Not until WW2 ended did the airplanes developed during the war – the pressurized Constellation and Douglas DC-6, and to some extent the older DC-4, start replacing the DC-3s and DC-2s. The Connie, as it was popularly known, and the DC-6, could comfortably curise at altitudes up to 18,000 feet, while the DC-3 normally flew at altitudes below 12,000 feet, generally at 5,000 to 7,0000 feet, It took quite a few years to eliminate the DC-3 in the U.S., but it continues, even to this day, to be used in some South American countries and in Asia. It capably filled what otherwise would have been a great void in the transportation system of many countries, including a version of it in Russia. Statistically the DC-3 was 64.5 feet long and maximum take-off weight was approximately 26,000 pounds, including the sleeper version with eight berths, which went into service in September 1936. Today's jets generally land with more reserve fuel weight than that! Maximum take-off weight of a Boeing 747, for comparison, runs around 800,00o pounds, with over three hundred thousand pounds of that in jet fuel. PAGE 66 ... TARPA TOPICS


My personal experience with the DC-3 was on my first trip as copilot on TWA in 1945, and it was the first plane I checked out on as Captain in 1948, but it was 1953 before I was senior enough to fly it regularly as captain. In the interim I flew copilot and later captain on the DC-4, Martin 202/ 404 and Lockheed Constellation, all fine airplanes.

I retired from TWA in January 1978, as chief pilot in New York. Age 6o was the FAA required retirement age for airline pilots and copilots, an age at which I feel I was at the top of my skills as an airline pilot. I feel age 62 would be much more appropriate, especially with the semi-annual physicals airline pilots must take.

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He's a knight in shining armor, That the cruel tyrant fears; He's that deadly drop of venom On the tip of Freedom's spear. Engaging him in battle is a course, That only fools would choose; He's the world's fiercest warrior For he has the most to lose. So when you see that fighter pilot, Standing at the bar; Taking out the garbage, Or tuning up his car. You'd best walk up and offer him Your thanks, extend your hand; ' He s that rare " one in a million" who Protects this sacred land.

And now, five hundred lucky souls Will start their Pre-Flight days; Endure demerits, hunger, cold, As upperclassmen haze. One- half survive this mental game, And go to Primary schools, But only half will hack the course, Move on to Basic rules. Two hundred fifty now will try To pass those Basic tests; Formation flight soon separates, The " tiger " from the rest. One hundred twenty five will then Pin on those silver wings; A few become the fighter jocks; The rest fly other things.

When you are only twelve years old Of course you want to fly! And tho' you know not what is Death, You're not afraid to die.

But of the million, more or less, All must have perfect eyes, So only half a million now Can dream of future skies.

Then comes high school, science, math; Some choose the easy way: Football, cars, and dating girls; Teen pleasures hold their sway.

Now comes the day of testing, Eight hours of Stanine Hell; On every subject known to man, Four- fifths will not do well.

This poem is dedicated to Major General Donald R. Ross, USAF, Commander of Bartow AFB, Florida, 196o, and Williams AFB, Arizona, 1961-1964, Air Training Command. He currently resides in Carson City, NV. to He served in the 8th Air Force in Europe during WW II, flying 72 missions in P-47's and P-51's, prior being downed and taken prisoner by the Luftwaffe. In 1953 he was a member of the Fourth Fighter Wingflying F-86's in Korea, Commander of the 336th Fighter Squadron. He was based in Laos during the Vietnam war.

But he's now teamed a lesson, Sometimes lost on you and me; We must always fight for Freedom, Because Freedom's never free!

Then comes two days of nakedness, Flight Surgeons poke and prod; To pass this Flying Physical One needs to be a God!

For Duty, Honor, Country, Their courage I admire! But it takes more than courage, son, To get to be a flyer.

And of the quarter million left, One half go on to schools; The other half will dream and drift, And never learn the rules.

Some will die while learning those Essential combat skifis; Some will die in combat, Some will score their "kifis".

But one in five who pass this test Apply for flying schools; The Application Boards will now Eliminate the fools.

I think I've known a million lads, Who say they love the sky; Who'd all be aviators, And not afraid to fly!

One in a Million by Michael J Larkin


Living on Earth is expensive, it does include a free trip the sun every year.

We have lost many of our old comrades and I would like to write a few words about two that were special to me.

The first is George Seaborg. George and I went back to the very beginning of our aviation careers. I first met George in April of

1949

when we showed up at Pensacola, along

with 50 others, to become Naval Aviation Cadets. Most of the group were civilians, fresh from college, but a few were Navy and Marine Corp enlisted personnel. George and I were in the latter group. George just made the end of WWII as a teenage radioman and gunner on Navy patrol planes. After the war he tried being a civilian for a while and then opted back into the Navy. 2nd

By

1949

he was an Aviation Radioman,

Class.

I just missed WWII by way of being in high school but on my 18th birthday I enlisted and by

1949

I was an Aviation Electronics Technician, 3'

.1

Class.

On our arrival in Pensacola we were assigned to the enlisted barracks and on our very first night we enjoyed a few ten cent beers at the enlisted men's club and embarked on a lifetime friendship. The poor civilians had no place to go and sat around their quarters playing checkers. Within the week we were issued new uniforms, sworn in as cadets, and assigned billets. The billets were assigned alphabetically and Richards and Seaborg became roommates along with four others. The six remained in contact all these years and attrition has now pared us down to two. By late 1950 we were anointed as Naval Aviators and George and I were sent to NAS North Island in San Diego, albeit in different squadrons. The Korean War offered full 1

employment and we went our separated ways but always kept in touch. By January of 953, having done our part in the war, we were both back in San Diego and regularly had lunch together. I had become a die hard Navy man but George had other ideas. By April our contracts with the Navy were up and I was vying for a commission in the regular Navy. George was scouring the ads for a possible airline job. One day at lunch George suggested that I accompany him to the Grant Hotel in downtown San Diego while he filed an application with TWA. I went along just because I

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How long a minute is depends on what side of the bathroom door you're on.

enjoyed downtown San Diego. Fate would have it that the interviewer from TWA was a man from my home town, Blue Springs, MO. I delivered groceries to his house when I was in high school. He had a silver tongue and convinced me that the application was free and in the unlikely event that I was offered a job, I didn't have to take it. George pointed out that TWA had a reputation for hiring pretty girls as hostesses. (Hostess – an honorable title now referred to as C/A.) The lure of a Navy career began to fade and George and I were both hired. It took me a few days to wind up Navy affairs and George reported to 10 Richards Road a month before me. By the end of summer, '53, we were co-pilots in Kansas City and needed a place to live. George found a house in a quiet neighborhood in a Kansas suburb and George, Sporty Horton, Bob Balser, and I took up residence. Those were halcyon days. The reputation that TWA had for pretty girls turned out to be true and it wasn't long before love reared its beautiful head. George fell in love with Natalie and they were married in the living room of our little house. I was honored to be best man. In due course we all married and went our separate ways. We both migrated to San Francisco where we started families and socialized. Natalie was an East Coast person, however, and they opted for the snow and the New York domicile where George spent most of his career. Looking back it seems that I spent most of the decade of the sixties in some sort of a school in Kansas City and more often than not George and I hooked up at the Esquire Bar. We reminisced about those ten cent beers in Pensacola. When Sue and I were married in California in 1984, George was there, having driven from the East Coast in his pickup truck. After retirement George, Roger Lahn, Bud Kuball, and Bob Balser took annual trips to the wilderness where they did crazy athletic things. George continued to invite me on those trips until I finally convinced him that I preferred a

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Birthdays are good for you; more you have, the longer you live.

long life as compared to an exciting one. His immovable ideas conflicted with my irresistible positions many times over more that fifty years but we always met half way over a frosty beer. I miss him and I grieve for him and I wish we could have just one more for the road. The second person that was special to me is Gordon Hargis. In Gordon 's case I really only met him a few times. The first was some time in the seventies when I first started flying international out of JFK. I needed a commuter apartment in New York and Sporty Horton invited me to join a group in Richmond Hill who were renting the second floor of a large, comfortable, old house. I arrived at the house one afternoon, put my key in the door, and opened up to find Gordon sitting on the couch. He gave me a big welcome, showed me around and made some suggestions as to where to eat and shop. Over that summer we met a few times, talked about company politics, had long discussions about `the contract.' I found that he had a phenomenal memory. One time he wrote out the whole check list from a WWII airplane. I think it was the B24. He used to work puzzles from the MENSA book almost as fast as he could read the questions. I enjoyed his company but didn't see much of him after that summer. My next contact with him was some 25 years later when I became Grapevine editor. Gordon wrote to me right away, quoting the date and time of day that we first met along with the address and phone number. From that time on we had a regular correspondence. He liked the Burma Shave jingles and sent me many more. Some were hilarious but unprintable. Almost every month I received something of interest, a piece of memorabilia, or a story. Gordon lived in Fort Worth, not far from my daughter. I wrote him last summer that I would contact him the next time I visited the area. I did visit Fort Worth this past winter but as often happens, I spent all my time playing with my grandkids. When it was time to leave I hadn't called him and I promised myself I would come again soon and we would have lunch. It was sad to see his name in the `Gone West' column. Gene

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There is always a right and a wrong way, and the wrong way always seems the more reasonable.

