2007.03.TARPA_TOPICS by TWA Active Retired Pilots Assn.

MARCH 2007

Mexican Riviera Gray Whales Giant Squid Penguins

TWA ACTIVE RETIRED PILOTS ASSOCIATION

HERE COMES TARPA CONVENTION 2007 VISION OF THE SEAS-OCTOBER 14-21

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

FEATURES:

CONVENTION

Vicki McGowen

PRESIDENT’S MESSAGE

LOVE STORY

DEPARTMENTS:

by Barry Schiff

LET US NOT FORGET

ONTOS IS HOME AGAIN by Wally Moran

HOWARD HUGHES AVIATOR

John P. Gratz

SECRETARY/TREASURER

by Clyde Nixon

Charles Wilder

EDITOR’S NOTE

Ed Madigan

GRAPEVINE

VOYAGE OF A LIFETIME 79 by Bob Dedman

MARCH 2007

Mexican Riviera Cabo San Lucas Puerta Vallarta Mazatlan

TWA ACTIVE RETIRED PILOTS ASSOCIATION

STEEL RAILS and SILVER WINGS

by Jeff Hill

FLOWN WEST

by Jeff Hill

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 nonprofit corporation. The Editor bears no responsibility for accuracy or unauthorized use of contents.

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HERE COMES TARPA CONVENTION 2007 VISION OF THE SEAS-OCTOBER 14-21

Front Cover & Back Covers: Russ “Rembrandt” Day

For timely updates and TARPA news go to www. tarpa.com

EDITOR ASSOCIATE EDITOR GRAPEVINE EDITOR FLOWN WEST COORDINATOR INTERNET WEBMASTER

John P. Gratz 1646 Timberlake Manor PPkwy Chesterfield, MO 63017-5500 (636) 532-8317 jpgratz@charter.net David R. Gratz 1034 Carroll St. Louis, MO 63104 (314) 241-9353 drgratz@swbell.net Jeff Hill Sr. 9610 Hidden Lane Woodstock, IL 60098 (815) 338-3551 grapevine_ed@yahoo.com John S. Bybee 2616 Saklan Indian Drive #1 Walnut Creek, CA 94595 (925)938-3492 jbybee4@comcast.net Jack Irwin 2466 White Stable Road Town and Country, MO 63131 ( 314) 432-3272 jack@smilinjack.com

OFFICERS AND DIRECTORS, 2005 - 2006 PRESIDENT FIRST VICE-PRESIDENT SECOND VICE PRESIDENT SECRETARY/TREASURER SENIOR DIRECTOR DIRECTOR DIRECTOR INTERNET WEBMASTER PAST-PRESIDENT DIRECTOR OF HOSPITALITY EDITOR

Guy A. Fortier Box 6065 Incline Village, NV 89450 (775) 831-3040 guy4ta@msn.com William A. Kirschner Box 3596 State Line, NV 89449-3596 (775) 588-4223 kshooter1@msn.com Dusty West 7031 NW Cosby Dr. Kansas City, MO 64151-1605 (816) 741-8697 westgators@sbcglobal.net Ed Madigan P.O. Box3565 Incline Village, NV 89450 (775) 831-1265 edmadigan@charter.net Robert C. Sherman 1201 Phelps Ave. San Jose, CA 95117 (408) 246-7754 rcsherm@sbcglobal.net Rockney Dollarhide #1Riverside Farm Dr. Crescent, MO 63025 (636) 938-4727 rockney@charter.net William Kientz 14981 Chateau Village Chesterfield, MO 63017-7701 (636) 527-5134 wkientz@sbcglobal.net Jack Irwin 2466 White Stable Rd. Town and Country, MO 63131 (314) 432-3272 jack@smilinjack.com Charles L. Wilder 122 Wild Dunes Way Jackson, NJ 08527-4058 (732) 833-2205 clwilder@optonline.net Robert W. Dedman 3728 Lynfield Drive Virginia Beach, VA 23452 (757) 463-2032 rwded@cox.net John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 63017-5500 636) 532-8317 jpgratz@charter.net

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PRESIDENT’S MESSAGE Greetings to all, and I hope we all have a successful and happy New Year. There is much to look forward to, with TARPA offering three great editions of the TOPICS, each full of the stuff that makes this organization and it’s shared history a part of us all. I know John brings this up frequently, but sit down and jot off a story or incident, with your dues payments, for the GRAPEVINE...and better yet, share one of your memorable experiences with us as an article...I know there are many of these out there. On this subject, Jeff Hill has agreed to become the new GRAPEVINE Editor, replacing Gene Richards...THANK YOU Gene, for your memorable tour as our editor. Back to business...our 2007 cruise has firmed up the details...thanks to the hard negotiations by Vicki McGowen. The forms she has included in this issue have everything you need...so all you have to do is complete and send them in. We have a good turnout this early, with seventyeight registered, but need to keep going. Check the WEBSITE at WWW.TARPA.COM - go to the “Convention” page, for a list of attendees...look for your buddies, and make sure your name is there. On this subject, Jack Irwin, our current Board Internet Webmaster, would like to relinquish his duties. We are actively looking for someone with the background and desire that can fill this important function on our Board. Please contact me, or Ed Madigan, if you would like to consider this. Vicki, Ed and I will be making a tour of Nashville, TN., and Branson, Mo., February 6-10 to check them out as a potential 2008 Convention location. We will have pictures, events and prices ready to present at the March 12-13 Board meeting, here in Reno. Ed says the dues checks have been flooding in. He takes a new ‘bundle’ to the bank each week, and they groan when they see them. If you haven’t sent yours in as yet, please do so...the life-blood of our organization is the membership dues. And on that topic, please be on the continual lookout for your friends who have not joined us, send their name, address and phone number to Ed or me, and we will get them a complimentary copy of the TOPICS. Best Regards, Guy PAGE ... TARPA TOPICS

EDITOR’S NOTE Once again we are pleased to have Russ Day’s beautiful artwork gracing our covers, this time announcing our TARPA 2007 Convention Cruise. This Cruise, our first time in the Pacific Ocean, takes us from Los Angeles and along the West Coast of Baja California and into the Sea of Cortez. It promises to be an exciting change from our several previous cruises in the Caribbean Sea. Our Ports of Call are known around the world as playgrounds of the Stars and as locations for innumerable motion pictures. These Ports of Call are especially interesting historically, and as venues for serious shopping. Perhaps you would be more interested in the activities and pleasures of the Cruise such as sunning, swimming, wining, dining and dancing. The waters we sail upon are teeming with interesting aquatic life. It is seasonal home to Gray Whales, while Giant Squid, Dolphins and other large deep-sea fish abound. Several of our Members have favored us with a variety of articles and stories that should be noted here. Barry Schiff has gotten permission from AOPA for us to reprint his story about Ruth Richter and her beautiful Lockheed L-12, the same plane that was formerly owned by TWA and often flown by her father Paul Richter. Clyde Nixon returns with a very moving piece about his recent cruise to the South Pacific visiting various islands where he was based in World War II. His reminiscences are moving and worth remembering. Bob Dedman relates the tale of his long trip on the Rivers of Europe with wife Ilse and friends celebrating his Birthday. Our new Grapevine Editor, Jeff Hill has penned a story of Howard Hughes and his airplanes, and a review of a book by famous author Bob Serling about the early air and rail coast to coast service by TWA predecessor TAT and the Pennsylvania and Santa Fe Railroads. Finally, Wally Moran writes of his visit to the Hagerstown Air Museum, new home of the old TWA C-82 “Ontos.” Hagerstown, Maryland is the home of Fairchild Aircraft Company builder of “Ontos,” and thousands of other sturdy military and civilian aircraft. Our usual standard Departments, Officer Reports, Flown West and Grapevine appear. Gene Richards asked to be relieved as Grapevine Editor after more than five years in that chair. All of us appreciate his dedication and efforts in our behalf. Now, we are lucky to have found a new Editor, Jeff Hill. Jeff has hit the deck running. He has made some graphic changes and has offered us many ideas and suggestions for improving TARPA TOPICS. In this issue, Jeff is using training graphics for the Convair 880 as a theme in Grapevine, and we complement that department with 880 checklists inside the front and back covers. We are fortunate to have Jeff’s enthusiastic assistance and many contributions. Now you can help all of us by sending him a story of your past, present or future endeavors.

Photos in this issue of TOPICS courtesy of: Lou Burns, Bob Dedman, Clyde Nixon, Wally Moran and Dusty West PAGE ... TARPA TOPICS

SECRETARY/TREASURER REPORT January 10, 2007 As of December 31, 2006 the membership is as follows:

(R) Retired: (A) Active: (E) Eagle: (H) Honorary: TOTAL:

815 61 524 226 1,626

There are also 41 subscribers to Topics and 10 who receive complimentary copies. We have added five new members since the last Topics. They are listed later in this issue. Following is the financial report for the period from January 1, 2006 thru December 31, 2006: 1/1/2006: Opening Balance Income Expenses Cash Flow

$55,290.29 $59,142.85 $64,749.50 ($5,606.65)

Balance 12/31/06:

$49,683.64

As mentioned above we have five new members, but would like more. Please contact your TWA pilot friends and ask that they join us in future events. They can contact me or go on the web site at www.tarpa.com to get an application. Don’t let your TARPA Membership expire. Check your mailing label If it reads “2006” then it’s time for you to renew. Respectfully Submitted,

Ed Madigan PAGE ... TARPA TOPICS

NEW MEMBERS Christopher Escola (Maria) 24515 NE 131st Circle Brush Prairir, WA 98606 chrisescola@hotmail.com

Bob Suddth (Mary Lou) 79325 Diamondhead Dr. E. Diamondhead, MS 39625 bobalou@bellsouth.net

Hap Narin (Daryl) 34771 Calle Fortuna Capiatrano Beach, CA 92624 hapflyboy@earthlink.net

Dennis Franco 790 Capri Blvd Treasure Island, FL 33706 Dfranco2000@netzero.net

Alan Clamer (Sherri) PO BOX 898 Carpinteria, CA 93014 W3un@mac.com

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TARPA - 2007 Convention Royal Caribbean – Mexican Riviera Cruise October 14 – October 21, 2007

We are pleased to announce the 2007 TARPA Convention will be aboard the Vision of the Seas for a majestic trip to the Mexican Riviera. This will be a seven night cruise, with visits to Cabo San Lucas, Puerta Vallarta, and Mazatlan, Mexico. We be departing from the port of Los Angeles in San Pedro, CA on Sunday, October 14th and returning on Sunday, October 21st, 2007. This year we have reserved plenty of balcony staterooms and Junior Suites. However, we will have a room type available for every budget. All package prices include cruise fare, port fees, taxes, gratuities and all TARPA cocktail parties. To reserve your cabin complete the cruise reservation form, provide a $500.00 deposit and return to our meeting planner: Vicki McGowen McGowen Marketing 15600 Millie Lane Reno, NV 89511 775-849-1007 (fax) Questions? E-mail: vickimcgowen@charter.net Don’t forget you must also register for the convention. Please complete the convention registration form and return to Ed Madigan. See the following pages for complete details. PAGE ... TARPA TOPICS

TARPA 2007 Convention Royal Caribbean - Mexican Riviera Cruise Itinerary - October 14 – 21, 2007 Day 1, Sunday, October 14 11:00am -3:30pm 1:00pm-4:00pm 4:30pm 5:00pm 6:00pm

Boarding – Vision of the Seas Registration Room Open – Convention Center – Deck 6 Mandatory Mustering Meeting - On Deck Depart San Pedro, CA Group Seating – Aquarius Dining Room (Casual)

Day 2, Monday, October 15 9:00am – Noon 1:00pm – 3:00pm 3:45pm - 4:45pm 5:15pm 6:00pm

At Sea Registration Room Open – Convention Center – Deck 6 TARPA Board Meeting – Convention Center - Deck 6 TARPA Hospitality Open Captains Welcome Cocktail - Formal attire Group Seating – Aquarius Dining Room, Formal Evening

Day 3, Tuesday, October 16 10:30am – 6:00pm Cabo San Lucas, Mexico (via Tender) Tours 5:00pm – 6:00pm TARPA Hospitality Open 6:00pm Group Seating – Aquarius Dining Room (Jacket) Day 4, Wednesday, October 17 8:00am – 5:30pm Mazatlan, Mexico (docked) Tours 5:00pm – 6:00pm TARPA Hospitality Open 6:00pm Group Seating – Aquarius Dining Room (Jacket) Day 5, Thursday, October 18 8:00am- 10:00pm Puerto Vallarta, Mexico (docked) Tours 6:00pm Group Seating – Aquarius Dining Room (Jacket) Day 6, Friday, October 19 8:30am – 10:00am 10:00am – 12:00pm 11:30am – 1:00pm 5:00pm – 6:00pm 6:00pm

At Sea Registration Room Open – Convention Center – Deck 6 TARPA General Membership Meeting – Masquerade Theater Ladies Luncheon – Aquarius Dining Room TARPA Hospitality Open Group Seating – Aquarius Dining Room, Formal Evening

Day 7, Saturday, October 20 At Sea 8:30am – 11:00am Registration Room Open – Convention Center – Deck 6 5:00pm – 6:00pm TARPA Hospitality Open – Deck 6 6:00pm Group Seating – Aquarius Dining Room (Casual) Day 8, Sunday, October 21 7:00am Arrive San Pedro, CA 8:00am - 10:00am Disembark ***Schedule is tentative and subject to change***

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TARPA - 2007 Convention Royal Caribbean – Mexican Riviera Cruise October 14 – October 21, 2007 Cruise Registration Form Last Name____________________________Passport First Name______________ Spouse/Other__________________________Passport First Name______________ Address______________________________________________________________ City________________________________State______ Zip Code ______________ Home Phone___________________________E-mail__________________________ Cell Phone____________________________ Please provide your complete name as it appears on your passport. You will be required to carry a valid passport for travel to and from Mexico. If you would like a different name listed on your convention name badge please provide this name below. First Name for badge_____________________________________ Spouses’ Name for badge __________________________________ Are you a US Citizen?**___________________________Age (on 10/14/07)___________ Spouse/Guest US Citizen?**________________________Age (on 10/14/07)___________ ** If you are a non-US citizen please also provide passport numbers or alien registration number. __________________________________________________________________ Crown & Anchor Members Are you a Royal Caribbean Crown & Anchor Member? Please list your numbers below: Name and C & A Number ____________________________________ Name and C & A Number ____________________________________

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Name_________________________________________

Page –2 -

Each stateroom includes two twin beds (which can convert into queen-size), private bathroom, vanity area, closed-circuit TV, radio and phone. Check your preferred choice of stateroom: Price Per Person

Total

_________

$ 735.85 ea

$ 1,471.70

Category I – Outside cabin – Best price for Outside accommodations _________ “B” deck, low level, 154 sq. ft.

$ 780.85 ea

$ 1,561.70

_________

$ 820.85 ea

$ 1,641.70

Category “F” - Outside cabin –154 sq. ft. “Main” deck, forward cabin, central ship location dining room level _________

$ 860.85 ea

$ 1,721.70

Category J – Inside cabin - Best value Decks 7 & 8, 172 sq. ft.

Category “G” - Outside cabin one level higher, mid ship, 154 sq. ft.

Category “D1” – Outside cabin, Superior view A great value, “Commodore” Deck 7, sitting area with sofa bed Private Balcony, refrig. 190 sq. ft. _________ $ 1,130.85 ea

$ 2,261.70

Category “JS” – Junior Suite - Outside cabin Superior Suite accommodations - “Bridge” Deck 8, sitting area with sofa bed, refrig, bathtub, private balcony, superior view, 245 sq. feet, 64 sq. ft. balcony _________ $ 1,380.85ea

$2,761.70

GRAND TOTAL

$__________

4 Single occupancy must pay the total price (bring a friend!). Stateroom prices are confirmed and guaranteed at the time the deposit is received by McGowen Marketing. You will receive confirmations on all deposits and payments. 4 All prices include three scrumptious meals per day, cocktail parties almost every evening, all port charges, taxes, and gratuities. Two-way Bus transportation between the airport and the hotel to the ship and pre/post hotel accommodations are being arranged separately. This information will follow next spring. 4 If you prefer to pay for the cruise by check, feel free to write the check for the initial deposit of $250.00 per person, ($500.00 per couple) payable to: McGowen Marketing. The address is listed below. You can make additional payments as often as you like, however the total balance due must be submitted no later than Friday, July 13, 2007. If you prefer to pay for the cruise by credit card, please complete the attached form. The initial deposit of $250.00 per person ($500.00 per couple) will be charged to your card within the next 60 days.

