2005.03.TARPA_TOPICS

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

DEPARTMENTS:

FEATURES: FIRST... LAST TRIP TO.. . by Dick Nicklas 19

PRESIDENT ' S MESSAGE 3 Charles Wilder

MAYAN ADVENTURE

EDITOR ' S NOTE John P. Gratz

36

by Bob Dedman

4

OLD WARRIORS REUNITE by Michael Larkin 39

SECRETARY/TREASURER 5 Rufus Mosely

LIFE AFTER THE CONNIE

FLOWN WEST

47

GRAPEVINE Gene Richards

55

by Rod Zapf

53

MOTION PICTURES AND AIR TRANSPORT (Reprint)

65

CAIRO DC-3 (Reprint)

69

BEAUTIFUL SILENCE by Arthur Ruhanen

85

TARPA TOURS Jean Thompson

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

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

Front Cover: The Philadelphia Convention and Visitors Bureau Back Cover: Roger Martin, ' RC Printing. Idea: Mary O Neill

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John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 63017-5500 (636) 532-8317 jpgratz@charter.net David R. Gratz 1034 Carroll 1 St. Louis, MO 63104 (3 4) 2 4 1-9353 drgratz@swbell.net Gene Richards 284oB Sherwood Ave Modesto, CA 95350 (209) 492-0391 gene _richards @pacbell.net Felix M. Usis III 1276 Belvoir Lane Virginia Beach, VA 23464-6746 (757) 4 2 0-5445 fusis1@cox.net

EDITOR

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 25)93 8-349 2 jbybee4@comcast.net Jack Irwin 2466 White Stable Road Town and Country, MO 63 13 1 (3 14) 43 2 -3 2 7 2 jack@smilinjack.com Jean Thompson 63 Birdsong Way Apt115 Hilton Head Island, S.C. 29926 (863) 681-6451 jetslandin@adelphia.net

OFFICERS AND DIRECTORS, 2003 - 2004 PRESIDENT

FIRST VICE-PRESIDENT

SECOND VICE PRESIDENT

SECRETARY/TREASURER

SENIOR DIRECTOR

DIRECTOR

DIRECTOR

INTERNET WEBMASTER

PAST-PRESIDENT

EDITOR

Charles L. Wilder Jackson, NJ 08 5 2 7-4 05 8 clwilder@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

William A. Kirschner Box 359 6 6 State Line, NV 89449-359 (775) 588-4 22 3 shooter1 @compuserve.com Ed Madigan P.O. Box3565 8 (775) 831-1265 Incline Village, NV 945 0 edmadigan@charter.net Robert C. Sherman 1201 Phelps Ave. (408) 246-7754 San Jose, CA 95117 rcsherm@sbcglobal.net Rockney Dollarhide #1Riverside Farm Dr. (636) 938-4727 Crescent, MO 63025 rockney@charter.net William Kientz 14981 Chateau Village 6 01 01 Chesterfield, MO 3 7-77 (63 6 ) 39 1 -5454 wkientz@aol.com Jack Irwin 2466 White Stable Rd. 2 2 Town and Country, MO 63131 (3 1 4) 43 2 -3 7 jack@smilinjack.com Robert W. Dedman 3728 Lynfield Drive 2 2 (757) 463-2032 Virginia Beach, VA 345 rwded@earthlink.net John P. Gratz 1646 Timberlake Manor Pkwy (636) 532-8317 Chesterfield, MO 63017-5500 jpgratz@charter.net PAGE 2 ... TARPA TOPICS


PRESIDENT'S MESSAGE Now that our very successful cruise and 2004 Convention is over, we are looking forward to 2005 in the "City of Brotherly Love," Philadelphia, Pennsylvania. As I write this, some of the final details have not been completed, but we have selected the Hyatt as our hotel. It is a new hotel, some 4 or 5 years old, on the Delaware River in the Society Hill section of Philadelphia. The hotel is only 4 or 5 blocks from the historic district and is near numerous excellent restaurants. Application forms and more detailed information are included later in this issue. The cruise and pre-cruise in New Orleans was outstanding. Everyone pitched in to help make it a great success – too many to list in this short message. But several deserve special mention. Vicki McGowen's planning before and assistance during the cruise contributed greatly to the success. Also, Katie Buchanan ran the hospitality room, both in New Orleans and on the ship. Our Treasurer, Ed Madigan, did a tremendous job; without his help we probably would not have ended up in the black. Bob Eaton provided transportation and help in New Orleans with the Hospitality Room supplies. The Board of Directors gave a great deal of assistance throughout the period. Guy Fortier, TARPA First Vice-President and Bob Dedman, past President were Johnnyon- the-spot. The list goes on and on. Since our conventions are the highlight of the year for TARPA, we really need to make Philadelphia another great success. Philly was one of the most important cities in the foundation of our nation and is full of our historical sites. Plus, the location on the bank of the Delaware is beautiful; on the opposite side of the hotel tower the exclusive high-rise condominiums, which are surrounded by dozens of neat restaurants. At the convention this past November, we started two new programs for our TWA/AMR pilots; one for those still on the active list and the other for our furloughed brothers and sisters. The first program is for individual retired TARPA members to "adopt" a furloughed pilot and pay his dues until he can get back on his feet financially. The second is for those TARPA members who volunteer, to contribute a few extra dollars each year in addition to their dues. This will establish a fund to send TARPA TOPICS to the TWA/ AMR pilots occasionally. This is an attempt to keep them interested in our organization and to sponsor " them as members when their circumstances permit. If you wish to participate in the first program, simple e-mail me or write to me. My e-mail address is clwilder@optonline.net and my address is 122 Wild Dunes Way, Jackson, NJ 08527. If you wish to contribute to the second fund, send a separate check with your check for your dues in the dues envelope. If you have already mailed your dues in, please send a check to Ed Madigan, P.O. Box 3565, Incline Village, NV 89450 . Charlie PAGE 3 ... TARPA TOPICS


' EDITOR S NOTE

As you can see from our front cover, this issue of TARPA TOPICS features all the necessary information and sign-up pages for our TARPA Convention 2005 in Philadelphia. Many Members have been looking forward to visiting the historic City of Brotherly Love since our 2001 Convention there was cancelled following the tragic events of 9/11/01 and so, the Board of Directors rescheduled it for this year. Because of the late date of the Convention Cruise in 2004, we were prevented from highlighting the usual souvenir stories and photographs in the November issue last year. Those items are included in this issue. Bob Dedman wrote about, and included pictures of his visit to the Mayan ruins. Roger Leach sent many photographs that he took on the cruise as well. In addition, we have stories from Dick Nicklas, Jeff Hill, some prose and poetry from Mike Larkin and another brief " story from Art Ruhanen. Don Peters sent a detailed description of the Wright Brothers Master Airman Award" with the hope that some of our readers may qualify. Finally, we are pleased to publish more small bits and stories than we usually. For that, we are grateful. Some small bits may even have to be saved for next time. For us, a surplus is always better than a deficit. We included parts of the December 1984 TOPICS in our last issue, November 2004. One of the articles, a reprint from the 1984 TOPICS was from a former RAF pilot asking for information about a TWA DC-3 that spotted his RAF Dakota (C-47/DC-3) in the Egyptian desert in 1948 after it had been brought down by mechanical problems. That lucky sighting led to his rescue and after many years he wanted to thank that "TWA crew." We received several responses about that reprinted 1984 story. One was from Lyle D. Bobzin, and Buck Pratt delivered one. What Buck brought was a copy of a 1985 TWA Skyliner, and that article turned out to be a reprint of another TOPICS story on the subject authored by Larry Trimble. Now, are you confounded by this convoluted trail of confusion? One thing seems crystal clear however, and that is, there is still some interest in this ' subject, and that is why we have decided to reprint Larry Trimble s story, Lyle Bobzin's recent note and others relative to the Cairo DC-3 story and from the March 1985 TARPA TOPICS. The back cover is based on ideas from former TWAers Marc Brecy and Mary O'Neill. They both used flags of nations served by TWA in the past. We were greatly impressed and decided to use the flags to see how many you can identify. Answers next TOPICS!

TARPA Tours coordinator Jean Thompson is considering several possibilities for post-convention tours. She would appreciate any of your suggestions and indications of interest. Jean would also like to call your attention to the cruise tour advertised in the last issue of TOPICS and again in this edition. There are still places available for this fabulous travel experience.

Photos in this issue of TOPICS courtesy of: Bob Dedman, Editor, Jeff Hill, Mike Larkin, Don Peters, Roger Leach and Rod zapf.

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SECRETARY/TREASURER

REPORT

JANUARY 4, 2005

As of January 4, 2005, the membership is as follows: (R) Retired: (A) Active: (E) Eagle (H) Honorary: TOTAL:

837 58 548 507 1,950

There are also 43 subscribers to Topics, and 19 who receive complimentary copies. We have added 9 new members since the last Topics, they are listed later in this issue. Here is the financial report for period from September 1' 2004 thru December 31, 2004 9/1/2004: Opening Balance Income Expenses Cash Flow Balance 12/31/04

$ 65,416.10 $ 17 ,106.71 $ 16,713 .83 $ 392.88 $65,808.98

We had a great convention and cruise aboard the "Grandeur of the Seas". We do not have the final financial numbers, as there are still some outstanding bills. ' This is my first report as your new Secretary/Treasurer; believe me it s a very busy time with all your dues checks coming in. Keep up the good work. We all owe RUFUS MOSLEY a huge thank you for a job very well done over the last few years. I'm sure I'll still keep him busy as I move forward in this new position.

Respectfully Submitted,

Ed Madigan PAGE 5 ... TARPA TOPICS


TARPA ANNUAL MEMBERSHIP MEETING MINUTES 11/11/2004 ABOARD "GRANDEUR OF THE SEAS " SOMEWHERE IN THE WESTERN CARRIBEAN The meeting was called to order by President Charles Wilder at 8:3o AM. Approximately 100 members were present, along with some spouses and others. The Pledge of Allegiance was said, followed by the whistling of the various armed forces songs by Bill Kirschner in honor of Veterans Day. The list of those "Flown West" was read by Bob Sherman, there have been over 90 since our last meeting. Bob follow with a tribute to the 4th oldest member, Joe Grant, who was present with us. "Jose" will be 97 in a few months. President Charles Wilder gave thanks to several people who were instrumental in organizing this Cruise/Convention. First Vice President Guy Fortier added his thanks, especially to Charlie, Ed Madigan, and Vicky McGowen. Guy then led a discussion of how we can increase our membership. Suggestions were put forth on recruiting our contemporaries who are not members, gift memberships, and a fund for those financially unable to belong. Charlie reported that Second Vice President H. O. Van Zandt will be stepping down from his position, but will continue his work in the communications and e-mail areas. Secretary/Treasurer Rufus Mosely stated that membership is around 1900. He also reported that we have $62,000 in the bank, with $12,000 in expenses coming in the remainder of the year. Some dues income for next year will be received this year, as usual. He gave the following statistics: the member with the latest seniority date is Andrew Mandel, hired in 1999, the member present with the oldest seniority date is J. D. Boren, hired in March, 1942, the member present with the latest seniority date is Jerry Sokolik, hired in January, 1969, and the hire class with the most members present is the class of 11/18/1963 with John Callamaro, Bill Kirschner, Rich Wetherell, Rick Molinario and Bill Polk in attendance. Convention Treasurer Ed Madigan reviewed finances for the Convention, they are in good shape, and gave the good news that Hospitality Room contributions will no longer be solicited

Director Rocky Dollarhide reported that less than 900 former TWA pilots are still flying for American Airlines, 435 of them being Captains. A furlough is coming in January, but a flight attendant recall may take place next year. Topics Editor John Gratz said that the November issue will be in the mail next week, but due to

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the late Convention date this year the usual Convention stories and photos will be in the March, 2005 issue. Tours Director Jean Thompson gave an outline of the next Tarpa tour, which will be a British Isles 10 day cruise next June. Information sheets on the cruise are available for those interested. The Directory is now on the Tarpa website, links to and from other websites, such as twapilots.com and smilinjack.com, was discussed. Special thanks were given to Community America Credit Union for their generous donation to our Convention. Charlie Wilder and Vicky McGowen covered preliminary planning for the 2005 Convention to be held in Philadelphia. Capt. Al Mundo gave the recommendations of the Nominating Committee for Officers and Directors for the coming year: President- Charles Wilder 1st Vice President- Guy Fortier 2nd Vice President- William Kirschner Secretary/Treasurer- Ed Madigan Senior Director- Robert Sherman Director- Rockney Dollarhide Director- William Kientz Nominations were closed, and these gentlemen were elected by a unanimous vote. Capt. Joe Montanaro gave a review of the status and plans for the TWA Pilot 's Directed Account Plan (the D.A.P.). The meeting was adjourned by President Wilder at 10:30 AM.

TARPA BOARD OF DIRECTORS 11/07/2004 MEETING MINUTES ABOARD "GRANDEUR OF THE SEAS " SOMEWHERE IN THE WESTERN CARRIBEAN Present: Charles Wilder, Guy Fortier, Rufus Mosely, Bob Dedman, Rocky Dollarhide, Ed Madigan, Bob Sherman, John Gratz, Vicky McGowen. Absent: Bill Kientz, Jack Irwin, H. O. Van Zandt. The meeting was called to order at 12:35 PM by President Wilder, who then reported on the current status of TARPA.

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Sec/Treas Rufus Mosely stated that we have approximately $62,000 in the bank, with $12,000 in expenses anticipated for the remainder of this year. Some dues for 2005 will come in before year end. The membership count is steady at around 2,000, but the future will start to show a decline. Director Rocky Dollarhide reported on current status at AA: there are about 900 former TWA pilots still flying, but another furlough is coming. Ed Madigan, Convention 2004 Treasurer, gave a summary of the current Convention. Things are going well, thanks to, among others, our coordinator Vicky McGowen. He pointed out that due to the high cost of onboard liquor we need to solicit cash donations in the hospitality room to help defray this expense. Topics editor John Gratz said that the November issue is ready to mail. A picture of a TWA Constellation which had been donated to Tarpa could possibly be raffled at the 2005 Convention. Charlie and Vicky summarized their preliminary planning for the 2005 Convention which will be in Philadelphia. Two hotels are being considered, the Hyatt and the Sheraton, the pros and cons of each were discussed, one will be chosen soon. They are both in the historic district. The second week of October is the most likely date, with a slight possibility of the last week of September. It was suggested that from now on the March Board meeting be held in the convention city for that year. The Directory is now on the Tarpa website, changes to keep it current can be made by persons with the proper password, such as the sec/treas. The project to put all issues of Topics on CD is still being worked on by Jeff Hill and others. There has been no news from IATAN. Gift memberships were discussed, with the possibility of setting up a fund to provide them for those wishing to belong but in financial difficulty. There being no further business, President Wilder adjourned the meeting at 2:05 PM. Respectfully submitted

C. Rufus Mosely Secretary/Treasurer

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Schedule for TARPA 2005 Convention Philadelphia, PA Date Depart Return

Event

MONDAY. SEPTEMBER 26 Noon 1800 1600 1400 1800 1600 Evening

Registration Open Board of Directors Meeting — Board Room Hospitality - Presidential Suite Open for dinner

900 1000

1700 1600

1100 1630

1500 1900

900 1000 1630 2030

1700 1500 2000 2200

, September 27 TUESDAY Registration Open Franklin Institute Science Museum or Philadelphia Museum of Art S.S. New Jersey Battleship Tour and Lunch Welcome Reception — Independence Visitors Center Philadelphia Pig Roast, Hors d'oeuvres and Cash Bar Wednesday, September 28 Registration Historical Tour of Philadelphia & Constitution Center S.S. New Jersey Battleship Tour and Dinner Hospitality Suite Open — Presidential Suite

Thursday, September 29 1300 Registration Open 800 83 General Membership Meeting 01 1600 Longwood Gardens & Lunch 1030 Hospitality Suite Open - Presidential Suite 1800 1600 1900 1800 Farewell Reception Banquet Dinner & Dancing - Special Guest Entertainment 1900 2300

1100

Friday, September 30 Check-out

We have a small block of rooms for those that might like to stay a few more days in Philadelphia The times listed above are bus departure times, please be in the hotel lobby at least 10 minutes prior to assure an On-Time Departure.