Think about it Anonymous Too many people put off something that brings them joy just because they haven't thought about it, don't have it on their schedule, didn't know it was coming or are too rigid to depart from their routine. I got to thinking one day about all those women on the Titanic who passed up dessert at dinner that fateful night in an effort to cut back. From then on, I've tried to be a little more flexible. How many women out there will eat at home because their husband didn't suggest going out to dinner until after something had been thawed? Does the word "refrigeration" mean nothing to you? How often have your kids dropped in to talk and sat in silence while you watched `Jeopardy' on television? I cannot count the times I called my sister and said, "How about going to lunch in a half hour?"She would gas up and stammer, "I can't. I have clothes on the line. My hair is dirty. I wish I had known yesterday, I had a late breakfast, It looks like rain."And my personal favorite:"It's Monday." ...She died a few years ago. We never did have lunch together. Because Americans cram so much into their lives, we tend to schedule our headaches.We live on a sparse diet of promises we make to ourselves when all the conditions are perfect! We'll go back and visit the grandparents when we get Stevie toilet-trained. We'll entertain when we replace the living-room carpet. We'll go on a second honeymoon when we get two more kids out of college. Life has a way of accelerating as we get older. The days get shorter, and the list of promises to ourselves gets longer. One morning, we awaken, and all we have to show for our lives is a litany of "I'm going to," "I plan on," and "Someday, when things are settled down a bit. When anyone calls my `seize the moment' friend, she is open to adventure and available for trips.She keeps an open mind on new ideas. Her enthusiasm for life is contagious.You talk with her for five minutes, and you're ready to trade your bad feet for a pair of Rollerblades and skip an elevator for a bungee cord.

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We could learn a lot from crayons: are sharp, some are pretty, are dull, some have weird names, and all are different colors....but all exist very nicely the same box.

My lips have not touched ice cream in 10 years. I love ice cream. It's just that I might as well apply it directly to my stomach with a spatula and eliminate the digestive process. The other day, I stopped the car and bought a triple-decker. If my car had hit an iceberg on the way home, I would have died happy. Now...go on and have a nice day.Do something you WANT to do ...not something on your SHOULD DO list. If you were going to die soon and had only one phone call you could make, who would you call and what would you say? And why are you waiting? Have you ever watched kids playing on a merry go round or listened to the rain lapping on the ground?Ever followed a butterfly's erratic flight or gazed at the sun into the fading night?Do you run through each day on the fly? When you ask "How are you?" Do you hear the reply? When the day is done, do you lie in your bed with the next hundred chores running through your head? Ever told your child, "We'll do it tomorrow. "And in your haste, not see his sorrow?Ever lost touch?Let a good friendship die?Just call to say "Hi"? When you worry and hurry through your day, it is like an unopened gift ....Thrown away... Life is not a race. Take it slower.Hear the music before the song is over. Life may not be the party we hoped for...but while we are here we might as well dance.

Everybody has a story but not everybody has shared it with their fellow TARPAS. Let me hear from you. If you've sent something and it didn't get published, send it ' again. I 'm not the best office manager and things get lost. I ve known very few

TWA crewmembers that didn't like to talk. So talk to us.

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Gene


Happiness comes through doors you `t even know you left open.

GETTING MY GREEN CARD by Gene Hammon My flash memory circuit kicked in as I was reading Barney Rawlings account of, "finding the cone of silence." Even though I am from a slightly later generation of TWA pilots than Barney ('66 thru `99), I had the thrilling experience of making a low frequency range instrument approach to the NAS at Brunswick, Maine, in an SP2H Neptune under trying circumstances. The last operating Radio Range in the U.S. was located there and was decommissioned not long afterward, thus ending the long and storied history of that method of finding one's way while airborne in weather. This experience came about during my Navy tour when I needed to get my Green Card? prior to being designated a PPC (Patrol Plane Commander). I was scheduled for an instrument check ride with LCDR Richard Vainoski. He greatly surprised me by what he asked me to do that day. I must say with all the modesty I can now muster, that that flight was my finest hour when it comes to check rides, --or more correctly, half hour. The hood went up as soon as I was in position on the runway. After an instrument departure he startled me by having me tune in the range and do an orientation. Fortunately I had reviewed the Range procedures when I was preparing for my check ride, but it was done solely out of curiosity. I never dreamed I would ever in my entire life be called upon to actually do one. After all, RADAR had been invented and this was the modern age of vectors. I was expecting just that for some GCAs and maybe an NDB, or a VOR approach or two. And boy was I ready! I must have had help from above because no wind corrections were needed and I was able to orient myself on the first attempt and quickly get established on the inbound leg. Just before I hit the cone of silence he gave me holding instructions. I had no sooner entered the hold when he failed an engine on me. After I got that problem squared away while still holding, he cleared me for the low frequency range approach with a circle to land situation. Both my ears and my legs were trembling by now. He had long since given me

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Ever notice that the people who are late are often much jollier the people who have to wait for them?

the impression that he was a totally inept copilot and if we were going to ever get back on the ground it was up to me. I was as surprised as anybody when I leveled off at minimums and he pulled the hood and lo and behold there was a beautiful KNHZ runway looking squarely back at me. I made the engine out circle to land procedure and landing just fine. After clearing the runway, his only comment was, ?I don't need to see anything else.? And now nearly forty years later, as I tumble these fond memories over in my mind, I'm thinking a special guardian angel must have been assigned to me after he had served a previous tour of duty with an old time airmail pilot

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 chieffor 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 I still miss the get together on the N floor at the Plaza hotel. Great Spanish omelets, nuts and orange juice.

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Most of us go to our grave with our music still inside of us.

From Bob Allardyce I loved Bill Dixon's "NOSTALGIA " article in the March, 2004, TARPA TOPICS. Humbly, I offer Bill number 26 to add to his "Older Than Dirt" quiz: Liberty Magazine. Around age 8 or lo, I made the rounds of the neighborhood, door to door, with a shoulder slung pouch full of "Libertys." As I recall, they sold for a nickel each. I remember those Libertys well, Bob. When I couldn't sell them all (which was most of the time) I would buy them with my own money just to get the prize. Gene

A FLIRT WITH PICO

AS TOLD BY ARTHUR RUHANEN TO HIS GRANDDAUGHTER, TALLY It was a moxie between captain and flight engineer to put on "pocket gas.

"

In the ramp-

shack a flight plan would be drawn up between operations and meteorologists. It was up to the captain to buy it. The C-54 took off like an angel heading for home, 3,000 lb. over weight. The flight plan called for a course change at a position report point abeam Lajas Island. This became right away, an embarrassment to the navigator because he gave a course change from over Lajas Island to Gander Airport on Newfoundland Island. We were flying at 6,000 feet on instruments and ran into some turbulence. Then breaking in and out of a cloud layer, the captain saw waves breaking against a shore line. We were skirting the shore of Pico Island. The highest point on Pico Island is the mountain top named after the island, rising to 7,130 feet. It was to late turn right because visually we saw that we had passed the island. It was a near miss. About 5 hours out looking down at the ocean, the whitecaps looked like they were pounding right in our faces. A new ETA from the navigator looked more like 12 hours instead of 9 hours. Captain to flight engineer, "Are you sure you got that extra gas onboard?