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Page -3TARPA - 2007 Convention Royal Caribbean â&#x20AC;&#x201C; Mexican Riviera Cruise October 14 â&#x20AC;&#x201C; October 21, 2007 Credit Card Payment for Cruise fares: You can pay for your cruise with a credit card . Please note we have listed the cancellation policy on the next page. Complete this form to pay by credit card. Type of credit card: (circle one) American Express

Carte Blanche/Diners Club

Discover

MasterCard

Visa

Card number ________________________________________________________________ Expiration date_______________ Name on Card_______________________________________________________________ Authorized Signature________________________________________________________

For the Royal Caribbean Cruise TARPA has contracted with our professional, licensed, bonded meeting planner. Please feel free to contact Vicki with any questions, concerns, or special requests. Mail all cruise registration forms and payments to: Vicki McGowen McGowen Marketing 15600 Millie Lane, Reno, NV 89511 Phone: 775-849-1377 Fax: 775-849-1007 Email: vickimcgowen@charter.net 4 Please let us know in the Comments section if you are handicapped or have specific dietary restrictions or meal requests. Comments/Special Request: ____________________________________________________________________________________ ____________________________________________________________________________________ ____________________________________________________________________________________ PAGE 11 ... TARPA TOPICS

Page -4TARPA - 2007 Convention Royal Caribbean â&#x20AC;&#x201C; Mexican Riviera Cruise October 14 â&#x20AC;&#x201C; October 21, 2007 Royal Caribbean Cruise Line Deposit & Cancellation Policies Deposits 4 An initial Deposit of $250.00 per person or $500.00 per couple is required to confirm your booking. Final payment is due on or before July 13, 2007. Payments can be made by credit card or check. If you pay by credit card your payments will be automatically charged and a receipt will be mailed or emailed to you. If you prefer to pay by check please make the initial deposit now and a notice will be mailed or emailed to you prior of the final payment date.

Cancellation Policies 4 Prior to 2/18/07 a stateroom can be cancelled without a charge. 4 Between 2/19/07 and 4/20/07 there may be a $50.00 per person charge. 4 Between 4/21/07 and 6/17/07 there may be a $100.00 per person charge. 4 Between 6/18/07 and 8/14/07 there may be a $200.00 per person charge. 4 Between 8/15/07 and 9/13/07 there is a cancellation fee of 50%. 4 Between 9/14/07 and 10/14/07 there is a cancellation fee of 100%. Optional Trip Cancellation Insurance will be made available to all cruisers by Berkely Care. Information will be provided in your confirmation packet. Any Questions? Please contact our meeting planner: Vicki McGowen Phone: 775-849-1377 Fax: 775-849-1007 Email: vickimcgowen@charter.net For Office Use Only: Date Received: Stateroom Assigned: Booking ID #

Check# Credit Card on file:_________ Submitted to RCCL:__________________________ Confirmation sent:___________________________

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TARPA 2007 Convention Registration Form

N R

Last Name_____________________________________First*___________________________

Spouse/Guest____________________________________First*__________________________ Address______________________________________________________________________

U T

City, State, Zip Code____________________________________________________________ Phone___________________________E-mail_______________________________________ * Please provide your name as you would like it to appear on your name tag. Self

All Attendees Must Register

E R TARPA Members

Non TARPA Members

Optional Group Dinner Saturday evening 10/13/07 Doubletree, San Pedro

Spouse/Guest

Total

Fee $60.00

$________

$__________

$_________

Fee $80.00

$________

$__________

$_________

Fee $32.00

$________

$__________

$_________

Choice of:

Roast Beef Seared Salmon

#______ # ______

Optional Buffet Breakfast Fee $16.00 $________ $__________ Sunday morning 10/14/07 Prices for meals include wine at dinner, coffee, tea, taxes and gratuities.

$_________

Total Paid

$_________

The registration fee for the 2007 convention covers costs such as baggage transfer, hospitality expenses aboard the ship for seven nights and our pre-cruise party in San Pedro, welcome gift, name badges, expenses such as postage, office supplies, and meeting expenses. _____ Yes, we plan to park at the Doubletree while we cruise with TARPA. License plate number__________________

State__________

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TARPA 2007 Convention Registration Form

E V A S

Last Name_____________________________________First*___________________________

Spouse/Guest____________________________________First*__________________________ Address______________________________________________________________________

Spouse/Guest

Total

All Attendees Must Register TARPA Members

Fee $60.00

$________

$__________

$_________

Non TARPA Members

Fee $80.00

$________

$__________

$_________

Optional Group Dinner Saturday evening 10/13/07 Doubletree, San Pedro

Fee $32.00

$________

$__________

$_________

Choice of:

Roast Beef Seared Salmon

#______ # ______

Optional Buffet Breakfast Fee $16.00 $________ $__________ Sunday morning 10/14/07 Prices for meals include wine at dinner, coffee, tea, taxes and gratuities.

$_________

Total Paid

$_________

State__________

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TARPA - 2007 Convention Mexican Riviera – Royal Caribbean October 14 – October 21, 2007 Cruise Update Cruise Insurance – Vacation Protection and Medical Insurance are two valuable risks covered by the cruise insurance offered by Berkely Care. This is an optional expense, but reasonably priced. You will receive the information and a registration form with your confirmation of deposit and stateroom assignment from Vicki McGowen. You can secure this insurance at any time up until two weeks prior to our sail date. If you have any medical concerns be sure and secure your insurance early to assure you are not restricted by a “pre-existing condition”. If you have questions or need further information, contact Vicki. Dining Room Seating – We will be making assigned dining arrangements for main seating at 6:00pm in the Aquarius Dining Room. We will have tables for six, eight, and ten persons. If you would like to put together a table of friends, please confirm with the other guests and submit your table reservation to Vicki McGowen (email would be best). These table reservations will be submitted in early August. If Vicki does not hear from you, she will assume you are fine with random seating. Please note there are two formal evenings aboard the 7 night cruise. Refer to the cruise itinerary to guide you on the appropriate dress for each evening. On formal evenings, Tuxedos are optional, but most guests do dress in evening attire. The other evenings the dress code calls for jackets or casual. Note they do not allow shorts, caps or sleeveless tops in the dining room (sleeveless evening dresses are exceptions). Shore and Land Excursions - There are numerous options at each port (Cabo San Lucas, Mazatlan, and Puerto Vallarta) for tours and excursions. The listings for these tours are available on the Royal Caribbean website. Here is a guide to research the optional tours: Go to www.rccl.com, select “Before You Board”. Select “Shore and Land Excursions” In the middle of the screen, select “Shop for or Modify Excursions Now”. You must know our departure date and ship (October 14th, Vision of the Seas) and your booking confirmation/reservation number. This number will be provided to you by Vicki McGowen upon receipt of your reservation form and deposit. If you are unsure or do not have your number, do not hesitate to contact Vicki via email.

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****All attendees must register**** TARPA 2007 Convention Registration Form -ContinuedWe strongly encourage everyone to come to San Pedro on Saturday to assure you all arrive in time for an on-time departure on the Vision of the Seas on Sunday. We have reserved a block of rooms at the Doubletree in San Pedro at a special rate for TARPA members. See the information listed on the following page specifically on the hotel and transportation. The San Pedro Doubletree Hotel has only one small restaurant and cannot accommodate our large group. Therefore, we have made arrangements for the optional dinner and breakfast to be held in the hotelâ&#x20AC;&#x2122;s Convention Center during our pre-cruise stay. NOTE: Please select your choice of Roast Beef Au Jus or Seared Salmon as your entrees as requested on the convention registration form. The dinner will also include salad, vegetable, dessert, wine, coffee or tea. Join us for this great, fun get-together before our departure on Sunday afternoon. Please send check or money order for the Convention Registration fees directly to the TARPA Treasurer, Ed Madigan. To reserve your stateroom you must complete the separate Cruise Registration form and forward this form via mail or fax to Vicki McGowen. (Questions? Please email vickimcgowen@charter.net or phone 775-722-2811).

Mail the Convention Registration Form to: TARPA Convention 2007 Attn: Captain Ed Madigan P.O. Box 3565 Incline Village, NV 89450

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Announces the 1 st Annual Ladies Champagne Luncheon

You are cordially invited to a TARPA Ladies Luncheon! During our Mexican Riviera Cruise, the TARPA Ladies will have a special get-together champagne brunch prepared by the Vision of the Seas chef. It will be held in the Aquarius dining room where we will also exchange friendship, laughter and gifts. This event will be held on Friday, October 19th while we are at Sea, coinciding with the TARPA business meeting. All ladies are invited. Please plan to bring a small gift to exchange: ($10-$15.00 in value, something easy to pack and that YOU would like to have). This will be done by raffle. Donâ&#x20AC;&#x2122;t worry if you canâ&#x20AC;&#x2122;t find the right gift before the cruise, as there is great shopping aboard ship. Please wrap or gift bag your item and bring to the Ladies Event. It will be lots of fun for the TARPA ladies to spend time together. This event will be hosted by Joann Fortier and Susy Madigan. Hope you will join us!

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TARPA - 2007 Convention October 14 â&#x20AC;&#x201C; October 21, 2007

Transportation and Hotel Information We encourage all of you traveling any distance for the cruise to arrive on Saturday, October 13th into Southern California. We have made arrangements for a special group rate at the Doubletree in San Pedro, CA. Royal Caribbean will begin the preboarding registration for our group on Saturday at the hotel. TARPA will have a precruise party during this time!

TARPA has negotiated special rates with Super Shuttle for transportation to and from LAX, LBG, and SNA to San Pedro, CA. The cost will be $15.00 per person each way from LAX and LGB or a $2.00 discount each way if you are traveling through SNA. Please note you will need to utilize the promotional coupons provided by Super Shuttle. These coupons will be mailed or emailed to you with your cruise confirmation. We will also provide a link to download these coupons on the TARPA website at your convenience (www.tarpa.com). TARPA will provide transportation to the pier from our pre-cruise hotel headquartered at the Doubletree, San Pedro. There will be a Coach America bus departing the front of the hotel beginning at approximately noon and will travel round robin until everyone has been transferred to the pier. We will provide a luggage truck for transfer of our baggage to the ship, which will then be delivered to you room. Baggage handling, the bus transfers, and gratuity will be provided on Sunday morning by TARPA. Please note gratuity for baggage handling upon arrival at the hotel is at your discretion. ~~~~~~~~~ PLEASE NOTE: We highly recommend that you pack only an overnight bag for your stay at the Doubletree. This bag should include your casual clothing for your stay at the hotel and for our departure day on the ship. Remember to pack any necessary medications or special items in your overnight bag. When you arrive at the hotel, check your cruise luggage with the bellman for the TARPA direct transfer to the cabin the next morning. The luggage will be stored in a private, locked room at the hotel.

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~~~~~~~~~~

Doubletree San Pedro 2800 Via Cabrillo Marina San Pedro, CA 90731 310-514-3344

Hotel Information: We have a special block of rooms reserved at the Doubletree Hotel in the Marina of San Pedro. This hotel was previously known as the Marina Hotel and has been totally refurbished and converted to a Doubletree last fall (including the chocolate chip cookies!). The special room rate is $119.00 per night, single or double occupancy. Please call 310-514-3344 PST during normal business hours to reach the hotel reservation department. Be sure and ask for the TARPA special rate. Free Parking: The Doubletree has graciously offered to allow all TARPA cruise guests to park at the hotel, complimentary for the week of our cruise. This includes guests that stay at the hotel or locals that will arrive Sunday morning. If you are planning on parking your car at the hotel, please let us know on the Convention Registration Form so we can inform the hotel of your car and itâ&#x20AC;&#x2122;s affiliation with TARPA. Dinner & Breakfast in San Pedro: We have arranged for a group dinner and breakfast at the Doubletree for our group. Both meals will be served exclusively for our group in the Doubletree Convention Center. The costs for the full dinner, choice of Roast Beef Au Jus or Seared Salmon, including wine will be $35.00 per person. The cost for the buffet breakfast will be $16.00 per person. Note these prices include tax and gratuities. Be sure and sign up for these group events on the Convention Registration Form.

***** PASSPORTS! ***** Royal Caribbean requires that you must carry a valid passport for travel to and from the United States. The passport must not expire for at least six months from departure date to be considered valid for travel.

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Tours (continued) Royal Caribbean Shore and Land Excursions (Tours) can be booked only online up until 10 days prior to our departure. You will be able to book tours aboard the ship as well. If you really want to go on a tour, it is advisable to book early as many do sell out. Unfortunately there is no other way to book in advance except on line. Pricing – Taxes and Gratuities – The price of your cruise package includes all port fees, taxes and gratuities. The gratuities are for your stateroom attendant, head waiter, assistant waiter, and dining room captain. At the conclusion of the cruise you will receive vouchers to give to these employees. You can always tip more if you desire, however the amount appropriated is greatly appreciated by the service staff. Price of Gratuity per person: Stateroom Attendant - $24.50 Head Waiter - $24.50 Asst Waiter - $14.00 Captain - $5.50 Alcohol Policy on Royal Caribbean –Royal Caribbean has implemented a strict policy regarding bringing your own alcohol on board the ship. Their policy reads: “Guests are not allowed to bring alcoholic beverages onboard for consumption or any other use. Alcoholic beverages that are purchased in ports-of-call or from Shops On Board will be stored by the ship and delivered to guest staterooms on the last day of the sailing. Security may inspect containers (water bottles, soda bottles, mouthwash, luggage etc.) and will dispose of containers holding alcohol. Guests who violate any alcohol policies, (over consume, provide alcohol to people under age 21, demonstrate irresponsible behavior, or attempt to conceal alcoholic items at security and or luggage check points or any other time), may be disembarked or not allowed to board, at their own expense, in accordance with our Guest Vacation Policy. Guests under the age of 21 will not have alcohol returned to them.”

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Reprinted with permission of AOPA Magazine.

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Lockheed 12–A Electra Junior

Love story The memor y of Trans World Airlines is alive and well BY BARRY SCHIFF

his is more than an article about an airplane. It is also a love story. It begins when Ruth Richter Holden was a child. Her father, Paul Richter Jr., was executive vice president of Trans World Airlines and one of its three founders. She grew up in Kansas City, Missouri, TWA’s hometown, as an “airline brat” surrounded by TWA people and their airplanes. Holden was enthralled by flight and became a TWA “hostess” in 1955, working the round-engine airliners of that era. She married in 1958. At that time management did not permit flight attendants to be married. She was forced to

resign but eventually returned to the sky as a pilot and now has 1,500 hours, an instrument rating, and a Piper Warrior. Wanting to honor her legendary father, who died at 53 when she was a teenager, Holden created a Web site (www.paulrichtertwalegend.com) detailing his involvement with TWA. This Web site caught the attention of Ed and Connie Bowlin, who wanted to sell their Lockheed 12–A Electra Junior. The airplane had once been owned by TWA, and the couple had hoped that Holden could provide historical information that would help them to sell the airplane.

PHOTOGRAPHY BY MIKE FIZER

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Desire NC18137 was built in 1937 at Lockheed Aircraft’s Burbank, California, factory and delivered new to Continental Airlines for use on its short, lean routes. Continental sold the airplane to Transcontinental and Western Air (later called Trans World Airlines) in 1940. The Electra Junior was operated by TWA from 1940 to 1945 as an executive transport and as an airborne research laboratory. It was used, for example, to develop static discharge wicks. At the end of WWII, TWA sold the Electra to the Texas Oil Company (Texaco). Holden knew that TWA had owned only one Model 12A (TWA aircraft number 240), and the Bowlins’ e-mail sent her scurrying to her father’s stack of logbooks. There she verified that her father had taken her at the age of 10 on a flight from Kansas City to Washington, D.C., in that same airplane. That was on July 16, 1944. She also recalls having been flown in it two years earlier with TWA President and pilot Jack Frye. During a subsequent telephone conversation with Connie Bowlin, Holden said matter of factly, “I don’t know why I should help you to sell this airplane. I should be the one to buy it.” She recalls thinking that she could not afford the airplane but simply had to have it. “You don’t go looking for love; it finds you.”