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2005 Convention Tour

Philadelphia

Information

Handicapped: All of the tours and sites listed are accessible for handicapped or those with limited mobility. There may be a few limitations at historical sites and aboard the Battleship. If you will require assistance or have mobility issues please make a note on the comment section of the registration form. Franklin Institute Science Museum Tuesday, September 27, 10:00am – 4:00pm The Franklin Institute is the most visited site in Philadelphia; with over a dozen new attractions including a 3D Theater, indoor Sky Bike, the sports Challenge, a giant walk-through heart, four floors of interactive, electrifying exhibits, IMAX movies and the Fels Planetarium. Currently the showcase exhibit is on the Titanic in the main hall. Of great interest to TARPA members will be the Franklin Mr Show. This exhibit contains a pilot training center showcasing the historical and contemporary facets of aviation and aeronautical technologies, and the life stories of a broad spectrum of aviation pioneers. The exhibit includes original Wright Brothers' drawings, a Wright Model B Flyer, a T-33 jet, and an interactive flight simulator. The IMAX theater presents; Lewis & Clark: Great Journey West; Forces of Nature; and Titanic; and Home of Freedom: a vibrant seven-minute signature film that captures the pulse of Philadelphia and the voices of its people. The daily demonstrations include fascinating project such as the Liquid Air Show, Paper making, Space Boot Camp Show, the Observatory, and the Spin ride. This tour includes motor coach transportation, admission to the museum, IMAX Theater, and lunch in the Franklin Café . - ORPhiladelphia Museum of Art Tuesday, September 27, 10:00am – 4:00pm Showcasing more than 2,000 years of human creativity; the collections and special exhibitions at the Philadelphia Museum of Art present masterpieces of painting, sculpture, decorative arts and architectural settings from Europe, Asia and the Americas. The striking neoclassical building is an oasis of beauty and enriching activities including lectures, concerts, films, and interactive family programs. This is truly an outstanding art museum presenting works by Cezanne, Monet, Poussin, Renoir, Rubens and Van Gogh. Works of modern artists are also included. The tour will include round trip motor coach transportation, admission to the museum, and lunch in the Bistro Restaurant. PAGE 10 ... TARPA TOPICS


S.S. New Jersey Battleship Tuesday, September 27, 11:ooam - 3:00pm History comes to life on our tour of one of the largest and most decorated ships in the U.S. fleet. ii stories high, nearly 3 football fields long, and at 45,000 tons of living history, this is the " must-see " on the Camden Waterfront. During WWII, Korean, Vietnam, and Beirut, thousands of sailors and Marines sailed with the Battleship New Jersey proudly serving on the nation's most decorated ship. The ship is permanently berthed as a museum and memorial. We will tour the ship and enjoy cocktails and dinner on the ships Fantail. The tour will include round trip transportation, admission, and a casual lunch before we return to the hotel in time to get for the opening reception. Welcome Reception — Independence Hall Visitors Center Tuesday, September 27, 4:30pm — 7:00pm We are going to welcome the TARPA members in style this year with a welcome reception including hosted Philadelphia Pig Roast, hors d'oeuvres and a cash bar on the terrace of the Independence Visitors Center. Centrally located in historic district, the center overlooks the New Liberty Bell Center; Independence Hall, Carpenters Hall, and the new multi-million dollar Constitution Center. The Visitors Center features interactive kiosks introducing you to the history of Philadelphia and gives you an introduction to all there is to do and see. The tour includes round trip motor coach transportation, admission to the center, and the reception. There will be a cash bar. Historical Trolley Tour of Philadelphia Wednesday, September 28, am — 3:00pm This tour promises to be one of the most interesting and entertaining of the week. We have chartered the popular Philadelphia Trolleys with guides to provide a 2-hour comprehensive guide to the city. This will include all of the fascinating intrigue of Philadelphia including the Art district, City Hall, Lemon Hill, Philadelphia Zoo, Chinatown, Antique Row, Old City, Market Street, and finally the historic district including the Liberty Bell, Independence Hall, Carpenters Hall, Christ Church, and admission to the all new multi-million dollar National Constitution Center. The center America's first and only museum devoted to the Unites States Constitution. This contemporary and moving experience includes over 200 interactive and multimedia exhibits, film, photographs, text, sculpture and artifacts to engage and inspire every American. Lunch will be on your own at the intriguing Reading Terminal. One of the most interesting spots in Philadelphia, the market is regarded as the largest farmers market in America. This food emporium houses over 8o merchants selling every imaginable variety of produce and prepared foods. Enjoy Pennsylvania Dutch breakfast, authentic Philadelphia Cheese steaks, or award winning chefs that prepare sandwiches, seafood, or salads, and Amish homemade breads, pies, and jams. We have allowed for an hour at lunch and an hour at the Constitution Center. The tour includes transportation, guides, and admission to the National Constitution Center. PAGE 11 ... TARPA TOPICS


Philadelphia in 2005! Longwood Gardens Thursday, September 29, 10:30am — 4:00pm This magnificent garden was originally created by industrialist Pierre S. Dupont and offers 1,050 acres of breathtaking landscapes, woodlands and meadows, 40 indoor/outdoor gardens, 11,000 types of plants, spectacular fountains, 400 performing arts events, festivals, and holiday displays. The gardens are located about 45 minutes from Philadelphia in Kennett Square. The tour includes round trip motor coach transportation, admission including a 90 minute guided tour, and lunch at the Terrace Restaurant. We will return in time for you to freshen up before departing for the evening dinner aboard the SS New Jersey. Final Banquet Dinner Thursday, September 29, 6:oopm — 11:oopm Join us for a final evening of friends, laughter, entertainment, and fine foods in the Columbia Ballroom at the Hyatt Regency Penn's Landing. The evening will include a no-host reception; your choice of a complete grilled fillet of beef or grilled shrimp & seared scallops dinner, wine, and special entertainment.

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Philadelphia in

2005!

There is nowhere else in the world where so much American history comes to life than in Philadelphia. This is the city where American democracy was born, where culture, music and the arts abound, and where incredible dining and shopping options are endless. Although Philadelphia proudly honors our nation's strong heritage, it is by no means stranded in the past. When you visit this celebrated city, be prepared for more than just a history lesson. What makes Philadelphia and its countryside so special is the unique blend of experiences you have to come here in person to discover. This might be four centuries of history or modern day neighborhoods, legendary battlefields, cobblestone streets and Colonial architecture; old-fashioned covered bridges, quirky museums, hidden gardens in quaint city enclaves, bountiful gardens, upscale shopping, and of course world-class dining. The city offers so much to do and see we struggled to fit it all in for our TARPA members. We will visit exciting sites such as Independence Hall, overlooking the new Liberty Bell Center; the Franklin Institute Science Museum, or the Philadelphia Art Museum; the SS Battleship New Jersey, the nations most decorated battleship; Longwood Gardens, a spectacular botanical garden; and have an opportunity to tour the entire city on a guided trolley tour. All tours will include transportation, admission fees, and lunch (except the Historic Philadelphia tour. We will have a lunch stop at Reading terminal however lunch is at your own expense.) There are so many other wonderful options that we encourage you to come in a few days early or stay a few days later and enjoy all this wonderful city has to offer; The Kimmel Performing Arts Center, the all new Constitution Center, the Philadelphia Zoo, Betsy Ross's House, the Rodin Museum, the Academy of Fine Art, Chinatown, the U.S. Mint and the Aquarium across the river in New Jersey. Philadelphia is the largest city in Pennsylvania and the fifth largest city in the United States (approximately 1.5 million people). William Penn founded the city back in 1682. During the ' American Revolution, the fight for freedom took hold here at Carpenter s Hall in 1774. In July of 1776 the Declaration of Independence was signed here at the Independence Hall. In 1787, our nations founders came to Philadelphia for the Constitutional Convention. Once the Constitution was written, Philadelphia served at the capital city of the new nation from 1790 to 1800. We hope you will join us for a truly memorable convention in Philadelphia in 2005. "The City of Brotherly Love"

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Convention Philadelphia Lodging and Transportation

2005

' The site for the TARPA 2005 Convention will be the Hyatt Regency at Penn s Landing. This luxurious hotel is only four years old and is located at 201 Columbus Blvd., on the Delaware River. Many of the 346 rooms will offer lovely views of the water. The hotel has been awarded four diamonds by AAA and has an award winning restaurant; Keating's River Grill and Bar. The Hyatt has a fabulous location only minutes from Society Hill, South Street, Market Street, and the historical mile. Each room is equipped with:

Data ports for internet access (nominal fee) Hairdryers Coffee makers In room safes Iron and ironing board Daily newspaper The facility also has a complimentary health club, indoor pool, sundeck, and sauna. For reservations, you can go to our website www.tarpa.com website and click on the Hyatt Regency Penn ' s Landing link or call the hotel directly at 215-928-1234 or utilize Hyatt Central Reservation at 800-233-1234. Be sure and mention you are with the TARPA group to be extended the special group rate of $149.00 per night plus tax (14%). The hotel offers valet parking or self-parking. Valet is $21.00 per night while self-parking is $16.00 per night. For specific driving directions to the hotel please see their website at www. pennslanding.hyatt.com, click on area guide, and then click on maps & directions. Airport shuttle service is offered by a number of companies including Liberty tours at $ 8.00 per person. It is not necessary to purchase shuttle tickets in advance. You will find the airport service counter in the transportation area adjacent to baggage claim. Taxi service is available for about $22.00. See you in Philadelphia in September!

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"My First and, Insh 'Allah, Last Trip to Iraq" by Dick Nicklas I hope this doesn't get too tedious and drawn out but I do want to start at the beginning...which was March of 1957 when I was hired by TWA as a copilot. I was furloughed in December of that year and rehired by TWA the following spring as a flight navigator. And frankly what I didn't know about navigation then would fill several volumes of the Air Almanac. TWA had about 135 navigators working at the time and I was the most junior and also the youngest; which accounts for the fact that I was on perpetual reserve. One afternoon the phone rang..."crew schedule, we have a trip for you this evening. You are to deadhead to Cairo and work some flights between Cairo and Dhahran." I was single, I had never been east of Paris and the whole idea brought to my mind tales of the " " Arabian Nights. But the some flights part seemed a little vague, even to someone as junior as I was. "How long will I be gone", I asked. "Your flight leaves at 1900", was the reply and he hung up. This was July of 1958 and another, or more properly, the continuing Mid-East crisis was in effect. On the deadhead from Paris to Cairo I was informed by the cabin crew that due to the current unrest, TWA crew members were no longer laying over in Cairo and that the crew including the Paris-based flight attendants, would be continuing on to Dhahran for rest. "Sigh". A very friendly Egyptian agent who had no more idea what I was doing there than I did met me in operations. "If you are sure that you want to lay over in Cairo then you should stay at the Heliopolis Palace Hotel. Let me get you a taxi. " Shortly after I got to my room there was a knock on the door and when I opened it I was introduced to Mr. Earl Korf, TWA navigator, bon vivant, a true gentleman and sole member of the TWA Cairo domicile. Earl held in his hands a tray of ice cold Stella beer and roasted peanuts. He informed me that due to the current crisis TWA could no longer fly the normal Cairo-Dhahran route that went over Aqaba, Jordan and then down the radio-beacon pipe-line route to Dhahran. Instead we were flying the 1000-mile direct route across the Arabian Desert, a route that had no electronic navigation aids. I finally knew what I was doing there. I was twenty-four at the time and it is probable that Earl was almost three times my age and with a thousand times my experience. "What's the best way to navigate the route", I asked. Even I knew we couldn't use pressure pattern over land, there were no LORAN stations and besides, TWA aircraft had no LORAN receivers installed. "7oomb winds are generally from 090 at 15 this ' ' time of year, you won ' t have any problem. Just DR. Let s get some more beer, you won t have a flight for a day or two and they usually operate a day or two late anyway." Two days later I had my first trip, about 4hrs30min to Dhahran, a 24 hour layover in the USAF BOQ, no liquor on the base and shattered dreams of life in a harem. I had an uneventful return trip to Cairo, it was a night flight with plenty of stars to use for navigation. Theoretically I was supposed to be based in Dhahran but I found life in Cairo a lot more pleasant. And occasionally, on the other end, I would continue on to Bombay or Colombo and lay over with the crew. In Colombo we stayed at the lovely Mount Lavinia Hotel and since the layover was two PAGE 19 ... TARPA TOPICS


or three days long we were able to go up into the mountains and visit the ancient and beautiful capital of Candi. There was another navigator, Ed Damp, stationed in Bombay whose only duty was to cover the weekly two hour flight between Bombay and Ceylon. Back to Cairo. The city and its hotels were deserted. The tourists were staying away in droves and the museums were all sandbagged inside and out. The government had the people believing that they would be invaded any day. Everyone feared a war and that may be relevant to the rest of the story. I didn't keep much of a logbook in those days. The U.S. Navy philosophy was that nav time in a log book was like VD in a health record but I think the event in question occurred on my third westbound trip. I reported to operations early, made out a flight plan and checked the inbound crew list. The captain was Don Terry a.k.a. "The Terrible Turk". I had flown in his crew several months before on my nav fam flight JFK-LON and the experience had not been a pleasant one, at least for me.'Nuf said. In any case I was sure he would not remember me as I was only a navigator. We left Cairo in bright sunshine, flew southeast over the Suez and Sinai Peninsula and made our first position report, " Abeam Aqaba " , to Cairo on HF. It was severe VFR. I was navigating by standing between the pilots and looking out the window, following our progress on a sectional chart I held in my hand. Suddenly, three fighter jets appeared out of nowhere and began doing formation barrel-rolls around our Connie. Capt. Terry never batted an eye, continued on course and after five minutes or so the air show stopped as suddenly as it had started. We continued on to Dhahran and landed four hours later, exactly on my ETA as I recall. A TWA agent met us and handed the captain a teletype message. It was from the Egyptian Air Ministry and said that we had been intercepted 250 miles off course leaving Cairo and that the captain was to report to the Ministry on his return to Cairo. 250 miles! Not even I could get that far off course 30 minutes into flight in a 250 knot airplane. The captain seemed very unhappy but his only comment to me was "I want you on my airplane when we come back through westbound." Three days later I was back in operations preparing a flight plan to Cairo when we were told that we would be making an enroute flag stop in Basra, Iraq. We left Dhahran at about 3 AM local and flew airways to Basra. We arrived just as dawn was breaking and made a visual approach to the airport and had received our landing clearance. At about 300 feet the co-pilot called "fouled runway, go around!", which we did. We circled the field and as it grew lighter we were able to see a line of what appeared to be 50 gallon oil drums spaced every l00 feet or so right down the runway centerline. We advised the tower and their response was "Oh, we will have them removed and then you may land." Thirty minutes later we were at the ramp and the agent advised us that only the captain could deplane and go to meteorology. Capt. Terry pointed at me and said, "He's coming too. " As we descended the rear ramp, each of us was escorted by a young Iraqi soldier; escorted I might add while we each had a machine gun nestled snugly in our backs. We visited meteorology and filed the flight plan, all the while with the guns pointed at us. I'll say this, Capt. Terry walked tall and never conceded a thing. My opinion of him was changing. We re-boarded, started engines and departed for Cairo. I never heard the oil drums mentioned again but I think we all realized that if we had arrived 30 minutes earlier and made a nighttime approach, the story might have had a very different ending.

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Upon arrival in Cairo, none of the station personnel knew anything about any "violation". I think to all of us it was then obvious that the Egyptian Air Force had just filed the violation to cover themselves in case we had filed a complaint. I went to the hotel, the rest of the crew went on to Rome. Shortly thereafter I tired of life in the desert, sent Bill Hoeveler, the superintendent of navigators, a message saying that I wanted to return to N.Y. for a few days for personal reasons. When I got there I called the aviator's assignment desk in the Pentagon and managed to go back on active duty in the navy for five years to ride out the furlough. Which is where I met Gene Richards but that is another story.

AN ALTERNATIVE RETIREMENT HOME submitted by John Bybee There will be no nursing home in my future... When I get old and feeble, I am going to get on a Princess Cruise Ship. The average cost for a nursing home is $200 per day. I have checked on reservations at Princess and I can get a long term discount and senior discount price of $135 per day. That leaves $65 a day for: 1.

Gratuities which will only be $10 per day.

2.

I will have as many as 10 meals a day if I can waddle to the restaurant, or I can have room service ( which means I can have breakfast in bed every day of the week).

3.

Princess has as many as three swimming pools, a workout room, free washers and dryers, and shows every night.

4. They have free toothpaste and razors, and free soap and shampoo. 5. They will even treat you like a customer, not a patient. An extra $5 worth of tips will have the entire staff scrambling to help you. 6. I will get to meet new people every or 14 days. 7. T.V. broken? Light bulb need changing? Need to have the mattress replaced? No Problem! They will fix everything and apologize for your inconvenience. 8. Clean sheets and towels every day, and you don't even have to ask for them. 9.

If you fall in the nursing home and break a hip you are on Medicare. If you fall and break a hip on the Princess ship they will upgrade you to a suite for the rest of your life.

