2008.03.TARPA_TOPICS

Nashville Tennessee The place to be 9/28 to 10/03 MARCH 2008

TWA ACTIVE RETIRED PILOTS ASSOCIATION

TARPA CONVENTION 2008 NASHVILLE, TENNESSEE SEPTEMBER 28 - OCTOBER 3

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

FEATURES:

CONVENTION

13

Vicki McGowen 24

by Editor 33

36

41

GRAPEVINE 37

Jeff Hill Sr.

by Hugh Schoelzel

CAPTAIN JEPP

Nashville Tennessee The place to be 9/28 to 10/03

63

by Jeff Hill, Sr.

MARCH 2008

TWA ACTIVE RETIRED PILOTS ASSOCIATION

AIRLINE AND TRAVEL AGENCY

Ed Madigan

FLOWN WEST

LARRY TOBIN’S STEARMAN

OLD RHINEBECK AERODROME

4

John P. Gratz

SECRETARY/TREASURER 5

by Rick Bennett

70

by Jim Schmitt

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 this 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.

3

Guy A. Fortier

EDITOR’S NOTE

FLYING THE 1649

PRESIDENT’S MESSAGE

PARTHENON

DEPARTMENTS:

TARPA CONVENTION 2008 NASHVILLE, TENNESSEE SEPTEMBER 28 - OCTOBER 3

Cover: Nashville Convention & Visitors Bureau For timely updates and TARPA news go to www. tarpa.com

PAGE ... TARPA TOPICS

75

TARPA TOPICS EDITORIAL STAFF EDITOR John P. Gratz 1646 Timberlake Manor Pky., Chesterfield, MO 63017-5500 (636) 532-8317 <jpgratz@charter.net>

ASSOCIATE & GRAPEVINE EDITOR Jeff Hill Sr. 9610 Hidden Lane Woodstock, IL 60098 (815) 338-3551 <grapevine_ed@yahoo.com>

ASSOCIATE EDITOR David R. Gratz 1034 Carroll St. Louis, MO 63104 (314) 241-9353 <drgratz@swbell.net>

FLOWN WEST COORDINATOR John S. Bybee 2616 Saklan Indian Drive #1 Walnut Creek, CA 94595 (925)938-3492 < jbybee4@comcast.net>

TARPA OFFICERS AND DIRECTORS PRESIDENT Guy A. Fortier Box 6065 Incline Village, NV 89450 (775) 831-3040 <guy4ta@att.net>

INTERNET WEBMASTER Jack Irwin 33 Birkdale Circle Rancho Mirage, CA 92270 (760)766-2833 <jack@smilinjack.com>

FIRST VICE-PRESIDENT William A. Kirschner Box 3596 State Line, NV 89449-3596 (775) 588-4223 <kshooter1@msn.com>

PAST-PRESIDENT Charles L. Wilder 122 Wild Dunes Way Jackson, NJ 08527-4058 (732) 833-2205 <clwilder@optonline.net>

SECOND VICE PRESIDENT Dusty West 4700 Pinnacle Drive Bradenton, FL 34208-8497 (941) 538-0729 <DustyGator@TampaBay.rr.com>

DIRECTOR OF HOSPITALITY Robert W. Dedman 3728 Lynfield Drive Virginia Beach, VA 23452 (757) 463-2032 <rwded@cox.net>

SECRETARY/TREASURER Ed Madigan P.O. Box3565 Incline Village, NV 89450 (775) 831-1265 <edmadigan@charter.net>

TARPA TOPICS EDITOR John P. Gratz 1646 Timberlake Manor Pky., Chesterfield, MO 63017-5500 (636) 532-8317 <jpgratz@charter.net>

SENIOR DIRECTOR Robert C. Sherman 1100 Dranesville Rd. A-320 Herndon, VA 20170-2092 (703) 953-3804 <rcsherm2@cox.net>

PAGE ... TARPA TOPICS

PRESIDENTS MESSAGE We had a great Convention cruise last October...just look at the smiling faces of all the attendees in the picture on the back cover. One of the comments I hear often is “I just don’t know anyone at the Conventions, so I don’t come”. I guarantee a lot of the people in the picture didn’t know each other when they signed up for the Convention cruise...and I can also guarantee they all made new friends and enjoyed each other as a result of the cruise.

All the comments and feedback are unanimous...everyone had a good time. One of the best comments I ever had was from the 2003 Reno Convention...a gentleman walked up to me at a gathering (probably the hospitality suite) and said...”I’ve never been to one of these conventions before, and I’m never going to miss another one”. Now that’s real payback!!

I point all this out, because I feel a lot of members don’t realize the camaraderie that exists between us as a TWA group. It flows naturally when we get together...I’m sure many of you that are part of the various local lunch gatherings see this. It would be great if more of our members would come experience it at our conventions.

This brings me to the 2008 Convention, which we have planned in the center of the country, at a spectacular venue, the GAYLORD OPRYLAND RESORT AND HOTEL complex in NASHVILLE, TENNESSEE. You may think “oh...just Country Music”...WRONG!! This is one of the most beautiful and varied locations I have ever seen, and an ideal setting to renew old friendships, and cultivate new ones.

They tell me that Nashville is within two hours flying time from sixty percent of the population in the country, and an easy drive for many Midwesterners...so we couldn’t be easier to get to. Add to that the beautiful atriums...three...a total of nine acres covered in glass that you will live in and enjoy during your stay, the many varied restaurants and watering holes, not to mention our hospitality suite...and I don’t know how anyone could pass this up.

So...look over the registration pages and tour information in this edition...fill them out, and send them in. Call your friends...(members or not)...and make your plans to join us for a blowout in Nashville...it’s going to be a PARTY!!

I hope to see you all there.

Guy

PAGE ... TARPA TOPICS

EDITORâ&#x20AC;&#x2122;S NOTE The time has come to speak of the TARPA Convention 2008 in Nashville. The Officers chose an especially nice Resort Hotel in a very charming Southern city that combines the mood of the past with the excitement of a modern metropolis. Your President and our Convention Coordinator describe the setting in detail in pages to follow. You will not be disappointed with this location.

In this issue you will find an article by Rick Bennett telling memories of the 1649 Connie. They were brought to mind by the cover story in last issue of TOPICS. Jim Schmitt tells his story of his many years as a travel agency owner. Our Associate and Grapevine Editor provides us with some interesting pieces.

We have not been favored by longer articles as in past issues, but it is worth noting that in our Flown West Section there are Memorials that are longer than most and tell interesting stories of TWA pilots and there lives. One of those Memorials honors Dino Valazza who had a long life filled with accomplishments.

Dino Valazzaâ&#x20AC;&#x2122;s article in the November 2007 issue of TOPICS was well received on its merits, but his efforts to tell the story were worth explaining now. Dino contacted us several years ago to inquire about the way to tell his story. He had a handwritten copy of the story and was seeking someone to transcribe it to print. Not long after that, he called to say that he had lost his copy somehow, but would start over. It took quite a while to rewrite and have it typed. Dino was fortunate to have his Doctor, neighbor and good friend type his story. The next setback for Dino was when he got it to us after the July 2007 issue had gone to press. We told him that it would be for sure included in the November issue. He replied that he might not live to see it. He was disappointed and somewhat emotional. He spoke of his advanced age, but did not speak about his state of health or any particular problem. We now know that Dino did have a most serious health problem. The good news, if it can be so described, is that Dino did live to see his story in print. He died a week after he received his copy of TOPICS.

Photos in this issue of TOPICS courtesy of: Jeff Hill, George Mintzer, and Hugh Schoelzel, Larry Tobin, Anita Walker, and Dusty West PAGE ... TARPA TOPICS

SECRETARY/TREASURER REPORT January 10, 2008 As of December 31, 2007, the membership is as follows: (R) Retired: (A) Active: (E) Eagle: (H) Honorary: TOTAL:

727 24 458 124 1,333

There are also 43 subscribers to Topics and 11 who receive complimentary copies. We have added four new members since the last Topics. They are listed later in this issue.

Following is the financial report for the period from January 1, 2007 thru December 31, 2007: 1/1/2007: Opening Balance Income Expenses Cash Flow

$51,149.73 $93,893.69 $78,251.83 $15,641.86

Balance 12/31/2007:

$65,312.87

As mentioned above we have four 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 “2007” then it’s time for you to renew.

Hope to see you in Nashville.

Respectfully Submitted,

Ed Madigan

PAGE ... TARPA TOPICS

New Members W.K. OWEN 1675 SCOTT BLVD APT 422 SANTA CLARA, CA 95050

JEFF FORSYTH ( LAURA) 99 HOPRANCH RD. SANTA ROSA, CA 95403 Jandll.forsyth@sbcglobal.net

DENNIS M CROWLEY ( MARIE ) 709 MALIBU RD. OSAGE BEACH, MO 65065 Denmar_1@charter.net

RICHARD ( MONTY ) SAUDER 712 MADLEY LANE FORISTELL, MO 63348 montysauder@centurytel.net

PAGE ... TARPA TOPICS

TARPA BOARD MEETING 10/15/2007

ON BOARD VISION-OF-THE SEAS

ATTENDEES: CAPTAIN’S GUY FORTIER, PRESIDENT; WM. KIRSCHNER, FIRST VP; DUSTY WEST; 2nd VP ED MADIGAN, SEC/TREASURER JOHN GRATZ, EDITOR; BOB SHERMAN SENIOR DIRECTOR BOB DEDMAN DIRECTOR HOSPITALITY CHARLIE WILDER PAST PRESIDENT JEFF HILL ASSOCIATE EDITOR MRS. VICKI McGOWEN CONVENTION PLANNER ABSENTEE’S WEBSITE CHAIRMEN, CAPTAIN JACK IRWIN

1000 The meeting was called to order promptly at 1000 by Pres. Fortier in the conference

room # 2 on board the cruise ship Vision-of-The Seas. He noted that a quorum was

present.

1004 Captain Fortier asked for approval of the minutes from the Reno, spring BOD meeting.

Motion made by Capt. Madigan to approve the minutes of the spring BOD meeting in

Reno, 3/13/07 as written, 2nd by Captain Kirschner, carried unanimously.

1005

Captain Fortier’s review of past months since the last BOD meeting and proposed by-law changes: He proposed to eliminate TARPA sponsored insurance reference, since there is no longer insurance available through TARPA and the two non-officers. He reported that due to time constraints and family commitments that Captain’s Wm. Kientz, and Rockney Dollerhide resigned from the BOD. He then proposed a change to article V sec. 1 “The BOD shall consist of nine (9) members. i.e. the members of the Executive Committee, the TARPA Topics Editor, the Webmaster, the Hospitality Chairperson and the immediate Past President.” All members of the board will have an equal vote. Also that a change to article VII, section 1 from 5/7th vote from the membership to read “A simple majority.” A motion was made by Captain Kirschner to adopt the changes as written subject to approval by the membership at the general business meeting. 2nd by Captain West. Carried unanimously.

SEE ADDENDUM BELOW

1014 Captain Fortier proposed change of by-laws regarding increase in dues to $50 and the

elimination of the term “associate” and add $40 for Eagles. New members joining

prior to September shall pay full dues. New members joining September and later shall

be credited for the following year. (2007). A motion was made by Captain Madigan, 2nd

by CaptainWest, subject to approval by the membership at the general business

meeting. Carried unanimously.

PAGE ... TARPA TOPICS

SEE ADDENDUM BELOW 1018 Dues for Honorees was discussed further with the possibility of some of the Widows

fund be used for their share. Captain Wilder said it might be a 501C3 problem.

1020

First Vice Presidents Report: Captain suggested that in the future as our members decline that we look into the possibility of joining forces with other groups for our conventions, but remain autonomous. “Extend the hand of friendship” was suggested. A lot of discussion followed and action to be taken at a later date and only when necessary.

1032

Second Vice Presidents Report: Captain West was sorry he missed the original vote to raise the dues. He did have another chance at membership meeting.

Vicki, Captain’s Fortier, and Kirschner will attend the Senior’s AGM meeting in Fort Myers, FL in April. Captain Kirschner suggested the possibility of a TARPABOD meeting at the same time since a lot of BOD members will be in FL at that time. Captain Fortier wants all BOD members to advise him of a good time for the Spring BOD meeting

He would like to see the old TWA pilots flying with American Airlines to come back to TARPA when they retire. Stay in contact with them through the web page. He suggested contacting the MKC ROMEO’S again and more contact with AA Gray Eagles, but keep TARPA separate from all other entities, as he would like to see TARPA still here when he is 85. He mentioned that “TARPA Topics” is the glue that holds us together.

1046 Break.

1056

Secretary/Treasurer’s Report: Captain Madigan reported that we did not break even on this convention/cruise due to many last minute cancellations plus a big loss from Community America Credit Union’s normal $3500 donation to support our conventions was not forthcoming. Due too many changes in their management it was decided not to fund our kind of functions anymore. CAMCU did not have the courtesy to advise Vicki until the last minute. Captain Fortier wrote a strong letter of protest to CAMCU. Our loss was $3610. We had negotiated 1 free stateroom for every 10 signups and ended up approximately $8000 less due to a shortfall in attendance. He suggested an offset fee in future sign up fees. To help save money Vicki suggested that left over Champagne bottles be donated to the Lady’s luncheon.

1110

Captain Madigan sent out 248 requests for address to honorary members. 106 and six were returned to keep Topics and were sent out. 8 out 10 love the publication. A charge of $10 for each copy was discussed for the honorees. Discuss at the membership meeting charging widows for topics. Captain Wilder suggested that the Widows be Grandfathered in and pursue contacting Captain Fred Arenas to see about funds out of the Widows fund. Captain Gratz is going to contact fund chairmen Capt. Fred Arenas and see if that would possible.

1121 Senior Director’s report: Captain Sherman brought up the subject of past TARPA

historian Captain Ed Betts TWA memorabilia and was located at the CR Smith American PAGE ... TARPA TOPICS

Airline museum, Fort Worth, Texas. During the rotation at the museum some of the items were missing. The museum is now closed. The museum at UMKC may want it all and Save-A-Connie did not want any of it.

Captain Sherman suggested contacting CR Smith museum and seeing if the TWA items were cataloged. Captain Gratz thought there is no way that that had been done.

1134

Editor’s report: Captain Gratz stated that the November issue has been printed already covering the 2008 convention in Nashville, Tennessee with the dues envelopes included. Captain Gratz introduced Captain Jeff Hill as an associate Editor of Topics and take over as Editor eventually. The BOD thanked them both for a great working relationship and fine work on Topics. Captain Hill will be a non-voting member.

1142

Hospitality Chairperson’s Report: Captain Bob Dedman met with the ships director and was told that TARPA was being charged $10 a person per cocktail hour. It was decided to have many of the drinks to be regular drinks, i.e. martinis, scotch & water, etc. Fuffoo drinks take to much time but can be special ordered. Vicki took the drink orders and will meet with the ship director.

1148

Captain Dedman stated that Norfolk, VA has a new cruise ship terminal and thinks a fall leaf-change-cruise might be possible. He has contacted Royal Crib and they may put on more cruises and maybe 8 days in length depending on attendance. Pricing to be announced spring of 2008. Vicki stated that hopefully by that time the credit card charge will be dropped. A motion was made by Captain West for Captain Dedman and Vicki to explore a color cruise for the 2009 TARPA convention. 2nd by Captain Kirschner.

A motion was made by Captain West for Captain’s Sherman and Gratz to check as to where all the items are. 2nd by Captain Kirschner.

1158 Past President report: Captain Wilder attended the Flight 800 Memorial and is in

contact with the president of the” Families of Flight 800.” After the Memorial was built

the county with drew its funding for maintenance which costs $50k to $60K a year.

The TWA Seniors and Silver Wings are exploring funding. “The Families of Flight 800” are looking for a trust fund of 2 million dollars sometime in the future. It is a 501C3 organization. Captain Wilder wrote an article for TARPA will get involved also and will put out the information at the General Business Meeting. Follow up to be done on TWA Crew.com.

1207

Old Business: Captain Fortier suggested that a comment session be available to all members after the BOD and General Membership meetings. He suggested RNO for the spring BOD meeting again to save a lot of money. Travel on Tuesday, meeting on Wednesday, return on Thursday.

1215

New Business: Vicki stated that reservations were made for all the BOD members and checks made out to Captain Madigan plus contacting the hotel directly. TARPA convention tours will be in the brochure. The banquet dinner will be held at the Scottish Links Golf Club, with a hospitality room. There will be a slide show during the cocktail party tonight.

PAGE ... TARPA TOPICS

1226 Captain Madigan made a motion to adjourn. 2nd by Captain Kirschner Minutes respectively submitted 23 October, 2007, by First VP Wm. Kirschner

TARPA 2007 MEMBERSHIP BUSINESS MEETING OCT. 19, 2007 The meeting was called to order by President Fortier aboard the Royal Caribbean International cruise ship â&#x20AC;&#x153;Vision of the Seasâ&#x20AC;? at 10:07 AM local time.

Roll called and it was determined a quorum existed.

Senior director Bob Sherman read the names of the seventy five TARPA members that passed away during the previous year.

Minutes of the September 25, 2006 meeting held in San Francisco were read and a motion

by Captain Rufus Mosley, seconded by Captain Ed Madigan to approve the minutes as read.

Passed unanimously.

President Fortier thanked Captain Sherman for reading the list and wished him congratulations on his recent 85th birthday (October 15th). President Fortier then recapped the activities of the previous year including a report on the planning of the 2008 convention in Nashville, TN September 28 to October 3.

A recommendation by the board of directors to amend the by-laws to reduce the number of directors from ten to nine was put forth and adding the Hospitality Chairperson and Past President as voting members. There are currently nine directors as Captain Rockne Dollarhide and Captain Keintz both resigned from the board in the past year. It was also suggested that we delete a reference to life insurance coverage that no longer exists. A motion to accept these recommendations was made by Captain Al Mundo, seconded by Captain Ed Colling. Passed unanimously.

After a lengthy discussion of our declining membership and rising costs, a proposal by the board of directors to raise member dues from $40 to $50 for regular members and from $30 to $40 for eagle members and subscribers. A motion to approve this increase was made by Captain Rufus Mosley, seconded by Captain Gene Richards. Passed unanimously.