Holden adds, “I purchased the airplane sight unseen in June 2005, even if it might have meant having to mortgage my home, sell my firstborn, and let the county bury me in a pauper’s graveyard. I placed my faith in the ancient aviators who will help me to find a way to keep and fly Ellie.” (So named by Holden from the initials of the Lockheed Electra.) Holden had no buyer’s remorse, even though she had no idea how she would get the aircraft from Griffin, Georgia, to her home in San Luis Obispo, California. She had neither a taildragger endorsement nor a multiengine rating. Fortunately, she was able to sweet-talk her close friend Curt “Rocky” Walters, a captain for American Eagle, into going to Georgia with her and getting checked out in the airplane. Walters flew the airplane to California with Holden riding shotgun and grinning all the way. He, too, fell in love with the airplane and became Holden’s partner in its purchase. They immediately began the process of restoring “old number 240” to its original condition and TWA livery.

Mistaken identity The untrained eye often mistakes the Lockheed Electra Junior for the venerable Model 18 Twin Beech. The two air-

Sprightly Ruth Richter Holden shows jubilation and enthusiasm after her Electra Junior is restored to its original TWA livery (above). Her partner, Curt “Rocky” Walters, dons a TWA captain’s hat (right).

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Club seating provides spacious accommodations for four, but the Lockheed must have been cramped when configured as an airliner to accommodate eight passengers. A jump seat (left) allows an observer to sit behind the captain.

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An oversize control wheel and a forest of knobs and levers are typical of twinengine airplanes of the 1930s. In this respect, the Electra Junior cockpit has the look of a Douglas DC–3.

craft are very similar in appearance, and there are so many more Twin Beeches than there are Electras. Lockheed had built only 130 Juniors when World War II began, necessitating a shift in the factory’s focus from civil to military aircraft. Less than a dozen Juniors are still flying worldwide. The fuselage of the Electra Junior tapers to distinctive and petite vertical fins, a trademark of its legendary designer, Kelly Johnson. The landing gear was designed by Lloyd Stearman. With a maximum cruise speed of 225 mph, it was the fastest transport airplane of its day. The Electra Junior was the airplane in which Victor Laszlo and his wife, Ilsa Lund, escaped from Morocco in the classic 1942 film Casablanca, starring Humphrey Bogart and Ingrid Bergman. Paraphrasing author Bob Grimstead, “The Electra Junior is reminiscent of an elegant era when style was an integral part of all great designs.” Lockheed’s next airliner, the curvaceous Constellation (colloquially called “Connie”), was arguably the most stylish of all. The Electra Junior has two cargo compartments, one in the nose and another aft of the cabin. They carry a maximum of 450 pounds, 250 up front and 200 in the rear. The center-of-gravity limits reportedly cannot be violated as long as neither cargo compartment is overloaded.

Cabin entry is made through a passenger door behind the left wing. You then climb up the inclined cabin, over the wing spar, and into the cockpit.

Hallowed ground Walters invited me to sit in the hallowed left seat, the same seat that decades ago had been occupied by famed TWA aviators such as Frye, Richter, Daniel “Tommy” Tomlinson, and, the most famous of all, Howard Hughes. (Although Hughes flew many of TWA’s airplanes wherever and whenever he wanted, he never flew one in passenger service.) It almost felt as though I were walking on a grave. Cockpit ambiance reeks of aviation’s Golden Age. Even the old leather smell is from a bygone era. I slowly and reverently allowed my fingers to wander and lightly touch and become familiar with the old controls, levers, knobs, switches, and instruments. I pulled out the large square knob that is the master switch, completed the before-start checklist, and began the busy two-handed sequence of steps needed to awaken the supercharged 450-horsepower Pratt & Whitney engines. The procedure is more art than science. Like other radial engines, each engine comes to life one or two cylinders at a time, belching and coughing great swarms of smoke guar-

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anteed to create instrument conditions for anyone standing behind. Before taxiing, Walters told me that I was the only one with access to the toe brakes. “The bad news is that the airplane has poor brakes,” he cautioned. He then added with a smile that “the good news is that it has poor brakes.” I understood; although we would not be able to stop in a short distance, the ineffective brakes made it less likely that I would ground loop or cause the taildragger to nose over during a botched landing. Over-the-nose visibility is not great. Shallow S-turns are helpful during taxi to ensure that it is clear ahead. After a conventional runup, I taxied onto the runway, lined up with the centerline, and engaged the tailwheel lock to tame the taildragger during its takeoff roll. Flaps are not used for takeoff.

Getting along I advanced the throttles, leading slightly with the left to help keep Junior tracking true. The tail comes up by itself at about 40 mph, but some forward pressure is required with a cabin full of passengers. Ellie shows that she is ready to fly by serenely levitating without any help from the pilot, thank you. The engines are limited to 450 horsepower for 1 minute. Maximum continuous is 400 horsepower.

The left subpanel contains electrical switches and controls for the left generator.

The right subpanel contains circuit breakers and controls for the right generator.

Cockpit ambiance reeks of aviation’s Golden Age. Even the old leather smell is from a bygone era. Surprisingly, there are no cowl flaps, and as expected, high oil temperatures can be a problem. In-flight visibility from the cockpit is fair to poor because of the small windscreens and huge engine cowlings acting like a pair of blinders. Did I mention that the cockpit is noisy? It is. There are two reasons to keep the power low, to preserve fuel and your hearing. Noise level in the cabin, though, is pleasantly acceptable. The airplane flies nicely about all axes at all speeds, except that the ailerons are a bit heavy and create considerable adverse yaw effect without appropriate rudder assistance. Many of the V-speeds and performance information to which modern pilots usually have access are not available to Electra pilots. Niceties such as landing distance, V X (best-angle-ofclimb speed), and V YSE (best-rate-ofclimb speed with an engine out), for example, can only be estimated. The fuel system consists of four tanks, a forward and an aft tank in each wing, which hold a total of 200 gallons. Either engine can be supplied by any tank. A safety feature usually found only on larger airplanes is that the forward

fuel tanks can be dumped to improve engine-out performance at heavy gross weights. Each engine has a vacuum pump to spin the gyros, but you must select which one you want to use. The other serves as a standby pump. The landing gear is extended electrically between 120 and 140 mph. At more than 140 mph, the motor has difficulty pushing the legs down and forward against the relative wind and into the locked position. At less than 120 mph, the gear clunks hard against the forward stops. The main landing-gear legs are physically interconnected, so if one comes down, you know that the other is down, too. The tailwheel, however, is welded down. Once the main gear has been extended you can accelerate to the redline airspeed of 275 mph (if desired). There are no wheel-well doors. When the gear is retracted, half of each wheel protrudes from the bottom of its nacelle and would help to protect the airframe in the event of a wheels-up landing. The Electra Junior is strictly an electric airplane. Hydraulics is used only to operate the disc brakes.

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With a 2-foot chord, the electrically operated split flaps are large and effective, but they move slowly, requiring 22 seconds to go all the way down. As the flaps extend, the ailerons droop about 10 degrees, providing the effect of fullspan flaps. Both the landing gear and the flaps can be raised or lowered using a hand crank in case of an electrical malfunction.

Memories I retired from TWA in 1998, and my airline ceased to exist when American Airlines acquired TWA in 2001 and immediately stripped away the historic logo from wherever it existed. The sense of déjà vu was almost overwhelming when I heard the voice of San Luis Obispo Tower coming through the headphones after I reported downwind. “TWA One-Three-Seven, you’re cleared to land.” The cockpit seemed filled with ghosts. I could almost hear a TWA graybeard with four gold stripes warning me as I turned onto final approach. “Don’t screw up the landing, kid. We’re watching.” I came over the fence at 85 mph and touched down with a wheel landing at

65 mph. The long-legged Lockheed rolls on effortlessly, making even a mediocre pilot look good. The elevator is so effective that forward pressure on the control yoke keeps the tail off the ground until slowing to almost taxi speed. The Lockheed Electra Junior first flew on June 27, 1936, six months before the Twin Beech, and was an advanced airplane for its time. It was a slim, scaled-down version of the Model 10E Electra, the larger airplane in which Amelia Earhart attempted to fly around the world in 1937. With the same engines and much less weight and drag than the 10E, the Junior has superior performance, leading some to speculate that Earhart might have succeeded had she used the more efficient 12–A. (Only two Model 12–Bs were built. These were identical to the 12–As but had less powerful, 420-horsepower Wright Whirlwind engines.) The “Baby Electra” carried eight passengers in airline

configuration but only four or six as a corporate aircraft. Only six Electra Juniors were purchased by the airlines; the rest were sold as corporate, private, and military aircraft. The airplane was so well designed and built that it is one of very few never to have had an airworthiness directive issued against it. Thanks to Holden, Walters, and The Spirit of TWA (the official name they have given to their airplane), the memory of TWA is alive and well. Holden and Walters do not consider themselves “owners” of the Electra Junior. They instead regard themselves as guardians of a living, flying legacy. They insist that the airplane belongs to the public in general and to the TWA community in particular. They use it to bring joy and inspiration to all who experience it. The airplane touches your soul .

Visit the author’s Web site (www.barr yschiff.com).

SPECSHEET Lockheed 12–A Electra Junior Base price (1937): $39,500 Price as tested (2006): Approx. $400,000

Specifications Powerplants ..............Pratt & Whitney R-985 Wasp Junior, 450 hp Recommended TBO ......................1,600 hr Propellers ..............Har tzell constant speed, full feathering, 3 blade, 7 ft-11.5-in dia Length ..........................................36 ft 4 in Height ............................................9 ft 9 in Wingspan ......................................49 ft 6 in Wing area......................................352 sq ft Wing loading ............................26.1 lb/sq ft Power loading ............................10.2 lb/hp Seats (as tested) ................6 + 1 jump seat Cabin length................................14 ft 10 in Cabin width ....................................4 ft 8 in Cabin height..................................4 ft 11 in Empty weight..................................5,960 lb Empty weight, as tested ................6,487 lb Max ramp weight ............................9,200 lb Max gross weight ..........................9,200 lb Max landing weight ........................8,650 lb Useful load ....................................3,240 lb Useful load, as tested .................... 2,713 lb Payload w/full fuel..........................2,040 lb Payload w/full fuel, as tested ........1,513 lb Max takeoff weight ........................9,200 lb Max landing weight ........................8,650 lb Fuel capacity, std ..200 gal (200 gal usable) 200 lb (1,200 lb usable) Oil capacity, ea engine ........................29 qt Baggage capacity ................450 lb, 63 cu ft

Performance

A focused philatelist?

Takeoff distance, ground roll ..............710 ft Rate of climb, sea level................1,470 fpm Single-engine ROC, sea level ..........580 fpm Max level speed, 5,000 ft ..............226 mph

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Cruise speed (fuel consumption, ea engine) @ 300 hp, best economy, 9,600 ft ............ ....................212 mph (168 pph/28 gph) @ 240 hp, best economy, 12,000 ft .......... .................... 204 mph (114 pph/19 gph) Max range (7,000 ft, 200 hp, 32 gph, 45 min reser ve) ..............................1,050 sm Ser vice ceiling ..............................22,900 ft Single-engine ser vice ceiling ..........7,350 ft Absolute ceiling ............................25,100 ft

Limiting and Recommended Airspeeds V MC (min control w/critical engine inoperative) ..................................95 mph V Y (best rate of climb)....................125 mph VYSE (best single-engine rate of climb) ............ ................................................ 110 mph V A (design maneuvering) ................144 mph V FE (max flap extended) ................125 mph V LE (max gear extended) ................275 mph V LO (max gear operating) ................150 mph V NO (max structural cruising) ........230 mph V NE (never exceed) ........................275 mph V R (rotation) ....................................80 mph V S1 (stall, clean) ..............................74 mph VSO (stall, in landing configuration) ....64 mph

All specifications are based on manufacturer’s calculations. All per formance figures are based on standard day, standard atmosphere, sea level, gross weight conditions unless other wise noted. Many of the per formance figures normally provided for modern aircraft, such as V X and landing distance, often were not available to pilots of pre-World War II airplanes.

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Cont’d

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LET US NOT FORGET by C. Clyde Nixon It has been over 60 years since the end of World War Two. There were many campaigns in multiple areas of the world and in these different areas there were thousands, if not millions, of stories. Some of these stories were documented, but many were not. Recently, many books have been published and several made into movies. In several of these books/movies, I was able to remotely identify. One book, “Flags of Our Fathers”, is about the most costly battle per square mile of any documented - IWO JIMA. This was the only battle in the Pacific where our casualties were greater than the enemy. The other text, a recent book, “IN HARMS WAY” by Doug Stanton, and a few years ago, a movie from the book called, “ALL THE DROWNED MEN”. They were both about the sinking of the Heavy Cruiser, INDIANAPOLIS during the last few days of the War. This past year my wife and I took a cruise on the Pacific Princess. It was programmed to cover the area in the Western Pacific Ocean that followed the path to capture or recapture Japanese occupied territories from Guada1canal to Japan. This cruise was scheduled to visit the major bases that Japan’s military occupied, which included the entire Pacific Rim area. It was only a few days after the attack on Pearl Harbor that the Japanese controlled this huge arena. They had been fortifying many of these Islands for the past twenty or thirty years with heavy bunkers and under ground tunnels, command posts, and supplies. The Princess Cruise Line had two well-qualified lecturers who kept us informed historically and geographically. One individual was. Prof. Andy Giles (U of Maine), whose father, a Marine who fought on Saipan, Tinian, and eventually lost his life on Okinawa. The other was Admiral Edwin Wilson, who was a dive-bomber pilot during many campaigns from the Coral Sea to the Philippine Islands. His squadron was in the air when his carrier, the USS LEXINGTON was sunk during the battle of the Coral Sea. They had to land at Guada1canal, where they stayed with the Marine Air Squadrons for many months. Admiral Wilson received credit for the bombing and sinking of a Japanese Destroyer while there. We boarded the Pacific Princess in Sydney, Australia, and our first stop was at Brisbane. The next destination was originally scheduled for Honiara, Guadalcanal, but due to the current civil unrest we spent the day at Cairns. After that we sailed through the Coral Sea Area, where the first big air and sea battle took place. Admiral Wilson dropped a flower wreath over the side in remembrance of those who lost their lives there in May 1942. We then headed for Rabaul, Papua, New Guinea, which was a Major Air and Navy base. The Japanese had several airfields at Rabaul, a seaplane base, and a Harbor that was big enough for hundreds of ships. The town there is still very small and rather primitive, but in 1942 it was one of the major Japanese bases used to control that South Pacific area. After two days of sailing and crossing the Equator, we arrived at Chuuk (or Truk), which is part of the Carolina Island chain of Micronesia. Chuuk is actually a very large lagoon, and was a huge major Japanese base for the fleet, air force, submarines, and seaplanes. It was very heavily fortified with caves and hidden bunkers. Truk was never invaded or occupied during the war but was bombed repeatedly. We are now getting into an area that brought back many memories of my time in the Central Pacific during the last 15 months of World War Two. I enlisted into the Navy in September 1942 as an Aviation Cadet (V-5 program). To skip all the details, I graduated from Corpus Christi Navy Training Center and was commissioned an Ensign PAGE 35 ... TARPA TOPICS