Now hold on for the best! Do you want to see South America, the Panama Canal, Tahiti, Australia, New Zealand, Asia, or name where you want to go? Princess will have a ship ready to go. So don 't look for me in a nursing home, just call shore to ship. P.S. And don't forget, when you die, they just dump you over the side at no charge. PAGE 21 ... TARPA TOPICS


WRIGHT BROTHERS "MASTER PILOT AWARD" INFORMATION GUIDE August 11, 2003

U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION Flight Standards Service General Aviation and Commercial Division

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Preface

The Federal Aviation Administration (FAA) recognizes the efforts of pilots who have followed and continue to follow the precaution and awareness of safe flight operations. Most of all, the FAA recognizes pilots who have contributed and maintained safe flight operations for 50 or more consecutive years of piloting aircraft. Therefore , the FAA has a program set forth to recognize those pilots who have 50 or more consecutive years of safe flight operations: the Wright Brothers Master Pilot Award Program. This information guide:

•Describes the award •Describes the eligibility requirements to qualify for the award • Explains how to submit an application •Explains the selection process of candidates for the award Robert A. Wright Manager, General Aviation and Commercial Division

THE WRIGHT BROTHERS MASTER PILOT AWARD PROGRAM 1.PURPOSE. This information publication outlines the requirements for participation in the FAA ' s Wright Brothers Master Pilot Award Program. The Wright Brothers Master Pilot Award recognizes pilots who have contributed to building and maintaining the safest aviation system in the world, through practicing and promoting safe flight for 50 consecutive years or more. The award is named in honor of Wilbur and Orville Wright, two early pioneers of flight. 2.BACKGROUND. Similar pilot awards with other names (such as the Golden Eagle Award) have been presented by various FAA Flight Standards District Offices (FSDO) over the years. The awards were issued to recognize local pilots who exhibited professionalism, skill, and aviation expertise for 50 consecutive years or more as an active pilot. This national award consolidates these local awards into one national program. 3.DESCRIPTION. The award will be in the form of an FAA award certificate and lapel pin. In addition, a smaller version of the pin will be awarded to the spouse, if appropriate. The award certificate will be signed by the FAA Administrator. A "Roll of Honor" book with recipients' name, city, and State will be kept in a prominent place in the FAA Washington, D.C., headquarters building.

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4. ELIGIBILITY. a. To be eligible for the Wright Brothers Master Pilot Award, candidates must: (1)Have completed either a flight review or equivalent within the 24 months before qualifying for the award, to verify currency as a pilot, in accordance with Title 14 of the Code of Federal Regulations, part 61, section 61.56. This may include completion of a phase of the FAA Pilot Proficiency Award (WINGS) Program. (2)Have held a CAA/FAA pilot certificate with: •50 consecutive years or more civil experience, or •Up to 20 years of which may be military experience in combination with civil experience, to total 5 0 consecutive years (5)Have three letters of recommendation from holders of FAA pilot certificates. (6)Have been a U.S. citizen for the 5 0 consecutive years. b. Revocation of any airman certificate will disqualify a nominee for this award. c. Prior accident history will be considered and may be disqualifying. d. Civil penalty or suspension will automatically disqualify a nominee for this award. 5. APPLICATION PROCESS. Anyone meeting the eligibility criteria, or anyone on behalf of an eligible person, may submit a Wright Brothers Master Pilot Award nomination package to the local FSDO Safety Program Manager (SPM) at any time. The package must contain thefolwing : a. Completed Wright Brothers Master Pilot Award application form. (See Appendix 1.) b. A resume or brief summary of aviation activities past and present to help document 50 years or more of pilot qualification. '

6. SELECTION PROCESS. The SPM or operations supervisor will validate the nominee s qualifications through the Airmen Certification Branch, AFS-76o, and/or the appropriate military authority or archive center. At least once each calendar year or as often as needed, the SPM will form a selection committee to review application forms with recommendation letters for eligibility and selection. The committee will consist of either three or five members who will choose those individuals qualified to receive the Wright Brothers Master Pilot Award. a. There is no limit to the number of awards a FSDO can issue to qualified persons (one per pilot) within its geographic area of responsibility. b.The award will be presented publicly at a suitable FAA or industry function. c.The award may be presented posthumously for 2 years after the nominee's death.

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From a friend, Re: Space Ship One I just had the extreme pleasure of speaking with Mike Melvill yesterday, the pilot of SpaceShipOne's first two flights above the Karman line of 100 lan.MSL. and with his wife. He gave a 45 minute presentation to the Aircraft Owners and Pilots Association conference in Long Beach on Thursday, and got a several-minute standing ovation. I was able to speak with him for a short while after his talk. Since he was speaking to pilots, he didn't have to translate for the "general public" or pull many punches. He spent almost half of his time going over the flight controls and the entire cockpit layout inside of SpaceShipOne, explaining how it is flown. I think this is the first time this has been explained publicly in such detail. and it each is flown differently. Just after launch, it flies like a piper cub, using a joystick and rudder pedals with mechanical linkages to the controls (no hydraulic assists). When it goes supersonic. the aerodynamic forces are too high to be able to move the stick, and the controls are subject to flutter. So they use an electrically powered trim system, flown using the "top hat" switch on the joystick and a couple of grips on the arm rest of

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the pilot's seat. (There are backup switches to the left of the instrument panel, which had to be used on one flight.) This moves the entire horizontal stabilizers, not just the elevons on the trailing edges. Eventually, they get high enough and the air gets thin enough that they can again use manual controls, although the response is totally different than lower down. But that goes away as they exit the atmosphere; the Reaction Control System nozzles are then used for maneuvering in space. Coming back down, the pilot has to reverse the sequence. There is no automated switchover of control systems; the pilot has to remember to move from one system to the next at the right times. The rudder pedals are not linked. Each controls one of the two vertical stabilizer rudders separately. You can push both rudder pedals at the same time, and get a fairly effective speed brake, with both rudders canted outward. Push both fully forward and they engage the wheel brakes. But these are not very effective and are only really useful for steering input during rollout. The real brake is on the nose skid: a piece of maple wood, with the grain aligned down the centerline of the airplane. He said it was the most effective braking material they could find. Stephen, we talked about G forces on Tuesday, and I got some of it wrong. He says that he gets hit with about 3Gs kicking him backwards as soon as he lights the rocket motor. He's supersonic within about 9 seconds later. But he immediately starts to pull up into an almost vertical climb. So he also gets over 4.3Gs pushing him down into his seat just from that maneuver. The combined force is "very stressful" and Mike says it's "important not to black out" at that point. He's going 188o knots straight up within 70 seconds. On re-entry, the aircraft goes from being absolutely silent while in space to generating a deafening roar as it hits the atmosphere again. He 's going about Mach 3.2 by that time, and has to survive about 5.5Gs for over 30 seconds, and lesser G forces for longer than that, as it slows back down. It sounds really intense, both as he explains it and on the radio. A couple of interesting side notes: SpaceShipOne has a standard "N" registration number; but it is licensed as an experimental "glider". Apparently there was a huge bureaucratic hassle trying to license it as a rocket powered spacecraft, which they just sidestepped by calling it a glider. I asked him if it had a yaw string; he laughed and said that would have burned off. By the way, the registration number is N328KF, where 328K is the number of Feet in 100km . (White Knight is N318SL - Burt Rutan's 318th design.) Mike says that the flight director system (called a TINU) was developed completely in-house by a couple of 28-year-old programmers, and is absolutely fantastic to fly. That's why they don't need a yaw string. But I had heard over the radio that Brian Binnie had re-booted the TINU just before the landing approach during the X2 flight, and it took quite a while for it to come back up. So I asked Mike what that was about. He says that during re-entry, the TINU loses its GPS lock. So it keeps trying to go back to catch up, re-interpolate and compensate for the missing data, and this keeps it a little behind in its actual position calculations. The pilot has no straight-ahead

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vision at all, so they have a real issue landing: they can't see the runway! The way they do it is to fly directly down the runway at 9000 feet; then they do a (military style) break and fly a full 360 degree pattern right to the landing. The TINU gives the pilot a "blue line" to follow and a target airspeed (which produces a given rate of descent). If the pilot follows the blue line, right to the break point and through the two 18o degree turns, it will put him right onto the runway at whatever touchdown point he selects. But the TINU has to be absolutely current when this is going on. So at something above 15,000 feet they reboot the TINU and get it re-synched with the GPS satellites again before setting up for the landing! He also talked in detail about the rocket motor, and had photos of its insides after firing. The nozzle throat actually ablates as the motor burns, enlarging the interior throat diameter as the burn progresses. He described the problem they had on the June 21 flight: The rocket motor nozzle was skewed by about * degree to one side. This generated a surprisingly high lateral torque trying to turn the aircraft. If it had been up or down pitch rather than lateral, the controls could have handled it; but the lateral yawing forces were too great for Mike to compensate as the atmosphere thinned. The result was that he was pretty far off course. Mike says he reached apogee, rolled the spacecraft over, and was surprised to see the Palmdale VOR directly beneath him. That was 30 miles away from Mojave and a long glide home. He says its amazing how fast a relatively small deviation can produce large distances when you're going Mach 3! For one of the static burn tests, they had fire and safety crews all standing a mile away, ready to duck if anything went wrong. In the middle of the test, Mike and Burt Rutan walked up to the front of the motor assembly and felt the pressure vessel that contains the N2O. Mike knew he was going to have this same thing strapped onto his back soon, anyway, and he wanted to know how much it vibrated, how hot it got, and how loud it was. It was deafening, literally. It turns out that, with the nozzles they use at high altitudes, it's actually not that noisy inside the spacecraft. But he still wears hearing protection. Scaled Composites seem to have fabricated quite a bit of the rocket motor themselves, including the N2O tank (which is also the structural core of the spacecraft) and the nozzle casings. It would be interesting to hear from Michael's friend exactly what parts SpaceDev designed and what they manufactured.

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Cruise Convention Photos Roger Leach has compiled a large number of the photographs taken on the Cruise and in New Orleans prior to the embarkation. He has produced a DVD of them, which includes appropriate background music. It is a great souvenir for the attendees and should also be of interest for those members who were unable to attend this very successful gathering. Roger is asking that all of those who would like to have a copy contact him by email or by tel. at: luv49er@charter.net or 775-83 1 - 161 5

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NEW MEMBERS Gordon Jones (Judy) 470 Cherry Dr. Steamboat Springs, CO 80487 loghaus@comcast.net Richard Murray (Gretchen) 1707 Park Av. 20 Fernandina Bch, FL 3 34 Rmgm2@bellsouth.net Frank Cronkite (Jan) Box 122 Albion, ME 04910 43o5tw@uninets.net R.T. Armani (Jean) 17462 SE t4th Raes Hall Ave The Villages, FL 32162 mdraja@aol.com

Lloyd F. Pope (Eula Mae) 7 2 05 W. 54 St. Overland Park, KS 66202-1202 Jerry Franz 66 Caminu Marzagan 33 Escondido, CA 92029 capjer@aol.com Charlie W. Parker Jr. P. O. Box 1026 So. Glen Falls, NY 12803-1026 Jack Utsick (Jennifer) 300 S. Pointe Dr. Portofino Towers, # 35 0 3 Miami, FL 33 1 39

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Bob Yeager (Donna) 141 Fashion Blvd. Hahnville, LA 7 00 57 cootertoot@aol.com Russ Longley P.O. Box 19164 Lenexa, KS 662685-9164 Longleyrd2@aol.com Wayne C. Boyd (Joyce) 25055 159th St. Leavenworth, KX 66048 airnut@toto.net Sam Todd Joyce) 407 N. Willie St. Mt. Prospect, IL 60056-2062 StOdd2222@aol.com


MAYAN ADVENTURE by Bob Dedman The highlights of the TARPA 2004 Convention cruise had to be the visits to several Mayan ruins. The main problem we ran into was the poor handling of the bookings by the cruise ship. I was told the trip was sold out and put on standby. I later found that people behind me got tickets so I decided to join up with the Mosely's and get our own transportation. Since I am fluent in Spanish, I had no problem booking the tour once we were ashore. To make it even sweeter, I got the tour for $29/per/person less than the ship and we had a private coach with 4 other persons, plus beer ... a big plus. The trip to the Chacchoben ruins (pronounced CHA CHO Bin) took about 45 minutes on an absolutely straight road in very nice condition. The driver explained that the government had built the road about 10 years before, in concrete yet, and since weather is not a problem, repairs are at a minimum. The modern history of the ruins can be traced back to the "4o's when a farmer settled down and upon clearing the land found the covered ruins. In 1972, an archeologist from Tulane University, Dr. Peter Harrison, made the first maps of the 6 square kilometers of various sites, including Chacchoben. In 1994, the Mexican Government expropriated the land from the resident farmer and the site was begun to be excavated and restored and it was finally opened to the public in 2002. There is still ongoing restoration and excavation but I spoke with the site director and she informed me that they only had enough funds for three more months. Sad, since they have made great progress. Based on material analysis by Dr. Harrison, it is possible to determine that the surrounding areas were occupied by different groups as early as 1000B.C. although evidence suggests that the site reached it splendor around A.D. 300600 and was occupied until late in the Post classic period, probably in the 1400's. The main activity of the Mayan's was agriculture and they used the slash and burn method to extricate land for cultivation of beans, peppers, cocoa beans, squash and their main staple, maize. This was ground into flour and made into tamales and tortillas, as we know them. Now, for Chacchoben itself, the site was believed to either be a retreat for royalty and family to stay or it was a religious site for priests to meditate and study. In any case, the site consisted of large rooms in courtyard layouts. The walls were thick, for keeping cold and heat out, and most were covered with stucco and painted with bright murals. The roofs were thatched and waterproof (good thing for the rainy season), the bed frames were covered with small branches or twigs and then covered with various skins or pelts to give softness and comfort. The courtyards were used for games, ceremonies and religious events. Upon entering the site, the first ruin that appears is called Templo 24, or Temple #24. As most

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structures in Chacchoben, the Templo started as a small structure and was enlarged over theirs. Excavations found the first structure decorated with figures modeled in stucco, which were covered by the 50-foot high pyramid with stairs on all four sides. Templo 24 is the only structure unearthed in the first compound but there are other untouched structures on both sides. Again, the lack of money leaves one wondering, what wonderful mysteries still lie covered. We next proceeded to the area called El Gran Basamento, meaning Great Foundation. The Ceremonial center of ancient Chacchoben, this area consisted of a raised quadrangular platform with a pyramidal shape measuring roughly 325 by 325 feet and varying in height from 25 to 36 feet and five structures distributed on two terraces at the top. Here we find the beautiful Templo Uno..number 1. Built in the classic era (A.D. 250-A.D.9o9). This 6o foot high pyramidal structure represents the highest temple in the site and probably the most important since it is located in the heart of the ceremonial center. I quote from a travel guide."Excavations reveal that late in the Post Classic period, another temple consisting in a quadrangular room with its sides oriented to four cardinal points was erected on the base of Templo Uno, making it evident that with this new structure the constructors of Chacchoben were trying to block the access to its stairway. Six squared altars were also built in front of it, indicating that after the final abandonment of the site, it remained as a ceremonial center where offerings to the gods were still placed." Very little in the way of information is available to us since this is a relatively new "people" site. There are reports that some excavations revealed human and animal bones but nothing has been verified as sacrificial. On this same foundation, we find the Templo de Jas Vasijas, which roughly means, the temple of the vessels, like for wine, found during some digs. This small, 30 foot high structure crowned with a temple on top can be reached by a narrow stairway. Not much is mentioned about this pyramid but the vessels found indicate that these artifacts were alike to those found in the city of Dzibanche, many miles Southwest, towards Belize. The last structures on the Gran Basamento are the twins. Los Gemelos. Both platforms, 10 feet high have stairs East and West. It is not clear what the use was for these platforms but it certainly had aspects of religious activities, mainly because of their locations in the midst of two pyramids. The last part of the site is called Las Vias, or the ways, and it only consisted of parallel low platforms in various stages of reconstruction or initial excavations. Maybe the future will bring us another Via Apia like in Rome. The Gran Basamento underwent modifications several times, each time presenting notable changes in size, decoration and possibly, changes in its use as well. We left with great thoughts and glad to have been able to visit such a nice site. Next, we set our sights for Belize, our next port of call where we are again going to visit some more Mayan ruins, this time very near to the Guatemalan border. When we moored at Belize, it was rather windy with 4-foot sea swells, so we were motor boated to the main pier. Here we waited for our bus and guide. The terminal was packed and noisy but was very clean. After about a half hour wait, our bus and guide, Nathan, showed up and we were underway to our next Mayan ruins. Since so much of this are is really "new" to tourists, it is very difficult finding much information on the sites. Even our libraries here in the USA have very little written about them. Going back in time to A.D. 1000 shows the ending of the Mayan influence and shortly after that, the dissolution of the larger cities. The Spanish had no problem conquering the area and in the 1720's, we saw the beginning of the slave trade from Africa. We also witness

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the gradual mixing of the races and the country becoming a British Colony. On 1 January 1964, the colony became self-governing when a new constitution was adopted. In 1970 the old capital city of Belize City was changed to Belmopan and in 1981; they joined the Commonwealth and the United Nations as a nonaligned member. Belize is mainly an agricultural country with large exports of citrus concentrates. This along with lumber and sugar provide the major incomes to the people. Our guide indicated that unemployment was quite high but school and medical services were provided. He also pointed out that most of the homes are built on pilings or at least elevated. This serves several purposes, mainly, keeps the flood waters out since the country is very flat and rains and hurricanes occur regularly. It also keeps the homes cooler and lastly, keeps the vermin out. We were now told that we had a two hours ride to the ruins. The roads are narrow and bumpy and quite frequently at small villages they have speed bumps so going was slow. Not much to see except poverty until we neared the ruins area. Here the landscape changed into green hills and it got so much cleaner. We had the mandatory rest stop for rest facilities and food and of course, shopping. Upon arrival at the site, we were shown into a museum which houses many artifacts found there. Some very beautiful pottery and carvings, shards and tools and a large map of the entire site. Upon exiting, we proceeded up a path along which our guide pointed out the many leaves and plant juices that served the natives as mosquito repellent, scratch healers and even a numbing juice. Nathan mentioned that bleeding was a normal sacrifice and women were bled from the breast and the males from the genitals so I told Nathan that it was a good thing they had that "numbing juice" As we proceeded around a small mound, we saw the first of the structures of the site. It was not as spectacular as Costa Maya's ruins but their condition was quite remarkable. Excavation and restoration seems to have been easier especially since the structures are not nearly as tall. Many trees have grown in what were the main courtyards but one can visualize the grandeur that once was. Many of the passageways and small rooms have been repaired so one can get the feel of what life must have been and the size of the people who resided there. Our guide told us that the site appears to have also been a religious one but that there seems to have been local works residing on the outer fringes. We spent about an hour viewing the site and then it was back to the bus for the dreaded two-hour ride back. Upon arrival at Belmopan, we were given a "tour" of the city. Narrow streets, crowded walks, lots of garbage around but an occasional pretty building or casino. The city has six traffic lights (we went through most of them) but no one really pays any attention to them. Finally back at the dock, we said good-bye to Nathan and proceeded to get in the long lines for the trip back to the beautiful Grandeur of the Seas. For those who could not make the cruise, it was quite a wonderful way to have a Convention and made for a very comfortable and cozy way to visit with old friends. Many have expressed the desire to do it again but these things are planned several years ahead of time but it certainly will be considered for the future. Thanks to all who attended, you made it happen. We will certainly be looking forward to you joining us in Philadelphia in 2005.