The importance of widows contacting American Airlines benefits after the death of their husband was stressed as there is likely a death benefit payable.

1st Vice President: Bill Kirschner asked members to contact their retired TWA pilot friends that are not TARPA members and urge them to join.

Secretary/Treasurer: Ed Madigan reported an end of year 2006 balance of $49,671. His estimate of 2008 income (with the above noted dues increase) is $53,488. The end of 2007 balance will be approximately $30K. Captain Madigan reported that of 248 post cards sent to honorary members (mostly widows) to ask if they wished to continue receiving the Tarpa Topics magazine, only 106 were returned.

PAGE 10 ... TARPA TOPICS

Senior Director: Captain Bob Sherman reported that our oldest living member is Captain Rudy Truesdale, 101. Second oldest is Captain Joe Grant who will soon turn 100. The member that joined TWA at the earliest age is Captain Bill Kirschner who started in ramp service at age seventeen. Captain Kirschner corrected the age seventeen to twenty four because of a TWA data base mistake with Captain Sherman. He was actually hired in Fleet Service at LAX, 9 September, 1960, became a mechanic in December of that year and was hired as a Pilot/ Engineer 18 November, 1963.

Topics Editor: Captain John Gratz introduced Captain Jeff Hill, Sr. (current Grapevine editor) as the new associate editor of Tarpa Topics and stated his desire to retire as editor in a year or so.

Hospitality Chairman: Bob Dedman mentioned how good the rooms were on board the ship, the good relations between him and the ships director, and the beautiful TARPA ice carving. It was the second one as the first one melted. The second one was frozen after each TARPA function.

He brought up the subject of Nashville and that hospitality room. He, Didi Young, Leslie Locke will be tending bar and we can supply our own liquor. There will be a tip jar and suggested five dollars a day per person to help cover costs. The bar tenders get none of that money. It is all given back to TARPA. Past President: Charlie Wilder reported that County funding of the care and maintenance of the TWA Flight 800 memorial on Long Island has been withdrawn. A group of friends and relatives of FLT 800 victims is soliciting our help in funding an endowment to provide perpetual care of the memorial. Checks should be made payable to “Families of TWA Flight 800 Association.

Convention Planner, Vicki McGowen briefed us on the plans for the Nashville convention and showed a video on our convention hotel, the Gaylord Opryland Resort and Convention Center.

For 2009, an East Coast Fall colors cruise from Norfolk to Halifax is under consideration.

Election of Officers: Captain Al Mundo presented the slate for the next election of officers.

President Guy Fortier, First VP, Bill Kirschner, 2nd VP, Dusty West, Sec. Treasure, Ed Madigan, Topics Editor, John Gratz, Senior Director, Bob Sherman, Web Master, Jack Irwin, Dir. Hospitality, Bob Dedman, Past-President, Charlie Wilder. All are voting members. The slate was voted on and passed unanimously.

During the comments from the membership Captain Tom Smith suggested a TARPA name change by including a “W” between TA of the TARPA name making it TWARPA or TWARP to make us more identifiable with the airline. There was considerable discussion on altering the TARPA name to include TWA. (The original name was “The Active Retired Pilots Association” and was changed at the Boston convention as is reflected on the current “Topics” masthead as “TWA Active Retired Pilots Association”) President Fortier suggested the interested parties draft an article for Topics in which to put their case before the membership.

A motion to adjourn by Dick Escola, seconded by Sam Rumsford and was passed unanimously at 12:55 PM Meeting minutes respectively submitted 23 October, 2007 by First VP Bill Kirschner PAGE 11 ... TARPA TOPICS

TARPA By-Law Changes 2007 Convention Article 111, Sec 5 Present: Annual dues for REGULAR and ASSOCIATE members shall be established annually by a five seventh majority vote of the Board of Directors. There will be no dues for HONORARY members. Dues will be payable January 1st for that calendar year. (1999) Discussion: The five seventh majority vote presents a problem in that all voting members do not have to be considered.

Proposal: Annual dues for REGULAR members shall be established annually by a simple majority vote of the Board of Directors. There will be no dues for HONORARY members. Dues will be payable January 1st for that calendar year. (2007) Article V Sec 1 Present: The Board of Directors shall consist of ten (10) members, i.e., the members of the Executive Committee, two (2) non-Officer Directors, the TARPA Topics Editor, and the Webmaster and the Hospitality Chairperson. The immediate past President shall be a non-voting member of the Board of Directors.

(1994) (1996/1997) (2002) (2006) Discussion: The two non-Officer Directors (Dollarhide & Kientz) have submitted their resignations to President Guy Fortier. That leaves seven voting members presently on the Board.

Proposal: The Board of Directors shall consist of nine (9) members. i.e., the members of the Executive Committee, the TARPA Topics Editor, the Webmaster, the Hospitality Chairperson and the immediate Past President. All members of the Board will have an equal vote. (2007) TARPA Policy: Present: DUES 1. Annual dues for REGULAR and ASSOCIATE members shall be $40.00 per calendar year except that annual dues for EAGLES and SUBSCRIBERS shall be $30.00. New members joining prior to September shall pay full dues. New members joining September and later shall be credited for the following year. (2000) Discussion: The Board voted to increase the Dues via e-mail in September 2007.

Change: DUES 1. Annual dues for REGULAR members shall be $50.00 per calendar year except that annual dues for EAGLES and SUBSCRIBERS shall be $40.00. New members joining prior to September shall pay full dues. New members joining September and later shall be credited for the following year. (2007) Present: INSURANCE Any Member desiring insurance sponsored by TARPA must be a Member in good standing to receive and retain such insurance. (1987) Discussion: There is no longer any insurance available through TARPA. Proposal: Delete TARPA policy regarding Insurance.

PAGE 12 ... TARPA TOPICS

Nashville in ’08!

9/29 ~ 10/02

We are excited to announce the 2008 TARPA Convention will be held in “Music City” Nashville, Tennessee.

For our headquarters hotel, we have selected the finest property in the Nashville area, “The Gaylord Opryland Resort & Convention Center”.

Located next to the world famous “Grand Ole Opry”, this nine-acre complex is comprised of three unique, glorious atriums; The Garden Conservatory, the Cascades with waterfalls, tropical flowers and Caribbean greenery, and the Delta with the rhythm and fun of a New Orleans style town.

Our special TARPA rate at the hotel will be $135.00 per night for single or double occupancy. There is an additional resort fee of $15.00 per room, per night that includes complimentary local and 800 phone calls, high speed internet access, complimentary use of the fitness center, a USA Today delivered to your room, 2 bottles of water per day and scheduled resort transportation. You may call 1.866.972.6779 for reservations. Be sure and mention the TARPA group (code X-TWA) for our special rate.

The hotel is within walking distance of the Opry Mills Shopping Complex, with over 200 discount and specialty retailers, numerous worldclass restaurants and just 10 minutes from the Nashville Airport.

PAGE 13 ... TARPA TOPICS

Nashville 2008 Optional Tours •

Country Music Hall of Fame, including a visit to downtown Nashville for our opening reception.

•

The Hermitage: President Andrew Jackson’s’ Home with lunch at the Cabin by the Spring

•

An evening at the Grand Ole Opry

•

Cruising aboard the General Jackson Showboat

•

Ladies Luncheon at the Belle Meade Plantation

•

Tour and Barbecue lunch at Jack Daniels Distillery

•

Dinner at the Gaylord Springs Golf Resort

For further information visit: www.gaylordhotels.com Also you may contact Ed or Vicki as listed below:

Ed Madigan Treasurer, TARPA edmadigan@mac.com

Vicki McGowen McGowen Marketing vickimcgowen@charter.net

(THE FOLLOWING PAGES DETAIL THE OPTIONAL TOURS LISTED ABOVE)

PAGE 14 ... TARPA TOPICS

2008 Conventio n Nashville, TN Tour Information Monday, Sept ember 29, 2008 Ladies Welco me Luncheo n Belle Meade Plantation, Nashville

10: 00AM – 1:30PM This beautiful, historic mansion and horse farm was founded in 1807 by John Harding.

We will visit the home where the bloodlines of Sea Biscuit, Funny Cide, Smarty Joes and Barbarro began. You can explore the 1853 Greek Revival mansion, meticulously preserved in the 19 century era, the original log cabin, 1890’s Carriage House and stables, and a replica slave quarters.

The TARPA Ladies Luncheon will be held in the beautiful plantation gardens just outside the mansion. The menu will include mimosas, a chicken salad sampler plate luncheon complete with fresh fruit, herbed biscuits, lemon squares and brownies for dessert. The tour includes deluxe motor coach transportation, admission and guided tour, the delectable luncheon and mimosas.

You’ll have a chance to visit their fabulous museum store filled with unique southern gifts and food items. Don’t forget to bring a gift to share at the luncheon (valued at $15.00).

Tour cost: $52.00 th

Welcome to Nashville Country Music Hall of Fame Museum Entrance & Opening Reception 3:00PM – 9:00PM Do more than hear the music. See it. Live it. Experience it. The Country Music Hall of Fame isn’t just a museum; it’s an experience and is an exciting and entertaining destination in Nashville with something for everyone. You can hear rare recordings of the country’s legendary performers and see behind-the-scenes films by today’s stars, along with stage costumes, instruments and other personal treasures from country music’s past and present.

The award winning architecture alone is fascinating. Ebony piano keys, the fin of a Cadillac from the 1950’s, and a radio town, are all built into the unique design of the Hall of Fame. This 37 million dollar facility is a beautiful tribute to county music and the city of Nashville. Price includes the Celebrity Audio Tour that adds a whole new dimension to your visit. Celebrities guide and entertain you throughout the three floors of exhibits.

After our two hour visit to the museum we will be transported a few blocks to Honky Tonk Row in downtown Nashville. We will have our welcome reception including hosted bar and hors d’oeuvres at an authentic saloon on Broadway. At 8:30pm the motor coaches will begin our return trip to the Gaylord Opryland Hotel. If you like you can stay downtown and return on your own to the hotel by taxi after a night of fun and excitement in the City of Music.

Tour Price: $75.00 PAGE 15 ... TARPA TOPICS

Tuesday, Se ptember 30, 2008 The He rmitage – Home of Pre side nt Andrew Jack son Tour and Luncheon 10:00AM – 3:30PM th

Experience an American Adventure at the home of our 7 President, Andrew Jackson.

Before he was President, he was known as the Hero of New Orleans, the brightest star to emerge from the war of 1812. “Old Hickory” as he was called (because he was tough as hickory), built the Hermitage as a warm and welcoming home for his family. Guides in period costumes welcome guests to this grand 1837 mansion. An all new 90-minute audio tour will be provided to take you through the many highlights of the plantation, including great stories on his rise to political fame, explanation of the numerous historic structures and the Jacksonian Era. Experience being a slave on this 1120-acre farm and visit the tomb of President Jackson and his wife. Lunch will be served at the Cabin by the Spring and will include a southern style buffet including choice of two entrées, vegetable, salad, homemade dessert and beverage. The tour begins with a short drive to the Hermitage in a deluxe motor coach and includes a 16-minute introduction video of President Jackson’s history, a guide to the museum gallery, the mansion tour and exploration of the grounds and other historic buildings and our private luncheon. Handicapped accessibility is available throughout the grounds except the second floor of the mansion.

Tour price: $48.00 per person

The Grand Ole Opry Concert 7:00PM–9:30PM What began, as a simple radio broadcast in 1925 is today a live-entertainment phenomenon dedicated to honoring country music’s rich history and dynamic presence with a mix of country legends and contemporary chart-stoppers. Catch country music’s new stars, superstars and legends all on the same stage performing live. The Opry house is within walking distance of the Gaylord Opryland Hotel. Please plan on meeting the group in the Delta Atrium Lobby by 6:40pm for the short walk to the Opry house. We will be escorted to our reserved section. Plan on having dinner on your own prior to the performance. There is “stadium” food and beverages available for sale at the concert hall (beer, wine, popcorn, etc.)

Tour price: $41.00

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Wedne sday, O ctober 1, 2008 Jack Daniels Distiller y Lynchburg, TN 9:00AM – 4:00PM Truly one of the highlights of our trip to Tennessee will be our visit to the Jack Daniels Distillery. Established in the 1830’s it is the oldest registered distillery in the United States and is on the National Register of Historic Places. The distillery is the maker of the world-famous Jack Daniel’s Old No. 7 Tennessee Whiskey, Gentleman Jack Rare Tennessee Whiskey, and Jack Daniel’s Single Barrel Tennessee Whiskey. The day will include the 90-minute scenic ride to Lynchburg aboard a deluxe motor coach, guided tour of the Jack Daniel Distillery, Family of Brands tasting, and a special Southern Barbeque luncheon on BBQ Hill overlooking the beautiful Tennessee valley. The luncheon includes a tasting bar with Jack Daniels Tennessee Whiskey, Lynchburg Lemonade, iced tea and coffee (all you can eat and drink!). There will be an opportunity for the buses to make a 45 minute stop in historic Lynchburg Town Square for shopping and experiencing rural Tennessee.

Tour price: $68.00

Thursday, October 2, 2008 General Jackson’s River Boat Cruise Cumberland River, Nashville, TN 11:30AM - 2:00PM The world’s grandest showboat offers delicious meals and world-class entertainment, while cruising the majestic Cumberland River. We will have reserved seating in the dinner showroom while traveling 14 miles to downtown and back. The buffet luncheon is followed by a spectacular country music, comedy, and all round fun family show. The ship is 300 feet long including the gang plank, has a 36 ton Paddlewheel, three decks and can accommodate 1,200 passengers. The departure pier is on the Gaylord property, but located on the other side of the shopping mall.

Transportation will be provided to and from the pier. The tour includes transportation, luncheon cruise, entertainment, all taxes and gratuities.

Tour price: $68.00

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Banquet Dinner Gaylord Spri ngs Golf Link s Gaylord Ente rtainment Complex 6:00PMâ&#x20AC;&#x201C; 10:00PM Join us for a truly spectacular evening at the ballroom overlooking the Scottish Links Golf Course at Gaylord Springs. Windows line the reception and dining area overlooking the 18 hole with lush foliage and scenic limestone bluffs. There is an outside verandah for our farewell reception. Dinner and dancing will be the highlight of the evening. We will feast on Georgia Pecan Crusted Chicken served with orange and peach chutney glaze, roasted vegetables, cheddar cheese mashed potatoes, fresh green salad, New York Cheesecake, home baked bread, hosted wine on each table, coffee or tea. A no host bar will be available for our reception and will continue through dinner for cocktails and beer.

Dinner price: $80.00 th

ATTEN TION GOLFERS! Gaylord Springs and numerous other award winning golf courses are available to play during our visit to Nashville. If youâ&#x20AC;&#x2122;d like to put together a foursome, check out the options at: www. Thegolfcourses.net/golfcourses/tn/Nashville.htm

Questions? Contact our meeting planner: Vicki McGowen 775-849-1377 vickimcgowen@charter.net OR the TARPA Treasurer: Ed Madigan 775-831-1265 edmadigan@mac.com

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Schedule for T ARPA 2008 Conv enti on Nashville, TN Date Depart

Return

Event

SUNDAY, SEPTEMBER 28, 2008 Early Arrival 1400 1600 Board Meeting 1800 Board of Directors Cocktails & Dinner MONDAY, SEPTEMBER 29, 2008 0900 1330 Registration Open 1000 1330 Ladies Luncheon – Belle Meade Plantation 1500 2100 Country Music Hall of Fame Welcome Reception, Downtown TUESDAY, SEPTEMBER 30, 2008 0800 1000 Registration Open 1000 1500 The Hermitage – Home of President Andrew Jackson Includes audio tour, mansion tour and lunch on site 1630 1730 Hospitality Suite Open Dinner on Own 1900 2130 Grand Ole Opry – Group Seating Meet @ Delta Lobby at 6:40pm WEDNESDAY, OCTOBER 1, 2008 0900 1600 Jack Daniels Distillery Tour, Lynchburg TN Barbecue luncheon 1600 1800 Hospitality Open Evening Dinner on Own THURSDAY, 0900 0830 1130 1600 1730 1800 1900

OCTOBER 2, 2008 1100 Registration Open 1000 General Membership Meeting 1400 General Jackson’s River Boat Cruise 1730 Hospitality Open Boarding begins for transfer to Golf Course 1900 Farewell Reception – Cash Bar 2200 Banquet Dinner, wine and entertainment Gaylord Springs Golf Links Club House

Welcome packets and registration materials will be available in the Hospitality Suite if Registration Desk is closed. ***Schedule could have slight changes during the 2008 Convention. Please consult your onsite registration schedule for updates and current information*** PAGE 19 ... TARPA TOPICS

Please submit registration form with payment to: TARPA Convention 2008 Attn: Captain Ed Madigan P.O. Box 3565 Incline Village, NV 89450

GAYLORD OPRYLAND HOTEL, NASHVILLE For Hotel Reservations call the Gaylord Opryland Resort: 1.866.972.6779 request rooms in the TARPA ( X-TWA) block at a special group rate of $135.00 per night, plus a resort fee of $15.00 per night and applicable room tax NOTE: The original rate was quoted at $140.00 with a $10.00 resort fee, these prices have been adjusted to meet the hotels new resort fee policy.

We have negotiated a $25.00/person roundtrip airport transfer fee. Identify yourself to the Gaylord Opryland bus driver as a TARPA member

Remember yo u must pay your T ARPA annua l dues in o rder to attend t he 2008 Co nventio n. These dues fo r T ARP A members qualify their spo us es a s members. All guests must reg ist er.

Send yo ur dues in toda y!