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"

Flight engineer, " YES


Wal-Mart is lowering prices every day, how come nothing is free yet?

SIR! " Back then the flight engineer walked on top of the wings and "stuck the tanks," secured the tank caps and checked the engine cowling fasteners. We landed at St. John's Airport on the south east end of Newfoundland Island 3 hours over the planned time. Flight from St. John's Airport to Washington National Airport, USA was routine.

Harry Stitzel (Aged 92) has sent several stories and the one published in the last issue had some glaring spelling errors. Harry wrote to express his dismay in that the errors were not his. I did some research and I agree with Harry. We're going to blame the error on technology. Harry sent his copy typed on a typewriter and I sent the copy through my scanner and OCR program. This always results in errors but a trip through the spellchecker usually picks them up. In this case the misspelled words were actual words, just not the ones we wanted. The spellchecker was satisfied and none of the editors caught it. Sorry Harry— we'll try harder. Gene

From Harry B. Stitzel In my letters that I have been sending Tarpa ref my memories of lCD and TWA International I said some were great, exciting, and funny. Also some were very tragic. These are some of the latter. On my first flight across the N. Atlantic in a Stratoliner with Capt. Stan Stanton, after getting hit by anti-aircraft fire the plane seemed OK when leveled off and back on course. Our Flt. Eng. by name of Ray Darst started looking for the holes. He finally found them behind the john in the tail section. I remember Darst even going thru the floor hatch into the cargo compartment trying to find damage. On another later flight when stuck in Georgetown, British Guiana a couple nights I noticed in the evening when in the barracks that our Flight Navigator prayed kneeling on the floor with shoulders and hands on the bed. The second night when he did this I made some comment and he told me that he had an agreement with his wife that at a certain hour of each

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You the you one

may be only one person in world, may also be the world to person.

day that they would both pray together regardless of where they would happen to be. Later there were two flights coming out of Reykjavik headed for Gander, the first one an hour before the second. Frank Czapansky, FRO on the first flight made an hourly report with the FRO on the second flight to just pass info ref the how goes it, etc. Frank said for the first three hours the second plane kept the sked but after that it did not. When the first plane arrived in Gander they waited for the second flight, which never did show up. Both Ray Darst and the praying navigator were on the second flight! One of my jobs with TWA was to work as a check FRO, my job being to ride with new FRO to smooth things out for them and get them used to our procedures, etc. I had a new man to check by name of Mann. Mann, even though he was young, about 22 years old, did a fine job and I was pleased to write him off as being an asset to the company. About a month later Mann on his first or second flight was on a flight from the Azores to Casablanca. The flight inadvertently flew over two convoys merging together. The first convoy apparently allowed the plane to overfly but the second convoy shot the flight down. There was a well known rule in our operation: never, never, fly over a surface vessel, that the surface vessel was to shoot any aircraft that did. (I know from my experience with Capt. Stanton!) The only wreckage found of Mann's flight were some floating bags of mail. Usually when I write of these memories I do a lot of smiling. Not this time. I have more.

Fast moving Quail live here By Bill Dixon Now and then you will catch a glimpse of scurrying California quail around my home in San Jose. It is the state bird. They are extremely fast on their feet, and seem to prefer the ground to the air when fleeing from a disturbance. They take off like a race horse, but will, if pressed, fly to a tree. Quails are ground nesters, and broods are large. The young are precocious and able to feed themselves almost immediately after hatching, but are vulnerable to predators, especially cats. They scratch like chickens for seeds, berries and insects, and are easily attracted to feeders. Their call is a single note or a three-syllable chi-ca-go. PAGE 78 ... TARPA TOPICS


Politics and a certain amount of egg on the face The major political season is upon us and will be ever expanded by the time you read this. Email has produced a new way of spreading the word and almost everyday I get several bits espousing someone's position. I applaud the ones that meet my criteria and boo the ones that don't and then hit delete. It appears to me, however, that many people lack originality and tend to be ready to accept whatever comes to them that suits their policy. Then they forward it on to their mailing list and the story is spread exponentially throughout the world. The problem is that many accepted points of fact are quite often points of fancy. Quotes are tricky and even I can alter a picture with great effect. So what's to do? Well there are a couple of web sites that can often clear up matters. If in doubt try snopes.com or urbanlegends.com and you may avoid the egg on the face routine. Gene

Notes to Rufus

From Albert Huck I want to thank you and the rest of the people on board for doing all the hard work of keeping TARPA alive. My wife just informed me that she would like to attend the next reunion. From Howard Frische It is slowly starting to sink in that TWA is no longer a viable entity. I want to thank you and all the others that keep the rest of us in contact especially thru the TOPICS. Thanks again for a job well done From Dean Phillips We were so fortunate to help pioneer the greatest transportation system the world had ever seen. Unfortunately, a number of airlines that make that system possible are no longer with us and some that are still flying may not survive. We can still look back to `The good old days' and those days are worth remembering when flying was not only an adventure but was also fun. Thanks for helping to keep TARPA alive. PAGE 79 ... TARPA TOPICS


I wish I were either rich enough or poor enough to do a lot of things that are impossible in my present comfortable circumstances.

From Bob Myers I am now living in Brazil with a 25 year old beauty. I do not plan on getting married again. I have decided that three marriages and three divorces are enough. If any of our former colleagues are ever in Florianopolis, Brazil, please stop by for a free drink. I hope all is well. My daughter Brook has been working for our old friend Dr. Hawass for the past three years in Cairo, Egypt. My bar Eden Garden Cocktail Bar Avenida Afonso Delambert Neto #681 Lagoa Da Concelcal Folrianopolis, SC, Brazil, 88000-62

From Maxine Wintersteen (Bill) Bill is now in a rest home. He fell and broke his right hip and shoulder and has developed Parkinson's. From Joe Stack St. Louis, MO, is my new home May through December. My wife, Fran, of 45 years was suffering from advanced Alzheimer's disease, and I needed more help taking care of her, so I decided to move to her home town where she had two brothers, a sister, cousins, and our daughter and three grandchildren. We drove leisurely from Long Island, stopping to visit family and friends along the way. We spent the 4th of July at the Air Force Museum at Dayton and paid a visit to the Wright Brothers' bicycle shop. We moved into our new home on July ii surrounded by boxes of unpacked house hold items. On July 12 Fran fell down the basement stairs and suffered a severe head injury. After eight days in intensive care, she died. She is buried in a cemetery in St Louis near her Mom and Dad. I miss her.

From Ray Terry I' m glad that you called. This old eagle from F/E class of `45 is happy to still be aboard. Doing something different every day. Enjoy all the goodies and TARPA too! PAGE 80 ... TARPA TOPICS


Moralizing and morals are two entirely different things and are always found in entirely different people.

From Bill Ashcraft Thank you for all the work and skills you put into TARPA TOPICS. They are all great and they seem to get better. The article, "TWA's Flight Through Time ," tickled all my memory buttons. It even inspired me to comply with our kids request to write a story for them of my life. I'm glad I started it. It's like reliving the good parts. From Sandy Wilson Jamieson Jamie really enjoyed receiving your publication and would read it avidly from cover to cover. I am now reading TARPA Topics, and as I was a flight attendant for twenty-five years, I recognize lots of pilots' names that both Jamie and I flew with during our flying careers with T.W.A and I can reminisce of "the good old days" From Phyllis Robertson Thank you very much for the past TARPA TOPICS . As I mentioned in my email, I thought they were passĂŠ . It was a treat to read all those TOPICS from front to back and see pictures of friends. Sad about the news of pilots that I knew that have gone west Happy to be part of the TWA group and happy you guys are still keeping it together. From 1950 TWA has a big place in my heart.