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TWO OLD WARRIORS REUNITE AT RENO 2004 by Michael J. Larkin Thanks to many friends, comrades, and acquaintances, two World War Two fighter pilots, both bailing out, captured and imprisoned by the Luftwaffe just weeks apart, were reunited at the Reno National Championship Air Races in 2004. Except for a Dining In at Williams AFB around 1962, they had not seen each other for nearly sixty years. The story begins when the author met retired Major General Eddie Bracken, USAF, at the Reno National Championship Air races in 2001. Eddie and his lovely wife, Joan, were guests in the VIP box of Gene York, also a retired TWA Captain and a former Marine F- u driver. I related to General Bracken that I had been trying for several years to locate my former Wing Commander, a Col. Donald H. Ross from Bartow AFB, Florida, circa 196o. My aviation cadet classmates (61Foxtrot) and I had been led to believe that Col. Ross was shot down and killed in Vietnam in an F-4 around 1966. However, the Internet revealed that Col. Ross attained the rank of Major General and retired in 1974. Eddie volunteered to search the USAF General Officers list he receives each year to find General Ross. He succeeded, and we found the General and his bride Ruth living just 30 miles from Reno near Carson City. I wrote to General Ross and invited him to be our guest at Reno 2004. He accepted the invitation. (There is a story within a story here, which would explain my mission to find the General. Suffice it to say his intercession in 196o was responsible for my forty year flying career.) By now you may be wondering who the other pilot was imprisoned with Don Ross in Stalag Luft 1 during 1944- 1945 : none other than the greatest fighter/aerobatic pilot who ever lived ... Robert A. (Bob) Hoover. Thanks to a mutual friend, John Towner, aviator and President of Central Air here in Kansas City, and who was responsible for the maintenance of Hoover's Shrike Commander 5ooRA for many years, I had the privilege of having dinner with John and Bob in Kansas City in 2001, and having the honor of driving Bob and his lovely wife Colleen to KCI after an air show at Downtown airport in which Bob performed on Sunday. Bob and Colleen Hoover have celebrated every wedding anniversary since 1964 at the Reno National Championship Air Races. If anyone ever deserved an Air Medal, it's Colleen Hoover! General Ross was only able to attend the Sunday show due to sister-in-law having surgery that weekend in Reno. However, the two pilots were able to meet and chat at a luncheon of the Checkered Flag Club on Sunday where Bob was the featured speaker. Always gracious and humble, Bob invited Don to the podium to tell a war story or two about their POW days in Stalag Luft 1. Needless to say, the quintessential rebel Bob Hoover was

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less than a model prisoner. In one celebrated incident, he was to provide the "diversion" while twelve prisoners escaped. This resulted in Bob throwing a "slop bucket" on a German guard. The escapees were re-captured, and thankfully for world aviation, Bob was not executed on the spot. Don later wrote that, "we were young and we gave the German guards a hard time. On many occasions, even the guards laughed at our antics." To be in the company of these warriors is a great honor in itself, to write about their history is a task that humbles me, but I wanted to share their story with all fellow aviation buffs in the world that admire and respect great aviators such as these. (Authors note: For a complete bio of Major General Donald H. Ross and his exemplary USAF career, go to www.usafpilotclass6lf.corn and click on "One in a Million", a poem dedicated by the author to him and all former aviation cadets. The career of Bob Hoover can be read in his autobiography, "Forever Flying ", Pocket Books, a division of Simon and Schuster, NewYork,NewYork.)

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This could be yours!

Mrs. Betty Green has donated this beautiful oil painting by John Pettijohn to be raffled by TARPA as a fund-raiser. Clancy suggested that to her before he passed away. She has informed us that Clancy obtained this painting himself by winning a raffle at an early TARPA Convention. As you can see, the old wings and cap emblems and the last versions have been added to the frame making a more dramatic presentation. We intend to have it on display at the Philadelphia Convention to promote greater interest and participation.

Boeing 747 fitted with fifth engine transport pod. PAGE 41 ... TARPA TOPICS


LaG Airport Celebrates 65th Officials celebrated the 65th anniversary of LaGuardia Airport's first scheduled flight by rededicating the historic Marine Air Terminal, an Art Deco landmark that recently underwent a $6.5 million rehabilitation, on December 1. The rededication took place 65 years to the day that a TWA DC-3 with a seating capacity of 32 passengers flew from Chicago to Queens—the first scheduled flight ever at LaGuardia Airport. By the following summer, 250 daily landings and takeoffs were the norm. Today, in 2004, the airport averages more than 1,000 flights a day and about 23 million passengers a year. Governor George E. Pataki said, "For 65 years, LaGuardia Airport has been many things for many people. In 1940, brave aviation pioneers flew 26 hours to reach Europe from LaGuardia. Later, `Flying Boats' carried passengers The rehabilitation project at the Marine Air Terminal included across the country and enthralled restoration of the terra cotta friezes of flying fish, representing the crowds of onlookers at the Marine Air Terminal. Today, travelers at famous seaplanes, on the exterior of the building. LaGuardia take one-hour shuttles to business meetings in cities hundreds of miles away, or come here to fly home for the holidays. It's safe to say that this airport's legacy is secure. Named for Mayor Fiorello LaGuardia, a New York legend, the airport has become a legend in its own right." Port Authority Chairman Anthony R. Coscia said, "As the steward of this great airport, the Port Authority recognizes its responsibility to preserve LaGuardia's record of accomplishment and achievement, and also to make certain that the airport remains a safe and secure environment for travelers. The Port Authority and its private partners have invested more than $83o million to expand and modernize the airport's Central Terminal Building, reconfigure and widen roadways and improve runways and taxiways. And as demonstrated by our board's recent $15 million authorization to study further modernization of the Central Terminal Building, we expect to continue making investments to ensure a strong and prosperous outlook for LaGuardia Airport. " Port Authority Vice Chairman Charles A. Gargano said, "As we celebrate this historic milestone, PAGE 42 ... TARPA TOPICS


we also should celebrate LaGuardia's significant contribution to our local and state economies. More than 9,000 people are employed at LaGuardia, which contributes $6.1 billion in economic activity to our metropolitan region. Commercial activity at the airport also supports more than 63,000 regional jobs generating $2.1 billion in annual wages. That's the sort of success that makes a real difference in the lives of New Yorkers, and we are committed to a future at LaGuardia that promises more jobs and even greater economic strength. " Port Authority Executive Director Kenneth J. Ringler Jr. said, "Visiting New York for the first time is an experience no one ever forgets, and for countless millions of people, that special experience has taken place at LaGuardia Airport. We are proud of our record at LaGuardia for so many reasons, but one issue in particular has improved travel experience for our customers in the 21st century: unprecedented step we took in October 2000 of issuing on new flights to combat growing delays. We continue to work closely with the Federal Avia- tion Administration to develop a long-term solution that promises a stable future of efficient operations at one of our country's top airport destinations." The December 1 celebration highlighted the airport's Marine Air Terminal, which is closely tied to LaGuardia Airport ' s early history. Pan American World Airways inaugurated trans-Atlantic service from the terminal on March 30, 1940, carrying nine passengers aboard a Boeing 314 "Flying Boat" bound for the Azores. The aircraft, which used Bowery Bay as their runway, became popular attractions, drawing millions of visitors every year. The rehabilitation project at the Marine Air Terminal, which began early last year, included restoration of the terra cotta friezes of flying fish, representing the famous seaplanes, on the exterior of the building. The project also features new parapet walls, new windows, a new roofing system and replacement of the exterior masonry. Significant portions of the work were performed at night and during times when the terminal was largely inactive, to minimize any inconvenience to the traveling public. A rehabilitation of the building's interior, completed in the 198os, restored the 12-foot-high, 235-foot-long mural "Flight" by James Brooks. The largest and last mural commissioned by the Works Progress Administration during the Great Depression, the mural encircling the interior wall of the terminal's rotunda tells the story of human flight, from Greek mythology through the mid-20th century. The Port Authority of New York and New Jersey operates many of the busiest and most important transportation links in the region. They include John F. Kennedy International, Newark Liberty International, LaGuardia and Teterboro airports; AirTrain JFK and AirTrain Newark; the George Washington Bridge; the Lincoln and Holland tunnels; the three bridges between Staten Island and New Jersey; the PATH (Port Authority Trans-Hudson) rapid transit rail system; the Port Authority-Downtown Manhattan Heliport; Port Newark; the Elizabeth-Port Authority Marine Terminal; the Howland Hook Marine Terminal on Staten Island; the Brooklyn Piers/Red Hook Container Terminal; and the Port Authority Bus Terminal in midtown Manhattan. The agency also owns the 16-acre World Trade Center site in Lower Manhattan.

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The Port Authority is financially self-supporting and receives no tax revenue from either state. This article was taken from the Western Queens Gazette December 9th, 2004 edition.

NOSTALGIA This is for all crewmembers and those of you that thought flying was so much fun! Here is a home study simulator course for those who still hunger for the romance and adventure of night freight. It will all come back to you if you practice the following at home: 1.Stay out of bed all night. 2.Sit in your most uncomfortable chair, in a closet, for nine or ten hours facing a four foot wide panoramic photo of a flight deck. 3.Have two or three noisy vacuum cleaners on high, out of sight but within hearing distance and operating throughout the night. If a vacuum cleaner fails, do the appropriate restart checklist. 4.Halfway through your nocturnal simulator course, arrange for a bright spotlight to shine directly into your face for two or three hours, simulating an eastbound flight into the sunrise. 5.Have bland overcooked food served on a tray midway through the night by a hung-over loadmaster or pissed-off flight engineer. 6. Have cold cups of coffee delivered from time to time. Ask your spouse to slam the door frequently. 7.At the time when you must heed nature's call, force yourself to stand outside the bathroom door for at least ten minutes, transferring your weight from leg to leg, easing the discomfort. PAGE 44 ... TARPA TOPICS


8.Leave the closet after the prescribed nine or ten hours, turn on your sprinklers and stand out in the cold and "rain" for twenty minutes, simulating the wait for the crew car. 9.Head for your bedroom, wet and with your suitcase and flight bag. Stand outside the door till your wife gets up and leaves, simulating the wait you'd have while the maid makes up the hotel room. " " 1o. When your spouse inquires, " Just what in the hell have you been doing? Just say, Recalling the allure of all night flying to romantic places" and collapse into bed — after setting the alarm clock for 5:oo PM.

ii. If you are a purist, do this two nights in a row.

The Old Soldier by Michael J. Larkin He lies there on his duffel bags, "Old Sergeant " is his name; He's seen his share of battles, and He's had his share of fame.

We lay upon the desert sand, In valleys deep and wet; Each confrontation memorable, Not one I'll soon forget.

But he is aged and tired now, And he seems quite content; To dream of glories long ago, His ammunition spent.

The Captain ' s here! Ten-hut! I say, Have you no respect for rank? Or would you lie in lethargy, Your pride and honor shrank?

He seldom sounds the Reville For musket, powder, ball; Tho' often wakes me in the night To answer Nature's call!

Och! Sergeant sound the bugle! Let us charge into the fray; For the passion and the fury Of our long lost yesterday .

Once you stood so tall and proud, You had no fear of strife; But now you hide beneath your shroud, So deaf to drum and fife.

Och! how we feared the enemy! Their weapons Heaven lent; And how meekly you surrendered when Their first barrage was sent!

Oh! How I wish he'd stand for me, As in the days of yore; As foolish in my youthful lust, I'd follow him to war.

Och! Time has worn the both of us, Our strengths I fear have passed; But prologue to a Paradise where We'll soon raise a glass.

Yes, happily I followed him, With neither fear nor dread; To "engagements" full of danger Where angels feared to tread!

We battled Mother Nature In those olden days ofyore; But the enemy was Father Time: And now He' s won the war! PAGE 45 ... TARPA TOPICS


THE PERKS OF BEING OVER 6o AND THOSE SOON TO BE. 1.Kidnappers are not very interested in you. 2. In a hostage situation you are likely to be released first. 3. No one expects you to run into a burning building. 4. People call at 9 PM and ask, "Did I wake you?" 5. People no longer view you as a hypochondriac. 6. There is nothing left to learn the hard way. 7.Things you buy now won ' t wear out. 8. You can eat dinner at 4 P.M. 9. You can live without sex but not without glasses. 1o. You enjoy hearing about other peoples operations. 11.You get into heated arguments about pension plans. 12.You have a party and the neighbors don't even realize it. 13.You no longer think of speed limits as a challenge. 14.You quit trying to hold your stomach in, no matter who walks into the room. 15.You sing along with elevator music. 16.Your eyes won ' t get much worse. 17.Your health plan is beginning to pay off. 18.Your joints are more accurate meteorologists than the national weather service. 19.Your secrets are safe with your friends because they can't remember them either. 2o. Your supply of brain cells is finally down to manageable size. 21. You can't remember who sent you this list.

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IN

MEMORY

OF

ROBERT S. SCHNEIDER MAY 17, 1934 — DECEMBER 2, 2004 Robert Schneider was born May 17, 1934 in Nashville, Tennessee. At the age of ten, he moved to Louisville, Kentucky. He attended Eastern Kentucky Teachers College on a full music scholarship. He played lead clarinet in the band and orchestra and, he also lettered in swimming and tennis. After graduating from college, he accepted a Regular Army Commission. He was an accomplished aviator finishing first in his class in both military fixed wing and rotary wing flight schools. He earned his MBA degree from the University of Washington. During his Vietnam service, he was awarded the Vietnam Gallantry Cross with Silver Star, Bronze Star, Purple Heart and Air Medal with six oak leaf clusters. In 1966, he accepted a pilot position with TWA, where he flew for twenty-three years. He lived in New Jersey where he became an avid sailboat racer collecting many trophies.