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Nashville, TN September 29 – October 2, 2008 Convention Registration Form Last Name_____________________________________First*___________________________ Spouse/Other___________________________________First*___________________________

n r u t

Address______________________________________________________________________

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

Self

Spouse/Other

Total

All Attendees Must Register TARPA MEMBERS Fee $60.00

$________

$__________

$_________

GUESTS

$________

$__________

$_________

e R

Fee $80.00

OPTIONAL TOURS (See attached pages for complete descriptions)

Ladies Luncheon

Fee $ 52.00 $________

$__________

$_________

Country Music Hall of Fame And Welcome Reception

Fee $75.00

$________

$__________

$_________

The Hermitage Plantation Andrew Jackson & Lunch

Fee $52.00

$________

$__________

$_________

Grand Ole Opry

Fee $41.00

$________

$__________

$_________

Jack Daniels Distillery Including lunch and hosted bar

Fee $68.00

$________

$__________

$_________

General Jackson’s Showboat Including Lunch and Show

Fee $68.00

$________

$__________

$_________

Final Banquet Dinner Dinner, Dancing & Wine

Fee $80.00

$________

$__________

$_________

Make Checks Payable to “TARPA 2008”

GRAND TOTAL

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$_________

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Nashville, TN September 29 – October 2, 2008 Convention Registration Form Last Name_____________________________________First*___________________________

e v a

Spouse/Other___________________________________First*___________________________ Address______________________________________________________________________

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

S

Self

Spouse/Other

Total

All Attendees Must Register TARPA MEMBERS Fee $60.00

$________

$__________

$_________

GUESTS

$________

$__________

$_________

Fee $80.00

OPTIONAL TOURS (See attached pages for complete descriptions)

Ladies Luncheon

Fee $ 52.00 $________

$__________

$_________

Fee $75.00

$________

$__________

$_________

Fee $52.00

$________

$__________

$_________

Grand Ole Opry

Fee $41.00

$________

$__________

$_________

Jack Daniels Distillery Including lunch and hosted bar

Fee $68.00

$________

$__________

$_________

General Jackson’s Showboat Including Lunch and Show

Fee $68.00

$________

$__________

$_________

Final Banquet Dinner Dinner, Dancing & Wine

Fee $80.00

$________

$__________

$_________

Country Music Hall of Fame And Welcome Reception The Hermitage Plantation Andrew Jackson & Lunch

Make Checks Payable to “TARPA 2008”

GRAND TOTAL

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$_________

Parthenon in Nashville by John Gratz Those of us who had the chance to visit the Acropolis while flying to Athens will be amazed to see the Parthenon in Nashville, described below. It is not included in the official Convention Tours, but those who have automobiles there may enjoy visiting this most unusual Museum.

Nashville’s moniker, the Athens of the South influenced the choice of the building as the centerpiece of the 1897 fair. A number of buildings at the Exposition were based on ancient originals. However, the Parthenon was the only one to have been conceived as an exact reproduction. It was also the only one to have been preserved. Originally built of plaster, wood, and brick, it was rebuilt in the 1920s on the same foundations, but with concrete.

Today, the Parthenon, which functions as an art museum, stands as the centerpiece of Centennial Park, a large public park just west of downtown Nashville. Alan LeQuire’s 1990 re-creation of the Athena Parthenos statue is the focus of the Parthenon just as it was in ancient Greece.

The building is a full-scale replica of the Athenian original; and the statue of Athena Parthenos within is a reconstruction of the long lost original to careful scholarly standards: she is cuirassed and helmeted, carries a shield on her left arm and a small statue of Victory in her right palm, and stands 42 feet high, gilt with more than eight pounds of gold leaf; an equally colossal serpent rears its head between her and her shield. Since the building is complete and its decorations were polychromed (painted in colors) as close to the presumed original as possible, it is arguably a better representation of what the Athenians would have seen than is the current ruin of the Parthenon on the Acropolis of Athens.

This replica of the original Parthenon in Athens serves as a monument to what is considered the pinnacle of classical architecture. The plaster replicas of the Parthenon Marbles found in the Naos (the east room of the main hall) are direct casts of the original sculptures which adorned the pediments of the Athenian Parthenon, dating back to 438 BC. The originals of these fragments are housed in the British Museum in London.

As an art museum, the Parthenon’s permanent collection is a group of 63 paintings by 19th and 20th century American artists donated by James M. Cowan. Additional gallery spaces provide a venue for a variety of temporary shows and exhibits.

In the summertime, local theatre productions use the building as a backdrop for classic Greek plays such as Euripides’ Medea and Sophocles’ Antigone, performing (usually for free) on the steps of the Parthenon. Other performances, such as Mary Zimmerman’s Metamorphoses, have been done inside, at the foot of Athena’s statue. The Parthenon served as the location for the political rally in the climactic scene of Robert Altman’s 1975 film (Nashville).

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FLYING THE L-1649 in 1964 – 65

By Rick Bennett Seeing the picture of the L-1649 Connie on the cover of the November issue of Tarpa Topics certainly brought back memories.

The L-1649 was a grand airplane in its day, but for those of us who were hired as first officers in 1964, that grand old airplane had already been assigned to K.P. duty. It must have been a heart-breaking experience for the senior captains to see the L-1649 flying night cargo. A new hire F/O in MKC could easily qualify on the L-1649 because it meant flying mostly night cargo. What the heck. We were new hires, and we were ready to charge.

As I recall, the L-1649 transition was a short “differences” school followed by one training flight. There were differences in the systems between the 749/1049 and the 1649, but the big difference was the wing. Take a close look at the pictures--the L-1649 wing is not a traditional Connie wing. I recall that I really liked flying the plane. Most of what I remember about the L-1649 are those insignificant things where you wonder why you even remember at all. For example, the L1649 flap settings were 0, 80 and 100, whereas the 749/1049 had 0, 60, 80 and 100. Why do we remember insignificant things like that after 40 years?

The L-1649 in 1964 was relegated mostly to cargo flights between MKC and JFK/EWR with intermediate stops. Two of the affectionate names were “trash hauler” and “moon balloon”. Occasionally, we would get a charter flight with real people on board. When the L-1649 was in the cargo configuration, it could carry 3 jet engines. The best thing a junior F/O could get on reserve was an enginecarrier flight from MKC to the west coast. My log book shows a flight on 1-24-65 with Captain Al Gettings from MKC to LAX. The flight time was only 7:25. Also, the flight was during the daytime, and that was very unusual for a cargo pilot. My log book shows another engine-carrier flight later that year from MCI to SFO with Captain Frank Fitzgibbon. That flight only took 6:15. We must have been flying fast.

The best thing about the L-1649 was that the captain could let the F/O fly from the LEFT SEAT. Wow, What a thrill. I don’t know exactly when that policy changed, but in 1964-65, it was legal. Can you imagine? My classmates and I were still new hires on probation, and some of us were barely old enough to shave, and there we were flying the L-1649 from the left seat. Not all of the captains would allow that, but many of them did, and it was an invaluable experience----to say nothing about an ego trip. My first “for real” engine failure was on a L-1649 cargo flight on 5-12-65 from MKC to STL As luck would have it, I was flying with a captain who let the F/O fly from the left seat, and it was my leg. After we secured the engine, I was certain that he would want to fly the rest

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of the leg. I must have asked if he wanted to take the plane, and his answer was something like “Heck, no. It is your leg”. You can’t buy a memory like that. Somehow, we landed successfully in STL. Many of us have stories about the first time we got our feet wet, and those are memories that will last forever.

On another dark night, we were on a L-1649 cargo flight from EWR to PHL. Luckily, it was a short flight. I was flying again from the left seat, and when the captain said “rotate”, I tried to rotate, and then, I tried harder to rotate. The elevator was free, but it was very heavy, and the nose was not responding. We were well past V2 and way down the runway before the plane finally became airborne. I can’t recall exactly what was said during the flight, but on the approach into PHL, once again, the plane responded very poorly in pitch. Let’s just say it was a very nose-heavy landing. Something was obviously very wrong.

To make a long story short, after several hours of trouble-shooting in the middle of the night, they found 10,000 pounds of cargo in the forward zones that had not been counted. (Connie cargo was placed into zones on open pallets and covered with nets). Fortunately, weight and balance problems were rare, but those are a few of the memories of flying the L-1649 cargo flights in 1964-65.

Most of my classmates (and me too) were anxious to transition to the jets as soon as we could. The jets were bright and shiny. They didn’t shake and vibrate all the time, and you wouldn’t get oil-droppings all over your hat and shirt. The jets were modern, and we knew they were the future. Isn’t it funny how things change? I think most of us today would give our right arm to fly a Connie again.

We have so many wonderful memories that are fading away. My personal thanks to everyone who writes to Tarpa Topics so we can preserve those memories….

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3 Rare Airliners From ’50s Sold

Published: 12/19/07, 4:05 PM EDT

PORTLAND, Maine (AP) - Three historic piston-engined airliners, among the last built before the jet engine changed commercial aviation, have been bought by a division of the German airline Lufthansa for a total of $748,000.

Maurice Roundy had been trying for years to make at least one of the Lockheed Constellation Starliners airworthy again, but the planes were sold Tuesday as part of a bankruptcy auction.

Hundreds of four-engine Constellations, known affectionately as the “Connie,” were produced by Lockheed starting in World War II. Roundy’s planes were among 44 L-1649A Super Constellation Starliners built in 1957. The only other one still intact is in a museum in Johannesburg, South Africa.

Lufthansa was an original owner of one of Roundy’s planes and the other two had been luxury airliners for TWA. “This was the last big piston-powered airliner,” said Al Caruso, chief operating officer for Portlandbased Maine Aviation Corp. “It was fast, almost 300 miles an hour. For the time, it was very advanced.”

However, Connies and other piston-powered airliners were outmoded within a few years when the jet engine became the standard for commercial flight. Most Starliners were scrapped, and the three that Roundy owned had been converted into freighters and abandoned before he found them.

Roundy kept two of the Starliners, with 150-foot wingspans, on his property next to the Auburn airport. He kept the third at the Fantasy of Flight Museum in Polk City, Fla. A Lufthansa spokeswoman, Jennifer Urbaniak, said the buyer is a Berlin-based foundation within Lufthansa’s aviation group.

“They essentially seek to preserve and restore and operate older aircraft from the Lufthansa fleet,” said Urbaniak. She didn’t know what specific plans the foundation has for the Starliners.

Roundy: http://www.starliner.net/ Constellations: http://www.conniesurvivors.com/

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LARRY TOBIN’S STEARMAN Via e-mail: <ltobin253@comcast.net>

“…Great issue of topics, one of the best I have seen. Enclosed (are) some pictures of my 1927 Stearman C3B. This is the 4th Stearman built and the oldest surviving. It will fly in spring of ‘08. In fall of ‘08 I will take it to New York along with a Boeing 40 airliner built in Spokane by a friend, and we will fly the CAM 18 airmail route from NY to SFO. …Thanks, Larry Tobin”

Cockpit and instrument panel – with the flight instruments grouped in the standard “T” of the days of needle, ball and alcohol.

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TWA REUNION AT

On Saturday, August 25th, 284 of our fellow TWAers assembled at the Old Rhinebeck Aerodrome in Rhinebeck, NY, for a reunion. There were people from most employee groups, and fortunately we all wore nametags. As my favorite wag, Capt. Gary Guilford said, "he didn't know we could gather so many of our grandfathers for a picture!"

By Hugh Schoelzel

The Aerodrome, which has perhaps the world's largest collection of flying pioneer and WW-I airplanes, offered us biplane rides and a fabulous airshow. That gave a nice background drop to our guessing game; "Did I ever tell you about the time I was in Paris with captain, ah, er, what's-his-name?"

Or, "I remember what's-her-name when she . . . !"

After the show we gathered in the Ryan hangar for fabulous food and libation provided by our attendees. Thank goodness we didn't have to depend on the pilot group, or we'd have had cold day old airline-discounted KFC chicken fingers. In our early days we left these reunions in the wee hours, but for reasons we'd rather not discuss, most of us were partied out by dark.

This event never would have occurred without the planning done by Capt. Rick Kisling and his wife Joy. They tirelessly made sure every detail was perfect, from the raffle of TWA paraphernalia to publicity. We don't want this event to become routine or stale, so will probably alternate every other year or so with other TWA regional venues.

Hint - There might be a "lobsta" bake in Maine in 2008. (See group photos next page â&#x20AC;&#x201C; Ed)

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FLIGHT OF FANTASY OR, SOME DUMB FUN

It is well known that a number of TWA pilots did not want to retire at age 60. Well, here is our chance to fly until age 70. Or, maybe, 80. How about 90? Let us explain.

A recent e-mail circulating among TWA buddies told the story of a “flight of fantasy”. It was a pilot’s perspective of a B-707 flight from LGA (yes, LGA) to ORLY. That description by itself is enough to show that there were numerous factual errors in the story. Do you recall any 707’s departing from LGA bound for Paris (or anywhere else)?

And that was just the beginning of the errors. Nevertheless, the story was interesting. If you want to see it, go to <www.flightsim.com> and enter “TWA Flight 806” in the search window at the bottom of the page. See how many errors you can find, there are at least a dozen, but the computer generated graphics are cool, if not accurate – 707 and Air France Airbus meet at an intersection? Did TWA 707s ever wear this particular paint scheme?

Here is the big surprise. TWA still exists – in “virtual” form. Just for fun, go to <www.google.com>. Type “virtual airlines” in the box, and hit the “enter” key. You will find that there are dozens of airlines in “virtual” form, including “virtual Trans World Airlines”.

Check the detail comparing Lat/Long position and altitude with the background

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The flights on “virtual TWA” are flown with the Microsoft Flight Simulator program on any PC. The basic program comes with a nice assortment of airplanes, big and small, jets and props, modern and old. Almost any kind of airplane can be added to the basic program, including everything that we ever flew for TWA. As if that is not enough, there is another add-on program that can apply the “colors” of any airline to any kind of airplane. Hey, look, there goes a TWA DC-10. And there’s a United L-1101. Is that crazy, or what? There are always extremes in every hobby.

Some pilots responding to the “flight of fantasy” e-mail showed some disdain for the fact that our beloved airline has become a “game” for simulator hobbyists (“wannabe” airline pilots). Nevertheless, what is, is. The pictures from the “flight of fantasy” are almost certainly “stop images” from the Microsoft Flight Simulator program, and for those who were wondering, it’s likely that the story was created on “virtual TWA”.

The best comment received said, “I have no desire to fly any simulator, unless somebody wants to pays me $150 an hour to do so – and then I would.”

Thanks to Rick Bennett who supplied most of the information for this article–Ed)

Computer generated images (CGI) from the www.flightsim.com website

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Flown West

IN MEMORY OF CAPTAIN ROBERT W. PARKER JUNE 5, 1925 OCTOBER 16, 2007 Robert “Ace” Parker died October 17, 2007 in Social Circle, Georgia after a long battle with cancer.

Bob was a retired Lieutenant Commander with the U. S. Navy having served twentytwo years. He served in World War II and in the Korean conflict.

Bob flew for TWA thirty years before retiring in 1985. He was a Mason for sixty years, a member of the Quiet Birdmen, sang in the Social Circle United Methodist Chancel Choir and was a member of the Barbershop Quartet, “Southern Crescent Chorus.”

Bob truly enjoyed life and everyone who knew him will remember his warm and kind nature and his love for his family. He is survived by his wife Deane B. Parker, four children, seven grandchildren and two great-grandchildren survive Bob. He will be missed.

by Deane B. Parker PAGE 41 ... TARPA TOPICS

IN MEMORY OF WILLIAM WAYNE BURGNER JANUARY 7, 1921 OCTOBER 17, 2007 Captain William Wayne Burgner passed away October 17, 2007 in Lausanne, Switzerland of complications following abdominal surgery William Burgner was born in Peoria, Illinois, January 7th, 1921. Known as Bill to his friends, he attended school in Illinois and Kansas and after graduating from High School in Great Bend, Kansas, attended the University of Kansas. Like some in his generation, college was interrupted by military service. Bill flew for the US Navy during the Second World War, and after the war enjoyed a long career as a Captain for Trans World Airlines. After many years domiciled in San Francisco, Bill transferred to New York International and relocated with his wife and daughters to Lausanne, Switzerland. At the time of his retirement he was enjoying flying TWA’s IntraEuropean routes. Bill loved his airline and was saddened by his forced retirement at age sixty.

He was happiest when with his family or in the cockpit.

Upon retirement in 1981 Bill and his wife Huguette divided their time between homes in Switzerland and the Bahamas.

His wife Huguette, sons Bill Jr. and Robert, daughters Jocelyne and Patricia, grandchildren Christopher, Steve, Edouard, Oliver and Daphne, and great-grandson Isaac survive him.

by Bill Burgner Jr Although I have dreaded the necessity of these words for many years, I knew that the age difference between Captain Bill Burgner and me might be cause for me to deliver them.

Bill was not only in a class by himself he was the definition of class itself. He was the perfect combination of gentleman, pilot, leader and friend to all who have had the privilege of being exposed to him recognized. As many wonderful men and women as I have seen, I cannot think of one as close to faultless as Bill.

Although I could easily deliver the details of many experiences, my times with Bill could only be appreciated by those fortunate enough to have seen him as I have. We are members of a bonded club who wish we could share with others the richness of our exposure to a giant.

Fly well our friend. It’s easy for a natural like you.

Russ Gentry PAGE 42 ... TARPA TOPICS

IN MEMORY OF CAPTAIN STEWART B. GILBERT AUGUST 17, 1921 JUNE 15, 2007 My fatherâ&#x20AC;&#x2122;s association with aviation covered 48 years from his ride in an anchored balloon in 1933 to flying a TWA L-1011 in August 1981.

He was born in Hinsdale, Illinois and spent his summers growing up on a working ranch with an aunt and uncle in West Texas. These summers as a young cowboy helped shape his life. He loved the wide open country and experiencing life without modern conveniences where things were done as they had been done in the past; horse drawn chuck wagons, roundups without the help of corrals, primitive seasonal roads, long hauls to get water in a wagon, and long horse back rides to get the mail. In Hinsdale he graduated from Elgin Academy in 1939 and then went to the Colorado School of Mines.

During the war my father flew 17 bombing missions and then was shot down over enemy territory in Italy. He was captured twice and escaped twice and was missing in action for three months.

He wrote a detailed account of his experiences in an unpublished manuscript. In this book is a chronology of his lifelong involvement with aviation. So, in his own words: 1927 I was 6 years old. A great event had happened! Lindbergh had flown from New York to Paris. I remember the adults talking about this and some said that perhaps airplanes would someday carry passengers across the Atlantic. Others said that dirigibles would be the carrier of the future.