USNR in November 1943. I did my advanced training in the PBY Catalina, a large twin-engine seaplane and this was followed with 3 months of Operational Training in the PBY at NAS Jacksonville, Florida. I anticipated being assigned to a Patrol Squadron, but instead received orders to report to NAS Alameda, near Oakland, California, to be part of a new Utility Squadron V J -17 being formed. I had no idea what a Utility Squadron was, but was told they needed pilots trained in multiengine with land and sea qualifications. It took several weeks at Alameda before all our personnel and aircraft arrived and then we moved across the bay to NAS Moffett Field. We ended up with several different types of aircraft. We accepted nine JM-ls, a Navy version of the Martin Marauder (B26); several TBFs, Grumman torpedo/bombers; two J2F Grumman single engine sea/land biplanes. Our Squadron was part of the Navy’s Pacific Service Fleet, and a non-combat squadron. We were to supply any number of services to the fleet as requested. The biggest need was towing airborne targets for gunnery practice, either for Gunnery Schools, ships, or aircraft. We also had a photography unit, and delivered mail, material, personnel, and other urgent needs. We knew we were going to be deployed to the Pacific area and left from Travis Air Field on 5 July 1944 with our JM-Is for Ford Island, Pearl Harbor in Hawaii. The next stop was Johnson Island for fuel and rest on 9 July. The following day we were briefed that we were going to Majuro Island, one of the most Eastern Islands of the Marshall Island Group. This is where we would be based. Majuro, Kwajalein, and Eniwetok had been invaded and secured just four months before. The Island of Saipan was declared secured just the day before we arrived at Majuro on the 10th of July. We immediately started towing targets for ships and Island anti-aircraft batteries on Majuro and Kwajalein. Kwajalein was an Army Air force base with B-24s that bombed Truk and other by-passed Islands on a regular basis. Eniwetok was further west and was a Naval Air Station with a huge Lagoon that was a Port Station for ships going to the “Forward Area”. Many Tankers and other Supply Ships would anchor here. In July and August both Tinian and Guam were Battlefields for US Invasion Forces. On 29 August a group of us were sent to Eniwetok as a detachment called VJ-17A. Our detachment consisted of between eight or ten Pilot Officers, and I was there for the next eight months. We were kept very busy, as most all Navy ships would come and go through this Port Area. My logbook shows that Lt.jg Hardt and I towed for five BB (Battleships) and nine DD (Destroyers)- in 6.7 hours on 30 August. During these months here, I had a great bird’s eye view of our Fleet Task Forces, and the invasion forces for the Philippines, Okinawa and Iwo Jima. On 10 January, I towed for the USS Missouri (BB), the Cruiser Tuscaloosa (CA), plus three Destroyers (DD). It was on the Missouri that the surrender of Japan was signed in Tokyo Bay in September 1945. Getting to the heart of this document is my association with the Heavy Cruiser Indianapolis (CA). I towed for her in a TBF on 18 April 1945. She was heading east whereas a couple of days before I towed for a Task Force of three Carriers and four Battleships going west. She (ships are She’s) was the flagship of Admiral Spruance, Commander of the Fifth Fleet. Later I learned that during the Invasion Campaign to take Okinawa, she was severely damaged by a suicide kamikaze attack on 31 March. The incident killed nine men and wounded twenty-nine. The INDY had to limp about 6,000 miles back to Mare Island shipyard in California for repairs. Returning to our Pacific Princess Cruise, we arrived in Apra Harbor, Guam on May 9, 2006. It brought back many memories. In May of 1945, Detachment Able left Eniwetok to join our main PAGE 36 ... TARPA TOPICS

Squadron that now was based at Agana Navy Air Station on Guam. On 1 June, Lt. Bill Dower and I flew to Tinian, and Saipan in a JRF -6 (Grumman Goose-new for me). We got a good look at Tinian, a relatively small Island, with two adjoining airfields each with two long (12,000 ft.) parallel runways. It now was in full operation with hundreds of B-29s that only recently began bomb raids on Tokyo and other cities in Japan. Later, on another early morning trip to Saipan, the entire sky seemed to be full of metal- one of the 300 plus B-29 raids. My meeting with the USS Indianapolis again was on 26 July, when I as skipper in a JM-I and Lt.jg Christianson (I was now also a Lt.jg) had a morning assignment to meet up with the Indianapolis about 60 miles NE of Guam. We found her traveling alone on a NW heading by use of our radar. We didn’t know anything about her destination. My logbook shows a flight time of 3.5 hours and as we finished our exercise, they asked us if we could return in the afternoon for additional towing. We called Operations and were able to advise them positively. This was an unusual request. We did return for a logged time of a 3.5 hour flight. When we returned to our Guam Operations, we were advised that the next morning flight assignment was again with the Indianapolis at a point SW of Tinian. Another unusual observation was that she was traveling alone. Most all large Navy Ships travel with Destroyers for anti-submarine protection. We logged 4.3 hours on this exercise. She appeared to be heading for Guam. In the book, “ IN HARMS WAY”, by Doug Stanton, (page 69) “ En-route to Guam, Captain McVay was able to run his crew through antiaircraft drills, which went well”. WOW, little did we know the great historical events of these ships’ mission and fate. On our Princess Cruise, we spent one full day on Guam but almost nothing looked like it did sixty

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years ago. There are many big Hotels on Agana Bay, full of Japanese tourists. The Pacific Command Center that was on the hill is gone. Guam, however, is still a very important military island for the USA, with good harbor facilities and a large B-52 Air Force Base. We sailed close by Tinian early the next morning and then spent the rest of the day doing tours on Saipan. Our next destination was a sail-by Iwo Jima Island that again belongs to Japan, but it has no visitors’ facilities. When passing close to Mount Suribachi, Admiral Wilson and I dropped a flower wreath over the side of the ship in remembrance. It was with mixed emotions to return. Sad in that so may lost their lives on Iwo, good in that it saved so many B-29 crews’ lives. Iwo is a hellhole of sulfur fumes, lava beds and black sand. My first trip there was on 15 June 1 945. The Navy Seabees were still rebuilding the main airport and they had to move equipment off the runway so we could land. We did two days of radar calibration and towing flights for new long-range 90 MM anti-aircraft guns. Chichi Jima, 140 miles to the north still had bombers that would do night raids. (Ensign George H. W. Bush was shot down off Chichi Jima, and rescued at sea in September 1944). On Iwo, many Japanese were still hiding under ground in their bunkers, tunnels, and even command centers. We saw several B- 29s make emergency landings while we were there. One that was all shot up from a Japanese raid could not get lined up for a good landing and crashed in a ball of fire. I again returned to Iwo Jima on 29 July for two days. This was the night that the Indianapolis was sunk, traveling alone from Guam to Leyte in the Philippines. Here is the rest of the story, from the book ALL THE DROWNED SAILORS, by R.B. Leach. “As the Indianapolis was ready to depart from that Island with an almost green crew, her Skipper was called into the office of Admiral Purnell in San Francisco. Also present was Navy Captain William Patsons, who was to assemble the bomb on the Enola Gay while flying towards Hiroshima. The Skipper of the Heavy Cruiser listened intently to his very simple orders, which were to deliver a particular cargo, as fast as possible to Tinian. On 15 July the special cargo was loaded aboard, a medal cylinder weighing about 200 pounds guarded by Army Officers. The next morning she upped anchor for this historic mission- the critical part of the Hiroshima atom bomb. The Captain, Charles Butler McVay, 3rd, son of the former Commander in Chief of the US Asiatic Fleet, was anxious to get gunnery practice for his green crew”. This explains why Captain McVay requested three consecutive towing exercises from us and why she was traveling alone. Before leaving Guam, the Skipper requested Destroyers to accompany her to Leyte where she was to join up with her Task Force and again be the Flagship. No Destroyers were available and in his briefing the briefing Officer neglected to advise him that a Destroyer Escort, the USS Underhill, was sunk on 24 July by a Kaiten, a one-man suicide torpedo. The Indianapolis left Guam on the 28th, and on the evening of the 29th had passed the mid-point. Shortly after mid-night the Ship was hit by three torpedoes, one after another from the very new Japanese Submarine J-58. The explosions were so massive and sudden that she couldn’t get off an SOS. Through a communication foul-up, she wasn’t missed for four days. A Navy Patrol plane spotted the survivors on the fourth day, and that started a huge rescue effort. Out of 1,196 men on board, about 800 abandoned the ship, but only 316 including the Skipper survived the sharks, lack of fresh water, and other factors, some with burns and injuries. It was only a couple of days after the rescue of the survivors that the atom bomb was dropped on Hiroshima on 6 August. The second “A” bomb hit Nagasaki on the 9th, and the Japanese surrendered on the 14th. It was timely, in that the US Forces were in the final stages of preparations for invasion of the mainland of Japan. The Indianapolis would have been part of that force. The casualties on both sides would have been massive beyond comprehension. Most of the survivors returned to the USA on the PAGE 38 ... TARPA TOPICS

Light Carrier USS Hollandia, as did our Squadron VJ-17. Our missions were complete! Our Princess Cruise was complete after stopping at Okinawa, Hiroshima & Osaka. Hiroshima is now a beautiful modern city with typical Japanese gardens, historical museums, and peace monuments. The people are free of tyranny and conquest. -LET US NOT FORGET Dear John, Hoping this letter finds Pat and you in good health and best wishes for the new year. Enclosed is another article for you to consider including in the next Tarpa Topics. It should be self explanatory. I could have added more details, but I tried to keep it to four pages- hope the format is ok. Also, enclosed are two pictures to verify that I was there-kind of like a before and after. I will leave it up to your discretion on using one or both of these photos. I’m sure you at least will have to reduce them in size. Sometime in the (not recent) past, I seem to remember that you were interested in WWII history and stories. I know there are many stories out there that need to be told and once those veterans are gone, the stories are gone usually forever. Perhaps, you could encourage more of our members to write of their service and events. It seems, I remember that Jim Hager and Max Morris flew B24s in the Pacific: Art Broughton flew B29s; Jack Kiefer and Wes Ament flew the Hump. Also someone should review George Gay’s book “SOLE SURVIVOR”. It is a great story , not only of his experiences but how ill prepared our military was to fight a war of that magnitude. I reflect on what our lives would have been if we had lost the battle of Midway and the Coral Sea. Speaking for many others, John we are grateful beyond expression for your good work. Yours truly,

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REMEMBER WHENâ&#x20AC;Ś

People dressed up for a flight on an airliner like they dressed up for church. An international Flight, or a long flight in the U.S., was a once in a lifetime event for most people and quite often, a personâ&#x20AC;&#x2122;s first airplane ride First Class was. The Hostesses were. Tickets were dear. Pilots were respected and held in awe and were in the second highest paying profession (after medicine) and were treated royally; especially on international; especially the Captain!

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Flown West

IN MEMORY OF CAPTAIN ORMOND L. HOWARD APRIL 13, 1923 – AUGUST 7, 2006 Ormond Lee Howard, “Orm, passed on August 7th, 2006 in Sacramento California. He was surrounded by Jean, his wife of 57 years, daughters Rebecca, Merry Jayne, & Elizabeth, granddaughter Maya and close friends. He was a very generous, loving and inspirational father and grandfather. Ormond knew that he wanted to fly from the time he was a youngster growing up in Verbena, Alabama. His first flight was when he was 15 at a county fair and he was hooked from then on. In the Army Air Corps, and then the Air Force, he flew B-17’s and B-29’s in the tail end of WWII and the beginning of the Korean War. During that time he earned several medals, among them the Oak Leaf Cluster and the Distinguished Flying Cross. Upon returning from the war his father had hoped that Orm would pursue a career in his own field, the railroad business. Ormond applied to several commercial airline companies and ended up choosing to go with TWA instead. He and his wife, Jean, and first-born daughter Rebecca happily moved to California where Ormond flew out of SFO for the next 31 years. He loved his job. He also enjoyed the many friendships he shared with his fellow TWA employees.

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After arriving in California he also did graduate work in aeronautical engineering, and airplane mechanics and mechanical maintenance at San Jose State University and Stanford University. He loved flying so much that on his days off he spent his time flying light planes, and also enjoyed re-building an antique wood and fabric plane, a Culver Cadet, which he worked on in the family two car garage for 13 years. He and his family enjoyed traveling through many states by car and to the many destinations of TWA. In fact his wife and daughter, Jayne, took a trip around the world when Jayne was 10 years old; an experience she will never forget. Ormond and Jean eventually moved to the Sacramento area, where he realized a dream of having his own private airstrip. He spent his retirement years flying, and participating in many community activities, particularly with the church, which he and his wife co-founded. He was a quiet, gentle man who believed passionately in giving back to the community. His family and his friends in the community that he grew to love sorely miss him.

IN MEMORY OF Captain John James Phillips June 30.1939 - October 7. 2006 John was born in Brooklyn, New York. He died at the Fidalgo Care Center in Anacortes, Washington, of a rare form of Leukemia. John was a mechanic with American Air Lines and served in the Air National Guard. He then joined TWA on August 24 1964 as a Second Officer on the Convair 880 and Boeing 727. Actually he never flew the aircraft, just sat behind the Captain reading checklists and talking with Air Traffic Control. The following year he was trained as a First Officer on the Lockheed Constellation. From then on he flew both Domestic and International operations as First Officer and Captain on many of TWA aircraft including the CV-880, B-707, L-1011 B-747, B-757 and B-767. John retired after 35 years of service in June of 1999. He loved to sail, sail race, fish, hunt, golf and enjoy a glass of red wine. John is survived by his wife, N. L. “Brandy” Phillips of Anacortes, Washington. and his son Richard of Portland, Oregon. PAGE 42 ... TARPA TOPICS

John and I remained close friends from the time we hired on with TWA until he flew west. He spent many days with my folks as I lived in Kansas at the time and the training was downtown Kansas City, MO. We often fished, dined, played golf and boated together while in New York and California. John will be sorely missed by all that knew him. We are all richer for having had him touch our lives. by “Brandy” Phillips and Ted Davis Harry “Snorky” Clark was my friend but much more than that, he was my instructor on the B747 and a fine one at that. Snorky was demanding of his students but was always fair and had a wealth of information that he gladly shared if you wanted to listen. He taught me the 180 on the runway that I used in Boston once when the line up going West was long and we were going to London. I requested and got permission to turn and went to another runway and away we went thus avoiding passenger lost connections and the company lots of money. My wife and I loved sitting around talking with him and he had a great sense, if a bit dry, sense of humor. He was also very proud of his work at the Air Museum in California. Unfortunately, we never got out to see it but I know that if he was involved, it was good and done right. We shall miss you my friend and we shall not forget you. Bob Dedman Editors note: The above tribute to Harry Clark was inadvertently omitted from the November issue.