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In 1989, he took early retirement at age 55 to become a rancher in Miles City, Montana. Ranching was marred by the untimely death of his only child, an Air Force Academy graduate and F-15 pilot. He moved to Billings, Montana to wage a hard fight against his cancer. He was deeply saddened by the loss of his son, and the thought of leaving his wife Dory, after 48 years together. Submitted by Dory Schneider

IN

MEMORY

OF

CAPTAIN SAMUEL M. LUCKEY OCTOBER 22, 1920 — OCTOBER 8, 2004 Sam Luckey died October 8, 2004 at Hospice in Stuart, FL. He has been a resident of Martin County, FL since retiring from Trans World Airlines in 1980. Sam was born October 22, 1920 in Jefferson City, Missouri, the youngest of three children. As a child, he was fascinated by airplanes and wanted to work in the field of aviation. He first soloed a Rearwin Aircraft in 1937 at the age of 16 He was a prewar civilian flight instructor and served in the Navy during World War II. Sam remained in the ready reserves until retirement with the rank of Commander in 1962; He was the original commanding officer of Squadron VR883 at Naval Air Station, Olathe, Kansas. Living in Leawood, Kansas, Sam raised a family and enjoyed a 35-year career as a pilot for TWA. He was a member of the Navy League, Military Officers Association, Quiet Birdman, Stuart Corinthian Yacht Club, and Pipers Landing Yacht and Country Club. He had served as President of the Board of Mariner Cay and had been president of the Treasure Coast Boaters Association. He enjoyed boating, flying, golf and bridge. Sam is survived by his wife Marjorie, after 58 years of marriage, son, Greg Luckey, daughter. Cindy Hartman. and four grandchildren. By Marjorie Luckey

IN MEMORY OF CAPTAIN EUGENE R. BODEN SEPTEMBER 28, 1927 — AUGUST 23, 2004

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IN CAPTAIN

MEMORY REX

OF

DAVID

WAGNER

AUGUST 24, 1921 - JANUARY 23, 2005 Rex David grew up on a farm in a small Iowa town and was introduced to flying by his father who was one of the first so-called "flying farmers" in the area. He loved being in the air and spent more time in an airplane than he did in a car as a teenager. Some of his former high school classmates still love to tell the story of their graduation day when David landed his plane next to the school to come and pick up his diploma! Or when he threw rolls of toilet paper out of his airplane window and then did loops through the cascading paper as it billowed to the ground. He was voted "least likely to succeed" in his high school class but went on to attend Spartan School of Aeronautics in Tulsa, Oklahoma. In 1942 he was hired on with Trans Continental and Western Airways flying mostly bags of mail and a few passengers. He spent the next 35 years as a commercial airline pilot flying both domestic and international and retired in 1978. He loved his job and I have a box full of letters sent to TWA by passengers that so enjoyed his comments over the P.A. telling them about the route they were flying, the type of aircraft they were in, pointing out things of interest or comforting them in turbulent weather. Life with David was never dull. He loved activity and conversation and always welcomed a party! He was very adept at shooting pool and never missed the opportunity to challenge anyone to a game. The pool table he played on as a kid traveled with him from Iowa to Illinois to the Bahamas to South Carolina and back to Illinois! He developed a love of golf late in his life but never could understand why he couldn't hit the golf ball as far as his grandson's could, especially when he was using the same type of clubs!!! David loved all people and never went anywhere that he didn't make a friend. He was my best friend and we would have been married 6o years on March 12, 2005. He passed away at our home in Plainfield, IL on January 23, 2005, of complications from Alzheimer's. He was surrounded by most of his children and grandchildren. He leaves behind twin daughters Lydia and Linda and two sons, David and Terry as well as eight grandchildren, six great-grandchildren, and his beloved Cocker Spaniel Maggie. PAGE 49 ... TARPA TOPICS


He brought so much joy to the lives of his family and to others as well. He will truly be missed. If anyone flew with Rex David during his career, I would enjoy hearing from you. My e-mail address by Ann Wagner is Capwag@aol.com.

IN

MEMORY

OF

CAPTAIN WILLIAM G. HALLIDAY APRIL 27, 1918 — NOVEMBER 18, 2004 William G. Halliday was born in Long Island City, New York April 27, 1918. He married his soul mate, Virginia Kennell on June 22, 1943. Together, they raised a family of eight children on Long Island, New York. William proudly served in the Army Air Corps as a B-24 pilot in World War II. After the war, he began a career as an airline pilot with TWA, retiring after 32 years. He was an exemplary convert to the Catholic faith, a devoted husband and loving father. He is remembered as a man of deep faith with an uplifting sense of optimism. He never complained of his own sufferings but rather strove to put others at ease with his charming wit and endearing smile. William is survived by his children, Virginia, William, Patricia, Robert, Margaret, Thomas, Richard, by editor Peter and eleven grandchildren and four great-grandchildren. IN

MEMORY

OF

CAPTAIN JAMES A. PAXTON OCTOBER 30, 1925 — NOVEMBER 1, 2004 James passed away at his home on November 1, 2004 in Tempe, Arizona with his family at his side. Jim was born in McDonald, Ohio in October 30, 1925. Jim served as a B-29 aviator in the Air Force in World War II. He also served in the Korean War. During those years, Jim flew with th the 55th Strategic Reconnaissance Wing, the 343 rd Strategic Reconnaissance Squadron, the 19 and 20th Bombardment Groups. Jim met his loving wife Anita in Guam, Michigan in 1947. They were married in June of that year in Chicago. They moved to Louisiana and then to Puerto Rico while Jim was still in the Air Force. After the service, they moved to the Kansas City area when he started work for TWA. After retiring in 1982, Jim and Anita moved to Tempe, Arizona. Jim loved to go to his cabin at the Lake of the Ozarks. He loved to travel, cook, play golf and fly planes. He was a sweet loving husband, father and grandfather. He never knew a stranger and would always help anyone in need. His wife, Anita, children, Patricia, James Junior, Michael and Caralea and nine grandchildren and brother Robert survive him. Submitted by Rowland Powell IN

MEMORY

OF

DONALD JACOBSEN JULY 8, 1936 — SEPTEMBER 13M 2004

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IN CAPTAIN

MEMORY

OF

RAYMOND

GOSEN

SEPTEMBER 19, 1925 - SEPTEMBER 8, 2004

IN MEMORY OF CAPTAIN ROBERT W. GOUGH DECEMBER 7, 1921 - OCTOBER 19, 2004

IN

MEMORY

ROBERT

W.

OF

LASCH

MAY 23, 1923 - SEPTEMBER 13, 2004

IN

MEMORY

OF

CAPTAIN NEIL K. WHITEHURST MAY 15, 1925 - DECEMBER 20, 2004

IN MEMORY OF CAPTAIN JOHN T. MORRISEY FEBRUARY 9, 1924 - OCTOBER 15, 2004

IN CAPTAIN

MEMORY URBAN

J.

OF KAMPSEN

MAY 8, 1918 - OCTOBER 19, 2004

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GPWS Flow Chart by Les Bolton

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LIFE AFTER THE CONNIE by Rod Zapf This is just a short note to let you all know that TWA did have a life after the Constellation! Thanks to the work of Captain Steve Leonard and his Orange County Contingency of retired TWA pilots we had a wonderful Christmas Party, renewed a lot of old acquaintances and told a lot of "war" stories that get better each year. The numbers were down a little this year, which gave us a moment to ponder, but once we thought about it the answer was easy. Those who were able to attend have much to be grateful for! I have included a few pictures that I hope you will enjoy. I won't attempt to name all of the folks in the picture, but you will note one standout who has always been one of TWA's favorites. He is shown with a group of our beautiful flight attendant's who were also invited to the celebration. The name of our still most "eligible bachelor" of course is Howard Chittenden! I remember years ago, I was flying as engineer, seated behind Howard and his first officer. Once in cruise, I used to "hang" between the two pilots because I really thought I should be "up-front" with them. As we raced across the sky in the mighty 707, things were quiet for a moment, so, in the interest of conversation, I remarked, "did you hear about that guy that landed at Ohio State University? That runway was only about 5000 feet long!" Howard turned and exclaimed in a very straight face, ' it was 4800 feet. The look on the F/O's face told me that I probably shouldn t have gone there! Howard was a great guy. Once on a TWA ski trip, at 3:00 in the morning, with the gin long since gone and the fire burning low, I looked across the room at Howard who was trying to keep warm by shaking on a sofa and said to myself, "He may be the most eligible bachelor in the company, but I sure don't want to grow up like that"! I came right home after the ski trip and asked my wife of today to marry me. That was 33 years ago, thank you Howard! Howard never changes, once when I went off what seemed like a 25-foot ski jump that ended in a horrendous crash I heard him say as I was coming around, "He sure looked good when he went by me!" I had great times working for TWA! When I started in 1967, I had already been given starting dates with United, Northwest and Delta. The lights of Hollywood were more than I could resist, plus my good friend Captain Dusty Spain, in my company interview, exclaimed with a very confident look, "you'll be captain in 5 years"! .... Sold me! At the time, we had numbers running in the high 4000's. As the years went by, the numbers kept shrinking; I was the number two guy on the furlough list in the early 70's. The numbers kept dropping until they got around 2500 and I was approaching 2000. I thought, this is it, with the purchase of Ozark, and 800 more pilots under me surely my time has come! I flew as a co-pilot for the Ozark boys for the next 3 years, and then we traded places. I must say, "they really knew the DC-9's and I enjoyed flying with every one of them." They enjoyed flying; the take-offs, the landings, the lousy weather of the mid-west, and more often than not, on the "nines" we got more landings in a single pairing than some of our brothers got in a year, and, after the "pay-cut" worked for a lot less money! But I really enjoyed flying for TWA, they were always good to me and I never had a quarrel with the FAA, maybe I was one of the lucky ones. If you will allow me one more story, sparked by the sight of a dear old friend of many of us at the TWA Christmas Party, Captain Dick Cruickshank. Once again, I was flying engineer for Dick who

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was being checked by Captain Bob Eads, a Flight Manager at LAX. We were making approaches at Palmdale airport. On one of the approaches, Captain Cruickshank sensed that he was not the only person on the controls, so at approximately 50 feet, he simply "let go" of everything and shoved his seat back about a foot or so. Well, Capt. Eads got real busy, real fast! We bounced on down the runway and everything seemed to come together just about the time we got stopped. Of course I, being a new engineer subjected to going along on these check rides, just sat there and played with my turbo compressors, waiting for the explosion. Well, Captain Eads questioned Captain Cruickshank as to what and why he did what he did. To this end Capt. Cruickshank simply explained that he was not certain who was flying the airplane and he did the only safe thing he could do saying "you got it!" As we departed Palmdale, with Captain Dick solely on the controls, he looked over at Bob and said, "now I'll show you how we do it on the line!" Those were good times. Now a lot of you must remember Betty Ford, one of the best flight attendants TWA ever hired! Betty and her friends are planning another re-union and you don't want to miss it. The last one she "engineered" was held at the Santa Monica airport. There were so many of us there that Captain Mock couldn't get out of his car after he parked it in a space no one else could get into. Hope I haven't run too long, but hell when you are retired, life is wonderful. There is not only life after the Connies, but there is life after TWA. American, you have been wonderful to us, keep'm flying!

Thanks to all and to all a great New Year! Captain (ret) Rod Zapf th P.S. Next years party will be December 14 at the El Adobe restaurant, San Juan Capistrano. The price is $27.00 and it would not be too early to get on the mailing list now! If you see a motorhome in the parking lot, you will know I am hosting another "tail-hook" party before the real party. My party is simply a one hour "attitude adjustment" before we get serious. Steve Leonard's E-mail is sleonard@cox.net

Capt 's John Dunne and Russ Fleer try to hide the "high spirited antics of Ron Adams

Capt. Dick Cruickshank telling his version of "the check-ride."

Capt. Rod Zapf, Betty Ford and Jerry Gilles

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If it is more blessed to give than to receive, then most of us are content to let the other fellow have the greater blessing. Shailer Matthews

By Gene Richards Computeritis How many times does it have to happen before I get the message? Once more my computer crashed and burned and I didn't have my data backed up properly. I now have a new machine and am up and running again but only after much gnashing of the teeth and a few words that I haven't used since high school. I managed to save my email but it has not yet been decoded and won't be in time for this publication. So if you sent me an email, send it again or hope for the best. Having a computer meltdown is frustrating, irritating, expensive, time consuming and a couple of other things that I can't remember right now. But in the long run it still beats using pen and paper and a mimeograph machine. Memories For some time now I have intended to write a summery of my life for the education and enjoyment of my family. I have waited patiently for them to ask and since they haven't. I've decided to write it anyway. I recently spent a few days in Pensacola with a roommate from our pre-flight days. We wandered the base observing at the devastation caused by Hurricane Ivan. Walking about the classrooms caused us to reminisce about our trials and tribulations of pre flight some 55 years ago. As most of us Eagles have experienced, I have difficulty remembering what I had for breakfast but I can still recite the names of everyone in my high school graduating class. (OK, so it was a small class.) I well remember the good and the bad times as a Naval Aviation Cadet. In the academic department I enjoyed celestial navigation. It was like a big puzzle where you throw all these numbers into a hopper and marvel greatly if it comes out as a pinpoint on the chart. Later I became adept at real navigation, spending my share of time at the table on the way up to plane commander. I taught navigation in the squadron and later became the squadron Navigation Officer. On the other side of the coin was Aerology. (Meteorology outside the Navy.) The subject was always a mystery to me and I have yet to figure out the difference in advection fog and any other kind of fog. PAGE 55 ... TARPA TOPICS


American women expect to find in their husbands a perfection that English women only hope to find in their butlers. Somerset Maugham

Where is all this leading? Well some time ago the Navy put out a bulletin saying that they were cleaning out the attic and all of the original flight training records would be destroyed unless they were claimed by the owners. I wrote for mine and, sure enough, six months later they showed up. It was quite interesting to read the comments from the flight instructors. I found that I had a much higher regard for my abilities then they did. Eventually I flipped back through the records to academics. To my chagrin I found that I got a 4.0 in Aerology and flunked Navigation not once but twice. To make matters worse my `roommate' informed me that we weren't roommates at all. He lived across the passageway in a room with an ocean view. My life story is now on hold until enough people are dead that I can write it my way.

Back row, right. George Seaborg, Front row, left. Gene Richards

Notes to Ed Madigan From Gene Schumacher Although I am an Eagle — I turn 8o in February, 05, I am sending the full rate of $40. The Topics is worth every penny. Please note the change of address. I have not moved but we are getting organized out here and 911 service required a street address. Think I'll wait to call it civilized until a cell phone will work in my back yard.

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Four fifths of the perjury in the world is expended on tombstones, women, and competitors. Thomas Dewar

From John Kidd As discussed at the annual meeting, I am sending an extra membership for a furloughed pilot who would like to join but cannot afford the dues. Also is a separate check, as requested, for Tarpa Topics mailing per the discussion at the meeting. Thank you for taking on this job and the great job you did as treasurer for the cruise. From Lyle Huntly Keep up the good work. Have enjoyed the magazine every issue since 1979. 04 was a good year for us: retired 25 years, married 65 years, lived 85 years and both of us busy and doing OK. From Louis Barr As an Eagle I know my dues are $30 but my enjoyment of Tarpa Topics is worth a little extra. From Dave Wadsworth I' m sending more because of the good work you people do for Tarpa. I'm still keeping busy with all my volunteer work, but it's getting harder with the "joys" of the golden age. From Ward Budzien Although I am an Eagle chronologically, in my head I'm about 35. so in all fairness I have to send $40 as a regular member From Bud Kuball Just returned from a one year, 12,000 miles, trip to Panama in my motor home. (8 countries- 14 border crossings.) Retired F/F Julie Paradise met me in each country by flying down on AA. From Phil Livengood Hi Gene, " Jeff Hills article, "GANDER, GANDER. GANDER , in the last issue of Tarpa Topics reminded me of some of the odd communication situations, which were a part of flying international. First

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A jury is a group of twelve people of average ignorance. Herbert Spencer

let me state unequivocally that I am very glad that English is the universal language of aviation. I'm not sure how that came about; perhaps it was by some law of primogeniture because the Wright Brothers were from the U.S.A. Whatever the reason it certainly made the process easier for those of us who already speak the language. The following comments take into consideration that if I had been the non-native English speaking controller the situation would not have been any better. These incidents all occurred at Cairo, which still had rather primitive equipment in the 8o's—no radar, and radios that sounded like the controller was standing across the room yelling at the mike. The controllers spoke English fairly well; at least it was more understandable than the French. However from time to time situations would come up that needed words beyond their vocabulary. The first happened when we arrived in Cairo shortly after dawn from Bombay. We were taxiing to our gate when we saw an army helmet (WW I type) on the taxiway. Of course we stopped not knowing if it was a steel helmet or a plastic copy and knowing very well what it would do if sucked into the 1o11 engine. The problem was the word "helmet" was meaningless to the man on ground control. Fortunately the TWA mechanic waiting to wave us in came out to see why we had stopped and retrieved the helmet. I imagined the luckless Egyptian private trying to explain to his sergeant how he had been standing guard during the night when some jet blast blew his helmet away. The next two events happened when I was flying F/E on the 727 operation based in Rome. Barry Hoffman was the captain and Dick Murray was the F/O. Flying from Rome to Cairo we lost engine driven hydraulic systems, which meant we had to crank the gear down, lower the flaps electrically, air brake only, and no nose wheel steering plus a few other inconveniences. Not a big deal in good weather and an 11,000 ft runway—if it can be coordinated with approach control. Our problem was getting Cairo approach to understand what our situation was and what we needed in the way of time and airspace. Somehow we got it all done and got stopped on the runway. During the long tow ride from the end of the runway to the gate we saw a fairly large cardboard box on the ground between the taxiways. Tried to tell ground control about that—with exactly as much success as with "Helmet". New day new problem: On departure from Cairo enroute to Athens the departure controller added to our departure clearance that we were to maintain a 2000 ft/min rate of climb. Evidently there was a business jet following us. Well the 727S had a few virtues, but climbing wasn't one of them. It wasn't long until Miss Piggy could not maintain a climb of 2000 ft/min. Our problem now was to get the controller to understand this. Dick had tried several versions of "Negative 2000 ft/min"

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What is the first excellence in a lawyer? Tautology. What is the second? Tautology. And the third? Tautology. Richard Steele

without any success. Barry, ever the man with words, picked up his mike and said "Mishmumkin 2000 ft/min climb". You could just see the light bulb go on over the controller's head. "Roger TWA 841, maintain 1000 ft/min rate of climb" and then issue the same clearance to the business jet following us. Now among the three of us we probably didn't know more than a dozen words of Arabic, but it just so happened that a Cairo taxi driver had explained to us only a few days prior that "mumkin" means "possible" while "mishmumkin" means "not possible". To this day we use the term "Mishmumkin" around our house.