1929 The Graf Zeppelin was completing its flight around the world and flew directly over Hinsdale, Illinois where we lived. A group of us climbed up on a garage roof to get a good view. The Zeppelin flew directly overhead at a very low altitude. It was going about 40 mph and its 790-foot length made quite an impressive sight. It seemed to fill the sky!

1933 The Century of Progress Worldâ&#x20AC;&#x2122;s Fair was being held on the lakefront in Chicago. One of the attractions was a transportation show on an outdoor stage. There were various modes of transportation shown with real trains and with airplanes flying across the stage. Italo Balbo, the famous aviator from Italy, had just arrived with his fleet of flying boats from Italy and had landed in the lake just off shore. He and his pilots for the 24 boats sat next to us in the bleachers and I was able to get his autograph. Before the show started there was a World War I observation balloon PAGE 43 ... TARPA TOPICS

on display and for 25 cents you could ride the basket up to about 600 feet. It was winched up and down with a cable. I took the ride and this was the first time that I had been off the ground. I was quite impressed! During the show the same balloon was launched and some World War I fighters flew by and, as part of the show, shot it down. I guess that it was not a very valuable balloon. Balbo was later to become the Air Minister of the Italian Air Force and was shot down in Libya by his own anti-aircraft. Many years later while flying for TWA I had his son and family on board and we had an interesting visit about all of this.

1935 At the ranch in West Texas a barnstorming pilot landed his airplane in one of the pastures near the house. In exchange for some needed fuel he gave me my first airplane ride. Quite a thrill!

I think it was about a 10-minute ride. Back in Hinsdale, Illinois we had a friend named Forrest Mann who sold Pontiacs. He had a friend named Bob Ellis who had taught him how to fly. Hinsdale had a dirt strip airport and Bob took me up several times and gave me some lessons. Bob was self-taught and never had a license, but that was pretty common then.

1936 By this time I had soloed in Forrest Mann’s J-3 Cub and I took my mother for a ride all around Hinsdale. No license!

1939 Didn’t fly much no money for gas.

1940 While attending Colorado School of Mines I signed up for the Civilian Pilot Training program (CPT) and flew Taylorcrafts at Stapleton Airport in Denver. Stapleton was a dirt field then.

1941 Enlisted in the Army Air Corps the day after Pearl Harbor.

1942 Was assigned to preflight school at Santa Ana, California as an aviation cadet. We were about the second or third class to arrive. Lived in tents, as the barracks were not built yet. It rained almost continuously and we learned to march in the mud. Went to Primary Flight School at King City, CA. Here we flew PT-22s (This was a low wing Ryan with a 165 HP Kinner engine). I found the course fairly easy, but there were many washouts. The instructors were civilians. Basic school was accomplished at Chico, CA where we flew BT-13s, commonly known as Vultee Vibrators. Went to Advanced school at Stockton, CA. Here we flew AT-20s (Avro Ansons), Cessna AT-17s, and Curtis AT-9s. All of these were twin-engine airplanes. We graduated near the end of 1942 and I was assigned to B-26s (Martin Marauders) at Avon Park Bombing Range in Florida.

1943 Instructed in B-26s until about September and then went to torpedo school at Eglin Field, Fla. In between there was a brief stint at MacDill Field at Tampa, Fla. Picked up a new B-26 at Hunter Field, Savannah, Georgia and flew it to North Africa with a co-pilot and radio operator.

The rest of the crew went by surface vessel so that we could carry more fuel. Following is the route taken: West Palm Beach, Fla. to Puerto Rico British Guyana Belem, Brazil Natal, Brazil Ascension Is. Liberia, Africa Marrakech, Morocco and Casablanca, Morocco. Since I was a replacement there was no immediate assignment. Went to Oran and flew Bristol Beaufighters on patrol in the western Mediterranean for a short period. Back to B-26s at Telergma, Algeria and did a little instructing; then to Cagliari, Sardinia with the 310th Bomb Group. Flew the first combat missions from here to targets along the west coast of Italy.

1944 There was a shortage of B-25 pilots at Foggia, Italy and so volunteered to go there with the 321st Bomb Group, 448th Bomb Squadron. From here we bombed targets in northern Italy. Then PAGE 44 ... TARPA TOPICS

the Group moved to Guado (just south of Salerno where the 1943 invasion had taken place). On March 28, 1944, on a mission to bomb a bridge at Perugia, Italy was shot down by anti-aircraft fire, bailed out and was taken prisoner by German infantry. (From this date to June 19, 1944 my father’s activities are covered in his book.dg) After returning to the States in early July, I enjoyed some leave at home and then was assigned to the West Coast Training Command Before starting on this assignment, I was chosen to go on a bond-selling tour and flew a modified B-26 with Hollywood entertainers Frances Langford and Eddie Bracken aboard. At the conclusion of this tour I went to Douglas, Arizona, as a B-25 instructor and was placed in charge of their WASP (Women’s Auxiliary Service Pilots) detachment.

1945 In the Spring I transferred to Luke Field at Phoenix as assistant operations’ officer. This gave me the opportunity to fly the P-38. A beautiful airplane! In September I left the military, having served for exactly the duration of the war.

On October 18, 1945 I was hired by TWA and thus began my 36-year career with TWA. This gave me the opportunity to fly the following airplanes: DC-3s, DC-4s, Boeing 307s, Martin 404s and 202s, Constellations, Convair 880s, Boeing 707s and finally the Lockheed 1011. These were all enjoyable and it was a most satisfying career.

In 1963 my father’s dream of owning his own ranch was realized. My parents bought a ranch near Pagosa Springs, CO and my dad built a small cabin there in between flights. In 1967 we moved from Illinois to Albuquerque and could commute to the ranch more often. My parents spent many happy years raising beautiful paint horses and cattle until my mother, Lois Gilbert, passed away in 1985. In 1986 my father moved to Prescott, Arizona to be near my husband and me. Eventually he remarried and enjoyed 11 years with his wife, Fifi, before she passed away in 2002.

My father had the deepest appreciation for nature and loved to study earth sciences, especially geology. He was an avid reader, especially of history, and always interested in learning new things.

I will miss his inspiring sense of adventure, his never-ending curiosity about everything, his quiet understated humor, and his enormous faith in me. He lived a full life and was truly a part of the spirit of the changing history of the 20th century in America, but most of all, to me, he was a great father and will be deeply missed.

by Diane Gilbert

IN MEMORY OF CAPTAIN ROBERT W. BILLIAN APRIL 20, 1924 - NOVEMBER 18, 2007 Bob died of heart failure November 18, 2007 at the age of 83. He flew B-17 Bombers in World War II, and later flew forty-four missions in the Korean conflict. Bob was with TWA for thirty-two years, and during that time, he flew Connies, 707s and 747s. His generosity to his town, service organizations and his many varied interests will leave many lasting memories.

IN MEMORY OF CLIFFORD HUNTER SEPTEMBER 14, 1923 NOVEMBER 7, 2007 PAGE 45 ... TARPA TOPICS

IN MEMORY OF WILLIAM C. “CHUCK” HASLER July 23, 1923 December 13, 2007 Chuck was born in St. James, Missouri. In 1926, the family moved to San Rafael, California, where he lived most of his life.

His flying career started in 1942 after his graduation from San Rafael High School when he joined the Naval Aviation Cadet program on his 19th birthday. In 1943 he graduated as a USMC 2nd Lieutenant and in 1944 was stationed in the Marshall Islands as a dive-bomber pilot. After the war ended, Chuck was based in China to help with the evacuation of Japanese soldiers back to Japan.

In 1947 Chuck married Pat Irving, thus they celebrated their 60th wedding anniversary in June 2007.

Chuck joined TWA as a co-pilot in 1951 and was based in Chicago for a couple of years before transferring to San Francisco. He returned to Chicago in 1958 and checked out as captain before returning to San Francisco. His last years of flying were spent on the 747 on the Los Angeles London polar flight. He retired from TWA in 1983. During his TWA flying career Chuck flew the DC-3, Martin 404 and 202, Constellations, Convair 880, Lockheed 1011, Boeing 707 and 747.

In his retirement, he and Pat served as TARPA Tours chairmen for 12 years, planning and leading many tours and cruises, including two TARPA convention cruises. Chuck’s gregarious personality made him a natural for this position and he and Pat excelled at making the trips fun for all participants.

Chuck and Pat were also very active in the San Francisco TWA Ambassadors chapter of which Chuck served as Vice President of the Pacific Northwest chapter from 1999 to 2001.

Wife Pat, son Charles and daughter-in-law Becky, daughter Melissa and son-in-law Dave and four grandsons, Kyle and Kirk Hasler and Ted and Charlie Odlin, survive Chuck. Sons Greg and Howie predeceased him.

On a personal note, I miss my good buddy. Chuck and I met when we reported at the TWA training center at 10 Richards Road, Kansas City in 1951. Our flying careers paralleled each other for 32 years and we attended captain checkout and almost every new airplane school together. After retirement, we had many happy times at TARPA and Ambassador events where we relived the fun of our airline flying days, always with a lot of laughs.

Submitted by Ev Green

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IN MEMORY OF CAPTAIN HUGH FRANCIS DECEMBER 3, 1927 OCTOBER 4, 2007 Hugh Francis was born in Grass Valley, California to Joseph and Florence Francis, and he spent his early years in Auburn, California. He graduated from Placer High School in 1945, and then spent three years at the University of California at Berkeley.

Hugh served in the United States Air Force from 1949 through 1955. He was a decorated veteran of the Korean War, serving there in 1950 and 1951, where he flew Lockheed F-80 fighter jet aircraft.

After leaving the Air Force, Hugh joined TWA where his career spanned the years from 1955 to 1984. His last jet aircraft with TWA was the Lockheed L-1011. After his retirement, he and his family moved to Placerville, California. Hugh and his wife Rae celebrated 57 years of marriage in April 2007.

A compassionate, philanthropic and engaging man, Hugh marked his many relationships with laughter, wit and a deep sense of understanding. He was a wonderful and caring husband, father, grandfather and great-grandfather. He brought joy to all who knew him.

Hughâ&#x20AC;&#x2122;s wife Rae, son Ben, daughters Katie and Martha, brother Don, sister Jane; five grandchildren and four great-grandchildren survive him. submitted by Herb Riebeling

IN MEMORY OF CAPTAIN JOHN W. MASKER AUGUST 8, 1931 SEPTEMBER 18, 2007 IN MEMORY OF CAPTAIN BERNARD A. TUCCI OCTOBER 14, 1938 APRIL 13, 2007

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IN MEMORY OF WILLIAM R. CANNON MAY7, 1939 NOVEMBER 22, 2007 Bill Cannon was born May 7,1939 in Brooklyn, New York to William F. Cannon and Bette Firestone Cannon. He was the oldest of four boys, who really challenged their poor mother. His powerful work ethic manifested itself first when he was ten years old and began working for a pharmacist, filling the prescription bottles and delivering the medicines. He attended local public grade schools, Bishop Loughlin High School and graduated from St. John’s University in 1961.

He joined the United States Air Force and went to Officer Training School and Pilot Training. He served for seven years, piloting a KC-135 refueling aircraft, as he referred to it, “passing gas for the US Air Force”. Bill and Ann-Marie were married on September 8, 1963 at St. Mary Help of Christians Catholic Church in Queens, New York. During his time in the Air Force he began his career in fatherhood to Donna, in 1965 and Denise, in 1967. Shortly after leaving the Air Force, he became an Airline Pilot with TWA. He served two terms as a union representative for the Air Line Pilots Association, and was named Flight Engineer of the Year in 1976.

The family settled in Freehold Township, New Jersey where they enjoyed many happy years.

When the heat, humidity, cold and snow got to be too much, Bill and Ann-Marie decided it was time to move to a better climate. They chose Carlsbad, California, where they lived for many years among numerous friends close enough to be called family. Bill was active at St. Elizabeth Seton Catholic Church, including years of service with their Knights of Columbus Counsel. He was a Fourth Degree Knight, a member of the Color Corps, and served two terms as Grand Knight.

As retirees, Bill and Ann-Marie were able to attend many social functions in their area. He loved the beach, local concerts at the park, and the many events at his church that he often co-hosted.

He was a voracious reader and a political junkie. He always maintained an interest in aviation, theology, and anything and everything funny. His many friends from church and from the Carlsbad Newcomer’s Club enriched his life. He considered his life in Carlsbad to be paradise on earth.

Though he was not near his daughters and grandchildren, he was fortunate to be able to visit often and maintain close and loving relationships with all of them. In the spring of 1992, Bill and Ann-Marie were devastated to learn of his prostate cancer. Little did they know at the time that Bill’s incredible strength of will, prayer, and the miracles of modern medicine would bless us all with 15 more years of his presence. His whole life was about laughter, love, and spiritual growth.

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In spite of the cancer, he never gave up on any of those things; if anything, he valued them more.

When his illness finally overwhelmed him during a visit to Georgia, he became unable to return to his beloved Carlsbad. They bought a home in Monroe, where though he greatly missed his California friends, he was able to spend more time with at least one of his daughters, son-in-law and their children. He and Ann-Marie joined St. Anna’s Church. Though his time at St. Anna’s was short, and their visits limited by his illness, they found there a special love and concern from Father Dan Toof and many parishioners. The cancer beast finally won on Thanksgiving Day, 2007. This must have been God’s way of reminding us to be thankful for the many years we were blessed to have Bill in our lives, and for the peaceful way in which he moved on to be with his Lord, finally ending his suffering and filling him with eternal joy.

IN MEMORY OF HARLOW A. WELLMAN MARCH 4, 1927 SEPTEMBER 8, 2007 Al Wellman passed away peacefully and unexpectedly at his home on Merrymaking Lake in New Hampshire. He was born in Jamestown, New York. His parents were Harlow and Grace Wellman.

He graduated from Lakewood, New York High School in 1945. While there he was member of the Junior Aviation Cadets. Since the war was over in Europe, they were no longer training pilots in the Army Air Corps. He wanted to remain in aviation, so he became a mechanic. After the war he graduated from the Pittsburgh Institute of Aeronautics with an A&E License. He worked as a mechanic at the Hershey, Pennsylvania Airport. He also flew as co-pilot and mechanic for the Governor of Pennsylvania. He joined TWA in June of 1956 as a Flight Engineer. He had to take a medical disability in November of 1981, and then an early retirement. Al had loved everything about his job with TWA. After his retirement from TWA, he worked as an Air Traffic Assistant at the Boston Center for seven years, and then he retired again and spent winters in Florida, and the rest of the year in New Hampshire. For the past ten years he has been working with the University of New Hampshire on their lake-monitoring program, testing the lake water every week.

His wife of fifty years, Helen, son John, and two daughters, Nancy and Janet, survives Al. He is also survived by eight granddaughters,

by Helen Wellman

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IN MEMORY OF CAPTAIN JOHN F. NEVINS MARCH 17, 1923 DECEMBER 24, 2007 John passed away at home in Sarasota, Florida on December 24, 2007 at the age of 84 of Parkinson’s disease. He spent 43 years flying in military and commercial aircraft. He enlisted in the U.S. Army Infantry during World War II serving in North Africa, China, India, Panama Canal, and Sicily. He transferred to the U.S. Air Corps graduating from pilot training in 1944.

He was discharged in 1945 but re-entered the U.S. Air Force in 1947 serving in Germany, Korea, and England. He was discharged in March 1953. During his military career he flew the PT-19, BT-13, AT-5, P-40, P-51, P-47, C-47, F-84, and T-33 Aircraft.

He began a life-long career with Trans Continental and Western Airlines in October 1953. He flew both domestic and international routes with no incidents or accidents and was rated in 18 Lockheed, Boeing, Lear Jet and Sabreliner Aircraft. In 1961, he began ALPA work serving as Chairman of ALPA Aero Medical Coordinating, Council 3 Air Safety, Council 3, and Master Executive Committees. He co-authored “Jet Crew Fatigue Study” in 1964 and authored “Conundrum of Jet Crew Fatigue” in 1966. He retired from TWA March 1983 at age 60. He formed New Born Wings, Inc then began flying business jets with Scheduled Air Freight and private companies until his final retirement from flying in 1993. He enjoyed golfing with his beloved wife Carol, and friends until his health declined.

John is survived by his wife of 43 years, Carol, his son Bradley, four grandchildren and two great grandchildren.

IN MEMORY OF SAMUEL M. ABBOTT AUGUST 13, 1921 JULY 7, 2007 Sam Abbott passed away peacefully at Bruns House in Alamo, California. Sam was born in Portage, Pennsylvania. In the early days of World War II, Sam enlisted in the Army Air Corps, serving with the 427th Night Fighters Squadron in the China-Burma-India Theater. After his discharge, Sam worked five years as a civilian contractor in the Philippines before being hired as a Flight Engineer

by Trans World Airlines, a job that continued for 33 years until he retired in 1984. He was an avid sports fan; his favorite teams were the Oakland Athletics and Raiders. He was an active member of the San Ramon VFW Post 25 enjoying their regular morning coffee meetings.

His beloved wife of 52 years Suzanne; daughter Kimberly, son Douglas and his grandchildren Sam, and Thomas, who were his pride and joy, survive Sam. Submitted by Al Headstrom

IN MEMORY OF CAPTAIN STEWART GREENE SEPTEMBER 9, 1923 OCTOBER 1, 2007 PAGE 50 ... TARPA TOPICS

IN MEMORY OF charles “Blackdog” Davis february 16, 1919 - september 25, 2007 DAVIS, Charles “BLACKDOG” Beloved by all who knew him, Charles “Blackdog” Davis, 88, passed away on September 25, 2007 in Santa Barbara, California. He was born in Hannibal, Missouri on February 16, 1919, the son of May and Charles Davis, Sr. Charles is survived by his wife of 45 years, Sylvia, and her son, Bobby; his younger brother, Stanley Davis, and sister, Evelyn Jacobs; his two daughters, Olivia Thornton and Neva Bryan, and their mother, Ida Bowditch; his two grandsons Garrett and Arthur Bryan, and son-in-law Gary Bryan; his granddaughter Vicki (Thornton) Levin, her husband Eytan and their two children, Luke and Julia. He was preceded in death by his parents and older sister, Helen Foreman.