IN MEMORY OF CAPTAIN GORDON L. MYERS MARCH 27, 1930 DECEMBER 15, 2006 IN MEMORY OF CAPTAIN WALTER P. SULLIVAN OCTOBER 7, 1942 NOVEMBER 11, 2006

IN MEMORY OF CAPTAIN PHILIP R. CALLAHAN FEBRUARY 15, 1932 DECEMBER 12, 2006

IN MEMORY OF GEORGE LANE SIMMONS APRIL 15,1917 APRIL 27, 2006 PAGE 43 ... TARPA TOPICS

IN MEMORY OF CAPTAIN GORDON L. “ GORDY” MYERS MARCH 27, 1930 DECEMBER 15, 2006 Dad took his last Westbound flight on Friday, December 15, 2006. He was 76. Gordon died peacefully at home, surrounded by his entire family after an 8-month battle with lung cancer. Gordon was hired by TWA in March, 1955. He was previously employed as a mechanic with United Airlines. He started his 30-year career with TWA as a Constellation Flight Engineer and retired in March, 1985 as a B-767 Captain. Gordon was based in Chicago, Ill until 1963 when he moved the family to Westminster, CA. Dad checked out as a First Officer on the Convair 880 as well as the B-727, flying out of LAX. In 1967, he moved the family to the quiet “village” of Fallbrook, California where he lived until his death. Dad upgraded to Captain in June 1971 on the 727 (his long-time favorite airplane) and transitioned to the B-767 (his “dreamjet”) in May 1983. Over the span of his career Dad flew over 12,800 hours. Dad was full of stories and anecdotes from his long TWA career. He enjoyed telling them and we appreciated his dedication and contributions to the “Royal Ambassador” Airline. He thoroughly enjoyed his career and was a true professional in the industry. After retirement, Gordon enjoyed traveling with his wife, Phyllis. An avid golfer, Gordy could be found at his favorite locale, San Luis Rey Downs playing several times weekly. Yearly trips included visiting friends and family in California, the annual trip to Phoenix for MLB spring training (go, Padres...), golf tournaments in Reno, NV and cruises with his family. He will be greatly missed by his family and friends. Gordon is survived by his wife of 51 years, Phyllis; sons Russell (his wife Christine) and Ronald. Submitted by Russ Myer

IN MEMORY OF CAPTAIN HILLERY F. McCLIMANS MARCH 31,1913 NOVEMBER 7, 2006 PAGE 44 ... TARPA TOPICS

IN MEMORY OF Captain Walter H. Gunn June 10, 1921 to September 15, 2006

The world of aviation has lost one of its most enthusiastic proponents. Walter, son of Eva and Clarence Gunn, was born June 10, 1921. He left his family and this earth in the evening hours of September 15, 2006. Walt had three careers, excelling in all. As a TWA Pilot for 39 years, he flew almost every aircraft TWA had in service, from the Douglas DC-3 to the Boeing 747. He spent the last fifteen years of his career with TWA as an international pilot. Walt logged over 28,000 flying hours with more than 1,000 ocean crossings. He was known and respected by many all over the world as a result of his many travels. Early in his TWA career he flew co-pilot for Jack Frye, and contributed many stories for the Jack Frye Memorial in Sedona. He was honored with one of the first Flight Deck Men of the Year Awards. Among many other highlights he flew the U.S.troups into Vietnam for the Air Transport Command. He also flew the Press Charter for the 17-day flight on President Johnson’s South East Asian Tour, and spent several months in Saudi Arabia checking the Saudi Pilots. His second career began during the height of his first. Walt pursued studies in clinical psychology with a focused interest on human factors in aviation. He spent 20 years, between International flights at the University of Kansas Medical Center. There he conducted fear of flying seminars to help people overcome their fears. As Assistant Clinical Professor of Psychology in the Department of Psychiatry, he was also deeply involved in research centered on state dependent learning. He received his Ph.D. in psychology 6 months after his retirement from TWA in 1981. As a Professor at Central Missouri State University in Warrensburg, Missouri, he taught “Human Factors in Flight Management” where he inspired many students to enter the Airline Industry, and helped many orchestrate their careers. Walt was proud of his nephew, Terry Gunn, who just retired as a Captain with TWA (AA) with 38+ years under his belt. A generous man, Walt later donated his beloved Porterfield aircraft to CMSU, the very aircraft he flew to earn his license. His brother, George Gunn (USAF Test Pilot), established the Dr. Walter H. Gunn Scholarship Fund in Aviation Technology at CMSU in his honor. The author of three books, he partially documented his extensive knowledge of the Aviation Industry. Walt was a member of The Quiet Birdmen, The Greater Kansas City Psychological PAGE 45 ... TARPA TOPICS

Association, TWA Active Retired Pilots Association, and The Central Missouri State University Presidentâ&#x20AC;&#x2122;s Club. He was an Eagle Scout and a member of the Tribe of Mic-O-Say. Farming was his favorite of many hobbies. He was an active member of the Airline History Museum at the Downtown Airport in Kansas City. He spent much of his spare time working on the restoration of the Museumâ&#x20AC;&#x2122;s Douglas DC-3. Surviving Family members include his wife of 64 years Bette Lu; Daughter Nancy Mann, Son Richard and wife Pamela Gunn; Granddaughters Dr. Allison and James Henschel, Amy and Thomas Gehlen, Hannah and Melanie Gunn; Great Grandchildren, Ashley and Emily Lu Gehlen, and Benjamin and Sophia Henschel; Brother and Champion Lt. Col. George Gunn (USAF Ret) and Sister Mary Knutson, and many nieces and nephews. Walt was preceded in death by his parents and sons Timothy, Douglas, and Walter III.

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IN MEMORY OF CAPTAIN KENNNETH G. HIPPE JANUARY 2, 1918 SEPTEMBER 18, 2004 Kenneth George Hippe passed away peacefully at home in Albuquerque on September 23, 2004. He was born in Burlington, Iowa on January 2, 1918, the son of George and Eda Hippe of Peoria, Illinois. Ken was a 1936 graduate of Peoria High School and a 1942 graduate of Bradley University. He enlisted in the Navy Reserve in 1939 and retired as a Captain in 1965. He proudly served in the Pacific Theater during World War II for which he was awarded a Navy Cross, two Distinguished Flying Cross’s, and four Air Medals. He was an “Ace in a Day” for his part in the Battle over Leyte Gulf on October 24, 1944. In 1945 he married Nell Clayton who predeceased him in 1999. He also joined Trans World Airlines in 1945 and flew commercially for 32 years until his retirement in 1978. Ken and Nell then retired to Albuquerque. Ken is survived by his four daughters Jane Reilly, Barbara Mansfield, Patti White, Pam Hippe and by his ten grandchildren. Until his death, Ken volunteered at the Veteran’s Hospital for 22 years.

Editor’s note: Bob Kehoe suggested that we include this Memorial to Ken Hippe who had only been noted in a placard originally. Bob said that Ken was a first rate gentleman and a skillful pilot who deserved more than a placard. As mentioned above, Ken became an Ace in one day’s action in the Battle of Leyte Gulf. He told Bob that after he returned to his carrier and landed safely, his knees were shaking. He couldn’t believe what he had done. In addition to the friendships begun flying the line, many of our Members will remember Ken and Nell from their very frequent attendance at our TARPA Conventions. This may be an appropriate place to review the policies and procedures for TARPA Flown West Memorials online and in TARPA TOPICS. We receive official notification of all pilots’ deaths from American Airlines. John Bybee, our Flown West Coordinator then writes to the Members survivor and informs them of the availability and the ways to include a Memorial in our Flown West Section. Not all survivors avail themselves of this. We publish whatever Memorials we receive from survivors, their family or their friends. Occasionally, a Member sends his own biography in advance, which is kept, on file. At the same time John Bybee notifies pilots’ survivors, he sends us the information and we add the names of all those who were TARPA Members to the TARPA Webpage online. This is meant to be a quicker notification until the next issue of TOPICS. PAGE 47 ... TARPA TOPICS

ONTOS IS HOME AGAIN By Wally Moran

What impresses one at first is the size. She is a big plane with her slab sides, twin boom tail and P&W R2800 radial engines. We have all become used to seeing big jets thanks to our TWA careers, but Ontos is a BIG piston airplane, big enough to carry a 747 engine inside. If you look close you can see the faded red lines down the fuselage left over from the TWA livery that she carried so proudly for many years. Those stripes are very meaningful to TWA’s history as, you see, Ontos would often be the first to carry the TWA colors to a new TWA airport as she opened new international routes for our Connie’s and 707’s. Ontos is Greek for “The thing” and I am told that this was the title bestowed upon this ship, N9701F, a Fairchild C-82 by those TWAers who first saw her. All later would agree that she was aptly named. Depending upon your seniority number, you may or may not have been acquainted with Ontos. I personally did not have enough whiskers to get to international before she was retired in 1972 but I felt I knew her well as a result of my long friendship with Claude Girard, TWA Vice President of Flight Operation Overseas. Claude was the person who most often was in the left seat as Ontos pioneered new routes and delivered supplies to establish new TWA destinations. She of course was also famous for delivering overhauled piston and jet engines to grounded airplanes all over our international system. Claude often told wonderful stories about his adventures on this assignment. Sadly many of those stories are now lost due to Claude’s passing. PAGE 48 ... TARPA TOPICS

I recently had the opportunity to see this legendary TWA airplane up close and personal. This as a result of the last issue of Topics, which carried a thank you, letter from the Hagerstown Aviation Museum to John Gratz. A trip to their web site confirmed that this famous TWA airplane was now only a few hundred miles from my home in Connecticut. A few phone calls and I was soon sitting in the left seat of Ontos in reverent awe of those that had been there before me. Hagerstown Maryland is the original home of the Fairchild aircraft factory. Many of the original factory buildings are still standing. This is where Ontos was manufactured and where she made her first flight in 1945. Now after 61 years and millions of miles she sits on the ramp less than 1 mile from her original birthplace. The Hagerstown Aviation Museum purchased Ontos at auction in August 2006. After considerable additional expense to make her airworthy, she flew home from Greybull Wyoming and made her last landing at the very same place she made her first. It is believed that Ontos was the last flyable C-82 left in the world. The museum directors are very interested in assembling and preserving the TWA history of Ontos. In that regard the readers of TARPA TOPICS could be a big help. They have asked that anyone having pictures, stories or any other information about the proud history of this ship to please contact the museum. Naturally they also need funds to preserve and display her so monetary donations are also welcome. The Hagerstown Aviation Museum, now located at 14235 Oak Springs Road in Hagerstown, Maryland 21742 can be contacted on line at www.hagerstownaviationmuseum.org or by phone 301 733 8717. The museum publication entitled Pegasus has a great story of the purchase of Ontos at auction and is available on their web site. It is very interesting reading, If you plan to visit Hagerstown airport and wish to get on board, you should make prior arrangements as the plane is locked up most of the time. I believe if you identify yourself as a former TWA employee, they will make every attempt to get you on board. This is yet another piece of the rich history of our great airline and the people who made her go for so many years. Well worth a donation and a visit in my opinion.

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Howard Hughes Aviator George J. Marrett Naval Institute Press by Jeff Hill, Sr. Captain Dave Haase and I had a nice chat at the SFO convention during which he tipped me off to this most interesting book. It is interesting to pilots because Marrett addresses the technical issues, and for the most part, leaves Hughes’ goofy side to Hollywood. The dust jacket describes Marrett as “…an experimental test pilot for Hughes Aircraft Company from 1969 to 1989. Prior to employment with Hughes, he served in the U.S. Air Force and flew the F-86L SabreJet at the Moody AFB, Georgia, the F-104B Voodoo (sic) at Hamilton AFB, California and attended the Air Force Test Pilot School at Edwards, AFB, California….” Howard Hughes’ high water mark would have been the brief period from 1935 to 1938. Then, in his early 30s, Time Magazine described him as, “the young man who looked like Gary Cooper and flew like Lindbergh.” Indeed, by that time his fame had probably surpassed Lindbergh’s. Hughes’ fetes during those years include; designing and building his most technologically important aircraft, the Hughes H-1 Racer. On September 13, 1935, Hughes, flying the H-1, set the speed record of 352 mph over his test course near Santa Ana, California. The previous record was 314 mph. A year and a half later, January 19, 1937, flying a somewhat re-designed H-1 Racer, Hughes set a new transcontinental speed record by flying non-stop from Los Angeles to New York City in 7 hours, 28 minutes and 25 seconds (beating his own previous record of 9 hours, 27 minutes). His average speed over the flight was 322 mph. On July 10, 1938 Hughes set another record by completing a flight around the world in just 91 hours (3 days, 19 hours), beating the previous record by more than four days. For this flight he flew a Lockheed L-14 Super Electra. Hughes received many awards as an aviator, including the Harmon Trophy in 1936 and 1938, the Collier Trophy in 1939, the Octave Chanute Award in 1940, and a special Congressional Gold Medal in 1939. George J. Marrett

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Most books and films about Hughes (including the most recent, “The Aviator”, Warner Bros., 2004) tend to find his eccentricities and failures more interesting than his accomplishments. Why not? The public is not interested in technical details. But we pilots are; so thank you George J. Marrett for filling us in on the technical details of Hughes’ aeronautical exploits. As an example, see how Hughes’ first Connie flight went: "God dammit!" said Hughes, "that isn't the way to stall this thing." (Kelly) Johnson thought Hughes would follow through with the same procedure Burcham established. But Hughes's idea of stalling an aircraft was to use flaps, full engine power on all four engines, and to pull the yoke back as hard as he could. Hughes took control of the Connie and climbed steeply to ten-thousand-foot altitude and reached near zero airspeed. "It had so damn much thrust that the plane hung on the props," Johnson said. He knew that in the dive recovery Hughes wouldn't have much control over the airspeed. "Up flaps! Up flaps!" hollered Johnson as the plane nosed over, so that Hughes wouldn't exceed the flap limit speed in the ensuing dive. Hughes didn't respond, so Burcham started the flaps up and took control of the plane away from Hughes. Johnson thought Hughes had placed the Connie in an extreme situation where it could have fallen off on one wing and been hard to safely recover. After Burcham recovered the Connie from the stall, he showed Hughes how to land the aircraft. He demonstrated a landing with flight control power boost on and off. Hughes did six takeoffs and landings. "His takeoffs were weird," said Johnson. "He pulled the Connie off the runway at too slow an airspeed." He didn't have enough speed to control the aircraft if one engine was lost. Hughes also let the plane drift to the left. "Hell," said Johnson, "on his sixth takeoff he damn near drifted into the control tower." TWA president Jack Frye was in the plane with them, and Johnson went back to see him. "Jack, this is getting worse and worse," said Johnson. "What should I do? I'm responsible for this airplane." "Kelly," said Frye, "you do what you think is right." Johnson went back to the cockpit and said, "Milo, we're taking this thing home." Hughes turned around and looked at Johnson as though he had been shot. He gave up the controls and just sat in his seat. Burcham landed at Burbank, and the Lockheed sales people were mad at Johnson and Burcham because they had taken the airplane away from their best customer. But they had been wise; Hughes could have killed them. The relationship between Hughes and Johnson was damaged; they would be at odds with each other from that time on.

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Marrett has quite a bit to say about Hughes Boeing 307, originally purchased for a round-the-world goodwill flight. It spent most of its first life in storage and was eventually sold and moved to Florida where it was damaged beyond repair in Hurricane Cleo in 1964; total time 500 hours. It was converted into a motoring yacht with twin V8 inboard engines controlled from the original cockpit controls. Its second life began when it was launched at Ft. Lauderdale in 1974 where it can still be found.

Hughes “Stratoliner” in Burbank, 1939

“The Londonaire” in Florida

As to the fate of the “Racer”: I was fortunate enough to see Jim Wright’s H-I replica in Oshkosh at Airventure 2003. Oh Lord, was it beautiful. It shined like a mirror, the sheet metal work and flush riveting was just beautiful. I think perfectionist Howard Hughes even would have approved. Tragically, Wright’s trip home form Oshkosh on August 4, 2003 would be his and the H-I replica’s last. He crashed and was killed in Yellowstone National Park while attempting an emergency landing. The original “Racer”, in storage at Culver City, CA for decades, was donated to the Smithsonian in 1975 and is on display at the National Air and Space Museum in Washington, DC.

Howard Hughes’ original “Racer”

Jim Wright’s H-I Replica

“Aviator” answers a lot of questions, like what really happened on the flight of the HK-1 “Spruce Goose” and how exactly did Hughes almost kill himself in the XF-11 crash, plus the details of three other crashes that I was unaware of plus a few very serious car accidents. Curious? Buy the book. You’ll like it!

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The

Most of the following notes were received with contributions to the Grand Canyon Memorial, or with membership renewals, by Treasurer Ed Madigan.

x From Stu Nelson via E-mail nelnev@cox.net Sent: Sunday, December 17, 2006 5:17 PM Subject: John Peek Ed. (Madigan)

Stu Nelson c. 1980

The accidental meeting with John Peek in 1952 is responsible for my employment as a TWA pilot. It's an interesting story and illustrates how chance can control your destiny. I first met John in 1950 when I joined VMF 215 flying F8F Bearcats at NAS Olathe. John had been an enlisted (Mustang) pilot and by now was promoted to Captain. When we were activated for the Korean War in 1951, John was declared over age in grade and didn't join the crowd. I believe that he wanted to. We re-qualified in the F4U Corsair at EL TORO, and I was sent to All Weather Flight in Corpus Christi and then reported to VMF 312 at K-18, Kangnung, Korea in the fall of 1951. After flying some 40 close support and deep interdiction missions, 312 was transferred to the carrier "Bairoko, CVE115." I had never been aboard a carrier, and this sounded interesting. It was also more comfortable than my tent in the winter of ’51 ‘52. By April of ‘52, I had accumulated a total of 84 missions and would finish the aviation portion of my tour onboard the "Bataan”, a CVL. We were en route to Kobe, Japan to affect the exchange, when I was summoned to the CO's cabin. He asked me if I had a brother flying F4U's. I responded (yes) and that he was due to arrive in the Korean area aboard the "Kearsarge" in about a month. He replied that my brother had been killed in a night operation yesterday, and that I could fly home for the funeral. I was to check in with The Marine Detachment at NAS Minneapolis. The funeral ceremony took place shortly after my arrival. The effect upon my wife and parents was devastating. My dad was a combat veteran of WW I and I had a brother in the Army in Korea. That was probably a factor. Previously I had indicated accepting a regular commission. My wife had heard about Airline recruitment, and said that if I had to fly airplanes, why not do it with an Airline? Otherwise, if you stay in the Marines, you’ll be killed like your brother.