Phil and Judy Livengood

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By all means marry. If you get a good wife you will become happy. If you get a bad one you will become a philosopher.

Some interesting information for those of us who intend to grow old at some point. Age-related Macular degeneration What Is The Outlook For Better Treatment And Prevention? Provided by YourMedicalSource.com Research studies are underway on the causes, prevention, and treatment of AMD. The Federal Government has given AMD higher priority in recent years. That's because AMD will become a more serious national health problem as "baby boomers" grow older. Scientists are trying to identify genes that cause AMD, or increase risk for the disease. Once AMD genes are found, scientists may use gene therapy to replace the defective genes with normal copies. •

Researchers also are working on medicines that stop the growth of new blood vessels. Such drugs could be used to treat wet AMD, and perhaps stop dry AMD from getting worse.

• The clinical trials on dietary supplements, of course, could provide a simple and inexpensive way to reduce the risk of AMD. Age-related Hearing loss Researchers have identified a gene that prevents the regeneration of the inner ear cells that are critical to hearing, a discovery experts say is the first step toward finding a way to correct the most common form of deafness among the elderly. "Most deafness is caused by the loss of these hair cells," said Zjeng Yi Chen, leader of the hospital research team. "Now we have the means to regenerate these cells." The goal, said Chen, is to find a way to turn off this gene in the inner ear of humans, probably with a drug, and allow the regrowth of hair cells. "That would lead to recovery of hearing," said Chen. He is senior author of the study appearing this week in the journal Science.

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Jazz will endure as long as people hear it through their feet instead of their brains. John Philip Sousa

Don't throw away your glasses or hearing aids because a lot of research is still ahead before any of this works. But if you live long enough there may be a solution. Who ever thought a several ton hunk of metal would do anything more than make a hole in the ground? GR Movie Revue ' If you haven 't seen, 'The Aviator `. do so. You won 't be disappointed. I m sure there are some Eagles around that could add to the story. GR

This next letter is from our old friend. Gordon Hargis. When it originally came I didn't put it in because it was hand written and I didn't have enough time to type it up for the next issue. I put it away for a better time and this is a better time. GR Dear Gene, Your solicitation of more material to print reminds me of the old "saw" — be careful what you ask for, you might get it! So here's an idea for an item for Tarpa, to wit: How many of youse ole' pilots still have your "short-snorter" bill, if you remember what it was and its purpose? Recently, I "exhumed" mine form an old cigar box full of mementos and unfolded it. Doing so brought back many memories. As I recall, it was a one dollar bill signed by the crew after an overseas flight and kept as proof of the trip. Then a custom came into being of those pilots in a group in a bar producing theirs on request. If a pilot did not have his, he was required to by a "short-snort" of booze for each other pilot who produced his. Then we began taping bills from other countries to the original signed dollar mine has (in order) $1 silver cert (USA), 10 peso (Brazil) $1 (British Guyana), 10 Francs (Morocco), 5 Francs (French West Africa), $1 Gold Seal paid to US troops overseas), Bank of England 10 shillings, 5 Kroner (Iceland), 10 Lire (Tripolitania), (Also that one has Jack Dempsey ' s autograph on it), 10 Lepta (Greece), Some Arab Country, 10 something, all Arabic, Maybe Tunisia or Iran, shilling (Cyprus), 10 Piasters (Egypt), 10 Rupees, (India).

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My forefathers didn't come over on the Mayflower but they were there to meet the boat. Will Rogers

Unfortunately the old tape came off of the middle of the string of bills when I unfolded it, and so far I have been unable to get it refolded on the nice flat bundle it was ere I opened it! So you might ask for more info from the readers about short-snorter bills. The signatures on mine have almost faded completely away, and some of the few I can read are by pilots I no longer remember, alas. Incidentally, the Burma-Shave book reminded me that I left 2 words out of the car fender jingle. The last line is "Send it in for a one pound jar." All the best, Gordon Anybody out there with a Short-Snorter story? Now 's the time. GR

From Jim Schmitt 1824 Forest Grove Rd Box 494 Forest Grove, PA 18922 215 794-5305 captainjim1928 @comcast.net I sold my organic farm and passive solar house (which I designed) and now live with Carole Mancini, a British lady recently retired from Merck. We recently moved to a hamlet near Doylestown, PA. Closed out earth friendly B&B in September after a busy summer with lots of organic blueberries and blackberries sold. My home now a 140 year old Victorian home in a tiny town with 19 homes, one church and a post office. I have set up a little challenge for myself and would invite anyone else to join this – TWA pilots would be especially eligible. I have crossed the a\Atlantic every year starting in 1958. Without missing a year. I executed my 47 year with a trip to London. It tells me A. that I can afford to do it (Usually very cheaply.) B., that I have the health to do it. C. That I am still out in the world. I hope to do 70, which will make me 10o years old. th

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By the time the youngest children have learned to keep the place tidy, the oldest grandchildren are on hand to tear it to pieces again. Christopher Morley

Also — anyone is living in Pittsburgh area. I would like to work with my daughter to establish a circumnavigation club there in 2005. She lives on a golf course in a suburb and recently completed her circumnavigation of the earth on a business trip with PPG. To be eligible for this club you must have crossed every meridian of the globe in either direction some time in your life. It does not have to be one trip. East to BKK and west to Bombay will qualify. You meet interesting folks in this club — and a few a—holes.

Jim and Carol Mancini

From Vic Hassler The east coast TWA pilots had another rendezvous at a place in NJ called Sky Manor, May 27, 04. This time the weather co-operated (no hurricane) and 10 pilots came in their wonderful flying machines. The service and food were excellent. Thanks to Floyd Evans for making the table seating arrangements. A lot of the conversation focused on our medical problems (We are all getting older and older and older.) Every one was smiles and happiness.

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There is no use in walking five miles to fish when you can depend on it being just as unsuccessful near home. Mark Twain

Some of the pilots came on motorcycles. One pilot (I won't mention his name but his initials are Doug Deutsch) had a beautiful cycle decorated in TWA markings.

Those in attendance were Rich Ackley, Jim Anderson, Ray Bartles, Clark Bille, Ray Bonwell, Bob Christenson, Ken Degler, Doug Deutsh, Floyd Evans, Joe Galiger, Keith Kreider, Richard Kreider, Bob Laux, Mario Nicolais, Ephe Oliver, Vic Hassler, Marty Sailer, Frank Self, Art Schwedler, Ray Skomra, Dick Stone, Ed Stroshein, Jack Wilmot, Las Zamolyi and Lou Zimmerman.

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August

SPEED

6

Motion Pictures and Air Transport HEN better movies are made, they will feature the airplane as a real transport machine, as a result of a campaign just brought to a successful con. clusion by a committee of the California State Chamber of Commerce, headed by Clancy Dayhoff, aviation publicity expert, with headquarters at Los Angeles. As far as the motion-picture world goes, Los Angeles is a suburb of Hollywood. For years Hollywood has turned out movies, some splendid and some otherwise, and. whenever there was necessity for the hero or heroine to travel hurriedly from one place to another, there was always shown the picture of a railroad station with a train departing, or a motor bus might be used, sometimes a steamer or a high-powered automobile. The airplane has been used in the movies many times, of course, but always to do something very spectacular. If the picture did not show the airplane cracking up or bursting into flames, then, in the opinion of the movie director, there was something wrong with the picture. It was all heroic—it was spectacular—it was very dramatic—but it was not true to the best there is in aviation. Clancy Dayhoff and his assistants have attempted to put a new thought in the pictures, and the results of their efforts will be apparent during the months and years to come. The effort is to show the airplane as a commercial machine—expertly constructed, carefully operated, reliable, comfortable — controlled more expertly than any other transport machine in use—deserving of the patronage of the hero or heroine of even the greatest motion picture. The new idea is to use the modern transport plane in pictures, where such a scene may be possible , instead of continually using a railroad train, motor bus or steamer to convince the gaping public that a journey is being commenced. However, the carrying out of this program was not as simple as it reads. Any motion-picture company can move to the side of a steamer and, with minor preparation, take the "shots" that may be required; or congregate behind the observation car of the train; or use a motor bus—but, with the airplane, the job is different.

W

The solution has been, this offer, made by all the air-transport companies serving the Hollywood district, and the two airports accommodating these companies—at any reasonable hour, day or night, with advance notice, an airplane will be available for motion-picture work without charge to the mo-

Everyone expects to find milk in milk bottles, but who would expect to find an opportunity to increase business reposing in an empty milk bottle? The experience came to H. G. Andrews, veteran pilot of Transcontinental & Western Air, who lives in Newark, N. J., when he is not flying with mail and passengers between Newark and Columbus. Retrieving the milk for his breakfast one morning he found, besides his regular milk order, an empty milk bottle with a note inside. "What is the fare on your planes to Chicago; when do they go, and how long does it take? " read the note, which was signed "Milkman." The next morning Andrews replied via the empty milk bottle, telling of the seven-hour service, Newark to Chicago, and that rates were the equivalent of rail, plus Pullman. "May I make a reservation for you?" Andrews added. "Please make a reservation for my boss on next Wednesday, " read the next milk bottle communication. And a few days later the milk bottle made its final report. "Boss had a swell trip. Thinks there's nothing like it. Thanks a lot." Signed, "Milkman."

tion.picture company. The airplane may be used for one hour without charge. It will be taxied forward—which, in the picture, would indicate a take-off—and arrangements may be made for spot landings. The transport companies will furnish needed pilots, in uniform, without charge, and the managers of the airports will supply all needed attendants, also without charge.

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Result—some few months hence the motion picture will show the "star " rushing to an airport and boarding an airplane for the journey that must be made to save the old mortgage, or whatever it may be, and the handling of the airplane will be perfect. In many photoplays the airplane has been glorified as a weapon of offense and defense, and the aviators guiding these planes have been given the roles of great heroes. No photoplay has yet been made that truly portrays airplane transportation, nor has a picture been made that depicts the solid worth of the men and women who are engaged in commercial aviation. Some time an inspired producer will present a photoplay that will do credit to the subject—a photoplay that will reveal the struggles of mankind for many centuries to conquer the skies—that will give a bit of tribute to those experimenters who made the first flights—and then will portray the romance of aviation as it is today—a romance of reliability and success. •

Stockholders Do Fly There used to be a saying in the aviation industry that if the air lines' own stockholders would use air transportation when they wanted to go anywhere, the passenger problem would be very nearly solved. American Airways, Inc., in an endeavor to determine the interest their stockholders actually had in flying, enclosed a card with their annual statement asking stockholders if they were interested in having their business and pleasure trips planned for them by American Airways Business Travel Plan. ning Service, to fill it out and return. The Business Travel Planning Service coordinates all methods of transportation to effect the greatest saving of hours, naturally using air lines wherever possible, whether American Airways ' own or those of the other recognized air transport companies. The response was immediate and tremendous. Of 32,000 stockholders to date more than 7 per cent have written in outlining trips they had in mind and the traffic department has been working overtime mapping out itineraries.


Howard Hughes, the noted motion picture producer, and his powerful Boeing plane, which he pilots himself, and in which he travels to all parts of the nation, as business requires.

Motion- Picture Producer Demands More Speed OWARD HUGHES, the air-minded young motion-picture producer, has turned to speed in his latest quest for aviation thrills. The pilot-producer now boasts one of the fastest ships in the country. His United States Army pursuit plane, which he purchased from the Boeing Company in Seattle, two years ago, has been remodeled according to his own specifications, to obtain added speed and flying comfort. Hughes himself put the newly converted racer-through a series of test-flights recently, in which he averaged 225 mile an hour. He is now completely satisfied with its speed and maneuverability. The ship was reconstructed at the Lockheed plant at Burbank, Calif., under the personal supervision of the owner. It is powered with a super-charged WaspWhitney motor, of 580-horsepower. Orig-

H

inally a single-seater, an auxiliary seat has been installed, but it is so arranged that extra gasoline can be carried in the compartment. Hughes is said to be the only civilian in America who owns and pilots one of the latest United States Army pursuit planes. He obtained the craft through special arrangements with the Department of Commerce and officials of the Boeing factory. With its latest embellishments, the plane cost approximately $30,000. Howard Hughes, now twenty-seven years old, is one of the most active and skillful flyers on the Pacific Coast. He is a licensed transport pilot, and travels almost exclusively by air, in his business and pleasure jaunts, to all parts of the country. In addition to the new Boeing, he maintains several other ships, and he is now negotiating for

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purchase of an eight-passenger Sikorsky amphibian. In all his flights, Hughes does his own piloting. He declares that his real thrill in flying comes from handling the controls. Speed is his forte, in the air and on the ground. Besides his hangar of planes, he has a stable of fine automobiles, all geared up for fast traveling. And he never keeps a chauffeur. As a motion-picture producer, Hughes is world-famous. Among his notable contribution to the screen are a number of aviation films His "Hell's Angeles," which he directed himself, is still considered the No. 1 of the air films. Recent air-thrillers, Hughes produced, are "Sky Devils," and "Cock of the Air" comedies. He is now making preliminary plans for the production, early next year, of another super-air feature, tentatively titled, "Zeppelin L-27."


1 932

S P E E D

27

TRANSCONTINENTAL & WESTERN AIR, INC.

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General Air Express TRANSCONTINENTAL & WESTERN AIR, INC., has been a pioneer in the development of air express for the past two years. Through a new interline arrangement with six other airlines, known as General Air Express, all points on the TWA system are now linked with 138 cities in the United States .... also cities in Canada, Mexico and South America. General Air Express planes cover 17,600 miles daily. This "interline system" permits the free exchange of merchandise between all sections of the country on through waybills and under standard shipping conditions. Through rates, including store-door pickup and delivery service by Postal Telegraph, are published in a joint tariff, which may be obtained from any TWA representative or from any Postal Telegraph office. Cargo insurance at low rates is available to all shippers, and individual packages weighing as much as 200 pounds will be accepted. NEW YORK NEWARK PHILADELPHIA HARRISBURG

CHICAGO PITTSBURGH COLUMBUS DAYTON FORT WAYNE

KANSAS CITY INDIANAPOLIS ST. LOUIS SPRINGFIELD WICHITA

LOS ANGELES SAN FRANCISCO TULSA FRESNO WINSLOW OKLAHOMA CITY AMARILLO BAKERSFIELD ALBUQUERQUE

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Editor ' s note: We reprinted parts of the December 1984 TOPICS in our last issue, November 2004. One of the articles in that 1984 TOPICS was from a former RAF pilot asking for information about a TWA DC-3 that spotted his RAF Dakota (C-47/DC-3), which had been brought down by mechanical problem in the Egyptian desert in 1948. We have gotten several responses about the reprinted 1984 story recently. One from Lyle D. Bobzin is shown below. Buck Pratt delivered another from a 1985 TWA Skyliner, which was in fact, a reprint of another TOPICS story on the subject authored by Larry Trimble. Now, are you confounded by this convoluted trail of confusion? One thing seems crystal clear. There is still some interest in this subject. So, we will reprint Larry Trimble's story and other notes on the subject from the March 1985 TARPA TOPICS in the July 2005 issue.