As a young man fresh out of Wyandotte High School in Kansas City, Charles enrolled in college with the dream of becoming a doctor, but the bombing of Pearl Harbor quickly altered his plans.

He enlisted in the Army Air Corps. He was assigned to “The Mighty Eighth” Air Force and flew B17 bombardment missions over Europe earning the Distinguished Flying Cross with an Oak Leaf Cluster for demonstrating “courage, coolness, and brilliant leadership.”

In 1945 Charles became pilot for TWA. During his 34 years with the airlines, he gained the respect and admiration of his colleagues because of his exceptional ability to exercise “command authority and responsibility” under the most dangerous flying conditions, even if it meant not complying with a controller’s order. Captain Davis’ utmost priority was the security of his passengers and crew, and with a calm and deliberate demeanor, he made sure safety prevailed. He also was renowned for his great wit and storytelling. Crewmembers were delighted when they knew they were scheduled to fly with Blackdog. Those who were not were envious. As one stewardess put it, “I shall never forget my flights with Blackdog. No Captain treated his crew finer and his delightful stories and pranks are memorable.”

Charles fell in love with the ocean during his frequent vacations to Santa Monica, California, so he moved his family to the Pacific Palisades in 1955. Southern California proved to be the perfect backdrop for his adventurous nature and passion for the sea. He particularly enjoyed flying his private plane to exciting destinations, perhaps to the desert to explore a mine that might yield a profit or to an island where sunken treasure was rumored abound. Although an avid snow skier and golfer, water skiing, scuba diving, and boating were his favorite pastimes. If you couldn’t find Blackdog in the sky, you could find him on the sea.

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After retirement from TWA in 1979, Charles moved to Montecito, California, where he and his wife Sylvia spent many gratifying years together traveling the world and involving themselves in the community’s social life and activities. Charles continued boating and golfing and added gentleman gardener to his list of amusements. However, as satisfying as his life was, there was just one more deed Charles had to perform; become a published author. All of his life he had cataloged personal observations and events in the back of his mind, hoping someday to render them in pen and ink.

Retirement gave him the opportunity to actualize his goal, and at age 86, he became a published author of a collection of short stories based on his flying career entitled, Goggles.

As Charles’ health started to decline the last few years of his life, he would simply muse, “What is …. Is, “ never allowing his sense of humor to wane, always ready with a quip or yarn to entertain and amuse, his final gift to family and friends: a smile emerging when Blackdog comes to mind.

And if you’re wondering why Charles was called Blackdog, he earned the nickname while at primary flight school in 1942. However, in his words, “The reason why and how shall remain a mystery.”

IN MEMORY OF CAPTAIN THEODORE “TED” WHITE AUGUST 25, 1931 - OCTOBER 7, 2007 Ted was born in Wilmington, Delaware. He graduated from Conrad High School in Wilmington and attended the University of Delaware. After U. S. Air Force Pilot training, he flew F-86 Sabre jets in the Delaware Air National Guard. He joined TWA on April 2, 1956. Ted flew pistons and jets. His favorite plane was the B-727. He retired on May 1st, 1986. He was a member of ALPA, TARPA, and the F-86 Sabre Pilot’s Association.

His survivors include his wife, Sonia, their daughter Teri and her husband Tom, and four brothers and their families. Ted and Sonia celebrated their 50th wedding anniversary on October 5th. He suffered a massive Cerebral Hemorrhage on October 7th and died at the University of Maryland Medical Center, Baltimore.

In retirement he enjoyed many activities. He and Sonia moved from Flemington, New Jersey to Maryland, settling in Easton. This picture is one of Sonia’s favorite and captures the quick smile of Ted. PAGE 52 ... TARPA TOPICS

IN MEMORY OF Captain john thomas peek june 11, 1913 - september 21, 2007 Captain John Thomas Peek (J.T. to his family) was born on June 11, 1913, in the home of his family farm in Goree, Knox County, Texas. John enlisted in the Aviation Section of the USMC in 1933 and began flight school in 1936 in Pensacola. He was transferred to San Diego Naval Air Station in 1937 for three years of active duty, where he immediately qualified on the carrier and was eventually promoted to Captain. He flew many different aircraft, including Army Air Corps P-51 Mustangs, and once flew 11 different planes in one day. John qualified Charles Lindbergh in the Corsair.

In 1940, John left the Marines to become a TWA pilot, flying the DC-2. During his career with TWA, he served an additional three years in the USMC during WWII participating in soldier and supply transport flights, mostly in the southwest Pacific Theater. He was awarded Good Conduct; American Defense Service, Presidential Unit Citation.

He returned to TWA after WWII while still serving in the USMC Reserve until 1952, reaching the rank of Major. During the Vietnam War, he again served his country by transporting soldiers in and out of the country as a TWA pilot. He retired as a TWA International Captain after 33 years of service, completing his TWA career flying the “latest and largest” plane of the time - the 747 Jumbo Jet. He accumulated 25,000 hours and approximately 8 million miles of flying time.

Survivors include his sister, Dimple Jetton, a daughter, Vickie Peek, three sons, John T. “Jet” Peek, Jr., Randy Peek, Gary Peek, two grandsons, Ryan Peek, Logan Peek, and a great grandson, Troy Peek.

IN MEMORY OF JAMES FOWLER JULY 20, 1934 NOVEMBER 22, 2007 IN MEMORY OF WARREN C. CROWDER NOVEMBER 8, 1921 NOVEMBER 14, 2007

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IN MEMORY OF CAPTAIN ROGER J. LAHN JULY 7, 1929 OCTOBER 6, 2007 With this submission I am recounting my memories of Roger and our many adventures. I first met Roger in our TWA hiring class of 18 May 1953. After completion Roger was assigned to the New York domicile and I to Detroit. Our paths crossed again in 1956 when we were both assigned to the Cairo, Egypt domicile. This only lasted until the time of the year when the domicile was closed due to the Suez Canal crisis. Roger then went back to New York and I ended up in San Francisco.

During the next 30 plus years we would sometimes meet at an overseas layover station. But it was not until our age 60 retirements in 1989 that our lifestyle would merge. A couple ofyear’s earlier TWA classmate Bob Balser and I hiked up Telescope Peak, Elevation 11,049 ft, in Death Valley and spent the night on top. Somehow Roger found out about this and he along with TWA classmate George Seaborg, who died in 2000, decided that they would like to do something like this on an annual basis. They then invited Bob Balser and me to join them, which we eagerly did. We were all ex Navy Carrier pilots so the “fabulous four” had something going for them.

Our first meeting was at Roger’s home in Park City, Utah. George, who lives in Pennsylvania, would fly TWA to Phoenix and Bob, who lives in Scottsdale, would pick him up. They then flew Bob’s Cessna 177RG to the airport at Heber, Utah, where Roger would pick them up. I drove up from my home in Las Vegas. After and excellent meal prepared by Rogers’s wife Jean a former TWA Flight Attendant. By the way, Roger had gourmet culinary talents too. We spent the night, and the next day left in Rogers VW van for the Uintah Mountains where we backpacked in and went hiking and fishing for a week.

During the next 17 years we had many interesting trips. Roger dreamed up most of them. I picked a couple. Bob and George came along for the ride. Here we go in no particular order.

A canoe trip on the Green river from Green River, Utah to set out just before the confluence of the Green and Colorado rivers.

A fly in to the Big Creek Idaho airstrip. Roger at that time had a Cessna 182. However this ended up being a drive in. We had stopped for fuel at Hailey Idaho and found that the weather at Big Creek was about Cat IIIA. So, what to do?? Easy. We borrowed or perhaps stole, Rogers’s daughter Susan’s van and drove the rest of the way. We stayed at a rustic lodge and hiked and fished for a few days.

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One trip I missed was the one to the Wind River Mountains out of Pinedale Wyoming. I was doing a hiking trip in the Himalayas out of Katmandu, Nepal, along with a raft trip down the Khali Gondoki River.

We liked Commercial River rafting trips. One was down west water canyon on the Colorado rover above Moab, Utah. Another was down the Yampa River in Colorado and Utah. Going through a rapid, Bob was flipped out of the raft and was hanging on for dear life. The boat person had one of his oars knocked out of his hand by a rock, and the butt of the oar hit me in the small of my back and caused me severe pain.

Bob and I did the San Juan River in Utah by ourselves as Roger was in the early stages of his medical problems, and George had â&#x20AC;&#x153;flown westâ&#x20AC;?.

Trains were a lot of fun too. Roger picked out a winner when he set us up on the Durango & Silverton narrow gauge out of Durango, CO. The railroad took one of their boxcars and turned it into a camper by installing a propane refrigerator and stove plus four bunks. They would then hitch this boxcar to the train and drop it off on a siding along the Animas River about halfway to Silverton. So away we went and spent a week there just hiking and fishing and goofing off. At the end of the week the train from Silverton picked us up and returned the boxcar to Durango.

Another good train ride was on the Cumbres & Toltec railroad out of Chama, New Mexico to San Antonito, Colorado. The train went over 10,022 ft Cumbres pass. George had flown west by then so Bob flew his Cessna to Henderson, NV, Executive Airpark to pick me up. We then flew to Pagosa Springs, CO, where we met Roger who had flown his Cessna down from Utah. Roger then rented a car and we drove to Chama, New Mexico. This was in October and all of the trees were changing color so the railroad placed a flatcar midway in the train and you could stand there and enjoy the scenery. Upon arrival at San Antonito we stayed over night at a motel and took the train to Chama the next day.

The last train trip was a short one on the Grand Canyon railroad from Williams, Arizona to the Grand Canyon and return. This was just last year and Roger was unable to come because of his medical condition. Bob drove up from Scottsdale and I drove over from Las Vegas in my motor home. Afterward I stayed with Bob and his wife Jackie at their home in Scottsdale. Flight Attendant Julie Paradise who had flown down from Las Vegas for an appointment at the Mayo Clinic joined us.

One year we visited Capital Reef National park in Utah. This was an easy one, just stay at the campground and hike the beautiful red rock canyons. Another year we did the White Rim trail in Rogers pick up and, again, the scenery was spectacular.

Roger rented a 50-foot houseboat on Lake Powell, one summer and since we had running water and flush toilets we invited the gals to go with us. We towed a small boat so we could check out some of the narrower canyons. For some unknown reason George did not join us on this trip.

George also missed the trip that Roger and Bob made to Smiley Creek, Idaho. This airstrip was along a major highway just south of Stanley, Idaho. A lodge and campground was across the street.

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They camped there and made a few flights to some primitive airstrips in the National Forest. I also missed this trip as I was in Australia on a motorcycle tour with people on 30 Honda Gold Wing motorcycles except I was on a Harley Davidson, which I rented in Sydney. We drove 5000 miles in 3 weeks. Two people were killed on this tour, but we kept on going. Life is all about taking risks no risks - equals a boring life style.

Roger was also an avid skier. I would ski with him around the Park City, Utah area when I visited my daughter and family in Salt Lake City. Roger liked to ski fast and was always waiting for me at the bottom of the run. I also skied with his daughter Susan at Sun Valley. Susan lives in Hailey, Idaho.

One winter Roger and Jean drove down to Jacob Lake, Arizona, on the Kaibab plateau, where I met them. We were then driven to the Kaibab lodge in a Dodge van on snow tracks. The long weekend was spent doing some cross-country skiing and using snowshoes along the north rim of the Grand Canyon. It was a winter wonderland.

Probably our most interesting trip was in the mid 90’s. Bob and George flew to Lander, Wyoming, and Roger and I drove up from Park City, Utah in Rogers pick up. Roger set up a deal where we would pack in on horseback to some high lakes in the Wind River Mountains. Afterwards we would backpack out, as it would be downhill all the way. It started out with a bang when one of the loaded packhorses went loco and took off at full gallop banging his pack against trees and buildings. Our girl wrangler mounted her horse and managed to bring the horse under control.

She thought the horse was thinking the noisy fishing rods on his pack were a rattlesnake and that spooked him. Anyhow we reached our campsite around noon and were resting when Roger called out that he couldn’t find the food bag. So we all went looking for the bag when we found a black bear sitting down with the food bag between his legs chomping away on the goodies including my butterscotch candy, wrappers and all. So we chased him off and retrieved the bag. After this incident Roger decided to hang the food up in a tree, which he did. Later that evening, while we were having dinner, the bear returned and ignoring us (how rude) he looked around our camp, up at the food bag and then left. The next day we went fishing and when we returned the food bag was gone. The bear had all our steaks and we had to settle for fish (Actually not a bad trade off since the bear needs more protein for hibernation). Again, that night, while we were in sleeping bags, Mr. Bear was prowling around and startled Roger who immediately sat up and that scared the bear away. The next morning we found teeth marks on our plastic wine bag. Evidently the bear did not like Merlot what a shame. On our last day we were having dinner when in walked Mr. Bear. This really ticked us off so we chased him up a tree and so long as we stayed nearby, he (she?) wouldn’t come down. This gave us an idea why not place our sleeping bags near the tree.

Keep Mr. Bear there all night? This we did. However, several times during the night Mr. Bear would try and sneak down. We could hear the branches crack as he did this, which would wake us up, and we would go and rap on the tree with sticks, throw stones and holler, which caused Mr. Bear to go back up the tree popping his teeth as he went. Once nature called and Mr. Bear let loose, but nimble footwork saved the day (night). The next morning it was breakfast time so I gave Bob my hunting knife and told him to back off a little and when the bear came down the tree to slit his throat just before he jumped, and when he still had his four paws on the tree. Bob got a big laugh out of this and said, “are you crazy?” We then had breakfast and backpacked down the mountain to Rogers pick up. By the way the locals said there was a poor black berry crop that year and that is why the bears were scrounging for food.

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The last trip the three of us made together was a kayak trip among the San Juan Islands of Washington State in 2002. Roger and Bob flew their Cessna’s to Anacortes where I met them with my motor home. It wasn’t a very pleasant cruise as it rained most of the time and Roger was having trouble with the rudder pedals on his kayak.

As I mentioned earlier Bob and I did a raft trip on the San Juan River in Utah in 2003. Also that year, Roger and Jean had flown their Cessna to Reno to attend the annual TARPA convention.

Julie Paradise and I drove up from Las Vegas in my motor home. At the convention Jean stated that Roger had had an operation on one of his shoulders to relieve pain and hadn’t been the same since. In December 2003, Roger was diagnosed with Aphasia a disease that rendered him unable to talk and limited his mobility.

In 2004 there was no meeting as I took the entire year to drive to Panama and back in my motor home. Spent a total of six months in the seven Central American countries and 51/2 months in Mexico. Julie Paradise flew down on AA to each of the countries as I passed through and would spend a few days and then fly back to Las Vegas.

Also in 2004 Roger and Jean placed their house in park City, Utah, up for sale and bought one in Lafayette, Colorado, where they would be close to their daughter Pamela, who lived with her family in Boulder.

Bob and I thought we would have our 2005 get together by visiting Roger at his home in Colorado.

Unfortunately Bob couldn’t make it but I drove my motor home up to Lafayette, just north of Denver, and spent the night in their driveway. At that point Roger was basically confined to an easy chair, couldn’t talk, but could hear, and with assistance, could get around and eat his meals, etc.

The 2006 rendezvous was a “sissy trip,” just Bob and I taking the Grand Canyon railroad from Williams, Arizona, to the Grand Canyon and back.

All in all we had great time together. The camaraderie was there and will be remembered forever.

Rogers wife Jean and his three daughter Pamela, Susan, and Leslie had a memorial service for Roger, who was cremated, at a small Air Museum in Lafayette where all of Rogers memorabilia was displayed, followed by a reception at the Runway Edge restaurant overlooking the runways and aircraft at the Jefferson County Airport.

Bob and I have decided that we’ll do like the Doolittle Tokyo Raiders are doing or did: The last one alive will drink a toast to all those who have already flown west.

by Bud Kuball

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IN MEMORY OF Dino “val” Valazza April 28, 1909 - november 25, 2007 Dino George Valazza was born April 28, 1909 in the territory of Arizona (statehood achieved in 1912) in a small mining community 5 miles SE of Jerome in the Verde Valley. His parents were both Italian immigrants, his mother a midwife and his father a blacksmith. Various ethnic groups were drawn to the copper mines in the valley, including the Italians, Irish, Germans, Slavs, Mexicans, and Native Americans. Growing up among these varied ethnicities gave him a diversified view of people and made him comfortable in most of the countries he would later visit.

He was educated in a one-room wooden elementary school, but supplemented his formal education by exposure to blacksmith training from his father, observation of geologic and mining engineering from the men who ran the mines, and of chemical engineering from the men who ran the smelters and the ice houses. His many small jobs with tradesmen, timber harvesters, farmers, and eventually in his father’s grocery business also contributed to his education and he could discuss any and all of the above in depth.

Dino graduated in 1927 as valedictorian of Clarksdale High School, a school of 100 students, where he managed to play multiple sports, excelling in track. Along with his academic and athletic pursuits he held several part-time jobs including maintaining the family grocery truck, a “Model T Pick-up.” This fostered a life-long love of engines and all things mechanical. During these years he became interested also in crystal radio sets and could still name the distant stations he was able to pull in, not just domestic ones but Cuba, London, and the Vatican. One of the accomplishments that made him proud was becoming a HAM radio operator and member of ARRL. About that time he began to read magazine articles about the Flying Aces and their war battles, firing his imagination and creating a desire to fly.

While working in a Ford garage during high school Dino met Ursel Garrison who taught him how to fly in a monocoupe, a high single-wing airplane with a 65 horse power radial engine. He also participated in a glider club, which resulted in many crack-ups and repairs.

In 1932 Dino left the valley to join the Navy. He was stationed on the aircraft carrier Saratoga where he became an expert in the fueling systems for the airplanes and received commendations for his work. He edited the ship’s newspaper in his off-duty time and contributed several stories and articles. His years with the Navy stimulated his interest in future world travel with his wife.

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After completing his tour of duty in 1936, and having married his wife Nonda, he supported them with diverse jobs including a stint running the family grocery business in Arizona with his brother.