The best to all of you from Gene and Sue

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NEWSLETTER December 1979 TARPA OPENS ATTACK ON "B" PLAN MEETINGS WITH TWA AND THE MEC HELD

On August 25 President John Ferguson and Western Vice President Bill Dixon met with Dave Crombie, V.P. of Industrial Relations. During the 30-minute conversation, the concerns of retired crewmembers were expressed, particularly in the areas of the " B " Plan performance and retirement fringe benefits. As a result of this meeting, a more formal conference was held with Mr. Crombie and four of his top aides on September 25. Participating were John Ferguson, Dave Richwine, Paul McCarty and Bill Dixon. Paul McCarty led a two-hour presentation " " which centered around the historically poor performance of the B Plan. Also covered were the basic structure of the Plan, the investment portfolio, the performance of the money managers, and the absence of an accounting responsibility to the membership. The poor communications with individual retirees and the absence of any retiree input into their own Plan were also discussed. The company representatives gave us their courteous attention for two hours and answered a number of questions openly and candidly. We are not unaware of the high-priced manhours expended on us in the conference, and we thank TWA for the time spent. Because the " B" Plan is a joint responsibility of TWA and ALPA, TWA management could not give (nor did we seek) concrete promises of improvement. However, we believe that the meeting was of benefit to both parties in that we now know each other's concerns and positions, which will allow us to plan further moves accordingly.

The " B " Plan was conceived to combat inflation. With the right kind of stocks and bonds, and with proper management, it was expected that the return would keep the buying power of our retirement money at least abreast of the " inflation rate. Well, it hasn't happened. The "B Plan has failed even minimally to meet its objectives. In its 23-year history, the value of a unit of interest has increased only 1.97% to 2.6% per year (depending on how it is calculat ed). During the same period, interest on a savings account did much better. And, unless something is done, there is no reason to believe that the next 23 years will be any " " different. To give the devil his due, the performance of the B Plans of all U.S. airlines is equally as sad. A fat lot of consolation that is: Here is " " another bit of consolation for you -- the Canadian Airline Pilots Association (CALPA) runs its own retirement plan and its value has risen to the mid-teens, while in 1973 ours lost half its value and has never recovered. Can anyone disagree that our Plan is due for an overhaul???

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-2At our request the ALPA MEC extended an invitation to TARPA representatives to meet with them during their October meeting. Attending for TARPA were Ferguson, " " McCarty, and John Montgomery. This presentation was confined to the B Plan and the TARPA disenchantment with the return achieved by it. Paul McCarty made a strong pitch for our position and also explained TARPA's dislike of the " smoothing mechanism. " The MEC gave our people courteous and receptive attention and passed " a Resolution that would make the " smoothing mechanism a voluntary option. We thank the MEC for their cooperation and help. FRINGE BENEFITS IMPROVEMENT REQUESTED

During our conference with Mr. Crombie we made the following proposals: A term pass for a surviving spouse Extend 7-1 pass to age 70 Issue some form of positive pass at age 70 Waive class surcharges on retiree passes Reduce the retiree pilot life insurance premiums from $3.00 per thousand to $2.20 as granted under the latest TWA/ALPA contract to pilots retiring after August 1, 1979 The discount offered retirees on TWA Getaway Tours be increased to the same discount given active employees Increase the insurance limit on TWA Medicare insurance supplement There is no justifiable reason why an employee with one year seniority should board ahead of a retired employee with perhaps 40 years of service to TWA. While waiting for a flight, a retired employee of TWA is practically a non-person. It is degrading! TARPA will continue to press vigorously for more humane treatment of the traveling retiree, and also for the rest of the items listed above.

United, Delta, North Central, and many other companies outside the airline industry have recognized the monetary plight of their retirees and have voluntarily raised benefits or have been amenable to negotiations. United Airlines, for example, voluntarily has given their retired crewmembers a cost of living adjustment (COLA) -- an increase to current benefits of 2% for each year an employee has been retired and receiving a benefit before 1962, and 1% for each year the employee has been retired and receiving a benefit after 1971. For example, an employee who retired in 1962 would receive an increase in benefit of 27% (1962 through 1972 = 10 years x 2%, and 1972 to the end of 1978 = 7 years x 1%). It is refreshing to see that some airlines have acted on their concern for employees who have served them with years of faithful service. It should be of interest to you that at least one of our retirees is receiving less than $200 a month. News like that is seldom off this president's mind. Mr. Crombie stated that he could see no likelihood of TWA being able to afford any such action because of its financial situation. So what else is new?

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-3TARPA IS A MEMBER OF RAPA

An integral part of TARPA policy is the close cooperation with other retired airline pilot groups through our membership in the Retired Airline Pilots Association (RAPA). Our problems are similar, if not the same, as other groups who have been down the road before us. Working together with those groups will allow us to gain from their experience, and the solutions to our problems will be mutually beneficial to us all. Eastern Vice President Dave Richwine is TARPA's liaison officer with PAPA.

The Retired Pilots Association is supporting House of Representatives Bill 1145, which would overturn an adverse Supreme Court decision and would provide that labor unions enter into collective bargaining for retired employees. HR 1145 has not yet been voted out of the Subcommittee on Labor-Management Relations. There are, however, plans for a " mark-up " session after the Christmas recess. Congressman Frank Thompson, Jr., the Chairman of the Subcommittee, is the sponsor of the Bill and he will be pushing hard to get it to the House floor. If you have not already done so, please write to your Congressman (send a copy to Congressman Thompson) urging movement on this Bill. Even if you do not have a street address or room number, mail will reach your Congressman addressed as follows: House of Representatives Washington, D.C. 20515 (The Zip Code is important) It is unfortunate that we must take this step, but ALPA has not complied with the policy adopted by the ALPA Board of Directors in 1956. This policy is still current in the ALPA Administrative Manual (60.08.05), and reads as follows: B.

Pilot Aging and Retirement Association policy on pilot/aging and retirement shall include consideration of the following provisions: 1.

An airline pilot career should provide the pilot with a standard of living over his entire lifetime which is commensurate with the high standard of his profession.

This ALPA policy is lying dormant, even with our early retirees struggling for survival under today's devastating inflation.

On a more encouraging note, TARPA's program for next year will include more emphasis on the social side of our organization. This we will attempt without neglecting the important economic goals we have set for ourselves. Your officers seek your support and your suggestions. Write your President or Regional Vice President with your ideas. They are all volunteers working on their own time and dedicated to advancing the legitimate needs of the retired TWA flight crewmember. In this regard, we need volunteers for a Social and Activity Committee who will plan future social events, a Convention Committee, and a By Laws Committee, to name a few. Please drop your President a line if you wish to volunteer.

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We do not wish to close this first Newsletter without we owe Roy Van Etten for his pioneer role in the birth of been for his initiative, we still might be just a bunch of ' who saw our problems but couldn t do anything constructive

acknowledging the debt this group. Had it not disorganized individuals about them.

Material or suggestions for the Newsletter may be sent to Bill Dixon, the Editor, 8021 Pinot Noir Court, San Jose, California 95135. Thanks to Bill for his work on this Newsletter. The Officers of TARPA Wish you all a Very Merry Christmas and a Happy New Year:

John Ferguson President STOP THE PRESSES The " B " fund payment that you will receive for January, February and March is based on the index of change recorded for the fund on September 30, 1979. We were doing quite well at the end of September and you will receive a nice increase (multiply what you are presently receiving by 1.07183 and you will have the amount of your January, February and March checks). However, don't rush out and increase your Christmas spending, because we lost our share in October. The next valuation date will be the end of the year, and if the market does not recover, your April 1980 check will reflect the loss. Bill Dixon, Chairman of the Fringe Benefits Committee, advises: o Term passes for widows/widowers is under study by TWA and is a strong possibility o TWA plans to raise the retiree discount on Getaway Tours from 10% to 15% o No progress on improvement of retiree passes o TWA continues to believe that active employees should have priority over retired employees on those occasions when seats are tight and the seniority date on a Class 7 pass takes on meaning o TWA plans no change in the present policy permitting early retirees to have a Class 7 pass until age 65 and then reverting to Class 9 with other retirees in full seniority order. On the horizon is the possibility of an additional money manager. If a wise selection is made it should reduce the volatility of the fund. Don ' t Die Broke, a book written by estate planning attorney Melvin J. Swartz, could be of value to those who have yet to retire (but that is not to say it would not also be of benefit to those who have already retired). The latest version is in paperback (don't buy the hardback) and sells for $3.95.

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TARPA CONVENTION PLANS VAN ETTEN REPORTS ON B FUND THE GRAPEVINE THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA Editor: A. J. (AI) Clay, Jr.