Cairo DC-3's DC-3s of the Cairo Theater had their origins as C-47's at Payne Field (later Farouk), and Cairo West. The staging center for the India -Burma Hump, for aircraft were these two airports. There were extensive inventories of C-47's, and C-46's stored at both locations. Recall many C-46's with their floors cut with torches to cut hydraulic lines and make them un flyable. The C-47's escaped this carnage, and were the aircraft converted by TWA for the fleets of Ethiopian Airline, (TWA operated), and other in the Middle East. These conversions were done by TWA at Payne Field. One or more of the C-47's wore the paint of TWA, one perhaps an engine carrier. The DC-3 in question a converted C-47, was perhaps flown by Hugh Herdon, or Bob Cummings. This is a perhaps - the records do not exist, thanks to our demise. Lyle D. Bobzin the middle initial is for Douglas, however my preference has been Boeing. PAGE 69 ... TARPA TOPICS


We received several replies to our request for information about a DC-3 operation in Cairo. From Bud Elliot: Regarding the article in the December issue of TARPA TOPICS about the DC-3 in North Africa, perhaps I can help answer your question. Twice while I was based in Rome I was a co-pilot on a DC-3 engine carrier. The first flight was January 21, 1948 from Rome to Geneva. The plane was NC 204, TWA plane number 548. The Captain was Stanley Stanton. On the last leg we were vectored to the airport by GCA. We were IFR and we encountered a lot of ice. It was an unforgettable experience. The second flight was February 24, 1948 from Rome to the Milan area. We had a CAA man on board. The purpose of the Flight was to meet with the Milan City engineers to establish the airport. I don't know of any other TWA DC-3 ' s around at that time, but perhaps some of the crews that were based in Cairo may remember the plane. * * * * * * * * * Dean Phillips also forwards a note from Idus Inglis which Idus sent in along with his 1985 dues. "DC-3 on International? Yes. Cairo and Tel Aviv.

TWA had one and flew it between

"I flew co-pilot on it with Captain Joe Park. Joe was upset because he was assigned to fly it. I questioned my assignment because I had never been to school or even sat in a DC-3. "Bob Cummings, the Chief Pilot at that time, said to both of us, 'Shut up and take the trip'. We did. "Cairo and Tel Aviv were both British Empire at that time. We " flew a shuttle between the two cities in a TWA DC-3 . Idus didn't shed any light on who the TWA crew was that sighted and gave aid to the downed British aircraft. * * * * * * * * * * * * Another letter just received was from Bill Greer who wrote:

TARPA TALES

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"During my stint as a relief pilot in Cairo from February, 1948 to December, 1950, TWA operated a DC-3, registry! ETT-12. Checking my log book, I find among other entries a local mission with Captain Neal Lytle. A photographic crew took pictures of one of our "Connies" with the Sphinx and pyramids in the background. The results appeared on our TWA calendars. "In a more somber vein, my log shows a local flight on September 20, 1950 to the site of our Connie, which crashed and burned Captain Walt Webb and crew, as minutes after departing Cairo. well as all passengers perished. "While I cannot confirm the rescue episode inasmuch as it predates my arrival in Cairo by about a month, I strongly suspect that it involved ETT-12 and possibly was flown by Hugh Herndon. In any event, I'll wager that Neal Lytle or either of our Chief Pilots - Bob Cummings or Bob McReynolds could or will supply information to solve this mystery. "I enjoy TARPA TOPICS and hope to attend the convention in LAS". * * * * * * * * * * * * From Bob Gwin: "Yes, Yes!

TWA had DC-3 ' s in Egypt.

"When General Giles was a TWA Vice President and Ray Wells was Director of Cairo, Egypt, with offices on the Nile, downtown Cairo, TWA had at least one DC-3. ETT-12, I believe, was the number on it. This was 1946-52. "

Hugh Herndon was Director in Cairo after Ray Wells, and this airplane was used to carry engines around the system, until Larry Trimble set up the engine carrier Fairchild, with the little Jet on top, to do this job. "Did you know TWA was going to overhaul airplanes and engines at Cairo, and had the staff almost set up? Jim Davis was Director of Maintenance, 1947. "See you at the Southeast Seniors, May 1985." * * * * * * * * * * * * From Werner Romanello: "With reference to the December 1984 TARPA TOPICS issue, pages three and four, DC-3 on International. I was hired by TWA in June, 1949, but I do recall even in 1949 and following years a TWA DC-3 was based in Cairo. Its registration was ETT-12. It showed the TWA red painting and logo and was flown under Ethiopian registration. Some of the captains who flew the ETT were Swede Golien, Neal Lytle, Neftsinger, Joe Carr and Jack Robertson." TARPA TALES

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MORE ABOUT THE DC-3 AND EARLY INTERNATIONAL OPERATIONS By Larry Trimble The December 1984 issue of TARPA TOPICS on pages three and four of the TARPA TALES section asks for any information on the R. J. Saunders article sent to Ed Betts by Assistant SKYLINER editor Anne Sanders. The inquiry wanted to know about a TWA DC-3 operation in Cairo in 1946 and who the TWA crew was who were flying the DC-3 in this instance. Perhaps I can help on this bit of TWA history on both pilot and airplane. The airplane, though painted with TWA markings, was not a DC-3 but a C-47 owned by TWA and registered under Ethiopian registry as ETT-12. It was being flown on this occasion by Captain Hugh Herndon, the Director of TWA's Africa Middle East Region. Hugh Herndon and Clyde Pangborn had made aviation history by making the first non-stop trans Pacific crossing from Japan to the U. S. west coast in a single engine Bellanca during the pioneer days of transoceanic flying. During the war Herndon was hired by TWA as a pilot for our Intercontinental Division, operating out of Washington, and worked for me when I was Chief Pilot of the ICD. After the war, Hugh, who was not on the TWA seniority list, was sent to Cairo as Director of Operations of the Africa Middle East Region of TWA's overseas operation. I went to Paris as Director Operations of the European Region of the overseas operation and saw and talked to Hugh at least once a week in either Paris or Cairo. He told me the story of this spotting of the Saunders Dakota in the desert and how he had landed at the RAF airdrome at El Adem to report it and of picking up a parachute drop kit containing water and food which he flew back and dropped at the crash site. I don't recall him saying who the copilot was. Usually Herndon flew the airplane himself with a mechanic as copilot or one of the Cairo based cockpit crew members on their own time. TWA never conducted any type of a DC-3 commercial operation in Cairo and was never based at Cairo West Airport, but rather at Payne Field or Cairo International, as it is now known. However, there is quite a story here about this particular airplane and a major C-47 modification activity by TWA that, like the history of the ICD and early international, as well as our other airline operations and support activities, is almost totally unknown in TWA today. Following the war', TWA started the International or Overseas Operation as it was originally known, with 10 C-54's and four TARPA TALES

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We bought the C-54's almost new from the L-049 Constellations. U. S. Army Air Corps, which had declared them surplus, for forty The C-69, as the Army called the Connie, thousand dollars each. had just gone into production for the Air Corps and we had two of them on ICD which we were shaking down for the Army. With the war over, President Truman cancelled all wartime contracts and the C-69's on the production line immediately became availBecause of all kinds of problems with the able as L-049's. L-049 and three major training accidents, the C-54 was the backbone of the overseas operation for quite a few months. Overseas we had two operating regions, the European Division and Africa Middle East Division or AME. The European Division covered the route from Gander to Shannon to Paris and Rome, plus Madrid, Lisbon and Santa Maria, under the direction of John Harlin initThe AME covered Dhahran and Bombay east and North Africa's ially. Tripoli, Tunis and Algier plus Tel Aviv and Athens. TWA, under the Marshall Plan and other aid programs, started and began the operation of Saudi Arabian and Ethiopian Airlines. we had assistance programs with the Greek, Italian, French and Under these programs we trained or supplied German governments. other assistance to launch the re-established French Air France, German Lufthansa and the predecessor of today's Greek Olympic Airlines. In Italy we actually owned a 49% interest in LAI and ran it under Swede Golien. Eventually LAI was merged by the Italian government into what is today's Al Italia and TWA got out of the Italian picture. In regard to the Greek, Saudi and the Ethiopian efforts we supplied the airplanes as well as pilots and management. To supply the airplanes, TWA bought from the Army Air Corps forty five surplus C-47's which the Army had simply lined up on Payne Field, as Cairo International was then known, walked off and left. TWA took over this base and used it to convert the C-47's we had purchased to different configurations best suited to the airline As I recall it, about forty involved and their intended use. or forty one were converted and licensed under Greek, Saudi or Ethiopian registry and the rest cannibalized for parts. Hugh Herndon, as Director of the AME Region, had a difficult transportation problem across North Africa and out to Bombay, as there was no other airline service east except BOAC twice a week and none in North Africa, as TWA then operated Rome to Tripoli, and Hugh had to come up to Rome to get to his North Herndon looked over the junked remains African stations via TWA. of the cannibalized airplanes left and decided to build himself TWA, in the meantime, decided to abandon the overan airplane. haul base in Cairo at Payne Field when we couldn't get Egyptian permission to operate it commercially to serve all present and future airlines in the Middle East area as we had hoped to do. We had even bought a complete surplus Army engine overhaul facility in the Philippines and shipped it half way around the world to Cairo. The engine overhaul facility was all that was PAGE FIVE

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needed to give the Payne base the aircraft and engine overhaul capability of our Kansas City overhaul base. In addition to the Egyptian refusal to permit us to operate the base on a commercial basis, they demanded that we pay exorbitant customs duties on the new value of every tool and piece of equipment in the place, as well as on all materials the Army had imported in building the buildings. When we would not pay either the customs duties or the "Baksheese" which would have practically been equal to the customs duty, the Egyptians took over the base, lock, stock and barrel. They did not know how to run it or what to do with it, so they closed it down. Within weeks every bit of equipment in it had been stolen. Herndon had used his own TWA Cairo mechanics to build up a TWA C-47 out of the junked remains The airplane that TWA owned. finally produced had a right wing off one series C-47 and a left wing off another series, plus a stabilizer off still a third series. Herndon bought two new surplus 1830 P&W engines and props in Europe, bought the radios, which had been stolen from the overhaul base at Payne Field, on the black market in Cairo, got the instruments from old TWA surplus and eventually had an airplane which he placed under Ethiopian registry as ETT-12. He use the airplane to cover his region on company business, flew TWA visiting brass around on sightseeing tours up the Nile to Luxor to see the temples of Karnak and tombs, and also on hunting trips to Ethiopia and Nigeria and on fishing trips to the Red Sea. Hugh, flying ETT-12, was on the return leg of a trip from Tripoli to Cairo when he spotted the RAF Dakota down in the desert. ETT was to go on and make TWA and Because of its illegitimate birth airline maintenance history. and background it could not be placed under U. S. registry either in the NC or NL categories. The Egyptians wanted 100% new Douglas cost price as the cost basis for custom duty to import the airplane and register it as Egyptian, so Hugh talked Dutch Holloway into an Ethiopian registry "Dutch" was running Ethiopian Airlines for TWA as General Manager and also functioning as the Director of Civil Aviation for Ethiopia for Emperor Haile Selassie. Under him, a licensing procedure was set up to identify and give flag status to the eleven converted C-47's TWA had

Hugh Herndon on the first TWA ICD layover in Paris.

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supplied to Ethiopian Airlines. Herndon's patchwork airplane was given the registry number of ETT-12 as the twelfth airplane ever to be registered in Ethiopia. Since we were not basing the airplane in Ethiopia and never imported it, the question of custom duties never came up. Hugh Herndon died in 1952 and TWA consolidated his Africa Middle East Region with my European Region into a single overseas region, and I became Director of the new region. The new region subsequently expanded to include LON, FRA, ZUR and GVA in Europe and Ceylon, Bangkok and Manila in the Far East. Later, when Floyd Hall became General Manager, U. S. Operations, I became General Manager, International and picked up direction of the International cockpit crews in KIDL. Later on, when Floyd Hall went up to Vice President Operations, I became Vice President of Operations or Transportation, as it was known then, of Intternational. The International Region expansion ended with the extension around the world, adding Hong Kong, Taipei, Okinawa, Guam and Hawaii. From the start of the overseas operation, TWA had based flight crews in Cairo. When the two overseas regions were consolidated into one, TWA decided to close out the crew domicile in Cairo and all cockpit and hostess crew members were returned to the U.S.. Because American hostesses had no foreign language capability and had been a constant problem while based in Cairo, I established the overseas Foreign National Hostess group based in Paris and Rome and late Hong Kong. Thereafter, all international flights were Floyd Hall and Larry Trimble flown by New York based cockpit crews and hostesses to the gateways. Beyond the gateways, foreign National hostesses replaced the American girls throughout Europe, the Middle East and the Far East. With region headquarters in Paris, I moved ETT-12 to Paris, originally intending to sell it if possible. My maintenance

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Director, Jim Davis, suggested the possibility of making an engine carrier out of it. We were making from 90 to as high as 110 engine changes a year overseas. Connies were on the ground sometimes as long as a week, while TWA flew an engine over from the States in one of the C-54 cargo flights, and it was expensive. We checked with Douglas and found they had done the engineering for the Air Corps for a C-47 engine carrier with a special large door, an underfloor tracked winch the length of the cabin and an aluminum girder folding exterior platform from which the engine could be winched in or out of the airplane. It was removed or placed on the platform with a Plan D tower which every TWA station had. Further, Douglas had already built a prototype modification kit when the war ended and the Army dropped the project. I talked John Collings into the idea of a C-47 engine carrier and he bought the prototype parts kit Douglas still had and approved a $30,000 overhaul of the airplane and installation of the special equipment. We flew ETT-12 to Prestwick, Scotland and turned it over to Scottish Aviation, who did a complete airplane overhaul and performed all Douglas ADs on it and painted it silver for corrosion protection. Radio and instrumentation was conformed to Constellation configuration for parts availability in the field and a second reincarnation of the old C-47 was finally ready to begin its fabulous airline career. Over the next six years, ETT-12, flown by myself or one of my successive Staff Directors of Flying Joe Carr, Gordon Granger or Neal Lytle as Captain and Claude Girard or Pete Boe or Engine Change Foreman Lucien Picollier as copilot, covered every engine change in International for TWA and also for Air France. It flew International Red Cross emergency airlifts, flew rescue crews into aircraft accident sites, flew search missions, evacuated critically ill or injured medical patients, carried out the bodies of aircraft accident victims and many other All the original VORS on the TWA route were mercy missions. bought and installed by TWA and were flown into the sites of Elba, Cantanzaro, Crete, Alexandria and Cairo by ETT-12. a spare Connie engine on a special cradle was kept In Paris, loaded at all times, cleared through customs, fueled to Rome distance and on a constant fifteen minute day and a thirty Any time a Connie reported an engine minute night standby. failure in flight and which airport it was proceeding toward, ETT-12 would be airborne within fifteen minutes or less, cleared by customs and ATC direct from the hangar. Our maintenance standard was to put a Connie back in the air within twelve hours of the engine failure anywhere within one thousand miles South of Rome and east of Cairo, longer engine of Paris. delivery times were naturally dictated by the distance to be The ground station where the Connie landed was responflown.

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This was the original Frye/Hughes dream. Note the extensive European Captial coverage and the Middle East and Orient coverFrye told me they did not want Bombay and Colombo; neither age. did he or Hughes like the Pacific crossing via Guam and Honolulu. - Larry Trimble PAGE EIGHT-A

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sible for having the old engine off and its Plan D tower available when ETT-12 landed and was positioned in front of the Connie. A special engine change crew was carried on ETT-12 and was responsible for installing and testing the new engine. Winching the engine out of the cabin and onto the platform was a five minute job and picking it up off the platform with the Plan D tower and moving it to the Connie nacelle took another five to six minutes. Many a BD engine was running in two to two and a quarter hours after ETT-12 taxied into position. The turbo-compounds usually took forty five minutes longer. The all time classic record occurred or was set in Shannon in the mid '50's with a 749A under a rare combination of wind and weather circumstances. The Connie had blown a jug on takeoff from London westbound to SINN with a most unusual, extremely strong east wind. London went below limits right after takeoff and Paris was below Connie limits, so the flight advised ETT-12, flown by either Carr or it was proceeding to SINN, Granger, I don't recall which, was airborne nine . minutes after LONE advised Paris Dispatch of the failure and that the cylinder was sticking through the cowling. With strong helping winds, ETT-12 covered the six hundred miles to SINN in three hours and Also aided by the strong east wind, the fifteen minutes flat. nine actually made four engine schedule time on three engines into SNN. ETT-12 landed just at the scheduled departure time of the Connie flight from SNN. SNN maintenance had the prop and badly damaged cowling off but not the engine, so the ETT-12 special crew took over and pulled the engine in forty five The new engine was hung and running in two hours and minutes. forty five minutes, which included exchanging engines on the Plan D tower and the installation and alignment repairs on a complete new cowling we had borrowed from Air France in Paris. The Connie was test flown for thirty minutes, then refueled and passengers loaded and the flight departed SNN westbound four hours and fifteen minutes late. A practically calm wind ocean crossing, plus Gander making up ground time, enabled the flight to complete into New York only two hours and fifty five minutes late with a field engine change enroute and the new engine and cowling flown six hundred miles! Ray Dunn still says it couldn't be done but ETT-12 and the Paris engine change crew did it, and set an airline field maintenance record that still stands. The arrival of the 1649 with its heavier engine severely restricted the range of the old "Gooney Bird" and the forthcoming 707 with its larger size and heavier jet engine would definitely limit its future. Accordingly, we started to look around for its replacement about a year ahead of the arrival of the 707's. PAGE NINE

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Ed Zak, then my Staff Director of Maintenance, found a surplus Air Force Fairchild C-82 in Tel Aviv owned by former TWA Flight Engineer Al Schwimmer who had demonstrated it to the Israeli Army as a heavy equipment carrier, but had to give up the idea when the Army wanted an equipment carrier that could carry two tanks. Because of the reputation ETT-12 had established and the uncertainty of the reliability of the future jet engines, it was surprisingly easy to talk John Collings into buying the C-82 for $50,000, plus an additional $50,000 appropriation for modification and overhaul. Granger and I flew the C-82 to Paris under its old Air Force serial number. Once in Paris our TWA mechanics undertook a major overhaul of the airplane, aided, when required, by Air France's major overhaul base at Orly. The military engines were removed and CB-16 certificated engines retired and surplus off the Martin fleet Surplus Connie props and new certifiwere installed instead. cated wheels and brakes off commercial Curtiss C-46's were also installed. Complete Connie radio and instrumentation was conformed to Constellation wiring and plumbing diagrams and layout. The world's first auxiliary jet engine installation was made by placing a Fairchild jet on top of the center section of the wing above the cabin. Because of the extensive changes from the military version, we knew our FAA would not give us an NL and certainly not an NC license on the C-82. Also, because of reciprocal agreements the French would not license it in France if our FAA wouldn't in the U.S. We solved this by falling back on our old Ethiopian friends, since TWA was still running EAL and for all intents and purposes, the Ethiopian Ministry of Suffice it to say we transferred the Ethiopian Civil Aviation. license number ETT-12 from the C-47 to the C-82, which then bore that number for the next ten years until another license crisis arose and we had to change the license again. We sold the old "Gooney Bird" C-47 for $100,000 to Air Inter, a French internal airline which imported it, put it under French registry changed its configuration to a passenger DC-3 and operated it in regular airline service for several years. Because of its heavy cargo floor, Air Inter later chartered it to the French postal service which ran a regular night airmail service from Paris to all the major cities of France. They flew converted C-47's in a weather hundred foot ceilings and be damned operation where under one hundred fifty foot visibility were considered duck soup. It served in this operation until the Postal Service changed to larger equipment and gave it back to Air Inter. Back in passenger service it flew the line until Air Inter went jet and sold all its old DC-3's in the Far East and South America. Whatever happened to old Easy Tare Tare 12 I don't know, but it's probably still around flying drugs up from South\America or smuggling something out in the Far East.