Following an urge to return to California, he took a job as a rivet checker on P38’s at Lockheed.

A continued desire to fly led him to apply for a training position for flight engineers. Once he completed the required classes in Washington, DC, he was hired as a flight engineer for TWA. Known as Val (short for Valazza), he flew with many he considered fine pilots, including another fellow Arizonian, Ted Hereford. They became lifelong friends and it was absolute pleasure to listen to the two of them reminisce about their years at TWA. During World War II Dino flew ICD’s from the US to Europe, with the resulting tales of adventure related to weather conditions and their effects on the airplanes. Following the war he was stationed in Rome (see his story on the Rome Domicile in TARPA Nov. 2007).

After the Rome assignment, he returned to domestic operations. He received his Commercial Pilot Certificate in 1963, and advanced Flight Engineer rating for turbojet and reciprocating engines in 1966; he had held a Mechanics Certificate since 1952. In the early 60’s He took the training and one-time exam to become a relief pilot. Because of his age he was unable to become a Captain, but could fly relief.

His favorite airplane was the Lockheed Constellation. He, however, had a passion for recording data and solving problems associated with each of the airplanes he flew, and enjoyed working closely with the engineers at their overhaul base in Kansas City. In retirement he continued to solve problems, mulling over the irksome ones until he resolved the dilemma. He never stopped learning, making sure he caught the scientific programs on PBS, often taping them to make sure his friends did, too.

One of the highlights of his career was the Rockwell Polar Flight, November 14-17, 1965, the first around-the-world flight over the North and South Poles. This was achieved in a Boeing 707-349C. He was one of 3 flight engineers who participated in this historic flight, “Around the World in 62 Hours,” as newspaper headlines proclaimed.

During the Vietnam War TWA was part of VMAC and Dino flew troops into and out of Vietnam via San Francisco. At vacation times he and his wife also took full advantage of TWA’s employee travel programs to re-visit most of the world he already knew from his flights. Their home reflected the souvenirs of adventurous travelers, including dolls, linens, spears, and shields an interesting mix. Better yet were the stories. With his encyclopedic memory and his ability to select detail, his tales of their adventures became legends. He was always happy to share the near-catastrophes and amusing incidents related to their travels.

Dino was known for attention to detail, loyalty, and a sense of humor. He developed many close friends over the years and he and his wife Nonda hosted memorable parties at their home in Palos Verdes. The house reflected his eclectic tastes and skills since he and Nonda designed and constructed much of it themselves. After retiring in 1969 Dino became the neighborhood guru for repairs, especially those involving engines and electrical circuits. Televisions, VCRs, and stereos were a staple of his garage workshop, as were friends, neighbors, and local children.

Despite being kept busy by neighbors and friends and their needs, he bought a Navion and flew it extensively. He and Nonda participated in Fly-ins as long as his eyesight permitted. His great PAGE 59 ... TARPA TOPICS

interest was figuring out how to obtain the “highest horse power, the best fuel consumption for different altitudes, rate of climb, metered fuel pressure vs. fuel flow, fuel flow vs. brake horse power, sea-level performance curves, plus many more,” all taking into account his decades of interest in engines and flight. He won the Navioneer Proficiency, Efficiency, and Speed competitions for several years until he began sharing his methods of calculation. Dino passed away at his home in Palos Verdes, California on November 29, 2007, having been preceded in death by his wife. His Celebration of Life was held in his home on January 27th 2008.

Submitted by Dr. Bill and Mrs. Margaret Lyons Dino used to be a member of the board of the Navion Society from its inception into the 1980’s.

On one of his flights to Banning for a board meeting he found a stray Bijon Frisee dog wandering around the airport. After a great effort to find the owner failed, he took the dog home and adopted him. He named him Banning and became very attached to him. The dog would not let Dino out of his sight except when Dino lit a cigarette. Then the dog would run as far away from Dino as he could get, and hide. Out of affection for the dog Dino and Nonda both quit smoking, which probably added five years to his life.

Dino would not go anywhere without Banning because the dog would cry and whine all the time Dino was gone. The dog was always excited in the car but got bored in the Navion and would sleep on the rear floor the entire trip. We took him to Oshkosh, to the Navioneer annual meetings at Concord, and Visalia, California and other fly-ins. Wherever we went the dog would draw a crowd of adoring young women. Dino often said that if he had had such a dog when he was a young man ha would never have gotten married.

Eventually Banning went west and Dino got another Bijon whom he called BJ for Banning Junior.

Dino became as attached to him as he was to Banning. In the early 90’s Dino’s wife passed on.

We scattered her ashes over the Catalina Channel, in view of the house and neighborhood she had always loved. I’ll never forget something Dino said as we put BJ in the airplane. “Well, BJ” he said, “this will be Nanda’s last ride in a Navion and your first.”

I always knew him as Dino but his airline friends all called him Val, short for Valazza. At all the large airshows the first thing he would look for would be a Lockheed Constellation or a four-engined piston airliner or an ‘ 07, like the ones he worked on as a flight engineer. He would invariably be greeted by the flight crew like a long-lost brother. They would spend hours retelling stories and instances of times they saved the Captain’s hide, instances of heroic in-flight repairs to the airplane, etc. and adventures in the cities of overnight layovers.

He had a great sense of humor and I still quote him frequently. When we would check out at a restaurant and the cashier would say” have a great day” Dino would invariably reply,” I have other plans”. He loved jokes and we would call each other once or twice a week with a new joke.

Eventually I gave him a fax machine and I would fax him the jokes I received by email. About a year ago he lost the last of his vision and we went back to the phone.

Dino was most generous with his time and knowledge. His knowledge of the Navion and the E225 was encyclopedic. Navion owners would call him from all over the world for information and advice on their Navion problems and if there was a solution to their dilemma he would give it to them in painstaking detail. He didn’t mind being awakened at night to answer questions but he would get upset that most people never called him back with a word of thanks.

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His neighbors all loved him. He repaired all their washer-driers, TV’s, video recorders, etc. He always had a backlog of stuff to be repaired.

One of the highpoints of his life was as a TWA flight engineer on the 707 that flew over both the north and south poles in 1965, a first. He often contributed technical articles to Navion Skies. I will miss him.

by George Mintzer On 23 Nov 2007 I received a call from a lady friend of Dino “Val” Valazza stating that he had requested her to call me and she suggested that I should visit him soon. I drove to his home in Palos Verdes, California within the hour and learned that he was in hospice for terminal cancer.

He was heavily medicated and it was not possible to communicate very effectively.

I wrote my name and number in the caregiver’s log and asked to be kept informed. I went to Florida for a couple weeks, then after no news and no one answering the phone, I managed to contact Val’s friend who had bought his Navion some years ago, who fortunately knew the details.

Val had died on 29 Nov ’07. He was 98 years old and had been remarkably sharp until the end.

He was one of the TWA flight engineers on the 707 flight around the world via both poles, and he lived to see his article about the Rome domicile which was featured in the Nov ’07 issue of “TARPA Topics” He was a widower without family but he will be missed by the hundreds he helped with his vast technical knowledge.

Earl Waggoner, TWA Captain, Ret.

IN MEMORY OF CLIFFORD HUNTER OCTOBER 10, 1916 SEPTEMBER 7, 2007 Clifford Hunter died September 7, 2007 at Hospice Family Care in Prescott, Arizona. He was born October 10, 1916 in New York City to Henry and Mary Hunter.

His wife of 65 years, Jeanne Audry Hunter survives him as does daughters, Lynn, Gail and son Wayne; grandchildren Kristen, Jason,, Michael, David and Kevin; great-grandchildren Maximillian, Taylor, Brendan and Samantha.

Clifford enjoyed hiking, camping and mechanics. He was proud of his family and his work. He was always proud and happy that he was a TWA Flight Engineer.

by Jeanne A. Hunter

The Flown West Section of TARPA TOPICS and the Flown West page online has from the very beginnings of TARPA included Notices and Tributes to deceased TARPA Members. We have a procedure to do these things which starts when the Member’s Survivors contact American Airlines Survivor Support at their main number of 1-800-447-2000. The main reason for that notification is to claim whatever Life Insurance is available, since American continues the TWA life insurance benefits. It is also to record the passing for American’s permanent files and for ours at TARPA.

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When they receive such notification, American Airlines informs Flown West Coordinator, John Bybee, who then informs the President and the Editor. The Editor updates the Flown West page online and includes all Memorials that are received from Survivors and friends of the deceased in TARPA TOPICS. Unfortunately, many survivors, be they spouses or children, are not aware of the need to inform American Airlines. Lately, we have learned of Membersâ&#x20AC;&#x2122; deaths long after they occurred. The nature of our Association would seem to make knowledge of these procedures of importance to all our families.

Valazza Photo Montage above

Roger Lahn and friends June 1997 PAGE 62 ... TARPA TOPICS

CAPT. JEPP AND THE LITTLE BLACK BOOK

By Flint Whitlock & Terry L. Barnhart 2007, Savage Press, Superior, WI < www.savpress.com > 285 pages – many B&W photos – $24.95

By Jeff Hill, Sr. The name “Jeppesen” is known to nearly every instrument rated pilot in the world. Elrey Borge Jeppesen (“Jepp”) barnstormer, mail pilot and pioneer airline pilot (Boeing Air Transport, Varney and finally United Air Lines) was born into poverty on January 28, 1907 in Lake Arthur, LA (155 miles west of New Orleans). Soon thereafter the Jeppesen family moved to Oregon where Jepp’s father, a first generation Danish immigrant, bought a small farm. He supplemented his meager farm income by working as a part time carpenter and cabinet maker. After a time, the elder Jeppesen gave up on farming and the family moved to Portland.

Like so many career pilots, Jepp fell in love with flying at an early age, between 10 and 14, but like so many of us, he had no money for flying lessons. The money he earned by delivering groceries and newspapers and other jobs, went to supplement the family income.

Jepp had a customer on his paper route by the name of Tex Rankin who ran an airport operation giving flying lessons, barnstorming and going on the road with his “Tex Rankin’s Flying Circus”. Jepp met another aviator, Jack Parshall, who was a tenant in a downtown office building where Jepp performed janitorial services. Contacts such as these were impressed by his intense interest in aviation and by his mannerly good nature and he soon found himself sweeping hangars and washing airplanes for an occasional flying lesson. He even opened a hamburger stand on the airfield as there was no food service for miles and he did quite well with it.

Jepp managed to scrape together $250 to buy a half interest in a WW I surplus Jenny. Soon Jepp was giving flying lessons, barnstorming and traveling with the Flying Circus. He got a job with Fairchild where he did a stint flying aerial photography mapping missions in Mexico. He returned to the Pacific Northwest and began to look for a flying job.

Jack Parshall, now flying for Boeing Air Transport (BAT) was instrumental in getting Jepp hired by BAT. Elrey “Jepp” Jeppesen in his barnstorming togs, Yakima Valley, WA ca. 1928

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As Jepp flew the mail on different segments of the Chicago – San Francisco route (which would become United’s “mainline”, essentially the route of Interstate 80) he began to make notes and sketch drawings which he kept in a pocket size black notebook. In essence, he surveyed the route and the airfields along it, both on the job and on his own time. He would climb towers, chimneys and hills with three altimeters to record their heights. He would note such things as phone numbers of farmers he could call for the local weather and field conditions, the airport manager, local sheriff, etc. He made notes on fuel availability surrounding terrain and sketched runway layouts with notes on length, width and any unusual conditions or features.

It wasn’t long before fellow pilots began to ask Jepp for a copy of his “little black book”.

When this got to be too much for him to keep up with (hand copying) he bought a mimeograph machine and set up shop in his basement and began to sell copies of the book for $10 – it was in 1934 that Jeppesen & Company was born.

The only competition Jeppesen ever had was the U. S. Coast and Geodetic Survey which sold charts for little more than the cost of printing them. Although inferior, they are adequate and Jeppesen lobbied for many years to get the Government to charge a fair price, which they now do, but they are still considerably cheaper than Jeppesen’s.

Jeppesen’s big advantage in the market, in addition to selling a superior product was the fact that the C. & G. S. (now NOAA) only charts U. S. airspace and cannot offer subscriptions tailored to the user’s needs, like the ones we used on TWA.

(L to R) Low freq. range approach to both Denver Municipal (Stapleton) and Lowry Field – 1944.

Stapleton airport diagram page tailored to TWA’s specifications. The inset shows TWA’s gates on the D concourse – 1987. DEN ILS Rwy 34-R CAT II & III – 2007.

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Jepp was a stickler for detail and accuracy. His recurring nightmare was that an error on an approach plate or chart would cause an accident prompting a law suit that would ruin him. It took 30 years, but it finally happened – but this was after Jepp had sold out to Times Mirror (publisher of the Los Angeles Times). In November of 1964 a Bonanza F-27 flew into terrain on an approach to Las Vegas. All twenty three passengers and the flight crew perished. The case was tied up in the courts for twelve years. Actually, there was no error on the plate, but the plaintiff argued that the plan view and the profile view were drawn to different scales and the flight crew could have easily mistakenly believed that they had passed the high terrain when they had not. In the end, Jeppesen lost the case and its insurers paid millions.

That was the first but not the last lawsuit of this type. Another interesting case was that of an aircraft that flew into high terrain near Cold Bay Alaska killing all six aboard. It turned out the charted terrain information was in error, but the error was contained in information supplied by the FAA. This case went all the way to the Supreme Court, but in the end, the Government was held harmless and Jeppesen’s insurers again paid millions. But, there was one positive result; “…a federal law was passed that amended the FAA Act and provided chart makers with indemnification should a similar situation arise in the future”.

Jepp and the CEO at Times Mirror had an intense dislike of each other and Jepp was all but barred from company property until 1974 when Horst Bergmann, former head of the Frankfurt office, took over as President of Jeppesen. Bergmann liked Jepp and realized his value from a good will ambassador and public relations standpoint and thereafter, Jepp was always welcomed at Jeppesen, right up to the end.

In 1935 Jepp was bitten by the love bug – bad. “The stewardess opened the door and came in. She said something I didn’t catch and, since my co-pilot was handling the controls, I turned around to respond. Suddenly my eyes met those of the most beautiful girl I had ever seen in my life.” And by Nadine’s account, “I opened the cockpit door expecting to see a mature, dignified captain. To my astonishment, he looked like a kid just out of high school!”

Nadine and Elrey ca. 1935

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Nadine Liscomb, born September 14, 1914 in Dunlap, Iowa, married Elrey B. Jeppesen in her home town on September 24, 1936. In addition to bearing him two sons, Nadine was instrumental in the development and growth of Jeppesen and Company. Jepp and Nadine were married just two months shy of sixty years. By all accounts, they were totally devoted and dependent on each other. The chapter on their decline and passing is absolutely heart breaking. They thought they could not live without each other, and they could not; they died within less than six months of each other (1996).

The high point of Jepp’s career was in February of 1995 with the opening of the new Denver International Airport (DEN). Yes, the identifier moved from Stapleton along with everything else. Jepp and Nadine and various State and City dignitaries boarded the last scheduled flight out of Stapleton bound for Colorado Springs on a UAL B-737.

Then, they flew into Denver International on the first scheduled arrival into the new DEN. There had been a movement to name the new airport after Jeppesen but the city fathers disliked the idea of naming it Jepp and Nadine after a person. They did, however, agree to name the main terminal after Jepp. A large bronze statue of Jepp was created by sculptor George Lundeen of Loveland, CO. Museum quality display cases were purchased to display Jeppesen memorabilia and a large, lighted sign identifying the “Jeppesen Terminal” was placed on the facade. (The balance of Jeppesen’s large collection of memorabilia went to the Museum of Flight in Seattle.)

Every pilot, that owes their lives and the lives of their passengers to your good work, says, “Thanks, Jepp!”

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PAGE 67 ... TARPA TOPICS Jeppesen timeline (from www.jeppesen.com). From the “Little Black Book” to electronic data bases (above). You can also see an interview with Capt. “Jepp” around the time (1995) of the opening of the Jeppesen Terminal at the new Denver International Airport (L) at “ jeppesen.com”. The exact page is: www.jeppesen.com/wlcs/index.jsp?section=about&content=presskit.jsp

Photo above; both the “paper” and the “electronic” Jeppesen (see next article)

FROM THE LITTLE BLACK BOOK TO THE ELECTRONIC FLIGHT BAG (EFB), GLASS COCKPITS, ENHANCED VISION SYSTEMS (EVS) AND AUTOMATIC FLIGHT Here’s where airline flying stood around the end of the Twentieth Century: Instrument flying began in the 1920s with the introduction of the turn & bank indicator “needle-ball” (later, “turn coordinator”) used in conjunction with the airspeed indicator, sensitive altimeter and magnetic compass. It was soon greatly improved with the addition of the artificial horizon and directional gyro compass. But after that, although there were steady improvements, things didn’t change radically until the B757/767 and Airbus came along (early ‘80s) with their brightly colored “TV” type panel displays – the first “glass cockpits”.

Automatic flight began with the first single axis “wing leveler” auto pilot. By the time the jets arrived we had three axis auto pilots with several different pitch and roll modes and the ability to hold an altitude and fly a heading or a track. Eventually we had flight directors and coupled approaches which led us to Category II landing minimums. Then in the 1970s, along came the L-1011. Lockheed benefited greatly from its experience in the space program and came up with an automatic flight system that took us to Category III. It was fun to demonstrate an auto-land to a “non 1011 pilot” jump-seater. The airplane would fly the localizer with a crab into the crosswind. At 50’ AGL the rudder came alive, the upwind wing dipped into the crosswind and the rudder aligned the airplane with the runway, she flared and landed gently on the up-wind gear, just like a pilot does in a Waco or a Champ! The 1011 had two features that made all this possible: long legs, so you could land in a bank and “direct lift control” (DLC), a partial extension of the flight spoilers on final to make the airplane very responsive in the pitch mode while tracking the glide slope. L-1011 instructors used to tell their students, “Learn how to operate this auto pilot and it will teach you how to land the airplane.”