Grapevine Editor: O. R. (OLE) Olson Officers and Directors of the Association

D. W. Richwine, President John Montgomery, First Vice Pres. A. T. Humbles, Secretary Joe Tunder, Treasurer

Sam Crecy, Vice Pres. East Joe Brown, Vice Pres. Central W. A. Dixon, Vice Pros, West Rich Beighlie, Director Ed Kallina , Director

OR. Olson, Director O. N. Hanson, Director Bill Steward, Director Roy Vert Eden, Director

PRESIDENTS MESSAGE... IT ' S OFFICIAL: After nearly two years of searching, TARPA now has an Editor for its newsletter. As you can see from the masthead, Captain Al Clay has agreed to take on this most important task. Al has a host of good ideas for developing the news letter into a very meaningful publication which should bring a new dimension to our internal " GRAPEVINE " porcommunications. Orv (Ole) Olson has agreed to continue to edit the tion for us. However, neither of these fellows can be very effective without input from our members. This means not only the TARPA officers and committeemen, but all the rest of you who know what is going on out there. Please let them hear from you. Their respective addresses are: Captain A. J. Clay 410 Harbor View Lane Largo, Florida 33540 Phone: 813/584-8456

Captain O. R. Olson 10210 Mission Road Overland Park, Kansas 66206 Phone: 913/642-2778

The forthcoming convention, committee reports, RAPA.et. el. are covered elsewhere in this letter. Our position with relation to the present TWA management is pretty clearly stated in the enclosed letters to Carl Lay and President Meyer, neither of which have been answered to date. Each passing day demonstrates clearly that we do indeed need each other and that TARPA can be a powerful medium for unifying our group. Your continued support is essential. Let each of us try to bring in one brother pilot or engineer who is not now a member. Sincerely yours, D. W. Richwine

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

1981 TARPA CONVENTION... Plans for the 1981 TARPA convention at the La Posada Resort in Scottsdale on June 10, 11, and 12th continue to roll along. Reservations for approximately 50 of our members and their wives have been received to date. We have an initial block of 100 rooms guaranteed and it is important to know as soon as possible how many more will be needed; so please send in your reservation request without delay. For the benefit of any new members who may not have received the information sheet and reservation form mailed last month, and for those of you who may have mislaid it, you may make a reservation (Continued Page 2)

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CONVENTION (Continued) by sending a note and deposit directly to Jeanne Handley, c/o La Posada Resort, 4949 East Lincoln Drive, Scottsdale, Arizona 85253. The reservation fee is $30.00 for one nights room plus $16.85 per person for the banquet. In regard to the minor discrepancy on this appearing on the reservation form, Dick Colburn has the following to say: "My dime store calculator crossed me up on the hotel room deposit plus two dinner reservations. It should have read $63.70 instead of $69.70. However, those people who didn't catch the error will have the $6.00 credited to their bill by La Posada. " Also please indicate on your reservation note whether you and/or your wife are interested in the golf or tennis tournaments or the Northern Arizona air tour. Any further questions should be addressed to: Dick Colburn 9410 Country Club Drive Sun City, Arizona 85373 Phone: 602/974-5516

RAPA... Captain Jack Pitts, President of RAPA, advised that the ALPA-RAPA talks relative to the feasibility of forming a Retired Division of ALPA are due to start shortly. TO THE TARPA BOARD OF DIRECTORS... Please advise President Dave Richwine as soon as possible whether or not you wish to stand for re-election to the Board this year. 1981 TARPA DUES... Your 1981 TARPA dues of $15.00 were due and payable on January 1st of this year. It sill make Treasurer Joe Tunder ' s job a whole lot easier if everyone who has not already done Thanks! so will get theirs in the mail without delay. PRE-RETIREMENT COUNSELLING COMMITTEE... One of our potentially most helpful committees is being used very little. This committee cannot be of help unless the individual members concerned let them know what the problems are. The account of wading through the quagmire of early medical retirement covered herein is an excellent example of where a retiring member could use some help. If you have pre-retirement questions or know of anyone who does, just contact committee chairman Dave Helperin, 5732 Rhea Avenue, Tarzana, California 91356, Phone 213/881-2873. He and Dick Beck are most willing to be of help. FOR THOSE OF YOU STILL FLYING... Here is some information which it is hoped you will never need. If you have an illness that disqualifies you from flying, there are some things you will have to do and some things you will need to consider; and, unless you have thought about how you are going to pick up the pieces, you might not know how to begin. (Continued Page 3)

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-3STILL FLYING (Continued) If you fail your FAA physical examination, you will be " temporarily " grounded by the FAA examiner. He will send his findings to the Aeromedical Certification Branch of the FAA in Oklahoma City. He has a maximum of 30 days to do this. "

As soon as you are temporarily " grounded, you will probably want to call the ALPA medical advisors in Denver. This is Dr. Masters ' office. They can refer you to a specialist who has established credibility with the FAA. In choosing a specialist, you might want to consider how often you will have to consult him. If you believe that a specialist can prove that you are fit to fly and you will be working with him two or three days, distance and convenience won ' t matter much. However, if you will require monthly check-ups to establish your medical history, travelling long distances for your check-ups can become expensive and inconvenient. If you wish to, you can have the findings of your specialist sent to the FAA Aeromedical branch for their evaluation. You can do this by giving the information to your FAA medical examiner to send to Oklahoma City, along with his report of your examination. If you do this, you should send a copy of this material to Dr. Masters ' office in Denver. You can also submit your specialist's finding to the FAA through Dr. Masters' office. If you desire to do this, you will have to sign a release before they will contact the FAA on your behalf. It will take four to six weeks to get a decision from Oklahoma City. The Aeromedical advisors in Denver will not accept collect calls. However, if you call and can ' t get one of the Doctors, they will return your call at ALPA expense. The telephone number is 303/371-0425. They do no examinations. They are there to give you advice. Your GMF will require a physician ' s statement if it appears that you are going to be on sick leave for quite a while. There are two things you can do to reduce your expense at this time. First, you can get a waiver from ALPA suspending payment of dues. This is only a waiver and when you return to work you will be liable for these dues. If you do not return to work before age sixty you are not liable for these dues. The place to call for the waiver form is the Membership Services Department at the ALPA Home Office 202/797-4000. You will need a statement from your GMF stating that you are on sick leave as well as a physician ' s statement to supplement the application for waiver. The second thing you can do is apply for a suspension of payment for your group life insurance premiums. This is a suspension, and if you return to work you will not have to pay for the premiums that were not collected. The person to call is your GMF who will arrange for you to receive a form from the employee benefits section. Don ' t call the employee benefits section yourself unless you merely wish to chat. The form you receive has a formidable title something like " Proof of Permanent and Total Disability " . If this scares you too much and you make inquiries, you will be told it is just a form used to process applications for suspension of premium payments because it has the right spaces for filling in the necessary information. You send this form back to the Employee Benefit Section after you have filled out one side and your doctor has filled out the other. Approval will take awhile but if you act promptly when starting sick leave, in about three months you should get a decision approving or disapproving your (Continued Page 4)

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-4STILL FLYING (Continued) request. These two things, if approved, should make a big difference in your monthly expenses. Your ALPA Mutual Aid starts after a ninety day waiting period. The way to process this is to write or call the ALPA MAA at the ALPA Home Office in Washington. The telephone number is 202/797-4242. You will receive an application and will again need a physician's statement and a letter from your GMF to send with your application. Additionally, if you are fifty-eight or over, you will need to submit proof of birthdate. You send this information to ALPA MAA at the end of the month in which your sick leave reaches ninety days. You will be paid from the ninetieth day through the end of the month. Thereafter, you will need to send in the application form and a physician ' s statement at the end of every month as long as you collect MAA benefits. ' After the first payment and until the last you will be paid a full month s benefits each time. The last payment may be for an odd number of days. After the initial Doctor ' s statement, you can apply to the MAA for a waiver of the physician ' s monthly statement if it is obvious that your condition is serious enough that you are unlikely to return to work for several months. If approved, this will probably result in a small saving because many doctors charge a fee for signing a statement. TWA PMA starts after all company sick leave and vacation time is used. Start your paper work with the TWA PMA sixty days before you sick leave and vacation are exhausted. The person to deal with is your council PMA chairman who will coordinate with the MEC PMA chairman. This article is not meant to tell you how to deal with your personal affairs, but to give you some information that experience has shown can take a number of letters and long distance calls to gather. This information is current , but there will be changes and when you become aware of a change, please sit down and write a note to Dave tHhalperinsox an who needs a report on the weather you m just flew through will get an accurate report. PENSION TRUST COMMITTEE... Capt. Vern Lowell, Chairman of our Pension Trust Committee, advises that he had an excellent return from our retired income questionnaire and that they are still coming in at a steady rate. "Appalling " is the way he described the number of our old timers, our real pioneers, who are now living below the national poverty level. If you know any of our old time brother pilots who have not furnished us with this information, please urge them to do so. Questionnaire forms went out to all of those on the mailing list with the last newsletter. More can be obtained by writing direct to: Capt. VERNON W. LOWELL, 2300 Ocean Drive, Vero Beach, Florida 32960. Ph: 305/231-4023. Vern also advises that the performance of the PUTNAM Advisory Company was outstanding in 1980 showing better than a 50% increase over the previous period. Reports on the other B plan money managers have not yet been made available to him. A note from your secretary - If you learn of a serious illness or death of one of our members please let me know so we can at least send a card and include it in our newsletter. A.T. Humbles, R.D. 2, Box 660, Ringoes, New Jersey 0855]. I'd like to see us adopt a procedure for memorial donations.