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Sorry this has been so long and much of it perhaps irrelevant to the original subject, but Hugh Herndon and this airplane played a significant part in my twenty year career overseas. I flew many ocean crossings with Herndon when we were together on ICD. I flew old Easy Tare Tare - 12 over 2100 hours of the more than 10,000 hours we flew it on TWA. I feel it represented and made a significant bit of TWA history. Certainly Captain Herndon and this airplane, involved in the Saunders Dakota sighting, made aviation history in which the Saunders incident was a very minor part. * * * * * * * * * * Larry Trimble PERSONAL EXPERIENCES From DICK BECK comes the following report: My most interesting flights were the around the world flights in the Boeing 707, which I flew from August 1969, until January 1972. I always bid to fly the west bound flights so that when I crossed the International Date Line, I'd lose a day and thus delay my retirement! Most unusual: Delayed departure from London on a 747 polar flight to Los Angeles. The take-off was just past dusk. The sky brightened between Scotland and Iceland. We were on the most northerly route and somewhere around Greenland, the sun rose in front of us - in the west! It remained low on the horizon and finally set behind us in the east. I believe we were within 60NM of the North Pole. Most exciting: Several. One time we ferried a B-17 from McDill Field in Florida to Java via Trinidad, Brazil, Africa, Iraq, India and Ceylon. On take-off from Belem, Brazil, January 16, 1942, with a heavy load and full tanks, we staggered over

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the palm trees at the end of the runway. Upon landing at Natal, Brazil, we found palm leaves in the landing gear. Note: Dick sent along some other personal experiences which we will print in another issue. * * * * * * * * * * * * Ed Boqua didn't have anything unusual to report about his first flight but his crew list was interesting. "My first trip on the line was from Los Angeles to Albuquerque on Ford Trimoter #9606. "Captain L. J. Chiapprino--- Copilot and Flight Attendant E. Z. Boqua". * * * * * * * * * * * * From Bob Gwin: Did you know department: Captain Jim Wheeler and Jack Miller from Idlewild took three DC-3's over to Turkey in 1946. In December 1946, I replaced Mr, Miller for maintenance training of the Turkish mechanics and operations for the pilots, mostly engine icing and engine operation. Jim Wheeler checked out nineteen Captains and qualified them for instrument flying, all over Turkey and once a week to Athens and later They had a total of thirty three DC-3's - actually Cairo, three DC-3's from USA and thirty C-47's from sales in Germany and Cairo. I set up maintenance training on the DC-3's for Mr. Miller was to return in six months fifty Turkish mechanics. and did so, coming home to twin babies. We also had a radio operator to help set up the "range" that was being installed We all returned to the USA in December of 1947. by Westinghouse. Bob's most interesting flight was on a trip from Cairo-CyprusAdana, Turkey-Bab el Hawa, Syria on December 22, 1942. At Accra, Africa, November 1942, many crews were checked out in C-87's (B-24 Bomber cargo planes) under the direction of Chick Fredricks, Chief Pilot. Larry Trimble checked out December 9, 1942 in airplane #11675, Accra to Accra, 2:30. On December 18, President Roosevelt sent TWA ICD a message to have a crew return a B-24 bomber to Turkey from Cyprus. A crew was made up in Accra composed of Captain Cliff Dombroski, FO Joe Grant, SO Ray Jennings, F/E Bob Gwin, Navigator Fred Ellis and RO John Lane. We went to Cairo via PAA Military, Accra, Kano, Colonel McCalley was in charge of the AmeriKhartoum to Cairo. can military at Cairo. The next day we were flown over to the Canal Zone for a nose wheel tire and some hydraulic fluid that was needed for the B-24 which was at Cypress. We left the Zone and flew up to Cypress. The B-24 was looked over and inspected PAGE TWELVE

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as one engine was feathered, but only because they were running out of oil. The nose tire was blown, so Cliff and Joe Grant took it to town to have a garage change the tire for us. In the meantime, I was checking the engines and getting the fuel on board. Since all fuel had to go through chamois and a five gallon bucket, it took a long time. They wanted to give us only 900 gallons, but Cliff insisted that we have at least 1200 gallons, and to help, I added my own 125 gallons. This airplane used about 200 gallons per hour. The next morning we took off on a test hop around the area, taking everyone who wanted to go for about a half hour, and then took off for Adana, Turkey, thirty two miles north of Cypress. We landed and talked to the authorities and I was having a Turkish coffee and getting a Turkish note of money for my "short snorter" collection. We were to take the airplane to Eskisehir, a Turkish military base, where the American Ambassador was to meet us and then we would be taken back to Adana and the British were to take us back to Cairo. We took off and headed toward Eskisehir on December 22, 1942. We were at 14,000 feet with mountains breaking through the clouds, an overcast, and with a map the size of a standard office paper, no radios or any other navigation equipment and probably over Eskisehir, on top at 14,000 feet. Cliff decided to go back to Adana. We did not find Adana, so the next best thing was a water landing in the Mediterranean Sea. We flew south looking for the Mediterranean, but a west wind had blown us to the east and we finally saw a set of runways. Ray Jennings was in the Bombardier's nose and came up to the cockpit to tell us about the runways below. Cliff racked it over and down we went, to land on this field, with many fighters around. We found out that they were all paper and moved around everyday to fool the Germans into believing it was a full fighter base. We also understand they had an "air raid warning" as we were making our landing; if they had had guns, we would probably have been shot down. As we were about to land we saw 55 gallon oil drums all over the runway and Cliff pulled off the runway but by then we were crossing another runway and hit a barrel with the nose wheel, which was thrown up into number one engine prop and we ground down to a halt. I was out the Navigator's station hatch and over the nose yelling, "There's no fire", and then we were surrounded by military with drawn bayonets. They decided we were friends, and took us to the tents for a meal of eggs. In those days, flying in the tropics, we had military officer khaki uniforms, and the Captains wore four black stripes on the khaki We were in a very cold place, in the mornings the pudjacket. dles were all frozen. We had been given some flying boots and English wool jackets when we were at the Canal Zone, but there we were, Cliff in a summer uniform coat, black stripes and a pith helmet. In the morning people came to see what was going on, and we discovered that we had landed at a new fighter strip, but with no facilities, and all those fighters were made of paper and moved around every day for the Germans to photograph. PAGE THIRTEEN

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The people with whom we first made contact were Free French and the field was operated by the Australians. Every day they would send a "signal" but we never received an answer. Finally after two weeks, Major Ed Coates (American Airlines) and a Lt. Hart landed in a C-47 to take us back to Cairo. I understand the airplane had a new nose gear put on it and the nose dropped down and covered. It was then flown to Gura, Ethiopia, where there was a big overhaul base for airplanes and engines. The crew was flown to Accra and via TWA Stratoliner to Natal and EAL back to Miami. At Miami we had a few days off, and I remember one party where Fred Ellis met his school sweetheart and they were married. I finally got a seat on EAL and at Jacksonville the flight was cancelled because of very bad weather. I was put on a Pullman train with a wood stove in the center and proceeded on to Washington and TWA's ICD headquarters. No one knew whether we were captured, interned or dead! Al Brick gave me a month off and then I went to work F/E instructing at Washington on C-87's. * * * * * * * * * * * * More PERSONAL EXPERIENCES from Jack Asire: I have my copy of "Making of an Airline" and note that the master seniority list does not show a number 345. If a master does exist, just for the record, number 345 is Jack B. Asire. Also, the December issue has an interesting story on Dutch Holloway's "Reminisces". I did not know Dutch well or for long, but TARPA and Luella A. Seibel might enjoy my brief contact. In November of 1962, Ethiopian Airlines took delivery on their first two Boeing aircraft, 720-B's. The inaugural flight departed IDL December 1 and arrived Addis December third. Included in a distinguished guest list on the first commercial jet to land in Ethiopia and the first aircraft to land at the new Haile Selassie airport were Mr. and Mrs. Charles Tillinghast, Mr. and Mrs. Cocke and the previous general managers of Ethiopian Airlines with the exception of "Swede" Golien, who regretfully was physically unable to be there. In Addis Ababa the first radio communications station was named in honor of its founder and has always been called Holloway radio. Since his time, a long range VHF station has been remoted to the crest of Mt. Entoto and was manned to serve the jets. It, too, was known as Holloway Radio. As we passed the northern frontier, I asked Dutch to come forward and take my seat for the initial contact. He picked up the mike and called "Holloway Radio from Ethiopian jet AAH, Dutch Holloway". Holloway radio came alive as the surprised Ethiopian radio man came back with, "Ethiopian AAH Holloway from Holloway Radio. Over". We were all proud that day to be a part of such a fine airline

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to which many people contributed greatly. Most crew members were Ethiopians who were fully qualified and at Addis our training school had many maintenance people ready to go. Holloway radio did more than serve the airline. I remember the Army Chief of Staff calling one day to ask how many men and munitions were available at Cambulcha. I laughed and he said rather defensively, "If you don't know, Mr. Asire, nobody does." I reassured him I would have the answer in minutes and call him back. And I did,via Holloway Radio HF and our radio room at Cambulcha. Dutch and our other guests were with us for several days to tour and meet the Emperor before returning home. * * * * * * * * * * * *

COMPARISONS Friendship

-

Like music heard on the waters,

Like pines when the wind passeth by. Like pearls in the depths of the ocean, Like stars that enamel the sky. Like June and the odor of roses, Like dew and the freshness of morn, Like sunshine that kisseth the clover, Like tassels of silk on the corn, Like mountains that arch the blue heavens, Like clouds when the sun dippeth low, Like songs of birds in the forest, Like brooks where the sweet waters flow. Like dreams of Arcadian pleasures, Like colors that gratefully blend, Like everything breathing of kindness - Like these is the love of a friend. -

A. P. Stanley

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Beautiful Silence by Arthur Ruhanen

DATE: AIRCRAFT: FLT # TAKEOFF: LAND:

6-30-52 049 LOCKHEED CONSTELLATION 154-30 21:30/SFO 23:53/SFO

TWA's Chicago bound flight 154-30 took off from San Francisco International and climbed to 19,000 feet. Shortly after leveling off for cruise all indicators on the #2 engine went to zero and a high pitch noise blanked out all the commands in the cockpit. The flight engineer closed all the throttles and indicated to the captain that he would have to stall the airplane by pulling back on the yoke. The captain, Irving Kravitz concurred and while the airspeed was dropping the screaming noise continued. Then while the airspeed was decreasing thru 115mph the noise wound down to a beautiful silence. The damn thing feathered. What the engineer saw on his panel was that the red " feathering bus " warning lite stayed on, indicating the feathering pump was getting power. While the airspeed was decreasing the fuel was shut off with the mixture control, fuel shut offs and fire extinguisher selector set to the #2 engine. We immediately returned to SFO. At the gate the engineer opened the crew door and hollered down to the mechanics. "Check that #2 prop." "We already did." came the response. "We can spin it in both directions with our little finger." When the engine was torn down it was discovered that the planetary gear system had failed. The sun gear and thrust bearing however had managed to hold together allowing the propeller to spin on the bearing. Luckily, we did not throw a propeller blade which probably would have resulted in an eternal silence for all persons on board.

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Cruise the British Isles

DISCOVER EUROPE WITH THE LEADER—PRINCESS

Join TARPA Tours Committee Chair Jean Thompson and friends on a 10-day cruise of the British Isles aboard the beautiful Golden Princess. With her impressive onboard amenities and head-turning design this magnificent ship features everything you'd want in a floating resort – four sparkling swimming pools, a world-class art collection, three state-of-the-art show lounges and 12 dining options. This British Isles itinerary includes 7 ports of call: June 11 – Afternoon embarkation at Southampton (London) June 12 – A restful day at sea to explore the Golden Princess June 13 – Dublin, Ireland 8am–11pm June 14 – Holyhead, Wales 7am–6pm June 15 – Belfast, Northern Ireland 8am–6pm June 16 – Glasgow (Greenock), Scotland 8am–7pm June 17 –A day at sea June 18 – Kirkwall, Scotland (Orkney Islands) 7am–6pm June 19 – Edinburgh (South Queensferry), Scotland 7am–7pm June 20 –A day at sea June 21 – Morning disembarkation at Southampton (London) Cruise arrangements are being made through our cruise host Tim Reynolds at Valerie Wilson Travel at Hilton Head, a Virtuoso agency. All category staterooms are available with special Virtuoso pricing and a $100 per person onboard credit will apply to each booking. Sample pricing: Prices include cruise fare, taxes/fees and transfers. Airfare is not included. Inside stateroom:

Category I - $2,092.66 per person

Outside stateroom:

Category DD - $2,552.66 per person

Stateroom w/balcony: Category BB - $2,742.66 per person Mini-suite w/ balcony: Category AB - $3,567.66 per person solely with Princess Cruise Lines. (Continued on reverse)

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FACTS AND FIGURES

GOLDEN PRINCESS

Four Star Berlitz Rating Entered Service March 2001 Accommodates 2600 passengers 109,000 gross tons 951 feet in length Bermuda registered

DINING OPTIONS

Personal Choice — Dine Anytime — Canaletto Dining Room Traditional — Donatello and Bernini Dining Rooms Specialty - Sabatini's Italian Trattoria, Sterling Steakhouse Horizon Court — 24-hour buffet and Late Nite Bistro Wine and Caviar Bar Patisserie Prego Pizzeria Trident Hamburger Grill Ice Cream bar 24-hour complimentary room service

ENRICHMENT

World-class art collection, gallery and auctions ScholarShip@Sea Program Internet Cafe Library and Writing Room

ENTERTAINMENT

Atlantis Casino Skywalkers Nightclub — 15 decks above the sea Explorer's Lounge — (night club style performances) Wheelhouse Bar Player's Cigar Bar Promenade Lounge and Bar Calypso Reef and Pool (includes 2 spas) Neptune's Reef and Pool (includes 2 spas) Terrace Pool Oasis Spas 9-hole putting course and 2 virtual golf simulators Duty-free shopping Lotus Spa, gym and fitness area Princess Theatre Vista Showlounge

BOOKING INFORMATION To make a reservation with this TARPA group please call Tim Reynolds at Valerie Wilson Travel at Hilton Head, toll-free 1-800-977-4869 or 843-341-8903. A $700 per person deposit payable by check or credit card will confirm your selected cabin. Final payment is due March 1, 2005. Deposits are fully refundable minus a $25 per person cancellation fee until March 1, 2005. Valerie Wilson Travel at Hilton Head will be happy assist you with air arrangements, extending your stay in Europe following the cruise or any other travel arrangements. PAGE 87 ... TARPA TOPICS


Paris based C-82 Ontos engine carrier taken in 196o.

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Leonardo di Capprio strikes a pose to promote the movie "The Aviator."

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