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I checked in with the Marine Detachment, expecting orders back to Korea; but instead, I received orders to the AWS at Corpus as an instructor. The road to Corpus took us through Kansa City. We stayed with a friend whose husband was still in Korea, and when she and my wife went shopping, I stopped at TWA Operations at the airport. One of the first persons I saw was John Peek, who just happened to be there. I asked him about the situation with TWA; he arranged lunch with Captain Bert Cooper. They gave me a pitch on the airline and suggested that I take the written tests, and check with Medical. I explained that I had to leave for Corpus early next morning. Captain Cooper suggested that I take as much of the tests as I could this afternoon. Both tests were multiple choices. I worked as fast as possible and checked with the doctor. He checked my eyesight and listened to my heart, and replied that Medical cleared me subject to a complete physical later. I caught Captain Cooper just as he was leaving for the day. He said,” You have a job, keep in touch.” My wife was elated; she suggested that I resign from the Marine Corps immediately! We proceeded on to Corpus All Weather Flight, and I went through refresher in the Twin Beech, and was about to graduate as an instructor. The next day, I received orders to report to Dallas for final screening for the regular commission. I called TWA and asked when the next Copilot class would start; she said Monday; I said, I'll be there. I sent a wire to Marine Corps headquarters explaining the situation and that I would remain active in the Reserves. They wished me luck, and told me to check in with the Marine Detachment at NAS Olathe. I did as suggested, and checked in with TWA on the first day of class with 18 others. Here's where it becomes interesting; after a week or so of ground school, a young lady appeared at the classroom asking whether there was a Mister Nelson in the class. I raised my hand. She said, "We don't have a record of your applying for this job.”! ….

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LET’S HOIST A BEER AND SHED A TEAR IN MEMORY OF THE CONVAIR 880

What is the minimum visibility for a PAR approach to runway 4 R at JFK with the approach lights and sequenced flashers inoperative, according to TWA Policy? a. ½ or RVR 24 b. ¾ or RVR 40 c. 1 or RVR 50

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When are VFR operations authorized, according to the Ops. Specs. for scheduled jet flights within and outside the U.S.A? a. When within the terminal area and in communication with the center. b. When in direct communication with the tower or approach or departure control. c. Departures only when in communication with the tower.

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D. W. Richwine 610 Downs Loop Clemson, SC 29631-2007

June 26, 2006 Captain Ed Madigan P.O. Box 3065 Incline Village, Nevada 89450 Dear Ed, Enclosed please find a check to help with the Grand Canyon crash memorial floral offering. If you need more, please let me know. Jack Gandy, who was the Captain of the TWA flight, was a good friend of mine. We were in flight training at Pensacola at the same time. Buddy crash since guess

(Captain J. C) Hagins was the ALPA representative at the site during the investigation. It has been a few years I have heard from him. He may have passed away by now. I your records will reflect that.

While Jack had his affairs in good order, I was able to help his wife Jane with some of her estate settlement problems. I have long since lost track of her and do not know if she is still living. Sincerely,

http://home.tiscali.nl/annejan/swf/timeline.swf Calendar / Clock in slide rule format; year, month, date, day, hour, minute, second. PAGE 57 ... TARPA TOPICS

Dave Richwine c. 1980

From R. C. & Pat (Kennan) Downing

The enclosed check is for the flowers for the Grand Canyon tribute. x

From Dick Carter 6-20-06

This contribution is made in memory of Beth Davis, cabin attendant on TWA 2 at Grand Canyon. x

From Edward C. Carr

I was a non-rev standing by for TWA Flt 2 on June 30, 1956 but was unable to board since the A/C was full. It was my lucky day but sadly enough not for those on board. Please accept this humble check for the Memorial Ceremony taking place this coming Friday. Thank you for the notification. Sincerely, Ed Carr x

From Chris Clark 7-3-06

Thanks for your efforts in handling the TARPA arrangements for this event. I am sorry I could not attend. I hope there will be a write up and pictures in the next Tarpa Topics. x

From George Humphreys, associate member, accompanying his order for a Tarpa Topics Archives CD. (Now at 2225 Lancashire Dr., Wilmington, DE 19810)

http://uscockpits.com/ cockpit photos of just about every U. S. military A/C that ever flew. PAGE 58 ... TARPA TOPICS

How does loss of electrical power affect the engine bleed valves? a. Causes valves to close b. Causes valves to remain open but their pressure regulating function is inoperative c. Has no effect as valves are pneumatically actuated

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x From Hal West 28 June 206 Hi Ed – Enclosed is my small check for the 50th (anniversary) TWA-United memorial. Very What is the maximum weight for landing an 880 if the nose wheel brake is inoperative? good idea! a. 146,600# Regards,

b. 155,000# c. 141,000#

Hal

Select the proper reserve fuel for an 880 flight.

http://www.airfields-freeman.com/ short bios of abandoned and little

a. b. c.

FAA TWA known 2000# airports with pictures, maps and drawings. 5000# 5500# 2500# 2500# 1000#

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From Frank Kolb

Wish I could attend. The F/O was Jim Ritner who was in my original co-pilot class in 1952. Best wishes, Frank Kolb x

From Marvin Miller

Enclosed is a check toward the flowers for the Grand Canyon 50th memorial. Fifty years ago I had been with the Company six months. The F/E on Flt 2, Forrest Breyfogle, had been one of my instructors. Hope all is going well, keep up the good work. Marvin Miller For about $70 you can order a globe with a chrome (no markings) Lockheed Constellation. It comes with the smaller globe. I moved mine to a larger globe from the ’60 which better depicts how the world looked in the “Connie” era and with a size a little more in proportion to that of the model: http://shop.eaa.org/

From Stephen Geronimo Arlington, TX 12/19/2006 This picture was taken in front of the Ambassador Hotel, Bombay, … in late 1947 or early 1948. This DC-4 Cairo based crew at pick up time bound for Cairo…. L to R, relief pilot, co-pilot Joe Thalman, navigator Stephen Geronimo, radio operator, Hostess, flt. engineer, captain Cliff Dombrowski, flt. engineer, and radio operator Pat Ciandella. (Purser not shown)

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Dec. 11, 06 Dear Gene... Carol and I were married here in Forest Grove, (in beautiful but growing too rapidly Bucks County,) Pa. on May 13 this year. She is from England and we visit her 96 year old father and 93 year old mother occasionally. We skipped in 2006 so I made my 49th consecutive year crossing of the Atlantic in the back of a C-5B from Dover, Delaware Ramstein, Germany a few weeks ago. The C-5 is very comfortable with 73 business cl seats, mostly empty, but with no alcohol, no movies, no windows and occasionally a six to twenty four hour delay it is ‘interesting’. And of course the price is right. A couple weeks later on our ‘honeymoon cruise’ out of Atlantic Highlands, NJ, on a small fishing boat, using bait bigger than most of the fresh water stuff I catch, Carole pulled in a 36 pound striped bass. Biggest thing she had ever caught in her life before then was a four pound fluke. She works part time for the State of NJ, Office of the Public Guardian, which gives me time for fishing, gardening, and writing nasty letters to the news media - some of which they even publish! I am chairman of the board for a nearby CSA (Community Supported Agriculture) which has grown in only three years to 150 families. We supply most of their organic vegetables and berries from May thru November. It is a wonderful concept which preserves farmland forever, eliminates need for refrigeration, shipping (our supermarket stuff travels an average of 1400 miles) and storage. It gives us access to heirloom-type foods which are grown for taste and food value rather than to look nice and never rot on the supermarket shelves. It is a pleasant ‘replacement toy’ for the U-Pick blueberry farm I operated in Jersey for many years. I very much enjoyed Barry Schiff's story of his U-2 ride. I met a couple of those almost astronauts on the navy base in Sicily not long ago. There seems to be more astronauts in the world than U-2 pilots. And when will we all be replaced by drones? I am so glad to have been a pilot in the 5Os, 60s and 70s. I always say it was the best job there ever was, or ever will be - a commercial pilot in those GOLDEN years!!! How about more info on Capt. Walt Gunn? He was one of (my) heroes

Carole & Jim Schmitt and friend; Looks to me like they both made a pretty good catch!

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x From Hal West 28 June 206 Hi Ed – Enclosed is my small check for the 50th (anniversary) TWA-United memorial. Very good idea! Regards, Hal http://www.airfields-freeman.com/ short bios of abandoned and little known airports with pictures, maps and drawings. How is turbo compressor operation affected by the use of rain clear? a. Only one turbo compressor can be on until rain clear is turned off or 400’ of alt.. is reached. b. Both turbo compressors must be off while rain clear is on. c. Both turbo compressors may be on if engine anti-ice is turned off.

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x From Hal West 28 June 206 Hi Ed – Enclosed is my small check for the 50th (anniversary) TWA-United memorial. Very good idea! Regards, Hal TWA maximum crosswind component for takeoffs and landings is: a. 30 b. 15 http://www.airfields-freeman.com/ short bios of abandoned and little c. 29 known airports with pictures, maps and drawings. Main gear only extended speed limit is: a. 320 KTS M 0.70 b. 375 KTS M 0.88 c. 270 KTS M 0.70

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x From Randy Richardson Hi Ed, I am enclosing a check to cover dues for myself (a regular member) and for my father Del Richardson (an Eagle member). Dad had two major surgeries this year with many, many days in intensive care. Amazingly, he has bounced back physically, however his mental state is very fragile and he is now living in a secure memory unit. Fortunately my mother lives in the same complex and can visit him daily. His room is filled with flying memorabilia (from shots of him in Stearmans to the L-1011). Although he no longer can converse about flying and TWA, he loves perusing the Tarpa magazine with me. Keep it coming. Cheers for 2007,

Randy Richardson TWA 4910

x From Doris Wallace I am renewing this (subscription) as I used to read it to Bill in the care center and I enjoyed keeping up with TWA people and the flying west (section). x

From Dorothy Rush, Executive secretary (Midland, TX) 12/16/06

Just a note to tell you why I love getting Tarpa Topics and became a subscriber!! My only contact with airplanes was flying in them as a passenger, which I loved doing. But my various positions in TWA were all connected with Flight Operations, which I thought was the most interesting department – after all we were an airline – THE Airline in my opinion. I retired to join my new husband in Texas. He was a pilot for an oil company and after working for many years as an overseas representative for Lockheed Corporation he (still) wanted to fly and owned his own plane – a V-tail Bonanza. x

From Herb Riebeling (Reno, NV) 12-18-2006

I am 78 and an Eagle buy I gladly pay $40. I enjoy Tarpa Topics. Keep it coming. If you wanted to make an apple pie from scratch, you would first have to create the universe. – Carl Sagan PAGE 65 ... TARPA TOPICS

x From Phil Morgan 12-18-06 Enclosed is dues ck for 2007. Thanks to you and the others for your efforts to get the info and “giggles” to us oldies (+/-). Best wishes for you in the coming year. x

From Fred Morse Dec. 16, 2006

Ed: Enclosed find my dues. Went by 81 the other day but am happy to see them ($$) go wherever needed. Otherwise, a health note that I don’t recall seeing in the magazine, that I think is reasonably interesting. About 5 years ago, I had difficulty following the golf ball. It turned out to be wet macular degeneration in my right eye. It was subsequently “lasered” 5 times and has been sealed and dry ever since. The result is a larger than normal blind spot in that eye that my left eye covers, i.e., no loss of vision. About a month ago, I noticed a change in vision and found out that wet degeneration had started in my left eye. Now, however, the FDA has approved a drug called “Lucentis” that is shot directly into the eyeball. I’ve had three shots with the fourth and hopefully final, next week. The vision in my left eye has gone from 20/50 to 20/30 as a result of the shots and the lines on graph paper are now straight. There will be further evaluation after the fourth shot. As I said, I don’t remember seeing anything about eye problems in the magazine if you think this worthwhile, feel free to print it. Kathy and I (are) fine, and although this will be after the holidays, we hope that all are healthy and happy and have had a very nice holiday season. Best regards, Fred

x From Bob Buck Great publication! Like paper stock in latest issue – all the best, Bob x

From Paul Kelly 12-15-06

Just received the latest Topics! Great issue. Enjoyed reading all of it. Thanks for your part in making it possible. Fortunately, we are doing well here. Wishing you and family a Happy Christmas and a good ’07. Good memories, Paul

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x From Hal West 28 June 206 Hi Ed – Enclosed is my small check for the 50th (anniversary) TWA-United memorial. Very good idea! Regards, Hal http://www.airfields-freeman.com/ short bios of abandoned and little known airports with pictures, maps and drawings. What action should be taken if the controller asks you to “identify”? a. Call on VHF b. Change the ATC transponder to another code c. Press the IDENT button momentarily (Remember when transponders first appeared- some old captains resented being “spied on”.)

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x From Josephine Nealis TARPA Magazine keeps me in touch with those great TWA days and I thank you for that. Your efforts are greatly appreciated.

x From Grahm Olson Monday, December 11 Hi Guys. Just a note with my dues to say thanks to you all who continue to keep TWA alive in our hearts. Your efforts are greatly appreciated. Things are much brighter around here the day the TARPA magazine arrives. Am well, still fly our Comanche and am finishing up on an RV-8 with my son, Michael, who is a UPS A-300 Captain. Kindest regards, Graham Olson, PRN 66405 x

Captain Richard Fertal included this card with his order for the TARPA TOPICS ARCHIVES (pictured at right) ON CD-ROM. There are still some left – send a check for $15 payable to “Tarpa Topics CD” and mail to Jeff Hill, 9610 Hidden Lane, Woodstock, IL 60098

x From (Mrs.) JACK KOEBER

The Tarpa Topics Archives 1982 - 2007

…John F. Koeber, Jr. (Jack) flew for TWA from June 1965 until he retired in July 1997, when he turned the magical age of 60. He now plays golf as often as he can. We moved from Pennsylvania to Florida two and a half years ago, after a wonderful 8 years of boating. Our 58' Hatteras was our winter home during that time. We called her "Plane to Sea" and our transom showed a TWA L1011 flying with a smile along with a NAL setting sun. The person who bought our boat still has the transom painting. We were very proud to be part of TWA for all those years; still are. Have a Happy New Year!!!! Mrs. Koeber

x From Dick Beckner What a fine Tarpa Topics Mag in November!!! Cover, features, Grapevine, Photos – all terrific. Keep up the good work and thanks from all of us out here. PAGE 69 ... TARPA TOPICS

x From Joan Tarbox Delighted to pay my dues to a great organization. I enjoy coming to the conventions and seeing some of the great people with whom I used to fly.

x From “Lum” Edwards

EDOnly too happy to send regular member’s dues – Sure enjoy the TARPA TOPICS. Your guys do a GREAT JOB. Lum

x From Mrs. Betty K. Johnson I continue to renew my membership because it gives me the opportunity to keep up with some “old” acquaintances. You do a beautiful job editing & publishing the “Topics”

x From Lou Barr The extra ten bucks over my EAGLE dues is to bolster the TARPA treasury. Really enjoy every issue of “Topics”. http://dribbleglass.com/ “Sips from the dribble glass of life” is a humor site where one can go for grins when one has truly run out of stuff to do…

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x From Hal West 28 June 206 Hi Ed – Enclosed is my small check for the 50th (anniversary) TWA-United memorial. Very good idea! Regards, Hal http://www.airfields-freeman.com/ short bios of abandoned and little known airports with pictures, maps and drawings. What action should be taken if the ELEV. OUT OF TRIM light is on? a. Disengage the auto pilot immediately. b. Apply manual trim to center the trim indicator. c. Use “beep” trim switch to trim the aircraft.

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x From Hal West 28 June 206 Hi Ed – Enclosed is my small check for the 50th (anniversary) TWA-United memorial. Very good idea! Regards, Hal http://www.airfields-freeman.com/ short bios of abandoned and little known airports with pictures, maps and drawings. How is the flight path indicator set up and used for a back course approach to an ILS? a. Set the COURSE knob to the front course of the ILS and fly to the needle. b. Set the COURSE knob to the back course of the ILS and fly to the needle. c. Set the COURSE knob to the front of the ILS and fly away from the needle.