Navigation began with a map and a pair of eyeballs. “Lighted airways” guided pilots at night (in VMC). The low frequency radio range made instrument flying possible on a more or less “regular” basis. After WW II, came VOR, ILS, VHF and single sideband Comm. radios (which replaced radio operators). When the jets came, they came with Doppler radar and Loran A (which replaced the celestial navigators). INS was better yet and replaced Doppler/Loran. Jeppesen maps and charts continually improved to near perfection (see previous article) but were still printed on paper and occupied most of the space in our steamer trunk size flight bags. Radar revolutionized air traffic control and the air traffic controllers no longer had to rely on position reports and timed separation, they could now actually SEE their charges in real time.

Most TARPANS retired late in the last century and the above is what they pioneered and left behind. What’s happened in cockpits since then (beside the addition of many females!)?

On the airlines, as always, there is not much retrofitting done unless it is mandated by law (GPWS, TCAS, etc.) or unless management thinks it will save money, like the PMS

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on the 727. Acquaintances still flying for AA and UAL tell me they are still receiving the big fat envelopes from Jeppesen every two weeks but apparently, Jet Blue is paperless.

Most cockpit improvements at the airlines arrive with new equipment. Boeing is providing the following items as standard equipment on their new B-787: EFBs, E-check lists, enhanced GPWS, E-airport maps, Single SATCOM w/full provisions for dual, flight deck printer, HF data link, auto scan weather radar, full time tactical map and will offer options such as, HUD low visibility takeoff guidance, flight deck humidification, dual SATCOM, flight deck door surveillance cameras, additional flight crew oxygen with full face masks, and on and on…

As technology becomes more and more sophisticated, it begins to merge into a single, very high tech flight management system. EFBs started out as lap top computers with aviation data bases but they have increased in sophistication to the point of being permanently mounted and interfaced with other components of the “glass cockpit”. A top of the line EFB ( like “Vistanav”) is more like a “glass panel” itself than a lap top and contains accelerometers and GPS. Besides position, it displays, real time weather, traffic, 3-D terrain and more. It sells for around $7000 and must be seen to be believed – you can see it (watch the video) at:

<http://estore.mc.com/vistanav/> The latest and greatest in cockpit technology will be found in the top of the line “business Jets”, like the Gulfstream G-450. Take a tour at:

<http://www.gulfstream.com/gulfstreamplaneview/#> Enhanced Vision Systems (EVS) sometimes called “night vision systems” have been used by the military and police departments for a long time. It is basically infrared photography. An EVS in a modern “biz jet” projects a picture of what lies ahead on a heads up display (HUD). Pilots that have used it tell me it is not affected by precipitation or lightning but that certain temperature conditions do confuse it. A picture is still worth 1000 words, so for a demonstration of EVS, watch a short video of a night approach into Aspen, CO. The split screen shows the EVS image on the left and the visual on the right:

<http://www.youtube.com/watch?v=VFlGuak2rpA> Are you beginning to wonder how all these data bases are kept up to date? JEPPESEN, of course. At first it was done by exchanging reprogrammed memory cards but direct downloads off the internet are becoming the norm. To do this, it is necessary to buy an adapter from Jeppesen. It has a slot for your unit’s data base memory card and plugs into a USB port on your computer. For a typical Garmin IFR panel mount GPS, the adapter is around $130 and a one year subscription (IFR data base, North America, update every 28 days is around $350.

– JJH

Jeppesen “Skybound” adapter and typical GPS data base card.

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THE AIRLINE AND THE TRAVEL AGENCY – A 30 YEAR MARRIAGE OF NECESSITY The Boeing 707 and the McDonald-Douglas DC-8 entered the uncrowded skies at .82 Mach in the late 1950s. For years the airlines had struggled with flying boats, DC-4s, DC-6s and finally Constellations carrying 60-70 passengers to Paris and Rome and Tokyo at 300 mph.

Suddenly there was a plane that could carry three times as many passengers at almost twice the speed and two miles above most of the

By Jim Schmitt bumps and grinds. Not only that, this new jet-powered airplane would have an operating life of 25 years with only a newer engine or an updated airframe in its future.

Necessary maintenance was reduced so drastically that mechanics began fearing for their jobs. The jet engine was better than the best vacuum cleaner in the world – turn it on and it never stopped until it was turned off! The airlines smelled prosperity in the new jet fuel but – hold the Champagne! – only 5% of Americans had ever flown and the 747 was to arrive in 10 short years with another fantastic surge of available airline seats.

Prior unknowns like Singapore, Bulgaria, and Madagascar were entering the skies with their own airlines. Who was going to sell these new millions of airline seats?

TWA had its beautifully decorated City Ticket Offices on the Avenue des ChampsÉlysées in Paris and at other high rental locations, but they moved only a few tickets at a high operational cost. There were no 800 telephone numbers yet and very few Americans had the convenience of an easy ride to LGA, EWR, IDL or PHL for accurate information and ticketing. Before Deregulation – The Hoax of the Twentieth Century – airlines had begun heavily advertising their major destinations. Eastern served Florida, UAL pushed Hawaii, NWA advertised the Orient, and TWA covered Europe and coast-to-coast USA. The intrepid traveler already had a good idea of which airline to call for his vacation plans. Arthur Frommer had begun publishing Europe on $5 a Day which was realistic for the hippie and tantalizing for many others. The $3 hotel room for two with bath down the hall and European breakfast of rolls and coffee for 50 cents actually existed in early-postwar Europe. Admission to the Louvre for another 50 cents, a bowl of soup for lunch with all the bread and Dijon mustard one could eat in the Montmartre district for another half buck, and then a splurge dinner for $2 completed the $5 picture. Transportation was not included, but for just a few cents the rubber-tired Metro could whisk one to anywhere in Paris in minutes. And the new Eurail Pass would open the entire Continent for a few dollars more. TWA Getaway package tours were coming soon, but billions in advertising dollars would be needed to fill those seats and new hotels and tour buses around the world. Neither the individual airlines, their sales forces, or the tourist information offices for France and Italy and Greece could handle that job. A few of my pilot friends thought that the planes might fill up because of their own personal magnetism, but attraction only goes so far. My first job after graduation from the University of Illinois reminded me again of that old adage, “Nothing happens until someone sells something to someone!”

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So who was going to promote destinations and help move all those tickets? The answer was already in place. Long before the jets arrived, the airlines had set up a system to appoint certain travel agencies in Smalltown, USA to sell their tickets. There were 8000 “appointed” travel agencies in 1969 when I entered the business. These little offices were generally “mom & pop” ventures in the back of a jewelry store or insurance office.

The agent sold airline, rail and steamship reservations. He or she could make a few dollars while covering salary, rent, dues, insurance, telephone, and the cost of writing tickets. The airlines paid 5% commission and really had no other costs except for a few travel bags and maybe an annual cocktail party for all agencies in the area. I once saw a fistfight break out over the shrimp offering at a Braniff International presentation – most travel agents I knew had very few shrimp and absolutely no lobster in their lives.

When I bought the agency, I was told it was a nickel-and-dime business with a few travel benefits. No matter; I had just moved up to 707 Captain and was going to be richer than Croesus.

Travelers came to know and trust their local agent. He or she could give a presentation when someone needed a travel program, could talk face-to-face about tour opportunities, off-season rates, destination offerings, hotels he or she may have actually slept in, airline safety… but most of all, the agent was there when the traveler returned. In the 60’s and 70’s, travel agencies would sell most of the airline seats, package tours and group departures at very low cost to the airlines. For years, ASTA (American Society of Travel Agents) requested the airlines to insert “Call your local travel agent!” in their ads. It was done grudgingly by some airlines, and we agents kept score on who did say it and who didn’t say it in their ads. Some agencies morphed into huge tour operators and wholesalers who would fill hundreds of seats daily. Others enjoyed their new higher commission rates and actually earned a decent living. The airlines also benefited because their load factors were increasing daily at that 5% commission. Thus everyone was reasonably happy.

That was the situation in 1969, 13 years after I started flying for TWA. I had just served as chairman of the charity ball, a fund-raiser for a future hospital in Freehold, NJ. I was writing a monthly blurb called “Around the World” for a local Chamber of Commerce publication (complete with my picture in a copilot hat!). I had given dozens of slide shows in church basements and at club luncheons on travel (mostly to Europe, USA, India, and Egypt, and on the safety of the 707). I was learning the basics of business.

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Thus in that year I bought Freehold Travel Agency in my home town. I paid $12,500 for the small business; and during the next 25 years would increase its annual sales from $300,000 to over $3 million.

For 20 years I would put my picture in the yellow pages (sans TWA hat) to remind an attendee at one of my talks of my name and the name of Freehold Travel Agency. I was eager to immerse myself in travel way beyond just flying our customers to their first destination.

By that time, commissions had increased and there were overrides and other incentives.

For years I would be delivering $6-8,000 worth of travel documents weekly at a comfortable 10% commission. Every Friday in my English taxicab with Freehold Travel Agency signs plastered on both sides, I would drop-off tickets to our corporate clients.

In addition to this, I had six sometimes-busy employees (absentee ownership can suck!) selling TWA Getaway Vacations along with tours and cruises to everywhere. I organized and lead several groups to Europe and one to China, but soon discovered that a) I could not compete with the big tour operators and b) I did not have the linguistic or cultural knowledge of a local guide. But I was on a roll for many years and even sold and flew a few 707 charter loads to Vegas. Occasionally a TWA sales rep who knew how I pampered a planeload would request me to fly his or her charter flight.

For 10 years from Freehold Travel Agency, I ran a “Fear of Flying” course. This was unprofitable monetarily, but rewarded me substantially in terms of personal satisfaction. I put many people on Piedmont Airlines to Norfolk or Boston on a quick Saturday R/T for their “graduation” flight. Some had flown before, but for one reason or another had become fearful flyers and were now trying to get back on board. We had an occasional tense moment coaxing someone into the jetway, but I lost only two, as I remember. A few had their cheering sections waiting back at EWR with congratulatory signs and a party in the making. I had a well-known surgeon tell me at the beginning of our one-week course, “Jim, I’ll cut off your damned leg in a minute, but I’ll never get on your damned airplane!” The following Saturday he boarded our “damned” airplane; and for years afterward I would get a postcard from him in some exotic part of the world.

After I flew my only Round-the-World trip as copilot, my generous chief pilot at JFK allowed me to maintain my RTW route qualifications. Every September until we ceased our RTW flights, I would get an ACMP (Additional Crew Member Positive) and ride straight thru to Bombay to visit Delhi or Nepal. If I deplaned in Bangkok, I would immediately fly on to Singapore, Malaysia or Indonesia. A Hong Kong stop gave me Macau, and Okinawa offered quick access to Japan. I always flew eastbound because it saved two days of travel versus westbound. I tried to hit the ground running, but by the time I deplaned in SIN (Singapore), I was so tired I would eat almost anything. I tried sea cucumber one time; it tasted sort of what it looks like on the ocean floor. But these were all marvelous

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opportunities to increase the number of times I could say to a prospective client, “When I was there…”

My 35mm travel slide collection grew to 10,000 and I could give a program on almost any part of the world. Everything was great and wonderful, but the bitter end was approaching…

The first signs appeared in the late 1980’s. I was a staunch opponent of Deregulation and had frequently warned my fellow travel agents at ASTA meetings that it would not be to their benefit.

They got the picture when PeopleExpress (I called it PeopleDistress) arrived at EWR and offered commissions of $2.80 on a $28 ticket that cost $14 to print. I fought the new breed of airlines, but it is difficult to tell a good client to go to another agency for his $28 ticket. Eventually I had to sell their tickets or go out of business. First-class ticket commissions dropped to $25 each and my Friday deliveries were suddenly netting $100 instead of $600. With the arrival of computers, fax machines, direct sales to customers and all sorts of cost-cutting plans, travel agencies were diminished in their importance. Cheap tickets abounded and whatever money was made was skimmed off the top and sometimes right out of employees’ retirement funds by profiteers whom we know but do not love. A round-trip ticket JFK-SFO sold for $280, but flying from JFK to upstate New York still cost $600. Hurray for Deregulation!

The number of travel agencies in the USA was now 30,000 and most of us were in trouble. There were mail order agents who had paid several hundred bucks to “Earn free travel for your friends and family!” Tour operators went bankrupt overnight and the travel agent who had booked a client with them either ate the loss or was sued for it.

Cheap fares reigned supreme and in 1990 I counted over 100 airlines that had gone belly-up since Deregulation!

It was high time to bail out. My kids all had decent jobs; and I didn’t fancy going into my dotage selling round-trip tickets to Miami for $120. My reign was over. The business would cost me $45,000 in the next three years. I finally sold it in 1993 for less than the purchase price. My best move was an agreement with the buyer that would keep me on part-time for five years at $200 a week and full travel benefits. That gave me Russia, South and West Africa, Machu Picchu, another China trip, and two more inaugural cruises. Nothing like the smell of a brand-new shipboard stateroom – rather like a 707 on its first revenue flight!

By 1994, I had opened my Cream Ridge, NJ home as a B&B and ran it comfortably for the next ten years. My location of just three miles from Six Flags Great Adventure gave me all the business I wanted. Making beds and breakfasts suddenly paid more than making airline reservations!

In 2004 I sold that home with its five acres of organic U-Pick blueberries and moved to Bucks County, PA, where I am totally retired and living with my new wife, Carole.

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Looking back, I was remarkably fortunate to spend 50 years in most aspects of the travel business. The best years were 1960 to 1990, which paralleled TWAâ&#x20AC;&#x2122;s good years.

My last TWA flight was on my 55th birthday in 1983. However, I did fly a 707 for a charter airline for a few months after retiring from TWA. The good travel agent is still out there, a survivor, selling what the clients need and want rather than the high-commission item he or she might have in the back pocket.

The agent will be honest about the chilly water in Bermuda in February and the gypsy pickpockets in Rome in July; he or she will suggest options the client may not have considered, like choosing JFK or PHL or even LGA if it means fewer problems and a lower fare than a EWR departure. The agent will do business the way we wanted TWA to operate, at all levels, a long time ago. Too bad there is not much of that going around any more.

I still make my annual Atlantic crossing and have done it in a variety of ways, military and civilian, without a miss in the last 50 years. And I vividly remember that first Connie flight from NYC Idlewild to Paris Orly in 1958. What a wonderful career we had! It was the best job in the world that there ever was, or ever will be!

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THE WE GET LETTERS… At the end of the year Treasurer Ed Madigan begins to receive member’s dues and quite a few enclose a note which Ed passes on to the Grapevine Editor. Here are some, more or less in the order in which they were received. x

FROM DENNY O’CONNELL 11/09/07

Here’s my check. Thank you for all your hard work in keeping TARPA alive and well.

I’m still here in Suffern, NY enjoying four seasons and teaching full time on the Falcon 2000 for Flight Safety at Teterboro. Lots of TWA guys come through the door and the instructor corps here is about 20% (ex TWA).

Best regards, x

FROM ROBERT DALIN 11/6/07

Another year gone and a great New Year approaching. Lucy and I have weathered the storms and enjoyed every year living at Lake San Marcos, California.

Have lost several TWA (friends) living here, so I am the last to survive.

I had 21 years at TWA flying all the tests at MCI as well as 3 engine (ferrys) for MCI. You guys do great work, I thank you,

x FROM JIM McARTHUR 11/7/07 Enjoy the TARPA TOPICS, brings back pleasant memories as well as a few laughs.

Give my regards to everyone for their unselfish efforts on our behalf.

Wishing you and family a joyous holiday season… x

FROM DAVID GRIGG: TWA F/E 40 YEARS, 1946 – 1986

Await each issue of Tarpa Topics and give all you fellows who donate your time to its completion many thanks.

Put down everything else to peruse each (issue) to the full extent.

Started on the Stratoliner, the C-54 and the whole line of Connies, ending with 16 years on the 747. These were the best years with the airline that there ever were, I believe.

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x FROM ROBERT ALLARDYCE via e-mail Thanks for the "TWA Highjacked" articles. Got a bang out of the personal revelations; I'd like to add one: I moved to Paris in 1971 and often had dinner with Al and Pascale Kiburis. With the highjacking still on their minds, Pascale would often repeat the story of the phone call she got from some TWA representative telling her that Al was dead. Allegedly, he had been killed by the highjackers. She didn't know he had survived until he walked in the door upon returning from Jordan. Pascale nearly collapsed. She had so fully accepted Al's death that she thought the real Al was a ghost. One can only imagine Al's surprise upon learning of his demise.

On the lighter side, Al, being blond and blue eyed, was, in the eyes of some Parisians, the spitting image of a hated Nazi occupier. Al's pride and joy was a vintage Porsche coupe (also German). Al, of course, wasn't of German descent.

One night Al took Pascale out to dinner. He parked at the curb and was helping Pascale get out of the car when a little Frenchman in a rumpled overcoat climbed up onto the hood of Al's beloved Porsche and began jumping up and down shouting at Al, "Immonde Bosche (filthy German)" and insulting Pascale for sleeping with the hated enemy. A policeman quickly arrived and got the man off the hood. Al was quickly identified as an American. The rant suddenly changed to a torrent of tears when the fellow realized he had attacked what, at the time, was tantamount to a national hero who had liberated his country. Clutching at their coats, he followed Al and Pascale to the door of the restaurant begging forgiveness each step of the way. The policeman had the man make out a check to Al for Al's guess about the cost of repairs. Al wasn't overly enthusiastic about it, but to get rid of him, he accepted his apology. So much for being a national hero.

x FROM JIM MOCK Thanks for all the fine work all you folks at TARPA do. I keep busy in Branson with my theatre and hotel and recording studio. We were featured on Jim Bakker’s show and will be on TV Friday Dec. 14 – cable TV, several shows daytime & evening…

x FROM PHIL MORGAN I’ve been cleaning out files and found these…It has been a while since it has been done.

Thanks to all of you for your work in keeping TARPA flying (not west).

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x

FROM ROBERT O. BUCK Captain, DAL Retired, son of TWA’s own Robert N. Buck

It is a pleasure and honor to renew our subscription to TARPA! Again, many thanks for your many efforts to not only our family, but all the TWA “flight crew” families as well!

We wish everyone our very best for the holiday season and for the year ahead. May it be happy and healthy for all!