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-5TARPA TO SPONSOR SAN FRANCISCO RETIREMENT PARTY... On March 21, 1981, the Western Region of TARPA will sponsor a retirement dinner/dance for the 1980 retirees of the San Francisco domicle. It will take place at the Sheraton Airport Inn. Festivities will begin at 6:00 PM with complimentary cocktails available until 7:30 PM; at which time a prime rib dinner will be served. Following dinner, an orchestra and a no-host bar will be provided. The crew members to be honored (listed in the order of their retirement) are as follows: G. G. Searle, W. C. Mathews, H. A. Traylor, J. W. Harpster, D. D. Pickett, R. Wirth, J. M. Webb, B. R. Robertson, W. C. Waggoner, R. W. Craft and F. W. Bonn. Room accommodations at the Sheraton will be available at a 50% discount. The charge for the dinner/dance will be $35 per person. TARPA hopes to make this an annual event at each domicile and since this is the trial run, your ideas and comments are earnestly solicited. Captain John M. Phillips is in charge and arrangements to attend should be made through him. John's address and telephone number are listed below. Those of you requiring hotel reservations should include a $10 deposit to secure the room. John asks that all reservations requests be postmarked no later than March 7. John M. Phillips 20070 Pierce Court Saratoga, CA 95070 Phone: 408/867-4090 FEDERAL DISTRICT JUDGE'S DECISION... The decision last spring by a Federal District Judge in Atlanta in the Delta vs Bond case has presented an opportunity to try to get the FARs revised in the area of cardiovascular illness. Some pilots have organized the " Civil Pilots for Regulatory Reform, " CPRR, and have hired a Washington lawyer to represent them in hearings and discussions in Washington. They have three primary objectives: 1. Elimination of cardiovascular problems from the Part 67 list of the nine absolutely disqualifying conditions. Each case to be decided on its own merits rather than automatic disqualification with no recourse. 2. The establishment of new standards as set forth by the eighth Bethesda Conference, a nineteen seventy-five meeting of prominent heart specialists of the American College of Cardiology. 3. The requirement of an appeal process. This would be by a neutral, non-governmental group. This is the current practice in Canada. CPRR is an organization made up of airline, business and private pilots. Some of the latter are themselves doctors. If you want more information contact: CPRR c/o Capt. Bruce Fowler 2819 Nordham Drive Austin, TX 78745 Phone: 512/441-3283

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-6-

GONE WEST... We are sorry to report the deaths of four of our members. We extend our sympathy to their families. GONE WEST Miller C. Canpenter 430 Calle De Aibelo Redondo Beach, CA 90277 Walton G. (Swede.) Golien 14304 South Austin Rd. Manteca, CA 95336 V. L. Rife Route 1, Box 87, Space 12 Lower Lake, CA 95457 Franklin D. Varis 1657 E. 1500 North Logan, Utah The death of Swede Golien further diminishes the ranks of airmen whose careers spanned the years from the time of primitive ships and contact flying to the modern era. Those who came along later are forever indebted to these men whose skill and dedication proved that scheduled operations were practical and that our industry could become a great one. # # # # # # #

ROY VAN ETTEN REPORTS that year end index of change for B fund was 1.39407, an increase of 39.4 per cent. You won't get all this because three per cent is assumed and there are expenses, but the unit should be about $25.20 and April payments should be about eleven per cent more than you are currently receiving. Roy says not to spend it all because we lost ground in January. March may show an upswing, but don't count on it. He was happy to report that the MEC had authorized the retirement committee to hire professional help to make a study of ways to improve the B fund performance. There will be meetings in New York and Boston on March 4, 5, and 6. These meetings will be attended by ALPA, The Master Trustee, the money managers, the actuary, the company, and Roy. The money for the study will come from the B fund. # # # # # # #

Ole Olson sent along some good information that was published by the TWA Seniors Club.

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FIRST EDITION By Captain Orville Olson The Grapevine column will belong to you, the individual TARPA member, as a clearing house for items of interest about the who, what, where and when of our TWA flying friends, including those retired and those still on the line. It will be up to each of you to provide the information. A card or letter will do the trick. Keep it short and simple, so we won't have to do too much cutting or editing. We expect to include information about-address changes, illnesses, recoveries, deaths, marriages and divorces, and any other items that we used to discuss in crew lounges and hotel lobbies around the world from Albuquerque to Zululand and beyond. One request, fellows: no unfounded rumors, just hard facts, please. Also, no grievances to be aired, s'il vous plait. Cleared for takeoff! * JOHN FERGUSON, TARPA's first President (1979-1980) was out of town when we called recently, but Abby informed us that he is "improving" from his recent setback. He is on a regimen of "more rest and less stress". John is with the NTSB in Washington, D. C. {7802 Dassett Court, Annandale, Virginia 22003). * * * OTIS BRYAN, who was Walt Gunn's excellent choice for speaker at TARPA's 1980 Overland Park convention dinner, has become a TARPA member. Otis was TWA's Chief Pilot for many years in the 30's and 40's. He now runs the Bryan Hereford Ranch at Greeley, Kansas. * * * The THAD MAYS, recently retired, have moved from Kansas City back to the old family homestead near Greensboro, Alabama. ( R.F.D. #2, Box 432, zip 36744)

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Page 2

THE TARPA GRAPEVINE

The convention brought letters expressing regrets for not being able to make it to the convention from the following members: JACK ASIRE had the misfortune to pinch a nerve in his back during spring commissioning of his boat and was hoping that traction and special exercises would get quick results. (52 Seaspray Drive, Centerport, N. Y. 11721) Hi, Evelyn! * * * EDDIE BOQUA reports that he and wife Katherine are enjoying good health, entertaining a few house guests, and occasionally visiting friends in the L.A. area. He has tried to get to Wickenburg meetings and may make it this fall. (10340 Banner Lava Cap Road, Nevada City, California 95959) * * * PAT GALLUP wrote that he "would certainly like to have attended this convention as I know there will be many of my friends there whom I have not seen in many years". Pat has had health problems since retiring in 1960, but still gets around the country. We saw him at the big Seniors dinner here in Overland Park in 1979. (3201 S. E. Tenth Street, Pompano Beach, Florida 33062) * * * The ED LAAKSO's were on their way to visit a son in the Navy Ed said: "Would have like to join the old crowd at Norfolk. for fun and games in old K.C." (665 Andover Drive, Magalia, California 95954) See you next year, Ed! * * * BILL SHOEMAKER (Wm. 3.) expressed appreciation: "I think TARPA is a great organization for us retired pilots, and I am very grateful for you fellows who are so actively participat{ 5403 Littlebow Road, Rancho Palos Verdes, Calif. 90274) ing. * * * Thanks for writing, you TARPIANS. Letters and cards are a fine way to let friends know you are thinking of them. It's a real spirit lifter to find one among the bills, the "occupant", and the "resident" junk. * * * HAROLD AIKEN is doing very well after his four-way by-pass in May. He is walking several miles every morning and is looking very trim. His many stitches are a work of art.