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x From Hal West 28 June 206 Hi Ed – Enclosed is my small check for the 50th (anniversary) TWA-United memorial. Very good idea! Regards, Hal How is the yaw damper operation checked? http://www.airfields-freeman.com/ short bios of abandoned and little known airports with pictures, maps and drawings. a. Place the auto pilot switch to DAMPER and note rudder pedal movement. b. Place auto pilot switch to DAMPER and note that rudder pedals are stiff. c. Can only be checked in flight. Do you remember what the acronym “KIFIS” stood for?

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I checked in with the Marine Detachment, expecting orders back to Korea; but instead, x From David Phillips I received orders to the AWS at Corpus as an instructor. The road to Corpus took us through Kansa City. We stayed with a friend whose husband was still in Korea, and

I thankwhen you she for and yourmy wonderful I am David wife wentmagazine. shopping, I stopped at TWA Operations at the airport. One Phillips,of 55 yrs & son of Capt. Arthur Bert Phillips the first persons I saw was John Peek, who just happened to be there. I asked him (TWA) about 1947 –the 1981. I’m awith professional F/E for Atlas situation TWA; he arranged lunchAir with Captain Bert Cooper. They gave Cargo, me living in on thethe Las Vegas of Henderson. a pitch airline andarea suggested that I take the written tests, and check with Medical.forI explained that I had to leave for Corpus early next morning. Captain Cooper Again, thanks the great dialog of our history. suggested that I take as much of the tests as I could this afternoon. Both tests were multiple choices. I worked as fast as possible and checked with the doctor. He checked x From Pauland Kelly 12/15/06 my eyesight listened to my heart, and replied that Medical cleared me subject to a complete physical later. I caught Captain Cooper just as he was leaving for the day. He Just received thehave latesta job, “Topics”! issue. Enjoyed reading all of it. Thanks for your said,” You keep inGreat touch.”

part in making it possible.

My wife was elated; she suggested that I resign from the Marine Corps immediately! We

Fortunately we are wellAll here. Wishing youand andI went your through family arefresher Happy Christmas proceeded on doing to Corpus Weather Flight, in the Twin Beech, and a good ’07.and was about to graduate as an instructor. The next day, I received orders to report to Dallas for final screening for the regular commission. I called TWA and asked when memories, the next Copilot class would start; she said Monday; I said, I'll be there. Good I sentKelly a wire to Marine Corps headquarters explaining the situation and that I would Paul

remain active in the Reserves. They wished me luck, and told me to check in with the Marine Detachment at NAS Olathe. I did as suggested, and checked in with TWA on the From first dayF. ofDoherty class with 18 others.

Still hanging Look forward to “Topics” – keep the good school, work. aFYI, flight Here's around. where it becomes interesting; after a week or up so of ground young lady crew onappeared 1st Connies to classroom Europe (were) three pilots, 2 F/Es, 1 radio operator at the asking whether there was 1a navigator, Mister Nelson in the class. I my pilots. hand. She said, "Wehad don't have record of your applying for this job.”! who satraised behind Navigator half ofacompartment behind cockpit, other….half was crew bunks.

x From Hal West 28 June 206

x From June and Leo McFarland Hi Ed –

Thanks to all of you for helping to revive our priceless memories with TWA and the best Enclosed is my small check for the 50th (anniversary) TWA-United memorial. Very years ofgood our idea! lives. Please know how much your efforts are appreciated Regards, June Hal McFarland for Leo McFarland x

From Lou Spasiano

http://www.airfields-freeman.com/ short bios of abandoned and little known airports with pictures, maps and drawings.

By the time you get this I will be an Eagle plus 2, but here’s $40 anyway. You fellows do a great job with the magazine and when I receive it I am again in touch with many of my friends and memories of TWA. Keep up the good work.

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x From Gordon Phail

I checked in with the Marine Detachment, expecting orders back to Korea; but instead, I received orders to the AWS at Corpus as an instructor. The road to Corpus took us through Kansa City. We stayed with a friend whose husband was still in Korea, and when she and my wife went shopping, I stopped at TWA Operations at the airport. One of the first persons I saw was John Peek, who just happened to be there. I asked him about the situation with TWA; he arranged lunch with Captain Bert Cooper. They gave me a pitch on the airline and suggested that I take the written tests, and check with Medical. I explained that I had to leave for Corpus early next morning. Captain Cooper suggested that I take as much of the tests as I could this afternoon. Both tests were multiple choices. I worked as fast as possible and checked with the doctor. He checked my eyesight and listened to my heart, and replied that Medical cleared me subject to a complete physical later. I caught Captain Cooper just as he was leaving for the day. He said,” You have a job, keep in touch.” Gordon Phail c. 1980 My wife was elated; she suggested that I resign from the Marine Corps immediately! We proceeded on to Corpus All Weather Flight, and I went through refresher in the Twin Beech, and was about to graduate as an instructor. The next day, I received orders to report to Dallas for final screening for the regular commission. I called TWA and asked when the next Copilot class would start; she said Monday; I said, I'll be there.

I sent a wire to Marine Corps headquarters explaining the situation and that I would remain active in the Reserves. They wished me luck, and told me to check in with the Marine Detachment at NAS Olathe. I did as suggested, and checked in with TWA on the first day of class with 18 others. Here's where it becomes interesting; after a week or so of ground school, a young lady appeared at the classroom asking whether there was a Mister Nelson in the class. I raised my hand. She said, "We don't have a record of your applying for this job.”! ….

x From Hal West 28 June 206 Hi Ed – Enclosed is my small check for the 50th (anniversary) TWA-United memorial. Very good idea! Regards,

… and now its time for your Hal contribution! You can make it at: grapevine_ed@yahoo.com http://www.airfields-freeman.com/ short bios of abandoned and little Or use the form inairports the back the magazine known withof pictures, maps and drawings.

Grapevine Ed – standing by

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VOYAGE OF A LIFETIME by Bob Dedman How many times I have been at 35,000 ft looking down at the beautiful rivers of Europe and, especially, the Danube and Rhine. What magnificent waterways to be sure, and I often wondered, what it would be like to cruise them . . . well, we did. Now starts a trip you dream of, say it can never happen, and make every excuse why you cannot go. Well, for my 75th birthday, I told my wife, Ilse, we are going to cruise these great rivers and it was like Karma that a brochure from Vantage tours arrived and promoted a 27-day Odyssey up the Danube from the Black Seaport of Constanza, Bulgaria, all the way to Amsterdam, Holland. Four brave travelers, Sam Mosely, Bill Kirschner, Ilse and I, started out from Virginia Beach, driving to Dulles airports and then flying to Munich, Germany and after a very short layover, to Bucharest, Romania. We were greeted by “our” tour guide (whom we learned to love and wanted to adopt), who took us to one of the best Marriott hotels I have ever been in. We had a “debrief” cocktail and a lecture on what we could expect. After the meeting, we went “cheap” and had a great meal across from the hotel in an open-air café and wow! It was good. Next day, we toured the city and saw monuments to “leaders,” including the largest building in the world (outside of the Pentagon) which was built by President Ceausescu, 12 story, 1000 rooms, made out of marble, ivory and crystal and not being able to be used now because it is not air conditioned nor heated . . . Used only for day meetings and a few events. The next morning, we were told we had to be bussed to Constanza because the Danube was too low to allow the boat to go there but that too, was an exciting bus tour through the area. Constanza could be Miami Beach or Malibu as it was well appointed, lots of luxury hotels, good restaurants and for you men, “topless young girls.” Nobody pays attention to that over there but I must admit, while filming, I “peeked.” NICE!

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Having never been on a riverboat, we did not know what to expect and when we boarded, wow, it was a luxury hotel in a hull. Beautiful, with a spacious cabin, good storage space, big bathroom and so quiet. You don’t even know you are moving as there are no waves and we were forward, no engine noise . . . beautiful. Our crew consisted of mainly, Romanians, Croatians and Slavs and they were truly delightful. All spoke great English and were so accommodating in any way that they could. Our home for the next 27 days was River Odyssey, 410 ft long, 38ft wide, 160 passengers/42 crew with Swiss registry, Powered by 2 DEUTZ diesel 1100HP engines with 360 degree steeerable props, 4 bow thrusters (to get into the narrow locks). Captain was Bulgarian and wanted to be a pilot but at his younger years, (Communism), only military big wigs and politicians’ sons had a chance, so he became a river boat Captain. Wonderful man. To put this trip in perspective, the total miles that we traveled by boat, from the Black Sea, the Danube river, the Main-Danube canal, Main and the Rhine rivers, totaled 1223miles and we went through 68 locks to cross the European Continental Divide. The largest of these locks were 87 feet deep, like being in the tombs at Giza, Egypt! This would be similar to going from Omaha, Nebraska to Los Angeles. Long way but went by in a flash. Vantage Tours arranged everything at a leisure pace yet covered more than you can imagine. We not only enjoyed tours of castles, churches, museums, but we went to local “peoples” homes, to eat, drink and be merry but also, to learn about them. We were never bored and always welcomed to their homes and will never forget the warmness that they displayed to total strangers. We had interpreters in case we needed translations but we seldom did because “they” the hosts knew English. All of our meals at their homes came from their gardens with organic meats plus wines and schnapps that they also brew. Wonderful times with real people. Without trying to go into the history of every city that we visited, I will try and thumbnail short histories of the area. Ruse, Bulgaria, was our first riverboat stop. A city that dates back to the second century and called Sexaginta Prista or port of 60 ships. It was under Turkish control but destroyed by Slavic tribes but their claim to fame was building Bulgaria’s ‘first railroad linking the Danube with the Black Sea. The city, like most in the area, suffered extensive damage under the Nazis. Bulgaria was ruled by Romans, Goths, Huns, Bulgars and Turks but the most hated were the Turks and the Ottoman Empire, which lasted nearly 500 years and were eventually liberated by the Russians . . . Another story. The next day, and the only rainy day, we cruised the Danube Gorges and some of the narrow channels being labeled “the Iron Gates.” Very narrow and you must allow one ship at a time to pass but the wait was wonderful and the scenery awe inspiring. Clean, not many buildings, green slopes and clean air . . . this is part of the Carpathian Mountain chain.

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After the first three days of cruising with Romania on the starboard and Bulgaria on the port side, we entered old Yugoslavia, which is now divided, into many new independent countries, and they are truly enjoying their freedom and right to vote. Something to be said about that. We did see war damage from the years the UN was trying to calm and bring peace and like Europe, a Marshall- like plan is in effect and rebuilding is going on and the people love the freedom and “their” country! Belgrade, we all remember that name, well, it is probably the most dynamic and prosperous city in Serbia . . . no. not Yugoslavia, that is past. The meeting of the Danube and the Sava River in front of the walled city has to be the most impressive sight on the river. The city has a 2500-year history, wars, total damage, yet to see it today, a modern, clean and healthy city. (This night on the ship, we had local musicians and dancers. wonderful). Our next stop in the now divided Yugoslavia was Croatia and Vukovar to be specific. This area, before 1918 was called Slovenia, watered by the Danube and the Save rivers, was a fertile area. Settlers from Germany, Romania, Hungary and Czechs, moved here to claim a life and it became known as the “granary” or breadbasket of the area. It was under Soviet control after WW II. In 1991, Croatia declared its independence and after 4 long years of war, finally seceded and is now a very stable country. The next exciting stop was Kalocsa Hungary, the “home” of Paprika,” a key spice in Hungarian dishes (and some of ours as well), and we were invited to a ranch with live demonstrations of horse riding, daring stunts by equestrians and delightful music, snapps, and food plus a chance to crack the whips if you dared. Sounded like pistol shots by them but mine was more like an out of air BB gun! Very friendly people and good food. The following city cannot be described in a few words because (being a world traveler, courtesy of TWA, I thought I had seen it all), our entry to Budapest was at ten o’clock at night, and the city, churches, government buildings, schools, hotels, etc. were all lighted to highlight their most Advantageous sides. The city is famous for its eight bridges that span the Danube and they too were fully lit up. Unbelievable sights with warm balmy breezes blowing across the observation deck. We were fortunate to spend three days there with side trips to the second largest Synagogue, outside New York. Parliament house, churches, and historic Heroes Square where the public stood up against the government, and in spite of casualties, beat the regime down. We also took a trip to visit a UNESCO historic village and were enthralled by its enchantment. There too, we were entertained, fed and wined. (There are many UNESCO, United Nations sponsored towns along the Danube). Newly independent Slovakia was our next port and a visit to Bratislava, its capital. This is a very old city, dating back to the 12th century and served as capital of Hungary in the 16th century. The Eastern European countries under Communism were no-no lands for Westerners but in the late 1980’s they began to assert their independence and the rest is history. The transition from Communism to democracy has been outstanding and they are now part of the European Community. Croatia too, is a candidate to join the EEU. The attitude toward Americans and Westerner is great and people are very friendly. Just mention Mozart, Beethoven, Brahms, or Strauss and the only city that can come to mind is Vienna!! We have been there several times and each time it is just as exciting as the last. It is a PAGE 79 ... TARPA TOPICS

beautiful city with manicured parks, lovely government buildings and of course, fabulous palaces. This time we visited Schonbrunn and toured both the rooms and the outer gardens and fountains. Oh to have a garden like that but oh, also to have the army of gardeners that maintain it. This palace is also a UNESCO World Heritage Site. There are over 1400 rooms, opulent interiors, frescoed ceilings, mirrors and crystal chandeliers and the Hall of Mirrors where Mozart played in 1762 at the ripe age of six. We were also treated to a private concert by the Vienna Waltz Orchestra in the elegant Kursalon in midtown. Beautiful music to be sure with champagne and soft drinks to boot. Leaving Vienna is always sad but we were looking forward to the next long leg of our journey and the beginning of many castles along the shores. The difference in the countryside was quite apparent as we saw more factories, towns and progress, quite a contrast from the previous Bloc Countries. We stopped at a small village, MELK that is dominated by the Benedictine Abby, one of the most splendid monasteries in Austria, located at the top of a hill. The village itself was like storybook, gaily painted houses, narrow streets. Once again, we set sail toward the city of Passau, Germany. En route we passed by Ends and Linz, the latter being third largest city in Austria and second only to Vienna with respect to its industrial importance. Passau is located at the junction of three rivers, Danube, Inn and the Ilz and made it an important city as far as economic growth was concerned. The city dates back to the 8th century and was founded by Christians. Very imposing is the Gothic cathedral, the DOM, with its Baroque nave, towers and interior, but, the most important feature of this edifice is the â&#x20AC;&#x153;Worlds largest organâ&#x20AC;? with more than 17,000 pipes and we were treated to a concert by this magnificent instrument. The concerts are scheduled and always full. Very impressive, especially the lower pedal notes . . . rumble like an earthquake. As an aside, . . . Mozart, at the age of six, played a grand recital on this organ and received the huge amount of 2 Ducats . . . even at this day . . . lousy tip. . The city also houses one of the most advanced and large collection of Bohemian glass, which is unbelievable. You think we have floods, this city suffers from flood waters up to 20 feet above the banks but the people just adjust by storing supplies up high and wait till the water goes down...like New Orleans.Not! PAGE 80 ... TARPA TOPICS