(Robert O. also e-mailed a picture (above) we had not seen before.

It appears to be a company promotional photo showing Captain Halberth H. “Dutch” Holloway, TWA 1928 – 1955 and F/O Bob Buck, TWA 1937 – 1974 with a DC-2 in the background. At the time, captains wore two stripes and co-pilots wore one and one half stripes. Co-pilots had only a half a vote in ALPA elections.

– Ed.)

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B-797?

You will recall the item in the last issue’s “Grapevine”, hinting at a blended wing Boeing 797. Boeing said the rumors were unfounded, but that it was working on a military blended wing design. In July Boeing announced that the X-48B flew for the first time at NASA’s Dryden Flight Research Center at Edwards Air Force Base in California. The 21’ wing span, 500 pound unmanned test vehicle took off for the first time at 8:42 AM PDT on July 20, 2007 and climbed to an altitude of 7,500’ before landing 31 minutes later….

The X-48B unmanned test vehicle flies

Northrop YB-49 ca. 1948

The B-797 is still but a dream

B-2 – Let’s not laugh at “flying wings”

So, while Boeing continues to deny any plans for a 797, the Internet pundits continue to describe it in detail – here is a proposed seating arrangement: No window seats? Not many aisle seats? Yuck!

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OH, SEVEN OH SEVEN! Special thanks to retired Captain, now Professor, Tom Weitzel, Embry-Riddle Aeronautical University <trweitzel@cfl.rr.com> for supplying and digitizing the B-707 panels used in this issue. “Photos” are CGIs from FlightSim, and slightly different from our TWA configuration, ex; note location of pneumatic brake handle – Ed.

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x FROM PHIL HARGIS Ed Madigan TARPA Secretary/Treasurer P.O. Box 3565 Incline Village, NV 89450 RE: Membership Dear Ed, As the son of former TWA pilot, Gordon W. Hargis, I would like to become a subscriber to the TARPA magazine. You are currently sending my mother, Marie Hargis the magazine as an honorary member because she is the wife of my deceased father and former TWA Captain. Well, Mom is now almost 95 and I am looking after her as she resides in a nursing home here in Nebraska. I go see her every day, but these days she doesn't understand to much as the years are taking their toll. So I think it's time to take her off of the "TARPA gravy train" because I am now the only one who really enjoys the magazine. Please find enclosed my first year's subscriber dues for the magazine.

Being the 54-year-old son of a TWA captain, I literally grew up on Connie's, 707s and 880s while "the greatest generation" drove and the rest of us enjoyed the view. I got to know many TWA captains while growing up in the TWA Mecca known as "Overland Park, Kansas".

Hanging out at the K.C. Downtown Airport for hours on end with my father, are now some of my favorite memories. And when he left the ramp driving a Connie, I used to have Mom quickly drive me around to the South end of the runway where I would run up to the top of the Missouri river levee to see that blue flame from those R-3350's and feel the prop wash in my face while Dad checked magnetos. I still re-live that feeling while reading your magazine and I am very proud of all that you did. Keep up the good work: TWA will always live on through the sons and daughters of the members of this association.

Thanks.

Phil Hargis 1349 196th Seward, NE 68434

x FROM LUM EDWARDS November 19, 2007 What a great cruise â&#x20AC;&#x201C; had both of my daughters with me and they really had a ball. Everyone was very friendly. Glad they got to see the TARPA group. Enclosing $50 â&#x20AC;&#x201C; hope this little bit helps keep us flying.

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x FROM BOB DEDMAN via e-mail Had an L1011 flight from LAX to JFK and on board was Sammy Davis Jr. with his whole group, band leader, and major persons on his shows. About over Colorado, I came back to greet them and if you remember, the L10 had a table in first class. Well, they were all gathered around it playing poker for what I am sure was a nice piece of change.

I came back, greeted some of the other first class passengers and then went over to Mr. Davis's table to say hi. I was well received and as bad as I thought it was, I asked Mr. Davis if I could see all of the jewelry he always displayed on his shows. He gladly let me see the rings and necklaces but as I am admiring all of this, his band leader asked me, "who's flying the airplane?” I explained that we had two persons minding the store. I asked him how he was doing with the cards; his reply was, "I could do a lot better if YOU were back flying the airplane CAPTAIN". I took the hint and left but upon arrival at JFK, they all stopped by the open cockpit door and told us what a great trip it was. I also asked him, “Did you win anything?” His answer was, “We let the ‘boss’ win this time.” Maybe the boss was a better player. Nice people and wonderful memories of TWA. x

FROM L. M BUTLER 11/13/07

Thanks to you Ed, and all the people that keep TARPA going! As an Eagle I would be willing to pay more dues. If all Eagles paid $10 more it would help the cash crunch! x

FROM ALICE MILLER 11/20/07

I’m Capt. Dean W. Miller’s widow. I enjoy reading Tarpa Topics – brings back a lot of wonderful memories. I would enjoy very much hearing from any of Dean’s friends from ICD days (9520 Madison Ave., Kansas City, MO 64114). TWA is such a “great family”… x FROM MIKE McFARLAND I wish to tell you that belonging to TARPA is a very special part of my life. When the magazine appears in my mail box, I devour it. Everything about the way it is constructed is simply fantastic.

I attended the cruise and my wife, Cyble, and we both simply loved it. Thank you, thank you. Seeing so many old friends and telling war stories was really special. The food wasn’t bad as well.

Along with my dues, please accept a contribution in the name of my father; ret. Capt.

Leo McFarland and my mother, June McFarland (the real chief pilot in the family) both of whom flew west this past year. They truly loved TWA and TARPA.

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x FROM BOB WILLCUTTS November 9, 2007 Hi Ed, Just received the November 2007 TARPA TOPICS and it looks like some good reading.

I think the issues keep improving, if that is possible, and I really enjoy the stories from the past.

Unfortunately the "past" is catching up with all of us and pretty soon we will be the past.

I am happy to know that the dues were increased in lieu of dropping an issue. It is a dilemma trying to decided how to cut costs. I think we all can afford an increase in dues. For those that cannot perhaps each of us could sponsor those that cannot afford the dues.

I wish to thank you and the rest of the Officers and Directors for jobs well done and appreciated by all of us.

I can recommend a visit to the Airline History Museum at the historic Downtown Kansas City Airport. We took the tour in September when our Class of 660902 had our first reunion. The three aircraft on display are awesome and really brought back some fond memories. I was surprised to see "10 Richards Road" still standing proudly on the southeast corner of the airport.

Have a great Holiday Season.

Fraternally

Bob and Donna Willcutts

MKC, “Muni” is alive and well and a beehive of biz-jet activity. It’s now called “Charles B. Wheeler Downtown Airport”; 10 Richards Rd. (above) is now Executive Beechcraft.

MKC (below) taken from downtown looking NW. 10 Richards is at the right and the Airline History museum (the old Slick hangar) is at the left, photos taken in 2005 – Ed.

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< BETTER THIS, THAN THIS ^, WE GUESS.

I ran across this photo while surfing the net looking for clip art. It was titled, “CONNIE EXPLOSION AT JFK” I vaguely remember hearing the story in Connie co-pilot ground school. Seems maintenance was doing a pressurization check and first, to simulate the flight mode, they pulled the ground sense circuit breaker. Unfortunately, the outflow valve had also been de-activated (in the closed position) and when they pumped her up, she popped! Bet somebody got yelled at. – Ed

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x

FROM WAYNE BOYD CHECK RIDE HUMOR

Check Captain Wenzell Williams; Student Captain Wayne Boyd; MD-80 N913TW; 9/15/89 [Day two – Captain Semi-final – 8:04 Actual Block] As I was getting dressed that morning, a post broke while attaching one pair of wings to my uniform shirt. Having no time to fix to this problem, I decided that it was better to wear the remaining wings on the uniform coat hoping that Wenzell wouldn't notice them missing from the shirt! Just in case, I mentally rehearsed my "defense" what I would say if he mentioned the missing wings!

The long day was progressing well, and somewhere down in Florida Wenzell looked across the cockpit and said, "I notice that you aren't wearing any wings on your shirt!"

Feigning surprise, I looked down at my shirt and said, "Hmmmm, I must have left them on my pajamas!" His eyes reflected mild amusement – but he quickly controlled his facial expression and replied stoically, "I don't know what's worse – a student Captain who shows up for his semi-final check-ride without a complete uniform, or one that sleeps in pajamas!" Mine was prepared wit! His was off the cuff! I laughingly acknowledged, "That Sir, is why your are a Flight Manager and I'm just a student Captain."

Wenzell passed me on the semi-final clearing the way for the final check ride with Captain Dennis Crowley on 9-18-89.

I wonder if Wenzell Williams recalls that conversation.

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x

FROM LOUIS BARR

Keep up the good work. 40 bucks is for Eagle dues, the extra ten if for the kitty. x

FROM DICK CARTER

Thanks for your work on our behalf. No reason in the world why I shouldn’t pay regular dues…. x

FROM LOUIS DALISE

This is the best $50 I have spent in a while. Great issue, please keep up the good work…. x

FROM IDUS INGLIS

Thanks to you good people who make Tarpa work. …I so wanted to go on the Tarpa cruise but I couldn’t make it. Now I am dreaming of going to Nashville in ’08. God bless you all. x

FROM RICHARD BECKER 11/15/07

Just finished reading the Novembr Topics. Great job! Sad to see so many friends flying west.

Small point, I seem to remember flying Flight 2 from MKC – DCA in ’53 or ’54. I refer to your Grapevine reply to Wally Moran… Anyway, nice job you guys – keep up the good work. x

FROM BILL MORRIS Lake of the Ozarks, Mo.

For the past 12 years the active and retired pilots in central Missouri have been meeting on the First Wednesday of every month for breakfast. We meet at 9:00 A.M. at the Pioneer Restaurant in Versailles.

The past 3 years we have also been having a dinner at one of the local restaurants about every 2 months where the wives also attend. For more information contact Bill Morris at <bmorris38@charter.net>

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F/E LH PANEL

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F/E RH PANEL

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ITEMS FOR THE

EDITOR

FFA IMPROVED FEB 3 1964

NORMAL

TOPICS

______________ AFTER

CHECK LIST

READING _________________

1. RESUME NORMAL BREATHING 2. SEND ONE OR MORE OF THE FOLLOWING TO THE GRAPEVINE ED.: ANY AVIATION RELATED ITEMS YOU COME ACROSS (ESP. AIRLINE, ESP. TWA) – INCLUDING PHOTOS & GRAPHICS! ANY INTERESTING WEB SITES YOU COME ACROSS A PARAGRAPH OR TWO ON YOUR BEST TRIP, YOUR WORST TRIP, YOUR FIRST TRIP, YOUR LAST TRIP, YOUR MOST MEMORABLE TRIP, JUST LOOK AT YOUR OLD LOG BOOKS, THEY’LL GIVE YOU IDEAS! ANY NEWS ABOUT OUR OLD BUDDIES. WHAT YOU’RE DOING – HOBBIES, ORGANIZATIONS, ANY THING… RECOLLECTIONS OF UNUSUAL AND INTERESTING CREWMEMBERS. ANYTHING THAT YOU THINK WOULD FIT WELL INTO THE GRAPEVINE. INCLUDE YOUR WHOLE NAME, NICK NAME, YEARS AT TWA AND WHERE YOU’RE LOCATED – AND IF YOU HAVE AN INTERESTING IDEA FOR AN ARTICLE, BY ALL MEANS, WRITE ONE, OR AT LEAST PASS ON YOUR IDEA. __________________________________________________________________ __________________________________________________________________ __________________________________________________________________ __________________________________________________________________ __________________________________________________________________ __________________________________________________________________ __________________________________________________________________ __________________________________________________________________ __________________________________________________________________ __________________________________________________________________ __________________________________________________________________ ____________________________________________add as many pp as you like

Grapevine_ed@yahoo.com – or : Jeff Hill 9610 Hidden Ln Woodstock, IL 60098 PAGE 95 ... TARPA TOPICS

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MEMBERSHIP APPLICATION All former TWA cockpit crewmembers are eligible for membership in TARPA. Annual dues are $50.00.

If you wish to have two addresses listed for Directory or Topics mailing, please provide months of the year at each location along with the appropriate phone number.

Name ___________________________________ Spouse ______________________ Address 1 (From _________ to _________ ) Street _______________________________________________________________ City ____________________________ State ___________ Zip __________________ Telephone ( ___ ) ____ ______ E-Mail ______________________________________

Address 2 (From _________ to _________ ) Street _______________________________________________________________ City ____________________________ State ___________ Zip __________________ Telephone ( ___ ) ____ ______ E-Mail ______________________________________ Capt. ƛ F/O ƛ F/E ƛ Other ƛ _______________ Retirement mo/yr ___________________ Signature ____________________________________ Date ____________________

TARPA TOPICS SUBSCRIPTION For our friends who do not meet our membership requirements, TARPA offers regular subscriptions to our magazine, TARPA TOPICS. Simply fill out the application above, indicate “subscriber”, and make your check out for $40.00.

Make checks payable to TARPA Return form to:

Ed Madigan Tarpa Secretary/Treasurer P. O. Box 3565 Incline Village, NV 89450

edmadigan@charter.net

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PILOTâ&#x20AC;&#x2122;S TEN COMMANDMENTS 1. Thou shalt abstain from the intersection takeoff for verily the runway behind thee, as the altitude above thee, cometh not to thine aid when thou needest them.

2.

Thou shalt not linger on active runways lest thou become like unto ground sirloin.

3. Ignorest thou not thy checklists for many are the switches, handles, gauges and other demons awaiting to take cruel vengeance upon thee.

4. Thou shalt cast thine eyes to thy right and also to thy left as thou passeth through the firmament lest thy fellow pilots bring flowers to thy widow and comfort her in other ways.

5. Buzzeth not, for this shall surely incur the wrath of thy neighbors and the fury of the FAA shall be called down upon thy head.

6. Thou shalt be ever mindful of thy fuel lest there be nothing in thy tank to sustain thee upon the air and thy days be made short.

7.

Trust not thine eyes to lead thee through the cloud lest the archangel await thee therin.

8. Thou shalt not trespass into the thunderstorm lest the tempest rend the wings from thy chariot and cast thee naked into the firmament.

9. Put not thy trust in weather prophets for the truth is not in them, and they shall not accompany thee among thy ancestors.

10. Oft shalt thou confirm thine airspeed on final, lest the earth rise up and smite thee.

Submitted by John Bybee Â

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Bowers, Jim & Jan Prescott, AZ Carter, Nick & Dean Santa Barbara, CA Cleaveland, John & Anne Wagner Franktown, VA Colling, Ed & Katy Steeple Ashton, UK Cruishank, James Santa Ana, CA Cruishank, Richard & Margaret Santa Ana, CA Cushing, Bud & Patsy Willowbrook, IL Davis, Rick & Marcia Lake San Marcos, CA Day, Russ & Carol Northport, NY Dedman, Bob & Ilse Virginia Beach, VA Degler, Ken & Ruth Ann Robbinsville, NJ Edwards, Lum Camarillo, CA Erickson, Jean & Dene Carney Crosslake, MN Escola, Dick & Alice Atwater, CA Fetherman, Red & Anne Stoudsburg, PA Fleer, Russ & Sally Thousand Oaks, CA Fortier, Guy & Joann Incline Village, NV Frederick, Chuck Freeport, Bahamas

Gallagher, Joe & Elaine Dermody Blue Bell, PA Givens, Jack & Pat Little Rock, AR Gratz, John & Patricia Chesterfield, MO Gray, Norm & Carol Santa Cruz, CA Greenwood, Tom & Sharon Placentia, CA Handy, Russell & Margery Kansas City, MO Hanlin, Bob & Lynn Charleston, SC Hill, Jeff & Sharon Woodstock, IL Hink, Pam & Pat Hyfield Walnut Creek, CA Hitzel, Joe & Georgeann Glen Gardner, NJ Hoyt, Dick & Marcia Thousand Oaks, CA Kirschner, Bill & Sam Mosely Lake Tahoe, NV Leach, Roger & Barbara Incline Village, NV Locke, Leslie Mountain View, CA Madigan, Ed & Susy Incline Village, NV Marinelli, Larry & Joan Manhattan Beach, CA McFarland, Mike & Cyble Ft. Collins, CO McGowen, Vicki & Lee Reno, NV

McKenzie, Vern & Evy Saratoga, CA Mosely, Rufus & Marilyn Foley, AL Mullins, Tom & Victoria Pinetop, AZ Mundo, Al & Jeanne Marblehead, MA Murray, Andy Hermosa Beach, CA Nairn, Hap & Daryl Marie Capistrano Beach, CA Nelson, Stu & Arlene Rancho Palos Verdes, CA Polk, Bill & Gale Grand Beach, MI Potucek, Jeff & Linn Fircrest, WA Reardon, Matt & Pat Prescott, AZ Rehnstrom, Stu & Pam Gig Harbor, WA Richards, Gene & Sue Modesto, CA Robertson, Phyllis Scottsdale, AZ Rumford, Sam & Jody Flatrock, NC Salmonson, Anita Brighton, CO Schemel, Peggy & Edna Mitchell Mesa, AZ Schmidt, Carl & Joan Fallbrook, CA Sherman, Bob & Alice San Jose, CA

Cruise Convention Attendees Smith, Tom & Nancy Naples, FL Snavely, Orren & Marilyn O'Fallon, MO Stevens, Bill & Shirley Woodstock, IL Stock, Walt Teton Village, WY Tarbox. Joan & Neal Johnson Takeway, TX Tobin, Larry & Barbara Colbert, WA Trojan, Bob & Lonna Reno, NV Tynan, Craig & Mary Hensley Camarillo, CA West, Dusty & Lee Bradenton, FL West, Hal & Nancy Bradenton, FL Wheeler, Herb & Donna Zephyr Cove, NV Wicke, Fred & Marie Olathe, KS Wilder, Charlie & Helen Jackson, NJ Winchester, Jim & Mot Fountain Hills, AZ Winchester, Marianne Fountain Hills, AZ Young, Didi Los Osos, CA Zudis, Dick & Judy Bonsall, CA

Formal Night on The Vision Of The Seas 2007