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Page 3

THE TARPA GRAPEVINE

For a quiet place to fish and relax, Captain JOE LEACH has a motel-trailer park-restaurant complex near Roosevelt Lake in Arizona, about 100 miles northeast of Phoenix. The address is Roosevelt Lake Resort, Box 485, Payson Star Route, Globe, Arizona 85501 (Telephone 602-467-2276) * * * For the useful retirement information it provides, membership in the American Association of Retired Persons (AARP) can be recommended. The dues are reasonable ($4.00/year; $10.00/3 years; $30.00/10 years), which includes (in addition to your spouse) a very interesting and colorful bi-monthly magazine and occasional news bulletins. Membership is suggested for both retired and about-to-be-retired people. The organization boasts a membership of 12 million. The address is AARP, 1909 K Street, NW, Washington, D. C. 20049. * * * Among prize winners in the annual September TWA Flights Ops retirement party gold tournament, held at the Arizona Biltmore in Phoenix, were retired Captains GENE McCLURE (with a 75!); THAD MAY, BOB REID and son, Bobby, and ED FRANKUM, who retires if he does - in 1981. * * * Captain JACK WEISS says he heard commentator Paul Harvey, on a recent radio broadcast, say that former TWA Captain BILL KERR was the inventor of the child-proof medicine bottle cap and, for some reason, relinquished royalty rights. Bill is a member of the old Kerr fruit jar family who flew for TWA many years ago and resigned to return to the business. A nice guy many will remember. * * * The GRAPEVINE address: Orville R. Olson, 10210 Mission Road, Overland Park, Kansas 66206. (A "Dear Ole" salutation is O.K.!) * * * President DAVE RICHWIAE says we are going to try to put one of these in the mail every three months or so, along with his own regular bulletins to the membership.

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THE TARPA

GRAPEVINE

Well, Fellow TARPANS, we are now able to report - after a period of recuperation - that on the 4th, 5th and 6th of May, at the Tropicana Hotel in Las Vegas, your organization put together another BIG ONE and a GOOD ONE - the annual TARPA convention. Although the convention will be reported in more detail by others in this issue, we beg your indulgence as we relate some of our own observations and experiences for the particular benefit of those who could not attend. After a year of planning and hard work, Convention Chairman LYLE SPENCER and his tireless and patient Dutch wife, DOROTHY, with the help of ROY VAN ETTEN, REGGIE PLUMRIDGE, LOUISE VESTAL, LYLE BOBZIN and many others, put together another TARPA social, business, golf, tennis and hospitality program that provided as much activity as could be absorbed by ordinary humans in a 72 hour period. Between scheduled events, of course, the gambling casino and the nighttime dinner—and—dolly shows offered their own special appeal. Las Vegas, in fact, lived up to its ' convention—town and Fun 1City ! West reputations so magnificently that our leaders have decided already to go back again in 983 The obvious delight of TARPANS, as they met and greeted each other, especially in the atmosphere of the hospitality room, convinced us again that there really are "no friends like old friends". As someone said, "This is unbelievable! I see guys who weren ' t on speaking terms years ago, now slapping each other the back and jawing away like long-lost brothers". But that's what TARPA is all about - good fellowship and friendship - and away with Any lingering negative feelings. These are the years for peace and serenity. TARPA was formed to promote that condition.

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Oh, what a tangled web we weave when first we practice to conceive.

Captain Rufus Mosley

Jan 10, 2004

Please accept my membership into TARPA. My father is retired F/E John L. Seaman. On my last visit to see my parents over the Holidays I had the opportunity to read through my fathers latest TARPA Topics. My father had mentioned the article about LANICA and the 880. In that article it was mentioned that there was one of the instructors names that could not be remembered, this person is my father (John). As a youngster my brothers and I had made many visits to the Traning Facility in downtown KC. Each and every time there was always something that found our interests. John in later years move up to the L-1011 and was an instructor at the newer facility near KCI airport. He also was one of the many that went to Saudi for their training on the L1011's and our family had our summer vacation there in 1976. In the mid 1980's he moved up to the 747 before retiring in the early 1990's. He is one of your members and staying busier than ever in retirement living in Neosho, MO with wife (my Mom) Mary Ann. I have many fond memories of TWA and visits to the cockpit, etc while on flights with my father and family. It is sad to have TWA removed from the skies. I have much pride in my father and the followship that all the employees showed over the many years. I work for AirTran Airways and my wife Marjory works for Delta and therefore keep the Airline heritage within the family. One of my brothers, Jay, is a member of the Kansas Air National Guard and maintains one of several of the KC135's, he too is keeping that aviation heritage going. TWA will be heavily missed in the skies but will be forever in our hearts.

Sincerely,

Scott K. Seaman

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March 11, 2004

Dear John, I hope that by this time you have found the material you were seeking on the early TARPA TOPICS and its predecessor newsletters If you are interested in a little more detail, I submit the following: TARPA TOPICS was born in Al Clay ' s fishing boat on the Gulf of Mexico, where we spent much time together.... especially during Kingfish season. When I became president of TARPA, my two objectives were to build it into a strong, viable organization and to establish some useful rapport with other entities, such as TWA management, TWA Seniors, RAPA, et. al. Al and I discussed these objectives at length during our many hours on the water. We both agreed that to meet these goals, an effective house organ to insure good communications was needed. However, it took a lot of coaxing on my part to get Al to say " I do " . Once the agreement was reached, Al was off and running. Prior to this time, Internal communications consisted of an occasional newsletter. I think there were a couple by John Ferguson, our first president, and several by myself. These, along with a number of private letters, were the only communications that we had. Al set up the format, Lofton Crow designed the logo, and Orville Olson created the "Grapevine', which has appeared in every issue since the first one. In the beginning, Al would collect the substance of the letter; bring it over to my house where my wife, Vi, would type it to make it print ready and do the layout. I would proof read it and forward it to A. T. Humbles, who would have it printed and also handle the mailing. This arrangement continued until Vi and I moved from Florida up to South Carolina in 1985. This, of course, stretched the communications line considerably. At this point, A.T. Humbles volunteered to handle typing and layout as well as printing and mailing. He handled this entire workload (and well) by himself for a number of years until Chuck MacNab assumed that responsibility. I am sure you know the rest. Anyway, since I no longer have the records, I can't be of much help beyond that point. Trusting that this will complete your needs on the earlier years of the TOPICS, Sincerely,

Dave Richwine

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'

A Trip to the National Air and Space Museum s Steven F. Udvar-Hazy Center The Smithsonian Institution's Newest Facility by Dave Richwine If you think that the name is a long one, it is certainly commensurate with the building! This large and imposing edifice, located about a mile southeast of Dulles Airport, measures approximately one thousand feet long, 250 feet wide and ten stories high with a 164 foot observation tower that overlooks the Dulles Airport flight operations. Named for its primary benefactor, who contributed sixty five million dollars in seed money, it is the latest adjunct to the main Smithsonian Aero Space museum located on the Mall in downtown Washington. Mr. Udvar-Hazy (OOD-var HAH-zee) emigrated from Hungary to the United States in his teens, gained his education here, and built his fortune in the aircraft leasing business. The Chairman and CEO of International Lease Finance Corporation, he is a Gulfstream G-5 pilot who, in Hungary at age six, became enamored of flight because of the sense of freedom it presented to him. He has a deep and abiding interest in America's aviation community and its achievements. The eastern end of the Center's entrance is marked by noted sculptor John Safer's piece, "Ascent". It is a gleaming, vertically oriented, spiraling structure that draws one's eye to the sky. From it, one accesses the Hazy Center via a walkway between two segmented "walls" of airfoil shaped panels. These stainless steel panels comprise the "Wall of Honor", which is dedicated to all those who share a passion for flight and contains the names of those who either have been memorialized or have contributed to the construction of the Hazy Center. For some of you old timers who remember Busch Voigts, the names of four flying members of his family are listed among the honorees. The names of those shown on the wall units are also contained in a register located in the building's Welcome Center. The building itself, which is shaped like a lighter-than-air hangar, is a marvel of modern engineering and architecture, covering nearly six acres. It is climatized with air ducts ranging from three to nine feet in diameter. The exterior is covered with Hypolan fabric. The complex contains an I MAX theater, which takes you inside the international space station where you can see the astronauts as they go about their daily tasks. There is also a museum store and cafe. Paralleling the main building is another expansive structure, which will house the museum's restoration facility and serve as an archives center. Designed to hold 200 aircraft, there are only 82 at this time. However, they include the Concord, Enola Gay (The B-29 bomber that dropped the atomic bomb on Japan to end WWII), the Boeing 307 (the first four engine pressurized transport). There were ten built. TWA had five, and PAA had three. Howard Hughes had a specially modified version for his own personal use. I think there are still a few old TWA guys left who flew this one, including Bill Townsend. Then there is the Lockheed SR-71A (Blackbird) Stealth plane that set a transcontinental speed record from Los Angeles to Washington, DC of one hour, four minutes and twenty seconds. For you WWII types, there is a Stearman N-2S and its Naval Aircraft factory counterpart, the N3N seaplane. On the west side of the north-south oriented aviation hangar is the 70,000 square foot James S.