As we moved west, the Danube got more narrow and less deep so we knew that we would soon approach the time that we would have to leave the beloved river and go “upward,” but, we still had two great places to visit. Regensburg and Kelheim! To quote Vantage travel, “Regensburg” unlike Nurnberg, this historic city suffered no major damage in WWII.” This city, like some many in Germany, go way back in their roots and this city dates back to 200 AD. The history is so involved that it would take volumes to cover their history so the city is now an educational and economic hub for Germany. Again, another magnificent cathedral with Gothic design by the French in 1250-1270*. The city suffered no major damage in World War II and today it is the economic and, thanks to its University, the cultural hub of Eastern Bavaria. It also boasts a beautiful Town Hall with lovely frescos and art works. Our last stop on the navigable Danube was Keilheim, Another old city with a Pantheon modeled after the Roman Pantheon with 34 goddesses of victory commemorating Germany’s role in the defeat of Napoleon. At Keilheim also begins on of the most difficult and aged attempt at crossing the continental divide of Europe. This was not an original idea as Charlemagne (748-814) began to construct a canal but gave up due to technical problems Ludwig I (1781-1858) began an attempt in 1835. *”The 108 mile canal “Ludwigskanal” was to connect the Main River at Bamberg with the Danube at Kelheim near Regensburg. Although the canal was completed in 1846, it was an economic failure right from the start. With more than 100 locks and its small, slow vessels, it was no match for the railroad, which had been introduced to Germany only a few years earlier. The Ludwigkanal was officially closed in 1960”. With many political fights and government changes, the canal finally was finished in 1992. It is 106 miles long, 60 yards wide, and only 13 feet deep. Between Bamberg and the peak level south of Nuremberg, there are 11 locks, which over come a difference of 575 feet. From the peak down to the end of the canal at Kelheim, there are another 5 locks overcoming a height difference of 222 feet. The overall cost of the canal was $3.5 billion. (Quoted from Vantage travel literature). Since the locks are that high up, the design was to save the water so after every vessel went through, the water was siphoned into holding tanks and reused but there was a certain loss so pipe lines were established from the Danube, to replenish the reservoirs. The Main-Danube Canal runs 104 miles and out first stop along was Nuremberg (Nurnberg), the second largest and oldest city in Bavaria, but since it is located on the Pegnitz River, we had to be bussed. This city was reduced to rubble in the war so everything there is new or restored. Hitler had some of his largest rallies there and after the war, the famous trials of “crimes against humanity” were held. Nuremberg was also the home of the famous artist, printmaker and Renaissance genius, Albrecht Durer and his home is now a museum and unbelievably, was spared from the devastation. The castle was rebuilt with original stones and they have managed to recapture the medieval charm and atmosphere. The main square is for pedestrians only and of course, is the location of the main cathedral. Modern shops surround the square and we had a wonderful lunch at an old Convent and were joined by local college students. All in all, a wonderful experience. The final stop on the Canal was Bamberg, which is itself, located on the Main River. The city boasts one of the very few original Rathaus’s in Germany It is located in the middle of two arms of the Regnitz River and is most colorful. The original Bamberg castle does not exist but on its site was built the Dom, or grand cathedral, in 1237 and is known for its tombs, sculptures and ornate doorways. The city is divided into two parts, the new and the old and the latter have been designated as a UNESCO “world treasure.” Of interest also, was the restaurant owned and run by the Messerschmitt family, the ones that made the famous airplanes. PAGE 81 ... TARPA TOPICS

Once on the Main River, the boat traffic really picks up, as this is one of the main waterways of Germany. The towns along the riverbanks are much more frequent and larger than we have been seeing and one of the larger cities that we went by had significant World War II importance, and that was Schweinfurt. This was the place where most of the ball bearing used in almost everything were made and the focus of many Allied air raids with tremendous losses. The Nazis knew how important it was had it heavily defended with guns and aircraft but the Allies managed to destroy them finally. Our arrival at Wurzburg was early morning so we were treated to dock side breakfast on the ship. Here again was a city that was all but destroyed by Allied bombing, it only lasted 20 minutes but 87% of the city was wiped out and over 4000 inhabitants killed. Now we see the authentic restoration of many of the cities famous sights restored to their former splendor. The major attraction is the Residenze, a Baroque Palace for the Prince Bishop. One person is a fantastically Hugh place with a wine cellar to kill for. We toured the grand rooms and salons, the beautifully manicured gardens, yes plural and the private chapel with gilded altars. Such opulence for one single person! The entry greeting room has paintings all around the room and ceiling by the famous Italian (Venetian) Tiepolo the most famous being “The Four Continents.” Unfortunately, cameras were not allowed so I have nothing to show. That afternoon, we visited the “cellar” and it was wonderful. Not just a shot glass to try but a regular wine glass, each time filled with different varieties. It was here too, that Ilse and I connived to have our hostess lend us the mike so that our whole group could sing “happy birthday” to Bill Kirschner. We sounded great in the cellar, much like our showers at home. When we left there, we went to a restaurant on the hill overlooking the city and it too, was an old castle. We ate in several small rooms but the wine flowed freely and the ship’s personnel also presented Bill with a cake. Good time by all. Wertheim was the next stop and here again, the town lies at the feet of a magnificent fortress built in the 16th century. It is well preserved and the narrow streets are lined with “Tudor” type timbered houses, which gives the town a lot of character and charm. The city is famous for its glass museum and when we left there, a famous glass blower came aboard and gave a wonderful demonstration of “the fine art of glass blowing”. He is internationally famous, Reinhard Herzog, and has a studio in Baldwin, Mo. Stop by. You will not believe what he creates in glass. The next morning we were bussed to Heidelberg Castle. It was a pleasant ride (about 1 ½ hours) on the autobahn in a luxury bus with GPS and all. The magnificence that once was Heidelberg Castle can still be seen as some restoration has been ongoing but lack of funds is slowing the project down. It is situated on top of a hill on the banks of the Neckar River and one has a breathtaking view of the picturesque Old Town. The French captured and looted the Castle in 1689 and when they were driven out in 1693, they mined the huge walls and foundations and destroyed a large portion of it before they were gone. We toured the salons, meeting rooms, wine cellar which by the way, houses one of the largest wine barrels in the world. It was used to keep the staff and soldiers in wine, 2 liters a day per person but it was filled from the upper rooms of the Castle and they threw all sorts of bad grapes and junk in so it can be said that it was not a Merlot or Pinot Noir they drank. Our guide was bragging about the capacity of the barrel, around 33 thousand gallons, so I mention to him and our group, that would not even fill a B-747. Oohs and ahhs and he said, I will remember that for future guests. PAGE 82 ... TARPA TOPICS

The city of Heidelberg is the home of Germany’s oldest and famous Universities. Founded in 1386, it is still going strong. During WW II, Heidelberg escaped Allied bombings and thus many of the town’s homes and buildings are in original forms. On our way out of the grounds going back to the busses, we stopped at a gift store and across the street was a beer, sausage, and soft drink kiosk so I wandered over to buy a “brew “and with my best German, I ask for a beer and the lady replied in perfect English, what kind and what size would you like. Turns out she lives there and is from Cleveland. Small world. We reboarded our beloved boat at Aschaffenburg (they had moved it in order to be closer to Frankfurt rather than us backtracking). After dinner and some entertainment, we were ready for tomorrow’s cities...Frankfurt, Mainz and Rudesheim. Morning came way too early and we missed some of the bridges from Offenbach to “old town Frankfurt,” but we passed a multitude of sights that brought back wonderful memories of great layovers. From Mainz, the Intercontinental Hotel, to the old, and now gone Hotel Bremmer Park in Baden Baden and its great restaurant and Maitre de hotel! We, who laid over in Frankfurt, remember the old town “ called Sachsenhausen” where you could go into a restaurant, have a pint of beer, a hogs shank, salad and lock arms to the locals that played songs, sang and enjoyed each others company. Wonderful memory’s Frankfurt, for those who have not been there in years, is a real metropolis and ever growing, as is the airport. Another aside, I met my wife Ilse, .46 years ago at that airport and it has been the best years of my life. We had half day to spend in Rudesheim and go on the cable car to the top on the mountain and look down on the Rhine and the beautiful vineyards, a fantastic view at that and also a tour of the town. Cozy, but expensive...they live off tourists. From this point on, this is what is described as the “Castles along the Rhine” and they sure were there. You just hoped you had enough film to record it all. It is truly an adventure up a river that is so rife with lore, scenery and tradition. The old castles were the property the Lords who levied taxes on everything that passed by them, or what we now know as city councils, state congress and even up to the US congress.... they all levied taxes without remorse, Does that sound familiar!!

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This part of the trip was spent outside (and we were blessed with good weather) where you could see the villages, the remains of so many castles, lovely harbors, beautiful churches and homes and some of the best river scenery in the world. Not really a dull moment so as we cruised by all of these ruins, with wine glass in hand, one cannot help wonder how it was back then and what brought about their downfall. Of course, wars were probably the main cause. Our next stop was the city of Koblenz located at the junction of the Rhine and Moselle and of course, the Rhine. This city dates back to the Romans and was always a city of wealth due mainly to its location on the rivers. The first most imposing sights as you arrive are the huge equestrian statue of Kaiser Wilhelm I and the restored Stolzenfel Castle high on the hill (dates back to the 13th century). Koblenz was heavily damaged by the Allies during the war due to its strategic location and importance but the city has been rebuilt and beautifully at that. A point of interest as we resumed sailing was going by the city of Remagen. As you may recall, there was a movie made about the bridge there but since we did not stop there, we could not see where that site was located. The lovely city of Linz is across the river and since it was just dusk, and cocktail hour, the lights were stunning. If you ever tour that area, go to Linz as it is known as one of the most picturesque towns along the Rhine. Unfortunately, we went by the city of Bonn at night and did not get to see any of the highlights. As you remember, Bonn was the capital of Germany from 1949 till the reunification in 1999. It is a large city was with that come government buildings, presidential residences, and parliament offices. It is also the birthplace of Ludwig Von Beethoven in 1770. The city also boasts many large and beautiful cathedrals. When we awoke the next morning, we had just arrived at Cologne (Köln); a city with over 1 million people and its history can be traced back to the Roman Empire. Its strategic location on the Rhine brought about immense growth and wealth and even surpassed Paris and London in commerce in the middle Ages. As a place of Catholic pilgrimages, it was second only to Rome so it is only reasonable to expect great churches and cathedrals there. Unfortunately, during WW II the city was 90% destroyed but the “miracle Cathedral” remained almost undamaged and what makes it even more eerie is that the Cathedral is located LESS than a 1/4 mile from one of the largest railroad marshaling yards which were obliterated. The inside of the Cathedral is enormous by anybody’ s standards and it is under constant repair and upkeep. Another important statistic is that Cologne is second only to Munich as having the most bars and local breweries.... beer reigns supreme here and those are things a traveler MUST remember. If you ever traveled on Lufthansa, then, in the toilets, they always had 4711 toilet goods for the passengers, well, that is Cologne’s most celebrated product, and yes, I have a little bottle. Cologne is also the capital of The Rhineland and is a major crossroad in commerce and trade. As evening set in and dinner was served, we continue on our last leg of our odyssey so we watched the city of Dusseldorf pass off to starboard. It is said that it is one of Germany’s most prosperous cities with heavy industry and fashion centers. It also hosts its own Stock Exchange. Having never been there, all I can relate is what I have heard and read about.

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After dinner and many goodbyes, we retired to pack for the trip back to the States. We knew that we had an early get up so we tried to get everything done before the morning rush. Arrival at Amsterdam was in the rain and quite cool for a change. We were surely blessed with wonderful weather the 27 days we were en route. After breakfast, our baggage was loaded on the waiting busses for our trip to Schipol Airport (where I started my non-sked career and became Indiana Bob in 1960) and is that some big airport now!! Still have to cross the boat canals and go below sea level to get to the Terminals but it is a very efficient place and we were whisked through the routines quite rapidly and since we had business class tickets, were shown to a separate security screening station and then up to the Business lounge. We came back on a United 777 and landed at Dulles International and it was a great flight. Bill Kirschner herded the ladies and the bags while I went and picked up our car and after a 3-Â˝ hour drive, we were back home safe and sound and very pleased that we took such a wonderful trip.

Mm mmm..Now, where should we go next!!! Maybe Croatia!! Will see.

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Around the World Flight Recently Lou Burns submitted this Photo for inclusion in our magazine. Unfortunately he had no additional background information to accompany the image. Now we are hoping that someone will recall the occasion and write a brief story about this particular flight around the world.

â&#x20AC;&#x153;Mankind has a perfect record in aviation; We never left one up there!â&#x20AC;?

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STEEL RAILS AND SILVER WINGS Robert J. Serling and George H. Foster The Weekend Chief Publishing Company Hicksville, New York 11802 by Jeff Hill, Sr.

Like most TWAers, I thought I knew just about all there was to know about the PRR–TAT–Santa Fe rail and air transcontinental passenger service of 1929-1930, until I read Robert J. Serling and George H. Foster’s Steel Rails and Silver Wings. You all know Bob Serling. He wrote Howard Hughes’ Airline: An Informal History of TWA, maybe the best, and certainly the most readable history of our airline. Among his 23 published titles are histories of Continental, North Central, Western, Eastern, American, and Boeing. He also wrote some great air safety books (The Electra Story) and novels (The Left Seat and The President’s Plane is Missing). You met Bob if you were at the Save-a-Connie banquet celebrating the 50th anniversary of the Lockheed Constellation in 1994 at MKC. He was the guest speaker.

Robert J Serling

You may not be familiar with George Foster who passed away in 2002. George had the railroading history expertise which provides a detailed and painstakingly researched presentation of that side of the story; something missing in most other accounts. Bob, of course, is the aviation history expert.

So how does one make a 130 page book out of a venture that lasted only two years? Well, this is more than just the story of the first George H. Foster transcontinental air-rail passenger service. It is a snap shot of the entire airline industry, both here and abroad, at the end of the second decade of the twentieth century. The TAT route is just the central character. Then there are the extensive graphics. I counted over 150 B&W photos from the period. They are of generous proportions allowing to the 8 ½” x 11” page size format. There are also year book style portraits of the 33 original TAT pilots. Add to this the reproductions of maps, advertising, memorabilia (about 20 items in color) and several excerpts form Plane Talk (later The Skyliner) and you have not only a well told tale, but a great picture book as well! The authors are good about adding personality profiles, which gives us the human side of the story. Beside the likes of famous Lindbergh and Earhart who we all know, we are given biographical sketches of other lesser know but fascinating individuals such as Gen. William Wallace Atterbury, President of the PRR, Clement Melville Keys, who established an aviation empire that included National Air Transport and TAT, President William Benson Storey of the AT&SF, and perhaps a dozen other major players.

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They pick the brains of Postmasters General Brown and Farley and lay before us an indepth explanation of the Air Mail scandal that was responsible for the reshaping of the U. S. airline industry, including the shotgun marriage of TAT and Western Air Express. There are several reasons why the air-rail service was short lived. The main one is that the airlines began to fly at night as the nation’s “lighted airways” network (VFR) was developed, eliminating the need for the rail segments. Airline pilots were not required to be instrument rated until 1933 and there was plenty of scud running resulting in many tragic accidents. In 1929, world wide, there were 82 airline accidents resulting in hull losses. In 1930 there were 71. (In 2004 there were 20 – out of 22.2 million departures!) Two of these accidents dealt a heavy blow to traffic on TAT. The first happened on September 3, 1929, less than two months after inauguration of the service. On that day pilot J. B. Stowe, 29 and co-pilot Edwin Dietel, 25, both army veterans, each with about 1000 hours, were flying the Ford 5-AT-B Tri Motor The City of San Francisco from Albuquerque to Winslow when, apparently while dodging thunderstorms, they crashed into Mt. Taylor, NM (11,000’ MSL). The wreckage, with no survivors, wasn’t spotted until September 7 and the newspapers gave it plenty of ink. If this weren’t bad enough, less than two months later, a Western Air Express F10 crashed into the same mountain killing all five aboard. TAT crash site on Mt. Taylor near Grants, NM

The epilogue is a nostalgic recap of TWA, PRR and AT&SF histories from the 1930’s up to their acquisitions or mergers; PRR with New York Central in 1968 and Conrail in 1970, AT&SF with Southern Pacific in 1983 and Burlington Northern in 1996 and TWA by American Airlines in 2001. Bob Serling told me in 1994 that he had always had a special affection for TWA and its people and it is evidenced throughout this book. In the final paragraphs he writes, “…TWA, like all great airlines, was built by its people. They created an air travel institution that contributed significant entries into the annals of aviation history. The 1929 plane-train experiment was just one of them.” “And in that sense, the carrier that began life as Transcontinental Air Transport will never die.” Mr. Serling, the feeling is mutual.

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Jeff Hill Sr. 9610 Hidden Lane Woodstock, IL 60098 (815) 338-3551 grapevine_ed@yahoo.com

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Ed Madigan TARPA Secretary/Treasurer P.O. Box 3565 Incline Village, NV 89450 edmadigan@charter.net

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