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MacDonnell Space Hanger. It houses the first experimental space shuttle, "Enterprise", which was never actually launched into space, but was "launched" from atop a 747 at altitude and flown to confirm landing patterns and procedures. It will be surrounded by 134 other space artifacts in the near future following completion of Enterprise's restoration. The ten basic display sections are designed to show aircraft from Business aviation, Cold War aviation, Commercial aviation, General aviation, Korea and Vietnam, Pre-1920 aviation, Modern Military aviation, Space units and WWII aviation. There is an extended ramp along the west side of the hangar that affords you an overhead view of those planes, which are suspended from the ceiling. The opening and dedication of the center was timed to coincide with the 100th Anniversary of the Wright Brothers first flight at Kitty Hawk in December 1903. The festivities involved spanned almost a week. Thanks to our oldest son, Major General D. A. Richwine USMC (Ret.), who is Director of Development for the museum, my wife Vi and I were treated to an early visit during this period. The doors first opened on Saturday, December 6th. This was "Appreciation Day" for all of those who contributed $35 or more. Some ten thousand people turned out on that bitter cold morning for this event. Tuesday the ninth was a salute to military aviation and Veteran's Day. This event was by ticket only and was limited to four thousand people. An appropriate program was presented, featuring remarks by Museum Director, General John R. Daily, USMC (Ret.); General Richard B. Myers, USAF, Chairman of the Joint Chiefs of Staff; and Senator John Warner of Virginia, plus music by the Air Force band. Following the program, a hot lunch was served to four thousand people and it was good. The rest of that day was spent viewing the 82 aircraft currently on display. On Wednesday evening the loth, there was a gala black-tie event honoring those who had given $10,000 or more. Approximately one thousand attended this grand affair. Thursday, the eleventh was the formal dedication of the center and was attended by about two thousand people. The dedication featured the Vice President of the United States and the Chief Justice of the Supreme Court, who is also the Chancellor of the Smithsonian Institution. Aviation devotee and 707 pilot John Travolta was the Master of Ceremonies. As my own flying career started in a Waco 9 in 1934 and extended up through the B-747 in 1 974, this experience had a lot of memories for me. I think I can safely say that anyone who loves aviation and its history will find a trip to "America's Hangar" a rewarding one. While there has been some state and federal assistance, the bulk of the cost of this project, which started out at one hundred thirteen million ($113,000,000) and has topped out at about $311,000,000, has been financed by private contributions. They still have to raise some ninety millions to complete the financing. ALPA has committed to a panel but has not submitted the names of those who will be on it yet. If you would like to add the name of someone you feel should be memorialized for their personal contributions to America's aviation, or if you personally would like to own a "piece" of this historical project by -making a contribution yourself, there are still spaces left on the "Wall". For more information, call 1-202-633-2614 and ask for "Wall of Honor" details. Their website is: http://www.nasm.si.edu/getinvolved/giving/wallofhonor/

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EGYPT: LAND OF CONTRAST AND ANTIQUITY by Bill Dixon If you must choose one place to visit overseas, let it be Egypt. New and ancient, fascinating and inscrutable, it is a formidable experience. It also is a photographer's paradise, and under present world conditions, not overcrowded with visitors. In the several trips I have made there, I rank it right with Kenya and Russia as the top three places I have seen in my travels throughout much of the world— and all three are vastly different. But that is a different story. The Egyptian highlight was four days on a Nile River boat cruising from Aswan to Luxor. My wife and I flew on EgyptAir to Aswan and back to Cairo from Luxor. I was able to fly in the cockpit at the invitation of the crew. The food on the ship was okay, but we pretty much stuck to simple dishes and salads to avoid stomach troubles. Cairo, the 1000-year plus capital of Egypt, is one of the most intriguing cities in the world. A quarter of the nation's estimated 50 million people cram into its desert bordered boundaries, many existing in manifest poverty. This is most visible in Old Cairo. Buses are jammed. Donkey carts and horse carriages contend with the more numerous cars and trucks. A few over-burdened camels spice the mix. There is a lot to buy and prices generally are reasonable. We brought back with us a large decorative brass coffee table, which we turned, into a wall hanging. It would have cost us about ten times more in the U.S. Bargaining is expected except in hotels and larger shops. We stayed at the Hilton. You would be foolish and disappoint the street vendors if you paid the asking price! The exciting shopping in the bazaars, these age - old marts seek to squeeze persons and goods together in as small a space as possible. You can rent a car but a more sensible option is to stick to trains, buses, taxis and airlines. The aggressive street vendors, plying their trade from Cairo to Abu Simbel, make the most determined American salesmen seem inept. By the time you have talked a price down from $20 to $1o, you assume you have won a great victory. But have you? Maybe! Prices are lower in Luxor than Cairo, but Cairo has far more selection. Its arcades are bulging with brass, copper, ivory, rugs, camel saddles, and carvings - to list a few. It is suggested in Fodor's travel book for Egypt to use credit cards such as Visa and American Express. They sometimes include free travel-accident insurance and other pluses. On one trip we took our young daughter and son. About all they liked was the zoo, and the pool and hotel room view of the city. They mostly ate cereals and spaghetti, and had a brief ride on a camel, with a photograph to prove it. Food has much improved in the past dozen years, with most of it introduced by European chefs. They pretty much run the hotels now.

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Cairo, like 97% of the total population, lies within the fertile Nile valley, Egypt's lifeline to existence. Its only river, the mighty Nile, starts its long course in the highlands of East Africa and empties into the Mediterranean at Alexandria, founded by Alexander the Great in 331 B.C. Housing is critical everywhere and scores of drab, sand colored apartment buildings abound. The belly dancers haven't changed. They are pretty but plumpish and I can do without the Egyptian music. Probably the best way to enjoy and appreciate the city and countryside alongside the Nile is on a conducted tour, as we did. From the west coast, a day or two vacation on the East coast nicely break up the long hop from California to Egypt. First thing, after making a decision to go, is to make your reservations several months ahead. The period October through April is the best time for weather. The summer months are too hot. We were there in late April, and found a light sweater comfortable for morning and evening. Luxor and Aswan hit 102, but the air was so dry it wasn't as bad as it sounds. Absolutely nothing grew in the ground in those areas, not even weeds. There was no rain. The life and times of ancient Egypt, ranging from 4000 B.C. to the time of Christ, project an overpowering aura: Cairo itself; the giant Step Pyramid of Sakkara near Memphis, the first capital; the exquisite carvings in the incredible tombs of the Valley of the Kings and Queens; the huge temples; the dominating Nile, all present a picture of a purely magnificent civilization. It was rich and poor, progressive, and sometimes decadent, but marvelously advanced in engineering and art. Most that is known about Ancient Egypt arises from the miraculous discovery by a French soldier in 1799, of the Rosetta Stone, half-buried in mud, near the Rosetta mouth of the Nile. It contains an inscribed decree by Ptolemy V, 203-181 B. C., in three languages, one of which was in hieroglyphics. This led to the deciphering of the beautiful and precise writings. King Tutankhamon, or Pharaoh, the terms are interchangeable, succeeded his brother, Amernhotep IV, ill-fated husband of the beautiful Queen Nefertiti. Don't confuse her with Nefertari, Queen to the mighty Rameses II. For two absorbing historic novels of this period, read Allen Drury's "God Against the Gods", and its sequel, "Return to Thebes."

We could certainly slow aging process down if it had to work its way through Congress. Unknown

Don ' t worry about avoiding temptation... As you grow older, it will avoid you. Unknown

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